JP3389465B2 - Tire and rim assembly for motorcycles - Google Patents
Tire and rim assembly for motorcyclesInfo
- Publication number
- JP3389465B2 JP3389465B2 JP22631997A JP22631997A JP3389465B2 JP 3389465 B2 JP3389465 B2 JP 3389465B2 JP 22631997 A JP22631997 A JP 22631997A JP 22631997 A JP22631997 A JP 22631997A JP 3389465 B2 JP3389465 B2 JP 3389465B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- tube
- rim
- assembly
- thickness
- 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 - Fee Related
Links
Landscapes
- Tires In General (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、パンク時の継続走行距
離を大としうる二輪車用のタイヤとリムの組立体に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a tire / rim assembly for a two-wheeled vehicle that can increase the continuous running distance during puncture.
【０００２】[0002]
【従来の技術】自動二輪車では、一般にチューブ式のタ
イヤが使用されるが、チューブから空気が抜けたパンク
時においては、タイヤの縦撓み量が非常に大きくなるた
め、継続してそのまま走行するとチューブとタイヤとの
間のすべり摩擦により、チューブの熱破壊などを招く。
また自動二輪車は、四輪車と異なりスペアタイヤを常時
携行していないため、パンク時には、車両を人間が押す
などして修理地まで移動させなければならないという問
題があるため、二輪車用タイヤにおいてパンクし難いタ
イヤ或いはパンクしてもそのままの状態でしばらく走行
できるタイヤの出現が期待されている。2. Description of the Related Art Generally, in a motorcycle, a tube type tire is used. However, when the air is deflated from the tube, the amount of vertical deflection of the tire becomes very large, and therefore the tube cannot be continuously run. The sliding friction between the tire and the tire causes thermal destruction of the tube.
Unlike automobiles, motorcycles do not carry spare tires at all times.Therefore, there is a problem in that a person must push the vehicle to the repaired place during puncture. It is expected that tires that are difficult to handle or tires that can run for a while even if they are flat will appear.
【０００３】従来、二輪車用タイヤの耐パンク性を高め
たものとして、タイヤとリムとが囲むタイヤ内腔内に、
チューブとこのチューブを覆うようにして配される独立
気泡を有するスポンジ状の緩衝体とを配する技術が、例
えば特開平３−２３１００８号公報、特開平３−２９２
２０６号公報及び特開平８−１６４７１９号公報などに
より提案されている。Conventionally, as an improved puncture resistance of a motorcycle tire, a tire inner space surrounded by a tire and a rim is
A technique of arranging a tube and a sponge-like buffer body having closed cells arranged so as to cover the tube is disclosed in, for example, Japanese Patent Application Laid-Open Nos. 3-231008 and 3-292.
No. 206 and Japanese Patent Laid-Open No. 8-164719 are proposed.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、上述の
従来の技術のものは、いずれも緩衝体が邪魔になってタ
イヤをリムに組み込み難いという不具合がある。また、
近年ではタイヤ内腔内にチューブを配さずに緩衝体のみ
を配するようにしてチューブの破壊を皆無とする技術も
提案されてはいるが、このものは、走行中の撓みによる
緩衝体の発熱が大きくかつその熱が外部に放熱されにく
いため、通常走行において熱による構造破壊を招き易い
という問題があり実用性に欠けるという問題がある。However, all of the above-mentioned conventional techniques have a problem in that the shock absorber interferes with the tire and it is difficult to assemble the tire into the rim. Also,
In recent years, a technique has been proposed in which the tube is not placed in the tire inner cavity and only the cushioning body is arranged so that the tube is not broken at all. Since a large amount of heat is generated and the heat is not easily dissipated to the outside, there is a problem that the structure is likely to be damaged by heat during normal running, and there is a problem that it is not practical.
