CN111565939A - 轮胎以及固定多孔体的方法 - Google Patents

轮胎以及固定多孔体的方法 Download PDF

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Publication number
CN111565939A
CN111565939A CN201880081421.8A CN201880081421A CN111565939A CN 111565939 A CN111565939 A CN 111565939A CN 201880081421 A CN201880081421 A CN 201880081421A CN 111565939 A CN111565939 A CN 111565939A
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China
Prior art keywords
porous body
tire
surface layer
layer
porous
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CN201880081421.8A
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English (en)
Inventor
兼定美智雄
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Bridgestone Corp
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Bridgestone Corp
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Application filed by Bridgestone Corp filed Critical Bridgestone Corp
Publication of CN111565939A publication Critical patent/CN111565939A/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B29C65/00—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor
    • B29C65/02—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor by heating, with or without pressure
    • B29C65/08—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor by heating, with or without pressure using ultrasonic vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B29C66/00—General aspects of processes or apparatus for joining preformed parts
    • B29C66/01—General aspects dealing with the joint area or with the area to be joined
    • B29C66/05—Particular design of joint configurations
    • B29C66/10—Particular design of joint configurations particular design of the joint cross-sections
    • B29C66/11—Joint cross-sections comprising a single joint-segment, i.e. one of the parts to be joined comprising a single joint-segment in the joint cross-section
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    • B29C66/1122—Single lap to lap joints, i.e. overlap joints
