JPH1081110A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH1081110A JPH1081110A JP9176083A JP17608397A JPH1081110A JP H1081110 A JPH1081110 A JP H1081110A JP 9176083 A JP9176083 A JP 9176083A JP 17608397 A JP17608397 A JP 17608397A JP H1081110 A JPH1081110 A JP H1081110A
- Authority
- JP
- Japan
- Prior art keywords
- rubber
- tread
- layer
- pneumatic tire
- tire
- 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.)
- Granted
Links
Landscapes
- Tires In General (AREA)
- Compositions Of Macromolecular Compounds (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、帯電防止用ゴム組
成物を用いて通電経路を形成せしめた空気入りタイヤに
関し、詳しくは、低燃費性能を向上させるべくシリカの
如き充填剤が多量に配合された、低導電性のトレッドに
帯電を防止するためのゴム組成物を用いて通電経路を形
成せしめた空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire in which a current-carrying path is formed by using an antistatic rubber composition. More specifically, a large amount of a filler such as silica is compounded in order to improve fuel efficiency. The present invention relates to a pneumatic tire in which a low conductive tread is formed with a rubber composition for preventing electrification to form an energizing path.
【０００２】[0002]
【従来の技術】低燃費性能に優れたトレッド、特にはシ
リカ含有トレッドを備えたタイヤは電気抵抗値が高く、
導電性が低いため、車体やタイヤで発生した静電気がト
レッドを通して地表に逸散しにくく、そのため、ラジオ
ノイズの問題や、電気ショック、スパーク等による問題
があった。2. Description of the Related Art Tires having excellent fuel efficiency, particularly tires provided with a silica-containing tread, have a high electric resistance value.
Since the conductivity is low, static electricity generated in the vehicle body and tires is hardly dissipated to the ground surface through the tread, so that there has been a problem of radio noise, electric shock, spark and the like.
【０００３】かかる問題を解決する方法として、これま
で主に下記の方法が知られている。その一つは、厚い導
電性ゴムシートをトレッド幅方向中央部にトレッド表面
からトレッド下層ゴムまで、或いは薄い導電性ゴムシー
トをトレッドショルダーからサイド内側へ挟み込むもの
である（例えば、欧州特許第６５８ ４５２号明細書、
米国特許第５５１８０５５号明細書および特開平８−３
４２０４号公報参照）。As a method for solving such a problem, the following methods have been mainly known. One is to sandwich a thick conductive rubber sheet from the tread surface to the tread lower rubber at the center in the tread width direction or a thin conductive rubber sheet from the tread shoulder to the inside of the side (for example, EP 658 452). Issue specification,
U.S. Pat. No. 5,518,055 and JP-A-8-3
No. 4204).
【０００４】また、他の方法は、通常タイヤで用いられ
るカーボンブラックとは異なった、導電性に優れたカー
ボンブラックを配合したトレッドゴムを用いるというも
のである。[0004] Another method is to use a tread rubber mixed with carbon black excellent in conductivity, which is different from carbon black usually used in tires.
【０００５】さらに、他の方法は、タイヤ製造時のトレ
ッド押出し時にトレッド表面に導電性物質、例えば、水
をベースとしたゴム組成物に導電性のカーボンブラック
を配合したセメント等をコーティングする方法である
（例えば、特開平８−１２０１２０号公報参照）。この
方法によると、タイヤ加硫後の製品タイヤが乗用車に装
着され踏面部が摩耗しても、踏面部のパターンとして刻
まれている多くの溝の側壁に導電性のコーティング物質
が残存し、これによりタイヤ全体に帯電した静電気を路
面に逸散させることができるとするものである。[0005] Still another method is to coat a conductive material, for example, cement obtained by mixing a conductive carbon black with a water-based rubber composition at the time of extruding the tread during tire production. (For example, see Japanese Patent Application Laid-Open No. 8-120120). According to this method, even when the product tire after tire vulcanization is mounted on a passenger car and the tread portion is worn, the conductive coating material remains on the sidewalls of many grooves carved as a pattern of the tread portion. Thereby, the static electricity charged on the entire tire can be dissipated to the road surface.
【０００６】[0006]
【発明が解決しようとする課題】ところが上記いずれの
方法も各々以下に述べる如き製造上及び品質上の問題が
あり、必ずしも十分に満足の得られるものではなかっ
た。例えば、前記欧州特許第６５８ ４５２号明細書等
に開示されている如きゴムシートや接触ゴム層では、走
行初期にはその効果は維持されるが、充填剤として汎用
カーボンブラックが使われた場合には走行末期に導電層
の摩耗促進により通電経路が遮断され、帯電防止効果が
消失してしまうという問題があった。特に、シリカ配合
ゴム組成物によるトレッドキャップの耐摩耗性の向上に
伴い、かかる効果を走行末期まで維持するには、導電性
ゴムシートや接触ゴム層の耐摩耗性もトレッドキャップ
ゴムと同様に向上させなければ、走行末期にキャップゴ
ムだけが接地して、結果として帯電防止効果が得られな
くなってしまう。However, each of the above methods has problems in manufacturing and quality as described below, and has not always been sufficiently satisfactory. For example, in a rubber sheet or a contact rubber layer as disclosed in the above-mentioned European Patent No. 658 452, the effect is maintained at the initial stage of running, but when general-purpose carbon black is used as a filler, In the latter case, there is a problem that the current-carrying path is cut off due to the promotion of abrasion of the conductive layer at the end of traveling, and the antistatic effect is lost. In particular, with the improvement of the wear resistance of the tread cap by the silica compound rubber composition, in order to maintain such an effect until the end of traveling, the wear resistance of the conductive rubber sheet and the contact rubber layer is improved similarly to the tread cap rubber. Otherwise, only the cap rubber is grounded at the end of traveling, and as a result, the antistatic effect cannot be obtained.
【０００７】また、タイヤトレッドゴムに、ゴム成分１
００重量部に対して導電性カーボンブラックを数重量部
加えた場合、該トレッドゴムの固有抵抗値は低下するも
のの、そのタイヤ本来の目的である低燃費性が著しく悪
化し、またそのカーボンブラック自身、ポリマーとの補
強性が著しく低いため、結果としてタイヤトレッドの耐
摩耗性が低下するという問題がある。[0007] Further, a rubber component 1 is added to the tire tread rubber.
When several parts by weight of conductive carbon black is added to 00 parts by weight, the specific resistance of the tread rubber is reduced, but the fuel efficiency, which is the original purpose of the tire, is remarkably deteriorated. However, since the reinforcing property with the polymer is extremely low, there is a problem that the wear resistance of the tire tread is reduced as a result.
【０００８】さらに、キャップ層のゴム表面に導電性の
カーボンブラックを配合した水ベースセメントをコーテ
ィングする方法は、そのセメント自身の放置安定性に問
題があり、相分離を生ずるおそれがあり、また塗布時の
発泡性を防止するために、種々の安定化剤が必要とな
り、それらが加硫後フィルム上となったゴム組成物の耐
久性を低下させ、また加硫時のモールド汚染の原因とな
る。さらに、キャップ層のゴム組成物は疎水性であり、
上述の水ベースセメント塗布の際、乾燥までに時間がか
かり、また塗りむらが生じ、結果として塗布被膜の耐久
性が悪化する。さらにまた、加硫時、キャップ層のゴム
と水ベースセメントの被覆ゴムとの界面接着力が低下
し、走行中に界面剥離が生じ、走行末期には通電経路が
断たれ、帯電防止効果が得られなくなってしまうという
問題がある。Furthermore, the method of coating a water-based cement containing conductive carbon black on the rubber surface of the cap layer has a problem in the stability of the cement itself during storage, and may cause phase separation. In order to prevent foaming at the time, various stabilizers are required, which reduce the durability of the rubber composition on the film after vulcanization and cause mold contamination during vulcanization. . Further, the rubber composition of the cap layer is hydrophobic,
In the above-described application of the water-based cement, it takes a long time to dry, and uneven coating occurs, resulting in a decrease in durability of the applied coating film. Furthermore, at the time of vulcanization, the interfacial adhesive force between the rubber of the cap layer and the rubber coated with the water-based cement is reduced, interfacial peeling occurs during traveling, and at the end of traveling, the current path is cut off, and an antistatic effect is obtained. There is a problem that can not be.
【０００９】そこで本発明の目的は、シリカの如き充填
剤が多量に配合された、低導電性のトレッドを有する低
燃費性空気入りタイヤにおいて、帯電防止効果を高める
とともに、放置安定性をも高めることにある。Accordingly, an object of the present invention is to provide a fuel-efficient pneumatic tire having a low-conductive tread, in which a filler such as silica is blended in a large amount, to enhance the antistatic effect and also enhance the storage stability. It is in.
【００１０】[0010]
【課題を解決するための手段】本発明者は、上記課題を
解決すべく鋭意検討した結果、特定の固有抵抗値を有す
るゴム層を、低導電性トレッドを有する低燃費性空気入
りタイヤの所定の箇所に適用して通電経路を形成せしめ
ることにより、前記目的を達成し得ることを見出し、本
発明を完成するに至った。Means for Solving the Problems As a result of intensive studies to solve the above-mentioned problems, the present inventor has found that a rubber layer having a specific specific resistance value can be used for a fuel-efficient pneumatic tire having a low conductive tread. It has been found that the above object can be achieved by forming an energization path by applying the method to the above-mentioned point, and the present invention has been completed.
【００１１】すなわち、本発明は、下記の通りである。 （１）固有抵抗値が１０６Ω・ｃｍ以下である厚さ１０
０μｍ〜１ｍｍのゴム層が、固有抵抗値が１０８Ω・ｃ
ｍ以上であるタイヤトレッドゴムの外表面から該トレッ
ドに隣接する少なくとも１の部材の一部へ接触して周方
向に連続する層を形成してなることを特徴とする空気入
りタイヤである。That is, the present invention is as follows. (1) A thickness 10 having a specific resistance of 10 6 Ω · cm or less
The rubber layer of 0 μm to 1 mm has a specific resistance of 10 8 Ω · c
A pneumatic tire, wherein a layer continuous in the circumferential direction is formed by contacting at least a part of at least one member adjacent to the tread from the outer surface of the tire tread rubber having a diameter of at least m.
【００１２】（２）前記（１）の空気入りタイヤにおい
て、トレッド幅方向に少なくとも１の前記連続層がタイ
ヤトレッドの外表面とトレッド下層ゴムとの間に、周方
向に連続的に連なって存在する空気入りタイヤである。(2) In the pneumatic tire according to (1), at least one continuous layer exists in the tread width direction between the outer surface of the tire tread and the tread underlayer rubber in a continuous manner in the circumferential direction. Pneumatic tire.
【００１３】（３）前記（２）の空気入りタイヤにおい
て、前記連続層がトレッド中央部に１箇所存在する空気
入りタイヤである。(3) The pneumatic tire according to the above (2), wherein the continuous layer exists at one place in the center of the tread.
【００１４】（４）前記（２）の空気入りタイヤにおい
て、連続層がトレッド中央部に対し左右一対存在する空
気入りタイヤである。(4) The pneumatic tire according to (2), wherein the continuous layer has a pair of left and right sides with respect to the center of the tread.
【００１５】（５）前記（１）の空気入りタイヤにおい
て、連続層がタイヤトレッドの外表面とウィングまたは
サイドウォールゴムとの間に、周方向に連続的に連なっ
て存在する空気入りタイヤである。(5) The pneumatic tire according to the above (1), wherein the continuous layer is continuously continuous in the circumferential direction between the outer surface of the tire tread and the wing or sidewall rubber. .
