Stabilizer and tire equipped with stabilizer

Abstract

The purpose of the present invention is to provide a stabilizer which can be separated from a tire and reused, while achieving both performance derived from tire rigidity and riding comfort performance. The stabilizer is housed in a tire cavity, and includes: a pair of bead-corresponding members (12, 12) located at respective ends in the width direction and extending in the circumferential direction; a plurality of side surface corresponding members (14) extending radially outward from radially outer end portions of the pair of bead corresponding members, the radially outer end portions of the side surface corresponding members being curved inward in the width direction; a tread corresponding member (16) connected to the radially outer ends of the plurality of side surface corresponding members located on each side of the equatorial plane; and a plurality of circumferential reinforcement bodies (18) located radially outward of the tread counterpart members, at least the circumferential reinforcement bodies comprising rigidity variable members.

Description

Technical Field

[0001] The present invention relates to a stabilizer capable of appropriately adjusting at least one of the rigidity of a tire casing and a tread surface according to a special situation during vehicle operation, and a tire equipped with the stabilizer. Background Art

[0002] For example, a tire is known in which ribs formed of ribs protruding from the inner surface of the tire are provided on a shell as a member constituting the skeleton of the tire in order to improve the lateral rigidity and the longitudinal rigidity while suppressing an increase in the longitudinal rigidity of the tire (see Patent Document 1).

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent Application Publication No. 2015-039903 Summary of the invention

[0006] Technical problem to be solved by the invention

[0007] However, although Patent Document 1 discloses that the ribs constituting the strip pattern can be made of a resin material or a non-resin material, it does not disclose a tire reinforcement structure that helps to balance performance derived from tire rigidity (cornering performance, etc.) and ride comfort performance according to special conditions during vehicle operation (when turning (mainly when steering), etc.).

[0008] Furthermore, in recent years, there has been a demand for the development of a tire reinforcing member that can be separated from a tire and reused even after the tire is replaced.

[0009] The present invention has been completed in view of the above situation, and its purpose is to provide a stabilizer and a tire equipped with the stabilizer, wherein the stabilizer appropriately adjusts at least one of the rigidity of the casing and the rigidity of the tread according to the special conditions during vehicle operation, thereby achieving a balance between the performance derived from the rigidity of the tire and the ride comfort performance, and the stabilizer can be separated from the tire and reused.

[0010] Technical means for solving technical problems

[0011] The stabilizer of the present invention is characterized in that it is accommodated in the inner cavity of the tire and includes: a pair of bead corresponding components, which are located at each end in the width direction and extend in the circumferential direction; a plurality of side corresponding components, which extend radially outward from the radially outer end portions of a pair of the bead corresponding components, and the radially outer end portions are bent inwardly in the width direction; a tread corresponding component, which is connected to the radially outer end portions of the plurality of side corresponding components located on each side of the equatorial plane; and a plurality of circumferential reinforcements, which are located radially outward of the tread corresponding components, at least the circumferential reinforcements include variable rigidity components.

[0012] Effects of the Invention

[0013] In the stabilizer of the present invention, among the components of the bead corresponding member, the side corresponding member, the tread corresponding member, and the circumferential reinforcement, at least the circumferential reinforcement includes a variable rigidity member. Therefore, at least one of the rigidity of the outer shell and the rigidity of the tire tread can be appropriately adjusted according to the special conditions during vehicle operation, thereby achieving a balance between the performance derived from the rigidity of the tire and the ride comfort performance. In addition, the stabilizer of the present invention is a structure that is accommodated in the inner cavity of the tire in a manner that its outer peripheral shape is suitable for the inner peripheral surface of the tire, so it can be separated from the tire and reused. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a top view showing the stabilizer according to the present embodiment.

[0015] Figure 2 It is a side view showing the stabilizer of this embodiment.

[0016] Figure 3 It means as Figure 1 and Figure 2 FIG. 4 is a diagram of a bead corresponding member and a side corresponding member of the components of the stabilizer shown in FIG.

[0017] Figure 4 It means as Figure 1 FIG. 4 is a top view of a portion of a tread corresponding member of a constituent element of the stabilizer shown in FIG.

