JP2001080303A - Wheel with damper - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel with damper in which a ride quality in a frequency area of 10 Hz or more is improved and rubber is not used for a damper. SOLUTION: This wheel comprises a first member 10, a second member 20, and a damper 30 having a metal spring 33. A spring constant of the spring 33 is selected so that resonance point of a vibration system constituted of a vehicle and the spring 33 is around 10 Hz or more, resulting in improving ride quality in a frequency area of 10 Hz or more. Since rubber is not used for the damper 30, reliability in strength is improved.

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. There is also a proposal to incorporate a coil spring damper in place of the rubber damper, but there are problems with the manufacturing method and strength. 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 improve ride comfort,
An object of the present invention is to provide a wheel with a damper that can 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 coil spring dampers, and has high strength reliability.

[0004]

The present invention to achieve the above object is as follows. (1) A first member composed of a part of the wheel and a second member composed of the other part of the wheel, which are displaceable relative to each other, and are mounted between the first member and the second member. And a damper, wherein the damper is one or more,
A wheel with a damper, which has a plate-like shape and has a metal spring. (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 comprises the metal spring, a metal hard inner ring, and a metal hard outer ring;
The wheel with a damper according to (1), wherein the metal spring is disposed between the inner ring and the outer ring. (4) The wheel with a damper according to (3), wherein the spring is fixed to the inner ring and the outer ring by caulking the inner ring and the outer ring at a position in contact with the inner ring and the outer ring. (5) The wheel with a damper according to (3), wherein the spring is fixed to the inner ring and the outer ring by a rivet at a position in contact with the inner ring and the outer ring. (6) The spring is fixed to the inner ring and the outer ring by winding an end of the spring around a pin fixed to the inner ring and the outer ring at a position in contact with the inner ring and the outer ring ( 3) The wheel with a damper according to the above. (7) The wheel with a damper according to (1) or (3), wherein the damper has a plurality of the metal springs, and the plurality of metal springs are arranged apart from each other in a damper width direction. (8) The first member and the second member include:
The wheel with a damper according to (1), wherein a stopper is formed on a side that receives a load from the damper when the vehicle turns. (9) After the damper is fitted to the first member and the second member and one end in the width direction of the damper is engaged with the retaining member, the first member and the second member are separated from each other. The damper according to (8), wherein the portion corresponding to the other end in the width direction of the damper is pressed and the damper is pressed to attach and fix the damper to the first member and the second member. wheel. (10) After the damper is fitted to the first member and the second member, and one end in the width direction of the damper is engaged with the retaining member, the first member and the second member are separated from each other. The damper according to (8), wherein the portion corresponding to the other end in the width direction of the damper and the damper are welded together, whereby the damper is assembled and fixed to the first member and the second member. With wheels. (11) The first member and the second member are made of resin, and the damper is encased in the first member and the second member when the first member and the second member are formed. The wheel with a damper according to (8). (12) The wheel with a damper according to (1) or (3), wherein the metal spring is formed of a wavy spring that extends continuously in the wheel circumferential direction while forming a wavy shape. (13) The wheel with a damper according to (12), wherein the wavy spring is a leaf spring or a spring in which linear springs are bundled in a plate shape. (14) The wheel with a damper according to (1) or (3), wherein the metal spring comprises a plurality of annular springs arranged in the circumferential direction of the wheel. (15) The wheel with a damper according to (14), wherein the shape of the ring-shaped spring is any one of a circle, an ellipse, an ellipse, and a polygon. (16) The wheel with a damper according to (1) or (3), wherein the metal spring comprises a plurality of C-shaped springs arranged in a circumferential direction of the wheel. (17) The wheel with a damper according to (1) or (3), wherein the metal spring is formed of a plurality of S-shaped springs arranged in a circumferential direction of the wheel.

In the above-mentioned wheels with dampers (1) to (17), since the wheels have 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. ~ 20H
By tuning for vibration damping of z (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 in a range slightly lower than 10 Hz. ), And the riding comfort is improved (the rugged feeling in the 10 to 20 Hz range can be absorbed and attenuated). 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. In addition, since the damper is made of metal, it is more reliable in terms of strength than a rubber damper, and welding can be used for assembling to the wheel. (Welding is used because rubber has the effect of welding heat on rubber.) It is relatively easy to assemble and manufacture a wheel with a damper. Further, as compared with the coil spong damper, the assembling is easy and the support of the vehicle weight is easy.

