JP2001213102A - Wheel with damper - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel with a damper, improving comfortableness in a frequency domain of 10 Hz or more and eliminating the use of a rubber for the damper. SOLUTION: The wheel comprises a first member 10, a second member 20 and the damper 30. The damper 30 has a metal rod spring 33. Comfortableness is improved in a frequency domain of 10 Hz or more by selecting the spring constant of the spring 33 so that a resonance point of a vibrating system consisting of the wheel and the spring 33 comes close to 10 Hz. The reliability on strength is also improved because of no use of a rubber for the damper 30.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile wheel with a damper.

[0002]

2. Description of the Related Art In recent years, reducing the fuel consumption of automobiles has become an important issue from the viewpoint of protecting the global environment, and there is a strong demand for reducing the rolling resistance of tires. There are various means, but among them, the method of increasing the rigidity of the sidewall portion to suppress the bending of the tread portion of the tire is effective, and the tire with high air pressure and the low profile, that is, the low profile with a small difference between the inner and outer diameters are low. The adoption of tires and the like is increasing.

[0003]

However, in the tire having the increased rigidity of the sidewall portion, the role of the tire in reducing the transmission of vibration from the road surface to the vehicle body, which has been achieved by the tire, is reduced. Deterioration of ride comfort occurs (so-called lumpy feeling). The cause is that the vertical vibration in the region of 10 Hz or more is less attenuated than that of a normal tire. 10-12H for a car with normal tires
Absorb and reduce vibrations of about z or more with tires,
Although vibrations of about 5 Hz or less (so-called fluffy and crisp feelings of about 5 Hz or less, and bull bull feelings of about 5 Hz to 12 Hz) are absorbed and reduced by the suspension, tires with increased rigidity of the sidewall portion are not suitable for tires. Since the vertical spring constant increases, the vertical vibration (so-called lumpy feeling) in the range of 10 Hz to 30 Hz is not attenuated much. For the same reason, road noise (noise when traveling on the road surface) worsens. Vibration from the road surface is transmitted to the body and vibrates the body panel to produce a sound. When this sound overlaps with the air column resonance of the passenger compartment, the sound becomes particularly loud and becomes road noise. Due to the structure of the car, there is a resonance point at 200 to 300 Hz. Drivability is generally improved by increasing the cornering force of the tires, but the camber thrust is reduced and rutability is worsened. Conventionally, a wheel incorporating a rubber damper has been proposed, but there are problems with the manufacturing method and strength. Also, a wheel incorporating a damper made of a metal coil spring has been proposed, but the coil spring has problems in terms of the assembly structure and space. An object of the present invention is to provide a wheel with a damper that can improve ride comfort. Another object of the present invention is to provide a wheel with a damper that can improve ride comfort and reduce road noise. Another object of the present invention is to provide a damper-equipped wheel that can improve ride comfort and improve maneuverability. Another object of the present invention is to provide a wheel with a damper that can improve ride comfort and achieve automatic alignment for improving imbalance and uniformity. Another object of the present invention is to provide a wheel with a damper that can improve the ride comfort, is easier to manufacture than rubber dampers, and has high strength reliability. Another object of the present invention is to provide a wheel with a damper that is easier to assemble and takes up less space than a coil spring.

[0004]

The present invention to achieve the above object is as follows. (1) A gap is provided in the wheel radial direction between each other so as to be relatively displaceable in the axial direction and the orthogonal direction.
A first member and a second member, and a damper disposed between the first member and the second member and having a plurality of springs arranged in a circumferential direction of the wheel. A spring is formed of a metal rod-shaped spring extending in the wheel axis direction, and each spring is connected to one of the first member and the second member at a central portion in the longitudinal direction of the spring, Both ends of the spring in the longitudinal direction are connected to the other of the first member and the second member, and each spring has a direction in which the first member and the second member are orthogonal to the wheel axis direction. A wheel with a damper that acts as a bending spring when displaced relative to. (2) The wheel with a damper according to (1), wherein the first member is one of a rim and a disk, and the second member is the other of a rim and a disk. (3) The damper has a bush made of resin or rubber at both longitudinal ends of the bar-shaped spring, and the bar-shaped spring is connected to the first member and the second member via the bush. The wheel with a damper according to (1), which is connected to the other member of the member. (4) One of the first member and the second member is made of aluminum or resin, and the damper is provided at the center of the rod-shaped spring in the longitudinal direction, and the first member and the second member are connected to each other. The wheel with a damper according to (1), wherein the wheel is cast into one of the members.

