JP6007472B2 - Tire / wheel assembly - Google Patents

Description

  The present invention relates to tire / wheel assemblies and, more particularly, to tire / wheel assemblies that improve airflow around the tire and wheel.

  A pneumatic tire is assembled to a wheel connected to a vehicle to become a tire / wheel assembly. For example, Patent Document 1 is characterized in that a surface substantially parallel to a surface perpendicular to the rotation axis is provided from the sidewall portion to the bead portion on at least the vehicle outer side of the tire side surfaces on both sides. A vehicle tire and a wheel attached to the vehicle tire are described.

  Further, Patent Document 2 discloses a wheel provided with a protruding portion that protrudes in a predetermined direction from the main body portion on a portion that is a surface of at least a part of the main body portion in a state where a pneumatic tire is assembled to the vehicle wheel. A tire / wheel assembly is described. In Patent Document 3, a wheel connected to an axle and fitted with a tire, a wheel cap attached to the wheel and rotatable relative to the wheel around the wheel axis, and an outer wall portion of the wheel cap in the vehicle width direction are disclosed. A tire / wheel assembly is described that includes a plurality of rectifying means that are distributed in the vehicle vertical direction and rectify an air flow that flows from the vehicle front side to the vehicle rear side along the vehicle width direction outer wall portion.

JP 2010-274809 A JP 2010-6135 A JP 2008-1300 A

  The tire / wheel assembly shown in Patent Document 2 described above can generate an air flow over the protruding portion by providing the protruding portion on the outer surface of the wheel on which the tire is mounted when the vehicle is mounted. Thereby, the air around a pneumatic tire can be adjusted and the temperature rise of a tire can be suppressed.

  Further, the tire / wheel assembly described in Patent Document 3 can rectify the air flow around the tire by providing a rectifying means in a non-rotating wheel cap, and can reduce air resistance.

  However, the structure in which the wheel cap is relatively rotatable around the wheel axis has a complicated structure. Further, even the device described in Patent Document 3 may have an insufficient rectification effect (air flow improvement effect). Further, as described in Patent Document 2, the air flow can be rectified by providing a protrusion on the wheel or a protrusion on the sidewall of the tire, but the effect may be insufficient. is there.

  The present invention has been made in view of the above, and an object of the present invention is to provide a tire / wheel assembly capable of improving the air flow around the tire and the wheel.

  In order to solve the above-described problems and achieve the object, the tire / wheel assembly of the present invention includes a wheel including a connecting portion that is connected to a vehicle, and a pneumatic tire that is attached to the outer periphery of the wheel. And the said pneumatic tire has many tire convex parts in the tire side part used as the vehicle outer side, The said wheel has many wheel convex parts in the surface used as the vehicle outer side, It is characterized by the above-mentioned.

  With the above configuration, the tire / wheel assembly can generate a suitable turbulent flow on the outer surface of the vehicle (pneumatic tire and wheel outer surface of the vehicle), and more than simply increasing the area where the convex portion is provided. Aerodynamic performance can be improved dramatically.

  Here, the wheel includes a connecting portion that is connected to the vehicle, and a wheel disk that is fixed to the connecting portion and has a disk-shaped surface that is exposed on the outer surface of the vehicle, and forms a surface that is the outer side of the vehicle. It is preferable that the wheel convex portion is formed on the wheel disc. By providing the wheel disk, it is possible to suppress the flow of air from the outer surface of the vehicle to the inside of the assembly, and the aerodynamic performance can be further improved.

  The tire convex portion may be disposed in a part of the angular range in the tire circumferential direction, and the wheel convex portion may be disposed at least in the entire angular range where the tire convex portion is not formed. preferable. Thereby, aerodynamic performance can be improved.

  Moreover, it is preferable that the said tire convex part is longitudinally formed in a tire radial direction, and is arrange | positioned at intervals in the tire circumferential direction. Thereby, a turbulent flow can be generated suitably and aerodynamic performance can be improved.

  Moreover, it is preferable that the said tire convex part is arrange | positioned in the position which a center line overlaps on the line | wire which extended the center line of the said wheel convex part to the radial direction outer side. Thereby, a turbulent flow can be generated suitably and aerodynamic performance can be improved.

  Further, at least a part of the tire convex portion is disposed at a position separated by at least 10% of the tire cross section height from the position where the tire cross section width of the pneumatic tire is maximized toward the outer side in the tire radial direction. It is preferable that Thereby, the whole air resistance can be reduced efficiently.

  Moreover, it is preferable that the said tire convex part is 0.5 [mm] or more and 10 [mm] or less the height which protrudes from the said tire side part. Thereby, air resistance can be reduced significantly and aerodynamic performance can be improved.

  Moreover, it is preferable that the said wheel convex part is longitudinally formed in a tire radial direction, and is arrange | positioned at intervals in the tire circumferential direction. Thereby, a turbulent flow can be generated suitably and aerodynamic performance can be improved.

In the case, the wheel projections, at least in part, to the tire radial direction, the distance from the outer end in the tire radial direction of the rim portion of the pneumatic tire is mounted to the tire rotation axis and the D _1, It is preferable that 0.1D ₁ or more is disposed on the inner side in the tire radial direction from the outer end portion in the tire radial direction of the rim portion. Thereby, the whole air resistance can be reduced efficiently.

Also, keep the tire width direction, the distance from the tire equatorial plane of the pneumatic tire to the end of the vehicle outside of the pneumatic tire and L _1, the wheel from the tire equatorial plane of the pneumatic tire in the tire width direction When the distance to the end of the vehicle outside is L ₂ , the distance L ₁ and the distance L ₂ preferably satisfy the relationship L ₂ ≦ L ₁ . Thereby, the whole air resistance can be reduced efficiently.

  Moreover, it is preferable that the said tire convex part is a substantially triangular shape with a cross-sectional shape having a vertex. Thereby, fuel consumption can be improved.

  Moreover, it is preferable that the said tire convex part is comprised by the cross-sectional shape at least 1 or more circular arc. Thereby, fuel consumption can be improved.

  Moreover, it is preferable that the said wheel convex part is substantially triangular shape with a cross-sectional shape having a vertex. Thereby, fuel consumption can be improved.

  Moreover, it is preferable that the said wheel convex part is comprised with an arc with at least 1 or more cross-sectional shape. Thereby, fuel consumption can be improved.

  The tire / wheel assembly according to the present invention can improve the air flow around the tire and wheel.

FIG. 1 is a perspective view showing a tire / wheel assembly according to this embodiment. FIG. 2 is a meridional section of the tire / wheel assembly shown in FIG. FIG. 3 is a meridional sectional view of the pneumatic tire shown in FIG. 1. FIG. 4 is a partial external view of the pneumatic tire according to the present embodiment as viewed from the outside of the vehicle. FIG. 5 is a partial external view of the wheel according to the present embodiment as viewed from the outside of the vehicle. FIG. 6 is a perspective view showing a tire / wheel assembly according to another embodiment. FIG. 7 is a meridional section of the tire / wheel assembly shown in FIG. FIG. 8 is a partial external view of a wheel according to another embodiment as viewed from the outside of the vehicle. FIG. 9A is a partial external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 9B is a partial external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 9C is a partial external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 9D is a partial external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 9E is a partial external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 9F is a partial external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 10A is a cross-sectional view of an example of a tire convex portion. FIG. 10B is a cross-sectional view of an example of a tire convex portion. FIG. 10C is a cross-sectional view of an example of a tire convex portion. FIG. 10D is a cross-sectional view of an example of a tire convex portion. FIG. 11A is an explanatory diagram showing the air flow in the vicinity of a convex portion having a height within a specified range. FIG. 11B is an explanatory diagram showing the air flow in the vicinity of the convex portion having a height not more than a specified range. FIG. 11C is an explanatory diagram showing the flow of air in the vicinity of a convex portion having a height not less than a specified range. FIG. 12 is an external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 13 is an external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 14 is an external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 15 is an external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. FIG. 16 is an external view of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle.

