U.S. patent application number 15/516640 was filed with the patent office on 2018-07-19 for pneumatic tire and method for producing pneumatic tire.
This patent application is currently assigned to SUMITOMO RUBBER INDUSTRIES, LTD.. The applicant listed for this patent is SUMITOMO RUBBER INDUSTRIES, LTD.. Invention is credited to Takahiro KAWACHI, Mutsuki SUGIMOTO, Satoshi YAMADA, Naoki YUKAWA.
Application Number | 20180200977 15/516640 |
Document ID | / |
Family ID | 55746768 |
Filed Date | 2018-07-19 |
United States Patent
Application |
20180200977 |
Kind Code |
A1 |
YUKAWA; Naoki ; et
al. |
July 19, 2018 |
PNEUMATIC TIRE AND METHOD FOR PRODUCING PNEUMATIC TIRE
Abstract
Provided is a pneumatic tire including: a sealant layer located
radially inside an innerliner; and a sound-absorbing layer located
radially inside the sealant layer, the sealant layer being formed
of a generally string-shaped sealant provided continuously and
spirally along the inner periphery of the tire, the sound-absorbing
layer being attached with the sealant.
Inventors: |
YUKAWA; Naoki; (Kobe-shi,
JP) ; SUGIMOTO; Mutsuki; (Kobe-shi, JP) ;
KAWACHI; Takahiro; (Kobe-shi, JP) ; YAMADA;
Satoshi; (Kobe-shi, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
SUMITOMO RUBBER INDUSTRIES, LTD. |
Kobe-shi, Hyogo |
|
JP |
|
|
Assignee: |
SUMITOMO RUBBER INDUSTRIES,
LTD.
Kobe-shi, Hyogo
JP
|
Family ID: |
55746768 |
Appl. No.: |
15/516640 |
Filed: |
October 16, 2015 |
PCT Filed: |
October 16, 2015 |
PCT NO: |
PCT/JP2015/079277 |
371 Date: |
April 3, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B29C 73/22 20130101;
B29C 73/163 20130101; B29D 2030/0686 20130101; B60C 1/0008
20130101; B60C 5/00 20130101; B60C 19/12 20130101; C08L 2205/03
20130101; B60C 19/122 20130101; B60C 19/002 20130101; B29D 30/0685
20130101; C08L 23/22 20130101; B60C 5/14 20130101; B60C 11/03
20130101; B60C 9/0007 20130101; B29D 2030/0694 20130101; B60C
2200/10 20130101; B29C 73/166 20130101; C08L 2205/025 20130101;
C08L 2203/162 20130101; B29D 30/0061 20130101; B60C 5/16 20130101;
B29D 2030/0697 20130101 |
International
Class: |
B29D 30/06 20060101
B29D030/06; B29C 73/16 20060101 B29C073/16; B29C 73/22 20060101
B29C073/22; B60C 19/12 20060101 B60C019/12; B60C 19/00 20060101
B60C019/00 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 17, 2014 |
JP |
2014-212950 |
Claims
1. A pneumatic tire, comprising: a sealant layer located radially
inside an innerliner; and a sound-absorbing layer located radially
inside the sealant layer, the sealant layer being formed of a
generally string-shaped sealant provided continuously and spirally
along an inner periphery of the tire, the sound-absorbing layer
being attached with the sealant.
2. The pneumatic tire according to claim 1, wherein the
sound-absorbing layer comprises a porous sound-absorbing material,
and the porous sound-absorbing material has a specific gravity of
0.005 to 0.06.
3. The pneumatic tire according to claim 1, wherein the sealant
comprises a rubber component including a butyl-based rubber, a
liquid polymer, and an organic peroxide, and the sealant comprises
1 to 30 parts by mass of an inorganic filler relative to 100 parts
by mass of the rubber component.
4. The pneumatic tire according to claim 1, wherein the sealant
layer has a thickness of 1.0 to 10.0 mm.
5. The pneumatic tire according to claim 1, wherein the
sound-absorbing layer consists only of a porous sound-absorbing
material.
6. The pneumatic tire according to claim 1, wherein the
sound-absorbing layer has a volume that is 0.4% to 30% of a total
volume of a tire cavity.
7. The pneumatic tire according to claim 1, wherein the
sound-absorbing layer has a generally constant width and a
generally constant cross-sectional shape, and the sound-absorbing
layer is discontinuous and has one discontinuity.
8. The pneumatic tire according to claim 1, wherein the
sound-absorbing layer has a generally flat face contacting the
sealant layer.
9. The pneumatic tire according to claim 1, wherein a
tire-widthwise end of the sound-absorbing layer is thinner than a
tire-widthwise center thereof.
10. The pneumatic tire according to claim 1, wherein the sealant
layer has a width that is 85% to 115% of that of a breaker of the
tire, and the sound-absorbing layer has a width that is 50% to 95%
of that of the sealant layer.
11. The pneumatic tire according to claim 1, wherein the
sound-absorbing layer comprises a porous sound-absorbing material,
and the porous sound-absorbing material is a sponge.
12. The pneumatic tire according to claim 11, wherein the sponge is
made from a polyether polyol, a polyester polyol, or a
polyester/polyether polyol.
13. The pneumatic tire according to claim 1, wherein the
sound-absorbing layer is not impregnated with the sealant.
14. A method for producing a pneumatic tire, the method comprising
the steps of: continuously and spirally applying a generally
string-shaped sealant to an inner periphery of a vulcanized tire;
and attaching a sound-absorbing layer after the application of the
sealant.
15. The method for producing a pneumatic tire according to claim
14, wherein, in the step of attaching a sound-absorbing layer, the
sound-absorbing layer of a necessary size is set on a holder and
then attached to the tire.
16. The pneumatic tire according to claim 2, wherein the sealant
comprises a rubber component including a butyl-based rubber, a
liquid polymer, and an organic peroxide, and the sealant comprises
1 to 30 parts by mass of an inorganic filler relative to 100 parts
by mass of the rubber component.
17. The pneumatic tire according to claim 2, wherein the sealant
layer has a thickness of 1.0 to 10.0 mm.
18. The pneumatic tire according to claim 3, wherein the sealant
layer has a thickness of 1.0 to 10.0 mm.
19. The pneumatic tire according to claim 2, wherein the
sound-absorbing layer consists only of a porous sound-absorbing
material.
20. The pneumatic tire according to claim 2, wherein the sealant
layer has a thickness of 1.0 to 10.0 mm.
Description
TECHNICAL FIELD
[0001] The present invention relates to a pneumatic tire and a
method for producing a pneumatic tire.
BACKGROUND ART
[0002] Self-sealing tires with sealants applied to the inner
peripheries thereof have been known as puncture resistant pneumatic
tires (hereinafter, pneumatic tires are also referred to simply as
tires). Sealants automatically seal puncture holes formed in such
self-sealing tires.
[0003] Several methods have been known for producing self-sealing
tires, including, for example, a method that includes: adding an
organic solvent to a sealant to reduce the viscosity of the sealant
so as to be easy to handle; attaching the diluted sealant to the
inner surface of a tire; and removing the organic solvent from the
attached diluted sealant, and a method that includes: mixing a base
agent prepared in a batch kneader with a curing agent using a
static mixer or dynamic mixer to prepare a sealant; and attaching
the sealant to the inner periphery of a tire.
[0004] In recent years, there has been a need for automobiles that
are much less noisy and much quieter. Tires generate various types
of noise. Among these, so-called road noise, which is a roaring
sound in the frequency range of 50 to 400 Hz generated during
running on roads, is transmitted to the interior of cars and can
make passengers uncomfortable. In order to solve this problem,
Patent Literature 1 discloses a sponge attached to the inner side
of an innerliner of a tire with a specific sealant to reduce
noise.
CITATION LIST
Patent Literature
[0005] Patent Literature 1: JP 2013-43643 A
SUMMARY OF INVENTION
Technical Problem
[0006] However, the technique of Patent Literature 1 leaves room
for improvement in terms of sealing performance and road
noise-reducing properties of self-sealing tires. There is also room
for improvement to stably produce self-sealing tires having high
sealing performance and high road noise-reducing properties with
high productivity. Furthermore, it may cause tire imbalance due to
the sealant, resulting in deterioration of tire uniformity.
[0007] The present invention aims to solve the above problems and
provide a self-sealing tire that is excellent in sealing
performance and road noise-reducing properties.
Solution to Problem
[0008] The present invention relates a pneumatic tire (self-sealing
tire), including: a sealant layer located radially inside an
innerliner; and a sound-absorbing layer located radially inside the
sealant layer, the sealant layer being formed of a generally
string-shaped sealant provided continuously and spirally along an
inner periphery of the tire, the sound-absorbing layer being
attached with the sealant.
[0009] Preferably, the sound-absorbing layer includes a porous
sound-absorbing material, and the porous sound-absorbing material
has a specific gravity of 0.005 to 0.06.
[0010] Preferably, the sealant contains a rubber component
including a butyl-based rubber, a liquid polymer, and an organic
peroxide, and the sealant contains 1 to 30 parts by mass of an
inorganic filler relative to 100 parts by mass of the rubber
component.
[0011] The sealant layer preferably has a thickness of 1.0 to 10.0
mm.
[0012] The sound-absorbing layer preferably consists only of a
porous sound-absorbing material.
[0013] The sound-absorbing layer preferably has a volume that is
0.4% to 30% of a total volume of a tire cavity.
[0014] Preferably, the sound-absorbing layer has a generally
constant width and a generally constant cross-sectional shape, and
the sound-absorbing layer is discontinuous and has one
discontinuity.
[0015] Preferably, the sound-absorbing layer has a generally flat
face contacting the sealant layer.
[0016] A tire-widthwise end of the sound-absorbing layer is
preferably thinner than a tire-widthwise center thereof.
[0017] Preferably, the sealant layer has a width that is 85% to
115% of that of a breaker of the tire, and the sound-absorbing
layer has a width that is 50% to 95% of that of the sealant
layer.
[0018] Preferably, the sound-absorbing layer includes a porous
sound-absorbing material, and the porous sound-absorbing material
is a sponge.
[0019] The sponge is preferably made from a polyether polyol, a
polyester polyol, or a polyester/polyether polyol.
[0020] Preferably, the sealant layer is formed by sequentially
preparing a sealant by mixing raw materials including a
crosslinking agent using a continuous kneader, and sequentially
applying the sealant to an inner periphery of the tire.
[0021] The sealant discharged from an outlet of the continuous
kneader preferably has a temperature of 70.degree. C. to
150.degree. C.
[0022] The sound-absorbing layer is preferably not impregnated with
the sealant.
[0023] The present invention also relates to a method for producing
a pneumatic tire (self-sealing tire), the method including the
steps of: continuously and spirally applying a generally
string-shaped sealant to an inner periphery of a vulcanized tire;
and attaching a sound-absorbing layer after the application of the
sealant.
[0024] In the step of attaching a sound-absorbing layer, preferably
the sound-absorbing layer of a necessary size is set on a holder
and then attached to the tire.
Advantageous Effects of Invention
[0025] The pneumatic tire (self-sealing tire) of the present
invention includes a sealant layer located radially inside an
innerliner, and a sound-absorbing layer located radially inside the
sealant layer. The sealant layer is formed of a generally
string-shaped sealant provided continuously and spirally along the
inner periphery of the tire. The sound-absorbing layer is attached
with the sealant. Such a self-sealing tire is excellent in sealing
performance and road noise-reducing properties. Furthermore, the
self-sealing tire is less likely to cause tire imbalance due to the
sealant, and thus can reduce deterioration of tire uniformity.
[0026] The method for producing a pneumatic tire (self-sealing
tire) of the present invention includes the steps of: continuously
and spirally applying a generally string-shaped sealant to the
inner periphery of a vulcanized tire; and attaching a
sound-absorbing layer after the application of the sealant.
According to this method, pneumatic tires (self-sealing tires)
having high sealing performance and high road noise-reducing
properties can be stably produced with high productivity.
BRIEF DESCRIPTION OF DRAWINGS
[0027] FIG. 1 is an explanatory view schematically showing an
example of an applicator used in a method for producing a
self-sealing tire.
[0028] FIG. 2 is an enlarged view showing the vicinity of the tip
of the nozzle included in the applicator shown in FIG. 1.
[0029] FIG. 3 is an explanatory view schematically showing the
positional relationship of the nozzle to the tire.
[0030] FIG. 4 is an explanatory view schematically showing an
example of a generally string-shaped sealant continuously and
spirally attached to the inner periphery of a tire.
[0031] FIG. 5 are enlarged views showing the vicinity of the tip of
the nozzle included in the applicator shown in FIG. 1.
[0032] FIG. 6 is an explanatory view schematically showing an
example of a sealant attached to a self-sealing tire.
[0033] FIG. 7 is an explanatory view schematically showing an
example of a production facility used in a method for producing a
self-sealing tire.
[0034] FIG. 8 is an explanatory view schematically showing an
example of a cross section of the sealant shown in FIG. 4 when the
sealant is cut along the straight line A-A orthogonal to the
direction along which the sealant is applied (longitudinal
direction).
[0035] FIG. 9 is an explanatory view schematically showing an
example of a cross section of a pneumatic tire.
[0036] FIG. 10 is an explanatory view schematically showing an
example of a cross section of a self-sealing tire.
[0037] FIG. 11 is a view showing tapered ends of a sound-absorbing
layer.
[0038] FIG. 12 is a view showing another embodiment of tapered ends
of a sound-absorbing layer.
[0039] FIG. 13 is a view showing tapered ends of a sound-absorbing
material overlapping with each other.
[0040] FIG. 14 is a view showing an embodiment of truncated tapered
ends of a sound-absorbing material.
[0041] FIG. 15 is an explanatory view schematically showing an
example of a cross section of a self-sealing tire.
DESCRIPTION OF EMBODIMENTS
[0042] The pneumatic tire (self-sealing tire) of the present
invention includes a sealant layer located radially inside an
innerliner, and a sound-absorbing layer located radially inside the
sealant layer. The sealant layer is formed of a generally
string-shaped sealant provided continuously and spirally along the
inner periphery of the tire. The sound-absorbing layer is attached
with the sealant. In other words, the sealant layer is formed, for
example, by continuously and spirally applying a generally
string-shaped sealant to the inner periphery of a tire, and the
sound-absorbing layer is attached with the sealant applied to the
inner periphery of the tire.
[0043] The method for producing a pneumatic tire (self-sealing
tire) of the present invention includes the steps of: continuously
and spirally applying a generally string-shaped sealant to the
inner periphery of a vulcanized tire; and attaching a
sound-absorbing layer after the application of the sealant.
[0044] A reasonable way to produce a self-sealing tire including a
sealant layer and a sound-absorbing layer on the inner surface
thereof is to use a highly adhesive sealant which can be directly
used as an adhesive to attach the sound-absorbing layer. However,
it is difficult to extrude such a highly adhesive sealant into a
sheet having a constant width. It is also difficult to handle the
extruded sealant sheet due to its adhesiveness. Furthermore, the
sealant sheet is difficult to attach to the inner surface of a tire
and to allow the discontinuous ends of the sheets to confront each
other during the attachment. This may result in deterioration of
sealing performance or tire uniformity.
[0045] In contrast, according to the present invention, a sealant
layer with a uniform sealant (a sealant layer formed of a generally
string-shaped sealant provided continuously and spirally along the
inner periphery of a tire) can be formed on the inner periphery of
a tire by continuously and spirally applying a generally
string-shaped sealant to the inner periphery of a tire. Thus,
self-sealing tires having excellent sealing performance can be
stably produced with high productivity. The self-sealing tires
produced by the above method include a sealant layer whose sealant
is uniformly provided in the circumferential and width directions
of the tires, and especially in the circumferential direction of
the tires, and thus have excellent sealing performance. Moreover,
they are less likely to cause tire imbalance due to the sealant,
and thus can reduce deterioration of tire uniformity.
[0046] Furthermore, since a sound-absorbing layer is attached to
the sealant layer with a uniform sealant by taking advantage of the
adhesiveness of the sealant, good road noise-reducing properties
can be imparted to the tires without causing deterioration of
sealing performance. The attachment of a sound-absorbing layer to
the sealant layer with a uniform sealant also provides better road
noise-reducing properties. As described above, the present
invention can maximize the improvement effects produced by the
inclusion of a sealant layer and a sound-absorbing layer, and
therefore self-sealing tires having excellent sealing performance
and excellent road noise-reducing properties can be stably produced
with high productivity. Furthermore, the sound-absorbing layer
reduces adhesion of foreign materials to the sealant layer.
[0047] Particularly when the sealant used is a sealant having a
composition as described later, more suitable effects can be
obtained. Furthermore, the sealant having the later-described
composition automatically seals puncture holes even in a low
temperature environment.
[0048] Additionally, the sealant having the later-described
composition shows low fluidity even at high temperatures, and thus
the impregnation of the sound-absorbing layer with the sealant can
be reduced. For this reason, no film or layer needs to be provided
on the sound-absorbing layer to prevent impregnation with the
sealant, and therefore a sound-absorbing layer consisting only of a
porous sound-absorbing material can be used to provide higher road
noise-reducing properties. In this case, the porous sound-absorbing
material is in contact with the sealant layer without any film or
layer between them.
[0049] If the sound-absorbing layer is impregnated with the
sealant, then road noise-reducing properties deteriorate. However,
when the sealant having the later-described composition is used,
the sound-absorbing layer can sufficiently produce the effect of
improving road noise-reducing properties because the
sound-absorbing layer is not impregnated with the sealant.
[0050] Specifically, when the sealant having the later-described
composition is prepared by using an organic peroxide as a
crosslinking agent or incorporating a rubber component including a
butyl-based rubber with a liquid polymer such as liquid polybutene,
especially wherein the liquid polymer is a combination of two or
more materials having different viscosities, the sealant can
achieve a balanced improvement in adhesion, sealing performance,
fluidity, and processability, resulting in more suitable effects.
This is probably because the introduction of a liquid polymer
component to an organic peroxide crosslinking system using butyl
rubber as the rubber component provides adhesion, and especially
the use of liquid polymers having different viscosities reduces
flowing of the sealant during high-speed running (at high
temperatures); therefore, the sealant can achieve a balanced
improvement in the above properties. Furthermore, the incorporation
of 1 to 30 parts by mass of an inorganic filler relative to 100
parts by mass of the rubber component allows the sealant to achieve
a more balanced improvement in adhesion, sealing performance,
fluidity, and processability, resulting in more suitable
effects.
[0051] The sealant containing an organic peroxide shows good
adhesion even after application, and thus allows for more suitable
attachment of a sound-absorbing layer. The crosslinking step
described later may or may not be performed after the application
of a sealant but before the attachment of a sound-absorbing layer.
In either case, the sealant containing an organic peroxide allows
for more suitable attachment of a sound-absorbing layer.
[0052] The following describes suitable examples of the method for
producing a self-sealing tire of the present invention.
[0053] A self-sealing tire can be produced, for example, by
preparing a sealant by mixing the components of the sealant, and
then attaching the sealant to the inner periphery of a tire by
application or other means to form a sealant layer. The
self-sealing tire includes the sealant layer located radially
inside an innerliner.
[0054] The hardness (viscosity) of the sealant needs to be adjusted
to an appropriate viscosity according to the service temperature by
controlling the rubber component and the degree of crosslinking.
The rubber component is controlled by varying the type and amount
of liquid rubber, plasticizers, or carbon black, while the degree
of crosslinking is controlled by varying the type and amount of
crosslinking agents or crosslinking activators.
[0055] Any sealant that shows adhesion may be used, and rubber
compositions conventionally used to seal punctures of tires can be
used. The rubber component constituting a main ingredient of such a
rubber composition may include a butyl-based rubber. Examples of
the butyl-based rubber include butyl rubber (IIR) and halogenated
butyl rubbers (X-IIR) such as brominated butyl rubber (Br-IIR) and
chlorinated butyl rubber (Cl-IIR). In particular, in view of
fluidity and other properties, either or both of butyl rubber and
halogenated butyl rubbers can be suitably used. The butyl-based
rubber to be used is preferably in the form of pellets. Such a
pelletized butyl-based rubber can be precisely and suitably
supplied to a continuous kneader so that the sealant can be
produced with high productivity.
[0056] In order to reduce the deterioration of the fluidity of the
sealant, the butyl-based rubber to be used is preferably a
butyl-based rubber A having a Mooney viscosity ML.sub.1+8 at
125.degree. C. of at least 20 but less than 40 and/or a butyl-based
rubber B having a Mooney viscosity ML.sub.1+8 at 125.degree. C. of
at least 40 but not more than 80. It is particularly suitable to
use at least the butyl-based rubber A. When the butyl-based rubbers
A and B are used in combination, the blending ratio may be
appropriately chosen.
[0057] The Mooney viscosity ML.sub.1+8 at 125.degree. C. of the
butyl-based rubber A is more preferably 25 or more, still more
preferably 28 or more, but more preferably 38 or less, still more
preferably 35 or less. If the Mooney viscosity is less than 20, the
fluidity may be reduced. If the Mooney viscosity is 40 or more, the
effect of the combined use may not be achieved.
[0058] The Mooney viscosity ML.sub.1+8 at 125.degree. C. of the
butyl-based rubber B is more preferably 45 or more, still more
preferably 48 or more, but more preferably 70 or less, still more
preferably 60 or less. If the Mooney viscosity is less than 40, the
effect of the combined use may not be achieved. If the Mooney
viscosity is more than 80, sealing performance may be reduced.
[0059] The Mooney viscosity ML.sub.1+8 at 125.degree. C. is
determined in conformity with DISK-6300-1:2001 at a test
temperature of 125.degree. C. using an L type rotor with a
preheating time of one minute and a rotation time of eight
minutes.
[0060] The rubber component may be a combination with other
ingredients such as diene rubbers, including natural rubber (NR),
polyisoprene rubber (IR), polybutadiene rubber (BR),
styrene-butadiene rubber (SBR), styrene-isoprene-butadiene rubber
(SIBR), ethylene-propylene-diene rubber (EPDM), chloroprene rubber
(CR), acrylonitrile-butadiene rubber (NBR), and butyl rubber (IIR).
In view of fluidity and other properties, the amount of the
butyl-based rubber based on 100% by mass of the rubber component is
preferably 90% by mass or more, more preferably 95% by mass or
more, particularly preferably 100% by mass.
[0061] Examples of the liquid polymer used in the sealant include
liquid polybutene, liquid polyisobutene, liquid polyisoprene,
liquid polybutadiene, liquid poly-.alpha.-olefin, liquid
isobutylene, liquid ethylene-.alpha.-olefin copolymers, liquid
ethylene-propylene copolymers, and liquid ethylene-butylene
copolymers. In order to provide adhesion and other properties,
liquid polybutene is preferred among these. Examples of the liquid
polybutene include copolymers having a long-chain hydrocarbon
molecular structure which is based on isobutene and further reacted
with normal butene. Hydrogenated liquid polybutene may also be
used.
[0062] In order to prevent the sealant from flowing during
high-speed running, the liquid polymer (e.g. liquid polybutene) to
be used is preferably a liquid polymer A having a kinematic
viscosity at 100.degree. C. of 550 to 625 mm.sup.2/s and/or a
liquid polymer B having a kinematic viscosity at 100.degree. C. of
3,540 to 4,010 mm.sup.2/s, more preferably a combination of the
liquid polymers A and B.
[0063] The kinematic viscosity at 100.degree. C. of the liquid
polymer A (e.g. liquid polybutene) is preferably 550 mm.sup.2/s or
higher, more preferably 570 mm.sup.2/s or higher. If the kinematic
viscosity is lower than 550 mm.sup.2/s, flowing of the sealant may
occur. The kinematic viscosity at 100.degree. C. is preferably 625
mm.sup.2/s or lower, more preferably 610 mm.sup.2/s or lower. If
the kinematic viscosity is higher than 625 mm.sup.2/s, the sealant
may have higher viscosity and deteriorated extrudability.
[0064] The kinematic viscosity at 100.degree. C. of the liquid
polymer B (e.g. liquid polybutene) is preferably 3,600 mm.sup.2/s
or higher, more preferably 3,650 mm.sup.2/s or higher. If the
kinematic viscosity is lower than 3,540 mm.sup.2/s, the sealant may
have too low a viscosity and easily flow during service of the
tire, resulting in deterioration of sealing performance or
uniformity.
[0065] The kinematic viscosity at 100.degree. C. is preferably
3,900 mm.sup.2/s or lower, more preferably 3,800 mm.sup.2/s or
lower. If the kinematic viscosity is higher than 4,010 mm.sup.2/s,
sealing performance may deteriorate.
[0066] The kinematic viscosity at 40.degree. C. of the liquid
polymer A (e.g. liquid polybutene) is preferably 20,000 mm.sup.2/s
or higher, more preferably 23,000 mm.sup.2/s or higher. If the
kinematic viscosity is lower than 20,000 mm.sup.2/s, the sealant
may be soft so that its flowing can occur. The kinematic viscosity
at 40.degree. C. is preferably 30,000 mm.sup.2/s or lower, more
preferably 28,000 mm.sup.2/s or lower. If the kinematic viscosity
is higher than 30,000 mm.sup.2/s, the sealant may have too high a
viscosity and deteriorated sealing performance.
[0067] The kinematic viscosity at 40.degree. C. of the liquid
polymer B (e.g. liquid polybutene) is preferably 120,000 mm.sup.2/s
or higher, more preferably 150,000 mm.sup.2/s or higher. If the
kinematic viscosity is lower than 120,000 mm.sup.2/s, the sealant
may have too low a viscosity and easily flow during service of the
tire, resulting in deterioration of sealing performance or
uniformity.
[0068] The kinematic viscosity at 40.degree. C. is preferably
200,000 mm.sup.2/s or lower, more preferably 170,000 mm.sup.2/s or
lower. If the kinematic viscosity is higher than 200,000
mm.sup.2/s, the sealant may have too high a viscosity and
deteriorated sealing performance.
[0069] The kinematic viscosity is determined in conformity with JIS
K 2283-2000 at 100.degree. C. or 40.degree. C.
[0070] The amount of the liquid polymer (the combined amount of the
liquid polymers A and B and other liquid polymers) relative to 100
parts by mass of the rubber component is preferably 50 parts by
mass or more, more preferably 100 parts by mass or more, still more
preferably 150 parts by mass or more. If the amount is less than 50
parts by mass, adhesion may be reduced. The amount is preferably
400 parts by mass or less, more preferably 300 parts by mass or
less, still more preferably 250 parts by mass or less. If the
amount is more than 400 parts by mass, flowing of the sealant may
occur.
