JP2007153274A - Assembly of pneumatic tire and rim - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the deformation in an outer edge on transportation, etc., and the decrease of an adhesive strength owing thereto suppressing the crack damage in the circumferential direction outer edge of a tire in a sound suppression body. <P>SOLUTION: An inclined plane portion 30 comprises a first inclined plane 30A rising from a fixed plane 4L of a pressure-sensitive adhesive double coated tape 11, and a second inclined plane 30B extending from the first inclined plane 30A to a free plane 4U toward a tire cavity i are formed in the tire circumferential outer edge 4E of the sound suppression body. An inclined angle θ1 of the first inclined plane 30A from the fixed plane 4L is 60 to 120°. An inclined angle θ2 of the second inclined plane 30B from the fixed plane 4L is not less than 15° and less than 60°. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an assembly of a pneumatic tire and a rim in which road noise during running is reduced by disposing a sound damper made of a sponge material in a tire lumen.

In order to reduce road noise during driving, a sound damper made of a long strip of sponge material extending in the tire circumferential direction is arranged in the tire lumen, and resonance vibration of air generated in the tire lumen (cavity) For example, Patent Document 1 proposes to absorb and relax (resonance) energy. Moreover, in this patent document 1, as illustrated in FIG.
In order to prevent the sound damping body a from moving in the tire lumen and rubbing against the surface of the tire lumen, or rubbing between the sound damping bodies during running, the tire and the sound damping body a itself are prevented from being damaged. The bottom surface as of the noise control body a is adhered and fixed to the side or rim side lumen surface S: and ・ Two outer circumferential ends ae of the sound control body a in the tire circumferential direction are inclined at an acute angle b It is proposed that

  The reason for forming the inclined surface portion b is that, in the sound control body a, stress acting during running is concentrated on the fixed surface (bottom surface as) at the outer circumferential end ae of the tire, and the sponge is formed in the vicinity of the fixed surface. Although crack damage tends to occur in the material, by forming the inclined surface portion b, the mass at the outer end ae is reduced, the stress acting on the vicinity of the fixed surface is reduced, and crack damage can be suppressed. is there.

JP 2005-138760 A

  On the other hand, in order to increase the efficiency of bonding work to the tire, it is desirable that the double-sided pressure-sensitive adhesive tape is attached to the bottom surface as in the case of manufacturing the sound absorber a. However, when the sound absorber a with the double-sided adhesive tape is packed in a box and transported from a manufacturing factory to a tire manufacturing factory by truck or the like, the sound absorber a is positioned in the box due to vibration and acceleration during transportation. The tip of the inclined surface portion b is likely to collide with the inner wall surface of the box. At that time, the adhesive force decreases, for example, the double-sided pressure-sensitive adhesive tape at the tip of the inclined surface portion b is crushed and rounded, the double-sided pressure-sensitive adhesive tapes are bonded to each other, or the release paper is peeled off to deteriorate the pressure-sensitive adhesive surface. As a result, when using a tire to which such a sound damper a is bonded, the sound absorber a is peeled off from the tire from the tip of the inclined surface portion b, and the durability of the sound absorber a and the tire is increased. The problem of lowering the property arises. Moreover, the appearance of the tire to which the sound control body a is bonded is also deteriorated.

  Therefore, in the present invention, on the basis of forming the inclined surface portion by two inclined surfaces having different inclination angles, while suppressing the occurrence of crack damage in the vicinity of the fixed surface at the tire circumferential direction outer end portion of the sound absorber, An object of the present invention is to provide an assembly of a pneumatic tire and a rim that suppresses deformation or the like of the tip of an inclined surface portion that occurs during transportation, and can suppress poor adhesion and deterioration of appearance at the tip of the inclined surface portion.

In order to achieve the above object, the invention of claim 1 of the present application provides 0.4 to 20% of the total volume V1 of the tire lumen in a tire lumen formed by a rim and a pneumatic tire attached to the rim. A sound-absorbing body using a sponge material having a volume V2 and extending in the tire circumferential direction,
The sound damping body has a fixed surface fixed to a tire side lumen surface or a rim side lumen surface surrounding the tire lumen, and a free surface facing the tire lumen, and the free surface from the fixed surface. And the maximum thickness up to 5-50mm,
The sound damper includes a first inclined surface rising from the fixed surface and a second inclined surface extending from the first inclined surface to the free surface at least one outer end portion in the tire circumferential direction. As an inclined surface,
Moreover, the inclination angle θ1 formed by the first inclined surface with the fixed surface is in the range of 60 to 120 °, and the inclination angle θ2 formed by the second inclined surface with the fixed surface is set between 15 ° and 70 ° and the inclined angle. It is characterized by being smaller than θ1.