In the above-mentioned wheels with a damper (1) to (4), since the wheel has a damper, the vertical spring constant of the damper of the vibration system using the vehicle body as a mass and the damper as a spring is 10 Hz or more, for example, 10 Hz. ~ 20Hz
(The frequency range slightly higher than the resonance point of the vibration system is attenuated, so that the vertical spring constant of the damper is tuned so that the resonance point is slightly lower than 10 Hz.) The ride comfort is improved (it is possible to absorb and attenuate the rugged feeling in the 10 to 20 Hz range). Considering a vibration system (dynamic damper system) in which the spring of the damper is a spring, and the wheel member and the tire on the outer peripheral side of the spring of the damper are masses, the spring constant of the damper is tuned to cause a problem on road noise. Noise reduction can be achieved by reducing the vibration transmission in the 300 Hz range. In addition, the damper has a flexible structure, so the tire tread deforms following the road surface shape, improving grip, taking the handle on irregular roads, suppressing vehicle deflection (such as rutting), and improving maneuverability. improves. In addition, the damper has a flexible structure, so the tire mounting wheel rotates by selecting the center of rotation by itself, that is, it has an automatic alignment function, eliminating the need to install balance weights and balance work for unbalance and uniformity compensation. Become. The above (1)
In the wheel with a damper of (4), welding or casting can be used for assembling to the wheel because the spring is made of metal (rubber is difficult to use because welding heat affects rubber). The assembly and manufacture of the damper wheel are relatively easy.

[0006]

FIG. 1 shows a wheel with a damper of a first embodiment of the present invention, FIG. 2 shows a wheel with a damper of a second embodiment of the present invention, and FIG. 3 shows a wheel with a damper of a third embodiment of the present invention,
FIG. 4 shows a wheel with a damper according to a fourth embodiment of the present invention. 5 and 6 show a damper structure of a wheel with a damper according to a fifth embodiment of the present invention. FIG. 7 shows a damper structure of a wheel with a damper of the sixth embodiment of the present invention. FIG. 9 shows a damper structure of a wheel with a damper of a seventh embodiment of the present invention, FIG. 9 shows a damper structure of a wheel with a damper of an eighth embodiment of the present invention, and FIG. 10 shows a ninth embodiment of the present invention. 1 shows a damper structure of an example of a wheel with a damper, and FIGS.
6 shows characteristics applicable to any of the embodiments of the present invention. Portions common or similar to all embodiments of the present invention are denoted by the same reference numerals throughout all embodiments of the present invention.

First, parts common or similar to all the embodiments of the present invention will be described with reference to, for example, FIG. 1, FIGS. 5 to 6, FIG.
This will be described with reference to FIGS. As shown in FIG. 1, a wheel with a damper according to the present invention has a first member 10 with a gap in the wheel radial direction between each other so as to be relatively displaceable from each other in a direction orthogonal to the wheel axial direction. And a second member 20, and a damper 30 mounted between the first member 10 and the second member 20. There is a space between the first member 10 and the second member 20, and the damper 30 is disposed in this space. The damper 30 has a plurality of springs 33 arranged in the wheel circumferential direction. Each spring 33 of the damper 30 is a bar-shaped spring made of metal (for example, stainless steel) extending in the wheel axis direction. Each spring 33 is connected to one of the first member 10 and the second member 20 at the center in the longitudinal direction of the spring 33, and the first member 10 is connected to both ends of the spring 33 in the longitudinal direction.
And the other of the second member 20 and the first member
When the member 10 and the second member 20 are relatively displaced in a direction orthogonal to the wheel axis direction, they act as bending (bending) springs.

