JP5551458B2 - Silent tool for pneumatic tire and method for joining both ends of belt-like member - Google Patents

Silent tool for pneumatic tire and method for joining both ends of belt-like member Download PDF

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JP5551458B2
JP5551458B2 JP2010012158A JP2010012158A JP5551458B2 JP 5551458 B2 JP5551458 B2 JP 5551458B2 JP 2010012158 A JP2010012158 A JP 2010012158A JP 2010012158 A JP2010012158 A JP 2010012158A JP 5551458 B2 JP5551458 B2 JP 5551458B2
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belt
joining
annular body
thickness
tire
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JP2011148437A (en
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倉森　　章
寿彦 斉藤
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Yokohama Rubber Co Ltd
Munekata Industrial Machinery Co Ltd
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Munekata Industrial Machinery Co Ltd
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Description

本発明はタイヤとホイールのリムとの間に装着される空気入りタイヤ用静音具および空気入りタイヤ用静音具の帯状部材の両端の接合方法に関する。   TECHNICAL FIELD The present invention relates to a pneumatic tire silencer mounted between a tire and a wheel rim, and a method of joining both ends of a belt-like member of the pneumatic tire silencer.

空気入りタイヤにおいて、騒音を発生させる原因の一つにタイヤ内部に充填された空気の振動による空洞共鳴音がある。
この空洞共鳴音は、タイヤを転動させたときにトレッド部が路面の凹凸によって振動し、トレッド部の振動がタイヤ内部の空気を振動させることによって生じるものである。 In a pneumatic tire, one of the causes for generating noise is cavity resonance sound caused by vibration of air filled in the tire.
The cavity resonance sound is generated when the tread portion vibrates due to road surface irregularities when the tire rolls, and the vibration of the tread portion vibrates the air inside the tire.

そこで、このような空洞共鳴現象による騒音を低減する手段として、空気入りタイヤ用静音具が提案されている（特許文献１参照）。
この空気入りタイヤ用静音具は、熱可塑性樹脂からなり断面が厚さよりも幅が大きい扁平な矩形状を呈して延在する帯状部材の両端が接合されて形成された環状体と、この環状体に該環状体の延在方向に等間隔をおいて取着された複数の多孔質吸音部材とを備えている。
そして、この空気入りタイヤ用静音具はタイヤ内周面に装着され、タイヤの転動に伴って回転する。 In view of this, a silent tool for a pneumatic tire has been proposed as means for reducing noise caused by such a cavity resonance phenomenon (see Patent Document 1).
The silent device for a pneumatic tire includes an annular body formed by joining both ends of a belt-shaped member made of a thermoplastic resin and extending in a flat rectangular shape whose cross section is wider than the thickness, and the annular body. And a plurality of porous sound absorbing members attached at equal intervals in the extending direction of the annular body.
And this silencer for pneumatic tires is mounted on the tire inner peripheral surface and rotates as the tire rolls.

特開２００７−１３７２５３号公報JP 2007-137253 A

このような空気入りタイヤ用静音具では、環状体を構成する帯状部材の両端を接合した箇所に段差があると、該空気入りタイヤ用静音具の回転時に段差に応力集中を生じ耐久性の点で不利となり、また、質量のアンバランスから振動や異音が発生する不具合がある。   In such a pneumatic tire silencer, if there is a step at a position where both ends of the belt-shaped member constituting the annular body are joined, stress concentration occurs in the step during rotation of the pneumatic tire silencer, resulting in durability. In addition, there is a problem that vibration and noise occur due to imbalance of mass.

このような空気入りタイヤ用静音具では、耐久性の向上を図りつつ質量のアンバランスを抑制する上で、環状体を構成する帯状部材の両端の接合部分の段差を抑制することが重要となっている。
本発明は、このような事情に鑑みてなされたものであり、その目的は、耐久性の向上を図りつつ質量のアンバランスを抑制する上で有利な空気入りタイヤ用静音具およびその帯状部材の両端の接合方法を提供することを目的とする。 In such a silencer for a pneumatic tire, it is important to suppress a step at a joint portion between both ends of a belt-shaped member constituting an annular body in order to suppress mass imbalance while improving durability. ing.
The present invention has been made in view of such circumstances, and an object of the present invention is to provide a silencer for a pneumatic tire that is advantageous in suppressing mass imbalance while improving durability and a belt-like member thereof. It aims at providing the joining method of both ends.

上記目的を達成するために、本発明は、熱可塑性樹脂からなり断面が厚さよりも幅が大きい扁平な矩形状を呈して延在する帯状部材の両端が接合されて形成された環状体と、前記環状体に該環状体の延在方向に間隔をおいて取着された複数の多孔質吸音部材とを備える空気入りタイヤ用静音具の前記帯状部材の両端の接合方法であって、前記帯状部材の両端の接合は突合わせ接合によってなされ、前記突合せ接合は、前記帯状部材の両端の部分を加熱して溶融させた状態で、前記両端同士を対向させつつ前記帯状部材の長手方向において互いに圧接する第１ステップと、前記第１ステップにより前記帯状部材の両端の圧接された箇所から前記厚さ方向および幅方向に膨出した膨出部を一対の成型子によって挟み込むことにより前記膨出部を押しつぶして平滑面からなる接合部を成型する第２ステップとを含み、前記環状体の前記接合部を除く非接合部の平均厚さをＴ１、前記接合部の最大厚さをＴ２としたときに、Ｔ２−Ｔ１が−０．３ｍｍ以上＋０．３ｍｍ以下であり、かつ、（Ｔ２−Ｔ１）／Ｔ２が−０．３以上＋０．３以下であり、前記帯状部材の平均厚さをＴ１、前記膨出部の厚さをＴ３としたとき、Ｔ３／Ｔ１＞１．５を満足することを特徴とする。 In order to achieve the above object, the present invention is an annular body formed by joining both ends of a belt-shaped member made of a thermoplastic resin and extending in a flat rectangular shape whose cross section is wider than its thickness, and A method of joining both ends of the belt-like member of a silent tool for a pneumatic tire comprising a plurality of porous sound-absorbing members attached to the annular body at intervals in the extending direction of the annular body, Both ends of the member are joined by butt joining, and the butt joining is performed in a state where both ends of the strip-shaped member are heated and melted and pressed against each other in the longitudinal direction of the strip-shaped member while facing the both ends. And a bulging portion bulging in the thickness direction and the width direction from a portion where the both ends of the belt-like member are pressed by the first step is sandwiched by a pair of molding elements to thereby form the bulging portion. Push A second step of crushing to form a joined portion consisting of a smooth surface, when the average thickness of the non-joined portion excluding the joined portion of the annular body is T1, and the maximum thickness of the joined portion is T2. , T2−T1 is −0.3 mm or more and +0.3 mm or less, and (T2−T1) / T2 is −0.3 or more and +0.3 or less, and the average thickness of the strip member is T1, When the thickness of the bulging portion is T3, T3 / T1> 1.5 is satisfied.

本発明の空気入りタイヤ用静音具によれば、帯状部材の両端の接合を突合わせ接合によって行ったので、接合部における段差の発生を抑制することができ、したがって、耐久性の向上を図りつつ環状体の質量のアンバランスを抑制することができる。
また、本実施の形態の空気入りタイヤ用静音具の帯状部材の両端の接合方法によれば、帯状部材の両端の突き合わせ接合を第１、第２ステップで行い、Ｔ３／Ｔ１＞１．５を満足するようにしたので、強度を確保しかつ段差を低減した接合部を安定して確実に得る上で有利となる。 According to the silent tool for a pneumatic tire of the present invention, the joining of both ends of the belt-like member is performed by the butt joining, so that it is possible to suppress the generation of a step at the joining portion, and thus to improve the durability. The imbalance of the mass of the annular body can be suppressed.
Moreover, according to the joining method of the both ends of the strip | belt-shaped member of the silencer for pneumatic tires of this Embodiment, the butt joining of the both ends of a strip | belt-shaped member is performed by a 1st, 2nd step, and T3 / T1> 1.5 is satisfied. Since it was made to satisfy, it becomes advantageous in obtaining the joint part which secured intensity | strength and reduced the level | step difference stably and reliably.

実施の形態に係る空気入りタイヤ用静音具１０の構成を示す斜視図である。It is a perspective view showing composition of silencer 10 for pneumatic tires concerning an embodiment. 実施の形態に係る空気入りタイヤ用静音具１０の構成を示す斜視図である。It is a perspective view showing composition of silencer 10 for pneumatic tires concerning an embodiment. （Ａ）〜（Ｄ）は帯状部材１６の両端１６０２、１６０４を突合わせ接合によって接合する場合の説明図である。(A)-(D) is explanatory drawing in the case of joining the both ends 1602 and 1604 of the strip | belt-shaped member 16 by butt joining. 帯状部材１６の厚さＴ１と膨出部１６１０の厚さＴ３とを示す説明図である。FIG. 6 is an explanatory view showing a thickness T1 of a belt-like member 16 and a thickness T3 of a bulging portion 1610. 環状体１２の非接合部２２の平均厚さＴ１と接合部２０の最大厚さＴ２とを示す説明図である。It is explanatory drawing which shows average thickness T1 of the non-joining part 22 of the annular body 12, and maximum thickness T2 of the junction part 20. FIG. 環状体１２の非接合部２２の平均厚さＴ１と接合部２０の最大厚さＴ２との関係を示す図である。It is a figure which shows the relationship between the average thickness T1 of the non-joining part 22 of the annular body 12, and the maximum thickness T2 of the joining part 20. FIG. 本発明に係る空気入りタイヤ用静音具１０の実施例と比較例との実験結果を示す図である。It is a figure which shows the experimental result of the Example and comparative example of the silencer 10 for pneumatic tires which concern on this invention.

次に本発明の実施の形態について図面を参照して説明する。
図１に示すように、本実施の形態に係る空気入りタイヤ用静音具１０は、環状体１２と、複数の多孔質吸音部材１４とを備えている。 Next, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the silencer 10 for a pneumatic tire according to the present embodiment includes an annular body 12 and a plurality of porous sound absorbing members 14.

環状体１２は、弾性復元力を有する熱可塑性樹脂からなり断面が厚さよりも幅が大きい扁平な矩形状を呈して延在する帯状部材１６の両端が接合されて形成されている。
このような熱可塑性樹脂としては、ポリプロピレン（ＰＰ）、ポリエチレン（ＰＥ）、ポリエチレンテレフタレート（ＰＥＴ）、ポリアミド樹脂（ＰＡ）、ポリカーボネート（ＰＣ），ポリスチレン（ＰＳ）、ポリビニルアルコール（ＰＶＡ），エチレン−酢酸ビニル強重合樹脂（ＥＶＡ）などの従来公知のさまざまな熱可塑性樹脂が使用可能であるが、ヒンジ特性に優れていることからポリプロピレン（ＰＰ）が好ましい。
帯状部材１６および帯状部材１６の両端の接合については後で詳述する。 The annular body 12 is formed by joining both ends of a band-shaped member 16 made of a thermoplastic resin having elastic restoring force and extending in a flat rectangular shape whose cross section is wider than the thickness.
As such a thermoplastic resin, polypropylene (PP), polyethylene (PE), polyethylene terephthalate (PET), polyamide resin (PA), polycarbonate (PC), polystyrene (PS), polyvinyl alcohol (PVA), ethylene-acetic acid Various conventionally known thermoplastic resins such as vinyl strong polymerization resin (EVA) can be used, but polypropylene (PP) is preferable because of excellent hinge characteristics.
The strip member 16 and the joining of both ends of the strip member 16 will be described in detail later.

