JP2841352B2 - Tire wheels - Google Patents
Tire wheelsInfo
- Publication number
- JP2841352B2 JP2841352B2 JP7173985A JP17398595A JP2841352B2 JP 2841352 B2 JP2841352 B2 JP 2841352B2 JP 7173985 A JP7173985 A JP 7173985A JP 17398595 A JP17398595 A JP 17398595A JP 2841352 B2 JP2841352 B2 JP 2841352B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- filler
- compression
- internal cavity
- shell
- 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/04—Bead cores
-
- 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
- B60C7/00—Non-inflatable or solid tyres
- B60C7/10—Non-inflatable or solid tyres characterised by means for increasing resiliency
- B60C7/101—Tyre casings enclosing a distinct core, e.g. foam
- B60C7/1015—Tyre casings enclosing a distinct core, e.g. foam using foam material
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、リムとタイヤ殻とで形
成した内部空洞に充填体を詰めたいわゆるノーパンクタ
イヤといわれるタイヤ車輪に関する。主に自転車等のタ
イヤ車輪として利用される。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a tire wheel called a non-puncture tire in which a filling material is filled in an internal cavity formed by a rim and a tire shell. It is mainly used as tire wheels for bicycles and the like.
【０００２】[0002]
【従来の技術】自転車は、手軽な移動用の足として重宝
されているが、通勤通学用として使用されている時の突
然のパンクやチューブへの空気補充に煩わしさがあり、
メンテナンスフリーの要求が高まりつつある。また、震
災時等の緊急用に対しても同様な気運が高まっている。
そこで、タイヤの中に入るチューブ部分をソリッドにし
たり発泡ゴムを入れたりするいわゆるノーパンクタイヤ
と呼ばれるタイヤ車輪が検討され出している。斯るタイ
ヤ車輪は、構造的にはかなり以前から考えられており、
実公昭４０−１１４４６号公報，特開昭４７−２６４７
６号公報，特開昭５７−１５５１０１号公報等には、既
にタイヤ本体内に弾性体，軟質ゴム層等を収納して、パ
ンク虞れのないタイヤ車輪技術が開示されている。2. Description of the Related Art Bicycles are useful as easy-to-use mobile feet, but they are troublesome to suddenly replenish air to punctures and tubes when used for commuting to work.
The demand for maintenance-free is increasing. In addition, similar sentiment is increasing for emergency use in the event of an earthquake or the like.
Therefore, a tire wheel called a so-called non-puncture tire in which a tube portion to be inserted into a tire is made solid or foam rubber is put in has been studied. Such tire wheels have long been considered structurally,
Japanese Utility Model Publication No. 40-11446, Japanese Patent Laid-Open No. 47-2647.
No. 6, JP-A-57-155101 and the like disclose a tire wheel technology in which an elastic body, a soft rubber layer and the like are already housed in a tire main body and there is no fear of puncturing.
【０００３】[0003]
【発明が解決しようとする課題】しかるに、従来のノー
パンクタイヤと呼ばれるタイヤ車輪は、パンク修理を回
避できるものの、充填体の比重が大きく（通常、０．４
以上である。）、重量的に重くなり取扱いが難儀であっ
た。また、ソリッド状ゴムや発泡ゴムの硬度は通常４０
度以上と硬すぎて、乗った場合のショック吸収に劣り、
乗り心地が悪かった。尚、ソリッド状ゴムの硬度はＪＩ
Ｓ Ｋ−６３０１で規定されるＡタイプで示され、発泡
ゴムの硬度は、日本ゴム協会規格ＳＲＩＳ０１０１で規
定されるＡＳＫＥＲ−Ｃタイプで示される。更に、反発
弾性（ＪＩＳ Ｋ−６３０１に基づく）が５０以下と低
いため、転がり抵抗は大きくなり、自転車を漕ぐのに大
変であった。故に、今日に至っても広く普及するところ
までいかず、アイデア倒れに終わっていた。もちろん、
最近、ポリウレタン又はエチエン-プロピレン-ジエンゴ
ム（ＥＰＤＭ）のスポンジをタイヤ本体内に収納したノ
ーパンクタイヤが実用化されてはいるが、空気入りタイ
ヤに比べ上記欠点は十分に解決されたとはいえず、問題
点として残っていた。そして、タイヤ本体内に収納する
スポンジを独立気泡タイプで造っても、ＥＰＤＭ等の材
料構成では独立気泡内のガスが抜け易かった。However, in a conventional tire wheel called a non-puncture tire, puncture repair can be avoided, but the specific gravity of the filler is large (usually 0.4%).
That is all. ), It was heavy and difficult to handle. The hardness of solid rubber or foamed rubber is usually 40
It is too hard, and it is inferior to shock absorption when riding,
The ride was bad. The hardness of the solid rubber is JI
It is indicated by the A type defined by SK-6301, and the hardness of the foamed rubber is indicated by the ASKER-C type defined by the Japan Rubber Association Standard SRIS0101. Furthermore, since the rebound resilience (based on JIS K-6301) is as low as 50 or less, the rolling resistance is increased and it is difficult to ride a bicycle. Therefore, even today, the idea has not fallen into widespread use, and the idea has fallen. of course,
Recently, a non-puncture tire in which a sponge made of polyurethane or ethene-propylene-diene rubber (EPDM) is housed in the tire body has been put to practical use, but the above-mentioned disadvantage has not been sufficiently solved as compared with a pneumatic tire. It remained as a point. And, even if the sponge to be housed in the tire body is made of a closed cell type, the gas in the closed cells was easily released with a material configuration such as EPDM.
【０００４】本発明は上記問題点を克服するもので、ノ
ーパンクタイヤ構造でありながら、軽量化して、乗り心
地が良く、また、転がり抵抗が小さく、更にこれら性能
を長期に亘って維持し得るタイヤ車輪を提供することを
目的とする。実用化の途をひらき、広く普及し得るタイ
ヤ車輪となるものである。[0004] The present invention overcomes the above-mentioned problems, and has a light weight, good ride comfort, low rolling resistance, and a tire capable of maintaining these performances for a long period of time, while having a non-puncture tire structure. The purpose is to provide wheels. It is a tire wheel that can be put to practical use and spread widely.
