JP4343636B2 - Tire rim assembly - Google Patents

Description

  The present invention relates to a tire rim assembly provided with a core that enables safe traveling over a certain distance even when the internal pressure of a pneumatic tire is reduced due to puncture or the like.

  Conventionally, the following technologies are widely known for tires having electronic devices such as an electronic tag, an internal pressure sensor, and a temperature sensor.

  (1) An electronic tag such as an RF-ID including a memory storing tire identification information, manufacturing history information, and the like is disposed on the tire (see, for example, Patent Documents 1 to 3).

  (2) A temperature sensor, an internal pressure sensor, etc. are arranged in the tire and the running state of the tire is monitored. Furthermore, a writable memory is arranged in the tire, and a tire usage history such as temperature, internal pressure, and travel distance is electronically stored in the memory (see, for example, Patent Documents 4 and 5). In addition, it is possible to attach the electronic device as described above to a wheel or a core other than a tire (a support body in which the inner surface side of the tread portion of the tire abuts from the outer peripheral side when the tire is crushed, also referred to as a run-flat support body). Although proposed, the electronic device as described above stores information unique to the tire, and is preferably attached to the tire itself.

  (3) About the site | part of the tire which arrange | positions an electronic device, various proposals, such as a side wall part, a bead part, a tread part, are made | formed (for example, refer patent documents 6-13).

  (4) With regard to attachment means for attaching the electronic device to the tire, it has been proposed to embed the tire inside the tire at the time of manufacturing the tire, or to stick it with an adhesive, self-vulcanizable rubber or mechanical means after the tire is completed ( For example, see Patent Documents 14 to 22.) In particular, the use of means for attaching after completion of the tire has advantages such as that there is no risk of damage to electronic components during tire manufacture, can be retrofitted to existing tires, and replacement and maintenance of electronic components are easy. can get.

(5) Various technologies are disclosed for the core (see, for example, Patent Documents 23 to 35).
(6) In a run-flat system using cores, side-reinforced run-flat tires, etc., it is important to ensure safety using electronic devices that have functions such as detecting internal pressure drop and recording run-flat running conditions. Is being viewed.
JP 2002-264617 A JP 7-321698 A JP-A-6-216627 JP-A-11-254926 JP-A-11-240315 JP-A-8-67117 JP-A-9-136517 JP-A-9-237398 JP-T-2001-525282 JP-T-2001-525281 JP-T-2001-525284 JP-A-10-119521 JP-A-11-42915 Japanese Patent Laid-Open No. 11-278021 JP-A-11-165514 Japanese Patent Laid-Open No. 11-278021 JP 2001-30369 A Japanese translation of PCT publication No. 2002-502765 WO01 / 25033 JP 2000-168320 A JP 2000-168321 A JP 2000-168322 A JP 2000-158922 A Special table 2003-510209 gazette Special table 2003-512968 gazette Japanese Patent Laid-Open No. 10-6721 Japanese Patent Laid-Open No. 10-157417 JP-T-2001-519279 JP 2003-48410 A JP-A-10-297226 JP 2002-59720 A JP 2002-59721 A JP 2002-1114012 A JP 2002-234304 A JP 2002-337518 A

  By the way, when a tire rim assembly having a core (an assembly of a pneumatic tire and a rim) is mounted on a vehicle and run flat, the core supports the vehicle weight by supporting the inner surface side of the tread portion. ing. For this reason, the electronic device (electronic component) embedded or stuck in the tread portion of the tire is damaged by a large pressure, and the tire-specific information stored in the electronic device is lost, and the run flat using the core There was a problem that information for system safety management could not be obtained.

  In particular, the electronic device attached to the inner surface of the tread portion is subjected to a greater pressure than when embedded in the tread portion, and is easily swallowed by the inner surface and the core of the tread portion and easily dropped from the tread portion. This problem became prominent.

  A technique for combining the tire having the electronic device as described above, the core, and the rim so that each function can be sufficiently exhibited is still insufficient, and this problem is not solved by the above-mentioned literature.

  In view of the above-described facts, an object of the present invention is to provide a tire rim assembly that prevents an electronic device provided on a tire from being damaged even when run-flat traveling is performed.

