JPH1148711A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH1148711A JPH1148711A JP9212954A JP21295497A JPH1148711A JP H1148711 A JPH1148711 A JP H1148711A JP 9212954 A JP9212954 A JP 9212954A JP 21295497 A JP21295497 A JP 21295497A JP H1148711 A JPH1148711 A JP H1148711A
- Authority
- JP
- Japan
- Prior art keywords
- rubber layer
- rubber
- pneumatic tire
- conductive
- layer
- 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.)
- Pending
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
- B60C19/08—Electric-charge-dissipating arrangements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、耐久性の改善され
た帯電防止型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 an antistatic pneumatic tire having improved durability.
【０００２】[0002]
【従来の技術】従来の空気入りタイヤにおいては、トレ
ッドゴムにカーボンブラックが適量含まれており、タイ
ヤの電気抵抗に関する問題や帯電量の蓄積に関する問題
は存在し得なかった。しかしながら、近年環境問題が大
きく取り上げられ、低燃費化への動きが加速されてい
る。低燃費化、即ち転がり抵抗の低減をトレッドゴムの
改良により達成するためには、ヒステリシスロスを発生
させる原因となるカーボンブラックを減らす必要があ
り、今日では低燃費性能に優れたトレッドゴムとして、
カーボンブラックの配合量を減らしてシリカを含有した
トレッドゴムが注目され、タイヤの運動性能と低燃費性
能とを高い水準で両立させるために、特にキャップ／ベ
ース構造を有する空気入りラジアルタイヤにおいて、シ
リカ多量配合ゴムをキャップ層のゴムに使用するケース
が増加する傾向にある。その結果、電気抵抗に関する問
題および帯電量の蓄積に関する問題が新たに浮上してき
ている。2. Description of the Related Art In a conventional pneumatic tire, an appropriate amount of carbon black is contained in a tread rubber, and there has been no problem relating to the electric resistance of the tire or the problem relating to accumulation of a charge amount. However, in recent years, environmental issues have been widely taken up, and the movement to reduce fuel consumption has been accelerated. In order to achieve low fuel consumption, that is, reduction of rolling resistance by improving tread rubber, it is necessary to reduce carbon black which causes hysteresis loss.Today, as tread rubber excellent in low fuel consumption performance,
Tread rubber containing silica by reducing the blending amount of carbon black has attracted attention. In order to achieve a high level of both the tire's kinetic performance and low fuel consumption performance, particularly in a pneumatic radial tire having a cap / base structure, silica is used. The use of a large amount of compounded rubber as the rubber for the cap layer tends to increase. As a result, problems relating to electric resistance and problems relating to accumulation of the amount of charge have newly emerged.
【０００３】かかる問題を解決する方法として、例え
ば、欧州特許第６５８ ４５２号明細書に開示されてい
るように、導電性ゴム層２０をトレッド１０の幅方向中
央部にトレッド表面からトレッド下層ゴムまで挟み込む
手法が知られている（図６）。As a method for solving such a problem, for example, as disclosed in European Patent No. 658 452, a conductive rubber layer 20 is formed at the center in the width direction of the tread 10 from the tread surface to the tread lower layer rubber. A sandwiching technique is known (FIG. 6).
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、前記欧
州特許第６５８ ４５２号明細書等に開示されているよ
うに導電ゴム層をシリカ配合のトレッドに表面から下層
ゴムまで挟み込むと、特に高速走行時に車両が横風を受
けてタイヤに横方向からの入力を受けたような場合、図
７に示すように、導電ゴム層２０が他のトレッド１０部
分と異質ゴムであるが故に境界面より剥離が発生し、こ
の剥離がタイヤ周上に連続して延びるという問題があ
る。かかる問題は旋回走行時にも同様に生じ得るもので
ある。一旦剥離が発生するとタイヤの耐久性は著しく低
下する。However, when the conductive rubber layer is sandwiched from the surface to the lower layer rubber in a tread containing silica as disclosed in the above-mentioned European Patent No. 658 452, especially when the vehicle is running at high speed. When the tire receives a lateral wind and receives an input from the lateral direction, as shown in FIG. 7, the conductive rubber layer 20 is separated from the other tread 10 and the rubber is separated from the boundary surface. However, there is a problem that the peeling continuously extends on the tire circumference. Such a problem can also occur during turning. Once peeling occurs, the durability of the tire is significantly reduced.
【０００５】そこで本発明の目的は、タイヤの耐久性を
損なうことなく、帯電防止を確実に確保し得る空気入り
タイヤを提供することにある。An object of the present invention is to provide a pneumatic tire that can reliably prevent static charge without impairing the durability of the tire.
【０００６】[0006]
【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、導電ゴム層をトレッドに
適用して通電経路を形成せしめるにあたり、一の導電ゴ
ム層を厚さ方向および周方向の少なくともいずれか一方
に連続して波形に延在せしめることにより、タイヤ横方
向の入力が効果的に分散されて導電ゴム層の動きと境界
面でのゴムの変形が拘束され、導電ゴム層の剥離を防止
することができることを見出し、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 one conductive rubber layer is formed in a thickness direction when a conductive rubber layer is applied to a tread to form an energization path. In addition, by extending the waveform continuously in at least one of the circumferential direction and the circumferential direction, the input in the tire lateral direction is effectively dispersed, the movement of the conductive rubber layer and the deformation of the rubber at the boundary surface are restrained, and the conductive The present inventors have found that peeling of the rubber layer can be prevented, and have completed the present invention.
【０００７】すなわち、本発明の空気入りタイヤは下記
の通りである。 （１）トレッド部の少なくともタイヤ半径方向外方区域
に加硫硬化後の固有抵抗値が１０８Ω・ｃｍ以上である
ゴム層が配置された空気入りタイヤであって、前記ゴム
層が、タイヤ幅方向の少なくとも１箇所において、実質
上該ゴム層の全厚みにわたり周方向に延びる固有抵抗値
１０６Ω・ｃｍ以下の導電分離ゴム層により同幅方向に
分離されてなる空気入りタイヤにおいて、前記導電分離
ゴム層がその幅０．３〜３．０ｍｍにて前記ゴム層の厚
み方向および周方向の少なくともいずれか一方の方向に
波形形状を呈して延在することを特徴とする空気入りタ
イヤである。That is, the pneumatic tire of the present invention is as follows. (1) A pneumatic tire in which a rubber layer having a specific resistance value of 10 8 Ω · cm or more after vulcanization and curing is arranged at least in a radially outer region of the tread portion in the tire radial direction, wherein the rubber layer is a tire At least one portion in the width direction, the pneumatic tire is separated in the same width direction by a conductive separation rubber layer having a specific resistance of 10 6 Ω · cm or less extending in the circumferential direction over substantially the entire thickness of the rubber layer. The pneumatic tire, wherein the conductive separating rubber layer has a width of 0.3 to 3.0 mm and extends in a wavy shape in at least one of the thickness direction and the circumferential direction of the rubber layer. is there.
【０００８】（２）前記空気入りタイヤにおいて、前記
導電分離ゴム層が前記ゴム層の厚み方向に波形に延在す
る長さの全長が該ゴム層の全厚みの１２０〜２００％で
ある空気入りタイヤである。(2) In the pneumatic tire, the pneumatic tire in which the total length of the conductive separating rubber layer extending in the thickness direction of the rubber layer in a waveform is 120 to 200% of the total thickness of the rubber layer. Tires.
【０００９】（３）前記空気入りタイヤにおいて、前記
導電分離ゴム層が前記ゴム層の周方向に波形に延在する
長さの全長が該ゴム層の全周長さの１５０〜３００％で
ある空気入りタイヤである。(3) In the pneumatic tire, the entire length of the conductive separating rubber layer extending in the circumferential direction of the rubber layer in a waveform is 150 to 300% of the total circumferential length of the rubber layer. It is a pneumatic tire.
【００１０】（４）前記空気入りタイヤにおいて、前記
導電分離ゴム層の幅が０．５〜２．０ｍｍである空気入
りタイヤである。(4) The pneumatic tire, wherein the width of the conductive separating rubber layer is 0.5 to 2.0 mm.
【００１１】（５）前記空気入りタイヤにおいて、前記
トレッド部が半径方向外方区域に配置された前記ゴム層
と、半径方向内方区域に配置された加硫硬化後の固有抵
抗値が１０６Ω・ｃｍ以下の内層ゴム層との少なくとも
２層構造で形成されてなる空気入りタイヤである。(5) In the pneumatic tire, the rubber layer in which the tread portion is disposed in the radially outer region and the vulcanized and cured specific resistance value in the radially inner region which is 10 6. A pneumatic tire formed of at least a two-layer structure with an inner rubber layer of Ω · cm or less.
【００１２】（６）前記空気入りタイヤにおいて、前記
導電分離ゴム層は硫黄硬化後の固有抵抗値が１０６Ω・
ｃｍ以下のゴムセメント層からなる空気入りタイヤであ
る。(6) In the pneumatic tire, the conductive separation rubber layer has a specific resistance of 10 6 Ω · after sulfur curing.
This is a pneumatic tire comprising a rubber cement layer of not more than 1 cm.
【００１３】（７）前記空気入りタイヤにおいて、前記
導電分離ゴム層は硫黄硬化後の固有抵抗値が１０６Ω・
ｃｍ以下の導電性シートからなる空気入りタイヤであ
る。(7) In the pneumatic tire, the conductive separation rubber layer has a specific resistance of 10 6 Ω · after curing with sulfur.
This is a pneumatic tire made of a conductive sheet having a size of not more than 1 cm.
【００１４】[0014]
【発明の実施の形態】本発明における、固有抵抗値が１
０６Ω・ｃｍ以下の導電分離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（ＳＢ
Ｒ）、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 conductive isolation rubber layer is styrene-butadiene rubber (SB
R), butadiene rubber (BR) or natural rubber (NR)
It is more preferable to include at least one of the above from the viewpoint of durability.
【００１５】また、前記導電分離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１１０
ｍｌ／１００ｇ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 conductive separation rubber layer has a nitrogen adsorption specific surface area (N 2 SA) of at least 130 m 2 / g and a dibutyl phthalate oil absorption (DBP) of 110.
It is preferable to use carbon black of ml / 100 g or more. 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,
DBP is a value determined in accordance with ASTM D2414-90.
【００１６】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。If 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, while if 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.
【００１７】本発明においては、前記導電分離ゴム層は
硫黄硬化後の固有抵抗値が１０６Ω・ｃｍ以下のゴムセ
メント層または導電性シートからなることが好ましい。
ここでゴムセメント層は、水を溶媒として用いることも
可能であるが、有機溶媒をベースに得るのが品質安定上
好ましい。有機溶媒としては、ヘキサン、石油エーテ
ル、ヘプタン、テトラヒドロフラン（ＴＨＦ）、シクロ
ヘキサン等を挙げることができ、好ましくはヘキサンを
挙げることができる。ゴムセメント層は、トレッドの波
形の切れ目に流し込むかまたはトレッド表面から底面に
わたって塗布する。切れ目は切断手段（カッター等）に
より形成される。ゴムセメントは切れめに良好に充填し
やすい。また、導電性シートはタイヤ成形時にトレッド
に入れた切れ目に挟み込む。In the present invention, the conductive separating rubber layer is preferably made of a rubber cement layer or a conductive sheet having a specific resistance value of 10 6 Ω · cm or less after curing with sulfur.
Here, the rubber cement layer can use water as a solvent, but is preferably obtained based on an organic solvent in terms of quality stability. Examples of the organic solvent include hexane, petroleum ether, heptane, tetrahydrofuran (THF), cyclohexane and the like, and preferably hexane. The rubber cement layer is poured into the tread corrugations or applied from the tread surface to the bottom surface. The cut is formed by cutting means (such as a cutter). The rubber cement is easy to fill into the notch well. Further, the conductive sheet is sandwiched between cuts formed in the tread during tire molding.
【００１８】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。本好適実施形態の空気入りタイ
ヤでは、図１に示すように、導電分離ゴム層２が、固有
抵抗値１０８Ω・ｃｍ以上のタイヤトレッド１に踏面か
らその幅方向の少なくとも１箇所において実質上該トレ
ッド１の全厚みにわたり周方向に延在し、該導電分離ゴ
ム層によりトレッド１が幅方向に分離されている。本発
明においては、導電分離ゴム層２がその幅０．３〜３．
０ｍｍ、好ましくは０．５〜２．０ｍｍにてトレッド１
の厚み方向および周方向の少なくともいずれか一方の方
向に波形形状を呈して延在することが重要である。図１
に示す本好適実施態様においては、１本の導電分離ゴム
層２がトレッド１の厚み方向および周方向の双方に波形
形状を呈して延在している。Next, the structure of the pneumatic tire of the present invention will be specifically described. In the pneumatic tire according to the present preferred embodiment, as shown in FIG. 1, the conductive separation rubber layer 2 is formed on the tire tread 1 having a specific resistance of 10 8 Ω · cm or more at at least one position in the width direction from the tread surface. The tread 1 extends in the circumferential direction over the entire thickness of the tread 1, and the tread 1 is separated in the width direction by the conductive separating rubber layer. In the present invention, the conductive separating rubber layer 2 has a width of 0.3 to 3.
Tread 1 at 0 mm, preferably 0.5-2.0 mm
It is important to extend in a wavy shape in at least one of the thickness direction and the circumferential direction. FIG.
In the preferred embodiment shown in FIG. 1, one conductive separating rubber layer 2 extends in a wavy shape in both the thickness direction and the circumferential direction of the tread 1.
【００１９】導電分離ゴム層２の幅が０．３ｍｍ以上で
あれば導電分離ゴム層をセメント状にして充填する際の
充填不良を生ずることがなく、導電分離ゴム層がトレッ
ドの全幅にわたり確実に充填される。また、３．０ｍｍ
以下であればタイヤの転がり抵抗が悪化することもな
く、またトレッドゴムと導電分離ゴム層との境界面から
の剥離に影響を及ぼすこともない。また、導電分離ゴム
層２は、トレッドゴム層の厚み方向および周方向の少な
くともいずれか一方の方向に波形形状を呈して延在する
ことにより、タイヤ横方向の入力が効果的に分散され、
導電分離ゴム層の動きと、導電分離ゴム層−トレッドゴ
ム境界面でのゴムの変形とが拘束され、該導電分離ゴム
層の剥離を防止することができる。When the width of the conductive separating rubber layer 2 is 0.3 mm or more, the filling of the conductive separating rubber layer in the form of cement does not occur, and the conductive separating rubber layer is surely formed over the entire width of the tread. Will be filled. 3.0 mm
If it is below, the rolling resistance of the tire will not be deteriorated, and there will be no influence on the separation from the boundary surface between the tread rubber and the conductive separation rubber layer. In addition, the conductive separation rubber layer 2 has a wavy shape extending in at least one of the thickness direction and the circumferential direction of the tread rubber layer, so that input in the tire lateral direction is effectively dispersed,
The movement of the conductive separation rubber layer and the deformation of the rubber at the boundary surface between the conductive separation rubber layer and the tread rubber are restrained, and the separation of the conductive separation rubber layer can be prevented.
【００２０】導電分離ゴム層２のトレッド厚さ方向の波
形形状は、導電分離ゴム層２の、トレッドゴム１の厚み
方向に対する全長、即ち波形に沿って計測した長さが該
トレッドゴム１の全厚みの１２０〜２００％であること
が好ましい。１２０％未満ではトレッド厚さ方向の力の
分散が不十分で、耐久性の向上が望めず、一方２００％
を超えると耐久性の向上が飽和する。また、タイヤ周方
向の波形形状は、導電分離ゴム層２の、トレッドゴム１
の周方向に対する全長、即ち波形に沿って計測した長さ
が該トレッドゴム１の全周長さの１５０〜３００％であ
ることが好ましい。１５０％未満ではタイヤ周方向の力
の分散が不十分で、耐久性の向上が望めず、一方２００
％を超えると耐久性の向上が飽和する。The waveform shape of the conductive separating rubber layer 2 in the tread thickness direction is such that the total length of the conductive separating rubber layer 2 in the thickness direction of the tread rubber 1, that is, the length measured along the waveform, is the entire length of the tread rubber 1. It is preferably 120 to 200% of the thickness. If it is less than 120%, the dispersion of the force in the tread thickness direction is insufficient, and improvement in durability cannot be expected.
If it exceeds, the improvement in durability is saturated. In addition, the waveform shape in the tire circumferential direction is such that the tread rubber 1
Is preferably 150 to 300% of the total circumferential length of the tread rubber 1. If it is less than 150%, the dispersion of the force in the circumferential direction of the tire is insufficient, and improvement in durability cannot be expected.
%, The improvement in durability saturates.
【００２１】なお、タイヤの湿潤路面に対する運動性能
と低燃費性能とを高い水準で両立させるためにトレッド
ゴムにシリカを添加することが行われるが、これにより
タイヤトレッド１の固有抵抗値は１０８Ω・ｃｍ以上と
なる。Incidentally, silica is added to the tread rubber in order to achieve a high level of both the running performance of the tire on a wet road surface and the low fuel consumption performance, whereby the specific resistance value of the tire tread 1 is 10 8. Ω · cm or more.
【００２２】また、本発明においては、トレッド部がタ
イヤ半径方向外方区域に配置された固有抵抗値１０８Ω
・ｃｍ以上の外層ゴム層と、半径方向内方区域に配置さ
れた加硫硬化後の固有抵抗値が１０６Ω・ｃｍ以下の内
層ゴム層との少なくとも２層構造で形成し、導電分離ゴ
ム層が実質上外層ゴム層の全厚みにわたり周方向に延び
るようにしても、前記と同様の本発明の効果を得ること
ができる。Further, in the present invention, the tread portion is disposed in the radially outer region of the tire, and has a specific resistance of 10 8 Ω.
A conductive rubber having at least a two-layer structure of an outer rubber layer having a thickness of not less than 10 cm and an inner rubber layer having a specific resistance value of 10 6 Ω · cm or less after vulcanization and curing disposed in the radially inner area; Even when the layer extends in the circumferential direction over substantially the entire thickness of the outer rubber layer, the same effect of the present invention as described above can be obtained.
【００２３】[0023]
【実施例】以下に、本発明を実施例、従来例および比較
例に基づき具体的に説明する。下記の表１、２に示す配
合処方に従い、空気入りラジアルタイヤのトレッドゴム
および導電ゴム層に用いるゴム組成物を夫々調製した。DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be specifically described below based on examples, conventional examples and comparative examples. According to the formulation shown in Tables 1 and 2 below, rubber compositions used for the tread rubber and the conductive rubber layer of the pneumatic radial tire were respectively prepared.
【００２４】 （表１：トレッドゴム） 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: Tread Rubber) Cap Rubber Styrene Butadiene Rubber * 196 (parts by weight) Butadiene Rubber * 2 30 SiO 2 * 360 Carbon Black (N234) * 4 20 Silane Coupling Agent * 5 6 ZnO 3 Stearin 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
【００２５】 （表２：導電ゴム） ゴム組成物 天然ゴム ４０（重量部） スチレンブタジエンゴム＊８ ６０ カーボンブラック（Ｎ１３４）＊９ ６０ アロマオイル １５ ＺｎＯ ２ 老化防止剤 ＊１０ １ 加硫促進剤（ＤＰＧ） ０．２ 加硫促進剤（ＮＳ）＊１１ ０．８ 硫黄 １．５ ＊８ 日本合成ゴム（株）製ＳＢＲ１５００ ＊９ Ｎ２ＳＡ：１４６ｍ２／ｇ ＤＢＰ：１２７ｍｌ／１００ｇ ＊１０ 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 ＊１１ Ｎ−ｔｅｒｔ−ブチル−２−ベンゾチアゾリルスルフェンアミド(Table 2: conductive rubber) Rubber composition Natural rubber 40 (parts by weight) Styrene butadiene rubber * 860 Carbon black (N134) * 960 Aroma oil 15 ZnO 2 Antioxidant * 10 1 Vulcanization accelerator ( DPG) 0.2 Vulcanization accelerator (NS) * 11 0.8 Sulfur 1.5 * 8 NBR manufactured by Nippon Synthetic Rubber Co., Ltd. * 9 N 2 SA: 146 m 2 / g DBP: 127 ml / 100 g * 10 N- (1 , 3-Dimethylbutyl) -N'-phenyl-p-phenylenediamine * 11 N-tert-butyl-2-benzothiazolylsulfenamide
【００２６】得られた導電ゴムを図２、３、４および６
に示すようにしてトレッド１に導電分離ゴム層２として
適用し、サイズ１８５／６５Ｒ１４の空気入りラジアル
タイヤを試作した。FIGS. 2, 3, 4 and 6 show the obtained conductive rubber.
As shown in FIG. 5, a pneumatic radial tire of size 185 / 65R14 was manufactured by applying the conductive rubber layer 2 to the tread 1.
【００２７】実施例１では、図２に示すように、１本の
導電分離ゴム層２をトレッド１の厚さ方向に波形形状に
して、トレッド１の厚みにわたり周方向に配置してあ
る。この導電分離ゴム層２の幅は１ｍｍであり、またト
レッド１の全厚みに対する導電分離ゴム層２の厚み方向
の全長、即ち波形に沿って計測した長さの割合（以下
「トレッド厚さ方向長さ」と略記する）は１５０％であ
る。In the first embodiment, as shown in FIG. 2, one conductive separating rubber layer 2 is corrugated in the thickness direction of the tread 1 and is arranged in the circumferential direction over the thickness of the tread 1. The width of the conductive separating rubber layer 2 is 1 mm, and the ratio of the total length in the thickness direction of the conductive separating rubber layer 2 to the total thickness of the tread 1, that is, the ratio of the length measured along the waveform (hereinafter referred to as “tread thickness direction length”). Abbreviated as ") is 150%.
【００２８】実施例２では、図３に示すように、１本の
導電分離ゴム層２をトレッド１の周方向に波形形状にし
て、トレッド１の厚みにわたり周方向に配置してある。
この導電分離ゴム層２の幅は１ｍｍであり、またトレッ
ド１の全周長さに対する導電分離ゴム層２の周方向長
さ、即ち波形に沿って計測した長さの割合（以下「トレ
ッド周方向長さ」と略記する）は２００％である。In the second embodiment, as shown in FIG. 3, one conductive separating rubber layer 2 is formed in a wavy shape in the circumferential direction of the tread 1 and is arranged in the circumferential direction over the thickness of the tread 1.
The width of the conductive separating rubber layer 2 is 1 mm, and the ratio of the circumferential length of the conductive separating rubber layer 2 to the entire circumferential length of the tread 1, that is, the length measured along the waveform (hereinafter referred to as “tread circumferential direction”). Length ") is 200%.
【００２９】実施例３では、図４に示すように、キャッ
プ／ベース構造のトレッドにおいて、１本の導電分離ゴ
ム層２をトレッドの厚さ方向に波形形状にして、ベース
層下面まで達するようにして周方向に配置してある。こ
の導電分離ゴム層２の幅は１ｍｍであり、またトレッド
厚さ方向長さは１５０％である。In the third embodiment, as shown in FIG. 4, in a tread having a cap / base structure, one conductive separating rubber layer 2 is corrugated in the thickness direction of the tread so as to reach the lower surface of the base layer. Are arranged in the circumferential direction. The width of the conductive separation rubber layer 2 is 1 mm, and the length in the tread thickness direction is 150%.