【０００５】本発明は以上のような問題点に鑑み案出さ
れたもので、タイヤとリムとが囲むタイヤ内腔面内に配
するチューブを蛇腹状に形成することを基本として、タ
イヤのリム組み性を損なうことなく、かつパンクしても
チューブの蛇腹状の形状が縦撓みに対して抵抗するた
め、そのままの状態で継続してしばらく走行しうる二輪
車用のタイヤとリムの組立体を提供することを目的とし
ている。The present invention has been devised in view of the above problems, and is based on the fact that a tube disposed in the inner surface of the tire surrounded by the tire and the rim is formed in a bellows shape, and the rim of the tire is basically formed. Provides a tire-rim assembly for a motorcycle that can continue to run for a while without sacrificing ease of assembly and because the tube's bellows shape resists vertical bending even when punctured. The purpose is to do.
【０００６】[0006]
【課題を解決するための手段】請求項１記載の発明は、
タイヤと、タイヤをリム組みするリムとが囲むタイヤ内
腔面内に、加圧により膨張してタイヤからの荷重を支持
するチューブを配した二輪車用のタイヤとリムの組立体
であって、前記チューブは、回転軸を含む子午断面にお
いて、チューブの厚さｄが５〜１０mmであり、かつチュ
ーブ径が周方向において増減を繰り返して変化する蛇腹
状をなし、前記膨張によりチューブ外周面がタイヤ内腔
面に接するとともに、内圧充填前においては、タイヤ内
腔面とタイヤ赤道面とが交わる位置と、タイヤ内腔面の
ビード部近傍とに接することを特徴とする。The invention according to claim 1 is
A tire and a rim assembly for a two-wheeled vehicle, in which a tube for supporting a load from the tire which is expanded by pressurization is arranged in a tire inner surface surrounded by a rim for assembling the tire and a rim, In a meridional section including a rotation axis, the tube has a tube thickness d of 5 to 10 mm, and has a bellows shape in which the tube diameter repeatedly changes in the circumferential direction, and the outer peripheral surface of the tube is inside the tire due to the expansion. While in contact with the cavity surface, before filling the internal pressure,
The position where the cavity surface and the tire equatorial plane intersect, and the tire cavity surface
It is characterized by being in contact with the vicinity of the bead portion .
【０００７】また請求項２記載の発明は、前記チューブ
は、チューブの厚さｄが周方向において増減を繰り返し
て変化することを特徴とする請求項１記載の二輪車用の
タイヤとリムの組立体である。The invention according to claim 2 is characterized in that, in the tube, the thickness d of the tube changes by repeatedly increasing and decreasing in the circumferential direction, and the tire-rim assembly for a motorcycle according to claim 1. Is.
【０００８】[0008]
【発明の実施の形態】以下本発明の実施の一形態を図面
に基づき説明する。図１に示すように本発明のタイヤと
リムの組立体１は、タイヤ２と、タイヤ２をリム組みす
るリム３とが囲むタイヤ内腔面４内に、加圧により膨張
してタイヤ２からの荷重を支持するチューブ５を配して
いる。なお図１の右半分は、チューブ５に使用内圧が充
填され膨張した状態の子午断面断面を示し、図１の左半
分にはチューブ５の使用内圧の充填前、すなわちほぼパ
ンク時に近い状態を示し、いずれも無負荷の状態であ
る。BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, a tire-rim assembly 1 according to the present invention is expanded from a tire 2 by being pressurized and expanded into a tire bore surface 4 surrounded by a tire 2 and a rim 3 for assembling the tire 2. The tube 5 that supports the load is arranged. Note that the right half of FIG. 1 shows a meridional cross-sectional view of the tube 5 in a state of being filled with the working internal pressure and inflated, and the left half of FIG. In each case, there is no load.
【０００９】前記タイヤ２は、外周面にトレッド溝Ｔを
形成したトレッド部６と、その両端からタイヤ半径方向
内方に向けてのびるサイドウオール部７、７と、該サイ
ドウオール部７、７の半径方向内方側に夫々位置したビ
ード部１０とを有する中空のトロイダル状をなし、かつ
前記トレッド部６からサイドウォール部７を経てビード
部１０のビードコア９で折り返されかつコードを並列し
たカーカス１１によって補強されている。なお前記カー
カス１１には、例えば有機繊維コードを並列したカーカ
スプライを用いることが好ましい。The tire 2 has a tread portion 6 having a tread groove T formed on the outer peripheral surface thereof, side wall portions 7 and 7 extending inward from the both ends of the tread groove 6, and the side wall portions 7 and 7. A carcass 11 having a hollow toroidal shape having a bead portion 10 located radially inward, and being folded back from the tread portion 6 via a sidewall portion 7 at a bead core 9 of the bead portion 10 and having cords arranged in parallel. Are reinforced by. As the carcass 11, for example, a carcass ply in which organic fiber cords are arranged in parallel is preferably used.
【００１０】前記リム３は、前記ビード部１０、１０の
半径方向内方端に形成されるビード底面１０Ａが夫々着
座する一対のリムシート部１１を接続したリング状をな
し、前記タイヤ２とリム３とによって前記タイヤ内腔面
４を形成する。The rim 3 has a ring shape in which a pair of rim seat portions 11 on which bead bottom surfaces 10A formed at inner ends of the bead portions 10 and 10 are seated are connected, and the tire 2 and the rim 3 are connected. To form the inner surface 4 of the tire.
【００１１】そして本発明では、前記チューブ５は、図
２に示すようにチューブ径が図示Ｄ１、Ｄ２のように周
方向において増減を交互に繰り返して変化する蛇腹状を
なすことを特徴としており、例えばチューブ５の大径部
５ａのチューブ径Ｄ１と、小径部５ｂのチューブ径Ｄ２
との比（Ｄ１／Ｄ２）が１．０４〜１．１５、好ましく
は１．０８とするのが望ましい。The present invention is characterized in that the tube 5 has a bellows shape in which the tube diameter changes alternately and repeatedly in the circumferential direction as shown in D1 and D2 as shown in FIG. For example, the tube diameter D1 of the large diameter portion 5a of the tube 5 and the tube diameter D2 of the small diameter portion 5b
It is desirable that the ratio (D1 / D2) to 1.04 to 1.15, preferably 1.08.
【００１２】また前記チューブ５は、回転軸を含む子午
断面（図１に示す）において、チューブの厚さｄが５〜
１０mmであることが望ましい。このチューブの厚さｄが
５mm未満では、チューブ５の断面の縦撓みに対する抵抗
が小さく、パンク走行時の継続走行距離の増大が望めな
いものであり、逆に１０mmを越えると、チューブ５の膨
張が阻害されやすく、また乗り心地が悪化し、かつタイ
ヤ重量を増大させるなど好ましくない。なおこのチュー
ブの厚さｄは、内圧充填前において測定するものとす
る。Further, the tube 5 has a thickness d of 5 to 5 in a meridional section (shown in FIG. 1) including a rotation axis.
10 mm is desirable. If the thickness d of the tube is less than 5 mm, the resistance against longitudinal bending of the cross section of the tube 5 is small, and it is not possible to expect an increase in the continuous travel distance during puncture. Conversely, if it exceeds 10 mm, the expansion of the tube 5 will occur. Are likely to be hindered, the ride comfort is deteriorated, and the tire weight is increased. The thickness d of this tube is to be measured before filling with internal pressure.
【００１３】このような蛇腹状のチューブ５は、タイヤ
内腔面内に配置して図示しないタイヤバルブから空気を
充填することにより膨張し、本実施形態ではチューブ外
周面の大径部５ａが先ずタイヤ内腔面４に接触し、さら
に空気をチューブ５内へと充填することにより、小径部
５ｂの伸びが大きくなり該小径部５ｂもタイヤ内腔面に
接する如く膨張するものを例示している。これにより、
チューブ５は、タイヤ２の形状を所定の設計寸法へと変
形させるとともに（図１の右半分）、チューブ外周面５
ｓをタイヤ内腔面４形状に実質的に一致する如く変形す
るものを示している。そして、このようなチューブ５
は、膨張することにより内部の空気とともにタイヤ２か
らの荷重を支えることができる。Such a bellows-like tube 5 is expanded by being placed in the inner surface of the tire and filled with air from a tire valve (not shown). In this embodiment, the large diameter portion 5a of the outer peripheral surface of the tube is first An example is shown in which the small diameter portion 5b expands by contacting the tire inner diameter surface 4 and further filling the air into the tube 5 so that the small diameter portion 5b also expands so as to come into contact with the tire inner diameter surface. . This allows
The tube 5 transforms the shape of the tire 2 into a predetermined design dimension (right half of FIG. 1), and the tube outer peripheral surface 5
It shows that s is deformed so as to substantially match the shape of the inner surface 4 of the tire. And such a tube 5
The expansion allows the load from the tire 2 to be supported together with the internal air by expanding.
【００１４】一方、チューブ５内から空気が放出された
パンクの状態では、チューブ５は、再び図２に示す蛇腹
状に復元することとなる。このようなチューブ５は、蛇
腹形状とチューブの厚さｄを規定したことの相乗作用に
より内部の空気が放出された場合でも、従来の円筒状の
チューブに比べて縦撓みに対する抵抗が増すため、パン
クしたままの状態での継続走行距離を従来のタイヤより
増大することができる。On the other hand, in the flat state where air is discharged from the inside of the tube 5, the tube 5 is restored to the bellows shape shown in FIG. Such a tube 5 has an increased resistance to vertical bending as compared with the conventional cylindrical tube even when the internal air is released by the synergistic effect of defining the bellows shape and the tube thickness d. It is possible to increase the continuous mileage in the punctured state as compared with the conventional tire.
【００１５】また、パンク時にそのままの状態で走行を
続けると、チューブ５の外周面５ｓとタイヤ内腔面４と
の間で接触、すべりによる摩擦が発生し、チューブ５な
どの発熱が大となるが、本発明の組立体１においては、
パンク時、チューブ５が蛇腹状となるため、タイヤ内腔
面４との接触面積が少なくなり両者の間でのすべりが従
来に比べて相対的に緩和される結果、チューブ５などの
発熱を小にでき、パンク走行時の耐久性が大幅に向上し
うる。Further, if the vehicle continues to run as it is at the time of puncture, friction occurs due to contact and slip between the outer peripheral surface 5s of the tube 5 and the inner surface 4 of the tire, resulting in large heat generation of the tube 5 and the like. However, in the assembly 1 of the present invention,
At the time of puncture, since the tube 5 becomes bellows-shaped, the contact area with the inner surface 4 of the tire is reduced and the slippage between the both is relatively relaxed compared to the conventional case, resulting in less heat generation of the tube 5 and the like. Therefore, the durability during puncture can be significantly improved.
【００１６】なおチューブ外周面５ｓがタイヤ内腔面４
に接するとは、前記実施形態のような場合の他、チュー
ブ５の大径部５ａのみがタイヤ内腔面４に接し、小径部
５ｂがタイヤ内腔面に接しないような場合も含まれる。The tube outer peripheral surface 5s is the tire inner surface 4
In addition to the case of the above embodiment, the case where only the large diameter portion 5a of the tube 5 is in contact with the tire bore surface 4 and the small diameter portion 5b is not in contact with the tire bore surface is included.
【００１７】前記チューブ５は、本実施形態では図２の
断面部分に示すようにチューブの厚さｄが周方向におい
てほぼ均一なものを示しているが、例えば図３に示すよ
うに、チューブの厚さｄ増減を繰り返して変化するもの
を採用することができる。この例では、チューブの厚さ
ｄを、前記チューブ径がＤ１の大径部において大として
おり、チューブ径がＤ２の小径部において小とすること
により、タイヤ内腔内での小径部の伸びを容易とする点
で好ましい。In the present embodiment, the tube 5 has a tube thickness d that is substantially uniform in the circumferential direction as shown in the cross-sectional portion of FIG. 2. However, as shown in FIG. It is possible to employ a material that changes by repeatedly increasing and decreasing the thickness d. In this example, the thickness d of the tube is set to be large in the large-diameter portion where the tube diameter is D1 and small in the small-diameter portion where the tube diameter is D2, so that the extension of the small-diameter portion in the tire inner cavity is increased. It is preferable because it is easy.
【００１８】なおチューブ５の「蛇腹状」には、本実施
形態のようにチューブ外面の輪郭が波状をなすものの
他、図４に示すジグザグの鋸歯状もの、さらには図５に
示す矩形波状のものなど種々の形状が含まれ、チューブ
径が周方向において増減を交互に繰り返して変化するも
のであれば如何なるものでも良い。The "bellows" of the tube 5 has a zigzag serrated shape shown in FIG. 4 and a rectangular wavy shape shown in FIG. 5, in addition to the wavy outer surface of the tube as in the present embodiment. Any shape may be used as long as the tube diameter includes various shapes such that the tube diameter changes alternately in the circumferential direction.
【００１９】また前記チューブ５は、本実施形態では前
記内圧充填前においては図１の左半分に示すようにタイ
ヤ内腔面４とタイヤ赤道面とが交わる位置と、タイヤ内
腔面のビード部近傍に接している。これにより、パンク
時のリムずれ等を効果的に防止しうる。さらに、使用内
圧充填前においてチューブ５の内面端５ｉは、本実施例
ではビードベースラインＢＬよりも半径方向外側に位置
するように形成し、リム組性能を向上させているものを
示す。In the present embodiment, the tube 5 is located at a position where the tire inner surface 4 and the tire equatorial surface intersect with each other and a bead portion of the inner surface of the tire before the inner pressure filling, as shown in the left half of FIG. It touches the neighborhood. As a result, it is possible to effectively prevent rim displacement and the like at the time of puncture. Further, the inner surface end 5i of the tube 5 is formed so as to be located radially outside the bead base line BL in the present embodiment before filling with the internal pressure for use to improve the rim assembly performance.
【００２０】[0020]
【実施例】本発明の蛇腹状チューブを種々試作し、タイ
ヤサイズ２．７５−１４のタイヤに配して１４×ＭＴ
１．８５のリムにリム組みし、チューブの空気バルブを
解放したパンク状態で二輪車に装着し、タイヤテストコ
ースを走行させるとともにチューブが破壊するまでの走
行距離を測定した。なお従来の円筒状のチューブを有す
るタイヤについても同様にテストを行い性能を比較し
た。テストの結果を表１に示す。EXAMPLES Various prototypes of the bellows-shaped tube of the present invention were placed on a tire having a tire size of 2.75-14, and 14 × MT was used.
It was mounted on a rim of 1.85 and mounted on a two-wheeled vehicle in a punctured state with the air valve of the tube opened, and the tire test course was run and the running distance until the tube was broken was measured. A tire having a conventional cylindrical tube was similarly tested to compare its performance. The test results are shown in Table 1.
【００２１】[0021]
【表１】 [Table 1]
【００２２】テストの結果、実施例の組立体は、パンク
状態において、従来の円筒状のチューブを有するタイヤ
とリムの組立体に比べ、走行距離を増大していることが
確認できた、なお空気を充填して走行してみたところ、
加速、減速、制動、旋回等の走行性能において差は感じ
られなかった。As a result of the test, it was confirmed that the assembly of the embodiment increased the traveling distance in the punctured state as compared with the conventional tire and rim assembly having the cylindrical tube, and the pneumatic tire had a longer running distance. When I tried filling and running,
There was no difference in running performance such as acceleration, deceleration, braking and turning.
【００２３】[0023]
【発明の効果】叙上のごとく本発明の二輪車用のタイヤ
とリムの組立体は、チューブ内から空気が放出されたパ
ンクの状態では、チューブは蛇腹状となり、かつチュー
ブの厚さを５〜１０mmに限定したことにより、内部の空
気が放出された場合でも、従来の円筒状のチューブに比
べて縦撓みに対する抵抗が増すため、パンクしたままの
状態での継続走行距離を従来のタイヤより増大すること
ができる。As described above, in the two-wheeled vehicle tire and rim assembly of the present invention, the tube becomes bellows-shaped and has a thickness of 5 to 5 in a flat state where air is released from the tube. By limiting the length to 10 mm, the resistance to vertical bending is increased compared to the conventional cylindrical tube even when the air inside is released, so the continuous running distance in the punctured state is increased compared to the conventional tire. can do.
【００２４】また、本発明の組立体においては、パンク
時、チューブが蛇腹状となるため、前記作用と相俟っ
て、タイヤ内腔面との接触面積が少なくなり両者の間で
のすべりが緩和される結果、チューブなどの発熱を小に
でき、パンク走行時の熱による構造破壊などを効果的に
防止でき耐久性を向上しうる。さらに従来のタイヤに配
されていた緩衝体を必要としないため、リム組み性を損
なう不具合を防止できる。Further, in the assembly of the present invention, since the tube becomes a bellows shape at the time of puncture, the contact area with the inner surface of the tire is reduced in combination with the above action, and slippage between them is prevented. As a result of the relaxation, it is possible to reduce heat generation of the tube and the like, effectively prevent structural destruction due to heat during puncture running, and improve durability. Further, since the buffer member arranged in the conventional tire is not required, it is possible to prevent a problem that impairs the rim assembly property.
【００２５】また請求項２記載のように、チューブの厚
さが周方向において増減を繰り返して変化することによ
って、チューブの特性を変化させることができ、例えば
パンク時の縦撓みに対する抵抗度合いを種々調節するこ
とが可能となる利点がある。Further, as described in claim 2, the characteristic of the tube can be changed by repeatedly increasing and decreasing the thickness of the tube in the circumferential direction. For example, the degree of resistance to vertical bending at the time of puncture can be varied. There is an advantage that it can be adjusted.
【図１】本発明の一実施例を示す組立体の子午断面図で
ある。FIG. 1 is a meridional sectional view of an assembly showing an embodiment of the present invention.
【図２】チューブの一例を示す部分側面図（一部断面
図）である。FIG. 2 is a partial side view (partially sectional view) showing an example of a tube.
【図３】チューブの他の例を示す部分断面図である。FIG. 3 is a partial cross-sectional view showing another example of the tube.
【図４】チューブの他の例を示す部分側面（一部断面）
図である。FIG. 4 is a partial side view (partial cross section) showing another example of the tube.
It is a figure.
【図５】チューブの他の例を示す部分側面（一部断面）
図である。FIG. 5 is a partial side view (partial cross section) showing another example of the tube.
It is a figure.
２ タイヤ ３ リム ４ タイヤ内腔 ５ チューブ 2 tires 3 rims 4 tire lumen 5 tubes
───────────────────────────────────────────────────── フロントページの続き (72)発明者 五十嵐 康雄 兵庫県川西市向陽台２丁目５−10 (56)参考文献 特開 平５−319009（ＪＰ，Ａ) 特開 昭49−70303（ＪＰ，Ａ) 特開 平９−164806（ＪＰ，Ａ) 実開 平１−176503（ＪＰ，Ｕ) 特公 昭51−22241（ＪＰ，Ｂ１) 登録実用新案357325（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60C 5/02 - 5/08 B60C 17/00 - 17/04 B60C 19/12 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yasuo Igarashi 2-5-10, Koyodai, Kawanishi-shi, Hyogo (56) Reference JP-A-5-319009 (JP, A) JP-A-49-70303 (JP, A) ) Japanese Patent Laid-Open No. 9-164806 (JP, A) Actual Development No. 1-176503 (JP, U) Japanese Patent Publication No. 51-22241 (JP, B1) Registered utility model 357325 (JP, U) (58) Fields investigated (58) Int.Cl. 7 , DB name) B60C 5/02-5/08 B60C 17/00-17/04 B60C 19/12
Claims (2)
囲むタイヤ内腔面内に、加圧により膨張してタイヤから
の荷重を支持するチューブを配した二輪車用のタイヤと
リムの組立体であって、 前記チューブは、回転軸を含む子午断面において、チュ
ーブの厚さｄが５〜１０mmであり、かつチューブ径が周
方向において増減を繰り返して変化する蛇腹状をなし、
前記膨張によりチューブ外周面がタイヤ内腔面に接する
とともに、内圧充填前においては、タイヤ内腔面とタイ
ヤ赤道面とが交わる位置と、タイヤ内腔面のビード部近
傍とに接することを特徴とする二輪車用のタイヤとリム
の組立体。1. A tire-rim assembly for a two-wheeled vehicle, wherein a tube for supporting a load from the tire which is expanded by pressurization is disposed in a tire inner surface surrounded by the tire and a rim for assembling the tire. The tube has a bellows shape in which a tube thickness d is 5 to 10 mm in a meridional section including a rotation axis, and the tube diameter repeatedly changes in the circumferential direction.
The expansion causes the outer peripheral surface of the tube to come into contact with the inner surface of the tire, and the inner surface of the tire and the tie surface before the inner pressure filling.
At the position where the equatorial plane intersects and near the bead of the inner surface of the tire.
An assembly of a tire and a rim for a motorcycle, which is in contact with the side .
向において増減を繰り返して変化することを特徴とする
請求項１記載の二輪車用のタイヤとリムの組立体。2. The tire-rim assembly for a motorcycle according to claim 1, wherein the tube has a thickness d which is repeatedly increased and decreased in the circumferential direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22631997A JP3389465B2 (en) | 1997-08-22 | 1997-08-22 | Tire and rim assembly for motorcycles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22631997A JP3389465B2 (en) | 1997-08-22 | 1997-08-22 | Tire and rim assembly for motorcycles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1159119A JPH1159119A (en) | 1999-03-02 |
| JP3389465B2 true JP3389465B2 (en) | 2003-03-24 |
Family
ID=16843337
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22631997A Expired - Fee Related JP3389465B2 (en) | 1997-08-22 | 1997-08-22 | Tire and rim assembly for motorcycles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3389465B2 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4556684B2 (en) * | 2005-01-31 | 2010-10-06 | 横浜ゴム株式会社 | Tire / wheel assembly and run-flat support |
| KR100910044B1 (en) * | 2007-04-30 | 2009-07-30 | 금호타이어 주식회사 | Tire Shape retain device |
| US20120180922A1 (en) * | 2009-09-29 | 2012-07-19 | Ho-Ching Huang | Inner tube of tire and method for installing such inner tube of tire |
| JP5800753B2 (en) * | 2011-05-19 | 2015-10-28 | ミツマ技研株式会社 | No-puncture tire and no-puncture tire assembly method |
| USD760157S1 (en) | 2012-06-01 | 2016-06-28 | Joseph Taylor | Replacement inner tube for tires |
| FR3006239B1 (en) * | 2013-05-28 | 2016-07-29 | Decathlon Sa | TIRE ROOM |
| FR3089152A1 (en) * | 2018-12-04 | 2020-06-05 | Decathlon | O-ring tire chamber |
-
1997
- 1997-08-22 JP JP22631997A patent/JP3389465B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH1159119A (en) | 1999-03-02 |
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