WO2023276176A1 - タイヤ - Google Patents
タイヤ Download PDFInfo
- Publication number
- WO2023276176A1 WO2023276176A1 PCT/JP2021/040451 JP2021040451W WO2023276176A1 WO 2023276176 A1 WO2023276176 A1 WO 2023276176A1 JP 2021040451 W JP2021040451 W JP 2021040451W WO 2023276176 A1 WO2023276176 A1 WO 2023276176A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- tire
- rubber
- width direction
- layers
- communication device
- Prior art date
Links
- 229920001971 elastomer Polymers 0.000 claims abstract description 145
- 239000005060 rubber Substances 0.000 claims abstract description 145
- 238000004891 communication Methods 0.000 claims abstract description 66
- 239000011324 bead Substances 0.000 claims abstract description 23
- 230000003712 anti-aging effect Effects 0.000 claims description 17
- 239000003795 chemical substances by application Substances 0.000 claims description 17
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 14
- 229910052799 carbon Inorganic materials 0.000 claims description 14
- 241000254043 Melolonthinae Species 0.000 claims description 11
- 230000001965 increasing effect Effects 0.000 description 7
- 239000002184 metal Substances 0.000 description 6
- VYPSYNLAJGMNEJ-UHFFFAOYSA-N Silicium dioxide Chemical compound O=[Si]=O VYPSYNLAJGMNEJ-UHFFFAOYSA-N 0.000 description 4
- 230000006866 deterioration Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- RAXXELZNTBOGNW-UHFFFAOYSA-N imidazole Natural products C1=CNC=N1 RAXXELZNTBOGNW-UHFFFAOYSA-N 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 2
- 230000000116 mitigating effect Effects 0.000 description 2
- 239000000377 silicon dioxide Substances 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 1
- CBENFWSGALASAD-UHFFFAOYSA-N Ozone Chemical compound [O-][O+]=O CBENFWSGALASAD-UHFFFAOYSA-N 0.000 description 1
- ISWSIDIOOBJBQZ-UHFFFAOYSA-N Phenol Chemical compound OC1=CC=CC=C1 ISWSIDIOOBJBQZ-UHFFFAOYSA-N 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 150000001412 amines Chemical class 0.000 description 1
- 239000003963 antioxidant agent Substances 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 239000006229 carbon black Substances 0.000 description 1
- 238000010073 coating (rubber) Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 229910001873 dinitrogen Inorganic materials 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 229910021385 hard carbon Inorganic materials 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
- 239000011261 inert gas Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 229910021384 soft carbon Inorganic materials 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C13/00—Tyre sidewalls; Protecting, decorating, marking, or the like, thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C19/00—Tyre parts or constructions not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
- B60C1/0025—Compositions of the sidewalls
-
- 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
- B60C13/00—Tyre sidewalls; Protecting, decorating, marking, or the like, thereof
- B60C2013/005—Physical properties of the sidewall rubber
- B60C2013/006—Modulus; Hardness; Loss modulus or "tangens delta"
Definitions
- the present invention relates to tires. This application claims priority based on Japanese Patent Application No. 2021-109732 filed in Japan on June 30, 2021, the full text of which is incorporated herein.
- a sensor for detecting the internal state of the tire such as tire pressure, an RFID tag equipped with a storage unit capable of storing unique identification information of the tire, etc.
- a configuration for attaching a communication device to the inner surface of the tire, or the inside of the tire is known.
- a sensor as a communication device can be used to determine the state of a tire during running, and various tire information acquired from a storage unit of an RFID tag as a communication device can be used for maintenance services and the like.
- Patent Document 1 discloses a tire in which an RFID tag is sandwiched between carcass plies.
- An object of the present invention is to solve the above-described problems, and to provide a tire that can ensure sufficient durability of a communication device.
- the tire of the present invention is A pair of bead portions, a pair of sidewall portions, a tread portion spanning between both sidewall portions, and a carcass comprising at least one carcass ply extending over the toroid between the pair of bead portions.
