JP2010012881A - Pneumatic tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of improving high-speed durability and ride comfort while properly maintaining a steering stability during high-speed travelling under a condition where a large negative camber is set. <P>SOLUTION: The pneumatic tire is formed by winding up a carcass layer 4 around a bead core 5 disposed at respective bead portions 3 from inward to outward of the tire, sandwiching a bead filler 6 disposed on the bead core 5 by a body portion 4a and a winding-up portion 4b of the carcass layer 4 and extending the winding-up portion 4b of the carcass layer 4 to a lower area of a belt layer 8 so as to overlap an end portion of a belt layer 8. In this case, at only a vehicle outside in performing mounting on a vehicle, there is provided an asymmetric structure in which a reinforcing rubber layer 2B is embedded between a rim cushion rubber layer 3A and a side rubber layer 2A, and the carcass layer 4. The hardness of a rubber composition constituting the reinforcing rubber layer 2B at 20°C is set to be higher than that of a rubber composition constituting the side rubber layer 2A at 20°C. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a pneumatic tire having a carcass layer having a one-ply structure and a winding portion extending to a lower region of the belt layer so as to overlap an end portion of the belt layer, and more specifically, a large negative camber is set. It is related with the pneumatic tire which made it possible to improve high-speed durability and a ride comfort, maintaining favorable steering stability at the time of high-speed driving | running | working on conditions.

  In recent years, the demand for weight reduction of pneumatic tires mounted on vehicles that are expected to run at high speed, such as sports cars, has become stricter. It is required to ensure the handling stability.

  On the other hand, a carcass layer having a one-ply structure is mounted between a pair of bead portions, a belt layer is disposed on the outer peripheral side of the carcass layer in the tread portion, and the carcass layer is disposed around each bead core disposed on each bead portion. The bead filler disposed on the bead core is sandwiched between the body portion and the winding portion of the carcass layer, and the lower portion of the belt layer is overlapped with the end portion of the belt layer. A pneumatic tire extended to the region has been proposed (see, for example, Patent Documents 1 to 3).

  A pneumatic tire having a carcass layer that extends to the lower region of the belt layer so as to overlap the end portion of the belt layer with a one-ply structure as described above is lightweight by using the carcass layer as one ply. In the sidewall portion, excellent steering stability can be exhibited by overlapping the main body portion and the winding portion of the carcass layer. Further, when a reinforcing member is embedded in the pair of left and right beads and sidewalls, it is possible to ensure a higher level of steering stability.

  However, a large negative camber is usually set for a vehicle that is supposed to be driven at high speed, and when a large number of reinforcing members are embedded in the bead portion or the sidewall portion of a pneumatic tire attached to such a vehicle, the tire As a result, a sufficient flex zone cannot be obtained, resulting in a problem that the high-speed durability is lowered and the ride quality is deteriorated.

In addition, a pneumatic tire having a carcass layer that extends to a lower region of the belt layer so that the winding portion overlaps with an end portion of the belt layer in a one-ply structure, for example, when continuous running in circuit running is performed, The steering stability tends to decrease with the generation of heat. Therefore, it is also required to suppress a change in performance of steering stability due to continuous running for a pneumatic tire that achieves both weight reduction and steering stability based on the above structure.
JP-A-5-238208 JP-A-6-16609 JP 2000-52709 A

  An object of the present invention is to provide a pneumatic tire capable of improving high-speed durability and ride comfort while maintaining good steering stability during high-speed driving under conditions where a large negative camber is set. There is to do.

  In order to achieve the above object, the pneumatic tire of the present invention is a pneumatic tire in which the mounting direction of the front and back of the tire is specified when the vehicle is mounted, and the cord angle between the pair of bead portions with respect to the tire circumferential direction is 75 °. A carcass layer having a one-ply structure in a range of ˜90 ° is mounted, a belt layer is disposed on the outer periphery side of the carcass layer in the tread portion, and the carcass layer is disposed on the inner side of the tire around the bead core disposed in each bead portion. The bead filler disposed on the bead core is sandwiched between the body portion and the winding portion of the carcass layer, and the winding portion of the carcass layer is overlapped with the end portion of the belt layer. A rim cushion rubber layer that extends to a lower region and contacts the rim on the outer side in the tire width direction of the carcass layer, and a tie that is more tie than the rim cushion rubber layer. In a pneumatic tire in which a side rubber layer located on the outer side in the radial direction is disposed, an asymmetric structure in which a reinforcing rubber layer is embedded between the rim cushion rubber layer and the side rubber layer and the carcass layer only on the vehicle outer side when the vehicle is mounted. And the hardness at 20 ° C. of the rubber composition constituting the reinforcing rubber layer is higher than the hardness at 20 ° C. of the rubber composition constituting the side rubber layer.

  In the present invention, in order to achieve both weight reduction and steering stability, an air having a carcass layer having a one-ply structure in which a winding portion extends to a lower region of the belt layer so as to overlap an end portion of the belt layer. In addition to forming a tire, an asymmetric structure in which a reinforcing rubber layer is embedded between the rim cushion rubber layer and the side rubber layer and the carcass layer only on the vehicle outer side when the vehicle is mounted is formed. By stiffening, the flex zone on the inside of the vehicle is widened while securing the tire rigidity on the outside of the vehicle, so even under conditions where a large negative camber is set, while maintaining good steering stability at high speeds, High-speed durability and ride comfort can be improved.

  In the present invention, the hardness at 20 ° C. of the rubber composition constituting the side rubber layer is 40 to 65, and the hardness at 20 ° C. of the rubber composition constituting the rim cushion rubber layer is 65 to 80. The rubber composition constituting the layer preferably has a hardness at 20 ° C. of 70 to 98. The thickness of the reinforcing rubber layer is preferably 0.5 mm to 2.0 mm. The height from the bead heel at the upper end of the reinforcing rubber layer is preferably 50% to 90% of the height of the tire cross section, and the height from the bead heel at the lower end of the reinforcing rubber layer is preferably 10 mm to 35 mm. As a result, it is possible to achieve a higher level of handling stability, high-speed durability and riding comfort during high-speed traveling.

Furthermore, in the present invention, the height of the bead filler from the bead heel is 25 mm or less, the cross-sectional area of the bead filler is 65 mm ² or less, and the tan δ at 60 ° C. of the rubber composition constituting the bead filler is 0.20 or less. It is preferable that In this way, the bead filler that is repeatedly deformed during rolling of the tire is lowered, the cross-sectional area thereof is reduced, and the tan δ at 60 ° C. of the rubber composition constituting the bead filler is lowered, thereby continuously running on the circuit. It is possible to suppress the heat generation of the tire due to, and to suppress the performance change of the steering stability. Thereby, it is possible to maintain the initial steering stability for a long time in continuous running.

  In the tread portion, at least two kinds of cap tread rubber layers having different rubber compositions are arranged adjacent to each other in the tire width direction, and tan δ at 60 ° C. of the rubber composition constituting the cap tread rubber layer on the vehicle outer side is determined. It is preferable to make it higher than tan δ at 60 ° C. of the rubber composition constituting the cap tread rubber layer on the inside of the vehicle. Generally, when the tan δ at 60 ° C. of the rubber composition constituting the cap tread rubber layer is increased, the steering stability is improved, but the performance of the steering stability due to heat generation is likely to occur. On the other hand, as described above, tan δ is relatively high on the outside of the vehicle and tan δ is relatively low on the inside of the vehicle, thereby improving the steering stability and changing the performance of the steering stability by continuous running. Can be suppressed.

  The ratio of the maximum value tan δH and the minimum value tan δL (tan δH / tan δL) of tan δ at 60 ° C of the rubber composition constituting at least two kinds of cap tread rubber layers is preferably in the range of 1.05 to 1.80. . Thereby, the effect which suppresses the performance change of the steering stability by continuous driving | running | working can be fully acquired, improving steering stability.