【００１６】（６） 前記いずれかの空気入りタイヤに
おいて、ゴム層が、ジエン系ゴム１００重量部に対し、
窒素吸着比表面積（Ｎ２ＳＡ）が１３０ｍ２／ｇ以上で
かつジブチルフタレート吸油量（ＤＢＰ）が１１０ｍｌ
／１００ｇ以上のカーボンブラックが４０〜１００重量
部含まれているゴム組成物からなる空気入りタイヤであ
る。(6) In any one of the pneumatic tires described above, the rubber layer is based on 100 parts by weight of the diene rubber.
Nitrogen adsorption specific surface area (N 2 SA) is 130 m 2 / g or more and dibutyl phthalate oil absorption (DBP) is 110 ml
It is a pneumatic tire made of a rubber composition containing 40 to 100 parts by weight of / 100 g or more of carbon black.
【００１７】（７）前記いずれかの空気入りタイヤにお
いて、タイヤの電気抵抗値、すなわちリムと地表との間
の電気抵抗値が１０７Ω以下となる空気入りタイヤであ
る。(7) In any one of the above pneumatic tires, the electric resistance value of the tire, that is, the electric resistance value between the rim and the ground surface is 10 7 Ω or less.
【００１８】[0018]
【発明の実施の形態】本発明における、固有抵抗値が１
０６Ω・ｃｍ以下のゴム層用のゴム組成物に使用するジ
エン系ゴムは、スチレンブタジエンゴム（ＳＢＲ）、ブ
タジエンゴム（ＢＲ）または天然ゴム（ＮＲ）の少なく
とも１種を含むことが耐久性の観点より好ましい。DESCRIPTION OF THE PREFERRED EMBODIMENTS In the present invention, the specific resistance value is 1
0 diene rubber used in the rubber composition for a 6 Omega · cm or less of the rubber layer, styrene-butadiene rubber (SBR), it is durable to at least one of butadiene rubber (BR) or natural rubber (NR) It is preferable from the viewpoint of.
【００１９】また、前記ゴム層用ゴム組成物には、窒素
吸着比表面積（Ｎ２ＳＡ）が１３０ｍ２／ｇ以上でかつ
ジブチルフタレート吸油量（ＤＢＰ）が１１０ｍｌ／１
００ｇ以上のカーボンブラックを使用することが好まし
い。このゴム組成物では、かかる小粒径でかつ高ストラ
クチャーのカーボンブラックを使用することで、通電経
路を形成するゴム層の耐久性を向上させ、タイヤの走行
末期まで帯電防止効果を発揮し得るようにする。ここで
Ｎ２ＳＡはＡＳＴＭ Ｄ３０３７−８９に、またＤＢＰ
はＡＳＴＭ Ｄ２４１４−９０に夫々準拠して求められ
る値である。The rubber composition for a rubber layer has a nitrogen adsorption specific surface area (N 2 SA) of 130 m 2 / g or more and a dibutyl phthalate oil absorption (DBP) of 110 ml / 1.
It is preferable to use 00 g or more of carbon black. In this rubber composition, by using such a small particle size and high structure carbon black, the durability of the rubber layer forming the current path is improved, and the antistatic effect can be exerted until the end of running of the tire. To Here, N 2 SA is described in ASTM D3037-89 and DBP
Are values determined in accordance with ASTM D2414-90, respectively.
【００２０】かかるカーボンブラックの配合量がジエン
系ゴム１００重量部に対して４０重量部未満では補強性
が十分ではなく、一方１００重量部を超えると軟化剤が
少ない場合には加硫後に硬くなり過ぎ、割れ等が発生
し、また軟化剤が多い場合には耐摩耗性が低下する。な
お、カーボンブラック以外の配合剤としては、ゴム製品
において通常用いられる配合剤、例えば加硫剤、加硫促
進剤、加硫促進助剤、軟化剤、老化防止剤等が通常用い
られる配合量にて適宜配合されている。When the compounding amount of the carbon black is less than 40 parts by weight with respect to 100 parts by weight of the diene rubber, the reinforcing property is not sufficient, and when it exceeds 100 parts by weight, when the softening agent is small, it becomes hard after vulcanization. Overheating, cracking, etc., and when the amount of the softening agent is large, abrasion resistance decreases. As the compounding agent other than carbon black, compounding agents usually used in rubber products, for example, vulcanizing agents, vulcanization accelerators, vulcanization accelerating assistants, softeners, antioxidants, etc. It is appropriately blended.
【００２１】次に、本発明の空気入りタイヤの構造につ
いて具体的に説明する。本発明の空気入りタイヤは、前
記ゴム層が、固有抵抗値が１０８Ω・ｃｍ以上であるタ
イヤトレッドゴムの外表面から該トレッドに隣接する少
なくとも１の部材の一部へ接触して周方向に連続する層
を形成する。ここでいう「一部」とは、図１〜３に見ら
れるようにタイヤ幅方向にみて一部のことであり、周方
向には連続層を形成する。Next, the structure of the pneumatic tire of the present invention will be specifically described. In the pneumatic tire according to the present invention, the rubber layer contacts a part of at least one member adjacent to the tread from an outer surface of the tire tread rubber having a specific resistance value of 10 8 Ω · cm or more in a circumferential direction. To form a continuous layer. The term "part" as used herein means a part as viewed in the tire width direction as seen in FIGS. 1 to 3, and forms a continuous layer in the circumferential direction.
【００２２】本発明の空気入りタイヤの好適例では、ト
レッド幅方向に少なくとも１の前記連続層がタイヤトレ
ッドの外表面とトレッド下層ゴムとの間に、周方向に連
続的に連なって存在する。この場合、図１の（イ）に模
式的に示すように、前記連続層ａがトレッド１の中央部
に１箇所だけ存在しても、あるいは図１の（ロ）または
（ハ）に模式的に示すように連続層ａがトレッド１の中
央部に対し左右一対存在しても、良好な帯電防止効果を
得ることができる。なお、トレッド下層ゴムは、トレッ
ドがキャップ／ベース２層構造を有する場合には当該ベ
ースゴム、または単層トレッドの場合には当該単層トレ
ッドに隣接する下層ゴムである。In a preferred embodiment of the pneumatic tire of the present invention, at least one continuous layer exists continuously in the circumferential direction between the outer surface of the tire tread and the tread lower rubber in the tread width direction. In this case, as shown schematically in FIG. 1A, even if the continuous layer a is present at only one location in the center of the tread 1, FIG. 1B or FIG. As shown in (1), even if the continuous layer a exists in a pair on the left and right with respect to the central portion of the tread 1, a favorable antistatic effect can be obtained. The tread lower rubber is the base rubber when the tread has a two-layer cap / base structure, or the lower rubber adjacent to the single-layer tread when the tread has a single-layer tread.
【００２３】また、本発明の空気入りタイヤの他の好適
例では、連続層ａがウィング（ミニサイド）ゴム（図
２）との間に、周方向に連続的に連なって存在する。Further, in another preferred embodiment of the pneumatic tire of the present invention, the continuous layer a continuously exists in the circumferential direction between the continuous layer a and the wing (mini-side) rubber (FIG. 2).
【００２４】通常、シリカ配合ゴムは低転がり抵抗と高
いウェット性能の両立を目的として用いられるが、連続
層ａの導電層ゴムには高カーボンブラック充填のゴムが
用いられるため、シリカ配合ゴムに比較して著しくヒス
テリシスロスが高くなる。その結果、その導電層の厚み
が厚くなるとタイヤの低転がり抵抗性が低下する。ま
た、高カーボンブラック充填の導電ゴム層は、耐摩耗性
においてシリカ配合ゴムに比較して劣るため、厚い導電
層ではその部分の摩耗がシリカ配合ゴムに比して促進さ
れ、結果として走行末期では導電層が接地しない部分が
発生し、体積抵抗値が高くなってしまう。Usually, silica-containing rubber is used for the purpose of achieving both low rolling resistance and high wet performance. However, since the conductive layer rubber of the continuous layer a is a rubber filled with high carbon black, it is compared with silica-containing rubber. As a result, the hysteresis loss is significantly increased. As a result, when the thickness of the conductive layer increases, the low rolling resistance of the tire decreases. In addition, since the conductive rubber layer filled with high carbon black is inferior to silica-containing rubber in abrasion resistance, in a thick conductive layer, abrasion of the portion is accelerated as compared with silica-containing rubber, and as a result, at the end of traveling, A portion where the conductive layer is not grounded occurs, and the volume resistance value increases.
【００２５】連続層ａの導電層の加硫後の厚さは、走行
末期までの耐久性を考えた場合、１００μｍ〜１ｍｍ、
好ましくは２００〜８００μｍである。この厚さが１ｍ
ｍを超えると上述の通りタイヤの転がり抵抗が悪化し、
また偏摩耗の発生を促進させる他、トレッドキャップゴ
ムとの弾性率差に起因する剥離現象が起こりやすくな
り、走行末期まではタイヤとして低電気抵抗値を安定し
て維持することが困難となる。さらに、厚みが大きすぎ
ることで、トレッドゴムと前記連続層ゴムとの物性差に
より発生しやすくなっている偏摩耗の発生を防止するた
めには、市販タイヤに準備される多種のトレッドゴム組
成に対応して前記連続層ゴムを準備することになり、生
産性が低下する。一方、１００μｍ未満であると薄シー
ト出し時の作業性の困難さと、加硫時のゴム流れにより
通電層が遮断される可能性がある。The thickness of the conductive layer of the continuous layer a after vulcanization is 100 μm to 1 mm in consideration of durability up to the end of traveling.
Preferably it is 200 to 800 μm. This thickness is 1m
m, the rolling resistance of the tire deteriorates as described above,
Further, in addition to promoting the occurrence of uneven wear, a peeling phenomenon due to a difference in elastic modulus from the tread cap rubber tends to occur, and it becomes difficult to stably maintain a low electric resistance value as a tire until the end of running. Furthermore, because the thickness is too large, in order to prevent the occurrence of uneven wear that is likely to occur due to differences in physical properties between the tread rubber and the continuous layer rubber, various types of tread rubber compositions prepared for commercial tires are used. Accordingly, the continuous layer rubber is prepared, and the productivity is reduced. On the other hand, when the thickness is less than 100 μm, there is a possibility that the workability at the time of taking out a thin sheet is difficult, and the current-carrying layer is interrupted by a rubber flow at the time of vulcanization.
【００２６】本発明の空気入りタイヤにおいて、タイヤ
の電気抵抗値、すなわちリムから地表まで間の電気抵抗
値の一例を図２に基づき具体的に説明する。図２に示す
空気入りタイヤのトレッドキャップ１からウィング（ミ
ニサイド）２の内側に本発明に係るゴム層５を挟み込ん
だ場合、キャップゴムの固有抵抗値が１０11Ω・ｃｍと
高くとも、該ゴム層の固有抵抗値が１０５Ω・ｃｍ、ミ
ニサイドの固有抵抗値が１０６Ω・ｃｍ、サイドウォー
ルの固有抵抗値が１０６Ω・ｃｍ、またゴムチェーファ
ーの固有抵抗値が１０５Ω・ｃｍであると、ゴム層５を
介して地表−キャップ上ゴム層５−ミニサイド２−サイ
ドウォール３−ゴムチェファー４−リム−車体と通電経
路が形成され、キャップゴムの固有抵抗値に関係なくタ
イヤとして低い電気抵抗値を維持することができる。
尚、ミニサイドを有しない空気入りタイヤにおいてもキ
ャップ−サイドウォール間で同様の通電経路が形成さ
れ、同様の効果が得られる。本発明の空気入りタイヤで
は、このようにして形成された通電経路に基づくリムと
地表との間の電気抵抗値が１０７Ω以下となることが、
帯電を良好に防止する上で好ましい。An example of the electric resistance value of the pneumatic tire of the present invention, that is, the electric resistance value from the rim to the ground surface, will be specifically described with reference to FIG. When the rubber layer 5 according to the present invention is sandwiched between the tread cap 1 and the wing (mini-side) 2 of the pneumatic tire shown in FIG. 2, even if the specific resistance of the cap rubber is as high as 10 11 Ω · cm, The specific resistance of the rubber layer is 10 5 Ω · cm, the specific resistance of the mini side is 10 6 Ω · cm, the specific resistance of the sidewall is 10 6 Ω · cm, and the specific resistance of the rubber chafer is 10 5 Ω · cm. When the resistance is Ω · cm, an energization path is formed between the ground surface, the rubber layer on the cap 5, the mini-side 2, the side wall 3, the rubber chafer 4, the rim and the vehicle body via the rubber layer 5. Therefore, a low electric resistance value can be maintained as a tire.
