JP2008044574A - Assembly of pneumatic tire and rim - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress use of raw materials made of petroleum resources as much as possible to protect the environment of the earth and suppress occurrence of noise by a tire while preparing for reduction of amount of oil supply in the future. <P>SOLUTION: A noise suppressing body 4 made of a multiporous structural material is provided in an inner cavity i of the tire surrounded by the rim 2 and the pneumatic tire 3. Concerning this pneumatic tire 3, tire compounds occupying 75 wt.% or more of total weight of the tire are formed by using raw materials other than oil produced on an oil-free basis, and the multiporous structural material is also formed by raw materials other than oil. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a pneumatic tire and rim assembly that can reduce noise during traveling.

  One of the tire noises is so-called road noise that produces a “go” sound in the frequency range of 50 to 500 Hz when traveling on the road surface. The main cause is resonance vibration of air that occurs in the tire lumen ( Cavity resonance) is known. Therefore, in recent years, a sound damping body made of a long strip-like sponge material extending in the tire circumferential direction is arranged on the tire cavity surface, and the resonance sound energy generated in the tire cavity is relaxed and absorbed, thereby causing cavity resonance. A technique for suppressing road noise is proposed (see, for example, Patent Document 1).

  On the other hand, in tires currently on the market, 50% by weight or more of the total weight of the tire is composed of raw materials made of petroleum resources. For example, in a general radial tire for a passenger car, the synthetic rubber is based on the total weight of the tire. About 20% by weight or more, carbon black about 20% by weight or more, and other oil-based oils such as aroma oils and synthetic fibers, and a tire composition of 50% by weight or more of the total weight of the tire. It is made of raw materials made from petroleum resources. In addition, the sponge material as the sound control body is also made of synthetic resin sponge such as polyurethane sponge or synthetic rubber sponge such as chloroprene rubber sponge.

However, in recent years, environmental issues have become more important, regulations on CO ₂ emission control have been tightened, and the price of oil has risen in the future due to the limited supply of petroleum raw materials and the amount of supply decreasing year by year. The use of raw materials consisting of petroleum resources is limited. Therefore, assuming that the oil will be depleted in the future, it is a metal, natural rubber, inorganic filler and / or biofiller, natural fats and oils, natural resins, natural fibers, or processed products thereof that do not use petroleum resources as raw materials. Using the material, it is necessary to form not only the tire but also the sound control body. Patent Document 2 proposes a tire in which a tire composition of 75% by weight or more of the total weight of the tire is formed using a material other than petroleum.

JP 2002-67608 A JP 2003-63206 A

  In view of the above, the present invention forms a tire composition of 75% by weight or more of the total weight of the tire using a material other than petroleum, and also forms the sound absorber using a material other than petroleum. An object of the present invention is to provide an assembly of a pneumatic tire and a rim with improved noise performance while minimizing the use of resources.

In order to achieve the above-mentioned object, the invention of claim 1 of the present application includes a rim and a pneumatic tire mounted on the rim, and is porous in a tire lumen surrounded by the rim and the pneumatic tire. An assembly of a pneumatic tire and a rim on which a sound damper made of a structural material is arranged,
The pneumatic tire has a tire composition of 75% by weight or more of the total weight of the tire formed using a non-petroleum material that is not based on petroleum,
The porous structure material is also made of the material other than petroleum.

In the invention of claim 2, the porous structure material is characterized by using cotton, sponge, or wool as a material other than petroleum.
The invention according to claim 3 is characterized in that the sound damping body is fixed to the inner surface of the tread portion.
According to a fourth aspect of the present invention, the sound damper is bonded to the inner surface of the tread portion with an adhesive, and the adhesive is formed of a material other than petroleum.
In the invention of claim 5, the adhesive is characterized by using pine resin or beeswax as a material other than petroleum.

  Since the present invention is configured as described above, the use of raw materials consisting of petroleum resources is suppressed as much as possible, the global environment is protected, and the noise performance of the tire is suppressed while preparing for a future reduction in the supply of oil. can do.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a sectional view showing an embodiment of an assembly of a pneumatic tire and a rim according to the present invention.