The first member 10 is made of metal (for example, steel, aluminum alloy, etc.) or resin, and the second member 20 is made of metal (for example, steel, aluminum alloy,
Etc.) or resin. The first member 10 is one of a rim and a disk (for example, a rim), and the second member 20 is the other of the rim and a disk (for example, a disk). In the following description, the first member 10 is a rim and the second member 2
0 is a disk. In that case, the sign of the rim is 10
The code of the disk is 20. The rim 10 includes flange portions 11a and 11b at both ends in the axial direction (a is the front side, b is the back side), and bead seat portions 12a and
2b, sidewall portion 13a, central drop portion 14
Having. The disk 20 has an axially rising portion 21 on the outer periphery, a hat portion 22 connected thereto, and a hub mounting portion 23 at the center. A decorative hole 26 (not shown) is formed in the hat portion 22, a hub hole 24 is formed in the center of the hub mounting portion 23, and a bolt hole 25 is formed therearound.

The damper 30 includes a spring 33 and a disc 2.
The inner ring 32 is attached to the rim 10 by welding or the like, or the inner ring 32 is formed integrally with the disk 20 (in the case of integral formation, the inner ring 32 may be regarded as a part of the disk 20) and attached to the rim 10 by welding or the like. Or an outer ring 31 formed integrally with the rim 10 (the outer ring 31 may be considered as a part of the rim 10 when integrally formed). The inner ring 32 and the outer ring 31 are made of metal and are hard. There is a space between the inner ring 32 and the outer ring 31 in the wheel radial direction and the wheel axial direction. One of the inner ring 32 and the outer ring 31 is located between the other of the inner ring 32 and the other of the outer ring 31 in the wheel axis direction, so that the disc 20 and the rim 10 do not come off even if the spring 33 is damaged. It is.

The damper 30 further has a bush 34 between the axial ends of the spring 33 and a member (outer ring 31 or inner ring 32) connected thereto for preventing fretting wear. ing. The bush 34 is made of resin or rubber, and in the case of resin, for example, is made of polyamide resin.

The spring 33 is fixed to the disk 20 or the inner ring 32 or the rim 10 or the outer ring 31 at its longitudinal center. For this fixation, for example, a bulging portion 35 or a bent portion 36 for retaining is formed in the center of the spring 33, and the bulged portion 35 or the
0 or inner ring 32 or rim 10 or outer ring 3
This is done by wrapping around 1. In this way, a firm fixation is obtained. However, if a firm fixation is obtained, another fixation structure may be used. Damper 30
Has two springs 33 made of metal in the damper width direction with the center in the longitudinal direction of the spring 33 as a center, and the wheel with the damper is appropriately softened in the rim angle direction.

The metal spring 33 of the damper 30 (spring 3)
3), the first member 10 and the second member
When the member 20 is relatively displaced in the up-down direction, the spring constant is 10 Hz, which is a vibration system in which the vehicle body has a mass M and a metal spring 33 (there are a plurality of springs 33, so the spring is a total).
As described above, the resonance frequency is set to have a resonance point at 10 Hz or less, for example, 8 to 10 Hz so that the vertical vibration near 15 Hz is attenuated. This setting is possible by selecting the size (length and diameter) and number of the springs 33.

The metal spring 33 of the damper 30 is soft in the in-plane direction of the wheel, rigid in the plane direction (wheel axis direction), flexible in the rim angle direction, and rigid in the wheel rotation direction. It is desirable that the spring has the following characteristics. Here, the in-plane direction, the plane perpendicular direction (the direction orthogonal to the in-plane direction),
The rotation direction (the direction of rotation around the wheel axis) and the rim angle direction are the directions shown in FIG. 11, respectively. Softness in the in-plane direction provides a damper effect and self-centering effect, rigidity in the direction perpendicular to the plane ensures stability, and softness in the rim angle direction provides ground grip. The driving efficiency is improved by improving rigidity and stiffness in the rotational direction, thereby improving the transmission efficiency of the driving braking force.
Here, the flexibility and rigidity of the spring 33 are as shown in the displacement / load characteristics of FIG. Soft indicates a relatively large displacement. However, there are limitations. Rigidity has displacement but is small.

