JP2001206012A - Pneumatic tire for heavy load - Google Patents
Pneumatic tire for heavy loadInfo
- Publication number
- JP2001206012A JP2001206012A JP2000020032A JP2000020032A JP2001206012A JP 2001206012 A JP2001206012 A JP 2001206012A JP 2000020032 A JP2000020032 A JP 2000020032A JP 2000020032 A JP2000020032 A JP 2000020032A JP 2001206012 A JP2001206012 A JP 2001206012A
- Authority
- JP
- Japan
- Prior art keywords
- rubber
- rubber layer
- layer
- tire
- tread
- 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.)
- Pending
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、重荷重用空気入
りタイヤ、より詳細にはトラック及びバスなどの重車両
の使途に供する空気入りラジアルタイヤに関し、特に、
操縦安定性能や耐摩耗性を優れたレベルに保持した上
で、転がり抵抗を低減した重荷重用空気入りタイヤに関
する。The present invention relates to a pneumatic tire for heavy loads, and more particularly, to a pneumatic radial tire for use in heavy vehicles such as trucks and buses.
The present invention relates to a heavy-duty pneumatic tire with reduced rolling resistance while maintaining excellent handling stability and abrasion resistance.
【０００２】[0002]
【従来の技術】冒頭で述べたような重車両に装着した空
気入りタイヤを重荷重負荷の下で走行させると、タイヤ
は、接地面領域にて、ゴムの潰れ変形や倒れ込み変形な
ど各種の変形を生じ、これらの変形がもたらすゴムのヒ
ステリシスロスはタイヤの転がり抵抗として現れる。タ
イヤの転がり抵抗は車両の燃費性能に直接影響を与える
ため、地球規模での環境問題も含め、タイヤの一層の低
転がり抵抗化が強く求められている。2. Description of the Related Art When a pneumatic tire mounted on a heavy vehicle as described at the beginning is run under a heavy load, the tire undergoes various deformations such as a crushing deformation or a falling deformation of rubber in a contact area. The hysteresis loss of the rubber caused by these deformations appears as rolling resistance of the tire. Since the rolling resistance of a tire directly affects the fuel efficiency of a vehicle, further reduction in the rolling resistance of the tire is strongly demanded, including environmental problems on a global scale.
【０００３】この種のヒステリシスロスは、タイヤのト
レッド部とサイドウォール部とから生じる割合が高いこ
とは周知である。そこで、この種のヒステリシスロス低
減のため、（１）トレッドゴム及びサイドウォールゴム
それぞれにｔａｎδが小さいゴムを適用し、これは、元
来ｔａｎδが小さいサイドウォールゴムよりもトレッド
ゴムに重点をおく、（２）ラジアルプライタイヤの場合
は、ベルトの張力負担割合を増すように、カーカスライ
ン（カーカスプライの厚み中央を連ねる線）を変化さ
せ、特に、トレッドゴムの変形量を低減させる、などの
手段が講じられている。It is well known that this type of hysteresis loss is generated at a high rate from the tread portion and the sidewall portion of the tire. Therefore, in order to reduce this kind of hysteresis loss, (1) a rubber having a small tan δ is applied to each of the tread rubber and the side wall rubber, and this focuses more on the tread rubber than on the side wall rubber having a originally small tan δ. (2) In the case of a radial ply tire, means for changing the carcass line (a line connecting the center of the thickness of the carcass ply) so as to increase the tension load ratio of the belt, and in particular, reducing the amount of deformation of the tread rubber. Has been taken.
【０００４】[0004]
【発明が解決しようとする課題】しかし、トレッドゴム
のｔａｎδを小さくすると、特にウエット路面走行時の
操縦安定性能が低下し、しかも耐摩耗性も低下し、ま
た、カーカスラインを変化させると操縦安定性能が低下
する問題が生じる。However, if the tan δ of the tread rubber is reduced, the steering stability, particularly when traveling on wet road surfaces, is reduced, and the wear resistance is reduced. Also, when the carcass line is changed, the steering stability is reduced. There is a problem of performance degradation.
【０００５】従って、この発明の請求項１〜７に記載し
た発明は、操縦安定性能や耐摩耗性は従来の優れたレベ
ルを保持した上で、転がり抵抗を低減することが可能な
重荷重用空気入りタイヤを提供することを目的とする。Accordingly, the invention described in claims 1 to 7 of the present invention provides a heavy load air capable of reducing the rolling resistance while maintaining the conventional excellent levels of steering stability and abrasion resistance. It is intended to provide a tire including a tire.
