WO2019244773A1 - Pneu - Google Patents

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Publication number
WO2019244773A1
WO2019244773A1 PCT/JP2019/023517 JP2019023517W WO2019244773A1 WO 2019244773 A1 WO2019244773 A1 WO 2019244773A1 JP 2019023517 W JP2019023517 W JP 2019023517W WO 2019244773 A1 WO2019244773 A1 WO 2019244773A1
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WO
WIPO (PCT)
Prior art keywords
tire
resin
belt layer
mpa
carcass
Prior art date
Application number
PCT/JP2019/023517
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English (en)
Japanese (ja)
Inventor
崇之 藏田
Original Assignee
株式会社ブリヂストン
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Filing date
Publication date
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 WO2019244773A1 publication Critical patent/WO2019244773A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • 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
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • 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
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre

Definitions

  • the present disclosure relates to a pneumatic tire.
  • JP-A-2014-210487 discloses a tire in which a reinforcing cord member (resin belt layer) formed by coating a reinforcing cord with a resin coating layer on a crown portion of a tire frame member is spirally wound. ing.
  • a tire using a resin belt layer as described in JP-A-2014-210487 has a higher out-of-plane rigidity of a crown portion than a tire using a rubber belt layer, but the belt layer is less likely to be deformed. Therefore, vibration due to input from the road surface (road surface input vibration) increases.
  • the present disclosure provides a pneumatic tire using a resin belt layer that can reduce road surface input vibration while maintaining high out-of-plane rigidity of a crown portion.
  • the pneumatic tire according to the first aspect includes a carcass formed over a pair of bead cores, a resin belt layer disposed outside the carcass in a tire radial direction, and formed by covering a cord with a resin, and the resin belt A rubber tread that is disposed radially outward of the layer and has a tensile modulus of 12 MPa or less.
  • the pneumatic tire of the first embodiment has a resin belt layer in which a cord is covered with a resin. Therefore, the out-of-plane rigidity of the belt layer and the crown portion is increased and the maximum lateral force is increased, as compared with a pneumatic tire including a rubber belt layer in which a cord is covered with rubber.
  • the out-of-plane rigidity of the belt layer is increased, the belt layer is less likely to be deformed. Therefore, the vibration due to the input from the road surface (that is, the road surface input vibration) increases.
  • the rubber forming the tread has a tensile elastic modulus of 12 MPa or less. Therefore, high out-of-plane rigidity of the crown portion can be maintained. Further, the road surface input vibration can be reduced by the cushion action. Furthermore, rolling resistance can be reduced.
  • the thickness of the resin belt layer is 2.3 mm or more and 3.8 mm or less, and the tensile modulus is 3.5 MPa or more and 12.0 MPa or less.
  • the tensile elastic modulus is required to be 3.5 MPa or more and 12.0 MPa, thereby making it necessary.
  • the road surface input vibration can be reduced while ensuring the maximum lateral force.
  • the road surface input vibration can be reduced.
  • the required maximum lateral force cannot be secured. If it is larger than 12.0 MPa, a necessary maximum lateral force can be secured. However, road surface input vibration cannot be reduced.
  • road surface input vibration can be reduced while maintaining high out-of-plane rigidity of the crown portion.
  • 1 is a half sectional view showing a pneumatic tire according to an embodiment of the present disclosure.
  • 1 is a perspective view illustrating an example of a resin belt layer in a pneumatic tire according to an embodiment of the present disclosure.
  • 1 is a cross-sectional view of a resin belt layer in a pneumatic tire according to an embodiment of the present disclosure. It is a sectional view showing a modification in which two reinforcement cords in a pneumatic tire concerning an embodiment of the present disclosure were covered with a covering resin.
  • 4 is a table comparing the configuration and performance of a pneumatic tire according to an embodiment of the present disclosure and a pneumatic tire according to a comparative example.
  • FIG. 1 illustrates a cross section of a pneumatic tire (hereinafter, referred to as “tire 10”) according to an embodiment of the present disclosure cut along a tire width direction and a tire radial direction (that is, a direction along a tire circumferential direction). Is shown on one side.
  • the arrow W in the figure indicates the width direction of the tire 10 (tire width direction), and the arrow R indicates the radial direction of the tire 10 (tire radial direction).
  • the tire width direction refers to a direction parallel to the rotation axis of the tire 10.
  • the tire radial direction refers to a direction orthogonal to the rotation axis of the tire 10.
  • Reference symbol CL indicates the equatorial plane of the tire 10 (tire equatorial plane).
  • FIG. 1 shows the shape of the pneumatic tire 10 in a natural state before air filling.
  • the side closer to the rotation axis of the tire 10 along the tire radial direction is “inside in the tire radial direction”, and the side farther from the rotation axis of the tire 10 along the tire radial direction is “outside in the tire radial direction”. It is described.
  • the side closer to the tire equatorial plane CL along the tire width direction is referred to as “inside in the tire width direction”, and the side farther from the tire equatorial plane CL along the tire width direction is referred to as “outer side in the tire width direction”.
  • the tire 10 includes a pair of bead portions 12, a carcass 16 having a bead core 12 ⁇ / b> A embedded in each bead portion 12, and a carcass 16 having an end locked to the bead core 12 ⁇ / b> A, and a bead portion 12.
  • a bead filler 12B that is buried and extends from the bead core 12A outward in the tire radial direction along the outer surface of the carcass 16, a resin belt layer 40 provided outside the carcass ply 14 in the tire radial direction, and a tire radial outside of the resin belt layer 40.
  • a tread 60 provided on the vehicle.
  • FIG. 1 shows only one bead portion 12.
  • a bead core 12A which is a wire bundle, is embedded in each of the pair of bead portions 12.
  • a carcass ply 14 straddles these bead cores 12A.
  • the bead core 12A can employ various structures such as a circular or polygonal cross-sectional shape. As the polygon, for example, a hexagon can be adopted, but in the present embodiment, it is a quadrangle.
  • Bead filler 12B is embedded in a region surrounded by carcass ply 14 locked to bead core 12A in bead portion 12.
  • the bead filler 12B extends outward in the tire radial direction from the bead core 12A, and has a thickness that gradually decreases outward in the tire radial direction.
  • a portion of the bead filler 12 ⁇ / b> B inside the tire radial direction from the tire radial outer end 12 ⁇ / b> BE is a bead portion 12.
  • the carcass 16 is formed by a single carcass ply 14 formed by covering a plurality of cords with a covering rubber.
  • the carcass ply 14 extends in a toroidal form from one bead core 12A to the other bead core 12A to form a skeleton of a tire.
  • the end of the carcass ply 14 is locked to the bead core 12A.
  • the carcass ply 14 includes a main body portion 14A extending from one bead core 12A to the other bead core 12A, and a folded portion 14B folded from the bead core 12A outward in the tire radial direction.
  • the carcass ply 14 is a radial carcass.
  • the material of the carcass ply 14 is not particularly limited, and may be rayon, nylon, polyethylene naphthalate (PEN), polyethylene terephthalate (PET), aramid, glass fiber, carbon fiber, steel, or the like. From the viewpoint of weight reduction, an organic fiber cord is preferable.
  • the number of carcass to be driven is in the range of 20 to 60/50 mm, but is not limited to this range.
  • the carcass 16 is formed by one carcass ply 14, but the carcass 16 may be formed by a plurality of carcass plies.
  • An inner liner 22 made of rubber is arranged inside the tire of the carcass 16, and a side rubber layer 24 made of rubber is arranged outside the carcass 16 in the tire width direction.
  • the tire case 25 is constituted by the bead core 12A, the carcass 16, the bead filler 12B, the inner liner 22, and the side rubber layer 24.
  • the tire case 25 is, in other words, a tire frame member that forms the frame of the pneumatic tire 10.
  • a resin belt layer 40 is disposed outside the crown portion of the carcass 16, in other words, outside the carcass 16 in the tire radial direction. As shown in FIG. 2, the resin belt layer 40 has a ring-shaped hoop formed by spirally winding a single resin-coated cord 42 around the outer peripheral surface of the carcass 16 in the tire circumferential direction. ).
  • the distal end surfaces 42E1, 42E2 in the circumferential direction of the resin-coated cord 42 are surfaces along the tire width direction and the radial direction.
  • the tip surfaces 42E1, 42E2 are arranged at different positions in the tire circumferential direction.
  • the “spiral” indicates a state in which one resin-coated cord 42 is wound around the carcass 16 at least once. Further, in the present specification, the “resin belt layer” may be appropriately described as a “belt layer”.
  • the resin-coated cord 42 is formed by covering one reinforcing cord 42C with a coating resin 42S, and has a substantially square cross section as shown in FIG. 3A.
  • the coating resin 42S is closely adhered to the outer peripheral surface of the carcass 16 by an adhesive or vulcanization bonding.
  • the coating resins 42S adjacent to each other in the tire width direction are joined by fusion. Thereby, the resin belt layer 40 in which the reinforcing cord 42C is covered with the covering resin 42S is formed.
  • the reinforcing cord 42C in the resin belt layer 40 of the present embodiment is a steel cord whose outer peripheral surface is plated with cobalt.
  • the steel cord is mainly composed of steel, and can contain various trace contents such as carbon, manganese, silicon, phosphorus, sulfur, copper, and chromium. Further, the plating material is not limited to cobalt, but nickel or the like can be used.
  • the end face of the reinforcing cord 42C is not plated, and solid steel is exposed.
  • the thickness BT of the resin belt layer 40 measured along the tire radial direction is 3.1 mm.
  • the width BW of the resin belt layer 40 measured along the tire axial direction (that is, the distance between the belt ends 40EW) is set to 75% or more with respect to the contact width TW of the tread 60 measured along the tire axial direction. Is preferred. Thereby, rigidity near the shoulder can be increased.
  • the upper limit of the width BW of the resin belt layer 40 is preferably set to 110% with respect to the contact width TW. Thereby, an increase in the weight of the tire 10 can be suppressed.
  • the contact width TW of the tread 60 means that the tire 10 is mounted on a standard rim stipulated in JATMA YEAR BOOK (2018 edition, Japan Automobile Tire Association Standard), and the applicable size and ply rating in JATMA YEAR BOOK Is filled with an internal pressure of 100% of the air pressure (ie, the maximum air pressure) corresponding to the maximum load capacity (ie, the bold load in the internal pressure-load capacity correspondence table), and the rotation axis is parallel to the horizontal flat plate in a stationary state. And a mass corresponding to the maximum load capacity is added.
  • the TRA standard and the ETRTO standard are applied at the place of use or the place of manufacture, the respective standards are followed.
  • the embodiment of the present disclosure is not limited to this, and instead of the steel cord, a monofilament cord or a cord obtained by twisting a plurality of filaments can be used as the reinforcing cord 42C in the resin belt layer 40. Further, as the reinforcing cord 42C, an organic fiber such as aramid, carbon, or the like may be used. Various designs can be adopted for the twist structure, and various cross-sectional structures, twist pitches, twist directions, and distances between adjacent filaments can be used. Furthermore, by adopting a cord in which filaments of different materials are twisted, the cross-sectional structure is not particularly limited, and various twist structures such as single twist, layer twist, and multiple twist can be adopted.
  • the resin belt layer 40 and the tread 60 are integrated by an adhesive or vulcanization.
  • the coating resin 42S used for the resin belt layer 40 is a thermoplastic resin.
  • the resin material include thermoplastic elastomers, thermosetting resins, and (meth) acrylic resins, EVA resins, vinyl chloride resins, fluorine resins, silicone resins, and the like.
  • acrylic resins EVA resins
  • vinyl chloride resins vinyl chloride resins
  • fluorine resins silicone resins
  • silicone resins and the like.
  • engineering plastics including super engineering plastics
  • the resin material here does not include vulcanized rubber.
  • thermoplastic resin refers to a polymer compound in which a material softens and flows with an increase in temperature and becomes relatively hard and strong when cooled.
  • the material softens and flows with an increase in temperature, becomes a relatively hard and strong state when cooled, and a polymer compound having rubber-like elasticity is made into a thermoplastic elastomer, and the material with the increase in temperature becomes a material.
  • thermoplastic resins include polyolefin-based thermoplastic elastomer (TPO), polystyrene-based thermoplastic elastomer (TPS), polyamide-based thermoplastic elastomer (TPA), polyurethane-based thermoplastic elastomer (TPU), and polyester Thermoplastic elastomer (TPC), dynamically crosslinked thermoplastic elastomer (TPV), polyolefin thermoplastic resin, polystyrene thermoplastic resin, polyamide thermoplastic resin, polyester thermoplastic resin, etc. No.
  • Thermosetting resin refers to a polymer compound that forms a three-dimensional network structure with a rise in temperature and cures, and examples thereof include a phenol resin, an epoxy resin, a melamine resin, and a urea resin.
  • the tensile modulus of the coating resin 42S (tensile modulus specified in JIS K7113: 1995) is preferably 100 MPa or more. Further, it is preferable that the upper limit of the tensile modulus of the coating resin 42S be 1000 MPa or less. The tensile modulus of the coating resin 42S is particularly preferably in the range of 200 to 700 MPa.
  • the resin belt layer 40 is formed using the substantially square resin-coated cord 42 formed by covering one reinforcing cord 42C with the coating resin 42S.
  • the form is not limited to this.
  • a plurality of (for example, two) reinforcing cords 44C may be formed by coating with a coating resin 44S, and may be formed using a resin coating cord 44 having a substantially parallelogram cross section. .
  • a tread 60 is provided outside the resin belt layer 40 in the tire radial direction.
  • the tread 60 is a portion that comes into contact with the road surface during traveling, and a plurality of circumferential grooves 62 extending in the tire circumferential direction are formed on the tread surface of the tread 60.
  • the shape and number of the circumferential grooves 62 are appropriately set in accordance with the required performance of the tire 10 such as drainage performance and steering stability. It is preferable that the tensile modulus of the tread rubber 60G forming the tread 60 is 3.5 MPa or more and 12 MPa or less, but in the present embodiment, it is 10.5 MPa.
  • FIG. 4 shows a list of configurations and performances of a plurality of pneumatic tires.
  • “belt structure”, “belt thickness”, and “tensile elastic modulus of tread rubber (hereinafter, referred to as“ elastic modulus ”)” are shown.
  • the “elastic modulus” is shown as an index value when the tensile elastic modulus of the tire according to Comparative Example 1 (hereinafter, referred to as “Comparative Example 1”) is 100 (index value).
  • “Comparative Example 1” is a pneumatic tire having a two-layer interlaced belt layer.
  • two layers of cords inclined at different angles with respect to the tire circumferential direction are respectively covered with rubber to form a belt layer.
  • the elastic modulus of the tread rubber is set to 15 MPa.
  • Comparative Example 2 is a pneumatic tire in which the belt layer was formed of a resin belt layer 40 having a thickness of 3.1 mm, and the elastic modulus of the tread rubber was equal to that of Comparative Example 1.
  • the elastic modulus of the tread rubber is set to 15 MPa.
  • Embodiment 1 is a pneumatic tire in which the belt layer is formed of a resin belt layer 40 having a thickness of 3.1 mm, and the elastic modulus of tread rubber 60G is smaller (10.5 MPa) than that of Comparative Example 1.
  • Comparative Example 3 is a pneumatic tire in which the belt layer was formed of a resin belt layer having a thickness of 2.6 mm and the elastic modulus of the tread rubber was equal to that of Comparative Example 1.
  • the elastic modulus of the red rubber is set to 15 MPa.
  • Embodiment 2 is a pneumatic tire in which the belt layer is formed of a resin belt layer having a thickness of 2.6 mm, and the elastic modulus of tread rubber 60G is smaller than that of Comparative Example 1 (12 MPa).
  • “Comparative Example 2” includes the resin belt layer 40 in which the reinforcing cord 42C is coated with the coating resin 42S. For this reason, the out-of-plane stiffness of the belt layer and the crown portion is higher ( ⁇ A> in FIG. 4) and the maximum lateral force is higher ( ⁇ B>), as compared to “Comparative Example 1” including the rubber belt layer. . On the other hand, when the out-of-plane rigidity of the belt layer is increased, the belt layer is less likely to be deformed, so that vibration due to input from a road surface (that is, road surface input vibration) increases ( ⁇ C>).
  • the elasticity of the rubber forming the tread layer is made smaller than that of Comparative Examples 1 and 2 ( ⁇ D>), so that the crown portion maintains high out-of-plane rigidity ( ⁇ E>), the road surface input vibration can be reduced by the cushion effect ( ⁇ F>). Further, the rolling resistance can be reduced ( ⁇ G>).
  • the maximum lateral force (index value 100) of “Comparative Example 1” is 100 or more in “Embodiment 1” and “Embodiment 2” (the maximum lateral force of “Comparative Example 1”).
  • the thickness of the resin belt layer 40 and the elastic modulus of the tread rubber 60G are adjusted so as not to lower the force.
  • the thickness (3.1 mm) of the resin belt layer 40 is determined in accordance with the tire design concept (lightening / steering stability / ride comfort, etc.), and then the maximum lateral force is reduced to 100.
  • the elastic modulus of the tread rubber is adjusted so as not to fall below ( ⁇ H>) ( ⁇ D>). Thereby, the road surface input vibration can be reduced ( ⁇ F>) while securing the required maximum lateral force ( ⁇ H>).
  • the elastic modulus is 10.5 MPa or more and 12.0 MPa or less so that the road surface input vibration is 100 or less while the maximum lateral force is 100 or more. It is preferable that When the elastic modulus of the rubber forming the tread layer is smaller than 10.5 MPa, the road surface input vibration can be reduced. However, the required maximum lateral force cannot be secured. If it is larger than 12.0 MPa, a necessary maximum lateral force can be secured. However, road surface input vibration cannot be reduced.
  • the elastic modulus is preferably 12.0 MPa in order to keep the maximum lateral force at 100 or more and the road surface input vibration at 100 or less.
  • the elastic modulus of the rubber forming the tread layer is smaller than 12.0 MPa, the road surface input vibration can be reduced.
  • the necessary maximum lateral force cannot be secured. If it is larger than 12.0 MPa, a necessary maximum lateral force can be secured. However, road input vibration may not be reduced.
  • the thickness of the resin belt layer is preferably 2.3 mm or more and 3.8 mm or less. Further, regardless of the thickness of the resin belt layer, the elastic modulus of the tread rubber 60G is preferably set to 12 MPa or less. If the elastic modulus of the tread rubber 60G is larger than 12 MPa, it is difficult to obtain a cushioning effect, and it is difficult to feel the effect of reducing the road surface input vibration.
  • the elastic modulus of the tread rubber 60G is adjusted to be greater than 12 MPa as a result of adjusting the elastic modulus of the tread rubber 60G so that the maximum lateral force does not fall below 100, the thickness of the resin belt layer is reexamined. Accordingly, an optimal combination (thickness of the resin belt layer and elastic modulus of the tread rubber 60G) for reducing the road surface input vibration while securing the high out-of-plane rigidity of the crown portion and the required maximum lateral force by the resin belt layer. Can be selected.

