JP4566788B2 - Pneumatic tires for passenger cars - Google Patents

Pneumatic tires for passenger cars Download PDF

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JP4566788B2
JP4566788B2 JP2005059881A JP2005059881A JP4566788B2 JP 4566788 B2 JP4566788 B2 JP 4566788B2 JP 2005059881 A JP2005059881 A JP 2005059881A JP 2005059881 A JP2005059881 A JP 2005059881A JP 4566788 B2 JP4566788 B2 JP 4566788B2
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rubber
tire
tread
center
shoulder
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JP2006240507A (en
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保 水谷
英明 高橋
恵美子 茂木
哲也 溝根
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Honda Motor Co Ltd
Toyo Tire Corp
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Honda Motor Co Ltd
Toyo Tire and Rubber Co Ltd
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/80Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86Optimisation of rolling resistance, e.g. weight reduction 

Description

本発明は、分割トレッドを備えることで転がり抵抗性能とWET制動性能を両立させた乗用車用空気入りタイヤに関する。
The present invention relates to a pneumatic tire for a passenger car that has both rolling resistance performance and WET braking performance by providing a divided tread.

従来より、空気入りタイヤにおいて、転がり抵抗性能とWET性能とを両立させるために、トレッドゴムをタイヤ幅方向に複数領域に分割し、それらの領域に配されるゴムの損失正接tanδ(損失正接=損失弾性率/貯蔵弾性率、以下tanδと省略する。)を適宜設定したものが提案されている。   Conventionally, in a pneumatic tire, in order to achieve both rolling resistance performance and WET performance, the tread rubber is divided into a plurality of regions in the tire width direction, and the loss tangent tanδ (loss tangent = loss tangent = The loss elastic modulus / storage elastic modulus (hereinafter abbreviated as tan δ) is appropriately set.

例えば、下記特許文献1では、トレッドゴムのタイヤ赤道線付近に高弾性ゴムを、ショルダー部付近に低弾性ゴムを配し、それぞれのtanδを略同一とした空気入りタイヤが提案されている。上記タイヤは、高弾性ゴムによりタイヤ赤道線付近の歪みを小さくするとともに、低弾性ゴムによりショルダー部付近の応力を低減することで、トレッドゴムの消費エネルギーを低減し、転がり抵抗の低減を図るものである。更に、tanδを略同一に設定することで、弾性率の違いによるWET性能等の低下を回避するものである。   For example, Patent Document 1 below proposes a pneumatic tire in which a highly elastic rubber is disposed near the tire equator line of a tread rubber and a low elastic rubber is disposed near a shoulder portion, and each tan δ is substantially the same. The above tires reduce distortion near the tire equator line with high elastic rubber and reduce stress near the shoulder with low elastic rubber, thereby reducing tread rubber energy consumption and rolling resistance. It is. Furthermore, by setting tan δ to be substantially the same, it is possible to avoid a decrease in WET performance due to a difference in elastic modulus.

また、下記特許文献2では、タイヤ赤道線付近のトレッドゴムの0℃におけるtanδを0.6以上、ショルダー部のトレッドゴムの60℃でのtanδを0.2以下とした空気入りタイヤが提案されている。上記タイヤは、トレッドゴムの0℃でのtanδが大きいほど、WET排水性が良好になり、60℃でのtanδが小さいほど、転がり抵抗性能が良好となるという知見に基いたもので、上記構成によりWET排水性と転がり抵抗性能の両立を図るものである。   Patent Document 2 below proposes a pneumatic tire in which the tan δ at 0 ° C. of the tread rubber near the tire equator line is 0.6 or more and the tan δ at 60 ° C. of the tread rubber of the shoulder portion is 0.2 or less. ing. The tire is based on the knowledge that the larger the tan δ at 0 ° C. of the tread rubber, the better the wet drainage, and the smaller the tan δ at 60 ° C., the better the rolling resistance performance. Therefore, it is intended to achieve both wet drainage and rolling resistance performance.

しかしながら、上記特許文献1に係る空気入りタイヤは、ショルダー部のトレッドゴムのtanδが低く、WET制動性能が十分でないことが判明した。しかも、タイヤ赤道線付近とショルダー部のtanδを略同一に設定する必要があるため、ショルダー部のtanδを高く設定すると、タイヤ赤道線付近のtanδをも高く設定する必要があり、転がり抵抗性能とWET制動性能の両立が困難となる。   However, it has been found that the pneumatic tire according to Patent Document 1 has a low tan δ of the tread rubber of the shoulder portion and has insufficient WET braking performance. Moreover, since it is necessary to set the tan δ near the tire equator line and the shoulder portion substantially the same, if the tan δ at the shoulder portion is set high, it is necessary to set the tan δ near the tire equator line as well, and the rolling resistance performance It becomes difficult to achieve both WET braking performance.

また、上記特許文献2に係る空気入りタイヤは、tanδが大きいトレッドゴムをタイヤ赤道線付近に配置するものであるため、転がり抵抗性能が十分でなく、tanδが小さいトレッドゴムをショルダー部に配置するものであるため、WET制動性能が悪化することが判明した。   Moreover, since the pneumatic tire according to Patent Document 2 is such that a tread rubber having a large tan δ is disposed in the vicinity of the tire equator line, a tread rubber having an insufficient rolling resistance performance and a small tan δ is disposed in the shoulder portion. Therefore, it was found that the WET braking performance deteriorates.

更に、実車のタイヤ挙動においては、特にABSが作動した制動時に前輪に大きな荷重移動と制動力が加わると、タイヤのパターンブロックが座屈を起こり易く、路面とブロックとの実接触面積が小さくなるため、ゴムの粘弾性特性を活かせないことがある。よって、ゴムのtanδの設定だけでは、WET制動性能の向上を図るのに不十分であることが判明した。そして、タイヤのパターンブロックの座屈現象は、瞬時の荷重移動が生じる結果、タイヤ接地面積内の幅方向端部の接地圧力が定常転動状態に比べて急激高まるため、引き起こされることが判明している。
特開平7−164821号公報(第2頁、図1) 特開2003−226114号公報(第2頁、図1)
Furthermore, in the tire behavior of an actual vehicle, particularly when a large load movement and braking force are applied to the front wheels during braking when the ABS is activated, the tire pattern block is likely to buckle, and the actual contact area between the road surface and the block is reduced. Therefore, the viscoelastic properties of rubber may not be utilized. Therefore, it has been found that the setting of the rubber tan δ alone is insufficient to improve the WET braking performance. Then, it was found that the buckling phenomenon of the tire pattern block is caused because the contact pressure at the end in the width direction within the tire contact area rapidly increases compared to the steady rolling state as a result of instantaneous load movement. ing.
Japanese Patent Application Laid-Open No. 7-164821 (second page, FIG. 1) Japanese Patent Laying-Open No. 2003-226114 (second page, FIG. 1)

そこで、本発明の目的は、分割トレッドを備えることで転がり抵抗性能とWET制動性能を両立させることができる乗用車用空気入りタイヤを提供することにある。
Therefore, an object of the present invention is to provide a pneumatic tire for a passenger car that can achieve both rolling resistance performance and WET braking performance by providing a divided tread.

