CA1228282A - Pneumatic radial tire having a good high-speed running performance - Google Patents
Pneumatic radial tire having a good high-speed running performanceInfo
- Publication number
- CA1228282A CA1228282A CA000468150A CA468150A CA1228282A CA 1228282 A CA1228282 A CA 1228282A CA 000468150 A CA000468150 A CA 000468150A CA 468150 A CA468150 A CA 468150A CA 1228282 A CA1228282 A CA 1228282A
- Authority
- CA
- Canada
- Prior art keywords
- rubber layer
- dynamic modulus
- tread portion
- pneumatic radial
- radial tire
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
- B60C1/0016—Compositions of the tread
Abstract
BRIDGESTONE 58-223,267 Abstract of the Disclosure A pneumatic radial tire for passenger cars having a good high-speed running performance is disclosed, which comprises a tread portion, a pair of sidewalls portions, a carcass reinforcing these portions and composed of at least one ply containing cords arranged in a direction perpendicular to the equational plane of the tire, and a belt disposed between the carcass and the tread portion and composed of plural inextensible cord layers. In the tire of this type, the said tread portion is composed of a composite rubber divided into at least two composite rubber layers in a direction of the thickness, in which an inner rubber layer near to the belt layer has a dynamic modulus (E') of 100-250 kg/cm2 and an outer rubber layer has a dynamic modulus (E') of 70-150 kg/cm2 and a loss tangent (tan .delta.) of at least 0.25, and a ratio in dynamic modulus of the inner rubber layer to the outer rubber layer is at least 1.15.
Description
This invention relates to a pneumatic tire having a good high-speed running performanee, and more particularly to a pneumatic radial tire for passenger cars having an improved steering response during 05 a high-speed running.
In general, tire tread rubbers are required to have characteristics such as wet resistance, cut resistance, slip resistance and the like, and also substantially affect a rolling resistance which is 0 elosely related to a fuel consumption of an automobile vehicle. Among these characteristics, the slip resistance (wet skid resistance, ete) particularly tends to be eonflictive to the rolling resistance, so that the use of a rubber advantageous for the former becomes disadvantageous for latter, and to the contrary, the wse of a rubber advantageous for the latter becomes disadvantageous for the former. In order to improve such conflicting characteristics simultaneously, there have been known tread rubbers having such a composite structure that a rubber having an exeellent wear resistance is definitely used in a portion particulary exposed to wearing during the running and a rubber suitable for the rolling resistanee is used in the other portions.
With respeet to the eomposite strueture of the tread rubber, in addition to the above, as deseribed in, for example, United States Patent Speeifieation No. 3,759,~06 there is proposed a strueture that a rubber
In general, tire tread rubbers are required to have characteristics such as wet resistance, cut resistance, slip resistance and the like, and also substantially affect a rolling resistance which is 0 elosely related to a fuel consumption of an automobile vehicle. Among these characteristics, the slip resistance (wet skid resistance, ete) particularly tends to be eonflictive to the rolling resistance, so that the use of a rubber advantageous for the former becomes disadvantageous for latter, and to the contrary, the wse of a rubber advantageous for the latter becomes disadvantageous for the former. In order to improve such conflicting characteristics simultaneously, there have been known tread rubbers having such a composite structure that a rubber having an exeellent wear resistance is definitely used in a portion particulary exposed to wearing during the running and a rubber suitable for the rolling resistanee is used in the other portions.
With respeet to the eomposite strueture of the tread rubber, in addition to the above, as deseribed in, for example, United States Patent Speeifieation No. 3,759,~06 there is proposed a strueture that a rubber
2 r ~
32~3;2 having a considerably high stretch modulus is used in a base portion bounded by bottoms of tread grooves for preventing the wrenching out of tread ribs from their root during the running of passenger tire at 05 a high speed and a rubber having an excellent wear resistance and a relative low stretch modulus is usually used in portions exposed to wearing.
