JP2010042722A - Non-pneumatic tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a non-pneumatic tire capable of easily adjusting rigidity of the tire without risk of reduction and elimination of an internal pressure of the tire. <P>SOLUTION: The non-pneumatic tire is provided with a plurality of link mechanism 3 arranged at an outer side of a rim 2 with a clearance along a circumferential direction and connecting a plurality of segments 7 extended in a width direction W of the rim 2 to the rim 2. The link mechanism 3 has two links L<SB>1</SB>, L<SB>2</SB>arranged in the width direction W of the rim 2, and the link L<SB>1</SB>, L<SB>2</SB>are constituted by a first link member 3a swingably connected to the rim 2 in the width direction W; a second link member 3b for swingably connecting the segment 7 in the width direction W; and a connection part C<SB>2</SB>for swingably connecting the first link member 3a and the second link member 3b in the width direction W of the rim 2. The mutual connection parts C<SB>2</SB>are connected by a deformable and restorable elastic means 4, and the segments 7 are retained by a tread ring 6, respectively. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  According to the present invention, pressurized air is not required to be filled, and vertical rigidity, longitudinal rigidity, and lateral rigidity having a magnitude corresponding to the state of the vehicle are provided by link mechanisms associated with elastic means that can be deformed and restored, respectively. This relates to a possible non-pneumatic tire.

  As tires used for automobiles and the like, pneumatic tires are generally used. However, pneumatic tires have a problem that the filling air pressure decreases or disappears due to puncture or the like.

For this reason, for example, a solid tire having a solid structure has been proposed as a non-pneumatic tire that does not use air pressure (see, for example, Patent Document 1).
JP-A-6-293203

  However, solid tires are large in both weight and hardness, and cannot ensure sufficient riding comfort and maneuverability compared to pneumatic tires. Moreover, since rolling resistance also becomes large, it exists in the condition which is not used except for a special use.

  In contrast, pneumatic tires, which are important characteristics for tires, can be adjusted to some extent according to the type of vehicle, usage environment, driver requirements, etc. Each of them is difficult to adjust as desired under an independent relationship. In this specification, “rigidity” refers to the strength of elasticity against displacement deformation.

  The present invention has been made to solve these problems, and the object of the present invention is to eliminate the need for filling the tire with pressurized air or other gases, thereby reducing the tire internal pressure and the risk of disappearance. An object of the present invention is to provide a non-pneumatic tire that can be sufficiently removed and that can easily adjust the vertical rigidity, longitudinal rigidity, and lateral rigidity of the tire as desired under a mutually independent relationship.

The non-pneumatic tire according to the present invention is arranged on the outer side of the rim-like member at intervals along the circumferential direction thereof, and each of the plurality of segments extending in the width direction of the rim-like member is arranged on the rim. A plurality of link mechanisms connected to the member,
This link mechanism has two links arranged at intervals in the width direction of the rim-shaped member,
A first link member that is swingably connected to the rim-like member, a second link member that swingably connects the segments, and a first link member and a second link member that are swingable. It consists of joints that connect,
While connecting the elastic means that can be deformed and restored between the joints, each of the links is symmetric with respect to the tire equator line,
Each of the segments is held by an endless grounding member,
Of the angles formed between the first link member and the rim-shaped member, the acute angle formed by the first link member with respect to the width direction of the rim-shaped member is in the range of 30 degrees to 60 degrees. It is characterized by setting.

  Here, in the present invention, “setting the acute angle formed by the first link member with respect to the width direction of the rim-shaped member” means an angle in a no-load state in which no load is applied to the tire from the outside. Is to set. Further, “to connect the first link member to the rim-like member so as to be swingable” means that the first link member has one end connected to the rim-like member and at least one direction from the one end as a base point. It means that it is only necessary to be able to swing in the width direction (for example, in the width direction). Further, the first link member and the rim-like member may be directly connected or indirectly connected via another member.

  In this case, when at least swinging in the width direction is allowed, the first link member may be pivotally supported by a pin or the like with respect to the rim-shaped member. For example, a universal joint (universal joint) is preferably used.

  In the present invention, “to connect the segment with the second link member so as to be swingable” means that the second link member has one end connected to the segment and has at least one direction (for example, This means that it only needs to be able to swing in the width direction. Further, the second link member and the segment may be directly connected or indirectly connected via another member.

  In this case as well, when at least swinging in the width direction is allowed, the segment is pivotally supported by a pin or the like with respect to the second link member. When this is allowed, it is preferable to employ a universal joint as described above.

  In the present invention, “to connect the first link member and the second link member so as to be swingable at the node” means that the second link member has one end connected to the other end of the first link member. This means that it is only necessary to be able to swing in at least one direction (for example, the width direction) with the one end as a base point.

  For this reason, the connection between the first link member and the second link member only needs to be pivotally supported at least so that it can be pivotally supported using a pin or the like. A universal joint may be employed.

  Examples of the elastic means according to the present invention include a material that exhibits a material elastic force typified by a rubber elastic body, a material that exhibits a mechanical elastic force typified by a coil spring, or a rubber elasticity Examples include those obtained by reinforcing the body with fibers, or those that exhibit material and mechanical elasticity in a composite manner, such as an air spring.