The invention of claim 2 is characterized in that a radial height h from the fixed surface of the intersection of the first inclined surface and the second inclined surface is 3 to 15 mm.
According to a third aspect of the present invention, the inclined surface portion of the noise damper is formed with a chamfered portion that cuts out a top portion where the side surface of the noise absorber, the first inclined surface, and the fixed surface intersect. It is characterized by.
The invention of claim 4 is characterized in that a double-sided pressure-sensitive adhesive tape is used as the means for fixing the sound damper.

In the present 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. The “total tire lumen volume V1” is approximately calculated by the following equation in a no-load state in which the assembly is filled with normal internal pressure.
V1 = A × {(Di−Dr) / 2 + Dr} × π
In the formula, “A” is a tire lumen area obtained by CT scanning of the tire lumen in the normal state, “Di” is a maximum outer diameter of the tire lumen in a normal state shown in FIG. 1, and “Dr” is The rim diameter, “π”, is the circumference ratio.
The “regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based. The maximum air pressure is JATMA, and the table “TIRE LOAD LIMITS” is 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.

  As described above, according to the present invention, the inclined surface portion provided at the outer circumferential end portion of the sound damper is divided into a first inclined surface on the tip side having a large inclination angle θ1 and a second inclination having a small inclination angle θ2. It is formed with the surface. Therefore, the tip of the inclined surface portion can be strengthened while reducing the mass at the outer end portion and ensuring the effect of suppressing crack damage in the vicinity of the fixed surface of the outer end portion, and the deformation of the tip of the inclined surface portion that occurs during transportation is suppressed. In addition, it is possible to suppress poor adhesion and a decrease in appearance at the tip of the inclined surface portion.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the pneumatic tire and rim assembly 1 according to the present embodiment includes a rim 2, a tire 3 attached to the rim 2, and a tire interior surrounded by the rim 2 and the tire 3. And a sound control body 4 fixed in the cavity i.

  The rim 2 has a well-known structure including an annular rim body 2a on which the bead portion 3b of the tire 3 is mounted, and a disk-shaped disk 2b for fixing the rim body 2a to the axle. In this example, a case where a regular rim defined by the standard such as JATMA is adopted is illustrated.

  The tire 3 is a tubeless tire, and as shown in FIG. 3, a tread portion 3t, a pair of sidewall portions 3s extending inward in the tire radial direction from both ends thereof, and inner ends of the sidewall portions 3s. The tire inner surface 3i is covered with an inner liner made of low air permeable rubber. Thereby, an airtight tire lumen i is formed by the tire inner surface 3i and the rim inner surface 2i. Various tires can be applied as the tire 3 without being restricted by the internal structure or category. However, passenger car tires that are strongly required to be quiet in the passenger compartment, especially radial tires for passenger cars having a flatness ratio of 50% or less are preferably employed.

  The tire 3 is reinforced by a cord layer including a carcass 6 straddling between the bead portions 3b and 3b, and a belt layer 7 disposed radially outside the carcass 6 and inside the tread portion 3t.

  The carcass 6 is formed of one or more, for example, one carcass ply 6A in which organic fiber cords are arranged at an angle of, for example, 70 to 90 ° with respect to the tire circumferential direction. Both ends of the carcass ply 6 </ b> A are folded around the bead core 8. The belt layer 7 is formed of a plurality of, for example, two belt plies 7A and 7B in which steel cords are arranged at an angle of, for example, 10 to 40 ° with respect to the tire circumferential direction. The belt layer 7 is improved in belt rigidity by crossing steel cords between plies. Note that a known band layer or the like may be provided outside the belt layer 7 as necessary.

  Next, the sound damping body 4 is made of a long band-like sponge material extending in the tire circumferential direction, and on the tire side lumen surface that is the tire inner surface 3i or the rim side lumen surface that is the rim inner surface 2i, It is bonded and fixed in the tire circumferential direction via a double-sided adhesive tape 11. As a result, the noise control body 4 is prevented from freely moving in the tire lumen i during traveling, preventing damage to the sound control body 4, and exhibiting a stable resonance suppression effect. In particular, the sound damper 4 is preferably bonded to the tire inner surface 3i, particularly to the tread inner surface 3ti, from the viewpoint of rim assemblability and the like. The tread inner surface 3ti means a surface located in the tread portion 3t that contacts the road surface of the tire inner surface 3i. In the present specification, at least the width region TW in the tire axial direction in which the belt layer 7 is disposed. including. As a particularly preferable aspect, the sound damper 4 is attached so that the center of the width thereof is located on the tire equator C.

  The sound damper 4 has a substantially constant cross-sectional shape and extends in the tire circumferential direction. The reason for the “substantially constant cross-sectional shape” is that, as shown in FIG. 2, inclined surface portions 30 are formed at both end portions 4E in the circumferential direction of the sound damper 4 for the purpose of improving durability. is there.

  The sponge material forming the sound damping body 4 is a sponge-like porous structure. For example, in addition to a so-called sponge having open cells in which rubber or synthetic resin is foamed, animal fibers, plant fibers, synthetic fibers, or the like are used. Includes webs that are intertwined and connected together. The “porous structure” includes not only open cells but also closed cells. Preferably, a synthetic resin sponge such as an ether polyurethane sponge, an ester polyurethane sponge, or a polyethylene sponge, a rubber sponge such as a chloroprene rubber sponge (CR sponge), an ethylene propylene rubber sponge (EDPM sponge), or a nitrile rubber sponge (NBR sponge). Polyurethane sponges, particularly ether-based polyurethane sponges, are particularly preferred from the viewpoints of sound damping, light weight, foaming controllability, durability, and the like.

  If the specific gravity of the sponge material is too large, the tire weight is likely to increase. On the other hand, if the sponge material is too small, it is difficult to obtain sufficient strength and the effect of suppressing cavity resonance is reduced. From such a viewpoint, the lower limit of the specific gravity of the sponge material is preferably 0.005 or more, and more preferably 0.01 or more. The upper limit of the specific gravity is preferably 0.06 or less, more preferably 0.04 or less, and further preferably 0.03 or less.

  Further, the volume V2 of the sound damper 4 is set to 0.4 to 20% of the total volume V1 of the tire lumen i. As described in Patent Document 1 described above, by securing the volume V2 of the sound control body 4 to 0.4% or more with respect to the total volume V1 of the tire lumen i, it is approximately 2 dB or more. Expected to reduce road noise. This noise reduction level can be said to be a value that can be clearly confirmed in the passenger compartment. From such a point of view, preferably, the volume V2 of the sound damper 4 is 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, if 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 will reach its peak, and the cost will increase or the weight balance of the assembly 1 will deteriorate. It is easy to invite. From this point of view, the volume V2 of the sound damper 4 is particularly preferably 15% or less, more preferably 10% or less of the total volume V1 of the tire lumen i.

  Next, although the cross-sectional shape and the like in the width direction cross section (tire meridian cross section including the tire shaft) of the noise control body 4 are not particularly restricted, as shown in FIG. 4, a fixed surface that is bonded and fixed to the tread inner surface 3ti. 4L and a free surface 4U facing the center side of the tire lumen i, and the maximum value Tm of the thickness T from the fixed surface 4L to the free surface 4U is in the range of 5 to 50 mm. In this example, the fixed surface 4L is formed in a horizontally long flat cross-sectional shape in which the width W1 is larger than the maximum value Tm of the thickness. Note that the maximum value Tm and the width W1 of the thickness are measured in a state (normal temperature and normal pressure) before the rim assembly with the noise control body 4 attached to the tire 3. The maximum value Tm of the thickness is measured in a direction perpendicular to the fixed surface 4L, and the width W1 is measured along the fixed surface 4L.

  The inventors performed a tire removal test on an assembly in which a noise control body having a rectangular cross section is arranged on the inner surface 3ti of the tread. And the damage condition of the sound control body 4 was investigated. As shown in FIG. 5, the tire removal test was performed by a plurality of workers using a tire changer (not shown) and a tire lever f. The operator is not informed in advance of the presence of the sound control body. In addition, many types of sample assemblies were used, such as various sound absorbers with different maximum thicknesses Tm and tires with different flatness ratios.

  When the tire 3 is removed from the rim 2, the tire lever f is inserted into the tire lumen i. The insertion length is determined depending on the type of tire (category, flatness, etc.), operator technique, wrinkles during operation, etc. Varies depending on the situation. However, as a result of the test, it was found that the number of damages of the sound control body is reduced in the assembly having the sound control body in which the maximum value Tm of the thickness is limited to 5 to 50 mm. The reason is that the insertion length of the tire lever f is limited due to the general knowledge of the operator who tries to prevent the contact between the tire lever f and the tire inner surface 3i, and therefore the sound damping body with a small thickness T is used. On the other hand, contact opportunities are expected to decrease. However, when the flat tire has a flatness ratio of 50% or less, the tire lever f tends to come into contact with the side surface of the sound control body more frequently.

  Therefore, in this example, as shown in FIG. 4, the peak 20t where the thickness T has the maximum value Tm, the valley bottom 21b which is located on both sides of the peak 20t and has the minimum value Ti, and A free surface 4U of the sound damper 4 is formed along a wave-like curve 24 in which a wave element 23 composed of an inclined portion 22 extending from the peak 20t to each valley bottom 21b is repeated in the width direction. Note that the sound damper 4 has the minimum value Ti at both ends in the width direction of the free surface 4U, and restricts the minimum value Ti to a range of 1.0 to 15 mm.

  That is, when the free surface 4U extends along the wavy curve 24, the sound damping body 4 is alternately formed with a ridge 20 having a large thickness and a valley 21 having a small thickness. At the same time, both ends in the width direction of the sound damper 4 are terminated at the valley portion 21 and the thicknesses at both ends in the width direction are set to a minimum value Ti. The peak portion 20 is defined by a portion having a thickness larger than the amplitude center line KL with respect to the amplitude center line KL of the wavy curve 24, and the valley portion 21 is defined by the amplitude center line KL. The thickness T is defined by a smaller portion.

  Thus, since the both ends of the sound damper 4 in the width direction are formed, contact between the tire lever f and the sound damper 4 is further avoided. Further, since the inclined portion 22 approaches an arcuate locus drawn by the tip of the tire lever f, even if the tire lever f comes into contact with the sound control body 4, the frictional force between the tire lever f and the tire lever f is small. In addition, the tip of the tire lever f is less likely to bite into the sound control body 4. And by these interaction, the remarkable damage of the damping body 4 and peeling from the tire 3 of the damping body 4 can be prevented effectively.

  In particular, in this example, the case where the sound control body 4 has two peak portions 20 is illustrated. In such a case, since the surface area of the free surface 4U increases, a higher resonance suppression effect can be exhibited. Moreover, since the trough part 21 is formed between the peak parts 20, when the tire lever f contacts the inclined part 22, the peak part 20 can be easily deformed inward in the width direction, and the biting of the tire lever f is further suppressed. Yes. Moreover, since the trough part 21 exhibits a heat dissipation effect, it is also useful for preventing thermal destruction of the sound control body 4.

  The number of peaks 20 may be one. The wavy curve 24 is preferably a trapezoidal wave shape combining straight lines as in this example from the viewpoint of productivity, but may be a sine wave curve, for example. In the wavy curve 24, if the amplitude H is too small, the surface area of the free surface 4U becomes small, and the resonance suppression effect in the tire lumen i tends to be reduced. The gradient is disadvantageous for preventing damage to the sound control body 4. From such a viewpoint, the lower limit value of the amplitude H is preferably 4 mm or more, more preferably 8 mm or more, and more preferably 10 mm or more, and the upper limit value is 44 mm or less, further 40 mm or less, further 35 mm or less, and further 30 mm. The following is preferred.

  Next, in the sound damper 4, as shown in an enlarged view in FIG. 6, an inclined surface portion 30 is formed at the outer end portion 4E in the tire circumferential direction, and along the fixed surface 4L in the vicinity of the fixed surface 4L. The crack damage of the sponge material which occurs is controlled. This crack damage is considered to be caused by the stress caused by the acceleration acting on the sound absorber 4 during traveling concentrated on the vicinity of the fixed surface in the tire circumferential direction outer end portion 4E. By reducing the mass of the outer end portion 4E by the formation, the force generated by the acceleration can be reduced and the occurrence of crack damage can be suppressed.

  Specifically, the inclined surface portion 30 includes a first inclined surface 30A that rises from the fixed surface 4L, and a second inclined surface 30B that extends from the first inclined surface 30A to the free surface 4U. Then, the inclination angle θ1 formed by the first inclined surface 30A with the fixed surface 4L is set in a range of 60 to 120 °, and the inclination angle θ2 formed by the second inclined surface 30B with the fixed surface 4L is set at 15 °. It is set in a range of ˜70 ° and smaller than the inclination angle θ1. Thus, since the inclined surface portion 30 includes the second inclined surface 30B having a gentle inclination with a small inclination angle θ2, the mass of the outer end portion 4E can be reduced and crack damage can be suppressed.

  Here, the sound damper 4 is manufactured in a state where the double-sided pressure-sensitive adhesive tape 11 is attached to the fixed surface 4L in order to improve the efficiency of the adhesion work to the tire 3 or the like. The produced sound-absorbing body with double-sided adhesive tape is packed in a box and transported from a manufacturing factory or the like to a tire manufacturing factory or the like by truck or the like. At this time, the sound-absorbing body 4 is boxed by vibration or acceleration during transportation. The tip portion P where the inclined surface portion 30 and the fixed surface intersect with each other easily collides with the inner wall surface of the box. And when the said front-end | tip part P deform | transforms greatly at the time of a collision, the double-sided adhesive tape 11 is crushed and rounded by the said front-end | tip part P, double-sided adhesive tapes 11 adhere | attach, or a release paper peels off and an adhesive surface becomes It may cause deterioration. As a result, when the tire 3 to which the sound damper 4 is bonded is used, the sound absorber 4 is peeled off from the tire 3 with the tip portion P as a base point, and the durability of the sound damper 4 and the tire 3 is increased. The problem of lowering occurs.

  On the other hand, in the inclined surface portion 30 of the present embodiment, the steep first inclined surface 30A having a large inclination angle θ1 is interposed between the second inclined surface 30B and the fixed surface 4L. Therefore, the tip portion P can be given strength, and the tip portion P can be deformed during transportation, that is, the double-sided adhesive tape 11 is crushed and rounded at the tip portion P, or the double-sided adhesive tapes 11 are bonded to each other. Thus, troubles such as peeling of the release paper can be prevented, and a decrease in adhesive strength to the tip end portion P and a decrease in appearance due to the deformation can be prevented.

  When the inclination angle θ1 is less than 60 °, the effect of preventing deformation at the tip portion P is not exhibited. When the inclination angle θ1 exceeds 120 °, weight reduction of the inclined surface portion 30 is not achieved, and crack damage is suppressed in the vicinity of the fixed surface 4L. The effect is insufficient. From such a viewpoint, the lower limit of the inclination angle θ1 is preferably 70 ° or more, more preferably 80 ° or more, and the upper limit is preferably 110 ° or less, and more preferably 100 ° or less.

  If the inclination angle θ2 is less than 15 °, the amount of sponge in the inclined surface portion 30 is excessively disadvantageous for the road noise reduction effect, and if it exceeds 70 °, the crack damage suppression effect is insufficient. From such a viewpoint, the lower limit of the inclination angle θ2 is preferably 30 ° or more, and the upper limit is preferably 60 ° or less, and more preferably 50 ° or less.

  Further, from the viewpoint of preventing deformation of the tip portion P, the radial height h from the fixed surface 4L of the intersection Q between the first inclined surface 30A and the second inclined surface 30B is in the range of 3 to 15 mm. Preferably, if it is less than 3 mm, the effect of preventing the deformation of the tip end portion P is insufficient. Conversely, if it exceeds 15 mm, the crack damage suppressing effect is not exhibited. The height h is 80% or less of the maximum value Tm of the thickness.

  Further, as shown in FIG. 7, the deformation of the distal end portion P becomes more conspicuous at the top portion J where the side surface 4S of the sound damper 4, the first inclined surface 30A, and the fixed surface 4L intersect. Therefore, in this example, by forming the chamfered portion 32 that cuts off the top portion J, deformation of the tip portion P is further suppressed. The width direction length La and the circumferential direction length Lb of the chamfered portion 32 are preferably in the range of 3 to 10 mm, and the chamfered portion 32 may be an inclined surface. It may also be a circular arc surface.

  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.

  A sound damper 4 having a double-sided pressure-sensitive adhesive tape 11 having a cross-sectional dimension shown in FIG. 8 and having inclined surface portions 30 having the specifications shown in Table 1 formed on both outer end portions 4E in the circumferential direction was made as an experiment. 100 of the sound control bodies 4 are arranged in 5 lines x 2 rows in 10 units and packed in a box with internal dimensions (width 540 mm x height 335 mm x length 1990 mm) and transported from Aichi to Fukushima by truck. . The sound damper 4 is loaded such that its longitudinal direction is perpendicular to the track traveling direction. Then, the sound control body 4 after transportation was inspected, and the case where the release paper peeled off at the tip portion P of the inclined surface portion 30 was evaluated as a damaged product, and the occurrence rate of the damaged product was compared. Further, a non-damaged damping body 4 was bonded to the tread inner surface 3ti of a tire (tire size 215 / 45R17), and a drum durability test was performed.

  As the sponge material, an ether polyurethane sponge having a specific gravity of 0.039 made by INOAC (model number ESH2) was used, and a double-sided adhesive tape made by Nitto Denko (model number 5000NS) was used. The length of the sponge is 1820mm.

(1) Drum durability test;
Using a drum with a protrusion (diameter 1.7 m) having two protrusions having a trapezoidal cross section (height 15 mm, lower base 40 mm, upper base 20 mm) on the outer peripheral surface of the drum, 230 kPa), rim (17 × 7 JJ), load (6.2 kN: 1.2 times the large load corresponding to JATMA), speed (60 km / h), running on the drum with protrusions up to 10,000 km I let you. Every 1000 m during traveling, the presence or absence of crack damage at the outer circumferential end of the sound control body was checked, and the total distance traveled when crack damage occurred was compared.

As shown in Table 1, in the example, while ensuring the road noise reduction effect, it is possible to suppress the occurrence of crack damage at the outer circumferential end portion of the sound damper in the tire circumferential direction, and to improve the durability of the sound damper. It can be confirmed.

1 is a meridional sectional view showing an embodiment of an assembly of a pneumatic tire and a rim according to the present invention. It is a circumferential direction sectional view of an assembly. It is meridian sectional drawing which expands and shows an assembly. It is sectional drawing of the width direction of a noise suppression body. Diagram explaining the peel test, It is a circumferential direction sectional view in the position of the maximum thickness which shows the inclined surface part in the peripheral direction outer end part of a sound control object. It is the top view and front view of a sound control body which show a chamfer. Table 1 is a cross-sectional view showing the cross-sectional shape and dimensions of the noise control body used in the test. It is sectional drawing which shows the inclined surface part of the conventional noise suppression body.

Explanation of symbols

2 Rim 3 Pneumatic tire 4 Damping body 4E Outer end 4L Fixed surface 4U Free surface 11 Double-sided adhesive tape 30 Inclined surface portion 30A First inclined surface 30B Second inclined surface 32 Chamfered portion i Tire lumen J Top portion Q Intersection

Claims (4)

A sponge material having a volume V2 of 0.4 to 20% of the total volume V1 of the tire lumen and extending in the tire circumferential direction in a tire lumen formed by the rim and a pneumatic tire attached to the rim. It has a sound control body using
The sound damping body has a fixed surface fixed to a tire side lumen surface or a rim side lumen surface surrounding the tire lumen, and a free surface facing the tire lumen, and the free surface from the fixed surface. And the maximum thickness up to 5-50mm,
The sound damper includes a first inclined surface rising from the fixed surface and a second inclined surface extending from the first inclined surface to the free surface at least one outer end portion in the tire circumferential direction. As an inclined surface,
Moreover, the inclination angle θ1 formed by the first inclined surface with the fixed surface is in the range of 60 to 120 °, and the inclination angle θ2 formed by the second inclined surface with the fixed surface is set between 15 ° and 70 ° and the inclined angle. A pneumatic tire and rim assembly characterized by being smaller than θ1.   2. The pneumatic tire and rim according to claim 1, wherein a radial height h from the fixed surface of an intersection of the first inclined surface and the second inclined surface is 3 to 15 mm. Assembly.   The inclined surface portion of the sound damper is formed with a chamfered portion that cuts out a top portion where the side surface of the sound absorber, the first inclined surface, and the fixed surface intersect. The pneumatic tire and rim assembly according to 2.   The pneumatic tire and rim assembly according to any one of claims 1 to 3, wherein a double-sided pressure-sensitive adhesive tape is used as the means for fixing the sound damper.

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