【００３０】従来例は、図５に示すように、導電分離ゴ
ム層２を挿入しない他は前記実施例と同様のタイヤの例
である。As shown in FIG. 5, the conventional example is a tire example similar to the above-mentioned embodiment except that the conductive separating rubber layer 2 is not inserted.
【００３１】比較例は、図６に示すように、幅５ｍｍの
導電ゴム層をタイヤ中央にて周方向に連続して形成せし
めた他は前記実施例と同様のタイヤの例である。The comparative example is an example of a tire similar to the above-mentioned example except that a conductive rubber layer having a width of 5 mm was continuously formed in the circumferential direction at the center of the tire as shown in FIG.
【００３２】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 ＡＳ
ＳＯＣＩＡＴＩＯＮ ＯＦ ＲＵＢＢＥＲ ＩＮＤＵＳ
ＴＲＹ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８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１
１のリムとの間に１０００Ｖの電流を流して測定した。The resistance value (electric resistance value) of these tires
Was determined as follows. That is, GERMAN AS
SOCIATION OF RUBBER INDUS
The measurement was performed as shown in FIG. 8 using a high resistance meter of Model HP4339A manufactured by Hewlett Packard Co., Ltd. in accordance with TRY WdK 110 sheet 3. In the figure, 11 is a tire, 12 is a steel plate, 13 is an insulating plate, 14 is a high resistance meter, and the steel plate 12 on the insulating plate 13 and the tire 1
The measurement was performed by passing a current of 1000 V between the rim and the rim.
【００３３】また、導電分離ゴム層２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９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は厚さである。な
お、図９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。The specific resistance value of the conductive separating rubber layer 2 is as follows:
It was determined as follows. That is, a disk-shaped sample was prepared, and the electric resistance value R at a portion having a radius of r = 2.5 cm and a thickness of t = 0.2 cm was measured using an insulation resistance test box manufactured by Advance Corporation shown in FIG. Then, the specific resistance value ρ was calculated by the following equation. ρ = (a / t) R where a is the cross-sectional area (= π × r 2 ), and t is the thickness. In FIG. 9, A indicates the main electrode, B indicates the counter electrode, C indicates the guard electrode, and t indicates the thickness of the sample.
【００３４】供試タイヤを実車に装着し、Ｒ８０ｍで
０．４〜０．５Ｇの横Ｇの条件下にて円旋回させ、２０
周後の導電分離ゴム層のトレッドゴムとの境界面での剥
離の有無を調べた。明らかに剥離が発生している場合を
耐久性×、剥離なしの場合を耐久性○とした。得られた
結果を下記の表３に併記する。The test tire was mounted on an actual vehicle, and the tire was turned circularly under the condition of 0.4 to 0.5 G lateral G at R80 m.
The presence or absence of peeling at the boundary surface between the conductive separation rubber layer and the tread rubber after the circumference was examined. When the peeling was clearly observed, the durability was evaluated as x, and when there was no peeling, the durability was evaluated as ○. The results obtained are shown in Table 3 below.
【００３５】（表３） (Table 3)
【００３６】[0036]
【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、導電ゴム層をトレッドに適用し
て通電経路を形成せしめるにあたり、一の導電ゴム層を
厚さ方向および周方向の少なくともいずれか一方に連続
して波形に延在せしめたことにより、タイヤ横方向の入
力が効果的に分散されて導電ゴム層の剥離防止がなさ
れ、耐久性を損なうことなく、帯電防止を確実に確保す
ることができる。As described above, in the pneumatic tire of the present invention, when the conductive rubber layer is applied to the tread to form an energization path, one conductive rubber layer is formed in the thickness direction and the circumferential direction. By extending the waveform in at least one of them continuously, the input in the tire lateral direction is effectively dispersed to prevent peeling of the conductive rubber layer, and without impairing the durability, the antistatic is reliably prevented. Can be secured.
【図１】本発明の一例空気入りタイヤのトレッド部を模
式的に示す断面斜視図である。FIG. 1 is a sectional perspective view schematically showing a tread portion of an example pneumatic tire of the present invention.
【図２】本発明の他の一例空気入りタイヤのトレッド部
を模式的に示す断面斜視図である。FIG. 2 is a cross-sectional perspective view schematically illustrating a tread portion of another example pneumatic tire of the present invention.
【図３】本発明の更に他の一例空気入りタイヤのトレッ
ド部を模式的に示す断面斜視図である。FIG. 3 is a cross-sectional perspective view schematically showing a tread portion of still another example pneumatic tire of the present invention.
【図４】本発明の更に他の一例空気入りタイヤのトレッ
ド部を模式的に示す断面斜視図である。FIG. 4 is a cross-sectional perspective view schematically illustrating a tread portion of still another example pneumatic tire of the present invention.
【図５】従来例の空気入りタイヤのトレッド部を模式的
に示す断面斜視図である。FIG. 5 is a sectional perspective view schematically showing a tread portion of a conventional pneumatic tire.
【図６】比較例で用いた空気入りタイヤのトレッド部を
模式的に示す断面斜視図である。FIG. 6 is a cross-sectional perspective view schematically illustrating a tread portion of a pneumatic tire used in a comparative example.
【図７】比較例で用いた空気入りタイヤのトレッド部の
剥離発生の様子を模式的に示す断面斜視図である。FIG. 7 is a cross-sectional perspective view schematically showing a state of occurrence of peeling of a tread portion of a pneumatic tire used in a comparative example.
【図８】実施例で使用した固有抵抗値測定装置の概略図
である。FIG. 8 is a schematic diagram of a specific resistance value measuring device used in Examples.
【図９】固有抵抗値の測定法を示す説明図である。FIG. 9 is an explanatory diagram showing a method of measuring a specific resistance value.
１，１０ トレッド ２ 導電分離ゴム層 ３ キャップ層 ４ ベース層 １１ タイヤ １２ 鋼板 １３ 絶縁板 １４ ハイレジスタンスメーター ２０ 導電ゴム層 1, 10 tread 2 conductive separating rubber layer 3 cap layer 4 base layer 11 tire 12 steel plate 13 insulating plate 14 high resistance meter 20 conductive rubber layer
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ // Ｂ６０Ｃ 1/00 Ｂ６０Ｃ 1/00 Ａ ──────────────────────────────────────────────────続 き Continuation of the front page (51) Int.Cl. 6 Identification code FI // B60C 1/00 B60C 1/00 A
Claims (7)
外方区域に加硫硬化後の固有抵抗値が１０８Ω・ｃｍ以
上であるゴム層が配置された空気入りタイヤであって、
前記ゴム層が、タイヤ幅方向の少なくとも１箇所におい
て、実質上該ゴム層の全厚みにわたり周方向に延びる固
有抵抗値１０６Ω・ｃｍ以下の導電分離ゴム層により同
幅方向に分離されてなる空気入りタイヤにおいて、 前記導電分離ゴム層がその幅０．３〜３．０ｍｍにて前
記ゴム層の厚み方向および周方向の少なくともいずれか
一方の方向に波形形状を呈して延在することを特徴とす
る空気入りタイヤ。1. A pneumatic tire in which a rubber layer having a specific resistance after vulcanization and curing of 10 8 Ω · cm or more is arranged at least in a radially outer region of a tread portion in a tire radial direction,
The rubber layer is separated in at least one position in the tire width direction by a conductive separation rubber layer having a specific resistance value of 10 6 Ω · cm or less extending in the circumferential direction over substantially the entire thickness of the rubber layer. In the pneumatic tire, the conductive separating rubber layer has a width of 0.3 to 3.0 mm and extends in a wavy shape in at least one of a thickness direction and a circumferential direction of the rubber layer. And pneumatic tires.
方向に波形に延在する長さの全長が該ゴム層の全厚みの
１２０〜２００％である請求項１記載の空気入りタイ
ヤ。2. The pneumatic tire according to claim 1, wherein the total length of the conductive separating rubber layer extending in a wave direction in the thickness direction of the rubber layer is 120 to 200% of the total thickness of the rubber layer.
向に波形に延在する長さの全長が該ゴム層の全周長さの
１５０〜３００％である請求項１または２記載の空気入
りタイヤ。3. The rubber composition according to claim 1, wherein the total length of the conductive separating rubber layer extending in the circumferential direction of the rubber layer in a waveform is 150 to 300% of the total circumferential length of the rubber layer. Pneumatic tire.
０ｍｍである請求項１〜３のうちいずれか一項記載の空
気入りタイヤ。4. The conductive separating rubber layer has a width of 0.5-2.
The pneumatic tire according to any one of claims 1 to 3, which is 0 mm.
置された前記ゴム層と、半径方向内方区域に配置された
加硫硬化後の固有抵抗値が１０６Ω・ｃｍ以下の内層ゴ
ム層との少なくとも２層構造で形成されてなる請求項１
〜４のうちいずれか一項記載の空気入りタイヤ。5. The rubber layer in which the tread portion is disposed in a radially outer region, and an inner layer rubber having a specific resistance value after vulcanization and curing of 10 6 Ω · cm or less disposed in a radially inner region. 2. A structure having at least a two-layer structure with a layer.
The pneumatic tire according to any one of claims 1 to 4.
抵抗値が１０６Ω・ｃｍ以下のゴムセメント層からなる
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 pneumatic tire according to claim 1, wherein the conductive separating rubber layer is a rubber cement layer having a specific resistance value of 10 6 Ω · cm or less after curing with sulfur.
抵抗値が１０６Ω・ｃｍ以下の導電性シートからなる請
求項１〜５のうちいずれか一項記載の空気入りタイヤ。7. The pneumatic tire according to claim 1, wherein the conductive separating rubber layer is formed of a conductive sheet having a specific resistance value of 10 6 Ω · cm or less after curing with sulfur.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9212954A JPH1148711A (en) | 1997-08-07 | 1997-08-07 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9212954A JPH1148711A (en) | 1997-08-07 | 1997-08-07 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH1148711A true JPH1148711A (en) | 1999-02-23 |
Family
ID=16631054
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9212954A Pending JPH1148711A (en) | 1997-08-07 | 1997-08-07 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH1148711A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0895878A2 (en) * | 1997-08-07 | 1999-02-10 | Bridgestone Corporation | Pneumatic tire and method of manufacturing the same |
| JP2001047525A (en) * | 1999-08-06 | 2001-02-20 | Bridgestone Corp | Apparatus and method for manufacture of tire |
| JP2002504454A (en) * | 1998-02-26 | 2002-02-12 | コンパニー ゼネラール デ エタブリッスマン ミシュラン−ミシュラン エ コムパニー | Extruder for conductive tire and section with conductive insert |
| US6847126B2 (en) | 2003-02-25 | 2005-01-25 | Michelin Recherche Et Technique S.A. | System and method for harvesting electric power from a rotating tire's static electricity |
| US6868878B2 (en) | 2002-10-14 | 2005-03-22 | Michelin Recherche Et Technique S.A. | Pneumatic tire including belt cushion section and having conductive path between belt layer and carcass and method of making same |
| EP1533143A1 (en) * | 2003-11-18 | 2005-05-25 | The Goodyear Tire & Rubber Company | Tire with electrically non-conductive tread which contains a self locking electrically conductive rubber strip extending through said tread to its running surface |
| EP1859966A1 (en) * | 2005-03-16 | 2007-11-28 | Bridgestone Corporation | Pneumatic tire |
| JP2009298221A (en) * | 2008-06-11 | 2009-12-24 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| WO2017025828A1 (en) * | 2015-08-10 | 2017-02-16 | Compagnie Générale Des Établissements Michelin | Tyre comprising a conductive wire |
| DE102017122284A1 (en) | 2016-10-11 | 2018-04-12 | Toyo Tire & Rubber Co., Ltd. | TIRE |
-
1997
- 1997-08-07 JP JP9212954A patent/JPH1148711A/en active Pending
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0895878A2 (en) * | 1997-08-07 | 1999-02-10 | Bridgestone Corporation | Pneumatic tire and method of manufacturing the same |
| EP0895878A3 (en) * | 1997-08-07 | 2000-11-08 | Bridgestone Corporation | Pneumatic tire and method of manufacturing the same |
| JP2002504454A (en) * | 1998-02-26 | 2002-02-12 | コンパニー ゼネラール デ エタブリッスマン ミシュラン−ミシュラン エ コムパニー | Extruder for conductive tire and section with conductive insert |
| US6834693B1 (en) * | 1998-02-26 | 2004-12-28 | Compagnie Generle Des Etablissements Michelin-Michelin & Cie | Electrically conductive tire and extrusion equipment for a section with a conductive insert |
| JP2001047525A (en) * | 1999-08-06 | 2001-02-20 | Bridgestone Corp | Apparatus and method for manufacture of tire |
| US6868878B2 (en) | 2002-10-14 | 2005-03-22 | Michelin Recherche Et Technique S.A. | Pneumatic tire including belt cushion section and having conductive path between belt layer and carcass and method of making same |
| US6847126B2 (en) | 2003-02-25 | 2005-01-25 | Michelin Recherche Et Technique S.A. | System and method for harvesting electric power from a rotating tire's static electricity |
| EP1533143A1 (en) * | 2003-11-18 | 2005-05-25 | The Goodyear Tire & Rubber Company | Tire with electrically non-conductive tread which contains a self locking electrically conductive rubber strip extending through said tread to its running surface |
| US7350550B2 (en) * | 2003-11-18 | 2008-04-01 | The Goodyear Tire & Rubber Company | Tire with electrically non-conductive tread which contains a self locking electrically conductive rubber strip extending through said tread to its running surface |
| EP1859966A1 (en) * | 2005-03-16 | 2007-11-28 | Bridgestone Corporation | Pneumatic tire |
| EP1859966A4 (en) * | 2005-03-16 | 2008-11-19 | Bridgestone Corp | Pneumatic tire |
| JP2009298221A (en) * | 2008-06-11 | 2009-12-24 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| WO2017025828A1 (en) * | 2015-08-10 | 2017-02-16 | Compagnie Générale Des Établissements Michelin | Tyre comprising a conductive wire |
| DE102017122284A1 (en) | 2016-10-11 | 2018-04-12 | Toyo Tire & Rubber Co., Ltd. | TIRE |
| CN107914525A (en) * | 2016-10-11 | 2018-04-17 | 东洋橡胶工业株式会社 | Pneumatic tire |
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