JPH0714682B2 - Tire and rim assembly - Google Patents
Tire and rim assemblyInfo
- Publication number
- JPH0714682B2 JPH0714682B2 JP61284973A JP28497386A JPH0714682B2 JP H0714682 B2 JPH0714682 B2 JP H0714682B2 JP 61284973 A JP61284973 A JP 61284973A JP 28497386 A JP28497386 A JP 28497386A JP H0714682 B2 JPH0714682 B2 JP H0714682B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- shield
- rim
- noise
- assembly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、ロードノイズを低減しうるタイヤおよびリム
の組立体に関する。Description: FIELD OF THE INVENTION The present invention relates to a tire and rim assembly capable of reducing road noise.
近年、自動車の低騒音化、静粛化が望まれており、その
ためには、転動に伴うタイヤの騒音をも低減することが
必要となる。In recent years, there has been a demand for noise reduction and noise reduction of automobiles, and for that purpose, it is necessary to reduce noise of tires due to rolling.
タイヤにより生じる騒音としては、タイヤのトレッドパ
ターンに基づくパターンノイズ、接地面との滑り等に基
づくきしみ音、滑り音、道路の凹凸等によるタイヤの振
動が周囲の空気に粗密波を生じさせる弾性振動音に加え
て、荒れた路面を走行した際に、50〜400Hzの周波数範
囲でいわゆるゴーという音が生じるロードノイズも発生
する。このロードノイズは車内に伝達されて車室内での
こもり音となり、不快感を与える原因となる。Noise generated by a tire includes pattern noise based on the tread pattern of the tire, squeaking noise due to slip on the ground contact surface, slipping noise, and elastic vibration that causes tire vibration due to road irregularities to generate compression waves in the surrounding air. In addition to the sound, when running on a rough road surface, road noise that causes a so-called go-around sound is also generated in the frequency range of 50 to 400 Hz. This road noise is transmitted to the inside of the vehicle and becomes a muffled sound inside the vehicle, which causes discomfort.
他方、このロードノイズを周波数分析すると、第４図に
示すように、250Hz付近でピーク音が見出される。On the other hand, when this road noise is subjected to frequency analysis, a peak sound is found near 250 Hz as shown in FIG.
従って、ロードノイズの低下のためには、この250Hzの
ピーク音を低減することが必要となる。Therefore, in order to reduce the road noise, it is necessary to reduce the 250 Hz peak sound.
本発明者は、このピーク音の発生原因を究明するべく、
第５図に示すように、標準内圧を充填したタイヤを自由
振動可能に保持するとともに、このタイヤＴにハンマー
Ｈを用いてそのトレッド部P0を打撃し、その打撃力を入
力、又打撃によってリムＲに生じる振動加速度を出力と
して、その間の伝達函数を求めた。その結果は第６図に
示す通りであった。同図において明らかなように250Hz
付近で鋭い共振、共鳴がピーク状に現出している。The present inventor, in order to investigate the cause of the occurrence of this peak sound,
As shown in FIG. 5, a tire filled with standard internal pressure is held so that it can freely vibrate, and a hammer H is used to strike the tread portion P0 of the tire T, and the impact force is input, and the rim is also impacted. Using the vibration acceleration generated in R as the output, the transfer function between them was obtained. The result was as shown in FIG. 250Hz as is clear in the figure
Sharp resonances and resonances appear as peaks in the vicinity.
なお共鳴周波数frは、fr＝Ｓν／λ（ここでＳν：音
速、λ：波長）として求めうるが、この共鳴周波数frを
与える波長λは、タイヤ内腔Ａの円周長さに依存するこ
とが、周波数と円周長さについての測定の結果判明し
た。これは、この共鳴周波数が、第７図に示すように、
タイヤ円管TCの中軸C0を基準として、C0上の加振点P0に
最も近い点P1と、この点P1のタイヤ回転軸に対して対称
となる点P2とを腹とし、C0上のP1、P2の中間点P3、P4を
節として振動するその周波数であり、波長λは、タイヤ
円管の中軸C0の長さに相当する。従って、この共鳴周波
数frは、このタイヤ内腔Ａ内の空気の振動自体を抑制す
るか、又は円の周長さをかえることによって、該共鳴周
波数frを変化しうることが推察される。The resonance frequency fr can be obtained as fr = Sν / λ (where Sν: speed of sound, λ: wavelength). The wavelength λ that gives this resonance frequency fr depends on the circumferential length of the tire bore A. However, it became clear as a result of the measurement of frequency and circumference length. This is because this resonance frequency is as shown in FIG.
