CN111542440A - 充气轮胎 - Google Patents

充气轮胎 Download PDF

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CN111542440A
CN111542440A CN201980007196.8A CN201980007196A CN111542440A CN 111542440 A CN111542440 A CN 111542440A CN 201980007196 A CN201980007196 A CN 201980007196A CN 111542440 A CN111542440 A CN 111542440A
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tire
tread
tread portion
height
bead
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茶谷瞳
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Yokohama Rubber Co Ltd
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Abstract

提供一种能够改善冰上制动性能并且降低滚动阻力的充气轮胎。所述充气轮胎具备胎面部(1)、一对胎侧部(2)以及一对胎圈部(3)，在胎圈部(3)之间架设有胎体层(4)，胎面部(1)具有顶胎面橡胶层(11A)和底胎面橡胶层(11B)的层叠构造，雪地牵引指数STI为180以上，其中，胎面部(1)的子午线截面中的胎面半径(TR)为轮胎外径(OD)的80％～140％，胎面部(1)的接地宽度(TCW)为轮胎截面宽度(SW)的66％～83％，胎圈填胶(6)的高度(BFH)为轮胎截面高度(SH)的40％以下。

Description

充气轮胎
技术领域
本发明涉及适合作为冰雪路用的充气轮胎，更详细而言，涉及能够改善冰上制动性能并且降低滚动阻力的充气轮胎。
背景技术
在以无钉防滑轮胎为代表的冰雪路用的充气轮胎中，一般来说，在胎面部形成有沿轮胎周向延伸的多条纵槽和沿轮胎宽度方向延伸的多条横槽，利用这些纵槽及横槽划分出多个块。而且，在各块形成有多条刀槽花纹。
这样的充气轮胎能够基于形成于胎面部的槽、刀槽花纹来在冰上及雪上发挥优异的行驶性能，但近年来要求进一步改善冰上的制动性能。
另外，在冰雪路用的充气轮胎中，在胎面部采用顶胎面橡胶(英文：cap treadrubber)层和底胎面橡胶(英文：under tread rubber)层的层叠构造，但在该情况下，柔软的顶胎面橡胶层发挥对路面的追随性，另一方面，作为其基部的底胎面橡胶层有助于操纵稳定性的提高(例如，参照专利文献1～2)。
然而，由于构成底胎面橡胶层的橡胶组合物一般来说tanδ高，因此，当增厚底胎面橡胶层时，存在滚动阻力恶化的倾向。因此，即使在以往滚动阻力并不怎么视为问题的冰雪路用的充气轮胎中，近年来也要求降低滚动阻力。
现有技术文献
专利文献
专利文献1：日本特开2009-262646号公报
专利文献2：日本特开2017-140936号公报
发明内容
发明所要解决的课题
本发明的目的在于提供一种能够改善冰上制动性能并且降低滚动阻力的充气轮胎。
用于解决课题的技术方案
用于实现上述目的的本发明的充气轮胎具备沿轮胎周向延伸而呈环状的胎面部、配置于该胎面部的两侧的一对胎侧部、以及配置于这些胎侧部的轮胎外径方向内侧的一对胎圈部，在该一对胎圈部之间架设有胎体层，所述胎面部具有顶胎面橡胶层和底胎面橡胶层的层叠构造，并且，在所述胎面部形成有槽及刀槽花纹，基于这些槽及刀槽花纹的雪地牵引指数(英文：snow traction index)STI为180以上，所述充气轮胎的特征在于，
所述胎面部的子午线截面中的胎面半径为轮胎外径的80％～140％，所述胎面部的接地宽度为轮胎截面宽度的66％～83％，配置于所述胎圈部的胎圈芯的外周上的胎圈填胶的高度为轮胎截面高度的40％以下。
发明的效果
在本发明中，通过采用平坦的胎面轮廓，并且增大胎面部的接地宽度，能够增加胎面部的接地面积，改善冰上制动性能。而且，通过降低胎圈填胶的高度，从而降低轮胎的纵向弹簧常数(日文：縦バネ定数)，使胎侧部容易挠曲，因此能够相对减少胎面部的能量损失而降低滚动阻力。另外，促进胎侧部的挠曲会使制动时的接地面积增加，因此也有助于冰上制动性能的改善。由此，能够改善冰上制动性能，并且降低滚动阻力。
在本发明中，优选的是，轮胎最大宽度位置处于轮胎截面高度的50％～60％的范围。通过将轮胎最大宽度位置设定在上述范围，从而降低轮胎的纵向弹簧常数，使胎侧部容易挠曲，因此能够相对减少胎面部的能量损失而降低滚动阻力，而且，能够通过胎侧部挠曲来使接地面积增加。
优选的是，轮胎最大宽度位置处的比胎体层靠外侧的橡胶厚度为1mm～4mm。通过减小轮胎最大宽度位置处的比胎体层靠外侧的橡胶厚度，能够降低轮胎的纵向弹簧常数，使接地面积增加，并且减少胎侧部的能量损失而降低滚动阻力。
优选的是，胎体层绕胎圈芯从轮胎内侧向外侧卷起，该胎体层的卷起高度为轮胎截面高度的10％～40％。通过这样降低胎体层的卷起高度，能够降低轮胎的纵向弹簧常数，使接地面积增加，并且降低滚动阻力。
在本发明中，为了满足作为冰雪路用的充气轮胎的要求特性，将雪地牵引指数STI设定为180以上。该雪地牵引指数STI由下述式(1)算出。
STI＝－6.8+2202ρg+672ρs+7.6Dg…(1)
其中，ρg：槽密度(mm/mm2)＝槽的轮胎宽度方向的延长成分的总长度(mm)/接地区域的总面积(mm2)
ρs：刀槽花纹密度(mm/mm2)＝刀槽花纹的轮胎宽度方向的延长成分的总长度(mm)/接地区域的总面积(mm2)
Dg：平均槽深(mm)
在本发明中，包括胎面半径、轮胎外径以及轮胎截面高度的各种尺寸是在将轮胎轮辋组装于正规轮辋(日文：正規リム)并填充了正规内压(日文：正規内圧)的状态下测定的。另外，胎面部的接地宽度是在将轮胎轮辋组装于正规轮辋并填充了正规内压的状态下垂直放置在平面上并施加了正规载荷(日文：正規荷重)时所测定的轮胎轴向的接地宽度。“正规轮辋”是指在包括轮胎所基于的标准的标准体系中、该标准按每个轮胎而定的轮辋，例如，如果是JATMA则设为标准轮辋(日文：標準リム)，如果是TRA则设为“Design Rim(设计轮辋)”，或者如果是ETRTO则设为“Measuring Rim(测量轮辋)”。“正规内压”是指在包括轮胎所基于的标准的标准体系中、各标准按每个轮胎而定的气压，如果是JATMA则是最高气压(日文：最高空気圧)，如果是TRA则是表“TIRE ROAD LIMITS AT VARIOUS COLD INFLATIONPRESSURES(各种冷充气压力下的轮胎负荷极限)”所记载的最大值，如果是ETRTO则是“INFLATION PRESSURE(充气压力)”，但在轮胎为乘用车用的情况下设为180kPa。“正规载荷”是在包括轮胎所基于的标准的标准体系中、各标准按每个轮胎而定的载荷，如果是JATMA则是最大负荷能力，如果是TRA则是表“TIRE ROAD LIMITS AT VARIOUS COLDINFLATION PRESSURES(各种冷充气压力下的轮胎负荷极限)”所记载的最大值，如果是ETRTO则是“LOAD CAPACITY(负荷能力)”，但在轮胎为乘用车用的情况下设为相当于所述载荷的88％的载荷。
附图说明
图1是示出由本发明的实施方式构成的充气轮胎的子午线剖视图。
图2是示出图1的充气轮胎的胎面花纹的展开图。
具体实施方式
以下，参照附图对本发明的结构进行详细说明。图1及图2是示出由本发明的实施方式构成的充气轮胎的图。在图1及图2中，Tc是轮胎周向，Tw是轮胎宽度方向，CL是轮胎赤道，TCW是接地宽度。
如图1所示，本实施方式的充气轮胎具备沿轮胎周向延伸而呈环状的胎面部1、配置于该胎面部1的两侧的一对胎侧部2、2、以及配置于这些胎侧部2的轮胎径向内侧的一对胎圈部3、3。
在一对胎圈部3、3之间架设有胎体层4。该胎体层4包含沿轮胎径向延伸的多条加强帘线，绕配置于各胎圈部3的胎圈芯5从轮胎内侧向外侧折回。在胎圈芯5的外周上配置有由截面三角形形状的橡胶组合物构成的胎圈填胶6。
另一方面，在胎面部1处的胎体层4的外周侧埋设有多层带束层7。这些带束层7包含相对于轮胎周向倾斜的多条加强帘线，并且在层间以加强帘线互相交叉的方式配置。在带束层7中，加强帘线相对于轮胎周向的倾斜角度例如设定在10°～40°的范围。作为带束层7的加强帘线，优选使用钢帘线。在带束层7的外周侧，以提高高速耐久性为目的，配置有将加强帘线相对于轮胎周向以例如5°以下的角度排列而成的至少1层带束覆盖层8。作为带束覆盖层8的加强帘线，优选使用尼龙或芳族聚酰胺等有机纤维帘线。
在上述充气轮胎中，在胎面部1处的胎体层4、带束层7以及带束覆盖层8的外侧，配置有顶胎面橡胶层11A及底胎面橡胶层11B。顶胎面橡胶层11A位于比底胎面橡胶层11B靠轮胎径向外侧的位置，并在轮胎外表面露出。底胎面橡胶层11B由比构成顶胎面橡胶层11A的橡胶组合物硬的橡胶组合物构成。更具体而言，构成顶胎面橡胶层11A的橡胶组合物的JIS硬度处于50～65的范围，构成底胎面橡胶层11B的橡胶组合物的JIS硬度处于56～66的范围。该JIS硬度是依据JIS K-6253并使用A型的硬度计在温度20℃的条件下测定的硬度计硬度(日文：デュロメータ硬さ)。
另外，在胎侧部2处的胎体层4的外侧配置有胎侧橡胶层12。在胎圈部3处的胎体层4的外侧配置有轮辋缓冲橡胶层13。并且，在轮胎内表面沿着胎体层4配置有内衬层14。
如图2所示，在胎面部1形成有沿着轮胎周向Tc延伸的多条纵槽21、和沿着轮胎宽度方向Tw延伸的多条横槽22。利用这些纵槽21及横槽22，在胎面部1划分出多个块状的陆部23。并且，在各陆部23形成有沿轮胎宽度方向延伸的多条刀槽花纹24。刀槽花纹可以沿着轮胎宽度方向呈锯齿形状延伸，或者，也可以呈直线状延伸。刀槽花纹24的槽宽约为1.5mm以下。此外，胎面花纹没有特别限定，但为了满足作为冰雪路用的充气轮胎的要求特性，将雪地牵引指数STI设定为180以上，更优选设定在180～240的范围。
在上述充气轮胎中，如图1所示，胎面部1的子午线截面中的胎面半径TR设定在轮胎外径OD的80％～140％的范围，胎面部1的接地宽度TCW设定在轮胎截面宽度SW的66％～83％的范围，配置于胎圈部3的胎圈芯5的外周上的胎圈填胶6的高度BFH设定在轮胎截面高度SH的40％以下的范围。
在上述充气轮胎中，通过采用由胎面半径TR规定的平坦的胎面轮廓，并且增大胎面部1的接地宽度TCW，能够增加胎面部1的接地面积，改善冰上制动性能。而且，通过降低胎圈填胶6的高度BFH，从而降低轮胎的纵向弹簧常数，使胎侧部2容易挠曲，因此能够相对减少胎面部1的能量损失而降低滚动阻力。另外，促进胎侧部2的挠曲会使制动时的接地面积增加，因此也有助于冰上制动性能的改善。由此，能够改善冰上制动性能，并且降低滚动阻力。
在此，若胎面部1的子午线截面中的胎面半径TR比轮胎外径OD的80％小，则接地面积变得不充分，相反若比140％大，则中央区域的接地性恶化，因此冰上制动性能的改善效果下降。特别是，胎面半径TR优选处于轮胎外径OD的110％～130％的范围。
另外，若胎面部1的接地宽度TCW比轮胎截面宽度SW的66％小，则接地面积变得不充分，相反若比83％大，则胎肩区域的接地性提高，另一方面，中央区域的接地性恶化，因此冰上制动性能的改善效果下降。特别是，胎面部1的接地宽度TCW优选处于轮胎截面宽度SW的70％～80％的范围。
而且，若胎圈填胶6的高度BFH比轮胎截面高度SH的40％大，则无法得到降低滚动阻力的效果。特别是，胎圈填胶6的高度BFH优选处于轮胎截面高度SH的10％～20％的范围。此外，胎圈填胶6的高度BFH也可以是轮胎截面高度SH的0％(即，无胎圈填胶6的构造)。
在上述充气轮胎中，从胎踵位置到轮胎最大宽度位置Pmax为止的轮胎径向的高度Hmax可以处于轮胎截面高度SH的50％～60％的范围。通过将轮胎最大宽度位置Pmax配置在上述范围，从而降低轮胎的纵向弹簧常数，使胎侧部2容易挠曲，因此能够相对减少胎面部1的能量损失而降低滚动阻力。而且，通过胎侧部2挠曲，能够使接地面积增加。在此，若轮胎最大宽度位置Pmax位于比轮胎截面高度SH的50％的位置靠轮胎径向内侧的位置，则降低纵向弹性常数的效果下降，相反若位于比轮胎截面高度SH的60％的位置靠轮胎径向外侧的位置，则在轮胎构造上产生不合理，因此耐久性下降。特别是，从胎踵位置到轮胎最大宽度位置Pmax为止的轮胎径向的高度Hmax优选处于轮胎截面高度SH的52％～56％的范围。
在上述充气轮胎中，轮胎最大宽度位置Pmax处的比胎体层4靠外侧的橡胶厚度T可以为1mm～4mm。通过减小轮胎最大宽度位置Pmax处的比胎体层4靠外侧的橡胶厚度T，能够降低轮胎的纵向弹簧常数，使接地面积增加，并且能够减少胎侧部2的能量损失而降低滚动阻力。在此，若橡胶厚度T比1mm小，则耐切割性下降，相反若比4mm大，则胎侧部2的能量损失变大。特别是，橡胶厚度T优选为2mm～3mm。
在上述充气轮胎中，优选的是，胎体层4绕胎圈芯5从轮胎内侧向外侧卷起，该胎体层4的卷起高度TUH为轮胎截面高度SH的10％～40％。通过这样降低胎体层4的卷起高度TUH，能够降低轮胎的纵向弹簧常数，使接地面积增加，并且能够降低滚动阻力。在此，若胎体层4的卷起高度TUH比轮胎截面高度SH的10％小，则绕胎圈部3的刚性变得不充分，相反若比40％大，则降低纵向弹性常数的效果下降。特别是，胎体层4的卷起高度TUH优选为轮胎截面高度SH的20％～30％。
实施例
制作了在轮胎尺寸为205/60R16并具备胎面部、一对胎侧部以及一对胎圈部且在一对胎圈部之间架设有胎体层且胎面部具有顶胎面橡胶层和底胎面橡胶层的层叠构造并且在胎面部形成有槽及刀槽花纹并将基于这些槽及刀槽花纹的雪地牵引指数STI设定为186以上的充气轮胎中，将胎面半径TR相对于轮胎外径OD的比率(TR/OD×100％)、接地宽度TCW相对于轮胎截面宽度SW的比率(TCW/SW×100％)、胎圈填胶高度BFH相对于轮胎截面宽度SH的比率(BFH/SH×100％)、相对于轮胎截面高度SH的轮胎最大宽度位置Pmax的高度Hmax(Hmax/SH×100％)、轮胎最大宽度位置Pmax处的橡胶厚度T、胎体层的卷起高度TUH相对于轮胎截面高度SH的比率(TUH/SH×100％)如表1那样设定的以往例、实施例1～10以及比较例1～4的轮胎。
对于这些试验轮胎，通过下述试验方法来评价冰上制动性能及滚动阻力，将其结果一并示于表1。
冰上制动性能：
将试验轮胎组装于轮辋尺寸为16×6.0J的车轮并安装于排气量为1500cc的前轮驱动车，将气压设为180kpa，在相当于2名乘车的载荷条件下，在由冰路面构成的测试路线上从以速度20km/h的行驶状态起进行ABS制动，测定其制动距离。评价结果使用计测值的倒数，以将以往例设为100的指数来表示。该指数值越大，则意味着冰上制动性能越优异。
滚动阻力：
将试验轮胎组装于轮辋尺寸为16×6.0J的车轮并安装于滚动阻力试验机，在气压230kPa、载荷4.5kN、速度80km/h的条件下进行30分钟的预备行驶后，在相同条件下测定滚动阻力。评价结果使用测定值的倒数，以将以往例设为100的指数来表示。该指数值越大，则意味着滚动阻力越小。
[表1]
Figure BDA0002566045520000091
从该表1可知，实施例1～10的轮胎在与以往例的对比中，能够改善冰上制动性能，并降低滚动阻力。另一方面，比较例1～4的轮胎由于不满足预定的尺寸条件，因此无法充分得到冰上制动性能的改善效果。
附图标记说明
1 胎面部
2 胎侧部
3 胎圈部
4 胎体层
5 胎圈芯
6 胎圈填胶
7 带束层
8 带束覆盖层
11A 顶胎面橡胶层
11B 底胎面橡胶层
12 胎侧橡胶层
13 轮辋缓冲橡胶层
14 内衬层
21 纵槽
22 横槽
23 陆部
24 刀槽花纹
CL 轮胎赤道

Claims (4)

1.一种充气轮胎，所述充气轮胎具备沿轮胎周向延伸而呈环状的胎面部、配置于该胎面部的两侧的一对胎侧部、以及配置于这些胎侧部的轮胎外径方向内侧的一对胎圈部，在该一对胎圈部之间架设有胎体层，所述胎面部具有顶胎面橡胶层和底胎面橡胶层的层叠构造，并且，在所述胎面部形成有槽及刀槽花纹，基于这些槽及刀槽花纹的雪地牵引指数STI为180以上，所述充气轮胎的特征在于，
所述胎面部的子午线截面中的胎面半径为轮胎外径的80％～140％，所述胎面部的接地宽度为轮胎截面宽度的66％～83％，配置于所述胎圈部的胎圈芯的外周上的胎圈填胶的高度为轮胎截面高度的40％以下。
2.根据权利要求1所述的充气轮胎，其特征在于，
轮胎最大宽度位置处于轮胎截面高度的50％～60％的范围。
3.根据权利要求1或2所述的充气轮胎，其特征在于，
轮胎最大宽度位置处的比所述胎体层靠外侧的橡胶厚度为1mm～4mm。
4.根据权利要求1～3中任一项所述的充气轮胎，其特征在于，
所述胎体层绕所述胎圈芯从轮胎内侧向外侧卷起，该胎体层的卷起高度为轮胎截面高度的10％～40％。
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