WO2018116835A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2018116835A1 WO2018116835A1 PCT/JP2017/043850 JP2017043850W WO2018116835A1 WO 2018116835 A1 WO2018116835 A1 WO 2018116835A1 JP 2017043850 W JP2017043850 W JP 2017043850W WO 2018116835 A1 WO2018116835 A1 WO 2018116835A1
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- WO
- WIPO (PCT)
- Prior art keywords
- tire
- pneumatic tire
- tread
- inner liner
- glass transition
- Prior art date
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Classifications
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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
- B60C1/0041—Compositions of the carcass layers
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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
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
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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
-
- 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
- B60C1/0008—Compositions of the inner liner
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
-
- 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
- B60C5/00—Inflatable pneumatic tyres or inner tubes
-
- 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
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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
-
- 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
- C08K3/06—Sulfur
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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
- C08K3/36—Silica
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L21/00—Compositions of unspecified rubbers
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- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L7/00—Compositions of natural 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
- B60C2001/0066—Compositions of the belt layers
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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
- B60C2009/2061—Physical properties or dimensions of the belt coating rubber
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Definitions
- the present invention relates to a pneumatic tire in which a sound damping body is disposed on a tire lumen surface.
- the inner liner is repeatedly deformed when the tire is running. For this reason, in order to prevent damage or the like of the sound damper, the sound damper is required to have the ability to flexibly deform following the deformation of the inner liner.
- the sound absorber is hardened and it becomes difficult to follow the deformation of the inner liner during traveling.
- durability is lowered, for example, the sound control body is destroyed during traveling.
- the sound control body is destroyed, there is no problem in safety, but the desired sound control performance cannot be obtained.
- the present invention has been devised in view of the above circumstances, and the durability of the sound control body is based on making the glass transition temperature Tg1 of the sound control body smaller than the glass transition temperature Tg2 of the inner liner.
- the main object is to provide a pneumatic tire capable of improving the tire.
- the present invention is a pneumatic tire, a carcass extending across a pair of bead portions, an inner liner that is disposed on the inner side in the tire radial direction of the carcass and forms a tire lumen surface, and the inner liner And a sound damper made of a porous material fixed to a tire cavity surface, wherein the glass transition temperature Tg1 of the sound absorber is smaller than the glass transition temperature Tg2 of the inner liner.
- the difference (Tg2 ⁇ Tg1) between the glass transition temperature Tg2 of the inner liner and the glass transition temperature Tg1 of the sound damper may be 20 ° C. or more.
- the density of the sound damper may be 10 to 40 kg / m 3 .
- the volume V1 of the noise control body may be 0.4% to 30% of the total volume V2 of the tire lumen.
- the tensile strength of the sound damper is 70 to 115 kPa.
- a belt layer disposed radially outside the carcass and inside the tread portion, and a control disposed inside the tread portion and inside or outside the belt layer in the tire radial direction.
- a vibration rubber body is further provided, and the width W1 of the damping rubber body in the tire axial direction is preferably 60% to 130% of the width W2 of the belt layer in the tire axial direction.
- a ratio (H1 / H2) between a hardness H1 of the vibration damping rubber body and a hardness H2 of the tread rubber disposed in the tread portion is 0.5 to 1.0. It is desirable.
- the pneumatic tire according to the present invention further includes a tread rubber disposed in a tread portion, and the tread rubber has a loss tangent tan ⁇ at 0 ° C. of 0.40 or more and a loss tangent at 70 ° C. It is desirable that tan ⁇ is 0.20 or less.
- the pneumatic tire according to the present invention further includes a tread rubber disposed in a tread portion, wherein the tread rubber contains carbon black, silica, and sulfur, and the carbon black content A1 (phr ),
- the silica content A2 (phr) and the sulfur content A3 (phr) preferably satisfy the relationship of the following formula (1). (1.4 ⁇ A1 + A2) / A3 ⁇ 20 (1)
- the pneumatic tire of the present invention includes a carcass extending across a pair of bead portions, an inner liner that is arranged on the inner side in the tire radial direction of the carcass and that forms a tire lumen surface, and is fixed to the tire lumen surface of the inner liner And a sound damper made of a porous material.
- the above-mentioned noise control body can suppress cavity resonance in the tire lumen and reduce running noise of the pneumatic tire.
- the glass transition temperature Tg1 of the noise control body is smaller than the glass transition temperature Tg2 of the inner liner. Therefore, even in a low-temperature environment, the sound absorber can prevent glass transition (that is, hardening) prior to the inner liner. Accordingly, since the sound damper can be flexibly deformed following the deformation of the inner liner, the durability of the sound damper can be improved.