The invention according to claim 1 is a rim, a pneumatic tire attached to the rim, an electronic device provided in a tread portion of the pneumatic tire, and attached to the rim, and the pneumatic is reduced due to a decrease in internal pressure. A tire rim assembly having a core abutting against an inner surface side of the tread portion when the tire is crushed, and contacting the inner surface side of the tread portion when the pneumatic tire is crushed and run flat The support surface portion for supporting the portion is provided on the outer side in the tire radial direction of the core , and a recess is provided at a position facing the electronic device of the support surface portion.

  In this specification, the tread portion means not only the outer skin portion having a tread pattern but also a portion including a belt and an inner liner that support the outer skin portion.

  The electronic device is a device having a memory in which tire information can be stored, for example.

  As a method for disposing the electronic device, a conventional technique such as embedding in the inside of a tire or adhering with an adhesive, self-vulcanizing rubber, or mechanical means after completion of the tire can be applied. Moreover, it is preferable from the viewpoint of durability of the electronic device that the direction of the maximum width of the electronic device is arranged along the equator direction.

  When the electronic device is provided in the tread portion, the tread portion sandwiched between the core and the road surface during the run-flat running may receive a large pressure and may damage the electronic device. Then, in order to prevent this, the recessed part is provided in the site | part which opposes an electronic device among the support surface parts of a core. Thereby, since the site | part which has arrange | positioned the electronic device among tread parts can relieve the pressure which it receives at the time of run-flat driving | running | working, damage to an electronic device is suppressed.

  The invention according to claim 2 is characterized in that the projection shape of the concave portion in the tire radial direction includes the projection shape of the electronic device in the tire radial direction.

  Thereby, the pressure which an electronic device receives at the time of run flat running can be eased over the whole electronic device.

  According to a third aspect of the present invention, the electronic device is embedded in the tread portion.

  Thereby, the protection effect by which an electronic device is covered with a rubber member is acquired.

  The invention described in claim 4 is characterized in that the electronic device is adhered to the inner surface of the tread portion.

  Thereby, arrangement | positioning of an electronic device is easy.

  The invention according to claim 5 is characterized in that the depth of the recess is deeper than the protruding height of the electronic device from the inner surface of the tread portion.

  This makes it difficult for the electronic device to come into contact with the support surface during run-flat travel, significantly reduces the pressure applied to the electronic device, and prevents the electronic device from falling off due to the influence of the support surface.

  When the electronic device attached to the inner surface of the tread portion is further covered with a rubber layer or the like, it is preferable that the depth of the concave portion is deeper than the protruding height including the thickness of the cover.

  The invention described in claim 6 is characterized in that a plurality of the concave portions are provided on the outer periphery of the support surface portion at equal intervals.

  The concave portion provided on the support surface portion needs to be provided at least at one location on the circumference facing the electronic device. However, as in the invention according to claim 6, a plurality of concave portions (of the electronic device) are provided on the circumference of the support surface portion. By disposing the damage prevention recesses and dummy recesses equally, the influence on the rotational balance of the core due to the placement of the recesses can be reduced.

  The invention described in claim 7 is characterized in that the concave portion is a groove continuous in a circumferential direction of the support surface portion.

  Thereby, not only the rotation balance of the core is good, but also the alignment of the recess and the electronic device in the circumferential direction becomes unnecessary when the tire rim assembly is assembled.

  As this type of core, one disclosed in Patent Document 28 can be applied to form the core constituting the present invention. However, it is important to set the cross-sectional shape so as to ensure the effect of preventing damage to the electronic device in consideration of the dimensions of the electronic device to be combined.

  Moreover, when applying the core which can rotate with respect to a rim | limb, it is necessary to provide the recessed part continuous in the circumferential direction, and it is optimal to apply the invention of Claim 7 in this case. .

According to an eighth aspect of the present invention, there is provided a rim, a pneumatic tire attached to the rim, an electronic device provided in a tread portion of the pneumatic tire, and the pneumatic device attached to the rim and reduced in internal pressure. A pneumatic tire having a core abutting against an inner surface side of the tread portion when the tire is crushed, wherein the core is two or more core members that form a gap at a position facing the electronic device. The two or more core members are configured such that when the pneumatic tire is crushed and run flat, the support surface portion that contacts the inner surface side of the tread portion and supports the tread portion is directed outward in the tire radial direction. Each side has a feature.

