Stabilizer and tire equipped with stabilizer

Abstract

Provided is a stabilizer capable of appropriately adjusting at least one of the rigidity of a casing and the rigidity of a tread in accordance with various conditions or road surface conditions when a vehicle is steered, and capable of being cut off from a tire for reuse. A tire includes: a pair of circumferential bodies (12, 12) housed in a tire inner cavity, located at respective end portions in a width direction, and extending in a circumferential direction; and a mesh-forming body (14) that divides a region between the pair of circumferential bodies into a mesh shape, and at least one of the circumferential bodies and the mesh-forming body includes a rigidity-variable member.

Description

Technical Field

[0001] The present invention relates to a stabilizer and a tire equipped with the stabilizer, which can appropriately adjust at least one of the rigidity of the tire shell and the rigidity of the tread according to various conditions when operating a vehicle and / or road conditions. Background Art

[0002] For example, a tire is known in which a rib pattern consisting of ribs protruding from the inner surface of the tire is provided on a casing as a component constituting a frame of the tire in order to improve lateral rigidity and front-rear 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, Patent Document 1 discloses that the ribs constituting the strip pattern can be made of a resin material or a non-resin material, but does not disclose a reinforcing component of the tire that helps to balance the performance based on tire rigidity (traction performance, braking performance, rotation performance (mainly steering performance), etc.) and ride comfort performance according to various conditions when the vehicle is operated (when moving forward, when stopped, when rotating (mainly when turning), etc.) and / or road conditions (for example, conditions where many bumps and depressions are visible on the road surface).

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

[0009] The present invention is obtained in view of the above-mentioned situation, and its purpose is to provide a stabilizer and a tire equipped with the stabilizer, which appropriately adjusts at least one of the rigidity of the shell and the rigidity of the tread according to various conditions when operating the vehicle and / or road conditions, thereby achieving performance based on tire rigidity and driving comfort performance that take into account both, and can be cut from the tire for reuse.

[0010] Technical means for solving technical problems

[0011] The stabilizer of the present invention is characterized in that it includes: a pair of circumferential bodies, which are accommodated in the inner cavity of the tire, located at each end in the width direction and extending in the circumferential direction; and a grid forming body, which divides the area between the pair of circumferential bodies into a grid shape, and at least either the circumferential body and the grid forming body includes a variable rigidity component.

[0012] Effects of the Invention

[0013] In the stabilizer of the present invention, at least one of the circumferential body and the grid-forming body as constituent elements includes a variable rigidity component. Therefore, it is possible to appropriately adjust at least one of the rigidity of the outer shell and the rigidity of the tire tread according to various conditions when operating the vehicle and / or road conditions, thereby achieving the coexistence of performance based on tire rigidity and driving 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 such that its outer peripheral shape fits the inner peripheral surface of the tire, so that it can be cut from the tire for reuse. 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 is shown as Figure 1 and Figure 2 A diagram of one of a pair of circumferential bodies, which is a component of the stabilizer, is shown.

[0017] Figure 4 is shown as Figure 1 A top view of a portion of a grid-forming body, a component of the stabilizer, is shown.

[0018] Figure 5 It is shown Figure 1 A schematic diagram of a portion of a modified example of a stabilizer is shown.

[0019] Figure 6 It is shown Figure 1 A schematic diagram of a portion of a modified example of a stabilizer is shown.

[0020] Figure 7 It is installed on the tire body. Figure 1 The stabilizer shown is shown in cross-sectional view A-A (with tire body). DETAILED DESCRIPTION

[0021] 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. In addition, 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.

[0022] Likewise, in the following description, the so-called regular rim refers to the "applicable rim" specified by JATMA, the "design rim" specified by TRA, or the "measuring rim" specified by ETRTO.

[0023] Similarly, in the following description, the so-called normal internal pressure refers to the "maximum air pressure" specified by JATMA, the maximum value recorded in the "tire load limits at different cold inflation pressures (TIRE LOAD LIMITS AT VARIOUS COLDINFLATION PRESSURES)" specified by TRA, or the "inflation pressure (INFLATION PRESSURES)" specified by ETRTO. In addition, the so-called normal load refers to the "maximum load capacity" specified by JATMA, the maximum value recorded in the "tire load limits at different cold inflation pressures (TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES)" specified by TRA, or the "load capacity (LOAD CAPACITY)" specified by ETRTO.

