JP2009001119A - Safety tire - Google Patents

Safety tire Download PDF

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Publication number
JP2009001119A
JP2009001119A JP2007163092A JP2007163092A JP2009001119A JP 2009001119 A JP2009001119 A JP 2009001119A JP 2007163092 A JP2007163092 A JP 2007163092A JP 2007163092 A JP2007163092 A JP 2007163092A JP 2009001119 A JP2009001119 A JP 2009001119A
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tire
diaphragm
rim
bead
width direction
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JP5121325B2 (en
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Yoshihide Kono
好秀 河野
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Bridgestone Corp
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Bridgestone Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/001—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving
    • B60C23/004—Devices for manually or automatically controlling or distributing tyre pressure whilst the vehicle is moving the control being done on the wheel, e.g. using a wheel-mounted reservoir

Abstract

<P>PROBLEM TO BE SOLVED: To provide a safety tire for improving assemblability of rim and fitting reliability after assembling of the rim. <P>SOLUTION: The safe tire comprises a pair of bead parts 3, a pair of side wall parts 4 extending from the bead parts 3 outward in a tire diameter direction, a tread part 5 extending between both of the side wall parts 4, 4. The safety tire is characterized by being equipped with an expansible annular diaphragm 6 which is gripped between the bead parts 3 and the rim 7 in a loading position for loading the tire 1 on the rim 7, and divides a space partitioned between the tire 1 and the rim 7 into two inner/outer chambers in the tire diameter direction. The diaphragm 6 is equipped with at least a communicating part 13 for communicating with the inner chamber 8 and the outer chamber 9. An end part of the tire width direction 10 extends at least up to a bead heel 12 through a bead toe 11 of the bead parts 3. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

この発明は、パンク等によってタイヤ内圧が急激に低下したランフラット状態においても安全な停止が可能で、ある程度の距離の走行が可能である安全タイヤに関し、特にかかるタイヤのリム組み性及びリム組み後の固定の確実性の向上を図る。   The present invention relates to a safety tire that can be safely stopped even in a run-flat state in which the tire internal pressure has suddenly decreased due to puncture or the like, and that can travel a certain distance. To improve the certainty of fixing.

安全タイヤとしては、空気のう、発泡体、弾性体、中子等にタイヤ負荷を肩代わり支持させるタイヤや、シーラント剤を塗布又は充填してタイヤに生じた孔等の損傷部を塞いで内圧低下を防止したタイヤ等が知られている。しかし、これら従来の安全タイヤは、構造が複雑なため、不良率が高くなったり、製造効率が低下したりする場合が多かった。また、空気のうに空気を充填するためのバルブや、中子を取り付けるための構造を具えた専用のリムを準備しなければならない場合もあった。   Safety tires include tires that support the tire load on the shoulders of air bladders, foams, elastic bodies, cores, etc., and the internal pressure is reduced by closing damaged parts such as holes created by applying or filling sealant. Tires and the like that prevent the above are known. However, since these conventional safety tires have a complicated structure, there are many cases where the defect rate increases and the production efficiency decreases. In some cases, it is necessary to prepare a dedicated rim having a valve for filling air into the air and a structure for attaching the core.

比較的単純な構造の安全タイヤとして、例えば特許文献１には、両ビード部間に配設した膨張可能な環状の隔膜により、タイヤの内部空間を、リムに隣接する内側室とタイヤのトレッド部内面に隣接する外側室の２室に分画したタイヤが記載されている。かかるタイヤでは、内側室及び外側室に空気を充填した状態で通常の走行を行い、パンク等により外側室の空気が抜け、内圧が低下した場合には、内側室内の内圧が荷重を支持することで、ランフラット走行を可能としている。   As a safety tire having a relatively simple structure, for example, in Patent Document 1, an inflatable annular diaphragm disposed between both bead portions allows the inner space of the tire to be separated from the inner chamber adjacent to the rim and the tread portion of the tire. A tire divided into two chambers, an outer chamber adjacent to the inner surface, is described. In such a tire, when the inner chamber and the outer chamber are filled with air, normal running is performed, and when the air in the outer chamber is released by puncture or the like and the internal pressure is reduced, the inner pressure in the inner chamber supports the load. And run-flat driving is possible.

特公昭３７−１７５４号公報Japanese Patent Publication No. 37-1754

しかし、特許文献１に記載された安全タイヤは、外側室に空気を充填するためのバルブをタイヤのサイドウォール部に設ける必要があり、これはタイヤの製造工程を複雑にする上、タイヤの重量が増加し、ユニフォミティ等のタイヤの性能を損なうという問題があった。   However, the safety tire described in Patent Document 1 requires a valve for filling the outer chamber with air in the sidewall portion of the tire, which complicates the tire manufacturing process and increases the weight of the tire. There is a problem that the performance of tires such as uniformity is impaired.

従来技術が抱えるこのような問題点を解決するため、本願出願人は、特願２００７−２５５２７号において、タイヤをリムに装着した際にこれらタイヤとリムとの間に画定される空間をタイヤ径方向内側及び外側の２室に分画する、膨張可能な隔膜を配設し、これら内側室と外側室を、隔膜に設けられた通気量を規制する手段を介して連通した安全タイヤを提案した。しかし、かかる安全タイヤは、タイヤとリムとの間に隔膜が挟持されており、リム組み性が悪く、また隔膜を確実に固定することが困難であり、そのことに伴いリム装着時又は使用時に隔膜がタイヤから外れる虞もあった。   In order to solve such problems in the prior art, the applicant of the present application disclosed in Japanese Patent Application No. 2007-25527 a space defined between the tire and the rim when the tire is mounted on the rim. A safety tire was proposed in which an inflatable diaphragm that is divided into two chambers on the inner side and the outer side was disposed, and the inner chamber and the outer chamber were communicated with each other via a means for regulating the air flow provided in the diaphragm. . However, such a safety tire has a diaphragm sandwiched between the tire and the rim, so that the rim is not easily assembled and it is difficult to securely fix the diaphragm. There was also a risk that the diaphragm would come off the tire.

したがって、この発明は、これらの問題点を解決することを課題とするものであり、その目的は、安全タイヤのリム組み性及びリム組み後の固定の確実性の向上を図ることにある。   Accordingly, an object of the present invention is to solve these problems, and an object thereof is to improve the rim assembling property of the safety tire and the certainty of fixing after the rim assembling.