  As shown in FIG. 1, the pneumatic tire and rim assembly 1 of the present embodiment (hereinafter sometimes simply referred to as “assembly 1”) includes a rim 2 and air attached to the rim 2. The tire includes a tire 3 and a sound damping body 4 made of a porous structure disposed in a tire lumen i surrounded by the rim 2 and the pneumatic tire 3.

  The rim 2 is a conventional metal wheel rim having a rim body 2a to which a bead portion 14 of a pneumatic tire 3 is mounted, and a disk portion 2b that holds the rim body 2a and is bolted to an axle. For example, a regular rim defined by a standard such as JATMA is preferably employed.

  Further, in this example, the pneumatic tire 3 is arranged on the carcass 16 extending from the tread portion 12 through the sidewall portion 13 to the bead core 15 of the bead portion 14, and radially outside the carcass 16 and inside the tread portion 12. A belt layer 17 and a band layer 19 disposed on the outer side in the radial direction of the belt layer 17.

  The carcass 16 includes at least one carcass ply 16A in which carcass cords are arranged at an angle of, for example, 75 to 90 ° with respect to the tire circumferential direction and covered with topping rubber on the front and back of the cord array. Formed from. The carcass ply 16A has a folded portion that is folded around the bead core 15 at both ends of the ply body portion straddling the bead cores 15 and 15, and the bead core is disposed between the ply body portion and the folded portion. A bead apex rubber 18 for bead reinforcement rising radially outward from 15 is disposed.

  The bead core 15 has an annular shape formed by winding a bead wire many times, sufficiently securing a fitting force with a rim, and improving steering stability and bead durability.

  The belt layer 17 is one or more, usually two or more, which are coated with topping rubber on the front and back of a cord array in which belt cords are arranged at an angle of, for example, 10 to 40 ° with respect to the tire circumferential direction. It is formed from two belt plies 17A and 17B. The belt layer 17 enhances the belt rigidity by crossing the belt cords between the plies, and firmly reinforces the tread portion 12.

  The band layer 19 is formed of a band ply 19A in which the front and back of a cord array in which band cords are arranged at an angle of, for example, 5 ° or less with respect to the tire circumferential direction are covered with topping rubber. As the band ply 19A, a pair of left and right edge band plies that covers only the outer end in the tire axial direction of the belt layer 17 and a full band ply that covers substantially the entire width of the belt layer 17 are known. use. In this example, the band layer 19 is exemplified by one full band ply.

  If necessary, for the purpose of reinforcing the bead portion 14 and / or the sidewall portion 13, the front and back of the cord array in which the auxiliary cord is arranged at an angle of, for example, 10 to 70 ° with respect to the tire circumferential direction is covered with a topping rubber. An auxiliary layer 20 composed of the covered auxiliary ply 20A can be provided.

  In the present specification, these carcass cords, bead wires, belt cords, band cords, auxiliary cords and the like are collectively referred to as tire cords.

  Further, the pneumatic tire 3 is provided with a tread rubber 12G that forms an outer skin of the tread portion 12 outside the band layer 19, and a sidewall rubber 13G that forms the outer surface of the sidewall portion 13 and a bead outside the carcass 16. A clinch rubber 14G forming the outer surface of the portion 14 is provided, and an inner liner rubber 3G forming the tire lumen surface is provided inside the carcass 16. In this specification, the tread rubber 12G, the side wall rubber 13G, the clinch rubber 14G, the inner liner rubber 3G, the bead apex rubber 18, the topping rubber used for each ply, and the like are collectively referred to as a tire rubber member.

  Of all the tire compositions constituting the pneumatic tire 3 composed of the tire cord and the tire rubber member, 75% by weight or more, preferably 85% by weight or more, more preferably 95% by weight or more of the total weight of the tire. The tire composition is made of a material other than petroleum, thereby realizing an eco-friendly eco tire. The above-mentioned “non-petroleum material” means a non-petroleum raw material that is not based on petroleum, and includes metals, natural rubber, inorganic fillers and / or biofillers, natural fats and oils, natural resins, natural waxes, natural fibers, or those. Including workpieces.