【０００５】[0005]
【課題を解決するための手段】本第一発明の要旨は、タ
イヤ殻と、該タイヤ殻のビード部を圧着させてこれを支
持するリムと、該リムと前記タイヤ殻とで形成したリン
グ状の内部空洞を埋めるように挿着される充填体とを具
備し、該充填体は、見掛け比重が０．０８〜０．３の範
囲内にあり、且つ、フリー状態下での反発弾性が５０〜
８０（ＪＩＳＫ−６３０１に基づく）の範囲内にあっ
て、更に、ブチルゴム又はハロゲン化ブチルゴムを含有
し、ＡＳＴＭ Ｄ１０５６に規定される吸水試験による
値が５％以下で示される独立気泡率の弾性発泡体で構成
され、前記内部空洞に圧縮挿着されることを特徴とする
タイヤ車輪にある。ここで、「見掛け比重」は、大気圧
下で、外部から圧縮する力を受けていないフリー状態に
ある充填体の見掛け比重である。本第二発明のタイヤ車
輪は、第一発明の充填体をリング形状の弾性発泡体と
し、且つ、該充填体の圧縮度合を１０％〜５０％の範囲
内として前記内部空洞に圧縮挿着されることを特徴とす
る。ここで、「圧縮度合」とは、｛（元の体積−圧縮後
の体積）／圧縮後の体積｝を百分率で表したものであ
る。本第三発明のタイヤ車輪は、第一発明又は第二発明
で、充填体がその表面を無発泡の薄層ゴム質で被覆され
るようにしたことを特徴とする。SUMMARY OF THE INVENTION The gist of the first invention is to provide a tire shell, a rim for pressing and supporting a bead portion of the tire shell, and a ring shape formed by the rim and the tire shell. And a filler inserted so as to fill the internal cavity of the filler, wherein the filler has an apparent specific gravity in a range of 0.08 to 0.3 and a rebound resilience in a free state of 50. ~
80 (based on JIS K-6301), further containing butyl rubber or halogenated butyl rubber, and having a closed cell rate of 5% or less as determined by a water absorption test specified in ASTM D1056. Wherein the tire wheel is compression-inserted into the internal cavity. Here, the “apparent specific gravity” is the apparent specific gravity of the filler in a free state under atmospheric pressure and not receiving a compressive force from the outside. The tire wheel according to the second aspect of the present invention is formed such that the filler of the first aspect is a ring-shaped elastic foam, and the compression degree of the filler is in the range of 10% to 50%, and is compression-inserted into the internal cavity. It is characterized by that. Here, the “degree of compression” is expressed as {(original volume−volume after compression) / volume after compression} in percentage. The tire wheel of the third invention is characterized in that, in the first invention or the second invention, the surface of the filler is covered with a non-foamed thin rubber material.
【０００６】[0006]
【作用】本発明に係るタイヤ車輪のごとく、内部空洞に
挿着される充填体として、見掛け比重が０．０８〜０．
３の範囲内で、且つ、フリー状態下での反発弾性が５０
〜８０（ＪＩＳ Ｋ−６３０１に基づく）の範囲内にあ
る弾性発泡体を用いると、衝撃に対して大きく撓むこと
ができ、且つ、軽量になり、取扱いにそれほど不便さを
感じない。そして、充填体がＡＳＴＭ Ｄ１０５６に規
定される吸水試験による値が５％以下で示される独立気
泡率の弾性発泡体（いわゆる独立気泡タイプの弾性発泡
体をいう。）からなると、空気が抜け難くクッション性
を維持する。特に、充填体が本発明のようにブチルゴム
又はハロゲン化ブチルゴムを含有させた弾性発泡体で構
成されると、気体の透過性が小さいという最大の特長が
活かされ、独立気泡タイプの弾性発泡体から得られる乗
り心地を永きに亘って保持できる。ここで、「独立気
泡」とは、発泡体のセルが皮膜で仕切られていて連通性
のないものをいう。独立気泡に対比されるものに「連
泡」と呼ばれるものがあるが、これは上記皮膜に穴が開
いているものやセルが骨格のみで仕切られているもので
ある。また、充填体を内部空洞に圧縮挿着することで、
独立気泡タイプのガスが圧縮されることになり、反発弾
性が上がり転がり抵抗が小さくなる。その結果、走行抵
抗の少ないタイヤ車輪になり、軽やかなタッチで自転車
を漕ぐことができるようになる。本第二発明のタイヤ車
輪のごとく、予め内部空洞に合せたリング形状にしてあ
ると、長棒体をリング状に丸めて挿着した場合に突合せ
端面付近に生じる段差等の不具合は起こらない。そし
て、充填体の圧縮度合を１０％〜５０％の範囲内として
内部空洞に充填体が圧縮挿着されるようにすると、適度
の硬度が得られ、且つクッション性も良好になる。更
に、本第三発明のタイヤ車輪のように、充填体がその表
面を無発泡の薄層ゴム質で被覆されると、充填体内部の
気泡が外部へ抜け難くなり、長期使用に耐える。The apparent specific gravity of the filler inserted into the internal cavity, as in the tire wheel according to the present invention, is 0.08-0.
3 and the rebound resilience in the free state is 50.
When an elastic foam within the range of ８０80 (based on JIS K-6301) is used, it can be largely deflected by an impact and is lightweight, and does not feel much inconvenience in handling. When the filler is made of an elastic foam having a closed cell rate (referred to as a so-called closed cell type elastic foam) having a value of 5% or less in a water absorption test specified by ASTM D1056, air is hardly released and a cushion is formed. Maintain sex. In particular, when the filler is made of an elastic foam containing butyl rubber or halogenated butyl rubber as in the present invention, the greatest feature that gas permeability is small is utilized, and the closed cell type elastic foam is used. The obtained riding comfort can be maintained for a long time. Here, the term "closed cells" refers to cells in which cells of a foam are separated by a film and have no communication. What is referred to as "open cells" is compared with closed cells, which are those in which the above-mentioned film has holes and cells in which the cells are separated only by a skeleton. Also, by compressing and inserting the filling body into the internal cavity,
The closed-cell type gas is compressed, so that the rebound resilience increases and the rolling resistance decreases. As a result, the tire wheels have less running resistance, and the bicycle can be rowed with a light touch. As in the tire wheel according to the second aspect of the present invention, when the ring shape is previously adjusted to the internal cavity, when the long rod is rolled into a ring shape and inserted, no trouble such as a step difference occurs near the butted end surface. When the degree of compression of the filler is set in the range of 10% to 50% so that the filler is compressed and inserted into the internal cavity, an appropriate hardness is obtained and the cushioning property is improved. Further, when the surface of the filler is coated with a non-foamed thin rubber material as in the tire wheel of the third aspect of the present invention, the air bubbles inside the filler are difficult to escape to the outside, and thus can withstand long-term use.
【０００７】[0007]
【実施例】以下、本発明を実施例に基づいて詳述する。 （１）タイヤ車輪の構成 図１〜図３は、本発明に係るタイヤ車輪の一実施例を示
す。図１はタイヤ殻とリムとで形成した内部空洞に充填
体を圧縮挿着したタイヤ車輪の要部断面図、図２は充填
体の中間材段階での斜視図、図３は充填体の斜視図であ
る。自転車用タイヤに適用するものである。DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail based on embodiments. (1) Configuration of Tire Wheel FIGS. 1 to 3 show an embodiment of a tire wheel according to the present invention. 1 is a cross-sectional view of a main part of a tire wheel in which a filler is compression-inserted into an inner cavity formed by a tire shell and a rim, FIG. 2 is a perspective view of the filler at an intermediate material stage, and FIG. 3 is a perspective view of the filler. FIG. It is applied to bicycle tires.
