CN1323856C - tire-rim assembly - Google Patents

Abstract

Provided is a tire-rim assembly capable of stable operation after damage to a tire even in a distance required for reduction in the internal pressure of the tire without sacrificing rolling resistance and riding comfort in ordinary operation before damage to the tire, wherein a large number of substantially spherical particles each composed of a resin continuous phase and closed cells and having an average bulk specific gravity of not more than 0.1 are arranged inside a tire determined by assembling a hollow toroidal tire onto an approved rim, and the internal pressure of the tire, which is an absolute pressure at 25 ℃, is not less than 150 kPa.

Description

tire-rim assembly

technical field

The present invention relates to a tire-rim combination capable of controlling a rapid drop in tire internal pressure and prolonging the usable running distance after damage without sacrificing durability and the usual Driving comfort during operation.

Background technique

In pneumatic tires such as passenger car tires, tension is generated in the skeleton portion of the tire such as carcass, belt, etc. by sealing air inside the tire at an internal pressure (absolute pressure) of about 250-350 kPa, and such tension can be Perform tire deformation and recovery against tire input. That is, a constant tension is generated in the tire frame by maintaining the tire internal pressure within a given range, so the load bearing function is important for the tire and also enhances rigidity to provide the required in vehicle operation such as driving, braking and steering performance basic performance.

Now, when a tire kept at a given internal pressure is subjected to external damage, air leaks to the outside through this external damage to lower the tire internal pressure to atmospheric pressure or become a so-called puncture state, and thus a significant loss is generated at the tire frame portion tension. As a result, the load carrying function and the driving, braking and steering performance obtained by applying a given internal pressure to the tires are also lost, making it impossible to operate a vehicle containing such tires.

Therefore, there are many proposals for safety tires capable of operating even in a punctured state. For example, as pneumatic safety tires for vehicles, various types such as tires including a double-wall structure including tires for load bearing equipment, tires including reinforced sidewall portions, and the like are proposed. As a technique actually used in these proposals, there is a tire in which a side reinforcing layer composed of relatively hard rubber is arranged in the tire inner surface in the region from the bead portion to the rim portion surrounding the sidewall portion. Among tires mainly having an aspect ratio of not more than 60%, tires of this type are used as so-called run-flat tires.

However, in the technique of adding side reinforcing layers, the weight of the tire is increased by 30-40% to raise the longitudinal spring constant of the tire, so that there are disadvantages in that the rolling resistance is greatly deteriorated and the ride comfort in general running before puncture is reduced. Therefore, this is a technology that still lacks general-purpose performance due to adverse effects on performance and fuel consumption in normal operation.

On the other hand, as a pneumatic tire having a high tire portion height or an aspect ratio of not less than 60%, a run-flat tire having a structure such as an inner support such as an inner ring etc. fixed to a rim to bear under puncture is mainly applied loads for avoiding heat generation in the side wall sections depending on the operation over longer distances at relatively high speeds.

However, it is difficult to reduce the weight of the inner support body from the standpoint of vibration resistance and therefore sometimes the total weight of the tire, inner support body and rim increases by 30-50% or more compared with the weight in a conventional pneumatic tire, so that There is the disadvantage of a deterioration of the ride comfort in normal operation prior to the puncture, but also of a considerable loss of durability of the vehicle underbody parts such as bushings and the like.

Furthermore, there is a problem that the operation of assembling the tire to the rim after arranging the inner support inside the tire is complicated and takes a long time. In this connection, a technique of easily inserting the inner support body by creating a difference in rim size between one end side and the other end side of the rim in the width direction was suggested, but a sufficient effect could not be obtained.

In addition, in order to increase the running distance of a run-flat tire including an inner support body after puncture, it is effective to add skeleton members to make the tire structure stronger, but the addition of skeleton members deteriorates the low rolling resistance and in normal use The high driving comfort makes the adoption of this technology unrealistic.

In conventional safety tires, running ability after puncture can be developed to a certain extent on road surfaces having a high coefficient of friction such as conventional asphalt road surfaces, rough road surfaces, and the like. However, when the punctured tire is not the driving wheel but the idler wheel, a significant defect is exposed on the low coefficient of friction road surfaces represented by icy or snowy roads in winter. That is, the deflection state of the tire before the puncture is naturally small and kept in a round shape, so that when the vehicle is moved by the driving force generated from the drive wheels at the start, the idler wheels start to rotate along with the movement of the vehicle. Conversely, the tire deflects more and assumes a shape that deviates from a circle after the puncture. Since the idler wheel cannot rotate by itself and does not generate driving force, the rotation of the idler wheel depends on the friction coefficient between the vehicle and the movement of the road surface. Therefore, when the vehicle is started on a road surface with a low coefficient of friction, tires that are greatly deflected and deviated from a circular shape by puncturing generate a large slip in the ground contact surface due to the low coefficient of friction of the road surface. Because, compared with the relatively uniform state before the puncture, the ground contact pressure distribution on the ground contact surface is extremely inhomogeneous and has a large deflection deformation. Such a situation occurs not only when starting but also when braking. As a result, there is a possibility that the systems previously fitted to vehicles, namely, the "drive force regulation system (traction control)" for supplementary safe operation on road surfaces with low-friction systems, are not sufficiently developed for "Braking force adjustment system (anti-lock braking system)" that prevents tires from locking during braking.

As described above, the conventional techniques refer to the running ability after the internal pressure is lowered by tire damage, but it is impossible to cope with the state of rapidly reducing the internal pressure by shedding foreign substances pierced into the tire during running, so that they cannot be called as Countermeasures for avoiding puncture hazards.

On the other hand, techniques for arranging a fluid sealant material in the tire inner face in advance to simultaneously seal holes after damage by employing pressure in the tire have been proposed, but they have a disadvantage of bringing about an increase in tire weight. That is, the ability to seal the damage hole with the sealant material depends on the thickness of the sealant material layer formed on the inner surface of the tire. For example, a layer of sealant material is required to have a thickness of about 3-5 mm for sealing a damage hole formed by a nail having a diameter of about 3 mm. Therefore, in the case of general-purpose tires for passenger cars, by arranging the sealant material to increase the weight of 1500-2500 g, it not only deteriorates low rolling resistance and driving comfort in general running before punctures, but also considerably loses as a vehicle Durability of bushings, etc. of bottom parts. Also, tires containing sealant materials have poorer weight uniformity, which is a major contributor to low rolling resistance and generally in-run driving comfort.

Furthermore, when a foreign substance such as a nail or the like penetrates a tire in use, such foreign substance does not always come off the tire immediately, and may remain in the tire in a pierced state. In such a state, the internal pressure of the tire does not drop rapidly and input is applied to the tire in a state of penetration and wrinkling of foreign substances such as nails and the like in later operation, so that there is a gap between the foreign substances such as nails and the like and the tire. wear at the interface between them. When the contact surface is worn to a certain extent due to such friction, gaps are formed at the contact surface, and foreign substances such as nails etc. suddenly come off from the tire while immediately reducing the internal pressure and thus running is impossible. Conventional tires containing sealant materials cannot adequately cope with the protruding shedding of foreign substances and the decrease in internal pressure due to the above-mentioned history of retaining the input of foreign substances and are not satisfactory.

In addition, for example, a tire is disclosed in JP-A-6-127207, JP-A-6-183226, JP-A-7-186610, JP-A-8-332805, etc., wherein the tire and rim assembly The inner space of the foam is filled with a foam body containing many closed cells. These suggested tires are mainly limited to special or small size tires such as agricultural tires, rally tires, motorcycle tires, bicycle tires, etc. Therefore, it is not known to apply them to tires which particularly add weight to low rolling resistance and ride comfort such as passenger car tires, truck and bus tires and the like. Likewise, all foams have a relatively low expansion ratio, so that foams with closed cells have a greater weight and thus cannot avoid vibration-resistant ride comfort and deterioration of fuel consumption. Furthermore, since the interior of the closed cells is at atmospheric pressure, the foam cannot function as a substitute for high-pressure air in conventional tires.

Furthermore, Japanese Patent No. 2987076 discloses a puncture-free tire in which a filler composed of a foam is inserted into an inner circumferential portion of the tire. However, in addition to the disadvantages based on the fact that the pressure in the cells is very close to atmospheric pressure, since the foam consists of urethane, the energy loss due to the intermolecular hydrogen bonds of the urethane groups is large and the autothermal generation is high. Therefore, when a urethane foam is filled in a tire, repeated deformation of the foam by rotation during rotation is thermally generated to greatly deteriorate durability. And likewise, the use of closed cells in which the raw material is hardly molded makes the obtained cells easily communicate with each other and difficult to hold gas therein and has the advantage that the required tire internal pressure (load carrying capacity or deflection suppressing capacity) cannot be obtained.

Furthermore, JP-A-48-47002 proposes another puncture-free tire in which the outer peripheries of many cells are integrally covered and sealed with a coating composed of rubber or synthetic resin with a thickness of 0.5-3 mm in the tire A plurality of inflation pressure cells are formed, and the cells are basically composed of closed cells to maintain the tire at a specified internal pressure. According to this technology, in order to make the pressure inside the cells of the cell body higher than the atmospheric pressure, the amount of the foaming agent kneaded in the starting material for the formation of the closed cells into the cell body of the expansion pressure is set to produce at least equal to Or an amount of blowing agent that is greater than the amount of gas in the inner volume of the tire, thus aiming to provide properties at least similar to those of conventional pneumatic tires.

In the above technology, in order to prevent the loss of gas from the cells of the expansion pressure cell body, the cell body is covered and sealed with an outer coating as a whole. As materials for the outer coating, only inner tubes for automobiles and kneading components for the formation of such inner tubes are exemplified. That is, the cell body is covered and sealed with a soft elastic outer coating mainly composed of butyl rubber used for tire inner tubes and the like and having low permeability to nitrogen and filled in the tire. As a method of producing tires, unvulcanized tire inner tubes are used as soft elastic outer coatings and unvulcanized starting materials for closed cell formation are used as inflation pressure cells, and they are put into tire-rim assembly Foaming inside and by heating to obtain a tire filled with foam. By the expansion of the cells, air with atmospheric pressure inside the tire is spontaneously discharged through small discharge holes formed in the rim.

In general, the internal pressure of passenger car tires is set to be about 250-350 kPa of absolute pressure at room temperature, so that the obtained cell-filled tire internal pressure is 1.5 times the above internal pressure in a heated state (about 140°C). However, the unvulcanized tire inner tube itself as a soft elastic outer coating due to the lack of vulcanization pressure (since the vulcanization pressure is the source of pressure in the expansion of the cells, the lack of pressure in the cells induces foaming of the soft elastic outer coating) causing foaming. In order to avoid such a foaming phenomenon, it is required to greatly increase the amount of the foaming agent kneaded, or to raise the heating temperature. However, in measures to increase the amount of blowing agent kneaded, the internal pressure exceeds 400 kPa at room temperature accompanying the increase in the amount of blowing agent, making it difficult to replace conventional pneumatic tires with cell-filled tires. In the measure of raising the heating temperature, it causes a problem in the durability of the long-use time since the damage of the heat-aged tire becomes large and considerably deteriorates the durability of the tire. Although a number of expansion pressure cells covered with soft elastic outer coatings are arranged inside the tire-rim assembly, considering the friction between the blown soft elastic outer coatings, the friction between the inner surface of the tire and the inner surface of the rim etc. Considering the durability issue is significant. The above problems are said to be due to the arrangement of the many split inflation pressure cells which is different from the case where the inflation pressure cells are generally circular in shape. And likewise, the small vent holes formed in the rim are effective to vent atmospheric pressure air from the inside of the tire by the expansion of the inflation pressure cells, but also serve as dissipative passages for the gas inside the cells in the inflation pressure cells, so that The tires are not durable for long-term use.

Although compositions mainly composed of butyl rubber with low permeability to nitrogen, such as tire inner tubes, are used as soft elastic outer coatings, due to the very slow rate of vulcanization reaction of butyl rubber, a relatively prolonged heating time is required to complete the process at about 140 reaction at a temperature of °C. This means that the crosslink density of the soft elastic topcoat is lacking, which is said to be the cause of the peeling of the soft elastic topcoat. Also, the prolongation of the heating time further increases the damage of the tire by the heat aging mentioned above, so that the deterioration of the durability cannot be avoided and therefore the above technique cannot be called a good plan.

Contents of the invention

It is therefore an object of the present invention to provide a tire-rim combination capable of running stably after tire damage even over the distance required in the reduction of the internal pressure of the tire without sacrificing rolling resistance and Ride comfort as usual before.

The present inventors have conducted various studies to solve the above problems and found that in order to be able to achieve stable operation even after the damage in which the internal pressure is reduced, it is effective to provide by appropriate measures when the gas inside the tire leaks out through the damage. The minimum tire internal pressure required for post-running.

That is, the gist and constitution of the present invention are as follows.

1. A tire-rim assembly characterized in that a plurality of substantially spherical particles are placed within an interior space defined by assembling a hollow toroidal circular tire onto an approved rim, each The particles are composed of a continuous phase of resin and closed cells, and the average bulk specific gravity of each particle is not greater than 0.1, and the internal pressure of the tire is not less than 150kPa in absolute pressure at 25°C, and the pressure of the closed cells is maintained at atmospheric pressure above.

2. The tire-rim assembly according to item 1, wherein the tire internal pressure is not less than 150 kPa but not more than 900 kPa in absolute pressure at 25°C.

3. The tire-rim combination according to item 1 or 2, wherein a large number of particles are arranged so that the volume filling ratio determined by the following formula is not less than 75% but not more than 150%:

     Volume filling ratio = (Vs/Vt) × 100

(where Vs is the total volume of all particles disposed inside the assembly and includes the volume of space around the particles at atmospheric pressure, and Vt is the internal volume of the tire).

4. The tire-rim combination according to item 3, wherein the volume filling ratio is not less than 75% but not more than 130%.

5. The tire-rim combination according to item 4, wherein the volume filling ratio is not less than 75% but not more than 110%.

6. The tire-rim combination according to item 5, wherein the volume filling ratio is not less than 80% but not more than 100%.

7. The tire-rim assembly according to item 1 or 3, wherein when the tire-rim assembly is mounted on a vehicle, the volume filling amount of the particles in the assembly ranges from the following lower limit to the following upper limit, as included in The total volume of the volume of space around the particle at atmospheric pressure:

Upper limit of volumetric filling: When an assembly inflated at a pressure regulated to the internal pressure is fitted to a vehicle, the internal pressure is specified by such a vehicle, under loads applied to each axle of the vehicle the tire-rim assembly the inner volume of

Lower limit of volume filling amount: the inner volume of the tire-rim assembly under a load corresponding to 2.0 times the load applied to each axle of the vehicle when the assembly with the internal pressure set to atmospheric pressure is mounted on the vehicle.

8. The tire-rim combination according to item 7, wherein the upper limit of the volume filling amount is the inner volume of the tire-rim combination under a load corresponding to at least 1.2 times the load applied to each axle of the vehicle.

9. A tire-rim combination according to item 7, wherein the lower limit of the volumetric filling is the internal pressure specified by mounting such a vehicle on a vehicle when the combination is inflated at a pressure adjusted to at least 10% of the internal pressure , the internal volume of the tire-rim assembly under a load corresponding to 2.0 times the load applied to each axle of the vehicle.

10. The tire-rim assembly according to item 8, wherein the upper limit of the volume filling amount is the inner volume of the tire-rim assembly under a load corresponding to 1.5 times the load applied to each axle of the vehicle.

11. The tire-rim assembly according to item 8, wherein the upper limit of the volume filling amount is the inner volume of the tire-rim assembly under a load corresponding to 2.0 times the load applied to each axle of the vehicle.

12. A tire-rim combination according to item 9, wherein the lower limit of the volumetric filling is the internal pressure specified by mounting such a vehicle on a vehicle when the combination is inflated at a pressure adjusted to at least 30% of the internal pressure , the internal volume of the tire-rim assembly under a load corresponding to 2.0 times the load applied to each axle of the vehicle.

13. A tire-rim combination according to item 9, wherein the lower limit of the volumetric filling is the internal pressure specified by mounting such a vehicle on a vehicle when the combination is inflated at a pressure adjusted to at least 40% of the internal pressure , the internal volume of the tire-rim assembly under a load corresponding to 2.0 times the load applied to each axle of the vehicle.

14. A tire-rim combination according to item 9, wherein the lower limit of the volumetric filling is the internal pressure specified by mounting such a vehicle on a vehicle when the combination is inflated at a pressure adjusted to at least 50% of the internal pressure , the internal volume of the tire-rim assembly under a load corresponding to 2.0 times the load applied to each axle of the vehicle.

15. The tire-rim assembly according to item 1, 3 or 7, wherein the content of particles having a specific gravity of not less than 0.79 is not more than 40% (mass ratio) among the plurality of particles arranged inside the assembly.

16. The tire-rim assembly according to item 15, wherein the content of particles having a specific gravity of not less than 0.79 is not more than 30% (mass ratio).

17. The tire-rim assembly according to item 16, wherein the content of particles having a specific gravity of not less than 0.79 is not more than 20% (mass ratio).

18. The tire-rim assembly according to item 17, wherein the content of particles having a specific gravity of not less than 0.79 is not more than 5% (mass ratio).

19. The tire-rim combination according to item 1, 3 or 7, wherein the continuous phase of the particles consists of at least one of the following: polyvinyl alcohol resins, acrylonitrile-based polymers, acrylic polymers and vinylidene chloride-based polymer.

20. The tire-rim combination according to item 19, wherein the continuous phase of the particles consists of an acrylonitrile-based polymer, and the acrylonitrile-based polymer is at least one selected from the group consisting of acrylonitrile polymers, acrylonitrile/formaldehyde Acrylonitrile-based copolymers, acrylonitrile/methyl methacrylate copolymers and acrylonitrile/methacrylonitrile/methyl methacrylate terpolymers.

21. The tire-rim combination according to item 19, wherein the continuous phase of the particles consists of an acrylic polymer, and the acrylic polymer is at least one selected from the group consisting of methyl methacrylate resin, methyl methacrylate ester/acrylonitrile copolymer, methyl methacrylate/methacrylonitrile copolymer and methyl methacrylate/acrylonitrile/methacrylonitrile terpolymer.

22. The tire-rim combination according to item 19, wherein the continuous phase of the particles consists of a vinylidene chloride-based polymer, and the vinylidene chloride-based polymer is at least one selected from the group consisting of vinylidene chloride/ Acrylonitrile copolymer, vinylidene chloride/methyl methacrylate copolymer, vinylidene chloride/methacrylonitrile copolymer, vinylidene chloride/acrylonitrile/methacrylonitrile copolymer, vinylidene chloride/ Acrylonitrile/methyl methacrylate copolymer, vinylidene chloride/methacrylonitrile/methyl methacrylate copolymer, and vinylidene chloride/acrylonitrile/methacrylonitrile/methyl methacrylate copolymer.

23. The tire-rim combination according to item 1, 3, 7 or 19, wherein the closed cells of the particles contain at least one gas selected from the group consisting of nitrogen, air, linear and branched chains having 2-8 carbons Aliphatic hydrocarbons and their fluorides, alicyclic hydrocarbons having 2 to 8 carbons and their fluorides, and ether compounds represented by the following general formula (I):

R ¹ -OR ² ....(I)

(wherein each of R ^{and R} is a monovalent hydrocarbon residue having 1-5 carbons and may be saturated or unsaturated and may contain linear or branched structures as well as structures containing rings).

24. The tire-rim assembly according to item 1, 3, 7, 19 or 23, wherein the continuous phase of particles has a gas permeation constant of not more than 300×10 ^-12 (cc·cm/cm ² ·s·cmHg at 30°C ).

25. The tire-rim assembly according to item 24, wherein the gas permeability constant at 30°C is not more than 20×10 ^-12 (cc·cm/cm ² ·s·cmHg).

26. The tire-rim assembly according to item 25, wherein the gas permeability constant at 30°C is not more than 2×10 ⁻¹² (cc·cm/cm ² ·s·cmHg).

27. The tire-rim combination according to item 1, 3, 7, 19, 23 or 24, wherein the tire is provided on its inner surface with an inner liner, and the inner liner consists of a thermoplastic elastomer composition, the combination The product includes nylon resin with a melting point of 170-230° C. and a halide of isobutylene-p-methylstyrene copolymer, wherein the elastomer component is dynamically vulcanized at a gelling ratio of 50-95%.

28. The tire-rim assembly according to item 27, wherein the inner liner has a gas permeability constant of not more than 20×10 ^-12 (cc·cm/cm ² ·s·cmHg) at 30°C.

29. The tire-rim combination according to item 1, wherein a sealant matrix material is further arranged inside the combination.

30. The tire-rim combination according to item 1, 3, 7, 19, 23, 24 or 28, wherein a liquid is further arranged inside the combination.

31. The tire-rim combination according to item 30, wherein the liquid is a silicone or an aliphatic polyvalent alcohol.

32. The tire-rim combination according to item 1, 3, 7, 19, 23, 24, 28 or 30, further comprising expanding particles capable of expanding volume by stimulation.

33. The tire-rim combination according to item 32, wherein the expanded particles include a blowing agent and a shell enclosing gas generated by expansion of the blowing agent in a closed state.

34. The tire-rim combination according to item 33, wherein the stimulus is at least one of heat, pressure and vibration.

35. The tire-rim combination according to item 33, wherein the blowing agent is at least one linear and branched aliphatic hydrocarbon with 2-6 carbons and its fluoride, selected from the group consisting of 2-6 Carbon alicyclic hydrocarbons and fluorides thereof, and ether compounds represented by the following general formula (I):

R ¹ -OR ² ....(I)

(wherein each of R ^{and R} is a monovalent hydrocarbon residue having 1-5 carbons and may be saturated or unsaturated and may contain linear or branched structures as well as structures containing rings).

36. The tire-rim combination according to item 33, wherein the foaming agent is a pyrolytic foaming agent.

37. The tire-rim combination according to item 33, wherein the blowing agent is expanded above 100°C.

38. The tire-rim combination according to item 36, wherein the pyrolytic foaming agent is at least one selected from the group consisting of dinitropentamethylenetetramine, azodicarbonamide, p-toluenesulfonylhydrazine and Its derivatives, and oxygen bisbenzenesulfonyl hydrazine.

39. The tire-rim assembly according to any one of items 1-38, wherein the cells in the particles arranged in the inner space of the tire-rim assembly are maintained at a pressure which is the same as that of the tire The pressure in the inner space is proportional.

Description of drawings

Fig. 1 is a sectional view in the tire width direction of an embodiment of a tire-rim assembly according to the present invention.

Fig. 2 is a sectional view in the tire width direction of another embodiment of the tire-rim assembly according to the present invention.

3 is a cross-sectional view in the tire width direction of another embodiment of the tire-rim assembly according to the present invention.

Fig. 4 is a sectional view in the tire width direction of a further embodiment of the tire-rim assembly according to the present invention.

Fig. 5 is a diagram illustrating a process of applying internal pressure according to the present invention.

Fig. 6 is a diagram illustrating a cell-containing particle inlet port and an external gas outlet port.

Fig. 7 is a schematic diagram illustrating an inlet port for cell-containing particles and an outlet port for external gas.

Fig. 8 is a schematic diagram illustrating a line for introducing cell-containing particles.

Fig. 9 is a perspective view illustrating a specific example of vibration applying means.

Fig. 10 is a diagram illustrating a specific example of a measure for weighing cell-containing particles.

Figure 11 is a diagram illustrating the pressure change function in a storage tank and a pressure sensor.

Fig. 12 is a graph showing the results of evaluation on the static spring constant in a tire and rim assembly filled with cell-containing particles.

Detailed ways

The tire-rim assembly according to the present invention is described below with reference to FIG. 1 showing its section in its width direction.

That is, the tire-rim assembly shown is constituted by assembling a tire 1 onto an approved rim 2 and arranging a plurality of substantially spherical particles each composed of a continuous phase of resin and closed cells. As the tire 1, unless various tires such as tires for passenger cars and the like are in accordance with the usual manner, a restrictive structure is not particularly required. As tires, mention may be made of tires for passenger cars, tires for trucks, tires for buses, tires for motorcycles, tires for bicycles, tires for construction vehicles, tires for aircraft wait. For example, the tire shown is a general-purpose tire for passenger vehicles in which a belt 6 and a tread 7 are continuously arranged between a pair of bead cores 4 on the crown of a carcass 5 extending annularly outward in the radial direction thereof. partly on. In addition, the number 8 is the lining layer.

Particle 3 is a hollow body containing substantially spherical closed cells surrounded by a continuous resin phase and a diameter of, for example, about 10-500 μm, or a sponge structure containing a large number of small cavities composed of closed cells. That is, the particle 3 is a particle including closed cells not communicating with the outside, wherein the number of closed cells may be one or more. The characteristic that the particle comprises closed cells means that the particle contains a resin shell comprising closed cells in a closed state. Thus, the resin continuous phase means the continuous phase that constitutes the resin shell composition. In addition, the shell composition is composed of a resin described later.

A given internal pressure of the tire is produced by arranging a large number of particles 3 inside the tire together with the air filled alone and at the same time guaranteeing the minimum internal pressure of the tire required in low internal pressures.

That is, in the tire-rim assembly including a large number of particles 3 arranged inside the tire 1, when the tire suffers damage, the gas present in the space 9 between the particles 3, which gives a predetermined internal pressure together with the particles 3, The leak escapes from the tire and thus the pressure inside the tire drops to a pressure approximately equal to the pressure outside the tire. However, a following phenomenon is caused inside the tire during the process of lowering the internal pressure, thus ensuring the required internal pressure in the tire.

First, when the tire is damaged to start lowering the internal pressure, the particles seal the damaged part to control the rapid decrease of the internal pressure. On the other hand, the amount of deflection of the tire increases with the reduction of the internal pressure of the tire to reduce the internal volume of the tire, and as a result the particles bear the load directly on themselves so as to maintain the minimum internal pressure of the tire required in later operation. And likewise, since the pressure inside the closed cells in the particle maintains a pressure after injury proportional to the above tire internal pressure, or due to the total volume of the particle maintained before the injury, the particles present at the tire internal pressure before the injury even at Exists inside the tire after damage. Therefore, when the tire runs further, friction is caused between the particles to self-generate heat while the particles themselves bear a load, and thus the temperature of the particles in the tire rises rapidly. When such a temperature exceeds the onset temperature of expansion of the resin forming the continuous phase of the particles, the pressure inside the closed cells in the particles is increased by a rapid rise in the temperature of the particles at a pressure proportional to the internal pressure of the tire prior to damage such that the particle volume is at A stretch inflates and the pressure in the tire returns to a level close to the pressure before the injury.

This state is one in which the particles are directly loaded to provide the minimum internal pressure of the tire required in operation. Tire deflection in this state is relatively small and can maintain a circular shape compared to the above-mentioned conventional safety tires and thus can maintain the ground contact pressure in the ground contact area of the tire in a relatively uniform state. Therefore, for example, when the particles of the present invention are filled in tires running mainly on road surfaces in winter, such as non-studded tires, etc., the basic performance inherent in non-studded tires never deteriorates even after tire damage. That is, deterioration in handling performance such as traction, braking, steering, etc. in road surfaces having a low coefficient of friction such as snowy roads, icy roads, etc. is less and never caused to make running impossible.

In order to advantageously perform operation at low internal pressure after tire damage, it is necessary to fill the inside of the tire with particles having an average bulk specific gravity at atmospheric pressure of not more than 0.1. Since, when the inside of the tire is filled with particles having an average bulk specific gravity of more than 0.1 at atmospheric pressure, the total weight of the particles becomes heavy to impair ride comfort and durability of vehicle bottom parts during operation under normal internal pressure, but also in the accompanying The self-heat generation in operation becomes larger with the reduction of tire internal pressure of tire damage to melt the particles before reaching the target running distance and thus it is difficult to require the minimum internal pressure of the tire in operation.

Here, for example, the average bulk specific gravity at atmospheric pressure can be calculated by measuring the weight of particles having a known volume at atmospheric pressure. In the present invention, the average bulk specific gravity at atmospheric pressure is calculated by weighing particles at atmospheric pressure in a measuring cylinder and applying vibration to the cylinder in an ultrasonic water bath to become a stable packing state of particles and Measure particle volume and particle weight. That is, average bulk specific gravity of particles at atmospheric pressure=total weight of particles/total volume of particles. In addition, the total particle volume means the sum of the total volume of particle shells, the total volume of closed cells in particles and the total volume of spaces between particles.

In addition, it is important to set the tire internal pressure in absolute pressure at 25°C to not less than 150 kPa, preferably not less than 150 kPa but not more than 900 kPa after arranging particles having the above average bulk specific gravity inside the tire. That is, when the pressure is less than 150 kPa, the compression level of the particles is small and also the space pressure around the particles is small, so that the load bearing ratio of the particles in normal operation before tire damage becomes high and the durability of the particles is feared. However, when it exceeds 900 kPa, a part of the particles are in a state of complete pulverization by compression and are broken at this time. As a result, there is a possibility that when the internal pressure decreases due to damage to the tire, it is impossible to guarantee the minimum internal pressure of the tire required to maintain running at a constant distance.

Although the tire internal pressure at 25°C is limited from the above reasons, such a pressure is preferably not less than 180 kPa, particularly not less than 200 kPa, more particularly not less than 250 kPa. The feature of making the pressure not less than 180kPa, not less than 200kPa, further not less than 250kPa means making the compression level of the particles high and raising the pressure of the space around the particles, and possibly reducing the load bearing ratio of the particles to protect the durability of the particles.

In the present invention, it is particularly necessary to maintain the minimum internal pressure of the tire required at least in operation not only to seal the damaged part but also to enable stable operation even in rapid reductions in tire internal pressure between damages. For this reason, when a large amount of particles 3 are filled inside the tire, particles having an average bulk specific gravity of not more than 0.1 at atmospheric pressure are arranged inside the tire so that the volume filling ratio determined by the following formula is not less than 75% but not more than 150%, so part Withstands the internal pressure of the tire and also more effectively guarantees the minimum internal pressure required in operation at low tire internal pressure:

(Volume filling ratio)=(Vs/Vt)×100....(A)

(where Vs: the total volume of all particles arranged inside the tire at atmospheric pressure (liters)

Vt: internal volume of the tire (liters)).

Here, the total volume at atmospheric pressure of all the particles arranged inside the tire is calculated by the following method. First, the average bulk specific gravity of particles under atmospheric pressure is measured by the method described above. Then, the total weight of particles filled in the tire is measured and divided by the calculated average bulk specific gravity at atmospheric pressure, so the total volume of all particles arranged inside the tire at atmospheric pressure can be calculated. That is, total volume of all particles arranged inside the tire at atmospheric pressure = total weight of particles filled in the tire/average bulk specific gravity of particles at atmospheric pressure.

In addition, the volume of the particles 3 according to the present invention is a volume including the volume of spaces between particles at atmospheric pressure and can be expressed as follows.

The particle volume used = the volume of the shell in the particle + the volume of the interstices in the particle + the volume of the space between the particles.

In this case, the volume of gas in the particle = the volume of closed cells.

In the present invention, therefore, particles are weighed at atmospheric pressure in a measuring cylinder and brought into a state of stable packing by applying vibration to the cylinder in an ultrasonic water bath to measure the particle volume.

Likewise, the internal volume of a tire is defined as the volume determined by the tire and rim. For this reason, after the tire is assembled on the rim, the interior of the combination is filled with a non-compressible fluid such as water or the like with a known specific gravity, thus determining the inner volume of the tire from the increase in weight.

In a tire-rim combination comprising a large number of particles 3 arranged in the tire at the above volume filling ratio, if the tire is damaged, the gas present in the spaces 9 between the particles 3, which together with the particles 3 give the tire normal The internal pressure, leaks from the inside of the tire, and thus the internal pressure of the tire is reduced to a point substantially equal to the external pressure of the tire. However, in the process of lowering the internal pressure, a phenomenon described later is caused inside the tire to maintain the necessary internal pressure of the tire.

The reason why the volume filling ratio is limited to not less than 75% but not more than 150% is as follows. When the volume filling ratio is less than 75%, the seal of the damaged part of the particle is broken and the pressure in the space around the particle is equal to the atmospheric pressure, so that the tire greatly deflects and runs while dragging its sidewall part, so the sidewall part is partially worn to Causes the fear of destroying the tire before reaching the target running distance. However, when it exceeds 150%, a part of the particles is in a state of complete pulverization by compression and breaks at this time and therefore there is a possibility that when the pressure inside the tire is lowered due to damage to the tire, it cannot be guaranteed to keep at a constant distance The minimum internal tire pressure required for operation.

Although the volume filling ratio of the particles in the tire is limited from the above reasons, the volume filling ratio is further preferably not less than 75% but not more than 130%, not less than 75% but not more than 110%, and not less than 80% but not more than 100%.

And likewise, the spring constant in the tire radial direction can be drastically changed by drastically changing the volume filling ratio of tire interior filling particles within the above range. That is, when the volume filling ratio is increased, if the pressure in the space around the particles decreases to approximately equal to atmospheric pressure after tire damage, each compressed particle generates a restoring reaction force, making it possible to secure a higher spring constant.

After the particles are provided inside the tire, for example, the particles may be compressed by filling air of about 200-300 kPa into the inside of the tire. Therefore, the compression level of the particles can be set to a desired range by appropriately adjusting the amount of particles supplied to the inside of the tire and the air pressure filled inside the tire.

When the particles are compressed by the above method, high-pressure air exists around the particles and thus the load borne by the particles in normal operation can be lightened, so that fatigue applied to the particles accompanying repeated deformation during tire rotation and durability against the particles can be reduced No damage.

Furthermore, when the tire and rim assembly filled with a large amount of particles 3 is mounted on a vehicle, the volume filling amount of the particles is in the range from the following lower limit to the following upper limit as the total volume including the volume of the space around the particles at atmospheric pressure.

Upper limit of volumetric filling: When an assembly inflated at a pressure regulated to the internal pressure is fitted to a vehicle, the internal pressure is specified by such a vehicle, under loads applied to each axle of the vehicle the tire-rim assembly the inner volume of

Lower limit of volume filling amount: the inner volume of the tire-rim assembly under a load corresponding to 2.0 times the load applied to each axle of the vehicle when the assembly with the internal pressure set to atmospheric pressure is mounted on the vehicle.

However, the volumetric filling of particles indicates the total volume of all particles filled in the tire-rim combination at atmospheric pressure, which includes the volume of space around the particles.

Here, the volume filling amount of the particles indicates the total volume of all the particles filled in the tire-rim assembly measured by the above method under atmospheric pressure, which includes the volume of the space around the particles.

The following description determines that "the upper limit of the volumetric fill is when a combination inflated at a pressure regulated to the internal pressure specified by such a vehicle is mounted on a vehicle under load applied to each axle of the tires - the internal volume of the rim assembly". In the present invention, the tire internal pressure is restored by the above-mentioned pressure development mechanism of the particles. Therefore, when the particles are filled at a volume exceeding the upper limit, there is a possibility of causing friction between particles in operation at a specified internal pressure before tire damage and of increasing rolling resistance by such friction. This is disadvantageous in terms of fuel savings.

Similarly, the following description determines that "the lower limit of the volume filling amount is the tire-rim combination under a load corresponding to 2.0 times the load applied to each axle of the vehicle when the combination with the internal pressure set to atmospheric pressure is mounted on the vehicle the internal volume of the body". In the present invention, the tire internal pressure is restored by the above-mentioned pressure development mechanism of the particles. Therefore, when the particles are filled at a volume that does not satisfy the lower limit, even if the tire internal pressure is lowered to atmospheric pressure, the particles themselves cannot directly bear the load and it is difficult to cause friction between the particles and as a result, recovery of the internal pressure cannot be ensured.

As described above, according to the present invention, it is possible to fully develop the internal pressure recovery function by filling particles under the volume in the range between the above upper limit and the lower limit, thus achieving safe running in a constant distance after tire damage. The upper limit may appropriately correspond to the load applied to each axle of the vehicle, depending on the operating conditions and usage method of the vehicle and vehicle conditions such as the number of occupants, the assumed mass of cargo, and the like. In use situations where the number of occupants or the assumed mass of cargo varies from day to day, it is preferable to lower the upper limit on particle volume taking into account the above concerns. That is, it is preferably the inner volume of the tire-rim combination corresponding to 1.2 times, preferably 1.5 times, more preferably 2.0 times the load applied to each axle of the vehicle.

Also, the lower limit can be interpreted as a preferable range from the following reason. That is, when the internal pressure starts to decrease due to damage to the tire, at a volume filling amount close to the upper limit, friction between particles is rapidly caused to restore the internal pressure. In such a situation, the difference in wheel speed between the left and right wheels is small and the amount of pressure drop directly measured by the tire internal pressure sensor is small, so that the sensitivity of detecting the drop in internal pressure through tire damage is reduced and the concern is that it cannot be Properly report hazard information to the driver. On the other hand, when the internal pressure is reduced due to tire damage at a particle volume filling amount close to the lower limit, the amount of deformation becomes large to some extent and the internal volume of the same tire is greatly reduced due to a large reduction in internal pressure, and thereafter Induces friction between particles to restore internal pressure. Under such conditions, once the internal pressure of the tire is greatly reduced, the tension applied to the tire frame members such as the carcass and the like is greatly reduced. Therefore, a concern arises that in a condition of low internal pressure (=low tension) maintained for a slight time, the portion of the bead mounted to the rim moves away from the rim until the internal pressure is restored. For this reason, it is preferable that the lower limit becomes high to avoid such concerns. Specifically, the lower limit is the inner volume under a load corresponding to 2.0 times the load applied to each axle of the vehicle when the inner pressure of the tire is set to atmospheric pressure, preferably when the inner pressure is set to the inner pressure specified by the vehicle 10%, more preferably 30%, more preferably 40%, and most preferably 50% of the internal volume.

In addition, for example, after the particles are arranged inside the tire, the inside of the tire is filled with a gas of about 150-250 kPa to keep the internal pressure constant in the space around the particles for a period of time, so it is sufficient to increase the pressure inside the closed cells in the particles to about 150 -250kPa. Therefore, the pressure inside the closed cells in the particles can be set to a desired range by appropriately adjusting the pressure of the gas filled inside the tire. Therefore, when the pressure inside the closed cells in the particles is set to a pressure higher than atmospheric pressure, the above-mentioned internal pressure recovery function after tire damage can be fully developed. And likewise, due to the high pressure that exists around the particles, the loads borne by the particles during normal operation can be reduced to negligible levels, resulting in reduced fatigue and durability to the particles accompanying repeated deformations during tire rotation Sex is not damaged.

Furthermore, in order to fully develop the above internal pressure recovery function, it is important to completely seal the damaged portion before the development of the internal pressure recovery function. That is, if the sealing of the damaged part is insufficient, the restored internal pressure leaks from the damaged part, and thus the internal pressure obtained by the internal pressure recovery is temporarily beneficial to the later operability and there is a concern that it cannot be necessarily guaranteed after the damage operating performance. Since the particles according to the present invention are particles having a hollow structure with low specific gravity and high elasticity, when the gas in the space around the particles starts to leak from the damaged part after the tire is damaged, the particles are immediately separated from the flow based on the gas leakage in the space. Crowd together in the damaged part to instantly seal the wound of the damaged part. As described above, the sealing function of the damaged portion using particles is an essential function to support the internal pressure recovery function according to the present invention.

Although the particles according to the invention have a particularly low specific gravity, since not all particles are homogeneous, they have a distribution of specific gravity. As a measure for roughly dividing the above particles into two components in consideration of specific gravity, separation into a component (particles with a specific gravity of not less than 0.79) and a floating component (particles with a specific gravity of ) and arrange each particle under the definition as the precipitation component content to the total weight of the sample. Here, the characteristics found from the definition as the content of the precipitation component are as follows.

Among the particles arranged inside the tire, it is preferable that the content of particles having a specific gravity of not less than 0.79 is not more than 40% (mass ratio). First, the definition of the content of particles having a specific gravity of not less than 0.79 is based on the finding that particles having a specific gravity of not less than 0.79 control the durability of the particles. Therefore, when the content of particles having a specific gravity of not less than 0.79 exceeds 40% (mass ratio), since the pressure in the space around the particles is changed to atmospheric pressure by the damage of the tire, the breakage of the particles becomes very fast and the tire is greatly deflected and in operation The condition simultaneously drags the sidewall portion, and thus the sidewall portion is partially worn and there is a possibility that the tire ruptures before reaching the target running distance.

Although the preferred content of particles with a specific gravity of not less than 0.79 is limited from the above reasons, such content is preferably not more than 30% by mass, not more than 20% by mass, and further not more than 5% by mass.

Since the above effects are obtained by arranging particles having a given average bulk specific gravity and volume inside the tire, control of the tire structure itself is not required, and a new tire-rim combination can be provided by employing a general-purpose tire and a general-purpose rim.

In the present invention, it is preferable to provide the minimum internal pressure required at low internal pressure after tire damage, and the gas sealed in the closed cells of the particles does not leak to the outside of the particles at a given pressure, or forms closed cells in the particles. The continuous phase of the pores has the property of being almost impermeable to gas. Therefore, the particle continuous phase as a closed-cell matrix consists of a material with low gas permeability. Specifically, it is preferably composed of at least one material selected from the group consisting of polyvinyl alcohol resins, acrylonitrile-based copolymers, acrylic copolymers and vinylidene chloride-based copolymers, acrylonitrile/styrene resins (AS) , polyethylene resin (PE), polypropylene resin (PP), polyester resin (PET) and polystyrene/polyethylene copolymer (PS/PE). All of these materials can expand relatively easily in the tire and have flexibility to input based on tire deformation, which are particularly effective for use in the present invention.

In particular, it is preferable to apply any one of the following substances to the continuous phase of the particles: polyvinyl alcohol resin, acrylonitrile-based polymer, acrylic polymer, and vinylidene chloride-based polymer. As the acrylonitrile polymer, it is advantageous to use at least one selected from the group consisting of acrylonitrile polymers, acrylonitrile/methacrylonitrile copolymers, acrylonitrile/methyl methacrylate copolymers and acrylonitrile/methacrylonitrile Nitrile/methyl methacrylate terpolymer, and as acrylic polymer, advantageously at least one selected from the group consisting of methyl methacrylate resin (MMA), methyl methacrylate/acrylonitrile copolymer (MMA/AN), methyl methacrylate/methacrylonitrile copolymer (MMA/MAN) and methyl methacrylate/acrylonitrile/methacrylonitrile terpolymer (MMA/AN/MAN), And as the vinylidene chloride-based polymer, at least one selected from the group consisting of vinylidene chloride/acrylonitrile copolymer, vinylidene chloride/methyl methacrylate copolymer, vinylidene chloride/ Methacrylonitrile Copolymer, Vinylidene Chloride/Acrylonitrile/Methacrylonitrile Copolymer, Vinylidene Chloride/Acrylonitrile/Methyl Methacrylate Copolymer, Vinylidene Chloride/Methacrylonitrile/Methyl Methacrylate Methyl acrylate copolymer and vinylidene chloride/acrylonitrile/methacrylonitrile/methyl methacrylate copolymer. All these materials have small gas permeability constants and low gas permeability, so that they do not leak the gas in the closed cells to the outside and can maintain the pressure in the closed cells.

In addition, it is recommended that the gas permeability constant of the particle continuous phase at 30°C is not greater than 300×10 ^-12 (cc·cm/cm ² ·s·cmHg), preferably not greater than 20×10 ^-12 at 30°C (cc·cm/cm ² ·s·cmHg), more preferably a gas permeability constant at 30°C of not more than 2×10 ^-12 (cc·cm/cm ² ·s·cmHg). Considering the result that the inner liner in a common pneumatic tire has a sufficient internal pressure holding function at a gas permeability constant of not more than 300×10 ^-12 (cc·cm/cm ² ·s·cmHg), the particle The gas permeation constant of the continuous phase becomes not more than 300×10 ^-12 (cc·cm/cm ² ·s·cmHg) at 30°C. However, such a level of gas permeation constant is required to replenish the internal pressure every about 3-6 months, so that from a maintenance point of view, it is recommended that the gas permeation constant be no more than 20×10 ^-12 (cc·cm/cm ² ·s·cmHg ), more preferably not more than 2×10 ^-12 (cc·cm/cm ² ·s·cmHg).

As the gas constituting the closed cells of the particles, at least one selected from the group consisting of nitrogen, air, straight-chain and branched aliphatic hydrocarbons having 2-8 carbons and their fluorides, Alicyclic hydrocarbons and their fluorides, and ether compounds represented by the following general formula (I):

R ¹ -OR ² ....(I)

(wherein each of R ^{and R} is a monovalent hydrocarbon residue having 1-5 carbons and may be saturated or unsaturated and may contain linear or branched structures as well as structures containing rings). And likewise, the gas filled in the tire is usually air or air with oxygen partial pressure changed, but if the gas in the particles is not fluoride, it is preferably a gas that does not contain oxygen such as nitrogen, inert gas, etc. in view of safety.

In addition, the method of forming particles containing closed cells is not particularly limited, but it is preferable to use a foaming agent. As the foaming agent, there may be mentioned pyrolytic foaming agents that generate gas by pyrolysis, high-pressure compressed gas, liquefied gas, and the like.

In particular, a large number of pyrolytic blowing agents have the characteristic of generating nitrogen, so that particles obtained by properly controlling the reaction of such pyrolytic blowing agents contain nitrogen in their cells.

In the resin continuous phase forming the particles, emulsion polymerization is carried out while propane, butane, pentane, hexane, heptane, octane, cyclopropane, cyclobutane, cyclopentane, cyclohexane, cycloheptane , cyclooctane, etc. are liquefied and dispersed into the reaction solvent under high pressure, so that expandable resins can be obtained in which gas components such as propane, butane, pentane, hexane, heptane are sealed in the resin continuous phase in the liquid state , Octane, cyclopropane, cyclobutane, cyclopentane, cyclohexane, cycloheptane, cyclooctane, etc. When such particles are filled and heated in tires to form particles, propane, butane, pentane, hexane, heptane, octane, cyclopropane, cyclobutane, cyclopentane, cyclo Hexane, cycloheptane, cyclooctane, etc. As isomers of butane, pentane, hexane, heptane and octane, mention may be made of isobutane, isopentane, neopentane, 2-methylpentane, 2,2-dimethylbutane alkanes, methyl hexane, dimethyl pentane, trimethyl butane, methyl heptane, dimethyl hexane, trimethyl pentane, etc.

Also, the target tire can be obtained by subjecting the above expandable resin particles to a surface coating such as a surfactant, an oiling agent, etc. and expanding under heat in the tire. In addition, resin particles sealed with liquefied gas may be formed by previously expanding them under heating to form substantially spherical particles and compressing them into tires.

On the other hand, a tire contains an inner liner in its inner peripheral surface. Such an inner liner is preferably composed of a thermoplastic elastomer composition comprising a nylon resin with a melting point of 170-230° C. and a halide of isobutylene p-methylstyrene, wherein at a gelling ratio of 50-95% Dynamically vulcanized elastomer components. Since the nylon resin constitutes a continuous phase different from the conventional inner liner mainly composed of butyl rubber and gas permeation is very low and thus the function of the inner liner can be enhanced. In addition, an inner liner with rich flexibility and excellent heat resistance and durability is obtained by using a thermoplastic elastomer composition in which dynamic vulcanization includes isobutylene p-methylstyrene copolymer at a gelation ratio of 50-95% halide elastomer component. Due to the above characteristics of the inner liner, an environment favorable for maintaining gas in the closed cells of the particles can be created.

In addition, the gelation ratio is a value calculated by the following formula after performing Soxhlet extraction of the granulated compound after biaxial kneading with acetone in a water bath for 8 hours and further subjecting the residue to Soxhlet extraction with n-hexane 8 hours to extract the unvulcanized elastomer component in the solvent and then measure the weight of the extract with acetone and n-hexane after removal of the solvent.

Gelation ratio (%)=[weight of all compounds-{(extraction with acetone+extraction with n-hexane)-amount of stearic acid}]/weight of all compounds×100

In addition, the gas permeability constant of the inner liner at 30°C is not more than 20×10 ⁻¹² (cc·cm/cm ² ·s·cmHg). Since, even if the gas inside the cells leaks from the particles for some reason, when the gas permeability of the inner liner is low enough, the gas leakage from the outside of the tire outside the particle cells becomes small and it is advantageous to maintain the internal pressure of the tire. That is, the gas permeability of the inner liner is a factor that determines the pressure maintenance of the tire as a pressure vessel. In fact, the gas permeability constituting the continuous phase of the particles is substantially low, and it is additionally desirable to use an inner liner with low gas permeability.

In the present invention, the sealant base material may be filled inside the tire-rim assembly in which a large number of particles 3 are filled. In this case, when a damage such as a tear or the like is caused in the tire to release gas inside the tire to the outside through such a damaged portion, particles and a sealant base material violently flow into the damaged portion. As a result, the large space of the damaged part is firstly blocked by the particles moving to the damaged part, and the microspace between the damaged part and the particles is further filled by the sealant matrix material and the flow movement of the particles in the damaged part is controlled by the sealant matrix material. Thickness control to seal damaged sections with particles and sealant matrix material. Therefore, the gas in the tire does not leak to the outside. Therefore, the particles and the sealant base material bear a part of the function of sealing the damaged part and considerably shorten the time to the completion of sealing, so that the rupture of the tire and the rapid decrease of the internal pressure can be effectively controlled to maintain the safety of the tire for a constant time after the damage .

The sealant base material is not particularly limited unless it has fluidity, viscosity, etc. and can be appropriately selected according to the purpose of use. For example, it may preferably include ethylene-propylene copolymers, ethylene-propylene-diene terpolymers, polybutadiene, halogenated polybutadiene, polyisoprene, polyisoprene-butadiene copolymers butyl rubber, halogenated butyl rubber, polyethylene, polypropylene, acrylonitrile-butadiene copolymer, styrene-butadiene copolymer, synthetic polyterpenes, thermoplastic olefins, pentaerythritol esters of hydrogenated rosin, hydrogenated Triethylene glycol ester of rosin, vinyl toluene copolymer, alkyl aromatics, chroman-indene, depolymerized natural rubber, polybutene, etc. They may be used alone or in combination of two or more. Also, the molecular weight of such material is not particularly limited, but it is preferably about 500-5000 as the number average molecular weight.

In the case of using a sealant base material, the particle filling amount is not particularly limited and may be appropriately selected according to the purpose of use, but it is preferably not less than 0.1% (volume ratio).

When arranging a large number of particles 3 in a tire according to the invention, a liquid which does not substantially swell the continuous layer of particles can be further added to the inside of the tire. By adding such a liquid, the function of sealing the damaged portion in tire damage can be more enhanced to further extend the running distance behind the tire.

That is, the particles are highly fluid due to the substantially spherical shape and can be easily filled inside the tire-rim assembly through an inlet port having a small inner diameter such as a valve for a tire or the like. On the other hand, when the tire is damaged, the particles gather on the inner surface of the damaged portion to be ejected suddenly from the inner surface of the damaged portion toward the outside of the tire. However, the damage passage from the inner surface of the damaged part to the outer peripheral surface of the tire is not straight and shows a complicated form, so that the damage opening of the inner surface of the tire inspected in the course of the above passage enters, and thus the particles are in the compressed state on the inner surface of the damaged part. Aggregate to seal the damaged part with these particles. In this case, when the liquid is added to the inside of the tire together with the particles, depending on the affinity and viscosity of the liquid, several to several thousand particles can aggregate between the surface of the particles and the liquid, making it possible to employ the particles instantaneously in tire damage Aggregates clog the damaged part.

In addition, the specific gravity of the liquid to be added is significantly greater than that of the particles, so that it is greatly distributed on the inner surface of the tread portion of the tire by the centrifugal force accompanying the rotation during normal operation. This shows that from typical running times, a large number of particles are present as relatively large aggregates near the inner face of the tire tread portion. Therefore, when a tire is damaged due to running over foreign matter or the like, it is very effective to quickly seal the damaged portion by a larger portion of particles accumulated by a relatively large amount of liquid.

In addition, in order to obtain a tire filled with particles mixed with a liquid, the following precautions are taken in consideration of production.

That is, it is preferable to fill the particles into the tire in a high fluidity state or a dry state before being mixed with a liquid. The particles are mixed with a liquid to form aggregates as previously described. For this reason, particles mixed with liquid have very low fluidity and are difficult to fill into tires. Thus, the mixing of the liquids is efficient and defined by applying the liquid to the inner face of the tire or the inner face of the rim prior to filling, or by pouring the liquid into the interior of the tire-rim combination after particle filling.

It is required that the liquid to be added has the following properties: it does not particularly swell as the aforementioned particle continuous phase or does not cause a chemical reaction with it, and preferably does not cause swelling or a chemical reaction to the inner liner, and further it has no effect on the running The heat generation is stable and so on. For example, silicone oils, aliphatic polyvalent alcohols represented by diethanol and propylene glycol, and the like can be mentioned.

As shown in FIG. 2 , the tire-rim assembly may further contain expansion particles 10 capable of expanding volume by stimulation inside it. The expanded particle 10 is not particularly limited unless the volume can be expanded by a stimulus, but it preferably includes a blowing agent and a shell covering gas generated by expansion of the blowing agent in a closed state. And likewise, the stimulus is not particularly limited, but includes heat (exothermic, endothermic), pressure, vibration, and the like. When the running of the tire is continued in a state of causing damage by penetration of foreign substances such as nails, etc., a larger amount of heat is generated by friction, so that heat (especially exotherm) is preferable.

The blowing agent is the same as the gas used in the closed cells of the particles and includes at least one selected from the group consisting of nitrogen, air, straight-chain and branched aliphatic hydrocarbons with 2-8 carbons and fluorides thereof, Alicyclic hydrocarbons having 2-8 carbons and their fluorides, and ether compounds represented by the following general formula (I):

R ¹ -OR ² ....(I)

(wherein each of R ^{and R} is a monovalent hydrocarbon residue having 1-5 carbons and may be saturated or unsaturated and may contain linear or branched structures as well as structures containing rings).

As the foaming agent, a pyrolysis foaming agent, high-pressure compressed gas, liquefied gas, and the like can be used. In particular, pyrolysis blowing agents that generate gas by pyrolysis are preferred. As pyrolytic blowing agents, mention is made of dinitropentamethylenetetramine (DPT), azodicarbonamide (ADCA), p-toluenesulfonylhydrazine (TSH) and its derivatives and oxybisbenzenesulfonylhydrazine (OBSH). They may be used alone or in combination of two or more. As the high-pressure compressed gas, nitrogen, air, carbon dioxide, and the like are mentioned. As the liquefied gas, propane, butane, pentane, cyclopropane, cyclobutane, cyclopentane and the like are mentioned.

In addition, the foaming agent preferably starts to expand at a temperature of not lower than 100°C, preferably not lower than 120°C. That is, in a tire sufficiently under the internal pressure, there are few cases where the internal pressure exceeds 100° C., although it depends on the environmental conditions. On the other hand, when the tire is run in a state where foreign substances such as nails are pierced, even in an external environment of -20°C, there may be cases where the temperature around the remaining foreign substances is locally raised to not low at 100°C. In order to surely perform the expansion even under any environmental conditions, therefore, the expansion start temperature is preferably not lower than 100°C.

The particle size of the expanded particles is not particularly limited, but the average particle size before expansion by foaming is 1-200 μm, preferably about 1-40 μm. When the expanded particles have an average particle size in the above range, the volume expansion ratio is high, and they facilitate contact between foreign substances and the damaged portion, and the effect of sealing the space in the damaged portion and the effect of preventing internal pressure drop are excellent. When the average particle size is less than 1 µm, even if the expansion is achieved, there is little effect from the viewpoint of the volume expansion effect, and when it exceeds 200 µm, it is difficult for the particles to enter the interface between the foreign matter and the tire. Also, the expanded particles preferably have a volume expansion capability of not less than 5 times at the above expansion start temperature. When the expansion capacity is less than 5 times, if the particles are expanded in the contact surface between the foreign substance and the tire, the force to seal the space in the contact surface (the force that directly pushes the surface of the foreign substance or the tire contact surface) is lacking and it is difficult to obtain sufficient sealing Effect.

In the tire-rim combination shown in Fig. 1 or 2, when the particles which are substantially spherical and have an average bulk specific gravity of not more than 0.1 at atmospheric pressure are filled together with the sealant base material, particles with an average bulk specific gravity of not more than 0.3 can be used together. Particles, provided that it tends to reduce the internal pressure upon tire damage, ensure the minimum operation required by sealing only the damaged part rather than compensating pressure. In this case, the latter particles can be arranged inside the assembly so that the volume at atmospheric pressure is not less than 0.2% (volume), preferably not less than 0.5% (volume), more preferably not less than 1.0% (volume), especially not less than 5.0% (volume).

For the purpose of ensuring the minimum operation required by sealing only the damaged part, if the number of particles satisfies the above lower limit, the rapid decrease in internal pressure after tire damage can be controlled, but it is said to be sufficient to consider the accompanying weight increase of the tire-rim assembly The deterioration of driving comfort and drivability, and the cost, the particles are arranged in an amount of 20% (volume).

In addition, a large number of particles 3 having an average bulk specific gravity of not more than 0.1 under atmospheric pressure, which are arranged inside the tire-rim assembly according to the present invention, may include particles 3a having a diameter of not less than 10 μm but less than 1 mm under atmospheric pressure, having a diameter of not less than 1 mm However, particles 3b smaller than 5mm and particles 3c whose diameter is not smaller than 5mm but smaller than 5cm are schematically shown in FIG. 3 . Furthermore, Fig. 3 exaggerates the diameters of the three particles, and the diameter ratios among the particles do not necessarily follow those illustrated.

That is, when a tire is damaged, for example, when a foreign substance such as a nail or the like passes through the inside of the tire and falls off therefrom immediately, the open wound formed by the foreign substance is relatively small, so that relatively small-sized particles 3a having a diameter of less than 1 mm are required for use. Particles 3 seal open wounds.

On the other hand, when the foreign matter through the inside of the tire remains in the tire without coming off for a long time, the open wound formed by the foreign matter grows greatly, so that there are cases where it is not possible to sufficiently use only the tire with a diameter of less than 1 mm. Particles 3a seal open wounds. Therefore, it is preferable to mix particles 3b having a diameter of not less than 1 mm but less than 5 mm.

Furthermore, when a larger injury is caused by pushing the sidewall part of the tire onto the curb, or when a so-called side cut is caused, the size of the open wound extends, for example, to a minimum diameter of 5 cm. To surely develop the sealing ability to open wounds even in such large lesions, particles 3c having a diameter of not less than 5 mm but less than 5 cm are effective.

As the particles 3c having a diameter of not less than 5 mm but less than 5 cm, it is advantageous to use a compressed elastic body mentioned in detail below. A compressive elastic object means an object that changes volume and generates stress in compression and has the ability to recover when the compression is released. That is, it is preferable to compress the elastic body hollow body and the gas or composite material contained in the hollow body. Likewise, all multiple compression elastic bodies may comprise gas in a hollow body or composite materials in a hollow body. Additionally, a portion of the multiple compression elastic body may comprise gas in the hollow body, and a remaining portion comprise composite material in the hollow body. In addition, each type of hollow body, gas type and composite material type included in the multiple compression elastic body may be one or more.

A hollow body in a compressive elastic object may have the ability to restore itself to a given shape by spontaneously transforming the hollow body. In particular, when a gas is included inside, as described in detail below, the hollow body is effectively self-healing. The gas permeability constant of the hollow body at 30°C is preferably 10 ⁻¹⁰ to 10 ⁻⁹ (cc·cm/cm ² ·s·cmHg).

In particular, the hollow body is preferably composed of at least one substance selected from the group consisting of polyolefins, thermoplastic polyurethanes and rubber compositions containing butyl rubber. In particular, thermoplastic polyurethane having elongation is preferable. As the polyolefin, polyethylene, polypropylene, polystyrene/polyethylene copolymer and the like can be mentioned, and among them polyethylene is preferred. As the butyl-based rubber, there may be mentioned halides of isobutylene/p-methylstyrene copolymer, butyl rubber, halogenated butyl rubber, and the like.

Furthermore, the hollow body has a thickness of 10-200 μm, preferably 20-100 μm and contains a gas or a composite material therein. Where a gas is included in the hollow body, various gases can be used. For example, gases with high stability are advantageously used, which include ordinary air or air with adjusted partial pressure of oxygen and/or nitrogen. Where both air and nitrogen are used, any mixing ratio may be employed. On the other hand, when a composite material is included inside the hollow body, it preferably includes a polymer and continuous cells.

As the polymer constituting the composite material, there may be mentioned polymers containing polar functional groups in their molecules, polyolefins and elastomers, but it is not limited thereto. As the polymer containing a polar functional group in its molecule, there may be mentioned polyurethane, melamine resin, polyvinyl alcohol resin, acrylonitrile-based polymer, acrylic polymer, divinylidene chloride-based polymer, acrylonitrile/ Styrene resins and polyester resins.

As acrylonitrile polymers, mention may be made of acrylonitrile polymers, acrylonitrile/methacrylonitrile copolymers, acrylonitrile/methyl methacrylate copolymers and acrylonitrile/methacrylonitrile/methyl methacrylate ternary polymers copolymer. As acrylic polymers, mention may be made of methyl methacrylate resins, methyl methacrylate/acrylonitrile copolymers, methyl methacrylate/methacrylonitrile copolymers and methyl methacrylate/acrylonitrile/methacrylate resins. Acrylonitrile terpolymer. As vinylidene chloride-based polymers, mention may be made of vinylidene chloride/acrylonitrile copolymers, vinylidene chloride/methyl methacrylate copolymers, vinylidene chloride/methacrylonitrile copolymers, vinylidene chloride Ethylene/acrylonitrile/methacrylonitrile copolymer, vinylidene chloride/acrylonitrile/methyl methacrylate copolymer, vinylidene chloride/methacrylonitrile/methyl methacrylate copolymer, and vinylidene chloride /Acrylonitrile/Methacrylonitrile/Methyl Methacrylate Copolymer. As the polyolefin, polyethylene, polypropylene, polystyrene/polyethylene copolymer and the like can be mentioned, and among them polyethylene is preferred. As the elastomer, there may be mentioned vulcanizable elastomers such as halides of isobutylene/p-methylstyrene copolymer, butyl rubber, halogenated butyl rubber, etc., and thermoplastic elastomers such as styrene-butadiene-styrene copolymer things etc.

Furthermore, the polymer constituting the composite material is preferably a polymer containing a polar functional group in its molecule, preferably polyurethane.

The size of the continuous cells in the composite material can be appropriately selected according to the application or the purpose of using the tire, etc. and is not particularly limited. However, when the size of the continuous cells is too large, it tends to deteriorate the durability of the composite itself.

In addition, the density of the composite material at atmospheric pressure is preferably 0.012-0.12 g/cm ³ , preferably 0.015-0.06 g/cm ³ . When the density is too high, it tends to increase tire weight, while when the density is too low, it tends to deteriorate the durability of the composite.

On the other hand, when the composite material is composed of a foam, the expansion ratio under atmospheric pressure is preferably 10-100 times, preferably 20-80 times. When the expansion ratio is too low, it tends to increase tire weight, and when the expansion ratio is too high, it tends to deteriorate the durability of the composite.

The volume of each compressed elastic body used here can be appropriately selected according to the purpose and application and is not particularly limited, but its diameter is preferably within the range of the above-mentioned particle diameter. Also, multiple compressive elastic bodies are used here, but their volumes can be the same or different.

The preparation of the compressed elastic body is not particularly limited and may include following the first to fourth methods. The first to third methods relate to production methods of a compressed elastic body including a composite material in a hollow body, and the fourth method relates to a production method of a compressed elastic body including a gas in a hollow body.

The first method is a method in which a bag-shaped hollow body is provided and a composite material is placed therein and thereafter the opening portion of the bag-shaped hollow body is closed. The method of closing the opening part depends on the material used for the hollow body, etc., but may include, for example, an internal heating system such as a high-frequency heating process, an ultrasonic sealing process, etc., and an external heating system such as a heat sealing process, a pulse sealing process, etc.

In the second method, a bag-shaped hollow body is provided and a foamable composition is placed therein. A foamable composition is a composition that is later formed into a composite. Thereafter, the hollow body including the foamable composition is arranged in a mold or the like and shaped.

The third method is a method in which the foamable composition is placed in a mold or the like and then molded and expanded. In this case, the non-intumescent layer produced by expansion as the outermost layer corresponds to the hollow body.

The fourth method is a method in which a bag-shaped hollow body is provided and an opening portion of the bag-shaped hollow body is filled therein with gas and thereafter closed. As a method of closing the opening portion, one of the methods described above can be used.

In addition, when a foamable material is used as a composite material, a method using a blowing agent is preferable. As the foaming agent, there may be mentioned pyrolytic foaming agents that generate gas by pyrolysis, high-pressure compressed gas, liquefied gas, and the like.

In particular, a large number of pyrolytic blowing agents have the property of generating nitrogen, so that a composite material obtained by properly controlling the reaction of such pyrolytic blowing agents contains nitrogen in its blowing agent.

Also, when a foamable material, especially polyurethane foam, is used as a composite material, a method can be mentioned in which water is used as a blowing agent and a carbon dioxide gas is generated by the reaction of water with isocyanate as a monomer. In addition, physical methods, among others, inertness, evaporation of low-boiling point solvents by employing the heat of reaction in polymer formation, and the like may be mentioned.

Regarding the sealing ability of the above open wounds, it is advantageous to arrange a number of sealing sheets 11 with a maximum diameter of not less than 2 cm together with a large number of particles 3 inside the tire, as shown in FIG. 4 . That is, thermoplastic polyurethane, polyolefin-based resin, nylon-based resin, etc. may be applied to the sealing sheet 11, but are not particularly limited thereto.

Sealing of open wounds can be surely performed by placing many sealing sheets 11 in the tire, since the sealing sheets 11 also act as the above-mentioned particles 3a-3c. In the embodiment of FIG. 4 , relatively small sized particles having a diameter of less than 1 mm are shown as particles 3 , but the sealing sheet 11 may be arranged in a mixture of particles of various sizes as shown in FIG. 3 . That is, in addition to relatively small-sized particles having a diameter of less than 1 mm, either or both of particles having a diameter of not less than 1 mm but less than 5 mm, particles having a diameter of not less than 5 mm but less than 5 cm may be arranged in the tire.

And also, for arranging the sealing sheet in the tire, the method of adding it to the tire during rim assembly and before being fixed to the bead is simple, but it is not limited thereto. Into the tire-rim combination after being fixed on the rim, the sealing sheet previously mixed with the above particle group may be filled.

Thereafter, methods of applying a given internal pressure to various tire-rim assemblies as shown in FIGS. 1-4 are explained in detail.

The tire-rim assembly having the above-mentioned structure can be obtained by filling particles containing cells, in which the inside of the cells will be sealed in the interior of the tire-rim assembly under a high-pressure environment under a pressure environment higher than atmospheric pressure The pressure is controlled to a given range.

First, substantially spherical cell-containing particles are produced by heating and expanding resin particles each coated with a blowing agent such as liquefied gas or the like. As shown in FIG. 5, a large amount of thus obtained cell-containing particles is stored in a pressure-resistant storage tank 20, the storage tank is filled with nitrogen gas or the like under a higher pressure of not less than 150 kPa, and the tire-rim assembly 21 is passed through The transfer mechanism is connected to the storage tank 20, and transfers the cell-containing particles in the storage tank together with the gas in the tank to the inside of the tire-rim assembly 21 for filling of the cell-containing particles.

As the transfer mechanism for the cell-containing particles, there can be mentioned a method in which the storage tank 20 is connected to the inlet port 21a arranged on the tire-rim assembly 21 through the pipeline 22, and the The pipeline 23 extending from the outlet port 21b arranged at a position where the inlet port 21a of the rim assembly 21 is separated by 180° is connected to a diaphragm pump 24, as shown in FIG. 5 . In the continuous passage thus formed, when the diaphragm pump 24 is activated to form the suction flow shown by the arrows in the lines 22 and 23, the cell-containing particles inside the storage tank 20 can be directed to the inside of the tire-rim assembly. .

In this case, a filter 25 that passes gas but not bubble-containing particles is connected to the outlet port 21b of the tire-rim assembly 21, as shown in FIG. In the connecting part of the road 23, as shown in FIG.

On the other hand, the pipe 27 in the double pipe structure shown in FIG. 8 is connected to the inlet port 21a without disposing the outlet port 21b in the tire-rim assembly, so gas and cell-containing particles can be supplied through the inner pipe 27a. And the gas in the tire can be sucked through the outer tube 27b.

In any case, the filling of the cell-containing particles is performed while sucking the gas inside the tire and the like to the outside, but the filling of the cell-containing particles may be performed without sucking the gas inside the tire. However, in the case of filling small-sized cell-containing particles having an average particle size of not more than 1 mm, it is necessary to suck and release the air inside the tire for avoiding clogging near the inlet port by such particles. Concomitantly, the transfer rate of the cell-containing particles can be changed according to the inhaled amount.

As shown by the arrow 28 in FIG. 5 , the gas discharged from the diaphragm pump 24 is directed to the storage tank 20 to form an annular closed system of "storage tank→tire-rim assembly→storage tank→·····". In this case, it is advantageous to carry out the filling of the cell-containing particles while maintaining the interior of such a system in a pressurized state.

That is, when the interior of the tire-rim assembly is filled with cell-containing particles compressed at a higher pressure in the storage tank 20, if the internal pressure is turned to atmospheric pressure, the restoring force of the volume acts to displace the cell-containing particles Pushes onto the inner face of the tire and thus creates tension in the tire. This tire tension is the most important factor in the development of various tire performance and plays the role of air in ordinary pneumatic tires.

The object of the present invention is to compress the restoring force of the cell-containing particles and conduct various studies on filling the cell-containing particles capable of providing safe tire performance into the inside of the tire-rim assembly, while employing the above effects to maintain the performance required by the tire , and the result is the method already established above.

In addition, the use of a tire filled with cell-containing particles without compression does not cause tire casing tension, and has the following disadvantages.

First, the absolute lack of rigidity for inputs such as in-run traction, braking forces, lateral forces, etc. makes it impossible to stabilize the behavior of the vehicle and the tire cannot be called a safe tire.

Secondly, the deflection to the road increases, and the amount of deformation of the cell-containing particles in the tire increases. This promotes heat generation in terms of hysteretic losses of the cell-containing particles but also rupture or creep of the cell-containing particles.

In the present invention, it is necessary to arrange the inlet ports 21a for the cell-containing particles and the outlet ports 21b for the outside air in the tire shown in FIG. 54 in plural numbers. Furthermore, it is preferable that the inlet port and the outlet port exist at symmetrical positions on the circumference with respect to the tire rotation axis. Since, the cell-containing particles tend to fill (merge) at high density near the inlet port and the outlet port, so that the weight distribution of the cell-containing particles is non-uniformized to cause deterioration of uniformity. This induces the occurrence of vibration during tire rotation, which causes deterioration of ride comfort, driving stability and tire uniformity. As a countermeasure against this inconvenience, it is effective to arrange the inlet port and the outlet port at symmetrical positions with respect to the tire rotation axis.

As another measure for improving the uniformity, a method of filling the cell-containing particles while applying vibration to the tire is effective. This facilitates the movement of the cell-containing particles by the application of vibration and makes it possible to avoid coalescence into specific positions and hopefully has the effect of avoiding clogging of the inner tube by powder by the application of vibration.

In addition, the application of vibration brings about an increase in the packing density of the cell-containing particles (decrease in the apparent volume) and there is a possibility that a space not containing the cell-containing particles is formed inside the tire. Therefore, it is advantageous to carry out the application of vibrations in the filling.

As a process of applying vibration, a jig can be used that can simply attach or detach the wheel cover 31 fixed with the ball vibrator 30 manufactured by Exxen Corporation, and rotate the steel ball to the combination 21 of the tire 1 and the rim 2 by compressed air , as shown in Figure 9. Also, a percussion-type vibration-applying machine may be used.

Such a vibration applying mechanism can be arranged directly on the tire-rim assembly as a detachable mechanism, or on the side of a filling device such as a storage table 32 (see FIG. 9 ) for holding the tire-rim assembly.

As shown, for example, in FIG. 10, a storage tank 20 for cellular particles includes a first tank 20a and a second tank 20b, wherein a given amount of measured cellular particles is transferred from the first tank 20a. To the second tank 20b and fill the tire-rim assembly with an accurately weighed amount of cell-containing particles from the second tank 20b. In this case, since it has a large size for storing a large amount of material, the first tank 20a is not suitable for accurate weighing, so that it is preferable to provide the weighing function to the second tank 20b. That is, an accurate filling amount can be obtained by weighing a given amount of cell-containing particles in advance, and transferring them to the second tank 20b, and measuring the amount reduced by filling into the tire. In this case, both filling and weighing are achieved by, for example, placing the second tank 20b on the balance 23 and performing filling in such a state.

Furthermore, the storage tank preferably has a pressure change function and a pressure sensor for regulating the pressure. That is, it is possible to adjust the pressure in the storage tank by the pressure changing function, and fill the cell-containing particles adjusted to a given pressure. For example, as shown in FIG. 11 , compressed air obtained by using an air compressor 34 is introduced into the storage tank through a regulator 35 , and the pressure can be changed by arranging a valve for leakage (leakage valve) on the tank 20 .

Since the gas regulated to the required pressure is always supplied through the regulator 35, even if the pressure is reduced by a leak on the side of the tank, the pressure is automatically increased to the required value. In addition, it is preferred to arrange a filter on the leak valve so as not to dislodge the cell-containing particles from the inside of the tank.

In the thus obtained tire-rim combination, the necessary envelope tension can be provided to the tire. That is, by arranging cell-containing particles inside the tire instead of filling the tire with air, a tension corresponding to the internal pressure of the tire is given, so that a new method of applying internal pressure different from conventional methods is established.

According to the present invention, it is possible to provide a new tire-rim combination only by subjecting any tire and any rim to minimal machining without requiring changes and controls of the tire structure. Even if the tire in such a combination is subjected to external damage by running over, for example, a nail or the like, a decrease in the tension of the envelope as in a conventional pneumatic tire is not easily caused. Since, when external damage is caused in the tire to lose the compressed gas from the inside of the tire to the outside, the pressure around the cell-containing particles decreases, but the volume is increased by the restoring force of the compressed cell-containing particles to regenerate the envelope tension. Therefore, a punctured state as in a conventional pneumatic tire does not occur.

Even when the size of the cell-containing particles is small, the possibility of expulsion of the cell-containing particles from external damage to the outside of the tire is very low, and there is no problem of resistance to damage under normal use conditions.

Today, tires are products that are fitted to vehicles from their manufacturers through various markets. There are mainly cases where tires are supplied from a tire manufacturer to a car manufacturer and mounted on a new car by the car manufacturer, and cases where the owner of the vehicle gets the tires from a tire sales store, so that there are many parties who provide the tires.

Since an internal pressure is applied to a conventional tire by a medium such as air, air filling at any position can be performed so that the sealing of the tire itself is sufficient as a tire providing system. However, the tire-rim combination in which the internal pressure is applied by filling the cellular particles presupposes the filling of the cellular particles, making it an urgent task to establish a supply system exclusively for tires filled with the cellular particles.

The inventors of the present invention have earnestly studied supply measures suitable for tires filled with cellular particles and found the following supply methods and service methods accompanying them.

First, the following methods (A) to (C) are favorably used as a supply method of a tire filled with cell-containing particles.

(A) In the process of transferring the tire-rim assembly filled with the cell-containing particles to its supply party, the inside of the tire-rim assembly including the cell-containing particles is adjusted to a given pressure. This method is suitable for the case where it is used to allow enough time for the internal pressure of the closed cells in the cell-containing particle to reach a given internal pressure until reaching the supplying party, for example, the following cases: the supplying party is remote, etc., especially as follows Situation: Exporting tire-rim assemblies to various overseas countries.

(B) After adjusting the tire-rim assembly filled with cell-containing particles to a given pressure, such tire-rim assembly is transferred to a supply party. This method is suitable for situations where there is a high probability that it is possible to store the tire-rim combination for a constant time until at least the internal pressure of the closed cells in the cellular particles reaches a given pressure and thereafter the tire user immediately takes and uses it Such a tire-rim combination.

(C) Transferring the cell-containing particles to the supplying party for use in a tire-rim assembly under a given pressure environment in a stored state, and then maintaining the cell-containing particles in which the pressure inside the closed cells is at a given pressure The porous particles are filled into the interior of the tire-rim combination present at the supplying party or diverted from the cell-containing particles at the supplying party's side. That is, the filling of the cell-containing particles is performed on the supplier side. For example, when the cell-containing particles are transferred to a tire sales store in a high-pressure environment in a stored state, it is also possible to fill the cell-containing particles into a tire-rim assembly pre-installed on a vehicle, that is, an active tire- The rim combination thus makes it possible to repurpose conventional tires as safety tires. This method is suitable for the case where the tire user wishes to obtain and use the tire-rim combination according to the invention on site, wherein the tire user can freely choose the combination of tire type, wheel size, brand and design etc.

In addition, even when the tire user previously owned the tire-rim assembly or acquired only either the tire or the rim, the tire-rim assembly according to the present invention can be provided so that the above method can meet various needs of customers.

Next, with regard to a driver of a vehicle mounted with the tire-rim assembly provided according to any one of the supply methods (A)-(C) above, an embodiment of customer service is described.

In the implementation of this service, an internal pressure sensor is first arranged on the tire-rim combination, and at the same time, the vehicle is required to have terminal equipment for transmitting specific information including location information and information related to tire failures, such as radio devices, PHS, with GPS (Global Positioning System)-enabled mobile phones, navigation systems, etc.

In addition, as the "specific information" used here, the internal pressure of the tire, the position of the vehicle, the type of the vehicle, the size of the tire, the installation position of the tire where the failure occurred, and the like are specifically mentioned.

When an abnormal decrease in internal pressure is detected by the internal pressure sensor, specific information is transmitted from the end device. This information is preferably transmitted automatically.

Then, the specific information transmitted is transmitted to the information control server through the communication control part such as telephone line, satellite communication, etc., and the information control server contains a database part such as a tire service network that pre-selects the location information of service shops that store tires for sale and maintenance.

The information control server that receives the information collects the information of the maintenance workshop in the area where the vehicle is positioned from the database part and transmits the collected maintenance workshop information through the communication control part.

The transmitted service shop information is received by the end device, and together with the collected repair shop information and the alarm of tire internal pressure drop, is transmitted to the driver through the information transmission mechanism provided on the vehicle. As a result, the driver can easily know the nearest service workshop such as a tire sales workshop or a tire repair factory from the transmitted information and can go directly to the nearest service workshop quickly.

As information transmission means, there may be mentioned display means such as monitors and the like, acoustic means such as sound and the like. In particular, in the case of vehicles with a navigation system, the location of the nearest service workshop can be displayed on a map.

Also, the information control server can transmit the specific information of the vehicle to the collected nearest service workshop through the communication control part. In this case, the advantage is that the operator in such a service workshop can wait for the arrival of the vehicle in a state in which the cell-containing particles are compressed at a given pressure enough to compensate for the decrease in internal pressure.

The following examples are provided to illustrate the invention and not to limit it.

Embodiment 1-12, comparative example 1-5

A combination of a passenger car tire with a tire size of 175/70R13 and a rim with a size of 5J×13 and a tire size of 11R22 was prepared by applying particles with various specifications shown in Tables 1 and 2 to the tire with the structure shown in Figure 1 Combinations of .5 truck and utility car safety tires and rims of size 750 x 22.5, as shown in the same table. Here, the tire 1 is of general construction according to the type and size of the tire of interest. In addition, the kinds of resin compositions constituting the particle continuous phase in Tables 1 and 2 are shown in Table 3. The resin particles in which the gas component was coated as shown in Table 3 were heated and expanded to form particles, and at various average bulk specific gravity shown in Tables 1 and 2, the particles thus obtained were incorporated inside the tire. Similarly, the types of inner liner rubber are shown in Table 4.

Here, the internal volumes of the tires in Tables 1 and 2 are determined by the volumes comprised by the tire and the rim. Thus, the internal volume of a tire can be determined from the weight gain by assembling the tire on a rim and filling it with a non-compressible fluid of known specific gravity, such as water, to its interior, thus using water at this time.

And likewise, the volumetric amount of particles used at atmospheric pressure is measured according to the following formula.

The volume of particles used under atmospheric pressure = the total weight of particles filled in the tire / the average bulk specific gravity of particles under atmospheric pressure

With regard to the tires thus obtained, the amount of deflection of the wheels was measured at a distance of 5000 km before and after the drum test under the following conditions: safety tires for passenger cars running under a load of 3.53 kN at a speed of 90 km/h and trucks and buses The safety tire was run at a speed of 60 km/h under a load of 26.46 kN, and the deflection displacement (tire height before running under load - tire height after running under load) before and after the drum test was expressed based on The tire height under load before running is an index of 100. The smaller the index value, the better the result.

Now, the bearing of the load means that the strength to resist the external force exists inside the tire. While in conventional tires this force is generated by the air present inside the tire, in the tire according to the invention it is generated by the particles filled inside the tire and the gas present in the space around the particles. When the two compete with each other, the tire maintains the original shape and does not cause failure during operation, but when the force inside the tire is reduced due to air from the inside, etc., the tire is gradually deformed by the force from the outside to cause a deflection phenomenon. Leakage of air from the inside means in the case of conventional pneumatic tires the leakage of the air filled inside the tire to the outside of the tire, and in the case of tires according to the invention the leakage of gas from the inside of the cells in the particles to the outside of the particles or the space around the particles Leaks and the gas originally present in the space around the particles escapes to the outside of the tire.

Therefore, in the present invention, the increase ratio of the amount of deflection in the tire is expressed as an indication of the change in the tire's load-supporting capacity obtained.

In addition, the passenger car tire after the above drum test was mounted on a 1500cc class passenger car and a nail with a diameter of 3 mm and a length of 3 cm was passed through the tread from the outside of the tire tread to form external damage, and then the car was placed on the test line During a run at a speed of 90 km/h, with a load capacity corresponding to the weight of four occupants, a maximum distance of 300 km, during which an available run distance of not less than 200 km was successful. On the other hand, the tires of trucks and buses after the above drum test were subjected to external damage by passing a nail having a diameter of 5 mm and a length of 8 cm through the tread from the outside of the tire tread, and then mounted on a truck In fact, it was successful during the test circuit at a speed of 60km/h, under 100% load, at a maximum distance of 100km, during which an available running distance of not less than 40km was successful.

The results of these measurements are also shown in Tables 1 and 2.

Table 1 Comparative example 1 Comparative example 2 Example 1 Example 2 Example 3 Comparative example 3 Example 4 Example 5 Example 6 Example 7 Types of hollow particle compositions - No.1 No.1 No.2 No.3 No.4 No.5 No.6 No.7 No.8 Volumetric amount of hollow particles used at atmospheric pressure (1) ( ^* 1) - 18.9 18.9 18.9 18.9 18.9 18.9 18.9 18.9 18.9 Types of gas fractions in cells - propane propane Cyclopropane Hexane Nitrogen Nitrogen Isobutane Isopentane Isobutane Average bulk specific gravity (g/cc) - 0.05 0.05 0.06 0.095 0.11 0.06 0.022 0.019 0.023 Initial tire internal pressure (pressure near hollow particles: kPa) ( ^* 2) 300 140 150 180 200 200 250 300 300 300 Types of lining rubber A A A A A A A B B B Changing the ratio of deflection before and after the drum test 2.2 5.3 4.7 3.6 2.5 2.7 2.1 1.6 1.6 1.6 Usable running distance (km) after tire damage ( ^* 3) 1.3km tire rupture 170km breakdown 220km breakdown 225km breakdown 205km breakdown 175km breakdown 240km breakdown 300km full operation 300km full operation 300km full operation

( ^* 1) Inner volume of tire: 21 liters, size: 175/70R13 + rim: 5J-13

( ^* 2) After filling the tire with hollow particles, adjust the inner volume of the tire while preventing the leakage of particles through the filter

( ^* 3) A running distance of not less than 200km is successful

Table 2 Comparative example 4 Comparative example 5 Example 8 Example 9 Example 10 Example 11 Example 12 Types of hollow particle compositions - No.1 No.1 No.5 No.6 No.7 No.8 Volumetric amount of hollow particles used at atmospheric pressure (1) ( ^* 1) - 114 114 114 114 114 114 Types of gas fractions in cells - propane propane Nitrogen Isobutane Isopentane Isobutane Average bulk specific gravity (g/cc) - 0.05 0.05 0.06 0.022 0.019 0.023 Initial tire internal pressure (pressure near hollow particles: kPa) ( ^* 2) 800 1000 900 800 800 800 800 Types of lining rubber A A A A A A A Changing the ratio of deflection before and after the drum test 5.1 4.3 4.7 5.1 5.2 5.2 5.1 Usable running distance (km) after tire damage ( ^* 3) 1.0km tire rupture 15km breakdown 42km breakdown 54km breakdown 60km breakdown 56km breakdown 51km breakdown

( ^* 1) Inner volume of tire: 21 liters, size: IIR22.5, rim: 750×22.5

( ^* 2) After filling the hollow particles in the tire, adjust the inner volume of the tire while preventing the leakage of the particles through the filter

( ^* 3) A running distance of not less than 40km is successful

table 3 No. The compound name of the continuous phase manufacturer trademark Gas components included in cells Average bulk specific gravity (g/cc) 1 Acrylonitrile polymer - test product propane 0.05 2 Acrylonitrile/Methacrylonitrile Copolymer - test product Cyclopropane 0.06 3 Vinylidene Chloride/Acrylonitrile/Methacrylonitrile Terpolymer - test product Hexane 0.095 4 Acrylonitrile/Methacrylonitrile Copolymer - test product Azodicarbonamide 0.11 5 Methyl Methacrylate/Acrylonitrile Copolymer - test product Azodicarbonamide 0.06 6 Methyl Methacrylate/Acrylonitrile Copolymer Aquzo-Novel Corp. EXPANCEL053 Isobutane 0.022 7 Methyl Methacrylate/Acrylonitrile/Methacrylonitrile Terpolymer Aquzo-Novel Corp. EXPANCEL091 Isopentane 0.019 8 Vinylidene Chloride/Acrylonitrile Copolymer Aquzo-Novel Corp. EXPANCEL461 Isobutane 0.023

Table 4 Types of lining rubber A B Nylon 11 (manufactured by Atochem.Co., Ltd.: Rilsan BMNO) - 8 Nylon 6/66 copolymer (manufactured by Toray Industries Inc.: AmilanCM6001) - 32 Nylon 6/66 copolymer (manufactured by Toray Industries Inc: AmilanCM6041) - - Br-IPMS (Exxon Chemical Co., Ltd.: EXXPRO 89-4) - 60 HNBR (Nippon Zeon Co., Ltd.: Zetpol 1020) - - ENR (Made in Malaysia: 50% Epoxidized Natural Rubber) - - NR - - BR - - Butyl rubber (JSR BUTYL 065) 100 - Carbon black (Tokai Carbon, Co., Ltd, Seast V) 70 - Spindle oil 11 - stearic acid 0.5 0.6 Zinc stearate - 1.2 Magnesium oxide (Kamishima Kagaku Kogyo Co., Ltd.) 1.0 - Accelerator DM (Kawaguchi Kagaku Kogyo Co., Ltd. ACCELDM) 1.0 - Indene coumarone resin (Mitsubishi Chemical Corp., Cumarone NG) 10.0 - Zinc white 0.5 0.3 Accelerator M (Ouchi-Shinko Chemical Co., Ltd. NOCCELER M) - - Accelerator TT (Ouchi-Shinko Chemical Co., Ltd. NOCCELER TT) - - Accelerator DPG (Ouchi-Shinko Chemical Co., Ltd. NOCCELERD, DT) 0.1 - Vulcanization accelerator (Ouchi-Shinko Chemical Co., Ltd. NOCCELERNS-F) - - powdered sulfur 1.0 - The method of adding crosslinking agent rubber mixing rubber mixing Gelation ratio (%) - 83 Gas permeability constant (10 ^-12 cc·cm/cm ² ·s·cmHg) 200 11

Measurement of gas permeability constant:

Model MT-C3 manufactured by Toyo Seiki Seisakusho

JIS K7126(1987)

(Test Method for Gas Permeation in Plastic Films and Sheets (A-Method))

Embodiment 13-23, comparative example 6-9

A combination of a passenger car safety tire with a tire size of 205/60R15 and a rim with a size of 6J×15 was prepared by applying particles with various specifications shown in Table 5 to the tire with the structure shown in Figure 1, as in the same shown in the table. Also, combinations of truck and bus tires with a tire size of 11R22.6 and wheel rims with a size of 750×22.5 were prepared by applying particles having various specifications shown in Table 6. Here, the tire 1 is of general construction according to the type and size of the tire of interest. In addition, the resin compositions constituting the continuous phase of the particles in Tables 5 and 6 are shown in Table 3 above. The resin particles in which the gas components shown in Table 3 were coated were heated and expanded to form particles, and at the volume filling ratios shown in Tables 5 and 6, the particles thus obtained were incorporated inside the tire. Similarly, the types of rubber used for the inner liner are shown in Table 4 above.

Regarding the tire thus obtained, the amount of deflection of the tire was measured in the same manner as in Example 1, from which the deflection shifted before and after the drum test (tire height before running under load - tire height after running under load ) is expressed as an index of 100 based on the tire height under load before running. The smaller the index value, the better the result. And also, in the same manner as in Example 1, after each tire after the drum test was externally damaged by passing a given nail through the tread from the outside of the tire tread, the usable running distance was measured.

The results of the measurement are also shown in Tables 5 and 6.

table 5 Comparative example 6 Comparative example 7 Example 13 Example 14 Example 15 Comparative example 16 Example 17 Example 18 Example 19 Types of hollow particle compositions - No.1 No.1 No.2 No.3 No.4 No.6 No.7 No.8 Volumetric volume of hollow particles used at atmospheric pressure(1) - 21.28 22.80 30.40 36.48 24.32 33.44 33.44 45.60 Types of gas fractions in cells - propane propane Cyclopropane Hexane Nitrogen Isobutane Isopentane Isobutane Average body specific gravity (g/cc)( ^* 1) - 70 75 100 120 80 110 110 150 Content of components with specific gravity not less than 0.79 in hollow particles (% (mass ratio)) - 16.0 16.0 16.2 16.2 16.1 16.3 16.3 16.3 Types of lining rubber A A A A A B B B B Initial tire internal pressure (kPa) ( ^* 2) 300 300 300 300 300 150 280 270 270 Changing the ratio of deflection before and after the drum test 2.3 2.3 2.3 2.3 2.5 2.3 2.3 2.3 2.7 Usable running distance (km) after tire damage ( ^* 3) 1.5km tire rupture 160km breakdown 300km full operation 300km full operation 250km breakdown 300km full operation 285km breakdown 260km breakdown 225km breakdown

( ^* 1) Inner volume of the tire: 30.4 liters

( ^* 2) After filling the tire with hollow particles, adjust the inner volume of the tire while preventing the leakage of particles through the filter

( ^* 3) A running distance of not less than 200km is successful.

Table 6 Comparative example 8 Comparative example 9 Example 20 Example 21 Example 22 Example 23 Types of hollow particle compositions - No.1 No.1 No.6 No.7 No.8 Volumetric amount of hollow particles used at atmospheric pressure(1) - 84 90 102 120 144 Types of gas fractions in cells - propane propane Isobutane Isopentane Isobutane Average body specific gravity (g/cc)( ^* 1) - 70 75 85 100 120 Content of components with specific gravity not less than 0.79 in hollow particles (% (mass ratio)) - 16.0 16.1 16.2 16.2 16.1 Types of lining rubber A A A A A A Initial tire internal pressure (kPa) ( ^* 2) 800 800 800 800 800 800 Changing the ratio of deflection before and after the drum test 5.2 4.2 4.7 4.8 4.5 4.2 Usable running distance (km) after tire damage ( ^* 3) 1.0km tire rupture 18km breakdown 60km breakdown 65km breakdown 56km breakdown 43km breakdown

( ^* 1) Inner volume of tire: 21 liters, size: IIR22.5, rim: 750×22.5

( ^* 2) After filling the tire with hollow particles, adjust the inner volume of the tire while preventing the leakage of particles through the filter

( ^* 3) A running distance of not less than 40km is successful

Embodiment 24-33, comparative example 10-11

[Measurement of thermal expansion start temperature in particles]

The thermal expansion start temperature in Table 8 is the temperature at which the displacement rises when the expansion displacement is measured under the following conditions.

Instrument: Nishizawa PERKIN-ELMER 7 series

(thermal analysis system)

Measurement conditions: heating rate of 10°C/min, measurement start temperature is 25°C, measurement end temperature is 200°C

Measuring Physical Quantities: Measurement of Expansion Displacement by Heating

Table 8 shows the measurement results of the thermal expansion initiation temperature for each particle of the present invention. [Measurement of internal volume of tire-rim assembly]

The measurement of the internal volume of the tire-rim assembly is interpreted according to the following procedure.

Procedure 1-1: Filling a tire-rim assembly with an incompressible fluid having a known specific gravity such as water or the like under atmospheric pressure while maintaining a state where no load is applied thereto, and measuring the weight after filling to obtain a tire-rim assembly The initial internal volume V ₀ (liters).

Through the above procedure, the initial internal volume of the tire-rim combination at atmospheric pressure is measured as the tire initial pressure in the no-load state.

Procedure 2-1: Filling with air at room temperature while maintaining a state where no load is applied to the tire-rim assembly to obtain a given internal pressure P ₂ . At the same time, the tire is inflated by the internal pressure, and thus the internal volume V ₂ at a given internal pressure increases compared to the initial internal volume V ₀ .

Procedure 2-2: The volume V1 of air discharged by opening the tire valve at atmospheric pressure is measured by an integral flow meter. At this point, the tire inflated to V ₂ by the internal pressure is turned back to the original internal volume V ₀ . In addition, DCDRY gas meter DC-2C and smart counter SSF manufactured by Shinagawa Seiki Co., Ltd. were used as integral flow meters.

Procedure 2-3: Determine the tire internal volume at a given internal pressure by the following formula (1):

P ₁ ×(V ₀ +V ₁ )=P ₂ ×V ₂ ......(1)

where V ₀ = the inner lining volume of the tire-rim assembly (liters)

P ₁ = atmospheric pressure (absolute pressure: kPa)

V ₁ = volume of air at atmospheric pressure (liters)

P ₂ = given internal pressure (absolute pressure: kPa)

V ₂ = internal volume of the tire-rim combination set to a given internal pressure without load (litres)

Through the above procedure, the inner volume of the tire-rim combination under no load was measured at each inner pressure.

Procedure 3-1: Filling with air at room temperature while maintaining a state where no load is applied to the tire-rim assembly to obtain a given internal pressure P ₂ .

Procedure 3-2: The tire-rim assembly is pushed onto a road surface or the like under a given load to measure the internal pressure P ₃ by the pressure sensor. Due to the deflection of the tire by application of the above load, the internal volume _V3 of the tire-rim assembly in the loaded state is reduced compared to the internal volume _V2 of the tire-rim assembly in the unapplied state. By such a lowering effect of the inner volume, the tire internal pressure _P3 in the loaded state increases compared to the tire internal pressure _P2 in the non-loaded state. In addition, a pressure sensor including an amplifier PA-400-353G manufactured by Copal Denshi Co. Ltd. was used as the pressure sensor.

Procedure 3-3: According to Procedures 2-1 to 2-3 and the following formula (2), by measuring the internal volume V ₂ of the tire-rim assembly at a given internal pressure under the condition of no load The internal volume V ₃ of the tire-rim assembly under constant load:

P ₂ ×V ₂ =P ₃ ×V ₃ ...(2)

where P ₂ = given internal pressure (absolute pressure: kPa)

V ₂ = internal volume of the tire-rim combination set to a given internal pressure without load (litres)

P ₃ = tire internal pressure when a given load is applied to the tire set to a given internal pressure (absolute pressure: kPa)

V ₃ = internal volume (liter) of the tire-rim combination when a given load is applied to the tire set to a given internal pressure

Through the above procedure, the inner volume of the tire-rim combination under no load was measured at each inner pressure. The measurements of the internal volume of the tire-rim combination at each internal pressure at each load are given in Table 9.

[inspection of the tire effect]

A combination of a passenger car safety tire with a tire size of 175/70R13 and a rim with a size of 5J×13 was prepared by applying particles with various specifications shown in Table 7 to the tire with the structure shown in FIG. 1 . Here, the tire 1 is of general construction according to the type and size of the tire of interest. In addition, the resin composition constituting the particle continuous phase in Table 7 is shown in Table 8. The resin particles in which the gas components shown in Table 8 were coated were heated and expanded to form particles, and at the volume filling ratio shown in Table 7, the particles thus obtained were incorporated inside the tire. In addition, the rubber type of the inner liner is shown in Table 4 above.

Then, nitrogen gas was flowed into the passenger car tire-rim assembly to adjust the internal pressure to 200 kPa, and such internal pressure was maintained at room temperature for 20 days. The test tire thus obtained was mounted on a passenger car of 1500cc class, and then the riding comfort against vibration under normal internal pressure was evaluated by a professional driver in a 10-point rating. In the evaluation results, the higher the number of points, the better the result.

Thereafter, a passenger car of 1500 cc class was set to a load capacity corresponding to the weight of four occupants and a test tire was mounted on the left front wheel thereof to measure the axle weight of the left front wheel at this wheel. As a result, the axle weight of the left front wheel is 3.92kN. After four nails each up to 5.0 mm and 50 mm in length are passed from the tread surface of the test tire to its interior in place, to confirm that the internal pressure of the tire is lowered to atmospheric pressure, such a tire is passed through the course of the test course at 90 km /h speed, during which the temperature in the tire-rim assembly and the pressure in the space around the particles are continuously measured to examine the state of the developed internal pressure recovery function. In the tire-rim combination to be evaluated, an internal pressure sensor for monitoring the internal pressure is introduced into the inner surface of the rim, and the signal of the measurement data of the internal pressure is transmitted by using a commonly used range finder and received by a device arranged inside the vehicle receiver to measure changes in internal pressure. The measurement results are also shown in Table 7.

In addition, the rolling resistance was measured by an inertial method in which the test was performed under the following conditions: the tire internal pressure was 170 kPa, the load was JIS 100% load and the inertial start temperature was 100 km and measured from a curve of decreasing inertial drum rate corresponding to the rolling resistance of the tire work done. The results of the measurement are expressed as an index based on 100 for the Comparative Example 10 tire. The smaller the index value, the lower the rolling resistance. These results are also shown in Table 7.

Table 7-1 Comparative example 10 Comparative example 11 Example 24 Example 25 Example 26 Example 27 Types of foamable resin compositions - No.1 No.1 No.2 No.3 No.4 Volume of filled particles at atmospheric pressure (liters) - 15.0 20.5 19.3 18.7 18.0 Lining rubber and type A A A A A A index of rolling resistance 100 100 100 100 100 100 Evaluation points of anti-vibration driving comfort 5.0 6.0 6.5+ 6.5 6.0+ 6.0 Operating state after tire damage Temperature inside the tire at the start of operation (°C) - 27 27 28 28 27 Pressure in the tire at the start of operation (kPa) - 0 0 0 0 0 Maximum temperature inside the tire during operation (°C) - 64 155 152 148 145 Maximum pressure inside the tire during operation (kPa) - 0 215 208 185 154 Development of internal stress recovery function (presence/absence) - does not exist exist exist exist exist Available running distance (km) 6 6 300 275 253 219

Table 7-2 Example 28 Example 29 Example 30 Example 31 Example 32 Example 33 Types of foamable resin compositions No.5 No.1 No.2 No.3 No.4 No.5 Volume of filled particles at atmospheric pressure (liters) 17.7 15.9 21.8 22.1 22.3 22.4 Lining rubber and type A A B B B B index of rolling resistance 100 100 100 100 100 104 Evaluation points of anti-vibration driving comfort 6.0 6.0 6.5 6.5 6.5 6.5+ Operating state after tire damage Temperature inside the tire at the start of operation (°C) 27 27 28 27 28 27 Pressure in the tire at the start of operation (kPa) 0 0 0 0 0 0 Maximum temperature inside the tire during operation (°C) 142 141 156 152 158 156 Maximum pressure inside the tire during operation (kPa) 125 94 221 208 224 228 Development of internal stress recovery function (presence/absence) exist exist exist exist exist exist Available running distance (km) 171 83 300 300 300 300

Table 8 no The compound name of the continuous phase manufacturer trademark The temperature at which thermal expansion begins (°C) The content of precipitated components with a specific gravity not less than 0.79 (% (mass ratio)) Gas components included in cells 1 Acrylonitrile polymer - test product 125 8 propane 2 Acrylonitrile/Methacrylonitrile Copolymer Matsumoto Yushi Seiyaku Co., Ltd. F-77 108 5 Isobutane/Isooctane 3 Acrylonitrile/Methacrylonitrile Copolymer Matsumoto Yushi Seiyaku Co., Ltd. F-79 117 6 Isobutane/Isooctane/Isopentane 4 Methyl Methacrylate/Acrylonitrile Copolymer Aquzo-Novel Corp. EXPANCEL 053 101 16 Isobutane 5 Methyl Methacrylate/Acrylonitrile/Methacrylonitrile Copolymer Aquzo-Novel Corp. EXPANCEL 091 128 15 Isopentane

Table 9

  Specified internal pressure in the vehicle: 200kPa

Axle load of the vehicle: 3.92Kn

Tire size: 175/70R13, rim size: 5J-13 Internal pressure in internal volume measurement (kPa) Measured load (kN) Internal volume of tire-rim assembly (liter) Initial inner volume V ₀ 0 0 21.3 V ₂ 200 0 22.7 V ₃ (upper limit -1) 200 3.92 22.4 V ₃ (upper limit - 2) 200 4.7 22.3 V ₃ (upper limit -3) 200 5.88 22.1 V ₃ (upper limit -4) 200 7.84 21.8 V ₃ (lower limit -1) 0 7.84 15.9 (corresponds to 90% of 17.7 liters) V ₃ (lower limit -2) 0 7.84 17.7 V ₃ (lower limit -3) 20 7.84 18.0 V ₃ (lower limit -4) 60 7.84 18.7 V ₃ (lower limit -5) 80 7.84 19.3 V ₃ (lower limit -6) 100 7.84 19.9

Embodiment 34-36, comparative example 12

A combination of a passenger car safety tire with a tire size of 175/70R13 and a rim with a size of 5J×13 was prepared by applying particles with various specifications shown in Table 10 to the tire with the structure shown in FIG. 1 . Here, the tire 1 is of general construction according to the type and size of the tire of interest. In addition, the resin composition constituting the particle continuous phase in Table 10 is shown in Table 11. The resin particles in which the gas components shown in Table 11 were coated were heated and expanded to form particles, and the particles thus obtained or further 2 cm x 2 cm x 60 μm low-density polyethylene sealing sheets were sealed at various volumes shown in Table 10. Added to the inside of the tire, and thereafter adjusted the pressure inside the tire to 350 kPa. In addition, a sensor for monitoring internal pressure is introduced into the rim, and a signal of internal pressure measurement data is transmitted and received by a receiver by using a generally used rangefinder to measure changes in internal pressure.

Then, the passenger car tire-rim assembly thus obtained was mounted on a 1500cc class passenger car. First, the ride comfort against vibrations under normal internal pressure was evaluated by a professional driver in a 10-point scale. In the evaluation results, the higher the number of points, the better the result.

Also, iron plates welded at equal intervals and 10 nails each with a diameter of 3.0 mm and a length of 50 mm were fixed to the road surface during the test course, and once the car was at a speed of 90 km/h at a speed corresponding to four Passing on the iron plate under the load capacity of the weight of the occupant to drive the right front and rear wheels of the car on the nails to thereby cause damage in the tires, the drivability was evaluated by three-stage rating under the following conditions: Decrease the internal pressure The elapsed time through the above iron plate and the internal pressure in the tire were measured simultaneously. That is, measurement was performed by running at a speed of 90 km/h until the internal pressure was lowered to not less than 50 kPa before damage, and the time required for the lowering of 50 kPa was an evaluation measure.

On the other hand, a slit of 30 mm in length was artificially formed in the above passenger car tire bead filler portion, and such slit was temporarily sealed and filled with internal pressure in the tire. Then, the seal was removed to evaluate whether the emission of particles was stopped while measuring the time for reducing the internal pressure to atmospheric pressure.

The measurement results are also shown in Table 10.

Table 10 Comparative example 12 Example 34 Example 35 Example 36 Particle volume used at atmospheric pressure (liter) - twenty one twenty one twenty one Volume ratio occupied by particles (%) ( ^* 1) - 100.0 100 100 The proportion of particles with a size not less than 10 μm but less than 1 mm to the total volume (%) - 80 100 80 The proportion of particles with a size not less than 1mm but less than 5mm to the total volume (%) - 10 0 10 The proportion of particles with a size not less than 5mm but less than 5cm to the total volume (%) - 10 0 10 Number of sealing sheets (pieces) - - 200 200 Initial tire internal pressure (kPa) ( ^* 2) 350 350 350 350 Evaluation points for anti-vibration ride comfort during operation under normal internal pressure 5.0 6.5 6.5 6.5 The diameter of the nail pushed into the tire (mm) 3.0 3.0 3.0 3.0 Time from the point of passing the iron plate to the point of reducing the internal pressure to 300kPa at a speed of 90km/hr ( ^* 3) 7" 31'40" 51'13" 50'07" Degree of sealing of damage (number of sealing locations out of 10 locations) 0 10 10 10 Driving stability right after nail insertion ( ^* 4) C A A A Time from the point of releasing the damage of the seal to the point of reducing the internal pressure to 100kPa ( ^* 5) 4" 8'32" 10'25" 11'02" Extent of particle containment release (presence or absence of containment) does not exist exist exist exist

( ^* 1) Inner volume of tire: 21 liters, size: 175/70R13, rim: 5J-13

( ^* 2) The internal pressure was adjusted by filling nitrogen gas into the tire after filling the hollow particles in the tire.

( ^* 3) A time of not less than 1 minute is successful.

( ^* 4) Evaluation result A: Continuous driving is possible, continuous driving without malfunction or care

B: Requires care and concentration in handling driving

C: Deceleration required or operation impossible (no control)

( ^* 5) A time of not less than 30 seconds is successful.

Table 11 Particle size (μm) manufacturer trademark Gas components in cells Average bulk specific gravity (g/cc) Composition name of the continuous phase Not less than 10μm but less than 1mm Aquezo-Novel Corp. EXPANCEL053 Isobutane 0.022 Methyl Methacrylate/Acrylonitrile Copolymer Not less than 1mm but less than 5mm test product Isopentane 0.046 polystyrene/polyethylene copolymer Not less than 5mm but less than 5cm test product Isopentane 0.042 polystyrene/polyethylene copolymer

Examples 37-48

Tire size 175/70R13 and passenger car safety tire were prepared by applying only cell-containing particles A having various specifications shown in Tables 12 and 13, and cell-containing particles A and B to the tire having the structure shown in FIG. 1 and a rim of size 5J x 13, as indicated in the same table. Here, the tire 1 is of general construction according to the type and size of the tire of interest.

In addition, the types of cell-containing particles A are shown in Table 14, and the types of cell-containing particles B are shown in Table 15. That is, the resin particles in which the gas components shown in Table 3 were coated were heated and expanded to form cell-containing particles A, and the cell-containing particles A thus obtained were added to the inside of the tire at various true specific gravity shown in Table 14 . Also, particles B shown in Table 15 were arranged inside the tire by themselves.

Regarding the tire-rim assembly thus obtained, various properties were evaluated by the following methods. Results are also shown in Table 12 for passenger car tires and in Table 13 for truck and bus tires.

In addition, a sensor for monitoring the internal pressure was introduced into the inner surface of the rim in the tire-rim assembly for the above evaluation, and the signal of the internal pressure measurement data was transmitted by using a commonly used range finder and by a device arranged outside the drum test device. The receiver receives to measure changes in internal pressure.

<Evaluation of performance after tire damage (drum test)>

After adjusting the internal pressure to 300 kPa as an absolute pressure by filling nitrogen gas into the passenger car tire-rim assembly, 10 nails each having a diameter of 5.0 mm and a length of 50 mm were hammered from the tread surface to pass the tire outside it. The tire was run on a drum at a speed of 90 km/h while applying a load of 3.54 kN in a nail-beating state, and the elapsed time from the start of the drum test and the internal pressure inside the tire were measured. Measure the initial pressure while continuously running at 90km/h until the internal pressure drops not less than 50kPa from the test start level of 300kPa, and stop the test at the time of 250kPa for comparison of the running distance. In addition, the number of remaining nails was counted after the drum was stopped at a time of 250 kPa, and traces after the nails fell off were observed to evaluate the degree of sealing and analyze the cause of the decrease in internal pressure.

Regarding the combination of truck and bus tires and rims, the evaluation was performed in the same manner as described above except that the internal pressure was 800 kPa in absolute pressure, and the diameter of the nail was 5 mm and the length was 8 cm, and the load was 26.46 kN, And the speed is 60km/h and the internal pressure of the test stop is 500kPa.

<Running distance on the drum after changing the internal pressure to atmospheric pressure>

Next, let the tire stand still until the internal pressure has fully escaped to atmospheric pressure. In such a state, the tire is run on the drum at a speed of 90 km/h for a distance of 300 km until a load of 3.54 kN is applied in the case of a passenger car tire, during which a running distance of not less than 200 km is successful, whereas in In the case of truck and bus tires, the running on the drum is continued until the load is 26.46 kN, and the speed is 60 km/h and the maximum distance is 100 km, during which a running distance of not less than 40 km is successful.

Table 12 Passenger car tire-rim combination Example 37 Example 38 Example 39 Example 40 Example 41 Example 42 Types of cellular particles A 1A 1A 1A 1A 2A 2A Volume of cellular particles A used at atmospheric pressure (liter) 15.75 14.7 19.95 18.9 24.0 14.4 Volume ratio of cell-containing particles A to tire inner volume (%) ( ^* 1) 75.0 70.0 95.0 90.0 100.0 60.0 Type of Particle B - 2B - 4B - 2B Volume of particle B at atmospheric pressure (liter) - 1.05 - 1.05 - 6.0 Volume ratio (%) of Particle B to tire inner volume ( ^* 1) - 5.0 - 5.0 - 25.0 Evaluation results of performance after tire damage (drum test) ( ^* 2) Operating distance (km) ( ^* 3) to reduce internal pressure to 250kPa at most 682 895 640 987 665 986 The number of remaining nails (nails) at the time of reducing the internal pressure to 250kPa 5 5 5 4 4 4 Sealing performance of marks after nails come off ( ^* 4) completely completely completely completely completely completely Distance run on drum after changing internal pressure to atmospheric pressure 265km 300km full operation 300km full operation 300km full operation 300km full operation 300km full operation

( ^* 1) Inner volume of tire: 21 liters, size: 175/70R13, rim: 5J-13

( ^* 2) After arranging the cell-containing particles A and B in the tire, the internal pressure was adjusted by filling nitrogen gas into the tire.

( ^* 3) While monitoring the internal pressure while running on the drum in the state of beating nails

( ^* 4) Sealing performance of traces after nails come off.

"Completely": since the trace after the nails fell off was completely blocked by the composition containing cellular particles A and particles B, a very slow decrease in internal pressure and further running was possible before the drum was stopped.

"Incomplete": Due to incomplete clogging of traces after nails come off, the internal pressure gradually decreases and the amount of decrease in internal pressure before the drum stops is particularly large. Also, the sealing of the traces is incomplete, making it impossible to expect further additional runs.

Table 13 Truck and bus tire-rim combinations Example 37 Example 38 Example 39 Example 40 Example 41 Example 42 Types of cell-containing particles A 3A 3A 3A 3A 2A 3A Volume of cellular particles A used at atmospheric pressure (liter) 90.00 84.00 108.00 102.00 96.0 96.0 Volume ratio of cell-containing particles A to tire inner volume (%) ( ^* 1) 75.0 70.0 90.0 85.0 80.0 80.0 Type of Particle B - 1B - 3B - 3B Volume of particle B at atmospheric pressure (liter) - 6.0 - 6.0 - 6.0 Volume ratio (%) of particle B to tire inner volume ( ^* 1) - 5.0 - 5.0 - 5.0 Evaluation results of performance after tire damage (drum test) ( ^* 2) Operating distance (km) ( ^* 3) to reduce internal pressure to 250kPa at most 265 316 271 346 278 384 The number of remaining nails (nails) at the time of reducing the internal pressure to 250kPa 4 3 3 3 3 3 Sealing performance of marks after nails come off ( ^* 4) completely completely completely completely completely completely Distance run on drum after changing internal pressure to atmospheric pressure 43km breakdown 56km breakdown 51km breakdown 68km breakdown 48km breakdown 63km breakdown

( ^* 1) Inner volume of tire: 21 liters, size: 175/70R13, rim: 5J-13

( ^* 2) After arranging the cell-containing particles A and B in the tire, the internal pressure was adjusted by filling nitrogen gas into the tire.

( ^* 3) While monitoring the internal pressure while running on the drum in the state of beating nails

( ^* 4) Sealing performance of traces after nails come off.

"Completely": since the trace after the nails fell off was completely blocked by the composition containing cellular particles A and particles B, a very slow decrease in internal pressure and further running was possible before the drum was stopped.

"Incomplete": Due to incomplete clogging of traces after nails come off, the internal pressure gradually decreases and the amount of decrease in internal pressure before the drum stops is particularly large. Also, the sealing of the traces is incomplete, making it impossible to expect further additional runs.

Table 14

Type and content of cell-containing particles A 1A 2A 3A trademark EXPANCEL 091 EXPANCEL 551 test product manufacturer Aquozo-Novel Corp. Aquozo-Novel Corp. - True Specific Gravity(g/cc) 0.025 0.046 0.02 Distribution width of particle size (μm) 20-220 20-180 40-280 particle material MMA/AN/MAN Terpolymer PVDC/AN copolymer AN/MAN copolymer Gas components included in cells Isopentane Isobutane Nitrogen

MMA: methyl methacrylate

AN: acrylonitrile

MAN: methacrylonitrile

PVDC: vinylidene chloride

Table 15

Type and content of Particle B trademark manufacturer True Specific Gravity(g/cc) Distribution width of particle size (μm) particle material other 1B Filite FG (52/7) Nippon Ferrite Co., Ltd. 0.7 5-300 Aluminosilicate - 2B Scotchlite Glass Bubbles K1 Sumitomo 3MCo., Ltd. 0.125 20-120 silicate glass - 3B Scotchlite Glass Bubbles K46 Sumitomo 3MCo., Ltd. 0.46 10-80 silicate glass - 4B test product - 0.97 20-180 MMA/AN including liquid butyl rubber

MMA: methyl methacrylate

AN: acrylonitrile

Although the main purpose of conducting the above tests is to effectively compensate the internal pressure of the tire, if a small amount of particle B is mixed in the cell-containing particle A, the effect of solving the residual imbalance of the tire is obtained by using the following phenomenon: by the action of the centrifugal force during the rotation of the tire Particles B are unevenly distributed in the tire.

Example 49

[Filling under atmospheric pressure]

According to the path other than the arrow 18 in Fig. 5, the storage tank for storing the cell-containing particles with an average particle size of 120 μm under atmospheric pressure, the tire-rim assembly and the diaphragm pump are connected by a pressure hose, and the discharge pressure of the pump is in various In the filling amount, the tire-rim assembly is filled with cell-containing particles. In addition, the tire-rim combination is a combination of a passenger car tire with a tire size of 175/70R14 and a rim with a size of 5J-14, and four inlet ports for cell-containing particles and four for The outlet port for the outside air inside the tire. Also, a glass filter was arranged in the outlet port for outside air so as not to flow cell-containing particles from the tire.

[High pressure filling]

According to the passage including arrow 18 in Fig. 5, the storage tank for storing the cell-containing particles with an average particle size of 120 μm under atmospheric pressure, the tire-rim assembly, the diaphragm pump and the storage tank are connected by pressure hoses to form a ring-shaped closed system. Transfer and filling of the cell-containing particles from the storage tank to the tire-rim assembly at various filling levels by circulating air in the system, via a pump, under conditions of pressurizing the interior of the system at 200, 250 and 300 kPa internal.

Table 16 shows the results of confirming the filling amount of the cell-containing particles filled in the tire-rim assembly under each of the above production steps. In this case, when the volume filled with the cell-containing particles under atmospheric pressure is V1 and the tire inner volume is V2, the filling amount is represented by the filling amount P[%]=100×V1/V2.

Table 16 Filling at atmospheric pressure Filling under high pressure Pressure in filling system (kPa) 100 100 100 100 200 250 300 Filling amount of particles containing cells (%) 70 80 90 100 150 175 200

As seen from Table 16, since the cell-containing particles are compressed to reduce the volume, it is possible to achieve a filling amount of not less than 100% in high-pressure filling.

In addition, the static spring characteristics of the tire-rim assembly filled with the cell-containing particles were evaluated by using a longitudinal spring stiffness tester. In this case, a pneumatic tire having the same dimensions as above was used as a control. Evaluation of tire static springs was performed by gradually exhausting only the air from the inside of the tire after filling the tire with air of 300 kPa as the usual internal pressure and measuring the spring characteristics at each internal pressure.

The evaluation results are shown in Fig. 12, from which it can be understood that in a pneumatic tire as a general example, a decrease in the spring constant is accompanied by a decrease in internal pressure and basic performance as a tire cannot be obtained under puncture conditions. On the other hand, in the tire filled with particles under high pressure, a decrease in the spring constant was observed when the internal pressure was initially decreased as in the conventional example, but when the internal pressure was further decreased, an increase in the spring constant was conversely observed. This is due to the fact that the volume of the compressed cell-containing particles recovers with the reduction of the internal pressure to initiate the generation of tire envelope tension. Thus, in tires filled under high pressure, it is understood that even under puncture conditions a spring constant equal to this value in normal use of pneumatic tires is obtained.

Then, such a tire was mounted on a 2000cc class passenger car and a nail with a diameter of 3 mm and a length of 3 cm was passed through the tire tread position to form an external damage, and during the test course at 90 km/h at a speed corresponding to four occupants run under heavy loads. This run was performed for a maximum distance of 300 km to measure the available run distance. In addition, a running distance of not less than 200km was used as a success evaluation criterion. The results are shown in Table 17.

Table 17 comparative example Filling at atmospheric pressure Filling under high pressure Filling amount of particles containing cells (%) 0 70 80 90 100 150 175 200 Usable running distance after damage (km) 1.8 54 76 98 109 300 300 300

As can be seen from Table 17, the available running distance after damage is greatly increased by filling the cell-containing particles and the effect is further increased by filling under high pressure.

Industrial Applicability

According to the present invention, it is possible to provide a safety tire and rim combination having excellent durability capable of running stably even in a damaged state without sacrificing rolling resistance and ride comfort in normal running before the tire is damaged.

Claims (39)

1. assembly of tire and rim, it is characterized in that, a large amount of ball-shaped particles that are essentially are placed into one via the hollow circular ring circular tire being assembled on the wheel rim of checking and approving and in the inner space that defines, each particle is made up of resin continuous phase and airtight abscess, and the average body proportion of each particle is not more than 0.1, with 25 ℃ down for the inside tires pressure of absolute pressure is not less than 150kPa, and the pressure of airtight abscess is to maintain more than the bar pressure.

2. according to the described assembly of tire and rim of claim 1, when it is characterized in that 25 ℃, the absolute pressure of inside tires is not less than 150kPa and is not more than 900kPa.

3. according to claim 1 or 2 described assembly of tire and rim, a large amount of particles that it is characterized in that distributing make the volume packing ratio of being determined by following formula be not less than 75% and be not more than 150%:

The volume packing ratio=(Vs/Vt) * 100

Wherein, Vs: the volume of inner all particles that distribute of fabricate block and under certain barometric pressure the spatial volume sum around the particle, and Vt: the inner volume of tire.

4. according to the described assembly of tire and rim of claim 3, it is characterized in that the volume packing ratio is not less than 75% and be not more than 130%.

5. according to the described assembly of tire and rim of claim 4, it is characterized in that the volume packing ratio is not less than 75% and be not more than 110%.

6. according to the described assembly of tire and rim of claim 5, it is characterized in that the volume packing ratio is not less than 80% and be not more than 100%.

7. according to the described assembly of tire and rim of claim 1, it is characterized in that when being installed to assembly of tire and rim on the vehicle, the volume loading of particle is in following following being limited in the upper range as a kind of cumulative volume that has comprised the volume of particle surrounding space under certain barometric pressure in the fabricate block:

The upper limit of volume loading: when will gas filed fabricate block is installed on the vehicle under being adjusted to the pressure of internal pressure, internal pressure be specified by such vehicle, in the inner volume that is applied to assembly of tire and rim under the load of vehicle on each;

The lower limit of volume loading: when internal pressure being set to atmospheric fabricate block and being installed on the vehicle, the inner volume of assembly of tire and rim under the load that is applied to vehicle load on each corresponding to 2.0 times.

8. according to the described assembly of tire and rim of claim 7, the upper limit that it is characterized in that the volume loading is that each goes up the inner volume of assembly of tire and rim under 1.2 times of loads that adapt of loading with being applied to vehicle.

9. according to the described assembly of tire and rim of claim 7, the lower limit that it is characterized in that the volume loading is when under the pressure that is being adjusted at least 10% internal pressure fabricate block being inflated, specify internal pressure on the vehicle by such vehicle is installed to, each goes up the inner volume of assembly of tire and rim under 2.0 times of loads that adapt of loading with being applied to vehicle.

10. described according to Claim 8 assembly of tire and rim, the upper limit that it is characterized in that the volume loading are that each goes up the inner volume of assembly of tire and rim under 1.5 times of loads that adapt of loading with being applied to vehicle.

11. described according to Claim 8 assembly of tire and rim, the upper limit that it is characterized in that the volume loading are that each goes up the inner volume of assembly of tire and rim under 2.0 times of loads that adapt of load with being applied to vehicle.

12. according to the described assembly of tire and rim of claim 9, the lower limit that it is characterized in that the volume loading is when under the pressure that is being adjusted at least 30% internal pressure fabricate block being inflated, specify internal pressure on the vehicle by such vehicle is installed to, each goes up the inner volume of assembly of tire and rim under 2.0 times of loads that adapt of loading with being applied to vehicle.

13. according to the described assembly of tire and rim of claim 9, the lower limit that it is characterized in that the volume loading is when under the pressure that is being adjusted at least 40% internal pressure fabricate block being inflated, specify internal pressure on the vehicle by such vehicle is installed to, each goes up the inner volume of assembly of tire and rim under 2.0 times of loads that adapt of loading with being applied to vehicle.

14. according to the described assembly of tire and rim of claim 9, the lower limit that it is characterized in that the volume loading is when under the pressure that is being adjusted at least 50% internal pressure fabricate block being inflated, specify internal pressure on the vehicle by such vehicle is installed to, each goes up the inner volume of assembly of tire and rim under 2.0 times of loads that adapt of loading with being applied to vehicle.

15., it is characterized in that in being arranged in a large amount of particles of fabricate block in-to-in proportion is not less than 0.79 particle content and is not more than 40% (mass ratio) according to the described assembly of tire and rim of claim 1.

16., it is characterized in that proportion is not less than 0.79 particle content and is not more than 30% (mass ratio) according to the described assembly of tire and rim of claim 15.

17., it is characterized in that proportion is not less than 0.79 particle content and is not more than 20% (mass ratio) according to the described assembly of tire and rim of claim 16.

18., it is characterized in that proportion is not less than 0.79 particle content and is not more than 5% (mass ratio) according to claim 17 described assembly of tire and rim.

19., it is characterized in that the continuous phase of particle is made up of at least a following material: polyvinyl alcohol resin, acrylonitrile based polymer, acrylic polymer and vinylidene chloride based polyalcohol according to the described assembly of tire and rim of claim 1.

20. according to the described assembly of tire and rim of claim 19, the continuous phase that it is characterized in that particle is made up of acrylonitrile based polymer and acrylonitrile based polymer is be selected from following material at least a: acrylonitrile polymer, acrylonitrile/methacrylonitrile copolymers, acrylonitrile/methylmethacrylate copolymer and acrylonitrile/methacrylonitrile/methyl methacrylate copolymer.

21. according to the described assembly of tire and rim of claim 19, the continuous phase that it is characterized in that particle is made up of acrylic polymer and acrylic polymer is be selected from following material at least a: polymethyl methacrylate resin, methyl methacrylate/acrylonitrile copolymer, methyl methacrylate/methacrylonitrile copolymers and methyl methacrylate/acrylonitrile/methacrylonitrile terpolymer.

22. according to the described assembly of tire and rim of claim 19, the continuous phase that it is characterized in that particle is made up of the vinylidene chloride based polyalcohol and the vinylidene chloride based polyalcohol is be selected from following material at least a: vinylidene chloride/acrylonitrile copolymer, vinylidene chloride/methylmethacrylate copolymer, vinylidene chloride/methacrylonitrile copolymers, vinylidene chloride/acrylonitrile/methacrylonitrile copolymers, vinylidene chloride/acrylonitrile/methylmethacrylate copolymer, vinylidene chloride/methacrylonitrile/methylmethacrylate copolymer and vinylidene chloride/acrylonitrile/methacrylonitrile/methylmethacrylate copolymer.

23., it is characterized in that the airtight abscess of particle contains at least a gas that is selected from following material: nitrogen, air, straight chain and branched aliphatic hydrocarbon and fluoride thereof, clicyclic hydrocarbon and fluoride thereof and the ether compound of representing by following general formula (I) with 2-8 carbon with 2-8 carbon according to the described assembly of tire and rim of claim 1:

R ¹-O-R ²....(I)

Wherein, R ¹And R ²: have the monovalent hydrocarbon residue of 1-5 carbon and can be satisfied hydrocarbon or unsaturated hydrocarbon and the structure that can contain straight chain or branched structure and comprise ring.

24., it is characterized in that the gas permeation constant of particle continuous phase under 30 ℃ is not more than 300 * 10 according to the described assembly of tire and rim of claim 1 ^-12Cccm/cm ²ScmHg.

25., it is characterized in that the gas permeation constant under 30 ℃ is not more than 20 * 10 according to the described assembly of tire and rim of claim 24 ^-12Cccm/cm ²ScmHg.

26., it is characterized in that the gas permeation constant under 30 ℃ is not more than 2 * 10 according to the described assembly of tire and rim of claim 25 ^-12Cccm/cm ²ScmHg.

27. according to the described assembly of tire and rim of claim 1, it is characterized in that adopting inside liner on its inside face, to provide tire, form by composition for thermoplastic elastomer with inside liner, said composition comprises that fusing point is 170-230 ℃ the nylon resin and the halide of isobutylene p-methylstyrene copolymer, wherein dynamic vulcanization elastomeric component under the gelation ratio of 50-95%.

28., it is characterized in that the gas permeation constant of 30 ℃ of lower liner layers is not more than 20 * 10 according to the described assembly of tire and rim of claim 27 ^-12Cccm/cm ²ScmHg.

29., it is characterized in that further at fabricate block internal placement aquaseal basis material according to the described assembly of tire and rim of claim 1.

30., it is characterized in that further at fabricate block internal placement liquid according to the described assembly of tire and rim of claim 1.

31., it is characterized in that liquid is silicone or aliphatic multivalence alcohol according to the described assembly of tire and rim of claim 30.

32. according to the described assembly of tire and rim of claim 1, it is characterized in that further comprising can be by stimulating the expansion particle of expanding volume.

33. according to the described assembly of tire and rim of claim 32, the particle that it is characterized in that expanding comprises foaming agent and the shell that coats the gas that produces by expanding at airtight attitude foaming agent.

34. according to the described assembly of tire and rim of claim 33, it is characterized in that stimulating is at least a of heat, pressure and vibration.

35., it is characterized in that foaming agent is to be selected from the straight chain of at least a 2-6 of having carbon of following material and branched aliphatic hydrocarbon and fluoride, the clicyclic hydrocarbon with 2-6 carbon and fluoride thereof and by the ether compound of following general formula (I) expression according to the described assembly of tire and rim of claim 33:

R ¹-O-R ²....(I)

R wherein ¹And R ²: have the monovalent hydrocarbon residue of 1-5 carbon and can be satisfied hydrocarbon or unsaturated hydrocarbon and the structure that can contain straight chain or branched structure and comprise ring.

36., it is characterized in that foaming agent is that foaming agent is the pyrolysis foaming agent according to the described assembly of tire and rim of claim 33.

37., it is characterized in that at more than 100 ℃ expanded foamed dose according to the described assembly of tire and rim of claim 33.

38. according to the described assembly of tire and rim of claim 36; it is characterized in that the pyrolysis foaming agent is be selected from following material at least a: the two benzenesulfonyl hydrazines of dinitropentamethylenetetramine, Celogen Az, p-toluenesulfonyl hydrazine and derivant thereof and oxygen.

39. according to the described assembly of tire and rim of claim 1, the abscess that it is characterized in that being disposed in the particle in the inner space of assembly of tire and rim is to maintain a pressure, wherein this pressure is to become a proportionate relationship with the pressure of the inner space of tire.

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