WO2013011888A1 - 加硫済みトレッド及びタイヤ - Google Patents
加硫済みトレッド及びタイヤ Download PDFInfo
- Publication number
- WO2013011888A1 WO2013011888A1 PCT/JP2012/067675 JP2012067675W WO2013011888A1 WO 2013011888 A1 WO2013011888 A1 WO 2013011888A1 JP 2012067675 W JP2012067675 W JP 2012067675W WO 2013011888 A1 WO2013011888 A1 WO 2013011888A1
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- WO
- WIPO (PCT)
- Prior art keywords
- tread
- tire
- thickness
- edge
- groove
- Prior art date
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- 230000007423 decrease Effects 0.000 claims abstract description 18
- 238000000465 moulding Methods 0.000 abstract description 3
- 239000012790 adhesive layer Substances 0.000 description 8
- 230000008859 change Effects 0.000 description 8
- 230000000052 comparative effect Effects 0.000 description 8
- 238000005096 rolling process Methods 0.000 description 6
- 238000005520 cutting process Methods 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 3
- 239000011324 bead Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000007872 degassing Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000001125 extrusion Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000004073 vulcanization Methods 0.000 description 1
Images
Classifications
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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
- B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
- B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
- B29D30/00—Producing pneumatic or solid tyres or parts thereof
- B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
- B29D30/52—Unvulcanised treads, e.g. on used tyres; Retreading
- B29D30/54—Retreading
- B29D30/56—Retreading with prevulcanised tread
-
- 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
-
- 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
- B60C11/03—Tread patterns
- B60C11/0327—Tread patterns characterised by special properties of the tread pattern
- B60C11/0332—Tread patterns characterised by special properties of the tread pattern by the footprint-ground contacting area of the tyre tread
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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
- B60C11/0008—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the tread rubber
- B60C2011/0016—Physical properties or dimensions
- B60C2011/0033—Thickness of the tread
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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
- B60C2011/013—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered provided with a recessed portion
Definitions
- the present invention relates to a vulcanized tread, and in particular, a base tire serving as a base of a tire and a vulcanized tread attached to the base tire are individually molded, and the base tire and the vulcanized tread are formed.
- the present invention relates to a vulcanized tread and a tire capable of suppressing uneven wear of a tire manufactured integrally.
- One method of manufacturing a tire is to separately form a base tire that serves as a base of the tire and a vulcanized tread that is attached to the outer peripheral surface of the base tire and constitutes the tread of the tire.
- a method of obtaining a product tire by integrating a tire and a tread The base tire is obtained, for example, by removing a tread portion of a used tire with a buffing device, and the surface after removing the tread portion is formed as a sticking surface for sticking a new tread.
- the grinder cutting part is brought into contact with a tread part of a used tire that is fixed to be non-rotatable in a state where an internal pressure is applied to the drum constituting the buffing device.
- the radius of curvature decreases from the center in the tire width direction toward the both ends in the cross section in the width direction.
- the tires with the predetermined shape are attached to the tires with a constant thickness or a vulcanized tread that is thinly formed from the center in the width direction toward both ends. This completes the product tire.
- the sticking surface of the base tire is formed so that the radius of curvature becomes smaller from the center in the width direction toward both ends, so that the vulcanized tread having a constant thickness or the width from the center in the width direction.
- the vulcanized tread will bend in the width direction, and the groove that is formed in the vulcanized tread is continuous in the longitudinal direction (main groove) Is expanded in the width direction, and the radius difference between the inner edge and the outer edge of the groove is increased.
- the radius difference becomes larger compared to the diameter change at the edge of the other groove, and as a result, the contact length becomes longer than the contact length assumed at the time of tire design.
- the tread part of the used tire is buffed with the bead part wider than the rim width when the wheel is assembled.
- the tread surface shape of the tread may be larger than the buffing shape.
- the radius on the tread end side is likely to be smaller than the radius on the tread center, and the tread width direction end side is extremely shorter than the contact length assumed when designing the tire, and vulcanized when using the product tire Uneven wear tends to occur at the center in the width direction of the tread.
- the present invention provides a vulcanized tread capable of suppressing uneven wear of a tire formed by sticking a vulcanized tread to a sticking surface of a base tire, and the vulcanized tread.
- the object is to provide an applied tire.
- a plurality of grooves extending in the longitudinal direction of the tread are provided in the transverse direction of the tread, and the tread thickness in the transverse direction of the tread is reduced from the equator to the transverse direction.
- the outermost groove located in the outermost direction is gradually decreased toward the equator-side groove end, and is gradually increased from the outer side groove end of the outermost groove toward the outer side in the lateral direction.
- the thickness of the vulcanized tread having a plurality of grooves extending in the longitudinal direction of the tread in the lateral direction of the tread is in the lateral direction, which is the width direction, from the equator to the outermost direction in the lateral direction. Since it gradually decreases toward the equator-side groove end of the outermost groove, and gradually increases from the short-side outer groove end to the short-side outer side of the outermost groove, the tread of the product tire to which the vulcanized tread is applied is in contact with the road surface.
- the ground contact shape can be optimized.
- the tread thickness in the cross-section in the short direction of the tread gradually decreases from the equator to the equator-side groove end of the outermost groove located at the outermost position in the short-side direction, so that the appropriate internal pressure is applied to the product tire to which the vulcanized tread is applied.
- the cross-sectional shape on the tread surface of the tire can be made into a smooth curved shape.
- the tread thickness in the cross section in the short direction of the tread gradually increases from the lateral outer edge of the outermost groove to the outer side in the short direction, so that the outer portion of the outermost groove in the tread is shorter than the outer side in the short direction. It is possible to prevent the contact with the road surface from being lost. Therefore, since the tread surface and the road surface of the product tire can be grounded with good balance, uneven wear of the tread can be suppressed.
- a plurality of grooves extending in the longitudinal direction of the tread are provided in the lateral direction of the tread, and the tread thickness in the lateral direction of the tread is the outermost in the lateral direction from the equator.
- the outermost groove of the outermost groove is gradually reduced toward the equator-side groove end, and the outermost groove is configured to be constant from the short-side outer groove end to the short-side outer side.
- the thickness of the cross-section in the short direction of the vulcanized tread having a plurality of grooves extending in the longitudinal direction of the tread in the short direction of the tread is located at the outermost position in the short direction from the equator.
- the tread of the product tire to which the vulcanized tread is applied touches the road surface, it gradually decreases from the equatorial groove end of the outer groove and is constant from the outer groove end of the outermost groove to the outer side of the outer groove.