[0018] Figure 5 It means as Figure 1 A top view of a portion of a circumferential reinforcement body of a component of the stabilizer is shown in FIG.

[0019] Figure 6 It is installed on the tire body. Figure 1 AA cross-sectional view of the stabilizer shown in (with tire body). DETAILED DESCRIPTION

[0020] In the following description, regarding the stabilizer, the radial direction refers to the direction orthogonal to the rotation axis, the radial inner side refers to the side facing the rotation axis in the radial direction, and the radial outer side refers to the side away from the rotation axis in the radial direction. In addition, the circumferential direction refers to the direction around the rotation axis as the central axis. Furthermore, the width direction refers to the direction parallel to the rotation axis, the width direction inner side refers to the side facing the equatorial plane (equator line) in the width direction, and the width direction outer side refers to the side away from the equatorial plane in the width direction. In addition, the equatorial plane refers to a plane that is orthogonal to the rotation axis and passes through the center of the width. In addition, the directions of the tire (radial, circumferential and width directions) are the same as the directions of the stabilizer.

[0021] Likewise, in the following description, the standard rim refers to the "applicable rim" specified in JATMA, the "design rim" specified in TRA, or the "measuring rim" specified in ETRTO.

[0022] Likewise, in the following description, the so-called standard internal pressure refers to the "maximum air pressure" specified in JATMA, the maximum value recorded in the "tire load limits at different cold inflation pressures (TIRE LOAD LIMITS AT VARIOUS COLDINFLATION PRESSURES)" specified in TRA, or the "inflation pressure (INFLATION PRESSURES)" specified in ETRTO. In addition, the so-called standard load refers to the "maximum load capacity" specified in JATMA, the maximum value recorded in the "tire load limits at different cold inflation pressures (TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES)" specified in TRA, or the "(load capacity) LOAD CAPACITY" specified in ETRTO.

[0023] <Stabilizer>

[0024] Figure 1 is a top view showing the stabilizer of this embodiment, Figure 2 : is a side view showing the stabilizer of this embodiment. Figure 1 and Figure 2 Each of the figures shows a stabilizer 10 in a state where a tire (not shown) is assembled to a standard rim and a standard internal pressure is applied, and the stabilizer 10 is assembled to the inner cavity of the tire under a standard load. The stabilizer 10 is in a state where the rigidity of all components is maximized. Figure 6 , the same is true.

[0025] Here, Figure 1 and Figure 2 The stabilizer 10 shown in FIG. 1 is symmetrical in the width direction, and therefore, the vehicle installation direction (in the direction perpendicular to the traveling direction of the vehicle, with the direction of the center portion side of the vehicle as the vehicle installation inner side) is not fixed.

[0026] Figure 1 and Figure 2 The stabilizer 10 shown in FIG. 1 is housed in the tire cavity as described above, and has a role as a reinforcing material of the tire. More specifically, the stabilizer 10 is a member for appropriately adjusting at least one of the rigidity of the tire casing and the rigidity of the tire tread.

[0027] Figure 3 Yes means Figure 1 and Figure 2 2 is a diagram showing a plurality of side surface corresponding members connected to a bead corresponding member and the bead corresponding member as a constituent element of a stabilizer. Figure 1 to Figure 3 The bead corresponding member 12 shown in the figure is an element for adjusting the rigidity of the tire casing and is annular. The side corresponding member 14 extends radially outward from the bead corresponding member 12 and its radially outer end is bent inward in the width direction. The side corresponding members 14 are arranged at equal intervals in the circumferential direction.

[0028] In order to increase the average width ( Figure 2 The radial dimension in the tire is set mainly to be able to sufficiently adjust the rigidity of the tire casing, and is preferably set to be 5 mm or more. In contrast, in order to prevent the average width of the bead corresponding member 12 from excessively increasing the rolling resistance of the tire, it is preferably set to be 20 mm or less. In addition, it is further preferred that the average width of the bead corresponding member be set to be 7 mm or more and 18 mm or less, and it is extremely preferred that it be 9 mm or more and 16 mm or less.

