JP5308906B2 - Method of sticking members to the tire inner surface - Google Patents

Description

  The present invention relates to a method for attaching a member to the inner surface of a tire, and relates to facilitation and cost reduction of the method for attaching the member. Hereinafter, the present invention has been described on the assumption that a sound absorbing layer is attached to the inner surface of the tire, but in addition, the present invention is similarly applied to the case of attaching an attachment member such as a TPMS or a thermometer for detecting the internal pressure of the tire. Can do.

  In general, in a pneumatic tire mounted on a vehicle by assembling a rim, the tread portion is in contact with the road surface unevenness and vibrates while the vehicle is running, so that air filled in the tire cavity resonates. This cavity resonance is a main cause of so-called road noise, and many of the resonance frequencies exist in the range of 180 to 300 Hz. When the road noise is transmitted to the vehicle interior, unlike the noise in other frequency bands, the road noise is sharp and has a high peak value, which is annoying noise for passengers in the vehicle interior.

  In order to suppress such cavity resonance and reduce road noise, Patent Document 1 proposes a pneumatic tire in which an annular sound absorbing layer for noise suppression composed of a nonwoven fabric is fixed on the tire inner surface in the tire circumferential direction. ing. Patent Document 2 proposes a tire in which a sound absorbing layer made of a sponge material is fixed to the tire inner surface.

  In general, the inner surface of the tire after vulcanization remains in a state in which a release agent such as silicone oil is applied to ensure releasability from the vulcanization bladder used during vulcanization molding. ing. Even if the sound absorbing layer is attached to the tire inner surface with the release agent applied using an adhesive, the adhesive of the adhesive is impaired by the release agent, and the sound absorbing layer may not be firmly attached. It was a problem.

In order to solve the above problem, there is a method of removing the release agent by applying a solvent to the tire inner surface and wiping it off. However, when using a solvent on the tire inner surface to remove the mold release agent, the inner liner of the tire inner surface is chemically deteriorated by the solvent, resulting in loss of tire durability and airtightness. There is a risk that.
Alternatively, as another means for solving the above-described problem, there is a method of vulcanization molding with a bladder having excellent mold releasability that can vulcanize a tire without using a mold release agent. The bladder excellent in releasability is not composed only of butyl rubber, but is a rubber that is not co-vulcanized with the rubber that constitutes the inner liner at the time of vulcanization molding, silicon rubber, fluorine rubber, and It is composed of a composite of silicon rubber or fluorine rubber and butyl rubber. However, if the method of vulcanization molding using a bladder with excellent mold release properties is adopted, the durability of the bladder is lower than that of butyl rubber, and the bladder is expensive. There is a problem that becomes.

  Therefore, as a method not using the above-described solvent or a bladder excellent in releasability, Patent Document 3 discloses that the inner surface of the tire is polished with a polishing tool of a tire inner surface treatment apparatus, and the release agent is peeled off. Describes a method for improving the adhesion between the sound absorbing layer and the sound absorbing layer.

Japanese Patent No. 3622957 JP 2003-48407 A JP 2007-168242 A

  However, in the tire inner surface processing apparatus described in Patent Document 3, the depth to which the tire inner surface is polished is controlled by the position of the polishing tool (position in the height direction) with respect to the tire inner surface. Depending on the shape and shape, the position of the polishing tool must be finely controlled, and this control is difficult, so the inner surface of the tire is polished more than necessary, and the rigidity and air tightness of the tire is impaired. On the contrary, the inner surface of the tire is not sufficiently polished, and the sound absorbing layer may not be effectively attached due to the remaining release agent.

  Accordingly, an object of the present invention is to solve the various problems described above, and by devising the shape of the inner surface of the tire, the inner surface of the tire is polished accurately and in an appropriate amount, and without impairing the performance of the inner liner, it is inexpensive. It is providing the method of sticking a member on the tire inner surface.

In order to achieve the above object, the present invention provides a method for buffing a tire inner surface, and affixing a member on the buffed region. A step of providing a groove having the same depth as the buffing depth desired at the time of buffing, a step of buffing the tire inner surface until the groove disappears, and a step of attaching a member to the buffed region. It is the method of affixing the member to the tire inner surface characterized by including.

Moreover, it is preferable to provide a concave groove by vulcanization molding.

Furthermore, it is preferable to provide a concave groove on the inner surface of the tire by using a vulcanizing bladder having a convex portion and vulcanizing and molding the raw tire while pressing the vulcanizing bladder against the inner surface of the tire. Furthermore, it is preferable to further include a step of providing a projecting portion protruding toward the inner surface of the tire in a region where the member is pasted on the inner surface of the tire. In that case, the concave groove and the convex portion are provided on the inner surface of the tire by using a vulcanizing bladder having a convex portion and a concave groove and performing vulcanization molding while pressing the vulcanizing bladder against the inner surface of the tire. It is preferable.

  In addition, it is preferable to further provide a concave groove in which an end portion on the inner side in the tire width direction is located at the outer end in the tire width direction in the region to be buffed.

In addition, when the depth of the groove provided on the inner surface of the tire is A, the product gauge is B, and the minimum necessary gauge is C, it is preferable that A ≦ B−C is satisfied. Here, the “product gauge” refers to the gauge thickness in the product tire, and the “necessary minimum gauge” refers to the minimum gauge thickness that can be established as a product tire.

Moreover, it is preferable that the depth A of the ditch | groove provided in a tire inner surface is 0.05 mm or more.

  Further, a convex portion is further provided on the outer side in the tire width direction of the region to be buffed on the inner surface of the tire, and the end portion on the inner side in the tire width direction of the further provided convex portion is located at the outer end in the tire width direction of the region to be buffed Preferably it is.

Furthermore, it is preferable that the height of the convex portion provided on the inner surface of the tire is in the range of 0.01 to 1.0 mm.

  According to the present invention, a method of affixing a member to the tire inner surface at a low cost without grinding the inner surface of the tire accurately and properly by providing a groove having an appropriate shape on the inner surface of the tire. Can be provided.

(A)-(d) is the figure which showed the affixing method of the sound absorption layer to the tire inner surface according to this invention. (A) is a perspective view of the bladder for vulcanization | cure used when manufacturing the tire which has a tire inner surface shown in FIG.1 (b), (b) is the width direction sectional drawing. (A)-(d) is the figure which showed the vulcanization process which the tire shown in FIG.1 (b) manufactures in detail. (A)-(d) is the figure which showed the affixing method of the sound absorption layer to the other tire inner surface according to this invention. It is a VV line sectional view of a tire which has a tire inner surface shown in Drawing 1 (b). (A)-(d) is the figure which showed the affixing method of the sound absorption layer to the other tire inner surface according to this invention. (A)-(d) is the figure which showed the affixing method of the sound absorption layer to the other tire inner surface according to this invention. (A)-(d) is the figure which showed the affixing method of the sound absorption layer to the other tire inner surface according to this invention. It is the IX-IX sectional view taken on the line of the tire which has a tire inner surface shown in FIG.8 (b).

  Next, embodiments of the present invention will be described with reference to the drawings. 1 (a) to 1 (d) are diagrams showing a method for attaching a sound absorbing layer to the tire inner surface according to the present invention. 2 (a) is a perspective view of a vulcanizing bladder used when manufacturing a tire having the tire inner surface shown in FIG. 1 (b), and FIG. 2 (b) is a sectional view in the width direction thereof. is there. 3 (a) to 3 (d) are views showing a vulcanization process for manufacturing the tire shown in FIG. 1 (b). 4 (a) to 4 (d) are diagrams showing a method for attaching a sound absorbing layer to another tire inner surface according to the present invention. FIG. 5 is a cross-sectional view of the tire shown in FIG. FIGS. 6 (a) to (d), FIGS. 7 (a) to (d) and FIGS. 8 (a) to (d) are diagrams showing a method of attaching a sound absorbing layer to other tire inner surfaces according to the present invention. is there. FIG. 9 is a cross-sectional view of the tire shown in FIG. 8 (b) taken along line IX-IX.

  The process of attaching the sound absorbing layer to the tire inner surface according to the present invention will be described below. First, a raw tire 1 before vulcanization molding is prepared (see FIG. 1 (a)). Next, as shown in FIG. 1 (b), as shown in FIG. 1 (b), as shown in FIG. A tire 6 is obtained in which a concave groove 5 is formed in the tire inner surface 4 so as to be depressed in a shape corresponding to the shape of the convex portion 2 of the vulcanizing bladder 3. The concave groove 5 is partially included in the region X where the tire inner surface 4 is buffed and the sound absorbing layer is attached, and the depth of the concave groove 5 is desired for the buffing process. It is the same depth as the depth. Then, buffing on the tire inner surface 4 is started, and the buffing is continued until the concave groove 5 in the region X where the sound absorbing layer is applied is completely worn while visually confirming, so that the tire inner surface 4 The shape is as shown in FIG. Next, as shown in FIG. 1 (d), the sound absorbing layer 7 is attached to the buffed region, and the product tire 6 excellent in silence is obtained.

  Hereinafter, the process for producing the tire shown in FIG. 1B by vulcanization molding of the raw tire 1 will be specifically described with reference to FIGS. First, as shown in FIG. 3A, the raw tire 1 is accommodated in the molds 8, 8, and 8 divided into three. Next, as shown in FIG. 3B, the vulcanizing bladder 3 (shown in FIG. 2) fixed to the bladder ring 10 is disposed on the inner surface side of the raw tire 1. The outer surface of the vulcanizing bladder 3 extends in the width direction of the vulcanizing bladder 3 and projects outward in the radial direction of the vulcanizing bladder 3 in a region Y that contacts both shoulder sides of the tread portion 10 of the tire. The convex portion 2 having the shape described above is disposed. Next, as shown in FIG. 3 (c), a vulcanization medium of a mixed fluid of steam and nitrogen gas at about 180 to 200 ° C. is supplied into the vulcanization bladder 3, and the vulcanization bladder 3 is overheated. Inflate. Accordingly, the vulcanizing bladder 3 is inflated and deformed so as to press the raw tire 1 toward the inner surfaces of the molds 3, 3, 3, and a concave groove 5 corresponding to the shape of the convex portion 2 is formed in the tire inner surface 4. Will be. Then, as shown in FIG. 3 (d), the tire 6 that has been vulcanized and molded is extracted from the mold, and the tire has a tire inner surface 4 as shown in FIG. 6 is obtained.

By adopting the above-described manufacturing method and performing buffing using the amount of wear of the concave groove 5 provided on the tire inner surface 4 as an index, it becomes possible to easily recognize the progress of the buffing process visually. 4 can be prevented from being excessively buffed, and conversely, the tire inner surface 4 can be prevented from being sufficiently buffed, and an appropriate amount of buffing can be applied to the tire inner surface 4. . In addition, since no solvent is used as in the conventional method, the tire inner surface is not chemically deteriorated, and it is not necessary to use an expensive vulcanizing bladder with excellent releasability. It is possible to suppress an increase in manufacturing cost. Furthermore, unlike the above-described method, if the concave groove 5 is provided before vulcanization molding, the concave groove 5 is deformed by a rubber flow or the like during vulcanization molding, and the concave groove 5 having a desired shape cannot be obtained. there is a possibility. From such a viewpoint, as described above, the concave groove 5 having a stable shape can be easily provided by providing the concave groove 5 at the time of vulcanization molding. Of course, it is possible to provide the groove 5 in the tire inner surface 4 by scraping with a cutting tool after vulcanization molding, but in this case, the manufacturing process for obtaining the tire with the sound absorbing layer 7 attached thereto becomes more complicated. Therefore, as described above, it is preferable to provide the groove 5 in the tire inner surface 4 simultaneously with the vulcanization molding.
Examples of the sound absorbing layer 7 include non-woven fabrics and sponge materials. Examples of the adhesive used for attaching to the tire inner surface 4 include styrene-butadiene rubber latex adhesives and aqueous polymers-isocyanates. System adhesives and the like.