- FIG. 1 is a tire meridian cross-sectional view including a tire rotation axis in a normal state of a pneumatic tire (hereinafter, simply referred to as “tire”) 1 of the present embodiment.
- the normal state is a no-load state in which the tire is assembled on the normal rim RM and filled with the normal internal pressure.
- dimensions and the like of each part of the tire 1 are values measured in this normal state.
- the “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire is based. For example, in the case of JATMA, “standard rim”, in the case of TRA, “Design Rim”, ETRTO If so, it is “Measuring” Rim ”.
- Regular internal pressure is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based.
- JATMA “maximum air pressure”, for TRA, “TIRE LOAD LIMITS” The maximum value described in AT “VARIOUS” COLD “INFLATION” PRESSURES ”, or“ INFLATION PRESSURE ”in ETRTO.
- the pressure is uniformly set to 200 kPa in consideration of the actual use frequency.
- the tire 1 is suitably used as a radial tire for a passenger car, for example.
- the tire 1 according to this embodiment includes a carcass 6, a belt layer 7, a band layer 9, an inner liner 10, and a sound damping body 20. Further, the tire 1 of the present embodiment has a vibration damping rubber body 30.
- the carcass 6 extends across a pair of bead portions 4 and 4.
- the carcass 6 is composed of at least one carcass ply 6A in this embodiment.
- the carcass ply 6A includes a main body portion 6a that extends from the tread portion 2 through the sidewall portion 3 to the bead core 5 of the bead portion 4, and a turn around the bead core 5 that is connected to the main body portion 6a and folded from the inner side to the outer side in the tire axial direction.
- Part 6b Part 6b.
- a bead apex rubber 8 extending from the bead core 5 to the outer side in the tire radial direction is disposed between the main body portion 6a and the folded portion 6b of the carcass ply 6A.
- the carcass ply 6A is provided with a carcass cord (not shown) arranged at an angle of 80 to 90 degrees with respect to the tire equator C, for example.
- a carcass cord for example, an organic fiber cord such as aromatic polyamide or rayon can be adopted.
- a tread rubber 11 disposed on the tread portion 2 On the outside of the carcass 6, a tread rubber 11 disposed on the tread portion 2, a sidewall rubber 12 that forms the outer surface of the sidewall portion 3, a bead rubber 13 that forms the outer surface of the bead portion 4, and the like are disposed.
- the tread rubber 11 is provided with a groove 14 that is recessed inward in the tire radial direction from the contact surface.
- the belt layer 7 is disposed outside the carcass 6 in the tire radial direction and inside the tread portion 2.
- the belt layer 7 is composed of two belt plies 7A and 7B inside and outside the tire in the radial direction of the tire.
- the belt plies 7A and 7B are provided with belt cords (not shown) arranged at an angle of, for example, 10 to 35 degrees with respect to the tire circumferential direction. These belt plies 7A and 7B are overlapped so that the belt cords cross each other.
- As the belt cord for example, steel, aramid, rayon, or the like can be adopted.
- the band layer 9 is disposed outside the belt layer 7 in the tire radial direction.
- the band layer 9 of this embodiment includes a band ply 9A in which a band cord is spirally wound at an angle of 10 degrees or less, preferably 5 degrees or less with respect to the tire circumferential direction.
- a band cord for example, an organic fiber cord such as a nylon cord can be adopted.
- the inner liner 10 is arranged inside the carcass 6 in the tire radial direction.
- the inner liner 10 forms a tire lumen surface 16.
- the inner liner 10 is made of, for example, air-impermeable butyl rubber.
- the sound control body 20 is made of a porous material having a large number of pores on the surface.
- the sound control body 20 is fixed to the tire lumen surface 16 of the inner liner 10.
- the porous material for example, a porous sponge material is exemplified.
- the sponge material is a sponge-like porous structure.
- the sponge material includes, for example, a so-called sponge itself having open cells obtained by foaming rubber or synthetic resin, or a web-like material in which animal fibers, plant fibers, or synthetic fibers are entangled and integrally connected.
- the “porous structure” includes not only open cells but also those having closed cells.
- the sound control body 20 of the present embodiment is formed in a long band shape having a bottom surface fixed to the tire lumen surface 16, and extends in the tire circumferential direction.
- the noise control body 20 may be formed in a substantially annular shape in which outer end portions in the tire circumferential direction face each other, or the outer end portions may be separated in the tire circumferential direction.
- the noise suppression body 20 of the present embodiment has substantially the same cross-sectional shape at each position in the tire circumferential direction except the outer end portion. Moreover, as a cross-sectional shape, in order to prevent the fall and deformation
- Such a sound control body 20 can be consumed by converting vibration energy of air that vibrates on the surface or inside of the porous portion into heat energy. Thereby, the noise control body 20 can reduce a sound (cavity resonance energy), and can reduce driving noise (for example, around 250 Hz).
- the porous material (sponge material) constituting the sound damping body 20 is easily deformed such as contraction and bending. For this reason, the noise control body 20 can flexibly deform following the deformation of the inner liner 10 during traveling.
- the glass transition temperature Tg1 of the sound control body 20 of the present embodiment is lower than the glass transition temperature Tg2 of the inner liner 10.
- the glass transition temperatures Tg1 and Tg2 are temperatures at which the sound damper 20 or the inner liner 10 undergoes glass transition (that is, curing). For this reason, the sound control body 20 can prevent glass transition (that is, hardening) before the inner liner 10. Therefore, since the sound damping body 20 of this embodiment can be flexibly deformed following the deformation of the inner liner 10 even in a low temperature environment, the durability of the sound damping body 20 can be improved.
- the difference (Tg2 ⁇ Tg1) between the glass transition temperature Tg2 of the inner liner 10 and the glass transition temperature Tg1 of the sound damper 20 is desirably 20 ° C. or more. If the difference (Tg2 ⁇ Tg1) is less than 20 ° C., the sound damping body 20 cannot sufficiently follow the deformation of the inner liner 10 in a low temperature environment, and the durability performance of the sound damping body 20 is sufficient. May not be improved. Therefore, the difference (Tg2 ⁇ Tg1) is more preferably 25 ° C. or more, and further preferably 30 ° C. or more.
- the glass transition temperature Tg1 of the noise control body 20 and the glass transition temperature Tg2 of the inner liner 10 can be set as appropriate.
- the glass transition temperature Tg1 of the noise damper 20 of the present embodiment is desirably ⁇ 80 to ⁇ 50 ° C.
- the glass transition temperature Tg2 of the inner liner 10 is desirably ⁇ 60 to ⁇ 30 ° C.
- the sponge material of the noise control body 20 and the composition of the inner liner 10 are appropriately selected. It is desirable that the sponge material of the sound control body 20 adopts a composition that can increase the structural freedom and homogeneity, for example, by increasing the soft segment region of polyurethane foam. As an example of the blending, it is desirable that the average molecular weight of the polyol, which is one of the main raw materials of polyurethane foam, is 2000 or more, and the average hydroxyl value is 100 or less.
- the inner liner 10 can be manufactured by appropriately adjusting the content (phr) of each material for natural rubber, CL-IIR (chlorinated butyl rubber), and oil, for example.
- the density of the sound control body 20 is preferably 10 to 40 kg / m 3 .
- Such a noise control body 20 can effectively reduce running noise (for example, around 250 Hz) without increasing the mass of the tire 1.
- volume V1 of the sound damper 20 is preferably 0.4% to 30% of the total volume V2 of the tire lumen 17.
- the volume V1 of the sound control body 20 is an apparent total volume of the sound control body 20, and means a volume determined from an outer shape including internal bubbles.
- the total volume V2 of the tire lumen is approximately obtained by the following formula (2) in a normal state.
- V2 A ⁇ ⁇ (Di ⁇ Dr) / 2 + Dr ⁇ ⁇ ⁇ (2) here, A: Cross-sectional area of tire lumen obtained by CT scanning of tire / rim assembly
- Di Maximum outer diameter of tire lumen surface
- Dr Rim diameter
- the noise control body 20 may not be able to sufficiently convert vibration energy of air into heat energy.
- the volume V1 exceeds 30% of the total volume V2, the mass and manufacturing cost of the tire 1 may be increased.
- puncture repair is performed using puncture repair liquid (not shown), the amount of puncture repair liquid used for the sound control body 20 may increase.
- the tensile strength of the noise control body 20 is desirably 70 to 115 kPa.
- the durability of the noise damper 20 may be reduced.
- the tensile strength of the noise damper 20 exceeds 115 kPa, when a foreign object such as a nail is stuck in the region including the noise damper 20 of the tread portion 2, the noise damper 20 is pulled by the foreign object, The sound body 20 may be peeled off from the tire lumen surface 16 of the tread portion 2.
- the damping rubber body 30 is disposed inside the tread portion 2.
- the damping rubber body 30 is disposed on the inner side or the outer side of the belt layer 7 in the tire radial direction, in the present embodiment, on the inner side.
- the vibration damping rubber body 30 of this embodiment is disposed between the carcass 6 and the belt layer 7.
- the damping rubber body 30 is made of a rubber different from the topping rubber (not shown) included in the carcass ply 6A and the belt ply 7A.
- the ratio (H1 / H2) between the hardness H1 of the damping rubber body 30 and the hardness H2 of the tread rubber 11 disposed in the tread portion 2 is set to 0.5 to 1.0.
