JP2007112395A - Assembly of pneumatic tire and rim - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To certainly fixing a sound-proofing body to an inner surface of a tire and to accomplish reduction of road noise for a long period of time by preventing peel-off of and damage to the sound-proofing body in an assembly of a pneumatic tire in which the sound-proofing body comprising a sponge material is arranged at the inside of the tire and a rim. <P>SOLUTION: The assembly 1 is constituted, which includes the rim 2; the pneumatic tire 3 attached to the rim 2; and the sound-proofing body 4 comprising the sponge material arranged at the inside i of the tire surrounded by the rim 2 and the pneumatic tire, extending in a tire circumferential direction and having specific gravity of 0.005-0.060. In this case, the sound-proofing body 4 is fixed to the inner surface 3i of the pneumatic tire 3 through a pressure sensitive adhesive double coated tape 5. Further, the pressure sensitive adhesive double coated tape 5 in which the sponge material is adhered to one side and a rubber sheet is adhered to the other side has adhesive force of 1.8 (N/20 mm) or higher in a T type peel-off test at 25°C. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a pneumatic tire and rim assembly in which a sound damper made of a sponge material is disposed in a tire lumen in order to reduce road noise during traveling.

  In order to reduce road noise during running, it has been proposed to arrange a sound control body made of a sponge material extending in the tire circumferential direction in a tire lumen surrounded by a tire and a rim (for example, the following patents) Reference 1). Such a sound damper can absorb resonance energy generated in the tire lumen. Further, in order to prevent the sound absorber from frequently colliding with the tire or the rim due to centrifugal force or lateral force during traveling, the sound absorber is fixed to, for example, the inner surface of the tire.

  However, if the damping body is not properly fixed, the damping body may be detached from the tire cavity surface during running, or the damping body may be damaged.

JP 2003-63208 A

  The present invention has been devised in view of the above-described circumstances, and fixes the sound absorber to the inner surface of a pneumatic tire via a double-sided adhesive tape, and the T-type of the double-sided adhesive tape at 25 ° C. Pneumatic tire and rim that can reduce road noise over a long period of time by preventing peeling and damage of the sound control body, based on the adhesive strength in the peel test of 1.8 (N / 20 mm) or more It is an object to provide an assembly.

  The invention according to claim 1 of the present invention has a specific gravity extending in the tire circumferential direction and arranged in a tire lumen surrounded by a rim, a pneumatic tire mounted on the rim, and the rim and the pneumatic tire. An assembly of a pneumatic tire and a rim including a sound damper made of a sponge material of 0.005 to 0.060, wherein the sound damper has a double-sided adhesive tape on the inner surface of the pneumatic tire. The double-sided pressure-sensitive adhesive tape has an adhesive strength of 1.8 (N / 20 mm) or more in a T-type peel test at 25 ° C. in which the sponge material is bonded to one side and a rubber sheet is bonded to the other side. Features.

In this specification, the “T-type peel test” is measured by the following method. First, as shown in FIG. 5, the same sponge sheet 7 as that of the sound damper 4 is formed on one surface 5a of the double-sided adhesive tape 5, and the rubber on the inner surface of a general pneumatic tire is formed on the other surface 5b. A rubber sheet 8 having characteristics similar to the above is pasted to make a test piece TP. Specifically, a vulcanized rubber sheet having a smooth surface is used for the rubber sheet 8, its JIS durometer A hardness is 60 degrees, the surface has a ten-point average roughness (based on JIS B0601), and Rz = 10. In the following, the following is used for the formulation. The rubber sheet 8 is used after the surface is cleaned using a surfactant and sufficiently dried. In addition, each sheet 7, 8 is to be cured at room temperature for 72 hours after being pressure-bonded by two reciprocations (300 mm / min) of a 10 kg rubber roller in order to obtain a sufficient adhesion state.
(Formulation: Unit PHR)
IIR 70
NR 30
Reinforcing agent 60

  Each of the sheets 7 and 8 has a rectangular shape with a width of 20 mm and a length of 120 mm. However, the thickness of the sponge sheet 7 is 10 mm, and the thickness of the rubber sheet 8 is 1 mm. Moreover, the non-adhesion part M of length 20mm in which the double-sided adhesive tape 5 does not exist is provided in the both ends of the length direction of test piece TP.

  Next, the test piece TP is attached to a T-shape by, for example, a tensile tester, and as shown in FIG. 6, the sheets 7 and 8 of the non-bonded portion M are pulled in opposite directions at a pulling speed of 300 mm / min. It is done. And the value which remove | divided the tensile force (N) when either sheet | seat 7 or 8 peeled from the double-sided adhesive tape 5 by the said width 20mm of the sponge sheet 7 is the adhesive force (N / 20mm) in a T-type peeling test. Is defined as Further, the T-type peel test at 25 ° C. means that the T-type peel test is performed in an atmosphere of 25 ° C. ± 2 ° C.

  The invention according to claim 2 is the set of the pneumatic tire and rim according to claim 1, wherein the double-sided pressure-sensitive adhesive tape has low-temperature resistance characteristics in which cracking and peeling do not occur in a 90-degree sliding bending test at -35 ° C. It is a solid.

  In this specification, the “90-degree sliding bend test” means a test table M having a horizontal plane P1 and a vertical plane P2 arranged so as to sandwich a chamfered corner CP of R = 1 mm as shown in FIG. Is prepared, and the test piece TP is moved while sliding along the vertical plane P2 from the horizontal plane P1 through the corner CP. At this time, both ends of the rubber sheet 8 are gripped by jigs such as a chuck so that the bottom surface of the rubber sheet 8 is not separated from the surface of the test table M. The moving speed of the test piece TP is 2 cm / second. After the test, the presence or absence of peeling of the double-sided pressure-sensitive adhesive tape 5, the destruction of the sponge sheet 7, and the like are examined with the naked eye. The “90 ° sliding bending test at −35 ° C.” means that the test piece is left for 1 hour in a freezer at −35 ° C. ± 2 ° C. Means to do.

  Further, the invention according to claim 3 is characterized in that the double-sided pressure-sensitive adhesive tape has a high temperature resistance property that causes cohesive failure in the sponge material without peeling off from the sponge material in the T-type peel test at 120 ° C. Or an assembly of a pneumatic tire and a rim according to 2;

  Here, “T-type peel test at 120 ° C.” means that the test piece TP is left in an oven at 120 ° C. ± 2 ° C. for 1 hour, taken out from the test piece TP, and the T-type peel test is performed within 2 minutes. means.

  According to a fourth aspect of the present invention, the double-sided pressure-sensitive adhesive tape has a water resistance that causes cohesive failure in the sponge material without peeling off the sponge material in a wet T-type peel test in which the sponge material is immersed for 72 hours. The pneumatic tire and rim assembly according to any one of claims 1 to 3, which has characteristics.

  Here, the “wet T-type peel test in which a sponge material is immersed for 72 hours” means that the prepared test piece TP is immersed in water for 72 hours and then taken out from the test piece TP within 2 minutes. Means to do.

  The invention according to claim 5 is the pneumatic tire and rim assembly according to any one of claims 1 to 4, wherein the double-sided pressure-sensitive adhesive tape has a tensile strength of 10 (N / 10 mm) or more.

  The invention according to claim 6 is the pneumatic tire and rim assembly according to any one of claims 1 to 5, wherein the double-sided pressure-sensitive adhesive tape has a total thickness of 0.38 mm or less.

  The invention according to claim 7 is the pneumatic tire according to any one of claims 1 to 6, wherein the double-sided pressure-sensitive adhesive tape has a pressure-sensitive adhesive provided on one surface different from a pressure-sensitive adhesive provided on the other surface. And an assembly of rims.

  The invention according to claim 8 is a pneumatic tire, and a sound absorber made of a sponge material fixed to the inner cavity surface of the pneumatic tire and extending in the tire circumferential direction and having a specific gravity of 0.005 to 0.060. The sound absorber is fixed to the inner surface of the pneumatic tire via a double-sided adhesive tape, the double-sided adhesive tape having the sponge material on one side and a rubber sheet on the other side. The adhesive strength by T-type peeling test at 25 ° C. with the adhesive is 1.8 (N / 20 mm) or more.

  In the pneumatic tire and rim assembly of the present invention, the double-sided pressure-sensitive adhesive tape has a sufficient adhesive force, so that it is possible to reliably prevent the noise damper from peeling off from the tire even under severe usage conditions.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 shows a tire rotation axis of a pneumatic tire (hereinafter simply referred to as “tire”) and a rim assembly (hereinafter also simply referred to as “assembly”) 1 of the present embodiment. FIG. 2 is a sectional view taken along line AA, and FIG. 3 is an enlarged sectional view showing the tire in an enlarged manner.

  The assembly 1 according to this embodiment includes a rim 2, a tire 3 attached to the rim 2, a sponge disposed in a tire lumen i surrounded by the rim 2 and the tire 3 and extending in the tire circumferential direction. And a sound damper 4 made of a material.

  In the present embodiment, the rim 2 is a so-called metal two-piece wheel rim having a rim body 2a to which the bead portion 3b of the tire 3 is mounted and a disk 2b that holds the rim body 2a and is fixed to the axle. Illustrated. However, it goes without saying that it may be 1 pcs. In the present embodiment, the rim 2 is preferably a regular rim defined by the standard such as JATMA.

  As shown in FIGS. 1 and 3, the tire 3 is provided with a tread portion 3t, a pair of sidewall portions 3s and 3s extending inward in the tire radial direction from both ends thereof, and further provided at an inner end thereof. A tubeless type having a pair of bead portions 3b and 3b and for a passenger car is shown. Therefore, the inner cavity surface 3ti of the tire is covered with an inner liner rubber having low air permeability.

  The tire 3 is reinforced with at least a radial carcass 9 and a belt layer 10 disposed on the outer side in the tire radial direction and inside the tread portion 3t.

  The carcass 9 is composed of one or a plurality of, for example, one carcass ply 9A using an organic fiber cord, and both ends thereof are folded around the bead core 11. The belt layer 10 is composed of two outer belt plies 10A and 10B which are stacked in the radial direction of the tire in this example. Each belt ply 10A, 10B is disposed substantially over the entire tread portion 3t, and has a steel cord that is inclined with respect to the tire equator C at an angle of, for example, about 10 to 30 °. The belt plies 10A and 10B are overlapped so that the steel cords intersect.

  The sponge material constituting the sound damping body 4 is a sponge-like porous structure, for example, an animal fiber, a vegetable fiber and / or a synthetic fiber in addition to a so-called sponge itself having open cells in which rubber or synthetic resin is foamed. Including web-like ones intertwined together. The “porous structure” includes not only open cells but also closed cells. For the sound control body 4 of the present embodiment, an open-cell sponge material made of polyurethane is used.

  The sponge material consumes the vibration energy of the air that vibrates on the surface or inside the porous part by converting it into heat energy. Thereby, the effect of reducing the noise (cavity resonance energy) in the tire lumen i and reducing road noise can be obtained. Further, since the sponge material is easily deformed such as contraction and bending, it does not substantially affect the deformation of the tire 3 during traveling. For this reason, steering stability does not deteriorate. In addition, since the specific gravity of the sponge material is much smaller than that of solid rubber, it is possible to prevent deterioration of the weight balance of the tire.

  The sponge material is preferably a synthetic resin sponge such as ether polyurethane sponge, ester polyurethane sponge or polyethylene sponge, chloroprene rubber sponge (CR sponge), ethylene propylene rubber sponge (EDPM sponge) or nitrile rubber sponge (NBR). A rubber sponge such as a sponge can be preferably used. In particular, polyurethane or polyethylene sponges including ether polyurethane sponges are preferred from the viewpoints of sound damping, light weight, foaming controllability, durability and the like.

  Further, when the assembly 1 is filled with high-pressure air using a compressor, moisture (humidity) contained in the air may enter the tire lumen i. Accordingly, an ether-based polyurethane sponge that is resistant to hydrolysis is suitable for the sponge material. It is also preferable to provide water repellency so that moisture does not penetrate inside the sponge material even when it is wet. In order to prevent the generation of mold due to moisture, it is also preferable that the sponge material has mold resistance.

  Furthermore, it is preferable to form a sponge material from a material that does not contain a halogen atom in order to reduce exhaust gas toxicity when the waste tire is incinerated.

  The sponge material has a specific gravity of 0.005 to 0.060, more preferably 0.010 or more, further preferably 0.016 or more, and the upper limit is preferably 0.05 or less. More preferably, it is 0.045 or less. When the specific gravity is less than 0.005 or exceeds 0.06, the effect of suppressing cavity resonance tends to be reduced. The specific gravity of the sponge material is a value obtained by converting the apparent density measured in accordance with the “apparent density” of the fifth item defined in “Flexible urethane foam test method” of JIS K6400 into specific gravity. To do.

  Further, the sound damper 4 made of the sponge material preferably has a volume V2 of 0.4 to 20% of the total volume V1 of the tire lumen. FIG. 4 shows an experimental result of measuring the road noise by arranging the noise control body 4 in the tire lumen i. The vertical axis represents the road noise reduction allowance, and the horizontal axis represents the volume ratio (V2 / V1). The road noise reduction allowance indicates an amount of road noise reduction when compared with an assembly in which the sound control body 4 is not disposed in the tire lumen i.

  As is clear from FIG. 4, a road noise reduction effect of approximately 2 dB or more can be expected by securing a volume V2 of the sound control body 4 of 0.4% or more with respect to the total volume V1 of the tire lumen 4. This noise reduction level is clearly felt in the passenger compartment. Particularly preferably, the sound damper 4 has a volume V2 of 1% or more, more preferably 2% or more, more preferably 4% or more of the total volume V1 of the tire lumen i. On the other hand, when the volume V2 of the noise control body 4 exceeds 20% of the total volume V1 of the tire lumen i, the effect of reducing road noise not only reaches a peak, but also increases the cost or deteriorates the weight balance of the assembly 1. Easy to make. From such a viewpoint, the volume V2 of the sound damper 4 is desirably 10% or less of the total volume V1 of the tire lumen i. Note that this experimental result uses a single damping body 4, but even if it is divided into two or more, the same effect is exhibited as long as the total volume is within the numerical range. It has been confirmed that

In this specification, the “volume V2” of the noise damper is an apparent total volume of the noise damper, and is a volume determined from the outer shape of the noise damper including internal bubbles. Further, the above-mentioned “total tire lumen volume V1” is approximately calculated by the following equation in a normal state of no load in which the assembly is filled with a normal internal pressure.
V1 = A × {(Di−Dr) / 2 + Dr} × π
Here, in the above formula, “A” is the cross-sectional area of the tire lumen obtained by CT scanning of the tire lumen in the normal state, and “Di” is the tire lumen in the normal state as shown in FIG. , “Dr” is the rim diameter, and “π” is the circumference.

  The “regular internal pressure” is the air pressure determined by each standard for each tire in the standard system including the standard on which the tire is based. The maximum air pressure is specified for JATMA, and the table “TIRE LOAD LIMITS” for TRA. The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, “INFLATION PRESSURE” if it is ETRTO, but if the tire is for a passenger car, it is uniformly 200 kPa in consideration of the actual usage frequency.

  In addition, the sound damping body 4 of the present embodiment preferably extends in the tire circumferential direction with substantially the same cross-sectional shape. As shown in FIG. 2, “substantially” means that both end portions 4 e in the circumferential direction of the sound control tool can be tapered portions where the cross-sectional shape gradually decreases, and the same cross-sectional shape is not continuous. It is taken into consideration that there is a case.

  Further, the cross-sectional shape of the sound damper 4 is not particularly limited, but various shapes such as a trapezoidal shape, a triangular shape, a warhead shape, and a semicircular shape other than a rectangular shape as in the present embodiment are available. Can be adopted. These can be determined as appropriate from the viewpoints of productivity and durability of the sound damper 4 and attachment to the tire lumen i. A particularly preferable cross-sectional shape of the sound damper 4 is preferably symmetrical with respect to the width center line as in this embodiment. When the cross-sectional shape is non-symmetrical, the lateral rigidity of the sound damper 4 is different between the left and right, and the noise damper 4 tends to fall sideways when the rigidity is lower.

  Further, it is preferable that the sound damper 4 has a height SH from the lumen surface 3ti of 50 mm or less, more preferably 30 mm or less, and further preferably 25 mm or less. The height SH is measured in a state (normal temperature and normal pressure) before the rim assembly in which the sound damping body 4 is attached to the tire 3 and is a distance from the fixing surface 4A to the free surface 4B of the sound damping body 4. Is measured in a direction perpendicular to the fixing surface 4A. When the height SH of the sound control body 4 is increased, the sound control body 4 is liable to fall down when traveling at a high speed, and the sound control body 4 is likely to be cracked or damaged. On the other hand, even if the height SH of the noise control body 4 is too small, the effect of absorbing resonance energy tends to be lowered, so that it is preferably 10 mm or more, more preferably 15 mm or more. Here, when the height SH of the noise control body 4 is not constant, the maximum height SH only needs to satisfy the numerical range.

  Further, the sound damper 4 is fixed to the inner cavity surface 3ti of the tire 3 via a double-sided adhesive tape 5. In the present embodiment, the sound control body 4 is fixed to the tread region BW as the lumen surface 35i. The tread region BW includes at least a region reinforced by the belt layer 7. Since the centrifugal force at high speed travels outward in the radial direction of the tire, by fixing the sound absorber 4 to the tread region BW, the sound absorber 4 is pressed against the tire 3 side using the centrifugal force, The movement can be effectively suppressed and peeling can be prevented. As a particularly preferred aspect, it is preferable that the center of the width SW in the tire axial direction of the fixing surface 4A of the sound damper 4 is substantially aligned with the tire equator C. Thereby, it becomes difficult for an eccentric load to act on the sound control body 4, and a sideways fall or the like can be prevented.

  As the double-sided adhesive tape 5, for example, as shown in FIG. 5, an adhesive layer 5 </ b> P provided on one side 5 a and the other side 5 b of a flexible base sheet 5 </ b> S, or an adhesive not having a base sheet Those formed only by the layer 5P (not shown) can be used.

  As the base material sheet 5S, for example, a plastic foam material sheet such as a plastic film such as woven fabric, non-woven fabric, cotton fabric, or polyester, or acrylic foam is suitably used.

  The adhesive layer 5P includes, for example, a rubber adhesive obtained by mixing known additives such as a tackifier, a softener, and an anti-aging agent with natural rubber or synthetic rubber, a plurality of acrylic esters having different glass transition temperatures, and the like. Acrylic pressure-sensitive adhesives (including high heat resistance, flame retardancy, and low-temperature adhesive types), silicone pressure-sensitive adhesives made of silicone rubber and resin, or polyether or polyurethane pressure-sensitive adhesives Etc. are preferably used. A thermosetting pressure-sensitive adhesive material using a thermosetting resin such as an epoxy resin is somewhat difficult in terms of productivity because heating (for example, 130 ° C., 30 minutes) is required during bonding.

  In order to prevent the noise control device 4 from coming off from the inner surface 3ti of the tire 3 under the severe usage conditions of the tire 3, the inventors conducted experiments using various double-sided adhesive tapes having different adhesive forces. went. As a result, it has been found that most of the cases where the noise control body 4 is peeled off from the inner cavity surface 3 of the tire 3 is cohesive failure of the adhesive layer existing at the interface between the sound control device 4 made of sponge material and the double-sided adhesive tape 5. did. Therefore, in order to quantitatively grasp the adhesive force of the double-sided pressure-sensitive adhesive tape 5, as shown in FIG. 5, a sponge made of a sponge material constituting the sound control device 4 at one adhesive part of the double-sided pressure-sensitive adhesive tape 5 is used. The adhesive strength of the double-sided pressure-sensitive adhesive tape 5 is peeled off by using a test piece TP in which a sheet 7 and a rubber sheet 8 having physical properties similar to the inner cavity surface 3ti of a general tire 3 are bonded to the other adhesive portion. As a result of a test, it was found that if the adhesive strength was 1.8 (N / 20 mm) or more, peeling of the noise control device 4 did not occur at all when the general tire 3 traveled.

  Particularly preferably, in the T-type peel test at 25 ° C., the double-sided pressure-sensitive adhesive tape 5 has a higher degree of adhesion that causes the sponge sheet 7 to break before the sponge sheet 7 peels from the double-sided pressure-sensitive adhesive tape 5. It is desirable to have power. For this purpose, the adhesive strength according to the T-type peel test at 25 ° C. is preferably about 2.7 (N / 20 mm) or more, more preferably 3.3 (N / 20 mm) or more.

  On the other hand, the greater the adhesive strength is, the better. However, the adhesive strength of the double-sided adhesive tape 5 is no longer necessary when an external force is applied that causes the sound control member 4 to break during traveling. In addition, if the adhesive strength is excessively high, it is difficult to perform a sticking operation to the tire lumen, and the productivity may be deteriorated. From such a viewpoint, the adhesive force can be suppressed to 7.0 (N / 20 mm) or less, for example.

  The assembly 1 is also used in a low temperature environment. In a low temperature environment, the double-sided pressure-sensitive adhesive tape 5 has a tendency to harden, and thus, a large bending strain or the like is easily applied in that state, so that cracking or the like is liable to occur, and there is a risk of peeling the noise control body 4 therefrom. . Therefore, the double-sided pressure-sensitive adhesive tape 5 preferably has a low temperature resistance. As the low-temperature resistance, for example, when a 90-degree sliding bending test at -35 ° C. is performed, it is particularly preferable that the double-sided pressure-sensitive adhesive tape 5 is not cracked or peeled off with the naked eye.

  Further, the assembly 1 can be used in a high-temperature environment in addition to the temperature of the tire lumen i being increased due to deformation of the running tire 3. Under such circumstances, the pressure-sensitive adhesive layer of the double-sided pressure-sensitive adhesive tape 5 is softened, and there is a risk that the adhesive force may be reduced. There is a possibility. Accordingly, the double-sided pressure-sensitive adhesive tape 5 is particularly preferably one having high temperature resistance. As the high temperature resistance, for example, in the T-type peel test at 120 ° C., the double-sided pressure-sensitive adhesive tape 5 does not peel from the sponge sheet 7, and the adhesive sheet has a degree of cohesive failure before the sponge sheet 7. It is desirable to have power.

  Further, as described above, moisture can enter the tire lumen i of the assembly 1. At this time, if the sound control body 4 absorbs water, the adhesive strength with the double-sided adhesive tape 5 tends to decrease. Therefore, preferably, in the wet T-type peel test in which the sponge sheet 7 is immersed for 72 hours, the double-sided pressure-sensitive adhesive tape 5 and the sponge sheet 4 do not peel and can cause cohesive failure in the sponge sheet 7. It is desirable to have water resistance.

  The total thickness of the double-sided pressure-sensitive adhesive tape 5 is preferably 0.38 mm or less. As a result of experiments by the inventors, it has been found that the durability tends to decrease as the total thickness of the double-sided pressure-sensitive adhesive tape 5 increases. That is, distortion due to bending deformation of the tread portion of the tire 3 due to ground contact and opening is concentrated between the base material sheet 5S of the double-sided pressure-sensitive adhesive tape 5 and the inner surface 3ti of the tire, and the adhesive layer at the interface between the two is destroyed. Is likely to occur. From such a viewpoint, it is desirable that the adhesive tape with the base material is formed as thin as possible. In particular, the base sheet 5S made of a material having high flexibility such as acrylic foam is suitable.

  Moreover, in order to peel the double-sided pressure-sensitive adhesive tape 5 from the tire lumen and reuse the tire during mass production, the double-sided pressure-sensitive adhesive tape 5 itself needs a certain degree of tensile strength. If the tensile strength of the double-sided pressure-sensitive adhesive tape 5 is not sufficient, the tape itself may be broken at the time of peeling, and the sound control body 4 may not be removed, and as a result, the tire may not be reused. From such a viewpoint, the double-sided pressure-sensitive adhesive tape 5 desirably has a tensile strength of 10 (N / 10 mm) or more, more preferably 15 (N / 10 mm) or more. The tensile strength of the double-sided pressure-sensitive adhesive tape 5 is measured according to “Tensile strength” in “Test method of tensile strength of pressure-sensitive adhesive tape” of JISZ0237. Note that the double-sided pressure-sensitive adhesive tape without the base sheet 5S is difficult to re-peel, and is slightly inferior in dimensional stability because it is easily stretched when applied. Therefore, it is not suitable for mass production.

  The double-sided pressure-sensitive adhesive tape 5 preferably has a pressure-sensitive adhesive provided on one side different from the pressure-sensitive adhesive provided on the other side. Specifically, the pressure-sensitive adhesive attached to the inner surface 3ti of the tire 3 is a rubber-type pressure-sensitive adhesive, and the surface pressure-sensitive adhesive attached to the sound damper 4 is an acrylic pressure-sensitive adhesive. Is desirable. As a result, the double-sided adhesive tape 5 can optimize the adhesive force with respect to each of the sound damper 4 made of a sponge material and the inner cavity surface 3i of the tire 3, and can exhibit a higher adhesive effect.

  As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect. For example, two or more sound absorbers 4 may be provided. In this case, both the aspect interrupted in the tire circumferential direction and the aspect separated in the tire axial direction can be included. In this case, the volume V2 of the sound control body is obtained as a sum of all. Further, the present invention includes an aspect of a pneumatic tire device in which the sound control body 4 is fixed to the tire 3 in advance. As a result, it is possible to easily obtain the assembly 1 that can reduce road noise during traveling only by being incorporated in the rim 2. A preferable value for the volume of the sound control body 4 is set in advance from the shape of the normal rim and the like.

A tire assembly was manufactured using a double-sided pressure-sensitive adhesive tape having the basic configuration shown in FIG. 1 and based on the specifications shown in Table 1, and tested for general durability, high-speed durability, and peelability. The common specifications are as follows.
<Tire and rim>
Tire size: 215 / 45ZR17 87W (The tire lumen surface on which the noise damper is attached is a smooth surface without a convex pattern by the bladder)
Rim size: 17 × 7JJ
<Sound control body>
Material: Ether-based polyurethane sponge (manufactured by Maruzu, model number “E16”)
Specific gravity: 0.016
The shape is a rectangular parallelepiped, and the dimensions of each part are as follows.
Width SW: 70mm
Height SH: 30mm
Tire circumferential length L: 280mm

  The test method is as follows.

<General durability>
Each test assembly was run for 10,000 km on a drum (1.7 m in diameter) under the following conditions, and then the tire was removed from the rim, and the presence or absence of peeling of the noise control body was confirmed with the naked eye. The case where there was no peeling was evaluated as ◯, and the case where there was peeling was evaluated as x.
Internal pressure: 200 kPa
Load: 5.9kN
Travel speed: 80km / h

<High speed durability>
Each test assembly was run on a drum (1.7 m in diameter) for 20 minutes at 250 km / h and further for 20 minutes at 270 km / h under the following conditions, and the presence or absence of peeling of the sound control body was visually confirmed. The case where there was no peeling was evaluated as ◯, and the case where there was peeling was evaluated as x.
Internal pressure: 320 kPa
Load: 3.64kN

<Removability>
After curing for 72 hours, the double-sided adhesive tape of the test piece TP can be peeled off from the rubber sheet together with the sound absorber, and the tape that has been difficult to remove, such as tearing the tape substrate, can be easily and cleanly peeled off from the rubber sheet. What was made was evaluated as (circle).
Table 1 shows the test results.

  As a result of the test, it was confirmed that the assembly of the example effectively suppressed peeling of the sound absorber. In Table 1, for the adhesive strength at high temperature and wet, the force at the time of destruction is calculated for those in which the sponge sheet was destroyed before peeling.

It is sectional drawing which shows one Example of the assembly of the pneumatic tire and rim | limb of this invention. It is the AA sectional view. It is an expanded sectional view of a pneumatic tire. It is a graph which shows the relationship between volume ratio V2 / V1 and a road noise reduction allowance. It is a disassembled perspective view of the test piece which measures the adhesiveness of a double-sided adhesive tape. It is a side view explaining a T-type peeling test. (A)-(C) are side views explaining a 90 degree | times sliding bending test.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Assembly 2 Rim 3 Pneumatic tire 3ti Tire inner cavity surface 4 Damping body 4A Adhering surface 5 Double-sided adhesive tape 5S Base sheet 5a One side 5b of double-sided adhesive tape The other side of double-sided adhesive tape i Tire lumen

Claims (8)

A rim, a pneumatic tire mounted on the rim, and a sponge material having a specific gravity of 0.005 to 0.060 which is disposed in a tire lumen surrounded by the rim and the pneumatic tire and extends in the tire circumferential direction. An assembly of a pneumatic tire and a rim including a sound control body,
The sound damper is fixed to the inner cavity surface of the pneumatic tire via a double-sided adhesive tape,
The double-sided pressure-sensitive adhesive tape has an adhesive force of 1.8 (N / 20 mm) or more in a T-type peel test at 25 ° C. in which the sponge material is bonded to one side and a rubber sheet is bonded to the other side. An assembly of tires and rims.   The pneumatic tire and rim assembly according to claim 1, wherein the double-sided pressure-sensitive adhesive tape has low temperature resistance that does not cause cracking or peeling in a 90-degree sliding bending test at −35 ° C. 3.   The pneumatic tire according to claim 1 or 2, wherein the double-sided pressure-sensitive adhesive tape has a high temperature resistance property that causes cohesive failure in the sponge material without peeling off from the sponge material in the T-type peel test at 120 ° C. Assembly with rim.   4. The double-sided pressure-sensitive adhesive tape according to claim 1, wherein the double-sided pressure-sensitive adhesive tape has a water resistance property that causes a cohesive failure of the sponge material without peeling off the sponge material in a wet T-type peel test in which the sponge material is immersed for 72 hours. The pneumatic tire and rim assembly according to any one of the above.   The pneumatic tire and rim assembly according to any one of claims 1 to 4, wherein the double-sided pressure-sensitive adhesive tape has a tensile strength of 10 (N / 10 mm) or more.   The pneumatic tire and rim assembly according to any one of claims 1 to 5, wherein the double-sided pressure-sensitive adhesive tape has a total thickness of 0.38 mm or less.   The pneumatic tire and rim assembly according to any one of claims 1 to 6, wherein the double-sided pressure-sensitive adhesive tape has a pressure-sensitive adhesive provided on one surface different from a pressure-sensitive adhesive provided on the other surface. There is a pneumatic tire device including a pneumatic tire and a sound damper made of a sponge material fixed to the inner surface of the pneumatic tire and extending in the tire circumferential direction and having a specific gravity of 0.005 to 0.060,
The sound damper is fixed to the inner cavity surface of the pneumatic tire via a double-sided adhesive tape,
The double-sided pressure-sensitive adhesive tape has an adhesive force of 1.8 (N / 20 mm) or more in a T-type peel test at 25 ° C. in which the sponge material is bonded to one side and a rubber sheet is bonded to the other side. Tire device.

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