Pneumatic tire for passenger cars

Abstract: The present invention provides a pneumatic tire for passenger cars comprising bead cores, a carcass layer, a tread portion, and side wall portions, wherein a rubber reinforcing layer having a crescent-shaped cross-section and at least one sheet of a rubber-filament fiber composite having a thickness measured under a pressure of 20 g/cm 2 of 0.05 to 2.0 mm which is formed from a rubber component and filaments having a diameter or a maximum cross-sectional dimension of 0.0001 to 0.1 mm and a length of 8 mm or more are disposed in said side wall portions and reinforcing cords of carcass plies are made of an aliphatic polyamide fiber having a melting point of 250°C or higher. Deterioration of adhesion in carcass ply does not take place during use, particularly during use in a run-flat condition, and the pneumatic tire shows excellent durability.

Description: The present invention relates to a pneumatic tire for passenger cars, and more particularly to a pneumatic tire for passenger cars which have improved durability and can be safely used even when the internal pressure of the tire is reduced. Cords of aliphatic polyamide fibers such as nylon 66 fiber are frequently used as reinforcing cords for tires because of their high strength and excellent resistance to wear. However, these cords do not always give satisfactory results when they are used for pneumatic tires for passenger cars. Pneumatic tires for passenger cars have been improved remarkably in recent years by the use of cords of polyester fibers which show excellent dimensional stability and have high strength in place of the above fibers for reinforcement of the tires. Among the polyester fibers, polyethylene terephthalate fibers (PET) are generally used as the reinforcing material for rubber such as tire cords because PET has a Young's modulus higher than that of nylon 66 fiber and about the same as that of rayon and shows a better balance of physical properties than other fiber materials. However, PET shows inferior dimensional stability under heating because of a decrease in the Young's modulus although PET shows a relatively high Young's modulus at room temperature. Therefore, in spite of the high Young's modulus, PET manufactured to suit industrial applications such as the reinforcement of rubber has a drawback in that the Young's modulus decreases under heating to about the same value as that of general use PET used for clothing. Polyethylene naphthalate fibers (PEN) stretched sufficiently by a heat treatment show a Young's modulus almost twice that of PET at room temperature. Moreover, PEN has a Young's modulus as high as 100 g/d or more at 100°C or higher and shows excellent dimensional stability under heating such as a dry heat shrinkage of 2% or less at 150°C. Therefore, the application of PEN as the reinforcing material of rubber such as tire cords has been attempted. However, heat buildup inside a tire is extremely large when the tire is used with a lower internal pressure, i.e., under so-called run-flat conditions. Therefore, adhesion at high temperatures is not sufficient even when PET or PEN is used. The main cause of failure of a tire during use in a run-flat condition is separation at the interface of the PET or PEN and the adhesive layers. Further US 5,217,549 discloses a pneumatic tire for passenger cars comprising: a pair of left and right ring-shaped bead cores; a carcass layer formed from a layer in which a plurality of reinforcing cords disposed substantially parallel to each other are embedded in a covering rubber; a tread portion disposed at an outer side of the carcass portion in the radial direction of the tire; and a pair of side wall portions disposed at the left and right of the tread portion; wherein a rubber reinforcing layer having a crescent-shaped cross-section and at least one strip are disposed in the side wall portions; and the reinforcing cords of carcass plies are made of an aliphatic polyamide fiber having a melting point of 250°C or higher as measured by DSC. Attention is also drawn to the disclosures of US-A-4 067 372, and EP-A-0 613 795. The object of the present invention is to provide a pneumatic tire for passenger cars which has improved durability because separation at the interfaces of adhesive layers and reinforcing fibers does not take place during use, particularly during use in a run-flat condition, and wherein a layer of a rubber-filament fiber composite is disposed at side wall portions of the tire. As the result of studies in detail by the present inventors on the behaviour of carcass