WO2014133173A1 - 空気入り安全タイヤ - Google Patents
空気入り安全タイヤ Download PDFInfo
- Publication number
- WO2014133173A1 WO2014133173A1 PCT/JP2014/055188 JP2014055188W WO2014133173A1 WO 2014133173 A1 WO2014133173 A1 WO 2014133173A1 JP 2014055188 W JP2014055188 W JP 2014055188W WO 2014133173 A1 WO2014133173 A1 WO 2014133173A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- tire
- carcass ply
- rubber
- cord
- pneumatic safety
- Prior art date
Links
- 229920001971 elastomer Polymers 0.000 claims abstract description 77
- 239000005060 rubber Substances 0.000 claims abstract description 77
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- 230000001070 adhesive effect Effects 0.000 claims abstract description 68
- 239000000203 mixture Substances 0.000 claims abstract description 36
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- -1 polyethylene terephthalate Polymers 0.000 description 20
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- 238000000034 method Methods 0.000 description 8
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- GHMLBKRAJCXXBS-UHFFFAOYSA-N resorcinol Chemical compound OC1=CC=CC(O)=C1 GHMLBKRAJCXXBS-UHFFFAOYSA-N 0.000 description 8
- 229960001755 resorcinol Drugs 0.000 description 8
- KGIGUEBEKRSTEW-UHFFFAOYSA-N 2-vinylpyridine Chemical compound C=CC1=CC=CC=N1 KGIGUEBEKRSTEW-UHFFFAOYSA-N 0.000 description 7
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- UPMLOUAZCHDJJD-UHFFFAOYSA-N 4,4'-Diphenylmethane Diisocyanate Chemical compound C1=CC(N=C=O)=CC=C1CC1=CC=C(N=C=O)C=C1 UPMLOUAZCHDJJD-UHFFFAOYSA-N 0.000 description 3
- 150000001875 compounds Chemical class 0.000 description 3
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- FKTHNVSLHLHISI-UHFFFAOYSA-N 1,2-bis(isocyanatomethyl)benzene Chemical compound O=C=NCC1=CC=CC=C1CN=C=O FKTHNVSLHLHISI-UHFFFAOYSA-N 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
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- RRAMGCGOFNQTLD-UHFFFAOYSA-N hexamethylene diisocyanate Chemical compound O=C=NCCCCCCN=C=O RRAMGCGOFNQTLD-UHFFFAOYSA-N 0.000 description 2
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- 230000000379 polymerizing effect Effects 0.000 description 2
- 229920002215 polytrimethylene terephthalate Polymers 0.000 description 2
- 229920003987 resole Polymers 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- DVKJHBMWWAPEIU-UHFFFAOYSA-N toluene 2,4-diisocyanate Chemical compound CC1=CC=C(N=C=O)C=C1N=C=O DVKJHBMWWAPEIU-UHFFFAOYSA-N 0.000 description 2
- 238000004073 vulcanization Methods 0.000 description 2
- 244000043261 Hevea brasiliensis Species 0.000 description 1
- 235000021355 Stearic acid Nutrition 0.000 description 1
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 description 1
- XLOMVQKBTHCTTD-UHFFFAOYSA-N Zinc monoxide Chemical compound [Zn]=O XLOMVQKBTHCTTD-UHFFFAOYSA-N 0.000 description 1
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- 239000007864 aqueous solution Substances 0.000 description 1
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- WSFSSNUMVMOOMR-NJFSPNSNSA-N methanone Chemical compound O=[14CH2] WSFSSNUMVMOOMR-NJFSPNSNSA-N 0.000 description 1
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- 229920001194 natural rubber Polymers 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- QIQXTHQIDYTFRH-UHFFFAOYSA-N octadecanoic acid Chemical compound CCCCCCCCCCCCCCCCCC(O)=O QIQXTHQIDYTFRH-UHFFFAOYSA-N 0.000 description 1
- OQCDKBAXFALNLD-UHFFFAOYSA-N octadecanoic acid Natural products CCCCCCCC(C)CCCCCCCCC(O)=O OQCDKBAXFALNLD-UHFFFAOYSA-N 0.000 description 1
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Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
- B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
- B60C1/0041—Compositions of the carcass layers
-
- 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
-
- 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
- B60C15/0603—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead characterised by features of the bead filler or apex
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/0042—Reinforcements made of synthetic materials
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K3/00—Use of inorganic substances as compounding ingredients
- C08K3/02—Elements
- C08K3/04—Carbon
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K3/00—Use of inorganic substances as compounding ingredients
- C08K3/02—Elements
- C08K3/06—Sulfur
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K3/00—Use of inorganic substances as compounding ingredients
- C08K3/18—Oxygen-containing compounds, e.g. metal carbonyls
- C08K3/20—Oxides; Hydroxides
- C08K3/22—Oxides; Hydroxides of metals
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K5/00—Use of organic ingredients
- C08K5/04—Oxygen-containing compounds
- C08K5/09—Carboxylic acids; Metal salts thereof; Anhydrides thereof
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K5/00—Use of organic ingredients
- C08K5/16—Nitrogen-containing compounds
- C08K5/17—Amines; Quaternary ammonium compounds
- C08K5/18—Amines; Quaternary ammonium compounds with aromatically bound amino groups
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K5/00—Use of organic ingredients
- C08K5/36—Sulfur-, selenium-, or tellurium-containing compounds
- C08K5/45—Heterocyclic compounds having sulfur in the ring
- C08K5/46—Heterocyclic compounds having sulfur in the ring with oxygen or nitrogen in the ring
- C08K5/47—Thiazoles
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L7/00—Compositions of natural rubber
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L9/00—Compositions of homopolymers or copolymers of conjugated diene hydrocarbons
- C08L9/06—Copolymers with styrene
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L91/00—Compositions of oils, fats or waxes; Compositions of derivatives thereof
-
- 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
- B60C15/0603—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead characterised by features of the bead filler or apex
- B60C2015/061—Dimensions of the bead filler in terms of numerical values or ratio in proportion to section height
-
- 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
- B60C2015/0614—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead characterised by features of the chafer or clinch portion, i.e. the part of the bead contacting the rim
-
- 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
- B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
- B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts
- B60C2017/0054—Physical properties or dimensions of the inserts
Definitions
- the present invention relates to a pneumatic safety tire (hereinafter, also simply referred to as “tire”).
- a side-reinforcement type tire that can safely travel a certain distance without losing its load-bearing capacity.
- Various safety tires have been proposed.
- a side-reinforced safety tire is a crescent-shaped side reinforcing rubber layer with a relatively high modulus on the inner surface of the carcass on the side wall of the tire to improve the rigidity of the side wall and reduce the side pressure when the internal pressure decreases.
- polyester cords such as polyethylene terephthalate (PET) are widely used.
- Aramid cords are also widely used.
- Patent Document 1 discloses a two-bath treatment in which PET is once immersed in an epoxy adhesive and then immersed again in an RFL adhesive. Yes.
- an object of the present invention is to provide a pneumatic safety tire with improved durability by improving the compression fatigue resistance of the carcass ply cord and improving the heat-resistant adhesion between the carcass ply cord and the rubber. It is in.
- the pneumatic safety tire of the present invention has a skeleton of a carcass made of at least one carcass ply extending between a pair of bead cores embedded in a pair of bead portions, and a tire width of a side wall portion of the carcass.
- a pneumatic safety tire provided with a side reinforcing rubber on the inner side in the direction, wherein in the cross section in the tire width direction, the area of the side reinforcing rubber is S1, and the area of the bead filler arranged on the outer side in the tire radial direction of the bead core is S2.
- the reinforcing cord of the carcass ply is made of polyester fiber and / or aramid fiber, and the thermosetting resin containing blocked isocyanate is 35 to 35 parts by mass with respect to 100 parts by mass of the latex solids. It is characterized by being coated with an adhesive composition blended at 100 parts by mass.
- a pneumatic safety tire with improved durability can be realized by adopting the above configuration.
- (A)-(c) is the width direction one side sectional view which shows an example of the pneumatic safety tire of this invention. It is a partially cutaway perspective view showing still another example of the pneumatic safety tire of the present invention. It is explanatory drawing which shows the generation
- FIG. 1A shows a cross-sectional view in one side in the width direction showing an example of the pneumatic safety tire of the present invention.
- the pneumatic safety tire of the present invention has a carcass 2 including at least one carcass ply extending between a pair of bead cores 1 embedded in a pair of bead portions 11 as a skeleton.
- the illustrated tire includes two belt layers 3 on the outer side in the radial direction of the crown portion of the carcass 2 and so-called side reinforcing rubber 4 having a substantially crescent-shaped cross section on the inner side in the tire width direction of the sidewall portion 12 of the carcass 2. This is a side-reinforced safety tire.
- the side reinforcing rubber 4 having a substantially crescent-shaped cross section on the inner side in the tire width direction of the carcass ply in the vicinity of the maximum tire width.
- rubber having a high elastic modulus may be inserted in the vicinity of a portion where the carcass ply 2 and the bead core 1 are adjacent and in the vicinity of a portion where the rim and the tire are in contact with each other. It is effective.
- the rigidity of the sidewall portion can be controlled by the area S1 of the side reinforcing rubber 4, and the rigidity of the bead portion is the sum of the area S2 of the bead filler 5 and the area S3 of the rubber chafer 6 (S2 + S3). It is thought that it can be controlled by.
- the inventor has prescribed the relationship between the area S1 of the side reinforcing rubber 4 and the sum of the areas of the bead filler 5 and the rubber chafer 6 (S2 + S3) according to the above formula (1).
- the tire of the present invention has the following formula (3), 0.20 ⁇ (S2 + S3) /S1 ⁇ 1.50 (3) Shall be satisfied. Thereby, tire durability at the time of run flat running can be further improved.
- the area S2 of the bead filler 5 in the sum of the areas of the bead filler 5 and the rubber chafer 6 (S2 + S3) It is necessary that the value of the ratio S2 / (S2 + S3) satisfies the above formula (2).
- the value of S2 / (S2 + S3) is larger than 0.9, the compression input to the carcass ply increases along with the deformation of the sidewall portion when the tire is bent under load and the strength of the cord is increased. Decrease increases.
- the value of S2 / (S2 + S3) may be zero, that is, the bead filler 5 may not be arranged in the present invention.
- the tire of the present invention has the following formula (4): 0 ⁇ S2 / (S2 + S3) ⁇ 0.80 (4) Shall be satisfied. This makes it possible to avoid a decrease in cord strength after running.
- the area S1 of the side reinforcing rubber 4, the area S2 of the bead filler 5, and the area S3 of the rubber chafer 6 are the above formulas (1) and (2), preferably the above What is necessary is just to satisfy
- the side reinforcing rubber 4 is arranged between the end of the belt 3 and the bead portion 11 beyond the tire maximum width portion between the tire carcass ply 2 and the inner liner (not shown).
- the side reinforcement rubber 4 is not limited to when comprised with 1 type of rubber compositions, You may consist of the laminated structure and combined structure of multiple types of rubber
- the bead filler 5 is usually between a carcass ply main body portion 2A extending in a toroidal shape between the bead cores 1 and a carcass ply turn-up portion 2B which is folded around the bead core 1 from the inside to the outside.
- the bead core 1 is disposed on the outer side in the tire radial direction.
- the rubber chafer 6 is in a region where the lower end is inside the tire radial direction from the outer end in the tire radial direction of the bead core 1 and the upper end is a position in the range of 10 to 70% of the tire cross-section height. Be placed.
- the tire cross-sectional height means a height in the tire radial direction in a no-load state when the tire is assembled to an applicable rim and filled with a prescribed air pressure.
- the standard is an industrial standard that is effective in an area where tires are produced or used, which will be described later.
- the reinforcing cord of the carcass ply 2 is made of polyester fiber and / or aramid fiber.
- polyester fiber cords, aramid fiber cords or hybrid cords of polyester fibers and aramid fibers as the reinforcing cords for the carcass ply 2, these fibers have higher strength and rigidity per weight, so that less cords and rubber Thus, while maintaining the strength of the tire, it is possible to secure the roundness of the tire and obtain an excellent effect in maintaining the tire shape.
- Specific examples of the polyester fiber include polyethylene terephthalate (PET), polyethylene naphthalate (PEN), polytrimethylene terephthalate (PTT), and the like.
- PET, PEN, and an aramid fiber can be used suitably as a reinforcement cord of the carcass ply 2.
- PEN has a rigid molecular structure, tire shape retention can be improved.
- the reinforcing cord of the carcass ply 2 is formed by blending a thermosetting resin containing blocked isocyanate in a solid content of 35 to 100 parts by mass with respect to 100 parts by mass of the solid content of latex. It is coated with an adhesive composition.
- the one-bath treatment here means only an adhesive treatment for the cord, and in the present invention, a pretreatment with an epoxy compound or the like is performed at the time of spinning the organic fiber filament constituting the reinforcing cord. Also good.
- thermosetting resin If the content of the thermosetting resin is too small, the dynamic adhesive force required for pneumatic safety tires cannot be secured, so the run flat drum durability level is insufficient, and if too much, the adhesive composition is too hard. The tiredness is remarkably lowered, and the tire durability cannot be ensured regardless of the tire bead structure, and in any case, the desired effect of the present invention cannot be obtained.
- the adhesive composition is preferably blended in the same liquid.
- the adhesive treatment can be performed with a general one-bath facility.
- the proportion of blocked isocyanate in the thermosetting resin is preferably 45 to 90% by mass. If the ratio of the blocked isocyanate is too small, adhesion to the fiber becomes insufficient, and if it is too large, the fiber becomes hard and fatigue properties are deteriorated.
- the isocyanate species of the blocked isocyanate include diphenylmethane diisocyanate (MDI), toluene diisocyanate (TDI), hexamethylene diisocyanate (HDI), xylylene diisocyanate (XDI), etc. Among them, MDI has an adhesive strength. Effective to keep.
- the adhesive composition includes, for example, an RFL adhesive solution containing resorcin, formaldehyde, and rubber latex, and further, an emulsion-polymerized blocked isocyanate compound and ammonia.
- an emulsion-polymerized blocked isocyanate compound 15 to 45% by mass can be suitably used.
- ammonia is used as a reaction catalyst because a metal compound catalyst such as sodium hydroxide accelerates the curing of the RFL adhesive resin and is not suitable for ensuring the flexibility of the adhesive resin. It is. Moreover, since the metal compound catalyst is strongly basic, it is easy to promote deterioration of rubber and cord. On the other hand, since ammonia is weakly basic, the curing reaction proceeds at an appropriate rate. Thereby, the softness
- a metal compound catalyst such as sodium hydroxide accelerates the curing of the RFL adhesive resin and is not suitable for ensuring the flexibility of the adhesive resin. It is. Moreover, since the metal compound catalyst is strongly basic, it is easy to promote deterioration of rubber and cord. On the other hand, since ammonia is weakly basic, the curing reaction proceeds
- the content of the emulsion-polymerized blocked isocyanate compound is 15 to 45% by mass because the adhesive strength is sufficiently obtained when the content of the emulsion-polymerized blocked isocyanate exceeds 45% by mass. This is because the adhesive composition becomes hard, making it difficult to ensure workability during tire manufacture, and is not preferable in terms of cost.
- the content of the emulsion-polymerized blocked isocyanate compound is less than 15% by mass, the affinity for an inactive cord such as polyester is insufficient, and it is difficult to ensure adhesive strength.
- the content is preferably 20 to 40% by mass.
- the blocked isocyanate compound is emulsion-polymerized, it is possible to obtain an effect that work stability can be secured without precipitation of the blocked isocyanate compound during the adhesive treatment.
- ammonia is preferably added at a ratio of 0.5 to 5.0 mol with respect to 1.0 mol of resorcin. If the amount of ammonia added is less than 0.5 mol with respect to 1.0 mol of resorcin, the effect as a resorcin resin catalyst is not sufficient, the aging reaction takes time, and the aging reaction does not proceed sufficiently, and adhesion May not be able to secure the sex. Further, since the amount of ammonia resole is small, the adhesive resin may be cured. On the other hand, if the amount of ammonia added exceeds 5.0 mol, the reaction system is promoted, so that the flexibility of the adhesive resin may be impaired.
- the rubber latex is preferably a copolymer rubber latex of vinyl pyridine, styrene and butadiene, more preferably a copolymer having a double structure consisting of two-stage polymerization of vinyl pyridine, styrene and butadiene.
- a polymerized rubber latex is preferably a copolymer rubber latex of vinyl pyridine, styrene and butadiene, more preferably a copolymer having a double structure consisting of two-stage polymerization of vinyl pyridine, styrene and butadiene.
- a copolymer rubber latex having a double structure comprising a two-stage polymerization of vinylpyridine, styrene and butadiene is a copolymer rubber latex of vinylpyridine, styrene and butadiene, and (i) a styrene content of 10 to 60% by mass, and butadiene After polymerizing a monomer mixture having a content of less than 60% by mass and a vinylpyridine content of 0.5 to 15% by mass, then (ii) a styrene content of 10 to 40% by mass and a butadiene content of A monomer mixture composed of 45 to 75% by mass and a vinylpyridine content of 5 to 20% by mass can be obtained by polymerizing with a styrene content lower than the styrene content used in the polymerization in (i). .
- a shell core type vinylpyridine, styrene, butadiene copolymer rubber latex having a styrene-rich core as the rubber latex.
- a shell-core type rubber latex with a styrene-rich core it is possible to suppress the adhesion deterioration rate of the RFL compound containing isocyanate that has high crosslinkability and facilitates the reaction, and to ensure good heat-resistant adhesion in rubber. it can.
- the blocking agent dissociation temperature of the blocked isocyanate compound is preferably 150 ° C. to 210 ° C.
- the drying process is often performed at 150 ° C. or higher. Therefore, the blocking agent dissociation temperature of the blocked isocyanate compound in the adhesive liquid of the present invention is set to 150 ° C. or higher, and the temperature of both is set to 150 ° C. or higher to suppress the adhesive composition remaining at the center of the cord. it can.
- the adhesive composition can be uniformly coated on the outer side of the tire cord, and the heat resistant adhesion in rubber can be further improved.
- the dissociation temperature of the blocking agent of the blocked isocyanate compound exceeds 210 ° C.
- the adhesive liquid surface is dried first, and the internal adhesive composition is delayed and dried, so that many resin scales called egg blisters are generated. There is a fear. Therefore, the dissociation temperature of the blocking agent of the blocked isocyanate compound is preferably 210 ° C. or lower.
- the RFL adhesive liquid is not particularly limited, and a known RFL adhesive liquid can be used.
- a known RFL adhesive liquid can be used.
- the following formulas (1) and (2) 1 / 2.3 ⁇ R / F ⁇ 1 / 1.1 (1) 1/10 ⁇ RF / L ⁇ 1/4 (2)
- An RFL adhesive solution that satisfies the relationship represented by the following can be preferably used.
- the adhesive treatment using the above adhesive composition can be performed according to a conventional method, and is not particularly limited. Specifically, the adhesive treatment can be performed through at least an impregnation step of impregnating the cord with the adhesive composition and a drying step of drying the obtained cord. For example, a cord fed from an unwinding device is immersed in the adhesive composition, the cord is impregnated with the adhesive composition, and then the cord is sent to a drying zone to dry the cord, and then the dried cord is The cord subjected to the adhesive treatment can be obtained by performing a heat treatment through a heat setting zone and a normalizing thorn, and winding after cooling.
- the method of coating the cord with the adhesive composition is not particularly limited, but in addition to the method of immersing the cord in the adhesive composition, for example, brush coating, casting, spraying, roll coating, knife coating, etc. Can be mentioned.
- a method of immersing a cord in an adhesive composition it is preferable to dilute the adhesive composition of the present invention and impregnate the cord, and then dry the obtained organic fiber cord.
- chord which has adhesion fatigue property and heat resistant adhesiveness in rubber
- the cord after coating with the adhesive composition can be dried at a temperature of 150 to 210 ° C., for example.
- the blocking agent dissociation temperature of the blocked isocyanate compound in the adhesive composition used in the present invention is preferably 150 to 210 ° C. Therefore, by setting the drying temperature to 150 to 210 ° C., it is possible to prevent the adhesive composition from remaining in the center of the cord and coat the adhesive composition uniformly on the outside of the cord. Thereby, the heat-resistant adhesiveness in rubber
- the cord tension T during impregnation can be 0.3 g / d or less, preferably 0.2 g / d or less, more preferably 0.1 g / d or less.
- the treatment temperature can be 210 to 250 ° C.
- the treatment time can be 30 to 120 seconds
- the cord tension can be 0.05 to 1.20 g / d.
- the cord and rubber can be bonded to the cord by a method such as embedding a polyester cord obtained by subjecting the cord to an adhesive treatment with the RFL-based adhesive composition in an unvulcanized rubber.
- a method such as embedding a polyester cord obtained by subjecting the cord to an adhesive treatment with the RFL-based adhesive composition in an unvulcanized rubber.
- the carcass 2 is composed of at least one, for example, 1 to 3, especially 1 to 2, carcass plies formed by coating a plurality of reinforcing cords arranged in parallel with a coating rubber.
- the reinforcing cords of all carcass plies 2 are made of polyester fiber or aramid fiber, and are subjected to the above-mentioned specific adhesive treatment.
- the adhesive strength of the reinforcing cord of the carcass ply 2 is preferably 12 N / piece or more, and particularly preferably 15 N / piece or more.
- the said adhesive force is a value measured by the dynamic adhesion test mentioned later.
- the intermediate elongation at 66N of the carcass ply reinforcement cord in the crown portion taken out from the product tire is 3.5 to 6. It is preferably in the range of 5%, particularly 4.5 to 6.0%, and in the case of the carcass ply reinforcing cord made of aramid fibers, the range of 0.5 to 2.5%.
- the carcass ply 2 is folded around the bead core 1 from the inside to the outside as shown in the drawing.
- the carcass ply turn-up portion 2B is preferably located closer to the bead core 1 than the maximum thickness portion of the side reinforcing rubber 4 as shown in the figure. This is because the ply cord is less likely to be compressed and deformed, so that fatigue of the ply cord can be suppressed and the tire weight can be reduced.
- the folded portion 2B of the carcass ply the height H E from the center of the bead core 1, 30 mm or less, in particular, as being in the range of 5 ⁇ 25 mm, for example, shown in FIG. 1 (b) As described above, the height of the folded end portion of the carcass ply 2 is set low.
- the folded portion 2B of the carcass ply is set low to be positioned bead core 1 side than the maximum thickness of the side reinforcing rubber 4, in particular, when the height H E and 30mm or less, the rim flange compressed input is applied to the load at Since the organic fiber is not disposed in the vicinity of the contact point between the tire and the tire, it is possible to control the tire performance such as steering stability without considering the fatigue property of the cord. If the carcass ply turn-up portion 2B is too high, compression input acts on the rim flange portion, so the end of the nearby reinforcing cord becomes fatigued, which becomes a fracture nucleus, and induces peeling of the rubber layer, There are cases where the durability of the tire during normal running cannot be sufficiently improved.
- the bead filler 5 has a small shape so that the folded portion 2B of the carcass cord immediately follows the inner surface of the tire.
- the carcass cord exists outside the bending deformation, and only the tensile input, not the compression input, is applied to the cord. .
- the height of the bead filler 5 is set to 15 mm or less because the shape and the numerical value of the rim flange are standardized. This is because the carcass cord can be avoided. Further, when the bead filler 5 is 15 mm or less in height, there is a possibility that the compression input is applied to the end of the ply depending on the bending rigidity around the bead, the internal pressure condition, input, and the like. By setting the thickness to 10 mm or less, compression input can be reliably avoided regardless of the type of tire. There is no restriction
- the heights of the carcass ply 2 and the bead filler mean the height in the tire radial direction in a no-load state when the tire is assembled to an applicable rim and filled with a specified air pressure.
- the applicable rim means a rim defined in the following standard
- the prescribed air pressure means an air pressure defined in accordance with the maximum load capacity in the following standard.
- the standard is an industrial standard effective in an area where tires are produced or used. For example, in the United States, the Tire and Rim Association Inc. In Europe, the European Tire and Rim Technical Organization Standards Manual in Japan, and in Japan, the Japan Automobile Tire Association JATMA Year book.
- the belt layer 3 is composed of a rubberized layer of cords, preferably a rubberized layer of steel cords, extending at an angle of 15 ° to 35 ° with respect to the tire equatorial plane, and the two belt layers 3 are usually belts.
- the cords constituting the layer 3 are laminated so as to intersect with each other across the equator plane to constitute a belt.
- the belt is composed of two belt layers 3.
- the number of belt layers constituting the belt is not limited thereto.
- a belt reinforcing layer (cap layer) covering the entire belt comprising a rubberized layer of cords arranged substantially parallel to the tire circumferential direction on the outer side in the tire radial direction of the belt 3,
- a pair of belt reinforcing layers (layer layers) covering only both ends of the cap layer can also be disposed.
- a turbulent-flow generating convex portion 7 may be disposed on the side portion.
- the provision of the turbulent flow generating convex portion 7 improves the heat dissipation effect from the tire surface, suppresses the temperature rise of the tire during run-flat running, and changes the ambient temperature of the carcass 2 to the fibers constituting the carcass 2. It becomes possible to maintain the cord near the temperature at which the heat shrinkage stress is high. As a result, it is possible to obtain an effect of suppressing the bending during the run-flat running, and it is possible to further improve the emergency running life of the run-flat tire.
- FIG. 3 is a partial cross-sectional view showing the vicinity of the surface of the run-flat tire of the present invention.
- the air flow S1 that has been in contact with the tire surface in the portion where the turbulent flow generating convex portion 7 is not formed is generated along with the rotation of the tire. It is peeled off from the tire surface and gets over the turbulent flow generating projection 7.
- a portion (region) S ⁇ b> 2 where the air flow stays is formed on the back side of the turbulent flow generation convex portion 7.
- the air flow S1 rebounds on the tire surface between the next turbulent flow generation convex portion 7 and is peeled off from the tire surface again by the next turbulent flow generation convex portion 7.
- a portion (region) S3 in which the air flow stays is formed on the back side of the next turbulent flow generating projection 7.
- a plurality of turbulent flow generating convex portions 7 are arranged in the tire circumferential direction, and these turbulent flow generating convex portions 7 are arranged as turbulent flow generating convex portions.
- the distance between adjacent turbulent flow generating convex portions 7 at a point at which the width w is divided into two at the center in the longitudinal direction is defined as pitch p
- the height of the turbulent flow generating convex portion 7 is defined as h.
- the value of p / h is less than 1.0, the air flow does not enter the tire surface sandwiched between the adjacent turbulent flow generating projections 7, while if it exceeds 50.0, the influence of turbulence is exerted. In any case, a region that does not reach is generated, and in any case, the heat dissipation efficiency of the portion where the turbulent flow generation convex portion 7 is provided becomes equivalent to the portion where the turbulent flow generating convex portion 7 is not provided.
- the value of p / h is more preferably 2.0 ⁇ p / h ⁇ 24.0, and more preferably 10.0 ⁇ p / h ⁇ 20.0.
- (pw) / w indicates the ratio of the width w of the turbulent flow generation convex portion 7 to the pitch p.
- the small value indicates that turbulent flow is generated with respect to the heat radiating surface. It means that the ratio of the area of the convex part 7 for use increases, that is, the area of the heat radiating surface decreases. Therefore, if the value of (p ⁇ w) / w is less than 1, the area of the heat radiating surface is too small, and a sufficient improvement effect of the heat radiating efficiency cannot be expected, and furthermore, the volume of rubber increases. There is concern about an increase in the heat generated by rubber.
- the value of (pw) / w is preferably 4.0 ⁇ (pw) /w ⁇ 39.0.
- the height h of the turbulent flow generating convex portion 7 satisfies 0.5 mm ⁇ h ⁇ 7 mm and the width w satisfies 0.3 mm ⁇ w ⁇ 4 mm.
- the volume of the turbulent flow generation convex portion 7 increases, heat generation at the turbulent flow generation convex portion 7 increases, and turbulent flow generation occurs.
- the area where the convex portion 7 covers the surface increases and heat is stored on the rubber surface.
- the turbulent flow generation convex portion 7 is arranged such that an angle ⁇ between the longitudinal direction a and the tire radial direction r is 70 ° or less. It is preferable that The air flow on the tire surface on which the turbulent flow generation convex portion 7 is disposed is slightly outward in the tire radial direction due to the centrifugal force generated by the rotation of the tire.
- the angle ⁇ formed by the longitudinal direction a of the turbulent flow generation convex portion 7 with respect to the tire radial direction r is set to 70 ° or less, so that air flows into the tire surface and the rear of the turbulent flow generation convex portion 7 Therefore, the heat retention efficiency can be improved by reducing the staying portions S2 and S3.
- the longitudinal direction “a” of the turbulent flow generation convex portion 7 may be in a range of a total of 140 ° including 70 ° on one side and 70 ° on the other side with reference to the tire radial direction r.
- the air flow velocity varies depending on the position in the tire radial direction r. Therefore, when a plurality of turbulent flow generating convex portions 7 are arranged in the tire radial direction, the angle ⁇ is set according to the position of the turbulent flow generating convex portion 7 in the tire radial direction. It is preferable to make it different for every seven.
- the shape of the turbulent flow generating convex portion 7 is not particularly limited, but preferably, as shown in the drawing, the turbulent flow generating convex portion 7 is at least at the inner side in the tire radial direction, the top portion 7A. It shall have.
- the turbulent flow generation convex portion 7 may have a shape in which the portion corresponding to the top portion 7A is a curved surface in addition to the shape having the four top portions 7A.
- the top portion 7A at least inward in the tire radial direction, a three-dimensional air flow is generated around the top portion 7A, and the heat dissipation effect is further improved.
- the turbulent flow generation convex portion 7 is divided in the longitudinal direction. If the turbulent flow generating projections 7 are divided in the longitudinal direction, the stagnation flow generating projections S2 and S3 generated behind the turbulent flow generating projections 7 during tire rotation are reduced. Average heat dissipation can be achieved over the entire portion where the portion 7 is provided.
- segmentation number of the convex part 7 for turbulent flow generation in this case is not specifically limited, It can select arbitrarily.
- the installation frequency of the turbulent flow generating convex portions 7 in the tire circumferential direction is set.
- the position varies depending on the position in the tire radial direction.
- the flow velocity of air varies depending on the position in the radial direction.
- the heat dissipation efficiency depends on the flow velocity of air flowing on the tire surface.
- a plurality of turbulent flow generating convex portions 7 are installed in the tire circumferential direction and in the radial direction, respectively, and the installation frequency of the turbulent flow generating convex portions 7 in the tire circumferential direction, that is, the number of installation is changed depending on the tire radial direction.
- the non-uniformity of the heat dissipation efficiency due to the difference in the position in the tire radial direction on the surface of the tire can be eliminated.
- a tread pattern is appropriately formed on the surface of the tread portion 13, and an inner liner (not shown) is formed on the innermost layer.
- an inert gas such as nitrogen can be used as the gas filled in the tire.
- 1670 dtex yarn converging bodies which are multi-filaments of general-purpose polyethylene terephthalate (PET) are twisted together with 40 twists per 10 cm in length to obtain 1670 dtex / 2, twist number 40 ⁇ 40
- the twisted cord obtained above is immersed in an epoxy adhesive in one bath according to the description in the following table, and hot at 240 ° C. for 60 seconds under a tension of 2.0 kg / piece in a tri-zone at 160 ° C.
- a cord coated with an adhesive was prepared by applying heat treatment for 120 seconds under a tension of 2.0 kg / piece in the zone for a total of 120 seconds.
- the tension of the last hot zone in the dipping process was finely adjusted so that the intermediate elongation at 66 N load of the cord was 4.3%.
- surface it mix
- FIG. 5 is a perspective view showing a rubber test piece used in the dynamic adhesion test.
- the tire reinforcing polyester cords 22 of the examples and comparative examples are embedded in a rubber matrix so that the cord layers are parallel to each other, and the width W is 50 mm, the length L is 500 mm, and the height.
- Each rubber test piece 21 was produced at H: 5.5 mm.
- the number of cords to be driven was 50/50 mm, the distance h 1 between cords was 2.5 mm, and the distance h 2 from the cord center to the surface was 1.5 mm. As shown in FIG.
- each rubber test piece 21 obtained was hung on a pulley 23 ( ⁇ 50 mm), a load of 50 kg / inch was applied in the cord axis direction, and tension and compressive force were circulated 300,000 times cyclically at 100 rpm. Loaded.
- the above test was carried out in a thermostatic chamber capable of keeping the atmospheric temperature constant, and the dynamic adhesion at room temperature and at a high temperature of 100 ° C. was tested. After the test, the sample was cooled and then the tensile strength of the cord on the tensile side was measured (N / piece) to determine the dynamic adhesive strength.
- the rubber matrix used for the sample preparation was natural rubber 60.0 parts by mass, styrene butadiene rubber (SBR) 40.0 parts by mass, carbon black (HAF) 45.0 parts by mass, softener (spindle oil) 2 0.0 part by mass, 3.0 parts by mass of zinc white, 1.0 part by mass of anti-aging agent (NOCRACK 6C, manufactured by Ouchi Shinsei Chemical Industry Co., Ltd.), vulcanization accelerator (Noxeller NS, Ouchi Shinsei Chemical Industry ( Co., Ltd.) 0.8 parts by mass, 1.0 parts by mass of stearic acid and 3.0 parts by mass of sulfur.
- the pulling speed during the adhesion test was 300 mm / min.
- the rubber test piece was produced under vulcanization conditions of 160 ° C. ⁇ 20 minutes. The results were evaluated as ⁇ when the dynamic adhesive force was 15 (N / piece) or more, ⁇ when 12 to 15 (N / piece), and x when less than 12 (N / piece).
- cords obtained above were covered with rubber to obtain rubber-cord composites of Examples and Comparative Examples.
- a treat with 50 shots / 50 mm was produced and applied to a carcass ply to produce a pneumatic safety tire of tire size 225 / 45R17.
