WO2016052441A1

WO2016052441A1 - Assembly of tire and wheel

Info

Publication number: WO2016052441A1
Application number: PCT/JP2015/077392
Authority: WO
Inventors: 育生太田
Original assignee: 日野自動車株式会社
Priority date: 2014-10-03
Filing date: 2015-09-28
Publication date: 2016-04-07
Also published as: JP6422722B2; JP2016074268A

Abstract

Provided is an assembly (10) of a tire (20) and a wheel (30). The wheel (30) includes a circular cylindrical rim (31) having an outer peripheral surface (31a). The tire (20) includes two beads (23) assembled to the rim (31) and also includes a tread (21) facing the outer peripheral surface (31a) of the rim (31). The outer peripheral surface (31a) of the rim (31) includes a contact receiving surface (42a) protruding toward the tread (21). The tire (20) further includes a protrusion (25) in contact with the contact receiving surface (42a). The protrusion (25) is located between the two beads (23) in the width direction of the tire (20) and protrudes from the tread (21) toward the outer peripheral surface (31a) of the rim (31).

Description

Tire and wheel assembly

The present invention relates to an assembly of a tire and a wheel.

The tire / wheel assembly is composed of a tire and a wheel, and the vehicle includes a plurality of assemblies. In an assembly of a tire and a wheel, an assembly having an annular shape is formed by fixing a bead of the tire to a rim of the wheel. The tire and the rim form a space having an annular shape, and the assembly supports the weight of the vehicle by the pressure of air filled in the space (see, for example, Patent Documents 1, 2, and 3). .

JP 2006-82781 A JP 2008-6889 A JP 2008-162319 A

Incidentally, it has been proposed to lower the floor of the vehicle in order to stabilize the traveling of the vehicle. In order to lower the floor of the vehicle, it is necessary to reduce the outer diameter of the assembly. On the other hand, in order to keep the brake force of the tire at a predetermined magnitude, it is necessary to keep the wheel rim diameter at a predetermined magnitude in order to keep the brake magnitude at a predetermined magnitude.

In this respect, it is possible to reduce the outer diameter of the tire-wheel assembly without reducing the wheel rim diameter by reducing the tire flatness. However, if the tire flatness ratio is lowered, the volume of the tire-wheel assembly is also reduced, so that the load that can be supported by the tire-wheel assembly is reduced.

An object of the present invention is to provide a tire and wheel assembly capable of increasing a load that can be supported at a predetermined flatness.

In order to achieve the above object, an assembly of a tire and a wheel according to one embodiment of the present invention includes a wheel and a tire. The wheel includes a cylindrical rim having an outer peripheral surface. The tire includes two bead portions assembled to the rim and a tread portion facing the outer peripheral surface of the rim. The outer peripheral surface of the rim further includes a contacted surface protruding toward the tread portion. The tire further includes a protrusion that contacts the contacted surface. The protrusion is located between the two bead parts in the width direction of the tire and protrudes from the tread part toward the outer peripheral surface of the rim.

1 is a perspective view illustrating a structure of an assembly of a tire and a wheel according to one embodiment of the present invention, in which a part of the tire is cut away. Sectional drawing of the assembly of FIG. The partial expanded sectional view which expands and shows a part of assembly of FIG. The partial expanded sectional view which expands and shows a part of assembly of FIG. Sectional drawing which shows the structure of the assembly of the tire and wheel in a 1st modification. Sectional drawing which shows the structure of the assembly of the tire and wheel in a 2nd modification. Sectional drawing which shows the structure of the assembly of the tire and wheel in a modification.

With reference to FIG. 1 to FIG. 4, one embodiment embodying the tire and wheel assembly of the present invention will be described.
[Configuration of tire and wheel assembly]
As shown in FIG. 1, a tire-wheel assembly 10 (hereinafter referred to as an assembly 10) includes a tire 20 and a wheel 30. The wheel 30 includes a cylindrical rim 31 having an outer peripheral surface 31 a and a disc 32 having a disc shape, and the edge of the disc 32 is connected to the inner peripheral surface 31 b of the rim 31. The forming material of the wheel 30 may be, for example, a metal such as iron, aluminum, and magnesium, or may be a synthetic resin.

