WO2013094147A1 - 重荷重用タイヤ - Google Patents
重荷重用タイヤ Download PDFInfo
- Publication number
- WO2013094147A1 WO2013094147A1 PCT/JP2012/007875 JP2012007875W WO2013094147A1 WO 2013094147 A1 WO2013094147 A1 WO 2013094147A1 JP 2012007875 W JP2012007875 W JP 2012007875W WO 2013094147 A1 WO2013094147 A1 WO 2013094147A1
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- Prior art keywords
- tire
- mass
- parts
- heavy duty
- rubber
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- 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
- B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
- B60C1/0025—Compositions of the sidewalls
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K3/00—Use of inorganic substances as compounding ingredients
- C08K3/02—Elements
- C08K3/04—Carbon
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K3/00—Use of inorganic substances as compounding ingredients
- C08K3/34—Silicon-containing compounds
- C08K3/346—Clay
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K7/00—Use of ingredients characterised by shape
- C08K7/02—Fibres or whiskers
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- 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
- B60C13/00—Tyre sidewalls; Protecting, decorating, marking, or the like, thereof
- B60C2013/005—Physical properties of the sidewall rubber
- B60C2013/007—Thickness
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- 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
- B60C2200/00—Tyres specially adapted for particular applications
- B60C2200/06—Tyres specially adapted for particular applications for heavy duty vehicles
Definitions
- the present invention relates to heavy duty tires used in passenger cars, trucks, buses, industrial vehicles, construction vehicles, aircrafts, and the like, and in particular, aims to improve cut resistance and crack progress toward the inside of the tire.
- Patent Document 1 discloses a rubber composition for a sidewall containing a rubber component and a white filler, and includes a continuous phase and a single phase.
- a technique is disclosed in which the above discontinuous phase has a sea-island structure and the white filler is unevenly distributed in at least one of the discontinuous phases.
- Patent Document 2 includes 100 parts by mass of a rubber component, 5 parts by mass or less of carbon black, 10 to 40 parts by mass of silica, and one or more inorganic fillers of the carbon black and the silica.
- a rubber composition for a sidewall comprising 5 to 30 parts by mass of an inorganic filler component, wherein the rubber component is at least one of natural rubber and modified natural rubber.
- Patent Document 3 discloses a sidewall made of a rubber composition containing 5 to 50 parts by weight of a plate-like mica having an average particle diameter of 10 to 100 ⁇ m with respect to 100 parts by weight of a base rubber. A technique for orienting a mica perpendicular to the circumferential direction is disclosed.
- Patent Document 4 discloses a rubber composition for a sidewall containing 5 to 50 parts by weight of a flat natural ore having an average particle diameter of 10 to 100 ⁇ m with respect to 100 parts by weight of a rubber component.
- Patent Documents 1 and 2 both aim to reduce the amount of carbon black blended as an environmental measure, and as a result, sacrifice the mutual reinforcement with the polymer, so that the crack progress is complemented. Although it was possible, it was not sufficient for large tires, and there was a problem that cut resistance could not be compensated.
- an object of the present invention is to provide a heavy duty tire that has good cut resistance and low heat build-up, and is excellent in the ability to suppress crack propagation toward the inside of the tire.
- the inventors of the present invention have good low heat build-up by including an orientation material oriented in the tire circumferential direction in the rubber composition constituting the tire side portion. It can be maintained, and the average thickness of the side of the tire is increased to 8 to 150 mm to achieve good cut resistance, and in particular, effective crack propagation toward the inside of the tire (toward the ply cord) The inventors have found that it can be suppressed, and have completed the present invention.
- the present invention has been made based on such findings, and the gist thereof is as follows.
- a tire side portion provided with a rubber composition containing 0.1 to 30 parts by mass of an orienting material oriented in the tire circumferential direction with respect to 100 parts by mass of the rubber component, the tire side portion having an average thickness of 8 Heavy-duty tire characterized by up to 150mm.
- the rubber composition contains 30 to 65 parts by mass of carbon black having a nitrogen adsorption specific surface area of 40 to 120 m 2 / g and a dibutyl phthalate oil absorption of 70 to 120 ml / 100 g based on 100 parts by mass of the rubber component.
- FIG. 1 is a cross-sectional view in the width direction schematically showing a part of an embodiment of a heavy duty tire of the present invention. It is sectional drawing which expanded and partially showed the part about the side wall part of the tire for heavy loads of this invention.
- FIG. 1 is a diagram schematically showing a state in which a widthwise cross section of an embodiment of a heavy duty tire of the present invention is viewed.
- FIG. 2 is an enlarged view schematically showing a partial cross section of the sidewall portion of the pneumatic tire of the present invention.
- the heavy duty tire according to the present invention includes a tire side portion on which a predetermined rubber composition is arranged as shown in FIG.
- the said tire side part means the part (part from a tread end to a bead part) located in a side when it sees in the cross section of the width direction of a tire.
- the rubber composition constituting the tire side portion includes 0.1 to 30 orientation materials 20 that orient the rubber component 10 in the tire circumferential direction R with respect to 100 parts by mass.
- the average thickness G of the tire side portion is 8 to 150 mm.
- the orientation material 20 oriented in the tire circumferential direction R in the rubber composition good low heat build-up can be maintained.
- the rubber composition constituting the tire side portion of the heavy duty tire of the present invention contains 0.1 to 30 parts by mass of an orienting material oriented in the tire circumferential direction with respect to 100 parts by mass of the rubber component.
- the rubber component is not particularly limited.
- a diene rubber from the viewpoint of obtaining excellent cut resistance and crack propagation.
- the diene rubber include natural rubber (NR), polyisoprene rubber (IR), styrene / butadiene copolymer rubber (SBR), and polybutadiene rubber (BR). Of these, natural rubber is preferable.
- NR natural rubber
- IR polyisoprene rubber
- SBR styrene / butadiene copolymer rubber
- BR polybutadiene rubber
- These diene rubbers may be used alone or in a blend of two or more.
- the rubber component contains 25% by mass or more of natural rubber from the viewpoint of suppressing crack propagation toward the inside of the tire.
- the content of the natural rubber is less than 25% by mass, sufficient crack progressability may not be obtained.
- the orienting material is included in the rubber composition for the purpose of exhibiting the above-described cut resistance and low heat build-up, and suppressing crack propagation inward of the tire.
- the content of the orienting material in the rubber composition is in the range of 0.1 to 30 parts by weight, preferably in the range of 2 to 20 parts by weight, and preferably 2 to 15 parts by weight with respect to 100 parts by weight of the rubber component. More preferred is a range of 2 parts by weight, particularly preferred is a range of 2 to 10 parts by weight, and most preferred is a range of 2 to 5 parts by weight.
- the content of the orientation material is less than 0.1 parts by mass, the amount of the orientation material is too small, so that sufficient cut resistance and crack propagation to the tire inclusion cannot be obtained.
- the content exceeds 30 parts by mass, exothermic properties begin to deteriorate, reinforcing properties cannot be obtained, crack progressability is remarkably deteriorated, and tire appearance is impaired.
- the orientation material has a large aspect ratio, has a needle shape, a fiber shape, and a flat plate shape, and is adjusted when it is incorporated into rubber on the tire side portion.
- the material is such that the longitudinal direction of the material is substantially the same as the tire circumferential direction.
- the reason why the orientation material is oriented so as to be parallel to the tire circumferential direction is that when the orientation material is oriented in a direction other than the tire circumferential direction, the crack progressability toward the inside of the tire cannot be improved. .
- the short fibers are organic short fibers such as aliphatic polyamides, aromatic polyamides, polyesters, polyolefins, polyvinyl alcohols, or cellulose short fibers.
- the inorganic filler when used as the orientation material, is more preferably a layered mineral. This is because it exhibits high cut resistance and low heat build-up, and can suppress crack propagation to the inside of the tire.
- the average particle size of the layered mineral is preferably in the range of 0.2 to 10 ⁇ m, more preferably in the range of 2 to 5 ⁇ m.
- the average particle diameter is a particle diameter obtained by measurement by a laser diffraction method, and is an average value for an arbitrary number (for example, 10 particles) of particles.
- the ratio of the major axis to the thickness is preferably 8 or more. This is because crack propagation inward of the tire can be effectively suppressed.
- the thickness of the layered mineral is preferably in the range of 2 to 10 ⁇ m.
- the rubber composition may contain, for example, carbon black, a crosslinking agent, a vulcanization accelerator, a softening agent, an anti-aging agent, a silane coupling agent and the like in addition to the rubber component and the orientation material described above.
- the carbon black is contained for the purpose of improving the strength of the tire, and particularly preferably contains carbon black having a nitrogen adsorption specific surface area of 40 to 120 m 2 / g and a dibutyl phthalate oil absorption of 70 to 120 ml / 100 g. This is because more excellent cut resistance and crack growth can be obtained.
- the carbon black content is preferably 30 to 65 parts by mass with respect to 100 parts by mass of the rubber component. If the content is less than 30 parts by mass, the cut resistance and crack growth suppression effect cannot be sufficiently exhibited, whereas if the content exceeds 65 parts by mass, the low heat build-up may be deteriorated. is there.
- crosslinking agent for example, an organic peroxide, a sulfur-based vulcanizing agent, or the like is used, and can be blended within a range of, for example, 0.3 to 3.0 parts by mass with respect to 100 parts by mass of the rubber component.
- vulcanization accelerator examples include sulfenamide, thiazole, thiuram, thiourea, guanidine, dithiocarbamic acid, aldehyde-amine, aldehyde-ammonia, imidazoline, or xanthate vulcanization. It is possible to use those containing at least one of the accelerators.
- a softener can also be mix
- the softeners include process oil, lubricating oil, paraffin, liquid paraffin, petroleum asphalt, petroleum softener such as petrolatum, fatty oil softener such as castor oil, linseed oil, rapeseed oil, coconut oil, beeswax, etc.
- waxes such as carnauba wax and lanolin, tall oil, sub, linoleic acid, palmitic acid, stearic acid, lauric acid and the like can be mentioned.
- a plasticizer can be added to the rubber composition.
- the plasticizer include DMP (dimethyl phthalate), DEP (diethyl phthalate), DBP (dibutyl phthalate), DHP (diheptyl phthalate), DOP (dioctyl phthalate), DINP (diisononyl phthalate), DIDP.
- DMP dimethyl phthalate
- DEP diethyl phthalate
- DBP dibutyl phthalate
- DHP diheptyl phthalate
- DOP dioctyl phthalate
- DINP diisononyl phthalate
- DIDP DIDP.
- BBP butyl benzyl phthalate
- DWP diilauryl phthalate
- DCHP dicyclohexyl phthalate
- the anti-aging agent is not particularly limited, and various amine-based anti-aging agents, phenol-based anti-aging agents and the like which are usually used in the rubber industry can be used.
- a scorch inhibitor for example, an organic acid such as phthalic anhydride, salicylic acid or benzoic acid, a nitroso compound such as N-nitrosodiphenylamine, or N-cyclohexylthiophthalimide is added to the rubber composition to prevent or retard scorch.
- an organic acid such as phthalic anhydride, salicylic acid or benzoic acid
- a nitroso compound such as N-nitrosodiphenylamine, or N-cyclohexylthiophthalimide
- silane coupling agent has an effect of strengthening the bond between the filler such as silica and the rubber component and improving the dispersibility of the white reinforcing agent in the rubber composition.
- silane coupling agent for example, those having a thiol-based, amine-based or halogen-based functional group can be preferably used alone or in combination of two or more.
- the heavy load tire 1 of the present invention includes a tire side portion 2 on which the above-described rubber composition is disposed.
- the tire side portion needs to have an average thickness G of 8 to 150 mm, and more preferably 15 mm to 150 mm.
- the average thickness of the tire side portion 2 is less than 8 mm, the low heat build-up can be maintained, but the rubber thickness G of the tire side portion is not sufficient, so the cut resistance and the crack propagation property in the enveloping direction are deteriorated.
- the upper limit of the average thickness G of the tire side portion 2 is set to 150 mm because heat generated during running tends to accumulate in the tire and the durability deteriorates when the average thickness G exceeds 150 mm. It is.
- the thickness of the tire side portion 2 is, as shown in FIG.
- the average thickness G is obtained by measuring the thickness of the tire side portion and calculating the average value of the whole.
- the tire side portion 2 refers to a portion from the tread end to the bead portion, and the side wall portion is particularly preferable. This is because, from the viewpoint of failure prevention, it is very important to suppress the cut resistance in the sidewall portion and the crack propagation toward the inside of the tire (direction toward the ply cord).
- the said rubber composition when applying the said rubber composition to a side wall part, it does not specifically limit about the structure of a side wall part.
- a single sheet, a sheet formed by stacking a plurality of sheets, a sheet formed by wrapping rubber on a ribbon, and the like can be used.
- Examples 1 to 5 and Comparative Examples 1 to 4 Using a kneader, the components shown in Table 1 except for sulfur and vulcanization accelerator were kneaded at about 150 ° C. for 3 minutes. Thereafter, sulfur and a vulcanization accelerator were added, and the mixture was further kneaded at about 100 ° C. for 2 minutes with a kneader, and then taken out as a sheet having a thickness of 30 mm. Sample pieces of each example and comparative example were prepared from the sheet.
- Drum running test (test load: 100% of regulation, speed: 8km / h) with preliminary cut (depth: 3mm) in the side wall of the test tire of each example and comparative example
- the time until the crack reached the ply cord was measured.
- the evaluation is shown as a relative value when the arrival time of Comparative Example 1 is set to 100, and the larger the value, the more the crack progress is suppressed and the better the result.
- the evaluation results are shown in Table 1.
- Examples 1 to 5 are all well-balanced in terms of low heat build-up, cut resistance, and the ability to suppress crack propagation toward the inside of the tire compared to Comparative Examples 1 to 4. I found out. On the other hand, in Comparative Examples 1 and 3, since the content of the orientation material was too much, it was found that the effect of suppressing the progress of cracks was lower than in each Example. Moreover, although the rubber composition similar to Example 2 is used about the comparative example 2, since the average rubber
- the present invention it is possible to provide a heavy-duty tire that has good cut resistance and low heat build-up and is excellent in the ability to suppress crack propagation toward the inside of the tire. As a result, it is possible to use a heavy-duty tire for a longer period of time, and there are industrially useful effects.
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Abstract
Description
また、大型タイヤについては、質量が大きいため、発熱性を改善することも望まれている。
(1)ゴム成分100質量部に対して、タイヤ周方向に配向する配向性材料を0.1~30質量部含むゴム組成物を配したタイヤ側部を備え、該タイヤ側部の平均厚さが8~150mmであることを特徴とする重荷重用タイヤ。
図1は、本発明の重荷重用タイヤの一実施形態の幅方断面を見た状態について模式的に示した図である。図2は、本発明の空気入りタイヤのサイドウォール部の一部の断面を拡大して模式的に示した図である。
前記ゴム組成物中に、タイヤ周方向Rに配向する配向性材料20を含むことで、良好な低発熱性を維持できる。さらに、前記タイヤ側部2の平均厚さGを8mm以上と厚くすることで、亀裂先端にかかる入力をタイヤ周方向Rへと散逸させ亀裂進展方向を変化させることができ、結果、良好な耐カット性を発揮し、タイヤ内方U(プライコード30へ向かう方向)への亀裂進展を有効に抑制できることが可能となる。
本発明の重荷重用タイヤのタイヤ側部を構成するゴム組成物は、ゴム成分100質量部に対して、タイヤ周方向に配向する配向性材料を0.1~30質量部含む。
前記ゴム成分については、特に限定はされない。
例えば、優れた耐カット性及び亀裂進展性を得る点からは、ジエン系ゴムを用いることが好ましい。かかるジエン系ゴムとしては、天然ゴム(NR)、ポリイソプレンゴム(IR)、スチレン・ブタジエン共重合体ゴム(SBR)、ポリブタジエンゴム(BR)等が挙げられる。なかでも、ス天然ゴムが好ましい。なお、これらジエン系ゴムは、1種単独で用いてもよいし、2種以上をブレンドして用いてもよい。
前記配向性材料は、上述した耐カット性及び低発熱性を発揮し、タイヤ内方への亀裂進展の抑制することを目的として、前記ゴム組成物中に含まれる。
具体的には、長繊維、短繊維、有機充填材、無機充填材等が挙げられ、タイヤ内方への亀裂進展を有効に抑制できる点からは、短繊維又は無機充填材であることが好ましい。なお、前記短繊維とは、脂肪族ポリアミド系、芳香族ポリアミド系、ポリエステル系、ポリオレフィン系、ポリビニルアルコール系、又は、セルロース系短繊維等の有機短繊維のことである。
なお、前記平均粒径とは、レーザー回析法で測定して得られた粒径のことであり、任意の個数(例えば10個)の粒径についての平均値である。
前記ゴム組成物は、上述したゴム成分及び配向性材料の他にも、例えば、カーボンブラック、架橋剤、加硫促進剤、軟化剤、老化防止剤、シランカップリング剤などを含むこともできる。
前記カーボンブラックの含有量については、ゴム成分100質量部に対して30~65質量部であることが好ましい。前記含有量が30質量部未満の場合、は耐カットや亀裂進展抑制効果を十分に発揮できず、一方、前記含有量が65質量部を超えると、低発熱性が悪化するおそれがあるからである。
本発明の重荷重用タイヤ1は、図1に示すように、上述したゴム組成物を配したタイヤ側部2を備えることを特徴とする。
ここで、前記タイヤ側部2の厚さとは、図1に示すように、プライコードのタイヤ幅方向外側表面(折り返しプライがある場合には折り返しプライコードのタイヤ幅方向外側表面)からタイヤ表面までのタイヤ幅方向Wと平行な距離のことである。前記平均厚さGは、タイヤ側部の厚さを測定し、全体の平均値を算出したものである。
混練機を用い、表1に示す配合成分のうち硫黄、加硫促進剤を除いた成分を約150℃で3分間混練した。その後、硫黄、加硫促進剤を加え、混練機でさらに約100℃で2分間練り込んだ後、30mmの厚みのシートとして取り出した。該シートから各実施例及び比較例の試料片を作製した。
得られた試料片について、ラボにて加硫(145℃×90分)を行い、以下の試験を行った。
JIS K6301に準拠した反発弾性試験により25℃の反発弾性率(%)を求めた。
なお、発熱性の評価については、比較例1の反発弾性率を100としたときの相対値として示し、数値が大きいほど低発熱であり、良好な結果となる。
落錘式カット試験機を用い、落錘重量:15kgの条件で、試料片の貫通カットに要する最小エネルギー(kg・m)を測定した。
なお、各実施例及び比較例の評価については、比較例1の最小エネルギーを100としたときの相対値として示し、数値が大きいほど耐カット性が高く、良好な結果である。
上記実施例及び比較例によって調製された各ゴム組成物をトレッドゴムに適用した。
供試タイヤのサイズについては、実施例1、3、4及び5、並びに、比較例1及び3については、サイズ:24.00R35、実施例2及び比較例4については、サイズ:53/80R63、のタイヤ、比較例2については、サイズ:14.00R24、のタイヤを常法に従って試作した。なお、各タイヤのサイドウォール部の平均厚さ及びサイドウォール部の分割枚数(サイドウォール部を構成するゴムシートの枚数)については表1に示す。
各実施例及び比較例の供試タイヤのサイドウォール部に、予備カット(深さ:3mm)を入れた状態で、ドラム走行試験(試験荷重:規定の100%、時速:8km/h)を行い、亀裂がプライコードに達するまでの時間を測定した。
評価については、比較例1の到達時間を100としたときの相対値として示し、数値が大きいほど亀裂進展が抑制されており、良好な結果となる。評価結果を表1に示す。
※2 宇部興産株式会社製 BR150
※3 HAFカーボン(窒素吸着比表面積:71m2/g、ジブチルフタレート吸油量:103ml/100g)、東海カーボン株式会社 シーストNB
※4 出光興産カビ式会社製 ダイアナプロセスAH-24
※5 日油株式会社製 桐印ステアリン酸
※6 ハクスイテック株式会社製 酸化亜鉛2種
※7 新日本石油化学株式会社製 ネオレジンB-100
※8 日本精鑞株式会社製 オゾエース0280
※9 住友化学株式会社製 アンチゲン6C
※10 KAMIN.LLC製 POLYFIL DL、平均粒子径:4.6μm
※11 株式会社ヤマグチマイカ製 A-11、平均粒子径:2.2μm
※12 ビス-(トリエトキシシリルプロピル)-ポリスルフィド
※13 細井化学工業株式会社製 HK200
※14 N-tert-ブチル-2-ベンゾチアゾリルスルフェンアミド
一方、比較例1及び3については、配向性材料の含有量が多すぎるため、各実施例に比べて、亀裂の進展の抑制効果が低くなっていることがわかった。また、比較例2については、実施例2と同様のゴム組成物を用いているものの、サイドウォール部の平均ゴム厚さが小さいため、亀裂の進展の抑制効果が大幅に低くなっていることがわかった。さらに、比較例4については、配向性材料が含まれていないため、耐カット性が低く、亀裂の進展の抑制効果も十分でないことがわかった。
2 タイヤ側部、サイドウォール部
10 ゴム成分
20 配向性材料
30 プライコード
Claims (9)
- ゴム成分100質量部に対して、タイヤ周方向に配向する配向性材料を0.1~30質量部含むゴム組成物を配したタイヤ側部を備え、該タイヤ側部の平均厚さが8~150mmであることを特徴とする重荷重用タイヤ。
- 前記タイヤ側部がサイドウォール部であることを特徴とする請求項1に記載の重荷重用タイヤ。
- 前記配向性材料が短繊維又は無機充填材であることを特徴とする請求項2に記載の重荷重用タイヤ。
- 前記無機充填材が層状鉱物であることを特徴とする請求項3に記載の重荷重用タイヤ。
- 前記層状鉱物の平均粒径が0.2~10μmの範囲であることを特徴とする請求項4に記載の重荷重用タイヤ。
- 前記層状鉱物の平均粒径が2~5μmの範囲であることを特徴とする請求項5に記載の重荷重用タイヤ。
- 前記層状鉱物は、厚さに対する長手方向の長さの比が8以上であることを特徴とする請求項4に記載の重荷重用タイヤ。
- 前記ゴム成分は天然ゴムを25質量%以上含有することを特徴とする請求項1に記載の重荷重用タイヤ。
- 前記ゴム組成物は、窒素吸着比表面積が40~120m2/g、ジブチルフタレート吸油量が70~120ml/100gであるカーボンブラックを、ゴム成分100質量部に対して30~65質量部さらに含むことを特徴とする請求項1に記載の重荷重用タイヤ。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP12859524.6A EP2796299B1 (en) | 2011-12-22 | 2012-12-10 | Tire for heavy loads |
CN201280063484.3A CN104010842B (zh) | 2011-12-22 | 2012-12-10 | 重载用轮胎 |
ES12859524.6T ES2666457T3 (es) | 2011-12-22 | 2012-12-10 | Neumático para cargas pesadas |
JP2013550100A JP6012630B2 (ja) | 2011-12-22 | 2012-12-10 | 重荷重用タイヤ |
US14/365,763 US20140332136A1 (en) | 2011-12-22 | 2012-12-10 | Heavy-duty tire |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011-282082 | 2011-12-22 | ||
JP2011282082 | 2011-12-22 |
Publications (1)
Publication Number | Publication Date |
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WO2013094147A1 true WO2013094147A1 (ja) | 2013-06-27 |
Family
ID=48668066
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/007875 WO2013094147A1 (ja) | 2011-12-22 | 2012-12-10 | 重荷重用タイヤ |
Country Status (6)
Country | Link |
---|---|
US (1) | US20140332136A1 (ja) |
EP (1) | EP2796299B1 (ja) |
JP (1) | JP6012630B2 (ja) |
CN (1) | CN104010842B (ja) |
ES (1) | ES2666457T3 (ja) |
WO (1) | WO2013094147A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015194469A1 (ja) * | 2014-06-17 | 2015-12-23 | 横浜ゴム株式会社 | 空気入りタイヤ |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN108367633B (zh) * | 2015-12-11 | 2020-05-15 | 株式会社普利司通 | 轮胎和轮胎的制造方法 |
CN111526998A (zh) * | 2017-12-25 | 2020-08-11 | 横滨橡胶株式会社 | 充气轮胎 |
US20200215854A1 (en) * | 2019-01-09 | 2020-07-09 | Crystal Sylver | PetraGel |
JP7107433B2 (ja) | 2019-04-01 | 2022-07-27 | 株式会社Ihi | 可変容量型過給機 |
JP2021095109A (ja) * | 2019-12-19 | 2021-06-24 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP6881627B1 (ja) * | 2020-02-12 | 2021-06-02 | 住友ゴム工業株式会社 | タイヤ |
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- 2012-12-10 WO PCT/JP2012/007875 patent/WO2013094147A1/ja active Application Filing
- 2012-12-10 ES ES12859524.6T patent/ES2666457T3/es active Active
- 2012-12-10 JP JP2013550100A patent/JP6012630B2/ja not_active Expired - Fee Related
- 2012-12-10 EP EP12859524.6A patent/EP2796299B1/en not_active Not-in-force
- 2012-12-10 CN CN201280063484.3A patent/CN104010842B/zh not_active Expired - Fee Related
- 2012-12-10 US US14/365,763 patent/US20140332136A1/en not_active Abandoned
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Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2015194469A1 (ja) * | 2014-06-17 | 2015-12-23 | 横浜ゴム株式会社 | 空気入りタイヤ |
CN106457896A (zh) * | 2014-06-17 | 2017-02-22 | 横滨橡胶株式会社 | 充气轮胎 |
CN106457896B (zh) * | 2014-06-17 | 2018-09-21 | 横滨橡胶株式会社 | 充气轮胎 |
US10449803B2 (en) | 2014-06-17 | 2019-10-22 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
Also Published As
Publication number | Publication date |
---|---|
ES2666457T3 (es) | 2018-05-04 |
JPWO2013094147A1 (ja) | 2015-04-27 |
JP6012630B2 (ja) | 2016-10-25 |
EP2796299A4 (en) | 2015-05-13 |
EP2796299B1 (en) | 2018-02-07 |
CN104010842B (zh) | 2016-08-17 |
EP2796299A1 (en) | 2014-10-29 |
CN104010842A (zh) | 2014-08-27 |
US20140332136A1 (en) | 2014-11-13 |
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