  Furthermore, in the link mechanism according to the present invention, the torsion spring member extends in the width direction of the rim-like member, and the link mechanism is connected to the torsion spring member by connecting each of the link portions. Needless to say, a configuration that applies a reaction force to the movement in the width direction is also included in the technical scope of the present invention.

  In the present invention, “circumference”, “width”, and “radius” can be replaced by “front / rear”, “left / right”, and “up / down”, and the “circumference”, “ Of course, the terms “width” and “radius” are also synonymous when used for tires and endless grounding members to be described later. In addition, the “equator line” means a line that circulates the center of the rim-like member in the width direction along the circumferential direction of the rim-like member, and is used for a tire or an endless grounding member described later. Is also synonymous.

  Moreover, in the present invention, when the link node is disposed on the inner side in the width direction than the connecting portion between the first link member and the rim-like member and the connecting portion between the second link member and the segment, In a state where the elastic means is compressed more than the natural length state (steady state) in which the elastic means is not compressed or stretched, and the link node is formed between the connecting portion of the first link member and the rim-like member, and the second link member and the segment. When arranged on the outer side in the width direction than the connecting portion, it is preferable to assemble the elastic means in an extended state from the steady state.

  According to the present invention, a plurality of link mechanisms are arranged on the outer side of the rim-like member at intervals along the circumferential direction, and the segments provided in the upper part of the link mechanism are respectively endless grounding members. By holding the pressure, there is no need to fill with pressurized air or other gas, and therefore the risk of a decrease or disappearance of the tire internal pressure can be sufficiently eliminated.

  In addition, by arranging a plurality of segments around the rim-like member, the entire tire is integrated as one unit while allowing the link mechanisms arranged at intervals along the circumferential direction to function independently of each other. In order to function, a larger contact area is ensured, so that the pressure contact force (grip force) is improved, and the contact pressure distribution in that case can be made more uniform.

  Further, in the present invention, each of the link mechanisms has two links arranged at intervals in the width direction of the rim-shaped member, and the links are connected to the rim-shaped member so as to be swingable. It comprises a first link member, a second link member that connects the segments in a swingable manner, and a node that connects the first link member and the second link member in a swingable manner. In addition to connecting elastic means that can be deformed and restored, each link is configured to have a symmetrical shape with respect to the tire equator line. By doing so, the vertical stiffness, longitudinal stiffness and lateral stiffness of the tire can be easily set as desired under the relationship of being independent from each other.

  That is, according to the link mechanism having such a configuration, by using elastic means as a part of the link mechanism, each of the vertical rigidity, the front-rear rigidity, and the lateral rigidity of the size required for the tire can be made independent of each other. It is possible to provide a non-pneumatic tire that can be easily applied and has excellent riding comfort and maneuverability.

  By the way, in the link mechanism having such a configuration, among the angles formed between the first link member and the rim-shaped member, the acute angle side angle θw formed by the first link member with respect to the width direction of the rim-shaped member is If it is set to a state where it rises at a large angle (for example, θw> 60 °), a phenomenon occurs in which it is displaced (slided) too much in the width (axle) direction with respect to the input received from the ground plane.

  If such an angle is large, the amount of movement in the vertical direction (height direction) becomes small when the grounding member moves laterally with respect to the rim-like member, so that the movement of the link by the endless tread is insufficiently restricted. In this state, the link rises (greater than 90 degrees), and before the necessary lateral force is generated, the link falls to one of the lateral directions.

  For this reason, in this invention, the relationship between a 1st link member and a rim-shaped member is set as follows. That is, among the angles formed between the first link member and the rim-shaped member, the acute angle side angle formed by the first link member with respect to the width direction of the rim-shaped member is 30 degrees or more and 60 degrees or less. Set to range.

  According to such a configuration, the amount of movement permitted when the grounding member moves laterally with respect to the rim-like member and the amount of movement permitted when moving in the vertical direction (height direction) are increased. Therefore, the lateral rigidity as a tire is improved. Therefore, according to the present invention, excellent cornering performance can be exhibited.

  Moreover, in the present invention, when the link node is disposed on the inner side in the width direction than the connecting portion between the first link member and the rim-like member and the connecting portion between the second link member and the segment, In a state where the elastic means is compressed more than the natural length state (steady state) in which the elastic means is not compressed or stretched, and the link node is formed between the connecting portion of the first link member and the rim-like member, and the second link member and the segment. When arranged on the outer side in the width direction than the connecting portion, it is preferable to assemble the elastic means in an extended state from the steady state.

  In this case, the force by which the segments of each link mechanism press the endless grounding member upward is greater than when the elastic means is assembled in a steady state. For this reason, the diameter of the grounding member attached to the link mechanism is expanded as compared with the case where the elastic means is assembled in a steady state. In the present specification, the term “endless” refers to a shape in which both ends thereof are connected to form a closed space, such as an annular shape or a cylindrical shape.

  That is, when the endless grounding member is fixed to the segment and the elastic means is assembled in a compressed state or in an expanded state, the movement of each segment arranged around the rim-like member in the front-rear (circumferential) direction Is more strongly regulated by the endless grounding member. By adopting such a configuration, the link is restrained more reliably by the endless grounding member, and the first link member does not stand up against the urging force (elastic force) by the elastic means, It can be maintained within the desired angular range.

