Pneumatic tyre

Abstract: A pneumatic tubeless tyre without innerliner having a topping rubber layer which includes aligned casecords (4) therein, a rubber composition for the topping rubber layer containing no plasticiser and comprising 100 parts by weight of a rubber component consisting essentially of 50 to 90% by weight of a diene rubber and 50 to 10% by weight of brominated isobutylene/p-methylstyrene copolymer, and 1 to 10 parts by weight of a tackifier. According to the tyre, there can be provided a durable and lightweight pneumatic tubeless tyre without innerliner in which the topping rubber layer has a superior adhesion property to the embedded casecords and other tyre members containing diene rubber.

Description: The present invention relates to a pneumatic tubeless tyre without innerliner. Further, the present invention relates to a pneumatic tubeless tyre without innerliner particularly superior in durability of its bead portion. Hitherto, with respect to a pneumatic tubeless tyre, a low air permeable rubber such a butyl rubber has been employed for the innerliner to keep air pressure in the tyre. Figure 4 is a cross-sectional view of a short length of the sidewall of a typical conventional pneumatic tyre. In Figure 4, numeral 1 represents the topping rubber layer wherein carcass cords 4 are arranged usually in a line. Inside the carcass cords 4, there is an innerliner 9 comprising butyl rubber or the like for keeping air pressure in the tyre, and on the outside there is a sidewall layer 10. The innerliner 9 is about 10% by weight of the components constituting the tyre. On the other hand, in view of the necessity for low fuel consumption, a lightweight tyre is required and simplicity in the tyre producing processes is also required. It has been proposed that the topping rubber layer 1 is made of a rubber composition obtained by blending low air permeable butyl rubber and brominated isobutyl/p-methylstyrene copolymer and to leave out the innerliner 9 (refer to JP-A-55665/1994, JP-A-156007/1995 and JP-A-157648/1996). Since a highly saturated rubber such as butyl rubber or the like is inferior in adhesion property to a diene rubber which is highly unsaturated rubber, the adhesion between the topping rubber layer and other tyre members such as sidewalls which contain a diene rubber as a main component is inferior and adhesion to the carcass cords is also inferior, so that such a tyre has a problem in durability. In JP-A-157648/1996, considered as closest prior art, a tyre without innerliner is disclosed; in order to provide the necessary adhesion property to the carcass cords and low air permeability it is proposed to use brominated isomonoolefin/p-alkylstyrene copolymer as highly saturated rubber for the rubber composition constituting the topping rubber layer. To obtain such an effect, however, the blending amount of the copolymer must be not less than 30 parts by weight in practice and, therefore, there is a problem in that the adhesion to the other tyre components containing diene rubber as a main component is inferior. On the other hand, from the viewpoint of further improving durability of the tyre, for example, in JP-A-113007/1996 and JP-A-157648/1996, there is disclosed that the thickness of the carcass is adjusted to the specific thickness for improving durability of the turned up edge portion around the bead. However when the thickness of the carcass itself is increased the weight of the whole tyre is also increased as a result. Further, in conventional components, since an amine antioxidant is used in general, there is a problem that resistance to flexing fatigue of the rubber composition is lowered with lapse of time. As described above, no lightweight pneumatic tubeless tyre without an innerliner having a topping rubber layer, which has a low air permeability and sufficient adhesion to both of the other tyre members containing a diene rubber as a main component and carcass cords, has been suggested. An object of the present invention is to provide a lightweight pneumatic tubeless tyre without an innerliner in which the adhesion property of the topping rubber layer to the carcass cords and other tyre components containing a diene rubber as a main component and durability are both excellent. Another object of the present invention is to provide a pneumatic tyre without an innnerliner having a particularly excellent durability in its bead portion. According to a first aspect of the present invention there is the provision of a tyre according to claim 1. According to a second aspect of the present invention there is the provision of a tyre according to claim 2. Further, the present invention relates to an improvement of a pneumatic tubeless tyre having no innerliner and having a topping rubber layer which includes aligned carcass cords therein, the improvement comprising that the topping rubber layer comprises an inner rubber layer provided on the inside from the aligned carcass cords and an outer rubber layer provided on the outside from the aligned carcass cords, and that a rubber composition for the inner rubber layer contains no plasticiser and comprises 100 parts of a rubber component consisting essentially of 50 to 90% of a diene rubber and 50 to 10% of brominated isobutylene/p-methylstyrene copolymer and 1 to 10 parts of a tackifier. Further, the present invention relates to an improvement of a pneumatic tubeless tyre having no innerliner and having a topping rubber layer which includes aligned carcass cords, wherein an end portion of said topping rubber layer is roller up around a bead portion and the rolled-up topping rubber layer is overlapped with the remaining topping rubber layer, the improvement comprising a rubber composition for the topping rubber layer contains an amine-ketone antioxidant but containing no plasticiser and comprising 100 parts of a rubber component consisting essentially of 50 to 90% of a diene rubber and 50 to 10% of a halogenated butyl rubber or brominated isobutylene/p-methylstyrene copolymer and 1 to 10 parts of a tackifier, and that, after vulcanisation, a minimum distance between the aligned carcass cords in the remaining topping rubber layer and the aligned carcass cords in the rolled-up topping rubber layer is not less than 0.1 mm. In that case, preferably, the topping rubber layer comprises an inner rubber layer on the inside from the aligned carcass cords and an outer rubber layer provided on the outside from the aligned carcass cords, and the inside rubber layer contains an amine-ketone antioxidant but contains no plasticiser and comprises 100 parts of a rubber component consisting essentially of 50 to 90% of a diene rubber and 50 to 10% of a halogenated butyl rubber or brominated isobutylene/p-methylstyrene copolymer and 1 to 10 parts of a tackifier. Further aspects of the invention will be apparent from the following description of embodiments in conjunction with the attached diagrammatic drawings, in which:- Figure 1 is a schematic cross-sectional view of the topping rubber layer in Embodiments 2 and 4; Figure 2 is a schematic cross-sectional view of an embodiment of the topping rubber layer (carcass) and the bead portion in Embodiments 2 and 4; Figure 3 is a diagrammatical view of the rolled-up end portion around the bead portion in Embodiments 2 and 4, into which the rubber sheet is inserted; Figure 4 is a schematic cross-sectional view of a topping rubber layer in a conventional pneumatic tubeless tyre; and Figure 5 is a schematic cross-sectional view of a roller-up end portion around a bead portion in a conventional pneumatic tubeless tyre. Embodiment 1 according to the present invention has no innerliner as shown in Figure 1 and is characterised in that the rubber composition for the topping rubber layer (hereinafter, referred to as "rubber composition A") comprises 100 parts of a rubber component consisting essentially of 50 to 90% of a diene rubber and 50 to 10% of brominated isobutylene/p-methylstyrene copolymer and 1 to 10 parts of a tackifier, but does not contain a plasticiser. Usually in a rubber composition for a tyre, for improving processability, tackiness, flexibility and the like, plasticisers such as a mineral softening agent such as mineral oil or aromatic oil, a vegetable softening agent, and a derivative of futaric acid are admixed. There is a problem, however, that as the amount of the plasticiser is increased, the adhesion property of the rubber composition to other tyre members containing a diene rubber as a main component and the carcass cord becomes inferior. According to the present invention, no plasticiser is used in the rubber composition A. Further, the inventors have found that the rubber composition A has a low air permeability due to brominated isobutylene/p-methylstyrene copolymer and maintains good processability without plasticiser because of blending a specific amount of the tackifier, and also is superior in adhesion to carcass cords and other tyre members containing a diene rubber such as the sidewall (SW) layer. The diene rubber of the rubber composition according to the present invention may be any one used in the field of tyres in conventional particularly for rubber compositions for a topping rubber layer. There are, for example, natural rubber (NR), styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IR), chloroprene rubber (CR), acrylonitrile butadiene rubber (NBR) and the like. The diene rubber may be used alone or in an optional combination of tow or more. From the viewpoint of improving strength of a cured rubber composition, it is preferable to employ NR as a main diene rubber. The rubber composition according to the present invention contains brominated isobutylene/p-methylstyrene copolymer to give a low air permeability. In conventional tyres, butyl rubbers, such as brominated butyl rubber, which are highly saturated have been employed to give low air permeability. Though such butyl rubbers have approximately the same low air permeability as the above-mentioned brominated copolymer, it is difficult to adhere the butyl rubber to the diene rubber and carcass cords sufficiently. The brominated isobutylene/p-methylstyrene copolymer is not particularly limited and, from the viewpoint of adhesion property, a desirable isobutylene content thereof is 89 to 97%, preferably 89 to 95%, further preferably 89 to 93%. Examples of commercially available brominated isobutylene/p-methylstyrene copolymer usable in the present invention are, for instance, EXXPRO 90-10, EXXPRO 89-4 and EXXPRO 93-5 available from EXXON CHEMICAL COMPANY and the like.. The blending ratio of the rubbers in the rubber component of the rubber composition according to the present invention is preferably 50 to 90% of the diene rubber and 5o0 to 10% of the brominated isobutylene/p-methylstyrene, from the viewpoint of balance between low air permeability and adhesion to other tyre members containing a diene rubber and carcass cords, and more preferably 70 to 90% of the diene rubber and 30 to 10% of the brominated isobutylene/p-methylstyrene from the viewpoint of improving adhesion to other tyre members containing a diene rubber and carcass cords and improving durability of the tyre, and, most preferably 70 to 80% of the diene rubber and 29 to 20% of the brominated isobutylene/p-methylstyrene, from the viewpoint of balance between decrease in weight of the tyre and low air permeability. Further in the present invention, the rubber composition contains a tackifier for improving adhesion to other tyre members containing a diene rubber and carcass cords, improving tackiness and processability in the tyre moulding process steps and giving a good low air permeability. The tackifier may be one employed in the field of tyres. There are, for example, coumarone resin, phenol resin, terpene resin, petroleum hydrocarbon resin, rosin derivative and the like. The tackifier may be used alone or in an optional combination of two or more. From the viewpoint of good tackiness, phenol resin, terpene resin and petroleum hydrocarbon resin are preferably employed and, from an economical point of view, petroleum hydrocarbon resin is more preferable. Examples of commercially available tackifiers which are usable in the present invention are, for instance, Marucalets T100A (petroleum hydrocarbon resin) available from Mruzen Petrochemical Co Ltd, Escolets 1102 (petroleum hydrocarbon resin) available from EXXON CHEMICAL COMPANY and the like. The blending ratio of the tackifier per 100 parts of the above-mentioned rubber component may be 1 to 10 parts, preferably 3 to 10 parts from the viewpoint of tackiness, more preferably 3 to 8 parts from the viewpoint of adhesion property. In addition, other than the rubber component and the tackifier, to the rubber composition may be added optionally any additives, for example, fillers such as carbon black and silica, vulcanising agents such as sulfur, vulcanisation assistants such as stearic acid and zinc white, accelerators such as N-tert-butyl-benzothiazolylsulfenamide (NS) and dibenzothiazyl disulfied (DM), and other acids, such as alkylphenol disulfide, 2,5-dimercapto-1,3,4-thiaziazol and 2-di-n-butylamino-4,6-dimercapto-S-triazine in such an amount that low air permeability and adhesion to other tyre members and carcass cord are not decreased. Particularly, when carbon black is blended, HAF grade carbon black may be blended in an amount of not more than 65 parts per 100 parts of the rubber component from the viewpoint that hardness of the cured rubber composition is not increased too much, preferably in an amount of 35 to 65 parts per 100 parts of the rubber component from the viewpoint of improving low air permeability. The carcass cords which are included and embedded in the topping rubber layer may be one employed in the field of tyres. There are, for example, organic fibres such as rayon, nylon, polyester and KEVLAR™, glass fibre, steel wire and the like. Organic fibre is preferable from the viewpoint of good adhesion to the rubber composition, durability and decrease in weight of the tyre and, among them, polyester fibre is more preferable. The topping rubber layer can be produced by embedding the carcass cords in a line with the rubber composition according to conventional methods. For example, the topping rubber layer can be given by putting in alignment the carcass cords between two rubber sheets prepared from the rubber composition, followed by extruding (topping) through rolls, With respect to other processes, the tubeless tyre without the innerliner of the present invention can be produced through conventional manners and conditions. The other tyre members containing a diene rubber as a main component are, for example, sidewall portion, tread portion, belt and the like. The rubber component of the other tyre members containing a diene rubber as a main component may be one used conventionally and is not particularly limited. Example are, for instance, diene rubbers such as NR, SBR and BR. Also, EPDM, butyl rubber and the like may be contained. According to Embodiment 1 the topping rubber layer can be endowed with a sufficient low air permeability and good adhesion to other tyre members containing a diene rubber such as tread rubber and sidewall and carcass cords. Accordingly, a lightweight pneumatic tubeless tyre without innerliner having a good curability can be provided. Embodiment 2 of the present is explained hereinbelow. As usual, the topping rubber layer is produced, as explained above, by putting the carcass cords between two rubber sheets which comprise the rubber composition constituting the topping rubber layer, and passing them through rolls, Therefore, as shown in the cross-sectional view of Figure 1, it is regarded that the topping rubber layer comprises the aligned carcass cords 4, the inner topping rubber layer (hereinafter referred to as "inner rubber layer") 2 on the inside from the aligned carcass cords and the outer topping rubber layer (hereinafter referred to as "outer rubber layer") 3 on the outside from the aligned carcass cords. Accordingly Embodiment 2 is a pneumatic tubeless tyre without innerliner wherein the inner rubber layer comprises the above-mentioned rubber composition A. In other words, in the two-layered topping rubber layer shown in Figure 1, Embodiment 2 is the same as Embodiment 1 except that the rubber composition A is employed for the inner rubber layer to give a good low air permeability and adhesion to the carcass cord and that the following rubber composition B is employed for the outer rubber layer. In the case, a rubber composition which constitutes the outer rubber layer (hereinafter referred to as "rubber composition B") has a good adhesion to the above-mentioned rubber composition A of the inner rubber layer, and also to the carcass cords and other tyre members (for example, sidewall portion) containing a diene rubber as a main component. Therefore, the rubber composition B may have the same components as the rubber composition A and may contain a smaller amount of brominated isotubylene p-methylstyrene than the rubber composition A. The rubber composition B may also be the same as a conventional topping rubber composition for carcass cords, comprising a diene rubber, because a good adhesion to the inner rubber layer, carcass cords and other tyre members containing a diene rubber as a main component can be obtained and the inner rubber layer has a role of low air permeability. The rubber composition B preferably comprises a rubber component of NR and SBR, a carbon black and a plasticiser and, further, any contain a vulcanising agent such as sulfur, a vulcanisation assistant such as stearic acid or zinc oxide, an accelerator and the like. As shown in Figure 2 the edge portion of the topping rubber layer including the aligned carcass cords 4 is turned or rolled up around a bead portion 6 and the rolled-up portion of the topping rubber is overlapped with the remaining topping rubber layer. In the case where the topping rubber layer of Embodiment 2 is used to produce a tyre, a special rubber layer 5 (outside rubber layer over bead portion) may be provided on the outside of the rolled-up portion. The special rubber layer 5 may have the same components as of the outer rubber layer. According to Embodiment 2, the inner rubber layer can be endowed with good low air permeability and, thereby, provide a lightweight pneumatic tubeless tyre without an innerliner have a good durability. Embodiment 3 is basically the same as Embodiment 2 but different in that the rubber composition for the topping rubber layer contains further an amine-ketone antioxidant, that the brominated isobutylene/p-methylstyrene copolymer is replaced by a halogenated butyl rubber, and that, after vulcanisation, the minimum distance between the aligned carcass cords in the remaining topping rubber layer and the aligned carcass cords in the remaining topping rubber layer and the aligned carcass cords in the rolled-up topping rubber layer is not less than 0.1 mm. In particular, Embodiment 3 relates to an improvement of a pneumatic tubeless tyre having no innerliner and having a topping rubber layer enclosing the aligned carcass cords, wherein the end portion of the topping rubber layer is roller or turned up around the bead portion and the rolled-up topping rubber layer is overlapped with the remaining topping rubber layer, the improvement comprising a rubber composition for the topping rubber layer containing no plasticiser and comprising 100 parts of a rubber