JP6058415B2 - Pneumatic tire - Google Patents

Description

  The present invention relates to a pneumatic tire.

  In the tire manufacturing method, a low cover (uncrosslinked tire) is obtained by combining a number of members such as treads and sidewalls on the former drum. In the raw cover molding process, the diameter of the drum is increased and the shape of the raw cover is adjusted.

  In this manufacturing method, the raw cover is put into a mold. At this time, the bladder is located inside the raw cover. When the bladder is filled with gas, the bladder expands. As a result, the raw cover is deformed. The mold is tightened and the internal pressure of the bladder is increased. The raw cover is pressed between the mold and the bladder. The raw cover is heated by heat conduction from the bladder and the mold. The rubber composition of the raw cover flows by pressurization and heating. The rubber causes a crosslinking reaction by heating, and a tire is obtained.

  The performance of the tire is controlled by adjusting the characteristics of the members constituting the tire. From the viewpoint of improving steering stability, a member containing short fibers may be adopted as a constituent member of the tire.

  The adoption example of the member containing the said short fiber is disclosed by Unexamined-Japanese-Patent No. 2003-146028. In the tire described in this publication, a short fiber reinforced rubber layer is used as a member containing short fibers.

  FIG. 8 shows a run flat tire as an example of the conventional tire 2. The tire 2 includes a tread 4, a wing 6, a sidewall 8, a clinch 10, a bead 12, a carcass 14, a load support layer 16, a belt 18, a band 20, an inner liner 22, and a chafer 24.

  In the tire 2, the tread 4 includes a base layer 26 and a cap layer 28. In FIG. 8, what is indicated by a symbol Pb is an inner end of the base layer 26. 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 plurality of non-stretchable wires. The apex 32 has a tapered shape that tapers outward in the radial direction. The apex 32 is made of a highly hard crosslinked rubber. The carcass ply 34 forming the carcass 14 is bridged between the beads 12 on both sides. The carcass ply 34 is along the inside of the tread 4 and the sidewall 8. The carcass ply 34 is folded around the core 30 from the inner side to the outer side in the axial direction. An end 34 e of the carcass ply 34 reaches the vicinity of the tread 4. The structure of the carcass 14 is called an ultra high turn-up structure. The load support layer 16 is located on the inner side in the axial direction of the sidewall 8. The load support layer 16 has a shape similar to a crescent moon. The load support layer 16 is made of a highly hard crosslinked rubber.

  In the tire 2, when the internal pressure is reduced due to puncture, the load support layer 16 supports the vehicle weight. The load supporting layer 16 allows the tire 2 to travel a certain distance even when the internal pressure is low.

JP 2003-146028 A

  In the tire 2 shown in FIG. 8 described above, a load supporting layer 16 having a large thickness may be employed. As a result, durability (also referred to as run-flat durability) when the internal pressure of the tire 2 is reduced due to puncture can be improved. However, the load support layer 16 may cause an increase in mass. In addition, the load support layer 16 affects the rigidity. This load support layer 16 may also reduce riding comfort.

  According to the above-described member containing short fibers, the rigidity of the tire 2 can be adjusted while suppressing an increase in mass. That is, according to this member, there is a possibility of achieving both handling stability and riding comfort. However, the elongation of a member containing a lot of short fibers is small. For this reason, in the vulcanization process of the tire 2, when the bladder is expanded and the raw cover is deformed, the member may not be able to follow the deformation. In the manufacturing method involving deformation of the raw cover, there is a problem that a member containing a large amount of short fibers cannot be employed. In this manufacturing method, there is a limit in achieving both steering stability and ride comfort.

  The carcass ply 34 of the tire 2 is formed, for example, by preparing a plurality of tapes including a large number of cords arranged in parallel and sequentially joining them. When joining, the edge of one tape is superimposed on the edge of the other tape. For this reason, a junction part is thick compared with another part. Since cords are also present at the edge portions of the tape, the cord density at the joined portion is higher than the cord density at the other portions. When the tire 2 having such a carcass ply 34 is filled with air, a dent may be generated at a position corresponding to the joint portion on the side surface of the tire 2. This dent is also called a dent. Dent affects the appearance and uniformity of the tire 2.

  An object of the present invention is to provide a pneumatic tire that achieves both steering stability and ride comfort while suppressing the occurrence of dents.

  The pneumatic tire according to the present invention is formed by being assembled on the outer surface of a toroidal core, and being pressurized and heated in a cavity formed between the mold and the core. The tire includes a tread whose outer surface forms a tread surface, a pair of sidewalls each extending substantially inward in the radial direction from the tread, a pair of clinch each positioned substantially radially inward of the sidewalls, Each includes a pair of beads positioned axially inward of the clinch, and a carcass spanned between one bead and the other bead along the inside of the tread and the sidewall. The tread includes a base layer and a cap layer located on the radially outer side of the base layer. The base layer is formed by crosslinking the first rubber composition. The first rubber composition includes a base rubber and short fibers. The base layer includes a main body on which the cap layer is laminated, and a pair of protrusions that extend from the main body substantially inward in the radial direction along the carcass. Each protrusion is located inside the sidewall.

  Preferably, the pneumatic tire further includes a pair of load support layers. Each load support layer is located on the inner side in the axial direction than the carcass. The load support layer is formed by crosslinking the second rubber composition. The second rubber composition includes a base rubber and short fibers.

  Preferably, in this pneumatic tire, the amount of the short fibers in the second rubber composition is 5 parts by mass or more and 60 parts by mass or less with respect to 100 parts by mass of the base rubber.

  Preferably, in this pneumatic tire, the amount of the short fiber is 30 parts by mass or more with respect to 100 parts by mass of the base rubber.

  Preferably, in the pneumatic tire, the short fibers in the load support layer are oriented in the circumferential direction.

  Preferably, in this pneumatic tire, the load support layer is formed by winding a second strip made of the second rubber composition in a spiral shape in the circumferential direction.

  Preferably, in this pneumatic tire, the base layer has a hardness of 50 to 80.

  Preferably, in the pneumatic tire, a ratio of a radial height from a bead base line to a radially inner end of the protrusion with respect to a cross-sectional height of the tire is 0.70 or less.

  Preferably, in the pneumatic tire, in the radial direction, a radially inner end of the protruding portion coincides with a reference position corresponding to a half height of the cross-sectional height, or the radial direction of the protruding portion. The inner end is located radially inward from the reference position.

  Preferably, in this pneumatic tire, the thickness of the protruding portion at the reference position is not less than 0.3 mm and not more than 1.9 mm.

  Preferably, in this pneumatic tire, the amount of the short fibers in the first rubber composition is 5 parts by mass or more and 60 parts by mass or less with respect to 100 parts by mass of the base rubber.

  Preferably, in the pneumatic tire, the short fibers in the base layer are oriented in the circumferential direction.

  Preferably, in this pneumatic tire, the base layer is formed by spirally winding a first strip made of the first rubber composition in the circumferential direction.

A method for manufacturing a pneumatic tire according to the present invention includes:
(1) On the outer surface of the toroidal core, a tread whose outer surface forms a tread surface, a pair of sidewalls each extending substantially inward in the radial direction from the end of the tread, and each of which is more radial than the sidewalls A pair of clinch positioned substantially inside, a pair of beads positioned axially inward of the clinch, and one bead and the other bead along the inside of the tread and the sidewall. A carcass, wherein the tread includes a base layer and a cap layer positioned radially outward of the base layer, and the base layer includes a main body on which the cap layer is laminated, A pair of protrusions extending substantially inward in the radial direction along the carcass, and the base layer includes base rubber and short fibers. Comprising the first rubber composition, the steps of the raw cover is assembled,
(2) a step of inserting the raw cover into a mold;
And (3) the raw cover is pressurized and heated in a cavity formed between the mold and the core.

  In the pneumatic tire according to the present invention, the base layer includes short fibers. The tire is assembled on the outer surface of a toroidal core, and is formed by pressing and heating in a cavity formed between the mold and the core. For this reason, in this tire, it is possible to employ a base layer containing many short fibers that could not be employed by the conventional manufacturing method. According to this base layer, the rigidity of the tire can be adjusted while suppressing an increase in mass. That is, this base layer can contribute to both handling stability and ride comfort.

  In this tire, the base layer includes a main body on which a cap layer is laminated, and a pair of protrusions that extend from the main body along the carcass substantially inward in the radial direction. This protrusion is located between the carcass and the sidewall. This protrusion can suppress the generation of dents. As described above, the base layer containing short fibers can contribute to both handling stability and riding comfort. According to the present invention, it is possible to obtain a pneumatic tire that achieves both steering stability and riding comfort while suppressing the occurrence of dents.

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 an enlarged cross-sectional view showing a sidewall portion of the tire of FIG. FIG. 3 is a cross-sectional view taken along line III-III in FIG. FIG. 4 is a schematic view showing the short fibers of the base layer of FIG. FIG. 5 is a perspective view showing a portion of the strip for the base layer. FIG. 6 is a schematic view showing a state of manufacturing the tire of FIG. FIG. 7 is an enlarged cross-sectional view showing a part of the tire of FIG. FIG. 8 is a cross-sectional view showing a part of a conventional tire.

  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 36. In FIG. 1, the vertical direction is the radial direction of the tire 36, the horizontal direction is the axial direction of the tire 36, and the direction perpendicular to the paper surface is the circumferential direction of the tire 36. In FIG. 1, an alternate long and short dash line CL represents the equator plane of the tire 36. The shape of the tire 36 is symmetric with respect to the equator plane except for the tread pattern.

  In FIG. 1, a solid line BBL represents a bead base line. This bead base line is a line that defines a rim diameter (see JATMA) of a rim (not shown) on which the tire 36 is mounted. The bead baseline extends in the axial direction. A double-headed arrow H represents the height in the radial direction from the bead base line to the equator of the tire 36. This height H is the cross-sectional height of the tire 36. The symbol Ph represents the position on the outer surface of the tire 36 where the radial height from the bead base line (double arrow Hh in the figure) is half of the sectional height H. In the tire 36, the position Ph is a reference position corresponding to a half height of the cross-sectional height H.

  In the tire 36, for example, a mark such as a tire high point mark or a tire light point mark indicating uniformity characteristics may be attached to a part of the side surface. The area to be marked is also called a marking area.

  In FIG. 1, the marking area of the tire 36 is indicated by a double-headed arrow m. In the tire 36, the range from the position indicated by the reference symbol P1 to the position indicated by the reference symbol P2 on the side surface is the marking region m. Usually, the position P1 is a position where the height in the radial direction from the bead base line (the double-headed arrow H1 in the figure) is not less than 0.6 times and not more than 0.8 times the sectional height H. Usually, the position P2 is a position where the height in the radial direction from the bead base line (the double-headed arrow H2 in the figure) is 0.2 to 0.4 times the cross-sectional height H.

  The tire 36 includes a tread 38, a sidewall 40, a clinch 42, a bead 44, a carcass 46, a belt 48, a band 50, an inner liner 52, a chafer 54, and a load support layer 56. The tire 36 is a tubeless type. The tire 36 is attached to a passenger car.

  The tread 38 has a shape protruding outward in the radial direction. The outer surface of the tread 38 forms a tread surface 58 that contacts the road surface. A groove 60 is carved on the tread surface 58. The groove 60 forms a tread pattern.

  The tread 38 of the tire 36 includes a base layer 62 and a cap layer 64. The cap layer 64 is located on the outer side in the radial direction of the base layer 62. The base layer 62 is made of a crosslinked rubber having excellent adhesiveness. The cap layer 64 is made of a crosslinked rubber having excellent wear resistance, heat resistance, and grip properties.

  The sidewall 40 extends substantially inward in the radial direction from the tread 38. Specifically, the sidewall 40 extends substantially inward in the radial direction from the end 64 e of the cap layer 64. The sidewall 40 is located outside the carcass 46 in the axial direction. The sidewall 40 is joined to the cap layer 64 at the radially outer end. The sidewall 40 is joined to the clinch 42 at the radially inner end. The sidewall 40 is made of a crosslinked rubber having excellent cut resistance and weather resistance. The aforementioned marking area m is formed on the outer surface of the sidewall 40.

  The clinch 42 is located substantially inward of the sidewall 40 in the radial direction. The clinch 42 is located outside the bead 44 and the carcass 46 in the axial direction. The clinch 42 contacts a flange of a rim (not shown). The clinch 42 is made of a crosslinked rubber having excellent wear resistance.

  The bead 44 is located on the inner side in the axial direction than the clinch 42. In the tire 36, the bead 44 includes a first core 66 a, a second core 66 b, and an apex 68. More specifically, the bead 44 includes a first core 66a, a second core 66b, and an apex 68.

  The first core 66 a is located on the inner side in the axial direction than the carcass 46. The first core 66a has a ring shape. The first core 66a includes a wound non-stretchable first wire 70a. The first core 66a of the tire 36 is formed by winding the first wire 70a in a spiral shape along the circumferential direction. A typical material of the first wire 70a is steel.

  The second core 66b is located on the outer side in the axial direction than the first core 66a. The second core 66 b is located on the outer side in the axial direction than the carcass 46. The second core 66b has a ring shape. The second core 66b includes a wound non-stretchable second wire 70b. The second core 66b of the tire 36 is formed by winding the second wire 70b in a spiral shape along the circumferential direction. A typical material of the second wire 70b is steel. In the tire 36, a wire equivalent to the first wire 70a is used as the second wire 70b.

  The apex 68 is made of a highly hard crosslinked rubber. The apex 68 is located on the outer side in the axial direction than the carcass 46. As is apparent from the drawing, the apex 68 covers the second core 66b and extends substantially outward in the radial direction from the second core 66b. In the tire 36, the outer end 68 e of the apex 68 is located radially inward of the outer end 42 e of the clinch 42.

  In the tire 36, the apex 68 has a sufficient size. The bead 44 including the apex 68 sufficiently tightens the tire 36 to the rim. This bead 44 does not require another apex located on the inner side in the axial direction than the carcass 46. The bead 44 can contribute to a reduction in the number of parts constituting the tire 36. In addition, since the apex 68 only needs to be provided on the outside of the carcass 46 in the axial direction, the bead 44 can be easily manufactured. This bead 44 can contribute to the improvement of productivity.

  The carcass 46 includes a carcass ply 72. The carcass 46 of the tire 36 is composed of a single carcass ply 72. The carcass 46 may be formed from two or more carcass plies 72. The carcass ply 72 is bridged between the beads 44 on both sides. The carcass ply 72 is along the inside of the tread 38 and the sidewall 40. In the tire 36, the end portion of the carcass ply 72 is sandwiched between the first core 66a of the bead 44 and the second core 66b.

  In the tire 36, the carcass ply 72 does not need to be folded back when the carcass 46 is formed, unlike the conventional tire 2. In the tire 36, the carcass 46 can be easily formed. The carcass 46 can contribute to improvement of productivity.

  Although not shown, the carcass ply 72 includes a large number 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 46 has a radial structure. The cord is made of organic fiber. Preferred organic fibers include polyethylene terephthalate fiber, nylon fiber, rayon fiber, polyethylene naphthalate fiber and aramid fiber.

  The belt 48 is located on the radially outer side of the carcass 46. The belt 48 is laminated with the carcass 46. The belt 48 reinforces the carcass 46. The belt 48 includes an inner layer 74a and an outer layer 74b. As is apparent from the drawing, the width of the inner layer 74a is slightly larger than the width of the outer layer 74b in the axial direction. In the tire 36, the end 74ae of the inner layer 74a is the end of the belt 48. The axial width of the belt 48 is preferably 0.7 times or more the maximum width of the tire 36. The belt 48 may include three or more layers 74.

  Although not shown, each of the inner layer 74a and the outer layer 74b 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 absolute value of the tilt angle is usually 10 ° to 35 °. The inclination direction of the cord of the inner layer 74a with respect to the equator plane is opposite to the inclination direction of the cord of the outer layer 74b with respect to the equator plane. A preferred material for the cord is steel. An organic fiber may be used for the cord.

  The band 50 is located on the radially outer side of the belt 48. In the tire 36, the axial width of the band 50 is slightly larger than the axial width of the belt 48. Although not shown, the band 50 is composed of a cord and a topping rubber. The cord is wound in a spiral. The band 50 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 48 is restrained by this cord, the lifting of the belt 48 is suppressed. From the standpoint that the belt 48 is effectively restrained, the axial width of the band 50 is preferably 0.9 to 1.1 times the axial width of the belt 48. In the tire 36, the cord of the band 50 is made of an organic fiber. Examples of preferable organic fibers include nylon fibers, polyethylene terephthalate fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers.

  The inner liner 52 is located inside the carcass 46. The inner liner 52 forms the inner surface of the tire 36. The inner liner 52 is made of a crosslinked rubber. For the inner liner 52, rubber having excellent air shielding properties is used. A typical base rubber of the inner liner 52 is butyl rubber or halogenated butyl rubber. The inner liner 52 holds the internal pressure of the tire 36.

  The chafer 54 is located in the vicinity of the bead 44. When the tire 36 is incorporated into the rim, the chafer 54 contacts the rim. By this contact, the vicinity of the bead 44 is protected. In this embodiment, the chafer 54 is made of cloth and rubber impregnated in the cloth. The chafer 54 may be integrated with the clinch 42. In this case, the material of the chafer 54 is the same as the material of the clinch 42.

  The load support layer 56 is made of a crosslinked rubber. The load support layer 56 is located on the inner side in the axial direction than the sidewall 40. The load support layer 56 is located on the inner side in the axial direction than the carcass 46. The load support layer 56 is located on the outer side in the axial direction than the inner liner 52. The radially inner portion of the load support layer 56 covers the first core 66 a of the bead 44. The load support layer 56 extends substantially outward in the radial direction from the first core 66a. The radially outer portion of the load support layer 56 has a tapered shape. The radially outer end 56e of the load support layer 56 is located on the inner side of the end 74be of the outer layer 74b of the belt 48 in the axial direction.

  The load support layer 56 can contribute to the rigidity of the tire 36. In the tire 36, the load support layer 56 is located between the carcass 46 and the inner liner 52 on the inner side in the axial direction of the sidewall 40. In the tire 36, when the internal pressure is reduced due to puncture, the load support layer 56 supports the vehicle weight. Thereby, even when the internal pressure is low, the tire 36 can travel a certain distance. The tire 36 is a run flat tire. The tire 36 is a side reinforcing type.

  As described above, the tread 38 of the tire 36 includes the base layer 62 and the cap layer 64. Specifically, the tread 38 includes a base layer 62 and a cap layer 64. As is apparent from the drawing, the end 62 e of the base layer 62 does not coincide with the end 64 e of the cap layer 64. The base layer 62 protrudes from the cap layer 64. The protruding portion extends substantially inward in the radial direction along the carcass 46. The base layer 62 of the tire 36 includes a main body 76 on which a cap layer 64 is laminated, and a projecting portion 78 extending substantially inward in the radial direction along the carcass 46 from the main body 76.

  The base layer 62 of the tire is formed by cross-linking the first rubber composition. The first rubber composition includes a base rubber. Examples of the base rubber include natural rubber, polybutadiene, styrene-butadiene copolymer, polyisoprene, ethylene-propylene-diene terpolymer, polychloroprene, acrylonitrile-butadiene copolymer, and isobutylene-isoprene copolymer. Illustrated. From the viewpoint of adhesiveness, natural rubber is preferred as the base rubber. Two or more kinds of rubbers may be used in combination.

  The first rubber composition of the base layer 62 further includes short fibers. The short fibers can contribute to the strength of the base layer 62. As this short fiber, an organic fiber is illustrated. Examples of the organic fibers include nylon fibers, rayon fibers, aramid fibers, polyethylene naphthalate fibers, and polyester fibers. From the viewpoint of weight reduction and cost reduction, paper fibers obtained by pulverizing raw material paper made of kraft paper and waste newspaper may be used as the short fibers.

  In the tire 36, the blend amount of the short fibers in the first rubber composition of the base layer 62 is preferably 5 parts by mass or more and 60 parts by mass or less with respect to 100 parts by mass of the base rubber. By setting the blend amount of the short fibers to 5 parts by mass or more, the base layer 62 has an appropriate strength. The base layer 62 can contribute to the rigidity of the tire 36. In this respect, the blend amount of the short fibers is more preferably 10 parts by mass or more. By setting the blending amount of the short fibers to 60 parts by mass or less, the adhesiveness of the base layer 62 is appropriately maintained. The base layer 62 can be sufficiently bonded to members such as the cap layer 64, the sidewall 40, the band 50, and the carcass 46. The tire 36 is excellent in durability. In this respect, the blending amount of the short fibers is more preferably 55 parts by mass or less.

  Preferably, the first rubber composition of the base layer 62 includes sulfur. Rubber molecules are cross-linked by sulfur. Other crosslinking agents may be used with or instead of sulfur. Crosslinking may be performed by an electron beam.

  Preferably, the first rubber composition of the base layer 62 includes a vulcanization accelerator together with sulfur. A sulfenamide vulcanization accelerator, a guanidine vulcanization accelerator, a thiazole vulcanization accelerator, a thiuram vulcanization accelerator, a dithiocarbamate vulcanization accelerator, and the like can be used.

  The first rubber composition of the base layer 62 includes a reinforcing material. A typical reinforcement is carbon black. FEF, GPF, HAF, ISAF, SAF, etc. can be used. From the viewpoint of the strength of the base layer 62, the amount of carbon black is preferably 5 parts by mass or more with respect to 100 parts by mass of the base rubber. In light of the softness of the base layer 62, the amount of carbon black is preferably 50 parts by mass or less. Silica may be used together with or in place of carbon black. Dry silica and wet silica can be used.

  The first rubber composition of the base layer 62 includes a softening agent. Examples of preferable softeners include paraffinic process oil, naphthenic process oil, and aromatic process oil. In light of the softness of the base layer 62, the amount of the softening agent is preferably 10 parts by mass or more with respect to 100 parts by mass of the base rubber. From the viewpoint of the strength of the base layer 62, the amount of the softening agent is preferably 40 parts by mass or less.

  In addition to the components described above, the first rubber composition of the base layer 62 requires compounding agents conventionally used in the rubber industry, such as stearic acid, zinc oxide, anti-aging agents, waxes, crosslinking aids, and the like. Depending on the situation, it is further added.

  FIG. 2 shows a part of the tire 36 of FIG. In FIG. 2, the portion of the base layer 62 where the protrusion 78 is provided is shown enlarged. In FIG. 2, the vertical direction is the radial direction of the tire 36, the horizontal direction is the axial direction of the tire 36, and the direction perpendicular to the paper surface is the circumferential direction of the tire 36. FIG. 3 is a cross-sectional view taken along line III-III in FIG. In FIG. 3, a part of the base layer 62 is shown. In FIG. 3, the vertical direction is the radial direction of the tire 36, and the horizontal direction is the circumferential direction of the tire 36.

  As shown in the drawing, the base layer 62 is composed of a large number of short fibers 80 and a matrix 82. In other words, the base layer 62 is made of fiber reinforced rubber (FRR). These short fibers 80 are dispersed in the matrix 82. The longitudinal direction of these short fibers 80 is substantially along the circumferential direction. In the base layer 62, the short fibers 80 are oriented in the circumferential direction. The short fibers 80 can effectively contribute to the strength of the base layer 62.

  FIG. 4 is a schematic view showing the short fibers 80 of the base layer 62 of FIG. In FIG. 4, the left-right direction is the circumferential direction. What is indicated by the arrow θ is the angle of the short fiber 80. The angle θ is an absolute value of an angle formed by the straight line X1 and the straight line X2. The straight line X1 extends in the circumferential direction. The straight line X2 passes through one end 84a and the other end 84b of the short fiber 80. This angle θ is an angle formed by the longitudinal direction of the short fibers 80 with respect to the circumferential direction. The angle θ is 0 ° or more and 90 ° or less. In FIG. 4, what is indicated by a double arrow L is the fiber length. The fiber length L is obtained by measuring the length from one end 84a to the other end 84b.

  From the viewpoint that the base layer 62 can effectively contribute to the rigidity of the tire 36, the ratio of the number of short fibers 80 having an angle θ of 20 ° or less to the total number of short fibers 80 is preferably 50% or more. 70% or more is more preferable, and 90% or more is particularly preferable. In calculating the ratio, the angle of the short fibers 80 exposed in the cross section of the base layer 62 along the circumferential direction is measured. The angle is measured for 100 short fibers 80 extracted at random. When the ratio of the number of short fibers 80 having an angle θ of 20 ° or less to the total number of short fibers 80 is 90% or more, the short fibers 80 in the base layer 62 are oriented in the circumferential direction. is there.

  In the tire 36, the short fibers 80 effectively increase the strength of the base layer 62. The base layer 62 can contribute to the rigidity of the tire 36. The tire 36 including the base layer 62 is excellent in handling stability.

  In the tire 36, the protruding portion 78 of the base layer 62 extends in the substantially radial direction inside the sidewall 40. The protrusion 78 can effectively increase the rigidity of the tire 36. The protrusion 78 can contribute to the steering stability of the tire 36.

  In the tire 36, the influence of the short fibers 80 included in the base layer 62 on the mass is small. In the tire 36, the increase in mass is suppressed despite the protrusion 78 provided on the base layer 62.

  As described above, in the tire 36, the short fibers 80 included in the base layer 62 are oriented in the circumferential direction. In the tire 36, the influence of the base layer 62 on the bending is suppressed. In the tire 36, the riding comfort is appropriately maintained.

  In the tire 36, from the viewpoint that the short fibers 80 effectively increase the strength of the base layer 62, the average length L (see FIG. 4) of the short fibers 80 is preferably 20 μm or more. The base layer 62 is sufficiently reinforced by the short fibers 80 having an average length L of 20 μm or more. From the viewpoint of dispersibility in the matrix 82, the average length L is preferably 5000 μm or less.

  The average diameter D of the short fibers 80 is preferably 0.04 μm or more. The short fiber 80 having an average diameter D of 0.04 μm or more sufficiently increases the strength of the base layer 62. From the viewpoint of dispersibility in the matrix 82, the average diameter D is preferably 500 μm or less.

  The aspect ratio (L / D) of the short fiber 80 is preferably 10 or more. The strength of the base layer 62 is sufficiently enhanced by the short fibers 80 having an aspect ratio (L / D) of 10 or more. From the viewpoint of dispersibility in the matrix 82, the aspect ratio (L / D) is preferably 500 or less.

  As described above, the load support layer 56 is made of a crosslinked rubber. In other words, in the tire 36, the load support layer 56 is formed by crosslinking the second rubber composition. The second rubber composition includes a base rubber. Examples of the base rubber include natural rubber, polybutadiene, styrene-butadiene copolymer, polyisoprene, ethylene-propylene-diene terpolymer, polychloroprene, acrylonitrile-butadiene copolymer, and isobutylene-isoprene copolymer. Illustrated. Two or more kinds of rubbers may be used in combination.

  Preferably, the second rubber composition of the load support layer 56 further includes short fibers. The short fibers can contribute to the strength of the load support layer 56. For this short fiber, the short fiber 80 described above with respect to the base layer 62 is preferably used.

  Preferably, the second rubber composition of the load support layer 56 includes sulfur. Rubber molecules are cross-linked by sulfur. Other crosslinking agents may be used with or instead of sulfur. Crosslinking may be performed by an electron beam.

  Preferably, the second rubber composition of the load support layer 56 includes a vulcanization accelerator together with sulfur. A sulfenamide vulcanization accelerator, a guanidine vulcanization accelerator, a thiazole vulcanization accelerator, a thiuram vulcanization accelerator, a dithiocarbamate vulcanization accelerator, and the like can be used.

  The second rubber composition of the load support layer 56 includes a reinforcing material. A typical reinforcement is carbon black. FEF, GPF, HAF, ISAF, SAF, etc. can be used. From the viewpoint of the strength of the load support layer 56, the amount of carbon black is preferably 5 parts by mass or more with respect to 100 parts by mass of the base rubber. In light of the softness of the load support layer 56, the amount of carbon black is preferably 50 parts by mass or less. Silica may be used together with or in place of carbon black. Dry silica and wet silica can be used.

  The second rubber composition of the load support layer 56 includes a softening agent. Examples of preferable softeners include paraffinic process oil, naphthenic process oil, and aromatic process oil. From the viewpoint of the softness of the load support layer 56, the amount of the softening agent is preferably 10 parts by mass or more with respect to 100 parts by mass of the base rubber. From the viewpoint of the strength of the load support layer 56, the amount of the softening agent is preferably 40 parts by mass or less.

  In addition to the above-described components, the second rubber composition of the load support layer 56 requires compounding agents conventionally used in the rubber industry, such as stearic acid, zinc oxide, anti-aging agents, waxes, and crosslinking aids. Depending on the case, it is further added.

  As described above, the second rubber composition of the load support layer 56 can include short fibers. In this case, the short fibers effectively increase the strength of the load support layer 56. In the tire 36, when the internal pressure is reduced due to puncture, the load support layer 56 can effectively contribute to the support of the vehicle weight. The tire 36 is excellent in durability when the internal pressure is reduced by puncture (also referred to as run-flat durability).

  As described above, when the load support layer 56 includes short fibers, the short fibers effectively increase the strength of the load support layer 56. For this reason, in the tire 36, the thickness of the load support layer 56 can be reduced. The thin load support layer 56 can contribute to weight reduction of the tire. Moreover, the influence of the short fibers on the mass of the tire 36 is small. In the tire 36, an increase in mass is suppressed.

  In the tire 36, the blending amount of the short fibers in the second rubber composition of the load support layer 56 is preferably 5 parts by mass or more and 60 parts by mass or less with respect to 100 parts by mass of the base rubber. By setting the blending amount of the short fibers to 5 parts by mass or more, the short fibers can effectively contribute to the strength of the load support layer 56. The tire 36 is excellent in run flat durability. In this respect, the blend amount of the short fibers is more preferably 10 parts by mass or more, further preferably 15 parts by mass or more, and particularly preferably 30 parts by mass or more. By setting the blending amount of the short fibers to 60 parts by mass or less, the load support layer 56 can be sufficiently bonded to each of the inner liner 52 and the carcass 46. The tire 36 is excellent in durability.

  In the tire 36, when the load support layer 56 includes short fibers, the short fibers in the load support layer 56 are preferably oriented in the circumferential direction. Thereby, the influence on the bending by the load support layer 56 is suppressed. In the tire 36, the riding comfort is appropriately maintained. The orientation state of the short fibers in the load support layer 56 is confirmed in the same manner as the orientation state of the short fibers 80 in the base layer 62 described above.

  In the tire 36, the protrusion 78 of the base layer 62 described above extends in the substantially radial direction along the load support layer 56. In the tire 36, in addition to the load support layer 56, the protrusion 78 can also contribute to the support of the vehicle weight. The tire 36 is excellent in run flat durability.

  The tire 36 described above is manufactured as follows. In this manufacturing method, the first rubber composition of the base layer 62 is extruded to form the first strip shown in FIG. In FIG. 5, the direction indicated by the arrow A is the length direction of the first strip 86. This length direction is also the extrusion direction of the first strip 86.

  In this manufacturing method, the first strip 86 is formed so that the cross-sectional shape thereof is rectangular. As described above, the first rubber composition of the base layer 62 includes the short fibers 80. Accordingly, the first strip 86 also includes the short fibers 80. Since the first strip 86 is formed by extruding the first rubber composition, the short fibers 80 are oriented in the extrusion direction, in other words, in the length direction of the first strip 86. Here, “orientation in the length direction” means that the ratio of the number of short fibers 80 whose longitudinal direction is 20 ° or less with respect to the length direction of the first strip 86 to the total number of short fibers 80 is 90. It means the case where it is more than%. The angle formed by the longitudinal direction of the short fibers 80 in the first strip 86 with respect to the length direction of the first strip 86 is measured by the same method as the method for measuring the angle θ in the base layer 62 described above. In calculating the ratio, the angle of the short fibers 80 exposed on the surface of the first strip 86 is measured.

  In FIG. 5, a double arrow TT represents the thickness of the first strip 86 used for forming the base layer 62. A double arrow WT represents the width of the first strip 86.

  In this manufacturing method, the thickness TT is preferably 0.3 mm or greater and 2.0 mm or less. By setting the thickness TT to be 0.3 mm or more, the strength of the first strip 86 is appropriately maintained. In addition, the base layer 62 formed by the first strip 86 can effectively contribute to the rigidity of the tire 36. In this respect, the thickness TT is more preferably equal to or greater than 0.5 mm. By setting the thickness TT to 2.0 mm or less, formation of a step due to the thickness TT is prevented. In this respect, the thickness TT is more preferably 1.0 mm or less.

  In this manufacturing method, the width WT is preferably 3 mm or more and 25 mm or less. By setting the width WT to 3 mm or more, the productivity of the tire 36 can be appropriately maintained. From this viewpoint, the width WT is preferably 5 mm or more. By setting the width WT to 25 mm or less, the rigidity difference between the winding start and the winding end of the first strip 86 is appropriately maintained. According to the first strip 86, the base layer 62 having an appropriate shape is obtained. From this viewpoint, the width WT is more preferably 15 mm or less.

  In this manufacturing method, the second rubber composition of the load support layer 56 is extruded to form a second strip. Although not shown, the second strip has a configuration similar to that of the first strip 86 shown in FIG.

  In this manufacturing method, a core is prepared. Although not shown, the core has a toroidal outer surface. The outer surface is approximated to the inner surface shape of the tire 36 in a state where air is filled and the internal pressure is maintained at 5% of the normal internal pressure.

  In this manufacturing method, the inner liner 52 is wound around the outer surface of the core. On the inner liner 52, the second strip described above is spirally wound in the circumferential direction. Thereby, the load support layer 56 is formed.

  When the load support layer 56 is formed, the first core 66 a of the bead 44 is combined with the load support layer 56. A carcass ply 72 is formed on the outer side of the inner liner 52 combined with the load support layer 56 and the first core 66a.

  In this manufacturing method, in order to form the carcass ply 72, a plurality of tapes (not shown) including a large number of cords arranged in parallel are prepared. The tapes 72 are formed by sequentially joining these tapes.

  In this manufacturing method, the second core 66 b of the bead 44 is combined with the end portion of the carcass ply 72. Then, the belt 48, the band 50, the apex 68, and the clinch 42 are formed.

  In this manufacturing method, when the left and right clinches 42 are formed, the first strip 86 is spirally wound in the circumferential direction from the one clinching 42 side toward the other clinching 42 side. Thereby, the base layer 62 is formed.

  In this manufacturing method, the cap layer 64 and the sidewall 40 are further combined to obtain a raw cover (uncrosslinked tire). In this manufacturing method, the process of assembling the raw cover is called a molding process.

  In this manufacturing method, a large number of elements including the base layer 62 are combined on the outer surface of the core to obtain a raw cover. In other words, the raw cover is assembled on the outer surface of the core. As described above, the outer surface of the core is approximated to the shape of the inner surface of the tire 36 that is filled with air and whose internal pressure is maintained at 5% of the normal internal pressure. This manufacturing method does not require shaping of the raw cover as in the conventional manufacturing method. In this manufacturing method, the raw cover is not extended in the molding process.

  The raw cover is put into the opened mold. In this manufacturing method, the raw cover is put into the mold while being combined with the core. Therefore, the core is located inside the raw cover put into the mold.

  In this manufacturing method, as shown in FIG. 6, when the mold (symbol M in the figure) is tightened, the raw cover (symbol R in the figure) is connected to the cavity surface 88 of the mold M and the core (in the figure). The pressure is sandwiched between the outer surface 90 of N). The raw cover R is heated by heat conduction from the core N and the mold M. The rubber composition of the raw cover R flows by pressurization and heating. The rubber composition causes a crosslinking reaction by heating, and the tire 36 shown in FIG. 1 is obtained. The tire 36 is formed by pressurizing and heating the raw cover R in a cavity formed between the mold M and the core N. In this manufacturing method, the process in which the raw cover R is pressurized and heated is referred to as a crosslinking process.

  As described above, in this manufacturing method, the raw cover R is put into the mold M in a state of being combined with the core N, and is pressed and heated by being sandwiched between the cavity surface 88 of the mold M and the outer surface 90 of the core N. Is done. In this manufacturing method, the bladder used in the conventional manufacturing method is unnecessary. In this manufacturing method, the raw cover R is not extended in the crosslinking step.

  The base layer 62 of the tire 36 is formed by pressing and heating an element made of the first rubber composition including the short fibers 80 in a cavity formed between the mold M and the core N. As described above, in this manufacturing method, the raw cover R is not extended in the molding process. Even in the crosslinking step, the raw cover R is not stretched. For this reason, in this manufacturing method, even if the first strip 86 for the base layer 62 contains a large amount of short fibers to such an extent that the first strip 86 breaks without being stretched when the operator picks it with a finger and pulls it. The base layer 62 is formed from one strip 86, and the raw cover R is obtained. The tire 36 is obtained from the low cover R. According to this manufacturing method, the tire 36 including the base layer 62 containing a large amount of short fibers 80 can be produced with high quality and stability.

  As described above, in the tire 36, the load support layer 56 may include short fibers. In this manufacturing method, the raw cover R is not stretched either in the molding step or in the crosslinking step. For this reason, in this manufacturing method, even if the second strip for the load support layer 56 contains a large amount of short fibers to such an extent that the operator does not stretch and breaks when the operator pulls and pulls it with his / her finger. The load support layer 56 is formed from the two strips, and the raw cover R is obtained. The tire 36 is obtained from the low cover R. According to this manufacturing method, the tire 36 including the load support layer 56 containing a large amount of short fibers can be produced with high quality and stability.

  In the tire 36, the base layer 62 is formed by spirally winding the first strip 86 in the circumferential direction. The base layer 62 is formed by winding a sheet and joining one end and the other end of the sheet together like a conventional base layer formed using a single sheet. Absent. The form of this base layer 62 is not unique. In addition, since the tire 36 can be obtained without extending the low cover R, the form change of the base layer 62 can be effectively suppressed in the method for manufacturing the tire 36. The base layer 62 has a uniform shape in the circumferential direction. The base layer 62 can contribute to improvement of tire uniformity.

  In the tire 36, the load support layer 56 is formed by winding the second strip in a spiral shape in the circumferential direction. The load support layer 56 is formed by winding a sheet and joining one end and the other end of the sheet together like a conventional load support layer formed using a single sheet. There is no seam. The form of the load support layer 56 is not unique. In addition, since the tire 36 can be obtained without extending the low cover R, in the method for manufacturing the tire 36, the change in the shape of the load support layer 56 can be effectively suppressed. The load support layer 56 has a uniform shape in the circumferential direction. The load support layer 56 can contribute to improvement of run flat durability.

  As described above, the carcass ply 72 is formed by sequentially joining a plurality of tapes. The carcass ply 72 has a plurality of joint portions. These joining portions are arranged at substantially equal intervals in the circumferential direction. In the tire 36, the radially inner end 62e of the protrusion 78 is located radially inward of the position P1. In other words, the projecting portion 78 is laminated with the carcass ply 72 inside the marking region m. The protrusion 78 can suppress the generation of dent due to the joint portion of the carcass ply 64. From this viewpoint, it is more preferable that the inner end 62e is arranged so as to coincide with the reference position Ph in the radial direction. The inner end 62e is more preferably located radially inward from the reference position Ph. When the inner end 62e is close to the radially outer end 68e of the apex 68, the rigidity becomes excessive and the ride comfort may be deteriorated. From this point of view, it is preferable that the inner end 62e is located radially outside the outer end 68e of the apex 68.

  In the tire 36, the hardness of the base layer 62 is preferably 50 or greater and 85 or less. By setting the hardness to 50 or more, the base layer 62 can contribute to the rigidity of the tire 36. The tire 36 is excellent in handling stability. Moreover, when the internal pressure of the tire 36 is reduced due to puncture, the base layer 62 can effectively contribute to the support of the vehicle weight. From this viewpoint, the hardness is more preferably 60 or more. By setting the hardness to 80 or less, the influence on the bending by the base layer 62 is suppressed. In the tire 36, the riding comfort is appropriately maintained. In this respect, the hardness is more preferably equal to or less than 70.

  In the present application, the hardness is JIS-A hardness. This hardness is measured with a type A durometer in an environment of 23 ° C. in accordance with the provisions of “JIS-K6253”. More specifically, the hardness is measured by pressing a type A durometer against the cross section shown in FIG.

  In the tire 36, the hardness of the load support layer 56 is preferably 60 or greater and 85 or less. By setting the hardness to 60 or more, when the internal pressure of the tire 36 is reduced due to puncture, the load support layer 56 can effectively contribute to support of the vehicle weight. From this viewpoint, the hardness is more preferably 65 or more. By setting the hardness to 85 or less, the influence on the bending by the load support layer 56 is suppressed. In the tire 36, the riding comfort is appropriately maintained. In this respect, the hardness is more preferably equal to or less than 80.

  In the tire 36, the hardness of the sidewall 40 is preferably 40 or greater and 75 or less. By setting the hardness to 40 or more, the sidewall 40 can effectively contribute to the rigidity of the tire 36. The tire 36 is excellent in handling stability. In this respect, the hardness is more preferably equal to or greater than 45. By setting the hardness to 75 or less, excessive rigidity of the tire 36 is effectively suppressed. In the tire 36, the riding comfort is appropriately maintained. From this viewpoint, the hardness is more preferably 65 or less.

  In FIG. 7, a double arrow t represents the thickness of the base layer 62 at the position Ph. A double-headed arrow e represents the thickness of the load support layer 56 at the position Ph. A double arrow E represents the thickness of the sidewall 40 at the position Ph. A double-headed arrow Hb represents the height in the radial direction from the bead base line to the inner end 62e of the base layer 62.

  In the tire 36, the thickness t of the base layer 62 is preferably 0.3 mm or greater and 1.8 mm or less. By setting the thickness t to 0.3 mm or more, the base layer 62 can effectively contribute to the rigidity of the tire 36. The tire 36 is excellent in handling stability. In this respect, the thickness t is more preferably equal to or greater than 0.8 mm. By setting the thickness t to 1.8 mm or less, the influence on the bending by the base layer 62 is suppressed. In the tire 36, the riding comfort is appropriately maintained. From this viewpoint, the thickness t is more preferably 1.3 mm or less.

  In the tire 36, the thickness e of the load support layer 56 is preferably 1 mm or greater and 15 mm or less. By setting the thickness e to 1 mm or more, when the internal pressure of the tire 36 is reduced due to puncture, the load support layer 56 can effectively contribute to the support of the vehicle weight. In this respect, the thickness e is more preferably 3 mm or more. By setting the thickness e to 15 mm or less, the influence of the load supporting layer 56 on the bending is suppressed. In the tire 36, the riding comfort is appropriately maintained. Moreover, since the thickness e is not excessive, the mass of the tire 36 is appropriately maintained. From this viewpoint, the thickness e is more preferably 12 mm or less, and further preferably 10 mm or less.

  In the tire 36, the thickness E of the sidewall 40 is preferably 1 mm or greater and 10 mm or less. By setting the thickness E to be 1 mm or more, the sidewall 40 can effectively contribute to the protection of the carcass 46. In this respect, the thickness E is more preferably 2 mm or more. By setting the thickness E to 10 mm or less, the influence of the side wall 40 on the deflection is suppressed. In the tire 36, the riding comfort is appropriately maintained. Moreover, since the thickness E is not excessive, the mass of the tire 36 is appropriately maintained. In this respect, the thickness E is more preferably 7 mm or less.

  In the tire 36, from the viewpoint of run-flat durability, the thickness e is the sum of the thickness E of the sidewall 40 and the thickness t of the apex 68 (E + t), in other words, the thickness of the outer portion from the carcass 46. It is preferable that the thickness is also increased. Thereby, when the internal pressure of the tire 36 is reduced due to the puncture, the load support layer 56 can effectively contribute to the support of the vehicle weight. From this viewpoint, the ratio of the thickness e to the sum (E + t) is preferably set to be larger than 1. This ratio is preferably smaller than 3 from the viewpoint that the influence on the mass and riding comfort by the load support layer 56 is suppressed.

  In this tire, preferably, the thickness t of the base layer 62 is smaller than the thickness E of the sidewall 40. In other words, the base layer 62 has a thickness t smaller than the thickness E of the sidewall 40 at the position Ph. In the tire 36, the influence of the base layer 62 on the rigidity is effectively controlled. In the tire 36, the base layer 62 can contribute to improvement in steering stability without impairing the ride comfort. From this viewpoint, the ratio of the thickness t to the thickness E is more preferably 0.08 or more, and more preferably 0.81 or less.

  In the tire 36, the ratio of the height Hb to the cross-sectional height H is preferably 0.7 or less. Thereby, the protrusion part 78 of the base layer 62 can contribute to suppression of steering stability and dent. In this respect, the ratio is more preferably equal to or less than 0.5, still more preferably less than 0.5, and particularly preferably equal to or less than 0.47. This ratio is preferably 0.3 or more from the viewpoint that the influence of the protrusion 78 on the rigidity can be suppressed.

  In the present invention, the size and angle of each member of the tire 36 are measured in a state where the tire 36 is incorporated in a regular rim and the tire 36 is filled with air so as to have a regular internal pressure. During the measurement, no load is applied to the tire 36. In the present specification, the normal rim means a rim defined in a standard on which the tire 36 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 36 depends. “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 36, the dimensions and angle are measured in a state where the internal pressure is 180 kPa.

  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]
A raw cover was formed on the outer surface of the core, and the raw cover was put into the mold while being combined with the core. The raw cover is pressed and heated in a cavity formed between the mold and the core, thereby having the basic configuration shown in FIG. 1 and the specification shown in Table 1 below. 1 pneumatic tire (size: 245 / 40R18) was obtained. This tire is a run flat tire. The fact that this tire was manufactured by the core method is indicated by “A” in this table.

  For the formation of the base layer, a first strip made of a first rubber composition having a short fiber content of 30 parts by mass was used. The base layer was formed by spirally winding the first strip in the circumferential direction. The strip had a width WT of 10 mm and a thickness TT of 0.8 mm. When the first strip was picked with a finger and pulled in the length direction, the first strip was immediately broken. This is represented by “B” in this table. Short fibers made of aramid fibers (average outer diameter = 10 μm, average length = 500 μm) were used as the short fibers. The hardness of the base layer was 65.

  For the formation of the load support layer, a second strip made of the second rubber composition having a short fiber content of 40 parts by mass was used. The load support layer was formed by winding this second strip in a spiral shape in the circumferential direction. The width of this second strip was 10 mm and its thickness was 0.8 mm. When the second strip was picked with a finger and pulled in the length direction, the second strip immediately broke. This is represented by “B” in this table. Short fibers made of aramid fibers (average outer diameter = 10 μm, average length = 500 μm) were used as the short fibers. The load supporting layer had a hardness of 75.

  In the first embodiment, the base layer includes a main body 76 on which a cap layer is laminated, and a pair of protrusions 78 extending from the main body 76 substantially inward in the radial direction. This is represented by “Y” in the “projection 78” column of this table. The ratio (Hb / H) of the radial height Hb from the bead base line to the inner edge of the base layer with respect to the tire cross-section height H was 0.43. The thickness e of the load support layer at the reference position corresponding to half the height of the cross section of the tire was 10 mm. The apex thickness t at this reference position was 0.9 mm. The sidewall thickness E at the reference position was 3.1 mm. The sidewall hardness was 60.

[Example 2-10]
A tire of Example 2-10 was obtained in the same manner as in Example 1 except that the blending amount of the short fibers in the load supporting layer was as shown in Tables 2 and 3 below. In Example 2-5, when the second strip was picked with a finger and pulled in the length direction, the second strip was slightly elongated (elongation rate was about 3%). This is represented by “S” in this table. In other cases, the second strip broke as soon as it was picked with a finger and pulled in the length direction.

[Examples 11-19]
Tires of Examples 11-19 were obtained in the same manner as in Example 1 except that the blending amount of the short fibers in the base layer was as shown in Tables 4 and 5 below. In Examples 11-14, when the first strip was picked with a finger and pulled in the length direction, the strip was slightly elongated (elongation rate was about 3%). Other than these, the first strip broke as soon as it was picked with a finger and pulled in the length direction.

[Example 20-28]
Tires of Examples 20 to 28 were obtained in the same manner as in Example 1 except that the thickness t and the thickness E were as shown in Tables 6 and 7 below.

[Examples 29-37]
Tires of Examples 29-37 were obtained in the same manner as in Example 1 except that the hardness of the base layer was as shown in Tables 8 and 9 below.

[Examples 38-45]
Tires of Examples 38-45 were obtained in the same manner as in Example 1 except that the ratio (Hb / H) was as shown in Tables 10 and 11 below.

[Comparative Example 4]
A tire of Comparative Example 4 was obtained in the same manner as in Example 1 except that the protrusion 78 was not provided on the base layer. In Comparative Example 4, short fibers are not blended in the base layer.

[Comparative Example 1]
A pneumatic tire (size: 245 / 40R18) of Comparative Example 1 having the basic configuration shown in FIG. 8 and the specifications shown in Table 1 below was obtained by a conventional manufacturing method. This tire is a conventional run flat tire. In this tire, the load support layer was formed using a sheet. Therefore, this load bearing layer has a seam. In this manufacturing method, the raw cover was shaped in the molding process. In the cross-linking step, the raw cover was expanded using a bladder. In this table, “C” represents that the tire was manufactured by the conventional manufacturing method.

  Although the base layer is provided in the tread of the comparative example 1, the protruding portion 78 is not provided as in the first embodiment. The ratio (Hb / H) of the radial height Hb from the bead base line to the inner end Pb of the base layer to the tire cross-section height H was 0.73. The base layer had a hardness of 65. Short fibers are not blended in the base layer.

  The load supporting layer of Comparative Example 1 does not contain short fibers. The load supporting layer had a hardness of 75. The sidewall hardness was 60. The thickness e of the load support layer at a position corresponding to a height Hh which is half the cross-sectional height H of the tire was 12 mm. The side wall thickness E at a position corresponding to the half height Hh of the cross-sectional height H was 4 mm.

[Comparative Example 2-3]
Comparison was made in the same manner as in Comparative Example 1 except that short fibers made of aramid fibers (average outer diameter = 10 μm, average length = 500 μm) were blended in the load support layer, and the blending amounts were as shown in Table 1 below. The tire of Example 2-3 was obtained.

[Tire mass]
The mass of the tire was measured. The results are shown in Tables 1 to 11 below as index values with Comparative Example 1 taken as 100. It is shown that the smaller the numerical value, the smaller the mass.

[Durability (Runflat)]
A tire was incorporated into a regular rim, and the tire was filled with air so that the internal pressure was 180 kPa. This tire was mounted on a drum type traveling tester, and a longitudinal load of 7.5 kN was applied to the tire. The puncture state was reproduced with the internal pressure of the tire as normal pressure, and the tire was run on a drum having a radius of 1.7 m at a speed of 80 km / h. The distance traveled until the tire broke was measured. The results are shown in Tables 1 to 11 below as index values with Comparative Example 1 taken as 100. A larger numerical value is preferable.

[Maneuvering stability and ride comfort]
The tire was incorporated into a rim of 18 × 8.5 J, and the tire was filled with air so as to achieve a standard internal pressure. This was installed in a front engine rear wheel drive passenger car with a displacement of 3.0 liters. The driver was driven on the racing circuit to evaluate the driving stability and ride comfort. The results are shown in Tables 1 to 11 below as indices with a perfect score of 10. Larger numbers are preferable.

[Dent level]
A tire was incorporated into a regular rim, and the tire was filled with air so that the internal pressure was 180 kPa. The appearance of the tire was visually observed to confirm the occurrence of dents. The results are shown in Tables 1 to 11 below as indices with a perfect score of 10. The larger the value, the less dent is generated.

[productivity]
The time required to produce one tire was measured. The results (measured time) are shown in the following Tables 1 to 11 as index values with Comparative Example 1 taken as 100. The smaller this number, the higher the evaluation.

  As shown in Tables 1 to 11, the tire of the example has a higher evaluation than the tire of the comparative example. From this evaluation result, the superiority of the present invention is clear. In Comparative Example 3, the raw cover could not be formed because the strip broke during shaping. Therefore, the tire of Comparative Example 3 could not be manufactured.

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

2, 36 ... Tire 4, 38 ... Tread 8, 40 ... Sidewall 10, 42 ... Clinch 12, 44 ... Bead 14, 46 ... Carcass 16, 56 ... Load Support layer 26, 62 ... Base layer 28, 64 ... Cap layer 30, 66a, 66b ... Core 32, 68 ... Apex 34, 72 ... Carcass ply 58 ... Tread surface 76 ... Main body 78 ... Projection 80 ... Short fiber 82 ... Matrix 84a, 84b ... End 86 ... Strip

Claims (12)

It is assembled on the outer surface of the toroidal core, and is formed by pressurization and heating in a cavity formed between the mold and the core,
A tread whose outer surface forms a tread surface, a pair of sidewalls each extending substantially inward in the radial direction from the tread, a pair of clinch each positioned substantially radially inward of the sidewalls, and each of which is from a clinch A pair of beads located on the inner side in the axial direction, and a carcass that is bridged between one bead and the other bead along the inside of the tread and the sidewall,
The tread includes a base layer and a cap layer located on the radially outer side of the base layer,
The base layer consists of a cross-linked first rubber composition,
The first rubber composition includes a base rubber and short fibers,
The base layer includes a main body on which the cap layer is laminated, and a pair of protrusions each extending substantially inward in the radial direction along the carcass from the main body.
Each protrusion is located inside the sidewall ,
In the radial direction, the radially inner end of the protrusion coincides with a reference position corresponding to half the height of the cross section of the tire.
Or
Radially inner end of the projecting portion that is located radially inward from the reference position, the pneumatic tire. It further includes a pair of load support layers,
Each load supporting layer is located on the inner side in the axial direction than the carcass,
This load bearing layer is composed of a crosslinked second rubber composition,
The pneumatic tire according to claim 1, wherein the second rubber composition includes a base rubber and short fibers.   The pneumatic tire according to claim 2, wherein a blending amount of the short fibers in the second rubber composition is 5 parts by mass or more and 60 parts by mass or less with respect to 100 parts by mass of the base rubber.   The pneumatic tire according to claim 3, wherein a blending amount of the short fibers is 30 parts by mass or more with respect to 100 parts by mass of the base rubber.   The pneumatic tire according to any one of claims 2 to 4, wherein the short fibers in the load support layer are oriented in the circumferential direction.   The pneumatic tire according to any one of claims 2 to 5, wherein the load support layer is formed by spirally winding a second strip made of the second rubber composition in the circumferential direction.   The pneumatic tire according to any one of claims 1 to 6, wherein the base layer has a hardness of 50 to 80. The pneumatic tire according to any one of claims 1 to 7 , wherein a thickness of the protruding portion at the reference position is 0.3 mm or more and 1.9 mm or less. The pneumatic tire according to any one of claims 1 to 8 , wherein a blending amount of the short fibers in the first rubber composition is 5 parts by mass or more and 60 parts by mass or less with respect to 100 parts by mass of the base rubber. The short fibers in the base layer is oriented in the circumferential direction, the pneumatic tire according to any one of claims 1 to 9. Said base layer is formed by turning wound helically first strip of the first rubber composition in the circumferential direction, the pneumatic tire according to any one of claims 1 to 10. On the outer surface of the toroidal core, a tread whose outer surface forms a tread surface, a pair of sidewalls each extending substantially inward in the radial direction from the end of the tread, and each radially inward of the sidewalls. A pair of clinch positioned; a pair of beads positioned axially inward of the clinch; and a carcass bridged between one bead and the other bead along the inside of the tread and sidewalls The tread includes a base layer and a cap layer positioned radially outward of the base layer, and the base layer includes a main body on which the cap layer is laminated, and each of the main body and the carcass. And a pair of protrusions extending substantially inward in the radial direction along the first, and the base layer includes a base rubber and a short fiber. Consisting rubber composition, comprising the steps of raw cover is assembled,
The raw cover is put into a mold,
The raw cover includes a step of pressing and heating in a cavity formed between the mold and the core ;
In the radial direction, the radially inner end of the protrusion coincides with a reference position corresponding to half the height of the cross section of the tire.
Or
Radially inner end of the projecting portion that is located radially inward from the reference position, the pneumatic tire manufacturing method.

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