  It is preferable that the boundary between at least two types of cap tread rubber layers is disposed below the main groove extending in the tire circumferential direction at the tread portion. Thereby, generation | occurrence | production of the partial wear by the difference in a rubber composition can be suppressed.

  Further, at least one main groove extending in the tire circumferential direction is provided in the tread portion, and the groove area ratio GAo from the tread center to the ground contact area outside the vehicle is the groove area ratio GAi from the tread center to the ground contact area inside the vehicle. It is preferable to form an asymmetric tread pattern that is smaller than that. Thereby, the effect which suppresses the performance change of the steering stability by continuous driving | running | working can be fully acquired, improving steering stability.

  In the asymmetric tread pattern, the groove area ratio GA in the entire ground contact area is in the range of 20% to 40%, and the groove area ratio GAo in the ground contact area outside the vehicle and the groove area ratio GAi in the ground contact area inside the vehicle are The difference (GAi−GAo) is preferably in the range of 1% to 15%. Thereby, the effect which suppresses the performance change of the steering stability by continuous driving | running | working can be fully acquired, improving steering stability.

  In the present invention, the height of the bead filler from the bead heel is a height measured under the tire dimension measurement conditions defined in the standard on which the tire is based, and the height of the bead filler from the bead heel corresponding to the reference position of the rim diameter. This is the dimension in the tire radial direction up to the top. Similarly, the heights from the bead heel at the upper end and the lower end of the reinforcing rubber layer are heights measured under tire dimension measurement conditions defined by the standard on which the tire is based, and the bead heel corresponding to the reference position of the rim diameter To the upper and lower ends of the reinforcing rubber layer in the tire radial direction.

  The hardness at 20 ° C. is a durometer hardness measured using a durometer (type A) in accordance with JIS K6253. Tan δ at 60 ° C. is measured using a viscoelastic spectrometer (manufactured by Toyo Seiki Seisakusho) under the conditions of temperature 60 ° C., frequency 20 Hz, initial strain 10%, and dynamic strain ± 2%. The groove area ratio is the ratio (%) of the groove area in the ground contact area to the total area of the ground contact area measured under the tire static load radius measurement condition defined by the standard on which the tire is based.

  The present invention can be applied to various types of pneumatic tires. However, when the present invention is applied to a pneumatic tire having a tire size having a flatness ratio of 50% or less with a narrow flex zone, a remarkable effect can be obtained. In particular, when applied to a pneumatic tire mounted on a vehicle having a camber angle of −0.5 ° to −4.0 °, a remarkable effect can be obtained.

  Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 shows a pneumatic tire according to an embodiment of the present invention. This pneumatic tire is a tire in which the mounting direction of the tire front and back when the vehicle is mounted is designated. In FIG. 1, IN is the inside of the vehicle when the vehicle is mounted, and OUT is the outside of the vehicle when the vehicle is mounted.

  In FIG. 1, 1 is a tread portion, 2 is a sidewall portion, and 3 is a bead portion. As shown in FIG. 1, a single carcass layer 4 composed of a plurality of aligned carcass cords is mounted between a pair of bead portions 3 and 3. As the carcass cord, an organic fiber cord made of rayon, polyester, nylon, aromatic polyamide or the like is preferably used. The cord angle of the carcass layer 4 with respect to the tire circumferential direction is set in the range of 75 ° to 90 °, preferably in the range of 80 ° to 87 °. The cord angle of the carcass layer 4 with respect to the tire circumferential direction is, for example, a high angle when the load factor is low, and a low angle when the load factor is high. The performance can be maintained. The carcass layer 4 is wound up around the bead core 5 from the inside of the tire to the outside. That is, the carcass layer 4 includes a main body portion 4a and a winding portion 4b with the bead core 5 as a boundary.