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

Abstract

Ce pneu est équipé d'une carcasse formée de manière à couvrir l'intervalle entre une paire de tringles, une couche de ceinture en résine qui est formée en recouvrant des câblés avec une résine et est positionnée à l'extérieur de la carcasse dans la direction radiale du pneu, et une bande de roulement en caoutchouc qui a une élasticité à la traction inférieure ou égale à 12,0 MPa et est positionnée à l'extérieur de la couche de ceinture en résine dans la direction radiale du pneu.
PCT/JP2019/023517 2018-06-20 2019-06-13 Pneu WO2019244773A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2018117406A JP2019217928A (ja) 2018-06-20 2018-06-20 空気入りタイヤ
JP2018-117406 2018-06-20

Publications (1)

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WO2019244773A1 true WO2019244773A1 (fr) 2019-12-26

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PCT/JP2019/023517 WO2019244773A1 (fr) 2018-06-20 2019-06-13 Pneu

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WO (1) WO2019244773A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1053005A (ja) * 1996-08-09 1998-02-24 Aichi Tire Kogyo Kk 産業車両用ニューマチック形クッションタイヤ及び その製造方法
JPH11180110A (ja) * 1997-12-24 1999-07-06 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2002187408A (ja) * 2000-12-22 2002-07-02 Bridgestone Corp 複合強化ゴム材およびその製造方法ならびに空気入りタイヤ
JP2009279973A (ja) * 2008-05-19 2009-12-03 Yokohama Rubber Co Ltd:The 空気入りタイヤ及びその製造方法
JP2010540337A (ja) * 2007-10-05 2010-12-24 ソシエテ ド テクノロジー ミシュラン 扁平な断面の繊維を含む補強構造体を利用したタイヤ
JP2013071652A (ja) * 2011-09-28 2013-04-22 Toyo Tire & Rubber Co Ltd 非空気圧タイヤ
WO2017146069A1 (fr) * 2016-02-22 2017-08-31 株式会社ブリヂストン Pneumatique

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1053005A (ja) * 1996-08-09 1998-02-24 Aichi Tire Kogyo Kk 産業車両用ニューマチック形クッションタイヤ及び その製造方法
JPH11180110A (ja) * 1997-12-24 1999-07-06 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2002187408A (ja) * 2000-12-22 2002-07-02 Bridgestone Corp 複合強化ゴム材およびその製造方法ならびに空気入りタイヤ
JP2010540337A (ja) * 2007-10-05 2010-12-24 ソシエテ ド テクノロジー ミシュラン 扁平な断面の繊維を含む補強構造体を利用したタイヤ
JP2009279973A (ja) * 2008-05-19 2009-12-03 Yokohama Rubber Co Ltd:The 空気入りタイヤ及びその製造方法
JP2013071652A (ja) * 2011-09-28 2013-04-22 Toyo Tire & Rubber Co Ltd 非空気圧タイヤ
WO2017146069A1 (fr) * 2016-02-22 2017-08-31 株式会社ブリヂストン Pneumatique

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