JP2016074280A - Run flat tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a run flat tire achieving both a low fuel consumption property and run flat durability.SOLUTION: There is provided a run flat tire in which: side reinforcement rubber 5 is included on a side wall part 3; a ratio SW/OD of a sectional width SW to an outer diameter OD is 0.26 or less when the sectional width SW of a tire 1 is less than 165 (mm), when fitted to a rim and internal pressure is 250kPa or more; the sectional width SW and the outer diameter OD satisfy a relational expression OD≥2.135×SW+282.3(mm) when the sectional width SW of the tire is 165 (mm) or more; a carcass 6 has a carcass body part 6a engaged with a pair of bead cores 4a, and a carcass fold-back part 6b extending from the carcass body part and folded back around the bead core from a tire width direction inner side to an outer side; and a fold-back end 6c of the carcass fold-back part at a tire width direction cross section in a standard condition is positioned more to an inner side in a tire radial direction than a tire maximum width position.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a run flat tire.

  Conventionally, as described in Patent Document 1, a technique for improving fuel efficiency by narrowing and increasing the diameter of a tire has been proposed. For example, as an effective technique for use as a tire for an electric vehicle, Expected.

International Publication 2012/176476 Pamphlet

  In the above-described technology, it is desired to have run-flat running performance. However, a run flat tire having a side reinforcing rubber having a crescent-shaped cross section in the side wall portion may impair the fuel efficiency due to an increase in weight due to the reinforcing rubber. In a tire, it has been desired to achieve both low fuel consumption and run flat durability.

  Therefore, an object of the present invention is to provide a run flat tire that ensures run flat durability while improving fuel efficiency.

The gist configuration of the present invention is as follows.
The run-flat tire of the present invention includes a tread portion, a pair of sidewall portions that are continuous on both sides of the tread portion, a bead portion that is continuous with each sidewall portion, and a crescent-shaped side surface disposed on the sidewall portion. A cross-sectional width of the tire when the tire is incorporated in a rim and the internal pressure is 250 kPa or more. When SW is less than 165 (mm), the ratio SW / OD of the tire cross-sectional width SW to the outer diameter OD is 0.26 or less, and the tire cross-sectional width SW is 165 (mm) or more. In some cases, the cross-sectional width SW and the outer diameter OD of the tire satisfy the relational expression OD ≧ 2.135 × SW + 282.3 (mm), and the bead portion has a bead core. The carcass includes a carcass main body portion that is locked to the pair of bead cores, and a carcass folding portion that extends from the carcass main body portion and is folded around the bead core from the inner side to the outer side in the tire width direction. In the cross section of the tire width direction in the reference state where the tire is incorporated into the rim, filled with a predetermined internal pressure, and unloaded, the turn-up end of the carcass turn-up portion is on the inside in the tire radial direction from the tire maximum width position. It is located in.
According to the run flat tire of the present invention, run flat durability can be ensured while improving fuel efficiency.

Here, “rim” is an industrial standard effective in the area where tires are produced and used. In Japan, JATMA YEAR BOOK of JATMA (Japan Automobile Tire Association), and in Europe, ETRTO (The European Tire and Rim). STANDARDDS MANUAL of Technical Organization, standard rims in applicable sizes as described in YEAR BOOK of TRA (The Tile and Rim Association, Inc.) in the US, etc., or in the future (Mesur in STANDARDDS MANUAL of ETRTO) (Design rim in TRA's YEAR BOOK) (i.e., the above "rim" will be included in the industry standard in the future in addition to the current size) Examples of “sizes that will be described in the future” include the sizes described as “FUTURE DEVELOPMENTS” in the ETRTO 2013 edition. In the case of no size, it means a rim having a width corresponding to the bead width of the tire.
“Predetermined internal pressure” refers to the state of air pressure (maximum air pressure) corresponding to the maximum load capacity of a single wheel in the applicable size / ply rating described in JATMA, etc. In the case of a size having no air pressure, the “predetermined internal pressure” refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity defined for each vehicle on which the tire is mounted. Furthermore, “maximum load load” described later refers to a load corresponding to the maximum load capacity.