Moreover, as shown in FIG.4 (b), the ditch | groove 5 is located in the area | region (namely, area | region X which affixes the sound absorption layer 7) where the edge part 11 inside a tire width direction of the ditch | groove 5 performs a buff process. The first groove 12 and the second groove 11 in which the end 11 on the inner side in the tire width direction of the groove 5 is located at the outer end 13 in the tire width direction of the region X where the sound absorbing layer 7 is attached. 14 is preferable. This is because when the concave groove 5 including the first concave groove 12 and the second concave groove 14 is provided as described above, the end 11 on the inner side in the tire width direction of the second concave groove 14 is a region in which the buffing is performed. Since it is located at the outer end 13, the position of the end 11 on the inner side in the tire width direction of the second concave groove 14, that is, the outer end of the area where buffing is required is easily confirmed visually This is because the buff processing can be performed, and the range to be buffed can be accurately grasped. At the same time, the end 11 on the inner side in the tire width direction of the first groove 12 is located in the region where the buffing is performed, so that an appropriate amount of buffing is performed in the region where the buffing is performed. This is because it can be easily confirmed visually.
Hereinafter, the process of disposing the first and second concave grooves on the tire inner surface and attaching the sound absorbing layer will be described in detail with reference to FIG. First, as shown in FIG. 4A, a raw tire 1 before vulcanization molding is prepared. Next, the raw tire 1 is vulcanized and molded using a vulcanizing bladder 3 having two types of linear protrusions 2 having different lengths on the outer surface, as shown in FIG. Thus, the tire 6 having the first concave groove 12 and the second concave groove 14 respectively depressed in the shape corresponding to the shape of the convex portion 2 of the vulcanizing bladder 3 on the tire inner surface 4 is obtained. Then, buffing on the inner surface of the tire is started, and buffing is continued until the second groove 14 in the region X where the sound absorbing layer 7 is attached is completely worn while visually confirming the second groove. As a result, the tire inner surface 4 has a shape as shown in FIG. Next, the sound absorbing layer 7 is attached to the buffed region, and the product tire 6 having excellent silence as shown in FIG. 4D is obtained.

  Further, as shown in FIG. 5, the depth A of the groove 5 preferably satisfies A ≦ B−C, where B is the product gauge and C is the minimum required gauge. Because, when the depth A of the concave groove 5 exceeds BC, when the buff processing is performed using the depth A of the concave groove 5 as an index, the depth to be buffed becomes too large. This is because the minimum gauge thickness that can be established as the product tire 6 is not effectively secured, and air permeability and durability may be reduced. At this time, the depth A of the groove 5 is more preferably 0.05 mm or more. This is because when the depth A of the concave groove 5 is less than 0.05 mm, the buffing amount is insufficient when the buffing process is performed using the depth A of the concave groove 5 as an index, and the release agent is used as a tire. As a result of remaining on the inner surface, even if an attempt is made to attach the sound absorbing layer 7 to the tire inner surface 4 after buffing, there is a possibility that the adhesion of the sound absorbing layer 7 to the tire inner surface 4 may not be sufficiently ensured. Reference numeral 16 denotes an inner liner, and reference numeral 17 denotes a carcass ply.

Or as shown in FIG.6 (b), it is preferable to provide the convex part 17 instead of a ditch | groove in the tire inner surface 4. As shown in FIG. This is because, by adopting such a configuration and performing buffing using the amount of wear of the convex portion 17 provided on the tire inner surface 4 as an index, it is possible to easily recognize the progress of the buffing process visually. This is because it is possible to prevent 4 from being sufficiently buffed and to apply an appropriate amount of buffing to the tire inner surface 4. In addition, when providing the concave groove, it is necessary to confirm in advance whether the gauge thickness of the tire in the portion where the concave groove is provided is sufficiently secured, but as described above, the convex portion 17 is provided on the tire inner surface 4. In the case of providing, there is an advantage that the problem of the gauge thickness of the tire as in the case of providing the concave groove does not occur in the first place.
Hereinafter, the process of disposing the convex portion 17 on the tire inner surface and attaching the sound absorbing layer 7 will be described in detail with reference to FIG. First, as shown in FIG. 6A, a raw tire 1 before vulcanization molding is prepared. Next, by using a vulcanizing bladder 3 having a concave groove on the outer surface, the raw tire 1 is vulcanized and molded to accommodate the shape of the concave groove on the tire inner surface 4 as shown in FIG. The tire 6 having the convex portion 17 having the shape is obtained. Then, buffing on the tire inner surface is started, and buffing is continued until the convex portion 17 in the region X to which the sound absorbing layer 7 is applied is completely worn while visually confirming the convex portion 17. The tire inner surface 4 has a shape as shown in FIG. Next, the sound absorbing layer 7 is attached to the buffed region, and the product tire 6 having excellent silence as shown in FIG. 6D is obtained. For the same reason as the concave groove 5, the convex portion 17 is preferably provided at the time of vulcanization molding using the vulcanization bladder 3 having the concave groove, not before and after the vulcanization molding.

Alternatively, as shown in FIG. 7 (b), on the tire inner surface 4, do not follow the groove 5 having a minimum depth necessary for securing the gauge thickness of the inner liner and the mold release agent. The convex portion 17 having a thickness corresponding to the gauge can also be disposed in combination. By adopting such a configuration and performing the buffing process using the wear amount of the concave groove 5 and the convex part 17 provided on the tire inner surface 4 as an index, it becomes possible to easily recognize the progress of the buffing process visually, While preventing the tire inner surface 4 from being excessively buffed by the concave groove 5, it is possible to prevent the tire inner surface 4 from being sufficiently buffed by the convex portion 17. This is because it is possible to perform the buff processing. As described above, by suppressing the tire inner surface 4 from being excessively buffed by the concave groove 5 instead of the convex portion 17, the convex portion 17 is not sufficiently buffed, and the vicinity of the convex portion 17 is separated. The problem that the mold remains will be solved.
Hereinafter, the process of disposing the groove 5 and the protrusion 17 on the tire inner surface and attaching the sound absorbing layer 7 will be described in detail with reference to FIG. First, as shown in FIG. 7A, a raw tire 1 before vulcanization molding is prepared. Next, the raw tire 1 is vulcanized and molded using the vulcanization bladder 3 having the linear protrusions 2 and the concave grooves extending in the tire width direction on the outer surface, as shown in FIG. 7 (b). Thus, the tire 6 having the concave groove 5 and the convex portion 17 having a shape corresponding to the shape of the convex portion 2 and the concave groove on the tire inner surface 4 is obtained. Then, buffing on the tire inner surface is started, and buffing is continued until the concave groove 5 in the region X to which the sound absorbing layer 7 is attached is completely worn while visually confirming the convex portion 17. The tire inner surface 4 has a shape as shown in FIG. Next, the sound absorbing layer 7 is attached to the buffed region, and the product tire 6 having excellent silence as shown in FIG. 7D is obtained.

Further, as an example of a tire provided with the groove 5 and the convex portion 17 on the tire inner surface 4 other than those described above, a configuration as shown in FIG. The convex portion 17 is provided on the outer side in the tire width direction of the region to be buffed on the tire inner surface 4, and the end portion 18 on the inner side in the tire width direction of the convex portion 17 is to be buffed (that is, a sound absorbing layer is pasted). It is located at the outer end 13 in the tire width direction of region X). Similar to the second concave groove 5 described above, the end portion 18 on the inner side in the tire width direction of the convex portion 17 is located at the outer end 13 in the tire width direction in the region where buffing is performed. Buffing can be performed while visually checking the position of the inner end 18, that is, the end of the area where buffing is required, and the accuracy of the buffing range is easily improved. It becomes possible.
Hereinafter, the process of disposing the groove 5 and the protrusion 17 on the tire inner surface and attaching the sound absorbing layer 7 will be described in detail with reference to FIG. First, as shown in FIG. 8A, a raw tire 1 before vulcanization molding is prepared. Next, the raw tire 1 is vulcanized and molded by using a vulcanizing bladder 3 that is inclined with respect to the tire width direction on the outer surface and has linear protrusions 2 and grooves having different lengths. As shown in (b), the tire 6 having the groove 5 and the protrusion 17 having a shape corresponding to the shape of the protrusion 2 and the groove on the tire inner surface 4 is obtained. Then, buffing on the tire inner surface is started, and buffing is continued until the concave groove 5 in the region X to which the sound absorbing layer 7 is attached is completely worn while visually confirming the convex portion 17. The tire inner surface 4 has a shape as shown in FIG. Next, the sound absorbing layer 7 is attached to the buffed region, and the product tire 6 having excellent silence as shown in FIG. 8D is obtained.

  In addition, as shown in FIG. 9, it is preferable to dispose the convex portion 17 on the tire inner surface 4 so that the height D of the convex portion 17 is in the range of 0.01 to 1.0 mm. This is because when the height D of the convex portion 17 is less than 0.01 mm, it is difficult to visually confirm the convex portion 17, and the effect obtained by providing the convex portion 17 as described above is effectively obtained. This is because it may not be possible. On the other hand, when the height D of the convex part 17 exceeds 1.0 mm, the convex part 17 will be too thick, resulting in an increase in tire weight and a decrease in running performance. Because there is.

  Note that the above description shows only a part of the embodiment of the present invention, and these configurations can be combined with each other or various modifications can be made without departing from the gist of the present invention. . For example, although illustration is omitted, the concave groove 5 provided in the tire inner surface 4 is not linear, but may be wavy, zigzag, or other polygonal shapes.

  As is apparent from the above description, according to the present invention, it is possible to polish the tire inner surface accurately and in an appropriate amount, and to provide a method for attaching a member to the tire inner surface at a low cost without impairing the performance of the inner liner. became.

DESCRIPTION OF SYMBOLS 1 Raw tire 2 Convex part 3 Vulcanizing bladder 4 Tire inner surface 5 Concave groove 6 Tire (product tire)
7 Sound-absorbing layer 8 Mold 9 Bladder ring 10 Tread portion 11 End portion in the tire width direction of the concave groove 12 First concave groove 13 Outer end in the tire width direction of the region to which the sound-absorbing layer is applied (the tire in the region where buffing is performed) Width direction outer edge)
14 Second concave groove 15 Inner liner 16 Carcass ply 17 Protruding portion 18 End X in the tire width direction of the convex portion Area where the sound absorbing layer is pasted (area where buffing is performed)
Area that contacts both shoulder sides of the Y tread

Claims (10)

In the method of pasting a member to the tire inner surface, buffing the tire inner surface, and pasting the member to the buffed region,
A step of providing a groove having the same depth as the buffing depth desired at the time of buffing in a region where the member is attached on the tire inner surface;
Buffing the tire inner surface until the concave groove disappears ;
And a step of attaching the member to the buffed region. A method of attaching the member to the tire inner surface. The method for attaching a member to the tire inner surface according to claim 1, wherein the concave groove is provided by vulcanization molding.   3. The concave groove is provided in the tire inner surface by vulcanizing and molding a raw tire while pressing the vulcanization bladder against the tire inner surface using a vulcanizing bladder having a convex portion. A method of attaching a member to the tire inner surface. The method for affixing a member to the tire inner surface according to any one of claims 1 to 3, further comprising a step of providing a protrusion protruding toward the tire inner surface side in a region where the member is affixed on the tire inner surface. The vulcanization bladder having a convex portion and a concave groove is used, and the concave groove and the convex portion are provided on the inner surface of the tire by performing vulcanization molding while pressing the vulcanization bladder against the inner surface of the tire. 4. A method of attaching a member to the tire inner surface according to 4 . The method for sticking a member to the tire inner surface according to any one of claims 1 to 5 , further comprising a groove in which an end portion on the inner side in the tire width direction is provided at an outer end in the tire width direction of the region to be buffed. . The depth A of the groove provided on the inner surface of the tire, when the product gauge B, and the minimum required gauge is C, satisfy A ≦ B-C, the inner surface of the tire according to any one of claims 1 to 6 A method for pasting a member to an object. The method for attaching a member to the tire inner surface according to any one of claims 1 to 7 , wherein a depth A of a concave groove provided on the tire inner surface is 0.05 mm or more. A convex portion is further provided on the outer side in the tire width direction of the region to be buffed on the inner surface of the tire, and the end portion on the inner side in the tire width direction of the further provided convex portion is located at the outer end in the tire width direction of the region to be buffed. The method for attaching a member to the tire inner surface according to any one of claims 1 to 8 . The method for attaching a member to the tire inner surface according to claim 8 , wherein a height of the convex portion provided on the tire inner surface is in a range of 0.01 to 1.0 mm.

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