plies when used in a run-flat condition, it was found that a pneumatic tire for passenger cars having an improved durability can be provided when a specific aliphatic polyamide is used for the reinforcing cords and a rubber-filament fiber composite is disposed at the side wall portions. The present invention has been completed based on the above knowledge. The present invention provides a pneumatic tire for passenger cars according to claim 1. It is preferable that the filament fiber in the rubber-filament fiber composite is a fiber selected from the group consisting of aromatic polyamide fiber, rayon fiber, polyethylene naphthalate fiber, polyimide fiber, carbon fiber, glass fiber and steel wire; that the filament fiber in the rubber-filament fiber composite has a diameter or a maximum cross-sectional dimension of 0.0001 to 0.005 mm and a length of 10 mm or more; that the content of the filament fiber in said rubber-filament fiber composite is 4 to 50% by weight; that said nonwoven fabric has a thickness of 0.1 to 0.5 mm; and that said reinforcing cords of carcass plies are made of nylon 66 fiber or nylon 46 fiber. The invention will be further described with reference to the accompanying drawings, wherein Fig. 1 shows a schematic cross sectional view of an example of the pneumatic tire of the present invention. Fig. 2 shows a schematic cross sectional view of another example of the pneumatic tire of the present invention. Fig. 3 shows a schematic presentation of the structure of a side portion (a carcass portion) of a pneumatic tire used as a comparative example. Fig. 4 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 5 shows a schematic presentation of the structure of a side portion (a carcass portion) of a pneumatic tire used as a comparative example. Fig. 6 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 7 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 8 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 9 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 10 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 11 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 12 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 13 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 14 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 15 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. Fig. 16 shows a schematic presentation of the structure of a side portion (a carcass portion) of the pneumatic tire used in another example of the present invention. The reinforcing cord of the carcass ply of the pneumatic tire for passenger cars of the present invention is made of an aliphatic polyamide fiber having a melting point of 250°C or higher as measured by DSC. By the use of this fiber, strong adhesion between rubber parts and the fiber can be obtained even at high temperatures and deterioration of adhesion in the carcass ply can be prevented. A stabilizer such as a stabilizer comprising a copper salt and an antioxidant may be added to the polyamide fiber in order to provide the fiber with resistance to heat, light, and oxygen. As the aliphatic polyamide fiber used for the reinforcing cord of the carcass ply of the pneumatic tire for passenger cars of the present invention, nylon 66 fiber or nylon 46 fiber is preferable in view of their adhesive properties at a high temperature. When the melting point of the reinforcing cord of the carcass ply as measured by DSC is lower than 250°C, durability when used in a run-flat condition is inferior because it becomes difficult to maintain the shape of the tire at a high temperature. The filament fiber used in the rubber-filament fiber composite which is used as a layer of a fiber reinforcing component in the present invention is not formed into twisted or woven bundles of multiple fibers like the cord fabric for tire fiber cords, and a nonwoven fabric is preferably used. As the material of the filament fiber used in the rubber-filament fiber composite, a fiber selected from natural polymeric fibers such as cotton, rayon, and cellulose; synthetic polymeric fibers such as aromatic polyamide fibers, aliphatic polyamide fibers, polyester fibers, polyvinyl alcohol fibers, and polyimide fibers; carbon fibers; glass fibers; and steel wires may be used by themselves or in combination with any of the above fibers. Among these fibers, aromatic polyamide fibers, rayon fibers, polyethylene naphthalate fibers, polyimide fibers, carbon fibers, glass fibers, and steel wires are preferable in view of their dimensional stability at high temperatures. Specific examples of the aromatic polyamide