component consisting essentially of 50 to 90% of a diene rubber and 50 to 10% of a halogenated butyl rubber or brominated isobutylene/p-methylstyrene copolymer and 1 to 10 parts of a tackifier, and containing an amine-ketone antioxidant, and that, after vulcanisation, a minimum distance between the aligned carcass cords in the remaining topping rubber layer and the aligned carcass cords in the rolled-up topping rubber layer is not less than 0.1 mm. Hereinafter, the rubber composition for the topping rubber layer in Embodiment 3 is referred to as "rubber composition C". The rubber composition C may contain a halogenated butyl rubber instead of the brominated isobutylene/p-methylstyrene copolymer because adhesion to carcass cords is improved by admixing the amine-ketone antioxidant. According to Embodiment 3, the amine-ketone antioxidant is used as an antioxidant, to prevent decrease in resistance to flexing fatigue of the rubber composition C of the topping rubber layer (carcass) with lapse of time. It is presumed that such an effect can be obtained because the amine-ketone antioxidant initially gives a good resistance to flexing fatigue and, differently from other amine antioxidants, does not have a tendency to undesirably cure the brominated isobutylene/p-methylstyrene copolymer with lapse of time. As the amine-ketone antioxidant there are, for example, 6-ethoxy-1,2-dihydroxy-2,2,4-trimethylquinoline, reaction product of diphenylamine and acetone, reaction product of aniline and acetone, polymer of 2,2,4-trimethyl-1,2-dihydroxyquinoline and the like. Among them, 6-ethoxy-1,2-dihydroxy-2,2,4-trimethylquinoline, reaction product of aniline and acetone, polymer of 2,2,4-trimethyl-1,2-dihydroxyguinoline is more preferable from the viewpoint of good resistance to flexing fatigue. The amount of the amine-ketone antioxidant in the rubber composition C may be selected within the range where the effects of the present invention are not lowered and is preferably not less than 0.5 parts from the viewpoint that resistance to bending fatigue is improved, and not more than 10 parts per 100 parts of the rubber component from the viewpoint of not so rapid vulcanisation. Figure 5 shows a diagrammatic view of the rolled-up edge portion of the bead portion of a conventional pneumatic tubeless tyre. In Figure 5, numeral 1 represents the topping rubber layer, numeral 4 represents the carcass cords, numeral 6 represents the bead, numeral 7 represents a bead apex, L represents the distance between the aligned carcass cords in the rolled-up topping rubber layer and the aligned carcass cords in the remaining topping rubber layer after vulcanisation. The rolled-up end portion is produced by turning the carcass, i.e. the topping rubber layer having the aligned carcass cords therein around the bead core from inside to outside of the tyre axis. In Embodiment 3, the distance L at the bead portion after vulcanisation is not less than 0.1 mm, preferably 0.1 to 50 mm, more preferably 0.25 to 50 mm from the viewpoint of improving durability. Thereby, durability at the rolled-up end portion in the tyre can be improved and weight of the tyre to be obtained is also decreased. In Embodiment 3, as shown in Figure 3, a rubber sheet 8 is inserted between the carcass (topping rubber layers) at the rolled-up end portion to adjust the distance L between the aligned carcass cords at the rolled-up end portion within the above-mentioned range. This is because when the thickness of the topping rubber layer itself is increased to increase the distance L between the aligned carcass cords at the rolled-up edge portion, the result is that the weight of the tyre is also increased. For this reason the thickness of the contact portion is increased with the rubber sheet 8. Accordingly, in the present invention, the thickness of the topping rubber layer before vulcanisation is adjusted to be within 1 and 2 mm, preferably 1.1 to 1.6 mm and the thickness of the rubber sheet to be inserted is optionally determined so that the distance L between the aligned carcass cords at the rolled-up end portion is within the above-mentioned range after vulcanisation. The rubber composition constituting the rubber sheet 8 (hereinafter, referred to as "rubber composition D") may be a diene rubber composition, and is preferably the rubber composition constituting the topping rubber layer from the viewpoint of the same hardness. The size of the rubber sheet can be optionally determined according to the structure of the desired tyre. As a method for inserting the rubber sheet between the carcasses at the rolled-up end portion, the rubber sheet may be fitted during the tyre moulding process or previously assembled (stuck) on to the end of the carcass (topped fabric). Also, in order to control the distance L, the size of the bead apex may be adjusted or the width of the rolled-up portion may be decreased. The bead apex may be also a conventional one. According to Embodiment 3, the topping rubber layer itself is endowed with a good low air permeability and with a sufficient adhesion to other tyre members containing a diene rubber as a main component such as tread rubber or sidewall and carcass cords, and thereby, a lightweight pneumatic tubeless tyre without innerliner having a durability can be obtained. Embodiment 4 of the present invention is explained in the following. The topping rubber layer may be produced, as explained in the above-mentioned Embodiment 2, by putting the carcass cords between two rubber sheets which comprise the rubber composition constituting the topping rubber layer, and extruding them (topping) through rolls. Therefore, the resultant topping rubber layer comprises two rubber layers, an inner rubber layer and an outer rubber layer. Embodiment 4 relates to a pneumatic tubeless tyre without innerliner wherein the inner rubber layer comprises the above-mentioned rubber composition C. In Embodiment 4, with the topping rubber layer comprising two layers as shown in Figure 1, the rubber composition C is employed to endow the inner rubber layer with a good low air permeability and adhesion to carcass cords. In this case, the rubber composition constituting the outer rubber layer (hereinafter referred to as "rubber composition E") has a good adhesion to the rubber composition C constituting the inner rubber layer, to the carcass cords and other tyre members (for example, the sidewalls) containing a diene rubber as a main component. Therefore, the rubber composition E may have the same