JP5424996B2 - Pedestal tire and tire manufacturing method, and pedestal tire and tire - Google Patents

Pedestal tire and tire manufacturing method, and pedestal tire and tire Download PDF

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JP5424996B2
JP5424996B2 JP2010146205A JP2010146205A JP5424996B2 JP 5424996 B2 JP5424996 B2 JP 5424996B2 JP 2010146205 A JP2010146205 A JP 2010146205A JP 2010146205 A JP2010146205 A JP 2010146205A JP 5424996 B2 JP5424996 B2 JP 5424996B2
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tire
tread
unvulcanized rubber
base
application surface
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JP2012006332A (en
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秀之 金田
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Bridgestone Corp
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Bridgestone Corp
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Priority to PCT/JP2010/069927 priority patent/WO2012001830A1/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)
    • B29D30/52—Unvulcanised treads, e.g. on used tyres; Retreading
    • B29D30/58—Applying bands of rubber treads, i.e. applying camel backs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/02—Replaceable treads
    • 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)
    • B29D30/52—Unvulcanised treads, e.g. on used tyres; Retreading
    • B29D30/58—Applying bands of rubber treads, i.e. applying camel backs
    • B29D2030/587—Using isostatic pressure, e.g. bags or bladders, to press tread and carcass against each other

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

Description

本発明は、台タイヤ及びタイヤの製造方法に関し、特に外観に優れた台タイヤ及び当該台タイヤを含むタイヤを製造することが可能な発明に関する。   The present invention relates to a base tire and a tire manufacturing method, and particularly to a base tire excellent in appearance and an invention capable of manufacturing a tire including the base tire.

従来、タイヤの土台となる台タイヤと、当該台タイヤの外周面に配置され、路面と接地するタイヤトレッドとを一体化する更生タイヤの製造方法としては、加硫済みのタイヤ（新品台タイヤ又は、使用済みタイヤ）の外周面とタイヤトレッドの内周面とをバフ掛けし、バフ掛け後のバフ掛け面に未加硫ゴムを配置した後に、当該未加硫ゴムを介してタイヤトレッドを載置し、加硫缶と呼ばれる加硫装置内に投入することにより、台タイヤとタイヤトレッドとが一体化された最終製品としてのタイヤを得る方法が知られている。
当該製造方法における未加硫ゴムは、台タイヤとタイヤトレッドとの接着性を十分に担保する必要性から、台タイヤのバフ掛け面の幅方向よりも広くなるように配置され、配置された状態の未加硫ゴムの幅方向端部は、台タイヤのショルダー部近傍まで延在し、タイヤの外観を損ねる要因となっている。
例えば、特許文献１には、タイヤの美観を損ねる要因となる未加硫ゴムの幅方向端部をタイヤのショルダー部において特殊な切削工具を用いて削り取る製造方法が開示されているが、加硫中に溶融する未加硫ゴムは、そのゴムの物性等によってショルダー部に留まらず、タイヤのサイド部に至るまで流下する可能性があり、流下したままの未加硫ゴムが加硫されるとタイヤの円周方向に沿って波打ちした状態で定着することや、バフ掛け面の幅方向端部の一部が露出する状態となり、最終製品としてのタイヤの外観を損ねる要因となる。 Conventionally, as a method of manufacturing a retread tire that integrates a base tire that is a base of a tire and a tire tread that is disposed on an outer peripheral surface of the base tire and that is in contact with a road surface, a vulcanized tire (new base tire or Buffing the outer peripheral surface of the used tire) and the inner peripheral surface of the tire tread, placing the unvulcanized rubber on the buffed surface after the buffing, and then mounting the tire tread through the unvulcanized rubber There is known a method of obtaining a tire as a final product in which a base tire and a tire tread are integrated by placing them in a vulcanizing apparatus called a vulcanizing can.
The unvulcanized rubber in the manufacturing method is disposed and disposed so as to be wider than the width direction of the buffing surface of the base tire from the necessity of sufficiently ensuring the adhesion between the base tire and the tire tread. The end portion in the width direction of the unvulcanized rubber extends to the vicinity of the shoulder portion of the base tire, which is a factor that impairs the appearance of the tire.
For example, Patent Document 1 discloses a manufacturing method in which an end portion in the width direction of unvulcanized rubber, which is a factor that impairs the appearance of a tire, is scraped off using a special cutting tool at a shoulder portion of the tire. The unvulcanized rubber that melts inside does not stay in the shoulder due to the physical properties of the rubber, etc., and may flow down to the side of the tire, and when the unvulcanized rubber that has flowed down is vulcanized Fixing in a state of undulation along the circumferential direction of the tire or a state in which a part of the end portion in the width direction of the buffing surface is exposed, which is a factor that impairs the appearance of the tire as a final product.

特表２００１−５０９０９４号公報Special table 2001-509094 gazette

そこで本発明は、上記課題を解決するため、加硫によって生じる未加硫ゴムの波打ちや、バフ掛け面の部分的な露出を確実に防止することが可能な台タイヤ及び当該台タイヤを含むタイヤの製造方法を提供することを目的とする。   Accordingly, in order to solve the above-described problems, the present invention provides a base tire that can reliably prevent undulation of unvulcanized rubber caused by vulcanization and partial exposure of a buffing surface, and a tire including the base tire. It aims at providing the manufacturing method of.

