JP2010030467A - Partition membrane for safety tire, safety tire, and assembly of the safety tire and rim - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a partition membrane for a safety tire, the safety tire, and an assembly of the safety tire and a rim, whose structure is comparatively simple and capable of efficiently letting out air filled inside the safety tire in spite of a conventional rim being usable. <P>SOLUTION: This partition membrane 1 for the safety tire is an expandable and deformable annular partition membrane 1 for safety tire that is arranged inside a conventional pneumatic tire 7 to constitute the safety tire 9. The partition membrane 1 for the safety tire divides a space partitioned by the tire 7 and a rim 10 into two chambers 14, 13 in an attached state that the tire 7 is attached to the rim 10; the two chambers being an outside chamber 14, partitioned by the outside surface of the partition membrane 1 for the safety tire and the tire inside surface, and an inside chamber 13, partitioned by the inside surface of the partition membrane 1 for the safety tire and the outside surface of the rim 10. Furthermore, the partition membrane 1 for the safety tire has at least one communication portion 16, which can communicate the inside chamber 13 with the outside chamber 14, and a protruding portion 18 formed at a position adjacent to the communication portion 16 on the inside surface of the partition membrane 1 for the safety tire. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a safety tire diaphragm applied to a safety tire that can be safely stopped even in a run-flat state in which the tire internal pressure has suddenly decreased due to puncture or the like, and can travel a certain distance. The present invention relates to a safety tire to which a diaphragm for safety tire is applied and an assembly of a safety tire and a rim.

  Safety tires include tires that support the tire load on the shoulders of air bladders, foams, elastic bodies, cores, etc., and the internal pressure is reduced by closing damaged parts such as holes created by applying or filling sealant. Tires and the like that prevent the above are known. However, since these conventional safety tires have a complicated structure, there are many cases where the defect rate increases and the production efficiency decreases. In some cases, it is necessary to prepare a dedicated rim having a valve for filling air into the air and a structure for attaching the core.

  As a safety tire having a relatively simple structure, for example, in Patent Document 1, an inflatable annular diaphragm disposed between both bead portions allows the inner space of the tire to be separated from the inner chamber adjacent to the rim and the tread portion of the tire. A tire divided into two chambers, an outer chamber adjacent to the inner surface, is described. In such a tire, when the inner chamber and the outer chamber are filled with air, normal running is performed, and when the air in the outer chamber is released by puncture or the like and the internal pressure is reduced, the inner pressure in the inner chamber supports the load. And run-flat driving is possible.

  However, the safety tire described in Patent Document 1 requires a valve for filling the outer chamber with air in the sidewall portion of the tire, which complicates the tire manufacturing process and increases the weight of the tire. There is a problem that the performance of tires such as uniformity is impaired.

Therefore, in order to solve such problems of the prior art, the applicant of the present application disclosed in Japanese Patent Application No. 2007-25527 a space defined between the tire and the rim when the tire is mounted on the rim. A safety tire in which an annular diaphragm that can be inflated and deformed is divided into two chambers on the radially inner side and the outer side, and the inner chamber and the outer chamber are communicated with each other via a means for regulating the flow rate provided on the diaphragm. Proposed. Thereby, compared with the conventional safety tire as described in Patent Document 1, since the load is supported when the internal pressure is reduced with a simple structure, the weight can be reduced, and the conventional rim can be reduced. Since it can be attached, versatility can be improved.
Japanese Patent Publication No. 37-1754

  However, in the above Japanese Patent Application No. 2007-25527, the tire is not punctured (the outer chamber and the inner chamber are filled with air of a predetermined pressure) through the air filling valve installed on the rim. The efficiency of exhausting the air inside the tire has not been fully studied.

  Therefore, the object of the present invention is to make the structure relatively simple by improving the air discharge in the safety tire that has not been sufficiently focused and studied so far, while the conventional rim can be used. Another object of the present invention is to provide a safety tire diaphragm, a safety tire and an assembly of a safety tire and a rim that can efficiently extract air filled in the safety tire.