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    • B29C66/01—General aspects dealing with the joint area or with the area to be joined
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    • B29C66/50—General aspects of joining tubular articles; General aspects of joining long products, i.e. bars or profiled elements; General aspects of joining single elements to tubular articles, hollow articles or bars; General aspects of joining several hollow-preforms to form hollow or tubular articles
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    • B29C66/53—Joining single elements to tubular articles, hollow articles or bars
    • B29C66/532—Joining single elements to the wall of tubular articles, hollow articles or bars
    • B29C66/5326—Joining single elements to the wall of tubular articles, hollow articles or bars said single elements being substantially flat
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    • B29C66/73—General aspects of processes or apparatus for joining preformed parts characterised by the composition, physical properties or the structure of the material of the parts to be joined; Joining with non-plastics material characterised by the intensive physical properties of the material of the parts to be joined, by the optical properties of the material of the parts to be joined, by the extensive physical properties of the parts to be joined, by the state of the material of the parts to be joined or by the material of the parts to be joined being a thermoplastic or a thermoset
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    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
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    • B29C66/80—General aspects of machine operations or constructions and parts thereof
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    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C5/00—Inflatable pneumatic tyres or inner tubes
    • B60C5/12—Inflatable pneumatic tyres or inner tubes without separate inflatable inserts, e.g. tubeless tyres with transverse section open to the rim