The invention is different from the above mentioned prior composite structure, and is to largely o improve the steering response at high-speed of radial tires by composing a par-ticular composite tread struc-ture consisting of an inner layer having a properly high modulus of elasticity in portions forming the base such as rib, block, lug or the like cast into the tread portion, and an outer layer arranged on the inner layer and having a particularly improved gripping property on road surface and a modulus of elasticity controlled in a given ratio with respect to the inner layer.
According to the invention, there is the provision of in a pneumatic radial tire having a good high-speed running performance, comprising a tread portion, a pair of sidewall portions toroidally extending from the both sides of the tread portion, a carcass reinforcing these portions and composed of at least one ply containing cords arranged in a direction perpendicular to the equational plane of the tire, and a belt disposed between the carcass and the tread portion and composed of plural inextensible cord layers, ~22~32~
the improvement wherein said tread portion is divided into at least two composite rubber layers in a direction of the thickness, in which an inner rubber layer near to the belt has a dynamic modulus (E') of 100-250 kg/cm2 os and an outer rubber layer has a dynamic modulus (E') of 70-150 kg/cm2 and a loss tangent (tan ~) of at least 0.25, and a ratio in dynamic modulus (E') of the inner rubber layer to the outer rubber layer is at least 1.15.
The invention is particularly useful for lo application to tires having an aspect ratio of not more than 70%, preferably 60%, more preferably 50%.
A single figure is a right half cross-sectional view of an embodiment of the pneumatic radial tire according to the invention.
1S In the single figure is shown a radial right-half section of the pneumatic radial`tire according to the invention. In the tire 1, a pair of right and left sidewall portions 2 are toroidally connected to both sides of a tread portion 3. Although the left-half section is omitted, tire 1 is, of course, symmetrical with respect to an equational plane O-O.
A bead ring 4 is embedded in an inwardly and part of each of the sidewall portions 2 in the radial . direction in the conventional manner, and a carcass 5 is extended between both the bead rings ~ to wholly reinforce the sidewall and tread portions.
The carcass 5 is composed of one ply or plural plies, each ply containing cords of an organic ~ L;2,Z~3Z8;2 fiber such as polyester fiber, nylon Eiber, rayon fiber or the like arranged in a direction substantially perpendicular to the equational plane O-O. In the lllustrated embodiment, the carcass 5 is one ply, both 05 end portions of which are wound outwardly around the bead rings 4 to form turnup portions 6, respectively.
Further, a hard rubber filler 7 is disposed in a space defined by the carcass 5, turnup portion 6 and bead ring 4 and tapered toward the direction of the -tread lo portion.
As the rubber filler 7, it is better to use rubber having a dynamic modulus of 600-1,500 kg/cm2.
Since a so-called radial structure as mentioned above is used as the carcass 5, a belt 8 composed of lS inextensible cord layers is disposed between the carcass 5 and the tread portion 3 in the usual manner, whereby the rigidity of the tread portion is enhanced as a whole.
The reinforcing element for the belt 8 is a metal cord such as steel and the like or a high elastic fiber cord such as glass, polyester, rayon, aromatic polyamide and the like. These cords may be ~ used alone or particularly in combination of metal cord ; with fiber cord. The belt 8 is composed of plural cord layers each containing such cords arranged at an inclination angle of 5-25 with respect to the equational plane O-O, the cords of which being crossed with each other.
~2;2~3Z8;~
Although the belt 8 is constructed by merely laminating two steel cord layers 8-1 and 8-2 one upon the other in the illustrated embodiment, there may be a so-called fold belt structure wherein the cord 05 layer 8-1 is made wider and both side ends thereof are folded and piled on the cord layer 8-2, or a structure tha~ one layer or at most two layers containing heat shrinkable fiber cords such as nylon cord arranged in parallel to or at a slight inclination angle with 0 respect to the equational plane O-O may directly be disposed on the belt shown in the figure to partially or wholly cover it therewith.
