JPH11208214A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH11208214A JPH11208214A JP10008923A JP892398A JPH11208214A JP H11208214 A JPH11208214 A JP H11208214A JP 10008923 A JP10008923 A JP 10008923A JP 892398 A JP892398 A JP 892398A JP H11208214 A JPH11208214 A JP H11208214A
- Authority
- JP
- Japan
- Prior art keywords
- cap
- layer
- rubber
- tire
- pneumatic tire
- 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
- 229920001971 elastomer Polymers 0.000 claims abstract description 65
- 239000005060 rubber Substances 0.000 claims abstract description 65
- 238000003860 storage Methods 0.000 claims description 9
- VYPSYNLAJGMNEJ-UHFFFAOYSA-N Silicium dioxide Chemical compound O=[Si]=O VYPSYNLAJGMNEJ-UHFFFAOYSA-N 0.000 abstract description 32
- 239000000377 silicon dioxide Substances 0.000 abstract description 16
- 239000000446 fuel Substances 0.000 abstract description 8
- 239000000203 mixture Substances 0.000 description 15
- 208000035874 Excoriation Diseases 0.000 description 9
- 238000005299 abrasion Methods 0.000 description 9
- 239000006229 carbon black Substances 0.000 description 7
- 239000003795 chemical substances by application Substances 0.000 description 4
- 238000013329 compounding Methods 0.000 description 3
- DOIRQSBPFJWKBE-UHFFFAOYSA-N dibutyl phthalate Chemical compound CCCCOC(=O)C1=CC=CC=C1C(=O)OCCCC DOIRQSBPFJWKBE-UHFFFAOYSA-N 0.000 description 3
- 229920003244 diene elastomer Polymers 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 238000004073 vulcanization Methods 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 244000043261 Hevea brasiliensis Species 0.000 description 2
- 239000005062 Polybutadiene Substances 0.000 description 2
- 239000004902 Softening Agent Substances 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 238000002156 mixing Methods 0.000 description 2
- 229920003052 natural elastomer Polymers 0.000 description 2
- 229920001194 natural rubber Polymers 0.000 description 2
- 229920002857 polybutadiene Polymers 0.000 description 2
- 229920003048 styrene butadiene rubber Polymers 0.000 description 2
- 229920003051 synthetic elastomer Polymers 0.000 description 2
- OWRCNXZUPFZXOS-UHFFFAOYSA-N 1,3-diphenylguanidine Chemical compound C=1C=CC=CC=1NC(=N)NC1=CC=CC=C1 OWRCNXZUPFZXOS-UHFFFAOYSA-N 0.000 description 1
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 239000002174 Styrene-butadiene Substances 0.000 description 1
- 238000010521 absorption reaction Methods 0.000 description 1
- 239000003963 antioxidant agent Substances 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 238000009472 formulation Methods 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- IUJLOAKJZQBENM-UHFFFAOYSA-N n-(1,3-benzothiazol-2-ylsulfanyl)-2-methylpropan-2-amine Chemical compound C1=CC=C2SC(SNC(C)(C)C)=NC2=C1 IUJLOAKJZQBENM-UHFFFAOYSA-N 0.000 description 1
- DEQZTKGFXNUBJL-UHFFFAOYSA-N n-(1,3-benzothiazol-2-ylsulfanyl)cyclohexanamine Chemical compound C1CCCCC1NSC1=NC2=CC=CC=C2S1 DEQZTKGFXNUBJL-UHFFFAOYSA-N 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000001179 sorption measurement Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 238000009864 tensile test Methods 0.000 description 1
Classifications
-
- 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
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/08—Electric-charge-dissipating arrangements
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tyre Moulding (AREA)
- Compositions Of Macromolecular Compounds (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、低燃費性能等を向
上させるべくシリカが多量に配合された（以下「シリカ
リッチ」と称する）低導電性のトレッドに対し、帯電防
止と耐久性の両立を図った空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a low-conductive tread containing a large amount of silica (hereinafter referred to as "silica-rich") in order to improve low fuel consumption performance and the like. Related to a pneumatic tire.