    • B60C5/14—Inflatable pneumatic tyres or inner tubes without separate inflatable inserts, e.g. tubeless tyres with transverse section open to the rim with impervious liner or coating on the inner wall of the tyre
    • B60C2005/145—Inflatable pneumatic tyres or inner tubes without separate inflatable inserts, e.g. tubeless tyres with transverse section open to the rim with impervious liner or coating on the inner wall of the tyre made of laminated layers

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Textile Engineering (AREA)
  • Tires In General (AREA)

Abstract

该轮胎包括：内表面层，其形成轮胎内表面并由热塑性树脂形成或包含热塑性树脂；以及多孔体，其部分嵌入所述内表面层中。

Description

轮胎以及固定多孔体的方法
技术领域
本发明涉及轮胎以及固定多孔体的方法。
背景技术
传统地，已知通过将诸如吸声海绵的多孔体粘附至轮胎内表面以吸收空腔共振能量来降低道路噪音的轮胎。专利文献1说明了这种类型的轮胎。
现有技术文献
专利文献
专利文献1：日本特许第4318639号公报
发明内容
发明要解决的问题
已知的是，为了在轮胎的硫化和成型期间改善从紧密接触的气囊的脱模性能，在硫化和成型之前事先将诸如硅酮或云母的脱模剂涂布到生胎的轮胎内表面或者气囊的外表面。在硫化和成型之后，脱模剂残留在轮胎内表面上。因此，例如当将多孔体粘附至轮胎内表面时，轮胎内表面上的脱模剂抑制了多孔体与轮胎内表面的固着。
在粘附多孔体之前例如通过激光照射烘烤或利用洗涤剂清洗能够从轮胎内表面去除脱模剂。然而，期望不去除脱模剂就能够安装多孔体的结构。
因此，本发明的目的是提供具有在不从轮胎内表面去除脱模剂的情况下能够将多孔体固定至轮胎内表面的安装结构的轮胎，以及固定多孔体的方法。
用于解决问题的方案
本发明的第一方面的轮胎包括：内表面层，其形成轮胎内表面并由热塑性树脂形成或包含热塑性树脂；以及多孔体，其部分嵌入所述内表面层中。
本发明的第二方面的固定多孔体的方法包括：熔融内表面层，其中内表面层形成轮胎内表面并且由热塑性树脂形成或包含热塑性树脂；以及对多孔体加压以将多孔体嵌入内表面层中。
发明的效果
根据本发明，可以提供具有在不从轮胎内表面去除脱模剂的情况下能够将多孔体固定至轮胎内表面的安装结构的轮胎，以及固定多孔体的方法。
附图说明
图1是示出本发明的一实施方式的轮胎的沿着轮胎宽度方向的截面的截面图。
图2是以放大的方式示出图1的多孔体附近的放大截面图。
图3是图2的一部分被进一步放大的放大截面图。
图4是示出了本发明的一实施方式的固定多孔体的方法的概要图。
图5示出了与图1所示的多孔体不同的多孔体。
具体实施方式
以下参照图1至图5说明根据本发明的轮胎以及固定多孔体的方法。在附图中，共同的构件和部位由相同的附图标记表示。
图1是作为本发明的轮胎的一实施方式的轮胎1的沿着包括轮胎1的轮胎中心轴线的轮胎宽度方向A的截面的截面图。
如图1所示，轮胎1包括轮胎主体2和安装到轮胎主体2的内表面30(以下称为“轮胎内表面30”)的多孔体3。
图2是以放大的方式示出图1的多孔体3附近的放大截面图。如图1和图2所示，轮胎主体2包括由热塑性树脂形成或包含热塑性树脂的内表面层11，其中内表面层11形成轮胎内表面30。如图2所示，多孔体3的一部分嵌入内表面层11中。注意，表述“多孔体的一部分嵌入内表面层中”是指多孔体的一部分在内表面层的延伸方向周围与内表面层相接触。
如将稍后说明的，尽管本实施方式的轮胎1是用于乘用车的无内胎型子午线轮胎，但轮胎1不限于该结构。例如，轮胎1可以是包括轮胎框架的轮胎，该轮胎框架由包含至少50质量％以上、优选为90质量％以上的诸如热塑性树脂、热塑性弹性体或热固性树脂的树脂材料的树脂制成。在这种包括由树脂制成的轮胎框架的轮胎的情况下，上述内表面层11可以由轮胎框架本身形成。然而，轮胎1不限于该结构，并且内表面层11可以通过在轮胎框架上层叠另一层而形成。
内表面层11不限于由热塑性树脂形成的情况。例如，内表面层11可以具有部分包含热塑性树脂的合成物，诸如其中热塑性树脂混合有橡胶的合成物。在内表面层11具有部分包含热塑性树脂的合成物的情况下，内表面层11优选地包含至少50质量％以上的热塑性树脂。