上記目的は、下記の如き本発明により達成できる。即ち、本発明の乗用車用空気入りタイヤは、1対のビード部と、前記ビード部から各々タイヤ径方向外側に延びるサイドウォール部と、前記サイドウォール部間に設けたトレッド部とを有する空気入りタイヤにおいて、前記トレッド部に配されるトレッドゴムは、タイヤ幅方向に少なくとも3分割されるとともに、タイヤ幅方向の中央部に配されたセンターゴムと、そのセンターゴムのタイヤ幅方向の両側に配されたショルダーゴムとを備え、前記センターゴムの60℃での損失正接tanδが0.10以下であり、前記ショルダーゴムの0℃での損失正接tanδが0.62〜0.80であるとともに、前記センターゴムに対する前記ショルダーゴムの25℃での絶対弾性率|E*|の比率(ショルダーゴム/センターゴム)が1.0〜1.2であることを特徴とする。なお、本発明におけるtanδ等の物性値は、具体的には実施例の測定方法により測定される値である。
The above object can be achieved by the present invention as described below. That is, the pneumatic tire for a passenger car according to the present invention includes a pair of bead portions, sidewall portions extending outward in the tire radial direction from the bead portions, and a tread portion provided between the sidewall portions. In the tire, the tread rubber disposed in the tread portion is divided into at least three parts in the tire width direction, and is disposed on the center rubber disposed in the center portion in the tire width direction and on both sides of the center rubber in the tire width direction. A loss tangent tan δ at 60 ° C. of the center rubber is 0.10 or less, a loss tangent tan δ at 0 ° C. of the shoulder rubber is 0.62 to 0.80 , The ratio of the absolute elastic modulus | E * | at 25 ° C. of the shoulder rubber to the center rubber (shoulder rubber / center rubber) is 1.0 to 1. 2 is a feature. In addition, the physical property values such as tan δ in the present invention are specifically values measured by the measurement methods of the examples.

本発明の空気入りタイヤによれば、定常走行時にエネルギー消費量が大きいトレッド部の中央部(タイヤ赤道線付近)に、tanδが小さいセンターゴムを配置することにより、転がり抵抗を低減することができる。また、制動時の面圧が高いトレッド部の接地端側にtanδが大きいショルダーゴムを配置することにより、ゴムの粘弾性特性を活かしてWET制動性能を高めることができる。その際に、センターゴムとショルダーゴムの絶対弾性率のバランスを所定の範囲とすることで、パターンブロックの座屈を抑制して、WET制動性能をより確実に高めることができる。よって、転がり抵抗性能とWET制動性能の両立を図ることができる。   According to the pneumatic tire of the present invention, the rolling resistance can be reduced by disposing the center rubber having a small tan δ in the center portion (near the tire equator line) of the tread portion that consumes a large amount of energy during steady running. . Further, by placing a shoulder rubber having a large tan δ on the ground contact end side of the tread portion where the surface pressure during braking is high, the wet braking performance can be enhanced by utilizing the viscoelastic characteristics of the rubber. At that time, by setting the balance of the absolute elastic modulus of the center rubber and the shoulder rubber within a predetermined range, buckling of the pattern block can be suppressed and the WET braking performance can be more reliably improved. Therefore, it is possible to achieve both rolling resistance performance and WET braking performance.

上記において、前記トレッドゴムはタイヤ幅方向に3分割されており、前記センターゴムと前記ショルダーゴムとの境界は、タイヤ赤道線からタイヤ幅方向外側に向かって、タイヤ赤道線から前記トレッド部の接地端までの距離の0.5〜0.8倍の距離にあるものが好ましい。   In the above, the tread rubber is divided into three in the tire width direction, and the boundary between the center rubber and the shoulder rubber is from the tire equator line toward the outer side in the tire width direction, and from the tire equator line to the grounding of the tread portion. Those having a distance of 0.5 to 0.8 times the distance to the end are preferred.

上記構成を採用することで、比較的高剛性でtanδが大きいショルダーゴムを、制動時の面圧が高いトレッド部の接地端側に好適に配置することができる。また、トレッドゴムにおいてショルダーゴムが配される領域以外は、tanδが小さいセンターゴムが配されることになるため、タイヤの転がり抵抗を効果的に低減することができる。ここで、接地端とは、タイヤを適用リムに装着した後、内圧を180kPaとし、表示されたタイヤの最大負荷能力の88%に相当する質量を荷重負荷した際に、平面路面に接地する両側の最外部の位置を指す。   By adopting the above configuration, a shoulder rubber having relatively high rigidity and a large tan δ can be suitably disposed on the ground contact end side of the tread portion having a high surface pressure during braking. In addition, since the center rubber having a small tan δ is disposed outside the region where the shoulder rubber is disposed in the tread rubber, the rolling resistance of the tire can be effectively reduced. Here, the ground contact edge is the both sides that contact the flat road surface when the tire is mounted on the applicable rim, the internal pressure is 180 kPa, and a mass equivalent to 88% of the maximum load capacity of the displayed tire is loaded. Points to the outermost position.