- “rubber hardness” is rubber hardness according to durometer type A in an environment of 23 ° C. in accordance with JIS-K6253.
- Such a vibration-damping rubber body 30 can effectively suppress the vibration of the tread portion 2 and can effectively reduce running noise (for example, around 160 Hz).
- running noise for example, around 160 Hz
- the noise suppressing body 20 described above can also reduce running noise in the vicinity of 250 Hz, the noise performance of the tire 1 can be effectively enhanced.
- the damping rubber body 30 of this embodiment is disposed between the carcass 6 and the belt layer 7, vibrations of the carcass 6 and the belt layer 7 can be suppressed and road noise can be reduced.
- the ratio (H1 / H2) is 1.0 or more, the vibration of the tread portion 2 may not be sufficiently suppressed.
- the ratio (H1 / H2) is less than 0.5, the rigidity of the vibration damping rubber body 30 is reduced, and the steering stability may not be maintained.
- the ratio (H1 / H2) is preferably 0.8 or less, and preferably 0.6 or more.
- the hardness H1 of the damping rubber body 30 and the hardness H2 of the tread rubber 11 can be appropriately set as long as the ratio (H1 / H2) is satisfied.
- the hardness H1 of this embodiment is preferably set to 30 to 73 degrees.
- the hardness H2 of this embodiment is desirably set to 55 to 75 degrees. Thereby, the tire 1 can effectively suppress vibration of the tread portion 2 while maintaining steering stability.
- the topping rubber (not shown) included in the carcass ply 6A and the belt ply 7A is a rubber specialized for the adhesion performance of the carcass cord (not shown) and the belt cord (not shown) (that is, a rubber having a low hardness).
- the hardness H1 of the damping rubber body 30 is preferably larger than the hardness H3 of the topping rubber.
- the ratio (H1 / H3) between the hardness H1 of the damping rubber body 30 and the hardness H3 of the topping rubber can be set to 0.4 to 1.2.
- the width W1 of the damping rubber body 30 in the tire axial direction can be set as appropriate.
- the width W1 of the vibration damping rubber body 30 of the present embodiment is set to 60% to 130% of the width W2 of the belt layer 7 in the tire axial direction.
- Such a damping rubber body 30 can effectively suppress vibration of the tread portion 2 while preventing an increase in the mass of the tire 1.
- the width W1 of the damping rubber body 30 is less than 60% of the width W2 of the belt layer 7, the vibration of the tread portion 2 may not be sufficiently suppressed. Conversely, if the width W1 of the damping rubber body 30 exceeds 130% of the width W2 of the belt layer 7, there is a possibility that an increase in the mass of the tire 1 cannot be prevented. From such a viewpoint, the width W1 of the damping rubber body 30 is preferably 70% or more of the width W2 of the belt layer 7, and preferably 120% or less.
- the position of the outer end 30t of the damping rubber body 30 in the tire axial direction is appropriately set.
- the outer end 30t of the present embodiment terminates at the outer side in the tire axial direction than the outer end 7t of the belt layer 7 in the tire axial direction. Further, the outer end 30t is terminated on the inner side in the tire axial direction than the outer end 9t in the tire axial direction of the band layer 9.
- the maximum thickness T1 of the damping rubber body 30 can be set as appropriate. If the maximum thickness T1 is small, the vibration of the tread portion 2 may not be sufficiently suppressed. On the contrary, if the maximum thickness T1 is large, the movement of the tread portion 2 becomes large, and the steering stability may be lowered. From such a viewpoint, the maximum thickness T1 is preferably 4% or more of the maximum thickness T2 (not shown) of the tread portion 2 and preferably 20% or less.
- the loss tangent tan ⁇ at 0 ° C. of the tread rubber 11 is preferably 0.40 or more. Thereby, the wet grip performance of the tire 1 is improved. Such an increase in wet grip performance is used, for example, to reduce the volume of the groove 14 of the tread portion 2, thereby further reducing running noise.
- the loss tangent tan ⁇ at 70 ° C. of the tread rubber 11 is preferably 0.20 or less.
- Loss tangent tan ⁇ at 0 ° C. and loss tangent tan ⁇ at 70 ° C. are measured in accordance with JIS-K6394.
- the loss tangent tan ⁇ at 0 ° C. and the loss tangent tan ⁇ at 70 ° C. are measured using a viscoelastic spectrometer manufactured by Iwamoto Seisakusho Co., Ltd., each measurement temperature (0 ° C. or 70 ° C.), frequency 10 Hz, initial It is a value measured under conditions of 10% elongation strain and ⁇ 2% amplitude of dynamic strain.
- the tread rubber 11 of the present embodiment contains carbon black, silica, and sulfur.