components as the rubber composition C and may contain a smaller amount of the brominated isobutylene/p-methylstyrene copolymer than the rubber composition C. the rubber composition E may be the same as the rubber composition B of Embodiment 2. It is noted that when producing a tyre by employing this two layered topping rubber layer, the outside rubber layer over the bead portion (Figure 2) can be provided in the same manner as in Embodiment 2. Further, in Embodiment 4, the distance L between the aligned carcass cords at the rolled-up end portion is preferably adjusted within the same range and in the same manner as in Embodiment 3. According to Embodiment 4, the inner rubber layer can be endowed with a good low air permeability, and thereby, a lightweight pneumatic tubeless tyre without innerliner have a good durability can be obtained. In the following, the present invention is explained by referring to certain Example, but is not limited thereto. Preparation Examples 1 to 8 As the rubber composition A for the topping rubber layer or the inner rubber layer, each of the rubber compositions A-1 to A-8 having blending ratios shown in Table 1 was prepared by kneading the rubber components and carbon black with a Banbury mixer, adding sulfur, NS, zinc oxide, and stearic acid thereto and then kneading with rolls. NR was employed as the diene rubber. EXXPRO 90-10 (referred to as "Polymer 1" in Tables) (isobutylene content: 92.5%) available from EXXON CHEMICAL COMPANY was employed as brominated isobutylene/p-methylstyrene copolymer. DIABLACK H available from Mitsubishi Chemical Corporation was employed as N330 carbon black of HAF class. Marucalets T100A (petroleum hydrocarbon resin) available from Maruzen Petrochemical Co Ltd, was employed as tackifier. Also, to all of the rubber compositions was added 2 parts of stearic acid, 3.75 parts of insoluble sulfur (M95 available from Nippon Kanryu Kabushiki Kaisha), 1 part of N-tert-butyl-2-benzothiazolylsulfenamide (NS) and 5 parts of zinc white. The obtained rubber compositions A were evaluated according to the following methods. Evaluating Methods 1. Evaluation of Air Permeability For evaluation the air permeability of each of the vulcanised rubber compositions A-1 to A-8 obtained by vulcanising the rubber compositions A-1 to A-8 under 9.8 MPa (100 Kgf/cm 2 ) at 170°C for 12 minutes, an air permeability coefficient was measured according to the testing method of ASTM D-1434-75M with Gas Permeability Measuring Machine available from TOYO SEIKI SEISAKU-SHO LTD. The evaluation is represented as index by assuming the coefficient obtained in the following Comparative Example 1 to be 100. The lower the value is, the lower air permeability. The results are shown in Table 1. 2. Evaluation of Adhesion of the Rubber Composition A to Carcass Cords The rubber sheets A-1 to A-8 including textile cords (topping rubber layer) were prepared by topping carcass cords of 48 polyester fibres (1670 dtex/2 (diameter 0.66 mm)) per 5 cm with rubber compositions A-1 to A-8 as the rubber composition A for the topping rubber layer. Two identical rubber sheets thus obtained were laminated on each other so that the cords in the rubber sheets were oriented at a right angle and a mylar film was inserted between the two sheets, followed by vulcanising at 150°C for 30 minutes under pressure of 9.8 MPa to adhere the sheets to each other. With respect to each sample, a test was carried out at a peeling rate of 50 mm/min by means of Tensile Testing Machine to measure an adhesion (peel) strength (N/25 mm). The results are shown in Table 1 as Adhesion property 1. There arises no problem in tyres if the value is not less than 300 N/25 mm. 3. Evaluation of Adhesion of the Rubber Composition A to the Rubber Composition for Sidewall (SW) The rubber sheets A-1 to A-8 were prepared by extruding the rubber compositions A-1 to A-8 for the topping rubber layer into sheets having a thickness of 2 mm and, then, cutting into the size of 2 mm thickness, 80 mm width, and 150 mm length. As the rubber composition for other tyre members (sidewall) containing a diene rubber as a main component, the rubber composition for SW comprising 40 parts of NR, 60 parts of butadiene rubber, 60 parts of carbon black (Shiisto SO available from TOKAI CARBON CO LTD: FEF), 2 parts of stearic acid, 2.5 parts of zinc white and 1 part of sulfur was prepared in the same manner as in the rubber composition A, and the rubber sheet for SW was produced therefrom in the same manner as in the rubber sheet A. Them, the rubber sheet A and the SW rubber sheet were adhered to each other by vulcanising them under a pressure of 2 MPa at 170°C for 12 minutes. An adhesion strength (kgf/25 mm) of the obtained sample was measured in the same manner as above. The results are shown in Table 1 as Adhesion Property 2. There arises no problem if the value is not less than 50 kgf/25 mm. Further, the value is preferably not less than 100 kgf/25 mm. 4. Evaluation of Adhesion among the Inner Rubber Layer, the Outer Rubber Layer and the Carcass Cords The rubber sheet for the outer rubber layer (referred to as "outer rubber sheet") comprising the following components (referred to as "outer rubber composition") was prepared in the same manner as in the rubber sheet A. NR 70 parts SBR (available from Japan Synthetic Rubber Co Ltd) 30 parts Carbon black (HAF N330) 45 parts Plasticiser (mineral oil) 10 parts Stearic acid 2 parts Zinc white 5 parts Insoluble sulfur 3.75 parts NS 1 part The rubber sheets (for topping rubber layer) A-1 to A-8 were produced by putting carcass cords of about 48 polyester fibres (1'670 dtex/2 (diameter: 0.66 mm)) per 5 cm between one of the rubber sheets A-1 to A-8 for the inner rubber layer and the outer rubber sheet, and topping. Two same rubber sheets thus obtained were laminated on each other so that cords in the rubber sheets were oriented at a right angle and the outer layer and the inner layer were in contact with each other. After a mylar film was inserted between the two sheets, the two sheets were adhered to each other by vulcanising at 150°C for 30 minutes under 9.8 MPa. With respect to each sample, the peeling test was carried out at a peeling rate of 50 mm/min by means of Tensile Testing Machine to measure an adhesion (peel) strength (N/25 mm). The results are shown in Table 1 as Adhesion Property 3. It is preferable that the strength is higher. There arises no problem if the value is not less than 300 N/25 mm. 5. Evaluation of Moisture Permeability By