WO2019116861A1 - Tire - Google Patents

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Publication number
WO2019116861A1
WO2019116861A1 PCT/JP2018/043293 JP2018043293W WO2019116861A1 WO 2019116861 A1 WO2019116861 A1 WO 2019116861A1 JP 2018043293 W JP2018043293 W JP 2018043293W WO 2019116861 A1 WO2019116861 A1 WO 2019116861A1
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WO
WIPO (PCT)
Prior art keywords
tire
frame member
layer
cord
tire frame
Prior art date
Application number
PCT/JP2018/043293
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French (fr)
Japanese (ja)
Inventor
健児 松井
吉史 松本
桑原 隆
彩華 三好
福島 敦
Original Assignee
株式会社ブリヂストン
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Application filed by 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Publication of WO2019116861A1 publication Critical patent/WO2019116861A1/en

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C5/00Inflatable pneumatic tyres or inner tubes
    • B60C5/01Inflatable pneumatic tyres or inner tubes without substantial cord reinforcement, e.g. cordless tyres, cast tyres

Definitions

  • the present disclosure relates to a tire in which a tire frame member is formed using a resin material.
  • thermoplastic polymer material such as a thermoplastic elastomer (TPE) and a thermoplastic resin as a tire frame member (for example, 143701)).
  • the side portion When the tire rotates, the side portion is repeatedly deformed. For this reason, when the tire is used for a long time, the resin material constituting the tire frame member may be fatigued, which may cause a minute crack in the tire frame member.
  • a reinforcing layer including a reinforcing cord on the outer side of the tire frame member.
  • the tire side portion is greatly deformed. The cord strongly pressed the tire frame member at the portion, stress may be applied to the tire frame member in the vicinity of the cord, and a crack may develop, and there is room for improvement.
  • the present disclosure aims to provide a tire capable of suppressing the development of a crack in a resin-made tire frame member.
  • a tire according to a first aspect is a resin material having a bead portion, a side portion continuous to the tire radial direction outer side of the bead portion, and a crown portion continuous to the tire width direction inner side of the side portion and a tread is disposed. And a reinforcing layer disposed on the tire outer surface side of the tire frame member and including a cord, and disposed between the tire frame member and the reinforcing layer, the tire frame member And a stress relieving layer for relieving a generated stress.
  • the stress relieving layer is disposed between the tire frame member and the reinforcing layer, for example, when the side portion of the tire is deformed, it is pressed by the cord of the reinforcing layer and the tire
  • the stress generated in the framework member can be relieved by the stress relieving layer.
  • the excellent effect of being able to relieve the stress of the tire frame member is obtained.
  • FIGS. 1 to 2A First Embodiment A tire 10 according to a first embodiment of the present invention will be described according to FIGS. 1 to 2A.
  • a tire 10 As shown in FIG. 1, a tire 10 according to the present embodiment is, for example, a tire for a passenger car.
  • the tire 10 includes a tire frame member 12.
  • the tire frame member 12 is made of a resin material, and the bead portion 16, the side portion 18 connected to the tire radial direction outer side of the bead portion 16 and the tire width direction inner side of the side portion 18 are arranged. And a crown portion 26.
  • the bead portion 16 refers to the inner end of the tire frame member 12 in the tire radial direction to 30% of the height of the cross section of the tire.
  • the tire frame member 12 has an annular shape around the tire rotation axis.
  • resin materials constituting the tire frame member 12 include thermoplastic resins (including thermoplastic elastomers), thermosetting resins, and other general purpose resins, as well as engineering plastics (including super engineering plastics).
  • the resin material here does not include vulcanized rubber.
  • thermoplastic resin refers to a polymer compound which softens and flows as the temperature rises and becomes relatively hard and strong when cooled.
  • the material softens and flows as temperature rises, and becomes relatively hard and strong when cooled
  • the polymer compound having rubbery elasticity is a thermoplastic elastomer, and the material increases as temperature rises.
  • a polymer compound having no rubbery elasticity is distinguished as a non-elastomer thermoplastic resin.
  • thermoplastic resins include polyolefin thermoplastic elastomer (TPO), polystyrene thermoplastic elastomer (TPS), polyamide thermoplastic elastomer (TPA), polyurethane thermoplastic elastomer (TPU), polyester Thermoplastic elastomers (TPC), dynamically crosslinked thermoplastic elastomers (TPV), and polyolefin thermoplastic resins, polystyrene thermoplastic resins, polyamide thermoplastic resins, polyester thermoplastic resins, etc. It can be mentioned.
  • TPO polyolefin thermoplastic elastomer
  • TPS polystyrene thermoplastic elastomer
  • TPA polyamide thermoplastic elastomer
  • TPU polyurethane thermoplastic elastomer
  • TPC polyester Thermoplastic elastomers
  • TPV dynamically crosslinked thermoplastic elastomers
  • the deflection temperature under load (at 0.45 MPa load) defined in ISO 75-2 or ASTM D 648 is 78 ° C. or higher
  • the tensile yield strength defined in JIS K7113 is 10 MPa.
  • JIS K7113 tensile elongation at break
  • a method Vicat softening temperature
  • thermosetting resin refers to a polymer compound which forms a three-dimensional network structure with temperature rise and hardens.
  • a thermosetting resin a phenol resin, an epoxy resin, a melamine resin, a urea resin etc. are mentioned, for example.
  • resin materials include (meth) acrylic resins, EVA resins, vinyl chloride resins, fluorine resins, silicone resins, etc. General-purpose resins may be used.
  • a bead core 22 is embedded in the bead portion 16.
  • the thermoplastic material constituting the bead core 22 is preferably an olefin, ester, amide, or urethane TPE, or a TPV obtained by kneading a part of a rubber resin.
  • the deflection temperature under load (at 0.45 MPa load) specified in ISO 75-2 or ASTM D 648 is 75 ° C. or higher
  • the tensile yield elongation specified in JIS K7113 is also 10% or higher.
  • the tensile elongation at break defined in JIS K7113 is 50% or more
  • the Vicat softening temperature (Method A) defined in JIS K7113 is 130 ° C. or more.
  • the bead core 22 is annular, and is made of a thermoplastic material having a higher elastic modulus than the resin material of the tire frame member 12.
  • the elastic modulus of the bead core 22 is preferably 1.5 times or more, and more preferably 2.5 times or more that of the tire frame member 12.
  • the bead portion 16 may be lifted outward in the tire radial direction and removed from the rim 24 at 1.5 times or less.
  • the bead core 22 may be formed by insert molding (injection molding) or the like using a hard resin, and the method of forming the bead core 22 is not particularly limited.
  • the bead core 22 may be shaped so as to be undulated in the tire circumferential direction so that the bead core radius varies depending on the position in the tire circumferential direction. In this case, the bead core 22 itself can be extended to some extent, and the rim assembly becomes easy. Further, the bead core 22 is not limited to the resin (thermoplastic material), and may be formed by spirally stacking resin-coated steel cords in the tire circumferential direction.
  • a crown portion 26 is continuous with the outer side of the side portion 18 in the tire radial direction.
  • a belt layer 28 is provided on the outer periphery of the crown portion 26.
  • the belt layer 28 is configured, for example, by spirally winding a cord 28B coated with a resin 28A in the tire circumferential direction.
  • a tread 32 is provided on the tire radial direction outer side of the crown portion 26 and the belt layer 28.
  • the tread 32 is, for example, a pre-cured tread (PCT: Pre-Cured tread) formed using rubber. Further, the tread 32 is formed of rubber that is superior in abrasion resistance to the resin material forming the tire frame member 12.
  • PCT Pre-Cured tread
  • the tread 32 is formed of rubber that is superior in abrasion resistance to the resin material forming the tire frame member 12.
  • the rubber it is possible to use the same kind of tread rubber as used in a conventional general pneumatic tire using rubber as an elastic material, for example, SBR (styrene-butadiene rubber).
  • SBR styrene-butadiene rubber
  • a reinforcing layer 14 is disposed on the outer side surface of the tire frame member 12. As shown in FIG. 2A, the reinforcing layer 14 has a plurality of cords 30 arranged in parallel to each other covered with a rubber material 34, and extends from the bead portion 16 to the side portion 18 as shown in FIG.
  • the reinforcing layer 14 may have, for example, a configuration similar to that of a carcass ply used in a conventional rubber pneumatic tire.
  • the cords 30 are, for example, a collection of twisted cords and a plurality of filaments.
  • the material of the cord 30 is, for example, a metal such as aliphatic polyamide, polyethylene terephthalate, glass, aramid or steel.
  • the cords 30 extend in the tire radial direction, but may extend in a direction inclined with respect to the tire radial direction.
  • the reinforcing layer 14 is fastened to the bead core 22 embedded in the bead portion 16. Specifically, the tire radial direction inner end 14 A of the reinforcing layer 14 is disposed on the tire inner surface side through the tire radial direction inner side of the bead core 22.
  • the tire radial direction outer end 14 C of the reinforcing layer 14 extends from the bead portion 16 of the tire frame member 12 through the side portion 18 to the crown portion 26 and reaches the belt layer 28.
  • the reinforcing layer 14 may extend to the center in the tire width direction.
  • the position of the tire radial direction outer end 14C of the reinforcing layer 14 may be terminated near the tire maximum width position in the side portion 18 or is terminated before the crown portion 26 (so-called buttress portion). May be
  • the reinforcing layer 14 in the present embodiment corresponds to a carcass layer in a conventional rubber-made pneumatic tire.
  • a stress relaxation layer 36 is disposed between the tire frame member 12 and the reinforcing layer 14.
  • the stress relieving layer 36 is provided over the whole surface of the reinforcement layer 14 in this embodiment.
  • the stress relieving layer 36 can be made of, for example, a resin material that is softer than the material of the cord 30 and harder than the resin material that constitutes the tire frame member 12.
  • soft and hard specifically mean tensile modulus.
  • a resin material having a tensile elastic modulus in the range of 200 MPa to 200 GPa as shown in JIS K7161-1: 2014 can be used.
  • the elastic modulus is high, it is necessary to consider the brittleness, and in the case of using a resin material having a high elastic modulus, it is necessary to make the film thickness thin to complement the flexibility.
  • the preferable elastic modulus range is 200 MPa to 2 GPa.
  • the resin material which comprises the stress relaxation layer 36 can use the resin material of the same kind as the resin material which comprises the tire frame member 12, it can also use different resin materials.
  • a resin material which comprises the stress relaxation layer 36 nylon 12 and various thermoplastic elastomers (TPO, TPEE, PVC, TPV, TPU, TPS) can be used, for example.
  • the tire frame member 12 made of a resin material and the stress relaxation layer 36 made of a resin material are joined by welding, but they may be joined using an adhesive.
  • the tire frame member 12 made of a resin material and the rubber material of the reinforcing layer 14 are joined by an adhesive 38.
  • the stress relieving layer 36 may include a reinforcing material such as a fiber, and as an example, a plurality of small diameter cords thinner than the cord 30 and smaller in bending rigidity than the cord 30 are juxtaposed and embedded.
  • the fabric may be embedded or the non-woven fabric may be embedded.
  • the material used for the small diameter cord, the woven fabric, and the non-woven fabric may be the same as or different from the material of the cord 30, and the same material as the fiber used for the conventional general rubber pneumatic tire is used be able to.
  • the stress relieving layer 36 is made of a single resin material, and a reinforcing material such as a small diameter cord, a woven fabric, or a non-woven fabric may not be embedded.
  • the stress relieving layer 36 may be set to a thickness that can relieve the stress generated in the tire frame member 12, and the actual size is not particularly limited.
  • a side rubber layer 40 is provided on the tire outer surface 14 ⁇ / b> B side of the reinforcing layer 14.
  • the side rubber layer 40 may be of the same kind as the rubber constituting the sidewall of a conventional general pneumatic tire using rubber as an elastic material.
  • the side rubber layer 40 may be a resin layer.
  • the resin material of the tire frame member 12 or the adhesive 38 is fatigued by long-term use, and a minute crack is generated in either the resin material of the tire frame member 12 or the adhesive 38 May occur.
  • a large stress acting in the vicinity of the cord 30 of the tire frame member 12 causes it.
  • the crack 42 may accelerate inward of the tire frame member 12 at an accelerated rate.
  • the cracks 42 may be connected to form a large crack 44 along the reinforcing layer 14.
  • the stress relieving layer 36 is disposed between the tire frame member 12 and the reinforcing layer 14, the stress generated in the tire frame member 12 due to the pressing of the cords 30 is stressed. It can be relieved by the relief layer 36, which can suppress the inward development of cracks in the tire frame member 12.
  • the stress relieving layer 36 may be provided opposite to the portion of the tire frame member 12 where the stress is to be relieved, and may not be provided over the entire surface of the reinforcing layer 14.
  • the presence of the reinforcing layer 14 on the outer surface side of the tire frame member 12 can suppress trauma to the tire frame member 12. Furthermore, since the reinforcing layer 14 is locked to the bead core 22, the tension generated in the tire can be borne by the reinforcing layer 14, and the resistance to internal pressure is improved. Moreover, since the thickness of the tire frame member 12 can be made thin by this, riding comfort can be improved.
  • FIG. 2B A tire 10 according to a second embodiment of the present invention will be described according to FIG. 2B.
  • the same components as those of the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted.
  • a stress relieving layer 46 formed of a rubber material is provided between the tire frame member 12 and the reinforcing layer 14.
  • a rubber material used for the stress relieving layer 46 a rubber material used for a conventional general rubber pneumatic tire can be used.
  • the rubber material of the reinforcing layer 14 and the stress relieving layer 46 formed of the rubber material may be bonded by vulcanization or may be bonded by an adhesive.
  • the stress relieving layer 46 formed of a rubber material and the tire frame member 12 formed of a resin material are bonded by an adhesive 48.
  • the stress relieving layer 46 is provided between the tire frame member 12 and the reinforcing layer 14, the stress of the tire frame member 12 is suppressed. Even if a crack is generated in the tire frame member 12, the progress of the crack can be suppressed.
  • the tire 1 of the example having the structure of the above embodiment and the tire 2 obtained by removing the stress relieving layer from the tire 1 were made as an experiment, and the tire framework member was observed after traveling for a predetermined distance.
  • Tire size 215/45 R17 Construction of Reinforcement Layer: As a cord material, rayon, PET, PEN, nylon 6,6, nylon 6, an aramid or the like is used. In general, PET or rayon is used. The number of implanted cords can be 8 to 13/10 mm. The thickness of the coated rubber can be 0.2 to 0.5 mm. The thickness of the layer can be 1.0 to 1.5 mm. Structure of stress relieving layer: Material is rubber. The thickness is 0.3 to 1.0 mm. The elastic modulus is 300 MPa. Test method: FMVSS 139 endurance test was conducted. The test method sets the load, speed, time, and air pressure as shown in Table 1 below, and continues the test under the same conditions as in step 11 after step 11.
  • the load is a load corresponding to the maximum load capacity when the single book of Year Book 2017 edition of JATMA (Japan Automobile Tires Association) is applied. Outside Japan, load means the maximum load (maximum load capacity) of a single wheel in the application size described in the following standard.
  • the standards are determined by the industry standards that are valid for the area where the tire is produced or used. For example, in the United States, it is "Year Book of The Tire and Rim Association Inc.”, and in Europe, it is “Standards Manual of The European Tire and Rim Technical Organization".
  • the tires were mounted on standard rims (or “Approved Rim", “Recommended Rim") corresponding to the size of the radial ply tire specified in the standard.
  • the stress relieving layers 36 and 46 in the above embodiment have a constant thickness
  • the stress relieving layers 36 and 46 may not be constant in thickness, and are formed thick at a portion where stress is likely to concentrate, Others may be formed thin.
  • the stress relieving layers 36 and 46 are formed thick at the tire maximum width of the side portion 18 where a large stress easily acts, and toward the crown portion 26 side and the bead portion 16 where a relatively small stress acts. The thickness may be gradually reduced. Thus, by changing the thickness of the stress relieving layers 36, 46 as necessary, the material usage of the stress relieving layers 36, 46 can be minimized.
  • shear stress may be generated between the cord 30 of the reinforcing layer 14 and the tire frame member 12 during running under load, but the stress relieving layers 36 and 38 may also suppress this shear stress. It is possible.
  • the stress relieving layer 36 is formed of a resin material
  • the stress relieving layer 46 is formed of a rubber material, but the present invention is not limited thereto. It may be formed of a mixture of a rubber material and a resin material, or may be formed of another material.
  • the present invention can also be applied to a side reinforced type run flat tire having a reinforcing layer made of hard rubber or the like in the tire side portion, and is not limited to a four-wheeled tire but also to a two-wheeled tire. Applicable