- a tire comprising Two or more layers of side rubbers of different rubber types, each of which is arranged on the outer side of the carcass in the tire width direction so as to straddle the tire maximum width position in the tire radial direction; and a communication device arranged at a boundary of at least one of the two or more layers of side rubber.
- FIG. 2 is a cross-sectional view (half view) in the width direction of a tire according to each embodiment of the present invention mounted on an applicable rim.
- 1 is a perspective view showing an RF tag as a communication device arranged on a tire according to this embodiment;
- FIG. FIG. 2 is a schematic cross-sectional view in the circumferential direction of the tire for explaining the behavior of the cords of the carcass ply when the tire rolls, (A) showing the tire in a standard state, and (B) showing the tire under a predetermined load. 1 shows the tire in rolling, under the
- the tire according to the invention can be used for any type of tire, but preferably for truck or bus tires.
- any type of tire but preferably for truck or bus tires.
- embodiments of the tire according to the present invention will be described by way of example with reference to the drawings. The same reference numerals are given to common components in each figure.
- FIG. 1 is a cross-sectional view (half view) in the width direction of a tire according to one embodiment of the present invention mounted on an applicable rim.
- the "applicable rim” is an industrial standard effective in the region where the tire is produced and used, and is the JATMA YEAR BOOK of JATMA (Japan Automobile Tire Manufacturers Association) in Japan and ETRTO (The European Tire and Tire Manufacturers Association) in Europe. STANDARDS MANUAL of Rim Technical Organization), standard rims in applicable sizes listed in the YEAR BOOK of TRA (The Tire and Rim Association, Inc.) in the United States or listed in the future (Measurement Rim, Design Rim in TRA's YEAR BOOK) (that is, the above "rim” includes not only current sizes but also sizes that may be included in the above industrial standards in the future.
- predetermined internal pressure refers to the air pressure (maximum air pressure) that corresponds to the maximum load capacity of a single wheel in the applicable size and ply rating described in the above JATMA YEAR BOOK, etc., and is described in the above industrial standards. For sizes without , it means the air pressure (maximum air pressure) corresponding to the maximum load capacity specified for each vehicle on which the tire is installed.
- the air referred to here can be replaced with an inert gas such as nitrogen gas.
- tire maximum width position means a tire radial position where the distance in the tire width direction between the carcasses of a pair of sidewall portions is maximized.
- reference state refers to a state in which the tire is mounted on a rim, filled with the predetermined internal pressure, and unloaded.
- the tire 1 includes a pair of bead portions 2, a pair of sidewall portions 3, a tread portion 4 extending between both sidewall portions, and at least one sheet extending on a toroid between the pair of bead portions 2.
- a carcass 5 made of (one carcass ply in the example of FIG. 1).
- a pair of bead cores 6 is embedded in each bead portion 2 .
- the carcass ply is formed by rubber-coating a cord made of steel or organic fiber. In the example of FIG.
- the carcass 5 includes a body portion 5a extending in a toroidal shape between the bead cores 6, and extending from both ends of the body portion 5a around the bead cores 6 from the inner side in the tire width direction to the outer side in the tire width direction. and a pair of folded portions 5b folded back.
- a belt 7 composed of a plurality of belt layers and a tread rubber 8 are sequentially arranged outside the crown region of the carcass 5 in the tire radial direction of the tread portion 4, and the tire outer surface of the tread rubber 8 has, for example A plurality of circumferential grooves 4a and the like extending in the tire circumferential direction are formed.
- the tire 1 shown in FIG. 1 is in a state of being mounted on the applicable rim R.
- the tire 1 of the present embodiment may include a rubber chafer 9 arranged at the bead portion 2 such that at least a portion thereof contacts the applicable rim R when the tire is mounted on the applicable rim R.
- the tire 1 of the present embodiment may be provided with a wire chafer 10 that covers the bead core 6 from the outside of the carcass in the bead portion 2 .
- the tread rubber 8 includes a base rubber 8a and a cap rubber 8b located outside the base rubber 8a in the tire radial direction. rubber or three or more layers of rubber.
- the side rubber 11 includes an outer side rubber 11a on the outer side in the tire width direction and an inner side rubber 11b on the inner side in the tire width direction.
- the number of layers of the side rubber 11 is not particularly limited as long as it is two or more layers, and may be three or more layers.
- the arrangement of the side rubber 11 is not particularly limited as long as it is arranged so as to straddle the tire maximum width position SWH in the tire radial direction.
- the side rubber 11 extends from both ends of the tread portion 4 to the sidewall portion 3 .
- the radially outer end of the outer side rubber 11a partially overlaps with the base rubber 8a and the cap rubber 8b in the tire radial direction. It is arranged so as to cover the end on the inner side in the tire width direction from the outer side in the tire width direction.
- the end of the inner side rubber 11b on the outer side in the tire radial direction is arranged on the inner side in the tire radial direction of the outer side rubber 11a.
- the configuration is not limited to the above configuration, and the radially outer end of the outer side rubber 11a may be located radially inward of the radially outer end of the inner side rubber 11b.
- the inner side rubber 11b is in contact with the carcass main body 5a at the tire maximum width position SWH. layer may be in contact with the carcass body portion 5a.
- the communication device 12 is arranged.
- the communication device 12 may be arranged at any boundary. 12 are preferably arranged.
- the configuration of the communication device 12 is not particularly limited as long as the communication device 12 is capable of wireless communication with a predetermined device outside the tire 1 .
- Communication device 12 may be, for example, an RF tag.
- An RF tag is also called an RFID (Radio Frequency Identification) tag.
- the communication device 12 may be configured to include an IC chip 13 that constitutes a control section and a storage section, and one or more antennas 12a connected to the IC chip 13 .
- the communication device 12 may have a generally longitudinal shape with two linear, wavy, or spiral antennas extending from the IC chip 13 in opposite directions.
- the IC chip may operate by induced electromotive force generated by electromagnetic waves received by one or more antennas. That is, the communication device 12 may be a passive communication device.
- the communication device 12 may further include a battery and generate electromagnetic waves using its own power for communication. That is, the communication device 12 may be an active communication device.
- FIG. 2 is a perspective view showing an RF tag as the communication device 12 arranged on the tire 1 of this embodiment.
- the RF tag as the communication device 12 arranged on the tire 1 of the present embodiment includes a first antenna 12a1 and a second antenna 12a2 that constitute the antenna 12a, and the first antenna 12a1 and the second antenna 12a2.
- An IC chip 13 that constitutes a control unit 12b and a storage unit 12c, which is operated by an inductive electromotive force generated by radio waves received by an antenna 12a2, a plate-like support member 12d to which the IC chip 13 is attached, and the IC chip 13, and a conductive conduction member 12e that electrically connects each of the first antenna 12a1 and the second antenna 12a2.
- the communication device 12 may be covered with a covering rubber.
- FIG. 3A and 3B are circumferential cross-sectional views of the tire for explaining the behavior of the cords of the carcass ply when the tire rolls.
- FIG. 3A shows the tire in a standard state
- FIG. shows the tire during rolling under the condition that a predetermined load is applied to the tire.
- three cords are schematically shown.
- the tire circumferential direction is indicated by an arrow CD for convenience of explanation.
- the cords of the carcass ply radially extend from the rim in the circumferential cross section of the tire.
- a deformation such as When the communication device is arranged so that a portion of the communication device is in contact with the cord of the carcass ply, as in the conventional technology, the durability of the communication device decreases as the cord of the carcass ply deforms to one side in the circumferential direction. There is a risk of damage.
- the communication device 12 is arranged at the boundary between the two layers of the outer side rubber 11a and the inner side rubber 11b, so that the communication device 12 is sandwiched between two different layers of rubber and the cords of the carcass ply. , and the sufficient durability of the communication device 12 can be ensured.
- the bead core 6 and its vicinity tend to have more metal members such as the bead core 6 and the wire chafer 10 than the sidewall portion 3 , and due to these metal members, communication is better than that of the sidewall portion 3 . There is a risk of instability.
- the side rubber in which the communication device 12 is sandwiched is generally positioned radially outward of the region where the metal members are increased. Sufficient communicability of the communication device 12 can also be ensured.
- the side rubbers 11 are less likely to be made of one type of rubber. While ensuring sufficient durability of the tire, it is easy to adjust according to the performance required for the tire and the driving environment.
- the outer side rubber 11a which is the outer layer in the tire width direction, has a lower relative dielectric constant than the inner side rubber 11b, which is the inner layer in the tire width direction.
- the side rubber 11 has three or more layers, from the viewpoint of communication, it is preferable that the outermost side rubber in the tire width direction has the lowest relative permittivity.
- the relative dielectric constant of rubber can be appropriately changed by adjusting the amount of carbon compounded in the rubber, but the method for adjusting the relative dielectric constant is not particularly limited.
- the two or more layers of the side rubbers 11 are layers on the outer side in the tire width direction of the inner side rubber 11b, which is the layer on the inner side in the tire width direction. It is preferable that the hardness of the outer side rubber 11a is low.
- the inner side in the tire width direction of the side rubber 11 has a relatively high rigidity, and the tire as a whole bends when it rolls under a predetermined load. Deformation is suppressed. As a result, the influence of deformation of the tire on the communication device 12 is alleviated, so that sufficient durability of the communication device 12 can be easily ensured over a long period of time.
- the innermost side rubber in the tire width direction has the highest hardness from the viewpoint of ensuring durability of the communication device 12 over a long period of time.
- the hardness of rubber means JIS-A hardness measured at room temperature of 23° C. using a type A durometer (A type) in accordance with JIS K6253.
- the two or more layers of the side rubbers 11 are layers on the outer side in the tire width direction of the inner side rubber 11b, which is the layer on the inner side in the tire width direction. It is preferable that the carbon content of the outer side rubber 11a is small. Since carbon may be one of the factors that increase the dielectric constant of rubber, the carbon content of the outer side rubber 11a is relatively small, thereby suppressing the increase in the dielectric constant of the rubber. Therefore, sufficient communication performance of the communication device 12 can be effectively ensured.
- the side rubber 11 has three or more layers, from the viewpoint of communication, it is preferable that the carbon content of the outermost side rubber in the tire width direction is the smallest.
- known carbon can be used, and there is no particular limitation. For example, carbon black, any hard carbon and soft carbon produced by the oil furnace method can be used.
- the position in the tire radial direction is not particularly limited as long as the communication device 12 is arranged at the boundary between the outer side rubber 11a and the inner side rubber 11b.
- the tire 1 may have a rubber chafer 9 disposed on at least a portion of the contact portion of the bead portion 2 with the rim R. It is preferably arranged radially outward.
- the bead core 6 and its vicinity tend to have more metal members such as the bead core 6 and the wire chafer 10 than the sidewall portion 3 , and due to these metal members, communication is better than that of the sidewall portion 3 .
- the end of the rubber chafer 9 on the outer side in the tire radial direction is generally located on the outer side in the tire radial direction of the region where the metal members are increased, and the communication device 12 is positioned on the outer side of the rubber chafer 9 in the tire radial direction. By arranging it in the position, sufficient communication can be secured more effectively.
- the direction of arrangement of the communication device 12 is not particularly limited, when the communication device 12 has a longitudinal shape as shown in FIG. can be arranged along the tire circumferential direction.
- “along the tire circumferential direction” means that the longitudinal direction of the antenna is parallel to the tire circumferential direction or slightly inclined with respect to the tire circumferential direction (for example, when the antenna is inclined with respect to the tire circumferential direction angle is 5° or less).
- the two or more layers of the side rubbers 11 are layers on the outer side in the tire width direction of the inner side rubber 11b, which is the layer on the inner side in the tire width direction. It is preferable that the content of the anti-aging agent in the outer side rubber 11a is large.
- An anti-aging agent is added to tire rubber to prevent deterioration of the rubber due to external influences such as oxygen and ozone. If the anti-aging agent is embedded in a large amount of side rubber, the anti-aging agent component may affect the communication device 12 from the contact area with the rubber over a long period of time.