  In order to achieve the above object, the present invention comprises a pair of bead portions, a pair of sidewall portions extending outward from the bead portion in the tire radial direction, and a tread portion extending between both sidewall portions. An inflatable and deformable annular safety tire diaphragm that is disposed inside the tire and constitutes a safety tire, the safety tire diaphragm in a mounting posture in which the tire is mounted on a rim, and the tire and the rim. Two spaces, an outer chamber defined by the outer surface of the safety tire diaphragm and the tire inner surface, and an inner chamber defined by the inner surface of the safety tire diaphragm and the outer surface of the rim. In the safety tire diaphragm, the at least one communication portion capable of communicating between the inner chamber and the outer chamber, and a position adjacent to the communication portion on the inner surface of the safety tire diaphragm. Formed And the convex portion has a diaphragm safety tire characterized by having a. The “position adjacent to the communicating portion” as used herein refers to a case where the safety tire diaphragm is mounted on the rim together with the tire, and the air in the inner chamber is discharged from a state where a predetermined internal pressure is applied to the inner chamber and the outer chamber. In addition, even if the diaphragm for the safety tire is crushed and pressed against the rim by the differential pressure between the inner chamber and the outer chamber, it refers to a position where a gap can be formed between the communication portion and the rim by the convex portion. It shall include not only a distant position but also a position in contact with the communicating portion. In addition, in the claims and the specification, the term “rim” or “applicable rim” means a rim defined in the standard according to the tire size, and the standard means that the tire is produced or used. For example, “Year Book” of The Tire and Rim Association Inc. in the United States, “Standards Manual” of The European Tire and Rim Technical Organization in Europe, This is the “JATMA Year Book” of the Tire Association.

  In such a safety tire diaphragm, by supplying air to the inner chamber in a state where the rim is assembled as a safety tire, a part of the supplied air is supplied to the outer chamber via the communication portion. Conversely, when exhausting air when the tire is not punctured, the air in the inner chamber is exhausted, and the air in the outer chamber is allowed to flow into the inner chamber through the communication section, so that the air in the outer chamber is also discharged. can do. At this time, the amount of air flowing into the inner chamber from the outer chamber is restricted by the communication portion, and as a result, the diaphragm for the safety tire may be crushed and the communication portion may be pressed against the rim. In this case, an air flow passage (gap) can be formed between the rim and the periphery of the communication portion pressed against the rim by the convex portion formed at a position adjacent to the communication portion. Air can smoothly flow into the inner chamber.

  Therefore, according to the diaphragm for a safety tire of the present invention, the structure is relatively simple and the conventional rim can be used, but the air filled in the safety tire is filled with the normal air filled in the rim. It can be removed efficiently via a valve.

  In addition, in the diaphragm for safety tires of this invention, it is preferable that a convex part is made into a block shape.

  Moreover, in the diaphragm for safety tires of this invention, it is preferable that a convex part is made into the ring shape surrounding a communicating part, and forms a notch in the surrounding wall. The “enclosure wall” herein refers to a wall portion formed by a ring-shaped convex portion and extending so as to surround the communication portion.

  Furthermore, in the diaphragm for a safety tire according to the present invention, it is preferable that the convex portion has a ring shape surrounding the communication portion and an opening is formed in the surrounding wall.

  Furthermore, in the diaphragm for a safety tire according to the present invention, it is preferable that the total cross-sectional area of the notch or the opening is not less than ½ of the communication area of the communication part adjacent thereto. Here, the “communication area” of the communication portion refers to a flow area where the communication portion communicates between the outer chamber and the inner chamber when the safety tire diaphragm is mounted on the rim as a safety tire. For example, in the case where the communication portion is constituted by a small hole penetrating the diaphragm for a safety tire, the cross-sectional area of the small hole is indicated.

  Furthermore, in the diaphragm for safety tires of this invention, it is preferable that the convex portion is integrally formed with the diaphragm for safety tires.

In addition, a safety tire according to the present invention is configured by housing any one of the above-described safety tire diaphragms in a tire, and the assembly of the safety tire and rim according to the present invention includes the safety tire described above. These tires are assembled to a general applicable rim defined by the standard.