As a spring having the above characteristics, there is a spring in which a plurality of bar-shaped metal springs 33 are arranged in the circumferential direction of the wheel as shown in FIG. Regardless of the position where the wheel rotates and the spring 33 comes to any position, when the rim 10 and the disc 20 are vertically displaced relative to each other, the spring 33 bends and elastically deforms and functions as a bending spring. Since compression is applied to the spring 33 in the wheel axial direction, the rigidity is increased. As a result, the above-described characteristics in the in-plane direction, the perpendicular direction, the rotation direction, and the rim angle direction can be obtained.

Next, the operation of the parts common to all the embodiments of the present invention will be described. The load / displacement characteristic of the damper 30 within the elastic deformation of the spring 33 is within a predetermined amount δ from a neutral point (a point where the weight of the car is statically balanced by the weight).
It becomes linear as shown in FIG. FIG. 13 also shows the non-linear characteristics of the compressed rubber of the conventional compressed rubber damper (which also shows the non-linear characteristics within a range of a predetermined amount δ from the neutral point). The load of a normal size car (for example,
When 400 kgf) is applied to the metal spring 33 of the damper 3, the damper 30 is bent by about 3 mm in the initial state, and a conventional compression rubber spring has a steep and hard spring under the same load as that at that time. However, in the case of the present invention, the linear spring is relatively gentle and soft over the entire range of elastic displacement.
Vibration at a frequency of 0 Hz or more, for example, about 15 Hz can be effectively suppressed.

In the damper-equipped wheel of the present invention, the vertical spring constant of the metal spring 33 of the damper 30 is determined by setting the vehicle body to the mass M and the damper 30 as shown in FIG.
The resonance point of the vibration system in which the metal spring 33 of FIG.
Tune to ~ 10Hz, a little higher than 10
By attenuating vibration at a frequency of not less than Hz, for example, about 15 Hz (see FIG. 14), so-called lumpy feeling in a frequency range of not less than 10 Hz, for example, about 15 Hz is reduced, and the riding comfort of the vehicle is improved. You. 10
Hz or more, for example, in the frequency range of about 15 Hz, so-called rugged feeling is difficult to absorb and reduce with a conventional tire having increased rigidity of the sidewall portion,
When a tire with increased rigidity of the sidewall portion is mounted on the wheel with a damper of the present invention, the tire can be effectively absorbed and reduced.

This will be further described as follows. FIG. 12 shows a vibration model when the mass of the vehicle is M and the vertical spring constant of the damper 30 is K. The resonance frequency f of this vibration model is f = (1 / 2π) · (K / M) ^1/2 . In order to create a system in which the resonance point is 10 Hz slightly below the target frequency for reduction, from the above equation, K = 1611 N / mm, which is a dynamic spring constant, and the static spring constant Ks of the same damper is considerably smaller than this. , 1300N / mm
About. The amount of deflection when a load of 400 kgf is applied to this spring is about 3 mm (see FIG. 13). In a conventional wheel with a damper, compression rubber is used in order to minimize this bending, but in the embodiment of the present invention, the damper 30 is provided on the assumption that this bending is allowed. FIG. 22 shows the vibration characteristics of the above vibration system. Vibration transmission is reduced in a frequency range slightly above the resonance point (10 Hz or more, for example, near 15 Hz).

FIG. 15 shows the vertical acceleration (dB) of the sprung portion (driver's seat rail portion) in a low frequency range when the vehicle equipped with the damper-equipped wheel according to the embodiment of the present invention is mounted on an actual vehicle and travels on a rough road. Display) shows the actual measurement value of frequency (Hz). As is clear from FIG. 15, in the tamper-equipped wheel of the embodiment of the present invention, 10 to 20 Hz
A considerable acceleration reduction can be seen in the region. Correspondingly, in the actual traveling, the rugged feeling at 10 Hz or more, for example, around 15 Hz during traveling is eliminated.