The tread portion 3 is composed of a composite rubber layer comprising an outer rubber layer 9 directly contacted fitted with road surface during the running and an inner rubber layer 10 supporting the outer rubber layer 9 on the belt 8.
The outer rubber layer 9 has a loss tangent (tan ~) of at least 0.25 and a dynamic modulus (E') of 70-150 kg/cm2. While, the inner rubber layer 10 has a dynamic modulus (E') of 100-250 kg/cm2. Then, a ratio : of the inner rubber layer 10 to the outer rubber layer 9 in dynamic modulus (E') is required to be at least 1.15.
According to the invention, the outer rubber layer 9 is a rubber having an improved gripping property against road surface in addition to wear resistance, and it has been confirmed from the experiments by the inventors that when the ratio in dynamic modulus between ~L22~28Z
the outer rubber layer 9 and the inner rubber layer 10 is within the above defined range, the gripping property is more enhanced together with a suitable flexibility effect of tread rubber (actually rib, block, lug or the 05 like) at the ground contact area in the steering during the running. In this case, the outer rubber layer 9 has a loss tangent (tan ~) of at least 0.25, preferably of 0.3-0.5 and a dynamic modulus of 70-150 kg/cm2, preferably of 80-140 kg/cm2, and the inner rubber layer has a dynamic modulus (E'~ of 100-250 kg/cm2, preferably of 110-200 kg/cm2. Further, the ratio in dynamic modulus of inner rubber layer 10 -to outer rubber layer 9 is at least 1.15, preferably 1.25-2Ø
Moreover, as to a ratio of thickness between the inner rubber layer 10 and the outer rubber layer 9, good results are obtained when an average thickness of the inner rubber layer 10 is within a range of 0.15-0.35 relative to 1 of that of the outer rubber layer 9.
The reason why the thickness of each rubber layer is expressed on average is due to the fact that when the tread portion 3 is composed of, for example, ribs 14 divided by a large number of grooves 13, the joint surface between the inner and outer rubber layers 10, 9 becomes wavy as shown in the figure.
Though the composite rubber layer composed of two inner and outer layers is shown in the illustrated embodiment, a third or fourth rubber layer may be added as far as the object is maintained.
~2X:~3282 As shown in this embodiment, it is preferable that the outer rubber layer 9 and the inner rubber layer 10 are substantially piled one upon the other over the whole of the tread portion, and both side end 05 portions thereof are e~tend in wedge form in-to rubbers 12 of the sidewall portions having a good flexing property at positions of tire shoulders 11. Moreover, numeral 15 is an inner liner having an excellent air impermeability.
lo In order to confirm the performances of the tire according to the invention, the actual running test was carried out on a circuit course (2.04 km) by using a test tire with a size of 205/60R 15, during which a lap time was actually measured and also the steering response, stability, wet skid resistance and riding comfort in the high-speed running and in the running on usual road were estimated by feeling.
Moreover, the ~eeling in the running on the circuit is based on a total evaluation of driving and braking properties, steering response, gripping property against road surface during the steering and controllability beyond slip limit.
As a test tire were used tires A, B and C
according to the invention and control tire D.
All of these tires had a common feature that two rubberized plies each containing polyester cords arranged in a direction perpendicular to the equational plane O-O of the tire were wound around the bead ring 4 ~z~
from inside to outside as shown in the figure, and the bead filler rubber 7 having a considerably high dynamic modulus was interposed between the carcass ply and its turnup portion. ~oreover, as the belt 8, two layers 8-1 and 8-2 each containing metal cords arranged at an inclination angle of 20 with respect to the equational plane O-O were laminated so as to cross the cords of these layers with each other as shown in the figure, and two reinforcing layers each containing nylon cords arranged at an angle of 0 with respect to the equatorial plane O-O (not shown) were arranged on each side end portion of the layer 8-2 to particularly reinforce both the side end portions of the belt 8.
The structure and compounding recipe of the tread rubber in each test tire are shown in the following Tables 1 and 2, respectively.
Table 1 Kinds of tire A B C D
_ .
Tread rubber Outer rubber-layer 9_) W X Y On1y W
Inner rubber layer 10 Z Z Z
Average thickness of rubber (mm) Outer rubber laYer 9 8.0 8.0 8.0 ,~ ~
(Inner rubber layër 10~ 2.0 2.0 2.0 lU . U
8~
Table 2 _ Kind of rubber W X Y Z
Butadiene-styrene copolymer rubber 50 _ _ 100 (Styrene 23.5%) Butadiene-styrene copolymer rubber 50 100 100 (Styrene 35%) Carbon black (HAF~ 80 85 _ 90 Carbon black (ISAF) _ _ 85 Aromatic process oil 40 45 45 35 Stearic acid 1 1 1 Antioxidant (IPPD) 1 1 Zinc white 3 3 3 3 Accelerator _ PPG 0.5 0.5 0.7 0.6 DM 1.0 1.0 0.8 1.2 Sulfur 5 1.5 1.5 1.7 (kg/cm2) 116 97 130 173 Loss tangent 0.340 0.43 0.49 Note: The dynamic modulus and loss tangent were measured with respect to a strip specimen of width 5 mmxlength 20 mmxthickness 2 mm using a viscoelastic spectrometer made by Iwamoto Seisakusho under the test conditions of a frequency of 50 Hz, a dynamic strain of 1% and a temperature of 25C.
The test tire assembled onto a rim and subjected to an internal pressure of 2.2 kg/cm2 was mounted on a vehicle and actually run to obtain results as shown in the following Table 3.
;28;2~
Table 3 Kind of tire D
~ _ (circuit) 1' 15" 81 1' 15" 10 1' 14" 70 1' 16" 25 tcircuit) 104 105 107 100 .
Steering response 104 105 106 100 Stability 105 105 107 100 Wet skid resistance 100 103 104 100 Riding comfort 100 100 99 100 against vibration Note: The properties otner than the lap time are expressed as an index when the tire D is regarded as 100. The large the index value, the better the property.
As mentioned above, according to the invention, the steering response in the high-speed running can considerably be improved synthetically.
32~3;2 having a considerably high stretch modulus is used in a base portion bounded by bottoms of tread grooves for preventing the wrenching out of tread ribs from their root during the running of passenger tire at 05 a high speed and a rubber having an excellent wear resistance and a relative low stretch modulus is usually used in portions exposed to wearing.
The invention is different from the above mentioned prior composite structure, and is to largely o improve the steering response at high-speed of radial tires by composing a par-ticular composite tread struc-ture consisting of an inner layer having a properly high modulus of elasticity in portions forming the base such as rib, block, lug or the like cast into the tread portion, and an outer layer arranged on the inner layer and having a particularly improved gripping property on road surface and a modulus of elasticity controlled in a given ratio with respect to the inner layer.
According to the invention, there is the provision of in a pneumatic radial tire having a good high-speed running performance, comprising a tread portion, a pair of sidewall portions toroidally extending from the both sides of the tread portion, a carcass reinforcing these portions and composed of at least one ply containing cords arranged in a direction perpendicular to the equational plane of the tire, and a belt disposed between the carcass and the tread portion and composed of plural inextensible cord layers, ~22~32~
the improvement wherein said tread portion is divided into at least two composite rubber layers in a direction of the thickness, in which an inner rubber layer near to the belt has a dynamic modulus (E') of 100-250 kg/cm2 os and an outer rubber layer has a dynamic modulus (E') of 70-150 kg/cm2 and a loss tangent (tan ~) of at least 0.25, and a ratio in dynamic modulus (E') of the inner rubber layer to the outer rubber layer is at least 1.15.
The invention is particularly useful for lo application to tires having an aspect ratio of not more than 70%, preferably 60%, more preferably 50%.
A single figure is a right half cross-sectional view of an embodiment of the pneumatic radial tire according to the invention.
