JP2016112938A - Tire reinforcement tire fabric and pneumatic tire using the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a tire reinforcement tire fabric and a pneumatic tire using the same.SOLUTION: In the tire reinforcement tire fabric 1 prepared by subjecting a tire fabric having a tire reinforcement warp 2 and a discontinuous weft 3 to dip processing, each weft 3 has a body part 4 continuously extending in the width direction of the fabric, and a tack-in part 5 continuing from the body part 4 and folded inside the fabric to terminate. Between the two wefts 3A and 3B, the body part 4 of one weft 3A and the tack-in part 5 of the other weft 3B are separated from each other.SELECTED DRAWING: Figure 1

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an interwoven fabric for reinforcing tires and a pneumatic tire using the same, and more particularly, to an interwoven fabric useful for producing a pneumatic tire having a good uniformity.

  For example, an interwoven fabric is used as a carcass material for reinforcing a pneumatic tire. The interwoven fabric is a fabric including a plurality of warp yarns made of tire cords and weft yarns woven relatively coarsely between the warp yarns in order to maintain the arrangement of the warp yarns. In the past, shuttle looms (mechanical types) have been known as looms for making a weave fabric, but in recent years, they are rapidly being replaced by highly productive air jet types (see Patent Documents 1 and 2 below).

  FIG. 4 shows a schematic plan view of a weave fabric 100 made by a shuttle type loom. This interwoven fabric 100 includes a plurality of warp yarns 102 arranged in parallel and a weft yarn 104 continuously woven into the warp yarn 102 while being folded back at both ends of the fabric 100. The interwoven fabric 100 is improved not only in the adhesiveness and dimensional stability of the warp yarn 102 with the rubber by dipping, but also in the crossing portion of the warp yarn 102 and the weft yarn 104.

  FIG. 5 shows a schematic plan view of a weave fabric 200 made by an air jet type loom. This interwoven fabric 200 includes warp yarns 202 arranged in parallel and discontinuous weft yarns 204 woven between the warp yarns. Each weft 204 has a main body portion 206 that continuously extends in the width direction of the fabric, and a small-length tack-in portion 208 that continues to the main body portion 206 and is folded back into the fabric to terminate. The tack-in portion 208 is in contact with the main body portion 206 of the adjacent weft 204 (however, in FIG. 5, the tuck-in portion 208 is slightly separated from the main body portion 206 of the adjacent weft 204 for easy understanding. Drawn.) Such a weave fabric 200 is also subjected to a dipping process, and the intersection of the warp 202 and the weft 204 is bonded.

JP 2014-80697 A JP 2003-306007 A

  In a typical example in which the weave fabric 200 is used for a carcass of a radial tire, the following steps are performed.

  First, the fabric 200 is dip-processed. In the dipping process, the interwoven fabric 200 is immersed in the dipping solution. Examples of the dip liquid include RFL (resorcin-formaldehyde condensate, rubber latex mixed liquid), but are not limited thereto. After dipping, the interwoven fabric 200 is dried after the excess dip solution is removed. After drying, the interwoven fabric 200 is heat-treated while applying a predetermined tension to the warp 202, for example. Thereby, the adhesiveness and dimensional stability of the warp 202 with rubber are improved.

  The dip-treated tinted fabric 200 is coated with unvulcanized rubber by a calender machine or the like (rubber coating step). The rubber-coated tinted fabric 200 is cut at a predetermined angle with respect to the warp yarn 202 (cutting step). In the case of radial tires, this angle is generally approximately 90 degrees. The cut fabric pieces are joined together at the non-cut sides to prepare a sheet-like carcass ply material having a predetermined length (joint process).

  The sheet-like carcass ply material is wound around a cylindrical drum and formed into, for example, a cylindrical carcass ply 300 as shown in FIG. 6 (forming step). The carcass ply 300 includes a warp yarn 202 extending substantially along the axial direction and a weft yarn 204 extending substantially along the circumferential direction.

  Next, as shown in FIG. 7, for example, the cylindrical carcass ply 300 is inflated and deformed by applying an internal pressure p, and is formed into a toroidal carcass ply 301 (shaping step). In FIG. 7, for easy understanding, the cylindrical carcass ply 300 and the toroidal carcass ply 301 are shown together with the central axes aligned.

  In the shaping step, the weft 204 and the unvulcanized rubber are stretched by the internal pressure p, so that the distance D between the warps 202 is increased, and the carcass ply 301 having an enlarged diameter is obtained. At this time, it is ideal that the interval D between the warp yarns 202 is equally wide in the circumferential direction as shown in FIG.

  On the other hand, when the interval D between the warp yarns 202 is not uniform in the circumferential direction, various problems occur. A major problem is so-called dent. For example, as shown in FIG. 8, when the carcass ply 400 finished as a tire has a high-density portion 402 where the space D between the warp yarns 202 is partially small, the high-density portion 402 per one warp 202. The tension acting on the yarn is small, and the elongation of the warp yarn 202 is also small. Therefore, as shown on the outside of FIG. 8, the high-density portion 402 of the warp yarn 202 of the carcass ply 400 is difficult to stretch when the internal pressure is filled, and the outer diameter thereof is reduced. This causes a partial dent of the tire, i.e., dent 404, which in turn worsens the uniformity, which is the roundness of the tire.

  In FIGS. 5 and 6 shown above, the tack-in portion 208 of the weft 204 is drawn away from the main body portion 206 of the adjacent weft 204 for easy understanding. However, in an actual woven fabric, the tack-in portion 208 of the weft 204 is in contact with the main body portion 206 of the adjacent weft 204. For example, FIG. 9 shows an enlarged cross-sectional view of the tuck-in portion orthogonal to the warp yarn 202 of the interwoven fabric of FIG. Further, FIG. 10A shows a cross-sectional view taken along the line II of the weave fabric of FIG. 5 corresponding to the cross-section of the line A-A ′ and B-B ′ of FIG. 9. Further, FIG. 10 (b) shows a partially enlarged view of FIG. 10 (a). Further, FIG. 10C shows a cross section taken along line C-C ′ of FIG. 9. As shown in these drawings, the main body portion 206 and the tack-in portion 208 of the weft 204 are substantially integrated with the adhesive 7 by dipping.

  In particular, as shown in FIGS. 10A and 10C, the contact portion 210 between the tack-in portion 208 and the main body portion 206 has a greater restraining force on the warp yarn 202 than the other circumferential portions. Therefore, the space D between the warp yarns 202 is prevented from widening in the shaping process. That is, the contact portion 210 of the weft 204 has a problem in that it tends to generate the high-density portion 402 that causes deterioration in tire uniformity.

  One object of the present invention is to provide a tire weave fabric for reinforcing a tire useful for obtaining a pneumatic tire excellent in uniformity. Another object of the present invention is to provide a pneumatic tire excellent in uniformity using the interwoven fabric provided above.

  The present invention is a tire reinforcing interwoven fabric in which a weave fabric having a warp for tire reinforcement and a discontinuous weft is dip-treated, wherein each weft continuously extends in the width direction of the fabric And a tuck-in part that is connected to the main body part and is folded back into the woven fabric and terminates, and between two adjacent wefts, the main part of one weft and the tuck-in part of the other weft are separated from each other It is characterized by that.

  In another aspect of the present invention, an interval A between the main body portion of the one weft and the tack-in portion of the other weft may be 1.0 mm or more.

  In another aspect of the present invention, a length B of the tack-in portion may be 15 to 70 mm.

  In another aspect of the invention, polyester, nylon, aramid, or cellulose fibers may be used for the warp.

  In another aspect of the present invention, the warp may have a thickness in the range of 840 dtex / 2 to 2200 dtex / 2.

  In another aspect of the present invention, polyester or a composite yarn in which polyester is coated with cotton yarn may be used as the weft.

  In another aspect of the present invention, the weft may have a thickness in a range of 100 dtex / 1 to 400 dtex / 1.

  In another aspect of the present invention, the weft may be a two-twist.

  In another aspect of the present invention, each weft is provided with the tack-in portion on both sides of the main body, and each tack-in portion is folded back to the same side with respect to the main body. desirable.

  In another aspect of the present invention, it is desirable that the tack-in portion is folded using an air jet.

  Another aspect of the present invention is a pneumatic tire, and any of the above-described tire weave fabrics can be provided as a carcass ply.

  The present invention relates to a tire reinforcing bamboo woven fabric having a tire reinforcing warp and a discontinuous weft, each weft being continuously connected to the main body and the main body extending in the width direction of the woven fabric. And a tuck-in portion that is folded back into the fabric and terminates. Between two adjacent wefts, the main body part of one weft and the tack-in part of the other weft are separated. In such a weave fabric, the tack-in part is separated from the main part of the weft, so that the restraining force on the warp is not excessively increased, and consequently the change of the warp interval is not hindered. Therefore, the interwoven fabric of the present invention can make the warp spacing more uniform in the circumferential direction in the shaping step when manufacturing the carcass of the radial tire. This is useful for manufacturing pneumatic tires with excellent uniformity.

It is a plane schematic diagram of the tin fabric of this embodiment. It is an expanded sectional view of the tuck-in part orthogonal to the warp of the weave fabric of FIG. (A) is a cross-sectional view taken along the line II in FIG. 1 and corresponds to the cross-sectional position along the line AA ′ or BB in FIG. 2, (b) is a partially enlarged view of FIG. (C) is the CC 'line expanded sectional view of FIG. It is a plane schematic diagram of the interwoven fabric made with the shuttle type loom. It is a plane schematic diagram of the interwoven fabric made with the air jet type loom. It is a perspective view which shows an example of a cylindrical carcass ply. It is sectional drawing explaining the shaping process of a cylindrical carcass ply. It is sectional drawing of the carcass ply explaining a dent. FIG. 6 is an enlarged cross-sectional view of a tuck-in part orthogonal to the warp yarn of FIG. 5A is a cross-sectional view taken along line II in FIG. 5 and corresponds to a cross-sectional position along line AA ′ or BB in FIG. 9, and FIG. 10B is a partially enlarged view of FIG. (C) is the CC 'line expanded sectional view of FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1: has shown the plane schematic diagram of the textile fabric 1 for tire reinforcement of this embodiment. The tinted fabric 1 of this embodiment is suitably used as a carcass ply material for a radial tire.

  The interwoven fabric 1 includes a warp 2 for tire reinforcement and a discontinuous weft 3 woven into the warp 2. In FIG. 1, a part of the warp 2 is omitted in the middle part of the fabric. The weave fabric 1 having the discontinuous wefts 3 is produced, for example, by weaving using an air jet type loom and then bonding the warp yarns 2 and the weft yarns 3 through the dipping process described above.

  The warp yarns 2 extend along the fabric longitudinal direction Y, and a plurality of warps 2 are arranged in parallel in the fabric width direction X. Each warp 2 functions as a carcass cord inside the pneumatic tire.

For the warp 2, for example, an organic fiber cord such as polyester, nylon, aramid, or cellulose is preferably used. Examples of cellulose fibers include, but are not limited to, rayon, cupra, tencel, viscose, bemberg nylon, modal, lyocell, and the like. In a preferred embodiment, the warp 2 has a thickness in the range of 840 dtex / 2 to 2200 dtex / 2, for example.

FIG. 2 shows an enlarged cross-sectional view orthogonal to the warp of the weave fabric 1 of FIG. Each weft 3 maintains the arrangement state of each warp 2 and is woven in the longitudinal direction of the warp 2 at a relatively coarse interval. For example, the weft 3 is desirably a thread thinner than the warp 2 so as not to affect the performance of the pneumatic tire as much as possible. As such a weft 3, for example, polyester or a composite material in which polyester is covered with cotton yarn is suitable, and the thickness is preferably in the range of, for example, 100 dtex / 1 to 400 dtex / 1. Moreover, in the preferable aspect, the weft 3 is made into two twists.

  As shown in FIG. 1, each weft 3 has a main body portion 4 and a tack-in portion 5.

  The main body 4 extends continuously from one end to the other end in the fabric width direction X. The main body portion 4 passes so as to float up and down alternately between the warps 2 (see FIG. 2). And the main-body part 4 adjacent in the fabric longitudinal direction Y is woven while raising and lowering with respect to the warp 2 in opposite directions.

  The tuck-in part 5 is connected to the main body part 4, is folded back in a substantially U shape at the end of the fabric, and terminates with a relatively small length B. Each weft 3 is provided with a tack-in portion 5 on each side of the main body portion 4. Although not particularly limited, in the present embodiment, each tack-in portion 5 on both sides of the main body portion 4 is folded back to the same side (upper side in the drawing in the present embodiment) with respect to the main body portion 4. Although not shown, the tack-in portions 5 on both sides of the main body portion 4 may be folded back to different sides with respect to the main body portion 4.

  FIG. 3A shows a cross-sectional view taken along the line I-I in FIG. 1 (this corresponds to the cross-sectional position along the line A-A 'or BB in FIG. 2). As shown in FIG. 1 and FIG. 3A, the tack-in portion 5 also passes between the warp yarns 2 while rising and lowering alternately. The ups and downs of the tuck-in part 5 is opposite to the ups and downs of the main body part 4 continuous with the tuck-in part 5. On the other hand, the ups and downs of the tuck-in part 5 are set in the same direction as the ups and downs of the main body part 4 of the other weft 3 adjacent to the tuck-in part 5.

  As shown in FIG. 1, in the weave fabric 1, the main body portion 4 of one weft 3A and the tack-in portion 5 of the other weft 3B are separated between two adjacent wefts 3A and 3B. Such a weave fabric 1 does not have a contact portion between the main body portion 4 of one weft yarn 3A and the tack-in portion 5 of the other weft yarn 3B between two adjacent weft yarns 3A and 3B. Thus, a large restraining force can be prevented from acting locally.

  3B is a partially enlarged view of FIG. 3A, and FIG. 3C is an enlarged sectional view taken along line C-C ′ of FIG. As shown in FIG. 3B, the intersection 6 between the warp 2 and the weft 3 of the weave fabric is bonded by an adhesive 7 (solidified product of dip liquid). In the weave fabric of this embodiment, the main body portion 4 and the tack-in portion 5 of the weft 3 are separated from each other, and include a weft 3 210 as shown in FIGS. 10 (b) and 10 (c). Not. Therefore, the weave fabric 1 of the present embodiment does not overlap the wefts 3 and can reduce the amount of dip adhesion compared to the conventional weave fabric shown in FIG. Such a small amount of dip adhesion is also useful for preventing a large restraining force from acting locally on the warp 2.

  As described above, such a weave fabric 1 is provided as a carcass ply material through a rubber coating process, a cutting process, a joint process, and the like. When this carcass ply material is used to perform the carcass ply shaping process of the radial tire, the distance between the warps 2 and 2 is more evenly spread in the circumferential direction than the conventional one. This helps to improve the uniformity of the pneumatic tire.

  The distance A along the fabric longitudinal direction Y between the main body portion 4 of one weft 3A and the tack-in portion 5 of the other weft 3B is not particularly limited, but is, for example, 1.0 mm or more, preferably 1 .5 mm or more, more preferably 2.0 mm or more. Thereby, the strong restraint with respect to the warp 2 can be more reliably canceled by the weft 3.

  In a preferred embodiment, the length B in the fabric width direction X of the tack-in portion 5 is in the range of 15 to 70 mm. This reliably prevents the warp yarn 2 from being disturbed at the end portion of the interwoven fabric 1.

The tack-in portion 5 of the weave fabric 1 of this embodiment is folded back by a mechanical or air jet loom, but it is preferably folded by an air jet for efficient production. In particular, in an air jet loom, the spacing of the wefts 3 can be changed by adjusting the air pressure, so that a weave fabric excellent in physical properties can be stably provided.

  Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and can be implemented with various modifications.

As an example, an interwoven fabric using a polyester cord of 1670 dtex / 2 as a warp was made as an experiment. As shown in FIG. 1, this weave fabric has a body portion of one weft and a tack-in portion of the other weft separated from each other between two adjacent wefts. The warp pitch is about 1.0 mm, and the other dimensions shown in FIG. 1 are as follows.
Interval A: 5.0 to 7.0 mm
Length B: About 28mm
Interval C: About 12.5mm
As a comparative example, an interwoven fabric using the same warp and the pitch as described above was manufactured. As shown in FIG. 4, this interwoven fabric is one in which the main body portion of one weft and the tack-in portion of the other weft are in contact between two adjacent wefts.
Interval A: 0 mm (the main part of the weft and the tuck-in part are in contact)
Length B: About 28mm
Interval C: About 12.5mm

  Next, the interwoven fabrics of Examples and Comparative Examples were dip treated under the same conditions to make a dip, and then covered with rubber to produce a rubberized interwoven fabric for carcass ply. Then, two types of pneumatic tires of size 195 / 65R15 were manufactured using the rubber-drafted weave fabrics of the examples and comparative examples as carcass ply materials. For each manufactured pneumatic tire, the difference in the end of the carcass cord (warp) of the uniformity and carcass ply was measured. Moreover, the amount of dip adhesion opposite to the dip was measured. The measuring method etc. are as follows.