In the wheel with a damper of the embodiment of the present invention, if the wheel portion and the tire on the tire side with respect to the spring 33 of the damper 30 have a mass m (m = about 20 kgf), the spring 33 of the damper 30 has a spring K (high frequency). In the region, the dynamic spring constant increases and is estimated to be about 2600 N / mm).
In the region near 0 Hz and a little higher frequency,
It is possible to suppress road noise (a rattling noise when traveling on a road surface) around 200 to 300 Hz, which is a conventional problem, for example, around 230 Hz (which is also the air column resonance point of the tire) (slightly above the resonance point). Because the vibration of the area is damped). Here, the road noise is a sound that is transmitted from the road surface to the body and vibrates the body panel to be a sound, and this sound overlaps with the air column resonance of the passenger compartment. There is a resonance point at ~ 300 Hz.

FIG. 16 shows the noise (in dB) versus frequency (Hz) characteristic in the high frequency region. FIG.
As can be seen from FIG. 6, when the vehicle is driven on a road surface with the wheel with the damper of the present invention mounted thereon, the road noise at 200 to 300 Hz, for example, at around 230 Hz is effectively reduced as compared with the normal wheel. This is because, when an integrated wave having a large number of frequencies is input to a vehicle having multiple resonance points such as an automobile, a vibration system at a resonance point near 180 Hz selectively resonates, and 200 to 300 Hz slightly above the resonance system.
z, for example, to reduce vibration near 230 Hz.

Further, since the vibration entering the vehicle body can be counteracted by the damper 30 at the wheel portion, it is a countermeasure against headwater flow, which is a fundamental vibration countermeasure as compared with the case where the countermeasure is performed on the vehicle body side after entering the vehicle body. In the countermeasure after entering the vehicle body, in the case of a vehicle having a multi-resonance point body, the countermeasures are different for each vehicle and are generally expensive, heavy, and it is difficult to take measures against vibration.

In the wheel with damper according to the embodiment of the present invention, the damper 30 has a flexible structure in the in-plane direction and the rim angle direction, so that the tread portion 41 of the tire 40 hardly floats off the ground in FIG. Grip performance is improved, rutting is suppressed, and maneuverability is improved. In the wheel with a damper of the embodiment of the present invention, the damper 30 has a flexible structure in the in-plane direction, so that the wheel with the tamper rotates by selecting the center of rotation by itself when rotating, that is, has a self-centering function. As a result, there is no need to attach a balance weight or balance work for compensating for unbalance and uniformity, which is conventionally required.

Next, parts unique to each embodiment of the present invention will be described. The first embodiment of the present invention shows a case where the present invention is applied to a wheel having an aluminum disk. In the first embodiment of the present invention, as shown in FIG. 1, the first member 10 is a rim made of aluminum (aluminum alloy) or steel, and the second member 20 is a disk made of aluminum (aluminum alloy). is there. The outer ring 31 is composed of two rings,
It is welded to the rim 10. One inner ring 32 is integrally formed with the disk 29. The inner ring 32 is between the two outer rings 31 in the wheel axis direction. One of the two outer rings 31 is assembled to the rim 10 by welding after the spring 33 is assembled. Each spring 33 of the damper 30 extends linearly in the wheel axis direction, is fixed to the inner ring 32 at the center in the longitudinal direction of the spring, and is fixed at both ends of the spring via the bush 34 at the outer ring 3.
It is connected to 1. The relative displacement between the rim 10 and the disk 20 is absorbed by the bending elastic deformation of the spring 33. Spring 33
Are arranged in parallel in the circumferential direction of the wheel, and each spring acts as a bending spring evenly at any rotational position of the wheel. The bush 34 suppresses fretting at the spring end.

The second embodiment of the present invention shows a case where the present invention is applied to a wheel having an aluminum disk. In the second embodiment of the present invention, as shown in FIG. 2, the first member 10 is a rim made of aluminum (aluminum alloy) or steel, and the second member 20 is a disk made of aluminum (aluminum alloy). is there. The outer ring 31 is composed of one ring,
It is integrally molded or welded to the rim 10. Two inner rings 32 are provided, one of which is integrally formed with the disk 20, and the other inner ring 32 is welded to the disk 20 after the spring 33 is mounted. The outer ring 31 is 2
Between the two inner rings 32. Each spring 3 of the damper 30
Numeral 3 extends linearly in the axial direction of the wheel, is fixed to the outer ring 31 at the center in the longitudinal direction of the spring, and is connected to the inner ring 32 via bushes 34 at both ends of the spring. The relative displacement between the rim 10 and the disk 20 is absorbed by the bending elastic deformation of the spring 33. Spring 33
Are arranged in parallel in the circumferential direction of the wheel, and each spring acts as a bending spring evenly at any rotational position of the wheel. The bush 34 suppresses fretting at the spring end.