前記課題を解決するため、本発明の第一の形態として、トレッド貼付け面を有する台タイヤ製造方法であって、トレッド貼付け面の幅方向両端縁と連接する凹部を、連続する曲率を有する断面円弧状であり、底部が凹部における開口端縁のうち、半径方向内側に位置する開口端縁よりも半径方向内側に位置するように円周方向に沿って連続して形成する形態とした。
本形態によれば、トレッド貼付け面に配置される未加硫ゴムの幅方向端部が、トレッド貼付け面における幅方向両端縁と連接し、かつ、円周方向に沿って連続して形成される凹部に流入して、当該凹部内に滞留するため、未加硫ゴムが波打った状態で定着することのない台タイヤを得ることができる。また、台タイヤのトレッド貼付け面を伝って流下する未加硫ゴムを効率よく流入、滞留させることが可能な台タイヤを得ることができる。
また、本発明に係る第二の形態として、前記形態によって得られた台タイヤのトレッド貼付け面上に未加硫ゴムを配置し、当該未加硫ゴムを介してタイヤトレッドを貼付するタイヤ製造方法であって、未加硫ゴムの色を台タイヤ及びタイヤトレッドと異なる色とする形態とした。
本形態によれば、前記形態から生じる効果に加え、台タイヤとタイヤトレッドとが未加硫ゴムを介して一体化されたタイヤであることが外観上視認可能となる。
また、本発明に係る第三の形態として、未加硫ゴムの色をタイヤトレッドの貼付け回数に応じて異なる色とする形態とした。
本形態によれば、タイヤトレッドの貼付け回数を色によって識別することが可能となる。
また、前記第一の形態に対応する構成として、トレッド貼付け面を有する台タイヤであって、トレッド貼付け面の幅方向両端縁と連接し、台タイヤの円周方向に沿って連続して形成される凹部が、連続する曲率を有する断面円弧状であって、底部の位置が凹部における開口端縁のうち、半径方向内側に位置する開口端縁よりも半径方向内側に位置する構成とした。
本構成によれば、前記第一の形態によって得られる台タイヤと同様の効果を奏する台タイヤを得ることができる。
また、前記第二の形態に対応する構成として、上記台タイヤを含むタイヤであって、トレッド貼付け面上に配置された未加硫ゴムと、当該未加硫ゴムを介して貼付されるタイヤトレッドとを備え、未加硫ゴムの色が台タイヤ及びタイヤトレッドの色と異なる構成とした。
本構成によれば、前記第二の形態によって得られるタイヤと同様の効果を奏するタイヤを得ることができる。
また、前記第三の形態に対応する構成として、未加硫ゴムの色がタイヤトレッドの貼付け回数に応じて異なる構成とした。
本構成によれば、前記第三の形態によって得られるタイヤと同様の効果を奏するタイヤを得ることができる。
なお、以下、本明細書において「加硫済みタイヤ」とは、後述のバフ掛けがなされる前のバフ代を有するタイヤであって、トレッド貼付け面が形成される以前のタイヤである。
また、「加硫済みタイヤ」は、モールドによって新規に成型されたもの、或いは、タイヤトレッドを有するいわゆる使用済みタイヤをも含む。
さらに、「加硫済み」とは、加硫装置によって加硫反応が製品として要求される加硫度まで達している状態、或いは、要求される加硫度まで達していない半加硫の状態を含む。
また、「台タイヤ」とは、トレッド貼付け面を有するタイヤであって、当該トレッド貼付け面は、上記加硫済みタイヤの外周面をバフ掛けすることや、バフ掛けを要することなくトレッド貼付け面を有するタイヤを成型可能なモールドによって成型されたタイヤを含む。
また、単に「タイヤ」とは、台タイヤとタイヤトレッドとが加硫によって一体化された状態のタイヤである。 In order to solve the above-mentioned problem, as a first embodiment of the present invention, a method for manufacturing a tire having a tread application surface, which is a cross-sectional circle having a continuous curvature with recesses connected to both edges in the width direction of the tread application surface. It has an arc shape, and the bottom portion is continuously formed along the circumferential direction so as to be located radially inward of the opening edge located radially inward of the opening edge in the recess .
According to this form, the width direction edge part of the unvulcanized rubber arrange | positioned at a tread bonding surface is connected with the width direction both ends edge in a tread bonding surface, and is formed continuously along the circumferential direction. Since it flows into the concave portion and stays in the concave portion, it is possible to obtain a base tire that is not fixed in a state where the unvulcanized rubber is waved. Further , it is possible to obtain a base tire that can efficiently flow in and retain unvulcanized rubber flowing down along the tread attachment surface of the base tire.
Moreover, as a second embodiment according to the present invention, a tire manufacturing method in which unvulcanized rubber is disposed on a tread bonding surface of a base tire obtained by the above-described embodiment and the tire tread is bonded via the unvulcanized rubber. In this case, the color of the unvulcanized rubber is different from that of the base tire and the tire tread.
According to this embodiment, in addition to the effect resulting from the previous SL form state, it becomes appearance visible and base tire and the tire tread is a tire which is integrated through the unvulcanized rubber.
Further, as a third embodiment according to the present invention, the color of the unvulcanized rubber is set to a different color depending on the number of times of attaching the tire tread.
According to this embodiment, the number of tire treads can be identified by color.
Further, as a configuration corresponding to the first embodiment, a base tire having a tread attachment surface, which is connected to both end edges in the width direction of the tread attachment surface, and is continuously formed along the circumferential direction of the base tire. The concave portion has a cross-sectional arc shape having a continuous curvature, and the position of the bottom portion is located on the radially inner side of the opening edge located on the radially inner side of the opening edge in the concave portion .
According to this structure, the base tire which has the same effect as the base tire obtained by said 1st form can be obtained.
Further, as a configuration corresponding to the second form, a tire including the above-described tire, an unvulcanized rubber disposed on a tread pasting surface, and a tire tread stuck via the unvulcanized rubber The color of the unvulcanized rubber is different from the colors of the base tire and the tire tread.
According to this configuration, it is possible to obtain a tire having the same effects as the tire obtained by the second embodiment.
Moreover, as a structure corresponding to said 3rd form, it was set as the structure from which the color of unvulcanized rubber changes according to the frequency | count of sticking of a tire tread.
According to this configuration, a tire having the same effects as the tire obtained by the third embodiment can be obtained.
Hereinafter, the “vulcanized tire” in the present specification is a tire having a buffing cost before buffing, which will be described later, and before a tread application surface is formed.
The “vulcanized tire” also includes a tire that is newly molded by a mold or a so-called used tire having a tire tread.
Further, “vulcanized” means a state in which the vulcanization reaction has reached the required vulcanization degree as a product by the vulcanizer, or a semi-vulcanized state in which the required vulcanization degree has not been reached. Including.
In addition, the “pedestal tire” is a tire having a tread application surface, and the tread application surface is formed by buffing the outer peripheral surface of the vulcanized tire or without requiring buffing. It includes a tire molded by a mold capable of molding the tire.
A “tire” is simply a tire in which a base tire and a tire tread are integrated by vulcanization.