1S In the single figure is shown a radial right-half section of the pneumatic radial`tire according to the invention. In the tire 1, a pair of right and left sidewall portions 2 are toroidally connected to both sides of a tread portion 3. Although the left-half section is omitted, tire 1 is, of course, symmetrical with respect to an equational plane O-O.
A bead ring 4 is embedded in an inwardly and part of each of the sidewall portions 2 in the radial . direction in the conventional manner, and a carcass 5 is extended between both the bead rings ~ to wholly reinforce the sidewall and tread portions.
The carcass 5 is composed of one ply or plural plies, each ply containing cords of an organic ~ L;2,Z~3Z8;2 fiber such as polyester fiber, nylon Eiber, rayon fiber or the like arranged in a direction substantially perpendicular to the equational plane O-O. In the lllustrated embodiment, the carcass 5 is one ply, both 05 end portions of which are wound outwardly around the bead rings 4 to form turnup portions 6, respectively.
Further, a hard rubber filler 7 is disposed in a space defined by the carcass 5, turnup portion 6 and bead ring 4 and tapered toward the direction of the -tread lo portion.
As the rubber filler 7, it is better to use rubber having a dynamic modulus of 600-1,500 kg/cm2.
Since a so-called radial structure as mentioned above is used as the carcass 5, a belt 8 composed of lS inextensible cord layers is disposed between the carcass 5 and the tread portion 3 in the usual manner, whereby the rigidity of the tread portion is enhanced as a whole.
The reinforcing element for the belt 8 is a metal cord such as steel and the like or a high elastic fiber cord such as glass, polyester, rayon, aromatic polyamide and the like. These cords may be ~ used alone or particularly in combination of metal cord ; with fiber cord. The belt 8 is composed of plural cord layers each containing such cords arranged at an inclination angle of 5-25 with respect to the equational plane O-O, the cords of which being crossed with each other.
~2;2~3Z8;~
Although the belt 8 is constructed by merely laminating two steel cord layers 8-1 and 8-2 one upon the other in the illustrated embodiment, there may be a so-called fold belt structure wherein the cord 05 layer 8-1 is made wider and both side ends thereof are folded and piled on the cord layer 8-2, or a structure tha~ one layer or at most two layers containing heat shrinkable fiber cords such as nylon cord arranged in parallel to or at a slight inclination angle with 0 respect to the equational plane O-O may directly be disposed on the belt shown in the figure to partially or wholly cover it therewith.
The tread portion 3 is composed of a composite rubber layer comprising an outer rubber layer 9 directly contacted fitted with road surface during the running and an inner rubber layer 10 supporting the outer rubber layer 9 on the belt 8.
The outer rubber layer 9 has a loss tangent (tan ~) of at least 0.25 and a dynamic modulus (E') of 70-150 kg/cm2. While, the inner rubber layer 10 has a dynamic modulus (E') of 100-250 kg/cm2. Then, a ratio : of the inner rubber layer 10 to the outer rubber layer 9 in dynamic modulus (E') is required to be at least 1.15.
According to the invention, the outer rubber layer 9 is a rubber having an improved gripping property against road surface in addition to wear resistance, and it has been confirmed from the experiments by the inventors that when the ratio in dynamic modulus between ~L22~28Z
the outer rubber layer 9 and the inner rubber layer 10 is within the above defined range, the gripping property is more enhanced together with a suitable flexibility effect of tread rubber (actually rib, block, lug or the 05 like) at the ground contact area in the steering during the running. In this case, the outer rubber layer 9 has a loss tangent (tan ~) of at least 0.25, preferably of 0.3-0.5 and a dynamic modulus of 70-150 kg/cm2, preferably of 80-140 kg/cm2, and the inner rubber layer has a dynamic modulus (E'~ of 100-250 kg/cm2, preferably of 110-200 kg/cm2. Further, the ratio in dynamic modulus of inner rubber layer 10 -to outer rubber layer 9 is at least 1.15, preferably 1.25-2Ø
Moreover, as to a ratio of thickness between the inner rubber layer 10 and the outer rubber layer 9, good results are obtained when an average thickness of the inner rubber layer 10 is within a range of 0.15-0.35 relative to 1 of that of the outer rubber layer 9.
