JP4456386B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP4456386B2
JP4456386B2 JP2004083205A JP2004083205A JP4456386B2 JP 4456386 B2 JP4456386 B2 JP 4456386B2 JP 2004083205 A JP2004083205 A JP 2004083205A JP 2004083205 A JP2004083205 A JP 2004083205A JP 4456386 B2 JP4456386 B2 JP 4456386B2
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rubber
elastic modulus
base rubber
complex elastic
central
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JP2005263175A (en
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昇 若林
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住友ゴム工業株式会社
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0041Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • B60C11/0075Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different base rubber layers in the axial direction
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0041Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers

Description

本発明は、トレッドゴムの構造及びそのゴムの正接損失、複素弾性率を規制することにより、乗り心地性と操縦安定性とを向上しうる空気入りタイヤに関する。   The present invention relates to a pneumatic tire that can improve ride comfort and handling stability by regulating the structure of a tread rubber and the tangent loss and complex elastic modulus of the rubber.

一般に、空気入りタイヤにおいて乗り心地性を向上させるためには、トレッドゴムにゴム硬度が低い軟質のゴムを用いることが好ましいが、このときトレッド剛性が減少するため操縦安定性の低下を招くという問題がある。   In general, in order to improve riding comfort in a pneumatic tire, it is preferable to use a soft rubber having a low rubber hardness for the tread rubber. However, at this time, the tread rigidity is reduced, which causes a decrease in handling stability. There is.

そこで近年、乗り心地性と操縦安定性とを両立して向上させるために、例えば特許文献1のタイヤが提案されている。このものは、トレッドゴムをキャップゴム層とベースゴム層との2層構造とするとともに、ベースゴム層を中央ゴム部とその両側の外側ゴム部とに3区分し、中央ゴム部のゴム硬度aとモジュラスα、外側ゴム部のゴム硬度bとモジュラスβ、及びキャップゴム層のゴム硬度cとモジュラスγを、a>c>b、及び α>γ>β の関係に規制している。   Therefore, in recent years, for example, a tire of Patent Document 1 has been proposed in order to improve both ride comfort and handling stability. In this structure, the tread rubber has a two-layer structure of a cap rubber layer and a base rubber layer, and the base rubber layer is divided into a central rubber portion and outer rubber portions on both sides thereof, and the rubber hardness a of the central rubber portion is determined. And the modulus α, the rubber hardness b and the modulus β of the outer rubber portion, and the rubber hardness c and the modulus γ of the cap rubber layer are restricted to the relationship of a> c> b and α> γ> β.

即ち、中央ゴム部に最も硬質かつ高弾性のゴムを使用して操縦安定性の向上を図るとともに、外側ゴム部に最も軟質かつ低弾性のゴムを使用して乗り心地性の向上を図っている。   In other words, the hardest and most elastic rubber is used for the central rubber part to improve the driving stability, and the softest and less elastic rubber is used for the outer rubber part to improve the riding comfort. .

しかし係る構成では、コーナリングパワーへの影響が大きいトレッドショルダ域での剛性が充分に確保されないため、操縦安定性の向上効果が不十分であり、又直進走行時に接地圧が高くなるトレッド中央域での剛性が大となるため乗り心地性の向上効果も不十分としている。又操縦安定性にとってコーナリングパワー以外にハンドル応答性も重要であり、かつ乗り心地性にとって硬さ以外に振動吸収性や振動減衰性も重要である。しかしゴム硬度及びモジュラスの規制では、これらハンドル応答性、振動吸収性、振動減衰性等を充分に掌握することは難しい。
特開平10−297214号公報
However, in such a configuration, the rigidity in the tread shoulder region that has a large influence on the cornering power is not sufficiently secured, so the effect of improving the steering stability is insufficient, and in the central region of the tread where the ground pressure becomes high when traveling straight ahead. Since the rigidity of the vehicle is large, the effect of improving the ride comfort is also insufficient. In addition to cornering power, steering response is also important for steering stability, and vibration absorption and vibration damping are also important for ride comfort in addition to hardness. However, it is difficult to sufficiently grasp the handle response, vibration absorption, vibration damping, etc. under the regulations of rubber hardness and modulus.
Japanese Patent Laid-Open No. 10-297214