  Embodiments of the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. The constituent elements of this embodiment include those that can be easily replaced by those skilled in the art or those that are substantially the same. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

  FIG. 1 is a perspective view showing a tire / wheel assembly according to this embodiment. FIG. 2 is a meridional section of the tire / wheel assembly shown in FIG. FIG. 3 is a meridional sectional view of the pneumatic tire shown in FIG. 1. FIG. 4 is a partial external view of the pneumatic tire according to the present embodiment as viewed from the outside of the vehicle. FIG. 5 is a partial external view of the wheel according to the present embodiment as viewed from the outside of the vehicle. In the following description, the tire radial direction refers to a direction orthogonal to the rotation axis (not shown) of the pneumatic tire 1, and the tire radial direction inner side refers to the side toward the rotation axis in the tire radial direction, the tire radial direction outer side. Means the side away from the rotation axis in the tire radial direction. Further, the tire circumferential direction refers to a direction around the rotation axis as a central axis. Further, the tire width direction means a direction parallel to the rotation axis, the inner side in the tire width direction means the side toward the tire equator plane (tire equator line) CL in the tire width direction, and the outer side in the tire width direction means the tire width direction. Is the side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane that is orthogonal to the rotation axis of the pneumatic tire 1 and passes through the center of the tire width of the pneumatic tire 1. The tire width is the width in the tire width direction between the portions located outside in the tire width direction, that is, the distance between the portions farthest from the tire equatorial plane CL in the tire width direction. The tire equator line is a line along the tire circumferential direction of the pneumatic tire 1 on the tire equator plane CL. In the present embodiment, the same sign “CL” as that of the tire equator plane is attached to the tire equator line.

  As shown in FIGS. 1 and 2, the tire / wheel assembly 100 includes a pneumatic tire 1 and a wheel 102. A pneumatic tire (hereinafter also simply referred to as “tire”) 1 is a so-called pneumatic tire. The gas filled in the tire 1 is not limited to air.

  As shown in FIGS. 1 to 3, the pneumatic tire 1 of the present embodiment includes a tread portion 2, shoulder portions 3 on both sides thereof, a sidewall portion 4 and a bead portion 5 that are sequentially continuous from the shoulder portions 3. have. The pneumatic tire 1 includes a carcass layer 6, a belt layer 7, and a belt reinforcing layer 8. When the pneumatic tire 1 is used, each bead portion 5 is fitted to the rim portion 104 of the wheel 102. Then, a gas (air or nitrogen) is filled in the tire inner space 1IS surrounded by the pneumatic tire 1 and the wheel 102 (more specifically, the rim portion 104 of the wheel 102).

  The tread portion 2 is made of a rubber material (tread rubber), is exposed at the outermost side in the tire radial direction of the pneumatic tire 1, and the surface thereof is the contour of the pneumatic tire 1. A tread surface 21 is formed on the outer peripheral surface of the tread portion 2, that is, on the tread surface that contacts the road surface during traveling. The tread surface 21 is provided with a plurality of (four in this embodiment) main grooves 22 that are straight main grooves extending along the tire circumferential direction and parallel to the tire equator line CL. The tread surface 21 extends along the tire circumferential direction by the plurality of main grooves 22, and a plurality of rib-like land portions 23 parallel to the tire equator line CL are formed. Although not shown in the figure, the tread surface 21 is provided with a lug groove that intersects the main groove 22 in each land portion 23. The land portion 23 is divided into a plurality of portions in the tire circumferential direction by lug grooves. Further, the lug groove is formed to open to the outer side in the tire width direction on the outermost side in the tire width direction of the tread portion 2. Note that the lug groove may have either a form communicating with the main groove 22 or a form not communicating with the main groove 22.

  The shoulder portion 3 is a portion on both outer sides in the tire width direction of the tread portion 2. Further, the sidewall portion 4 is exposed at the outermost side in the tire width direction of the pneumatic tire 1. The bead unit 5 includes a bead core 51 and a bead filler 52. The bead core 51 is formed by winding a bead wire, which is a steel wire, in a ring shape. The bead filler 52 is a rubber material disposed in a space formed by folding the end portion in the tire width direction of the carcass layer 6 at the position of the bead core 51.

  The carcass layer 6 is configured such that each tire width direction end portion is folded back from the tire width direction inner side to the tire width direction outer side by a pair of bead cores 51 and is wound around in a toroidal shape in the tire circumferential direction. It is. The carcass layer 6 includes a plurality of carcass cords (not shown) arranged in parallel at an angle (for example, 85 degrees to 95 degrees) in the tire circumferential direction while the angle with respect to the tire circumferential direction is along the tire meridian direction. It is coated with. The carcass cord is made of organic fibers (polyester, rayon, nylon, etc.). The carcass layer 6 is provided as at least one layer.

  The belt layer 7 has a multilayer structure in which at least two belts 71 and 72 are laminated, and is disposed on the outer side in the tire radial direction which is the outer periphery of the carcass layer 6 in the tread portion 2 and covers the carcass layer 6 in the tire circumferential direction. It is. The belts 71 and 72 are made by coating a plurality of cords (not shown) arranged in parallel at a predetermined angle (for example, 20 degrees to 30 degrees) with a coat rubber with respect to the tire circumferential direction. The cord is made of steel or organic fiber (polyester, rayon, nylon, etc.). Further, the overlapping belts 71 and 72 are arranged so that the cords intersect each other.

  The belt reinforcing layer 8 is disposed on the outer side in the tire radial direction which is the outer periphery of the belt layer 7 and covers the belt layer 7 in the tire circumferential direction. The belt reinforcing layer 8 is formed by coating a plurality of cords (not shown) arranged in parallel in the tire circumferential direction (± 5 degrees) in the tire width direction with a coat rubber. The cord is made of steel or organic fiber (polyester, rayon, nylon, etc.). The belt reinforcing layer 8 shown in FIG. 3 is disposed so as to cover the end of the belt layer 7 in the tire width direction. The configuration of the belt reinforcing layer 8 is not limited to the above, and is not clearly shown in the figure. However, the belt reinforcing layer 8 is configured to cover the entire belt layer 7 or has two reinforcing layers, for example, on the inner side in the tire radial direction. The reinforcing layer is formed so as to be larger in the tire width direction than the belt layer 7 and is disposed so as to cover the entire belt layer 7, and the reinforcing layer on the outer side in the tire radial direction is disposed so as to cover only the end portion in the tire width direction of the belt layer 7. Alternatively, for example, a configuration in which two reinforcing layers are provided and each reinforcing layer is disposed so as to cover only the end portion in the tire width direction of the belt layer 7 may be employed. That is, the belt reinforcing layer 8 overlaps at least the end portion in the tire width direction of the belt layer 7. The belt reinforcing layer 8 is provided by winding a strip-shaped strip material (for example, a width of 10 [mm]) in the tire circumferential direction.