前記の目的を達成するため、この発明は、一対のビード部、かかるビード部からタイヤ径方向外側に延びる一対のサイドウォール部、及び両サイドウォール部間にまたがって延びるトレッド部を有する安全タイヤにおいて、タイヤをリムに装着した装着姿勢にて、ビード部とリムとの間に挟持され、これらタイヤとリムとの間に画定される空間をタイヤ径方向内側及び外側の２室に分画する、膨張可能な環状の隔膜を具え、かかる隔膜は、内側室と外側室との間を、連通する少なくとも一つの連通部を具えるとともに、そのタイヤ幅方向端部はビード部のビードトウを通り少なくともビードヒールまで延びることを特徴とする安全タイヤである。このような構成を採用することにより、タイヤがパンクして、外側室内の空気が抜けた場合に、内側室と外側室の差圧が拡大して、内側室内の空気が膨張するので、荷重支持を肩代わりすることができ、ランフラット走行が可能となる。また、隔膜のタイヤ幅方向端部がビードベースに沿って充分に延びていることから、タイヤとリムとの間に隔膜を挟持することが容易となり、かつ、リム組み時の隔膜のずれも少なく、そのことに伴いリム組み後の隔膜の固定も確実となり、リム組み性及びリム組み後の固定の確実性を向上することが可能となる。更に、連通部を介して内側室から外側室に空気を供給することができるので、タイヤを従来のリムに装着することが可能となる。   In order to achieve the above object, the present invention provides a safety tire having a pair of bead portions, a pair of sidewall portions extending from the bead portion to the outer side in the tire radial direction, and a tread portion extending between both sidewall portions. The tire is mounted between the tire and the rim, and is sandwiched between the bead portion and the rim, and the space defined between the tire and the rim is divided into two chambers inside and outside in the tire radial direction. The diaphragm includes an inflatable annular diaphragm, and the diaphragm includes at least one communicating portion that communicates between the inner chamber and the outer chamber, and an end in the tire width direction passes through a bead toe of the bead portion and at least a bead heel. It is a safety tire characterized by extending up to. By adopting such a configuration, when the tire is punctured and the air in the outer chamber escapes, the differential pressure between the inner chamber and the outer chamber expands, and the air in the inner chamber expands, so load support Can be run, and run-flat running is possible. In addition, since the end of the diaphragm in the width direction of the tire is sufficiently extended along the bead base, it is easy to sandwich the diaphragm between the tire and the rim, and the deviation of the diaphragm when assembling the rim is small. As a result, the diaphragm can be fixed after assembling the rim, and the rim assembling property and the fixing reliability after assembling the rim can be improved. Furthermore, since air can be supplied from the inner chamber to the outer chamber via the communication portion, the tire can be mounted on a conventional rim.

また、タイヤのリムへの装着姿勢にて、隔膜のタイヤ幅方向端部は、ビードヒールよりもタイヤ径方向外側まで延びることが好ましい。   Moreover, it is preferable that the tire width direction edge part of a diaphragm extends to the tire radial direction outer side rather than a bead heel in the mounting position to the tire rim.

更に、タイヤのリムへの装着姿勢にて、隔膜のタイヤ幅方向端部は、リムのタイヤ径方向最外端よりもタイヤ径方向外側まで延びることが好ましい。   Furthermore, in the mounting posture of the tire on the rim, the end in the tire width direction of the diaphragm preferably extends to the outer side in the tire radial direction than the outermost end in the tire radial direction of the rim.

更にまた、タイヤのリムへの装着姿勢にて、隔膜のタイヤ幅方向端部は、ビードヒールからビード部の外面に沿って延びることが好ましい。   Furthermore, it is preferable that the end portion of the diaphragm in the tire width direction extends from the bead heel along the outer surface of the bead portion in the mounting posture to the tire rim.

加えて、タイヤのリムへの装着姿勢にて、隔膜のタイヤ幅方向端部は、ビードヒールからビード部の外面に沿って延び、そこからビード部と離間して延びることが好ましい。   In addition, it is preferable that the end portion of the diaphragm in the tire width direction extends along the outer surface of the bead portion from the bead heel, and extends away from the bead portion in the mounting posture of the tire on the rim.

加えてまた、タイヤのリムへの装着姿勢にて、隔膜のタイヤ幅方向端部は、ビードヒールからリムに沿って延びることが好ましい。   In addition, it is preferable that the end of the diaphragm in the tire width direction extends from the bead heel along the rim in the mounting posture of the tire on the rim.

また、タイヤのリムへの装着姿勢にて、隔膜のタイヤ幅方向端部は、ビードヒールからリムに沿って延び、そこからリムと離間して延びることが好ましい。   Further, in the mounting posture of the tire on the rim, the end of the diaphragm in the tire width direction preferably extends from the bead heel along the rim and extends away from the rim.

更に、タイヤのリムへの装着姿勢にて、隔膜のタイヤ幅方向端部は、ビードヒールを越えて５〜１００ｍｍ延在してなることが好ましい。   Furthermore, it is preferable that the end portion of the diaphragm in the tire width direction extends 5 to 100 mm beyond the bead heel in the mounting posture on the tire rim.

この発明によれば、リム組み性及びリム組み後の固定の確実性が向上した安全タイヤを提供することが可能となる。   According to the present invention, it is possible to provide a safety tire with improved rim assembly performance and fixing reliability after rim assembly.

以下、図面を参照しつつ、この発明の実施の形態を説明する。図１は、この発明に従う代表的な安全タイヤ（以下「タイヤ」という。）をリムに装着して構成したタイヤとリムの組立体のタイヤ幅方向における断面を、内圧を適用する前後の状態で示しており、図２は図１に示すタイヤにおいて内圧が低下し、ランフラット走行になった状態を示している。また、図３は、図１に示すタイヤの隔膜の断面斜視図である。   Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view in the tire width direction of a tire and rim assembly formed by mounting a representative safety tire (hereinafter referred to as “tire”) according to the present invention on a rim, in a state before and after applying internal pressure. FIG. 2 shows a state where the internal pressure of the tire shown in FIG. FIG. 3 is a cross-sectional perspective view of the diaphragm of the tire shown in FIG.