  Specifically, the tire rubber member is composed of a rubber component and an additive blended therein, and a part or all of the rubber component and a part or all of the additive are composed of a composition other than petroleum. Form. Conventionally, the rubber component is a blend of synthetic rubber made from petroleum resources such as styrene-butadiene rubber (SBR), butadiene rubber (BR), and butyl rubber (IIR), and natural rubber, which is a non-petroleum material. is doing. For example, in the tread rubber 12G, the bead apex rubber 18 and the topping rubber of each ply, a blend of natural rubber and styrene-butadiene rubber is used as a side wall rubber 13G and clinch rubber 14G from the viewpoint of tear resistance and low rolling resistance. Then, blending of natural rubber and butadiene rubber is performed from the viewpoint of tear resistance and bending crack resistance, and blending of natural rubber and butyl rubber is performed from the viewpoint of adhesion and air permeation resistance in the inner liner rubber 3G. Yes.

  Therefore, in this embodiment, a part or all of the synthetic rubber is replaced with rubber made of material other than petroleum. In particular, synthetic rubber occupies about 20% by weight or more of the total weight of the tire, and thus has a great effect on realizing an eco-tire. Natural rubber (including modified products) is used as the rubber of the material other than petroleum. Examples of the modified natural rubber include epoxidized natural rubber. This epoxidized natural rubber tends to be particularly excellent in grip properties, low rolling resistance, and resistance to flex cracking. Therefore, by blending natural rubber and epoxidized natural rubber in an appropriate blend, the required characteristics can be obtained. It can employ | adopt suitably for various various tire rubber members.

  Next, as additives added to the tire rubber member, there are fillers, softeners, vulcanizing agents, vulcanization accelerators, anti-aging agents, tackifiers, etc. Among these additives, fillers, softeners The vulcanizing agent is essential, and is added to the rubber component as necessary.

  Conventionally, carbon black using petroleum resources as raw materials has been widely adopted as the filler from the viewpoint of reinforcing effect, and the amount of the filler is about 20% by weight or more of the total weight of the tire. Therefore, a part or all of the carbon black is replaced with an inorganic filler and / or a biofiller that is a filler of a material other than petroleum. Examples of inorganic fillers include silica, sericite, calcium carbonate, clay, alumina, talc, magnesium carbonate, aluminum hydroxide, magnesium hydroxide, magnesium oxide, and titanium oxide. Biofillers include starch and cellulose. Examples include plant polysaccharides, animal polysaccharides such as chitin and chitosan. Among these, silica is preferable in order to ensure the reinforcing effect of rubber.

When silica is used, the BET specific surface area of silica is preferably 150 to 250 m ² / g. If the specific surface area of silica is less than 150 m ² / g, the reinforcing property tends to be inferior, and if it exceeds 250 m ² / g, the dispersibility is inferior and aggregates, so that the physical properties tend to decrease.

  When replacing the carbon black with an inorganic filler, it is preferable to use a silane coupling agent in combination. The silane coupling agent is not particularly limited as long as it is conventionally used in the tire field. For example, bis (3-triethoxysilylpropyl) tetrasulfide, bis (3-trimethoxysilylpropyl) Examples thereof include tetrasulfide, bis (2-triethoxysilylpropyl) tetrasulfide, 3-mercaptopropyltriethoxysilane, and 2-mercaptoethyltrimethoxysilane, and these can be used alone or in any combination. . Of these, bis (3-triethoxysilylpropyl) tetrasulfide and 3-mercaptopropyltriethoxysilane are preferably used from the viewpoint of the reinforcing effect and processability of the silane coupling agent, and moreover, from the viewpoint of processability. It is particularly preferable to use bis (3-triethoxysilylpropyl) tetrasulfide. The silane coupling agent is preferably used in an amount of 3 to 20 parts by weight with respect to 100 parts by weight of the inorganic filler. If the amount is less than 3 parts by weight, the effect of addition cannot be sufficiently obtained, and if the amount exceeds 20 parts by weight, the cost increases. The improvement of the effect obtained becomes small.

  As the softening agent, conventionally, petroleum-based oils made from petroleum resources such as aromatics and naphthenes have been employed. This petroleum-based oil is as small as about 8% by weight of the total weight of the tire, but part or all of it is replaced with natural fats and oils that are softeners for materials other than petroleum. Natural fats include castor oil, cottonseed oil, sesame oil, rapeseed oil, soybean oil, palm oil, palm oil, peanut hot water, rosin, pine oil, pineapple, tall oil, corn oil, rice bran oil, beet flower oil, sesame oil, Vegetable oils such as olive oil, sunflower oil, palm kernel oil, cocoon oil, jojoba oil, macadamia nut oil, safflower oil, and tung oil can be used. Among these, vegetable oils and fats with a low degree of unsaturation are preferable. Semi-drying oil having a gram of iodine that can be added to 100 to 130, non-drying oil having an iodine value of 100 or less, solid fat, and the like are preferable. When the iodine value exceeds 130, the loss factor (tan δ) increases, the hardness decreases, the rolling resistance increases, and the steering stability tends to decrease.

  Other additives, such as vulcanizing agents, vulcanization accelerators, anti-aging agents, and tackifiers, are very small compared to fillers and softening agents, but rubber properties. It is preferable to use the same one as in the prior art.

  Next, a cord made of a material other than petroleum is used for a part or all of the tire cord. Among the tire cords, synthetic fiber cords made from petroleum resources such as nylon, polyester, aromatic polyamide and the like are conventionally used for carcass cords, band cords, auxiliary cords and the like.

  Therefore, a part or all of this synthetic fiber cord is replaced with a cord made of material other than petroleum. As the cord of the non-petroleum material, a metal cord using a metal as a composition, a natural fiber cord using a natural fiber or a processed product thereof as a composition can be used. A code is preferred.

  As this natural fiber cord, a regenerated cellulose fiber obtained by processing cellulose, which is a fiber of plant fiber, and a cord of purified cellulose fiber can be suitably used. The regenerated cellulose fiber is obtained by once chemically decomposing cellulose using a solvent and then coagulating and regenerating it. Rayon, acetate, cupra and the like are known. The purified cellulose fiber is obtained by physically refining cellulose without chemically decomposing it, and is formed by dissolving and continuously spinning cellulose molecules. As this refined cellulose fiber, for example, lyocell (trademark of Lenzing) or Tencel (trademark of Coatles) is known. These regenerated cellulose fibers and purified cellulose fibers are suitable as tire cords because they have high breaking strength comparable to nylon fibers and polyester fibers. In particular, the purified cellulose fiber has a high crystallinity as compared with the regenerated cellulose fiber and has a high elasticity because it has a high orientation between the crystalline part and the amorphous part. Moreover, while the rayon, which is the regenerated cellulose fiber, causes a decrease in strength due to humidity, the purified cellulose fiber has a high degree of crystallinity and high orientation between the crystalline portion and the non-crystalline portion as described above. For this reason, it is difficult for moisture to enter between the cellulose chains, and it has characteristics of high strength against humidity and high stability of elongation. Therefore, by using the cord of this refined cellulose fiber especially for the carcass cord and / or the band cord, the strength against humidity and the stability of the elongation are increased. Nylon cord or polyester cord is used instead of mere substitution. Compared to conventional tires, an improvement effect of improving high-speed durability and high-speed steering stability can be obtained. In heavy-duty tires, metal cords made of metal such as steel cords may be used for the carcass cords and auxiliary cords in the past. Good to use.

  Conventionally, a metal cord and a metal wire made of a metal composition are used for the belt cord and the bead wire, and the belt cord and the bead wire are also used in the tire of this embodiment in the same manner as in the past. In addition, from the viewpoint of a reduction in fuel efficiency due to an increase in weight, it is preferable that a tire cord having a metal as a composition is suppressed to 20% by weight or less of the total tire weight.

  In the assembly 1 of the present invention, the sound control body 4 is disposed in the tire lumen i surrounded by the eco tire and the rim 2 described above. The sound control body 4 also needs to be made of the material other than petroleum for environmental protection, and in particular, a porous structure material intertwined with natural fibers can be used. As the porous structure material other than petroleum, cotton made of plant fibers, sponge made of animal fibers, and wool are suitable from the viewpoint of sound control. In the case of cotton, it can be used as a lump made of a web in which cotton fibers are entangled with each other, or a band-like body obtained by compressing a web into a mat shape, and in the case of sponge, it can be used as a lump. In the case of wool, it can be used as a lump made of a web in which wool is entangled with each other, a band in which the web is compressed into a mat, or a woolen yarn in which wool is entangled with each other. In this example, the case where the sound control body 4 is a belt-shaped body made of cotton is illustrated.

  The sound damper 4 is made of a porous structure, and the surface and / or the inner porous portion converts the vibration energy of air into thermal energy and consumes it, so that the sound in the tire lumen i (cavity resonance energy). Can be reduced by reducing the road noise. Since deformation such as shrinkage and bending is easy, the influence on tire deformation during traveling is small, and deterioration in steering stability can be prevented.

As the porous structure material, those having an apparent density of 0.005 to 0.1 g / cm ³ , which is a ratio (F / V) of the apparent volume V to the weight F, can be preferably used. In addition, the effect of suppressing the cavity resonance energy in terms of pore ratio and the like is reduced, and there is a problem in durability.

  In order to prevent damage to the tire 3 and the sound damper 4 caused by moving in the tire lumen i and coming into contact with the tire lumen surface during traveling, such a noise damper 4 is used. It is preferable to adhere to S, particularly the inner surface S1 of the tread portion 12, using an adhesive. In order to protect the environment, this adhesive is also preferably made of the above-mentioned non-petroleum material. For example, an adhesive using pine resin made of natural resin or beeswax made of natural wax is suitable.

When the sound damper 4 is bonded to the tire lumen surface S using the adhesive made of the non-petroleum material, the release agent is removed from the tire lumen surface S to some extent prior to bonding in order to increase the adhesive strength. It is necessary to keep it. As this means,
(A): Buffing the tire lumen surface S to remove the attached release agent,
(B): The mold release agent is applied to the bladder surface, and the mold release agent is not applied directly to the tire cavity surface S.
(C): A releasable film is formed on the bladder surface, and no release agent is used during vulcanization molding.
Either of these is preferably employed.

  When the sound control body 4 is the belt-like body 4A, it is attached along the tire circumferential direction as shown in FIG. When the sound control body 4 is the massive body 4B, from the viewpoint of uniformity, as shown in FIG. 2 (B), a plurality of massive bodies 4B are used and spaced apart in the tire circumferential direction. It is preferable to stick. When the sound control body 4 is a yarn 4C, as shown in FIGS. 3A and 3B, it is wound a plurality of times in the tire circumferential direction or folded back in a zigzag shape in the tire axial direction. Wind in the tire circumferential direction.

  As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

  (1) Using a rubber component having the composition shown in Table 1, a tire having a tire size of 195 / 65R was prototyped, and the tire was tested for high-speed durability, rolling resistance, and steering stability. Described.

  In the examples, tread rubber A (33% by weight of the total tire weight), sidewall rubber A (15% by weight of the total tire weight), inner liner rubber A (7% by weight of the total tire weight), clinch rubber A (all the tires) 3% by weight), bead apex rubber A (4% by weight of total tire weight), belt topping rubber A (7% by weight of total tire weight), carcass topping rubber A (3% by weight of total tire weight). Using a rayon cord as a carcass cord (4% by weight of the total weight of the tire), a metal cord as a belt cord (7% by weight of the total weight of the tire), and a metal wire as a bead wire (14% by weight of the total weight of the tire) An eco-tire using a tire composition of about 97% by weight of the total weight as a material other than petroleum is formed.

