JP2013141926A - Pneumatic tire, and strip member for tire - Google Patents
Pneumatic tire, and strip member for tire Download PDFInfo
- Publication number
- JP2013141926A JP2013141926A JP2012003515A JP2012003515A JP2013141926A JP 2013141926 A JP2013141926 A JP 2013141926A JP 2012003515 A JP2012003515 A JP 2012003515A JP 2012003515 A JP2012003515 A JP 2012003515A JP 2013141926 A JP2013141926 A JP 2013141926A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- width direction
- edge
- seam
- belt
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000000470 constituent Substances 0.000 claims description 39
- 239000011347 resin Substances 0.000 claims description 30
- 229920005989 resin Polymers 0.000 claims description 30
- 239000011342 resin composition Substances 0.000 claims description 9
- 238000004519 manufacturing process Methods 0.000 abstract description 13
- 230000015556 catabolic process Effects 0.000 abstract 1
- 238000006731 degradation reaction Methods 0.000 abstract 1
- 238000000465 moulding Methods 0.000 description 26
- 239000011324 bead Substances 0.000 description 19
- 230000007423 decrease Effects 0.000 description 19
- 238000000034 method Methods 0.000 description 19
- 238000005304 joining Methods 0.000 description 13
- 230000008569 process Effects 0.000 description 10
- 229920000219 Ethylene vinyl alcohol Polymers 0.000 description 8
- 239000007789 gas Substances 0.000 description 8
- 230000006866 deterioration Effects 0.000 description 7
- 230000035699 permeability Effects 0.000 description 6
- 230000002093 peripheral effect Effects 0.000 description 5
- 230000003014 reinforcing effect Effects 0.000 description 5
- 230000002787 reinforcement Effects 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- 229920001971 elastomer Polymers 0.000 description 3
- RZXDTJIXPSCHCI-UHFFFAOYSA-N hexa-1,5-diene-2,5-diol Chemical class OC(=C)CCC(O)=C RZXDTJIXPSCHCI-UHFFFAOYSA-N 0.000 description 3
- 239000004593 Epoxy Substances 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 230000000052 comparative effect Effects 0.000 description 2
- 150000001875 compounds Chemical class 0.000 description 2
- 238000005520 cutting process Methods 0.000 description 2
- UFRKOOWSQGXVKV-UHFFFAOYSA-N ethene;ethenol Chemical compound C=C.OC=C UFRKOOWSQGXVKV-UHFFFAOYSA-N 0.000 description 2
- 239000004715 ethylene vinyl alcohol Substances 0.000 description 2
- 238000011156 evaluation Methods 0.000 description 2
- 239000000945 filler Substances 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- VGGSQFUCUMXWEO-UHFFFAOYSA-N Ethene Chemical compound C=C VGGSQFUCUMXWEO-UHFFFAOYSA-N 0.000 description 1
- 239000005977 Ethylene Substances 0.000 description 1
- 230000001154 acute effect Effects 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 229920005549 butyl rubber Polymers 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 239000000806 elastomer Substances 0.000 description 1
- 230000012447 hatching Effects 0.000 description 1
- 230000014759 maintenance of location Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
Landscapes
- Tires In General (AREA)
Abstract
Description
本発明は、空気入りタイヤおよびタイヤ用帯状部材に関し、特に、耐久性に優れる空気入りタイヤ、および、その空気入りタイヤに用いられる帯状部材に関するものである。 The present invention relates to a pneumatic tire and a strip member for a tire, and particularly relates to a pneumatic tire excellent in durability and a strip member used for the pneumatic tire.
近年、タイヤの転がり抵抗を低減する観点から、タイヤの重量低減と、内圧保持性能の向上とを両立することが求められている。そのため、タイヤの内圧を保持するためのガスバリア層としてタイヤ内面に配設されるインナーライナーには、軽量化と、耐ガス透過性の向上との双方を達成することが求められている。 In recent years, from the viewpoint of reducing the rolling resistance of a tire, it has been required to achieve both a reduction in tire weight and an improvement in internal pressure retention performance. Therefore, the inner liner disposed on the inner surface of the tire as a gas barrier layer for maintaining the internal pressure of the tire is required to achieve both weight reduction and improvement in gas permeability resistance.
そこで、軽量で、且つ、耐ガス透過性に優れるインナーライナーとして、ガス透過係数の小さい樹脂組成物を用いて形成した樹脂製フィルム層を有するインナーライナーが提案されている。具体的には、軽量で、且つ、耐ガス透過性に優れるインナーライナーとして、エチレン−ビニルアルコール共重合体（以下「ＥＶＯＨ」と略記することがある。）や、ＥＶＯＨにエポキシ化合物を反応させて得た変性エチレン−ビニルアルコール共重合体等を用いて形成した樹脂製フィルム層を有するインナーライナーが提案されている（例えば、特許文献１参照）。 Thus, an inner liner having a resin film layer formed using a resin composition having a small gas permeability coefficient has been proposed as an inner liner that is lightweight and excellent in gas permeability resistance. Specifically, as an inner liner that is lightweight and excellent in gas permeability resistance, an ethylene-vinyl alcohol copolymer (hereinafter sometimes abbreviated as “EVOH”) or an epoxy compound is reacted with EVOH. An inner liner having a resin film layer formed using the obtained modified ethylene-vinyl alcohol copolymer has been proposed (see, for example, Patent Document 1).
ここで、一般に、空気入りタイヤは、種々のタイヤ構成部材をタイヤ成形ドラムの外周面上に巻き付けて生タイヤ（グリーンタイヤ）を形成し、該生タイヤを加硫することにより製造される。そして、生タイヤの成形工程においては、拡径させたタイヤ成形ドラムの外周面に対し、インナーライナー、カーカスプライ、ベルトプライ等のタイヤ構成部材が巻き付けられる。なお、通常、インナーライナー等のタイヤ構成部材は、タイヤ成形ドラム上で両端部を所定の長さだけ重ね合わせて円筒状に接合される（即ち、オーバーラップジョイント方式で接合される。）。 Here, in general, a pneumatic tire is manufactured by winding various tire constituent members on the outer peripheral surface of a tire molding drum to form a green tire, and vulcanizing the green tire. In the green tire molding step, tire constituent members such as an inner liner, a carcass ply, and a belt ply are wound around the outer peripheral surface of the tire molding drum whose diameter has been expanded. Normally, a tire constituent member such as an inner liner is joined in a cylindrical shape with both ends overlapped by a predetermined length on a tire molding drum (that is, joined by an overlap joint method).
また、オーバーラップジョイント方式で上記インナーライナーを接合する場合には、タイヤのユニフォーミティの低下を抑制するために、複数の樹脂製シート部材を継ぎ重ねてインナーライナーを形成し、該樹脂製シート同士の継ぎ目と、インナーライナーを接合する際の継ぎ目（接合部）とをタイヤ周方向に等間隔で位置させることがある（例えば、特許文献２参照）。 Further, when joining the inner liner by an overlap joint method, in order to suppress a decrease in tire uniformity, a plurality of resin sheet members are joined together to form an inner liner, and the resin sheets are joined together. And the seam (joint part) when joining the inner liner may be positioned at equal intervals in the tire circumferential direction (see, for example, Patent Document 2).
しかし、樹脂製フィルム層を有する上記インナーライナーは、フィルム層が伸び難く、剛性が高いため、オーバーラップジョイント方式で接合した場合、フィルム層が重なり合う継ぎ目において、タイヤ径方向の引張剛性が局所的に高くなる。また、同様に、樹脂製シート同士の継ぎ目においてもタイヤ径方向の引張剛性が局所的に高くなる。 However, since the inner liner having a resin film layer is difficult to stretch and has high rigidity, when bonded by an overlap joint method, the tensile stiffness in the tire radial direction is locally increased at the joint where the film layers overlap. Get higher. Similarly, the tensile rigidity in the tire radial direction is locally increased at the joint between the resin sheets.
そのため、上記インナーライナーを用いた空気入りタイヤでは、生タイヤの成形工程においてタイヤ成形ドラムを拡径すると、インナーライナーの継ぎ目や樹脂製シート同士の継ぎ目（即ち、伸び難い部分）の近傍が他の部分よりも伸ばされることとなる。また、インナーライナーの継ぎ目や樹脂製シート同士の継ぎ目の近傍では、インナーライナーのタイヤ外周面側に隣接配置されたカーカスプライもインナーライナーと共にタイヤ周方向に伸ばされることとなる。従って、上記インナーライナーを用いた空気入りタイヤでは、生タイヤの形成中に、インナーライナーの継ぎ目や樹脂製シート同士の継ぎ目の近傍においてカーカスプライの補強コードの間隔が局所的に広がり、タイヤの圧力容器としての耐久性が局所的に低下してしまう。 Therefore, in the pneumatic tire using the inner liner, when the diameter of the tire molding drum is increased in the raw tire molding process, the vicinity of the joint between the inner liner and the joint between the resin sheets (that is, the portion that is difficult to stretch) is different. Will be stretched more than the part. Further, in the vicinity of the joint of the inner liner and the joint of the resin sheets, the carcass ply arranged adjacent to the tire outer peripheral surface side of the inner liner is also extended in the tire circumferential direction together with the inner liner. Therefore, in the pneumatic tire using the inner liner, the distance between the reinforcing cords of the carcass ply is locally increased in the vicinity of the joint of the inner liner and the joint between the resin sheets during the formation of the green tire, and the pressure of the tire is increased. The durability as a container is locally reduced.
そこで、インナーライナーの継ぎ目や樹脂製シート同士の継ぎ目の近傍における不均一な伸びの発生を抑制してカーカスプライの補強コードの間隔が局所的に広がるのを抑制する方法として、インナーライナーのフィルム層のうち少なくとも一層を継ぎ目なしの円筒状フィルム層とすることが提案されている（例えば、特許文献３参照）。 Therefore, as a method of suppressing the occurrence of uneven elongation in the vicinity of the joint of the inner liner and the joint between the resin sheets and suppressing the local expansion of the distance between the reinforcing cords of the carcass ply, the film layer of the inner liner It has been proposed that at least one layer be a seamless cylindrical film layer (see, for example, Patent Document 3).
しかし、継ぎ目なしの円筒状フィルム層を有するインナーライナーは、タイヤ成形ドラムに巻き付けることができないため、該インナーライナーを用いたタイヤの製造工程は煩雑になる。そのため、円筒状フィルム層を有するインナーライナーを用いた従来の空気入りタイヤには、耐久性の局所的な低下を抑制することはできるものの、生産性が低いという問題があった。
また、上述したような、タイヤ成形ドラムの拡径時に部材同士の継ぎ目の近傍が他の部分よりも伸び、タイヤの耐久性が局所的に低下するという問題は、インナーライナー以外の部材（例えば、カーカスやベルト）をオーバーラップジョイント方式で接合した場合にも起こり得る。しかし、インナーライナー以外の部材については、タイヤの耐久性の局所的な低下を抑制するための有効な手段が提案されていなかった。
However, since an inner liner having a seamless cylindrical film layer cannot be wound around a tire molding drum, a tire manufacturing process using the inner liner becomes complicated. Therefore, a conventional pneumatic tire using an inner liner having a cylindrical film layer has a problem that productivity is low although a local decrease in durability can be suppressed.
In addition, the problem that the vicinity of the seam between the members when expanding the diameter of the tire forming drum as described above extends more than other portions, and the durability of the tire is locally reduced is a member other than the inner liner (for example, This can also occur when a carcass or belt) is joined by an overlap joint method. However, for members other than the inner liner, an effective means for suppressing a local decrease in tire durability has not been proposed.
そこで、本発明は、圧力容器としての耐久性が優れており、且つ、容易に製造することができる空気入りタイヤを提供することを目的とする。また、本発明は、該空気入りタイヤの製造に好適に用い得る、タイヤの耐久性の局所的な低下を抑制することができるタイヤ用帯状部材を提供することを目的とする。
なお、本発明において、「タイヤ用帯状部材」には、それ自体が単独でインナーライナー、カーカスプライ、ベルトプライ等のタイヤ構成部材となる帯状部材と、複数の帯状部材を継ぎ重ねてインナーライナー、カーカスプライ、ベルトプライ等のタイヤ構成部材を形成する際の各帯状部材との双方が含まれる。
Accordingly, an object of the present invention is to provide a pneumatic tire that is excellent in durability as a pressure vessel and can be easily manufactured. Moreover, an object of this invention is to provide the strip | belt-shaped member for tires which can suppress the local fall of the durability of a tire which can be used suitably for manufacture of this pneumatic tire.
In the present invention, the “tire band member for tire” itself includes a belt-shaped member that itself is a tire constituent member such as an inner liner, a carcass ply, and a belt ply, and an inner liner that is formed by stacking a plurality of belt-shaped members. Both of the belt-shaped members when forming tire constituent members such as a carcass ply and a belt ply are included.
本発明者は、上記目的を達成するために鋭意検討を行った。そして、本発明者は、タイヤ成形ドラムを用いた生タイヤの成形工程では、タイヤ赤道面側の拡張率（伸び）がビード部側の拡張率よりも大きいため、タイヤ用帯状部材をオーバーラップジョイント方式で接合した場合には特にタイヤ赤道面側でタイヤの耐久性が局所的に低下し易いことを見出した。そこで、本発明者は更に検討を重ね、タイヤ用帯状部材を重ね合わせる量（オーバーラップ量）をタイヤ用帯状部材の幅方向に変化させることでタイヤの耐久性が局所的に低下するのを抑制し得ることを見出し、本発明を完成させた。 The inventor has intensively studied to achieve the above object. Then, the present inventor, in the green tire molding process using the tire molding drum, the expansion ratio (elongation) on the tire equatorial plane side is larger than the expansion ratio on the bead portion side. It has been found that the durability of the tire tends to decrease locally, particularly on the tire equatorial plane side, when joining by the method. Therefore, the present inventor has further studied and suppresses the tire durability from being locally lowered by changing the amount of overlap of the tire strip member (overlap amount) in the width direction of the tire strip member. The present invention has been completed.
即ち、この発明は、上記課題を有利に解決することを目的とするものであり、本発明の空気入りタイヤは、タイヤ周方向に連続して延びるタイヤ構成部材を備える空気入りタイヤであって、前記タイヤ構成部材は、一つ以上のタイヤ用帯状部材よりなり、且つ、タイヤ用帯状部材のタイヤ周方向端部同士をタイヤ径方向に重ね合わせて接合する継ぎ目を少なくとも一つ有し、前記継ぎ目のタイヤ周方向に沿う寸法が、タイヤ赤道面側で小さく、前記タイヤ構成部材の幅方向両端側で大きいことを特徴とする。このように、タイヤ構成部材を一つ以上のタイヤ用帯状部材を接合して形成すれば、タイヤ成形ドラムを用いてタイヤを製造する際の製造工程が煩雑化するのを抑制することができる。また、タイヤ用帯状部材のタイヤ周方向端部同士の継ぎ目のタイヤ周方向に沿う寸法を、タイヤ赤道面側で小さくし、タイヤ構成部材の幅方向両端側で大きくすれば、継ぎ目のタイヤ赤道面側におけるタイヤ径方向の引張剛性を小さくすることができる。従って、生タイヤの成形工程においてタイヤ成形ドラムを拡径させた際に継ぎ目のタイヤ赤道面側の近傍が他の部分よりも伸ばされるのを抑制して、タイヤの耐久性が局所的に低下するのを抑制することができる。
なお、本発明において、「タイヤ用帯状部材のタイヤ周方向端部同士をタイヤ径方向に重ね合わせて接合する」とは、タイヤ構成部材が一つのタイヤ用帯状部材のみからなる場合には、該タイヤ用帯状部材のタイヤ周方向一方の端部と、タイヤ周方向他方の端部とを接合することを指し、タイヤ構成部材が二つ以上のタイヤ用帯状部材を接合してなる場合には、互いに接合されるタイヤ用帯状部材のタイヤ周方向端部同士を接合することを指す。
That is, this invention aims to solve the above-mentioned problem advantageously, and the pneumatic tire of the present invention is a pneumatic tire comprising a tire constituent member extending continuously in the tire circumferential direction, The tire constituent member is composed of one or more tire belt-shaped members, and has at least one seam that overlaps and joins the tire circumferential ends of the tire belt-shaped members in the tire radial direction, and the seam The size along the tire circumferential direction is small on the tire equatorial plane side and large on both ends in the width direction of the tire constituent member. As described above, if the tire constituent member is formed by joining one or more belt-like members for tires, it is possible to suppress the complicated manufacturing process when manufacturing the tire using the tire forming drum. In addition, if the dimension along the tire circumferential direction of the seam between the tire circumferential ends of the belt-shaped member for tire is reduced on the tire equatorial plane side and increased on both ends in the width direction of the tire constituent member, the tire equatorial plane of the seam The tensile rigidity in the tire radial direction on the side can be reduced. Therefore, when the diameter of the tire molding drum is expanded in the green tire molding process, the vicinity of the tire equatorial plane side of the seam is prevented from being stretched more than other parts, and the durability of the tire is locally reduced. Can be suppressed.
In the present invention, "the tire circumferential end portions of the tire belt-like members are overlapped and joined in the tire radial direction" means that when the tire constituent member is composed of only one tire belt-like member, It refers to joining one end of the tire strip member in the tire circumferential direction and the other end portion in the tire circumferential direction, and when the tire component member is formed by joining two or more tire strip members, It refers to joining the ends in the tire circumferential direction of the belt-like members for tire to be joined together.
ここで、本発明の空気入りタイヤは、前記継ぎ目のタイヤ周方向両端縁が、タイヤ周方向に対して一方向に傾斜していることが好ましい。継ぎ目のタイヤ周方向端縁をタイヤ周方向に対して一方向に傾斜させれば、タイヤ構成部材の全幅に亘って継ぎ目のタイヤ周方向端縁の位置をタイヤ周方向に異ならせることができるので、タイヤの耐久性が局所的に低下するのを更に抑制することができるからである。 Here, in the pneumatic tire of the present invention, it is preferable that both ends of the seam in the tire circumferential direction are inclined in one direction with respect to the tire circumferential direction. If the tire circumferential edge of the seam is inclined in one direction with respect to the tire circumferential direction, the position of the tire circumferential edge of the seam can be varied in the tire circumferential direction over the entire width of the tire constituent member. This is because it is possible to further suppress a local decrease in the durability of the tire.
また、本発明の空気入りタイヤは、前記継ぎ目のタイヤ周方向一方の端縁は、タイヤ周方向に対して第１の傾斜角度で傾斜し、前記タイヤ構成部材の幅方向一方の端縁から幅方向他方の端縁に向かって延びる直線よりなり、前記継ぎ目のタイヤ周方向他方の端縁は、タイヤ周方向に対して前記第１の傾斜角度よりも小さい第２の傾斜角度で傾斜し、前記タイヤ構成部材の幅方向一方の端縁からタイヤ赤道面に向かって延びる第１の直線と、タイヤ周方向に対して前記第１の傾斜角度よりも大きい第３の傾斜角度で傾斜し、タイヤ赤道面から前記タイヤ構成部材の幅方向他方の端縁に向かって延びる第２の直線とからなることが好ましい。このように構成すれば、タイヤ構成部材の全幅に亘って継ぎ目のタイヤ周方向端縁の位置をタイヤ周方向に異ならせつつ、継ぎ目のタイヤ周方向に沿う寸法をタイヤ赤道面側で小さくすることができるからである。 In the pneumatic tire of the present invention, one edge in the tire circumferential direction of the seam is inclined at a first inclination angle with respect to the tire circumferential direction, and the width from one edge in the width direction of the tire constituent member The other edge of the seam in the tire circumferential direction is inclined at a second inclination angle smaller than the first inclination angle with respect to the tire circumferential direction, A first straight line extending from one edge in the width direction of the tire constituent member toward the tire equator plane, and a third inclination angle greater than the first inclination angle with respect to the tire circumferential direction; It is preferable to consist of a 2nd straight line extended toward the other edge of the width direction of the said tire structural member from a surface. If comprised in this way, the dimension along the tire circumferential direction of a seam is made small on the tire equatorial plane side, varying the position of the tire circumferential edge of the seam in the tire circumferential direction over the entire width of the tire constituent member. Because you can.
更に、本発明の空気入りタイヤは、前記継ぎ目のタイヤ周方向に対する傾斜角度が、８５°以下であることが好ましい。継ぎ目のタイヤ周方向に対する傾斜角度を８５°以下とすれば、他の部分と比較して質量が大きくなる継ぎ目の位置をタイヤ周方向に分散させ、タイヤのユニフォーミティの悪化を抑制することができるからである。
なお、本発明において、「継ぎ目のタイヤ周方向に対する傾斜角度」とは、継ぎ目のタイヤ周方向端縁の幅方向端同士を結ぶ直線と、タイヤ周方向に沿う線とがなす角度（鋭角側）を指す。因みに、継ぎ目のタイヤ周方向一方の端縁とタイヤ周方向他方の端縁とで直線の傾斜角度が異なっている場合には、両方の傾斜角度が８５°以下であることが必要である。
Furthermore, in the pneumatic tire of the present invention, it is preferable that an inclination angle with respect to a tire circumferential direction of the seam is 85 ° or less. If the angle of inclination with respect to the tire circumferential direction of the seam is 85 ° or less, the position of the seam where the mass is increased compared to other portions can be dispersed in the tire circumferential direction, and deterioration of tire uniformity can be suppressed. Because.
In the present invention, the “inclination angle with respect to the tire circumferential direction of the seam” means an angle (acute angle side) formed by a straight line connecting widthwise ends of the tire circumferential edge of the seam and a line along the tire circumferential direction. Point to. Incidentally, when the linear inclination angle is different between one edge of the seam in the tire circumferential direction and the other edge in the tire circumferential direction, both inclination angles need to be 85 ° or less.
また、本発明の空気入りタイヤは、前記継ぎ目のタイヤ周方向に沿う寸法が、タイヤ赤道面位置から前記タイヤ構成部材の幅方向端縁位置に向かって漸増することが好ましい。タイヤ成形ドラムを用いた生タイヤの成形工程におけるタイヤ構成部材の拡張率（伸び）は、ビード部側からタイヤ赤道面側に向かって漸増するからである。即ち、継ぎ目のタイヤ周方向に沿う寸法をタイヤ赤道面位置からタイヤ構成部材の幅方向端縁位置に向かって漸増させれば、拡張率の大きい部分ほど継ぎ目のタイヤ径方向の引張剛性を小さくして、タイヤの耐久性が局所的に低下するのを効率的に抑制することができるからである。 In the pneumatic tire of the present invention, it is preferable that the dimension along the tire circumferential direction of the seam gradually increases from the tire equatorial plane position toward the edge position in the width direction of the tire constituent member. This is because the expansion rate (elongation) of the tire constituent member in the green tire molding process using the tire molding drum gradually increases from the bead portion side toward the tire equatorial plane side. In other words, if the dimension along the tire circumferential direction of the seam is gradually increased from the position of the tire equatorial plane toward the edge in the width direction of the tire component, the tensile stiffness in the tire radial direction of the seam is reduced as the expansion rate increases. This is because it is possible to efficiently suppress a local decrease in the durability of the tire.
更に、本発明の空気入りタイヤは、タイヤ赤道面位置における前記継ぎ目のタイヤ周方向に沿う寸法が、前記タイヤ構成部材の幅方向端縁位置における前記継ぎ目のタイヤ周方向に沿う寸法の１５％以上８５％以下であることが好ましい。タイヤ赤道面位置における継ぎ目のタイヤ周方向寸法が、幅方向端縁位置における継ぎ目のタイヤ周方向寸法の１５％未満の場合、タイヤ用帯状部材のタイヤ周方向端部同士が良好に接着しないことがあるからである。また、タイヤ赤道面位置における継ぎ目のタイヤ周方向寸法が、幅方向端縁位置における継ぎ目のタイヤ周方向寸法の８５％超の場合、継ぎ目のタイヤ赤道面側におけるタイヤ径方向の引張剛性を十分に小さくすることが困難だからである Furthermore, in the pneumatic tire of the present invention, the dimension along the tire circumferential direction of the seam at the tire equatorial plane position is 15% or more of the dimension along the tire circumferential direction of the seam at the edge position in the width direction of the tire constituent member. It is preferably 85% or less. When the tire circumferential direction dimension of the seam at the tire equatorial plane position is less than 15% of the tire circumferential direction dimension of the seam at the width direction edge position, the tire circumferential end parts of the belt-shaped member for tire may not be bonded well. Because there is. In addition, when the tire circumferential direction dimension of the seam at the tire equatorial plane position is more than 85% of the tire circumferential direction dimension of the seam at the width direction edge position, the tensile rigidity in the tire radial direction on the tire equatorial plane side of the seam is sufficient. Because it is difficult to make it smaller
また、本発明の空気入りタイヤは、前記継ぎ目のタイヤ周方向に沿う寸法が、前記タイヤ構成部材の幅方向端縁位置において５ｍｍ以上３０ｍｍ以下であることが好ましい。タイヤ構成部材の幅方向端縁位置における継ぎ目のタイヤ周方向寸法が５ｍｍ未満の場合、タイヤ用帯状部材のタイヤ周方向端部同士が良好に接着しないことがあるからである。また、タイヤ構成部材の幅方向端縁位置における継ぎ目のタイヤ周方向寸法が３０ｍｍ超の場合、タイヤ構成部材の重量が増加すると共に、タイヤ構成部材の幅方向端側における継ぎ目のタイヤ径方向の引張剛性が増加してタイヤの耐久性が局所的に低下するからである。 In the pneumatic tire of the present invention, the dimension along the tire circumferential direction of the seam is preferably 5 mm or more and 30 mm or less at the edge position in the width direction of the tire constituent member. This is because when the tire circumferential direction dimension of the seam at the width direction edge position of the tire constituent member is less than 5 mm, the tire circumferential end portions of the tire belt-like member may not be bonded well. Further, when the tire circumferential dimension of the seam at the width direction edge position of the tire constituent member exceeds 30 mm, the weight of the tire constituent member increases, and the tire radial tension at the seam end side of the tire constituent member increases. This is because the rigidity increases and the durability of the tire decreases locally.
そして、本発明の空気入りタイヤは、前記タイヤ構成部材が、タイヤ内面に配設されたインナーライナーであり、前記タイヤ用帯状部材は、樹脂組成物を用いて形成した樹脂製フィルム層を少なくとも一層含むことが好ましい。樹脂製フィルム層を含むインナーライナーは、フィルム層が伸び難く、剛性が高いため、上述したタイヤの耐久性の局所的な低下が起こり易いからである。 In the pneumatic tire of the present invention, the tire constituent member is an inner liner disposed on the inner surface of the tire, and the tire strip member includes at least one resinous film layer formed using a resin composition. It is preferable to include. This is because the inner liner including the resin film layer is difficult to stretch and has high rigidity, so that the above-described local deterioration of the durability of the tire is likely to occur.
また、この発明は、上記課題を有利に解決することを目的とするものであり、本発明のタイヤ用帯状部材は、平面視帯状で、幅方向に直交する延在方向の寸法が、幅方向中央側で小さく、幅方向両端側で大きいことを特徴とする。このように、延在方向の寸法を、幅方向中央側で小さくし、幅方向両端側で大きくすれば、該タイヤ用帯状部材の延在方向端部同士を接合した際に、延在方向に沿う継ぎ目の長さを幅方向中央側で短くすることができる。従って、タイヤ用帯状部材を用いて製造した空気入りタイヤの耐久性が局所的に低下するのを抑制することができる。 Moreover, this invention aims at solving the said subject advantageously, The strip | belt-shaped member for tires of this invention is planar shape, and the dimension of the extending direction orthogonal to the width direction is width direction. It is small at the center side and large at both ends in the width direction. Thus, if the dimension in the extending direction is reduced on the center side in the width direction and increased on both ends in the width direction, the ends in the extending direction of the belt-like members for tires are joined together in the extending direction. It is possible to shorten the length of the seam along the center side in the width direction. Therefore, it can suppress that the durability of the pneumatic tire manufactured using the strip | belt-shaped member for tires falls locally.
ここで、本発明のタイヤ用帯状部材は、延在方向両端縁が、延在方向に対して一方向に傾斜していることが好ましい。延在方向端縁を延在方向に対して一方向に傾斜させれば、該タイヤ用帯状部材の延在方向端部同士を接合した際に、継ぎ目の延在向端縁の位置を延在方向に異ならせることができるからである。即ち、タイヤ用帯状部材を用いて空気入りタイヤを製造した際に、タイヤの耐久性が局所的に低下するのを更に抑制することができるからである。 Here, as for the strip | belt-shaped member for tires of this invention, it is preferable that the extending direction both-ends edge inclines in one direction with respect to the extending direction. If the extending direction edge is inclined in one direction with respect to the extending direction, the position of the extending direction edge of the seam is extended when the extending direction ends of the belt-like member for tire are joined to each other. This is because the direction can be different. That is, when a pneumatic tire is manufactured using the belt-shaped member for tire, it is possible to further suppress the local decrease in the durability of the tire.
また、本発明のタイヤ用帯状部材は、延在方向一方の端縁は、延在方向に対して第１の傾斜角度で傾斜し、幅方向一方の端縁から幅方向他方の端縁に向かって延びる直線よりなり、延在方向他方の端縁は、延在方向に対して前記第１の傾斜角度よりも小さい第２の傾斜角度で傾斜し、幅方向一方の端縁から幅方向中央に向かって延びる第１の直線と、延在方向に対して前記第１の傾斜角度よりも大きい第３の傾斜角度で傾斜し、幅方向中央から幅方向他方の端縁に向かって延びる第２の直線とからなることが好ましい。このように構成すれば、タイヤ用帯状部材を用いて空気入りタイヤを製造した際に、タイヤ用帯状部材の延在方向端部同士の継ぎ目のタイヤ周方向端縁の位置をタイヤ周方向に異ならせつつ、継ぎ目のタイヤ周方向に沿う寸法をタイヤ赤道面側で小さくすることができるからである。 In the tire belt-like member of the present invention, one end edge in the extending direction is inclined at a first inclination angle with respect to the extending direction, and extends from one end edge in the width direction to the other end edge in the width direction. The other end edge in the extending direction is inclined at a second inclination angle smaller than the first inclination angle with respect to the extending direction, and extends from one end edge in the width direction to the center in the width direction. A second straight line extending toward the other edge in the width direction from the center in the width direction. The second straight line extends toward the other edge in the width direction. It is preferable to consist of a straight line. If comprised in this way, when manufacturing a pneumatic tire using the strip | belt-shaped member for tires, the position of the tire circumferential direction edge of the seam of the extension direction edge parts of the strip | belt-shaped member for tires will differ in a tire circumferential direction. This is because the dimension along the tire circumferential direction of the seam can be reduced on the tire equatorial plane side.
更に、本発明のタイヤ用帯状部材は、延在方向一方の端縁の幅方向端同士を結ぶ直線の延在方向に対する傾斜角度が８５°以下であり、延在方向他方の端縁の幅方向端同士を結ぶ直線の延在方向に対する傾斜角度が８５°以下であることが好ましい。このように構成すれば、タイヤ用帯状部材を用いて空気入りタイヤを製造した際に、タイヤ用帯状部材の延在方向端部同士の継ぎ目の傾斜角度を８５°以下としてタイヤのユニフォーミティの悪化を抑制することができるからである。 Furthermore, in the belt-shaped member for tire according to the present invention, the inclination angle with respect to the extending direction of the straight line connecting the ends in the width direction of one end edge is 85 ° or less, and the width direction of the other end edge in the extending direction It is preferable that the inclination angle with respect to the extending direction of the straight line connecting the ends is 85 ° or less. If comprised in this way, when manufacturing a pneumatic tire using the strip | belt-shaped member for tires, the inclination angle of the seam of the extension direction edge parts of the strip | belt-shaped member for tires shall be 85 degrees or less, and the uniformity of a tire deteriorates It is because it can suppress.
また、本発明のタイヤ用帯状部材は、延在方向の寸法が、幅方向中央位置から幅方向端縁位置に向かって漸増することが好ましい。タイヤ成形ドラムを用いた生タイヤの成形工程におけるタイヤ構成部材の拡張率（伸び）は、ビード部側からタイヤ赤道面側に向かって漸増するからである。即ち、継ぎ目のタイヤ周方向に沿う寸法をタイヤ赤道面位置からタイヤ構成部材の幅方向端縁位置に向かって漸増させれば、拡張率の大きい部分ほど継ぎ目のタイヤ径方向の引張剛性を小さくして、タイヤの耐久性が局所的に低下するのを効率的に抑制することができるからである。 Moreover, it is preferable that the dimension of the extending direction of the strip | belt-shaped member for tires of this invention increases gradually from the width direction center position toward the width direction edge position. This is because the expansion rate (elongation) of the tire constituent member in the green tire molding process using the tire molding drum gradually increases from the bead portion side toward the tire equatorial plane side. In other words, if the dimension along the tire circumferential direction of the seam is gradually increased from the position of the tire equatorial plane toward the edge in the width direction of the tire component, the tensile stiffness in the tire radial direction of the seam is reduced as the expansion rate increases. This is because it is possible to efficiently suppress a local decrease in the durability of the tire.
そして、本発明のタイヤ用帯状部材は、樹脂組成物を用いて形成した樹脂製フィルム層を少なくとも一層含むことが好ましい。樹脂製フィルム層を含むタイヤ用帯状部材は、フィルム層が伸び難く、剛性が高いため、タイヤに用いた際に上述したタイヤの耐久性の局所的な低下を起こし易いからである。 And it is preferable that the strip | belt-shaped member for tires of this invention contains at least one resin film layer formed using the resin composition. This is because the belt-like member for a tire including a resin film layer is difficult to stretch and has high rigidity, and therefore, when used in a tire, the above-described local deterioration of the durability of the tire is likely to occur.
本発明によれば、圧力容器としての耐久性が優れており、且つ、容易に製造することができる空気入りタイヤを提供することができる。また、本発明によれば、該空気入りタイヤの製造に好適に用い得る、タイヤの耐久性の局所的な低下を抑制することができるタイヤ用帯状部材を提供することができる。 ADVANTAGE OF THE INVENTION According to this invention, the durability as a pressure vessel is excellent, and the pneumatic tire which can be manufactured easily can be provided. Moreover, according to this invention, the strip | belt-shaped member for tires which can suppress the local fall of the durability of a tire which can be used suitably for manufacture of this pneumatic tire can be provided.
以下、図面を参照して本発明の実施の形態を詳細に説明する。ここで、本発明の空気入りタイヤは、インナーライナー等のタイヤ内部に配設されたタイヤ構成部材を、所定形状のタイヤ用帯状部材を所定形状の継ぎ目となるように接合して構成したことを特徴とする。
なお、以下では、本発明の空気入りタイヤの一例として、本発明に係るタイヤ用帯状部材を用いてインナーライナー（タイヤ構成部材）を形成した場合について説明する。しかし、本発明の空気入りタイヤは、インナーライナー以外のタイヤ構成部材（例えば、ベルトやカーカス）を本発明に係るタイヤ用帯状部材を用いて形成したものであっても良い。
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Here, the pneumatic tire of the present invention is configured by joining tire constituent members disposed inside the tire, such as an inner liner, so that a belt-like member for a predetermined shape is joined to form a seam of a predetermined shape. Features.
In addition, below, the case where an inner liner (tire constituent member) is formed using the strip | belt-shaped member for tires which concerns on this invention as an example of the pneumatic tire of this invention is demonstrated. However, the pneumatic tire of the present invention may be one in which a tire constituent member (for example, a belt or a carcass) other than the inner liner is formed using the tire strip member according to the present invention.
＜空気入りタイヤ＞
図１に、本発明に従う空気入りタイヤの一例のタイヤ幅方向断面の概略構成を示す。ここで、図１に示す空気入りタイヤ１０は、トレッド部１と、トレッド部１の側部からタイヤ径方向内方に延びる一対のサイドウォール部２と、各サイドウォール部２のタイヤ径方向内方に連なるビード部３とを備えている。
<Pneumatic tire>
FIG. 1 shows a schematic configuration of a cross section in the tire width direction of an example of a pneumatic tire according to the present invention. Here, the pneumatic tire 10 shown in FIG. 1 includes a tread portion 1, a pair of sidewall portions 2 extending inward in the tire radial direction from the side portions of the tread portion 1, and tire sidewalls 2 in the tire radial direction. And a bead portion 3 connected to the side.
また、空気入りタイヤ１０は、一対のビード部３間に延在する１プライからなるラジアルカーカス５を備えている。ここで、ラジアルカーカス５は、トレッド部１から一対のサイドウォール部２を介して一対のビード部３にわたってトロイド状に延び、ビード部３内に埋設された断面略六角形のビードコア４の周りでタイヤ幅方向内側からタイヤ幅方向外側に向かって折り返されてなる。なお、図１ではカーカスプライのプライ数を１プライとした場合を示しているが、本発明の空気入りタイヤでは、プライ数は必要に応じて２プライ以上とすることができる。また、本発明の空気入りタイヤでは、カーカスの折り返し形式は特に限定されることはなく、カーカスは例えばビードコアの周りに巻き付けられていても良い。 The pneumatic tire 10 also includes a radial carcass 5 made of one ply extending between the pair of bead portions 3. Here, the radial carcass 5 extends in a toroidal shape from the tread portion 1 to the pair of bead portions 3 via the pair of sidewall portions 2, and around the bead core 4 having a substantially hexagonal cross section embedded in the bead portion 3. It is folded from the inner side in the tire width direction toward the outer side in the tire width direction. Although FIG. 1 shows a case where the number of carcass plies is 1 ply, in the pneumatic tire of the present invention, the number of plies can be 2 plies or more as required. In the pneumatic tire of the present invention, the carcass folding back form is not particularly limited, and the carcass may be wound around, for example, a bead core.
更に、トレッド部１のラジアルカーカス５のタイヤ径方向外側（クラウン部外周側）には、タイヤ周方向に対して所定の角度で配列されたコードをゴム被覆してなるベルト層６１，６２，６３を３層配設してなるベルト６が埋設されている。そして、ベルト６のタイヤ径方向外側には、トレッドゴムが配設されており、該トレッドゴムの表面（即ち、トレッド部踏面）には、複数本の溝９が形成されている。なお、図１では、ベルト６が、合計３層のベルト層６１，６２，６３からなる場合を示しているが、本発明の空気入りタイヤでは、ベルト層の数は任意の層数とすることができる。 Further, belt layers 61, 62, 63 are formed by rubber-covering cords arranged at a predetermined angle with respect to the tire circumferential direction on the radial outer side (crown outer circumferential side) of the radial carcass 5 of the tread portion 1. A belt 6 formed by arranging three layers is embedded. A tread rubber is disposed on the outer side of the belt 6 in the tire radial direction, and a plurality of grooves 9 are formed on the surface of the tread rubber (that is, the tread surface). In addition, in FIG. 1, although the case where the belt 6 consists of a total of three belt layers 61, 62, and 63 is shown, in the pneumatic tire of the present invention, the number of belt layers should be an arbitrary number of layers. Can do.
また、ビード部３のビードコア４のタイヤ径方向外側には、ラジアルカーカス５に沿ってタイヤ径方向外方に向けて厚みが漸減する断面略三角形のビードフィラー７が配設されている。 In addition, a bead filler 7 having a substantially triangular cross section is disposed on the outer side in the tire radial direction of the bead core 4 of the bead portion 3 along the radial carcass 5 and gradually decreases in thickness toward the outer side in the tire radial direction.
そして、空気入りタイヤ１０は、ラジアルカーカス５の内面側、より具体的には空気入りタイヤ１０の内周面に、耐ガス透過性に優れる（即ち、ガス透過係数の小さい）材料からなるインナーライナー８を備えている。 The pneumatic tire 10 is an inner liner made of a material having excellent gas permeation resistance (that is, having a small gas permeability coefficient) on the inner surface side of the radial carcass 5, more specifically, on the inner peripheral surface of the pneumatic tire 10. 8 is provided.
なお、空気入りタイヤ１０では、ラジアルカーカス５、ベルト６、インナーライナー８などの各部材はタイヤ赤道面Ｃを中心として面対称に配設されている。即ち、ラジアルカーカス５、ベルト６、インナーライナー８などの各部材の幅方向中心位置とタイヤ赤道面Ｃの位置とは一致する。 In the pneumatic tire 10, the members such as the radial carcass 5, the belt 6, and the inner liner 8 are disposed symmetrically about the tire equatorial plane C. That is, the center position in the width direction of each member such as the radial carcass 5, the belt 6, and the inner liner 8 is coincident with the position of the tire equatorial plane C.
＜インナーライナー＞
ここで、空気入りタイヤ１０のタイヤ構成部材としてのインナーライナー８は、空気入りタイヤ１０の全周に亘って連続して延在している。そして、このインナーライナー８は、図２（ａ）に示すような平面視形状のタイヤ用帯状部材８０を複数接合して形成されている。具体的には、インナーライナー８は、赤道面Ｃ位置におけるタイヤ周方向断面を図２（ｂ）に示すように、３つのタイヤ用帯状部材８０をタイヤ周方向に連続するように接合して形成されている。なお、空気入りタイヤ１０のユニフォーミティの悪化を抑制する観点からは、タイヤ用帯状部材８０同士を接合する継ぎ目はタイヤ周方向に等間隔で位置していることが好ましい。
因みに、インナーライナー８は複数のタイヤ用帯状部材の端部同士をタイヤ径方向に重ね合わせて接合することにより形成したが、本発明の空気入りタイヤでは、長尺のタイヤ用帯状部材を一つのみ用いてインナーライナーを形成しても良い。そして、一つのタイヤ用帯状部材を用いてインナーライナーを形成する場合には、タイヤ用帯状部材の一方の端部と他方の端部とを接合することにより、一箇所の継ぎ目を有するインナーライナーを形成する。
<Inner liner>
Here, the inner liner 8 as a tire constituent member of the pneumatic tire 10 extends continuously over the entire circumference of the pneumatic tire 10. The inner liner 8 is formed by joining a plurality of tire strip members 80 having a plan view shape as shown in FIG. Specifically, the inner liner 8 is formed by joining three tire strip members 80 so as to be continuous in the tire circumferential direction, as shown in FIG. Has been. In addition, from the viewpoint of suppressing deterioration of the uniformity of the pneumatic tire 10, it is preferable that the seams that join the tire strip members 80 are positioned at equal intervals in the tire circumferential direction.
Incidentally, the inner liner 8 is formed by overlapping and joining the end portions of a plurality of tire strip members in the tire radial direction. However, in the pneumatic tire of the present invention, one long tire strip member is provided. The inner liner may be formed only by using. And when forming an inner liner using one belt-like member for tires, an inner liner having one seam is formed by joining one end and the other end of the belt-like member for tires. Form.
インナーライナー８を構成するタイヤ用帯状部材８０は、図２（ａ）に示すように、帯状で、幅方向（図２（ａ）では左右方向）に直交する方向（図２（ａ）では上下方向）に延在している。そして、タイヤ用帯状部材８０同士は、インナーライナー８を形成する際に延在方向両端部同士を重ね合わせて接合される。即ち、空気入りタイヤ１０では、インナーライナー８を構成するタイヤ用帯状部材８０の延在方向と、空気入りタイヤ１０のタイヤ周方向とが一致する。 As shown in FIG. 2 (a), the tire strip member 80 constituting the inner liner 8 is strip-shaped, and is perpendicular to the width direction (left and right direction in FIG. 2 (a)) (up and down in FIG. 2 (a)). Direction). The tire strip members 80 are joined to each other with the ends in the extending direction being overlapped when the inner liner 8 is formed. That is, in the pneumatic tire 10, the extending direction of the tire strip member 80 constituting the inner liner 8 matches the tire circumferential direction of the pneumatic tire 10.
ここで、タイヤ用帯状部材８０は、延在方向両端縁が、延在方向に対して一方向に（図２（ａ）では右下がりに）傾斜している。より具体的には、タイヤ用帯状部材８０は、延在方向一方（図２（ａ）では下側）の端縁が、延在方向に対して第１の傾斜角度θ1で傾斜する直線８１よりなる。また、タイヤ用帯状部材８０の延在方向他方（図２（ａ）では上側）の端縁は、タイヤ用帯状部材８０の幅方向一方（図２（ａ）では左側）の端縁Ｅからタイヤ用帯状部材８０の幅方向中央Ｃまで延びる第１の直線８２と、幅方向中央Ｃから幅方向他方（図２（ａ）では右側）の端縁Ｅまで延びる第２の直線８３とからなるＶ字状をしている。そして、第１の直線８２は、延在方向に対して第１の傾斜角度θ1よりも小さい第２の傾斜角度θ2で傾斜している。また、第２の直線８３は、延在方向に対して第１の傾斜角度θ1よりも大きい第３の傾斜角度θ3で傾斜している。 Here, as for the strip | belt-shaped member 80 for tires, the extending direction both-ends edge inclines in one direction with respect to the extending direction (in FIG. More specifically, the belt-like member 80 for tire has a straight line 81 whose one end in the extending direction (the lower side in FIG. 2A) is inclined at the first inclination angle θ 1 with respect to the extending direction. It becomes more. Further, the other edge in the extending direction of the belt member 80 for the tire (upper side in FIG. 2A) is from the edge E on the one side in the width direction of the tire belt member 80 (left side in FIG. 2A) to the tire. V which consists of the 1st straight line 82 extended to the width direction center C of the strip | belt-shaped member 80, and the 2nd straight line 83 extended from the width direction center C to the edge E of the other width direction (right side in FIG. 2A). It has a letter shape. The first straight line 82 is inclined at a second inclination angle θ 2 smaller than the first inclination angle θ 1 with respect to the extending direction. Further, the second straight line 83 is inclined at a third inclination angle θ 3 that is larger than the first inclination angle θ 1 with respect to the extending direction.
従って、タイヤ用帯状部材８０は、延在方向の寸法が、幅方向中央Ｃ位置から幅方向端縁Ｅ位置に向かって漸増している。即ち、タイヤ用帯状部材８０では、延在方向の寸法が、幅方向中央側で小さく、幅方向両端側で大きい。 Therefore, the dimension of the extending direction of the belt-shaped member for tire 80 is gradually increased from the position C in the width direction toward the position of the edge E in the width direction. That is, in the strip member 80 for tires, the dimension in the extending direction is small on the center side in the width direction and large on both ends in the width direction.
更に、タイヤ用帯状部材８０では、延在方向一方（図２（ａ）では下側）の端縁の幅方向端８４Ａ，８４Ｂ同士を結ぶ直線８１の延在方向に対する傾斜角度（第１の傾斜角度θ1）が８５°以下、好ましくは５°以上８５°以下である。また、タイヤ用帯状部材８０では、延在方向他方（図２（ａ）では上側）の端縁の幅方向端８４Ｃ，８４Ｄ同士を結ぶ直線（図２（ａ）中、二点鎖線で示す。）の延在方向に対する傾斜角度は、直線８１の延在方向に対する傾斜角度と等しい。 Further, in the tire strip member 80, an inclination angle (first inclination) with respect to the extending direction of the straight line 81 connecting the width direction ends 84A and 84B of one end in the extending direction (the lower side in FIG. 2A). The angle θ 1 ) is 85 ° or less, preferably 5 ° or more and 85 ° or less. Moreover, in the strip | belt-shaped member 80 for tires, it shows with the dashed line in FIG. 2 (a) which connects the width direction ends 84C and 84D of the other edge (upper side in FIG. 2 (a)) of the edge direction. ) With respect to the extending direction is equal to the inclined angle with respect to the extending direction of the straight line 81.
そして、タイヤ用帯状部材８０は、タイヤ用帯状部材８０の延在方向一方の端部と、該タイヤ用帯状部材８０に接合される別のタイヤ用帯状部材８０の延在方向他方の端部とを接合して長尺の帯状部材を形成した後に、該長尺の帯状部材の延在方向一方の端部と延在方向他方の端部とを接合することによりインナーライナー８とされる。即ち、タイヤ用帯状部材８０の端部同士は、インナーライナーとされた際にタイヤ径方向に重なり合うように接合される。 The tire strip member 80 includes one end portion in the extending direction of the tire strip member 80 and the other end portion in the extending direction of another tire strip member 80 joined to the tire strip member 80. Are joined to each other in the extending direction and the other end in the extending direction to form the inner liner 8. That is, the ends of the belt-shaped member for tire 80 are joined so as to overlap in the tire radial direction when they are used as the inner liner.
ここで、インナーライナー８を構成するタイヤ用帯状部材８０の端部同士が重なり合って接合される部分（継ぎ目）の形状は、図２（ａ）に斜線で示すような形状となる。
具体的には、継ぎ目の幅方向両端縁（インナーライナー８の幅方向両端縁）は、タイヤ周方向に沿う直線形状となる。また、継ぎ目は、タイヤ周方向一方（図２（ａ）では下側）の端縁が、タイヤ用帯状部材８０の延在方向一方の端縁に対応した直線形状となり、タイヤ周方向他方（図２（ａ）では上側）の端縁が、タイヤ用帯状部材８０の延在方向他方の端縁に対応したＶ字形状となる。従って、継ぎ目のタイヤ周方向両端縁は、タイヤ周方向に対して一方向に（図２（ａ）では右下がりに）傾斜する。
Here, the shape of the portion (joint) where the end portions of the tire belt-shaped member 80 constituting the inner liner 8 are overlapped and joined is the shape shown by the oblique lines in FIG.
Specifically, both ends in the width direction of the seam (both ends in the width direction of the inner liner 8) have a linear shape along the tire circumferential direction. Further, the end of one end in the tire circumferential direction (the lower side in FIG. 2A) has a straight line shape corresponding to one end in the extending direction of the belt member 80 for the tire, and the other end in the tire circumferential direction (see FIG. 2 (a), the upper edge) has a V-shape corresponding to the other edge in the extending direction of the belt-like member 80 for the tire. Accordingly, both ends of the seam in the tire circumferential direction are inclined in one direction (lower right in FIG. 2A) with respect to the tire circumferential direction.
更に、インナーライナー８では、継ぎ目の幅方向中央（タイヤ赤道面Ｃ位置）におけるタイヤ周方向に沿う寸法ＷCが、継ぎ目の幅方向両端Ｅ位置におけるタイヤ周方向に沿う寸法ＷEよりも小さくなる。より具体的には、継ぎ目のタイヤ周方向に沿う寸法は、タイヤ赤道面Ｃ位置からインナーライナー８の幅方向端縁Ｅ位置に向かって漸増する。即ち、空気入りタイヤ１０では、インナーライナー８を構成するタイヤ用帯状部材８０の継ぎ目のタイヤ周方向に沿う寸法は、タイヤ赤道面Ｃ側で小さくなり、各ビード部４側で大きくなる。 Further, in the inner liner 8, the dimension W C along the tire circumferential direction at the center in the width direction of the seam (the tire equatorial plane C position) is smaller than the dimension W E along the tire circumferential direction at the width E both ends of the seam. . More specifically, the dimension along the tire circumferential direction of the seam gradually increases from the tire equatorial plane C position toward the width direction edge E position of the inner liner 8. That is, in the pneumatic tire 10, the dimension along the tire circumferential direction of the seam of the tire strip member 80 constituting the inner liner 8 becomes smaller on the tire equatorial plane C side and larger on each bead portion 4 side.
そして、上記構成を有するインナーライナー８では、継ぎ目のタイヤ周方向に沿う寸法（タイヤ用帯状部材８０のオーバーラップ量）がタイヤ赤道面Ｃ側で小さいので、継ぎ目のタイヤ径方向の引張剛性が、ビード部４側よりもタイヤ赤道面Ｃ側で小さくなる。従って、インナーライナー８を備える空気入りタイヤ１０では、タイヤ製造時の生タイヤの成形工程においてタイヤ成形ドラムの外周面上に少なくともインナーライナー８およびラジアルカーカス５を巻き付けた状態でタイヤ成形ドラムを拡径させた際にタイヤの耐久性が局所的に低下するのを抑制することができる。即ち、空気入りタイヤ１０では、タイヤ成形ドラムの拡張率が大きいタイヤ赤道面Ｃ側のタイヤ径方向の引張剛性を拡張率が小さいビード部４側のタイヤ径方向の引張剛性よりも小さくして、タイヤ成形ドラムを拡径した際の継ぎ目のタイヤ赤道面Ｃの近傍の伸びの量を小さくすることができる。従って、空気入りタイヤ１０では、生タイヤの成形工程における継ぎ目のタイヤ赤道面Ｃの近傍の伸びの量を小さくして、インナーライナー８のタイヤ径方向外側に隣接配置されたラジアルカーカス５の補強コード配列間隔がタイヤ成形ドラムの拡径時に局所的に広がる（即ち、単位長さ当たりの補強コード打ち込み本数が減る）のを抑制することができる。そのため、このインナーライナー８を備える空気入りタイヤ１０では、生タイヤの成形工程においてラジアルカーカス５の補強コードの配列間隔が局所的に広がるのを抑制し、タイヤの圧力容器としての耐久性が局所的に低下するのを抑制することができる。 And in the inner liner 8 having the above configuration, since the dimension along the tire circumferential direction of the seam (the overlap amount of the belt-like member 80 for the tire) is small on the tire equatorial plane C side, the tensile stiffness in the tire radial direction of the seam is It becomes smaller on the tire equatorial plane C side than on the bead portion 4 side. Therefore, in the pneumatic tire 10 including the inner liner 8, the diameter of the tire molding drum is increased in a state where at least the inner liner 8 and the radial carcass 5 are wound around the outer peripheral surface of the tire molding drum in the green tire molding process at the time of tire manufacture. When this is done, it is possible to suppress a local decrease in the durability of the tire. That is, in the pneumatic tire 10, the tensile stiffness in the tire radial direction on the tire equatorial plane C side where the expansion rate of the tire forming drum is large is made smaller than the tensile stiffness in the tire radial direction on the bead portion 4 side where the expansion rate is small, The amount of elongation in the vicinity of the tire equator plane C when the diameter of the tire forming drum is expanded can be reduced. Accordingly, in the pneumatic tire 10, the reinforcement cord of the radial carcass 5 disposed adjacent to the outer side in the tire radial direction of the inner liner 8 is reduced by reducing the amount of elongation in the vicinity of the tire equatorial plane C of the seam in the green tire molding process. It is possible to prevent the arrangement interval from locally expanding when the tire molding drum is expanded (that is, the number of reinforcement cords driven per unit length is reduced). Therefore, in the pneumatic tire 10 including the inner liner 8, the arrangement interval of the reinforcing cords of the radial carcass 5 is suppressed from locally expanding in the green tire molding process, and the durability of the tire as a pressure vessel is locally increased. Can be suppressed.
なお、この空気入りタイヤ１０では、インナーライナー８の継ぎ目のタイヤ周方向に沿う寸法が、タイヤ赤道面Ｃ位置からインナーライナー８の幅方向端縁Ｅ位置に向かって漸増している。一方、タイヤ成形ドラムを用いた生タイヤの成形工程におけるインナーライナー８やラジアルカーカス５等の拡張率（伸び）は、ビード部４側からタイヤ赤道面Ｃ側に向かって漸増する。従って、この空気入りタイヤ１０では、拡張率の大きい部分（タイヤ赤道面Ｃ側）ほど継ぎ目のタイヤ径方向の引張剛性を小さくして、タイヤの耐久性が局所的に低下するのを効率的に抑制することができる。 In the pneumatic tire 10, the dimension along the tire circumferential direction of the seam of the inner liner 8 gradually increases from the tire equatorial plane C position toward the width direction edge E position of the inner liner 8. On the other hand, the expansion ratio (elongation) of the inner liner 8 and the radial carcass 5 in the green tire molding process using the tire molding drum gradually increases from the bead portion 4 side toward the tire equatorial plane C side. Therefore, in this pneumatic tire 10, the tensile rigidity in the tire radial direction of the seam is reduced in the portion with the larger expansion rate (the tire equatorial plane C side), and the tire durability is effectively reduced locally. Can be suppressed.
また、この空気入りタイヤ１０では、インナーライナー８の継ぎ目のタイヤ周方向両端縁がタイヤ周方向に対して一方向に（図２（ａ）では右下がりに）傾斜しているので、継ぎ目のタイヤ周方向端縁の位置がインナーライナー８の全幅に亘ってタイヤ周方向に異なっている。従って、生タイヤの成形工程においてタイヤ成形ドラムを拡径した際に、継ぎ目の剛性の高さに起因して継ぎ目の近傍においてタイヤ周方向に長く延びる部分を、インナーライナー８の全幅に亘ってタイヤ周方向に異ならせることができる。そのため、この空気入りタイヤ１０では、継ぎ目の近傍においてタイヤ周方向に長く延びる部分（即ち、ラジアルカーカス５が補強コード間隔の広がる方向に大きな力を受ける部分）をタイヤ周方向にも分散させ、タイヤの圧力容器としての耐久性が局所的に低下するのを更に抑制することができる。
因みに、空気入りタイヤ１０では、インナーライナー８を構成するタイヤ用帯状部材８０の延在方向一方の端縁が直線８１よりなり、延在方向他方の端縁が第１の直線８２および第２の直線８３よりなる。従って、複雑な裁断加工を要することなくタイヤ用帯状部材８０を製造して、インナーライナー８の継ぎ目のタイヤ周方向に沿う寸法をタイヤ赤道面側で小さくすると共に、継ぎ目のタイヤ周方向両端縁をタイヤ周方向に対して一方向に傾斜させることができる。具体的には、タイヤ用帯状部材８０の製造時に複雑な裁断加工を要することなく、インナーライナー８の継ぎ目の形状を、タイヤ周方向一方の端縁がタイヤ周方向に対して第１の傾斜角度θ1で傾斜する直線よりなり、タイヤ周方向他方の端縁がタイヤ周方向に対して第２の傾斜角度θ2で傾斜してインナーライナー８の幅方向一方の端縁Ｅからタイヤ赤道面Ｃまで延びる第１の直線と、タイヤ周方向に対して第３の傾斜角度θ3で傾斜してタイヤ赤道面Ｃからインナーライナー８の幅方向他方の端縁Ｅまで延びる第２の直線とよりなり、幅方向両端縁がタイヤ周方向に沿って延びる直線よりなる形状とすることができる。
Further, in this pneumatic tire 10, both end edges in the tire circumferential direction of the seam of the inner liner 8 are inclined in one direction with respect to the tire circumferential direction (lower right in FIG. 2A). The position of the circumferential edge is different in the tire circumferential direction over the entire width of the inner liner 8. Therefore, when the diameter of the tire molding drum is increased in the green tire molding process, the portion extending in the tire circumferential direction in the vicinity of the seam due to the high rigidity of the seam extends over the entire width of the inner liner 8. It can be varied in the circumferential direction. Therefore, in this pneumatic tire 10, a portion extending in the tire circumferential direction in the vicinity of the seam (that is, a portion where the radial carcass 5 receives a large force in the direction in which the reinforcing cord interval is widened) is also dispersed in the tire circumferential direction. It can be further suppressed that the durability as a pressure vessel is locally lowered.
Incidentally, in the pneumatic tire 10, one end edge in the extending direction of the strip member 80 for tire constituting the inner liner 8 is a straight line 81, and the other end edge in the extending direction is the first straight line 82 and the second straight line 82. It consists of a straight line 83. Therefore, the tire strip member 80 is manufactured without requiring a complicated cutting process, and the dimension along the tire circumferential direction of the seam of the inner liner 8 is reduced on the tire equatorial plane side, and both end edges in the tire circumferential direction of the seam are formed. The tire can be inclined in one direction with respect to the tire circumferential direction. Specifically, the shape of the seam of the inner liner 8 is the first inclination angle with respect to the tire circumferential direction with respect to the shape of the seam of the inner liner 8 without requiring complicated cutting when manufacturing the belt-shaped member 80 for the tire. It consists of a straight line inclined at θ 1 , and the other edge in the tire circumferential direction is inclined at a second inclination angle θ 2 with respect to the tire circumferential direction, and the tire equatorial plane C extends from one edge E in the width direction of the inner liner 8. And a second straight line extending from the tire equatorial plane C to the other edge E in the width direction of the inner liner 8 with a third inclination angle θ 3 with respect to the tire circumferential direction. The width direction both end edges can be formed of a straight line extending along the tire circumferential direction.
また、空気入りタイヤ１０では、インナーライナー８を構成するタイヤ用帯状部材８０の延在方向一方の端縁の幅方向端８４Ａ，８４Ｂ同士を結ぶ直線８１の延在方向に対する傾斜角度が８５°以下である。また、タイヤ用帯状部材８０の延在方向他方の端縁の幅方向端８４Ｃ，８４Ｄ同士を結ぶ直線の延在方向に対する傾斜角度も８５°以下である。従って、空気入りタイヤ１０では、インナーライナー８の継ぎ目のタイヤ周方向に対する傾斜角度を８５°以下として、継ぎ目の位置をタイヤ周方向に分散させることができる。そのため、空気入りタイヤ１０では、他の部分と比較して質量が大きくなる継ぎ目の位置をタイヤ周方向に分散させて、タイヤのユニフォーミティの悪化を抑制することができる。なお、継ぎ目のタイヤ周方向に対する傾斜角度は５°以上であることが好ましい。継ぎ目のタイヤ周方向に対する傾斜角度が５°未満の場合、継ぎ目の長さが長くなり、成形ドラム上での作業性が悪化するからである。 Further, in the pneumatic tire 10, the inclination angle with respect to the extending direction of the straight line 81 connecting the width direction ends 84 </ b> A and 84 </ b> B of one end edge of the tire strip 80 constituting the inner liner 8 is 85 ° or less. It is. Moreover, the inclination angle with respect to the extending direction of the straight line connecting the width direction ends 84C and 84D of the other end edge in the extending direction of the belt-like member 80 for tire is also 85 ° or less. Therefore, in the pneumatic tire 10, the angle of inclination of the inner liner 8 with respect to the tire circumferential direction of the seam can be 85 ° or less, and the position of the seam can be dispersed in the tire circumferential direction. Therefore, in the pneumatic tire 10, the position of the seam where the mass is larger than other portions can be dispersed in the tire circumferential direction, and deterioration of the tire uniformity can be suppressed. The inclination angle with respect to the tire circumferential direction of the seam is preferably 5 ° or more. This is because when the inclination angle of the seam with respect to the tire circumferential direction is less than 5 °, the length of the seam becomes long and workability on the forming drum is deteriorated.
なお、空気入りタイヤ１０のインナーライナー８では、タイヤ赤道面Ｃ位置における継ぎ目のタイヤ周方向に沿う寸法ＷCが、インナーライナー８の幅方向両端Ｅ位置における継ぎ目のタイヤ周方向に沿う寸法ＷEの１５％以上８５％以下であることが好ましい。寸法ＷCが寸法ＷEの１５％未満の場合、継ぎ目のタイヤ周方向の寸法が小さくなり、タイヤ用帯状部材８０のタイヤ周方向端部同士が良好に接着しないことがあるからである。また、寸法ＷCが寸法ＷEの８５％超の場合、継ぎ目のタイヤ周方向の寸法が大きくなり、継ぎ目のタイヤ赤道面Ｃ側におけるタイヤ径方向の引張剛性を十分に小さくすることが困難だからである。因みに、インナーライナー８の幅方向一端と幅方向他端とで継ぎ目のタイヤ周方向に沿う寸法が互いに異なる場合には、「寸法ＷE」は、幅方向端における継ぎ目のタイヤ周方向に沿う寸法のうち短い方のタイヤ周方向寸法を指す。 In the inner liner 8 of the pneumatic tire 10, the dimension W C along the tire circumferential direction of the seam at the tire equatorial plane C position is the dimension W E along the tire circumferential direction of the seam at both ends E in the width direction of the inner liner 8. It is preferable that they are 15% or more and 85% or less. This is because when the dimension W C is less than 15% of the dimension W E , the dimension in the tire circumferential direction of the seam becomes small, and the tire circumferential end portions of the tire strip member 80 may not be bonded well. Further, when the dimension W C is more than 85% of the dimension W E , the dimension in the tire circumferential direction becomes large, and it is difficult to sufficiently reduce the tensile stiffness in the tire radial direction on the tire equatorial plane C side. It is. Incidentally, when the dimension along the tire circumferential direction of the seam is different between the width direction one end and the width direction other end of the inner liner 8, the “dimension W E ” is the dimension along the tire circumferential direction of the seam at the width direction end. The shorter tire circumferential dimension is indicated.
更に、空気入りタイヤ１０のインナーライナー８では、インナーライナー８の幅方向両端Ｅ位置における継ぎ目のタイヤ周方向に沿う寸法ＷEが５ｍｍ以上３０ｍｍ以下であることが好ましい。寸法ＷEが５ｍｍ未満の場合、継ぎ目のタイヤ周方向の寸法が小さくなり、タイヤ用帯状部材８０のタイヤ周方向端部同士が良好に接着しないことがあるからである。また、寸法ＷEが３０ｍｍ超の場合、継ぎ目のタイヤ周方向の寸法が大きくなり、インナーライナー８の重量が増加すると共に、インナーライナー８の幅方向端側における継ぎ目のタイヤ径方向の引張剛性が増加してタイヤの耐久性が局所的に低下する可能性があるからである。 Furthermore, in the inner liner 8 of the pneumatic tire 10, it is preferable that the dimension W E along the tire circumferential direction of the seam at the positions E in the width direction of the inner liner 8 is 5 mm or more and 30 mm or less. When the dimension W E is less than 5 mm, the tire circumferential dimension of the seam is reduced, because the tire circumferential direction end portions of the belt-shaped member 80 for tire may not adhere well. Further, when the dimension W E is 30mm greater than the tire circumferential dimension of the seam is increased, along with the weight of the inner liner 8 is increased, the tensile stiffness in the tire radial direction of the seam in the width direction end side of the inner liner 8 This is because the tire durability may locally decrease and increase.
なお、上述した空気入りタイヤ１０では、インナーライナー８の継ぎ目のタイヤ周方向に沿う寸法をタイヤ赤道面Ｃ位置からインナーライナー８の幅方向端縁Ｅ位置に向かって漸増させたが、本発明の空気入りタイヤでは、タイヤ赤道面Ｃ位置における寸法ＷCが幅方向端縁Ｅ位置寸法ＷEよりも小さければ、継ぎ目のタイヤ周方向に沿う寸法を漸増させなくても良い。 In the pneumatic tire 10 described above, the dimension along the tire circumferential direction of the seam of the inner liner 8 is gradually increased from the tire equatorial plane C position toward the width direction edge E position of the inner liner 8. In the pneumatic tire, if the dimension W C at the tire equatorial plane C position is smaller than the width direction edge E position dimension W E, the dimension along the tire circumferential direction of the seam may not be gradually increased.
因みに、上述した空気入りタイヤ１０のインナーライナー８を構成するタイヤ用帯状部材としては、特に限定されることなく、ガス透過係数の小さい樹脂組成物を用いて形成した樹脂製フィルム層、或いは、該樹脂製フィルム層を少なくとも一層有する積層体を用いることができる。 Incidentally, as the belt-like member for tire constituting the inner liner 8 of the pneumatic tire 10 described above, a resin film layer formed using a resin composition having a small gas permeability coefficient, or the A laminate having at least one resin film layer can be used.
具体的には、樹脂製フィルム層としては、例えば特許文献２（特開２００９−４０１１７号公報）に記載されているような、２０℃、６５％ＲＨにおける酸素透過係数が３．０×１０-12ｃｍ3・ｃｍ／cｍ2・ｓｅｃ・ｃｍＨｇ以下である樹脂製フィルム層を用いることができる。より具体的には、樹脂製フィルム層としては、エチレン含有量が２５〜５０モル％のエチレン−ビニルアルコール共重合体１００質量部に対し、エポキシ化合物１〜５０質量部を反応させて得られる変性エチレン−ビニルアルコール共重合体を含む樹脂組成物よりなる層を用いることができる。なお、変性エチレン−ビニルアルコール共重合体を含む樹脂組成物には、温度２３℃におけるヤング率が５００ＭＰａ以下の柔軟樹脂を１０〜３０質量％分散させることが好ましい。
また、樹脂製フィルム層を少なくとも一層有する積層体としては、特に限定されることなく、樹脂製フィルム層と、ブチルゴム等のエラストマーからなる補助層との積層体を用いることができる。
Specifically, the resin film layer has an oxygen transmission coefficient of 3.0 × 10 − at 20 ° C. and 65% RH as described in, for example, Patent Document 2 (Japanese Patent Laid-Open No. 2009-40117). A resin film layer of 12 cm 3 · cm / cm 2 · sec · cmHg or less can be used. More specifically, the resin film layer is obtained by reacting 1 to 50 parts by mass of an epoxy compound with 100 parts by mass of an ethylene-vinyl alcohol copolymer having an ethylene content of 25 to 50 mol%. A layer made of a resin composition containing an ethylene-vinyl alcohol copolymer can be used. In addition, it is preferable to disperse | distribute 10-30 mass% of flexible resins whose Young's modulus in the temperature of 23 degreeC is 500 Mpa or less to the resin composition containing a modified ethylene-vinyl alcohol copolymer.
The laminate having at least one resin film layer is not particularly limited, and a laminate of a resin film layer and an auxiliary layer made of an elastomer such as butyl rubber can be used.
以上、図面を参照して本発明の空気入りタイヤおよびタイヤ用帯状部材の一例について説明したが、本発明の空気入りタイヤおよびタイヤ用帯状部材は上記一例に限定されることは無い。そして、本発明の空気入りタイヤおよびタイヤ用帯状部材には、適宜変更を加えることができる。 As mentioned above, although an example of the pneumatic tire and the strip | belt member for tires of this invention was demonstrated with reference to drawings, the pneumatic tire and the strip | belt member for tires of this invention are not limited to the said example. And it can change suitably to the pneumatic tire of this invention, and the strip | belt-shaped member for tires.
具体的には、本発明のタイヤ用帯状部材は、例えば図３（ａ）〜（ｄ）に示すような平面視形状のものであってもよい。また、本発明の空気入りタイヤは、図３（ａ）〜（ｄ）に示すようなタイヤ用帯状部材を用いてインナーライナーやカーカスプライ等のベルト構成部材を形成した空気入りタイヤであってもよい。 Specifically, the belt-like member for tire of the present invention may have a plan view shape as shown in FIGS. 3 (a) to 3 (d), for example. Further, the pneumatic tire of the present invention may be a pneumatic tire in which a belt constituent member such as an inner liner or a carcass ply is formed using a tire strip member as shown in FIGS. 3 (a) to 3 (d). Good.
ここで、図３（ａ）に示すタイヤ用帯状部材８０Ａは、延在方向一方（図３（ａ）では下側）の端縁が、延在方向に対して直交する（即ち、タイヤ用帯状部材８０Ａの幅方向に沿って延びる）直線８１Ａよりなる。また、タイヤ用帯状部材８０Ａの延在方向他方（図３（ａ）では上側）の端縁は、タイヤ用帯状部材８０Ａの幅方向一方（図３（ａ）では左側）の端縁Ｅからタイヤ用帯状部材８０Ａの幅方向中央Ｃまで延びる第１の直線８２Ａと、幅方向中央Ｃから幅方向他方（図３（ａ）では右側）の端縁Ｅまで延びる第２の直線８３ＡとからなるＶ字状をしている。そして、タイヤ用帯状部材８０Ａは幅方向中心線Ｃを対称軸とした線対称形状をしている。即ち、第１の直線８２Ａと第２の直線８３Ａとはタイヤ用帯状部材８０Ａの延在方向に対して互いに反対方向に傾斜しており、タイヤ用帯状部材８０Ａの延在方向他方の端縁の幅方向両端は、同一の幅方向線上に位置している。なお、タイヤ用帯状部材８０Ａの端部同士が重なり合って接合される部分（継ぎ目）の形状は、図３（ａ）に斜線で示すような形状となる。従って、タイヤ用帯状部材８０Ａを用いて製造した空気入りタイヤでは、耐久性が局所的に低下するのを抑制することができる。 Here, in the tire strip member 80A shown in FIG. 3 (a), one end of the extending direction (the lower side in FIG. 3 (a)) is orthogonal to the extending direction (that is, the tire strip shape). A straight line 81A extending along the width direction of the member 80A. In addition, the other edge in the extending direction of the belt member 80A for the tire (the upper side in FIG. 3A) extends from the edge E on the one side in the width direction of the tire belt member 80A (the left side in FIG. 3A) to the tire. V formed of a first straight line 82A extending to the center C in the width direction of the band-shaped member 80A and a second straight line 83A extending from the center C in the width direction to the other edge E on the other side in the width direction (right side in FIG. 3A). It has a letter shape. The tire band member 80A has a line-symmetric shape with the center line C in the width direction as the axis of symmetry. That is, the first straight line 82A and the second straight line 83A are inclined in directions opposite to each other with respect to the extending direction of the tire strip member 80A, and the other end edge of the tire strip member 80A is extended. Both ends in the width direction are located on the same width direction line. In addition, the shape of the portion (seam) where the end portions of the belt-like member 80A for tire are overlapped and joined is the shape shown by the oblique lines in FIG. Therefore, in the pneumatic tire manufactured using the tire strip member 80A, it is possible to suppress a local decrease in durability.
また、図３（ｂ）に示すタイヤ用帯状部材８０Ｂは、延在方向一方（図３（ｂ）では下側）の端縁が、タイヤ用帯状部材８０Ｂの幅方向一方（図３（ｂ）では左側）の端縁Ｅからタイヤ用帯状部材８０Ｂの幅方向中央Ｃまで延びる第１の直線８１Ｂと、幅方向中央Ｃから幅方向他方（図３（ａ）では右側）の端縁Ｅまで延びる第２の直線８５ＢとからなるＶ字状をしている。また、タイヤ用帯状部材８０Ｂの延在方向他方（図３（ａ）では上側）の端縁も、タイヤ用帯状部材８０Ｂの幅方向一方の端縁Ｅからタイヤ用帯状部材８０Ｂの幅方向中央Ｃまで延びる第３の直線８２Ｂと、幅方向中央Ｃから幅方向他方の端縁Ｅまで延びる第４の直線８３ＢとからなるＶ字状をしている。そして、タイヤ用帯状部材８０Ｂは幅方向中心線Ｃを対称軸とした線対称形状をしている。即ち、第１の直線８１Ｂと第２の直線８５Ｂとはタイヤ用帯状部材８０Ｂの延在方向に対して互いに反対方向に傾斜しており、第３の直線８２Ｂと第４の直線８３Ｂとはタイヤ用帯状部材８０Ｂの延在方向に対して互いに反対方向に傾斜している。そして、タイヤ用帯状部材８０Ｂの延在方向端縁の幅方向両端は、同一の幅方向線上に位置している。なお、タイヤ用帯状部材８０Ｂの端部同士が重なり合って接合される部分（継ぎ目）の形状は、図３（ｂ）に斜線で示すような形状となる。従って、タイヤ用帯状部材８０Ｂを用いて製造した空気入りタイヤでは、耐久性が局所的に低下するのを抑制することができる。 Further, in the tire strip 80B shown in FIG. 3 (b), one end in the extending direction (the lower side in FIG. 3 (b)) is one end in the width direction of the tire strip 80B (FIG. 3 (b)). In this case, the first straight line 81B extends from the edge E on the left side to the center C in the width direction of the belt member 80B for the tire, and extends to the edge E on the other side in the width direction (right side in FIG. 3A) from the center C in the width direction. It has a V shape consisting of the second straight line 85B. Further, the other edge in the extending direction of the tire strip member 80B (the upper side in FIG. 3A) also has a width direction center C of the tire strip member 80B from one edge E in the width direction of the tire strip member 80B. And a fourth straight line 83B extending from the center C in the width direction to the other edge E in the width direction. The belt-like member 80B for tire has a line-symmetric shape with the center line C in the width direction as an axis of symmetry. That is, the first straight line 81B and the second straight line 85B are inclined in directions opposite to each other with respect to the extending direction of the belt member 80B for the tire, and the third straight line 82B and the fourth straight line 83B are the tires. They are inclined in directions opposite to each other with respect to the extending direction of the band-shaped member 80B. And the width direction both ends of the extending direction edge of the strip | belt-shaped member 80B for tires are located on the same width direction line. In addition, the shape of the part (joint) where the edge parts of the belt-shaped member for tire 80B are overlapped and joined is a shape as shown by hatching in FIG. Therefore, in the pneumatic tire manufactured using the tire strip member 80B, it is possible to suppress the local decrease in durability.
更に、図３（ｃ）に示すタイヤ用帯状部材８０Ｃは、延在方向一方（図３（ｃ）では下側）の端縁が、延在方向に対して直交する（即ち、タイヤ用帯状部材８０Ｃの幅方向に沿って延びる）直線８１Ｃよりなる。また、タイヤ用帯状部材８０Ｃの延在方向他方（図３（ｃ）では上側）の端縁は、延在方向一方に向かって凸の二次曲線８２Ｃよりなる。そして、タイヤ用帯状部材８０Ｃは幅方向中心線Ｃを対称軸とした線対称形状をしており、タイヤ用帯状部材８０Ｃの延在方向他方の端縁の幅方向両端は、同一の幅方向線上に位置している。なお、タイヤ用帯状部材８０Ｃの端部同士が重なり合って接合される部分（継ぎ目）の形状は、図３（ｃ）に斜線で示すような形状となる。従って、タイヤ用帯状部材８０Ｃを用いて製造した空気入りタイヤでは、耐久性が局所的に低下するのを抑制することができる。 Further, in the tire strip 80C shown in FIG. 3C, one end of the extending direction (the lower side in FIG. 3C) is perpendicular to the extending direction (that is, the tire strip) A straight line 81C extending in the width direction of 80C. Further, the other end edge (the upper side in FIG. 3C) of the tire strip member 80 </ b> C is formed of a quadratic curve 82 </ b> C that protrudes in the extending direction. The strip member 80C for tire has a line-symmetric shape with the center line C in the width direction as an axis of symmetry, and both ends in the width direction of the other edge in the extending direction of the strip member 80C for tire are on the same width direction line. Is located. It should be noted that the shape of the portion (joint) where the end portions of the tire belt-like member 80C are overlapped and joined is the shape shown by the oblique lines in FIG. Therefore, in the pneumatic tire manufactured using the tire strip member 80C, it is possible to suppress a local decrease in durability.
また、図３（ｄ）に示すタイヤ用帯状部材８０Ｄは、延在方向一方（図３（ｄ）では下側）の端縁が、タイヤ用帯状部材８０Ｄの幅方向一方（図３（ｄ）では左側）の端縁Ｅからタイヤ用帯状部材８０Ｄの幅方向中央Ｃまで幅方向に沿って延びる第１の直線８１Ｄと、幅方向中央Ｃから幅方向他方（図３（ｄ）では右側）の端縁Ｅまで延びる第２の直線８５Ｄとからなる。また、タイヤ用帯状部材８０Ｄの延在方向他方（図３（ｄ）では上側）の端縁は、タイヤ用帯状部材８０Ｄの幅方向一方の端縁Ｅからタイヤ用帯状部材８０Ｄの幅方向中央Ｃまで延びる第３の直線８２Ｄと、幅方向中央Ｃから幅方向他方の端縁Ｅまで幅方向に沿って延びる第４の直線８３Ｄとからなる。そして、タイヤ用帯状部材８０Ｄは点対称形状をしている。即ち、第２の直線８５Ｄと第３の直線８２Ｄとはタイヤ用帯状部材８０Ｄの延在方向に対して互いに同一方向に傾斜している。なお、タイヤ用帯状部材８０Ｄの端部同士が重なり合って接合される部分（継ぎ目）の形状は、図３（ｄ）に斜線で示すような形状となる。従って、タイヤ用帯状部材８０Ｄを用いて製造した空気入りタイヤでは、耐久性が局所的に低下するのを抑制することができる。また、他の部分と比較して質量が大きくなる継ぎ目の位置をタイヤ周方向に分散させ、タイヤのユニフォーミティの悪化を抑制することもできる。 Further, in the tire strip member 80D shown in FIG. 3D, one end in the extending direction (the lower side in FIG. 3D) is one end in the width direction of the tire strip member 80D (FIG. 3D). The first straight line 81D extending in the width direction from the edge E on the left side to the center C in the width direction of the tire strip member 80D, and the other in the width direction from the center C in the width direction (on the right side in FIG. 3D). The second straight line 85D extends to the edge E. Further, the other edge in the extending direction of the tire strip member 80D (the upper side in FIG. 3D) is the center C in the width direction of the tire strip member 80D from one edge E in the width direction of the tire strip member 80D. And a fourth straight line 83D extending along the width direction from the center C in the width direction to the other edge E in the width direction. The tire strip member 80D has a point-symmetric shape. That is, the second straight line 85D and the third straight line 82D are inclined in the same direction with respect to the extending direction of the tire strip member 80D. In addition, the shape of the portion (seam) where the end portions of the belt-like member 80D for tire are overlapped and joined is a shape as shown by the oblique lines in FIG. Therefore, in the pneumatic tire manufactured using the tire strip member 80D, it is possible to suppress a local decrease in durability. Further, the position of the seam where the mass is increased compared with other portions can be dispersed in the tire circumferential direction, and deterioration of tire uniformity can be suppressed.
以下、実施例により本発明を更に詳細に説明するが、本発明は下記の実施例に何ら限定されるものではない。 EXAMPLES Hereinafter, although an Example demonstrates this invention further in detail, this invention is not limited to the following Example at all.
（実施例１）
表１に示す諸元で、図２（ａ）に示すような構成を有する樹脂製フィルム層（タイヤ用帯状部材）を作製した。なお、樹脂製フィルム層は、変性エチレン−ビニルアルコール共重合体を含む樹脂組成物よりなる。
そして、作製した樹脂製フィルム層をインナーライナーとして用い、タイヤ成形ドラムを使用してサイズが１９５／６５Ｒ１５の空気入りラジアルタイヤを作製した。そして、以下の方法で性能を評価した。結果を表１に示す。
Example 1
With the specifications shown in Table 1, a resin film layer (tire strip member) having a configuration as shown in FIG. The resin film layer is made of a resin composition containing a modified ethylene-vinyl alcohol copolymer.
A pneumatic radial tire having a size of 195 / 65R15 was produced using the produced resin film layer as an inner liner and a tire molding drum. And the performance was evaluated by the following method. The results are shown in Table 1.
（従来例１）
表１に示す諸元で、平面視形状を長方形とした以外は実施例１の樹脂製フィルム層と同様の構成を有する樹脂製フィルム層（タイヤ用帯状部材）を作製した。
そして、作製した樹脂製フィルム層をインナーライナーとして用い、実施例１と同様にしてサイズが１９５／６５Ｒ１５の空気入りラジアルタイヤを作製した。そして、以下の方法で性能を評価した。結果を表１に示す。
(Conventional example 1)
Resin film layers (strip-shaped members for tires) having the same configuration as the resin film layer of Example 1 except that the plan view shape was rectangular with the specifications shown in Table 1.
A pneumatic radial tire having a size of 195 / 65R15 was produced in the same manner as in Example 1 using the produced resin film layer as an inner liner. And the performance was evaluated by the following method. The results are shown in Table 1.
（実施例２〜７、比較例１）
諸元および樹脂製フィルム層の形状を表１〜２に示すように変更した以外は、実施例１と同様にして樹脂製フィルム層およびサイズが１９５／６５Ｒ１５の空気入りラジアルタイヤを作製した。そして、以下の方法で性能を評価した。結果を表１〜２に示す。
(Examples 2-7, Comparative Example 1)
A pneumatic radial tire having a resin film layer and a size of 195 / 65R15 was produced in the same manner as in Example 1 except that the specifications and the shape of the resin film layer were changed as shown in Tables 1 and 2. And the performance was evaluated by the following method. The results are shown in Tables 1-2.
＜耐久性＞
作製したタイヤを水圧試験用リムに装着し、タイヤの内部に水を徐々に供給した。そして、タイヤが破壊された際の水圧（破壊水圧）を測定した。
＜ユニフォーミティ＞
作製したタイヤを適用リムに装着し、ＪＩＳ Ｄ４２３３に準拠してラジアルフォースバリエーション（ＲＦＶ）を測定した。そして、従来例１を１００として指数評価した。表中、値が小さいほどユニフォーミティが高いことを示す。
＜カーカス補強コード打ち込み本数の低下率＞
作製したタイヤについて、インナーライナーの接合部（継ぎ目）におけるラジアルカーカスの補強コードの打ち込み本数（周方向２５ｍｍ当り）を測定し、接合部以外の部分に対する打ち込み本数の低下率（＝１００％−（接合部の打ち込み本数／接合部以外の部分の打ち込み本数）×１００％）を算出した。表中、打ち込み本数の低下率が０％に近いほど、ラジアルカーカスの補強コード本数がタイヤ周方向で均一であり、タイヤの耐久性の局所的な低下が少ないことを示す。
＜製造歩留まり＞
空気入りタイヤを６本試作した際の歩留まりを評価した。そして、従来例１を１００として指数評価した。表中、値が小さいほど製造歩留まりが高いことを示す。
<Durability>
The produced tire was attached to a rim for water pressure test, and water was gradually supplied to the inside of the tire. And the water pressure (fracture water pressure) at the time of a tire being destroyed was measured.
<Uniformity>
The produced tire was mounted on an applicable rim, and radial force variation (RFV) was measured in accordance with JIS D4233. Then, index evaluation was performed with the conventional example 1 as 100. In the table, the smaller the value, the higher the uniformity.
<Decrease rate of the number of carcass reinforcement cords driven>
With respect to the manufactured tire, the number of radial carcass reinforcement cords driven (at 25 mm in the circumferential direction) at the joint (joint) of the inner liner was measured, and the rate of decrease in the number of driven cords to the portion other than the joint (= 100%-(joint) The number of driven portions / the number of driven portions other than the joint portion) × 100%) was calculated. In the table, the closer the reduction ratio of the number of driven-in is to 0%, the more the number of radial carcass reinforcing cords is more uniform in the tire circumferential direction, and the less the local decrease in tire durability is.
<Production yield>
The yield was evaluated when six pneumatic tires were prototyped. Then, index evaluation was performed with the conventional example 1 as 100. In the table, the smaller the value, the higher the production yield.
表１より、実施例１〜７のタイヤは、従来例１および比較例１のタイヤよりもタイヤの耐久性の局所的な低下が抑制されており、圧力容器としての耐久性が優れていることが分かる。また、実施例１，２，４，６のタイヤは、特に圧力容器としての耐久性が優れていることが分かる。更に、実施例１，３〜５，７のタイヤは、実施例６のタイヤと比較して歩留まりが良好であることが分かる。
なお、実施例１〜７のタイヤは、タイヤ成形ドラムを用いて容易に製造することができた。
From Table 1, the tires of Examples 1 to 7 are more resistant to local deterioration in tire durability than the tires of Conventional Example 1 and Comparative Example 1, and are excellent in durability as pressure vessels. I understand. It can also be seen that the tires of Examples 1, 2, 4, and 6 are particularly excellent in durability as a pressure vessel. Furthermore, it can be seen that the tires of Examples 1, 3 to 5, and 7 have better yields than the tire of Example 6.
In addition, the tires of Examples 1 to 7 could be easily manufactured using a tire forming drum.
本発明によれば、圧力容器としての耐久性が優れており、且つ、容易に製造することができる空気入りタイヤを提供することができる。また、本発明によれば、該空気入りタイヤの製造に好適に用い得る、タイヤの耐久性の局所的な低下を抑制することができるタイヤ用帯状部材を提供することができる。 ADVANTAGE OF THE INVENTION According to this invention, the durability as a pressure vessel is excellent, and the pneumatic tire which can be manufactured easily can be provided. Moreover, according to this invention, the strip | belt-shaped member for tires which can suppress the local fall of the durability of a tire which can be used suitably for manufacture of this pneumatic tire can be provided.
１ トレッド部
２ サイドウォール部
３ ビード部
４ ビードコア
５ ラジアルカーカス
６ ベルト
７ ビードフィラー
８ インナーライナー
９ 溝
１０ 空気入りタイヤ
６１，６２，６３ ベルト層
８０ タイヤ用帯状部材
８０Ａ，８０Ｂ，８０Ｃ，８０Ｄ タイヤ用帯状部材
８１ 直線
８１Ａ，８１Ｂ，８１Ｃ，８１Ｄ 直線
８２ 直線
８２Ａ，８２Ｂ，８２Ｃ，８２Ｄ 直線
８３ 直線
８３Ａ，８３Ｂ，８３Ｄ 直線
８４Ａ 幅方向端
８４Ｂ 幅方向端
８４Ｃ 幅方向端
８４Ｄ 幅方向端
８５Ｂ，８５Ｄ 直線
DESCRIPTION OF SYMBOLS 1 Tread part 2 Side wall part 3 Bead part 4 Bead core 5 Radial carcass 6 Belt 7 Bead filler 8 Inner liner 9 Groove 10 Pneumatic tire 61,62,63 Belt layer 80 Tire strip | belt-shaped member 80A, 80B, 80C, 80D For tire Strip member 81 Straight line 81A, 81B, 81C, 81D Straight line 82 Straight line 82A, 82B, 82C, 82D Straight line 83 Straight line 83A, 83B, 83D Straight line 84A Width direction end 84B Width direction end 84C Width direction end 84D Width direction end 85B, 85D Straight line
Claims (14)
前記タイヤ構成部材は、一つ以上のタイヤ用帯状部材よりなり、且つ、タイヤ用帯状部材のタイヤ周方向端部同士をタイヤ径方向に重ね合わせて接合する継ぎ目を少なくとも一つ有し、
前記継ぎ目のタイヤ周方向に沿う寸法が、タイヤ赤道面側で小さく、前記タイヤ構成部材の幅方向両端側で大きいことを特徴とする、空気入りタイヤ。 A pneumatic tire comprising a tire constituent member extending continuously in the tire circumferential direction,
The tire constituent member is composed of one or more tire belt-shaped members, and has at least one seam that overlaps and joins the tire circumferential ends of the tire belt-shaped members in the tire radial direction,
A pneumatic tire characterized in that a dimension along the tire circumferential direction of the seam is small on the tire equatorial plane side and large on both ends in the width direction of the tire constituent member.
前記継ぎ目のタイヤ周方向他方の端縁は、タイヤ周方向に対して前記第１の傾斜角度よりも小さい第２の傾斜角度で傾斜し、前記タイヤ構成部材の幅方向一方の端縁からタイヤ赤道面に向かって延びる第１の直線と、タイヤ周方向に対して前記第１の傾斜角度よりも大きい第３の傾斜角度で傾斜し、タイヤ赤道面から前記タイヤ構成部材の幅方向他方の端縁に向かって延びる第２の直線とからなることを特徴とする、請求項２に記載の空気入りタイヤ。 One edge of the seam in the tire circumferential direction is inclined at a first inclination angle with respect to the tire circumferential direction, and extends straight from one edge in the width direction of the tire constituent member toward the other edge in the width direction. And
The other edge in the tire circumferential direction of the seam is inclined at a second inclination angle smaller than the first inclination angle with respect to the tire circumferential direction, and the tire equator extends from one edge in the width direction of the tire constituent member. A first straight line extending toward the surface and a third inclination angle larger than the first inclination angle with respect to the tire circumferential direction, and the other edge in the width direction of the tire constituent member from the tire equatorial plane The pneumatic tire according to claim 2, comprising a second straight line extending toward the front.
前記タイヤ用帯状部材は、樹脂組成物を用いて形成した樹脂製フィルム層を少なくとも一層含むことを特徴とする、請求項１〜７の何れかに記載の空気入りタイヤ。 The tire component is an inner liner disposed on the tire inner surface,
The pneumatic tire according to any one of claims 1 to 7, wherein the belt-like member for tire includes at least one resin film layer formed using a resin composition.
延在方向他方の端縁は、延在方向に対して前記第１の傾斜角度よりも小さい第２の傾斜角度で傾斜し、幅方向一方の端縁から幅方向中央に向かって延びる第１の直線と、延在方向に対して前記第１の傾斜角度よりも大きい第３の傾斜角度で傾斜し、幅方向中央から幅方向他方の端縁に向かって延びる第２の直線とからなることを特徴とする、請求項１０に記載のタイヤ用帯状部材。 One end edge in the extending direction is a straight line that is inclined at a first inclination angle with respect to the extending direction and extends from one end edge in the width direction toward the other end in the width direction,
The other edge in the extending direction is inclined at a second inclination angle smaller than the first inclination angle with respect to the extending direction, and the first edge extending from the one edge in the width direction toward the center in the width direction. A straight line and a second straight line inclined at a third inclination angle larger than the first inclination angle with respect to the extending direction and extending from the center in the width direction toward the other edge in the width direction. The belt-like member for a tire according to claim 10, characterized in that it is characterized.
延在方向他方の端縁の幅方向端同士を結ぶ直線の延在方向に対する傾斜角度が８５°以下であることを特徴とする、請求項９〜１１の何れかに記載のタイヤ用帯状部材。 The inclination angle with respect to the extending direction of the straight line connecting the width direction ends of one edge in the extending direction is 85 ° or less,
The belt-like member for tire according to any one of claims 9 to 11, wherein an inclination angle with respect to an extending direction of a straight line connecting width direction ends of the other edges in the extending direction is 85 ° or less.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2012003515A JP5965149B2 (en) | 2012-01-11 | 2012-01-11 | Pneumatic tire and tire strip member |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2012003515A JP5965149B2 (en) | 2012-01-11 | 2012-01-11 | Pneumatic tire and tire strip member |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2013141926A true JP2013141926A (en) | 2013-07-22 |
| JP5965149B2 JP5965149B2 (en) | 2016-08-03 |
Family
ID=49038728
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2012003515A Expired - Fee Related JP5965149B2 (en) | 2012-01-11 | 2012-01-11 | Pneumatic tire and tire strip member |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP5965149B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2021054369A (en) * | 2019-10-02 | 2021-04-08 | 横浜ゴム株式会社 | Pneumatic tire |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5670305U (en) * | 1979-10-31 | 1981-06-10 | ||
| JPH10193926A (en) * | 1997-01-10 | 1998-07-28 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2005238759A (en) * | 2004-02-27 | 2005-09-08 | Sumitomo Rubber Ind Ltd | Pneumatic tire and its manufacturing method |
| JP2013010391A (en) * | 2011-06-28 | 2013-01-17 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
-
2012
- 2012-01-11 JP JP2012003515A patent/JP5965149B2/en not_active Expired - Fee Related
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5670305U (en) * | 1979-10-31 | 1981-06-10 | ||
| JPH10193926A (en) * | 1997-01-10 | 1998-07-28 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2005238759A (en) * | 2004-02-27 | 2005-09-08 | Sumitomo Rubber Ind Ltd | Pneumatic tire and its manufacturing method |
| JP2013010391A (en) * | 2011-06-28 | 2013-01-17 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2021054369A (en) * | 2019-10-02 | 2021-04-08 | 横浜ゴム株式会社 | Pneumatic tire |
| JP7425283B2 (en) | 2019-10-02 | 2024-01-31 | 横浜ゴム株式会社 | pneumatic tires |
Also Published As
| Publication number | Publication date |
|---|---|
| JP5965149B2 (en) | 2016-08-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP4546812B2 (en) | Pneumatic tire | |
| JP5677384B2 (en) | Pneumatic tire manufacturing method and pneumatic tire | |
| JP2006069297A (en) | Pneumatic tire, and manufacturing method thereof | |
| JP6299110B2 (en) | Pneumatic tire | |
| JP4912645B2 (en) | Pneumatic tire | |
| JP4757699B2 (en) | Pneumatic tire manufacturing method and pneumatic tire | |
| JP2009001108A (en) | Pneumatic radial tire | |
| JP5965149B2 (en) | Pneumatic tire and tire strip member | |
| JP2013071368A (en) | Method for manufacturing pneumatic tire and pneumatic tire | |
| EP3599109B1 (en) | Pneumatic tire | |
| JPH11105152A (en) | Pneumatic tire | |
| JP2013075505A (en) | Method of manufacturing pneumatic tire, and pneumatic tire | |
| JP6130742B2 (en) | Pneumatic tire manufacturing method | |
| JP2012040780A (en) | Method of manufacturing pneumatic tire, and pneumatic tire | |
| JP2013099905A (en) | Method for forming belt reinforcing layer base material and pneumatic tire | |
| JP5903066B2 (en) | Run flat tire | |
| JP5792999B2 (en) | Manufacturing method of pneumatic radial tire | |
| JP2012051479A (en) | Pneumatic tire | |
| JP4399849B2 (en) | Run-flat tire and method for producing the run-flat tire | |
| JP2016210260A (en) | Pneumatic tire | |
| JP2008030660A (en) | Pneumatic tire and manufacturing method thereof | |
| US20200376893A1 (en) | Pneumatic tire | |
| CN217294151U (en) | Pneumatic tire | |
| EP1659001A2 (en) | Pneumatic tire | |
| JP2011148392A (en) | Tire tube |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A621 | Written request for application examination |
Free format text: JAPANESE INTERMEDIATE CODE: A621 Effective date: 20141120 |
|
| A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20151013 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20151027 |
|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20151221 |
|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20160607 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20160701 |
|
| R150 | Certificate of patent or registration of utility model |
Ref document number: 5965149 Country of ref document: JP Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |