JP4057282B2 - Pneumatic tire - Google Patents

Description

【００４８】
表の如く実施例のものは、転がり抵抗が改善されているのが確認できる。
【００４９】
【発明の効果】
叙上の如く本発明は、サイドウォール部に低発熱性ゴムを用いるとともに、このサイドウォール部に、その折れ曲がりを容易とするための外凸の折曲がり部を設けているため、トレッド部の歪みを低発熱性ゴムのサイドウォール部に振り替えることができ、転がり抵抗をトータル的に減少しうる。
【図面の簡単な説明】
【図１】本発明の空気入りタイヤの一実施例を示す断面図である。
【図２】サイドウォール上方領域の輪郭形状を説明する線図である。
【図３】サイドウォール下方領域の輪郭形状を説明する線図である。
【図４】基準低内圧状態と基準状態との間の最大巾点の移動量を説明する線図である。
【図５】（Ａ）、（Ｂ）は、表１で用いた実施例２、３のタイヤの断面図である。
【図６】表１で用いた比較例１のタイヤの断面図である。
【符号の説明】
２ トレッド部
２Ｇ トレッドゴム
３ サイドウォール部
３Ｇ サイドウォールゴム
３Ｕ サイドウォール上方領域
３Ｌ サイドウォール下方領域
４ ビード部
５ ビードコア
６ カーカス
７ ベルト層
１０ 低発熱性ゴム
２０、２０Ｕ、２０Ｌ 突出域
２１ 折曲がり部
Ｋ 輪郭線
Ｋ１Ｕ、Ｋ２Ｕ 上の輪郭線
Ｋ１Ｌ、Ｋ２Ｌ 下の輪郭線
Ｎ 正規リム
ＮＰ リムヒール点[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a pneumatic tire in which rolling resistance is improved by providing an outwardly convex bent portion that facilitates bending at a sidewall portion.
[0002]
[Background Art and Problems to be Solved by the Invention]
The rolling resistance of a tire is a resistance caused by a tire made of rubber and a tire cord, which are viscoelastic bodies, rotating while being bent, causing energy loss and deteriorating fuel efficiency.
[0003]
The tire uses rubber having various loss factors (tan δ) depending on the part, the volume thereof is different, and the generated strain is also different depending on the part. The rolling resistance of the tire is generated in consideration of the loss coefficient, volume, and strain of each rubber. If each of these rubbers is large, the contribution to the rolling resistance is increased by a synergistic effect.
[0004]
Here, according to the result of analyzing the contribution of the rolling resistance for each part, it has been found that in the conventional tire, the contribution ratio of the tread portion is 50% and the contribution ratio of the sidewall portion is 18%.
[0005]
As described above, the tread portion has the largest volume in the tire, and rubber having a high loss factor is easily used in consideration of wet grip properties, and therefore, the contribution to the rolling resistance is very high.
[0006]
Therefore, in order to reduce this rolling resistance, conventionally, the tread width is reduced, the tread gauge thickness is reduced, the volume of the tread rubber is reduced by increasing the groove volume, etc., and the tread rubber is lost. Although a low coefficient is used, all of them tend to lead to a decrease in steering stability. In particular, when rubber with a low loss coefficient is used, there is a problem that wet grip properties are impaired.
[0007]
Thus, in the tread portion, changing the volume and rubber physical properties to reduce the rolling resistance has an excessive influence on other performance.
[0008]
Therefore, the present inventor has paid attention to the distortion of the tread portion and proposed to transfer this distortion to the sidewall portion having a small contribution. In other words, by concentrating the deflection due to the load on the side wall where rubber with a low loss coefficient can be used, the distortion of the tread can be reduced, and as a result, the rolling resistance of the entire tire can be reduced. I found out.
[0009]
That is, the present invention uses a low heat-generating rubber for the side wall part, and the side wall part is provided with an outwardly convex bent part for facilitating the bending. An object of the present invention is to provide a pneumatic tire that can be transferred to a wall portion and can reduce rolling resistance in total.
[0010]
[Means for Solving the Problems]
In order to achieve the above object, the invention of a pneumatic tire according to claim 1 of the present invention is directed to a carcass that turns from a tread portion having a contact area to a sidewall portion by a bead core of a bead portion, an inner portion of the tread portion, and the carcass. A belt layer arranged on the outside of the
The sidewall rubber forming the sidewall portion is formed using a low heat-generating rubber whose loss coefficient (tan δs) is smaller than the loss coefficient (tan δt) of the tread rubber forming the tread portion,
In the meridional section of the tire in a reference low internal pressure state in which a rim is assembled to a normal rim and an internal pressure of 10 kPa is applied,
The region above the sidewall in the radial direction from the maximum width point B at which the length W between the points where the tire axial direction line intersects the tire outer surface at the sidewall portion becomes the maximum value Wb, and the sidewall below in the radial direction The region is formed by using a substantially arc shape and / or a substantially straight outline whose outer surface is convex outward.
In addition, the sidewall upper region and the sidewall lower region, in the range made of the low heat-generating rubber, the protrusion forms an outwardly convex bent portion for facilitating the bending of the sidewall portion. Get the area,
In addition, the carcass has an outwardly convex bent portion that bends in accordance with the bent portion at the position of each protruding region.
[0011]
In the invention of claim 2, the protruding region in the upper region of the side wall and the protruding region in the lower region of the side wall have a maximum rim point B and a rim heel point where an extension line between the rim seat of the rim and the inner surface of the rim flange intersects. The rim width line L passing in the radial direction passes through the upper outer surface point A where it intersects the outer surface of the tire on the tread portion side, and the lower outer surface point C where the rim width line L intersects with the outer surface of the tire on the bead portion side. While projecting outside the tire from the reference arc J,
The protruding region of the upper side wall region includes an upper contour line extending from the upper outer surface point A and exceeding the reference arc J, and a lower contour line extending from the maximum width point B and beyond the reference arc J. And the protruding portion of the lower side wall region extends from the lower outer surface point C and extends from the lowermost contour point J to the outside and the maximum width point B. The bent portion is formed by the upper contour line extending beyond the reference arc J.
[0012]
Further, in the invention of claim 3, each of the projecting areas is different from the tire total thickness T1U at the bent portion 21 in the upper projecting area 20U and the tire total thickness T2 at the maximum width point B. T1U−T2 | and the difference | T1L−T2 | between the tire total thickness T1L at the bent portion 21 in the lower protruding region 20L and the tire total thickness T2 at the maximum width point B is 5.0 mm. It is characterized by the following.
[0013]
According to the invention of claim 4, the length W between the point where the tire axial direction line intersects the outer surface of the tire in the sidewall portion in the reference state where an internal pressure of 200 kPA is applied from the maximum width point B in the reference low pressure state. The amount D of movement in the tire axial direction on one side of the tire up to the maximum width point Bp at which the maximum value Wbp is obtained satisfies the following formula.
3 ≦ (D / V) × 100
V = {(Y−X) / Wbp} × (Wbp−Wr)
Y: Tire outer diameter in the standard state X: Diameter at the rim heel point (rim diameter)
Wbp: Maximum tire width in reference state Wr: Distance between rim heel points (rim width)
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 shows a meridional section of a reference low internal pressure state in which a pneumatic tire of the present invention is assembled to a regular rim N and an internal pressure of 10 kPa is applied. The “regular rim N” is a rim determined by the standard on which the tire is based. For JATMA, it means a standard rim, for TRA it means “Design Rim”, and for ETRTO it means “Measuring Rim”. .
[0015]
In FIG. 1, a pneumatic tire 1 includes a carcass 6 extending from a tread portion 2 having a contact area to a bead core 5 of a bead portion 4 through a sidewall portion 3, an inner side of the tread portion 2, and an outer side of the carcass 6. And a belt layer 7 arranged.
[0016]
The carcass 6 is formed of at least one carcass ply 6A in this example, in which carcass cords are arranged at an angle of 70 to 90 degrees with respect to the tire circumferential direction. The carcass ply 6A includes a ply folding portion 6b that is folded around the bead core 5 at both ends of the ply main body portion 6a straddling between the bead cores 5 and 5. A bead apex rubber 8 that extends in a tapered shape from the bead core 5 toward the outer side in the tire radial direction is disposed.
[0017]
In this example, the case where the ply turn-up portion 6b extends beyond the bead apex rubber 8 to the vicinity of the height position of the maximum width point B of the tire is used to reinforce the bead portion 4 and Increases tire lateral rigidity. The “maximum width point B” means a point where the length W between the points where the tire axial direction line M intersects the tire outer surface in the sidewall portion 3 becomes the maximum value Wb.
[0018]
The belt layer 7 is formed of at least two belt plies 7A and 7B in this example, in which belt cords are arranged at an angle of 10 to 35 degrees with respect to the tire circumferential direction. The belt plies 7A and 7B have a so-called cross structure in which the cords cross each other between the plies, thereby reinforcing the tread portion 2 with high rigidity.
[0019]
A band layer 9 can be disposed outside the belt layer 7 for the purpose of improving high-speed durability, high-speed steering stability, and the like. The band layer 9 is made of a band ply in which band cords are arranged substantially in parallel with the tire circumferential direction, covers at least the outer end portion of the belt layer 7 in the tire axial direction, and restrains its movement.
[0020]
Next, in the tire 1 of the present embodiment, the sidewall rubber 3G forming the sidewall portion 3 has a loss coefficient (tan δs) greater than the loss coefficient (tan δt) of the tread rubber 2G forming the tread portion 2. It is formed using a small low heat-generating rubber 10.
[0021]
Here, the “sidewall portion 3” is defined as a region from the tread end TU that is the outer end of the tread portion 2 to a separation point TL where the bead portion 4 is separated from the normal rim N. The “tread end TU” is a point where the outer surface of the sidewall portion 3 and the outer surface of the tread portion 2 intersect in an edge shape in the case of a square shoulder. In the case of a round shoulder or the like as in this example, It means the intersection of the radial line drawn from the point where the extended lines of the outer surface of the wall part 3 and the outer surface of the tread part 2 intersect with the outer surface.
[0022]
Further, the sidewall rubber 3G is a rubber disposed on the outside of the carcass 6 in the sidewall portion 3, and among these, the range of 70% or more of the outer surface of the sidewall portion 3 is the low heat-generating rubber 10. Forming. In this example, the low exothermic rubber 10 is formed between the hard clinch rubber 11 for preventing rim displacement and the tread rubber 2G.
[0023]
The loss coefficient (tan δs) of the low heat-generating rubber 10 is required to be at least smaller than the loss coefficient (tan δt) of the tread rubber 2G for the rolling resistance reduction effect of the present invention, The difference (tan δt−tan δs) is preferably 0.01 or more, and the loss factor (tan δs) is preferably 0.01 to 0.20. When the difference (tan δt−tan δs) is less than 0.01 or tan δs exceeds 0.20, the rolling resistance reduction effect is not sufficiently exhibited. On the other hand, when tan δs is less than 0.01, there is a possibility that the processability of rubber may be inferior.
[0024]
The tread rubber 2G may have a so-called two-layer structure of a so-called cap rubber layer and a base rubber layer. In such a case, the lower loss coefficient of the rubber layer is considered as tan δt. The loss factor is a value measured using a viscoelastic spectrometer manufactured by Iwamoto Seisakusho under the conditions of a temperature of 70 ° C., a frequency of 10 Hz, and a dynamic strain of ± 2%.
[0025]
Next, in the tire 1 of the present embodiment, in the meridional section of the tire in the reference low internal pressure state, the sidewall upper region 3U radially outward from the maximum width point B and the sidewall lower region 3L radially inward. Are formed using a substantially circular arc and / or a substantially straight contour line K whose outer surface is convex outward.
[0026]
Further, the sidewall upper region 3U and the sidewall lower region 3L each have an outer convex fold for facilitating the bending of the sidewall portion 3 in the range made of the low heat-generating rubber. It has the big characteristic in providing the protrusion area | region 20 which forms the bending part 21. FIG. At this time, the carcass 6 has a bent portion 6P that bends in accordance with the bent portion 21 at the position of each protruding region 20. As described above, the carcass 6 forms, as shown in FIGS. 1 to 3, the bent portion 6 </ b> P having an outwardly convex bent portion 6 </ b> P different from other regions connected to the bent portion 21. It is clear, that is, “having an outer convex bent part that bends in accordance with the bent part at the position of each protruding area” means that the reference low internal pressure state in which a rim is assembled to a normal rim and an internal pressure of 10 kPa is applied In the bent part 21 in the meridional section of the tire, the bent part 6P is formed in a bent shape different from other regions of the carcass 6 connected to the bent part 6P and bent outwardly. For convenience, the protruding region 20 of the sidewall upper region 3U may be referred to as the upper protruding region 20U, and the protruding region 20 of the sidewall lower region 3L may be referred to as the lower protruding region 20L.
