JP2017105037A - Pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a pneumatic tire 2 in which sufficient adhesion of parts 40 to an inner surface 44 is achieved without impairing performance.SOLUTION: A main body 42 of the pneumatic tire 2 comprises a grinding surface 46 on the inner surface thereof. Parts 40 of the tire 2 are adhered to the main body 42 in the grinding surface 46. The main body 42 is formed of an inner surface 50 excluding a portion, of an intermediate tire 48. The grinding surface 46 is the excluded portion of the inner surface 50 of the intermediate tire 48. In the tire 2, the intermediate tire 48 comprises a recessed part 52 on the inner surface 50 thereof. The recessed part 52 is positioned at the excluded portion of the inner surface 50, of the inner surface 50 of the intermediate tire 48. The recessed part 52 comprises a first recess 54 and a second recess 56. A depth of the first recess 54 is equivalent to a thickness of the excluded portion of the inner surface 50 of the intermediate tire 48 or more. A depth of the second recess 56 is equivalent to a thickness of the excluded portion of the inner surface 50 of the intermediate tire 48 or less.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a pneumatic tire.

  The tire is obtained by pressurizing and heating a raw cover (uncrosslinked tire). This heating and pressurization is performed by putting a raw cover into a cavity formed between the mold and the bladder or core. The outer surface of the raw cover is in contact with the mold. The inner surface of the raw cover contacts the bladder or the core.

  When pressurization and heating are completed, the mold is opened and the tire is taken out. From the viewpoint of easy removal, a mold release agent is applied to the mold, bladder, and the like. For this reason, a mold release agent will adhere to the outer surface and inner surface of the tire taken out from the mold.

  From the viewpoint of reducing road noise, a noise control body may be attached to the inner surface of the tire. A sealant layer may be attached to the inner surface of the tire so that a hole that is unexpectedly opened in the tire by a nail or the like falling on the road surface can be repaired.

  As described above, the release agent is attached to the inner surface of the tire. The mold release agent affects the adhesiveness of parts such as sound absorbers and sealant layers. In order to sufficiently attach the part to the tire, the attached release agent is removed by polishing the inner surface of the tire.

  If the polishing is insufficient, the mold release agent may remain and the part may not be sufficiently attached to the tire. If the polishing is performed too much, the inner liner disappears, the air filled in the tire leaks, and the tire may not be able to maintain the internal pressure. In some cases, this polishing may impair the durability of the tire. For this reason, various studies have been made regarding the control of the degree of polishing. An example of this study is disclosed in JP 2010-260186.

  The above publication discloses a method for attaching a member to the inner surface of a tire. In the attaching method described in this publication, buffing is performed on the inner surface of the tire. In this affixing method, a groove having the same depth as the buffing depth, which is desired at the time of buffing, is provided in a region where the member on the inner surface of the tire is affixed.

JP 2010-260186 A

  In the method described in the above publication, buffing is performed until the concave groove disappears. While the groove remains, the degree of polishing by buffing can be grasped from the depth of the groove by visual observation. However, if the concave groove disappears, the degree of polishing cannot be grasped. For this reason, if the timing of grasping the disappearance is delayed, there is a risk of excessive polishing. Excessive polishing affects tire performance.

  Thus, there is room for improvement with respect to the technique for appropriately controlling the degree of polishing. In the technical field of tires in which parts are attached to the inner surface, there is a strong demand for the construction of a technology that can accurately and easily grasp the degree of polishing in order to sufficiently attach the parts to the inner surface without impairing the performance of the tire.

  An object of the present invention is to provide a pneumatic tire in which sufficient attachment of parts to the inner surface is achieved without impairing performance.

  The pneumatic tire according to the present invention includes a main body and parts. The main body has a grinding surface on its inner surface. The parts are attached to the main body on the grinding surface. The main body is formed by removing a part of the inner surface of the intermediate tire. The ground surface is a portion where the inner surface of the intermediate tire is removed.

  In this tire, the intermediate tire has a recess on its inner surface. The said recessed part is located in the part from which this inner surface is removed among the inner surfaces of the said intermediate tire. The recess includes a first recess and a second recess. The depth of the first recess is equal to or greater than the thickness of the portion where the inner surface of the intermediate tire is removed. The depth of the second recess is equal to or less than the thickness of the portion where the inner surface of the intermediate tire is removed.

  Preferably, in this pneumatic tire, the thickness of the portion excluding the inner surface of the intermediate tire has a range represented by a minimum thickness and a maximum thickness. The depth of the second recess is set at the minimum thickness. The depth of the first recess is set at the maximum thickness.

  Preferably, in the pneumatic tire, the depth of the second dent is 0.1 mm or more. The depth of the first dent is 0.5 mm or less.

  Preferably, in the pneumatic tire, the first dent and the second dent are arranged with a space therebetween. The said space | interval is 2 mm or more and 10 mm or less.

  Preferably, in the pneumatic tire, the first dent and the second dent are arranged without being separated from each other.

  Preferably, in the pneumatic tire, the intermediate tire includes a plurality of the recesses. More preferably, these recesses are arranged at intervals in the circumferential direction. More preferably, the number of the arrangement | positioning locations in the circumferential direction of the said recessed part is 3-18.

  Preferably, in the pneumatic tire, the intermediate tire includes a tread and a belt. The belt is located on the radially inner side of the tread. The portion where the inner surface of the intermediate tire is removed overlaps with the belt in the radial direction.

  Preferably, in the pneumatic tire, the part is a sealant layer or a sound control body.

A method for manufacturing a pneumatic tire according to the present invention includes:
(1) A step of preparing an intermediate tire (2) A step of removing a part of the inner surface by polishing the inner surface of the intermediate tire to obtain a main body, and (3) a step of attaching parts to the main body. .

  In this manufacturing method, the intermediate tire has a recess on its inner surface. The recess includes a first recess and a second recess. The depth of the first recess is equal to or greater than the thickness of the portion where the inner surface of the intermediate tire is removed. The depth of the second recess is equal to or less than the thickness of the portion where the inner surface of the intermediate tire is removed. The main body has a grinding surface on its inner surface. In the ground surface, the parts are attached to the main body.

  Further, in this manufacturing method, the ground surface is a portion where the inner surface of the intermediate tire is removed. The said recessed part is located in the part from which this inner surface is removed among the inner surfaces of the said intermediate tire.

  The intermediate tire according to the present invention includes a main body and parts, the main body includes a grinding surface on an inner surface thereof, and the pneumatic tire in which the parts are attached to the main body on the grinding surface, Prepared for the body. A part of the inner surface of the intermediate tire is removed, and the ground surface is configured.

  This intermediate tire has a recess on its inner surface. The recess includes a first recess and a second recess. The depth of the first recess is equal to or greater than the thickness of the portion where the inner surface of the intermediate tire is removed. The depth of the second recess is equal to or less than the thickness of the portion where the inner surface of the intermediate tire is removed. The said recessed part is located in the part from which this inner surface is removed among the inner surfaces of the said intermediate tire.

  The pneumatic tire according to the present invention is configured by attaching parts to a main body excluding a part of an inner surface of an intermediate tire. In this tire, a recess is provided on the inner surface of the intermediate tire. The recess is located in a portion of the inner surface of the intermediate tire where the inner surface is removed. The recess has a first recess and a second recess, and the depth of the first recess is equal to or greater than the thickness of the portion where the inner surface of the intermediate tire is removed, and the depth of the second recess is that of the intermediate tire. It is equal to or less than the thickness of the portion where the inner surface is removed. Therefore, when the inner surface of the intermediate tire is removed by polishing, it is possible to appropriately control the degree of polishing by confirming that the second dent disappears and the first dent remains. In this tire, the degree of polishing of the inner surface of the intermediate tire can be accurately and easily grasped. In this tire, a ground surface from which the release agent has been sufficiently removed can be obtained without impairing performance. The parts are sufficiently affixed to the ground surface. According to the present invention, it is possible to obtain a pneumatic tire in which sufficient attachment of parts to the inner surface is achieved without impairing performance.