  In each bead portion 3, a bead filler 6 made of a rubber composition having a high hardness is disposed on the outer periphery of the bead core 5, and the bead filler 6 is sandwiched between the main body portion 4 a and the winding portion 4 b of the carcass layer 4. . Each bead portion 3 is embedded with a side reinforcing layer 7 including a reinforcing cord inclined with respect to the tire circumferential direction. In order to obtain a good reinforcing effect, the cord angle of the side reinforcing layer 7 with respect to the tire circumferential direction is desirably set to 15 ° to 65 °. As the reinforcing cord of the side reinforcing layer 7, a steel cord can be used in addition to an organic fiber cord made of polyester, nylon, aromatic polyamide or the like. When an organic fiber cord is used as the reinforcing cord of the side reinforcing layer 7, the side reinforcing layer 7 is preferably arranged so as to wrap the bead core 5 and the bead filler 6 as illustrated. When using a steel cord as the reinforcing cord of the side reinforcing layer 7, the side reinforcing layer 7 may be disposed between the bead filler 6 and the winding portion 4 b of the carcass layer 4.

  On the outer side in the tire width direction of the carcass layer 4, a rim cushion rubber layer 3 </ b> A that contacts the rim when the rim is assembled and a side rubber layer 2 </ b> A located on the outer side in the tire radial direction than the rim cushion rubber layer 3 </ b> A are disposed. The rim cushion rubber layer 3A extends from the rim contact portion to the bead toe. Further, only on the vehicle outer side when the vehicle is mounted, a reinforced rubber layer 2B is embedded between the rim cushion rubber layer 3A, the side rubber layer 2A, and the carcass layer 4, and what corresponds to the reinforced rubber layer 2B is provided on the vehicle inner side. It is not buried. In other words, the rubber layer positioned on the outer side in the tire width direction of the carcass layer 4 has a substantially two-layer structure on the vehicle outer side, and the rubber layer positioned on the outer side in the tire width direction of the carcass layer 4 is substantially on the inner side of the vehicle. It has a single layer structure.

  On the other hand, a plurality of belt layers 8 including reinforcing cords inclined with respect to the tire circumferential direction are disposed on the outer peripheral side of the carcass layer 4 in the tread portion 1. Further, a belt cover layer 9 including reinforcing cords oriented in the tire circumferential direction is disposed on the outer peripheral side of the belt layer 8. And the winding part 4b of the carcass layer 4 mentioned above is extended to the downward area of this belt layer 8 so that it may overlap with the edge part of the tire width direction of the belt layer 8. FIG.

  In the pneumatic tire described above, in order to achieve both weight reduction and steering stability, a carcass having a one-ply structure in which the winding portion 4b extends to the lower region of the belt layer 8 so as to overlap the end portion of the belt layer 8. Although the layer 4 is provided, an asymmetric structure in which the reinforcing rubber layer 2B is embedded between the rim cushion rubber layer 3A and the side rubber layer 2A and the carcass layer 4 only on the outside of the vehicle when the vehicle is mounted is formed. 2B is harder than the side rubber layer 2A.

  Thus, in the pneumatic tire in which the mounting direction of the front and back of the tire is specified when the vehicle is mounted, an asymmetric structure in which the reinforcing rubber layer 2B is embedded only on the outer side of the vehicle is formed, and the reinforcing rubber layer 2B is harder than the side rubber layer 2A. As a result, the flex zone inside the vehicle is widened while ensuring the tire rigidity on the outside of the vehicle, so even under conditions where a large negative camber is set, high-speed durability is achieved while maintaining good steering stability at high speeds. It is possible to improve the performance and ride comfort. For example, when a high-speed durability test with a camber is performed, the durability level is suppressed by suppressing the separation between the edge of the belt layer 8 and the carcass layer 4 and between the carcass layer 4 and the side rubber adjacent thereto. Can be increased. In addition, with regard to steering stability during high-speed traveling, particularly high-speed lane change performance can be improved.

  Here, the hardness at 20 ° C. of the rubber composition constituting the side rubber layer 2A is set in the range of 40 to 65, and the hardness at 20 ° C. of the rubber composition constituting the rim cushion rubber layer 3A is 65 to 65 ° C. The hardness at 20 ° C. of the rubber composition constituting the reinforcing rubber layer 2 </ b> B is set in the range of 70 to 98, whereas it is set in the range of 80. When the hardness of the reinforced rubber layer 2B is less than 70, the effect of improving the steering stability is lowered, and when it exceeds 98, the effect of improving the high-speed durability and the riding comfort is lowered.

  The thickness of the reinforcing rubber layer 2B is set in the range of 0.5 mm to 2.0 mm. When the thickness of the reinforced rubber layer 2B is less than 0.5 mm, the improvement effect of steering stability is lowered, and conversely, when the thickness exceeds 2.0 mm, the improvement effect of high-speed durability and riding comfort is lowered.

  The height RHU from the bead heel at the upper end of the reinforcing rubber layer 2B is set in the range of 50% to 90% of the tire cross-section height SH, and the height RHL from the bead heel at the lower end of the reinforcing rubber layer 2B is in the range of 10 mm to 35 mm. Is set to When the height RHU of the upper end of the reinforcing rubber layer 2B is less than 50% of the tire cross-section height SH, the effect of improving the steering stability is reduced, and conversely when the height RHU exceeds 90% of the tire cross-section height SH. The effect of improving high-speed durability and riding comfort is reduced. On the other hand, when the height RHL of the lower end of the reinforcing rubber layer 2B exceeds 35 mm, the steering stability improving effect is lowered.

In the pneumatic tire, the height FH of the bead filler 6 from the bead heel is set to 25 mm or less, the cross-sectional area of the bead filler 6 in the tire meridian section is set to 65 mm ² or less, and the rubber composition constituting the bead filler 6 Tan δ at 60 ° C. is set to 0.20 or less.

  In a pneumatic tire, the deformation of the bead filler 6 is repeated at the time of rolling. When the amount of heat generated due to the bead filler 6 increases thereby, a change in performance of steering stability becomes remarkable. Therefore, by lowering the bead filler 6 and reducing its cross-sectional area, the tan δ at 60 ° C. of the rubber composition constituting the bead filler 6 is reduced to suppress the heat generation of the tire due to continuous running on the circuit. , The performance change of the steering stability can be suppressed. As a result, it is possible to maintain the initial steering stability for a long time in continuous running.

  Here, if the height FH of the bead filler 6 is more than 25 mm, the effect of suppressing the performance change of the steering stability becomes insufficient. The lower limit value of the height FH of the bead filler 6 is preferably 10 mm.

Similarly, if the cross-sectional area of the bead filler 6 is more than 65 mm ² , the effect of suppressing the change in performance of steering stability becomes insufficient. The lower limit value of the cross-sectional area of the bead filler 6 is preferably 15 mm ² .

  Further, if the tan δ at 60 ° C. of the rubber composition constituting the bead filler 6 is more than 0.20, the effect of suppressing the performance change of the steering stability becomes insufficient. The lower limit value of tan δ at 60 ° C. of the rubber composition constituting the bead filler 6 is preferably 0.03.

  In the tire in which the tire front and back mounting directions are specified as described above, as shown in FIG. 1, two types of cap tread rubber layers 1A and 1B having different rubber compositions are adjacent to the tread portion 1 in the tire width direction. Is arranged. The tan δ at 60 ° C. of the rubber composition constituting the cap tread rubber layer 1A on the vehicle outer side is higher than the tan δ at 60 ° C. of the rubber composition constituting the cap tread rubber layer 1B on the vehicle inner side. Yes. By providing a difference in the tan δ of the rubber composition of the cap tread rubber layers 1A and 1B, it is possible to suppress the heat generation in the tread portion 1 and to suppress the change in performance of the steering stability while improving the steering stability. become. The range of tan δ at 60 ° C. of the rubber composition constituting the cap tread rubber layer is preferably 0.10 to 0.50.

  The ratio of tan δH at 60 ° C. of the rubber composition constituting the cap tread rubber layer 1A to tan δL at 60 ° C. of the rubber composition constituting the cap tread rubber layer 1B (tan δH / tan δL) is 1.05-1.80. More preferably, it is set in the range of 1.10 to 1.50. If this ratio (tan δH / tan δL) is too small, the effect of suppressing the change in performance of steering stability is reduced, and conversely, if it is too large, the originally required grip force cannot be obtained. Note that the boundary between the cap tread rubber layers 1A and 1B is preferably disposed below the main groove 60 extending in the tire circumferential direction in the tread portion 1. Thereby, generation | occurrence | production of the partial wear by the difference in a rubber composition can be suppressed.

  In this embodiment, two types of cap tread rubber layers 1A and 1B having different rubber compositions are arranged in the tread portion 1, but two or more types of cap tread rubber layers are arranged adjacent to each other in the tire width direction. be able to.

  FIG. 2 shows a tread pattern of a pneumatic tire according to an embodiment of the present invention. In FIG. 2, CL is a tread center. As shown in FIG. 2, a plurality of main grooves 60 extending in the tire circumferential direction are formed in the tread portion 1, and a plurality of land portions 10, 20, 30 are formed by the main grooves 60 from the vehicle outer side toward the vehicle inner side. , 40, 50 are partitioned. The land portion 10 located on the outermost side of the vehicle has a narrow groove 11 extending in the tire circumferential direction, a plurality of lateral grooves 12 extending in the tire width direction on the tread shoulder side from the narrow groove 11, and at least the tread than the narrow groove 11. A plurality of narrow grooves 13 extending in the tire width direction on the center side are formed. The land portion 20 is formed with narrow grooves 21 extending in the tire circumferential direction and a plurality of cutout grooves 22 extending in the tire width direction. The land portion 30 is formed with a plurality of curved grooves 31 extending while being curved in the tire circumferential direction, and a plurality of cutout grooves 32 extending in the tire width direction. The land portion 40 has a tire circumferential direction. A plurality of curved grooves 41 extending while being curved are formed. A plurality of lateral grooves 51 extending in the tire width direction and a plurality of narrow grooves 52 extending in the tire width direction are formed between the lateral grooves 51 in the land portion 50 located on the innermost side of the vehicle.

  In the pneumatic tire described above, at least one main groove 60 extending in the tire circumferential direction is formed in the tread portion 1, and in the entire ground contact region defined by the ground contact width TCW, in the ground contact region outside the vehicle from the tread center CL. Has an asymmetric tread pattern in which the groove area ratio GAo is smaller than the groove area ratio GAi in the ground contact region inside the vehicle from the tread center CL. Thereby, the effect which suppresses the performance change of the steering stability by continuous driving | running | working can be fully acquired, improving steering stability.

  Here, the groove area ratio GA in the entire ground contact area ranges from 20% to 40%, and the groove area ratio GAo in the ground contact area outside the vehicle from the tread center CL and the groove in the ground contact area inside the vehicle from the tread center CL. The difference from the area ratio GAi (GAi−GAo) is preferably in the range of 1% to 15%, more preferably in the range of 2% to 13%. If this difference (GAi−GAo) is too small, the effect of suppressing the change in performance of the steering stability is reduced. On the other hand, if it is too large, the steering stability is lowered due to insufficient block rigidity.

  With a tire size of 235 / 40R18, a carcass layer having a one-ply structure with a cord angle with respect to the tire circumferential direction of 85 ° is mounted between a pair of bead portions, and a belt layer is disposed on the outer peripheral side of the carcass layer in the tread portion, The carcass layer is wound around the bead core disposed on each bead portion from the inside of the tire to the outside, the bead filler disposed on the bead core is sandwiched between the main body portion and the roll-up portion of the carcass layer, and the wound portion of the carcass layer is belted A rim cushion rubber layer that extends to a lower region of the belt layer so as to overlap with an end of the layer and is in contact with the rim on the outer side in the tire width direction of the carcass layer, and located on the outer side in the tire radial direction with respect to the rim cushion rubber layer For pneumatic tires with side rubber layers, the height of the bead filler from the bead heel and the bead filler breakage Product, tan δ at 60 ° C. of the rubber composition constituting the bead filler, hardness at 20 ° C. of the side rubber layers on the outside and inside of the vehicle, hardness at 20 ° C. of the reinforcing rubber layer on the outside and inside of the vehicle, and Comparative Examples 1 to 3 in which the thickness, the tan δ at 60 ° C. of the rubber composition constituting the cap tread rubber layer on the vehicle outer side and the vehicle inner side, and the groove area ratio on the vehicle outer side and the vehicle inner side are set as shown in Table 1 and the implementation Tires of Examples 1 to 9 were produced. The hardness of the rim cushion rubber layers on the vehicle outer side and the vehicle inner side at 20 ° C. was set to 70.

  With respect to these test tires, performance changes in high speed durability, high speed lane change performance, riding comfort, and steering stability were evaluated by the following test methods, and the results are also shown in Table 1.

High speed durability:
The test tire is mounted on a drum testing machine, the load is 0.85 times the maximum load capacity, the air pressure is 250 kPa, the camber angle is -2.5 °, and the speed is from 200 km / h to 10 km / h every 10 minutes. We stepped up step by step and measured the distance traveled until the tire broke down. The evaluation results are shown as an index with Comparative Example 1 as 100. It means that high speed durability is excellent, so that this index value is large.

High-speed lane change performance:
A test tire is fitted to a wheel with a rim size of 18 x 8 J and mounted on a vehicle with a displacement of 4000 cc class (camber angle: -2.5 °). Sensory evaluation was performed on the lane change. The evaluation results are shown as an index with Comparative Example 1 as 100. The larger the index value, the better the high-speed lane change performance.

Ride comfort:
The test tire is fitted to a wheel with a rim size of 18 x 8J and mounted on a vehicle with a displacement of 4000cc (camber angle: -2.5 °). A sensory evaluation was performed on the comfort. The evaluation results are shown as an index with Comparative Example 1 as 100. The larger the index value, the better the ride comfort.

Steering stability performance change:
The test tire is fitted to a wheel with a rim size of 18 x 8 J and mounted on a vehicle with a displacement of 4000 cc (camber angle: -2.5 °). The test driver runs continuously for 200 km under the condition of air pressure of 250 kPa. The sensory evaluation was performed on the change between the driving stability at the beginning of driving and the driving stability at the end of driving. The evaluation results are indicated by an index with a pass level of 100. A larger index value means less performance change.

  As shown in Table 1, the tire of Comparative Example 1 in which the reinforcing rubber layers are provided on both sides of the vehicle outer side and the vehicle inner side has a steering stability during high-speed traveling as compared with Comparative Example 2 that does not include the reinforcing rubber layer. Although improved, high-speed durability and riding comfort were deteriorated. On the other hand, the tires of Examples 1 to 9 have excellent high speed while maintaining good steering stability at high speeds under the condition that a large negative camber is set in comparison with Comparative Example 1. Durability and ride comfort were demonstrated, and the performance change in steering stability due to continuous running was small. Further, the tire of Comparative Example 3 was unable to obtain a sufficient improvement effect regarding the handling stability, the high speed durability and the riding comfort during high speed running, and the performance change of the handling stability due to continuous running was large. .

It is meridian sectional drawing which shows the pneumatic tire which consists of embodiment of this invention. It is a top view which shows the tread pattern of the pneumatic tire which consists of embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Tread part 1A, 1B Cap tread rubber layer 2 Side wall part 2A Side rubber layer 2B Reinforcement rubber layer 3 Bead part 3 Rim cushion rubber layer 4 Carcass layer 4a Body part 4b Roll-up part 5 Bead core 6 Bead filler 7 Side reinforcement layer 8 Belt layer 9 Belt cover layer 60 Main groove

Claims (12)

  A pneumatic tire in which a tire front and back mounting direction is specified when the vehicle is mounted, and a carcass layer having a one-ply structure in which a cord angle with respect to the tire circumferential direction is in a range of 75 ° to 90 ° between a pair of bead portions. The belt layer is arranged on the outer peripheral side of the carcass layer in the tread portion, the carcass layer is wound up around the bead core arranged in each bead portion from the inside of the tire to the outside, and the bead filler arranged on the bead core is provided. The carcass layer is sandwiched between a main body portion and a winding portion, and the winding portion of the carcass layer is extended to a lower region of the belt layer so as to overlap an end portion of the belt layer, and the outer side in the tire width direction of the carcass layer A pneumatic tire in which a rim cushion rubber layer abutting on the rim and a side rubber layer positioned on the outer side in the tire radial direction from the rim cushion rubber layer are arranged. A rubber composition that forms an asymmetric structure in which a reinforcing rubber layer is embedded between the rim cushion rubber layer, the side rubber layer, and the carcass layer only on the outside of the vehicle when the vehicle is mounted, and constitutes the reinforcing rubber layer A pneumatic tire in which the hardness at 20 ° C. of the article is higher than the hardness at 20 ° C. of the rubber composition constituting the side rubber layer.   The rubber composition constituting the side rubber layer has a hardness at 20 ° C. of 40 to 65, the rubber composition constituting the rim cushion rubber layer has a hardness at 20 ° C. of 65 to 80, and the reinforcing rubber layer The pneumatic tire according to claim 1, wherein the rubber composition constituting the rubber has a hardness at 20 ° C. of 70 to 98.   The pneumatic tire according to claim 2, wherein the reinforcing rubber layer has a thickness of 0.5 mm to 2.0 mm.   The height from the bead heel at the upper end of the reinforcing rubber layer is 50% to 90% of the tire cross-sectional height, and the height from the bead heel at the lower end of the reinforcing rubber layer is 10 mm to 35 mm. The pneumatic tire according to Crab. The height from the bead heel of the bead filler is 25 mm or less, the cross-sectional area of the bead filler is 65 mm ² or less, and the tan δ at 60 ° C. of the rubber composition constituting the bead filler is 0.20 or less. The pneumatic tire according to any one of 1 to 4.   At least two kinds of cap tread rubber layers having different rubber compositions are arranged in the tread portion so as to be adjacent to each other in the tire width direction, and tan δ at 60 ° C. of the rubber composition constituting the cap tread rubber layer on the vehicle outer side is determined. The pneumatic tire according to any one of claims 1 to 5, which is higher than tan δ at 60 ° C of a rubber composition constituting a cap tread rubber layer on the vehicle inner side.   The ratio (tan δH / tan δL) of the maximum value tan δH and the minimum value tan δH of tan δ at 60 ° C of the rubber composition constituting the at least two kinds of cap tread rubber layers is in the range of 1.05-1.80. 6. The pneumatic tire according to 6.   The pneumatic tire according to claim 6 or 7, wherein a boundary between the at least two kinds of cap tread rubber layers is arranged under a main groove extending in a tire circumferential direction at a tread portion.   The tread portion is provided with at least one main groove extending in the tire circumferential direction, and the groove area ratio GAo from the tread center to the vehicle outer contact area is greater than the groove area ratio GAi from the tread center to the vehicle inner contact area. The pneumatic tire according to any one of claims 1 to 8, wherein an asymmetric tread pattern that becomes smaller is formed.   The difference between the groove area ratio GAo in the ground contact area outside the vehicle and the groove area ratio GAi in the ground contact area inside the vehicle (GAi−GAo) where the groove area ratio GA in the entire ground contact area is 20% to 40%. The pneumatic tire according to claim 9, wherein the range is 1% to 15%.   The pneumatic tire according to any one of claims 1 to 10, having a tire size with a flatness ratio of 50% or less.   The pneumatic tire according to any one of claims 1 to 11, which is mounted on a vehicle having a camber angle of -0.5 ° to -4.0 °.

Images