employing the rubber sheet A, the moisture permeability of the rubber was measured according to the Cup method of JIS Z 0208 and converted into the value per 1 mm and represented as index by assuming the value obtained in Comparative Example 1 to be 100. The results are shown in Table 1. When the value is lower, there are advantages that the moisture permeability is low and that separation between breakers caused by hydrolysis of the carcass cord and degradation of the topping rubber when moisture inside the tyre permeates to outside the tyre can be prevented. Comparative Preparation Examples 1 to 14 The comparative rubber composition A (A-1c to A-14c) and the comparative rubber sheet A (A-1c to A-14c) were prepared in the same manner as in the rubber composition A and the rubber sheet A, respectively , and then the evaluations 1 to 4 were carried out. The results are shown in Table 2. It is noted that Br-IIR 2255 (bromobutyl rubber) was used as Polymer 2 and a mineral oil available from JAPAN ENERGY CORPORATION was used as a plasticiser in Table 2. From the results shown in Tables 1 and 2, all the performances such as air permeability, moisture permeability and adhesion properties were satisfied only when the blending ratio of NR to the brominated isobutylene/p-methylstyrene is 50 to 90 parts/50 to 10 parts, no plasticiser is introduced, and the tackifier is contained in an amount of 5 to 10 parts. Namely, in case of using only brominated butyl rubber, the adhesion to cords is not sufficient. Also, if a plasticiser is added, the air permeability increases and the adhesion strength decreases. Examples 1 to 4 (Embodiment 1) The rubber compositions A-1, A-4, A-7 and A-8 were employed as the rubber composition A constituting the topping rubber layer in Embodiment 1 and tubeless tyres without innerliner (Tyres T-1 to T-4) of the present invention having the size of 205/65R15 were produced according to conventional manner. Comparative Example 1 The outer rubber composition used in the above-mentioned evaluation 4 as the rubber composition for the topping rubber layer and a tubeless tyre (Comparative Tyre T-1c) was produced in the same manner as in Example 1 except that an innerliner was provided according to conventional manner. Comparative Examples 2 to 7 Tubeless Tyres (Comparative Tyres) T-2c to T-7c were produced in the same manner as in Example 1 except that the comparative rubber compositions A-1c, A-2c, A-6c, A-11c, A-13c and A-14c were employed as the rubber composition for the topping rubber layer. Examples 5 to 8 (Embodiment 2) The tubeless tyres without innerliner (Tires T-5 to 8) of the present invention having the same size as Tyre T-1 were produced according to conventional manner except that the rubber compositions A-1, A-4, A-7 and A-8 were employed as the rubber composition for the inner rubber layer and that the outer rubber composition used in the above-mentioned evaluation 4 was employed as the rubber composition for the outer rubber layer according to Embodiment 2. The weight of each of the Tyres T-1 to T-8 and Comparative Tyres T-1c to T-7c was measured and, rolling resistance, air permeability (leak of air) and durability were measured according to the following methods. The results are shown in Table 3. It is noted that the gauge under cord means the thickness of the rubber provided on the inside from the aligned carcass cords below the tread crown area of the tyre. In Comparative Example 1, the gauge under cord means the total thickness of the topping rubber layer provided on the inside from the aligned carcass cords and the innerliner and, in other Comparative Examples, means the thickness of the topping rubber layer provided on the inside from the aligned carcass cords. Evaluating Methods 6. Rolling Resistance The rolling resistance was measure by Drum Testing Machine under the conditions of 80m km/h and a load of 400 kgf and represented as index by assuming the value obtained in Comparative Tyre T-1c to be 100. The smaller the value is, the smaller the rolling resistance. 7. Air Permeability (Leak of Air) Each of the obtained tyres was assembled with a rim and the inner pressure was set to 3 kgf/cm 2 . Then, the reduction of the inner pressure after three months was measured and represented as index by assuming the value of Comparative Tyre T-1c to be 100. The higher the value is, the lower the air permeability. 8. Durability 1 Each of the obtained tyres was assembled with a rim and durability was tested with a drum in a room under the condition of a running speed of 80 km/h, an inner pressure of 190 KPa and a load of 646 kg. After the mileage of 20,000 km, when no extraordinary change was observed, the durability was evaluated as ○, and when extraordinary change was observed, the durability was evaluated as × and, the mileage when the change occurs is noted. Preparation Examples 9 to 15 As the rubber composition C for the topping rubber layer or the inner rubber layer, the rubber compositions C-1 to C-7 having the blending ratio shown in Table 4 were prepared by kneading the rubber components, carbon black, stearic acid and amine-ketone antioxidant in a Banbury mixer, adding sulfur, N-tert-butyl-2-benzothiazolylsulfenamide (NS) and zinc white thereto, and again kneading it on with rolls. The amounts of the additives in every rubber composition were 45 parts of carbon black, 5 parts of tackifier, 2 parts of stearic acid, 3.75 parts of insoluble sulfur, 1 part of NS and 5 parts of zinc white. The same evaluations as in preparation Example 1 were carried out. The results are shown in Table 4. It is noted that the above-mentioned Polymer 1 and Polymer 2 were employed as polymers, Antigen FR (reaction product of amine and ketone) available from Sumitomo Chemical Co Ltd, was employed as Antioxidant 1, Nocrack AW (6-ethoxy-1,2-dihydro-2,2,4-trimethylquinoline) available from Ouchi Shinko Kagaku Kogyo Kabushiki Kaisha was employed as Antioxidant 2, Nocrack B (reaction product of diphenylamine and acetone) available from Ouchi Shinko Kagaku Kogyo Kabushiki Kaisha was employed as Antioxidant 3, and Nocrack 6C (N-phenly-N-(1,3-dimethylbutyl)-p-phenyleneamine) available from Ouchi Shinko Kagaku Kogyo Kabushi Kaisha was employed as Antioxidant 4. Antioxidants 1 to 3 are the amine-ketone antioxidants. Comparative Preparation Examples 15 to 18 The comparative rubber compositions C-1c to C-4c were prepared in the same manner as in Preparation Example 9 except that the blending ratios shown in Table 4 were employed. With respect to the obtained comparative rubber compositions C-1c to C-4c, the same evaluations as in Preparation Example 1 were carried out. The results are shown in Table. 4. Preparation Examples 16 to 22 The rubber compositions C-9 to C-14 and the rubber sheets C-9 to C-14 were prepared in the same manner as in Preparation Example 9 except that NR and Polymer 2 (bromobutyl rubber) were used as the rubber component and that the blending ratios shown in Table 5 were employed. With respect of the obtained rubber compositions C-9 to C-14, the evaluations 1 to 5 were carried out. The results are shown in Table 5. Comparative Preparation Examples 19 to 22 The comparative rubber compositions C-5c to C-8c and the comparative rubber sheets C-5c to C-8c were prepared in the same manner as in Preparation Example 9 except that the blending ratios shown in Table 5 were employed. The above-mentioned evaluations 1 to 5 were carried out. The results are shown in Table 5. From the results shown in Tables 4 and 5, it is found that only when the blending ratio of NR butyl rubber is 50/50 to 90/10, the performances of the rubber sheets are preferable, namely, an air permeability coefficient being not more than 35XE-11, Adhesion Properties 1 and 2 being not less than 300 N/25 mm, and Adhesion property 3 being not less than 50 kgf/25 mm. Further, since the butyl rubber is employed, the rubber composition preferably has a lower air-permeability coefficient and a lower moisture permeability. Examples 9 to 11 (Embodiment 3) The rubber compositions C-1, C-3 and C-5 were employed as the rubber composition C for the topping rubber layer in Embodiment 3, and the tubeless tyres without innerliner (Tyres T-9 to T-11) of the present invention having a size of 205/65R15 were produced according to conventional manner except that an innerliner was not provided. In the case, the thickness (before vulcanisation, hereinafter the same) of the gauge under cord and the thickness (before vulcanisation, hereinafter the same) of the topping rubber layer were adjusted to the thicknesses shown in Table 6. The distance L (after vulcanisation, hereinafter the same) between the aligned carcass cords at the rolled-up end portion was adjusted to 0.3 mm by inserting the inserting rubber sheet having a size of 01.5 mm in thickness and 2 cm in width, which was prepared from the outer rubber composition used in the above-mentioned evaluation 4. It is noted that the gauge under cord means the thickness of the rubber provided on the inside from the aligned carcass cords under the tread crown of the tyre. Examples 12 to 14 (Embodiment 4) The tubeless tyres without innerliner (Tyres T-12 to T-14) of the present invention were produced in the same manner as in Example 9 except that the rubber compositions C-1, C-3 and C-5 were employed as the rubber composition C for the inner rubber layer in Embodiment 4, and that the outer rubber composition used in the above-mentioned evaluation 4 was employed as the rubber composition for the outer rubber layer. The resulting thickness of the gauge under cord, the thickness of the topping rubber layer and the distance L at the rolled-up end portion are shown in Table 6. Examples 15 to 19 (Embodiment 4) The tubeless tyres without innerliner (Tyres T15 to T-19) of the present invention were produced in the same manner as in Example 12 except that the rubber composition C-1, C-3, C-5, C-6 and C-7 were employed as the rubber composition C for the inner rubber layer in Embodiment 4, that the thickness of the gauge under cord and the thickness of the topping rubber layer were adjusted as shown in Table 6, and that the distance L at the rolled-up end portion was adjusted to 5 mm by shortening the width of the case and controlling so that the height of the rolled-up end portion is positioned under the upper end of the bead apex. The weight of each of the Tyres T-9 to T-19 was measured and the same evaluations as in Example 1 were carried out. The results are shown in Table 6. It is noted that the weight of each tyre is represented as an index by assuming the weight of Comparative Tyre T-8c to be 100. The lower the value is, the lighter the weight. In usual driving, it is enough that durability can be evaluated by the above-mentioned Durability 1. When considering recent improvements in abrasion resistance of tyre and recycle (retread), however, it is necessary for the tyre to put up with longer mileage. Then, Tyres T-9 to T-11 which finished safety the test of Durability 1 were subjected to further tests of durability (Durability 2) with a drum in the same conditions as the test of Durability 1. When completed additional 40,000 km mileage, the tyre was evaluated as ○ and when extraordinary change occurred during the test, the tyre was evaluated as ×. The mileage when the change occurred was also noted. Comparative Example 8 As Comparative Tyre T-8c, a commercially available tubeless tyre of 205.65R15 SP 65i from Sumitomo Rubber Industries Ltd, was employed. Comparative Tyre T-8c has the same structure as of Embodiment 3 except that the outer rubber composition used in the above-mentioned evaluation 4 was used as the rubber composition for the topping rubber layer and an innerliner was provided. With respect to Comparative Tyre T-8c, the thickness of the gauge under cord, the thickness of the topping rubber layer, the distance L between the aligned carcass cords and the results of the evaluations are shown in Table 6. Comparative Examples 9 to 10 The tubeless Tyres (Comparative Tyres T-9c to T-10c) were produced in the same manner as in Example 9 except that the comparative rubber compositions C-1c and C-2c were used as the rubber composition for the topping rubber layer. With respect to Comparative Tyres T-9c to T-10c, the thickness of the gauge under cord, the thickness of the topping rubber layer, the distance L between the aligned carcass cords and the results of the evaluations are shown in Table 6. Comparative Examples 11 to 13 The tubeless tyres (Comparative Tyres T-11c to T-13c) having the same structure as of Embodiment 4 were produced in the same manner as in Example 12 except that the rubber compositions C-1, C-3 and C-5 were used as the rubber composition for the inner rubber layer, that the thickness of the topping rubber layer was adjusted as shown in Table 6, ands that the distance L between the aligned carcass cords after vulcanisation was adjusted to 0.05 mm. With respect to Comparative Tyres T-11c to T-13c, the thickness of the gauge under cord, the thickness of the topping rubber layer, the distance L between the aligned carcrass cords and the results of the evaluations are shown in Table 6. Comparative Examples 14 to 15 The Comparative Tyres T-14c and T-15c were produced in the same manner as in Comparative Example 11 by employing the comparative rubber compositions C-3c and C-4c for the inner rubber layer. The thickness of the gauge under cord, the thickness of the topping rubber layers the distance L between the aligned carcass cords and the results of the evaluations are shown in Table 6. Examples 20 to 22 (Embodiment 3) The tubeless tyres without innerliner (Tyres T-20 to T-22) were produced in the same manner as in Example 9m except that the rubber compositions C-8, C-10 and C-12 were employed for the topping rubber layer. The thickness of the gauge under cord, the thickness of the topping rubber layer, the distance L at the rolled-up end portion and the results of the above-mentioned evaluations are shown in Table 7. Examples 23 to 25 (Embodiment 4) The tubeless tyres without innerliner (Tyres T-24 to T-25) of the present invention were produced in the same manner as in Example 12 except that the rubber compositions C-8, C-10 and C-12 were employed for the inner rubber layer and the outside rubber composition used in the evaluation 4 was employed as the rubber composition for the outer rubber layer. The thickness of the gauge under cord, the thickness of the topping rubber layer, the distance L at the rolled-up end portion and the results of the evaluations are shown in Table 7. Examples 26 to 30 The tubeless tyres without innerliners (Tyres T-26 to T-30) of the present invention were produced in the same manner as in Example 15 except that the rubber compositions C-8, C-10, C-12, C-13 and C-14 were employed as the rubber composition C for the inner rubber layer. The thickness of the gauge under cord, the thickness of the topping rubber layer, the distance L at the rolled-up end portion and the results of the evaluations are shown in Table 7. Comparative Examples 16 to 17 The tubeless tyres (Comparative Tyres T-16c to T-17c) were produced in the same manner as in Example 20 except that the comparative rubber compositions C-5c and C-6c were employed as the rubber composition for the topping rubber layer. With respect to Comparative Tyres T-16c to T-17c, the thickness of the gauge under cord, the thickness of the topping rubber layer, the distance L at the rolled-up end portion and the results of the evaluations are shown in Table 7. Comparative Examples 18 to 20 The tubeless tyres (Comparative Tyres T-18c to T-20c) having the same structure as of Embodiment 4 were produced in the same manner as in Example 23 except that the rubber compositions C-8, C-10 and C-12 were employed as the rubber composition for the inner rubber layer, the thickness of the topping rubber layer was adjusted as shown in Table 7, and that the distance L between the aligned carcass cords after vulcanisation was adjusted to 0.05 mm. With respect to Comparative Tyres T-18c to T-20c, the thickness of the gauge under cord, the thickness of the topping rubber layer, the distance L at the rolled-up end portion and the results of the evaluations are shown in Table 7. Comparative Examples 21 to 22 The Comparative Tyres T-21c and T-22c were produced by employing the comparative rubber compositions C-7c and C-8c as the inner rubber layer. The thickness of the gauge under cord, the thickness of the topping rubber layer, the distance L at the rolled-up end portion and the results of the evaluations are shown in Table 7. From Tables 6 and 7, it is clear that a lightweight tyre having a low rolling resistance and a high durability can be given, when the blending ratio of NR/butyl rubber is 50/50 to 90/10, the distance L between the aligned carcass cords is not less than 0.1 mm, and the amine-ketone antioxidant is blended. Also, cracks were generated in Comparative Tyres T-9c and T-16c during the evaluation of Durability 1, and cracks were generated in Comparative Tyres T-14c, T-15c, T-21c and T-22c during the evaluation of Durability 2. From the results, it is clear that the comparative rubber compositions C-1c, C-3c, C-4c, C-5c, C-7c and C-8c are inferior in resistance to banding fatigue. According to the present invention, a lightweight tubeless tyre without innerliner which is superior in adhesion between the topping rubber layer and other tyre members containing a diene rubber as a main component and also in durability can be obtained.

Claims: A pneumatic tubeless tyre having no innerliner and having a topping rubber layer which includes aligned carcass cords, wherein the rubber composition for said topping rubber layer contains no plasticiser and comprises 100 parts by weight of a rubber component consisting essentially of 50 to 90% by weight of a diene rubber and 50 to 10% by weight of brominated isobutylene/p-methylstyrene copolymer, and 1 to 10 parts by weight of a tackifier. A pneumatic tubeless tyre having no innerliner and having a topping rubber layer which includes aligned carcass cords therein, wherein the topping rubber layer comprises an inner rubber layer provided on the inside of the aligned carcass cords and an outer rubber layer provided on the outside of the aligned carcass cords, and wherein the rubber composition for said topping rubber layer contains no plasticiser and comprises 100 parts by weight of a rubber component consisting essentially of 50 to 90% by weight of a diene rubber and 50 to 10% by weight of brominated isobutylene/p-methylstyrene copolymer, and 1 to 10 parts by weight of a tackifier. A pneumatic tubeless tyre according to claim 1 or 2, characterised in that the rubber composition for the topping rubber layer contains an amine-ketone antioxidant. A pneumatic tubeless tyre according to claim 1, 2 or 3, characterised in that an edge portion of said topping rubber layer is rolled up around a bead portion and rolled-up topping rubber layer is overlapped with the remaining topping rubber layer and that, after vulcanisation, the minimum distance between the aligned carcass cords in the remaining topping rubber layer and the aligned carcass cords in the rolled-up topping rubber layer is not less than 0.1 mm.

Inventors: KURODA YUTAKA, MINAGAWA YASUHISA, MURAOKA KIYOSHIGE, KURODA, YUTAKA, MINAGAWA, YASUHISA, MURAOKA, KIYOSHIGE
Applicants: SUMITOMO RUBBER IND, SUMITOMO RUBBER INDUSTRIES LIMITED
Application year: 1998
Main classification: B60C5
IPC codes: B60C1, B60C5