Stabilizer and tire equipped with stabilizer

Abstract

The invention provides a stabilizer which can achieve both performance derived from tire rigidity and riding comfort performance, and can be separated from a tire and reused. 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 widthwise reinforcing bodies (16) which extend inward in the widthwise direction from the respective radially outer ends of the pair of bead-corresponding members in a positional relationship symmetrical with respect to the equatorial plane, and which connect the pair of bead-corresponding members to each other; and a plurality of circumferential reinforcing bodies (18) positioned between the width-direction reinforcing bodies adjacent in the circumferential direction, at least the width-direction reinforcing bodies including a rigidity variable member.

Description

Technical Field

[0001] The present invention relates to a stabilizer capable of appropriately adjusting at least one of the rigidity of the tire casing and the rigidity of the tread according to various conditions during vehicle operation and / or road conditions, 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 the performance derived from tire rigidity (traction performance, braking performance, etc.) and ride comfort performance according to various conditions during vehicle operation (starting, stopping, etc.) and / or road conditions (for example, conditions where the road surface is often uneven).

[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 outer shell and the rigidity of the tread according to various conditions during vehicle operation and road conditions, thereby achieving a balance between performance derived from the rigidity of the tire and 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 width direction reinforcing bodies, which extend from the radial outer end of each of the pair of bead corresponding components in a symmetrical position relationship relative to the equatorial plane to the inner side in the width direction and connect the pair of bead corresponding components to each other; and a plurality of circumferential direction reinforcing bodies, which are located between the width direction reinforcing bodies adjacent to each other in the circumferential direction, and at least the width direction reinforcing bodies include variable rigidity components.

[0012] Effects of the Invention

[0013] In the stabilizer of the present invention, at least the width direction reinforcement body among the components of the bead corresponding member, the width direction reinforcement body, and the circumferential reinforcement body includes a variable rigidity member. 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 during vehicle operation and / or road conditions, 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. 5 is a diagram of a tire bead corresponding member of a component of a stabilizer shown in FIG.

[0017] Figure 4 It means as Figure 1 FIG. 4 is a top view of a portion of a width direction reinforcement body of a component 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" specified in TRA, or the "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" specified in TRA, or the "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 It means as Figure 1 and Figure 2 FIG. 1 is a top view of a bead corresponding member 12 which is a constituent element of the 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 has a ring shape.

[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] Figure 4 It means as Figure 1 A top view of a portion of a width direction reinforcement body of a component of a stabilizer shown in FIG. Figure 4 As shown, the width direction reinforcement body 16 is formed at a certain pitch in the circumferential direction, with the width direction as the long side direction, and extends in the width direction with a certain width. Figure 1 As shown in FIG. 1 , the width direction reinforcing body 16 is bent radially inward at both ends in the width direction, connected to the bead corresponding member 12 at the both ends in the width direction, and is convex radially outward as a whole.

[0030] In order to set the average width (radial dimension) of the width direction reinforcing body 16 to not only be able to fully adjust the rigidity of the tire shell, but also be able to fully adjust the rigidity of the tire tread, it is preferably set to be 3 mm or more. Different from this, in order to prevent the average width of the width direction reinforcing body 16 from excessively increasing the rolling resistance of the tire, it is preferably set to be 10 mm or less. In addition, regarding the average width of the width direction reinforcing body 16, it is further preferably set to be 3.5 mm or more and 9.5 mm or less, and it is extremely preferably set to be 4 mm or more and 9 mm or less.

[0031] In order to prevent the circumferential pitch of the width direction reinforcement 16 (the dimension between the circumferential center lines of the circumferentially adjacent width direction reinforcements 16a, 16b, 16c) 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, the circumferential pitch of the width direction reinforcement 16 is preferably set to 100 mm or less. In addition, the circumferential pitch of the width direction reinforcement 16 is further preferably set to 15 mm or more and 95 mm or less, and it is extremely preferably set to 20 mm or more and 90 mm or less.

[0032] The method for joining the tire bead corresponding component 12 and the width direction reinforcement body 16 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.

[0033] In order to prevent the rigidity of the tread from being excessively different locally in the tire width direction, it is preferable to Figure 4 The circumferential dimension of the width direction reinforcement body 16 shown in the figure is set to be constant, but the shape of the width direction reinforcement body 16 is not particularly limited. For example, the circumferential dimension of the width direction reinforcement body 16 can be gradually increased from the equator to the outer side in the width direction, thereby preferentially improving the rigidity of the tire shoulder portion to which the load is easily applied compared to other portions during turning, thereby improving the turning performance of the vehicle. In addition, in this specification, the so-called turning of the vehicle includes, of course, the change of the vehicle's forward route caused by the operator's intentional turning while driving, and also includes the case 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.).

[0034] 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 5As shown, the circumferential reinforcement body 18 is composed of components 18a, 18b, 18c, 18d, ..., and the components 18a, 18b, 18c, 18d adjacent to each other in the width direction form a unit, and the unit is formed at a certain pitch in the circumferential direction.

[0035] In addition, regarding Figure 5 The circumferential reinforcement body 18 (component 18a, etc.) shown in FIG. 1 is formed by plural components 18a, 18e, 18f, ... formed at intervals in the circumferential direction and forming an annular shape protruding in the radial direction as a whole.

[0036] In order to increase the average width ( Figure 1 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.

[0037] 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 (the dimension between the circumferential direction center lines of the circumferential reinforcements 18a and 18e adjacent in the circumferential direction) 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.

[0038] The method of joining the width direction reinforcement body 16 and the circumferential direction reinforcement body 18 can be appropriately changed according to the materials constituting these reinforcement bodies 16 and 18, and for example, any of the above-mentioned mechanical joining, material joining, and adhesive joining can be adopted.

[0039] Under the above premise, in the stabilizer 10 of the present embodiment, among the bead corresponding member 12, the width direction reinforcement body 16 and the circumferential reinforcement body 18, at least the width direction reinforcement body 16 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.

[0040] 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.

[0041] 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.

[0042] As described above, the stabilizer 10 of this embodiment includes a variable rigidity member 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 casing and the rigidity of the tread according to various conditions during vehicle operation and / or road conditions.

[0043] In the past, a tire is a structure with a certain rigidity (hardness and strength). In sports tires, it has been preferred to maintain high rigidity to achieve reliable operation, etc., while in comfort tires, it has been preferred to achieve comfortable riding comfort by maintaining low rigidity.

[0044] However, in recent years, it is preferred to achieve contradictory performances in the same vehicle, namely, performance derived from tire rigidity (including traction performance, braking performance, etc.) and ride comfort performance. In the tire equipped with the stabilizer 10 of this embodiment, by the above-mentioned configuration, it is possible to achieve these contradictory performances at a high level for the same vehicle according to various conditions during vehicle operation.

[0045] 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.

[0046] 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).

[0047] (Example of changing the stiffness of the stabilizer by energizing (or de-energizing) (Type 1))

[0048] In this example (Type 1), Figure 1 to Figure 5In the stabilizer 10 shown in the figure, among the bead corresponding member 12, the width direction reinforcement body 16 and the circumferential reinforcement body 18, at least the width direction reinforcement body 16 is composed of a member (hereinafter described by a BMF member) which is hardened by energization and softened by cessation of energization.

[0049] 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.

[0050] When the bead corresponding member 12, the width direction reinforcement body 16 and the circumferential reinforcement body 18 are all constituted by BMF members, by simultaneously energizing these components 12 to 18, the rigidity of the entire stabilizer 10 can be uniformly increased. 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.

[0051] In addition, the energized portion can be adjusted for a specific reinforcement body among the bead corresponding member 12, the width direction reinforcement body 16, and the circumferential reinforcement body 18. For example, the bead corresponding member 12 and the circumferential reinforcement body 18 can be energized simultaneously, thereby improving the rigidity of the tire casing and the rigidity of the tire tread to a certain extent in advance, and the energization period for the width direction reinforcement body 16 can be different for each component.

[0052] For example, in Figure 1 and Figure 4 When the upper side is the stepping-in side and the lower side is the kicking-out side, when the period of energization is made different at the level of 1 / 1000 second in the order of the components 16a, 16b, and 16c from the stepping-in side to the kicking-out side, only the portion of the stabilizer corresponding to the tire portion in contact with the road surface can be made highly rigid during starting or braking. As a result, the traction performance and the braking performance can be efficiently improved.

[0053] Similarly, when the period of de-energization is made different at the order of 1 / 1000 second from the stepping-in side to the kicking-out side in the order of the components 16a, 16b, and 16c, the rigidity of the stabilizer portion corresponding to the tire portion that has ended contact with the road surface and separated from the road surface can be reduced at the time of starting or braking. As a result, the ride comfort performance can be effectively improved.

[0054] In this way, by making the energization period and de-energization period of each component constituting the width direction reinforcement body 16 different in the circumferential direction, the portion of the stabilizer corresponding to only the portion of the tire that is in contact with the ground can be made highly rigid, and the portion that is not in contact with the ground can be made less rigid. In this way, it is possible to achieve high rigidity for only the necessary portion and low rigidity for the other portion, and to achieve a balance between traction performance, braking performance, and ride comfort performance at a high level.

[0055] In addition, when the tire enters the recess when driving on a bad road, when it comes out of the recess, etc., when stress is applied locally in the tire circumferential direction, the installed Figure 1 The tire of the stabilizer 10 shown in FIG. 1 is useful because the rigidity can be sequentially changed in the tire circumferential direction according to the degree of electrification of the BMF member.

[0056] (Example of changing the rigidity of the stabilizer by pressure (Type 2))

[0057] In this example (Type 2), Figure 1 to Figure 5 In the stabilizer 10 shown in FIG. 1 , at least the width direction reinforcement body 16 of the bead corresponding member 12, the width direction reinforcement body 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.

[0058] 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.

[0059] about Figure 1 to Figure 5 In type 2, the BMF component in type 1 is replaced by an SBR component.

[0060] In type 2, when the bead corresponding member 12, the width direction reinforcement body 16 and the circumferential reinforcement body 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.

[0061] Furthermore, the portion into which the fluid is allowed to flow can be adjusted for a specific reinforcement body among the bead corresponding member 12, the width direction reinforcement body 16, and the circumferential direction reinforcement body 18. For example, by allowing the fluid to flow simultaneously into the bead corresponding member 12 and the circumferential direction reinforcement body 18, the rigidity of the tire casing and the rigidity of the tire tread can be increased to a certain extent in advance, and for the width direction reinforcement body 16, the fluid can be allowed to flow simultaneously only into the components corresponding to the ground contact surface in the circumferential direction.

[0062] For example, in Figure 1 and Figure 4 When the upper side is the stepping-in side and the lower side is the kicking-out side, when the time for fluid to flow in is made different at the level of 1 / 1000 second in the order of the components 16a, 16b, and 16c from the stepping-in side to the kicking-out side, only the portion of the stabilizer corresponding to the tire portion in contact with the road surface can be made highly rigid during starting or braking. As a result, the traction performance and the braking performance can be efficiently improved.

[0063] Similarly, when the timing of discharging the fluid is made different by 1 / 1000th of a second in the order of the components 16a, 16b, and 16c from the stepping-in side to the kicking-out side, the rigidity of the stabilizer portion corresponding to the tire portion that has ended contact with the road surface and separated from the road surface can be reduced at the time of starting or braking. As a result, the ride comfort performance can be effectively improved.

[0064] In this way, by making the inflow of fluid into each component constituting the width direction reinforcement body 16 and the discharge of fluid from the component different in the circumferential direction, only the portion of the stabilizer corresponding to the portion of the tire that is in contact with the ground can be made highly rigid, and the portion that is not in contact with the ground can be made less rigid. Thus, it is possible to achieve a high rigidity for only the necessary portion and a low rigidity for the other portions, and to achieve a balance between traction performance, braking performance, and ride comfort performance at a high level.

[0065] In addition, when the tire enters the recess when driving on a bad road, when it comes out of the recess, etc., when stress is applied locally in the tire circumferential direction, the installed Figure 1The tire of the stabilizer 10 shown in FIG. 1 is useful because the rigidity can be sequentially changed in the tire circumferential direction according to the degree of inflow / discharge of the fluid into the SBR member.

[0066] <Tires with stabilizers>

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] Regarding the width-direction reinforcement 16, the portion from the radially outer side of the tire where the bead is filled via the sidewall portion and the shoulder portion to the portion between the two ground-contacting ends of the tread portion can be reinforced. Even if the rubber thickness of the sidewall portion is made thinner, the rigidity of the tire shell can be fully ensured, or even if the thickness of the belt in the tire body is thin, the rigidity of the tire tread can be fully ensured.

[0073] As described above, the width direction reinforcement body 16 can not only harden all the components 16a, 16b, 16c, etc. at the same time to improve the rigidity of the tire shell and tread, but also harden a part of the components (for example, only the components 16a to 16c) in the circumferential direction to improve the rigidity of the tread corresponding to them, and suppress the rigidity of the corresponding tread to a low level without hardening the components other than them. Thus, it is possible to achieve a balance between the performance derived from the rigidity of the tire (traction performance, braking performance, etc.) and the ride comfort performance.

[0074] The circumferential reinforcement 18 can partially 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.

[0075] The tire 20 of the present embodiment shown above includes the stabilizer of the above-mentioned structure, so it is possible to take into account both the performance (traction performance, braking performance, etc.) derived from the tire rigidity and the ride comfort performance, which are opposing performances, at a high level according to various conditions during vehicle operation and / or road conditions.

[0076] Description of Reference Numerals

[0077] 10 Stabilizer

[0078] 12 Bead corresponding component

[0079] 16 Width direction reinforcement

[0080] 16a, 16b, 16c Constituent elements of the width direction reinforcement body

[0081] 18 Circumferential reinforcement

[0082] 18a, 18b, 18c, 18d, 18e, 18f Constituent elements of the circumferential reinforcement

[0083] 20 Tires

[0084] 22 Tire body

Claims

1. A stabilizer is housed in the inner cavity of a 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 width-direction reinforcing bodies extending inward in the width direction from respective radially outer end portions of a pair of the bead corresponding members in a positional relationship symmetrical with respect to the equatorial plane and connecting the pair of bead corresponding members to each other; and A plurality of circumferential reinforcement bodies are located between the width direction reinforcement bodies adjacent to each other in the circumferential direction, and at least the width direction reinforcement body includes 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 variable rigidity member is separated into a plurality of parts in a circumferential 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 variable rigidity member is separated into a plurality of parts in a circumferential 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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