fiber include poly-para-phenyleneterephthalamide, poly-meta-phenyleneterephthalamide, poly-para-phenyleneisophthalamide and poly-metaphenyleneisophthalamide. The diameter or the maximum cross-sectional dimension of the filament fiber forming the rubber-filament fiber composite must be in the range of 0.0001 to 0.1 mm and is preferably in the range of 0.0001 to 0.005 mm. The length of the filament fiber forming the rubber-filament fiber composite must be 8 mm or more and is preferably 10 mm or more. When the length of the filament fiber is less than 8 mm, entanglement of filament fibers is not sufficient and the strength required as a reinforcing layer cannot be maintained. The cross-section of the filament fiber may have a circular shape or a shape other than a circle. The filament fiber may have a hollow structure. Moreover, conjugated fibers in which different materials are used in an outer layer and in an inner layer, a radiate structure, a petal structure, or a layered structure may also be used. It is preferable that the content of the filament fiber in the rubber-filament fiber composite is 4 to 50% by weight. When the content of the filament fiber in the rubber-filament fiber composite is less than 4% by weight, uniformity of the composite may not be able to be maintained and the rigidity required as a reinforcing layer may not able to be exhibited. Thus, such a content is not preferable. When the content exceeds 50% by weight, the content of the continuous layer of the fiber in the rubber-filament fiber composite is large and the durability of the rubber-filament fiber composite tends to decrease thereby decreasing the durability of the tire. Thus, such a content is not preferable, either. In the rubber-filament fiber composite comprised in the pneumatic tire for passenger cars of the present invention, it is preferable that a nonwoven fabric is used. As the process for producing the nonwoven fabric, the needle punch process, the carding process, the melt blow process, and the spun bond process are suitable. Particularly, nonwoven fabrics obtained by the carding process in which filaments are entangled with each other by using a water stream or needles, or by the spun bond process in which filaments are entangled with each other are preferably used. The weight per area (the weight per 1 m 2 ) of the nonwoven fabric is preferably in the range of 10 to 300 g. When the weight per area exceeds 300 g/cm 2 , rubber tends not to penetrate into the space inside the nonwoven fabric although the penetration may vary depending on the fluidity of the rubber and such a weight per area is not preferable in view of the separation between the fabric and the rubber in the rubber-nonwoven fabric composite when the composite is used as a component of a tire. When the weight per area is less than 10 g, uneven nonwoven fabric may be obtained because maintaining uniformity of the nonwoven fabric itself becomes difficult and a composite prepared from the nonwoven fabric and rubber may show large random variations in strength, rigidity, and elongation at break after the composite is vulcanized. Thus, such a weight per area is not preferable. The thickness of the nonwoven fabric measured under a pressure of 20 g/cm 2 is preferably in the range of 0.05 to 2.0 mm and more preferably in the range of 0.1 to 0.5 mm. When the thickness of the nonwoven fabric is less than 0.05 mm, maintaining uniformity of the nonwoven fabric becomes difficult, and a composite prepared from the nonwoven fabric and rubber has insufficient strength and rigidity. When the thickness exceeds 2.0 mm, the thickness of a composite prepared from the nonwoven fabric and rubber is increased and such a material is not preferable as a component of a tire. To form the rubber-filament fiber composite, an unvulcanized rubber composition is applied to the fiber in advance while the components remain unvulcanized. Specifically, mixing may be conducted by using any method generally used in the rubber industry, such as a method using a roll or a Banbury mixer. It is preferable from the standpoint of dispersion of the fiber that the filament fiber is added in small portions. When a nonwoven fabric is used as the filament fiber, an unvulcanized rubber composition in a sheet form is pressed to one or both faces of the nonwoven fabric by using a press or a heat roll so that the air contained inside the nonwoven fabric is sufficiently replaced with the unvulcanized rubber composition. When the fluidity of the unvulcanized rubber composition is not sufficient, it may be necessary that the unvulcanized rubber composition is pressed at an elevated temperature but still within the range where substantially vulcanization does not start. In another method, the unvulcanized rubber composition is liquefied by using a solvent and applied to the nonwoven fabric to provide the fabric with tackiness. The unvulcanized composite thus obtained is applied to prepare a green tire, which is then vulcanized in a mold. In the formation of the composite, the filament fiber may be used without any prior adhesive treatment when the adhesion of the filament fiber to the rubber is sufficient after vulcanization. However, when the adhesion is insufficient, a dipping heat set treatment may be applied to the filament fiber in a similar manner to that used for enhancement of the adhesion between fiber cords for tires and rubber. It is preferable that the rubber reinforcing layer having a crescent-shaped cross-section is disposed at the inner side of the carcass ply. The rubber component used for the carcass ply, the rubber-filament fiber composite, and the rubber reinforcing layer is not particularly limited. Examples of the rubber component include natural rubber (NR), butadiene rubber (BR), styrene-butadiene rubber (SBR), and isoprene rubber (IR). As for the physical properties of the rubber composition used for the composite, it is preferable that the tensile stress at 50% elongation (M 50 ) is 2 to 9 MPa and the tensile stress at 100% elongation (M 100 ) is 4 to 15 MPa. The carcass ply used in the present invention can be prepared from the aliphatic polyamide cord and the rubber composition in accordance with a conventional process. The carcass ply thus prepared is applied to prepare a green tire, which is then vulcanized in a mold. In the pneumatic tire of the present invention, the structure of the carcass, the size of the nonwoven-fabric and the position where the nonwoven fabric is disposed are not particularly limited. For example, the nonwoven-fabric can be disposed at the positions shown in the drawings. The reference numbers in the figures have the following meanings: 1: a pneumatic tire 2: a side wall portion 3: a tread portion 4: a carcass layer 4a: a turned up carcass ply 4b: a down carcass ply 5: a belt portion 6: a bead core 7: a bead filler 8: a rubber reinforcing layer 9: a rubber-filament fiber composite 10: a belt reinforcing layer 11: a belt reinforcing layer The structure of the pneumatic tire in accordance with the present invention will be described below with reference to the drawings. An example of a schematic cross sectional view of the pneumatic tire of the present invention is shown in Fig 1. Both ends of a turned up carcass ply 4a using a layer of nylon 66 in which a cord direction is directed to a radial direction of the tire 1 are turned around a pair of right and left bead cores 6 and bead fillers 7. Two layers of steel belts 5 are arranged above the carcass plies 4 in a radial direction of the tire, and a tread rubber 3 is arranged in a tire road contact surface portion provided above the steel belts 5. Further, side wall rubbers 2 are arranged on the carcass layer of both sides of the tread rubber 3. In Fig. 2, belt reinforcing layers 10 and 11 are arranged outside the belt layer 5. An arrangement of the carcass portion in the tire side portion of the pneumatic tire in the present invention is exemplified in structures I, II, III, IV and V (in Figs. 3, 4, 5, 6, and 7). It should be noted that the tires of Figs. 3 and 5 do not include a rubber-filament fiber composite 9 as required by the present invention. In the structures I and II, in addition to the two turned up carcass plies 4a using nylon 66 cords, a reinforcing rubber layer 8 having a crescent cross section (for example, a maximum thickness of 13 mm and a Shore hardness of 80 degrees) is arranged inside the carcass ply 4a having a 3P carcass structure in which a sheet of down carcass 4b is arranged on the most front layer. In the structures III and IV, a reinforcing rubber layer 8 having a crescent cross section is arranged inside the carcass ply 4 having a 2P carcass structure in which an end of the carcass ply 4a using a sheet of steel cord is turned up to the tread portion enveloped structure. In the structure V, the reinforcing rubber layer 8 is arranged inside the carcass ply 4 having a 1P carcass portion in which a turned up ply forms an enveloped structure. Further in structures II, IV and V, at least one sheet of rubber-filament fiber composite 9 having a specific size and composition is arranged inside the carcass ply 4a in the side wall portion. The present invention is described more specifically with reference to the following examples. However, the present invention is not limited to the examples. The melting point of the fiber was measured by a differential scanning calorimeter with a sample of about 5 mg at a speed of temperature increase of 10°C/min using a DSC manufactured by the DUPONT Company. The melting peak temperature was taken as the melting point. The tensile stress of the rubber composition used for the composite was measured in accordance with the method of Japanese Industrial Standard K6301-1995. The tensile strength and the elongation at break of the reinforcing cord of the carcass ply were measured in accordance with the method of Japanese Industrial Standard L1017-1983. Properties of the tire were measured in accordance with the following methods: (1) Durability in a run-flat condition A tire was attached to a rim and inflated to an internal pressure of 3.0 kg/cm 2 . After the tire was placed in a chamber at a room temperature of 38°C for 24 hours, the core of the valve was removed to decrease the internal pressure to atmospheric pressure. Then, a drum driving test of the tire was conducted under conditions of an applied weight of 570 kg, a speed of 89 km/hour, and a room temperature of 38°C. Durability in a run-flat condition was obtained from the driving distance at the time that the fracture occurred. Durability in a run-flat condition is shown as an index with reference to the value obtained in the control tire which is set to 100. The larger the index, the better the durability in a run-flat condition. (2) Durability in an ordinary condition (Durability in an inflated condition) A tire was attached to a rim and inflated to an internal pressure of 3.0 kg/cm 2 . After the tire was placed in a chamber at a room temperature of 25°C for 24 hours, the internal pressure was adjusted again to 3.0 kg/cm 2 . Then, the tire was pressed to a drum rotating at a circumferential speed of 60 km/hour under an applied load which was twice the load specified by the Japanese Association of Tire Manufacturers and the driving distance at the time that the fracture occurred was measured. To decide whether the tire can actually be used, the result was rated as poor (cannot be used) when the driving distance was 20,000 km or less, and as good (can be used) when the driving distance exceeded 20,000 km. Tires of size 225/60 R16 in which a reinforcing rubber layer having a crescent-shaped cross-section was disposed at an inner side of the carcass ply of the side wall portions were prepared in accordance with the conventional process. The formulations of the rubber compositions used for the reinforcing rubber layer are shown in Table 1. parts by weight natural rubber 30 butadiene rubber 70 carbon black 60 softener 5.0 zinc oxide 3.0 stearic acid 1.0 antioxidant 2.0 vulcanization accelerator 3.5 sulfur 5.0 Rubber-filament fiber composites were prepared as follows: When a nonwoven fabric was not used as the filament fiber, a rubber-filament fiber composite was prepared by using a Banbury mixer. When a nonwoven fabric was used as the filament fiber, an unvulcanized rubber composition in a sheet form was pressed to both faces of the nonwoven fabric by a press at 70°C. The rubber composition used was the same as that used for the reinforcing rubber layer. The following four types of carcass structure were examined: Structure I: A 3P structure having two turned-up carcass plies and one down carcass ply at an outer side of the turned-up plies. Structure II: A 3P structure having two turned-up carcass plies, one down carcass ply at an outer side of the turned-up plies and a rubber-filament fiber composite disposed at an inner side of a rubber reinforcing layer having a crescent-shaped cross-section. Structure III: A 2P structure having one turned-up carcass ply and one carcass ply whose end is turned up to a tread portion. Structure IV: A 2P structure having one turned-up carcass ply, one carcass ply whose end is turned up to a tread portion, and a rubber-filament fiber composite disposed at an inner side of a rubber reinforcing layer having a crescent-shaped cross-section. Structure V: A 1P structure having carcass ply whose end is turned up to a tread portion, and a rubber-filament fiber composite disposed at an inner side of a rubber reinforcing layer having a crescent-shaped cross-section. For the reinforcing cord of the carcass ply, nylon 66 fiber (melting point: 260°C) or nylon 46 fiber (melting point: 290°C) was used. The structure of the tires and the results of the evaluation of the properties of the tires are shown in Table 2. Comparative Example 1 Example 1 Example 2 Example 3 Reinforcing component reinforcing rubber layer present present present present composite nonwoven fabric absent present present absent filament fiber absent absent absent present fiber - aramide aramide aramide length of fiber (mm) - 50 50 50 diameter of fiber (mm) - 0.02 0.02 0.02 weight per area (g/m 2 ) - 50 50 - Carcass ply cord material nylon 66 nylon 66 nylon 46 nylon 66 structure 1400dtex/2 1400dtex/2 1400dtex/2 1400dtex/2 tensile strength (N/cord) 230 230 224 230 elongation at break (%) 20.0 20.0 15.0 20.0 structure 3P 3P 3P 3P Tire structure I II II II Durability in a run-flat condition (index) 100 125 130 125 Durability in an inflated condition good good good good Comparative Example 2 Example 4 Example 5 Reinforcing component reinforcing rubber layer present present present composite nonwoven fabric absent present present filament fiber absent absent absent fiber - aramide aramide length of fiber (mm) - 50 50 diameter of fiber (mm) - 0.02 0.02 weight per area (g/m 2 ) - 50 50 Carcass ply cord material nylon 66 nylon 66 nylon 46 structure 1400dtex/2 1400dtex/2 1400dtex/2 tensile strength (N/cord) 230 230 224 elongation at break (%) 20.0 20.0 15.0 structure 2P 2P 2P Tire structure III IV IV Durability in a run-flat condition (index) 100 130 135 Durability in an inflated condition good good good It is shown that durability of a tire can be improved by disposing a rubber-filament fiber composite at side wall portions in all structures of the carcass plies. In accordance with the present invention, a pneumatic tire for passenger cars having improved durability is provided because deterioration of adhesion in carcass ply does not take place during use, particularly during use in a run-flat condition. Other examples of tires according to the invention are shown in Figs. 8 to 16, wherein like parts are indicated by the same reference numerals as in figures 1 to 7.

Claims: A pneumatic tire (1) for passenger cars comprising: a pair of left and right ring-shaped bead cores (6); a carcass layer (4) formed from a layer in which a plurality of reinforcing cords disposed substantially parallel to each other are embedded in a covering rubber; a tread portion (3) disposed at an outer side of said carcass portion in the radial direction of the tire; and a pair of side wall portions (2) disposed at the left and right of said tread portion; wherein a rubber reinforcing layer (8) having a crescent-shaped cross-section and at least one sheet of a rubber-filament fiber composite (9) having a thickness of 0.05 to 2.0 mm which is formed from a rubber component and filament fibers having a diameter or a maximum cross-sectional dimension of 0.0001 to 0.1 mm and a length of 8 mm or more are disposed in said side wall portions, wherein said rubber-filament fiber composite (9) is formed from a rubber and a nonwoven fabric having a weight per area of 10 to 300 g/m 2 ; and said reinforcing cords of carcass plies (4) are made of an aliphatic polyamide fiber having a melting point of 250°C or higher as measured by DSC. A pneumatic tire as claimed in claim 1, wherein said filament fiber in said rubber-filament fiber composite (9) is at least one fiber selected from the group consisting of aromatic polyamide fiber, rayon fiber, polyethylene naphthalate fiber, polyimide fiber, carbon fiber, glass fiber and steel wire. A pneumatic tire as claimed in claim 1 or 2, wherein said filament fiber in said rubber-filament rubber composite (9) has a diameter or a maximum cross-sectional dimension of 0.0001 to 0.005 mm and a length of 10 mm or more. A pneumatic tire as claimed in any of claims 1 to 3, wherein the content of the filament fiber in said rubber-filament fiber composite (9) is 4 to 50% by weight. A pneumatic tire as claimed in any of claims 1 to 4, wherein said nonwoven fabric of said rubber-filament fiber composite (9) has a thickness measured under a pressure of 20 g/cm 2 of 0.1 to 0.5 mm. A pneumatic tire as claimed in any of claims 1 to 5, wherein said reinforcing cords of carcass plies are made of at least one fiber selected from the group consisting of nylon 66 fiber and nylon 46 fiber.

Inventors: KOBAYASHI KAZUOMI, MATSUO KENJI, NISHIKAWA TOMOHISA, KOBAYASHI, KAZUOMI, MATSUO, KENJI, NISHIKAWA, TOMOHISA, Kobayashi, Kazuomi, C/o Bridgestone Corporation, Matsuo, Kenji, c/o Bridgestone Corporation, Nishikawa, Tomohisa, c/o Bridgestone Corporation
Applicants: BRIDGESTONE CORP, BRIDGESTONE CORPORATION
Application year: 1998
Main classification: B60C17
IPC codes: B60C9, B60C17, B60C15