JP2004106655A - Tire set - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve riding comfortableness and eccentric-wear resistance performance in a tire filled with a double-liquid mixing hardening resin material in a tire cavity. <P>SOLUTION: In a tire set 1 where a non-foamed filling 12 is filled in the tire cavity H enclosed by the tire 10 and a rim 11, a complex elastic modulus E* at 70°C of the filling 12 is set to be 0.4-2.0 Mpa, tangent loss (tan δ) is set to be 0.01-0.08, and with respect to a configuration F of a grounded surface in applying a regular load, the ratio Lc/Ls of a grounding length Ls in the circumferential direction on a tread grounding edge TE and a grounding length Lc on the tire equator C is set to be 0.88-0.98. <P>COPYRIGHT: (C)2004,JPO

Description

【００４９】
【表２】

【００５０】
【発明の効果】
本発明は、叙上の如く構成しているため、荷重時の撓みを適度に確保でき、優れた乗り心地性を発揮しうるとともに、温度上昇による永久変形を防止して優れた乗り心地性を長期に亘って維持できる。しかも走行の時間経過に伴う乗り心地性の変動を抑えて違和感をなくすことができる。又耐偏摩耗性能を高め、摩耗寿命の向上を図ることができる。
【図面の簡単な説明】
【図１】本発明のタイヤセットの一実施例を示す断面図である。
【図２】２液混合硬化型の樹脂材の充填を説明する線図である。
【図３】正規荷重を負荷した場合の接地面の形状を示す線図である。
【符号の説明】
２　　　トレッド部
３　　　サイドウォール部
４　　　ビード部
５　　　ビードコア
６　　　カーカス
７　　　ブレーカ層
１０　　タイヤ
１１　　リム
１２　　充填材
Ｃ　　　タイヤ赤道
Ｆ　　　接地面の形状
Ｈ　　　タイヤ内腔
ＴＥ　　トレッド接地縁[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a tire set which does not generate puncture and which can be suitably used especially for a new traffic vehicle such as a monorail and a route bus.
[0002]
[Prior art]
From the viewpoints of ride comfort, high-speed running, and weight reduction, pneumatic tires in which air is filled into the tire lumen are mainly used. However, new transportation vehicles such as subways and monorails, and route buses that run in the city are operated at medium to low speeds and start and stop are performed frequently. Is important), and in recent years, it has been strongly desired that non-puncture tires be used in vehicles of this type.
[0003]
On the other hand, as a non-punctured tire, a tire filled with a liquid urethane resin or the like in a tire cavity formed by a rim-assembled tire and a rim and cured, and as proposed in Patent Document 1 and the like, It is known that after filling a foamable composition into the tire cavity, the foamable composition is changed into a closed-cell foam by heating or the like.
[0004]
[Patent Document 1]
JP 2001-294012 A
[Problems to be solved by the invention]
However, in the former, since the filler is a non-foamed material, the effect of reducing the impact received from the road surface is inferior, and the ride comfort is impaired. In the latter, since the filler is a foam, it is excellent in cushioning effect in the early stage of use, but when used as a heavy duty tire, the closed cells tend to be crushed and permanently deformed. .
[0006]
In particular, in the above-mentioned new traffic vehicles, although they mainly operate at medium to low speeds, they frequently start and stop, so that the temperature inside the tires rises significantly due to the heat storage phenomenon in the tires. As a result, permanent deformation is likely to occur in the filler in both the non-foamed body and the foamed body, and the ride comfort tends to be further deteriorated. Also, the temperature difference inside the tire becomes large between the start of running due to the heat storage phenomenon and the time of running for several hours, but the elasticity of the filler changes according to this temperature difference, so that the riding comfort is reduced by the running time. There is also a problem that it fluctuates over time.
[0007]
Furthermore, in this type of non-puncture tire, since the internal pressure of the shoulder portion is not uniform such as being lower than that of the center of the tread, uneven wear is remarkable at the shoulder portion, and there is a problem that the wear life is shortened. .
[0008]
Therefore, the present invention regulates the complex elastic modulus E * of the filler at 70 ° C. in the range of 0.4 to 2.0 MPa and the tangent loss (tan δ) in the range of 0.01 to 0.08. Deflection under load based on the ratio Lc / Ls of the contact length Ls in the circumferential direction at the tread contact edge in the ground shape to the contact length Lc at the tire equator being 0.88 to 0.98. It is possible to maintain a good ride comfort, to maintain excellent ride comfort over a long period of time by preventing permanent deformation due to temperature rise, and to achieve excellent ride comfort with the passage of time. It is an object of the present invention to provide a tire set capable of suppressing fluctuation and eliminating uncomfortable feeling, while suppressing uneven wear and improving wear life.