The reason why the thickness of each rubber layer is expressed on average is due to the fact that when the tread portion 3 is composed of, for example, ribs 14 divided by a large number of grooves 13, the joint surface between the inner and outer rubber layers 10, 9 becomes wavy as shown in the figure.
Though the composite rubber layer composed of two inner and outer layers is shown in the illustrated embodiment, a third or fourth rubber layer may be added as far as the object is maintained.
~2X:~3282 As shown in this embodiment, it is preferable that the outer rubber layer 9 and the inner rubber layer 10 are substantially piled one upon the other over the whole of the tread portion, and both side end 05 portions thereof are e~tend in wedge form in-to rubbers 12 of the sidewall portions having a good flexing property at positions of tire shoulders 11. Moreover, numeral 15 is an inner liner having an excellent air impermeability.
lo In order to confirm the performances of the tire according to the invention, the actual running test was carried out on a circuit course (2.04 km) by using a test tire with a size of 205/60R 15, during which a lap time was actually measured and also the steering response, stability, wet skid resistance and riding comfort in the high-speed running and in the running on usual road were estimated by feeling.
Moreover, the ~eeling in the running on the circuit is based on a total evaluation of driving and braking properties, steering response, gripping property against road surface during the steering and controllability beyond slip limit.
As a test tire were used tires A, B and C
according to the invention and control tire D.
All of these tires had a common feature that two rubberized plies each containing polyester cords arranged in a direction perpendicular to the equational plane O-O of the tire were wound around the bead ring 4 ~z~
from inside to outside as shown in the figure, and the bead filler rubber 7 having a considerably high dynamic modulus was interposed between the carcass ply and its turnup portion. ~oreover, as the belt 8, two layers 8-1 and 8-2 each containing metal cords arranged at an inclination angle of 20 with respect to the equational plane O-O were laminated so as to cross the cords of these layers with each other as shown in the figure, and two reinforcing layers each containing nylon cords arranged at an angle of 0 with respect to the equatorial plane O-O (not shown) were arranged on each side end portion of the layer 8-2 to particularly reinforce both the side end portions of the belt 8.
The structure and compounding recipe of the tread rubber in each test tire are shown in the following Tables 1 and 2, respectively.
Table 1 Kinds of tire A B C D
_ .
Tread rubber Outer rubber-layer 9_) W X Y On1y W
Inner rubber layer 10 Z Z Z
Average thickness of rubber (mm) Outer rubber laYer 9 8.0 8.0 8.0 ,~ ~
(Inner rubber layër 10~ 2.0 2.0 2.0 lU . U
8~
Table 2 _ Kind of rubber W X Y Z
Butadiene-styrene copolymer rubber 50 _ _ 100 (Styrene 23.5%) Butadiene-styrene copolymer rubber 50 100 100 (Styrene 35%) Carbon black (HAF~ 80 85 _ 90 Carbon black (ISAF) _ _ 85 Aromatic process oil 40 45 45 35 Stearic acid 1 1 1 Antioxidant (IPPD) 1 1 Zinc white 3 3 3 3 Accelerator _ PPG 0.5 0.5 0.7 0.6 DM 1.0 1.0 0.8 1.2 Sulfur 5 1.5 1.5 1.7 (kg/cm2) 116 97 130 173 Loss tangent 0.340 0.43 0.49 Note: The dynamic modulus and loss tangent were measured with respect to a strip specimen of width 5 mmxlength 20 mmxthickness 2 mm using a viscoelastic spectrometer made by Iwamoto Seisakusho under the test conditions of a frequency of 50 Hz, a dynamic strain of 1% and a temperature of 25C.
The test tire assembled onto a rim and subjected to an internal pressure of 2.2 kg/cm2 was mounted on a vehicle and actually run to obtain results as shown in the following Table 3.
;28;2~
Table 3 Kind of tire D
~ _ (circuit) 1' 15" 81 1' 15" 10 1' 14" 70 1' 16" 25 tcircuit) 104 105 107 100 .
Steering response 104 105 106 100 Stability 105 105 107 100 Wet skid resistance 100 103 104 100 Riding comfort 100 100 99 100 against vibration Note: The properties otner than the lap time are expressed as an index when the tire D is regarded as 100. The large the index value, the better the property.
As mentioned above, according to the invention, the steering response in the high-speed running can considerably be improved synthetically.
Claims (5)
1. In a pneumatic radial tire having a good high-speed running performance, comprising a tread portion, a pair of sidewall portions toroidally extending from the both sides of the tread portion, a carcass reinforcing these portions and composed of at least one ply containing cords arranged in a direction perpen-dicular to the equational plane of the tire, and a belt disposed between the carcass and the tread portion and composed of plural inextensible cord layers, the improvement wherein said tread portion is divided into at least two composite rubber layers in a direction of thickness, in which an inner rubber layer near to the belt has a dynamic modulus (E') of 100-250 kg/cm2 and an outer rubber layer has a dynamic modulus (E') of 70-150 kg/cm2 and a loss tangent (tan .delta.) of at least 0.25, and a ratio in dynamic modulus (E') of the inner rubber layer to the outer rubber layer is at least 1.15.
2. The pneumatic radial tire according to claim 1, wherein said outer rubber layer has a dynamic modulus (E') of 80-140 kg/cm2 and a loss tangent (tan .delta.) of 0.3-0.5.
3. The pneumatic radial tire according to claim 1, wherein said inner rubber layer has a dynamic modulus (E') of 110-200 kg/cm2.
4. The pneumatic radial tire according to claim 1, wherein said ratio in dynamic modulus of the inner rubber layer to the outer rubber layer is within a range of 1.25-2Ø
5. The pneumatic radial tire according to claim 1, wherein a ratio in thickness of the inner rubber layer to the outer rubber layer is within a range of 9.15-0.35 on average.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58223267A JPH0684121B2 (en) | 1983-11-29 | 1983-11-29 | Radial tires for passenger cars with excellent high-speed steering stability |
| JP223,267/83 | 1983-11-29 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1228282A true CA1228282A (en) | 1987-10-20 |
Family
ID=16795431
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000468150A Expired CA1228282A (en) | 1983-11-29 | 1984-11-19 | Pneumatic radial tire having a good high-speed running performance |
Country Status (5)
| Country | Link |
|---|---|
| JP (1) | JPH0684121B2 (en) |
| AU (1) | AU555568B2 (en) |
| CA (1) | CA1228282A (en) |
| DE (1) | DE3443229A1 (en) |
| GB (1) | GB2150509B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1095795A1 (en) * | 1999-10-28 | 2001-05-02 | PIRELLI PNEUMATICI Società per Azioni | Low rolling resistance tire for vehicles |
| US6805177B2 (en) | 1999-07-09 | 2004-10-19 | Pirelli Pneumatici S.P.A. | High performance tire with tread band having an anisotropic underlayer stable with temperature variation |
| US6820666B2 (en) | 1998-10-28 | 2004-11-23 | Pirelli Pneumatici S.P.A. | Tire, including fiber-reinforced elastomeric intermediate layer between the belt structure and tread band, and method of making the tire |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6248739A (en) * | 1985-08-27 | 1987-03-03 | Bridgestone Corp | High-grip tread rubber composition suitable for high-speed traveling |
| US5226987A (en) * | 1988-07-27 | 1993-07-13 | Toyo Tire & Rubber Company Limited | Radial tire for heavy load vehicles including a rubber reinforcing layer between belt and tread |
| DE3902602A1 (en) * | 1989-01-28 | 1990-08-02 | Continental Ag | NON-SLIP TIRE WITH LONG STABILITY |
| JPH02246805A (en) * | 1989-03-17 | 1990-10-02 | Toyo Tire & Rubber Co Ltd | Tire for passenger car |
| DE4020531A1 (en) * | 1990-06-28 | 1992-01-02 | Continental Ag | VEHICLE TIRES |
| JP3150176B2 (en) * | 1991-11-18 | 2001-03-26 | 株式会社ブリヂストン | Low noise tire |
| CA2110069C (en) * | 1992-11-30 | 2000-11-21 | Shingo Futamura | Pneumatic tire with improved snow and ice traction |
| DE4419299A1 (en) * | 1994-06-01 | 1995-12-07 | Sp Reifenwerke Gmbh | Pneumatic vehicle tires |
| US6516847B1 (en) | 1999-10-28 | 2003-02-11 | Pirelli Pneumatici S.P.A. | Low rolling resistance tire for vehicles having a composite tread |
| WO2004096583A1 (en) * | 2003-04-28 | 2004-11-11 | Pirelli Pneumatici S.P.A. | Pneumatic tire provided with a multi-layered tread and process for its manufacture |
| US7028734B2 (en) | 2003-06-24 | 2006-04-18 | The Goodyear Tire & Rubber Company | Truck tire with cap/base construction tread |
| JP6400903B2 (en) * | 2011-04-11 | 2018-10-03 | 住友ゴム工業株式会社 | Pneumatic tire |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2110703A5 (en) * | 1970-10-27 | 1972-06-02 | Kleber Colombes | |
| JPS55106803A (en) * | 1979-02-08 | 1980-08-16 | Yokohama Rubber Co Ltd:The | Low rolling resistant radial tire for automobile |
| JPS5845366B2 (en) * | 1979-12-07 | 1983-10-08 | 株式会社ブリヂストン | Pneumatic radial tires with excellent high-speed durability |
| IT1120713B (en) * | 1979-12-12 | 1986-03-26 | Pirelli | TIRE FOR MOTOR VEHICLES HAVING LOW POWER ABSORPTION AND HIGH DIRECTIONABILITY |
| JPS58128904A (en) * | 1982-01-26 | 1983-08-01 | Sumitomo Rubber Ind Ltd | Heavy-duty vehicle radial tyre provided with composite tread |
-
1983
- 1983-11-29 JP JP58223267A patent/JPH0684121B2/en not_active Expired - Lifetime
-
1984
- 1984-11-19 CA CA000468150A patent/CA1228282A/en not_active Expired
- 1984-11-20 AU AU35698/84A patent/AU555568B2/en not_active Ceased
- 1984-11-27 DE DE19843443229 patent/DE3443229A1/en active Granted
- 1984-11-28 GB GB08429978A patent/GB2150509B/en not_active Expired
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6820666B2 (en) | 1998-10-28 | 2004-11-23 | Pirelli Pneumatici S.P.A. | Tire, including fiber-reinforced elastomeric intermediate layer between the belt structure and tread band, and method of making the tire |
| US6805177B2 (en) | 1999-07-09 | 2004-10-19 | Pirelli Pneumatici S.P.A. | High performance tire with tread band having an anisotropic underlayer stable with temperature variation |
| EP1095795A1 (en) * | 1999-10-28 | 2001-05-02 | PIRELLI PNEUMATICI Società per Azioni | Low rolling resistance tire for vehicles |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8429978D0 (en) | 1985-01-09 |
| AU555568B2 (en) | 1986-10-02 |
| JPH0684121B2 (en) | 1994-10-26 |
| GB2150509B (en) | 1987-05-07 |
| DE3443229A1 (en) | 1985-06-05 |
| DE3443229C2 (en) | 1990-10-18 |
| JPS60116506A (en) | 1985-06-24 |
| GB2150509A (en) | 1985-07-03 |
| AU3569884A (en) | 1985-06-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |