WO2016204010A1 - Tire - Google Patents

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Publication number
WO2016204010A1
WO2016204010A1 PCT/JP2016/066809 JP2016066809W WO2016204010A1 WO 2016204010 A1 WO2016204010 A1 WO 2016204010A1 JP 2016066809 W JP2016066809 W JP 2016066809W WO 2016204010 A1 WO2016204010 A1 WO 2016204010A1
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Prior art keywords
tire
belt
layer
width direction
reinforcing
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PCT/JP2016/066809
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French (fr)
Japanese (ja)
Inventor
良太 藪内
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株式会社ブリヂストン
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Application filed by 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Publication of WO2016204010A1 publication Critical patent/WO2016204010A1/en

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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
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre

Definitions

  • the present invention relates to a tire, and more particularly, to a tire related to an improved tread reinforcement structure.
  • a tire includes a tread portion that forms a tread surface portion, a sidewall portion and a bead portion that are successively connected to both sides in the tire width direction, and a carcass that extends in a toroidal shape between both bead portions.
  • One or more belt layers are usually arranged on the outer side of the carcass crown portion in the tire radial direction, and the belt covers the entire tire width direction of the belt layer on the outer side in the tire radial direction.
  • a structure in which a reinforcing layer and a belt auxiliary layer covering both ends of the belt layer in the tire width direction are also known.
  • Patent Document 1 includes at least one belt cover layer that reinforces the belt layer, and the belt cover layer includes a lap winding portion in which a jointless belt cover material is overlapped and wound on each tire shoulder side, Between each lap winding part, there is a spacing winding part in which a jointless belt cover material is wound at a predetermined interval, and the strip width of the jointless belt cover material, the spacing between the spacing winding parts, the jointless in the lap winding part
  • a pneumatic radial tire is disclosed in which the width of the overlapping portion of the belt cover material, the maximum width of the belt cover layer, and the total width of the overlapping winding portions are set to satisfy a predetermined relationship.
  • Japanese Patent Laying-Open No. 2005-247070 Japanese Patent No. 4759922
  • the belt reinforcing layer and the belt auxiliary layer as reinforcing members of the tread portion of the tire are formed by using a method in which a long strip is wound around the tire in the tire circumferential direction and spaced in the tire width direction.
  • a product tire is prone to air-filling failure, and there has been a demand for a solution.
  • an object of the present invention is to generate poor air entry in a belt reinforcing layer and a belt auxiliary layer which are formed by winding a long strip in the tire circumferential direction and have portions wound at intervals in the tire width direction. It is in providing the tire which suppressed the.
  • the present inventor can solve the above-mentioned problems by prescribing the strip winding conditions in the belt reinforcing layer and the belt auxiliary layer having portions formed at intervals in the tire width direction. As a result, the present invention has been completed.
  • the tire of the present invention has a carcass extending in a toroidal shape between both bead portions as a skeleton, and a belt layer, a belt reinforcing layer, and a belt auxiliary layer are formed on the outer side of the crown portion of the carcass in the tire radial direction.
  • the belt reinforcing layer and the belt auxiliary layer are formed by spirally winding a strip made of a rubber-coated cord in the tire circumferential direction,
  • the belt reinforcing layer has, in the tire width direction, a center reinforcing region formed by winding the strip with a gap, and a shoulder reinforcing region formed by winding the strip without a gap,
  • the belt auxiliary layer is formed by winding the strip without gaps in the shoulder reinforcement region; and
  • An inner end in the tire width direction of the belt auxiliary layer is located on an outer side in the tire width direction of an inner end in the tire width direction of a shoulder reinforcement region of the belt reinforcing layer.
  • the distance w between the inner end in the tire width direction of the belt auxiliary layer and the inner end in the tire width direction of the shoulder reinforcing region of the belt reinforcing layer is 1 to 3 of the width ws of the strip. It is preferable that it is double.
  • the present invention it is possible to prevent occurrence of poor air entry in the belt reinforcing layer and the belt auxiliary layer which are formed by winding a long strip in the tire circumferential direction and have portions wound at intervals in the tire width direction. It became possible to realize a suppressed tire.
  • FIG. 1 is a cross-sectional view in the width direction showing an example of the tire of the present invention.
  • the illustrated tire 10 has a carcass 1 extending in a toroidal shape between both bead portions as a skeleton, and on the outer side in the crown portion tire radial direction, a belt layer 2, a belt reinforcing layer 3, a belt auxiliary layer 4, Are sequentially arranged.
  • the belt reinforcing layer 3 is usually disposed so as to cover the entire width of the belt layer 2
  • the belt auxiliary layer 4 is disposed so as to cover the end of the belt layer 2 in the tire width direction.
  • FIG. 2A is a schematic explanatory diagram of a reinforcing structure of a tread portion according to the present invention
  • FIG. 2B is an explanatory diagram showing an enlarged vicinity of the inner end in the tire width direction of the belt auxiliary layer.
  • the belt reinforcing layer 3 and the belt auxiliary layer 4 are formed by spirally winding a strip S made of a rubber-coated cord in the tire circumferential direction.
  • the belt reinforcing layer 3 includes a center reinforcing region 3c formed by winding the strip S with a gap and a shoulder reinforcing region 3s formed by winding the strip S without a gap in the tire width direction.
  • the belt auxiliary layer 4 is formed by winding the strip S without gaps in the shoulder reinforcing region 3s.
  • the tire width direction inner end 4i of the belt auxiliary layer 4 is located on the outer side in the tire width direction than the tire width direction inner end 3si of the shoulder reinforcement region 3s of the belt reinforcement layer 3. The point is important.
  • the tire width direction inner end 4i of the belt auxiliary layer 4 is positioned on the outer side in the tire width direction than the tire width direction inner end 3si of the shoulder reinforcing region 3s of the belt reinforcing layer 3. .
  • the tire width direction inner end 4i of the belt auxiliary layer 4 and the tire width direction inner end 3si of the shoulder reinforcement region 3s of the belt reinforcing layer 3 are not overlapped, so that the depth of the step in the gap is increased. It is possible to prevent the air from remaining, and to reduce the occurrence of poor air entry in the product tire.