[0009]
[Means for Solving the Problems]
In order to achieve the object, the invention of claim 1 of the present application is directed to a carcass extending from a tread portion to a bead core of a bead portion through a sidewall portion and a breaker layer disposed inside the tread portion and outside the carcass. A toroidal tire comprising: a rim for assembling the tire; a rim for assembling the tire; and a filler made of a two-component mixed-curing non-foaming resin and filled in a tire cavity surrounded by the tire and the rim. With
The filler has a complex elastic modulus E * at 70 ° C. of 0.4 to 2.0 Mpa and a tangent loss (tan δ) of 0.01 to 0.08,
In addition, when a normal load is applied, the shape of the contact surface is such that the ratio Lc / Ls of the contact length Ls in the circumferential direction at the tread contact edge to the contact length Lc at the tire equator is 0.88 to 0.98. It is characterized by having.
[0010]
In the invention according to claim 2, the tire is a radial tire for heavy loads, and the filler is made of urethane resin.
[0011]
In the invention according to claim 3, the carcass is made of one carcass ply using a steel carcass cord, and the breaker layer is made of two or more breakers ply using a steel breaker cord. Features.
[0012]
According to the fourth aspect of the present invention, the shape of the contact surface is such that the contact length L in the circumferential direction gradually decreases from the tire equator toward the tread contact edge.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to illustrated examples. FIG. 1 is a sectional view showing a case where the tire set of the present invention is formed for a heavy-duty vehicle.
In FIG. 1, a tire set 1 includes a toroidal tire 10, a rim 11 for assembling the tire 10, and a non-foaming filling injected into a tire bore H surrounded by the tire 10 and the rim 11. And the material 12, thereby imparting non-puncture performance.
[0014]
In this example, the tire 10 includes a carcass 6 extending from the tread portion 2 to the bead core 5 of the bead portion 4 through the sidewall portion 3 and a breaker layer disposed inside the tread portion 2 and outside the carcass 6. 7 and a conventional heavy-duty pneumatic tire can be suitably employed.
[0015]
The carcass 6 is formed from one or more carcass plies in which carcass cords are arranged at an angle of, for example, 70 to 90 degrees with respect to the tire circumferential direction. In the present example, a case is shown in which one carcass ply 6A using a steel cord as the carcass cord is used.
[0016]
The carcass ply 6A has, on both sides of a ply body 6a extending between the bead cores 5, 5, a folded portion 6b that is folded back from inside to outside around the bead core 5 and is locked. A bead apex rubber 8 extending radially outward from the bead core 5 is disposed between the bead core 5 and the folded portion 6b, and reinforced from the bead portion 4 to the sidewall portion 3.
[0017]
The breaker layer 7 is formed from two or more, usually three to four, breaker plies using a steel cord as the breaker cord. In this example, a first breaker ply 7A in which steel cords are arranged at an angle of, for example, 60 ± 15 ° with respect to the tire circumferential direction and which is arranged at the innermost in the radial direction, and a steel cord with, for example, 10 ° with respect to the tire circumferential direction. The case of a four-sheet structure including second to fourth breaker plies 7B, 7C, and 7D arranged at a small angle of up to 35 ° is illustrated. In addition, the breaker plies 7A to 7D are provided with one or more locations where the cords intersect each other between the plies and are superposed, so that the breaker rigidity is enhanced, and the tread portion 2 is strongly reinforced with a tag effect.
[0018]
The rim 11 has a well-known structure, and is provided with an L-shaped seating portion 11B including a rim seat 11B1 for receiving a bead bottom surface and a flange 11B2 for receiving a bead side surface at an outer end of the rim base 11A in the tire axial direction. In this example, the case where the rim base 11A is a flat flat bottom rim is illustrated, but a shallow rim and a deep bottom rim can be appropriately used according to the tire 10.
[0019]
In the tire set 1 of the present embodiment, a filler body 12 made of a two-component mixed-curable resin is filled without gaps into a tire cavity H surrounded by the tire 10 and the rim 11, and the tire 10 and the rim 11 Is integrated.
[0020]
The filling body 12 is a non-foamed body having no closed cells or open cells, and after the tire 10 and the rim 11 are assembled into a rim, as shown in FIG. It is formed by injecting and curing a two-component mixed-curing liquid resin material Pa.
[0021]
Specifically, in this example, the liquid resin material Pa is injected from the injection hole 13 provided in the rim base 11A of the rim 11 at a pressure of, for example, 100 to 200 kPa. In this example, for example, an injection needle-shaped air bleeding needle 14 is previously inserted into the sidewall portion 3 facing upward when the tire is placed horizontally, and the air in the tire lumen H is sequentially discharged. Note that the air vent hole may be directly formed in the sidewall portion 3 without using the air vent needle 14.
[0022]
At this time, the viscosity of the liquid resin material Pa at 25 ° C. during mixing (Ford Cup No. 4) is preferably set to 5 to 30 seconds, which is lower than the conventional viscosity, and 1 hour after mixing. It is also preferable that the subsequent increase in viscosity at 25 ° C. be 20 seconds or less, which is lower than in the conventional case. The viscosity was measured according to Ford Cup No. 4 described in 4.5.4 of JIS K5400. It is a value measured based on four methods.
[0023]
By specifying the viscosity in this way, it is possible to optimize the injection of the resin material Pa, prevent the occurrence of air pockets in the tire lumen H, and apply a sufficient internal pressure to the tire 10. Become. In addition, the resin material Pa filled without gaps flows appropriately, and the internal pressure is evenly propagated to each part of the tire 10 before it starts to harden, so that the internal pressure can be made uniform, and the internal pressure at the shoulder portion can be reduced to the center of the tread. For example, it can contribute to the suppression of uneven wear at the shoulder portion by approaching the internal pressure on the side.
[0024]
If the viscosity is higher than 30 seconds, the injection takes too much time, the resin material Pa starts to gradually cure in the middle, and defective products such as air remaining in the tire lumen H occur, or The internal pressure required for a heavy-duty tire is not sufficiently applied, and further, the internal pressure tends to vary at various parts of the tire. Also, when the viscosity is less than 5 seconds, the injection pressure cannot be increased. As a result, air bleeding similarly deteriorates, and it becomes difficult to sufficiently increase the tire internal pressure. From such a viewpoint, the viscosity is more preferably in the range of 10 to 20 seconds.
[0025]
On the other hand, when the viscosity rise exceeds 20 seconds, the resin tends to cure during the injection, resulting in defective products, or insufficient flow of the resin material Pa after filling, making it difficult to uniformly increase the tire internal pressure. .
[0026]
The reason for using a two-component mixed-curable resin as the filler 12 is that if a normal rubber material is used, the vulcanization heating after filling takes a long time because the volume of the filler is large. In addition, the vulcanization heating may adversely affect the rubber of the tire base.
[0027]
In the present invention, while maintaining excellent ride comfort, while maintaining this excellent ride comfort over a long period of time, and in order to suppress fluctuations in ride comfort with the passage of time and eliminate discomfort, The complex elastic modulus E * at 70 ° C. of the cured filler 12 is regulated in the range of 0.4 to 2.0 MPa, and the tangent loss (tan δ) is regulated in the range of 0.01 to 0.08.
[0028]
This is because in order to ensure excellent ride comfort, it is important to appropriately obtain deflection under load, and therefore, the complex elastic modulus E * at 70 ° C. is 0.4 to 2.0 Mpa. Range. If the complex elastic modulus E * is less than 0.4 MPa, the filler 12 is too soft, and the tire tends to roll laterally. On the other hand, if it exceeds 2.0 Mpa, excellent ride comfort cannot be obtained in any case, for example, it is too hard, the deflection is too small, and the impact relaxation effect becomes insufficient. Therefore, from such a viewpoint, it is desirable to set the complex elastic modulus E * in the range of 0.7 to 1.5 Mpa.
[0029]
The reason why the complex elastic modulus E * at 70 ° C. is regulated is that the internal temperature during running of the tire of the present invention is approximately 70 ° C. Thereby, ride comfort can be more accurately controlled.
[0030]
In order to maintain the ride comfort for a long period of time, it is necessary to prevent permanent deformation due to the temperature rise of the filler 12, and therefore, the tangent loss (tan δ) at 70 ° C. is reduced by 0.01. It is regulated within the range of ~ 0.08. If the tangent loss (tan δ) exceeds 0.08, the internal temperature of the tire greatly rises above 70 ° C., causing permanent deformation of the filler 12 and making it impossible to maintain riding comfort. On the other hand, if it is less than 0.01, there is a problem that the vibration absorption of the tire becomes too small and riding comfort is deteriorated.
[0031]
Further, by regulating the tangent loss (tan δ) within the above range, the temperature difference between the initial stage of traveling and after traveling for several hours can be suppressed. Therefore, it is possible to reduce the change in the elastic properties of the filler 12 due to the temperature difference, to eliminate fluctuations in ride comfort during traveling, and to eliminate uncomfortable ride comfort. The complex elastic modulus E * and the tangent loss (tan δ) are values measured using a viscoelastic spectrometer manufactured by Iwamoto Seisakusho under the conditions of a frequency of 10 Hz and a dynamic strain rate of 2%.
[0032]
Next, urethane resins, epoxy resins, acrylic resins, and the like are mentioned as the two-component mixed-curable resin. From the viewpoint of regulating the complex elastic modulus E * and the tangent loss (tan δ) within the above ranges, Resins can be preferably used.
[0033]
As is well known, the urethane resin is cured at room temperature by mixing a first liquid containing an isocyanate compound and a second liquid containing a polyamine, a polyol and the like that crosslinks an isocyanate group in the first liquid. Since it is a composition and has rubber-like elasticity, it can be preferably used as the filler 12.
[0034]
Here, in the urethane resin, urethane having a low glass transition temperature (Tg) is used in this example in order to set the complex elastic modulus E * at the time of curing in the range of 0.4 to 2.0 MPa.
Further, in order to set the tangent loss (tan δ) in the range of 0.01 to 0.08, similarly, in this example, urethane having a low glass transition temperature (Tg) is used.
[0035]
Examples of the isocyanate compound include diphenylmethane diisocyanate (MDI), toluylene diisocyanate (TDI), naphthylene-1,5-diisocyanate, o-toluylene diisocyanate, triphenylmethane triisocyanate, and tris (p-isocyanatephenyl) thiophos. There are monomers such as phyto, polymethylene polyphenylisocyanate, hexamethylene diisocyanate, trimethylhexamethylene diisocyanate, isophorone diisocyanate, xylylene diisocyanate (XDI), and modified products thereof, and these can be used alone or in combination.
[0036]
Examples of the polyamine include amino-modified polyalkylene glycols such as amino-modified polyethylene glycol and amino-modified polypropylene glycol; amino-modified poly (meth) acrylate polymers, amino-modified vinyl polymers, amino-modified polyesters, and amino-modified polycarbonates. Polymers having two or more amino groups in one molecule, such as ethylene, polyallylamine and polyethyleneimine; ethyleneamines, diethylaminopropylamine, dimethylaminopropylamine, N-aminoethylpiperazine, trimethylhexamethylenediamine, modified aliphatic amine Aliphatic amines such as m-phenylenediamine, diaminodiphenylmethane, diaminodiphenylsulfone, meta-xylylenediamine, and aromatic amine modified products There is Min, etc., may use this alone or in combination.
[0037]
Examples of the polyol include, for example, polypropylene glycol, polyethylene glycol, glycerin, trimethylolpropane, pentaerythritol, sorbitol, hydroxyl-modified (meth) acrylic polymer, hydroxyl-modified vinyl polymer, hydroxyl-modified polyester, hydroxyl-modified polycarbonate, and the like. These can be used alone or in combination.
[0038]
Next, in the tire set 1 of the present embodiment, as described above, by specifying the viscosity at the time of mixing the resin material Pa, the internal pressure can be made uniform as compared with the conventional tire set. Therefore, the contact pressure at the shoulder portion becomes relatively low, and uneven wear such as shoulder drop wear, heel & toe wear, etc. is likely to occur at the shoulder portion.
[0039]
Therefore, as shown in FIG. 1, the curvature radius R (tread radius R) of the tread profile TP of the tire 1 in a state where the filler 12 is filled is 3.0 to 5.0 times the tread contact width TW. For example, it is set to be larger than a tread profile in a state where a conventional pneumatic tire is filled with a normal internal pressure. As a result, as shown in FIG. 3, the ratio of the circumferential contact length Ls at the tread contact edge TE to the contact length Lc at the tire equator in the shape F of the contact surface when a normal load is applied. Lc / Ls is increased to the range of 0.88 to 0.98, and uneven wear at the shoulder portion is further suppressed.
[0040]
At this time, it is preferable that the circumferential contact length L gradually decrease from the tire equator C to the tread contact edge TE, whereby uniform wear can be achieved over the entire tread and wear life can be improved. Can.
