JPH0752616A - Tire wheel - Google Patents
Tire wheelInfo
- Publication number
- JPH0752616A JPH0752616A JP5205215A JP20521593A JPH0752616A JP H0752616 A JPH0752616 A JP H0752616A JP 5205215 A JP5205215 A JP 5205215A JP 20521593 A JP20521593 A JP 20521593A JP H0752616 A JPH0752616 A JP H0752616A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- rim
- wheel
- sound absorbing
- absorbing body
- 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.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、負荷転動時のタイヤの
変形、タイヤのリム組み作業等を何ら妨げることなしに
車室内騒音を低減させることができるタイヤ車輪に関す
るものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a tire wheel capable of reducing vehicle interior noise without hindering tire deformation during load rolling, tire rim assembly work, or the like.
【０００２】[0002]
【従来の技術】車室内騒音を発生させる原因の一つとし
ては、タイヤ内部の空気の共鳴があり、多くは、２５０
Ｈｚ前後の周波数帯域に発生する共鳴音の低減は、車室
内騒音を低下させる上で特に有益であるとされている。
この点に着目して車室内騒音の低減を図った従来技術と
しては、例えば、特開昭５６─８２６１１号公報、同６
２─２１６８０３号公報などに開示されたものがある。2. Description of the Related Art One of the causes of noise in a passenger compartment is resonance of air inside a tire.
It is said that the reduction of the resonance sound generated in the frequency band around Hz is particularly useful for reducing the vehicle interior noise.
As a conventional technique aiming at reduction of vehicle interior noise in view of this point, for example, JP-A-56-82611 and JP-A-6-82611.
There is one disclosed in Japanese Patent Laid-Open No. 2-216803.
【０００３】[0003]
【発明が解決しようとする課題】ところで、これらの従
来技術はいずれも、タイヤの空洞内に収納した多孔質材
料からなる吸音体を、タイヤ又はホイールリムに固定す
ることとしているため、吸音体を、タイヤ内面に接着剤
によって固着する場合にあっては、タイヤの負荷転動時
の発熱によって、接着剤層に熱劣化が生じて吸音体がそ
こから剥離しやすくなるという耐久性の点での問題があ
り、また、タイヤの内面には、加硫成型後、ブラダーか
らの離型性を向上させる目的で、離型剤を塗布すること
が一般的であるため、タイヤの内面に吸音体を接着する
に当たっては、接着前の離型剤の洗浄が必要になるとい
う作業工数上の問題があった。加えて、吸音体をタイヤ
に固定した場合には、その吸音体が、負荷転動時のタイ
ヤの変形を妨げることから、車両の乗り心地性、操縦安
定性を悪化させるという他の問題もあった。一方、リム
に吸音体を固定する場合は、吸音体をホイールリムに予
め取り付けることに起因して、タイヤの、ホイールリム
への組付作業が大きく阻害されるという問題があった。By the way, in all of these prior arts, the sound absorber made of the porous material housed in the cavity of the tire is fixed to the tire or the wheel rim. In the case of sticking to the inner surface of the tire with an adhesive, heat generation during load rolling of the tire causes thermal deterioration of the adhesive layer, and the sound absorber easily peels off from it. There is a problem, and since it is common to apply a release agent to the inner surface of the tire after vulcanization and molding for the purpose of improving releasability from the bladder, a sound absorber is applied to the inner surface of the tire. In bonding, there is a problem in man-hours that the mold release agent needs to be washed before bonding. In addition, when the sound absorber is fixed to the tire, the sound absorber interferes with the deformation of the tire during load rolling, which causes another problem that the riding comfort and the steering stability of the vehicle are deteriorated. It was On the other hand, when fixing the sound absorber to the rim, there is a problem in that the work of assembling the tire on the wheel rim is greatly hindered due to the sound absorber being attached to the wheel rim in advance.
【０００４】そこで本発明は、吸音体を、タイヤの空洞
内にタイヤ及びリムのいずれにも固定することなく適正
配置することにより、負荷転動時のタイヤの変形を妨げ
ることがなく、また、タイヤのリム組み作業性を低下さ
せることがない他、従来技術の有する問題点をことごと
く解決してなお、車室内騒音を低減させたタイヤ車輪を
完成させることを目的とする。Therefore, according to the present invention, the sound absorber is properly arranged in the cavity of the tire without being fixed to either the tire or the rim, so that the deformation of the tire during load rolling is not hindered, and It is an object of the present invention to complete a tire wheel that does not lower the workability of assembling a tire rim and solves all the problems of the prior art and reduces the noise in the passenger compartment.