The third embodiment of the present invention shows a case where the present invention is applied to a wheel having an aluminum disk. In the third embodiment of the present invention, as shown in FIG. 3, the first member 10 is a rim made of aluminum (aluminum alloy) or steel, and the second member 20 is a disk made of aluminum (aluminum alloy). is there. The outer ring 31 is composed of two rings,
It is integrally molded or welded to the rim 10. One of the outer rings 31 is integrally formed or welded to the rim 10, and the other outer ring 31 is welded to the rim 10 after the spring 33 is mounted. One inner ring 32 is formed integrally with the disk 20. The inner ring 32 is between the two outer rings 31 in the wheel axis direction. Each spring 33 of the damper 30 is bent at the center in the longitudinal direction of the spring, extends in a V-shape in the axial direction of the wheel, is fixed to the inner ring 32 at the center in the longitudinal direction of the spring, and is fixed at both ends of the spring. 3
4 and is connected to the outer ring 31. The relative displacement between the rim 10 and the disk 20 is absorbed by the bending elastic deformation of the spring 33. The springs 33 are arranged in parallel in the circumferential direction of the wheel, and each spring functions as a bending spring at any rotational position of the wheel. The bush 34 suppresses fretting at the spring end.

The fourth embodiment of the present invention shows a case where the present invention is applied to a steel wheel. In the fourth embodiment of the present invention, as shown in FIG. 4, the first member 10 is a rim made of steel, and the second member 20 is a disk made of steel. The outer ring 31 is composed of two steel rings and is welded to the rim 10 by welding. There are two inner rings 32, one of which is integrally formed with the disc 29 and the other one which is welded to the disc 29. One of the two outer rings 31
After the assembly of No. 3, the assembly is welded to the rim 10. The inner ring 32 is between the two outer rings 31 in the wheel axis direction. Each spring 33 of the damper 30 extends linearly in the wheel axis direction, and has an inner ring 32 at the center in the longitudinal direction of the spring.
And is connected to the outer ring 31 via bushes 34 near both ends of the spring. The relative displacement between the rim 10 and the disc 20 is
Is absorbed by the bending elastic deformation. The springs 33 are arranged in parallel in the circumferential direction of the wheel, and each spring functions as a bending spring at any rotational position of the wheel. Bush 3
4, the fretting of the spring end is suppressed.

The fifth embodiment of the present invention relates to a bush 34 of a damper part 30 of a wheel with a damper.
The bush structure according to the fifth embodiment of the present invention is similar to the bush structure according to the first to fifth embodiments of the present invention.
It may be combined with any of the fourth embodiments. In the fifth embodiment of the present invention, as shown in FIGS.
Is substantially spherical, and an end of a metal spring 33 protrudes into and fits with the bush 34.
It is slidably fitted in the concave portion or hole formed in the first and the second. A groove is formed on the outer periphery of the end of the metal spring 33, and the bush 34 bites into the groove, so that the bush 34 is prevented from coming off the end of the spring 33.
As shown in FIG. 6, when the end of the metal spring 33 is inclined, the bush 34 also inclines. However, since the outer surface of the bush 34 is spherical, the inclination is freely released without being restrained.
The fretting wear of the surface of the concave portion or the hole formed in 2 is suppressed.

The sixth embodiment of the present invention relates to a bush 34 of a damper part 30 of a wheel with a damper.
The bush structure according to the sixth embodiment of the present invention includes
It may be combined with any of the fourth embodiments. In the sixth embodiment of the present invention, as shown in FIG. 7, the bush 34 is substantially cylindrical, and the end of the metal spring 33 is
The bush 34 is slidably fitted in a concave portion or a hole formed in the rings 31, 32. A groove is formed on the outer periphery of the end of the metal spring 33, and the bush 34 bites into the groove, so that the bush 34 is prevented from coming off the end of the spring 33. The inclination of the end of the metal spring 33 is relieved by the deformation of the inner surface of the bush 34, and the surfaces of the recesses or holes formed in the rings 31, 32 are prevented from fretting wear.