[0029] The side corresponding member 14 is an element that can not only adjust the rigidity of the tire casing, but also thin the tire sidewall and even reduce the weight, and is used for connection with the tread corresponding member 16 described later. Figure 2 In particular, in order to achieve a strong bond with the tread corresponding member 16, it is preferably set to 7 mm or more. In contrast, in order to prevent the rolling resistance of the tire from being excessively increased, it is preferred that the average width of the side corresponding member 12b be set to 25 mm or less. In addition, it is further preferred that the average width of the side corresponding member 14 be set to 7.5 mm or more and 24.5 mm or less, and it is extremely preferred that it be set to 8 mm or more and 23 mm or less.

[0030] The method for joining the tire bead corresponding component 12 and the side corresponding component 14 can be appropriately changed according to the materials that constitute them. For example, mechanical joining (a method of mechanically fixing the components with threads or rivets, etc.), material joining (welding, brazing, soft soldering, etc.), and adhesive joining (joining based on van der Waals or wedge effect) can be adopted.

[0031] Figure 4 Yes means Figure 1 FIG. 1 is a top view of a portion of a tread corresponding member as a component of a stabilizer. Figure 4 As shown, the tread corresponding member 16 is annular, and has openings 16x at a certain pitch in the width direction and the circumferential direction in consideration of the rolling resistance of the tire. Figure 1 As shown in FIG. 1 , the tread corresponding member 16 is connected to the radial ends of the plurality of side corresponding members 14 at both ends in the width direction.

[0032] In order to set the average width (dimension in the radial direction) of the tread corresponding member 16 to be mainly sufficient to adjust the rigidity of the tire tread, it is preferably set to 3 mm or more. In contrast, in order to prevent the average width of the tread corresponding member 16 from excessively increasing the rolling resistance of the tire, it is preferably set to 10 mm or less. In addition, it is further preferred that the average width of the tread corresponding member 16 be set to 3.5 mm or more and 9.5 mm or less, and it is extremely preferred that it be set to 4 mm or more and 9 mm or less.

[0033] In order to prevent the circumferential pitch of the openings 16x, 16y, 16z, ... formed in the tread corresponding member 16 (the size between the circumferential center lines of the circumferentially adjacent openings 16x, 16y) from excessively increasing the rolling resistance of the tire, it is preferably set to 10 mm or more. In contrast, in order to improve the rigidity of the tread, it is preferably set to 100 mm or less. In addition, it is further preferred that the circumferential pitch be set to 15 mm or more and 95 mm or less, and it is extremely preferred that the circumferential pitch be set to 20 mm or more and 90 mm or less.

[0034] Similarly, in order to prevent the width direction pitch of the openings 16x, 16y, and 16z formed in the tread corresponding member 16 from excessively increasing the rolling resistance of the tire (the size between the width direction center lines of the openings 16x and 16z adjacent in the width direction), it is preferably set to 10 mm or more. Different from this, in order to improve the rigidity of the tread, it is preferably set to 100 mm or less. In addition, it is further preferred that the width direction pitch is set to 15 mm or more and 95 mm or less, and it is extremely preferred that it is set to 20 mm or more and 90 mm or less.

[0035] The method of joining the side corresponding member 14 and the tread corresponding member 16 can be appropriately changed according to the materials constituting these members 14 and 16. For example, any of the above-mentioned mechanical joining, material joining, and adhesive joining can be adopted.

[0036] In order to prevent the rigidity of the tread from being locally different in the tire width direction and the tire circumferential direction, it is preferable that: Figure 4 The openings 16x, 16y, 16z, ... of the tread corresponding member 16 shown in FIG. 1 are uniformly formed in the width direction and the circumferential direction in a plan view. Figure 4 The shapes of the openings 16x, 16y, 16z, ... may be circular, elliptical, or polygonal, in addition to the rectangular shape shown in FIG.

[0037] Figure 5 It means as Figure 1 A top view of a portion of a circumferential reinforcement of a component of the stabilizer shown in FIG. Figure 5 As shown, the circumferential reinforcement body 18 is formed at a certain pitch in the width direction and is composed of components 18a to 18g whose length direction is the circumferential direction. Figure 5 , the circumferential reinforcement body 18 (18a-18g) is in a straight line shape, but is not limited thereto, and can also be in a curved wave shape when extending circumferentially as a whole. The circumferential reinforcement body 18 is connected to the radially outer surface of the tread corresponding member 16 and is in a radially convex annular shape as a whole.

