JPS62167336A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPS62167336A JPS62167336A JP61006544A JP654486A JPS62167336A JP S62167336 A JPS62167336 A JP S62167336A JP 61006544 A JP61006544 A JP 61006544A JP 654486 A JP654486 A JP 654486A JP S62167336 A JPS62167336 A JP S62167336A
- Authority
- JP
- Japan
- Prior art keywords
- rubber
- wax
- rubber layer
- tire
- resistance
- 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
- 229920001971 elastomer Polymers 0.000 claims abstract description 77
- 239000005060 rubber Substances 0.000 claims abstract description 77
- 150000001993 dienes Chemical class 0.000 claims abstract description 4
- 229920003051 synthetic elastomer Polymers 0.000 claims abstract description 4
- 239000005061 synthetic rubber Substances 0.000 claims abstract description 4
- 244000043261 Hevea brasiliensis Species 0.000 claims abstract description 3
- 229920003052 natural elastomer Polymers 0.000 claims abstract description 3
- 229920001194 natural rubber Polymers 0.000 claims abstract description 3
- 239000000203 mixture Substances 0.000 claims description 10
- 238000000465 moulding Methods 0.000 abstract description 12
- 230000020169 heat generation Effects 0.000 abstract description 5
- 229920002857 polybutadiene Polymers 0.000 abstract description 3
- 229920001195 polyisoprene Polymers 0.000 abstract description 2
- 239000010410 layer Substances 0.000 description 31
- 239000001993 wax Substances 0.000 description 25
- CBENFWSGALASAD-UHFFFAOYSA-N Ozone Chemical compound [O-][O+]=O CBENFWSGALASAD-UHFFFAOYSA-N 0.000 description 9
- 238000012360 testing method Methods 0.000 description 8
- 238000005299 abrasion Methods 0.000 description 7
- 230000003712 anti-aging effect Effects 0.000 description 5
- 238000011156 evaluation Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 238000000926 separation method Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000002156 mixing Methods 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 2
- 239000004615 ingredient Substances 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 239000005062 Polybutadiene Substances 0.000 description 1
- 238000005553 drilling Methods 0.000 description 1
- 238000001125 extrusion Methods 0.000 description 1
- 238000004817 gas chromatography Methods 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 229920003049 isoprene rubber Polymers 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 229920000642 polymer Polymers 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 239000002344 surface layer Substances 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- 238000004073 vulcanization Methods 0.000 description 1
Landscapes
- Tires In General (AREA)
- Compositions Of Macromolecular Compounds (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は耐候性を低下させることなくトレッド部での耐
摩耗、耐発熱性を向上させ、サイド部ではクランクの成
長を抑制せしめた空気入りタイヤに関するものである。Detailed Description of the Invention (Industrial Field of Application) The present invention improves wear resistance and heat resistance in the tread without reducing weather resistance, and has air-filled tires in the side parts that suppress crank growth. It is related to tires.
（従来の技術）
従来の空気入りタイヤは、内圧を充填してオゾンにさら
されると、サイド部あるいはトレッド部の溝底に主にオ
ゾンクラックを発生する。とりわけサイドゴムではその
クラックを起点に転動量によりクラックが成長すること
がある。(Prior Art) When a conventional pneumatic tire is filled with internal pressure and exposed to ozone, ozone cracks occur mainly in the side portions or the groove bottom of the tread portion. Particularly in side rubber, cracks may grow starting from the cracks depending on the amount of rolling.
従来このようなオゾンクランクの発生はタイヤ外皮、ト
レンドゴム、サイドゴムなどにワックス（ＷＡＸ）およ
び老化防止剤を混入することにより防止されてきた。Conventionally, the occurrence of such ozone cranks has been prevented by incorporating wax and anti-aging agents into the tire outer skin, trend rubber, side rubber, etc.
（発明が解決しようとする問題点）
しかしＷＡＸおよび老化防止剤の混入はトレッドゴム、
サイドゴムの耐発熱性、耐摩耗性、およびクラックが生
じた場合の耐クラツクの成長性を著しく低下せしめ、又
未加硫時ゴム表面への−ＡＸブルームが避けられず、未
加硫ゴムの粘着性を著しく低下させるため、成形特接合
が阻害され作業性が低下する要因となっているという問
題点があった。(Problem to be solved by the invention) However, the inclusion of WAX and anti-aging agents in the tread rubber,
This significantly reduces the side rubber's heat resistance, abrasion resistance, and crack growth resistance when cracks occur, and -AX bloom on the rubber surface is unavoidable when unvulcanized, causing adhesion of unvulcanized rubber. There was a problem in that the properties were significantly lowered, which hindered the special bonding during molding and caused a decrease in workability.