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

This tire has: a tire framework member which is formed from a resin material and has a bead part, a side part that is continued to the bead part on the outer side in the tire radial direction, and a crown part that is continued to the side part on the inner side in the tire width direction, in said crown part a tread being arranged; a reinforcement layer which is arranged on the tire outer surface side of the tire framework member, and which is configured to contain a cord; and a stress relaxation layer which is arranged between the tire framework member and the reinforcement layer, and which relaxes the stress generated in the tire framework member.

Description

タイヤtire
 本開示は、タイヤ骨格部材が樹脂材料を用いて形成されたタイヤに関する。 The present disclosure relates to a tire in which a tire frame member is formed using a resin material.
 従来から、ゴム、有機繊維材料、及びスチール部材で形成されているタイヤが知られている。近年、軽量化やリサイクルのし易さの観点から、熱可塑性エラストマー(TPE)や熱可塑性樹脂等の熱可塑性高分子材をタイヤ骨格部材とすることが求められている(例えば、特開平3-143701号公報参照)。 BACKGROUND ART Tires formed of rubber, organic fiber materials, and steel members are conventionally known. In recent years, from the viewpoint of weight reduction and ease of recycling, it has been required to use a thermoplastic polymer material such as a thermoplastic elastomer (TPE) and a thermoplastic resin as a tire frame member (for example, 143701)).
 タイヤが回転するとサイド部が繰り返し変形を受ける。このため、長期に渡ってタイヤが使用されると、タイヤ骨格部材を構成している樹脂材料が疲労し、タイヤ骨格部材に微細な亀裂を生じる場合がある。
 このような樹脂製のタイヤ骨格部材を備えたタイヤにおいて、タイヤ骨格部材の外側部に補強用のコードを含む補強層を配置することが考えられる。
 このような補強層を備えたタイヤにおいて、特に低内圧走行時、及び過荷重走行時等のタイヤの荷重直下(回転軸の直下)でタイヤサイド部が大きく変形する過酷な走行を行うと、変形部位でコードがタイヤ骨格部材を強く押圧し、コード近傍のタイヤ骨格部材に応力が掛って亀裂が進展する場合があり、改善の余地があった。
When the tire rotates, the side portion is repeatedly deformed. For this reason, when the tire is used for a long time, the resin material constituting the tire frame member may be fatigued, which may cause a minute crack in the tire frame member.
In a tire provided with such a resin tire frame member, it is conceivable to dispose a reinforcing layer including a reinforcing cord on the outer side of the tire frame member.
In a tire provided with such a reinforcing layer, particularly when running under severe internal pressure running under low internal pressure, running under an overload, etc. (right under the rotation shaft), the tire side portion is greatly deformed. The cord strongly pressed the tire frame member at the portion, stress may be applied to the tire frame member in the vicinity of the cord, and a crack may develop, and there is room for improvement.
 本開示は、上記事実を考慮して、樹脂製のタイヤ骨格部材における亀裂の進展を抑制可能なタイヤを提供することを目的とする。 In view of the above-described facts, the present disclosure aims to provide a tire capable of suppressing the development of a crack in a resin-made tire frame member.
 第1の態様に係るタイヤは、ビード部と、前記ビード部のタイヤ半径方向外側に連なるサイド部と、前記サイド部のタイヤ幅方向内側に連なり、トレッドが配置されるクラウン部とを有する樹脂材料製のタイヤ骨格部材と、前記タイヤ骨格部材のタイヤ外面側に配置され、コードを含んで構成された補強層と、前記タイヤ骨格部材と前記補強層との間に配置され、前記タイヤ骨格部材に生ずる応力を緩和する応力緩和層と、を有する。 A tire according to a first aspect is a resin material having a bead portion, a side portion continuous to the tire radial direction outer side of the bead portion, and a crown portion continuous to the tire width direction inner side of the side portion and a tread is disposed. And a reinforcing layer disposed on the tire outer surface side of the tire frame member and including a cord, and disposed between the tire frame member and the reinforcing layer, the tire frame member And a stress relieving layer for relieving a generated stress.
 第1の態様に係るタイヤでは、タイヤ骨格部材と補強層との間に応力緩和層が配置されているので、例えば、タイヤの側部が変形した際に、補強層のコードに押圧されてタイヤ骨格部材に生ずる応力を、応力緩和層で緩和することができる。これにより、タイヤ骨格部材に亀裂が生じていたとしても、該亀裂の進展の加速を抑制することができる。 In the tire according to the first aspect, since the stress relieving layer is disposed between the tire frame member and the reinforcing layer, for example, when the side portion of the tire is deformed, it is pressed by the cord of the reinforcing layer and the tire The stress generated in the framework member can be relieved by the stress relieving layer. Thereby, even if a crack is generated in the tire frame member, acceleration of the progress of the crack can be suppressed.
 本開示に係るタイヤによれば、タイヤ骨格部材の応力を緩和することができる、という優れた効果が得られる。 According to the tire according to the present disclosure, the excellent effect of being able to relieve the stress of the tire frame member is obtained.
本発明の第1実施形態に係るタイヤを示すタイヤ回転軸に沿って切断した状態を示す断面図である。BRIEF DESCRIPTION OF THE DRAWINGS It is sectional drawing which shows the state cut | disconnected along the tire rotating shaft which shows the tire which concerns on 1st Embodiment of this invention. 第1実施形態に係るタイヤのタイヤ骨格部材、補強層、及び応力緩和層を示す断面図である。It is a sectional view showing a tire frame member, a reinforcement layer, and a stress relieving layer of a tire concerning a 1st embodiment. 第2実施形態に係るタイヤのタイヤ骨格部材、補強層、及び応力緩和層を示す断面図である。It is a sectional view showing a tire frame member, a reinforcement layer, and a stress relaxation layer of a tire concerning a 2nd embodiment. 従来例に係るタイヤのタイヤ骨格部材、及び補強層を示す断面図である。It is sectional drawing which shows the tire frame member of the tire which concerns on a prior art example, and a reinforcement layer. 亀裂の進展の様子を示すタイヤ骨格部材周辺の断面図である。It is sectional drawing of the tire frame | skeleton member periphery which shows the mode of advancing of a crack. 試験例の結果を示す図である。It is a figure which shows the result of a test example.
[第1実施形態]
 図1乃至図2Aにしたがって、本発明の第1実施形態に係るタイヤ10を説明する。
First Embodiment
A tire 10 according to a first embodiment of the present invention will be described according to FIGS. 1 to 2A.
(タイヤ骨格部材)
 図1に示すように、本実施形態に係るタイヤ10は、例えば、乗用車用のタイヤである。タイヤ10はタイヤ骨格部材12を備えている。タイヤ骨格部材12は、樹脂材料製であり、ビード部16と、該ビード部16のタイヤ半径方向外側に連なるサイド部18と、該サイド部18のタイヤ幅方向内側に連なり、トレッド32が配置されるクラウン部26とを有している。なお、ここでビード部16とは、タイヤ骨格部材12のタイヤ径方向内側端からタイヤ断面高さの30%までをいう。タイヤ骨格部材12は、タイヤ回転軸を中心とした環状とされている。タイヤ骨格部材12を構成する樹脂材料としては、熱可塑性樹脂(熱可塑性エラストマーを含む)、熱硬化性樹脂、及びその他の汎用樹脂のほか、エンジニアリングプラスチック(スーパーエンジニアリングプラスチックを含む)等が挙げられる。ここでの樹脂材料には、加硫ゴムは含まれない。