In the run flat tire of the present invention, in the tire width direction cross section in the reference state,
The height in the tire radial direction of the folded end of the carcass folded portion from the innermost position in the tire radial direction of the carcass is preferably 30 mm or less.
According to this configuration, the fuel efficiency can be further improved.

  ADVANTAGE OF THE INVENTION According to this invention, the run flat tire which ensured run flat durability can be provided, improving a fuel consumption.

It is a tire width direction sectional view of a run flat tire concerning one embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a sectional view in the tire width direction of a run flat tire (hereinafter also simply referred to as a tire) according to an embodiment of the present invention. FIG. 1 shows a cross section in the tire width direction of a tire in a reference state in which the tire is mounted on a rim, filled with a predetermined internal pressure, and no load is applied. In FIG. 1, only one half of the tire width direction with the tire equatorial plane CL as a boundary is shown, but the other half of the tire width direction has the same structure.

Here, when the tire 1 is incorporated in the rim and the internal pressure is 250 kPa or more, the tire 1 has a tire cross-sectional width SW (mm) and an outer width of the tire 1 when the tire cross-sectional width SW is less than 165 (mm). The ratio SW / OD to the diameter OD (mm) is 0.26 or less, and when the tire cross-sectional width SW is 165 (mm) or more, the tire cross-sectional width SW (mm) and the outer diameter OD (mm ) Satisfies the relational expression, OD ≧ 2.135 × SW + 282.3 (mm).
The run flat tire of the present invention is not particularly limited. For example, the tire size is 145 / 60R19, 145 / 60R18, 145 / 60R17, 155 / 70R19, 155 / 55R19, 155 / 55R18, 165 / 60R19, 165 / 55R18. 175 / 60R19, 175 / 55R18, 175 / 55R20, 175 / 60R18, 185 / 60R20, 185 / 55R20, 185 / 60R19, 185 / 55R19, 195 / 50R20, 195 / 55R20, 205 / 50R21, etc. Can do.

  As shown in FIG. 1, the tire 1 includes a tread portion 2, a pair of sidewall portions 3 (one side in the illustrated range) connected to both sides (one side in the illustrated range), and each ( A bead portion 4 connected to the sidewall portion 3 (one side in the illustrated range), a crescent-shaped side reinforcing rubber 5 disposed on the sidewall portion 3, and a pair of bead portions 4 (one side in the illustrated range). And a carcass 6 made of a ply of a radial arrangement code, straddling a toroidal shape.

As shown in FIG. 1, the bead part 4 has a bead core 4a. In the present invention, the bead core 4a can have various shapes such as a circular cross section and a polygonal cross section.
Further, in the present embodiment, a bead filler 7 having a substantially triangular cross section is disposed outside the bead core 4a in the tire radial direction. On the other hand, in this invention, it can also be set as the structure which does not have the bead filler 7. FIG.
The bead portion 4 can be further provided with reinforcing members such as a reinforcing rubber layer and a reinforcing cord layer. These reinforcing members can be provided at various positions in the bead portion 4. For example, the reinforcing members can be provided outside and / or inside the bead filler 7 in the tire width direction.

  Further, in the present embodiment, the carcass 6 extends from the carcass body 6a that is locked to the pair of bead cores 4a and the carcass body 6a. A carcass folded portion 6b.

  In the present invention, the carcass line can have various shapes. For example, the carcass maximum width position may be close to the bead portion 4 side, or may be close to the tread portion 2 side.

  The number of carcass cords to be driven is not particularly limited, but can be set to 20 to 60 pieces / 50 mm, for example.

Furthermore, in the present embodiment, the folded end 6c of the carcass folded portion 6b of the carcass 6 is located on the inner side in the tire radial direction from the outer end in the tire radial direction of the bead filler 7. It can also be located on the outer side in the tire radial direction from the maximum width position.
Further, when the carcass 6 is composed of a plurality of carcass plies, the position of the folded end portion 6c can be varied between the plies.

  In the present embodiment, the carcass 6 extends between the bead cores 4a completely continuously. However, in the present invention, the carcass 6 is not limited to the above example. For example, the carcass 6 extends from the bead core 4a to the tread portion 2. A pair of divided carcasses extending to the outer region in the tire width direction and having a central region in the tire width direction may be formed.

Here, as shown in FIG. 1, the tire 1 is arranged on the outer side in the tire radial direction of the crown portion of the carcass 6, in the illustrated example, on a belt 8 composed of two belt layers, and on the outer side in the tire radial direction of the belt 8. It further has one reinforcing belt layer 9 arranged in the illustrated example.
Here, in the illustrated example, the belt 8 is an inclined belt in which belt cords cross each other between layers. The belt cord is not particularly limited, and for example, a steel cord or an organic fiber cord can be used. Further, the belt cord of each belt layer may extend at an angle of 20 to 75 ° with respect to the tire circumferential direction.
The belt reinforcing layer 9 can be a spiral cord that is spirally wound substantially in the tire circumferential direction. The belt reinforcing layer 9 is tested with a high-rigidity cord (JIS L1017 8.5 a) (2002). L1017 8.8 (corresponding to Young's modulus of 50 MPa or more) obtained in accordance with 8.8 (2002)) or low rigidity cord (also cord having Young's modulus of less than 50 MPa), high elongation cord, high heat shrinkage cord (50 g at 170 ° C. For example, a cord having a thermal shrinkage rate of 1% or more under load can be used. Furthermore, the cord of the belt reinforcing layer 9 can be a monofilament cord, a cord that includes a plurality of filaments, or a cord that includes filaments of different materials.
The number of cords to be driven into the belt reinforcing layer 9 is not particularly limited, but may be, for example, 20 to 60/50 mm.
Further, the cord of the belt reinforcing layer 9 can be distributed by changing the rigidity, material, number of layers, number of driving, etc. in the tire width direction. For example, the number of layers is increased only at the end in the tire width direction. Alternatively, the number of layers can be increased only at the center in the tire width direction.
Further, the belt reinforcing layer 9 can be wider or narrower than the belt 8 in the tire width direction.
Further, in the present embodiment, the belt reinforcing layer 9 is disposed on the outer side in the tire radial direction of the belt 8. However, in the present invention, the belt reinforcing layer 9 may be disposed on the inner side in the tire radial direction of the belt 8. .

Here, in the present invention, the tread portion 2 can be constituted by one rubber layer, or can be constituted by laminating a plurality of different rubber layers in the tire radial direction. When a plurality of different rubber layers are used, loss tangent, modulus, hardness, glass transition temperature, material, and the like can be varied between the layers. In addition, the thickness of the plurality of rubber layers may vary in the tread width direction, and only the groove bottom of the circumferential groove may be a different kind of rubber layer from the periphery thereof.
In the present invention, the tread portion 2 can also be configured by arranging a plurality of different rubber layers in the tire width direction. In this case, the loss tangent, modulus, hardness, glass transition temperature, material, etc. Can be different. Further, the ratio of the width of the plurality of rubber layers in the tire width direction may vary in the tread radial direction, or only the groove bottom of the circumferential groove, only the vicinity of the tread end, only the outermost land portion in the tire width direction, Only a part of the region, such as only the land portion in the center in the tire width direction, can be a rubber layer of a different type from the periphery.

In the present invention, the tire passes through a point on the tread surface in the tire equatorial plane CL (or a point on the virtual outer contour line of the tread if the part is a groove) in the tire width direction cross section in the reference state. A straight line parallel to the width direction is m1, a straight line passing through the tread end TE and parallel to the tire width direction is m2, a distance in the tire radial direction between the straight line m1 and the straight line m2 is a drop in height LCR, and a tread width is TW. The ratio LCR / TW is preferably 0.06 or less, more preferably 0.02 or more and 0.05 or less. This is because the durability and wear resistance of the tire can be improved.
The “tread end” means the outermost end in the tire width direction of the portion that comes into contact with the road surface when the tire is mounted on the rim, filled with the predetermined internal pressure, and the maximum load is applied. To do.

  Furthermore, in the present invention, it is preferable to reduce the thickness of the sidewall portion 3. Specifically, in the above-described reference state, the tire width direction cross-sectional area S1 of the bead filler 7 is preferably 1 to 4 times the tire width direction cross-sectional area S2 of the bead core 4a. This is because the ride comfort can be secured by setting S1 to 4 times or less of S2, while the steering stability can be secured by setting S1 to 1 or more times S2.

In the tire of the present invention, the loss tangent tan δ of the side reinforcing rubber 5 is preferably 0.05 to 0.15. When the loss tangent tan δ is 0.05 or more, the attenuation can be improved. On the other hand, when the loss tangent tan δ is 0.15 or less, heat generation in the side reinforcing rubber 5 can be suppressed. It is. Furthermore, in the tire of the present invention, the 50% elongation modulus of the side reinforcing rubber 5 is preferably 1.5 to 6.0 MPa. By setting the 50% elongation modulus of the side reinforcing rubber 5 to 1.5 MPa or more, the steering stability can be further secured, while the 50% elongation modulus of the side reinforcing rubber 5 is set to 6.0 MPa or less. This is because comfort and riding comfort can be further ensured. The loss tangent tan δ and the 50% elongation modulus are measured on a test piece having a thickness of 2 mm, a width of 5 mm, and a length of 20 mm under the conditions of an initial strain of 1%, a dynamic strain frequency of 50 Hz, and a temperature of 60 ° C. Value.
Further, as shown in FIG. 1, the side reinforcing rubber 5 is preferably disposed inside the carcass 6 in the tire width direction.

Now, in the run-flat tire 1 of the present embodiment, the folded end 6c of the carcass folded portion 6b is located on the inner side in the tire radial direction from the maximum tire width position in the tire width direction cross section in the reference state.
Hereinafter, the effect of the run flat tire of this embodiment is demonstrated.

The present inventors have made extensive studies to solve the problem of ensuring run-flat durability while improving the fuel efficiency. As a result, in narrow and large tires that satisfy the relational expression between the cross-sectional width SW and the outer diameter OD as described above, the buckling that occurs in the tread portion tends to be reduced. It has been found that the wall portion does not require much rigidity.
And the present inventors have obtained the new knowledge that run-flat durability can be secured while improving fuel efficiency by simplifying the internal structure in the vicinity of the sidewall portion, and complete the present invention. It came to.

First, since the run-flat tire of this embodiment is a tire having a narrow width and a large diameter in which the cross-sectional width SW and the outer diameter OD satisfy the above relational expression, the air resistance value and the rolling resistance value are reduced, and the fuel consumption is reduced. Can be improved.
And since the side reinforcement rubber 5 is arrange | positioned at the side wall part 3, run flat durability is securable. Further, since the folded end 6c of the carcass folded portion 6b is positioned on the inner side in the tire radial direction from the tire maximum width position, the weight of the carcass member can be reduced and fuel efficiency can be improved. Further, it is possible to obtain an effect of reducing the longitudinal spring in the tire radial direction and improving the riding comfort performance.
As described above, according to the run flat tire of the present embodiment, run flat durability can be ensured while improving fuel efficiency.
In a conventional tire in which the cross-sectional width SW and the outer diameter OD do not satisfy the above relational expression, the turn-up end 6c of the carcass turn-up portion 6b extends outward in the tire radial direction from the tire maximum width position. A structure that extends even inside the tire width direction at the end is often used. With this configuration, the effect of improving the run flat durability can be obtained. On the other hand, in the tire of the present embodiment, since the buckling of the tread portion is relatively small as described above, the turn-up end 6c of the carcass turn-up portion 6b may be positioned on the inner side in the tire radial direction from the tire maximum width position. Sufficient run-flat durability can be obtained.

  In the run flat tire of the present invention, the tire radial direction height from the innermost position in the tire radial direction of the carcass 6 of the folded end 6c of the carcass folded portion 6b in the cross section in the tire width direction in the reference state is It is preferable that it is 30 mm or less. This is because the weight of the carcass member can be further reduced to further improve fuel efficiency.

In the run flat tire of the present invention, when the maximum length in the tire radial direction of the side reinforcing rubber 5 is H1,
10 (mm) ≦ (SW / OD) × H1 ≦ 20 (mm)
It is preferable to satisfy.
By setting (SW / OD) × H1 to 10 (mm) or more, the volume of the side reinforcing rubber 5 can be secured, and run-flat durability can be further secured, while (SW / OD) × This is because by setting H1 to 20 (mm) or less, the weight of the side reinforcing rubber 5 can be reduced and fuel efficiency can be further improved.

Here, the run-flat tire of the present invention has a length of a line segment connecting the outermost point in the tire radial direction of the bead filler 7 and the outermost point in the tire radial direction of the bead core 4a in the cross section in the tire width direction in the reference state. When H is H2, it is preferable that 1.8 ≦ H1 / H2 ≦ 3.5 is satisfied.
Fuel efficiency can be further improved by setting the ratio H1 / H2 to be 1.8 or more, while further ensuring run-flat durability by setting the ratio H1 / H2 to be 3.5 or less. Because you can.
When there are a plurality of either or both of “bead filler outermost point in the tire radial direction” and “bead core outermost point in the tire radial direction”, the line segments are connected so that H2 is maximized. To do.
Moreover, it is preferable that ratio H1 / SH with respect to tire cross-section height SH is in the range of 45% to 65% for H1. This is because if the ratio H1 / SH is greater than 65%, the fuel efficiency tends to deteriorate, whereas if the ratio H1 / SH is less than 45%, the run-flat durability tends to decrease. For the same reason, the ratio H1 / SH is preferably in the range of 50% to 60%.

  In the run flat tire of the present invention, the maximum thickness of the side reinforcing rubber 5 measured in the direction perpendicular to the carcass 6 is preferably 6 mm or less. This is because the fuel efficiency can be further improved.

  In the present invention, the negative rate (ratio of the groove area to the entire tread surface area) is preferably 25% or less. When the vehicle mounting direction is designated, the negative rate can be different between the vehicle mounting inner side and the outer side with the tire equatorial plane CL as a boundary. For example, the negative rate inside the vehicle can be made larger than the negative rate outside the vehicle.

  In the tire of the present invention, the tread surface can be provided with a widthwise groove extending in the tire width direction from the center region in the tire width direction to the tread end TE. In this case, it can be set as the structure which does not have the circumferential groove | channel extended on a tread tread surface in a tire circumferential direction.

  Furthermore, the tire of this invention can be set as the structure by which the some rib-shaped land part was divided by the some circumferential groove | channel and the tread end TE. Here, the “rib-shaped land portion” means a land portion extending in the tire circumferential direction without being divided by a groove extending in the tire width direction, and the “rib-shaped land portion” It includes those having a groove in the width direction terminating at, and those separated by sipes.

  In the above case, for example, the vehicle mounting direction is designated for the outermost land portion in the tire width direction that is defined by the outermost circumferential groove in the tire width direction and the tread end TE among the plurality of rib-like land portions. From the viewpoint of improving steering stability, the width in the tire width direction of the outermost land portion in the tire width direction on the outer side of the vehicle is larger than the width in the tire width direction of the outermost land portion on the inner side of the vehicle. preferable.

  In the tire of the present invention, a porous member for reducing cavity resonance noise can be disposed on the tire inner surface. For the same reason, electrostatic flocking can be applied to the tire inner surface.

  Furthermore, in the tire of the present invention, it is preferable to dispose an inner liner for maintaining the inner pressure of the tire on the inner surface of the tire. The inner liner is a film layer mainly composed of a resin in addition to a rubber layer mainly composed of butyl rubber. Can be formed.

  In the tire of the present invention, a sealant member for preventing air leakage at the time of puncture can be disposed on the tire inner surface.

The internal pressure of the tire of the present invention is preferably 250 kPa or more, more preferably 280 kPa or more, and further preferably 300 kPa or more.
The tire of the present invention preferably has an air volume of 15000 cm ³ or more in order to cope with a load that can be used on public roads.

  In order to confirm the effect of the present invention, tires according to Invention Examples 1 and 2 and Comparative Examples 1 and 2 were manufactured as trials, and tests for evaluating the fuel efficiency and run-flat durability of the tires were performed. The specifications of each tire are shown in Table 1 below.

<Fuel efficiency>
A test by running in JC08 mode was performed. The evaluation result is expressed as an index with the evaluation result of the tire according to Comparative Example 1 as 100, and a larger index indicates better fuel consumption.
<Runflat durability>
The distance from a drum tester to 65% of the maximum load according to the LI (Load Index) and running at a speed of 80 km / h until the tire fails and cannot run due to a complete running condition of 160 km for 2 hours Was measured. Table 1 shows the results of index evaluation with the run flat durability of the tire of Comparative Example 1 as 100. It shows that the run-flat durability of the tire is so favorable that a numerical value is large.
These evaluation results are shown in Table 1 below together with tire specifications.

  As shown in Table 1, it can be seen that the tires according to Invention Examples 1 and 2 were able to achieve both fuel efficiency and run-flat durability as compared with the tires according to Comparative Examples 1 and 2. . Furthermore, it can be seen that Invention Example 1 is more fuel efficient than Invention Example 2.

DESCRIPTION OF SYMBOLS 1 Run flat tire 2 Tread part 3 Side wall part 4 Bead part 4a Bead core 5 Side reinforcement rubber 6 Carcass 6a Carcass main-body part 6b Carcass folding | returning part 6c Folding end 7 Bead filler 8 Belt 9 Belt reinforcement layer CL Tire equatorial surface TE Tread end

Claims (2)

A tread portion, a pair of sidewall portions continuous on both sides of the tread portion, a bead portion continuous with each sidewall portion, a crescent-shaped side reinforcing rubber disposed on the sidewall portion, and a pair of the beads A run-flat tire comprising a carcass formed of a ply of a radial arrangement code straddling a toroidal shape between parts,
When the tire is incorporated in the rim and the internal pressure is 250 kPa or more,
When the cross-sectional width SW of the tire is less than 165 (mm), the ratio SW / OD of the cross-sectional width SW of the tire to the outer diameter OD is 0.26 or less,
When the cross-sectional width SW of the tire is 165 (mm) or more, the cross-sectional width SW and the outer diameter OD of the tire are a relational expression,
OD ≧ 2.135 × SW + 282.3 (mm)
The filling,
The bead portion has a bead core,
The carcass includes a carcass main body portion that is locked to the pair of bead cores, and a carcass folding portion that extends from the carcass main body portion and is folded around the bead core from the inner side to the outer side in the tire width direction. ,
The folded end of the carcass folded portion is positioned on the inner side in the tire radial direction from the maximum tire width position in the tire width direction cross section in the reference state, in which the tire is incorporated into the rim, filled with a predetermined internal pressure, and unloaded. A run-flat tire characterized by In the tire width direction cross section in the reference state,
2. The run-flat tire according to claim 1, wherein a height of the folded end portion of the carcass folded portion from the innermost position in the tire radial direction of the carcass is 30 mm or less.

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