FIG. 1 is a cross-sectional view showing a part of a pneumatic tire according to an embodiment of the present invention. FIG. 2 is a sectional view showing a part of an intermediate tire for the tire of FIG. FIG. 3 is a schematic view showing a recess provided on the inner surface of the intermediate tire. FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. FIG. 5 is a schematic diagram showing a state of polishing the inner surface of the intermediate tire. FIG. 6 is a schematic view showing a modification of the concave portion of FIG. 7 is a cross-sectional view taken along line VII-VII in FIG. FIG. 8 is a schematic view showing another modification of the concave portion of FIG. 9 is a cross-sectional view taken along line IX-IX in FIG. FIG. 10 is a schematic view showing still another modification of the concave portion of FIG. 11 is a cross-sectional view taken along line XI-XI in FIG.

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

  FIG. 1 shows a pneumatic tire 2. In FIG. 1, the vertical direction is the radial direction of the tire 2, the horizontal direction is the axial direction of the tire 2, and the direction perpendicular to the paper surface is the circumferential direction of the tire 2. In FIG. 1, an alternate long and short dash line CLP represents the equator plane of the tire 2. The shape of the tire 2 is symmetrical with respect to the equator plane except for the tread pattern.

  The tire 2 includes a tread 4, a pair of sidewalls 6, a pair of wings 8, a pair of clinch 10, a pair of beads 12, a carcass 14, a belt 16, a band 18, a pair of edge bands 20, an inner liner 22 and a pair of tires. A chafer 24 is provided. The tire 2 is a tubeless type. The tire 2 is mounted on a passenger car.

  The tread 4 has a shape protruding outward in the radial direction. The tread 4 forms a tread surface 26 that contacts the road surface. A groove 28 is carved in the tread 4. The groove 28 forms a tread pattern. The tread 4 is made of a crosslinked rubber. The tread 4 is made of a crosslinked rubber in consideration of wear resistance, heat resistance and grip properties.

  Each sidewall 6 extends substantially inward in the radial direction from the end of the tread 4. A radially outer portion of the sidewall 6 is joined to the tread 4. The radially inner portion of the sidewall 6 is joined to the clinch 10. This sidewall 6 is made of a crosslinked rubber having excellent cut resistance and weather resistance. This sidewall 6 prevents the carcass 14 from being damaged.

  Each wing 8 is located between the tread 4 and the sidewall 6. The wing 8 is joined to each of the tread 4 and the sidewall 6. The wing 8 is made of a crosslinked rubber having excellent adhesiveness.

  Each clinch 10 is located substantially inside the sidewall 6 in the radial direction. The clinch 10 is located outside the beads 12 and the carcass 14 in the axial direction. The clinch 10 is made of a crosslinked rubber having excellent wear resistance. The clinch 10 contacts the flange of a rim (not shown).

  Each bead 12 is located inside the clinch 10 in the axial direction. The bead 12 includes a core 30 and an apex 32 that extends radially outward from the core 30. The core 30 has a ring shape and includes a wound non-stretchable wire. A typical material for the wire is steel. The apex 32 is tapered outward in the radial direction. The apex 32 is made of a highly hard crosslinked rubber.

  The carcass 14 includes a carcass ply 34. In the tire 2, the carcass 14 includes a single carcass ply 34. The carcass 14 may be composed of two or more carcass plies 34. The carcass ply 34 is bridged between the beads 12 on both sides. The carcass ply 34 extends along the tread 4, the sidewall 6, and the clinch 10. In the tire 2, the carcass ply 34 is folded back from the inner side in the axial direction to the outer side around each core 30.

  Although not shown, the carcass ply 34 includes a plurality of cords arranged in parallel and a topping rubber. The absolute value of the angle formed by each cord with respect to the equator plane is 75 ° to 90 °. In other words, the carcass 14 has a radial structure. The cord is made of organic fiber. Examples of preferable organic fibers include polyester fibers, nylon fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers.

  The belt 16 is located inside the tread 4 in the radial direction. The belt 16 is laminated with the carcass 14. The belt 16 reinforces the carcass 14. The belt 16 includes an inner layer 36 and an outer layer 38. As apparent from FIG. 1, the width of the inner layer 36 is slightly larger than the width of the outer layer 38 in the axial direction. Although not shown, each of the inner layer 36 and the outer layer 38 is composed of a large number of cords arranged in parallel and a topping rubber. Each cord is inclined with respect to the equator plane. The general absolute value of the tilt angle is 10 ° or more and 35 ° or less. The inclination direction of the cord of the inner layer 36 with respect to the equator plane is opposite to the inclination direction of the cord of the outer layer 38 with respect to the equator plane. A preferred material for the cord is steel. An organic fiber may be used for the cord. The axial width of the belt 16 is preferably 0.7 times or more the maximum width of the tire 2. The belt 16 may include three or more layers.

  The band 18 is located on the radially outer side of the belt 16. In the axial direction, the width of the band 18 is larger than the width of the belt 16. Although not shown, the band 18 is composed of a cord and a topping rubber. The cord is wound in a spiral. The band 18 has a so-called jointless structure. The cord extends substantially in the circumferential direction. The angle of the cord with respect to the circumferential direction is 5 ° or less, and further 2 ° or less. Since the belt 16 is restrained by this cord, lifting of the belt 16 is suppressed. The cord is made of organic fiber. Examples of preferable organic fibers include nylon fibers, polyester fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers.

  Each edge band 20 is located radially outside the belt 16 and in the vicinity of the end of the belt 16. Although not shown, the edge band 20 is made of a cord and a topping rubber. The cord is wound in a spiral. The band 18 has a so-called jointless structure. The cord extends substantially in the circumferential direction. The angle of the cord with respect to the circumferential direction is 5 ° or less, and further 2 ° or less. Since the end of the belt 16 is restrained by this cord, the lifting of the belt 16 is suppressed. The cord is made of organic fiber. Examples of preferable organic fibers include nylon fibers, polyester fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers.

  The inner liner 22 is located inside the carcass 14. The inner liner 22 is joined to the inner surface of the carcass 14. The inner liner 22 is made of a crosslinked rubber having excellent air shielding properties. A typical base rubber of the inner liner 22 is butyl rubber or halogenated butyl rubber. The inner liner 22 holds the internal pressure of the tire 2.

  Each chafer 24 is located in the vicinity of the bead 12. When the tire 2 is incorporated in the rim, the chafer 24 comes into contact with the rim. By this contact, the vicinity of the bead 12 is protected. In this embodiment, the chafer 24 is made of cloth and rubber impregnated in the cloth. The chafer 24 may be integrated with the clinch 10. In this case, the material of the chafer 24 is the same as that of the clinch 10.

  The tire 2 further includes a part 40. As this part 40, a sound control body and a sealant layer are illustrated. The noise control body contributes to reduction of road noise of the tire 2. An example of the sound damper is a sponge made of polyurethane and having a large number of open cells. The sealant layer is deformed so as to fill a hole when the tire 2 is stepped on a nail or the like during running to form a hole in the tire 2. This prevents air from leaking out of the hole. Examples of the sealant layer include liquid rubber having a specific viscosity. In addition, the part 40 of the tire 2 shown by FIG. 1 is a noise suppression body.

  In the present invention, parts other than the part 40 are referred to as a main body 42. That is, the tire 2 includes a main body 42 and a part 40. The main body 42 includes the tread 4, the pair of sidewalls 6, the pair of wings 8, the pair of clinches 10, the pair of beads 12, the carcass 14, the belt 16, the band 18, the pair of edge bands 20, as described above. An inner liner 22 and a pair of chafers 24 are provided. In the main body 42, the inner liner 22 forms an inner surface 44 of the main body 42.

  In the tire 2, the part 40 is attached to the inner surface 44 of the main body 42. In particular, in the tire 2, the part 40 is attached to the inner surface 44 of the main body 42 inside the belt 16. In other words, the part 40 is located inside the belt 16.