  In addition, in the gap portion between each segment (the portion where the segment does not exist), the bending rigidity in the circumferential direction of the tread is smaller than the portion where the segment exists. Tension is also applied to the gap portion. This increases the bending stiffness in the circumferential direction of the tread, including the parts where no segments are present, and the contact pressure distribution becomes even more uniform. It is even more effective.

  Hereinafter, a non-pneumatic tire according to the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a perspective view schematically showing a basic configuration of a mechanical tire (hereinafter referred to as “tire”) 1 which is an embodiment of the present invention. 2 (a) and 2 (b) are a diagram schematically showing the AA cross section of FIG. 1, and a perspective view showing a segment 7 described later from the lower surface side.

  Reference numeral 2 denotes a cylindrical rim-like member (hereinafter referred to as “rim”) connected to an axle (rotary shaft) (not shown) as shown in FIG. The rim 2 is made of a metal material such as aluminum or an aluminum alloy.

A plurality of link mechanisms 3 are provided on the outer peripheral side of the rim 2 at intervals along the circumferential direction S. Link mechanism 3, as shown in FIG. 2 (a), has two links L _1, L ₂ which are spaced apart along the width direction W of the rim 2, the elastic means that section C ₂ 4 are connected.

Link L _1, as shown in the figure, swinging the connecting portion C ₁ of the one end portion has one end portion connected via a connecting portion C ₁ is a universal joint on the outer sidewall 2a of the rim 2 to the base dynamic possible and the first link member 3a, swinging the connecting portion C ₂ has one end portion connected via a connecting portion C ₂ of the section with respect to the other end of the first link member 3a as a base point And a second link member 3b that can be made of a metal material such as aluminum or an aluminum alloy.

Similarly, the link L _{2 is} also swingable via a first link member 3a connected to the rim 2 via a connecting portion C ₁ and a connecting portion C ₂ as a node with respect to the first link member 3a. And a second link member 3b connected to each other, and is made of a metal material such as aluminum or an aluminum alloy.

The connecting portion C ₁ may have any configuration as long as at least the first link member 3 a can swing in at least one direction (for example, the width direction W) with respect to the rim 2. The connecting portion C ₁ of the present embodiment, the first link member 3a thereby swingably connected in the circumferential direction S with respect to the outer wall 2a of the rim 2, the width direction W of the first link member 3a It is a universal joint which is connected to the rocker so as to be swingable.

Connecting portion C ₂ is, for example, which rotatably connected with the first link member 3a and the pin and a second link member 3b, the direction of rotation, the first link member 3a and the second link member 3b In the width direction W. The connecting portion C _{2 is} also made of a metal material such as aluminum or an aluminum alloy, and a universal joint may be adopted instead of pivotally supporting it with a pin or the like. That is, the connecting portion C _2, the first link member 3a and the second link member 3b is at least one direction (e.g., the width direction W) suffices swings.

The elastic means 4 is compressed and extended along the width direction W of the rim 2 between the connecting portions C ₂ according to the movement of the links L ₁ and L ₂ . Accordingly, the required rigidity (for example, vehicle type, usage environment, or driver) with respect to the relative displacement in the circumferential direction (front-rear direction) S, width direction (left-right direction) W, and radial direction (up-down direction) R of the tire 1 is obtained. Rigidity determined by the requirements of the

  The elastic means 4 includes, for example, a material that exhibits a material elastic force typified by a rubber elastic body, a material that exhibits a mechanical elastic force typified by a coil spring, or a rubber elastic body made of fiber. Examples thereof include a reinforced one or a material that exhibits a composite of material and mechanical elasticity such as an air spring.

Reference numeral 6 denotes an endless tread ring (grounding member) attached to the outside of the link mechanism 3 as shown in FIG. The tread ring 6 is made of an elastic material such as rubber, and a reinforcing layer _RL is provided on the back surface thereof as shown in FIG.

In the present invention, the term “endless” refers to a shape that forms a closed space inside by connecting both ends thereof, such as an annular shape or a cylindrical shape. Further, the reinforcing layer _RL can be disposed inside the tread ring 6. Furthermore, although the tread ring 6 has a planar shape including only a crown portion, a shoulder portion or a side portion may be provided and wound inside the rim 2 as in the case of a tire in the original sense.

  Reference numeral 7 denotes a segment for connecting the second link member 3 b of the link mechanism 3 to the back surface of the tread ring 6. As shown in FIG. 2 (b), the segment 7 includes two plate members 7a that extend in the width direction W and that have a flat tread surface (a coupling surface with the tread ring 6) 7f.

  Although various shapes can be employed for the plate member 7a, in this embodiment, a chevron steel shape is employed. The plate member 7a is also made of a metal material such as aluminum or an aluminum alloy.

  As shown in FIG. 2 (b), two bracket portions 7b are joined to the plate member 7a at an interval ΔX1 along the circumferential direction S, respectively. The bracket portion 7b is also made of a metal material such as aluminum or an aluminum alloy. Reference sign B is a bearing that rotatably holds a shaft 3c described later.

Shaft 3c extends along the width direction W, functions second link member 3b and the segment 7 and a (plate member 7a) as the connecting part C ₃ to swingably connected. Both ends of the shaft 3c are rotatably connected to the bearing B. The other end of the second link member 3b is connected to the shaft 3c so as to be swingable along the width direction W using a pin or the like. Accordingly, the segment 7 swings in the circumferential direction S and swings in the width direction W with respect to the second link member 3b.