形成内表面层11的树脂或包含在内表面层11中的树脂的材料可以包含聚丙烯、聚乙烯、聚苯乙烯、AS树脂、ABS树脂、氯乙烯树脂、PA(6、6-6、6-10、6-12、12)或聚酯。
多孔体3可以由例如具有通过使橡胶或合成树脂发泡而获得的具有连续气泡或独立气泡的海绵材料形成。本实施方式的多孔体3由海绵材料形成。海绵材料的材料优选地是诸如醚基聚氨酯海绵、酯基聚氨酯海绵和聚乙烯海绵的合成树脂海绵；或者诸如氯丁橡胶海绵(CR海绵)、乙丙橡胶海绵(EDPM海绵)和丁腈橡胶海绵(NBR海绵)的橡胶海绵。特别地，从声音控制性、轻量性、发泡的可控性、耐久性等的观点出发，优选地为例如包括醚基聚氨酯海绵的聚氨酯基海绵或聚乙烯基海绵。
另外，多孔体3可以由无纺布形成。在多孔体3由无纺布形成的情况下，例如可以通过缠结动物纤维、植物纤维、矿物纤维、合成纤维、金属纤维、玻璃纤维等形成多孔体3。合成纤维的材料的示例例如包括芳香聚酰胺、聚酰胺、聚酯、聚烯烃、变性丙烯酸及其组合。
多孔体3可以通过编织动物纤维、植物纤维、矿物纤维、合成纤维、金属纤维、玻璃纤维等而形成。
多孔体3的密度可以设定在处于例如16kg/m3至100kg/m3的范围。多孔体3的硬度可以设定在处于例如20N至300N的范围。注意，硬度是指根据JIS K6401(2011版)中引用的JISK6400-2的“测试类型”中规定的“方法D”测得的硬度。另外，多孔体3的拉伸强度可以设定在处于例如50kPa至300kPa的范围。
多孔体3能够通过形成于多孔体3的表面或者内部的空隙将振动空气的振动能量转化为热能来吸收声音。结果，可以减少在组装有轮辋的轮胎1中产生的空腔共振噪声。
如上所述，轮胎1包括由热塑性树脂形成或包含热塑性树脂的内表面层11，其中内表面层11形成轮胎内表面30。此外，在轮胎1中，多孔体3的一部分嵌入内表面层11中，并且多孔体3以这种方式固定到内表面层11。利用这种安装结构，不管是否从轮胎内表面30去除了脱模剂，都能够将多孔体3固定到轮胎内表面30，即，即使在没有从轮胎内表面30去除脱模剂的情况下也能够将多孔体3固定到轮胎内表面30。
以下详细说明本实施方式的轮胎1。
<轮胎主体2>
首先，将说明本实施方式的轮胎1的轮胎主体2。如图1所示，本实施方式的轮胎主体2包括：胎面部2a；从胎面部2a的在轮胎宽度方向A上的两端向轮胎径向B的内侧延伸的一对侧壁部2b；以及设置在各侧壁部2b的在轮胎径向B上的内侧的端部处的一对胎圈部2c。
更具体地，本实施方式的轮胎主体2包括胎圈构件4、胎体5、带束6、胎面橡胶7、胎侧橡胶8、内衬9和内表面构件10。
[胎圈构件4]
胎圈构件4嵌入胎圈部2c中。胎圈构件4包括胎圈芯4a和相对于胎圈芯4a位于轮胎径向B上的外侧的由橡胶制成的胎圈填胶4b。胎圈芯4a包括外周覆盖有橡胶的多条胎圈线。胎圈线由钢帘线形成。钢帘线可以由例如钢单丝或绞合线形成。有机纤维、碳纤维等也可以被用作胎圈线。
[胎体5]
胎体5跨在一对胎圈部2c之间，更具体地在一对胎圈构件4的胎圈芯4a之间，并且呈环状延伸。胎体5具有至少径向结构。
此外，胎体5由一个或多个胎体帘布层5a(在本实施方式中为一个)组成，其中，胎体帘线相对于轮胎周向C以例如75度至90度的角度配置。胎体帘布层5a包括位于一对胎圈芯4a之间的帘布层主体以及在帘布层主体的两端处围绕胎圈芯4a在轮胎宽度方向A上从内侧向外侧折叠的帘布层折叠部。然后，在帘布层主体与帘布层折叠部之间布置有从胎圈芯4a呈锥形延伸至轮胎径向B上的外侧的胎圈填胶4b。在本实施方式中，构成胎体帘布层5a的胎体帘线是聚酯帘线。然而，可以使用其它帘线，诸如有机纤维帘线、仿尼龙、人造丝和芳族聚酰胺、以及必要时使用钢帘线。此外，胎体帘布层5a的数量可以是两个以上。
[带束6]
带束6包括配置在胎体5的胎冠部的在轮胎径向B上的外侧的一层或多层带束层(在本实施方式中为五层)。具体地，如图2所示，本实施方式的带束6包括倾斜带束6a和周向带束6b。
如图2所示，倾斜带束6a包括配置在胎体5的胎冠部的在轮胎径向B上的外侧的一层或多层倾斜带束(在本实施方式中为两层)。更具体地，本实施方式的倾斜带束6a包括沿轮胎径向B层叠的第一倾斜带束层6a1和第二倾斜带束层6a2。第一倾斜带束层6a1和第二倾斜带束层6a2均由带束帘布层形成，其中，作为金属带束帘线的钢帘线相对于轮胎周向C以10度至40度的倾斜角度配置。两个带束帘布层在其带束帘线沿不同方向倾斜的情况下彼此叠置。因此，带束帘线在带束帘布层之间彼此交叉以改善带束刚性，并且胎面部2a能够在大致整个宽度上通过环箍效应被增强。