Incidentally, even in a pneumatic tire having no mini-side, a similar energization path is formed between the cap and the sidewall, and the same effect is obtained. In the pneumatic tire of the present invention, the electric resistance value between the rim and the ground based on the energization path formed in this way is 10 7 Ω or less,
It is preferable in favor of preventing charging.
【００２７】[0027]
【実施例】以下に、本発明を実施例および比較例に基づ
き具体的に説明する。下記の表１および表２に示す配合
処方に従い、空気入りタイヤのトレッドキャップゴム、
および各種帯電防止用ゴム組成物Ａ、Ｂを夫々調製し
た。The present invention will be specifically described below based on examples and comparative examples. According to the formulation shown in Table 1 and Table 2 below, the tread cap rubber of the pneumatic tire,
And various antistatic rubber compositions A and B were prepared, respectively.
【００２８】 （表１） キャップゴム スチレンブタジエンゴム＊１ ９６（重量部） ブタジエンゴム＊２ ３０ ＳｉＯ２ ＊３ ６０ カーボンブラック（Ｎ２３４）＊４ ２０ シランカップリング剤＊５ ６ ＺｎＯ ３ ステアリン酸 ２ アロマオイル １０ 加硫促進剤（ＣＢＳ）＊６ １．５ 加硫促進剤（ＤＰＧ）＊７ ２硫黄 １．５ ＊１ 日本合成ゴム（株）製ＳＢＲ１７１２ ＊２ ９６％シス結合 ＊３ ニプシルＶＮ３ ＊４ Ｎ２ＳＡ：１２６ｍ２／ｇ ＤＢＰ：１２５ｍｌ／１００ｇ ＊５ ＤＥＧＵＳＳＡ社製 Ｓｉ６９ ＊６ Ｎ−シクロヘキシル−２−ベンゾチアジルスルフェンアミド ＊７ ジフェニルグアニジン(Table 1) Cap rubber styrene butadiene rubber * 196 (parts by weight) Butadiene rubber * 2 30 SiO 2 * 360 Carbon black (N234) * 4 20 Silane coupling agent * 56 ZnO 3 Stearic acid 2 Aroma Oil 10 Vulcanization accelerator (CBS) * 6 1.5 Vulcanization accelerator (DPG) * 7 2 Sulfur 1.5 * 1 SBR1712 manufactured by Nippon Synthetic Rubber Co., Ltd. * 2 96% cis bond * 3 Nipsil VN3 * 4 N 2 SA: 126 m 2 / g DBP: 125 ml / 100 g * 5 Si69 manufactured by DEGUSSA * 6 N-cyclohexyl-2-benzothiazylsulfenamide * 7 diphenylguanidine
【００２９】 （表２） ゴム組成物（Ａ） ゴム組成物（Ｂ） 天然ゴム ４０（重量部） ４０ スチレンブタジエンゴム＊８ ６０ ６０ カーボンブラック（Ｎ１３４）＊９ ６０ − カーボンブラック（Ｎ３３０）＊１０ − ６５ アロマオイル １５ １５ ＺｎＯ ２ ２ 老化防止剤 ＊１１ １ １ 加硫促進剤（ＤＰＧ） ０．２ ０．２ 加硫促進剤（ＮＳ）＊１２ ０．８ ０．８硫黄 １．５ １．５ ＊８ 日本合成ゴム（株）製ＳＢＲ１５００ ＊９ Ｎ２ＳＡ：１４６ｍ２／ｇ ＤＢＰ：１２７ｍｌ／１００ｇ ＊１０ Ｎ２ＳＡ：８３ｍ２／ｇ ＤＢＰ：１０２ｍｌ／１００ｇ ＊１１ Ｎ−（１，３−ジメチルブチル）−Ｎ´−フェニル−ｐ−フェニレンジ アミン ＊１２ Ｎ−ｔｅｒｔ−ブチル−２−ベンゾチアゾリルスルフェンアミド(Table 2) Rubber composition (A) Rubber composition (B) Natural rubber 40 (parts by weight) 40 Styrene butadiene rubber * 8 60 60 Carbon black (N134) * 960-Carbon black (N330) * 10 -65 Aroma oil 15 15 ZnO 2 2 Antioxidant * 11 11 Vulcanization accelerator (DPG) 0.2 0.2 Vulcanization accelerator (NS) * 12 0.8 0.8 Sulfur 1.5 1.5 * 8 SBR1500 * 9 N 2 SA manufactured by Nippon Synthetic Rubber Co., Ltd .: 146 m 2 / g DBP: 127 ml / 100 g * 10 N 2 SA: 83 m 2 / g DBP: 102 ml / 100 g * 11 N- (1,3-dimethylbutyl) -N′-phenyl-p-phenylenediamine * 12 N-tert-butyl-2 -Benzothiazolylsulfenamide
【００３０】得られたゴム組成物Ａ、Ｂを図３に示す如
く導電層６として、サイズ１８５／７０Ｒ１４の空気入
りタイヤのトレッド中央部でベルト７に達するまでタイ
ヤ周方向に連続的に配置した。加硫後の新品タイヤにお
ける導電層６のゲージは下記の表３に示す通りである。
尚、シリカ配合トレッドゴムの６０℃のｔａｎδは０．
１８、導電層Ａの６０℃のｔａｎδは０．２９であっ
た。As shown in FIG. 3, the obtained rubber compositions A and B were continuously arranged in the tire circumferential direction until reaching the belt 7 at the center of the tread of a pneumatic tire of size 185 / 70R14 as shown in FIG. . The gauge of the conductive layer 6 in the new tire after vulcanization is as shown in Table 3 below.
