WO2010137723A1 - Method for producing material of base tire and tire - Google Patents

Method for producing material of base tire and tire Download PDF

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Publication number
WO2010137723A1
WO2010137723A1 PCT/JP2010/059191 JP2010059191W WO2010137723A1 WO 2010137723 A1 WO2010137723 A1 WO 2010137723A1 JP 2010059191 W JP2010059191 W JP 2010059191W WO 2010137723 A1 WO2010137723 A1 WO 2010137723A1
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WO
WIPO (PCT)
Prior art keywords
tire
base tire
groove
tire material
cutting
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PCT/JP2010/059191
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French (fr)
Japanese (ja)
Inventor
秀之 金田
Original Assignee
株式会社ブリヂストン
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Application filed by 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Publication of WO2010137723A1 publication Critical patent/WO2010137723A1/en

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    • 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
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
    • 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
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/02—Replaceable treads

Definitions

  • the present invention relates to a base tire material manufactured by cutting a surface and a method for manufacturing a tire.
  • tires used in vehicles such as trucks and buses have a large load acting on the tires, so that the tread rubber that contacts the road surface is heavily worn. For this reason, compared with the life of the tread rubber, the life as a tire ends even though the portion that becomes the base of the tire can still be continuously used. Therefore, in trucks, buses, etc., the worn tread rubber part is removed from the used tires by cutting, etc., and a pasting surface for pasting the new tread rubber is formed, and the new tread rubber is pasted thereon. In addition, it is used again as a retreaded tire whose function as a tire has been restored.
  • Patent Document 1 one of the methods for manufacturing a new tire based on the assumption that the tire is used as a retread tire as described above is a tire that is structurally a basic part of the tire, and friction as a tire.
  • a manufacturing method in which the tread rubber to be received is individually manufactured as a product, and the tire is manufactured by combining the base tire and the tread rubber.
  • the base tire 11 is obtained by cutting the surface side of a base tire material to be a base tire and molding it into a predetermined shape, and a tread rubber 12 to be described later is formed on the cutting surface of the base tire 11.
  • a new tire is manufactured by pasting.
  • the base tire 11 includes an inner liner 4 for maintaining airtightness in the tire, and a bead wire 2 and a rim on the outer periphery of which the carcass 5 and carcass 5 forming the aggregate of the tire hold the wheel rim.
  • the bead filler 3 that reinforces the holding is folded back and wrapped.
  • the base tire 11 includes a sidewall 6 that reinforces and protects the side surface of the tire, a plurality of belts 7a to 7c that are arranged in layers in the circumferential direction of the tire, and a cap belt 8 that is positioned in the outermost layer of the belts 7a to 7c.
  • the cover rubber 9 is a protective layer for protecting the belts 7a to 7c and the cap belt 8. That is, the base tire 11 is manufactured with a structure having a configuration other than the tread rubber out of a generally general tire structure.
  • the tread rubber 12 attached to the base tire 11 includes a vulcanized tread rubber and an unvulcanized tread rubber. The vulcanized tread rubber is manufactured by forming a tread pattern with a mold in advance and performing vulcanization.
  • the unvulcanized tread rubber is a rubber member formed to have a predetermined size by tread pattern or rolling without vulcanization.
  • the tread rubber is attached to the cut molding surface of the base tire 11, the tread rubber is attached to the base tire 11 and then relatively pressed with a low pressure against the attaching surface 24a. It is vulcanized and bonded at a low temperature to become a new tire.
  • the tread rubber is pasted on the base tire 11 and then vulcanized using a mold. As a result, a new tire in which a tread pattern is cut and vulcanized in the tread rubber is obtained.
  • the tire manufactured by the above method has the following advantages. It is possible to manufacture a tire desired by a tire user by combining the base tire 11 having the required performance and the tread rubber 12, and this is a method that is economical and good for the environment for the tire user. Also, for tire manufacturers, it is only necessary to prepare base tires according to usage or size, so it is not necessary to stock the entire tires according to the type of tread rubber, so the space occupied by the stock is reduced, so for tire manufacturers as well. This is an efficient tire manufacturing method.
  • the tread rubber attaching surface 24a must be formed even in the case of a base tire manufactured as a new product, similarly to the manufacture of a conventional retread tire.
  • the affixing surface 24a it was necessary to check the thickness of the cover rubber 9 radially outside the cap belt 8 located in the outermost layer.
  • the operator manually scrapes the surface of the cover rubber 9 to the cap belt 8 and repeats the operation of performing cutting at a plurality of locations in the tire circumferential direction while measuring the thickness with a depth gauge or the like. It takes a lot of time and hinders productivity.
  • undercutting or overcutting may occur. When the amount of shaving is too small, the weight of the base tire becomes heavier than the target weight, and when the amount of shaving is excessive, the belt end of the base tire may be shaved to cause cutting failure.
  • the present invention provides a depth for cutting manually from the surface of the protective layer to be cut to the belt positioned at the outermost layer (the thickness of the protective layer to be cut). ) Is provided, and a tire manufacturing method and a tire manufacturing method are provided.
  • a protective layer provided on the outer side in the radial direction from the belt positioned at the outermost layer to protect the belt, and formed at the protective layer and the bottom reaches the position of the tread rubber attachment surface It was made to consist of a groove part.
  • the groove portion is formed in the protective layer of the base tire material, and the bottom portion of the groove portion is formed to be the position of the tread rubber attachment surface, so that the groove portion can be measured without measuring the cutting depth.
  • the base tire can be manufactured without damaging the belt by cutting so that the bottom portion is not visible. Further, if a plurality of grooves are formed in the width direction, the discharge of cutting powder when cutting the base tire material can be reduced, which is good for the environment.
  • the groove is formed by a vulcanization step after the protective layer is attached.
  • the protective layer can be cut with the groove portion as a guide without requiring manual work after vulcanization, so that the manufacturing efficiency of the base tire can be improved. it can.
  • the groove portion is provided in the protective layer so as to correspond to the positions of both end portions of the belt located at least in the outermost layer. According to the present invention, cutting can be performed without damaging both end portions of a belt that is easily damaged when the protective layer is cut, so that occurrence of defects can be suppressed in production of a base tire and production efficiency can be improved.
  • the groove portion is formed so that the central axis coincides with the normal line in the direction perpendicular to the tread rubber attachment surface position. According to the present invention, by cutting the surface of the protective layer uniformly so that the lengths on both sides of the groove portion are the same, the surface of the protective layer can be cut in an arcuate shape so as to coincide with the tread rubber attachment surface position. Therefore, the base tire material can be manufactured with high accuracy.
  • the groove portion has a shape in which the groove width and the groove depth opened on the surface of the base tire material coincide with each other when the groove portion is cut from the surface side of the base tire material.
  • the depth of the groove can be determined by simply measuring the width of the groove. The depth of cutting can be easily confirmed without using.
  • the groove is formed in a V shape or a rectangular shape.
  • the protective layer is formed without damaging the belt by cutting the groove portion so that the groove portion cannot be visually recognized by measuring the groove portion formed in a V shape or a rectangular shape without measuring the cutting depth. Can be cut.
  • the groove is formed in a V shape and the groove width and the groove depth coincide with each other, it is only necessary to measure the groove width when it is desired to check the cutting depth during the cutting of the base tire material. Since the depth of the groove is known, the cutting depth can be easily confirmed, and the base tire material can be accurately cut.
  • a step of molding a base tire material having an inner liner, a carcass, a belt, and a protective layer, and a groove portion that reaches the bottom of the tread rubber attachment surface position are formed in the protective layer.
  • the base tire since the base tire is obtained by cutting the base tire material to a predetermined depth using the bottom of the groove portion of the protective layer as a guideline, the base tire can be efficiently manufactured without manually measuring the cutting depth. it can.
  • vulcanized tread rubber is placed and vulcanized via unvulcanized rubber on the affixed surface formed by cutting the base tire material to a predetermined depth using the bottom of the groove portion of the protective layer as a guide.
  • the tire can be manufactured efficiently.
  • the step of forming the groove portion is such that the groove portion is formed by a vulcanization mold provided with protrusions at positions corresponding to both end portions of the belt located at the outermost layer.
  • the base tire material having the groove portion is formed without taking time and the base tire material is formed at the bottom of the groove portion.
  • the tire can be manufactured by sticking tread rubber to the base tire obtained by cutting to a predetermined depth using as a guide, so for example, combining base tire and tread rubber according to the usage situation of the user who uses the tire Tires can be manufactured.
  • the sticking process figure which sticks a tread rubber on the sticking surface of Embodiment 1 which concerns on this invention.
  • FIG. 1 is an embodiment showing a configuration of a base tire material 10 according to the present invention.
  • the base tire raw material 10 demonstrated below is a base tire formed as a new product in this example, it may be formed by cutting a used tire.
  • the new base tire material 10 has a radial structure as shown in FIG. 1 and has a protective layer on the outer periphery.
  • This base tire material 10 includes an inner liner 4 for maintaining airtightness in the tire, a carcass 5 forming an aggregate of the tire on its outer periphery, a carcass 5 for folding a wheel rim, and a bead wire 2.
  • a bead filler 3 that reinforces retention with the rim is wrapped.
  • a side wall 6 for reinforcing and protecting the side surface of the base tire material 10 a plurality of belts 7a to 7c arranged in a layered manner in the circumferential direction of the tire, a cap belt 8 positioned in the outermost layer of the belts 7a to 7c, and A cover rubber 9 as a protective layer for protecting the belts 7a to 7c and the cap belt 8 is formed. That is, the tire is manufactured with a structure having a configuration other than the tread rubber 12 (see FIG. 3) in the structure of an ordinary tire.
  • the belts 7a to 7c and the cap belt 8 are not limited to the above four-layer structure, and the carcass 5 also has different numbers and shapes of belt layers depending on the base tire material.
  • the cover rubber 9 of the protective layer is formed with a plurality of grooves 15 extending in the tire width direction and extending along the tire circumferential direction.
  • the groove portion 15 is a V-shaped groove, and is formed in an inverted triangular cross section at positions corresponding to both end portions 8A and 8B and the center 8C of the cap belt 8.
  • the V-shaped groove portion 15 formed in an inverted triangular shape in cross section is positioned so that the apex A as the groove bottom portion faces the cap belt 8 side, and as shown in the enlarged view of FIG.
  • the imaginary buff line 24 is within the range of 2 mm to 5 mm radially outward so that both ends 8A and 8B of the cap belt 8 have the same height, and radially outward from the center 8C of the cap belt 8. Is a hypothetical curve set so as to pass through a range of 2 to 5 mm with a single radius of curvature.
  • the center of the arc is set on a straight line extending in the tire center direction from the center 8C in the width direction of the tire, and radially outward so that the arc has the same height at both end portions 8A and 8B of the cap belt 8.
  • the buff line 24 is set so as to pass within the range of 2 mm to 5 mm and within the range of 2 mm to 5 mm radially outward from the center 8C of the cap belt 8. Therefore, the surface 23 of the cover rubber 9 is cut in the shape of the buff line 24.
  • the outer peripheral surface of the base tire material 10 cut into the shape of the buff line 24 becomes a tread rubber attaching surface 24a.
  • the position of the cap belt 8 in the base tire material 10 is known based on the design drawing of the base tire material 10 such as, for example, the position in the radial direction from the center of the base tire material 10.
  • the buff line 24 has a single curvature because the structure of the base tire material and the shape of the tread differ depending on the use of tires such as truck tires, bus tires, aircraft tires, construction vehicle tires, and agricultural tires.
  • the cap belt 8 may not be cut by combining a plurality of curvatures.
  • the base tire material 10 is provided with a virtual center bulging shape and an arcuate pasting surface 24a, and the cover rubber 9 of the base tire material 10 is cut from the flat surface side so that the vertex A can be seen.
  • a base tire can be obtained by cutting up to the affixing surface 24a using the position where it disappears as a guide.
  • the apex A of each groove portion 15 is a groove bottom portion, and is positioned on the tread rubber attaching surface 24a (virtual) formed by cutting along the buff line 24 in a buffing process described later, and at each apex A
  • the cap belt 8 is formed so that both end portions 8A and 8B and the center 8C are positioned on the extension of the normal lines F1, F2 and F3 of the instructed attachment surface 24a. That is, the normal lines F1, F2, and F3 are the central axes indicated by the vertex A of ⁇ ABC, and in this case, the length of the side AB and the side AC of ⁇ ABC is equal.
  • the affixing surface 24 a is set so as to be located 2 mm to 5 mm radially outward from the position of the center 8 ⁇ / b> C of the cap belt 8.
  • the reason for this setting is that, for example, if it is less than 2 mm, there is a risk of scratching the cap belt 8 in consideration of the accuracy of the buffing work. Will increase more.
  • the tread rubber is pasted while the cover rubber 9 of the base tire material 10 is thick, the heat generated when the tire is used cannot be radiated well, and the tire bursts. There is a fear.
  • the line segment connecting point B and point C is the base BC of ⁇ ABC, that is, the width W of the groove 15, and from vertex A to base BC
  • the intersection with the lowered perpendicular be point E
  • the line connecting point A and point E be the height AE of ⁇ ABC, that is, depth D.
  • the straight line AE coincides with the normals F1, F2, and F3 of the pasting surface 24a passing through the point A.
  • the inverted triangle ⁇ ABC is formed into an isosceles triangle having a length W of the groove 15 and a length D of 1: 1.
  • the surface 23 of the cover rubber 9 is buffed in the shape of the buff line 24 and the position of the surface 23 of the cover rubber 9 moves to the surface 23 '.
  • the groove portion 15 is deformed from ⁇ ABC to ⁇ AB′C ′, but the original ⁇ ABC has a one-to-one relationship between the base BC indicating the width W and the height AE indicating the depth D.
  • the base B′C ′ after the scribing and the height AE ′ are also in a one-to-one relationship.
  • AE: AE ′ BC: B′C ′, ⁇ ABC and ⁇ AB′C ′ are similar, and the width W and the depth at which the groove 15 opens on the tire surface even when buffing progresses along the buff line 24. Since the ratio of the length D is constant, the depth D of the groove 15, that is, the thickness of the cover rubber 9 to be cut, can be determined by measuring the length of the base BC indicating the width W.
  • the inner liner 4, the carcass 5, and the plurality of constituent members of the base tire material 10 are positioned substantially at the center of the outer periphery of the molding drum 30.
  • the belts 7a to 7c and the cap belt 8 are wound so as to be sequentially laminated.
  • the molding drum 30 includes a bladder 31 at the center of the drum.
  • the bead wire 2 and the bead filler 3 integrally formed from both ends of the laminated members are assembled on the carcass 5, and the carcass 5 is folded back so as to wrap the bead wire 2 and the bead filler 3.
  • Sidewalls 6 and 6 are wound around the folded end of the carcass 5 and the ends of the belts 7a to 7c and the cap belt 8, respectively.
  • the cover rubber 9 of the protective layer is wound so as to cover the cap belt 8, and the bladder 31 of the molding drum 30 is expanded and molded as a raw tire 10a of the base tire material 10, as shown in FIG.
  • FIG. 7 shows an enlarged view of the molding space S and the dies 61, 62, 63 of the vulcanization molding apparatus for vulcanizing and molding the raw tire 10a.
  • the raw tire 10a positioned in the molding space S of the vulcanization molding apparatus is roughly a raw bladder that is not shown in the drawing that presses the raw tire 10a, and is pressed by the molding bladder.
  • the molds 61 and 62 for molding the tire side of the raw tire 10a are engraved with the tire size and decoration, and the mold 63 for molding the crown portion of the raw tire 10a has a cover for the raw tire 10a on the molding surface side.
  • Three protrusions 63a for forming the groove 15 in the rubber 9 are formed.
  • the convex portion 63a is formed so as to be continuous with the peripheral surface on the molding surface side when the mold 63 is arranged in a donut shape. That is, the vulcanization step S2 includes a groove portion forming step in which a groove portion whose bottom reaches the position of the tread rubber attachment surface is formed in the protective layer.
  • a groove portion 15 transferred from the convex portion 63a of the mold 63 has a predetermined reverse cross-sectional triangular shape on the cover rubber 9. It is formed to have a shape.
  • the groove 15 is continuously formed so as to extend along the tire circumferential direction, and when the base tire material 10 is buffed by a buffing process described later, the depth D and the width W of the groove 15 coincide with each other. Formed. Note that the vertex A is positioned at the position of the virtual pasting surface 24a so that the position of the pasting surface 24a can be easily specified at the time of cutting.
  • the buffing step S3 it is formed by cutting with a buffing device (not shown) until the virtual attachment surface 24a of the base tire material 10 in which the plurality of groove portions 15 are formed is exposed on the surface.
  • a buffing device not shown
  • the surface 23 of the cover rubber 9 of the base tire material 10 is cut almost evenly, the cover rubber 9 is gradually thinned, and the cover rubber 9 is thinned until the vertex A of each groove portion 15 disappears.
  • the affixing surface 24a is exposed to the surface, and the operation is completed.
  • the buffing device (not shown) is, for example, a rotatable tire holding means that is divided into a plurality of pieces that can be expanded and contracted in the radial direction, and the plurality of pieces are covered with a ring-shaped rubber member that can be expanded and contracted.
  • Cutting means that is pressed by the surface 23 of the base tire material 10 held by the tire holding means and is movable along the circumferential surface of the base tire material, and control means for controlling the operations of the tire holding means and the grinding means. It is the composition provided.
  • Information for each base tire material to be cut in advance is stored in the control means. For example, a base tire input from a display input means such as a touch panel monitor that displays a work menu connected to the control means. Cover rubber by automatically selecting the operation menu of the tire holding means and cutting means based on information about the material and moving the cutting means while pressing it against the base tire so as to have a different cutting shape for each tire, that is, a buff line 9 is cut.
  • the base tire material 10 to be cut by the operator is provided in the tire holding means of the buffing device, and the base tire material 10 is in accordance with the standard using a measure or the like. Measure the dimensions of whether it is molded. For example, measurements such as tire width are performed. The operator simultaneously measures the dimension of the width W of the groove 15 formed in the center of the base tire material 10 when measuring the tire width. The depth D to be cut can be determined by measuring the width W of the groove 15.
  • the operator When there is no abnormality in the measurement of the base tire material 10, the operator inputs the size of the base tire material 10 from the display input means of the buffing device, and further inputs the dimension of the width W of the groove portion 15, so that the control means Automatically determines the operation menu, and the base tire material 10 is automatically cut based on this.
  • this buffing step S3 for example, when it is desired to confirm whether or not there is an abnormality in cutting during the cutting operation in the buffing step, it is possible to temporarily stop cutting by selecting a pause input button from the display input means. After temporarily stopping the cutting, the operator again applies the measure to the surface 23 of the base tire material 10, and measures the width W of each of the plurality of groove portions 15, whereby the remaining cutting depth D of each groove portion 15 is determined. Can be confirmed. Moreover, it can also be confirmed whether the width W of the groove part 15 is constant in the circumferential direction visually by rotating the base tire material 10 manually.
  • the buffing process cutting is performed along the buff line 24 until all apexes A (groove bottoms) of the plurality of grooves 15 formed in the circumferential direction are not visible, so that the pasting surface 24a has a predetermined surface roughness. It is shaved.
  • the position of the affixing surface 24a formed by the cutting is formed so as to be a position of about 2 mm to 5 mm from the center 8C of the cap belt 8 to the outer side in the tire radial direction.
  • the tread rubber 12 molded by, for example, precure molding is attached to the attaching surface 24a of the base tire 11 after cutting.
  • Precure molding is a method for producing a vulcanized tread rubber 12 that has been vulcanized and molded in advance so as to have a predetermined tread pattern.
  • the tread rubber 12 has a reverse bow-like attachment surface 12a formed in an inverted shape so as to match the attachment surface 24a formed on the base tire 11 after cutting. That is, the affixing surface 12a of the tread rubber 12 is formed in a shape opposite to the affixing surface 24a of the base tire 11 after cutting, that is, a shape that can be affixed to each other exactly.
  • the tread rubber 12 is affixed to the affixing surface 24a of the base tire 11, and is vulcanized by a vulcanizing device (not shown), so that the tread rubber 12 and the base tire 11 are firmly adhered, and a new tire as a product. It becomes.
  • the groove portion 15 is formed at the time of vulcanization molding in the manufacturing process of the base tire material 10, cutting can be performed using the groove portion 15 as a guideline. Therefore, the cap belt 8 positioned in the outermost layer as in the prior art. In order to measure the thickness of the cover rubber 9, the cover rubber 9 can be cut without manually cutting the cover rubber 9 until the cap belt 8 is exposed.
  • the width W and the depth D are formed in a one-to-one relationship with the groove 15 in the middle of cutting, the width W of the groove 15 may be confirmed by measurement or visual observation with a measure or the like during the cutting. Since the depth D of the 15 cutting margins can be easily understood, it is possible to suppress the occurrence of defects in the cutting in the buffing process.
  • Embodiment 2 Although Embodiment 1 demonstrated that the groove part 15 was formed so that it might correspond to the both ends 8A and 8B of the cap belt 8 located in the outermost layer of the base tire raw material 10, and the center 8C, for example, as shown in FIG. Further, more tire width direction and groove portions 15 may be formed. Also in this case, as in the first embodiment, the apex A of the groove 15 made of ⁇ ABC is located on the virtual pasting surface 24a formed in the shape of the buff line 24, and the depth D of each ⁇ ABC is pasted. What is necessary is just to form so that it may become the normal line of the attaching surface 24a.
  • the amount of the cover rubber 9 to be cut is reduced by forming many grooves 15 in this manner, the amount of buff powder generated when cutting can be reduced, and Since the depth D of each groove 15 can be confirmed by viewing the width W at the same time, it can be easily confirmed whether or not the buff is uniformly and uniformly buffed, and the buffing defect is caused by cutting according to the width W of the groove 15. Occurrence can be suppressed.
  • the number of the groove parts 15 may be further increased, and the groove parts 15 may be continuously formed in a sawtooth shape in the width direction of the base tire material 10.
  • the groove 15 is formed when the molded raw tire 10a is vulcanized with a mold.
  • the cover rubber 9 as a member is wound around the cap belt 8 and laminated.
  • the groove portion 15 may be formed when the raw tire 10a is molded.
  • the frame portion of the molding drum 30 in the step of winding each member around the molding drum 30 and molding the cover rubber 9 around the outer periphery of the cap belt 8, for example, the frame portion of the molding drum 30.
  • the forming drum 30 is rotated while pressing a processing tool held by a holding means (not shown) provided on the cover rubber 9 at a predetermined position and angle, so that the inverted triangle shown in the first and second embodiments is used. What is necessary is just to process the cover rubber
  • the groove 15 is formed after the cover rubber 9 as a member is wound around the cap belt 8 and laminated.
  • the groove 15 is formed when the cover rubber 9 is molded as a member. May be.
  • each member constituting the tire is different from each other depending on the size and structure of the tire, and each member is molded based on a design drawing for each tire.
  • the groove 15 is formed at a predetermined position and angle of the cover rubber 9 on the basis of the design drawing for each tire at the stage of molding the cover rubber 9 or at the band-like stage after the cover rubber 9 is molded. You may do it.
  • the groove portion 15 is formed in this manner, when the raw tire 10a is molded, the raw tire 10a is formed by aligning the center positions of the respective members, and the base tire material 10 after vulcanization molding is grooved 15 in the buff process. It can be cut by using as a guide. In addition, since the groove portion 15 is formed at the stage of the member, the groove portion 15 can be formed with high precision, so that a homogeneous tire can be manufactured. Therefore, the cover is obtained by cutting according to the width W of the groove portion 15. Generation of defects due to cutting of the rubber 9 can be suppressed.
  • the groove 15 is described as having a triangular shape having a width W and a depth D of 1: 1, but as shown in FIG. 10, the groove 15 is formed with a plurality of rectangular grooves 15a. It may be. Specifically, a plurality of rectangular groove portions 15 a forming the groove portions 15 are provided in the width direction of the base tire material 10, and one of the vertices located on the cap belt 8 side of the rectangular groove portions 15 a is at least along the buff line 24. What is necessary is just to form on the cover rubber 9 so that it may be located on the bonding surface 24a formed in this way.
  • the groove portion 15 By forming the groove portion 15 in a rectangular shape in this way, the amount of cutting powder when cutting the cover rubber 9 can be smaller than when the groove portion 15 is formed in a triangular shape. Moreover, since the change of the width
  • the groove 15 is not limited to a V shape or a rectangular shape, and may be other shapes such as a trapezoidal shape or a U shape, or may be formed by combining these.
  • the base tire 11 when the base tire 11 is manufactured, conventionally, in the buffing process, a belt radially outside the belt positioned in the outermost layer is used.
  • the operator manually cuts the surface from the surface of the protective layer to the outermost belt in multiple locations in the tire circumferential direction, and cuts while measuring the thickness of the protective layer with a depth gauge.
  • the process was repeated, but without performing this, the groove 15 provided in the cover rubber 9 as the protective layer of the base tire material 10 can be used as a guide for cutting in the buffing process.
  • the productivity of the base tire 11 can be improved.
  • the width W and the depth D of the groove 15 in the middle of cutting are formed to be 1: 1, the width W of the groove 15 is measured with a measure or the like during the cutting. By visually confirming, the depth D of the cutting margin of the groove portion 15 can be easily understood, so that occurrence of defects can be suppressed in the cutting in the buffing process. Moreover, in Embodiment 1 and Embodiment 2, since the groove part 15 is formed with the metal mold

Abstract

Disclosed is a method for producing a material of base tire and a tire wherein the material of base tire is cut manually from the surface of a protective layer being cut to a belt located in the outermost layer, and the cutting depth (thickness of the protective layer being cut) can be checked visually without measuring the depth. A material (10) of base tire is provided, on the radial outside of a belt (8) located in the outermost layer, with a protective layer (9) for protecting the belt (8), and a uniform base tire can be obtained by cutting the protective layer (9) down to a predetermined depth with the bottom of a groove (15) which extends in the protective layer (9) along the circumferential direction of the tire as a guide.

Description

台タイヤ素材及びタイヤの製造方法Tire material and tire manufacturing method
　本発明は、表面上が切削されることにより製造される台タイヤ素材及びタイヤの製造方法に関する。 The present invention relates to a base tire material manufactured by cutting a surface and a method for manufacturing a tire.
　例えば、トラック，バスなどの車両に使用されるタイヤは、タイヤに作用する荷重が大きいため、路面と接地するトレッドゴムの摩耗が激しい。このためトレッドゴムの寿命に比べて、タイヤの台となる部分はまだ十分に継続使用ができるにもかかわらずタイヤとしての寿命が終わることになってしまう。そこで、トラック，バスなどでは、使用済みのタイヤから摩耗したトレッドゴム部分を切削するなどして取り除き、新品のトレッドゴムを貼り付ける貼り付け面を形成して、この上に新品のトレッドゴムを貼り付けてタイヤとしての機能が回復された更生タイヤとして再び使用している。 For example, tires used in vehicles such as trucks and buses have a large load acting on the tires, so that the tread rubber that contacts the road surface is heavily worn. For this reason, compared with the life of the tread rubber, the life as a tire ends even though the portion that becomes the base of the tire can still be continuously used. Therefore, in trucks, buses, etc., the worn tread rubber part is removed from the used tires by cutting, etc., and a pasting surface for pasting the new tread rubber is formed, and the new tread rubber is pasted thereon. In addition, it is used again as a retreaded tire whose function as a tire has been restored.
　上記のように更生タイヤとして使用されることを前提とした新品タイヤの製造方法の一つに特許文献１に示すように、タイヤの構造的に基本部分となる台タイヤと、タイヤとしての摩擦を受けるトレッドゴムを個別に製造して製品となし、台タイヤとトレッドゴムを組み合わせてタイヤを製造する製造方法が提案されている。 As shown in Patent Document 1, one of the methods for manufacturing a new tire based on the assumption that the tire is used as a retread tire as described above is a tire that is structurally a basic part of the tire, and friction as a tire. There has been proposed a manufacturing method in which the tread rubber to be received is individually manufactured as a product, and the tire is manufactured by combining the base tire and the tread rubber.
　例えば、図１１に示すように、台タイヤ１１は、台タイヤとなる台タイヤ素材の表面側を切削し、所定形状に成型して得られ、この台タイヤ１１の切削面に後述のトレッドゴム１２を貼り付けることで、新品タイヤが製造される。
　具体的には、台タイヤ１１は、タイヤ内の気密を保持するためのインナーライナー４，その外周にはタイヤの骨材をなすカーカス５，カーカス５がホイールのリムを保持するビードワイヤー２及びリムとの保持を補強するビードフィラー３を外側に折り返して包むことで形成されている。さらに台タイヤ１１は、タイヤの側面を補強及び保護するサイドウォール６，タイヤの周方向に層状に配置される複数のベルト７ａ～７ｃ，このベルト７ａ～７ｃの最外層に位置するキャップベルト８，ベルト７ａ～７ｃ及びキャップベルト８を保護する保護層であるカバーゴム９からなっている。つまり、台タイヤ１１は、ほぼ一般的なタイヤの構造のうち、トレッドゴム以外の構成を備えた構造で製造される。
　また、台タイヤ１１に貼り付けられるトレッドゴム１２は、加硫済みのトレッドゴムと未加硫のトレッドゴムがある。加硫済みのトレッドゴムは、あらかじめ金型によりトレッドパターンが形成されるとともに加硫がなされて製造されるものである。また未加硫のトレッドゴムは、トレッドパターンや加硫などが行われていない圧延などにより所定の寸法に形成されるゴム部材である。
　加硫済みのトレッドゴムを台タイヤ１１の切削された成型面に貼り付ける場合には、トレッドゴムを台タイヤ１１に貼り付けた後に、貼り付け面２４ａに対して低い圧力で加圧しつつ比較的低温で加硫して接着されて新品タイヤとなる。
　未加硫のトレッドゴムを台タイヤ１１に貼り付ける場合には、トレッドゴムを台タイヤ１１に貼り付けた後に、金型を用いて加硫成型する。これによりトレッドゴムにトレッドパターンが刻まれ加硫された新品タイヤが得られる。 For example, as shown in FIG. 11, the base tire 11 is obtained by cutting the surface side of a base tire material to be a base tire and molding it into a predetermined shape, and a tread rubber 12 to be described later is formed on the cutting surface of the base tire 11. A new tire is manufactured by pasting.
Specifically, the base tire 11 includes an inner liner 4 for maintaining airtightness in the tire, and a bead wire 2 and a rim on the outer periphery of which the carcass 5 and carcass 5 forming the aggregate of the tire hold the wheel rim. The bead filler 3 that reinforces the holding is folded back and wrapped. Further, the base tire 11 includes a sidewall 6 that reinforces and protects the side surface of the tire, a plurality of belts 7a to 7c that are arranged in layers in the circumferential direction of the tire, and a cap belt 8 that is positioned in the outermost layer of the belts 7a to 7c. The cover rubber 9 is a protective layer for protecting the belts 7a to 7c and the cap belt 8. That is, the base tire 11 is manufactured with a structure having a configuration other than the tread rubber out of a generally general tire structure.
Further, the tread rubber 12 attached to the base tire 11 includes a vulcanized tread rubber and an unvulcanized tread rubber. The vulcanized tread rubber is manufactured by forming a tread pattern with a mold in advance and performing vulcanization. Further, the unvulcanized tread rubber is a rubber member formed to have a predetermined size by tread pattern or rolling without vulcanization.
When the vulcanized tread rubber is attached to the cut molding surface of the base tire 11, the tread rubber is attached to the base tire 11 and then relatively pressed with a low pressure against the attaching surface 24a. It is vulcanized and bonded at a low temperature to become a new tire.
When pasting unvulcanized tread rubber on the base tire 11, the tread rubber is pasted on the base tire 11 and then vulcanized using a mold. As a result, a new tire in which a tread pattern is cut and vulcanized in the tread rubber is obtained.
　上記方法により製造されるタイヤには、次のような利点がある。必要な性能を有する台タイヤ１１とトレッドゴム１２を組み合わせてタイヤユーザーが所望するタイヤを製造することが可能となり、タイヤユーザーにとっては経済的にも環境にもよい方法である。また、タイヤメーカーにとっては、用途別又はサイズ別に台タイヤを用意すればよいので、トレッドゴムの種類に合わせてタイヤまるごと在庫する必要がないため、在庫の占有空間が少なくなるので、タイヤメーカーにとっても効率のよいタイヤ製造方法である。 The tire manufactured by the above method has the following advantages. It is possible to manufacture a tire desired by a tire user by combining the base tire 11 having the required performance and the tread rubber 12, and this is a method that is economical and good for the environment for the tire user. Also, for tire manufacturers, it is only necessary to prepare base tires according to usage or size, so it is not necessary to stock the entire tires according to the type of tread rubber, so the space occupied by the stock is reduced, so for tire manufacturers as well. This is an efficient tire manufacturing method.
　しかしながら、特許文献１の方法によれば、従来の更生タイヤの製造と同様に、新品の製品として製造された台タイヤであってもトレッドゴムの貼り付け面２４ａを形成しなくてはならず、貼り付け面２４ａの形成において、最外層に位置するキャップベルト８よりも径方向外側のカバーゴム９の厚さを調べる必要があった。この作業は作業者の人手によってカバーゴム９の表面からキャップベルト８までを削り、これをタイヤ周方向の複数箇所について行い、デプスゲージなどによって厚さを測定しつつ切削する作業を繰り返さなければならず、大きな手間を要し、生産性の向上の妨げとなっている。
　また、上記のように測定しつつ切削する方法では、削り過少や削り過多が生じてしまうおそれがあった。削り過少の場合には、台タイヤの重量が目標とする重さよりも重くなり、削り過多の場合には、台タイヤのベルト端部まで削ってしまい切削不良を生じさせてしまうおそれがあった。 However, according to the method of Patent Document 1, the tread rubber attaching surface 24a must be formed even in the case of a base tire manufactured as a new product, similarly to the manufacture of a conventional retread tire. In forming the affixing surface 24a, it was necessary to check the thickness of the cover rubber 9 radially outside the cap belt 8 located in the outermost layer. In this operation, the operator manually scrapes the surface of the cover rubber 9 to the cap belt 8 and repeats the operation of performing cutting at a plurality of locations in the tire circumferential direction while measuring the thickness with a depth gauge or the like. It takes a lot of time and hinders productivity.
Further, in the method of cutting while measuring as described above, there is a possibility that undercutting or overcutting may occur. When the amount of shaving is too small, the weight of the base tire becomes heavier than the target weight, and when the amount of shaving is excessive, the belt end of the base tire may be shaved to cause cutting failure.
　特許文献２では、上記のような切削時の問題点を解決するために、更生タイヤに用いられるタイヤの製造において、タイヤの製造段階で切削するときの目安となるバフインジケータをタイヤの両サイドに複数形成する方法が開示されている。
　しかし、特許文献２の方法によれば、タイヤの両サイドはバフインジケータにしたがって切削されるので、タイヤショルダー部分の切削は安定して行うことができるが、タイヤのクラウン部に対しては均一に切削されないおそれがあった。 In patent document 2, in order to solve the problems at the time of cutting as described above, in the manufacture of tires used in retreaded tires, buff indicators serving as a guide when cutting at the tire manufacturing stage are provided on both sides of the tire. A method of forming a plurality is disclosed.
However, according to the method of Patent Document 2, since both sides of the tire are cut according to the buff indicator, the tire shoulder portion can be stably cut, but the tire crown portion is uniform. There was a risk of not being cut.
特開平８－２５８１７９号公報JP-A-8-258179 特開２００７－２０３９６４号公報JP 2007-203964 A
　本発明は、上記課題を解決するため、台タイヤの製造において、切削される保護層の表面から最外層に位置するベルトまでを人手によって削り、切削する深さ（切削される保護層の厚さ）を測定することなく目視で切削する深さを確認できる台タイヤ素材及びタイヤの製造方法を提供する。 In order to solve the above-mentioned problems, the present invention provides a depth for cutting manually from the surface of the protective layer to be cut to the belt positioned at the outermost layer (the thickness of the protective layer to be cut). ) Is provided, and a tire manufacturing method and a tire manufacturing method are provided.
　本発明の第１の形態として、最外層に位置するベルトよりも半径方向外側に設けられてベルトを保護する保護層と、保護層に形成されるとともに底部がトレッドゴムの貼り付け面位置に達する溝部とからなるようにした。
　本発明によれば、台タイヤ素材の保護層に溝部を形成し、この溝部の底部がトレッドゴムの貼り付け面位置となるように形成されたので、切削する深さを測定することなく溝部の底部が見えなくなるように切削することでベルトを傷つけることなく台タイヤを製造できるようになる。また、溝部を幅方向並びに複数形成すれば、台タイヤ素材を切削するときの切削粉の排出を減少できるので環境にとってもよい。 As a first aspect of the present invention, a protective layer provided on the outer side in the radial direction from the belt positioned at the outermost layer to protect the belt, and formed at the protective layer and the bottom reaches the position of the tread rubber attachment surface It was made to consist of a groove part.
According to the present invention, the groove portion is formed in the protective layer of the base tire material, and the bottom portion of the groove portion is formed to be the position of the tread rubber attachment surface, so that the groove portion can be measured without measuring the cutting depth. The base tire can be manufactured without damaging the belt by cutting so that the bottom portion is not visible. Further, if a plurality of grooves are formed in the width direction, the discharge of cutting powder when cutting the base tire material can be reduced, which is good for the environment.
　本発明の第２の形態として、溝部は保護層の貼り付け後に加硫工程により形成されるようにした。
　本発明によれば、溝部が加硫工程で形成されるので、加硫後に人手を要することなく溝部を目安にして保護層を切削することができるので、台タイヤの製造効率を向上させることができる。 As a second aspect of the present invention, the groove is formed by a vulcanization step after the protective layer is attached.
According to the present invention, since the groove portion is formed in the vulcanization process, the protective layer can be cut with the groove portion as a guide without requiring manual work after vulcanization, so that the manufacturing efficiency of the base tire can be improved. it can.
　本発明の第３の形態として、溝部は、少なくとも最外層に位置するベルトの両端部の位置に対応するように保護層に設けられるようにした。
　本発明によれば、保護層の切削時に傷付けやすいベルトの両端部を傷つけることなく切削できるので台タイヤの製造において不良の発生を抑制して、生産効率を向上させることができる。 As a third aspect of the present invention, the groove portion is provided in the protective layer so as to correspond to the positions of both end portions of the belt located at least in the outermost layer.
According to the present invention, cutting can be performed without damaging both end portions of a belt that is easily damaged when the protective layer is cut, so that occurrence of defects can be suppressed in production of a base tire and production efficiency can be improved.
　本発明の第４の形態として、溝部は、中心軸がトレッドゴムの貼り付け面位置に対し、直角方向の法線に一致するように形成されるようにした。
　本発明によれば、溝部の両側の長さが同一となるように保護層の表面を均一に切削することで、トレッドゴム貼り付け面位置に一致するように保護層表面を弓状に切削できるので、精度よく台タイヤ素材を製造できる。 As a fourth embodiment of the present invention, the groove portion is formed so that the central axis coincides with the normal line in the direction perpendicular to the tread rubber attachment surface position.
According to the present invention, by cutting the surface of the protective layer uniformly so that the lengths on both sides of the groove portion are the same, the surface of the protective layer can be cut in an arcuate shape so as to coincide with the tread rubber attachment surface position. Therefore, the base tire material can be manufactured with high accuracy.
　本発明の第５の形態として、溝部は、台タイヤ素材の表面側から切削されたときに、台タイヤ素材の表面に開口する溝の幅と溝の深さとが一致する形状であるようにした。
　本発明によれば、台タイヤ素材を切削の途中で、切削する深さを確認したいときに、溝の幅を測定するだけで溝の深さが分かるので、デプスゲージなどの深さを測定する器具を使用することなく容易に切削する深さを確認することができる。 As a fifth aspect of the present invention, the groove portion has a shape in which the groove width and the groove depth opened on the surface of the base tire material coincide with each other when the groove portion is cut from the surface side of the base tire material. .
According to the present invention, when it is desired to check the depth of cutting the base tire material in the middle of cutting, the depth of the groove can be determined by simply measuring the width of the groove. The depth of cutting can be easily confirmed without using.
　本発明の第６の形態として、溝部は、Ｖ字状または矩形状に形成されてなるようにした。
　本発明によれば、切削する深さを測定することなくＶ字状または矩形状に形成された溝部を目安にして、溝部が視認できなくなるように切削することで、ベルトを傷つけることなく保護層を切削することができる。特に溝部をＶ字状に形成し、溝の幅と溝の深さとが一致する形状とすれば、台タイヤ素材の切削途中で切削深さを確認したいときに、溝の幅を測定するだけで、溝の深さが分かるので、容易に切削深さを確認することができ、精度よく台タイヤ素材を切削できる。 As a sixth aspect of the present invention, the groove is formed in a V shape or a rectangular shape.
According to the present invention, the protective layer is formed without damaging the belt by cutting the groove portion so that the groove portion cannot be visually recognized by measuring the groove portion formed in a V shape or a rectangular shape without measuring the cutting depth. Can be cut. In particular, if the groove is formed in a V shape and the groove width and the groove depth coincide with each other, it is only necessary to measure the groove width when it is desired to check the cutting depth during the cutting of the base tire material. Since the depth of the groove is known, the cutting depth can be easily confirmed, and the base tire material can be accurately cut.
　本発明の第７の形態として、インナーライナと、カーカスと、ベルトと、保護層とを有する台タイヤ素材を成型する工程と、トレッドゴムの貼り付け面位置に底部が達する溝部を保護層に形成する工程と、台タイヤ素材を加硫する工程と、加硫された台タイヤ素材の保護層を溝部の底部の深さまで切削することにより貼り付け面を形成する工程と、貼り付け面に未加硫ゴムを介して加硫済みのトレッドゴムを配置し、加硫することによりトレッドゴムを切削された台タイヤ素材に貼り付ける工程とを含むようにした。
　本発明によれば、台タイヤ素材を保護層の溝部の底部を目安として所定の深さまで切削することで台タイヤが得られるので、人手により切削深さを測定することなく台タイヤを効率よく製造できる。即ち、台タイヤ素材を保護層の溝部の底部を目安として所定の深さまで切削することにより形成された貼り付け面に未加硫ゴムを介して加硫済みのトレッドゴムを配置して加硫することによりタイヤを効率よく製造することができる。 As a seventh embodiment of the present invention, a step of molding a base tire material having an inner liner, a carcass, a belt, and a protective layer, and a groove portion that reaches the bottom of the tread rubber attachment surface position are formed in the protective layer. A step of vulcanizing the base tire material, a step of cutting the protective layer of the vulcanized base tire material to the depth of the bottom of the groove portion, A vulcanized tread rubber is disposed through the vulcanized rubber, and the vulcanized tread rubber is attached to the cut base tire material by vulcanization.
According to the present invention, since the base tire is obtained by cutting the base tire material to a predetermined depth using the bottom of the groove portion of the protective layer as a guideline, the base tire can be efficiently manufactured without manually measuring the cutting depth. it can. In other words, vulcanized tread rubber is placed and vulcanized via unvulcanized rubber on the affixed surface formed by cutting the base tire material to a predetermined depth using the bottom of the groove portion of the protective layer as a guide. Thus, the tire can be manufactured efficiently.
　本発明の第８の形態として、溝部を形成する工程は、少なくとも最外層に位置するベルトの両端部に対応する位置に突部を設けた加硫モールドにより溝部を形成するようにした。
　本発明によれば、台タイヤ素材を加硫するときの加硫モールドにより溝部を形成することで、手間をかけることなく溝部を有した台タイヤ素材を形成し、当該台タイヤ素材を溝部の底部を目安として所定の深さまで切削することで得られた台タイヤにトレッドゴムを貼り付けてタイヤを製造できるので、例えば、タイヤを使用するユーザーの使用状況に合わせた台タイヤとトレッドゴムを組み合わせてタイヤを製造することができる。 As an eighth aspect of the present invention, the step of forming the groove portion is such that the groove portion is formed by a vulcanization mold provided with protrusions at positions corresponding to both end portions of the belt located at the outermost layer.
According to the present invention, by forming the groove portion with a vulcanization mold when vulcanizing the base tire material, the base tire material having the groove portion is formed without taking time and the base tire material is formed at the bottom of the groove portion. The tire can be manufactured by sticking tread rubber to the base tire obtained by cutting to a predetermined depth using as a guide, so for example, combining base tire and tread rubber according to the usage situation of the user who uses the tire Tires can be manufactured.
本発明に係る実施形態１の台タイヤ素材の断面図。Sectional drawing of the base tire raw material of Embodiment 1 which concerns on this invention. 本発明に係る実施形態１の台タイヤ素材の溝部の部分拡大図。The elements on larger scale of the groove part of the base tire raw material of Embodiment 1 which concerns on this invention. 本発明に係る実施形態１の台タイヤ素材の溝部の部分拡大図。The elements on larger scale of the groove part of the base tire raw material of Embodiment 1 which concerns on this invention. 本発明に係る実施形態１の台タイヤの製造工程図。The manufacturing-process figure of the base tire of Embodiment 1 which concerns on this invention. 本発明に係る実施形態１の生タイヤ成型工程を示す図。The figure which shows the raw tire shaping | molding process of Embodiment 1 which concerns on this invention. 本発明に係る実施形態１の生タイヤ成型工程を示す図。The figure which shows the raw tire shaping | molding process of Embodiment 1 which concerns on this invention. 本発明に係る実施形態１の金型により生タイヤに溝部を形成する加硫工程図。The vulcanization | cure process figure which forms a groove part in a raw tire with the metal mold | die of Embodiment 1 which concerns on this invention. 本発明に係る実施形態１の貼り付け面にトレッドゴムを貼り付ける貼り付け工程図。The sticking process figure which sticks a tread rubber on the sticking surface of Embodiment 1 which concerns on this invention. 本発明に係る実施形態２の台タイヤ素材の溝部の拡大図。The enlarged view of the groove part of the base tire raw material of Embodiment 2 which concerns on this invention. 本発明に係る実施形態５の台タイヤ素材の溝部の拡大図。The enlarged view of the groove part of the base tire raw material of Embodiment 5 which concerns on this invention. 従来の台タイヤとトレッドゴムの構成図。The block diagram of the conventional base tire and tread rubber.
　実施形態１
　図１は、本発明による台タイヤ素材１０の構成を示す一実施形態である。なお、以下に説明する台タイヤ素材１０は、本例では、新品の製品として形成される台タイヤであるが、使用済みタイヤを切削して形成されるものであってもよい。
　新品の台タイヤ素材１０は、図１に示すようなラジアル構造を有しており、かつ、外周に保護層を有するものである。この台タイヤ素材１０は、タイヤ内の気密を保持するためのインナーライナー４，その外周にはタイヤの骨材をなすカーカス５，ホイールのリムを保持するためにカーカス５を折り返してビードワイヤー２とリムとの保持を補強するビードフィラー３が包まれている。さらに、台タイヤ素材１０の側面を補強、保護するサイドウォール６，タイヤの周方向に層状に配置された複数のベルト７ａ～７ｃ，このベルト７ａ～７ｃの最外層に位置するキャップベルト８、そしてベルト７ａ～７ｃ及びキャップベルト８を保護する保護層としてのカバーゴム９とから構成される。つまり、普通のタイヤの構造のうち、トレッドゴム１２（図３参照）以外の構成を備えた構造で製造される。
　なお、ベルト７ａ～７ｃ及びキャップベルト８は上記４層構造に限らず、また、カーカス５についても、台タイヤ素材によってベルト層の数量，形状が異なる。 Embodiment 1
FIG. 1 is an embodiment showing a configuration of a base tire material 10 according to the present invention. In addition, although the base tire raw material 10 demonstrated below is a base tire formed as a new product in this example, it may be formed by cutting a used tire.
The new base tire material 10 has a radial structure as shown in FIG. 1 and has a protective layer on the outer periphery. This base tire material 10 includes an inner liner 4 for maintaining airtightness in the tire, a carcass 5 forming an aggregate of the tire on its outer periphery, a carcass 5 for folding a wheel rim, and a bead wire 2. A bead filler 3 that reinforces retention with the rim is wrapped. Further, a side wall 6 for reinforcing and protecting the side surface of the base tire material 10, a plurality of belts 7a to 7c arranged in a layered manner in the circumferential direction of the tire, a cap belt 8 positioned in the outermost layer of the belts 7a to 7c, and A cover rubber 9 as a protective layer for protecting the belts 7a to 7c and the cap belt 8 is formed. That is, the tire is manufactured with a structure having a configuration other than the tread rubber 12 (see FIG. 3) in the structure of an ordinary tire.
The belts 7a to 7c and the cap belt 8 are not limited to the above four-layer structure, and the carcass 5 also has different numbers and shapes of belt layers depending on the base tire material.
　保護層のカバーゴム９には、タイヤ周方向に沿って延長する溝部１５がタイヤ幅方向並びに複数本形成されている。この溝部１５は、Ｖ字状溝であり、キャップベルト８の両端部８Ａ，８Ｂ及び中央８Ｃに対応する位置に断面逆三角形状で形成される。
　この断面逆三角形状に形成されたＶ字状の溝部１５は溝底部としての頂点Ａがキャップベルト８側を向くように位置され、図２の拡大図に示すように、所定形状の仮想のバフライン２４でカバーゴム９の表面２３を切削したときに、溝部１５の表面２３に開口する点Ｂ，点Ｃとキャップベルト８側に位置する頂点Ａ（溝底部）とからなる△ＡＢＣで形成される。
　ここで、仮想のバフライン２４とは、キャップベルト８の両端部８Ａ，８Ｂにおいて同一の高さとなるように径方向外側に２ｍｍから５ｍｍの範囲内、また、キャップベルト８の中央８Ｃから径方向外側に２ｍｍから５ｍｍの範囲内を単一の曲率半径で通るように設定される仮想の曲線である。
　即ち、タイヤの幅方向の中央８Ｃからタイヤ中心方向に延長する直線上に円弧の中心を設定し、当該円弧がキャップベルト８の両端部８Ａ，８Ｂにおいて同一の高さとなるように径方向外側に２ｍｍから５ｍｍの範囲内、キャップベルト８の中央８Ｃから径方向外側に２ｍｍから５ｍｍの範囲内を通るように設定したものがバフライン２４である。よって、カバーゴム９の表面２３は、上記バフライン２４の形状で切削される。バフライン２４の形状に切削された台タイヤ素材１０の外周面は、トレッドゴムの貼り付け面２４ａとなる。
　なお、台タイヤ素材１０におけるキャップベルト８の位置は、例えば、台タイヤ素材１０の中心から径方向にどの位置にあるかというように、台タイヤ素材１０の設計上の図面に基づいて既知のものとして扱われる。
　また、バフライン２４は、トラック用タイヤ、バス用タイヤ、航空機用タイヤ、建設車両用タイヤ、農業用タイヤ等のタイヤの用途によって、台タイヤ素材の構造やトレッドの形状が異なることから単一の曲率だけでなく、複数の曲率を組み合わせるようにして、キャップベルト８を切削しないようにしても良い。
　この場合、台タイヤ素材１０には、仮想の中央膨出形状で弓状の貼り付け面２４ａが設定され、台タイヤ素材１０のカバーゴム９をフラットな表面側から切削して、頂点Ａが見えなくなる位置を目安として貼り付け面２４ａまで切削することで、台タイヤを得ることができる。
　各溝部１５の頂点Ａは溝底部となるもので、後述のバフ工程でバフライン２４に沿って切削され形成されるトレッドゴムの貼り付け面２４ａ（仮想）上に位置し、かつ、各頂点Ａで指示される貼り付け面２４ａの法線Ｆ１，Ｆ２，Ｆ３の延長上にキャップベルト８の両端部８Ａ，８Ｂ及び中央８Ｃが位置するように形成される。つまり、法線Ｆ１，Ｆ２，Ｆ３は、△ＡＢＣの頂点Ａで指示される中心軸であり、この場合、△ＡＢＣの辺ＡＢと辺ＡＣの長さは等しい。
　例えば、上記貼り付け面２４ａは、キャップベルト８の中央８Ｃの位置から半径方向外側に２ｍｍから５ｍｍのところに位置するように設定される。このように設定される理由は、例えば２ｍｍ未満では、バフがけ作業の精度を考慮した場合、キャップベルト８をキズつけるおそれがあり、５ｍｍを超えると台タイヤ素材１０が設計上の厚さ，重量よりも増加してしまう。特に、台タイヤ素材１０のカバーゴム９の厚さが厚い状態でトレッドゴムを貼り付けてしまうと、タイヤを使用したときに生じる熱を上手く放熱することができずに、タイヤがバーストしてしまうおそれがある。 The cover rubber 9 of the protective layer is formed with a plurality of grooves 15 extending in the tire width direction and extending along the tire circumferential direction. The groove portion 15 is a V-shaped groove, and is formed in an inverted triangular cross section at positions corresponding to both end portions 8A and 8B and the center 8C of the cap belt 8.
The V-shaped groove portion 15 formed in an inverted triangular shape in cross section is positioned so that the apex A as the groove bottom portion faces the cap belt 8 side, and as shown in the enlarged view of FIG. 24, when the surface 23 of the cover rubber 9 is cut, it is formed by ΔABC composed of points B and C opened on the surface 23 of the groove 15 and a vertex A (groove bottom) located on the cap belt 8 side. .
Here, the imaginary buff line 24 is within the range of 2 mm to 5 mm radially outward so that both ends 8A and 8B of the cap belt 8 have the same height, and radially outward from the center 8C of the cap belt 8. Is a hypothetical curve set so as to pass through a range of 2 to 5 mm with a single radius of curvature.
That is, the center of the arc is set on a straight line extending in the tire center direction from the center 8C in the width direction of the tire, and radially outward so that the arc has the same height at both end portions 8A and 8B of the cap belt 8. The buff line 24 is set so as to pass within the range of 2 mm to 5 mm and within the range of 2 mm to 5 mm radially outward from the center 8C of the cap belt 8. Therefore, the surface 23 of the cover rubber 9 is cut in the shape of the buff line 24. The outer peripheral surface of the base tire material 10 cut into the shape of the buff line 24 becomes a tread rubber attaching surface 24a.
The position of the cap belt 8 in the base tire material 10 is known based on the design drawing of the base tire material 10 such as, for example, the position in the radial direction from the center of the base tire material 10. Are treated as
The buff line 24 has a single curvature because the structure of the base tire material and the shape of the tread differ depending on the use of tires such as truck tires, bus tires, aircraft tires, construction vehicle tires, and agricultural tires. In addition, the cap belt 8 may not be cut by combining a plurality of curvatures.
In this case, the base tire material 10 is provided with a virtual center bulging shape and an arcuate pasting surface 24a, and the cover rubber 9 of the base tire material 10 is cut from the flat surface side so that the vertex A can be seen. A base tire can be obtained by cutting up to the affixing surface 24a using the position where it disappears as a guide.
The apex A of each groove portion 15 is a groove bottom portion, and is positioned on the tread rubber attaching surface 24a (virtual) formed by cutting along the buff line 24 in a buffing process described later, and at each apex A The cap belt 8 is formed so that both end portions 8A and 8B and the center 8C are positioned on the extension of the normal lines F1, F2 and F3 of the instructed attachment surface 24a. That is, the normal lines F1, F2, and F3 are the central axes indicated by the vertex A of ΔABC, and in this case, the length of the side AB and the side AC of ΔABC is equal.
For example, the affixing surface 24 a is set so as to be located 2 mm to 5 mm radially outward from the position of the center 8 </ b> C of the cap belt 8. The reason for this setting is that, for example, if it is less than 2 mm, there is a risk of scratching the cap belt 8 in consideration of the accuracy of the buffing work. Will increase more. In particular, if the tread rubber is pasted while the cover rubber 9 of the base tire material 10 is thick, the heat generated when the tire is used cannot be radiated well, and the tire bursts. There is a fear.
　上記のように位置する頂点Ａ，点Ｂ，点Ｃからなる△ＡＢＣにおいて、点Ｂと点Ｃを結ぶ線分を△ＡＢＣの底辺ＢＣ、すなわち溝部１５の幅Ｗとし、頂点Ａから底辺ＢＣに下ろした垂線との交点を点Ｅとして、点Ａと点Ｅを結ぶ線分を△ＡＢＣの高さＡＥ、すなわち深さＤとする。このとき、直線ＡＥは、上記点Ａを通る貼り付け面２４ａの法線Ｆ１，Ｆ２，Ｆ３と一致する。つまり、逆三角形の△ＡＢＣは、溝部１５の幅Ｗと深さＤの長さが１対１の２等辺３角形に形成される。 In ΔABC composed of vertex A, point B, and point C positioned as described above, the line segment connecting point B and point C is the base BC of ΔABC, that is, the width W of the groove 15, and from vertex A to base BC Let the intersection with the lowered perpendicular be point E, and the line connecting point A and point E be the height AE of ΔABC, that is, depth D. At this time, the straight line AE coincides with the normals F1, F2, and F3 of the pasting surface 24a passing through the point A. In other words, the inverted triangle ΔABC is formed into an isosceles triangle having a length W of the groove 15 and a length D of 1: 1.
　例えば、図３に示すように、カバーゴム９の表面２３が、バフライン２４の形状でバフがけされてカバーゴム９の表面２３の位置が表面２３′に移動したとする。このとき、溝部１５は、△ＡＢＣから△ＡＢ′Ｃ′に変形するが、もとの△ＡＢＣは幅Ｗを示す底辺ＢＣと深さＤを示す高さＡＥの関係が１対１なので、バフがけ後の底辺Ｂ′Ｃ′と高さＡＥ′も１対１の関係である。すなわち、ＡＥ：ＡＥ′＝ＢＣ：Ｂ′Ｃ′なので△ＡＢＣと△ＡＢ′Ｃ′は相似であり、バフライン２４に沿ってバフがけが進んでも溝部１５がタイヤ表面に開口する幅Ｗと深さＤの長さの比は一定であるので、幅Ｗを示す底辺ＢＣの長さを測定すれば、溝部１５の深さＤ、すなわち、切削するカバーゴム９の厚さが分かることになる。 For example, as shown in FIG. 3, it is assumed that the surface 23 of the cover rubber 9 is buffed in the shape of the buff line 24 and the position of the surface 23 of the cover rubber 9 moves to the surface 23 '. At this time, the groove portion 15 is deformed from ΔABC to ΔAB′C ′, but the original ΔABC has a one-to-one relationship between the base BC indicating the width W and the height AE indicating the depth D. The base B′C ′ after the scribing and the height AE ′ are also in a one-to-one relationship. That is, since AE: AE ′ = BC: B′C ′, ΔABC and ΔAB′C ′ are similar, and the width W and the depth at which the groove 15 opens on the tire surface even when buffing progresses along the buff line 24. Since the ratio of the length D is constant, the depth D of the groove 15, that is, the thickness of the cover rubber 9 to be cut, can be determined by measuring the length of the base BC indicating the width W.
　以下、上記台タイヤ素材１０を用いて台タイヤを製造する方法について図４の台タイヤ製造工程図を用いて説明する。なお、適宜図５乃至図１０を用いて説明する。
　まず、図４及び図５に示すように生タイヤの成型工程Ｓ１では、成型ドラム３０外周のほぼ中央に位置するように、台タイヤ素材１０の構成部材としてのインナーライナー４、カーカス５、複数のベルト７ａ～７ｃ及びキャップベルト８が順々に積層するように巻き付けられる。なお、成型ドラム３０は、ドラムの中央にブラダー３１を備えている。
　次に、上記積層された部材の両端側から一体に形成されたビードワイヤー２とビードフィラー３がカーカス５上に組み付けられ、このビードワイヤー２及びビードフィラー３を包むようにカーカス５が折り返される。折り返されたカーカス５の端部と上記ベルト７ａ～７ｃ，キャップベルト８の端部との間にはサイドウォール６，６がそれぞれ巻き付けられ、このサイドウォール６，６の一部と上記ベルト７ａ～７ｃ，キャップベルト８を覆うように保護層のカバーゴム９が巻き付けられ、図６に示すように、成型ドラム３０のブラダー３１が膨張されて台タイヤ素材１０の生タイヤ１０ａとして成型される。 Hereinafter, a method for manufacturing a base tire using the base tire material 10 will be described with reference to a base tire manufacturing process diagram of FIG. This will be described with reference to FIGS. 5 to 10 as appropriate.
First, as shown in FIGS. 4 and 5, in the green tire molding step S <b> 1, the inner liner 4, the carcass 5, and the plurality of constituent members of the base tire material 10 are positioned substantially at the center of the outer periphery of the molding drum 30. The belts 7a to 7c and the cap belt 8 are wound so as to be sequentially laminated. The molding drum 30 includes a bladder 31 at the center of the drum.
Next, the bead wire 2 and the bead filler 3 integrally formed from both ends of the laminated members are assembled on the carcass 5, and the carcass 5 is folded back so as to wrap the bead wire 2 and the bead filler 3. Sidewalls 6 and 6 are wound around the folded end of the carcass 5 and the ends of the belts 7a to 7c and the cap belt 8, respectively. 7c, the cover rubber 9 of the protective layer is wound so as to cover the cap belt 8, and the bladder 31 of the molding drum 30 is expanded and molded as a raw tire 10a of the base tire material 10, as shown in FIG.
　次に、生タイヤの加硫工程Ｓ２では、成型された生タイヤ１０ａが図外の加硫成型装置により加硫される。なお、図７に生タイヤ１０ａを加硫成型する加硫成型装置の成型空間Ｓ及び金型６１，６２，６３の拡大図を示す。
　加硫成型装置の成型空間Ｓに位置される生タイヤ１０ａは、図７（ａ）に示すように、概略、生タイヤ１０ａを押圧する図外の成型ブラダーと、この成型ブラダーの押圧により生タイヤ１０ａの外周面が押し付けられる金型６１～６３を有し、金型６１～６３によって囲まれる成型空間Ｓに設けられた生タイヤ１０ａの内面側に配置された成型ブラダーが膨張することにより、生タイヤ１０ａの外周面が金型６１～６３に押圧されて成型されるとともに加硫される。
　生タイヤ１０ａのタイヤサイドを成型する金型６１，６２には、タイヤサイズや装飾などが刻印され、生タイヤ１０ａのクラウン部を成型する金型６３の成型面側には、生タイヤ１０ａのカバーゴム９に溝部１５を形成するための凸部６３ａが３箇所形成されている。この凸部６３ａは、金型６３がドーナツ状に配置されたときに成型面側の周面に連続するように形成されている。つまり、加硫工程Ｓ２は、トレッドゴムの貼り付け面の位置に底部が達する溝部を保護層に形成する溝部形成工程を含んでいる。 Next, in the raw tire vulcanization step S2, the molded raw tire 10a is vulcanized by a vulcanization molding apparatus (not shown). FIG. 7 shows an enlarged view of the molding space S and the dies 61, 62, 63 of the vulcanization molding apparatus for vulcanizing and molding the raw tire 10a.
As shown in FIG. 7A, the raw tire 10a positioned in the molding space S of the vulcanization molding apparatus is roughly a raw bladder that is not shown in the drawing that presses the raw tire 10a, and is pressed by the molding bladder. The molding bladder disposed on the inner surface side of the green tire 10a provided in the molding space S having the molds 61 to 63 to which the outer peripheral surface of the cylinder 10a is pressed and surrounded by the molds 61 to 63 expands, The outer peripheral surface of the tire 10a is pressed by the dies 61 to 63 to be molded and vulcanized.
The molds 61 and 62 for molding the tire side of the raw tire 10a are engraved with the tire size and decoration, and the mold 63 for molding the crown portion of the raw tire 10a has a cover for the raw tire 10a on the molding surface side. Three protrusions 63a for forming the groove 15 in the rubber 9 are formed. The convex portion 63a is formed so as to be continuous with the peripheral surface on the molding surface side when the mold 63 is arranged in a donut shape. That is, the vulcanization step S2 includes a groove portion forming step in which a groove portion whose bottom reaches the position of the tread rubber attachment surface is formed in the protective layer.
　この生タイヤ１０ａが加硫成型された台タイヤ素材１０には、図７（ｂ）に示すように、金型６３の凸部６３ａから転写された溝部１５がカバーゴム９に所定の逆断面三角形状となるように形成される。この溝部１５はタイヤ周方向に沿って延長するように連続的に形成されて、台タイヤ素材１０を後述のバフ工程によりバフがけしたときに、溝部１５の深さＤと幅Ｗが一致するように形成される。なお、頂点Ａは仮想の貼り付け面２４ａの位置に位置決めされて、切削時に貼り付け面２４ａの位置を特定し易くしている。 In the base tire material 10 obtained by vulcanizing and molding the raw tire 10a, as shown in FIG. 7B, a groove portion 15 transferred from the convex portion 63a of the mold 63 has a predetermined reverse cross-sectional triangular shape on the cover rubber 9. It is formed to have a shape. The groove 15 is continuously formed so as to extend along the tire circumferential direction, and when the base tire material 10 is buffed by a buffing process described later, the depth D and the width W of the groove 15 coincide with each other. Formed. Note that the vertex A is positioned at the position of the virtual pasting surface 24a so that the position of the pasting surface 24a can be easily specified at the time of cutting.
　次に、バフ工程Ｓ３では、複数の溝部１５が形成された台タイヤ素材１０の仮想の貼り付け面２４ａが表面に露出するまで図外のバフがけ装置により切削して形成される。
　この切削では、台タイヤ素材１０のカバーゴム９の表面２３をほぼ均等に切削して、カバーゴム９を徐々に薄くしていき、各溝部１５の頂点Ａが消える位置までカバーゴム９を薄くすることで貼り付け面２４ａを表面に露出させて作業が完了する。
　なお、図外のバフがけ装置は、例えば、半径方向に拡縮可能な複数のピースに分割され、複数のピース同士が伸縮可能なリング状のゴム部材で覆われた回転可能なタイヤ保持手段と、タイヤ保持手段によって保持された台タイヤ素材１０の表面２３に押圧され台タイヤ素材の幅方向周面に沿って移動可能な切削手段と、タイヤ保持手段と研削手段の動作を制御する制御手段とを備える構成である。
　制御手段には、あらかじめ切削される台タイヤ素材毎の情報が記憶されており、例えば、制御手段と接続されている作業メニューを表示するタッチパネル式のモニタなどの表示入力手段から入力される台タイヤ素材についての情報に基づいて、タイヤ保持手段と切削手段の動作メニューを自動で選択し、タイヤ毎に異なる切削形状すなわちバフラインとなるように切削手段を台タイヤに押圧しつつ移動させることによりカバーゴム９が切削される。 Next, in the buffing step S3, it is formed by cutting with a buffing device (not shown) until the virtual attachment surface 24a of the base tire material 10 in which the plurality of groove portions 15 are formed is exposed on the surface.
In this cutting, the surface 23 of the cover rubber 9 of the base tire material 10 is cut almost evenly, the cover rubber 9 is gradually thinned, and the cover rubber 9 is thinned until the vertex A of each groove portion 15 disappears. Thus, the affixing surface 24a is exposed to the surface, and the operation is completed.
The buffing device (not shown) is, for example, a rotatable tire holding means that is divided into a plurality of pieces that can be expanded and contracted in the radial direction, and the plurality of pieces are covered with a ring-shaped rubber member that can be expanded and contracted. Cutting means that is pressed by the surface 23 of the base tire material 10 held by the tire holding means and is movable along the circumferential surface of the base tire material, and control means for controlling the operations of the tire holding means and the grinding means. It is the composition provided.
Information for each base tire material to be cut in advance is stored in the control means. For example, a base tire input from a display input means such as a touch panel monitor that displays a work menu connected to the control means. Cover rubber by automatically selecting the operation menu of the tire holding means and cutting means based on information about the material and moving the cutting means while pressing it against the base tire so as to have a different cutting shape for each tire, that is, a buff line 9 is cut.
　このような制御手段を用いてほぼ半自動により切削する場合には、作業者が切削する台タイヤ素材１０をバフがけ装置のタイヤ保持手段に設け、メジャーなどを用いて台タイヤ素材１０が規格どおりに成型されているかどうかの寸法を測定する。例えばタイヤ幅などの測定が行われる。作業者は、タイヤ幅を測定するときに台タイヤ素材１０の中央に形成された溝部１５の幅Ｗの寸法を同時に測定する。この溝部１５の幅Ｗの測定により切削する深さＤが分かる。
　台タイヤ素材１０の測定に異常がないときには、作業者はバフがけ装置の表示入力手段から台タイヤ素材１０のサイズなどを入力し、さらに溝部１５の幅Ｗの寸法を入力することで、制御手段が動作メニューを自動的に決定し、これに基づいて自動的に台タイヤ素材１０が切削される。 When cutting almost semi-automatically using such a control means, the base tire material 10 to be cut by the operator is provided in the tire holding means of the buffing device, and the base tire material 10 is in accordance with the standard using a measure or the like. Measure the dimensions of whether it is molded. For example, measurements such as tire width are performed. The operator simultaneously measures the dimension of the width W of the groove 15 formed in the center of the base tire material 10 when measuring the tire width. The depth D to be cut can be determined by measuring the width W of the groove 15.
When there is no abnormality in the measurement of the base tire material 10, the operator inputs the size of the base tire material 10 from the display input means of the buffing device, and further inputs the dimension of the width W of the groove portion 15, so that the control means Automatically determines the operation menu, and the base tire material 10 is automatically cut based on this.
　このバフ工程Ｓ３において、例えば、バフ工程の切削作業中に切削に異常が無いか確認したいときには、表示入力手段から一時停止の入力ボタンを選択して、切削の一時停止を行うことができる。切削を一時停止したのち、作業者は再びメジャーを台タイヤ素材１０の表面２３に当てて、複数本の溝部１５の幅Ｗをそれぞれ測定することで、各溝部１５の残りの切削する深さＤを確認できる。また、手動で台タイヤ素材１０を回転させることで目視により溝部１５の幅Ｗが周方向に一定であるかも確認することができる。なお、バフ工程では、周方向に形成された複数本の溝部１５の頂点Ａ（溝底部）がすべて見えなくなるまでバフライン２４に沿って切削され、貼り付け面２４ａが所定の表面粗さとなるように削られる。
　上記切削により形成された貼り付け面２４ａの位置は、キャップベルト８の中央８Ｃからタイヤ径方向外側に約２ｍｍ～５ｍｍの位置となるように形成されている。 In this buffing step S3, for example, when it is desired to confirm whether or not there is an abnormality in cutting during the cutting operation in the buffing step, it is possible to temporarily stop cutting by selecting a pause input button from the display input means. After temporarily stopping the cutting, the operator again applies the measure to the surface 23 of the base tire material 10, and measures the width W of each of the plurality of groove portions 15, whereby the remaining cutting depth D of each groove portion 15 is determined. Can be confirmed. Moreover, it can also be confirmed whether the width W of the groove part 15 is constant in the circumferential direction visually by rotating the base tire material 10 manually. In the buffing process, cutting is performed along the buff line 24 until all apexes A (groove bottoms) of the plurality of grooves 15 formed in the circumferential direction are not visible, so that the pasting surface 24a has a predetermined surface roughness. It is shaved.
The position of the affixing surface 24a formed by the cutting is formed so as to be a position of about 2 mm to 5 mm from the center 8C of the cap belt 8 to the outer side in the tire radial direction.
　次に、貼り付け工程Ｓ４では、図８に示すように、切削後の台タイヤ１１の貼り付け面２４ａに、例えば、プレキュア成型により成型されたトレッドゴム１２が貼り付けられる。プレキュア成型とは、所定のトレッドパターンを有するように予め加硫成型された加硫済みのトレッドゴム１２を製造する方法である。
　このトレッドゴム１２は、切削後の台タイヤ１１にやや弓なりに形成された貼り付け面２４ａに対して合致するように反転形状に成型された逆弓なりの貼り付け面１２ａを有する。つまり、切削後の台タイヤ１１の貼り付け面２４ａに対してトレッドゴム１２の貼り付け面１２ａが、相対する形状、即ち、互いがぴったりと一致して貼り付けられる形状に成型されている。
　このトレッドゴム１２が台タイヤ１１の貼り付け面２４ａに貼り付けられて、図外の加硫装置で加硫されることでトレッドゴム１２と台タイヤ１１が強固に密着し、製品としての新品タイヤとなる。 Next, in the attaching step S4, as shown in FIG. 8, the tread rubber 12 molded by, for example, precure molding is attached to the attaching surface 24a of the base tire 11 after cutting. Precure molding is a method for producing a vulcanized tread rubber 12 that has been vulcanized and molded in advance so as to have a predetermined tread pattern.
The tread rubber 12 has a reverse bow-like attachment surface 12a formed in an inverted shape so as to match the attachment surface 24a formed on the base tire 11 after cutting. That is, the affixing surface 12a of the tread rubber 12 is formed in a shape opposite to the affixing surface 24a of the base tire 11 after cutting, that is, a shape that can be affixed to each other exactly.
The tread rubber 12 is affixed to the affixing surface 24a of the base tire 11, and is vulcanized by a vulcanizing device (not shown), so that the tread rubber 12 and the base tire 11 are firmly adhered, and a new tire as a product. It becomes.
　上記方法によれば、台タイヤ素材１０の製造工程の加硫成型時に溝部１５が形成されることにより、この溝部１５を目安として切削がおこなえるので、従来のように最外層に位置するキャップベルト８からカバーゴム９の厚さを測定するために、キャップベルト８が露出するまでカバーゴム９を人手によって削ることなくカバーゴム９を切削することができる。
　また、切削途中の溝部１５では、幅Ｗと深さＤが１対１で形成されているので、切削途中で、溝部１５の幅Ｗをメジャーなどで測定又は視認により確認してもよく、溝部１５の切削しろの深さＤが容易に分かるので、バフ工程での切削において不良発生を抑制することができる。 According to the above method, since the groove portion 15 is formed at the time of vulcanization molding in the manufacturing process of the base tire material 10, cutting can be performed using the groove portion 15 as a guideline. Therefore, the cap belt 8 positioned in the outermost layer as in the prior art. In order to measure the thickness of the cover rubber 9, the cover rubber 9 can be cut without manually cutting the cover rubber 9 until the cap belt 8 is exposed.
In addition, since the width W and the depth D are formed in a one-to-one relationship with the groove 15 in the middle of cutting, the width W of the groove 15 may be confirmed by measurement or visual observation with a measure or the like during the cutting. Since the depth D of the 15 cutting margins can be easily understood, it is possible to suppress the occurrence of defects in the cutting in the buffing process.
　実施形態２
　実施形態１では、溝部１５を台タイヤ素材１０の最外層に位置するキャップベルト８の両端部８Ａ，８Ｂ及び中央８Ｃに対応するように形成するとして説明したが、例えば、図９に示すように、タイヤ幅方向並びに溝部１５をより多く形成してもよい。
　この場合も実施形態１と同様に、バフライン２４の形状に形成される仮想の貼り付け面２４ａ上に、△ＡＢＣからなる溝部１５の頂点Ａが位置し、かつ各△ＡＢＣの深さＤが貼り付け面２４ａの法線となるように形成されればよい。
　このように多くの溝部１５が形成されることにより、切削されるカバーゴム９の量が少なくなるため、切削するときに発生するバフ粉の量を減らすことができ、かつ、多くの溝部１５の幅Ｗを同時に視認することで溝部１５毎の深さＤが確認できるので、ムラ無く均一にバフがけされているかを容易に確認でき、溝部１５の幅Ｗにしたがって切削することでバフがけの不良発生を抑制することができる。
　なお、さらに溝部１５の数を増やして、台タイヤ素材１０の幅方向に溝部１５同士が連続して鋸歯状に形成されてもよい。 Embodiment 2
Although Embodiment 1 demonstrated that the groove part 15 was formed so that it might correspond to the both ends 8A and 8B of the cap belt 8 located in the outermost layer of the base tire raw material 10, and the center 8C, for example, as shown in FIG. Further, more tire width direction and groove portions 15 may be formed.
Also in this case, as in the first embodiment, the apex A of the groove 15 made of ΔABC is located on the virtual pasting surface 24a formed in the shape of the buff line 24, and the depth D of each ΔABC is pasted. What is necessary is just to form so that it may become the normal line of the attaching surface 24a.
Since the amount of the cover rubber 9 to be cut is reduced by forming many grooves 15 in this manner, the amount of buff powder generated when cutting can be reduced, and Since the depth D of each groove 15 can be confirmed by viewing the width W at the same time, it can be easily confirmed whether or not the buff is uniformly and uniformly buffed, and the buffing defect is caused by cutting according to the width W of the groove 15. Occurrence can be suppressed.
In addition, the number of the groove parts 15 may be further increased, and the groove parts 15 may be continuously formed in a sawtooth shape in the width direction of the base tire material 10.
　実施形態３
　実施形態１及び実施形態２では、成型された生タイヤ１０ａを金型で加硫成型するときに溝部１５を形成するようにしたが、部材としてのカバーゴム９をキャップベルト８に巻き付け積層して生タイヤ１０ａを成型するときに溝部１５を形成するようにしてもよい。
　具体的には、図５で示したように、成型ドラム３０に各部材を巻き付けて成型する工程において、キャップベルト８の外周にカバーゴム９を巻き付けたのちに、例えば、成型ドラム３０の枠部に設けられた図外の保持手段によって保持された加工具をカバーゴム９の所定の位置及び角度で押圧しつつ成型ドラム３０を回転させて、上記実施形態１及び実施形態２で示した逆三角形状の溝部１５が得られるようにカバーゴム９を加工すればよい。 Embodiment 3
In the first and second embodiments, the groove 15 is formed when the molded raw tire 10a is vulcanized with a mold. However, the cover rubber 9 as a member is wound around the cap belt 8 and laminated. The groove portion 15 may be formed when the raw tire 10a is molded.
Specifically, as shown in FIG. 5, in the step of winding each member around the molding drum 30 and molding the cover rubber 9 around the outer periphery of the cap belt 8, for example, the frame portion of the molding drum 30. The forming drum 30 is rotated while pressing a processing tool held by a holding means (not shown) provided on the cover rubber 9 at a predetermined position and angle, so that the inverted triangle shown in the first and second embodiments is used. What is necessary is just to process the cover rubber | gum 9 so that the shape groove part 15 may be obtained.
　実施形態４
　実施形態３において、部材としてのカバーゴム９をキャップベルト８に巻き付け積層したあとに溝部１５を形成するとして説明したが、カバーゴム９が部材として成型されるときに溝部１５が形成されるようにしてもよい。
　具体的には、タイヤを構成する各部材は、タイヤの寸法や構造によって使用される構成部材がそれぞれ異なり、それらはタイヤ毎の設計図に基づいて各部材が成型されているので、部材としてのカバーゴム９を成型する段階、又は、カバーゴム９が成型された後の帯状の段階で、タイヤ毎の設計図に基づいて溝部１５をカバーゴム９の所定の位置及び角度となるように形成するようにしてもよい。
　このように溝部１５を形成すれば、生タイヤ１０ａを成型するときに各部材同士の中心位置を合わせて生タイヤ１０ａを成型し、加硫成型した後の台タイヤ素材１０をバフ工程で溝部１５を目安にして切削することができる。また、部材の段階で溝部１５が形成されているので、精度よく溝部１５が形成されるので、均質な台タイヤの製造をすることができるので、溝部１５の幅Ｗにしたがって切削することでカバーゴム９の切削による不良発生を抑制することができる。 Embodiment 4
In the third embodiment, the groove 15 is formed after the cover rubber 9 as a member is wound around the cap belt 8 and laminated. However, the groove 15 is formed when the cover rubber 9 is molded as a member. May be.
Specifically, each member constituting the tire is different from each other depending on the size and structure of the tire, and each member is molded based on a design drawing for each tire. The groove 15 is formed at a predetermined position and angle of the cover rubber 9 on the basis of the design drawing for each tire at the stage of molding the cover rubber 9 or at the band-like stage after the cover rubber 9 is molded. You may do it.
If the groove portion 15 is formed in this manner, when the raw tire 10a is molded, the raw tire 10a is formed by aligning the center positions of the respective members, and the base tire material 10 after vulcanization molding is grooved 15 in the buff process. It can be cut by using as a guide. In addition, since the groove portion 15 is formed at the stage of the member, the groove portion 15 can be formed with high precision, so that a homogeneous tire can be manufactured. Therefore, the cover is obtained by cutting according to the width W of the groove portion 15. Generation of defects due to cutting of the rubber 9 can be suppressed.
　実施形態５
　上記実施形態１～実施形態４において、溝部１５を幅Ｗと深さＤが１対１の三角形状として説明したが、図１０に示すように、溝部１５が矩形状溝部１５ａを複数形成したものであってもよい。
　具体的には、溝部１５をなす矩形状溝部１５ａを台タイヤ素材１０の幅方向に複数設け、この矩形状溝部１５ａのキャップベルト８側に位置する頂点のうちどちらかが、少なくともバフライン２４に沿って形成された貼り付け面２４ａ上に位置するようにカバーゴム９上に形成されればよい。
　このように矩形状に溝部１５が形成されることにより、カバーゴム９を切削するときの切削粉の量が三角形状に形成されたときよりも少なくて済む。また、周方向に変化する矩形状溝部１５ａの幅の変化が視認できるので、バフ工程での切削が均一に行われているかが容易に分かる。
　なお、溝部１５は、Ｖ字状，矩形状に限らず台形状，Ｕ字状など他の形状であってもよく、これらを組み合わせて形成してもよい。 Embodiment 5
In the first to fourth embodiments, the groove 15 is described as having a triangular shape having a width W and a depth D of 1: 1, but as shown in FIG. 10, the groove 15 is formed with a plurality of rectangular grooves 15a. It may be.
Specifically, a plurality of rectangular groove portions 15 a forming the groove portions 15 are provided in the width direction of the base tire material 10, and one of the vertices located on the cap belt 8 side of the rectangular groove portions 15 a is at least along the buff line 24. What is necessary is just to form on the cover rubber 9 so that it may be located on the bonding surface 24a formed in this way.
By forming the groove portion 15 in a rectangular shape in this way, the amount of cutting powder when cutting the cover rubber 9 can be smaller than when the groove portion 15 is formed in a triangular shape. Moreover, since the change of the width | variety of the rectangular groove part 15a which changes to the circumferential direction can be visually recognized, it can be understood easily that the cutting in the buff process is performed uniformly.
The groove 15 is not limited to a V shape or a rectangular shape, and may be other shapes such as a trapezoidal shape or a U shape, or may be formed by combining these.
　以上、実施形態１乃至実施形態５に説明したように、本発明によれば、台タイヤ１１を製造するときに、従来、バフ工程において、最外層に位置するベルトよりも径方向外側のベルトを保護する保護層の厚さを調べるために、作業者の人手によって保護層の表面から最外層のベルトまでをタイヤ周方向に複数箇所削り、デプスゲージなどによって保護層の厚さを測定しつつ切削する工程を繰り返していたが、これを行うことなく、台タイヤ素材１０の保護層としてのカバーゴム９に設けられた溝部１５を目安にしてバフ工程で切削すればよいので、人手による手間がかからなくなり、台タイヤ１１の生産性を向上させることができる。
　実施形態１乃至実施形態４では、切削途中の溝部１５の幅Ｗと深さＤが１対１となるように形成されているため、切削途中で、溝部１５の幅Ｗをメジャーなどで測定又は目視により確認することで、溝部１５の切削しろの深さＤが容易に分かるので、バフ工程での切削において不良発生を抑制することができる。
　また、実施形態１及び実施形態２では、生タイヤ１０ａを加硫するときの金型により溝部１５が形成されるので、溝部１５の位置が正確に形成される。 As described above, in the first to fifth embodiments, according to the present invention, when the base tire 11 is manufactured, conventionally, in the buffing process, a belt radially outside the belt positioned in the outermost layer is used. In order to check the thickness of the protective layer to be protected, the operator manually cuts the surface from the surface of the protective layer to the outermost belt in multiple locations in the tire circumferential direction, and cuts while measuring the thickness of the protective layer with a depth gauge. The process was repeated, but without performing this, the groove 15 provided in the cover rubber 9 as the protective layer of the base tire material 10 can be used as a guide for cutting in the buffing process. The productivity of the base tire 11 can be improved.
In the first to fourth embodiments, since the width W and the depth D of the groove 15 in the middle of cutting are formed to be 1: 1, the width W of the groove 15 is measured with a measure or the like during the cutting. By visually confirming, the depth D of the cutting margin of the groove portion 15 can be easily understood, so that occurrence of defects can be suppressed in the cutting in the buffing process.
Moreover, in Embodiment 1 and Embodiment 2, since the groove part 15 is formed with the metal mold | die when vulcanizing the raw tire 10a, the position of the groove part 15 is formed correctly.
　２　ビードワイヤー、３　ビードフィラー、４　インナーライナー、
５　カーカス、６　サイドウォール、７ａ～７ｃ　ベルト、
８　キャップベルト、９　カバーゴム、
１０　台タイヤ素材、１０ａ　生タイヤ、１１　台タイヤ、
１２　トレッドゴム、１５　溝部、１５ａ　矩形状溝部、
２４　バフライン、２４ａ　貼り付け面、
６１～６３　金型、６３ａ　凸部、Ｄ　深さ、Ｗ　幅。 2 bead wires, 3 bead fillers, 4 inner liners,
5 carcass, 6 sidewalls, 7a-7c belt,
8 cap belt, 9 cover rubber,
10 tire material, 10a raw tire, 11 tire,
12 tread rubber, 15 groove, 15a rectangular groove,
24 buff line, 24a pasting surface,
61-63 Mold, 63a convex part, D depth, W width.

Claims (8)

  1. 　最外層に位置するベルトよりも半径方向外側に設けられて前記ベルトを保護する保護層と、前記保護層に形成されるとともに底部がトレッドゴムの貼り付け面位置に達する溝部とからなることを特徴とする台タイヤ素材。 The protective layer is provided on the outer side in the radial direction from the belt located in the outermost layer and protects the belt, and a groove formed on the protective layer and having a bottom portion reaching a tread rubber attaching surface position. And tire material.
  2. 　前記溝部は、前記台タイヤ素材を加硫、成型する金型により形成されることを特徴とする請求項１に記載の台タイヤ素材。 The base tire material according to claim 1, wherein the groove is formed by a mold for vulcanizing and molding the base tire material.
  3. 　前記溝部は、少なくとも前記最外層に位置するベルトの両端部の位置に対応するように前記保護層に設けられることを特徴とする請求項１又は請求項２に記載の台タイヤ素材。 The base tire material according to claim 1 or 2, wherein the groove is provided in the protective layer so as to correspond to at least positions of both end portions of the belt located in the outermost layer.
  4. 　前記溝部は、中心軸がトレッドゴムの貼り付け面位置に対し、直角方向の法線に一致するように形成されることを特徴とする請求項１乃至請求項３いずれかに記載の台タイヤ素材。 The base tire material according to any one of claims 1 to 3, wherein the groove portion is formed so that a center axis thereof coincides with a normal line in a direction perpendicular to a tread rubber attaching surface position. .
  5. 　前記溝部は、前記台タイヤ素材の表面側から切削されたときに、切削された前記台タイヤ素材の表面に開口する前記溝部の幅と、前記溝部の前記底部までの深さとが一致する形状であることを特徴とする請求項１乃至請求項４いずれかに記載の台タイヤ素材。 When the groove portion is cut from the surface side of the base tire material, the width of the groove portion opened to the surface of the cut base tire material and the depth to the bottom portion of the groove portion coincide with each other. The base tire material according to any one of claims 1 to 4, wherein the base tire material is provided.
  6. 　前記溝部は、Ｖ字状又は矩形状に形成されてなることを特徴とする請求項１乃至請求項５いずれかに記載の台タイヤ素材。 The base tire material according to any one of claims 1 to 5, wherein the groove is formed in a V shape or a rectangular shape.
  7. 　インナーライナと、カーカスと、ベルトと、保護層とを有する台タイヤ素材を成型する工程と、
    トレッドゴムの貼り付け面位置に底部が達する溝部を前記保護層に形成する工程と、
    前記台タイヤ素材を加硫する工程と、
    加硫された前記台タイヤ素材の前記保護層を前記溝部の底部の深さまで切削することにより貼り付け面を形成する工程と、
    前記貼り付け面に未加硫ゴムを介して加硫済みのトレッドゴムを配置し、加硫することにより前記トレッドゴムを切削された台タイヤ素材に貼り付ける工程とを含むことを特徴とするタイヤの製造方法。     Molding a base tire material having an inner liner, a carcass, a belt, and a protective layer;
    Forming a groove in the protective layer that reaches the bottom of the tread rubber attachment surface; and
    Vulcanizing the base tire material;
    Forming a bonding surface by cutting the protective layer of the vulcanized tire material to the depth of the bottom of the groove; and
    A step of disposing a vulcanized tread rubber on the affixing surface through an unvulcanized rubber and affixing the tread rubber to a cut base tire material by vulcanization. Manufacturing method.
  8. 　前記溝部を形成する工程は、少なくとも最外層に位置するベルトの両端部に対応する位置に突部を設けた加硫モールドにより前記溝部を形成することを特徴とする請求項７に記載のタイヤの製造方法。 8. The tire according to claim 7, wherein in the step of forming the groove portion, the groove portion is formed by a vulcanization mold in which protrusions are provided at positions corresponding to at least both end portions of the belt located in the outermost layer. Production method.
PCT/JP2010/059191 2009-05-29 2010-05-31 Method for producing material of base tire and tire WO2010137723A1 (en)

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JP2010260186A (en) * 2009-04-30 2010-11-18 Bridgestone Corp Method for sticking member on tire inner surface

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JP2015231486A (en) * 2014-06-10 2015-12-24 ブリヂストンスポーツ株式会社 Method for manufacturing golf club head

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JPH02310107A (en) * 1989-05-24 1990-12-25 Toyo Tire & Rubber Co Ltd Pneumatic radial tire with permissible limit mark for grinding
JP2006192795A (en) * 2005-01-14 2006-07-27 Sumitomo Rubber Ind Ltd Method for manufacturing retreaded tire

Patent Citations (2)

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Publication number Priority date Publication date Assignee Title
JPH02310107A (en) * 1989-05-24 1990-12-25 Toyo Tire & Rubber Co Ltd Pneumatic radial tire with permissible limit mark for grinding
JP2006192795A (en) * 2005-01-14 2006-07-27 Sumitomo Rubber Ind Ltd Method for manufacturing retreaded tire

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010260186A (en) * 2009-04-30 2010-11-18 Bridgestone Corp Method for sticking member on tire inner surface

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