JPH07115563B2 - Pneumatic tire with low noise and manufacturing method thereof - Google Patents
Pneumatic tire with low noise and manufacturing method thereofInfo
- Publication number
- JPH07115563B2 JPH07115563B2 JP61301745A JP30174586A JPH07115563B2 JP H07115563 B2 JPH07115563 B2 JP H07115563B2 JP 61301745 A JP61301745 A JP 61301745A JP 30174586 A JP30174586 A JP 30174586A JP H07115563 B2 JPH07115563 B2 JP H07115563B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- rubber composition
- foamed rubber
- low noise
- pneumatic radial
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
- B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
- B29D30/00—Producing pneumatic or solid tyres or parts thereof
- B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
- B29D30/0681—Parts of pneumatic tyres; accessories, auxiliary operations
- B29D2030/0682—Inner liners
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、主として路面の凹凸に起因する振動をタイヤ
最内層に発泡ゴム組成物を配置することによって吸収さ
せ、車内の騒音を著しく小さくした空気入りラジアルタ
イヤに関するものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention absorbs vibrations mainly caused by unevenness of the road surface by disposing the foamed rubber composition in the innermost layer of the tire to significantly reduce the noise in the vehicle. The present invention relates to a pneumatic radial tire.
（従来の技術） 車両の騒音を低下する方法としては、特公昭58−53221
号があり、車両リムの外周にダイナミックダンパーを設
け、縦及び横方向の共振周波数を夫々タイヤの振動周波
数と同調させることが開示されているが、ダイナミック
ダンパーの配設による車両重量の増加が５〜10kgにも達
すると共に、予め定めた特定の周波数だけでの振動減衰
に役立つに過ぎず根本的な解決とはなっていない。(Prior Art) As a method of reducing vehicle noise, Japanese Patent Publication No. 58-53221
Discloses that a dynamic damper is provided on the outer periphery of a vehicle rim and the longitudinal and lateral resonance frequencies are respectively tuned with the vibration frequency of the tire. However, the vehicle weight increases due to the dynamic damper arrangement. As it reaches ~ 10kg, it only serves to dampen vibration at a specific frequency that is set in advance, and is not a fundamental solution.
本特許出願人はタイヤ騒音を低減する方法として特願昭
60−190219号を提案し、その内容はタイヤの半径方向最
内面に見掛け密度が0.1g/cm3以下の多孔質又は繊維状物
質をタイヤの内圧空気の充填空洞内に封入したものであ
るが、該充填空洞を満す封入を行うと、タイヤ車輪の総
重量が0.1〜0.2kg程度重くなってしまう。かかる重量増
加はタイヤの軽量化の要請と逆行して転がり抵抗、燃費
などの性能の悪化をもたらすばかりでなく、特に乗用車
用タイヤ車輪として重要な、バネ下共振による10HZ付近
にピークをもつ振動が悪化して、乗心地の面でショック
の強さ（固さ感）に不利となり、一方では、封入量を少
なくしすぎると、ロードノイズつまり200〜250HZ近傍に
ピークをもつ振動、騒音特性を緩和する効果が失われて
しまうことが判明した。The applicant of the present invention has filed a patent application as a method for reducing tire noise.
No. 60-190219 is proposed, and the content is that the porous or fibrous substance having an apparent density of 0.1 g / cm 3 or less on the innermost surface in the radial direction of the tire is enclosed in the filling cavity of the internal pressure air of the tire. When the filling cavity is filled up, the total weight of the tire wheel becomes about 0.1 to 0.2 kg. Such an increase in weight goes against the demand for weight reduction of tires, which not only causes deterioration in performance such as rolling resistance and fuel consumption, but also causes vibration with a peak near 10HZ due to unsprung resonance, which is particularly important for tire wheels for passenger cars. It becomes worse, and it is disadvantageous to the strength of shock (feeling of hardness) in terms of riding comfort. On the other hand, if the enclosed amount is too small, road noise, that is, vibration and noise characteristics with peaks in the vicinity of 200 to 250HZ are alleviated. It turns out that the effect of doing is lost.
これらの点を改良したものとして特願昭61−58915号が
あり、これはタイヤの半径方向最内面に見掛け密度が0.
1g/cm3以下の多孔質又は繊維状物質を、インフレート下
における全内容積の25％以上、70％未満に相当する見掛
け体積をもつドーナツ状にしたものを充填する技術であ
る。これは、前述した該充填空洞への多孔質又は繊維状
物質を封入した際のタイヤ空気量を特定したものである
が、物質によって耐久性も十分満足されるものとは言え
なかった。As an improvement of these points, there is Japanese Patent Application No. 61-58915, which has an apparent density of 0.
It is a technique of filling a porous or fibrous substance of 1 g / cm 3 or less into a donut shape having an apparent volume equivalent to 25% or more and less than 70% of the total internal volume under inflation. This specifies the tire air amount when the porous or fibrous substance is enclosed in the above-mentioned filling cavity, but it cannot be said that the substance sufficiently satisfies the durability.
（発明が解決しようとする問題点） そこで本発明者等は空気入りタイヤに起因する振動騒音
について種々検討の結果、周波数がほぼ10HZ前後でピー
クがあらわれるバネ下共振と200〜250HZ近傍にわたるロ
ードノイズとが特に乗用車用空気入ラジアルタイヤの振
動乗心地性能を損ねることに着目し、発明を完成させた
ものである。(Problems to be solved by the invention) Therefore, as a result of various investigations by the present inventors on vibration noise caused by pneumatic tires, unsprung resonance having a peak at a frequency of about 10 HZ and road noise over 200 to 250 HZ. In particular, the present invention has been completed, focusing on the fact that the vibration riding comfort performance of a pneumatic radial tire for passenger cars is impaired.
即ち、本発明は10HZ前後のバネ下共振、及び200〜250HZ
近傍のロードノイズの双方を、タイヤ重量をそれほど増
加させることなくより有利に低減させることを目的とす
るものである。That is, the present invention has an unsprung resonance of about 10 Hz, and 200 to 250 Hz.
It is an object of the present invention to reduce both road noises in the vicinity more advantageously without increasing the tire weight so much.
（発明の解決するための手段） 本発明はこれらの問題点を解決するために次のように解
決した。即ち、本発明の第１は、一対のビード部及びサ
イドウオール部と、該サイドウオール間に位置するトレ
ッド部を備え、これらの内部にて少なくとも一層のコー
ドからなるカーカス層を配置すると共に、該カーカス層
のタイヤ半径方向外側にベルト部を配置し、更にタイヤ
内面側にインナーライナーを有する低騒音空気入りラジ
アルタイヤにおいて、インナーライナーのタイヤ内面内
側に下記の条件を満たす発泡ゴム組成物層を有すること
を特徴とする低騒音化した空気入りラジアルタイヤに係
るものである。(Means for Solving the Invention) The present invention has been solved as follows in order to solve these problems. That is, the first aspect of the present invention includes a pair of bead portions and sidewall portions, and a tread portion positioned between the sidewalls, and a carcass layer formed of at least one cord is arranged inside the tread portions, and A low noise pneumatic radial tire having a belt portion arranged on the outer side in the tire radial direction of the carcass layer and further having an inner liner on the tire inner surface side, has a foamed rubber composition layer satisfying the following condition on the inner surface of the inner liner of the tire. The present invention relates to a pneumatic radial tire having low noise.
（ａ）発泡率:150％以上 （ｂ）平均厚さ（Ｂ）:1.5〜50mm （ｃ）主成分：ポリイソブチレンゴム及びその誘導体を
30重量部以上含有するゴム （ｄ）1.1≦A2×Ｂ（A:発泡ゴム組成物のタイヤ内面カ
バー率、B:発泡ゴム組成物の平均厚さ） なお、Ａについて更に述べれば、発泡ゴム組成物層の面
積をタイヤ内面の面積で除ししたものである。(A) Foaming ratio: 150% or more (b) Average thickness (B): 1.5 to 50 mm (c) Main component: polyisobutylene rubber and its derivative
Rubber containing 30 parts by weight or more (d) 1.1 ≦ A 2 × B (A: tire inner surface coverage of foamed rubber composition, B: average thickness of foamed rubber composition) If A is further described, foamed rubber The area of the composition layer is divided by the area of the inner surface of the tire.