- the communication device 12 can achieve the anti-aging agent content of the rubber having a relatively high anti-aging agent content. It is possible to reduce the contact area between the communication device 12 and the rubber with a relatively high anti-aging agent content, and the anti-aging agent will not affect the communication device 12. It is possible to alleviate the fear of giving. Furthermore, since the anti-aging agent can be placed in a region of the tire that is susceptible to external influences, deterioration of the tire due to external influences can be effectively prevented.
- the content of the anti-aging agent is the highest in the outermost side rubber in the tire width direction.
- the anti-aging agent can be a known one and is not particularly limited.
- phenol-based anti-aging agents, imidazole-based anti-aging agents, amine-based anti-aging agents and the like can be mentioned. These antioxidants can be used singly or in combination of two or more.
- the tire 1 of the second embodiment has the same configuration as the tire of the first embodiment, except that the preferred hardness and carbon content of the rubber used for the side rubber 11 are different. Descriptions of configurations similar to those of the embodiment are omitted.
- the two or more layers of the side rubber 11 are arranged further in the tire width direction than the inner side rubber 11b, which is the inner layer in the tire width direction. It is preferable that the hardness of the outer side rubber 11a, which is the outer layer, is high. According to the above configuration, rubber having a relatively low hardness is arranged inside the communication device 12 in the tire width direction, so that the influence of deformation of the cords of the carcass ply when the tire rolls is further alleviated, and the communication device 12 sufficient durability can be effectively ensured.
- the outer side rubber 11a which is relatively arranged on the outside in the tire width direction, sufficient cut resistance and wear resistance against input from the outside of the tire are ensured while the tire is running. be able to. Therefore, it is possible to prevent the communication device 12 from being damaged or the like due to the influence from the outside of the tire.
- the side rubber 11 has three or more layers, from the viewpoint of mitigating the influence of the deformation of the cord of the carcass ply and effectively preventing the influence of the outside of the tire on the communication device 12, It is preferable that the outermost side rubber has the highest hardness and the side rubber closest to the carcass ply in the tire width direction has the lowest hardness.
- the two or more layers of the side rubber 11 are arranged further in the tire width direction than the inner side rubber 11b, which is the inner layer in the tire width direction.
- the carbon content of the outer side rubber 11a which is the outer layer, is large.
- One effect of increasing the carbon content is to increase the hardness of the rubber that forms the tire. Therefore, by increasing the carbon content of the outer side rubber 11a arranged on the outer side in the tire width direction, the hardness of the outer side rubber 11a is increased, and the cut resistance against input from the outside of the tire is increased when the tire is running. It is possible to sufficiently ensure durability, wear resistance, and the like.
- the communication device 12 it is possible to prevent the communication device 12 from being damaged or the like due to the influence from the outside of the tire.
- the side rubber 11 has three or more layers, from the viewpoint of mitigating the influence of the deformation of the cord of the carcass ply and effectively preventing the influence of the outside of the tire on the communication device 12, It is preferable to maximize the carbon content of the outermost side rubber.
- the carbon content of the outer side rubber 11a which is the outer layer in the tire width direction, may be less than that of the inner side rubber 11b, which is the inner layer in the tire width direction.
- the two or more layers of the side rubber 11 are outer layers in the tire width direction than the inner side rubber 11b, which is the inner layer in the tire width direction.
- the side rubber 11a has a large silica content. According to the above configuration, it is possible to reduce the rolling resistance of the tire and ensure sufficient wet performance without impairing the communication performance of the tire.
- the outermost side rubber in the tire width direction should have the highest silica content. It is preferable to
- the tire according to the present invention can be used for any type of tire, preferably for trucks or buses.
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- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
本願は、2021年6月30日に日本に出願された特願2021-109732号に基づく優先権を主張するものであり、その内容の全文をここに援用する。
一対のビード部と、一対のサイドウォール部と、両サイドウォール部間に跨るトレッド部と、前記一対のビード部間に跨ってトロイド上に延在する、少なくとも1枚のカーカスプライからなるカーカスと、を備えるタイヤであって、
それぞれ、前記カーカスのタイヤ幅方向外側に、タイヤ径方向におけるタイヤ最大幅位置を跨ぐように配置された、ゴム種の異なる2層以上のサイドゴムと、
前記2層以上のサイドゴムの少なくとも1つの境界に配置された通信装置と、を有することを特徴とする。
以下、本発明に係るタイヤの実施形態について、図面を参照しながら例示説明する。各図において共通する構成要素には同一の符号を付している。
図1は、本発明の一実施形態のタイヤを、適用リムに装着した状態における、幅方向断面図(半図)である。
また、「所定の内圧」とは、上記のJATMA YEAR BOOK等に記載されている、適用サイズ・プライレーティングにおける単輪の最大負荷能力に対応する空気圧(最高空気圧)をいい、上記産業規格に記載のないサイズの場合は、タイヤを装着する車両ごとに規定される最大負荷能力に対応する空気圧(最高空気圧)をいうものとする。
なお、ここでいう空気は、窒素ガス等の不活性ガスその他に置換することも可能である。
ここで、本明細書では、特に断りのない限り、タイヤ幅方向間距離等の各要素の寸法は、後述の「基準状態」で測定されるものとする。「基準状態」とは、タイヤをリムに組み付け、上記所定の内圧を充填し、無負荷とした状態を指す。
内側サイドゴム11bのタイヤ径方向外側における端部は、外側サイドゴム11aよりもタイヤ径方向内側に配置されている。
上記の構成に限られず、外側サイドゴム11aのタイヤ径方向外側における端部が、内側サイドゴム11bのタイヤ径方向外側における端部よりもタイヤ径方向内側に位置している等としてもよい。
また、本実施形態におけるタイヤ1では、タイヤ最大幅位置SWHにおいて、内側サイドゴム11bがカーカス本体部5aと接しているが、サイドゴム11が3層以上の場合、外側サイドゴム11a及び内側サイドゴム11b以外のサイドゴムの層が、カーカス本体部5aと接していてもよい。
なお、サイドゴム11が3層以上である場合は、いずれの境界に通信装置12が配置されていてもよいが、通信性の観点から、少なくともタイヤ幅方向における最も外側の境界に、1つの通信装置12が配置されていることが好ましい。
また、ICチップは、1つ以上のアンテナで受信する電磁波により発生する誘電起電力により動作してもよい。すなわち、通信装置12は、パッシブ型の通信装置であってもよい。或いは、通信装置12は、電池を更に備え、自らの電力により電磁波を発生して通信可能であってもよい。すなわち、通信装置12は、アクティブ型の通信装置であってもよい。
なお、通信装置12は、被覆ゴムによって被覆されていてもよい。
なお、図3においては、説明の便宜上、タイヤ周方向を矢印CDで示している。
そこで、本実施形態のタイヤ1においては、2層の外側サイドゴム11aと内側サイドゴム11bとの境界に通信装置12を配置することによって、通信装置12を異なる2層のゴムで挟み込み、カーカスプライのコードの変形による影響を緩和することができ、通信装置12の十分な耐久性を確保することができる。
なお、サイドゴム11が3層以上である場合は、通信性の観点から、タイヤ幅方向における最も外側のサイドゴムの比誘電率が最も低いことが好ましい。
ここで、ゴムの比誘電率は、ゴムに配合する炭素の量等を調整することによって適宜変更することができるが、比誘電率の調整方法については特に限定されない。
上記構成によれば、サイドゴム11の中で、タイヤ幅方向内側が相対的に高い剛性を有するものとなり、タイヤに所定の荷重を負荷した状態下での転動時において、タイヤ全体が撓むような変形が抑制される。そうすると、タイヤの変形が通信装置12へ与える影響も緩和されるため、通信装置12の十分な耐久性を長期的に確保しやすくなる。
なお、サイドゴム11が3層以上である場合は、通信装置12の耐久性を長期的に確保する観点から、タイヤ幅方向における最も内側のサイドゴムの硬度が最も高いことが好ましい。
ここで、ゴムの硬度とは、JIS K6253に準拠して、タイプAデュロメータ(A型)を用いて室温23℃下で測定されるJIS-A硬度を意味する。
炭素は、ゴムの比誘電率を高める要因の1つとなる虞があることから、外側サイドゴム11aの炭素の含有量を相対的に少ないものとすることで、ゴムの比誘電率が高まることを抑制し、通信装置12の十分な通信性を効果的に確保することができる。
なお、サイドゴム11が3層以上である場合には、通信性の観点から、タイヤ幅方向における最も外側のサイドゴムの炭素の含有量を最も少ないものとすることが好適である。
ここで、炭素は、公知のものを用いることができ、特に限定されない。例えば、カーボンブラックであり、オイルファーネス法により製造された任意のハードカーボン及びソフトカーボン等を用いることができる。
ビードコア6及びその近傍には、ビードコア6及びワイヤチェーファ10等、金属部材がサイドウォール部3よりも多くなる傾向があり、これらの金属部材に起因して、サイドウォール部3よりも通信性が不安定になる虞がある。ゴムチェーファ9のタイヤ径方向外側における端部は、上記の金属部材が多くなる領域よりもタイヤ径方向外側に位置しているのが一般的であり、通信装置12をゴムチェーファ9よりもタイヤ径方向外側に配置することによって、より効果的に十分な通信性を確保することができる。
老化防止剤は、酸素やオゾン等の外的影響によるゴムの劣化を防止するためにタイヤのゴムに配合されるが、仮に、通信装置12をカーカスプライとサイドゴムの間や、老化防止剤の含有量の多いサイドゴムに埋設するように配置した場合には、長期的に、ゴムとの接触領域から、通信装置12に老化防止剤の成分が影響を及ぼす虞がある。しかしながら、サイドゴムの劣化を防止するためには、タイヤにおいて外的影響を受けやすい領域の老化防止剤を減らすことは困難である。そこで、外側サイドゴム11aの老化防止剤の含有量を相対的に高いものとすることによって、通信装置12が、老化防止剤の含有量が相対的に多いゴムと、老化防止剤の含有量が相対的に少ないゴムとの両方と接触することになり、通信装置12と老化防止剤の含有量が相対的に高いゴムとの接触領域を減らすことができ、老化防止剤が通信装置12に影響を与える虞を緩和することができる。さらに、老化防止剤を、タイヤにおいて外的影響を受けやすい領域に配置することができるので、外的影響によるタイヤの劣化を効果的に防止することができる。
なお、サイドゴム11が3層以上である場合には、ゴムの劣化を効果的に防止する観点から、タイヤ幅方向における最も外側のサイドゴムの老化防止剤の含有量を最も高いものとすることが好適である。
ここで、老化防止剤は、公知のものを用いることができ、特に制限されない。例えば、フェノール系老化防止剤、イミダゾール系老化防止剤、アミン系老化防止剤等を挙げることができる。これら老化防止剤は、1種又は2種以上を併用することができる。
次に、本発明の他の実施形態(第2の実施形態)に係るタイヤについて、図1を参照しながら説明する。第2の実施形態のタイヤ1は、サイドゴム11に用いられるゴムの、好適な硬度及び炭素の含有量に関する構成が異なる以外は、第1の実施形態のタイヤと同様の構成であり、第1の実施形態と同様の構成については、その説明を省略する。
上記構成によれば、通信装置12よりもタイヤ幅方向内側に、相対的に硬度が低いゴムが配置されるため、タイヤ転動時のカーカスプライのコードの変形の影響がさらに緩和され、通信装置12の十分な耐久性を効果的に確保することができる。
加えて、相対的にタイヤ幅方向外側に配置された外側サイドゴム11aの硬度を高めることによって、タイヤの走行時において、タイヤの外部からの入力に対する耐カット性及び耐摩耗性等を十分に確保することができる。そのため、通信装置12の、タイヤ外部からの影響による破損等を防止することができる。
なお、サイドゴム11が3層以上である場合には、カーカスプライのコードの変形の影響を緩和するとともに、通信装置12へのタイヤ外部からの影響を効果的に防止する観点から、タイヤ幅方向における最も外側のサイドゴムの硬度が最も高く、タイヤ幅方向において最もカーカスプライに近いサイドゴムの硬度が最も低いことが好適である。
炭素の含有量を多くすることによる効果の1つとして、タイヤを形成するゴムの硬度を高めることが挙げられる。そこで、相対的にタイヤ幅方向外側に配置された外側サイドゴム11aの炭素の含有量を多くすることによって、外側サイドゴム11aの硬度を高め、タイヤの走行時において、タイヤの外部からの入力に対する耐カット性及び耐摩耗性等を十分に確保することができる。そのため、通信装置12の、タイヤ外部からの影響による破損等を防止することができる。
なお、サイドゴム11が3層以上である場合には、カーカスプライのコードの変形の影響を緩和するとともに、通信装置12へのタイヤ外部からの影響を効果的に防止する観点から、タイヤ幅方向における最も外側のサイドゴムの炭素の含有量を最も多くすることが好適である。
上記構成によれば、タイヤの通信性を損なうことなく、タイヤの転がり抵抗を低減するとともに、十分なウェット性能を確保することができる。
なお、サイドゴム11が3層以上である場合には、タイヤの通信性とタイヤ本体の性能との両立を図る観点からは、タイヤ幅方向における最も外側のサイドゴムのシリカの含有量を最も多いものとすることが好適である。
Claims (9)
- 一対のビード部と、一対のサイドウォール部と、両サイドウォール部間に跨るトレッド部と、前記一対のビード部間に跨ってトロイド上に延在する、少なくとも1枚のカーカスプライからなるカーカスと、を備えるタイヤであって、
それぞれ、前記カーカスのタイヤ幅方向外側に、タイヤ径方向におけるタイヤ最大幅位置を跨ぐように配置された、ゴム種の異なる2層以上のサイドゴムと、
前記2層以上のサイドゴムの少なくとも1つの境界に配置された通信装置と、を有することを特徴とする、タイヤ。 - 前記2層以上のサイドゴムは、タイヤ幅方向内側の層よりもタイヤ幅方向外側の層の比誘電率が低い、請求項1に記載のタイヤ。
- 前記2層以上のサイドゴムは、前記タイヤ幅方向内側の層よりも、前記タイヤ幅方向外側の層の硬度が低い、請求項1又は2に記載のタイヤ。
- 前記2層以上のサイドゴムは、前記タイヤ幅方向内側の層よりも、前記タイヤ幅方向外側の層の炭素の含有量が少ない、請求項1~3のいずれか一項に記載のタイヤ。
- 前記2層以上のサイドゴムは、前記タイヤ幅方向内側の層よりも、前記タイヤ幅方向外側の層の硬度が高い、請求項1に記載のタイヤ。
- 前記2層以上のサイドゴムは、前記タイヤ幅方向内側の層よりも、前記タイヤ幅方向外側の層の炭素の含有量が多い、請求項1又は5に記載のタイヤ。
- 前記タイヤは、前記ビード部のリムとの接触部分の少なくとも一部に配置された、ゴムチェーファを有し、
前記通信装置は、前記ゴムチェーファよりもタイヤ径方向外側に配置されている、請求項1~6のいずれか一項に記載のタイヤ。 - 前記2層以上のサイドゴムは、前記タイヤ幅方向内側の層よりも、前記タイヤ幅方向外側の層の老化防止剤の含有量が多い、請求項1~7のいずれか一項に記載のタイヤ。
- 前記通信装置は、RFタグである、請求項1~8のいずれか一項に記載のタイヤ。
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JP2021109732A (ja) | 2020-01-09 | 2021-08-02 | 東芝三菱電機産業システム株式会社 | クレーン運転操作記録装置 |
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JP2011121587A (ja) * | 2002-12-23 | 2011-06-23 | Bridgestone Americas Tire Operations Llc | 空気入りタイヤへのタグの装着方法 |
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