WO2015076383A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2015076383A1 WO2015076383A1 PCT/JP2014/080949 JP2014080949W WO2015076383A1 WO 2015076383 A1 WO2015076383 A1 WO 2015076383A1 JP 2014080949 W JP2014080949 W JP 2014080949W WO 2015076383 A1 WO2015076383 A1 WO 2015076383A1
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- WO
- WIPO (PCT)
- Prior art keywords
- absorbing material
- tire
- sound absorbing
- splice
- circumferential direction
- Prior art date
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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
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
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- 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
- B29D30/0061—Accessories, details or auxiliary operations not otherwise provided for
Definitions
- the present invention relates to a pneumatic tire in which a band-shaped sound absorbing material is bonded to a region corresponding to a tread portion on the inner surface of a tire, and more specifically, avoids a decrease in fixing strength of the sound absorbing material due to a step of a splice portion of a tire constituent member.
- the present invention relates to a pneumatic tire that can suppress peeling of the sound absorbing material.
- one of the causes of noise is cavity resonance due to vibration of air filled inside the tire.
- the cavity resonance sound is generated when the tread portion vibrates due to road surface irregularities when the tire rolls, and the vibration of the tread portion vibrates the air inside the tire.
- the tread portion of the pneumatic tire is formed so that a step (unevenness) due to the splice portion of the tire constituent member such as the inner liner layer or the carcass layer extends along the tire width direction.
- a step unevenness
- the splice portion of the tire constituent member such as the inner liner layer or the carcass layer
- the deformation of the adhesive layer of the sound absorbing material is increased, and the initial adhesion and adhesion durability are increased. Becomes worse. Therefore, when the sound absorbing material is arranged so as to cross the splice portion of the tire constituent member, there is a problem that the sound absorbing material is easily peeled from the tire inner surface.
- An object of the present invention is to provide a pneumatic tire that avoids a decrease in the fixing strength of the sound absorbing material due to a step of a splice portion of a tire constituent member and can suppress peeling of the sound absorbing material.
- the pneumatic tire of the present invention includes an annular tread portion extending in the tire circumferential direction, a pair of sidewall portions disposed on both sides of the tread portion, and the sidewall portions.
- a pair of bead portions arranged on the inner side in the tire radial direction of the tire, and at least the tread portion is provided with a tire constituent member extending in the tire circumferential direction and spliced at an arbitrary position in the tire circumferential direction.
- the sound absorbing material is intermittently disposed along the tire circumferential direction, and the tire A missing portion of the sound absorbing material is arranged at a position corresponding to the splice portion of the constituent member, and the sound absorbing material is installed so as not to overlap the splice portion.
- the sound absorbing material is installed so as not to overlap the splice portion.
- the sound absorbing material in a pneumatic tire in which a belt-shaped sound absorbing material is bonded to a region corresponding to a tread portion on the inner surface of the tire via a bonding layer along the tire circumferential direction, the sound absorbing material is intermittently disposed along the tire circumferential direction.
- the sound absorbing material lacking portion is arranged at a position corresponding to the splice portion of the tire constituent member, and the sound absorbing material is installed so as not to overlap the splice portion.
- the tire constituent member is an inner liner layer, and a missing portion of the sound absorbing material is disposed at a position corresponding to the splice portion of the inner liner layer.
- the tire constituent member is a carcass layer, and the missing portion of the sound absorbing material is disposed at a position corresponding to the splice portion of the carcass layer.
- the tire constituent members are a carcass layer and an inner liner layer, and a missing portion of the sound absorbing material is disposed at a position corresponding to a splice portion of the carcass layer and the inner liner layer.
- the inner liner layer and carcass layer splices form a step on the inner surface of the tire, affecting the initial adhesion and durability of the sound absorbing material. Can be effectively suppressed.
- the end part of the sound absorbing material in the tire circumferential direction is spliced. It is preferable to dispose from the peripheral region and arrange in the splice adjacent region.
- the sound absorbing material has a sufficient installation length while maintaining good initial adhesiveness and durability of the sound absorbing material. Noise reduction effect can be demonstrated.
- the sound-absorbing material is a single sound-absorbing material extending in the tire circumferential direction, and has a uniform thickness at least in a range corresponding to the adhesive surface in a cross section orthogonal to the longitudinal direction, and the cross-sectional shape thereof extends along the longitudinal direction. And constant. Thereby, the capacity
- the ratio of the volume of the sound absorbing material to the volume of the cavity formed in the tire when the rim is assembled is preferably larger than 20%.
- the volume of the cavity is the volume of the cavity formed between the tire and the rim in a state where the tire is assembled on the regular rim and filled with the regular internal pressure.
- the “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire is based, for example, a standard rim for JATMA, “Design Rim” for TRA, or ETRTO.
- “Measuring Rim” is set. However, if the tire is a new vehicle mounted tire, a genuine wheel on which the tire is assembled is used. “Regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based. The maximum air pressure is JATMA, and the table “TIRE ROAD LIMITS AT VARIOUS” is TRA. The maximum value described in “COLD INFLATION PRESURES”, “INFLATION PRESURE” if it is ETRTO, but if the tire is a new car fitted tire, the air pressure displayed on the vehicle is used.
- the hardness of the sound absorbing material is preferably 60 N to 170 N, and the tensile strength of the sound absorbing material is preferably 60 kPa to 180 kPa or more.
- the sound-absorbing material having such physical properties is excellent in durability against shearing strain caused by expansion due to inflation of the tire and deformation of the tread portion due to ground contact.
- the hardness of the sound absorbing material is measured in accordance with JIS-K6400-2 “Soft foam material—Physical characteristics—Part 2: Determination of hardness and compressive stress—strain characteristics”. It is measured by the method (a method for obtaining a force after 20 seconds after a constant compression of 25%).
- the tensile strength of the sound absorbing material is measured in accordance with JIS-K6400-5 “Soft foam material—physical properties—Part 5: Determination of tensile strength, elongation and tear strength”.
- the adhesive layer is made of a double-sided adhesive tape, and the peel adhesive strength thereof is preferably in the range of 8 N / 20 mm to 40 N / 20 mm.
- the peel adhesive strength of the double-sided adhesive tape is measured according to JIS-Z0237. That is, the double-sided PSA sheet is lined with a 25 ⁇ m thick PET film. The backed adhesive sheet is cut into a 20 mm ⁇ 200 mm square to produce a test piece.
- the release liner is peeled from the test piece, and the exposed adhesive surface is attached to a stainless steel (SUS: B304, surface finish BA) plate as an adherend by reciprocating a 2 kg roller. After holding this in an environment of 23 ° C. and RH 50% for 30 minutes, using a tensile tester, in accordance with JIS Z 0237, in an environment of 23 ° C. and RH 50%, a peeling angle of 180 ° and a tensile speed of 300 mm / min. Under the conditions described above, the 180 ° peeling adhesion to the SUS plate is measured.
- SUS stainless steel
- FIG. 1 is a perspective sectional view showing a pneumatic tire according to an embodiment of the present invention.
- FIG. 2 is a meridian cross-sectional view showing a pneumatic tire according to an embodiment of the present invention.
- FIG. 3 is an equatorial cross-sectional view showing the positional relationship between the missing portion of the sound absorbing material and the splice portion of the inner liner layer in the pneumatic tire of the present invention.
- FIG. 4 is a development view showing the positional relationship between the missing part of the sound absorbing material and the splice part of the inner liner layer in the pneumatic tire of the present invention, and FIGS. 4 (a) to 4 (e) are various modified examples.
- FIG. 5 is an equatorial cross-sectional view showing the positional relationship between the missing part of the sound absorbing material and the splice part of the carcass layer in the pneumatic tire of the present invention.
- FIG. 6 is a development view showing the positional relationship between the missing portion of the sound absorbing material and the splice portion of the carcass layer in the pneumatic tire of the present invention.
- FIGS. 6 (a) to 6 (e) are various modified examples.
- FIG. FIG. 7 is an equatorial cross-sectional view showing the positional relationship between the sound absorbing material missing portion and the splice portions of the carcass layer and the inner liner layer in the pneumatic tire of the present invention.
- FIG. 8 is an equatorial cross-sectional view showing the positional relationship between the sound absorbing material missing portion and the splice portions of the carcass layer and the inner liner layer in the pneumatic tire of the present invention.
- FIG. 9 is a development view showing a preferable arrangement position of the end portion in the tire circumferential direction of the sound absorbing material in the pneumatic tire of the present invention.
- FIG. 1 and FIG. 2 show a pneumatic tire according to an embodiment of the present invention.
- the pneumatic tire of the present embodiment includes a tread portion 1 that extends in the tire circumferential direction and has an annular shape, a pair of sidewall portions 2 that are disposed on both sides of the tread portion 1, and these sidewalls. And a pair of bead portions 3 disposed inside the portion 2 in the tire radial direction.
- a carcass layer 11 is mounted between the pair of bead portions 3 and 3.
- the carcass layer 11 includes a plurality of reinforcing cords extending in the tire radial direction, and is folded from the tire inner side to the outer side around the bead cores 12 arranged in each bead portion 3.
- a bead filler 13 made of a rubber composition having a triangular cross section is disposed on the outer periphery of the bead core 12.
- an inner liner layer 14 is laminated along the tire inner surface 4 inside the carcass layer 11.
- the carcass layer 11 and the inner liner layer 14 are tire constituent members that extend in the tire circumferential direction at least in the tread portion 1 and are spliced at arbitrary positions in the tire circumferential direction.
- the splice portions of the carcass layer 11 and the inner liner layer 14 extend along the tire width direction.
- a plurality of belt layers 15 are embedded on the outer peripheral side of the carcass layer 11 in the tread portion 1.
- These belt layers 15 include a plurality of reinforcing cords inclined with respect to the tire circumferential direction, and are arranged so that the reinforcing cords cross each other between the layers.
- the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set, for example, in a range of 10 ° to 40 °.
- a steel cord is preferably used as the reinforcement cord of the belt layer 15.
- At least one belt cover layer 16 in which reinforcing cords are arranged at an angle of, for example, 5 ° or less with respect to the tire circumferential direction is arranged on the outer peripheral side of the belt layer 15.
- an organic fiber cord such as nylon or aramid is preferably used.
- a band-shaped sound absorbing material 6 is bonded to an area corresponding to the tread portion 1 of the tire inner surface 4 via an adhesive layer 5 along the tire circumferential direction.
- the sound absorbing material 6 is made of a porous material having open cells, and has predetermined sound absorbing characteristics based on the porous structure.
- foamed polyurethane may be used.
- the adhesive layer 5 a paste adhesive or a double-sided adhesive tape can be used as the adhesive layer 5.
- FIG. 3 shows the positional relationship between the missing part of the sound absorbing material and the splice part of the inner liner layer in the pneumatic tire of the present invention in a cross section of the tire equator.
- the sound absorbing material 6 is intermittently disposed along the tire circumferential direction, and the missing portion 6A of the sound absorbing material 6 is disposed at a position corresponding to the splice portion 14A of the inner liner layer 14 (tire component member).
- the sound absorbing material 6 is installed so as not to overlap the splice portion 14A.
- FIG. 4A shows the positional relationship between the sound absorbing material missing portion and the inner liner layer splice in the pneumatic tire of the present invention as seen from the inside of the tire.
- Tc is the tire circumferential direction
- Tw is the tire width direction.
- the splice portion 14A of the inner liner layer 14 and the missing portion 6A of the sound absorbing material 6 both extend in parallel to the tire width direction Tw, and the splice portion 14A is disposed at the center position of the missing portion 6A.
- both the splice portion 14A of the inner liner layer 14 and the missing portion 6A of the sound absorbing material 6 extend in parallel to the tire width direction Tw, and the splice portion 14A is displaced from the center of the missing portion 6A.
- the splice portion 14A of the inner liner layer 14 extends in parallel to the tire width direction Tw, and the missing portion 6A of the sound absorbing material 6 extends while inclining with respect to the tire width direction Tw.
- the portion 14A is arranged at the center position of the missing portion 6A.
- both the splice portion 14A of the inner liner layer 14 and the missing portion 6A of the sound absorbing material 6 extend while inclining with respect to the tire width direction Tw, and the splice portion 14A is located at the center of the missing portion 6A.
- the splice portion 14A of the inner liner layer 14 extends while inclining with respect to the tire width direction Tw, and the missing portion 6A of the sound absorbing material 6 extends in parallel with the tire width direction Tw.
- the portion 14A is arranged at the center position of the missing portion 6A.
- FIG. 5 shows the positional relationship between the missing part of the sound absorbing material and the splice part of the carcass layer in the pneumatic tire of the present invention in a cross section of the tire equator.
- the sound absorbing material 6 is intermittently disposed along the tire circumferential direction, and the missing portion 6A of the sound absorbing material 6 is disposed at a position corresponding to the splice portion 11A of the carcass layer 11 (tire component member). ing. That is, the sound absorbing material 6 is installed so as not to overlap the splice portion 11A.
- the splice portion 11A of the inner liner layer 14 is disposed so as to overlap the sound absorbing material 6, but only the positional relationship between the missing portion 6A of the sound absorbing material 6 and the splice portion 11A of the carcass layer 11 is thus obtained. Can be defined.
- FIGS. 6 (a) to 6 (e) show the positional relationship between the sound absorbing material missing portion and the carcass layer splice in the pneumatic tire of the present invention as seen from the inside of the tire.
- Tc is the tire circumferential direction
- Tw is the tire width direction.
- the splice part 11S of the carcass layer 11 and the missing part 6A of the sound absorbing material 6 both extend in parallel to the tire width direction Tw, and the splice part 11A is arranged at the center position of the missing part 6A. ing.
- the splice portion 11A of the carcass layer 11 and the missing portion 6A of the sound absorbing material 6 both extend parallel to the tire width direction Tw, and the splice portion 11A is shifted from the center of the missing portion 6A.
- the splice portion 11A of the carcass layer 11 extends in parallel to the tire width direction Tw, and the missing portion 6A of the sound absorbing material 6 extends while inclining with respect to the tire width direction Tw.
- 11A is arrange
- both the splice portion 11A of the carcass layer 11 and the missing portion 6A of the sound absorbing material 6 extend while inclining with respect to the tire width direction Tw, and the splice portion 11A is disposed at the center position of the missing portion 6A.
- the splice portion 11A of the carcass layer 11 extends while inclining with respect to the tire width direction Tw, and the missing portion 6A of the sound absorbing material 6 extends in parallel with the tire width direction Tw.
- 11A is arrange
- the band-shaped sound absorbing material 6 when the band-shaped sound absorbing material 6 is bonded to the region corresponding to the tread portion 1 of the tire inner surface 4 along the tire circumferential direction via the adhesive layer 5, the sound absorbing material 6 is aligned along the tire circumferential direction.
- the missing portions 6A of the sound absorbing material 6 are disposed at positions corresponding to the splice portions 11A, 14A of the tire constituent members such as the carcass layer 11 and the inner liner layer 14, and the sound absorbing material 6 is placed in the splice portion 11A.
- the sound absorbing material 6 is intermittently disposed along the tire circumferential direction, and the missing portions 6 ⁇ / b> A of the sound absorbing material 6 are respectively provided at positions corresponding to the splice portions 11 ⁇ / b> A and 14 ⁇ / b> A of the carcass layer 11 and the inner liner layer 14. Is arranged. That is, the sound absorbing material 6 is installed so as not to overlap the splice parts 11A and 14A. Further, as shown in FIG.
- FIG. 9 shows a preferred arrangement position of the end portion of the sound absorbing material in the tire circumferential direction in the pneumatic tire of the present invention.
- a splice peripheral region S1 that is 20 mm or less from the splice portions 11A, 14A in the tire circumferential direction and a splice adjacent region S2 that is 20 mm to 120 mm from the splice portions 11A, 14A in the tire circumferential direction.
- the end portion of the sound absorbing material 6 in the tire circumferential direction does not exist in the splice peripheral region S1.
- the effect of the steps of the splice portions 11A and 14A tends to appear.
- the end of the sound absorbing material 6 in the tire circumferential direction is preferably excluded from the splice peripheral region S1 and disposed in the splice adjacent region S2.
- the installation length of the sound absorbing material 6 is sufficiently secured while maintaining the initial adhesiveness and adhesion durability of the sound absorbing material 6 well. Based on the sound absorbing material 6, an excellent noise reduction effect can be exhibited.
- a single sound absorbing material 6 extends in the tire circumferential direction, and the sound absorbing material 6 has a uniform thickness in a range corresponding to at least an adhesive surface in a cross section perpendicular to the longitudinal direction.
- the cross-sectional shape is preferably constant along the longitudinal direction.
- the cross-sectional shape of the cross section orthogonal to the longitudinal direction of the sound absorbing material 6 is preferably a rectangle (including a square), but depending on the case, it may be an inverted trapezoid so that the bonding surface side becomes narrow. .
- capacitance of the sound-absorbing material 6 per adhesion area can be maximized, and an excellent noise reduction effect can be obtained.
- the sound absorbing material 6 having such a shape is easy to process, the manufacturing cost is also low.
- a cavity 7 is formed between the tire inner surface 4 and the rim, and the volume ratio of the sound absorbing material 6 to the volume of the cavity 7 is larger than 20%. preferable.
- the width of the sound absorbing material 6 is preferably in the range of 30% to 90% of the tire ground contact width.
- the sound absorbing material 6 is preferably non-annular.
- the sound absorbing material 6 preferably has a hardness (JIS-K6400-2) of 60 N to 170 N, and the sound absorbing material 6 has a tensile strength (JIS K6400-5) of 60 kPa to 180 kPa.
- the sound absorbing material 6 having such physical properties has excellent durability against shear strain. If the hardness or tensile strength of the sound absorbing material 6 is too small, the durability of the sound absorbing material 6 will be reduced.
- the hardness of the sound absorbing material 6 is preferably 70 N to 160 N, and more preferably 80 N to 140 N.
- the tensile strength of the sound absorbing material 6 is preferably 75 kPa to 165 kPa, more preferably 90 kPa to 150 kPa.
- the adhesive layer 5 preferably has a peel adhesive strength (JIS-Z0237: 2009) in the range of 8 N / 20 mm to 40 N / 20 mm. Thereby, it is possible to easily perform the attaching operation of the sound absorbing material 6 and the dismantling operation at the time of discarding the tire while keeping the fixing strength of the sound absorbing material 6 good. That is, if the peeling force of the adhesive layer 5 is too weak, the fixed state of the sound absorbing material 6 becomes unstable. Conversely, if the peeling force of the adhesive layer 5 is too strong, the attaching position is changed in the attaching operation of the sound absorbing material 6. It becomes difficult to peel off the sound absorbing material 6 when the tire is discarded.
- the peel adhesive strength of the adhesive layer 5 is preferably 9 N / 20 mm to 30 N / 20 mm, more preferably 10 N / 20 mm to 25 N / 20 mm.
- the tire size is 195 / 65R15 and extends in the tire circumferential direction to form an annular tread portion, a pair of sidewall portions disposed on both sides of the tread portion, and the sidewall portions disposed on the inner side in the tire radial direction.
- a pneumatic tire having a band-shaped sound absorbing material adhered to the region corresponding to the tread portion on the inner surface of the tire via an adhesive layer along the tire circumferential direction.
- the tires of Comparative Example 1 and Examples 1 to 3 were manufactured.
- Example 1 the sound absorbing material is intermittently disposed along the tire circumferential direction as shown in FIG. 3, the sound absorbing material missing portion is disposed at a position corresponding to the splice portion of the inner liner layer, and the sound absorbing material is It installed so that it might not overlap with the splice part of a liner layer.
- Example 2 the sound absorbing material is intermittently disposed along the tire circumferential direction as shown in FIG. 5, the sound absorbing material missing portion is disposed at a position corresponding to the splice portion of the carcass layer, and the sound absorbing material is disposed in the carcass layer. It was installed so as not to overlap with the splice part.
- Example 3 the sound absorbing material is intermittently disposed along the tire circumferential direction as shown in FIG. 7, and the sound absorbing material missing portions are respectively disposed at positions corresponding to the splice portions of the carcass layer and the inner liner layer.
- the sound absorbing material was installed so as not to overlap with the splice portions of the carcass layer and the inner liner layer.
- the cross-sectional shape in the cross section orthogonal to the longitudinal direction of the sound absorbing material was a rectangle, and the cross-sectional shape was constant along the tire circumferential direction.
- the ratio of the volume of the sound absorbing material to the volume of the cavity formed in the tire when assembling the rim was 25%.
- the sound absorbing material had a hardness of 91 N and the sound absorbing material had a tensile strength of 132 kPa.
- the adhesive strength for peeling off the adhesive layer was 16 N / 20 mm.
- the end portion of the sound absorbing material in the tire circumferential direction was disposed at a position 50 mm away from the splice portion in the tire circumferential direction.
- the pneumatic tires of Comparative Example 1 and Examples 1 to 3 were assembled on rim size 15 ⁇ 6 JJ wheels, respectively, and a 100-hour running test was performed with a drum tester under the conditions of an air pressure of 150 kPa, a load of 5 kN, and a speed of 100 km / h. Then, the presence or absence of adhesion peeling of the sound absorbing material was visually confirmed.
- a running test was carried out with a drum tester under the same running conditions as above, and the sound absorbing material was checked for adhesion peeling every 10 hours until the peeling occurred. The distance was determined.
- the evaluation result of the anti-adhesion peeling property was shown as an index with Comparative Example 1 as 100. The larger the index value, the better the adhesion peel resistance. The results are shown in Table 1.
- Example 2 As shown in Table 2, in the tires of Examples 4 to 7 in which the hardness of the sound absorbing material, the tensile strength of the sound absorbing material, and the adhesive strength of the adhesive layer were changed, as in Example 1, the running time was 100 hours. Later, no peeling-off of the sound absorbing material was observed. Further, as is clear from the comparison between Example 1 and Examples 8 to 10, good adhesion peeling is achieved by optimizing the distance in the tire circumferential direction between the end of the sound absorbing material in the tire circumferential direction and the splice part. It turns out that sex is obtained. However, if the distance between the end portion of the sound absorbing material and the splice portion is excessively increased, the noise reduction effect is reduced as the sound absorbing material is decreased.
Abstract
Description
2 ビード部
3 サイドウォール部
4 タイヤ内面
5 接着層
6 吸音材
6A 欠落部
7 空洞部
11 カーカス層(タイヤ構成部材)
11A スプライス部
14 インナーライナー層(タイヤ構成部材)
14A スプライス部
Claims (11)
- タイヤ周方向に延在して環状をなすトレッド部と、該トレッド部の両側に配置された一対のサイドウォール部と、これらサイドウォール部のタイヤ径方向内側に配置された一対のビード部とを備え、少なくとも前記トレッド部にタイヤ周方向に延在してタイヤ周方向の任意の位置でスプライスされたタイヤ構成部材を設けると共に、タイヤ内面の前記トレッド部に対応する領域にタイヤ周方向に沿って接着層を介して帯状の吸音材を接着した空気入りタイヤにおいて、前記吸音材をタイヤ周方向に沿って間欠的に配置し、前記タイヤ構成部材のスプライス部に対応する位置に前記吸音材の欠落部を配置し、該吸音材を前記スプライス部とは重ならないように設置したことを特徴とする空気入りタイヤ。
- 前記タイヤ構成部材がインナーライナー層であり、該インナーライナー層のスプライス部に対応する位置に前記吸音材の欠落部を配置したことを特徴とする請求項1に記載の空気入りタイヤ。
- 前記タイヤ構成部材がカーカス層であり、該カーカス層のスプライス部に対応する位置に前記吸音材の欠落部を配置したことを特徴とする請求項1に記載の空気入りタイヤ。
- 前記タイヤ構成部材がカーカス層及びインナーライナー層であり、前記カーカス層及び前記インナーライナー層のスプライス部に対応する位置にそれぞれ前記吸音材の欠落部を配置したことを特徴とする請求項1に記載の空気入りタイヤ。
- 前記スプライス部からタイヤ周方向に向かって20mm以下となるスプライス周辺領域及び前記スプライス部からタイヤ周方向に向かって20mm~120mmとなるスプライス隣接領域を規定したとき、前記吸音材のタイヤ周方向の端部を前記スプライス周辺領域から排除して前記スプライス隣接領域内に配置したことを特徴とする請求項1~4のいずれかに記載の空気入りタイヤ。
- 前記吸音材はタイヤ周方向に延在する単一の吸音材であり、その長手方向に直交する断面において少なくとも前記接着面に対応する範囲では均一な厚さを有し、その断面形状が長手方向に沿って一定であることを特徴とする請求項1~5のいずれかに記載の空気入りタイヤ。
- リム組み時にタイヤ内に形成される空洞部の体積に対する前記吸音材の体積の比率が20%よりも大きいことを特徴とする請求項1~6のいずれかに記載の空気入りタイヤ。
- 前記吸音材の硬さが60N~170Nであり、前記吸音材の引張り強度が60kPa~180kPaであることを特徴とする請求項1~7のいずれかに記載の空気入りタイヤ。
- 前記接着層は両面接着テープからなり、その引き剥がし粘着力が8N/20mm~40N/20mmの範囲にあることを特徴とする請求項1~8のいずれかに記載の空気入りタイヤ。
- 前記吸音材が連続気泡を有する多孔質材料から構成されることを特徴とする請求項1~9のいずれかに記載の空気入りタイヤ。
- 前記多孔質材料が発泡ポリウレタンであることを特徴とする請求項10に記載の空気入りタイヤ。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2015528760A JP6551228B2 (ja) | 2013-11-21 | 2014-11-21 | 空気入りタイヤ |
DE112014005334.1T DE112014005334B4 (de) | 2013-11-21 | 2014-11-21 | Luftreifen |
US15/038,020 US11124030B2 (en) | 2013-11-21 | 2014-11-21 | Pneumatic tire |
CN201480062533.0A CN105722693B (zh) | 2013-11-21 | 2014-11-21 | 充气轮胎 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2013241360 | 2013-11-21 | ||
JP2013-241360 | 2013-11-21 |
Publications (1)
Publication Number | Publication Date |
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WO2015076383A1 true WO2015076383A1 (ja) | 2015-05-28 |
Family
ID=53179642
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2014/080949 WO2015076383A1 (ja) | 2013-11-21 | 2014-11-21 | 空気入りタイヤ |
Country Status (5)
Country | Link |
---|---|
US (1) | US11124030B2 (ja) |
JP (1) | JP6551228B2 (ja) |
CN (1) | CN105722693B (ja) |
DE (1) | DE112014005334B4 (ja) |
WO (1) | WO2015076383A1 (ja) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2017137032A (ja) * | 2016-02-05 | 2017-08-10 | 横浜ゴム株式会社 | 空気入りタイヤ |
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US20160297260A1 (en) | 2016-10-13 |
CN105722693A (zh) | 2016-06-29 |
JP6551228B2 (ja) | 2019-07-31 |
JPWO2015076383A1 (ja) | 2017-03-16 |
DE112014005334T5 (de) | 2016-08-04 |
CN105722693B (zh) | 2017-12-12 |
US11124030B2 (en) | 2021-09-21 |
DE112014005334B4 (de) | 2022-04-21 |
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