PatentDe  


Dokumentenidentifikation EP0677375 24.02.2000
EP-Veröffentlichungsnummer 0677375
Titel Verfahren zur Herstellung von radialen Rohreifen mit niedrigem Querschnittsprofil
Anmelder Bridgestone Corp., Tokio/Tokyo, JP
Erfinder Moriyama, Sadao, Musashimurayama City, Tokyo, JP
Vertreter derzeit kein Vertreter bestellt
DE-Aktenzeichen 69514563
Vertragsstaaten DE, ES, FR, GB, IT
Sprache des Dokument EN
EP-Anmeldetag 10.04.1995
EP-Aktenzeichen 953023686
EP-Offenlegungsdatum 18.10.1995
EP date of grant 19.01.2000
Veröffentlichungstag im Patentblatt 24.02.2000
IPC-Hauptklasse B29D 30/72
IPC-Nebenklasse B29D 30/36   

Beschreibung[en]

This invention relates to a method of building a green tire for a low-section profile pneumatic radial tire having an aspect ratio of not more than 55%, and more particularly to a method of building a green tire for a low-section profile pneumatic radial tire capable of advantageously solving a problem of durability created in a sidewall rubber inherent to this type of tire, to develop an improved durability while maintaining the productivity at the building step of the green tire at a high level.

In Fig. 7 is schematically shown a left-side half section of a main construction of a prior art tire 20 with respect to an equatorial plane E thereof. The tire 20 comprises a radial carcass 4 of at least one rubberized ply (one ply in the illustrated embodiment) toroidally extending between bead cores 3 embedded in a pair of bead portions 2, a belt 5 superimposed about a crown portion of the carcass 4, a tread rubber 26 arranged on the belt 5 and a pair of sidewall rubbers 27 respectively extending from each side end of the tread rubber 26 to an upper position of each of the bead portions 2 outside the carcass 4.

Moreover, the carcass 4 is comprised of at least one rubberized cord ply containing cords arranged at a cord angle of about 90° with respect to the equatorial plane E and reinforces the bead portions 2, a sidewall portion 8 is comprised of the sidewall rubber 27 and a tread portion 9 is comprised of the tread rubber 26. The belt 5 is comprised of two or more belt layers, cords of which layers being crossed with each other, and reinforces the tread portion 9.

Other pneumatic radial tires 40 and 60 shown in Figs. 8 and 9 have the same construction as the tire 20 shown in Fig. 7, respectively, except that a joint face P between a tread rubber 46 or 66 and a sidewall rubber 47 or 67 (shown by a joining line) in the tire 40 or 60 is different from that of the tire 20. As regards the joint face P, the tire 20 of Fig. 7 shows that an upper end portion of the sidewall rubber 27 locates at an inner side surface of an end portion of the tread rubber 26 in the widthwise direction thereof, while the tire 40 of Fig. 8 shows that the upper end portion of the sidewall rubber 47 locates at an outer side surface of an end portion of the tread rubber 46 in the widthwise direction thereof, and the tire 60 of Fig. 9 has a so-called eclectic arrangement between the embodiments of Figs. 7 and 8 such that between the tread rubber 66 and an upper end portion of the sidewall rubber 67 is interposed a rubber 67-1 having the same compounding composition as the sidewall rubber 67 in the form of a wedge. In the embodiment of Fig. 9, the upper sidewall rubber 67-1 has two joint faces P and P1 respectively to the upper sidewall rubber 67 and the tread rubber 66.

Irrespective of the form of the joint face, the tread rubbers 26, 46 and 66 are portions generating traction force and braking force by directly contacting with a road surface during the running of the radial tire under loading and subjected to a cornering force during cornering, so that they are required to be made from a material having good wear resistance as a basic property. On the other hand, the sidewall rubbers 27, 47 and 67 arranged in the sidewall portion 8 are repeatedly subjected to flexing deformation (which is called a flex zone) and are required to be made from a material having good resistance to bending fatigue as a basic property. However, these properties have a conflicting relationship in rubber compounding techniques, so that it is usual to apply different rubber compositions having compounding recipes so as to sufficiently develop properties required in the tread rubber and sidewall rubber of the pneumatic radial tire.

The building of three types of green tires just before the vulcanization for the manufacture of the pneumatic radial tires 20, 40 and 60 will be described with reference to Figs. 10-12 corresponding to these tires. Figs. 10-12 are diagrammatic views illustrating a section of a green tire just before finishing and a partial section of a part of a building machine at a second building step as mentioned below.

The building common to the green tires of the three types is a two stage building method consisting of a first building step, in which a given number of uncured radial carcass ply members 14 are supplied onto a cylindrical drum (not shown) and a pair of uncured bead core members 13 are fixed onto an outer uncured carcass ply member 14 and then the carcass ply member 14 is wound around each of the uncured bead core members 13 to form a cylindrical green case; and a second building step, in which the green case is expanded while narrowing the distance between the mutual uncured bead core members 13 and then an uncured belt member 15 and an uncured tread rubber member 36, 56 or 76 are stuck onto the outer periphery of the expanded green case. Moreover, the sticking between the uncured members used herein means a close uniting of one of the uncured members onto the other uncured member through the tackiness inherent to each uncured member.

The first type of tire building is a building method for the manufacture of the tire 20 shown in Fig. 7. In this case, a green case 31G stuck with an uncured rubber member 37 corresponding to the sidewall rubber 27 in Fig. 7 at the first building step is supplied to the subsequent second building step, at which the green case 31G is expanded and deformed as shown in Fig. 10 and the uncured belt member 15 and an uncured tread rubber member 36 are stuck onto the outer periphery of the expanded green case 31G. In this case, the uncured tread rubber member 36 has a total width set to sufficiently cover an upper end portion of the uncured sidewall rubber member 37. Thereafter, both sides of the uncured tread rubber member 36 are folded downward by means of stitching rolls (not shown) in a direction of an arrow B and pressed and stuck onto the uncured sidewall rubber member 37 and occasionally onto the uncured carcass ply member 14 to obtain a green tire. This building method is called a side presticking system because the uncured sidewall rubber member 37 as a whole is previously stuck onto the green case 31G at the first building step.

The second type of tire building is a building method for the manufacture of the tire 40 shown in Fig. 8. In this building method, an uncured rubber member 57 corresponding to the sidewall rubber 47 of Fig. 8 is stuck onto a green case 51G at the first building step, which is similar to the side presticking system but is different in that a region of sticking the uncured rubber member 57 onto the green case 51G is restricted to a region 12 corresponding to the bead portion 8 shown in Fig. 8, and a synthetic resin sheet 80 such as polyethylene sheet shown by dotted lines is interposed at the remaining region other than the region 12 between an inner surface of the uncured sidewall rubber member 47 and the green case 51G to prevent tacky uniting therebetween as shown in Fig. 11.

As shown in Fig. 11, the green tire 51G after the first building step is expanded and deformed and a pair of uncured sidewall rubber members 57 fall down outward at the second building step, while the uncured belt member 15 and an uncured tread rubber member 56 are stuck onto the outer periphery of the green case 51G and then both sides of the uncured tread rubber member 56 are folded in a direction of an arrow C and stuck onto the uncured carcass ply member 14 by means of stitching rolls. After the polyethylene sheet 80 is removed, each of the uncured sidewall rubber members 57 is raised and stuck onto the green case 51G and each side of the uncured tread rubber member 56 to obtain a green tire. This building method is called a side post-sticking system, which is different from the side presticking system.

The third type of tire building is a building method for the manufacture of the tire 60 shown in Fig. 9 as described in JP-B-49-18790. The first building step of this method is said to be a modified embodiment for reducing inconvenience of the side presticking system. This modification lies in that, in addition to an uncured sidewall rubber member 77 stuck onto a green case 71G, a pair of uncured rubber strips 77-1 each having the same compounding rubber composition as the rubber member 77 are previously stuck onto both side surfaces of an uncured tread rubber member 76 to form a composite uncured rubber member 78 to be applied to the second building step as shown in Fig. 12. The second building step is carried out in the same manner as in the first type of tire building to obtain a green tire.

When the tire 20 is vulcanized from the green tire built by the side presticking system of the first type building, the productivity at the vulcanization building step is improved, but the following disadvantage is caused.

That is, it is unavoidable to reveal an outer end of the joint face P between the tread rubber 26 and the sidewall rubber 27 on a surface of the flex zone. Furthermore, a rubber composition having a relatively high hardness (Shore A hardness or JIS hardness) as a necessary property for developing the wear resistance, e,g, a Shore A hardness of 55° - 75°, is applied to the tread rubber 26, while a rubber composition having a relatively low hardness for developing good resistance to bending fatigue, e.g. a Shore A hardness of 40° - 60°, is applied to the sidewall rubber 27, provided that the hardness of the tread rubber is made higher than that of the sidewall rubber. As a result, rubbers having a large difference in hardness are disposed on both sides bordering the joint face P, so that cracks are created from a position of the joint face P existing on the surface of the flex zone at an early stage shortly after the start of running and gradually progress to the inside of the tire along the joint face P to cause separation failure as the running distance becomes long, and finally the durability is degraded.

When the tire 40 is vulcanized from the green tire built by the side post-sticking system of the second type of tire building, the point of the joint face P revealed on the tire surface is outside the flex zone upward (outward in the radial direction), so that the occurrence of the above cracking failure can be avoided. However, it is required to conduct the application and removal operations of the polyethylene sheet and two sticking operations of the uncured sidewall rubber member 57 in the building of the green tire, so that the productivity is considerably reduced.

The tire 60 obtained by the third type of tire building method possesses advantageous points of the tires 20 and 40 and can eliminate the disadvantageous points thereof, so that the third type of tire building is superior to the first and second types. This is because the position of the joint face P1 between the upper sidewall rubber strip 67-1 and the tread rubber 60 on the tire surface is the same as in the tire 40, so that the danger of causing the above cracking failure can be avoided, and also high productivity can be ensured. Therefore, the third type of tire building is widely practiced as a method of building the green tire for the pneumatic radial tire.

Recently, the flatness in low-section profile tires developing excellent durability and steering stability during high-speed running has become more pronounced. In this case, the degree of flatness is represented by an aspect ratio (SH/SW) of section height SH to section width SW in the tire as a percentage. That is, there has been a tendency to develop low-section profile pneumatic radial tires having an aspect ratio of not more than 55%. In this type of tire, there has been observed a type of cracking failure which has not previously been observed in conventional pneumatic radial tires.

That is, it has been found out that such a new cracking failure is first caused at a position of the joint face P between the sidewall rubber 67 and the upper sidewall rubber strip 67-1 revealed on the tire surface as shown in Fig. 9 and progresses to the inside of the tire along the joint face P as the running distance becomes long. Also, this failure is found to be inherent to the low-section profile tire as the value of the aspect ratio becomes small. In the conventional pneumatic radial tire, there is caused no occurrence of such a type of failure at the joint face between rubbers having the same compounding recipe in the sidewall portion 8.

