JP6981821B2 - Tire information acquisition device and tires - Google Patents

Description

The present invention relates to a tire information acquisition device having a sensor module having a sensor for acquiring tire information, a support frame for supporting the sensor module, and mounted on the inner surface of the tire, and a tire equipped with the tire information acquisition device. ..

Conventionally, a support skeleton made of rubber is adhered to the inner surface of a tire, and a sensor module in which sensors for acquiring tire information such as a pressure sensor, a temperature sensor, and an acceleration sensor, and an amplifier and a transmitter are arranged is supported by the support skeleton. A tire information acquisition device having a configuration is known (see, for example, Patent Document 1).
FIG. 6 is a diagram showing an example of a tire information acquisition device 50 having a rubber support skeleton 51. The support skeleton 51 has a truncated cone-shaped skeleton body 52 and the inner surface side of the tire 30 of the skeleton body 52. A cylindrical cavity 53 formed on the upper side on the opposite side is provided, and the sensor module 55 provided with the sensor 54 is housed in the cavity 53.

Special Table 2005-532551 Gazette

However, in the tire information acquisition device 50 shown in FIG. 6, the weight inside the tire is concentrated at the place where the tire information acquisition device 50 is attached, so that the uniformity is lowered, and as a result, the ride comfort performance is improved. There was a problem that it got worse.
Further, since the support skeleton 51 is made of rubber, not only frictional heat with the sensor module 55 is generated when the tire 30 is rolled, but also the rubber of the support skeleton 51 acts to prevent heat dissipation from the sensor module 55. The temperature near the attachment portion of the module 55 rises. This temperature rise becomes a factor that lowers the high-speed durability performance of the tire.

The present invention has been made in view of the conventional problems, and an object of the present invention is to provide a tire information acquisition device having a configuration capable of reducing the influence on the riding comfort performance and the high-speed durability performance of the tire.

The present invention is a tire information acquisition device including a sensor module provided with a sensor for acquiring tire information and a support skeleton installed on the inner surface of the tire to support the sensor module, and the support skeleton is made of a non-woven fabric. It is configured and characterized in that the sensor module is attached to the support frame in a state of floating with respect to the inner surface of the tire .
As described above, since the material constituting the support skeleton is made of a non-woven fabric which is much lighter than rubber, the weight of the support skeleton can be significantly reduced. Therefore, the influence on the uniformity can be reduced, and the deterioration of the riding comfort performance can be significantly suppressed.
Further, since the nonwoven fabric has almost no heat generation or heat storage action due to deformation, it is possible to suppress a temperature rise in the vicinity of the attachment portion of the sensor module. Therefore, it is possible to suppress the deterioration of the high-speed durability performance of the tire.
In addition, since the non-woven fabric has sound absorption performance, the cavity resonance sound during tire running is absorbed, and the cavity resonance sound is absorbed.
As a result, ride comfort performance is improved.
Further, by attaching the sensor module to the support skeleton in a state of floating with respect to the inner surface of the tire, the input when the tire rolls, especially the impact force acting on the sensor module when stepping on, is absorbed by the deformation of the support skeleton. Therefore, deterioration of electronic components inside the sensor module such as batteries and sensor circuits can be suppressed.

Also, a sensor, separate from the sensor module. Thus attached to the inner surface of the tire can be detected accurately deformation state of vibration and tire to be input to the tire.
In addition, by providing a gap that communicates with the inner surface of the tire on the inner surface side of the tire of the support frame, the weight applied to the tire is dispersed and the frame is easily deformed, so that the ride quality and the high-speed durability of the tire can be improved. The impact can be further reduced.
The present invention also provides a cross-section taken along a plane parallel to the tire radial direction of the support skeleton, the length of the L _a portion in contact with the tire inner surface of the support skeleton, the tire inner surface of the support skeleton of the gap portion When the length of the side is L _b , the L _a and the L _b satisfy the relationship shown in the following equation (1).
0.2 ≤ L _b / L _a ≤ 2.0 …… (1)
In this way, the length of the gap portion of the support frame is 1 / of the length of the portion in contact with the inner surface of the tire.
Since it is 5 or more and 2 times or less, the supporting skeleton can be appropriately deformed. Therefore, the influence on the riding comfort performance and the high-speed durability performance of the tire can be surely reduced.
Further, in the tire having such a tire information obtaining device, without reducing the ride comfort, the state of deformation of the vibration and tire to be input to the internal tire pressure or temperature, or the tire in the tire can be accurately detected.

