Stabilizer and tire attached with the same

Abstract

To provide a stabilizer which can achieve both performance resulting from tire rigidity and ride quality and be separated from a tire to be reused.SOLUTION: A stabilizer includes: a pair of bead corresponding members (12, 12) housed in a tire inner cavity, respectively located at ends in a width direction, and extending in a circumferential direction; a plurality of width direction reinforcement bodies 16 extending from radial outer ends of the pair of bead corresponding members in a symmetrical position with respect to an equatorial plane to the inner side in the width direction and connecting the pair of bead corresponding members with each other; and a plurality of circumferential reinforcement bodies 18 each located between the width direction reinforcement bodies located adjacent to each other in the circumferential direction. At least the width direction reinforcement bodies include rigid variable members.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a stabilizer that can appropriately adjust at least one of the casing rigidity and the tread rigidity of a tire in accordance with various situations during vehicle operation and / or road surface conditions, and to a tire equipped with the stabilizer. [Background technology]

[0002] For example, there is known a tire in which a rib pattern consisting of ribs protruding from the inner surface of the tire is provided on the shell as a component that constitutes the tire's skeleton, with the aim of improving lateral and longitudinal rigidity while suppressing an increase in the tire's vertical rigidity (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2015-039903 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, although Patent Document 1 discloses that the ribs that make up the rib pattern can be made from a resin material or a non-resin material, it does not disclose tire reinforcing members that contribute to achieving both performance attributable to tire rigidity (traction performance, braking performance, etc.) and ride comfort performance in accordance with various situations when operating a vehicle (when starting, stopping, etc.) and / or road surface conditions (for example, situations where the road surface has many irregularities).

[0005] Moreover, in recent years, there has been a demand for the development of a tire reinforcing member that can be separated from the tire and reused even after the tire has been changed.

[0006] The present invention has been made in consideration of the above circumstances, and aims to provide a stabilizer that can be separated from a tire and reused, and a tire equipped with this stabilizer, which achieves both performance attributable to tire rigidity and ride comfort performance by appropriately adjusting at least one of the casing rigidity and the tread rigidity in accordance with various situations and road conditions during vehicle operation. [Means for solving the problem]

[0007] The stabilizer of the present invention includes a pair of bead-corresponding members that are housed in the tire cavity and are located at each end in the width direction and extend in the circumferential direction, a plurality of width-direction reinforcements that extend widthwise inward from the radially outer end portions of each of the pair of bead-corresponding members that are positioned symmetrically with respect to the equatorial plane and connect the pair of bead-corresponding members, and a plurality of circumferential reinforcements that are located between adjacent width-direction reinforcements in the circumferential direction, and is characterized in that at least the width-direction reinforcements include a rigidity variable member. Effect of the Invention

[0008] In the stabilizer according to the present invention, at least the widthwise reinforcement of the components of the bead-compatible member, the widthwise reinforcement, and the circumferential reinforcement includes a variable rigidity member. Therefore, at least one of the casing rigidity and the tire tread rigidity can be appropriately adjusted according to various situations during vehicle operation and / or road surface conditions, and thus it is possible to achieve both performance due to tire rigidity and ride comfort. In addition, the stabilizer according to the present invention is structured to be housed in the tire cavity so that its outer circumferential shape fits the inner circumferential surface of the tire, and therefore it can be separated from the tire and reused. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a plan view showing the stabilizer of the present embodiment. [Diagram 2] FIG. 2 is a side view showing the stabilizer of the present embodiment. [Diagram 3]FIG. 3 is a diagram showing a bead corresponding member which is a component of the stabilizer shown in FIGS. [Figure 4] FIG. 4 is a plan view showing a part of a width direction reinforcing body which is a component of the stabilizer shown in FIG. [Diagram 5] FIG. 5 is a plan view showing a part of a circumferential reinforcing body which is a component of the stabilizer shown in FIG. [Figure 6] FIG. 6 is a cross-sectional view taken along line AA of the stabilizer shown in FIG. 1 attached to the tire body (with the tire body included). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] In the following description, with respect to the stabilizer, the radial direction refers to the direction perpendicular to the rotation axis, the radial inner side refers to the side toward 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. Additionally, 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 inner side refers to the side toward the equatorial plane (equator line) in the width direction, and the width outer side refers to the side away from the equatorial plane in the width direction. Note that the equatorial plane refers to a plane that is perpendicular to the rotation axis and passes through the center of the width. Note that each direction of the tire (radial direction, circumferential direction, and width direction) is the same as each direction of the stabilizer.

[0011] Similarly, in the following description, a regular rim refers to an "applicable rim" as defined by JATMA, a "design rim" as defined by TRA, or a "measuring rim" as defined by ETRTO.

[0012] Similarly, in the following explanation, normal internal pressure refers to the "maximum air pressure" specified by JATMA, the maximum value specified in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified by TRA, or the "INFLATION PRESSURES" specified by ETRTO. Also, normal load refers to the "maximum load capacity" specified by JATMA, the maximum value specified in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified by TRA, or the "LOAD CAPACITY" specified by ETRTO.

[0013] <Stabilizer> Fig. 1 is a plan view showing the stabilizer of this embodiment, and Fig. 2 is a side view showing the stabilizer of this embodiment. Both Fig. 1 and Fig. 2 are views showing the stabilizer 10 in a state where a tire (not shown) is mounted on a regular rim, regular internal pressure is applied, and regular load is applied. The stabilizer 10 is in a state where the rigidity of all components is maximized. The same applies to Fig. 6 described later.

[0014] Here, the stabilizer 10 shown in Figures 1 and 2 is symmetrical in the width direction, and therefore the vehicle mounting direction (the direction toward the center of the vehicle in the direction perpendicular to the vehicle's traveling direction is considered to be the inner side when mounted on the vehicle) is not determined.

[0015] 1 and 2 is housed in the tire cavity as described above and serves as a tire reinforcing material. More specifically, the stabilizer 10 is a member for appropriately adjusting at least one of the tire casing rigidity and the tire tread rigidity.

[0016] Fig. 3 is a plan view showing the bead corresponding member 12 which is a component of the stabilizer shown in Fig. 1 and Fig. 2. The bead corresponding member 12 shown in Fig. 1 to Fig. 3 is an element provided for adjusting the casing rigidity of the tire, and has an annular shape.

[0017] The average width (diameter dimension in FIG. 2) of the bead corresponding member 12 is preferably 5 mm or more, mainly to allow sufficient adjustment of the tire casing rigidity. On the other hand, the average width of the bead corresponding member 12 is preferably 20 mm or less, to prevent the tire rolling resistance from being excessively increased. The average width of the bead corresponding member is more preferably 7 mm or more and 18 mm or less, and most preferably 9 mm or more and 16 mm or less.

[0018] Fig. 4 is a plan view showing a part of the width direction reinforcing body which is a component of the stabilizer shown in Fig. 1. As shown in Fig. 4, the width direction reinforcing body 16 is formed at a constant pitch in the circumferential direction, the width direction is the longitudinal direction, and extends in the width direction with a constant width. Also, as shown in Fig. 1, both ends of the width direction reinforcing body 16 are curved radially inward, and the ends of the width direction are connected to the bead corresponding members 12, so that the width direction reinforcing body 16 is convex radially outward as a whole.

[0019] The average width (diameter dimension) of the widthwise reinforcement 16 is preferably 3 mm or more in order to allow sufficient adjustment of the tire casing rigidity as well as the tire tread rigidity. On the other hand, the average width of the widthwise reinforcement 16 is preferably 10 mm or less in order to prevent the tire rolling resistance from being excessively increased. The average width of the widthwise reinforcement 16 is more preferably 3.5 mm to 9.5 mm, and most preferably 4 mm to 9 mm.

[0020] The circumferential pitch of the widthwise reinforcements 16 (the dimension between the circumferential centerlines of the widthwise reinforcements 16a, 16b, and 16c adjacent in the circumferential direction) is preferably 10 mm or more in order to prevent the rolling resistance of the tire from being excessively large. On the other hand, the circumferential pitch of the widthwise reinforcements 16 is preferably 100 mm or less in order to improve the rigidity of the tread. The circumferential pitch of the widthwise reinforcements 16 is more preferably 15 mm or more and 95 mm or less, and most preferably 20 mm or more and 90 mm or less.

[0021] The method of joining the bead-compatible member 12 and the width-directional reinforcement 16 can be appropriately changed depending on the materials that constitute them, and for example, mechanical joining (a method of mechanically fixing the members together using screws, rivets, etc.), material joining (welding, brazing, soldering, etc.), and adhesive joining (joining using the van der Waals or wedge effect) can be used.

[0022] In order to prevent the rigidity of the tread from being excessively different locally in the tire width direction, it is preferable that the circumferential dimension of the widthwise reinforcement 16 shown in FIG. 4 is constant, but the shape of the widthwise reinforcement 16 is not particularly limited. For example, the circumferential dimension of the widthwise reinforcement 16 can be gradually increased from the equatorial plane toward the outside in the width direction, thereby preferentially increasing the rigidity of the tire shoulder portion, which is more likely to be loaded than other portions during cornering, and improving the turning performance of the vehicle. In this specification, the turning of the vehicle includes not only a change in the course of the vehicle caused by the driver intentionally steering the vehicle while driving, but also a case where the vehicle changes course without the driver's awareness (for example, a change in course due to slipping, etc.).

[0023] Fig. 5 is a plan view showing a part of the circumferential reinforcement, which is a component of the stabilizer shown in Fig. 1. As shown in Fig. 5, the circumferential reinforcement 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 one unit, and this unit is formed at a constant pitch in the circumferential direction.

[0024] Moreover, the circumferential reinforcement 18 (constituent element 18a, etc.) shown in FIG. 5 is made up of a plurality of constituent elements 18a, 18e, 18f, . . . formed at intervals in the circumferential direction, and which as a whole form a radially convex ring shape.

[0025] The average width of the circumferential reinforcement 18 (the dimension in the width direction in FIG. 1) is preferably 3 mm or more, mainly to allow sufficient adjustment of the rigidity of the tire tread. On the other hand, the average width of the circumferential reinforcement 18 is preferably 10 mm or less, in order to prevent the rolling resistance of the tire from being excessively increased. The average width of the circumferential reinforcement 18 is more preferably 3.5 mm to 9.5 mm, and most preferably 4 mm to 9 mm.

[0026] The width direction pitch of the circumferential reinforcement 18 (the dimension between the width direction center lines of the circumferential reinforcement 18a, 18b adjacent in the width direction) is preferably 3 mm or more in order to prevent the rolling resistance of the tire from being excessively large. On the other hand, the width direction pitch of the circumferential reinforcement 18 (the dimension between the circumferential center lines of the circumferential reinforcement 18a, 18e adjacent in the circumferential direction) is preferably 10 mm or less in order to improve the rigidity of the tread. It is more preferable that the width direction pitch of the circumferential reinforcement 18 is 3.5 mm or more and 9.5 mm or less, and extremely preferably 4 mm or more and 9 mm or less.

[0027] The method of joining the widthwise reinforcement 16 and the circumferential reinforcement 18 can be appropriately changed depending on the materials constituting these reinforcements 16, 18, and for example, any of the above-mentioned mechanical joining, material joining, and adhesive joining can be adopted.

[0028] Under the above-mentioned premise, in the stabilizer 10 of this embodiment, among the bead corresponding member 12, the width direction reinforcement 16, and the circumferential reinforcement 18, at least the width direction reinforcement 16 includes a variable rigidity member. Here, the variable rigidity member refers to a member whose rigidity (difficulty of deformation when stress is applied) changes depending on a change in state such as an electric current state or a pressure state. Note that, in this embodiment, rigidity mainly means hardness, but is not limited to this and may also mean strength.

[0029] An example of a member whose rigidity changes depending on the state of electrical current is a member in which Biometal Fiber (registered trademark) (a material made of strands obtained by impregnating carbon fiber bundles with an uncured epoxy resin composition) is covered with rubber (hereinafter, sometimes referred to as a "BMF member"). The rigidity of a BMF member can be appropriately changed depending on the magnitude of the current when it is energized.

[0030] In contrast, an example of a component whose rigidity changes depending on the pressure state is a hollow body made of styrene butadiene rubber molded into a thin tube (hereinafter sometimes referred to as an "SBR component"). When a fluid (air, oil, etc.) is introduced into the hollow body or the fluid is discharged from it, the rigidity of the SBR component can be appropriately changed by adjusting the degree of inflow / outflow to pressurize / depressurize the inside of the hollow body.

[0031] As described above, the stabilizer 10 of the present embodiment includes a variable stiffness member whose stiffness changes appropriately by energizing (and deenergizing) or pressurizing (and depressurizing). Therefore, at least one of the casing stiffness and the tread stiffness of the tire can be appropriately adjusted according to various situations during vehicle operation and / or road surface conditions.

[0032] Traditionally, tires are structures that have a certain level of rigidity (hardness and strength), and while it has been desirable for sports tires to maintain high rigidity to ensure proper handling, etc., it has been desirable for comfort tires to maintain low rigidity to provide a comfortable ride.

[0033] However, in recent years, it is desired to realize both the performance resulting from tire stiffness (including traction performance, braking performance, etc.) and the ride comfort performance, which are conflicting performances, in the same vehicle. With the tire equipped with the stabilizer 10 of the present embodiment, due to the above-mentioned configuration, it is possible to achieve both of these conflicting performances at a high level in the same vehicle according to various situations during vehicle operation.

[0034] In addition, the stabilizer 10 of the present embodiment is structured to be housed in the tire cavity so that its outer circumferential shape fits the inner circumferential surface of the tire. Therefore, the stabilizer 10 of the present embodiment can be separated from the tire and reused.

[0035] Specific examples of this embodiment are described below. The examples shown below are an example in which the rigidity of the stabilizer is changed by energizing (and deenergizing) and an example in which the rigidity of the stabilizer is changed by pressurizing (and depressurizing).

[0036] (Example of changing the rigidity of the stabilizer by applying (and removing) current (Type 1)) In this example (Type 1), in the stabilizer 10 shown in Figures 1 to 5, of the bead corresponding member 12, the widthwise reinforcement 16 and the circumferential reinforcement 18, at least the widthwise reinforcement 16 is made of a member that hardens when electricity is passed through it and softens when electricity is stopped (hereinafter, the description will be given using the BMF member).

[0037] For the equipment required for electrification, a current control device (not shown) can be provided on the inner circumferential surface of the tire, and a publicly known wireless power receiving system can be adopted for current supply from the outside. For the components 12 to 18 of the stabilizer 10, each part that is completed as a BMF member can be connected to the above-mentioned current control device to start and stop electrification.

[0038] When the bead corresponding member 12, the width direction reinforcement 16, and the circumferential direction reinforcement 18 are all made of BMF members, the rigidity of the entire stabilizer 10 can be uniformly increased by simultaneously passing current through these components 12 to 18. Also, the rigidity of the entire stabilizer 10 can be uniformly decreased by simultaneously stopping the passage of current through these components 12 to 18. The stabilizer 10 having such an effect is useful in that it can temporarily support the tire in the event of a tire puncture.

[0039] It is also possible to adjust the portions to which electricity is applied for specific reinforcements among the bead corresponding component 12, the widthwise reinforcement 16, and the circumferential reinforcement 18. For example, by simultaneously applying electricity to the bead corresponding component 12 and the circumferential reinforcement 18, the tire casing rigidity and the tire tread rigidity can be increased to a certain degree, and the widthwise reinforcement 16 can be applied with electricity at different times for each component.

[0040] For example, if the upper side of Figure 1 and Figure 4 is the leading side and the lower side is the kicking side, by varying the timing of energizing the components 16a, 16b, and 16c in the order from the leading side to the kicking side at the level of 1 / 1000th of a second, it is possible to increase the rigidity of only the part of the stabilizer that corresponds to the part of the tire that comes into contact with the road surface when starting or braking. As a result, it is possible to efficiently improve traction performance and braking performance.

[0041] Similarly, by varying the timing of de-energization of the components 16a, 16b, and 16c in the order from the leading side to the trailing side at a thousandth of a second level, the part of the stabilizer corresponding to the part of the tire that has stopped contacting the road surface and is now separated from the road surface during starting or braking can be made less rigid, which can efficiently improve the ride comfort.

[0042] In this way, by varying the energization and de-energization timings of each component of the widthwise reinforcement 16 in the circumferential direction, it is possible to increase the rigidity of only the portion of the stabilizer corresponding to the portion of the tire that is in contact with the ground, and to decrease the rigidity of the portion that is not in contact with the ground. In this way, it is possible to increase the rigidity of only the necessary portions, while decreasing the rigidity of the other portions, thereby achieving a high level of balance between traction performance, braking performance, and ride comfort.

[0043] In addition, when stress is applied locally in the circumferential direction of the tire, such as when the tire gets into a recess while traveling on rough roads and then comes out of the recess, a tire equipped with the stabilizer 10 shown in FIG. 1 is useful because it can gradually change the rigidity in the circumferential direction of the tire depending on the degree of current flow through the BMF member.

[0044] (Example of changing the stiffness of the stabilizer by applying pressure (Type 2)) 1 to 5, at least the widthwise reinforcement 16 is made of a hollow body among the bead corresponding member 12, the widthwise reinforcement 16, and the circumferential reinforcement 18. In this example, when a fluid (gas such as air or liquid such as oil) is introduced into the hollow body or the fluid is discharged from the hollow body, the degree of inflow / discharge is adjusted to pressurize / depressurize the inside of the hollow body, thereby changing the rigidity of the hollow body.

[0045] In Type 2, a device for injecting or discharging fluid into or from the hollow body may be provided on the inner circumferential surface of the tire (not shown), and a pump system installed in the device may be used to inject or discharge fluid. Also, for the components 12-18 of the stabilizer 10, a valve stem with an automatic opening / closing function may be attached to each of the hollow body-completed parts, and the components 12-18 of the stabilizer 10 may be connected to a pump via the valve stem to inject or discharge fluid.

[0046] 1 to 5, in Type 2, the BMF member in Type 1 is replaced with an SBR member.

[0047] In the case of type 2, when the bead corresponding member 12, the width direction reinforcement 16, and the circumferential direction reinforcement 18 are all made of SBR material, the rigidity of the entire stabilizer 10 can be uniformly increased by simultaneously injecting fluid into these components 12 to 18. Also, the rigidity of the entire stabilizer 10 can be uniformly decreased by simultaneously discharging fluid from these components 12 to 18. The stabilizer 10 having such an effect is useful in that it can temporarily support the tire in the event of a tire puncture.

[0048] Also, it is possible to adjust the portion into which the fluid flows for a particular reinforcement among the bead corresponding member 12, the width direction reinforcement 16, and the circumferential reinforcement 18. For example, it is possible to simultaneously flow fluid into the bead corresponding member 12 and the circumferential reinforcement 18 to increase the tire casing rigidity and the tire tread rigidity to a certain degree, and simultaneously flow fluid into only the component of the width direction reinforcement 16 that corresponds to the contact surface in the circumferential direction.

[0049] For example, if the upper side of Figure 1 and Figure 4 is the leading side and the lower side is the trailing side, by varying the timing of fluid inflow at the level of 1 / 1000th of a second from the leading side to the trailing side in the order of components 16a, 16b, and 16c, it is possible to increase the rigidity of only the part of the stabilizer that corresponds to the part of the tire that comes into contact with the road surface when starting or braking. As a result, it is possible to efficiently improve traction performance and braking performance.

[0050] Similarly, by varying the timing of discharging the fluid from the leading side to the trailing side in the order of components 16a, 16b, and 16c at the level of milliseconds, the rigidity of the stabilizer portion corresponding to the portion of the tire that has stopped contacting the road surface and is now separated from the road surface during starting or braking can be reduced, resulting in efficient improvement of ride comfort.

[0051] In this way, by varying the inflow and outflow of fluid to and from each component of the widthwise reinforcement 16 in the circumferential direction, it is possible to increase the rigidity of only the portion of the stabilizer corresponding to the portion of the tire that is in contact with the ground, and to decrease the rigidity of the portion that is not in contact with the ground. This allows for high rigidity only in the necessary portions, while decreasing the rigidity of the other portions, thereby achieving a high level of balance between traction performance, braking performance, and ride comfort.

[0052] When a tire gets into a recess while traveling on rough roads and then comes out of the recess, local stress is applied in the tire circumferential direction. In this case, a tire equipped with the stabilizer 10 shown in FIG. 1 is useful because it can gradually change the rigidity in the tire circumferential direction according to the degree of inflow / exhaust of fluid into the SBR member.

[0053] <Tires equipped with stabilizers> The above is an explanation of the stabilizer of the present invention, but the present invention also includes a tire having the above-mentioned stabilizer attached to the inner circumferential surface.

[0054] Although not shown, the tire body of this embodiment (the tire itself not including the stabilizer) has a meridian cross-sectional shape similar to that of a conventional tire. Here, the meridian cross-sectional shape of the tire body refers to the cross-sectional shape of the tire body that appears on a plane perpendicular to the tire equatorial plane. The tire body of this embodiment has, from the inner side to the outer side in the tire radial direction in the tire meridian cross-sectional view, a bead portion, a sidewall portion, a shoulder portion, and a tread portion. The tire body includes, for example, a carcass layer that extends from the tread portion to the bead portions on both sides and is wound around a pair of bead cores in the tire meridian cross-sectional view, and a belt layer and a belt reinforcing layer that are successively formed on the outer side in the tire radial direction of the carcass layer.

[0055] Furthermore, the tire body of this embodiment is obtained through each of 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 this 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 this mold.

[0056] Fig. 6 is a cross-sectional view (with tire body) of the stabilizer shown in Fig. 1 attached to the tire body. As shown in the figure, a tire 20 of the present invention comprises a tire body 22 and a stabilizer 10, and the stabilizer 10, which is pressure-attached to the inner peripheral surface of the tire body 22, is housed in the tire cavity surface.

[0057] As shown in FIG. 6, the bead corresponding member 12 can reinforce the bead filler and its vicinity on the radially outer side of the tire, and can increase the tire casing rigidity by reinforcing the bead filler and its vicinity, where the rigidity decreases from the bead core to the radially outer side of the tire.

[0058] The widthwise reinforcement 16 can provide reinforcement from the portion of the bead filler near the radially outer side of the tire, through the sidewall and shoulder portions, to the portion between both ground-contact ends of the tread portion, so that even if the rubber thickness of the sidewall portion is thin, the tire casing rigidity can be sufficiently ensured, or even if the belt thickness in the tire body is thin, the rigidity of the tire tread can be sufficiently ensured.

[0059] As described above, the widthwise reinforcement 16 can simultaneously harden all the components 16a, 16b, 16c, etc. to increase the casing rigidity and tread rigidity of the tire, and can also harden a portion of the components in the circumferential direction (for example, only the components 16a to 16c) to increase the rigidity of the corresponding tread, while keeping the other components unhardened to keep the rigidity of the corresponding tread low. This makes it possible to achieve both performance due to tire rigidity (traction performance, braking performance, etc.) and ride comfort performance.

[0060] The circumferential reinforcement 18 can partially reinforce the portion of the tread extending between both ground-contacting ends, and can ensure sufficient rigidity of the tire tread even if the belt thickness in the tire body is thin.

[0061] The tire 20 of the present embodiment described above includes a stabilizer having the above-described configuration, and therefore can achieve a high level of compatibility between performance resulting from tire rigidity (traction performance, braking performance, etc.) and ride comfort performance, which are contradictory performances, depending on various situations during vehicle operation and / or road surface conditions. [Explanation of symbols]

[0062] 10 Stabilizer 12 Bead compatible parts 16 Width direction reinforcement 16a, 16b, 16c Components of transverse reinforcement 18 Circumferential reinforcement 18a, 18b, 18c, 18d, 18e, 18f Circumferential reinforcement components 20 Tires 22 Tire body

Claims

1. A stabilizer housed in a tire cavity, 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 the radially outer end portions of the pair of bead corresponding members that are symmetrically positioned with respect to the equatorial plane and connecting the pair of bead corresponding members; and a plurality of circumferential direction reinforcing bodies located between the width direction reinforcing bodies adjacent to each other in the circumferential direction, A stabilizer, characterized in that at least the width direction reinforcing body includes a variable rigidity member.

2. The stabilizer according to claim 1 , wherein the variable stiffness member comprises a bio-metal fiber.

3. The stabilizer according to claim 1 , wherein the variable rigidity member is separated into a plurality of portions in the circumferential direction.

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

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

6. A tire comprising the stabilizer according to any one of claims 1 to 5 attached to an inner circumferential surface thereof.

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