そして、好ましくは、発泡ゴム組成物の発泡率が250％
以上であり、また、ゴム主成分がハロゲン化ポリイソブ
チレンゴムを30重量部以上含有しているものがよい。And, preferably, the foaming ratio of the foamed rubber composition is 250%.
It is preferable that the main component of the rubber is 30 parts by weight or more of halogenated polyisobutylene rubber.
本発明の第２の低騒音化した空気入りラジアルタイヤの
製法は、タイヤを構成する各種材料と共にゴム組成物の
加硫時に発泡ゴム組成物を共加硫するものであって、タ
イヤ成形機上にて上記条件を満たす発泡ゴム組成物を貼
り、その後にセットするインナーライナー、カーカス
層、ビード及びベルト部と共に、加硫することを特徴と
するものである。A second method for producing a pneumatic radial tire with low noise of the present invention is to co-vulcanize a foamed rubber composition at the time of vulcanizing a rubber composition together with various materials constituting the tire. In the above, the foamed rubber composition satisfying the above conditions is applied, and the inner liner, the carcass layer, the bead and the belt portion set thereafter are vulcanized.
更に、本発明の第３の低騒音化した空気入りラジアルタ
イヤの製法は、加硫したラジアルタイヤのインナーライ
ナーのタイヤ内面側に上記条件を満たす加硫した発泡ゴ
ム組成物を貼り付けることを特徴とするものである。Furthermore, the third method for producing a pneumatic radial tire with low noise of the present invention is characterized in that a vulcanized foamed rubber composition satisfying the above-mentioned conditions is attached to the inner surface of the inner liner of the vulcanized radial tire. It is what
（作用） タイヤの振動の因子のうちでも特にロードノイズは騒音
に対して非常に影響する。これを再現するため、タイヤ
の負荷転動中における接地面における反力に見合う加振
力F0を第２図のようして加え、この時車軸で検出される
力F1と加振力F0との比（パワー差値）をdB＝20×Log（F
1/F0）で表す。(Function) Among the factors of tire vibration, road noise has a great influence on noise. In order to reproduce this, the exciting force F 0 commensurate with the reaction force at the contact surface during load rolling of the tire is added as shown in Fig. 2, and at this time the force F 1 and the exciting force F detected on the axle are added. The ratio to 0 (power difference value) is dB = 20 x Log (F
1 / F 0 ).
そして、これと加振周波数との関係は、第３図のように
示され、タイヤ最内層に発泡ゴム組成物を配置した場合
（第３図ａ）と配置しない場合（第３図ｂ）と対比して
みると、周波数200〜250HZにおける積分値の差であるロ
ードノイズのパワー値の差は顕著に現れることが判明し
た。The relationship between this and the vibration frequency is shown in FIG. 3, and the case where the foamed rubber composition is arranged in the tire innermost layer (FIG. 3a) and the case where it is not arranged (FIG. 3b) are shown. By comparison, it was found that the difference in the power value of road noise, which is the difference in the integrated value at frequencies of 200 to 250 HZ, appears remarkably.
又、発泡ゴム組成物が、どの程度内面を覆っているかを
示すメジャーＡ値（発泡ゴム組成物層の面積／タイヤ内
面の面積）の騒音低減効果を与える影響は大きく、更
に、騒音低減を行なうには、Ａ値と発泡ゴム組成物の平
均厚さ（mm）（＝Ｂ）との間に1.1≦A3×Ｂなる関係を
満すことが非常に好ましいことを見出したものである。Further, the measure A value (area of the foamed rubber composition layer / area of the tire inner surface), which indicates how much the foamed rubber composition covers the inner surface, has a large effect of reducing the noise, and the noise is further reduced. It has been found that it is very preferable to satisfy the relationship of 1.1 ≦ A 3 × B between the A value and the average thickness (mm) (= B) of the foamed rubber composition.
このことは次のことを示している。This indicates the following.
発泡ゴム組成物は、音を吸収する効果が高く、発生した
音を吸収するためには、大きな体積の発泡ゴム組成物が
必要であるが、音が進入してくるタイヤ内面を覆う割合
が大きくなればなる程発泡ゴム組成物をそれ程必要とし
ないのである。The foamed rubber composition has a high effect of absorbing sound, and in order to absorb the generated sound, a large volume of foamed rubber composition is required, but a large proportion covers the inner surface of the tire where sound enters. The more it becomes, the less the foamed rubber composition is required.
本発明中、タイヤの最内層に充填される発泡ゴム組成物
の発泡率を150％以上に限定したのは、150％未満では音
を吸収する効果が小さく、騒音を低減する効果がそれほ
ど期待できないからである。十分な効果を期待するため
には発泡率を250％以上にすると特に良い。In the present invention, the foaming ratio of the foamed rubber composition filled in the innermost layer of the tire is limited to 150% or more. When the ratio is less than 150%, the effect of absorbing sound is small, and the effect of reducing noise cannot be expected so much. Because. In order to expect a sufficient effect, it is particularly preferable to set the foaming ratio to 250% or more.
なお、発泡ゴムの発泡率VSは次の式にて表される。The foaming rate V S of the foamed rubber is expressed by the following formula.
VS＝｛（ρ０−ρｇ）／（ρ１−ρｇ）−１｝×100
（％） で表わされ、ρ１は発泡ゴムの密度（g/cm3）、ρ０は
発泡ゴム固相部の密度（g/cm3）、ρｇは発泡ゴムの気
泡内のガス部の密度（g/cm3）である。V S = {(ρ 0 −ρg) / (ρ 1 −ρg) -1} × 100
Ρ 1 is the density of the foamed rubber (g / cm 3 ), ρ 0 is the density of the solid phase of the foamed rubber (g / cm 3 ), and ρg is the gas part in the bubbles of the foamed rubber. Density (g / cm 3 ).
用いられる発泡ゴム組成物は連続気泡であることが好ま
しいが、これは独立気泡になると泡の表面の膜が音を反
射し、十分な吸音効果が期待できないからである。The foamed rubber composition used is preferably open-celled, because when it becomes closed-celled, the film on the surface of the foam reflects sound and a sufficient sound absorbing effect cannot be expected.
そして、発泡ゴム組成物の平均厚さは1.5〜50mmが好ま
しいが、これは1.5mm未満では、十分な吸音効果が期待
できないからである。逆に50mmを越えると、重量の増加
のために転がり抵抗を大きくしたり、発泡ゴム組成物層
内部に蓄えられる熱のため、発泡ゴム組成物層が部分的
に破壊され、タイヤのユニフォミティを低下する原因と
なったりするからであり、また、特に乗用車用タイヤ車
輪として重要な、バネ下共振による10HZ付近にピークを
もつ振動が悪化するからである。The average thickness of the foamed rubber composition is preferably 1.5 to 50 mm, because if it is less than 1.5 mm, a sufficient sound absorbing effect cannot be expected. On the other hand, if it exceeds 50 mm, the rolling resistance increases due to the increase in weight, and the heat stored inside the foamed rubber composition layer causes the foamed rubber composition layer to be partially destroyed, reducing the uniformity of the tire. This is because the vibration that has a peak in the vicinity of 10 HZ due to unsprung resonance, which is particularly important as a tire wheel for passenger cars, deteriorates.
なお、発泡ゴム組成物がタイヤ内部の空気の体積の80％
より多くなると、蓄えられる熱のためショルダー部のコ
ードが切断するような故障が起こり易くなるので好まし
くない。Note that the foam rubber composition is 80% of the volume of air inside the tire.
If the amount is larger, a failure such that the cord of the shoulder portion is cut off due to accumulated heat is likely to occur, which is not preferable.
発泡ゴム組成物はポリイソブチレンを主成分ととするゴ
ム又はその誘導体が好ましいが、これはポリイソブチレ
ンを主成分とするゴムの空気透過性は、他のゴムに比べ
て極めて低いので、発泡剤が発生させるガムを発泡に有
効に使用することが可能であり、比較的小量の発泡剤で
効率よく発泡できると共に個々の泡の径もそろっている
からである。The foamed rubber composition is preferably a rubber containing polyisobutylene as a main component or a derivative thereof. However, since the air permeability of a rubber containing polyisobutylene as a main component is extremely low as compared with other rubbers, a foaming agent is used. This is because the generated gum can be effectively used for foaming, can be foamed efficiently with a relatively small amount of foaming agent, and individual bubbles have the same diameter.