  • the interval w between the tire width direction inner end 4i of the belt auxiliary layer 4 and the tire width direction inner end 3si of the shoulder reinforcing region 3s of the belt reinforcing layer 3 is 1 to 3 times the width ws of the strip S. It is preferable that In the present invention, the belt reinforcement layer 3 and the belt auxiliary layer 4 are formed by spirally winding the strip S having a predetermined width in the tire circumferential direction, and therefore, substantially one strip per circumference in the tire circumferential direction. Therefore, the end positions of the belt reinforcing layer 3 and the belt auxiliary layer 4 in the tire width direction are shifted.
  • the position of the inner end 4i in the tire width direction of the belt auxiliary layer 4 and the inner end 3si of the belt reinforcing layer 3 in the tire width direction may also be shifted by one strip.
  • the interval w is 1 time or more of the width ws of the strip S.
  • the reinforcing portion of the belt auxiliary layer 4 may be out of the design concept. It is preferable to set it to 3 times or less of ws.
  • the width of 1/4 TW on both sides of the tire width direction can be a shoulder reinforcing region 3s, and the remaining region having a width of 1/2 TW at the center in the tire width direction can be a center reinforcing region 3c.
  • the tread width refers to the length in the tire width direction between the tread ends, measured in an unloaded state by assembling the tire to the applicable rim and filling the specified internal pressure.
  • Applicable rim refers to the rim specified in the following standards according to the tire size
  • specified internal pressure refers to the air pressure specified in accordance with the maximum load capacity in the following standards.
  • Maximum load capacity refers to the maximum load allowed to be applied to a tire according to the following standards.
  • the standard is an industrial standard that is effective in the region where tires are produced or used. For example, “THE TIRE AND RIM ASSOCIATION INC.” “YEAR BOOK” in the United States, and “The European Tire and Land” in Europe. “RAND Technical Organization” “STANDARDS MANUAL”, and “Japan Auto Tire Association” “JATMA YEAR BOOK” in Japan.
  • points other than positioning the inner end 4i in the tire width direction of the belt auxiliary layer 4 on the outer side in the tire width direction than the inner end 3si in the tire width direction of the shoulder reinforcing region 3s of the belt reinforcing layer 3 Is not particularly limited, and can be configured according to a conventional method.
  • the width ws of the strip S for forming the belt reinforcing layer 3 and the belt auxiliary layer 4 is not particularly limited, but may be, for example, a width of about 1 to 20 mm. Further, the amount of gap at the time of winding can be usually one strip S.
  • a pattern including circumferential grooves 11a, 11b, and 11c is usually formed on the tread surface portion of the tire.
  • the position of the inner end 4i in the tire width direction of the belt auxiliary layer 4 is the highest in the tire width direction. It is preferable to arrange so that the distance from the outer circumferential groove 11a (11c) is not too close. Specifically, for example, between the position of the tire width direction inner end 4i of the belt auxiliary layer 4 and the position of the tire width direction outer groove wall of the circumferential groove 11a (11c) positioned on the outermost side in the tire width direction.
  • the distance x is preferably 5 mm or more, more preferably in the range of 10 to 30 mm. This is to achieve both the reinforcement of the shoulder reinforcement region 3s and the failure suppression of the inner side edge 4i of the belt auxiliary layer 4 in the tire width direction.
  • the belt reinforcing layer 3 and the belt auxiliary layer 4 may be formed by spirally winding the strip S in the tire circumferential direction, and the winding method is particularly limited. Is not to be done.
  • the belt reinforcing layer 3 and the belt auxiliary layer 4 wind two strips sequentially from the inner end portions 3ia and 3ib in the tire width direction of the belt reinforcing layer 3 toward the outer side in the tire width direction. It is formed by turning.
  • the illustrated tire 10 includes a tread portion 21 that forms a tread portion of the tire, a pair of sidewall portions 22 that continuously extend on both sides of the tread portion 21 and extends inward in the tire radial direction, and an inner periphery of each sidewall portion 22. And a bead portion 23 continuous to the side.
  • the tread portion 21, the sidewall portion 22, and the bead portion 23 are reinforced by a carcass 1 including a single carcass ply extending in a toroidal shape from one bead portion 23 to the other bead portion 23.
  • a tread rubber 5 is disposed on the outer side of the belt reinforcing layer 3 and the belt auxiliary layer 4 in the tire radial direction, and a tread pattern is formed on the surface thereof.
  • the carcass plies constituting the carcass 1 can be arranged by at least one or two or more.
  • the carcass 1 is wound around the bead core 6 from the inner side in the tire width direction to the outer side, but is not limited thereto, and the carcass 1 is not limited thereto.
  • the carcass 1 can be a radial carcass.
  • the belt layer 2 is composed of a first belt 2a and a second belt 2b of at least two layers, in the illustrated example, two layers.
  • the belt is composed of a rubberized layer of cords, preferably a steel cord rubberized layer extending at an inclination of ⁇ 15 to 40 ° with respect to the tire circumferential direction, and the cords constituting each belt are tire equator surfaces. It is good also as a crossing layer laminated
  • an inner liner is usually disposed in the innermost layer of the tire.
  • the gas filled in the tire normal or air with a changed oxygen partial pressure, or an inert gas such as nitrogen can be used.
  • the tire of the present invention can be applied to various tires, but is suitable for a tire for a passenger car or a tire for a light truck.
  • Example 1 A tire having a structure as shown in FIGS. 1, 2A, and 2B was manufactured at a tire size of 215 / 55R17.
  • the carcass is made of one carcass ply made of a rubberized layer of a reinforcing cord (material: polyethylene terephthalate), and the belt layer is made of a rubberized layer of a steel cord extending at an angle of ⁇ 16 ° with respect to the tire circumferential direction. It was supposed to be.
  • the belt reinforcing layer and the belt auxiliary layer were formed by winding a rubber-coated cord (width ws: 6 mm) spirally in the tire circumferential direction.
  • the belt reinforcing layer has, in the tire width direction, a center reinforcing region formed by winding the strip with a gap and a shoulder reinforcing region formed by winding the strip without a gap.
  • the inner end in the tire width direction of the region was set at a position of 49 mm from the tire equatorial plane CL to the outer side in the tire width direction.
  • the inner edge in the tire width direction of the belt auxiliary layer was positioned 61 mm from the tire equatorial plane CL to the outer side in the tire width direction. Therefore, the interval w between the inner end in the tire width direction of the belt auxiliary layer and the inner end in the tire width direction of the shoulder reinforcing region of the belt reinforcing layer was 12 mm.
  • Comparative Example 1 A test tire of Comparative Example 1 was manufactured in the same manner as in Example 1 except that the belt reinforcing layer was formed by winding the strip without gaps in the entire tire width direction.

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

Abstract

Provided is a tire which suppresses the occurrence of pneumatic failure in a belt reinforcing layer and a belt supplementary layer formed by winding a long strip in the tire circumferential direction and having a portion wound so as to leave space in the tire width direction. A belt reinforcing layer 3 and a belt supplementary layer 4 are formed by spirally winding in the tire circumferential direction a strip S comprising a rubber-coated cord. The belt reinforcing layer has a center reinforcing region 3c and shoulder reinforcing regions 3s in the tire width direction, the center reinforcing region being formed by winding the strip leaving a space, the shoulder reinforcing regions being formed by winding the strip without leaving a space. The belt supplementary layer in the shoulder reinforcing regions is formed by winding the strip without leaving a space, and the tire-width-direction inside end 4i of the belt supplementary layer is located further outward in the tire width direction than the tire-width-direction inside end 3si in the shoulder reinforcing regions of the belt reinforcing layer.

Description

タイヤtire
　本発明は、タイヤに関し、詳しくは、トレッド部の補強構造の改良に係るタイヤに関する。 The present invention relates to a tire, and more particularly, to a tire related to an improved tread reinforcement structure.
　一般に、タイヤは、踏面部を形成するトレッド部と、そのタイヤ幅方向両側に順次連なるサイドウォール部およびビード部とからなり、両ビード部間にトロイド状に延在するカーカスを骨格とする。カーカスのクラウン部タイヤ半径方向外側には、通常、タガ効果を発揮させるための１層以上のベルト層が配設され、さらに、そのタイヤ半径方向外側に、ベルト層のタイヤ幅方向全体を覆うベルト補強層や、ベルト層のタイヤ幅方向両端部を覆うベルト補助層を配設した構造も知られている。 Generally, a tire includes a tread portion that forms a tread surface portion, a sidewall portion and a bead portion that are successively connected to both sides in the tire width direction, and a carcass that extends in a toroidal shape between both bead portions. One or more belt layers are usually arranged on the outer side of the carcass crown portion in the tire radial direction, and the belt covers the entire tire width direction of the belt layer on the outer side in the tire radial direction. A structure in which a reinforcing layer and a belt auxiliary layer covering both ends of the belt layer in the tire width direction are also known.
　タイヤのトレッド部の補強構造については、種々の技術が検討され提案されてきており、ベルト補強層やベルト補助層を、長尺のストリップをタイヤ周方向に、少なくともタイヤ幅方向の一部において、間隔をあけて巻付けて形成する技術も公知である。例えば、特許文献１には、ベルト層を補強するベルトカバー層が少なくとも一枚設けられ、ベルトカバー層が、各タイヤショルダー側にジョイントレスベルトカバー材を重ねて巻き付けた重ね巻部を有すると共に、夫々の重ね巻部の間にジョイントレスベルトカバー材を所定の間隔を空けて巻き付けた間隔巻部を有し、ジョイントレスベルトカバー材のストリップ幅、間隔巻部の間隔、重ね巻部におけるジョイントレスベルトカバー材の重なり部分の幅、ベルトカバー層の最大幅、および、重ね巻部の総幅が、所定の関係を満足するよう設定された空気入りラジアルタイヤが開示されている。 Various technologies have been studied and proposed for reinforcing the structure of the tread portion of the tire, and a belt reinforcing layer and a belt auxiliary layer are formed in a tire strip in the tire circumferential direction, at least in a part in the tire width direction. A technique of forming by winding at intervals is also known. For example, Patent Document 1 includes at least one belt cover layer that reinforces the belt layer, and the belt cover layer includes a lap winding portion in which a jointless belt cover material is overlapped and wound on each tire shoulder side, Between each lap winding part, there is a spacing winding part in which a jointless belt cover material is wound at a predetermined interval, and the strip width of the jointless belt cover material, the spacing between the spacing winding parts, the jointless in the lap winding part A pneumatic radial tire is disclosed in which the width of the overlapping portion of the belt cover material, the maximum width of the belt cover layer, and the total width of the overlapping winding portions are set to satisfy a predetermined relationship.
特開２００５－２４７０７０号公報（特許第４７５９９２２号公報）Japanese Patent Laying-Open No. 2005-247070 (Japanese Patent No. 4759922)
　しかしながら、タイヤのトレッド部の補強部材としてのベルト補強層およびベルト補助層を、長尺のストリップをタイヤ周方向に、タイヤ幅方向において間隔をあけて巻付けて形成する手法を用いて形成した場合、製品タイヤにおいてエア入り不良が発生しやすいという問題があり、解消が求められていた。 However, when the belt reinforcing layer and the belt auxiliary layer as reinforcing members of the tread portion of the tire are formed by using a method in which a long strip is wound around the tire in the tire circumferential direction and spaced in the tire width direction. However, there has been a problem that a product tire is prone to air-filling failure, and there has been a demand for a solution.
　そこで本発明の目的は、長尺のストリップをタイヤ周方向に巻回して形成され、タイヤ幅方向において間隔をあけて巻付けた部分を有するベルト補強層およびベルト補助層における、エア入り不良の発生を抑制したタイヤを提供することにある。 SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to generate poor air entry in a belt reinforcing layer and a belt auxiliary layer which are formed by winding a long strip in the tire circumferential direction and have portions wound at intervals in the tire width direction. It is in providing the tire which suppressed the.
　本発明者は鋭意検討した結果、タイヤ幅方向において間隔をあけて形成された部分を有するベルト補強層およびベルト補助層における、ストリップの巻付け条件を所定に規定することで、上記課題を解決できることを見出して、本発明を完成するに至った。 As a result of intensive studies, the present inventor can solve the above-mentioned problems by prescribing the strip winding conditions in the belt reinforcing layer and the belt auxiliary layer having portions formed at intervals in the tire width direction. As a result, the present invention has been completed.
　すなわち、本発明のタイヤは、両ビード部間にトロイド状に延在するカーカスを骨格とし、該カーカスのクラウン部タイヤ半径方向外側に、ベルト層と、ベルト補強層と、ベルト補助層と、が順次配設されたタイヤであって、
　前記ベルト補強層および前記ベルト補助層が、ゴム被覆されたコードからなるストリップをタイヤ周方向に螺旋状に巻回されて形成され、
　前記ベルト補強層が、タイヤ幅方向において、前記ストリップを隙間をあけて巻回してなるセンター補強領域と、該ストリップを隙間なく巻回してなるショルダー補強領域と、を有し、
　前記ベルト補助層が、前記ショルダー補強領域内で、前記ストリップを隙間なく巻回して形成され、かつ、
　前記ベルト補助層のタイヤ幅方向内側端が、前記ベルト補強層のショルダー補強領域のタイヤ幅方向内側端よりも、タイヤ幅方向外側に位置していることを特徴とするものである。 That is, the tire of the present invention has a carcass extending in a toroidal shape between both bead portions as a skeleton, and a belt layer, a belt reinforcing layer, and a belt auxiliary layer are formed on the outer side of the crown portion of the carcass in the tire radial direction. Tires arranged sequentially,
The belt reinforcing layer and the belt auxiliary layer are formed by spirally winding a strip made of a rubber-coated cord in the tire circumferential direction,
The belt reinforcing layer has, in the tire width direction, a center reinforcing region formed by winding the strip with a gap, and a shoulder reinforcing region formed by winding the strip without a gap,
The belt auxiliary layer is formed by winding the strip without gaps in the shoulder reinforcement region; and
An inner end in the tire width direction of the belt auxiliary layer is located on an outer side in the tire width direction of an inner end in the tire width direction of a shoulder reinforcement region of the belt reinforcing layer.
　本発明のタイヤにおいては、前記ベルト補助層のタイヤ幅方向内側端と、前記ベルト補強層のショルダー補強領域のタイヤ幅方向内側端との間の間隔ｗが、前記ストリップの幅ｗｓの１～３倍であることが好ましい。 In the tire of the present invention, the distance w between the inner end in the tire width direction of the belt auxiliary layer and the inner end in the tire width direction of the shoulder reinforcing region of the belt reinforcing layer is 1 to 3 of the width ws of the strip. It is preferable that it is double.
　本発明によれば、長尺のストリップをタイヤ周方向に巻回して形成され、タイヤ幅方向において間隔をあけて巻付けた部分を有するベルト補強層およびベルト補助層における、エア入り不良の発生を抑制したタイヤを実現することが可能となった。 According to the present invention, it is possible to prevent occurrence of poor air entry in the belt reinforcing layer and the belt auxiliary layer which are formed by winding a long strip in the tire circumferential direction and have portions wound at intervals in the tire width direction. It became possible to realize a suppressed tire.
本発明のタイヤの一例を示す幅方向断面図である。It is a width direction sectional view showing an example of the tire of the present invention. 本発明に係るトレッド部の補強構造の概略説明図である。It is a schematic explanatory drawing of the reinforcement structure of the tread part which concerns on this invention. 図２Ａ中のベルト補助層のタイヤ幅方向内側端近傍を拡大して示す説明図である。It is explanatory drawing which expands and shows the tire width direction inner side end vicinity of the belt auxiliary layer in FIG. 2A.
　以下、本発明の実施の形態について、図面を参照しつつ詳細に説明する。
　図１に、本発明のタイヤの一例を示す幅方向断面図を示す。図示するタイヤ１０は、両ビード部間にトロイド状に延在するカーカス１を骨格とし、そのクラウン部タイヤ半径方向外側には、ベルト層２と、ベルト補強層３と、ベルト補助層４と、が順次配設されている。図示するように、通常、ベルト補強層３は、ベルト層２の全幅を覆うように配置され、ベルト補助層４は、ベルト層２のタイヤ幅方向端部を覆うように配置される。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a cross-sectional view in the width direction showing an example of the tire of the present invention. The illustrated tire 10 has a carcass 1 extending in a toroidal shape between both bead portions as a skeleton, and on the outer side in the crown portion tire radial direction, a belt layer 2, a belt reinforcing layer 3, a belt auxiliary layer 4, Are sequentially arranged. As shown in the figure, the belt reinforcing layer 3 is usually disposed so as to cover the entire width of the belt layer 2, and the belt auxiliary layer 4 is disposed so as to cover the end of the belt layer 2 in the tire width direction.
　図２Ａに、本発明に係るトレッド部の補強構造の概略説明図を、図２Ｂに、そのベルト補助層のタイヤ幅方向内側端近傍を拡大して示す説明図を、それぞれ示す。本発明においては、ベルト補強層３およびベルト補助層４が、ゴム被覆されたコードからなるストリップＳを、タイヤ周方向に螺旋状に巻回して形成されている。また、本発明において、ベルト補強層３は、タイヤ幅方向において、ストリップＳを隙間をあけて巻回してなるセンター補強領域３ｃと、ストリップＳを隙間なく巻回してなるショルダー補強領域３ｓと、を有しており、ベルト補助層４は、上記ショルダー補強領域３ｓ内で、ストリップＳを隙間なく巻回して形成されている。本発明においては、図示するように、ベルト補助層４のタイヤ幅方向内側端４ｉが、ベルト補強層３のショルダー補強領域３ｓのタイヤ幅方向内側端３ｓｉよりも、タイヤ幅方向外側に位置している点が重要である。 FIG. 2A is a schematic explanatory diagram of a reinforcing structure of a tread portion according to the present invention, and FIG. 2B is an explanatory diagram showing an enlarged vicinity of the inner end in the tire width direction of the belt auxiliary layer. In the present invention, the belt reinforcing layer 3 and the belt auxiliary layer 4 are formed by spirally winding a strip S made of a rubber-coated cord in the tire circumferential direction. In the present invention, the belt reinforcing layer 3 includes a center reinforcing region 3c formed by winding the strip S with a gap and a shoulder reinforcing region 3s formed by winding the strip S without a gap in the tire width direction. The belt auxiliary layer 4 is formed by winding the strip S without gaps in the shoulder reinforcing region 3s. In the present invention, as shown in the figure, the tire width direction inner end 4i of the belt auxiliary layer 4 is located on the outer side in the tire width direction than the tire width direction inner end 3si of the shoulder reinforcement region 3s of the belt reinforcement layer 3. The point is important.
　本発明者の検討によれば、このようにストリップを部分的に隙間をあけて巻回して形成したタイヤにおいては、ストリップを巻付けない隙間部分にエアが残留しやすく、特に、ストリップを２層で巻回すると、エア入りの問題が顕在化することが判明している。例えば、タイヤサイズ２５５／４０Ｒ１８の供試タイヤにおいて、ベルト層のタイヤ半径方向外側に、１層のベルト補強層３のみを、タイヤ幅方向全体にわたりストリップを隙間６ｍｍをあけて巻回して形成した場合と、２層のベルト補強層３を、タイヤ幅方向全体にわたりストリップを同位相で隙間６ｍｍをあけて巻回して、積層形成した場合、すなわち、ストリップが２層重なるように巻回した場合とで、製品タイヤにおけるエア入りの有無を確認すると、後者において部分的に、エア入りが前者の５～６倍程度増大することが確認されている。これは、ストリップが２層重なることで、隙間部分の段差の大きさも２層分に増大することから、加硫時にトレッドゴムが隙間部分に入り込みにくくなり、エアが残留することによるものであると考えられる。 According to the study of the present inventor, in the tire formed by winding the strip partially with a gap, air tends to remain in the gap where the strip is not wound. It has been found that the problem of air entry becomes obvious when wound around. For example, in a test tire having a tire size of 255 / 40R18, only one belt reinforcing layer 3 is formed on the outer side in the tire radial direction of the belt layer, and a strip is wound around the entire tire width direction with a gap of 6 mm. And when the two belt reinforcing layers 3 are laminated by winding the strips in the same phase over the entire width direction of the tire with a gap of 6 mm, that is, when the strips are wound so that the two layers overlap. When the presence or absence of air in the product tire is confirmed, it has been confirmed that the air in the latter partly increases by about 5 to 6 times the former. This is due to the fact that the two layers of the strips increase the size of the gap in the gap to two layers, so that the tread rubber is less likely to enter the gap during vulcanization and air remains. Conceivable.
　かかる観点から、本発明においては、ベルト補助層４のタイヤ幅方向内側端４ｉを、ベルト補強層３のショルダー補強領域３ｓのタイヤ幅方向内側端３ｓｉよりも、タイヤ幅方向外側に位置させている。これにより、ベルト補助層４のタイヤ幅方向内側端４ｉと、ベルト補強層３のショルダー補強領域３ｓのタイヤ幅方向内側端３ｓｉとが、重なることがなくなるので、隙間部分の段差の深さの増大を防止して、エアの残留を抑制し、製品タイヤにおけるエア入り不良の発生を低減することが可能となった。 From this point of view, in the present invention, the tire width direction inner end 4i of the belt auxiliary layer 4 is positioned on the outer side in the tire width direction than the tire width direction inner end 3si of the shoulder reinforcing region 3s of the belt reinforcing layer 3. . As a result, the tire width direction inner end 4i of the belt auxiliary layer 4 and the tire width direction inner end 3si of the shoulder reinforcement region 3s of the belt reinforcing layer 3 are not overlapped, so that the depth of the step in the gap is increased. It is possible to prevent the air from remaining, and to reduce the occurrence of poor air entry in the product tire.
　この場合、ベルト補助層４のタイヤ幅方向内側端４ｉと、ベルト補強層３のショルダー補強領域３ｓのタイヤ幅方向内側端３ｓｉとの間の間隔ｗが、ストリップＳの幅ｗｓの１～３倍であることが好ましい。本発明においては、所定幅のストリップＳをタイヤ周方向に螺旋状に巻回してベルト補強層３およびベルト補助層４を形成しているため、実質的に、タイヤ周方向で一周あたりストリップ１本分、ベルト補強層３およびベルト補助層４のタイヤ幅方向端部位置がずれることになる。よって、ベルト補助層４のタイヤ幅方向内側端４ｉおよびベルト補強層３のタイヤ幅方向内側端３ｓｉの位置も、ストリップ１本分ずれる可能性があるため、このずれ量および巻付け位置の誤差を考慮すると、上記間隔ｗは、ストリップＳの幅ｗｓの１倍以上とすることが好ましい。一方、上記間隔ｗを過度に大きくしても、それ以上の効果はなく、大きくしすぎるとベルト補助層４の補強部位が設計思想から外れるおそれがあるため、上記間隔ｗは、ストリップＳの幅ｗｓの３倍以下とすることが好ましい。 In this case, the interval w between the tire width direction inner end 4i of the belt auxiliary layer 4 and the tire width direction inner end 3si of the shoulder reinforcing region 3s of the belt reinforcing layer 3 is 1 to 3 times the width ws of the strip S. It is preferable that In the present invention, the belt reinforcement layer 3 and the belt auxiliary layer 4 are formed by spirally winding the strip S having a predetermined width in the tire circumferential direction, and therefore, substantially one strip per circumference in the tire circumferential direction. Therefore, the end positions of the belt reinforcing layer 3 and the belt auxiliary layer 4 in the tire width direction are shifted. Accordingly, the position of the inner end 4i in the tire width direction of the belt auxiliary layer 4 and the inner end 3si of the belt reinforcing layer 3 in the tire width direction may also be shifted by one strip. In consideration of the above, it is preferable that the interval w is 1 time or more of the width ws of the strip S. On the other hand, even if the distance w is excessively large, there is no further effect. If the distance w is excessively large, the reinforcing portion of the belt auxiliary layer 4 may be out of the design concept. It is preferable to set it to 3 times or less of ws.
　ここで、本発明において、ベルト補強層３のセンター補強領域３ｃおよびショルダー補強領域３ｓについては、トレッド幅ＴＷをタイヤ幅方向に４等分したとき、そのタイヤ幅方向両側の１／４ＴＷの幅の領域をショルダー補強領域３ｓとし、残るタイヤ幅方向中央の１／２ＴＷの幅の領域をセンター補強領域３ｃとすることができる。 Here, in the present invention, for the center reinforcing region 3c and the shoulder reinforcing region 3s of the belt reinforcing layer 3, when the tread width TW is divided into four equal parts in the tire width direction, the width of 1/4 TW on both sides of the tire width direction. The region can be a shoulder reinforcing region 3s, and the remaining region having a width of 1/2 TW at the center in the tire width direction can be a center reinforcing region 3c.
　本発明において、トレッド幅とは、タイヤを適用リムに組み付けて規定内圧を充填し、無負荷状態で計測した、トレッド端間のタイヤ幅方向長さをいう。また、「適用リム」とは、タイヤサイズに応じて下記の規格に規定されたリムをいい、「規定内圧」とは、下記の規格において、最大負荷能力に対応して規定される空気圧をいい、「最大負荷能力」とは、下記の規格でタイヤに負荷されることが許容される最大の荷重をいう。さらに、規格とは、タイヤが生産または使用される地域に有効な産業規格であり、例えば、アメリカ合衆国では、“ＴＨＥ　ＴＩＲＥ　ＡＮＤ　ＲＩＭ　ＡＳＳＯＣＩＡＴＩＯＮ　ＩＮＣ．”の“ＹＥＡＲ　ＢＯＯＫ”、欧州では、“Ｔｈｅ　Ｅｕｒｏｐｅａｎ　Ｔｙｒｅ　ａｎｄ　Ｒｉｍ　Ｔｅｃｈｎｉｃａｌ　Ｏｒｇａｎｉｚａｔｉｏｎ”の“ＳＴＡＮＤＡＲＤＳ　ＭＡＮＵＡＬ”、日本では“日本自動車タイヤ協会”の“ＪＡＴＭＡ　ＹＥＡＲ　ＢＯＯＫ”をいう。 In the present invention, the tread width refers to the length in the tire width direction between the tread ends, measured in an unloaded state by assembling the tire to the applicable rim and filling the specified internal pressure. “Applicable rim” refers to the rim specified in the following standards according to the tire size, and “specified internal pressure” refers to the air pressure specified in accordance with the maximum load capacity in the following standards. “Maximum load capacity” refers to the maximum load allowed to be applied to a tire according to the following standards. Furthermore, the standard is an industrial standard that is effective in the region where tires are produced or used. For example, “THE TIRE AND RIM ASSOCIATION INC.” “YEAR BOOK” in the United States, and “The European Tire and Land” in Europe. “RAND Technical Organization” “STANDARDS MANUAL”, and “Japan Auto Tire Association” “JATMA YEAR BOOK” in Japan.
　本発明のタイヤにおいては、ベルト補助層４のタイヤ幅方向内側端４ｉを、ベルト補強層３のショルダー補強領域３ｓのタイヤ幅方向内側端３ｓｉよりも、タイヤ幅方向外側に位置させる以外の点については、特に制限されず、常法に従い構成することが可能である。 In the tire of the present invention, points other than positioning the inner end 4i in the tire width direction of the belt auxiliary layer 4 on the outer side in the tire width direction than the inner end 3si in the tire width direction of the shoulder reinforcing region 3s of the belt reinforcing layer 3 Is not particularly limited, and can be configured according to a conventional method.
　例えば、ベルト補強層３およびベルト補助層４を形成するためのストリップＳの幅ｗｓとしては、特に制限はないが、例えば、１～２０ｍｍ程度の幅とすることができる。また、巻付け時の隙間量は、通常、ストリップＳの１本分とすることができる。 For example, the width ws of the strip S for forming the belt reinforcing layer 3 and the belt auxiliary layer 4 is not particularly limited, but may be, for example, a width of about 1 to 20 mm. Further, the amount of gap at the time of winding can be usually one strip S.
　また、タイヤの踏面部には、通常、周方向溝１１ａ，１１ｂ，１１ｃを含むパターンが形成されるが、この場合、ベルト補助層４のタイヤ幅方向内側端４ｉの位置は、タイヤ幅方向最外側に位置する周方向溝１１ａ（１１ｃ）との間隔が近すぎないよう配置することが好ましい。具体的には例えば、ベルト補助層４のタイヤ幅方向内側端４ｉの位置と、タイヤ幅方向最外側に位置する周方向溝１１ａ（１１ｃ）のタイヤ幅方向外側溝壁の位置と、の間の距離ｘを、５ｍｍ以上とすることが好ましく、より好ましくは１０～３０ｍｍの範囲とする。これは、ショルダー補強領域３ｓの補強とベルト補助層４のタイヤ幅方向内側端４ｉの故障抑制との両立を図るためである。 In addition, a pattern including circumferential grooves 11a, 11b, and 11c is usually formed on the tread surface portion of the tire. In this case, the position of the inner end 4i in the tire width direction of the belt auxiliary layer 4 is the highest in the tire width direction. It is preferable to arrange so that the distance from the outer circumferential groove 11a (11c) is not too close. Specifically, for example, between the position of the tire width direction inner end 4i of the belt auxiliary layer 4 and the position of the tire width direction outer groove wall of the circumferential groove 11a (11c) positioned on the outermost side in the tire width direction. The distance x is preferably 5 mm or more, more preferably in the range of 10 to 30 mm. This is to achieve both the reinforcement of the shoulder reinforcement region 3s and the failure suppression of the inner side edge 4i of the belt auxiliary layer 4 in the tire width direction.
　さらに、本発明において、ベルト補強層３およびベルト補助層４はストリップＳをタイヤ周方向に螺旋状に巻回することにより形成されているものであればよく、その巻付け方法については、特に制限されるものではない。例えば、図２Ａに示す例では、ベルト補強層３およびベルト補助層４は、２本のストリップを、ベルト補強層３のタイヤ幅方向内側端部３ｉａ、３ｉｂから順次、タイヤ幅方向外側に向かい巻回することにより形成されている。 Furthermore, in the present invention, the belt reinforcing layer 3 and the belt auxiliary layer 4 may be formed by spirally winding the strip S in the tire circumferential direction, and the winding method is particularly limited. Is not to be done. For example, in the example shown in FIG. 2A, the belt reinforcing layer 3 and the belt auxiliary layer 4 wind two strips sequentially from the inner end portions 3ia and 3ib in the tire width direction of the belt reinforcing layer 3 toward the outer side in the tire width direction. It is formed by turning.
　図示するタイヤ１０は、タイヤの踏面部をなすトレッド部２１と、トレッド部２１の両側部に連続してタイヤ半径方向内方へ延びる一対のサイドウォール部２２と、各サイドウォール部２２の内周側に連続するビード部２３と、を備えている。トレッド部２１、サイドウォール部２２およびビード部２３は、一方のビード部２３から他方のビード部２３にわたってトロイド状に延びる１枚のカーカスプライからなるカーカス１により補強されている。また、ベルト補強層３およびベルト補助層４のタイヤ半径方向外側には、トレッドゴム５が配置され、その表面には、トレッドパターンが形成されている。 The illustrated tire 10 includes a tread portion 21 that forms a tread portion of the tire, a pair of sidewall portions 22 that continuously extend on both sides of the tread portion 21 and extends inward in the tire radial direction, and an inner periphery of each sidewall portion 22. And a bead portion 23 continuous to the side. The tread portion 21, the sidewall portion 22, and the bead portion 23 are reinforced by a carcass 1 including a single carcass ply extending in a toroidal shape from one bead portion 23 to the other bead portion 23. A tread rubber 5 is disposed on the outer side of the belt reinforcing layer 3 and the belt auxiliary layer 4 in the tire radial direction, and a tread pattern is formed on the surface thereof.
　カーカス１を構成するカーカスプライは、少なくとも１枚以上で配置することができ、２枚以上であってもよい。また、図示する例では、カーカス１は、ビードコア６の周りにタイヤ幅方向内側から外側に向かい巻き上げられて係止されているが、カーカス１の係止構造についてはこれには限られず、カーカス１の端部を２層のビードコアで挟み込んだ構造であってもよい（図示せず）。カーカス１は、特には、ラジアルカーカスとすることができる。 The carcass plies constituting the carcass 1 can be arranged by at least one or two or more. In the illustrated example, the carcass 1 is wound around the bead core 6 from the inner side in the tire width direction to the outer side, but is not limited thereto, and the carcass 1 is not limited thereto. May be a structure in which the end portion is sandwiched between two layers of bead cores (not shown). In particular, the carcass 1 can be a radial carcass.
　また、ベルト層２は、少なくとも２層以上、図示する例では２層の、第１ベルト２ａおよび第２ベルト２ｂからなる。ベルトは、タイヤ周方向に対し、例えば、±１５～４０°で傾斜して延びるコードのゴム引き層、好ましくは、スチールコードのゴム引き層からなり、各ベルトを構成するコード同士がタイヤ赤道面ＣＬを挟んで互いに交差するように積層された交錯層としてもよい。 Further, the belt layer 2 is composed of a first belt 2a and a second belt 2b of at least two layers, in the illustrated example, two layers. The belt is composed of a rubberized layer of cords, preferably a steel cord rubberized layer extending at an inclination of ± 15 to 40 ° with respect to the tire circumferential direction, and the cords constituting each belt are tire equator surfaces. It is good also as a crossing layer laminated | stacked so that it might mutually cross | interpose on both sides of CL.
　さらに、図示はしないが、本発明のタイヤ１０において、タイヤの最内層には通常インナーライナーが配置される。さらにまた、本発明のタイヤ１０において、タイヤ内に充填する気体としては、通常のあるいは酸素分圧を変えた空気、または、窒素等の不活性ガスを用いることができる。本発明のタイヤは各種タイヤに適用することができるが、乗用車用のタイヤまたはライトトラック用のタイヤに好適である。 Further, although not shown, in the tire 10 of the present invention, an inner liner is usually disposed in the innermost layer of the tire. Furthermore, in the tire 10 of the present invention, as the gas filled in the tire, normal or air with a changed oxygen partial pressure, or an inert gas such as nitrogen can be used. The tire of the present invention can be applied to various tires, but is suitable for a tire for a passenger car or a tire for a light truck.
　以下、本発明を、実施例を用いてより詳細に説明する。
（実施例１）
　図１，２Ａ，２Ｂに示すような構造のタイヤを、タイヤサイズ：２１５／５５Ｒ１７にて、作製した。カーカスは、補強コード（材質：ポリエチレンテレフタレート）のゴム引き層からなるカーカスプライの１枚からなり、ベルト層は、タイヤ周方向に対し±１６°で傾斜して延びるスチールコードのゴム引き層からなるものとした。また、ベルト補強層およびベルト補助層は、ゴム被覆されたコードからなるストリップ（幅ｗｓ：６ｍｍ）を、タイヤ周方向に螺旋状に巻回して形成した。 Hereinafter, the present invention will be described in more detail with reference to examples.
(Example 1)
A tire having a structure as shown in FIGS. 1, 2A, and 2B was manufactured at a tire size of 215 / 55R17. The carcass is made of one carcass ply made of a rubberized layer of a reinforcing cord (material: polyethylene terephthalate), and the belt layer is made of a rubberized layer of a steel cord extending at an angle of ± 16 ° with respect to the tire circumferential direction. It was supposed to be. The belt reinforcing layer and the belt auxiliary layer were formed by winding a rubber-coated cord (width ws: 6 mm) spirally in the tire circumferential direction.
　図示するように、ベルト補強層は、タイヤ幅方向において、ストリップを隙間をあけて巻回してなるセンター補強領域と、ストリップを隙間なく巻回してなるショルダー補強領域と、を有し、そのショルダー補強領域のタイヤ幅方向内側端は、タイヤ赤道面ＣＬからタイヤ幅方向外側に４９ｍｍの位置とした。また、ベルト補助層のタイヤ幅方向内側端は、タイヤ赤道面ＣＬからタイヤ幅方向外側に６１ｍｍの位置とした。よって、ベルト補助層のタイヤ幅方向内側端と、ベルト補強層のショルダー補強領域のタイヤ幅方向内側端との間の間隔ｗは、１２ｍｍであった。 As shown in the figure, the belt reinforcing layer has, in the tire width direction, a center reinforcing region formed by winding the strip with a gap and a shoulder reinforcing region formed by winding the strip without a gap. The inner end in the tire width direction of the region was set at a position of 49 mm from the tire equatorial plane CL to the outer side in the tire width direction. Further, the inner edge in the tire width direction of the belt auxiliary layer was positioned 61 mm from the tire equatorial plane CL to the outer side in the tire width direction. Therefore, the interval w between the inner end in the tire width direction of the belt auxiliary layer and the inner end in the tire width direction of the shoulder reinforcing region of the belt reinforcing layer was 12 mm.
（比較例１）
　ベルト補強層を、タイヤ幅方向全体について、ストリップを隙間なく巻回することにより形成した以外は実施例１と同様にして、比較例１の供試タイヤを作製した。 (Comparative Example 1)
A test tire of Comparative Example 1 was manufactured in the same manner as in Example 1 except that the belt reinforcing layer was formed by winding the strip without gaps in the entire tire width direction.
　得られた各供試タイヤについて、タイヤ１周分にわたり、エア入りの有無を評価した。その結果、実施例１の供試タイヤにおいても、比較例１と同等レベルで、エア入りの発生はなかった。これにより、ベルト補強層が隙間を有するタイヤにおいても、ベルト補助層のタイヤ幅方向内側端を、ベルト補強層のショルダー補強領域のタイヤ幅方向内側端よりも、タイヤ幅方向外側に位置させることで、ベルト補強層が隙間を有しないタイヤと同様に、エア入りの発生を抑制できることが確かめられた。 For each test tire obtained, the presence or absence of air was evaluated for one lap of the tire. As a result, even in the test tire of Example 1, there was no occurrence of air at the same level as in Comparative Example 1. As a result, even in a tire in which the belt reinforcing layer has a gap, the inner end in the tire width direction of the belt auxiliary layer is positioned more outward in the tire width direction than the inner end in the tire width direction of the shoulder reinforcing region of the belt reinforcing layer. It was confirmed that the occurrence of air entry can be suppressed as in the case of the tire in which the belt reinforcing layer has no gap.
１　カーカス
２　ベルト層
２ａ　第１ベルト
２ｂ　第２ベルト
３　ベルト補強層
３ｉａ、３ｉｂ　ベルト補強層のタイヤ幅方向内側端部
３ｃ　ベルト補強層のセンター補強領域
３ｓ　ベルト補強層のショルダー補強領域
３ｓｉ　ショルダー補強領域のタイヤ幅方向内側端
４　ベルト補助層
４ｉ　ベルト補助層のタイヤ幅方向内側端
５　トレッドゴム
６　ビードコア
１０　タイヤ
１１ａ，１１ｂ，１１ｃ　周方向溝
２１　トレッド部
２２　サイドウォール部
２３　ビード部 DESCRIPTION OF SYMBOLS 1 Carcass 2 Belt layer 2a 1st belt 2b 2nd belt 3 Belt reinforcement layer 3ia, 3ib Tire width direction inner side edge part 3c of belt reinforcement layer Center reinforcement area | region 3s of belt reinforcement layer Shoulder reinforcement area | region 3si of belt reinforcement layer Tire width direction inner end 4 belt auxiliary layer 4i belt auxiliary layer tire width direction inner end 5 tread rubber 6 bead core 10 tire 11a, 11b, 11c circumferential groove 21 tread portion 22 sidewall portion 23 bead portion

Claims (2)

  1. 　両ビード部間にトロイド状に延在するカーカスを骨格とし、該カーカスのクラウン部タイヤ半径方向外側に、ベルト層と、ベルト補強層と、ベルト補助層と、が順次配設されたタイヤであって、
    　前記ベルト補強層および前記ベルト補助層が、ゴム被覆されたコードからなるストリップをタイヤ周方向に螺旋状に巻回されて形成され、
    　前記ベルト補強層が、タイヤ幅方向において、前記ストリップを隙間をあけて巻回してなるセンター補強領域と、該ストリップを隙間なく巻回してなるショルダー補強領域と、を有し、
    　前記ベルト補助層が、前記ショルダー補強領域内で、前記ストリップを隙間なく巻回して形成され、かつ、
    　前記ベルト補助層のタイヤ幅方向内側端が、前記ベルト補強層のショルダー補強領域のタイヤ幅方向内側端よりも、タイヤ幅方向外側に位置していることを特徴とするタイヤ。     A tire in which a carcass extending in a toroidal shape between both bead portions is used as a skeleton, and a belt layer, a belt reinforcing layer, and a belt auxiliary layer are sequentially disposed outside the crown portion of the carcass in the tire radial direction. And
    The belt reinforcing layer and the belt auxiliary layer are formed by spirally winding a strip made of a rubber-coated cord in the tire circumferential direction,
    The belt reinforcing layer has, in the tire width direction, a center reinforcing region formed by winding the strip with a gap, and a shoulder reinforcing region formed by winding the strip without a gap,
    The belt auxiliary layer is formed by winding the strip without gaps in the shoulder reinforcement region; and
    A tire characterized in that an inner end in the tire width direction of the belt auxiliary layer is located on an outer side in the tire width direction of an inner end in the tire width direction of a shoulder reinforcing region of the belt reinforcing layer.
  2. 　前記ベルト補助層のタイヤ幅方向内側端と、前記ベルト補強層のショルダー補強領域のタイヤ幅方向内側端との間の間隔ｗが、前記ストリップの幅ｗｓの１～３倍である請求項１記載のタイヤ。 The distance w between the inner end in the tire width direction of the belt auxiliary layer and the inner end in the tire width direction of the shoulder reinforcing region of the belt reinforcing layer is 1 to 3 times the width ws of the strip. Tires.
PCT/JP2016/066809 2015-06-17 2016-06-06 Tire WO2016204010A1 (en)

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JP2006130942A (en) * 2004-11-02 2006-05-25 Bridgestone Corp Pneumatic radial tire
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WO2020217913A1 (en) * 2019-04-24 2020-10-29 横浜ゴム株式会社 Pneumatic tire production method
JP2020179566A (en) * 2019-04-24 2020-11-05 横浜ゴム株式会社 Manufacturing method of pneumatic tire
CN113423565A (en) * 2019-04-24 2021-09-21 横滨橡胶株式会社 Method for manufacturing pneumatic tire
JP7135990B2 (en) 2019-04-24 2022-09-13 横浜ゴム株式会社 Method for manufacturing pneumatic tires

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