以下、本発明の実施の形態について、図面を参照しながら説明する。図1は本発明の空気入りタイヤの一例を示す半断面図である。本発明の空気入りタイヤは、図1に示すように、一対のビード部3と、ビード部3から各々タイヤ径方向外側に延びるサイドウォール部2と、サイドウォール部2間に設けたトレッド部1とを備える。この構造は一般的なタイヤと同じ構造であり、本発明は当該構造を有する何れのタイヤにも適用することができる。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a half sectional view showing an example of the pneumatic tire of the present invention. As shown in FIG. 1, the pneumatic tire of the present invention includes a pair of bead portions 3, a sidewall portion 2 that extends outward from the bead portion 3 in the tire radial direction, and a tread portion 1 provided between the sidewall portions 2. With. This structure is the same as that of a general tire, and the present invention can be applied to any tire having the structure.

一対のビード部3の間にはカーカス層6が架け渡されるように配される。カーカス層6はポリエステル等のコードをゴム引きした1層から形成されたラジアルカーカスであり、カーカス層6のタイヤ幅方向外側にはゴム層が形成される。また、チューブレスタイヤでは最内層にインナーライナー層4が形成される。カーカス層6のタイヤ径方向外側には、たが効果による補強を行うベルト層5が配置され、そのベルト層5のタイヤ径方向外側にトレッド部1が形成される。ベルト層5はタイヤ赤道線Cに対して約20°の傾斜角度で平行配列したスチールコードをゴム引きした2層を、スチールコードがタイヤ赤道線Cを挟んで交差するように積層して形成される。   The carcass layer 6 is disposed between the pair of bead portions 3. The carcass layer 6 is a radial carcass formed from one layer obtained by rubberizing a cord such as polyester, and a rubber layer is formed outside the carcass layer 6 in the tire width direction. In the tubeless tire, the inner liner layer 4 is formed as the innermost layer. A belt layer 5 that reinforces the tire effect is disposed on the outer side in the tire radial direction of the carcass layer 6, and a tread portion 1 is formed on the outer side in the tire radial direction of the belt layer 5. The belt layer 5 is formed by laminating two layers of rubberized steel cords arranged in parallel at an inclination angle of about 20 ° with respect to the tire equator line C so that the steel cords intersect with each other across the tire equator line C. The

トレッド部1を形成するトレッドゴム9の原料としては、天然ゴム、スチレンブタジエンゴム(SBR)、ブタジエンゴム(BR)、イソプレンゴム(IR)、ブチルゴム(IIR)等が挙げられる。これらのゴムはカーボンブラックやシリカ等の充填材で補強されると共に、加硫剤、加硫促進剤、可塑剤、老化防止剤等が適宜配合される。   Examples of the raw material of the tread rubber 9 forming the tread portion 1 include natural rubber, styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IR), butyl rubber (IIR) and the like. These rubbers are reinforced with fillers such as carbon black and silica, and a vulcanizing agent, a vulcanization accelerator, a plasticizer, an antiaging agent, and the like are appropriately blended.

トレッドゴム9は、中央部に配置されたセンターゴム7と、センターゴム7のタイヤ幅方向両側に配置されたショルダーゴム8とに3分割されている。センターゴム7とショルダーゴム8との境界10は、タイヤ赤道線Cからタイヤ幅方向外側に向かって、タイヤ赤道線Cからトレッド部1の接地端Kまでの距離Wの0.5〜0.8倍の距離にあることが好ましい。更に、境界10は、トレッド部1に形成された周方向溝11の底面又は側面に配置されていることが好ましい。境界10がトレッド部1の陸部表面に存在していると、その部分でゴム質の違いや剛性差等による偏摩耗を生じことがあるためである。   The tread rubber 9 is divided into three parts, that is, a center rubber 7 disposed in the center portion and shoulder rubbers 8 disposed on both sides of the center rubber 7 in the tire width direction. A boundary 10 between the center rubber 7 and the shoulder rubber 8 is 0.5 to 0.8 of a distance W from the tire equator line C to the ground contact end K of the tread portion 1 from the tire equator line C toward the outer side in the tire width direction. It is preferable that the distance is double. Furthermore, the boundary 10 is preferably arranged on the bottom surface or side surface of the circumferential groove 11 formed in the tread portion 1. This is because if the boundary 10 is present on the surface of the land portion of the tread portion 1, uneven wear may occur at that portion due to a difference in rubber quality or a difference in rigidity.