[0027]
In this example, in particular, the case where the upper and lower protruding areas 20U and 20L protrude outward from the reference arc J passing through the maximum width point B and the upper and lower outer surface points A and C, respectively. The “upper outer surface point A” is a rim width line L passing through the rim heel point NP in the radial direction when the point where the extension line between the rim seat of the rim N and the inner surface of the rim flange intersect is defined as the rim heel point NP. Means the point where the outer surface of the tire intersects on the tread portion 2 side. The “lower outer surface point C” means a point where the rim width line L intersects the outer surface of the tire on the bead portion 4 side. In the present example, the upper outer surface point A is located on the outer side in the tire axial direction from the tread end TU.
[0028]
In addition, as shown in FIG. 2 in an enlarged manner, in the upper projecting area 20U, the bent portion 21 extends from the upper outer surface point A and extends to the upper contour line K1U extending outside the reference arc J. A lower contour line K1L extending from the maximum width point B and beyond the reference arc J is formed at a position where it intersects in a bent shape.
[0029]
Similarly, the bent portion 21 of the lower protruding area 20L has a lower outline K2L extending from the lower outer surface point C and extending beyond the reference arc J, as shown in FIG. The upper contour line K2U extending from the maximum width point B and exceeding the reference arc J is formed at a position where it intersects in a bent shape.
[0030]
Here, the upper and lower outlines K1U, K1L, K2U, and K2L are substantially larger arc lines and / or curvature radii in which the curvature radius is 2.0 times or more the curvature radius R0 of the reference arc J. It is formed using a substantially straight line that is infinitely large. In this example, the upper and lower contour lines K1U, K1L, K2U, and K2L are formed by a large arc that is close to a straight line having a radius of curvature of about 3.5 × R0 or more, and the tire contour shape is close to a rectangular shape. The preferable case is illustrated.
[0031]
The bent portion 21 may be formed by intersecting the upper and lower contour lines K1U, K1L, K2U, K2L in an edge shape, and may be smoothly connected by a small arc 21A as in this example. . At this time, the curvature radius of the small arc 21A is preferably 0.5 times or less, more preferably 0.45 times or less of the curvature radius R0 of the reference arc J.
[0032]
Thus, since the protruding area 20 having the bent portion 21 is provided in each of the sidewall upper region 3U and the sidewall lower region 3L, the sidewall portion 3 is bent and deformed starting from the bent portion 21. It becomes easy. That is, the deflection due to the load can be concentrated on the sidewall portion 3 using the low heat-generating rubber 10 and the deflection of the tread portion 2 can be reduced. As a result, the rolling resistance of the entire tire can be reduced. And since the said protrusion area | region 20 protrudes on the tire outer side rather than the reference | standard circular arc J, the air volume of a tire can be enlarged and the reduction | decrease of the whole deflection | deviation by load load can also be aimed at.
[0033]
In addition, since it does not reduce the volume of the tread rubber 2G or change its rubber characteristics, it is possible to maintain steering stability, wear resistance, wet grip properties, and the like.
[0034]
Here, in order to further facilitate the deformation of the sidewall portion 3, when the bent point 21 protrudes most from the reference arc J is 21P, in the upper protruding region 20U, the protruding point 21P. Is preferably located as far as possible in the tire radial direction outside and in the tire axial direction outside. In particular, the protruding point 21P is preferably positioned on the outer side of the tire with respect to the tangent SU of the reference arc J passing through the upper outer surface point A, as shown in FIGS. 2, 5A, and 5B. In order to avoid the influence of the belt layer 7, it is preferable to keep the protruding point 21 </ b> P inward in the radial direction from the outer end in the tire axial direction of the belt layer 7.
[0035]
In the lower protrusion region 20L, it is preferable that the position of the protrusion point 21P be positioned as far as possible in the tire radial direction inner side and in the tire axial direction outer side. In particular, the protruding point 21P is preferably positioned outside the tire with respect to the tangent line SL of the reference arc J passing through the lower outer surface point C as shown in FIG.
[0036]
For the same purpose, the difference between the total tire thickness T1U at the bent portion 21 in the upper protruding area 20U and the total tire thickness T2 at the maximum width point B | T1U-T2 | and the lower protrusion It is also preferable to reduce the difference | T1L-T2 | between the total tire thickness T1L at the bent portion 21 in the region 20L and the total tire thickness T2 at the maximum width point B to 5.0 mm or less. At this time, it is also preferable to reduce the difference Tmax−Tmin between the maximum value Tmax and the minimum value Tmin among the tire total thicknesses T1U, T1L, T2 to 5.0 mm or less.
[0037]
This is because if the differences | T1U−T2 |, | T1L−T2 |, and Tmax−Tmin exceed 5.0 mm, the movement of the sidewall portion 3 is limited during internal pressure filling, and deformation is less likely to occur. Therefore, the difference is more preferably 3.0 mm or less. In addition, if it is less than 0.5 mm, it is inferior to external resistance.
[0038]
Further, in order to reduce the influence of the bead apex rubber 8 as much as possible and to facilitate the deformation at the bent portion 21, the bead apex rubber 8 is made to have a tire radius that is higher than the height position of the protruding point 21P in the lower protruding area 20L. It should be terminated inside the direction.
[0039]
The height H1 in the tire radial direction between the upper and lower protruding points 21P, 21P is preferably 0.30 to 0.85 times the cross-sectional height H of the tire in order to perform deformation in a well-balanced manner. 0.65 times is more preferable.
[0040]
Further, as a result of research by the present inventor, a tire having a large change in the maximum width of the tire before and after inflation is easily deformed by a load, and the side wall is caused by a synergistic effect with the bent portion 21. It has been found that the deflection can be further concentrated in the part, and the rolling resistance can be further improved.
[0041]
That is, as shown in FIG. 4, the movement amount D in the tire axial direction on the tire one side from the maximum width point B in the reference low pressure state to the maximum width point Bp in the reference state with an internal pressure of 200 kPA is as follows: When satisfying the formula (1), a greater effect of improving rolling resistance can be exhibited by the synergistic effect with the bent portion 21. The “maximum width point Bp” is a point where, in the reference state, the length W between the points where the tire axial direction line intersects the tire outer surface in the sidewall portion 3 becomes the maximum value Wbp.
3 ≦ (D / V) × 100 --- <1>
[0042]
Further, “V” in the equation (1) is a size factor for normalizing the movement amount D and correcting it to a value according to the tire size, and is set by the following equation (2).
V = {(Y−X) / Wbp} × (Wbp−Wr)
Y: Tire outer diameter in the standard state X: Diameter at the rim heel point (rim diameter)
Wbp: Maximum tire width in reference state Wr: Distance between rim heel points (rim width)
[0043]
When the value (D / V) × 100 is 3.0 or more, further 4.0 or more, and further 5.0 or more, the improvement effect of rolling resistance becomes high, and conversely if it is less than 3.0, the improvement effect. Becomes lower.
[0044]
As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.
[0045]
【Example】
A passenger car radial tire having the structure shown in FIG. 1 and having a tire size of 195 / 65R15 was made on the basis of the specifications shown in Table 1, and the rolling resistance of the sample tire was measured and compared.
[0046]
(1) Rolling resistance:
Rolling when a sample tire is filled with a rim (15 x 5.5 JJ) and internal pressure (200 kPa) and run on a drum of a rolling resistance tester at a load (4.5 kN) and speed (80 km / h) The resistance was measured and displayed as an index when Comparative Example 1 (conventional tire) was set to 100. A smaller index is better.
[0047]
[Table 1]

[0048]
As shown in the table, it can be confirmed that the rolling resistance of the examples is improved.
[0049]
【The invention's effect】
As described above, the present invention uses a low heat-generating rubber for the side wall portion, and the side wall portion is provided with an outwardly convex bent portion for facilitating the bending. Can be transferred to the side wall portion of the low heat-generating rubber, and the rolling resistance can be reduced in total.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view showing an embodiment of a pneumatic tire according to the present invention.
FIG. 2 is a diagram illustrating a contour shape of a region above a sidewall.
FIG. 3 is a diagram for explaining a contour shape of a region below a sidewall.
FIG. 4 is a diagram for explaining a movement amount of a maximum width point between a reference low internal pressure state and a reference state.
5A and 5B are cross-sectional views of tires of Examples 2 and 3 used in Table 1. FIG.
6 is a cross-sectional view of a tire of Comparative Example 1 used in Table 1. FIG.
[Explanation of symbols]
2 Tread part 2G Tread rubber 3 Side wall part 3G Side wall rubber 3U Side wall upper area 3L Side wall lower area 4 Bead part 5 Bead core 6 Carcass 7 Belt layer 10 Low heat-generating rubber 20, 20U, 20L Protrusion area 21 Bent part K Contour lines K1U, K2U Contour lines K1L, K2L Contour lines N Normal rim NP Rim heel point

Claims (4)

A carcass that is turned from the tread portion having the contact area to the side wall portion by a bead core of the bead portion, and a belt layer disposed inside the tread portion and outside the carcass,
The sidewall rubber forming the sidewall portion is formed using a low heat-generating rubber whose loss coefficient (tan δs) is smaller than the loss coefficient (tan δt) of the tread rubber forming the tread portion,
In the meridional section of the tire in a reference low internal pressure state in which a rim is assembled to a normal rim and an internal pressure of 10 kPa is applied,
The region above the sidewall in the radial direction from the maximum width point B at which the length W between the points where the tire axial direction line intersects the tire outer surface at the sidewall portion becomes the maximum value Wb, and the sidewall below in the radial direction The region is formed by using a substantially arc shape and / or a substantially straight outline whose outer surface is convex outward.
In addition, the sidewall upper region and the sidewall lower region, in the range made of the low heat-generating rubber, the protrusion forms an outwardly convex bent portion for facilitating the bending of the sidewall portion. With area,
And the said carcass has the outward convex bending part bent according to the said bending part in the position of each protrusion area, The pneumatic tire characterized by the above-mentioned. The protruding region in the upper region of the side wall and the protruding region in the lower region of the side wall are the rim width line L passing in the radial direction through the maximum width point B and the rim heel point where the extension line between the rim seat of the rim and the inner surface of the rim flange intersects. On the tire outer side than the reference arc J passing through the upper outer surface point A that intersects the outer surface of the tire on the tread portion side and the lower outer surface point C where the rim width line L intersects the outer surface of the tire on the bead portion side. With protrusions
The protruding region of the upper side wall region includes an upper contour line extending from the upper outer surface point A and exceeding the reference arc J, and a lower contour line extending from the maximum width point B and beyond the reference arc J. And the projecting area of the lower region of the sidewall extends from the lower outer surface point C and extends downward from the reference arc J and from the maximum width point B. 2. The pneumatic tire according to claim 1, wherein the bent portion is formed by an upper contour line that extends outside the reference arc J. 3.   Each of the protruding areas has a difference | T1U−T2 | between a tire total thickness T1U at the bent portion 21 in the upper protruding area 20U and a tire total thickness T2 at the maximum width point B, and The difference | T1L-T2 | between the tire total thickness T1L at the bent portion 21 in the protruding region 20L and the tire total thickness T2 at the maximum width point B is 5.0 mm or less. The pneumatic tire according to claim 1 or 2. The maximum width at which the length W between the points where the tire axial direction line intersects the outer surface of the tire in the sidewall portion becomes the maximum value Wbp in the reference state where an internal pressure of 200 kPa is applied from the maximum width point B in the reference low pressure state. The pneumatic tire according to any one of claims 1 to 3, wherein a movement amount D in the tire axial direction on one side of the tire up to the point Bp satisfies the following expression.
3 ≦ (D / V) × 100
V = {(Y−X) / Wbp} × (Wbp−Wr)
Y: Tire outer diameter in the standard state X: Diameter at the rim heel point (rim diameter)
Wbp: Maximum tire width in standard condition Wr: Distance between rim heel points (rim width)

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