CN114340911A - 充气轮胎 - Google Patents
充气轮胎 Download PDFInfo
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- CN114340911A CN114340911A CN202080060813.3A CN202080060813A CN114340911A CN 114340911 A CN114340911 A CN 114340911A CN 202080060813 A CN202080060813 A CN 202080060813A CN 114340911 A CN114340911 A CN 114340911A
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Abstract
提供一种当将PET纤维帘线用于带束覆盖层时在谋求轮胎重量轻量化的同时可良好地发挥高速耐久性的充气轮胎。在胎面部(1)中的带束层(7)的外周侧设置由沿轮胎周向以螺旋状缠绕的有机纤维帘线(8C)构成的带束覆盖层(8),该有机纤维帘线(8C)使用单纤度为700分特(dtex)以下且捻数为30次/100mm以上的聚对苯二甲酸乙二酯纤维帘线,带束覆盖层的层厚G为有机纤维帘线(8C)的帘线直径D的1.6倍以上。
Description
技术领域
本发明涉及将聚对苯二甲酸乙二酯(PET)纤维帘线用于带束覆盖层的充气轮胎。
背景技术
轿车用或轻型卡车用的充气轮胎通常具有如下结构,即在一对胎圈部之间架设胎体层,在胎面部中的胎体层的外周侧设置多层带束层,带束层的外周侧设置包括沿轮胎周向以螺旋状缠绕的多根有机纤维帘线的带束覆盖层。在该结构中,带束覆盖层主要贡献于高速耐久性的提高。
以往,尼龙纤维帘线为用于带束覆盖层的有机纤维帘线的主流,但提出一种使用与尼龙纤维帘线相比弹性高且价格低廉的聚对苯二甲酸乙二酯纤维帘线(以下称为PET纤维帘线)(例如,参照专利文献1)。另外,为了减轻轮胎重量,考虑使用低纤度的PET纤维帘线。然而,若在现有结构中单纯使用低纤度PET纤维帘线,则存在粘合耐久性降低且难以确保高速耐久性的问题。因此,当使用低纤度PET纤维帘线以谋求减轻轮胎重量时,需要采取用于保持良好粘合耐久性并确保高速耐久性的一种对策。
现有技术文献
专利文献
专利文献1:日本特开2001-63312号公报
发明内容
发明所要解决的问题
本发明的目的在于,提供当将PET纤维帘线用于带束覆盖层时在谋求轮胎重量的轻量化的同时可良好地发挥高速耐久性的充气轮胎。
解决问题的技术手段
用于实现上述目的的本发明的充气轮胎包括:胎面部,向轮胎周向延伸呈环状;一对侧壁部,设置于该胎面部的两侧;以及一对胎圈部,设置于所述侧壁部的轮胎径向内侧,并所述充气轮胎具有:胎体层,架设于所述一对胎圈部之间;多层带束层,在所述胎面部中设置于所述胎体层的外周侧;以及带束覆盖层,设置于所述带束层的外周侧,所述充气轮胎的特征在于,所述带束覆盖层通过沿轮胎周向以螺旋状缠绕用包覆橡胶覆盖的有机纤维帘线形成,所述有机纤维帘线为具有700分特(dtex)以下的单纤度、30次/100mm以上的捻数的聚对苯二甲酸乙二酯纤维帘线,所述带束覆盖层的层厚G为所述有机纤维帘线的帘线直径D的1.6倍以上。
发明效果
本发明的充气轮胎形成有如上所述的带束覆盖层,因此可在谋求轮胎重量的轻量化的同时可良好地发挥高速耐久性。尤其,由于使用单纤度为700分特以下的低纤度聚对苯二甲酸乙二酯纤维帘线(PET纤维帘线),因此,可减轻带束覆盖层的重量,以谋求轮胎的轻量化。另一方面,由于充分确保有机纤维帘线(PET纤维帘线)的捻数,因此,在结构上帘线表面的凹凸增多,从而可提高粘合耐久性。并且,由于带束覆盖层的层厚G相对于帘线直径D适当增加,因此,带束覆盖层中所占的橡胶比例增加,从而可提高粘合耐久性。以这种方式提高粘合耐久性的结果,可防止高速行驶时带束层与带束覆盖层的层间分离,并且可谋求高速耐久性的提高。
在本发明中,优选地,有机纤维帘线通过捻合2根或3根下捻线形成。通过以这种方式减少下捻线的数量,有利于谋求轮胎重量的轻量化。
在本发明中,优选地,有机纤维帘线的2.0里牛(cN)/分特负荷时的中间伸长率为3.5%以下。通过以这种方式设定中间伸长率,可确保帘线刚性并有利于提高高速耐久性。
在本发明中,优选地,有机纤维帘线的帘线直径D与在带束覆盖层中相邻的有机纤维帘线之间的间隔S之间具有1.0≤S/D<1.5的关系。通过这种结构,可适当确保帘线之间的橡胶量,并提高粘合耐久性,从而可获得更优异的高速耐久性。
附图说明
图1是表示由本发明的实施方式构成的充气轮胎的子午线剖面图。
图2为放大示出本发明的带束覆盖层的说明图。
具体实施方式
以下,参照附图详细说明本发明的结构。
如图1所示,本发明的充气轮胎具备:胎面部1;一对侧壁部2,配置于该胎面部1的两侧;以及一对胎圈部3,配置于侧壁部2的轮胎径向内侧。在图1中,符号CL表示轮胎赤道。图1是子午线剖视图,因此并未描写,但胎面部1、侧壁部2以及胎圈部3分别沿轮胎周向延伸而呈环状,由此构成充气轮胎的环状的基本结构。以下,使用图1的说明基本上基于图示的子午线剖面形状,各轮胎构成构件均沿轮胎周向延伸而呈环状。
在图示的示例中,胎面部1的外表面上形成有多个(图示示例中为4个)沿轮胎周向沿延伸的主槽,但主槽的数量无特别限定。并且,除了主槽之外,还可形成包括沿轮胎宽度方向延伸的横向花纹槽的各种槽或刀槽花纹。
左右一对胎圈部3之间架设有包括沿轮胎径向延伸的多根加强帘线的胎体层4。各胎圈部中埋设有胎圈芯5,在该胎圈芯5的外周上配置有大致三角形横截面的胎边芯6。胎体层4围绕胎圈芯5从轮胎宽度方向内侧向外侧折叠。由此,胎圈芯5和胎边芯6被胎体层4的主体部(从胎面部1经由各侧壁部2到达各胎圈部3的部分)和折叠部(各胎圈部3中,围绕胎圈芯5折叠且向各侧壁部2侧延伸的部分)包裹。作为胎体层4的加强帘线,优选使用例如聚酯帘线。
另一方面,在胎面部1处的胎体层4的外周侧埋设有多层(在图示的例子中为两层)带束层7。各带束层7包括相对于轮胎周向倾斜的多根增强帘线,并且在层间增强帘线以相互交叉的方式配置。在这些带束层7中,将增强帘线的相对于轮胎周向的倾斜角度例如设定在10°~40°的范围内。作为带束层7的增强帘线,例如优选使用钢帘线。
并且,为了提高高速耐久性,带束层7的外周侧上设置有带束覆盖层8。带加强层8包括在轮胎周向上取向的有机纤维帘线。在带加强层8中,有机纤维帘线相对于轮胎周向的角度例如设定为0°~5°。在本发明中,带束覆盖层8始终包括覆盖带束层7的整个区域的全覆盖层8a,并且可选地包括局部覆盖带束层7的两端部的一对边缘覆盖层8b(在图示的例子中,包括全覆盖层8a和边缘覆盖层8b)。优选地,带束覆盖层8可以通过将至少一根有机纤维帘线拉齐并用包覆橡胶覆盖而得到的条带材料以螺旋状沿轮胎轴向缠绕而形成的结构,特别优选为无接缝结构。
在本发明中,构成带束覆盖层8的有机纤维帘线为聚对苯二甲酸乙二酯纤维帘线(PET纤维帘线),单纤度为700分特以下,优选为400分特~600分特,捻数为30次/100mm以上,优选为30次/100mm~41回/100mm。并且,如图2所示,当将带束覆盖层8的层厚(轧制厚度)设为G,有机纤维帘线8C的帘线直径设为D时,带束覆盖层8的层厚G设定为有机纤维帘线8C的帘线直径D的1.6倍以上,优选地,设定为1.60倍~1.80倍,更优选地,设定为1.70倍~1.8倍。
在本发明中,由于使用如上所述的单纤度为700分特以下的低纤度PET纤维帘线,因此可减轻带束覆盖层8的重量以谋求轮胎的轻量化。另一方面,由于将PET纤维帘线的捻数设为30次/100mm以上,因此结构上帘线表面凹凸较多,可提高粘合耐久性。并且,由于单纤度在上述范围内的低纤度PET纤维帘线中捻数增加,因此改进了帘线的结构(扭曲度),并且可以确保良好的抗疲劳性。而且,由于带束覆盖层8C的层厚G相对于帘线直径D适当增加,因此可增加带束覆盖层8中所占的橡胶比例,并且可提高粘合耐久性。通过以这种方式提高粘合耐久性,结果可以防止高速行驶时带束层7与带束覆盖层8之间的层间分离,因此可获得优异的高速耐久性。
此时,有机纤维帘线(PET纤维帘线)的单纤度大于700分特时,无法充分获得减轻轮胎重量的效果。当PET纤维帘线的捻数小于30次/100mm时,无法充分确保帘线表面的凹凸,因此无法提高粘合耐久性,并且高速耐久性降低。并且,当单纤度和捻数偏离上述范围且帘线的扭曲减少时,帘线的抗疲劳性有可能降低。当带束覆盖层8的层厚G小于有机纤维帘线的帘线直径D的1.6倍时,无法充分确保橡胶量,并且提高粘合耐久性的效果有限,无法提高高速耐久性。此外,当带束覆盖层8的层厚G过大时,因使用低纤度帘线而带来的轻量化效果有可能被抵消,因此在上述的层厚G与帘线直径D的关系上,带束覆盖层8的层厚G优选为0.62mm~0.70mm,更优选为0.65mm~0.70mm。
有机纤维帘线(PET纤维帘线)由多个下捻线捻合而成,但下捻线的数量优选为2根或3根。此时,有机纤维帘线(PET纤维帘线)的总纤度优选为2100分特以下,更优选为800分特~1750分特。通过以这种方式控制下捻线的数量或总纤度较低,有利于谋求轮胎重量的轻量化。
有机纤维帘线(PET纤维帘线)在2.0里牛/分特负荷时的中间伸长率优选为3.5%以下,更优选为3.0%~3.5%。通过以这种方式设定中间伸长率,可确保帘线刚性,并且有利于提高高速耐久性。当有机纤维帘线的2.0里牛/分特负荷时的中间伸长率大于3.5%时,无法充分确保帘线刚性,并且提高高速耐久性的效果受限。此外,“2.0里牛/分特负荷时的中间伸长率”是基于JIS L1017的“化纤轮胎帘线测试方法”,在250mm的夹持间隔、300±20mm/分钟的拉伸速度条件下进行拉伸测试,并在2.0里牛/分特负荷时测量的样品帘线的伸长率(%)。
如图2所示,当将有机纤维帘线8C的帘线直径设为D,在一层带束覆盖层8中沿轮胎方向相邻的有机纤维帘线8C之间的间隔设为S时,这种帘线直径D和间隔S优选为1.0≤S/D<2.0,更优选为满足1.1≤S/D≤1.9的关系。通过这种结构,可适当确保帘线之间的橡胶量,并有利于提高粘合耐久性。当帘线直径D与间隔S之间的关系不满足上述的关系且间隔S相对较小时,无法确保充分的帘线之间的橡胶量,从而粘合耐久性降低,并且当帘线直径D相对较小时,易于产生帘线断裂而难以确保耐久性。
用作构成带束覆盖层8的有机纤维帘线的PET纤维帘线优选在100℃下具有0.6里牛/特(tex)以上的热收缩应力。通过以这种方式设定100℃下的热收缩应力,可更有效地维持充气轮胎的耐久性,同时可提高高速耐久性。当PET纤维帘线的100℃下的热收缩应力小于0.6里牛/特时,无法充分提高行驶时的环箍效果,并且难以充分维持高速耐久性。PET纤维帘线的100℃下的热收缩应力的上限值没有特别限定,但例如可以设为2.0里牛/特。此外,在本发明中,100℃下的热收缩应力(里牛/特)为基于JIS-L1017的“化纤轮胎帘线测试方法”,在样品长度500mm、加热条件100℃×5分钟的条件下加热时测量的样品帘线的热收缩应力。