[0041]
If the tread profile TP is not a single arc, the radius of the three-point arc passing through the tread equator point CO and the tread ground edges TE, TE is defined as the radius of curvature R. The normal load is a standard load set for a pneumatic tire having the same tire size as the tire 1. The normal load is the maximum load capacity when the pneumatic tire is JATMA, and the maximum load capacity when the TRA is TRA. LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES ”means the maximum value, and ETRTO means“ LOAD CAPACITY ”.
[0042]
If the ratio Lc / Ls of the ground contact length is less than 0.88, the uneven wear suppression at the shoulder portion is insufficient, and if it exceeds 0.98, center wear and punching wear occur on the tire equator side. It becomes a tendency.
[0043]
Although the preferred embodiment of the present invention has been described in detail above, the present invention is particularly effective for heavy load vehicles. For example, the present invention can be formed for light trucks, passenger cars, and the like. The present invention is not limited thereto, and may be implemented in various forms.
[0044]
【Example】
A tire set having a tire size of 13 / 80R20 having the tire structure shown in FIG. 1 was prototyped based on the specifications in Table 1, and the riding comfort and uneven wear performance at that time were tested. The results are shown in Table 1. The specifications other than Table 1 are substantially the same for each tire set, and the specifications of the tire are shown in Table 2.
[0045]
(1) Contact length ratio Lc / Ls;
The standardized load (the maximum load capacity of JATMA; 35.8 kN) for a pneumatic tire having a tire size of 13 / 80R20 was measured and calculated by measuring the contact length Lc and Ls in the shape of the contact surface when the sample tire was loaded.
[0046]
(2) Uneven wear performance The test tire was mounted on a large bus, and after traveling 20,000 km on a general road under a load equivalent to the standard load, the wear amount αc at the tire equator and the wear amount at the tread contact edge. αs was measured and compared with the difference αc−αs. The difference αc-αs is + for shoulder wear,-for center wear,
[0047]
(3) Ride Comfort The ride comfort when the test tire was mounted on a large bus and the general road was run for 3 hours from the initial run under constant volume conditions was evaluated according to the sensation of the occupant in the following seven grades. The evaluation is the average of 100 occupants.
A: good.
○ S ---- Good but soft feeling.
○ H --- good, but somewhat rugged.
ΔS --- Not unpleasant, but too soft.
ΔH --- Not uncomfortable, but anxious.
× S--Swayed right and left, and unpleasant.
× H --- Uncomfortable with lumpy feeling.
[0048]
[Table 1]

[0049]
[Table 2]

[0050]
【The invention's effect】
Since the present invention is configured as described above, it can appropriately secure deflection under load, exhibit excellent ride comfort, and prevent permanent deformation due to temperature rise to achieve excellent ride comfort. Can be maintained for a long time. In addition, it is possible to suppress a change in ride comfort due to a lapse of traveling time and to eliminate a sense of discomfort. In addition, the uneven wear resistance can be enhanced, and the wear life can be improved.
[Brief description of the drawings]
FIG. 1 is a sectional view showing one embodiment of a tire set of the present invention.
FIG. 2 is a diagram illustrating filling of a two-liquid mixed-curing type resin material.
FIG. 3 is a diagram showing a shape of a ground contact surface when a normal load is applied.
[Explanation of symbols]
2 Tread part 3 Side wall part 4 Bead part 5 Bead core 6 Carcass 7 Breaker layer 10 Tire 11 Rim 12 Filler C Tire equator F Ground surface shape H Tire lumen TE Tread ground edge

Claims (4)

A toroidal tire comprising a carcass extending from the tread portion to the sidewall portion to the bead core of the bead portion and a breaker layer disposed inside the tread portion and outside the carcass, a rim for assembling the tire, And a non-foamed filler that is made of a two-component mixed-curable resin and is filled in the tire cavity surrounded by the tire and the rim.
The filler has a complex elastic modulus E * at 70 ° C. of 0.4 to 2.0 Mpa and a tangent loss (tan δ) of 0.01 to 0.08,
In addition, when a normal load is applied, the shape of the contact surface is such that the ratio Lc / Ls of the contact length Ls in the circumferential direction at the tread contact edge to the contact length Lc at the tire equator is 0.88 to 0.98. A tire set characterized by: The tire set according to claim 1, wherein the tire is a heavy-load radial tire, and the filler is made of urethane resin. 3. The carcass ply comprising a carcass ply using a steel carcass cord, and the breaker layer comprises two or more breakers ply using a steel breaker cord. The described tire set. The tire set according to any one of claims 1 to 3, wherein the shape of the contact surface is such that a contact length L in a circumferential direction gradually decreases from a tire equator toward a tread contact edge.

Images