【０００８】タイヤ車輪Ａは、タイヤ殻１とリム２と充
填体３とを具備する。タイヤ殻１は、通常の製造工程で
造られたゴムタイヤで、例えば、簾織物に薄いゴムを被
覆して布状体とし、これをドーナツ状に成形したカーカ
ス部に、路面との接合性を良くするトレッドを付与した
ものである。タイヤ殻１の形成過程で、一対のビードワ
イヤ１１が断面Ｕ字状の開口両側縁に配されている。ビ
ードワイヤ１１は、カーカス部に巻きつけられて固定さ
れることによって、タイヤに生ずる力をビード部１ａが
受け止め、リム２にその力を伝達する役割も担ってい
る。[0008] The tire wheel A includes a tire shell 1, a rim 2, and a filler 3. The tire shell 1 is a rubber tire made in a normal manufacturing process. For example, a thin cloth is coated on a cord fabric to form a cloth-like body. Tread to be applied. In the process of forming the tire shell 1, a pair of bead wires 11 are arranged on both sides of the opening having a U-shaped cross section. The bead wire 11 is wound around and fixed to the carcass portion, so that the bead portion 1a receives the force generated in the tire and transmits the force to the rim 2.
【０００９】リム２は、上記タイヤ殻１のビード部１ａ
を圧着させてこれを支持するものである。リム２はタイ
ヤ殻１の大きさに対応する一般的な仕様品で、リム２に
タイヤ殻１が取着されると、リング状の内部空洞４が形
成される。The rim 2 is a bead portion 1a of the tire shell 1.
Is pressed and supported. The rim 2 is a general specification product corresponding to the size of the tire shell 1, and when the tire shell 1 is attached to the rim 2, a ring-shaped internal cavity 4 is formed.
【００１０】充填体３は、この内部空洞４に圧縮挿着さ
れる弾性発泡体である。大気圧下で、外力を受けないフ
リー状態（自由状態）にある充填体３の断面積は内部空
洞４の断面積よりも大きく、充填体３は圧縮し強制的に
内部空洞４に押し込むようにして挿着される。単に内部
空洞４に挿着するだけだと、内部空洞４の断面形状は充
填体３のそれと完全には一致しないことから、充填体３
とタイヤ殻１との間に部分的に隙間ができ、クッション
性等にムラが生じる。これに対し、充填体３が圧縮挿着
されると、斯る隙間がなくなるばかりでなく、弾性発泡
体内のガスが圧縮されることになり、反発弾性が上がり
転がり抵抗が小さくなる。こうしたことから、フリー状
態にある充填体３の大きさは内部空洞４に比し大きめに
造られており、詳しくは、充填体３は圧縮度合を１０％
〜５０％の範囲内として内部空洞４に圧縮挿着されるよ
うするのが好適となる。圧縮度合は１０％未満となる
と、タイヤ殻１とのフィット性が低下し、クッション性
が劣る他、走行時にタイヤ殻１と充填体３との擦れ合う
不具合が現われる。一方、圧縮度合が５０％を越える
と、タイヤ殻１内への充填体３の圧縮挿着が困難化し、
更に、転がり抵抗は小さくなるものの充填体自体が硬く
なりすぎて緩衝力がなくなり、乗り心地が悪くなるから
である。The filler 3 is an elastic foam which is compressed and inserted into the inner cavity 4. At atmospheric pressure, the cross-sectional area of the packing 3 in a free state (free state) which is not subjected to an external force is larger than the cross-sectional area of the internal cavity 4, and the packing 3 is compressed and forcibly pushed into the internal cavity 4. Inserted. When simply inserted into the internal cavity 4, the cross-sectional shape of the internal cavity 4 does not completely match that of the filler 3.
A gap is partially formed between the tire and the tire shell 1, and unevenness occurs in cushioning properties and the like. On the other hand, when the filling body 3 is compression-inserted, not only does the gap disappear, but also the gas in the elastic foam is compressed, so that the resilience increases and the rolling resistance decreases. For this reason, the size of the filler 3 in the free state is made larger than that of the internal cavity 4, and more specifically, the filler 3 has a compression degree of 10%.
It is preferable that the pressure is within the range of 〜50% so as to be compression-inserted into the internal cavity 4. When the degree of compression is less than 10%, the fitting property with the tire shell 1 is reduced, the cushioning property is inferior, and the tire shell 1 and the filler 3 are rubbed during running. On the other hand, if the degree of compression exceeds 50%, the compression insertion of the filler 3 into the tire shell 1 becomes difficult,
Further, although the rolling resistance is reduced, the filling itself becomes too hard and loses the cushioning power, and the riding comfort is deteriorated.
【００１１】充填体３は、断面が略円形の棒状体３ａを
まず成形し、次いで、この中間材を適当な位置で切断
し、タイヤサイズに合わせてリング形状に両端を接着結
合したものである。種々のタイヤサイズに適合させるた
めで、量産対応を鑑みたものである。棒状体３ａの成形
には、ゴム組成物を圧縮金型内で加硫成形する。本実施
例では、圧縮金型内で加硫成形を行って棒状体３ａを得
ている。この製法によれば、充填体表面に弾性発泡体の
気泡が現われず、表面が無発泡の薄層ゴム質３１で被覆
され、内部３２にのみ気泡が存在する形態となる（図
２）。気泡が表面に存在すれば、長年の使用で気泡から
ガスが抜け出し充填体３がへたる虞れがある。充填体の
表面が膜状の薄層ゴム質３１で完全コートされること
で、それを防ぎ好結果を得る。加えて、前述のごとく、
棒状体３ａを切断しリング状につなぐことで、切断面に
現われた気泡部分はその切断面同士が接着結合されてし
まい、表面は全て薄層ゴム質３１の平滑面で覆われ、弾
性発泡体内のガスの逃散が阻止される。尚、図１では、
充填体３に係る薄層ゴム質３１部分の図示を省略してい
る。斯る充填体３は、ブチルゴム又はハロゲン化ブチル
ゴムを含有し、表面に形成された無発泡の薄層ゴム質３
１を除けば、ＡＳＴＭ Ｄ１０５６に規定される吸水試
験による値が５％以下で示される独立気泡率の弾性発泡
体（独立気泡タイプの弾性発泡体）からなるものであ
る。充填体３はブチルゴム又はハロゲン化ブチルゴムを
含有した固体に発泡剤，安定剤，架橋剤等を配合し、混
練した後、加熱発泡成形する方法や、ゴムラテックスを
用いて上記と同様、発泡剤，安定剤，架橋剤等を配合、
注入後、発泡加硫工程を経て乾燥して得る方法等で造ら
れる。ここで、ブチルゴム（ハロゲン化ブチルゴムを含
む）をほぼ１００％独立気泡体として製造するには、型
を用いた二段加硫として発泡成形される。その製造プロ
セスは以下のごとくである。まず、第一の型で発泡剤の
分解温度より低い温度（１００℃〜１４０℃）状態で、
一次加硫として、加硫度３０％〜５０％程度に加硫す
る。こうすることで、発泡圧で破れることのないセル皮
膜が形成される。その後、第二の型で二次加硫として、
発泡剤を分解させる温度（１５０℃〜１８０℃）状態で
発泡させると共に加硫度９０％〜１００％に加硫する。
第二の型へ移す目的は発泡成形品の寸法を決めるためで
ある。充填体３の代表的組成割合は、表１のようにな
る。The filler 3 is formed by first forming a rod 3a having a substantially circular cross section, cutting the intermediate material at an appropriate position, and bonding both ends into a ring shape according to the size of the tire. . In order to adapt to various tire sizes, it is designed for mass production. For molding the rod-shaped body 3a, the rubber composition is vulcanized and molded in a compression mold. In this embodiment, vulcanization molding is performed in a compression mold to obtain a rod 3a. According to this manufacturing method, the foam of the elastic foam does not appear on the surface of the filler, the surface is covered with the non-foamed thin rubber material 31, and the foam is present only in the interior 32 (FIG. 2). If air bubbles are present on the surface, gas may escape from the air bubbles over a long period of use, and the filler 3 may be sluggish. Since the surface of the filler is completely coated with the thin rubber material 31 in the form of a film, this can be prevented and good results can be obtained. In addition, as mentioned above,
By cutting the rod-shaped body 3a and connecting it in a ring shape, the air bubbles that appear on the cut surface are adhesively bonded to each other, and the entire surface is covered with the smooth surface of the thin rubbery material 31. Gas escape is prevented. In FIG. 1,
The illustration of the thin rubbery material 31 relating to the filler 3 is omitted. The filler 3 contains butyl rubber or halogenated butyl rubber, and has a non-foamed thin rubber material 3 formed on the surface.
