WO2022270338A1 - 空気入りタイヤの製造方法 - Google Patents
空気入りタイヤの製造方法 Download PDFInfo
- Publication number
- WO2022270338A1 WO2022270338A1 PCT/JP2022/023600 JP2022023600W WO2022270338A1 WO 2022270338 A1 WO2022270338 A1 WO 2022270338A1 JP 2022023600 W JP2022023600 W JP 2022023600W WO 2022270338 A1 WO2022270338 A1 WO 2022270338A1
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- WIPO (PCT)
- Prior art keywords
- transponder
- layer
- coating layer
- tire
- pneumatic tire
- Prior art date
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- 238000004519 manufacturing process Methods 0.000 title claims abstract description 40
- 239000011247 coating layer Substances 0.000 claims abstract description 143
- 238000004073 vulcanization Methods 0.000 claims abstract description 51
- 239000002344 surface layer Substances 0.000 claims abstract description 37
- 238000000034 method Methods 0.000 claims abstract description 24
- 239000010410 layer Substances 0.000 claims description 144
- 229920001971 elastomer Polymers 0.000 claims description 87
- 239000011324 bead Substances 0.000 claims description 32
- 238000001514 detection method Methods 0.000 claims description 7
- 239000000806 elastomer Substances 0.000 claims description 4
- 230000007547 defect Effects 0.000 abstract 1
- 230000001629 suppression Effects 0.000 abstract 1
- 238000004891 communication Methods 0.000 description 25
- 239000000945 filler Substances 0.000 description 13
- 238000012360 testing method Methods 0.000 description 8
- VTYYLEPIZMXCLO-UHFFFAOYSA-L Calcium carbonate Chemical compound [Ca+2].[O-]C([O-])=O VTYYLEPIZMXCLO-UHFFFAOYSA-L 0.000 description 6
- 230000003014 reinforcing effect Effects 0.000 description 6
- 238000011156 evaluation Methods 0.000 description 5
- VYPSYNLAJGMNEJ-UHFFFAOYSA-N Silicium dioxide Chemical compound O=[Si]=O VYPSYNLAJGMNEJ-UHFFFAOYSA-N 0.000 description 4
- 239000000470 constituent Substances 0.000 description 4
- 229910052751 metal Inorganic materials 0.000 description 4
- 239000002184 metal Substances 0.000 description 4
- 239000000758 substrate Substances 0.000 description 4
- 229910000019 calcium carbonate Inorganic materials 0.000 description 3
- 238000000465 moulding Methods 0.000 description 3
- 238000004804 winding Methods 0.000 description 3
- 239000004677 Nylon Substances 0.000 description 2
- 239000006229 carbon black Substances 0.000 description 2
- 239000011248 coating agent Substances 0.000 description 2
- 238000000576 coating method Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000000835 fiber Substances 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 229920001778 nylon Polymers 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 239000000377 silicon dioxide Substances 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 241001441571 Hiodontidae Species 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 239000004760 aramid Substances 0.000 description 1
- 229920003235 aromatic polyamide Polymers 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000009351 contact transmission Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 229920000728 polyester Polymers 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000010998 test method Methods 0.000 description 1
Images
Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01Q—ANTENNAS, i.e. RADIO AERIALS
- H01Q1/00—Details of, or arrangements associated with, antennas
- H01Q1/12—Supports; Mounting means
- H01Q1/22—Supports; Mounting means by structural association with other equipment or articles
- H01Q1/2208—Supports; Mounting means by structural association with other equipment or articles associated with components used in interrogation type services, i.e. in systems for information exchange between an interrogator/reader and a tag/transponder, e.g. in Radio Frequency Identification [RFID] systems
- H01Q1/2241—Supports; Mounting means by structural association with other equipment or articles associated with components used in interrogation type services, i.e. in systems for information exchange between an interrogator/reader and a tag/transponder, e.g. in Radio Frequency Identification [RFID] systems used in or for vehicle tyres
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
- B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
- B29D30/00—Producing pneumatic or solid tyres or parts thereof
- B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
-
- 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
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01Q—ANTENNAS, i.e. RADIO AERIALS
- H01Q1/00—Details of, or arrangements associated with, antennas
- H01Q1/12—Supports; Mounting means
- H01Q1/22—Supports; Mounting means by structural association with other equipment or articles
- H01Q1/2208—Supports; Mounting means by structural association with other equipment or articles associated with components used in interrogation type services, i.e. in systems for information exchange between an interrogator/reader and a tag/transponder, e.g. in Radio Frequency Identification [RFID] systems
- H01Q1/2225—Supports; Mounting means by structural association with other equipment or articles associated with components used in interrogation type services, i.e. in systems for information exchange between an interrogator/reader and a tag/transponder, e.g. in Radio Frequency Identification [RFID] systems used in active tags, i.e. provided with its own power source or in passive tags, i.e. deriving power from RF signal
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01Q—ANTENNAS, i.e. RADIO AERIALS
- H01Q9/00—Electrically-short antennas having dimensions not more than twice the operating wavelength and consisting of conductive active radiating elements
- H01Q9/04—Resonant antennas
- H01Q9/06—Details
- H01Q9/065—Microstrip dipole antennas
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01Q—ANTENNAS, i.e. RADIO AERIALS
- H01Q9/00—Electrically-short antennas having dimensions not more than twice the operating wavelength and consisting of conductive active radiating elements
- H01Q9/04—Resonant antennas
- H01Q9/16—Resonant antennas with feed intermediate between the extremities of the antenna, e.g. centre-fed dipole
- H01Q9/28—Conical, cylindrical, cage, strip, gauze, or like elements having an extended radiating surface; Elements comprising two conical surfaces having collinear axes and adjacent apices and fed by two-conductor transmission lines
- H01Q9/285—Planar dipole
-
- 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
- B29D2030/0077—Directly attaching monitoring devices to tyres before or after vulcanization, e.g. microchips
-
- 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
- B29D2030/0083—Attaching monitoring devices to tyres before or after vulcanization by inserting them inside tyre cavities
Definitions
- the present invention relates to a method for manufacturing a pneumatic tire in which a transponder covered with a coating layer is embedded, and more particularly to a method for manufacturing a pneumatic tire that makes it possible to suppress vulcanization failures of the tire.