そこで本発明は、ベースゴム層の中央ゴム部の側に、外側ゴム部に比して正接損失が大かつ複素弾性率を小とした、振動吸収性が大かつ低弾性のゴムを使用することを基本として、乗り心地性と操縦安定性とをより高いレベルで向上させうる空気入りタイヤを提供することを目的としている。   Therefore, the present invention uses a rubber having a large vibration absorption and a low elasticity, which has a large tangent loss and a small complex elastic modulus as compared with the outer rubber portion, on the central rubber portion side of the base rubber layer. The objective is to provide a pneumatic tire that can improve ride comfort and handling stability at a higher level.

本願請求項1の発明は、トレッド部からサイドウォール部をへてビード部のビードコアに至るカーカスと、トレッド部の内方かつ前記カーカスの外側に配されかつ半径方向内外にベルトプライが重なるベルト層とを具え、かつ前記トレッド部をなすトレッドゴムが、トレッド面をなすキャップゴム層と、その半径方向内面に隣接するベースゴム層とを具える空気入りタイヤであって、前記ベースゴム層は、タイヤ赤道を含む中央ゴム部とその両側の外側ゴム部とからなり、かつ前記中央ゴム部のタイヤ軸方向巾W1は、最大巾のベルトプライの巾であるベルト巾W2の40%〜70%の範囲とするとともに、その正接損失 tanδAを、外側ゴム部をなす外側ベースゴムの正接損失 tanδBの2.5倍以上とし、しかもその複素弾性率E* Aを、外側ベースゴムの複素弾性率E* Bの0.6倍以下としたことを特徴としている。
The invention of claim 1 includes a carcass extending from a tread portion through a sidewall portion to a bead core of the bead portion, and a belt layer disposed on the inside of the tread portion and outside the carcass and having a belt ply overlapping in the radial direction inside and outside. And the tread rubber forming the tread portion includes a cap rubber layer forming a tread surface and a base rubber layer adjacent to the inner surface in the radial direction, the base rubber layer comprising: The central rubber portion includes a central rubber portion including the tire equator and outer rubber portions on both sides thereof, and a tire axial width W1 of the central rubber portion is 40% to 70% of a belt width W2 which is a width of the maximum belt ply. with the range, the tangent loss Tanderutaei, and outer base rubber loss tangent tanδB of 2.5 times or more that forms the outer rubber portion, yet the complex elastic modulus E * a, outside It is characterized in that not more than 0.6 times the complex elastic modulus E * B of the base rubber.

又請求項2の発明では、タイヤ赤道位置において、前記中央ゴム部の厚さT1は、前記トレッドゴムの総厚さT0の20〜50%であることを特徴としている。   The invention according to claim 2 is characterized in that, at the tire equator position, the thickness T1 of the central rubber portion is 20 to 50% of the total thickness T0 of the tread rubber.

又請求項3の発明では、前記キャップゴム層をなすキャップゴムの正接損失 tanδCは、前記中央ベースゴムの正接損失 tanδAより小、かつ前記外側ベースゴムの正接損失 tanδBより大、しかも前記キャップゴムの複素弾性率E* Cは、中央ベースゴムの複素弾性率E* Aより大小、かつ外側ベースゴムの複素弾性率E* Bより小としたことを特徴としている。 According to the invention of claim 3, the tangent loss tan δC of the cap rubber forming the cap rubber layer is smaller than the tangent loss tan δA of the central base rubber and larger than the tangent loss tan δB of the outer base rubber. The complex elastic modulus E * C is characterized by being smaller than the complex elastic modulus E * A of the central base rubber and smaller than the complex elastic modulus E * B of the outer base rubber.

又請求項4の発明では、前記外側ベースゴムは、正接損失 tanδBを0.05〜0.15、かつ複素弾性率E* Bを5〜8MPaとしたことを特徴としている。また、請求項5記載の発明では、前記中央ベースゴムは、前記正接損失 tanδAが、外側ゴム部をなす外側ベースゴムの正接損失 tanδBの2.5倍以上3.0倍以下、しかもその複素弾性率E* Aが、外側ベースゴムの複素弾性率E* Bの0.52倍以上0.6倍以下であることを特徴としている。
According to a fourth aspect of the present invention, the outer base rubber is characterized in that a tangent loss tan δB is 0.05 to 0.15 and a complex elastic modulus E * B is 5 to 8 MPa. In the invention according to claim 5, the central base rubber has a tangent loss tanδA of 2.5 times to 3.0 times the tangent loss tanδB of the outer base rubber forming the outer rubber portion, and its complex elasticity. The rate E * A is characterized by being 0.52 to 0.6 times the complex elastic modulus E * B of the outer base rubber.

なお本明細書において、正接損失、及び複素弾性率は、上述の通り、JIS−K6394の「加硫ゴム及び熱可塑性ゴムの動的性質試験方法」に準拠し、粘弾性スペクトロメータを用い、引張りモードにおいて、温度30℃、周波数10Hz、静歪2%、動歪2%の条件で測定した値としている。
In this specification, the tangent loss and the complex elastic modulus are in accordance with JIS-K6394 “Testing method for dynamic properties of vulcanized rubber and thermoplastic rubber” as described above , using a viscoelastic spectrometer. In the mode, the values are measured under conditions of a temperature of 30 ° C., a frequency of 10 Hz, a static strain of 2%, and a dynamic strain of 2%.

本発明は叙上の如く構成しているため、乗り心地性と操縦安定性とをより高いレベルで向上させることができる。   Since the present invention is configured as described above, ride comfort and handling stability can be improved at a higher level.

以下、本発明の実施の一形態を、図示例とともに説明する。
図1、2において、本実施形態の空気入りタイヤ1は、トレッド部2からサイドウォール部3をへてビード部4のビードコア5に至るカーカス6と、トレッド部2の内方かつ前記カーカス6の半径方向外側に配されるベルト層7とを具える。
Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
1 and 2, a pneumatic tire 1 according to this embodiment includes a carcass 6 that extends from a tread portion 2 through a sidewall portion 3 to a bead core 5 of a bead portion 4, an inner side of the tread portion 2, and the carcass 6. A belt layer 7 disposed radially outward.

前記カーカス6は、カーカスコードをタイヤ周方向に対して例えば70〜90°の角度で配列した1枚以上、本例では1枚のカーカスプライ6Aからなり、カーカスコードとして、ナイロン、ポリエステル、レーヨン、芳香族ポリアミドなどの有機繊維コードが好適に使用される。又前記カーカスプライ6Aは、前記ビードコア5、5間に跨るプライ本体部6aの両側に、前記ビードコア5の廻りでタイヤ軸方向内側から外側に折り返されるプライ折返し部6bを一連に具え、かつ該プライ本体部6aと折返し部6bとの間には、前記ビードコア5からタイヤ半径方向外側に先細状にのびるビード補強用のビードエーペックスゴム8を配設している。   The carcass 6 includes at least one carcass cord in which the carcass cord is arranged at an angle of, for example, 70 to 90 ° with respect to the tire circumferential direction, and in this example, one carcass ply 6A. As the carcass cord, nylon, polyester, rayon, An organic fiber cord such as aromatic polyamide is preferably used. The carcass ply 6A includes a series of ply turn-up portions 6b that are turned back from the inside in the tire axial direction around the bead core 5 on both sides of the ply body portion 6a straddling the bead cores 5 and 5. A bead apex rubber 8 for reinforcing a bead extending from the bead core 5 to the outer side in the tire radial direction is disposed between the main body portion 6a and the folded portion 6b.

又前記ベルト層7は、スチールコード等の高強力のベルトコードをタイヤ周方向に対して例えば10〜35゜程度で配列した2枚以上、本例では2枚のベルトプライ7A、7Bから形成される。このベルトプライ7A、7Bは、半径方向内外で重置するとともに、各ベルトコードがプライ間相互で交差することによりベルト剛性を高め、トレッド部2の略全巾をタガ効果を有して強固に補強している。なお本例では、内のベルトプライ7Aは、外のベルトプライ7B2に比べて例えば5〜20mm程度巾広であり、これによりベルト端における剛性段差を緩和せしめ応力集中による剥離損傷を抑制している。なお最も巾広のベルトプライ(本例では内のベルトプライ7A)のプライ巾であるベルト巾W2は、トレッド巾TWの0.85〜1.05倍程度に設定される。   The belt layer 7 is formed by two or more belt plies 7A and 7B in which high-strength belt cords such as steel cords are arranged at, for example, about 10 to 35 ° with respect to the tire circumferential direction. The The belt plies 7A and 7B are placed inside and outside in the radial direction, and the belt cords are crossed between the plies to increase the belt rigidity, so that the substantially full width of the tread portion 2 has a tagging effect and is strong. It is reinforced. In this example, the inner belt ply 7A is, for example, about 5 to 20 mm wider than the outer belt ply 7B2, thereby relaxing the rigidity step at the belt end and suppressing peeling damage due to stress concentration. . The belt width W2, which is the ply width of the widest belt ply (in this example, the belt ply 7A in this example), is set to about 0.85 to 1.05 times the tread width TW.

又ベルト層7の半径方向外側には、主に高速耐久性を高める目的で、例えばナイロン等の有機繊維のバンドコードを周方向に対して5度以下の角度で配列させた周知のバンド層(図示しない)を設けることができる。   Further, on the outer side in the radial direction of the belt layer 7, a known band layer (for example, a band cord of organic fibers such as nylon is arranged at an angle of 5 degrees or less with respect to the circumferential direction mainly for the purpose of enhancing high-speed durability. (Not shown) can be provided.

次に、前記ベルト層7の半径方向外側(バンド層が有る場合にはバンド層を介して)には、トレッド部2を構成するトレッドゴムGが配される。このトレッドゴムGは、トレッド面をなすキャップゴム層G1と、その半径方向内面に隣接するベースゴム層G2とから形成されるとともに、該ベースゴム層G2は、タイヤ赤道Cを含む中央ゴム部GAと、その両側の外側ゴム部GB、GBとに区分される。   Next, a tread rubber G constituting the tread portion 2 is disposed on the outer side in the radial direction of the belt layer 7 (via a band layer if there is a band layer). The tread rubber G is formed of a cap rubber layer G1 forming a tread surface and a base rubber layer G2 adjacent to the inner surface in the radial direction. The base rubber layer G2 is a central rubber portion GA including the tire equator C. And outer rubber parts GB and GB on both sides thereof.

そして本発明では、前記中央ゴム部GAをなす中央ベースゴムgaは、その正接損失 tanδAを、外側ゴム部GBをなす外側ベースゴムgbの正接損失 tanδBの2.5倍以上、かつ複素弾性率E* Aを、外側ベースゴムgbの複素弾性率E* Bの0.6倍以下に設定している。即ち、前記中央ベースゴムgaは、正接損失 tanδAが大かつ複素弾性率E* Aが小、言い換えると、振動吸収性や振動減衰性に優れしかも変形しやすい特性を有する。従って、このようなゴムを、直進走行時に接地圧が高くなり乗り心地性への影響が大きい中央ゴム部GAに採用することにより、路面からの入力を吸収し振動を含めた乗り心地性をより効果的に向上させることができる。 In the present invention, the central base rubber ga forming the central rubber portion GA has a tangent loss tan δA of 2.5 times or more than the tangent loss tan δB of the outer base rubber gb forming the outer rubber portion GB, and a complex elastic modulus E * A is set to 0.6 times or less of the complex elastic modulus E * B of the outer base rubber gb. That is, the central base rubber ga has a characteristic that the tangent loss tan δA is large and the complex elastic modulus E * A is small, in other words, it has excellent vibration absorption and vibration damping properties and is easily deformed. Therefore, by adopting such rubber in the central rubber part GA, where the ground pressure increases during straight running and has a large impact on ride comfort, it absorbs input from the road surface and increases ride comfort including vibration. It can be improved effectively.

これに対して、外側ベースゴムgbは、正接損失 tanδAが小かつ複素弾性率E* Aが大、言い換えると、高弾性でありかつ応答性に優れる特性を有する。従って、このようなゴムを、コーナリングパワーへの影響が大きい外側ゴム部GBに採用することにより、より大きなコーナリングパワーを高い応答性を有して得ることができ、ハンドル応答性や旋回性能を含む操縦安定性をより効果的に向上させることができる。しかも、正接損失 tanδAが小さい低発熱ゴムであるため、ベルト層7の外端部での発熱を抑えることができ、ベルト端における剥離損傷抑制にも役立つ。 On the other hand, the outer base rubber gb has a small tangent loss tan δA and a large complex elastic modulus E * A. In other words, the outer base rubber gb has characteristics of being highly elastic and excellent in responsiveness. Therefore, by adopting such a rubber for the outer rubber part GB having a great influence on the cornering power, a larger cornering power can be obtained with high responsiveness, including steering wheel response and turning performance. Steering stability can be improved more effectively. In addition, since it is a low heat-generating rubber having a small tangent loss tan δA, heat generation at the outer end of the belt layer 7 can be suppressed, and it is useful for suppressing peeling damage at the belt end.

なお前記正接損失 tanδAが正接損失 tanδBの2.5倍より小、及び複素弾性率E* Aが複素弾性率E* Bの0.6倍より大では、乗り心地性と操縦安定性とを両立させることが難しくなる。しかし、前記正接損失 tanδAが正接損失 tanδBの6倍をこえたり、複素弾性率E* Aが複素弾性率E* Bの0.2倍を下回る場合には、転がり抵抗が損なわれるなど燃費性に不利となり、しかも内部発熱やゴム間の弾性差が過大となって耐久性を損ねる傾向となるため好ましくない。好ましくは、前記中央ベースゴムは、前記正接損失 tanδAが、外側ゴム部をなす外側ベースゴムの正接損失 tanδBの2.5倍以上3.0倍以下、しかもその複素弾性率E* Aが、外側ベースゴムの複素弾性率E* Bの0.52倍以上0.6倍以下である。
When the tangent loss tanδA is less than 2.5 times the tangent loss tanδB and the complex elastic modulus E * A is larger than 0.6 times the complex elastic modulus E * B, both ride comfort and steering stability are achieved. It becomes difficult to let you. However, if the tangent loss tan δA exceeds 6 times the tangent loss tan δB, or if the complex elastic modulus E * A is less than 0.2 times the complex elastic modulus E * B, the rolling resistance is impaired. This is disadvantageous, and the internal heat generation and the elastic difference between the rubbers are excessive, and the durability tends to be impaired. Preferably, in the central base rubber, the tangent loss tan δA is 2.5 times or more and 3.0 times or less than the tangent loss tan δB of the outer base rubber forming the outer rubber portion, and the complex elastic modulus E * A is It is 0.52 to 0.6 times the complex elastic modulus E * B of the base rubber.

又乗り心地性と操縦安定性との両立を達成させるためには、前記中央ゴム部GAのタイヤ軸方向巾W1を、前記ベルト巾W2の40%〜70%の範囲とすることも必要であり、40%未満では乗り心地性の向上効果が不十分となり、逆に70%をこえると操縦安定性の向上効果が不十分となるなど両立が困難となる。   In order to achieve both ride comfort and steering stability, it is also necessary to set the width W1 in the tire axial direction of the central rubber portion GA within the range of 40% to 70% of the belt width W2. If it is less than 40%, the effect of improving the ride comfort is insufficient, and if it exceeds 70%, the improvement effect of the steering stability becomes insufficient, and it becomes difficult to achieve both.

又乗り心地性と操縦安定性とを充分満足しうる適正なレベルに確保するためには、前記外側ベースゴムの正接損失 tanδBを0.05〜0.15の範囲、かつ複素弾性率E* Bを5〜8MPaの範囲とすることが好ましい。前記正接損失 tanδBが0.15より大、及び複素弾性率E* Bが5MPa未満では、操縦安定性が不十分なものとなり、逆に正接損失 tanδBが0.05より小、及び複素弾性率E* Bが8MPaより大では、乗り心地性が不十分なものとなる。 In addition, in order to ensure an appropriate level that can sufficiently satisfy the ride comfort and the handling stability, the tangent loss tanδB of the outer base rubber is in the range of 0.05 to 0.15 and the complex elastic modulus E * B. Is preferably in the range of 5 to 8 MPa. When the tangent loss tan δB is larger than 0.15 and the complex elastic modulus E * B is less than 5 MPa, the steering stability is insufficient, and conversely, the tangent loss tan δB is smaller than 0.05 and the complex elastic modulus E * When B is greater than 8 MPa, ride comfort is insufficient.

又このようなベースゴム層G2による効果は、ベースゴム層G2が薄過ぎると充分に発揮されるものではなく、そのためにタイヤ赤道位置において、前記中央ゴム部の厚さT1を、前記トレッドゴムの総厚さT0の20%以上とするのが好ましい。しかし、前記厚さT1が厚すぎると、摩耗中期にトレッド面に露出して接地性を損ねる恐れがあり、従ってその上限を総厚さT0の50%未満とするのが好ましい。   Further, such an effect of the base rubber layer G2 is not sufficiently exhibited when the base rubber layer G2 is too thin. Therefore, at the tire equator position, the thickness T1 of the central rubber portion is set to be equal to that of the tread rubber. It is preferably 20% or more of the total thickness T0. However, if the thickness T1 is too thick, it may be exposed to the tread surface in the middle stage of wear and impair the grounding property. Therefore, the upper limit is preferably less than 50% of the total thickness T0.

又タイヤ1では、キャップゴム層G1をなすキャップゴムgcが低弾性過ぎても又高弾性過ぎても、乗り心地性と操縦安定性とを満足しうる適正なレベルに確保することは難しくなる。従って、本例では適正なレベル確保のために、前記キャップゴムgcの正接損失 tanδCを、前記中央ベースゴムgaの正接損失 tanδAよりも小、かつ前記外側ベースゴムgbの正接損失 tanδBよりも大とするとともに、キャップゴムgcの複素弾性率E* Cを、中央ベースゴムgaの複素弾性率E* Aよりも大、かつ外側ベースゴムgbの複素弾性率E* Bよりも小に設定している。 Further, in the tire 1, it is difficult to ensure a proper level that can satisfy the riding comfort and the handling stability even if the cap rubber gc forming the cap rubber layer G1 is too low or high in elasticity. Accordingly, in this example, in order to secure an appropriate level, the tangent loss tan δC of the cap rubber gc is smaller than the tangent loss tan δA of the central base rubber ga and larger than the tangent loss tan δB of the outer base rubber gb. In addition, the complex elastic modulus E * C of the cap rubber gc is set to be larger than the complex elastic modulus E * A of the central base rubber ga and smaller than the complex elastic modulus E * B of the outer base rubber gb. .

以上、本発明の特に好ましい実施形態について詳述したが、本発明は図示の実施形態に限定されることなく、種々の態様に変形して実施しうる。   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.

図1の構造をなす、タイヤサイズが205/65R15の乗用車用タイヤを表1の仕様で試作するとともに、各試供タイヤの乗り心地性、及び操縦安定性を評価した。   A passenger car tire having the structure shown in FIG. 1 and having a tire size of 205 / 65R15 was prototyped according to the specifications shown in Table 1, and the ride comfort and handling stability of each sample tire were evaluated.

(1)乗り心地性:
試供タイヤを、リム(15×6.5J)、内圧(200kPa)の条件で乗用車用(2500cc)の全輪に装着し、ドライアスファルト路面の段差路、ベルジャソ路(石畳の路面)、ビッツマン路(小石を敷き詰めた路面)等において、ゴツゴツ感、突き上げ、ダンピングに関して官能評価を行い、10点法で評価した。値が大なほど優れている。
(1) Ride comfort:
Sample tires are mounted on all wheels for passenger cars (2500cc) under the conditions of rim (15x6.5J) and internal pressure (200kPa), stepped road on dry asphalt road, Berjaso road (cobblestone road), Bitzmann road ( Sensory evaluation was performed on a rugged feeling, push-up, and dumping on a road surface with pebbles and the like, and the evaluation was performed by a 10-point method. The higher the value, the better.

(2)操縦安定性:
前記車両を用い、タイヤテストコースのドライアスファルト路面を走行し、ハンドル応答性、及び旋回性能を官能評価により10点法で評価した。値が大なほど優れている。
(2) Steering stability:
The vehicle was used to run on a dry asphalt road surface of a tire test course, and the steering response and turning performance were evaluated by sensory evaluation by a 10-point method. The higher the value, the better.

テストの結果、実施例のタイヤは、乗り心地性と操縦安定性とを両立して向上させうることが確認できる。   As a result of the test, it can be confirmed that the tire of the example can improve both ride comfort and steering stability.

本発明の空気入りタイヤ一実施例を示す断面図である。It is sectional drawing which shows one Example of the pneumatic tire of this invention. トレッド部を拡大して示す断面図である。It is sectional drawing which expands and shows a tread part.

符号の説明Explanation of symbols

2 トレッド部
3 サイドウォール部
4 ビード部
5 ビードコア
6 カーカス
7 ベルト層
7A、7B ベルトプライ
G トレッドゴム
G1 キャップゴム層
G2 ベースゴム層
GA 中央ゴム部
GB 外側ゴム部
2 Tread part 3 Side wall part 4 Bead part 5 Bead core 6 Carcass 7 Belt layer 7A, 7B Belt ply G Tread rubber G1 Cap rubber layer G2 Base rubber layer GA Central rubber part GB Outer rubber part

Claims (5)

トレッド部からサイドウォール部をへてビード部のビードコアに至るカーカスと、トレッド部の内方かつ前記カーカスの外側に配されかつ半径方向内外にベルトプライが重なるベルト層とを具え、かつ前記トレッド部をなすトレッドゴムが、トレッド面をなすキャップゴム層と、その半径方向内面に隣接するベースゴム層とを具える空気入りタイヤであって、
前記ベースゴム層は、タイヤ赤道を含む中央ゴム部とその両側の外側ゴム部とからなり、かつ前記中央ゴム部のタイヤ軸方向巾W1は、最大巾のベルトプライの巾であるベルト巾W2の40%〜70%の範囲とするとともに、
前記中央ゴム部をなす中央ベースゴムは、粘弾性スペクトロメータを用いた引張りモードによる温度30℃、周波数10Hz、静歪2%及び動歪2%の測定条件において、その正接損失 tanδAを、外側ゴム部をなす外側ベースゴムの正接損失 tanδBの2.5倍以上とし、
しかもその複素弾性率E* Aを、外側ベースゴムの複素弾性率E* Bの0.6倍以下としたことを特徴とする空気入りタイヤ。
A carcass extending from the tread portion through the sidewall portion to the bead core of the bead portion; and a belt layer disposed inside the tread portion and outside the carcass and having a belt ply overlapped in the radial direction inside and outside, and the tread portion A tread rubber is a pneumatic tire comprising a cap rubber layer forming a tread surface and a base rubber layer adjacent to the radially inner surface,
The base rubber layer includes a central rubber portion including a tire equator and outer rubber portions on both sides thereof, and a tire axial width W1 of the central rubber portion is a belt width W2 which is a width of a maximum belt ply. In the range of 40% to 70%,
The central base rubber forming the central rubber portion has a tangent loss tanδA as an outer rubber under the measurement conditions of a temperature of 30 ° C., a frequency of 10 Hz, a static strain of 2% and a dynamic strain of 2% by a tensile mode using a viscoelastic spectrometer. The tangent loss of the outer base rubber forming the part is 2.5 times or more of tanδB,
Moreover, the pneumatic tire is characterized in that its complex elastic modulus E * A is 0.6 times or less of the complex elastic modulus E * B of the outer base rubber.
タイヤ赤道位置において、前記中央ゴム部の厚さT1は、前記トレッドゴムの総厚さT0の20〜50%であることを特徴とする請求項1記載の空気入りタイヤ。   2. The pneumatic tire according to claim 1, wherein, at a tire equator position, a thickness T <b> 1 of the central rubber portion is 20 to 50% of a total thickness T <b> 0 of the tread rubber. 前記キャップゴム層をなすキャップゴムの正接損失tanδCは、前記中央ベースゴムの正接損失 tanδAより小、かつ前記外側ベースゴムの正接損失 tanδBより大、しかも前記キャップゴムの複素弾性率E* Cは、中央ベースゴムの複素弾性率E* Aより大小、かつ外側ベースゴムの複素弾性率E* Bより小としたことを特徴とする請求項1又は2記載の空気入りタイヤ。   The tangent loss tan δC of the cap rubber forming the cap rubber layer is smaller than the tangent loss tan δA of the central base rubber and larger than the tangent loss tan δB of the outer base rubber, and the complex elastic modulus E * C of the cap rubber is The pneumatic tire according to claim 1 or 2, wherein the pneumatic tire is smaller than the complex elastic modulus E * A of the central base rubber and smaller than the complex elastic modulus E * B of the outer base rubber. 前記外側ベースゴムは、正接損失 tanδBを0.05〜0.15、かつ複素弾性率E* Bを5〜8MPaとしたことを特徴とする請求項1〜3の何れかに記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 3, wherein the outer base rubber has a tangent loss tanδB of 0.05 to 0.15 and a complex elastic modulus E * B of 5 to 8 MPa. . 前記中央ベースゴムは、前記正接損失 tanδAが、外側ゴム部をなす外側ベースゴムの正接損失 tanδBの2.5倍以上3.0倍以下、In the central base rubber, the tangent loss tan δA is 2.5 times to 3.0 times the tangent loss tan δB of the outer base rubber forming the outer rubber part,
しかもその複素弾性率E* Aが、外側ベースゴムの複素弾性率E* Bの0.52倍以上0.6倍以下である請求項1記載の空気入りタイヤ。  Moreover, the pneumatic tire according to claim 1, wherein the complex elastic modulus E * A is 0.52 to 0.6 times the complex elastic modulus E * B of the outer base rubber.
JP2004083205A 2004-03-22 2004-03-22 Pneumatic tire Expired - Fee Related JP4456386B2 (en)

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JP5682160B2 (en) * 2010-07-09 2015-03-11 横浜ゴム株式会社 Pneumatic tire
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FR2992897B1 (en) * 2012-07-05 2014-08-15 Michelin & Cie PNEUMATIC COMPRISING A TREAD TAPE CONSISTING OF SEVERAL ELASTOMERIC MIXTURES
FR2992896B1 (en) * 2012-07-05 2014-08-15 Michelin & Cie PNEUMATIC COMPRISING A TREAD TAPE CONSISTING OF SEVERAL ELASTOMERIC MIXTURES
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CN106457924B (en) * 2014-05-30 2018-11-06 株式会社普利司通 Pneumatic radial tire for car
FR3063678A1 (en) * 2017-03-10 2018-09-14 Compagnie Generale Des Etablissements Michelin PNEUMATIC COMPRISING A TREAD TAPE CONSISTING OF SEVERAL ELASTOMERIC MIXTURES
JP7030509B2 (en) * 2017-12-27 2022-03-07 Toyo Tire株式会社 Pneumatic tires
JP6863504B1 (en) * 2020-04-24 2021-04-21 住友ゴム工業株式会社 tire

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