(Tire frame member)
As shown in FIG. 1, a tire 10 according to the present embodiment is, for example, a tire for a passenger car. The tire 10 includes a tire frame member 12. The tire frame member 12 is made of a resin material, and the bead portion 16, the side portion 18 connected to the tire radial direction outer side of the bead portion 16 and the tire width direction inner side of the side portion 18 are arranged. And a crown portion 26. Here, the bead portion 16 refers to the inner end of the tire frame member 12 in the tire radial direction to 30% of the height of the cross section of the tire. The tire frame member 12 has an annular shape around the tire rotation axis. Examples of resin materials constituting the tire frame member 12 include thermoplastic resins (including thermoplastic elastomers), thermosetting resins, and other general purpose resins, as well as engineering plastics (including super engineering plastics). The resin material here does not include vulcanized rubber.
 熱可塑性樹脂(熱可塑性エラストマーを含む)とは、温度上昇と共に材料が軟化、流動し、冷却すると比較的硬く強度のある状態になる高分子化合物をいう。本明細書では、このうち、温度上昇と共に材料が軟化、流動し、冷却すると比較的硬く強度のある状態になり、かつ、ゴム状弾性を有する高分子化合物を熱可塑性エラストマーとし、温度上昇と共に材料が軟化、流動し、冷却すると比較的硬く強度のある状態になり、かつ、ゴム状弾性を有しない高分子化合物をエラストマーでない熱可塑性樹脂として区別する。 A thermoplastic resin (including a thermoplastic elastomer) refers to a polymer compound which softens and flows as the temperature rises and becomes relatively hard and strong when cooled. In the present specification, among these, the material softens and flows as temperature rises, and becomes relatively hard and strong when cooled, and the polymer compound having rubbery elasticity is a thermoplastic elastomer, and the material increases as temperature rises. When it softens, flows, and cools, it becomes a relatively hard and strong state, and a polymer compound having no rubbery elasticity is distinguished as a non-elastomer thermoplastic resin.
 熱可塑性樹脂(熱可塑性エラストマーを含む)としては、ポリオレフィン系熱可塑性エラストマー(TPO)、ポリスチレン系熱可塑性エラストマー(TPS)、ポリアミド系熱可塑性エラストマー(TPA)、ポリウレタン系熱可塑性エラストマー(TPU)、ポリエステル系熱可塑性エラストマー(TPC)、及び、動的架橋型熱可塑性エラストマー(TPV)、ならびに、ポリオレフィン系熱可塑性樹脂、ポリスチレン系熱可塑性樹脂、ポリアミド系熱可塑性樹脂、及び、ポリエステル系熱可塑性樹脂等が挙げられる。 Examples of thermoplastic resins (including thermoplastic elastomers) include polyolefin thermoplastic elastomer (TPO), polystyrene thermoplastic elastomer (TPS), polyamide thermoplastic elastomer (TPA), polyurethane thermoplastic elastomer (TPU), polyester Thermoplastic elastomers (TPC), dynamically crosslinked thermoplastic elastomers (TPV), and polyolefin thermoplastic resins, polystyrene thermoplastic resins, polyamide thermoplastic resins, polyester thermoplastic resins, etc. It can be mentioned.
 また、上記の熱可塑性材料としては、例えば、ISO75-2又はASTM D648に規定されている荷重たわみ温度(0.45MPa荷重時)が78℃以上、JIS K7113に規定される引張降伏強さが10MPa以上、同じくJIS K7113に規定される引張破壊伸び(JIS K7113)が50%以上、JIS K7206に規定されるビカット軟化温度(A法)が130℃であるものを用いることができる。 Further, as the above-mentioned thermoplastic material, for example, the deflection temperature under load (at 0.45 MPa load) defined in ISO 75-2 or ASTM D 648 is 78 ° C. or higher, and the tensile yield strength defined in JIS K7113 is 10 MPa. As described above, those having a tensile elongation at break (JIS K7113) defined in JIS K7113 of 50% or more and a Vicat softening temperature (A method) defined in JIS K7206 can be used.
 熱硬化性樹脂とは、温度上昇と共に3次元的網目構造を形成し、硬化する高分子化合物をいう。熱硬化性樹脂としては、例えば、フェノール樹脂、エポキシ樹脂、メラミン樹脂、ユリア樹脂等が挙げられる。 The thermosetting resin refers to a polymer compound which forms a three-dimensional network structure with temperature rise and hardens. As a thermosetting resin, a phenol resin, an epoxy resin, a melamine resin, a urea resin etc. are mentioned, for example.
 なお、樹脂材料には、既述の熱可塑性樹脂(熱可塑性エラストマーを含む)及び熱硬化性樹脂のほか、(メタ)アクリル系樹脂、EVA樹脂、塩化ビニル樹脂、フッ素系樹脂、シリコーン系樹脂等の汎用樹脂を用いてもよい。 In addition to thermoplastic resins (including thermoplastic elastomers) and thermosetting resins described above, resin materials include (meth) acrylic resins, EVA resins, vinyl chloride resins, fluorine resins, silicone resins, etc. General-purpose resins may be used.
 ビード部16には、ビードコア22が埋設されている。ビードコア22を構成する熱可塑性材料としては、オレフィン系、エステル系、アミド系、もしくはウレタン系のTPEか、一部ゴム系の樹脂を混練してあるTPVであることが好ましい。これらの熱可塑性材料としては、例えば、ISO75-2又はASTM D648に規定される荷重たわみ温度(0.45MPa荷重時)が75℃以上、同じくJIS K7113に規定される引張降伏伸びが10%以上、同じくJIS K7113に規定される引張破壊伸びが50%以上、JIS K7113に規定されるビカット軟化温度(A法)が130℃以上であることが好ましい。 A bead core 22 is embedded in the bead portion 16. The thermoplastic material constituting the bead core 22 is preferably an olefin, ester, amide, or urethane TPE, or a TPV obtained by kneading a part of a rubber resin. As these thermoplastic materials, for example, the deflection temperature under load (at 0.45 MPa load) specified in ISO 75-2 or ASTM D 648 is 75 ° C. or higher, and the tensile yield elongation specified in JIS K7113 is also 10% or higher. Similarly, it is preferable that the tensile elongation at break defined in JIS K7113 is 50% or more, and the Vicat softening temperature (Method A) defined in JIS K7113 is 130 ° C. or more.
 ビードコア22は円環状であり、タイヤ骨格部材12の樹脂材料よりも高弾性率の熱可塑性材料からなる。ビードコア22の弾性率は、タイヤ骨格部材12の弾性率の1.5倍以上であることが好ましく、2.5倍以上であることがより好ましい。1.5倍以下では、タイヤ10をリム24に組み付けて空気を充填して内圧を上げると、ビード部16がタイヤ半径方向外側に持ち上がってしまってリム24から外れることが考えられる。ビードコア22は、硬質樹脂を用いて、インサート成形(射出成形)などで形成されたものであってもよく、ビードコア22の形成方法は特に限定されない。 The bead core 22 is annular, and is made of a thermoplastic material having a higher elastic modulus than the resin material of the tire frame member 12. The elastic modulus of the bead core 22 is preferably 1.5 times or more, and more preferably 2.5 times or more that of the tire frame member 12. When the tire 10 is assembled to the rim 24 and filled with air to increase the internal pressure, the bead portion 16 may be lifted outward in the tire radial direction and removed from the rim 24 at 1.5 times or less. The bead core 22 may be formed by insert molding (injection molding) or the like using a hard resin, and the method of forming the bead core 22 is not particularly limited.
 また、タイヤ周方向位置によってビードコア半径が変動するように、ビードコア22がタイヤ周方向に波を打った形状とすることもできる。この場合、ビードコア22自体がある程度伸びることが可能となり、リム組みが容易となる。また、ビードコア22は、樹脂(熱可塑性材料)に限られるものではなく、樹脂被覆されたスチールコードをタイヤ周方向にらせん状に積み重ねて形成してもよい。 In addition, the bead core 22 may be shaped so as to be undulated in the tire circumferential direction so that the bead core radius varies depending on the position in the tire circumferential direction. In this case, the bead core 22 itself can be extended to some extent, and the rim assembly becomes easy. Further, the bead core 22 is not limited to the resin (thermoplastic material), and may be formed by spirally stacking resin-coated steel cords in the tire circumferential direction.
(ベルト層) 
 タイヤ骨格部材12において、サイド部18のタイヤ半径方向外側には、クラウン部26が連なっている。クラウン部26の外周には、ベルト層28が設けられている。このベルト層28は、例えば、樹脂28Aで被覆されたコード28Bをタイヤ周方向に螺旋状に巻いて構成されている。
(Belt layer)
In the tire frame member 12, a crown portion 26 is continuous with the outer side of the side portion 18 in the tire radial direction. A belt layer 28 is provided on the outer periphery of the crown portion 26. The belt layer 28 is configured, for example, by spirally winding a cord 28B coated with a resin 28A in the tire circumferential direction.
(トレッド)
 クラウン部26及びベルト層28のタイヤ半径方向外側には、トレッド32が設けられている。このトレッド32は、例えばゴムを用いて形成されたプレキュアトレッド(PCT:Pre-Cured Tread)である。またトレッド32は、タイヤ骨格部材12を形成している樹脂材料よりも耐摩耗性に優れたゴムで形成されている。そのゴムとしては、弾性材料としてゴムを用いた従来一般の空気入りタイヤに用いられているトレッドゴムと同種のもの、例えばSBR(スチレン-ブタジエンゴム)を用いることができる。なお、トレッド32として、タイヤ骨格部材12を形成している樹脂材料よりも耐摩耗性に優れる他の種類の樹脂材料で構成されるものを用いてもよい。
(tread)
A tread 32 is provided on the tire radial direction outer side of the crown portion 26 and the belt layer 28. The tread 32 is, for example, a pre-cured tread (PCT: Pre-Cured tread) formed using rubber. Further, the tread 32 is formed of rubber that is superior in abrasion resistance to the resin material forming the tire frame member 12. As the rubber, it is possible to use the same kind of tread rubber as used in a conventional general pneumatic tire using rubber as an elastic material, for example, SBR (styrene-butadiene rubber). In addition, you may use what is comprised with the resin material of another kind which is more excellent in abrasion resistance than the resin material which forms the tire frame | skeleton member 12 as the tread 32. FIG.
(補強層)
 タイヤ骨格部材12の外側面には、補強層14が配置されている。図2Aに示すように、補強層14は、互いに平行に並べられた複数本のコード30がゴム材料34により被覆され、図1に示すように、ビード部16からサイド部18に延びている。この補強層14は、一例として、従来のゴム製の空気入りタイヤで用いられるカーカスプライと同様の構成のものを用いることができる。
(Reinforcement layer)
A reinforcing layer 14 is disposed on the outer side surface of the tire frame member 12. As shown in FIG. 2A, the reinforcing layer 14 has a plurality of cords 30 arranged in parallel to each other covered with a rubber material 34, and extends from the bead portion 16 to the side portion 18 as shown in FIG. The reinforcing layer 14 may have, for example, a configuration similar to that of a carcass ply used in a conventional rubber pneumatic tire.
 コード30は、例えば撚りコードや複数のフィラメントの集合体である。コード30の材質は、例えば、脂肪族ポリアミド、ポリエチレンテレフタレート、ガラス、アラミド、スチール等の金属である。本実施形態の補強層14において、コード30はタイヤ半径方向に沿って延びているが、タイヤ半径方向に対して傾斜した方向に沿って延びていてもよい。 The cords 30 are, for example, a collection of twisted cords and a plurality of filaments. The material of the cord 30 is, for example, a metal such as aliphatic polyamide, polyethylene terephthalate, glass, aramid or steel. In the reinforcing layer 14 of the present embodiment, the cords 30 extend in the tire radial direction, but may extend in a direction inclined with respect to the tire radial direction.
 図1に示されるように、補強層14は、ビード部16に埋設されたビードコア22に留められている。具体的には、補強層14のタイヤ半径方向内側端14Aが、ビードコア22のタイヤ径方向内側を通ってタイヤ内面側に配置されている。 As shown in FIG. 1, the reinforcing layer 14 is fastened to the bead core 22 embedded in the bead portion 16. Specifically, the tire radial direction inner end 14 A of the reinforcing layer 14 is disposed on the tire inner surface side through the tire radial direction inner side of the bead core 22.
 図1に示されるように、補強層14のタイヤ半径方向外側端14Cは、タイヤ骨格部材12のビード部16からサイド部18を通り、クラウン部26まで延び、ベルト層28に到達している。補強層14は、タイヤ幅方向中央まで延びていてもよい。なお、補強層14のタイヤ半径方向外側端14Cの位置は、サイド部18におけるタイヤ最大幅位置付近で終端していてもよいし、またクラウン部26に至る手前(所謂バットレス部)で終端していてもよい。 As shown in FIG. 1, the tire radial direction outer end 14 C of the reinforcing layer 14 extends from the bead portion 16 of the tire frame member 12 through the side portion 18 to the crown portion 26 and reaches the belt layer 28. The reinforcing layer 14 may extend to the center in the tire width direction. The position of the tire radial direction outer end 14C of the reinforcing layer 14 may be terminated near the tire maximum width position in the side portion 18 or is terminated before the crown portion 26 (so-called buttress portion). May be
 なお、本実施形態の補強層14は、従来一般のゴム製の空気入りタイヤにおけるカーカス層に相当するものである。 The reinforcing layer 14 in the present embodiment corresponds to a carcass layer in a conventional rubber-made pneumatic tire.
(応力緩和層) 
 図2Aに示すように、タイヤ骨格部材12と補強層14との間には、応力緩和層36が配置されている。なお、図示を省略するが、本実施形態においては、応力緩和層36が補強層14の全面に渡って設けられている。
(Stress relaxation layer)
As shown in FIG. 2A, a stress relaxation layer 36 is disposed between the tire frame member 12 and the reinforcing layer 14. In addition, although illustration is abbreviate | omitted, the stress relieving layer 36 is provided over the whole surface of the reinforcement layer 14 in this embodiment.
 応力緩和層36は、一例として、コード30の材料より軟らかく、かつタイヤ骨格部材12を構成する樹脂材料よりも硬い樹脂材料で構成することができる。
 ここで、軟らかい、硬いとは、具体的には引張弾性率を意味する。具体的にはJIS K7161-1:2014に示される引張弾性率で200MPa~200GPaの範囲にある樹脂材料が使用できることになる。ただし、弾性率が高くなると脆性を考慮する必要があり、弾性率が高い樹脂材料を使う場合は、柔軟性を補完すべく膜厚を薄くする必要がある。膜厚等の制約が無いように考慮すると、好ましい弾性率の範囲は、200MPa~2GPaとなる。
The stress relieving layer 36 can be made of, for example, a resin material that is softer than the material of the cord 30 and harder than the resin material that constitutes the tire frame member 12.
Here, soft and hard specifically mean tensile modulus. Specifically, a resin material having a tensile elastic modulus in the range of 200 MPa to 200 GPa as shown in JIS K7161-1: 2014 can be used. However, when the elastic modulus is high, it is necessary to consider the brittleness, and in the case of using a resin material having a high elastic modulus, it is necessary to make the film thickness thin to complement the flexibility. When considering that there is no restriction on the film thickness etc., the preferable elastic modulus range is 200 MPa to 2 GPa.
 また、応力緩和層36を構成する樹脂材料は、タイヤ骨格部材12を構成する樹脂材料と同種の樹脂材料を用いることができるが、異種の樹脂材料を用いることもできる。応力緩和層36を構成する樹脂材料としては、例えば、ナイロン12や各種熱可塑性エラストマー(TPO、TPEE、PVC、TPV、TPU、TPS)を用いることができる。 Moreover, although the resin material which comprises the stress relaxation layer 36 can use the resin material of the same kind as the resin material which comprises the tire frame member 12, it can also use different resin materials. As a resin material which comprises the stress relaxation layer 36, nylon 12 and various thermoplastic elastomers (TPO, TPEE, PVC, TPV, TPU, TPS) can be used, for example.
 本実施形態では、樹脂材料で構成されたタイヤ骨格部材12と樹脂材料で構成された応力緩和層36とが溶着にて接合されているが、接着剤を用いて接合されていてもよい。 In the present embodiment, the tire frame member 12 made of a resin material and the stress relaxation layer 36 made of a resin material are joined by welding, but they may be joined using an adhesive.
 なお、樹脂材料で構成されたタイヤ骨格部材12と補強層14のゴム材料とは、接着剤38にて接合されている。 The tire frame member 12 made of a resin material and the rubber material of the reinforcing layer 14 are joined by an adhesive 38.
 ここで、応力緩和層36は、繊維等の補強材を含んでいてもよく、一例として、コード30よりも細く、かつコード30よりも曲げ剛性が小さい細径コードが複数本並べて埋設されていてもよく、織物が埋設されていてもよく、不織布が埋設されていてもよい。ここで、細径コード、織物、不織布に用いる材質は、コード30と同じ材質であってもよく、異なっていてもよく、従来一般のゴム製の空気入りタイヤに用いる繊維と同種の材質を用いることができる。なお、応力緩和層36は、樹脂材料単体で構成され、細径コード、織物、不織布等の補強材が埋設されていなくてもよい。 Here, the stress relieving layer 36 may include a reinforcing material such as a fiber, and as an example, a plurality of small diameter cords thinner than the cord 30 and smaller in bending rigidity than the cord 30 are juxtaposed and embedded. Alternatively, the fabric may be embedded or the non-woven fabric may be embedded. Here, the material used for the small diameter cord, the woven fabric, and the non-woven fabric may be the same as or different from the material of the cord 30, and the same material as the fiber used for the conventional general rubber pneumatic tire is used be able to. The stress relieving layer 36 is made of a single resin material, and a reinforcing material such as a small diameter cord, a woven fabric, or a non-woven fabric may not be embedded.
 応力緩和層36は、タイヤ骨格部材12に生ずる応力を緩和できる厚さに設定されればよく、実寸法は特に限定されない。 The stress relieving layer 36 may be set to a thickness that can relieve the stress generated in the tire frame member 12, and the actual size is not particularly limited.
 図1に示すように、補強層14のタイヤ外面14B側には、サイドゴム層40が設けられている。このサイドゴム層40は、弾性材料としてゴムを用いた従来一般の空気入りタイヤのサイドウォールを構成するゴムと同種のものを用いることができる。なお、サイドゴム層40は、樹脂層であってもよい。 As shown in FIG. 1, a side rubber layer 40 is provided on the tire outer surface 14 </ b> B side of the reinforcing layer 14. The side rubber layer 40 may be of the same kind as the rubber constituting the sidewall of a conventional general pneumatic tire using rubber as an elastic material. The side rubber layer 40 may be a resin layer.
(作用)
 以下に本実施形態のタイヤ10の作用、効果について説明する。
 タイヤ10が荷重を支持するタイヤの側部が曲げを変形する。このとき、タイヤ骨格部材12の外側に配置された補強層14のコード30がタイヤ骨格部材12をタイヤ内方へ押圧し、これによりタイヤ骨格部材12の内部に応力(ここでは、圧縮応力)を生じる。
(Action)
The operation and effects of the tire 10 of the present embodiment will be described below.
The side of the tire on which the tire 10 bears the load deforms in bending. At this time, the cords 30 of the reinforcing layer 14 disposed on the outside of the tire frame member 12 press the tire frame member 12 inward of the tire, whereby stress (here, compressive stress) is generated inside the tire frame member 12. It occurs.
 このような応力が生じるタイヤ10においては、長期の使用によりタイヤ骨格部材12の樹脂材料、または接着剤38が疲労し、タイヤ骨格部材12の樹脂材料、及び接着剤38の何れかに微細な亀裂を生じる場合がある。ここで、タイヤ骨格部材12と補強層14との間に応力緩和層36が無いタイヤの場合(図2C参照)には、タイヤ骨格部材12のコード30の近傍に作用する大きな応力により、生じた亀裂42がタイヤ骨格部材12の内方への加速度的に進展する虞があった。また、多数の亀裂42が進展した場合、亀裂42同士が繋がって、補強層14に沿うような大きな亀裂44を形成する場合もある。 In the tire 10 in which such stress is generated, the resin material of the tire frame member 12 or the adhesive 38 is fatigued by long-term use, and a minute crack is generated in either the resin material of the tire frame member 12 or the adhesive 38 May occur. Here, in the case of a tire having no stress relieving layer 36 between the tire frame member 12 and the reinforcing layer 14 (see FIG. 2C), a large stress acting in the vicinity of the cord 30 of the tire frame member 12 causes it. There is a possibility that the crack 42 may accelerate inward of the tire frame member 12 at an accelerated rate. In addition, when a large number of cracks 42 develop, the cracks 42 may be connected to form a large crack 44 along the reinforcing layer 14.
 しかしながら、本実施形態の10では、タイヤ骨格部材12と補強層14との間に応力緩和層36が配置されているので、コード30の押圧に起因してタイヤ骨格部材12に生ずる応力を、応力緩和層36で緩和することができ、これにより、亀裂のタイヤ骨格部材12の内方への進展を抑制することができる。 However, in 10 of the present embodiment, since the stress relieving layer 36 is disposed between the tire frame member 12 and the reinforcing layer 14, the stress generated in the tire frame member 12 due to the pressing of the cords 30 is stressed. It can be relieved by the relief layer 36, which can suppress the inward development of cracks in the tire frame member 12.
 サイド部18の変形(撓み)は、特にはタイヤ最大幅部付近が大きいため、応力緩和層36は、少なくともタイヤ骨格部材12のタイヤ最大幅部18max付近に設けることが好ましい。応力緩和層36は、タイヤ骨格部材12の応力を緩和すべき箇所に対向して設ければよく、補強層14の全面に渡って設けなくてもよい。 Since the deformation (deflection) of the side portion 18 is particularly large near the tire maximum width portion, it is preferable to provide the stress relieving layer 36 at least near the tire maximum width portion 18 max of the tire frame member 12. The stress relieving layer 36 may be provided opposite to the portion of the tire frame member 12 where the stress is to be relieved, and may not be provided over the entire surface of the reinforcing layer 14.
 なお、本実施形態に係るタイヤ10では、タイヤ骨格部材12の外面側に補強層14が存在することで、タイヤ骨格部材12の外傷を抑制することができる。さらに、補強層14がビードコア22に係止されているので、タイヤに生ずる張力を該補強層14で負担することができ、内圧に対する耐性が向上する。またこれによって、タイヤ骨格部材12の厚みを薄くできるので、乗り心地性を向上させることができる。 In the tire 10 according to the present embodiment, the presence of the reinforcing layer 14 on the outer surface side of the tire frame member 12 can suppress trauma to the tire frame member 12. Furthermore, since the reinforcing layer 14 is locked to the bead core 22, the tension generated in the tire can be borne by the reinforcing layer 14, and the resistance to internal pressure is improved. Moreover, since the thickness of the tire frame member 12 can be made thin by this, riding comfort can be improved.
[第2実施形態]
 図2Bにしたがって、本発明の第2実施形態に係るタイヤ10を説明する。なお、第1実施形態と同一構成には同一符号を付し、その説明は省略する。
Second Embodiment
A tire 10 according to a second embodiment of the present invention will be described according to FIG. 2B. The same components as those of the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted.
 図2Bに示すように、本実施形態に係るタイヤ10では、タイヤ骨格部材12と補強層14との間に、ゴム材料で形成された応力緩和層46が設けられている。応力緩和層46に用いるゴム材料は、従来一般のゴム製の空気入りタイヤに用いているゴム材料を用いることができる。 As shown in FIG. 2B, in the tire 10 according to the present embodiment, a stress relieving layer 46 formed of a rubber material is provided between the tire frame member 12 and the reinforcing layer 14. As a rubber material used for the stress relieving layer 46, a rubber material used for a conventional general rubber pneumatic tire can be used.
 補強層14のゴム材料と、ゴム材料で形成された応力緩和層46とは、加硫接着してもよく、接着剤で接合してもよい。ゴム材料で形成された応力緩和層46と樹脂材料で形成されたタイヤ骨格部材12とは、接着剤48で接合されている。 The rubber material of the reinforcing layer 14 and the stress relieving layer 46 formed of the rubber material may be bonded by vulcanization or may be bonded by an adhesive. The stress relieving layer 46 formed of a rubber material and the tire frame member 12 formed of a resin material are bonded by an adhesive 48.
 本実施形態に係るタイヤ10も、第1の実施形態と同様に、タイヤ骨格部材12と補強層14との間に応力緩和層46が設けられているので、タイヤ骨格部材12の応力が抑制され、タイヤ骨格部材12に亀裂が生じていたとしても、該亀裂の進展を抑制することができる。 Also in the tire 10 according to the present embodiment, as in the first embodiment, since the stress relieving layer 46 is provided between the tire frame member 12 and the reinforcing layer 14, the stress of the tire frame member 12 is suppressed. Even if a crack is generated in the tire frame member 12, the progress of the crack can be suppressed.
[試験例]
 本発明の効果を確かめるため、従来技術に係るタイヤと、本発明が適用された実施例のタイヤとを試作し、所定距離走行後のタイヤ骨格部材の状態を観察した。
[Test example]
In order to confirm the effect of the present invention, a tire according to the prior art and a tire according to an embodiment to which the present invention was applied were produced as an experiment, and the state of the tire frame member after traveling for a predetermined distance was observed.
 上記実施形態の構造を有した実施例のタイヤ1と、タイヤ1から応力緩和層を除いたタイヤ2とを試作し、所定距離走行後にタイヤ骨格部材を観察した。 The tire 1 of the example having the structure of the above embodiment and the tire 2 obtained by removing the stress relieving layer from the tire 1 were made as an experiment, and the tire framework member was observed after traveling for a predetermined distance.
 タイヤサイズ:215/45R17
 補強層の構成:コード材料として、レーヨン、PET、PEN、ナイロン6,6、ナイロン6、アラミド等を用いる。一般的には、PETやレーヨンが用いられる。コードの打ち込み本数は8~13本/10mmとすることができる。被覆ゴムの厚さは0.2~0.5mmとすることができる。層の厚さは、1.0~1.5mmとすることができる。
 応力緩和層の構成:材料はゴム。厚さは0.3~1.0mm。弾性率は300MPaである。
 試験方法:FMVSS139耐久試験を行った。試験方法は、以下の表1に示すように荷重、速度、時間、空気圧を設定し、ステップ11以降は、ステップ11と同条件で試験を続ける。なお、本試験は、一般の使用状態よりも過酷な条件で行っている。
 ここで、荷重とはJATMA(日本自動車タイヤ協会)のYear Book2017年度版の単輪を適用した場合の最大負荷能力に相当する荷重である。日本以外では、荷重とは下記規格に記載されている適用サイズにおける単輪の最大荷重(最大負荷能力)のことである。規格は、タイヤが生産又は使用される地域に有効な産業規格によって決められている。例えば、アメリカ合衆国では、”The Tire and Rim Association Inc. のYear Book ”であり、欧州では”The European Tire and Rim Technical OrganizationのStandards Manual”である。なお、タイヤは、規格にて定めるラジアルプライタイヤのサイズに対応する標準リム(または、"Approved Rim" 、"Recommended Rim" )に装着した。
Tire size: 215/45 R17
Construction of Reinforcement Layer: As a cord material, rayon, PET, PEN, nylon 6,6, nylon 6, an aramid or the like is used. In general, PET or rayon is used. The number of implanted cords can be 8 to 13/10 mm. The thickness of the coated rubber can be 0.2 to 0.5 mm. The thickness of the layer can be 1.0 to 1.5 mm.
Structure of stress relieving layer: Material is rubber. The thickness is 0.3 to 1.0 mm. The elastic modulus is 300 MPa.
Test method: FMVSS 139 endurance test was conducted. The test method sets the load, speed, time, and air pressure as shown in Table 1 below, and continues the test under the same conditions as in step 11 after step 11. In addition, this test is conducted under severer conditions than general use conditions.
Here, the load is a load corresponding to the maximum load capacity when the single book of Year Book 2017 edition of JATMA (Japan Automobile Tires Association) is applied. Outside Japan, load means the maximum load (maximum load capacity) of a single wheel in the application size described in the following standard. The standards are determined by the industry standards that are valid for the area where the tire is produced or used. For example, in the United States, it is "Year Book of The Tire and Rim Association Inc.", and in Europe, it is "Standards Manual of The European Tire and Rim Technical Organization". The tires were mounted on standard rims (or "Approved Rim", "Recommended Rim") corresponding to the size of the radial ply tire specified in the standard.
Figure JPOXMLDOC01-appb-T000001

 
Figure JPOXMLDOC01-appb-T000001

 
 所定距離走行後のタイヤの状態を観察した結果を図4に示す。従来技術のタイヤ2は、5000km走行後の時点で、タイヤ骨格部材の内面に多数の亀裂が確認されたが、本発明の適用された実施例のタイヤ1は、6000km走行後の時点でタイヤ骨格部材の内面に亀裂は確認されなかった。 The result of having observed the state of the tire after driving | running | working predetermined distance is shown in FIG. In the tire 2 of the prior art, a large number of cracks were observed on the inner surface of the tire frame member after traveling 5000 km, but the tire 1 of the embodiment to which the present invention was applied was subjected to tire skeleton after traveling 6000 km. No cracks were observed on the inner surface of the member.
 試験例の結果から、タイヤ骨格部材と補強層との間に応力緩和層を設けることで、タイヤ骨格部材の亀裂の進展を抑制でき、タイヤの耐久性を向上できることが分かる。 From the results of the test example, it can be seen that by providing a stress relieving layer between the tire frame member and the reinforcing layer, it is possible to suppress the development of cracks in the tire frame member and to improve the durability of the tire.
[他の実施形態]
 以上、本発明の一実施形態について説明したが、本発明は、上記に限定されるものでなく、上記以外にも、その主旨を逸脱しない範囲内において種々変形して実施可能であることは勿論である。
[Other embodiments]
As mentioned above, although one Embodiment of this invention was described, this invention is not limited above, Of course, it can be variously deformed and implemented in the range which does not deviate from the main point other than the above. It is.
 上記実施形態の応力緩和層36、46は、厚さが一定であったが、応力緩和層36、46の厚さは、一定でなくてもよく、応力の集中し易い部位で厚く形成し、その他は薄く形成してもよい。一例として、応力緩和層36、46は、大きな応力が作用し易いサイド部18のタイヤ最大幅部において厚く形成し、比較的小さな応力が作用するクラウン部26側、及びビード部16側に向けて厚さを漸減してもよい。このように、必要に応じて応力緩和層36、46の厚さを変更することで、応力緩和層36、46の材料使用量を必要最小限に抑えることができる。 Although the stress relieving layers 36 and 46 in the above embodiment have a constant thickness, the stress relieving layers 36 and 46 may not be constant in thickness, and are formed thick at a portion where stress is likely to concentrate, Others may be formed thin. As an example, the stress relieving layers 36 and 46 are formed thick at the tire maximum width of the side portion 18 where a large stress easily acts, and toward the crown portion 26 side and the bead portion 16 where a relatively small stress acts. The thickness may be gradually reduced. Thus, by changing the thickness of the stress relieving layers 36, 46 as necessary, the material usage of the stress relieving layers 36, 46 can be minimized.
 なお、タイヤ10において、負荷走行時に、補強層14のコード30とタイヤ骨格部材12との間に剪断応力を生ずる場合もあるが、応力緩和層36、38は、この剪断応力を抑制することも可能である。 In the tire 10, shear stress may be generated between the cord 30 of the reinforcing layer 14 and the tire frame member 12 during running under load, but the stress relieving layers 36 and 38 may also suppress this shear stress. It is possible.
 第1の実施形態では応力緩和層36が樹脂材料で形成され、第2の実施形態では応力緩和層46がゴム材料で形成されていたが、本発明はこれに限らず、応力緩和層は、ゴム材料と樹脂材料との混合物で形成されていてもよく、他の材料で形成されていてもよい。 In the first embodiment, the stress relieving layer 36 is formed of a resin material, and in the second embodiment, the stress relieving layer 46 is formed of a rubber material, but the present invention is not limited thereto. It may be formed of a mixture of a rubber material and a resin material, or may be formed of another material.
 本発明は、タイヤサイド部に硬質のゴム等からなる補強層を備えた、サイド補強タイプのランフラットタイヤにも適用でき、4輪車用のタイヤに限らず、2輪車用のタイヤにも適用できる。 The present invention can also be applied to a side reinforced type run flat tire having a reinforcing layer made of hard rubber or the like in the tire side portion, and is not limited to a four-wheeled tire but also to a two-wheeled tire. Applicable
 2017年12月13日に出願された日本国特許出願2017-238884号の開示は、その全体が参照により本明細書に取り込まれる。
 本明細書に記載されたすべての文献、特許出願、及び技術規格は、個々の文献、特許出願、及び技術規格が参照により取り込まれることが具体的かつ個々に記された場合と同程度に、本明細書中に参照により取り込まれる。
The disclosure of Japanese Patent Application 2017-238884, filed on December 13, 2017, is incorporated herein by reference in its entirety.
All documents, patent applications, and technical standards described herein are as specific and distinct as when individual documents, patent applications, and technical standards are incorporated by reference. Incorporated herein by reference.

Claims (7)

  1.  ビード部と、前記ビード部のタイヤ半径方向外側に連なるサイド部と、前記サイド部のタイヤ幅方向内側に連なり、トレッドが配置されるクラウン部とを有する樹脂材料製のタイヤ骨格部材と、
     前記タイヤ骨格部材のタイヤ外面側に配置され、コードを含んで構成された補強層と、
     前記タイヤ骨格部材と前記補強層との間に配置され、前記タイヤ骨格部材に生ずる応力を緩和する応力緩和層と、
     を有するタイヤ。
    A tire frame member made of a resin material, having a bead portion, a side portion continuous to the tire radial direction outer side of the bead portion, and a crown portion continuous to the tire width direction inner side of the side portion and having a tread disposed thereon;
    A reinforcing layer disposed on the tire outer surface side of the tire frame member and including a cord;
    A stress relieving layer disposed between the tire frame member and the reinforcing layer and relieving stress generated in the tire frame member;
    With a tire.
  2.  前記応力緩和層は、前記コードの材料より軟らかく、前記タイヤ骨格部材を構成する樹脂材料よりも硬いゴム材料で形成されている、請求項1に記載のタイヤ。 The tire according to claim 1, wherein the stress relieving layer is formed of a rubber material that is softer than the material of the cord and harder than the resin material that constitutes the tire frame member.
  3.  前記応力緩和層は、前記コードの材料より軟らかく、前記タイヤ骨格部材を構成する樹脂材料よりも硬い樹脂材料で形成されている、請求項1に記載のタイヤ。 The tire according to claim 1, wherein the stress relieving layer is formed of a resin material that is softer than the material of the cord and harder than the resin material that constitutes the tire frame member.
  4.  前記応力緩和層は、前記コードよりも細く、かつ前記コードよりも曲げ剛性が小さい細径コードを含んで構成されている、請求項1に記載のタイヤ。 The tire according to claim 1, wherein the stress relieving layer is configured to include a fine diameter cord which is thinner than the cord and has a smaller bending rigidity than the cord.
  5.  前記応力緩和層は、織物を含んで構成されている、請求項1に記載のタイヤ。 The tire according to claim 1, wherein the stress relieving layer comprises a woven fabric.
  6.  前記応力緩和層は、不織布を含んで構成されている、請求項1に記載のタイヤ。 The tire according to claim 1, wherein the stress relieving layer comprises a non-woven fabric.
  7.  前記応力緩和層は、前記サイド部のタイヤ最大幅部側が厚く、前記ビード部側、及び前記クラウン部側に向けて厚さが漸減している、請求項1~請求項6の何れか1項に記載のタイヤ。 The stress relaxation layer is thicker at the tire maximum width side of the side portion, and the thickness gradually decreases toward the bead side and the crown side. Tires described in.
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Publication number Priority date Publication date Assignee Title
CN113543986A (en) * 2019-10-08 2021-10-22 住友橡胶工业株式会社 Pneumatic tire
CN113543989A (en) * 2019-10-08 2021-10-22 住友橡胶工业株式会社 Pneumatic tire

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JPH0183103U (en) * 1987-11-25 1989-06-02
JPH03148302A (en) * 1989-11-01 1991-06-25 Sumitomo Rubber Ind Ltd Pneumatic tire
JPH05116504A (en) * 1991-04-15 1993-05-14 Sumitomo Rubber Ind Ltd Pneumatic tire
JPH07329065A (en) * 1994-06-03 1995-12-19 Sumitomo Rubber Ind Ltd Pneumatic tire and manufacture thereof
JP2011207165A (en) * 2010-03-30 2011-10-20 Bridgestone Corp Method of manufacturing tire, and tire
WO2017200061A1 (en) * 2016-05-20 2017-11-23 株式会社ブリヂストン Tire

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JPH0183103U (en) * 1987-11-25 1989-06-02
JPH03148302A (en) * 1989-11-01 1991-06-25 Sumitomo Rubber Ind Ltd Pneumatic tire
JPH05116504A (en) * 1991-04-15 1993-05-14 Sumitomo Rubber Ind Ltd Pneumatic tire
JPH07329065A (en) * 1994-06-03 1995-12-19 Sumitomo Rubber Ind Ltd Pneumatic tire and manufacture thereof
JP2011207165A (en) * 2010-03-30 2011-10-20 Bridgestone Corp Method of manufacturing tire, and tire
WO2017200061A1 (en) * 2016-05-20 2017-11-23 株式会社ブリヂストン Tire

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113543986A (en) * 2019-10-08 2021-10-22 住友橡胶工业株式会社 Pneumatic tire
CN113543989A (en) * 2019-10-08 2021-10-22 住友橡胶工业株式会社 Pneumatic tire
CN113543989B (en) * 2019-10-08 2023-10-20 住友橡胶工业株式会社 Pneumatic tire

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