The connecting portion C ₃ is at least one direction with respect to the segments 7 at least a second link member 3b (e.g., the width direction W) since it is sufficient swing, without providing a shaft 3c, connecting portion C ₁ Similarly to the above, a universal joint may be used. Moreover, the 2nd link member 3b can also be set as the structure directly connected with each of the two bracket parts 7b located in a sidewall side.

That is, the link mechanism 3 of this embodiment includes links L ₁ and L ₂ connected to the rim 2, elastic means 4 and a segment 7 for associating these links L ₁ and L ₂ .

  Each of the link mechanisms 3 is urged so as to extend outward along the radial direction R by the elastic means 4. Accordingly, when each link mechanism 3 is compressed inward along the radial direction R, the link mechanism 3 is outwardly directed along the radial direction R by the elastic force (restoring force) of the elastic means 4. Try to stretch to. That is, the external appearance of the link mechanism 3 is maintained in a constant state on the rim 2 by the elastic force of the elastic means 4.

In this embodiment, the tread ring 6 is attached in a state in which the elastic means 4 of the link mechanism 3 is compressed, thereby giving a so-called tagging effect. Further, in fixing the tread ring 6 to the segment 7, various methods such as adhesion can be adopted, but in this embodiment, the plate member 7 a is pressure-bonded to the segment 7 using the fixture F. As the fixture F, for example, a bolt F ₁ with a hole for a hexagon wrench using a hexagon wrench (hexagon wrench) and a nut F ₂ are used.

  Further, when fixing the tread ring 6 to the segment 7, the size of the plate member 7 a or the arrangement of the link mechanism 3 is set so that the adjacent segments 7 form a small gap along the circumferential direction S. decide.

  As a result, each of the link mechanisms 3 holds the tread ring 6 along the circumferential direction S with a small gap by each segment 7. It should be noted that the allowance interval can be appropriately set according to the vehicle type, usage environment, driver's request, and the like.

For example, the tire 1 is displaced from the state shown by the solid line in FIG. 3A so that the rim 2 and the tread ring 6 approach each other along the radial direction R as shown by the phantom line immediately under the load. Then, the links L ₁ and L ₂ are bent so as to approach each other with the connecting portion C ₂ as a base point, and the elastic means 4 is compressed and deformed in the width direction W.

The compressive deformation of the elastic means 4 simultaneously applies a reaction force that separates the links L ₁ and L ₂ to the node C ₂ . That is, each of the link mechanisms 3 can generate required vertical rigidity (rigidity in the radial direction R) when the rim 2 and the tread ring 6 approach in the radial direction R due to the presence of the elastic means 4.

3B, when the rim 2 and the tread ring 6 are relatively displaced along the circumferential direction S from the state shown by the solid line in FIG. 3B, the entire link mechanism 3 is extended. Directly, the total length of the links L ₁ and L ₂ is increased, thereby causing the elastic means 4 to undergo tensile deformation.

The tensile deformation of the elastic means 4 simultaneously applies a reaction force that causes the links L ₁ and L ₂ to approach the circumferential direction S to the connecting portion C ₂ . That is, each of the link mechanisms 3 causes the required longitudinal rigidity (rigidity in the circumferential direction S) when the rim 2 and the tread ring 6 are relatively displaced in the circumferential direction S due to the presence of the elastic means 4. Can do.

3C, when the rim 2 and the tread ring 6 are relatively displaced in the width direction W as shown by the phantom line, the entire link mechanism 3 is oscillated and displaced. Directly, the links L ₁ and L ₂ are oscillated and displaced with the connecting portion C ₁ and the node C ₂ as base points, thereby causing the elastic means 4 to undergo tensile deformation.

The tensile deformation of the elastic means 4 simultaneously causes a reaction force that causes the links L ₁ and L ₂ to approach in the width direction W to act on the connecting portion C ₂ . That is, each of the link mechanisms 3 can generate required lateral rigidity (stiffness in the width direction W) when the rim 2 and the tread ring 6 are relatively displaced in the width direction due to the presence of the elastic means 4.

  In the above description, the case where displacements in the circumferential direction S, the width direction W, and the radial direction R are independently generated between the rim 2 and the tread ring 6 has been described. Then, even when two or more of these relative displacements occur at the same time, it is a matter of course that the required rigidity can be provided at the same time as a composite.

  That is, according to the tire 1 shown in FIGS. 1 to 3, a plurality of link mechanisms 3 are arranged on the outer side of the rim 2 along the circumferential direction S at intervals, and provided on the upper part of the link mechanism 3. Since each segment 7 holds the endless tread ring 6, it is not necessary to fill with pressurized air or other gas, so that the fear of a decrease or disappearance of the internal pressure of the tire 1 can be sufficiently removed.

  Further, since the plurality of segments 7 are arranged around the rim 2, the tires 1 as a whole are allowed to function independently from each other while the link mechanisms 3 arranged at intervals along the circumferential direction S are functioning independently. Since it functions as a single unit, a larger contact area is ensured, so that the press contact force (grip force) is improved, and the contact pressure distribution in that case can be made more uniform.