  According to the present invention, the structure is relatively simple and the conventional rim can be used, but the air filled in the safety tire can be smoothly extracted via the air filling valve installed in the rim. It is possible to provide a safety tire diaphragm, a safety tire, and a safety tire / rim assembly.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows the width direction of an assembly of a safety tire and a rim formed by assembling a safety tire diaphragm (hereinafter referred to as “diaphragm”) according to an embodiment of the present invention together with a conventional pneumatic tire on a rim. FIGS. 2A and 2B are sectional views, FIG. 2A shows a state in which a predetermined air pressure is filled, FIG. 2B shows a run-flat state in which the internal pressure is reduced, and FIG. 2 shows the safety tire and rim of FIG. FIG. 3 is a perspective view showing a diaphragm taken out from the assembly of FIG. 1 together with a cross section in the width direction, and FIG. 3 shows a state in which air is discharged from the air filling valve in the safety tire and rim assembly shown in FIG. FIG.

  As shown in FIG. 1, the diaphragm 1 of this embodiment includes a bead portion 3 having a bead core 2, a pair of sidewall portions 4 extending outward in the tire radial direction from the bead portion 33, and a pair of shoulders extending outwardly. The tire 5 is housed inside a general pneumatic tire 7 having a tread portion 6 extending between the shoulder portion 5 and the shoulder portions 5, and constitutes a safety tire 9. An assembly 12 of the safety tire 9 and the rim 10 is configured by being sandwiched between the bead portion 3 of the pneumatic tire 7 and the rim flange 11 of the rim 10 and attached to the rim 10 together with the pneumatic tire 7. It is.

  The diaphragm 1 has an annular shape, and a space defined between the pneumatic tire 7 and the rim 10 in a state assembled with the rim 10 together with the pneumatic tire 7 is positioned on the rim 10 on the inner side in the tire radial direction. The chamber is divided into two chambers: an adjacent inner chamber 13 and an outer chamber 14 located on the outer side in the tire radial direction and adjacent to the inner surface of the pneumatic tire 7. And the diaphragm 1 is comprised so that expansion | swelling (diameter expansion) deformation | transformation is possible by the differential pressure of the inner chamber 13 and the outer chamber 14. In the safety tire 9 configured in this manner, the vehicle travels normally in a state where the inner chamber 13 and the outer chamber 14 are filled with air, and when the air in the outer chamber 14 escapes due to puncture or the like and the internal pressure decreases, Run-flat running is possible because the internal pressure in the inner chamber 13 supports the load.

  Here, the diaphragm 1 is formed of an air-impermeable and extensible material such as TPE (thermoplastic elastomer) such as rubber, a composite of rubber and non-woven fabric, and TPO (olefin-based thermoplastic elastomer). In particular, the stretchability (breaking elongation) of the diaphragm 1 when the internal pressure of the outer chamber 14 is reduced, the weight of the diaphragm 1 is reduced, the shape stability of the diaphragm 1 during normal running, and the suppression of creep due to centrifugal force, etc. In consideration of the above, it is preferable to use TPE. Moreover, it is preferable that the thickness of the diaphragm 1 exists in the range of 0.3 mm-5 mm. When the thickness of the diaphragm 1 is less than 0.3 mm, the strength of the diaphragm 1 becomes insufficient. As a result, when the diaphragm 1 expands, the diaphragm 1 cannot follow the expansion and breaks or comes into contact with the tire inner surface. On the other hand, when the thickness of the diaphragm 1 exceeds 5 mm, the tire mass increases and creep due to centrifugal force may occur. This is because there is a possibility that the fuel efficiency is lowered and the tire performance is impaired. Furthermore, in order to ensure that the diaphragm 1 rapidly expands to the tire inner surface when the internal pressure is reduced, the breaking elongation of the diaphragm 1 is preferably 50% or more.

  Further, when air is supplied to the inner chamber 13 from an air filling valve 15 provided on the rim 10, the diaphragm 1 is surely allowed to flow into the outer chamber 14 while being punctured. In order to control the flow rate of the pressurized air flowing out from the inner chamber 13 as necessary when the tire air rapidly decreases due to the above, etc., communication is performed between the inner chamber 13 and the outer chamber 14 while restricting the flow velocity. A small hole 16 as a communication portion is formed through. By configuring the communication portion with the small holes 16 in this way, the structure is simple and further weight reduction can be achieved, and the mass difference between the portion where the small holes 16 are provided and the portion where the small holes 16 are not provided is reduced, and a communication portion is provided. It is possible to avoid a decrease in uniformity due to this. In addition, a differential pressure caused by pressure loss can be generated between the inner chamber 13 and the outer chamber 14 without hindering smooth air flow between the inner chamber 13 and the outer chamber 14. And this differential pressure | voltage can be adjusted by selecting the diameter of the small hole 16 suitably. The diameter of the small hole 16 is preferably in the range of 0.5 to 5 mm. This is because if the diameter is less than 0.5 mm, the pressure in the inner chamber 13 may increase too much when filling with the internal pressure, and the diaphragm 1 may expand. This is because when the internal pressure of the outer chamber 14 decreases, the air in the inner chamber 13 together with the air in the outer chamber 14 also flows out of the tire, which may reduce the run-flat running performance.

  Further, as shown in detail in FIG. 2, a block-like convex portion 18 for preventing the small hole 16 from being blocked is formed on the inner surface (the surface facing the rim 10) of the diaphragm 1. This convex portion 18 is caused by the pressure difference between the inner chamber 13 and the outer chamber 14 when the air in the inner chamber 13 is discharged through the air filling valve 15 from a state where a predetermined internal pressure is applied to the inner chamber 13 and the outer chamber 14. Even when the diaphragm 1 for the safety tire 9 is crushed and pressed against the rim 10, adhesion between the periphery of the small hole 16 and the outer surface of the rim 10 is prevented, and a gap is formed between the small hole 16 and the outer surface of the rim 10. It is provided at a position adjacent to the small hole 16. In this embodiment, the block-shaped convex portion 18 has a cylindrical shape, but when the air in the inner chamber 13 is discharged through the air filling valve 15, a gap is formed between the small hole 16 and the outer surface of the rim 10. If possible, the shape is not limited to this, and various shapes such as a prismatic shape and a conical shape may be used. Moreover, although the convex part 18 may be integrally formed with the diaphragm 1 or may be a separate member, it is advantageous in that it is easier to manufacture integrally with the diaphragm 1 and a partial increase in weight can be avoided. It is. The arrangement position and height of the convex portion 18 are not particularly limited as long as they can avoid the blockage of the small holes 16 and can ensure the smooth circulation of air, In order to ensure the air flow when the air is discharged (when the internal pressure is released), it is preferable that the position of the protrusion 18 is within a radius of 25 mm of the small hole 16. From the same viewpoint, the height of the convex portion 18 is preferably 2 mm or more.

  According to the diaphragm 1 of this embodiment, as shown in FIG. 1 (a), the diaphragm 1 is mounted on the rim 10 together with the pneumatic tire 7, and the inner side through the normal air filling valve 15 installed on the rim 10. When air is supplied to the chamber 13, a part of the supplied air is supplied to the outer chamber 14 through the small holes 16. When the supply of air is stopped when the internal pressure of the inner chamber 13 reaches a predetermined value, the differential pressure is adjusted by the small hole 16. On the other hand, when the tire air pressure (inner pressure in the outer chamber 14) is sharply reduced due to external factors such as nailing, the diaphragm 1 is shown in FIG. 1 (b) based on the pressure difference between the inner chamber 13 and the outer chamber 14. ) Inflated and deformed to reach the inner surface of the pneumatic tire 7 and preferably adhere evenly over the entire surface. Thereby, the crushing deformation of the pneumatic tire 7 is suppressed, and the load load of the pneumatic tire 7 is supported instead of the shoulder by the pressure in the inner chamber 13. Therefore, it is possible to provide a safety tire that has a relatively simple structure and can be used with a conventional rim.

  Moreover, in the diaphragm 1 of this embodiment, as shown in FIG. 3, it is installed in the rim 10 from a state where the tire is not punctured (a state where the outer chamber 14 and the inner chamber 13 are filled with air of a predetermined pressure). When the air is discharged through the air filling valve 15, the projections 18 formed at positions adjacent to the small holes 16 prevent the small holes 16 from being blocked, and the small holes 16 of the diaphragm 1. Since an air flow passage (gap) can be formed between the periphery and the outer surface of the rim 10 (that is, around the convex portion 18), air can be smoothly discharged.

  By the way, in the previous safety tire proposed by the present applicant, shown as a comparison in FIGS. 4A and 4B, the efficiency at the time of exhausting the air in the safety tire has not been sufficiently studied, When air is discharged via the air filling valve 15, the diaphragm 101 is crushed and pressed against the rim 10 due to the pressure difference between the outer chamber 14 and the inner chamber 13, and the communication portion 116 is blocked (see FIG. 4B). ), There was a risk of hindering smooth air discharge.

  In the diaphragm 1 of the above embodiment, only one block-shaped convex portion 18 is provided for one small hole 16, but the periphery of the small hole 16 on the inner surface of the diaphragm 1 and the outer surface of the rim 10 when air is discharged. From the viewpoint of securing a sufficient flow path between the two, it is preferable to provide two or more block-shaped convex portions 18 as in the diaphragm 21 shown in FIG.

  Next, another preferred embodiment of the diaphragm according to the present invention will be described with reference to the drawings. Here, FIGS. 6 to 8 are perspective views showing the diaphragm of another embodiment according to the present invention in the same manner as FIG. In addition, the same code | symbol is attached | subjected to the thing similar to the component already demonstrated by the said embodiment, and the description is abbreviate | omitted.

  In the diaphragm which concerns on the said embodiment, although the convex part 18 was made into the block shape, in the diaphragm 31, 41, 51 of embodiment shown to FIGS. 6-8, the convex parts 33, 43, and 53 are small holes as a communication part. 16 is formed in a ring shape, and a cutout portion 35 or openings 45 and 55 are provided in a part of the surrounding walls 34, 44, and 54. According to this, when the air is discharged from the state in which the inner chamber 13 and the outer chamber 14 are filled with air through the air filling valve 15 installed on the rim 10, the enclosure of the convex portions 33, 43, 53 is performed. The peripheral edges of the walls 34, 44, 54 can avoid obstruction due to direct contact between the small hole 16 and the outer surface of the rim 10, and ensure an air flow passage by the notch 35 or the openings 45, 55. As a result, air can be smoothly discharged. Further, by changing the size and number of cutouts 35 or openings 45 and 55 (that is, the total cross-sectional area) (for example, the diaphragm of FIG. 8 has a larger number of openings than that of FIG. 7). It is possible to control the air discharge speed and the like. From the viewpoint of ensuring smooth air flow, the total cross-sectional area of the notch 35 and the openings 45 and 55 may be set to 1/2 or more of the cross-sectional area of the small hole 16 adjacent thereto. preferable.

  In the following, tests are performed to show the effects of the present invention, which will be described.

  Tests were conducted by comparing Examples 1 to 5 in which a pneumatic tire having a tire size of 495 / 45R22.5 has one small hole as a communicating portion and a diaphragm made of TPO having a thickness of 2 mm. In the safety tire of Example 1, rim assembly to the applicable rim, internal pressure filling and rim unwinding were carried out, and the time taken to release the air was measured to see if the tire side (outer chamber) air was discharged smoothly. Was done by. The test was performed 5 times for each safety tire. Table 1 shows the conditions and evaluation results of each safety tire. In addition, the evaluation result in the table is an index ratio when the release time when the air discharge is successful in the safety tire of Comparative Example 1 (when the air pressure in the outer chamber reaches the atmospheric pressure) is 100. The smaller the value, the shorter the time required to release the air, and the more smoothly it was released. Moreover, the safety tire of Comparative Example 1 is the same as the safety tires of Examples 1 to 5 except that no protrusion is provided on the diaphragm. The filling and discharging of air is performed through a normal air filling valve installed on the rim. The set values of the internal pressure during filling are 900 kPa (relative pressure) for the inner chamber and 900 kPa (relative pressure) for the outer chamber. is there.

  From the results shown in Table 1, it was confirmed that in the safety tires of Examples 1 to 5, the air in the outer chamber divided by the diaphragm can be reliably discharged and can be discharged smoothly. It was also confirmed that the larger the ratio of the total cross-sectional area of the notch or opening to the cross-sectional area of the small holes, the smoother the release.

The above description shows only some of the embodiments of the present invention, and these configurations can be combined with each other or various modifications can be made without departing from the spirit of the present invention. For example, in the above-described embodiment, the communication portion is configured with a small hole. However, the communication portion is configured by opening an opening penetrating the material constituting the diaphragm and covering the opening with a filter member having a large number of pores. You can also According to this, since a relatively lightweight filter member is used, the structure is relatively simple and relatively lightweight, and the difference in mass between the portion where the filter member is provided and the portion where the filter member is not provided is compared. And there is little damage to tire uniformity. Furthermore, although it does not hinder the smooth air flow between the inner chamber and the outer chamber, a differential pressure due to pressure loss can be generated between the inner chamber and the outer chamber. And this differential pressure | voltage can be adjusted by selecting suitably the diameter or number of the pores of a filter member. A suitable filter member is a nonwoven fabric. Since the nonwoven fabric is a porous sheet in which fibers are overlapped and bonded to each other in a three-dimensional structure, a high differential pressure can be generated between the inner chamber and the outer chamber as compared with the communication portion constituted by small holes. This differential pressure can be adjusted by appropriately selecting the basis weight of the nonwoven fabric. The nonwoven fabric applicable to the present invention is not particularly limited as long as it can generate a differential pressure due to pressure loss between the inner chamber and the outer chamber. For example, natural fiber, synthetic fiber, glass fiber, metal A fiber, carbon fiber, or the like bonded by spun bond, thermal bond, chemical bond, needle punch, stitch bond, or the like can be used. A particularly suitable nonwoven fabric is a PET fiber bonded with a rubber bond. If a nonwoven fabric with a high basis weight is used, the flow rate of air that can pass through this is limited. The diaphragm may become larger and deform beyond the yield point. From the viewpoint of preventing this, the basis weight of the nonwoven fabric is preferably 1000 g / m ² or less. On the other hand, since the nonwoven fabric with a low basis weight has low strength, the basis weight of the nonwoven fabric is preferably 5 g / m ² or more from the viewpoint of securing the strength of the entire diaphragm. Or although illustration is abbreviate | omitted, a communicating part can also be comprised by opening the opening which penetrates this in the material which comprises this, and arrange | positioning a valve member in this opening. According to this, the differential pressure between the inner chamber and the outer chamber can be controlled more reliably. Such a valve member is not particularly limited as long as it opens and closes according to the differential pressure between the inner chamber and the outer chamber, and for example, a check valve or a relief valve can be used.

  The method of fixing the diaphragm to the tire and / or rim is not limited to the illustrated example. For example, both end portions of the diaphragm are directly attached to the bead part or indirectly via an attachment (not shown). Can be glued, locked or fixed. More specifically, although not shown in the drawings, an annular groove extending in the circumferential direction is formed on the inner surface of the bead portion, and the diaphragm is fitted by fitting both end portions of the diaphragm together with a ring-shaped fixing member therein. Can be fixed to the tire.

  Finally, in relation to the above-described diaphragm, the internal pressure in the diaphragm (inner chamber) during normal running is preferably equal to or higher than the internal pressure in the outer chamber. According to this, the diaphragm can be rapidly expanded and deformed when the internal pressure of the outer chamber is reduced. In addition, when a large tension is applied to the diaphragm in a normal running state, the diaphragm may creep-deform and contact with the inner surface of the tire when used for a long time. From the viewpoint of preventing this, it is preferable to set the internal pressure of the inner chamber to 110% or less of the internal pressure of the outer chamber.

  According to the present invention, the structure is relatively simple and the conventional rim can be used, but the air filled in the safety tire can be smoothly extracted via the air filling valve installed in the rim. It has become possible to provide a diaphragm for a safety tire, a safety tire, and an assembly of a safety tire and a rim.

FIG. 1 is a cross-sectional view in the width direction of an assembly of a safety tire and a rim formed by assembling a diaphragm for a safety tire of an embodiment according to the present invention on a rim together with a conventional pneumatic tire. A state in which air pressure is filled is shown, and (b) shows a run-flat state in which the internal pressure is reduced. FIG. 2 is a perspective view showing the diaphragm taken out from the assembly of the safety tire and rim of FIG. 1 together with the cross section in the width direction. FIG. 3 is a cross-sectional view in the width direction showing a state in which air is discharged from the air filling valve in the assembly of the safety tire and the rim shown in FIG. FIG. 4 is a cross-sectional view in the width direction of the assembly of the safety tire and the rim as a comparison, (a) shows a state in which a predetermined air pressure is filled, and (b) shows air from the air filling valve. It shows the released state. It is the perspective view which showed the diaphragm for safety tires of other embodiment according to this invention with the cross section in the width direction. It is the perspective view which showed the diaphragm for safety tires of other embodiment according to this invention with the cross section in the width direction. It is the perspective view which showed the diaphragm for safety tires of other embodiment according to this invention with the cross section in the width direction. It is the perspective view which showed the diaphragm for safety tires of other embodiment according to this invention with the cross section in the width direction.

Explanation of symbols

1, 21, 31, 41 Diaphragm 2 Bead core 3 Bead part 4 Side wall part 5 Shoulder part 6 Tread part 7 Pneumatic tire 9 Safety tire 10 Rim 11 Rim flange 12 Assembly 13 Inner chamber 14 Outer chamber 15 Air filling valve 16 Small Hole 18, 33, 43, 53 Projection 34, 44, 54 Enclosure wall 35 Notch 45, 55 Opening

Claims (8)

A safety tire is configured by being arranged on the inner side of a tire having a pair of bead portions, a pair of sidewall portions extending from the bead portion to the outer side in the tire radial direction, and a tread portion extending between both sidewall portions. An inflatable and deformable annular safety tire diaphragm, wherein the safety tire diaphragm defines a space defined between the tire and the rim in a mounting posture in which the tire is mounted on the rim. A safety tire diaphragm that is divided into two chambers: an outer chamber defined by the outer surface of the tire diaphragm and the inner surface of the tire, and an inner chamber defined by the inner surface of the safety tire diaphragm and the outer surface of the rim.
At least one communication portion capable of communicating between the inner chamber and the outer chamber;
A safety tire diaphragm, comprising: a convex portion formed at a position adjacent to the communication portion on the inner surface of the safety tire diaphragm.   The diaphragm for a safety tire according to claim 1, wherein the convex portion has a block shape.   The diaphragm for a safety tire according to claim 1 or 2, wherein the convex portion has a ring shape surrounding the communication portion, and a notch is formed in the surrounding wall.   The said convex part is a ring shape surrounding the said communication part, The diaphragm for safety tires as described in any one of Claims 1-3 which forms an opening part in the surrounding wall.   The diaphragm for a safety tire according to claim 3 or 4, wherein a total cross-sectional area of the notch or the opening is not less than ½ of a communication area of a communication part adjacent thereto.   The diaphragm for safety tires as described in any one of Claims 1-5 formed by integrally forming the said convex part with the said diaphragm for safety tires.   The safety tire comprised by accommodating the diaphragm for safety tires as described in any one of Claims 1-6 in a tire.   An assembly of a safety tire and a rim configured by assembling the safety tire according to claim 7 to a rim.

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