The tan δ of the silica-containing tread rubber at 60 ° C. was 0.1.
18. The tan δ of the conductive layer A at 60 ° C. was 0.29.
【００３１】また、これらのタイヤの抵抗値（電気抵抗
値）は、次のようにして求めた。即ち、GERMAN ASSOCIA
TION OF RUBBER INDUSTRYのＷｄＫ １１０ シート３
に準拠してヒューレットパッカード(HEWLETT PACKARD)
社製モデルＨＰ４３３９Ａのハイレジスタンスメーター
を使用し、図４のようにして測定した。図中、１１はタ
イヤ、１２は鋼板、１３は絶縁板、１４は前記ハイレジ
スタンスメーターであり、絶縁板１３上の鋼板１２とタ
イヤ１１のリムとの間に１０００Ｖの電流を流して測定
した。The resistance values (electric resistance values) of these tires were determined as follows. That is, GERMAN ASSOCIA
TION OF RUBBER INDUSTRY WdK 110 Sheet 3
Hewlett Packard (HEWLETT PACKARD)
The measurement was carried out as shown in FIG. 4 using a high resistance meter of Model HP4339A manufactured by the company. In the figure, 11 is a tire, 12 is a steel plate, 13 is an insulating plate, and 14 is the high resistance meter, which was measured by applying a current of 1000 V between the steel plate 12 on the insulating plate 13 and the rim of the tire 11.
【００３２】さらに、導電層６の固有抵抗値は、次のよ
うにして求めた。即ち、円盤形状のサンプルを作製し、
半径：ｒ＝２．５ｃｍ、厚さ：ｔ＝０．２ｃｍの部分の
電気抵抗値Ｒを、図５に示すアドバンス社製絶縁抵抗試
験箱を用いて測定し、次式により固有抵抗値ρを計算し
た。 ρ＝（ａ／ｔ）Ｒ （式中、ａは断面積（＝π×ｒ２）、ｔは厚さを用いて
求めた。なお、図５中、Ａは主電極、Ｂは対電極、Ｃは
ガード電極、ｔは試料の厚さを示す。新品時、１０，０
００ｋｍ走行後および４０，０００ｋｍ走行後の電気抵
抗値および新品時タイヤの転がり抵抗を下記の表３に示
す。Further, the specific resistance value of the conductive layer 6 was obtained as follows. That is, a disk-shaped sample is prepared,
The electric resistance value R of the part where the radius is r = 2.5 cm and the thickness is t = 0.2 cm is measured using an insulation resistance test box manufactured by Advance Co., Ltd. shown in FIG. Calculated. ρ = (a / t) R (where a is the cross-sectional area (= π × r 2 ) and t is the thickness), where A is the main electrode, B is the counter electrode, C indicates the guard electrode, t indicates the thickness of the sample, and when new, 10,0.
Table 3 below shows the electrical resistance value after running 00 km and after running 40,000 km and the rolling resistance of the new tire.
【００３３】（表３） ＊１ 外径１７０８ｍｍのドラム上に内圧１．７０ｋｇ
／ｃｍ２に調整した供試タイヤを接地し、ＪＩＳ １０
０％荷重を負荷させた後、８０ｋｍ／ｈｒで３０分間予
備走行させ、空気圧を再調整し２００ｋｍ／ｈｒの速度
までドラム回転速度を上昇させた後ドラムを惰行させ、
１８５ｋｍ／ｈｒから２０ｋｍ／ｈｒまでドラム回転速
度が低下するまでの慣性モーメントから下記式に従い転
がり抵抗を算出し、比較例１を１００として指数表示し
た。数値が大きい程結果が良好である。 式中ＩＤ：ドラムの慣性モーメント Ｉｔ：タイヤの慣性モーメント ＲＤ：ドラム半径 Ｒｔ：タイヤ半径 ＊２ 実施例２および比較例２は１０，０００ｋｍ走行
後はタイヤ周上、測定点により非常に値のバラツキが大
きく、周上４点測定の抵抗値幅を表示した。(Table 3) * 1 1.70kg internal pressure on a 1708mm outside diameter drum
/ Cm 2 , the test tire was grounded and JIS 10
After applying a 0% load, the vehicle was preliminarily driven at 80 km / hr for 30 minutes, the air pressure was readjusted, the drum rotation speed was increased to a speed of 200 km / hr, and then the drum was coasted.
The rolling resistance was calculated from the moment of inertia until the drum rotation speed decreased from 185 km / hr to 20 km / hr according to the following equation. The higher the value, the better the result. In the formula, ID: Moment of inertia of the drum It: Moment of inertia of the tire RD: Drum radius Rt: Tire radius * 2 In Example 2 and Comparative Example 2, after running 10,000 km, the value varied greatly depending on the measurement point on the tire circumference. Is large, and the resistance value width measured at four points on the circumference is displayed.
【００３４】上記表３から、比較例２のように導電層の
厚みが厚くなるとタイヤの低転がり抵抗性が低下するこ
とが分かった。From Table 3 above, it was found that as the thickness of the conductive layer increased as in Comparative Example 2, the low rolling resistance of the tire decreased.
【００３５】これに対し、実施例１および実施例２では
いずれもタイヤの低転がり抵抗性を損なうことなく、電
気抵抗値を下げる効果が観られた。On the other hand, in Examples 1 and 2, the effect of lowering the electric resistance was observed without impairing the low rolling resistance of the tire.
【００３６】特に、実施例１では、ミニサイドの有無に
関係なしに、４０，０００ｋｍ走行後も１０６Ωの電気
抵抗値が維持された。このことは、走行末期において
も、本発明に係るゴム層による通電経路が良好に保持さ
れていることを示している。In particular, in Example 1, the electrical resistance value of 10 6 Ω was maintained after traveling 40,000 km regardless of the presence or absence of the mini side. This indicates that the energization path by the rubber layer according to the present invention is well maintained even at the end of traveling.
【００３７】一方、実施例２においては、タイヤのミニ
サイドの有無に関係なく、１０，０００ｋｍ走行後では
若干のばらつきはあるものの、低い電気抵抗値が維持さ
れたが、４０，０００ｋｍ走行後ではタイヤ周上で電気
抵抗値のばらつき幅が大きくなり、ある部分では１０
１０Ωにまで上昇していた。これは、走行初期にタイヤ
全周に亘り存在した通電経路が、走行末期には、ある接
地部では遮断され、帯電防止用ゴム組成物の適用効果が
消失していることを示している。すなわち、かかるタイ
ヤにおいては、走行末期まで一定の低い電気抵抗値を維
持することが必ずしも容易ではないことを示している。On the other hand, in Example 2, although there was a slight variation after traveling 10,000 km, the low electric resistance was maintained regardless of the presence or absence of the mini-side of the tire, but after traveling 40,000 km. The variation range of the electric resistance value becomes large on the circumference of the tire.
It had risen to 10 Ω. This indicates that the current-carrying path existing over the entire circumference of the tire at the beginning of running is interrupted at a certain grounding portion at the end of running, and the application effect of the antistatic rubber composition has been lost. That is, it indicates that it is not always easy for such a tire to maintain a constant low electric resistance value until the end of traveling.
【００３８】[0038]
【発明の効果】以上説明してきたように、本発明の空気
入りタイヤにおいては、低導電性のシリカ含有トレッド
を有する低燃費性空気入りタイヤの所定の箇所に特定の
ゴム層適用したことにより、走行末期に至るまで帯電防
止に優れた効果を奏するとともに、高い放置安定性を有
する。よって、本発明の空気入りタイヤは、帯電防止タ
イヤとして優れた効果を奏する。As described above, in the pneumatic tire of the present invention, a specific rubber layer is applied to a predetermined portion of a fuel-efficient pneumatic tire having a low-conductivity silica-containing tread. It has an excellent antistatic effect until the end of traveling and has high standing stability. Therefore, the pneumatic tire of the present invention has an excellent effect as an antistatic tire.
【図１】（イ）〜（ハ）は本発明の空気入りタイヤのト
レッド部を模式的に示す断面図であるFIGS. 1A to 1C are cross-sectional views schematically showing a tread portion of a pneumatic tire of the present invention.
【図２】本発明の一例空気入りタイヤの断面図である。FIG. 2 is a cross-sectional view of an example pneumatic tire of the present invention.
【図３】帯電防止用ゴム組成物の適用箇所を示す空気入
りタイヤの部分断面図である。FIG. 3 is a partial cross-sectional view of a pneumatic tire showing a portion where an antistatic rubber composition is applied.
【図４】実施例で使用したタイヤの電気抵抗値測定装置
の概略図である。FIG. 4 is a schematic view of a tire electric resistance measuring device used in Examples.
【図５】サンプルゴムの電気抵抗値Ｒの測定法を示す説
明図である。FIG. 5 is an explanatory diagram showing a method for measuring an electric resistance value R of a sample rubber.
１ トレッドキャップ ２ ウィング（ミニサイド） ３ サイドウォール ４ ゴムチェファー ５ ゴム層 ６ 導電層 ７ ベルト １１ タイヤ １２ 鋼板 １３ 絶縁板 １４ ハイレジスタンスメーター Reference Signs List 1 tread cap 2 wing (mini-side) 3 sidewall 4 rubber chefer 5 rubber layer 6 conductive layer 7 belt 11 tire 12 steel plate 13 insulating plate 14 high resistance meter
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｃ０９Ｋ 3/16 １０１ Ｃ０９Ｋ 3/16 １０１Ｂ ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 6 Identification code Agency reference number FI Technical display location C09K 3/16 101 C09K 3/16 101B
Claims (7)
厚さ１００μｍ〜１ｍｍのゴム層が、固有抵抗値が１０
８Ω・ｃｍ以上であるタイヤトレッドゴムの外表面から
該トレッドに隣接する少なくとも１の部材の一部へ接触
して周方向に連続する層を形成してなることを特徴とす
る空気入りタイヤ。A rubber layer having a specific resistance of 10 6 Ω · cm or less and a thickness of 100 μm to 1 mm has a specific resistance of 10 6 Ω · cm or less.
A pneumatic tire having a circumferentially continuous layer formed in contact with a part of at least one member adjacent to the tread from the outer surface of the tire tread rubber having a resistance of 8 Ω · cm or more.
続層がタイヤトレッドの外表面とトレッド下層ゴムとの
間に、周方向に連続的に連なって存在する請求項１記載
の空気入りタイヤ。2. The pneumatic tire according to claim 1, wherein at least one continuous layer extends continuously in a circumferential direction between an outer surface of the tire tread and a tread lower layer rubber in a tread width direction.
在する請求項２記載の空気入りタイヤ。3. The pneumatic tire according to claim 2, wherein the continuous layer is present at one position in the center of the tread.
一対存在する請求項２記載の空気入りタイヤ。4. The pneumatic tire according to claim 2, wherein the continuous layer has a pair of right and left sides with respect to a tread central portion.
ウィングまたはサイドウォールゴムとの間に、周方向に
連続的に連なって存在する請求項１記載の空気入りタイ
ヤ。5. The pneumatic tire according to claim 1, wherein the continuous layer exists continuously in the circumferential direction between the outer surface of the tire tread and the wing or sidewall rubber.