そして、ポリイソブチレンを主成分とするゴム又はその
誘導体の使用量としては、30重量部以上含有することが
好ましく、これよりも少ないと上述の効果が期待できな
いからである。ポリイソブチレンを主成分とするゴムの
中でもハロゲン化ポリイソブチレンゴムが特に好ましい
が、これは他のゴムとの相溶性が良く、使用し易いから
である。The amount of the rubber containing polyisobutylene as a main component or its derivative is preferably 30 parts by weight or more, and if the amount is less than this, the above effect cannot be expected. Among rubbers containing polyisobutylene as a main component, halogenated polyisobutylene rubber is particularly preferable, because it has good compatibility with other rubbers and is easy to use.
本発明で使用する発泡ゴム組成物は、ゴム組成的には、
インナーライナーとほぼ同じになっているが、発泡させ
てしかも連続気泡を形成させるので、この発泡ゴム組成
物にインナーライナーの役割を代替させることは好まし
くない。The foamed rubber composition used in the present invention has a rubber composition,
Although it is almost the same as the inner liner, it is not preferable to substitute the role of the inner liner with this foamed rubber composition because it foams and forms open cells.
（実施例） 本発明を実施例に基づいて詳細に説明する。(Example) The present invention will be described in detail based on an example.
（ａ）実施例１ 第２発明に基いて本発明のタイヤを得た。タイヤサイズ
はP205/60R15である（以下、同じサイズである）。(A) Example 1 A tire of the present invention was obtained based on the second invention. The tire size is P205 / 60R15 (hereinafter the same size).
用いられた発泡ゴム組成物Ａにあっては、未加硫ゴムシ
ート（厚さ1.5mm、幅22cm:未発泡）をグリーンタイヤ
（未加硫時のタイヤ）の一番内側に全周に亘って貼り付
けた後加硫し、タイヤの最内層に厚さ6.2mm、発泡率313
％の発泡ゴム層を形成した。加硫条件は175℃×18分で
あった。In the foamed rubber composition A used, an unvulcanized rubber sheet (thickness: 1.5 mm, width: 22 cm: unfoamed) was applied to the innermost side of a green tire (unvulcanized tire) over the entire circumference. And then vulcanized, and the innermost layer of the tire has a thickness of 6.2 mm and a foaming rate of 313.
% Foamed rubber layer was formed. The vulcanization condition was 175 ° C. × 18 minutes.
なお、用いられた発泡ゴム組成物を表１に示す。表中、
セルトン：住友化学株発泡剤、セルマイク：住友化学株
発泡助剤である。The foamed rubber composition used is shown in Table 1. In the table,
Celton: Sumitomo Chemical Co., Ltd. foaming agent, Celmic: Sumitomo Chemical Co., Ltd. foaming auxiliary agent.
なお、表１には組成物Ｂ及びＣの記載があるが、組成物
Ａの代わりに本発明に使用できるものである。In addition, although the composition B and the description of C are shown in Table 1, it can be used for this invention instead of the composition A.
（ｂ）比較例１ 発泡ゴム層を有しない通常のタイヤを比較例として採用
した。(B) Comparative Example 1 A normal tire having no foamed rubber layer was adopted as a comparative example.
（ｃ）実施例２〜４、比較例２〜６ 前記表１における発泡ゴム組成物Ａの発泡剤を変量（８
〜20重量部）して発泡率を変化させ、実施例２〜４及び
比較例２〜６を得た。(C) Examples 2 to 4, Comparative Examples 2 to 6 A variable amount (8) of the foaming agent of the foamed rubber composition A in Table 1 above was used.
.About.20 parts by weight) to change the foaming rate to obtain Examples 2 to 4 and Comparative Examples 2 to 6.
（ｄ）低騒音性比較１ 実施例１〜２と比較例１〜２により低騒音性の比較を行
った。発泡率、A2×Ｂ値、パワー差値（dB）を測定し
た。測定データを表２に示す。(D) Comparison of low noise characteristics The low noise characteristics of Examples 1 and 2 and Comparative Examples 1 and 2 were compared. The foaming rate, A 2 × B value, and power difference value (dB) were measured. The measured data are shown in Table 2.
なお、比較例２は発泡ゴム組成物を用いてはいるが、発
泡率が本発明の限定範囲から逸脱している例である。Although Comparative Example 2 uses the foamed rubber composition, it is an example in which the foaming ratio deviates from the limited range of the present invention.
表２より、発泡率が大きく影響し、実施例１〜２はパワ
ー差値（dB）がいずれも高いことがわかる。It can be seen from Table 2 that the foaming rate has a great influence and that the power difference values (dB) of Examples 1 and 2 are all high.
（ｅ）低騒音性比較２ 実施例３〜４と比較例３〜６により低騒音性の比較を行
った。各例とも発泡率はいずれも255％であった。(E) Comparison of low noise characteristics Comparison of low noise characteristics was made in Examples 3 to 4 and Comparative Examples 3 to 6. In each case, the foaming rate was 255%.
Ｂ値、A2×Ｂ値、パワー差値（dB）を測定した。測定デ
ータを表３に示す。The B value, A 2 × B value, and power difference value (dB) were measured. Table 3 shows the measurement data.
表３より、Ｂ（厚さ）及びA2×Ｂ値の重要性が分かる。Table 3 shows the importance of B (thickness) and A 2 × B value.
（ｆ）耐久試験 本発明の空気入りタイヤの耐久性につき比較試験を行っ
た。(F) Durability test A comparative test was conducted on the durability of the pneumatic tire of the present invention.
実施例５ 発泡ゴム組成物Ａの未加硫ゴムシート（厚さ1.5mm、幅2
0cm:未発泡）をグリーンタイヤ（未加硫時のタイヤ）の
一番内側に全周に亘って貼り付けた後、加硫し、タイヤ
の最内層に厚さ6.5mm、発泡率325％の発泡ゴム層を形成
した。加硫条件は175℃×15分であった。Example 5 Unvulcanized rubber sheet of foamed rubber composition A (thickness 1.5 mm, width 2
(0 cm: unfoamed) is attached to the innermost side of the green tire (unvulcanized tire) over the entire circumference, and then vulcanized, and the innermost layer of the tire has a thickness of 6.5 mm and a foaming rate of 325%. A foamed rubber layer was formed. The vulcanization condition was 175 ° C. × 15 minutes.
得られたタイヤのサイズは175/65R14である。The size of the tire obtained is 175 / 65R14.
比較例７ 本出願人が既に提案している特願昭60−190219号の低騒
音タイヤ車輪の実施例１に準じて実施例５と同じタイヤ
サイズのものを得た。Comparative Example 7 According to Example 1 of the low-noise tire wheel of Japanese Patent Application No. 60-190219 proposed by the present applicant, the same tire size as that of Example 5 was obtained.
みかけの比重0.018g/cm3の（株）ブリヂストン製の連続
気泡発泡ウレタン5.6リットル（約100g）をタイヤ内に
挿入したものである。なお、タイヤ内面との接地処理は
ない。5.6 liters (about 100 g) of open-cell urethane foam made by Bridgestone Corporation with an apparent specific gravity of 0.018 g / cm 3 was inserted into the tire. There is no contact with the inner surface of the tire.
試験方法 150km/hr.JIS 100％荷重、内圧1.7kg/cm2で２時間ドラ
ム走行させ、リム解きして内部を観察した。Test method 150 km / hr. JIS 100% load, internal pressure 1.7 kg / cm 2 drum running for 2 hours, the rim was unraveled and the inside was observed.
試験結果 実施例５においては全く異常がなかった。Test results In Example 5, there was no abnormality.
比較例７においては発泡ウレタンの表面が劣化してボロ
ボロになっていた。In Comparative Example 7, the surface of the urethane foam was deteriorated and was broken.
以上のように本発明の低騒音空気入りタイヤの耐久性は
非常に高い。As described above, the durability of the low noise pneumatic tire of the present invention is very high.
（効果） 以上の通り、本発明にあっては特定の発泡ゴム組成物を
特別な量だけタイヤに適用することによって、低騒音化
と更には耐久性の向上した空気入りタイヤを提供できた
ものであり、その工業上の価値は高い。(Effect) As described above, in the present invention, by applying a specific amount of the foamed rubber composition to the tire in a special amount, it is possible to provide a pneumatic tire with reduced noise and further improved durability. And its industrial value is high.
第１図は本発明の低騒音空気入りラジアルタイヤのタイ
ヤの周方向断面図である。１……タイヤ、２……リム、
３……発泡ゴム組成物、４……タイヤ内面。 第２図は本発明のタイヤの負荷転動中における接地面に
おける反力に見合う加振力を求める時のタイヤの押え方
の図である。 第３図ａ、ｂは本発明と従来の夫々の空気入りラジアル
タイヤの加振周波数との関係を示した図であり、周波数
200〜250HZにおける積分値を示した図である。FIG. 1 is a circumferential sectional view of a low noise pneumatic radial tire of the present invention. 1 ... Tire, 2 ... Rim,
3 ... Foamed rubber composition, 4 ... Tire inner surface. FIG. 2 is a diagram showing how the tire of the present invention is pressed when a vibration force commensurate with a reaction force on a contact surface during load rolling of the tire is obtained. FIGS. 3a and 3b are diagrams showing the relationship between the present invention and the vibration frequencies of the conventional pneumatic radial tires.
It is the figure which showed the integrated value in 200-250HZ.
Claims (5)
該サイドウオール間に位置するトレッド部を備え、これ
らの内部にて少なくとも一層のコードからなるカーカス
層を配置すると共に、該カーカス層のタイヤ半径方向外
側にベルト部を配置し、更にタイヤ内面側にインナーラ
イナーを有する低騒音空気入りラジアルライヤにおい
て、インナーライナーのタイヤ内面内側に下記の条件を
満たす発泡ゴム組成物層を有することを特徴とする低騒
音化した空気入りラジアルタイヤ。 （ａ）発泡率:150％以上 （ｂ）平均厚さ（Ｂ）:1.5〜50mm （ｃ）主成分：ポリイソブチレンゴム及びその誘導体を
30重量部以上含有するゴム （ｄ）1.1≦A2×Ｂ（A:発泡ゴム組成物のタイヤ内面カ
バー率、B:発泡ゴム組成物の平均厚さ）1. A pair of bead portion and side wall portion,
With a tread portion located between the side walls, a carcass layer consisting of at least one cord is arranged inside these, and a belt portion is arranged on the tire radial direction outer side of the carcass layer, and further on the tire inner surface side. A low noise pneumatic radial tire having an inner liner, comprising a foamed rubber composition layer satisfying the following conditions on the inner surface of a tire inner surface of the inner liner. (A) Foaming ratio: 150% or more (b) Average thickness (B): 1.5 to 50 mm (c) Main component: polyisobutylene rubber and its derivative
Rubber containing 30 parts by weight or more (d) 1.1 ≦ A 2 × B (A: tire inner surface coverage of the foamed rubber composition, B: average thickness of the foamed rubber composition)
る特許請求の範囲第１の低騒音化した空気入りラジアル
タイヤ。2. A pneumatic radial tire with low noise according to claim 1, wherein the foaming ratio of the foamed rubber composition is 250% or more.
ゴムを30重量部以上含有している特許請求の範囲１の低
騒音化した空気入りラジアルタイヤ。3. A pneumatic radial tire with low noise according to claim 1, wherein the rubber main component contains 30 parts by weight or more of halogenated polyisobutylene rubber.
タイヤ成形機上にて下記の条件を満たす発泡ゴム組成物
を貼り、その後にセットするインナーライナー、カーカ
ス層、ビード及びベルト部と共に加硫することを特徴と
する低騒音化した空気入りラジアルタイヤの製法。 （ａ）発泡率:150％以上 （ｂ）平均厚さ（Ｂ）:1.5〜50mm （ｃ）主成分：ポリイソブチレンゴム及びその誘導体を
30重量部以上含有するゴム （ｄ）1.1≦A2×Ｂ（A:発泡ゴム組成物のタイヤ内面カ
バー率、B:発泡ゴム組成物の平均厚さ）4. A method of manufacturing a pneumatic radial tire,
On a tire molding machine, a foamed rubber composition satisfying the following conditions is pasted, and an inner liner, a carcass layer, a bead and a belt portion to be set thereafter are vulcanized, and a pneumatic radial tire with low noise is characterized. Manufacturing method. (A) Foaming ratio: 150% or more (b) Average thickness (B): 1.5 to 50 mm (c) Main component: polyisobutylene rubber and its derivative
Rubber containing 30 parts by weight or more (d) 1.1 ≦ A 2 × B (A: tire inner surface coverage of the foamed rubber composition, B: average thickness of the foamed rubber composition)
加硫したラジアルタイヤのインナーライナーのタイヤ内
面側に下記の条件を満たす加硫した発泡ゴム組成物を貼
り付けることを特徴とする低騒音化した空気入りラジア
ルタイヤの製法。 （ａ）発泡率:150％以上 （ｂ）平均厚さ（Ｂ）:1.5〜50mm （ｃ）主成分：ポリイソブチレンゴム及びその誘導体を
30重量部以上含有するゴム （ｄ）1.1≦A2×Ｂ（A:発泡ゴム組成物のタイヤ内面カ
バー率、B:発泡ゴム組成物の平均厚さ）5. A method of manufacturing a pneumatic radial tire,
A method for producing a pneumatic radial tire having low noise, which comprises applying a vulcanized foamed rubber composition satisfying the following conditions to the inner surface of the inner liner of the vulcanized radial tire. (A) Foaming ratio: 150% or more (b) Average thickness (B): 1.5 to 50 mm (c) Main component: polyisobutylene rubber and its derivative
Rubber containing 30 parts by weight or more (d) 1.1 ≦ A 2 × B (A: tire inner surface coverage of the foamed rubber composition, B: average thickness of the foamed rubber composition)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61301745A JPH07115563B2 (en) | 1986-12-19 | 1986-12-19 | Pneumatic tire with low noise and manufacturing method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61301745A JPH07115563B2 (en) | 1986-12-19 | 1986-12-19 | Pneumatic tire with low noise and manufacturing method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63154410A JPS63154410A (en) | 1988-06-27 |
| JPH07115563B2 true JPH07115563B2 (en) | 1995-12-13 |
Family
ID=17900652
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61301745A Expired - Fee Related JPH07115563B2 (en) | 1986-12-19 | 1986-12-19 | Pneumatic tire with low noise and manufacturing method thereof |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH07115563B2 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02127101A (en) * | 1988-11-04 | 1990-05-15 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| US7073382B2 (en) * | 2000-09-19 | 2006-07-11 | Michelin Recherehe Et Technique, S.A. | Method for designing a tire with reduced cavity noise |
| JP4113084B2 (en) * | 2003-09-30 | 2008-07-02 | 東海ゴム工業株式会社 | Soundproof tire |
| US7389802B2 (en) * | 2004-12-30 | 2008-06-24 | The Goodyear Tire & Rubber Co. | Tire with double layer innerliner |
| JP5144981B2 (en) * | 2007-07-24 | 2013-02-13 | 株式会社ブリヂストン | Pneumatic tire manufacturing method and pneumatic tire |
| WO2016039121A1 (en) | 2014-09-12 | 2016-03-17 | 株式会社ブリヂストン | Pneumatic tire |
| DE102015213496A1 (en) * | 2015-07-17 | 2017-01-19 | Continental Reifen Deutschland Gmbh | Vehicle tires |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2946273A1 (en) * | 1979-11-16 | 1981-05-21 | Messerschmitt-Bölkow-Blohm GmbH, 8000 München | METHOD FOR REDUCING TIRE NOISE |
| DE3016255A1 (en) * | 1980-04-26 | 1981-10-29 | Messerschmitt-Bölkow-Blohm GmbH, 8000 München | GAS FILLED VEHICLE TIRE |
| JPS60113704A (en) * | 1983-11-24 | 1985-06-20 | Bridgestone Corp | Low-noise pneumatic tire |
-
1986
- 1986-12-19 JP JP61301745A patent/JPH07115563B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63154410A (en) | 1988-06-27 |
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| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |