JP5062801B2 - Pneumatic tire and manufacturing method thereof - Google Patents
Pneumatic tire and manufacturing method thereof Download PDFInfo
- Publication number
- JP5062801B2 JP5062801B2 JP2005058176A JP2005058176A JP5062801B2 JP 5062801 B2 JP5062801 B2 JP 5062801B2 JP 2005058176 A JP2005058176 A JP 2005058176A JP 2005058176 A JP2005058176 A JP 2005058176A JP 5062801 B2 JP5062801 B2 JP 5062801B2
- Authority
- JP
- Japan
- Prior art keywords
- tread rubber
- rubber layer
- tire
- pneumatic tire
- outer tread
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 238000004519 manufacturing process Methods 0.000 title claims description 16
- 229920001971 elastomer Polymers 0.000 claims description 93
- 239000011347 resin Substances 0.000 claims description 26
- 229920005989 resin Polymers 0.000 claims description 26
- 238000000034 method Methods 0.000 claims description 12
- 239000011248 coating agent Substances 0.000 claims description 9
- 238000000576 coating method Methods 0.000 claims description 9
- 239000005011 phenolic resin Substances 0.000 claims description 7
- 239000003960 organic solvent Substances 0.000 claims description 6
- 238000013329 compounding Methods 0.000 claims description 4
- 238000001125 extrusion Methods 0.000 claims description 4
- YIOQCYXPSWJYHB-UHFFFAOYSA-N acetylene;phenol Chemical compound C#C.OC1=CC=CC=C1 YIOQCYXPSWJYHB-UHFFFAOYSA-N 0.000 claims description 3
- 150000003505 terpenes Chemical class 0.000 claims description 3
- 235000007586 terpenes Nutrition 0.000 claims description 3
- 239000010410 layer Substances 0.000 description 57
- 230000000052 comparative effect Effects 0.000 description 15
- 230000000694 effects Effects 0.000 description 14
- 238000012360 testing method Methods 0.000 description 11
- 239000002344 surface layer Substances 0.000 description 9
- 239000006229 carbon black Substances 0.000 description 5
- 150000001875 compounds Chemical class 0.000 description 5
- 239000000203 mixture Substances 0.000 description 5
- 239000000853 adhesive Substances 0.000 description 4
- 230000001070 adhesive effect Effects 0.000 description 4
- 238000002156 mixing Methods 0.000 description 4
- 239000003921 oil Substances 0.000 description 4
- 238000007796 conventional method Methods 0.000 description 3
- 230000006866 deterioration Effects 0.000 description 3
- OUBMGJOQLXMSNT-UHFFFAOYSA-N N-isopropyl-N'-phenyl-p-phenylenediamine Chemical compound C1=CC(NC(C)C)=CC=C1NC1=CC=CC=C1 OUBMGJOQLXMSNT-UHFFFAOYSA-N 0.000 description 2
- 238000011156 evaluation Methods 0.000 description 2
- 230000009477 glass transition Effects 0.000 description 2
- -1 Acetylene phenolic resin Chemical compound 0.000 description 1
- 239000004902 Softening Agent Substances 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- HSFWRNGVRCDJHI-UHFFFAOYSA-N alpha-acetylene Natural products C#C HSFWRNGVRCDJHI-UHFFFAOYSA-N 0.000 description 1
- 239000010692 aromatic oil Substances 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000004898 kneading Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- IUJLOAKJZQBENM-UHFFFAOYSA-N n-(1,3-benzothiazol-2-ylsulfanyl)-2-methylpropan-2-amine Chemical compound C1=CC=C2SC(SNC(C)(C)C)=NC2=C1 IUJLOAKJZQBENM-UHFFFAOYSA-N 0.000 description 1
- 231100000989 no adverse effect Toxicity 0.000 description 1
- 229920001568 phenolic resin Polymers 0.000 description 1
- 230000000704 physical effect Effects 0.000 description 1
- 230000008961 swelling Effects 0.000 description 1
- 238000004073 vulcanization Methods 0.000 description 1
Landscapes
- Tires In General (AREA)
- Tyre Moulding (AREA)
Description
本発明は空気入りタイヤ（以下、単に「タイヤ」とも称する）およびその製造方法に関し、詳しくは、競技用タイヤとして好適な競争力に優れた空気入りタイヤおよびその製造方法に関する。 The present invention relates to a pneumatic tire (hereinafter also simply referred to as “tire”) and a method for manufacturing the same, and more particularly to a pneumatic tire excellent in competitiveness suitable as a racing tire and a method for manufacturing the same.
一般に、競技用として用いられるタイヤのトレッド部に要求される最も重要な特性は、高グリップ性能である。従ってこれを実現するために、通常、競技用タイヤのトレッドゴムは、汎用の乗用車用タイヤのトレッドゴム配合および物性対比、比較的弾性率が低く、充填カーボンブラック量やオイル量が多く配合されており、かつ、比較的高温側で高い損失正接（ｔａｎδ）を実現するために、コンパウンドのガラス転移点（Ｔｇ）が高めに設定されている。 Generally, the most important characteristic required for a tread portion of a tire used for competition is high grip performance. Therefore, in order to achieve this, the tread rubber for competition tires is usually blended with a large amount of carbon black and oil, and has a relatively low elastic modulus and a relatively low elastic modulus compared to the general tread rubber and physical properties of passenger car tires. In order to achieve a high loss tangent (tan δ) on the relatively high temperature side, the glass transition point (Tg) of the compound is set high.
一方、Ｔｇが高めに設定されていることから、従来の競技用タイヤでは、レースのスタート初期においてゴムが硬く、タイヤトレッドが温まって十分なグリップを発現するまでに時間がかかり、順位を落とすといった問題があった。 On the other hand, since the Tg is set high, the rubber for the conventional competition tire is hard at the beginning of the race, and it takes time until the tire tread warms up to develop a sufficient grip, and the rank is lowered. There was a problem.
これに対し、トレッドゴムの弾性率を下げた、いわゆるソフトコンパウンドを使用することが考えられるが、この場合、初期において良好なグリップを発現するものの、耐摩耗性が不十分であり、レース中盤以降に摩耗肌悪化による接地面積減少が原因でグリップダウンが起こり、また、ソフトコンパウンドによるムービングからくる操縦安定性の悪化によってラップタイムが低下するなどの問題があった。その他、コンパウンドＴｇを下げるという手法もあるが、この場合、高温域のＴａｎδが低下して、グリップが低下してしまうという難点があった。 On the other hand, it is conceivable to use a so-called soft compound with a reduced elastic modulus of the tread rubber, but in this case, although it exhibits a good grip in the initial stage, the wear resistance is insufficient, and after the middle of the race In addition, there is a problem that grip down occurs due to a decrease in contact area due to deterioration of wear skin, and lap time is reduced due to deterioration in handling stability resulting from moving by soft compound. In addition, there is a method of lowering the compound Tg. In this case, however, Tanδ in the high temperature range is lowered, and the grip is lowered.
従来、この問題を改良する手法として、市販されている有機溶媒の混合物（例えば、プロブレンド社製の商品名ホットラップ（タイヤ柔軟剤）等）をタイヤトレッド表面に塗布することで、トレッド表面近傍を軟化させる方法が知られている。しかし、このようにトレッド表面を単純に膨潤し軟化させるだけでは十分なトラクションは得られず、従って初期グリップも十分ではなく、かつ、コーナー旋回時において、軟化が原因の弱さが指摘される。 Conventionally, as a technique for improving this problem, a mixture of commercially available organic solvents (for example, a product name hot wrap (tire softener) manufactured by Problend Co., Ltd.) is applied to the surface of the tire tread so that the vicinity of the tread surface. There are known methods for softening. However, simply swelling and softening the surface of the tread as described above does not provide sufficient traction. Therefore, the initial grip is not sufficient, and weakness due to softening is pointed out during corner turning.
また、特許文献１に開示されているように、トレッドの外側表皮層に、内側のトレッド本体層よりもカーボンブラック量およびオイル量を多く配合させることで走行初期のグリップ性能向上を図る技術もあるが、この手法では、外側表皮層の耐摩耗性が低いために、十分なグリップ性能を発揮できなかった。
上述のように、競技用タイヤにおいて、レース時の走行初期におけるグリップ性能の向上と、後半における耐摩耗性およびグリップ性能の向上とは二律背反的事項であり、これらを両立させることで、より競争力に優れた空気入りタイヤを実現することが求められていた。 As mentioned above, in competition tires, improvement in grip performance at the beginning of running during racing and improvement in wear resistance and grip performance in the second half are trade-offs. Therefore, it was required to realize a pneumatic tire excellent in the above.
そこで本発明の目的は、トレッドゴムを改良することで、レース時走行初期において良好なグリップ性能を発現することができ、かつ、後半における耐摩耗性およびグリップ性能にも優れた、特に競技用タイヤとして好適に使用可能な空気入りタイヤ、および、その製造方法を実現することにある。 Therefore, an object of the present invention is to improve the tread rubber so that a good grip performance can be expressed in the initial stage of running during a race, and also excellent in wear resistance and grip performance in the latter half. It is in realizing the pneumatic tire which can be used suitably as a manufacturing method, and its manufacturing method.
本発明者は鋭意検討した結果、トレッドゴムの外側表層に樹脂成分を多く存在させることで、走行初期から路面との粘着性が向上して、走行初期におけるグリップ性能を確実に向上することが可能となることを見出して、本発明を完成するに至った。 As a result of intensive studies, the present inventor has a large amount of resin component on the outer surface layer of the tread rubber, so that the adhesion to the road surface is improved from the beginning of traveling, and the grip performance in the beginning of traveling can be surely improved. As a result, the present invention has been completed.
即ち、本発明の空気入りタイヤは、トレッドゴムが、外側トレッドゴム層と内側トレッドゴム層とからなる積層構造を有し、該外側トレッドゴム層が、前記内側トレッドゴム層対比で、ゴム成分１００重量部に対し１０〜２００重量部多く樹脂成分を含有し、前記外側トレッドゴム層の厚みが０．０１〜２．０ｍｍの範囲内であり、かつ、前記外側トレッドゴム層の樹脂成分が、軟化点３０〜１７０℃の範囲内であるテルペンフェノール樹脂またはアセチレンフェノール樹脂であることを特徴とするものである。 That is, in the pneumatic tire of the present invention, the tread rubber has a laminated structure composed of the outer tread rubber layer and the inner tread rubber layer, and the outer tread rubber layer has a rubber component 100 in comparison with the inner tread rubber layer. The resin component is contained in an amount of 10 to 200 parts by weight with respect to parts by weight, the thickness of the outer tread rubber layer is in the range of 0.01 to 2.0 mm, and the resin component of the outer tread rubber layer is softened. It is characterized by being a terpene phenol resin or an acetylene phenol resin having a point in the range of 30 to 170 ° C.
本発明のタイヤは、競技用タイヤとして好適に用いることができる。 The tire of the present invention can be suitably used as a competition tire.
また、本発明の空気入りタイヤの製造方法は、上記空気入りタイヤの製造方法であって、前記トレッドゴムを、前記外側トレッドゴム層と内側トレッドゴム層との多層押出により形成することを特徴とするものである。 The pneumatic tire manufacturing method of the present invention is the above pneumatic tire manufacturing method, characterized in that the tread rubber is formed by multilayer extrusion of the outer tread rubber layer and the inner tread rubber layer. To do.
さらに、本発明の他の空気入りタイヤの製造方法は、上記空気入りタイヤの製造方法であって、前記外側トレッドゴム層の配合成分を有機溶媒に溶解させて塗布溶液を作製し、該塗布溶液を、加硫後または未加硫の前記内側トレッドゴム層上に塗布することにより、前記トレッドゴムを形成することを特徴とするものである。 Furthermore, another pneumatic tire manufacturing method of the present invention is the above pneumatic tire manufacturing method, wherein a coating solution is prepared by dissolving a compounding component of the outer tread rubber layer in an organic solvent, and the coating solution Is applied to the inner tread rubber layer after vulcanization or unvulcanized to form the tread rubber.
本発明の空気入りタイヤによれば、トレッドゴムを積層構造として、その表層をなす外側トレッドゴム層に樹脂成分を多く含有させたことで、タイヤ表面の粘着力を高くして走行初期におけるグリップ性を向上するとともに、終盤性能を確保して連続走行時における耐久性向上を図ることが可能となった。また、本発明においては、従来の有機溶媒塗布やカーボンブラックおよびオイル量の高配合による手法に比して、耐摩耗性が大幅に向上するため、前述したような耐摩耗性悪化による悪影響もない。従って本発明のタイヤは、あらゆる競技用タイヤに好適に使用することができ、レースのスタート時から中〜終盤に至るまで良好な性能を発揮して、ラップタイムの向上に寄与することが可能である。本発明のタイヤは、本発明の製造方法により、容易に製造することができる。 According to the pneumatic tire of the present invention, the tread rubber has a laminated structure, and the outer tread rubber layer constituting the surface layer contains a large amount of the resin component, so that the adhesion on the tire surface is increased and the grip performance at the initial stage of running is increased. As a result, it was possible to improve endurance during continuous running by ensuring end-stage performance. Further, in the present invention, since wear resistance is greatly improved as compared with conventional organic solvent coating and carbon black and a high blending amount of oil, there is no adverse effect due to deterioration of wear resistance as described above. . Therefore, the tire of the present invention can be suitably used for all racing tires, can exhibit good performance from the start to the middle to the end of the race, and contribute to the improvement of the lap time. . The tire of the present invention can be easily manufactured by the manufacturing method of the present invention.
以下、本発明の好適な実施の形態について詳細に説明する。
本発明の空気入りタイヤは、トレッドゴムが、外側トレッドゴム層と内側トレッドゴム層とからなる積層構造を有し、外側トレッドゴム層が、内側トレッドゴム層よりも樹脂成分を多く含有する点に特徴を有する。トレッドゴムを積層構造とし、このうちタイヤトレッドの表層をなす外側トレッドゴム層に樹脂成分を多く含有させることで、トレッド表層の路面に対する粘着力を高め、これにより走行初期におけるグリップ性の向上を図るとともに、内側トレッドゴム層により耐摩耗性およびグリップ性能の終盤性能を担保させることができ、従来は困難だった、レース時の走行初期におけるグリップ性能の向上と、後半における耐摩耗性およびグリップ性能の向上とを、両立させることが可能となったものである。
Hereinafter, preferred embodiments of the present invention will be described in detail.
In the pneumatic tire of the present invention, the tread rubber has a laminated structure including an outer tread rubber layer and an inner tread rubber layer, and the outer tread rubber layer contains more resin components than the inner tread rubber layer. Has characteristics. The tread rubber has a laminated structure, and among these, the outer tread rubber layer that forms the surface layer of the tire tread contains a large amount of resin component, thereby increasing the adhesion to the road surface of the tread surface layer, thereby improving the grip performance in the initial stage of running. At the same time, the inner tread rubber layer can guarantee the endurance performance of wear resistance and grip performance, improving the grip performance at the beginning of running during racing, and the wear resistance and grip performance in the second half, which was difficult in the past It has become possible to achieve both improvement.
外側トレッドゴム層における樹脂成分含有量は、内側トレッドゴム層対比で、ゴム成分１００重量部に対し１０〜２００重量部、特には３０〜１５０重量部、更には５０〜１００重量部多くすることが好ましい。樹脂成分の粘着性は配合部数に依存するため、樹脂成分の含有量が少なすぎると、十分な粘着力を発揮できない。一方で、含有量が多すぎると耐摩耗性が悪化し、グリップが低下するため、上記範囲で樹脂成分を含有させることにより、本発明の所期の効果を良好に得ることが可能となる。一方、内側トレッドゴム層における樹脂成分含有量は、中〜終盤性能を担保するために、ゴム成分１００重量部に対し、通常１００重量部以下程度とする。 The resin component content in the outer tread rubber layer may be 10 to 200 parts by weight, particularly 30 to 150 parts by weight, and more preferably 50 to 100 parts by weight with respect to 100 parts by weight of the rubber component compared to the inner tread rubber layer. preferable. Since the adhesiveness of the resin component depends on the number of parts, if the content of the resin component is too small, sufficient adhesive strength cannot be exhibited. On the other hand, if the content is too large, the wear resistance is deteriorated and the grip is lowered. Therefore, the desired effect of the present invention can be obtained satisfactorily by containing the resin component in the above range. On the other hand, the resin component content in the inner tread rubber layer is usually about 100 parts by weight or less with respect to 100 parts by weight of the rubber component in order to ensure medium to end performance.
本発明に用いる樹脂成分としては、トレッド表層に対する粘着性付与効果が得られるものであれば特に制限されるものではなく、例えば、粘着付与剤や接着剤等として用いられるテルペンフェノール樹脂、アセチレンフェノール樹脂等を用いることができる。粘着性が高い樹脂成分であるほど地面に対する摩擦力が高くなるため、タイヤトレッド表面の粘着力が高いものほど、タイヤのグリップ性の向上効果も高くなる。また、樹脂成分は、軟化点（軟化温度）が低いものほど初期グリップが高く、一方で、軟化点が高いものほど初期グリップの向上効果は低いものの中〜後盤のグリップが向上するため、かかる樹脂成分の軟化点は、好適には３０〜１７０℃、より好適には８０〜１４０℃の範囲内である。 The resin component used in the present invention is not particularly limited as long as the effect of imparting tackiness to the tread surface layer can be obtained. For example, terpene phenol resin and acetylene phenol resin used as tackifiers and adhesives Etc. can be used. The higher the adhesiveness, the higher the frictional force against the ground. Therefore, the higher the adhesiveness on the tire tread surface, the higher the effect of improving the tire grip. In addition, the lower the softening point (softening temperature), the higher the initial grip, while the higher the softening point, the lower the initial grip improvement effect. The softening point of the resin component is preferably in the range of 30 to 170 ° C, more preferably 80 to 140 ° C.
また、本発明において、外側トレッドゴム層の厚みは、好適には０．０１〜２．０ｍｍ、より好適には０．０５〜１．０ｍｍの範囲内である。外側トレッドゴム層の厚みが薄すぎると、初期走行におけるグリップ性の向上が不十分となり、一方、厚すぎると、終盤性能に悪影響を及ぼす場合があるため、上記範囲程度とすることが好ましい。 In the present invention, the thickness of the outer tread rubber layer is preferably 0.01 to 2.0 mm, more preferably 0.05 to 1.0 mm. If the thickness of the outer tread rubber layer is too thin, the improvement in grip performance in the initial running becomes insufficient. On the other hand, if it is too thick, the end performance may be adversely affected.
本発明のタイヤにおいては、トレッドゴムを、上記条件を満足する外側トレッドゴム層と内側トレッドゴム層とからなる積層構造としたものであればよく、これにより本発明の所期の効果を得ることができ、上記条件以外の各トレッドゴム層の具体的な配合や、トレッド部以外のタイヤ構造および材質等については、常法に従い適宜選定することができ、特に制限されるものではない。本発明のタイヤは、上述のような初期および終盤性能を備えることから、特に競技用タイヤとして好適に用いることができる。 In the tire of the present invention, the tread rubber may have a laminated structure composed of an outer tread rubber layer and an inner tread rubber layer satisfying the above conditions, and thereby the desired effect of the present invention can be obtained. The specific composition of each tread rubber layer other than the above conditions and the tire structure and material other than the tread portion can be appropriately selected according to a conventional method and are not particularly limited. Since the tire of the present invention has the initial and final performances as described above, it can be suitably used particularly as a racing tire.
また、本発明のタイヤは、トレッドゴムを、外側トレッドゴム層と内側トレッドゴム層との多層押出により形成することで、容易に製造可能である。即ち、良好な終盤性能を確保するための所望の内側トレッドゴム層用配合ゴムと、本発明に係る条件を満足する外側トレッドゴム層用配合ゴムとを、多層押出し機を用いて積層押出しする。これにより、タイヤトレッド表層に樹脂成分が多い層を形成することができ、トレッド表層の粘着力が向上することで、走行初期から高い粘着力によるグリップ性の向上効果を得ることができる。 The tire of the present invention can be easily manufactured by forming the tread rubber by multilayer extrusion of the outer tread rubber layer and the inner tread rubber layer. That is, a desired blended rubber for the inner tread rubber layer for ensuring good end performance and a blended rubber for the outer tread rubber layer that satisfies the conditions according to the present invention are laminated and extruded using a multilayer extruder. Thereby, the layer with many resin components can be formed in the tire tread surface layer, and the improvement in grip properties due to the high adhesive force can be obtained from the beginning of traveling by improving the adhesive strength of the tread surface layer.
ここで、ゴムコンパウンド中に樹脂成分を配合すると、混練り時に密着性が悪化して、工場作業性が大幅に低下する場合がある。そこで本発明においては、外側トレッドゴム層の配合成分を有機溶媒に溶解させて塗布溶液を作製し、この塗布溶液を内側トレッドゴム層上に塗布して、トレッドゴムを形成する手法も好適に用いることができ、この場合も、多層押出による場合と同様に本発明のタイヤを容易に製造することができ、同様の効果を得ることができる。かかる樹脂成分を含有する塗布溶液の塗布は、加硫後の内側トレッドゴム層または未加硫の内側トレッドゴム層のどちらに対して行っても、同様の効果が得られる。また、内側トレッドゴム層に樹脂成分が初めから含まれていても同様の効果が得られる。 Here, when a resin component is blended in the rubber compound, the adhesion is deteriorated at the time of kneading, and the factory workability may be greatly reduced. Therefore, in the present invention, a method of forming a tread rubber by preparing a coating solution by dissolving the compounding components of the outer tread rubber layer in an organic solvent and applying the coating solution on the inner tread rubber layer is also preferably used. In this case as well, the tire of the present invention can be easily manufactured as in the case of multilayer extrusion, and the same effect can be obtained. The same effect can be obtained by applying the coating solution containing the resin component to either the vulcanized inner tread rubber layer or the unvulcanized inner tread rubber layer. Moreover, even if the resin component is contained in the inner tread rubber layer from the beginning, the same effect can be obtained.
なお、本発明のタイヤの製造方法についても、上記トレッドゴム形成工程以外の工程、製造条件等については、常法に従い行えばよく、特に制限されるものではない。 In addition, also about the manufacturing method of the tire of this invention, about a process other than the said tread rubber formation process, manufacturing conditions, etc., what is necessary is just to follow a conventional method, and it does not restrict | limit in particular.
以下、実施例および比較例を示して、本発明について具体的に説明するが、本発明は、これらによって制約されるものではない。
（供試タイヤの製造）
下記の表１に基本配合を示すゴム組成物を、下記条件に従い外側トレッドゴム層および内側トレッドゴム層に適用して、タイヤサイズ ２１５／４５Ｒ１７の競技用タイヤを常法に従い試作した。
EXAMPLES Hereinafter, although an Example and a comparative example are shown and this invention is demonstrated concretely, this invention is not restrict | limited by these.
(Manufacture of test tires)
A rubber composition having a basic composition shown in Table 1 below was applied to the outer tread rubber layer and the inner tread rubber layer in accordance with the following conditions, and a tire for racing with a tire size of 215 / 45R17 was prototyped according to a conventional method.
＊２）東海カーボン（株）製、シースト７Ｈ
＊３）ＩＰＰＤ：Ｎ−イソプロピル−Ｎ’−フェニル−ｐ−フェニレンジアミン
＊４）ＴＢＢＳ：Ｎ−ｔ−ブチル−２−ベンゾチアゾリルスルフェンアミド
* 2) Toast Carbon Co., Ltd., Seast 7H
* 3) IPPD: N-isopropyl-N′-phenyl-p-phenylenediamine * 4) TBBS: Nt-butyl-2-benzothiazolylsulfenamide
表２中、比較例１の供試タイヤは、トレッド表層に対する軟化手段を施さない場合であり、外側トレッドゴム層と内側トレッドゴム層とが表１に示す同一の配合ゴムからなる。また、比較例２の供試タイヤについては、内側トレッドゴム層のガラス転移温度（Ｔｇ）を表中に示すように低く設定したものであり、比較例３の供試タイヤについては、トレッド表層にタイヤ柔軟剤（プロブレンド社製、商品名 ホットラップ）を塗布した。さらに、比較例４の供試タイヤについては、外側トレッドゴム層のゴム配合について、カーボンブラックの配合量を１５０重量部とし、さらに軟化剤（アロマオイル）の配合量を１５０重量部とした。また、実施例１〜９については夫々、下記の表３および表４に示すように、外側トレッドゴム層の配合ゴム中に樹脂Ａ〜Ｄを所定量（樹脂成分量）で配合して、各供試タイヤを作製した。 In Table 2, the test tire of Comparative Example 1 is a case where no softening means is applied to the tread surface layer, and the outer tread rubber layer and the inner tread rubber layer are made of the same compounded rubber shown in Table 1. For the test tire of Comparative Example 2, the glass transition temperature (Tg) of the inner tread rubber layer was set low as shown in the table. For the test tire of Comparative Example 3, the tread surface layer A tire softening agent (trade name, hot wrap manufactured by Problend Co., Ltd.) was applied. Further, for the test tire of Comparative Example 4, with respect to the rubber blending of the outer tread rubber layer, the blending amount of carbon black was 150 parts by weight, and the blending amount of the softener (aromatic oil) was 150 parts by weight. Moreover, about Examples 1-9, as shown in the following Table 3 and Table 4, resin A-D was mix | blended with the predetermined amount (resin component amount) in the compounding rubber | gum of an outer tread rubber layer, respectively. A test tire was produced.
得られた各供試タイヤにつき、下記に従い各種測定を行った。これらの結果を、下記の表２〜表４中に併せて示す。各表中、各トレッドゴム層のｔａｎδおよびＥ’は、比較例１を１００とした指数で示した。また、Ｔｇは、比較例１を基準として、比較例１との温度差にて示した。 Various measurements were performed on each obtained tire according to the following. These results are also shown in Tables 2 to 4 below. In each table, tan δ and E ′ of each tread rubber layer are shown as indices with Comparative Example 1 as 100. Tg is shown as a temperature difference from Comparative Example 1 with Comparative Example 1 as a reference.
（測定方法）
１．初期操縦安定性
車両に四輪供試タイヤを装着して、サーキットにて実車走行を行い、１周目のラップタイム評価を実施した。結果は、比較例１の評価を１００として、指数で表した。数値が大なるほど制動が良好である。
(Measuring method)
1. Initial maneuvering stability Four-wheel test tires were mounted on the vehicle, the vehicle was driven on the circuit, and the lap time of the first lap was evaluated. The results were expressed as an index with the evaluation of Comparative Example 1 being 100. The larger the value, the better the braking.
２．中〜終盤操縦安定性
車両に四輪供試タイヤを装着して、サーキットにて実車走行を行い、１０周目のラップタイム評価を実施した。結果は、比較例１の評価を１００として、指数で表した。数値が大なるほど制動が良好である。
2. Middle to late stage steering stability A four-wheeled test tire was mounted on the vehicle, and the vehicle was driven on the circuit, and the lap time of the 10th lap was evaluated. The results were expressed as an index with the evaluation of Comparative Example 1 being 100. The larger the value, the better the braking.
３．サーキット走行時の耐摩耗性／偏摩耗性
車両に四輪供試タイヤを装着して、サーキットにて実車走行を行った後の耐摩耗量を評価した。結果は、比較例１の摩耗量の逆数を１００として、指数で表した。数値が大なるほど耐摩耗性が良好である。
3. Abrasion resistance / uneven wear during circuit running The wear resistance after running a real vehicle on a circuit with four-wheel test tires mounted on a vehicle was evaluated. The results were expressed as an index with the reciprocal of the amount of wear in Comparative Example 1 being 100. The higher the value, the better the wear resistance.
＊６）樹脂Ｂ：ヤスハラケミカル（株）製、商品名 ＹＳポリスターＴ−８０
＊７）樹脂Ｃ：ヤスハラケミカル（株）製、商品名 ＹＳポリスターＳ−１４５
＊８）樹脂Ｄ：ＢＡＳＦ社製 アセチレンフェノール樹脂
* 6) Resin B: YShara Chemical Co., Ltd., trade name: YS Polystar T-80
* 7) Resin C: Yasuhara Chemical Co., Ltd., trade name YS Polystar S-145
* 8) Resin D: Acetylene phenolic resin manufactured by BASF
上記表３および表４中から、以下のことがわかる。
内側トレッドゴム層のＴｇを下げた比較例２は、１周目のラップタイムは良いが、その後のグリップ低下が大きく、耐摩耗性も悪化している。また、表面を有機溶剤により軟化させた比較例３の供試タイヤは、１周目のラップタイムの改良効果が小さく、その後のグリップ低下が大きく、また、耐摩耗性が大きく悪化している。さらに、外側トレッドゴム層にカーボンブラックおよびオイル量を多く配合した比較例４の場合、外側トレッドゴム層の耐摩耗性が大きく低下し、グリップの向上効果は見られない。
From the above Table 3 and Table 4, the following can be understood.
In Comparative Example 2 in which the Tg of the inner tread rubber layer was lowered, the first lap lap time was good, but the subsequent grip reduction was great, and the wear resistance was also deteriorated. In addition, the test tire of Comparative Example 3 whose surface was softened with an organic solvent has a small effect of improving the lap time of the first round, the subsequent grip reduction is large, and the wear resistance is greatly deteriorated. Furthermore, in the case of Comparative Example 4 in which a large amount of carbon black and oil is blended in the outer tread rubber layer, the wear resistance of the outer tread rubber layer is greatly reduced, and the grip improvement effect is not seen.
一方、外側トレッドゴム層に樹脂成分を配合した実施例１〜９の供試タイヤにおいては、比較例１〜４に比し、初期および中〜終盤の操縦安定性ならびにサーキット走行時の耐摩耗性／偏摩耗性に関し、全体としてバランス良く性能が向上していることがわかる。また、外側トレッドゴム層が薄く樹脂成分の少ない実施例１では、１周目のラップタイム向上効果が小さく、外側トレッドゴム層が厚い実施例５では、外側トレッドゴム層の軟らかさがデメリットとなって、ラップタイムの向上幅が減少している。さらに、外側トレッドゴム層の樹脂成分が多い実施例６の場合も、実施例５と同様に外側トレッドゴム層の軟らかさのデメリットのために、ラップタイム向上幅が減少している。さらにまた、外側トレッドゴム層の樹脂成分の軟化点温度が高い実施例８，９では、１周目のラップタイム向上効果は小さいものの、走行時の中盤以降のグリップ向上効果が見られる一方、外側トレッドゴム層の樹脂成分の軟化点温度が低い実施例７では、１周目のラップタイム向上効果は見られるが、走行時の中盤以降のグリップ低下が見られる。 On the other hand, in the test tires of Examples 1 to 9 in which the resin component is blended in the outer tread rubber layer, compared with Comparative Examples 1 to 4, initial and middle to final steering stability and wear resistance during circuit running / It can be seen that the performance is improved in a well-balanced manner with respect to uneven wear. In Example 1 where the outer tread rubber layer is thin and the resin component is small, the effect of improving the lap time in the first round is small, and in Example 5 where the outer tread rubber layer is thick, the softness of the outer tread rubber layer is a disadvantage. The lap time improvement width has decreased. Further, in the case of Example 6 in which the resin component of the outer tread rubber layer is large, the lap time improvement range is reduced due to the softness of the outer tread rubber layer as in Example 5. Furthermore, in Examples 8 and 9 where the softening point temperature of the resin component of the outer tread rubber layer is high, although the effect of improving the lap time in the first round is small, the effect of improving the grip after the middle stage during running is seen, while the outer tread is improved. In Example 7 in which the softening point temperature of the resin component of the rubber layer is low, the effect of improving the lap time in the first round is seen, but the grip is lowered after the middle stage during running.
Claims (4)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2005058176A JP5062801B2 (en) | 2005-03-02 | 2005-03-02 | Pneumatic tire and manufacturing method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2005058176A JP5062801B2 (en) | 2005-03-02 | 2005-03-02 | Pneumatic tire and manufacturing method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2006240462A JP2006240462A (en) | 2006-09-14 |
| JP5062801B2 true JP5062801B2 (en) | 2012-10-31 |
Family
ID=37047290
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2005058176A Expired - Fee Related JP5062801B2 (en) | 2005-03-02 | 2005-03-02 | Pneumatic tire and manufacturing method thereof |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP5062801B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5407305B2 (en) * | 2008-12-02 | 2014-02-05 | 横浜ゴム株式会社 | Rubber composition for tire tread |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02270606A (en) * | 1989-04-10 | 1990-11-05 | Toyo Tire & Rubber Co Ltd | Racing tire |
| JPH08150807A (en) * | 1994-11-30 | 1996-06-11 | Bridgestone Corp | Pneumatic tire |
| JP3731840B2 (en) * | 1996-07-18 | 2006-01-05 | 株式会社ブリヂストン | Antistatic rubber cement and pneumatic tire coated therewith |
| JP2000062414A (en) * | 1998-08-25 | 2000-02-29 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP4076711B2 (en) * | 2000-06-26 | 2008-04-16 | 東洋ゴム工業株式会社 | Pneumatic tire manufacturing method |
| JP2004002584A (en) * | 2002-06-03 | 2004-01-08 | Sumitomo Rubber Ind Ltd | Tire rubber composition |
| JP4559692B2 (en) * | 2002-06-19 | 2010-10-13 | 株式会社ブリヂストン | Tread rubber composition and tire using the same |
-
2005
- 2005-03-02 JP JP2005058176A patent/JP5062801B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JP2006240462A (en) | 2006-09-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP7002845B2 (en) | Tires with treads for low temperature performance and wet traction | |
| EP1808456B1 (en) | Rubber composition and tire | |
| JP6884150B2 (en) | Tires including tread | |
| CN100554325C (en) | High-performance wheel tire | |
| JP4849176B2 (en) | Rubber composition for tire tread and pneumatic tire using the same | |
| JP5629422B2 (en) | Rubber composition for tire and tire using the same | |
| CN105764973A (en) | Rubber composition and tire | |
| JPH10101848A (en) | Tire having tread of elastomer composition | |
| JP2009051481A (en) | Tread for retreaded tire and retreaded tire | |
| JP6225447B2 (en) | Rubber composition for tire tread | |
| JP2002256110A (en) | Tire having tread with very small track leaving and skid- steering fixed axle tire/wheel or vehicle track assembly having tread with very small track leaving of tire or track | |
| JP5499769B2 (en) | Rubber composition for tire tread and pneumatic tire using the same | |
| JP2013531109A (en) | Rubber mixture | |
| JPWO2020066527A1 (en) | Evaluation method of tires and tire grip performance | |
| EP3541634B1 (en) | Tire comprising a tread comprising a thermoplastic elastomer and a crosslinking system based on sulfur | |
| JP2010174231A (en) | Rubber composition for tire | |
| JP5116247B2 (en) | Rubber composition for tread and tire using the same | |
| JP5829734B2 (en) | Rubber composition for tire and tire using the same | |
| JP2010126671A (en) | Rubber composition for tire tread | |
| JP6225448B2 (en) | Rubber composition for tire tread | |
| JP5062801B2 (en) | Pneumatic tire and manufacturing method thereof | |
| KR100894452B1 (en) | Rubber composition for tire tread | |
| JP2019501253A (en) | Tire with tread containing diene elastomer, thermoplastic elastomer and peroxide | |
| JP2002097311A (en) | Rubber composition for tire tread and tire using the same | |
| EP3495418B1 (en) | Rubber member and tire |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A621 | Written request for application examination |
Free format text: JAPANESE INTERMEDIATE CODE: A621 Effective date: 20080215 |
|
| A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20100909 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20100921 |
|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20101117 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20101210 |
|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20110208 |
|
| A02 | Decision of refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A02 Effective date: 20111125 |
|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20120706 |
|
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20120803 |
|
| R150 | Certificate of patent or registration of utility model |
Ref document number: 5062801 Country of ref document: JP Free format text: JAPANESE INTERMEDIATE CODE: R150 Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20150817 Year of fee payment: 3 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |