JP2011213349A - Pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a pneumatic tire 2 which is proper in deflection when a load is applied, and hardly causes partial growth.SOLUTION: This tire 2 includes a tread 4. The tread 4 comprises a base layer 46 and a cap layer 48. The base layer 46 is provided by cross-linking a rubber composition. Short fiber 50 is dispersed in the base layer 46. A blending quantity of the short fiber 50 is 0.5-50 pts.mass to base material rubber of 100 pts.mass. This short fiber 50 is oriented in the radial direction. The desirable short fiber 50 is paper fiber or aramid fiber. A thickness of the base layer 46 is 0.5-8 mm. The cap layer 48 does not include the short fiber. The short fiber may be blended only in the vicinity of the equator CL of the base layer 46.

Description

  The present invention relates to a pneumatic tire. In particular, the present invention relates to improvements in tire treads.

  Steering stability and ride comfort are important performances for tires. Japanese Patent Application Laid-Open No. 2001-347809 discloses a tire in which a tread includes a base layer and a cap layer. This base layer comprises short fibers oriented in the radial direction. This short fiber improves handling stability. This short fiber does not impair the riding comfort.

  The performance of the tire also depends on the profile (the shape of the tread surface when it is assumed that there is no uneven pattern). An appropriate profile needs to be determined according to the tire concept. Japanese Patent Application Laid-Open No. 8-337101 discloses a tread profile determination method using an involute function. In the profile determined by this method, the radius of curvature of the tread surface gradually decreases from the equator toward the tread edge. This profile is called a CTT profile. By adopting the CTT profile, various performances of the tire can be improved.

  Incidentally, in recent years, run-flat tires having a load support layer inside the sidewall have been developed and are becoming popular. This run flat tire is referred to as a side reinforcing type run flat tire. In the side-reinforced run-flat tire, the vehicle weight is supported by the load support layer when the internal pressure decreases due to puncture. This run-flat tire can travel a certain distance even in a punctured state. Automobiles equipped with this run-flat tire need not have spare tires. By adopting this run flat tire, tire replacement at an inconvenient place can be avoided. A side-reinforced run-flat tire having a CTT profile is disclosed in Japanese Patent Laid-Open No. 2001-80320.

JP 2001-347809 A JP-A-8-337101 JP 2001-80320 A

  In general tires, the tread and sidewalls bend during running. However, in the case of a side-reinforced run-flat tire, side wall deflection is suppressed due to the influence of the load support layer. In this run flat tire, the tread is mainly bent. The amount of deflection of the tread of the side-reinforced run-flat tire is larger than that of a general tire. Excessive deflection of the tread impairs handling stability and wear resistance.

  In general tires, the dimensions gradually grow with running. Dimensional growth occurs in both the tread and the sidewall. In other words, growth occurs both in the radial direction and in the axial direction. The profile is distorted when the growth in the radial direction is larger than the growth in the axial direction. As described above, the profile greatly affects the various performances of the tire. Profile distortion adversely affects performance.

  In the case of a side-reinforced run-flat tire, growth in the axial direction is suppressed due to the influence of the load support layer. In this run-flat tire, growth mainly occurs in the radial direction. Due to the uneven growth, the tread profile is greatly distorted in this run-flat tire. In the side-reinforced run-flat tire, various performances at the initial use are difficult to maintain. In particular, if the profile is distorted in a tire employing the CTT profile, the intended performance is not exhibited.

  If run flat tires are used in a punctured state, the center of the tread will rise from the road surface. When the lift is large, the ground contact area is insufficient. Lifting can be suppressed by techniques such as providing a thick tread, using hard rubber for the tread, using a high strength carcass cord, or using a high strength belt cord. However, run-flat tires to which these methods are applied have a large longitudinal rigidity during normal driving. A large longitudinal rigidity hinders ride comfort.

  An object of the present invention is to provide a pneumatic tire that is appropriately deflected when a load is applied and that is less likely to cause uneven growth. Another object of the present invention is to provide a pneumatic tire that has a good riding comfort during normal running and is less prone to tread lift during puncture.

  The pneumatic tire according to the present invention has a tread whose outer surface forms a tread surface, a pair of sidewalls extending substantially inward in the radial direction from the end of the tread, and a pair positioned substantially inward in the radial direction from the sidewalls. And a carcass spanned between the beads along the inside of the tread and the sidewall. The tread includes a base layer and a cap layer located on the radially outer side of the base layer. All or part of the base layer has an average length L of 10 μm or more and 1000 μm or less, an average diameter D of 0.05 μm or more and 50 μm or less, and an aspect ratio (L / D) of 10 or more. Including a large number of paper fibers obtained by defibrating raw paper by beating.

  A base layer containing paper fibers exhibits excellent effects in a side-reinforced run-flat tire. The side-reinforced run-flat tire includes a load support layer positioned on the inner side in the axial direction of the sidewall.

The base layer including the paper fiber exhibits an excellent effect in a tire having a profile in which the radius of curvature gradually decreases from the point TC on the equator toward the outside in the axial direction. In particular, in a tire satisfying the following mathematical formulas (1) to (4), this base layer exhibits an excellent effect.
0.05 <Y ₆₀ /H≦0.10 (1)
0.10 <Y ₇₅ /H≦0.2 (2)
0.2 <Y ₉₀ /H≦0.4 (3)
_{0.4 <Y 100 / H ≦ 0.7} (4)
In the equations (1) to (4), H represents the height of the tire. In Equations (1) to (4), Y ₆₀ , Y ₇₅ , Y ₉₀ and Y ₁₀₀ represent radial distances between the point TC and the point P ₆₀ , the point P ₇₅ , the point P ₉₀ and the point P ₁₀₀ , respectively. . Point P ₆₀ , point P ₇₅ , point P ₉₀ and point P ₁₀₀ represent points on the profile where the axial distance from point TC is 60%, 75%, 90% and 100% of half the tire width, respectively.

  Preferably, the base layer includes a center portion and a pair of shoulder portions positioned on the outer side in the axial direction of the center portion. The center portion includes paper fibers. Preferably, the ratio of the width of the center portion to the width of the base layer is not less than 25% and not more than 75%. Preferably, the paper fibers are oriented in the radial direction. Paper fibers may be oriented in the axial direction.

  The center portion may include paper fibers oriented in the radial direction, and the shoulder portion may include paper fibers oriented in the axial direction. Preferably, the ratio of the width of the center portion to the width of the base layer is not less than 25% and not more than 75%.

  In the tire according to the present invention, the paper fiber of the base layer suppresses bending and growth of the tread. When the paper fibers are oriented in the axial direction, the tread lift is suppressed during running in a puncture state.

FIG. 1 is a cross-sectional view showing a part of a tire according to an embodiment of the present invention. FIG. 2 is a cross-sectional view showing a part of the tire of FIG. FIG. 3 is a cross-sectional view showing a part of a tire according to another embodiment of the present invention. FIG. 4 is a cross-sectional view showing a part of a tire according to still another embodiment of the present invention. FIG. 5 is a cross-sectional view showing a part of a tire according to still another embodiment of the present invention.

  Hereinafter, the present invention will be described in detail based on preferred embodiments with appropriate reference to the drawings.

FIG. 1 is a cross-sectional view showing a part of a tire 2 according to an embodiment of the present invention. In FIG. 1, the vertical direction is the radial direction of the tire 2, and the horizontal direction is the axial direction of the tire 2. The tire 2 has a substantially left-right symmetric shape centered on a one-dot chain line CL in FIG. This alternate long and short dash line CL represents the equator of the tire 2. In FIG. 1, a double arrow H indicates the height of the tire 2 from the base line BL, and a double arrow W / 2 indicates a half of the width W of the tire 2. The width W is determined based on the outermost point P ₁₀₀ excluding the clinch portion.

  The tire 2 includes a tread 4, a wing 6, a sidewall 8, a clinch portion 10, a bead 12, a carcass 14, a load support layer 16, a belt 18, an inner liner 20, and a chafer 22. The tire 2 is a tubeless type pneumatic tire.

  The tread 4 is made of a crosslinked rubber and has a shape protruding outward in the radial direction. The tread 4 forms a tread surface 24 that contacts the road surface. A groove 26 is carved in the tread surface 24. The groove 26 forms a tread pattern.

  The sidewall 8 extends substantially inward in the radial direction from the end of the tread 4. The sidewall 8 is made of a crosslinked rubber. The sidewall 8 prevents the carcass 14 from being damaged.

  The bead 12 is located inside the sidewall 8 in the radial direction. The bead 12 includes a core 28 and an apex 30 that extends radially outward from the core 28. The core 28 has a ring shape and includes a plurality of non-stretchable wires (typically steel wires). The apex 30 has a tapered shape that tapers outward in the radial direction, and is made of a highly hard crosslinked rubber.

  The carcass 14 includes a carcass ply 32. The carcass ply 32 is bridged between the beads 12 on both sides, and extends along the inside of the tread 4 and the sidewall 8. The carcass ply 32 is wound around the core 28 from the inner side toward the outer side in the axial direction. The end 34 of the carcass ply 32 reaches the vicinity of the tread 4. The carcass 14 is called a high turn-up structure. Although not shown, the carcass ply 32 includes a large number of cords arranged in parallel and a topping rubber. The absolute value of the angle formed by the cord with respect to the equator plane is usually 75 ° to 90 °. In other words, the tire 2 is a radial tire. The cord of the carcass 14 is usually made of an organic fiber. Examples of preferable organic fibers include polyester fibers, nylon fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers.

  The load support layer 16 is located on the inner side in the axial direction of the sidewall 8. The load support layer 16 is sandwiched between the carcass 14 and the inner liner 20. The load support layer 16 has a shape similar to a crescent moon. The lower end 36 of the load support layer 16 is located on the inner side in the radial direction than the upper end 38 of the apex 30. In other words, the load support layer 16 overlaps the apex 30. The vicinity of the upper end 40 of the load support layer 16 overlaps the belt 18. The load support layer 16 is made of a highly hard crosslinked rubber. When the internal pressure of the tire 2 decreases due to puncture, the load support layer 16 supports the vehicle weight. The load supporting layer 16 allows the tire 2 to travel a certain distance even when the internal pressure is low. The tire 2 is a run flat tire 2. The run flat tire 2 is a side reinforcing type. The tire 2 may include a load support layer having a shape different from the shape shown in FIG.

  The belt 18 is located on the radially outer side of the carcass 14. The belt 18 is laminated with the carcass 14. The belt 18 reinforces the carcass 14. The belt 18 includes an inner belt ply 42 and an outer belt ply 44. As is clear from FIG. 1, the axial width of the inner belt ply 42 is slightly larger than that of the outer belt ply 44. Although not shown, each of the inner belt ply 42 and the outer belt ply 44 is composed of a large number of cords arranged in parallel and a topping rubber. The cord is inclined with respect to the equator plane. The absolute value of the tilt angle is usually 10 ° to 35 °. The direction of the cord of the inner belt ply 42 with respect to the equator plane is opposite to the direction of the cord of the outer belt ply 44 with respect to the equator plane. A preferred material for the cord is steel. An organic fiber may be used for the cord. The belt 18 may include three or more belt plies.

  The inner liner 20 forms the inner peripheral surface of the tire 2. The inner liner 20 is made of a crosslinked rubber. The inner liner 20 is made of rubber having a low air permeability. The inner liner 20 plays a role of maintaining the internal pressure of the tire 2.

  The chafer 22 is located in the vicinity of the bead 12. When the tire 2 is incorporated into the rim, the chafer 22 comes into contact with the rim. By this contact, the vicinity of the bead 12 is protected. The chafer 22 is usually made of cloth and rubber impregnated in the cloth. A chafer 22 made of a single rubber may be used.

FIG. 2 is a cross-sectional view showing a part of the tire 2 of FIG. In FIG. 2, the tread 4, the wing 6 and the sidewall 8 are shown. The shape of the surface from the tread 4 through the wing 6 to the sidewall 8 is called a profile. In FIG. 2, what is indicated by the symbol TC is the intersection of the profile and the equator CL. The point P ₁₀₀ is the outermost point as described above. Profile is led from the point TC to the point _{P 100.}

The tire 2 has a CTT profile. The CTT profile, between the point TC of the point _{P 100,} the radius of curvature gradually decreases. The CTT profile is typically determined based on an involute curve. A CTT profile may be composed of a large number of arcs approximated to an involute curve. Depending on other function curves, the CTT profile may be determined.

2, the point P ₆₀ axial distance from the point TC is represents the point on the profile, which is 60% of the half of the width of the tire 2 (W / 2), the axial distance from the point P ₇₅ is the point TC There represents a point on the profile is 75% of the half of the width of the tire 2 (W / 2), 90 % of the point _{P 90} is the axial distance from the point TC is half of the width of the tire 2 (W / 2) Represents a point on the profile. In FIG. 2, Y ₆₀ represents the radial distance between the point TC and the point P ₆₀ , Y ₇₅ represents the radial distance between the point TC and the point P _75, and Y ₉₀ represents the radius between the point TC and the point P _90. Y ₁₀₀ represents the radial distance between the point TC and the point P ₁₀₀ . This CTT profile satisfies the following formulas (1) to (4).
0.05 <Y ₆₀ /H≦0.10 (1)
0.10 <Y ₇₅ /H≦0.2 (2)
0.2 <Y ₉₀ /H≦0.4 (3)
_{0.4 <Y 100 / H ≦ 0.7} (4)
This CTT profile contributes to various performances of the tire 2.

  As shown in FIG. 2, the tread 4 includes a base layer 46 and a cap layer 48. The base layer 46 is obtained by crosslinking the rubber composition. This rubber composition includes a large number of short fibers 50. The short fibers 50 are dispersed in the base layer 46. The average diameter D of the short fibers 50 is preferably 0.05 μm or more and 50 μm or less. The average length L of the short fibers 50 is preferably 10 μm or more and 1000 μm or less. The aspect ratio (L / D) of the short fiber 50 is preferably 10 or more and 300 or less.

  The cap layer 48 is located on the radially outer side of the base layer 46. The cap layer 48 is obtained by crosslinking the rubber composition. The cap layer 48 does not include the short fiber 50. The cap layer 48 is in contact with the road surface. For the cap layer 48, rubber having excellent grip performance and wear resistance performance is used.

  In the conventional run flat tire, the relative rigidity of the tread is insufficient compared to the rigidity of the sidewall due to the influence of the load support layer. In the run flat tire 2 according to the present invention, the base layer 46 including the short fibers 50 enhances the rigidity of the tread 4. In the tire 2, although the load supporting layer 16 is present, excessive bending of the tread 4 is suppressed. In the tire 2, an appropriate grounding shape can be obtained. An appropriate grounding shape contributes to handling stability. The proper grounding shape also suppresses uneven wear. In a conventional run flat tire, a band is provided for the purpose of suppressing bending. In the tire 2 according to the present invention, no band is required. The tire 2 not provided with a band is lightweight. The tire 2 may include a band.