  Thus, the same effect as in the first aspect can be obtained. Moreover, since it is not necessary to form a recessed part in a support surface part, while being able to simplify the manufacturing process of a core, the width | variety of a clearance gap can be adjusted arbitrarily.

  The invention according to claim 9 is characterized in that the gap in the tire axial direction of the gap is wider than the width in the tire axial direction of the electronic device.

  Thereby, the same effect as in the second aspect can be obtained.

  According to a tenth aspect of the present invention, the electronic device is provided in the vicinity of a tire equator line.

  The vicinity of the tire equator line is a region in an area within 50% of the ground contact width with the tire equator line as a central line.

  According to the tenth aspect of the present invention, it is possible to provide an electronic device in a tire portion where deformation during traveling is small, and to eliminate the possibility that the electronic device is damaged when the rim is assembled.

  Note that the amount of deformation of the sidewall portion is large. Further, although the bead portion has the least amount of deformation, the electronic device may be damaged when the rim is assembled.

  The invention according to claim 11 is characterized in that the support surface portion is formed of an elastic member.

  Thereby, when an electronic device and a support surface part contact | abut, while being able to suppress that an electronic device is damaged, it can suppress that the inner side of a tread part is damaged at the time of run-flat driving | running | working.

  Not only the support surface portion but also the support surface portion other than the core may be made of an elastic member. As an example in which the core is configured by the elastic member in this manner, for example, Patent Documents 23 and 26 disclose the core. In order to prevent damage to the electronic device, the elastic member may be formed with the recess, and the elastic member may be formed from the tire axial direction so that a gap is formed at a position facing the electronic device. You may comprise with two or more members which pinch | interpose the clearance gap.

  The invention according to claim 12 is characterized in that the width in the tire axial direction of the support surface portion is 30% or more of the tire ground contact width when a normal internal pressure and a normal load are applied.

  Thereby, even if it provides a recessed part or a clearance gap in an axial direction in a support surface part, it can prevent that the durability in run flat running falls.

  In order to make this effect more prominent, the above value is preferably set to 40% or more, and the support surface portion excluding the concave portion and the axial clearance is the tire rotation axis (rotation axis of the rim). It is preferable that it is located on the substantially cylindrical surface centering on.

  Since the present invention has the above-described configuration, it is possible to realize a tire rim assembly that prevents the electronic device provided on the tire from being damaged even when run-flat traveling is performed.

  Hereinafter, embodiments will be described and embodiments of the present invention will be described. In the second and subsequent embodiments, the same components as those already described are denoted by the same reference numerals, and the description thereof is omitted.

[First Embodiment]
First, a first embodiment will be described with reference to FIGS.

  As shown in FIG. 1, the tire rim assembly 13 according to the first embodiment is provided on a wheel 15, a pneumatic tire 12 attached to a rim 14 of the wheel 15, and a tread portion 18 of the pneumatic tire 12. The electronic chip 19 and the core 10 attached to the rim 14 and in contact with the inner surface side of the tread portion 18 when the pneumatic tire 12 is crushed due to a decrease in internal pressure.

  As shown in FIG. 2, the core 10 is composed of at least two arcuate bodies 11 (three in this embodiment), and the ends of the arcuate bodies 11 are overlapped and connected to each other. Is assembled in an annular shape.

  As shown in FIG. 1, the arcuate body 11 has a substantially I (or substantially H) -shaped radial cross section, a wall surface 11C having a constant width in the radial direction, and a radially inner side of the wall surface 11C. A radially inner end 11A formed integrally with a portion and having a constant width in the axial direction; a radially outer end 11B integrally formed with a radially outer portion of the wall surface 11C and having a constant width in the axial direction; A radial inner end 11A, a wall surface 11C, and a reinforcing rib 11D continuous to the radial outer end 11B are provided. The reinforcing ribs 11D are provided at intervals of 10 °, for example.

  As shown in FIGS. 3 and 4, the arcuate body 11 is provided with a first fitting portion 20 at an end portion on one side in the circumferential direction (arrow CW direction side), and on the other side in the circumferential direction (arrows). The 2nd fitting part 22 fitted to the said 1st fitting part 20 is provided in the edge part of the CCW direction side.

  The first fitting portion 20 is provided with an arc portion 24. In the arc portion 24, a circular counterbore 26 having a depth dimension substantially half the thickness dimension of the wall 11 </ b> C is formed coaxially on one side surface (arrow R direction side) of the arc-shaped body 11. A first through hole 28 is formed at the center of the arc.

  On the other hand, the second fitting portion 22 is provided with an arc portion 30. In the arc portion 30, a circular spot facing 32 having a depth dimension approximately half the thickness dimension of the wall 11 </ b> C is formed coaxially on the other side surface side (arrow L direction side) of the arc-shaped body 11. A second through hole 34 having the same diameter as the first through hole 28 of the first fitting portion 20 is formed at the center of the arc.

  Further, the second fitting portion 22 of the arcuate body 11 is provided with washers 36 on both side surfaces. Through holes 38 are formed at both ends of the washer 36, and the washer 36 is locked to the arc-shaped body 11 by inserting the pin 40 inserted into the arc-shaped body 11 into one through-hole 38. .

  A nut 44 is screwed into a bolt 42 passing through the first through hole 28 of the first fitting portion 20 of one arcuate body 11, the second through hole 34 of the other arcuate body 11, and the through hole 38 of the washer 36. Thus, the arcuate bodies 11 are connected to each other. A rivet may be used instead of the bolt 42 and the nut 44.

  The radially inner end 11A is rotatably fitted to the outer peripheral surface of the well portion 14A of the rim 14 to which the bead portion 12E of the pneumatic tire 12 is fixed.

  On the other hand, the outer end 11 </ b> B in the radial direction faces the center portion in the tire width direction of the inner surface 18 </ b> A of the tread portion 18 of the pneumatic tire 12.

  As shown in FIG. 6, an electronic chip 19 is embedded between the inner liner 16 and the carcass 17 constituting the tread portion 18, and a convex portion 16 </ b> P is formed on the inner side of the tread portion 18. Has been.

  The electronic chip 19 is arranged such that the maximum width direction is a direction along the tire equator U. Further, the position in the tire radial direction of the center line 16 </ b> C in the longitudinal direction of the electronic chip 19 is disposed at a position substantially coincident with the position in the tire radial direction of the tire equator U.

  In addition, the core 10 is provided with a recess 10D that accommodates the electronic chip 19 when the pneumatic tire 12 is crushed due to a decrease in internal pressure, and the position of the recess 10D is set to a position facing the electronic chip 19. Yes.

  In the present embodiment, a pneumatic tire 12 having a tire size of 195 / 65R15 and a ground contact width of 115 mm at a normal internal pressure and a normal load (internal pressure and load under specified conditions) is used. Here, the normal load is the maximum size and ply rating applicable to JATMA YEAR BOOK when a pneumatic tire is mounted on a standard rim prescribed in JATMA YEAR BOOK (2003 edition, Japan Automobile Tire Association Standard). It is the load corresponding to the load capacity (bold load in the internal pressure-load capacity correspondence table). The normal internal pressure is an internal pressure that is 100% of the air pressure (maximum air pressure) corresponding to the maximum load capacity. When the TRA standard or the ETRTO standard is applied at the place of use or manufacturing, the respective standards are followed.

  Further, the end portion of the ground contact width at this time is a tread end. The tread end means the outermost contact portion in the tire width direction when the normal internal pressure and the normal load are applied to the pneumatic tire.

  In this embodiment, an electronic chip 19 having a 3 mm × 4 mm × 0.4 mm RFID IC chip with an antenna having a length of 60 mm on both sides is used. This antenna is composed of, for example, a wire plated with brass for adhesion to rubber.

  The core 10 is mainly composed of a synthetic resin material. As a synthetic resin material used here, in particular, a flexural modulus of 7000 to 16000 MPa (ISO 170 (dry state)), an Izod impact value of 9 to 25 kg / cm 2 (ISO 180 / 1A (dry state) with a notch), and a heat deformation temperature of 220 are obtained. It is preferable to use a synthetic resin material having a temperature of ° C (18.5 kg / cm 2) or more, and specifically, a thermoplastic resin including nylon 6, 6 and nylon 4, 6 is preferable.

  In order to improve the strength and the like, the synthetic resin material may be mixed with various short fibers such as glass fiber, carbon fiber, graphite fiber, and alumina fiber, and well-known fillers such as whisker and calcium. May have a FRP (GFRP, CFRP, etc.) structure.

  The core 10 of this embodiment uses nylon 6 · 6 mixed with short glass fibers as a reinforcing material.

  On the inner peripheral surface of the inner end 11 </ b> A in the radial direction of the core 10, an impact buffer plate 48 is provided via a rim side buffer layer 46.

  The rim-side buffer layer 46 is a sheet-like rubber having a constant thickness (T1) and the same width (W1) as the radial inner end 11A.

  The rubber hardness (JIS A) of the rim side buffer layer 46 is preferably 60 to 80 degrees. The thickness T1 of the rim side buffer layer 46 is preferably 0.5 mm or more, and more preferably 1.0 mm or more.

  In the present embodiment, the rubber constituting the rim-side buffer layer 46 has a hardness (JIS A) of 70 degrees, a thickness T1 of 2 mm, and a width W1 of 40 mm.

  The type of rubber constituting the rim side buffer layer 46 is not particularly limited, but natural rubber (NR), polybutadiene rubber (BR), isoprene (IR), styrene butadiene copolymer rubber (SBR), butyl rubber (IIR), halogen Butyl rubber (X-IIR), ethylene propylene diene copolymer (ERGM) and the like are preferable, and natural rubber is used in this embodiment.

  The impact buffer plate 48 is a metal plate having a constant thickness (T2) and the same width as the rim side buffer layer 46. The metal constituting the shock absorbing plate 48 is preferably iron, stainless steel or the like, and its thickness T2 is preferably 0.5 mm or more, and more preferably 1.0 mm or more.

  The shock absorbing plate 48 of this embodiment is formed from a stainless steel plate and has a thickness T2 of 1 mm.

  In the present embodiment, the rim-side buffer layer (rubber) 46 is vulcanized and bonded to the inner peripheral surface of the inner end 11 </ b> A in the radial direction of the core 10 and the impact buffer plate 48.

  Further, the core 10 is rotatably fitted to the rim 14 so that the shock absorbing plate 48 contacts the outer peripheral surface of the well portion 14A of the rim 14.

  A tire side buffer layer 50 is provided on the outer peripheral surface of the radially outer end 11B of the core 10.

  The tire-side buffer layer 50 is a sheet-like rubber having a constant thickness (T3) and the same width (W2) as the radially outer end 11B.

  In the central portion of the tire side buffer layer 50, the above-described recess 10D is formed. The size of the recess 10D is adjusted to the size of the electronic chip 19, and is formed so that the electronic chip 19 can be accommodated when the pneumatic tire 12 is crushed due to a decrease in internal pressure.

  In the present embodiment, the protruding height h of the convex portion 16P is 0.8 mm (see FIG. 1), the size of the concave portion 10D is 80 mm in the width B1 in the circumferential direction of the core (see FIG. 2), and the core rotation axis. The width B2 (see FIG. 1) in the direction (that is, the tire width direction) is 30.0 mm, and the depth d (see FIG. 1) is 5.0 mm.

  The rubber hardness (JIS A) of the tire side buffer layer 50 is preferably 60 to 80 degrees. The thickness T3 of the tire side buffer layer 50 is preferably 10 mm or more, preferably 15 mm or more, and more preferably 20 mm or more.

  In the present embodiment, the tire-side buffer layer 50 has a hardness (JIS A) of 70 degrees and a thickness T3 of 30 mm. When the width W2 in the axial direction is 63 mm and the ground contact width at a normal internal pressure and a normal load is 115 mm, the width W2 is 55% of the ground contact width.

The type of rubber constituting the tire side buffer layer 50 is not particularly limited, but natural rubber (NR), polybutadiene rubber (BR), isoprene (IR), styrene butadiene copolymer rubber (SBR), butyl rubber (IIR), halogen Butyl rubber (X-IIR), ethylene propylene diene copolymer (ERGM) and the like are preferable, and natural rubber is used in this embodiment.
The tire side buffer layer (rubber) 50 is vulcanized and bonded to the radially outer end 11B of the core 10.

  In the present embodiment, as shown in FIG. 1, the thickness T4 of the inner end 11A in the radial direction of the core 10 is 8 mm, the thickness T5 of the outer end 11B in the radial direction is 6 mm, and the radial length of the wall surface 11C. L1 is 44 mm, the thickness T6 of the wall surface 11C is 2 mm, and the height dimension T7 of the reinforcing rib 11D is 2 mm.

(Function)
Next, the operation of this embodiment will be described.

  The core 10 of the present embodiment rotates integrally with the rim 14 by friction between the shock absorbing plate 48 at the radially inner end 11A and the well portion 14A of the rim 14 during normal running.

  When the internal pressure of the pneumatic tire 12 decreases due to puncture or the like, the pneumatic tire 12 is crushed on the ground contact side as shown by a two-dot chain line in FIG. 1, and the inner surface 18A of the tread portion 18 is at the radial outer end 11B of the core 10. The tire side buffer layer 50 comes into contact.

  At this time, the electronic chip 19 covered with the inner liner 16 is accommodated in the recess 10 </ b> D of the tire-side buffer layer 50. The core 10 supports the pneumatic tire 12 from the inside to prevent the collapse thereof, enables the pneumatic tire 12 to run in a state where the internal pressure is reduced, and the rim 14 by the force applied from the pneumatic tire 12. And slide on the well portion 14A.

  Since the metal shock-absorbing plate 48 of the core 10 contacts the well portion 14A of the rim 14, wear of the tire-side buffer layer 50 is prevented.

  Thus, in this embodiment, the force input from the tread side of the pneumatic tire 12 by the run-flat running is absorbed by the tire-side buffer layer 50 and can run at a high speed. At this time, since the electronic chip 19 is accommodated in the recess 10D, the electronic chip 19 is sufficiently prevented from being damaged by receiving a large pressing force or impact force during the run-flat running.

  In addition, in order to relieve the pressure received by the electronic chip 19 during the run-flat running over the entire electronic chip 19, the projected shape of the recess 10D in the tire radial direction includes the projected shape of the electronic chip 19 in the tire radial direction. You may make it a shape. In addition, as shown in FIG. 7, a plurality of recesses 10 </ b> D are provided at equal intervals on the outer periphery of the tire-side buffer layer 50 to reduce the influence on the rotational balance of the core 10 by disposing the recesses 10 </ b> D. Also good.

[Second Embodiment]
Next, a second embodiment will be described. As shown in FIGS. 8 and 9, in the tire rim assembly 53 according to the second embodiment, the shape of the recess 60 </ b> D formed in the tire-side buffer layer 62 of the core 60 is different from that in the first embodiment. The recess 60D has a groove shape continuous in the tire circumferential direction. In the present embodiment, the groove width (width of the recess 60D) is 20 mm, and the groove depth (depth of the recess 60D) is 5 mm.

  According to the present embodiment, the concave portion of the tire-side buffer layer can be easily formed, and the circumferential alignment between the concave portion 60D and the electronic chip 19 becomes unnecessary.

[Third Embodiment]
Next, a third embodiment will be described. As shown in FIG. 10, in the third embodiment, the core 70 is composed of two members. That is, the core 70 includes a first core member 71 and a second core member 72, and the tire core direction is between the first core member 71 and the second core member 72. A gap 74 is formed with a gap width D. The gap width D is determined in consideration of the width of the convex portion 16P and the electronic chip 19 so that the electronic chip 19 is not damaged even if the inner surface 18A of the tread portion contacts the core 70 during run flat running. Has been.

  An impact buffer plate 78 is provided on the inner peripheral surface of the inner end 71 </ b> A in the radial direction of the first core member 71 via a rim side buffer layer 76. Similarly, an impact buffer plate 79 is provided on the inner peripheral surface of the radially inner end 72 </ b> A of the second core member 72 via a rim side buffer layer 77.

  A tire-side buffer layer 81 is provided on the outer circumferential surface of the radially outer end 71B of the first core member 71. Similarly, a radially outer end 72B of the second core member 72 is disposed on the outer circumferential surface thereof. A tire-side buffer layer 82 is provided.

  Thus, in 3rd Embodiment, since the clearance gap 74 is formed by comprising the core 70 with the 1st core member 71 and the 2nd core member 72, it is necessary to form a recessed part in the core 70 There is no. Therefore, the manufacturing process of the core 70 can be simplified. Moreover, after manufacturing the 1st core member 71 and the 2nd core member 72, the clearance gap width D is adjusted by adjusting the attachment position to the rim | limb 14 of the 1st core member 71 and the 2nd core member 72. It can be any value. In addition, since the depth of the gap 74 is significantly deeper than the protruding height of the convex portion 16P, it is not necessary to pay attention to the depth of the concave portion 10D as in the first embodiment.

[Fourth Embodiment]
Next, a fourth embodiment will be described. As shown in FIG. 11, in the fourth embodiment, the electronic chip 19 is attached to the inner surface side of the tread portion 18 (that is, attached to the inner liner 16) compared to the first embodiment.

  In the present embodiment, when the electronic chip 19 is attached, the electronic chip 19 is attached to the inner liner 16 via a rubber batch (rubber plate) 84 at a predetermined position, and further covered with a rubber sheet 86.

  The thickness of the rubber batch 84 and the rubber sheet 86 is, for example, 0.4 mm. In this case, if the thickness of the electronic chip 19 is 0.4 mm, the total protrusion height t from the inner liner 16 is 1.2 mm.

  Moreover, in this embodiment, the same core as 1st Embodiment is provided, and the recessed part similar to 1st Embodiment is formed in the tire side buffer layer provided in the core. The depth is determined in accordance with the total protrusion height. In order to completely avoid the electronic chip 19 from being damaged due to the pressing force or impact force from the core during the run-flat running, it is preferable that the depth of the recess is deeper than the total protrusion height.

  According to this embodiment, since it is not necessary to embed the electronic chip 19, it is possible to provide the electronic chip 19 after manufacturing the pneumatic tire, and even if the electronic chip 19 is attached later, It is possible to prevent the electronic chip 19 from being damaged due to the pressing force or impact force from the core during the run-flat running.

  In the second embodiment and the third embodiment, the same effect can be obtained even when the electronic chip 19 is attached as in the present embodiment.

[Experimental example]
An example of the tire rim assembly according to the second embodiment in which the electronic chip 19 is embedded in the tread portion 18 (Example 1 in Table 1), the electronic chip 19 is attached to the tread portion 18, and a groove is formed as a recess of the core. A durability test by a running experiment was performed using an example of the formed tire rim assembly according to the fourth embodiment (Example 2 in Table 1). Test conditions and test results are shown in Table 1 as Examples 1 and 2.

また、比較のために、電子チップをトレッド部に埋設した従来のタイヤリム組立体（表１の比較例１）と、電子チップをトレッド部に貼着した従来のタイヤリム組立体（表１の比較例２）とを用い、同じ条件で耐久性試験を行った。試験条件、試験結果を表１に比較例１、２として併せて示す。

For comparison, a conventional tire rim assembly in which an electronic chip is embedded in a tread portion (Comparative Example 1 in Table 1) and a conventional tire rim assembly in which an electronic chip is attached to a tread portion (Comparative Example in Table 1). 2) and the durability test was performed under the same conditions. Test conditions and test results are shown in Table 1 as Comparative Examples 1 and 2.

  As can be seen from Table 1, in Examples 1 and 2, the electronic chip 19 was not damaged even after running the RF test, and the function of the electronic chip 19 was normal. On the other hand, in the comparative example 1 in which the electronic chip 19 was embedded, the electronic chip 19 was damaged, and in the comparative example 2 in which the electronic chip 19 was attached, the electronic chip 19 was dropped and damaged.

  The embodiments of the present invention have been described above with reference to the embodiments. However, these embodiments are merely examples, and various modifications can be made without departing from the scope of the invention. Needless to say, the scope of rights of the present invention is not limited to the above embodiment.

It is a fragmentary sectional view along the tire axial direction which shows the tire rim assembly concerning a 1st embodiment. It is a side view showing the core of the tire rim assembly concerning a 1st embodiment. FIG. 3 is a partially enlarged view of FIG. 2. It is sectional drawing which shows the connection part of the arcuate body of a core in 1st Embodiment. It is a partial section perspective view showing the core of the tire rim assembly concerning a 1st embodiment. In 1st Embodiment, it is a perspective view which shows that the electronic chip is embed | buried under the pneumatic tire. It is a side view which shows the modification of the core of the tire rim assembly which concerns on 1st Embodiment. It is a side view which shows the core of the tire rim assembly which concerns on 2nd Embodiment. It is a fragmentary perspective view which shows the core of the tire rim assembly which concerns on 2nd Embodiment. It is a fragmentary sectional view in alignment with a tire axial direction which shows a tire rim assembly concerning a 3rd embodiment. In 4th Embodiment, it is a perspective view which shows that the electronic chip is embed | buried under the pneumatic tire.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Core 10D Concave part 12 Pneumatic tire 13 Tire rim assembly 14 Rim 18 Tread part 18A Inner surface 19 Electronic chip (electronic device)
50 Tire side buffer layer (support surface)
53 Tire rim assembly 60 Core 62 Tire side buffer layer (support surface part)
60D Recess 70 Core 71 First core member (two or more members)
72 Second core member (two or more members)
74 Clearance 81 Tire side buffer layer (support surface part)
82 Tire-side buffer layer (support surface)
U tire equator line

Claims (12)

A rim, a pneumatic tire attached to the rim, an electronic device provided in a tread portion of the pneumatic tire, and an inner surface of the tread portion attached to the rim when the pneumatic tire is crushed due to a decrease in internal pressure. A tire rim assembly having a core abutting on the side,
When the pneumatic tire is crushed and run flat, a support surface portion that contacts the inner surface side of the tread portion and supports the tread portion is provided on the outer side in the tire radial direction of the core,
A tire rim assembly, wherein a recess is provided at a position of the support surface portion facing the electronic device.   The tire rim assembly according to claim 1, wherein a projection shape of the concave portion in the tire radial direction includes a projection shape of the electronic device in the tire radial direction.   The tire rim assembly according to claim 2, wherein the electronic device is embedded in the tread portion.   The tire rim assembly according to claim 2, wherein the electronic device is adhered to an inner surface of the tread portion.   5. The tire rim assembly according to claim 4, wherein a depth of the recess is deeper than a protruding height of the electronic device from an inner surface of the tread portion.   The tire rim assembly according to any one of claims 1 to 5, wherein a plurality of the concave portions are provided at equal intervals on the outer periphery of the support surface portion.   The tire rim assembly according to any one of claims 1 to 5, wherein the recess is a groove continuous in a circumferential direction of the support surface portion. A rim, a pneumatic tire attached to the rim, an electronic device provided in a tread portion of the pneumatic tire, and an inner surface of the tread portion attached to the rim when the pneumatic tire is crushed due to a decrease in internal pressure. A pneumatic tire having a core abutting on the side,
The core is composed of two or more core members that form a gap at a position facing the electronic device,
The two or more core members each have a support surface portion that contacts the inner surface side of the tread portion and supports the tread portion when the pneumatic tire is crushed and run-flat travels, on the radially outward side of the tire tread portion. A tire rim assembly comprising the tire rim assembly.   The tire rim assembly according to claim 8, wherein the gap in the tire axial direction of the gap is wider than the width in the tire axial direction of the electronic device.   The tire rim assembly according to any one of claims 1 to 9, wherein the electronic device is provided in the vicinity of a tire equator line.   The tire rim assembly according to any one of claims 1 to 10, wherein the support surface portion is formed of an elastic member. The tire rim according to any one of claims 1 to 11, wherein a width in the tire axial direction of the support surface portion is 30% or more of a tire ground contact width when a normal internal pressure and a normal load are applied. Assembly.

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