CN115362071A - 充气轮胎 - Google Patents
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Abstract
本申请提供一种能在良好地维持驾驶稳定性的同时提高高速耐久性,且高度兼顾这些性能的充气轮胎。具备装架于一对胎圈部(3)之间的胎体层(4)和配置于其外周侧的带束增强层(8)的充气轮胎,其中,用由有机纤维帘线形成的胎体帘线构成胎体层(4),设定胎体帘线的断裂伸长率为20%以上,设定胎体帘线在带束层(7)的内周侧的1.5cN/dtex负载时的伸长率为5.5%~8.5%,用由有机纤维帘线形成的覆盖帘线构成带束增强层(8),将覆盖帘线的伸长3.0%时的每50mm宽的拉伸强度设定为2.8kN~4.0kN。
Description
技术领域
本发明涉及一种设置有由高弹性有机纤维帘线形成的带束增强层的充气轮胎。
背景技术
一般而言,在以高速行驶为意图的充气轮胎中进行如下设置:在配置于胎面部的胎体层的外周侧的带束层的更外周侧,设置由沿轮胎周向取向的增强帘线形成的带束增强层(例如,参照专利文献1)。这样的带束增强层主要防止由高速行驶时的离心力引起的带束层两端部的皱起所引起的剥离故障,并提高高速耐久性。
近年来,为了进一步提高基于这样的带束增强层的高速耐久性,对在构成带束增强层的增强帘线中使用刚性高的有机纤维帘线进行了研究。然而,当使用由刚性高的有机纤维帘线形成的带束增强层(以下,称为高刚性覆盖层)时,胎面部的弯曲刚性变高,因此接地面积减少驾驶稳定性可能会降低。因此,需要即使在使用高刚性覆盖层的情况下,也能不损失驾驶稳定性地提高高速耐久性的措施。
现有技术文献
专利文献
专利文献1:日本特开2010-149831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一种能在良好地维持驾驶稳定性的同时提高高速耐久性,且高度兼顾这些性能的充气轮胎。
用于解决技术问题的方案
用于达成上述目的的本发明的充气轮胎具备:胎面部,沿轮胎周向延伸而形成环状;一对侧壁部,配置于所述胎面部的两侧;以及一对胎圈部,配置于这些侧壁部的轮胎径向内侧,所述充气轮胎具有:至少一层胎体层,架设于所述一对胎圈部之间;多层带束层,配置于所述胎面部中的所述胎体层的外周侧;以及带束增强层,配置于所述带束层的外周侧,所述充气轮胎的特征在于,所述胎体层用由有机纤维帘线形成的胎体帘线构成,所述胎体帘线的断裂伸长率为20%以上,所述胎体帘线在所述带束层的内周侧的1.5cN/dtex负载时的伸长率为5.5%~8.5%,所述带束增强层用由有机纤维帘线形成的覆盖帘线构成,所述覆盖帘线的伸长3.0%时的每50mm宽的拉伸强度为2.8kN~4.0kN。
发明效果
在本发明中,构成带束增强层的有机纤维帘线(覆盖帘线)的伸长3.0%时的每50mm宽的拉伸强度为2.8kN~4.0kN,带束增强层的刚性适当高,因此能有效抑制高速行驶时的带束端部的皱起,能提高高速耐久性。另一方面,构成胎体层的有机纤维帘线(胎体帘线)在带束层的内周侧的1.5cN/dtex负载时的伸长率设定为5.5%~8.5%,胎体层在与带束层重叠的区域为适当低刚性,因此能充分确保接地面积,能改善驾驶稳定性。通过这些的协作,本发明的充气轮胎能在良好地维持驾驶稳定性的同时提高高速耐久性,并高度兼顾这些性能。除此之外,胎体帘线的断裂伸长率为20%以上,因此能充分允许柱塞能量试验时(被柱塞按压时)的变形,能提高破坏能量(对胎面部的突起输入的破坏耐久性)。即,还能附加提高充气轮胎的耐冲击破裂性(对在行驶中轮胎受到大的冲击而破坏胎体的损伤(冲击破裂)的耐久性)的效果。
