JPH06102405B2 - Radial tires with excellent riding comfort - Google Patents
Radial tires with excellent riding comfortInfo
- Publication number
- JPH06102405B2 JPH06102405B2 JP58249963A JP24996383A JPH06102405B2 JP H06102405 B2 JPH06102405 B2 JP H06102405B2 JP 58249963 A JP58249963 A JP 58249963A JP 24996383 A JP24996383 A JP 24996383A JP H06102405 B2 JPH06102405 B2 JP H06102405B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- bead
- tread
- height
- central
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C13/00—Tyre sidewalls; Protecting, decorating, marking, or the like, thereof
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
【発明の詳細な説明】 本発明は乗心地の改善されたラジアルタイヤ、特に乗用
車用ラジアルタイヤに関する。Description: TECHNICAL FIELD The present invention relates to a radial tire with improved riding comfort, and more particularly to a radial tire for passenger cars.
一般にラジアルタイヤは、コードをラジアル方向に配列
したトロイド状カーカスのクラウン部外側にタイヤ赤道
に対して比較的浅い角度でコードを配列したベルト層が
配置され、しかもベルト層のコードはスチール、アラミ
ド等の弾性率の高い材料が用いられている。従ってラジ
アルタイヤはベルト層によるたが効果が高く、トレッド
剛性が高められるため耐摩耗性、操縦安定性に優れる一
方、走行時、路面上の突起を乗り越す際にトレッド部が
変形し難く、このときの衝撃がサイドウォールで吸収さ
れないまま、ビード部からホイールリム、更には車軸へ
と伝達されて振動の原因となり、乗心地を阻害すること
となる。したがってラジアルタイヤでは、前記耐摩耗
性、操縦安定性と乗心地は相克関係にあり、従来から乗
心地を改善するため多くの提案がなされてきたが、それ
らのほとんどは前二者と後者の特性をいかにバランスさ
せるかという観点からなされてきたものである。本発明
はトレッド部の剛性を高く維持して操縦安定性、耐摩耗
性の基本特性を犠牲にすることなく、トレッド部に加わ
る衝撃に基づく振動をサイドウォールで効果的に吸収、
緩和せしめることにより乗心地を有利に改善したもので
ある。Generally, in radial tires, a belt layer in which cords are arranged at a relatively shallow angle with respect to the tire equator is arranged outside the crown portion of a toroidal carcass in which cords are arranged in a radial direction, and the belt layer cords are steel, aramid, etc. A material having a high elastic modulus is used. Therefore, radial tires are highly effective due to the belt layer, and since tread rigidity is enhanced, they are excellent in wear resistance and steering stability, while the tread portion is difficult to deform when riding over bumps on the road surface at this time. Impact is transmitted to the wheel rim and further to the axle without being absorbed by the sidewalls, causing vibration and impairing riding comfort. Therefore, in radial tires, the wear resistance, steering stability, and riding comfort are in conflict with each other, and many proposals have been made to improve riding comfort, but most of them have characteristics of the former two and the latter. It has been done from the viewpoint of how to balance. The present invention effectively absorbs vibration due to impact applied to the tread portion by the sidewall without sacrificing the basic characteristics of the steering stability and the wear resistance while maintaining high rigidity of the tread portion,
By relaxing it, the ride comfort is advantageously improved.
本発明は、左右一対のビードコアと両端が該ビードコア
のまわりを折り返して係止されるラジアル方向にコード
を配列したカーカスと、該カーカスのクラウン部外側に
配置されるベルト層と該ベルト層の上側に配置される環
状のトレッド部と該トレッド部の両端からビード部方向
に延びる一対のサイドウォールとをそなえ、該サイドウ
ォールをタイヤ最大幅位置上側近傍に位置する中央部
と、該中央部とトレッド部を連結する上端部と、該中央
部とクリンチエーペックスを連結する下端部に３分割す
るとともに、該中央部のタイヤ半径方向下端のビード底
部からの高さ（h1）とタイヤ断面高さ（Ｈ）の比（h1/
H）が0.48〜0.55の範囲にあり、該中央部のタイヤ半径
方向上端のビード底部からの高さ（h2）とタイヤ断面高
さ（Ｈ）の比（h2/H）が0.60〜0.70の範囲にあって、該
中央部は複素弾性率（Ｅ＊）が30kg/cm2以上50kg/cm2未
満の該上端部及び下端部とは異なるゴムから形成され、
上端部及び下端部には複素弾性率（Ｅ＊）が50kg/cm2よ
り大きく80kg/cm2以下のゴムをそれぞれ配置したことを
特徴とする乗心地の優れたラジアルタイヤである。The present invention is directed to a pair of left and right bead cores, a carcass having cords arranged in a radial direction in which both ends are folded back and locked around the bead core, a belt layer disposed outside a crown portion of the carcass, and an upper side of the belt layer. And a pair of sidewalls extending from both ends of the tread portion in the direction of the bead portion, the central portion being located near the tire maximum width position upper side, and the central portion and the tread. The upper part connecting the parts and the lower part connecting the central part and the clinch apex are divided into three parts, and the height (h 1 ) from the bead bottom part of the lower end in the tire radial direction of the central part and the tire cross-section height ( H) ratio (h 1 /
H) is in the range of 0.48 to 0.55, and the ratio (h 2 / H) of the height (h 2 ) from the bead bottom of the tire radial upper end of the center to the tire cross-sectional height (H) is 0.60 to 0.70. And a complex elastic modulus (E *) of 30 kg / cm 2 or more and less than 50 kg / cm 2 different from the upper end and the lower end of the rubber,
The upper and lower end portions complex elastic modulus (E *) is an excellent radial tire riding comfort, characterized in that disposed respectively greater 80 kg / cm 2 or less of rubber than 50 kg / cm 2.
以下本発明のラジアルタイヤの実施例を図面にしたがっ
て説明する。第１図は本発明のラジアルタイヤの右半分
を示す横断面図である。Embodiments of the radial tire of the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view showing the right half of the radial tire of the present invention.
図においてラジアルタイヤ（１）はビードコア（２）の
まわりに端部を折り返して係止されるトロイド状カーカ
ス（３）と、該カーカスのクラウン部外側に配置される
ベルト層（４）を備えている。そして前記カーカスはポ
リエステル、ナイロン、レーヨン、アラミド等の有機繊
維コードをタイヤの半径方向に配列されているいわゆる
ラジアル構造である。また前記ベルト層はスチールもし
くは芳香族ポリアミド等の弾性率の高いコードをタイヤ
赤道に対して比較的浅い角度、例えば10〜30゜の角度で
配列されている。次に本発明では前記ベルト層の上側に
環状のトレッド部（５）が配置されており、更に該トレ
ッド部（５）の両端からビード部方向に延びるサイドウ
ォール（６）が配置されている。そしてサイドウォール
（６）はタイヤ最大幅位置の上側近傍に位置する中央部
（７）と、該中央部（７）と、トレッド部を連結する上
端部（８）と、前記中央部（７）クリンチエーペックス
（10）を連結する下端部（９）に３分割されており、中
央部（７）は複素弾性率（Ｅ＊）が30kg/cm2以上50kg/c
m2未満のゴムを、前記上端部（８）及び下端部（９）は
複素弾性率（Ｅ＊）が50kg/cm2より大きく80kg/cm2以下
のゴムを用いている。そして中央部（７）はタイヤ最大
幅位置（Ｍ）の上側に位置しており、中央部の下端（7
b）のビード部からの高さ（h1）はタイヤ断面高さ
（Ｈ）の48〜55％の範囲であり、更に中央部の上端（7
a）のビード部からの高さ（h2）はタイヤ断面高さ
（Ｈ）の60〜70％の範囲である。比h1/Hが、0.48より小
さいとビード部の剛性が低下して操縦安定性の不足を招
来し、0.55より大きいとフレックスゾーンでのトレッド
からの衝撃の吸収が十分ではない。また、比h2/Hが、0.
70より大きいと走行中の縁石等による損傷を招来し、0.
60より小さいとフレックスゾーンでのトレッドからの衝
撃の吸収が十分ではない。これにより、中央部（７）の
タイヤ半径方向長さは、タイヤ断面高さ（Ｈ）の0.05〜
0.22の範囲となる。タイヤのサイズ、偏平比、要求性能
に応じてこの範囲内で、中央部のタイヤ半径方向長さを
設定することができる。In the figure, a radial tire (1) is provided with a toroidal carcass (3) which is locked around the bead core (2) by folding back the ends, and a belt layer (4) arranged outside the crown part of the carcass. There is. The carcass has a so-called radial structure in which organic fiber cords such as polyester, nylon, rayon, and aramid are arranged in the tire radial direction. In the belt layer, cords having a high elastic modulus such as steel or aromatic polyamide are arranged at a relatively shallow angle with respect to the tire equator, for example, at an angle of 10 to 30 °. Next, in the present invention, an annular tread portion (5) is arranged on the upper side of the belt layer, and further sidewalls (6) extending from both ends of the tread portion (5) toward the bead portion are arranged. The sidewall (6) is located near the upper side of the tire maximum width position, a central portion (7), the central portion (7), an upper end portion (8) connecting the tread portion, and the central portion (7). The lower part (9) connecting the clinch apex (10) is divided into three parts, and the central part (7) has a complex elastic modulus (E *) of 30 kg / cm 2 or more and 50 kg / c.
A rubber having a complex elastic modulus (E *) of more than 50 kg / cm 2 and 80 kg / cm 2 or less is used for the upper end portion (8) and the lower end portion (9) of a rubber of less than m 2 . The central portion (7) is located above the tire maximum width position (M), and the lower end (7
The height (h 1 ) from the bead part of b) is in the range of 48 to 55% of the tire cross-section height (H), and the upper end (7
The height (h 2 ) from the bead portion of a) is in the range of 60 to 70% of the tire sectional height (H). If the ratio h 1 / H is less than 0.48, the rigidity of the bead portion will be reduced, leading to insufficient steering stability. If the ratio h 1 / H is greater than 0.55, the impact absorption from the tread in the flex zone will not be sufficient. Also, the ratio h 2 / H is 0.
If it is greater than 70, it will cause damage due to curbs during driving, etc.
If it is less than 60, the shock absorption from the tread in the flex zone is not sufficient. As a result, the length of the central portion (7) in the radial direction of the tire is 0.05 to the tire cross-section height (H).
The range is 0.22. The length of the central portion in the tire radial direction can be set within this range according to the tire size, flatness ratio, and required performance.
高速走行時の操縦安定性、ウェットグリップ性を改善す
るためにはトレッド接地面積を広げることが必要である
が、そのためタイヤの断面形状の変形挙動を第２図に示
す如く曲線Ａの無荷重状態のカーカスプロファイルから
曲線Ｂの荷重負荷状態のカーカスプロファイルへの変形
において荷重負荷状態のカーカスプロファイルが路面
（Ｇ）に接近する領域で大きく変形するフレックスゾー
ン（FR）を形成せしめ接地巾を拡大することが重要とな
る。一方乗心地を改善するためには前記カーカスプロフ
ァイル（曲線Ｂ）が路面（Ｇ）と浅い角度（θ）で交差
せしめるとともに前記フレックスゾーン（FR）には変形
歪の吸収減衰の効果の高いゴムを用いることが、トレッ
ド部からの衝撃の緩和を効果的ならしめ、乗心地を高め
るために必要である。本発明においてサイドウォールの
各構成部分の位置及びゴム物性を前述の如く規定したの
はかかる観点からなされたものである。したがって、フ
レックスゾーン（FR）に位置する前記中央部のゴムの複
素弾性率（Ｅ＊）が50kg/cm2以上であると、トレッド部
からの衝撃の吸収が充分でなく、一方30kg/cm2より小さ
いと変形量が大きすぎてクラックが生じやすくなり好ま
しくない。また前記上端部８は、比較的剛性が高く通常
複素弾性率（Ｅ＊）が70〜120kg/cm2のゴムで形成され
るトレッド部（５）と連結されるものであり両者間に異
質ゴムに起因する構造の断層が形成されないため複素弾
性率（Ｅ＊）が50kg/cm2より大きく80kg/cm2以下である
ゴムが使用される。一方下端部（９）は硬度が高く、複
素弾性率（Ｅ＊）が100〜180kg/cm2のクリンチエーペッ
クス（10）と連結し、かつビードエーペックス（11）と
ともにビード部の剛性を高めて、ラジアルタイヤの欠点
である横剛性を高めるもので比較的硬いゴムで複素弾性
率（Ｅ＊）は50〜80kg/cm2のゴムが用いられる。It is necessary to widen the tread contact area in order to improve the steering stability and wet grip performance during high-speed running. Therefore, the deformation behavior of the cross-sectional shape of the tire is as shown in FIG. In the transformation from the carcass profile of No. 3 to the carcass profile of the loaded condition of curve B, the flexing zone (FR) is formed to be greatly deformed in the region where the carcass profile of the loaded condition approaches the road surface (G). Is important. On the other hand, in order to improve the riding comfort, the carcass profile (curve B) intersects the road surface (G) at a shallow angle (θ) and the flex zone (FR) is made of rubber having a high effect of absorbing and damping deformation strain. It is necessary to use it in order to effectively reduce the impact from the tread portion and enhance the riding comfort. In the present invention, the positions of the respective constituent parts of the sidewall and the physical properties of the rubber are defined as described above from the above viewpoint. Therefore, when the complex elastic modulus (E *) of the central rubber located in the flex zone (FR) is 50 kg / cm 2 or more, the shock absorption from the tread portion is not sufficient, while 30 kg / cm 2 If it is smaller, the amount of deformation is too large and cracks are likely to occur, which is not preferable. Further, the upper end portion 8 is connected to a tread portion (5) formed of rubber having a relatively high rigidity and usually having a complex elastic modulus (E *) of 70 to 120 kg / cm 2. A rubber with a complex elastic modulus (E *) of more than 50 kg / cm 2 and 80 kg / cm 2 or less is used because a fault due to the structure is not formed. On the other hand, the lower end (9) has a high hardness, is connected to a clinch apex (10) having a complex elastic modulus (E *) of 100 to 180 kg / cm 2 , and enhances the rigidity of the bead together with the bead apex (11), It is used to increase lateral rigidity, which is a drawback of radial tires. A relatively hard rubber having a complex elastic modulus (E *) of 50 to 80 kg / cm 2 is used.
ここで複素弾性率（Ｅ＊）は岩本製作所（株）製の粘弾
性スペクトロメーターを用いて、使用状態をよく再現し
うる歪み２％、温度30℃、周波数10Hzの条件で測定した
結果である。尚本発明において前記中央部（７）のゴム
は変形量が大きく、したがって機械的、化学的劣化を受
けやすくなるが、そのためこれら劣化に充分耐えるため
カーボンブラック配合を基本とするゴム組成物が用いら
れる。Here, the complex elastic modulus (E *) is the result of measurement using a viscoelasticity spectrometer manufactured by Iwamoto Seisakusho Co., Ltd. under the conditions of strain 2%, temperature 30 ° C., frequency 10 Hz, which can reproduce the usage condition well. . In the present invention, the rubber in the central portion (7) has a large amount of deformation, and therefore is susceptible to mechanical and chemical deterioration. Therefore, in order to sufficiently withstand these deteriorations, a rubber composition based on carbon black is used. To be
このように本発明はサイドウォールゴムを３分割すると
ともに、タイヤ最大巾位置上方のフレックスゾーンに柔
軟なゴムを配置する一方、その上下両側に比較的硬度の
高いゴムを配置したため、タイヤ断面のカーカスの独特
の変形挙動に基づきトレッド接地巾が広がり操縦安定性
が高く維持されるとともに乗心地が改善される。As described above, according to the present invention, the sidewall rubber is divided into three, and the flexible rubber is arranged in the flex zone above the maximum tire width position, while the rubber having relatively high hardness is arranged on the upper and lower sides thereof. Due to the unique deformation behavior of the tread, the tread contact width is expanded and the steering stability is kept high and the riding comfort is improved.
実施例 タイヤサイズ195/70R14 89Hの乗用車用ラジアルタイヤ
で第１表に示す仕様で、かつサイドウオールに第２表に
示すゴム配合を用いてタイヤを試作し、各タイヤの操縦
安定性、乗心地を評価した。Example A radial tire for a passenger car having a tire size of 195 / 70R14 89H having the specifications shown in Table 1 and using the rubber compound shown in Table 2 for the side walls, a tire was manufactured as a trial, and the steering stability and riding comfort of each tire were tested. Was evaluated.
（１）乗心地の評価方法 リム:5 1/2J 内圧:2.0kg/cm2 荷重:360kgf ドラム：直径1.59mの円滑表面上、１ヶ所に10mm×10mm
の方形の突起を固定。(1) Evaluation method of riding comfort Rim: 5 1 / 2J Internal pressure: 2.0kg / cm 2 Load: 360kgf Drum: Smooth surface with a diameter of 1.59m, 10mm x 10mm in one place
Fix the square protrusion of.
タイヤ軸に上記荷重を加えドラム回転の際タイヤが突起
を乗りこす時のタイヤ軸に加わる軸力を記録しその変動
（波形の最大値ならびに減衰）を測定した。The above-mentioned load was applied to the tire shaft, and the axial force applied to the tire shaft when the tire rides over the protrusion during drum rotation was recorded, and the fluctuation (maximum value of waveform and attenuation) was measured.
（２）操縦安定性 実車走行によるフィーリングテストを実施し５点法で評
価し数値の高い程優れていることを示す。なお走行条件
は次の通りである。(2) Steering stability A feeling test was conducted by running a real vehicle and evaluated by the 5-point method. The higher the value, the better. The driving conditions are as follows.
内圧:2.0kg/cm2 車両:2000ccFRガソリン車 乗員:1名 テストコース:JAR1（0km/h〜180km/h） リム:5 1/2J 操縦安定性の評価は、直進安定性能、レーンチェンジ性
能、旋回性能の３項目について官能評価を行い、訓練を
受けた熟練ドライバーが、５段階で評価した結果を示し
たものである。Inner pressure: 2.0kg / cm 2 Vehicle: 2000ccFR gasoline car Crew: 1 person Test course: JAR1 (0km / h ~ 180km / h) Rim: 5 1 / 2J Evaluation of steering stability is straight running stability, lane change performance, The results of sensory evaluation of the three items of turning performance, which were evaluated by a trained skilled driver in five stages, are shown.
第１表から本発明のタイヤは乗心地が改善されているこ
とは明らかである。 It is clear from Table 1 that the tire of the present invention has improved riding comfort.
第１図は本発明のタイヤの断面図の右半分を示し、第２
図はタイヤ断面形状の変形挙動を示す概略図である。 １……ラジアルタイヤ、８……上端部 ２……ビードコア、９……下端部 ３……カーカス、10……クリンチエーペックス ４……ベルト層、 ５……トレッド部 ６……サイドウォール ７……中央部FIG. 1 shows the right half of the cross-sectional view of the tire of the present invention.
The figure is a schematic view showing the deformation behavior of the tire cross-sectional shape. 1 ... Radial tire, 8 ... upper end 2 ... bead core, 9 ... lower end 3 ... carcass, 10 ... clinch apex 4 ... belt layer, 5 ... tread portion 6 ... sidewall 7 ... Center
Claims (1)
アのまわりを折り返して係止されるラジアル方向にコー
ドを配列したカーカスと、該カーカスのクラウン部外側
に配置されるベルト層と該ベルト層の上側に配置される
環状のトレッド部と該トレッド部の両端からビード部方
向に延びる一対のサイドウオールとをそなえ、該サイド
ウォールをタイヤ最大幅位置上側近傍に位置する中央部
と、該中央部とトレッド部を連結する上端部と、該中央
部とクリンチエーペックスを連結する下端部に３分割す
るとともに、該中央部のタイヤ半径方向下端のビード底
部からの高さ（h1）とタイヤ断面高さ（Ｈ）の比（h1/
H）が0.48〜0.55の範囲にあり、該中央部のタイヤ半径
方向上端のビード底部からの高さ（h2）とタイヤの断面
高さ（Ｈ）の比（h2/H）が0.60〜0.70の範囲にあって、
該中央部には歪み２％，温度30℃，周波数10Hzで測定し
た複素弾性率（Ｅ＊）が30kg/cm2以上50kg/cm2未満の該
上端部及び下端部とは異なるゴムから形成され、更に、
前記上端部及び下端部には複素弾性率（Ｅ＊）が50kg/c
m2より大きく80kg/cm2以下のゴムをそれぞれ配置したこ
とを特徴とする乗心地の優れたラジアルタイヤ。1. A pair of left and right bead cores, a carcass having cords arranged in a radial direction in which both ends are folded back and locked around the bead core, a belt layer disposed outside a crown portion of the carcass, and the belt layer. An annular tread portion arranged on the upper side and a pair of sidewalls extending in the bead portion direction from both ends of the tread portion, and a central portion located near the tire maximum width position upper side, and the central portion. The upper part connecting the tread part and the lower part connecting the central part and the clinch apex are divided into three parts, and the height (h 1 ) from the bead bottom part of the lower end in the tire radial direction of the central part and the tire cross-section height. Ratio of (H) (h 1 /
H) is in the range of 0.48 to 0.55, and the ratio (h 2 / H) of the height (h 2 ) from the bead bottom portion of the tire radial upper end of the central portion to the tire section height (H 2 ) is 0.60 to In the range of 0.70,
The central part is formed of a rubber different from the upper end and the lower end having a complex elastic modulus (E *) measured at a strain of 2%, a temperature of 30 ° C. and a frequency of 10 Hz of 30 kg / cm 2 or more and less than 50 kg / cm 2. , In addition,
The complex elastic modulus (E *) is 50 kg / c at the upper end and the lower end.
Radial tires with excellent riding comfort characterized by arranging rubbers larger than m 2 and 80 kg / cm 2 or less, respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58249963A JPH06102405B2 (en) | 1983-12-28 | 1983-12-28 | Radial tires with excellent riding comfort |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58249963A JPH06102405B2 (en) | 1983-12-28 | 1983-12-28 | Radial tires with excellent riding comfort |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60143110A JPS60143110A (en) | 1985-07-29 |
| JPH06102405B2 true JPH06102405B2 (en) | 1994-12-14 |
Family
ID=17200789
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58249963A Expired - Lifetime JPH06102405B2 (en) | 1983-12-28 | 1983-12-28 | Radial tires with excellent riding comfort |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH06102405B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6310069U (en) * | 1986-07-04 | 1988-01-22 | ||
| JP2579329B2 (en) * | 1987-12-09 | 1997-02-05 | 住友ゴム工業 株式会社 | Pneumatic tire |
| JP4710479B2 (en) * | 2005-08-15 | 2011-06-29 | 横浜ゴム株式会社 | Pneumatic tire |
| JP5382081B2 (en) * | 2011-09-28 | 2014-01-08 | 横浜ゴム株式会社 | Pneumatic run flat tire |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57151404A (en) * | 1981-03-13 | 1982-09-18 | Bridgestone Corp | Pneumatic radial tyre |
-
1983
- 1983-12-28 JP JP58249963A patent/JPH06102405B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60143110A (en) | 1985-07-29 |
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