  Moreover, when the pneumatic tire 1 of this Embodiment is mounted | worn with a vehicle (not shown), the direction with respect to the inner side and the outer side of a vehicle is designated in the tire width direction. The designation of the direction is not clearly shown in the figure, but is indicated by, for example, an index provided on the sidewall portion 4. Hereinafter, the side facing the inner side of the vehicle when mounted on the vehicle is referred to as the inner side of the vehicle, and the side facing the outer side of the vehicle is referred to as the outer side of the vehicle. In addition, designation | designated of a vehicle inner side and a vehicle outer side is not restricted to the case where it mounts | wears with a vehicle. For example, when the rim is assembled, the direction of the rim with respect to the inside and outside of the vehicle is determined in the tire width direction. For this reason, when the rim is assembled, the pneumatic tire 1 is designated with respect to the inner side (vehicle inner side) and the outer side (vehicle outer side) of the vehicle in the tire width direction.

  As shown in FIG. 3, the pneumatic tire 1 is provided with a plurality of convex portions 9 that protrude from the surface of the tire side portion S to the outside of the tire in the tire side portion S outside the vehicle. Here, the tire side portion S in FIG. 3 refers to a uniform continuous surface in the tire width direction outside from the ground contact end T of the tread portion 2 and in the tire radial direction outside from the rim check line L. Further, the ground contact T is a tread surface 21 of the tread portion 2 of the pneumatic tire 1 when the pneumatic tire 1 is assembled on a regular rim and filled with a regular internal pressure and 70% of the regular load is applied. In the region where the road contacts the road surface, it means both outermost ends in the tire width direction and continues in the tire circumferential direction. The rim check line L is a line for confirming whether or not the tire rim is assembled normally. Generally, on the front side surface of the bead portion 5, the rim check line L is outside the rim flange in the tire radial direction. However, it is shown as an annular convex line that continues in the tire circumferential direction along the portion that is in the vicinity of the rim flange.

  The regular rim is “standard rim” defined by JATMA, “Design Rim” defined by TRA, or “Measuring Rim” defined by ETRTO. The normal internal pressure is “maximum air pressure” defined by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “INFLATION PRESSURES” defined by ETRTO. The normal load is “maximum load capacity” defined by JATMA, a maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “LOAD CAPACITY” defined by ETRTO.

  For example, as shown in FIG. 3, the convex portion 9 is a rubber material formed in the tire radial direction in the range of the tire side portion S (even if the rubber material constituting the tire side portion S is 4 may be a rubber material different from the rubber material), and are arranged at predetermined intervals in the tire circumferential direction as shown in FIG.

  Moreover, although the pneumatic tire 1 of this embodiment was set as the structure which does not provide an unevenness | corrugation in the tire side part inside a vehicle, it does not specifically limit about the form of the tire side part inside a vehicle. The pneumatic tire 1 of the present embodiment may be provided with a tire convex portion or a concave portion at the tire side portion on the vehicle inner side in the same manner as the tire side portion on the vehicle outer side.

  Next, the wheel 102 will be described. The tire 102 is attached to the wheel 102. The wheel 102 includes a rim portion 104, a spoke 106, a hub 107, and a convex portion 120. The rim part 104 is a cylindrical structure. The rim portion 104 has tire fitting portions 105B and 105B that fit the respective bead portions 2B and 2B of the tire 1 on both sides in a direction (width direction) parallel to the central axis (Zr axis).

  The spoke 106 is a rod-shaped member extending in the tire radial direction, and an end portion on the outer side in the tire radial direction is connected to the rim portion 104, and an end portion on the inner side in the tire radial direction is connected to the hub 107. The spokes 106 are arranged at a predetermined interval in the tire circumferential direction.

  The hub 107 is disposed at the center of the wheel 102 and is attached to the axle of the vehicle. The hub 107 is connected to the rim portion 104 by a plurality of spokes 106. The hub 107 and the vehicle axle are connected by a fastening member 112 having bolts and nuts. The fastening member 112 has a bolt attached to the axle. The configuration of the fastening member 112 is not limited to this. Thereby, the hub 107 rotates integrally with the axle. The connecting direction between the hub 107 and the axle is a predetermined direction. Thereby, the wheel 102 has a structure in which a surface on the vehicle outer side and a surface on the vehicle inner side are determined. The wheel 102 has a surface in contact with the axle as a surface on the inner side of the vehicle, and a surface opposite to the surface in contact with the axle becomes a surface on the outer side of the vehicle.

  As shown in FIG. 2, the wheel 102 is provided with a plurality of convex portions 120 that protrude from the surface of the spoke 106 to the outside of the tire on the surface of the spoke 106 on the vehicle outer side. Here, the surface of the spoke 106 is a uniform and continuous surface (that is, one connected surface) exposed to the outside of the vehicle in FIG. That is, the convex portion 120 has a shape that protrudes from the surface of the spoke 106 to the vehicle outer side, and as shown in FIG. 5, on the surface orthogonal to the tire width direction, one boundary line with other portions is closed. Become a line.

  For example, as shown in FIG. 2, the convex portion 120 is formed as a protrusion formed in a longitudinal direction in the tire radial direction on the surface of the outer side of the spoke 106, and the tire circumferential direction as shown in FIG. 5. Are arranged at predetermined intervals. The convex portion 120 may be formed of the same material as that of the spoke 106 or may be formed of a material different from that of the spoke 106. Further, the convex portion 120 may be formed integrally with other members of the wheel such as the spoke 106 by die molding, or may be formed separately from the spoke 106 and attached to the spoke 106.

  As described above, the tire / wheel assembly 100 according to the present embodiment is configured such that the inside / outside direction of the vehicle when the vehicle is mounted is specified, and a plurality of convex portions 9 provided on the tire side portion S that is the vehicle outside, The aerodynamic performance of the tire can be further enhanced by including a plurality of convex portions 120 provided on the surface of the spoke 106 to be formed. That is, the tire / wheel assembly 100 causes the air passing outside the vehicle to be turbulent by the convex portions 9 and the convex portions 120. For this reason, a turbulent boundary layer is generated around the tire / wheel assembly 100, and the swelling of the air passing through the vehicle outer side of the tire / wheel assembly 100 is suppressed. As a result, the spread of the passing air can be suppressed, the air resistance of the vehicle can be reduced, and the aerodynamic performance can be improved. More specifically, the tire / wheel assembly 100 is provided with the convex portion 9 and the convex portion 120, so that the tire / wheel assembly 100 (the air of the tire / wheel assembly 100 (the air of the tire / wheel assembly 100 is not provided with both the convex portion 9 and the convex portion 120)). The air around the tires and wheels) can be rectified more appropriately. Further, the tire / wheel assembly 100 is provided with the convex portion 9 and the convex portion 120 so that the convex portion is provided in a certain range in the tire radial direction as compared with the case where only one of the convex portion 9 and the convex portion 120 is provided. Therefore, it is possible to generate a suitable turbulent flow on the outer surface of the tire / wheel assembly 100 (pneumatic tire and wheel outer surface of the vehicle), which is more than simply increasing the area where the convex portion is provided. Aerodynamic performance can be improved dramatically.

  The tire / wheel assembly 100 has a higher aerodynamic performance as described above, so that the air resistance of the tire / wheel assembly 100 generated during traveling can be further reduced, and the propulsive force is reduced. It can be suppressed and fuel consumption can be improved.

  Further, in the tire / wheel assembly 100 of the present embodiment, the convex portion 9 of the pneumatic tire 1 is formed in a longitudinal shape (in a so-called fin shape) in the tire radial direction and is arranged at intervals in the tire circumferential direction. Has been. According to the tire / wheel assembly 100, air is more turbulent by the ridges formed in the tire radial direction, and the air is efficiently turbulent by being arranged in the circumferential direction. . As a result, the effect of turbulence of air can be remarkably obtained.