It is, therefore, an object of the invention to provide a method of building a green tire for low-section profile pneumatic radial tires, particularly tires having an aspect ratio of not more than 55%, capable of developing an improved resistance to cracking in a sidewall portion without degrading other tire performances and while maintaining the productivity of the green tire at a high level.

The present inventor has noticed that cracks are apt to be caused at a position of a joint face between rubbers having the same compounding recipe in the sidewall portion as the value of the aspect ratio becomes smaller, and has made various studies with respect to causes in practice and found that the condition of strain at the surface of the sidewall portion is strongly interrelated to the value of the aspect ratio, and as a result the present invention has been accomplished.

According to the invention, there is provided a method of building a green tire for a low-section profile pneumatic radial tire comprising a radial carcass of at least one rubberized ply toroidally extending between bead cores embedded in a pair of bead portions, a belt superimposed about a crown portion of the carcass, a tread rubber arranged on the belt and a pair of sidewall rubbers each extending from each side end of the tread rubber to an upper position of each of the bead portions, which comprises:

  • previously and separately providing an incured inner sidewall rubber segment and an uncured outer sidewall rubber segment, which segments correspond to an inner sidewall portion and an outer sidewall portion of a tire after vulcanization in a radial direction thereof, the inner sidewall portion and the outer sidewall portion being parted by a parting face having an end located on the outer surface of the sidewall rubber;
  • sticking the uncured inner sidewall rubber segment on a cylindrical green case assembled with an uncured carcass ply member and an uncured bead core member at a first building step;
  • toroidally expanding and deforming the green case by narrowing the distance between the uncured bead core members;
  • sticking an uncured belt member and an uncured tread rubber member on an outer periphery of the toroidally deformed green case at a second building step, in which the uncured outer sidewall rubber segment integrally united to each side face of the uncured tread rubber member is stuck on the uncured inner sidewall rubber segment of the green case to form a unified sidewall rubber member;
   characterized in that said method is provided for building a green tire for a low-section profile pneumatic radial tire having an aspect ratio of not more than 55%, and that said end of said parting face located on an outer surface of the sidewall rubber is located at a height not more than S of a section height of the tire as measured from a rim diameter line.

In a preferable embodiment of the invention, the end of the parting face is located at an outer end of an annular projecting rib provided on an outer surface of a sidewall rubber of a vulcanized tire at a height corresponding to not more than 1/2 of the section height of the tire.

In another preferable embodiment of the invention, a pair of uncured outer sidewall rubber segments are extruded together with the uncured tread rubber member through an extruder having a plurality of extruding heads in form of a composite rubber member to be applied to the second building step.

In a further preferable embodiment of the invention, the uncured belt member and the uncured tread rubber member are stuck on a forming drum having a given outer diameter and a pair of uncured outer sidewall rubber segments are stuck on both side surfaces of the uncured tread rubber member to form a combination member, which are applied to the second building step.

The invention will be further described with reference to the accompanying drawings, wherein:

  • Fig. 1 is a diagrammatic left-half sectional view illustrating a parting face of a sidewall rubber in a tire built by the building method according to the invention;
  • Fig. 2 is a schematic view illustrating a section of a green case at a first building step in the building method according to the invention;
  • Fig. 3 is a schematic view illustrating a section of a green tire at the first half of a second building step in the building method according to the invention;
  • Fig. 4 is a schematic view illustrating a section of a green tire at the last half of a second building step in the building method according to the invention;
  • Fig. 5 is a schematic view illustrating a first embodiment of a combination member to be used in the second building step in the building method according to the invention;
  • Fig. 6 is a schematic view illustrating a second embodiment of a combination member to be used in the second building step in the building method according to the invention;
  • Fig. 7 is a diagrammatic left-half sectional view illustrating a joint face between a sidewall rubber and a tread rubber in a tire built by a conventional first type of building method;
  • Fig. 8 is a diagrammatic left-half sectional view illustrating a joint face between a sidewall rubber and a tread rubber in a tire built by a conventional second type of building method;
  • Fig. 9 is a diagrammatic left-half sectional view illustrating a joint face between mutual sidewall rubbers in a tire built by a conventional third type of building method;
  • Fig. 10 is a schematic view illustrating a section of a green tire at the first half of a second building step for building the tire of Fig. 7;
  • Fig. 11 is a schematic view illustrating a section of a green tire at the first half of a second building step for building the tire of Fig. 8;
  • Fig. 12 is a schematic view illustrating a section of a green tire at the first half of a second building step for building the tire of Fig. 9; and
  • Figs. 13 and 14 are diagrams showing strain generated at a surface of a sidewall portion in a tire under loading as measured under different test conditions, respectively.

A distribution curve of strain generated on a surface of a sidewall portion 8 of a tire in a radial direction thereof under loading will be described with reference to Figs. 13 and 14. In Figs. 13 and 14, the right-hand side shows a left-half section of a tire mainly composed of a sidewall portion 8 and a bead portion 2, while the left-hand side shows strain (%) dividing into tension (+ symbol) and compression (- symbol). As a tire tested for the measurement of strain, there are two kinds of pneumatic radial tires for passenger cars having tire sizes of 206/65R15 (aspect ratio: 65%) and 225/45ZR17 (aspect ratio: 45%). For convenience' sake, these two tires are shown by the same sectional shape in the evaluation of the strain distribution.

As the test conditions for the measurement of strain, there are used a CBU drum condition in which the tire is pushed onto a drum under a low internal pressure and a high load so as to cause cord breaking-up (CBU) in the carcass 4, and an actual running condition in which the tire is run under normal internal pressure and load. The test results under the CBU condition are shown in Fig. 13, while the test results under the actual running condition are shown in Fig. 14. Moreover, the CBU condition is a condition capable of observing practical use and advantageously comparing subsequent evaluations in a short time.

In Figs. 13 and 14, a curve of dotted lines S1 is a strain distribution curve at an aspect ratio of 65% and a curve of solid line S2 is a strain distribution curve at an aspect ratio of 45%. These curves are the same in the right-half section of the tire ( not shown). When the strain distributions are compared between the two tires, it has newly been found that a peak value of the tension strain exerting upon the occurrence of cracking and its growth is considerably higher in the tire of aspect ratio of 45% than in the tire of aspect ratio of 65% under any test conditions and also a position of section height corresponding to the peak value of tension strain at the tire of aspect ratio of 45% is shifted more upward as compared with that at the tire of aspect ratio of 65%.

Particularly, it has been found that the tendency of considerably increasing the peak value of tension strain and the tendency of shifting the position of the peak value upward (in the radial direction of the tire) are unavoidable facts which occur as the value of aspect ratio becomes small.

As shown in Figs. 13 and 14, the tension strain of the end of the joint face P between the sidewall rubbers 67 and 67-1 (see Fig. 9) is a relatively small value on the curve S1 in the tire having an aspect ratio of 65%, while that in the tire having an aspect ratio of 45% is close to the peak value on the curve S2. Since such a tension strain is caused every repetitive flexing deformation during the running under loading, it is natural that the cracking failure at the joint face P, which has not substantially been observed in tires having an aspect ratio of 65%, is first observed when tires having an aspect ratio of 45%, particularly tires having an aspect ratio of not more than 55%, are put into practical use. Such a failure is effectively a previously unobserved type of cracking failure.

The reason why the cracking failure is generated at the joint face P between the sidewall rubbers 67 and 67-1 having the same compounding recipe is due to the fact that the surface states of uncured rubber members corresponding to these sidewall rubbers 67 and 67-1 are somewhat different from the interior states thereof at the extrusion and are apt to be further changed with the lapse of time from the extrusion to the building, and hence the bonding strength at the joint face P after the vulcanization is weak as compared with that of the other portion, and finally surface cracking is apt to be generated in such a weak bonding portion under the repetitive action of large tension strain and is gradually grown by the strain concentration after the occurrence of the cracking.

According to the invention, the occurrence of the above type of cracking failure resulting from the large tension strain can effectively be prevented by previously and separately providing an uncured inner sidewall rubber segment and an uncured outer sidewall rubber segment, which segments correspond to an inner sidewall portion and an outer sidewall portion of a tire after vulcanization in a radial direction over a full circumference thereof, the inner sidewall portion and the outer sidewall portion being parted by a parting face having an end located on the outer surface of the sidewall rubber, the end of the parting face located on an outer surface of the sidewall rubber being located at a height not more than 1/2 of the section height of the tire as measured from a rim diameter line; sticking the uncured sidewall rubber segment on a green case at a first building step; and sticking the outer sidewall rubber segment previously united onto both side surfaces of an uncured tread rubber member on the toroidally deformed green case and the uncured inner sidewall rubber segment together with an uncured belt member and an uncured tread rubber member at a second building step, whereby the end of the parting face Q of the sidewall rubber in the tire after the vulcanization (see Figs. 13 and 14) or a joint face Q after the vulcanization between the inner sidewall rubber segment and the outer sidewall rubber segment can be located on the outer surface of the sidewall rubber at a position corresponding to not more than 1/2 of the section height SH. That is, the end of the parting face Q corresponds to a region near to a strain of 0% or a strain region near to compression side on the strain distribution curves of Figs. 13 and 14.

In the building method of the green tire according to the invention, a further step to be added is not required as compared with the conventional building method of the third type, so that the productivity can be maintained at a higher level through the first and second building steps. Furthermore, there is no change in the construction of the tire, so that it is possible to maintain the performances inclusive of wear resistance and the like in the tread rubber and the durability of the tire at given level.

When an annular projecting rib is provided on the outer surface of the sidewall rubber of the tire at a height corresponding to not more than 1/2 of the section height SH, if the end of the parting face is located in the vicinity of an outer side edge of the projecting rib in the radial direction of the tire, the above type of cracking failure can more effectively be prevented.

Moreover, if a composite rubber member obtained by extruding a pair of uncured outer sidewall rubber segments and an uncured tread rubber member in the form of a one-piece body through an extruder having a plurality of extruding heads is applied to the second building step, or an uncured combination member obtained by previously sticking an uncured belt member and an uncured tread rubber member on a forming drum and sticking a pair of uncured outer sidewall rubber segments on the uncured tread rubber member is applied to the second building step, increase of the number of building steps can be avoided.

An embodiment of the invention will be described in detail with reference to Figs. 1-4.

In Fig. 1 is shown a left-half section of a low-section profile pneumatic radial tire 1 having an aspect ratio of not more than 55% with an equatorial plane E thereof. Moreover, circumferential grooves formed in the tread portion are omitted.

The basic construction of the tire 1 is the same as in the aforementioned tires 20, 40 and 60, and comprises a radial carcass 4 of two rubberized plies toroidally extending between a pair of bead cores 3 and wound around each bead core 3 from the inside of the tire toward the outside thereof to reinforce a respective pair of bead portions 2, a pair of sidewall portions 8 and a tread portion 9, and a belt 5 comprised of two inner belt layers containing steel cords therein, the cords of which layers being crossed with each other, and two outer belt layers containing cords arranged in parallel to the circumferential direction of the tire for reinforcing the tread portion 9.

A sidewall rubber 7 extends from each side of the tread rubber 6 through a joint face P to an upper region of the bead portion 2. In the illustrated embodiment, the bead portion is reinforced by disposing a rubber chafer 2M engaging with a flange of an applicable rim along an outer surface of the turnup portion of the carcass 4 and disposing a rubber stiffener 2N taperedly extending between the carcass 4 and its turnup portion on the outer periphery of the bead core 3. Therefore, the sidewall rubber 7 in the illustrated embodiment forms a joint face R with the rubber chafer 2M inward in the radial direction. Moreover, the inner surface of the carcass 4 is lined with an air-impermeable inner liner.

In the illustrated embodiment, an annular projecting rim 8M is provided on the sidewall portion 8. A tire having no projecting rib 8M is shown by a phantom line. The projecting rib 8M is called a rim guard and serves to protect the sidewall portion 8 from damage through the rim flange when the tire is subjected to a large flexing deformation. Therefore, the projecting rib 8M is located at a lower part of the sidewall portion 8, more exactly at a position corresponding to not more than 1/2 of the section height SH. The section height SH of the tire means a height measured from a rim diameter line RL.

The sidewall rubber 7 is divided into an inner sidewall portion 7L and an outer sidewall portion 7U in the radial direction of the tire by a line segment or parting face Q over the full circumference of the sidewall rubber as shown in Fig. 1. Preferably, the parting face Q is inclined with respect to a bisecting line HL of the tire section height. In this case, an upper part of the inner sidewall portion 7L is overlapped with a lower part of the outer sidewall portion 7U in the radial direction of the tire, in which the outer portion 7U is desirably located outside the overlapping position.

In the invention, it is important to locate an end Y (or Z) of the parting face Q on the outer surface of the sidewall rubber 7 at a height corresponding to not more than the bisecting line HL defining a half of the tire section height SH. The former end Y is existent in the sidewall rubber 7 provided with the projecting rib 8M, while the latter end Z is existent in the sidewall portion 8 having no projecting rib 8M as shown by the phantom line. In the former case, the top surface of the projecting rib 8M is located at a height corresponding to not more than the bisecting line HL and the end Y is located in the vicinity of the outer side edge of the top surface of the projecting rib 8M in the radial direction of the tire.

The method of building the green tire for the above tire 1 will be described with reference to Figs. 2-6. In Fig. 2 is schematically illustrated a green case llG completed at the first building step and a part of a forming machine 80 used in the first building step. In Fig. 3 is schematically and sectionally illustrated a green tire at the first half of the second building step and a part of a forming machine used in the second building step, while Fig. 4 schematically and sectionally illustrates the green tire completed at the last half of the second building step likewise the case of Fig. 3. Figs. 5 and 6 show a combination member previously assembled from an uncured belt member 15 and an uncured tread rubber member 16 for use in the second building step, respectively.

As shown in Fig. 2, an uncured ply member 14 for the radial carcass and a pair of uncured bead core members 13 are first assembled at the first building step, and a pair of uncured inner sidewall rubber segments 17L among the separately provided inner and outer sidewall rubber segments are stuck thereon at given positions to form a cylindrical green case 11G. On the other hand, the outer sidewall rubber segments 17U are previously united onto both side surfaces of the uncured tread rubber member 16 to form a composite rubber member for supply to the subsequent second building step. In this case, the uncured members (not shown) for the rubber chafer 2M, rubber stiffener 2N and the inner liner are also assembled in the green case. Moreover, it is desirable that the uncured inner sidewall rubber segment 17L and the uncured member for the rubber chafer 2M are previously shaped into a composite rubber member by simultaneously extruding them through a dual tuber or the like.

The green case llG is fed from the first building step to the second building step. As shown in Figs. 3 and 4, a forming machine 90 for the second building step comprises a cylindrical bladder 92 freely expanding into a toroidal shape, a pair of supporters 94 airtightly supporting the bladder, and a pair of bead portion bearing bodies 96 fixed to the supporters for bearing a pair of bead portions in the green case 11G and freely approaching born bead portions toward each other to narrow the distance between the bead portions to a given level (the same as used in the conventional first to third type building methods). Furthermore, the forming machine 90 is provided with means for supplying a pressurized fluid (e.g. pressurized air) having a given pressure to the bladder 92 to inflate (expand) the bladder and discharging it from the inside of the bladder 92 to return the bladder into the original cylindrical shape.

As shown in Fig. 3, the green case 11G fed to the second building step is toroidally expanded and deformed by narrowing the distance between the mutual bead core members 13 embedded in the bead portions in accordance with the approaching of the bead portion bearing bodies 96 and the expanding deformation of the bladder 92. Onto the outer periphery of the green case 11G expanded to a given outer diameter are applied the uncured belt member 15, the uncured tread rubber member 16 and the uncured outer sidewall rubber segments 17U previously united onto both sides of the member 16.

In this connection, three uncured members 15, 16 and 17U are previously united to form a combination member 18 as shown in Figs. 5 and 6. In the embodiment of Fig. 5, the uncured tread rubber member 16 and a pair of uncured outer sidewall rubber segments 17U are simultaneously extruded through an extruder having a plurality of extruding heads, or so-called dual or triple tuber to form a composite rubber member, which is fed and stuck onto the uncured belt member 15 existing on a forming drum 85 (hereinafter abbreviated as BT drum) to form the combination member 18 on the BT drum.

In the embodiment of Fig. 6, the uncured belt member 15 and the uncured tread rubber member 16 are previously stuck to form a combination member on the BT drum 85 and then a pair of uncured outer sidewall rubber segments 17U are stuck thereonto at a position 16S shown by dotted lines to form the combination member 18. This embodiment is advantageous when the uncured tread rubber member 16 itself is a composite rubber member comprised of different rubber compositions. Moreover, the sticking of the uncured outer sidewall rubber segment may be carried out after the combination member comprised of the uncured belt member and the uncured tread rubber member is stuck on the outer periphery of the toroidally deformed green case to form a green tire having no uncured outer sidewall rubber segment at the second building step. In the latter case, the sectional contour of the uncured outer sidewall rubber segment must be matched with a space defined by the side surface of the uncured tread rubber member and the outer surface of the uncured inner sidewall rubber segment. In any case, the resulting combination member 18 is applied to the green case llG shown in Fig. 3 at the second building step. Moreover, means for exactly positioning the combination member 18 on the green case llG is omitted.

As shown in Fig. 4, the combination member 18 placed at a state of Fig. 3 is stuck on the green case llG by pushing a stitching roll SR onto the combination member 18 in a direction perpendicular to the combination member as far as possible to gradually fold each side portion of the combination member 18 inward in the radial direction. Thus, the uncured inner and outer sidewall rubber segments 17L and 17U are stuck to each other at a sticking face Qa (shown by a line) to form a unified sidewall rubber member 17. Moreover, a line Pa is a sticking face between the side end of the uncured tread rubber member 16 and the uncured outer sidewall rubber segment 17U.

Then, the green tire 11 formed by the above building method is taken out from the forming machine 90 by discharging the pressurized fluid from the inside of the bladder 92 and transferred to a subsequent vulcanization step, where the green tire 11 is subjected to a vulcanization building to manufacture a low-section profile pneumatic radial tire 1.

In order to evaluate the effect of the invention, there were tested five radial test tires for passenger cars having a tire size of 285/30ZR18. The first and second test tires are tires of Examples 1 and 2 according to the invention and have the construction shown in Fig. 1. The first tire (Example 1) has a sidewall portion 8 shown by a phantom line in Fig. 1, while the second tire (Example 2) has a sidewall portion 8 provided with an annular projecting rib 8M. In these tires, a height of an end Z of a parting face Q as measured from a rim diameter line RL is set to 0.4SH, while a height of an end Y is set to 0.36SH. The latter end Y substantially corresponds to an outer end of the top surface of the projecting rib 8M in the radial direction of the tire. The constructional uncured members are provided so as to satisfy the above set value and assembled through the first and second building steps to form a green tire 11, which is vulcanized to obtain a desired test tire having a parting face Q substantially corresponding to the set value. Moreover, a composite rubber member comprised of the uncured outer sidewall rubber segment 17U and the uncured tread rubber member 16 is formed by extrusion and shaped into a combination member 18 according to the building step shown in Fig. 5.

The remaining three test tires are manufactured by the conventional first to third type building methods as Conventional Examples 1-3, respectively. The structure of the tire in Conventional Examples 1-3 is the same as in Example 1 except for the joint face of the sidewall rubber.

The productivity at the first and second building steps is evaluated with respect to these test tires to obtain results as shown in Table 1. The productivity is represented by an index value on the basis that Conventional Example 1 is 100. The smaller the index value, the better the productivity.

The resistance to cracking in the sidewall rubber is evaluated by running each of the test tires on a drum under CBU test conditions over a given distance and measuring a crack length produced on the surface of the sidewall rubber. The test results are also shown in Table 1. The resistance to cracking is represented by an index value on the basis that Conventional Example 1 is 100. The smaller the index value, the better the resistance to cracking. Conventional Example Example 1 2 3 1 2 Resistance to cracking (index) 100 20 70 20 15 Productivity (index) 100 107 100 100 100

As seen from Table 1, the tire of Conventional Example 2 exhibits excellent resistance to cracking or sidewall durability, but has poor productivity and is not suitable for practical use. On the other hand, the tire of Conventional Example 3 has excellent productivity, but has poor resistance to cracking due to premature occurrence of the newly observed type of cracking failure, which is a problem in practical use. On the contrary, the tires of Examples 1 and 2 maintain good productivity and prevent the occurrence of the newly observed type of cracking failure to develop an excellent resistance to cracking.

As mentioned above, according to the invention, the parting face between the uncured inner and outer sidewall rubber segments is located in a region of minimum tension strain during the running of the tire under loading by applying such a building method that the uncured inner and outer sidewall rubber segments are separately provided so as to locate the outer end of the parting face in the sidewall rubber at a position corresponding to not more than 1/2 of the section height in the tire after the vulcanization, and the uncured inner sidewall rubber segment is stuck at the first building step and the uncured outer sidewall rubber segment is stuck at the second building step, whereby the newly observed type of cracking failure inevitably created in the conventional low-section profile pneumatic radial tire can advantageously be prevented. Furthermore, the invention can provide a method of building a green tire for a low-section profile pneumatic radial tire capable of maintaining productivity at a considerably high level without damaging the other tire performances and durability.


Anspruch[de]
  1. Methode zum Konfektionieren eines rohen Reifens (11) für einen Niederquerschnitts-Radialluftreifen (1), aufweisend eine radiale Karkasse (4) aus mindestens einer gummigetränkten Lage, die sich toroidförmig zwischen Wulstkernen (3) erstreckt, die in zwei Wulstbereiche (2) eingebettet sind, einen Gürtel (5), der auf einen Kronenbereich der Karkasse aufgebracht ist, einen Laufflächengummi (6), der auf dem Gürtel angeordnet ist, und zwei Seitenwandgummis (7), von denen sich jeder von einem Rand des Laufflächengummis bis zu der oberen Position von jedem der Wulstbereiche erstreckt, wobei die Methode die Schritte aufweist, bei denen:
    • vorher und getrennt ein unvulkanisiertes, inneres Seitenwandgummisegment (17L) und ein unvulkanisiertes, äußeres Seitenwandgummisegment (17U), die nach Vulkanisation einem inneren Seitenwandbereich (7L) und einem äußeren Seitenwandbereich (7U) eines Reifens in der radialen Richtung entsprechen, wobei der innere Seitenwandbereich (7L) und der äußere Seitenwandbereich (7U) durch eine Teilungsfläche (Q) geteilt sind, die ein Ende (Y; Z) hat, das auf der äußeren Oberfläche des Seitenwandgummis (7) gelegen ist;
    • das unvulkanisierte, innere Seitenwandgummisegment (17L) auf einen zylindrischen, rohen Mantel (11G) aufgeklebt wird, der mit einem unvulkanisierten Karkassenlagenelement (14) und einem unvulkanisierten Wulstkernelement (13) bei einem ersten Konfektionierschritt zusammengebaut wird;
    • der rohe Mantel (11G) durch Verkleinerung des Abstandes zwischen den unvulkanisierten Wulstkernelementen (13) toroidförmig expandiert und verformt wird;
    • ein unvulkanisiertes Gürtelelement (15) und ein unvulkanisiertes Laufflächengummielement (16) auf einen äußeren Umfang des toroidförmig verformten rohen Mantels (llG) bei einem zweiten Konfektionierschritt aufgeklebt werden, bei dem das unvulkanisierte, äußere Seitenwandgummisegment (17U), das mit jeder Seitenfläche des unvulkanisierten Laufflächengummielements (16) integral vereinigt ist, auf das unvulkanisierte, innere Seitenwandgummisegment (17L) des rohen Mantels aufgeklebt wird, um ein vereinigtes Seitenwandgummielement (17) zu bilden;
       dadurch gekennzeichnet, daß die Methode dazu bestimmt ist, einen rohen Reifen (11) für einen Niederquerschnitts-Radialluftreifen (1) zu konfektionieren, der ein Querschnittsverhältnis von nicht mehr als 55% hat, und daß das auf der äußeren Oberfläche des Seitenwandgummis (7) gelegene Ende (Y; Z) der Teilungsfläche (Q) bei einer Höhe von nicht mehr als der Hälfte der ab der Felgendurchmesserlinie (RL) gemessenen Querschnittshöhe (SH) des Reifens gelegen ist.
  2. Methode wie in Anspruch 1 beansprucht, dadurch gekennzeichnet, daß das Ende (Y) der Teilungsfläche (Q) bei dem äußeren Ende einer ringförmigen, vorspringenden Rippe (8M) gelegen ist, das auf der äußeren Oberfläche eines Seitenwandgummis (7) eines vulkanisierten Reifens bei einer Höhe vorgesehen ist, die nicht mehr als der Hälfte der Querschnittshöhe (SH) des Reifens entspricht.
  3. Methode wie in Anspruch 1 oder 2 beansprucht, dadurch gekennzeichnet, daß zwei unvulkanisierte, äußere Seitenwandgummisegmente (17U) zusammen mit dem unvulkanisierten Laufflächengummielement (16) durch einen Extruder, der eine Vielzahl von Extrudierköpfen hat, in Form eines bei dem zweiten Konfektionierschritt aufzubringenden Verbundgummielements extrudiert werden.
  4. Methode wie in irgendeinem der Ansprüche 1 bis 3 beansprucht, dadurch gekennzeichnet, daß das unvulkanisierte Gürtelelement (15) und das unvulkanisierte Laufflächengummielement (16) auf eine Formungstrommel (85) aufgeklebt werden, die einen vorgegebenen äußeren Durchmesser hat, und zwei unvulkanisierte, äußere Seitenwandgummisegmente (17U) auf die beiden Seitenoberflächen des unvulkanisierten Laufflächengummielements (16) aufgeklebt werden, um ein Kombinationselement (18) zu bilden, das bei dem zweiten Konfektionierschritt aufgebracht wird.
Anspruch[en]
  1. A method of building a green tire (11) for a low-section profile pneumatic radial tire (1) comprising a radial carcass (4) of at least one rubberized ply toroidally extending between bead cores (3) embedded in a pair of bead portions (2), a belt (5) superimposed about a crown portion of the carcass, a tread rubber (6) arranged on the belt and a pair of sidewall rubbers (7) each extending from each side end of the tread rubber to an upper position of each of the bead portions, which comprises:
    • previously and separately providing an incured inner sidewall rubber segment (17L) and an uncured outer sidewall rubber segment (17U), which segments correspond to an inner sidewall portion (7L) and an outer sidewall portion (7U) of a tire after vulcanization in a radial direction thereof, the inner sidewall portion (7L) and the outer sidewall portion (7U) being parted by a parting face (Q) having an end (Y;Z) located on the outer surface of the sidewall rubber (7);
    • sticking the uncured inner sidewall rubber segment (17L) on a cylindrical green case (11G) assembled with an uncured carcass ply member (14) and an uncured bead core member (13) at a first building step;
    • toroidally expanding and deforming the green case (11G) by narrowing the distance between the uncured bead core members (13);
    • sticking an uncured belt member (15) and an uncured tread rubber member (16) on an outer periphery of the toroidally deformed green case (11G) at a second building step, in which the uncured outer sidewall rubber segment (17U) integrally united to each side face of the uncured tread rubber member (16) is stuck on the uncured inner sidewall rubber segment (17L) of the green case to form a unified sidewall rubber member (17);
       characterized in that said method is provided for building a green tire (11) for a low-section profile pneumatic radial tire (1) having an aspect ratio of not more than 55%, and that said end (Y;Z) of said parting face (Q) located on an outer surface of the sidewall rubber (7) is located at a height not more than S of a section height (SH) of the tire as measured from a rim diameter line (RL).
  2. A method as claimed in claim 1, characterized in that the end (Y) of the parting face (Q) is located at an outer end of an annular projecting rib (8M) provided on an outer surface of a sidewall rubber (7) of a vulcanized tire at a height corresponding to not more than S of the section height (SH) of the tire.
  3. A method as claimed in claim 1 or 2, characterized in that a pair of uncured outer sidewall rubber segments (17U) are extruded together with the uncured tread rubber member (16) through an extruder having a plurality of extruding heads in form of a composite rubber member to be applied to the second building step.
  4. A method as claimed in any of claims 1 to 3, characterized in that the uncured belt member (15) and the uncured tread rubber member (16) are stuck on a forming drum (85) having a given outer diameter and a pair of uncured outer sidewall rubber segments (17U) are stuck on both side surfaces of the uncured tread rubber member (16) to form a combination member (18), which are applied to the second building step.
Anspruch[fr]
  1. Procédé de confection d'un bandage pneumatique cru (1) pour un bandage pneumatique radial à profil bas (1) comprenant une carcasse radiale (4) composée d'au moins une nappe caoutchoutée s'étendant toroïdalement entre des tringles (3) noyées dans une paire de talons (2), une ceinture (5) superposée autour d'une partie de sommet de la carcasse, une gomme de bande de roulement (6) agencée sur la ceinture et une paire de gommes de flanc (7), s'étendant chacune de chaque extrémité latérale de la gomme de bande de roulement vers une position supérieure de chacune des parties de talon, comprenant les étapes ci-dessous:
    • fourniture anticipeé et séparée d'un segment de gomme de flanc interne non vulcanisé (17L) et d'un segment de gomme de flanc externe non vulcanisé (17U), ces segments correspondant à une partie de flanc interne (7L) et à une partie de flanc externe (7U) d'un bandage pneumatique après la vulcanisation, dans une direction radiale correspondante, la partie de flanc interne (7L) et la partie de flanc externe (7U) étant séparées par une face de séparation (Q) comportant une extrémité (Y; Z) agencée sur la surface externe de la gomme de flanc (7);
    • collage du segment de gomme de flanc interne non vulcanisé (17L) sur un bandage cru cylindrique (llG), assemblé avec un élément de nappe de carcasse non vulcanisé (14) et un élément de tringle non vulcanisé (13) lors d'une première étape de confection;
    • dilatation toroïdale et déformation du bandage cru (11G) en réduisant la distance entre les éléments de tringle non vulcanisés (13);
    • collage d'un élément de ceinture non vulcanisé (15) et d'un élément de gomme de bande de roulement non vulcanisé (16) sur une périphérie externe du bandage cru à déformation toroïdale (llG) lors d'une deuxième étape de confection, lors de laquelle le segment de gomme de flanc externe non vulcanisé (17U), relié intégralement à chaque face latérale de l'élément de gomme de bande de roulement non vulcanisé (16) est collé sur le segment de gomme de flanc interne non vulcanisé (17L) du bandage cru pour former un élément de gomme de flanc unifié (17);
       caractérisé en ce que ledit procédé sert à la confection d'un bandage pneumatique cru (11) pour un bandage pneumatique radial à profil bas (1) ayant un rapport d'aspect non supérieur à 55% et en ce que ladite extrémité (Y; Z) de ladite face de séparation (Q) agencée sur une surface externe de la gomme de flanc (7) est située au niveau d'une hauteur ne représentant pas plus de la moitié d'une hauteur de section (SH) du bandage pneumatique, mesurée à partir d'une ligne diamétrale de la jante (RL).
  2. Procédé selon la revendication 1, caractérisé en ce que l'extrémité (Y) de la face de séparation (Q) est située sur une extrémité externe d'une nervure à débordement annulaire (8M), agencée sur une surface externe d'une gomme de flanc (7) d'un bandage pneumatique vulcanisé, au niveau d'une hauteur ne représentant pas plus de la moitié de la hauteur de section (SH) du bandage pneumatique.
  3. Procédé selon les revendications 1 ou 2, caractérisé en ce qu'une paire de segments de gomme de flanc externes non vulcanisés (17U) sont extrudés ensemble avec l'élément de gomme de bande de roulement non vulcanisé (16) à travers une extrudeuse comportant plusieurs têtes d'extrusion sous forme d'un élément de gomme composite destiné à être appliqué lors de la deuxième étape de confection.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'élément de ceinture non vulcanisé (15) et l'élément de gomme de bande de roulement non vulcanisé (16) sont collés sur un tambour de formage (85) ayant un diamètre extérieur défini, une paire de segments de gomme de flanc externes non vulcanisés (17U) étant collés sur les deux surfaces latérales de l'élément de gomme de bande de roulement non vulcanisé (16) pour former un élément de combinaison (18) appliqué lors de la deuxième étape de confection.






IPC
A Täglicher Lebensbedarf
B Arbeitsverfahren; Transportieren
C Chemie; Hüttenwesen
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E Bauwesen; Erdbohren; Bergbau
F Maschinenbau; Beleuchtung; Heizung; Waffen; Sprengen
G Physik
H Elektrotechnik

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