The seventh embodiment of the present invention relates to a bush 34 of a damper portion 30 of a wheel with a damper.
The bush structure according to the seventh embodiment of the present invention includes
It may be combined with any of the fourth embodiments. In the seventh embodiment of the present invention, as shown in FIG. 8, the bush 34 is substantially cylindrical, and the end of the metal spring 33 is
The bush 34 is slidably fitted in a concave portion or a hole formed in the rings 31, 32. Grooves are formed in the inner surfaces of the recesses or holes formed in the rings 31 and 32, and the bush 34 bites into the grooves, so that the bush 34 is prevented from coming off the rings 31 and 32. The inclination of the end of the metal spring 33 is relieved by the deformation of the inner surface of the bush 34, and the surfaces of the recesses or holes formed in the rings 31, 32 are prevented from fretting wear.

The eighth embodiment of the present invention relates to a structure for fixing a center portion of a spring 33 of a damper portion 30 and a ring 31 or 32 in a wheel with a damper. Eighth of the invention
The bush structure of the embodiment may be combined with any of the first to fourth embodiments of the present invention. In the eighth embodiment of the present invention, as shown in FIG. 9, a swelling portion 35 swelling outward in the radial direction of the spring is formed at the center of the metal rod spring 33 in the spring longitudinal direction. Of the swelling portion 35 and its vicinity are made of a ring 31 or 32 made of aluminum or resin.
Is cast into the ring 31 or 32 at the fixed part. As a result, the spring 33 is rigidly fixed directly to the ring 31 or 32 at its center. Spring 3
Since the central portion of 3 is not inclined, there is no problem even if it is fixed rigidly. By this rigid fixing, the reliability and durability of the fixing structure are sufficient.

The ninth embodiment of the present invention relates to a structure for fixing a center portion of a spring 33 of a damper portion 30 and a ring 31 or 32 in a wheel with a damper. Ninth Embodiment of the Present Invention
The bush structure of the embodiment may be combined with any of the first to fourth embodiments of the present invention. In the ninth embodiment of the present invention, as shown in FIG. 10, a bent portion 36 bent in a V-shape is formed at the center of the metal rod spring 33 in the spring longitudinal direction. The portion 36 and its vicinity are cast into the ring 31 or 32 at a fixing portion of the ring 31 or 32 made of aluminum or resin. As a result, the spring 33 is rigidly fixed directly to the ring 31 or 32 at its center. Since the central portion of the spring 33 is a portion that does not tilt, there is no problem even if it is rigidly fixed. By this rigid fixing, the reliability and durability of the fixing structure are sufficient.

[0032]

In the wheel with a damper according to any one of claims 1 to 4, since the wheel has a damper, the vertical (in-plane) spring constant of the damper of the vibration system using the vehicle body as a mass and the damper as a spring is 10 Hz. Above, for example, 10
By tuning for vibration damping of ２０20 Hz, riding comfort is improved (there is no rugged feeling in the 10-20 Hz range). Further, considering the vibration system using the spring of the damper as a spring and a wheel member and a tire as a mass on the outer peripheral side of the spring of the damper, tuning the spring constant of the damper to 200-300H which causes a problem on road noise.
Vibration transmission in the z region can be reduced, and noise can be reduced. In addition, since the damper has a flexible structure, the tire tread deforms following the road surface shape to improve grip on the ground, and the handle is taken on uneven roads, vehicle deflection (such as rutting) is suppressed, and operation is improved. The performance is improved. In addition, the damper has a flexible structure, so the tire mounting wheel rotates by selecting the center of rotation by itself, that is, it has an automatic alignment function, eliminating the need to install balance weights and balance work for unbalance and uniformity compensation. Become. In addition, since the spring of the damper is made of metal, the reliability of the strength is higher than that of the rubber damper, and welding can be used for assembling the outer ring and the inner ring to the wheel (rubber is the heat of welding). It is difficult to use welding because of the effect on rubber), and it is relatively easy to assemble and manufacture a wheel with a damper.

[Brief description of the drawings]

FIG. 1 is a half sectional view of a wheel with a damper according to a first embodiment of the present invention.

FIG. 2 is a half sectional view of a wheel with a damper according to a second embodiment of the present invention.

FIG. 3 is a half sectional view of a wheel with a damper according to a third embodiment of the present invention.

FIG. 4 is a partial sectional view of a wheel with a damper according to a fourth embodiment of the present invention.

FIG. 5 is a partial sectional view of a damper portion of a wheel with a damper according to a fifth embodiment of the present invention.

FIG. 6 is a cross-sectional view of the damper portion of FIG. 5 at the time of elastic deformation.

FIG. 7 is a partial sectional view of a damper portion of a wheel with a damper according to a sixth embodiment of the present invention.

FIG. 8 is a partial sectional view of a damper portion of a wheel with a damper according to a seventh embodiment of the present invention.

FIG. 9 is a partial sectional view of a damper portion of a wheel with a damper according to an eighth embodiment of the present invention.

FIG. 10 is a partial sectional view of a damper part of a wheel with a damper according to a ninth embodiment of the present invention.

FIG. 11 is a sectional view of a wheel with a damper showing a direction of the damper.

FIG. 12 is a vibration model diagram of an automobile equipped with a wheel with a damper according to the embodiment of the present invention.

FIG. 13 is a spring characteristic diagram (displacement vs. load characteristic diagram) of a wheel with a damper according to an embodiment of the present invention and a rubber wheel as a comparative example.

FIG. 14 is a vibration transmission versus frequency characteristic diagram of the wheel with a damper of the embodiment of the present invention and a reference wheel (wheel without a damper) as a comparative example.

FIG. 15 shows a case where the vehicle is driven on a rough road by mounting the wheel with a damper according to the embodiment of the present invention and a case where the vehicle is driven on a rough road by mounting the conventional reference wheel (wheel without a damper portion).
Vibration level (in dB) of sprung portion (driver seat rail) in low frequency range (0 to 45 Hz) versus frequency (H
z) It is a characteristic diagram.

FIG. 16 shows a case where the vehicle is driven on a rough road by mounting the wheel with a damper of the embodiment of the present invention and a case where the vehicle is driven on a rough road by mounting the conventional reference wheel (wheel without a damper portion).
It is a noise level (dB display) vs. frequency (Hz) characteristic diagram in a high frequency area (100-500 Hz).

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 1st member (for example, rim) 11a, 11b Flange part 12a, 12b Bead seat part 13a Side wall part 14 Drop part 20 2nd member (for example, disk) 21 Axial rising part 22 Hat part 23 Hub mounting part 24 Hub Hole 25 Bolt Hole 30 Damper 31 Outer Ring 32 Inner Ring 33 Metallic Rod Spring 34 Bush 35 Bulge 36 Bend

Claims (4)

[Claims] A first member and a second member having a gap in a wheel radial direction between the first member and the second member so as to be relatively displaceable from each other in a direction perpendicular to the axial direction; And a damper having a plurality of springs arranged in the circumferential direction of the wheel, disposed between the second member and the second member. Each of the springs of the damper is formed of a metal rod-shaped spring extending in the wheel axis direction. Each of the springs is connected to one of the first member and the second member at a central portion in the longitudinal direction of the spring, and the first member and the second member are connected at both longitudinal ends of the spring. Is connected to the other member of the member of
A wheel with a damper, wherein each spring acts as a bending spring when the first member and the second member are relatively displaced in a direction perpendicular to the wheel axis direction. 2. The wheel with a damper according to claim 1, wherein said first member is one of a rim and a disk, and said second member is the other of a rim and a disk. 3. The damper has a bush made of resin or rubber at both longitudinal ends of the bar-shaped spring, and the bar-shaped spring is connected to the first member and the first member via the bush. The wheel with a damper according to claim 1, wherein the wheel is connected to the other of the two members. 4. One of the first member and the second member is made of aluminum or resin, and the damper is
The wheel with a damper according to claim 1, wherein the rod-shaped spring is cast in one of the first member and the second member at a central portion in a longitudinal direction of the spring.