[0006]

FIG. 1 shows a wheel-side structure of a wheel with a damper according to a first embodiment of the present invention.
FIG. 3 shows a wheel-side structure of a wheel with a damper of a second embodiment of the present invention, and FIG. 3 shows a wheel-side structure of a wheel with a damper of the third embodiment of the present invention. FIGS. 4 and 5 show a damper-side structure of a wheel with a damper of a fourth embodiment of the present invention, and FIGS. 6 to 10 show a structure of the damper-side of a wheel with a damper of the fifth embodiment of the present invention. 11 and 12 show a damper-side structure of a wheel with a damper according to a sixth embodiment of the present invention.
13 to 15 show a damper-side structure of a wheel with a damper according to a seventh embodiment of the present invention.
Shows the damper side structure of the wheel with damper of the eighth embodiment of the present invention, and FIGS. 18 to 24 show 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, FIGS.
A description will be given with reference to FIG. 2, FIG. 13, FIG. 14, FIG. 16, and FIG. As shown in FIG. 1, a wheel with a damper of the present invention includes a first member 10, which is a part of the wheel, a second member 20, which is another part of the wheel, and a first member, which are relatively displaceable from each other. And a damper 30 mounted between the second 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 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 is a plate-shaped, metal,
It has a spring 33. A coil spring having a problem in assembly is not used for the spring 33. The damper 30 includes a spring 33, an inner ring 32, and an outer ring 31. 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 radial direction of the damper. A spring 33 is disposed in this space, and the spring 33 is disposed between the inner ring 32 and the outer ring 31.

The spring 33 is fixed to the inner ring 32 and the outer ring 31 at a position where the spring 33 contacts the inner ring 32 and the outer ring 31. The fixing of the spring 33 to the inner ring 32 and the outer ring 31 is performed by caulking the outer ring 31 and the inner ring 32 (FIG. 5), rivets 38 (FIG. 12), 3
1 and 32, etc.
3) It is desirable to use mechanical fixing other than welding of the spring 33. The fixing other than welding is performed by using the spring 33 by the heat of welding.
This is because the spring characteristics of the spring 33 are prevented from changing, and a local increase in stress of the spring 33 is suppressed to improve durability.

The damper 30 preferably has a plurality of metal springs 33 in the width direction of the damper.
One). When the damper 30 has a plurality of springs 33, it is desirable that the plurality of springs 33 be arranged apart from each other in the damper width direction. The reason for this is to make the wheel with damper moderately soft in the rim angle direction. In order to position the spring 33 apart in the damper width direction, the inner ring 32 and the outer ring 3
In 1, bent portions 32 b and 31 b are formed in a direction protruding toward a ring facing a center portion in a damper width direction. By appropriately selecting the interval between the bent portions 32b and 31b in the radial direction of the damper, the bent portions 32b and 31b can function as a stopper for preventing the vertical displacement of the damper 30 from being excessively displaced.

The metal spring 33 of the damper 30 (spring 3)
When the first member 10 and the second member 20 are relatively displaced in the up-down direction, the spring constant of the metal spring 33 (spring 3) 33
When there are multiple vibrations, the vibration
The frequency is set so as to have a resonance point at 10 Hz or less, for example, 8 to 10 Hz so as to attenuate the vertical vibration at or above Hz, for example, around 15 Hz. This setting is for spring 3
It is possible by selecting the dimensions (width and thickness) and number of three.

The metal spring 33 of the damper 30 has a characteristic that it is soft in the in-plane direction of the wheel, rigid in the direction perpendicular to the plane, soft in the rim angle direction, and rigid in the wheel rotation direction. It is desirable that Here, the in-plane direction, the plane perpendicular direction, the rotation direction, and the rim angle direction are respectively shown in FIGS.
This is the direction shown in FIG. 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 softness of the spring 33,
The rigidity is as shown in the displacement / load characteristics in FIG. Soft indicates a relatively large displacement. However, there are limitations. Rigidity has displacement but is small.