  In the conventional run flat tire, since the growth in the axial direction is suppressed by the load support layer 16, the profile is permanently distorted. In the tire 2 according to the present invention, since the base layer 46 including the short fibers 50 suppresses growth in the radial direction, distortion of the profile is suppressed. In the tire 2, the CTT profile is not significantly distorted even after long-term use. In the tire 2, various performances in the initial stage of use are maintained. In a conventional run flat tire, a band is provided for the purpose of suppressing profile distortion. In the tire 2 according to the present invention, no band is required. The tire 2 not provided with a band is lightweight. The tire 2 may include a band.

  The compounding quantity of the short fiber 50 is 0.5 to 50 mass parts with respect to 100 mass parts of base rubber. By setting the blending amount to 0.5 parts by mass or more, the bending of the tread 4 and the permanent distortion of the profile are suppressed. In this respect, the amount is more preferably equal to or greater than 3 parts by mass. By setting the blending amount to 50 parts by mass or less, good kneadability of the rubber composition is achieved. In this respect, the amount to be blended is more preferably equal to or less than 20 parts by weight.

  Organic fibers and inorganic fibers can be used for the base layer 46. Specific examples of the organic fiber include aramid fiber, nylon fiber, polyester fiber, and rayon fiber. Specific examples of the inorganic fiber include glass fiber, carbon fiber, and boron fiber. From the viewpoint of suppressing profile distortion, aramid fibers are preferred.

  Paper fibers may be used for the base layer 46. Since the paper fiber is inexpensive, this paper fiber contributes to the low cost of the tire 2. In the production of paper fibers, the raw paper is cut or crushed. This raw paper is further defibrated by beating to obtain paper fibers. Since it is beaten, the surface area of this paper fiber is large.

  The raw paper is obtained from kraft pulp, semi-chemical pulp, mechanical pulp, non-wood pulp, waste paper pulp and the like. Kraft pulp includes softwood kraft pulp and hardwood kraft pulp. Non-wood pulp materials include kenaf, bagasse, bamboo, cotton, seaweed and the like. Waste paper pulp is obtained by deinking used copy paper, used newspaper, corrugated paper, and the like. From the viewpoint of strength, paper obtained from kraft pulp is preferable, and paper obtained from conifer kraft pulp is particularly preferable. Paper obtained from kraft pulp includes unbleached kraft paper and bleached kraft paper. From the viewpoint of the global environment and low cost, raw paper obtained from used newspaper is preferable.

  As shown in FIG. 2, in the base layer 46, the short fibers 50 are oriented in the radial direction. The short fibers 50 sufficiently suppress the bending of the tread 4 and the permanent distortion of the profile. The ratio of the number of short fibers 50 having an absolute angle with respect to the radial direction of 20 ° or less to the total number of short fibers 50 is preferably 90% or more. In this base layer 46, the angle of the short fibers 50 exposed in the cross section along the radial direction is measured. Angle measurement is performed on 100 short fibers 50 extracted at random. The absolute value of the angle is 0 ° or more and 90 ° or less.

  From the viewpoint that the reinforcing effect of the short fibers 50 is sufficiently exhibited, the thickness of the base layer 46 is preferably 0.5 mm or more, more preferably 1.0 mm or more, and particularly preferably 2 mm or more. The thickness is preferably 8 mm or less. The thickness is measured along the equator CL.

  The size and angle of each part of the tire 2 are measured in a state where the tire 2 is incorporated in a regular rim and the tire 2 is filled with air so as to have a regular internal pressure. At the time of measurement, no load is applied to the tire 2. In the present specification, the normal rim means a rim defined in a standard on which the tire 2 depends. “Standard rim” in the JATMA standard, “Design Rim” in the TRA standard, and “Measuring Rim” in the ETRTO standard are regular rims. In the present specification, the normal internal pressure means an internal pressure defined in a standard on which the tire 2 relies. “Maximum air pressure” in JATMA standard, “Maximum value” published in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” in TRA standard, and “INFLATION PRESSURE” in ETRTO standard are normal internal pressures. For convenience, the internal pressure of the passenger car tire 2 is set to 180 kPa.

FIG. 3 is a cross-sectional view showing a part of a tire 52 according to another embodiment of the present invention. In FIG. 3, a tread 54, a wing 56 and a sidewall 58 are shown. Although not shown, the tire 52 includes a clinch portion, a bead, a carcass, a load support layer, a belt, an inner liner, and a chafer, similarly to the tire 2 shown in FIG. The tire 52 is a side-reinforced run flat tire. Profile from TC to the point P ₁₀₀ in terms of the tire 52 is identical to the profile of the tire 2 shown in FIG.

  As shown in FIG. 3, the tread 54 includes a base layer 60 and a cap layer 62. The base layer 60 is obtained by crosslinking the rubber composition. This rubber composition includes a large number of short fibers 64. The short fibers 64 are dispersed in the base layer 60. The size, amount and material of the short fibers 64 are the same as those of the short fibers 50 shown in FIG.

  The cap layer 62 is located on the radially outer side of the base layer 60. The cap layer 62 is obtained by crosslinking the rubber composition. The cap layer 62 does not include the short fiber 64. The cap layer 62 is in contact with the road surface. For the cap layer 62, rubber having excellent grip performance and wear resistance performance is used.

  As shown in FIG. 3, in the base layer 60, the short fibers 64 are oriented in the axial direction. In this base layer 60, the tensile stress in the axial direction is high. In traveling in the puncture state, the base layer 60 suppresses the tread 54 from lifting from the road surface. During normal running, the short fibers 64 oriented in the axial direction do not significantly increase the longitudinal rigidity of the tire 52. The tire 52 is also excellent in ride comfort during normal travel. The ratio of the number of short fibers 64 having an absolute angle with respect to the axial direction of 20 ° or less to the total number of short fibers 64 is preferably 90% or more. In this base layer 60, the angle of the short fibers 64 exposed in the cross section along the axial direction is measured. Angle measurement is performed on 100 randomly extracted short fibers 64. The absolute value of the angle is 0 ° or more and 90 ° or less. Aramid fibers are particularly preferable for the base layer 60 in which the short fibers 64 are oriented in the axial direction.

  From the viewpoint that the reinforcing effect of the short fibers 64 is sufficiently exhibited, the thickness of the base layer 60 is preferably 0.5 mm or more, more preferably 1.0 mm or more, and particularly preferably 2 mm or more. The thickness is preferably 8 mm or less.

FIG. 4 is a cross-sectional view showing a part of a tire 66 according to still another embodiment of the present invention. In FIG. 4, a tread 68, a wing 70, and a sidewall 72 are shown. Although not shown, the tire 66 includes a clinch portion, a bead, a carcass, a load support layer, a belt, an inner liner, and a chafer, similarly to the tire 2 shown in FIG. The tire 66 is a side-reinforced run flat tire. Profile from TC to the point P ₁₀₀ in terms of the tire 66 is identical to the profile of the tire 2 shown in FIG.

  As shown in FIG. 4, the tread 68 includes a base layer 74 and a cap layer 76. The base layer 74 includes a center portion 78 and a pair of shoulder portions 80. The center portion 78 is obtained by crosslinking the rubber composition. This rubber composition includes a large number of short fibers 82. The short fibers 82 are dispersed in the center portion 78. The size, amount and material of the short fiber 82 are the same as those of the short fiber 50 shown in FIG.

  The shoulder portion 80 is located outside the center portion 78 in the axial direction. The shoulder portion 80 is obtained by crosslinking the rubber composition. The shoulder portion 80 does not include the short fiber 82. The cap layer 76 is located on the radially outer side of the base layer 74. The cap layer 76 is obtained by crosslinking the rubber composition. The cap layer 76 does not include the short fiber 82. The cap layer 76 is in contact with the road surface. For the cap layer 76, rubber having excellent grip performance and wear resistance performance is used.

  In the conventional run flat tire, the tread 68 is greatly bent near the equator. In the run flat tire 66 according to the present invention, the shoulder portion 80 including the short fibers 82 suppresses this bending. In the conventional run flat tire, the profile grows greatly in the vicinity of the equator. In the tire 66 according to the present invention, the shoulder portion 80 including the short fibers 82 suppresses the growth in the radial direction.

  The ratio of the width Wc of the center portion 78 to the width Wb of the base layer 74 is preferably 25% or more and 75% or less. By setting the ratio to 25% or more, profile growth is suppressed. From this viewpoint, the ratio is more preferably 35% or more. By setting the ratio to 75% or less, steering stability is not hindered. From this viewpoint, the ratio is more preferably 65% or less. The width Wb and the width Wc are measured in the axial direction.

  As shown in FIG. 4, in the center portion 78, the short fibers 82 are oriented in the radial direction. The short fibers 82 sufficiently suppress the bending of the tread 68 and the permanent set of the profile. The ratio of the number of short fibers 82 having an absolute angle with respect to the radial direction of 20 ° or less to the total number of short fibers 82 is preferably 90% or more. The method for measuring the angle is the same as that of the tire 2 shown in FIG.

  The short fibers 82 may be oriented in the axial direction. The center portion 78 has a high tensile stress in the axial direction. In traveling in the puncture state, the center portion 78 suppresses the tread 68 from lifting from the road surface. During normal traveling, the short fibers 82 oriented in the axial direction do not significantly increase the longitudinal rigidity of the tire 66. The tire 66 is excellent in ride comfort during normal running. The ratio of the number of short fibers 82 having an absolute angle with respect to the axial direction of 20 ° or less to the total number of short fibers 82 is preferably 90% or more. The method of measuring the angle is the same as that of the tire 52 shown in FIG.

  From the viewpoint that the reinforcing effect of the short fibers 82 is sufficiently exhibited, the thickness of the center portion 78 is preferably 0.5 mm or more, more preferably 1.0 mm or more, and particularly preferably 2 mm or more. The thickness is preferably 8 mm or less. The thickness of the center portion is measured along the equator CL.

FIG. 5 is a cross-sectional view showing a part of a tire 84 according to still another embodiment of the present invention. In FIG. 5, a tread 86, a wing 88, and a sidewall 90 are shown. Although not shown, the tire 84 includes a clinch portion, a bead, a carcass, a load support layer, a belt, an inner liner, and a chafer, like the tire 2 shown in FIG. The tire 84 is a side reinforcing type run flat tire. Profile from TC to the point P ₁₀₀ in terms of the tire 84 is identical to the profile of the tire 2 shown in FIG.

  As shown in FIG. 5, the tread 86 includes a base layer 92 and a cap layer 94. The base layer 92 includes a center portion 96 and a pair of shoulder portions 98. The center portion 96 is obtained by crosslinking the rubber composition. This rubber composition includes a large number of short fibers 100. The short fibers 100 are dispersed in the center portion 96. The size, amount and material of the short fiber 100 are the same as those of the short fiber 50 shown in FIG.

  The shoulder portion 98 is located outside the center portion 96 in the axial direction. The shoulder portion 98 is obtained by crosslinking the rubber composition. This rubber composition includes a large number of short fibers 102. The short fibers 102 are dispersed in the shoulder portion 98. The size, amount and material of the short fibers 102 are the same as those of the short fibers 50 shown in FIG.

  The cap layer 94 is located on the radially outer side of the base layer 92. The cap layer 94 is obtained by crosslinking the rubber composition. The cap layer 94 does not include the short fibers 100 and 102. The cap layer 94 is in contact with the road surface. For the cap layer 94, rubber having excellent grip performance and wear resistance performance is used.

  As shown in FIG. 5, in the center portion 96, the short fibers 100 are oriented in the radial direction. The short fiber 100 sufficiently suppresses the bending of the tread 86 and the permanent set of the profile. The ratio of the number of short fibers 100 having an absolute angle with respect to the radial direction of 20 ° or less to the total number of short fibers 100 is preferably 90% or more. The method for measuring the angle is the same as that of the tire 2 shown in FIG.

  As shown in FIG. 5, in the shoulder portion 98, the short fibers 102 are oriented in the axial direction. This short fiber 102 suppresses the tread 86 from being lifted when traveling in a puncture state. The ratio of the number of short fibers 102 having an absolute angle with respect to the axial direction of 20 ° or less to the total number of short fibers 102 is preferably 90% or more. The method of measuring the angle is the same as that of the tire 52 shown in FIG.

  The ratio of the width Wc of the center portion 96 to the width Wb of the base layer 92 is preferably 25% or more and 75% or less. By setting the ratio to 25% or more, profile growth is suppressed. From this viewpoint, the ratio is more preferably 35% or more. By setting the ratio to be equal to or less than 75%, the tread 86 is prevented from being lifted during traveling in the puncture state. From this viewpoint, the ratio is more preferably 65% or less. The width Wb and the width Wc are measured in the axial direction.

  From the standpoint that the reinforcing effect of the short fibers 100 is sufficiently exhibited, the thickness of the center portion 96 is preferably 0.5 mm or more, more preferably 1.0 mm or more, and particularly preferably 2 mm or more. The thickness is preferably 8 mm or less. From the viewpoint that the reinforcing effect of the short fibers 102 is sufficiently exhibited, the thickness of the shoulder portion 98 is preferably 0.5 mm or more, more preferably 1.0 mm or more, and particularly preferably 2 mm or more. The thickness is preferably 8 mm or less. The thickness of the shoulder portion 98 is measured in the vicinity of the boundary with the center portion 96.

  Hereinafter, the effects of the present invention will be clarified by examples. However, the present invention should not be construed in a limited manner based on the description of the examples.

[Experiment 1]
[Example 1]
A run flat tire having the structure shown in FIGS. 1 and 2 was obtained. The size of this tire is “225 / 50R17”. The thickness of the base layer of this tire is 2 mm. A large number of paper fibers are dispersed in the base layer. The compounding amount of the paper fiber is 10 parts by mass with respect to 100 parts by mass of the base rubber. This paper fiber has an average diameter D of 10 μm, an average length L of 400 μm, and an aspect ratio (L / D) of 40. The paper fibers are oriented in the radial direction.

[Examples 4 to 7]
Tires of Examples 4 to 7 were obtained in the same manner as Example 1 except that the thickness of the base layer was as shown in Table 1 below.

[Examples 2 to 3 and 8]
Tires of Examples 2 to 3 and 8 were obtained in the same manner as in Example 1 except that the amount of paper fiber was changed as shown in Table 1 below.

[Comparative example]
A comparative tire was obtained in the same manner as in Example 1 except that the short fiber was not blended in the base layer.

[Example 9]
A tire of Example 9 was obtained in the same manner as Example 1 except that aramid fibers were used instead of paper fibers. The average diameter D of this aramid fiber is 10 μm, the average length L is 400 μm, and the aspect ratio (L / D) is 40.

[Examples 12 to 15]
Tires of Examples 12 to 15 were obtained in the same manner as Example 9 except that the thickness of the base layer was as shown in Table 2 below.

[Examples 9 to 11 and 16]
Tires of Examples 9 to 11 and 16 were obtained in the same manner as Example 9, except that the blending amount of the aramid fiber was as shown in Table 2 below.

[Evaluation]
The tire was incorporated into a standard rim, and the tire was filled with air so as to achieve a standard internal pressure. And the outer diameter of this tire was measured. Further, the rim was mounted on a front engine rear wheel drive passenger car having a displacement of 3.0 liters. This passenger car was driven 100 km on the circuit. At the beginning of the run and just before the end of the run, the driver was asked to evaluate the handling stability with an index. Further, after running, the outer diameter of the tire was measured, and the outer diameter change amount was calculated. These results are shown in Tables 1 and 2 below.

  As shown in Tables 1 and 2, in the tires of the examples, the outer diameter change amount is small. Further, the tires of the examples are excellent in steering stability, and excellent steering stability is maintained.

[Experiment 2]
[Example 17]
A run flat tire having the structure shown in FIG. 3 was obtained. The size of this tire is “225 / 50R17”. The thickness of the base layer of this tire is 2 mm. A large number of paper fibers are dispersed in the base layer. The compounding amount of the paper fiber is 10 parts by mass with respect to 100 parts by mass of the base rubber. This paper fiber has an average diameter D of 10 μm, an average length L of 400 μm, and an aspect ratio (L / D) of 40. The paper fibers are oriented in the axial direction.

[Examples 20 to 23]
Tires of Examples 20 to 23 were obtained in the same manner as Example 17 except that the thickness of the base layer was as shown in Table 3 below.

[Examples 18 to 19 and 24]
Tires of Examples 18 to 19 and 24 were obtained in the same manner as in Example 1 except that the amount of paper fibers was as shown in Table 3 below.

[Example 25]
A tire of Example 25 was obtained in the same manner as Example 17 except that aramid fiber was used instead of paper fiber. The average diameter D of this aramid fiber is 10 μm, the average length L is 400 μm, and the aspect ratio (L / D) is 40.

[Examples 28 to 31]
Tires of Examples 28 to 31 were obtained in the same manner as Example 25 except that the thickness of the base layer was as shown in Table 4 below.

[Examples 16 to 27 and 32]
Tires of Examples 16 to 27 and 32 were obtained in the same manner as Example 25 except that the blending amount of the aramid fiber was changed as shown in Table 4 below.

[Evaluation]
The tire was incorporated into a standard rim, and the tire was filled with air so as to achieve a standard internal pressure. This rim was mounted on a front engine rear wheel drive passenger car having a displacement of 3.0 liters. This passenger car was run on a circuit, and the driver evaluated the ride comfort by an index. Furthermore, the puncture state was reproduced with the internal pressure of the tire as normal pressure, and the vehicle was run to evaluate the running performance. These results are shown in Tables 3 and 4 below.

  As shown in Tables 3 and 4, the tires of the examples are excellent in running performance during puncture. Moreover, in the tires of the examples, the riding comfort during normal running is not bad.

[Experiment 3]
[Example 33]
A run flat tire having the structure shown in FIG. 4 was obtained. The size of this tire is “225 / 50R17”. The thickness of the base layer of this tire is 2 mm. This base layer includes a center portion and a shoulder portion. The ratio of the width Wc of the center portion 78 to the width Wb of the base layer 74 is 10%. A large number of paper fibers are dispersed in the center portion. The compounding amount of the paper fiber is 10 parts by mass with respect to 100 parts by mass of the base rubber. This paper fiber has an average diameter D of 10 μm, an average length L of 400 μm, and an aspect ratio (L / D) of 10. The paper fibers are oriented in the radial direction. The shoulder portion does not include short fibers.

[Examples 34 to 39]
Tires of Examples 34 to 39 were obtained in the same manner as Example 33 except that the ratio of the width Wc of the center portion 78 to the width Wb of the base layer 74 was as shown in Table 5 below.

[Example 40]
A tire of Example 40 was obtained in the same manner as Example 33 except that aramid fiber was used instead of paper fiber. The average diameter D of this aramid fiber is 10 μm, the average length L is 400 μm, and the aspect ratio (L / D) is 40.

[Examples 41 to 46]
Tires of Examples 41 to 46 were obtained in the same manner as in Example 40 except that the ratio of the width Wc of the center portion 78 to the width Wb of the base layer 74 was as shown in Table 6 below.

[Evaluation]
The tire was assembled in a “17 × 7-JJ” rim, and the tire was filled with air so that the internal pressure was 230 kPa. And the outer diameter of this tire was measured. Further, the rim was mounted on a front engine rear wheel drive passenger car having a displacement of 3.0 liters. This passenger car was driven 100 km on the circuit. At the beginning of the run and just before the end of the run, the driver was asked to evaluate the handling stability with an index. Further, after running, the outer diameter of the tire was measured, and the outer diameter change amount was calculated. Furthermore, the surface of the tread was visually observed when the travel distance was 5000 km to determine the state of wear. These results are shown in Tables 5 and 6 below.

  As shown in Tables 5 and 6, in the tires of the examples, the outer diameter change amount is small. Further, the tires of the examples are excellent in steering stability, and excellent steering stability is maintained.

[Experiment 4]
[Example 47]
A run flat tire having the structure shown in FIG. 5 was obtained. The size of this tire is “225 / 50R17”. The thickness of the base layer of this tire is 2 mm. This base layer includes a center portion and a shoulder portion. The ratio of the width Wc of the center portion 78 to the width Wb of the base layer 74 is 10%. A large number of paper fibers are dispersed in the center portion and the shoulder portion. The compounding amount of the paper fiber is 10 parts by mass with respect to 100 parts by mass of the base rubber. This paper fiber has an average diameter D of 10 μm, an average length L of 400 μm, and an aspect ratio (L / D) of 40. In the center portion, the paper fibers are oriented in the radial direction. In the shoulder portion, the paper fibers are oriented in the axial direction.

[Examples 48 to 53]
Tires of Examples 48 to 53 were obtained in the same manner as in Example 47 except that the ratio of the width Wc of the center portion 78 to the width Wb of the base layer 74 was as shown in Table 7 below.

[Example 54]
A tire of Example 54 was obtained in the same manner as Example 47 except that aramid fiber was used instead of paper fiber. The average diameter D of this aramid fiber is 10 μm, the average length L is 400 μm, and the aspect ratio (L / D) is 40.

[Examples 55 to 60]
Tires of Examples 55 to 60 were obtained in the same manner as in Example 54 except that the ratio of the width Wc of the center portion 78 to the width Wb of the base layer 74 was as shown in Table 8 below.

[Evaluation]
The tire was incorporated into a standard rim, and the tire was filled with air so as to achieve a standard internal pressure. And the outer diameter of this tire was measured. Further, the rim was mounted on a front engine rear wheel drive passenger car having a displacement of 3.0 liters. This passenger car was driven 100 km on the circuit. At the beginning of the run and just before the end of the run, the driver was asked to evaluate the handling stability with an index. Further, after running, the outer diameter of the tire was measured, and the outer diameter change amount was calculated. Furthermore, the puncture state was reproduced with the internal pressure of the tire as normal pressure, and the vehicle was run to evaluate the running performance. These results are shown in Tables 7 and 8 below.

  As shown in Tables 7 and 8, in the tires of the examples, the outer diameter change amount is small. Further, the tires of the examples are excellent in steering stability, and excellent steering stability is maintained. Moreover, the tires of the examples are excellent in running performance during puncture.

  From the above evaluation results, the superiority of the present invention is clear.

  The base layer containing short fibers can be applied to various pneumatic tires.

2, 52, 66, 84 ... Tire 4, 54, 68, 86 ... Tread 6, 56, 70, 88 ... Wing 8, 58, 72, 90 ... Sidewall 10 ... Clinch Portion 12 ... Bead 14 ... Carcass 16 ... Load support layer 18 ... Belt 20 ... Inner liner 22 ... Chafer 46, 60, 74, 92 ... Base layer 48, 62 , 76, 94 ... Cap layer 50, 64, 82, 100, 102 ... Short fiber 78, 96 ... Center part 80, 98 ... Shoulder part

Claims (10)

A tread whose outer surface forms a tread surface,
A pair of sidewalls extending substantially inward in the radial direction from the ends of the tread;
A pair of beads positioned substantially radially inward of the sidewalls;
With a carcass bridged between both beads along the inside of the tread and sidewall,
The tread includes a base layer and a cap layer located radially outside the base layer,
All or part of the base layer has an average length L of 10 μm or more and 1000 μm or less, an average diameter D of 0.05 μm or more and 50 μm or less, and an aspect ratio (L / D) of 10 or more. A pneumatic tire containing a large number of paper fibers obtained by defibrating raw paper by beating.   The tire according to claim 1, further comprising a load support layer positioned on an inner side in the axial direction of the sidewall, and being a run flat type.   The tire according to claim 1 or 2, comprising a profile in which the radius of curvature gradually decreases from a point TC on the equator toward the outside in the axial direction. The tire according to claim 3, wherein the profile satisfies the following mathematical formulas (1) to (4).
0.05 <Y ₆₀ /H≦0.10 (1)
0.10 <Y ₇₅ /H≦0.2 (2)
0.2 <Y ₉₀ /H≦0.4 (3)
_{0.4 <Y 100 / H ≦ 0.7} (4)
(In Equations (1) to (4), H represents the height of the tire, and Y ₆₀ , Y ₇₅ , Y ₉₀ and Y ₁₀₀ are point TC and point P ₆₀ , point P ₇₅ , point P ₉₀ and This represents the radial distance from point P _100. Point P ₆₀ , point P ₇₅ , point P ₉₀ and point P ₁₀₀ are respectively 60%, 75%, 90% of the axial distance from point TC and half the tire width. (Represents a point on the profile that is 100%.)   The tire according to any one of claims 1 to 4, wherein the base layer includes a center portion and a pair of shoulder portions positioned on the outer side in the axial direction of the center portion, and the center portion includes paper fibers.   The tire according to claim 5, wherein a ratio of the width of the center portion to the width of the base layer is 25% or more and 75% or less.   The tire according to any one of claims 1 to 6, wherein the paper fibers are oriented in a radial direction.   The tire according to any one of claims 1 to 6, wherein the paper fibers are oriented in the axial direction. The base layer includes a center portion and a pair of shoulder portions located outside the center portion in the axial direction,
This center part and shoulder part contain paper fiber,
In this center portion, the paper fibers are oriented in the radial direction,
The tire according to any one of claims 1 to 6, wherein paper fibers are oriented in the axial direction in the shoulder portion.   The tire according to claim 9, wherein the ratio of the width of the center portion to the width of the base layer is 25% or more and 75% or less.

Images