  In the tire 2, the position of the part 40 is appropriately determined in consideration of the function of the part 40. If the function of the part 40 is effectively exhibited, the part 40 may be affixed to the inner surface 44 of the main body 42 inside the sidewall 6. The part 40 may be affixed to the inner surface 44 of the main body 42 at the boundary portion between the tread 4 and the sidewall 6, that is, the buttress portion. In the case where the part 40 is the above-described sound control body, from the viewpoint that road noise is effectively reduced, as shown in FIG. 44 is preferably attached. Even when the part 40 is the above-described sealant layer, from the viewpoint of the function of the sealant layer, the part 40 is attached to the inner surface 44 of the main body 42 inside the belt 16 as shown in FIG. It is preferable that it is attached.

  In the tire 2, the main body 42 has a grinding surface 46 on its inner surface 44. The part 40 is affixed to the main body 42 at the grinding surface 46. In the tire 2 shown in FIG. 1, the part 40 is located inside the belt 16 in the radial direction. Therefore, the grinding surface 46 of the main body 42 is also located inside the belt 16 in the radial direction. In FIG. 1, symbol PA is an axially outer end of the grinding surface 46.

  In the tire 2, an intermediate tire is prepared in order to provide the grinding surface 46 on the inner surface 44 of the main body 42. In the present invention, the main body 42 is obtained by polishing and removing a part of the inner surface of the intermediate tire. Of the inner surface 44 of the main body 42, a portion subjected to polishing is a grinding surface 46. The inner surface 44 of the main body 42 is substantially the same as the inner surface of the intermediate tire except for the grinding surface 46. The main body 42 is formed by removing a part of the inner surface of the intermediate tire. In other words, the main body 42 is composed of an intermediate tire from which a part of the inner surface is removed. The grinding surface 46 is a portion of the inner surface 44 of the main body 42 where the inner surface of the intermediate tire is removed.

  FIG. 2 shows a part of the intermediate tire 48 prepared for obtaining the tire 2 of FIG. In FIG. 2, the vertical direction is the radial direction of the intermediate tire 48, the horizontal direction is the axial direction of the intermediate tire 48, and the direction perpendicular to the paper surface is the circumferential direction of the intermediate tire 48. In FIG. 2, the alternate long and short dash line CLM represents the equator plane of the intermediate tire 48. The equator plane of the intermediate tire 48 coincides with the equator plane of the tire 2 described above.

  As described above, in the tire 2, the main body 42 includes the intermediate tire 48 from which a part of the inner surface 50 is removed. Therefore, the intermediate tire 48 has the same configuration as that of the main body 42 except that the inner surface 50 is different from the inner surface 44 of the main body 42. That is, the intermediate tire 48 includes a tread 4, a pair of sidewalls 6, a pair of wings 8, a pair of clinch 10, a pair of beads 12, a carcass 14, a belt 16, a band 18, a pair of edge bands 20, and an inner liner 22. And a pair of chafers 24.

  As shown in FIG. 2, in the tire 2, a recess 52 is provided on the inner surface 50 of the intermediate tire 48. In other words, the intermediate tire 48 has a recess 52 on its inner surface 50. The recess 52 is a so-called depression.

  The inner surface 50 of the intermediate tire 48 is constituted by the inner liner 22. The aforementioned recess 52 is formed in the inner liner 22. The carcass 14 is located outside the inner liner 22. As shown in FIG. 2, the recess 52 does not reach the carcass 14.

  FIG. 3 shows a state in which the recess 52 provided on the inner surface 50 of the intermediate tire 48 is seen from the inner side of the intermediate tire 48. In FIG. 3, the front side of the paper surface is the inner surface 50 side of the intermediate tire 48. FIG. 4 shows a cross section taken along line IV-IV in FIG. In FIG. 4, the vertical direction is the radial direction of the intermediate tire 48, the horizontal direction is the axial direction of the intermediate tire 48, and the direction perpendicular to the paper surface is the circumferential direction of the intermediate tire 48. In FIG. 4, the upper side of the paper surface is the inner surface side of the tire 2.

  In the tire 2, the recess 52 includes a first recess 54 and a second recess 56. As is apparent from FIG. 4, the first recess 54 is deeper than the second recess 56. In the tire 2, the recess 52 is configured such that the first recess 54 is deep and the second recess 56 is shallow. In FIG. 4, a double arrow D <b> 1 represents the depth of the first recess 54. A double-headed arrow D2 represents the depth of the second recess 56.

  In the tire 2, the first recess 54 is located inside the second recess 56. In the tire 2, the first recess 54 is positioned at the center of the recess 52, and the second recess 56 is positioned outside the first recess 54. The second dent 56 and the first dent 54 are arranged without being separated from each other. In the tire 2, the first recess 54 and the second recess 56 are integrated to form the recess 52. In the tire 2, the second recess 56 may be disposed at the center of the recess 52, and the first recess 54 may be disposed outside the second recess 56 to configure the recess 52.

  Below, the manufacturing method of the tire 2 shown by FIG. 1 is demonstrated. In manufacturing the tire 2, first, the intermediate tire 48 shown in FIG. 2 is prepared. This manufacturing method includes a step of preparing the intermediate tire 48.

  In the preparation process of the intermediate tire 48, a plurality of rubber members such as the tread 4 and the sidewall 6 are assembled to obtain a raw cover (unvulcanized tire 2). This raw cover is put into a mold (not shown). After charging, the mold is closed. The outer surface of the raw cover is in contact with the cavity surface of the mold. The inner surface of the raw cover contacts a bladder or a core (not shown). The raw cover is pressurized and heated in the mold. The rubber composition of the raw cover flows by pressurization and heating. The rubber causes a crosslinking reaction by heating, and the intermediate tire 48 shown in FIG. 2 is obtained. When pressurization and heating are completed, the mold is opened and the intermediate tire 48 is taken out.

  As described above, the inner surface 50 of the intermediate tire 48 is provided with the recess 52. Therefore, a convex portion (not shown) corresponding to the concave portion 52 is provided on a portion of the bladder or core that is used in this manufacturing method and that comes into contact with the raw cover. When the inner surface of the raw cover comes into contact with the bladder or the core, the convex portion is recessed into the raw cover. Thereby, a recess 52 is formed on the inner surface 50 of the intermediate tire 48.

  As described above, the outer surface of the raw cover is in contact with the cavity surface of the mold. Thereby, the outer surface 58 of the intermediate tire 48 is shaped. The outer surface 58 of the intermediate tire 48 is a surface formed by contact with the cavity surface. The inner surface of the raw cover contacts the bladder or the core. Thereby, the inner surface 50 of the intermediate tire 48 is shaped. The inner surface 50 of the intermediate tire 48 is a surface formed by contact with a bladder or a core.

  In this manufacturing method, a release agent is applied to the cavity surface of the mold and the bladder or core from the viewpoint of easy removal of the intermediate tire 48 as in the conventional manufacturing method. Since the outer surface of the raw cover is in contact with the cavity surface of the mold, the release agent adheres to the outer surface 58 of the intermediate tire 48. Since the inner surface of the raw cover comes into contact with the bladder or the core, the release agent also adheres to the inner surface 50 of the intermediate tire 48.

  In this manufacturing method, when the intermediate tire 48 is obtained, the main body 42 is prepared from the intermediate tire 48. Specifically, by polishing the inner surface 50 of the intermediate tire 48, the main body 42 of the tire 2 is obtained except for a part of the inner surface 50 of the intermediate tire 48. In other words, this manufacturing method further includes a step of obtaining the main body 42 of the tire 2 by polishing a part of the inner surface 50 by polishing the inner surface 50 of the intermediate tire 48.

  In this manufacturing method, the inner surface 50 of the intermediate tire 48 is polished using a commercially available industrial nylon brush. In this manufacturing method, the inner surface 50 may be polished by about 500 μm over a time of about 10 minutes, and there is no particular limitation on the polishing method. The inner surface 50 may be polished using a buff coated with an abrasive.