[0024] <Stabilizer>

[0025] 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 the stabilizer 10 in a state where a tire (not shown) is mounted on a regular rim, a regular internal pressure is applied, and the stabilizer 10 is installed in the inner cavity of the tire under a regular load. In addition, the stabilizer 10 is in a state where the rigidity of all components is the maximum. Figure 7 The same is true.

[0026] Here, Figure 1 and Figure 2 The stabilizer 10 shown is symmetrical in the width direction, and therefore the vehicle installation direction (the direction of the center portion side of the vehicle in the direction perpendicular to the forward direction of the vehicle is defined as the vehicle installation inner side) is not fixed.

[0027] Figure 1 and Figure 2 The stabilizer 10 shown is accommodated in the inner cavity of the tire as described above, and has a function as a reinforcement member of the tire. More specifically, the stabilizer 10 is a component for appropriately adjusting at least one of the rigidity of the tire casing and the rigidity of the tire tread.

[0028] Figure 3 It is shown Figure 1 and Figure 2 FIG. 1 is a diagram of one of a pair of circumferential bodies as components of a stabilizer. Figures 1 to 3 As shown, the circumferential body 12 includes: an annular bead corresponding component 12a; and a side corresponding component 12b extending radially outward from the bead corresponding component 12a and having a radially outer end bent inward in the width direction. The side corresponding components 12b are arranged at equal intervals in the circumferential direction.

[0029] Mainly in order to be able to fully adjust the rigidity of the tire casing, the average width of the bead corresponding part 12a ( Figure 2 The average width of the bead corresponding component 12a is preferably set to 5 mm or more in order to prevent the rolling resistance of the tire from being too large. In contrast, the average width of the bead corresponding component 12a is preferably set to 20 mm or less. In addition, the average width of the bead corresponding component 12a is more preferably set to 7 mm or more and 18 mm or less, and extremely preferably set to 9 mm or more and 16 mm or less.

[0030] The side corresponding member 12b is an element that not only adjusts the rigidity of the tire casing, but also makes the tire sidewall thinner and lighter, and is further provided for connection with the grid forming body 14 described later. Therefore, in order to achieve a tight connection with the grid forming body 14, the average width ( Figure 2 The average width of the side corresponding component 12b is preferably set to 7 mm or more. In contrast, in order to prevent the tire from having excessive rolling resistance, the average width of the side corresponding component 12b is preferably set to 25 mm or less. In addition, the average width of the side corresponding component 12b is more preferably set to 7.5 mm or more and 24.5 mm or less, and extremely preferably set to 8 mm or more and 23 mm or less.

[0031] The method of joining the tire bead corresponding component 12a and the side corresponding component 12b can be appropriately changed according to the materials that constitute them. For example, mechanical joining (a method of mechanically fixing the units with screws or rivets, etc.), joining by materials (welding, brazing, soft soldering, etc.), and adhesive joining (joining based on van der Waals or wedge effect) can be adopted.

[0032] Figure 4 is shown as Figure 1 A top view of a portion of a grid-forming body 14 which is a component of the stabilizer is shown. Figure 1 , Figure 2 and Figure 4 The grid formation body 14 shown is a circular structure formed by alternately connecting the units 14a and 14b as the basic structure in the tire circumferential direction. Figure 4 As shown, the units 14a, 14b, 14c, 14d, ... (hereinafter sometimes referred to as "each unit") are all formed such that the central portion in the width direction extends in the width direction and further extends outward in the width direction at an inclination from both ends thereof.

[0033] Mainly in order to fully adjust the rigidity of the tire tread, the average width of each unit ( Figure 2 The average width of each unit is preferably set to more than 3mm in radial direction. In contrast, in order to prevent the rolling resistance of the tire from being too large, the average width of each unit is preferably set to less than 10mm. In addition, the average width of each unit is further preferably set to more than 3.5mm and less than 9.5mm, and is extremely preferably set to more than 4mm and less than 9mm.

