阅读说明：本技术 加强构件以及使用了该加强构件的轮胎 (Reinforcing member and tire using same ) 是由 佐佐木阳祐 于 2018-05-18 设计创作，主要内容包括：提供加强构件以及使用了该加强构件的轮胎,该加强构件具有芯材帘线层和螺旋状帘线层,该螺旋状帘线层配置于该芯材帘线层的外侧且包含加强帘线,所述加强构件能够通过抑制加强构件处的起因于芯材帘线与加强帘线之间的微动磨损(相互摩擦)的加强帘线的断裂来提高轮胎寿命。一种加强构件(1)以及使用了该加强构件(1)的轮胎,所述加强构件(1)具有芯材层(2)和螺旋状帘线层(3),该螺旋状帘线层(3)包含呈螺旋状缠绕于芯材层(2)的加强帘线(3a),芯材层(2)由板状体形成,该板状体的在加强构件(1)的宽度方向上的端部被进行了去角加工,且该板状体由树脂材料形成。(reinforcing members (1) and a tire using the reinforcing member (1), wherein the reinforcing member (1) has a core cord layer and a spiral cord layer, the spiral cord layer is disposed outside the core cord layer and includes a reinforcing cord, and the reinforcing member is capable of improving the tire life by suppressing breakage of the reinforcing cord due to fretting (mutual friction) between the core cord and the reinforcing cord at the reinforcing member, the reinforcing member (1) includes a core layer (2) and a spiral cord layer (3), the spiral cord layer (3) includes a reinforcing cord (3a) spirally wound around the core layer (2), the core layer (2) is formed of a plate-like body, the end portion of the plate-like body in the width direction of the reinforcing member (1) is chamfered, and the plate-like body is formed of a resin material.)

1, reinforcing member having a core layer and a helical cord layer comprising a reinforcing cord helically wound around the core layer,

the core layer is formed of a plate-shaped body, an end portion of the plate-shaped body in the width direction of the reinforcing member is chamfered, and the plate-shaped body is formed of a resin material.

2. The reinforcing member according to claim 1,

the plate-like body has an end portion in the width direction of the reinforcing member cut to have a semicircular cross section.

3. The reinforcing member according to claim 1,

the end of the plate-like body in the width direction of the reinforcing member is subjected to a melting process.

4. The reinforcing member according to any one of claims 1 to 3, wherein,

the reinforcing member is a reinforcing member for a tire.

A tire of the type 5, , wherein,

the tire using the reinforcing member as claimed in any of claims 1 to 4.

Technical Field

The present invention relates to a reinforcing member and a tire using the same, and more particularly, to an improvement of a reinforcing member having a core layer and a spiral cord layer formed by spirally winding a reinforcing cord around the core layer, and a tire using the same.

Background

In addition to the above, as a belt structure, there is also known a structure in which upper and lower belt layers are arranged so that organic fiber cords as reinforcing cords cross each other, and a spiral wound structure in which the organic fiber cords are folded back at belt layer ends and extend from belt layers to another belt layer is configured such that a steel belt layer in which reinforcing cords formed of steel cords are arranged is arranged between belt layers having the organic fiber cords as the above.

As such a structure, for example, patent documents 1 and 2 propose kinds of pneumatic radial tires in which the orientation angle of each reinforcing cord of a steel belt layer with respect to the tire circumferential direction is defined, thereby improving the edge separation resistance of the belt layer of a pneumatic tire for a passenger vehicle and improving other performances of the tire.

Disclosure of Invention

Invention of the inventionProblems to be solved

The belts proposed in patent documents 1 and 2 are structures including 3 belts in which reinforcing members formed of organic fiber cords are spirally wound around a steel belt layer, and thus it is considered that weight reduction can be achieved and durability of a certain degree of is ensured, however, in a tire having such reinforcing members formed of a core cord layer and a spiral cord layer disposed outside the core cord layer, since a cross section of a core cord disposed obliquely exists at an end portion of the core cord layer in the width direction of the reinforcing member, a rubber thickness between the core cord and the reinforcing cord constituting the spiral cord layer disappears due to a change over time such as an internal pressure or a temperature increase of the tire during running, and the core cord and the reinforcing cord are brought into contact with each other and easily rubbed with each other by rolling, and therefore, with respect to such structures, it is also desired to improve fracture characteristics of the core cord and the reinforcing cord and to achieve a long life of -step tire.

Accordingly, an object of the present invention is to provide kinds of reinforcing members having a core cord layer and a spiral cord layer disposed outside the core cord layer, which can suppress breakage of a reinforcing cord due to fretting wear (mutual friction) between the core cord and the reinforcing cord, and a tire having an improved tire life by using the reinforcing members.

Means for solving the problems

The present inventors have made intensive studies to solve the above-described problems, and as a result, have found that the above-described problems can be solved by using a plate-like body made of a resin material, which is chamfered at an end portion in the width direction of a reinforcing member, instead of a core cord layer in which a core cord is covered with rubber, and have completed the present invention.

That is, the reinforcing member of the present invention has a core layer and a spiral cord layer including a reinforcing cord spirally wound around the core layer,

the core layer is formed of a plate-shaped body, an end portion of the plate-shaped body in the width direction of the reinforcing member is chamfered, and the plate-shaped body is formed of a resin material.

In the reinforcing member of the present invention, an end portion of the plate-like body in the width direction of the reinforcing member may be cut into a semicircular shape in cross section, or the end portion may be subjected to a melting process. The reinforcing member of the present invention is particularly suitable as a reinforcing member for a tire.

The tire of the present invention is characterized by using the reinforcing member of the present invention.

ADVANTAGEOUS EFFECTS OF INVENTION

The present invention can realize types of reinforcing members that can suppress breakage of reinforcing cords due to fretting wear (mutual friction) of the reinforcing cords of a spiral cord layer, and a tire having an improved tire life by using the reinforcing members.