センターゴム7の60℃でのtanδは0.10以下に設定されており、より好ましい範囲は0.05〜0.09である。センターゴム7の60℃でのtanδが0.10以上であるとヒステリシスロスが増大して転がり抵抗が大きくなるため好ましくない。   The tan δ at 60 ° C. of the center rubber 7 is set to 0.10 or less, and a more preferable range is 0.05 to 0.09. If the tan δ at 60 ° C. of the center rubber 7 is 0.10 or more, the hysteresis loss increases and the rolling resistance increases, which is not preferable.

ショルダーゴム8の0℃でのtanδは0.60以上に設定されており、本発明における範囲は0.62〜0.80である。ショルダーゴム8の0℃でのtanδが0.60未満であると変形エネルギーを制動力して消費できないため、制動性能が悪化する。

The tan δ at 0 ° C. of the shoulder rubber 8 is set to 0.60 or more, and the range in the present invention is 0.62 to 0.80. If tan δ at 0 ° C. of the shoulder rubber 8 is less than 0.60, the deformation energy cannot be consumed by the braking force, so that the braking performance is deteriorated.

更に、センターゴム7に対するショルダーゴム8の25℃での絶対弾性率|E*|の比率(ショルダーゴム8/センターゴム7)が1.0〜1.2に設定されており、より好ましい範囲は1.05〜1.20である。この比率が、1.20を超えると、制動荷重時の端部接地圧力が大きくなり、パターンブロックが座屈を起こし易くなるため制動性能が悪化する。逆に、この比率が、1.0未満になると、センターゴム7の剛性が高くなり転がり抵抗が大きくなる傾向が顕著になる。   Furthermore, the ratio of the absolute elastic modulus | E * | at 25 ° C. of the shoulder rubber 8 to the center rubber 7 (shoulder rubber 8 / center rubber 7) is set to 1.0 to 1.2, and a more preferable range is 1.05-1.20. When this ratio exceeds 1.20, the end portion contact pressure at the time of braking load increases, and the pattern block is likely to buckle, so that the braking performance is deteriorated. Conversely, when this ratio is less than 1.0, the tendency of the center rubber 7 to increase in rigidity and rolling resistance becomes significant.

上記物性を有するためのゴム組成は公知であり、実施例に示す配合が例示できる。一般的には、tanδは、ゴムの種類やカーボンの配合量等によって容易に調整することができ、絶対弾性率は、オイル類の配合量等によって容易に調整することができる。   The rubber composition for having the above-mentioned physical properties is publicly known, and the formulations shown in the examples can be exemplified. In general, tan δ can be easily adjusted by the type of rubber, the blending amount of carbon, and the like, and the absolute elastic modulus can be easily adjusted by the blending amount of oils and the like.

[他の実施形態]
(1)前述の実施形態では、トレッドゴム9がタイヤ径方向に分割されていない例を示したが、本発明のトレッドゴム9は、トレッドゴム9とベルト層5との間にベース層を配したキャップ/ベース構造としてもよい。
[Other Embodiments]
(1) In the above-described embodiment, an example in which the tread rubber 9 is not divided in the tire radial direction is shown. However, the tread rubber 9 of the present invention has a base layer disposed between the tread rubber 9 and the belt layer 5. A cap / base structure may be used.

(2)前述の実施形態では、トレッドゴムをタイヤ幅方向に3分割した例を示したが、本発明のトレッドゴムは3分割するものに限られず、例えば、図2に示すように5分割するものであっても構わない。図2に示す空気入りタイヤの場合、センターゴム7とショルダーゴム8との間に中間ゴム12が配されている。中間ゴム12の転がり抵抗性能およびWET制動性能は、センターゴム7とショルダーゴム8との中間の性能であることが好ましい。これにより、トレッドゴム9の偏摩耗等の不具合を回避することができる。   (2) In the above-described embodiment, an example in which the tread rubber is divided into three in the tire width direction has been shown. It doesn't matter. In the case of the pneumatic tire shown in FIG. 2, an intermediate rubber 12 is disposed between the center rubber 7 and the shoulder rubber 8. The rolling resistance performance and WET braking performance of the intermediate rubber 12 are preferably intermediate performance between the center rubber 7 and the shoulder rubber 8. As a result, problems such as uneven wear of the tread rubber 9 can be avoided.

(3)本発明に係る空気入りタイヤは、特定のトレッドパターンを備えるものに限られない。   (3) The pneumatic tire according to the present invention is not limited to one having a specific tread pattern.

以下、本発明の構成と効果を具体的に示す実施例等について説明する。なお、実施例等における評価項目は下記のようにして測定を行った。   Examples and the like specifically showing the configuration and effects of the present invention will be described below. In addition, the evaluation item in an Example etc. measured as follows.

(1)tanδ、絶対弾性率|E*|
岩本製作所製スペクトロメーター試験機を用いて、初期伸長率10%、加振歪率±2%、温度0〜60℃、振動数10Hzの条件下で測定した。試験片には5mm幅×2mm厚の短冊状のものを用意し、つかみ長さを20mmとした。
(1) tan δ, absolute elastic modulus | E * |
Using a spectrometer tester manufactured by Iwamoto Seisakusho, measurement was performed under the conditions of an initial elongation of 10%, an excitation strain of ± 2%, a temperature of 0 to 60 ° C., and a frequency of 10 Hz. A test strip having a strip shape of 5 mm width × 2 mm thickness was prepared, and the grip length was 20 mm.

(2)転がり抵抗性能
後述する試作タイヤをサイズ15×5・1/2JJのリムに組み付けた後、内圧210kPaを充填し、米国の自動車技術者協会試験法SAE J1269に準じて転がり抵抗を測定した。転がり抵抗性能は、実施例1における転がり抵抗を100として指数で評価した。当該指数が小さいほど転がり抵抗が小さくて好ましい。
(2) Rolling resistance performance After assembling a prototype tire, which will be described later, on a rim of size 15 × 5 · 1 / 2JJ, it was filled with an internal pressure of 210 kPa, and rolling resistance was measured according to the American Society of Automotive Engineers test method SAE J1269. . The rolling resistance performance was evaluated by an index with the rolling resistance in Example 1 as 100. The smaller the index, the smaller the rolling resistance.

(3)WET制動性能
後述する試作タイヤをサイズ15×5・1/2JJのリムに組み付けた後、内圧210kPaを充填して実車装着し、平均水深1mmの耐水路面を速度100km/hで走行した後にブレーキをかけて制動距離を測定した。WET制動性能は、実施例1における制動距離を100として指数で評価した。当該指数が小さいほどWET制動性能が良好であることを意味する。
(3) WET braking performance After assembling a prototype tire, which will be described later, on a rim of size 15 × 5 · 1 / 2JJ, it was filled with an internal pressure of 210 kPa and mounted on an actual vehicle, and traveled on a water resistant road surface with an average water depth of 1 mm at a speed of 100 km / h The braking distance was measured after braking. The WET braking performance was evaluated by an index with the braking distance in Example 1 as 100. The smaller the index, the better the WET braking performance.

