Pneumatic tire

Abstract

To provide a pneumatic tire where a sound controlling body is arranged in a tire inner cavity, which maintains uniformity of a tire and durability of the sound controlling body.SOLUTION: A pneumatic tire includes a tire inner cavity 1B, and a porous sound controlling body 10. The sound controlling body 10 is an annular body extending in a tire circumferential direction, and is not fixed to the surface of the tire inner cavity 1B. Average thickness T (mm) of the sound controlling body 10 and a radius R (mm) of the inner cavity surface satisfy the following Expression (1). An average circumferential length L (mm) in a circumferential direction of the sound controlling body 10 and a circumferential length C (mm) of the inner cavity surface, in a state in which the sound controlling body 10 is taken out from the pneumatic tire, satisfy the following Expressions (2) and (3). Expression (1): 0.04≤T / R≤0.18. Expression (2): 1.02-1.1×T / R≤L / C≤0.95-1.4×T / R. Expression (3): L / C≤1.1.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a pneumatic tire. [Background technology]

[0002] The following Patent Document 1 proposes a pneumatic tire with a noise damper, which includes a ring-shaped sponge noise damper on the tire inner surface. This pneumatic tire allows the noise damper to be attached to the tire inner surface without using adhesive. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2012-111382 A Summary of the Invention [Problem to be solved by the invention]

[0004] When a porous noise-damping body is placed without being fixed to the surface of the tire cavity, as in the tire of Patent Document 1, depending on the circumferential length and thickness of the noise-damping body, a so-called buckling phenomenon occurs in which part of the noise-damping body becomes convex radially inward as the tire travels, which could lead to a deterioration in tire uniformity and a decrease in the durability of the noise-damping body.

[0005] The present invention was devised in consideration of the above-mentioned circumstances, and has as its main object to maintain the uniformity of a tire and the durability of a noise damper disposed in the tire cavity of a pneumatic tire. [Means for solving the problem]

[0006] The present invention is a pneumatic tire including a tire cavity and a porous noise-damping body disposed in the tire cavity, the noise-damping body being an annular body extending in a tire circumferential direction and not fixed to a surface of the tire cavity, the noise-damping body having a circumferential direction of the annular body and a thickness direction oriented in the same direction as the radial direction of the annular body, an average thickness T (mm) of the noise-damping body and a cavity surface radius R (mm) which is the distance in the tire radial direction from the tire rotation axis at the tire equatorial plane to the surface of the tire cavity satisfy the following formula (1), and an average circumferential length L (mm) of the noise-damping body in the circumferential direction when the noise-damping body is removed from the pneumatic tire and a cavity surface circumference C (mm) which is the tire circumferential length of the surface of the tire cavity at the tire equatorial plane satisfy the following formulas (2) and (3). 0.04≦T / R≦0.18…(1) 1.02-1.1×T / R≦L / C≦0.95+1.4×T / R…(2) L / C≦1.1…(3) Effect of the Invention

[0007] By adopting the above-mentioned configuration, the pneumatic tire of the present invention can maintain the durability of the uniformity and the noise damper. [Brief description of the drawings]

[0008] [Figure 1] 1 is a tire meridian cross-sectional view showing one embodiment of a pneumatic tire of the present invention. [Diagram 2] FIG. 2 is an enlarged perspective view of the pneumatic tire body and the noise damper of FIG. 1. [Diagram 3] FIG. 11 is a diagram showing the relationship between the dimensions of a noise damper and the occurrence of damage or the like to the noise damper. [Figure 4] FIG. 2 is an enlarged cross-sectional view of the noise damper of FIG. 1. [Diagram 5] FIG. 2 is a conceptual diagram showing a side surface of the tire of FIG. [Figure 6] 13A and 13B are enlarged views of both circumferential ends of a noise damper according to another embodiment. [Figure 7]13A and 13B are enlarged views of both circumferential ends of a noise damper according to another embodiment. [Figure 8] 13A and 13B are enlarged views of both circumferential ends of a noise damper according to another embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The drawings are described to include the features of the present invention, but may include exaggerated expressions and expressions different from the dimensional ratios of the actual structure in order to facilitate understanding of the present invention. In addition, the same reference numerals are used to refer to the same or common elements throughout the embodiments, and duplicated explanations will be omitted.

[0010] FIG. 1 is a tire meridian cross-sectional view of a pneumatic tire (hereinafter, sometimes simply referred to as "tire") 1 in a normal state, showing one embodiment of the present invention. Note that FIG. 1 is a diagram showing a cross-section of tire 1 when tire 1 extending in an annular shape is cut along an imaginary plane that passes through the tire rotation axis and is perpendicular to the tire circumferential direction. As shown in FIG. 1, in this embodiment, a pneumatic tire 1 for passenger cars is shown. However, the present invention may also be applied to a pneumatic tire 1 for heavy loads, for example.

[0011] In the case of a pneumatic tire for which various standards are established, the "normal state" refers to a state in which the tire is mounted on a normal rim, inflated to the normal internal pressure, and no load is applied. In the case of a tire for which various standards are not established, the normal state refers to a standard usage state according to the intended use of the tire, in which the tire is not mounted on a vehicle and no load is applied. In this specification, unless otherwise specified, the dimensions of each part of the tire are values ​​measured in the normal state. In addition, the dimensions of components that cannot be measured in the normal state (for example, the internal materials of tire 1) are values ​​measured with tire 1 in a state as close as possible to the normal state.

[0012] A "genuine rim" is a rim that is defined for each tire by the standard system that includes the standard on which the tire is based. For example, in the case of JATMA, it is called a "standard rim," in the case of TRA, it is called a "Design Rim," and in the case of ETRTO, it is called a "Measuring Rim."

[0013] "Normal internal pressure" is the air pressure set for each tire by each standard in the standard system on which the tire is based. In the case of JATMA, it is the "maximum air pressure." In the case of TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES." In the case of ETRTO, it is the "INFLATION PRESSURE."

[0014] The tire 1 of this embodiment is mounted on a vehicle equipped with a puncture repair kit including a puncture sealant, for example. The puncture repair kit performs puncture repair by injecting the puncture sealant through the air valve of the punctured tire. The puncture sealant injected into the tire can solidify and seal the puncture hole when passing through the puncture hole. In addition, the tire 1 of the present invention can be punctured by injecting the puncture sealant into the tire through the air valve as described above. For this reason, the tire 1 of this embodiment has a rigidity in the tread portion 2 such that the sealed puncture hole does not reopen even when the tire is driven after the puncture is repaired, and specifically, the tire 1 includes at least the carcass 6 and the belt layer 7 described below.

[0015] The carcass 6 extends from the bead portion 4 on one side through the sidewall portion 3 on one side, the tread portion 2, and the sidewall portion 3 on the other side to the bead portion 4 on the other side. The carcass 6 has at least one carcass ply 6A, two in this embodiment. The carcass ply 6A is formed, for example, by covering an array of carcass cords with a topping rubber. The carcass cords are arranged, for example, at an angle of 75 to 90° with respect to the tire circumferential direction. For the carcass cords, organic fibers such as polyester fibers, nylon fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers are used.

[0016] The carcass ply 6A includes, for example, a main body portion 6a and a turned-up portion 6b. The main body portion extends from the tread portion 2 through the sidewall portion 3 to the bead cores 5. The turned-up portions 6b are continuous with the main body portion 6a and are turned around the bead cores 5 from the axially inner side to the outer side to extend radially outward.

[0017] The belt layer 7 is disposed on the tire radial direction outer side of the carcass 6 in the tread portion 2. The belt layer 7 includes at least one belt ply, and the belt layer 7 in this embodiment is composed of two belt plies 7A and 7B. The belt plies 7A and 7B are formed, for example, by covering an arrangement of belt cords with a topping rubber.

[0018] The tire 1 of the present invention includes a tire cavity 1B, a pneumatic tire body 1A that defines the tire cavity 1B, and a porous noise-damping body 10 disposed in the tire cavity 1B. Fig. 2 shows an enlarged perspective view of the pneumatic tire body 1A and the noise-damping body 10 in Fig. 1. As shown in Figs. 1 and 2, the noise-damping body 10 can absorb vibrations of the air inside the tire 1 during running, and is useful for reducing noise generated by the tire.

[0019] The noise damper 10 of the present invention is an annular body extending in the tire circumferential direction, and is not fixed to the surface 1s of the tire cavity 1B. In other words, the tire 1 of the present invention is lightweight and has excellent workability in attaching the noise damper 10 during tire manufacture, since no adhesive is used to fix the noise damper 10. Furthermore, when the tire 1 of the present invention is punctured and an attempt is made to repair the puncture using a puncture sealant, the noise damper 10 is not fixed to the surface of the tire cavity 1B, so that excellent puncture repairability can be achieved.

[0020] The noise damper 10 includes a circumferential direction of the annular body, a thickness direction oriented in the same direction as the radial direction of the annular body, and a width direction perpendicular to the thickness direction and the circumferential direction. In this embodiment, the circumferential direction of the noise damper 10 substantially coincides with the tire circumferential direction. Also, the thickness direction of the noise damper 10 substantially coincides with the tire radial direction. Also, the width direction of the noise damper 10 substantially coincides with the tire axial direction. Here, the above-mentioned "substantially coincident" includes a case where the angle difference between the circumferential direction, the thickness direction, or the width direction and the tire circumferential direction, the tire radial direction, or the tire axial direction is 5° or less.

[0021] 1, in the present invention, the average thickness T (mm) of the noise damper 10 and the cavity surface radius R (mm), which is the distance in the tire radial direction from the tire rotation axis at the tire equatorial plane Cs to the surface 1s of the tire cavity 1B, satisfy the following formula (1). Note that the average thickness T is calculated by virtually dividing the noise damper 10 into a plurality of minute regions including the outer and inner surfaces in the thickness direction, measuring the thickness of each minute region, and dividing the total thickness of each minute region by the number of the minute regions. 0.04≦T / R≦0.18…(1)

[0022] In the present invention, the average circumferential length L (mm) of the noise damper 10 in the circumferential direction when the noise damper 10 is removed from the tire 1 and the inner cavity surface circumferential length C (mm), which is the tire circumferential length of the surface 1s of the tire cavity 1B at the tire equatorial plane Cs, satisfy the following formulas (2) and (3). Note that the circumferential length L is calculated by virtually dividing the noise damper 10 into a plurality of minute rings, measuring the circumferential length of each minute ring, and dividing the total circumferential length of each minute ring by the number of the minute rings. 1.02-1.1×T / R≦L / C≦0.95+1.4×T / R…(2) L / C≦1.1…(3)

[0023] The tire 1 of the present invention has the above-mentioned characteristics, and thus can maintain the uniformity of the tire and the durability of the noise damper 10. The reasons for this are as follows.

[0024] Generally, if the length of the noise damper is small, its position inside the tire cavity is unstable, and it is difficult to maintain the shape of the noise damper. Also, if the length of the noise damper is large, it is prone to deformation such as buckling. Such defects may deteriorate the uniformity of the tire, or the noise damper may rub against the surface of the tire cavity or the rim, causing damage to the noise damper. Therefore, in order to maintain the uniformity of the tire and the durability of the noise damper, it is essential to keep the length of the noise damper within an appropriate range.

[0025] Also, if the thickness of the sound-damping body is small, it becomes difficult to maintain its shape (annular body). Also, if the thickness of the sound-damping body is large, it becomes easier for large stresses to act on the sound-damping body, which makes it easier for problems such as damage and wear to occur as the tire travels. Therefore, in order to maintain the tire uniformity and durability of the sound-damping body, it is essential to consider not only the length of the sound-damping body but also its thickness, and to keep these dimensions within appropriate ranges.

[0026] Based on the above findings, the inventors carried out various experiments. Figure 3 shows the results of the above experiments, illustrating the relationship between the dimensions of the sound damping body and the occurrence of damage to the sound damping body. In Figure 3, the horizontal axis is the ratio T / R of the average thickness T of the sound damping body to the inner cavity surface radius R. The vertical axis is the ratio L / C of the circumferential length L of the sound damping body to the inner cavity surface circumferential length C.

[0027] The inventors created sound dampers with appropriately changed T / R and L / C, and test tires equipped with these sound dampers. The inventors also evaluated the durability of the sound dampers in these test tires. This evaluation is a comprehensive evaluation in which a tire with a sound damper attached is dropped from a height of 1 m onto the floor to check whether the sound damper comes off (hereinafter referred to as a "drop test"), and after the test tire is run for a certain distance on a drum tester, the presence or absence of disturbance in the arrangement of the sound damper or damage is confirmed. In FIG. 3, "◯", "△" and "×" indicate the evaluation results of the durability of each test tire. "◯" indicates that the sound damper is in good condition with no disturbance in the arrangement or damage. "△" indicates that the sound damper is slightly disturbed or damaged at a level that does not cause problems in use. "×" indicates that the sound damper comes off easily in the above-mentioned drop test, or that the sound damper is too large and impairs durability and uniformity, and is at a level where improvement is desired.

[0028] As a result, it was found that good results were obtained in coordinates within a specific range (dotted in FIG. 3) as shown in FIG. 3. As a result of further analysis, it was found that the specific range is the area surrounded by dashed graphs G1 to G5 in FIG. 3. It was also found that graphs G1 to G5 are specified by the following formula. Graph G1: T / R=0.04 Graph G2: T / R=0.18 Graph G3: L / C=1.02-1.1×T / R Graph G4: L / C=0.95+1.4×T / R Graph G5: L / C=1.1

[0029] The inventors also confirmed through experiments that good results could be obtained within the above-mentioned specific range even when various conditions such as the type of noise damper and tire size were changed, and thus completed the present invention. That is, in the present invention, the uniformity of the tire 1 and the durability of the noise damper 10 can be maintained by setting the dimensions of the noise damper 10 within a specific range (a range that satisfies the above-mentioned formulas (1) to (3)).

[0030] In a preferred embodiment, any one of the following formulae (4) to (6) is satisfied, and more preferably any two of them are satisfied. In a further preferred embodiment, all of the following formulae (4) to (6) are satisfied, thereby ensuring the above-mentioned effects. 0.06≦T / R≦0.16…(4) 1.04-1.1×T / R≦L / C≦0.94+1.4×T / R…(5) L / C≦1.08…(6)

[0031] A more detailed configuration of this embodiment will be described below. Each configuration described below shows a specific aspect of this embodiment. Therefore, it goes without saying that the present invention can achieve the above-mentioned effects even if it does not have the configuration described below. In addition, even if any one of the configurations described below is applied alone to the tire of the present invention having the above-mentioned characteristics, an improvement in performance according to each configuration can be expected. Furthermore, when some of the configurations described below are applied in combination, a composite improvement in performance according to each configuration can be expected.

[0032] Unless otherwise specified, the dimensions of the noise damper 10 described below are measured when the tire 1 is not mounted on the rim, the distance between the pair of bead cores 5 is in the normal state described above, and the noise damper 10 is disposed in the tire cavity 1B.

[0033] As shown in Fig. 1, for example, a porous sponge material is used for the noise damper 10. For example, a sponge material having open cells formed by foaming rubber or synthetic resin is used. In a preferred embodiment, a polyurethane sponge having both ether and ester bonds is used for the noise damper 10. However, the present invention is not limited to this embodiment.

[0034] If the air permeability of the noise damper 10 falls within a specific range, when a puncture in the tire 1 is repaired using a puncture sealant, the noise damper 10 will absorb and retain the puncture sealant, making it difficult for the puncture sealant to reach the puncture hole. From this perspective, the air permeability of the noise damper 10 is set to, for example, 27 ml / cm 2 / s or less. This makes it possible to suppress the above-mentioned problems. The air permeability is measured in accordance with JIS K6400-7.

[0035] If the air permeability of the noise damper 10 is large, even if the noise damper 10 absorbs the puncture sealing agent, the puncture sealing agent can be easily discharged again, and the above-mentioned problems can be suppressed. From this point of view, the air permeability of the noise damper 10 is set to, for example, 62 ml / cm 2 / s or more is fine.

[0036] The density of the sound damper 10 is, for example, 5 to 60 kg / m 3 and preferably 10 to 50 kg / m 3 Such a noise damper 10 can exert an excellent noise damping effect while suppressing an increase in tire weight. The hardness of the noise damper 10 is 20 to 120 N, and preferably 40 to 100 N. This makes it possible to maintain the ease of installation of the noise damper 10 during tire manufacturing and to suppress disturbance of the arrangement of the noise damper 10. Here, the hardness of the noise damper 10 is a value measured in accordance with the D method in section 6.7 of the measurement methods in section 6 of JIS K6400.

[0037] As shown in FIG. 2, the noise damper 10 is positioned so as to intersect with the tire equatorial plane Cs. The noise damper 10 is in contact with (but not fixed to) the surface of the tread portion 2 on the tire cavity 1B side. The noise damper 10 has a rectangular cross section perpendicular to the tire circumferential direction. In a preferred embodiment, the cross section of the noise damper 10 is a rectangular shape that is elongated horizontally in the tire axial direction. Furthermore, substantially the entire circumferential area (80% or more) of the noise damper 10 is in contact with the tire cavity 1B. Such a noise damper 10 can exhibit excellent noise damping effect and durability.

[0038] Fig. 4 shows an enlarged cross-sectional view of the noise damper 10. As shown in Fig. 4, the maximum thickness t1 of the noise damper 10 in the tire radial direction is 10 to 40 mm. The maximum width W1 of the noise damper 10 is 20% to 80% of the cross-sectional width Wt (shown in Fig. 1) of the tire 1, and preferably 20% to 40%. Such a noise damper 10 is unlikely to separate from the pneumatic tire main body 1A while the tire is running. This suppresses wear of the noise damper 10.

[0039] The cross-sectional area of ​​the noise damper 10 (the cross-sectional area in the tire meridian cross section) is 3 to 20% of the cross-sectional area of ​​the tire 1 excluding the noise damper 10. This makes it possible to obtain an excellent noise damping effect while suppressing an increase in tire weight.

[0040] FIG. 5 shows a conceptual diagram of the side of the tire 1. In FIG. 5, the noise damper 10 is indicated by a dashed line. As shown in FIG. 5, the noise damper 10 of this embodiment has both ends in the tire circumferential direction bonded to each other to form the annular body. In FIG. 5, dots are applied to the bonded portion 13 between both ends. Such a noise damper 10 can prevent the ends of the noise damper 10 from coming into contact with the rim or the like and wearing down, and can achieve excellent durability.

[0041] Both ends of the noise damper 10 are fixed to each other by, for example, an adhesive. In another embodiment, the both ends may be welded to each other (adhered after melting a sponge material with heat).

[0042] Fig. 6 shows an enlarged view of both circumferential ends of a noise damper 10 of yet another embodiment. As shown in Fig. 6, the noise damper 10 of this embodiment has a fitting portion 20 in which a convex portion 16 provided at one circumferential end and a concave portion 17 provided at the other circumferential end are fitted together. This allows the noise damper 10 to be made into an annular body without using adhesives or the like, further improving tire uniformity.

[0043] Fig. 7 shows an enlarged view of both circumferential ends of a noise damper 10 of yet another embodiment. As shown in Fig. 7, in the noise damper 10 of this embodiment, a plurality of convex portions 16 are provided at one circumferential end, and a plurality of concave portions 17 are provided at the other circumferential end. The convex portions 16 are, for example, cylindrical, and the concave portions 17 have an internal shape corresponding to the convex portions 16. The fitting portion 20 having such convex portions 16 and concave portions 17 can suppress deformation of the noise damper 10 in the thickness direction.

[0044] Fig. 8 shows an enlarged view of both circumferential ends of a noise damper 10 of yet another embodiment. As shown in Fig. 8, in the noise damper 10 of this embodiment, a convex portion 16 and a concave portion 17 are provided at each of one end and the other end in the circumferential direction. This convex portion 16 is, for example, cylindrical, and the concave portion 17 has an internal shape corresponding to the convex portion 16. In this embodiment, even if stress acts on the fitting portion 20 in multiple directions, the convex portion 16 is unlikely to come off the concave portion 17, and excellent durability can be exhibited.

[0045] Although several embodiments of the pneumatic tire of the present invention have been described in detail above, the present invention is not limited to the above specific embodiments and can be modified and implemented in various aspects.

[0046] [Note] The present invention includes the following aspects.

[0047] [Invention 1] A pneumatic tire, The tire includes a tire cavity and a porous noise-damping body disposed in the tire cavity, The noise damper is an annular body extending in a tire circumferential direction and is not fixed to a surface of the tire cavity, The noise damper includes a circumferential direction of the annular body and a thickness direction oriented in the same direction as a radial direction of the annular body, The average thickness T (mm) of the noise damper and the radius R (mm) of the inner cavity surface, which is the distance in the tire radial direction from the tire rotation axis at the tire equatorial plane to the surface of the tire inner cavity, satisfy the following formula (1), an average circumferential length L (mm) of the noise damper in the circumferential direction when the noise damper is removed from the pneumatic tire, and an inner cavity surface circumferential length C (mm) which is the tire circumferential direction length of the surface of the tire cavity at the tire equatorial plane, satisfy the following formulas (2) and (3): Pneumatic tires. 0.04≦T / R≦0.18…(1) 1.02-1.1×T / R≦L / C≦0.95+1.4×T / R…(2) L / C≦1.1…(3) [Invention 2] The noise damper has a width direction perpendicular to the thickness direction and the circumferential direction, The pneumatic tire according to invention 1, wherein the maximum width of the noise damper is 20% to 80% of the cross-sectional width of the pneumatic tire. [Invention 3] The pneumatic tire according to claim 2, wherein the noise damper is positioned so as to intersect with the tire equatorial plane. [Invention 4] The pneumatic tire according to any one of claims 1 to 3, wherein the noise damper has both ends in the circumferential direction bonded to each other to form the annular body. [Invention 5] The pneumatic tire according to any one of claims 1 to 3, wherein the noise damper has a fitting portion in which a convex portion provided at one end in the circumferential direction and a concave portion provided at the other end in the circumferential direction are fitted together. [Invention 6] 6. The pneumatic tire according to any one of claims 1 to 5, wherein the noise damper has a rectangular cross section. [Invention 7] The density of the sound damper is 5 to 60 kg / m3 7. The pneumatic tire according to any one of claims 1 to 6, [Invention 8] The pneumatic tire according to any one of claims 1 to 7, wherein the hardness of the noise damper is 20 to 120N. [The present invention 9] 4. The pneumatic tire according to any one of claims 1 to 3, wherein the cross-sectional area of ​​the noise damper is 3 to 20% of the cross-sectional area of ​​the pneumatic tire excluding the noise damper. [Explanation of symbols]

[0048] 1B Tire Cavity 10 Sound damping body T Average thickness of sound deadening body R Lumen surface radius L Average circumference of the sound damper C Luminal surface circumference

Claims

1. A pneumatic tire, The tire includes a tire cavity and a porous noise-damping body disposed in the tire cavity, The noise damper is an annular body extending in a tire circumferential direction and is not fixed to a surface of the tire cavity, The noise damper includes a circumferential direction of the annular body and a thickness direction oriented in the same direction as a radial direction of the annular body, The average thickness T (mm) of the noise damper and the radius R (mm) of the inner cavity surface, which is the distance in the tire radial direction from the tire rotation axis at the tire equatorial plane to the surface of the tire inner cavity, satisfy the following formula (1): an average circumferential length L (mm) of the noise damper in the circumferential direction when the noise damper is removed from the pneumatic tire, and an inner cavity surface circumferential length C (mm) which is the tire circumferential length of the surface of the tire cavity at the tire equatorial plane, satisfy the following formulas (2) and (3): Pneumatic tires. 0.04≦T / R≦0.18... (1) 1.02-1.1×T / R≦L / C≦0.95+1.4×T / R…(2) L / C≦1.1…(3)

2. The noise damper has a width direction perpendicular to the thickness direction and the circumferential direction, 2. The pneumatic tire according to claim 1, wherein the maximum width of the noise damper is 20% to 80% of the cross-sectional width of the pneumatic tire.

3. The pneumatic tire according to claim 2 , wherein the noise damper is positioned so as to intersect with the tire equatorial plane.

4. The pneumatic tire according to claim 1 , wherein the noise damper has both ends bonded to each other in the circumferential direction to form the annular body.

5. The pneumatic tire according to claim 1 or 2, wherein the noise damper has a fitting portion in which a convex portion provided at one end in the circumferential direction and a concave portion provided at the other end in the circumferential direction are fitted together.

6. The pneumatic tire according to claim 1 or 2, wherein a cross section of the noise damper is rectangular.

7. The density of the sound damper is 5 to 60 kg / m 3 The pneumatic tire according to claim 1 or 2,

8. 3. The pneumatic tire according to claim 1, wherein the hardness of the noise damper is 20 to 120 N.

9. 3. The pneumatic tire according to claim 1, wherein a cross-sectional area of ​​the noise damper is 3 to 20% of a cross-sectional area of ​​the pneumatic tire excluding the noise damper.

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