Except for 1, it is made of an elastic foam having a closed cell ratio (closed cell type elastic foam) having a value of 5% or less in a water absorption test specified in ASTM D1056. The filler 3 is prepared by blending a foaming agent, a stabilizer, a cross-linking agent, etc. with a solid containing butyl rubber or halogenated butyl rubber, kneading the mixture, and then heating and foaming. Stabilizer, cross-linking agent, etc.
After the injection, it is manufactured by a method of drying it through a foam vulcanization step and the like. Here, in order to produce almost 100% of butyl rubber (including halogenated butyl rubber) as closed cells, foam molding is performed as two-stage vulcanization using a mold. The manufacturing process is as follows. First, at a temperature (100 ° C. to 140 ° C.) lower than the decomposition temperature of the foaming agent in the first mold,
As primary vulcanization, vulcanization is performed to a degree of vulcanization of about 30% to 50%. By doing so, a cell coating that is not broken by the foaming pressure is formed. Then, as secondary vulcanization in the second mold,
The foam is foamed at a temperature (150 ° C. to 180 ° C.) at which the foaming agent is decomposed, and vulcanized to a degree of vulcanization of 90% to 100%.
The purpose of transferring to the second mold is to determine the dimensions of the foam molded article. Table 1 shows a typical composition ratio of the packing 3.
【００１２】[0012]
【表１】 [Table 1]
【００１３】表１で、ゴム成分は、ブチルゴムや、この
ブチルゴムをハロゲン化した臭素化ブチル，塩素化ブチ
ル等である。ここで、ブチルゴムは、気体の透過性が小
さく、充填体３をつくる弾性発泡体の独立気泡内にある
ガスが抜け難く長期に亘ってクッション性を維持でき
る。これに対し、他の材料（ＥＰＤＭ，天然ゴムなど）
では、独立気泡は出来るものの気泡内のガスが抜け易
く、圧縮してタイヤ内に入れると、すぐに充填体（管
体）が痩せてしまう。その結果、ガスによる反発弾性を
得ることができない。更に、ブチルゴムは衝撃吸収が大
きく、化学的に安定で耐候性，耐熱性に優れ、自転車タ
イヤ内の充填体に使用する際に好適な材料になってい
る。臭素化ブチル，塩素化ブチルも、ブチルゴムと同様
の特長を有し、加えて、ブチルゴムに比し加硫速度が速
い長所がある。加硫剤は、粉末硫黄，コロイド硫黄，不
溶性硫黄の無機系等で、加硫促進剤は亜鉛華，酸化マグ
ネシウム，消石灰，２−メルカプトベンゾチアゾール
（ＭＢＴ）等のチアゾール系，Ｚｎ−ジメチル・ジチオ
カルバメート（ＰＺ）等のジチオ酸塩類，テトラメチル
チウラムモノスルフィド（ＴＭＴＭ）等のチウラム系な
どが用いられる。また、老化防止剤はトリメチルジヒド
ロキノン類，フェニレンジアミン類等で、発泡剤として
は、炭酸アンモニア，重炭酸ソーダ等の無機発泡剤やニ
トロソ系，スルホヒドラジド系，アゾ系の有機発泡剤等
である。安定剤としては、三塩基性硫酸鉛等の無機塩
類，塩基性ステアリン酸鉛等の金属石けん，ジブチル錫
ラウレート系などがあり、充填剤にはカーボンブラッ
ク，炭酸カルシウム，クレーなどがある。可塑剤はＤＯ
Ｐ，ＤＢＰ，ＤＩＤＰ，脂肪酸エステル，パラフィン系
プロセスオイル等である。充填体３の組成物として、他
に、紫外線吸収剤，帯電防止剤，補強剤等が含まれてい
る。In Table 1, the rubber component is butyl rubber, brominated butyl or chlorinated butyl obtained by halogenating the butyl rubber. Here, butyl rubber has a low gas permeability, and the gas in the closed cells of the elastic foam forming the filler 3 is hard to escape, so that the cushioning property can be maintained for a long time. On the other hand, other materials (EPDM, natural rubber, etc.)
In this case, although closed cells can be formed, the gas in the cells is easy to escape, and when compressed and put into the tire, the filler (tubular body) becomes thin immediately. As a result, rebound resilience due to gas cannot be obtained. Further, butyl rubber has a large impact absorption, is chemically stable, has excellent weather resistance and heat resistance, and is a material suitable for use as a filler in a bicycle tire. Brominated butyl and chlorinated butyl also have the same characteristics as butyl rubber, and have the advantage of a higher vulcanization rate than butyl rubber. The vulcanizing agent is an inorganic type such as powdered sulfur, colloidal sulfur, and insoluble sulfur. The vulcanizing accelerator is a thiazole type such as zinc white, magnesium oxide, slaked lime, 2-mercaptobenzothiazole (MBT), and Zn-dimethyldithio. Dithio acid salts such as carbamate (PZ) and thiurams such as tetramethylthiuram monosulfide (TMTM) are used. The antioxidants are trimethyldihydroquinones, phenylenediamines and the like, and the foaming agents are inorganic foaming agents such as ammonium carbonate and sodium bicarbonate, and nitroso, sulfohydrazide and azo organic foaming agents. Examples of the stabilizer include inorganic salts such as tribasic lead sulfate, metallic soaps such as basic lead stearate, and dibutyltin laurate. Fillers include carbon black, calcium carbonate, and clay. Plasticizer is DO
P, DBP, DIDP, fatty acid ester, paraffinic process oil, and the like. The composition of the filler 3 further contains an ultraviolet absorber, an antistatic agent, a reinforcing agent, and the like.