In addition, many of the tires that have been proposed in the past have not had optimum rigidity characteristics for each of the vertical direction, the front-rear direction, and the horizontal direction, whereas the tire 1 shown in FIGS. each such link mechanism 3, the two links arranged at an interval in the width direction W of the rim 2 L _1, having a L _2, at least the width direction the link L _1, L _2, against the rim 2 A first link member 3a that is swingably connected to W, a second link member 3b that connects the segment 7 so as to be swingable at least in the width W direction, a first link member 3a, and a second link member 3b; And a connecting portion C ₂ that is swingably connected in the width direction W of the rim 2. The connecting portion C ₂ is connected with elastic means 4 that can be deformed and restored, and the link L _1, L _2, respectively, symmetrical shape with respect to the tire equator line Le Since the elastic means 4 is appropriately adjusted and exchanged according to the vehicle type and application, etc., the vertical rigidity, the longitudinal rigidity and the lateral rigidity of the tire 1 can be simplified under the relationship of being independent from each other. Can be set as desired.

  That is, according to the link mechanism 3 having such a configuration, by using the elastic means 4 as a part of the link mechanism 3, each of the vertical rigidity, the front-rear rigidity, and the lateral rigidity of the tire 1 having a size as required can be obtained. Thus, it is possible to provide a non-pneumatic tire that can be easily provided independently of the vehicle, and has excellent riding comfort and maneuverability.

  As a modification of the tire 1, torsion bars 8 and 9 as torsion springs can be provided in the link mechanism 3 as illustrated in FIGS. 4 to 7.

The elastic means 4 according to this embodiment is a spring, and is arranged between the connecting portion C ₂ of the link L _{1 and} the connecting portion C ₂ of the link L ₂ by a base member 20 fixed to the link member 3a or 3b. Has been.

As shown in FIG. 4A and the like, the torsion bar 8 extends along the width direction W, and both ends 8a and 8b thereof cannot be rotated with respect to the outer wall 2a of the rim 2 (see FIG. 1 and the like). Although it can be fixed, preferably, the central portion of the torsion bars 8a and 8b (that is, the middle of the torsion bar 8) cannot be rotated with respect to the rim 2 in order to secure a large torsion part of the torsion bars 8a and 8b. Fixed against. An end 8a of the torsion bar 8 in the vicinity of the inner side of 8b, the link L ₁ and link L ₂ is swingably connected along the width direction W via respectively, the connecting portion C _1. Thus, the torsion bar 8, with respect to the rim 2, circle centered and torsion spring, the connecting portion C ₁ of the link L ₂ with respect to twisting in the circumferential direction S around the connecting portion C ₁ of the link L ₁ It functions as a torsion spring against torsion in the circumferential direction S.

  On the other hand, the torsion bar 9 also extends along the width direction W as shown in FIG. The torsion bar 9 can be fixed to the rim 2 so that the central portion thereof (that is, the middle of the torsion bar 9) cannot rotate, but preferably the torsion bar 9 as in this embodiment. Both ends 9a, 9b of the rim 2 are rotatable with respect to the outer wall 2a of the rim 2. However, if the torsion function of the torsion bar 9 is ensured, it is not denied that the torsion bar 9 is fixed so as not to rotate. Further, as shown in FIG. 4B and the like, the one end portion 10a of the moment arm 10 is integrally fixed in the vicinity of the inside of the end portions 9a and 9b of the torsion bar 9, respectively.

At the other end 10b of the moment arm 10, connecting rod 11 through a connecting portion C ₄ they are connected. The connecting portion C ₄ allows at least the one end portion 11 a of the connecting rod 11 to rotate around the axis of the moment arm 10 (oscillates along the width direction W), and the other end portion 10 b of the moment arm 10. It is allowed to swing in the circumferential direction S as the center.

In this embodiment, the other end portion 10b of the moment arm 10 is configured in a pin shape, and the other end portion 10b is rotatably held inside the sleeve member 12, and the sleeve member 12 is held at one end portion 11a of the connecting rod 11. rotatably held to around the axis along the inner side in the width direction W of the formed through hole to constitute a connecting portion C _4.

Further, the other end portion 11 b of the connecting rod 11 is connected to the connecting portion C ₂ of the link L ₁ (L ₂ ) via the base member 20.

The pedestal member 20 includes a seat surface portion 21 that holds one end portion of the elastic means 4 and a seat surface holding portion 22 that holds the seat surface portion 21, and the seat surface holding portion 22 is formed at the connecting portion C ₂ . A hinge pin portion 23 that is rotatably inserted into a not-shown concave portion (including a through hole) and a hinge pin portion 24 that is inserted into a connecting portion C ₅ provided at one end portion 11 b of the connecting rod 11 are integrally provided. It has been.

Specifically, like the one end portion 11a of the connecting rod 11, a through hole is formed in the one end portion 11b of the connecting rod 11, and the sleeve 13 is held inside the through hole so as to be rotatable around an axis along the width direction W. while, constituting the connecting portion C ₅ a hinge pin portion 24 of the base member 20 inside of the sleeve 13 rotatably held to.

As a result, the torsion bar 9 is integrally connected to the connecting portion C ₂ of the links L ₁ and L ₂ from the connecting rod 11 via the pedestal member 20 via the moment arm 10, and thus the width of the links L ₁ and L ₂ . It functions as a torsion spring against displacement in the direction W.

