WO2025105090A1 - 空気入りタイヤ及びその製造方法 - Google Patents

空気入りタイヤ及びその製造方法 Download PDF

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Publication number
WO2025105090A1
WO2025105090A1 PCT/JP2024/036479 JP2024036479W WO2025105090A1 WO 2025105090 A1 WO2025105090 A1 WO 2025105090A1 JP 2024036479 W JP2024036479 W JP 2024036479W WO 2025105090 A1 WO2025105090 A1 WO 2025105090A1
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WO
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Prior art keywords
tire
sealant
layer
sealant layer
pneumatic tire
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2024/036479
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English (en)
French (fr)
Japanese (ja)
Inventor
正俊 栗山
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yokohama Rubber Co Ltd filed Critical Yokohama Rubber Co Ltd
Priority to CN202480059452.9A priority Critical patent/CN121866167A/zh
Priority to JP2025519638A priority patent/JP7712594B1/ja
Publication of WO2025105090A1 publication Critical patent/WO2025105090A1/ja
Anticipated expiration legal-status Critical
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—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
    • B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C19/00—Tyre parts or constructions not otherwise provided for
    • B60C19/12—Puncture preventing arrangements
    • 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
    • B60C5/00—Inflatable pneumatic tyres or inner tubes
    • 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
    • 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
    • C—CHEMISTRY; METALLURGY
    • C09—DYES; PAINTS; POLISHES; NATURAL RESINS; ADHESIVES; COMPOSITIONS NOT OTHERWISE PROVIDED FOR; APPLICATIONS OF MATERIALS NOT OTHERWISE PROVIDED FOR
    • C09K—MATERIALS FOR MISCELLANEOUS APPLICATIONS, NOT PROVIDED FOR ELSEWHERE
    • C09K3/00—Materials not provided for elsewhere
    • C09K3/10—Materials in mouldable or extrudable form for sealing or packing joints or covers

Definitions

  • the present invention relates to a pneumatic tire with a sealant layer on the inner surface of the tire in the tread portion and a manufacturing method thereof, and more specifically to a pneumatic tire that can suppress peeling of the sealant layer and improve tire balance, and a manufacturing method thereof.
  • the sealant constituting the sealant layer is generally a rubber composition mainly composed of butyl-based rubber (see, for example, Patent Documents 1 to 3).
  • butyl-based rubber include butyl rubber (IIR) and halogenated butyl rubber such as brominated butyl rubber (Br-IIR) and chlorinated butyl rubber (Cl-IIR).
  • IIR butyl rubber
  • Br-IIR brominated butyl rubber
  • Cl-IIR chlorinated butyl rubber
  • Such sealants are applied to the inner surface of the tire in a softened state by heating to a high temperature (see, for example, Patent Document 4). More specifically, the sealant layer is formed by arranging a strip of sealant, which has been softened by heating to a high temperature, in a spiral shape along the circumferential direction of the tire on the inner surface of the tire.
  • Japanese Patent No. 6583456 Japanese Patent No. 6620851 Japanese Patent No. 7319533 Japanese Patent No. 6124967
  • the object of the present invention is to provide a pneumatic tire and a manufacturing method thereof that can suppress peeling of the sealant layer and improve tire balance.
  • a pneumatic tire of the present invention includes a tread portion extending in a circumferential direction of the tire to form an annular shape, a pair of sidewall portions disposed on both sides of the tread portion, and a pair of bead portions disposed on the radially inner side of the sidewall portions, A sealant layer having a structure in which a strip of sealant is arranged spirally along the circumferential direction of the tire is formed on the inner surface of the tire in the tread portion, and at least one end of the strip is narrower than other portions.
  • a method for manufacturing a pneumatic tire according to the present invention is a method for manufacturing the above-mentioned pneumatic tire, After manufacturing a pneumatic tire excluding the sealant layer,
  • the present invention is characterized in that when a sealant made of a silicone-based composition is applied to the inner surface of the tire in the tread portion to form the sealant layer, the temperature of the sealant applied to the inner surface of the tire is lowered to less than 70°C.
  • a sealant layer is formed on the inner surface of the tire in the tread portion, with a strip of sealant arranged in a spiral shape along the tire circumferential direction, and at least one end of the strip is thinner than the other portions, which makes it possible to suppress peeling of the sealant layer starting from the end of the strip.Furthermore, it is possible to reduce the weight change that occurs in the front and rear of the tire circumferential direction, with the end of the strip as a boundary, thereby improving tire balance.
  • the strip material has a narrow portion formed at at least one end and a wide portion that is thicker than the narrow portion, and it is preferable that the length of the narrow portion is 30 mm or more and the average width of the narrow portion is in the range of 20% to 97% of the average width of the wide portion.
  • the sealant is preferably composed of a silicone-based composition.
  • the sealant is composed of a rubber composition mainly composed of butyl-based rubber, the sealant cools before the circumferential parts of the sealant strip blend together, so the integrity of the circumferential parts of the sealant strip is not good, and as a result, the sealing by the sealant layer is insufficient.
  • the sealant layer is likely to flow toward the center of the tread portion due to the centrifugal force generated during tire rotation, which also reduces the sealing.
  • the sealant when the sealant is composed of a silicone-based composition, the circumferential parts of the sealant strip blend together easily during the curing reaction process of the silicone-based composition, and the integrity of the circumferential parts of the sealant strip is good, so the sealing by the sealant layer can be improved.
  • the sealant layer since the integrity of the circumferential parts of the sealant strip is good, the sealant layer is unlikely to flow toward the center in the tire width direction due to the centrifugal force generated during tire rotation, which also contributes to improving the sealing.
  • sealants made from silicone-based compositions can be applied at low temperatures; for example, the temperature of the sealant applied to the inner surface of a tire can be lowered to less than 70°C, which has the advantage of reducing the effects of heat on the tire and preventing deterioration of tire performance.
  • the silicone-based composition is preferably a two-component curing silicone.
  • Two-component curing silicone has a low viscosity immediately after mixing the two components, so it can be applied even at low temperatures.
  • the glass transition temperature of the sealant is preferably in the range of -120°C to -40°C.
  • the thickness of the sealant layer is in the range of 2.0 mm to 5.0 mm. This ensures puncture sealing performance while suppressing deterioration of rolling resistance due to increased tire weight and suppressing uneven distribution of the sealant layer due to sealant flow.
  • the width of the sealant layer is 90% or more of the width of the belt layer located at the innermost position in the tire radial direction.
  • the end of the sealant layer is located outside in the tire width direction relative to the end of the belt layer located at the innermost position in the tire radial direction.
  • the end of the sealant layer is disposed on the outer side in the tire width direction than the end of the belt cover layer.
  • the inclination direction of the sealant strip relative to the tire circumferential direction is in the opposite phase to the inclination direction of the belt cords of the belt layer located on the innermost side in the tire radial direction relative to the tire circumferential direction.
  • plysteer occurs due to the orientation of the belt cords of the belt layer, but the orientation of the sealant strip also causes plysteer.
  • the distance L from the belt layer to the sealant layer is 10 mm or less at all points of the belt layer located at the innermost side in the tire radial direction. This makes it easier for the sealant to flow into the belt layer when a foreign object such as a nail penetrates the tread portion, ensuring good puncture sealing properties.
  • the ratio of the thickness S of the sealant layer to the distance L from the belt layer located at the innermost side in the tire radial direction to the sealant layer satisfies the relationship S/L ⁇ 0.3.
  • the distance in the tire width direction between the center position of the sealant layer in the tire width direction and the tire equator is 10 mm or less.
  • a sound-absorbing material is placed along the tire circumferential direction on the radially inner side of the sealant layer.
  • the sealant layer can be used as an adhesive layer for the sound-absorbing material.
  • the sound-absorbing material can be placed on the sealant layer applied at a low temperature, which avoids damage to the sound-absorbing material and maintains its sound-absorbing effect well.
  • FIG. 1 is a meridian cross-sectional view showing a pneumatic tire according to an embodiment of the present invention.
  • FIG. 2 is a cross-sectional view showing a main part of the pneumatic tire of FIG.
  • FIG. 3 is a plan view showing the belt layer, the belt cover layer, and the sealant layer of the pneumatic tire of FIG. 4A to 4C are cross-sectional views showing a method for manufacturing the pneumatic tire of FIG.
  • FIG. 5 is a plan view showing a sealant layer formed on the inner surface of the tire in the tread portion of the pneumatic tire of FIG.
  • FIG. 6 is a meridian cross-sectional view showing a pneumatic tire according to another embodiment of the present invention.
  • Figures 1 to 3 show a pneumatic tire according to an embodiment of the present invention.
  • the pneumatic tire of this embodiment has a tread portion 1 that extends in the circumferential direction of the tire and forms an annular shape, a pair of sidewall portions 2, 2 arranged on both sides of the tread portion 1, and a pair of bead portions 3, 3 arranged on the radially inner side of the sidewall portions 2.
  • a carcass layer 4 is mounted between a pair of bead portions 3, 3.
  • This carcass layer 4 includes multiple carcass cords extending in the tire radial direction, and is folded from the inside to the outside of the tire around the bead cores 5 arranged in each bead portion 3.
  • a bead filler 6 made of a rubber composition with a triangular cross section is arranged on the outer periphery of the bead cores 5.
  • belt layers 7 are embedded on the outer peripheral side of the carcass layer 4 in the tread portion 1.
  • These belt layers 7 include multiple belt cords that are inclined with respect to the tire circumferential direction, and are arranged so that the belt cords cross each other between layers.
  • the inclination angle of the belt cords with respect to the tire circumferential direction is set in the range of 10° to 40°, for example.
  • Steel cords are preferably used as the belt cords of the belt layers 7.
  • At least one belt cover layer 8 is arranged on the outer periphery of the belt layer 7, in which reinforcing cords are arranged at an angle of, for example, 5° or less relative to the tire circumferential direction, in order to improve high-speed durability.
  • This belt cover layer 8 is preferably a jointless structure in which a strip material made of at least one reinforcing cord that is aligned and rubber-coated is continuously wound at an angle of substantially 0° relative to the tire circumferential direction.
  • organic fiber cords such as nylon and polyethylene terephthalate (PET) are preferably used.
  • the above-mentioned tire internal structure shows a typical example of a pneumatic tire, but is not limited to this.
  • Various grooves including multiple main grooves 11 extending in the tire circumferential direction, are formed in the tread portion 1.
  • the sealant layer 20 is formed continuously in the tire circumferential direction on the tire inner surface 10 in the tread portion 1.
  • the center position of the sealant layer 20 in the tire width direction preferably coincides with the tire equator CL, but the center position may be shifted from the tire equator CL to either side in the tire width direction.
  • the distance in the tire width direction between the center position of the sealant layer 20 in the tire width direction and the tire equator CL is preferably 10 mm or less, more preferably 5 mm or less. This prevents the sealant layer 20 from adversely affecting the tire balance.
  • the sealant layer 20 has a structure in which the sealant strip material 21 is arranged in a spiral shape along the tire circumferential direction.
  • the sealant of the sealant layer 20 may be composed of a rubber composition mainly composed of butyl-based rubber, but is preferably composed of a silicone-based composition.
  • the silicone-based composition includes a synthetic polymer compound having a main skeleton formed by siloxane bonds.
  • the above-mentioned pneumatic tire can be manufactured by the following method. First, a pneumatic tire is manufactured as described above, which has a tread portion 1, a pair of sidewall portions 2, and a pair of bead portions 3, and in which a belt layer 7 and a belt cover layer 8 are embedded in the tread portion 1. Next, a sealant made of, for example, a silicone-based composition is applied to the tire inner surface 10 in the tread portion 1 to form a sealant layer 20.
  • a sealant made of, for example, a silicone-based composition is applied to the tire inner surface 10 in the tread portion 1 to form a sealant layer 20.
  • Figure 4 shows a specific manufacturing method for the pneumatic tire of Figure 1
  • Figure 5 shows a sealant layer formed on the inner surface of the tire in the tread portion.
  • the sealant extrusion device 31 mixes the sealants supplied from the pumps 32 and 33, and continuously discharges the mixed sealant from the nozzle 34 as a strip 21.