- the carbon black content A1 (phr), the silica content A2 (phr), and the sulfur content A3 (phr) can be set as appropriate, but satisfy the relationship of the following formula (1). Is desirable. (1.4 ⁇ A1 + A2) / A3 ⁇ 20 (1)
- the ratio of the carbon black content A1 and the silica content A2 contained in the tread rubber 11 can be increased, so that the wear resistance performance is improved.
- the increase in the wear resistance performance is used to reduce the volume of the groove 14 of the tread portion 2, thereby further reducing the running noise.
- the puncture repair is performed using the puncture repair liquid, even if the distribution of the puncture repair liquid is uneven, the occurrence of uneven wear of the tread rubber 11 is suppressed.
- the damping rubber body 30 of the present embodiment is exemplified as being disposed on the inner side of the belt layer 7 in the tire radial direction, but is not limited to such a mode.
- the damping rubber body 30 may be disposed outside the belt layer 7 in the tire radial direction.
- FIG. 2 is a tire meridian cross-sectional view including a tire rotation axis in a normal state of a tire 1 according to another embodiment of the present invention.
- symbol may be attached
- the damping rubber body 40 of this embodiment is disposed between the belt layer 7 and the band layer 9. Such a vibration-damping rubber body 40 can effectively suppress vibration of the tread portion 2, and therefore can effectively reduce running noise (for example, around 160 Hz). In addition, since the vibration damping rubber body 40 of this embodiment is disposed between the belt layer 7 and the band layer 9, vibration of the belt layer 7 and the band layer 9 can be suppressed and road noise can be reduced. it can.
- the outer end 40t in the tire axial direction of the vibration damping rubber body 40 of this embodiment can be set as appropriate.
- the outer end 40t of the present embodiment terminates on the outer side in the tire axial direction than the outer end 7t of the belt layer 7. Further, the outer end 40t is terminated on the inner side in the tire axial direction from the outer end 9t of the band layer 9.
- the damping rubber body 40 can cover the whole area of the belt layer 7 in the tire axial direction on the outer side in the tire radial direction, it is possible to effectively reduce running noise (for example, around 160 Hz).
- FIG. 3 is a tire meridian cross-sectional view including a tire rotation axis in a normal state of a tire 1 according to still another embodiment of the present invention.
- symbol may be attached
- the damping rubber body 50 of this embodiment is disposed on the outer side of the band layer 9 in the tire radial direction. Such a damping rubber body 50 can effectively suppress the vibration of the tread portion 2 and therefore can effectively reduce running noise (for example, around 160 Hz). Moreover, since the vibration damping rubber body 50 of this embodiment is disposed on the outer side of the band layer 9 in the tire radial direction, the vibration of the band layer 9 can be suppressed and road noise can be reduced.
- the outer end 50t in the tire axial direction of the vibration damping rubber body 50 of this embodiment can be set as appropriate.
- the outer end 50t of this embodiment terminates on the outer side in the tire axial direction than the outer end 7t of the belt layer 7. Further, the outer end 50t is terminated on the inner side in the tire axial direction than the outer end 9t of the band layer 9.
- the damping rubber body 50 can cover the whole area of the belt layer 7 in the tire axial direction on the outer side in the tire radial direction, it is possible to effectively reduce running noise (for example, around 160 Hz).
- Example A Tires having the basic structure shown in FIG. 1 and the sound absorbers of Table 1 were manufactured, and their performance was evaluated (Examples 1 to 17). For comparison, tires having no sound control body (Comparative Example 1) and tires having a glass transition temperature Tg1 of the sound control body higher than the glass transition temperature Tg2 of the inner liner (Comparative Example 2) are manufactured. The performance of was evaluated. Furthermore, tires (Comparative Example 3) were produced in which the glass transition temperature Tg1 of the sound damper and the glass transition temperature Tg2 of the inner liner were the same, and their performance was evaluated.
- the specifications common to each example and comparative example are as follows.
- Tread rubber Formula: Natural rubber (TSR20): 15phr SBR1 (terminal modification): 45phr Bonded styrene content: 28% Vinyl group content: 60% Glass transition point: -25 ° C SBR2 (terminal modification): 25phr Bonded styrene content: 35% Vinyl group content: 45% Glass transition point: -25 ° C BR (BR150B): 15phr Silane coupling agent (Si266): 4phr Resin (Arizona Chemical SYLVARES SA85): 8phr Oil: 4phr Wax: 1.5phr Anti-aging agent (6C): 3phr Stearic acid: 3phr Zinc oxide: 2phr Vulcanization accelerator (NS): 2 phr Vulcanization accelerator (DPG): 2
- ⁇ Tire mass> The mass per tire was measured. The result is shown as an index with the reciprocal of the mass of the tire of Example 1 as 100. A larger value indicates a lighter weight.
- the tire of the example was able to improve the durability of the noise control body in a low temperature environment while reducing running noise as compared with the tire of the comparative example.
- Example B Tires having the basic structure shown in FIG. 1, FIG. 2, or FIG. 3 and having a sound damping body and a vibration damping rubber body shown in Table 2 were manufactured, and their performance was evaluated (Examples 18 to Examples). 29).
- the specifications common to the respective examples are the same as those of Example A except for Table 2 and the following specifications.
- the tire of the example was able to reduce running noise compared to the tire of the comparative example of Example A. Furthermore, the steering stability could be improved by setting the ratio (H1 / H2) of the hardness H1 of the damping rubber body and the hardness H2 of the tread rubber within a preferable range.
- Example C Tires having the basic structure shown in FIG. 1 and having a sound damping body, a vibration damping rubber body, and a tread rubber shown in Table 2 were manufactured, and their performance was evaluated (Examples 30 to 36). ).
- the specifications common to each example are the same as those of Example A except for Table 3 and the following specifications.
- the common specification of a sound control body is as Example B.
- the common specification of the damping rubber body is as in Example A.
- the test method is the same as Example A except for the following method.
- the tire of the example was able to reduce running noise compared to the tire of the comparative example of Example A. Furthermore, by setting the loss tangent tan ⁇ (0 ° C., 70 ° C.), the carbon black content, the silica content, and the sulfur content of the tread rubber within preferable ranges, wet grip performance, rolling resistance performance, In addition, the wear resistance performance could be improved.
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Abstract
Description
(1.4×A1+A2)/A3≧20 …(1)
4 ビード部
7 カーカス
10 インナーライナ
16 タイヤ内腔面
20 制音体
図1は、本実施形態の空気入りタイヤ(以下、単に「タイヤ」ということがある)1の正規状態におけるタイヤ回転軸を含むタイヤ子午線断面図である。ここで、正規状態とは、タイヤを正規リムRMにリム組みし、かつ、正規内圧を充填した無負荷の状態である。以下、特に言及されない場合、タイヤ1の各部の寸法等はこの正規状態で測定された値である。
V2=A×{(Di-Dr)/2+Dr}×π …(2)
ここで、
A:タイヤ・リム組立体をCTスキャニングして得られるタイヤ内腔の横断面積
Di:タイヤの内腔面の最大外径
Dr:リム径
π:円周率
(1.4×A1+A2)/A3≧20 …(1)
図1に示す基本構造を有し、かつ、表1の制音体を有するタイヤが製造され、それらの性能が評価された(実施例1~実施例17)。比較のために、制音体を有しないタイヤ(比較例1)、及び、制音体のガラス転移温度Tg1がインナーライナのガラス転移温度Tg2よりも大きいタイヤ(比較例2)が製造され、それらの性能が評価された。さらに、制音体のガラス転移温度Tg1とインナーライナのガラス転移温度Tg2とが同一のタイヤ(比較例3)が製造され、それらの性能が評価された。各実施例及び比較例に共通する仕様は、以下のとおりである。
タイヤサイズ:165/65R18
リムサイズ:18×7JJ
内圧:320kPa
テスト車両:国産2500ccのFR車
トレッドゴム:
配合:
天然ゴム(TSR20):15phr
SBR1(末端変性):45phr
結合スチレン量:28%
ビニル基含有量:60%
ガラス転移点:-25℃
SBR2(末端変性):25phr
結合スチレン量:35%
ビニル基含有量:45%
ガラス転移点:-25℃
BR(BR150B):15phr
シランカップリング剤(Si266):4phr
レジン(アリゾナケミカル社 SYLVARES SA85):8phr
オイル:4phr
Wax:1.5phr
老化防止剤(6C):3phr
ステアリン酸:3phr
酸化亜鉛:2phr
加硫促進剤(NS):2phr
加硫促進剤(DPG):2phr
カーボンブラック(N220):5phr
シリカ(VN3、1115MP):70phr
硫黄:2phr
加硫後のタイヤにおけるトレッドゴムの硬度H2:64度
最大厚さT2:10mm
0℃での損失正接tanδ:0.50
70℃での損失正接tanδ:0.10
(1.4×カーボンブラックの含有量A+シリカの含有量B)/硫黄の含有量C:37.5
ベルト層:
タイヤ軸方向の幅W2:120mm
カーカスプライ及びベルトプライのトッピングゴムの硬度H3:60度
インナーライナ:
配合(一例):
天然ゴム(TSR20):15phr
CL IIR:75phr
再生ゴム:20phr
カーボンブラックN660:50phr
オイル:5phr
ステアリン酸:1.5phr
酸化亜鉛:1.5phr
硫黄:0.5phr
加硫促進剤(M):0.5phr
加硫促進剤(DM):0.7phr
ガラス転移温度Tg2:上記配合を異ならせることによって調整
制音体のガラス転移温度Tg1:制音体の材料を異ならせることによって調整
制振ゴム体:
配合:
天然ゴム(TSR20):65phr
SBR(Nipol 1502):35phr
カーボンブラックN220:52phr
オイル:15phr
ステアリン酸:1.5phr
酸化亜鉛:2phr
硫黄:3phr
加硫促進剤(CZ):1phr
加硫後のタイヤにおける硬度H1:58度
最大厚さT1:1mm
制振ゴム体の硬度H1と、トレッドゴムの硬度H2との比(H1/H2):0.91
制振ゴム体の幅W1と、ベルト層の幅W2との比(W1/W2):100%
テスト方法は、以下のとおりである。
各タイヤが、上記リムに装着され、上記内圧条件で上記車両の全輪に装着された。そして、上記車両がロードノイズ計測路(アスファルト粗面路)を速度60km/h で走行したときの走行ノイズ(100~200Hz及び200~300Hz)の全音圧(デシベル)が、運転席の背もたれの中央部に取り付けられた集音マイクによって測定された。結果は、実施例1を100とする指数で表されている。数値が大きいほど、走行ノイズが小さく良好である。
各タイヤが、上記リムに装着され、ドラム試験機を用いて、上記内圧、荷重4.8kN、速度80km/h及び室温-50℃の条件下で、制音体及びその近傍が損傷するまでの距離が測定された。結果は、実施例1の値を100とする指数で表示されている。数値が大きいほど、耐久性能が高く良好である。
各タイヤ1本当たりの質量が測定された。結果は、実施例1のタイヤの質量の逆数を100とする指数で示されている。数値が大きいほど、軽量であることを示す。
各タイヤが上記リムに装着され、上記内圧条件で上記車両の全輪に装着された。そして、各タイヤを釘踏みによってパンクさせた後に、その損傷箇所を解体して、釘によって引っ張られた制音体がタイヤ内腔面から剥がれた面積が測定された。結果は、実施例1を100とする指数で表示されている。数値が大きいほど、耐剥がれ性能が高く良好である。
テストの結果を表1に示す。
図1、図2又は図3に示す基本構造を有し、かつ、制音体及び表2の制振ゴム体を有するタイヤが製造され、それらの性能が評価された(実施例18~実施例29)。各実施例に共通する仕様は、表2及び以下の仕様を除き、実施例Aと同一である。
制音体:
密度:27(kg/m3)
引張強さ:90.0(kPa)
インナーライナのガラス転移温度Tg2と制音体のガラス転移温度Tg1との差(Tg2-Tg1):25(℃)
制音体の体積V1とタイヤ内腔の全体積V2との比(V1/V2):15(%)
制振ゴム体の加硫後のタイヤにおける硬度H1:オイルの含有量を変更して調整
テスト方法は、以下の方法を除き、実施例Aと同一である。
各タイヤが、上記リムに装着され、上記内圧条件で上記車両の全輪に装着された。そして、ドライアスファルトのテストコースを走行し、ハンドル応答性、剛性感、グリップ等に関する特性がドライバーの官能評価により評価された。評価は、実施例18を100とする指数で表示されている。数値が大きいほど良好である。
テストの結果を表2に示す。
図1に示す基本構造を有し、かつ、制音体、制振ゴム体、及び、表2のトレッドゴムを有するタイヤが製造され、それらの性能が評価された(実施例30~実施例36)。各実施例に共通する仕様は、表3及び以下の仕様を除き、実施例Aと同一である。なお、制音体の共通仕様は、実施例Bのとおりである。制振ゴム体の共通仕様は、実施例Aのとおりである。
トレッドゴム:
配合:下記のカーボンブラック、シリカ及び硫黄以外は、実施例Aと同一
カーボンブラック(N220):A(任意)phr
シリカ(VN3、1115MP):B(任意)phr
硫黄:C(任意)phr
テスト方法は、以下の方法を除き、実施例Aと同一である。
各タイヤが、上記リムに装着され、上記内圧条件で上記車両の全輪に装着された。そして、ウェットアスファルト路を走行したときのグリップ性能が、ドライバーの官能評価により評価された。評価は、実施例30を100とする指数で表示されている。数値が大きいほど良好である。
各タイヤが上記リムに装着され、転がり抵抗試験機を用いて、上記内圧条件、荷重4.8kN、速度80km/hの条件下で転がり抵抗が測定された。結果は、実施例30の値の逆数を100とする指数で表示されている。数値が大きいほど良好である。
各タイヤが上記リムに装着され、上記内圧条件で上記車両の全輪に装着された。次に、高速道路、及び、一般道路(市街地、山岳路を含む)を、2名乗車で合計340km走行させた。そして、トレッド部のショルダー陸部のタイヤ周上の3つのブロック状部分において、摩耗指数(走行距離/摩耗量)が測定され、その平均値が計算された。結果は、実施例30の摩耗指数の逆数を100とする指数で表示している。数値が大きいほど良好である。
テストの結果を表3に示す。
Claims (9)
- 空気入りタイヤであって、
一対のビード部間を跨ってのびるカーカスと、
前記カーカスのタイヤ半径方向内側に配されかつタイヤ内腔面を形成するインナーライナと、
前記インナーライナの前記タイヤ内腔面に固定された多孔質材料からなる制音体とを有し、
前記制音体のガラス転移温度Tg1は、前記インナーライナのガラス転移温度Tg2よりも小さいことを特徴とする空気入りタイヤ。 - 前記インナーライナのガラス転移温度Tg2と、前記制音体のガラス転移温度Tg1との差(Tg2-Tg1)は、20℃以上である請求項1記載の空気入りタイヤ。
- 前記制音体の密度は、10~40kg/m3である請求項1又は2記載の空気入りタイヤ。
- 前記制音体の体積V1は、タイヤ内腔の全体積V2の0.4%~30%である請求項1乃至3のいずれかに記載の空気入りタイヤ。
- 前記制音体の引張強さは、70~115kPaである請求項1乃至4のいずれかに記載の空気入りタイヤ。
- 前記カーカスの半径方向外側かつトレッド部の内部に配されたベルト層と、
前記トレッド部の内部かつ前記ベルト層のタイヤ半径方向内側又は外側に配された制振ゴム体とをさらに具え、
前記制振ゴム体のタイヤ軸方向の幅W1は、前記ベルト層のタイヤ軸方向の幅W2の60%~130%である請求項1乃至5のいずれかに記載の空気入りタイヤ。 - 前記制振ゴム体の硬度H1と、前記トレッド部に配されるトレッドゴムの硬度H2との比(H1/H2)は、0.5~1.0である請求項6記載の空気入りタイヤ。
- トレッド部に配されるトレッドゴムをさらに具え、
前記トレッドゴムは、0℃での損失正接tanδが0.40以上であり、かつ、70℃での損失正接tanδが0.20以下である請求項1乃至7のいずれかに記載の空気入りタイヤ。 - トレッド部に配されるトレッドゴムをさらに具え、
前記トレッドゴムは、カーボンブラック、シリカ、及び、硫黄が含有されており、
前記カーボンブラックの含有量A1(phr)、前記シリカの含有量A2(phr)及び前記硫黄の含有量A3(phr)は、下記式(1)の関係を満足する請求項1乃至8のいずれかに記載の空気入りタイヤ。
(1.4×A1+A2)/A3≧20 …(1)
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JP2018513039A JP6536743B2 (ja) | 2016-12-20 | 2017-12-06 | 空気入りタイヤ |
KR1020187012294A KR101908902B1 (ko) | 2016-12-20 | 2017-12-06 | 공기입 타이어 |
EP17882881.0A EP3418074B1 (en) | 2016-12-20 | 2017-12-06 | Pneumatic tire |
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CN112638662A (zh) * | 2018-09-19 | 2021-04-09 | 住友橡胶工业株式会社 | 充气轮胎 |
JP7092233B1 (ja) | 2021-04-19 | 2022-06-28 | 住友ゴム工業株式会社 | タイヤ |
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CN113619331A (zh) * | 2017-01-25 | 2021-11-09 | 住友橡胶工业株式会社 | 充气轮胎 |
JP7035444B2 (ja) * | 2017-10-19 | 2022-03-15 | 横浜ゴム株式会社 | 空気入りタイヤ |
EP3831620B1 (en) * | 2019-12-04 | 2023-04-19 | The Goodyear Tire & Rubber Company | A pneumatic tire |
US20230173842A1 (en) * | 2021-11-26 | 2023-06-08 | Sumitomo Rubber Industries, Ltd. | Tire |
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Also Published As
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EP3418074A4 (en) | 2019-10-23 |
KR20180084763A (ko) | 2018-07-25 |
KR101908902B1 (ko) | 2018-10-16 |
EP3418074B1 (en) | 2020-06-10 |
CN108463356B (zh) | 2020-08-04 |
JP6536743B2 (ja) | 2019-07-03 |
US20190030954A1 (en) | 2019-01-31 |
CN108463356A (zh) | 2018-08-28 |
JPWO2018116835A1 (ja) | 2018-12-20 |
EP3418074A1 (en) | 2018-12-26 |
US20190248182A1 (en) | 2019-08-15 |
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