  Further, in the tire / wheel assembly 100 of the present embodiment, the convex portions 120 of the wheel 102 are formed in the tire radial direction in a longitudinal shape (in a so-called fin shape), and are arranged at intervals in the tire circumferential direction. Yes. According to the tire / wheel assembly 100, air is more turbulent by the ridges formed in the tire radial direction, and the air is efficiently turbulent by being arranged in the circumferential direction. . As a result, the effect of turbulence of air can be remarkably obtained.

  The tire / wheel assembly 100 of the present embodiment has a structure in which the rim 104 of the wheel 102 and the hub 107 are connected by a plurality of spokes 106, but the wheel 102 is not limited to such a structure. For example, instead of the plurality of spokes 106, a single disc may be attached to the inner peripheral portion of the rim portion 104, and the disc may be attached to the axle. In this structure, the function of the spoke 106 and the hub 107 is realized by the disc. In the tire / wheel assembly, a wheel disc, a wheel cover, and a wheel cap may be arranged on the outer surface of the wheel.

  Hereinafter, another embodiment of the tire / wheel assembly will be described with reference to FIGS. 6 to 8. FIG. 6 is a perspective view showing a tire / wheel assembly according to another embodiment. FIG. 7 is a meridional section of the tire / wheel assembly shown in FIG. FIG. 8 is a partial external view of a wheel according to another embodiment as viewed from the outside of the vehicle. A tire / wheel assembly 200 shown in FIGS. 6 and 7 includes a pneumatic tire 201 and a wheel 202.

  The pneumatic tire 201 is the same as the pneumatic tire 1 except for the point that the tire side portion S on the vehicle inner side is also provided with a convex portion 209. The description of the same configuration as the pneumatic tire 1 is omitted.

  Here, the basic configuration of the convex portion 209 is the same as that of the convex portion 209 except that the position where the convex portion 209 is disposed is the tire side portion S inside the vehicle. In the range of the tire side portion S, the convex portion 209 is a rubber material formed in a longitudinal shape in the tire radial direction (even if the rubber material constituting the tire side portion S is a rubber material different from the rubber material). May be formed as ridges and may be arranged at predetermined intervals in the tire circumferential direction.

  The wheel 202 has basically the same configuration except that a wheel disc (wheel cover, wheel cap) 210 is provided, and the convex portion 220 is formed on the wheel disc 210 instead of the spoke 106. The description of the same configuration as the wheel 102 is omitted.

  The wheel disc (wheel cover, wheel cap) 210 is a disk-like member disposed on the vehicle outer side of the spoke 106, and an opening is formed in a region facing the hub 107 on the center side in the tire radial direction. That is, the wheel disc 210 is a disc having a circular hole in the center. The wheel disc 210 is fixed to the spoke 106 and the hub 107 and rotates together with the spoke 106 and the hub 107. Although the wheel disk 210 of the present embodiment has a shape with an opening, it may have a shape that covers the entire surface of the wheel 202 outside the vehicle, for example, a disk shape without an opening.

  As shown in FIG. 7, the wheel 202 is provided with a plurality of convex portions 220 that protrude from the surface of the wheel disc 210 to the outside of the tire on the surface of the wheel disc 210 on the vehicle outer side. Here, the surface of the wheel disc 210 is a uniform and continuous surface (that is, one connected surface) exposed to the outside of the vehicle in FIG. In other words, the convex portion 220 has a shape protruding from the surface of the wheel disk 210 to the vehicle outer side, and is a single piece whose boundary line with other portions is closed on a surface orthogonal to the tire width direction as shown in FIG. It becomes the line.

  For example, as shown in FIG. 7, the convex portion 220 is formed as a protrusion formed in the tire radial direction on the surface of the wheel disc 210, and as shown in FIG. 8, the protrusion 220 is predetermined in the tire circumferential direction. Arranged at intervals. The convex portion 220 may be formed of the same material as the wheel disk 210 or may be formed of a material different from the wheel disk 210. The convex portion 220 may be formed integrally with the wheel disk 210 by molding, or may be formed separately from the wheel disk 210 and attached to the wheel disk 210.

  The tire / wheel assembly 200 according to the present embodiment has a designated inside / outside direction when mounted on the vehicle, a large number of convex portions 9 provided on the tire side portion S on the vehicle outer side, and a wheel disc 210 on the vehicle outer side. The same effects as those of the tire / wheel assembly 100 described above can be obtained.

  The tire / wheel assembly 200 can further increase the aerodynamic performance of the tire by providing a large number of convex portions 209 on the tire side portion S inside the vehicle of the pneumatic tire 1. That is, the tire / wheel assembly 200 causes the air passing through the inside of the vehicle to be turbulent by the convex portion 209. For this reason, a turbulent boundary layer is generated around the tire / wheel assembly 200, and swelling of air passing through the vehicle outer side of the tire / wheel assembly 100 is suppressed. As a result, the spread of the passing air can be suppressed, the air resistance of the vehicle can be reduced, and the aerodynamic performance can be improved.

  Further, the tire / wheel assembly 200 includes the disc wheel 210 on the vehicle outer surface of the wheel 202, so that a cavity is not exposed on the surface of the wheel 202, and the aerodynamic performance of the tire is further improved. Can be high. That is, the tire / wheel assembly 200 can suppress the air flowing outside the vehicle from flowing into the tire / wheel assembly 200 by the disc wheel 210. Thereby, the disturbance of the air flow can be further reduced, the air resistance of the vehicle can be reduced, and the aerodynamic performance can be improved. The tire / wheel assembly may have any shape that does not have an opening connected to the cavity (the vehicle inner side of the tire / wheel assembly) on the outer surface of the wheel. The same effect can be obtained by making the spoke shape without a cavity without providing a wheel disk.

  In addition, the shape of the part exposed to the vehicle outer side of the wheel of a tire / wheel assembly is not limited to the said embodiment, It can be set as various shapes. Further, the vehicle outer surface of the wheel may have a shape in which the spoke 106 is exposed or a shape in which the wheel disk 210 is exposed. Further, the exposed portion may be a curved surface or a flat surface. As described above, the aerodynamic performance can be further improved by forming the portion exposed to the outside of the vehicle as one surface like the wheel disk 210.

Next, the suitable range of the arrangement position of the tire convex parts 9 and 209 and the wheel convex parts 120 and 220 is demonstrated using FIG.2, FIG.3 and FIG.7. Tire / wheel assembly 100, 200 of the present embodiment is at least partially, the tire diameter from a position where the tire cross-sectional width of the pneumatic tire 1 is maximum (maximum section width L ₃ and a position) of the tire protrusions 9 It is preferable that they are arranged at least 10% or more of the tire cross-section height toward the outside in the direction. That is, when the tire section height of the pneumatic tire 1,201 was d _1, the tire protrusions 9 has a height d ₂ from the position of the tire section width is maximum of 10% of the tire section height d ₁ it is preferable to form at least a part area included in the height d ₃ in the tire radial direction outer side than the end in the tire radial direction outside of the region contained in.

The pneumatic tire 1,201, by disposing at least a portion of the tire protrusions 9 Thus the region of the height d _3, in the tire side portion S of the pneumatic tire 1, receives air resistance during running The tire convex portion 9 can be provided in a region where the rotation speed is relatively high. As a result, the point of turbulent separation near the buttress during traveling can be shifted to the rear of the tire, and the air resistance of the entire tire can be reduced.

In addition, the wheels 102 and 202 are configured such that at least a part of the wheel convex portions 120 and 220 is a distance from the outer end portion in the tire radial direction of the rim portion 104 to which the pneumatic tire is mounted to the tire rotation axis in the tire radial direction. the case of the D _1, are disposed from the outer end in the tire radial direction of the rim 104 0.1 D ₁ or more in the tire radial direction inner preferred. That is, as shown in FIGS. 2 and 7, the wheel protrusions 120 and 220, at least in part on areas included in the distance _{D 2} which is a distance 0.1 D ₁ from the outer end in the tire radial direction of the rim portion 104 Is preferably provided. Thus, by providing the wheel convex portions 120 and 220 in the region where the rotational speed is relatively high on the surfaces of the wheels 102 and 202, the positions where the turbulent flow separation near the wheels is further performed. The overall air resistance of the tire / wheel assembly 100, 200 can be efficiently reduced.

Further, the tire / wheel assembly 100, 200 keep the tire width direction, the distance from the tire equatorial plane CL of the pneumatic tire 1,201 to the end of the vehicle outside of the pneumatic tire 1,201 and _{L 1,} If the distance from the tire equatorial plane CL of the pneumatic tire 1,201 in the tire width direction to the end portion on the vehicle outer side of the wheel 102, 202 and the _{L 2,} and the distance _{L 1} and the distance _{L 2, L 2} ≦ L It is preferable to satisfy the relationship of ₁ . By satisfying the above relationship between the pneumatic tires 1,201 and the wheels 102,202, it is possible to suppress the bulge of the air flow to the rear of the tire convex portion 9 generated in the pneumatic tires 1,201, The rectifying effect can be obtained more suitably. The distance L ₁ is the distance from the tire equatorial plane CL to the end portion of the vehicle outside of the pneumatic tire 1,201. For this reason, when the outermost position in the width direction of the tire convex portion 9 is located on the outer side in the width direction than the outer end in the width direction of the maximum tire width, the outermost portion in the width direction of the tire convex portion 9 from the tire equatorial plane CL. If the distance is the distance L _{1 and the} outer end in the width direction of the tire maximum width is located on the outer side in the width direction than the outermost position in the width direction of the tire convex portion 9, it is half of the tire maximum width. distance is the distance _{L 1.}

  Next, another embodiment of the shape of the tire protrusion and the shape of the wheel protrusion will be described with reference to FIGS. 9A to 9F and FIGS. 10A to 10D. A tire convex part and a wheel convex part can be made into various shapes. Here, it is preferable that the tire convex portion and the wheel convex portion have an elongated shape in which the tire radial direction is the longitudinal direction, so-called fin shape. Aerodynamic performance can be suitably improved by making the tire convex part and the wheel convex part into a fin shape.

  9A to 9F are partial external views of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. Here, FIGS. 9A to 9F show examples of the shape of the tire convex portion and the wheel convex portion when the tire / wheel assembly is viewed from the outside of the vehicle, respectively. In the tire / wheel assembly 300 shown in FIG. 9A, a tire convex portion 303 formed on the pneumatic tire 301 has a linear shape extending in the tire radial direction, and a wheel convex portion 304 formed on the wheel 302 has A linear shape extending in the tire radial direction. In the tire / wheel assembly 310 shown in FIG. 9B, the tire convex portion 313 formed on the pneumatic tire 311 has a linear shape having two bent portions near the center in the tire radial direction (two straight lines with different angles in the tire circumferential direction). The wheel convex portion 314 formed on the wheel 312 has a linear shape having a bent portion at the center in the tire radial direction. The tire / wheel assembly 320 shown in FIG. 9C has a circular arc shape in which the tire convex portion 323 formed in the pneumatic tire 321 extends in the tire radial direction and is convex in the tire circumferential direction. The wheel convex portion 324 has an arc shape extending in the tire radial direction and convex in the tire circumferential direction. As described above, the tire convex portion and the wheel convex portion can have various shapes such as a linear shape, a curved shape, and a bent shape in the middle. Further, the tire convex portion and the wheel convex portion may have a plurality of the bends and curves.

  The tire / wheel assembly 330 shown in FIG. 9D has a linear shape in which the tire convex portion 333 formed on the pneumatic tire 331 extends in a direction inclined by a predetermined angle with respect to a direction parallel to the tire radial direction. The wheel convex portion 334 formed on the wheel 332 has a linear shape inclined at the same inclination angle as the tire convex portion 333 with respect to a direction parallel to the tire radial direction. Thus, the tire convex portion and the wheel convex portion may have a shape inclined at a predetermined angle with respect to the tire radial direction.

  In the tire / wheel assembly 340 shown in FIG. 9E, the tire convex portion 343 formed on the pneumatic tire 341 has a linear shape extending in the tire radial direction, and the wheel convex portion 344 formed on the wheel 342 includes The arc shape extends in the tire radial direction and is convex in the tire circumferential direction. A tire / wheel assembly 350 shown in FIG. 9F has a linear shape in which a tire convex portion 353 formed on a pneumatic tire 351 extends in a direction inclined at a predetermined angle with respect to a direction parallel to the tire radial direction. The wheel convex part 354 formed in 352 has a linear shape extending in the tire radial direction. Thus, the tire convex portion and the wheel convex portion may be combined with different shapes. That is, in the tire / wheel assembly, the shape of the tire protrusion and the shape of the wheel protrusion may be different.

  10A to 10D are cross-sectional views of examples of tire convex portions, respectively. Here, FIG. 10A to FIG. 10D show cross-sectional shapes that intersect the longitudinal direction. The tire convex portion 362 shown in FIG. 10A has a semicircular cross-sectional shape. The tire convex portion 364 shown in FIG. 10B is a shape in which two circular arcs (1/4 of a circle) whose cross-sectional shape is convex toward the center of the tire convex portion 364 are combined. The tire convex portion 366 shown in FIG. 10C has a triangular cross-sectional shape. The tire convex portion 368 shown in FIG. 10D has a quadrangular cross-sectional shape. The cross-sectional shape of the tire convex portion is not limited to this, and may be a semi-elliptical shape, a semi-oval shape, a trapezoidal shape, or the like, or a shape combining straight lines and curves.

  Here, it is preferable that the tire convex portion has a substantially triangular shape having a vertex in cross-sectional shape as shown in FIG. 10C. The substantially triangular shape having a vertex in the cross-sectional shape includes a triangular shape as shown in FIG. 10C, a shape in which the vertex of the triangle is chamfered, and a shape in which the vertex of the triangle is in an R shape. Various shapes that are shortened are included. The tire / wheel assembly can increase the ratio of the amount of protrusion from the surface of the tire side portion S to the area of the cross-sectional shape by making the cross-sectional shape of the tire convex portion into a substantially triangular shape having a vertex. And aerodynamic performance can be improved, suppressing the increase in the volume of a tire convex part. Thereby, fuel consumption can be improved.

  Further, as shown in FIGS. 10A and 10B, the tire convex portion is preferably composed of at least one arc having a cross-sectional shape. The tire / wheel assembly can increase the ratio of the amount of protrusion from the surface of the tire side portion S to the area of the cross-sectional shape even by configuring the cross-sectional shape of the tire convex portion with at least one arc. The aerodynamic performance can be improved while suppressing an increase in the volume of the tire convex portion. Thereby, fuel consumption can be improved.

  Further, the tire convex portion may be formed with a uniform cross-sectional shape in the longitudinal direction, or may be formed with a cross-sectional shape changing in the longitudinal direction. Further, the end of the tire convex portion may protrude smoothly from the surface of the tire side portion S, or may protrude from the surface of the tire side portion S. Moreover, although the tire convex part of the said embodiment is formed as one protrusion in the tire radial direction of the range of the tire side part S, you may be divided | segmented into plurality by the longitudinal direction. When the tire convex portion is divided, another tire convex portion arranged in the tire circumferential direction may be arranged so as to overlap in the tire circumferential direction with respect to a divided portion of the tire convex portion adjacent in the tire circumferential direction. Good.

  Further, the wheel convex portion may have various cross-sectional shapes as in the case of the tire convex portion described above, and the cross-sectional shape in the tire radial direction may be uniform or changed, and the number in the tire radial direction (number of divisions). Can be various numbers.

  Here, it is preferable that the wheel convex portion has a substantially triangular shape with a vertex in the cross-sectional shape. The tire / wheel assembly can increase the ratio of the amount of protrusion from the outer surface of the vehicle with respect to the area of the cross-sectional shape by making the cross-sectional shape of the wheel convex portion into a substantially triangular shape having a vertex. The aerodynamic performance can be improved while suppressing an increase in the volume of the convex portion. Thereby, fuel consumption can be improved. Moreover, it is preferable that a wheel convex part is comprised by the cross-section at least 1 or more circular arc. The tire / wheel assembly can also increase the ratio of the amount of protrusion from the surface outside the vehicle to the area of the cross-sectional shape by configuring the cross-sectional shape of the wheel convex portion with at least one arc. The aerodynamic performance can be improved while suppressing an increase in the volume of the part. Thereby, fuel consumption can be improved.

  Moreover, it is preferable that the tire convex part of the pneumatic tire 1 of this Embodiment sets the height which protrudes from the tire side part S to 0.5 [mm] or more and 10 [mm] or less. Here, FIG. 11A is an explanatory diagram showing the flow of air in the vicinity of a convex portion having a height within a specified range. FIG. 11B is an explanatory diagram showing the air flow in the vicinity of the convex portion having a height not more than a specified range. FIG. 11C is an explanatory diagram showing the flow of air in the vicinity of a convex portion having a height not less than a specified range. The tire / wheel assembly is more preferably in the above range when the pneumatic tire is a passenger tire. When the pneumatic tire is a heavy load tire, the tire / wheel assembly preferably has the tire convex portion in the above range, but the tire convex portion has a shape larger than the above range. May also be preferred.

  As shown in FIG. 11A, in the pneumatic tire, when the tire convex portion 372 has a height within a specified range, the convex portion 372 appropriately contacts the air flow, and the air flow behind the tire convex portion 372 Since the air bulge is reduced due to the turbulent flow, the effect of reducing the air resistance of the vehicle can be remarkably obtained. On the other hand, as shown in FIG. 11B, the pneumatic tire has a convex portion 374 that has a height equal to or less than a specified range, that is, the height of the tire convex portion 374 is less than 0.5 mm. Since the range in which the tire convex portion 374 contacts the air flow is small, the air flow behind the tire convex portion 374 is hardly turbulent, and the effect of reducing the air resistance of the vehicle is reduced. As shown in FIG. 11C, the pneumatic tire has a convex portion 376 when the tire convex portion 376 has a height exceeding a specified range, that is, the height of the tire convex portion 376 exceeds 10 [mm]. Since the range in contact with the air flow is large, the air flow behind the tire convex portion 376 tends to swell, and the effect of reducing the air resistance of the vehicle becomes small.

  Moreover, it is more preferable that the height of the tire convex portion of the pneumatic tire of the present embodiment protruding from the tire side portion S is 1 [mm] or more and 5 [mm] or less. By setting the height of the tire convex portion to 1 [mm] or more and 5 [mm] or less, the above effect can be more suitably obtained. In addition, it is preferable that a wheel convex part is made into the shape which satisfy | fills the said range similarly to a tire convex part.

  Here, in the tire / wheel assembly, the tire convex portion and the wheel convex portion are preferably provided on the entire circumference in the tire circumferential direction. Manufacture can be simplified, variation in the position in the tire circumferential direction can be suppressed, and performance as a tire can be further enhanced. The tire / wheel assembly can obtain the above effect by providing the tire convex part and the wheel convex part on the entire circumference in the tire circumferential direction, but it may be provided at least in part.

  In the tire / wheel assembly, when the tire convex portion is disposed in a partial angular range in the tire circumferential direction, the wheel convex portion is disposed at least in the entire angular range where the tire convex portion is not formed. It is preferable that the wheel convex portion is disposed in the entire angular range where the tire convex portion is not disposed in the tire circumferential direction and the angular range where the tire convex portion is disposed. That is, it is preferable to arrange the wheel convex portions at least at portions where the tire convex portions are not formed in the tire circumferential direction. In this way, by arranging the wheel convex portion also in the region where the tire convex portion is not formed in the tire circumferential direction, the character information such as the product name is displayed on the sidewall portion of the pneumatic tire, and the tire convex portion Even when there is a region where no is formed, aerodynamic performance can be improved efficiently. Further, the tire / wheel assembly can improve aerodynamic performance by disposing the wheel protrusions in the region where the tire protrusions are disposed in the tire circumferential direction.

  In the tire / wheel assembly, the tire convex portion is preferably disposed at a position where the central line overlaps a line obtained by extending the central line of the wheel convex portion radially outward. That is, the tire / wheel assembly preferably matches the phase of the tire convex portion and the phase of the wheel convex portion in the tire circumferential direction. The tire / wheel assembly can further improve the aerodynamic performance by regularly arranging the tire convex portions and the wheel convex portions.

  Hereinafter, this will be specifically described with reference to FIGS. 12 to 14 are external views of a tire / wheel assembly according to another embodiment as viewed from the outside of the vehicle. In the tire / wheel assembly shown in FIGS. 12 to 14, the wheel convex portion is arranged in the entire angular range where the tire convex portion is not arranged in the tire circumferential direction and the angular range where the tire convex portion is arranged. The tire convex portion is arranged at a position where the center line overlaps with a line obtained by extending the center line of the wheel convex portion radially outward.

  In the tire / wheel assembly 460 shown in FIG. 12, the tire convex portion 463 is disposed on the pneumatic tire 461, and the wheel convex portion 464 is disposed on the wheel 462. The tire convex portion 463 has a linear shape extending in the tire radial direction, and a plurality of the tire convex portions 463 are arranged adjacent to each other in the tire circumferential direction. In the pneumatic tire 461, in the tire circumferential direction, regions 465 where a plurality of tire convex portions 463 are arranged adjacent to each other at a predetermined interval in the tire circumferential direction and regions 466 where the tire convex portions 463 are not arranged alternately. Has been placed. The wheel convex portions 464 have a linear shape extending in the tire radial direction, and are disposed adjacent to each other in the tire circumferential direction. In the tire circumferential direction, the wheel 462 has a plurality of wheel convex portions 464 arranged adjacent to each other at a predetermined interval in the tire circumferential direction and arranged on the entire circumference in the tire circumferential direction. The tire / wheel assembly 460 is arranged at a position where the center line overlaps with a line in which the tire convex part 463 extends the center line of the wheel convex part 464 radially outward in the region where the tire convex part 463 is arranged. ing. That is, the tire convex portion 463 is disposed at a position where an extension line of the center line overlaps the center line of any of the wheel convex portions 464 disposed on the wheel 462.

  In the tire / wheel assembly 480 shown in FIG. 13, the tire convex portion 483 is disposed on the pneumatic tire 481, and the wheel convex portion 484 is disposed on the wheel 482. The tire convex portion 483 has a linear shape extending in a direction inclined by a predetermined angle with respect to a direction parallel to the tire radial direction, and a plurality of the tire convex portions 483 are arranged adjacent to each other in the tire circumferential direction. In the pneumatic tire 481, in the tire circumferential direction, regions where a plurality of tire convex portions 483 are disposed adjacent to each other at a predetermined interval in the tire circumferential direction and regions where the tire convex portions 483 are not disposed are alternately disposed. ing. The wheel convex portion 484 has a linear shape inclined at the same inclination angle as that of the tire convex portion 483 with respect to a direction parallel to the tire radial direction, and a plurality of the wheel convex portions 484 are arranged adjacent to each other in the tire circumferential direction. The wheel 482 has a plurality of wheel convex portions 484 adjacent to each other at a predetermined interval in the tire circumferential direction and arranged on the entire circumference in the tire circumferential direction in the tire circumferential direction. In the tire / wheel assembly 480, in the region where the tire convex portion 483 is disposed, the tire convex portion 483 is radially in the center line of the wheel convex portion 484 (inclined by a predetermined angle with respect to the tire radial direction). It is arranged at a position where the center line overlaps the line extended outward. That is, the tire convex portion 483 is disposed at a position where an extension line of the center line overlaps the center line of any of the wheel convex portions 484 disposed on the wheel 482.

  In the tire / wheel assembly 490 shown in FIG. 14, the tire convex portion 493 is disposed on the pneumatic tire 491, and the wheel convex portion 494 is disposed on the wheel 492. The tire convex portion 493 has an arc shape extending in the tire radial direction and convex in the tire circumferential direction, and a plurality of the tire convex portions 493 are arranged adjacent to each other in the tire circumferential direction. In the pneumatic tire 491, in the tire circumferential direction, a region where a plurality of tire convex portions 493 are arranged adjacent to each other at a predetermined interval in the tire circumferential direction and a region where the tire convex portions 493 are not arranged are alternately arranged. ing. The wheel convex portion 494 has an arc shape that extends in the tire radial direction and is convex in the tire circumferential direction, and is arranged adjacent to the tire circumferential direction. In the tire circumferential direction, the wheel 492 has a plurality of wheel convex portions 494 arranged adjacent to each other at a predetermined interval in the tire circumferential direction and arranged on the entire circumference in the tire circumferential direction. In the tire / wheel assembly 490, in the region where the tire convex portion 493 is disposed, the tire convex portion 493 extends the center line of the wheel convex portion 494 (a curve based on the arc-shaped curvature) radially outward. The center line overlaps the line. That is, the tire convex portion 493 is disposed at a position where the extension line of the center line overlaps the center line of any of the wheel convex portions 494 disposed on the wheel 492.

  As shown in FIG. 12 to FIG. 14, the tire / wheel assembly is arranged in the angular range where the wheel convex portion is arranged in the angular range where the tire convex portion is arranged and the tire convex portion is arranged in the tire circumferential direction. As a result, aerodynamic performance can be improved. Further, the tire / wheel assembly can improve aerodynamic performance even when the tire convex portion is disposed at a position where the center line overlaps with a line obtained by extending the center line of the wheel convex portion radially outward. it can.

  Moreover, in the said embodiment, although it was set as the structure which provided the tire convex part in the tire side part S of a pneumatic tire, and provided the wheel convex part in the vehicle outer surface of a wheel, the tire side part S of a pneumatic tire is provided. In addition to the convex portion, a concave portion (dimple) having a concave shape with respect to the surface may be provided on the surface of the wheel outside the vehicle.

  The tire / wheel assembly described above is applied not only to passenger cars but also to heavy load and run-flat tire / wheel assemblies. In the case of a passenger car, the effect is obtained as described above. Further, in the case of heavy loads, the deformation of the tire when the tire side portion is compressed can be further suppressed by the convex portion of the pneumatic tire, particularly at a heavy load, and durability is improved. Also in the case of run flat, particularly during puncture, deformation of the tire during compression of the tire side portion can be further suppressed by the convex portion of the pneumatic tire, and durability is improved.

  In this example, a performance test on the fuel efficiency improvement rate was performed for a plurality of types of tire / wheel assemblies having different conditions.

  In this performance test, a pneumatic tire having a tire size of 185 / 65R15 was assembled on a regular rim, filled with a regular internal pressure, and mounted on a small front wheel drive vehicle having a displacement of 1500 [cc].

In this example, performance tests were performed on the tire / wheel assemblies of Comparative Examples 1 to 3 and the tire / wheel assemblies of Examples 1 to 3. Here, FIG. 15 and FIG. 16 are external views of a tire / wheel assembly of another embodiment as viewed from the outside of the vehicle.
The tire / wheel assembly of Comparative Example 1 has a configuration in which both the pneumatic tire and the wheel are not provided with a convex portion, that is, a tire convex portion and a wheel convex portion. The tire / wheel assembly of Comparative Example 2 was configured such that a tire convex portion was provided on a pneumatic tire and no wheel convex portion was provided on the wheel. The tire / wheel assembly of Comparative Example 3 was configured such that the pneumatic tire was not provided with a tire convex portion, and the wheel was provided with a wheel convex portion.

  The tire / wheel assembly of Example 1 was configured such that a tire convex portion was provided on a pneumatic tire and a wheel convex portion was provided on the wheel. Specifically, the tire / wheel assembly of Example 1 is a tire / wheel assembly 500 shown in FIG. In the tire / wheel assembly 500, the tire convex portion 503 is disposed on the pneumatic tire 501, and the wheel convex portion 504 is disposed on the wheel 502. The tire convex portion 503 has a linear shape extending in the tire radial direction, and a plurality of the tire convex portions 503 are arranged adjacent to each other in the tire circumferential direction. In the pneumatic tire 501, in the tire circumferential direction, regions where a plurality of tire convex portions 503 are arranged adjacent to each other at a predetermined interval in the tire circumferential direction and regions where the tire convex portions 503 are not arranged are alternately arranged. ing. The wheel convex portion 504 is disposed only in the region where the tire convex portion 503 is disposed in the tire circumferential direction. In the tire / wheel assembly 500, the tire convex portion 503 is disposed at a position where the center line overlaps a line obtained by extending the center line of the wheel convex portion 504 radially outward. That is, the tire convex portion 503 is disposed at a position where an extension line of the center line overlaps the center line of any one of the wheel convex portions 504 disposed on the wheel 502.

  The tire / wheel assembly of Example 2 was configured such that a tire convex portion was provided on a pneumatic tire and a wheel convex portion was provided on the wheel. Specifically, the tire / wheel assembly of Example 1 is a tire / wheel assembly 500 shown in FIG. In the tire / wheel assembly 500, the tire convex portion of the tire / wheel assembly 460 shown in FIG. 12 is arranged at a position where the extension line of the center line does not overlap with the center line of any of the wheel convex portions arranged on the wheel. This is the configuration. A tire convex portion 513 is disposed on the pneumatic tire 511, and a wheel convex portion 514 is disposed on the wheel 512. The tire convex portion 513 has a linear shape extending in the tire radial direction, and a plurality of the tire convex portions 513 are arranged adjacent to each other in the tire circumferential direction. In the pneumatic tire 511, in the tire circumferential direction, regions 515 where a plurality of tire convex portions 513 are arranged adjacent to each other at a predetermined interval in the tire circumferential direction and regions 516 where the tire convex portions 513 are not arranged alternately. Has been placed. The wheel convex portions 514 have a linear shape extending in the tire radial direction, and are arranged adjacent to each other in the tire circumferential direction. In the wheel 512, a plurality of wheel convex portions 514 are arranged in the tire circumferential direction adjacent to each other at a predetermined interval in the tire circumferential direction, and are arranged on the entire circumference in the tire circumferential direction. In the tire / wheel assembly 510, in the region where the tire convex portion 513 is disposed, the center line of the tire convex portion 513 does not overlap with any line obtained by extending the center line of the wheel convex portion 514 radially outward. Is arranged. That is, the tire convex portion 513 is disposed at a position where an extension line of the center line does not overlap with the center line of any of the wheel convex portions 514 disposed on the wheel 512.

  The tire / wheel assembly of Example 3 was configured such that a tire convex portion was provided on a pneumatic tire and a wheel convex portion was provided on the wheel. Specifically, the tire / wheel assembly of Example 3 is the tire / wheel assembly 460 shown in FIG. 12 described above.

  As a method for evaluating the fuel efficiency improvement rate, the fuel efficiency was measured when the test vehicle traveled 50 laps at 100 [km / h] at a speed of 100 [km / h] on a test course of 2 [km] on the entire circumference. Based on the measurement result, the fuel efficiency improvement rate is evaluated as an index using the tire / wheel assembly of Comparative Example 1 as a reference (100). This index evaluation shows that the fuel efficiency improvement rate is improved as the value increases. The measurement results are shown in Tables 1 and 2.

  As shown in Table 1 and Table 2, the tire / wheel assembly is provided with a tire convex portion on the pneumatic tire and a wheel convex portion on the wheel so that only one of the pneumatic tire and the wheel has a convex portion. It can be seen that the fuel efficiency can be improved when no is provided on either the pneumatic tire or the wheel. Further, as shown in Example 3, the wheel convex portion is arranged in the entire angular range where the tire convex portion is not arranged in the tire circumferential direction and the angular range where the tire convex portion is arranged, and the tire convex portion However, it can be seen that the fuel consumption can be further improved by adopting a configuration in which the center line overlaps with the line obtained by extending the center line of the wheel convex portion radially outward.

DESCRIPTION OF SYMBOLS 1 Pneumatic tire 9 Convex part S Tire side part CL Tire equatorial plane 100 Tire / wheel assembly 102 Wheel

Claims (16)

A wheel having a connecting portion for connecting to the vehicle;
A pneumatic tire mounted on the outer periphery of the wheel,
The pneumatic tire has a large number of tire convex portions on the tire side portion which is the vehicle outer side,
The wheel is to have a large number of wheel projections on the surface of the vehicle outer side,
The tire convex portion is disposed in a partial angle range in the tire circumferential direction,
The tire / wheel assembly according to claim 1, wherein the wheel convex portion is disposed only in the entire angle range where the tire convex portion is formed . A wheel having a connecting portion for connecting to the vehicle;
A pneumatic tire mounted on the outer periphery of the wheel,
The pneumatic tire has a large number of tire convex portions on the tire side portion which is the vehicle outer side,
The wheel has a large number of wheel protrusions on the outer surface of the vehicle,
The tire convex portion is disposed in a partial angle range in the tire circumferential direction,
The wheel convex portion is disposed on the entire circumference in the tire circumferential direction,
The tire / wheel assembly according to claim 1, wherein an extension line of a center line of the tire convex portion is arranged at a position not overlapping with a center line of any of the wheel convex portions arranged on the wheel. A wheel having a connecting portion for connecting to the vehicle;
A pneumatic tire mounted on the outer periphery of the wheel,
The pneumatic tire has a large number of tire convex portions on the tire side portion which is the vehicle outer side,
The wheel has a large number of wheel protrusions on the outer surface of the vehicle,
The tire convex portion is a linear shape extending in a direction inclined by a predetermined angle with respect to a direction parallel to the tire radial direction or a linear shape having a bent portion near the center of the tire radial direction or a tire extending in the tire radial direction. It has an arc shape that is convex in the circumferential direction,
The wheel convex portion is a linear shape extending in a direction inclined by a predetermined angle with respect to a direction parallel to the tire radial direction or a linear shape having a bent portion near the center of the tire radial direction or a tire extending in the tire radial direction. A tire / wheel assembly characterized by having a circular arc shape protruding in the circumferential direction. The wheel includes a connecting portion that is connected to the vehicle, and a wheel disk that is fixed to the connecting portion and exposed on the outer surface of the vehicle has a disk shape, and forms a surface that becomes the outer side of the vehicle. And
The tire / wheel assembly according to any one of claims 1 to 3, wherein the wheel protrusion is formed on the wheel disk. The tire convex portion is disposed in a partial angle range in the tire circumferential direction,
4. The tire / wheel assembly according to claim 3 , wherein the wheel convex portion is disposed at least in an entire range of an angle range in which the tire convex portion is not formed. 5. 3. The tire / wheel assembly according to claim 1, wherein the tire convex portions are formed in a longitudinal shape in the tire radial direction and are arranged at intervals in the tire circumferential direction. 2. The tire / wheel assembly according to claim 1 , wherein the tire convex portion is disposed at a position where the center line overlaps a line obtained by extending a center line of the wheel convex portion radially outward. 3. At least a part of the tire convex portion is disposed at a position separated by at least 10% of the tire cross section height from the position where the tire cross section width of the pneumatic tire is maximized toward the outer side in the tire radial direction. The tire / wheel assembly according to any one of claims 1 to 7 , characterized in that The height of the tire convex part protruding from the tire side part is 0.5 [mm] or more and 10 [mm] or less, according to any one of claims 1 to 8 , Tire / wheel assembly. The said wheel convex part is longitudinally formed in the tire radial direction, and is arrange | positioned at intervals in the tire circumferential direction, The 1st or 2 or 6 or 7 characterized by the above-mentioned. Tire / wheel assemblies. The wheel protrusions, when at least partially, to the tire radial direction, the distance from the outer end in the tire radial direction of the rim portion of the pneumatic tire is mounted to the tire rotation axis and the D _1, the rim The tire / wheel assembly according to any one of claims 1 to 10 , wherein the tire / wheel assembly is disposed 0.1D ₁ or more inward in the tire radial direction from an outer end portion in the tire radial direction of the tire portion. In the tire width direction, the distance from the tire equator plane of the pneumatic tire to the outer end of the pneumatic tire is L _1, and the vehicle of the wheel from the tire equator plane of the pneumatic tire in the tire width direction. If the distance to the outer edge was L _2, the distance L ₁ and the distance L _2, in any one of claims 1 to 11, characterized by satisfying the relation L ₂ ≦ L ₁ A tire / wheel assembly as described. The tire / wheel assembly according to any one of claims 1 to 12 , wherein the tire convex portion has a substantially triangular shape with a cross-sectional shape having an apex. The tire / wheel assembly according to any one of claims 1 to 12 , wherein the tire convex portion is configured by at least one arc having a cross-sectional shape. The tire / wheel assembly according to any one of claims 1 to 14 , wherein the wheel protrusion has a substantially triangular shape with a cross-sectional shape having an apex. The tire / wheel assembly according to any one of claims 1 to 14 , wherein the wheel convex portion is configured by at least one arc having a cross-sectional shape.

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