JP2011255823A - Pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a leakage of gas filled in a pneumatic tire having no bead part.SOLUTION: The pneumatic tire 1 includes a carcass 2 arranged inside in a diametrical direction of a tread rubber layer 5, and a supporting member 9 for holding the carcass 2 under a state in which end portions 2TA and 2TB extending respectively from both sides of the tread rubber layer 5 in a width direction of the pneumatic tire 1 are set to each other and for supporting a part of the carcass 2 extending out of the tread rubber layer 5. The supporting member 9 is divided into a first supporting member 9A and a second supporting member 9B. First supporting member 9A and second supporting member 9B are connected with bolts 14 under a state in which the carcass 2 and an end part of a gas-shielding layer 7 are held by both the members.

Description

  The present invention relates to a pneumatic tire having no bead portion.

  The pneumatic tire is assembled to a wheel by fitting a bead portion to a rim of the wheel. In recent years, pneumatic tires that have eliminated the bead portion have been proposed.

JP 2003-104015 A JP 2004-224116 A

  The tires described in Patent Documents 1 and 2 are assembled to a wheel flange or rim at two locations in the tire width direction. For this reason, there exists a possibility that the gas with which a tire is filled may leak. This invention is made | formed in view of the above, Comprising: It aims at reducing the leak of the gas with which it filled in the pneumatic tire which does not have a bead part.

  In the pneumatic tire, the means for solving the above-described problem is that each of the carcass disposed on the inner side in the radial direction of the tread rubber and the carcass extending from both sides of the tread rubber in the width direction of the pneumatic tire. And a support that supports the part of the carcass that extends from the tread rubber and that is sandwiched in a state in which the ends are combined.

  In the above-described means, the carcass preferably has a gas blocking layer on a space side closed at both ends, and the air fault is sandwiched between the ends together with the ends. .

  In the above-described means, it is preferable that the support is divided in the width direction of the pneumatic tire.

  In the above-mentioned means, it is preferable that the support is coupled by fastening means.

  The present invention can reduce leakage of gas filled in a pneumatic tire having no bead portion.

FIG. 1 is a meridional sectional view of a pneumatic tire according to this embodiment. FIG. 2 is a partially enlarged view showing the relationship between the groove of the mounting portion, the carcass, and the gas barrier layer. FIG. 3 is a partially enlarged view showing a modification of the attachment structure of both ends of the carcass and the gas barrier layer. FIG. 4 is a partially enlarged view showing a modified example of the attachment structure of both ends of the carcass and the gas barrier layer. FIG. 5 is a partially enlarged view showing a modified example of the attachment structure of both ends of the carcass and the gas barrier layer. FIG. 6 is a partially enlarged view showing a modification of the attachment structure of both ends of the carcass and the gas barrier layer. FIG. 7 is a partially enlarged view showing a modification of the attachment structure of both ends of the carcass and the gas barrier layer. FIG. 8 is an explanatory diagram when the green tire of the tire according to the present embodiment is vulcanized.

  DESCRIPTION OF EMBODIMENTS Hereinafter, modes (embodiments) for carrying out the present invention will be described in detail with reference to the drawings. The present invention is not limited by the contents described in the following embodiments. The constituent elements described below include those that can be easily assumed by those skilled in the art and those that are substantially the same. Furthermore, the constituent elements described below can be appropriately combined.

  FIG. 1 is a meridional sectional view of a pneumatic tire according to this embodiment. The meridian cross section is a plane when the tire 1 is cut on a plane parallel to the rotation axis (Y axis) of the pneumatic tire (hereinafter referred to as a tire if necessary) 1 and including the rotation axis (Y axis). . The tire 1 is an annular structure that rotates about a central axis (Y axis) as a rotation axis. The Y axis is a central axis and a rotation axis of the tire 1. An axis that is orthogonal to the Y axis that is the central axis (rotation axis) of the tire 1 and that is parallel to the road surface on which the tire 1 contacts the ground is an X axis, and an axis that is orthogonal to the Y axis and the X axis is a Z axis. The direction parallel to the Y axis is the width direction of the tire 1. A direction passing through the Y axis and perpendicular to the Y axis is the radial direction of the tire 1. The circumferential direction around the Y axis is the circumferential direction of the tire 1. The equatorial plane CL is a plane that is orthogonal to the rotation axis (Y axis) of the tire 1 and that passes through the center in the width direction of the tire 1.

  As shown in FIG. 1, the tire 1 is joined at this one location by sandwiching both end portions 2TA and 2TB of the carcass 2 with the mating surfaces PCA and PCB of the support 9. Thus, the tire 1 does not have the bead portion that the conventional pneumatic tire has. A space enclosed by the carcass 2 and closed by both ends 2TA and 2TB of the carcass 2 becomes an air chamber 8 of the tire 1. The air chamber 8 is filled with a gas (air, nitrogen, etc.) having a predetermined pressure. In the present embodiment, the carcass 2 has a gas blocking layer 7 on the air chamber 8 side. In the present embodiment, both end portions 7TA and 7TB of the gas blocking layer 7 are sandwiched by the mating surfaces PCA and PCB of the support 9 together with both end portions 2TA and 2TB of the carcass 2, and are joined at this one location. Is done. In this embodiment, the gas person fault 7 is not essential, but it is preferable to provide the gas person fault 7 because the amount of gas leaking from the air chamber 8 can be reduced. For the gas person fault 7, for example, a thermoplastic elastomer composition in which an elastomer is dispersed in a thermoplastic resin can be used. Since such an elastomer composition has a very low gas permeability, it is preferable because gas leakage from the inside of the air chamber 8 can be effectively suppressed.

  A carcass 2, a belt 3, a belt cover 4, a tread rubber layer 5 and a support 9 appear on the meridional section of the tire 1 in FIG. 1. The tire 1 is a composite material structure in which rubber as a base material is reinforced by reinforcing cords such as a carcass 2, a belt 3 and a belt cover 4 as reinforcing materials. A layer of a reinforcing cord made of a cord material such as a metal fiber or an organic fiber, such as the carcass 2, the belt 3, and the belt cover 4, is referred to as a cord layer.

  The carcass 2 is a strength member that serves as a pressure vessel when the tire 1 is filled with air. The carcass 2 supports the load acting on the tire 1 by the pressure (internal pressure) of the gas filled therein, and withstands the dynamic load during traveling. The carcass 2 is disposed inside the tread rubber layer 5 in the radial direction. The belt 3 is disposed between the tread rubber layer 5 and the carcass 2, that is, on the radially outer side of the carcass 2. The belt 3 is a reinforcing cord layer in which rubberized cords are bundled.

A belt cover 4 is disposed on the outer side in the radial direction of the belt 3. The belt cover 4 serves as a protective layer for the belt 3 and serves as a reinforcing layer for the belt 3. The tread tread rubber layer 5 includes synthetic rubber, natural rubber, or a rubber material in which these are mixed, and carbon, SiO ₂ or the like added as a reinforcing material to the rubber material. The tread rubber layer 5 has a groove 6 that opens radially outward, that is, on the tread surface side. The groove 6 improves the drainage performance when traveling in rainy weather. The groove 6 includes a circumferential groove that extends in the circumferential direction of the tire 1 and a lug groove that intersects the circumferential direction of the tire 1.

  In the tire 1, the carcass 2 extends from both sides in the width direction of the tread rubber layer 5. The support 9 is sandwiched with the ends 2TA and 2TB of the carcass 2 extending from both sides of the tread rubber layer 5 in the width direction, and a part of the carcass 2 extending from the tread rubber layer 5 is sandwiched. To support. The support 9 has a first support 9A and a second support 9B. And the support body 9 is combined with the mating surface PCA which the 1st support body 9A has, and the mating surface PCB which the 2nd support body 9B has. The first support 9A and the second support 9B are made of an aluminum alloy or stainless steel. The materials of the first support 9A and the second support 9B are not limited to these. Since the aluminum alloy has a smaller specific gravity than steel, it is preferable to use an aluminum alloy as the material of the first support 9A and the second support 9B because the mass of the tire 1 can be reduced.

  9A of 1st support bodies and the 2nd support body 9B are each cyclic structures, and are symmetrical with respect to the equatorial plane CL in the meridional section. As described above, the first support body 9A and the second support body 9B are made symmetrical with respect to the equator plane CL. As a result, the types of parts to be manufactured can be reduced. The first support body 9A and the second support body 9B are not limited to those having a symmetric shape with respect to the equatorial plane CL.

  The first support body 9A and the second support body 9B have carcass support portions 20A and 20B and attachment portions 21A and 21B, respectively. The carcass support portions 20A and 20B are portions that come into contact with and support the carcass 2, and one end portions thereof are connected to the attachment portions 21A and 21B. End portions 9At and 9Bt on the opposite side of the attachment portions 21A and 21B of the carcass support portions 20A and 20B are open ends. The carcass support portions 20A and 20B extend from the attachment portions 21A and 21B in the width direction and radially outward, respectively, and extend further in the radial direction from the middle. For this reason, the carcass support portions 20A and 20B have bent portions 23A and 23B.

  The carcass 2 is disposed inside the carcass support portions 20A and 20B, that is, on the side in contact with the carcass 2. The carcass 2 is bonded to the carcass support portions 20A and 20B with, for example, an adhesive. The support 9 (the second support 9B in this embodiment) has a valve 10. The valve 10 is provided between the air chamber 8 and the outside of the air chamber 8. With such a structure, the valve 10 fills the gas chamber 8 with gas or releases the gas in the air chamber 8.

  In the conventional pneumatic tire, since the volume of the air chamber is changed by the wheel to be combined, the volume of the air chamber cannot be controlled by the pneumatic tire alone. On the other hand, the tire 1 can change the volume of the air chamber 8 by changing the shape of the carcass support portions 20A and 20B (more specifically, the shape in the meridional section). For this reason, the tire 1 has an advantage that the volume of the air chamber 8 can be set regardless of the wheel to be combined. Further, in the conventional pneumatic tire, the volume of the air chamber changes depending on the wheel to be combined, so that it is difficult for the tire manufacturer to set the volume of the gas filled in the air chamber. However, in this embodiment, since the volume of the gas filled in the air chamber can be set by the shape of the carcass support portions 20A and 20B, the degree of design freedom by the tire manufacturer is improved.

  The mating surfaces PCA and PCB of both the attachment portions 21A and 21B are surfaces parallel to the equator plane CL. Both attachment portions 21A and 21B have grooves 16A and 16B extending in the circumferential direction on the mating surfaces PCA and PCB, respectively. The end portions 2TA and 2TB of the carcass 2 and the end portions 7TA and 7TB of the gas blocking layer 7 are sandwiched between the grooves 16A and 16B. Thus, the tire 1 abandons the bead part which the conventional pneumatic tire had, and joins the carcass 2 in one place with the 1st support body 9A and the 2nd support body 9B. For this reason, compared with a structure in which the carcass 2 is attached to the wheel rim or the like at two locations in the width direction, the number of carcass attachment locations is reduced, and accordingly gas leakage from the air chamber 8 can be suppressed.

  Moreover, the tire 1 can be reduced in weight compared with the conventional pneumatic tire by the part which does not have a bead part. Further, in the tire 1, when the pressure of the gas in the air chamber 8 decreases due to puncture or the like, the end portions 9At and 9Bt of the first support body 9A and the second support body 9B are in contact with the road surface. For this reason, it is also possible to travel a certain distance by the first support body 9A and the second support body 9B. Thus, the tire 1 also has a run flat function.

  Both attachment portions 21 </ b> A and 21 </ b> B are attached to the wheel 11 by bolts 14. The wheel 11 is attached to the axle and transmits force between the axle and the tire 1. A tire / wheel assembly 12 is obtained by attaching the tire 1 to the wheel 11. A gasket 13 is disposed between the mating surfaces PCA and PCB, and is sandwiched between the both. With such a structure, the amount of gas passing through the mating surfaces PCA and PCB can be reduced, so that the amount of gas leaking from the air chamber 8 can be reduced. In addition, the support 9 is divided in the width direction, and both ends 2TA and 2TB of the carcass 2 and both ends 7TA and 7TB of the gas blocking layer 7 are connected to the first support 9A and the second support 9B. , And the bolts 14 serving as fastening means are fastened together with the wheel 11, so that the displacement of the carcass 2 and the gas barrier layer 7 and the support 9 can be suppressed. Further, the pneumatic tire 1 sandwiches both ends 2TA, 2TB of the carcass 2 and both ends 7TA, 7TB of the gas blocking layer 7 with both mounting portions 21A, 21B, and is fastened with bolts 14. For this reason, both ends 7TA and 7TB of the gas barrier layer 7 are in close contact with each other, and the leakage of the gas inside the air chamber 8 is further suppressed.

  The tire 1 can change the longitudinal spring and the lateral spring by adjusting the length L and the angle in the vicinity of the end portions 9At and 9Bt of the first support body 9A and the second support body 9B. The length L is an end portion of the meridional section where the shapes of the first support body 9A and the second support body 9B are the first inflection points from the end portions 9At and 9Bt to the inside in the radial direction. It is the distance to 9At and 9Bt. In the meridional section, the angle is a narrow angle among angles formed by a straight line connecting the end portions 9At and 9Bt to the first inflection point and the central axis (Y axis). Since the flex zone H is small, the tire 1 is substantially a low flat tire. The flex zone H is a region from the position (separation point CP) where the first support body 9A and the second support body 9B separate from the tread rubber layer 5 to the surface of the tire 1 on the equator plane CL.

  FIG. 2 is a partially enlarged view showing the relationship between the groove of the mounting portion, the carcass, and the gas barrier layer. When the gasket 13 is disposed between the mounting portions 21A and 21B and the both are combined, the dimension Ws of the grooves 16A and 16B in the width direction is the thickness of the carcass 2 and the gas barrier layer 7 sandwiched between the grooves 16A and 16B. Is preferably smaller than the total sum Wf (Ws <Wf). In this way, when the attachment portions 21A and 21B sandwich the carcass 2 and the gas barrier layer 7 together with the gasket 13, the carcass 2 and the gas barrier layer 7 are pressed in the thickness direction. As a result, the gas barrier layers 7 are firmly sandwiched and securely adhered to each other, so that gas leakage from the air chamber 8 shown in FIG. 1 can be reliably suppressed. In addition, when the thickness of the gasket 13 changes with the fastening force of the volt | bolt 14 at the time of attaching attachment part 21A, 21B to the wheel 11 with the volt | bolt 14, the relationship of Ws <Wf does not necessarily need to be satisfy | filled.

  FIG. 3 to FIG. 7 are partially enlarged views showing modified examples of the attachment structure of both ends of the carcass and the gas barrier layer. In the mounting structure A shown in FIG. 3, both mounting portions 21Aa and 21Ba of the support 9a have grooves 16Aa and 16Bb at positions spaced radially inward from the inner surfaces 21AIa and 21BIa, respectively. The grooves 16Aa and 16Bb are opened in the mating surfaces PCA and PCB. Then, sealing members 18A and 18B made of, for example, resin are attached to both ends of the carcass 2 and the gas blocking layer 7, and both ends of the carcass 2 and the gas blocking layer 7 are attached together with the sealing members 18A and 18B. Assemble to grooves 16Aa and 16Ab, respectively. In this state, if both attachment portions 21Aa and 21Ba are combined with the mating surfaces PCA and PCB and fastened to the wheel 11 with the bolts 14 shown in FIG. In the mounting structure A, both end portions of the carcass 2 and the gas blocking layer 7 are previously mounted on both mounting portions 21Aa and 21Ba, so that the carcass 2 and the gas blocking layer 7 are unlikely to be detached from the mounting portions 21Aa and 21Ba. As a result, handling during vulcanization and assembly is facilitated.

  In the mounting structure B shown in FIG. 4, auxiliary members 19A and 19B are disposed between the carcass 2 and the gas barrier layer 7 in the grooves 16Ab and 16Bb, and the carcass 2 and the gas barrier layer are interposed via the auxiliary members 19A and 19B. 7 is sandwiched between the grooves 16Ab and 16Bb. The material of the auxiliary members 19A and 19B is not limited. When the auxiliary members 19A and 19B are not flexible, the auxiliary members 19A and 19B are divided into a plurality of members in the circumferential direction. If it does in this way, even if auxiliary member 19A, 19B does not have flexibility, these can be attached to groove | channel 16Aa, 16Ab. In the case where the auxiliary members 19A and 19B have flexibility, they may have an integrated shape that is continuous in the circumferential direction. This is because if the auxiliary members 19A and 19B have flexibility, they can be attached to the grooves 16Aa and 16Ab after being deformed. In the mounting structure B, both ends of the carcass 2 and the gas barrier layer 7 are previously attached to the grooves 16Ab and 16Bb by the auxiliary members 19Aa and 19Ab. Therefore, the carcass 2 and the gas barrier layer 7 are separated from the mounting portions 21Ab and 21Bb. It becomes difficult. As a result, handling during vulcanization and assembly is facilitated.

  The mounting structure C shown in FIG. 5 is substantially the same as the mounting structure B shown in FIG. 4 except that the air chamber 8 and the passages 27 and 28 that communicate with the outside of the air chamber 8 are provided. The passage 28 is provided in the auxiliary member 25 disposed between both the carcass 2 and the gas blocking layer 7. The passage 27 is provided in the attachment portion 21Bc of the support 9. The passage 27 and the passage 28 communicate with each other at a portion where the auxiliary member 25 and the attachment portion 21Bc are in contact with each other. If a valve is provided in the passage 28, the gas in the air chamber 8 can be filled or the gas in the air chamber 8 can be released.

  In the mounting structure D shown in FIG. 6, grooves 16Ad and 16Bd are provided in mounting portions 21Ad and 21Bd of the support 9d at positions away from the mating surfaces PCA and PCB in the width direction. And each edge part of the carcass 2 and the gas interruption | blocking layer 7 is inserted in each groove | channel 16Ac and 16Bd, and these are fixed. With such a structure, the attachment structure D makes it difficult for the carcass 2 and the gas barrier layer 7 to be detached from the attachment portions 21Ab and 21Bb. As a result, handling during vulcanization and assembly is facilitated. The attachment structure E shown in FIG. 7 is substantially the same as the attachment structure D, except that a gap 17 is provided between the mating surfaces PCA and PCB. By providing, for example, the gasket 13 shown in FIG. 1 in the gap 17, airtightness between the mating surfaces PCA and PCB can be ensured. Moreover, the mounting structure E can also arrange | position the gasket 13 without increasing the dimension of the width direction by providing the clearance gap 17. FIG.

  FIG. 8 is an explanatory diagram when the green tire of the tire according to the present embodiment is vulcanized. When the tire 1 shown in FIG. 1 is manufactured, the carcass 2, the gas barrier layer 7, the green tread rubber layer 5G, and the like are molded on the first support 9A and the second support 9B, and the green tire (rubber is vulcanized). 1G is manufactured. When using the bladder 15 when vulcanizing the green tire 1G, the bladder 15 is disposed in the air chamber 8 from between the mating surfaces PCA and PCB of the attachment portions 21A and 21B. Then, after the green tire 1G is disposed in the mold, the bladder 15 is filled with the gas G and the bladder 15 is expanded toward the carcass 2. At this time, at least a hole for attaching the valve 10 is provided in the second support 9B, for example. By such a method, the rubber of the green tire 1G can be vulcanized. In addition, when vulcanizing the green tire 1G, the bladder 15 may not be used.

  As described above, in the pneumatic tire according to the present embodiment, the ends of the carcass and the gas shielding layer are sandwiched at one place by the support having a divided structure. With such a structure, gas leakage from the air chamber can be suppressed. Moreover, since the pneumatic tire according to the present embodiment does not have a bead portion, the pneumatic tire is lighter accordingly. Furthermore, the pneumatic tire according to the present embodiment may be replaced by removing it from the wheel of each unit including the tread rubber, the carcass, and the support body when the tread rubber is worn or when it is desired to replace it with a studless tire or the like. For this reason, it is easy to replace as compared with a pneumatic tire having a conventional bead portion. The support included in the unit can be reused after removing the carcass and the tread rubber, so that the environmental load can be reduced.

  Moreover, since the pneumatic tire according to the present embodiment can increase the volume of the air chamber, the amount of gas filled in the air chamber can be increased. As a result, the load capacity of the pneumatic tire can be ensured without increasing the pressure in the air chamber. Moreover, since it is not necessary to make the gas in the air chamber high in pressure, it is not necessary to excessively increase the casing rigidity of the pneumatic tire, so that the manufacturing cost of the casing can be reduced. Furthermore, since the pneumatic tire according to the present embodiment does not have a bead portion, the amount of rubber used can be reduced accordingly. As a result, the pneumatic tire according to the present embodiment can reduce rolling resistance as compared with a pneumatic tire having a conventional bead portion.

  As described above, the pneumatic tire according to the present invention is useful for a tire having no bead portion.

1 Pneumatic (tire)
1G green tire 2 carcass 2TA, 2TB end 5 tread rubber layer 5G green rubber layer 6 groove 7 gas barrier layer 7TA, 7TB end 8 air chamber 9 carcass support 9A first support 9B second support 9At, 9Bt end Part 10 Valve 11 Wheel 12 Tire / wheel assembly 13 Gasket 14 Bolt 15 Bladder 16A, 16Aa, 16Ab, 16Ac, 16Ad, 16B, 16Ba, 16Bb, 16Bc, 16Bd Groove 17 Gap 18A Seal member 20A, 20B Carcass support part 21A, 21Ab, 21Ac, 21Ad First mounting portion 21B, 21Bb, 21Bc Second mounting portion 21AIa, 21BIa Inner surface 23A Bending portion 27 Passage 28 Passage

Claims (4)

In pneumatic tires,
A carcass arranged inside the tread rubber in the radial direction;
A support that holds the ends of the carcass extending from both sides of the tread rubber in the width direction of the pneumatic tire in a combined state and supports a part of the carcass extending from the tread rubber; ,
A pneumatic tire characterized by including.   The pneumatic structure according to claim 1, wherein the carcass has a gas blocking layer on a space side closed at both ends, and the air person fault is sandwiched between the ends together with the ends. tire.   The pneumatic tire according to claim 1, wherein the support is divided in a width direction of the pneumatic tire.   The pneumatic tire according to claim 3, wherein the support is coupled by fastening means.

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