部に対し、窒素吸着比表面積（Ｎ２ＳＡ）が１３０ｍ２
／ｇ以上でかつジブチルフタレート吸油量（ＤＢＰ）が
１１０ｍｌ／１００ｇ以上のカーボンブラックが４０〜
１００重量部含まれているゴム組成物からなる請求項１
〜５のうちいずれか一項記載の空気入りタイヤ。6. The rubber layer has a nitrogen adsorption specific surface area (N 2 SA) of 130 m 2 based on 100 parts by weight of the diene rubber.
/ G or more and carbon black having a dibutyl phthalate oil absorption (DBP) of 110 ml / 100 g or more
2. A rubber composition comprising 100 parts by weight of a rubber composition.
The pneumatic tire according to any one of claims 1 to 5.
る請求項１〜６のうちいずれか一項記載の空気入りタイ
ヤ。7. The pneumatic tire according to claim 1, wherein the tire has an electric resistance of 10 7 Ω or less.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17608397A JP3763640B2 (en) | 1996-07-18 | 1997-07-01 | Pneumatic tire |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20787796 | 1996-07-18 | ||
| JP8-207877 | 1996-07-18 | ||
| JP17608397A JP3763640B2 (en) | 1996-07-18 | 1997-07-01 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1081110A true JPH1081110A (en) | 1998-03-31 |
| JP3763640B2 JP3763640B2 (en) | 2006-04-05 |
Family
ID=26497144
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17608397A Expired - Fee Related JP3763640B2 (en) | 1996-07-18 | 1997-07-01 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3763640B2 (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000289411A (en) * | 1999-04-09 | 2000-10-17 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| WO2006098407A1 (en) | 2005-03-16 | 2006-09-21 | Bridgestone Corporation | Pneumatic tire |
| DE102008036451A1 (en) | 2007-08-10 | 2009-02-12 | Toyo Tire & Rubber Co., Ltd., Osaka-shi | Pneumatic tires and method of making pneumatic tires |
| DE102008058881A1 (en) | 2007-11-26 | 2009-05-28 | Toyo Tire & Rubber Co., Ltd., Osaka-shi | Pneumatic tires and process for their manufacture |
| DE102008053464A1 (en) | 2007-11-01 | 2009-06-25 | Toyo Tire & Rubber Co., Ltd. | tire |
| DE102008021593A1 (en) | 2008-01-08 | 2009-07-16 | Toyo Tire & Rubber Co., Ltd., Osaka-shi | Pneumatic tires and manufacturing process for this |
| EP2394826A1 (en) | 2010-06-09 | 2011-12-14 | Toyo Tire & Rubber Co. Ltd. | Pneumatic tire |
| US8146636B2 (en) | 2007-11-19 | 2012-04-03 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| US8261794B2 (en) | 2007-10-25 | 2012-09-11 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| JP2013095323A (en) * | 2011-11-02 | 2013-05-20 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US8869856B2 (en) | 2007-06-15 | 2014-10-28 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| US9090133B2 (en) | 2006-03-16 | 2015-07-28 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire having conductive layer and rubber cement layer |
| JP2016055660A (en) * | 2014-09-05 | 2016-04-21 | 横浜ゴム株式会社 | Pneumatic tire |
Families Citing this family (1)
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| DE112012006326T5 (en) | 2012-09-28 | 2015-01-22 | The Yokohama Rubber Co., Ltd. | tire |
-
1997
- 1997-07-01 JP JP17608397A patent/JP3763640B2/en not_active Expired - Fee Related
Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000289411A (en) * | 1999-04-09 | 2000-10-17 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| WO2006098407A1 (en) | 2005-03-16 | 2006-09-21 | Bridgestone Corporation | Pneumatic tire |
| JPWO2006098407A1 (en) * | 2005-03-16 | 2008-08-28 | 株式会社ブリヂストン | Pneumatic tire |
| JP4673365B2 (en) * | 2005-03-16 | 2011-04-20 | 株式会社ブリヂストン | Pneumatic tire |
| US9090133B2 (en) | 2006-03-16 | 2015-07-28 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire having conductive layer and rubber cement layer |
| US8869856B2 (en) | 2007-06-15 | 2014-10-28 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| US8167014B2 (en) | 2007-08-10 | 2012-05-01 | Toyo Tire & Rubber Co., Ltd. | Manufacturing method of pneumatic tire and pneumatic tire |
| DE102008036451A1 (en) | 2007-08-10 | 2009-02-12 | Toyo Tire & Rubber Co., Ltd., Osaka-shi | Pneumatic tires and method of making pneumatic tires |
| DE102008036451B4 (en) * | 2007-08-10 | 2014-02-13 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tires and method of making pneumatic tires |
| US8261794B2 (en) | 2007-10-25 | 2012-09-11 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| DE102008053464A1 (en) | 2007-11-01 | 2009-06-25 | Toyo Tire & Rubber Co., Ltd. | tire |
| US8146636B2 (en) | 2007-11-19 | 2012-04-03 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| US8167015B2 (en) | 2007-11-26 | 2012-05-01 | Toyo Tire & Rubber Co., Ltd. | Method of manufacturing pneumatic tire and manufacturing pneumatic tire |
| DE102008058881A1 (en) | 2007-11-26 | 2009-05-28 | Toyo Tire & Rubber Co., Ltd., Osaka-shi | Pneumatic tires and process for their manufacture |
| US8171966B2 (en) | 2008-01-08 | 2012-05-08 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire and method for manufacturing the same |
| DE102008021593A1 (en) | 2008-01-08 | 2009-07-16 | Toyo Tire & Rubber Co., Ltd., Osaka-shi | Pneumatic tires and manufacturing process for this |
| EP2394826A1 (en) | 2010-06-09 | 2011-12-14 | Toyo Tire & Rubber Co. Ltd. | Pneumatic tire |
| US8905096B2 (en) | 2010-06-09 | 2014-12-09 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire with tread having cap portion, segmented base portion and conductive portion |
| JP2013095323A (en) * | 2011-11-02 | 2013-05-20 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2016055660A (en) * | 2014-09-05 | 2016-04-21 | 横浜ゴム株式会社 | Pneumatic tire |
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