  In FIG. 2, the symbol PB represents a specific position of the inner surface 50 of the intermediate tire 48. The position PB is an axially outer end of a portion of the inner surface 50 of the intermediate tire 48 that is removed by polishing. That is, in this manufacturing method, a portion from one position PB to the other position PB (not shown) of the inner surface 50 of the intermediate tire 48 is removed by polishing. As described above, the grinding surface 46 of the main body 42 is a portion where the inner surface 50 of the intermediate tire 48 is removed. This position PB corresponds to the outer end PA of the grinding surface 46. The axial distance from the equator plane CLM to the outer end PB in FIG. 2 coincides with the axial distance from the equator plane CLP to the outer end PA in FIG.

  As shown in FIG. 2, in the intermediate tire 48, the recess 52 is located on the inner side in the axial direction than the position PB. In other words, in the intermediate tire 48, the recess 52 is located in a portion of the inner surface 50 where the inner surface 50 is removed by polishing. For this reason, the recess 52 disappears by polishing the inner surface 50.

  FIG. 5 schematically shows a state where the inner surface 50 of the intermediate tire 48 is polished. The state of the inner surface 44 of the main body 42 obtained from the intermediate tire 48 in detail, and the state of the grinding surface 46 of the main body 42 in more detail, is shown in FIG. In FIG. 5, the dotted line represents the state of the inner surface 50 of the intermediate tire 48 before polishing.

  In FIG. 5, a double arrow TR represents the thickness of the intermediate tire 48 removed by polishing. In the present invention, the thickness TR is the thickness of the portion of the intermediate tire 48 where the inner surface 50 is removed. In other words, the thickness TR is the thickness of the intermediate tire 48 that is removed by polishing.

  In this manufacturing method, the depth D1 of the first recess 54 is equal to or greater than the thickness TR of the portion from which the inner surface 50 of the intermediate tire 48 is removed, and the depth D2 of the second recess 56 is equal to or less than the thickness TR. It is. Preferably, the depth D1 of the first recess 54 is larger than the thickness TR of the portion where the inner surface 50 of the intermediate tire 48 is removed, and the depth D2 of the second recess 56 is smaller than this thickness TR. For this reason, in this manufacturing method, as shown in FIG. 5, the second dent 56 shallower than the first dent 54 disappears by polishing. The first dent 54 deeper than the second dent 56 remains without being lost.

  In the present invention, it is determined that the second recess 56 has disappeared when the bottom 60 of the second recess 56 disappears. Even if the wall 62 of the first recess 54 disappears, if the bottom 64 of the first recess 54 remains, it is determined that the first recess 54 remains. Then, when the bottom 64 of the first recess 54 disappears, it is determined that the first recess 54, in other words, the recess 52 has disappeared. This determination is made by visually observing the grinding surface 46. When visual judgment cannot be performed, the ground surface 46 is observed using a magnifying glass, and this judgment is performed.

  In this manufacturing method, the polishing is completed when the thickness of the portion cut by polishing reaches the thickness TR, that is, when only the second recess 56 disappears. Thereby, the main body 42 provided with the grinding surface 46 on the inner surface 44 is obtained. Therefore, the ground surface 46 includes a part of the first recess 54.

  In this manufacturing method, when the main body 42 is obtained, the part 40 is attached to the grinding surface 46 of the main body 42. That is, this manufacturing method further includes a step of attaching the part 40 to the main body 42. And in this manufacturing method, the tire 2 shown by FIG. 1 is obtained by sticking the parts 40 to the main body 42.

  In this manufacturing method, the means for attaching the part 40 to the main body 42 is not particularly limited. The part 40 may be affixed to the main body 42 using a double-sided tape as a means for affixing. The part 40 may be affixed to the main body 42 using an adhesive and an adhesive as means for this affixing. The means for attaching is appropriately determined according to the specification of the part 40.

  As described above, the tire 2 is configured by attaching the part 40 to the main body 42 excluding a part of the inner surface 50 of the intermediate tire 48. In the tire 2, the recess 52 provided on the inner surface 50 of the intermediate tire 48 is located in a portion of the inner surface 50 of the intermediate tire 48 where the inner surface 50 is removed, and the first recess 54, the second recess 56, It has. Since the recess 52 is configured so that the first recess 54 is deeper than the second recess 56, in the method of manufacturing the tire 2, the second recess 56 is eliminated depending on the degree of polishing, and the first recess 54 is formed. It can be left. In other words, by associating the depth D1 of the first recess 54 and the depth D2 of the second recess 56 with the thickness TR of the portion where the inner surface 50 of the intermediate tire 48 is removed, the degree of polishing can be grasped. .

  As described above, in the tire 2, the depth D1 of the first recess 54 is equal to or greater than the thickness TR of the portion where the inner surface 50 of the intermediate tire 48 is removed, and the depth D2 of the second recess 56 is this thickness. Less than or equal to TR. Therefore, when the inner surface 50 of the intermediate tire 48 is removed by polishing, it is possible to appropriately control the degree of polishing by confirming that the second recess 56 has disappeared and the first recess 54 remains. it can. In the tire 2, by confirming the state of the first dent 54 and the second dent 56, the degree of polishing of the inner surface 50 of the intermediate tire 48 can be accurately and easily grasped. In the tire 2, the ground surface 46 from which the release agent is sufficiently removed can be obtained without impairing the performance. The part 40 is sufficiently affixed to the grinding surface 46. According to the present invention, it is possible to obtain the pneumatic tire 2 in which sufficient attachment of the part 40 to the inner surface 44 is achieved without impairing performance.

  In the tire 2, the thickness TR of the portion from which the inner surface 50 of the intermediate tire 48 is removed affects the degree of removal of the release agent and the performance of the tire 2. For this reason, in the manufacturing method of the tire 2, the thickness TR has a range represented by the minimum thickness and the maximum thickness, and the depth D2 of the second recess 56 is set at the minimum thickness. The depth D1 of the first recess 54 is preferably set to this maximum thickness. Thereby, the grinding surface 46 from which the release agent has been sufficiently removed can be obtained without impairing the performance of the tire 2. The part 40 is sufficiently affixed to the grinding surface 46.

  In the tire 2, the depth D2 of the second recess 56 is preferably 0.1 mm or more, and the depth D1 of the first recess 54 is preferably 0.5 mm or less. By setting the depth D2 to be 0.1 mm or more, the ground surface 46 from which the release agent has been sufficiently removed can be obtained. In the tire 2, the part 40 is sufficiently adhered to the ground surface 46. By setting the depth D1 to 0.5 mm or less, the degree of polishing is properly maintained. In the tire 2, the influence on the performance due to the polishing is effectively suppressed. That is, the thickness TR is preferably set in the range of 0.1 mm to 0.5 mm.

  As shown in FIG. 4, in the tire 2, the bottom 60 of the second recess 56 is a flat surface. Thereby, the recessed part 52 is comprised so that the 2nd dent 56 may have the uniform depth D2. The second recess 56 functions effectively for grasping the degree of polishing. In the present invention, the second dent 56 having a uniform depth D2 means that the depth of the second dent 56 obtained by measurement is from (D2-0.05) mm to (D2 + 0.05) mm. Means in the range of Whether or not it has a uniform depth D2 is determined by measuring the depth of the second recess 56 at least five locations by changing the location.

  As shown in FIG. 4, in the tire 2, the bottom 64 of the first recess 54 is a flat surface. Thereby, the recessed part 52 is comprised so that the 1st dent 54 may have the uniform depth D1. The first recess 54 functions effectively for grasping the degree of polishing. In the present invention, the first dent 54 having a uniform depth D1 means that the depth of the first dent 54 obtained by measurement is from (D1-0.05) mm to (D1 + 0.05) mm. Means in the range of Whether or not it has a uniform depth D1 is determined by measuring the depth of the second recess 56 at least five locations by changing the location.

  As described above, in the tire 2, the part 40 is attached to the main body 42 at the grinding surface 46. The grinding surface 46 is a portion of the inner surface 44 of the main body 42 where the inner surface 50 of the intermediate tire 48 is removed. In the tire 2 shown in FIG. 1, the part 40 is located inside the belt 16 in the radial direction. For this reason, in the manufacturing method of the tire 2, it is preferable that the portion where the inner surface 50 of the intermediate tire 48 is removed overlaps with the belt 16 in the radial direction. More preferably, the entire portion of the intermediate tire 48 from which the inner surface 50 is removed overlaps the belt 16 in the radial direction. In the tire 2, the concave portion 52 is provided in a portion where the inner surface 50 of the intermediate tire 48 is removed, so that the concave portion 52 functions effectively for specifying the attachment position of the part 40. In addition, since the degree of polishing can be properly grasped in the state of polishing of the recess 52, in the manufacturing method of the tire 2, the grinding surface 46 from which the release agent is sufficiently removed without degrading the performance is positioned at an appropriate position. It is formed. In this manufacturing method, the tire 2 in which the parts 40 are sufficiently attached to appropriate positions can be stably manufactured without impairing the performance.

  As shown in FIG. 2, the intermediate tire 48 of the tire 2 has three recesses 52 in the axial direction, one on the equator of the inner surface 50 and one near each of the left and right positions PB. Is provided. In the tire 2 manufacturing method, the number of the recesses 52 in the axial direction is not particularly limited. From the viewpoint of grasping the degree of polishing, it is sufficient that at least one recess 52 is provided on the inner surface 50 of the intermediate tire 48. However, the intermediate tire in the axial direction, specifically, the cross section shown in FIG. 2 is obtained from the viewpoint that the ground surface 46 from which the release agent is sufficiently removed can be obtained while suppressing the influence on the performance due to polishing. A plurality of recesses 52 are preferably provided along the inner surface 50 of 48. From the viewpoint that the degree of polishing of the entire portion from which the inner surface 50 is removed can be grasped, one inner surface 50 is removed at the center of the portion from which the inner surface 50 is removed, such as the intermediate tire 48 shown in FIG. It is preferable that a total of three recesses 52 are provided, one at each of the left and right ends of the portion to be applied, that is, near the position PB. When the number of the recesses 52 is increased, it becomes difficult to form the protrusions provided on the core or the bladder for forming the recesses 52. From this viewpoint, the number of the recesses 52 in the axial direction is preferably 9 or less, more preferably 7 or less, and even more preferably 5 or less. In addition, when the several recessed part 52 is provided in the inner surface 50 in this way, the influence on the uniformity of the tire 2 is considered, and it is preferable that these recessed parts 52 are arrange | positioned at equal intervals.

  In the tire 2, the part 40 has a ring shape. This part 40 extends in the circumferential direction. Therefore, the grinding surface 46 to which the part 40 is attached also extends in the circumferential direction. In order to grasp the degree of polishing in the entire circumferential direction, it is preferable to provide a plurality of recesses 52 in the circumferential direction. From this viewpoint, in the tire 2, the number of arrangement portions in the circumferential direction of the recess 52 is preferably 3 or more. If the number of locations where the recesses 52 are arranged in the circumferential direction increases, the check for grasping the polishing state of the recesses 52 becomes complicated, and it takes a considerable time for the check. In this case, productivity may be reduced. From the standpoint that good productivity is maintained, the number of arrangement locations is preferably 18 or less. Further, since the circumferential direction coincides with the rotation direction of the tire 2, the influence on the uniformity of the tire 2 is taken into consideration, and when the plurality of concave portions 52 are provided in the circumferential direction, these concave portions 52 are arranged at equal intervals in the circumferential direction. Preferably it is done.

  As described above, in the tire 2, the number of the recesses 52 in the axial direction is preferably 1 or more, and preferably 9 or less. The number of concave portions disposed in the circumferential direction is preferably 3 or more, and more preferably 18 or less. Therefore, the total number of the recesses 52 provided on the inner surface 50 of the intermediate tire 48 is preferably 3 or more, and preferably 162 or less.

  As shown in FIG. 3, in the tire 2, the outline of the opening 66 of the second recess 56 is a circle. In the tire 2, it is only necessary to confirm the presence of the second dent 56 at the time of polishing, and the contour is not particularly limited. This outline may be a rectangle or a triangle. This outline may be a star shape. From the viewpoint of easy formation and visibility, the outline is preferably a rectangle or a circle.

  As shown in FIG. 3, in the tire 2, the outline of the opening 68 of the first recess 54 is a circle. In the tire 2, it is only necessary to confirm the presence of the first dent 54 during polishing, and the contour is not particularly limited. This outline may be a rectangle or a triangle. This outline may be a star shape. From the viewpoint of easy formation and visibility, the outline is preferably a rectangle or a circle. From the viewpoint of visibility, an outline different from the outline of the second dent 56 may be adopted for the first dent 54.

  In FIG. 3, the double-headed arrow R <b> 2 represents the size of the opening 66 of the second recess 56. In the tire 2, since the outline of the opening 66 of the second recess 56 is a circle, the size of the second recess 56 is represented by the diameter of this circle. In the tire 2, the size of the recess 52 is represented by the size R2 of the second recess 56.

  As described above, in addition to the circle, various shapes such as a rectangle and a triangle are adopted for the outline of the second recess 56. When the contour is represented by a shape other than a circle, the size of the second recess 56 is represented by the diameter of the circumscribed circle of the shape representing the contour, unless otherwise specified.

  In the tire 2, the size R2 of the second recess 56 is preferably 0.5 mm or more, and preferably 60 mm or less. By setting the size R2 to 0.5 mm or more, the second dent 56 or the recess 52 having excellent visibility can be obtained. The second recess 56 or the recess 52 contributes to the specification of the polishing position. In this respect, the size R2 is more preferably 3 mm or more. By setting the size R2 to 60 mm or less, the degree of polishing can be properly grasped. From this viewpoint, the size R2 is more preferably 30 mm or less, and further preferably 10 mm or less.

  In FIG. 3, the double-headed arrow R <b> 1 represents the size of the opening 68 of the first recess 54. In the tire 2, since the outline of the opening 68 of the first recess 54 is a circle, the size of the first recess 54 is represented by the diameter of the circle. As described above, various shapes such as a rectangle and a triangle are adopted for the outline of the first recess 54 in addition to a circle. When the contour is represented by a shape other than a circle, the size of the first recess 54 is represented by the diameter of the circumscribed circle of the shape representing the contour, unless otherwise specified.

  In the tire 2, the ratio of the size R1 of the first recess 54 to the size R2 of the second recess 56 is preferably 0.15 or more, and more preferably 0.85 or less. By setting this ratio to 0.15 or more, the first dent 54 with excellent visibility is obtained. The first recess 54 contributes to appropriate control of the degree of polishing. In this respect, the ratio is more preferably equal to or greater than 0.30. By setting this ratio to 0.85 or less, the influence of the first dent 54 on performance such as air retention performance and durability can be suppressed. In this respect, the ratio is more preferably equal to or less than 0.70.

  In the tire 2, the size R1 of the first recess 54 is preferably 0.5 mm or more, and preferably 7.5 mm or less. By setting the size R1 to be 0.5 mm or more, the first dent 54 having excellent visibility is obtained. The first recess 54 contributes to grasping the degree of polishing. In this respect, the size R1 is more preferably equal to or greater than 0.7 mm. By setting the size R1 to 7.5 mm or less, the influence of the first recess 54 on the performance such as air retention performance and durability can be suppressed. In this respect, the size R1 is more preferably 6.5 mm or less.

  As shown in FIG. 2, in the intermediate tire 48 of the tire 2, the contour of the inner surface 50 has a small radius of curvature from the portion where the edge band 20 is provided, that is, the shoulder portion of the tread 4. It looks like this. Therefore, as in the case of the intermediate tire 48, when three recesses 52 are provided in the axial direction, one at the position on the equator of the inner surface 50 and one near each of the left and right positions PB, There is a possibility that it is difficult to grasp the degree of polishing of the recess 52 near the PB. From the viewpoint of easy grasping, when a plurality of recesses 52 are provided in the circumferential direction, the number of the recesses 52 provided in the circumferential direction near the position PB, that is, in the shoulder portion of the tread 4, It is preferable that there are more than the number of the recessed parts 52 provided in the circumferential direction between parts, ie, in a center part. Specifically, the number of recesses 52 provided in the circumferential direction in the shoulder portion of the tread 4 is preferably 1.5 times or more, and preferably 3 times or less the number of recesses 52 provided in the circumferential direction in the center portion. More specifically, the number of recesses 52 provided in the circumferential direction near the position PB is preferably 1.5 times or more, and more preferably 3 times or less the number of recesses 52 provided in the circumferential direction on the equator.

  Although not shown, the tire 2 may be configured such that the inner liner 22 is thick at the center portion and thin at the shoulder portion. In this case, as in the intermediate tire 48 of the tire 2, when three recesses 52 are provided in the axial direction, one in the center portion and one in each of the left and right shoulder portions, the recess 52 in the shoulder portion is centered. Compared with the concave portion 52 of the part, there is a possibility that it may act sensitively on the air holding performance. For this reason, the influence on the air holding performance by the concave portion 52 of the shoulder portion is taken into consideration, and the concave portion 52 of the shoulder portion is preferably configured to have a size equal to or smaller than the size of the concave portion 52 of the center portion. Specifically, the ratio of the size R2 of the recess 52 in the shoulder portion to the size R2 of the recess 52 in the center portion is preferably 1.0 or less, and more preferably 0.5 or more. More specifically, the ratio of the size R2 of the recess 52 positioned near the position PB to the size R2 of the recess 52 positioned on the equator is preferably 0.5 or more, and more preferably 1.0 or less.

  In the present invention, the size and angle of each member 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. In the case of the passenger car tire 2, the dimensions and angles are measured in a state where the internal pressure is 180 kPa. In addition, the dimension and angle of each member of the tire 2 to be described later are also measured in the same manner.

  FIG. 6 shows a modification of the recess 52 shown in FIG. FIG. 7 shows a cross section taken along line VII-VII in FIG. In the recess 70, the second recess 72 and the first recess 74 are arranged without being separated, as in the recess 52 shown in FIG. 3.

  In the recess 70 shown in FIG. 6, the outline of the opening 76 is not a circle but a rectangle. The contours of the first recess 74 and the second recess 72 are also rectangular. The first dent 74 is not located inside the second dent 72 but is located next to the second dent 72.

  The recess 70 is different from the recess 52 shown in FIG. 3 in terms of the outline and the positional relationship between the first recess 74 and the second recess 72. Except for the outline of the recess 70 and the positional relationship between the first recess 74 and the second recess 72, the configuration is the same as that of the recess 52 shown in FIG. That is, the recess 70 is located in a portion of the inner surface 50 of the intermediate tire 48 where the inner surface 50 is removed, like the recess 52 shown in FIG. 3, and the first recess 74 is deeper than the second recess 72. It is comprised so that it may become. Moreover, the depth D1 of the first recess 74 is equal to or greater than the thickness TR of the portion where the inner surface 50 of the intermediate tire 48 is removed, and the depth D2 of the second recess 72 is equal to or less than the thickness TR. Therefore, when the inner surface 50 of the intermediate tire 48 is removed by polishing, it is possible to appropriately control the degree of polishing by confirming that the second dent 72 disappears and the first dent 74 remains. it can. Also in the tire 2 that employs the recess 70, the degree of polishing of the inner surface 50 of the intermediate tire 48 can be grasped accurately and simply by checking the state of the first recess 74 and the second recess 72. In the tire 2, the ground surface 46 from which the release agent is sufficiently removed can be obtained without impairing the performance. The part 40 is sufficiently affixed to the grinding surface 46. Therefore, even when this concave portion 70 is employed, the pneumatic tire 2 in which sufficient attachment of the part 40 to the inner surface 44 is achieved without impairing performance is obtained.

  In FIG. 6, the double arrow L represents the length of the recess 70. A double arrow W represents the width of the recess 70. In the recess 70, the size of the recess 70 is represented by the length L and the width W.

  In the recess 70, the length L is preferably 0.5 mm or more, and preferably 60 mm or less. By setting the length L to 0.5 mm or more, the recess 70 having excellent visibility can be obtained. The recess 70 contributes to the specification of the polishing position. In this respect, the length L is more preferably 3 mm or more. By setting the length L to 60 mm or less, the size of the recess 70 is appropriately maintained. In the tire 2, the influence of the recess 70 on the performance such as the air holding performance and durability is suppressed. From this viewpoint, the length L is more preferably 30 mm or less, and further preferably 10 mm or less.

  In the recess 70, the width W is preferably 0.5 mm or more, and preferably 60 mm or less. By setting the width W to 0.5 mm or more, the recess 70 having excellent visibility can be obtained. The recess 70 contributes to the specification of the polishing position. From this viewpoint, the width W is more preferably 3 mm or more. By setting the width W to 60 mm or less, the size of the recess 70 is appropriately maintained. In the tire 2, the influence of the recess 70 on the performance such as the air holding performance and durability is suppressed. From this viewpoint, the width W is more preferably 30 mm or less, and further preferably 10 mm or less.

  In FIG. 6, the double arrow L <b> 1 represents the length of the first recess 74. Therefore, the difference (L−L1) between the length L of the recess 70 and the length L1 of the first recess 74 is the length of the second recess 72 in the recess 70.

  In the recess 70, the ratio of the length L1 of the first recess 74 to the length L of the recess 70 is preferably 0.15 or more, and more preferably 0.85 or less. By setting this ratio to 0.15 or more, the first dent 74 having excellent visibility can be obtained. The first recess 74 contributes to appropriate control of the degree of polishing. In this respect, the ratio is more preferably equal to or greater than 0.30. By setting this ratio to 0.85 or less, the influence of the first dent 74 on performance such as air retention performance and durability can be suppressed. In this respect, the ratio is more preferably equal to or less than 0.70.

  FIG. 8 shows another modification of the recess 52 shown in FIG. FIG. 9 shows a cross section taken along line IX-IX in FIG. In the recess 78, the second recess 80 and the first recess 82 are arranged with a space therebetween.

  In the recess 78, the outline of the opening 84 of the first recess 82 is a circle. In the recess 78 as well, the outline of the opening 84 is not particularly limited, like the recess 52 shown in FIG. This outline may be a rectangle or a triangle. This outline may be a star shape. From the viewpoint of easy formation and visibility, the outline is preferably a rectangle or a circle.

  In the recess 78, the contour of the opening 86 of the second recess 80 is also a circle. In the recess 78 as well, the outline of the opening 86 is not particularly limited, as in the recess 52 shown in FIG. This outline may be a rectangle or a triangle. This outline may be a star shape. From the viewpoint of easy formation and visibility, the outline is preferably a rectangle or a circle. In the recess 78, a circle may be adopted as the outline of the second recess 80, and a rectangle may be adopted as the outline of the first recess 82. A rectangle may be adopted as the outline of the second dent 80, and a circle may be adopted as the outline of the first dent 82.

  In the recess 78, the size of the first recess 82 is equal to the size of the second recess 80. The recess 78 may be configured such that the first recess 82 is larger than the second recess 80. The recess 78 may be configured such that the first recess 82 is smaller than the second recess 80.

  This recess 78 is different from the recess 52 shown in FIG. 3 in the positional relationship between the first recess 82 and the second recess 80. Except for the positional relationship between the first recess 82 and the second recess 80, the configuration is the same as that of the recess 52 shown in FIG. That is, the recess 78 is located in a portion of the inner surface 50 of the intermediate tire 48 where the inner surface 50 is removed, and the first recess 82 is deeper than the second recess 80, similar to the recess 52 shown in FIG. 3. It is comprised so that it may become. Moreover, the depth D1 of the first recess 82 is equal to or greater than the thickness TR of the portion where the inner surface 50 of the intermediate tire 48 is removed, and the depth D2 of the second recess 80 is equal to or less than this thickness TR. Therefore, when the inner surface 50 of the intermediate tire 48 is removed by polishing, it is possible to appropriately control the degree of polishing by confirming that the second dent 80 disappears and the first dent 82 remains. it can. Also in the tire 2 that employs the recess 78, by confirming the state of the first recess 82 and the second recess 80, the degree of polishing of the inner surface 50 of the intermediate tire 48 can be accurately and easily grasped. In the tire 2, the ground surface 46 from which the release agent is sufficiently removed can be obtained without impairing the performance. The part 40 is sufficiently affixed to the grinding surface 46. Therefore, even when this concave portion 78 is employed, the pneumatic tire 2 in which the sufficient attachment of the part 40 to the inner surface 44 is achieved without impairing the performance is obtained.