为了获得具有如上所述的物理特性的PET纤维帘线,例如优化浸渍处理较佳。即,在压延工序之前,对PET纤维帘线进行粘合剂的浸渍处理,但在二浴处理后的正火工序中,气氛温度优选设定在210℃~250℃范围内,帘线张力优选设定在2.2×10-2牛/特(N/tex)~6.7×10-2牛/特范围内。由此,可为PET纤维帘线赋予如上所述的物理特性。当正火工序中的帘线张力小于2.2×10-2牛/特时,帘线弹性模量降低,无法充分降低中频路噪,反之,当大于6.7×10-2牛/特时,帘线弹性模量变高,帘线的抗疲劳性降低。
实施例
制造了如表1~2所示的不同条件下的常规示例1、比较例1~4、实施例1~10的轮胎,所述条件如下:轮胎尺寸为195/65R15,具有图1所示的基本结构,构成带束覆盖层的有机纤维帘线的单纤度、构成有机纤维帘线的下捻线的根数(捻数)、带束覆盖层中有机纤维帘线的打纬密度(支数)、带束覆盖层的层厚G、有机纤维帘线的帘线直径D、带束覆盖层中沿轮胎宽度方向相邻的有机纤维帘线之间的帘线间隔S、层厚G与帘线直径D的比率G/D、帘线间隔S与帘线直径D的比率S/D、有机纤维帘线的捻数、有机纤维帘线的2.0里牛/分特负荷时的中间伸长率。
在每个示例中,带束覆盖层仅设置有一层全覆盖层,并且所述带束覆盖层具有无接缝结构,所述无接缝结构通过如下方式形成,即,将一根有机纤维帘线(PET纤维帘线)拉齐并用包覆橡胶覆盖而得到的条带以螺旋状沿轮胎轴向缠绕。并且,在各个例子中,中间伸长率是基于JIS L1017的“化纤轮胎帘线测试方法”在夹持间隔250mm、拉伸速度300±20mm/分钟的条件下进行拉伸测试而测量的。
对于这种试验轮胎,通过以下评估方法,评估了带束覆盖层的重量、高速耐久性、高速耐久性的测试后的轮胎的破损状态,并将其结果示于表1、2中。
带束覆盖层的重量
根据各测试轮胎中使用的有机纤维帘线和橡胶层的重量计算了带束覆盖层的重量。评估结果以常规示例1为100的指数表示。该指数值越小,表示带束覆盖层的重量越小。
高速耐久性
将各测试轮胎组装在轮辋尺寸为15×7J的车轮上,在以230kPa的内压密封氧气的状态下,保存在温度保持70℃、湿度保持95%的室内30天。将以这种方式进行了预处理的测试轮胎安装在滚筒试验机上,该滚筒试验机具有直径为1707mm的表面光滑的钢制滚筒,将周围温度控制在38±3℃,速度从120km/小时每20分钟加速10km/小时,测量行使距离直到轮胎发生故障。评估结果通过使用行驶距离的测量值以常规示例1为100的指数表示。该指数值越大,意味着直到发生故障的行驶距离长,湿热劣化后高速耐久性仍然优异。此外,若指数值为“90”以上,则意味着已获得足够实用的高速耐久性。
破损形态
进行了上述的高速耐久性测试之后,拆解各测试轮胎,通过肉眼确认带束覆盖层中故障情况(破损形态)。评估结果示于以下A~D。
A:在胎面部的帘线和橡胶之间的界面发生了分离。
B:带之间发生了分离。
C:产生了由构成带束覆盖层的有机纤维帘线的疲劳引起的破损。
D:在带束层与带束覆盖层之间的层间发生了分离。
[表1]
[表2]
从表1、2可判断出,与标准的常规示例1相比,实施例1~10的轮胎降低了带束覆盖层的重量,湿热劣化后也发挥了良好的高速耐久性。并且,实施例1~10的高速耐久性测试(破损测试)后的破损形态与包括使用以往普通的单纤度有机纤维帘线是带束覆盖层的充气轮胎(常规示例1、比较例1)相同,这表明,未产生因使用低纤度帘线而带来的不利影响。
另一方面,在比较例1中,由于单纤度大,因此未获得降低带束覆盖层的重量的效果。在比较例2中,虽然使用了低纤度帘线,但由于捻数和比率S/D均小,因此高速耐久性变差。并且,高速耐久性测试(破损测试)之后产生了不好的破损形态。在比较例3中,虽然使用了低纤度帘线,但由于比率S/D较小,因此在高速耐久性测试(破损测试)之后产生了不好的破损形态。在比较例4中,由于有机纤维帘线的捻数较小,因此未获得充分的粘合耐久性,并且高速耐久性降低。并且,高速耐久性测试(破损测试)之后产生了不好的破损形态。
符号说明
1:胎面部
2:侧壁部
3:胎圈部
4:胎体层
5:胎圈芯
6:胎边芯
7:带束层
8:带束覆盖层
8a:全覆盖层
8b:边缘覆盖层
8C:有机纤维帘线
CL:轮胎赤道
Claims (4)
1.一种充气轮胎,包括:胎面部,向轮胎周向延伸呈环状;一对侧壁部,设置于该胎面部的两侧;以及一对胎圈部,设置于所述侧壁部的轮胎径向内侧,并所述充气轮胎具有:胎体层,架设于所述一对胎圈部之间;多层带束层,在所述胎面部中设置于所述胎体层的外周侧;以及带束覆盖层,设置于所述带束层的外周侧,所述充气轮胎的特征在于,
所述带束覆盖层通过沿轮胎周向以螺旋状缠绕用包覆橡胶覆盖的有机纤维帘线形成,
所述有机纤维帘线为具有700分特(dtex)以下的单纤度、30次/100mm以上的捻数的聚对苯二甲酸乙二酯纤维帘线,
所述带束覆盖层的层厚G为所述有机纤维帘线的帘线直径D的1.6倍以上。
2.根据权利要求1所述的充气轮胎,其特征在于,所述有机纤维帘线通过捻合2根或3根下捻线来形成。
3.根据权利要求1或2所述的充气轮胎,其特征在于,所述有机纤维帘线的2.0里牛(cN)/分特负荷时的中间伸长率为3.5%以下。
4.根据权利要求1至3中任一项所述的充气轮胎,其特征在于,所述有机纤维帘线的帘线直径D与带束覆盖层中相邻的所述有机纤维帘线之间的间隔S之间具有1.0≤S/D<1.5的关系。
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JP2007196753A (ja) * | 2006-01-24 | 2007-08-09 | Bridgestone Corp | 空気入りタイヤ |
CN101516649A (zh) * | 2006-09-22 | 2009-08-26 | 横滨橡胶株式会社 | 充气子午线轮胎 |
JP2011218982A (ja) * | 2010-04-09 | 2011-11-04 | Toyo Tire & Rubber Co Ltd | 空気入りラジアルタイヤ |
JP2011218980A (ja) * | 2010-04-09 | 2011-11-04 | Toyo Tire & Rubber Co Ltd | 空気入りラジアルタイヤ |
CN104245357A (zh) * | 2012-02-06 | 2014-12-24 | 株式会社普利司通 | 充气子午线轮胎 |
CN109941046A (zh) * | 2017-12-15 | 2019-06-28 | 东洋橡胶工业株式会社 | 充气轮胎 |
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CN114340911B (zh) | 2022-09-13 |
WO2021039793A1 (ja) | 2021-03-04 |
JP2021030951A (ja) | 2021-03-01 |
DE112020003579B4 (de) | 2022-07-28 |
JP6988865B2 (ja) | 2022-01-05 |
DE112020003579T5 (de) | 2022-04-07 |
US20220266633A1 (en) | 2022-08-25 |
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