In the tire 20, a groove that is recessed outward in the radial direction is formed over the entire circumferential direction of the tire 20, and the outer circumferential surface 31 a of the rim 31 closes the opening of the groove, so that an annular space S is formed. Is formed. The space S of the assembly 10 is filled with air so that the inside of the space S has a predetermined pressure.

2, the direction in which the outer peripheral surface 31a of the rim 31 extends is the width direction of the tire 20, and the direction along the radial direction of the rim 31 is the height direction of the tire 20, as shown in FIG. When the width of the tire 20 along the width direction of the tire 20 is the tire width Wt, and the width along the height direction of the tire 20 is the tire height Ht, the flatness ratio AR (aspect ratio) of the tire is expressed by the following equation: Is calculated by

Flatness ratio AR (%) = tire height Ht / tire width Wt
The tire 20 includes a tread portion 21, two sidewall portions 22, and two bead portions 23. The two sidewall portions 22 are connected to each of the two end portions in the width direction of the tread portion 21. The bead portions 23 are connected to the sidewall portions 22 one by one, and each bead portion 23 is an end portion on the opposite side to the end portion connected to the tread portion 21 of the two end portions in the radial direction of the sidewall portions 22. It is connected to.

The tread portion 21 is a portion that contacts the road surface in the tire 20, and the tread portion 21 includes a ground contact portion that contacts the road surface. The tread portion 21 further includes a belt laminated on a surface that does not contact the road surface in the ground contact portion, and a portion of the carcass extending over the entire inner peripheral surface of the tire 20 that covers the belt. The bead portion 23 is a portion that is pressed against the rim 31 to fix the tire 20 to the rim 31 when the space S formed by the assembly 10 is filled with air. The sidewall portion 22 is a portion that is most bent when the tire 20 receives a load, and absorbs an impact when the tread portion 21 comes into contact with the road surface, or generates a turning force to withstand centrifugal force. Or

In the tire 20, an inner liner 24 is laminated on a tread portion 21, two sidewall portions 22, and two bead portions 23. The inner liner 24 constitutes the inner peripheral surface of the tire 20. The material for forming the inner liner 24 is rubber or a mixture containing rubber and synthetic resin.

The tire 20 further includes a protrusion 25, and the protrusion 25 has a shape protruding from the center of the tread portion 21 in the width direction of the tire 20 toward the outer peripheral surface 31 a of the rim 31. It is in contact with the outer peripheral surface 31a. The protrusion 25 has an annular shape extending over the entire circumferential direction of the tire 20, and the space S formed by the rim 31 and the tire 20 is divided into two spaces, a first space S1 and a second space S2. ing.

Since the protrusion 25 is located at the center in the width direction of the tire 20, it is possible to suppress the performance of the tire 20 from differing between one end in the width direction of the tire 20 and the other end in the width direction of the tire 20.

The protrusion 25 is formed integrally with the grounding portion constituting the tread portion 21 and penetrates a part of the inner liner 24 covering the tread portion 21. The protrusion 25 may be formed separately from the grounding part and connected to the grounding part. Alternatively, the protrusion 25 may have a shape protruding from the belt toward the outer peripheral surface 31a of the rim 31 in the tread portion 21, and in this case, the protrusion 25 is formed integrally with the belt. Alternatively, it may be formed separately from the belt and connected to the belt.

Alternatively, the protrusion 25 may have a shape protruding from the carcass toward the outer peripheral surface 31a of the rim 31 in the tread portion 21, and in this case, the protrusion 25 is integrated with the carcass. It may be formed, or may be formed separately from the carcass and connected to the carcass. Of these, if the projection 25 is formed separately from the carcass, the projection 25 may be formed integrally with the inner liner 24, or after being formed separately from the inner liner 24, the inner liner 24 may be connected.

The inner liner 24 may cover the surface of the protrusion 25 in addition to the tread portion 21, the two sidewall portions 22, and the two bead portions 23.
The protrusion 25 may be formed only from rubber or may be formed only from a mixture of rubber and synthetic resin. The protrusion 25 may be formed from a composite material obtained by adding a wire to rubber, or may be formed from a composite material obtained by adding a wire to a mixture of rubber and synthetic resin. The wire is a metal wire formed of iron or steel, a chemical fiber formed of a synthetic resin such as polyester, a glass fiber, or a carbon fiber.

The rim 31 includes a rim main body 41 having a cylindrical shape, and a flange portion 42 protruding from the outer peripheral surface of the rim main body 41 toward the tread portion 21. The flange portion 42 protrudes from the center of the rim main body 41 in the width direction of the tire 20 toward the tread portion 21. The flange portion 42 has an annular shape in which a U-shaped cross section is continuous along the circumferential direction of the rim body 41. Since the flange portion 42 having such a shape is joined to the rim body 41, the rim body 41 and the flange portion 42 define a rim space S3 having an annular shape along the circumferential direction of the rim 31. .

In the rim 31, the outer peripheral surface of the flange portion 42 and the portion of the outer peripheral surface of the rim main body 41 that is not covered with the flange portion 42 constitute an outer peripheral surface 31 a of the rim 31. The outer peripheral surface of the flange portion 42 includes a contacted surface 42 a with which the protrusion 25 contacts as a part of the outer peripheral surface 31 a of the rim 31.

The flange portion 42 has a first communication hole 43 that allows the first space S1 and the rim space S3 of the tire 20 to communicate with each other, and a second communication that allows the rim space S3 and the second space S2 of the tire 20 to communicate with each other. A hole 44 is formed. The first communication hole 43 and the second communication hole 44 are an example of a communication hole, and the first communication hole 43, the second communication hole 44, and the rim space S3 constitute an example of a communication part.

In the radial direction, the position of the first communication hole 43 and the position of the second communication hole 44 overlap each other, and the position of the first communication hole 43 and the position of the second communication hole 44 in the circumferential direction. And overlap each other. The position of the first communication hole 43 and the position of the second communication hole 44 in the radial direction may not overlap each other, and the position of the first communication hole 43 in the circumferential direction and the position of the second communication hole 44 The positions do not have to overlap each other. In addition, one first communication hole 43 may be formed in the flange portion 42, or a plurality of first communication holes 43 may be formed at predetermined intervals in the circumferential direction. Furthermore, one second communication hole 44 may be formed in the flange portion 42, or a plurality of second communication holes 44 may be formed at predetermined intervals in the circumferential direction.

The air inside the tire 20 travels between two spaces through the first communication hole 43 and the second communication hole 44 formed in the flange portion 42 and the rim space S3 formed by the flange portion 42. And the difference in air pressure between the two spaces is reduced. Therefore, in the width direction of the tire 20, the performance of the tire 20 is less likely to vary because the air pressure deviation is small.

The protrusion 25 includes two side surfaces 25 a arranged along the width direction of the tire 20. The tire 20 includes a protrusion reinforcing portion 26 having rigidity higher than that of the protruding portion 25 on almost the entire two side surfaces 25a, and a portion constituting the inner peripheral surface of each sidewall portion 22 in the inner liner 24. Similarly, a reinforcing part 27 having higher rigidity than the protrusion 25 is provided. Each of the forming material of the projection reinforcing part 26 and the forming material of the reinforcing part 27 is, for example, rubber. The protrusion reinforcement part 26 is an example of a highly rigid part.

As shown in FIG. 3, the protrusion 25 includes a base end portion 51 connected to the tread portion 21 and a tip end portion 52 that contacts a contacted surface 42 a that is a part of the outer peripheral surface 31 a of the rim 31. . The distal end portion 52 has a contact surface 52 a, and the protrusion 25 is in contact with the contacted surface 42 a of the rim 31 by the contact surface 52 a of the distal end portion 52. In the distal end portion 52, the width along the width direction of the tire 20 is the distal end width Wa, and the distal end width Wa is enlarged along the direction from the proximal end portion 51 toward the distal end portion 52.

Among the protrusions 25, the portion between the base end portion 51 and the tip end portion 52 is an intermediate portion 53, and the width along the width direction of the tire 20 in the intermediate portion 53 is substantially constant in the radial direction of the tire 20. The front end portion 52 has a shape that is larger toward one side in the width direction than the front end of the intermediate portion 53 and larger toward the other side in the width direction in the width direction of the tire 20.

Since the front end portion 52 is larger in the width direction than the intermediate portion 53, the front end portion 52 is pressed against the rim 31 by the air pressure inside the tire 20. Therefore, it is possible to suppress the protrusion 25 from falling down by air pressure from one end in the width direction to the other end. As a result, the protrusion 25 is likely to receive a load input from the rim 31.

In the base end portion 51, the width along the width direction of the tire 20 is the base end width Wb, and the base end width Wb expands along the direction from the tip end portion 52 toward the base end portion 51. The base end portion 51 has a shape that is larger in the width direction of the tire 20 toward one side in the width direction than the base end of the intermediate portion 53 and is larger in the other direction in the width direction. In the protrusion 25, the base end width Wb is increased, so that an area where the protrusion 25 is connected to the tread portion 21 is increased, so that a load received by the protrusion 25 is increased.

As shown in FIG. 4, the contacted surface 42a of the flange 42 is an uneven surface. The contacted surface 42a is, for example, a knurled surface, but may be an uneven surface formed by another processing method. In the flange portion 42, the entire contacted surface 42a may not be an uneven surface, and a part of the contacted surface 42a may be an uneven surface. Since the contacted surface 42a of the flange portion 42 is configured as an uneven surface, the contact surface 52a that contacts the flange portion 42 at the protrusion 25 is less likely to slip with respect to the contacted surface 42a. Therefore, the protrusion 25 is likely to receive a load input from the rim 31.

[Operation of tire and wheel assembly]
The operation of the assembly 10 will be described.
In the assembly 10, the tire 20 is in contact with the rim 31 by two bead portions 23 and a protrusion 25. Therefore, when the tire 20 is attached to the vehicle, in the tire 20, the two bead portions 23 and the protrusion 25 receive a load input from the rim 31. That is, as compared with the assembly 10 that does not include the protrusion 25, a part of the air that receives a load from the outside in the space S of the assembly 10 has a higher load resistance than the air. The load that can be supported per unit volume of the assembly 10 is increased by the amount replaced by.

Therefore, according to the assembly 10 including the protrusions 25, the load that can be supported by the assembly 10 at a predetermined flatness can be increased regardless of the flatness of the tire 20. Thereby, according to the assembly 10 described above, the flatness of the tire 20 can be reduced in obtaining the same load resistance as compared with the assembly not including the protrusions. Therefore, since the wheel diameter which is the diameter of the rim 31 can be increased, the size of the brake that can be attached to the rim 31 can also be increased. As a result, according to the assembly 10, the braking force of the vehicle can be increased.

Further, as described above, according to the assembly 10, the flatness of the tire 20 can be lowered, so that the floor of the vehicle can be lowered.
Furthermore, according to the assembly 10, the load resistance is improved as compared with the configuration in which the flatness is the same, that is, the volume of the space S formed by the assembly 10 is the same, and no protrusion is provided. Therefore, the deflection of the tire 20 is reduced when the load is increased or the air pressure is decreased. Therefore, the burst resistance of the tire 20 is increased. In other words, the tire 20 is less likely to burst.

Further, since the load resistance is increased, the tire 20 is less likely to be deformed due to the lateral load applied to the tire 20 when the vehicle is bent, and the change in the contact area of the tire 20 is also reduced. Therefore, the grip force of the tire 20 is increased.

As described above, according to one embodiment of the tire and wheel assembly, the advantages listed below can be obtained.
(1) Regardless of the flatness of the tire 20, the load that can be supported by the assembly 10 at a predetermined flatness can be increased.

(2) The air inside the tire 20 moves back and forth between the two spaces through the communication portion formed in the flange portion 42. Therefore, the difference in air pressure between the two spaces is reduced. Therefore, in the width direction of the tire 20, the performance of the tire 20 is less likely to vary because the air pressure deviation is small.

(3) Since the front end 52 is larger than the intermediate 53 in the width direction, the front end 52 is pressed against the rim 31 by the air pressure inside the tire 20. Therefore, the protrusion 25 can be prevented from falling by the air pressure from one end to the other end in the width direction of the tire 20. As a result, the protrusion 25 is likely to receive a load input from the rim 31.

(4) As the base end width Wb increases, the load received by the protrusion 25 increases as the area where the protrusion 25 connects to the tread portion 21 increases.
(5) Since the protrusion 25 is located at the center in the width direction of the tire 20, the performance of the tire 20 is suppressed from differing between one end in the width direction of the tire 20 and the other end in the width direction of the tire 20. It is done.

(6) Since the contact surface 52 a of the protrusion 25 is less likely to slip relative to the contacted surface 42 a of the rim 31, the protrusion 25 is likely to receive a load input from the rim 31.
(7) When the air inside the tire 20 leaks to the outside of the tire due to damage to the tire 20, the shape of the tire 20 changes in the direction in which the protrusion 25 and the protrusion reinforcing portion 26 extend. Suppress. Moreover, the shape of the tire 20 after damage changes from the shape of the tire 20 before damage as compared with the configuration in which the protrusion reinforcement portion 26 is not provided because the protrusion reinforcement portion 26 is located on the side surface 25a of the protrusion 25. The degree can be reduced.

The embodiment described above can be implemented with appropriate modifications as follows.
[First Modification]
As shown in FIG. 5, in the flange portion 42, a first communication hole 43 that allows the first space S1 and the rim space S3 to communicate with each other, and a second that communicates the rim space S3 and the second space S2 with each other. The communication hole 44 may be omitted. In such a configuration, a protrusion communication hole 54 having a shape extending along the width direction of the tire 20 is formed in the protrusion 25 as a communication hole that allows the first space S1 and the second space S2 to communicate with each other. It is preferable. Each of the two protrusion reinforcing portions 26 is preferably formed with a reinforcing portion through hole 26 a that penetrates each protrusion reinforcing portion 26 in the width direction and is connected to the protruding portion communication hole 54.

Even with such a configuration, the advantage according to the above (2) can be obtained. In addition, by forming the protrusion communication hole 54 in the protrusion 25, the elasticity of the protrusion 25 can be increased compared to a configuration in which the protrusion communication hole 54 is not formed. Thereby, the vibration applied to the tire 20 from the rim 31 softens the vibration in the vertical direction of the tire 20. The protrusion communication hole 54 is an example of a communication hole and an example of a communication part.

Note that only one protrusion communication hole 54 may be formed in the protrusion 25, or a plurality of protrusion communication holes 54 may be formed at predetermined intervals in the circumferential direction. Further, the projecting portion communication hole 54 is not in a shape extending along the width direction of the tire 20 but in a direction intersecting with the width direction of the tire 20 as long as the first space S1 and the second space S2 communicate with each other. It may have a shape extending along, or may have a shape bent along the width direction of the tire 20. In short, the number and shape of the protrusion communication holes 54 formed in the protrusion 25 are within a range in which the load that can be supported per unit volume of the tire 20 is increased by the tire 20 having the protrusion 25. It can be set arbitrarily.

The configuration of the first modification can be implemented in combination with the configuration of the above-described embodiment. That is, the assembly 10 may be configured to include the protrusion communication hole 54 formed in the protrusion 25 in addition to the first communication hole 43 and the second communication hole 44 formed in the flange portion 42. Good.

[Second Modification]
As shown in FIG. 6, the rim body 41 may be provided with a supply hole 45 connected to the rim space S <b> 3 formed by the rim body 41 and the flange portion 42. A rim valve 46 for opening and closing the supply hole 45 is provided. The rim 31 may include one one-way valve in each of the first communication hole 43 and the second communication hole 44. Of the two one-way valves, the first valve 47 located in the first communication hole 43 is a valve that allows only the flow of air from the supply hole 45 toward the first space S <b> 1. The second valve 48 that is positioned is a valve that allows only the flow of air from the supply hole 45 toward the second space S2.

According to such a configuration, the following advantages can be obtained.
(8) Even if air in one of the two spaces leaks to the outside of the tire 20 due to damage of the tire 20, the air in the other space is kept inside the tire 20. Therefore, compared with the configuration in which air leaks from both of the two spaces to the outside of the tire 20 due to damage of the tire 20, the degree to which the performance of the tire 20 after damage changes from the performance of the tire 20 before damage can be reduced. it can.

[Other variations]
-In the tire 20, the reinforcement part 27 may be omitted. Even if it is such a structure, if the tire 20 is provided with the protrusion reinforcement part 26, the advantage of (7) mentioned above can be acquired. That is, the degree to which the shape of the damaged tire 20 changes from the shape of the tire 20 before damage can be reduced by the provision of the protrusion reinforcing portion 26.

· The inner liner 24 constituting the inner peripheral surface of the tire 20 may be omitted. In such a configuration, each of the inner peripheral surface of the tread portion 21, each of the inner peripheral surfaces of the two sidewall portions 22, and each of the inner peripheral surfaces of the two bead portions 23 removes the air inside the tire 20 from the tire 20. What is necessary is just to have the function which is hard to permeate | transmit outside.

In the configuration in which the inner liner 24 that configures the inner peripheral surface of the tire 20 is omitted, the tire 20 may include a tube that configures the inner peripheral surface of the tire 20.
-The protrusion reinforcement part 26 does not need to be located in the whole side 25a of the protrusion 25, and may be located in at least one part of the side 25a. Even with such a configuration, the advantage in conformity with the above-described (7) can be obtained as much as the protrusion reinforcing portion 26 is located on the side surface 25a.

-In the tire 20, the protrusion reinforcement part 26 may be omitted. Even in such a configuration, the degree to which the shape of the tire 20 after damage changes from the shape of the tire 20 before damage can be reduced by the amount that the tire 20 includes the reinforcing portion 27.

The contact surface 42a of the flange portion 42 may not include the uneven surface, while the contact surface 52a of the protrusion 25 may include the uneven surface. Even with such a configuration, it is possible to obtain the advantage according to the above-described (6).

The contact surface 42a of the flange 42 may include an uneven surface, and the contact surface 52a of the protrusion 25 may include an uneven surface. Even with such a configuration, it is possible to obtain the advantage according to the above-described (6).

The position of the protrusion 25 may be closer to one end than the center in the width direction of the tire 20. If the protrusion 25 is located between the two bead portions 23 in the width direction of the tire 20 and protrudes from the tread portion 21 toward the outer peripheral surface 31a of the rim 31, it conforms to (1) described above. You can get an advantage.

The base end portion 51 does not have a shape that is larger in the width direction of the tire 20 toward one side in the width direction than the base end of the intermediate portion 53 and is larger toward the other in the width direction. Also good. The shape of the base end portion 51 may be a shape in which the base end width Wb expands in the direction from the tip end portion 52 toward the base end portion 51. There may be. Even with such a configuration, it is possible to obtain the advantage according to the above-described (4).

The base end width Wb of the base end part 51 may not be enlarged along the direction from the front end part 52 toward the base end part 51. That is, the proximal end width Wb may be equal in the direction from the distal end portion 52 toward the proximal end portion 51, and the proximal end width Wb decreases along the direction from the distal end portion 52 toward the proximal end portion 51. May be.

The shape of the distal end portion 52 only needs to be a shape in which the distal end width Wa expands in the direction from the proximal end portion 51 toward the distal end portion 52. May be. Even with such a configuration, it is possible to obtain the advantage according to the above-described (3).

The distal end width Wa may be equal in the direction from the proximal end portion 51 to the distal end portion 52, or the distal end width Wa may be reduced along the direction from the proximal end portion 51 to the distal end portion 52. .
-In the protrusion 25, the intermediate part 53 may be omitted and the structure provided only with the base end part 51 and the front-end | tip part 52 connected with the base end part 51 may be sufficient. In such a configuration, if the distal end width Wa of the distal end portion 52 is enlarged along the direction from the proximal end portion 51 to the distal end portion 52, the advantage according to the above (3) can be obtained. Moreover, if the base end width Wb of the base end part 51 is expanded along the direction from the front-end | tip part 52 toward the base end part 51, the advantage according to (4) mentioned above can be acquired.

As shown in FIG. 7, in the rim 31, the flange portion 42 protruding from the rim body 41 toward the tread portion 21 is omitted, and the rim 31 protrudes from the rim 31 toward the tread portion 21. The structure provided with 33 may be sufficient. The protruding portion 33 has a shape protruding over the entire circumferential direction of the rim 31. In such a configuration, the outer peripheral surface of the projecting portion 33 constitutes a part of the outer peripheral surface 31 a of the rim 31, and the surface facing the tread portion 21 in the projecting portion 33 is a contacted surface with which the projecting portion 25 contacts. 33a.

Such a configuration is preferably implemented in combination with the configuration of the first modification described above. That is, it is preferable that the protrusion 25 is formed with a protrusion communication hole 54 and each protrusion reinforcing part 26 is formed with a reinforcing part through hole 26a.

The flange portion 42 may not form the rim space S3 together with the rim body 41. The flange portion 42 may be a solid cylindrical portion that has a shape protruding from the outer peripheral surface of the rim main body 41 toward the tread portion 21 and extending over the entire circumferential direction of the rim main body 41. When the flange portion 42 is a solid tube portion, the flange portion 42 may be formed integrally with the rim main body 41 or may be formed separately from the rim main body 41 and then connected to the rim main body 41. May be.

In the assembly 10 illustrated in FIG. 7, a communication hole that allows the first space S <b> 1 and the second space S <b> 2 to communicate with each other may be formed in the wall portion having the contacted surface 33 a in the projecting portion 33. . Even with such a configuration, it is possible to obtain advantages similar to those of the communication portion formed in the flange portion 42 and the protrusion communication hole 54 described above.

The protrusion 25 may be formed on a part of the tire 20 in the circumferential direction. Even if it is such a structure, as long as the tire 20 is provided with the protrusion 25 which contacts the outer peripheral surface 31a of the rim 31, the advantage according to (1) mentioned above can be acquired. In such a configuration, the contacted surface, which is a surface that contacts the protrusion 25 in the rim 31, is not located in the entire circumferential direction of the rim 31, but in the radial direction of the tire 20 in the outer circumferential surface 31 a of the rim 31. It is located only at the part facing the protrusion 25.

The tire 20 to which the above-described embodiment is applied is not limited to a radial tire including a belt, but may be a bias tire. When the tire 20 is a bias tire, the tread portion 21 includes a tread, a breaker stacked on a surface of the tread that faces the rim 31, and a portion that covers the tread in the carcass. And the protrusion 25 should just be the structure protruded toward the outer peripheral surface 31a of the rim | limb 31 from the tread part 21, ie, any one of a tread, a breaker, and a carcass. Further, the tire 20 may be a bias tire from which a breaker is omitted.

When the tire 20 is embodied as a radial tire, the tread portion 21 may be configured to include other layers in addition to the ground contact portion, the belt, and a part of the carcass. Further, when the tire 20 is embodied as a bias tire, the tread portion 21 may be configured to include another layer in addition to the grounding portion, the breaker, and a part of the carcass, In addition to a part of the carcass, another layer may be provided. In short, if the protrusion 25 has a shape protruding from the tread portion 21 toward the outer peripheral surface 31a of the rim 31, the advantage according to the above-described (1) can be obtained.

The configuration of the above-described embodiment and the configuration of each modified example can be implemented in combination as appropriate.

Claims

A wheel with a cylindrical rim having an outer peripheral surface;
A tire including two bead portions assembled to the rim, and a tread portion facing the outer peripheral surface of the rim,
The outer peripheral surface of the rim includes a contacted surface protruding toward the tread portion,
The tire further includes a protrusion that contacts the contacted surface,
The protrusion is located between the two bead portions in the width direction of the tire, and protrudes from the tread portion toward the outer peripheral surface of the rim.
An assembly of tires and wheels.
A communication part,
The protrusion has an annular shape extending over the entire circumferential direction of the tire,
The protrusion divides the space formed by the rim and the tire into two spaces along the width direction of the tire,
The tire and wheel assembly according to claim 1, wherein the communication portion communicates the two spaces with each other.
The rim includes a cylindrical rim body having an outer peripheral surface, and a flange portion,
The flange portion has the contacted surface protruding from the outer peripheral surface of the rim main body toward the tread portion,
The flange portion is formed with a pair of communication holes,
The tire and wheel assembly according to claim 2, wherein the communication portion communicates the two spaces with each other through the pair of communication holes.
The rim communicates with the pair of communication holes, and is formed with a supply hole for supplying air from the outside of the tire to the inside of the tire,
The two spaces are composed of a first space and a second space,
The rim includes a first valve and a second valve respectively provided in the pair of communication holes,
The first valve is a one-way valve that allows only an air flow from the supply hole toward the first space;
The tire and wheel assembly according to claim 3, wherein the second valve is a one-way valve that allows only an air flow from the supply hole toward the second space.
The communication portion is formed on the protrusion,
The tire and wheel assembly according to claim 2, wherein the communication portion includes a pair of communication holes that allow the two spaces to communicate with each other.
The protrusion includes a proximal end portion connected to the tread portion, and a distal end portion that contacts an outer peripheral surface of the rim.
The tip portion has a tip width along the width direction of the tire,
The tire-wheel assembly according to any one of claims 1 to 5, wherein the tip width is enlarged along a direction from the base end portion toward the tip portion.
The base end portion has a base end width along the width direction of the tire,
The tire and wheel assembly according to claim 6, wherein the base end portion is enlarged along a direction from the tip end portion toward the base end portion.
The contacted surface protrudes from the center in the width direction of the tire toward the tread portion,
The tire and wheel assembly according to any one of claims 1 to 7, wherein the protrusion protrudes from the center in the width direction of the tire toward the outer peripheral surface of the rim at the tread portion.
The protrusion includes a contact surface in contact with the rim,
The tire and wheel assembly according to any one of claims 1 to 8, wherein at least one of the contact surface and the contacted surface includes an uneven surface.
The protrusion includes two side surfaces arranged along the width direction of the tire,
The tire includes a high rigidity portion provided on at least a part of the two side surfaces,
The tire and wheel assembly according to any one of claims 1 to 9, wherein the high-rigidity portion has higher rigidity than the protrusion.