JP2011037415A - Pneumatic tire and method for manufacturing the same - Google Patents

Pneumatic tire and method for manufacturing the same Download PDF

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JP2011037415A
JP2011037415A JP2009189448A JP2009189448A JP2011037415A JP 2011037415 A JP2011037415 A JP 2011037415A JP 2009189448 A JP2009189448 A JP 2009189448A JP 2009189448 A JP2009189448 A JP 2009189448A JP 2011037415 A JP2011037415 A JP 2011037415A
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main groove
reinforcing material
groove
tire
pneumatic tire
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JP5393336B2 (en
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Tomoyuki Tanigawa
智之 谷川
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Toyo Tire Corp
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Toyo Tire and Rubber Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire which regulates the movement of groove bottom portions of main grooves to improve the driving stability performance while preventing a peaky behavior, and a method for manufacturing the pneumatic tire. <P>SOLUTION: The pneumatic tire is provided on the tread surface Tr with main grooves 8 extending in the tire circumferential direction, and land portions 9 partitioned by the main grooves 8. Reinforcing materials 10 each curved in a U-shaped cross section are embedded along the groove bottom portions of the main grooves 8 in the inner area of the main grooves 8. The reinforcing materials 10 are omitted in the inner area of the land portions 9 adjacent to the main grooves 8. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

本発明は、トレッド部の剛性を高めて操縦安定性能を改善した空気入りタイヤと、その空気入りタイヤの製造方法に関する。   The present invention relates to a pneumatic tire having improved tread rigidity and improved steering stability performance, and a method for manufacturing the pneumatic tire.

通常、空気入りタイヤのトレッド面には、雨天走行時における排水性を高めるなどの目的で、タイヤ周方向に沿って主溝が延設されており、その主溝によって複数の陸部が区画されている。陸部は、タイヤ周方向に連続して延びるリブ、或いは複数のブロックにより構成され、後者の場合には、主溝に交差する方向に延びた横溝によって陸部がタイヤ周方向に分断される。これらの溝により、トレッド面には、要求されるタイヤ性能や使用条件に応じた各種のトレッドパターンが形成される。   Usually, a main groove is extended on the tread surface of a pneumatic tire along the tire circumferential direction for the purpose of enhancing drainage performance in rainy weather, and a plurality of land portions are defined by the main groove. ing. The land portion is constituted by a rib or a plurality of blocks continuously extending in the tire circumferential direction. In the latter case, the land portion is divided in the tire circumferential direction by a lateral groove extending in a direction intersecting the main groove. By these grooves, various tread patterns corresponding to required tire performance and use conditions are formed on the tread surface.

トレッドパターンのうち特に主溝に係る構成（本数、深さなど）は、トレッド部の剛性に及ぼす影響が大きく、タイヤの操縦安定性能（ハンドリング性能）に少なからず関与する。この点につき本発明者が鋭意研究を重ねたところ、走行中における主溝の溝底部の動きを規制することで、トレッド部の剛性を効果的に高めて操縦安定性能の向上に有効であることが判明した。   Among the tread patterns, the configuration related to the main groove (number, depth, etc.) has a great influence on the rigidity of the tread part, and is involved in the steering stability performance (handling performance) of the tire. The inventor conducted extensive research on this point, and by controlling the movement of the groove bottom of the main groove during traveling, it is effective in improving the steering stability performance by effectively increasing the rigidity of the tread. There was found.

下記特許文献１には、主溝の内方域に、タイヤ幅方向に沿って延びる補強層を配設した空気入りタイヤが記載されている。しかし、この補強層は、単に主溝の直下のゴムを補強しているに過ぎず、主溝を拘束し得る形態を有していないため、主溝の溝底部の動きを十分に規制できるものではない。そもそも、当該タイヤでは、トレッド部に設けた補強層によって高周波ロードノイズの低減を図っており、その補強層の配設箇所は、ベルト層とカーカス層との間や、カーカス層とインナーライナーとの間であってもよいとされている。   Patent Document 1 below describes a pneumatic tire in which a reinforcing layer extending along the tire width direction is disposed in the inner region of the main groove. However, this reinforcing layer merely reinforces the rubber directly under the main groove and does not have a form that can restrain the main groove, so that the movement of the bottom of the main groove can be sufficiently restricted. is not. In the first place, in the tire, a high-frequency road noise is reduced by a reinforcing layer provided in the tread portion, and the reinforcing layer is disposed between the belt layer and the carcass layer or between the carcass layer and the inner liner. It may be between.

下記特許文献２には、繊維部材よりなる織布または不織布で構成した補強材をトレッド部に配設した空気入りタイヤが記載されている。この補強材は、トレッド面の全域にわたって設けられ、陸部の内方域では主溝の内方域よりもトレッド面側に位置し、その主溝の内方域では湾曲した形状になっている。しかし、かかるタイヤ構造では、トレッド部の全域を堅固に補強しているため、コーナリング限界を超えたときに陸部の柔軟性を発揮しにくく、ピーキーな挙動を示すという問題がある。   Patent Document 2 listed below describes a pneumatic tire in which a reinforcing material composed of a woven fabric or a nonwoven fabric made of a fiber member is disposed in a tread portion. This reinforcing material is provided over the entire region of the tread surface, is located on the tread surface side of the inner region of the land portion than the inner region of the main groove, and has a curved shape in the inner region of the main groove. . However, in such a tire structure, since the entire region of the tread portion is firmly reinforced, there is a problem that when the cornering limit is exceeded, the flexibility of the land portion is difficult to be exhibited, and a peaky behavior is exhibited.

上記の「ピーキーな挙動」とは、コーナリング限界を超えたときに、タイヤが一気に滑り出してしまう様子を指す。コーナリング限界を超えたときには、タイヤが陸部の柔軟性を利用して、路面に対してじわじわと粘りながら滑り出すことが望ましく、それによって操縦安定性能が高められる。したがって、上記のようなピーキーな挙動を防ぎながら、走行中における主溝の溝底部の動きを規制することが重要となる。   The above “peeky behavior” refers to a state where the tire starts to slide at once when the cornering limit is exceeded. When the cornering limit is exceeded, it is desirable that the tire starts to slip while gradually sticking to the road surface by utilizing the flexibility of the land portion, thereby improving the steering stability performance. Therefore, it is important to regulate the movement of the groove bottom portion of the main groove while traveling while preventing the above-mentioned peaky behavior.

特開２００５−３５３４５号公報JP 2005-35345 A 特開２００３−２８５６０９号公報JP 2003-285609 A

本発明は上記実情に鑑みてなされたものであり、その目的は、ピーキーな挙動を防ぎながら、主溝の溝底部の動きを規制して操縦安定性能を改善できる空気入りタイヤと、その空気入りタイヤの製造方法を提供することにある。   The present invention has been made in view of the above circumstances, and the object thereof is a pneumatic tire capable of improving steering stability performance by restricting movement of the groove bottom portion of the main groove while preventing peaky behavior, and its pneumatic It is providing the manufacturing method of a tire.

上記目的は、下記の如き本発明により達成することができる。即ち、本発明に係る空気入りタイヤは、トレッド面に、タイヤ周方向に沿って延びる主溝と、前記主溝により区画された陸部とが設けられた空気入りタイヤにおいて、前記主溝の内方域に、その主溝の溝底部に沿って断面Ｕ字状に湾曲した補強材を埋設するとともに、前記主溝に隣接した前記陸部の内方域では前記補強材を欠落させたものである。   The above object can be achieved by the present invention as described below. That is, the pneumatic tire according to the present invention is a pneumatic tire in which a tread surface is provided with a main groove extending along a tire circumferential direction and a land portion partitioned by the main groove. In the area, a reinforcing material curved in a U-shaped cross section along the bottom of the main groove is embedded, and the reinforcing material is omitted in the inner area of the land portion adjacent to the main groove. is there.

上記の空気入りタイヤによれば、主溝の内方域に、その主溝の溝底部に沿って断面Ｕ字状に湾曲した補強材を埋設しているため、主溝の溝底部の動きを十分に規制して、トレッド部の剛性を向上することができる。それでいて、陸部の内方域では補強材を欠落させていることから、コーナリング限界を超えたときでも陸部の柔軟性を発揮して、ピーキーな挙動を防ぐことができる。このように、本発明によれば、ピーキーな挙動を防ぎながら、主溝の溝底部の動きを規制して操縦安定性能を改善できる。   According to the above pneumatic tire, since the reinforcing material curved in a U-shaped cross section along the groove bottom portion of the main groove is embedded in the inner region of the main groove, the movement of the groove bottom portion of the main groove is suppressed. The rigidity of the tread portion can be improved by sufficiently restricting. Nevertheless, since the reinforcing material is missing in the inner region of the land, the flexibility of the land can be exhibited even when the cornering limit is exceeded, and peaky behavior can be prevented. Thus, according to the present invention, it is possible to improve the steering stability performance by restricting the movement of the bottom of the main groove while preventing peaky behavior.

本発明の空気入りタイヤでは、前記補強材の両端部が、前記主溝の最深端からトレッド面側に主溝深さの１５〜３５％の範囲に配置されているものが好ましい。これにより、主溝の溝底部の周りに補強材を的確に配置して、ピーキーな挙動を防ぎつつ、主溝に対する拘束力を確保することができる。即ち、この両端部の配置が、上記の範囲よりもタイヤ内面側に外れると、主溝に対する拘束力が弱くなり、トレッド部の剛性向上の効果が小さくなる傾向にある。逆にトレッド面側に外れると、主溝に対する拘束力が強くなり、ピーキーな挙動を起こしやすい傾向にある。   In the pneumatic tire according to the present invention, it is preferable that both end portions of the reinforcing material are arranged in a range of 15 to 35% of the main groove depth from the deepest end of the main groove to the tread surface side. Thereby, it is possible to accurately arrange the reinforcing material around the groove bottom of the main groove, and to secure a restraining force on the main groove while preventing peaky behavior. That is, if the arrangement of the both end portions deviates from the above range to the tire inner surface side, the restraining force on the main groove is weakened and the effect of improving the rigidity of the tread portion tends to be reduced. On the other hand, if it comes off to the tread surface side, the restraining force with respect to the main groove becomes strong and tends to cause a peaky behavior.

本発明の空気入りタイヤでは、前記補強材が、実質的にタイヤ周方向に延びるコードを含んだプライからなり、タイヤ幅方向外側の主溝に対応した前記補強材では、タイヤ幅方向内側の主溝に対応した前記補強材よりもコードが密に配されているものが好ましい。コーナリング中はタイヤ幅方向外側の領域に大きな荷重が作用し、該外側領域の主溝が特に動きやすくなる。したがって、本発明の上記構成によれば、コーナリング中に大きな荷重が作用しがちな主溝を堅固に拘束して、操縦安定性能の改善効果を高めることができる。   In the pneumatic tire according to the present invention, the reinforcing member is formed of a ply including a cord extending substantially in the tire circumferential direction. In the reinforcing member corresponding to the main groove on the outer side in the tire width direction, the main member on the inner side in the tire width direction is used. It is preferable that the cords are arranged more densely than the reinforcing material corresponding to the groove. During cornering, a large load acts on the outer region in the tire width direction, and the main groove in the outer region becomes particularly easy to move. Therefore, according to the above configuration of the present invention, it is possible to firmly restrain the main groove on which a large load tends to act during cornering, and to enhance the improvement effect of the steering stability performance.

本発明の空気入りタイヤでは、前記補強材が、実質的にタイヤ周方向に延びるコードを含んだプライからなり、前記補強材のタイヤ幅方向外側部分ではタイヤ幅方向内側部分よりもコードが密に配されているものが好ましい。コーナリング中はタイヤ幅方向外側の領域に大きな荷重が作用し、主溝のタイヤ幅方向外側部分が特に動きやすくなる。したがって、本発明の上記構成によれば、コーナリング中に大きな荷重が作用しがちな主溝のタイヤ幅方向外側部分を堅固に拘束して、操縦安定性能の改善効果を高めることができる。   In the pneumatic tire of the present invention, the reinforcing member is composed of a ply including a cord extending substantially in the tire circumferential direction, and the cord is denser in the outer portion in the tire width direction of the reinforcing member than in the inner portion in the tire width direction. Those arranged are preferred. During cornering, a large load acts on the outer region in the tire width direction, and the outer portion of the main groove in the tire width direction becomes particularly easy to move. Therefore, according to the above-described configuration of the present invention, it is possible to firmly restrain the outer portion of the main groove in the tire width direction where a large load tends to act during cornering, thereby enhancing the improvement effect of the steering stability performance.

また、本発明に係る空気入りタイヤの製造方法は、ゴムリボンをタイヤ周方向に沿って巻き付け、主溝の形成箇所に凹溝を有するトレッドゴムの半製品を形成する工程と、前記凹溝の溝底部に湾曲した補強材を配設し、その補強材を被覆するようにゴムリボンを更に巻き付けて、トレッドゴムの仕上げ断面形状を得る工程と、加硫成形時に、前記トレッドゴムの表面にモールドの突起を押し当てて主溝を形成する工程と、を備えるものである。   In addition, the method for manufacturing a pneumatic tire according to the present invention includes a step of winding a rubber ribbon along the tire circumferential direction to form a semi-finished product of tread rubber having a concave groove at a main groove forming position, and a groove of the concave groove. A curved reinforcing material is disposed at the bottom, and a rubber ribbon is further wound to cover the reinforcing material to obtain a finished cross-sectional shape of the tread rubber, and a mold protrusion on the surface of the tread rubber during vulcanization molding. And a step of forming a main groove by pressing.

かかる方法によれば、上記した本発明の空気入りタイヤを簡便に製造することができる。即ち、この空気入りタイヤの製造方法では、主溝の形成箇所となる凹溝に湾曲した補強材を予め配設し、それをゴムリボンで被覆しておくことにより、加硫成形時に主溝を形成する際には、その主溝の内方域に、溝底部に沿って断面Ｕ字状に湾曲した補強材を簡単に埋設することができる。なお、「トレッドゴムの仕上げ断面形状」とは、加硫前のグリーンタイヤの成形に要求されるトレッドゴムの断面形状を指す。   According to this method, the pneumatic tire of the present invention described above can be easily manufactured. That is, in this method of manufacturing a pneumatic tire, a curved reinforcing material is disposed in advance in a concave groove that is a main groove forming portion, and the main groove is formed during vulcanization molding by covering it with a rubber ribbon. When doing so, it is possible to easily embed a reinforcing material curved in a U-shaped cross section along the groove bottom in the inner region of the main groove. The “finished cross-sectional shape of the tread rubber” refers to the cross-sectional shape of the tread rubber required for forming the green tire before vulcanization.

本発明の空気入りタイヤの製造方法では、前記補強材が、実質的にタイヤ周方向に延びるコードを含んだプライからなり、ゴムで被覆した１本又は複数本の前記コードを、前記凹溝の溝底部に沿って湾曲させながら螺旋状に巻き付けることで前記補強材を配設することが好ましい。この場合、凹溝の溝底部に湾曲した補強材を簡便に配設でき、その補強材の幅や打ち込み密度（単位幅あたりのコード本数）などの調整も容易に行うことができる。   In the method for manufacturing a pneumatic tire according to the present invention, the reinforcing member is formed of a ply including a cord extending substantially in the tire circumferential direction, and one or a plurality of the cords covered with rubber are provided on the concave grooves. It is preferable to arrange the reinforcing material by winding it spirally while curving along the groove bottom. In this case, it is possible to simply arrange a curved reinforcing material at the groove bottom of the concave groove, and it is possible to easily adjust the width of the reinforcing material and the driving density (the number of cords per unit width).

本発明の空気入りタイヤの製造方法では、前記トレッドゴムの仕上げ断面形状が、前記主溝の形成箇所に、前記凹溝よりも浅い浅溝を有することが好ましい。これによって、モールドの突起と補強材との間に介在するゴム量が少なくなり、主溝と補強材との相対位置が定まりやすくなるため、加硫成形時に主溝を形成する際には、主溝の溝底部に沿って断面Ｕ字状に湾曲した補強材を容易に配設することができる。   In the method for manufacturing a pneumatic tire according to the present invention, it is preferable that the finished cross-sectional shape of the tread rubber has a shallow groove shallower than the concave groove at a position where the main groove is formed. As a result, the amount of rubber interposed between the mold protrusion and the reinforcing material is reduced, and the relative position between the main groove and the reinforcing material is easily determined, so when forming the main groove during vulcanization molding, A reinforcing material curved in a U-shaped cross section can be easily disposed along the groove bottom of the groove.

本発明に係る空気入りタイヤの一例を示すタイヤ子午線断面図Tire meridian cross-sectional view showing an example of a pneumatic tire according to the present invention 図１の要部を拡大した図The figure which expanded the principal part of FIG. 補強材の変形例を説明するための断面図Sectional drawing for demonstrating the modification of a reinforcing material 補強材の変形例を説明するための断面図Sectional drawing for demonstrating the modification of a reinforcing material 本発明に係る空気入りタイヤの製造方法の一例を示す断面図Sectional drawing which shows an example of the manufacturing method of the pneumatic tire which concerns on this invention

以下、本発明の実施の形態について図面を参照しながら説明する。図１は、本発明に係る空気入りタイヤの一例を示すタイヤ子午線断面図である。図２は、その要部を拡大した図である。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a tire meridian cross-sectional view showing an example of a pneumatic tire according to the present invention. FIG. 2 is an enlarged view of the main part.

この空気入りタイヤは、一対の環状のビード部１と、ビード部１からタイヤ径方向外側へ延びるサイドウォール部２と、そのサイドウォール部２の外周側端に連なるトレッド部３と、その一対のビード部１の間を補強するカーカス層４とを備えたラジアルタイヤである。カーカス層４は、トロイダル形状をなすカーカスプライからなり、その端部はビードコア１ａとビードフィラー１ｂを挟み込むようにして折り返されている。   The pneumatic tire includes a pair of annular bead portions 1, a sidewall portion 2 extending outward in the tire radial direction from the bead portion 1, a tread portion 3 connected to an outer peripheral side end of the sidewall portion 2, and a pair of the tires. A radial tire including a carcass layer 4 that reinforces a space between bead portions 1. The carcass layer 4 is made of a carcass ply having a toroidal shape, and its end is folded back so as to sandwich the bead core 1a and the bead filler 1b.

カーカス層４のトレッド部３の外周には、たが効果によりカーカス層４を補強するベルト層５が配設されている。ベルト層５は、タイヤ周方向に対して２０〜３０°の角度で傾斜したコードを有する２枚のベルトプライ５ａ，５ｂを有し、各プライはコードが互いに逆向きに交差するように積層されている。該コードの素材としては、スチールコードのほか、ポリエステル、レーヨン、ナイロン、アラミド等の有機系繊維が挙げられる。ベルト層５の外周には、必要に応じてベルト補強層を積層しても構わない。   On the outer periphery of the tread portion 3 of the carcass layer 4, a belt layer 5 that reinforces the carcass layer 4 with a gag effect is disposed. The belt layer 5 includes two belt plies 5a and 5b having cords inclined at an angle of 20 to 30 ° with respect to the tire circumferential direction, and the plies are laminated so that the cords cross in opposite directions. ing. Examples of the material for the cord include steel cords and organic fibers such as polyester, rayon, nylon, and aramid. A belt reinforcing layer may be laminated on the outer periphery of the belt layer 5 as necessary.

ベルト層５の外周側にはトレッドゴム７が設けられ、その外周面であるトレッド面Ｔｒには、タイヤ周方向に沿って延びる主溝８と、主溝８により区画された陸部９とが設けられている。陸部９は、タイヤ周方向に連続して延びるリブ、或いは複数のブロックにより構成される。後者の場合には、主溝８に交差する方向に延びた横溝により、陸部９がタイヤ周方向に分断される。本実施形態では、トレッド面Ｔｒに片側２本ずつ合計４本の主溝８が形成された例を示す。   A tread rubber 7 is provided on the outer peripheral side of the belt layer 5, and a main groove 8 extending along the tire circumferential direction and a land portion 9 partitioned by the main groove 8 are formed on the tread surface Tr which is the outer peripheral surface. Is provided. The land portion 9 is configured by ribs extending continuously in the tire circumferential direction, or a plurality of blocks. In the latter case, the land portion 9 is divided in the tire circumferential direction by a lateral groove extending in a direction intersecting the main groove 8. In the present embodiment, an example is shown in which a total of four main grooves 8 are formed on the tread surface Tr, two on each side.

この空気入りタイヤでは、主溝８の内方域に、その主溝８の溝底部８ａに沿って断面Ｕ字状に湾曲した補強材１０を埋設するとともに、その主溝８に隣接した陸部９の内方域では補強材１０を欠落させている。補強材１０は、主溝８の延在方向に沿って樋状に延び、ベルト層５からトレッド面Ｔｒ側に離れて配置されている。本実施形態では、補強材１０が全ての主溝８に対応して配設されているが、本発明では、少なくとも１つの主溝８に対応して配設されてあればよい。補強材１０の打ち込み密度としては、１９本／インチが例示される。   In this pneumatic tire, the reinforcing material 10 curved in a U-shaped cross section along the groove bottom portion 8 a of the main groove 8 is embedded in the inner region of the main groove 8, and the land portion adjacent to the main groove 8 is embedded. In the inner region 9, the reinforcing material 10 is missing. The reinforcing material 10 extends in a hook shape along the extending direction of the main groove 8 and is disposed away from the belt layer 5 toward the tread surface Tr. In the present embodiment, the reinforcing material 10 is disposed corresponding to all the main grooves 8. However, in the present invention, the reinforcing material 10 may be disposed corresponding to at least one main groove 8. An example of the driving density of the reinforcing member 10 is 19 / inch.

上記の如く溝底部８ａを包み込むように補強材１０を埋設していることにより、走行時には主溝８の溝底部８ａの動きを十分に規制して、トレッド部３の剛性を向上できる。しかも、陸部９の内方域を補強していないため、コーナリング限界を超えたときには、陸部９の柔軟性を発揮してピーキーな挙動を防ぎ、路面に対してじわじわと粘るような滑り出しを発現できる。この結果、ピーキーな挙動を防ぎながら、主溝８の溝底部８ａの動きを規制して操縦安定性能を改善することができる。   By embedding the reinforcing member 10 so as to wrap the groove bottom portion 8a as described above, the movement of the groove bottom portion 8a of the main groove 8 can be sufficiently restricted during traveling, and the rigidity of the tread portion 3 can be improved. In addition, since the inner area of the land portion 9 is not reinforced, when the cornering limit is exceeded, the land portion 9 is softened to prevent its peaky behavior, and the slipping out gradually sticks to the road surface. It can be expressed. As a result, it is possible to improve the steering stability performance by restricting the movement of the groove bottom 8a of the main groove 8 while preventing peaky behavior.

補強材１０は、実質的にタイヤ周方向に延びるコードＣを含んだプライからなり、平行に配列した複数本のコードＣをゴムコーティングして形成してある。コードＣの素材としては、ナイロンやアラミド、ポリエステル、レーヨン等の有機繊維が例示され、撚りコードとモノフィラメントコードの何れもが使用可能である。このようなプライで補強することにより、単に溝底部８ａの周辺ゴムを硬くする場合に比べて、走行時における溝底部８ａの動きを強固に規制することができる。   The reinforcing member 10 is made of a ply including a cord C extending substantially in the tire circumferential direction, and is formed by rubber coating a plurality of cords C arranged in parallel. Examples of the material of the cord C include organic fibers such as nylon, aramid, polyester, and rayon, and any of a twisted cord and a monofilament cord can be used. By reinforcing with such a ply, the movement of the groove bottom portion 8a during running can be tightly restricted as compared with a case where the peripheral rubber of the groove bottom portion 8a is simply hardened.

図２に示すように、補強材１０の両端部１０ａ，１０ｂは、それぞれが範囲Ａ内に配置されることが好ましい。この範囲Ａは、主溝８の最深端からトレッド面側に主溝深さＤの１５〜３５％となる範囲であり、例えば、主溝深さＤが８．０ｍｍである場合には、主溝８の最深端からトレッド面側に２．０ｍｍ離れた位置に両端部１０ａ，１０ｂが配される。また、主溝８に対する拘束力を確保するうえで、補強材１０の底内面部１０ｃは、主溝８の最深端からの距離が１．５ｍｍ以内であることが好ましい。   As shown in FIG. 2, it is preferable that both end portions 10 a and 10 b of the reinforcing member 10 are arranged in the range A, respectively. This range A is a range that is 15 to 35% of the main groove depth D from the deepest end of the main groove 8 to the tread surface side. For example, when the main groove depth D is 8.0 mm, Both end portions 10a and 10b are arranged at a position 2.0 mm away from the deepest end of the groove 8 on the tread surface side. Moreover, when ensuring the restraint force with respect to the main groove 8, it is preferable that the distance from the deepest end of the main groove 8 is 1.5 mm or less in the bottom inner surface part 10c of the reinforcing material 10.

主溝８と補強材１０との間に介在するゴムの厚みは、１〜１．５ｍｍ程度が好ましい。この厚みを１ｍｍ以上にすることにより、補強材１０の主溝８の内面への露出を防ぎ、トレッドゴム７の耐久性を確保できる。また、この厚みを１．５ｍｍ以下にすることにより、補強材１０が主溝８を的確に拘束し、溝底部８ａの動きを規制する効果が高められる。   The thickness of the rubber interposed between the main groove 8 and the reinforcing material 10 is preferably about 1 to 1.5 mm. By making this thickness 1 mm or more, exposure to the inner surface of the main groove 8 of the reinforcing material 10 can be prevented, and the durability of the tread rubber 7 can be secured. Further, by setting the thickness to 1.5 mm or less, the effect of the reinforcing member 10 accurately restraining the main groove 8 and restricting the movement of the groove bottom 8a is enhanced.

補強材１０の幅Ｗ１０は、主溝８の幅Ｗ８に対して１７０％以下であることが好ましい。これにより、陸部９の内方域への補強材１０の進出を抑え、ピーキーな挙動を防ぐのに有効な構成となる。なお、主溝８の幅Ｗ８は最深端の深さ位置にて測定されるが、通常は溝底部８ａの隅が湾曲面で形成されていることから、図２に示すように溝壁の延長線を利用して求められる。   The width W10 of the reinforcing member 10 is preferably 170% or less with respect to the width W8 of the main groove 8. Thereby, it becomes a structure effective in suppressing advance of the reinforcing material 10 to the inward region of the land portion 9 and preventing peaky behavior. The width W8 of the main groove 8 is measured at the deepest end depth position. Usually, since the corner of the groove bottom 8a is formed by a curved surface, the extension of the groove wall as shown in FIG. It is calculated using a line.

図３は、補強材１０の変形例を説明するための断面図であり、（ａ）はタイヤ幅方向外側に位置する主溝８Ａを、（ｂ）はタイヤ幅方向内側に位置する主溝８Ｂを示している。この変形例では、主溝の相対的な位置に応じて補強材１０の打ち込み密度を異ならせており、主溝８Ａに対応した補強材１０では、主溝８Ｂに対応した補強材１０よりもコードＣを密に配している。これにより、コーナリング中に大きな荷重が作用しがちな主溝８Ａを堅固に拘束して、操縦安定性能の改善効果を高められる。かかる構成は、他の主溝８Ｃ，８Ｄについても同様に適用できる。この場合、主溝８Ａ，８Ｄと主溝８Ｂ，８Ｃとの打ち込み密度の比率は２：１が例示され、具体的には主溝８Ａ，８Ｄに対応した補強材１０で３７本／インチとし、主溝８Ｂ，８Ｃに対応した補強材１０で１９本／インチとすればよい。   3A and 3B are cross-sectional views for explaining a modification of the reinforcing member 10, in which FIG. 3A is a main groove 8 </ b> A located on the outer side in the tire width direction, and FIG. 3B is a main groove 8 </ b> B located on the inner side in the tire width direction. Is shown. In this modification, the driving density of the reinforcing material 10 is varied according to the relative position of the main groove, and the reinforcing material 10 corresponding to the main groove 8A is corded more than the reinforcing material 10 corresponding to the main groove 8B. C is densely arranged. Thereby, the main groove 8A in which a large load tends to act during cornering is firmly restrained, and the improvement effect of the steering stability performance can be enhanced. Such a configuration can be similarly applied to the other main grooves 8C and 8D. In this case, the ratio of the driving density between the main grooves 8A, 8D and the main grooves 8B, 8C is exemplified as 2: 1. Specifically, the reinforcing material 10 corresponding to the main grooves 8A, 8D is 37 / inch, The reinforcing material 10 corresponding to the main grooves 8B and 8C may be 19 / inch.

図４は、補強材１０の変形例を説明するための断面図であり、（ａ）は左側がタイヤ幅方向外側となる主溝８Ａを、（ｂ）は右側がタイヤ幅方向外側となる主溝８Ｄを示している。この変形例では、補強材１０に対して部分的に打ち込み密度を異ならせており、補強材１０のタイヤ幅方向外側部分ではタイヤ幅方向内側部分よりもコードＣを密に配している。これにより、コーナリング中に大きな荷重が作用しがちな主溝８Ａ，８Ｄのタイヤ幅方向外側部分を堅固に拘束して、操縦安定性能の改善効果を高めることができる。かかる構成は、他の主溝８Ｂ，８Ｃについても同様に適用できる。この場合、外側部分と内側部分との打ち込み密度の比率は２：１が例示され、具体的には外側部分で１８本／インチとし、内側部分で９本／インチとすればよい。この外側部分と内側部分の基点は、主溝８の中央（Ｗ８が１／２となる位置）である。   4A and 4B are cross-sectional views for explaining a modified example of the reinforcing member 10, in which FIG. 4A is a main groove 8 </ b> A whose left side is the outer side in the tire width direction, and FIG. A groove 8D is shown. In this modification, the driving density is partially varied with respect to the reinforcing member 10, and the cords C are more densely arranged in the outer portion of the reinforcing member 10 in the tire width direction than in the inner portion of the tire width direction. Thereby, the tire width direction outer side part of the main grooves 8A and 8D in which a large load tends to act during cornering can be firmly restrained, and the improvement effect of the steering stability performance can be enhanced. Such a configuration can be similarly applied to the other main grooves 8B and 8C. In this case, the ratio of the driving density between the outer portion and the inner portion is 2: 1. Specifically, the outer portion may be 18 lines / inch and the inner portion may be 9 lines / inch. The base point of the outer part and the inner part is the center of the main groove 8 (a position where W8 becomes 1/2).

本発明の空気入りタイヤは、トレッド部に上記の如き補強材を設けること以外は、通常の空気入りタイヤと同等であり、従来公知の材料、形状、構造などが何れも本発明に採用することができる。   The pneumatic tire of the present invention is the same as a normal pneumatic tire except that the reinforcing material as described above is provided in the tread portion, and any conventionally known material, shape, structure, etc. are adopted in the present invention. Can do.

次に、上記の空気入りタイヤを製造する方法について、図５を参照しながらトレッドゴムに関する工程を中心に説明する。なお、本発明に係る空気入りタイヤの製造方法は、トレッドゴムに関する工程以外は、従来のタイヤ製造工程と同様にして行うことができる。本発明では、いわゆるリボン巻き工法によってトレッドゴムを形成する。リボン巻き工法では、未加硫のゴムリボンをタイヤ周方向に沿って螺旋状に巻き付けることで、所望の断面形状を有するゴム部材を形成することができる。   Next, a method for manufacturing the pneumatic tire will be described with reference to FIG. In addition, the manufacturing method of the pneumatic tire which concerns on this invention can be performed like the conventional tire manufacturing process except the process regarding a tread rubber. In the present invention, the tread rubber is formed by a so-called ribbon winding method. In the ribbon winding method, a rubber member having a desired cross-sectional shape can be formed by winding an unvulcanized rubber ribbon spirally along the tire circumferential direction.

まず、回転ドラムなどの基台（不図示）にベルトプライ５ａ、５ｂを巻き付けて、ベルト層５を筒状に配設し、その外周にゴムリボンをタイヤ周方向に沿って巻き付け、図５（ａ）に示すような凹溝１２を有するトレッドゴムの半製品１１を形成する。この凹溝１２は、主溝８の形成箇所に設けられており、その溝底部１２ａは湾曲した形状になっている。リボン巻き工法によれば、ゴムリボンの巻き付けを調整することで、かかる半製品１１を簡易に形成できる。なお、図５は模式的に示してあり、ゴムリボンの個々の断面形状については図示を省略している。   First, belt plies 5a and 5b are wound around a base (not shown) such as a rotating drum, the belt layer 5 is disposed in a cylindrical shape, and a rubber ribbon is wound around the outer circumference along the tire circumferential direction. A tread rubber semi-finished product 11 having a concave groove 12 as shown in FIG. The concave groove 12 is provided at a location where the main groove 8 is formed, and the groove bottom 12a has a curved shape. According to the ribbon winding method, the semi-finished product 11 can be easily formed by adjusting the winding of the rubber ribbon. In addition, FIG. 5 is showing typically and illustration is abbreviate | omitted about each cross-sectional shape of a rubber ribbon.

続いて、図５（ｂ）に示すように、凹溝１２の溝底部１２ａに湾曲した補強材１０を配設する。このとき、ゴムで被覆した１本又は複数本のコードＣを、溝底部１２ａに沿って湾曲させながら、凹溝１２の延在方向に沿って螺旋状に巻き付けることで、補強材１０を簡便に配設できる。また、この手法であれば、補強材１０の幅や打ち込み密度などを容易に調整できるため、図３，４のような構造を実施するうえでも有用である。   Subsequently, as shown in FIG. 5B, the curved reinforcing material 10 is disposed on the groove bottom portion 12 a of the concave groove 12. At this time, the reinforcing material 10 can be simply and easily wound by spirally winding one or more cords C covered with rubber along the extending direction of the groove 12 while curving along the groove bottom 12a. Can be arranged. In addition, with this method, the width and driving density of the reinforcing material 10 can be easily adjusted, which is also useful in implementing the structures as shown in FIGS.

そして、図５（ｃ）に示すように、補強材１０を被覆するようにゴムリボンを更に巻き付けて、トレッドゴム７の仕上げ断面形状を得る。この仕上げ断面形状は、加硫前のグリーンタイヤの成形に要求される断面形状であり、図１で示した断面形状と正確に一致していなくて構わない。本実施形態では、仕上げ断面形状の主溝の形成箇所に、凹溝１２よりも浅い浅溝１３を形成している。かかる浅溝１３は、ゴムリボンの巻き付けを調整することで形成される。   And as shown in FIG.5 (c), a rubber ribbon is further wound so that the reinforcement material 10 may be coat | covered, and the finishing cross-sectional shape of the tread rubber 7 is obtained. This finished cross-sectional shape is a cross-sectional shape required for forming a green tire before vulcanization, and does not have to exactly match the cross-sectional shape shown in FIG. In the present embodiment, shallow grooves 13 that are shallower than the recessed grooves 12 are formed at the positions where the main grooves having a finished cross-sectional shape are formed. The shallow groove 13 is formed by adjusting the winding of the rubber ribbon.

この仕上げ断面形状を有するトレッドゴム７は、ベルト層５と共に、ビードコア１ａやカーカス層４を備える円筒状部材の外周に貼り付けられ、グリーンタイヤの成形に供される。そして、加硫成形時には、図５（ｄ）に示すように、トレッドゴム７の表面にモールド２０の突起２１を押し当てて主溝８を形成する。このとき、補強材１０は、浅溝１３に深く押し込まれた突起２１の先端部を包み込むような姿勢となり、図１，２に示すように主溝８の溝底部８ａに沿った断面Ｕ字状に配設される。   The tread rubber 7 having the finished cross-sectional shape is affixed to the outer periphery of a cylindrical member including the bead core 1a and the carcass layer 4 together with the belt layer 5, and is used for forming a green tire. At the time of vulcanization molding, as shown in FIG. 5D, the main groove 8 is formed by pressing the projection 21 of the mold 20 against the surface of the tread rubber 7. At this time, the reinforcing member 10 is in a posture to wrap the tip portion of the protrusion 21 that is deeply pushed into the shallow groove 13, and has a U-shaped cross section along the groove bottom 8 a of the main groove 8 as shown in FIGS. It is arranged.

本発明の構成と効果を具体的に示すため操縦安定性能の評価を行ったので、以下に説明する。操縦安定性能の評価は、テストタイヤ（サイズ２２５／４５Ｒ１８ ９１Ｗ）を装着した実車で旋回走行などを実施し、ドライバーの官能試験によりポイント制で評価した。比較例１の結果を０とし、そこから上積みされたポイントにより評価し、数値が大きいほど操縦安定性に優れていることを示す。   Since the steering stability performance was evaluated to specifically show the configuration and effects of the present invention, it will be described below. Steering performance was evaluated by turning the vehicle with a test tire (size 225 / 45R18 91W) and using a point system based on a driver's sensory test. The result of the comparative example 1 was set to 0, and it evaluated by the point piled up from there, and it shows that it is excellent in steering stability, so that a numerical value is large.

比較例１〜４
図１に示したタイヤ構造において、主溝の内方域に補強材を埋設しないものを比較例１，２とした。但し、比較例２では、ベルト層の外周に１層のベルト補強層を積層した。また、主溝の内方域にタイヤ幅方向に沿って延びる補強材を埋設したものを比較例３とし、主溝の内方域を含むトレッド面の全域にわたって補強材を埋設したものを比較例４とした。上記のベルト補強層及び補強材は、いずれもナイロンコードを含むプライで構成した。 Comparative Examples 1-4
In the tire structure shown in FIG. 1, those in which no reinforcing material is embedded in the inner region of the main groove are referred to as Comparative Examples 1 and 2. However, in Comparative Example 2, one belt reinforcing layer was laminated on the outer periphery of the belt layer. Moreover, what embedded the reinforcing material extended along the tire width direction in the inner area of the main groove was made into Comparative Example 3, and what embedded the reinforcing material over the whole tread surface including the inner area of the main groove was compared with Comparative Example 3. It was set to 4. Each of the belt reinforcing layer and the reinforcing material was constituted by a ply containing a nylon cord.

実施例１〜３
図１に示したタイヤ構造において、主溝の内方域に、その主溝の溝底部に沿って断面Ｕ字状に湾曲した補強材を埋設し、陸部の内方域では補強材を欠落させたものを実施例１とした。実施例１では、各主溝に対応した補強材の打ち込み密度を一律に１９本／インチとした。また、図４に示すように、補強材のタイヤ幅方向外側部分のコードを密に配したものを実施例２とした。実施例２では、打ち込み密度を外側部分で１８本／インチとし、内側部分で９本／インチとした。更に、図３に示すように、タイヤ幅方向外側の主溝に対応した補強材のコードを密に配したものを実施例３とした。実施例３では、打ち込み密度をタイヤ幅方向外側で３７本／インチとし、内側で１９本／インチとした。上記の補強材は、いずれもナイロンコードを含むプライで構成した。評価結果を表１に示す。 Examples 1-3
In the tire structure shown in FIG. 1, a reinforcing material curved in a U-shaped cross section along the bottom of the main groove is embedded in the inner region of the main groove, and the reinforcing material is missing in the inner region of the land portion. This was designated as Example 1. In Example 1, the driving density of the reinforcing material corresponding to each main groove was uniformly 19 / inch. Further, as shown in FIG. 4, Example 2 was obtained by densely arranging the cords of the outer portion in the tire width direction of the reinforcing material. In Example 2, the driving density was 18 / inch at the outer portion and 9 / inch at the inner portion. Furthermore, as shown in FIG. 3, Example 3 was obtained by densely arranging reinforcing material cords corresponding to the main grooves on the outer side in the tire width direction. In Example 3, the driving density was 37 / inch on the outer side in the tire width direction and 19 / inch on the inner side. Each of the above-described reinforcing materials was constituted by a ply including a nylon cord. The evaluation results are shown in Table 1.

Figure 2011037415
Figure 2011037415

表１より、実施例１〜３では、比較例１〜４に比べて、操縦安定性能を改善できていることが分かる。これは、実施例１〜３においては、ピーキーな挙動を防ぎながら、補強材によって主溝の溝底部の動きを十分に規制できているためと考えられる。特に実施例２，３では、補強材のコードの粗密を調整したことにより、改善効果を向上できている。これに対し、比較例１〜３では、主溝を拘束し得る構造を有していないため、また比較例４では、コーナリング限界を超えたときに陸部の柔軟性を発揮しにくい構造であるため、操縦安定性能が比較的低い。   From Table 1, it can be seen that in Examples 1 to 3, the steering stability performance can be improved as compared with Comparative Examples 1 to 4. This is considered to be because, in Examples 1 to 3, the movement of the bottom of the main groove can be sufficiently restricted by the reinforcing material while preventing peaky behavior. Particularly in Examples 2 and 3, the improvement effect can be improved by adjusting the density of the cords of the reinforcing material. On the other hand, Comparative Examples 1 to 3 do not have a structure capable of restraining the main groove, and Comparative Example 4 is a structure that hardly exhibits the flexibility of the land portion when the cornering limit is exceeded. Therefore, the steering stability performance is relatively low.

３ トレッド部
４ カーカス層
５ ベルト層
７ トレッドゴム
８ 主溝
８ａ 溝底部
９ 陸部
１０ 補強材
１１ 半製品
１２ 凹溝
１３ 浅溝
２０ モールド
２１ 突起
Ｃ コード
Ｔｒ トレッド面 3 tread portion 4 carcass layer 5 belt layer 7 tread rubber 8 main groove 8a groove bottom portion 9 land portion 10 reinforcing material 11 semi-finished product 12 concave groove 13 shallow groove 20 mold 21 protrusion C code Tr tread surface

Claims (7)

トレッド面に、タイヤ周方向に沿って延びる主溝と、前記主溝により区画された陸部とが設けられた空気入りタイヤにおいて、前記主溝の内方域に、その主溝の溝底部に沿って断面Ｕ字状に湾曲した補強材を埋設するとともに、前記主溝に隣接した前記陸部の内方域では前記補強材を欠落させたことを特徴とする空気入りタイヤ。   In a pneumatic tire in which a main groove extending along a tire circumferential direction and a land portion defined by the main groove are provided on a tread surface, an inner region of the main groove is formed at a groove bottom portion of the main groove. A pneumatic tire characterized by burying a reinforcing material curved in a U-shaped cross section along the inner region of the land portion adjacent to the main groove. 前記補強材の両端部が、前記主溝の最深端からトレッド面側に主溝深さの１５〜３５％の範囲に配置されている請求項１に記載の空気入りタイヤ。   2. The pneumatic tire according to claim 1, wherein both ends of the reinforcing material are arranged in a range of 15 to 35% of a main groove depth from a deepest end of the main groove to a tread surface side. 前記補強材が、実質的にタイヤ周方向に延びるコードを含んだプライからなり、タイヤ幅方向外側の主溝に対応した前記補強材では、タイヤ幅方向内側の主溝に対応した前記補強材よりもコードが密に配されている請求項１又は２に記載の空気入りタイヤ。   The reinforcing material is a ply including a cord extending substantially in the tire circumferential direction, and the reinforcing material corresponding to the main groove on the outer side in the tire width direction is more than the reinforcing material corresponding to the main groove on the inner side in the tire width direction. The pneumatic tire according to claim 1 or 2, wherein the cords are densely arranged. 前記補強材が、実質的にタイヤ周方向に延びるコードを含んだプライからなり、前記補強材のタイヤ幅方向外側部分ではタイヤ幅方向内側部分よりもコードが密に配されている請求項１〜３いずれか１項に記載の空気入りタイヤ。   The reinforcing material comprises a ply including a cord that extends substantially in the tire circumferential direction, and the cord is more densely arranged in the tire width direction outer portion of the reinforcing material than in the tire width direction inner portion. 3. The pneumatic tire according to any one of 3 above. ゴムリボンをタイヤ周方向に沿って巻き付け、主溝の形成箇所に凹溝を有するトレッドゴムの半製品を形成する工程と、
前記凹溝の溝底部に湾曲した補強材を配設し、その補強材を被覆するようにゴムリボンを更に巻き付けて、トレッドゴムの仕上げ断面形状を得る工程と、
加硫成形時に、前記トレッドゴムの表面にモールドの突起を押し当てて主溝を形成する工程と、を備える空気入りタイヤの製造方法。 A step of winding a rubber ribbon along the tire circumferential direction to form a semi-finished product of tread rubber having a concave groove in the formation position of the main groove;
Arranging a curved reinforcing material at the groove bottom of the concave groove, further winding a rubber ribbon so as to cover the reinforcing material, and obtaining a finished cross-sectional shape of the tread rubber;
Forming a main groove by pressing a projection of the mold against the surface of the tread rubber at the time of vulcanization molding. 前記補強材が、実質的にタイヤ周方向に延びるコードを含んだプライからなり、
ゴムで被覆した１本又は複数本の前記コードを、前記凹溝の溝底部に沿って湾曲させながら螺旋状に巻き付けることで前記補強材を配設する請求項５に記載の空気入りタイヤの製造方法。 The reinforcing material is composed of a ply including a cord extending substantially in the tire circumferential direction,
The pneumatic tire manufacturing method according to claim 5, wherein the reinforcing material is disposed by spirally winding one or a plurality of the cords coated with rubber while being curved along a groove bottom portion of the concave groove. Method. 前記トレッドゴムの仕上げ断面形状が、前記主溝の形成箇所に、前記凹溝よりも浅い浅溝を有する請求項５又は６に記載の空気入りタイヤの製造方法。   The method for manufacturing a pneumatic tire according to claim 5 or 6, wherein a finished cross-sectional shape of the tread rubber has a shallow groove shallower than the concave groove at a position where the main groove is formed.
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