JP2012106441A - Method of manufacturing pneumatic tire - Google Patents

Method of manufacturing pneumatic tire Download PDF

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JP2012106441A
JP2012106441A JP2010258150A JP2010258150A JP2012106441A JP 2012106441 A JP2012106441 A JP 2012106441A JP 2010258150 A JP2010258150 A JP 2010258150A JP 2010258150 A JP2010258150 A JP 2010258150A JP 2012106441 A JP2012106441 A JP 2012106441A
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Prior art keywords
carcass
tire
cord
carcass cord
circumferential direction
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JP2010258150A
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JP5276647B2 (en
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Norikatsu Nakada
典克 中田
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Sumitomo Rubber Industries Ltd
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Sumitomo Rubber Industries Ltd
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Priority to JP2010258150A priority Critical patent/JP5276647B2/en
Priority to KR1020110051485A priority patent/KR20120053942A/en
Priority to CN201110219337.8A priority patent/CN102463683B/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/38—Textile inserts, e.g. cord or canvas layers, for tyres; Treatment of inserts prior to building the tyre
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C65/00—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor
    • B29C65/48—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor using adhesives, i.e. using supplementary joining material; solvent bonding
    • B29C65/52—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor using adhesives, i.e. using supplementary joining material; solvent bonding characterised by the way of applying the adhesive
    • B29C65/54—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor using adhesives, i.e. using supplementary joining material; solvent bonding characterised by the way of applying the adhesive between pre-assembled parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/38—Textile inserts, e.g. cord or canvas layers, for tyres; Treatment of inserts prior to building the tyre
    • B29D2030/381—Textile inserts, e.g. cord or canvas layers, for tyres; Treatment of inserts prior to building the tyre the inserts incorporating reinforcing parallel cords; manufacture thereof

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Textile Engineering (AREA)
  • Tyre Moulding (AREA)
  • Tires In General (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a method of manufacturing a pneumatic tire capable of improving appearance quality by suppressing irregular deformation of an outer surface of a sidewall.SOLUTION: The method includes a carcass-forming step of forming a toroidal carcass by sequentially applying a plurality of strip ply piece 13 in which an arrangement body of carcass cords 30 drawn and aligned in a tire axial direction is covered by topping rubber 32 on a rigid core body in a tire circumferential direction. The carcasses are arranged adjacently or arranged in contact with each other in a tread so that side edges of adjacent strip ply pieces 13 are not overlapped with each other, and include an overlapping part in which the side edges are overlapped with each other in the sidewall. In the arrangement body of the carcass cords 30, a modulus of the outer carcass cord 30 arranged at the outermost side is smaller than that of the inner carcass cord 30 arranged at the inner side.

Description

本発明は、短冊シート状のプライ片を、剛性中子体上でタイヤ周方向に順次貼り付けることにより、トロイド状のカーカスを成形するカーカス成形工程を含む空気入りタイヤの製造方法に関する。   The present invention relates to a method for manufacturing a pneumatic tire including a carcass forming step of forming a toroidal carcass by sequentially attaching strip-like ply pieces on a rigid core body in the tire circumferential direction.

近年、タイヤのユニフォミティを向上させるために、例えば、仕上がりタイヤのタイヤ内腔形状に近い外形を有する剛性中子体を用い、この剛性中子体上に、インナーライナゴム、カーカスプライなどを含む種々のタイヤ構成部材を順次貼り付けることにより未加硫タイヤを形成するとともに、この未加硫タイヤを前記剛性中子体ごと加硫金型内に投入し、内型である剛性中子体と外型である加硫金型との間でタイヤを加硫成形する製造方法が提案されている。   In recent years, in order to improve tire uniformity, for example, a rigid core body having an outer shape close to the tire lumen shape of a finished tire is used, and various types including an inner liner rubber, a carcass ply, and the like are provided on the rigid core body. The tire component members are sequentially affixed to form an unvulcanized tire, and the uncured tire is put together with the rigid core body into a vulcanization mold so that the rigid core body that is the inner mold and the outer A manufacturing method for vulcanizing and molding a tire with a vulcanizing mold as a mold has been proposed.

この製造方法の場合、未加硫タイヤの骨格をなすカーカスＤは、例えば図６（Ａ）、（Ｂ）に示すように、タイヤ軸方向に引き揃えたカーカスコードＡ１の配列体Ａがトッピングゴムによって被覆されかつタイヤ周方向巾Ｌ１を小とした短冊シート状の複数枚の短冊プライ片Ｂを用い、この短冊プライ片Ｂを、前記剛性中子体Ｃ上でタイヤ周方向に順次貼り付けることにより形成される（特許文献１参照）。このとき、タイヤのユニフォミティーを高めるために、前記短冊プライ片Ｂは、タイヤ周方向で隣り合う短冊プライ片Ｂの側縁部Ｂｅ、Ｂｅ同士が、トレッド部Ｔａにおいては重なることなく近接又は接するように配されている。そのため、サイドウォール部Ｔｂにおいては、前記側縁部Ｂｅ、Ｂｅ同士が重なる三角形状の重なり部Ｊが必然的に形成されるとともに、この重なり部Ｊでは、図７（Ａ）に示すように、前記配列体Ａにおいて最外側に位置する外のカーカスコードＡ１ａ、Ａ１同士も重なり合うため、コード密度が増加する。なお図中の符号Ｅは、カーカスＤの内側に配されるインナーライナゴムである。   In the case of this manufacturing method, the carcass D that forms the skeleton of the unvulcanized tire is, for example, as shown in FIGS. 6A and 6B, an array A of carcass cords A1 aligned in the tire axial direction is a topping rubber. A plurality of strip ply pieces B in the form of a strip sheet with a small width L1 in the circumferential direction of the tire, and the strip ply pieces B are sequentially stuck on the rigid core C in the circumferential direction of the tire. (See Patent Document 1). At this time, in order to increase the uniformity of the tire, the strip ply pieces B are adjacent to or in contact with each other without overlapping in the tread portion Ta between the side edge portions Be and Be of the strip ply pieces B adjacent in the tire circumferential direction. Is arranged. Therefore, in the sidewall portion Tb, a triangular overlapping portion J where the side edge portions Be and Be overlap each other is inevitably formed, and in the overlapping portion J, as shown in FIG. Since the outer carcass cords A1a and A1 located on the outermost side in the array A also overlap each other, the code density increases. In addition, the code | symbol E in a figure is the inner liner rubber distribute | arranged inside the carcass D. FIG.

