JPH08332806A - Pneumatic radial tire - Google Patents
Pneumatic radial tireInfo
- Publication number
- JPH08332806A JPH08332806A JP7140765A JP14076595A JPH08332806A JP H08332806 A JPH08332806 A JP H08332806A JP 7140765 A JP7140765 A JP 7140765A JP 14076595 A JP14076595 A JP 14076595A JP H08332806 A JPH08332806 A JP H08332806A
- Authority
- JP
- Japan
- Prior art keywords
- tread
- rubber
- pneumatic radial
- rubber layer
- separated
- 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.)
- Pending
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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
- B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
-
- 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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
- B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
- B60C11/0075—Tyre 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は乗り心地を維持し、操縦
性に優れるラジアルタイヤの改良に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a radial tire which maintains a comfortable ride and is excellent in maneuverability.
【０００２】[0002]
【従来の技術】ラジアル構造のタイヤにおいて、コ−ナ
リング走行時のコ−ナリングフォ−スを増大させ操縦性
を向上させるためには、トレッドに剛性（または硬度）
の高いゴムを使用したり、また材料および構造の面から
ケ−ス剛性を高めることが通常行われる。2. Description of the Related Art In a tire having a radial structure, in order to increase the cornering force and improve the maneuverability during cornering, the tread has rigidity (or hardness).
It is common practice to use high rubber and to increase case rigidity in terms of material and structure.
【０００３】[0003]
【発明が解決しようとする課題】上記操縦性向上のため
の諸方策は、特に乗用車用タイヤの場合、トレッドに高
硬度のゴムを使用した場合、トレッド全体の剪断剛性が
向上し、大きいコ−ナリングフォ−スを得ることができ
る反面、路面からの外乱入力をトレッドゴムで効果的に
吸収することができず、突起乗越し時のハ−シュネス
や、路面凹凸に起因するロ−ドノイズ等の振動・乗り心
地性能が悪化してしまう。The above-mentioned various measures for improving the maneuverability are, in particular, in the case of passenger car tires, when a rubber having a high hardness is used for the tread, the shear rigidity of the entire tread is improved, and a large core is used. Although it is possible to obtain a nulling force, the disturbance input from the road surface cannot be effectively absorbed by the tread rubber, and vibrations such as road crash noise due to the harshness when riding over bumps and road surface irregularities can be obtained.・ Ride comfort performance will deteriorate.
【０００４】また、ケ−ス剛性を高めるため、例えば、
カ−カスの補強コ−ドとして高弾性コ−ドを使用した
り、サイドウォ−ルの外被ゴムやビ−ドフィラ−に剛性
の高いゴムを使用した場合は、タイヤの軸方向の変形に
対する剛性、即ち横剛性が向上し、大きいコ−ナリング
フォ−スが得られる反面、タイヤの径方向剛性も同時に
高まり、路面からの外乱入力をタイヤのサイドウォ−ル
で吸収することができず、これまたハ−シュネスやロ−
ドノイズ等、振動・乗り心地が悪化することとなる。In order to increase the rigidity of the case, for example,
When a highly elastic cord is used as a reinforcing cord for the carcass or a rubber having a high rigidity is used for the side wall outer rubber and the bead filler, the rigidity against the axial deformation of the tire is used. That is, while the lateral rigidity is improved and a large cornering force is obtained, the radial rigidity of the tire is also increased at the same time, and the disturbance input from the road surface cannot be absorbed by the tire side wall. -Schnes and Ro-
Vibration and ride comfort will deteriorate due to noise.
【０００５】このように、タイヤの操縦性と振動・乗り
心地性は、相反する性格を有するが、最近では、高い操
縦性が要求されるスポ−ツタイプの車両に装着される、
扁平断面のタイヤでさえ、振動・乗り心地性に対する要
求が高まりつつあり、目下、操縦性と振動・乗り心地性
の両立が急務となっている。本発明は、上記問題に鑑み
なされたもので、振動・乗り心地性を維持し、操縦性に
優れた空気入りラジアルタイヤを提供することを目的と
する。As described above, the tire maneuverability and the vibration / riding comfort have contradictory characteristics, but recently, the tire is mounted on a sports vehicle which requires high maneuverability.
There is an increasing demand for vibration and riding comfort even for tires with a flat cross section, and it is now an urgent task to balance maneuverability with vibration and riding comfort. The present invention has been made in view of the above problems, and an object of the present invention is to provide a pneumatic radial tire that maintains vibration and riding comfort and is excellent in maneuverability.
【０００６】[0006]
【課題を解決するための手段】本発明は、トロイド状ラ
ジアルカ−カスのクラウン部周上に、非伸長性ベルト層
とトレッドを順次備え、上記トレッドが接地表面側にキ
ャップゴム、ベルト層側にベ−スゴムを有するタイヤに
おいて、上記トレッドのベ−スゴムは、中央赤道面よ
り、通常の走行時に接地するトレッド有効幅の20% また
はそれ以上離れた地点から軸方向外側へ夫々延び、且つ
上記キャップゴムよりJIS 硬度A が少なくとも5 °高
い、硬質の分離ゴム層より成ることを特徴とする空気入
りラジアルタイヤである。ここで、上記通常の走行時に
接地するトレッドの有効幅とは、通常路上を直進すると
きトレッドが接地する幅であり、便宜上、JATMA 規格に
定める規定内圧充填の下で、タイヤ最大負荷能力の70%
の荷重をタイヤに対し平板上に加えたときの接地幅とす
る。According to the present invention, a non-stretchable belt layer and a tread are sequentially provided on the circumference of a crown portion of a toroidal radial arcus, and the tread is provided with a cap rubber on the ground contact surface side and a belt layer side. In a tire having a base rubber, the base rubber of the tread extends axially outward from a point 20% or more of the effective width of the tread grounded during normal running from the central equatorial plane, and the cap is provided. A pneumatic radial tire comprising a hard separated rubber layer having a JIS hardness A at least 5 ° higher than that of rubber. Here, the effective width of the tread that comes into contact with the ground during normal running is the width that the tread comes into contact with when it goes straight on a normal road.For convenience, the tire maximum load capacity of 70 %
The ground contact width when the load of is applied to the tire on a flat plate.
【０００７】上記分離ゴム層は、その軸方向内側端から
同方向外側に向かって、上記トレッドの接地端近傍に至
る間厚みが増加し、楔状の断面形状を有することが好ま
しい。It is preferable that the separation rubber layer has a wedge-shaped cross-sectional shape in which the thickness increases from the inner end in the axial direction toward the outer side in the same direction until reaching the vicinity of the ground contact end of the tread.
【０００８】上記一対の分離ゴム層の間に、上記キャッ
プゴムより軟質の中間ベ−スゴム層を設けることが好ま
しく、その中間ベ−スゴム層はキャップゴムに対し、5
°以上の硬度差を有することが更に好ましい。An intermediate base rubber layer, which is softer than the cap rubber, is preferably provided between the pair of separated rubber layers.
It is more preferable to have a hardness difference of not less than °.
【０００９】[0009]
【作用】タイヤがコ−ナリングするときは、トレッドの
コ−ナリング外側、または旋回外側の接地長さが増大
し、それによって接地面積が著しく増加する。発明者が
行った実験によると、負荷転動時のラジアルタイヤにス
リップ角を与えると、トレッドのコ−ナリング外側に対
応する区域は、中央赤道面よりトレッド有効幅の20% 離
れた地点から軸方向外側に向かって接地長の増加が著し
く、接地端の近傍、特に40〜45% の地点において最大に
なることが分かった。そのためコ−ナリングフォ−スを
大きく発生させ、操縦性を向上させるためには、この区
域の周方向剛性を高め、接地長の増加を抑える必要があ
る。When the tire corners, the contact length on the outside of the cornering of the tread or on the outside of the turning increases, thereby significantly increasing the contact area. According to an experiment conducted by the inventor, when a radial tire under load rolling is given a slip angle, the area corresponding to the outside of the cornering of the tread is rotated from a point 20% of the effective width of the tread from the central equatorial plane. It was found that the contact length increased remarkably toward the outside in the direction and reached the maximum near the contact edge, especially at 40 to 45%. Therefore, in order to generate a large cornering force and improve maneuverability, it is necessary to increase the circumferential rigidity of this area and suppress an increase in the ground contact length.
【００１０】本発明に成るタイヤは、コ−ナリング時に
おける接地長の増加が著しい区域に実質上限定し、トレ
ッドのベ−ス部に、キャップゴムよりJIS 高度A が少な
くとも5 °高い、一対の硬質分離ゴム層を配置している
ので、トレッドの必要な区域の周方向剛性が高まり、そ
れにより接地長の増加が有利に制限されるため操縦性が
向上するのである。この場合、通常懸念される振動・乗
り心地性への悪影響は、トレッド中央域より分離ゴム層
の上方を覆う、耐摩耗性、対スキッド性に優れた、より
軟質のキャップゴムの部分によって、路面上の凹凸に起
因する振動を吸収するので、極力抑制される。The tire according to the present invention is substantially limited to an area where the contact length is significantly increased during cornering, and a pair of tires having JIS height A higher than cap rubber by at least 5 ° is provided in the base portion of the tread. The placement of the hard separating rubber layer enhances the circumferential stiffness of the required area of the tread, which advantageously limits the increase in ground contact length and improves maneuverability. In this case, the usual adverse effects on vibration and riding comfort are caused by the softer cap rubber part that covers the upper part of the separation rubber layer from the tread center area and has excellent wear resistance and skid resistance. Since the vibration caused by the unevenness is absorbed, it is suppressed as much as possible.
【００１１】硬質の分離ゴム層は、コ−ナリング時にお
ける接地長の上記増加状態、または増加傾向に準じて、
軸方向内側端から同方向外側に向け厚みを増加させ、ト
レッドの有効幅を限界するトレッド端近傍を最大厚みと
する、楔状の断面形状に形成することが、本発明の目的
に照らし一層効果的である。According to the above-mentioned increasing state or the increasing tendency of the ground contact length during cornering, the hard separating rubber layer is
Increasing the thickness from the inner end in the axial direction to the outer side in the same direction, and forming the wedge-shaped cross-sectional shape having the maximum thickness in the vicinity of the tread end that limits the effective width of the tread is more effective in light of the object of the present invention. Is.
【００１２】左右分離ゴム層の間に、キャップゴムより
軟質の中間ベ−スゴム層を設け、また両者の硬度（JIS
硬度A ）差5 °以上、従って分離ゴム層より10°以上低
くく設定することによって、更に振動吸収効果が向上す
る。An intermediate base rubber layer, which is softer than the cap rubber, is provided between the left and right separated rubber layers, and the hardness of both (JIS
The hardness A) difference is 5 ° or more, so by setting it to be 10 ° or more lower than the separation rubber layer, the vibration absorption effect is further improved.
【００１３】[0013]
【実施例】以下図面に基づき説明する。図1 はラジアル
タイヤの断面図、図2 は本発明におけるタイヤの第1 実
施例を示すトレッド断面図である。本発明に成るタイヤ
1 は、トロイド状ラジアルカ−カス2 のクラウン部3 に
おける周上に、非伸長性ベルト層4 とトレッド5 を順次
備え、トレッド5 が接地表面側にキャップゴム6 、ベル
ト層4 側にベ−スゴム7 が占めている。そしてこの場
合、ベ−スゴム7 は、中央赤道面O より、通常の走行時
に接地するトレッド有効幅WTの20% 、またはそれ以上離
れた地点P から軸方向外側へ夫々延び、且つ上記キャッ
プゴム6 よりJIS 硬度A が少なくとも5 °高い、硬質の
分離ゴム層8 、8 より成るものとする。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A description will be given below with reference to the drawings. FIG. 1 is a sectional view of a radial tire, and FIG. 2 is a tread sectional view showing a first embodiment of a tire according to the present invention. Tire according to the present invention
1 is provided with a non-stretchable belt layer 4 and a tread 5 in this order on the circumference of the crown portion 3 of the toroidal radial arcus 2, the tread 5 having a cap rubber 6 on the ground contact surface side and a base rubber on the belt layer 4 side. 7 make up. In this case, the base rubber 7 extends axially outward from the point P 20% or more of the effective tread width W T grounded during normal traveling from the central equatorial plane O, and the cap rubber 7 mentioned above. The hardness shall be at least 5 ° higher than JIS 6 by 6 and shall consist of hard rubber layers 8, 8.
【００１４】本発明においてカ−カス2 は、ポリエステ
ル、レ−ヨンで代表される有機繊維コ−ドを赤道面O と
実質上直交する向きに配列したプライの少なくとも1
枚、通常2 枚とし、またベルト層4 は、スチ−ルコ−ド
を赤道面O に対し、15〜30°の角度で配列した2 枚の層
を、それらのコ−ドが交差するように重合わせ、その周
囲に、ナイロンなど熱収縮性コ−ドを複数本並べてゴム
引きしたストリップの周方向螺旋状巻回によって形成し
た補助層より成る、公知の構造を適用することができ
る。In the present invention, the carcass 2 is at least one of plies in which organic fiber cords represented by polyester and rayon are arranged in a direction substantially perpendicular to the equatorial plane O.
The belt layer 4 is made of two sheets, and the belt layers 4 are arranged so that the steel cords are arranged at an angle of 15 to 30 ° with respect to the equatorial plane O so that the cords intersect each other. It is possible to apply a known structure, which is formed by superimposing and an auxiliary layer formed by circumferentially spirally winding a rubberized strip around which a plurality of heat-shrinkable cords such as nylon are lined up.
【００１５】図2 に示す実施例のトレッドにおいては、
ベ−スゴムとしての硬質分離ゴム層8 が、赤道面O から
トレッド有効幅WTの20% 以上隔たる地点P に始まり、ト
レッドの有効幅の基点である接地端E に至る間、軸方向
外側に向かって厚みが増加し、トレッドの側端のやや手
前で厚みを減じ終端する、楔状の断面形状を形成してい
る。分離ゴム層8 の最大厚みHSをなす頂点Q は、トレッ
ドに刻まれた溝G の底に通常設けられる、摩耗限界を示
すためのウエアインジケ−タ−9 （図1 ）のレベルまで
とするが、分離ゴム層が硬度のみではなく、耐摩耗性、
耐スキッド性等を配慮したゴムを適用することにより、
頂点Q をウエアインジケ−タ−9 のレベルを越えて、よ
り高い位置に設けることができる。なお、図2 では溝の
表示を省略しているが、分離ゴム層の溝底にかかる部分
は、それによってくびれるため、変形楔形状を呈するこ
ととなる。In the tread of the embodiment shown in FIG. 2,
The hard separating rubber layer 8 as a base rubber is axially outside while starting from a point P separated from the equatorial plane O by 20% or more of the tread effective width W T and reaching a ground contact end E which is a base point of the tread effective width. The wedge-shaped cross-sectional shape is formed such that the thickness increases toward the end, and the thickness decreases and ends slightly before the side end of the tread. The maximum thickness H S of the separation rubber layer 8 is apex Q up to the level of the wear indicator 9 (Fig. 1), which is usually provided at the bottom of the groove G engraved on the tread, to show the wear limit. However, the separation rubber layer is not only hardness, but also wear resistance,
By applying rubber considering skid resistance etc.,
The apex Q can be set higher than the level of the wear indicator 9. Although the groove is not shown in FIG. 2, the part of the separation rubber layer that is in contact with the groove bottom has a deformed wedge shape because it is necked by it.
【００１６】この実施例において、地点P 〜P 間はキャ
ップゴムが占めている訳であるが、距離S がトレッド有
効幅ETの20% に満たないときは、振動・乗り心地が悪化
する。キャップゴム6 は、通常55〜70°の範囲内の硬度
（JIS 硬度A ）で使用される。従って分離ゴム層8 の硬
度は、上記数値より少なくとも5 °高い。[0016] In this embodiment, between points P to P is mean that the cap rubber occupies, the distance S is when less than 20% of the tread effective width E T, vibration riding comfort is deteriorated. The cap rubber 6 is usually used with a hardness (JIS hardness A) within the range of 55 to 70 °. Therefore, the hardness of the separation rubber layer 8 is at least 5 ° higher than the above value.
【００１７】図3 は本発明における第2 実施例のトレッ
ド断面図である。この実施例の特徴は、楔状分離ゴム層
8 、8 間に、軟質の中間ベ−スゴム層10をほぼ等厚みHB
をもって設けた点にある。中間ベ−スゴム層10は、この
ような等厚みに限らず、例えば、蒲鉾に設けたり、分離
ゴム層8 と軸方向に所定距離を置いて設けることもでき
る。この中間ベ−スゴム層の硬度は、キャップゴム6 の
それより5 °以上小さく、下限値としては、トレッドの
全体的剛性との関係より45°である。FIG. 3 is a tread sectional view of a second embodiment of the present invention. The feature of this embodiment is that the wedge-shaped separation rubber layer
8, between 8, an intermediate base of soft - almost Toatsumi H B to threaten layer 10
It is a point that has been established. The intermediate base rubber layer 10 is not limited to such an equal thickness, but may be provided, for example, on a kamaboko or may be provided at a predetermined distance from the separation rubber layer 8 in the axial direction. The hardness of this intermediate base rubber layer is smaller than that of the cap rubber 6 by 5 ° or more, and its lower limit value is 45 ° in relation to the overall rigidity of the tread.
【００１８】図4 は本発明における第3 実施例のトレッ
ド断面図である。この実施例の特徴は、分離ゴム層8 を
赤道面O より距離S 隔たる地点P から軸方向外側にほぼ
等厚みをもって形成した点にある。分離ゴム層8 はこの
ような形状の他、蒲鉾状にしたり、接地端E 近傍が局部
的に分厚い変形楔状にしたり、更には、目的を損なわな
い限り、接地端E 近傍に限定して円形状に形成すること
も可能である。FIG. 4 is a tread sectional view of a third embodiment of the present invention. The feature of this embodiment lies in that the separation rubber layer 8 is formed with a substantially equal thickness outward in the axial direction from a point P separated from the equatorial plane O by a distance S. In addition to this shape, the rubber separation layer 8 has a semi-cylindrical shape, a locally deformed wedge shape near the ground contact end E, or a circular shape limited to the ground contact end E unless the purpose is impaired. It is also possible to form it.
【００１９】[0019]
【効果】本発明におけるタイヤの効果を確かめるべく、
225/50R16 サイズの乗用車用ラジアルタイヤを使用し、
図2 に示す楔状分離ゴム層8 をトレッド内に設け、この
場合同ゴム層の硬度が異なる実施例1-1 、実施例1-2 お
よび図3 に示す第2 実施例のタイヤに、トレッド全体を
キャップゴム6 と同一ゴムによって形成した比較例1 お
よびトレッドをキャップ・ベ−スの2 層構造とし、ベ−
スゴムをキャップ層の基部全幅に亙り等厚みをもって連
続形成した比較例2 のタイヤを交え、実車による操縦性
および振動・乗り心地テストをおこなった。テストタイ
ヤのトレッドの詳細は表1 に示す。[Effect] To confirm the effect of the tire in the present invention,
Using 225 / 50R16 size radial tires for passenger cars,
The wedge-shaped separation rubber layer 8 shown in Fig. 2 is provided in the tread, and in this case, the hardness of the rubber layer is different in Example 1-1, Example 1-2 and the tire of the second example shown in Fig. 3, and the entire tread is used. Comparative Example 1 formed of the same rubber as the cap rubber 6 and the tread have a two-layer structure of a cap base and a base.
Using the tire of Comparative Example 2 in which the rubber was continuously formed with an equal thickness over the entire width of the base of the cap layer, the maneuverability and vibration / riding comfort tests were performed on an actual vehicle. Details of the test tire tread are shown in Table 1.
【００２０】[0020]
【表１】 [Table 1]
【００２１】テストタイヤは、16×7JJ リムに組み、2.
3Kgf/Cm2の内圧を充填して、実車によるアスファルト舗
装周回路上での、速度範囲100 〜160Km/H における小〜
中舵角入力によるレ−ンチェンジ、コ−ナリング時の操
縦性を、また振動・乗り心地測定用の特設路を40〜80Km
/Hの速度での同特性を、夫々ドライバ−のフィ−リング
によって評価した。テスト結果は表2 に示す。The test tire was assembled on a 16 × 7JJ rim and 2.
Filling with an internal pressure of 3Kgf / Cm 2 and on an asphalt paving circuit with an actual vehicle, a speed range of 100-160Km / H
40 to 80 km of special road for measuring the vibration and riding comfort, as well as maneuverability at the time of corner change, corner change by corner rudder input
The same characteristic at the speed of / H was evaluated by the driver's feeling. The test results are shown in Table 2.
【００２２】[0022]
【表２】 [Table 2]
【００２３】このように、ラジアルタイヤのトレッドに
おけるベ−スゴムとして、中央赤道面より、通常の走行
時に接地するトレッド有効幅の20% またはそれ以上離れ
た地点から軸方向外側へ夫々延び、且つキャップゴムよ
りJIS 硬度A が少なくとも5°高い、硬質の分離ゴム層
にて形成することにより、振動・乗り心地を損なうこと
なく、操縦性を有利に向上させることができるのであ
る。As described above, as the base rubber in the tread of the radial tire, the cap rubber extends axially outward from the points 20% or more of the effective width of the tread grounded during normal running from the central equatorial plane, respectively, and By forming a hard separating rubber layer whose JIS hardness A is at least 5 ° higher than that of rubber, maneuverability can be advantageously improved without impairing vibration and riding comfort.
【図１】ラジアルタイヤの断面図。FIG. 1 is a cross-sectional view of a radial tire.
【図２】本発明における第1 実施例のトレッド断面図。FIG. 2 is a tread cross-sectional view of the first embodiment of the present invention.
【図３】同じく第2 実施例のトレッド断面図。FIG. 3 is a tread cross-sectional view of the second embodiment as well.
【図４】同じく第3 実施例のトレッド断面図。FIG. 4 is a sectional view of the tread of the third embodiment.
1 タイヤ 2 カ−カス 3 クラウン部 4 ベルト層 5 トレッド 6 キャップゴム 7 ベ−スゴム 8 分離ゴム層 1 Tire 2 Carcass 3 Crown 4 Belt layer 5 Tread 6 Cap rubber 7 Base rubber 8 Separation rubber layer
Claims (6)
部周上に、非伸長性ベルト層とトレッドを順次備え、上
記トレッドが接地表面側にキャップゴム、ベルト層側に
ベ−スゴムを有するタイヤにおいて、上記トレッドのベ
−スゴムは、中央赤道面より、通常の走行時に接地する
トレッド有効幅の20% またはそれ以上離れた地点から軸
方向外側へ夫々延び、且つ上記キャップゴムよりJIS 硬
度A が少なくとも5 °高い、硬質の分離ゴム層より成る
ことを特徴とする空気入りラジアルタイヤ。1. A tire in which a non-extensible belt layer and a tread are sequentially provided on the circumference of a crown portion of a toroidal radial arc, and the tread has a cap rubber on the ground contact surface side and a base rubber on the belt layer side. The base rubber of the tread extends axially outward from a point 20% or more of the effective width of the tread grounded during normal running from the central equatorial plane, and has JIS hardness A of at least 5 from the cap rubber. ° Pneumatic radial tires characterized by a high, hard separating rubber layer.
ら、同方向外側に向かって上記トレッドの接地端近傍に
至る間厚みが増加し、楔状の断面形状を形成することを
特徴とする請求項１の空気入りラジアルタイヤ。2. The separating rubber layer increases in thickness from the axially inner end toward the outer side in the same direction to the vicinity of the ground contact end of the tread to form a wedge-shaped cross-sectional shape. The pneumatic radial tire according to claim 1.
赤道面よりトレッド有効幅の40〜45% 離れた地点にある
ことを特徴とする請求項2 の空気入りラジアルタイヤ。3. The pneumatic radial tire according to claim 2, wherein the maximum thickness of the separated rubber layer is 40 to 45% of the effective tread width from the central equatorial plane.
厚みの断面形状を有することを特徴とする請求項１の空
気入りラジアルタイヤ。4. The pneumatic radial tire according to claim 1, wherein the separated rubber layer has a cross-sectional shape having substantially the same thickness in the axial direction.
ップゴムより軟質の中間ベ−スゴム層を備えることを特
徴とする請求項１乃至4 の空気入りラジアルタイヤ。5. The pneumatic radial tire according to claim 1, wherein an intermediate base rubber layer softer than the cap rubber is provided between the pair of separated rubber layers.
に対し、5 °以上の硬度差を有することを特徴とする請
求項5 の空気入りラジアルタイヤ。6. The pneumatic radial tire according to claim 5, wherein the intermediate base rubber layer has a hardness difference of 5 ° or more with respect to the cap rubber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7140765A JPH08332806A (en) | 1995-06-07 | 1995-06-07 | Pneumatic radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7140765A JPH08332806A (en) | 1995-06-07 | 1995-06-07 | Pneumatic radial tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH08332806A true JPH08332806A (en) | 1996-12-17 |
Family
ID=15276230
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7140765A Pending JPH08332806A (en) | 1995-06-07 | 1995-06-07 | Pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH08332806A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6719026B2 (en) * | 2000-08-11 | 2004-04-13 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire having tread including pair of axially outer base rubber layers |
| KR100498014B1 (en) * | 1998-12-09 | 2005-10-12 | 한국타이어 주식회사 | Air type tire with improved rolling resistance performance |
| US6991014B2 (en) * | 2000-10-18 | 2006-01-31 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire comprising cap and base and spirally wound cord |
| JP2009023602A (en) * | 2007-07-23 | 2009-02-05 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US20130153111A1 (en) * | 2010-08-27 | 2013-06-20 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| CN111867854A (en) * | 2018-03-16 | 2020-10-30 | 横滨橡胶株式会社 | Runflat tire |
-
1995
- 1995-06-07 JP JP7140765A patent/JPH08332806A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100498014B1 (en) * | 1998-12-09 | 2005-10-12 | 한국타이어 주식회사 | Air type tire with improved rolling resistance performance |
| US6719026B2 (en) * | 2000-08-11 | 2004-04-13 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire having tread including pair of axially outer base rubber layers |
| US6991014B2 (en) * | 2000-10-18 | 2006-01-31 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire comprising cap and base and spirally wound cord |
| JP2009023602A (en) * | 2007-07-23 | 2009-02-05 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US20130153111A1 (en) * | 2010-08-27 | 2013-06-20 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| EP2610076A1 (en) * | 2010-08-27 | 2013-07-03 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| EP2610076A4 (en) * | 2010-08-27 | 2014-05-14 | Bridgestone Corp | Pneumatic tire for two-wheeled vehicle |
| US9333804B2 (en) | 2010-08-27 | 2016-05-10 | Bridgestone Corporation | Pneumatic tire for two-wheeled vehicle |
| CN111867854A (en) * | 2018-03-16 | 2020-10-30 | 横滨橡胶株式会社 | Runflat tire |
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