在本发明中,胎体帘线的热收缩率优选为0.5%~2.5%。由此,在硫化时胎体帘线中可能发生扭结(扭曲、弯曲、歪扭、变形等)而耐久性降低,或者可能不再能抑制均匀性的降低。
在本发明中,下述式(1)所示的胎体帘线的捻系数K优选为2000~2500。由此,能使帘线疲劳性良好并确保优异的耐久性。
K=T×D1/2……(1)
(式中,T为胎体帘线的复捻数[次/10cm],D为胎体帘线的总纤度[dtex]。)
在本发明中,胎体帘线优选包括聚对苯二甲酸乙二醇酯纤维。通过像这样使用聚对苯二甲酸乙二醇酯纤维(PET纤维),通过其优异的物性,有利于平衡且高度地兼顾高速耐久性和驾驶稳定性。此外,可谋求低成本化、作业性的提高。
在本发明中,覆盖帘线优选包括芳香族聚酰胺纤维。像这样使用芳香族聚酰胺纤维,由此,通过其优异的物性,有利于平衡且高度地兼顾高速耐久性和驾驶稳定性。特别有利于提高覆盖帘线的刚性并提高耐久性。
附图说明
图1是表示由本发明的实施方式形成的充气轮胎的子午线剖面图。
具体实施方式
以下,参照附图,对本发明的构成进行详细地说明。
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是子午线剖面图,因此虽未显示,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形成环状,由此构成充气轮胎的圆环形的基本结构。以下,使用图1的说明基本上基于图示的子午线剖面形状,但各轮胎构成构件均沿轮胎周向延伸而形成环状。
在左右一对胎圈部3之间架设有包括向轮胎径向延伸的多条增强帘线(后述的胎体帘线)的胎体层4。在各胎圈部中,埋设有胎圈芯5,该胎圈芯5的外周上配置有截面大致三角形的胎边芯6。胎体层4围绕胎圈芯5从轮胎宽度方向内侧向外侧折回。由此,胎圈芯5和胎边芯6由胎体层4的主体部(从胎面部1经由各侧壁部2到各胎圈部3的部分)和折回部(各胎圈部3中围绕胎圈芯5折回并向各侧壁部2侧延伸的部分)包裹。
另一方面,在胎面部1中的胎体层4的外周侧埋设有多层(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条增强帘线(带束帘线),且在层间以相互交叉的方式配置有带束帘线。在这些带束层7中,带束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。作为带束帘线,例如,优选使用钢帘线。
而且,以提高高速耐久性为目标,在带束层7的外周侧设置有带束增强层8。带束增强层8包括沿轮胎周向取向的增强帘线(覆盖帘线)。在带束增强层8中,覆盖帘线相对于轮胎周向的角度例如设定为0°~5°。作为带束增强层8,可分别独立设置覆盖带束层7的整个宽度方向的全覆盖层8a、局部覆盖带束层7的轮胎宽度方向的两端部的一对边缘覆盖层8b,或将它们组合设置(在图示的例子中,设置有全覆盖层8a和边缘覆盖层8b这两者)。带束增强层8例如可沿轮胎周向将带材以螺旋状缠绕而构成,所述带材通过将至少一根覆盖帘线拉齐并用涂层橡胶覆盖而成。
在本发明中,构成带束覆盖层8的覆盖帘线用将有机纤维的长丝束捻合而成的有机纤维帘线构成。该覆盖帘线(有机纤维帘线)在伸长3.0%时的每50mm宽的拉伸强度为2.8kN~4.0kN,优选为3.1kN~3.7kN。通过使用这样的物性的覆盖帘线,能适当提高带束增强层8的刚性,能有效地抑制高速行驶时的带束端部的皱起,能提高高速耐久性。此时,当覆盖帘线在伸长3.0%时的每50mm宽的拉伸强度小于2.8kN时,无法充分地抑制高速行驶时的带束端部的皱起,提高高速耐久性的效果有限。当覆盖帘线在伸长3.0%时的每50mm宽的拉伸强度超过4.0kN时,胎面部1的刚性过高,接地面积减少,驾驶稳定性降低。需要说明的是,“伸长3.0%时的每50mm宽的拉伸强度”是指,从轮胎取出一根帘线(试样帘线),取出后立即在初始载荷0.45mN/dtex、夹具间隔250mm、拉伸速度300±20mm/分钟的条件下实施拉伸试验,将试样帘线伸长了3.0%时测定的强度乘以轮胎中每50mm宽所含的帘线根数所得的值。