加硫済みタイヤの断面図である。It is sectional drawing of a vulcanized tire. バフ掛け装置によって形成された凹部を拡大した断面図である（実施形態１）。It is sectional drawing to which the recessed part formed of the buffing apparatus was expanded (Embodiment 1). 加硫前後における台タイヤ及びタイヤトレッドを拡大した断面図である。It is sectional drawing to which the base tire and tire tread before and behind vulcanization were expanded. バフ掛け装置によって形成された凹部を拡大した断面図である（実施形態２，３）。It is sectional drawing to which the recessed part formed of the buffing apparatus was expanded (embodiment 2, 3).

図１は、図外のモールドによって新規に加硫成型された加硫済みタイヤ１の断面図である。同図を用いて、加硫済みタイヤ１の構造及びバフ掛けについて詳説する。
同図において加硫済みタイヤ１は、概略、ビードコア２、カーカス３、ビードフィラー４、インナーライナー５、ベルト６から構成される。
ビードコア２は、円環状に形成されたスチールコードの集合体であり、加硫済みタイヤ１の幅方向に隔てて設けられる一対の部材である。一対のビードコア２間には、当該ビードコア２に跨るようにトロイダル状に延長するカーカス３が設けられ、台タイヤ１Ａの骨格を形成する。
ビードフィラー４は、ビードコア２よりも半径方向外側に位置する硬質ゴムであって、ビードコア２の周囲において折り返されたカーカス３によって挟み込まれるように内挿される。なお、ビードフィラー４は、必ず内挿されるものではなく要求されるタイヤの性能に応じてその有無が適宜選択される。インナーライナー５は、加硫済みタイヤ１の最内層に位置するゴム層であって、内部に供給される空気を保持する。ベルト６は、加硫済みタイヤ１のクラウン部Ｔｃにおいて半径方向外側に積層される部材であって、タイヤの回転によるせり出しを抑制し、車両走行中においてタガ効果を発揮する。 FIG. 1 is a cross-sectional view of a vulcanized tire 1 that is newly vulcanized and molded by a mold not shown. The structure and buffing of the vulcanized tire 1 will be described in detail with reference to FIG.
In FIG. 1, a vulcanized tire 1 is roughly composed of a bead core 2, a carcass 3, a bead filler 4, an inner liner 5, and a belt 6.
The bead core 2 is an aggregate of steel cords formed in an annular shape, and is a pair of members provided separately in the width direction of the vulcanized tire 1. A carcass 3 extending in a toroidal shape is provided between the pair of bead cores 2 so as to straddle the bead cores 2 to form a skeleton of the base tire 1A.
The bead filler 4 is a hard rubber positioned radially outward from the bead core 2 and is inserted so as to be sandwiched by the carcass 3 folded around the bead core 2. The bead filler 4 is not necessarily inserted, and the presence or absence thereof is appropriately selected according to the required tire performance. The inner liner 5 is a rubber layer located in the innermost layer of the vulcanized tire 1 and holds air supplied to the inside. The belt 6 is a member that is laminated radially outward in the crown portion Tc of the vulcanized tire 1, suppresses protrusion due to rotation of the tire, and exhibits a tagging effect during traveling of the vehicle.

同図における加硫済みタイヤ１において、ビードコア２及びビードフィラー４が存在する領域をビードＴｂと称し、ビードＴｂよりも半径方向外側の領域をタイヤサイド部Ｔｓと称し、加硫済みタイヤ１の幅方向に延長し、内部にベルト６を有する領域をクラウン部Ｔｃと称し、タイヤサイド部Ｔｓ及びクラウン部Ｔｃが交わる領域をショルダー部Ｔｈと称する。なお、上記各領域の範囲、寸法は加硫済みタイヤ１の種別、サイズ等によって異なるものであり、これに限られるものではない。   In the vulcanized tire 1 in the figure, a region where the bead core 2 and the bead filler 4 are present is referred to as a bead Tb, a region radially outward from the bead Tb is referred to as a tire side portion Ts, and the width of the vulcanized tire 1 is illustrated. A region extending in the direction and having the belt 6 therein is referred to as a crown portion Tc, and a region where the tire side portion Ts and the crown portion Tc intersect is referred to as a shoulder portion Th. In addition, the range and dimension of each said area | region differ with types, sizes, etc. of the vulcanized tire 1, and are not restricted to this.

加硫済みタイヤ１における円周方向外周面であるクラウン部Ｔｃ及びショルダー部Ｔｈの表面Ａ（バフ代）は、モールドから脱型された状態において所謂トレッドパターンを有しない平滑な面であって、当該表面Ａが、図外のバフ掛け装置によって切削されることにより、仮想線で示すトレッド貼付け面Ｂ及び凹部Ｃを有する台タイヤ１Ａとして成形される。   The surface A (buff margin) of the crown portion Tc and the shoulder portion Th that are circumferential outer peripheral surfaces in the vulcanized tire 1 is a smooth surface that does not have a so-called tread pattern in a state where it is removed from the mold, When the surface A is cut by a buffing device (not shown), the tire A is formed as a base tire 1A having a tread application surface B and a recess C indicated by phantom lines.

クラウン部Ｔｃ及びショルダー部Ｔｈのバフ掛けは、回転自在に固定された加硫済みタイヤ１を所定の速度で回転させつつ、バフ掛け装置の切削機構に対してクラウン部Ｔｃ及びショルダー部Ｔｈの表面Ａを押圧することにより行う。
表面Ａの切削は、クラウン部Ｔｃの幅方向に沿って延長する予め設定されたバフライン（湾曲形状）が得られるように行われ、所定のバフラインを有するトレッド貼付け面Ｂが台タイヤ１Ａの円周方向外周面に沿って均一に形成される。バフ掛け完了後のトレッド貼付け面Ｂは、未加硫ゴムが定着し易い目粗しされた状態であって、クラウン部Ｔｃの幅方向全域を含み、ショルダー部Ｔｈの略中間部まで及ぶ。つまり、本例におけるトレッド貼付け面Ｂの両端に位置する幅方向端部Ｂｅは、ショルダー部Ｔｈにおいて終端する。
なお、トレッド貼付け面Ｂのバフライン、或いは、幅方向の範囲はタイヤのサイズ、要求される性能等に適宜決定すれば良く、例えばトレッド貼付け面Ｂの両端の幅方向端部Ｂｅを図示におけるものよりもクラウン部Ｔｃ側又はサイド部Ｔｓ側としてもよい。 The buffing of the crown portion Tc and the shoulder portion Th is performed by rotating the vulcanized tire 1 that is rotatably fixed at a predetermined speed, while rotating the surface of the crown portion Tc and the shoulder portion Th with respect to the cutting mechanism of the buffing device. This is done by pressing A.
The cutting of the surface A is performed so as to obtain a preset buff line (curved shape) extending along the width direction of the crown portion Tc, and the tread application surface B having a predetermined buff line is the circumference of the base tire 1A. It is uniformly formed along the outer circumferential surface. The tread application surface B after the buffing is completed is a roughened state in which the unvulcanized rubber is easily fixed, and includes the entire width direction of the crown portion Tc and extends substantially to the middle portion of the shoulder portion Th. That is, the width direction end portions Be positioned at both ends of the tread application surface B in this example terminate at the shoulder portion Th.
Note that the buff line of the tread affixing surface B or the range in the width direction may be appropriately determined depending on the tire size, required performance, etc. For example, the width direction end portions Be at both ends of the tread affixing surface B are as shown in the figure. May also be the crown portion Tc side or the side portion Ts side.

トレッド貼付け面Ｂの両端の幅方向端部Ｂｅが位置するショルダー部Ｔｈには、台タイヤ１Ａの回転中心軸側に窪む凹部Ｃが形成される。凹部Ｃの切削は、前記同様にトレッド貼付け面Ｂが形成された台タイヤ１Ａを所定の速度で回転させつつ、バフ掛け装置の切削機構に対してショルダー部Ｔｈの表面を押圧することにより行われる。切削完了により凹部Ｃは、台タイヤ１Ａの円周方向に沿って連続して延長する。
このように、トレッド貼付け面Ｂの形成と凹部Ｃの形成とを同時に行うことにより製造効率の低下及び製造コストの増加を避けることが可能となる。 In the shoulder portion Th where the widthwise end portions Be at both ends of the tread application surface B are located, a recess C that is recessed toward the rotation center axis side of the base tire 1A is formed. The recess C is cut by pressing the surface of the shoulder portion Th against the cutting mechanism of the buffing device while rotating the base tire 1A on which the tread bonding surface B is formed at a predetermined speed as described above. . When the cutting is completed, the concave portion C continuously extends along the circumferential direction of the base tire 1A.
Thus, it becomes possible to avoid the fall of manufacturing efficiency and the increase in manufacturing cost by performing formation of the tread sticking surface B and formation of the recessed part C simultaneously.

図２は、バフ掛け装置によって形成されたトレッド貼付け面Ｂと、凹部Ｃとの関係を示す台タイヤ１Ａの拡大断面図である。
同図に示すように、トレッド貼付け面Ｂの幅方向端部Ｂｅは、台タイヤ１Ａのショルダー部Ｔｈの領域内において終端し、凹部Ｃは幅方向端部Ｂｅと連接して形成される。
即ち、凹部Ｃは、凹部Ｃの始点となる半径方向外側の開口端部Ｃ１が、前記トレッド貼付け面Ｂの幅方向端部Ｂｅと交わるように、換言すれば、開口端部Ｃ１と幅方向端部Ｂｅとによって形成される端縁Ｅに連接して形成される。なお、図示において端縁Ｅは鋭角として形成されているが、滑らかな曲面として形成すれば、後述の未加硫ゴム１５を円滑に凹部Ｃ内に流入させることが可能となる。 2 is an enlarged cross-sectional view of the base tire 1A showing the relationship between the tread application surface B formed by the buffing device and the recess C. FIG.
As shown in the figure, the end portion Be in the width direction of the tread application surface B terminates in the region of the shoulder portion Th of the base tire 1A, and the recessed portion C is formed to be connected to the end portion Be in the width direction.
That is, the concave portion C has an opening end portion C1 on the outer side in the radial direction, which is the starting point of the concave portion C, intersecting with the width direction end portion Be of the tread application surface B, in other words, the opening end portion C1 and the width direction end portion. It is formed to be connected to the edge E formed by the part Be. In the drawing, the edge E is formed as an acute angle, but if it is formed as a smooth curved surface, an unvulcanized rubber 15 to be described later can smoothly flow into the recess C.

図２に示すように、凹部Ｃの断面形状は、例えば角部を有さないＵ字状となるように切削される。より詳細には、凹部Ｃを形成する面は、任意の曲率を有する湾曲面として形成され、少なくとも湾曲面における底部Ｃｂの位置が、凹部Ｃの終点となる半径方向内側の開口端部Ｃ２の位置Ｐ１よりも半径方向内側に位置するように形成される。
なお、本実施形態における凹部Ｃの底部Ｃｂとは、開口端部Ｃ１から二点鎖線で示す仮想垂線Ｑ１を引いたときに当該仮想垂線Ｑ１と交わる湾曲面における地点を意味し、当該底部Ｃｂが開口端部Ｃ２の位置Ｐ１よりも半径方向内側に位置することにより、トレッド貼付け面Ｂを伝って流下する未加硫ゴム１５を凹部Ｃ内に効率良く留めることが可能となる。
上記凹部Ｃを有する台タイヤ１Ａによれば、凹部Ｃ内に未加硫ゴム１５を留めることが可能となり、後述の未加硫ゴム１５が流下してサイド部Ｔｓ側に波打ち状態で定着することを確実に防止することが可能となる。
また、トレッド貼付け面Ｂの成形と凹部Ｃの成形とをバフ工程において同時期に行うことができ、製造効率の低下及び製造コストの増加なく台タイヤ１Ａを製造することが可能となる。 As shown in FIG. 2, the cross-sectional shape of the recessed part C is cut so that it may become a U shape which does not have a corner | angular part, for example. More specifically, the surface forming the concave portion C is formed as a curved surface having an arbitrary curvature, and at least the position of the bottom portion Cb on the curved surface is the position of the radially inner opening end portion C2 that is the end point of the concave portion C. It is formed so as to be located radially inward from P1.
In addition, the bottom part Cb of the recessed part C in this embodiment means the point in the curved surface which cross | intersects the said virtual perpendicular Q1 when the virtual perpendicular Q1 shown with a dashed-two dotted line is drawn from the opening edge part C1, The said bottom part Cb is By being positioned radially inward from the position P1 of the open end C2, the unvulcanized rubber 15 flowing down along the tread application surface B can be efficiently retained in the recess C.
According to the base tire 1A having the concave portion C, the unvulcanized rubber 15 can be retained in the concave portion C, and the unvulcanized rubber 15 described later flows down and is fixed to the side portion Ts in a wavy state. Can be reliably prevented.
Further, the formation of the tread application surface B and the formation of the recess C can be performed at the same time in the buffing process, and the base tire 1A can be manufactured without a decrease in manufacturing efficiency and an increase in manufacturing cost.

凹部Ｃの寸法について以下に説明する。凹部Ｃの幅Ｗは、１ｍｍから１０ｍｍの範囲のうち任意の寸法を選択するのが好ましく、より好ましくは５ｍｍとするのがよい。ここで凹部Ｃの幅Ｗとは、開口端部Ｃ１と底部Ｃｂまでの距離である。
また、凹部Ｃの深さＬは、１ｍｍから５ｍｍの範囲のうち任意の寸法を選択するのが好ましく、より好ましくは３ｍｍとするのがよい。ここで凹部Ｃの深さＬとは、開口端部Ｃ２と、当該開口端部Ｃ２から仮想水平線Ｑ２を引いたときに当該仮想水平線Ｑ２と交わる湾曲面における地点との距離である。 The dimensions of the recess C will be described below. The width W of the recess C is preferably selected from an arbitrary dimension within a range of 1 mm to 10 mm, and more preferably 5 mm. Here, the width W of the recess C is the distance from the opening end C1 to the bottom Cb.
In addition, the depth L of the recess C is preferably selected from an arbitrary dimension within a range of 1 mm to 5 mm, and more preferably 3 mm. Here, the depth L of the recess C is a distance between the opening end C2 and a point on the curved surface that intersects the virtual horizontal line Q2 when the virtual horizontal line Q2 is drawn from the opening end C2.

以下、上記工程により成形されたトレッド貼付け面Ｂと凹部Ｃとを有する台タイヤ１Ａと、タイヤトレッド１６とを一体化し、タイヤを製造する工程について説明する。
図３（ａ）は、エンベロープ１７内に投入された台タイヤ１Ａとタイヤトレッド１６との部分断面図である。
台タイヤ１Ａのトレッド貼付け面Ｂには、未加硫ゴム１５を介してタイヤトレッド１６が貼付けられる。未加硫ゴム１５は、トレッド貼付け面Ｂの全域を覆うように配置される帯状の未加硫ゴム部材であって、台タイヤ１Ａの円周方向に沿って均一な厚みとなるように配置される。未加硫ゴム１５は、加硫成形完了後に台タイヤ１Ａ及びタイヤトレッド１６の色と異なる色となる組成によって生成される。例えば、台タイヤ１Ａとタイヤトレッド１６が一般的な黒色である場合には、加硫成形完了後の未加硫ゴム１５の色が黒色以外の黄色や赤色等となるような組成によって生成される。
また、タイヤトレッド１６の貼付回数に応じた色の未加硫ゴム１５を配置するようにしてもよい。より詳細には、例えば貼付け回数が１回目の未加硫ゴムの色を黄色とし、貼付け回数が２回目の未加硫ゴムの色を赤色とするというように貼付け回数と未加硫ゴムの色との関係を予め規定しておけば、貼付け回数をタイヤの外観から容易に視認、確認することが可能となる。 Hereinafter, the process of manufacturing the tire by integrating the tire tread 16 with the tire tread 16 and the tire tread 16 having the tread application surface B and the recess C formed by the above process will be described.
FIG. 3A is a partial cross-sectional view of the base tire 1 </ b> A and the tire tread 16 introduced into the envelope 17.
A tire tread 16 is affixed to the tread affixing surface B of the base tire 1 </ b> A via an unvulcanized rubber 15. The unvulcanized rubber 15 is a strip-shaped unvulcanized rubber member disposed so as to cover the entire area of the tread pasting surface B, and is disposed so as to have a uniform thickness along the circumferential direction of the base tire 1A. The The unvulcanized rubber 15 is generated with a composition that is different from the colors of the base tire 1A and the tire tread 16 after the vulcanization molding is completed. For example, when the base tire 1A and the tire tread 16 are of a general black color, the tire is generated with a composition such that the color of the unvulcanized rubber 15 after completion of vulcanization is yellow or red other than black. .
Moreover, you may make it arrange | position the unvulcanized rubber 15 of the color according to the frequency | count of sticking of the tire tread 16. FIG. More specifically, for example, the number of pasting times and the color of the unvulcanized rubber, such that the color of the unvulcanized rubber with the first pasting time is yellow and the color of the unvulcanized rubber with the second pasting number is red. If the relationship is defined in advance, the number of times of application can be easily visually recognized and confirmed from the appearance of the tire.

タイヤトレッド１６は、トレッド貼付け面Ｂの円周方向長さよりも長く成形された帯状のゴム部材であって、例えばプレス型の加硫成形装置によって、トレッド貼付け面Ｂと対向する平坦な内周面１６Ａと踏面となるトレッドパターンが形成された外周面１６Ｂとが形成される。
タイヤトレッド１６は、例えばトレッド貼付け面Ｂの円周方向長さ（周長）よりも長い寸法を有し、未加硫ゴム１５が配置された状態の台タイヤ１Ａのトレッド貼付け面Ｂの円周方向に沿って巻きつけられ、端部同士が接合される。 The tire tread 16 is a belt-like rubber member that is formed longer than the circumferential length of the tread application surface B, and is a flat inner peripheral surface that faces the tread application surface B by, for example, a press-type vulcanization molding device. 16A and the outer peripheral surface 16B in which the tread pattern used as a tread surface was formed are formed.
The tire tread 16 has, for example, a dimension longer than the circumferential length (peripheral length) of the tread application surface B, and the circumference of the tread application surface B of the base tire 1A in a state where the unvulcanized rubber 15 is disposed. It winds along a direction and ends are joined.

上記貼付工程において一体化された台タイヤ１Ａ及びタイヤトレッド１６は、加硫工程へと搬送される。加硫工程においては、まず、未加硫ゴム１５を介して一体化された台タイヤ１Ａ及びタイヤトレッド１６を外周より包み込むエンベロープ１７と呼ばれる袋体に投入した上で、エンベロープ１７を密栓し、エンベロープ１７内を減圧する。エンベロープ１７が減圧状態となることにより、タイヤトレッド１６が台タイヤ１Ａのトレッド貼付け面Ｂに押し付けられた状態となる。そして、減圧状態のエンベロープ１７に投入された状態の台タイヤ１Ａ及びタイヤトレッド１６は、図外の加硫缶と呼ばれる加硫装置に搬入される。   The base tire 1A and the tire tread 16 integrated in the pasting step are conveyed to the vulcanization step. In the vulcanization step, first, the base tire 1A and the tire tread 16 integrated through the unvulcanized rubber 15 are put into a bag body called an envelope 17 that wraps from the outer periphery, and then the envelope 17 is sealed and sealed. 17 is depressurized. When the envelope 17 is in a reduced pressure state, the tire tread 16 is pressed against the tread application surface B of the base tire 1A. Then, the base tire 1A and the tire tread 16 that are put into the envelope 17 in a reduced pressure state are carried into a vulcanizing device called a vulcanizing can (not shown).

加硫缶内部に搬入された台タイヤ１Ａ及びタイヤトレッド１６は、例えば加硫缶の本体内部の天井に設けられたフックに縦置き状態（タイヤの回転中心軸が水平方向に延在する状態）で吊され、加熱加圧された状態で加硫される。そして、加硫缶によって、台タイヤ１Ａとタイヤトレッド１６との間に介在する未加硫ゴム１５が加硫されることにより、台タイヤ１Ａとタイヤトレッド１６が強固に接着され、製品としての性能を発揮し得るタイヤが製造される。   The base tire 1A and the tire tread 16 carried into the inside of the vulcanizing can are placed vertically on, for example, a hook provided on the ceiling inside the main body of the vulcanizing can (a state in which the rotation center axis of the tire extends in the horizontal direction). And vulcanized in a heated and pressurized state. The unvulcanized rubber 15 interposed between the base tire 1A and the tire tread 16 is vulcanized by the vulcanizing can, whereby the base tire 1A and the tire tread 16 are firmly bonded, and the performance as a product. The tire which can exhibit is manufactured.

図３（ｂ）に示すように加硫成型時において、台タイヤ１Ａとタイヤトレッド１６との間に介在する未加硫ゴム１５は、加硫缶内部の温度が上昇するに伴って徐々に溶融し、流動性が増加する。そして、流動性が増加した未加硫ゴム１５は、台タイヤ１Ａのショルダー部Ｔｈに形成された凹部Ｃへと流入する。
つまり、未加硫ゴム１５は、エンベロープ１７によって加圧された状態のショルダー部Ｔｈから加圧されていない空間としての凹部Ｃへと流入し、凹部Ｃ内において滞留した状態で加硫される。そして、凹部Ｃに滞留した未加硫ゴム１５は、加硫完了後、常温まで冷却されることによって凹部Ｃ内で固化、定着する。 As shown in FIG. 3B, during vulcanization molding, the unvulcanized rubber 15 interposed between the base tire 1A and the tire tread 16 gradually melts as the temperature inside the vulcanization can rises. And the liquidity increases. Then, the unvulcanized rubber 15 whose fluidity has increased flows into the recess C formed in the shoulder portion Th of the base tire 1A.
That is, the unvulcanized rubber 15 flows from the shoulder portion Th in a state of being pressurized by the envelope 17 into the concave portion C as a non-pressurized space and is vulcanized while remaining in the concave portion C. The unvulcanized rubber 15 staying in the recess C is solidified and fixed in the recess C by being cooled to room temperature after vulcanization is completed.

以上のとおり、加硫缶によって未加硫ゴム１５が加硫されると、台タイヤ１Ａとタイヤトレッド１６とが強固に接合され、製品としての性能を発揮し得るタイヤが製造される。また、台タイヤ１Ａとタイヤトレッド１６との間に介在する未加硫ゴム１５は、凹部Ｃ内に滞留した状態で固化するため、サイド部Ｔｓ側に流下することがなく、未加硫ゴム１５がタイヤの円周方向に沿って波打つような状態で定着することや、トレッド貼付け面Ｂの端部が露出することを確実に防止することができ、タイヤの外観を損なうことがないという特有の効果を奏する。   As described above, when the unvulcanized rubber 15 is vulcanized by the vulcanization can, the base tire 1A and the tire tread 16 are firmly joined, and a tire capable of exhibiting performance as a product is manufactured. Further, since the unvulcanized rubber 15 interposed between the base tire 1A and the tire tread 16 is solidified while staying in the recess C, the unvulcanized rubber 15 does not flow down to the side portion Ts side. Can be fixed in a state of undulating along the circumferential direction of the tire, and the end of the tread application surface B can be reliably prevented from being exposed, and the appearance of the tire is not impaired. There is an effect.

以下、本発明に係る他の実施形態（実施形態２）について説明する。本実施形態においては凹部Ｃの断面形状が矩形である点で実施形態１と異なる。
図４（ａ）は、実施形態２に係る凹部Ｃの拡大断面図であって、同図における凹部Ｃは、台タイヤ１Ａの幅方向に沿って傾斜する半径方向内側の面１０と、当該面１０と平行に対向する半径方向外側の面１１と、面１０及び面１１とを接続する側面１２とにより形成される。面１０及び面１１は、幅方向内側から外側に向かうに従って漸次上昇する傾斜面として形成される。
本例においても凹部Ｃは、幅方向端部Ｂｅと連接して形成される。即ち、凹部Ｃは、凹部Ｃの始点となる半径方向外側の開口端部Ｃ１が、前記トレッド貼付け面Ｂの幅方向端部Ｂｅと交わるように、換言すれば、開口端部Ｃ１と幅方向端部Ｂｅとによって形成される端縁Ｅに連続して形成される。
また、本実施例における凹部Ｃの底部Ｃｂとは、半径方向内側の面１０と側面１２との頂点であって、当該頂点が開口端部Ｃ２の位置Ｐ１よりも半径方向内側に位置することにより、トレッド貼付け面Ｂを伝って流下する未加硫ゴム１５を凹部Ｃ内に留めることが可能となる。 Hereinafter, another embodiment (Embodiment 2) according to the present invention will be described. The present embodiment is different from the first embodiment in that the cross-sectional shape of the recess C is rectangular.
FIG. 4A is an enlarged cross-sectional view of the concave portion C according to the second embodiment. The concave portion C in FIG. 4 includes the radially inner surface 10 inclined along the width direction of the base tire 1A and the surface. 10 is formed by a radially outer surface 11 facing in parallel with 10 and a side surface 12 connecting the surface 10 and the surface 11. The surfaces 10 and 11 are formed as inclined surfaces that gradually rise from the inner side in the width direction toward the outer side.
Also in this example, the concave portion C is formed so as to be connected to the width direction end portion Be. That is, the concave portion C has an opening end portion C1 on the outer side in the radial direction, which is the starting point of the concave portion C, intersecting with the width direction end portion Be of the tread application surface B, in other words, the opening end portion C1 and the width direction end portion. It is formed continuously with the edge E formed by the part Be.
Further, the bottom portion Cb of the concave portion C in the present embodiment is a vertex of the radially inner surface 10 and the side surface 12, and the vertex is located radially inward from the position P1 of the opening end portion C2. The unvulcanized rubber 15 flowing down along the tread application surface B can be retained in the recess C.

以下、本発明に係る他の実施形態（実施形態３）について説明する。本実施形態においては凹部Ｃの断面形状が三角形である点で実施形態１及び実施形態２と異なる。
図４（ｂ）は、実施形態３に係る凹部Ｃの拡大断面図であって、同図における凹部Ｃは、台タイヤ１Ａの幅方向に沿って傾斜する半径方向内側の面２０と、当該面２０と接続する半径方向外側の面２１とにより形成される。
本実施例における凹部Ｃの底部Ｃｂとは、半径方向内側の面２０と半径方向外側の面２１との頂点であって、当該頂点が開口端部Ｃ２の位置Ｐ１よりも半径方向内側に位置することにより、トレッド貼付け面Ｂを伝って流下する未加硫ゴム１５を凹部Ｃ内に留めることが可能となる。 Hereinafter, another embodiment (Embodiment 3) according to the present invention will be described. In this embodiment, it differs from Embodiment 1 and Embodiment 2 by the cross-sectional shape of the recessed part C being a triangle.
FIG. 4B is an enlarged cross-sectional view of the concave portion C according to the third embodiment. The concave portion C in FIG. 4 includes a radially inner surface 20 inclined along the width direction of the base tire 1A and the surface. 20 and a radially outer surface 21 connected to 20.
In this embodiment, the bottom Cb of the recess C is the apex of the radially inner surface 20 and the radially outer surface 21, and the apex is located radially inward from the position P1 of the opening end C2. Thus, the unvulcanized rubber 15 flowing down along the tread application surface B can be retained in the recess C.

以上、本発明を実施の形態を用いて説明したが、本発明の技術的範囲は上記実施の形態に限定されるものではない。特に上記実施形態においては、バフ掛けを行うことによりトレッド貼付け面を有する台タイヤを成形する例について説明したが、トレッド貼付け面を有する台タイヤを直接的に成型可能なモールドにより成型された台タイヤに凹部Ｃを形成することも可能である。この場合、バフ掛けが不要となるため、生産効率が一層向上する。また、上記実施の形態に多様な変更、改良を加え得ることは当業者にとって明らかであり、そのような変更又は改良を加えた形態も本発明の技術的範囲に含まれ得ることが、特許請求の範囲の記載から明らかである。   As mentioned above, although this invention was demonstrated using embodiment, the technical scope of this invention is not limited to the said embodiment. In particular, in the above-described embodiment, an example in which a base tire having a tread attachment surface is formed by buffing has been described. However, a base tire formed by a mold that can directly form a base tire having a tread attachment surface. It is also possible to form the recess C in the plate. In this case, since buffing becomes unnecessary, production efficiency is further improved. It is obvious to those skilled in the art that various modifications and improvements can be added to the above-described embodiment, and it is possible to include such modifications and improvements in the technical scope of the present invention. It is clear from the description of the range.

１ 加硫済みタイヤ、１Ａ 台タイヤ、３ カーカス、５ インナーライナー、
６ ベルト、１５ 未加硫ゴム、１６ タイヤトレッド、１７ エンベロープ、
Ｂ トレッド貼付け面、Ｂｅ 幅方向端部、
Ｃ 凹部、Ｃ１；Ｃ２ 開口端部、Ｃｂ 底部、Ｅ 縁部、Ｌ 深さ、
Ｑ１ 仮想垂線、Ｑ２ 仮想水平線、Ｗ 幅。 1 vulcanized tire, 1A tire, 3 carcass, 5 inner liner,
6 belt, 15 unvulcanized rubber, 16 tire tread, 17 envelope,
B tread application surface, Be width direction end,
C recess, C1; C2 open end, Cb bottom, E edge, L depth,
Q1 virtual perpendicular, Q2 virtual horizontal, W width.

Claims (6)

トレッド貼付け面を有する台タイヤ製造方法であって、
前記トレッド貼付け面の幅方向両端縁と連接する凹部を、連続する曲率を有する断面円弧状であり、底部が前記凹部における開口端縁のうち、半径方向内側に位置する開口端縁よりも半径方向内側に位置するように円周方向に沿って連続して形成することを特徴とする台タイヤ製造方法。 A tire manufacturing method having a tread application surface,
The concave portion connected to both end edges in the width direction of the tread application surface has a circular arc cross section having a continuous curvature, and the bottom portion is more radial than the open end edge located radially inside the open end edge of the concave portion. A base tire manufacturing method characterized by being formed continuously along a circumferential direction so as to be located inside . 請求項１に記載の台タイヤ製造方法により得られた台タイヤのトレッド貼付け面上に未加硫ゴムを配置し、当該未加硫ゴムを介してタイヤトレッドを貼付するタイヤ製造方法であって、
前記未加硫ゴムの色を前記台タイヤ及び前記タイヤトレッドと異なる色とすることを特徴とするタイヤ製造方法。 A tire manufacturing method in which unvulcanized rubber is disposed on a tread bonding surface of a table tire obtained by the table tire manufacturing method according to claim 1, and the tire tread is bonded through the unvulcanized rubber.
A tire manufacturing method, wherein a color of the unvulcanized rubber is different from that of the base tire and the tire tread. 前記未加硫ゴムの色を前記タイヤトレッドの貼付け回数に応じて異なる色とすることを特徴とする請求項２記載のタイヤ製造方法。 The tire manufacturing method according to claim 2 , wherein the color of the unvulcanized rubber is different depending on the number of times the tire tread is applied. トレッド貼付け面を有する台タイヤであって、
前記トレッド貼付け面の幅方向両端縁と連接し、前記台タイヤの円周方向に沿って連続して形成される凹部が、連続する曲率を有する断面円弧状であって、底部の位置が前記凹部における開口端縁のうち、半径方向内側に位置する開口端縁よりも半径方向内側に位置することを特徴とする台タイヤ。 A base tire having a tread application surface,
The concave portion connected to both end edges in the width direction of the tread application surface and continuously formed along the circumferential direction of the base tire has a circular arc shape having a continuous curvature, and the position of the bottom portion is the concave portion. A base tire characterized by being located radially inward of an opening edge located inward in the radial direction among the opening edges in . 請求項４に記載の台タイヤを含むタイヤであって、
前記トレッド貼付け面上に配置された未加硫ゴムと、当該未加硫ゴムを介して貼付されるタイヤトレッドとを備え、
前記未加硫ゴムの色が前記台タイヤ及び前記タイヤトレッドの色と異なることを特徴とするタイヤ。 A tire including the base tire according to claim 4 ,
Comprising an unvulcanized rubber disposed on the tread application surface, and a tire tread applied through the unvulcanized rubber,
A tire characterized in that a color of the unvulcanized rubber is different from colors of the base tire and the tire tread. 前記未加硫ゴムの色が前記タイヤトレッドの貼付け回数に応じて異なることを特徴とする請求項５記載のタイヤ。 The tire according to claim 5, wherein the color of the unvulcanized rubber varies depending on the number of times the tire tread is applied.
JP2010146205A 2010-06-28 2010-06-28 Pedestal tire and tire manufacturing method, and pedestal tire and tire Expired - Fee Related JP5424996B2 (en)

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PCT/JP2010/069927 WO2012001830A1 (en) 2010-06-28 2010-11-09 Method for producing tire casing and tire, and tire casing and tire

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JPS58121701U (en) * 1982-02-13 1983-08-19 住友ゴム工業株式会社 Retreaded tires
JPH0331007A (en) * 1989-06-28 1991-02-08 Sumitomo Rubber Ind Ltd Pneumatic tire
JP3570182B2 (en) * 1997-11-21 2004-09-29 東洋ゴム工業株式会社 Heavy duty pneumatic tires
JP4308932B2 (en) * 1997-11-21 2009-08-05 東洋ゴム工業株式会社 Heavy duty pneumatic tire
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