他方、未加硫タイヤを加硫成形する場合、加硫熱によりカーカスコードに熱収縮が発生し、特にコード密度が増加する前記重なり部Ｊでは、収縮力が局部的に高まる。そのため、図７（Ｂ）に示すように、前記重なり部Ｊの一部が、前記インナーライナゴムＥを押し退けてタイヤ内腔面に露出し、タイヤの気密性を低下させるという問題が発生する。   On the other hand, when the vulcanized tire is vulcanized and molded, heat shrinkage occurs in the carcass cord due to the vulcanization heat, and particularly in the overlapping portion J where the cord density increases, the shrinkage force locally increases. For this reason, as shown in FIG. 7B, a part of the overlapping portion J pushes away the inner liner rubber E and is exposed to the tire cavity surface, thereby causing a problem of reducing the airtightness of the tire.

特開平１１−２５４９０６号公報JP-A-11-254906

そこで本発明は、カーカスコードの配列体において最外側に配される外のカーカスコードの熱収縮率を、その内側に配される内のカーカスコードの熱収縮率よりも小とすることを基本として、短冊プライ片の重なり部が、インナーライナゴムを押し退けてタイヤ内腔面に露出するのを抑制しうる空気入りタイヤの製造方法を提供することを目的としている。   Therefore, the present invention is based on the fact that the thermal contraction rate of the outer carcass cord arranged on the outermost side in the carcass cord array is smaller than the thermal contraction rate of the inner carcass cord arranged on the inner side. An object of the present invention is to provide a method for manufacturing a pneumatic tire capable of suppressing the overlapping portion of the strip ply pieces from being pushed out of the inner liner rubber and exposed to the tire inner surface.

上記課題を解決するために、本願請求項１の発明は、トレッド部からサイドウォール部をへて両側のビード部に至るカーカスを具える空気入りタイヤの製造方法であって、
剛性中子体を用い、タイヤ軸方向に引き揃えたカーカスコードの配列体がトッピングゴムによって被覆されかつタイヤ周方向巾を小とした短冊シート状の複数枚の短冊プライ片を、前記剛性中子体上でタイヤ周方向に順次貼り付けることにより、トロイド状のカーカスを形成するカーカス成形工程を含み、
しかも前記カーカスは、前記トレッド部では、タイヤ周方向で隣り合う短冊プライ片の側縁部同士が重なることなく近接又は接して配され、かつサイドウォール部では、前記側縁部同士が重なる重なり部を有するとともに、
前記カーカスコードの配列体は、最外側に配される外のカーカスコードと、その内側に配される内のカーカスコードとからなり、かつ前記外のカーカスコードの温度１８０℃での熱収縮率Ｋａを、内のカーカスコードの温度１８０℃での熱収縮率Ｋｂよりも小としたことを特徴としている。 In order to solve the above-mentioned problem, the invention of claim 1 of the present application is a method for manufacturing a pneumatic tire including a carcass extending from a tread portion to a bead portion on both sides through a sidewall portion,
Using a rigid core body, a plurality of strip ply pieces in the form of a strip sheet in which an array of carcass cords aligned in the tire axial direction is covered with a topping rubber and the width in the tire circumferential direction is small, the rigid core Including a carcass forming step of forming a toroidal carcass by sequentially pasting in the tire circumferential direction on the body,
In addition, the carcass is arranged in the tread portion so that the side edges of the strip ply pieces adjacent in the tire circumferential direction do not overlap with each other without being overlapped with each other, and in the sidewall portion, the overlapping portion where the side edges overlap. And having
The array of carcass cords comprises an outer carcass cord disposed on the outermost side and an inner carcass cord disposed on the inner side thereof, and the thermal contraction rate Ka at a temperature of 180 ° C. of the outer carcass cord. Is characterized by being smaller than the thermal contraction rate Kb of the inner carcass cord at a temperature of 180 ° C.

又請求項２の発明では、前記外のカーカスコードの熱収縮率Ｋａは、内のカーカスコードの熱収縮率Ｋｂの０．９倍以下であることを特徴としている。   According to a second aspect of the present invention, the heat shrinkage ratio Ka of the outer carcass cord is not more than 0.9 times the heat shrinkage ratio Kb of the inner carcass cord.

又請求項３の発明では、前記内のカーカスコードの熱収縮率Ｋｂは、３．０〜６．０％であることを特徴としている。   According to a third aspect of the present invention, the carcass cord has a heat shrinkage rate Kb of 3.0 to 6.0%.

前記「熱収縮率」は、ＪＩＳ−Ｌ１０１７の８．１０（ｂ）項の「加熱後乾熱収縮率（Ｂ法）」に準じ、コードを無荷重の状態にて温度１８０゜Ｃで３０分間加熱した後の加熱後乾熱収縮率を意味する。   The "heat shrinkage rate" is in accordance with JIS-L1017 item 8.10 (b) "heat-dry shrinkage rate after heating (method B)" and the cord is unloaded for 30 minutes at a temperature of 180 ° C. It means the dry heat shrinkage after heating after heating.

本発明は叙上の如く、カーカスコードの配列体において最外側に配される外のカーカスコードの熱収縮率を、内のカーカスコードの熱収縮率よりも小に設定している。従って、コード密度が増加する短冊プライ片間の重なり部において、収縮力が局部的に高まるのを抑えることができ、前記重なり部の一部がインナーライナゴムを押し退けてタイヤ内腔面に露出し、タイヤの気密性を損ねるのを抑制することができる。   In the present invention, as described above, the thermal contraction rate of the outer carcass cord arranged on the outermost side in the carcass cord array is set smaller than the thermal contraction rate of the inner carcass cord. Accordingly, it is possible to suppress a local increase in contraction force at the overlapping portion between the strip ply pieces where the cord density increases, and a part of the overlapping portion pushes the inner liner rubber and is exposed to the tire inner surface. It can be suppressed that the airtightness of the tire is impaired.

本発明の製造方法によって形成された空気入りタイヤの一実施例を示す断面図である。It is sectional drawing which shows one Example of the pneumatic tire formed by the manufacturing method of this invention. 未加硫タイヤ形成工程を示す断面図である。It is sectional drawing which shows an unvulcanized tire formation process. 加硫工程を示す断面図である。It is sectional drawing which shows a vulcanization | cure process. 短冊プライ片を示す斜視図である。It is a perspective view which shows a strip ply piece. （Ａ）、（Ｂ）はカーカス成形工程を示す説明図である。(A), (B) is explanatory drawing which shows a carcass shaping | molding process. （Ａ）、（Ｂ）は、剛性中子体を用いた従来の空気入りタイヤの製造方法を示す説明図である。(A), (B) is explanatory drawing which shows the manufacturing method of the conventional pneumatic tire which used the rigid core body. （Ａ）、（Ｂ）は、その問題点を説明する短冊プライ片間の重なり部を示す断面図である。(A), (B) is sectional drawing which shows the overlap part between the strip ply pieces explaining the problem.

以下、本発明の実施の形態について、詳細に説明する。
図１は、本発明の製造方法によって形成された空気入りタイヤ１の一例を示す断面図であって、前記空気入りタイヤ１は、トレッド部２からサイドウォール部３をへて両側のビード部４、４に至るカーカス６と、カーカス６の半径方向外側かつトレッド部２の内部に配されるベルト層７とを具える。 Hereinafter, embodiments of the present invention will be described in detail.
FIG. 1 is a cross-sectional view showing an example of a pneumatic tire 1 formed by the manufacturing method of the present invention. The pneumatic tire 1 has bead portions 4 on both sides through a sidewall portion 3 from a tread portion 2. 4, and a belt layer 7 disposed radially outside the carcass 6 and inside the tread portion 2.

前記カーカス６は、有機繊維のカーカスコードをラジアル配列させた１層以上、本例では１層のカーカスプライ体６Ａから形成される。このカーカスプライ体６Ａは、前記ビード部４、４間を跨るトロイド状をなすとともに、その両端は、本例の場合、各ビード部４に配されるビードコア５の廻りで折り返されることなく該ビードコア５内に挟まれて係止されている。具体的には、前記ビードコア５は、タイヤ軸方向内外のコア片５ｉ、５ｏからなり、この内外のコア片５ｉ、５ｏ間で、前記カーカスプライ体６Ａの両端部が狭持されている。   The carcass 6 is formed of one or more layers, in this example, one layer of carcass ply body 6A in which organic fiber carcass cords are radially arranged. The carcass ply body 6A has a toroid shape straddling the bead portions 4 and 4, and both ends of the carcass ply body 6A are not folded around the bead cores 5 arranged in each bead portion 4 in this example. 5 to be sandwiched and locked. Specifically, the bead core 5 is composed of inner and outer core pieces 5i and 5o in the tire axial direction, and both ends of the carcass ply body 6A are sandwiched between the inner and outer core pieces 5i and 5o.

前記内外のコア片５ｉ、５ｏは、非伸張性のビードワイヤ５ａをタイヤ周方向に複数回巻き付けることにより形成される。このとき、外のコア片５ｏでは、内のコア片５ｉに比し、ビードワイヤ５ａの巻回数を例えば１．２〜２．０倍程度大とし、内のコア片５ｉよりも剛性を大とするのが好ましい。これにより、ビードワイヤ５ａの総巻回数を規制しながらビード部４の曲げ剛性を相対的に高めることができ、操縦安定性などの向上に役立つ。なお図中の符号８は、ゴム硬度が例えば８０〜１００度の硬質のゴムからなるビードエーペックスであり、各コア片５ｉ、５ｏから先細状に立ち上がり、ビード剛性を高める。なお本明細書においてゴム硬度は、ＪＩＳ−Ｋ６２５３に基づきデュロメータータイプＡにより、２３℃の環境下で測定したデュロメータＡ硬さを意味する。   The inner and outer core pieces 5i, 5o are formed by winding the non-extensible bead wire 5a a plurality of times in the tire circumferential direction. At this time, in the outer core piece 5o, the number of turns of the bead wire 5a is, for example, about 1.2 to 2.0 times larger than that of the inner core piece 5i, and the rigidity is larger than that of the inner core piece 5i. Is preferred. As a result, the bending rigidity of the bead portion 4 can be relatively increased while restricting the total number of turns of the bead wire 5a, which is useful for improving the steering stability. In addition, the code | symbol 8 in a figure is a bead apex which consists of hard rubber | gum whose rubber hardness is 80-100 degree | times, for example, rises from each core piece 5i, 5o in a taper shape, and raises bead rigidity. In addition, in this specification, rubber hardness means the durometer A hardness measured in a 23 degreeC environment by durometer type A based on JIS-K6253.

又前記ベルト層７は、スチールコード等の高弾性のベルトコードをタイヤ周方向に対して例えば１０〜３５゜程度で配列した２枚以上、本例では２枚のベルトプライ７Ａ、７Ｂから形成される。ベルト層７は、各ベルトコードがプライ間相互で交差することにより、ベルト剛性を高め、トレッド部２の略全巾をタガ効果を有して強固に補強している。本例では、このベルト層７の半径方向外側に、高速耐久性を高める目的で、例えばナイロンコード等のバンドコードを周方向に対して５度以下の角度で螺旋状に巻回させたバンド層９を設けている。このバンド層９としては、前記ベルト層７のタイヤ軸方向外端部のみを被覆する左右一対のエッジバンドプライ、及びベルト層７の略全巾を覆うフルバンドプライを、単独で、或いは適宜組み合わせて使用できる。本例では、バンド層９が、１枚のフルバンドプライからなるものを例示している。   The belt layer 7 is formed of two or more belt plies 7A and 7B, in this example, two or more in which high-elasticity belt cords such as steel cords are arranged at, for example, about 10 to 35 ° with respect to the tire circumferential direction. The In the belt layer 7, the belt cords cross each other between the plies, thereby increasing the belt rigidity, and substantially reinforcing the entire width of the tread portion 2 with a tagging effect. In this example, a band layer in which a band cord such as a nylon cord is spirally wound at an angle of 5 degrees or less with respect to the circumferential direction for the purpose of enhancing high-speed durability on the outer side in the radial direction of the belt layer 7. 9 is provided. As the band layer 9, a pair of left and right edge band plies that covers only the outer end of the belt layer 7 in the tire axial direction, and a full band ply that covers substantially the entire width of the belt layer 7 are used alone or in appropriate combination. Can be used. In the present example, the band layer 9 is composed of one full band ply.

又カーカス６の内側には、タイヤ内腔面をなす薄いインナーライナ１０が配される。このインナーライナ１０は、例えばブチルゴム、ハロゲン化ブチルゴム等の非空気透過性のゴムからなり、タイヤ内腔内に充填される充填空気を気密に保持する。又前記カーカス６の外側には、サイドウォール部３の外面をなすサイドウォールゴム１１が、又バンド層９の半径方向外側にはトレッド部２の外面をなすトレッドゴム１２が配されている。   Further, a thin inner liner 10 that forms a tire cavity surface is disposed inside the carcass 6. The inner liner 10 is made of a non-air permeable rubber such as butyl rubber or halogenated butyl rubber, for example, and holds the air filled in the tire lumen in an airtight manner. A side wall rubber 11 forming the outer surface of the side wall portion 3 is disposed outside the carcass 6, and a tread rubber 12 forming the outer surface of the tread portion 2 is disposed outside the band layer 9 in the radial direction.

次に、前記空気入りタイヤ１の製造方法を説明する。この製造方法は、図２に略示するように、前記空気入りタイヤ１のタイヤ内腔形状に実質的に一致する外形を有するトロイド状の剛性中子体２０を用い、該剛性中子体２０の外表面に、未加硫のタイヤ構成部材を順次貼り付けることにより未加硫タイヤ１Ｎを形成する未加硫タイヤ形成工程Ｓ１と、図３に略示するように、前記未加硫タイヤ１Ｎを、前記剛性中子体２０ごと加硫金型２１内に投入して加硫成形する加硫工程Ｓ２とを含んで構成される。   Next, a method for manufacturing the pneumatic tire 1 will be described. As shown schematically in FIG. 2, this manufacturing method uses a toroid-shaped rigid core body 20 having an outer shape substantially matching the tire lumen shape of the pneumatic tire 1, and uses the rigid core body 20. The unvulcanized tire forming step S1 for forming the unvulcanized tire 1N by sequentially affixing unvulcanized tire constituent members to the outer surface of the tire, and the unvulcanized tire 1N as schematically shown in FIG. And a vulcanization step S2 in which the rigid core body 20 is put into a vulcanization mold 21 and vulcanized.

前記未加硫タイヤ形成工程Ｓ１は、剛性中子体２０にインナーライナ１０形成用の部材を貼り付けるインナーライナ形成工程、カーカス７形成用の部材を貼り付けるカーカス成形工程、ビードコア５形成用の部材を貼り付けるビードコア形成工程、ビードエーペックス８形成用の部材を貼り付けるビードコア形成工程、ベルト層７形成用の部材を貼り付けるベルト成形工程、バンド層９形成用の部材を貼り付けるバンド成形工程、サイドウォールゴム１１形成用の部材を貼り付けるサイドウォール成形工程、トレッドゴム１２形成用の部材を貼り付けるトレッド成形工程等を含んで構成される。   The unvulcanized tire forming step S1 includes an inner liner forming step of attaching a member for forming the inner liner 10 to the rigid core body 20, a carcass forming step of attaching a member for forming the carcass 7, and a member for forming the bead core 5. A bead core forming step for affixing a member, a bead core forming step for affixing a member for forming a bead apex 8, a belt forming step for adhering a member for forming a belt layer 7, a band forming step for adhering a member for forming a band layer 9, a side It includes a sidewall molding process for attaching a member for forming the wall rubber 11, a tread molding process for attaching a member for forming the tread rubber 12, and the like.

このうち、前記未加硫タイヤ形成工程Ｓ１における前記カーカス成形工程以外の工程、及び前記加硫工程Ｓ２には、剛性中子体２０を用いた周知の種々のものが適宜採用でき、従って本明細書では、カーカス成形工程のみを以下に説明する。   Among these, in the steps other than the carcass forming step in the unvulcanized tire forming step S1 and the vulcanizing step S2, various well-known ones using the rigid core body 20 can be appropriately employed. Only the carcass molding process will be described below.

前記カーカス成形工程では、図４に示すように、タイヤ軸方向に引き揃えたカーカスコード３０の配列体３１がトッピングゴム３２によって被覆されかつタイヤ周方向巾Ｌ１を小とした短冊シート状の複数枚の短冊プライ片１３を用いるとともに、この複数枚の短冊プライ片１３を、図５（Ａ）、（Ｂ）に示すように、剛性中子体２０上でタイヤ周方向に順次貼り付けることにより、トロイド状のカーカス６を形成する。このとき、タイヤ周方向で隣り合う短冊プライ片１３、１３の側縁部１３ｅ、１３ｅ同士は、トレッド部２においては、互いに重なることなく近接又は接するように配されている。従って、トレッド部２ではカーカスコード３０のコード密度が略均一となり、タイヤのユニフォミティーを高く確保することができる。これに対して、サイドウォール部３においては、前記側縁部１３ｅ、１３ｅ同士が互いに重なる三角形状の重なり部Ｊが、必然的に形成される。従って、この重なり部Ｊでは、カーカスコード３０のコード密度が増加するため、加硫成形時、カーカスコードによる収縮力が局部的に高まり、前記重なり部Ｊの一部が、インナーライナ１０を押し退けてタイヤ内腔面に露出する傾向となる。   In the carcass forming step, as shown in FIG. 4, a plurality of strip sheet-like sheets in which an array 31 of carcass cords 30 aligned in the tire axial direction is covered with a topping rubber 32 and the tire circumferential width L1 is small. The strip ply pieces 13 and the plurality of strip ply pieces 13 are sequentially attached in the tire circumferential direction on the rigid core body 20 as shown in FIGS. A toroidal carcass 6 is formed. At this time, the side edge portions 13e and 13e of the strip ply pieces 13 and 13 adjacent in the tire circumferential direction are arranged in the tread portion 2 so as to be close to or in contact with each other without overlapping each other. Therefore, in the tread portion 2, the cord density of the carcass cord 30 becomes substantially uniform, and a high tire uniformity can be secured. On the other hand, in the side wall part 3, the triangular overlapping part J where the said side edge parts 13e and 13e mutually overlap is inevitably formed. Accordingly, since the cord density of the carcass cord 30 increases in the overlapping portion J, the shrinkage force due to the carcass cord is locally increased during vulcanization molding, and a part of the overlapping portion J pushes the inner liner 10 away. It tends to be exposed on the tire inner surface.

そこで本発明では、前記短冊プライ片１３に配されるカーカスコード３０のうちで、最外側に配される外のカーカスコード３０ａの温度１８０℃での熱収縮率Ｋａを、内のカーカスコード３０ｂの温度１８０℃での熱収縮率Ｋｂよりも小に設定している。これにより、加硫成形時、前記重なり部Ｊにおいて収縮力が局部的に高まるのを抑えることができる。本例では、前記短冊プライ片１３内においては、各カーカスコード３０は実質的に等しいピッチ間隔Ｐで配列している。   Accordingly, in the present invention, among the carcass cords 30 arranged on the strip ply piece 13, the outer carcass cord 30a arranged on the outermost side is expressed by the thermal contraction rate Ka at a temperature of 180 ° C. of the inner carcass cord 30b. The heat shrinkage rate Kb at a temperature of 180 ° C. is set smaller. Thereby, it is possible to suppress a local increase in contraction force at the overlapping portion J during vulcanization molding. In this example, the carcass cords 30 are arranged at substantially equal pitch intervals P in the strip ply piece 13.

本例では、外のカーカスコード３０ａと、内のカーカスコード３０ｂとでコード材質を違えることで熱収縮率Ｋａ、Ｋｂを相違させている。例えば、芳香族ポリアミド繊維の熱収縮率は略０％、レーヨン繊維の熱収縮率は略１．５〜２．５％、ナイロン繊維の熱収縮率は略２．３〜３．３％、ハイモジュラスポリエステル繊維の熱収縮率は略３．５〜４．５％、レギュラーポリエステル繊維の熱収縮率は略４．０〜５．０％である。従って、前記外のカーカスコード３０ａに相対的に熱収縮率の低い有機繊維材料を採用し、又内のカーカスコード３０ｂに相対的に熱収縮率の高い有機繊維材料を採用している。   In this example, the heat shrinkage rates Ka and Kb are made different by changing the cord material of the outer carcass cord 30a and the inner carcass cord 30b. For example, the thermal shrinkage rate of aromatic polyamide fiber is about 0%, the heat shrinkage rate of rayon fiber is about 1.5 to 2.5%, the heat shrinkage rate of nylon fiber is about 2.3 to 3.3%, high The heat shrinkage rate of the modulus polyester fiber is about 3.5 to 4.5%, and the heat shrinkage rate of the regular polyester fiber is about 4.0 to 5.0%. Accordingly, an organic fiber material having a relatively low heat shrinkage rate is employed for the outer carcass cord 30a, and an organic fiber material having a relatively high heat shrinkage rate is employed for the inner carcass cord 30b.

なお熱収縮率を相違させる他の手段として、例えば、短冊プライ片１３を形成する前段階で、予め外のカーカスコード３０ａに加熱処理を施し、ある程度の熱収縮を先に発生させておく、或いはコードにデイッピング処理する際のテンションを低くしてデイッピング処理中のコード収縮を大きくすることで、加硫時の熱収縮率を小とすることもできる。   As another means for differentiating the thermal shrinkage rate, for example, before the strip ply piece 13 is formed, the outer carcass cord 30a is preliminarily heat-treated to generate a certain amount of thermal shrinkage, or By reducing the tension when dipping the cord and increasing the cord shrinkage during the dipping treatment, the thermal shrinkage rate during vulcanization can be reduced.

ここで、未加硫タイヤ１Ｎを、剛性中子体２０ごと加硫金型２１内に投入して加硫成形する場合、従来の製造方法の如く、加硫金型内で未加硫タイヤが膨張する所謂加硫ストレッチが行われない。そのため、内のカーカスコード３０ｂの熱収縮率Ｋｂが小さ過ぎる場合には、加硫時に内のカーカスコード３０ｂがテンション力不足となって蛇行配列し、タイヤのユニフォミティーを損ねる恐れを招く。従って、内のカーカスコード３０ｂの熱収縮率Ｋｂは、３．０％以上、さらには４．０％以上であるのが好ましい。他方、外のカーカスコード３０ａは、全カーカスコード３０に占める割合が非常に低いため、熱収縮率Ｋａを小とした場合にも、ユニフォミティーに与える影響が少なく、従って、ユニフォミティーを維持しながら、重なり部Ｊにおける収縮力の上昇を抑え、重なり部Ｊの一部がインナーライナ１０を押し退けてタイヤ内腔面に露出するのを抑制することが可能となる。   Here, when the unvulcanized tire 1N is put into the vulcanization mold 21 together with the rigid core body 20 and vulcanized and molded, the unvulcanized tire is contained in the vulcanization mold as in the conventional manufacturing method. The so-called vulcanizing stretch that does not expand is not performed. For this reason, if the thermal contraction rate Kb of the inner carcass cord 30b is too small, the inner carcass cord 30b becomes meandering during vulcanization, causing a meandering arrangement, which may impair the tire uniformity. Therefore, the thermal shrinkage ratio Kb of the carcass cord 30b is preferably 3.0% or more, more preferably 4.0% or more. On the other hand, since the ratio of the outer carcass cord 30a to the entire carcass cord 30 is very low, even when the heat shrinkage ratio Ka is small, the influence on the uniformity is small, and therefore the uniformity is maintained. Thus, it is possible to suppress an increase in contraction force at the overlapping portion J, and to prevent a part of the overlapping portion J from being pushed away from the inner liner 10 and exposed to the tire cavity surface.

そのためには、外のカーカスコード３０ａの熱収縮率Ｋａを、内のカーカスコード３０ｂの熱収縮率Ｋｂの０．９倍以下、さらには０．８倍以下、さらには０．７倍以下とするのが好ましい。又熱収縮率Ｋａの下限値は、０％、即ち熱収縮率Ｋｂの０．０倍まで許容できるが、ユニフォミティーの観点から０．１倍以上が好ましい。なお内のカーカスコード３０ｂの熱収縮率Ｋｂが大き過ぎると、カーカスコード３０ｂがインナーライナ１０内に入り込む、或いは近づいて、コードルースが発生しやすくなる。従って、前記熱収縮率Ｋｂの上限は６．０％以下が好ましい。   For that purpose, the thermal contraction rate Ka of the outer carcass cord 30a is 0.9 times or less, further 0.8 times or less, and further 0.7 times or less of the heat shrinkage rate Kb of the inner carcass cord 30b. Is preferred. Further, the lower limit value of the heat shrinkage ratio Ka is allowable to 0%, that is, 0.0 times the heat shrinkage ratio Kb, but is preferably 0.1 times or more from the viewpoint of uniformity. If the thermal contraction rate Kb of the inner carcass cord 30b is too large, the carcass cord 30b enters or approaches the inner liner 10, and cord looseness is likely to occur. Therefore, the upper limit of the heat shrinkage ratio Kb is preferably 6.0% or less.

又内外のカーカスコード３０ａ、３０ｂにおいて、外のカーカスコード３０ａのコード１本当たりのモジュラスＭｏは、内のカーカスコード３０ｂのコード１本当たりのモジュラスＭｉ以下が好ましく、特にユニフォミティーの観点から、Ｍｏ／Ｍｉ＜１．０、さらには０、２＜Ｍｏ／Ｍｉ＜０．８が好ましい。なお前記モジュラスは、ＪＩＳＬ１０１７の化学繊維タイヤコード試験方法に準拠して求めたコード１本当たりの初期引張抵抗度であって、同試験方法に準拠して求めたコードの「荷重−伸張」曲線において、原点の近くで伸張変化に対する荷重変化が最大となる最大点における前記「荷重−伸張」曲線の接線の傾きを意味する。   Further, in the inner and outer carcass cords 30a and 30b, the modulus Mo per cord of the outer carcass cord 30a is preferably equal to or less than the modulus Mi per cord of the inner carcass cord 30b, and particularly from the viewpoint of uniformity. /Mi<1.0, more preferably 0 <2 <Mo / Mi <0.8. The modulus is the initial tensile resistance per cord determined in accordance with the chemical fiber tire cord test method of JISL1017. In the “load-elongation” curve of the cord determined in accordance with the test method, Means the slope of the tangent of the “load-extension” curve at the maximum point where the load change with respect to the extension change becomes maximum near the origin.

又前記短冊プライ片１３におけるタイヤ周方向の巾Ｌ１が大きすぎると、短冊プライ片１３をトレッド部２からサイドウォール部３にかけてタイヤ半径方向内側に折り曲げる際に、シワが発生してコード乱れが生じやすくなる。又、重なり部Ｊにおける周方向の重なり巾Ｗｊも広くなるため、重なり部Ｊで重なり合うカーカスコードの本数も増加し、本発明の効果が充分に発揮されなくなる。逆にタイヤ周方向の巾Ｌ１が小さすぎると、短冊プライ片１３の貼り付け工数が増して貼り付け効率の低下を招く。従って、前記巾Ｌ１は１０〜３０ｍｍの範囲が好ましく、又前記配列体３１におけるカーカスコード３０の本数は１０〜３０本が好ましい。   If the width L1 of the strip ply piece 13 in the tire circumferential direction is too large, when the strip ply piece 13 is bent from the tread portion 2 to the sidewall portion 3 inward in the tire radial direction, wrinkles are generated and cord disturbance occurs. It becomes easy. In addition, since the overlap width Wj in the circumferential direction at the overlap portion J is also widened, the number of carcass cords that overlap at the overlap portion J is also increased, and the effects of the present invention are not fully exhibited. On the contrary, if the width L1 in the tire circumferential direction is too small, the number of man-hours for affixing the strip ply piece 13 increases and the affixing efficiency is reduced. Therefore, the width L1 is preferably in the range of 10 to 30 mm, and the number of carcass cords 30 in the array 31 is preferably 10 to 30.

また前記重なり部Ｊにおけるカーカスコード３０の重なり本数Ｎは、タイヤ最大幅位置Ｑｍにおいて１〜２本、特には１本であることが好ましい。そのため前記重なり本数Ｎ本が前記範囲となるように、短冊プライ片１３の前記巾Ｗ１、及びトレッド部２においてタイヤ周方向で隣り合う短冊プライ片１３の側縁部１３ｅ同士の間隔などが予め設定される。   In addition, the number N of overlapping carcass cords 30 in the overlapping portion J is preferably 1 to 2, particularly 1 in the tire maximum width position Qm. Therefore, the width W1 of the strip ply pieces 13 and the interval between the side edge portions 13e of the strip ply pieces 13 adjacent in the tire circumferential direction in the tread portion 2 are set in advance so that the overlapping number N is within the above range. Is done.

以上、本発明の特に好ましい実施形態について詳述したが、本発明は図示の実施形態に限定されることなく、種々の態様に変形して実施しうる。   As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

図１に示す構造をなす乗用車用タイヤ（タイヤサイズ１７５／６５Ｒ１４）を、剛性中子体を用いかつ表１の仕様に基づき試作するとともに、重なり部のタイヤ内腔面への露出の発生率、及びタイヤのユニフォミティーをテストした。   The passenger car tire (tire size 175 / 65R14) having the structure shown in FIG. 1 is manufactured using a rigid core body and based on the specifications in Table 1, and the occurrence rate of exposure of the overlapping portion to the tire lumen surface, And the tire uniformity was tested.

なお従来例は、剛性中子体を用いず、円筒状の成形ドラム上で１枚のカーカスプライを周方向に一周巻きして筒状カーカスプライを形成するとともに、この筒状カーカスプライをビードコア間で膨張させてトロイド状にシェーピングする膨張工程を有する従来の一般的な製造方法で形成している。比較例、実施例は何れも剛性中子体を使用した。   In the conventional example, a cylindrical carcass ply is formed by winding one carcass ply in the circumferential direction on a cylindrical forming drum without using a rigid core, and this cylindrical carcass ply is connected between bead cores. It is formed by the conventional general manufacturing method which has the expansion | swelling process which expands by and shapes in toroid form. In each of the comparative example and the example, a rigid core was used.

表１に記載以外は、実質的に同仕様である。
短冊プライ片
・周方向巾Ｌ１ −−−２０ｍｍ、
・コード本数 −−−２０本 Except as described in Table 1, the specifications are substantially the same.
Strip ply piece ・ Circumferential width L1 --- 20mm,
・ Number of cords --- 20

（１）露出発生率：
試供タイヤをそれぞれ２０本形成し、重なり部の一部がタイヤ内腔面に露出した露出タイヤの発生本数を測定し、従来例を１００とする指数で表示した。数値が小さいほど発生本数が少なく良好である。 (1) Exposure rate:
Each of the 20 test tires was formed, and the number of exposed tires in which a part of the overlapping portion was exposed on the inner surface of the tire was measured. The smaller the number, the fewer the number of occurrences and the better.

（２）ユニフォミティー：
タイヤユニフォーミティ試験機を用い、ＪＡＳＯ Ｃ６０７：２０００の「自動車用タイヤのユニフォミティー試験方法」に準拠して、ＲＦＶを測定し、従来例を１００とする指数で表示した。数値が小さいほど良好である。測定条件は、リム（５．５Ｊ×１４）、内圧（２００ｋＰａ）、タイヤ回転速度（６０ｒｐｍ）、及び縦荷重（３．５４ｋＮ）とした。 (2) Uniformity:
Using a tire uniformity tester, RFV was measured in accordance with JASO C607: 2000 “Uniformity test method for automobile tires” and displayed as an index with a conventional example of 100. The smaller the value, the better. The measurement conditions were a rim (5.5 J × 14), internal pressure (200 kPa), tire rotation speed (60 rpm), and longitudinal load (3.54 kPa).

Figure 2012106441
Figure 2012106441

表の如く、実施例のタイヤは、優れたユニフォミティーを確保しながら、重なり部の一部がタイヤ内腔面に露出する不良を低減しうるのが確認できる。   As shown in the table, it can be confirmed that the tires of the examples can reduce defects in which a part of the overlapping portion is exposed to the tire inner surface while ensuring excellent uniformity.

２ トレッド部
３ サイドウォール部
４ ビード部
６ カーカス
１３ 短冊プライ片
１３ｅ 側縁部
２０ 剛性中子体
３０ カーカスコード
３０ａ 外のカーカスコード
３０ｂ 内のカーカスコード
３１ 配列体
３２ トッピングゴム
Ｊ 重なり部 2 Tread portion 3 Side wall portion 4 Bead portion 6 Carcass 13 Strip ply piece 13e Side edge portion 20 Rigid core body 30 Carcass cord 30a Carcass cord 31 in the outer carcass cord 30b Array 32 Topping rubber J Overlap portion

Claims (3)

トレッド部からサイドウォール部をへて両側のビード部に至るカーカスを具える空気入りタイヤの製造方法であって、
剛性中子体を用い、タイヤ軸方向に引き揃えたカーカスコードの配列体がトッピングゴムによって被覆されかつタイヤ周方向巾を小とした短冊シート状の複数枚の短冊プライ片を、前記剛性中子体上でタイヤ周方向に順次貼り付けることにより、トロイド状のカーカスを形成するカーカス成形工程を含み、
しかも前記カーカスは、前記トレッド部では、タイヤ周方向で隣り合う短冊プライ片の側縁部同士が重なることなく近接又は接して配され、かつサイドウォール部では、前記側縁部同士が重なる重なり部を有するとともに、
前記カーカスコードの配列体は、最外側に配される外のカーカスコードと、その内側に配される内のカーカスコードとからなり、かつ前記外のカーカスコードの温度１８０℃での熱収縮率Ｋａを、内のカーカスコードの温度１８０℃での熱収縮率Ｋｂよりも小としたことを特徴とする空気入りタイヤの製造方法。 A pneumatic tire manufacturing method comprising a carcass extending from a tread portion to a side wall portion to bead portions on both sides,
Using a rigid core body, a plurality of strip ply pieces in the form of a strip sheet in which an array of carcass cords aligned in the tire axial direction is covered with a topping rubber and the width in the tire circumferential direction is small, the rigid core Including a carcass forming step of forming a toroidal carcass by sequentially pasting in the tire circumferential direction on the body,
In addition, the carcass is arranged in the tread portion so that the side edges of the strip ply pieces adjacent in the tire circumferential direction do not overlap with each other without being overlapped with each other, and in the sidewall portion, the overlapping portion where the side edges overlap. And having
The array of carcass cords comprises an outer carcass cord disposed on the outermost side and an inner carcass cord disposed on the inner side thereof, and the thermal contraction rate Ka at a temperature of 180 ° C. of the outer carcass cord. Is made smaller than the thermal shrinkage rate Kb of the carcass cord at a temperature of 180 ° C. 前記外のカーカスコードの熱収縮率Ｋａは、内のカーカスコードの熱収縮率Ｋｂの０．９倍以下であることを特徴とする請求項１記載の空気入りタイヤの製造方法。   2. The method for manufacturing a pneumatic tire according to claim 1, wherein the outer carcass cord has a heat shrinkage ratio Ka of 0.9 times or less of the heat shrinkage ratio Kb of the inner carcass cord. 前記内のカーカスコードの熱収縮率Ｋｂは、３．０〜６．０％であることを特徴とする請求項１又は２記載の空気入りタイヤの製造方法。   The method of manufacturing a pneumatic tire according to claim 1 or 2, wherein the heat shrinkage ratio Kb of the carcass cord is 3.0 to 6.0%.
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