（問題点を解決するための手段）
本発明者等は上記問題点を解決し、空気入りタイヤの耐
候性と耐摩耗、耐発熱、耐クランク成長性そして成形作
業性とを両立する方法について種々検討を重ねたところ
、タイヤゴム層においてオゾンクランク発生防止機能を
分離するということに思い至り、更に研究の結果ＷＡＸ
を表層部に多く、内層部に少なく偏在させることにより
、上記性能を両立させ得ることを確かめ本発明を達成す
るに至った。(Means for Solving the Problems) The present inventors have proposed various methods for solving the above problems and achieving both weather resistance, wear resistance, heat resistance, crank growth resistance, and molding workability of pneumatic tires. After repeated consideration, we came up with the idea of separating the ozone crank generation prevention function in the tire rubber layer, and as a result of further research,
The present invention was achieved by confirming that it is possible to achieve both of the above-mentioned performances by unevenly distributing more in the surface layer and less in the inner layer.
従って本発明の空気入りタイヤは、天然ゴムおよびジエ
ン系合成ゴムから成る群から選ばれた１種のゴムまたは
２種以上のブレンドゴムをゴム成分として成るタイヤ外
皮の表面から０．３ ｍｍ以上でトータル外皮ゲージの
１７３以下の部分をしめる表面ゴム層と、残部の内層ゴ
ム層に分離された外皮構造とし、上記表面ゴム層が３５
０以上の平均分子量を有するワックスを１〜７重量部含
有したことを特徴とする。Therefore, the pneumatic tire of the present invention is made of one rubber or a blend of two or more rubbers selected from the group consisting of natural rubber and diene-based synthetic rubber at a distance of 0.3 mm or more from the surface of the tire outer skin. The outer skin structure is separated into a surface rubber layer that covers the part below 173 of the total outer skin gauge, and the remaining inner rubber layer, and the surface rubber layer is 35 or less.
It is characterized by containing 1 to 7 parts by weight of wax having an average molecular weight of 0 or more.
ここで「トータル外皮ゲージ」とは、外皮表面から補強
用の最外コード層までの距離を意味するものとする。The term "total skin gauge" as used herein means the distance from the skin surface to the outermost reinforcing cord layer.
本発明のタイヤに使用されるジエン系合成ゴムとしでは
、ポリイソプレンゴム、ポリブタジェンゴム、ポリスチ
レン−ブタジェンゴム、ポリスチレン−プロピレンゴム
、ポリイソブチレン−イソプレンゴム等が挙げられる。Examples of the diene synthetic rubber used in the tire of the present invention include polyisoprene rubber, polybutadiene rubber, polystyrene-butadiene rubber, polystyrene-propylene rubber, and polyisobutylene-isoprene rubber.
タイヤゴム層の機能分離の発想はＦＲ２００５５２２に
トレッド表面に高ブレーキ性のＳＢＲゴム組成物より成
る薄層を適用することが記載されていることからみられ
るように機能分離による高グリップ性と、低転勤抵抗性
との両立などで一般的ではある。The idea of functional separation of the tire rubber layer is based on FR2005522, which describes the application of a thin layer made of an SBR rubber composition with high braking properties to the tread surface.The idea of functional separation of the tire rubber layer is to achieve high grip properties and low rolling resistance due to functional separation, as seen in FR2005522, which describes the application of a thin layer made of an SBR rubber composition with high braking properties to the tread surface. It is common for it to be compatible with sexuality.
又タイヤショルダ一部という部分的な耐候性向上という
目的では、特開昭５３−９６１０２号公報にポリマーを
変え改善する手法はある。Furthermore, for the purpose of improving the weather resistance of a portion of the tire shoulder, there is a method of improving the weather resistance by changing the polymer in Japanese Patent Application Laid-Open No. 53-96102.
しかしこれらはいずれも耐候性と、耐摩耗性、耐発熱性
、耐クランク成長性そして成形作業性を両立させること
ができず、本発明においてワックスを表面ゴム層に多く
偏在させるという機能分離によりその両立が可能となっ
たのである。However, none of these methods can achieve both weather resistance, abrasion resistance, heat resistance, crank growth resistance, and molding workability, and in the present invention, functional separation in which a large amount of wax is unevenly distributed in the surface rubber layer achieves this. This made it possible to achieve both.
本発明のタイヤでは、外皮表面から０．３ ｍｍ以上好
ましくは１．０１以上でトータル外皮ゲージの１７３以
下の部分をしめる表面ゴム層に平均分子量が３５０以上
であるワックスをゴム分１００重量部に対して１〜７重
量重量部型るが、表面ゴム層が外皮表面から０．３ ｍ
ｍ未満では耐候性を低下させることがあり、一方トータ
ル外皮ゲージの１７３を越えると耐摩耗性、成形作業性
、耐発熱性などの性能の向上はみられず好ましくない。In the tire of the present invention, a wax having an average molecular weight of 350 or more is added to the surface rubber layer covering a portion of 0.3 mm or more from the outer skin surface, preferably 1.01 or more and 173 or less on the total skin gauge, in a rubber content of 100 parts by weight. The surface rubber layer is 0.3 m from the outer skin surface.
If it is less than m, the weather resistance may deteriorate, while if it exceeds 173 in total outer skin gauge, no improvement in performance such as abrasion resistance, molding workability, heat resistance, etc. will be observed, which is undesirable.
使用するワックスの平均分子量が３５０未満では、高温
時にワックスがタイヤ外皮の表面ににじみ出て来す老化
防止効果が発揮されない。一方ワックスの平均分子量が
９００を越えると常温時にワックスがタイヤ外皮表面に
ブルームしにくり、耐候性（老化防止）向上の効果が減
少する。また上記ワックスは１種でもよく、２種以上の
ワックスをブレンドしたものを使用してもよい。これ等
の平均分子量はガスクロマトグラフによって平均値によ
り決定される。If the average molecular weight of the wax used is less than 350, the wax will ooze out onto the surface of the tire outer skin at high temperatures, and the anti-aging effect will not be exhibited. On the other hand, if the average molecular weight of the wax exceeds 900, the wax is difficult to bloom on the surface of the tire outer skin at room temperature, and the effect of improving weather resistance (anti-aging) is reduced. Further, the above-mentioned wax may be used alone or a blend of two or more waxes may be used. Their average molecular weights are determined by means of gas chromatography.
ワックスの配合量はゴム分１００重量部に対して１〜７
重量部の範囲とすることにより、タイヤ外皮の耐候性を
低下させることなく、成形作業性、耐摩耗性、耐亀裂の
成長性が改善され、これ以外の配合量では上記諸性質の
改善は望めない。また内層ゴム層中のワックスの含有量
はゴム分１００重量部に対して１重量部未満とする。但
し表面ゴム層は内層ゴム層とＷＡＸ以外が同一配合であ
る必要はなくかつタイヤ外皮の全てを覆う必要はない。The amount of wax blended is 1 to 7 parts per 100 parts by weight of rubber.
By setting the amount within the range of parts by weight, molding workability, wear resistance, and crack growth resistance are improved without reducing the weather resistance of the tire outer skin, and improvements in the above properties cannot be expected with amounts other than this range. do not have. The content of wax in the inner rubber layer is less than 1 part by weight per 100 parts by weight of rubber. However, the surface rubber layer does not need to have the same composition as the inner rubber layer except for wax, and does not need to cover the entire tire outer skin.
（作 用）
タイヤの耐候性を向上させるためにＷＡＸを使用するこ
とは古くから一般的である。それは−Ａχがゴム物品の
表面に移行し表面に讐＾Ｘの層をつくることにより、オ
ゾン、紫外線などが直接ゴムに作用することを防止して
いることによっていると言われている。このことは表面
を覆うに必要なＷＡＸが表面付近に充分存在すれば良い
ことを意味する。(Function) The use of WAX to improve the weather resistance of tires has been common for a long time. It is said that this is because -Ax migrates to the surface of the rubber article and forms an enemy layer on the surface, thereby preventing ozone, ultraviolet rays, etc. from directly acting on the rubber. This means that enough wax needs to be present near the surface to cover the surface.
一方ゴムにＷＡＸを混入することは、ゴムの摩耗性、ク
ラックの成長性、発熱、そして未加硫時のタッキネスを
低下させる。On the other hand, mixing wax into rubber reduces the abrasiveness, crack growth, heat generation, and tackiness of the rubber when unvulcanized.
しかるに本発明のタイヤにおいては外皮表面から０．３
１以上でトータル外皮ゲージの１７３以下の部分をしめ
る表面ゴム層に前記ワックスをゴム分１００重量部に対
して１〜７重量重量部型たことにより耐候性と、耐摩耗
性、耐発熱性、耐タラック成長性および成形作業性が同
時に改善される。However, in the tire of the present invention, 0.3
By applying 1 to 7 parts by weight of the wax to 100 parts by weight of rubber on the surface rubber layer that covers the area of 1 or more and 173 or less on the total skin gauge, it has weather resistance, abrasion resistance, heat resistance, Talac growth resistance and molding workability are simultaneously improved.
（実施例） 次に本発明を参考例および試験例により説明する。(Example) Next, the present invention will be explained using reference examples and test examples.
査−」Ｌ−桝
第１表に示す配合成分を表示する配合量（重量部）で配
合し、７種類のゴム組成物をつくり、下記に示す評価方
法により、タッキネス、耐摩耗性、発熱性（レジリエン
ス）およびクラック成長性を評価し、得た結果を第１表
に併記する。Seven types of rubber compositions were prepared by blending the ingredients shown in Table 1 of Table 1 in the indicated amounts (parts by weight), and the evaluation methods for tackiness, abrasion resistance, and heat build-up were evaluated using the evaluation methods shown below. (Resilience) and crack growth properties were evaluated, and the obtained results are also listed in Table 1.
先ず第１表に示す各配合成分をＯＯＣバンバリーで練り
、２±０．２ｍｓ＋にシーテイングし、室温に３日間放
置して７種類のサンプルを作製し、タッキネスをピクマ
弐のタックメーターで測定した。測定条件は室温で荷重
５００ｇを２０秒間加え、その後の引き剥がし力を測定
したものである。First, each of the ingredients shown in Table 1 was kneaded using an OOC Banbury, sheeted at 2±0.2 ms+, and left at room temperature for 3 days to prepare 7 types of samples, and the tackiness was measured using a Pikma 2 tack meter. The measurement conditions were to apply a load of 500 g for 20 seconds at room temperature, and then measure the peeling force.
又耐摩耗、発熱性（レジリエンス）、クランクの成長性
のサンプルは各々１５０℃×３０分の加硫条件で加硫し
、耐摩耗性はＡＳＴＭＤ ２２２８−６９に準する方法
で摩耗量を測定し各摩耗減量をゴムＩ’ｋｌを１゜００
として指数で示した。In addition, samples for wear resistance, heat generation (resilience), and crank growth were each cured under vulcanization conditions of 150°C for 30 minutes, and wear resistance was measured by measuring the amount of wear using a method similar to ASTM D 2228-69. Each wear loss is 1°00 for rubber I'kl.
It is expressed as an index.
レジリエンスはダンロップ・トリブソメーターでＢＳ
９０３に準じ４０°から振りおろした時反発率で示した
。クラック成長はサンプルの中央につけた２ｍ１ｌＩの
キズが成長する長さを１時間に１回ずつ測定し１０ｍｍ
に成長するまでの時間をグラフから推定して求めた。Resilience is BS with Dunlop tribusometer
903, it is expressed as the rebound rate when swung down from 40°. Crack growth was determined by measuring the length of a 2m1lI scratch placed in the center of the sample once every hour to 10mm.
The time required for the growth to grow was estimated from the graph.
第１表の結果よりワックスをゴム成分１００重量部に対
して１〜７重量部の範囲で配合した階３゜４．５および
７のゴム組成物は、タッキネス、耐摩耗性、発熱性およ
びクランク成長性のすべての点で１ｌｈｌ、２および６
のゴム組成物より優れていることがわかった。From the results in Table 1, the rubber compositions of Grades 3°4.5 and 7, in which wax was blended in an amount of 1 to 7 parts by weight per 100 parts by weight of the rubber component, had excellent tackiness, abrasion resistance, heat generation properties, and crankshaft properties. 1lhl, 2 and 6 in all respects of growth potential
was found to be superior to the rubber compositions of
第−上一表
次に第１表の階１〜７のゴム組成物の各々の組み合せに
よるタッキネスをとクマ式タックメーターの上に巻きつ
ける側および下に敷く側に分けて測定し、即ち第２図に
示すように、試料片２−１を図中に示すリング１の円周
上に巻き付け、装置全体を下おき側ゴム２−２の上に載
せ、一定荷重（５００ｇ）３を一定時間押し付けた後、
巻つけ側ゴム２−１をスプリング４を介して引き上げ、
剥離する瞬間の荷重を測定し、この荷重を夕・ノキネス
とし、第２表に示す。第２表の向上２行、左のＨ！ｊｌ
でタッキネスが十分とれている。Table 1-1 Next, the tackiness of each combination of the rubber compositions of floors 1 to 7 in Table 1 was measured using a bear-type tack meter on the side to be wrapped on top and the side to be laid underneath. As shown in Figure 2, the sample piece 2-1 is wrapped around the circumference of the ring 1 shown in the figure, the entire device is placed on the bottom rubber 2-2, and a constant load (500 g) 3 is applied for a certain period of time. After pressing
Pull up the wrapping side rubber 2-1 via the spring 4,
The load at the moment of peeling was measured, and this load was defined as the weight and strength, and is shown in Table 2. Improved row 2 in Table 2, H on the left! jl
It has sufficient tackiness.
芽−ヨし一表
トレッド部を４ｍｍ厚の表面ゴム層と２５ｍｍ厚の内層
ゴム層に区分し、更に第１図に示す如＜Ａ−Ｅの５つに
区分し、第３表に示すゴムを組合せて張り合わせトレッ
ドとしたタイヤサイズＴＢＳ １０００−２０１４Ｐの
バイアスタイヤを２本状作し、下記評価方法により試作
評価した。尚第３表中の表面ゴム及び内層ゴムの番号は
第１表に示すゴム迎を示す。The front tread part of the first tread was divided into a 4 mm thick surface rubber layer and a 25 mm thick inner rubber layer, and was further divided into 5 sections A to E as shown in Figure 1, and the rubber shown in Table 3. Two bias tires of tire size TBS 1000-2014P were made into a laminated tread by combining them, and prototype evaluation was performed using the following evaluation method. The numbers for the surface rubber and inner layer rubber in Table 3 refer to the rubber parts shown in Table 1.
上記区分されたトレッドは押出機の口金を変更すること
により押出し時に一体化して得ることができるが、この
試作評価では表面ゴム層をカレンダーにより、内層ゴム
層は押出機により各々準備し、表面ゴム層と内層ゴム層
間での夕７キネスと作業性の評価ができるようにした。The above-mentioned divided treads can be obtained by extrusion by changing the extruder nozzle, but in this prototype evaluation, the surface rubber layer was prepared by a calendar, the inner rubber layer was prepared by an extruder, and the surface rubber It is now possible to evaluate the hardness and workability between the rubber layer and the inner rubber layer.
また試作した２本のタイヤの内１本は摩耗ライフ試験に
供し、他の１本はドラム試験とドラム試験後オゾンクラ
ンク性試験に供した。Furthermore, one of the two prototype tires was subjected to an abrasion life test, and the other one was subjected to a drum test and an ozone crankability test after the drum test.
…負立失
（イ）成形作業性
Ａのトレッドゴム層の両端を貼り合わせた時の粘着性を
作業者のフィーリングにより評価したものをＡに示した
。Ｂ−Ｅについても同様に両端貼り合せ時の粘着性を示
した。... Negative loss (a) Molding workability A shows the tackiness evaluated by the operator's feeling when both ends of the tread rubber layer of A were bonded together. B-E also showed the same tackiness when both ends were bonded.
（ロ）ドラム試験、溝底亀裂および発熱性亀裂の成長と
発熱性は外径７ｍのドラムで内圧７．２５ ｋｇ／ｃ１
１” 、荷重２．４７ ）ン、時速６０ＫＭ／Ｈｒで走
行させて測定した。(b) Drum test, growth of groove bottom cracks and exothermic cracks and exothermic properties were determined using a drum with an outer diameter of 7 m and an internal pressure of 7.25 kg/c1.
1", load 2.47), and running at a speed of 60 KM/Hr.
亀裂は初期溝底に幅２１、深さ２ｍｎ＋で入れたキズが
７日間走行後幅が広がった表面長さで測定した。ｎ＝３
の算術平均値で示した。The crack was measured by measuring the surface length of a scratch made at the initial groove bottom with a width of 21 mm and a depth of 2 mm+, which had widened after running for 7 days. n=3
Expressed as the arithmetic mean value.
発熱は深さ１５＋ｗｍ、直径２ＩＩＩＩ１１の穴をあら
かじめタイヤの中央部にあけておき６、ドラム走行３目
目に熱転対をさの込み測定した。Heat generation was measured by drilling a hole with a depth of 15+wm and a diameter of 2III11 in the center of the tire6, and inserting a heat transfer pair into the tire at the third run of the drum.
（ハ）溝底オゾンクララ発生
ドラム走行タイヤを取り外し、内圧を９ｋｇ／ｃｍｚに
上げて屋外の直射日光の当るところに放置し、１日２０
°ずつ回転させ溝底にクラックの発生するまでの日数を
測定した。(c) Remove the groove bottom ozone clara generation drum running tire, raise the internal pressure to 9 kg/cmz, and leave it outdoors in a place exposed to direct sunlight for 20 hours a day.
The number of days until cracks appeared at the bottom of the groove was measured by rotating the groove in degrees.
（ニ）摩耗ライフ
ドラム試験に供しない一方のタイヤをトラックの駆動軸
に装着しＡの部分が浅溝ゲージ２．６ｍｍまで走行させ
その時までの各部の摩耗溝深さをＡ部の摩耗溝深さで除
した数字で表わした。(d) One tire that is not subjected to the wear life drum test is mounted on the drive shaft of the truck and run until the part A has a shallow groove gauge of 2.6 mm, and the wear groove depth of each part up to that point is measured. Expressed as a number divided by.
王−」Ｌ−表
（発明の効果）
以上説明してきたように、本発明の空気入リタイヤにお
いては、外皮表面から０．３ ｍｍ以上でトータル外皮
ゲージの１７３以下の部分をしめる表面ゴム層に前記ワ
ックスをゴム成分１００重量部に対して１〜７重量部配
合した構成としたことにより、タイヤトレッド部におい
ては外皮全体にワックスを多量に配合すると、成形作業
性が著しく悪くなると共に、耐摩耗性が低下するのに対
し、上記の如く本発明において表面ゴム層をワックスリ
ッチにすることにより、成形作業性を高め、タイヤとし
ても耐摩耗性を高レベルに維持する一方、オゾンクラン
クが問題となる溝底では摩耗寿命終了まで、ワックスリ
ッチの表面ゴム層がオゾンクランクの発生を防止する。Table 1 (Effects of the Invention) As explained above, in the pneumatic tire of the present invention, the surface rubber layer that is 0.3 mm or more from the outer skin surface and 173 or less on the total skin gauge is By blending the wax in an amount of 1 to 7 parts by weight per 100 parts by weight of the rubber component, if a large amount of wax is blended into the entire outer skin of the tire tread, molding workability will be significantly impaired, and wear resistance will be reduced. However, by making the surface rubber layer wax-rich as described above, molding workability is improved and the wear resistance of the tire is maintained at a high level, while ozone cranking is a problem. At the bottom of the groove, a wax-rich surface rubber layer prevents ozone cranking until the end of the wear life.
またサイドゴムにおいては、外皮全体にワックスを多量
に配合すると、成形作業性が著しく悪くなると共に、ク
ランク成長性が著しく劣化し好ましくないが、本発明の
如く表面ゴム層のみをワックスリッチにすることにより
、老化防止効果の他かかるクランクの成長を表面ゴム層
でくい止めることができる。このようにタイヤの耐候性
を低下させることなく、トレッド部での耐摩耗性、耐発
熱性を向上させ、サイド部でのクラック成長が抑制でき
更に成形作業性が改善され、特にタイヤ自体の貯蔵中並
びに車輌に装着後運転中は勿論のこと、長期間の停止中
の耐候性が著しく改善されるという効果が得られる。In addition, in the case of side rubber, if a large amount of wax is blended into the entire outer skin, the molding workability will be extremely poor and the crank growth property will be significantly deteriorated, which is not desirable. However, by making only the surface rubber layer wax-rich as in the present invention, In addition to the anti-aging effect, the surface rubber layer can prevent such crank growth. In this way, without reducing the weather resistance of the tire, it improves the wear resistance and heat resistance of the tread, suppresses the growth of cracks on the side parts, and improves molding workability, especially when storing the tire itself. The effect is that the weather resistance is significantly improved not only during operation of the vehicle after installation, but also during long-term suspension.
第１図は試験例のタイヤの線図的側面図、第２図は参考
例におけるタッキネス測定状態を示すタックメーターの
側面図である。
１・・・リング ２・・・ゴム２−１・・・
巻きつけ側ゴム
２−２・・・下おき側ゴム ３・・・荷重４・・・スプ
リングFIG. 1 is a diagrammatic side view of the tire of the test example, and FIG. 2 is a side view of a tack meter showing the state of tackiness measurement in the reference example. 1...Ring 2...Rubber 2-1...
Wrapping side rubber 2-2...Lower side rubber 3...Load 4...Spring
Claims (1)
ばれた１種のゴムまたは２種以上のブレンドゴムをゴム
成分として成るタイヤ外皮の表面から０．３ｍｍ以上で
トータル外皮ゲージの１／３以下の部分をしめる表面ゴ
ム層と、残部の内層ゴム層に分離された外皮構造とし、
上記表面ゴム層が３５０以上の平均分子量を有するワッ
クスを１〜７重量部含有したことを特徴とする空気入り
タイヤ。1. 0.3 mm or more from the surface of the tire outer skin and 1/3 or less of the total outer skin gauge, which is made of one rubber selected from the group consisting of natural rubber and diene-based synthetic rubber, or a blend of two or more rubbers. It has an outer skin structure that is separated into a surface rubber layer that closes the part, and an inner rubber layer that covers the remaining part,
A pneumatic tire characterized in that the surface rubber layer contains 1 to 7 parts by weight of wax having an average molecular weight of 350 or more.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61006544A JPS62167336A (en) | 1986-01-17 | 1986-01-17 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61006544A JPS62167336A (en) | 1986-01-17 | 1986-01-17 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62167336A true JPS62167336A (en) | 1987-07-23 |
Family
ID=11641278
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61006544A Pending JPS62167336A (en) | 1986-01-17 | 1986-01-17 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62167336A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07195904A (en) * | 1993-12-29 | 1995-08-01 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP2003002009A (en) * | 2001-06-27 | 2003-01-08 | Sumitomo Rubber Ind Ltd | Pneumatic tire for evaluating blending of tread rubber, and blending evaluating method using it |
| JP2009007411A (en) * | 2007-06-26 | 2009-01-15 | Sumitomo Rubber Ind Ltd | Cap tread rubber composition for large-sized tire, and large-sized tire |
| JP2009264881A (en) * | 2008-04-24 | 2009-11-12 | Sumitomo Rubber Ind Ltd | Testing method of tire |
| JP2013088309A (en) * | 2011-10-19 | 2013-05-13 | Sumitomo Rubber Ind Ltd | Method for evaluating tire performance |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5632528A (en) * | 1979-08-24 | 1981-04-02 | Sumitomo Rubber Ind Ltd | Air tire having improved crack failure resistance |
-
1986
- 1986-01-17 JP JP61006544A patent/JPS62167336A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5632528A (en) * | 1979-08-24 | 1981-04-02 | Sumitomo Rubber Ind Ltd | Air tire having improved crack failure resistance |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07195904A (en) * | 1993-12-29 | 1995-08-01 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP2003002009A (en) * | 2001-06-27 | 2003-01-08 | Sumitomo Rubber Ind Ltd | Pneumatic tire for evaluating blending of tread rubber, and blending evaluating method using it |
| JP2009007411A (en) * | 2007-06-26 | 2009-01-15 | Sumitomo Rubber Ind Ltd | Cap tread rubber composition for large-sized tire, and large-sized tire |
| JP2009264881A (en) * | 2008-04-24 | 2009-11-12 | Sumitomo Rubber Ind Ltd | Testing method of tire |
| JP2013088309A (en) * | 2011-10-19 | 2013-05-13 | Sumitomo Rubber Ind Ltd | Method for evaluating tire performance |
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