  In FIG. 8, the double-headed arrow R <b> 1 represents the size of the opening 84 of the first recess 82. In the recess 78, the outline of the opening 84 of the first recess 82 is a circle, and the size of the first recess 82 is represented by the diameter of the circle. As described above, in addition to the circle, various shapes such as a rectangle and a triangle are adopted for the outline of the first recess 82. When the contour is represented by a shape other than a circle, the size of the first recess 82 is represented by the diameter of the circumscribed circle of the shape representing the contour, unless otherwise specified.

  In the recess 78, the size R1 of the first recess 82 is preferably 0.5 mm or more, and preferably 60 mm or less. By setting the size R1 to be 0.5 mm or more, the first dent 82 having excellent visibility is obtained. The first recess 82 contributes to the specification of the polishing position. In this respect, the size R1 is more preferably 3 mm or more. By setting the size R1 to 60 mm or less, the size of the first recess 82 is appropriately maintained. In the concave portion 78, the influence of the first concave portion 82 on performance such as air retention performance and durability can be suppressed. From this viewpoint, the size R1 is more preferably 30 mm or less, and further preferably 10 mm or less.

  In FIG. 8, the double-headed arrow R <b> 2 represents the size of the opening 86 of the second recess 80. In the recess 78, the outline of the opening 86 of the second recess 80 is a circle, and the size of the second recess 80 is expressed by the diameter of the circle. As described above, in addition to the circle, various shapes such as a rectangle and a triangle are adopted for the outline of the second recess 80. When the contour is represented by a shape other than a circle, the size of the second recess 80 is represented by the diameter of the circumscribed circle of the shape representing the contour, unless otherwise specified.

  In the recess 78, the size R2 of the second recess 80 is preferably 0.5 mm or more, and preferably 60 mm or less. By setting the size R2 to 0.5 mm or more, the second dent 80 having excellent visibility is obtained. The second dent 80 contributes to the specification of the polishing position. In this respect, the size R2 is more preferably 3 mm or more. By setting the size R2 to 60 mm or less, the size of the second recess 80 is appropriately maintained. In this recess 78, the degree of polishing can be properly grasped. From this viewpoint, the size R2 is more preferably 30 mm or less, and further preferably 10 mm or less.

  In FIG. 8, a double-headed arrow DA represents the distance between the first dent 82 and the second dent 80. This interval is represented by the shortest distance.

  In the recess 78, the distance DA is preferably 2 mm or more from the viewpoint of easy formation. From the viewpoint of visibility, the distance DA is preferably 10 mm or less.

  FIG. 10 shows still another modification of the recess 52 shown in FIG. FIG. 11 shows a cross section taken along line XI-XI in FIG.

  The recess 88 has the same configuration as the recess 78 shown in FIG. 8 except that the outline of the first recess 90 and the second recess 92 is rectangular. Therefore, like the recess 52 shown in FIG. 3, the recess 88 is located in a portion of the inner surface 50 of the intermediate tire 48 where the inner surface 50 is removed, and the first recess 90 is deeper than the second recess 92. It is comprised so that it may become. In addition, the depth D1 of the first recess 90 is equal to or greater than the thickness TR of the portion where the inner surface 50 of the intermediate tire 48 is removed, and the depth D2 of the second recess 92 is equal to or less than the thickness TR. Therefore, when the inner surface 50 of the intermediate tire 48 is removed by polishing, it is possible to appropriately control the degree of polishing by confirming that the second dent 92 has disappeared and the first dent 90 remains. it can. Also in the tire 2 that employs the recess 88, the degree of polishing of the inner surface 50 of the intermediate tire 48 can be accurately and easily grasped by confirming the state of the first recess 90 and the second recess 92. In the tire 2, the ground surface 46 from which the release agent is sufficiently removed can be obtained without impairing the performance. The part 40 is sufficiently affixed to the grinding surface 46. Therefore, even when this recess 88 is employed, the pneumatic tire 2 in which the sufficient attachment of the part 40 to the inner surface 44 is achieved without impairing the performance is obtained.

  In FIG. 10, the double arrow L <b> 1 represents the length of the first recess 90. A double-headed arrow W1 represents the width of the first recess 90. In the recess 88, the size of the first recess 90 is represented by the length L1 and the width W1.

  In the recess 88, the length L1 is preferably 0.5 mm or more, and preferably 60 mm or less. By setting the length L1 to 0.5 mm or more, the first dent 90 having excellent visibility is obtained. The first recess 90 contributes to the specification of the polishing position. In this respect, the length L1 is more preferably 3 mm or more. By setting the length L1 to 60 mm or less, the size of the first recess 90 is appropriately maintained. In the tire 2, the influence of the first dent 90 on the performance such as air retention performance and durability is suppressed. From this viewpoint, the length L1 is more preferably 30 mm or less, and further preferably 10 mm or less.

  In the recess 88, the width W1 is preferably 0.5 mm or more, and preferably 60 mm or less. By setting the width W1 to 0.5 mm or more, the first dent 90 having excellent visibility is obtained. The first recess 90 contributes to the specification of the polishing position. In this respect, the width W1 is more preferably 3 mm or more. By setting the width W1 to 60 mm or less, the size of the first recess 90 is appropriately maintained. In the tire 2, the influence of the first dent 90 on the performance such as air retention performance and durability is suppressed. From this viewpoint, the width W1 is more preferably 30 mm or less, and further preferably 10 mm or less.

  In FIG. 10, the double arrow L <b> 2 represents the length of the second recess 92. A double-headed arrow W2 represents the width of the second recess 92. In the recess 88, the size of the second recess 92 is represented by the length L2 and the width W2.

  In the recess 88, the length L2 is preferably 0.5 mm or more, and preferably 60 mm or less. By setting the length L2 to 0.5 mm or more, the second dent 92 having excellent visibility is obtained. The second recess 92 contributes to the specification of the polishing position. In this respect, the length L2 is more preferably 3 mm or more. By setting the length L2 to 60 mm or less, the size of the second recess 92 is appropriately maintained. In the recess 88, the degree of polishing can be properly grasped. From this viewpoint, the length L2 is more preferably 30 mm or less, and further preferably 10 mm or less.

  In the recess 88, the width W2 is preferably 0.5 mm or more, and preferably 60 mm or less. By setting the width W2 to be 0.5 mm or more, the second dent 92 having excellent visibility is obtained. The second recess 92 contributes to the specification of the polishing position. In this respect, the width W2 is more preferably 3 mm or more. By setting the width W2 to 60 mm or less, the size of the second recess 92 is appropriately maintained. In the recess 88, the degree of polishing can be properly grasped. From this viewpoint, the width W2 is more preferably 30 mm or less, and further preferably 10 mm or less.

  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.

[Example 1]
The tire shown in FIG. 1 was manufactured. The size of this tire is 215 / 55R17. In the production of this tire, the intermediate tire shown in FIG. 2 was prepared. A part of the inner surface of the intermediate tire was polished with a nylon brush to obtain a main body having a ground surface. The tire of Example 1 was obtained by pasting a noise control body as a part on the ground surface of the main body.

  In Example 1, three recesses were formed in the axial direction in the inner tire inner surface corresponding to the grinding surface as shown in FIG. With these three recesses as one unit, 4 units are arranged at equal intervals in the circumferential direction (the total number of recesses is 12). This is represented by “4” in the column of the number of arrangement locations in Table 1 below.

  In Example 1, a recess having the configuration shown in FIG. 3 was employed. The size R1 of the first recess was 3.0 mm, and the size R2 of the second recess was 6.0 mm. Therefore, the ratio of the size R1 to the size R2 (R1 / R2) was 0.50. The depth D1 of the first dent was set to 0.3 mm, and the depth D2 of the second dent was set to 0.1 mm. Thereby, the thickness TR of the intermediate tire removed by polishing was set to 0.1 mm to 0.3 mm.