  • This sealant extrusion device 31 is configured so that the position of the nozzle 34 can be freely changed. Therefore, by moving the nozzle 34 in the tire axial direction while rotating the tire from a state in which the nozzle 34 is close to the inner surface 10 of the tire, the sealant strip 21 can be arranged in a spiral shape on the inner surface 10 of the tire while inclining with respect to the tire circumferential direction Tc (see Figure 5).
  • the spirally arranged sealant strip 21 has its circumferential parts in close contact with each other.
  • the sealant strip 21 arranged in this way is integrated to form the sealant layer 20.
  • at least one end (both ends in Figure 5) of the sealant strip 21 is thinner than the other parts.
  • the thickness of the strip 21 can be adjusted as desired based on the relative rotational speed of the tire with respect to the nozzle 34.
  • a sealant layer 20 is formed on the tire inner surface 10 in the tread portion 1, in which a strip of sealant 21 is arranged in a spiral shape along the tire circumferential direction. At least one end of the strip 21 is thinner than the other portions, which makes it possible to suppress peeling of the sealant layer 20 starting from the end of the strip 21. Furthermore, it is possible to reduce the weight change that occurs in the front and rear of the tire circumferential direction, with the end of the strip 21 as a boundary, thereby improving tire balance.
  • the strip 21 has a narrow portion 21X formed at at least one end and a wide portion 21Y that is wider than the narrow portion 21X.
  • the length X of the narrow portion 21X is 30 mm or more, and the average width of the narrow portion 21X is set in the range of 20% to 97% of the average width of the wide portion 21Y.
  • the narrow portion 21X may be tapered in stages toward the tip, or may be gradually tapered toward the tip.
  • the length X of the narrow portion 21X is less than 30 mm, the effect of suppressing peeling of the sealant layer 20 and the effect of improving tire balance are reduced.
  • the length X of the narrow portion 21X is 50 mm or more, with the upper limit being 1/8 of the tire inner circumference.
  • the average width of the narrow portion 21X is less than 20% of the average width of the wide portion 21Y, it becomes difficult to mold the sealant layer 20, and conversely, if it is greater than 97%, the effect of suppressing peeling of the sealant layer 20 and the effect of improving tire balance are reduced.
  • the average width of the narrow portion 21X is in the range of 20% to 50% of the average width of the wide portion 21Y.
  • the sealant is preferably composed of a silicone-based composition.
  • a sealant layer 20 having a structure in which a sealant strip 21 is arranged spirally along the tire circumferential direction is formed on the tire inner surface 10 in the tread portion 1, and the sealant is composed of a silicone-based composition, so that the circumferential portions of the sealant strip 21 become more compatible with each other in the curing reaction process of the silicone-based composition, and the integrity of the circumferential portions of the sealant strip 21 becomes good, thereby improving the sealing performance of the sealant layer 20.
  • the sealant layer 20 is less likely to flow toward the center in the tire width direction due to the centrifugal force generated when the tire rotates, which also contributes to improving the sealing performance. Furthermore, when a silicone-based composition is used as the sealant of the sealant layer 20, there is an advantage that it has excellent weather resistance and has low temperature dependency of physical properties.
  • the temperature of the sealant applied to the tire inner surface 10 is set to below 70°C. This reduces the effect of heat on the tire and prevents deterioration of tire performance. If the temperature is 70°C or higher, the effect of heat on the tire will be large, which will cause deterioration of tire performance. In particular, it is preferable that the temperature of the sealant applied to the tire inner surface 10 be 35°C or lower. Also, from the viewpoint of the fluidity of the silicone-based composition, the lower limit of the temperature of the sealant applied to the tire inner surface 10 should be 20°C.
  • one-component curing silicone or two-component curing silicone can be used, but it is particularly preferable to use two-component curing silicone.
  • One-component curing silicone can be, for example, moisture-curing silicone.
  • Two-component curing silicone is composed of a first liquid and a second liquid, and a curing reaction begins by mixing these first and second liquids, and the stability of the sealant layer 20 is ensured after curing.
  • the first and second liquids of the two-component curing silicone are supplied from pumps 32 and 33, respectively. Since the viscosity of two-component curing silicone is low immediately after mixing the two liquids, it can be applied even at low temperatures. In particular, it is preferable that the two-component curing silicone takes 5 days or more to completely cure.
  • Two-component curing silicones are composed of, for example, a condensation curable silyl-terminated polymer, a silane crosslinker, a condensation catalyst, and a filler.
  • condensation curable silyl-terminated polymers include polydialkylsiloxanes, alkylphenylsiloxanes, organic polymers having silyl groups (e.g., silyl polyethers, silyl acrylates), and polyisobutylenes having silyl groups.
  • silane crosslinkers include alkoxy-functional silanes, oximosilanes, acetoxysilanes, and enoxysilanes.
  • fillers include iron oxide, titanium dioxide, carbon black, and talc.
  • condensation catalysts include titanates and zirconates. These condensation curable silyl-terminated polymers, silane crosslinkers, condensation catalysts, and fillers are stored in a state where they are separated into a first liquid and a second liquid in a combination that does not cause a curing reaction to proceed, and are mixed when used.
  • two-component curing silicones include those described in Japanese Patent Publication No. 2018-503725 and Japanese Patent Publication No. 2022-550962.
  • SST-2650 manufactured by Dow can be used as a commercially available two-component curing silicone.
  • the glass transition temperature of the sealant in the sealant layer 20 is preferably in the range of -120°C to -40°C.
  • the thickness S of the sealant layer 20 is in the range of 2.0 mm to 5.0 mm. This ensures puncture sealing performance while suppressing deterioration of rolling resistance due to increased tire weight and suppressing uneven distribution of the sealant layer 20 due to sealant flow.
  • the thickness S of the sealant layer 20 is less than 2.0 mm, the puncture sealing performance will decrease, and conversely, if it is more than 5.0 mm, the rolling resistance will deteriorate due to increased tire weight and there is a risk of uneven distribution of the sealant layer 20 due to sealant flow.
  • the thickness S of the sealant layer 20 is the overall average thickness.
  • the average thickness of such a sealant layer 20 can be calculated, for example, by taking a CT scan of a tire meridian cross section at eight points around the circumference of the tire, and measuring the thickness of the sealant layer 20 at five points in each image: the tire equator, the outer edge positions (both sides) 10 mm inward in the tire width direction from the edge of the sealant layer 20, and the intermediate positions (both sides) between the tire equator and the outer edge positions, from the measured values at a total of 40 points.
  • the inclination direction of the sealant strip material 21 with respect to the tire circumferential direction is in the opposite phase to the inclination direction of the belt cords of the belt layer 7A located on the innermost side in the tire radial direction with respect to the tire circumferential direction.
  • plysteer occurs due to the orientation of the belt cords of the belt layer 7, but the orientation of the sealant strip material 21 also causes plysteer.
  • the width Ws of the sealant layer 20 is 90% or more of the width Wb of the belt layer 7A located at the innermost position in the tire radial direction.
  • the end of the sealant layer 20 is located on the outer side in the tire width direction than the end of the belt layer 7A located at the innermost position in the tire radial direction.
  • the end of the sealant layer 20 is positioned outside the end of the belt cover layer 8 in the tire width direction.
  • the distance (shortest distance) L from the belt layer 7A to the sealant layer 20 be 10 mm or less at all points of the belt layer 7A located at the innermost side in the tire radial direction. This makes it easier for the sealant to flow into the belt layer 7A when a foreign object such as a nail penetrates the tread portion 1, thereby ensuring good puncture sealing properties. If there is a part where the distance L from the belt layer 7A to the sealant layer 20 is greater than 10 mm, there is a risk that the puncture sealing properties in that part will be insufficient.
  • the ratio of the thickness S of the sealant layer 20 to the distance L from the belt layer 7A located at the innermost side in the tire radial direction to the sealant layer 20 satisfies the relationship S/L ⁇ 0.3.
  • FIG. 6 shows a pneumatic tire according to another embodiment of the present invention.
  • a sound-absorbing material 40 is installed along the tire circumferential direction on the tire radial inner side of the sealant layer 20.
  • the sound-absorbing material 40 is made of a porous material having continuous air bubbles, and has a predetermined sound-absorbing characteristic based on its porous structure. Polyurethane foam is preferably used as the porous material of the sound-absorbing material 40.
  • the sound-absorbing material 40 is attached to the sealant layer 20 based on the adhesiveness of the sealant layer 20 after the sealant layer 20 is formed.
  • the sealant of the sealant layer 20 is made of a silicone-based composition
  • the sound-absorbing material 40 is installed on the sealant layer 20 applied at a low temperature, so that damage to the sound-absorbing material 40 can be avoided and its sound-absorbing effect can be well maintained.
  • a sealant layer having a structure in which a sealant strip is arranged spirally along the tire circumferential direction was formed on the inner surface of the tire in the tread portion
  • tires of Comparative Examples 1-2 and Examples 1-8 were manufactured with various differences as shown in Table 1 in terms of the constituent material of the sealant layer, the presence or absence of narrow portions formed at both ends of the strip, the length of the narrow portions, the ratio of the average width of the narrow portions to the average width of the wide portions, the thickness S of the sealant layer, the ratio of the width of the sealant layer to the width of the belt layer, the inclination direction of the sealant strip, the distance L from the belt layer located at the innermost position in the tire radial direction to the sealant layer, and the ratio S/L.
  • the inclination direction of the sealant strip With regard to the inclination direction of the sealant strip, if the inclination direction of the sealant strip with respect to the tire circumferential direction is in phase with the inclination direction of the belt cord of the belt layer located at the innermost side in the tire's radial direction, it is indicated as “same phase”, and if the inclination direction of the sealant strip with respect to the tire circumferential direction is in opposite phase with the inclination direction of the belt cord of the belt layer located at the innermost side in the tire's radial direction, it is indicated as "opposite phase”.
  • test tires were evaluated for sealant layer peel resistance, tire balance, rolling resistance, plysteer, and puncture sealing using the following test methods, and the results are shown in Table 1.
  • Tire balance Each test tire was mounted on a wheel with a rim size of 19 x 8.5J and attached to a rolling resistance tester, and the radial force variation (RFV) was measured in accordance with JIS-D4233 at an air pressure of 210 kPa.
  • the evaluation results were expressed as an index using the reciprocal of the measured value, with the conventional example being set at 100. The higher the index value, the better the tire balance.
  • Rolling resistance Each test tire was mounted on a wheel with a rim size of 19 x 8.5J and attached to a rolling resistance tester, and the rolling resistance was measured in accordance with JIS-D4234 at an air pressure of 210 kPa. The evaluation results were expressed as an index using the reciprocal of the measured value, with the conventional example being set at 100. The larger the index value, the smaller the rolling resistance.
  • Puncture sealing Each test tire was mounted on a wheel with a rim size of 19 x 8.5J, the initial air pressure was set to 250 kPa, a nail with a diameter of 4.0 mm was driven into the tread portion, the nail was removed, and the tire was left for 1 hour, after which the air pressure was measured again and the pressure drop rate relative to the initial air pressure was calculated.
  • the evaluation results are shown as follows: a pressure drop rate of 2% or less is indicated by " ⁇ ”, a pressure drop rate of more than 2% and less than or equal to 7% is indicated by " ⁇ ”, a pressure drop rate of more than 7% and less than or equal to 20% is indicated by " ⁇ ”, and a pressure drop rate of more than 20% is indicated by "X”.
  • the tires of Examples 1 to 8 all had good resistance to peeling of the sealant layer, and also had good tire balance.
  • the tires of Examples 1 to 8 also achieved good results in terms of rolling resistance, plysteer, and puncture sealing.
  • the tires of Comparative Examples 1 and 2 did not have narrow portions formed at both ends of the sealant strip, so the sealant layer had insufficient resistance to peeling and the tire balance was also poor.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Materials Engineering (AREA)
  • Organic Chemistry (AREA)
  • Tires In General (AREA)
PCT/JP2024/036479 2023-11-14 2024-10-11 空気入りタイヤ及びその製造方法 Pending WO2025105090A1 (ja)

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CN202480059452.9A CN121866167A (zh) 2023-11-14 2024-10-11 充气轮胎及其制造方法
JP2025519638A JP7712594B1 (ja) 2023-11-14 2024-10-11 空気入りタイヤ及びその製造方法

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017052512A (ja) * 2016-12-12 2017-03-16 住友ゴム工業株式会社 空気入りタイヤ
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