It should be noted that the outline of the present invention does not list all the necessary features of the present invention, and a subcombination of these feature groups can also be an invention.

It is a figure which shows the tire information acquisition apparatus which concerns on this embodiment. It is a table (Table 1) which shows the specification of the support frame in an Example, and the evaluation result of the riding comfort performance and the high-speed durability performance of a tire. It is a table (Table 2) which shows the specification of the support frame in an Example, and the evaluation result of the riding comfort performance and the high-speed durability performance of a tire. It is a figure which shows another example of the tire information acquisition apparatus by this invention. It is a figure which shows another example of the tire information acquisition apparatus by this invention. It is a figure which shows an example of the tire information acquisition apparatus which has a rubber support frame.

Embodiments 1 (a) and 1 (b) are diagrams showing a tire information acquisition device 1 according to the present embodiment, in which 2, 2 is an acceleration sensor that detects an acceleration acting on the inner surface of the tire 30. 3 is a tire information processing means that processes the detected acceleration data and transmits it to the vehicle body side (not shown), 4 is a wiring for electrically connecting the acceleration sensor 2 and the tire information processing means 3, and 5 is. The support frame according to the present invention supports the tire information processing means 3 in a state of floating with respect to the inner surface of the tire.
The tire information processing means 3 integrates electronic parts such as a battery, an arithmetic unit, and a transmitter with an adhesive resin or the like, and in this example, the shape thereof is a disk shape.
The support skeleton 5 includes a support portion 5a and two legs 5f and 5k separated from each other so as to project from both end sides of the support portion 5a toward the inner surface side of the tire to support the support portion 5a in the tire radial direction. A cross section cut along a parallel surface (here, a cross section perpendicular to the tire width direction) is a member having a substantially U-shape, and the support portion 5a and the two legs 5f, 5k form a tire on the inner surface side of the tire. A gap portion 5b communicating with the inner surface of 30 is formed. In this example, the cross-sectional shape of the legs 5f and 5k is a trapezoidal shape in which the side on the inner surface side of the tire is the bottom.
The leg portion 5f is a leg portion on the stepping side, and the leg portion 5k is a leg portion on the kicking side.
The acceleration sensor 2 is attached to the inner surface side of the tire 30 of the gap portion 5b, and the tire information processing means 3 is installed on the upper surface side (opposite side of the tire inner surface side) of the support portion 5a. That is, the acceleration sensor 2 is attached to the inner surface side of the tire 30 of the gap portion 5b.
In this example, the support portion 5a is a plate-shaped member having a rectangular shape when viewed from the tire radial direction, and the support skeleton 5 is short in the direction of the long side of the support portion 5a in the tire circumferential direction. By attaching the support frame 5 to the inner surface of the tire 30 so that the side direction is the tire width direction, the support frame 5 is easily deformed in the tire circumferential direction, so that the input at the time of tire rolling can be effectively relaxed.

The support portion 5a and the leg portions 5f, 5k constituting the support skeleton 5 are made by laminating a non-woven fabric such as aromatic polyamide or polyester into their respective shapes, and then the leg portions 5f, 5k are attached to the support portion 5a. Made by gluing.
In this example, a non-woven fabric having a basis weight of 40 to 200 g / m ^{2 was used.} This is because if the basis weight ^{exceeds 200 g / m 2} , the vibration from the tire 30 is easily transmitted, the ride quality deteriorates, and if the basis weight is ^{less than 40 g / m 2} , the deformation of the support frame 5 becomes large. This is because not only the high-speed durability is lowered, but also the riding comfort performance is deteriorated.
As a method for producing the support frame 5, a block having a trapezoidal cross section may be produced by laminating a non-woven fabric, and then the bottom side of the block may be scraped off to form a gap portion 5b.
Alternatively, the support skeleton 5 may be manufactured by heat press molding, vacuum forming, or the like.
Since the non-woven fabric is much lighter than the rubber, the weight of the support frame 5 can be significantly reduced. Therefore, the influence on the uniformity can be reduced, and the deterioration of the riding comfort performance can be significantly suppressed.
Further, in addition to the material being a non-woven fabric, the support frame 5 is provided with the above-mentioned gap portion 5b, so that the support frame 5 is more easily deformed than rubber. Therefore, the input acting on the tire can be absorbed by the deformation. Further, since heat is hardly generated due to deformation, it is possible to suppress a temperature rise near the bottom of the legs 5f and 5k, which are the pasting portions, and thus it is possible to suppress a decrease in the high-speed durability performance of the tire 30.

By the way, the support skeleton 5 is in contact with the inner surface of the tire only by the two legs 5f and 5k, but the length _La of the contacted portion and the length L _{b of the} non-contacted portion are referred to. The support skeleton 5 can be appropriately deformed by setting so as to satisfy the relationship shown in the following equation (1).
0.2 ≤ L _b / L _a ≤ 2.0 …… (1)
Specifically, as shown in FIGS. 1 (a) and 1 (b), the length of the support skeleton 5 is L ₁ , the length of the base of the leg _{5 f} on the stepping side is L f, and the leg on the kick side. If the length of the base of 5k is L _k and L _f = L _k = L ₃ , then L _a = 2 · L ₃ and L _b = (L _1-2 · L ₃ ). Therefore, the above equation (1) becomes the following equation (2) _{when the above L 1} and L _{3 are used.}
0.4 ≤ (L _1-2 · L ₃ ) / L ₃ ≤ 4.0 …… (2)
Hereinafter, (L _1-2 · L ₃ ) / L _{3 is referred} to as a void ratio K.
When the void ratio K is less than 0.4, the area in contact with the inner surface of the tire is too large, so that the support skeleton 5 is less likely to be deformed, and as a result, the riding comfort performance is deteriorated. On the other hand, when the void ratio K exceeds 4.0, the area in contact with the inner surface of the tire becomes smaller, so that the deformation of the support frame 5 becomes large, and as a result, not only the high-speed durability performance deteriorates but also the riding comfort Performance also deteriorates. Therefore, in order to secure high-speed durability performance and ride quality performance, it is preferable to set 0.4 ≦ K ≦ 4.0.

[Example]
The results of examining the high-speed durability performance, ride comfort performance, and sound absorption effect of Examples 1 to 6 and Comparative Examples 1 to 7 below are shown in the tables of FIGS. 2 and 3. Note that FIG. 2 shows the results of Examples 1 to 4 and Comparative Examples 1 to 4, and FIG. 3 shows the results of Examples 1, 5 and 6 and Comparative Examples 5 to 7.
Example 1 is a tire information acquisition device having the configuration shown in FIG. 1, in which the material of the support frame is a non-woven fabric (nonwoven fabric A) made of aromatic polyamide ^{having a basis weight of 100 g / m 2 and a filament diameter of 12.5 μm.} It is a thing. The length dimensions of the support frame are L ₁ = 6.0 cm, L ₂ = 3.0 cm, L ₃ = 2.0 cm, L ₄ = 2.0 cm, (L _1-2 · L ₃ ) / L ₃ = 1.0.
Example 2 is the same as Example 1 except that the material of the support frame is polyester (nonwoven fabric B). Example 3 is the same as Example 1 except that the basis weight is 50 g / m ² .
Comparative Example 2 is the same as that of Example 1 except that the basis weight is 30 g / m ^2.
Example 4 is the same as Example 1 except that the basis weight is 200 g / m ^2.
Comparative Example 3 is the same as that of Example 1 except that the basis weight is 300 g / m ^2.
Comparative Example 4 is a tire information acquisition device having the configuration shown in FIG. 6, in which the material of the support frame is rubber, and the length dimension is the diameter L ₁ = 4.0 cm on the bottom surface and the diameter L ₂ = 3.0 cm on the top surface. , Height L ₄ = 2.0 cm.
Example 5 is the _{same as Example 1 except that L 3} is 2.5 cm (K = 0.4).
Example 6 is the _{same as Example 1 except that L 3} is 1.0 cm (K = 4.).
Comparative Example 5 is the _{same as that of Example 1 except that L 3 is set} to 3.0 cm (K = 0.0).
Comparative Example 6 is the _{same as that of Example 1 except that L 3} is 0.5 cm (K = 10.0).
Comparative Example 7 is a tire information acquisition device having the configuration shown in FIG. 6, and is a non-woven fabric made of an aromatic polyamide ^{having the same material as that of Example 1, having a grain size of 100 g / m 2 and a filament diameter of 12.5 μm.} The non-woven fabric A) is used, and the length dimension is the same as that of Comparative Example 4.

For high-speed durability performance, the above tire information acquisition device was installed on each of the three sizes of tires 155 / 55R14, 195 / 45R16, and 215 / 40R17, and a high-speed durability drum test was conducted. The air pressure and load of the test tires were in accordance with the high-speed durability test A conditions stipulated in JIS D 4230.
Step 1: Accelerate from the stopped state to the initial speed (30km / h) (10 min),
Step 2: Run at initial speed (10 min),
Step 3; Accelerate to initial speed + 10km / h and drive for 10 min,
Step 4; Accelerate to initial speed + 20km / h and drive for 20 min,
The speed was increased under the same conditions.
The speed at which visible separation, chunking, broken cord, crack reaching the cord, or open splice reaching the cord was recognized was defined as the high speed durability performance of the tire, and was expressed as an index with Example 1 as 100. The higher the value, the higher the high-speed durability of the tire.
Riding comfort performance was evaluated by a feeling test by two professional drivers.
Evaluation speed: 60-200km / h,
Evaluation road surface; asphalt paved road,
Evaluation items: vibration, sound inside the car, overall riding comfort,
The evaluation is a relative comparison with tires that are not equipped with a tire information acquisition device.
0; unchanged + (-) 2; slightly good (slightly bad)
+ (-) 4; Good (bad)
+ (-) 8; Very good (very bad).
The sound absorption effect is measured at an evaluation speed of 60 to 200 km / h, an evaluation road surface; an asphalt paved road, and the sound inside the vehicle traveling at a constant speed is measured, and the measured value is FFT analyzed to obtain a peak value near 250 Hz. , The peak value of the tire not equipped with the tire information acquisition device is displayed as 0 dB in dB. The smaller the value, the greater the sound absorption effect.

First, FIG. 2 will be described.
As is clear from the evaluation results of Examples 1 and 2 and Comparative Example 1, when the non-woven fabric is used as the support skeleton, rubber is used as the support skeleton in all of the high-speed durability performance, the ride comfort performance, and the sound absorption effect. It can be seen that it is superior to. When the non-woven fabric was made of polyester, the sound absorbing effect was slightly reduced, but the high-speed durability performance and the riding comfort performance were the same as those of the aromatic polyamide.
From this, it was confirmed that if a non-woven fabric is used as the support frame, high-speed durability performance, ride comfort performance, and sound absorption effect are improved.
Further, from Example 1, Example 3 and Comparative Example 2, it can be seen that the sound absorbing effect is lowered when the basis weight of the nonwoven fabric is reduced. It can be seen that when the basis weight is ^{less than 40 g / m 2} , the high-speed durability performance, the ride comfort performance, and the sound absorption effect all deteriorate. On the other hand, from Example 1, Example 4, and Comparative Example 3, when the basis weight of the nonwoven fabric is increased, the sound absorbing effect becomes higher. However, it can be seen that when the basis weight ^{exceeds 200 g / m 2} , the high-speed durability performance and the ride quality performance deteriorate. Therefore, it was confirmed that the basis weight of the non-woven fabric ^{is preferably 40 to 200 g / m 2.}
Further, from the evaluation results of Example 1 and Comparative Example 4, even when the conventional structure and the support skeleton are made of rubber, the case where the non-woven fabric is used as the support skeleton is compared in all of the high-speed durability performance, the ride comfort performance, and the sound absorption effect. It was confirmed that it was decreasing.

Next, FIG. 3 will be described.
From the evaluation results of Example 1, Example 5, and Comparative Example 5, it can be seen that when the void ratio K is less than 0.4, the sound absorption performance is improved but the ride quality performance is lowered. From the evaluation results of Example 1, Example 6 and Comparative Example 6, it can be seen that when the void ratio K exceeds 4.0, all of the high-speed durability performance, the ride comfort performance, and the sound absorption effect are lowered.
Therefore, it was confirmed that it is preferable to set the void ratio K to 0.4 ≦ K ≦ 4.0.
Further, from the evaluation results of Example 1 and Comparative Example 7, if there is no void as in the conventional structure, even if the supporting skeleton is made of non-woven fabric, the high-speed durability performance, the riding comfort performance, and the sound absorption effect are all in the first embodiment. It was confirmed that it was inferior to. As can be seen by comparing Comparative Example 4 (FIG. 2) with Comparative Example 7, even in the case of the conventional structure, the case where the supporting skeleton is a non-woven fabric has higher speed durability than the case where the supporting skeleton is made of rubber. It can be seen that the performance, ride comfort performance, and sound absorption effect are all excellent.
From this, it was confirmed that the high-speed durability performance, the ride comfort performance, and the sound absorption effect are improved by changing the support skeleton from rubber to non-woven fabric regardless of the structure of the support skeleton.

Although the present invention has been described above with reference to embodiments and examples, the technical scope of the present invention is not limited to the scope described in the embodiments. It will be apparent to those skilled in the art that various changes or improvements can be made to the above embodiments. It is clear from the claims that such modified or modified forms may also be included in the technical scope of the invention.

For example, in the above-described embodiment, the length L _{f of the bottom of the leg 5 f on the stepping side and the length L k} of the bottom of the leg 5 k on the kicking side are both set to L ₃ , but L _f and L _k are used. May be different values. In this case, since L _a = (L _f + L _k ) and L _b = {L ₁ − (L _f + L _k )}, the above equation (1) uses the above L ₁ , L _f , L _k . Then, the following equation (3) is obtained.
0.2 ≤ {L ₁ − (L _f + L _k )} / (L _f + L _k ) ≤ 2.0 …… (3)
Further, in the above-described embodiment, the sensor for acquiring tire information is the acceleration sensor 2, but it may be a strain sensor, a pressure sensor, or another sensor such as a temperature sensor.
If the sensor is not a sensor that detects the vibration input to the tire or the deformation state of the tire, such as a pressure sensor or a temperature sensor, the sensor 2z is used for tire information processing as shown in FIG. 4A. It may be integrated with the means 3 and attached to the support portion 5a. A sensor that detects vibration input to the tire or a deformed state of the tire, such as an acceleration sensor or a strain sensor, may be attached to the inner surface side of the tire 30 as in the above embodiment, or tire information. It may be integrated with the processing means 3.
The installation position of the tire information processing means 3 is also not limited to the upper surface side of the support portion 5a. For example, as shown in FIG. 4B, the tire 30 of the gap portion 5b on the lower surface side of the support portion 5a. It may be installed on the side opposite to the inner surface side.
Further, in the above-described embodiment, the cross-sectional shape of the support skeleton 5 is substantially U-shaped, but the present invention is not limited to this, and as shown in FIGS. 5A and 5B, a truncated cone-shaped skeleton is used. It may have another shape such as a support skeleton 7 provided with a truncated cone-shaped gap portion 7b on the inner surface side of the tire of the main body 7a. In short, it suffices if the support skeleton that supports the tire information processing means 3 is made of a non-woven fabric, and it is further preferable if the tire information processing means 3 can be attached in a floating state with respect to the inner surface of the tire 30.

1 Tire information acquisition device, 2 Accelerometer, 3 Tire information processing means, 4 Wiring,
5 Support frame, 5a support part, 5f, 5k legs part, 5b gap part, 30 tires.

Claims (5)

A tire information acquisition device including a sensor module having a sensor for acquiring tire information and a support frame installed on the inner surface of the tire to support the sensor module.
A tire information acquisition device, wherein the support skeleton is made of a non-woven fabric , and the sensor module is attached to the support skeleton in a state of floating with respect to the inner surface of the tire. The tire information acquisition device according to claim 1, wherein the sensor is attached to the inner surface of the tire. The tire information acquisition device according to claim 1 or 2, wherein a gap portion communicating with the inner surface of the tire is provided on the inner surface side of the tire of the support frame. In a cross section cut along a plane parallel to the tire radial direction of the support frame,
The lengths L _a of contact with that portion of the tire inner surface of the support skeleton, when the length of the tire inner surface side of the supporting skeleton of the gap portion was L _b, and the L _a and the L _b is The tire information acquisition device according to claim 3 , wherein the tire information acquisition device satisfies the relationship shown in the following formula (1).
0.2 ≤ L _b / L _a ≤ 2.0 …… (1) A tire provided with the tire information acquisition device according to any one of claims 1 to 4.

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