[0038] In order to increase the average width of the circumferential reinforcement body 18 ( Figure 5 The average width of the circumferential reinforcement 18 is preferably set to 3 mm or more in order to sufficiently adjust the rigidity of the tire tread. In contrast, in order to prevent the average width of the circumferential reinforcement 18 from excessively increasing the rolling resistance of the tire, it is preferably set to 10 mm or less. In addition, the average width of the circumferential reinforcement 18 is further preferably set to 3.5 mm or more and 9.5 mm or less, and it is extremely preferably set to 4 mm or more and 9 mm or less.

[0039] In order to prevent the width direction pitch of the circumferential reinforcement 18 (the dimension between the width direction center lines of the circumferential reinforcements 18a and 18b adjacent in the width direction) from excessively increasing the rolling resistance of the tire, it is preferably set to 3 mm or more. In contrast, in order to improve the rigidity of the tread, the width direction pitch of the circumferential reinforcement 18 is preferably set to 10 mm or less. In addition, the width direction pitch of the circumferential reinforcement 18 is further preferably set to 3.5 mm or more and 9.5 mm or less, and it is extremely preferably set to 4 mm or more and 9 mm or less.

[0040] The method of joining the tread counterpart 16 and the circumferential reinforcing body 18 can be appropriately changed according to the materials constituting these components 16 and 18, and for example, one of the above-mentioned mechanical joining, material joining, and adhesive joining can be adopted.

[0041] Under the above premise, in the stabilizer 10 of the present embodiment, among the bead corresponding member 12, the side corresponding member 14, the tread corresponding member 16 and the circumferential reinforcement body 18, at least the circumferential reinforcement body 18 includes a variable rigidity member. Here, the so-called variable rigidity member refers to a member whose rigidity (difficulty of deformation when stress is applied) changes according to the state of power supply, pressure state, etc. In addition, the so-called rigidity in the present embodiment mainly means hardness, but is not limited to this, and also includes the case of meaning strength.

[0042] As a member whose rigidity changes according to the state of power supply, for example, a member obtained by covering the periphery of biometallic fiber (registered trademark) (a material composed of strands obtained by impregnating an uncured epoxy resin composition into a carbon fiber bundle) with rubber (hereinafter sometimes referred to as a "BMF member") can be cited. The BMF member can appropriately change the rigidity according to the magnitude of the current when power is supplied.

[0043] In contrast, as a member whose rigidity changes according to the pressure state, for example, a hollow body made of styrene-butadiene rubber formed into a thin tube (hereinafter sometimes referred to as an "SBR member") can be cited. The SBR member can adjust the degree of inflow / discharge when a fluid (air or oil, etc.) flows into the hollow body or discharges the fluid therefrom to pressurize / depressurize the hollow body, thereby appropriately changing the rigidity of the hollow body.

[0044] As described above, the stabilizer 10 of this embodiment includes a variable rigidity component whose rigidity changes appropriately according to power-on (and power-off) or pressurization (and decompression). Therefore, it is possible to appropriately adjust at least one of the rigidity of the tire shell and the rigidity of the tread according to the special conditions when the vehicle is operated (when turning, etc.). In addition, in this specification, the so-called turning of the vehicle includes not only the change of the vehicle's forward route caused by the operator's intentional steering while driving, but also the situation where the vehicle changes its forward route even if the operator is not aware of it (for example, the change of the forward route caused by slipping, etc.).

[0045] In the past, a tire is a structure with a certain rigidity (hardness and strength). In sports tires, it has been hoped that high rigidity can be maintained to achieve reliable operation, etc., while in comfort tires, it has been hoped that low rigidity can be maintained to achieve comfortable riding comfort.

[0046] However, in recent years, it is desired to realize the performance (including cornering performance, etc.) derived from the tire rigidity and the ride comfort performance, which are opposite performances, in the same vehicle. In the tire equipped with the stabilizer 10 of this embodiment, according to the above-mentioned structure, it is possible to achieve these opposite performances at a high level for the same vehicle according to the special conditions during vehicle operation.