各多孔質吸音部材１４は、環状体１２に該環状体１２の延在方向に等間隔をおいて取着されている。
多孔質吸音部材１４は、タイヤとホイールのリムとの間、特にタイヤ内面に装着されてタイヤ転動時の空洞共鳴音を抑制する、いわゆる騒音低減材として使用されるものである。
多孔質吸音部材１４としては、発泡ウレタン、吸音フェルト、発泡アルミニウムなど従来公知のさまざまな材料が使用可能であるが、欠け・裂け等の破損や圧縮（へたり）等の変形を有効に抑制する上で、軟質ポリウレタンフォームが好ましい。
より詳細には、軟質ポリウレタンフォームの単位密度（ｋｇ／ｍ３）あたりの引裂強さ（単位；Ｎ／ｃｍ）が０．３０以上、特に０．３３以上、好ましくは０．３５〜０．９０、より好ましくは０．３９〜０．７０、最も好ましくは０．４０〜０．６５でことが、破損や変形を有効に抑制する上で有利となる（２００７−１３７２５３号公報）。
単位密度あたりの引裂強さとは、測定された密度および引裂強さから算出される値であり、引裂強さを密度で除することによって得られる値である。
また、本発明の軟質ポリウレタンフォームの密度は７〜４０ｋｇ／ｍ３、好ましくは１０〜３０ｋｇ／ｍ３である。一般に、密度は小さくすると、軟質ポリウレタンフォームの機械的強度は低下するので、破損は起こり易いことが知られているが、上記のように比較的小さく設定しても、軟質ポリウレタンフォームの破損を有効に抑制できる。 Each porous sound absorbing member 14 is attached to the annular body 12 at equal intervals in the extending direction of the annular body 12.
The porous sound absorbing member 14 is used as a so-called noise reducing material that is mounted between the tire and the rim of the wheel, particularly on the inner surface of the tire, and suppresses the cavity resonance noise when the tire rolls.
As the porous sound absorbing member 14, various conventionally known materials such as urethane foam, sound absorbing felt, and foamed aluminum can be used. However, damage such as chipping and tearing and deformation such as compression (sagging) are effectively suppressed. Above, flexible polyurethane foam is preferred.
More specifically, the tear strength (unit: N / cm) per unit density (kg / m 3 ) of the flexible polyurethane foam is 0.30 or more, particularly 0.33 or more, preferably 0.35 to 0.90. More preferably, 0.39 to 0.70, and most preferably 0.40 to 0.65 is advantageous for effectively suppressing damage and deformation (2007-137253).
The tear strength per unit density is a value calculated from the measured density and tear strength, and is a value obtained by dividing the tear strength by the density.
The density of the flexible polyurethane foam of the present invention is 7 to 40 kg / m 3 , preferably 10 to 30 kg / m 3 . In general, it is known that the lower the density, the lower the mechanical strength of the flexible polyurethane foam, and therefore it is known that the breakage is likely to occur. Can be suppressed.

また引裂強さは、試験片の形状を「切込みなしアングル形試験片」としてＪＩＳ Ｋ６４００−５に準じて測定された値を用いている。   Further, the tear strength is a value measured according to JIS K6400-5, assuming that the shape of the test piece is an “angle type test piece without cut”.

軟質ポリウレタンフォームのセル数は、上記単位密度あたりの引裂強さが達成されれば、特に制限されず、密度を減少させることによって単位密度あたりの引裂強さを増大させる観点からは、２５個／２５ｍｍ以上が好ましい。セル数は２５ｍｍあたりの個数で示すものとする。   The number of cells of the flexible polyurethane foam is not particularly limited as long as the tear strength per unit density is achieved. From the viewpoint of increasing the tear strength per unit density by decreasing the density, 25 cells / 25 mm or more is preferable. The number of cells is indicated by the number per 25 mm.

セル数は、ＪＩＳ Ｋ６４００−１ 付属書１に準じて測定された値を用いている。   As the number of cells, a value measured according to JIS K6400-1 Appendix 1 is used.

軟質ポリウレタンフォームは、例えば、主原料であるポリオール成分の種類により、ポリエステルウレタンフォーム、ポリエーテルウレタンフォームおよびポリエステルエーテルウレタンフォームに大別される。
単位密度あたりの引裂強さの制御の観点からは、ポリエステルウレタンフォームおよびポリエーテルウレタンフォームが好ましい。 Flexible polyurethane foams are broadly classified into, for example, polyester urethane foams, polyether urethane foams, and polyester ether urethane foams, depending on the type of polyol component that is the main raw material.
From the viewpoint of controlling the tear strength per unit density, polyester urethane foam and polyether urethane foam are preferred.

このような軟質ポリウレタンフォームは例えば、市販の倉敷紡績社製「クララフォーム」シリーズ等として入手可能である。   Such a flexible polyurethane foam is available, for example, as a commercially available “Clara Foam” series manufactured by Kurashiki Boseki Co., Ltd.

本実施の形態では、多孔質吸音部材１４は、矩形状の板の四隅を面取りした八角形の板状を呈している。
なお、多孔質吸音部材１４の形状は、特に制限されるものではないが、環状体１２を用いて装着されることを考慮すれば、厚さ３〜３０ｍｍ程度が好ましく、特に５〜１５ｍｍが好ましい。
３ｍｍ未満であると、環状体１２への取付け性が低下する。また、３０ｍｍを越えると面外曲げの強制変位に対して表面応力が大きくなり、裂け・欠けが発生しやすい。
また、幅は、タイヤのカーカス層外周側に配される補強層、いわゆるベルト層の最大幅の５０〜１５０％程度であり、好ましくは８０〜１３０％である。
なお、環状体１２の幅とは、環状体１２をタイヤに装着した時におけるタイヤ回転軸方向の長さである。 In the present embodiment, the porous sound absorbing member 14 has an octagonal plate shape in which four corners of a rectangular plate are chamfered.
The shape of the porous sound absorbing member 14 is not particularly limited, but considering that it is mounted using the annular body 12, the thickness is preferably about 3 to 30 mm, and particularly preferably 5 to 15 mm. .
When it is less than 3 mm, the attachment to the annular body 12 is deteriorated. On the other hand, if it exceeds 30 mm, the surface stress increases with respect to the forced displacement due to out-of-plane bending, and tearing and chipping tend to occur.
Further, the width is about 50 to 150%, preferably 80 to 130% of the maximum width of the reinforcing layer arranged on the outer peripheral side of the carcass layer of the tire, the so-called belt layer.
The width of the annular body 12 is the length in the tire rotation axis direction when the annular body 12 is mounted on a tire.

図１、図２は空気入りタイヤ用静音具１０の斜視図である。
図１、図２の何れにおいても、各多孔質吸音部材１４は、その幅方向の中央を通る中心線を環状体１２の幅方向の中心線に平行させた状態で環状体１２に取着されている。
各多孔質吸音部材１４は、図１に示すように、環状体１２の内周面に取着されてもよく、あるいは、図２に示すように、環状体１２の外周面に取着されてもよい。
各多孔質吸音部材１４が環状体１２の延在方向に等間隔をおいて取着されることにより、周方向の重量バランスを均一に保つことができる。
図１、図２においては、多孔質吸音部材１４の個数は５個であるが、特に制限されるものではなく、例えば、３〜２０個であってよい。 1 and 2 are perspective views of a silent tool 10 for a pneumatic tire.
1 and 2, each porous sound absorbing member 14 is attached to the annular body 12 with the center line passing through the center in the width direction parallel to the center line in the width direction of the annular body 12. ing.
Each porous sound absorbing member 14 may be attached to the inner peripheral surface of the annular body 12 as shown in FIG. 1, or may be attached to the outer peripheral surface of the annular body 12 as shown in FIG. Also good.
By attaching each porous sound absorbing member 14 at equal intervals in the extending direction of the annular body 12, the weight balance in the circumferential direction can be kept uniform.
1 and 2, the number of the porous sound absorbing members 14 is five, but is not particularly limited, and may be 3 to 20, for example.

多孔質吸音部材１４の環状体１２に対する取着方法として例えば以下の方法が使用できる。
１）接着剤や粘着テープを用いて多孔質吸音部材１４を環状体１２に取着する。
２）ポリプロピレン等の熱可塑性樹脂からなる樹脂層を、多孔質吸音部材１４における環状体１２との接触面に予め形成しておき、当該樹脂層の熱融着によって多孔質吸音部材１４を環状体１２に取着する。このような樹脂層の熱融着には超音波溶着機を用いることが好ましい。 As a method for attaching the porous sound absorbing member 14 to the annular body 12, for example, the following method can be used.
1) The porous sound absorbing member 14 is attached to the annular body 12 using an adhesive or an adhesive tape.
2) A resin layer made of a thermoplastic resin such as polypropylene is formed in advance on the contact surface of the porous sound absorbing member 14 with the annular body 12, and the porous sound absorbing member 14 is annularly bonded by thermal fusion of the resin layer. Attach to 12. It is preferable to use an ultrasonic welder for heat-sealing such a resin layer.

また、多孔質吸音部材１４の環状体１２に対する取着は、多孔質吸音部材１４と環状体１２との接触面全面において行っても、あるいは、当該接触面において局部的に行ってもよい。   Further, the attachment of the porous sound absorbing member 14 to the annular body 12 may be performed on the entire contact surface between the porous sound absorbing member 14 and the annular body 12 or locally on the contact surface.

空気入りタイヤ用静音具１０の寸法、すなわち環状体１２および多孔質吸音部材１４の寸法は、多孔質吸音部材１４がタイヤの内面、特にトレッド部の内面に装着・保持され、かつ騒音低減効果を奏する限り特に制限されるものではない。
特に環状体１２を真円としたときの直径は、通常、装着されるべきタイヤの内径と略同等又は小さくされる。 The dimensions of the pneumatic tire silencer 10, that is, the dimensions of the annular body 12 and the porous sound absorbing member 14 are such that the porous sound absorbing member 14 is mounted and held on the inner surface of the tire, particularly the inner surface of the tread portion, and has a noise reduction effect. There is no particular limitation as long as it is played.
In particular, the diameter when the annular body 12 is a perfect circle is usually substantially equal to or smaller than the inner diameter of the tire to be mounted.

空気入りタイヤ用静音具１０の製造に際しては、帯状部材１６の所定位置に多孔質吸音部材１４を取着した後、帯状部材１６の両端を接合してもよい。
あるいは、帯状部材１６の両端を接合して環状体１２を形成した後、環状体１２の所定位置に多孔質吸音部材１４を取着してもよい。 When manufacturing the silent tool 10 for a pneumatic tire, both ends of the band-shaped member 16 may be joined after the porous sound-absorbing member 14 is attached to a predetermined position of the band-shaped member 16.
Alternatively, the porous sound absorbing member 14 may be attached to a predetermined position of the annular body 12 after joining both ends of the belt-shaped member 16 to form the annular body 12.

空気入りタイヤ用静音具１０は、環状体１２が弾性復元力を有するため、外力によって変形されながらタイヤ内に挿入されても、外力が除かれると、環状体１２はタイヤ周方向に連続的に延在するように復元する。
その結果として空気入りタイヤ用静音具１０はタイヤ内面に保持され、各多孔質吸音部材１４がタイヤ内面、特にトレッド部内面に装着・保持される。
また空気入りタイヤ用静音具１０はタイヤに対して着脱自在であり、その着脱作業は簡便である。 Since the annular body 12 has an elastic restoring force, the silent body 10 for a pneumatic tire is continuously inserted in the tire circumferential direction when the external force is removed even if the annular body 12 is inserted into the tire while being deformed by an external force. Restore to extend.
As a result, the pneumatic tire silencer 10 is held on the inner surface of the tire, and each porous sound absorbing member 14 is mounted and held on the inner surface of the tire, particularly on the inner surface of the tread portion.
Moreover, the silent tool 10 for a pneumatic tire is detachable from the tire, and the attaching / detaching operation is simple.

次に本発明の要旨である帯状部材１６の接合方法について詳細に説明する。
図３（Ａ）〜（Ｄ）は帯状部材１６の両端１６０２、１６０４を突合わせ接合によって接合する場合の説明図である。
本実施の形態では、帯状部材１６の両端の接合は突合わせ接合によってなされている。
突合せ接合は次のような手順で行われる。
図３（Ａ）に示すように帯状部材１６の両端１６０２、１６０４の部分を加熱して溶融させた状態で、図３（Ｂ）に示すように、両端１６０２、１６０４同士を対向させつつ帯状部材１６の長手方向において互いに圧接する第１ステップを行う。
両端１６０２、１６０４の部分を溶融する方法としては次に例示する方法を含め、従来公知のさまざまな方法が使用可能である。
１）加熱した金属製の熱板を用いて両端１６０２、１６０４を融点以上に加熱して溶融させる。
２）熱風を用いて両端１６０２、１６０４を融点以上に加熱して溶融させる。
３）熱線（放射線）を用いて両端１６０２、１６０４を融点以上に加熱して溶融させる。 Next, the joining method of the strip-shaped member 16 which is the gist of the present invention will be described in detail.
3A to 3D are explanatory views in the case where both ends 1602 and 1604 of the band-like member 16 are joined by butt joining.
In the present embodiment, both ends of the belt-like member 16 are joined by butt joining.
The butt joint is performed by the following procedure.
In the state where both ends 1602 and 1604 of the band-shaped member 16 are heated and melted as shown in FIG. 3A, the band-shaped member is opposed to both ends 1602 and 1604 as shown in FIG. 3B. A first step is performed in which the sixteen longitudinal directions are pressed against each other.
As a method for melting the portions of both ends 1602 and 1604, various conventionally known methods can be used including the method exemplified below.
1) Using a heated metal hot plate, both ends 1602 and 1604 are heated to the melting point or higher to be melted.
2) Using hot air, both ends 1602 and 1604 are heated to a melting point or higher and melted.
3) Using heat rays (radiation), both ends 1602 and 1604 are heated to the melting point or higher and melted.

図３（Ｂ）に示すように、第１ステップにより帯状部材１６の両端１６０２、１６０４の圧接された箇所において厚さ方向および幅方向に膨出した膨出部１６１０が形成される。
次に、図３（Ｃ）に示すように、膨出部１６１０を一対の成型子Ｃ１、Ｃ２によって挟み込むことにより膨出部１６１０を押しつぶして平滑面からなる接合部２０を成型する第２ステップを行う。すなわち、一対の成型子Ｃ１、Ｃ２によって押しつぶされた膨出部１６１０が冷却硬化されることにより、接合部２０が成型される。なお、一対の成型子Ｃ１、Ｃ２で膨出部１６１０を押しつぶした際には、融点以上に再加熱をした後に冷却硬化すると、精度良く成型する上で有利となる。この際に、接合部の幅方向（厚さTの法線方向）にバリの様な突起が出る場合があるが、それを取り除く工程を入れても良い。
この場合、図４に示すように、帯状部材１６の厚さをＴ１、膨出部２０の厚さをＴ３としたとき、Ｔ３／Ｔ１＞１．５を満足することが接合部２０を安定して成型する上で有利となる。 As shown in FIG. 3B, a bulging portion 1610 that bulges in the thickness direction and the width direction is formed at the location where the two ends 1602 and 1604 of the belt-like member 16 are pressed by the first step.
Next, as shown in FIG. 3C, a second step is performed in which the bulging portion 1610 is sandwiched between a pair of molding elements C1 and C2 to crush the bulging portion 1610 and mold the joint portion 20 formed of a smooth surface. Do. That is, the joint portion 20 is molded by cooling and hardening the bulging portion 1610 crushed by the pair of molding elements C1 and C2. When the bulging portion 1610 is crushed by the pair of molding elements C1 and C2, cooling and curing after reheating above the melting point is advantageous for accurate molding. At this time, a burr-like protrusion may appear in the width direction of the joint (the normal direction of the thickness T), but a step of removing it may be included.
In this case, as shown in FIG. 4, when the thickness of the belt-like member 16 is T1 and the thickness of the bulging portion 20 is T3, satisfying T3 / T1> 1.5 stabilizes the joint portion 20. This is advantageous for molding.

また、膨出部１６１０を冷却硬化させるために、成形子Ｃ１，Ｃ２が膨出部１６１０を押圧する押圧面の温度は膨出部１６１０の温度（溶融された両端１６０２、１６０４の温度）よりも低温であることが必要である。
また、成形子Ｃ１，Ｃ２が膨出部１６１０を押圧する押圧面は、平坦な平面であることが接合部２０の平滑面を得る上で好ましい。
次いで、図３（Ｄ）に示すように、一対の成型子Ｃ１、Ｃ２を接合部２０から離間させることにより、環状体１２が得られる。この場合、接合部２０以外の環状体１２の部分が非接合部２２となる。 Further, in order to cool and cure the bulging portion 1610, the temperature of the pressing surface on which the compacts C1 and C2 press the bulging portion 1610 is higher than the temperature of the bulging portion 1610 (the temperature of the melted both ends 1602 and 1604). It must be low temperature.
In addition, it is preferable that the pressing surface on which the compacts C1 and C2 press the bulging portion 1610 is a flat plane in order to obtain a smooth surface of the joint portion 20.
Next, as shown in FIG. 3D, the annular body 12 is obtained by separating the pair of molding elements C <b> 1 and C <b> 2 from the joint portion 20. In this case, the portion of the annular body 12 other than the joint portion 20 becomes the non-joint portion 22.

このように膨出部１６１０を押しつぶして平滑面からなる接合部２０を成型することにより、段差をなくすことができ、接合部２０の強度を、接合部２０を除く帯状部材１６の部分の強度と同等とすることができる。
したがって、接合部２０における応力集中を抑制でき、環状体１２の耐久性を高める上で有利となる。
また、接合部２０と接合部２０を除く帯状部材１６の部分との厚さをほぼ均等にできるため、環状体１２の周方向における質量のアンバランスを抑制することができる。
したがって、タイヤの転動に追従して回転する空気入りタイヤ用静音具１０の振動および異音の発生を抑制する上で有利となる。
また、図１に示すように、各多孔質吸音部材１４を環状体１２の内周面に取着して構成した空気入りタイヤ用静音具１０では、タイヤ内周面に装着した状態で環状体１２がタイヤ内周面に接触するが、平滑面からなる接合部２０は、段差に比べてタイヤ内周面（インナーライナー）への損傷を抑制する上で有利となる。 Thus, by crushing the bulging portion 1610 and molding the joint portion 20 formed of a smooth surface, a step can be eliminated, and the strength of the joint portion 20 is equal to the strength of the portion of the belt-like member 16 excluding the joint portion 20. Can be equivalent.
Therefore, stress concentration at the joint 20 can be suppressed, which is advantageous in enhancing the durability of the annular body 12.
Moreover, since the thickness of the joining portion 20 and the portion of the belt-like member 16 excluding the joining portion 20 can be made substantially uniform, mass imbalance in the circumferential direction of the annular body 12 can be suppressed.
Therefore, it is advantageous in suppressing the generation of vibration and abnormal noise of the pneumatic tire silencer 10 that rotates following the rolling of the tire.
Further, as shown in FIG. 1, in the silencer 10 for a pneumatic tire constructed by attaching each porous sound absorbing member 14 to the inner circumferential surface of the annular body 12, the annular body is mounted on the tire inner circumferential surface. 12 is in contact with the tire inner peripheral surface, but the joining portion 20 made of a smooth surface is more advantageous in suppressing damage to the tire inner peripheral surface (inner liner) than the step.

なお、図５に示すように、環状体１２の非接合部２２の平均厚さ（帯状部材１６の厚さ）をＴ１、接合部２０の最大厚さをＴ２としたときに、Ｔ２−Ｔ１が−０．３ｍｍ以上＋０．３ｍｍ以下であることが、耐久性および質量のバランスを阻害する段差をなくす上で有利となる。
また、（Ｔ２−Ｔ１）／Ｔ２が−０．３以上＋０．３以下であることが接合部２０付近での応力集中による耐久性の低下を抑制する上で有利となる。
図６は上記したＴ１，Ｔ２の関係を示す図であり、直線Ｌ１がＴ２−Ｔ１＝−０．３ｍｍ、直線Ｌ２がＴ２−Ｔ１＝＋０．３ｍｍ、直線Ｌ３が（Ｔ２−Ｔ１）／Ｔ２＝−０．３、直線Ｌ４が（Ｔ２−Ｔ１）／Ｔ２＝＋０．３を示している。
したがって、ハッチングを施した範囲が耐久性および質量のバランスを阻害する段差を低減する上で好ましいＴ１，Ｔ２の数値の範囲を示している。 As shown in FIG. 5, when the average thickness of the non-joined portion 22 of the annular body 12 (thickness of the strip-like member 16) is T1, and the maximum thickness of the joined portion 20 is T2, T2-T1 is It is advantageous for eliminating a step that impairs the balance between durability and mass to be −0.3 mm or more and +0.3 mm or less.
In addition, it is advantageous that (T2−T1) / T2 is −0.3 or more and +0.3 or less in order to suppress a decrease in durability due to stress concentration in the vicinity of the joint 20.
FIG. 6 is a diagram showing the relationship between T1 and T2, and the straight line L1 is T2−T1 = −0.3 mm, the straight line L2 is T2−T1 = + 0.3 mm, and the straight line L3 is (T2−T1) / T2 =. −0.3 and the straight line L4 indicates (T2−T1) /T2=+0.3.
Therefore, the hatched range shows a preferable range of numerical values of T1 and T2 in order to reduce a step that impairs the balance between durability and mass.

さらに、Ｔ２−Ｔ１が−０．１ｍｍ以上＋０．１ｍｍ以下であることが耐久性および質量のバランスを阻害する段差を低減する上でより好ましく、（Ｔ２−Ｔ１）／Ｔ２が−０．１以上＋０．１以下であることが接合部２０付近での応力集中による耐久性の低下を抑制する上でより好ましい。   Furthermore, it is more preferable that T2-T1 is −0.1 mm or more and +0.1 mm or less in order to reduce a step that impairs the balance between durability and mass, and (T2−T1) / T2 is −0.1 or more. It is more preferable that it is +0.1 or less in order to suppress a decrease in durability due to stress concentration near the joint 20.

以上説明したように本実施の形態の空気入りタイヤ用静音具１０によれば、帯状部材１６の両端の接合を突合わせ接合によって行ったので、接合部２０における段差を低減でき、したがって、接合部２０の強度を確保することができる。
また、接合部２０における段差を低減することによって接合部２０と接合部２０を除く帯状部材１６の部分との厚さをほぼ均等にできるため、環状体１２の質量のアンバランスを抑制することができる。
また、本実施の形態の空気入りタイヤ用静音具の帯状部材の両端の接合方法によれば、帯状部材１６の両端１６０２、１６０４の突き合わせ接合を第１、第２ステップで行い、Ｔ３／Ｔ１＞１．５を満足するようにしたので、強度を確保しかつ段差を低減した接合部２０を安定して確実に得る上で有利となる。 As described above, according to the pneumatic tire silencer 10 of the present embodiment, since both ends of the belt-like member 16 are joined by butt joining, the level difference in the joining portion 20 can be reduced. A strength of 20 can be ensured.
Moreover, since the thickness of the joining member 20 and the portion of the belt-like member 16 excluding the joining portion 20 can be made almost equal by reducing the level difference in the joining portion 20, the mass imbalance of the annular body 12 can be suppressed. it can.
Moreover, according to the joining method of the both ends of the strip | belt-shaped member of the silencer for pneumatic tires of this Embodiment, both ends 1602 and 1604 of the strip | belt-shaped member 16 are butt-joined by a 1st, 2nd step, and T3 / T1> Since 1.5 is satisfied, it is advantageous in stably and surely obtaining the joint portion 20 that secures strength and reduces the level difference.

なお、本実施の形態では、帯状部材１６の両端１６０２、１６０４の突き合わせ接合を熱溶着を用いて行ったが、要するに突き合わせ接合を行えればよいのであり、熱溶着に代えて振動溶着、超音波溶着を用いてもよい。   In this embodiment, both ends 1602 and 1604 of the belt-like member 16 are butt-joined using thermal welding. In short, it is only necessary to perform butt-joining, and instead of thermal welding, vibration welding or ultrasonic waves are used. Welding may be used.

また、図１に示すように、空気入りタイヤ用静音具１０の各多孔質吸音部材１４が環状体１２の内周面に取着されて構成されている場合、言い換えると、環状体１２の外周面がタイヤ内周面に接触して装着される場合は次のことが言える。
すなわち、接合部２０のうち環状体１２の外周面に位置する部分のみを平滑面とすれば接合部２０がタイヤ内周面に損傷を与えることを抑制することができ、接合部２０のうち環状体１２の内周面に位置する部分については必ずしも平滑面としなくてもよい。
しかしながら、本実施の形態のように、接合部２０のうち環状体１２の外周面および内周面の双方を平滑面とすれば、接合部２０の強度を確保しつつ接合部２０における段差を低減する上でより有利となり、また、環状体１２の周方向における質量のアンバランスを抑制する上でより有利となる。 Further, as shown in FIG. 1, when each porous sound absorbing member 14 of the pneumatic tire silencer 10 is attached to the inner peripheral surface of the annular body 12, in other words, the outer periphery of the annular body 12. When the surface is mounted in contact with the tire inner peripheral surface, the following can be said.
That is, if only the portion located on the outer peripheral surface of the annular body 12 in the joint portion 20 is a smooth surface, the joint portion 20 can be prevented from damaging the tire inner peripheral surface. The portion located on the inner peripheral surface of the body 12 does not necessarily have to be a smooth surface.
However, if both the outer peripheral surface and inner peripheral surface of the annular body 12 are smooth surfaces in the joint portion 20 as in the present embodiment, the level difference in the joint portion 20 is reduced while ensuring the strength of the joint portion 20. It is more advantageous to reduce the mass imbalance in the circumferential direction of the annular body 12.

以下、本発明の実施例を比較例と比較しつつ説明する。
図７は本発明に係る空気入りタイヤ用静音具１０の実施例と比較例との実験結果を示す図である。
実験条件は、以下の通りである。
空気入りタイヤ用静音具１０の仕様：
帯状部材１６の材質はポリプロピレン、寸法は長さ１９００ｍｍ、幅２５ｍｍ、厚さ１ｍｍとした。
多孔質吸音部材１４の材質は軟質ポリウレタンフォーム、寸法は長さ３００、幅２００、厚さ１０ｍｍとした。
また、図１に示すように、空気入りタイヤ用静音具１０は、５個の多孔質吸音部材１４が環状体１２の内周面に取着されて構成されている。
タイヤ仕様：
２１５／６０Ｒ１６ ９５Ｈ（サマータイヤ）
評価方法：
ドラム耐久試験（速度８０ｋｍ／ｈ、タイヤ荷重１００％ＬＩ、空気圧１２０ｋＰａ、走行距離６０００ｋｍ） Hereinafter, examples of the present invention will be described in comparison with comparative examples.
FIG. 7 is a diagram showing experimental results of an example and a comparative example of the silencer 10 for a pneumatic tire according to the present invention.
The experimental conditions are as follows.
Specifications of silent tire 10 for pneumatic tires:
The material of the belt-like member 16 was polypropylene, and the dimensions were length 1900 mm, width 25 mm, and thickness 1 mm.
The material of the porous sound absorbing member 14 was a flexible polyurethane foam, and the dimensions were a length of 300, a width of 200, and a thickness of 10 mm.
Further, as shown in FIG. 1, the pneumatic tire silencer 10 is configured by attaching five porous sound absorbing members 14 to the inner peripheral surface of the annular body 12.
Tire specifications:
215 / 60R16 95H (summer tire)
Evaluation method:
Drum durability test (speed 80 km / h, tire load 100% LI, air pressure 120 kPa, mileage 6000 km)

評価項目は以下の２項目である。
耐久性：環状体１２の破損状況に基づいて◎、○、×の３段階で評価した。
◎は空気入りタイヤ用静音具１０外観に目立った損傷がなく使用可能であることを示す。
○は空気入りタイヤ用静音具１０外観に損傷はあるが使用可能であることを示す。
×は空気入りタイヤ用静音具１０外観の損傷が大きく使用不可能であることを示す。
すなわち、×は環状体１２および多孔質吸音部材１４の何れかが破断した状態を示す。
低タイヤ攻撃性：接合部２０がタイヤ内周面に与えた損傷の程度に基づいて◎、○、×の３段階で評価した。
◎はインナーライナーに目立った損傷が無いことを示す。
○はインナーライナーを貫通しない傷が見られることを示す。
×はインナーライナーを貫通する傷、あるいは、インナーライナーの剥離が見られることを示す。 The evaluation items are the following two items.
Durability: Based on the state of breakage of the annular body 12, evaluation was made in three stages: ◎, ○, ×.
A indicates that the appearance of the silent tire 10 for a pneumatic tire can be used without noticeable damage.
○ indicates that the appearance of the silent tool 10 for a pneumatic tire is damaged but usable.
X indicates that the appearance of the silent tool 10 for pneumatic tires is severely damaged and cannot be used.
That is, x indicates a state in which either the annular body 12 or the porous sound absorbing member 14 is broken.
Low tire aggression: Based on the degree of damage given to the tire inner peripheral surface by the joint 20, evaluation was made in three stages: ◎, ○, ×.
A indicates that there is no noticeable damage to the inner liner.
○ indicates that scratches that do not penetrate the inner liner are observed.
X indicates that scratches penetrating the inner liner or peeling of the inner liner is observed.

実施例１〜３は、帯状部材１６を熱溶着により突き合わせ接合（バット接合）し、Ｔ１、Ｔ２，Ｔ３の数値が前記の条件式を満足するように設定した。
比較例１、２は、帯状部材１６を熱溶着により突き合わせ接合した。
比較例３は、帯状部材１６を熱溶着により重ね合わせ接合（ラップ接合）した。重ね合わせ接合は、帯状部材１６の両端１６０２、１６０４をそれらの厚さ方向で重ね合わせて接合することをいう。
比較例４は、帯状部材１６を接着剤により突き合わせ接合した。
比較例５は、帯状部材１６を接着剤により重ね合わせ接合した。
なお、比較例１〜５は、Ｔ１、Ｔ２，Ｔ３の数値の少なくとも一部が前記の条件式を満たさないように設定した。 In Examples 1 to 3, the belt-like member 16 was butt-joined (butt-joined) by thermal welding, and the numerical values of T1, T2, and T3 were set so as to satisfy the conditional expression.
In Comparative Examples 1 and 2, the belt-like member 16 was butt-joined by heat welding.
In Comparative Example 3, the belt-like member 16 was joined by overlapping (lap joining) by heat welding. Overlap joining refers to joining both ends 1602 and 1604 of the belt-like member 16 in the thickness direction thereof.
In Comparative Example 4, the band-shaped member 16 was butt-joined with an adhesive.
In Comparative Example 5, the band-shaped member 16 was overlapped and bonded with an adhesive.
In Comparative Examples 1 to 5, the numerical values of T1, T2, and T3 were set so as not to satisfy the conditional expression.

図７から明らかなように、比較例１、２は帯状部材１６を突き合わせ接合することで環状体１２を構成しているものの、Ｔ１、Ｔ２，Ｔ３の数値が前記の条件式を満たしていない。
したがって、実施例１〜３は比較例１、２に比較して耐久性および低タイヤ攻撃性の面で有利となっていることがわかる。
また、比較例３、５は重ね合わせ接合であることから、帯状部材の両端の接合部分の強度をある程度確保することはできるものの、接合部分に大きな段差（Ｔ２−Ｔ１＝０．９ｍｍ、１．１ｍｍ）が生じるためにタイヤ内周面に損傷を与えやすい。
したがって、実施例１〜３は、比較例３、５に比較して低タイヤ攻撃性の面で有利となっていることがわかる。
また、比較例４は突き合わせ接合であることから、帯状部材の両端の接合部分の段差は低減できるものの、接着剤を用いているため帯状部材の両端の接合部分の強度を確保する上で不利がある。
したがって、実施例１〜３は、比較例４に比較して耐久性の面で有利となっていることがわかる。
すなわち、実施例１〜３は、比較例１〜５に対して、耐久性および低タイヤ攻撃性の双方を確保する上で有利であることがわかる。 As is clear from FIG. 7, Comparative Examples 1 and 2 constitute the annular body 12 by butting and joining the band-shaped members 16, but the numerical values of T 1, T 2, and T 3 do not satisfy the conditional expression.
Therefore, it can be seen that Examples 1 to 3 are more advantageous than Comparative Examples 1 and 2 in terms of durability and low tire aggression.
In addition, since Comparative Examples 3 and 5 are overlap bonding, it is possible to secure a certain degree of strength at the joint portions at both ends of the belt-shaped member, but a large step (T2-T1 = 0.9 mm, 1.. 1mm) is likely to damage the tire inner peripheral surface.
Therefore, it can be seen that Examples 1 to 3 are more advantageous in terms of low tire aggression than Comparative Examples 3 and 5.
In addition, since Comparative Example 4 is a butt joint, the level difference between the joint portions at both ends of the belt-shaped member can be reduced. However, since an adhesive is used, there is a disadvantage in securing the strength of the joint portions at both ends of the belt-shaped member. is there.
Therefore, it can be seen that Examples 1 to 3 are more advantageous in terms of durability than Comparative Example 4.
That is, it can be seen that Examples 1 to 3 are more advantageous than Comparative Examples 1 to 5 in securing both durability and low tire aggression.

１０……空気入りタイヤ用静音具、１２……環状体、１４……多孔質吸音部材、１６……帯状部材、１６０２、１６０４……両端、１６１０……膨出部、２０……接合部、２２……非接合部、Ｃ１，Ｃ２……成形子。   DESCRIPTION OF SYMBOLS 10 ... Silent tool for pneumatic tires, 12 ... annular body, 14 ... porous sound absorbing member, 16 ... strip-shaped member, 1602, 1604 ... both ends, 1610 ... bulge part, 20 ... joint part, 22: Non-joined part, C1, C2: Molder.

Claims (2)

熱可塑性樹脂からなり断面が厚さよりも幅が大きい扁平な矩形状を呈して延在する帯状部材の両端が接合されて形成された環状体と、
前記環状体に該環状体の延在方向に間隔をおいて取着された複数の多孔質吸音部材とを備える空気入りタイヤ用静音具の前記帯状部材の両端の接合方法であって、
前記帯状部材の両端の接合は突合わせ接合によってなされ、
前記突合せ接合は、
前記帯状部材の両端の部分を加熱して溶融させた状態で、前記両端同士を対向させつつ前記帯状部材の長手方向において互いに圧接する第１ステップと、
前記第１ステップにより前記帯状部材の両端の圧接された箇所から前記厚さ方向および幅方向に膨出した膨出部を一対の成型子によって挟み込むことにより前記膨出部を押しつぶして平滑面からなる接合部を成型する第２ステップとを含み、
前記環状体の前記接合部を除く非接合部の平均厚さをＴ１、前記接合部の最大厚さをＴ２としたときに、
Ｔ２−Ｔ１が−０．３ｍｍ以上＋０．３ｍｍ以下であり、かつ、（Ｔ２−Ｔ１）／Ｔ２が−０．３以上＋０．３以下であり、
前記帯状部材の平均厚さをＴ１、前記膨出部の厚さをＴ３としたとき、
Ｔ３／Ｔ１＞１．５を満足する
ことを特徴とする空気入りタイヤ用静音具の帯状部材の両端の接合方法。 An annular body formed by joining both ends of a belt-shaped member made of a thermoplastic resin and extending in a flat rectangular shape whose cross section is wider than its thickness;
A method for joining both ends of the belt-like member of the silent device for a pneumatic tire, comprising a plurality of porous sound absorbing members attached to the annular body at intervals in the extending direction of the annular body,
Joining at both ends of the strip member is made by butt joining,
The butt joint is
In a state where both ends of the belt-like member are heated and melted, the first step is to press-contact each other in the longitudinal direction of the belt-like member while facing both ends;
The bulging portion bulging in the thickness direction and the width direction from the press-contacted portions of the both ends of the belt-like member by the first step is sandwiched between a pair of molding elements to squeeze the bulging portion to have a smooth surface. A second step of molding the joint,
When the average thickness of the non-joined portion excluding the joined portion of the annular body is T1, and the maximum thickness of the joined portion is T2,
T2-T1 is −0.3 mm or more and +0.3 mm or less, and (T2−T1) / T2 is −0.3 or more and +0.3 or less,
When the average thickness of the strip-shaped member is T1, and the thickness of the bulging portion is T3,
Method for joining two ends of the belt-shaped member for a pneumatic tire quietness tool, characterized by satisfying the T3 / T1> 1.5. Ｔ２−Ｔ１が−０．１ｍｍ以上＋０．１ｍｍ以下であり、かつ、（Ｔ２−Ｔ１）／Ｔ２が−０．１以上＋０．１以下である、  T2-T1 is −0.1 mm or more and +0.1 mm or less, and (T2−T1) / T2 is −0.1 or more and +0.1 or less.
ことを特徴とする請求項１記載の空気入りタイヤ用静音具の帯状部材の両端の接合方法。  The joining method of the both ends of the strip | belt-shaped member of the silencer for pneumatic tires of Claim 1 characterized by the above-mentioned.
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