- An object of the present invention is to provide a method for manufacturing a pneumatic tire that makes it possible to suppress tire vulcanization failures.
- the pneumatic tire manufacturing method of the present invention is a pneumatic tire manufacturing method in which a transponder is embedded in the tire, wherein a coating layer covering the transponder is located on the surface side of the transponder in the thickness direction. and a rear surface layer positioned on the rear surface side of the transponder, wherein the surface layer and the rear surface layer are located at at least one end of both ends in the width direction of the coating layer. steps are formed so that the steps do not coincide with each other, the transponder covered with a coating layer having the steps is embedded in an unvulcanized tire, and the unvulcanized tire is vulcanized.
- the coating layer that covers the transponder has a surface layer positioned on the front side of the transponder in its thickness direction and a back layer positioned on the back side of the transponder. Steps are formed on at least one end so that the end positions of the surface layer and the back layer do not coincide with each other, and the transponder covered with the coating layer having the steps is embedded in the unvulcanized tire, By vulcanizing the vulcanized tire, it is possible to reduce the gap generated between the coating layer and the rubber member arranged adjacent to the coating layer by the step. As a result, vulcanization failure of the tire around the transponder can be suppressed.
- the end positions of the surface layer and the back layer are adjusted at least one end of both ends in the width direction of the coating layer.
- the steps are formed by shifting. As a result, vulcanization failure of the tire can be effectively suppressed.
- the width of the step is preferably 1.5 mm to 5.0 mm.
- the thickness of at least one of the surface layer and the back layer is preferably 0.5 mm to 2.5 mm. As a result, vulcanization failure of the tire can be effectively suppressed.
- the dielectric constant of the coating layer is lower than that of the rubber member disposed adjacent to the coating layer, and the total thickness Gac of the coating layer and the maximum thickness Gar of the transponder are 1.1 ⁇ Gac/Gar ⁇ It is preferable to satisfy the relationship of 3.0.
- the transponder is sufficiently isolated from the adjacent rubber member and wrapped with a coating layer having a low relative dielectric constant, so that the transponder's communication performance can be improved.
- the durability of the tire can be sufficiently ensured.
- the coating layer is made of elastomer or rubber, and the dielectric constant of the coating layer is preferably 7 or less. As a result, it is possible to ensure radio wave transparency of the transponder and effectively improve the communicatability of the transponder.
- the Mooney viscosity of the coating layer is preferably lower than the Mooney viscosity of the rubber member arranged adjacent to the coating layer.
- the minimum value M Lc in the vulcanization curve obtained from the torque detection by the rheometer in the coating layer is the minimum value M Lt in the vulcanization curve obtained from the torque detection by the rheometer in the rubber member placed adjacent to the coating layer. preferably lower than As a result, during vulcanization, rubber flow of the coating layer is improved, and voids are less likely to occur between the coating layer and the adjacent rubber member, so vulcanization failures of the tire can be effectively suppressed.
- the transponder it is preferable to arrange the transponder so that the longitudinal direction of the transponder is within a range of ⁇ 10° with respect to the circumferential direction of the forming drum. This can effectively improve the durability of the tire.
- the center of the transponder be spaced apart from the splice portion of the tire constituent member by 10 mm or more in the tire circumferential direction. This can effectively improve the durability of the tire.
- the transponder is preferably arranged between a position 15 mm outside in the tire radial direction from the upper end of the bead core of the bead portion and a position 5 mm inside in the tire radial direction from the end of the belt layer. As a result, metal interference is less likely to occur, and communicatability of the transponder can be ensured.
- FIG. 1 is a meridional cross-sectional view showing an example of a pneumatic tire to which the pneumatic tire manufacturing method according to the present invention is applied.
- FIG. 2 is a cross-sectional view showing a main part of the pneumatic tire of FIG. 1.
- FIG. 3(a) and 3(b) are perspective views showing transponders that can be embedded in the pneumatic tire of FIG. 4A and 4B show a transponder covered with a covering layer, where (a) is a perspective view and (b) is a cross-sectional view.
- 5(a) and 5(b) are perspective views showing the steps of forming the coating layer in the pneumatic tire manufacturing method according to the present invention.
- FIG. 6(a) and 6(b) are explanatory diagrams showing the molding process in the pneumatic tire manufacturing method according to the present invention.
- FIG. 7 is a cross-sectional view showing a transponder embedded in a pneumatic tire covered with a covering layer.
- 8 is a meridional cross-sectional view schematically showing the pneumatic tire of FIG. 1.
- FIG. 9 is an equatorial sectional view schematically showing the pneumatic tire of FIG. 1.
- FIG. FIG. 10 is a cross-sectional view showing a main part of a modification of the pneumatic tire to which the pneumatic tire manufacturing method according to the present invention is applied.
- FIGS. 11(a) to (h) respectively show modifications of the shape of the coating layer
- FIGS. 11(a) to (e) are cross-sectional views
- FIGS. 11(f) to (h) are plan views.
- FIG. 12 is an explanatory diagram showing the tire radial position of the transponder in the test tire.
- 1 and 2 show a pneumatic tire to which the pneumatic tire manufacturing method according to the present invention is applied.
- the pneumatic tire of the present embodiment includes a tread portion 1 extending in the tire circumferential direction and forming an annular shape, a pair of sidewall portions 2 arranged on both sides of the tread portion 1, and these A pair of bead portions 3 arranged radially inward of the sidewall portion 2 are provided.
- At least one carcass layer 4 (one layer in FIG. 1) formed by arranging a plurality of carcass cords in the radial direction is mounted.
- the carcass layer 4 is covered with rubber.
- organic fiber cords such as nylon and polyester are preferably used.
- An annular bead core 5 is embedded in each bead portion 3 , and a bead filler 6 made of a rubber composition having a triangular cross section is arranged on the outer circumference of the bead core 5 .
- the belt layer 7 includes a plurality of reinforcing cords inclined with respect to the tire circumferential direction, and the reinforcing cords are arranged so as to intersect each other between the layers.
- the inclination angle of the reinforcing cords with respect to the tire circumferential direction is set within a range of 10° to 40°, for example.
- a steel cord is preferably used as the reinforcing cord for the belt layer 7 .
- At least one layer (two layers in FIG. 1) formed by arranging reinforcing cords at an angle of, for example, 5° or less with respect to the tire circumferential direction for the purpose of improving high-speed durability.
- a belt cover layer 8 is arranged.
- the belt cover layer 8 positioned radially inward of the tire constitutes a full cover covering the entire width of the belt layer 7, and the belt cover layer 8 positioned radially outward of the tire covers only the end portion of the belt layer 7. It constitutes the edge cover layer.
- Organic fiber cords such as nylon and aramid cords are preferably used as the reinforcing cords for the belt cover layer 8 .
- both ends 4e of the carcass layer 4 are folded back around each bead core 5 from the inside to the outside of the tire so as to wrap the bead core 5 and the bead filler 6.
- the carcass layer 4 includes a main body portion 4A, which is a portion from the tread portion 1 to each bead portion 3 via each sidewall portion 2, and a bead portion 3, which is wound up around the bead core 5 and extends to each sidewall portion 2 side. and a roll-up portion 4B, which is a portion extending toward.
- An inner liner layer 9 is arranged along the carcass layer 4 on the inner surface of the tire.
- a cap tread rubber layer 11 is arranged on the tread portion 1
- a sidewall rubber layer 12 is arranged on the sidewall portion 2
- a rim cushion rubber layer 13 is arranged on the bead portion 3 .
- a transponder 20 is embedded between the carcass layer 4 and the inner liner layer 9 .
- the transponder 20 is covered with a covering layer 23, as shown in FIG.
- the covering layer 23 covers the entire transponder 20 so as to sandwich both front and back surfaces of the transponder 20 .
- the transponder 20 for example, an RFID (Radio Frequency Identification) tag can be used. As shown in FIGS. 3(a) and 3(b), the transponder 20 has an IC substrate 21 for storing data and an antenna 22 for non-contact transmission and reception of data. By using such a transponder 20, it is possible to timely write or read information about the tire and manage the tire efficiently.
- RFID is an automatic recognition technology that consists of a reader/writer having an antenna and a controller, and an ID tag having an IC substrate and an antenna, and is capable of communicating data wirelessly.
- the overall shape of the transponder 20 is not particularly limited, and for example, a columnar or plate-like shape can be used as shown in FIGS. 3(a) and 3(b).
- the use of the columnar transponder 20 shown in FIG. 3A is preferable because it can follow the deformation of the tire in each direction.
- the antenna 22 of the transponder 20 protrudes from both ends of the IC substrate 21 and has a spiral shape.
- deformation of the tire during running can be followed, and the durability of the transponder 20 can be improved.
- the terminal 4e of the rolled-up portion 4B of the carcass layer 4 is arranged in the middle of the sidewall portion 2, but the present invention is not limited to this.
- the terminal 4e of the portion 4B can be placed at any height.
- the terminal 4e of the winding portion 4B of the carcass layer 4 may be arranged on the side of the bead core 5.
- the inner liner layer 9 is placed on the forming drum, and the transponder 20 coated with the coating layer 23 thereon, the carcass layer 4, the bead core 5, and the bead filler 6 are formed.