【０００５】[0005]
【課題を解決するための手段】本発明は、ビード部、サ
イドウォール部、及びトレッド部を有するタイヤを、ホ
イールのリムに組付けてなるタイヤ車輪において、タイ
ヤの内周面とリムの外周面とで囲まれた空洞内に、移動
可能な多孔質の吸音体を配設してなることを特徴とする
タイヤ車輪である。またここでは、吸音体を繊維成形体
又は発泡成形体で構成することが好ましく、より好まし
くは、吸音体の形状を環状もしくは球状とする。なおこ
こで、繊維成形体というときは、結合材で繊維を相互に
結合してなる成形体の他、ニードル又は水流等で繊維同
志をからめた成形体、フィラメントもしくはヤーンだけ
で形成した成形体をも含むものとする。SUMMARY OF THE INVENTION The present invention is a tire wheel in which a tire having a bead portion, a sidewall portion, and a tread portion is mounted on a rim of a wheel, and an inner peripheral surface of the tire and an outer peripheral surface of the rim. A tire wheel characterized in that a movable porous sound absorber is disposed in a cavity surrounded by. Further, here, it is preferable that the sound absorbing body is formed of a fiber molded body or a foam molded body, and more preferably, the shape of the sound absorbing body is annular or spherical. Here, when referring to a fiber molded body, in addition to a molded body formed by bonding fibers to each other with a binding material, a molded body in which fibers are entangled with a needle or water flow, a molded body formed only with filaments or yarns is used. Shall also be included.
【０００６】図１に、本発明にしたがうタイヤ車輪の代
表的な幅方向断面を図１に示し、図中１はタイヤ、２は
タイヤの内周面、３はホイールのディスクを省いて示す
リム、４はリムの外周面、５は多孔質の吸音体である。
図１に示すタイヤ車輪は、ビード部、サイドウォール
部、及びトレッド部を有するタイヤ１を、ホイールのリ
ム３に組付けてなり、タイヤの内周面２とリム３の外周
面４とで囲まれた空洞内に、タイヤ１及びリム３のいず
れにも拘束されることなく自由に移動することができる
多孔質の吸音体５を配設した点に特徴を有するものであ
る。吸音体５は、繊維成形体又は発泡成形体で構成する
ことが好ましく、それを繊維で構成する場合は、無機系
繊維、有機系繊維、天然繊維、合成繊維の如何を問わな
いが、実用的には、ポリスチレン、ポリプロピレン、ポ
リエステル、ポリアミド、レーヨン、ビニロン、アクリ
ル、ポリウレタン、アセテート、キュプラ、セルロー
ス、綿、羊毛、麻などのフィラメント、ヤーンその他を
用いるのが好ましく、これらは一種を単独で又は二種以
上を混合して用いることもできる。また、成形にあたっ
ては、繊維を相互に連結させるために、結合材を使用す
ることが好適であり、かかる結合材としては、繊維素材
の融点よりも低融点のバインダーや繊維が好ましく使用
されるが、熱可塑性のポリエチレン、ポリプロピレン、
ポリエステル、ポリアミド、ポリ塩化ビニル、ＥＶＡ
（エチレンビニル酢酸共重合体）、アクリル及びポリウ
レタンなどの樹脂や、れき青質のパウダー又は繊維を用
いてもよいし、また、フェノール樹脂のような熱硬化性
の樹脂を用いてもよい。この結合材は、上掲の一種を単
独で用いても二種以上を組み合わせて使用してもよい。
また、吸音体５を発泡体で構成する場合には、ポリウ
レタン、ポリエチレン、ポリプロピレン、ポリ塩化ビニ
ル等の発泡体を用いるのが好ましい。FIG. 1 shows a typical cross section in the width direction of a tire wheel according to the present invention. In FIG. 1, 1 is a tire, 2 is an inner peripheral surface of the tire, and 3 is a rim without a disk of the wheel. Reference numeral 4 denotes an outer peripheral surface of the rim, and 5 denotes a porous sound absorbing body.
The tire wheel shown in FIG. 1 is obtained by assembling a tire 1 having a bead portion, a sidewall portion, and a tread portion on a rim 3 of the wheel, and is surrounded by an inner peripheral surface 2 of the tire and an outer peripheral surface 4 of the rim 3. It is characterized in that a porous sound absorbing body 5 that can freely move without being constrained by either the tire 1 or the rim 3 is provided in the hollow space. The sound absorbing body 5 is preferably composed of a fiber molding or a foam molding, and when it is composed of fibers, it does not matter whether it is an inorganic fiber, an organic fiber, a natural fiber or a synthetic fiber, but it is practical. It is preferable to use polystyrene, polypropylene, polyester, polyamide, rayon, vinylon, acrylic, polyurethane, acetate, cupra, cellulose, cotton, wool, hemp, and other filaments, yarns, etc., which may be used alone or in combination. It is also possible to use a mixture of two or more species. Further, in the molding, it is preferable to use a binder in order to connect the fibers to each other. As the binder, a binder or a fiber having a melting point lower than the melting point of the fiber material is preferably used. , Thermoplastic polyethylene, polypropylene,
Polyester, polyamide, polyvinyl chloride, EVA
(Ethylene vinyl acetic acid copolymer), resins such as acrylic and polyurethane, and a bituminous powder or fiber may be used, or a thermosetting resin such as phenol resin may be used. This binder may be used alone or in combination of two or more.
When the sound absorbing body 5 is made of foam, it is preferable to use foam of polyurethane, polyethylene, polypropylene, polyvinyl chloride or the like.
【０００７】ここで、吸音体の形状は、圧縮成型、吹き
込み成型等により容易に成型できる環状や球状であるこ
とが好ましく、また、吸音体の内部状態は中空であって
も中実であってもよい。環状の吸音体は、タイヤ幅方向
でのそれの断面形状が、タイヤ幅方向に沿って長辺を有
する長方形（図２）、タイヤ幅方向に沿って短辺を有す
る長方形（図３）、中空の円形（図４）などが好ましい
他、図５に示すようにベース部材を吸音材でサンドイッ
チした構造にしてもよい。また、球状の吸音体は、図７
に示すようにタイヤ車輪の空洞内に、この空洞容積の２
％〜２０％が好ましく、例えば、直径５ｃｍの吸音体を
用いる場合には、空洞容積１０リットルに付き３〜３０
個を充填するのが好ましい。Here, the shape of the sound absorbing body is preferably an annular shape or a spherical shape which can be easily molded by compression molding, blow molding or the like. Further, the sound absorbing body has a solid internal state even if it is hollow. Good. The annular sound absorber has a cross-sectional shape in the tire width direction that is a rectangle having long sides along the tire width direction (Fig. 2), a rectangle having short sides along the tire width direction (Fig. 3), and a hollow shape. In addition to the preferred circular shape (FIG. 4), a base member may be sandwiched with a sound absorbing material as shown in FIG. In addition, the spherical sound absorber is shown in FIG.
In the cavity of the tire wheel as shown in
% To 20% is preferable. For example, when a sound absorbing body having a diameter of 5 cm is used, 3 to 30 per 10 liters of cavity volume is used.
Preference is given to filling individual pieces.
【０００８】[0008]
【作用】本発明のタイヤ車輪では、タイヤの内周面と、
このタイヤを組付けたリムの外周面とで囲まれた空洞内
に、移動可能な吸音体を配設することによって、負荷転
動時において車室内騒音の一要因であるタイヤ空洞内の
空気の共鳴音、特に２５０Ｈｚ付近の周波数帯域に発生
する共鳴音を低減することができる。また、吸音体を、
タイヤやリムに固定せず移動可能にすることで、タイヤ
が変形しても吸音体はこのタイヤの変形に応じて移動す
るため、吸音体によってタイヤの変形を妨げることがな
く、また、リム組み作業性を低下させることもない。加
えて、従来技術におけるような接着剤の劣化に起因する
耐久性の低下のおそれがなく、また離型剤の洗浄作業も
不要である。In the tire wheel of the present invention, the inner peripheral surface of the tire,
By arranging a movable sound absorbing body in the cavity surrounded by the outer peripheral surface of the rim on which this tire is assembled, the air inside the tire cavity, which is one factor of the vehicle interior noise during load rolling, is It is possible to reduce the resonance sound, particularly the resonance sound generated in the frequency band around 250 Hz. In addition, the sound absorber,
By making it movable without being fixed to the tire or rim, even if the tire deforms, the sound absorber moves according to the deformation of this tire, so the sound absorber does not hinder the deformation of the tire and the rim assembly It does not reduce workability. In addition, there is no fear of deterioration of durability due to deterioration of the adhesive as in the prior art, and cleaning work of the release agent is unnecessary.
【０００９】[0009]
【実施例】本発明にしたがうタイヤ車輪の具体的な実施
例を図１を参照しながら説明する。実施例１に使用した
タイヤ車輪は、図１に示すような断面形状を有し、タイ
ヤサイズが１９５／６０Ｒ１４、リムが５ 1/2Ｊ×１４
であり、このタイヤ車輪は、ビード部、サイドウォール
部、及びトレッド部を有するタイヤ１を、ホイールのリ
ム３に組付けて形成してなり、タイヤの内周面２とリム
３の外周面４とで囲まれた空洞内に、タイヤ１及びリム
３のいずれにも拘束されることなく自由に移動すること
ができる多孔質の吸音体５を配設した。吸音体は、ポリ
エステルを素材とした繊維を、低融点のポリエステルか
らなる結合剤で結合した繊維成形体を使用した。吸音体
のサイズは、内径を４００ｍｍ、外径を５４０ｍｍ、厚
さを２０ｍｍとした。実施例２に使用したタイヤ車輪
は、図６に示すような断面形状を有し、吸音体のサイズ
が、内径を４８０ｍｍ、外径を５００ｍｍ、厚さを１５
０ｍｍとしたこと以外は実施例１に使用したタイヤ車輪
と同様である。実施例３に使用したタイヤ車輪は、図５
に示すようなベース部材を吸音材でサンドイッチ構造に
した吸音体を用い、吸音体のサイズが、内径を４００ｍ
ｍ、外径を５４０ｍｍ、厚さを２０ｍｍとしたこと以外
は実施例１に使用したタイヤ車輪と同様である。実施例
４に使用したタイヤ車輪は、図４に示すような吸音体の
断面形状が中空の円形である吸音体を用い、吸音体のサ
イズが、内径を４５０ｍｍ、外径を５００ｍｍ、中空部
分の直径を２０ｍｍとしたこと以外は実施例１に使用し
たタイヤ車輪と同様である。実施例５に使用したタイヤ
車輪は、図７に示すような球状の吸音体を用い、吸音体
の径を５０ｍｍ、個数を１５個とし、この吸音体の密度
を０．０５ｇ／ｃｍ 3 としたこと以外は実施例１に使用
したタイヤ車輪と同様である。比較例に使用したタイヤ
車輪は、タイヤ空洞内に吸音体を持たないこと以外は実
施例１に使用したタイヤ車輪と同様である。EXAMPLES Specific implementations of tire wheels according to the present invention
An example will be described with reference to FIG. Used in Example 1
The tire wheel has a cross-sectional shape as shown in FIG.
Ya size 195 / 60R14, rim 5 1 / 2J × 14
And this tire wheel is bead part, sidewall
Part 1 and the tire 1 having a tread part,
Formed on the inner surface 2 of the tire and the rim.
In the cavity surrounded by the outer peripheral surface 4 of the tire 3, the tire 1 and the rim
Free to move without being bound by any of the three
A porous sound absorbing body 5 capable of producing the above is arranged. The sound absorber is poly
Fiber made of ester is made of low melting point polyester
A fibrous molding bonded with a binder was used. Sound absorber
The inner diameter is 400 mm, the outer diameter is 540 mm, and the thickness is
The height was 20 mm. Tire wheel used in Example 2
Has a cross-sectional shape as shown in FIG.
Has an inner diameter of 480 mm, an outer diameter of 500 mm, and a thickness of 15
Tire wheel used in Example 1 except that it was set to 0 mm
Is the same as. The tire wheel used in Example 3 is shown in FIG.
Sandwich structure of the base member with sound absorbing material as shown in
Using the sound absorber, the size of the sound absorber has an inner diameter of 400 m.
m, outside diameter 540 mm, thickness 20 mm
Is the same as the tire wheel used in Example 1. Example
The tire wheel used in No. 4 is a sound absorbing body as shown in Fig. 4.
Use a sound absorbing body with a hollow circular cross section, and
Izu has an inner diameter of 450 mm, an outer diameter of 500 mm, and a hollow part
Used in Example 1 except that the diameter of the minutes was 20 mm
Similar to tire wheels. Tire used in Example 5
The wheel uses a spherical sound absorber as shown in FIG.
The diameter of the sound absorber is 50 mm and the number is 15, and the density of this sound absorber
0.05 g / cm 3Used in Example 1 except that
It is similar to the tire wheel. Tires used for comparative examples
The wheels are not real, except that they have no sound absorber inside the tire cavity.
This is the same as the tire wheel used in Example 1.
【００１０】試験は、ロードノイズ路を６０ｋｍ／ｈで
定常走行したときの運転者の左側耳元音の計測を行い、
車室内騒音を評価した。タイヤ内圧は、１．９ｋｇｆ／
ｃｍ 2 とした。試験結果を図８〜図１２にそれぞれ示
す。The test was conducted on a road noise road at 60 km / h.
The left ear sound of the driver during steady running is measured,
The vehicle interior noise was evaluated. The tire internal pressure is 1.9 kgf /
cm 2And The test results are shown in FIGS. 8 to 12, respectively.
You
【００１１】試験結果から、実施例１〜５は、いずれも
比較例に比べて、２５０Ｈｚ付近の騒音レベルが小さく
なっている。From the test results, in each of Examples 1 to 5, the noise level near 250 Hz is smaller than that of the comparative example.
【００１２】[0012]
【発明の効果】本発明は、タイヤの内周面と、このタイ
ヤを組付けるリムの外周面とで囲まれた空洞内に、移動
可能な吸音体を配設することにより、負荷転動時におい
て車室内騒音の一要因であるタイヤ空洞内の空気の共鳴
音、特に２５０Ｈｚ付近の周波数帯域での共鳴音を低減
することができる。また、吸音体を、タイヤやリムに固
定せず移動可能にすることで、タイヤが変形しても吸音
体はタイヤの変形を妨げることなく移動するので、乗り
心地性や操縦安定性を悪化させることがない。さらに、
吸音体をタイヤやリムへの固定を要しないので作業性に
ついても従来の吸音体をもつタイヤ車輪に比べ向上す
る。According to the present invention, a movable sound absorbing body is provided in a cavity surrounded by an inner peripheral surface of a tire and an outer peripheral surface of a rim on which the tire is assembled. In the above, it is possible to reduce the resonance noise of the air inside the tire cavity, which is one of the factors of the vehicle interior noise, particularly the resonance noise in the frequency band around 250 Hz. Also, by making the sound absorber movable without fixing it to the tire or rim, even if the tire deforms, the sound absorber moves without hindering the deformation of the tire, which deteriorates ride comfort and steering stability. Never. further,
Since the sound absorbing body does not need to be fixed to the tire or the rim, workability is also improved as compared with the tire wheel having the conventional sound absorbing body.
【図１】実施例１に使用した本発明に従うタイヤ車輪
の、接地状態の幅方向断面図である。FIG. 1 is a widthwise sectional view of a tire wheel according to the present invention used in Example 1 in a ground contact state.
【図２】図１の発明タイヤ車輪に用いた吸音体の平面図
及び側面図である。2A and 2B are a plan view and a side view of a sound absorber used for the invention tire wheel of FIG.
【図３】実施例２に使用した図６の発明タイヤ車輪に用
いた吸音体の平面図及び側面図である。3A and 3B are a plan view and a side view of a sound absorbing body used in the inventive tire wheel of FIG. 6 used in Example 2.
【図４】実施例４に使用した発明タイヤ車輪に用いた吸
音体の平面図及び断面図である。4A and 4B are a plan view and a cross-sectional view of a sound absorber used in an inventive tire wheel used in Example 4.
【図５】実施例３に使用した発明タイヤ車輪に用いた吸
音体の図であり、ａが平面図、ｂが側面図、ｃがａをＡ
−Ａ線で切断したときの断面図である。5A and 5B are views of a sound absorber used for an inventive tire wheel used in Example 3, where a is a plan view, b is a side view, and c is a.
It is sectional drawing when it cut | disconnects by the -A line.
【図６】実施例２に使用した本発明に従うタイヤ車輪
の、接地状態の幅方向断面図である。FIG. 6 is a widthwise sectional view of a tire wheel according to the present invention used in Example 2 in a ground contact state.
【図７】実施例５に使用した本発明に従うタイヤ車輪
の、接地状態の幅方向断面図である。FIG. 7 is a widthwise sectional view of a tire wheel according to the present invention used in Example 5 in a grounded state.
【図８】実施例１の周波数に対する騒音レベルの値を、
比較例とともにプロットした図である。FIG. 8 shows the value of the noise level with respect to the frequency of Example 1,
It is the figure plotted with the comparative example.
【図９】実施例２の周波数に対する騒音レベルの値を、
比較例とともにプロットした図である。FIG. 9 shows the value of the noise level with respect to the frequency of Example 2,
It is the figure plotted with the comparative example.
【図１０】実施例３の周波数に対する騒音レベルの値
を、比較例とともにプロットした図である。FIG. 10 is a diagram in which noise level values with respect to frequencies in Example 3 are plotted together with a comparative example.
【図１１】実施例４の周波数に対する騒音レベルの値
を、比較例とともにプロットした図である。FIG. 11 is a diagram in which noise level values with respect to frequencies of Example 4 are plotted together with a comparative example.
【図１２】実施例５の周波数に対する騒音レベルの値
を、比較例とともにプロットした図である。FIG. 12 is a diagram in which noise level values with respect to frequencies of Example 5 are plotted together with a comparative example.
1 タイヤ 2 タイヤの内周面 3 リム 4 リムの外周面 5 吸音体 6 地面 7 ベース部材 8 吸音材 9 ボルト 10 ナット 1 Tire 2 Tire inner surface 3 Rim 4 Rim outer surface 5 Sound absorber 6 Ground 7 Base member 8 Sound absorber 9 Bolt 10 Nut
Claims (4)
ッド部を有するタイヤを、ホイールのリムに組付けてな
るタイヤ車輪において、 タイヤの内周面とリムの外周面とで囲まれた空洞内に、
移動可能な多孔質の吸音体を配設してなることを特徴と
するタイヤ車輪。1. A tire wheel comprising a tire having a bead portion, a sidewall portion, and a tread portion, which is mounted on a rim of a wheel, in a cavity surrounded by an inner peripheral surface of the tire and an outer peripheral surface of the rim. ,
A tire wheel comprising a movable porous sound absorbing body.
なる請求項１に記載したタイヤ車輪。2. The tire wheel according to claim 1, wherein the sound absorbing body is a fiber molded body or a foam molded body.
くは２に記載したタイヤ車輪。3. The tire wheel according to claim 1, wherein the sound absorbing body has an annular shape.
くは２に記載したタイヤ車輪。4. The tire wheel according to claim 1, wherein the sound absorber has a spherical shape.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5205215A JPH0752616A (en) | 1993-08-19 | 1993-08-19 | Tire wheel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5205215A JPH0752616A (en) | 1993-08-19 | 1993-08-19 | Tire wheel |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0752616A true JPH0752616A (en) | 1995-02-28 |
Family
ID=16503316
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5205215A Pending JPH0752616A (en) | 1993-08-19 | 1993-08-19 | Tire wheel |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0752616A (en) |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0965977A2 (en) * | 1998-06-16 | 1999-12-22 | Continental Aktiengesellschaft | Damping element |
| JP2001018608A (en) * | 1999-07-12 | 2001-01-23 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2002240507A (en) * | 2001-02-19 | 2002-08-28 | Bridgestone Corp | Tire/rim assembly and sound absorbing body for it |
| US6588469B2 (en) * | 1999-12-24 | 2003-07-08 | Sumitomo Rubber Industries, Ltd. | Tire noise reducing system |
| US6729373B2 (en) * | 2000-08-31 | 2004-05-04 | Sumitomo Rubber Industries, Ltd. | Tire noise reducing system |
| JP2004216943A (en) * | 2003-01-09 | 2004-08-05 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US7073382B2 (en) * | 2000-09-19 | 2006-07-11 | Michelin Recherehe Et Technique, S.A. | Method for designing a tire with reduced cavity noise |
| JP2007276736A (en) * | 2006-04-11 | 2007-10-25 | Yokohama Rubber Co Ltd:The | Pneumatic tire, manufacturing method for static eliminator, assembling method for pneumatic tire and static eliminating method |
| WO2007134780A1 (en) * | 2006-05-23 | 2007-11-29 | Volkswagen Aktiengesellschaft | Device on the wheel of a vehicle for the absorption of sound |
| JP2008044574A (en) * | 2006-08-21 | 2008-02-28 | Sumitomo Rubber Ind Ltd | Assembly of pneumatic tire and rim |
| DE19882112B3 (en) * | 1997-02-12 | 2013-10-17 | Saab Automobile Ab | Device for sound suppression on wheels |
| DE102012021574A1 (en) * | 2012-11-02 | 2014-05-08 | Volkswagen Aktiengesellschaft | Shaped body for use as noise absorber for reducing sound emission arising during operation of tire of motor car, has closed mold positioned in inner space, where body is arranged in inner space movable with respect to rim and/or tire |
| JP2019529230A (en) * | 2016-09-23 | 2019-10-17 | ブリヂストン アメリカズ タイヤ オペレーションズ、 エルエルシー | Tire noise reduction device |
| US10632790B2 (en) | 2014-09-12 | 2020-04-28 | Bridgestone Corporation | Pneumatic tire |
-
1993
- 1993-08-19 JP JP5205215A patent/JPH0752616A/en active Pending
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19882112B3 (en) * | 1997-02-12 | 2013-10-17 | Saab Automobile Ab | Device for sound suppression on wheels |
| EP0965977A3 (en) * | 1998-06-16 | 2001-12-12 | Continental Aktiengesellschaft | Damping element |
| EP0965977A2 (en) * | 1998-06-16 | 1999-12-22 | Continental Aktiengesellschaft | Damping element |
| JP2001018608A (en) * | 1999-07-12 | 2001-01-23 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US6588469B2 (en) * | 1999-12-24 | 2003-07-08 | Sumitomo Rubber Industries, Ltd. | Tire noise reducing system |
| US6729373B2 (en) * | 2000-08-31 | 2004-05-04 | Sumitomo Rubber Industries, Ltd. | Tire noise reducing system |
| US7073382B2 (en) * | 2000-09-19 | 2006-07-11 | Michelin Recherehe Et Technique, S.A. | Method for designing a tire with reduced cavity noise |
| JP2002240507A (en) * | 2001-02-19 | 2002-08-28 | Bridgestone Corp | Tire/rim assembly and sound absorbing body for it |
| JP2004216943A (en) * | 2003-01-09 | 2004-08-05 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2007276736A (en) * | 2006-04-11 | 2007-10-25 | Yokohama Rubber Co Ltd:The | Pneumatic tire, manufacturing method for static eliminator, assembling method for pneumatic tire and static eliminating method |
| WO2007134780A1 (en) * | 2006-05-23 | 2007-11-29 | Volkswagen Aktiengesellschaft | Device on the wheel of a vehicle for the absorption of sound |
| JP2008044574A (en) * | 2006-08-21 | 2008-02-28 | Sumitomo Rubber Ind Ltd | Assembly of pneumatic tire and rim |
| DE102012021574A1 (en) * | 2012-11-02 | 2014-05-08 | Volkswagen Aktiengesellschaft | Shaped body for use as noise absorber for reducing sound emission arising during operation of tire of motor car, has closed mold positioned in inner space, where body is arranged in inner space movable with respect to rim and/or tire |
| US10632790B2 (en) | 2014-09-12 | 2020-04-28 | Bridgestone Corporation | Pneumatic tire |
| JP2019529230A (en) * | 2016-09-23 | 2019-10-17 | ブリヂストン アメリカズ タイヤ オペレーションズ、 エルエルシー | Tire noise reduction device |
| US11440357B2 (en) * | 2016-09-23 | 2022-09-13 | Bridgestone Americas Tire Operations, Llc | Devices for reducing tire noise |
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