図示の実施例のタイヤ１は、ビードコア２を埋設した一対のビード部３、かかるビード部３からタイヤ径方向外側に延びる一対のサイドウォール部４、及び両サイドウォール部４、４間にまたがって延びるトレッド部５を有する。なお、図示は省略したが、このタイヤ１は、慣例に従い、カーカス、ベルト層等の他のタイヤ構成部材も具える。   The tire 1 of the illustrated embodiment spans a pair of bead portions 3 in which a bead core 2 is embedded, a pair of sidewall portions 4 extending from the bead portion 3 outward in the tire radial direction, and both sidewall portions 4, 4. It has a tread portion 5 that extends. In addition, although illustration was abbreviate | omitted, this tire 1 is also provided with other tire structural members, such as a carcass and a belt layer, according to a custom.

また、タイヤ１の内部には、一対のビード部３の間に延びる膨張可能な環状の隔膜６がタイヤ１の全周にわたって配設されている。この隔膜６は、タイヤ１をリム７に装着した際に、ビード部３とリム７との間に狭持され、タイヤ１とリム７との間に画定される空間を、タイヤ径方向内側に位置しリム７に隣接する内側室８と、タイヤ径方向外側に位置しタイヤ１の内面に隣接する外側室９との２室に分画している。かかる隔膜のタイヤ幅方向端部１０は、ビード部３のビードトウ１１を通り、少なくともビードヒール１２まで延びている。さらに隔膜６には、内側室８と外側室９を、流通を制限しつつ連通する連通部１３が設けられている。かかる隔膜６は、例えばゴム、ゴムと不織布との複合体、ＴＰＯ（オレフィン系熱可塑性エラストマー）等の熱可塑性エストラマー（ＴＰＥ）等の空気不透過性かつ伸張性の材料で構成することができ、特に外側室９の内圧が低下した際の隔膜６の伸張（破断伸び）及び軽量化、通常走行時の隔膜の形状保持、並びに、遠心力によるクリープの抑制を考慮するとＴＰＥを用いることが好ましい。また、隔膜６は、その厚さが０．３〜５．０ｍｍの範囲内にあることが好ましい。その理由は、厚さが０．３ｍｍ未満の場合には、隔膜６がタイヤ内面と接触した際に異物と干渉して隔膜６が損傷して、その拡張時に隔膜６が破損してしまう虞があるからであり、５．０ｍｍを超える場合には、タイヤの質量が増加する結果、遠心力によるクリープの発生、燃費性等のタイヤ性能を損なうおそれがあるからである。また、隔膜のタイヤ幅方向端部１０が少なくともビードヒール１２まで延びており、ビードベースに沿って充分に延びていることから、タイヤ１とリム７との間に挟み込むことのできる隔膜６の面積を充分に確保することができる。このことから、タイヤ１とリム７との間に隔膜６を挟み込むことが容易となり、リム組み性が向上する。更に、リム組み時の隔膜６のズレも少なくなることから、リム組み後の隔膜６の固定の確実性も向上することが可能となる。   An inflatable annular diaphragm 6 extending between the pair of bead portions 3 is disposed in the tire 1 over the entire circumference of the tire 1. The diaphragm 6 is sandwiched between the bead portion 3 and the rim 7 when the tire 1 is attached to the rim 7, and a space defined between the tire 1 and the rim 7 is formed on the inner side in the tire radial direction. The chamber is divided into two chambers: an inner chamber 8 located adjacent to the rim 7 and an outer chamber 9 located outside in the tire radial direction and adjacent to the inner surface of the tire 1. The end portion 10 of the diaphragm in the tire width direction passes through the bead toe 11 of the bead portion 3 and extends to at least the bead heel 12. Further, the diaphragm 6 is provided with a communication portion 13 that allows the inner chamber 8 and the outer chamber 9 to communicate with each other while restricting circulation. The diaphragm 6 can be made of, for example, an air-impermeable and extensible material such as rubber, a composite of rubber and non-woven fabric, and a thermoplastic elastomer (TPE) such as TPO (olefin-based thermoplastic elastomer). In particular, it is preferable to use TPE in consideration of expansion (breaking elongation) and weight reduction of the diaphragm 6 when the internal pressure of the outer chamber 9 is reduced, maintaining the shape of the diaphragm during normal running, and suppressing creep due to centrifugal force. Moreover, it is preferable that the thickness of the diaphragm 6 exists in the range of 0.3-5.0 mm. The reason is that when the thickness is less than 0.3 mm, the diaphragm 6 may be damaged by interference with foreign matter when the diaphragm 6 comes into contact with the tire inner surface, and the diaphragm 6 may be damaged at the time of expansion. This is because if it exceeds 5.0 mm, the tire mass increases, and as a result, the tire performance such as the generation of creep due to centrifugal force and fuel efficiency may be impaired. Further, the end portion 10 of the diaphragm in the tire width direction extends to at least the bead heel 12 and extends sufficiently along the bead base, so that the area of the diaphragm 6 that can be sandwiched between the tire 1 and the rim 7 is increased. It can be secured sufficiently. From this, it becomes easy to sandwich the diaphragm 6 between the tire 1 and the rim 7, and the rim assembly property is improved. Further, since the displacement of the diaphragm 6 at the time of assembling the rim is reduced, the certainty of fixing the diaphragm 6 after the rim is assembled can be improved.

リム７に設けられた空気充填用バルブ１４を介して内側室８に空気を供給すると、供給された空気の一部が連通部１３を介して外側室９に供給される。そして、内側室８の内圧が所定の値に到達した時点で空気の供給を停止すると連通部１３により差圧が調整されている。内圧が正常な状態では、隔膜６はトレッド部５の内面及びリム７とは図１に示す非接触な状態に維持されるため、擦れ等により損傷することがない。   When air is supplied to the inner chamber 8 via the air filling valve 14 provided on the rim 7, a part of the supplied air is supplied to the outer chamber 9 via the communication portion 13. Then, when the supply of air is stopped when the internal pressure of the inner chamber 8 reaches a predetermined value, the differential pressure is adjusted by the communication portion 13. In a state where the internal pressure is normal, the diaphragm 6 is maintained in the non-contact state shown in FIG. 1 with respect to the inner surface of the tread portion 5 and the rim 7, and thus is not damaged by rubbing or the like.

パンク等によりタイヤに破損が生じ、外側室９の空気が流出して内圧が低下した場合には、内側室８内の空気が膨張し隔膜６がタイヤ内面に接触し、図２に示すような状態となる。これにより、タイヤに加わる荷重は、内側室８内の空気が肩代わり支持するので、少なくとも車両が完全に停止するまでの間、安全にランフラット走行を行うことができる。なお、外側室９の内圧が急激に低下した場合にも、連通部１３が流速を制限することができることから、内側室８の内圧が低下するには時間がかかるので、外側室９と内側室８の差圧が増加することにより隔膜６は拡張するのである。   When the tire is damaged by puncture or the like and the air in the outer chamber 9 flows out and the internal pressure decreases, the air in the inner chamber 8 expands and the diaphragm 6 comes into contact with the inner surface of the tire, as shown in FIG. It becomes a state. As a result, the load applied to the tire is supported by the air in the inner chamber 8 instead of the shoulder, so that it is possible to perform run-flat traveling safely at least until the vehicle completely stops. Even when the internal pressure of the outer chamber 9 suddenly decreases, it takes time for the internal pressure of the inner chamber 8 to decrease because the communicating portion 13 can limit the flow velocity. As the differential pressure of 8 increases, the diaphragm 6 expands.

この発明の安全タイヤは、外側室９に空気を充填するための充填バルブを必要としないので、従来のリム７が使用可能であり、更には、一般的な構造の空気入りタイヤに、比較的構造が単純で軽量な隔膜６を追加しただけで安全タイヤを構成することができ、金属性の中子をタイヤ内に配置したり、タイヤの内部空間にシーラント剤を充填したりしていた従来の安全タイヤに比べて大幅な軽量化が図れる。   Since the safety tire according to the present invention does not require a filling valve for filling the outer chamber 9 with air, the conventional rim 7 can be used. A safety tire can be constructed simply by adding a lightweight diaphragm 6 having a simple structure, and a metal core is disposed in the tire or a sealant agent is filled in the inner space of the tire. The weight can be significantly reduced compared to safety tires.

また、タイヤ１のリム７への装着姿勢にて、隔膜のタイヤ幅方向端１０部は、ビードヒール１２よりもタイヤ径方向外側まで延びることが好ましい。かかる構成では、隔膜のタイヤ幅方向端部１０が、タイヤ１の外側にまで延在していることから、隔膜のタイヤ幅方向端部１０が外気により冷却されることとなる。したがって、タイヤ１の内部の熱がタイヤ１内にある隔膜６から、タイヤ１の外側にある隔膜のタイヤ幅方向端部１０へと伝わって、放熱されるので、タイヤ１内が冷却され、タイヤ１内の温度が大きくなり過ぎることを防止することができる。   Further, in the mounting posture of the tire 1 on the rim 7, it is preferable that the tire width direction end 10 portion of the diaphragm extends to the outside in the tire radial direction from the bead heel 12. In such a configuration, since the end portion 10 in the tire width direction of the diaphragm extends to the outside of the tire 1, the end portion 10 in the tire width direction of the diaphragm is cooled by the outside air. Accordingly, the heat inside the tire 1 is transferred from the diaphragm 6 in the tire 1 to the tire width direction end portion 10 of the diaphragm outside the tire 1 to be dissipated, so that the inside of the tire 1 is cooled and the tire It is possible to prevent the temperature in 1 from becoming too high.

更に、タイヤ１のリム７への装着姿勢にて、隔膜のタイヤ幅方向端部１０は、リムのタイヤ径方向最外端１５よりもタイヤ径方向外側まで延びることが好ましい。かかる構成により、隔膜のタイヤ幅方向端部１０からの放熱効果が増加し、タイヤ１内の温度が大きくなり過ぎることを一層有効に防止することが可能となる。   Further, in the mounting posture of the tire 1 on the rim 7, it is preferable that the tire width direction end portion 10 of the diaphragm extends to the tire radial direction outer side than the tire radial direction outermost end 15 of the rim. With this configuration, the heat radiation effect from the tire width direction end portion 10 of the diaphragm is increased, and it is possible to more effectively prevent the temperature in the tire 1 from becoming excessively high.

更にまた、図１に示すように、タイヤ１のリム７への装着姿勢にて、隔膜のタイヤ幅方向端部１０が、ビードヒール１２からビード部３の外面に沿って延びることが好ましい。なぜなら、隔膜のタイヤ幅方向端部１０がビード部３に固定されていることから、隔膜のタイヤ幅方向端部１０が自由になっている場合よりも、隔膜のタイヤ幅方向端部１０の空気抵抗が小さくなり、かつ、製品タイヤとしての美的外観に優れるからである。なお、隔膜６は、図３に示すようなタイヤ１の輪郭に対応する形状に、予め成形しておいて、リム組み性を向上することもできる。   Furthermore, as shown in FIG. 1, the tire width direction end portion 10 of the diaphragm preferably extends from the bead heel 12 along the outer surface of the bead portion 3 in the mounting posture of the tire 1 on the rim 7. Because the end 10 of the tire in the tire width direction of the diaphragm is fixed to the bead portion 3, the air at the end 10 of the diaphragm in the tire width direction of the diaphragm is larger than the case where the end 10 of the diaphragm in the tire width direction is free. This is because the resistance becomes small and the aesthetic appearance as a product tire is excellent. In addition, the diaphragm 6 can also be shape | molded previously in the shape corresponding to the outline of the tire 1 as shown in FIG. 3, and a rim assembly property can also be improved.

また、図１に示す実施例のタイヤ１では、隔膜６を構成する材料にこれを貫通する小孔を開けることで連通部１３を構成している。これによれば、付加的な部材を必要としないことから、構造が簡単で一層の軽量化が図れる上、小孔を設けた部分と設けていない部分との質量の差が少なく、タイヤ１のユニフォミティを損なうこともない。さらに、内側室８と外側室９の円滑な空気の流通を損なうことはないが、圧力損失に起因した差圧を内側室８と外側室９との間に生じさせることができる。そして、この差圧は、小孔の直径を適宜に選択することによって調節することができる。小孔の直径としては０．５〜５ｍｍの範囲とすることが好ましい。これは、直径が０．５ｍｍ未満の場合には、内圧充填時に内側室８の圧力が上がり過ぎて隔膜が拡張してしまうおそれがあるからであり、５ｍｍを超える場合には、パンク等により外側室９の内圧が低下した際に、外側室９内の空気とともに内側室８内の空気もタイヤ外に流出してしまい、外側室９と内側室８の差圧が不充分となり、ランフラット機能を確保できないおそれがあるからである。   Moreover, in the tire 1 of the Example shown in FIG. 1, the communication part 13 is comprised by opening the small hole which penetrates this in the material which comprises the diaphragm 6. FIG. According to this, since an additional member is not required, the structure is simple and the weight can be further reduced, and the difference in mass between the portion provided with the small hole and the portion not provided is small. There is no loss of uniformity. Furthermore, although the smooth air flow between the inner chamber 8 and the outer chamber 9 is not impaired, a differential pressure due to pressure loss can be generated between the inner chamber 8 and the outer chamber 9. This differential pressure can be adjusted by appropriately selecting the diameter of the small holes. The diameter of the small holes is preferably in the range of 0.5 to 5 mm. This is because if the diameter is less than 0.5 mm, the pressure in the inner chamber 8 may increase too much when the inner pressure is filled, and the diaphragm may expand. When the internal pressure of the chamber 9 decreases, the air in the inner chamber 8 flows out of the tire together with the air in the outer chamber 9, and the differential pressure between the outer chamber 9 and the inner chamber 8 becomes insufficient, and the run flat function This is because there is a possibility that it cannot be secured.

あるいは、図４に示すように、タイヤ１のリム７への装着姿勢にて、隔膜のタイヤ幅方向端部１０が、ビードヒール１２からビード部３の外面に沿って延び、そこからビード部３と離間して延びることが好ましい。なぜなら、隔膜のタイヤ幅方向端部１０が固定されずに自由な状態となっていることから、隔膜のタイヤ幅方向端１０がビード部３に固定されている場合よりも、外気に接して冷却される隔膜のタイヤ幅方向端１０の表面積が増加するので、放熱効果がより一層向上するからである。   Alternatively, as shown in FIG. 4, the tire width direction end portion 10 of the diaphragm extends along the outer surface of the bead portion 3 from the bead heel 12 in the mounting posture of the tire 1 to the rim 7, and the bead portion 3 and It is preferable to extend apart. This is because the end portion 10 in the tire width direction of the diaphragm is in a free state without being fixed, so that it cools in contact with the outside air than when the end portion 10 in the tire width direction of the diaphragm is fixed to the bead portion 3. This is because the heat dissipation effect is further improved because the surface area of the end 10 in the tire width direction of the diaphragm increases.

また、図４に示す実施例のタイヤ１では、隔膜６を構成する材料にこれを貫通する開口を設け、この開口を多数の細孔を有するフィルタ部材で覆うことによって連通部１３を構成している。これによれば、比較的軽量なフィルタ部材を用いていることから、構造が比較的簡単でかつ比較的軽量である上、フィルタ部材を設けた部分と設けていない部分との質量の差が比較的少なく、タイヤ１のユニフォミティを損なうこともない。そして、この差圧は、不織布の目付を適宜に選択することによって調節することができる。好適なフィルタ部材は不織布である。不織布は繊維を３次元構造に重ねあわせ結合した多孔質のシートであるため、内側室８と外側室９の間の円滑な空気の流通を妨げることはないが、圧力損失に起因した差圧を内側室８と外側室９の間に生じさせることができる。この発明に適用可能な不織布は、圧力損失に起因した差圧を内側室８と外側室９の間に生じさせることができるものであれば特に限定されず、例えば天然繊維、合成繊維、ガラス繊維、金属繊維、炭素繊維等を、スパンボンド、サーマルボンド、ケミカルボンド、ニードルパンチ、ステッチボンド等により結合させたものを用いることができる。特に好適な不織布は、ＰＥＴ繊維をゴム系ボンドにより結合させたものである。目付の高い不織布を用いると、これを通過できる空気の流量が制限されるため、空気充填バルブ１１を介して空気を供給した際に、一時的に内側室８と外側室９との間の差圧が大きくなり、隔膜６が降伏点を越えて変形する場合がある。これを防ぐ観点からは、不織布の目付を１０００ｇ／ｍ２以下とすることが好ましい。一方、目付の低い不織布は強度も低いため、隔膜６の全体としての強度を確保する観点から、不織布の目付を５ｇ／ｍ２以上とすることが好ましい。 Further, in the tire 1 of the embodiment shown in FIG. 4, the communicating portion 13 is configured by providing an opening penetrating the material constituting the diaphragm 6 and covering the opening with a filter member having a large number of pores. Yes. According to this, since a relatively lightweight filter member is used, the structure is relatively simple and relatively lightweight, and the difference in mass between the portion where the filter member is provided and the portion where the filter member is not provided is compared. Therefore, the uniformity of the tire 1 is not impaired. And this differential pressure | voltage can be adjusted by selecting the fabric weight of a nonwoven fabric suitably. A suitable filter member is a nonwoven fabric. Since the nonwoven fabric is a porous sheet in which fibers are overlapped and bonded in a three-dimensional structure, smooth air flow between the inner chamber 8 and the outer chamber 9 is not obstructed, but the differential pressure due to pressure loss is reduced. It can be generated between the inner chamber 8 and the outer chamber 9. The nonwoven fabric applicable to the present invention is not particularly limited as long as it can generate a differential pressure due to pressure loss between the inner chamber 8 and the outer chamber 9, for example, natural fiber, synthetic fiber, glass fiber A metal fiber, carbon fiber, or the like bonded by spun bond, thermal bond, chemical bond, needle punch, stitch bond, or the like can be used. A particularly suitable nonwoven fabric is a PET fiber bonded with a rubber bond. When a non-woven fabric having a high basis weight is used, the flow rate of air that can pass through this is limited. Therefore, when air is supplied through the air filling valve 11, the difference between the inner chamber 8 and the outer chamber 9 temporarily. The pressure increases and the diaphragm 6 may be deformed beyond the yield point. From the viewpoint of preventing this, the basis weight of the nonwoven fabric is preferably 1000 g / m 2 or less. On the other hand, since the nonwoven fabric with a low basis weight has low strength, it is preferable that the basis weight of the nonwoven fabric is 5 g / m 2 or more from the viewpoint of securing the strength of the entire diaphragm 6.

あるいは、図５に示すように、タイヤ１のリム７への装着姿勢にて、隔膜のタイヤ幅方向端部１０が、ビードヒール１２からリム７に沿って延びることが好ましい。なぜなら、隔膜のタイヤ幅方向端部１０がリム７に固定されていることから、隔膜のタイヤ幅方向端部１０が自由になっている場合よりも、隔膜のタイヤ幅方向端部１０の空気抵抗が小さくなり、かつ、製品タイヤとしての美的外観に優れるからである。   Alternatively, as shown in FIG. 5, the tire width direction end portion 10 of the diaphragm preferably extends along the rim 7 from the bead heel 12 in the mounting posture of the tire 1 on the rim 7. This is because, since the end 10 of the diaphragm in the tire width direction is fixed to the rim 7, the air resistance of the end 10 of the diaphragm in the tire width direction is larger than when the end 10 of the diaphragm in the tire width direction is free. This is because the size is small and the aesthetic appearance as a product tire is excellent.

また、図５に示す実施例のタイヤ１では、隔膜６を構成する材料にこれを貫通する開口を開け、この開口に弁部材を配設することで連通部１３を構成している。これによれば、一層確実に内側室８と外側室９の差圧を制御することができる。かかる弁部材は、内側室８と外側室９の差圧に応じて開閉するものであれば、特に限定されず、例えばチェック弁やリリーフ弁を用いることができる。   Further, in the tire 1 of the embodiment shown in FIG. 5, the communicating portion 13 is configured by opening an opening penetrating the material constituting the diaphragm 6 and disposing a valve member in the opening. According to this, the differential pressure between the inner chamber 8 and the outer chamber 9 can be more reliably controlled. Such a valve member is not particularly limited as long as it opens and closes according to the pressure difference between the inner chamber 8 and the outer chamber 9, and for example, a check valve or a relief valve can be used.

あるいは、図６に示すように、タイヤ１のリム７への装着姿勢にて、隔膜のタイヤ幅方向端部１０が、ビードヒール１２からリム７に沿って延び、そこからリム７と離間して延びることが好ましい。なぜなら、隔膜のタイヤ幅方向端部１０が固定されずに自由な状態となっていることから、隔膜のタイヤ幅方向端１０がリム７に固定されている場合よりも、外気に接して冷却される隔膜のタイヤ幅方向端１０の表面積が増加するので、放熱効果がより一層向上するからである。   Alternatively, as shown in FIG. 6, the tire width direction end portion 10 of the diaphragm extends along the rim 7 from the bead heel 12 and extends away from the rim 7 in the mounting posture of the tire 1 on the rim 7. It is preferable. This is because the end portion 10 in the tire width direction of the diaphragm is not fixed and is in a free state, so that it is cooled in contact with the outside air than when the end portion 10 in the tire width direction of the diaphragm is fixed to the rim 7. This is because the surface area of the tire width direction end 10 of the diaphragm increases, so that the heat dissipation effect is further improved.

なお、図１、４〜６にはタイヤの略赤道面上に連通部１３を設けた例を示したが、その配設位置はこれに限定されず、例えばサイドウォール部４に対向するように配設することもできる。また、連通部１３の大きさや個数は、タイヤサイズ、使用時の内圧、不織布の強度等に応じて適宜に増減することができる。   In addition, although the example which provided the communication part 13 on the substantially equatorial plane of the tire was shown in FIG.1, 4-6, the arrangement | positioning position is not limited to this, For example, it opposes the sidewall part 4. It can also be arranged. Moreover, the magnitude | size and the number of the communication parts 13 can be increased / decreased suitably according to a tire size, the internal pressure at the time of use, the intensity | strength of a nonwoven fabric, etc.

また、タイヤ１のリム７への装着姿勢にて、隔膜のタイヤ幅方向端部１０は、ビードヒール１２を越えて５〜１００ｍｍ延在してなることが好ましい。なぜなら、隔膜のタイヤ幅方向端部１０が、ビードヒール１２を越えて５ｍｍ未満しか延在していない場合には、ビードヒール１２を越えて延びている隔膜のタイヤ幅方向端部隔膜１０の長さが充分に確保されていないことから、タイヤ幅方向端部１０からの放熱効果が充分に得られず、タイヤ１内の温度を小さくすることができないので、タイヤ１内の温度が大きくなり過ぎる可能性があり、一方、隔膜のタイヤ幅方向端部１０が、ビードヒール１２を越えて１００ｍｍよりも離間している場合には、隔膜のタイヤ幅方向端部１０からの放熱による冷却効果は向上するが、隔膜のタイヤ幅方向端部１０が延び過ぎており、製品タイヤとての美的外観が悪くだけでなく、空気抵抗が大きくなったり、隔膜のタイヤ幅方向端部１０から騒音が発生したり、タイヤ１全体の重量が増加する可能性があるからである。   Moreover, it is preferable that the tire width direction end portion 10 of the diaphragm extends 5 to 100 mm beyond the bead heel 12 in the mounting posture of the tire 1 on the rim 7. This is because, if the end portion 10 of the diaphragm in the tire width direction extends beyond the bead heel 12 and is less than 5 mm, the length of the end portion diaphragm 10 in the tire width direction of the diaphragm extending beyond the bead heel 12 is Since the heat dissipation effect from the tire width direction end portion 10 is not sufficiently obtained and the temperature in the tire 1 cannot be reduced because the temperature is not sufficiently secured, the temperature in the tire 1 may become too high. On the other hand, when the end portion 10 in the tire width direction of the diaphragm is separated from the bead heel 12 by more than 100 mm, the cooling effect by heat radiation from the end portion 10 in the tire width direction of the diaphragm is improved. The end 10 of the diaphragm in the tire width direction extends too much, which not only deteriorates the aesthetic appearance of the product tire, but also increases the air resistance or generates noise from the end 10 of the diaphragm in the tire width direction. Or because the weight of the entire tire 1 is likely to increase.

急激に内圧が低下した際にも安全に走行を続けるためには、タイヤ１が迅速にランフラット走行状態に移行できることが好ましく、したがって隔膜６が内圧低下時に直ちに拡張することが好ましい。この観点からは、内側室８の内圧が外側室９の内圧と同じかそれ以上であることが好ましい。これにより、内圧低下の開始と同時に内側室８内の空気が膨張するからである。しかし、通常走行状態で隔膜６に大きな張力が加わっていると、長期間使用した場合に、隔膜６がクリープ変形してタイヤ内面に接触し破損するおそれがある。これを防止する観点からは、内側室８の内圧を外側室９の内圧の１１０％以下とすることが好ましい。   In order to continue traveling safely even when the internal pressure suddenly decreases, it is preferable that the tire 1 can quickly shift to the run-flat traveling state, and therefore the diaphragm 6 is preferably expanded immediately when the internal pressure decreases. From this viewpoint, it is preferable that the inner pressure of the inner chamber 8 is equal to or higher than the inner pressure of the outer chamber 9. This is because the air in the inner chamber 8 expands simultaneously with the start of the decrease in internal pressure. However, if a large tension is applied to the diaphragm 6 in a normal running state, the diaphragm 6 may creep and deform and contact the tire inner surface when used for a long time. From the viewpoint of preventing this, it is preferable to set the internal pressure of the inner chamber 8 to 110% or less of the internal pressure of the outer chamber 9.

また、隔膜６が、内圧低下時に、迅速にタイヤ内面まで膨張する物性を有することが好ましい。具体的には、その破断伸びが５０％以上であることが好ましい。   Moreover, it is preferable that the diaphragm 6 has a physical property of rapidly expanding to the tire inner surface when the internal pressure is reduced. Specifically, the elongation at break is preferably 50% or more.

更に、タイヤ１をリム組みする前に、隔膜６を、タイヤの全周にわたってビード部３に対し固定すること、又は、タイヤ１の全周にわたってビード部３に対し部分的に仮固定することが好ましい。なぜなら、タイヤ１をリム７に装着する前に隔膜６をビード部３に予め固定又は仮固定することにより、リム組み作業中に隔膜６がビード部３からずれることが少なくなるので、リム組み性がより向上するからである。なお、仮固定する手段としては、例えば、糸、針、リベット、釘、ネジ等の、ミシン縫い又は打設可能な係止素子、スチレン−ブタジエンゴム系のラテックス接着剤、水性高分子−イソシアネート系の接着剤、アクリル系、合成樹脂系の粘着テープなどがある。   Furthermore, before assembling the rim of the tire 1, the diaphragm 6 may be fixed to the bead portion 3 over the entire circumference of the tire or may be temporarily fixed to the bead portion 3 over the entire circumference of the tire 1. preferable. This is because, by attaching or temporarily fixing the diaphragm 6 to the bead part 3 before mounting the tire 1 on the rim 7, the diaphragm 6 is less likely to be displaced from the bead part 3 during the rim assembling work. It is because it improves more. In addition, as means for temporarily fixing, for example, thread, needle, rivet, nail, screw or the like, a locking element that can be sewn or driven, a styrene-butadiene rubber latex adhesive, an aqueous polymer-isocyanate system Adhesives, acrylic and synthetic resin adhesive tapes.

なお、上述したところはこの発明の実施形態の一部を示したに過ぎず、この発明の趣旨を逸脱しない限り、これらの構成を交互に組み合わせたり、種々の変更を加えたりすることができる。例えば、これまで図示してきた実施例のタイヤ１では、タイヤ１の内部にて、ビード部３と隔膜６とが離間しているが、ビード部３と隔膜６との配置はこれに限定されず、図示は省略するが、ビード部３と隔膜６を密着させて配置することも可能である。   The above description shows only a part of the embodiment of the present invention, and these configurations can be combined alternately or various changes can be made without departing from the gist of the present invention. For example, in the tire 1 of the embodiment shown so far, the bead part 3 and the diaphragm 6 are separated from each other inside the tire 1, but the arrangement of the bead part 3 and the diaphragm 6 is not limited to this. Although not shown, the bead portion 3 and the diaphragm 6 may be disposed in close contact with each other.

以上のことから明らかなように、この発明により、リム組み性及びリム組み後の固定の確実性が向上した安全タイヤを提供することが可能となった。   As is apparent from the above, according to the present invention, it is possible to provide a safety tire with improved rim assemblability and fixing reliability after rim assembling.

この発明に従う安全タイヤをリムに装着して構成したタイヤとリムの組立体のタイヤ幅方向における断面図であり、内圧を適用する前後の状態を示す。It is sectional drawing in the tire width direction of the tire and rim assembly comprised by mounting | wearing the rim with the safety tire according to this invention, and shows the state before and after applying an internal pressure. 図１に示す安全タイヤの、内圧が低下したランフラット走行状態におけるタイヤ幅方向断面図である。FIG. 2 is a cross-sectional view in the tire width direction of the safety tire shown in FIG. 1 in a run flat running state in which the internal pressure is reduced. 図１に示すタイヤの隔膜の断面斜視図である。It is a cross-sectional perspective view of the diaphragm of the tire shown in FIG. この発明に従うその他の安全タイヤのタイヤ幅方向断面図である。It is a tire width direction sectional view of the other safety tire according to this invention. この発明に従うその他の安全タイヤのタイヤ幅方向断面図である。It is a tire width direction sectional view of the other safety tire according to this invention. この発明に従うその他の安全タイヤのタイヤ幅方向断面図である。It is a tire width direction sectional view of the other safety tire according to this invention.

符号の説明Explanation of symbols

１ タイヤ
２ ビードコア
３ ビード部
４ サイドウォール部
５ トレッド部
６ 隔膜
７ リム
８ 内側室
９ 外側室
１０ 隔膜のタイヤ幅方向端部
１１ ビードトウ
１２ ビードヒール
１３ 連通部
１４ 空気充填用バルブ
１５ リムのタイヤ径方向最外端 DESCRIPTION OF SYMBOLS 1 Tire 2 Bead core 3 Bead part 4 Side wall part 5 Tread part 6 Diaphragm 7 Rim 8 Inner chamber 9 Outer chamber 10 Diaphragm tire width direction edge part 11 Bead toe 12 Bead heel 13 Communication part 14 Air filling valve 15 Rim tire radial direction Outermost edge

Claims (8)

一対のビード部、該ビード部からタイヤ径方向外側に延びる一対のサイドウォール部、及び両サイドウォール部間にまたがって延びるトレッド部を有する安全タイヤにおいて、
タイヤをリムに装着した装着姿勢にて、前記ビード部とリムとの間に挟持され、これらタイヤとリムとの間に画定される空間をタイヤ径方向内側及び外側の２室に分画する、膨張可能な環状の隔膜を具え、該隔膜は、該内側室と外側室との間を、連通する少なくとも一つの連通部を具えるとともに、そのタイヤ幅方向端部は前記ビード部のビードトウを通り少なくともビードヒールまで延びることを特徴とする安全タイヤ。 In a safety tire having a pair of bead portions, a pair of sidewall portions extending outward in the tire radial direction from the bead portion, and a tread portion extending between both sidewall portions,
In a mounting posture in which a tire is mounted on a rim, it is sandwiched between the bead portion and the rim, and a space defined between the tire and the rim is divided into two chambers on the inner side and the outer side in the tire radial direction. The diaphragm includes an inflatable annular diaphragm, and the diaphragm includes at least one communicating portion that communicates between the inner chamber and the outer chamber, and an end in the tire width direction passes through a bead toe of the bead portion. A safety tire that extends to at least a bead heel. 前記装着姿勢にて、前記隔膜のタイヤ幅方向端部は、前記ビードヒールよりもタイヤ径方向外側まで延びる、請求項１に記載の安全タイヤ。   2. The safety tire according to claim 1, wherein a tire width direction end portion of the diaphragm extends to an outer side in a tire radial direction from the bead heel in the mounting posture. 前記装着姿勢にて、前記隔膜のタイヤ幅方向端部は、前記リムのタイヤ径方向最外端よりもタイヤ径方向外側まで延びる、請求項１又は２に記載の安全タイヤ。   3. The safety tire according to claim 1, wherein, in the mounting posture, a tire width direction end portion of the diaphragm extends to a tire radial direction outer side than a tire radial direction outermost end of the rim. 前記装着姿勢にて、前記隔膜のタイヤ幅方向端部は、前記ビードヒールから前記ビード部の外面に沿って延びる、請求項１〜３のいずれか一項に記載の安全タイヤ。   The safety tire according to any one of claims 1 to 3, wherein an end of the diaphragm in the tire width direction extends along the outer surface of the bead portion from the bead heel in the mounting posture. 前記装着姿勢にて、前記隔膜のタイヤ幅方向端部は、前記ビードヒールから前記ビード部の外面に沿って延び、そこから該ビード部と離間して延びる、請求項１〜３のいずれか一項に記載の安全タイヤ。   The tire width direction end portion of the diaphragm extends along the outer surface of the bead portion from the bead heel and extends away from the bead portion in the mounting posture. Safety tires as described in 前記装着姿勢にて、前記隔膜のタイヤ幅方向端部は、前記ビードヒールから前記リムに沿って延びる、請求項１〜３のいずれか一項に記載の安全タイヤ。   The safety tire according to any one of claims 1 to 3, wherein an end portion in the tire width direction of the diaphragm extends along the rim from the bead heel in the mounting posture. 前記装着姿勢にて、前記隔膜のタイヤ幅方向端部は、前記ビードヒールから前記リムに沿って延び、そこから該リムと離間して延びる、請求項１〜３のいずれか一項に記載の安全タイヤ。   4. The safety according to claim 1, wherein, in the mounting posture, an end portion in the tire width direction of the diaphragm extends along the rim from the bead heel, and extends away from the rim therefrom. tire. 前記装着姿勢にて、前記隔膜のタイヤ幅方向端部は、ビードヒールを越えて５〜１００ｍｍ延在してなる、請求項１〜７のいずれか一項に記載の安全タイヤ。   The safety tire according to any one of claims 1 to 7, wherein an end of the diaphragm in the tire width direction extends 5 to 100 mm beyond the bead heel in the mounting posture.
JP2007163092A 2007-06-20 2007-06-20 Safety tire Expired - Fee Related JP5121325B2 (en)

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3018813A (en) * 1958-01-28 1962-01-30 Firestone Tire & Rubber Co Diaphragm for tubeless tires
JPS371754B1 (en) * 1960-12-13 1962-05-12
JPH0169003U (en) * 1987-10-29 1989-05-08
JP2003191728A (en) * 2001-12-27 2003-07-09 Toyo Tire & Rubber Co Ltd Run-flat tire
WO2006098280A1 (en) * 2005-03-14 2006-09-21 Bridgestone Corporation Safety tire and hollow ring body
JP2007083988A (en) * 2005-09-26 2007-04-05 Bridgestone Corp Air bladder for safety tire and safety tire
JP2007112234A (en) * 2005-10-19 2007-05-10 Bridgestone Corp Air bladder for safety tire and safety tire
JP2008189131A (en) * 2007-02-05 2008-08-21 Bridgestone Corp Run flat tire, and assembly of run flat tire and rim

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3018813A (en) * 1958-01-28 1962-01-30 Firestone Tire & Rubber Co Diaphragm for tubeless tires
JPS371754B1 (en) * 1960-12-13 1962-05-12
JPH0169003U (en) * 1987-10-29 1989-05-08
JP2003191728A (en) * 2001-12-27 2003-07-09 Toyo Tire & Rubber Co Ltd Run-flat tire
WO2006098280A1 (en) * 2005-03-14 2006-09-21 Bridgestone Corporation Safety tire and hollow ring body
JP2007083988A (en) * 2005-09-26 2007-04-05 Bridgestone Corp Air bladder for safety tire and safety tire
JP2007112234A (en) * 2005-10-19 2007-05-10 Bridgestone Corp Air bladder for safety tire and safety tire
JP2008189131A (en) * 2007-02-05 2008-08-21 Bridgestone Corp Run flat tire, and assembly of run flat tire and rim

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