- a belt layer 7 and a belt cover layer 8 and a cap tread rubber layer 11, a sidewall rubber layer 12, and a rim cushion rubber layer 13 are laminated to form an unvulcanized tire, and the unvulcanized tire is formed.
- a forming step of forming steps 24 in the covering layer 23 that covers both the front and back surfaces of the transponder 20 is carried out in advance.
- this forming step as shown in FIGS. 4A and 4B, the positions of at least one of the widthwise end portions 23a and 23b of the coating layer 23 do not match on both surfaces of the coating layer 23.
- Form step 24 as follows. In FIGS. 4A and 4B, the step 24 is formed only at the end 23b of the coating layer 23 in the width direction.
- the coating layer 23 consists of a surface layer 23x located on the surface side of the transponder 20 (upper side in FIG.
- each of the surface layer 23x and the back layer 23y may be composed of a plurality of layers.
- the surface layer 23x and the back layer 23y are divided in the thickness direction of the covering layer 23 with the center line of the transponder 20 as a boundary.
- the end positions of the surface layer 23x and the back layer 23y do not match each other, in other words, the width Wx of the surface layer 23x and the width Wy of the back layer 23y are different.
- step 24 is performed so that the positions of at least one of the lengthwise end portions 23 c and 23 d of the coating layer 23 do not match on both surfaces of the coating layer 23 .
- the step 24 is a portion where the positions of the ends 23a to 23d in the width direction and/or the length direction of the coating layer 23 are shifted on both the front and back surfaces of the coating layer 23.
- the length direction of the coating layer 23 is the direction in which the transponder 20 extends
- the width direction of the coating layer 23 is the direction perpendicular to the direction in which the transponder 20 extends.
- the step 24 in the covering layer 23 for example, when forming the covering layer 23 having the cross-sectional shape shown in FIGS.
- the transponder 20 is entirely covered by stacking two covering layers 23 having different diameters and rectangular cross-sectional shapes so that the widthwise ends of the covering layers 23 on one side are aligned with each other.
- the step 24 can be formed at the other widthwise end of the laminated coating layer 23 .
- the number of layers constituting the coating layer 23 can be arbitrarily set.
- a single covering layer 23 having a rectangular cross-sectional shape may be used, and the covering layer 23 may be folded to cover the entire transponder 20.
- FIG. 5(b) a single covering layer 23 having a rectangular cross-sectional shape may be used, and the covering layer 23 may be folded to cover the entire transponder 20.
- the step 24 can be formed at one widthwise end of the coating layer 23 .
- two covering layers 23 having the same width and rectangular cross-sectional shape are used, and these covering layers 23 are laminated to cover the entire transponder 20, and then laminated.
- the step 24 may be formed by removing at least one widthwise end of the coating layer 23 .
- the coating layer 23 that covers the transponder 20 has the surface layer 23x positioned on the front side of the transponder 20 in the thickness direction and the back layer 23y positioned on the back side of the transponder 20.
- the step 24 is formed so that the end positions of the surface layer 23x and the back layer 23y do not match each other at at least one end of both ends 23a and 23b in the width direction of the coating layer 23, and the step 24 is provided.
- a step is locally formed on the circumference of the unvulcanized tire, and the coating layer and the coating layer are arranged adjacent to each other around the transponder.
- a gap is generated between the rubber member and the tire vulcanization failure.
- the transponder is arranged outside the carcass layer in the tire width direction, air is entrained, and cracks are likely to occur around the transponder.
- the transponder is arranged inside the carcass layer in the tire width direction, it becomes convex radially inward of the tire, so that the release agent is involved and cracks are likely to occur around the transponder.
- the surface layer 23x and the surface layer 23x are formed at at least one of the widthwise end portions 23a and 23b of the covering layer 23. It is preferable to form the step 24 by shifting the end position of the back layer 23y. For example, by using two extruders, the strip-shaped surface layer 23x and the back layer 23y extruded from each extruder can be arranged on both the front and back surfaces of the transponder 20 to cover the entire transponder 20.
- the surface layer 23x and the back layer 23y extruded from each extruder have different widths, and the end positions of the surface layer 23x and the back layer 23y are shifted in the width direction.
- the step 24 can be formed in at least one of the widthwise end portions 23 a and 23 b of the coating layer 23 .
- the steps 24 are formed at both ends of the covering layer 23 in the width direction.
- the gap between the coating layer 23 and the rubber member arranged adjacent to the coating layer 23 can be further reduced, thereby preventing vulcanization failure of the tire. can be effectively suppressed.
- the longitudinal direction of the transponder 20 is aligned with the circumference of the forming drum D as shown in FIGS.
- the transponder 20 is positioned within ⁇ 10° of the direction. That is, the illustrated inclination angle ⁇ should be in the range of -10° to 10°.
- This inclination angle ⁇ is the angle formed by the circumferential direction of the forming drum D and the center line L of the transponder 20 as a whole.
- both sides of the coating layer 23 have different widths, it is preferable to arrange the wider one of the two sides of the coating layer 23 (for example, the back layer 23y shown in FIG. 4B) on the carcass layer 4 side.
- the Mooney viscosity of the coating layer 23 is preferably lower than the Mooney viscosity of the rubber member arranged adjacent to the coating layer 23 .
- adjacent rubber members include the carcass layer 4, the bead filler 6, the inner liner layer 9, the sidewall rubber layer 12, and the rim cushion rubber layer 13.
- the ratio of the Mooney viscosity [ML(1+4) 100°C] of the coating layer 23 to the Mooney viscosity [ML(1+4) 100°C] of the adjacent rubber member is preferably 0.3 to 0.9. More preferably 5 to 0.8, most preferably 0.5 to 0.7.
- the Mooney viscosity [ML (1+4) 100°C] is measured by a Mooney viscometer using an L-shaped rotor in accordance with JIS K6300-1, with a preheating time of 1 minute and a rotor rotation time of 4 minutes. minutes, and the test temperature is 100°C.
- the ratio of the Mooney viscosity of the coating layer 23 to the Mooney viscosity of the adjacent rubber member is smaller than 0.3, the rubber flow of the coating layer 23 becomes excessively good during vulcanization, and the transponder 20 may be exposed. , the communication performance of the transponder 20 deteriorates when it comes into contact with an adjacent rubber member. Conversely, if the ratio of the Mooney viscosity of the coating layer 23 to the Mooney viscosity of the adjacent rubber member is greater than 0.9, the rubber flow of the coating layer 23 deteriorates during vulcanization, creating a gap between the adjacent rubber members. As a result, tire vulcanization failures are likely to occur.
- the minimum value M Lc in the vulcanization curve obtained from the torque detection by the rheometer in the coating layer 23 is the vulcanization curve obtained from the torque detection by the rheometer in the rubber member arranged adjacent to the coating layer 23. is preferably lower than the minimum value M Lt of . More preferably, the minimum value M Lc of the coating layer 23 and the minimum value M Lt of the adjacent rubber members satisfy the relationship 0.2 ⁇ MLc / MLt ⁇ 1.0.
- the vulcanization curve obtained from the torque detection by the rheometer is based on JIS K6300-2, and the vulcanization curve is measured at a temperature of 170° C. with the torque obtained on the vertical axis and the vulcanization time on the horizontal axis. It is what I did.
- the minimum value of torque is ML .
- the rubber flow of the coating layer 23 becomes excessively good during vulcanization, and the transponder 20 is exposed. If the transponder 20 comes into contact with an adjacent rubber member, the communication performance of the transponder 20 deteriorates. Conversely, if the minimum value M Lc of the coating layer 23 and the minimum value M Lt of the adjacent rubber members exceed the upper limit of the above relational expression, the rubber flow of the coating layer 23 deteriorates during vulcanization, and the gap between the adjacent rubber members Since voids are likely to occur in the tire, vulcanization failure of the tire is likely to occur.
- the width w of the step 24 is preferably 1.5 mm to 5.0 mm.
- the width w of the step is the average value of the widths measured at three points in total, that is, both ends of the coating layer 23 in the length direction and the central portion of the coating layer 23 .
- the width w of the step is less than 1.5 mm, a sufficient improvement effect against vulcanization failure of the tire cannot be obtained, and the durability of the tire deteriorates due to vulcanization failure of the tire. If the width w of the step is larger than 5.0 mm, the gap between the coating layer 23 and the adjacent rubber member becomes large. Tire durability deteriorates with failure.
- the thickness t (see FIG. 4(b)) of at least one of the surface layer 23x and the back layer 23y is preferably 0.5 mm to 2.5 mm.
- the thickness t of the covering layer 23 is the thickness measured by dividing the covering layer 23 in the thickness direction with the center line of the transponder 20 as a boundary, that is, the thickness of the surface layer 23x or the thickness of the back layer 23y. It is.
- the coating layer 23 consists of three or more layers, it is measured as described above.
- the thickness t of the coating layer 23 when the thickness t of the coating layer 23 is less than 0.5 mm, while the communication performance of the transponder 20 deteriorates, vulcanization failure of the tire around the transponder 20 can be suppressed. If the thickness t of the coating layer 23 is greater than 2.5 mm, the communication performance of the transponder 20 is improved, but vulcanization failure of the tire is likely to occur. By setting the thickness t of the coating layer 23 within the above range, vulcanization failure of the tire can be effectively suppressed.
- the dielectric constant of the coating layer 23 covering the transponder 20 is the same as that of the rubber member (for example, the inner liner layer 9, the bead filler 6, and the sidewall rubber) arranged adjacent to the coating layer 23. layer 12, the rim cushion rubber layer 13, and the coating rubber of the carcass layer 4), and the total thickness Gac of the covering layer 23 and the maximum thickness Gar of the transponder 20 satisfy 1.1 ⁇ Gac /Gar ⁇ 3.0.
- the total thickness Gac of the coating layer 23 is the total thickness of the coating layer 23 at a position including the transponder 20. For example, as shown in FIG. It is the total thickness of the carcass layer 4 on a straight line perpendicular to the carcass cords.
- the transponder 20 is sufficiently isolated from the adjacent rubber members. Since the transponder 20 is wrapped with the coating layer 23 having a low dielectric constant, the communicatability of the transponder 20 can be improved. That is, when the wavelength of the radio wave of the communication device is ⁇ and the dielectric constant of the coating layer 23 covering the transponder 20 is ⁇ r , the wavelength of the radio wave passing through the coating layer 23 is ⁇ / ⁇ r . The length of the antenna 22 of the transponder 20 is set to resonate with respect to the wavelength ⁇ / ⁇ r .
- the transponder 20 By optimizing the length of the antenna 22 of the transponder 20 in this way, communication efficiency is greatly improved.
- the transponder 20 should be sufficiently isolated from adjacent rubber members adjacent to the covering layer 23. FIG. Therefore, by satisfying the relationship 1.1 ⁇ Gac/Gar ⁇ 3.0, it is possible to improve the communication performance of the transponder 20 .
- the durability of the tire can be sufficiently ensured. As a result, it is possible to improve the communication performance of the transponder 20 while ensuring the durability of the tire.
- the transponder 20 will come into contact with the adjacent rubber member, the resonance frequency will shift, and the communication performance of the transponder 20 will deteriorate. Conversely, if the above ratio is excessively large (the total thickness Gac of the coating layer 23 is excessively thick), tire durability tends to deteriorate.
- the transponder 20 is reliably covered with the covering layer 23, so that the surrounding environment of the transponder 20 is stabilized, the resonance frequency does not shift, and the communication distance of the transponder 20 can be sufficiently secured.
- the coating layer 23 preferably consists of rubber or elastomer and 20 phr or more of a white filler.
- the relative permittivity of the coating layer 23 can be made relatively low compared to the case where the coating layer 23 contains carbon, and the communication performance of the transponder 20 can be effectively improved.
- "phr" means parts by weight per 100 parts by weight of the rubber component (elastomer).
- the white filler that constitutes the coating layer 23 preferably contains 20 phr to 55 phr of calcium carbonate.
- the dielectric constant of the coating layer 23 can be made relatively low, and the communication performance of the transponder 20 can be effectively improved.
- the white filler contains an excessive amount of calcium carbonate, it becomes brittle and the strength of the coating layer 23 decreases, which is not preferable.
- the coating layer 23 can optionally contain 20 phr or less of silica (white filler) or 5 phr or less of carbon black. When a small amount of silica or carbon black is used together, the strength of the coating layer 23 can be secured and the dielectric constant thereof can be lowered.
- the dielectric constant of the coating layer 23 is preferably 7 or less, more preferably 2-5.
- the dielectric constant of the rubber forming the coating layer 23 is 860 MHz to 960 MHz at room temperature.
- normal temperature is 23 ⁇ 2° C. and 60% ⁇ 5% RH in accordance with the standard conditions of JIS. After the rubber is treated at 23° C. and 60% RH for 24 hours, the dielectric constant is measured by the capacitance method.
- the above-described range of 860 MHz to 960 MHz corresponds to the currently assigned frequency of RFID in the UHF band, but if the assigned frequency is changed, the dielectric constant of the assigned frequency range may be defined as described above.
- the transponder 20 is arranged in the tire radial direction at a position P1 15 mm outward in the tire radial direction from the upper end 5e of the bead core 5 (outer end in the tire radial direction) and the belt layer 7. It is preferable to arrange between the terminal 7e of the terminal 7e and the position P2 which is 5 mm inside in the tire radial direction. That is, the transponder 20 should be arranged in the area S1 shown in FIG. When the transponder 20 is placed in the region S1, metal interference is less likely to occur, and the communication of the transponder 20 can be ensured.
- the transponder 20 when the transponder 20 is arranged radially inward of the position P1, the stress concentration near the rim flange makes it easier for the transponder 20 and the adjacent rubber member to separate, and the metal member such as the bead core 5 is close to the metal member. Therefore, the communication performance of the transponder 20 tends to deteriorate.
- the transponder 20 when the transponder 20 is arranged outside the position P2 in the tire radial direction, the transponder 20 is located in a region where the stress amplitude during running is large, and the transponder 20 itself is damaged or interfacial peeling occurs around the transponder 20. becomes easier.
- FIG. 9 shows the position Q of each splice portion in the tire circumferential direction. It is preferable that the center of the transponder 20 is spaced apart from the splice portion of the tire component by 10 mm or more in the tire circumferential direction. That is, it is preferable to arrange the transponder 20 in the area S2 shown in FIG. Specifically, it is preferable that the substrate 21 constituting the transponder 20 is separated from the position Q by 10 mm or more in the tire circumferential direction.
- the entire transponder 20 including the antenna 22 is separated from the position Q in the tire circumferential direction by 10 mm or more. Most preferably, they are spaced apart by 10 mm or more.
- the tire component whose splice portion is spaced apart from the transponder 20 is a member adjacent to the transponder 20 . Examples of such tire constituent members include the carcass layer 4, the bead filler 6, the belt layer 7, the inner liner layer 9, the cap tread rubber layer 11, the sidewall rubber layer 12, and the rim cushion rubber layer 13. Placing the transponder 20 away from the splices of the tire components effectively improves the durability of the tire.
- the positions Q of the splice portions of the respective tire constituent members in the tire circumferential direction are arranged at equal intervals, but the present invention is not limited to this.
- the position Q in the tire circumferential direction can be set to any position, and in any case, the transponder 20 is arranged so as to be separated from the splice portion of each tire component by 10 mm or more in the tire circumferential direction.
- FIG. 10 shows a modified example of a pneumatic tire to which the pneumatic tire manufacturing method according to the present invention is applied.
- the same parts as those in FIGS. 1 and 2 are denoted by the same reference numerals, and detailed description of those parts is omitted.
- a transponder 20 is embedded in a portion outside the carcass layer 4 in the tire width direction. Specifically, the transponder 20 is arranged between the winding portion 4B of the carcass layer 4 and the rim cushion rubber layer 13 .
- the inner liner layer 9 is placed on the molding drum, and the carcass layer 4 and the bead cores 5 are placed thereon.
- a bead filler 6, a belt layer 7 and a belt cover layer 8 are laminated, and a cap tread rubber layer 11, a sidewall rubber layer 12 and a rim cushion rubber layer 13 are bonded together to form an unvulcanized tire.
- the transponder 20 covered with the covering layer 23 is arranged, for example, between the carcass layer 4 and the sidewall rubber layer 12 or the rim cushion rubber layer 13 .
- step 24 is performed between the coating layer 23 and a rubber member (for example, the sidewall rubber layer 12, the rim cushion rubber layer 13, etc.) disposed adjacent to the coating layer 23. It is possible to reduce the voids generated in the As a result, vulcanization failure of the tire around the transponder 20 can be suppressed.
- the embodiment of FIG. 10 shows an example in which the transponder 20 is arranged between the winding portion 4B of the carcass layer 4 and the rim cushion rubber layer 13, it is not limited to this.
- the transponder 20 can be arranged between the main body portion 4A of the carcass layer 4 and the sidewall rubber layer 12 .
- the terminal 4e of the wound portion 4B of the carcass layer 4 may be arranged in the middle of the sidewall portion 2, or the terminal 4e of the wound portion 4B of the carcass layer 4 may be arranged on the side of the bead core 5. good.
- the transponder 20 can be arranged between the bead filler 6 and the sidewall rubber layer 12 or the rim cushion rubber layer 13 .
- steps 24 are formed only at one end in the width direction of the coating layer 23 , but the present invention is not limited to this.
- steps 24 can be formed at both ends in the width direction, and as shown in FIG.
- steps 24 can be formed by combining an inclined surface and a flat surface at both ends of the covering layer 23 in the width direction.
- the step 24 can be formed not only at the end of the coating layer 23 in the width direction, but also at one end of the coating layer 23 in the length direction.
- steps 24 may be formed at both ends of the coating layer 23 in the width direction and at both ends of the coating layer 23 in the length direction.
- the transponder is covered with a coating layer, the transponder covered with the coating layer is embedded in an unvulcanized tire, and the unvulcanized tire is covered with the transponder.
- the presence or absence of the step of the coating layer, the width of the step of the coating layer, Gac/Gar, the material of the coating layer, the dielectric constant of the coating layer, the tire circumferential position of the transponder, and the tire radial position of the transponder are determined.
- the transponder is embedded between the carcass layer and the inner liner layer, and the dielectric constant of the coating layer covering the transponder is arranged adjacent to the coating layer. It is set lower than the rubber member (coating rubber of the inner liner layer and the carcass layer).
- the position of the transponder in the tire circumferential direction indicates the distance [mm] measured in the tire circumferential direction from the center of the transponder to the splice portion of the tire component. 12. Further, the position of the transponder in the tire radial direction corresponds to positions A to C shown in FIG.
- Vulcanization failure 200 test tires were produced for each test tire, occurrence of vulcanization failure around the transponder was visually confirmed, and the occurrence rate of vulcanization failure was calculated. The evaluation results are indicated by “ ⁇ (excellent)” when there is no vulcanization failure, and “ ⁇ (good)” when the incidence of vulcanization failure is less than 3%. The case of 3% or more was indicated by three grades of " ⁇ (acceptable)".
- Durability (tires) Each test tire was mounted on a standard rim wheel, and a running test was performed with a drum tester under the conditions of air pressure of 120 kPa, 102% of the maximum load, and running speed of 81 km. measured the distance. The evaluation results are indicated by " ⁇ (excellent)” when the mileage reaches 6480 km, “ ⁇ (good)” when the mileage is 4050 km or more and less than 6480 km, and “O (good)” when the mileage is less than 4050 km. ⁇ (acceptable)” in three grades.
- Transponder For each test tire, communication work with the transponder was performed using a reader/writer. Specifically, the maximum communicable distance was measured with a reader/writer at an output of 250 mW and a carrier wave frequency of 860 MHz to 960 MHz. The evaluation results are indicated by “ ⁇ (excellent)” when the communication distance is 1000 mm or more, “ ⁇ (good)” when the communication distance is 500 mm or more and less than 1000 mm, and “ ⁇ () when the communication distance is less than 500 mm. allowed)” in three stages.
- the pneumatic tires of Examples 1 to 13 were able to suppress the occurrence of tire vulcanization failures compared to the conventional example. Furthermore, the pneumatic tires of Examples 1 to 7 and 9 to 13 can improve tire durability compared to the conventional example, and the pneumatic tires of Examples 5 to 13 are superior to the conventional example. , could improve transponder communication.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Details Of Aerials (AREA)
- Tyre Moulding (AREA)
Abstract
Description
各試験タイヤを200本ずつ製造し、トランスポンダ周辺での加硫故障の発生を目視で確認し、加硫故障の発生率を算出した。評価結果は、加硫故障が無かった場合を「◎(優)」で示し、加硫故障の発生率が3%未満の場合を「○(良)」で示し、加硫故障の発生率が3%以上の場合を「△(可)」の3段階で示した。
各試験タイヤを標準リムのホイールに組み付け、空気圧120kPa、最大負荷荷重に対して102%、走行速度81kmの条件でドラム試験機にて走行試験を実施した後、タイヤに故障が発生した際の走行距離を測定した。評価結果は、走行距離が6480kmに達した場合を「◎(優)」で示し、走行距離が4050km以上6480km未満の場合を「○(良)」で示し、走行距離が4050km未満の場合を「△(可)」の3段階で示した。
各試験タイヤについて、リーダライタを用いてトランスポンダとの通信作業を実施した。具体的には、リーダライタにおいて出力250mW、搬送波周波数860MHz~960MHzとして通信可能な最長距離を測定した。評価結果は、通信距離1000mm以上の場合を「◎(優)」で示し、通信距離が500mm以上1000mm未満の場合を「○(良)」で示し、通信距離が500mm未満の場合を「△(可)」の3段階で示した。
2 サイドウォール部
3 ビード部
4 カーカス層
5 ビードコア
6 ビードフィラー
7 ベルト層
12 サイドウォールゴム層
13 リムクッションゴム層
20 トランスポンダ
23 被覆層
23a~23d 端部
23x 表面層
23y 裏面層
24 ステップ
CL タイヤ中心線
Claims (12)
- トランスポンダをタイヤ内に埋設する空気入りタイヤの製造方法において、
前記トランスポンダを被覆する被覆層がその厚さ方向において前記トランスポンダの表面側に位置する表面層と前記トランスポンダの裏面側に位置する裏面層とを有し、前記被覆層の幅方向の両端部のうち少なくとも一方側の端部において前記表面層と前記裏面層の端部位置が互いに一致しないようにステップを形成し、該ステップを有する被覆層で被覆された前記トランスポンダを未加硫タイヤに埋設し、該未加硫タイヤを加硫することを特徴とする空気入りタイヤの製造方法。 - 前記表面層と前記裏面層とで前記トランスポンダを挟み込む際に前記被覆層の幅方向の両端部のうち少なくとも一方側の端部において前記表面層と前記裏面層の端部位置をずらすことで前記ステップを形成することを特徴とする請求項1に記載の空気入りタイヤの製造方法。
- 前記ステップを前記被覆層の幅方向の両端部に形成することを特徴とする請求項1又は2に記載の空気入りタイヤの製造方法。
- 前記ステップの幅が1.5mm~5.0mmであることを特徴とする請求項1~3のいずれかに記載の空気入りタイヤの製造方法。
- 前記表面層と前記裏面層のうち少なくとも一方の厚さが0.5mm~2.5mmである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の製造方法。
- 前記被覆層の比誘電率が該被覆層に隣接して配置されるゴム部材の比誘電率よりも低く、前記被覆層の総厚さGacと前記トランスポンダの最大厚さGarとが1.1≦Gac/Gar≦3.0の関係を満たす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の製造方法。
- 前記被覆層がエラストマー又はゴムからなり、前記被覆層の比誘電率が7以下である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の製造方法。
- 前記被覆層のムーニー粘度が該被覆層に隣接して配置されるゴム部材のムーニー粘度よりも低い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の製造方法。
- 前記被覆層におけるレオメータによるトルク検出から得られた加硫曲線での最小値MLcが該被覆層に隣接して配置されるゴム部材におけるレオメータによるトルク検出から得られた加硫曲線での最小値MLtよりも低い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の製造方法。
- 前記トランスポンダの長手方向が成形ドラムの周方向に対して±10°の範囲内にあるように前記トランスポンダを配置す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の製造方法。
- 前記トランスポンダの中心がタイヤ構成部材のスプライス部からタイヤ周方向に10mm以上離間して配置されていることを特徴とする請求項1~10のいずれかに記載の空気入りタイヤの製造方法。
- 前記トランスポンダがビード部のビードコアの上端からタイヤ径方向外側に15mmの位置とベルト層の端末からタイヤ径方向内側に5mmの位置との間に配置されていることを特徴とする請求項1~11のいずれかに記載の空気入りタイヤの製造方法。
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CN202280039567.2A CN117440886A (zh) | 2021-06-22 | 2022-06-13 | 充气轮胎的制造方法 |
DE112022002093.8T DE112022002093T5 (de) | 2021-06-22 | 2022-06-13 | Verfahren zum Herstellen eines Luftreifens |
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WO2024180871A1 (ja) * | 2023-02-27 | 2024-09-06 | 横浜ゴム株式会社 | タイヤ及びその製造方法 |
WO2024180873A1 (ja) * | 2023-02-27 | 2024-09-06 | 横浜ゴム株式会社 | タイヤ及びその製造方法 |
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- 2022-06-13 US US18/570,731 patent/US20240278516A1/en active Pending
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WO2024180873A1 (ja) * | 2023-02-27 | 2024-09-06 | 横浜ゴム株式会社 | タイヤ及びその製造方法 |
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