実施例1
図1に示した構造に従って、サイズ195/65R15の試作タイヤを製作し、転がり抵抗性能及びWET制動性能を評価した。試作タイヤが備えるトレッドゴムは、タイヤ幅方向に3分割されており、センターゴムとショルダーゴムとの境界を、タイヤ赤道線からタイヤ幅方向外側に向かって、前記距離Wの0.57倍の位置に設けた。トレッドゴムは、表1に示した配合で製造したセンターゴム実施1と、同じくショルダーゴム実施1とを組み合わせたものを使用した。
Example 1
A prototype tire of size 195 / 65R15 was manufactured according to the structure shown in FIG. 1, and the rolling resistance performance and the WET braking performance were evaluated. The tread rubber provided in the prototype tire is divided into three in the tire width direction, and the boundary between the center rubber and the shoulder rubber is located at a position 0.57 times the distance W from the tire equator line toward the outer side in the tire width direction. Provided. As the tread rubber, a combination of the center rubber embodiment 1 manufactured with the composition shown in Table 1 and the shoulder rubber embodiment 1 was used.

比較例1〜3
試作タイヤのサイズ及び構造は実施例と同様とし、トレッドゴムは、表1に示した配合で製造したセンターゴム実施1又は比較1と、同じくショルダーゴム比較1〜2とを組み合わせたものを使用した。
Comparative Examples 1-3
The size and structure of the prototype tire were the same as in the examples, and the tread rubber used was a combination of the center rubber embodiment 1 or comparison 1 manufactured with the formulation shown in Table 1 and the shoulder rubber comparisons 1 and 2 in the same manner. .

センターゴム及びショルダーゴムの配合と上記項目(1)の測定結果を表1に、上記項目(2)〜(3)の測定結果を表2に示す。   Table 1 shows the composition of the center rubber and shoulder rubber and the measurement results of the item (1), and Table 2 shows the measurement results of the items (2) to (3).

表2の実施例1の結果が示すように、本発明に係る空気入りタイヤによれば、転がり抵抗性能とWET制動性能とを好適に両立させることができる。一方、比較例1はショルダーゴムのtanδが低いためにWET制動性能が十分でなく、比較例3はセンターゴムのtanδが高いために転がり抵抗が悪化している。また、比較例2は絶対弾性率のショルダーゴム/センターゴムの比率が高いため、制動時にパターンブロックの座屈が抑制できず、WET制動性能が十分でない。 As shown in the results of Example 1 in Table 2, according to the pneumatic tire according to the present invention, it is possible to suitably achieve both the rolling resistance performance and the WET braking performance. On the other hand, the comparative example 1 has a low WET braking performance due to the low tan δ of the shoulder rubber, and the comparative example 3 has a poor rolling resistance due to the high tan δ of the center rubber. Further, in Comparative Example 2, the ratio of the absolute elastic shoulder rubber / center rubber is high, so that the pattern block buckling cannot be suppressed during braking, and the WET braking performance is not sufficient.

本発明の空気入りタイヤの一例を示す半断面図Half sectional view showing an example of the pneumatic tire of the present invention 別実施形態に係る本発明の空気入りタイヤの一例を示す半断面図Half sectional view showing an example of the pneumatic tire of the present invention according to another embodiment

符号の説明Explanation of symbols

1 トレッド部
2 サイドウォール部
3 ビード部
7 センターゴム
8 ショルダーゴム
9 トレッドゴム
C タイヤ赤道線
K 接地端
W タイヤ赤道線Cから接地端Kまでの距離
DESCRIPTION OF SYMBOLS 1 Tread part 2 Side wall part 3 Bead part 7 Center rubber 8 Shoulder rubber 9 Tread rubber C Tire equator line K Grounding edge W Distance from tire equator line C to grounding edge K

Claims (2)

1対のビード部と、前記ビード部から各々タイヤ径方向外側に延びるサイドウォール部と、前記サイドウォール部間に設けたトレッド部とを有する空気入りタイヤにおいて、
前記トレッド部に配されるトレッドゴムは、タイヤ幅方向に少なくとも3分割されるとともに、タイヤ幅方向の中央部に配されたセンターゴムと、そのセンターゴムのタイヤ幅方向の両側に配されたショルダーゴムとを備え、
前記センターゴムの60℃での損失正接tanδが0.10以下であり、前記ショルダーゴムの0℃での損失正接tanδが0.62〜0.80であるとともに、前記センターゴムに対する前記ショルダーゴムの25℃での絶対弾性率|E*|の比率(ショルダーゴム/センターゴム)が1.0〜1.2であることを特徴とする乗用車用空気入りタイヤ。
In a pneumatic tire having a pair of bead portions, sidewall portions extending outward in the tire radial direction from the bead portions, and a tread portion provided between the sidewall portions,
The tread rubber disposed in the tread portion is divided into at least three parts in the tire width direction, a center rubber disposed in the center portion in the tire width direction, and shoulders disposed on both sides of the center rubber in the tire width direction. With rubber,
The loss tangent tan δ at 60 ° C. of the center rubber is 0.10 or less, the loss tangent tan δ at 0 ° C. of the shoulder rubber is 0.62 to 0.80 , and the shoulder rubber of the center rubber with respect to the center rubber A pneumatic tire for a passenger car having a ratio of absolute elastic modulus | E * | at 25 ° C. (shoulder rubber / center rubber) of 1.0 to 1.2.
前記トレッドゴムはタイヤ幅方向に3分割されており、前記センターゴムと前記ショルダーゴムとの境界は、タイヤ赤道線からタイヤ幅方向外側に向かって、タイヤ赤道線から前記トレッド部の接地端までの距離の0.5〜0.8倍の距離にある請求項1記載の乗用車用空気入りタイヤ。
The tread rubber is divided into three in the tire width direction, and the boundary between the center rubber and the shoulder rubber extends from the tire equator line to the outer side in the tire width direction, from the tire equator line to the grounding end of the tread portion. The pneumatic tire for a passenger car according to claim 1 , wherein the pneumatic tire is at a distance 0.5 to 0.8 times the distance.
JP2005059881A 2005-03-04 2005-03-04 Pneumatic tires for passenger cars Expired - Fee Related JP4566788B2 (en)

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WO2013140999A1 (en) * 2012-03-23 2013-09-26 横浜ゴム株式会社 Pneumatic tire
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JPS6094804A (en) * 1983-10-31 1985-05-28 Yokohama Rubber Co Ltd:The Tire for motor cycle
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JPH0525327A (en) * 1991-07-23 1993-02-02 Bridgestone Corp Rubber composition for tire tread
JPH0872505A (en) * 1994-09-07 1996-03-19 Sumitomo Rubber Ind Ltd Radial tire for metorcycle
JP2000080205A (en) * 1998-06-25 2000-03-21 Bridgestone Corp Rubber composition for tire tread and pneumatic tire using the same
JP2004091505A (en) * 2002-08-29 2004-03-25 Bridgestone Corp Rubber composition for tire tread and tire using the same
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JP2005199922A (en) * 2004-01-16 2005-07-28 Toyo Tire & Rubber Co Ltd Pneumatic tire
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Publication number Priority date Publication date Assignee Title
JPS566604U (en) * 1979-06-28 1981-01-21
JPS5850883B2 (en) * 1979-12-31 1983-11-12 Toyo Rubber Ind Co
JPS6094804A (en) * 1983-10-31 1985-05-28 Yokohama Rubber Co Ltd:The Tire for motor cycle
JPS6259104A (en) * 1985-09-09 1987-03-14 Bridgestone Corp Pneumatic tire
JPH03164306A (en) * 1989-11-22 1991-07-16 Sumitomo Rubber Ind Ltd Tire for automobile
JPH0525327A (en) * 1991-07-23 1993-02-02 Bridgestone Corp Rubber composition for tire tread
JPH0872505A (en) * 1994-09-07 1996-03-19 Sumitomo Rubber Ind Ltd Radial tire for metorcycle
JP2000080205A (en) * 1998-06-25 2000-03-21 Bridgestone Corp Rubber composition for tire tread and pneumatic tire using the same
JP2004091505A (en) * 2002-08-29 2004-03-25 Bridgestone Corp Rubber composition for tire tread and tire using the same
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