- the grounding shape can be optimized. That is, the tread thickness in the cross-section in the short direction of the tread gradually decreases from the equator to the equator-side groove end of the outermost groove located at the outermost position in the short-side direction, so that the appropriate internal pressure is applied to the product tire to which the vulcanized tread is applied.
- the cross-sectional shape of the tire tread can be a smooth curve.
- the outermost groove is constant from the short-side outer groove end to the short-side outside, it is possible to prevent the shortest-direction outermost end from being in contact with the road surface too much.
- a product tire in which a tread is applied to a base tire having a small flatness ratio when the inner pressure is applied compared to a product tire applied to a base tire having a high flatness ratio, the outermost groove has an outer side in the short direction. The change in diameter at the groove end is small.
- the tread thickness in the short-side cross section is constant from the short-side outer groove end to the short-side outside of the outermost groove, so that the short-side outer groove end is too grounded with the road surface, Can be prevented. That is, since the tread surface of the product tire and the road surface can be grounded in a balanced manner, uneven wear of the tread can be suppressed.
- the tread thickness at the outermost end in the short direction in the cross section in the short direction of the tread is thinner than the cross sectional thickness at the equator.
- the tire circumferential direction at the equator when the product tire contacts the road surface Therefore, the contact shape between the tread and the road surface in the product tire is ideal. That is, since the tread is not caught on the road surface, the rolling resistance is reduced, and uneven wear does not occur in the tread.
- the tread thickness of the outermost groove at the equator side groove end is thicker than that of the outermost groove in the short direction. According to this configuration, since the equator-side groove end of the outermost groove is thicker than the outer-side groove end of the outermost groove, an edge effect is obtained on the outer side of the tread in the short-side direction. Can be improved.
- the tread thickness at the equator side groove end of the outermost groove and the tread thickness at the outermost end in the short direction of the tread are equal in the cross section in the short direction of the tread. . According to this configuration, since the tread thickness at the equator-side groove end of the outermost groove and the tread thickness at the outermost end in the short direction of the tread are equal, the short of the vulcanized tread is short when the product tire contacts the road surface. It is possible to prevent the outermost end in the hand direction from being grounded and excessive.
- the tread thickness in the cross section of the tread in the lateral direction of the tread is configured to gradually decrease in a curved shape from the equator to the equator side groove end of the outermost groove positioned in the outermost width direction. According to this structure, it can be set as the tire with the rolling resistance with the performance at the time of tire design which does not produce uneven wear, and is small.
- a configuration of a tire for solving the above-described problem a configuration including the vulcanized tread according to any one of claims 1 to 6 is provided. According to this configuration, since the tread surface and the road surface of the product tire can be grounded in a balanced manner, uneven wear of the tread in the tire can be suppressed.
- FIG. 2 is a perspective view and an exploded view of a tire in which a tread is attached to a base tire. It is the external appearance perspective view and cross-sectional view of the width direction of a tread. It is a top view of a tread. It is an enlarged view of a tread cross section. It is sectional drawing of the other form of a tread. It is a figure which shows the comparative example of the tread vulcanized and molded based on this invention and the conventional tread. It is a figure which shows the comparative example of the other form of the tread vulcanized and molded based on this invention, and the conventional tread.
- FIG. 1A shows an exploded perspective view of a product tire formed by sticking a tread 1 according to the present invention to a base tire 2, and FIG. 1B shows the tread 1 through an adhesive layer 3. Sectional drawing of the product tire stuck on the base tire 2 is shown.
- FIG. 2 shows an external perspective view of the tread 1 and a cross-sectional view in the width direction.
- FIG. 3 shows a plan view of the tread 1.
- the tread 1 according to the present invention is attached via an adhesive layer 3 formed on the outer peripheral surface of the base tire 2.
- the tread 1 is vulcanized and molded into a belt having a predetermined size.
- the cross-sectional shape in the width direction (short direction) of the tread 1 is a substantially trapezoidal shape, and the non-tread surface 1a side attached to the base tire 2 is linearly formed, and the tread surface 1b side that contacts the road surface is formed in a wave shape.
- channel N1; N2; N3 which connects M1 in the width direction of the tread 1 is formed.
- the main groove M1 is located on the equator side which is the center in the width direction, and the main groove M2 is an outermost groove located on the outer side in the width direction than the main groove M1.
- a wear indicator indicating the wear limit of the tread 1 is formed on the groove bottom of the main groove M1; M2 (JIS D 4230).
- the width direction grooves N1; N2; N3 have, for example, the same depth as the main grooves M1; M2, and are formed periodically or aperiodically along the longitudinal direction.
- the tread 1b of the tread 1 according to the present embodiment is partitioned into a block shape by a plurality of main grooves M1; M2 and a plurality of widthwise grooves N1; N2; N3.
- a width direction groove N1 connects the main grooves M1; M1 to the tread surface 1b on the side that contacts the road surface, and is formed periodically or aperiodically along the longitudinal direction.
- the center block 5 defined by the width direction grooves N1; N1 is formed in the center portion of the tread 1 in the width direction.
- a width direction groove N2 is formed on the tread 1b by connecting the main grooves M1; M2 to each other and periodically or aperiodically along the longitudinal direction.
- Side blocks 6 defined by the grooves N2; N2 are formed.
- the tread surface 1b has a width direction groove N3 that connects the main groove M2 and a tread side end surface S (hereinafter referred to as a side end surface S) and is formed periodically or aperiodically along the longitudinal direction.
- the shoulder block 7 defined by the width direction grooves N3; N3 is formed outside the side block 6 in the width direction.
- the tread pattern is described as being symmetrical with respect to the equator P1 (hereinafter referred to as the width direction center P1) that is the center of the tread width direction shown in FIGS.
- the specific tread pattern mode is not limited to this.
- FIG. 4 shows an enlarged view of a cross section in the width direction of the tread 1 in AA of FIG.
- the thickness in the width direction of the tread 1 having the tread blocks 5; 6; 7 will be described with reference to FIGS.
- the center block 5 is located at the center of the tread 1 in the width direction and is formed across the width direction with the width direction center P ⁇ b> 1 interposed therebetween.
- the thickness H2 from the non-tread surface 1a to the tread surface 1b at the edge P2 on the side of the center P1 in the width direction of the main groove M1 that divides the center block 5 and the side block 6 is from the non-tread surface 1a to the tread surface 1b at the tread center P1. It is set to be thinner than the thickness H1.
- the edge P2 is an equatorial groove end (equatorial groove end) where the main groove M1 opens on the tread surface 1b side.
- the thickness H3 from the non-tread surface 1a to the tread surface 1b at the end edge P3 on the outer side in the width direction of the main groove M1 is formed to be thinner than the thickness H2 at the end edge P2.
- the edge P3 is an outer groove end (outer groove end) where the main groove M1 opens on the tread surface 1b side.
- the thickness H4 from the non-tread surface 1a to the tread surface 1b at the edge P4 on the side of the center P1 in the width direction of the main groove M2 that divides the side block 6 and the shoulder block 7 is more than the thickness H3 at the end edge P3. Thinly formed.
- the edge P4 is an equatorial groove end (equatorial groove end) where the main groove M2 opens on the tread surface 1b side.
- the tread 1 according to the present embodiment is formed such that the cross-sectional thickness in the width direction is the thickest at the width direction center P1, the thickness H1 being the largest, and then gradually becoming thinner with the edges P2, P3, and P4. More specifically, the cross-sectional thickness smoothly and gradually decreases in the width direction from the width direction center P1 to the edge P4 on the width direction center P1 side in the outermost main groove M2 in the width direction of the tread 1. Formed.
- the tread 1 is placed in the width direction on the sticking surface formed like a bow of the base tire 2. Even if it is bent and stuck along, a virtual line connecting the edges P2, P3, and P4 in the tread block 4 becomes a smooth curve that monotonously decreases from the width direction center P1 to the edge P4.
- the edge P2 and the edge P3 of the main groove M1 have a radius while separating the distance from each other due to the curvature in the width direction of the attachment surface.
- the edge P2 and the edge P3 in the tread 1 is gradually reduced gradually, the edge P2 and the edge P3 do not become angled, and the width direction The center is smooth from P1 to P3. Since the thickness gradually decreases from the width direction center P1 of the center block 5 to the end edge P2 and from the end edge P3 of the side block 6 to the end edge P4, in the tread of the product tire to which the tread 1 is applied.
- the shape gradually decreases gradually from the width direction center P1 to the edge P4.
- the cross-sectional shape line connecting the edge P2; P3; P4 from the center P1 in the width direction is preferably formed to be a smooth curve that approximates a buff line, for example, but stepwise in the same block, for example. Alternatively, it may be a linearly extending shape, and the thickness reduction rate can be arbitrarily set.
- a thickness H5 from the non-tread surface 1a to the tread surface 1b at the edge P5 on the outer side in the width direction of the main groove M2 is formed thinner than, for example, the thickness H4 at the aforementioned edge P4.
- the edge P5 is a groove end (width direction outer groove end) on the outer side in the width direction of the main groove M2 opened on the tread surface 1b side.
- the thickness H6 from the non-tread surface 1a to the tread surface 1b at the end edge P6 on the tread surface 1b side of the side end surface S of the tread 1 is formed to be thicker than the thickness H5 of the end edge P5.
- the edge P6 is the outermost end in the width direction of the tread surface 1b where the tread surface 1b and the side end surface S are connected. That is, the end edge P6 is the outermost end in the width direction of the ground contact region in the tread 1. More specifically, the thickness H5 at the outer edge P5 in the width direction of the main groove M2 is formed to be thinner than the thickness H4 at the edge P4, and the cross-sectional thickness from the edge P5 to the outermost edge P6 in the width direction. The thickness is gradually increased, and the thickness H6 at the edge P6 is formed to be the same as the thickness H4 at the edge P4. In other words, the thickness gradually increases from the edge P5 so that the thickness H6 at the edge P6 is equal to the thickness H4 at the edge P4. Further, in the cross-sectional shape, a shape line connecting the end edge P5 and the end edge P6 is set as a straight line, for example.
- the thickness H5 at the outer edge P5 of the main groove M2 is formed to be thinner than the thickness H4 at the edge P4, thereby sticking the tread 1 along the curvature of the sticking surface. Even so, the edge P4 and the edge P5 of the main groove M2 do not have a corner, and a smooth curve is formed from the width direction center P1 to the edge P5. In addition, the thickness is gradually increased from the outer edge P5 of the main groove M2 located at the outermost edge of the tread 1 to the edge P6 which is the outermost edge in the width direction.
- a smooth curve can be obtained up to the edge P6 through the above. Therefore, when the product tire to which the tread 1 is applied contacts the road surface, it is possible to prevent the edge P6 which is the outermost end in the width direction of the tread surface 1b of the vulcanized tread from being excessively grounded.
- the tread 1 is formed such that the cross-sectional thickness is constant in the longitudinal direction at an arbitrary position in the width direction while maintaining the above-described thickness relationship in the width direction. That is, the shape of the tread 1b when the tread 1 is cut in the width direction at an arbitrary position in the longitudinal direction is formed to be the same.
- FIG. 5 is a cross-sectional view showing another form of the tread 1.
- the cross-sectional thickness of the tread 1 is formed so as to gradually increase from the end edge P5 to the end edge P6.
- the cross-sectional thickness from the end edge P5 to the end edge P6 is constant. It is different in point.
- the cross-sectional thickness in the width direction is such that the thickness H1 at the center P1 in the width direction is the largest, and then gradually becomes thinner with the edges P2, P3, P4 in order
- the thickness H5 at the edge P5 is made thinner than the thickness H4 at the edge P4, and the thickness H6 from the edge P5 to the edge P6 which is the outermost edge in the width direction is a constant thickness.
- the cross-sectional shape from P5 to P6 is a straight line.
- the thickness is constant from the end edge P5 to the end edge P6 on the side end face S side of the main groove M2 located on the outermost side in the width direction of the tread 1 so as to be flat. Even if it is applied to the base tire 2 having a low rate and bent along the shoulder portion of the base tire 2 having a large change in curvature on the sticking surface, it is made an optimum curve from the edge P5 to the edge P6. Can do. That is, the base tire 2 with a small flatness has a smaller change in the curvature of the sticking surface at the shoulder portion which is the outermost portion in the width direction when an internal pressure is applied as compared with the base tire 2 with a large flatness.
- the edge 5 to the edge P6 is smooth.
- the edge P6 that is the outermost end in the width direction of the tread 1 is excessively grounded. Therefore, since the tire to which the tread 1 of the present embodiment is adhered is grounded in a well-balanced manner with respect to the road surface when the tread surface 1b is in contact with the road surface, uneven wear of the tread 1 on the tire can be suppressed.
- the tread 1 according to each of the above embodiments is formed by, for example, a press-type vulcanizer.
- the vulcanizer includes a tread-side mold that molds the tread 1 side of the tread 1 and a non-tread-side mold that molds the non-tread 1a side, and is formed by both molds.
- the apparatus can be heated in a state where a certain pressure is applied.
- irregularities having a shape obtained by inverting the shape of the tread pattern of the tread 1 are formed, and the surface of the tread member is pressed against the surface of the tread-side mold so that a desired tread is formed.
- a tread 1 having a pattern can be obtained.
- the surface of the non-treading surface side mold is formed as a flat surface, and the surface facing the flat surface is formed as the non-treading surface of the tread 1.
- the base tire 2 shown in FIG. 1 can be obtained, for example, by removing a tread portion of a used tire by a buffing device not shown.
- the buffing device can cut a tread portion of a used tire that is installed opposite to the drum that can hold the used tire in a state where an internal pressure is applied, and is rotated by the drum.
- a grinder having a cutting portion.
- the drum is a cylindrical body composed of a plurality of drum pieces connected so as to be able to expand and contract, and can hold used tires having different sizes in a non-rotatable manner.
- a flange portion is formed on the outer peripheral surface of the drum so as to be separated by a certain distance in the width direction.
- the flange portion corresponds to a rim flange of the wheel, and a pair of bead portions are firmly fixed on the flange portion when an internal pressure is applied to the used tire.
- the grinder is installed so as to be movable in the direction close to or away from the used tire held by the drum and in the width direction of the used tire. Then, the grinder is brought close to the tread portion of the rotating used tire, and the tread portion is gradually cut by moving the cutting portion in the width direction while contacting the tread portion, and has a predetermined shape (buff line).
- the base tire 2 which has a sticking surface can be obtained.
- the adhesive layer 3 is disposed on the sticking surface formed along the circumferential direction of the base tire 2 obtained through the above steps.
- the adhesive layer 3 is made of unvulcanized rubber called cushion rubber, and is formed by discharging the rubber so as to have a uniform thickness along the sticking surface by, for example, an extrusion molding machine.
- the above-described tread 1 is wound around the circumferential direction on the sticking surface of the base tire 2 on which the adhesive layer 3 is disposed. That is, the tread 1 is preliminarily integrated with the base tire 2 via the adhesive layer 3.
- the pre-integrated tread 1 and the base tire 2 are accommodated in a sealed bag called an envelope.
- the envelope has a valve capable of degassing the internal air, and after the tread 1 and the base tire 2 are accommodated, the internal air is deaerated through the valve so that the surface of the envelope is tread 1 and the base tire 2. Adhere to the surface.
- the tread 1 and the base tire 2 in a state where pressure is applied by the envelope are carried into a vulcanizer called a vulcanizer.
- the cushion rubber as the adhesive layer 3 in the tread 1 and the base tire 2 carried into the vulcanizer is placed in a state in which a predetermined pressure and temperature are applied for a certain period of time, so that vulcanization proceeds, and the tread 1 and the base tire 2 are firmly integrated to complete the production of the product tire.
- Example 1 6A shows a cross-sectional shape of a tread 1 vulcanized and molded according to the present invention
- FIG. 6B shows a cross-sectional shape of a conventional tread 10 having a constant cross-sectional thickness.
- FIG. 6C shows the ground contact shape of the product tire to which the tread 1 according to the present invention is applied
- FIG. 6D shows the tire ground contact shape to which the conventional tread 10 is applied.
- FIG. 6 (e) is a table showing the difference in the length of the contact length in the contact shape of FIGS. 6 (c) and 6 (d).
- the ground contact length is indicated by the ground contact length L1 in the tire circumferential direction at the tread center P1 as a reference (100), and the ground contact lengths L4 to L6 at the respective edges P4 to P6 are shown as a ratio to the ground contact length L1.
- Example 1 a tread 1 according to the present invention and a tread 10 vulcanized and molded as a comparative example were attached to a base tire 2 buffed with a 275 / 80R22.5 used tire, respectively.
- Product tires were prototyped and subjected to comparative tests.
- the tread 1 ⁇ (1) according to the first embodiment has a width of 250 mm on the non-tread surface 1a side, a thickness H1 of the width direction center P1 of 18.8 mm, and a thickness of the edge P4.
- H4 is 18.3 mm
- the thickness H5 of the edge P5 is 17.8 mm
- the thickness H6 of the edge P6 is 18.3 mm
- the cross-sectional thickness from the center P1 in the width direction to the edge P4 has a smooth curved shape
- the cross-sectional thickness from the end edge P5 to the end edge P6 is set so that the cross-sectional thickness of the end edge P5 is set smaller than the end edge P4. Is formed in a shape that gradually increases linearly.
- the tread 10 ⁇ (10) according to the comparative example is formed in a constant flat plate shape with a thickness from the width direction center P1 to the edge P6 being 18.8 mm.
- the tire with the tread 1 ⁇ attached will be described as a product tire A
- the tire with the tread 10 ⁇ attached will be described as a product tire B.
- the product tire A matches the target shape (contact length) assumed at the time of tire design. That is, the cross-sectional thickness of the tread 1 ⁇ gradually decreases from the width direction center P1 to the edge P4 on the width direction center P1 side of the main groove M2 located at the outermost side in the width direction, and the edge P5 that is the outer groove end of the main groove M2.
- the product tire A having a desired grounding shape can be manufactured by molding so as to increase gradually from the outer end in the width direction.
- the product tire A to which the tread 1 ⁇ of the present invention is applied is a tire having a small rolling resistance and having the performance at the time of designing the tire without causing uneven wear.
- the product tire B tends to have a generally longer contact length than the target assumed at the time of designing the tire.
- the contact length L5 at the edge P5 is larger than the contact length L1 at the center P1 in the width direction. It is getting longer.
- the product tire B to which the tread 10 ⁇ is adhered is a result of the end edge P5 being locally strongly pressed against the road surface, so that the entire tire does not wear uniformly, and uneven wear occurs in the portion. It became. Such uneven wear becomes a factor of increasing rolling resistance and causes instability during maneuvering.
- Example 2 7A shows a cross-sectional shape of a tread 1 vulcanized and molded according to the present invention
- FIG. 7B shows a cross-sectional shape of a conventional tread 10 having a constant cross-sectional thickness.
- FIG. 7 (c) shows the ground contact shape of the product tire to which the tread 1 according to the present invention is applied
- FIG. 7 (d) shows the ground contact shape of the tire to which the conventional tread 10 is applied
- FIG. 7 (e) is a table showing the difference in the length of the contact length in the contact shape of FIGS. 7 (c) and 7 (d).
- the ground contact length is indicated by the ground contact length L1 in the tire circumferential direction at the tread center P1 as a reference (100), and the ground contact lengths L4 to L6 at the respective edges P4 to P6 are shown as a ratio to the ground contact length L1.
- Example 2 a tread 1 according to the present invention and a tread 10 vulcanized and molded as a comparative example are used for a base tire 2 buffed with an 11R22.5 used tire having a tire size different from that in Example 1. The product tire was prototyped and a comparative test was conducted.
- the tread 1 ⁇ (1) according to the second embodiment has a non-tread surface 1a side width of 230 mm, a tread center P1 thickness H1 of 18.8 mm, and an edge P4 thickness H4.
- the thickness H5 of the edge P5 is 17.8 mm
- the thickness H6 of the edge P6 is 17.8 mm
- the cross-sectional thickness from the center P1 in the width direction to the edge P4 gradually decreases in a smooth curved shape.
- the cross-sectional thickness of the end edge P5 is set to be thinner than the end edge P4, and the cross-sectional thickness from the end edge P5 to the end edge P6 is made constant.
- the tread 10 ⁇ (10) according to the comparative example is formed in a constant flat plate shape with a thickness from the width direction center P1 to the edge P6 being 18.8 mm.
- the tire with the tread 1 ⁇ attached will be described as a product tire A
- the tire with the tread 10 ⁇ attached will be described as a product tire B.
- the product tire A matches the target shape (contact length) assumed at the time of tire design. That is, the cross-sectional thickness of the tread 1 ⁇ gradually decreases from the width direction center P1 to the edge P4 on the width direction center P1 side of the main groove M2 located on the outermost side in the width direction, and the edge P5 on the outer side in the width direction of the main groove M2.
- the product tire A having a desired grounding shape can be manufactured by forming it uniformly from the edge P6 that is the outermost end in the width direction to the edge P6.
- the product tire A of this example has a higher flatness than the product tire A of Example 1, and therefore, by molding the product tire A uniformly from the outer edge P5 of the main groove M2 to the outer end in the width direction.
- the product tire A to which the tread 1 ⁇ of the present invention is applied is a tire having a small rolling resistance that has performance at the time of tire design and does not cause uneven wear.
- the product tire B of the present example has a higher flatness ratio than the product tire B of Example 1, so that the contact length is longer on the outer side in the width direction of the tread 10 ⁇ than the target value assumed at the time of tire design.
- the contact length L6 at the edge P6 is much longer than the target value. That is, the product tire B to which the tread 10 ⁇ is stuck is that the shoulder block 7 is strongly pressed against the road surface, so that the entire tire does not wear uniformly, and uneven wear occurs particularly at the edge P6. became. Such uneven wear becomes a factor of increasing rolling resistance and causes instability during maneuvering.
- the cross-sectional thickness gradually decreases from the width direction center P1 to the edge P4 on the width direction center P1 side of the main groove M2 located on the outermost side in the width direction, and according to the tire flatness
- the edge P6 which is the outer edge in the width direction
- the outer edge P5 of the main groove M2 uneven wear of the tread 1 when a product tire is made can be prevented.
- the thickness H6 of the edge P6 that is the outermost edge in the width direction is gradually increased from the outer edge P5 of the main groove M2, and when the flatness of the base tire is small, the main groove Uneven wear of the tread 1 ⁇ can be prevented by making the thickness H6 of the edge P6, which is the outer edge in the width direction, constant from the outer edge P5 of M2. Further, by appropriately setting the thickness H5 of the end edge P5 with respect to the thickness H4 of the end edge P4 to be the same or thicker, an edge effect can be obtained on the outer side in the width direction that is the tire shoulder portion. And stability can be improved.
- the tread 1 is described as being formed into a belt shape, but is not limited to the belt shape, and may be an annular tread that is preliminarily annularly vulcanized.
- the base tire is formed by buffing the tread portion worn from the used tire, but it is formed by buffing the crown portion of the base tire vulcanized and molded as a new base tire. It may be good.
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Abstract
Description
台タイヤは、例えば使用済みタイヤのトレッド部をバフ装置により除去することにより得られ、トレッド部除去後の表面が新たなトレッドを貼着するための貼着面として形成される。貼着面の形成に際しては、バフ装置を構成するドラムに対して内圧が印加された状態で回転不能に固定された使用済みタイヤのトレッド部にグラインダの切削部を接触させることにより行われる。具体的には、ドラムを回転させながらグラインダを使用済みタイヤの幅方向に繰り返し移動させることにより、貼着面をその幅方向断面においてタイヤ幅方向中央から両端側に向かって曲率半径が小さくなるように所定形状に成形する。所定形状の貼着面を有する台タイヤには、予め肉厚が一定に、或いは、幅方向中央部から両端部に向かって薄肉に形成された加硫済みトレッドが貼着され、両者が一体化されることにより製品タイヤとして完成する。
特に加硫済みトレッドの最外に位置する溝では、他の溝の端縁における径変化に比べて半径差が大きくなる結果、タイヤ設計時に想定した接地長に比べて接地長が長くなり、製品タイヤ使用時にトレッドの幅方向外側において偏摩耗が生じ易くなってしまう。また、台タイヤの貼着面の成形においては、ホイール組み付け時のリム幅に比べてビード部の幅を広げた状態で使用済みタイヤのトレッド部がバフ掛けされるため、使用済みタイヤの偏平率によっては、完成した製品タイヤをホイールに組み付けたときに、トレッドにおける踏面の形状がバフ掛け時の形状に比べて大きな弓なりとなる場合がある。この場合、トレッド中央の半径に比べてトレッド端部側の半径が小さくなり易く、トレッドの幅方向端部側においてタイヤ設計時に想定した接地長よりも極端に短くなり、製品タイヤ使用時に加硫済みトレッドの幅方向中央において偏摩耗が生じ易くなってしまう。
本構成によれば、トレッドの長手方向に延長する溝をトレッドの短手方向に複数本備える加硫済みトレッドの幅方向である短手方向断面における厚さが、赤道から短手方向最外に位置する最外溝の赤道側溝端にかけて漸減し、最外溝の短手方向外側溝端から短手方向外側にかけて漸増するため、当該加硫済みトレッドが適用された製品タイヤの踏面が、路面と接地したときの接地形状を最適化することができる。
即ち、赤道から短手方向最外に位置する最外溝の赤道側溝端にかけてトレッドの短手方向断面におけるトレッド厚さが漸減することにより、加硫済みトレッドが適用された製品タイヤに適正な内圧を印加したときに、当該タイヤの踏面における断面形状を滑らかな曲線状にすることができる。また、最外溝の短手方向外側溝端から短手方向外側にかけて、トレッドの短手方向断面におけるトレッド厚さが漸増することにより、トレッドにおける最外溝の短手方向外側よりも外側の部分が路面に接地しなくなることを防止できる。よって、製品タイヤの踏面と路面とをバランスよく接地させることができるのでトレッドの偏摩耗を抑制することができる。
本構成によれば、トレッドの長手方向に延長する溝をトレッドの短手方向に複数本備える加硫済みトレッドの短手方向の断面における厚さが、赤道から短手方向最外に位置する最外溝の赤道側溝端にかけて漸減し、最外溝の短手方向外側溝端から短手方向外側にかけて一定であるため、当該加硫済みトレッドが適用された製品タイヤの踏面が、路面と接地したときの接地形状を最適化することができる。
即ち、赤道から短手方向最外に位置する最外溝の赤道側溝端にかけてトレッドの短手方向断面におけるトレッド厚さが漸減することにより、加硫済みトレッドが適用された製品タイヤに適正な内圧を印加したときに、当該タイヤの踏面における断面形状を滑らかな曲線にすることができる。また、最外溝の短手方向外側溝端から短手方向外側にかけて一定であることにより、短手方向最外端が路面と接地し過ぎることを防止できる。例えば、偏平率の小さい台タイヤにトレッドが適用された製品タイヤは、トレッドが偏平率の大きい台タイヤに適用された製品タイヤに比べて内圧を印加したときに、最外溝の短手方向外側溝端における径変化が小さい。このため、短手方向断面におけるトレッド厚さを該最外溝の短手方向外側溝端から短手方向外側にかけて一定とすることで、短手方向外側溝端が路面と接地し過ぎることや、不接地となることを防止できる。即ち、製品タイヤの踏面と路面とをバランスよく接地させることができるのでトレッドの偏摩耗を抑制することができる。
本構成によれば、トレッドの短手方向断面における短手方向最外端のトレッド厚さが、赤道における断面厚さよりも薄いため、製品タイヤが路面に接地したときに、赤道におけるタイヤ円周方向の接地長さが最も長くなるので、製品タイヤにおけるトレッドと路面との接地形状が理想的なものとなる。つまり、路面に対してトレッドの引っ掛かりがなくなるので転がり抵抗が小さくなり、トレッドに偏摩耗が生じることがない。
本構成によれば、最外溝の赤道側溝端の方が、最外側溝の短手方向外側溝端より厚いことにより、トレッドの短手方向外側においてエッジ効果が得られるので旋回性及び安定性を向上させることができる。
本構成によれば、最外溝の赤道側溝端のトレッド厚さと、トレッドの短手方向最外端におけるトレッド厚さとが等しいため、製品タイヤが路面に接地したときに、加硫済みトレッドの短手方向最外端が接地し過すぎることを防止できる。
本構成によれば、タイヤ設計時の性能を備えた偏摩耗の生じない転がり抵抗の小さいタイヤとすることができる。
本構成によれば、製品タイヤの踏面と路面とをバランスよく接地させることができるのでタイヤにおけるトレッドの偏摩耗を抑制することができる。
図1(a),(b)に示すように、本発明に係るトレッド1は、台タイヤ2の外周面に形成された接着層3を介して貼着される。図2に示すように、トレッド1は、所定寸法の帯状に加硫成型されたものである。トレッド1の幅方向(短手方向)の断面形状は、略台形形状であって、台タイヤ2に貼着される非踏面1a側が直線状に、路面と接地する踏面1b側が波状に成型される。
トレッド1の踏面1bには、台タイヤ2に貼着された際の円周方向(長手方向)に沿って延長する複数の主溝M1;M2と、隣接する主溝M1;M2及び主溝M1;M1同士をトレッド1の幅方向において接続する幅方向溝N1;N2;N3とが形成される。
主溝M1は、幅方向中心である赤道側に位置し、主溝M2は主溝M1よりも幅方向外側に位置する最外溝である。主溝M1;M2の溝底には、例えばトレッド1の摩耗限界を示すウェアインジケータが形成される(JIS D 4230)。
図2,図3に示すように、路面と接地する側となる踏面1bには、幅方向溝N1が主溝M1;M1同士を接続し、長手方向に沿って周期的又は非周期的に形成されることにより、トレッド1の幅方向中央部において幅方向溝N1;N1により区画されるセンターブロック5が形成される。また、踏面1bには、幅方向溝N2が主溝M1;M2同士を接続し、長手方向に沿って周期的又は非周期的に形成されることにより、センターブロック5の幅方向外側において幅方向溝N2;N2により区画されるサイドブロック6が形成される。
また、踏面1bには、幅方向溝N3が主溝M2とトレッド側端面S(以下、側端面Sという)とを接続し、長手方向に沿って周期的又は非周期的に形成されることにより、サイドブロック6の幅方向外側において幅方向溝N3;N3により区画されるショルダーブロック7が形成される。
なお、本実施形態では、説明を簡易化するためトレッドパターンを図3,図4に示すトレッド幅方向中心である赤道P1(以下、幅方向中心P1という)を基準として対称なものとして説明するが、具体的なトレッドパターンの態様はこれに限られるものではない。
図3,図4に示すように、センターブロック5は、トレッド1の幅方向中央に位置し、幅方向中心P1を挟んで幅方向に跨って形成される。
また、主溝M1の幅方向外側の端縁P3における非踏面1aから踏面1bまでの厚さH3は、前述の端縁P2における厚さH2よりもさらに薄く形成される。端縁P3は、踏面1b側において主溝M1が開口する外側の溝端(外側溝端)である。
サイドブロック6とショルダーブロック7とを区画する主溝M2の幅方向中心P1側の端縁P4における非踏面1aから踏面1bまでの厚さH4は、前述の端縁P3における厚さH3よりもさらに薄く形成される。端縁P4は、踏面1b側において主溝M2が開口する赤道側の溝端(赤道側溝端)である。
なお、幅方向中心P1から各端縁P2;P3;P4を結ぶ断面形状線は、例えばバフラインに近似した滑らかな曲線となるように形成されるのが望ましいが、例えば同一のブロック中において段階的或いは直線的に延長する形状であってもよく、厚さの減少率も任意に設定可能である。
主溝M2の幅方向外側の端縁P5における非踏面1aから踏面1bまでの厚さH5は、例えば前述の端縁P4における厚さH4よりもさらに薄く形成される。端縁P5は、踏面1b側において開口する主溝M2の幅方向外側の溝端(幅方向外側溝端)である。トレッド1の側端面Sの踏面1b側の端縁P6における非踏面1aから踏面1bまでの厚さH6は、端縁P5の厚さH5よりも厚く形成される。端縁P6は、踏面1bと側端面Sとが接続する踏面1bにおける幅方向最外端である。つまり、端縁P6は、トレッド1における接地領域の幅方向最外端である。
より詳細には、主溝M2の幅方向外側の端縁P5における厚さH5を端縁P4における厚さH4よりもさらに薄く形成し、端縁P5から幅方向最外の端縁P6にかけて断面厚さを漸次増加させ、端縁P6における厚さH6が端縁P4における厚さH4と同一となるように形成される。
換言すれば、端縁P6における厚さH6が、端縁P4における厚さH4と等しくなるように端縁P5から厚さが漸増する。また、断面形状において、端縁P5と端縁P6とを結ぶ形状線は、例えば直線として設定される。
また、トレッド1の幅方向最外に位置する主溝M2の外側の端縁P5から幅方向最外端である端縁P6にかけて厚さが漸次増加するように形成しておくことで、貼着面において曲率の変化が大きい台タイヤ2のショルダー部に沿って曲げて貼着しても、端縁P5から端縁P6にかけて最適な曲線となるように貼着することができる。即ち、トレッド1が貼着面に貼着されると、台タイヤ2のショルダー部における貼着面の大きな曲率の変化によって端縁P5と端縁P6とに製品タイヤにおける半径差が生じ易いが、端縁P5から端縁P6にかけて厚さが漸次増加していることで、当該半径差を小さくすることができる。また、端縁P6における厚さH6が端縁P4における厚さH4と同一となるように形成しておくことにより、トレッド1を貼着面に貼着したときに、端縁P4から端縁5を経て端縁P6までを滑らかな曲線とすることができる。よってトレッド1が適用された製品タイヤが路面に接地したときに、加硫済みトレッドの踏面1bの幅方向最外端である端縁P6が接地しすぎることを防止できる。
図示は省略するが、加硫装置は、トレッド1の踏面1b側を型付けする踏面側金型と、非踏面1a側を型付けする非踏面側金型とを備え、両金型によって形成される成型空間内に予め帯状に形成されたトレッド部材を収容することにより、一定の圧力を印加した状態で加熱することが可能な装置である。
踏面側金型の表面には、トレッド1が有するトレッドパターンの形状を反転させた形状の凹凸が形成されており、トレッド部材の表面が踏面側金型の表面に押し付けられることにより、所望のトレッドパターンを有するトレッド1を得ることができる。また、非踏面側金型の表面は平坦面として形成されており、当該平坦面と対向する面がトレッド1の非踏面として形成される。
つまり、トレッド1は、接着層3を介して台タイヤ2と予備的に一体化される。次に、予備的に一体化されたトレッド1及び台タイヤ2は、エンベロープと呼ばれる密閉袋体内に収容される。
エンベロープは、内部の空気を脱気可能なバルブを有し、トレッド1及び台タイヤ2を収容した後にバルブを介して内部の空気を脱気することにより、エンベロープの表面をトレッド1及び台タイヤ2の表面に密着させる。そして、エンベロープによって圧力が印加された状態のトレッド1及び台タイヤ2は、加硫缶と呼ばれる加硫装置内に搬入される。加硫装置内に搬入されたトレッド1及び台タイヤ2における接着層3としてのクッションゴムは、一定時間に渡って所定圧力と温度が付与された状態に置かれることにより加硫が進行し、トレッド1と台タイヤ2とを強固に一体化し、製品タイヤの製造が完了する。
図6(a)は、本発明に基づいて加硫成型されたトレッド1の断面形状を示し、図6(b)は、従来の断面厚さが一定の平板状のトレッド10の断面形状を示す。図6(c)は、本発明に係るトレッド1が適用された製品タイヤの接地形状を示し、図6(d)は、従来のトレッド10が適用されたタイヤの接地形状を示す。図6(e)は、図6(c),(d)の接地形状における接地長の長さの違いを表にしたものである。なお、表において、接地長は、トレッド中心P1におけるタイヤ円周方向の接地長L1を基準(100)とし、各端縁P4~P6における接地長L4~L6を接地長L1に対する割合で示してある。
実施例1では、275/80R22.5の使用済みタイヤをバフ掛けした台タイヤ2に対して、本発明に係るトレッド1と、比較例として加硫成型されたトレッド10とをそれぞれ貼着して製品タイヤを試作して比較試験を行った。
図6(b)に示すように、比較例に係るトレッド10α(10)は、幅方向中心P1から端縁P6までの厚さが18.8mmで一定の平板状に形成したものである。
図6(c),図6(d),図6(e)に示すように、製品タイヤAは、タイヤ設計時において想定された目標とする形状(接地長)と一致することが分かる。即ち、トレッド1αの断面厚さが、幅方向中心P1から幅方向最外に位置する主溝M2における幅方向中心P1側の端縁P4にかけて漸減し、主溝M2の外側溝端である端縁P5から幅方向外側端にかけて漸増するように成型しておくことで、所望の接地形状となる製品タイヤAを製造することができる。特に、内圧が印加された状態の最も径変化の大きい、主溝M2よりも幅方向外側において、踏面1bは所望の形状となったことにより、偏摩耗は見られなかった。よって本発明のトレッド1αが適用されてなる製品タイヤAは、タイヤ設計時の性能を備えた偏摩耗の生じない転がり抵抗の小さいタイヤとなる。
一方で、製品タイヤBは、タイヤ設計時において想定された目標よりも全体的に接地長が長くなる傾向にあり、特に端縁P5における接地長L5は、幅方向中心P1における接地長L1よりも長くなっている。つまり、トレッド10αが貼着された製品タイヤBは、端縁P5が局所的に路面に対して強く押し付けられることとなるため、タイヤ全体が均一に摩耗せず、当該部分において偏摩耗が生じる結果となった。このような偏摩耗は、転がり抵抗を増加させる要因となり、操縦時における不安定さを生じさせることとなってしまう。
図7(a)は、本発明に基づいて加硫成型されたトレッド1の断面形状を示し、図7(b)は、従来の断面厚さが一定の平板状のトレッド10の断面形状を示す。図7(c)は、本発明に係るトレッド1が適用された製品タイヤの接地形状を示し、図7(d)は、従来のトレッド10が適用されたタイヤの接地形状を示す。図7(e)は、図7(c),(d)の接地形状における接地長の長さの違いを表にしたものである。なお、表において、接地長は、トレッド中心P1におけるタイヤ円周方向の接地長L1を基準(100)とし、各端縁P4~P6における接地長L4~L6を接地長L1に対する割合で示してある。
実施例2では、実施例1とはタイヤサイズの異なる11R22.5の使用済みタイヤをバフ掛けした台タイヤ2に対して、本発明に係るトレッド1と、比較例として加硫成型されたトレッド10とをそれぞれ貼着して製品タイヤを試作して比較試験を行った。
図7(b)に示すように、比較例に係るトレッド10β(10)は、幅方向中心P1から端縁P6までの厚さが18.8mmで一定の平板状に形成したものである。
図7(c),図7(d),図7(e)に示すように、製品タイヤAは、タイヤ設計時において想定された目標とする形状(接地長)と一致することが分かる。即ち、トレッド1βの断面厚さが、幅方向中心P1から幅方向最外に位置する主溝M2の幅方向中心P1側の端縁P4にかけて漸減し、主溝M2の幅方向外側の端縁P5から幅方向最外端である端縁P6にかけて一定に成型しておくことで、所望の接地形状となる製品タイヤAを製造することができる。特に、本実施例の製品タイヤAは、実施例1の製品タイヤAに比べて偏平率が大きいため、主溝M2の外側の端縁P5から幅方向外側端にかけて一定に成型しておくことにより、内圧が印加された状態において最もタイヤの直径の変化の大きい主溝M2よりも幅方向外側で、踏面1bが所望の形状となったことにより、偏摩耗が見られなかった。よって本発明のトレッド1βが適用されてなる製品タイヤAは、タイヤ設計時の性能を備えた偏摩耗の生じない転がり抵抗の小さいタイヤとなる。
一方で、本実施例の製品タイヤBは、実施例1の製品タイヤBよりも偏平率が大きいことから、タイヤ設計時において想定された目標値よりもトレッド10βの幅方向外側において接地長が長くなる傾向にあり、特に端縁P6における接地長L6は、目標値よりもはるかに長くなっている。つまり、トレッド10βが貼着された製品タイヤBは、ショルダーブロック7が路面に対して強く押し付けられることとなるため、タイヤ全体が均一に摩耗せず、特に端縁P6において偏摩耗が生じる結果となった。このような偏摩耗は、転がり抵抗を増加させる要因となり、操縦時における不安定さを生じさせることとなってしまう。
また、端縁P4の厚さH4に対する端縁P5の厚さH5が、同じ、又は、厚くなるように適宜設定することにより、タイヤショルダー部である幅方向外側においてエッジ効果が得られるので旋回性及び安定性を向上させることができる。
また、上記実施形態において台タイヤは、使用済みタイヤから摩耗したトレッド部をバフ掛けして成形するとしたが、新品の台タイヤとして加硫成型された台タイヤのクラウン部をバフ掛けして成形されたものでも良い。
3 接着層、4 トレッドブロック、5 センターブロック、
6 サイドブロック、7 ショルダーブロック、H1乃至H6 厚さ、
L1;L4;L5;L6 接地長、M1;M2 主溝、
N1;N2;N3 幅方向溝、P1 トレッド中心、P2乃至P6 端縁。
Claims (7)
- トレッドの長手方向に延長する溝をトレッドの短手方向に複数本備え、
トレッドの短手方向断面におけるトレッド厚さが、赤道から短手方向最外に位置する最外溝の赤道側溝端にかけて漸減し、該最外溝の短手方向外側溝端から短手方向外側にかけて漸増する加硫済みトレッド。 - トレッドの長手方向に延長する溝をトレッドの短手方向に複数本備え、
トレッドの短手方向断面におけるトレッド厚さが、赤道から短手方向最外に位置する最外溝の赤道側溝端にかけて漸減し、該最外溝の短手方向外側溝端から短手方向外側にかけて一定である加硫済みトレッド。 - 前記トレッドの短手方向断面における短手方向最外端のトレッド厚さが、赤道における断面厚さよりも薄い請求項1又は請求項2記載の加硫済みトレッド。
- 前記トレッドの短手方向断面において、前記最外溝の赤道側溝端のトレッド厚さの方が、最外側溝の短手方向外側溝端のトレッド厚さよりも厚い請求項1乃至請求項3いずれか記載の加硫済みトレッド。
- 前記トレッドの短手方向断面において、前記最外溝の赤道側溝端のトレッド厚さと、トレッドの短手方向最外端におけるトレッド厚さとが等しい請求項1乃至請求項3いずれか記載の加硫済みトレッド。
- 前記トレッド短手方向断面におけるトレッド厚さは、赤道から短手方向最外に位置する最外溝の赤道側溝端まで曲線状に漸減することを特徴とする請求項1乃至請求項5いずれか記載の加硫済みトレッド。
- 前記請求項1乃至請求項6いずれか記載の加硫済みトレッドを備えたタイヤ。
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BR112013024704A BR112013024704B8 (pt) | 2011-07-15 | 2012-07-11 | Banda de rodagem curada e pneu |
US14/113,281 US9994076B2 (en) | 2011-07-15 | 2012-07-11 | Cured tread and tire |
RU2013156337/11A RU2539441C1 (ru) | 2011-07-15 | 2012-07-11 | Вулканизированный протектор и шина |
CN201280020826.3A CN103502023B (zh) | 2011-07-15 | 2012-07-11 | 硫化胎面和轮胎 |
EP12814666.9A EP2692545B1 (en) | 2011-07-15 | 2012-07-11 | Cured tread and tire |
US14/711,424 US10076934B2 (en) | 2011-07-15 | 2015-05-13 | Cured tread and tire |
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JP2011157094A JP5214776B2 (ja) | 2011-07-15 | 2011-07-15 | 加硫済みトレッド |
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US14/711,424 Division US10076934B2 (en) | 2011-07-15 | 2015-05-13 | Cured tread and tire |
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EP (1) | EP2692545B1 (ja) |
JP (1) | JP5214776B2 (ja) |
CN (2) | CN103502023B (ja) |
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- 2012-07-11 EP EP12814666.9A patent/EP2692545B1/en not_active Not-in-force
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JP2013022983A (ja) | 2013-02-04 |
CN103502023A (zh) | 2014-01-08 |
CN103502023B (zh) | 2015-09-16 |
BR112013024704A2 (pt) | 2016-12-20 |
CN104802603A (zh) | 2015-07-29 |
CN104802603B (zh) | 2017-04-12 |
US9994076B2 (en) | 2018-06-12 |
JP5214776B2 (ja) | 2013-06-19 |
BR112013024704B8 (pt) | 2021-10-13 |
BR112013024704B1 (pt) | 2021-07-20 |
US10076934B2 (en) | 2018-09-18 |
RU2539441C1 (ru) | 2015-01-20 |
EP2692545B1 (en) | 2016-01-06 |
US20140041775A1 (en) | 2014-02-13 |
EP2692545A1 (en) | 2014-02-05 |
EP2692545A4 (en) | 2014-10-22 |
US20150283860A1 (en) | 2015-10-08 |
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