  In the conventional example, tread rubber B, sidewall rubber B, inner liner rubber B, clinch rubber B, bead apex rubber B, belt topping rubber B, and carcass topping rubber B are used, and a tire composition of 44% by weight of the total weight of the tire is used. Polyester cords are used for the carcass cords of conventional tires that form conventional tires made of materials other than petroleum.

In Table 1, raw materials consisting of petroleum resources are
-SBR: SBR1502 manufactured by Sumitomo Chemical Co., Ltd.
-BR: BR150B manufactured by Ube Industries, Ltd.
IIR: Cl-IIR1068 manufactured by ExxonMobil Chemical Co., Ltd.
Carbon black (ISAF): Diamond Black I manufactured by Mitsubishi Chemical Corporation
・ Carbon Black (FEF): Diamond Black E manufactured by Mitsubishi Chemical Corporation
・ Carbon black (GPF): Diamond Black G manufactured by Mitsubishi Chemical Corporation
Carbon black (HAF): Diamond black HA manufactured by Mitsubishi Chemical Corporation
Carbon black (LM-HAF): Diamond black LH manufactured by Mitsubishi Chemical Corporation
・ Aromatic oil: Process X-140 manufactured by Japan Energy Co., Ltd.
・ Mineral oil: Diana Process PA32 manufactured by Idemitsu Kosan Co., Ltd.
・ Wax: Ozoace 0355 manufactured by Nippon Seiwa Co., Ltd.
Anti-aging agent: Antigen 6C manufactured by Sumitomo Chemical Co., Ltd.
Cured resin: Sumitrite resin PR12686 manufactured by Sumitomo Dureth Co., Ltd.
-Tackifier (COST): COST-F manufactured by Japan Energy Co., Ltd.
-Tackifier (S.620): Sumikanol 620 manufactured by Sumitomo Chemical Co., Ltd.
・ Vulcanization accelerator: Noxeller NS manufactured by Ouchi Shinsei Chemical Industry Co., Ltd.

In Table 1, non-oil materials are
・ Natural rubber: RSS # 3
Silica: Ultrazil VN3 manufactured by Degussa Huls Co., Ltd.
Coupling agent: Si-69 manufactured by Degussa Huls
・ Sericite: KM-S manufactured by Nippon Foram Co., Ltd.
・ Calcium carbonate: Shiraishi Hana CC manufactured by Shiroishi Kogyo Co., Ltd.
Vegetable oil: refined palm oil J (S) manufactured by Nissin Oil Co., Ltd.
・ Stearic acid: Stearic acid slag manufactured by NOF Corporation ・ Zinc oxide: 2 types of zinc oxide manufactured by Mitsui Mining & Smelting Co., Ltd. ・ Sulfur: Powdered sulfur manufactured by Tsurumi Chemical Co., Ltd.

<High-speed durability of tires>
Evaluation was performed based on the S range standard of the high-speed performance test A of “Automobile tire” of JIS D4230. <Rolling resistance>
Measure rolling resistance under the conditions of rim (15 × 6JJ), internal pressure (250 kPa), speed (80 km / H), and additional load (4.0 kPa), and multiply the rolling resistance divided by the additional load by 10 ^4. Thus, the rolling resistance coefficient was evaluated. The smaller the rolling resistance coefficient, the better the heat generation.
<Steering stability>
Attached to all wheels of passenger cars (displacement 2000cc: FR car) with rim (15 × 6JJ), internal / internal pressure (200kPa), running on dry asphalt road test course, steering response, rigidity, grip, etc. The characteristic is displayed by an index with the conventional example B as 100 by sensory evaluation of the driver. A larger index is better. The difference of 0.5 points is a difference that can be finally detected by a trained test driver.

  As shown in Table 2, it can be confirmed that the tire of Example A can ensure substantially the same tire performance as the tire of Conventional Example B.

(2)
Next, a trial assembly of a pneumatic tire and a rim in which a sound-damping body having the specifications shown in Table 3 is arranged in the tire lumen of the tire of Example A is manufactured. The results are shown in Table 3.

  As a sound control body, a sponge is an ether polyurethane sponge having a specific gravity of 0.016 (E16 manufactured by Marusuzu Co., Ltd.), and has a long band shape with a rectangular cross section of width 70 mm × thickness 8 mm × length 1820 mm. use. The cotton used for the futon (weight 123g) is used in the form of a mat of width 100mm x thickness 20mm x length 1820mm. The sponge uses 14 oval-type lump sponge bodies with a specific gravity of 0.05 and a major axis of 5 inches. As the wool, 200 g of wool (40 g / 120 m) in thickness was used.

  As the adhesive, the double-sided adhesive tape uses Nitto Denko's 5000NS (using acrylic adhesive), the pine resin uses Morten's REL, and the beeswax is manufactured by Oshiro Pharmaceutical Co., Ltd. Beeswax was used. The bonding position was the inner surface of the tread.

  As the release agent removal treatment, (a) is a method of “buffing the tire cavity surface and removing the attached release agent”, (c) is “forming a release film on the bladder surface, A method in which a release agent is not applied during vulcanization molding was employed.

<Sound suppression>
The vehicle used in the steering stability test was used, and one person took a road noise measurement road (asphalt rough road) at a speed of 60 km / H. The vehicle interior noise at that time was measured at the driver's seat window side ear position, and the sound pressure level of the peak value of the air column resonance sound near 230 Hz was shown as an increase / decrease value with reference to Comparative Example 1. -(Minus) display means reduction of road noise.

<Vibration>
Using the vehicle used in the steering stability test, the driver evaluated the presence or absence of tire vibration based on the sound control body when traveling at 120 km / H.

As shown in Table 3, it can be confirmed that even when a non-petroleum material silencer is used, it is possible to produce a sound-damping product at the same level as or higher than the oil material silencer. Moreover, in Example 4, since the sound-damping body is not bonded, the sound-damping body moves and generates vibration during traveling. Moreover, in Example 5, since the release agent removal treatment is not performed, the sound-damping member is not adhered during traveling, and vibration is generated.

It is sectional drawing which shows one Example of the assembly of the pneumatic tire and rim | limb of this invention. (A) is a circumferential cross-sectional view of an assembly of a pneumatic tire and a rim when the sound control body is a belt-like body, and (B) is a pneumatic tire when the sound control body is a block body. It is a circumferential direction sectional view of an assembly with a rim. (A), (B) is drawing explaining the affixing state in the tread inner surface in case a noise control body consists of wool.

Explanation of symbols

2 Rim 3 Pneumatic tire 4 Sound absorber i Tire lumen

Claims (5)

A pneumatic tire and a rim including a rim and a pneumatic tire attached to the rim, wherein a sound damper made of a porous structure material is disposed in a tire lumen surrounded by the rim and the pneumatic tire. An assembly with
The pneumatic tire has a tire composition of 75% by weight or more of the total weight of the tire formed using a non-petroleum material that is not based on petroleum,
An assembly of a pneumatic tire and a rim, wherein the porous structure material is also made of the non-petroleum material.   The pneumatic tire and rim assembly according to claim 1, wherein the porous structure material is made of cotton, sponge, or wool as a material other than petroleum.   The pneumatic tire and rim assembly according to claim 1 or 2, wherein the noise control body is fixed to an inner surface of a tread portion.   The pneumatic damper according to any one of claims 1 to 3, wherein the sound damping body is bonded to an inner surface of the tread portion with an adhesive, and the adhesive is formed from a material other than petroleum. An assembly of tires and rims.   The pneumatic tire and rim assembly according to claim 4, wherein the adhesive is made of pine resin or beeswax as a material other than petroleum.

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