[0071] In the case where the liquid polymers A and B are used in
combination, the blending ratio of these polymers [(amount of
liquid polymer A)/(amount of liquid polymer B)] is preferably 10/90
to 90/10, more preferably 30/70 to 70/30, still more preferably
40/60 to 60/40. When the blending ratio is within the range
indicated above, the sealant is provided with good adhesion.
[0072] The organic peroxide (crosslinking agent) is not
particularly limited, and conventionally known compounds can be
used. The use of a butyl-based rubber and a liquid polymer in an
organic peroxide crosslinking system improves adhesion, sealing
performance, fluidity, and processability.
[0073] Examples of the organic peroxide include acyl peroxides such
as benzoyl peroxide, dibenzoyl peroxide, and p-chlorobenzoyl
peroxide; peroxyesters such as 1-butyl peroxyacetate, t-butyl
peroxybenzoate, and t-butyl peroxyphthalate; ketone peroxides such
as methyl ethyl ketone peroxide; alkyl peroxides such as di-t-butyl
peroxybenzoate and 1,3-bis(1-butylperoxyisopropyl)benzene;
hydroperoxides such as t-butyl hydroperoxide; and dicumyl peroxide
and t-butylcumyl peroxide. In view of adhesion and fluidity, acyl
peroxides are preferred among these, with dibenzoyl peroxide being
particularly preferred. Moreover, the organic peroxide
(crosslinking agent) to be used is preferably in the form of
powder. Such a powdered organic peroxide (crosslinking agent) can
be precisely and suitably supplied to a continuous kneader so that
the sealant can be produced with high productivity.
[0074] The amount of the organic peroxide (crosslinking agent)
relative to 100 parts by mass of the rubber component is preferably
0.5 parts by mass or more, more preferably 1 part by mass or more,
still more preferably 5 parts by mass or more. If the amount is
less than 0.5 parts by mass, crosslink density may decrease so that
flowing of the sealant can occur. The amount is preferably 40 parts
by mass or less, more preferably 20 parts by mass or less, still
more preferably 15 parts by mass or less. If the amount is more
than 40 parts by mass, crosslink density may increase so that the
sealant can be hardened and show reduced sealing performance.
[0075] The crosslinking activator (vulcanization accelerator) to be
used may be at least one selected from the group consisting of
sulfenamide crosslinking activators, thiazole crosslinking
activators, thiuram crosslinking activators, thiourea crosslinking
activators, guanidine crosslinking activators, dithiocarbamate
crosslinking activators, aldehyde-amine crosslinking activators,
aldehyde-ammonia crosslinking activators, imidazoline crosslinking
activators, xanthate crosslinking activators, and quinone dioxime
compounds (quinoid compounds). For example, quinone dioxime
compounds (quinoid compounds) can be suitably used. The use of a
butyl-based rubber and a liquid polymer in a crosslinking system
including a crosslinking activator added to an organic peroxide
improves adhesion, sealing performance, fluidity, and
processability.
[0076] Examples of the quinone dioxime compound include
p-benzoquinone dioxime, p-quinone dioxime, p-quinone dioxime
diacetate, p-quinone dioxime dicaproate, p-quinone dioxime
dilaurate, p-quinone dioxime distearate, p-quinone dioxime
dicrotonate, p-quinone dioxime dinaphthenate, p-quinone dioxime
succinate, p-quinone dioxime adipate, p-quinone dioxime difuroate,
p-quinone dioxime dibenzoate, p-quinone dioxime
di(o-chlorobenzoate), p-quinone dioxime di(p-chlorobenzoate),
p-quinone dioxime di(p-nitrobenzoate), p-quinone dioxime
di(m-nitrobenzoate), p-quinone dioxime di(3,5-dinitrobenzoate),
p-quinone dioxime di(p-methoxybenzoate), p-quinone dioxime
di(n-amyloxybenzoate), and p-quinone dioxime di(m-bromobenzoate).
In view of adhesion, sealing performance, and fluidity,
p-benzoquinone dioxime is preferred among these. Moreover, the
crosslinking activator (vulcanization accelerator) to be used is
preferably in the form of powder. Such a powdered crosslinking
activator (vulcanization accelerator) can be precisely and suitably
supplied to a continuous kneader so that the sealant can be
produced with high productivity.
[0077] The amount of the crosslinking activator (e.g. quinone
dioxime compounds) relative to 100 parts by mass of the rubber
component is preferably 0.5 parts by mass or more, more preferably
1 part by mass or more, still more preferably 3 parts by mass or
more. If the amount is less than 0.5 parts by mass, flowing of the
sealant may occur. The amount is preferably 40 parts by mass or
less, more preferably 20 parts by mass or less, still more
preferably 15 parts by mass or less. If the amount is more than 40
parts by mass, sealing performance may be reduced.
[0078] The sealant may further contain an inorganic filler such as
carbon black, silica, calcium carbonate, calcium silicate,
magnesium oxide, aluminum oxide, barium sulfate, talc, or mica; or
a plasticizer such as aromatic process oils, naphthenic process
oils, or paraffinic process oils.
[0079] The amount of the inorganic filler relative to 100 parts by
mass of the rubber component is preferably 1 part by mass or more,
more preferably 10 parts by mass or more. If the amount is less
than 1 part by mass, sealing performance may be reduced due to
degradation by ultraviolet rays. The amount is preferably 50 parts
by mass or less, more preferably 40 parts by mass or less, still
more preferably 30 parts by mass or less. If the amount is more
than 50 parts by mass, the sealant may have too high a viscosity
and deteriorated sealing performance.
[0080] In order to prevent degradation by ultraviolet rays, the
inorganic filler is preferably carbon black. In this case, the
amount of the carbon black relative to 100 parts by mass of the
rubber component is preferably 1 part by mass or more, more
preferably 10 parts by mass or more. If the amount is less than 1
part by mass, sealing performance may be reduced due to degradation
by ultraviolet rays. The amount is preferably 50 parts by mass or
less, more preferably 40 parts by mass or less, still more
preferably 25 parts by mass or less. If the amount is more than 50
parts by mass, the sealant may have too high a viscosity and
deteriorated sealing performance.
[0081] The amount of the plasticizer relative to 100 parts by mass
of the rubber component is preferably 1 part by mass or more, more
preferably 5 parts by mass or more. If the amount is less than 1
part by mass, the sealant may show lower adhesion to tires, failing
to have sufficient sealing performance. The amount is preferably 40
parts by mass or less, more preferably 20 parts by mass or less. If
the amount is more than 40 parts by mass, the sealant may slide in
the kneader so that it cannot be easily kneaded.
[0082] The sealant is preferably prepared by mixing a pelletized
butyl-based rubber, a powdered crosslinking agent, and a powdered
crosslinking activator, and more preferably by mixing a pelletized
butyl-based rubber, a liquid polybutene, a plasticizer, carbon
black powder, a powdered crosslinking agent, and a powdered
crosslinking activator. Such raw materials can be suitably supplied
to a continuous kneader so that the sealant can be produced with
high productivity.
[0083] The sealant is preferably obtained by incorporating a rubber
component including butyl rubber with predetermined amounts of a
liquid polymer, an organic peroxide, and a crosslinking
activator.
[0084] A sealant obtained by incorporating butyl rubber with a
liquid polymer such as liquid polybutene, especially wherein the
butyl rubber and the liquid polymer are each a combination of two
or more materials having different viscosities, can achieve a
balanced improvement in adhesion, sealing performance, fluidity,
and processability. This is because the introduction of a liquid
polymer component to an organic peroxide crosslinking system using
butyl rubber as the rubber component provides adhesion, and
especially the use of liquid polymers or solid butyl rubbers having
different viscosities reduces flowing of the sealant during
high-speed running. Therefore, the sealant can achieve a balanced
improvement in adhesion, sealing performance, fluidity, and
processability.
[0085] The viscosity at 40.degree. C. of the sealant is not
particularly limited. In order to allow the sealant to suitably
maintain a generally string shape when it is applied to the inner
periphery of a tire, and in view of adhesion, fluidity, and other
properties, the viscosity at 40.degree. C. is preferably 3,000 Pas
or higher, more preferably 5,000 Pas or higher, but preferably
70,000 Pas or lower, more preferably 50,000 Pas or lower. If the
viscosity is lower than 3,000 Pas, the applied sealant may flow
when the tire stops rotating, so that the sealant cannot maintain
the film thickness. Also, if the viscosity is higher than 70,000
Pas, the sealant cannot be easily discharged from the nozzle.
[0086] The viscosity of the sealant is determined at 40.degree. C.
in conformity with JIS K 6833 using a rotational viscometer.
[0087] A self-sealing tire including a sealant layer located
radially inside an innerliner can be produced by preparing a
sealant by mixing the aforementioned materials, and applying the
sealant to the inner periphery of a tire, and preferably to the
radially inner side of an innerliner. The materials of the sealant
may be mixed using known continuous kneaders, for example. In
particular, they are preferably mixed using a co-rotating or
counter-rotating multi-screw kneading extruder and particularly
using a twin screw kneading extruder.
[0088] The continuous kneader (especially twin screw kneading
extruder) preferably has a plurality of supply ports for supplying
raw materials, more preferably at least three supply ports, still
more preferably at least three supply ports including upstream,
midstream, and downstream supply ports. By sequentially supplying
the raw materials to the continuous kneader (especially twin screw
kneading extruder), the raw materials are mixed and sequentially
and continuously prepared into a sealant.
[0089] Preferably, the raw materials are sequentially supplied to
the continuous kneader (especially twin screw kneading extruder),
starting from the material having a higher viscosity. In this case,
the materials can be sufficiently mixed and prepared into a sealant
of a consistent quality. Moreover, powder materials, which improve
kneadability, should be introduced as upstream as possible.
[0090] The organic peroxide is preferably supplied to the
continuous kneader (especially twin screw kneading extruder)
through its downstream supply port. In this case, the time period
from supplying the organic peroxide to applying the sealant to a
tire can be shortened so that the sealant can be applied to a tire
before it is cured. This allows for more stable production of
self-sealing tires.
[0091] Since kneading is unsuccessfully accomplished when a large
amount of the liquid polymer is introduced at once into the
continuous kneader (especially twin screw kneading extruder), the
liquid polymer is preferably supplied to the continuous kneader
(especially twin screw kneading extruder) through a plurality of
supply ports. In this case, the sealant can be more suitably
kneaded.
[0092] When a continuous kneader (especially twin screw kneading
extruder) is used, the sealant is preferably prepared using the
continuous kneader (especially twin screw kneading extruder) having
at least three supply ports by supplying a rubber component such as
a butyl-based rubber, an inorganic filler, and a crosslinking
activator each from the upstream supply port, a liquid polymer B
from the midstream supply port, and a liquid polymer A, an organic
peroxide, and a plasticizer each from the downstream supply port of
the continuous kneader (especially twin screw kneading extruder),
followed by kneading and extrusion. The materials such as liquid
polymers may be entirely or partially supplied from the respective
supply ports. Preferably, 95% by mass or more of the total amount
of each material is supplied from the supply port.
[0093] Preferably, all the raw materials to be introduced into the
continuous kneader are introduced into the continuous kneader under
the control of a quantitative feeder. This allows for continuous
and automated preparation of the sealant.
[0094] Any feeder that can provide quantitative feeding may be
used, including known feeders such as screw feeders, plunger pumps,
gear pumps, and mohno pumps.
[0095] Solid raw materials (especially pellets or powder) such as
pelletized butyl-based rubbers, carbon black powder, powdered
crosslinking agents, and powdered crosslinking activators are
preferably quantitatively supplied using a screw feeder. This
allows the solid raw materials to be supplied precisely in fixed
amounts, thereby allowing for the production of a higher quality
sealant and therefore a higher quality self-sealing tire.
[0096] Moreover, the solid raw materials are preferably
individually supplied through separate respective feeders. In this
case, the raw materials need not to be blended beforehand, which
facilitates supply of the materials in the mass production.
[0097] The plasticizer is preferably quantitatively supplied using
a plunger pump. This allows the plasticizer to be supplied
precisely in a fixed amount, thereby allowing for the production of
a higher quality sealant and therefore a higher quality
self-sealing tire.
[0098] The liquid polymer is preferably quantitatively supplied
using a gear pump. This allows the liquid polymer to be supplied
precisely in a fixed amount, thereby allowing for the production of
a higher quality sealant and therefore a higher quality
self-sealing tire.
[0099] The liquid polymer to be supplied is preferably kept under
constant temperature control. The constant temperature control
allows the liquid polymer to be supplied more precisely in a fixed
amount. The liquid polymer to be supplied preferably has a
temperature of 20.degree. C. to 90.degree. C., more preferably
40.degree. C. to 70.degree. C.
[0100] In view of easy mixing and of extrudability, dispersion, and
crosslinking reaction, the mixing in the continuous kneader
(especially twin screw kneading extruder) is preferably carried out
at a barrel temperature of 30.degree. C. (preferably 50.degree. C.)
to 150.degree. C.
[0101] In view of sufficient mixing, preferably, the materials
supplied upstream are mixed for 1 to 3 minutes, and the materials
supplied midstream are mixed for 1 to 3 minutes, while the
materials supplied downstream are preferably mixed for 0.5 to 2
minutes in order to avoid crosslinking. The times for mixing the
materials each refer to the residence time in the continuous
kneader (especially twin screw kneading extruder) from supply to
discharge. For example, the time for mixing the materials supplied
downstream means the residence time from when they are supplied
through a downstream supply port until they are discharged.