[0047] Furthermore, the stabilizer 10 of the present embodiment is structured to be housed in the inner cavity of the tire so that its outer peripheral shape fits the inner peripheral surface of the tire. Therefore, the stabilizer 10 of the present embodiment can be separated from the tire and reused.

[0048] Specific examples of the present embodiment are described below. The examples described below are examples in which the rigidity of the stabilizer is changed by energization (and de-energization) and examples in which the rigidity of the stabilizer is changed by pressurization (and depressurization).

[0049] (Example of changing the stiffness of the stabilizer by energizing (or de-energizing) (Type 1))

[0050] In this example (Type 1), Figure 1 to Figure 5 In the stabilizer 10 shown in the figure, among the bead corresponding member 12, the side corresponding member 14, the tread corresponding member 16 and the circumferential reinforcement 18, at least the circumferential reinforcement is composed of a member that is hardened by electricity and softened by the cessation of electricity (hereinafter explained by a BMF member).

[0051] In addition, for the equipment required for energization, a energization control device (not shown) can be provided on the inner circumference of the tire, and in particular, for the current supply from the outside, a known wireless power receiving system can be adopted. In addition, for the components 12 to 18 of the stabilizer 10, each part completed as a BMF component can be connected to the above-mentioned energization control device, and energization and energization can be stopped.

[0052] When the bead corresponding member 12, the side corresponding member 14, the tread corresponding member 16, and the circumferential reinforcement 18 are all made of BMF members, the rigidity of the entire stabilizer 10 can be uniformly increased by simultaneously energizing these components 12 to 18. In addition, when the energization of these components 12 to 18 is stopped at the same time, the rigidity of the entire stabilizer 10 can be uniformly reduced. The stabilizer 10 having such an effect is useful in that it can support the tire in an emergency when the tire bursts.

[0053] In addition, the energized portion can be adjusted for a specific reinforcement member among the bead corresponding member 12, the side corresponding member 14, the tread corresponding member 16, and the circumferential reinforcement member 18. For example, by energizing the bead corresponding member 12, the side corresponding member 14, and the tread corresponding member 16 simultaneously, the rigidity of the tire shell and the rigidity of the tire tread can be increased to a certain extent in advance, and for the circumferential reinforcement member 18, the degree of energization can be made different for each component.

[0054] More specifically, in Figure 1 and Figure 5 The upper side is the stepping side, and the lower side is the kicking side, so that the tire equipped with the stabilizer shown in these drawings (top view) is installed on the right side of the vehicle body ( Figure 1 The upper side is the front side of the vehicle) and when moving forward while turning left (when turning), the following two solutions can be adopted according to the purpose.

[0055] First, in order to stabilize the posture of the vehicle body during turning, Figure 5 The degree of energization in the components 18e, 18f, and 18g on the vehicle-mounting outer side of the circumferential reinforcement body 18 shown in FIG. 1 is higher than the degree of energization in the other components 18a, 18b, 18c, and 18d.

[0056] Thus, the rigidity of the tire tread on the outer side of the vehicle can be efficiently increased to achieve stable cornering performance, and the rigidity of the tire tread on the inner side of the vehicle with a lower degree of energization can be reduced to improve ride comfort.

[0057] Second, in order to fully obtain the so-called steering force required for steering, Figure 5 The degree of energization in the components 18e, 18f, and 18g on the vehicle-mounting outer side of the circumferential reinforcement body 18 shown in FIG. 1 is lower than the degree of energization in the other components 18a, 18b, 18c, and 18d.

[0058] This can effectively reduce the rigidity of the tire tread on the outer side of the vehicle to achieve stable grip, and can also increase the rigidity of the tire tread on the inner side of the vehicle to improve cornering performance.

[0059] (Example of changing the rigidity of the stabilizer by pressure (Type 2))

[0060] In this example (Type 2), Figure 1 to Figure 5In the stabilizer 10 shown in FIG. 1 , at least the circumferential reinforcement body 18 of the bead corresponding member 12, the side corresponding member 14, the tread corresponding member 16 and the circumferential reinforcement body 18 is composed of a hollow body. In this example, when a fluid (gas such as air or liquid such as oil) is flowed into the hollow body or discharged from the hollow body, the hollow body is pressurized / depressurized by adjusting the degree of inflow / discharge, thereby changing the rigidity of the hollow body.

[0061] In addition, in type 2, for the device for flowing fluid into the hollow body or discharging fluid from the hollow body, a fluid inflow and discharge device (not shown) can be provided on the inner circumferential surface of the tire, and the fluid inflow and discharge can be performed by a pump system built into the device. In addition, for the components 12 to 18 of the stabilizer 10, a valve stem with an automatic opening and closing function can be installed in each part completed as a hollow body, and the pump can be connected to the components 12 to 18 of the stabilizer 10 via these valve stems to perform the inflow and discharge of fluid.

[0062] about Figure 1 to Figure 5 In type 2, the BMF component in type 1 is replaced by an SBR component.

[0063] In type 2, when the bead corresponding member 12, the side corresponding member 14, the tread corresponding member 16, and the circumferential reinforcement 18 are all composed of SBR members, the fluid is simultaneously flowed into these components 12 to 18, thereby making it possible to uniformly increase the rigidity of the entire stabilizer 10. In addition, when the fluid is discharged from these components 12 to 18 at the same time, the rigidity of the entire stabilizer 10 can be uniformly reduced. The stabilizer 10 having such an effect is useful in that it can support the tire in an emergency when the tire bursts.

[0064] Furthermore, the degree of fluid inflow can be adjusted for each component for a specific reinforcement body among the bead corresponding member 12, the side corresponding member 14, the tread corresponding member 16, and the circumferential reinforcement body 18. For example, by simultaneously inflowing fluid into the bead corresponding member 12, the side corresponding member 14, and the tread corresponding member 16, the rigidity of the tire casing and the rigidity of the tire tread can be increased to some extent in advance, and for the circumferential reinforcement body 18, the degree of fluid inflow can be made different for each component.

[0065] More specifically, in Figure 1 and Figure 5 The upper side is the stepping side, and the lower side is the kicking side, so that the tire equipped with the stabilizer shown in these drawings (top view) is installed on the right side of the vehicle body ( Figure 1 The upper side is the front side of the vehicle) and when moving forward while turning left (when turning), the following two solutions can be adopted according to the purpose.

[0066] First, in order to stabilize the posture of the vehicle body during turning, Figure 5 The amount of fluid flowing into the components 18e, 18f, and 18g on the vehicle-mounted outer side of the circumferential reinforcement body 18 shown in the figure becomes relatively large, while the amount of fluid flowing into the other components 18a, 18b, 18c, and 18d becomes relatively small.

[0067] Thus, the rigidity of the tire tread on the vehicle mounting outer side can be efficiently increased to achieve stable cornering performance, and the rigidity of the tire tread on the vehicle mounting inner side where a relatively small amount of fluid flows can be reduced to improve ride comfort.

[0068] Second, in order to fully obtain the so-called steering force required for steering, Figure 5 The amount of fluid flowing into the components 18e, 18f, and 18g on the vehicle-mounted outer side of the circumferential reinforcement body 18 shown in the figure becomes relatively small, while the amount of fluid flowing into the other components 18a, 18b, 18c, and 18d becomes relatively large.

[0069] This can effectively reduce the rigidity of the tire tread on the vehicle mounting outer side to achieve stable grip, and can also make the tire tread on the vehicle mounting inner side, into which a relatively large amount of fluid flows, high in rigidity to improve cornering performance.

[0070] <Tires with stabilizers>

[0071] The above is a description of the stabilizer of the present invention, but the present invention also includes a tire having the stabilizer mounted on the inner peripheral surface.

[0072] Although the tire body (the tire itself without the stabilizer) of the present embodiment is not shown in the figure, it has the same meridian cross-sectional shape as the conventional tire. Here, the so-called meridian cross-sectional shape of the tire body refers to the cross-sectional shape of the tire body appearing on a plane perpendicular to the equatorial plane of the tire. The tire body of the present embodiment has a bead portion, a sidewall portion, a shoulder portion, and a tread portion from the radial inside to the outside of the tire in the meridian section view of the tire. In addition, the above-mentioned tire body includes, for example: a carcass layer, which, in the meridian section view of the tire, extends from the tread portion to the bead portions on both sides and is wound around a pair of bead cores; and a belt layer and a belt reinforcement layer, which are sequentially formed on the radial outside of the tire in the above-mentioned carcass layer.

[0073] Furthermore, the tire body of the present embodiment is obtained through the usual manufacturing steps, namely, a tire material mixing step, a tire material processing step, a green tire molding step, a vulcanization step, and a post-vulcanization inspection step, etc. When manufacturing the tire body of the present embodiment, convex portions and concave portions corresponding to a predetermined tread pattern are formed on the inner wall of a vulcanization mold, and vulcanization is performed using the mold.

[0074] Figure 6 It is installed on the tire body. Figure 1 AA cross-sectional view of the stabilizer shown in FIG. 2 (with tire body). As shown in the figure, the tire 20 of the present invention is composed of a tire body 22 and a stabilizer 10. The stabilizer 10 pressed against the inner peripheral surface of the tire body 22 is accommodated in the inner cavity surface of the tire.

[0075] like Figure 6 As shown, the bead corresponding member 12 can reinforce the bead filler and its vicinity in the radial direction outside of the tire, and can reinforce the bead filler and its vicinity whose rigidity decreases from the bead core to the radial direction outside of the tire to improve the rigidity of the tire casing.

[0076] The side corresponding member 14 can reinforce the portion of the bead filler from the vicinity of the tire radially outer side through the sidewall portion to the shoulder portion, and can sufficiently ensure the rigidity of the tire casing even when the rubber thickness of the sidewall portion is reduced.

[0077] The tread corresponding member 16 can reinforce the portion between the two ground contacting ends of the tread portion, and can sufficiently ensure the rigidity of the tire tread even when the thickness of the belt in the tire body is thin.

[0078] As described above, the circumferential reinforcement body 18 can not only simultaneously harden all the components 18a to 18g to improve the rigidity of the tread, but also make the rigidity of each component different in the width direction according to the purpose.

[0079] The tire 20 of the present embodiment described above includes the stabilizer of the above-described structure, and therefore can achieve both conflicting performances derived from tire rigidity (cornering performance, etc.) and ride comfort at a high level in accordance with special conditions during vehicle operation.

[0080] Description of Reference Numerals

[0081] 10 Stabilizer

[0082] 12 Bead corresponding component

[0083] 14 Side corresponding components

[0084] 16 Tread corresponding components

[0085] 16x, 16y, 16z opening

[0086] 18 Circumferential reinforcement

[0087] 18a, 18b, 18c, 18d, 18e, 18f, 18g Constituent elements of the circumferential reinforcement body

[0088] 20 Tires

[0089] 22 Tire body

Claims

1. A stabilizer, which is accommodated in the inner cavity of the tire, The stabilizer is characterized by comprising: a pair of bead corresponding members located at each end in the width direction and extending in the circumferential direction; a plurality of side corresponding members extending radially outward from radially outer end portions of a pair of the bead corresponding members, and having radially outer end portions bent inwardly in the width direction; a tread corresponding member connected to radially outer ends of a plurality of the side corresponding members located on each side of the equatorial plane; and A plurality of circumferential reinforcement bodies located radially outward of the tread corresponding member, At least the circumferential reinforcement body comprises a variable rigidity member.

2. The stabilizer according to claim 1, wherein: The variable stiffness member comprises biometallic fibers.

3. The stabilizer according to claim 1, wherein: The rigidity variable member is separated into a plurality of parts in a width direction.

4. The stabilizer according to claim 1, wherein: The variable rigidity member is composed of a hollow body.

5. The stabilizer according to claim 4, wherein: The rigidity variable member is separated into a plurality of parts in a width direction.

6. A tire, characterized in that: The stabilizer according to any one of claims 1 to 5 is mounted on the inner peripheral surface.

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