【０００６】[0006]
【課題を解決するための手段】上記目的を達成するた
め、この発明の請求項１に記載した発明は、一対のビー
ド部及び一対のサイドウォール部と、トレッド部とを有
し、これら各部をビード部内に埋設したビードコア相互
間にわたり補強する１プライ以上のラジアルカーカス
と、その外周でトレッド部を強化するベルトと、ベルト
の外周に位置し、主溝を形成したトレッドゴムとを備え
る重荷重用空気入りタイヤにおいて、トレッドゴムは３
層以上の積層ゴム構成を有し、該積層ゴムは、高モジュ
ラスの変形抑制ゴム層と、該変形抑制ゴム層をタイヤ半
径方向に外側と内側とから挟む本体ゴム層とを有し、本
体ゴム層は、変形抑制ゴム層に比しより低モジュラスの
物性を有することを特徴とする重荷重用空気入りタイヤ
である。In order to achieve the above object, the invention described in claim 1 of the present invention has a pair of beads and a pair of sidewalls, and a tread. A heavy load air comprising one or more plies of a radial carcass reinforced between bead cores embedded in a bead portion, a belt for reinforcing the tread portion at the outer periphery thereof, and a tread rubber located on the outer periphery of the belt and having a main groove formed therein. Tread rubber for tires with 3
The laminated rubber has a high modulus deformation suppressing rubber layer, and a main rubber layer sandwiching the deformation suppressing rubber layer from outside and inside in the tire radial direction. The layer is a heavy duty pneumatic tire characterized by having lower modulus physical properties than the deformation suppressing rubber layer.
【０００７】請求項１に記載したモジュラスとは、JIS
K 6301(1995)の加硫ゴム物理試験方法に記載した引張試
験に従い、特定の伸び時における荷重Ｆn （Ｎ）を、試
験片の断面積（ｃｍ2 ）に除した引張応力Ｍn （ＭＰ
ａ）を指す。なお、Ｍn のｎは、特定の伸び（％）の数
値を示す。The modulus described in claim 1 is JIS.
In accordance with the tensile test described in the physical test method for vulcanized rubber in K 6301 (1995), the tensile stress M n (MP) obtained by dividing the load F n (N) at a specific elongation by the cross-sectional area (cm 2 ) of the test piece.
a). In addition, n of Mn shows the numerical value of specific elongation (%).
【０００８】請求項１に記載した発明に関し、請求項２
に記載した発明のように、変形抑制ゴム層は、本体ゴム
層のゲージに比しより薄いゲージを有し、請求項１、２
に記載した発明に関し、請求項３に記載した発明のよう
に、変形抑制ゴム層は、本体ゴム層のｔａｎδに比しよ
り小さなｔａｎδを有する。このｔａｎδは、JIS K719
8(1991)に記載した試験方法により求める値である。[0008] The present invention described in claim 1 relates to claim 2.
The deformation suppressing rubber layer has a thinner gauge than the gauge of the main rubber layer, as in the invention described in (1).
According to the invention described in (3), as in the invention described in claim 3, the deformation suppressing rubber layer has a tan δ smaller than the tan δ of the main rubber layer. This tan δ is JIS K719
8 (1991).
【０００９】また、請求項１〜３に記載した発明に関
し、請求項４に記載した発明のように、トレッドゴムの
積層ゴムのうち最外側の第１層と、その内側で隣接する
第２層との境界面は、トレッドゴム表面から測って主溝
深さの８０％以内の深さに位置する。According to the invention set forth in claims 1 to 3, as in the invention set forth in claim 4, the outermost first layer of the laminated rubber of the tread rubber and the second layer adjacent inside the outermost first layer. Is located at a depth within 80% of the main groove depth measured from the tread rubber surface.
【００１０】また、請求項１〜４に記載した発明に関
し、請求項５に記載した発明のように、変形抑制ゴム層
それぞれの平均ゲージ（ｃｍ）とｔａｎδとの積の総和
は、０．０３〜０．３の範囲内の値を有する。[0010] In the invention described in claims 1 to 4, as in the invention described in claim 5, the sum of the products of the average gauge (cm) and the tan δ of each deformation suppressing rubber layer is 0.03. It has a value in the range of ０．３0.3.
【００１１】また、請求項１〜５に記載した発明に関
し、請求項６に記載した発明のように、トレッドゴム
は、本体ゴム層と変形抑制ゴム層との積層ゴムのみから
成る場合と、請求項７に記載した発明のように、トレッ
ドゴムは、本体ゴム層と変形抑制ゴム層との積層ゴムの
みのキャップゴムと、そのタイヤ半径方向内方のベース
ゴムとの複合ゴムから成る場合の双方が存在する。[0011] Further, with respect to the inventions described in claims 1 to 5, as in the invention described in claim 6, the tread rubber comprises only a laminated rubber of a main rubber layer and a deformation suppressing rubber layer. As in the invention described in Item 7, the tread rubber is a composite rubber composed of a cap rubber composed of only a laminated rubber of a main rubber layer and a deformation suppressing rubber layer and a base rubber inward of the tire in a radial direction. Exists.
【００１２】[0012]
【発明の実施の形態】以下、この発明の実施の形態を図
１〜図４に基づき説明する。図１は、この発明の重荷重
用空気入りタイヤの左半断面図であり、図２は、この発
明の他の重荷重用空気入りタイヤ左半の要部拡大断面図
であり、図３は、この発明の更に別の重荷重用空気入り
タイヤ左半の要部拡大断面図であり、図４は、この発明
の重荷重用空気入りタイヤの作用効果を説明する図であ
る。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a left half sectional view of a heavy duty pneumatic tire of the present invention, FIG. 2 is an enlarged sectional view of a main part of a left half of another heavy duty pneumatic tire of the present invention, and FIG. It is a principal part enlarged sectional view of the left half of still another heavy load pneumatic tire of this invention, and FIG. 4 is a figure explaining the effect of the heavy load pneumatic tire of this invention.
【００１３】図１において、重荷重用空気入りタイヤ
（以下タイヤという）１は、トレッド部２と、その両側
に連なる一対のサイドウォール部（片側のみ示す）３及
び一対のビード部４（片側のみ示す）とを有する。ま
た、タイヤ１は、ビード部４内に埋設したビードコア５
相互間にわたる１プライ以上、図示例は１プライのラジ
アルカーカス６と、その外周のベルト７と、その外周に
トレッドゴム８とを備え、ラジアルカーカス６は上記各
部２〜４を補強し、ベルト７はトレッド部２を強化す
る。なお、符号９はサイドウォールゴム、符号１０はク
ッションゴムである。In FIG. 1, a heavy-duty pneumatic tire (hereinafter referred to as a tire) 1 has a tread portion 2, a pair of side wall portions (only one side is shown) 3 connected to both sides thereof, and a pair of bead portions 4 (only one side is shown). ). The tire 1 has a bead core 5 embedded in a bead portion 4.
One or more plies extending between each other, the illustrated example is provided with a one-ply radial carcass 6, a belt 7 on the outer periphery thereof, and a tread rubber 8 on the outer periphery thereof. Strengthens the tread portion 2. Reference numeral 9 denotes a side wall rubber, and reference numeral 10 denotes a cushion rubber.
【００１４】図１〜３において、トレッドゴム８は、３
層以上の積層ゴム構成を有するものとし、図１及び図３
に示すトレッドゴム８は３層の積層ゴム構成を有し、図
２に示すトレッドゴム８は９層の積層ゴム構成を有す
る。これらの積層ゴムは、高モジュラスの変形抑制ゴム
層１１-Bと、変形抑制ゴム層１１-Bをタイヤ１の半径方
向（以下半径方向という）に外側と内側とから挟む本体
ゴム層１１-Aとを有し、本体ゴム層１１-Aは変形抑制ゴ
ム層１１-Bに比しより低モジュラスの物性を有するもの
とする。以下この積層ゴムをより具体的に説明する。In FIGS. 1 to 3, the tread rubber 8
1 and FIG. 3
2 has a three-layer laminated rubber structure, and the tread rubber 8 shown in FIG. 2 has a nine-layer laminated rubber structure. These laminated rubbers include a high-modulus deformation-suppressing rubber layer 11-B and a main rubber layer 11-A that sandwiches the deformation-suppressing rubber layer 11-B from the outside and inside in the radial direction (hereinafter referred to as the radial direction) of the tire 1. The main rubber layer 11-A has lower modulus physical properties than the deformation suppressing rubber layer 11-B. Hereinafter, the laminated rubber will be described more specifically.
【００１５】図１及び図３に示す積層ゴムは、変形抑制
ゴム層１１-B1 を半径方向外側（以下外側という）の本
体ゴム層１１-A1 と、半径方向内側（以下内側という）
の本体ゴム層１１-A2 とで挟む構成を有する。なお、こ
の構成は、以下述べるところを含めタイヤ赤道面Ｅの右
半も同じである。In the laminated rubber shown in FIGS. 1 and 3, the deformation suppressing rubber layer 11-B1 is radially outwardly (hereinafter referred to as "outside") and the radially inner side (hereinafter referred to as "inside").
Of the main rubber layer 11-A2. This configuration is the same for the right half of the tire equatorial plane E, including the following.
【００１６】図２に示す積層ゴムは、変形抑制ゴム層１
１-B1 を外側の本体ゴム層１１-A1と内側の本体ゴム層
１１-A2 とで挟み、変形抑制ゴム層１１-B2 を外側の本
体ゴム層１１-A2 と内側の本体ゴム層１１-A3 とで挟
み、変形抑制ゴム層１１-B3 を外側の本体ゴム層１１-A
3 と内側の本体ゴム層１１-A4 とで挟み、そして、変形
抑制ゴム層１１-B4 を外側の本体ゴム層１１-A4 と内側
の本体ゴム層１１-A5 とで挟む構成を有する。要する
に、積層ゴムは、最外側層と最内側層とを本体ゴム層１
１-Aとした上で、本体ゴム層１１-Aと変形抑制ゴム層１
１-Bとを交互に積層する構成を有する、ということであ
る。The laminated rubber shown in FIG.
1-B1 is sandwiched between the outer body rubber layer 11-A1 and the inner body rubber layer 11-A2, and the deformation suppressing rubber layer 11-B2 is sandwiched between the outer body rubber layer 11-A2 and the inner body rubber layer 11-A3. And sandwich the deformation suppressing rubber layer 11-B3 on the outer body rubber layer 11-A.
3 and the inner body rubber layer 11-A4, and the deformation suppressing rubber layer 11-B4 is sandwiched between the outer body rubber layer 11-A4 and the inner body rubber layer 11-A5. In short, the laminated rubber has the outermost layer and the innermost layer as the main rubber layer 1.
1-A, the main rubber layer 11-A and the deformation suppressing rubber layer 1
1-B are alternately stacked.
【００１７】以上の積層ゴム構成の作用効果を、図４を
用いて以下に説明する。すなわち、図４の上段に示すよ
うに、本体ゴム層１１-Aのみのゴムブロックに圧縮荷重
Ｆを作用させると、ゴムの非圧縮性の特性により、図４
の右側に示すように、ゴムブロックは、無負荷時の表面
ＳO （二点鎖線で示す、以下同じ）位置から撓み量ａ
（ｍｍ）を伴い圧縮荷重Ｆの作用方向と直交する方向に
膨らむ。The operation and effect of the above laminated rubber structure will be described below with reference to FIG. That is, as shown in the upper part of FIG. 4, when a compressive load F is applied to the rubber block including only the main rubber layer 11-A, the incompressible characteristic of the rubber causes
As shown on the right side of the figure, the rubber block is deflected from the surface S O (shown by a two-dot chain line, the same applies hereinafter) at no load.
(Mm), and expands in a direction orthogonal to the direction in which the compressive load F acts.
【００１８】しかし、図４の中段に示すように、本体ゴ
ム層１１-A1 、１１-A2 の間に１層の変形抑制ゴム層１
１-B1 を介在させた上記と同一形状ゴムブロックに同一
圧縮荷重Ｆを作用させたとき、ゴム層１１-B1 がゴム層
１１-A1 、１１-A2 の膨らみを抑制するように働くの
で、そのときの撓み量ｂ（ｍｍ）は撓み量ａ（ｍｍ）よ
り小さい。However, as shown in the middle part of FIG. 4, one deformation suppressing rubber layer 1 is provided between the main rubber layers 11-A1 and 11-A2.
When the same compressive load F is applied to a rubber block having the same shape as above with 1-B1 interposed, the rubber layer 11-B1 acts to suppress the swelling of the rubber layers 11-A1 and 11-A2. The bending amount b (mm) at this time is smaller than the bending amount a (mm).
【００１９】同様に、図４の下段に示すように、本体ゴ
ム層１１-A1 〜１１-A4 の間に３層の変形抑制ゴム層１
１-B1 〜１１-B3 を介在させた同一形状ゴムブロックに
同一圧縮荷重Ｆを作用させたとき、本体ゴム層１１-A1
〜１１-A4 の膨らみ抑制効果は更に一層向上し、そのと
きの撓み量ｃ（ｍｍ）は撓み量ｂ（ｍｍ）より小さい。
すなわち、ａ＞ｂ＞ｃの関係が成立する。Similarly, as shown in the lower part of FIG. 4, three deformation suppressing rubber layers 1 are provided between the main rubber layers 11-A1 to 11-A4.
When the same compressive load F is applied to rubber blocks of the same shape with 1-B1 to 11-B3 interposed therebetween, the main rubber layer 11-A1
The bulging suppression effect of 11-A4 is further improved, and the amount of bending c (mm) at that time is smaller than the amount of bending b (mm).
That is, the relationship a>b> c is established.
【００２０】これは、変形抑制ゴム層１１-Bが、本体ゴ
ム層１１-Aより高モジュラスの物性を有しているため、
圧縮荷重に対し変形抵抗力が本体ゴム層１１-Aより大き
く、その結果、変形抑制ゴム層１１-Bは本体ゴム層１１
-Aの圧縮変形を抑制するように働くからである。This is because the deformation suppressing rubber layer 11-B has higher physical properties than the main rubber layer 11-A.
The deformation resistance to the compressive load is larger than that of the main rubber layer 11-A.
This is because it works so as to suppress the compression deformation of -A.
【００２１】このことは、タイヤ１の場合にも当てはま
り、本体ゴム層１１-A内に変形抑制ゴム層１１-Bを有す
るトレッド８は、荷重負荷転動下のタイヤ１の接地領域
にて圧縮変形量が減少し、その結果、トレッドゴム８の
ヒステリシスロスが低減して、優れた低転がり抵抗性能
を得ることが可能となる。この場合、図２に示すタイヤ
１のように、変形抑制ゴム層１１-Bの層数が多いほど有
利である。This is also true of the tire 1, in which the tread 8 having the deformation suppressing rubber layer 11-B in the main rubber layer 11-A is compressed in the contact area of the tire 1 under rolling load. The amount of deformation is reduced, and as a result, the hysteresis loss of the tread rubber 8 is reduced, and excellent low rolling resistance performance can be obtained. In this case, as in the tire 1 shown in FIG. 2, the greater the number of layers of the deformation suppressing rubber layer 11-B, the more advantageous.
【００２２】よって、本体ゴム層１１-Aには操縦安定性
能や耐摩耗性などに最適なモジュラスのゴム組成物を適
用し、本体ゴム層１１-Aより高いモジュラス物性を有す
るゴム組成物を変形抑制ゴム層１１-Bに充当することに
より、上記の諸性能を高度に優れたレベルに保持した上
で、タイヤ１に優れた低転がり抵抗性能を発揮させるこ
とが可能となる。Therefore, a rubber composition having a modulus optimal for steering stability and abrasion resistance is applied to the main rubber layer 11-A, and the rubber composition having a higher modulus of physical properties than the main rubber layer 11-A is deformed. By applying the suppression rubber layer 11-B to the tire 1, the various performances described above can be maintained at a highly excellent level, and the tire 1 can exhibit excellent low rolling resistance performance.
【００２３】実際上、上記の諸性能を高度に優れたレベ
ルに保持するため、変形抑制ゴム層１１-Bは、本体ゴム
層１１-Aに比しより薄いゲージとする。また、変形抑制
ゴム層１１-Bは、本体ゴム層１１-Aに比しより小さなｔ
ａｎδをもつゴム組成物として、高モジュラスの実現に
寄与させる。Actually, in order to maintain the above-mentioned various performances at a highly excellent level, the deformation suppressing rubber layer 11-B is made a thinner gauge than the main rubber layer 11-A. Also, the deformation suppressing rubber layer 11-B has a smaller t than the main rubber layer 11-A.
It contributes to realization of high modulus as a rubber composition having an δ.
【００２４】また、図１〜図３に示すように、トレッド
ゴム８は主溝１２、１３を備えるものとし、この場合、
積層ゴムのうち、最外側の第１層である本体ゴム層１１
-A1と、この層の内側で隣接する第２層の変形抑制ゴム
層１１-B1 との境界面は、トレッドゴム８の表面から測
って主溝１２、１３の深さＨ（ｍｍ）の８０％以内の深
さに位置するものとする。主溝１２、１３は、図示の周
方向主溝の他に、ラグやブロックを形成するための横方
向溝であっても良い。As shown in FIGS. 1 to 3, the tread rubber 8 has main grooves 12 and 13. In this case,
Body rubber layer 11 which is the outermost first layer of the laminated rubber
The boundary surface between -A1 and the second layer of deformation suppression rubber layer 11-B1 adjacent to the inside of this layer is 80% of the depth H (mm) of the main grooves 12, 13 measured from the surface of the tread rubber 8. %. The main grooves 12, 13 may be lateral grooves for forming lugs or blocks, in addition to the circumferential main grooves shown in the figure.
【００２５】また、変形抑制ゴム層１１-Bそれぞれの平
均ゲージ（ｃｍ）とｔａｎδとの積の総和は、０．０３
〜０．３の範囲内の値を有するのが、低転がり抵抗性能
確保の上で有利である。図２に示す例で言えば、変形抑
制ゴム層１１-B1 〜１１-B4それぞれの層の平均ゲージt
1〜t4とｔａｎδとの積の総和＝Σti×ｔａｎδ（ただ
しｉ＝１〜４の自然数）が０．０３〜０．３の範囲内に
ある、ということである。The sum of the products of the average gauge (cm) and tan δ of each of the deformation suppressing rubber layers 11-B is 0.03
Having a value in the range of 0.3 to 0.3 is advantageous in securing low rolling resistance performance. In the example shown in FIG. 2, the average gauge t of each of the deformation suppressing rubber layers 11-B1 to 11-B4.
That is, the sum of the products of 1 to t4 and tan δ = Σti × tan δ (where i is a natural number of 1 to 4) is in the range of 0.03 to 0.3.
【００２６】また、図１及び図２に示すように、トレッ
ドゴム８は、本体ゴム層１１-Aと変形抑制ゴム層１１-B
との積層ゴムのみから形成する場合と、図３に示すよう
に、トレッドゴム８は、本体ゴム層１１-Aと変形抑制ゴ
ム層１１-Bとの積層ゴムのみのキャップゴムと、そのタ
イヤ半径方向内方のベースゴム１４との複合ゴムから形
成する場合の双方が存在する。ベースゴム１４を適用す
るタイヤ１は、先に述べた諸性能に加え耐発熱性に優れ
る。As shown in FIGS. 1 and 2, the tread rubber 8 includes a main rubber layer 11-A and a deformation suppressing rubber layer 11-B.
As shown in FIG. 3, the tread rubber 8 includes a cap rubber composed of only the laminated rubber of the main rubber layer 11-A and the deformation suppressing rubber layer 11-B, and a tire radius of the cap rubber. There are both cases of forming from a composite rubber with the base rubber 14 in the direction inside. The tire 1 to which the base rubber 14 is applied is excellent in heat resistance in addition to the various performances described above.
【００２７】[0027]
【実施例】トラック及びバス用ラジアルプライタイヤ
で、サイズが１１Ｒ２２．５であり、トレッドゴム８を
除く構成が図１に従う。実施例１、２のタイヤは図２に
示すトレッドゴム８の構成を有し、このトレッドゴム８
は、本体ゴム層１１-A1 〜１１-A5 中にそれぞれ４層の
変形抑制ゴム層１１-B1 〜１１-B4 を介在させる。実施
例３、４のタイヤは図３に示すトレッドゴム８の構成を
有し、トレッドゴム８は、本体ゴム層１１-A1 、１１-A
2 中に１層の変形抑制ゴム層１１-B1 を介在させた積層
ゴムのキャップゴムと、その内側のベースゴム１４とを
有する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A radial ply tire for trucks and buses having a size of 11R22.5 and a structure excluding a tread rubber 8 is shown in FIG. The tires of Examples 1 and 2 have the configuration of the tread rubber 8 shown in FIG.
Has four deformation suppressing rubber layers 11-B1 to 11-B4 interposed in the main rubber layers 11-A1 to 11-A5, respectively. The tires of Examples 3 and 4 have the configuration of the tread rubber 8 shown in FIG. 3, and the tread rubber 8 is composed of the main rubber layers 11-A1 and 11-A.
2 has a laminated rubber cap rubber having a single layer of deformation suppressing rubber layer 11-B1 interposed therein, and a base rubber 14 inside thereof.
【００２８】実施例１〜４のタイヤの本体ゴム層１１-A
（１１-A1 〜A5) のモジュラスは１．１８ＭＰａ、ｔａ
ｎδは０．２６である。実施例１〜４のタイヤの変形抑
制ゴム層１１-B（１１B1〜１１-B4 ) には２種類のゴム
Ｐ、Ｑを適用し、同一タイヤ内では同一ゴム種とした。The main rubber layer 11-A of the tires of Examples 1 to 4
The modulus of (11-A1 to A5) is 1.18 MPa, ta
nδ is 0.26. Two types of rubbers P and Q were applied to the deformation suppressing rubber layers 11-B (11B1 to 11-B4) of the tires of Examples 1 to 4, and the same rubber type was used in the same tire.
【００２９】実施例１〜４のタイヤの転がり抵抗性能を
評価するため、実施例１、２のトレッドゴム８を本体ゴ
ム層１１-Aのみとした従来例１のタイヤ（図２に準じ
る）と、実施例３、４のキャップゴムを本体ゴム層１１
-Aのみとし、ベースゴム１４を同一ゴムとした従来例２
のタイヤ（図３に準じる）とを準備した。これらタイヤ
の変形抑制ゴム層１１-Bに適用するゴムＰ、Ｑと、ゴム
Ｐ、Ｑのモジュラス（ＭＰａ）及びｔａｎδそれぞれの
値構成を表１に示す。In order to evaluate the rolling resistance performance of the tires of Examples 1 to 4, the tire of Conventional Example 1 (according to FIG. 2) in which the tread rubber 8 of Examples 1 and 2 was the only main rubber layer 11-A was used. The cap rubber of the third and fourth embodiments is replaced with the main rubber layer 11.
Conventional example 2 using only -A and the same base rubber 14
Tires (according to FIG. 3) were prepared. Table 1 shows the rubbers P and Q applied to the deformation suppressing rubber layer 11-B of the tire, and the respective value configurations of the modulus (MPa) and tan δ of the rubbers P and Q.
【００３０】[0030]
【表１】 [Table 1]
【００３１】これらタイヤを供試タイヤとし、標準リム
７．５×２２．５に組付け、これに最高空気圧７５０ｋ
Ｐａの内圧を充てんし、２４．５ｋＮの負荷荷重の下、
速度８０km/hの速度における転がり抵抗を測定した。測
定結果を、実施例１、２のタイヤは従来例１のタイヤの
転がり抵抗を１００とする指数にてあらわし、実施例
３、４のタイヤは従来例２のタイヤの転がり抵抗を１０
０とする指数にてあらわすものとし、これら指数を表１
に記載した。値は大なるほど良い。These tires were used as test tires, assembled on a standard rim of 7.5 × 22.5, and the maximum air pressure of 750 k
Fill the internal pressure of Pa, under the load of 24.5 kN,
The rolling resistance at a speed of 80 km / h was measured. The measurement results are represented by an index with the rolling resistance of the tire of the first and second examples being 100, and the rolling resistance of the tire of the second example being 10 for the tires of the third and fourth examples.
These indices are shown in Table 1 below.
It described in. The larger the value, the better.
【００３２】表１に示す結果から、各実施例タイヤは各
従来例タイヤ対比転がり抵抗性能が大幅に向上している
こと、実施例１、２のタイヤと実施例３、４との間で
は、変形抑制ゴム層１１-Bの層数が多い実施例１、２の
タイヤの転がり抵抗性能がより優れていること、そし
て、変形抑制ゴム層１１-Bのゴム種類Ｐ、Ｑ間ではｔａ
ｎδの値が小さいほど転がり抵抗性能がより優れている
ことが分かる。From the results shown in Table 1, it can be seen that the rolling resistance of each of the tires of the examples was significantly improved as compared with the conventional tires. The rolling resistance performance of the tires of Examples 1 and 2 in which the number of layers of the deformation suppressing rubber layer 11-B is large is more excellent, and the difference between the rubber types P and Q of the deformation suppressing rubber layer 11-B is ta.
It can be seen that the smaller the value of nδ, the better the rolling resistance performance.
【００３３】[0033]
【発明の効果】この発明の請求項１〜７に記載した発明
によれば、従来の操縦安定性能や耐摩耗性を優れたレベ
ルに保持した上で、転がり抵抗を大幅に低減させる重荷
重用空気入りタイヤを提供することができる。According to the first to seventh aspects of the present invention, the air for heavy load which greatly reduces the rolling resistance while maintaining the conventional steering stability performance and wear resistance at an excellent level. A tire can be provided.
【図１】 この発明の重荷重用空気入りタイヤの左半断
面図である。FIG. 1 is a left half sectional view of a heavy-duty pneumatic tire of the present invention.
【図２】 この発明の他の重荷重用空気入りタイヤ左半
の要部拡大断面図である。FIG. 2 is an enlarged sectional view of a main part of a left half of another heavy-duty pneumatic tire according to the present invention.
【図３】 この発明の更に別の重荷重用空気入りタイヤ
左半の要部拡大断面図である。FIG. 3 is an enlarged cross-sectional view of a main part of a left half of still another heavy-load pneumatic tire according to the present invention.
【図４】 この発明の重荷重用空気入りタイヤの作用効
果の説明図である。FIG. 4 is an explanatory view of the operation and effect of the heavy duty pneumatic tire of the present invention.
１ 重荷重用空気入りタイヤ ２ トレッド部 ３ サイドウォール部 ４ ビード部 ５ ビードコア ６ ラジアルカーカス ７ ベルト ８ トレッドゴム ９ サイドウォールゴム １０ クッションゴム １１-A 本体ゴム層 １１-B 変形抑制ゴム層 １２、１３ 主溝 １４ ベースゴム Ｅ タイヤ赤道面 Ｈ 主溝深さ DESCRIPTION OF SYMBOLS 1 Pneumatic tire for heavy load 2 Tread part 3 Side wall part 4 Bead part 5 Bead core 6 Radial carcass 7 Belt 8 Tread rubber 9 Side wall rubber 10 Cushion rubber 11-A Body rubber layer 11-B Deformation suppression rubber layer 12, 13 Main Groove 14 Base rubber E Tire equatorial plane H Main groove depth
Claims (7)
ル部と、トレッド部とを有し、これら各部をビード部内
に埋設したビードコア相互間にわたり補強する１プライ
以上のラジアルカーカスと、その外周でトレッド部を強
化するベルトと、ベルトの外周に位置し、主溝を形成し
たトレッドゴムとを備える重荷重用空気入りタイヤにお
いて、 トレッドゴムは３層以上の積層ゴム構成を有し、該積層
ゴムは、高モジュラスの変形抑制ゴム層と、該変形抑制
ゴム層をタイヤ半径方向に外側と内側とから挟む本体ゴ
ム層とを有し、本体ゴム層は、変形抑制ゴム層に比しよ
り低モジュラスの物性を有することを特徴とする重荷重
用空気入りタイヤ。1. A radial carcass having at least one ply having a pair of beads, a pair of sidewalls, and a tread portion, and reinforcing each of these portions between bead cores embedded in the bead portion, and a tread at an outer periphery thereof. In a heavy-duty pneumatic tire including a belt that strengthens a portion and a tread rubber that is located on the outer periphery of the belt and has a main groove, the tread rubber has a laminated rubber configuration of three or more layers, and the laminated rubber includes: It has a high modulus deformation suppressing rubber layer and a main rubber layer sandwiching the deformation suppressing rubber layer from outside and inside in the tire radial direction, and the main body rubber layer has lower physical properties than the deformation suppressing rubber layer. A pneumatic tire for heavy loads, characterized by having:
に比しより薄いゲージを有する請求項１に記載したタイ
ヤ。2. The tire according to claim 1, wherein the deformation suppressing rubber layer has a thinner gauge than the gauge of the main rubber layer.
δに比しより小さなｔａｎδを有する請求項１又は２に
記載したタイヤ。3. The deformation suppressing rubber layer is formed of a tan of the main rubber layer.
The tire according to claim 1, wherein the tire has a smaller tan δ than δ.
第１層と、その内側で隣接する第２層との境界面は、ト
レッドゴム表面から測って主溝深さの８０％以内の深さ
に位置する請求項１〜３のいずれか一項に記載したタイ
ヤ。4. A boundary surface between the outermost first layer of the laminated rubber of the tread rubber and an adjacent second layer inside the first layer is a depth within 80% of a main groove depth measured from the tread rubber surface. The tire according to any one of claims 1 to 3, further comprising:
（ｃｍ）とｔａｎδとの積の総和は、０．０３〜０．３
の範囲内の値を有する請求項１〜４のいずれか一項に記
載したタイヤ。5. The sum of the products of the average gauge (cm) of each deformation suppressing rubber layer and tan δ is 0.03 to 0.3.
The tire according to any one of claims 1 to 4, having a value within the range of:
ゴム層との積層ゴムのみから成る請求項１〜５のいずれ
か一項に記載したタイヤ。6. The tire according to claim 1, wherein the tread rubber comprises only a laminated rubber of a main rubber layer and a deformation suppressing rubber layer.
ゴム層との積層ゴムのみのキャップゴムと、そのタイヤ
半径方向内方のベースゴムとの複合ゴムから成る請求項
１〜５のいずれか一項に記載したタイヤ。7. The tread rubber according to any one of claims 1 to 5, wherein the tread rubber is a composite rubber of a cap rubber composed of only a laminated rubber of a main rubber layer and a deformation suppressing rubber layer, and a base rubber inward of the tire in a radial direction. The tire described in one item.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000020032A JP2001206012A (en) | 2000-01-28 | 2000-01-28 | Pneumatic tire for heavy load |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000020032A JP2001206012A (en) | 2000-01-28 | 2000-01-28 | Pneumatic tire for heavy load |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2001206012A true JP2001206012A (en) | 2001-07-31 |
Family
ID=18546653
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000020032A Pending JP2001206012A (en) | 2000-01-28 | 2000-01-28 | Pneumatic tire for heavy load |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2001206012A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6736174B2 (en) * | 2000-09-13 | 2004-05-18 | Bridgestone Corporation | Pneumatic tire having thin tread reinforcing layer embedded in the outermost layer of a tread portion |
| JP2009107435A (en) * | 2007-10-29 | 2009-05-21 | Bridgestone Corp | Tire |
| JP2009255747A (en) * | 2008-04-16 | 2009-11-05 | Bridgestone Corp | Pneumatic tire |
| JP2011011690A (en) * | 2009-07-03 | 2011-01-20 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2015155301A (en) * | 2015-04-15 | 2015-08-27 | 株式会社ブリヂストン | Tire and its manufacturing method |
| CN112319140A (en) * | 2020-10-26 | 2021-02-05 | 吉林工程技术师范学院 | Integrated environment-friendly wheel and preparation method thereof |
| FR3115234A1 (en) * | 2020-10-19 | 2022-04-22 | Compagnie Generale Des Etablissements Michelin | Tire comprising a tread consisting of several elastomeric compounds |
| US11358414B2 (en) * | 2016-07-26 | 2022-06-14 | Compagnie Generale Des Etablissements Michelin | Tire with a tread sub-layer containing multiple materials |
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| JPH04278807A (en) * | 1991-03-04 | 1992-10-05 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JPH08225004A (en) * | 1994-11-07 | 1996-09-03 | Goodyear Tire & Rubber Co:The | Triple tread |
| JPH09136510A (en) * | 1995-11-15 | 1997-05-27 | Bridgestone Corp | Studless pneumatic tire |
| JPH1160810A (en) * | 1997-08-20 | 1999-03-05 | Bridgestone Corp | Heavy duty pneumatic tire |
| JP2000079643A (en) * | 1998-07-08 | 2000-03-21 | Bridgestone Corp | Method for laminating strip-like unvulcanized rubber and lamination device |
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2000
- 2000-01-28 JP JP2000020032A patent/JP2001206012A/en active Pending
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04278807A (en) * | 1991-03-04 | 1992-10-05 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JPH08225004A (en) * | 1994-11-07 | 1996-09-03 | Goodyear Tire & Rubber Co:The | Triple tread |
| JPH09136510A (en) * | 1995-11-15 | 1997-05-27 | Bridgestone Corp | Studless pneumatic tire |
| JPH1160810A (en) * | 1997-08-20 | 1999-03-05 | Bridgestone Corp | Heavy duty pneumatic tire |
| JP2000079643A (en) * | 1998-07-08 | 2000-03-21 | Bridgestone Corp | Method for laminating strip-like unvulcanized rubber and lamination device |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6736174B2 (en) * | 2000-09-13 | 2004-05-18 | Bridgestone Corporation | Pneumatic tire having thin tread reinforcing layer embedded in the outermost layer of a tread portion |
| JP2009107435A (en) * | 2007-10-29 | 2009-05-21 | Bridgestone Corp | Tire |
| JP2009255747A (en) * | 2008-04-16 | 2009-11-05 | Bridgestone Corp | Pneumatic tire |
| JP2011011690A (en) * | 2009-07-03 | 2011-01-20 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2015155301A (en) * | 2015-04-15 | 2015-08-27 | 株式会社ブリヂストン | Tire and its manufacturing method |
| US11358414B2 (en) * | 2016-07-26 | 2022-06-14 | Compagnie Generale Des Etablissements Michelin | Tire with a tread sub-layer containing multiple materials |
| FR3115234A1 (en) * | 2020-10-19 | 2022-04-22 | Compagnie Generale Des Etablissements Michelin | Tire comprising a tread consisting of several elastomeric compounds |
| WO2022084607A1 (en) * | 2020-10-19 | 2022-04-28 | Compagnie Generale Des Etablissements Michelin | Tyre having a tread made up of multiple elastomeric compounds |
| CN112319140A (en) * | 2020-10-26 | 2021-02-05 | 吉林工程技术师范学院 | Integrated environment-friendly wheel and preparation method thereof |
| CN112319140B (en) * | 2020-10-26 | 2024-01-26 | 吉林工程技术师范学院 | Integrated environment-friendly wheel and preparation method thereof |
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