<Tire uniformity>
Based on the uniformity measurement method of JASO C607, radial force variation (RFV), which is a fluctuation component of the force in the tire radial direction when rotating each pneumatic tire, was measured using a uniformity machine. The results are shown as the average value and standard deviation (n = 1000). The smaller the value, the smaller the variation and the better.

<Difference in carcass cord end>
Each pneumatic tire is disassembled, and the contact portion of the carcass ply (the portion indicated by reference numeral 210 in FIG. 6) and the portion adjacent to the contact portion 210 (corresponding to the portion indicated by reference numeral 220 in FIG. 6) , The number of carcass cords per 5 cm in the tire circumferential direction was measured, and the difference between them was shown. The smaller this difference, the more uniform the carcass cord spacing in the tire circumferential direction.

<Dip adhesion amount>
The amount of dip adhesion indicates the amount of dip liquid cured product (adhesive) that has adhered to the dry fabric after finishing the dip treatment, and the “dip pickup” of “Test method for chemical fiber tire cord” of JIS L1017. Measured according to the item dissolution method. Further, the amount of dip adhesion was measured on each of the crown of the carcass ply (the portion where only the main body portion of the weft exists) and the shoulder (the portion where the main body portion of the weft and the tack-in portion exist).

  The test results are shown in Table 1.

  The results of the experiment are as follows. First, regarding the amount of dip adhesion, in the comparative example, there was a difference of about 0.4 points between the crown and the shoulder, but in the interwoven fabric of the example, the difference was suppressed to 0.1 point. In the comparative example, the tuck-in part of the weft and the main body part are in contact with each other at the shoulder, and there are many gaps where the dip liquid easily collects there. On the other hand, in the example, it seems that the gap where the dip liquid is likely to accumulate is reduced by separating the weft main body portion and the tack-in portion.

  Regarding the end, the pneumatic tire using the weave fabric of the example was made more uniform than the pneumatic tire using the weave fabric of the comparative example.

Furthermore, regarding the uniformity, the pneumatic tire of the example was reduced by about 2.5 N in terms of the average value of RFV compared to the pneumatic tire of the comparative example. This reduction amount is a superior value that completely deviates from the measurement error range. Furthermore, in the examples, it was confirmed that the standard deviation of RFV was also small, and the variation at the time of manufacture was suppressed small.

DESCRIPTION OF SYMBOLS 1 Weave fabric 2 Warp 3 Weft 3A One weft 3B The other weft 4 Weft main part 5 Weft tack-in part

Claims (11)

A tire weave fabric for dampening a tire weave fabric having a warp for tire reinforcement and a discontinuous weft,
Each of the wefts has a main body portion that continuously extends in the width direction of the fabric, and a tuck-in portion that is continuous with the main body portion and is folded and terminated inside the fabric,
A tire weave fabric for reinforcing a tire, characterized in that, between two adjacent wefts, the main body part of one weft and the tack-in part of the other weft are separated from each other.   2. The tire weave fabric for tire reinforcement according to claim 1, wherein an interval A between the main body portion of the one weft and the tack-in portion of the other weft is 1.0 mm or more.   The tire weave fabric for tire reinforcement according to claim 1 or 2, wherein a length B of the tack-in portion is 15 to 70 mm.   The tire weave fabric for tire reinforcement according to any one of claims 1 to 3, wherein the warp is a fiber of polyester, nylon, aramid or cellulose.   The tire weave fabric for tire reinforcement according to any one of claims 1 to 4, wherein the warp has a thickness of 840 dtex / 2 to 2200 dtex / 2.   The tire weave fabric for tire reinforcement according to any one of claims 1 to 5, wherein the weft is made of polyester or a composite yarn in which polyester is covered with cotton yarn.   The weave fabric for tire reinforcement according to any one of claims 1 to 6, wherein a thickness of the weft is 100 dtex / 1 to 400 dtex / 1.   The tire weave fabric for tire reinforcement according to any one of claims 1 to 7, wherein the weft is a twist of two. Each weft is provided with the tuck-in part on both sides of the main body part,
Each said tuck-in part is the textile fabric for tire reinforcement in any one of the Claims 1 thru | or 8 currently turned by the same side with respect to the said main-body part.   The tire weave fabric for tire reinforcement according to claim 9, wherein the tack-in portion is folded using an air jet. A pneumatic tire characterized in that the tire reinforcing braided fabric according to any one of claims 1 to 10 is provided as a carcass ply.

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