With the center axis C0 of the tire circular tube TC as a reference, a point P1 closest to the excitation point P0 on C0 and a point P2 that is symmetrical with respect to the tire rotation axis of this point P1 are antinodes, and P1 on C0, The wavelength λ is the frequency of vibration at the midpoints P3 and P4 of P2 as nodes, and the wavelength λ corresponds to the length of the center axis C0 of the tire tube. Therefore, it is presumed that the resonance frequency fr can be changed by suppressing the vibration itself of the air in the tire lumen A or changing the circumference of the circle.
この点に着目し、外周長さの異なる種々のタイヤタイズ
のタイヤを用いて、ピーク音となる共鳴周波数frを測定
した結果を第８図に示している。第８図は、タイヤ外周
長さを横軸に、ピークとなる共鳴周波数frを縦軸に示し
ているが、タイヤ外周長さが増大するに伴い、共鳴周波
数frは低減している。なおタイヤ外周長さは、タイヤ内
腔Ａの円周長さに略比例している。この点から、ピーク
となる周波数、即ち250Hz近傍の騒音は、タイヤ内腔Ａ
の気柱共鳴であることが判明した。Focusing on this point, FIG. 8 shows the results of measuring the resonance frequency fr that is a peak sound using tires of various tire sizes having different outer peripheral lengths. FIG. 8 shows the tire outer circumference length on the horizontal axis and the peak resonance frequency fr on the vertical axis, but the resonance frequency fr decreases as the tire outer circumference length increases. The tire outer peripheral length is approximately proportional to the circumferential length of the tire inner cavity A. From this point, the noise at the peak frequency, that is, around 250 Hz, is
It was found to be air column resonance.
従って、ロードノイズを低減するべく、250Hz付近の騒
音を低下させるには、前記気柱共鳴の発生を抑制すれば
よいことが明らかとなった。これを確かめるべく、第９
図に示すように、タイヤ内腔Ａに、リムＲからのびる遮
蔽体Ｓを取付けるとともに、遮蔽体Ｓによるタイヤ内腔
Ａの遮蔽率を変化させて気柱共鳴によって発生するリム
の振動を測定した。その結果を第10図に示している。Therefore, it was clarified that in order to reduce the road noise, noise in the vicinity of 250 Hz should be suppressed by suppressing the occurrence of the air column resonance. To confirm this, No. 9
As shown in the figure, a shield S extending from the rim R was attached to the tire lumen A, and the shielding rate of the tire lumen A by the shield S was changed to measure the vibration of the rim caused by air column resonance. . The result is shown in FIG.
なおここで遮音率は、遮蔽体Ｓのタイヤ半径方向の断面
積SAが、タイヤ内腔Ａの半径方向断面積AAにおいて占め
るその比率を言う。Here, the sound insulation rate means the ratio of the cross-sectional area SA of the shield S in the tire radial direction to the radial cross-sectional area AA of the tire bore A.
又第10図は、遮蔽体Ｓを設けない遮蔽率０％時における
状態の振動レベルを100％とし、遮蔽体Ｓによりタイヤ
内腔Ａを完全に遮蔽する100％の遮蔽率の場合の振動レ
ベルを０％として、指数表示を行っている。この結果か
ら明らかなように、遮蔽率が40％以上であるとき、遮蔽
体Ｓにより約50％以下に振動レベルを低下しうることが
見出された。Further, FIG. 10 shows that the vibration level when the shielding rate is 0% without the shield S is 100%, and the vibration level is 100% when the tire S is completely shielded by the shield S. Is indicated as 0%, and the index is displayed. As is clear from this result, it was found that when the shielding rate is 40% or more, the vibration level can be reduced to about 50% or less by the shield S.
本発明はタイヤ内腔に遮蔽体を設けることによって、ロ
ードノイズの特に250Hz近傍の騒音を効果的に低減しう
るタイヤおよびリムの組立体の提供を目的としている。It is an object of the present invention to provide a tire-rim assembly that can effectively reduce road noise, particularly near 250 Hz, by providing a shield in the tire lumen.
