JPS588407A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPS588407A JPS588407A JP56104971A JP10497181A JPS588407A JP S588407 A JPS588407 A JP S588407A JP 56104971 A JP56104971 A JP 56104971A JP 10497181 A JP10497181 A JP 10497181A JP S588407 A JPS588407 A JP S588407A
- Authority
- JP
- Japan
- Prior art keywords
- rubber
- durability
- tire
- resistance
- tires
- 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
- B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
- B60C1/0016—Compositions of the tread
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は空気入りタイヤに関し、詳しくはベースゴム(
アンダートレッドゴム)に耐疲労性ヲ著しく改善した特
定ポリブタノエンゴムと天然ゴムおよび/またはポリイ
ンルンゴムを原料ゴムとしたゴム組成物を用いた、特に
トラック−パス用の空気入りタイヤに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a pneumatic tire, and more specifically to a base rubber (
The present invention relates to a pneumatic tire, particularly for track-pass vehicles, using a rubber composition using a specific polybutanoene rubber with significantly improved fatigue resistance (undertread rubber), natural rubber, and/or polyethylene rubber as raw material rubber.
一般にトラック・パス用タイヤにおいては積載量の増加
並びに高速化に伴ない耐トレッドセa4レーション性を
含めた耐久性の要求が高くなシ、゛耐摩耗性その他の特
性を損なうことなく耐久性を向上させることは極めてタ
イヤにとって重要である。In general, for truck and pass tires, there is a high demand for durability, including tread separation resistance, as the load capacity increases and speeds increase. This is extremely important for tires.
これら上記の耐久性向上の要求は、キャップトレッドゴ
ムの耐摩耗性や耐カツトチッピング性を高めることによ
る長寿命化と併行して生じてきたものである。These demands for improved durability have arisen in parallel with efforts to extend the life of cap tread rubber by increasing its wear resistance and cut chipping resistance.
すなわち、従来のタイヤにおいては、キャップトレッド
ゴムの耐摩耗性や耐カツトチッピング性を高めると、一
般に該ゴムの発熱レベルが高くなる傾向にあり、それ酸
ペースゴムの発熱性や耐疲労性等の耐久性を著しく改善
する必要がある。In other words, in conventional tires, increasing the abrasion resistance and cut chipping resistance of the cap tread rubber generally tends to increase the level of heat generation of the rubber; There is a need to significantly improve gender.
このベースゴムの耐久性の機能を十分に発揮させるだめ
に、配合においては従来よりカー?ンブラックの添加を
少なめにするとか、酸化亜鉛を多用して耐ブローアウト
性を上げるとか、加硫促進剤、イオウ等各種配合剤の添
加量の最適化を図ること、並びに汎用の高シスポリブタ
ジエンゴム(BR)の特定量を配合すること等によって
耐久性の改良が試みられているが充分とは言えなかった
、またタイヤでのトレッドゴム中に占めるベースゴムの
比率を高めたシ、プロファイルの変更を行ない耐久性を
改善する試みもなされているが、グループ クラックや
りブチイア−の発生、あるいは摩耗末期におけるペース
ゴムの露出等新たな問題をひき起してしまう。In order to fully demonstrate the durability function of this base rubber, the compounding is more car-like than before. It is necessary to add less black, use more zinc oxide to increase blowout resistance, optimize the amount of various compounding agents such as vulcanization accelerators and sulfur, and use general-purpose high-cis polybutadiene. Attempts have been made to improve durability by blending a specific amount of rubber (BR), but this has not been sufficient. Attempts have been made to improve durability by making changes, but these lead to new problems such as group cracks, spot tears, and exposure of the pace rubber at the end of wear.
ところで、空気入シタイヤのキャラブトレッド、ベース
ゴム等のトレッドの耐久性を向上させるために、トレッ
ドにポリブタジェンのミクロ構造、特に1.2−ビニル
含量との関係が注目されておシ、シンジオタクチック−
1,2−構造が6〜20重量慢のミクロ構造を有するポ
リブタジェン(特開昭55−152612号)ヤ1,2
−構造が30〜550〜55重量部ウムビニルポリブタ
ジェン(%開開54−122506号)を使用し大型空
気入シタイヤあるいは航空機タイヤの疲労耐久性や耐熱
性を改善してきた。By the way, in order to improve the durability of carab treads and base rubber treads for pneumatic tires, the microstructure of polybutadiene in the tread, especially its relationship with the 1,2-vinyl content, has been attracting attention. tic-
Polybutadiene (Japanese Unexamined Patent Publication No. 152612/1983) having a 1,2-structure with a 6-20 weight microstructure
- The fatigue durability and heat resistance of large pneumatic tires or aircraft tires have been improved by using vinyl polybutadiene (%KAI No. 54-122506) whose structure is 30 to 550 to 55 parts by weight.
しかしながら現在の厳しい使用条件に追随してゆ(ため
には、よシ一層、タイヤの耐疲労性向上がせまられてい
る。However, in order to keep up with the current severe usage conditions, it is increasingly necessary to improve the fatigue resistance of tires.
以上のごとく、空気入シタイヤの耐久性の改善、特にタ
イヤのペースゴムの耐疲労性を向上させることによって
タイヤの耐久性を改善する必要が生じている。As described above, there is a need to improve the durability of pneumatic tires, particularly by improving the fatigue resistance of the tire's pace rubber.
本発明は高積載化並びに高速走行化における、走行時に
おける発熱特性を損うことなく、トレ。The present invention enables high-loading and high-speed running without impairing the heat generation characteristics during running.
ドセパレーションやスゲリット現象の発生を抑え、耐久
性を改善した空気入シタイヤを提供することを目的とし
、乗用車タイヤ、オフ・ザ・ロードタイヤ、トラック・
バス用タイヤなど広く自動車用タイヤに利用され、特に
高い耐久性を要求されるトラック・パス用タイヤとして
好適である。The aim is to provide pneumatic tires that suppress the occurrence of de-separation and sugerite phenomena and improve durability.
It is widely used in automobile tires such as bus tires, and is particularly suitable as truck and pass tires that require high durability.
本発明者等は前記目的に沿って鋭意研究の結果、ペース
ゴムに耐疲労性を向上せしめたゴム組成物を用いること
によって、タイヤの耐久性が著しく向上することを見出
し本発明に到達した。As a result of intensive research in accordance with the above-mentioned objective, the present inventors have discovered that the durability of tires can be significantly improved by using a rubber composition with improved fatigue resistance as a pace rubber, and have arrived at the present invention.
すなわち本発明は、1.2結合単位が65〜90モル係
の本質的に無定形なIリプタジエン(以下、V−BRと
いう)を′5〜505〜50重量部ムおよび/またはポ
リイソルンがムを95〜505〜50重量部ゴムとする
ゴム組成物をペースゴムとして配置したことを特徴とす
る空気入りタイヤである。That is, the present invention uses 5 to 505 to 50 parts by weight of essentially amorphous I-liptadiene (hereinafter referred to as V-BR) having 65 to 90 moles of 1.2 bonding units and/or polyisolune. A pneumatic tire characterized in that a rubber composition containing 95 to 505 to 50 parts by weight of rubber is disposed as a pace rubber.
本発明において、ペースゴムとして配置されるゴム組成
物における原料ゴム中のV−BRの配合割合は前記のご
とく5〜50重量係重量り、好ましくは20〜400〜
40重量部V−BHの割合が5重量部未満では室内耐久
試験でブローアウト故障が発生し耐久性向上効果は認め
られない。また、V−BRが500重量部超えると早期
にベースゴム部にスゲリット現象が発生するため望まし
くない。In the present invention, the blending ratio of V-BR in the raw rubber in the rubber composition disposed as a pace rubber is 5 to 50% by weight, preferably 20 to 400% by weight, as described above.
If the proportion of 40 parts by weight of V-BH is less than 5 parts by weight, blowout failure occurs in the indoor durability test and no durability improvement effect is observed. Further, if the V-BR exceeds 500 parts by weight, the sgelit phenomenon will occur in the base rubber portion at an early stage, which is undesirable.
一般に原料ゴム中のポリシタツエンゴムの配合量が増え
ると動的あるいは熱的疲労後の破壊現象はブローアウト
現象からスゲリット現象に変化し、疲労寿命自体も低下
するがV−BRを配合すると破壊現象そのものは同様で
あるが、疲労寿命が高ンス結合金有ポリブタノエンゴム
に比べて大巾に延び耐久性の向上が認められた。Generally, when the amount of polysitatsuene rubber blended in the raw rubber increases, the fracture phenomenon after dynamic or thermal fatigue changes from a blowout phenomenon to a sugerite phenomenon, and the fatigue life itself decreases, but when V-BR is blended, fracture occurs. Although the phenomenon itself was the same, the fatigue life was significantly longer than that of polybutanoene rubber with a high-strength bond, and an improvement in durability was observed.
なお、本発明に用いられるV −B R,すなわち1.
2結合単位が65〜90モル係のポリブタジェンゴムは
、例えば米国特許第3.301,840号に記載されて
いる方法で作ることができる。Note that the V-B R used in the present invention, that is, 1.
Polybutadiene rubbers having 65 to 90 moles of two bonding units can be made, for example, by the method described in U.S. Pat. No. 3,301,840.
また、本発明に用いるゴム組成物にはベースゴム用とし
て通常使用される配合剤、例えばカーピンブラック、加
硫促進剤、加硫剤、加硫助剤、老化防止剤等が適量配合
される。The rubber composition used in the present invention also contains appropriate amounts of compounding agents commonly used for base rubbers, such as carpin black, vulcanization accelerators, vulcanizing agents, vulcanization aids, and anti-aging agents. .
以下、実施例、比較例および標準例に基いて本発明を具
体的に説明する。なお、第1表中の配合量は重量部であ
る。Hereinafter, the present invention will be specifically explained based on Examples, Comparative Examples, and Standard Examples. The amounts in Table 1 are parts by weight.
実施例1〜4、比較例1〜2および標準例1第1表に示
す原料ゴムと加硫促進剤およびイオウを除く配合剤を1
81バンバリーミキサ−で4分間混練した後、これに加
硫促進剤およびイオウを配合し8インチロールで4分間
混練してベースゴム用ゴム組成物を得た。Examples 1 to 4, Comparative Examples 1 to 2, and Standard Example 1 The raw rubber shown in Table 1, the vulcanization accelerator, and the compounding agents excluding sulfur were mixed into 1
After kneading for 4 minutes using a 81 Banbury mixer, a vulcanization accelerator and sulfur were added thereto, and the mixture was kneaded for 4 minutes using an 8-inch roll to obtain a rubber composition for base rubber.
このゴム組成物を140℃30分間プレス加硫し、加硫
物の特性を評価した。結果を第1表に示す。なお、加硫
物の特性評価は下記の方法によって行った。This rubber composition was press-vulcanized at 140° C. for 30 minutes, and the properties of the vulcanized product were evaluated. The results are shown in Table 1. Note that the characteristics of the vulcanizate were evaluated by the following method.
破断強度、破断伸びおよび300%モノ−ラメ、硬度お
よび引裂強さはJIS K 6301に準拠して行ない
、引裂強さにおいては試験片Bを使用した。また、耐発
熱性および疲労寿命はグツドリッチ・フレクツメーター
によシ直径1/2インチ、高さ1インチの円柱状試験片
に1800 rpmの荷重(50ポンド)動歪(22,
5%)刺激を与え、試験片の下部に挿入した熱電対を用
いて発熱度を測定させると共に、破壊に至る迄の〈シ返
し回数を測定することによって疲労寿命を求めた。これ
らは耐発熱性および疲労寿命は標準例1の値を100と
する指数表示で示し、指数値が高いほど耐発熱性および
耐疲労性にすぐれていることを示す。Breaking strength, elongation at break, 300% monolaminosis, hardness and tear strength were determined in accordance with JIS K 6301, and test piece B was used for tear strength. The heat resistance and fatigue life were measured using a Gutdrich flexmeter using a cylindrical test piece with a diameter of 1/2 inch and a height of 1 inch under a load of 1800 rpm (50 lbs) and a dynamic strain (22,
5%) stimulus was applied, the degree of heat generation was measured using a thermocouple inserted at the bottom of the test piece, and the fatigue life was determined by measuring the number of cycles until failure occurred. The heat resistance and fatigue life of these are expressed as an index, with the value of Standard Example 1 being 100, and the higher the index value, the better the heat resistance and fatigue resistance.
第1表において標準例1は原料ゴムNRを用いた通常の
ベースゴム用ゴム組成物であシ、比較例1は耐疲労性を
向上させるべく、NRの一部を通常のBHにおきかえた
ものであるが、耐疲労性はそれほど改善されない。これ
に対して、実施例1〜4は、標準例1で使用するNRの
一部をV−BHにおきかえたものであるが、耐疲労性は
著しく改善され、耐発熱性もそれほど損われない。In Table 1, Standard Example 1 is a normal base rubber rubber composition using raw rubber NR, and Comparative Example 1 is a rubber composition in which part of NR is replaced with normal BH in order to improve fatigue resistance. However, fatigue resistance is not significantly improved. On the other hand, in Examples 1 to 4, a part of the NR used in Standard Example 1 was replaced with V-BH, but the fatigue resistance was significantly improved and the heat resistance was not significantly impaired. .
しかし、比較例2のごと(V−BRを多量に配合すると
耐発熱性が劣り好ましくない。However, as in Comparative Example 2 (when a large amount of V-BR is blended, the heat resistance becomes poor, which is not preferable).
実施例5、比較例3および標準例2
トラック・バス用バイアスタイヤ1000−20 14
PRのベースゴムとして実施例2、比較例1および標準
例1のゴム組成物を用い、タイヤとしての耐発熱性およ
び耐疲労性を室内ドラム耐久試験で評価確認した。なお
、実施例2のゴム組成物をベースゴムとして用いたタイ
ヤを実施例5とし、同様に比較例1のゴム組成物をベー
スゴムとして用いたタイヤを比較例3並びに標準例1の
ゴム組成物をベースゴムとして用いたタイヤを標準例2
とした。Example 5, Comparative Example 3 and Standard Example 2 Bias tire for trucks and buses 1000-20 14
The rubber compositions of Example 2, Comparative Example 1, and Standard Example 1 were used as base rubbers for PR, and the heat generation resistance and fatigue resistance of the tires were evaluated and confirmed in an indoor drum durability test. Note that a tire using the rubber composition of Example 2 as a base rubber is called Example 5, and a tire using the rubber composition of Comparative Example 1 as a base rubber is called Comparative Example 3 and a rubber composition of Standard Example 1. Standard example 2 is a tire using as the base rubber
And so.
本テストに供試したタイヤのベースゴムの厚さくatは
、トラック・パス用バイアスタイヤにおいては代表的と
されているa:b=1:1のプロファイルを有するもの
である。線A A’は、タイヤショルダ一部とタイヤ中
心部とを結ぶものである(第2図参照)。The base rubber thickness at of the tires used in this test had a profile of a:b=1:1, which is typical for track/pass bias tires. Line AA' connects a portion of the tire shoulder and the center of the tire (see FIG. 2).
この室内ドラム耐久試験は、57km/hrの一定速度
で走行させ、第2表に示す時間ステップで荷重を増加さ
せてゆ(、FMV −SS Al 19 (米国・タイ
ヤ安全規格)に従って走行させ、故障に至る迄の走行距
離並びに走行後のタイヤからベースゴムを取り出し新品
タイヤ時のベースゴム物性に対する変化率で耐久性を評
価した。また発熱性は走行前にあらかじめ第2図のX部
分(タイヤ走行特級も発熱レベルの高くなる部分)に直
径40%、ベースゴムの底部に達する深さのドリル穴を
あけておき、第6ステツプでの熱電対による温度測定を
行ない、その温度レベルで耐発熱性を評価した。This indoor drum durability test was conducted by running at a constant speed of 57 km/hr and increasing the load at the time steps shown in Table 2 (FMV-SS Al 19 (US tire safety standard)). The durability was evaluated based on the mileage traveled up to the point where the tire was running, and the rate of change in the physical properties of the base rubber after taking out the base rubber from the tire after running.In addition, the heat generation property was evaluated in advance by checking the X section in Figure 2 (tire running A drill hole with a diameter of 40% and a depth that reaches the bottom of the base rubber is drilled in the area where the heat generation level is high for special grade rubber, and the temperature is measured with a thermocouple in the 6th step, and the heat resistance is determined at that temperature level. was evaluated.
結果を第3表に示す。The results are shown in Table 3.
第2表(FMV−8S 4119条件)さらにトラック
の後輪に各々4本づつ装着し、舗装率100%で少なく
とも高速路を80qlI以上走行する高速ユーザー(A
車)および舗装率80優以下で少なくとも積載量が20
0係以上の悪路重荷重ユーザー(B車)各々4台づつ走
行させ実車耐久試験を行なった。Table 2 (FMV-8S 4119 conditions) Furthermore, high-speed users (A
car) and a pavement ratio of 80 or less and a loading capacity of at least 20
An actual vehicle durability test was conducted by running 4 vehicles each (B vehicles) on rough roads with a load of 0 or higher.
走行期間はA車が1ケ年(約10000’Okm)、B
車が3ケ月間(約20000 km )走行させ、走行
後のタイヤからベースゴムを取り出し新品タイヤ時のベ
ースゴム物性に対する変化率で耐久性を評価した。第3
表にA車の変化率とB車の変化率の平均値を示す。The running period of car A is 1 year (approximately 10,000km), and car B
The car was driven for 3 months (approximately 20,000 km), and the base rubber was removed from the tire after driving, and the durability was evaluated based on the rate of change in the physical properties of the base rubber compared to that of a new tire. Third
The table shows the average value of the rate of change for car A and the rate of change for car B.
なお、走行後のタイヤを切断したところ、実施例5を除
キ、トレッドセパレーションの兆候が見られた。Note that when the tires were cut after running, signs of tread separation were observed in all but Example 5.
第3表
第3表から明らかなように、室内ドラム耐久試験におい
て、実施例5は標準例2および比較例3に比べて走行距
離が10〜20%増加し、物性変化度についても耐久性
に関連する破断伸びや引裂き強さの低下率が小さいこと
から耐久性が大巾に改善されていることがわかる。捷た
、発熱性も損うことがない。Table 3 As is clear from Table 3, in the indoor drum durability test, Example 5 increased the running distance by 10 to 20% compared to Standard Example 2 and Comparative Example 3, and the degree of change in physical properties also improved in durability. It can be seen that the durability has been greatly improved because the related decrease rate of elongation at break and tear strength is small. It does not lose its heat-generating properties.
実車耐久試験においても、ベースゴムの物性変化度は室
内ドラム耐久試験と同様の結果が得られた。In the actual vehicle durability test, the degree of change in the physical properties of the base rubber was similar to the indoor drum durability test.
υ上説明したようにV−BHの特定量を配合したゴム組
成物を耐発熱性および耐疲労性共に改善効果が見られ、
該ゴム組成物をベースゴムとした本発明の空気入りタイ
ヤは耐摩粍性その他の特性を損うことなく、特に耐久性
が著しく改善される。υAs explained above, a rubber composition containing a specific amount of V-BH was found to be effective in improving both heat resistance and fatigue resistance.
The pneumatic tire of the present invention using the rubber composition as a base rubber has significantly improved durability without impairing wear resistance or other properties.
第1図はトラック・パス用タイヤの切断断面図の一例、
および第2図は第1図のタイヤショルダ一部分の拡大断
面図であり、耐発熱性を評価するため温度測定用の熱電
対挿入孔を設けている。
1・・・キャラブトレッドゴム、2・・・ベースコゝム
(アンダートレッドゴム)、3・・・サイドトレッドゴ
ム、4・・・カーカス、5・・・ビード部分、X・・・
熱電対挿入孔、A −A’・・・タイヤショルダ一部と
タイヤ中心部を結ぶ線、a・・・A−A’細線上サイド
トレッド部の厚さ、b・・・A −A’細線上キャップ
トレッド部の厚さ。
特許出願人 横浜ゴム株式会社
代理人 弁理士 伊 藤 辰 雄
代理人 弁理士 伊 藤 哲 也
第1図
第2図Figure 1 is an example of a cross-sectional view of a truck/pass tire.
2 is an enlarged sectional view of a portion of the tire shoulder shown in FIG. 1, in which a thermocouple insertion hole for temperature measurement is provided to evaluate heat resistance. 1... Carab tread rubber, 2... Base comb (under tread rubber), 3... Side tread rubber, 4... Carcass, 5... Bead portion, X...
Thermocouple insertion hole, A-A'... A line connecting part of the tire shoulder and the center of the tire, a... Thickness of the side tread part on the A-A' thin line, b... A-A' Thin line Thickness of the cap tread part on the line. Patent Applicant Yokohama Rubber Co., Ltd. Agent Patent Attorney Tatsuo Ito Agent Patent Attorney Tetsuya Ito Figure 1 Figure 2
Claims (1)
ポリブタノエンを5〜50重量係重量熱ゴムおよび/ま
たはポリイソゾレンコゝムを95〜50重量%とを原料
ゴムと、するゴム組成物をベースゴムとして配置したこ
とを特徴とする空気入シタイヤ。1.2 A rubber composition comprising essentially amorphous polybutanoene having 65 to 90 moles of bonding units, 95 to 50% by weight of thermal rubber and/or polyisozolene comb of 5 to 50% by weight, and a raw material rubber. A pneumatic tire characterized by having the following as a base rubber.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP56104971A JPS588407A (en) | 1981-07-07 | 1981-07-07 | Pneumatic tire |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP56104971A JPS588407A (en) | 1981-07-07 | 1981-07-07 | Pneumatic tire |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS588407A true JPS588407A (en) | 1983-01-18 |
Family
ID=14394980
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP56104971A Pending JPS588407A (en) | 1981-07-07 | 1981-07-07 | Pneumatic tire |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS588407A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0118386A2 (en) * | 1983-03-07 | 1984-09-12 | The Goodyear Tire & Rubber Company | Pneumatic tire with belt reinforcement |
JPS63175057A (en) * | 1987-01-13 | 1988-07-19 | Mitsubishi Kasei Vinyl Co | Vinyl chloride based polymer composition |
JP2010208427A (en) * | 2009-03-09 | 2010-09-24 | Bridgestone Corp | Pneumatic tire |
-
1981
- 1981-07-07 JP JP56104971A patent/JPS588407A/en active Pending
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0118386A2 (en) * | 1983-03-07 | 1984-09-12 | The Goodyear Tire & Rubber Company | Pneumatic tire with belt reinforcement |
EP0118386A3 (en) * | 1983-03-07 | 1985-12-11 | The Goodyear Tire & Rubber Company | Pneumatic tire with belt reinforcement |
JPS63175057A (en) * | 1987-01-13 | 1988-07-19 | Mitsubishi Kasei Vinyl Co | Vinyl chloride based polymer composition |
JPH0547581B2 (en) * | 1987-01-13 | 1993-07-19 | Mitsubishi Kasei Vinyl | |
JP2010208427A (en) * | 2009-03-09 | 2010-09-24 | Bridgestone Corp | Pneumatic tire |
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