The springs having the above characteristics include a wave spring (a plate-like or linear spring bundled into a plate) shown in FIG. 4 and a plurality of ring-shaped springs shown in FIG. 14 or a C-shaped spring shown in FIG. 14 alternately or in the same direction and arranged in the damper circumferential direction, or an S-shaped spring shown in FIG. There are springs arranged in the same manner in the circumferential direction of the damper. In the case of a wavy leaf spring,
A relatively large elastic deformation is obtained by bending, shearing, tensioning and compressing the spring 33 between the fixed portions to the inner and outer rings,
Since the spring 33 is rigid in the width direction, the above-described characteristics in the in-plane direction, the in-plane direction, the rotation direction, and the rim angle direction are obtained. The wave spring may be other than a single leaf spring. For example, a linear spring obtained by bundling a linear spring into a plate shape can exhibit almost the same characteristics as the case of the plate shape, and includes such a case. When a ring-shaped spring, a C-shaped spring, or an S-shaped spring is arranged, a relatively large elastic deformation is obtained in the vertical direction of the wheel due to a bending deformation in which the shape of each spring 33 changes. Since the direction becomes rigid, the above-mentioned characteristics in the in-plane direction, the plane perpendicular direction, the rotation direction, and the rim angle direction can be obtained.

The damper 30 is fixed to the first member 10 and the second member 20 by any of the following structures.
In the first fixing structure, retaining members 34 and 35 are formed on the first member 10 and the second member 20, respectively, on the side that receives the load from the damper 30 when the vehicle turns. Then, as shown in FIG. 1, after the damper 30 is fitted to the first member 10 and the second member 20 and one end in the width direction of the damper 30 is engaged with the stoppers 34 and 35, the first member By crimping a portion of the 10 and the second member 20 corresponding to the other end in the width direction of the damper 30 (caulking portions are indicated by 36 and 37), the damper 30 is pressed.
0 is assembled and fixed to the first member 10 and the second member 20.

In the second fixing structure, the first member 1
The 0 and the second member 20 are formed with retaining members 34 and 35, respectively, on the side that receives the load from the damper 30 when the vehicle turns. Then, as shown in FIG.
After engaging the first member 10 and the second member 20 with the first member 10 and the second member 20 and engaging the retaining members 34 and 35 at one end in the width direction of the damper 30, the damper 30 30
By welding the portion corresponding to the other end in the width direction to the damper 30 (welded portions are indicated by reference numerals 38 and 39), the first member 10 and the second member 20 are connected to each other.
And is fixed. Since the welding is performed on the inner ring 32 and the outer ring 31 of the damper 30, the spring 33 is not directly affected by the heat of welding.

In the third fixing structure, the first member 1
The first and second members 20 are made of resin, and when the first and second members 10 and 20 are formed, a part of the damper 30 is encased in the first member 10 as shown in FIG. At the same time, another part of the damper 30 is encased in the second member 20. Thereby, the damper 30 is connected to the first member 1.
0 and fixed to the second member 20. The molding temperature of the resin is usually 200 to 300 ° C., the time is short, and the metal spring 33 is not affected under such a condition.
Does not change when the resin is molded. The wrap-around part is indicated by the symbol C.

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 is linear as shown in FIG. FIG. 21 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. 22), 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. 20 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, K = 1611 N / mm is obtained from the above equation, which is a dynamic spring constant, and the static spring constant Ks of the same damper is considerably larger than this. Small, 1300 N / mm
About. The amount of deflection when a load of 400 kgf is applied to this spring is about 3 mm (see FIG. 21). 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. 23 shows the vertical acceleration (dB) of the sprung portion (the portion of the driver's seat rail) in the low frequency range when the vehicle with the damper according to the embodiment of the present invention is mounted on an actual automobile and the vehicle is driven on a rough road. Display) shows the actual measurement value of frequency (Hz). As is clear from FIG. 23, in the wheel with a tamper 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 mass of the wheel portion and the tire on the tire side from the spring 33 of the damper 30 is set to m (m = about 20 kgf), the spring 33 of the damper 30 is set to the 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. 24 shows the in-vehicle noise (in dB) versus frequency (Hz) characteristic in the high frequency range. FIG.
As can be seen from FIG. 4, 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, 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, this 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 a 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 shown in FIGS. 18 and 19, so that the tread portion 41 of the tire 40 is lifted off the ground in FIG. As a result, the road surface grip of the tread portion 41 is improved, rutting is suppressed, and maneuverability is improved. In the damper-equipped wheel according to the embodiment of the present invention, the damper 30 is shown in FIGS.
9, the tamper-equipped wheel rotates by selecting its own rotation center when rotating, that is, has an automatic alignment 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 an aluminum wheel. 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), and the second member 20 is a disk made of aluminum (aluminum alloy). And the rim 10
And the disk 20 are separated from each other in the wheel radial direction. The outer peripheral surface of the axial rising portion 21 of the disk 20 is the inner peripheral surface of the rim portion (the rim drop portion 14 in the illustrated example) located on the outer peripheral side of the axial rising portion 21 when it is disposed in the rim 10. , There is a gap in the radial direction of the wheel, which enables the disk 20 and the rim 10 to be relatively displaceable, and a gap for arranging the damper 30.

The rim 10 and the disk 20 of the damper 30
Is fixed by the first fixing structure described above. Damper 3
The rim 10 is fitted to the rim 10 and the disc 20 and is fixed by caulking a part of the rim 10 and the disc 20. The rim 10 and a part of the disk 20 are caulked by cold roll forming (the plastic deformation by pressing with a roll). Aluminum is easy to mold because it has high ductility.

The second embodiment of the present invention shows a case where the present invention is applied to a steel wheel. In the second embodiment of the present invention, as shown in FIG. 2, the first member 10 is a rim made of steel, and the second member 20 is a disk made of steel. The rim 10 and the disc 20 are separated from each other in the radial direction of the wheel. The outer peripheral surface of the axial rising portion 21 of the disk 20 is the inner peripheral surface of the rim portion (the rim drop portion 14 in the illustrated example) located on the outer peripheral side of the axial rising portion 21 when it is disposed in the rim 10. Between the disk 20 and the rim 10 so that the disk 20 and the rim 10 can be displaced relative to each other.
There is a gap for placing

The rim 10 and the disk 20 of the damper 30
Is fixed by the above-described second fixing structure. Damper 3
0 is fitted to the rim 10 and the disk 20 and the damper 30
The inner ring 32 and the disk 20 are welded together, and the outer ring 31 of the damper 30 and the rim 10 are welded together. Since the rings 31 and 32 are welded, the spring 33 is not easily affected by the heat of welding.

The third embodiment of the present invention shows a case where the present invention is applied to a rim and a disk made of resin. In the third embodiment of the present invention, as shown in FIG.
Reference numeral 0 denotes a rim made of resin, and the second member 20 is a resin disk. The rim 10 and the disc 20 are separated from each other in the radial direction of the wheel. The outer peripheral surface of the axial rising portion 21 of the disk 20 is the inner peripheral surface of the rim portion (the rim drop portion 14 in the illustrated example) located on the outer peripheral side of the axial rising portion 21 when it is disposed in the rim 10. Between the disk 20 and the rim 10 so that the disk 20 and the rim 10 can be displaced relative to each other.
There is a gap for placing

Regarding the operation of the third embodiment of the present invention, the damper 30 is fixed to the rim 10 and the disk 20 by the above-described third fixing structure. When the rim 10 and the disk 20 are molded with resin, a part of the damper 30 is encased.

The fourth embodiment of the present invention relates to a damper part 30 of a wheel with a damper. The damper structure of the fourth embodiment of the present invention may be combined with any of the first to third embodiments of the present invention. In a fourth embodiment of the present invention,
As shown in FIGS. 4 and 5, the metal spring 33 of the damper 30 is a single leaf spring (or a linear spring bundled in a plate shape) that is bent in a wave shape and is continuous in the circumferential direction of the damper. May be included). The spring 33 is fixed to the outer ring 31 and the inner ring 32 by caulking the outer ring 31 and the inner ring 32. When a load is applied, the spring 33 is elastically deformed between the fixed portions, so that the spring 33 causes displacement between the outer ring 31 and the inner ring 32. Spring 33
Has a spring constant of about 1600 N / mm. The spring 33 is composed of two springs provided apart from each other in the damper width direction. The reason why the spring 33 is divided into two pieces on the left and right is that the rim is slightly (2 to 3 °) with respect to the disk.
This is because the angle can be changed.

The operation of the fourth embodiment of the present invention is as follows. Since rubber is not used for the damper 30, it is excellent in durability, strength, and reliability. Further, the spring 33 includes one or two leaf springs,
Since it can be assembled simply by placing it between 32 and caulking, compared to rubber dampers that require vulcanization bonding,
Cost reduction and manufacturing simplification can be achieved.

The fifth embodiment of the present invention relates to a damper part 30 of a wheel with a damper. The damper structure of the fifth embodiment of the present invention may be combined with any of the first to third embodiments of the present invention. In a fifth embodiment of the present invention,
As shown in FIGS. 6 to 10, a plurality of metal springs 33 of the damper 30 are arranged in parallel in the circumferential direction of the damper in a space between the outer ring 31 and the inner ring 32.
It consists of a ring spring. Although the shape of the ring-shaped spring is shown in the figure as being circular, it may be elliptical (oval) or polygonal in addition to the circular shape. Each spring 33 is fixed to the outer ring 31 and the inner ring 32 by caulking the outer ring 31 and the inner ring 32 as shown in FIGS.
When a load is applied, the spring 33 is elastically deformed,
The displacement between the outer ring 31 and the inner ring 32 by the spring 33 occurs. The spring constant of the vertical displacement of the spring 33 is 160
It is about 0 N / mm. As shown in FIGS. 7 and 8, the spring 33 is composed of two rows of springs provided apart from each other in the damper width direction. The reason why the springs 33 are divided into two rows on the left and right is to enable the rim to slightly change the angle (2 to 3 °) with respect to the disk.

The operation of the fifth embodiment of the present invention is as follows. Since rubber is not used for the damper 30, it is excellent in durability, strength, and reliability. Further, since the spring 33 can be assembled simply by arranging a plurality of ring-shaped springs in one or two rows between the rings 31 and 32, the cost can be reduced as compared with a rubber damper requiring vulcanization bonding. The manufacturing can be simplified.

The sixth embodiment of the present invention relates to a damper part 30 of a wheel with a damper. The damper structure of the sixth embodiment of the present invention may be combined with any of the first to third embodiments of the present invention. In the sixth embodiment of the present invention,
As shown in FIGS. 11 and 12, the metal spring 33 of the damper 30 is formed of a single leaf spring that bends in a wave shape and continues in the circumferential direction of the damper. The spring 33 has a rivet 38 at a position where it contacts the outer ring 31 and the inner ring 32.
Thereby, it is fixed to the outer ring 31 and the inner ring 32.
When a load is applied, the spring 33 elastically deforms between the fixed portions, so that the outer ring 31 and the inner ring 32
Between them occurs. The spring constant of the vertical displacement of the spring 33 is about 1600 N / mm. The spring 33 is composed of two springs provided apart from each other in the damper width direction. The reason why the spring 33 is divided into two pieces on the left and right is that the rim can slightly change the angle (2 to 3 °) with respect to the disk.

The operation of the sixth embodiment of the present invention is as follows. Since rubber is not used for the damper 30, it is excellent in durability, strength, and reliability. Further, the spring 33 includes one or two leaf springs,
32, and can be assembled simply by fixing them to the outer ring 31 and the inner ring 32 with the rivets 38.
Compared to a rubber damper that requires vulcanization bonding, cost reduction and simplification of manufacturing can be achieved.

The seventh embodiment of the present invention relates to a damper part 30 of a wheel with a damper. The damper structure of the seventh embodiment of the present invention may be combined with any of the first to third embodiments of the present invention. In a seventh embodiment of the present invention,
As shown in FIG. 13 to FIG. 15, a plurality of metal springs 33 of the damper 30 are arranged in a space between the outer ring 31 and the inner ring 32 in parallel with each other in the circumferential direction of the damper. Consists of FIG. 14 shows a case where the C-shaped springs are arranged alternately in opposite directions, but all the springs may be arranged in the same direction. As shown in FIGS. 13 to 15, each spring 33 winds the end of the C-shaped spring 33 around a pin 39 fixed to the outer ring 31 and the inner ring 32, respectively.
It is fixed to the outer ring 31 and the inner ring 32. When a load is applied, the spring 33 is elastically deformed.
Causes displacement between the outer ring 31 and the inner ring 32.
The spring constant of the vertical displacement of the spring 33 is 1600 N / m
m. As shown in FIG. 13, the springs 33 are composed of two rows of springs provided apart from each other in the damper width direction. The reason why the springs 33 are divided into two rows on the left and right is to enable the rim to slightly change the angle (2 to 3 °) with respect to the disk.

The operation of the seventh embodiment of the present invention is as follows. Since rubber is not used for the damper 30, it is excellent in durability, strength, and reliability. Also, since the spring 33 can be assembled simply by arranging and fixing a plurality of C-shaped springs in one or two rows between the rings 31 and 32, the cost is lower than that of a rubber damper requiring vulcanization bonding. Reduction and simplification of manufacturing can be achieved.

The eighth embodiment of the present invention relates to a damper part 30 of a wheel with a damper. The damper structure of the eighth embodiment of the present invention may be combined with any of the first to third embodiments of the present invention. In the eighth embodiment of the present invention,
13 (applicable to the eighth embodiment) and FIGS. 16 and 1
As shown in FIG. 7, the metal spring 33 of the damper 30
A plurality of C-shaped springs are arranged in the space between the outer ring 31 and the inner ring 32 in parallel in the circumferential direction of the damper. FIG. 16 shows a case where the S-shaped springs are arranged alternately in the opposite direction, but may be arranged so that all the springs have the same direction. Each spring 33
As shown in FIGS. 16 and 17, the ends of the C-shaped spring 33 are wound around pins 39 fixed to the outer ring 31 and the inner ring 32, respectively, so that the outer ring 31,
It is fixed to the inner ring 32. When a load is applied, the spring 3
The elastic deformation of 3 causes displacement between outer ring 31 and inner ring 32 by spring 33. The spring constant of the vertical displacement of the spring 33 is about 1600 N / mm. As shown in FIG. 13, the springs 33 are composed of two rows of springs provided apart from each other in the damper width direction. The reason why the springs 33 are divided into two rows on the left and right is to enable the rim to slightly change the angle (2 to 3 °) with respect to the disk.

The operation of the eighth embodiment of the present invention is as follows. Since rubber is not used for the damper 30, it is excellent in durability, strength, and reliability. Also, since the spring 33 can be assembled simply by arranging and fixing a plurality of S-shaped springs in one or two rows between the rings 31 and 32, the cost is lower than that of a rubber damper that requires vulcanization bonding. Reduction and simplification of manufacturing can be achieved.

[0042]

In the wheel with a damper according to any one of claims 1 to 17, 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 damper is made of metal, it is more reliable in terms of strength than a rubber damper, and can be used for caulking or welding when assembling to the wheel. Therefore, it is difficult to use welding), and it is relatively easy to assemble and manufacture a wheel with a damper.

[Brief description of the drawings]

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

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

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

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

FIG. 5 is a sectional view taken along line AA of FIG. 4;

FIG. 6 is a front view of a damper of a wheel with a damper according to a fifth embodiment of the present invention.

FIG. 7 is a sectional view taken along line BB of FIG. 6;

FIG. 8 is a partial front view of the damper of FIG. 7;

9 is a cross-sectional view of another example along the line BB in FIG. 6;

FIG. 10 is a partial front view of the damper of FIG. 9;

FIG. 11 is a front view of a damper of a wheel with a damper according to a sixth embodiment of the present invention.

FIG. 12 is a sectional view taken along the line CC of FIG. 11;

FIG. 13 is a sectional view of a damper of a wheel with a damper according to a seventh embodiment and an eighth embodiment of the present invention.

FIG. 14 is a partial front view of a damper of a wheel with a damper according to a seventh embodiment of the present invention.

FIG. 15 is a front view of a C-shaped spring of a damper of a wheel with a damper according to a seventh embodiment of the present invention.

FIG. 16 is a partial front view of a damper of a wheel with a damper according to an eighth embodiment of the present invention.

FIG. 17 is a front view of an S-shaped spring of a damper of a wheel with a damper according to an eighth embodiment of the present invention.

FIG. 18 is a front view of the damper showing a direction of the damper.

FIG. 19 is a sectional view of a wheel with a damper showing a direction of the damper.

FIG. 20 is a vibration model diagram of an automobile equipped with a wheel with a damper according to the embodiment of the present invention.

FIG. 21 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. 22 is a vibration transmission versus frequency characteristic diagram of the wheel with a damper of the embodiment of the present invention and the reference wheel (wheel without damper) as a comparative example.

FIG. 23 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. 24 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).
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 Reference Signs List 24 Hub hole 25 Bolt hole 30 Damper 31 Outer ring 32 Inner ring 33 Metal spring 34, 35 Retaining 35, 37 Caulking part 38 Rivets 39 Pin

Claims (17)

[Claims] 1. A first member comprising a part of a wheel and a second member comprising another part of a wheel, which are relatively displaceable with respect to each other.
And a damper mounted between the first member and the second member, wherein the damper has one or more plate-shaped and metal springs, Wheel with damper. 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 method according to claim 2, wherein the damper includes the metal spring,
2. The wheel with a damper according to claim 1, comprising a hard metal inner ring and a hard metal outer ring, wherein the metal spring is interposed between the inner ring and the outer ring. . 4. The wheel with a damper according to claim 3, wherein the spring is fixed to the inner ring and the outer ring by caulking the inner ring and the outer ring at positions contacting the inner ring and the outer ring. 5. The wheel with a damper according to claim 3, wherein the spring is fixed to the inner ring and the outer ring by a rivet at a position in contact with the inner ring and the outer ring. 6. The spring is secured to the inner and outer rings by wrapping the ends of the spring around fixed pins of the inner and outer rings at locations abutting the inner and outer rings. The wheel with a damper according to claim 3. 7. The damper according to claim 1, wherein the damper includes a plurality of the metal springs, and the plurality of metal springs are arranged apart from each other in a width direction of the damper. wheel. 8. The wheel with a damper according to claim 1, wherein the first member and the second member each have a retaining member formed on a side that receives a load from the damper when the vehicle turns. 9. After the damper is fitted to the first member and the second member and one end of the damper in the width direction is engaged with the retaining member, the first member and the second member are connected to each other. 9. The damper according to claim 8, wherein the damper is fixed to the first member and the second member by caulking a portion corresponding to the other end in the width direction of the damper and pressing the damper. Wheel with damper. 10. The damper according to claim 1, wherein the first member and the second member are connected to each other.
After engaging the first end of the damper in the width direction with the stopper, the portion corresponding to the other end in the width direction of the damper of the first member and the second member, and the damper 9. The wheel with a damper according to claim 8, wherein the damper is assembled and fixed to the first member and the second member by welding. 11. The first member and the second member are made of resin, and the damper wraps around the first member and the second member when the first member and the second member are formed. The wheel with a damper according to claim 8, which is provided. 12. The wheel with a damper according to claim 1, wherein the metal spring comprises a wavy spring that extends continuously in the circumferential direction of the wheel while forming a wavy shape. 13. The wheel with a damper according to claim 12, wherein the wave spring is a leaf spring or a spring obtained by bundling a linear spring in a plate shape. 14. The wheel with a damper according to claim 1, wherein the metal spring comprises a plurality of annular springs arranged in the circumferential direction of the wheel. 15. The wheel with a damper according to claim 14, wherein the shape of the ring-shaped spring is any one of a circle, an ellipse, an ellipse, and a polygon. 16. The wheel with a damper according to claim 1, wherein the metal spring comprises a plurality of C-shaped springs arranged in a circumferential direction of the wheel. 17. The wheel with a damper according to claim 1, wherein the metal spring comprises a plurality of S-shaped springs arranged in a circumferential direction of the wheel.