- This test tire has a carcass made of a single carcass ply extending between a pair of bead cores embedded in a pair of bead portions, and the outer side in the tire radial direction of the carcass is ⁇ It had two layers of belts (material: steel) that were interlaced with each other at an angle of 40 °.
- side reinforcement rubber is provided on the inner side in the tire width direction of the sidewall portion of the carcass, a bead filler is disposed on the outer side in the tire radial direction of the bead core, and a rubber chafer is disposed on the outer side in the tire width direction of the bead filler and the bead core. It had been.
- Tests for each example and comparative example were made so that the area S1 of the side reinforcing rubber, the area S2 of the bead filler, and the area S3 of the rubber chafer in the tire width direction cross section satisfy the conditions shown in the following table.
- a tire was produced.
- no bead filler was provided.
- the intermediate elongation of the reinforcing cord of the carcass ply at the crown portion of each test tire was taken out from the tire around the belt center portion, the sample length was 125 mm, and the pulling speed was 300 mm / min. It was a numerical value measured with an autograph manufactured by Shimadzu Corporation under the conditions described above, and the elongation at 66 N was expressed as a percentage (%).
- polyester fiber or aramid fiber is used for the carcass ply reinforcement cord, and a predetermined adhesion treatment is performed, and the area of the side reinforcement rubber, bead filler, and rubber chafer in the cross section of the tire width direction is determined.
- the ratio satisfies the predetermined relationship defined by the formulas (1) and (2), compared to the test tire of the comparative example that does not satisfy the above relationship, It was confirmed that the adhesive strength, run flat durability and drum durability were improved as a whole.
- Comparative Example 5 in which the proportion of the thermosetting resin containing the isocyanate compound is too small, the dynamic adhesive force required for the pneumatic safety tire is not obtained, and the run flat drum level is insufficient. Further, in Comparative Example 6 in which the ratio of the thermosetting resin containing an isocyanate compound is too large, the fatigue resistance is remarkably reduced because the adhesive composition is too hard, and sufficient tire durability cannot be obtained.
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Abstract
Description
0.10≦(S2+S3)/S1≦2.50 (1)
0≦S2/(S2+S3)≦0.9 (2)
を満足し、かつ、前記カーカスプライの補強コードが、ポリエステル繊維および/またはアラミド繊維からなるとともに、ラテックスの固形分100質量部に対し、ブロックドイソシアネートを含む熱硬化性樹脂が固形分で35~100質量部にて配合されてなる接着剤組成物により被覆されていることを特徴とするものである。
図1(a)に、本発明の空気入り安全タイヤの一例を示す幅方向片側断面図を示す。図示するように、本発明の空気入り安全タイヤは、一対のビード部11にそれぞれ埋設された一対のビードコア1間に延在する少なくとも1枚のカーカスプライからなるカーカス2を骨格とする。図示するタイヤは、カーカス2のクラウン部タイヤ半径方向外側に2枚のベルト層3を備え、カーカス2のサイドウォール部12のタイヤ幅方向内側に断面略三日月状のサイド補強ゴム4を備える、いわゆるサイド補強タイプの安全タイヤである。
0.10≦(S2+S3)/S1≦2.50 (1)
0≦S2/(S2+S3)≦0.9 (2)
を満足する点が重要である。これは、以下のような理由による。
0.20≦(S2+S3)/S1≦1.50 (3)
を満足するものとする。これにより、ランフラット走行時におけるタイヤ耐久性をより高めることができる。
0≦S2/(S2+S3)≦0.80 (4)
を満足するものとする。これにより、走行後のコード強力の低下を避けることが可能となる。
1/2.3≦R/F≦1/1.1 (1)
1/10≦RF/L≦1/4 (2)
で表わされる関係を満足するRFL接着剤液を好適に用いることができる。
汎用のポリエチレンテレフタレート(PET)のマルチフィラメントである1670dtexのヤーン収束体2本の下撚りおよび上撚りを、長さ10cmあたり40回の撚り数で撚り合わせて、1670dtex/2、撚り数40×40(回/10cm)で表される構造のPETコードを得た。同様にして、ポリパラフェニレンテレフタルアミド(アラミド,Kevler(ケブラー)(東レ・デュポン(株)製))の1100dtex/2、撚り数45×45(回/10cm)で表される構造のコードを準備した。
図5は、動的接着試験に用いたゴム試験片を示す斜視図である。
図示するように、コード層が互いに平行になるように、各実施例および比較例のタイヤ補強用ポリエステルコード22をゴムマトリックス中に埋設して、幅W:50mm、長さL:500mmおよび高さH:5.5mmにて、各ゴム試験片21を作製した。コードの打込み数は50本/50mmとし、コード間距離h1は2.5mm、コード中心から表面までの距離h2は1.5mmとした。図6に示すように、得られた各ゴム試験片21をプーリ23(φ50mm)に掛け、コード軸方向に50kg/inchの荷重を掛け、100rpmにて30万回にわたって循環的に張力および圧縮力を負荷した。上記試験は雰囲気温度を一定に保持できる恒温槽の中にて実施して、室温時および100℃の高温時における動的接着性を試験した。試験後、サンプルを冷却した後に引張側コードの引き起こし接着力(N/本)を測定して、動的接着力とした。ここで、サンプル作製に使用したゴムマトリックスは、天然ゴム60.0質量部、スチレンブタジエンゴム(SBR)40.0質量部、カーボンブラック(HAF)45.0質量部、軟化剤(スピンドルオイル)2.0質量部、亜鉛華3.0質量部、老化防止剤(ノクラック6C,大内新興化学工業(株)製)1.0質量部、加硫促進剤(ノクセラーNS,大内新興化学工業(株)製)0.8質量部、ステアリン酸1.0質量部および硫黄3.0質量部よりなる。接着試験時の引張り速度は300mm/分とした。ゴム試験片は、160℃×20分の加硫条件にて作製した。結果は、動的接着力が15(N/本)以上の場合を◎、12~15(N/本)の場合を○、12(N/本)未満の場合を×とした。
各供試タイヤをJATMAに規定される標準リムにリム組みした後、ドラム試験機に取り付け、バルブコアを抜いて内圧を除去し、JATMAに規定される最大荷重の65%の荷重をかけてランフラット耐久試験を実施し、故障に至るまでの走行距離を測定した。結果は、実施例1を100としたときの指数で表した。この数値が大きいほど、走行距離が長くランフラット耐久性に優れていることを示す。
各供試タイヤをJATMAに規定される標準リムにリム組みした後、ドラム試験機に取り付け、内圧100kPaを充填し、JATMAに規定される最大荷重を負荷して、ドラム上を20000km走行させた。試験終了後に、各供試タイヤを解剖して、カーカスプライの残存強力を測定し、新品時からの強力保持率を評価した。結果は、実施例1の強力保持率を100としたときの指数で表示し、数値が大きいほど、ドラム耐久性に優れていることを表す。その結果を、下記の表中に併せて示す。
Claims (11)
- 一対のビード部にそれぞれ埋設された一対のビードコア間に延在する少なくとも1枚のカーカスプライからなるカーカスを骨格とし、該カーカスのサイドウォール部のタイヤ幅方向内側にサイド補強ゴムを備える空気入り安全タイヤであって、
タイヤ幅方向断面において、前記サイド補強ゴムの面積をS1、前記ビードコアのタイヤ半径方向外側に配置されたビードフィラーの面積をS2、該ビードフィラーおよび該ビードコアのタイヤ幅方向外側に配置されたゴムチェーファーの面積をS3としたとき、下記式(1)および(2)、
0.10≦(S2+S3)/S1≦2.50 (1)
0≦S2/(S2+S3)≦0.9 (2)
を満足し、かつ、前記カーカスプライの補強コードが、ポリエステル繊維および/またはアラミド繊維からなるとともに、ラテックスの固形分100質量部に対し、ブロックドイソシアネートを含む熱硬化性樹脂が固形分で35~100質量部にて配合されてなる接着剤組成物により被覆されていることを特徴とする空気入り安全タイヤ。 - 下記式(3)および(4)、
0.20≦(S2+S3)/S1≦1.50 (3)
0≦S2/(S2+S3)≦0.80 (4)
を満足する請求項1記載の空気入り安全タイヤ。 - 前記カーカスプライの補強コードの接着力が、12N/本以上である請求項1記載の空気入り安全タイヤ。
- 前記カーカスプライが、前記ビードコアの周りにタイヤ内側から外側に向かい折り返されてなり、該カーカスプライの折り返し端部が、前記サイド補強ゴムの最大厚み部分よりもタイヤ半径方向内側に位置している請求項1記載の空気入り安全タイヤ。
- 前記ビードフィラーの高さが15mm以下である請求項1記載の空気入り安全タイヤ。
- 前記カーカスプライが、前記ビードコアの周りにタイヤ内側から外側に向かい折り返されてなり、該カーカスプライの折り返し端部が、該ビードコアの中心から30mm以下の高さに位置する請求項1記載の空気入り安全タイヤ。
- 製品タイヤから取り出した、クラウン部における前記カーカスプライの補強コードの66Nでの中間伸度が、3.5~6.5%の範囲である請求項1記載の空気入り安全タイヤ。
- 前記カーカスプライの補強コードがポリエステル繊維からなり、製品タイヤから取り出した、クラウン部における該カーカスプライの補強コードの66Nでの中間伸度が、3.5~6.5%の範囲である請求項1記載の空気入り安全タイヤ。
- 前記カーカスプライの補強コードがアラミド繊維からなり、製品タイヤから取り出した、クラウン部における該カーカスプライの補強コードの66Nでの中間伸度が、0.5~2.5%の範囲である請求項1記載の空気入り安全タイヤ。
- 前記接着剤組成物が、同一液内で配合されてなる請求項1記載の空気入り安全タイヤ。
- 前記熱硬化性樹脂のうち、前記ブロックドイソシアネートの割合が45~90質量%である請求項1記載の空気入り安全タイヤ。
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US14/766,249 US20150375573A1 (en) | 2013-02-28 | 2014-02-28 | Pneumatic safety tire |
EP14756722.6A EP2946947B1 (en) | 2013-02-28 | 2014-02-28 | Pneumatic safety tire |
CN201480011100.2A CN105189149B (zh) | 2013-02-28 | 2014-02-28 | 充气安全轮胎 |
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JPWO2016143716A1 (ja) * | 2015-03-06 | 2017-12-14 | 株式会社ブリヂストン | タイヤ |
CN108136834A (zh) * | 2015-10-07 | 2018-06-08 | 株式会社普利司通 | 轮胎 |
JP2019521024A (ja) * | 2016-07-01 | 2019-07-25 | コルドサ・テクニク・テクスティル・アノニム・シルケティKordsa Teknik Tekstil Anonim Sirketi | カーカス強化材としての新規バイエラスティックアラミドタイヤコード |
JP2019156047A (ja) * | 2018-03-09 | 2019-09-19 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP2021031032A (ja) * | 2019-08-29 | 2021-03-01 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP7402337B2 (ja) | 2019-11-29 | 2023-12-20 | ブリヂストン ヨーロッパ エヌブイ/エスエイ | 空気入りタイヤの補強層用コードの処理方法 |
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HUE061660T2 (hu) | 2016-09-29 | 2023-07-28 | Kolon Inc | Hibrid gumiabroncs huzal és eljárás annak elõállítására |
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US20150375573A1 (en) | 2015-12-31 |
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CN105189149A (zh) | 2015-12-23 |
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