本発明は、リム（５）に装着されるタイヤ（６）と該リ
ム（５）との間のタイヤ内腔（２）に遮蔽体（３）を有
するタイヤおよびリムの組立体において、前記遮蔽体
（３）は、タイヤ内腔（２）の半径方向断面積の40％以
上を遮断する重さ100g以下の球状体であることを特徴と
するタイヤおよびリムの組立体である。The present invention provides a tire-rim assembly having a shield (3) in a tire lumen (2) between the tire (6) mounted on the rim (5) and the rim (5), wherein The body (3) is a tire-rim assembly characterized in that it is a spherical body having a weight of 100 g or less that blocks 40% or more of the radial cross-sectional area of the tire lumen (2).
以下本発明の一実施例を図面に基づき説明する。 An embodiment of the present invention will be described below with reference to the drawings.
第１図において、タイヤおよびリムの組立体１は、タイ
ヤ内腔２に遮蔽体３を設けている。タイヤ内腔２は、リ
ム５に装着されるタイヤ６と、該リム５との間のトロイ
ダル状の空間であり、タイヤ６は、接地面を形成するト
レッド部７両側から半径方向内向きにのびるサイドウォ
ール部９に連なるビード部10を、前記リム５のフランジ
11に、その外向き面を当接させ気密に嵌着される。なお
タイヤ６は、本例では、タイヤ内腔２に向く内面に、空
気不透過材を添設したチューブレス構造をなすことによ
り、気密な前記タイヤ内腔２が形成される。In FIG. 1, a tire-rim assembly 1 includes a shield 3 in a tire bore 2. The tire inner cavity 2 is a toroidal space between the tire 6 mounted on the rim 5 and the rim 5, and the tire 6 extends radially inward from both sides of the tread portion 7 forming the ground contact surface. The bead portion 10 connected to the side wall portion 9 is formed into the flange of the rim 5.
The outer surface is brought into contact with 11, and is airtightly fitted. In this example, the tire 6 has a tubeless structure in which an air impermeable material is attached to the inner surface facing the tire inner cavity 2 to form the airtight tire inner cavity 2.
なおタイヤとして、乗用車用の他、バス、トラック等の
重荷重車両用、バギー用等種々な用途のものが利用で
き、又ラジアル、セミラジアル、バイヤス構造など、種
々な周知の構造のものを用いうる。In addition to tires for passenger cars, various types of tires for heavy-duty vehicles such as buses and trucks and buggies can be used, and tires of various well-known structures such as radial, semi-radial, and bias structures can be used. sell.
前記遮蔽体３は、100g以下の球状体であり、本実施例で
は、遮蔽体３が、タイヤ内腔２を移動しうる。The shield 3 is a spherical body having a weight of 100 g or less, and in this embodiment, the shield 3 can move in the tire lumen 2.
又遮蔽体３は、そのために、タイヤ内腔２のタイヤ軸を
含む半径方向の断面での内接円より小さな直径を有する
球殻状の球状体からなり、かつその断面積は、タイヤ内
腔２の前記タイヤ軸を含む半径方向の断面積AAの40％以
上に設定される。The shield 3 is therefore made of a spherical shell-shaped spherical body having a diameter smaller than the inscribed circle in the radial cross section including the tire axis of the tire inner cavity 2, and the cross-sectional area thereof is 2 is set to 40% or more of the radial sectional area AA including the tire axis.
又遮蔽体３は、タイヤ重量及びアンバランスの増加を抑
制するべく、前記のごとく重さ100g以下のものを使用
し、又接地時のタイヤ変形とともに変形しかつタイヤの
円周方向の剛性に不均一を生じないように、ゴム、合成
樹脂又はその発泡体、スポンジなどの可撓性素材を用い
て形成される。As the shield 3, a weight of 100 g or less is used as described above in order to suppress an increase in tire weight and unbalance, and it is deformed as the tire deforms at the time of contact with the ground and the rigidity in the circumferential direction of the tire is impaired. It is formed by using a flexible material such as rubber, synthetic resin or a foam thereof, and sponge so as not to generate uniformity.
なお遮蔽体として、球殻状の他、中実の球状のものを用
いてもよい。In addition to the spherical shell shape, a solid spherical shape may be used as the shield.
さらに遮蔽体３は、タイヤ内腔２よりも大寸に形成し、
タイヤ６によって圧縮され移動不能とすることもでき、
又第３図に示すように、３つの円板体30…を中心で交わ
らさせてかつ夫々直角に配することによって、外周面を
面で連なる外周面輪郭が球状となる球状体のもの等も用
いられる。このような遮蔽体３は、前記と同様にスポン
ジ等を用いて一体成型によっても形成しうる。Further, the shield 3 is formed larger than the tire inner cavity 2,
It can be compressed by the tire 6 and made immovable,
Also, as shown in FIG. 3, there are also spherical bodies in which the outer peripheral surface is formed by connecting three disk bodies 30 ... Used. Such a shield 3 can also be formed by integral molding using a sponge or the like as described above.
なお移動不能としたときにおいて複数の、遮蔽体３、３
を用いるときには、等しい円周ピッチ位置に配置するこ
とによって、タイヤの動的バランスを維持するのがよ
い。It should be noted that when it is impossible to move, a plurality of shields 3, 3
When using, the tires should be kept in dynamic balance by placing them at equal circumferential pitch positions.
そのためには、等しい円周ピッチ位置に各１個の遮蔽体
３を設ける場合の他、例えば、或る円周ピッチを隔てる
複数個、例えば２個の遮蔽体３からなる遮蔽体のグルー
プをタイヤ車軸を挟む対称位置又は等しい円周ピッチ位
置に設ける等、遮蔽体３を種々な動的バランス位置に配
しうる。For that purpose, in addition to the case where one shield 3 is provided at the same circumferential pitch position, for example, a group of shields composed of a plurality of shields 3, for example, two shields 3 that are separated by a certain circumferential pitch is used as a tire. The shield 3 can be arranged at various dynamic balance positions, such as being provided at symmetrical positions with respect to the axle or at equal circumferential pitch positions.
さらに、タイヤ接地時におけるタイヤ変形を容易とし、
タイヤ円周方向の剛性の不均一を生じないように、軟質
の可撓、伸縮性素材、例えば2kg/cm2以下のヤング率の
ものを用いるのがよい。又、遮音、吸音性の素材を用い
ることによって、遮蔽体３の減音効果を高めうる。Furthermore, it facilitates tire deformation when the tire touches the ground,
In order to prevent uneven rigidity in the tire circumferential direction, it is preferable to use a flexible and elastic material having a Young's modulus of 2 kg / cm 2 or less. Further, by using a sound insulating and sound absorbing material, the sound reducing effect of the shield 3 can be enhanced.
このような、軽量、かつ可撓性、伸縮性に優れしかも減
音効果の比較的高い素材として、ゴム、合成樹脂等の発
泡体、例えばスポンジ等を好適に用いうる。As such a material that is lightweight, has excellent flexibility and elasticity, and has a relatively high noise reduction effect, a foam such as rubber or synthetic resin, for example, a sponge can be preferably used.
さらに遮蔽体３をタイヤ内腔２に密着させてタイヤ内腔
２の全断面積を遮蔽するときには空気バルブ13からの空
気の充填を容易とするべく、空気穴（図示せず）を設け
ることもできる。Further, an air hole (not shown) may be provided in order to facilitate filling of air from the air valve 13 when the shield 3 is brought into close contact with the tire lumen 2 to shield the entire cross-sectional area of the tire lumen 2. it can.
遮蔽体３は、タイヤ６の内面、又はリム５に、接着剤な
どを用いて予め接合しておくのがよい。The shield 3 is preferably bonded to the inner surface of the tire 6 or the rim 5 in advance by using an adhesive or the like.
このような遮蔽体３を用いた場合のロードノイズの低減
について測定した結果を第２図に示す。FIG. 2 shows the result of measurement for reduction of road noise when such a shield 3 is used.
なお第２図は、タイヤサイズ185/60R14のタイヤを、リ
ム5J×14に装着し、2kg/cm2の内圧を充填しかつタイヤ
を排気量2000ccの乗用車に装着して、速度50km/hで荒れ
たアスファルト路面を走行させ、車内音を測定し、周波
数分析を行った。なおマイクロフォンはドライバー席右
位置にセットした。なお遮蔽体３は半径6cm、比重0.016
5g/cm3のスポンジを用いた中実の球体であり、その重量
は約15gである。又遮蔽率は70％であって、このような
遮蔽体３をタイヤ内腔２に１個挿入した。お遮蔽体３を
用いないタイヤも比較のために測定した。Fig. 2 shows a tire size 185 / 60R14 mounted on a rim 5Jx14, filled with an internal pressure of 2kg / cm 2 and mounted on a 2000cc passenger car at a speed of 50km / h. The car was run on a rough asphalt road surface, the sound inside the car was measured, and the frequency was analyzed. The microphone was set to the right of the driver's seat. The shield 3 has a radius of 6 cm and a specific gravity of 0.016.
It is a solid sphere using a sponge of 5 g / cm 3 , and its weight is about 15 g. The shielding rate was 70%, and one such shielding body 3 was inserted into the tire inner cavity 2. A tire not using the shield 3 was also measured for comparison.
図中、遮蔽体３を用いる場合の測定結果を破線で示し、
比較例品を実線で示している。In the figure, the broken line indicates the measurement result when the shield 3 is used,
The comparative example product is shown by a solid line.
第２図からも明らかなように、遮蔽体を用いることによ
って、250Hzのピークが消失しうるのは明らかであり、
ロードノイズによる騒音が大幅に低減した。As is clear from FIG. 2, it is clear that the peak at 250 Hz can be eliminated by using the shield.
Noise due to road noise has been greatly reduced.
このように本発明のタイヤおよびリムの組立体は、リム
とタイヤとの間のタイヤ内腔内に、遮蔽体を設けている
ため、車両の荒れた路面等の走行に際してタイヤ内腔に
生ずる振動の波長を変化して、ロードノイズの特に250H
z付近における気柱共鳴によるピーク音を低減でき、車
室の静音化に役立ち、快適性を高めうる。又遮蔽体は球
状であり、製作容易である他、向きを考慮する必要がな
く取付けも簡易となる。又移動自在としたときにはさら
に取付けを容易とする。As described above, in the tire and rim assembly of the present invention, since the shield is provided in the tire inner cavity between the rim and the tire, vibration generated in the tire inner cavity when the vehicle runs on a rough road surface or the like. Of the road noise especially 250H by changing the wavelength of
The peak sound due to the air column resonance near z can be reduced, which helps to reduce the noise in the passenger compartment and enhances comfort. Further, since the shield is spherical, it is easy to manufacture, and it is not necessary to consider the orientation, and mounting is simple. When it is movable, it will be easier to install.
第１図は本発明の一実施例を示す断面図、第２図はその
効果を示す線図、第３図は他の遮蔽体を例示する斜視
図、第４図はロードノイズの周波数分析を示す線図、第
５図は伝達関数を求める測定方法を例示する断面図、第
６図は伝達係数を示す線図、第７図はピーク音の発生を
説明する断面図、第８図はタイヤ外周とピーク周波数と
の関係を示す線図、第９図は遮蔽体を示す断面図、第10
図は遮蔽体によるタイヤ内腔の遮蔽率と騒音率との関係
を示す線図である。 ２……タイヤ内腔、３……遮蔽体、５……リム、６……
タイヤ。1 is a sectional view showing an embodiment of the present invention, FIG. 2 is a diagram showing its effect, FIG. 3 is a perspective view illustrating another shield, and FIG. 4 is a frequency analysis of road noise. The diagram shown in FIG. 5, FIG. 5 is a sectional view illustrating a measuring method for obtaining a transfer function, FIG. 6 is a diagram showing a transfer coefficient, FIG. 7 is a sectional view for explaining generation of peak sound, and FIG. 8 is a tire. A diagram showing the relationship between the outer circumference and the peak frequency, Fig. 9 is a sectional view showing the shield, and Fig. 10
The figure is a diagram showing the relationship between the noise factor and the shielding rate of the tire inner cavity by the shielding body. 2 ... Tire lumen, 3 ... Shield, 5 ... Rim, 6 ...
tire.
Claims (4)
リム（５）との間のタイヤ内腔（２）に、遮蔽体（３）
を有するタイヤおよびリムの組立体において、 前記遮蔽体（３）は、前記タイヤ内腔（２）のタイヤ軸
を含む半径方向の断面積の40％以上を遮断する重さ100g
以下の球状体であることを特徴とするタイヤおよびリム
の組立体。1. A shield (3) in a tire lumen (2) between a tire (6) mounted on a rim (5) and the rim (5).
In the tire and rim assembly having the above, the shield (3) has a weight of 100 g that blocks 40% or more of a radial cross-sectional area including the tire shaft of the tire lumen (2).
An assembly of a tire and a rim, which has the following spherical shape.
泡体、スポンジなどの可撓性素材からなる球状体である
ことを特徴とする特許請求の範囲第１項記載のタイヤお
よびリムの組立体。2. The tire and rim according to claim 1, wherein the shield is a spherical body made of a flexible material such as rubber, synthetic resin or a foam thereof, and sponge. Assembly.
らせてかつそれぞれ直角に配することにより外周面輪郭
が球状となる球状体であることを特徴とする特許請求の
範囲第１項又は第２項記載のタイヤおよびリムの組立
体。3. The shield is a spherical body having a spherical outer peripheral surface by arranging three disk bodies at the center and intersecting each other at right angles. The tire and rim assembly according to claim 1 or 2.
む半径方向の断面での内接円よりも小さな直径の球状体
であることを特徴とする特許請求の範囲第１項、第２項
又は第３項記載のタイヤおよびリムの組立体。4. The shield according to claim 1, wherein the shield is a spherical body having a diameter smaller than an inscribed circle in a radial cross section including a tire shaft of a tire bore. The tire and rim assembly according to item 2 or 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61284973A JPH0714682B2 (en) | 1986-11-28 | 1986-11-28 | Tire and rim assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61284973A JPH0714682B2 (en) | 1986-11-28 | 1986-11-28 | Tire and rim assembly |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63137005A JPS63137005A (en) | 1988-06-09 |
| JPH0714682B2 true JPH0714682B2 (en) | 1995-02-22 |
Family
ID=17685476
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61284973A Expired - Lifetime JPH0714682B2 (en) | 1986-11-28 | 1986-11-28 | Tire and rim assembly |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0714682B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6880597B2 (en) * | 1999-12-22 | 2005-04-19 | Sumitomo Rubber Industries, Ltd. | Noise damper for pneumatic tire |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5479974A (en) * | 1994-10-14 | 1996-01-02 | Bridgestone/Firestone, Inc. | Noise-reduction system for vehicle tires |
| DE59902747D1 (en) | 1999-05-20 | 2002-10-24 | Ford Global Tech Inc | wheel rim |
| JP4298854B2 (en) * | 1999-07-12 | 2009-07-22 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP2001239804A (en) * | 1999-12-24 | 2001-09-04 | Sumitomo Rubber Ind Ltd | Assembly of pneumatic tire and rim |
| DE60134447D1 (en) | 2000-08-31 | 2008-07-31 | Sumitomo Rubber Ind | Tire noise reduction device |
| US7073382B2 (en) * | 2000-09-19 | 2006-07-11 | Michelin Recherehe Et Technique, S.A. | Method for designing a tire with reduced cavity noise |
| US6935024B2 (en) * | 2003-03-14 | 2005-08-30 | Central Motor Wheel Co., Ltd. | Method of manufacturing rims for motor vehicles |
| JP4574545B2 (en) * | 2005-12-28 | 2010-11-04 | 住友ゴム工業株式会社 | Radio tag mounting member for tire, pneumatic tire, and assembly of pneumatic tire and rim |
| JP2011187243A (en) * | 2010-03-05 | 2011-09-22 | Koito Mfg Co Ltd | Vehicular headlight |
| JP5746546B2 (en) * | 2011-04-08 | 2015-07-08 | 東洋ゴム工業株式会社 | Pneumatic tire and rim assembly |
| JP6062634B2 (en) * | 2012-01-12 | 2017-01-18 | 東洋ゴム工業株式会社 | Pneumatic tire and rim assembly |
| JP6444670B2 (en) * | 2014-09-12 | 2018-12-26 | 株式会社ブリヂストン | Pneumatic tire and assembly thereof |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63130412A (en) * | 1986-11-21 | 1988-06-02 | Honda Motor Co Ltd | Tyre structure for vehicle |
-
1986
- 1986-11-28 JP JP61284973A patent/JPH0714682B2/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6880597B2 (en) * | 1999-12-22 | 2005-04-19 | Sumitomo Rubber Industries, Ltd. | Noise damper for pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63137005A (en) | 1988-06-09 |
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