【００１４】フリー状態にある充填体３の見掛け比重ρ
は、発泡剤の調合により発泡倍率を３．５〜１３．０に
することで、０．０８〜０．３０の範囲内にある。市販
のＥＰＤＭ仕様のノーパンクタイヤに係る充填体の見掛
け比重ρが０．４以上に比し、充填体３は同じ大きさで
も重量的にかなり軽くなっている。但し、本発明に係る
充填体のフリー状態の見掛け比重ρが０．０８未満であ
ると、充填体を内部空洞４に圧縮挿着した状態でも、そ
の時の見掛け比重は依然として低い。従って、圧縮の作
用としての気泡内の気圧が十分高められず、充填体３が
柔らかいままで緩衝機能を発揮せず、クッション性が悪
くなる。例えば、底づきする欠陥も現われる。一方、見
掛け比重ρが０．３０を越えると、充填体３の重量が重
くなり、また、充填体自体が硬くなりすぎて充填体を内
部空洞４に挿着した場合、クッション性が悪くなる。見
掛け比重ρのより好ましい範囲は、０．１〜０．３の範
囲内にある。このとき、２６インチサイズ自転車に係る
一本のタイヤ車輪当りの充填体３の重量は２１０ｇ／本
〜３５０ｇ／本で、自転車全体に占める充填体の重量は
小さく、ノーパンクタイヤ機能を備えながら軽量を維持
できる。The apparent specific gravity ρ of the packing 3 in the free state
Is in the range of 0.08 to 0.30 by adjusting the expansion ratio to 3.5 to 13.0 by preparing a foaming agent. The apparent specific gravity ρ of the filler according to the commercially available EPDM-type no-puncture tire is 0.4 or more, and the filler 3 is considerably lighter in weight even with the same size. However, if the apparent specific gravity ρ in the free state of the filler according to the present invention is less than 0.08, the apparent specific gravity at that time is still low even when the filler is compressed and inserted into the internal cavity 4. Therefore, the air pressure in the air bubbles as a function of compression cannot be sufficiently increased, and the filling body 3 does not exhibit a buffer function while being soft, resulting in poor cushioning properties. For example, bottoming defects also appear. On the other hand, when the apparent specific gravity ρ exceeds 0.30, the weight of the filler 3 becomes heavy, and when the filler itself is too hard and the filler is inserted into the internal cavity 4, the cushioning property deteriorates. A more preferable range of the apparent specific gravity ρ is in the range of 0.1 to 0.3. At this time, the weight of the filler 3 per tire wheel for a 26-inch size bicycle is 210 g / piece to 350 g / piece, the weight of the filler occupying the entire bicycle is small, and the weight is reduced while having a non-puncture tire function. Can be maintained.
【００１５】上記充填体３のフリー状態下での反発弾性
は５０〜８０（ＪＩＳ Ｋ６３０１）の範囲内にある。
反発弾性が５０未満だと、転がり抵抗が大きくなり、一
方、反発弾性が８０を越えると加工性，耐久性に問題が
でてくるからである。ちなみに、市販のポリウレタン，
ＥＰＤＭ仕様のノーパンクタイヤに係る充填体のフリー
状態下での反発弾性は５０未満になっている。尚、本発
明では、既述のごとく、フリー状態にあった充填体３が
少なくとも１０％以上圧縮されて内部空洞４に挿着され
ることで、独立気泡内のガスが圧縮され、反発弾性は更
に大きな値となる。The rebound resilience of the filler 3 in the free state is in the range of 50 to 80 (JIS K6301).
If the rebound resilience is less than 50, the rolling resistance increases, while if the rebound resilience exceeds 80, workability and durability become problematic. By the way, commercially available polyurethane,
The rebound resilience of the filler according to the EPDM specification non-puncture tire in a free state is less than 50. In the present invention, as described above, the gas in the closed cell is compressed by compressing at least 10% or more of the filler 3 which has been in the free state and inserting it into the internal cavity 4, and the rebound resilience is reduced. The value becomes even larger.
【００１６】フリー状態下の充填体３の硬度は、２０度
〜４０度未満の範囲内にある。この硬度は、日本ゴム協
会規格ＳＲＩＳ−０１０１で規定されるＡＳＫＥＲＲ−
Ｃタイプで表したものである。硬度が２０度未満では、
充填体３を挿着したタイヤ車輪Ａは柔らかすぎクッショ
ン性に劣り、更に、接地面積が大きくなるために転がり
抵抗を大きくする。一方、充填体３の硬度が４０度以上
であると、硬すぎてショック吸収がなくなり、クッショ
ン性が悪化する。The hardness of the filler 3 in the free state is in the range of 20 degrees to less than 40 degrees. This hardness is determined by ASKERR- specified in the Japan Rubber Association Standard SRIS-0101.
It is represented by C type. If the hardness is less than 20 degrees,
The tire wheel A into which the filler 3 is inserted is too soft and inferior in cushioning property, and further, the rolling resistance is increased because the contact area is increased. On the other hand, when the hardness of the filling body 3 is 40 degrees or more, shock absorption is lost due to being too hard, and cushioning properties are deteriorated.
【００１７】タイヤ車輪Ａを構成するものとしては、上
記タイヤ殻１，リム２，充填体３の他にスポーク，ハ
ブ，軸などがあるが、これらは汎用品タイプのものと同
じで、これらの説明は省略する。The tire wheels A include spokes, hubs, shafts and the like in addition to the tire shell 1, rim 2, and filler 3, which are the same as those of the general-purpose product type. Description is omitted.
【００１８】（２）性能試験 上記構成のタイヤ車輪Ａの性能を明らかにするため、乗
り心地，転がり抵抗等を調べてみた。ここで、本試験に
用いた充填体３は表２に示すような配合割合により形成
したものである。α，β，γの三種類の充填体３が造ら
れた。(2) Performance Test In order to clarify the performance of the tire wheel A having the above configuration, the riding comfort, rolling resistance and the like were examined. Here, the filler 3 used in the present test was formed in a mixing ratio as shown in Table 2. Three kinds of packing bodies 3 of α, β, and γ were produced.
【００１９】[0019]
【表２】 [Table 2]
【００２０】試験に使用したタイヤ車輪Ａは２６インチ
の標準の自転車用で、この内部空洞４の断面積は約７０
０ｍｍ2 である。これに対し、リング状の充填体３は円
断面直径が３５ｍｍφで、圧縮度合は約３７％となる。
見掛け比重ρが０．１１の充填体３を使用するもの（実
施例１〜３）と見掛け比重ρが０．１５の充填体３を使
用するもの（実施例４〜６）との二種類を用意した。こ
れらとの対比は、市販のＥＰＤＭ仕様の充填体（比較例
１）と空気入りタイヤ（比較例２）とした。タイヤ殻１
及びリム２は、いずれも当社製の試験用タイヤ及びリム
を使用した。乗り心地は、実際に試乗してみて、空気入
りタイヤと見掛け比重ρが０．１５の充填体３のタイヤ
車輪使用（実施例４〜６）のものが良好であった。試乗
者のフィーリングによる五段階評価（数値が大きいほど
良好）によれば、表３のごとくである。合格点は３以上
である。試験評価方法は、１０人のライダーが走行試験
路面を試走し、その評価を５段階にし、平均値を四捨五
入して表したものである。具体的には、２ｍ間隔に立て
られたパイロンに対しスラローム走行し、続いて１ｍ間
隔に設置された３ｃｍの角材を乗り越えた時の乗り心地
を表現したものである。同様の評価方法を用いて、振動
吸収性，操縦性能，軽量性についても調べ、表３に記し
た。The tire wheel A used for the test was a 26-inch standard bicycle, and the internal cavity 4 had a cross-sectional area of about 70.
0 mm 2 . On the other hand, the ring-shaped filler 3 has a circular cross-section diameter of 35 mmφ and a degree of compression of about 37%.
Two types, one using the packing body 3 with the apparent specific gravity ρ of 0.11 (Examples 1 to 3) and the one using the packing body 3 with the apparent specific gravity ρ of 0.15 (Examples 4 to 6) Prepared. These were compared with a commercially available EPDM-specific filler (Comparative Example 1) and a pneumatic tire (Comparative Example 2). Tire shell 1
For both the rim 2 and the rim 2, test tires and rims manufactured by our company were used. When the ride was actually tested, the pneumatic tires and those using the tire wheels of the packing 3 having an apparent specific gravity ρ of 0.15 (Examples 4 to 6) were good. According to a five-step evaluation based on the feeling of the test rider (the larger the numerical value, the better), it is as shown in Table 3. The passing score is 3 or more. In the test evaluation method, ten riders made a trial run on a running test road surface, evaluated the results in five stages, and rounded the average value. Specifically, it expresses the riding comfort when the vehicle travels slalom with respect to the pylons set at 2 m intervals and subsequently rides over a 3 cm timber installed at 1 m intervals. Using the same evaluation method, vibration absorption, steering performance, and lightness were also examined.
【００２１】[0021]
【表３】 [Table 3]
【００２２】転がり抵抗の測定法は次の方法によった。
直径７６０ｍｍφのドラムに試験用タイヤ車輪を押しつ
け５０ｋｇｆの荷重をかけ、一定速度（ここでは３０ｋ
ｍ／ｈ）で回転させた後、ドラムの駆動力を切り、自然
の状態でどれだけ走るかを調べ、これを転がり抵抗値に
換算している。その結果を図４に示す。走行試験距離数
を横軸にとっている。本実施例１，４の転がり抵抗値は
空気入りタイヤ（比較例２）に比し、少し大きいものの
十分に実用化可能であるのが判明した。The rolling resistance was measured by the following method.
A test tire wheel is pressed against a drum having a diameter of 760 mmφ, a load of 50 kgf is applied, and a constant speed (here, 30 kF) is applied.
After rotating the drum at m / h), the driving force of the drum is turned off to determine how much it runs in a natural state, and this is converted into a rolling resistance value. FIG. 4 shows the results. The horizontal axis indicates the number of running test distances. It was found that the rolling resistance values of Examples 1 and 4 were slightly larger than those of the pneumatic tire (Comparative Example 2), but were sufficiently practical.
【００２３】（３）充填体の圧縮度合について 充填体３は内部空洞４に圧縮挿着されるが、その圧縮度
の違いによって、タイヤ（タイヤ殻１及び充填体３）の
リム２への装着状態に変化がみられ、以下のような結果
を得た。圧縮度が３％や８％ではビード部１ａにズレが
生じ、タイヤが正常な位置に装着されないので乗り心地
が悪かった。圧縮度が進んで、これが１１％になると、
ビード部１ａがズレたりすることもなく良好となった。
しかし、圧縮度が更に進んで５４％のケースでは、充填
体３を内部空洞に挿着することが極めて困難になる別の
不具合がでてきた。４９％でその前兆がみられた。種々
の試験結果から、充填体の圧縮度合の好ましい範囲は１
０％〜５０％で、更に好ましくは、２０％〜４０％であ
った。好適範囲から下に外れるに従い、タイヤ殻１，リ
ム２内に組み易いもののタイヤ殻内面と充填体３とが磨
耗し易く、充填体の薄層ゴム質３１が削られてしまう虞
れがある。一方、好適範囲から上に外れるに従い、タイ
ヤ殻１，リム２内への組付けが難しくなる理由に基づ
く。(3) Degree of Compression of Filler The filler 3 is compressed and inserted into the internal cavity 4, and the tire (the tire shell 1 and the filler 3) is mounted on the rim 2 due to the difference in the degree of compression. The state was changed, and the following results were obtained. If the degree of compression was 3% or 8%, the bead portion 1a was displaced, and the tire was not mounted at a normal position, so that the riding comfort was poor. As the degree of compression progresses and this reaches 11%,
The bead portion 1a was good without any deviation.
However, in the case where the degree of compression is further advanced and is 54%, there is another problem that it becomes extremely difficult to insert the filler 3 into the internal cavity. 49% signaled that. From the results of various tests, the preferred range of the degree of compression of the packing is 1
It was 0% to 50%, and more preferably 20% to 40%. As it deviates from the preferable range, the inner surface of the tire shell and the filler 3 are liable to be worn, though the tire shell 1 and the rim 2 are easily assembled, and the thin rubber 31 of the filler may be cut off. On the other hand, it is based on the reason that it is difficult to assemble the tire shell 1 and the rim 2 as the position deviates from the preferable range.
【００２４】（４）充填体の見掛け比重について 充填体３の圧縮度を１０％〜５０％の範囲内にして充填
体３の見掛け比重ρを変化させ、タイヤ車輪に組込んだ
場合の特性比較を行ない、次の結果を得た。見掛け比重
ρが０．０７では、充填体３が柔らかすぎ、転がり抵抗
が大きく、自転車を漕ぐのに大変であり、その見掛け比
重ρが０．１１や０．１５では、乗り心地に問題はなく
良好であり、見掛け比重ρが０．４では、セルの圧縮気
体によるショック吸収効果が低く、従って、反発弾性が
低く、路面からのショックを吸収できなかった。(4) Apparent Specific Gravity of Filler A comparison of characteristics in a case where the apparent specific gravity ρ of the filler 3 is changed by setting the compression degree of the filler 3 in the range of 10% to 50% and incorporated into a tire wheel. And the following results were obtained. When the apparent specific gravity ρ is 0.07, the filling body 3 is too soft, the rolling resistance is large, and it is difficult to ride a bicycle. When the apparent specific gravity ρ is 0.11 or 0.15, there is no problem in riding comfort. When the apparent specific gravity ρ was 0.4, the shock absorbing effect of the compressed gas in the cell was low, and therefore, the rebound resilience was low and the shock from the road surface could not be absorbed.
【００２５】（５）実施例の効果 本実施例のタイヤ車輪Ａによれば、タイヤ殻１内にクッ
ション性のある充填体３を圧縮挿着しているので、この
充填体３によって常時膨らんだ形態を保ち、パンク事態
は起こらない。すなわち、空気入りではないので、タイ
ヤに小さな穴があいてもパンク状態とならず事故を防止
しやすい。また、パンク修理からの煩わしさからも開放
される。そして、性能試験結果からも判るように、空気
入りタイヤと遜色がないほど軽くて乗り心地性能が良
い。反発弾性も適当な大きさになり、走行抵抗が小さく
軽快に運転できる。ブチルゴムや、臭素化ブチル，塩素
化ブチルを含有することで、長期に亘って独立気泡の弾
性発泡体を維持し、路面からの衝撃を緩和する。更に、
方向を転換，維持する高操縦性能も有し軽量で取扱いも
簡単である。(5) Effects of Embodiment According to the tire wheel A of this embodiment, since the filler 3 having cushioning property is compression-inserted into the tire shell 1, the tire 3 is always inflated by the filler 3. Keep the form, no punctures. That is, since the tire is not pneumatic, even if a small hole is formed in the tire, a puncture does not occur and an accident is easily prevented. Also, the trouble of repairing a puncture is released. And, as can be seen from the performance test results, it is light and has a good ride comfort comparable to a pneumatic tire. The rebound resilience also has an appropriate size, and the running resistance is small and the vehicle can be driven lightly. By containing butyl rubber, butyl bromide, or chlorinated butyl, the closed cell elastic foam is maintained for a long period of time, and the impact from the road surface is reduced. Furthermore,
It has high maneuverability to change and maintain direction, and is lightweight and easy to handle.
【００２６】尚、本発明においては、前記実施例に示す
ものに限られず、目的，用途に応じて本発明の範囲で種
々変更できる。実施例では、自転車になっているが、原
動付き自転車，荷車，農耕作業車，車イス等にも適用す
ることができる。また、棒状体３ａを接着接合によりリ
ング状としたが、直接リング形状の充填体３を圧縮成形
で造ることもできる。It should be noted that the present invention is not limited to those shown in the above embodiments, but can be variously modified within the scope of the present invention depending on the purpose and application. In the embodiment, the bicycle is used. However, the present invention can be applied to a motorized bicycle, a cart, an agricultural work vehicle, a wheelchair, and the like. In addition, although the rod-shaped body 3a is formed into a ring shape by adhesive bonding, the ring-shaped filling body 3 can be directly formed by compression molding.
【００２７】[0027]
【発明の効果】以上のごとく、本発明に係るタイヤ車輪
は、ノーパンクタイヤ構造とすることでパンクによる運
転不能に陥ることがなく、軽量にして乗り心地が快適で
転がり抵抗が小さく、更に、長期に亘ってこれらの性能
を維持し得るなど、自転車の品質，性能向上等に優れた
効果を発揮する。As described above, the tire wheel according to the present invention has a no-puncture tire structure so that the tire cannot be driven due to puncture, is light in weight, has a comfortable ride, has low rolling resistance, and has a long life. Such performances can be maintained over a wide range of times, and the effect of improving the quality and performance of the bicycle is exhibited.
【図１】タイヤ殻とリムとで形成した内部空洞に充填体
を挿着したタイヤ車輪の要部断面図である。FIG. 1 is a cross-sectional view of a main part of a tire wheel in which a filler is inserted into an internal cavity formed by a tire shell and a rim.
【図２】充填体の中間材段階での部分断面斜視図であ
る。FIG. 2 is a partial cross-sectional perspective view of a filler at an intermediate material stage.
【図３】充填体の斜視図である。FIG. 3 is a perspective view of a filling body.
【図４】本発明品と空気入りタイヤ，ＥＰＤＭ充填体の
使用品との転がり抵抗値の対比図である。FIG. 4 is a comparison diagram of the rolling resistance of the product of the present invention and a product using a pneumatic tire and an EPDM filler.
１ タイヤ殻 １ａ ビード部 ２ リム ３ 充填体 ３１ 薄層ゴム質 ３ａ 中間材 ４ 内部空洞 DESCRIPTION OF SYMBOLS 1 Tire shell 1a Bead part 2 Rim 3 Filler 31 Thin rubbery material 3a Intermediate material 4 Internal cavity
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭53−71402（ＪＰ，Ａ) 特開 昭56−28005（ＪＰ，Ａ) 実開 昭48−63403（ＪＰ，Ｕ) 特公 昭47−25285（ＪＰ，Ｂ１) 特公 平１−24641（ＪＰ，Ｂ２) 特公 平２−27161（ＪＰ，Ｂ２) 実公 昭51−52081（ＪＰ，Ｙ２) (58)調査した分野(Int.Cl.6，ＤＢ名) B60C 7/10──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-53-71402 (JP, A) JP-A-56-28005 (JP, A) Jikai 48-63403 (JP, U) JP-B-47- 25285 (JP, B1) JP 1-24641 (JP, B2) JP 2-27161 (JP, B2) Jikken 51-52081 (JP, Y2) (58) Fields surveyed (Int. Cl. 6 , DB name) B60C 7/10
Claims (3)
着させてこれを支持するリムと、該リムと前記タイヤ殻
とで形成したリング状の内部空洞を埋めるように挿着さ
れる充填体とを具備し、該充填体は、見掛け比重が０．
０８〜０．３の範囲内にあり、且つ、フリー状態下での
反発弾性が５０〜８０（ＪＩＳ Ｋ−６３０１に基づ
く）の範囲内にあって、更に、ブチルゴム又はハロゲン
化ブチルゴムを含有し、ＡＳＴＭ Ｄ１０５６に規定さ
れる吸水試験による値が５％以下で示される独立気泡率
の弾性発泡体で構成され、前記内部空洞に圧縮挿着され
ることを特徴とするタイヤ車輪。1. A tire shell, a rim for pressing and supporting a bead part of the tire shell, and a filling inserted so as to fill a ring-shaped internal cavity formed by the rim and the tire shell. And the filler has an apparent specific gravity of 0.3.
08-0.3, and the rebound resilience in the free state is in the range of 50-80 (based on JIS K-6301), and further contains butyl rubber or halogenated butyl rubber, A tire wheel made of an elastic foam having a closed cell rate of 5% or less as determined by a water absorption test specified by ASTM D1056, and being compression-inserted into the internal cavity.
し、且つ、該充填体の圧縮度合を１０％〜５０％の範囲
内として前記内部空洞に圧縮挿着される請求項１記載の
タイヤ車輪。2. The tire according to claim 1, wherein the filler is a ring-shaped elastic foam, and the compression degree of the filler is set in a range of 10% to 50%, and the tire is compression-inserted into the internal cavity. Wheel.