[0102] By varying the screw rotational speed of the continuous
kneader (especially twin screw kneading extruder) or the setting of
a temperature controller, it is possible to control the temperature
of the sealant discharged from the outlet and therefore the rate of
curing acceleration of the sealant. As the screw rotational speed
of the continuous kneader (especially twin screw kneading extruder)
increases, kneadability and material temperature increase. The
screw rotational speed does not affect the discharge amount. In
view of sufficient mixing and control of the rate of curing
acceleration, the screw rotational speed is preferably 50 to 700
(preferably 550) rpm.
[0103] In view of sufficient mixing and control of the rate of
curing acceleration, the temperature of the sealant discharged from
the outlet of the continuous kneader (especially twin screw
kneading extruder) is preferably 70.degree. C. to 150.degree. C.,
more preferably 90.degree. C. to 130.degree. C. When the
temperature of the sealant is within the range indicated above, the
crosslinking reaction begins upon the application of the sealant
and the sealant adheres well to the inner periphery of a tire and,
at the same time, the crosslinking reaction more suitably proceeds,
whereby a self-sealing tire having high sealing performance can be
produced. Moreover, the crosslinking step described later is not
required in this case.
[0104] The amount of the sealant discharged from the outlet of the
continuous kneader (especially twin screw kneading extruder) is
determined according to the amounts of the raw materials supplied
through the supply ports. The amounts of the raw materials supplied
through the supply ports are not particularly limited, and a person
skilled in the art can appropriately select the amounts.
[0105] In order to suitably produce a self-sealing tire having much
better uniformity and sealing performance, preferably a
substantially constant amount (discharge amount) of the sealant is
discharged from the outlet.
[0106] Herein, the substantially constant discharge amount means
that the discharge amount varies within a range of 93% to 107%,
preferably 97% to 103%, more preferably 98% to 102%, still more
preferably 99% to 101%.
[0107] The outlet of the continuous kneader (especially twin screw
kneading extruder) is preferably connected to a nozzle. Since the
continuous kneader (especially twin screw kneading extruder) can
discharge the materials at a high pressure, the prepared sealant
can be attached in a thin, generally string shape (bead shape) to a
tire by means of a nozzle (preferably a small diameter nozzle
creating high resistance) mounted on the outlet. Specifically, by
discharging the sealant from a nozzle connected to the outlet of
the continuous kneader (especially twin screw kneading extruder) to
sequentially apply it to the inner periphery of a tire, the applied
sealant has a substantially constant thickness, thereby preventing
deterioration of tire uniformity. This allows for the production of
a self-sealing tire that is excellent in weight balance.
[0108] Next, for example, the mixed sealant is discharged from the
nozzle connected to the outlet of the extruder such as a continuous
kneader (especially twin screw kneading extruder) to feed and apply
the sealant directly to the inner periphery of a vulcanized tire,
whereby a self-sealing tire can be produced. In this case, since
the sealant which has been mixed in, for example, a twin screw
kneading extruder and in which the crosslinking reaction in the
extruder is suppressed is directly applied to the tire inner
periphery, the crosslinking reaction of the sealant begins upon the
application and the sealant adheres well to the tire inner
periphery and, at the same time, the crosslinking reaction suitably
proceeds. For this reason, the sealant applied to the tire inner
periphery forms a sealant layer while suitably maintaining a
generally string shape. Accordingly, the sealant can be applied and
processed in a series of steps and therefore productivity is
further improved. Moreover, the application of the sealant to the
inner periphery of a vulcanized tire further enhances the
productivity of self-sealing tires. Furthermore, the sealant
discharged from the nozzle connected to the outlet of the
continuous kneader (especially twin screw kneading extruder) is
preferably sequentially applied directly to the tire inner
periphery. In this case, since the sealant in which the
crosslinking reaction in the continuous kneader (especially twin
screw kneading extruder) is suppressed is directly and continuously
applied to the tire inner periphery, the crosslinking reaction of
the sealant begins upon the application and the sealant adheres
well to the tire inner periphery and, at the same time, the
crosslinking reaction suitably proceeds, whereby a self-sealing
tire that is excellent in weight balance can be produced with
higher productivity.
[0109] With regard to the application of the sealant to the inner
periphery of a tire, the sealant may be applied at least to the
inner periphery of a tire that corresponds to a tread portion, and
more preferably at least to the inner periphery of a tire that
corresponds to a breaker. Omitting the application of the sealant
to areas where the sealant is unnecessary further enhances the
productivity of self-sealing tires.
[0110] The inner periphery of a tire that corresponds to a tread
portion refers to a portion of the inner periphery of a tire that
is located radially inside a tread portion which contacts the road
surface. The inner periphery of a tire that corresponds to a
breaker refers to a portion of the inner periphery of a tire that
is located radially inside a breaker. The breaker refers to a
component placed inside a tread and radially outside a carcass.
Specifically, it is a component shown as a breaker 16 in FIG. 9,
for example.
[0111] Unvulcanized tires are usually vulcanized using bladders.
During the vulcanization, such a bladder inflates and closely
attaches to the inner periphery (innerliner) of the tire. Hence, a
mold release agent is usually applied to the inner periphery
(innerliner) of the tire to avoid adhesion between the bladder and
the inner periphery (innerliner) of the tire after completion of
the vulcanization.
[0112] The mold release agent is usually a water-soluble paint or a
mold-releasing rubber. However, the presence of the mold release
agent on the inner periphery of the tire may impair the adhesion
between the sealant and the inner periphery of the tire. For this
reason, it is preferred to preliminarily remove the mold release
agent from the inner periphery of the tire. In particular, the mold
release agent is more preferably preliminarily removed at least
from a portion of the tire inner periphery in which application of
the sealant starts. Still more preferably, the mold release agent
is preliminarily removed from the entire area of the tire inner
periphery where the sealant is to be applied. In this case, the
sealant adheres better to the tire inner periphery and therefore a
self-sealing tire having higher sealing performance can be
produced.
[0113] The mold release agent may be removed from the tire inner
periphery by any method, including known methods such as buffing
treatment, laser treatment, high pressure water washing, and
removal with detergents and preferably with neutral detergents.
[0114] An example of a production facility used in the method for
producing a self-sealing tire will be briefly described below
referring to FIG. 7.
[0115] The production facility includes a twin screw kneading
extruder 60, a material feeder 62 for supplying raw materials to
the twin screw kneading extruder 60, and a rotary drive device 50
which fixes and rotates a tire 10 while moving the tire in the
width and radial directions of the tire. The twin screw kneading
extruder 60 has five supply ports 61, specifically, including three
upstream supply ports 61a, one midstream supply port 61b, and one
downstream supply port 61c. Further, the outlet of the twin screw
kneading extruder 60 is connected to a nozzle 30.
[0116] The raw materials are sequentially supplied from the
material feeder 62 to the twin screw kneading extruder 60 through
the supply ports 61 of the twin screw kneading extruder 60 and then
kneaded in the twin screw kneading extruder 60 to sequentially
prepare a sealant. The prepared sealant is continuously discharged
from the nozzle 30 connected to the outlet of the twin screw
kneading extruder 60. The tire is traversed and/or moved up and
down (moved in the width direction and/or the radial direction of
the tire) while being rotated by the tire drive device, and the
sealant discharged from the nozzle 30 is sequentially applied
directly to the inner periphery of the tire, whereby the sealant
can be continuously and spirally attached to the tire inner
periphery. In other words, the sealant can be continuously and
spirally attached to the inner periphery of a tire by sequentially
applying the sealant continuously discharged from the continuous
kneader (especially twin screw kneading extruder) directly to the
inner periphery of the tire while rotating the tire and
simultaneously moving it in the width direction and/or the radial
direction of the tire.
[0117] Such a continuous and spiral attachment of the sealant to
the tire inner periphery can prevent deterioration of tire
uniformity, thereby allowing for the production of a self-sealing
tire that is excellent in weight balance. Moreover, the continuous
and spiral attachment of the sealant to the tire inner periphery
allows for the formation of a sealant layer in which the sealant is
uniformly provided in the circumferential and width directions of
the tire, and especially in the circumferential direction of the
tire. This allows for stable production of self-sealing tires
having excellent sealing performance with high productivity. The
sealant is preferably attached without overlapping in the width
direction and more preferably without gaps. In this case, the
deterioration of tire uniformity can be further prevented and a
more uniform sealant layer can be formed.
[0118] The raw materials are sequentially supplied to a continuous
kneader (especially twin screw kneading extruder) which
sequentially prepares a sealant. The prepared sealant is
continuously discharged from a nozzle connected to the outlet of
the continuous kneader (especially twin screw kneading extruder),
and the discharged sealant is sequentially applied directly to the
inner periphery of a tire. In this manner, self-sealing tires can
be produced with high productivity.
[0119] The sealant layer is preferably formed by continuously and
spirally applying a generally string-shaped sealant to the inner
periphery of a tire. In this case, a sealant layer formed of a
generally string-shaped sealant provided continuously and spirally
along the inner periphery of a tire can be formed on the inner
periphery of the tire. The sealant layer may be formed of layers of
the sealant, but preferably consists of one layer of the
sealant.
[0120] In the case of a generally string-shaped sealant, a sealant
layer consisting of one layer of the sealant can be formed by
continuously and spirally applying the sealant to the inner
periphery of a tire. In the case of a generally string-shaped
sealant, since the applied sealant has a certain thickness, even a
sealant layer consisting of one layer of the sealant can prevent
deterioration of tire uniformity and allows for the production of a
self-sealing tire having an excellent weight balance and good
sealing performance. Moreover, since it is sufficient to only apply
one layer of the sealant without stacking layers of the sealant,
self-sealing tires can be produced with higher productivity.
[0121] The number of turns of the sealant around the inner
periphery of the tire is preferably 20 to 70, more preferably 20 to
60, still more preferably 35 to 50, because then the deterioration
of tire uniformity can be prevented and a self-sealing tire having
an excellent weight balance and good sealing performance can be
produced with higher productivity. Here, two turns means that the
sealant is applied such that it makes two laps around the inner
periphery of the tire. In FIG. 4, the number of turns of the
sealant is six.
[0122] The use of a continuous kneader (especially twin screw
kneading extruder) enables the preparation (kneading) of a sealant
and the discharge (application) of the sealant to be simultaneously
and continuously performed. Thus, a highly viscous and adhesive
sealant which is difficult to handle can be directly applied to the
inner periphery of a tire without handling it, so that a
self-sealing tire can be produced with high productivity. If a
sealant is prepared by kneading with a curing agent in a batch
kneader, the time period from preparing a sealant to attaching the
sealant to a tire is not constant. In contrast, by sequentially
preparing a sealant by mixing raw materials including an organic
peroxide using a continuous kneader (especially twin screw kneading
extruder), and sequentially applying the sealant to the inner
periphery of a tire, the time period from preparing a sealant to
attaching the sealant to a tire is held constant. Accordingly, when
the sealant is applied through a nozzle, the amount of the sealant
discharged from the nozzle is stable; furthermore, the sealant
shows consistent adhesion while reducing the deterioration of
adhesion to the tire, and even a highly viscous and adhesive
sealant which is difficult to handle can be precisely applied to
the tire inner periphery. Therefore, self-sealing tires of a
consistent quality can be stably produced.
[0123] The following describes methods for applying the sealant to
the inner periphery of a tire.
First Embodiment
[0124] According to a first embodiment, a self-sealing tire can be
produced, for example, by performing the Step (1), Step (2), and
Step (3) below in the process of applying an adhesive sealant
through a nozzle to the inner periphery of a tire while rotating
the tire and simultaneously moving at least one of the tire and
nozzle in the width direction of the tire: Step (1) of measuring
the distance between the inner periphery of the tire and the tip of
the nozzle using a non-contact displacement sensor; Step (2) of
moving at least one of the tire and nozzle in the radial direction
of the tire according to the measurement to adjust the distance
between the inner periphery of the tire and the tip of the nozzle
to a predetermined length; and Step (3) of applying the sealant to
the inner periphery of the tire after the distance is adjusted.
[0125] The distance between the inner periphery of the tire and the
tip of the nozzle can be maintained at a constant length by
measuring the distance between the inner periphery of the tire and
the tip of the nozzle using a non-contact displacement sensor and
feeding back the measurement. Moreover, since the sealant is
applied to the tire inner periphery while maintaining the distance
at a constant length, the applied sealant can have a uniform
thickness without being affected by variations in tire shape and
irregularities at joint portions or the like. Furthermore, since it
is not necessary to enter the coordinate data of each tire having a
different size as in the conventional art, the sealant can be
efficiently applied.
[0126] FIG. 1 is an explanatory view schematically showing an
example of an applicator used in a method for producing a
self-sealing tire, and FIG. 2 is an enlarged view showing the
vicinity of the tip of the nozzle included in the applicator shown
in FIG. 1.
[0127] FIG. 1 shows a cross section of a part of a tire 10 in the
meridional direction (a cross section taken along a plane including
the width and radial directions of the tire). FIG. 2 shows a cross
section of a part of the tire 10 taken along a plane including the
circumferential and radial directions of the tire. In FIGS. 1 and
2, the width direction (axis direction) of the tire is indicated by
an arrow X, the circumferential direction of the tire is indicated
by an arrow Y, and the radial direction of the tire is indicated by
an arrow Z.
[0128] The tire 10 is mounted on a rotary drive device (not shown)
which fixes and rotates a tire while moving the tire in the width
and radial directions of the tire. The rotary drive device allows
for the following independent operations: rotation around the axis
of the tire, movement in the width direction of the tire, and
movement in the radial direction of the tire.
[0129] The rotary drive device includes a controller (not shown)
capable of controlling the amount of movement in the radial
direction of the tire. The controller may be capable of controlling
the amount of movement in the tire width direction and/or the
rotational speed of the tire.
[0130] A nozzle 30 is attached to the tip of an extruder (not
shown) and can be inserted into the inside of the tire 10. Then an
adhesive sealant 20 extruded from the extruder is discharged from
the tip 31 of the nozzle 30.
[0131] A non-contact displacement sensor 40 is attached to the
nozzle 30 to measure the distance d between the inner periphery 11
of the tire 10 and the tip 31 of the nozzle 30.
[0132] Thus, the distance d to be measured by the non-contact
displacement sensor is the distance in the radial direction of the
tire between the inner periphery of the tire and the tip of the
nozzle.
[0133] According to the method for producing a self-sealing tire of
this embodiment, the tire 10 formed through a vulcanization step is
first mounted on the rotary drive device, and the nozzle 30 is
inserted into the inside of the tire 10. Then, as shown in FIGS. 1
and 2, the tire 10 is rotated and simultaneously moved in the width
direction while the sealant 20 is discharged from the nozzle 30,
whereby the sealant is continuously applied to the inner periphery
11 of the tire 10. The tire 10 is moved in the width direction
according to the pre-entered profile of the inner periphery 11 of
the tire 10.
[0134] The sealant 20 preferably has a generally string shape as
described later. More specifically, the sealant preferably
maintains a generally string shape when the sealant is applied to
the inner periphery of the tire. In this case, the generally
string-shaped sealant 20 is continuously and spirally attached to
the inner periphery 11 of the tire 10.
[0135] The generally string shape as used herein refers to a shape
having a certain width, a certain thickness, and a length longer
than the width. FIG. 4 schematically shows an example of a
generally string-shaped sealant continuously and spirally attached
to the inner periphery of a tire, and FIG. 8 schematically shows an
example of a cross section of the sealant shown in FIG. 4 when the
sealant is cut along the straight line A-A orthogonal to the
direction along which the sealant is applied (longitudinal
direction). Thus, the generally string-shaped sealant has a certain
width (length indicated by W in FIG. 8) and a certain thickness
(length indicated by D in FIG. 8). The width of the sealant means
the width of the applied sealant. The thickness of the sealant
means the thickness of the applied sealant, more specifically the
thickness of the sealant layer.
[0136] Specifically, the generally string-shaped sealant is a
sealant having a thickness (thickness of the applied sealant or the
sealant layer, length indicated by D in FIG. 8) satisfying a
preferable numerical range and a width (width of the applied
sealant, length indicated by W in FIG. 4 or W.sub.0 in FIG. 6)
satisfying a preferable numerical range as described later, and
more preferably a sealant having a ratio of the thickness to the
width of the sealant [ (thickness of sealant)/(width of sealant)]
satisfying a preferable numerical range as described later. The
generally string-shaped sealant is also a sealant having a
cross-sectional area satisfying a preferable numerical range as
described later.
[0137] According to the method for producing a self-sealing tire of
this embodiment, the sealant is applied to the inner periphery of a
tire by the following Steps (1) to (3).
<Step (1)>
[0138] As shown in FIG. 2, the distance d between the inner
periphery 11 of the tire 10 and the tip 31 of the nozzle 30 is
measured with the non-contact displacement sensor 40 before the
application of the sealant 20. The distance d is measured for every
tire 10 to whose inner periphery 11 is applied the sealant 20, from
the start to the end of application of the sealant 20.
<Step (2)>
[0139] The distance d data is transmitted to the controller of the
rotary drive device. According to the data, the controller controls
the amount of movement in the radial direction of the tire so that
the distance between the inner periphery 11 of the tire 10 and the
tip 31 of the nozzle 30 is adjusted to a predetermined length.
<Step (3)>
[0140] Since the sealant 20 is continuously discharged from the tip
31 of the nozzle 30, it is applied to the inner periphery 11 of the
tire 10 after the above distance is adjusted. Through the above
Steps (1) to (3), the sealant 20 having a uniform thickness can be
applied to the inner periphery 11 of the tire 10.
[0141] FIG. 3 is an explanatory view schematically showing the
positional relationship of the nozzle to the tire.
[0142] As shown in FIG. 3, the sealant can be applied while
maintaining the distance between the inner periphery 11 of the tire
10 and the tip 31 of the nozzle 30 at a predetermined distance
d.sub.0 during the movement of the nozzle 30 to positions (a) to
(d) relative to the tire 10.
[0143] In order to provide more suitable effects, the controlled
distance d.sub.0 is preferably 0.3 mm or more, more preferably 1.0
mm or more. If the distance is less than 0.3 mm, the tip of the
nozzle is too close to the inner periphery of the tire, which makes
it difficult to allow the applied sealant to have a predetermined
thickness. The controlled distance d.sub.0 is also preferably 3.0
mm or less, more preferably 2.0 mm or less. If the distance is more
than 3.0 mm, the sealant may not be attached well to the tire,
thereby resulting in reduced production efficiency.
[0144] The controlled distance d.sub.0 refers to the distance in
the radial direction of the tire between the inner periphery of the
tire and the tip of the nozzle after the distance is controlled in
Step (2).
[0145] In order to provide more suitable effects, the controlled
distance d.sub.0 is preferably 30% or less, more preferably 20% or
less of the thickness of the applied sealant. The controlled
distance d.sub.0 is also preferably 5% or more, more preferably 10%
or more of the thickness of the applied sealant.
[0146] The thickness of the sealant (thickness of the applied
sealant or the sealant layer, length indicated by D in FIG. 8) is
not particularly limited. In order to provide more suitable
effects, the thickness of the sealant is preferably 1.0 mm or more,
more preferably 1.5 mm or more, still more preferably 2.0 mm or
more, particularly preferably 2.5 mm or more. Also, the thickness
of the sealant is preferably 10.0 mm or less, more preferably 8.0
mm or less, still more preferably 5.0 mm or less. If the thickness
is less than 1.0 mm, then a puncture hole formed in the tire is
difficult to reliably seal. Also, a thickness of more than 10.0 mm
is not preferred because tire weight increases, although with
little improvement in the effect of sealing puncture holes. The
thickness of the sealant can be controlled by varying the
rotational speed of the tire, the velocity of movement in the tire
width direction, the distance between the tip of the nozzle and the
inner periphery of the tire, or other factors.
[0147] The sealant preferably has a substantially constant
thickness (thickness of the applied sealant or the sealant layer).
In this case, the deterioration of tire uniformity can be further
prevented and a self-sealing tire having much better weight balance
can be produced.
[0148] The substantially constant thickness as used herein means
that the thickness varies within a range of 90% to 110%, preferably
95% to 105%, more preferably 98% to 102%, still more preferably 99%
to 101%.
[0149] In order to reduce clogging of the nozzle so that excellent
operational stability can be obtained and to provide more suitable
effects, a generally string-shaped sealant is preferably used and
more preferably spirally attached to the inner periphery of the
tire. However, a sealant not having a generally string shape may
also be used and applied by spraying onto the tire inner
periphery.
[0150] In the case of a generally string-shaped sealant, the width
of the sealant (width of the applied sealant, length indicated by W
in FIG. 4) is not particularly limited. In order to provide more
suitable effects, the width of the sealant is preferably 0.8 mm or
more, more preferably 1.3 mm or more, still more preferably 1.5 mm
or more. If the width is less than 0.8 mm, the number of turns of
the sealant around the tire inner periphery may increase, reducing
production efficiency. The width of the sealant is also preferably
18 mm or less, more preferably 13 mm or less, still more preferably
9.0 mm or less, particularly preferably 7.0 mm or less, most
preferably 6.0 mm or less, still most preferably 5.0 mm or less. If
the width is more than 18 mm, a weight imbalance may be more likely
to occur.
[0151] The ratio of the thickness of the sealant (thickness of the
applied sealant or the sealant layer, length indicated by D in FIG.
8) to the width of the sealant (width of the applied sealant,
length indicated by W in FIG. 4) [(thickness of sealant)/(width of
sealant)] is preferably 0.6 to 1.4, more preferably 0.7 to 1.3,
still more preferably 0.8 to 1.2, particularly preferably 0.9 to
1.1. A ratio closer to 1.0 results in a sealant having an ideal
string shape so that a self-sealing tire having high sealing
performance can be produced with higher productivity.
[0152] In order to provide more suitable effects, the
cross-sectional area of the sealant (cross-sectional area of the
applied sealant, area calculated by D.times.W in FIG. 8) is
preferably 0.8 mm.sup.2 or more, more preferably 1.95 mm.sup.2 or
more, still more preferably 3.0 mm.sup.2 or more, particularly
preferably 3.75 mm.sup.2 or more, but preferably 180 mm.sup.2 or
less, more preferably 104 mm.sup.2 or less, still more preferably
45 mm.sup.2 or less, particularly preferably 35 mm.sup.2 or less,
most preferably 25 mm.sup.2 or less.
[0153] The width of the area where the sealant is attached
(hereinafter also referred to as the width of the attachment area
or the width of the sealant layer, and corresponding to a length
equal to 6.times.W in FIG. 4 or a length equal to
W.sub.1+6.times.W.sub.0 in FIG. 6) is not particularly limited. In
order to provide more suitable effects, the width is preferably 80%
or more, more preferably 90% or more, still more preferably 100% or
more, but preferably 120% or less, more preferably 110% or less, of
the tread contact width.
[0154] In order to provide more suitable effects, the width of the
sealant layer is preferably 85% to 115%, more preferably 95% to
105% of the width of the breaker of the tire (the length of the
breaker in the tire width direction).
[0155] Herein, when the tire is provided with a plurality of
breakers, the length of the breaker in the tire width direction
refers to the length in the tire width direction of the breaker
that is the longest in the tire width direction, among the
plurality of breakers.
[0156] Herein, the tread contact width is determined as follows.
First, a no-load and normal condition tire with a normal internal
pressure mounted on a normal rim is contacted with a plane at a
camber angle of 0 degrees while a normal load is applied to the
tire, and then the axially outermost contact positions of the tire
are each defined as "contact edge Te". The distance in the tire
axis direction between the contact edges Te and Te is defined as a
tread contact width TW. The dimensions and other characteristics of
tire components are determined under the above normal conditions,
unless otherwise stated.
[0157] The "normal rim" refers to a rim specified for each tire by
standards in a standard system including standards according to
which tires are provided, and may be "standard rim" in JATMA,
"design rim" in TRA, or "measuring rim" in ETRTO. Moreover, the
"normal internal pressure" refers to an air pressure specified for
each tire by standards in a standard system including standards
according to which tires are provided, and may be "maximum air
pressure" in JATMA, a maximum value shown in Table "TIRE LOAD
LIMITS AT VARIOUS COLD INFLATION PRESSURES" in TRA, or "inflation
pressure" in ETRTO. In the case of tires for passenger vehicles,
the normal internal pressure is 180 kPa.
[0158] The "normal load" refers to a load specified for each tire
by standards in a standard system including standards according to
which tires are provided, and may be "maximum load capacity" in
JATMA, a maximum value shown in Table "TIRE LOAD LIMITS AT VARIOUS
COLD INFLATION PRESSURES" in TRA, or "load capacity" in ETRTO. In
the case of tires for passenger vehicles, the normal load is 88% of
the above-specified load.
[0159] The rotational speed of the tire during the application of
the sealant is not particularly limited. In order to provide more
suitable effects, the rotational speed is preferably 5 m/min or
higher, more preferably 10 m/min or higher, but preferably 30 m/min
or lower, more preferably 20 m/min or lower. If the rotational
speed is lower than 5 m/min or higher than 30 m/min, a sealant
having a uniform thickness cannot be easily applied.
[0160] When a non-contact displacement sensor is used, the risk of
troubles caused by adhesion of the sealant to the sensor can be
reduced. The non-contact displacement sensor is not particularly
limited as long as the sensor can measure the distance between the
inner periphery of the tire and the tip of the nozzle. Examples
include laser sensors, photosensors, and capacitance sensors. These
sensors may be used alone or in combinations of two or more. For
measurement of rubber, laser sensors or photosensors are preferred
among these, with laser sensors being more preferred. When a laser
sensor is used, the distance between the inner periphery of the
tire and the tip of the nozzle can be determined as follows: the
inner periphery of the tire is irradiated with a laser; the
distance between the inner periphery of the tire and the tip of the
laser sensor is determined based on the reflection of the laser;
and the distance between the tip of the laser sensor and the tip of
the nozzle is subtracted from the determined distance.
[0161] The location of the non-contact displacement sensor is not
particularly limited as long as the distance between the inner
periphery of the tire and the tip of the nozzle before the
application of the sealant can be measured. The sensor is
preferably attached to the nozzle, more preferably in a location to
which the sealant will not adhere.
[0162] The number, size, and other conditions of the non-contact
displacement sensor are also not particularly limited.
[0163] Since the non-contact displacement sensor is vulnerable to
heat, the sensor is preferably protected with a heat insulator or
the like and/or cooled with air or the like to avoid the influence
of heat from the hot sealant discharged from the nozzle. This
improves the durability of the sensor.
[0164] Although the first embodiment has been described based on an
example in which the tire, not the nozzle, is moved in the width
and radial directions of the tire, the nozzle, not the tire, may be
moved, or both the tire and the nozzle may be moved.
[0165] The rotary drive device preferably includes a means to
increase the width of a tire at a bead portion. In the application
of the sealant to a tire, increasing the width of the tire at a
bead portion allows the sealant to be easily applied to the tire.
Particularly when the nozzle is introduced near the inner periphery
of the tire mounted on the rotary drive device, the nozzle can be
introduced only by parallel movement of the nozzle, which
facilitates the control and improves productivity.
[0166] Any means that can increase the width of a tire at a bead
portion can be used as the means to increase the width of a tire at
a bead portion. Examples include a mechanism in which two devices
each having a plurality of (preferably two) rolls which have a
fixed positional relationship with each other are used and the
devices move in the tire width direction. The devices may be
inserted from both sides through the opening of the tire into the
inside and allowed to increase the width of the tire at a bead
portion.
[0167] In the production method, since the sealant which has been
mixed in, for example, a twin screw kneading extruder and in which
the crosslinking reaction in the extruder is suppressed is directly
applied to the tire inner periphery, the crosslinking reaction
begins upon the application and the sealant adheres well to the
tire inner periphery and, at the same time, the crosslinking
reaction more suitably proceeds, whereby a self-sealing tire having
high sealing performance can be produced. Thus, the self-sealing
tire with the sealant applied thereto does not need further
crosslinking, thereby offering good productivity.
[0168] The self-sealing tire with the sealant applied thereto may
be further subjected to a crosslinking step, if necessary.
[0169] The self-sealing tire is preferably heated in the
crosslinking step. This improves the rate of crosslinking of the
sealant and allows the crosslinking reaction to more suitably
proceed so that the self-sealing tire can be produced with higher
productivity. The tire may be heated by any method, including known
methods, but it may suitably be heated in an oven. The crosslinking
step may be carried out, for example, by placing the self-sealing
tire in an oven at 70.degree. C. to 190.degree. C., preferably
150.degree. C. to 190.degree. C., for 2 to 15 minutes.
[0170] The tire is preferably rotated in the circumferential
direction of the tire during the crosslinking because then flowing
of even the just-applied, easily flowing sealant can be prevented
and the crosslinking reaction can be accomplished without
deterioration of uniformity. The rotational speed is preferably 300
to 1,000 rpm. Specifically, for example, an oven equipped with a
rotational mechanism may be used.
[0171] Even when the crosslinking step is not additionally
performed, the tire is preferably rotated in the circumferential
direction of the tire until the crosslinking reaction of the
sealant is completed. In this case, flowing of even the
just-applied, easily flowing sealant can be prevented and the
crosslinking reaction can be accomplished without deterioration of
uniformity. The rotational speed is the same as described for the
crosslinking step.
[0172] In order to improve the rate of crosslinking of the sealant,
the tire is preferably preliminarily warmed before the application
of the sealant. This allows for the production of self-sealing
tires with higher productivity. The temperature for pre-heating the
tire is preferably 40.degree. C. to 100.degree. C., more preferably
50.degree. C. to 70.degree. C. When the tire is pre-heated within
the temperature range indicated above, the crosslinking reaction
suitably begins upon the application and more suitably proceeds so
that a self-sealing tire having high sealing performance can be
produced. Moreover, when the tire is pre-heated within the
temperature range indicated above, the crosslinking step is not
necessary and thus the self-sealing tire can be produced with high
productivity.
[0173] In general, continuous kneaders (especially twin screw
kneading extruders) are continuously operated. In the production of
self-sealing tires, however, tires need to be replaced one after
another upon completion of the application of the sealant to one
tire. Here, in order to produce higher quality self-sealing tires
while reducing deterioration of productivity, the following method
(1) or (2) may be used. The method (1) or (2) may be appropriately
selected depending on the situation, in view of the following
disadvantages: deterioration in quality in the method (1) and an
increase in cost in the method (2).
[0174] (1) The feed of the sealant to the inner periphery of the
tire is controlled by running or stopping the continuous kneader
and all the feeders simultaneously.
[0175] Specifically, upon completion of the application to one
tire, the continuous kneader and all the feeders may be
simultaneously stopped, the tire may be replaced with another tire,
preferably within one minute, and the continuous kneader and all
the feeders may be simultaneously allowed to run to restart the
application to the tire. By replacing tires quickly, preferably
within one minute, the deterioration in quality can be reduced.
[0176] (2) The feed of the sealant to the inner periphery of the
tire is controlled by switching flow channels while allowing the
continuous kneader and all the feeders to keep running.
[0177] Specifically, the continuous kneader may be provided with
another flow channel in addition to the nozzle for direct feeding
to the tire inner periphery, and the prepared sealant may be
discharged from the another flow channel after completion of the
application to one tire until completion of the replacement of
tires. According to this method, since self-sealing tires can be
produced while the continuous kneader and all the feeders are kept
running, the produced self-sealing tires can have higher
quality.
[0178] Non-limiting examples of carcass cords that can be used in
the carcass of the self-sealing tire described above include fiber
cords and steel cords. Steel cords are preferred among these. In
particular, steel cords formed of hard steel wire materials
specified in JIS G 3506 are desirable. The use of strong steel
cords, instead of commonly used fiber cords, as carcass cords in
the self-sealing tire can greatly improve side cut resistance
(resistance to cuts formed in the tire side portions due to driving
over curbs or other reasons) and thereby further improve the
puncture resistance of the entire tire including the side
portions.
[0179] The steel cord may have any structure. Examples include
steel cords having a 1.times.n single strand structure, steel cords
having a k+m layer strand structure, steel cords having a 1.times.n
bundle structure, and steel cords having an m.times.n multi-strand
structure. The term "steel cord having a 1.times.n single strand
structure" refers to a single-layered twisted steel cord prepared
by intertwining n filaments. The term "steel cord having a k+m
layer strand structure" refers to a steel cord having a two-layered
structure in which the two layers are different from each other in
twist direction and twist pitch, and the inner layer includes k
filaments while the outer layer includes m filaments. The term
"steel cord having a 1.times.n bundle structure" refers to a bundle
steel cord prepared by intertwining bundles of n filaments. The
term "steel cord having an m.times.n multi-strand structure" refers
to a multi-strand steel cord prepared by intertwining m strands
prepared by first twisting n filaments together. Here, n represents
an integer of 1 to 27; k represents an integer of 1 to 10; and m
represents an integer of 1 to 3.
[0180] The twist pitch of the steel cord is preferably 13 mm or
less, more preferably 11 mm or less, but preferably 5 mm or more,
more preferably 7 mm or more.
[0181] The steel cord preferably contains at least one piece of
preformed filament formed in the shape of a spiral. Such a
preformed filament provides a relatively large gap within the steel
cord to improve rubber permeability and also maintain the
elongation under low load, so that a molding failure during
vulcanization can be prevented.
[0182] The surface of the steel cord is preferably plated with
brass, Zn, or other materials to improve initial adhesion to the
rubber composition.
[0183] The steel cord preferably has an elongation of 0.5% to 1.5%
under a load of 50 N. If the elongation under a load of 50 N is
more than 1.5%, the reinforcing cords may exhibit reduced
elongation under high load and thus disturbance absorption may not
be maintained. Conversely, if the elongation under a load of 50 N
is less than 0.5%, the cords may not show sufficient elongation
during vulcanization and thus a molding failure may occur. In view
of the above, the elongation under a load of 50 N is more
preferably 0.7% or more, but more preferably 1.3% or less.
[0184] The endcount of the steel cords is preferably 20 to 50
(ends/5 cm).
Second Embodiment
[0185] The studies of the present inventors have further revealed
that the use of the method according to the first embodiment alone
has the following disadvantage: a sealant having a generally string
shape is occasionally difficult to attach to the inner periphery of
a tire and can easily peel off especially at the attachment start
portion. A second embodiment is characterized in that in the method
for producing a self-sealing tire, the sealant is attached under
conditions where the distance between the inner periphery of the
tire and the tip of the nozzle is adjusted to a distance d.sub.1
and then to a distance d.sub.2 larger than the distance d.sub.1. In
this case, the distance between the inner periphery of the tire and
the tip of the nozzle is shortened at the beginning of the
attachment, so that the width of the sealant corresponding to the
attachment start portion can be increased. As a result, a
self-sealing tire can be easily produced in which a generally
string-shaped adhesive sealant is continuously and spirally
attached at least to the inner periphery of the tire that
corresponds to a tread portion, and at least one of the
longitudinal ends of the sealant forms a wider portion having a
width larger than that of the longitudinally adjoining portion. In
this self-sealing tire, a portion of the sealant that corresponds
to starting of attachment has a larger width to improve adhesion of
this portion so that peeling of this portion of the sealant can be
prevented.
[0186] The description of the second embodiment basically includes
only features different from the first embodiment, and the contents
overlapping the description of the first embodiment are
omitted.
[0187] FIG. 5 are enlarged views showing the vicinity of the tip of
the nozzle included in the applicator shown in FIG. 1. FIG. 5(a)
illustrates a status immediately after attachment of the sealant is
started and FIG. 5(b) illustrates a status after a lapse of a
predetermined time.
[0188] FIG. 5 each show a cross section of a part of a tire 10
taken along a plane including the circumferential and radial
directions of the tire. In FIG. 5, the width direction (axis
direction) of the tire is indicated by an arrow X, the
circumferential direction of the tire is indicated by an arrow Y,
and the radial direction of the tire is indicated by an arrow
Z.
[0189] According to the second embodiment, the tire 10 formed
through a vulcanization step is first mounted on a rotary drive
device, and a nozzle 30 is inserted into the inside of the tire 10.
Then, as shown in FIGS. 1 and 5, the tire 10 is rotated and
simultaneously moved in the width direction while a sealant 20 is
discharged from the nozzle 30, whereby the sealant is continuously
applied to the inner periphery 11 of the tire 10. The tire 10 is
moved in the width direction according to, for example, the
pre-entered profile of the inner periphery 11 of the tire 10.
[0190] Since the sealant 20 is adhesive and has a generally string
shape, the sealant 20 is continuously and spirally attached to the
inner periphery 11 of the tire 10 that corresponds to a tread
portion.
[0191] In this process, as shown in FIG. 5(a), the sealant 20 is
attached under conditions where the distance between the inner
periphery 11 of the tire 10 and the tip 31 of the nozzle 30 is
adjusted to a distance d.sub.1 for a predetermined time from the
start of the attachment. Then, after a lapse of the predetermined
time, as shown in FIG. 5(b), the tire 10 is moved in the radial
direction to change the distance to a distance d.sub.2 larger than
the distance d.sub.1 and the sealant 20 is attached.
[0192] The distance may be changed from the distance d.sub.2 back
to the distance d.sub.1 before completion of the attachment of the
sealant. In view of production efficiency and tire weight balance,
the distance d.sub.2 is preferably maintained until the sealant
attachment is completed.
[0193] Preferably, the distance d.sub.1 is kept constant for a
predetermined time from the start of the attachment, and after a
lapse of the predetermined time the distance d.sub.2 is kept
constant, although the distances d.sub.1 and d.sub.2 are not
necessarily constant as long as they satisfy the relation of
d.sub.1<d.sub.2.
[0194] The distance d.sub.1 is not particularly limited. In order
to provide more suitable effects, the distance d.sub.1 is
preferably 0.3 mm or more, more preferably 0.5 mm or more. If the
distance d.sub.1 is less than 0.3 mm, the tip of the nozzle is too
close to the inner periphery of the tire, so that the sealant can
easily adhere to the nozzle and the nozzle may need to be cleaned
more frequently. The distance d.sub.1 is also preferably 2 mm or
less, more preferably 1 mm or less. If the distance d.sub.1 is more
than 2 mm, the effect produced by the formation of a wider portion
may not be sufficient.
[0195] The distance d.sub.2 is also not particularly limited. In
order to provide more suitable effects, the distance d.sub.2 is
preferably 0.3 mm or more, more preferably 1 mm or more, but
preferably 3 mm or less, more preferably 2 mm or less. The distance
d.sub.2 is preferably the same as the controlled distance d.sub.0
described above.
[0196] Herein, the distances d.sub.1 and d.sub.2 between the inner
periphery of the tire and the tip of the nozzle each refer to the
distance in the radial direction of the tire between the inner
periphery of the tire and the tip of the nozzle.
[0197] The rotational speed of the tire during the attachment of
the sealant is not particularly limited. In order to provide more
suitable effects, the rotational speed is preferably 5 m/min or
higher, more preferably 10 m/min or higher, but preferably 30 m/min
or lower, more preferably 20 m/min or lower. If the rotational
speed is lower than 5 m/min or higher than 30 m/min, a sealant
having a uniform thickness cannot be easily attached.
[0198] The self-sealing tire according to the second embodiment can
be produced through the steps described above.
[0199] FIG. 6 is an explanatory view schematically showing an
example of a sealant attached to a self-sealing tire according to
the second embodiment.
[0200] The generally string-shaped sealant 20 is wound in the
circumferential direction of the tire and continuously and spirally
attached. Here, one of the longitudinal ends of the sealant 20
forms a wider portion 21 having a width larger than that of the
longitudinally adjoining portion. The wider portion 21 corresponds
to the attachment start portion of the sealant.
[0201] The width of the wider portion of the sealant (width of the
wider portion of the applied sealant, length indicated by W.sub.1
in FIG. 6) is not particularly limited. In order to provide more
suitable effects, the width of the wider portion is preferably 103%
or more, more preferably 110% or more, still more preferably 120%
or more of the width of the sealant other than the wider portion
(length indicated by W.sub.0 in FIG. 6). If it is less than 103%,
the effect produced by the formation of a wider portion may not be
sufficient. The width of the wider portion of the sealant is also
preferably 210% or less, more preferably 180% or less, still more
preferably 160% or less of the width of the sealant other than the
wider portion. If it is more than 210%, the tip of the nozzle needs
to be placed excessively close to the inner periphery of the tire
to form a wider portion, with the result that the sealant can
easily adhere to the nozzle and the nozzle may need to be cleaned
more frequently. In addition, tire weight balance may be
impaired.
[0202] The width of the wider portion of the sealant is preferably
substantially constant in the longitudinal direction but may
partially be substantially not constant. For example, the wider
portion may have a shape in which the width is the largest at the
attachment start portion and gradually decreases in the
longitudinal direction. The substantially constant width as used
herein means that the width varies within a range of 90% to 110%,
preferably 97% to 103%, more preferably 98% to 102%, still more
preferably 99% to 101%.
[0203] The length of the wider portion of the sealant (length of
the wider portion of the applied sealant, length indicated by
L.sub.1 in FIG. 6) is not particularly limited. In order to provide
more suitable effects, the length is preferably less than 650 mm,
more preferably less than 500 mm, still more preferably less than
350 mm, particularly preferably less than 200 mm. If the length is
650 mm or more, the tip of the nozzle is placed close to the inner
periphery of the tire for a longer period of time, so that the
sealant can easily adhere to the nozzle and the nozzle may need to
be cleaned more frequently. In addition, tire weight balance may be
impaired. The sealant preferably has a shorter wider portion.
However, for control of the distance between the inner periphery of
the tire and the tip of the nozzle, the limit of the length of the
wider portion is about 10 mm.
[0204] The width of the sealant other than the wider portion (width
of the applied sealant other than the wider portion, length
indicated by W.sub.0 in FIG. 6) is not particularly limited. In
order to provide more suitable effects, the width is preferably 0.8
mm or more, more preferably 1.3 mm or more, still more preferably
1.5 mm or more. If the width is less than 0.8 mm, the number of
turns of the sealant around the inner periphery of the tire may
increase, reducing production efficiency. The width of the sealant
other than the wider portion is also preferably 18 mm or less, more
preferably 13 mm or less, still more preferably 9.0 mm or less,
particularly preferably 7.0 mm or less, most preferably 6.0 mm or
less, still most preferably 5.0 mm or less. If the width is more
than 18 mm, a weight imbalance may be more likely to occur. W.sub.0
is preferably the same as the above-described W.
[0205] The width of the sealant other than the wider portion is
preferably substantially constant in the longitudinal direction but
may partially be substantially not constant.
[0206] The width of the area where the sealant is attached
(hereinafter also referred to as the width of the attachment area
or the width of the sealant layer, and corresponding to a length
equal to W.sub.1+6.times.W.sub.0 in FIG. 6) is not particularly
limited. In order to provide more suitable effects, the width is
preferably 80% or more, more preferably 90% or more, still more
preferably 100% or more, but preferably 120% or less, more
preferably 110% or less, of the tread contact width.
[0207] In order to provide more suitable effects, the width of the
sealant layer is preferably 85% to 115%, more preferably 95% to
105% of the width of the breaker of the tire (the length of the
breaker in the tire width direction).
[0208] In the self-sealing tire according to the second embodiment,
the sealant is preferably attached without overlapping in the width
direction and more preferably without gaps.
[0209] In the self-sealing tire according to the second embodiment,
the other longitudinal end (the end corresponding to the attachment
ending portion) of the sealant may also form a wider portion having
a width larger than that of than the longitudinally adjoining
portion.
[0210] The thickness of the sealant (thickness of the applied
sealant or the sealant layer, length indicated by D in FIG. 8) is
not particularly limited. In order to provide more suitable
effects, the thickness of the sealant is preferably 1.0 mm or more,
more preferably 1.5 mm or more, still more preferably 2.0 mm or
more, particularly preferably 2.5 mm or more, but preferably 10 mm
or less, more preferably 8.0 mm or less, still more preferably 5.0
mm or less. If the thickness is less than 1.0 mm, then a puncture
hole formed in the tire is difficult to reliably seal. Also, a
thickness of more than 10 mm is not preferred because tire weight
increases, although with little improvement in the effect of
sealing puncture holes.
[0211] The sealant preferably has a substantially constant
thickness (thickness of the applied sealant or the sealant layer).
In this case, the deterioration of tire uniformity can be further
prevented and a self-sealing tire having much better weight balance
can be produced.
[0212] The ratio of the thickness of the sealant (thickness of the
applied sealant or the sealant layer, length indicated by D in FIG.
8) to the width of the sealant other than the wider portion (width
of the applied sealant other than the wider portion, length
indicated by W.sub.0 in FIG. 6) [(thickness of sealant)/(width of
sealant other than wider portion)] is preferably 0.6 to 1.4, more
preferably 0.7 to 1.3, still more preferably 0.8 to 1.2,
particularly preferably 0.9 to 1.1. A ratio closer to 1.0 results
in a sealant having an ideal string shape so that a self-sealing
tire having high sealing performance can be produced with higher
productivity.
[0213] In order to provide more suitable effects, the
cross-sectional area of the sealant (cross-sectional area of the
applied sealant, area calculated by D.times.W in FIG. 8) is
preferably 0.8 mm.sup.2 or more, more preferably 1.95 mm.sup.2 or
more, still more preferably 3.0 mm.sup.2 or more, particularly
preferably 3.75 mm.sup.2 or more, but preferably 180 mm.sup.2 or
less, more preferably 104 mm.sup.2 or less, still more preferably
45 mm.sup.2 or less, particularly preferably 35 mm.sup.2 or less,
most preferably 25 mm.sup.2 or less.
[0214] According to the second embodiment, even when the sealant
has a viscosity within the range indicated earlier, and
particularly a relatively high viscosity, widening a portion of the
sealant that corresponds to starting of attachment can improve
adhesion of this portion so that peeling of this portion of the
sealant can be prevented.
[0215] The self-sealing tire according to the second embodiment is
preferably produced as described above. However, the self-sealing
tire may be produced by any other appropriate method as long as at
least one of the ends of the sealant is allowed to form a wider
portion.
[0216] Although the above descriptions, and particularly the
description of the first embodiment, explain the case where a
non-contact displacement sensor is used in applying the sealant to
the inner periphery of the tire, the sealant may be applied to the
inner periphery of the tire while controlling the movement of the
nozzle and/or the tire according to the pre-entered coordinate
data, without measurement using a non-contact displacement
sensor.
[0217] Self-sealing tires including a sealant layer located
radially inside an innerliner can be produced as described above or
by other methods. The sealant layer is preferably formed
particularly by applying a sealant to the inner periphery of a
vulcanized tire because of advantages such as that problems caused
by flowing of the sealant or other reasons are less likely to occur
and that this method can be responsive to changes in tire size by
programming. For easy handling of the sealant and high
productivity, the sealant layer is also preferably formed by
sequentially preparing a sealant by mixing raw materials including
a crosslinking agent using a continuous kneader, and sequentially
applying the sealant to the inner periphery of a tire.
[0218] According to the present invention, after the production of
a self-sealing tire including a sealant layer located radially
inside an innerliner as described above or by other methods, in
other words, after a sealant layer is formed radially inside an
innerliner of a tire by the step of continuously and spirally
applying a generally string-shaped sealant to the inner periphery
of a vulcanized tire, the further step is performed of attaching a
sound-absorbing layer after the application of the sealant.
<Step of Attaching Sound-Absorbing Layer>
[0219] In the step of attaching a sound-absorbing layer, a
sound-absorbing layer is provided radially inside the sealant layer
formed radially inside the innerliner of the tire. Since the
sealant layer is formed of an adhesive sealant, a sound-absorbing
layer can be easily provided radially inside the sealant layer in
the tire by bringing the sound-absorbing layer into contact with
the sealant layer. Thus, in the step of attaching a sound-absorbing
layer, a sound-absorbing layer is attached with the sealant applied
to the inner periphery of the tire.
[0220] In the step of attaching a sound-absorbing layer, preferably
a sound-absorbing layer of a necessary size is set on a holder and
then attached to the tire. This allows for the production of
self-sealing tires with a sound-absorbing layer attached thereto
with higher productivity.
[0221] In view of production efficiency, the step of attaching a
sound-absorbing layer is preferably carried out by continuously
introducing a sound-absorbing layer through the opening of the tire
into the inside of the tire and attaching it so that a single
sound-absorbing layer is continuously attached to the tire.
[0222] FIG. 10 schematically shows an example of a cross section of
a self-sealing tire which includes a sound-absorbing layer located
radially inside a sealant layer. In FIG. 10, a sound-absorbing
layer 25 is provided radially inside a sealant layer 22 in the
tire.
[0223] The width of the sealant layer (length of the sealant layer
in the tire width direction, a length equal to
W.sub.1+6.times.W.sub.0 in FIG. 6 or length indicated by W.sub.s in
FIG. 10) is not particularly limited. In order to provide more
suitable effects, the width of the sealant layer is preferably 85%
to 115%, more preferably 95% to 105% of the width of the breaker of
the tire (the length of the breaker in the tire width direction,
length indicated by W.sub.b in FIG. 10).
[0224] The width of the sound-absorbing layer (length of the
sound-absorbing layer in the tire width direction, length indicated
by W.sub.a in FIG. 10) is not particularly limited. In order to
provide more suitable effects, the width of the sound-absorbing
layer is preferably 50% to 95%, more preferably 80% to 95% of the
width of the sealant layer (length of the sealant layer in the tire
width direction, a length equal to W.sub.1+6.times.W.sub.0 in FIG.
6 or length indicated by W.sub.s in FIG. 10).
[0225] The sound-absorbing layer preferably has a substantially
constant length in the tire width direction. This facilitates
automation of the step of providing a sound-absorbing layer (the
formation and attachment of a sound-absorbing layer) and is
effective for cost reduction.
[0226] The substantially constant length as used herein means that
the length varies within a range of 95% to 105%, preferably 97% to
103%, more preferably 98% to 102%, still more preferably 99% to
101%.
[0227] The thickness of the sound-absorbing layer is not
particularly limited but is preferably 1.0 to 50 mm, more
preferably 10 to 30 mm.
[0228] The sound-absorbing layer preferably has a volume that is
0.4% to 30%, more preferably 8% to 15% of the total volume of the
tire cavity. Still more preferably, the upper limit of the volume
is 12%. The sound-absorbing properties of the sound-absorbing layer
are controlled by the ratio of the volume of the sound-absorbing
layer to the total volume of the tire cavity, not by the thickness
of the sound-absorbing layer. If the volume ratio is less than
0.4%, the effect produced by the inclusion of a sound-absorbing
layer may be insufficient. If the volume ratio exceeds 15%, the
effect of improving road noise-reducing properties reaches a
plateau and is thus not preferred in terms of cost.
[0229] The volume of the sound-absorbing layer herein refers to the
apparent total volume of the sound-absorbing layer and is defined
by the outer shape of the sound-absorbing layer including inner air
bubbles. The total volume (V1) of the tire cavity is approximately
determined using the equation below for the tire assembly having a
normal internal pressure under no load.
V1=A.times.{(Di-Dr)/2+Dr}.times..pi.
[0230] In the equation, A represents the area of the tire cavity in
a meridional cross section of the tire as determined by CT scanning
of the tire under the above normal conditions. The term "tire
cavity" refers to a virtual space (closed area) defined by the
inner periphery (inner wall surface) of a tire and straight lines
each connecting points closest to the axis of rotation of the tire
which are located on opposite sides of the tire equator. Di
represents the maximum outer diameter of the tire cavity under the
normal conditions. Dr represents the rim diameter. .pi. represents
the Pi.
[0231] The sound-absorbing layer preferably has a generally
constant width and a generally constant cross-sectional shape,
which corresponds to a constant weight in the circumferential
direction, because of advantages in tire uniformity, formability of
the sponge, dimensional processability of the material, shipping,
production workability, and cost efficiency.
[0232] The generally constant width means that the length of the
sound-absorbing layer in the tire width direction varies within a
range of 95% to 105%, preferably 97% to 103%, more preferably 98%
to 102%, still more preferably 99% to 101%.
[0233] The generally constant cross-sectional shape means that the
sound-absorbing layer has a substantially constant cross-sectional
shape which is indicated by the fact that the cross-sectional area
of the sound-absorbing layer (the area of across section of a part
of the tire in the meridional direction or a cross section taken
along a plane including the width and radial directions of the
tire, the area of the cross section of the sound-absorbing layer
shown in FIG. 10) varies within a range of 95% to 105%, preferably
97% to 103%, more preferably 98% to 102%, still more preferably 99%
to 101%.
[0234] The sound-absorbing layer is preferably continuous in order
to have a constant weight in the tire circumferential direction.
However, it is very costly to produce a continuous cyclic
sound-absorbing layer. In this regard, a good balance between cost
and performance can be achieved by attaching a generally
rectangular sound-absorbing layer while reducing discontinuity. The
discontinuous ends (circumferential end faces) of the
sound-absorbing layer may be overlapped (see FIG. 13) or be spaced
apart (see FIGS. 11, 12, and 14).
[0235] The number of discontinuities is not particularly limited
but is preferably 1 or 2, more preferably 1. The term "one
discontinuity" means that the sound-absorbing layer consists of a
single sound-absorbing layer.
[0236] The gap length between the discontinuous ends (the space or
overlap between the ends of the sound-absorbing layer) is
preferably 80 mm or less, more preferably 20 mm or less, still more
preferably 10 mm or less. With a gap length of more than 80 mm,
tire uniformity tends to deteriorate. In view of production cost,
the gap length between the discontinuous ends is preferably 1 mm or
more. In the case of two discontinuities, the ratio of the
circumferential length of the shorter sound-absorbing layer to the
circumferential length of the longer sound-absorbing layer is
preferably 3% or less, more preferably 1% or less. A ratio of 3% or
less corresponds to the placement of a small piece to fill the
gap.
[0237] In order to facilitate processing, the circumferential end
faces of the sound-absorbing layer are preferably substantially
vertical to the inner surface of a tire tread.
[0238] The term "substantially vertical" means that the angle is
70% to 100%, preferably 89% to 91%.
[0239] Preferably, one or two taper angles relative to the inner
surface of a tire tread are formed in the discontinuous end of the
sound-absorbing layer. The gap between the tapered ends of the
sponge appears to be small, which prevents adhesion of foreign
materials. Although the maximum stress will be applied to the
discontinuous end portions of the sound-absorbing layer, the
tapered ends can reduce separation of the sound-absorbing
layer.
[0240] FIGS. 11 to 14 show embodiments including tapered ends. The
ends tapered in the opposite directions as shown in FIG. 12 can
prevent the formation of cracks in the sponge at the bonding
surface during use. FIG. 14 shows an embodiment of truncated
tapered ends with two taper angles.
[0241] The circumferential end face (with a taper angle) of the
sound-absorbing layer preferably makes an angle of 10.degree. to
80.degree., more preferably 15.degree. to 45.degree. with the inner
surface of the tire tread. When the angle is less than 10.degree.,
such processing is difficult. When the angle is more than
80.degree., the separation of the sponge tends to occur easily
after long-term running, and the ends of the sponge, when intended
to be overlapped, tend to be difficult to overlap with each
other.
[0242] The face of the sound-absorbing layer that contacts the
sealant layer, namely, the bonding surface, is desirably generally
flat. This can increase the bonding area for good adhesion.
[0243] The term "generally flat" means that the face of the
sound-absorbing layer that contacts the sealant layer varies within
.+-.2 mm, preferably within .+-.0.5 mm.
[0244] The sound-absorbing layer can exhibit a sound-absorbing
effect even when it has a flat face opposite to the face contacting
the sealant layer, namely, a flat top face to be exposed. Yet,
since the thickness of the sound-absorbing layer at a position
closer to the center of the tire cavity is more effective in
absorbing sound, the sound-absorbing layer preferably has a thicker
portion as long as it has the same width and volume. In other
words, for good road noise-reducing properties, the tire-widthwise
end of the sound-absorbing layer is preferably thinner than the
tire-widthwise center thereof (see FIG. 15).
[0245] The present inventors have found that the sponge in a thick
portion of the sound-absorbing layer may peel off even when it is
tapered, while the sponge in a thin portion is less likely to peel
off because of a small peeling force applied thereto, thereby being
effective in stopping peeling. Thus, also in order to prevent
separation of the sound-absorbing layer, the tire-widthwise end of
the sound-absorbing layer is preferably thinner than the
tire-widthwise center thereof (see FIG. 15).
[0246] When a sound-absorbing layer is to be produced whose top
face has thickness variations, if the thicker and thinner portions
have complementary shapes with each other, two sound-absorbing
layers can be produced by processing the center of a single
sound-absorbing layer. In this case, waste can be reduced.
[0247] The sound-absorbing layer is not particularly limited as
long as it includes a porous sound-absorbing material. In
particular, as described above, the sound-absorbing layer
preferably consists only of a porous sound-absorbing material to
provide better road noise-reducing properties.
[0248] The porous sound-absorbing material preferably has a
specific gravity of 0.005 to 0.06, more preferably 0.02 to 0.05.
The porous sound-absorbing material having a specific gravity of
less than 0.005 tends not to produce a sufficient sound-absorbing
effect. If the specific gravity exceeds 0.06, not only does the
sound-absorbing effect reach a plateau, but the sound-absorbing
layer may be broken by stress during running. Additionally, the
cost may usually increase as the specific gravity increases.
[0249] Any porous sound-absorbing material may be used, including
sponges, polyester nonwoven fabrics, and polystyrene nonwoven
fabrics. In order to provide more suitable effects, sponges are
preferred among these.
[0250] Suitable examples of the sponge include synthetic resin
sponges such as ether-based polyurethane sponges which are
polyurethane sponges made from polyether polyols, ester-based
polyurethane sponges which are polyurethane sponges made from
polyester polyols, ether/ester-based polyurethane sponges which are
polyurethane sponges made from polyester/polyether polyols, and
polyethylene sponges; and rubber sponges such as chloroprene rubber
sponges (CR sponges), ethylene propylene rubber sponges (EPDM
sponges), and nitrile rubber sponges (NBR sponges). Among these,
ether-based polyurethane sponges, ester-based polyurethane sponges,
and ether/ester-based polyurethane sponges are preferred. In view
of the time during which it is used in tires and distribution time
before use, more preferred are ether-based polyurethane sponges or
ether/ester-based polyurethane sponges, with ether-based
polyurethane sponges being still more preferred, because they
contain ether bonds which provide excellent weather resistance.
[0251] As is well known, polyurethane sponges are produced by
reacting polyisocyanates with polyols to form polyurethanes
crosslinked by urethane linkages while foaming them with foaming
agents (see, for example, JP 2006-143020 A).
EXAMPLES
[0252] The present invention is specifically described with
reference to, but not limited to, examples below.
[0253] The chemicals used in the examples are listed below.
[0254] Butyl rubber A: Regular butyl 065 (available from Japan
Butyl Co., Ltd., Mooney viscosity ML.sub.1+8 at 125.degree. C.:
32)
[0255] Liquid polymer A: Nisseki polybutene HV300 (available from
JX Nippon Oil & Energy Corporation, kinematic viscosity at
40.degree. C.: 26,000 mm.sup.2/s, kinematic viscosity at
100.degree. C.: 590 mm.sup.2/s, number average molecular weight:
1,400)
[0256] Liquid polymer B: Nisseki polybutene HV1900 (available from
JX Nippon Oil & Energy Corporation, kinematic viscosity at
40.degree. C.: 160,000 mm.sup.2/s, kinematic viscosity at
100.degree. C.: 3,710 mm.sup.2/s, number average molecular weight:
2,900)
[0257] Plasticizer: DOP (dioctyl phthalate, available from Showa
Chemical, specific gravity: 0.96, viscosity: 81 mPss)
[0258] Carbon black: N330 (available from Cabot Japan K.K., HAF
grade, DBP oil absorption: 102 ml/100 g)
[0259] Crosslinking activator: VULNOC GM (available from Ouchi
Shinko Chemical Industrial Co., Ltd., p-benzoquinone dioxime)
[0260] Crosslinking agent: NYPER NS (available from NOF
Corporation, dibenzoyl peroxide (40% dilution, dibenzoyl peroxide:
40%, dibutyl phthalate: 48%), the amount shown in
[0261] Table 1 is the net benzoyl peroxide content)
[0262] Sponge: ESH2 (thickness: 10 mm, specific gravity: 0.039,
made of polyurethane) available from Inoac Corporation
Example 1
<Production of Self-Sealing Tire>
[0263] According to the formulation in Table 1, the chemicals were
introduced into a twin screw kneading extruder as follows: the
butyl rubber A, carbon black, and crosslinking activator were
introduced from the upstream supply port; the liquid polybutene B
was introduced from the midstream supply port; and the liquid
polybutene A, plasticizer, and crosslinking agent were introduced
from the downstream supply port. They were kneaded at 200 rpm at a
barrel temperature of 100.degree. C. to prepare a sealant. The
liquid polybutenes were heated to 50.degree. C. before the
introduction from the supply ports.
(Time for Kneading Materials)
[0264] Time for mixing butyl rubber A, carbon black, and
crosslinking activator: 2 minutes
[0265] Time for mixing liquid polybutene B: 2 minutes
[0266] Time for mixing liquid polybutene A, plasticizer, and
crosslinking agent: 1.5 minutes
[0267] The sealant (at 100.degree. C.) sequentially prepared as
above was extruded from the twin screw kneading extruder through
the nozzle and continuously and spirally attached (spirally
applied) as shown in FIGS. 1 to 4 to the inner periphery of a tire
(215/55R17, 94W, rim: 17.times.8J, cross-sectional area of cavity
of tire mounted on rim: 194 cm.sup.2, vulcanized, rotational speed
of tire: 12 m/min, pre-heating temperature: 40.degree. C., width of
tire breaker: 180 mm) mounted on a rotary drive device, to allow
the sealant (viscosity at 40.degree. C.: 10,000 Pas, generally
string shape, thickness: 3 mm, width: 4 mm) to form a sealant layer
with a thickness of 3 mm and a width of the attachment area of 180
mm. Further, by taking advantage of the adhesiveness of the
sealant, a single sponge with a length of 2,000 mm, a thickness of
10 mm, and a width of 160 mm was provided radially inside the
formed sealant layer in the tire in a manner to leave a space of 10
mm between the circumferential end faces of the sponge.
[0268] The width of the sealant was controlled to be substantially
constant in the longitudinal direction. The viscosity of the
sealant was measured at 40.degree. C. in conformity with JIS K 6833
using a rotational viscometer.
Volume of sound-absorbing layer: 4,000 cm.sup.3 Total volume of
tire cavity: 36,600 cm.sup.3
Comparative Example 1
[0269] In Comparative Example 1, the same procedure as in Example 1
was employed, except that the sealant discharged from the twin
screw kneading extruder was collected in a container, the collected
sealant was formed into a sheet and then attached to the inner
periphery of the tire to form a sealant layer.
[0270] The prepared self-sealing tires were evaluated on the
following items.
<Fluidity at High Temperature>
[0271] The sealant applied to the tire was crosslinked in a
170.degree. C. oven for 10 minutes. Subsequently, the tire alone
was allowed to stand vertically at 80.degree. C. for 24 hours, and
whether the sealant flowed downward with gravity was visually
observed and evaluated by the following criteria.
Good: No flow (which indicates that the sound-absorbing layer is
not impregnated with the sealant.) Fair: Slight flow (which
indicates that the sound-absorbing layer is slightly impregnated
with the sealant.) Poor: Flow (which indicates that the
sound-absorbing layer is impregnated with the sealant.)
<Road Noise-Reducing Properties>
[0272] The self-sealing tires were mounted on all the wheels of a
front-engine, front-wheel-drive vehicle of 2,000 cc displacement
made in Japan. A driver drove the vehicle on a road noise measuring
road (rough asphalt road) at 60 km/h and subjectively evaluated the
vehicle interior noise at the position of the ear on the window
side of the driver's seat (air column resonance sound in a narrow
band around 240 Hz) during the driving. The results are expressed
as an index, with Example 1 set equal to 100. A higher index
indicates better road noise-reducing properties.
<Tire Uniformity>
[0273] RFV was measured in conformity with the uniformity test
specified in JASO C607:2000 under the conditions below. The RFV
values are expressed as an index, with Example 1 set equal to 100.
A lower index indicates a poorer tire balance (uniformity).
Rim: 17.times.8J
[0274] Internal pressure: 200 kPa
Load: 4.6 kN
[0275] Velocity: 120 km/h
TABLE-US-00001 TABLE 1 Comparative Example Example 1 1 Formulation
amount Butyl rubber A 100 100 (parts by mass) (ML.sub.1+8 at
125.degree. C.: 32) Liquid polymer A 100 100 (Kinematic viscosity
at 100.degree. C.: 590) Liquid polymer B 100 100 (Kinematic
viscosity at 100.degree. C.: 3710) Plasticizer (DOP) 10 10 Carbon
black (N330) 10 10 Crosslinking activator 10 10 (p-benzoquinone
dioxime) Crosslinking agent 10 10 (Dibenzoyl peroxide) Production
method Spiral application Yes No Evaluation results Fluidity Good
Good Road noise-reducing 100 95 properties Tire uniformity 100
80
[0276] The self-sealing tire of Example 1 includes a sealant layer
located radially inside an innerliner, and a sound-absorbing layer
located radially inside the sealant layer. The sealant layer was
formed by continuously and spirally applying a generally
string-shaped sealant to the inner periphery of a tire, and the
sound-absorbing layer was attached with the sealant applied to the
inner periphery of the tire. In other words, the sealant layer was
formed of a generally string-shaped sealant provided continuously
and spirally along the inner periphery of the tire, and the
sound-absorbing layer was attached with the sealant. Such a
self-sealing tire had higher sealing performance and better
noise-reducing properties than the self-sealing tire of Comparative
Example 1. Furthermore, such a self-sealing tire was less likely to
cause tire imbalance due to the sealant, and thus reduced
deterioration of tire uniformity.
REFERENCE SIGNS LIST
[0277] 10 Tire [0278] 11 Inner periphery of tire [0279] 14 Tread
portion [0280] 15 Carcass [0281] 16 Breaker [0282] 17 Band [0283]
20 Sealant [0284] 21 Wider portion [0285] 22 Sealant layer [0286]
25 Sound-absorbing layer [0287] 30 Nozzle [0288] 31 Tip of nozzle
[0289] 40 Non-contact displacement sensor [0290] 50 Rotary drive
device [0291] 60 Twin screw kneading extruder [0292] (61a, 61b,
61c) Supply port [0293] 62 Material feeder [0294] d, d.sub.0,
d.sub.1, d.sub.2 Distance between inner periphery of tire and tip
of nozzle
* * * * *