As shown in FIG. 4 and the like, the cross bar 14 extends along the width direction W, and the link L ₁ and the link L ₂ are connected to each other so as to be swingable in the width direction W by a connecting portion C ₃ . . Further, a segment (plate member 7a) 7 is held at both ends 14a and 14b of the cross bar 14 via a bracket 7b so as to be rotatable or non-rotatable. That is, the cross bar 14 also functions in the same manner as the shaft 3c described above.

4-7, for example, when the tread ring 6 approaches the rim 2 along the radial direction R, as shown in FIGS. 4 (a) and 5 (a), the elastic means 4 is used. Is compressed from l ₁ to l ₂ , thereby generating a restoring force accompanying the compression deformation.

  That is, according to the same configuration, when the tread ring 6 approaches or separates from the rim 2 along the radial direction R, the required vertical rigidity is imparted by the compression or expansion of the elastic means 4 as in the previous embodiment. be able to.

  Further, according to this configuration, for example, when the link mechanism 3 is tilted along the circumferential direction S with respect to the rim 2 as shown in FIG. 6B, the torsion bar 8 is twisted around its axis. As a result, a restoring force accompanying the torsional deformation is generated.

  That is, according to the same configuration, when the link mechanism 3 tilts along the circumferential direction S with respect to the rim 2 as in the other embodiments, the required longitudinal rigidity is obtained by the restoring force accompanying the torsional deformation of the torsion bar 8. Can be granted.

  Furthermore, according to this configuration, the lateral rigidity when the tread ring 6 is displaced left and right along the width direction W with respect to the rim 2 is further effective.

For example, in the direction indicated by an arrow in FIGS. 7 (a) the link mechanism 3 with respect to the rim 2 and is displaced along the width direction W, connecting portions of the connecting portion C ₂ and the link L ₁ link L ₁ Accordingly Between C ₂ , a height change along the radial direction R as indicated by reference sign θ _S in FIG. 7B occurs.

  As a result, as shown in FIG. 7 (a), the torsion bar 9 is twisted through the elastic means 4, the moment arm 10 and the connecting rod 11, and a restoring force accompanying the torsional deformation is generated.

  That is, according to the configuration, the lateral rigidity can be further increased by the restoring force accompanying the torsional deformation of the torsion bar 9.

Therefore, when the connecting portion C ₂ is connected by the elastic means 4 and the torsion bars 8 and 9 are added as in the same configuration, the longitudinal rigidity and the lateral rigidity are more reliably generated as compared with the case of the elastic means 4 alone. And each can be controlled independently.

  FIG. 8 is a perspective view showing still another form of the link mechanism 3 according to the present invention from the upper side (ground plane) side. In addition, the same part as another form has the same code | symbol, and abbreviate | omits the description.

In this embodiment, the seat surface portion 21 and the seat surface holding portion 22 constituting the base member 20 on the link L ₂ side are provided separately, and the seat surface holding portion 22 functions as a hinge pin member having the hinge pin portion 23. For this reason, in this embodiment, the seat surface portion 21 is formed integrally with the guide shaft 25, and a female screw that penetrates the seat surface holding portion 22 is formed inside the seat surface holding portion 22, while one end of the guide shaft 25 is formed. forming a male screw on the part 25a, it is screwed to the seat surface holding portion 22 one end 25a of the link L ₂ side of the guide shaft 25. Accordingly, if the guide shaft 25 is rotated, the guide shaft 25 can advance and retreat with the seat surface portion 21 and the seat surface holding portion 22 on the link L ₂ side as a base point.

On the other hand, the seat member 20 on the link L ₁ side is integrally provided with a seat surface portion 21 and a seat surface holding portion 22, and the other end portion 25 b of the guide shaft 25 is slidably held by this seat member 20. A through-hole is formed. Accordingly, if rotating the guide shaft 25, without the guide shaft 25 from interfering with the base member 20, the seat surface portion 21 of the link L ₂ side, as shown in FIG. 9 (a), (b) , following the advance and retreat of the guide shaft 25, movable toward and away from the link L ₁ side of the base member 20.

That is, if the guide shaft 25 spanned between the pedestal member 20 on the link L ₁ side and the pedestal holding portion 22 on the link L ₂ side is rotated in one direction, the two seating surface portions 21 are moved in the width direction W. The two seating surface portions 21 can be separated from each other along the width direction W even if the guide shaft 25 is rotated in the reverse direction.

  As a result, even when the tread ring 6 is mounted around the rim 2, the elastic means 4 can be freely adjusted to the compressed state or the expanded state only by rotating the guide shaft 25 according to the rotation direction. Can do. That is, even when the tread ring 6 is mounted around the rim 2, a desired tag effect can be imparted by a simple operation by simply rotating the guide shaft 25.

By the way, in the link mechanism 3 having such a configuration, the first link member 3a among the angles formed between the first link member 3a and the rim 2 in a no-load state in which no load is applied to the tire 1 from the outside. FIG. 10 shows a state in which a lateral force is applied when the acute angle θw formed with respect to the width direction W of the rim 2 is set at a large angle (for example, θ _W > 60 °). As described above, a phenomenon occurs in which the entire link mechanism 3 is displaced (slid) in the width direction W as indicated by the arrow Dx with respect to the load Fy received from the ground contact surface, as indicated by the arrow Dx.

When the tread ring 6 moves in the lateral direction W with respect to the rim 2 with such a large angle, the amount of movement in the vertical direction (height direction) R decreases, so the links L ₁ , L by the tread ring 6 are reduced. _The link L ₁ or the link L ₂ rises in a state in which the movement restraint of ₂ is insufficient, causing a problem that the link falls to one of the lateral directions before the necessary lateral force is generated.

In particular, in this case, when one of the links L2 rises to a position that is substantially perpendicular (90 degrees) to the rim 2 as shown by a region A in FIG. 10, the displacement of the links L ₁ and L ₂ is reduced. Since it is difficult for a load to be applied to the elastic means 4, it is also considered that the link mechanism 3 as a whole tends to collapse depending on the addition applied to the tread ring 6.

  For this reason, in this invention, the relationship between the 1st link member 3a and the rim | limb 2 is set as follows. That is, among the angles formed between the first link member 3a and the rim 2, the angle θw on the acute angle side formed by the first link member 3a in the width direction W of the rim 2 is changed from 30 degrees to 60 degrees. The following range (30 ° ≦ θw ≦ 60 °) is set.

  According to this configuration, the amount of movement allowed when the tread member 6 moves in the lateral direction W with respect to the rim 2 and the amount of movement allowed when moved in the vertical direction (height direction) R are as follows. Since it becomes large, the lateral rigidity W as the tire 1 is improved. Therefore, according to the present invention, excellent cornering performance can be exhibited.

Further, the both link mechanism 3 according to the embodiment, by disposing the connecting portion C ₂ of the link L _1, L ₂ in the width direction W inner than the connecting portion C ₁ and the connecting part C _3, the link L ₁ , L ₂ bends outward.

  In the link mechanism having such a configuration, the elastic means 4 is assembled in a compressed state (Lo-ΔL) rather than a natural length Lo state in which the elastic means 4 is not compressed or expanded (hereinafter referred to as “steady state”). In this case, the force with which the segments 7 of each link mechanism 3 press the tread ring 6 upward is greater than when the elastic means 4 is assembled in a steady state. For this reason, the diameter of the tread ring 6 attached to the link mechanism 3 is expanded as compared with the case where the elastic means 4 is assembled in a steady state.

  That is, when the tread ring 6 is fixed to the segment 7 and the elastic means 4 is assembled in a compressed state, the movement of each segment 7 arranged around the rim 2 in the front-rear (circumferential) direction R is the tread ring. 6 is more firmly regulated. By adopting such a configuration, the link is more reliably restrained by the tread ring 6, and the first link member 3a does not stand up against the urging force (elastic force) by the elastic means 4 as desired. Can be maintained within the angle range (30 ° ≦ θw ≦ 60 °).

  Further, in the gap portion between the segments 7 (the portion where the segment 7 does not exist), the bending rigidity in the front-rear direction of the tread ring 6 is smaller than the portion where the segment 7 exists, but this configuration is adopted. For example, tension is also applied to the gap portion of the segment 7. As a result, the bending rigidity in the front-rear direction of the tread ring 6 including the portion where the segment 7 does not exist increases, so that the contact pressure distribution becomes more uniform, so that road noise can be suppressed. It is further effective in improving the above.

Incidentally, the above-described effect, that the connecting portion C ₂ of the link L _1, L ₂ are arranged in the width direction W outside of the connecting portion C ₁ and the connecting part C _3, the link L _1, L ₂ are outwardly The same applies to a configuration that bends in a straight line. That is, in the case where the link mechanism 3 has a configuration in which the links L ₁ and L ₂ are bent outward, the link mechanism 3 described above can be connected to the link L by assembling the elastic means 4 in a state of being extended from the steady state. The same effect as that of the configuration in which ₁ and L ₂ are bent inward is obtained.

  Hereinafter, in the mechanical tire which corresponds to a tire of size 225 / 55ZR17 and employs the link mechanism 3 of FIGS. 4 to 7, the spring 4 having a spring constant k = 87,100 (N / m) is assembled with a natural length. The test results of the example and the comparative example when sliding laterally with respect to the road surface on the basis of the tread ring 6 with no reinforcing layer interposed will be described.

  In the embodiment, in the initial state in which the tread ring 6 is mounted, the acute angles θw on the left and right are set at θw = 51.2 (degrees). In the comparative example, in the initial state where the tread ring 6 is mounted, the acute angles θw on the left and right sides are set at θw = 71.4 (degrees).

  FIG. 11A is an analysis diagram showing the height (radial direction R) displacement with respect to the lateral (width direction W) displacement in the comparative example according to the test. Moreover, FIG.11 (b) is an analysis figure which shows the height (radial direction R) displacement with respect to a lateral (width direction W) displacement of the Example which concerns on the test.

In 11 (a) and 11 (b), the form shown by the solid line is the form of the links L ₁ and L ₂ in the initial state where the tread ring 6 is mounted. In addition, the forms shown by the dotted line and the alternate long and short dash line are the same amount of tire load as that of the links L ₁ and L ₂ when the tread ring 6 is slid by 10 mm in the lateral direction with a tire load of 4000 N added. It is the form of the links L ₁ and L ₂ when the tread ring 6 is slid 20 mm in the lateral direction in the added state.

  Table 1 below shows the measurement results at that time.

  As is clear from the comparison between FIG. 11 (a) and FIG. 11 (b), in the embodiment, it is possible to ensure a greater change in the height of the tread ring 6 than in the comparative example. That is, according to the embodiment, it is possible to secure a grip force larger than that of the comparative example with respect to the lateral movement on the road surface.

  Furthermore, FIGS. 12 and 13 show the amount of movement in the front-rear direction when the vehicle is slid laterally with respect to the road surface from a state where a tire load of 4000 N is applied perpendicularly to the road surface, using the comparative example and the example, respectively. It is the measurement figure which measured the change of the lateral load (lateral force Y) and the tire load (load Z) with respect to the longitudinal load (longitudinal force X), and the amount of movement in the lateral direction, respectively.

  In the comparative example, as shown by the lateral force Y in FIG. 12, when a force is applied in the lateral direction when a load of 4000 N is applied, only a maximum of about 800 N is generated, and thereafter, the phenomenon decreases as it is. Occur. This means that when traveling at 36 (km / h), the corner of 50R cannot be bent.

  On the other hand, in the embodiment, as shown by the lateral force Y in FIG. 13, the vehicle can be surely bent when traveling at a corner of 50R at 36 (km / h).

  Each form mentioned above and the various structures included in it can be combined suitably according to a vehicle type, use environment, or a driver | operator's request | requirement.

It is a perspective view showing typically the basic composition of the mechanical tire which is one form of the present invention. (a), (b) is the figure which shows typically the AA cross section of FIG. 1, and the perspective view which shows the segment which concerns on the same form from the lower surface side. (a) to (c) are respectively a skeleton diagram for explaining the vertical rigidity generated in the tire when a load is applied directly from an unloaded state, a skeleton diagram for explaining the longitudinal rigidity generated in the tire, and It is a skeleton figure explaining the left-right rigidity which generate | occur | produces in the tire. (a), (b) is the principal part front view and side view which show typically the other form of the link mechanism employ | adopted as the tire as an unloaded state, respectively. (a), (b) is the principal part front view and side view which show typically a state when a load is applied directly under the link mechanism, respectively. (a), (b) is the principal part front view and side view which show typically a state when the link mechanism inclines. (a), (b) is the principal part front view and side view which show typically a state when the said link mechanism moves to a horizontal direction, respectively. It is a principal part perspective view which shows the further another form of the link mechanism which concerns on this invention from the upper part (grounding surface) side. It is the perspective view which shows the state which removed the base which concerns on the link mechanism with an elastic means, and the principal part perspective view which shows the state which adjusted the same base and the elastic means compressed. When the tire which concerns on this invention receives the load from a ground surface, it is a principal part front view which shows the state which the whole link mechanism displaced (slid) in the width direction with the tread ring. (a), (b) is the analysis figure which shows the height (radial direction R) displacement with respect to a lateral (width direction W) displacement of each of the comparative example and Example which concerns on the said test, respectively. Using a comparative example, when the vehicle is slid laterally with respect to the road surface from a state where a tire load of 4000 N is applied perpendicularly to the road surface, the lateral load with respect to the longitudinal movement amount and the lateral load amount, and It is the measurement figure which measured change of tire load, respectively. Using the example, when the vehicle is slid laterally with respect to the road surface from a state where a tire load of 4000 N is applied perpendicularly to the road surface, the lateral load with respect to the longitudinal movement amount and the lateral load amount, and It is the measurement figure which measured change of tire load, respectively.

Explanation of symbols

1 Mechanical tire (non-pneumatic tire)
2 Rim (rim-shaped member)
3 Link mechanism
3a First link member
3b Second link member 4 Elastic means 6 Tread ring (grounding member)
7 segments
7a Plate material
7b Bracket (bearing base)
8 Torsion bar
8a, 8b Torsion bar end 9 Torsion bar
10 Moment arm
10a One end of moment arm
10b The other end of the moment arm
11 Connecting rod
11a One end of connecting rod
11b The other end of the connecting rod
13 sleeve
14 Crossbar
14a One end of the crossbar
14b The other end of the crossbar
20 Base member
21 Seat
22 Seat holding section
23 Hinge pin
24 Hinge pin
25 Guide shaft
C1 connecting part
C2 connecting part (section)
C3 connecting part
C4 connecting part
C5 connecting part
L ₁ and L ₂ links

Claims (2)

Provided with a plurality of link mechanisms arranged on the outer side of the rim-like member at intervals along the circumferential direction thereof, and respectively connecting a plurality of segments extending in the width direction of the rim-like member to the rim-like member. ,
This link mechanism has two links arranged at intervals in the width direction of the rim-shaped member,
A first link member that is swingably connected to the rim-like member, a second link member that swingably connects the segments, and a first link member and a second link member that are swingable. It consists of joints that connect,
While connecting the elastic means that can be deformed and restored between the joints, each of the links is symmetric with respect to the equator line of the rim-shaped member,
Each of the segments is held by an endless grounding member,
Among the angles formed between the first link member and the rim-shaped member, the acute angle formed by the first link member with respect to the width direction of the rim-shaped member is in the range of 30 degrees to 60 degrees. Non-pneumatic tire characterized by setting.   The non-pneumatic tire according to claim 1, wherein the elastic means is assembled in a state of being compressed and deformed or in a state of being subjected to tensile deformation.

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