如图2所示，周向带束6b包括配置在倾斜带束6a的在轮胎径向B上的外侧的一层或多层周向带束层(在本实施方式中为两层)。更具体地，周向带束6b包括沿轮胎径向B层叠的第一周向带束层6b1和第二周向带束层6b2。第一周向带束层6b1和第二周向带束层6b2均由带束帘布层形成，其中作为有机纤维带束帘线的尼龙帘线以相对于轮胎周向C成10度以下的角度(优选为5度以下的角度)绕着轮胎旋转轴线螺旋状地缠绕。
[胎面橡胶7和胎侧橡胶8]
胎面橡胶7构成胎面部2a的在轮胎径向B上的外侧的面，并且胎面花纹包括例如在轮胎周向C上延伸的周向槽7a，并且在胎面的外表面上形成有在轮胎宽度方向A上延伸的宽度方向槽(附图中未示出)。胎侧橡胶8构成侧壁部2b的在轮胎宽度方向A上的外侧的面，并且与上述胎面橡胶7一体地形成。
[内衬9]
内衬9层叠在胎体5的内表面上，并且由具有低透气性的丁基橡胶形成。即，内衬9形成层叠在胎体5的内表面上的橡胶层12。注意，丁基橡胶是指丁基橡胶和作为其衍生物的卤化丁基橡胶。
[内表面构件10]
内表面构件10层叠在作为橡胶层12的内衬9的内表面上，并且形成轮胎内表面30。即，本实施方式的内表面层11由内表面构件10形成。
在内表面构件10层叠在内衬9的内表面上的情况下硫化并成型轮胎主体2。因此，为了改善硫化和成型期间从紧密接触的气囊的脱模性能，在硫化和成型之前，事先对轮胎内表面30(即内表面构件10的在内衬9的相反侧的表面)涂布诸如硅的脱模剂。图3是将图2中的轮胎内表面30的一部分进一步放大的放大截面图。如图3所示，在本实施方式中，在硫化和成型之后未去除残留在轮胎内表面30上的上述脱模剂S，并且在脱模剂S介于轮胎内表面30和多孔体3之间的情况下将多孔体3固定到轮胎内表面30。也就是，脱模剂S介于内表面层11和多孔体3之间。
因为在脱模剂S介于内表面构件10和多孔体3之间的情况下将多孔体3固定到形成内表面层11的内表面构件10，所以脱模剂S用作膜，并且内表面层11不易与透过多孔体3的氧接触。也就是，能够抑制内表面层11暴露于氧，并且能够抑制由氧导致的内表面层11的劣化。稍后将说明固定多孔体3的方法的细节(参照图4)。
本实施方式的内表面构件10由热塑性树脂形成或包含热塑性树脂。另外，本实施方式的内表面构件10能够由上述内表面层11的材料形成。在多孔体3的一部分嵌入形成内表面层11的内表面构件10中的情况下将多孔体3固定到内表面构件10。稍后将说明将多孔体3固定到内表面构件10的方法的细节(参照图4)。
内表面构件10的厚度没有特别限制，只要内表面构件10具有能够供多孔体3的一部分嵌入的厚度即可。例如，厚度可以是3μm以上。
<多孔体3>
如图1所示，本实施方式的多孔体3被安装到轮胎内表面30的在轮胎宽度方向A上的中央区域。更具体地，本实施方式的多孔体3在轮胎内表面30与轮胎赤道面CL相交的位置处安装到轮胎内表面30。
多孔体3没有特别限制，只要多孔体3部分地嵌入形成轮胎内表面30的内表面层11中即可。然而，在使用如后所述的利用超声波将多孔体3固定到内表面构件10(参照图4)的方法的情况下，多孔体3优选地具有柔性。另外，在使用如后所述的利用超声波将多孔体3固定到内表面构件10(参照图4)的方法的情况下，多孔体3的密度优选地低于由本实施方式中的内表面构件10形成的内表面层11的密度。当多孔体3由海绵材料、无纺布等形成时，容易满足这些条件。
另外，在本实施方式中，多孔体3的熔点优选地比由内表面构件10形成的内表面层11的熔点高。以这种方式，当由内表面构件10形成的内表面层11处于熔融状态时，容易将多孔体3的一部分嵌入内表面层11中，这不限于利用超声波的固定方法(参照图4)。
此外，基于上述熔点的大小关系，多孔体3优选地具有分解点温度比熔点温度低并且分解点温度比内表面层11的熔点温度高的结构。“分解点”是指发生热分解的温度。利用这种结构，在比多孔体3的分解点温度低的温度下将多孔体3嵌入并固定在内表面层11中。以这种方式，当由内表面构件10形成的内表面层11处于熔融状态而多孔体3未熔融时，可以将多孔体3的一部分嵌入内表面层11中，这不限于利用超声波的固定方法(参照图4)。也就是，能够将未熔融并且保留内部空隙的多孔体3嵌入熔融状态的内表面层11中。结果，熔融状态的内表面层11容易进入多孔体3的空隙。换言之，多孔体3被熔融状态的内表面层11浸渍。在该状态下，当内表面层11冷却时，内表面层11在内表面层11的一部分进入多孔体3的空隙的情况下被固化，这通过锚固作用牢固地保持多孔体3。也就是，当多孔体3具有分解点温度比熔点温度低并且分解点温度比内表面层11的熔点温度高的结构时，容易获得牢固地固定到内表面层11的多孔体3。在这种情况下，形成多孔体3的材料或包含在多孔体3中的材料不受特别限制。例如，可以由热固性树脂或弹性体而不是热塑性树脂形成多孔体3。
然而，基于上述熔点的大小关系，多孔体3可以具有熔点温度比分解点温度低的结构。利用这种结构，在等于或高于多孔体3的熔点的温度并且低于多孔体3的分解点的温度的温度下将多孔体3嵌入并固定到内表面层11。以这种方式，当由内表面构件10形成的内表面层11处于熔融状态并且使多孔体3的相同部分或者另一部分熔融以与熔融的内表面层11混合或熔接时，可以将多孔体3的一部分嵌入内表面层11中，这不限于利用超声波的固定方法(参照图4)。也就是，当多孔体3具有熔点温度比分解点温度低的结构时，易于获得通过将多孔体3嵌入在内表面层11中以及将多孔体3与内表面层11混合或熔接两种方式固定到内表面层11的多孔体3。在这种情况下，多孔体3由热塑性树脂形成或包含热塑性树脂。
如上所述，如果多孔体3的一部分嵌入由内表面构件10形成的内表面层11中，则无所谓在固定期间多孔体3是否处于熔融状态。
下面，将说明固定本发明的一实施方式的多孔体3的方法。图4是示出了固定多孔体3的方法的示例的概要图。
图4的(a)示出了在硫化和成型期间的轮胎主体2的状态。如图4的(a)所示，在将由内表面构件10形成的内表面层11层叠在由内衬9形成的橡胶层12的内侧(图4的(a)中的下侧)的状态下进行轮胎主体2的硫化和成型。在硫化和成型期间，内表面构件10被附图未示出的气囊朝向内衬9加压(参照图4的(a)中的空心箭头)。为了改善硫化和成型后的脱模性，预先在与气囊或气囊的外表面接触的内表面构件10的表面涂布脱模剂S。
图4的(b)示出了硫化和成型后的轮胎主体2的状态。如图4的(b)所示，由于硫化和成型期间的热和压力，橡胶层12和内表面层11彼此紧密地贴附并成为一体。此外，如图4的(b)所示，脱模剂S留在轮胎主体2的由内表面层11形成的轮胎内表面30上。
图4的(c)示出了利用超声波将多孔体3固定到内表面层11。如图4的(c)所示，将多孔体3配置于轮胎内表面30。然后，通过超声波熔接机的超声波焊头50将多孔体3压向轮胎内表面30。在这种状态下，由于从超声波焊头50发出的超声波的振动能量，在由内表面层11形成的轮胎内表面30上产生摩擦热，并且温度立即上升到内表面层11的熔点。以这种方式，如图4的(c)所示，被超声波焊头50压抵内表面层11的多孔体3嵌入熔融的内表面层11中。然后，当内表面层11冷却时，能够在多孔体3的一部分嵌入内表面层11中的状态下将多孔体3固定到内表面层11。
内表面层11被层叠在作为橡胶层12的内衬9上。超声波的振动能量不会使橡胶层12熔融。设置这种橡胶层12能够抑制在夹着橡胶层12的内表面层11的相反侧上的各部分的熔融。
如上所述，由于在多孔体3的一部分嵌入内表面层11中的情况下将多孔体3固定到内表面层11，所以无论是否有脱模剂S附着到由内表面层11形成的轮胎内表面30，多孔体3都能够固定到内表面层11。
为了实现根据图4的(c)的超声波熔接，当振动能量通过多孔体3到达轮胎内表面30时，从超声波焊头50发出的超声波的振动能量仍保持能够使轮胎内表面30熔融的程度。为此，优选的是，能够使超声波焊头50与轮胎内表面30之间的距离缩短。因此，优选的是，多孔体3具有柔性，使得多孔体3由于超声波焊头50的加压而被压缩并变形，并且减小了多孔体3的厚度。利用这种结构，即使通过从多孔体3侧发出超声波来进行超声波熔接，也能够容易地使轮胎内表面熔融。
在多孔体3不具有柔性的情况下，可以接受的是，多孔体3的厚度小。然而，在小厚度的多孔体3的情况下，多孔体3所需的功能(诸如吸声性能)可能劣化。在多孔体3不具有柔性并且多孔体3的厚度大的情况下，必须增大从超声波焊头50发出的超声波的强度，从而不可以使用通用的超声波熔接机。由于上述原因，特别优选的是使用具有柔性的多孔体3。
此外，为了执行根据图4的(c)的超声波熔接，从超声波焊头50发出的超声波的振动能量应集中于轮胎内表面30而不是多孔体3。因此，多孔体3的密度优选地比内表面层11的密度低。如上所述，与使用密度比内表面层11的密度高的多孔体的情况相比，在使用密度比内表面层11的密度低的多孔体3的情况下，从超声波焊头50发出的超声波在多孔体3中几乎不衰减。也就是，超声波容易到达轮胎内表面30。另外，与使用密度比多孔体3的密度低的内表面层的情况相比，在使用密度比多孔体3的密度高的内表面层11的情况下，从超声波焊头50发出的超声波在内表面层11中容易衰减。也就是，能够通过超声波的振动能量使形成轮胎内表面30的内表面层11的温度容易地升高。由于上述原因，当多孔体3的密度比内表面层11的密度低时，即使通过从多孔体3侧发出超声波来进行超声波熔接，轮胎内表面30也能够容易地熔融。以这种方式，容易实现多孔体3的一部分嵌入内表面层11中的结构。
多孔体3的密度例如可以设定在如上所述的处于16kg/m3至100kg/m3的范围。多孔体3的密度优选地以比内表面层11的密度低的方式设定在上述范围内。
此外，为了执行根据图4的(c)的超声波熔接，内表面层11应在多孔体3之前熔融。因此，多孔体3的熔点应比内表面层11的熔点高。
多孔体3的材料例如可以是熔点处于100℃至260℃的范围的材料。形成内表面层11的内表面构件10的材料例如可以是熔点处于80℃至240℃的范围的材料。在这些范围内，多孔体3的熔点优选地设定为比内表面层11的熔点高。
如上所述，图4所示的固定多孔体3的方法包括：使形成轮胎内表面30并且由热塑性树脂形成或者包含热塑性树脂的内表面层11熔融，并对多孔体3加压以将多孔体3的一部分嵌入内表面层11中。以这种方式，能够在不从轮胎内表面30去除脱模剂S的情况下将多孔体3固定至轮胎内表面30。
在图4所示的固定方法中使用的超声波熔接机优选能够发出频率为35kHz的超声波。以这种方式，与能够发出频率为20kHz的超声波的通用超声波熔接机相比，所使用的超声波熔接机可以小型化，并且可以增加每单位时间输入到轮胎内表面30的振动能量。结果，能够改善熔接的工作效率。考虑到将超声波熔接机用于轮胎主体2的轮胎内表面30的事实，特别有利的是能够使超声波熔接机小型化。在本实施方式中，能够发出频率为35kHz的超声波的由SONOTRONIC公司制造的名为“ECOiSONIC”的产品可以用作能够发出频率为35kHz的超声波的超声波熔接机。
另外，如图1至图4所示，本实施方式的多孔体3由海绵材料形成，而如图5所示多孔体3也可以由无纺布形成。由无纺布形成的多孔体3的示例包括由日本Vilene株式会社制造的型号为“AE-100”的干燥炉用耐热过滤器。当将耐热过滤器嵌入并固定到作为单层的内表面层11时，超声波表面压力优选地为0.32kg/mm2以上。当将两个耐热过滤器堆叠并嵌入并固定到内表面层11时，超声表面压力优选地为0.49kg/mm2以上。
当将上述耐热过滤器用作多孔体3时，超声波辐射宽度可以是0.3mm，并且超声波辐射长度可以是25mm或50mm，以便实现期望的内表面层11中的嵌入。超声波辐射长度优选地为25mm。
本发明的轮胎和固定多孔体的方法不限于以上实施方式中说明的具体结构和步骤，并且在不脱离权利要求的范围的情况下能够进行修改和改变。例如，在图1至图5所示的示例中，在多孔体3的在轮胎宽度方向A上的整个区域中，仅多孔体3的一部分嵌入内表面层11中，但是也可以在多孔体3的在轮胎宽度方向A上的整个区域中将多孔体3嵌入内表面层11中。此外，在多孔体3的在轮胎周向C上的整个区域中，仅多孔体3的一部分嵌入内表面层11中，但是也可以在多孔体3的在轮胎周向C上的整个区域中将多孔体3嵌入内表面层11中。另外，在多孔体3的在轮胎宽度方向A上的一部分或者多孔体3的在轮胎周向C上的一部分嵌入内表面层11中的情况下，可以如图4所示通过仅对嵌入部分照射超声波来使内表面层11部分熔融。
在轮胎1的带束6中的倾斜带束层和周向带束层的数量不限于上述实施方式中说明的数量。此外，倾斜带束层和周向带束层的在轮胎宽度方向A上的长度以及倾斜带束层和周向带束层的两端之间的在轮胎宽度方向A上的位置关系不限于上述实施方式中说明的长度和位置关系。
产业上的可利用性
本发明涉及轮胎和固定多孔体的方法。
附图标记说明
1 轮胎
2 轮胎主体
2a 胎面部
2b 侧壁部
2c 胎圈部
3 多孔体
4 胎圈构件
4a 胎圈芯
4b 胎圈填胶
5 胎体
5a 胎体帘布层
6 带束
6a 倾斜带束
6a1 第一倾斜带束层
6a2 第二倾斜带束层
6b 周向带束
6b1 第一周向带束层
6b2 第二周向带束层
7 胎面橡胶
7a 周向槽
8 胎侧橡胶
9 内衬
10 内表面构件
11 内表面层
12 橡胶层
30 轮胎内表面
50 超声波焊头
A 轮胎宽度方向
B 轮胎径向
C 轮胎周向
S 脱模剂
CL 轮胎赤道面

Claims (9)

1.一种轮胎，其包括：
内表面层，其形成轮胎内表面并由热塑性树脂形成或包含热塑性树脂，以及
多孔体，其部分嵌入所述内表面层中。
2.根据权利要求1所述的轮胎，其特征在于，所述多孔体的密度比所述内表面层的密度低。
3.根据权利要求1或2所述的轮胎，其特征在于，所述多孔体具有柔性。
4.根据权利要求1至3中任一项所述的轮胎，其特征在于，所述多孔体的熔点比所述内表面层的熔点高。
5.根据权利要求4所述的轮胎，其特征在于，所述多孔体的分解点的温度比所述多孔体的熔点的温度低并且比所述内表面层的熔点的温度高。
6.根据权利要求4所述的轮胎，其特征在于，所述多孔体的熔点的温度比所述多孔体的分解点的温度低。
7.根据权利要求1至6中任一项所述的轮胎，其特征在于，所述内表面层层叠在橡胶层上。
8.根据权利要求1至7中任一项所述的轮胎，其特征在于，脱模剂介于所述内表面层和所述多孔体之间。
9.一种固定多孔体的方法，其包括：熔融内表面层，其中所述内表面层形成轮胎内表面并且由热塑性树脂形成或包含热塑性树脂，以及对多孔体加压以将所述多孔体嵌入所述内表面层中。
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