Drawings

Fig. 1 is a cross-sectional view in the width direction of examples of the reinforcing member of the present invention.

Fig. 2 is a partial cross-sectional view in the width direction of examples of the reinforcing member of the present invention.

Fig. 3 is a partial cross-sectional view in the width direction showing another examples of the reinforcing member of the present invention.

Fig. 4 is a cross-sectional view in the tire width direction showing examples of the passenger tire of the present invention.

Fig. 5 is a cross-sectional view in the tire width direction showing examples of the truck/passenger tire of the present invention.

Fig. 6 is a cross-sectional view in the tire width direction showing examples of the tire for a construction vehicle of the present invention.

Detailed Description

The present invention will be described in detail below with reference to the accompanying drawings.

Fig. 1 is a cross-sectional view in the width direction showing examples of the reinforcing member of the present invention, as shown in the drawing, the reinforcing member 1 of the present invention has at least 1 core layer 2 and a spiral cord layer 3, and the spiral cord layer 3 includes a reinforcing cord 3a spirally wound around the core layer 2.

In contrast to this, in the present invention, as the core layer 2, a plate-like body formed of a resin material, the end face, particularly the cross section of which is exposed to the end portion of the core cord layer in the width direction of the reinforcing member, disappears with running because the core cord constituting the conventional core cord layer is inclined with respect to the longitudinal direction of the reinforcing member 1, and the cross section of the core cord comes into contact with the reinforcing cord 3a of the spiral cord layer 3 outside thereof to rub against each other, thereby causing a risk of occurrence of breakage of the reinforcing cord 3a, the plate-like body formed of a resin material, the end portion of which is chamfered in the width direction of the reinforcing member 1, is used instead of the cord layer using the cord, as the core layer 2, the contact pressure between the plate-like body and the reinforcing cord is reduced when running, thereby making it possible to suppress damage to the reinforcing cord 3a when the mutual rubbing occurs, thereby making it possible to suppress the breakage of the core cord 3a, and hence to contribute to the reduction in the weight of the core layer, and to the reduction in the weight of the core cord, and to make it possible to form a reinforcing member by a light-weight of the core cord, and to contribute to the reduction of the reinforcing member, and to the reduction of the weight of the core layer 84.

In the present invention, the plate-like body constituting the core layer 2 can obtain the effect of the present invention if the end portion in the width direction of the reinforcing member 1 is chamfered and rounded. Specifically, for example, a method of processing an end portion of the plate-like body in the width direction of the reinforcing member 1 by cutting or melting may be mentioned.

In the case of machining the widthwise end portions of the plate-like body by cutting treatment, for example, as shown in a partial cross-sectional view in the widthwise direction of examples of the reinforcing member in fig. 2, the plate-like body as the core layer 2 can be cut over the entire portion of the end portion 2A in the widthwise direction of the reinforcing member 1 along the longitudinal direction of the reinforcing member 1 so as to have a semicircular cross section, and thus, by cutting the end portion 2A in the widthwise direction of the reinforcing member 1 of the plate-like body into a semicircular cross section, the contact pressure between the core and the reinforcing cords can be reduced and the breakage of the reinforcing cords 3a constituting the spiral cord layer 3 can be suppressed.

In the case of machining the widthwise end portion of the plate-like body by cutting, as shown in a partial cross-sectional view in the widthwise direction of another examples of the reinforcing member in fig. 3, for example, the plate-like body as the core layer 2 can be subjected to cutting so that the entire portions along the longitudinal direction of the reinforcing member 1 at two corner portions in the widthwise cross-section of the end portion 2B in the widthwise direction of the reinforcing member 1 are chamfered linearly.

In the case of processing the widthwise end portion of the plate-like body by the melting treatment, a method of heating and melting the plate-like body at a processing temperature corresponding to the melting point of the resin material constituting the plate-like body can be used. In this way, the end portions of the plate-like body as the core layer 2 in the width direction of the reinforcing member 1 can be chamfered and rounded.

In the present invention, the resin material constituting the plate-like body to be the core layer 2 may be any material that does not melt at the vulcanization temperature, and may be appropriately selected from general-purpose thermoplastic resins and thermosetting resins.

In the present invention, the plate-like body as the core layer 2 can obtain the effect of suppressing the breakage of the reinforcing cord even when only one side end portion in the width direction of the reinforcing member is chamfered, but from the point that the effect of suppressing the breakage of the reinforcing cord is further enhanced by , it is preferable to chamfer both side end portions in the width direction of the reinforcing member.

In the reinforcing member 1 of the present invention, it is preferable that the end portion of the plate-like body as the core layer 2 in the width direction of the reinforcing member is chamfered and rounded, whereby the effect expected by the present invention can be obtained. The reinforcing member 1 of the present invention is not particularly limited, and conditions such as the material of the reinforcing cords 3a constituting the spiral cord layer 3, the structure of the core layer 2 and the spiral cord layer 3, and the like can be appropriately selected as desired.

The thickness of the plate-like body as the core layer 2 is preferably 1mm to 3mm, more preferably 1mm to 2mm by setting the thickness of the plate-like body to the above range, it is possible to apply the core layer having sufficient compression rigidity, and it is possible to secure a winding radius R of the tape material at the widthwise end portion of the core layer to be large to a certain extent of when the tape material (rubber-cord composite) is wound around the core layer, and it is possible to sufficiently secure the winding performance of the tape material.

In the present invention, the spiral cord layer 3 is formed by spirally winding a rubber-cord composite in which 1 or a plurality of, for example, two to 100 reinforcing cords 3a are aligned in parallel and covered with rubber around the core layer 2. The cord density of the reinforcing cords in the spiral cord layer 3 is preferably in the range of, for example, 5 cords/50 mm to 60 cords/50 mm.

In the present invention, the reinforcing cords of the spiral cord layer 3 preferably have an inclination angle of 10 ° to 45 ° with respect to the tire circumferential direction. With such a configuration, the helical cord layer 3 can be prevented from being stretched in the tire circumferential direction. Preferably, the angle is 15 ° to 30 °.

In the present invention, the material of the reinforcing cord 3a of the spiral cord layer 3 is not particularly limited, and various metal cords, organic fiber cords, and the like which have been conventionally and generally used can be suitably used. Specifically, for example, as the metal cord, a steel cord in which a plurality of steel filaments are twisted with each other or a steel filament is preferably used in terms of cost and strength. Various designs can be made for the twisted structure of the steel cord, and various twisted structures can be used, including a cross-sectional structure, a lay length, a twisting direction, and a distance between adjacent filaments. As the cross-sectional structure, various twisted structures such as single twist, layer twist, and double twist can be adopted, and a cord having a flat cross-sectional shape can also be used. Further, a cord obtained by twisting filaments of different materials may be used. The steel filaments constituting the steel cord may contain iron as a main component and various minor components such as carbon, manganese, silicon, phosphorus, sulfur, copper, chromium, and the like. Further, the surface of the steel filament may be plated with copper to improve adhesion to rubber.

As the organic fiber, aramid (aromatic polyamide fiber), poly-copper (PK) fiber, poly-p-Phenylene Benzobisoxazole (PBO) fiber, polyarylate fiber, or the like can be used. Further, Carbon Fibers (CF) such as Polyacrylonitrile (PAN) carbon fibers, pitch carbon fibers, and rayon carbon fibers, glass fibers (glass fibers), rock fibers (rock wool) such as basalt fibers and andesite fibers, and the like can also be used. Further, it is preferable to improve the adhesiveness with rubber by applying an adhesive treatment to the above reinforcing cord. The adhesive treatment can be performed by a conventional method using a general-purpose adhesive such as an RFL adhesive. Further, a hybrid cord formed of any two or more of the above may be used, and a cord formed of a hybrid fiber such as an organic fiber partially containing a metal fiber may also be used.

In particular, when an organic fiber cord such as aramid is used as the reinforcing cord 3a of the spiral cord layer 3, breakage of the reinforcing cord 3a due to fretting wear with the core layer 2 is likely to occur, and therefore, the application of the present invention is useful.

In the present invention, as the rubber composition used for the coating rubber of the spiral cord layer 3, a known rubber composition can be used without particular limitation, and for example, as the rubber component of the rubber composition used for the coating rubber, in addition to natural rubber, all known rubber components such as vinyl aromatic hydrocarbon/conjugated diene copolymer, polyisoprene rubber, butadiene rubber, butyl rubber, halogenated butyl rubber, synthetic rubber such as ethylene-propylene rubber can be used, and 1 kind of the rubber component can be used alone, or two or more kinds can be used in combination.

In the present invention, a rubber composition for covering rubber can be appropriately mixed with compounding agents usually used in the rubber field, such as carbon black, fillers such as silica, softeners such as aromatic oil, methylene donors such as methoxymethylated melamine such as hexamethylenetetramine, pentamethoxymethyl melamine (japanese: ペンタメトキシメチルメラミン), hexamethylenemethyl melamine (japanese: ヘキサメチレンメチルメラミン), vulcanization accelerators, vulcanization accelerator activators, and antioxidants, in the usual mixing amounts. In the present invention, the method for preparing the rubber composition used as the coating rubber is not particularly limited, and the rubber composition may be prepared by mixing sulfur, an organic acid cobalt salt, various compounding agents, and the like with a rubber component by a common method, for example, using a banbury mixer, a roll, or the like.

The reinforcing member 1 of the present invention can be used for reinforcing rubber articles such as tires, and particularly can be suitably used as a reinforcing member for tires, for example, a reinforcing member for tires for passenger cars, trucks, buses, construction vehicles, motorcycles, aircrafts, and agriculture. The tire is not limited to a pneumatic tire, and can be used as a reinforcing member for a solid tire or a non-pneumatic tire. Further, the application site of the reinforcing member 1 of the present invention is not particularly limited. For example, it is preferable to cover a large part of the tread portion. The reinforcing member 1 of the present invention improves the rigidity in the longitudinal direction and also improves the rigidity in the width direction. Therefore, by using the reinforcing member 1 of the present invention as a belt, not only can separation between the layers of the belt due to repeated biasing and breakage of the cord due to stepping on an obstacle on the road be suppressed, but also cracks and changes with time generated in the groove bottom due to a decrease in strain of the groove bottom at the time of internal pressure can be suppressed, and the wear rate and uneven wear of the tire can be suppressed.

The reinforcing member 1 of the present invention may be used for local reinforcement of, for example, only the portion of the tread, in addition to the belt, for local reinforcement of, for example, the vicinity of the tread end, the vicinity of the equatorial plane, and the vicinity of the groove bottom.

Next, the tire of the present invention is explained.

The tire of the present invention uses the reinforcing member 1 of the present invention, and examples thereof include tires for passenger vehicles, trucks and passenger vehicles, construction vehicles, motorcycles, aircrafts, and agricultural vehicles. Tires for passenger cars, trucks, buses, and construction vehicles are preferred. The tire of the present invention is not limited to a pneumatic tire, and can be used as a reinforcing member for a solid tire or a non-pneumatic tire.

In addition, for example, the reinforcing member 1 of the present invention may be used only for local reinforcement of the portion of the tread, and may be used only for local reinforcement such as near the tread end, near the equatorial plane, and near the groove bottom, or the like, or a plurality of reinforcing members 1 may be used in line in the tire width direction, or may be wound in a spiral shape in the circumferential direction in addition to the single use of the reinforcing member 1, and may be configured to cover the tread portion while being shifted in the tire width direction.

FIG. 4 is a cross-sectional view in the tire width direction showing an structural example of a passenger tire according to the present invention, the passenger tire 10 shown in the figure includes a tread portion 11 for forming a land portion, pairs of side portions 12 continuous with both side portions of the tread portion 11 and extending inward in the tire radial direction, and bead portions 13 continuous with the inner peripheral sides of the respective side portions 12. the tread portion 11, the side portions 12, and the bead portions 13 are reinforced with a carcass 14, the carcass 14 is formed of carcass ply layers extending annularly from one of the bead portions 13 to the other bead portions 13. in the passenger tire 10 shown in the figure, bead cores 15 are embedded in the respective bead portions 13 at , the carcass 14 is folded and locked around the bead cores 15 from the inner side to the outer side of the tire, and a bead filler strip 16 is arranged at the outer side in the tire radial direction of the bead cores 15.

In the illustrated passenger tire 10, the reinforcing member 1 of the present invention is disposed on the outer side in the tire radial direction of the crown portion of the carcass 14. In the present invention, it is preferable to use a plate-like body made of a resin material, which is chamfered at the end in the width direction of the reinforcing member 1, as the core material layer 2 constituting the reinforcing member 1, and thus a tire in which a decrease in the tire life due to the reinforcing member 1 is suppressed can be obtained.

In the passenger tire 10 of the present invention, the carcass 14 can have any of various structures including a conventional structure, such as in a radial structure or a bias structure, and the carcass 14 is preferably formed of an organic fiber cord layer having 1 to two layers, and the maximum width position of the carcass 14 in the tire radial direction may be, for example, close to the bead portion 13 side or the tread portion 11 side, and for example, the maximum width position of the carcass 14 may be set to a range of 50% to 90% of the tire height from the bead bottom portion to the tire radial direction outer side, and as shown in the drawing, the carcass 14 is generally a structure extending without interruption between 1 pair of bead cores 15, and is preferable, but the carcass 14 (not shown) can be formed by using pairs of carcass ply pieces extending from the bead cores 15 and being interrupted in the vicinity of the tread portion 11.

In addition, the folded portion of the carcass 14 can take various configurations. For example, the folded end of the carcass 14 may be positioned further inward in the tire radial direction than the upper end of the bead filler 16, or the folded end of the carcass 14 may be extended to a position further outward in the tire radial direction than the tire maximum width position and the upper end of the bead filler 16, and in this case, the folded end of the carcass 14 may be extended to a position further inward in the tire width direction than the tire width direction end of the reinforcing member 1. Further, in the case where the carcass ply is a plurality of plies, the tire radial position of the folded-back end of the carcass 14 can be made different. Further, the folded portion of the carcass 14 may be absent and a structure sandwiched by a plurality of bead core members may be employed, and a structure wound around the bead core 15 may be employed. The cord density of the carcass 14 is usually in the range of 10 cords/50 mm to 60 cords/50 mm, but the present invention is not limited thereto.

The passenger tire 10 of the present invention may include another belt layer (not shown) in addition to the belt layer formed of the reinforcing member 1 of the present invention. The other belt layer can be formed of a rubber coating layer of reinforcing cords, and provided as an inclined belt forming a predetermined angle with respect to the tire circumferential direction. The other belt layer may be disposed on the outer side of the belt layer 1 in the tire radial direction, or may be disposed on the inner side of the belt layer 1 in the tire radial direction. As the reinforcing cord of the inclined belt layer, for example, a metal cord, particularly a steel cord is most commonly used, but an organic fiber cord may also be used. As the steel cord, a cord formed of steel filaments containing iron as a main component and various trace contents such as carbon, manganese, silicon, phosphorus, sulfur, copper, chromium, and the like can be used.

As the steel cord, a steel monofilament cord may be used in addition to a cord obtained by twisting a plurality of filaments. The twisted structure of the steel cord can be designed variously, and various twisted structures can be used, including a cross-sectional structure, a lay length, a twisting direction, and a distance between adjacent steel cords. Further, a cord obtained by twisting filaments of different materials may be used, and the cross-sectional structure is not particularly limited, and various twisted structures such as single twist, layer twist, and double twist may be used. The inclination angle of the reinforcing cords of the other belt layers is preferably 10 ° or more with respect to the tire circumferential direction. When another belt layer is provided, the width of the maximum width slant belt layer having the largest width is preferably 90% to 115%, and particularly preferably 100% to 105% of the tread width.

In the passenger tire of the present invention, a belt reinforcing layer 17 may be provided on the outer side of the reinforcing member 1 of the present invention in the tire radial direction, and the belt reinforcing layer 17 may be a band layer 17a disposed over the entire width of the reinforcing member 1 or more, and an edge band layer 17b disposed in a region covering both end portions of the reinforcing member 1, and a band material of constant width formed by generally spirally winding a plurality of cords aligned in parallel in the tire circumferential direction and covered with rubber, and the band layer 17a and the edge band layer 17b may be provided separately or may be used in combination.

As the reinforcing cords of the cap ply layer 17a and the edge cap ply layer 17b, various materials can be used, and representative examples thereof include rayon, nylon, polyethylene naphthalate (PEN), polyethylene terephthalate (PET), aramid, glass fiber, carbon fiber, steel wire, etc. from the point of weight reduction , an organic fiber cord is particularly preferable, a monofilament cord, a cord obtained by twisting a plurality of filaments, a hybrid cord obtained by twisting filaments of different materials can be used as the reinforcing cord, a wavy cord can be used as the reinforcing cord to increase the breaking strength, and similarly, a high-elongation cord having a tensile strength at breaking of 4.5% to 5.5% can be used as the reinforcing cord.

In the case where the cap ply 17a is provided in the passenger tire 10 of the present invention, the width of the cap ply 17a may be wider or narrower than the width of the oblique belt layer, for example, 90% to 110% of the maximum width oblique belt layer having the largest width among the oblique belt layers may be provided, and the cord density of the cap ply and the edge cap ply is usually in the range of 20/50 mm to 60/50 mm, but is not limited to this range.

From a manufacturing standpoint, it is particularly advantageous for the cap ply 17a and the edge cap ply 17b to be constructed as helical layers. In this case, the band layer 17a and the edge band layer 17b may be formed by band-shaped cords in which a plurality of core wires aligned in parallel with each other in a plane are bundled by a wrapping wire while maintaining the above parallel alignment.

In the case of a narrow and large diameter passenger tire, as the shape of the tread portion 11, in the tire of the present invention, in the tire width direction cross section, a straight line passing through a point P on the tread surface at the tire equatorial plane CL and parallel to the tire width direction is defined as m1, a straight line passing through the ground contact edge E and parallel to the tire width direction is defined as m2, the distance between the straight line m1 and the straight line m2 in the tire radial direction is defined as the drop height LCR, and the tread width of the tire is defined as TW, and in this case, it is preferable that the ratio LCR/TW is 0.045 or less. By setting the ratio LCR/TW in the above range, the crown portion of the tire can be flattened (flattened), the ground contact area can be increased, the biasing force (pressure) from the road surface can be relaxed, the deflection rate in the tire radial direction can be reduced, and the durability and wear resistance of the tire can be improved. Further, the tread end is preferably smooth.

The tread pattern may be a full-width pattern, a rib-shaped land portion main body pattern, a block pattern, an asymmetric pattern, or may be a specified rotational direction.

The full-width pattern may be a pattern having widthwise grooves extending from the vicinity of the equatorial plane in the tire widthwise direction to the ground contact edges, and in this case, the circumferential grooves may not be included. The pattern mainly including the lateral grooves can effectively exhibit on-snow performance.

The rib-like land portion main body pattern is a pattern mainly including rib-like land portions formed by dividing in the tire width direction by or more circumferential grooves or circumferential grooves and tread end portions, and here, the rib-like land portions are land portions extending in the tire circumferential direction without lateral grooves crossing in the tire width direction, but the rib-like land portions may have sipes or lateral grooves terminating in the rib-like land portions.

The block pattern is a pattern having block land portions defined by circumferential grooves and widthwise grooves, and the basic on-ice performance and on-snow performance of the block pattern tire are excellent.

The asymmetric pattern is a pattern in which the tread pattern on the left and right sides is asymmetric with respect to the equatorial plane. For example, in the case of a tire having a predetermined mounting direction, the ratio of groove to block area may be different between the tire halves on the inner side in the vehicle mounting direction and the outer side in the vehicle mounting direction, which are defined by the equatorial plane, or the number of circumferential grooves may be different between the tire halves on the inner side in the vehicle mounting direction and the outer side in the vehicle mounting direction, which are defined by the equatorial plane.

The tread rubber is not particularly limited, and conventionally used rubbers may be used, and a foamed rubber may be used. In addition, the tread rubber may be formed of a plurality of different rubber layers in the tire radial direction, and may be, for example, a so-called crown base construction. As the plurality of rubber layers, rubber layers having different loss tangents, moduli, hardnesses, glass transition temperatures, materials, and the like can be used. The ratio of the thicknesses of the plurality of rubber layers in the tire radial direction may vary in the tire width direction, or only the circumferential groove bottom or the like may be a rubber layer different from the periphery thereof.

Further, the tread rubber may be formed of a plurality of rubber layers different in the tire width direction, and may be a so-called split tread configuration. As the plurality of rubber layers, rubber layers having different loss tangents, moduli, hardnesses, glass transition temperatures, materials, and the like can be used. Further, the ratio of the lengths of the plurality of rubber layers in the tire width direction may be varied in the tire radial direction, and a limited local region such as only the vicinity of the circumferential groove, only the vicinity of the tread end, only the shoulder land portion, only the center land portion may be a rubber layer different from the periphery thereof.

The tire 10 for a passenger vehicle according to the present invention can also employ a known structure for the structure of the sidewall portion 12. For example, the tire maximum width position may be set in a range of 50% to 90% of the tire height from the bead bottom portion to the tire radial direction outer side. Further, a structure having a rim guard portion may be adopted. The passenger tire 10 of the present invention is preferably formed with a recessed portion 13a that contacts the rim flange.

The bead core 15 may have various structures such as a circular shape and a polygonal shape. As described above, the bead portion 13 may have a structure in which the carcass 14 is sandwiched by a plurality of bead core members, in addition to the structure in which the carcass 14 is wound around the bead core 15. In the illustrated passenger tire 10, the bead filler 16 is disposed on the outer side of the bead core 15 in the tire radial direction, but the bead filler 16 may not be provided in the passenger tire 10 of the present invention.

Although not shown, the tire for a passenger vehicle according to the present invention may be provided with an inner liner layer in the innermost layer of the tire. The inner liner layer may be formed of a rubber layer mainly composed of butyl rubber, or a film layer mainly composed of resin. Although not shown, a porous member may be disposed on the inner surface of the tire or electrostatic flocking may be performed to reduce cavity resonance noise. Further, the inner surface of the tire may be provided with a sealing member for preventing leakage of air during puncture.

The use of the passenger tire 10 is not particularly limited. Can be applied to tires for summer use, all season use, winter use, and the like. Further, the tire can be used for a passenger tire having a special structure such as a side reinforcing run flat tire or a snow nail tire having a crescent reinforcing rubber layer in the sidewall portion 12.

Next, the truck and bus tire of the present invention will be described.

FIG. 5 is a cross-sectional view in the tire width direction showing a structural example of a truck/passenger tire of examples of the tire of the present invention, the illustrated truck/passenger tire 20 includes a tread portion 21 for forming a land portion, pairs of side portions 22 continuous with both side portions of the tread portion 21 and extending inward in the tire radial direction, and bead portions 23 continuous with the inner circumferential sides of the respective side portions 12. the tread portion 21, the side portions 22, and the bead portions 23 are reinforced with a carcass 24, the carcass 14 is formed of carcass plies extending annularly from the bead portion 23 to the bead portions 23, the bead cores 25 are embedded in the pairs of bead portions 23, the carcass 24 is folded around the bead cores 25 from the inner side to the outer side of the tire, and a bead filler 26 is disposed outside the bead cores 25 in the tire radial direction.

In the illustrated truck/passenger tire 20, the reinforcing member 1 of the present invention is disposed on the tire radial direction outer side of the crown portion of the carcass 24. In the present invention, it is preferable to use a plate-like body made of a resin material, which is chamfered at the end in the width direction of the reinforcing member 1, as the core material layer 2 constituting the reinforcing member 1, and thus a tire in which a decrease in the tire life due to the reinforcing member 1 is suppressed can be obtained.

In the truck and bus tire 20 of the present invention, the carcass 24 can have any of various structures including a conventional structure, such as in a radial structure or a bias structure, and it is preferable that the carcass 24 is a carcass ply formed of a steel cord layer having 1 to two layers, and further, for example, the maximum width position of the carcass in the tire radial direction may be located close to the bead portion 23 side or the tread portion 21 side, and for example, the maximum width position of the carcass 24 may be located in a range of 50% to 90% of the tire height from the bead bottom portion to the outer side in the tire radial direction, and as shown in the drawing, the carcass 24 is generally a structure extending without interruption between 1 pair of bead cores 25, and is preferable, but it is also possible to form the carcass 24 by using pairs of carcass pieces extending from the bead cores 25 and being interrupted in the vicinity of the tread portion 21.

The folded portion of the carcass 24 can have various structures. For example, the folded end of the carcass 24 may be positioned inward in the tire radial direction from the upper end of the bead filler 26, or the folded end of the carcass may be extended outward in the tire radial direction from the upper end of the bead filler 26 or the tire maximum width position, and in this case, the folded end of the carcass 24 may be extended inward in the tire width direction from the tire width direction end of the reinforcing member 1. Further, in the case where the carcass ply is a plurality of plies, the tire radial position of the folded-back end of the carcass 24 can be made different. Further, the folded portion of the carcass 24 may be absent and a structure sandwiched by a plurality of bead core members may be employed, and a structure wound around the bead core 25 may be employed. The cord density of the carcass 24 is usually in the range of 5 cords/50 mm to 60 cords/50 mm, but the present invention is not limited thereto.

The truck and bus tire 20 of the present invention may include a belt layer 27 other than the belt layer formed of the reinforcing member of the present invention, as shown in the drawing. The other belt layer can be formed of a rubber coating layer of reinforcing cords and provided as an inclined belt forming a predetermined angle with respect to the tire circumferential direction. As the reinforcing cord of the inclined belt layer, for example, a metal cord, particularly a steel cord is most commonly used, but an organic fiber cord may also be used. As the steel cord, a cord formed of steel filaments containing iron as a main component and various trace contents such as carbon, manganese, silicon, phosphorus, sulfur, copper, chromium, and the like can be used.

As the steel cord, a steel monofilament cord may be used in addition to a cord obtained by twisting a plurality of filaments. The twisted structure of the steel cord can be designed variously, and various twisted structures can be used, including a cross-sectional structure, a lay length, a twisting direction, and a distance between adjacent steel cords. Further, a cord obtained by twisting filaments of different materials may be used, and the cross-sectional structure is not particularly limited, and various twisted structures such as single twist, layer twist, and double twist may be used. The inclination angle of the reinforcing cords of the other belt layers is preferably 0 ° or more with respect to the tire circumferential direction. When another belt layer is provided, the width of the maximum width slant belt layer having the largest width is preferably 40% to 115%, and particularly preferably 50% to 70% of the tread width. Further, a belt lower cushion rubber 28 is preferably provided on the inner side in the tire radial direction of the end portion of the belt layer 27. This reduces strain and temperature at the ends of the belt 27, thereby improving tire durability.

In the truck/passenger tire 20 of the present invention, a circumferential cord layer (not shown) may be provided on the outer side in the tire radial direction of the reinforcing member 1 of the present invention and the other belt layer 27.

In the truck/passenger tire 20 of the present invention, the sidewall 22 may have a known structure. For example, the tire maximum width position may be set in a range of 50% to 90% of the tire height from the bead bottom portion to the tire radial direction outer side. Unlike a passenger tire, the truck/passenger tire 20 of the present invention is preferably formed into a convex smooth curve in the tire width direction without forming a concave portion that contacts the rim flange.

The bead core 25 may have various structures such as a circular shape and a polygonal shape. As described above, the bead portion 22 may have a structure in which the carcass 24 is sandwiched by a plurality of bead core members, in addition to the structure in which the carcass 24 is wound around the bead core 25. In the illustrated truck/passenger tire 20, the bead filler 26 is disposed on the outer side of the bead core 25 in the tire radial direction, but the bead filler 26 may be formed of a plurality of rubber members divided in the tire radial direction.

The truck/passenger tire 20 of the present invention may have a rib-like land portion body pattern, a block pattern, an asymmetric pattern, or a specified rotational direction as a tread pattern.

The rib-like land portion main body pattern is a pattern mainly including rib-like land portions formed by dividing in the tire width direction by or more circumferential grooves or circumferential grooves and tread end portions, and here, the rib-like land portions are land portions extending in the tire circumferential direction without lateral grooves crossing in the tire width direction, but the rib-like land portions may have sipes or lateral grooves terminating in the rib-like land portions.

The block pattern is a pattern having block land portions defined by circumferential grooves and widthwise grooves, and the basic on-ice performance and on-snow performance of the block pattern tire are excellent.

The asymmetric pattern is a pattern in which the tread pattern on the left and right sides is asymmetric with respect to the equatorial plane. For example, in the case of a tire having a predetermined mounting direction, the ratio of groove to block area may be different between the tire halves on the inner side in the vehicle mounting direction and the outer side in the vehicle mounting direction, which are defined by the equatorial plane, or the number of circumferential grooves may be different between the tire halves on the inner side in the vehicle mounting direction and the outer side in the vehicle mounting direction, which are defined by the equatorial plane.

The tread rubber is not particularly limited, and conventionally used rubbers can be used. In addition, the tread rubber may be formed of a plurality of different rubber layers in the tire radial direction, and may be, for example, a so-called crown base construction. As the plurality of rubber layers, rubber layers having different loss tangents, moduli, hardnesses, glass transition temperatures, materials, and the like can be used. The ratio of the thicknesses of the plurality of rubber layers in the tire radial direction may vary in the tire width direction, or only the circumferential groove bottom or the like may be a rubber layer different from the periphery thereof.

Further, the tread rubber may be formed of a plurality of rubber layers different in the tire width direction, and may be a so-called split tread configuration. As the plurality of rubber layers, rubber layers having different loss tangents, moduli, hardnesses, glass transition temperatures, materials, and the like can be used. Further, the ratio of the lengths of the plurality of rubber layers in the tire width direction may be varied in the tire radial direction, and a limited local region such as only the vicinity of the circumferential groove, only the vicinity of the tread end, only the shoulder land portion, only the center land portion may be a rubber layer different from the periphery thereof. Further, it is preferable that the tread portion has a corner portion 21a formed at an end in the tire width direction.

Next, a tire for a construction vehicle of the present invention will be described.

Fig. 6 is a cross-sectional view in the tire width direction showing a structural example of a tire for a construction vehicle of examples of the tire of the present invention, the illustrated tire for a construction vehicle 30 includes a tread portion 31 for forming a land portion, pairs of side portions 32 continuing from both side portions of the tread portion 31 and extending inward in the tire radial direction, and a bead portion 33 continuing from the inner peripheral side of each side portion 32. the tread portion 31, the side portions 32, and the bead portion 33 are reinforced by a carcass 34, the carcass 34 being formed of a sheet carcass ply extending annularly from the bead portion 33 to the bead portion 33, the bead core 35 being embedded in each of the pairs of bead portions 33, the carcass 34 being folded around the bead core 35 from the inner side to the outer side of the tire and being locked, and a bead filler 36 being disposed outside the bead core 35 in the tire radial direction.

In the illustrated tire 30 for a construction vehicle, the reinforcing member 1 of the present invention is disposed on the outer side in the crown tire radial direction of the carcass 34. In the present invention, it is preferable to use a plate-like body made of a resin material, which is chamfered at the end in the width direction of the reinforcing member 1, as the core material layer 2 constituting the reinforcing member 1, and thus a tire in which a decrease in the tire life due to the reinforcing member 1 is suppressed can be obtained.

In the illustrated tire 30 for a construction vehicle, 4 belt layers 37a to 37d are further arranged in this order outside the reinforcing member 1. normally, the tire for a construction vehicle is formed of 4 or 6 belt layers, and in the case of the 6 belt layers, the 1 st and 2 nd belt layers form an inner interleaved belt layer, the 3 rd and 4 th belt layers form an intermediate interleaved belt layer, and the 5 th and 6 th belt layers form an outer interleaved belt layer, respectively.

In the case of a 6-ply belt layer, the width of the inner zigzag belt layer group can be set to 25% or more and 70% or less of the width of the tread surface in the tread width direction, the width of the middle zigzag belt layer group can be set to 55% or more and 90% or less of the width of the tread surface, and the width of the outer zigzag belt layer group can be set to 60% or more and 110% or less of the width of the tread surface. In addition, when viewing the tread surface, the inclination angle of the belt cord of the inner staggered belt group with respect to the carcass cord can be set to 70 ° or more and 85 ° or less, the inclination angle of the belt cord of the middle staggered belt group with respect to the carcass cord can be set to 50 ° or more and 75 ° or less, and the inclination angle of the belt cord of the outer staggered belt group with respect to the carcass cord can be set to 70 ° or more and 85 ° or less.

In the tire 30 for a construction vehicle of the present invention, the belt layer 37 not replaced with the reinforcing member 1 can be formed of a rubberized layer of a reinforcing cord and provided as an inclined belt forming a predetermined angle with respect to the tire circumferential direction. As the reinforcing cord of the inclined belt layer, for example, a metal cord, particularly a steel cord is most commonly used, but an organic fiber cord may also be used. As the steel cord, a cord formed of steel filaments containing iron as a main component and various trace contents such as carbon, manganese, silicon, phosphorus, sulfur, copper, chromium, and the like can be used.

As the steel cord, a steel monofilament cord may be used in addition to a cord obtained by twisting a plurality of filaments. The twisted structure of the steel cord can be designed variously, and various twisted structures can be used, including a cross-sectional structure, a lay length, a twisting direction, and a distance between adjacent steel cords. Further, a cord obtained by twisting filaments of different materials may be used, and the cross-sectional structure is not particularly limited, and various twisted structures such as single twist, layer twist, and double twist may be used. The inclination angle of the reinforcing cords of the other belt layers is preferably 10 ° or more with respect to the tire circumferential direction. When another belt layer is provided, the width of the maximum width slant belt layer having the largest width is preferably 90% to 115%, and particularly preferably 100% to 105% of the tread width. As shown in the drawing, a belt lower cushion rubber 38 is preferably provided on the inner side of the end portion of the belt layer 37 in the tire radial direction. This can reduce strain and temperature at the end of the belt layer 37, thereby improving tire durability.

The carcass 34 of the tire for construction vehicle of the present invention can have any of various structures including a conventional structure, such as in a radial structure or a bias structure, and the carcass 34 is preferably made of 1 to two carcass plies formed of steel cord layers, and the maximum width position of the carcass in the tire radial direction may be, for example, close to the bead portion 33 side or the tread portion 31 side, and the maximum width position of the carcass 34 may be, for example, set in a range of 50% to 90% of the tire height from the bead bottom to the tire radial direction outer side, and as shown in the drawing, the carcass 34 is generally a structure extending without interruption between 1 pair of bead cores 35, and it is preferable, but it is also possible to form the carcass 34 by using pairs of carcass pieces extending from the bead cores 35 and being interrupted in the vicinity of the tread portion 31.

The folded portion of the carcass 34 can have various structures. For example, the folded end of the carcass 34 may be positioned further inward in the tire radial direction than the upper end of the bead filler 36, or the folded end of the carcass 34 may be extended to a position further outward in the tire radial direction than the tire maximum width position or the upper end of the bead filler 36, and in this case, the folded end of the carcass 34 may be extended to a position further inward in the tire width direction than the tire width direction end of the reinforcing member 1 or the belt layer 37. Further, when the carcass ply is a multilayer, the tire radial position of the folded-back end of the carcass 34 can be made different. Further, the folded portion of the carcass 34 may be absent and a structure sandwiched by a plurality of bead core members may be employed, and a structure wound around the bead core 35 may be employed. The cord density of the carcass 34 is usually in the range of 5 cords/50 mm to 60 cords/50 mm, but the present invention is not limited thereto.

The tire 30 for a construction vehicle of the present invention can also employ a known structure for the structure of the sidewall 32. For example, the tire maximum width position may be set in a range of 50% to 90% of the tire height from the bead bottom portion to the tire radial direction outer side. The tire 30 for a construction vehicle of the present invention is preferably formed with a recessed portion that contacts the rim flange.

The bead core 35 may have various structures such as a circular shape and a polygonal shape. As described above, the bead portion 33 may have a structure in which the carcass 34 is sandwiched by a plurality of bead core members, in addition to the structure in which the carcass 34 is wound around the bead core 35. In the illustrated tire 30 for a construction vehicle, the bead filler 36 is disposed on the outer side of the bead core 35 in the tire radial direction, but the bead filler 36 may be formed of a plurality of rubber members divided in the tire radial direction.

The tire 30 for a construction vehicle of the present invention may have a tread pattern such as a lateral pattern, a block pattern, an asymmetrical pattern, or a predetermined rotational direction.

The lug pattern may be a pattern having widthwise grooves extending from the vicinity of the equatorial plane in the tire widthwise direction to the ground contact edge, and in this case, the circumferential grooves may not be included.

The block pattern is a pattern having a block land portion defined by circumferential grooves and widthwise grooves. In particular, in the case of a tire for a construction vehicle, the block shape is preferably made large from the viewpoint of durability, and for example, the width of the block shape measured in the tire width direction is preferably 25% or more and 50% or less of the tread width.

The asymmetric pattern is a pattern in which the tread pattern on the left and right sides is asymmetric with respect to the equatorial plane. For example, in the case of a tire having a predetermined mounting direction, the ratio of groove to block area may be different between the tire halves on the inner side in the vehicle mounting direction and the outer side in the vehicle mounting direction, which are defined by the equatorial plane, or the number of circumferential grooves may be different between the tire halves on the inner side in the vehicle mounting direction and the outer side in the vehicle mounting direction, which are defined by the equatorial plane.

The tread rubber is not particularly limited, and conventionally used rubbers can be used. In addition, the tread rubber may be formed of a plurality of different rubber layers in the tire radial direction, and may be, for example, a so-called crown base construction. As the plurality of rubber layers, rubber layers having different loss tangents, moduli, hardnesses, glass transition temperatures, materials, and the like can be used. The ratio of the thicknesses of the plurality of rubber layers in the tire radial direction may vary in the tire width direction, or only the circumferential groove bottom or the like may be a rubber layer different from the periphery thereof.

Further, the tread rubber may be formed of a plurality of rubber layers different in the tire width direction, and may be a so-called split tread configuration. As the plurality of rubber layers, rubber layers having different loss tangents, moduli, hardnesses, glass transition temperatures, materials, and the like can be used. Further, the ratio of the lengths of the plurality of rubber layers in the tire width direction may be varied in the tire radial direction, and a limited local region such as only the vicinity of the circumferential groove, only the vicinity of the tread end, only the shoulder land portion, only the center land portion may be a rubber layer different from the periphery thereof.

In the tire 30 for a construction vehicle, the rubber thickness of the tread portion 31 is preferably thick from the viewpoint of durability, and is preferably 1.5% or more and 4% or less, and more preferably 2% or more and 3% or less of the outer diameter of the tire. Further, the ratio of the groove area of the tread portion 31 to the ground contact surface (the ratio of the groove area to the block area) is preferably 20% or less. This is because the tire 30 for a construction vehicle is mainly used in a low-speed and dry area, and therefore, it is not necessary to increase the ratio of the groove area to the block area for drainage. The tire size of the tire for construction vehicles is, for example, 20 inches or more in rim diameter, and particularly 40 inches or more in rim diameter in a large tire size.