构成覆盖帘线(有机纤维帘线)的有机纤维的种类只要满足上述物性就没有特别的限定,例如可使用聚酯纤维、尼龙纤维、芳香族聚酰胺纤维(芳纶纤维)等。其中,优选含有芳纶纤维,特别可优选使用由尼龙纤维和芳纶纤维形成的复合帘线。在包括芳香族聚酰胺纤维的情况下(在使用由尼龙纤维和芳纶纤维形成的复合帘线的情况下),通过其优越的物性(高刚性),能有效地提高高速耐久性。
在本发明中,在如上所述使用由高刚性的覆盖帘线形成的带束增强层8来提高高速耐久性时,为了抑制由此引起的驾驶稳定性降低,在构成胎体层4的胎体帘线中如后述那样使用特定的有机纤维帘线。因此,除上述带束增强层8(覆盖帘线)以外,整个轮胎的基本结构不受上述限定。
在本发明中,构成胎体层4的胎体帘线用将有机纤维的长丝束捻合而成的有机纤维帘线构成。该胎体帘线(有机纤维帘线)的断裂伸长率为20%以上,优选为24%~28%。该胎体帘线(有机纤维帘线)在带束层7的内周侧的1.5cN/dtex负载时的伸长率为5.5%~8.5%,优选为6.0%~7.0%。需要说明的是,“断裂伸长率”和“1.5cN/dtex负载时的伸长率”均为依照JIS L1017的“化学纤维轮胎帘线试验方法”,在夹具间隔250mm、拉伸速度300±20mm/分钟的条件下实施拉伸试验并测定的试样帘线的伸长率(%),“断裂伸长率”为在帘线断裂时测定的值,“1.5cN/dtex负载时的伸长率”为在1.5cN/dtex负载时测定的值。
在本发明中,使用具有上述物性的胎体帘线(有机纤维帘线)作为胎体层4,因此即使在如上所述将刚性高的覆盖帘线用于带束增强层8的情况下,也能抑制由此引起的驾驶稳定性降低,并良好地维持驾驶稳定性。即,胎体帘线在带束层7的内周侧具有上述物性(1.5cN/dtex负载时的伸长率),与带束层7重叠的区域的刚性适当低,因此能充分地确保接地面积,能使驾驶稳定性良好。此外,胎体帘线的断裂伸长率设定在上述范围内,因此还能提高耐冲击破裂性。即,耐冲击破裂性例如可以通过柱塞能量试验(将规定大小的柱塞压在胎面中央部来测定轮胎破坏时的破坏能量的试验)来判定,通过使用具有上述断裂伸长率的帘线,实现允许试验时(当被柱塞按压时)的变形,能在柱塞能量测试中得到良好的结果。就是说,当按照行驶时进行考虑时,能提高对于胎面部1的突起输入的破坏耐久性(相当于上述破坏能量),能提高充气轮胎的耐冲击破裂性。
此时,当胎体帘线在带束层7的内周侧的1.5cN/dtex负载时的伸长率小于5.5%时,与带束层7重叠的区域处的胎体层4的刚性高,在接地区域正下方的胎体层4的卷起端部的压缩应变增大,可能导致帘线的断裂(即,耐久性可能受损)。当胎体帘线在带束层7的内周侧的1.5cN/dtex负载时的伸长率超过8.5%时,不再能充分得到确保上述接地面积的效果,改善驾驶稳定性的效果有限。当胎体帘线的断裂伸长率小于20%时,无法在柱塞能量测试中得到良好的结果。即,无法提高充气轮胎越过凹凸路面上的突起时的破坏能量(对于胎面部的突起输入的破坏耐久性),并且无法充分预期提高充气轮胎的耐冲击断裂性的效果。
而且,胎体帘线(有机纤维帘线)的热收缩率优选为0.5%~2.5%,更优选为1.0%~2.0%。需要说明的是,“热收缩率”是依据JIS L1017的“化学纤维轮胎帘线试验方法”,在样品长度500mm、加热条件150℃×30分钟的条件下加热时测定的样品帘线的干热收缩率(%)。通过使用具有这样的热收缩率的帘线,能抑制硫化时在有机纤维帘线中发生扭结(扭曲、弯曲、歪扭、变形等)而耐久性降低、均匀性降低。此时,当胎体帘线的热收缩率小于0.5%时,硫化时易发生扭结,难以良好地维持耐久性。当胎体帘线的热收缩率超过2.5%时,均匀性可能会变差。
而且,胎体帘线的下述式(1)所示的捻系数K优选为2000~2500,更优选为2100~2400。需要说明的是,该捻系数K为浸渍处理后的胎体帘线的数值。通过使用具有这样的捻系数K的帘线,能使帘线疲劳性良好并确保优异的耐久性。此时,当胎体帘线的捻系数K小于2000时,帘线疲劳性降低,难以确保耐久性。当胎体帘线的捻系数K超过2500时,胎体帘线的生产率变差。
K=T×D1/2……(1)
(式中,T为胎体帘线的复捻数[次/10cm],D为胎体帘线的总纤度[dtex]。)
构成胎体帘线(有机纤维帘线)的有机纤维的种类没有特别的限定,例如可使用聚酯纤维、尼龙纤维、芳香族聚酰胺纤维(芳纶纤维)等,其中,可优选使用聚酯纤维。此外,作为聚酯纤维,可举例示出:聚对苯二甲酸乙二醇酯纤维(PET纤维)、聚萘二甲酸乙二醇酯纤维(PEN纤维)、聚对苯二甲酸丁二醇酯纤维(PBT)、聚萘二甲酸丁二醇酯纤维(PBN),可优选使用PET纤维。无论在使用任何纤维的情况下,通过各纤维的物性,有利于平衡且高度地兼顾高速耐久性和驾驶稳定性。特别是,在PET纤维的情况下,PET纤维较便宜,因此可谋求充气轮胎的低成本化。此外,还可提高制造帘线时的作业性。
实施例
制作了以往例1、比较例1~6、实施例1~6的充气轮胎,其轮胎尺寸为275/40ZR20,具有图1所示的基本结构,使上述充气轮胎的构成胎体层的胎体帘线的材质(有机纤维的种类)、物性(断裂伸长率、在带束层的内周侧的1.5cN/dtex负载时的伸长率、热收缩率、捻系数K)以及构成带束增强层的覆盖帘线的材质(有机纤维的种类)、物性(伸长3.0%时的每50mm宽的拉伸强度)像表1~表2那样不同。
关于表1~表2的“有机纤维的种类”的栏,在使用聚乙烯纤维帘线(PET纤维帘线)的情况下表示为“PET”,在使用由尼龙纤维和芳纶纤维形成的复合帘线的情况下表示为“尼龙+芳纶”。此外,PET纤维帘线具有2200dtex/2的结构,由尼龙纤维和芳纶纤维形成的复合帘线具有芳纶1670dtex(两根)尼龙1400dtex(一根)/3的结构。无论在任何例子中,带束增强层均具有沿轮胎周向将带材以螺旋状卷绕而成的无接缝结构,所述带材用涂层橡胶覆盖一根覆盖帘线(上述有机纤维帘线的任意一根)而成。带材的帘线嵌入密度为40根/50mm。
针对这些试验轮胎,通过下述的评价方法,对高速耐久性、驾驶稳定性、耐冲击破裂性进行评价,将其结果一并示于表1。
高速耐久性
将各试验轮胎安装于轮辋尺寸20×9 1/2J的车轮并装接于转鼓试验机,所述转鼓试验机具备内压270kPa、表面平滑、直径1707mm的钢制转鼓,将周围温度控制在38±3℃,从速度120km/h起每30分钟加速10km/h,计测出到轮胎产生故障为止的行驶距离。评价结果以将以往例1的测定值设为100的指数来表示。该指数值越大,意味着到轮胎产生故障为止的行驶距离越长,高速耐久性越优异。需要说明的是,当该指数值为小于“110”时,意味着未得到充分的改善效果。
驾驶稳定性
将各试验轮胎安装于轮辋尺寸为20×9 1/2J的车轮,装接于气压设为270kPa、排气量2000cc的试验车辆(四轮驱动车辆),在乘坐了两个人的状态下,在由干燥路面形成的测试路线上进行由试驾员做出的驾驶稳定性感官评价。评价结果用将以往例1设为3.0(基准)的5分法进行评价,并以除去最高分和最低分的5个人的平均分表示。该评价值越大意味着驾驶稳定性越优异。需要说明的是,若该分数为“3.5”以上,则意味着得到了优异的驾驶稳定性。
耐冲击破裂性
将各试验轮胎安装于轮辋尺寸为20×9 1/2J的车轮,进行如下的轮胎破坏试验:将气压设为270kPa,在载荷速度(柱塞的推动速度)50.0±1.5m/min的条件下将柱塞直径19±1.6mm的柱塞按压到胎面中央部,测定出轮胎强度(轮胎的破坏能量)。评价结果以将以往例1的测定值设为100的指数来表示。该值越大破坏能量越大,意味着耐冲击断裂性越优异。需要说明的是,当该指数值为小于“110”时,意味着未得到充分的改善效果。
[表1]
[表2]
从表1~表2可判断出,实施例1~6的轮胎在与以往例1的对比中,高度兼顾了高速耐久性和驾驶稳定性,还改善了耐冲击破裂性。另一方面,比较例1中,胎体帘线的断裂伸长率小,并且胎体帘线在带束层的内周侧的1.5cN/dtex负载时的伸长率小,因此驾驶稳定性降低,也未充分得到改善耐冲击破裂性的效果。比较例2中,胎体帘线在带束层的内周侧的1.5cN/dtex负载时的伸长率小,因此未充分得到提高驾驶稳定性的效果。比较例3中,胎体帘线的断裂伸长率小,因此未充分得到改善耐冲击破裂性的效果。比较例4中,胎体帘线在带束层的内周侧的1.5cN/dtex负载时的伸长率大,因此未充分得到提高高速耐久性的效果。比较例5中,覆盖帘线的伸长3.0%时的每50mm宽的拉伸强度小,因此未充分得到提高驾驶稳定性的效果。比较例6中,覆盖帘线的伸长3.0%时的每50mm宽的拉伸强度大,因此未充分得到提高高速耐久性的效果。
附图标记说明
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 带束增强层
CL 轮胎赤道
Claims (5)
1.一种充气轮胎,所述充气轮胎具备:胎面部,沿轮胎周向延伸而形成环状;一对侧壁部,配置于所述胎面部的两侧;和一对胎圈部,配置于这些侧壁部的轮胎径向内侧,所述充气轮胎具有:至少一层胎体层,架设于所述一对胎圈部之间;多层带束层,配置于所述胎面部中的所述胎体层的外周侧;和带束增强层,配置于所述带束层的外周侧,所述充气轮胎的特征在于,
所述胎体层用由有机纤维帘线形成的胎体帘线构成,所述胎体帘线的断裂伸长率为20%以上,所述胎体帘线在所述带束层的内周侧的1.5cN/dtex负载时的伸长率为5.5%~8.5%,
所述带束增强层用由有机纤维帘线形成的覆盖帘线构成,所述覆盖帘线伸长3.0%时的每50mm宽的拉伸强度为2.8kN~4.0kN。
2.根据权利要求1所述的充气轮胎,所述充气轮胎特征在于,
所述胎体帘线的热收缩率为0.5%~2.5%。
3.根据权利要求1或2所述的充气轮胎,所述充气轮胎特征在于,
下述式(1)所示的所述胎体帘线的捻系数K为2000~2500,
K=T×D1/2……(1)
式中,T为所述胎体帘线的复捻数[次/10cm],D为所述胎体帘线的总纤度[dtex]。
4.根据权利要求1~3中任一项所述的充气轮胎,所述充气轮胎特征在于,
所述胎体帘线包括聚对苯二甲酸乙二醇酯纤维。
5.根据权利要求1~4中任一项所述的充气轮胎,所述充气轮胎特征在于,
所述覆盖帘线包括芳香族聚酰胺纤维。
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US20230118208A1 (en) | 2023-04-20 |
CN115362071B (zh) | 2023-05-12 |
JP6915720B1 (ja) | 2021-08-04 |
JP2021165088A (ja) | 2021-10-14 |
WO2021206016A1 (ja) | 2021-10-14 |
DE112021000824T5 (de) | 2022-11-17 |
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