[Comparative Example 1]
Comparative Example 1 is a conventional tire. In this comparative example 1, no recess is provided.

[Comparative Example 2]
A tire of Comparative Example 2 was manufactured in the same manner as in Example 1 except that the concave portion was constituted only by the first recess.

[Example 2-4]
A tire of Example 2-4 was manufactured in the same manner as Example 1 except that the configuration of the recesses was as shown in Table 1 below.

  In Example 2, the length L of the concave portion was 6.0 mm, and the width W of the concave portion was 6.0 mm. The length L1 of the first recess was 3.0 mm. The depth D1 of the first dent was set to 0.3 mm, and the depth D2 of the second dent was set to 0.1 mm.

  In Example 3, the size R1 of the first recess was set to 3.0 mm. The size R2 of the second recess was set to 3.0 mm. The depth D1 of the first dent was set to 0.3 mm, and the depth D2 of the second dent was set to 0.1 mm. The distance DA between the first dent and the second dent was 2.0 mm.

  In Example 4, the length L1 of the first recess was 6.0 mm, and the width W1 of the first recess was 3.0 mm. The length L2 of the second recess was 6.0 mm, and the width W3 of this second recess was 3.0 mm. The depth D1 of the first dent was set to 0.3 mm, and the depth D2 of the second dent was set to 0.1 mm. The distance DA between the first dent and the second dent was 2.0 mm.

[Example 5-12]
A tire of Example 5-12 was manufactured in the same manner as in Example 1 except that the number of concave portions (units) arranged in the circumferential direction was as shown in Table 2 below.

[Examples 13-16]
Tires of Examples 13-16 were manufactured in the same manner as in Example 1 except that the size of the first recess R1 and the size of the second recess R2 were as shown in Table 3 below.

[Examples 17-20]
Tires of Examples 17-20 were manufactured in the same manner as in Example 1 except that the ratio (R1 / R2) was changed as shown in Table 4 below by changing the size R1 of the first recess.

[Effectiveness of recesses (visibility)]
The manufactured intermediate tire was polished with a nylon brush to obtain a tire body. The inner surface of the main body was visually observed to confirm the condition of the ground surface. The worker was evaluated whether the remaining first dent could be easily found. The results are shown in Tables 1-4 below. The case where the first dent can be easily found is represented by “A”, and the case where the first dent is not easily found is represented by “C”.

[Effectiveness of recess (time required for checking)]
The manufactured intermediate tire was polished with a nylon brush to obtain a tire body. The inner surface of the main body was visually observed to confirm the condition of the ground surface. The time until confirmation of all the first dents was completed was measured. The results are shown in Tables 1-4 below. “A” indicates that the confirmation is completed within 5 seconds, “B” indicates that the confirmation is completed within 20 seconds, and “C” indicates that the confirmation time is over 20 seconds. ing.

[Air retention performance]
The tire was assembled in a regular rim, and the tire was filled with air so that the internal pressure was the normal internal pressure. After filling with air, it was left for 1 month (30 days) at a temperature of 25 ° C. The pressure difference between the pressure immediately after filling and the pressure after standing was determined, and the air retention performance was evaluated based on this pressure difference. The results are shown in Tables 1-4 below as indices. A larger numerical value is preferable because the differential pressure is smaller.

[Processing stability]
The tire was assembled in a regular rim, and the tire was filled with air so that the internal pressure was the normal internal pressure. After filling with air, it was left for 1 month (30 days) at a temperature of 25 ° C. The pressure difference between the pressure immediately after filling and the pressure after standing was determined. The measurement of the differential pressure was carried out on 10 tires that were prototyped. The maximum differential pressure in Example 1 was defined as a reference differential pressure, and the number of tires that exhibited a differential pressure equal to or smaller than the reference differential pressure was counted. The result is an index and is shown in Table 1-4 below. The larger the value, the higher the yield rate and the better the processing stability.

  As shown in Table 1-4, the manufacturing method of the example has higher evaluation than the manufacturing method of the comparative example. From this evaluation result, the superiority of the present invention is clear.

  The method described above can be applied to the manufacture of various tires.

2 ... Tire 4 ... Tread 6 ... Side wall 12 ... Bead 14 ... Carcass 16 ... Belt 22 ... Inner liner 26 ... Tread surface 40 ... Parts 42- ..Main body 44 ... Inner surface of main body 42 ... Grinding surface 48 ... Intermediate tire 50 ... Inner surface of intermediate tire 48 52, 70, 78, 88 ... Recess 54, 74, 82, 90 ... First recess 56, 72, 80, 92 ... Second recess 58 ... Outer surface of intermediate tire 48

Claims (11)

A main body and a part, the main body has a grinding surface on its inner surface, the part is affixed to the main body on the grinding surface, and the main body excludes a part of the inner surface of the intermediate tire. A pneumatic tire in which the ground surface is a portion from which the inner surface of the intermediate tire is removed,
The intermediate tire has a recess on its inner surface,
The recess is located in a portion of the inner surface of the intermediate tire where the inner surface is removed,
The recess has a first recess and a second recess;
The depth of the first dent is equal to or greater than the thickness of the portion where the inner surface of the intermediate tire is removed,
A pneumatic tire, wherein the depth of the second dent is equal to or less than the thickness of the portion where the inner surface of the intermediate tire is removed. The thickness of the portion where the inner surface of the intermediate tire is removed has a range represented by the minimum thickness and the maximum thickness,
The pneumatic tire according to claim 1, wherein the depth of the second dent is set at the minimum thickness, and the depth of the first dent is set at the maximum thickness.   The pneumatic tire according to claim 1 or 2, wherein a depth of the second dent is 0.1 mm or more and a depth of the first dent is 0.5 mm or less. The first dent and the second dent are arranged at an interval,
The pneumatic tire according to any one of claims 1 to 3, wherein the interval is 2 mm or more and 10 mm or less.   The pneumatic tire according to any one of claims 1 to 3, wherein the first dent and the second dent are arranged without being separated from each other.   The pneumatic tire according to claim 1, wherein the intermediate tire includes a plurality of the recesses. The plurality of recesses are arranged at intervals in the circumferential direction.
The pneumatic tire according to claim 6, wherein the number of arrangement portions in the circumferential direction of the recess is 3 or more and 18 or less. The intermediate tire has a tread and a belt,
The belt is located radially inward of the tread;
The pneumatic tire according to any one of claims 1 to 7, wherein a portion of the intermediate tire from which an inner surface is removed overlaps with the belt in a radial direction.   The pneumatic tire according to any one of claims 1 to 8, wherein the part is a sealant layer or a noise control body. A step of preparing an intermediate tire;
Removing the part of the inner surface by polishing the inner surface of the intermediate tire, and obtaining a main body;
Including a step of attaching parts to the main body,
The intermediate tire has a recess on its inner surface,
The recess has a first recess and a second recess;
The depth of the first dent is equal to or greater than the thickness of the portion where the inner surface of the intermediate tire is removed,
The depth of the second dent is equal to or less than the thickness of the portion where the inner surface of the intermediate tire is removed,
The main body has a grinding surface on its inner surface, and the parts are affixed to the main body on the grinding surface,
The grinding surface is a portion where the inner surface of the intermediate tire is removed,
The method for producing a pneumatic tire, wherein the recess is located in a portion of the inner surface of the intermediate tire from which the inner surface is removed. A main body and parts, the main body is provided with a grinding surface on its inner surface, and the part is prepared for the main body in a pneumatic tire attached to the main body on the grinding surface; An intermediate tire in which a part of the inner surface is removed and the ground surface is configured,
The intermediate tire has a recess on its inner surface,
The recess has a first recess and a second recess;
The depth of the first dent is equal to or greater than the thickness of the portion where the inner surface of the intermediate tire is removed,
The depth of the second dent is equal to or less than the thickness of the portion where the inner surface of the intermediate tire is removed,
The intermediate tire, wherein the recess is located in a portion of the inner surface of the intermediate tire where the inner surface is removed.

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