ム質で被覆されるようにしたことを特徴とする請求項１
又は２記載のタイヤ車輪。3. A surface of the filler is covered with a non-foamed thin rubber material.
Or the tire wheel according to 2.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7173985A JP2841352B2 (en) | 1995-04-03 | 1995-06-16 | Tire wheels |
| KR1019950072282A KR960037319A (en) | 1995-04-03 | 1995-12-30 | Tire wheel |
| US08/974,603 USH1870H (en) | 1995-04-03 | 1997-11-19 | Tire wheel |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10302895 | 1995-04-03 | ||
| JP7-103028 | 1995-04-03 | ||
| JP7173985A JP2841352B2 (en) | 1995-04-03 | 1995-06-16 | Tire wheels |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08332805A JPH08332805A (en) | 1996-12-17 |
| JP2841352B2 true JP2841352B2 (en) | 1998-12-24 |
Family
ID=26443696
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7173985A Expired - Lifetime JP2841352B2 (en) | 1995-04-03 | 1995-06-16 | Tire wheels |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | USH1870H (en) |
| JP (1) | JP2841352B2 (en) |
| KR (1) | KR960037319A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103158439A (en) * | 2013-03-07 | 2013-06-19 | 徐州徐轮橡胶有限公司 | Water-filling tire |
Families Citing this family (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0818330A3 (en) * | 1996-05-14 | 1998-11-25 | Michael Wanner | Run-flat tyre, especially for mountain-bike |
| JP3335110B2 (en) | 1997-08-19 | 2002-10-15 | 住友ゴム工業株式会社 | Tire and rim assembly for motorcycle and shock absorber used therefor |
| JP2001097004A (en) * | 1999-07-29 | 2001-04-10 | Bridgestone Corp | Assembly of tire and rim for motorcycle |
| JP4536851B2 (en) * | 1999-09-17 | 2010-09-01 | 株式会社ブリヂストン | Tire and rim assembly for motorcycles |
| US6736176B2 (en) | 2000-01-29 | 2004-05-18 | Bridgestone Corporation | Tires |
| FR2807965A1 (en) * | 2000-04-25 | 2001-10-26 | Michelin Soc Tech | METHOD FOR MANUFACTURING A SAFETY SUPPORT FOR A TIRE AND SUPPORT OBTAINED THEREBY |
| DE20104394U1 (en) * | 2001-03-06 | 2001-06-13 | Ralf Bohle GmbH & Co. KG, 51580 Reichshof | Wheelchair tires |
| EP1914268B1 (en) | 2001-03-21 | 2010-04-28 | Bridgestone Corporation | Tire-rim assembly |
| JP4160353B2 (en) * | 2002-09-26 | 2008-10-01 | 住友ゴム工業株式会社 | Tire filling body and motorcycle tire and rim assembly including the same |
| JP4676710B2 (en) * | 2004-03-22 | 2011-04-27 | 住友ゴム工業株式会社 | A shock absorber loaded in a tire lumen surrounded by a motorcycle tire and a rim. |
| WO2007075062A1 (en) * | 2005-12-29 | 2007-07-05 | Jihan Co., Ltd | Tire not necessary to fill up with air |
| JP2008037406A (en) * | 2006-08-01 | 2008-02-21 | Masaru Sueyoshi | Blowout-less tire for bicycle |
| CN101547798B (en) * | 2006-11-21 | 2012-11-21 | 株式会社普利司通 | Tire/rim assembly and sponge member for use therein |
| TW201014721A (en) * | 2008-10-06 | 2010-04-16 | Kabushikigaisha Katazen | Non-puncture tube, non-puncture tire, and method for inserting tube into tire |
| JP2010184686A (en) * | 2009-02-13 | 2010-08-26 | Kaoru Yoneyama | Tire rim installing body |
| US20100212797A1 (en) * | 2009-02-24 | 2010-08-26 | Vanquish Products Llc | Adjustable Foam Inserts for Vehicle Tires |
| KR100982601B1 (en) * | 2009-08-19 | 2010-09-16 | 강흥묵 | Wheel having a multi-rim and multi-tire |
| JP5713298B2 (en) * | 2011-04-26 | 2015-05-07 | 株式会社 型善 | No-punk tube and method for forming long tube material |
| CN106142993A (en) * | 2015-04-14 | 2016-11-23 | 杨德江 | Exempt to inflate damping, buffering anti-burst inner tyre |
| WO2017015196A2 (en) * | 2015-07-23 | 2017-01-26 | Bridgestone Americas Tire Operations, Llc | Degradable foam-containing tires, related methods and kits for adding degradable foam to tires |
| NL2015393B1 (en) * | 2015-09-03 | 2017-03-22 | Sacha Kesteloo Kevin | Vehicle wheel assembly comprising a non-pneumatic tire. |
Family Cites Families (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1193196A (en) * | 1916-08-01 | Tibe-filleb | ||
| GB1053853A (en) * | ||||
| GB183088A (en) * | 1921-11-22 | 1922-07-20 | John William Binks | Improvements in resilient tyres for the wheels of road vehicles |
| US3022810A (en) * | 1960-08-03 | 1962-02-27 | Donald M Lambe | Deflation-proof tires |
| BE641576A (en) * | 1962-12-20 | Michelin & Cie | ||
| US3208497A (en) * | 1963-05-01 | 1965-09-28 | Mcards Manufacturers Agencies | Tire for vehicle |
| US3381735A (en) * | 1966-05-05 | 1968-05-07 | Dow Corning | Deflation-proof vehicle tires |
| DE1936526A1 (en) * | 1968-07-19 | 1970-03-26 | Constantinos Krispis | Safety tyre |
| US3915774A (en) * | 1974-02-04 | 1975-10-28 | Goodyear Tire & Rubber | Method of building a non-deflatable tire |
| GB1534687A (en) * | 1975-03-06 | 1978-12-06 | Dunlop Ltd | Tyres |
| GB2047637B (en) * | 1979-01-24 | 1983-01-12 | Macpherson Ind Coatings Ltd | Wheels with moulded tyres |
| JPS568764A (en) * | 1979-06-29 | 1981-01-29 | Mitsubishi Steel Mfg Co Ltd | Link for endless tracked vehicle belt |
| US4909972A (en) * | 1985-12-02 | 1990-03-20 | Britz Johannes H | Method and apparatus for making a solid foamed tire core |
-
1995
- 1995-06-16 JP JP7173985A patent/JP2841352B2/en not_active Expired - Lifetime
- 1995-12-30 KR KR1019950072282A patent/KR960037319A/en not_active Application Discontinuation
-
1997
- 1997-11-19 US US08/974,603 patent/USH1870H/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103158439A (en) * | 2013-03-07 | 2013-06-19 | 徐州徐轮橡胶有限公司 | Water-filling tire |
Also Published As
| Publication number | Publication date |
|---|---|
| USH1870H (en) | 2000-10-03 |
| KR960037319A (en) | 1996-11-19 |
| JPH08332805A (en) | 1996-12-17 |
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