KR102524902B1 - Test tire to check the defect characteristics in which tire layer is separated - Google Patents

Abstract

A test tire for confirming tire separation defect characteristics is disclosed. The test tire for confirming tire separation defect characteristics according to the present invention includes a plurality of laminates in the order of an inner liner, a carcass, one or more belts, and a tread from the lumen, sidewalls on both sides of the tread, and beads coupled to the wheel. A tire comprising a belt between two laminates adjacent to each other among the inner liner, the carcass, one or more belts, and the tread in order to intentionally force separation between the laminates during a tire performance test. It is characterized in that the separation inducer of the shape is interposed. According to the present invention, since the separation characteristics of tires to be mass-produced in the future can be quickly identified and identified before mass-production, it can be used for performance improvement and supplementary research of tires in manufacturing, and the separation defect characteristics of tires can be specifically estimated or detected It can be used for research activities, etc., which has the effect of contributing to diversification and advancement of tire performance evaluation.

Description

Test tire for tire separation defect characteristics {TEST TIRE TO CHECK THE DEFECT CHARACTERISTICS IN WHICH TIRE LAYER IS SEPARATED}

The present invention relates to a test tire for determining tire separation defect characteristics, and more particularly, to separate a tire to be mass-produced in the future by manufacturing a defective tire so that separation between laminates constituting the tire is intentionally forced at a specific location. It relates to a test tire that can be used to experimentally confirm and identify characteristics, ie, separation, etc.

According to the results of a survey on the degree of interest in tire safety by the Korea Tire Manufacturers Association (70 respondents), approximately 40% of car drivers experienced problems caused by tires while driving, and the largest percentage among them was tires. Puncture was overwhelming at 80%, followed by tire rupture at 14% and tire separation (separation) at 7%.

On the other hand, as for the tire inspection items checked by car drivers, air pressure accounted for the largest portion at 40%, followed by checking nails or foreign substances at 31%, checking tire wear limits at 19%, and other injuries at 10%. 48.2% of inspections were done by the driver himself, 46.4% at a car center or repair shop, and 5.4% at a tire shop.

Regarding tire air pressure, which accounts for the largest portion here, 47% of drivers knew the proper air pressure, and only 71.4% of the drivers checked the tire pressure more than once every 2-3 months.

Such tire air pressure causes tire puncture and tire rupture when the vehicle is operated with excessively higher air pressure than the proper air pressure, and vehicle that accumulates tire fatigue such as over-speed cornering and overload with lower than proper air pressure. When there is driving, it is clear that it is the most important inspection item in tire management in that it causes tire separation (separation).

However, the proper tire pressure, the penetration of nails or foreign substances, and the degree of wear of the tire are easily checked from the outside and easy to manage. The need for a tire inspection method capable of confirming and detecting this is emerging.

However, the conventional prior art is a test device or method for detecting defects in the appearance of a manufactured tire, a device or method for measuring abrasion resistance of a tire, and US Patent Publication No. 2001-0017646 (published in 2001) March 05), the technology for testing tires to evaluate the wear resistance of treads is only presented, and methods or devices for estimating and inspecting the occurrence of tire (tread) separation problems in advance, and tire (tread) separation problems Various and specific studies for methods for minimizing , etc. have not yet been actively conducted.

Korean Patent Publication No. 2001-0017646 (published on March 5, 2001)

An object of the present invention is to manufacture a defective tire in which the separation between laminates constituting the tire can be intentionally forced at a specific location so that the separation characteristics of tires to be mass-produced in the future can be quickly identified and identified through tire performance tests. By doing so, it can be used for research activities that specifically estimate or detect the separation defect characteristics of tires, and furthermore, a test tire for confirming tire separation defect characteristics that can be used for speedy tire performance improvement and supplementary research before mass production. is to provide

The above object is a tire including a plurality of laminates in the order of inner liner, carcass, one or more belts, treads from the lumen, sidewalls on both sides of the tread, and beads coupled to the wheel, in the tire performance test process. In order to intentionally force the separation between the laminates, a strip-shaped separation inducer is interposed between the two laminates adjacent to each other among the inner liner, the carcass, one or more belts, and the tread. This is achieved by a test tire for confirming tire separation defect characteristics.

The separation derivative may include a first fluororesin layer having heat resistance and wear resistance; a glass fiber layer provided on top of the first fluororesin layer; and a second fluororesin layer provided on the glass fiber layer and having heat resistance and wear resistance.

The separation inductor is provided on at least one of the lower part of the first fluororesin layer and the upper part of the second fluororesin layer in order to variously adjust the degree of separation between the laminates in which the separation inductor is interposed. An adhesive layer may be further included.

The separation inducer may be interposed in the laminate by variously changing at least one of the length, width, and thickness in order to variously control the degree of separation between the laminates in which the separation inducer is interposed.

A plurality of the separation inductors may be interposed in the multilayer body, each of which is manufactured to have the same length, width, and thickness, and is different from each other.

The object is to intervene between two laminates adjacent to each other among a plurality of laminates consisting of an inner liner, a carcass, one or more belts, and a tread in order from the lumen to intentionally force separation between the laminates. A tire performance test apparatus for a separation test of a test tire comprising a separation derivative of, comprising: a drum equipped with a wear member along an outer circumferential surface; a drive unit for controlling rotation of a test tire mounted to be in contact with the circumferential surface and applying a predetermined test load to the test tire by pressing the test tire toward the circumferential surface; a measurement unit for detecting, in a non-contact manner, a separation phenomenon of a test tire caused by fatigue of a tire gradually accumulated according to rotational operation of the drum and the drive unit; and a control unit for operating and controlling the drum, the drive unit, and the measuring unit.

The measuring unit may be formed of a CCD camera or an X-ray imaging device capable of seeing through the inside of the test tire and imaging the separated laminated body.

The measuring unit may be installed above and on the side of a position where the test tire is mounted, respectively.

According to the present invention, in the course of a performance test for a tire including a plurality of laminates in the order of inner liner, carcass, one or more belts, and treads from the lumen, the separation phenomenon between the laminates is intentionally forced, so that the two adjacent to each other are intentionally forced. As a test tire is constructed by interposing a strip-shaped separation inductor between two laminates, the separation characteristics of future tires to be mass-produced can be quickly identified and identified before mass-production, which can be used for improving tire performance and supplementary research in manufacturing. It can be used for research activities for specifically estimating or detecting tire separation defect characteristics, etc., thereby contributing to diversification and advancement of tire performance evaluation.

1 is a partially cut-away perspective view of a test tire for confirming tire separation defect characteristics according to an embodiment of the present invention.
2 is a longitudinal cross-sectional view and an enlarged cross-sectional view for showing the arrangement and stacking structure of the separator shown in FIG. 1;
3 is a front view and a plan view showing a schematic structure of a tire performance testing apparatus for testing a test tire for confirming tire separation defect characteristics according to an embodiment of the present invention.
4 to 7 are graphs and images showing the results of the separation characteristics test by size of the separation derivative and the state before and after the separation test, respectively, performed by the tire performance test apparatus of FIG. 3.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, in describing the present invention, descriptions of already known functions or configurations will be omitted to clarify the gist of the present invention.

1 is a partially cut-away perspective view of a test tire for confirming tire separation defect characteristics according to an embodiment of the present invention, and FIG. 2 is a longitudinal cross-sectional view and an enlarged cross-sectional view for showing the arrangement and stacking structure of the separation inductor shown in FIG. 3 is a front view and a plan view showing a schematic structure of a tire performance test apparatus for testing a test tire for confirming tire separation defect characteristics according to an embodiment of the present invention, and FIGS. 4 to 7 are FIG. 3 tire performance These are graphs and images showing the results of the separation characteristics test by size of the separation derivative performed by the test device and the state before and after the separation test, respectively.

Top (top), bottom (bottom), left and right (side or side), front (front, front), back (back, back), etc., which refer to directions in the description and claims of the invention, etc., are not intended to limit the use of rights. For convenience of description, the relative position between the drawings and configurations is determined as a standard, and the three axes may be rotated and changed to correspond to each other, and this is followed unless otherwise specifically defined.

The test tire 100 for confirming tire separation defect characteristics according to the present invention quickly checks and identifies the separation characteristics of tires to be mass-produced in the future before mass production, and utilizes them for performance improvement and supplementary research of tires in manufacturing, and for tire separation defects It is an invention devised for use in research activities for specifically estimating or detecting characteristics, etc.

In order to concretely implement the functions or actions as described above, the test tire 100 for confirming tire separation defect characteristics according to an embodiment of the present invention, as shown in FIGS. 1 and 2, constitutes a plurality of tires. Separation inductors 110a, 110b and 110c are selectively interposed between the stacks of the stacks.

Here, the plurality of laminates are formed in the order of the inner liner 10, the carcass 20, one or more belts 30a and 30b, and the tread 50 from the lumen of the tire to constitute the road side of the tire. As an element, a sidewall 60 is formed on both sides of the laminate, and a bead 70 is formed at the end of the sidewall 60 to seal the lumen of the tire by being fastened to the rim of the wheel to form a general tire .

Here, the inner liner 10 is a component made of rubber material that forms an airtight space filled with air injected from the outside, and the carcass 20 is a rubber topping to support strong air pressure in the lumen and form the skeleton of the tire. It is a component laminated on the outside of the inner liner 10 made of a cord fiber or cord steel.

In addition, the belts 30a and 30b are made of topped cord steel for driving stability and are continuously stacked at least one on the outside of the carcass 20 to keep the tread 50 flat, and the tread 50 is a component that is laminated on the outside of the belts 30a and 30b to contact the ground and form frictional force.

The plurality of laminates constituting the tire are supplementarily stacked to cover the belts 30a and 30b between the belts 30a and 30b and the tread 50 to prevent separation of the belts 30a and 30b. A cap ply 40 may be further included.

However, even if the above-described cap ply 40 is provided, since the laminate is directly affected by deformation and frictional heat caused by the road surface during driving, separation of the laminate, that is, a separation phenomenon occurs frequently. .

The separation phenomenon of the tire laminate is mainly caused by driving for a long time at a lower than appropriate air pressure or when driving a vehicle that accumulates tire fatigue, such as a sharp turn or excessive load. Bonding of the laminate in the tire molding process for forming the laminate The specific characteristics of the separation phenomenon for each tire (time of separation, time of separation The extent and extent of diffusion, etc.) will need to be confirmed and identified.

Therefore, the test tire 100 according to the present invention is an inner liner in order to quickly identify and identify specific characteristics (time of separation, degree and range of diffusion during separation, etc.) of the separation phenomenon for each tire, which is a major factor in vehicle accidents. (10), carcass (20), one or more belts (30a, 30b) and treads (50) of a plurality of laminates, etc., are foreign substances that intentionally force separation between two laminates adjacent to each other. It is manufactured through the strip-shaped separators 110a, 110b, and 110c, which are defective parts.

As shown in FIG. 1, the separation inductors 110a, 110b, and 110c are adjacent to each other among the inner liner 10, the carcass 20, one or more belts 30a, 30b, and the tread 50. It is interposed between the laminates and serves as a defective part that partially lowers the bonding strength of the laminate bonded in the tire molding process, thereby acting as the starting point of the separation phenomenon during the separation test by the tire performance test apparatus 200 as described later. will do

Separation derivatives 110a, 110b, and 110c according to an embodiment of the present invention, as specifically shown in FIGS. 1 and 2, include a first fluororesin layer 112, a glass fiber layer 114, and a second fluorine water. It is made of a rectangular film shape including a paper layer 116 and an adhesive layer 118.

The first fluororesin layer 112 is laminated without deformation of the separators 110a, 110b, and 110c by the high heat and high pressure applied in the process of manufacturing the test tire 100 according to the embodiment of the present invention. It is a thin coating layer impregnated to the lower portion of the glass fiber layer 114 to be described later in order to be easily separated from the sieve.

The first fluororesin layer 112 is made of polytetrafluoroethylene (PTFE), a fluorine-based resin with excellent releasability (separability), dimensional stability, heat resistance and abrasion resistance due to a smooth surface, as a material (Teflon). can be made with

The glass fiber layer 114 is a component disposed as a core material or filler between the first and second fluororesin layers in order to further enhance the physical properties of the first and second fluororesin layers having dimensional stability, heat resistance, and abrasion resistance, and glass fibers It can be made in the form of thin fabric or non-woven fabric.

Like the above-described first fluororesin layer 112, the second fluororesin layer 116 is a separation inducer ( 110a, 110b, 110c) is a thin coating layer impregnated on the upper side of the glass fiber layer 114 to be described later, that is, on the opposite side of the first fluororesin layer 112, so that it is not deformed and easily separated from the laminate.

The second fluororesin layer 116 may also be made of polytetrafluoroethylene (PTFE), a fluorine-based resin having excellent release properties, dimensional stability, heat resistance, and abrasion resistance due to a smooth surface, as a material (Teflon). there is.

As described above, a plurality of thin film-shaped separators 110a, 110b, and 110c having the same length, width, and thickness are manufactured, and the test tire 100 according to the embodiment of the present invention is different from each other. Each layer may be interposed.

At this time, a plurality of separators 110a, 110b, and 110c manufactured in the same size are inserted into different laminates at spaced apart positions along the circumferential direction of the tire (see each enlarged view of FIG. 2) to test the tire (100). ), when the specific characteristics of the separation phenomenon for different laminates (time of separation, degree and range of diffusion during separation, etc.) are tested under the same conditions by the tire performance test apparatus 200 shown in FIG. can be identified and identified at once.

Based on the above tests under the same conditions for each laminate, various studies can be conducted to relatively compensate for imbalance in adhesive strength between laminates or differences in physical properties of laminates.

In addition, the thin film-shaped separators 110a, 110b, and 110c composed of three laminated structures as described above may be interposed in the laminated body by variously changing at least one of length, width, and thickness.

On the other hand, the adhesive layer 118 is a component additionally and selectively provided on at least one of the lower portion of the first fluororesin layer 112 and the upper portion of the second fluororesin layer 116, and is a separation derivative as described above ( Similar to the size change of 110a, 110b, and 110c), it can be used to variously adjust the degree of separation between laminates in which the separation inductors 110a, 110b, and 110c are interposed.

At this time, the adhesive layer 118 is made of a highly heat-resistant adhesive material that can variously change adhesive strength through adjusting the ratio of the adhesive composition.

As described above, the separation inductors 110a, 110b, and 110c of the same size or different sizes are interposed between the stacks of the test tires 100 according to the present invention, so that the tire to be mass-produced in the future As specific separation characteristics can be quickly identified and identified in various forms, it can be used more effectively for tire performance improvement, supplementary research, and tire performance evaluation.

Hereinafter, the separation characteristic test results of the test tire 100 for confirming the tire separation defect characteristic according to the present invention confirmed using the tire performance test apparatus 200 shown in FIG. 3 will be described with reference to FIGS. 4 to 7 I'm going to do it.

First, before describing the test results of the separation characteristics of the test tire 100 for confirming the tire separation defect characteristics according to the present invention, first, tire performance used to test the separation characteristics of the test tire 100 according to the present invention The test apparatus 200 will be briefly described.

As shown in FIG. 3 , the tire performance test apparatus 200 used in the present invention may include a drum 210, a driving unit 220, a measuring unit 230, a control unit 240, and the like. .

First, the drum 210 is a disk-shaped component provided to allow the frictional force acting on the road to act on the tread 50 of the test tire 100 of the present invention, and on the outer circumferential surface of the drum 210, A wear member 212 forming frictional force with the test tire 100 may be provided.

At this time, the wear member 212 is composed of a plurality of sandpapers each having a roughness corresponding to various types of road surfaces, and can be attached to and detached from the circumferential surface of the drum 210 as needed.

The drive unit 220 controls the rotation of the test tire 100 mounted to come into contact with the circumferential surface of the drum 210 and presses the test tire 100 toward the circumferential surface to apply a predetermined test load to the test tire 100. It is a component configured to be applied.

As shown in FIG. 3, the driving unit 220 is composed of a rotating shaft 222, a power unit (not shown), a power transmission unit (not shown), and a linear driving means 224, and the like, and a control unit 240 to be described later. ) can be operated and controlled by

The rotating shaft 222 is a component that is axially coupled to the wheel on which the test tire 100 is mounted, and the power unit provides a driving force for rotating the test tire 100 coupled to the rotating shaft 222 at a predetermined speed. And, the power transmission device is a component that transmits the rotational driving force of the power device to the rotating shaft 222, and all may be made of known commercial products.

The linear driving means 224 is a component provided to implement similarly to the actual, such as the slope of the tire with respect to the road surface or the load applied to the tire, which occurs during vehicle driving.

This linear driving means 224 is known to be capable of moving the test tire 100 coupled to the rotating shaft 222 forward or backward toward the circumferential surface of the drum 210 or tilting it at a predetermined angle with respect to the circumferential surface. It may consist of a driving device.

For example, the linear driving means 224 is a hydraulic cylinder capable of accurate operation control with a constant and strong pressing force, a ball screw composed of a nut coupled to a screw shaft connected to a motor, etc. and reciprocating linearly, and a rack gear and pinion disposed in the transfer direction. It may be implemented in a form including at least one of a drive device to which a gear is applied and a drive device to which a pulley and a timing belt are applied.

The drive unit 220 described above may be provided on both sides of the drum 210 as a reference so that the separation test for the two test tires 100 can be performed at the same time.

The measurement unit 230 is a component provided to detect, in a non-contact manner, a separation phenomenon of the test tire 100 caused by fatigue of the tire gradually accumulated according to the rotational operation of the drum 210 and the drive unit 220. , as shown in FIG. 3, it may be installed above (direction toward the tread 50) and on the side (direction toward the sidewall 60) of the position where the test tire 100 is mounted.

This measurement unit 230 may be formed of commercially available equipment, such as a CCD camera or an X-ray imaging device, that can see through the inside of the test tire 100 in a non-contact manner and image the separated laminated body.

At this time, the measurement unit 230 captures the separation phenomenon of the test tire 100 in real time or before and after the test according to operation control of the control unit 240, which will be described later, and transmits the captured image information to the control unit 240. will perform the operation.

The control unit 240 is a component that is electrically connected to the drum 210, the driving unit 220, and the measurement unit 230 to control their operations, receives predetermined data from them, and performs calculation and processing operations. As an information processing unit capable of programming information operation and sequence control, such as MCU (micro controller unit), microcomputer, Arduino, PLC (Programmable Logic Controller), etc., and an input device for control setting, etc. It can be done.

At this time, a series of operations and processing processes of the control unit 240, which controls each connected device and processes transmitted and received data, etc., are implemented in programming languages such as C, C++, JAVA, and machine language that can be read through the above-described information processing unit. This is done by coding.

Algorithms for a series of calculations and processing by the control unit 240 can be easily coded and implemented in various ways and forms at the level of those skilled in the art, so a detailed description thereof will be omitted.

On the other hand, the input device is a configuration for inputting various setting values and a series of commands for accurate operation of the tire performance test apparatus 200 according to the present invention to the information processing unit, and is commercially available such as a keyboard, mouse, USB port, etc. may be an input device.

The control unit 240 controls the test tire 100 in pressure contact with the drum 210 at 120 km for approximately 10 hours in order to derive test results of separation characteristics for each test tire 100 as shown in FIGS. 4 to 6 . It performs operation control to rotate at a speed of /H.

After the operation control of the control unit 240 is performed as described above, the separation characteristics test results for each test tire 100 of FIGS. 4 to 6 photographed by the measurement unit 230 are specifically as follows.

First, the separation characteristic test results in FIG. 4 are a test manufactured so that a small (see the enlarged view at the bottom left of FIG. 2) of separation inductor 110c manufactured with a width of 12 mm, a length of 100 mm, and a thickness of approximately 0.1 mm is interposed therebetween. This is the result for the tire 100.

At this time, as shown in FIG. 4, the separation inductor 110c is biased toward one end of the belts 30a and 30b in the range of approximately 335° to 350° with respect to the sidewall 60 of the test tire 100. It can be seen that the state is interposed between the two belts 30a and 30b.

And according to the upper graph of FIG. 4 where the test tire 100 is deployed, the separation phenomenon of the test tire 100 starts at the position (A) of the initial separation inducer 110c and gradually spreads to the center (0°) of the tire. It can be seen that (B)

Next, the test results of the separation characteristics of FIG. 5 show that the separation inductor 110b of a medium size (see the enlarged view at the bottom right of FIG. This is the result for the test tire (100)

At this time, as shown in FIG. 5, the separation inductor 110b is biased toward one end of the belts 30a and 30b in the range of approximately 140° to 160° with respect to the sidewall 60 of the test tire 100. It can be seen that the state is interposed between the two belts 30a and 30b.

And according to the upper graph of FIG. 5 where the test tire 100 is deployed, the separation phenomenon of the test tire 100 starts at the position A of the first separation inducer 110b, similar to FIG. 4, and is almost the center of the tire. It can be seen that (B) has spread to (0°).

However, the separation characteristic test result of FIG. 5 shows that the degree of diffusion of the separation phenomenon is increased when compared with the test result of the small separation inductor 110c shown in FIG. 4 .

Next, the separation characteristic test results of FIG. 6 are a test manufactured so that the separation inductor 110a of a large size (see enlarged top view of FIG. 2) manufactured with a width of 50 mm, a length of 250 mm and a thickness of approximately 0.1 mm is interposed. This is the result for tire 100

At this time, as shown in FIG. 6, the separation inductor 110a is biased toward one end of the belts 30a and 30b in the range of approximately 100° to 130° based on the sidewall 60 of the test tire 100. It can be seen that the state is interposed between the two belts 30a and 30b.

And according to the upper graph of FIG. 6 where the test tire 100 is developed, the separation phenomenon of the test tire 100 starts at the position A of the first separation inducer 110a similar to FIG. 4 or FIG. It can be seen that (B) spreads beyond the central part (0°) to the other side.

However, the separation characteristic test result of FIG. 6 shows that the degree of diffusion of the separation phenomenon has dramatically increased when compared with the test results of the small and medium-sized separation derivatives 110c and 110b shown in FIGS. 4 and 5 .

On the other hand, the image of FIG. 7 is a measuring unit detailing the state of the separation inductors 110a, 110b, and 110c changed before (upper image) and after (lower image) the separation test for the test tire 100 according to the present invention. 230, as shown, while the separation test for the test tire 100 is performed under the above-described conditions (10 hours, 120Km/H speed), the separation inductors 110a, 110b, and 110c It shows that air bubbles separating both sides are generated between the laminate and the separation inductors 110a, 110b, and 110c.

These bubbles are gradually expanded by the continuous deformation of the tire generated during the separation test of the test tire 100 and the resulting frictional heat, and serve to spread the separation phenomenon to the surroundings of the separation inductors 110a, 110b, and 110c. can be presumed to have been.

Furthermore, when considering the separation characteristics test results by size of the separation derivatives 110a, 110b, and 110c of FIGS. 4 to 6 and the bubble generation result of FIG. It can be seen that it is further accelerated due to bubbles generated in proportion to the sizes of 110b and 110c).

As described above, a tire performance test that performs a separation test with the test tire 100 of the present invention including separation inducers 110a, 110b, and 110c, which are foreign substances and defective parts that intentionally force separation between laminates. Due to the device 200, the separation characteristics of tires to be mass-produced in the future can be quickly identified and identified before mass production, and can be used for performance improvement and supplementary research of tires in manufacturing, and the separation defect characteristics of tires can be specifically It can also be used for research activities that estimate or detect.

In the foregoing, although specific embodiments of the present invention have been described and shown, the present invention is not limited to the described embodiments, and it is common knowledge in the art that various modifications and variations can be made without departing from the spirit and scope of the present invention. It is self-evident to those who have Therefore, such modifications or variations should not be individually understood from the technical spirit or viewpoint of the present invention, and modified embodiments should fall within the scope of the claims of the present invention.

10: inner liner 20: carcass
30a, 30b: belt 40: cap ply
50: tread 60: sidewall
70: bead
100: Test tire for checking tire separation defect characteristics
110a: separation derivative (large) 110b: separation derivative (medium)
110c: separation derivative (small) 112: first fluororesin layer
114: glass fiber layer 116: second fluororesin layer
118: adhesive layer
200: tire performance test device 210: drum
212: wear member 220: driving unit
222: rotation shaft 224: linear drive means
230: measurement unit 240: control unit

Claims (8)

A tire comprising a plurality of laminates in the order of an inner liner, a carcass, one or more belts, and a tread from the lumen, sidewalls on both sides of the tread, and beads coupled to the wheel,
In order to intentionally force the separation between the laminates during the tire performance test, a strip-shaped separation inductor is formed between the two laminates adjacent to each other among the inner liner, the carcass, one or more belts, and the tread. intervened,
The separation derivative,
A first fluororesin layer having heat resistance and wear resistance;
a glass fiber layer provided on top of the first fluororesin layer; and
A test tire for confirming tire separation defect characteristics, characterized in that it comprises a second fluororesin layer having heat resistance and abrasion resistance provided on the upper part of the glass fiber layer. delete According to claim 1,
The separation derivative,
In order to variously control the degree of separation between the laminates in which the separation inducer is interposed,
A test tire for confirming tire separation defect characteristics, characterized in that it further comprises an adhesive layer provided on at least one of the lower part of the first fluororesin layer and the upper part of the second fluororesin layer. According to claim 1,
The separation derivative,
In order to variously control the degree of separation between the laminates in which the separation inducer is interposed,
A test tire for confirming tire separation defect characteristics, characterized in that at least one of length, width and thickness is variously changed and interposed in the laminate. According to claim 1,
The separation derivative,
A test tire for confirming tire separation defect characteristics, characterized in that a plurality of pieces are interposed in the different laminates manufactured to the same length, width and thickness. Among a plurality of laminates consisting of an inner liner, a carcass, one or more belts, and a tread in order from the lumen, a strip-shaped separation inducer interposed between two adjacent laminates to intentionally force separation between the laminates As a tire performance test apparatus for a separate test of a test tire containing,
A drum equipped with a wear member along an outer circumferential surface;
a drive unit for controlling rotation of a test tire mounted to be in contact with the circumferential surface and applying a predetermined test load to the test tire by pressing the test tire toward the circumferential surface;
a measurement unit for detecting, in a non-contact manner, a separation phenomenon of a test tire caused by fatigue of a tire gradually accumulated according to rotational operation of the drum and the drive unit; and
Including a control unit for controlling the operation of the drum, the driving unit and the measuring unit,
The separation derivative,
A first fluororesin layer having heat resistance and wear resistance;
a glass fiber layer provided on top of the first fluororesin layer; and
A tire performance test apparatus comprising a second fluororesin layer having heat resistance and abrasion resistance provided on top of the glass fiber layer. According to claim 6,
The measuring unit,
A tire performance test apparatus, characterized in that it consists of a CCD camera or X-ray imaging device capable of imaging the separated laminate by seeing through the inside of the test tire. According to claim 6,
The measuring unit,
Tire performance test apparatus, characterized in that installed above and on the side of the position where the test tire is mounted, respectively.

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