[0034] Among the units adjacent in the circumferential direction, the unit 14a and the unit 14b are connected at one point in the center of the width direction, the unit 14b and the unit 14c are connected at two points in the outermost part in the width direction, and the unit 14c and the unit 14d are connected at one point in the center of the width direction. In this way, the connection positions of the units adjacent in the circumferential direction are repeated alternately in the center of the width direction and the outermost part in the width direction in the tire circumferential direction.

[0035] The method of joining the units 14 a and 14 b adjacent to each other in the circumferential direction can be appropriately changed according to the materials constituting each unit, and for example, any of the above-mentioned mechanical joining, material joining, and adhesive joining can be adopted.

[0036] also, Figure 4 The grid forming body 14 shown is a structure in which hexagons are continuously repeated in the circumferential direction of the tire, but the present embodiment is not limited thereto. The grid forming body can be set to an n-gon (n is a natural number greater than 3), or can also be set to a circle or an ellipse. Among them, from the viewpoint of ensuring the rigidity of the tire tread at a high level while preventing excessive weight increase, the grid forming body 14 is preferably set to a hexagon. Furthermore, in the case where the grid forming body is set to an n-gon, it can also be set to a structure in which each side is not only a straight line but also a curve (including the case of convexity in any direction).

[0037] Next, when the stabilizer 10 is formed by joining the radial end of the side corresponding part 12b of the circumferential body 12 and the width direction end of each unit of the grid forming body 14, the joining method can be appropriately changed according to the materials constituting the side corresponding part 12b and each unit, and any one of the above-mentioned mechanical joining, material joining, and adhesive joining can be adopted.

[0038] Under the above premise, in the stabilizer 10 of the present embodiment, at least one of the circumferential body 12 and the grid forming body 14 includes a variable rigidity component. Here, the so-called variable rigidity component is a component whose rigidity (difficulty of deformation when stress is applied) changes according to the state change of the power supply state, pressure state, etc. In addition, the so-called rigidity in the present embodiment mainly refers to hardness, but is not limited to this, and also includes the case of indicating strength.

[0039] As a component whose rigidity changes due to the energized state, for example, a component in which the periphery of a biometal fiber (BioMetal Fiber) (registered trademark) (a material composed of strands obtained by impregnating an uncured epoxy resin composition into a carbon fiber bundle) is covered with rubber (hereinafter sometimes referred to as a "BMF component"). The BMF component can appropriately change its rigidity according to the magnitude of the current when energized.

[0040] In contrast, as a component whose rigidity changes depending on 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 component") is cited. When a fluid (air or oil, etc.) flows into or is discharged from the SBR component, the rigidity of the hollow body can be appropriately changed by adjusting the degree of inflow / discharge to increase / depressurize the hollow body.

[0041] The stabilizer 10 of this embodiment includes a variable rigidity component as described above, and its rigidity is appropriately changed by energizing (or de-energizing) or pressurizing (or depressurizing). Therefore, it is possible to appropriately adjust at least one of the rigidity of the tire casing and the rigidity of the tread according to various conditions when operating the vehicle and / or road conditions.

[0042] Conventionally, tires are structures with a certain rigidity (hardness or strength). Sports tires are expected to maintain high rigidity and achieve reliable handling or braking, while comfort tires are expected to maintain low rigidity and achieve a good driving experience.

[0043] However, in recent years, it has been desired to realize the opposite performances, namely, ride comfort performance and performance based on tire rigidity (including traction performance, braking performance, rotation performance (mainly steering performance), etc.) in the same vehicle. In the tire equipped with the stabilizer 10 of the present embodiment, according to the above-mentioned structure, for the same vehicle, these opposite performances can be taken into account at a high level according to various conditions when operating the vehicle or road conditions. In addition, in this specification, the so-called rotation of the vehicle includes, of course, the change of the vehicle's route caused by the operator's purposeful steering when driving, and also includes the situation where the vehicle's route is changed even if the operator does not intend to do so (for example, the change of route caused by slipping, etc.).

[0044] In addition, 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 cut out from the tire and reused.

[0045] The following is a specific example of the present embodiment. The following example is an example in which the rigidity of the stabilizer is changed by energizing (or stopping energizing), and an example in which the rigidity of the stabilizer is changed by pressurizing (or depressurizing).

[0046] (Example of changing the stiffness of the stabilizer by applying (or stopping) power (Type 1))

[0047] In this example (Type 1), Figures 1 to 4 In the stabilizer 10 shown, at least one of the tire bead corresponding component 12a, the side corresponding component 12b, and the units 14a, 14b, 14c, 14d, ... of the grid-shaped body 14 is composed of a component that is solidified by applying electricity and softened by stopping the application of electricity (explained below by a BMF component).

[0048] In addition, regarding the equipment required for energization, a energization control device (not shown) can be provided on the inner circumference of the tire, and in particular, a known wireless power receiving system can be adopted for the current supply from the outside. In addition, regarding the components 12a, 12b, 14a, 14b, 14c, 14d, ... of the stabilizer 10, each part that is completed as a BMF component is connected to the above-mentioned energization control device, and energization and de-energization can be performed.

[0049] When the bead corresponding member 12a, the side corresponding member 12b, and each unit of the grid forming body 14 are all composed of BMF members, by simultaneously energizing these members 12a, 12b, 14a, 14b, ..., the rigidity of the entire stabilizer 10 can be uniformly improved. In addition, if the energization of these members 12a, 12b, 14a, 14b, ... is stopped at the same time, the rigidity of the entire stabilizer 10 can be uniformly reduced. The stabilizer 10 that exerts such an effect is useful in that it can support the tire in an emergency when the tire bursts.

[0050] On the other hand, when the bead corresponding member 12a, the side corresponding member 12b, and each unit are partially constituted by BMF members, the rigidity of only a specific portion of the stabilizer 10 can be increased or decreased by energizing (and stopping) the power.

[0051] Figure 5 It is shown Figure 1 FIG. 1 is a schematic diagram of a portion of a modified example of a stabilizer shown in FIG. Figure 5 In the figure, the bead corresponding part 12a of the circumferential body 12 is shown, but the side corresponding part 12b is hidden by the insulator 16 at each end in the width direction of each unit and is therefore not shown.

[0052] exist Figure 5 In the example shown, each end portion in the width direction of each unit 14a, 14b, 14c, 14d (joint portion with the side corresponding member (not shown) of the circumferential body 12) is formed by an insulator 16, and an insulator 16 is formed between the width direction center portions of adjacent units 14a, 14b (14c, 14d). Figure 5 The BMF component is separated into a plurality of parts in the circumferential direction from the upper side toward the lower side.

[0053] In contrast, Figure 5 In the illustrated example, the circumferential body 12 as a component of the stabilizer 10 is entirely composed of BMF components, and therefore the BMF components are not separated in any direction but are formed as a single component.

[0054] The insulator 16 is not particularly limited, and for example, a member made of styrene butadiene rubber (SBR) (SBR member) can be used.

[0055] Then, in Figure 5 In the example shown, the grid forming body 14 can be energized at different times in the circumferential direction. Figure 5When the upper side of the stabilizer is used as the stepping-in side and the lower side is used as the kicking-out side, if the energization period is changed in the order of unit 14a, unit 14b, unit 14c, and unit 14d at the level of 1 / 1000 second, only the portion of the stabilizer corresponding to the tire portion contacting the road surface can be made highly rigid during starting or braking. As a result, the traction performance or braking performance can be effectively improved.

[0056] Similarly, if the de-energization period is changed in the order of unit 14a, unit 14b, unit 14c, and unit 14d by 1 / 1000 of a second, the rigidity of the stabilizer portion corresponding to the tire portion that has ended contact with the road surface and left the road surface can be reduced during starting or braking. As a result, the ride comfort performance can be effectively improved.

[0057] In this way, by making the energization period and de-energization period of each unit different in the circumferential direction, only the portion of the stabilizer corresponding to the portion of the tire to which a relatively large load is applied (in this example, in particular, the portion requiring grip, etc.) can be made highly rigid, while the other portions can be made less rigid. In this way, only the necessary portions can be made highly rigid, while the other portions can be made less rigid, so that a balance between traction performance or braking performance and ride comfort performance can be achieved at a high level.

[0058] In addition, when the tire is driven on a bad road, it is necessary to install the tire when stress is locally applied to the tire circumference, such as when the tire is stuck in a pit or comes out of the pit. Figure 5 The tire of the stabilizer 10 shown is useful because the rigidity can be sequentially changed in the tire circumferential direction.

[0059] Figure 6 It is shown Figure 1 FIG. 1 is a schematic diagram of a portion of a modified example of a stabilizer shown in FIG. Figure 6 In, with Figure 5 Likewise, the bead corresponding parts 12a of the circumferential body 12 are shown, but the side corresponding parts 12b are not shown because they are blocked by the insulators 16 at the widthwise ends of each unit.

[0060] exist Figure 6 In the example shown, each end portion in the width direction of each unit 14a, 14b, 14c, 14d (joint portion with the side corresponding member (not shown) of the circumferential body 12) is formed by an insulator 16, and an insulator 16 is formed at the portion where each unit is joined to each other in the center portion in the width direction. Figure 6 From the left side to the right side, the BMF component is separated into two parts in the width direction.

[0061] In contrast, Figure 6In the illustrated example, the circumferential body 12 as a component of the stabilizer 10 is entirely made of a BMF member, and therefore the BMF member is not separated in any direction and is formed as a single member.

[0062] exist Figure 6 In the example shown, the portion of each unit constituting the grid formation body 14 that is energized can be adjusted in the width direction. Figure 6 The upper side is the stepping side, and the lower side is the kicking side. Figure 6 The tire of the stabilizer shown in (top view) is installed on the right side of the vehicle body ( Figure 6 When the vehicle is turned leftward while moving forward (the upper side of the vehicle is the front side of the vehicle) (the case of turning), the following two methods can be adopted according to the purpose.

[0063] First, when the purpose is to stabilize the posture of the vehicle body during turning, any one of the units is to Figure 6 The degree of energization in the right half of each cell shown (the portion on the right side of the insulator 16 formed in the center portion in the width direction) is higher than that in the left half.

[0064] This can effectively improve the rigidity of the tire tread on the outer side of the vehicle, achieve stable rotation performance, and set the rigidity of the tire tread corresponding to the left half with a low degree of energization to be low, thereby improving riding comfort.

[0065] Second, in order to obtain the so-called side resistance required for steering, any of the units should be Figure 6 The degree of current conduction in the right half of each cell shown (the portion on the right side of the insulator 16 formed in the center portion in the width direction) is lower than that in the left half.

[0066] As a result, the rigidity of the tire tread on the outer side of the vehicle can be effectively reduced to achieve stable grip, and the tire tread corresponding to the left half with a large degree of energization can be set to high rigidity to improve the rotation performance.

[0067] (Example of changing the stiffness of the stabilizer by pressure (Type 2))

[0068] In this example (Type 2), Figures 1 to 4 In the stabilizer 10 shown, at least one of the units 14a, 14b, 14c, 14d, ... constituting the tire bead corresponding member 12a, the side corresponding member 12b, and the grid forming body 14 is formed of a hollow body. In this example, when a fluid (gas such as air or liquid such as oil) flows into the hollow body or when the fluid is discharged from the hollow body, the degree of inflow / discharge is adjusted, and the hollow body is pressurized / depressurized, thereby changing the rigidity of the hollow body.

[0069] In addition, in type 2, regarding the device for inflow or discharge of fluid, 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 provided in the device. In addition, regarding the components 12 and 14 of the stabilizer 10, a valve stem with an automatic opening and closing function is installed in each portion that is completed as a hollow body, and the pump is connected to the components 12 and 14 of the stabilizer 10 through these valve stems, so that the fluid can be inflowed and discharged.

[0070] about Figure 5 and Figure 6 In type 2, the BMF component in type 1 is replaced by an SBR component, and the insulator 16 in type 1 is replaced by a solid body (a portion that does not contribute to the inflow and discharge of the fluid) 18.

[0071] In type 2, when the bead corresponding member 12a, the side corresponding member 12b, and all of the units are formed of a hollow body, the rigidity of the entire stabilizer 10 can be uniformly increased or decreased by the inflow and discharge of the fluid.

[0072] Next, in type 2, similarly to type 1, Figure 5 As shown, regarding the grid forming body 14, not only can the time when the fluid flows in and the time when the fluid is discharged be different in the circumferential direction, but also Figure 6 As shown, the degree of fluid inflow / discharge can also be made different in the width direction with respect to the grid forming body 14. Thus, in type 2, only the necessary part in the circumferential direction or the width direction can be made highly rigid, and the balance between the performance (traction performance, braking performance, rotation performance, etc.) based on the tire rigidity and the ride comfort performance can be achieved at a high level.

[0073] <Tires with stabilizers>

[0074] 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.

[0075] Although not shown in the figure, the tire body (the tire itself without the stabilizer) of the present embodiment has the same meridian cross-sectional shape as the conventional tire. Here, the meridian cross-sectional shape of the tire body refers to the cross-sectional shape of the tire body as it appears on a plane perpendicular to the equatorial plane of the tire. When viewed in the meridian cross section 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. Furthermore, the above-mentioned tire body, for example, when viewed in the meridian cross section of the tire, includes: a carcass layer extending from the tread portion to the bead portions on both sides and wound around a pair of bead cores; and a belt layer and a belt reinforcement layer formed in sequence on the radial outside of the above-mentioned carcass layer.

[0076] Furthermore, the tire body of the present embodiment is obtained through the usual manufacturing steps, i.e., 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.

[0077] Figure 7 It is installed on the tire body. Figure 1 As shown in the same figure, the tire 20 of the present invention is composed of a tire body 22 and a stabilizer 10, and the stabilizer 10 is pressed against the inner peripheral surface of the tire body 22 and accommodated in the inner cavity surface of the tire.

[0078] like Figure 7 As shown, the bead corresponding component 12a constituting the circumferential body 12 can reinforce the bead filler and the vicinity of the radially outer side of the tire, and can improve the rigidity of the tire casing.

[0079] The side corresponding member 12b constituting the circumferential body 12 can reinforce the portion of the bead filler from the tire radially outer side near the portion 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.

[0080] Each unit (eg, unit 14 a ) constituting the grid formation 14 can reinforce the portion between the two ground contact 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.

[0081] The tire 20 of the present embodiment shown above includes a stabilizer of the above-mentioned structure, and is therefore able to achieve a high level of both riding comfort performance and performance based on tire rigidity (including traction performance, braking performance, rotation performance, etc.), which are opposing performances, according to various conditions when maneuvering the vehicle and / or road conditions.

[0082] Description of Reference Numerals

[0083] 10 Stabilizer

[0084] 12 Circumferential body

[0085] 12a Bead corresponding parts

[0086] 12b Side corresponding parts

[0087] 14 Grid Forming Body

[0088] 14a, 14b, 14c, 14d (composing a grid-forming body) units

[0089] 16 Insulator

[0090] 18 Solid

[0091] 20 Tires

[0092] 22 Tire body

Claims

1. A stabilizer is a stabilizer accommodated in the inner cavity of a tire, characterized in that: include: a pair of circumferential bodies located at each end in the width direction and extending in the circumferential direction; and a grid forming body that divides the area between the pair of circumferential bodies into a grid shape, At least one of the circumferential body and the grid forming body includes a variable rigidity member.

2. The stabilizer according to claim 1, The variable stiffness component includes biometallic fibers.

3. The stabilizer according to claim 2, There are a plurality of the variable rigidity components, and the plurality of variable rigidity components are connected via an insulator.

4. The stabilizer according to claim 3, The variable rigidity member is separated into a plurality of parts in the circumferential direction.

5. The stabilizer according to claim 3 or 4, The variable rigidity member is separated into a plurality of parts in the width direction.

6. The stabilizer according to claim 1, The variable rigidity component is composed of a hollow body.

7. The stabilizer according to claim 6, There are a plurality of the variable rigidity components, and the plurality of variable rigidity components are connected by a solid body.

8. The stabilizer according to claim 7, The variable rigidity member is separated into a plurality of parts in the circumferential direction.

9. The stabilizer according to claim 7 or 8, The variable rigidity member is separated into a plurality of parts in the width direction.

10. The stabilizer according to claim 1, Among the grids, at least a grid including a center position in the width direction is a hexagon.

11. A tire, characterized in that: The stabilizer according to any one of claims 1 to 10 is mounted on the inner peripheral surface.

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