【０００２】[0002]
【従来の技術】低燃費性能や、湿潤路面での制動性、操
縦安定性（以下「ウエット性能」と略記する）に優れた
トレッド、特にはシリカリッチトレッドを備えたタイヤ
は電気抵抗値が高く、導電性が低いため、車体やタイヤ
で発生した静電気がトレッドを通して地表に逸散しにく
く、そのため、ラジオノイズの問題や、電気ショック、
スパーク等による問題があった。2. Description of the Related Art Treads excellent in fuel efficiency, braking performance on wet road surfaces, and steering stability (hereinafter abbreviated as "wet performance"), particularly tires provided with a silica-rich tread, have a high electric resistance. , Because of its low conductivity, static electricity generated by the vehicle body and tires is less likely to escape to the ground through the tread, which causes radio noise problems, electric shock,
There was a problem due to sparks and the like.
【０００３】かかる問題を解決する方法として、例え
ば、厚い導電性ゴムシートをトレッド幅方向中央部にト
レッド表面からトレッド下層ゴムまで延在させるか、ま
たは薄い導電性ゴムシートをトレッドショルダーからサ
イド内側へ挟み込む手法が提案されている（例えば、欧
州特許第６５８ ４５２号明細書、米国特許第５５１８
０５５号明細書および特開平８−３４２０４号公報等参
照）。また、トレッド部がタイヤ半径方向外側に配置さ
れたキャップゴム層とタイヤ半径方向内側に配置された
ベースゴム層との２層構造（キャップ／ベース構造）を
有する空気入りタイヤにおいて、図２に示すようにシリ
カリッチキャップゴム２に電気抵抗値の低いベースゴム
３を露出させたり、或いは図３に示すようにサイドゴム
４として導電性ゴムを用いて放電させる方法で帯電防止
を図ることも一般に行われている。[0003] As a method of solving such a problem, for example, a thick conductive rubber sheet is extended from the tread surface to the tread lower layer rubber at the center of the tread width direction, or a thin conductive rubber sheet is placed from the tread shoulder to the side inside. A sandwiching method has been proposed (for example, European Patent No. 658 452, US Patent No. 5518).
055 and JP-A-8-34204). FIG. 2 shows a pneumatic tire having a two-layer structure (cap / base structure) in which a tread portion has a cap rubber layer disposed on the tire radial outside and a base rubber layer disposed on the tire radial inside. It is also common practice to expose the base rubber 3 having a low electric resistance value to the silica-rich cap rubber 2 as described above, or to discharge by using a conductive rubber as the side rubber 4 as shown in FIG. ing.
【０００４】[0004]
【発明が解決しようとする課題】ところが、前記欧州特
許第６５８ ４５２号明細書等に開示されている如きゴ
ムシートの適用や、ベースゴムの露出では、走行初期に
はその効果は維持されるが、走行による導電層の摩耗促
進により偏摩耗や早期摩耗等の耐久性を低下させる問題
が生じ、また通電経路が遮断され、帯電防止効果が消失
してしまうなどの問題があった。即ち、シリカリッチキ
ャップゴム層に対し、ベースゴム層は転がり抵抗やウエ
ット性能を意識してカーボンブラック量の少ない配合ゴ
ムを適用するため、キャップ部に露出したベースゴム等
とキャップゴムとの摩耗速度、耐摩耗性の差があるた
め、特に、偏摩耗や早期摩耗に関する耐久性低下の問題
は避けることができなかった。However, in the application of a rubber sheet as disclosed in the above-mentioned European Patent No. 658 452 and the exposure of the base rubber, the effect is maintained at the beginning of running. In addition, there is a problem in that the durability of the conductive layer is reduced due to accelerated abrasion of the conductive layer due to running, such as uneven abrasion and early abrasion. In other words, since the base rubber layer uses a compounded rubber with a small amount of carbon black in consideration of rolling resistance and wet performance with respect to the silica-rich cap rubber layer, the wear rate between the base rubber and the like exposed at the cap portion and the cap rubber is increased. Due to the difference in abrasion resistance, the problem of reduced durability, particularly with regard to uneven wear and early wear, cannot be avoided.
【０００５】そこで本発明の目的は、低燃費性能等を向
上させるべくシリカリッチの低導電性のトレッドに対
し、帯電防止と耐久性の両立を図った空気入りタイヤを
提供することにある。An object of the present invention is to provide a pneumatic tire that achieves both antistatic and durability for a silica-rich, low-conductive tread in order to improve fuel efficiency and the like.
【０００６】[0006]
【課題を解決するための手段】上記課題を解決するため
に、本発明の空気入りタイヤは、トレッド部がタイヤ半
径方向外側に配置されたキャップゴム層とタイヤ半径方
向内側に配置されたベースゴム層との２層構造を有する
空気入りタイヤにおいて、前記キャップ層をタイヤ幅方
向に３分割し、３分割されたうちの中央のキャップ層と
その両側のキャップ層との貯蔵弾性率（Ｅ’）が実質的
に同等であり、かつ前記中央のキャップ層と前記ベース
ゴム層の固有抵抗値がともに１０６Ω・ｃｍ以下で、前
記両側のキャップ層の固有抵抗値が１０８Ω・ｃｍ以上
であることを特徴とするものである。In order to solve the above-mentioned problems, a pneumatic tire according to the present invention comprises a cap rubber layer in which a tread portion is disposed radially outward and a base rubber in which a tread portion is disposed radially inward. In the pneumatic tire having a two-layer structure, the cap layer is divided into three in the tire width direction, and the storage elastic modulus (E ') of the central cap layer and the cap layers on both sides of the three divided portions. And the specific resistance values of the central cap layer and the base rubber layer are both 10 6 Ω · cm or less, and the specific resistance values of the cap layers on both sides are 10 8 Ω · cm or more. It is characterized by having.
【０００７】また、前記空気入りタイヤにおいて、前記
中央のキャップ層とその両側のキャップ層の貯蔵弾性率
（Ｅ’）の値が３０℃において１．１×１０７Ｐａ以上
であり、前記ベースゴム層の同値が８．５×１０６Ｐａ
以下であることが好ましい。In the pneumatic tire, the storage modulus (E ') of the center cap layer and the cap layers on both sides thereof is 1.1 × 10 7 Pa or more at 30 ° C. The equivalent value of the layer is 8.5 × 10 6 Pa
The following is preferred.
【０００８】さらに、前記空気入りタイヤにおいて、前
記中央のキャップ層のタイヤ幅方向の厚さが０．５ｍｍ
以上で、かつトレッド幅の１０％以内であることが好ま
しい。In the pneumatic tire, the thickness of the center cap layer in the tire width direction is 0.5 mm.
As described above, it is preferable that the width is within 10% of the tread width.
【０００９】[0009]
【発明の実施の形態】次に、本発明の空気入りタイヤを
図面に基づき具体的に説明する。本発明の空気入りタイ
ヤは、図１に示すように、トレッド部１がキャップ／ベ
ース構造を有し、キャップ層２をタイヤ幅方向に３分割
し、中央のキャップ層２ａとベースゴム層３を介して放
電を行わしめ、帯電防止を図る。中央のキャップ層２ａ
のタイヤ幅方向の厚さは、製造上の観点から０．５ｍｍ
以上であることが好ましく、一方、シリカリッチトレッ
ド本来の目的性能を維持する上でトレッド幅の１０％以
内であることが好ましい。Next, a pneumatic tire according to the present invention will be described in detail with reference to the drawings. In the pneumatic tire of the present invention, as shown in FIG. 1, the tread portion 1 has a cap / base structure, the cap layer 2 is divided into three in the tire width direction, and the center cap layer 2a and the base rubber layer 3 are divided. To discharge electricity to prevent charging. Central cap layer 2a
Thickness in the tire width direction is 0.5 mm from the viewpoint of manufacturing
On the other hand, in order to maintain the original intended performance of the silica-rich tread, it is preferably within 10% of the tread width.
【００１０】本発明における、中央のキャップ層２ａと
ベースゴム層３の固有抵抗値がともに１０６Ω・ｃｍ以
下のゴム層用のゴム組成物に使用するジエン系ゴムは、
スチレンブタジエンゴム（ＳＢＲ）、ブタジエンゴム
（ＢＲ）または天然ゴム（ＮＲ）の少なくとも１種を含
むことが耐久性の観点より好ましい。In the present invention, the diene rubber used in the rubber composition for the rubber layer in which the specific resistance values of the central cap layer 2a and the base rubber layer 3 are both 10 6 Ω · cm or less is as follows:
It is preferable from the viewpoint of durability that at least one of styrene butadiene rubber (SBR), butadiene rubber (BR) and natural rubber (NR) is included.
【００１１】また、かかるゴム組成物には、窒素吸着比
表面積（Ｎ２ＳＡ）が１３０ｍ２／ｇ以上でかつジブチ
ルフタレート吸油量（ＤＢＰ）が１１０ｍｌ／１００ｇ
以上のカーボンブラックを使用することが好ましい。こ
のゴム組成物では、かかる小粒径でかつ高ストラクチャ
ーのカーボンブラックを使用することで、通電経路を形
成するゴム層の耐久性を向上させることができる。ここ
で、Ｎ２ＳＡはＡＳＴＭ Ｄ３０３７−８９に、またＤ
ＢＰはＡＳＴＭ Ｄ２４１４−９０に夫々準拠して求め
られる値である。The rubber composition has a nitrogen adsorption specific surface area (N 2 SA) of 130 m 2 / g or more and a dibutyl phthalate oil absorption (DBP) of 110 ml / 100 g.
It is preferable to use the above carbon black. In this rubber composition, the durability of the rubber layer forming the current path can be improved by using carbon black having such a small particle size and high structure. Here, N 2 SA is described in ASTM D3037-89 and D
BP is a value determined in accordance with ASTM D2414-90, respectively.
【００１２】本発明においては、中央のキャップ層２ａ
のカーボンブラックの配合量を適宜調整することによ
り、シリカリッチの両側のキャップ層２ｂ，２ｃと貯蔵
弾性率（Ｅ’）を実質的に同等とし、好ましくは耐摩耗
性の観点から共に３０℃において１．１×１０７Ｐａ以
上の貯蔵弾性率（Ｅ’）となるようにする。中央のキャ
ップ層２ａのカーボンブラックの配合量は、ジエン系ゴ
ム１００重量部に対して４０重量部未満では補強性が十
分ではなく、一方７５重量部を超えると軟化剤が少ない
場合には加硫後に硬くなり過ぎ、割れ等が発生し、また
軟化剤が多い場合には耐摩耗性に劣る。In the present invention, the central cap layer 2a
By appropriately adjusting the blending amount of carbon black, the storage elastic modulus (E ') is substantially equal to that of the cap layers 2b and 2c on both sides of the silica rich, and preferably at 30 ° C. from the viewpoint of abrasion resistance. The storage elastic modulus (E ') is 1.1 × 10 7 Pa or more. If the amount of carbon black in the center cap layer 2a is less than 40 parts by weight based on 100 parts by weight of the diene rubber, the reinforcing property is not sufficient. Later, it becomes too hard, cracks and the like occur, and when the amount of the softening agent is large, the abrasion resistance is poor.
【００１３】また、ベースゴム層３のカーボンブラック
の配合量は、ジエン系ゴム１００重量部に対して、好ま
しくは３５〜４５重量部であり、３５重量部未満では補
強性に劣り、一方４５重量部を超えると、シリカリッチ
のトレッドタイヤ本来の低燃費性能およびウエット性能
を損なうことになる。また、ベースゴム層３の３０℃に
おける貯蔵弾性率（Ｅ’）の値は、低燃費性能およびウ
エット性能の観点から８．５×１０６Ｐａ以下であるこ
とが好ましい。The compounding amount of carbon black in the base rubber layer 3 is preferably 35 to 45 parts by weight with respect to 100 parts by weight of the diene rubber. When the amount exceeds the above range, the inherent fuel economy and wet performance of the silica-rich tread tire are impaired. Further, the value of the storage elastic modulus (E ′) at 30 ° C. of the base rubber layer 3 is preferably 8.5 × 10 6 Pa or less from the viewpoint of low fuel consumption performance and wet performance.
【００１４】さらに、両側のキャップ層２ｂ，２ｃの固
有抵抗値がともに１０８Ω・ｃｍ以上のゴム層用のゴム
組成物には、低燃費性能およびウエット性能等の向上の
観点から、シリカがゴム成分１００重量部に対して５５
重量部以上配合されていることが好ましい。Further, silica is used in the rubber composition for the rubber layer in which both the cap layers 2b and 2c on both sides have a specific resistance of 10 8 Ω · cm or more, from the viewpoint of improving fuel efficiency and wet performance. 55 per 100 parts by weight of rubber component
It is preferable that it is blended in an amount of at least part by weight.
【００１５】なお、キャップゴム層およびベースゴム層
におけるカーボンブラックおよびシリカ以外の配合剤と
しては、ゴム製品において通常用いられる配合剤、例え
ば加硫剤、加硫促進剤、加硫促進助剤、軟化剤、老化防
止剤等が通常用いられる配合量にて適宜配合されてい
る。The compounding agents other than carbon black and silica in the cap rubber layer and the base rubber layer include compounding agents usually used in rubber products, such as vulcanizing agents, vulcanization accelerators, vulcanization accelerating assistants, and softening agents. Agents, antioxidants and the like are appropriately blended in the usual blending amounts.
【００１６】[0016]
【実施例】以下に、本発明を実施例および比較例に基づ
き具体的に説明する。下記の表１および表２に示す配合
処方に従い、空気入りタイヤのシリカリッチキャップゴ
ム用ゴム組成物（Ａ）、中央キャップゴム用ゴム組成物
（Ｃ）、（Ｃ’）およびベースゴム（Ｂ）用ゴム組成物
を夫々調製した。The present invention will be specifically described below based on examples and comparative examples. According to the formulation shown in Tables 1 and 2 below, the rubber composition for silica-rich cap rubber (A), the rubber composition for center cap rubber (C), (C ′) and the base rubber (B) for pneumatic tires Each rubber composition was prepared.
【００１７】[0017]
【表１】 １）（株）日本合成ゴム製 ＳＢＲ１７１２ ２）９６％シス結合 ３）ニプシルＶＮ３ ４）ＤＥＧＵＳＳＡ社製 Ｓｉ６９ ５）Ｎ−シクロヘキシル−２−ベンゾチアジル スルフ
ェンアミド ６）ジフェニルグアニジン[Table 1] 1) SBR1712 manufactured by Nippon Synthetic Rubber Co., Ltd. 2) 96% cis bond 3) Nipsil VN3 4) Si69 manufactured by DEGUSSA 5) N-cyclohexyl-2-benzothiazyl sulfenamide 6) diphenylguanidine
【００１８】[0018]
【表２】 ７）（株）日本合成ゴム製 ＳＢＲ１５００ ８）Ｎ−ｔｅｒｔ−ブチル−２−ベンゾチアゾリルスル
フェンアミド[Table 2] 7) SBR 1500 manufactured by Nippon Synthetic Rubber Co., Ltd. 8) N-tert-butyl-2-benzothiazolylsulfenamide
【００１９】表１、２中、得られたゴム組成物の貯蔵弾
性率（Ｅ’）は、東洋精機スペクトロメーターを用い、
幅５ｍｍ、厚さ２ｍｍ、長さ２０ｍｍの試験片を初期荷
重１５０ｇ、振動数５０Ｈｚ、動歪１％にて３０℃で測
定した。In Tables 1 and 2, the storage modulus (E ') of the obtained rubber composition was measured using a Toyo Seiki spectrometer.
A test piece having a width of 5 mm, a thickness of 2 mm, and a length of 20 mm was measured at 30 ° C. under an initial load of 150 g, a frequency of 50 Hz, and a dynamic strain of 1%.
【００２０】また、これらゴム組成物の加硫後の固有抵
抗値は、次のようにして求めた。即ち、円盤形状のサン
プルを作製し、半径：ｒ＝２．５ｃｍ、厚さ：ｔ＝０．
２ｃｍの部分の電気抵抗値Ｒを、図６に示すアドバンス
社製絶縁抵抗試験箱を用いて測定し、次式により固有抵
抗値ρを計算した。 ρ＝（ａ／ｔ）Ｒ （式中、ａは断面積（＝π×ｒ２）、ｔは厚さ）を用い
て求めた。なお、図６中、１０は主電極、１１は対電
極、１２はガード電極、ｔは試料の厚さを示す。The specific resistance of these rubber compositions after vulcanization was determined as follows. That is, a disk-shaped sample was prepared, and the radius: r = 2.5 cm and the thickness: t = 0.
The electric resistance value R of the 2 cm portion was measured using an insulation resistance test box manufactured by Advance Corporation shown in FIG. 6, and the specific resistance value ρ was calculated by the following equation. ρ = (a / t) R (where a is the cross-sectional area (= π × r 2 ) and t is the thickness). In FIG. 6, 10 is the main electrode, 11 is the counter electrode, 12 is the guard electrode, and t is the thickness of the sample.
【００２１】シリカリッチキャップゴム用のゴム組成物
（Ａ）、中央キャップゴム用のゴム組成物（Ｃ）および
ベースゴム（Ｂ）用のゴム組成物を用いて常法にて加硫
し、図４に示す如きランボーン摩耗試験用試験片を作製
した、スリップ率６０％にて耐摩耗性を評価した。評価
は、試験片がゴム組成物（Ａ）単体の場合を１００とし
て指数にて評価した。数値が大きい程結果が良好であ
る。The rubber composition (A) for the silica-rich cap rubber, the rubber composition (C) for the center cap rubber, and the rubber composition for the base rubber (B) are vulcanized by a conventional method. A test piece for a Lambourn abrasion test as shown in FIG. 4 was prepared, and the abrasion resistance was evaluated at a slip ratio of 60%. The evaluation was performed using an index, with the test piece being the rubber composition (A) alone as 100. The higher the value, the better the result.
【００２２】また、シリカリッチキャップゴム（Ａ）
と、中央キャップゴム（Ｃ）または（Ｃ’）との界面耐
久性を評価するために、図５に示す如きダンベル型加硫
試験片を作製し、引張り試験（ＤＣ／ＤＮ試験）を繰り
返して行い、両ゴムの界面部の剥離発生時とそのときの
引張り回数とからゴム組成物（Ａ）単体の場合を１００
として指数にて評価した。数値が大きい程結果が良好で
ある。得られた結果を下記の表３に示す。Further, silica-rich cap rubber (A)
In order to evaluate the interface durability between the rubber and the center cap rubber (C) or (C ′), a dumbbell-type vulcanized test piece as shown in FIG. 5 was prepared, and the tensile test (DC / DN test) was repeated. The rubber composition (A) alone was determined to be 100% based on the occurrence of peeling at the interface between the two rubbers and the number of times of tension at that time.
Was evaluated using an index. The higher the value, the better the result. The results obtained are shown in Table 3 below.
【００２３】[0023]
【表３】 [Table 3]
【００２４】[0024]
【発明の効果】以上説明してきたように、本発明の空気
入りタイヤにおいては、シリカリッチのトレッドを有す
る空気入りタイヤの低燃費性および高ウエット性能を損
なうことなく、帯電防止と耐久性の両立を図ることがで
きる。As described above, in the pneumatic tire of the present invention, it is possible to achieve both antistatic and durability without impairing the low fuel consumption and high wet performance of a pneumatic tire having a silica-rich tread. Can be achieved.
【図１】本発明の空気入りタイヤのトレッド部を模式的
に示す断面図である。FIG. 1 is a cross-sectional view schematically showing a tread portion of a pneumatic tire of the present invention.
【図２】従来例の空気入りタイヤのトレッド部を模式的
に示す断面図である。FIG. 2 is a cross-sectional view schematically showing a tread portion of a conventional pneumatic tire.
【図３】他の従来例の空気入りタイヤのトレッド部を模
式的に示す断面図である。FIG. 3 is a cross-sectional view schematically showing a tread portion of another conventional pneumatic tire.
【図４】ランボーン摩耗試験の試験片を示す斜視図であ
る。FIG. 4 is a perspective view showing a test piece for a Lambourn abrasion test.
【図５】界面耐久性評価のためのダンベル型加硫試験片
の部分側面図である。FIG. 5 is a partial side view of a dumbbell-type vulcanized test piece for evaluating interface durability.
【図６】サンプルゴムの電気抵抗値Ｒの測定法を示す説
明図である。FIG. 6 is an explanatory diagram showing a method of measuring an electric resistance value R of a sample rubber.
１ トレッド部 ２ キャップゴム層 ３ ベースゴム層 ４ サイドゴム １０ 主電極 １１ 対電極 １２ ガード電極 ｔ 試料の厚さ Reference Signs List 1 tread portion 2 cap rubber layer 3 base rubber layer 4 side rubber 10 main electrode 11 counter electrode 12 guard electrode t sample thickness
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ // Ｃ０８Ｋ 3/36 Ｃ０８Ｋ 3/36 Ｃ０８Ｌ 7/00 Ｃ０８Ｌ 7/00 9/00 9/00 Ｂ２９Ｋ 9:00 507:00 ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 6 Identification symbol FI // C08K 3/36 C08K 3/36 C08L 7/00 C08L 7/00 9/00 9/00 B29K 9:00 507: 00
Claims (3)
されたキャップゴム層とタイヤ半径方向内側に配置され
たベースゴム層との２層構造を有する空気入りタイヤに
おいて、 前記キャップ層をタイヤ幅方向に３分割し、３分割され
たうちの中央のキャップ層とその両側のキャップ層との
貯蔵弾性率（Ｅ’）が実質的に同等であり、かつ前記中
央のキャップ層と前記ベースゴム層の固有抵抗値がとも
に１０６Ω・ｃｍ以下で、前記両側のキャップ層の固有
抵抗値が１０８Ω・ｃｍ以上であることを特徴とする空
気入りタイヤ。1. A pneumatic tire having a two-layer structure of a cap rubber layer in which a tread portion is disposed radially outward in a tire and a base rubber layer disposed inwardly in a tire radial direction, wherein the cap layer is disposed in a tire width direction. The center cap layer and the cap layers on both sides of the three sections have substantially the same storage elastic modulus (E ′), and the center cap layer and the base rubber layer have the same storage elastic modulus (E ′). A pneumatic tire having a specific resistance of 10 6 Ω · cm or less and a specific resistance of the cap layers on both sides of 10 8 Ω · cm or more.
ップ層の貯蔵弾性率（Ｅ’）の値が３０℃において１．
１×１０７Ｐａ以上であり、前記ベースゴム層の同値が
８．５×１０６Ｐａ以下である請求項１記載の空気入り
タイヤ。2. The storage elastic modulus (E ′) of the center cap layer and the cap layers on both sides thereof is 1.
2. The pneumatic tire according to claim 1, wherein the value is 1 × 10 7 Pa or more, and the same value of the base rubber layer is 8.5 × 10 6 Pa or less.
厚さが０．５ｍｍ以上で、かつトレッド幅の１０％以内
である請求項１または２記載の空気入りタイヤ。3. The pneumatic tire according to claim 1, wherein the thickness of the central cap layer in the tire width direction is 0.5 mm or more and 10% or less of the tread width.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP00892398A JP3897263B2 (en) | 1998-01-20 | 1998-01-20 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP00892398A JP3897263B2 (en) | 1998-01-20 | 1998-01-20 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11208214A true JPH11208214A (en) | 1999-08-03 |
| JP3897263B2 JP3897263B2 (en) | 2007-03-22 |
Family
ID=11706187
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP00892398A Expired - Fee Related JP3897263B2 (en) | 1998-01-20 | 1998-01-20 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3897263B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000238505A (en) * | 1999-02-23 | 2000-09-05 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2006007661A (en) * | 2004-06-28 | 2006-01-12 | Sumitomo Rubber Ind Ltd | Method for forming green tread rubber and pneumatic tire using green tread rubber formed by the method |
| JP2013107637A (en) * | 2011-11-22 | 2013-06-06 | Goodyear Tire & Rubber Co:The | Stiffness enhanced tread |
| CN107662460A (en) * | 2016-07-29 | 2018-02-06 | 东洋橡胶工业株式会社 | Pneumatic tire |
-
1998
- 1998-01-20 JP JP00892398A patent/JP3897263B2/en not_active Expired - Fee Related
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000238505A (en) * | 1999-02-23 | 2000-09-05 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2006007661A (en) * | 2004-06-28 | 2006-01-12 | Sumitomo Rubber Ind Ltd | Method for forming green tread rubber and pneumatic tire using green tread rubber formed by the method |
| JP2013107637A (en) * | 2011-11-22 | 2013-06-06 | Goodyear Tire & Rubber Co:The | Stiffness enhanced tread |
| CN107662460A (en) * | 2016-07-29 | 2018-02-06 | 东洋橡胶工业株式会社 | Pneumatic tire |
| CN107662460B (en) * | 2016-07-29 | 2019-10-15 | 东洋橡胶工业株式会社 | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3897263B2 (en) | 2007-03-22 |
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