JPS61229602A - Automobile tire tread - Google Patents
Automobile tire treadInfo
- Publication number
- JPS61229602A JPS61229602A JP60071725A JP7172585A JPS61229602A JP S61229602 A JPS61229602 A JP S61229602A JP 60071725 A JP60071725 A JP 60071725A JP 7172585 A JP7172585 A JP 7172585A JP S61229602 A JPS61229602 A JP S61229602A
- Authority
- JP
- Japan
- Prior art keywords
- cap
- hardness
- tire tread
- section
- physical properties
- 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
- B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
- B60C1/0016—Compositions of the tread
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Compositions Of Macromolecular Compounds (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は自動車用タイヤトレッドに係り、詳しくは騒音
及び乗りごこちを改良したものに関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an automobile tire tread, and more particularly to one with improved noise and riding comfort.
（従来の技術及びその問題点）
自動車用タイヤに対する最近の要求は、低転動抵抗に対
する省燃費タイヤと、運動及びグリップ性に代表される
高性能タイヤが主流になっているが、現在では低騒音及
び乗りごこちに対する要求も高まっている。(Prior art and its problems) Recent demands for automobile tires are mainly fuel-efficient tires with low rolling resistance, and high-performance tires with good maneuverability and grip. Requirements regarding noise and riding comfort are also increasing.
一般に、騒音を下げたり、乗りごこちを改良するには、
路面により発生した振動をタイヤによって吸収すればよ
く、タイヤトレッド用ゴムの硬度を下げることが効果的
である。しかし、硬度を下げるとタイヤの耐摩耗性及び
操縦安定性が問題となる。In general, to reduce noise or improve riding comfort,
The vibrations generated by the road surface can be absorbed by the tire, and it is effective to reduce the hardness of the tire tread rubber. However, lowering the hardness causes problems in tire wear resistance and handling stability.
本発明はかかる問題点に鑑みなされたものであって、タ
イヤの耐摩耗性や操縦安定性を犠牲にすることなく、車
内騒音の低下及び乗りごこちの改良を図ることを目的と
する。The present invention has been made in view of these problems, and an object of the present invention is to reduce interior noise and improve riding comfort without sacrificing tire wear resistance or handling stability.
（問題点を解決するための手段）
上記目的を達成するための本発明の特徴とする手段は、
タイヤトレンドを外表側のキャップ部と、内側のベース
部の２Ｎ構造とし、前記キャップのゴム物性を
硬度（ＪＩＳ−Ａ） ５７〜６５
動的弾性率 ６０〜８５ｋｇ／ｃ艷損失正接
０．２以上
とし、一方、前記ベース部のゴム物性を硬度（ＪＩＳ−
Ａ） ５０〜５６
動的弾性率 ３５〜６０ｋｇ／ｃ艷損失正接
０．１５以上
とした点にある。(Means for Solving the Problems) The features of the present invention for achieving the above object are as follows:
Tire Trend has a 2N structure with an outer cap part and an inner base part, and the rubber physical properties of the cap are hardness (JIS-A) 57 to 65, dynamic modulus of elasticity 60 to 85 kg/c, and loss tangent 0.2 or more. On the other hand, the rubber physical properties of the base part are hardness (JIS-
A) 50-56 Dynamic modulus of elasticity 35-60 kg/c Loss tangent 0.15 or more.
（実施例） 以下、本発明の実施例を第１図を参照して説明する。(Example) Embodiments of the present invention will be described below with reference to FIG.
第１図は本発明に係るタイヤトレッド１を有する自動車
用タイヤの構造を示しており、前記タイヤトレッド１は
タイヤの外表面ｆｕｌｌに形成されたキャップ部２と、
サイドウメール４乃至ブレーカー５外周面に形成された
ベース部３とから構成されている。同図中６はカーカス
プライ、７はビードワイヤ、８はトレッド溝である。FIG. 1 shows the structure of an automobile tire having a tire tread 1 according to the present invention, and the tire tread 1 includes a cap portion 2 formed on the full outer surface of the tire;
It is composed of a side mail 4 to a base portion 3 formed on the outer peripheral surface of the breaker 5. In the figure, 6 is a carcass ply, 7 is a bead wire, and 8 is a tread groove.
前記キャップ部２及びベース部３は、例えばスチレン・
ブタジェンゴム（Ｓ Ｂ Ｒ）やブタジェンゴム（Ｂ
Ｒ）等のジエン系合成ゴムのうちから２種以上配合され
たブレンドゴム、前記ジエン系合成ゴムに天然ゴムある
いはイソプレンゴムが配合されたブレンドゴムで形成さ
れる。The cap portion 2 and the base portion 3 are made of, for example, styrene.
Butadiene rubber (SBR) and butadiene rubber (B
It is formed of a blended rubber in which two or more types of diene-based synthetic rubbers such as R) are blended, and a blended rubber in which natural rubber or isoprene rubber is blended with the diene-based synthetic rubber.
この際、キャップ部２のゴム物性は、硬度（ＪＩｓ−Ａ
）５７〜６５、動的弾性率６０〜８５に＋ｒ／ｃｎ、損
失正接０．２以上とされる。硬度が５７未満では耐摩耗
性に問題があり、一方６５を越えると騒音の低下に対し
て効果がない。また、動的弾性率が６０ｋｇ／ｄ未満で
は操縦安定性に劣り、一方８５ｋｇ／ｃＪを越えると騒
音の低下に対して効果がない。また、損失正接が０．２
未満でも騒音の低下に寄与しない。At this time, the rubber physical properties of the cap portion 2 are hardness (JIs-A
) 57 to 65, dynamic elastic modulus of 60 to 85, +r/cn, and loss tangent of 0.2 or more. If the hardness is less than 57, there will be a problem in wear resistance, while if it exceeds 65, there will be no effect on reducing noise. Furthermore, if the dynamic elastic modulus is less than 60 kg/d, the steering stability will be poor, while if it exceeds 85 kg/cJ, there will be no effect on reducing noise. Also, the loss tangent is 0.2
Even if it is less than that, it will not contribute to noise reduction.
また、前記ベース部３は、硬度（Ｊ Ｔ ５−Ａ）５０
〜５６、動的弾性率３５〜６０ｋｇ／ｃれ損失正接０．
１５以上のゴム物性とされる。硬度が５０未満では繰り
返し圧縮による破壊が発生し易くなり耐久性に問題が生
じ、一方６０を越えると騒音の低下に対し効果がない。Further, the base portion 3 has a hardness (J T 5-A) of 50
~56, dynamic elastic modulus 35~60kg/c, loss tangent 0.
Rubber physical properties of 15 or higher. If the hardness is less than 50, breakage due to repeated compression is likely to occur, causing problems in durability, while if it exceeds 60, there is no effect on reducing noise.
また、動的弾性率が３５ｋｇ／ｃｎ未病では操縦安定性
が劣り、一方６０ｋｇ／ｃＪを越えると騒音の低下に寄
与しない。また、損失正接が０．１５未満になると騒音
の低下に効果がない。In addition, when the dynamic elastic modulus is 35 kg/cn, the handling stability is poor, while when it exceeds 60 kg/cJ, it does not contribute to noise reduction. Further, if the loss tangent is less than 0.15, there is no effect on reducing noise.
尚、好ましいゴム物性については、キャップ部では硬度
５８〜６３、動的弾性率６５〜８０ｋｇ／ｃＪ、損失正
接０．２５以上であり、ベース部では硬度５３〜５６、
動的弾性率３５〜５０ ｋｇ ／ ｃｎ！ 、損失正接
０，２以上である。As for preferable physical properties of the rubber, the cap part has a hardness of 58 to 63, the dynamic modulus of elasticity is 65 to 80 kg/cJ, and the loss tangent is 0.25 or more, and the base part has a hardness of 53 to 56.
Dynamic modulus 35-50 kg/cn! , the loss tangent is 0.2 or more.
また、全トレッド１に対するベース部３の体積分率は５
０％以下にすることが望ましい。ベース部が５０％を越
えると摩耗後期にベース部が露出し耐摩耗性が著しく低
下するからである。Also, the volume fraction of the base portion 3 to the entire tread 1 is 5
It is desirable to keep it below 0%. This is because if the base portion exceeds 50%, the base portion will be exposed in the late stage of wear and the wear resistance will be significantly reduced.
次に具体的な実施例、比較例を掲げて説明する。Next, specific examples and comparative examples will be listed and explained.
（１）第１表に示した配合のブレンドゴムＡ−Ｆを準備
した。また、各ブレンドゴムの物性を第２表に示す。第
２表において、引張り強さ、伸び、３００％モジュラス
はショツパ一式引張り試験器で測定し、硬度はＪ Ｉ
Ｓ−Ａ型で測定した。また、動的弾性率、損失正接は粘
弾性スペクトロメーターを用いて１１０ Ｈｚ、 ２５
℃、静歪１０％、動歪２％の条件で測定したものであり
、耐摩耗性はピコ摩耗試験器で測定して指数評価した。(1) Blend rubbers A to F having the formulations shown in Table 1 were prepared. Further, the physical properties of each blend rubber are shown in Table 2. In Table 2, the tensile strength, elongation, and 300% modulus were measured using a Schottspa complete tensile tester, and the hardness was measured using a JI
Measured with S-A type. In addition, the dynamic elastic modulus and loss tangent were measured using a viscoelastic spectrometer at 110 Hz and 25
℃ under the conditions of static strain of 10% and dynamic strain of 2%, and wear resistance was measured using a Pico abrasion tester and evaluated as an index.
第 １ 表
第 ２ 表
（２）第１表及び第２表のブレンドゴムを第３表のよう
に組み合わせて２層構造のタイヤトレンドを有するタイ
ヤ（サイズＴ／Ｌ ６ｏＯ−１２）を製作し、実車走行
してノイズレベルを調査した。Table 1 Table 2 Table (2) A tire (size T/L 6oO-12) having a two-layer structure tire trend was manufactured by combining the blended rubbers in Tables 1 and 2 as shown in Table 3. The noise level was investigated by driving the actual vehicle.
ノイズレベルの測定はタイヤ内圧１ 、’８’ ｋｙ
／ ｃＪ、路面アスファルト、走行速度５Ｑｋｍ／ｈｒ
の条件で、車内中央部で測定（フィルターＡ使用）した
。The noise level is measured at tire internal pressure 1, '8' ky.
/ cJ, asphalt road, running speed 5Qkm/hr
Measurements were made in the center of the vehicle (using filter A) under these conditions.
その結果を第３表に併せて示す。尚、第３表中、ベース
部の全トレッドに対する体積割合は３０％としてタイヤ
を製造した。The results are also shown in Table 3. In Table 3, the tires were manufactured with the volume ratio of the base portion to the total tread being 30%.
第 ３ 表
＋３１評 価
本発明のタイヤトレンドを通用した実施例１及び２は、
比較例１〜４に対してｄＢＡが１近く又は１以上低下し
ており、低騒音性に極めて優れていることが判る。また
、比較例５はノイズレベルが実施例のものより低いが、
硬度が５４と本発明範囲外であり、耐摩耗指数が７０％
と著しく低い。動的弾性率はキャップ部がいずれも高い
値を示しており操縦安定性は通常の汎用タイヤと同レベ
ルに維持されている。Table 3 + 31 Evaluation Examples 1 and 2 that applied the tire trend of the present invention are as follows:
It can be seen that the dBA is decreased by nearly 1 or more than 1 compared to Comparative Examples 1 to 4, and the noise level is extremely excellent. In addition, although the noise level of Comparative Example 5 is lower than that of the Example,
The hardness is 54, which is outside the scope of the present invention, and the wear resistance index is 70%.
This is extremely low. The dynamic elastic modulus of the cap section is high, and the handling stability is maintained at the same level as a regular general-purpose tire.
（発明の効果）
以上説明した通り、本発明はタイヤトレッドをキャップ
部とベース部との２層構造とし、キャップ部の硬度を５
７〜６５とするばか各部を所定の物性に調整すると共に
、キャップ部の物性をベース部のそれより大きくしたの
で、タイヤトレッドとして耐摩耗性を確保すると共に、
車内の騒音を著しく低下させることができた。しかも、
キャップ部の動的弾性率を高い値にすることができ、操
縦安定性についても十分確保することができた。(Effects of the Invention) As explained above, the present invention has a tire tread with a two-layer structure of a cap part and a base part, and the hardness of the cap part is set to 5.
7 to 65. In addition to adjusting each part to the specified physical properties, the physical properties of the cap part were made larger than those of the base part, so as to ensure wear resistance as a tire tread,
We were able to significantly reduce the noise inside the car. Moreover,
We were able to increase the dynamic elastic modulus of the cap portion to a high value and ensure sufficient handling stability.
第１図は本発明のタイヤトレンドを適用した自動車用タ
イヤの半断面図である。
１・・・タイヤトレッド、２・・・キャップ部、３・・
・ベース部。
マ詞１「 １ 図FIG. 1 is a half-sectional view of an automobile tire to which the tire trend of the present invention is applied. 1... Tire tread, 2... Cap part, 3...
・Base part. Word 1 "1 Figure
Claims (1)
、内側に形成されたベース部との２層で構成されたタイ
ヤトレッドであって、 前記キャップ部のゴム物性が 硬度（ＪＩＳ−Ａ） ５７〜６５ 動的弾性率 ６０〜８５ｋｇ／ｃｍ＾２ 損失正接 ０．２以上 であり、前記ベース部のゴム物性が 硬度（ＪＩＳ−Ａ） ５０〜５６ 動的弾性率 ３５〜６０ｋｇ／ｃｍ＾２ 損失正接 ０．１５以上 であることを特徴とする自動車用タイヤトレッド。[Scope of Claims] 1. A tire tread composed of two layers: a cap portion formed on the outer surface side of the tire tread and a base portion formed on the inner side, wherein the rubber physical property of the cap portion is hardness. (JIS-A) 57-65 Dynamic elastic modulus 60-85 kg/cm^2 Loss tangent 0.2 or more, and the rubber physical properties of the base portion are hardness (JIS-A) 50-56 Dynamic elastic modulus 35- 60kg/cm^2 An automobile tire tread characterized by having a loss tangent of 0.15 or more.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60071725A JPS61229602A (en) | 1985-04-04 | 1985-04-04 | Automobile tire tread |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60071725A JPS61229602A (en) | 1985-04-04 | 1985-04-04 | Automobile tire tread |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61229602A true JPS61229602A (en) | 1986-10-13 |
Family
ID=13468781
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60071725A Pending JPS61229602A (en) | 1985-04-04 | 1985-04-04 | Automobile tire tread |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61229602A (en) |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2624442A1 (en) * | 1987-12-09 | 1989-06-16 | Sumitomo Rubber Ind | Tyre with composite side walls |
| JPH01160707A (en) * | 1987-12-15 | 1989-06-23 | Ohtsu Tire & Rubber Co Ltd :The | Pneumatic radial tire with improved riding comfortableness |
| JPH01160706A (en) * | 1987-12-15 | 1989-06-23 | Ohtsu Tire & Rubber Co Ltd :The | Pneumatic radial tire with improved riding comfortableness |
| JPH0237002A (en) * | 1988-07-27 | 1990-02-07 | Toyo Tire & Rubber Co Ltd | Radial tire for heavy load vehicle |
| EP0685352A1 (en) * | 1994-06-01 | 1995-12-06 | Sp Reifenwerke Gmbh | Pneumatic vehicle tyre |
| JPH0899501A (en) * | 1994-09-29 | 1996-04-16 | Bridgestone Corp | Pneumatic tire |
| JPH11310019A (en) * | 1998-04-30 | 1999-11-09 | Bridgestone Corp | Pneumatic tire for passenger car |
| US6216757B1 (en) | 1991-11-18 | 2001-04-17 | Bridgestone Corporation | Low noise level tire |
| WO2004018235A1 (en) * | 2002-08-21 | 2004-03-04 | Fukunaga Engineering Co.,Ltd. | Compound solid tire |
| WO2006134776A1 (en) * | 2005-06-17 | 2006-12-21 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| WO2008056508A1 (en) * | 2006-11-06 | 2008-05-15 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| US20100154949A1 (en) * | 2007-05-16 | 2010-06-24 | Bridgestone Corporation | Pneumatic tire |
| WO2010087190A1 (en) * | 2009-01-29 | 2010-08-05 | 株式会社ブリヂストン | Pneumatic tire |
| ITGE20090012A1 (en) * | 2009-03-04 | 2010-09-05 | Sergio Valditerra | IMPROVED TIRE AND MOTOR VEHICLE HAVING INSTALLED THE SAME |
| JP2016104626A (en) * | 2016-02-01 | 2016-06-09 | 株式会社ブリヂストン | Pneumatic tire |
| IT201800004507A1 (en) * | 2018-04-13 | 2019-10-13 | TIRE FOR ROAD VEHICLES | |
| CN111704753A (en) * | 2020-07-03 | 2020-09-25 | 山东米乐奇轮胎有限公司 | Low-tire-noise tread and preparation method thereof |
| WO2022202668A1 (en) * | 2021-03-24 | 2022-09-29 | 横浜ゴム株式会社 | Pneumatic tire |
-
1985
- 1985-04-04 JP JP60071725A patent/JPS61229602A/en active Pending
Cited By (31)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2624442A1 (en) * | 1987-12-09 | 1989-06-16 | Sumitomo Rubber Ind | Tyre with composite side walls |
| JPH01160707A (en) * | 1987-12-15 | 1989-06-23 | Ohtsu Tire & Rubber Co Ltd :The | Pneumatic radial tire with improved riding comfortableness |
| JPH01160706A (en) * | 1987-12-15 | 1989-06-23 | Ohtsu Tire & Rubber Co Ltd :The | Pneumatic radial tire with improved riding comfortableness |
| JPH0237002A (en) * | 1988-07-27 | 1990-02-07 | Toyo Tire & Rubber Co Ltd | Radial tire for heavy load vehicle |
| US6216757B1 (en) | 1991-11-18 | 2001-04-17 | Bridgestone Corporation | Low noise level tire |
| EP0685352A1 (en) * | 1994-06-01 | 1995-12-06 | Sp Reifenwerke Gmbh | Pneumatic vehicle tyre |
| JPH0899501A (en) * | 1994-09-29 | 1996-04-16 | Bridgestone Corp | Pneumatic tire |
| JPH11310019A (en) * | 1998-04-30 | 1999-11-09 | Bridgestone Corp | Pneumatic tire for passenger car |
| CN100366445C (en) * | 2002-08-21 | 2008-02-06 | 福永工程技术有限公司 | Compound solid tire |
| WO2004018235A1 (en) * | 2002-08-21 | 2004-03-04 | Fukunaga Engineering Co.,Ltd. | Compound solid tire |
| WO2006134776A1 (en) * | 2005-06-17 | 2006-12-21 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| WO2008056508A1 (en) * | 2006-11-06 | 2008-05-15 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| US8272414B2 (en) | 2006-11-06 | 2012-09-25 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| EP2154007B2 (en) † | 2007-05-16 | 2019-01-16 | Bridgestone Corporation | Pneumatic tire |
| US20100154949A1 (en) * | 2007-05-16 | 2010-06-24 | Bridgestone Corporation | Pneumatic tire |
| EP2154007B1 (en) | 2007-05-16 | 2015-10-07 | Bridgestone Corporation | Pneumatic tire |
| WO2010087190A1 (en) * | 2009-01-29 | 2010-08-05 | 株式会社ブリヂストン | Pneumatic tire |
| JPWO2010087190A1 (en) * | 2009-01-29 | 2012-08-02 | 株式会社ブリヂストン | Pneumatic tire |
| RU2475369C1 (en) * | 2009-01-29 | 2013-02-20 | Бриджстоун Корпорейшн | Pneumatic tire |
| US8869849B2 (en) | 2009-01-29 | 2014-10-28 | Bridgestone Corporation | Pneumatic tire |
| JP5788677B2 (en) * | 2009-01-29 | 2015-10-07 | 株式会社ブリヂストン | Pneumatic tire |
| ITGE20090012A1 (en) * | 2009-03-04 | 2010-09-05 | Sergio Valditerra | IMPROVED TIRE AND MOTOR VEHICLE HAVING INSTALLED THE SAME |
| JP2016104626A (en) * | 2016-02-01 | 2016-06-09 | 株式会社ブリヂストン | Pneumatic tire |
| IT201800004507A1 (en) * | 2018-04-13 | 2019-10-13 | TIRE FOR ROAD VEHICLES | |
| WO2019198048A1 (en) * | 2018-04-13 | 2019-10-17 | Bridgestone Europe Nv/Sa | Pneumatic tyre for road vehicles |
| JP2021517873A (en) * | 2018-04-13 | 2021-07-29 | ブリヂストン ヨーロッパ エヌブイ／エスエイＢｒｉｄｇｅｓｔｏｎｅ Ｅｕｒｏｐｅ Ｎｖ／Ｓａ | Pneumatic tires for road vehicles |
| CN111704753A (en) * | 2020-07-03 | 2020-09-25 | 山东米乐奇轮胎有限公司 | Low-tire-noise tread and preparation method thereof |
| CN111704753B (en) * | 2020-07-03 | 2021-06-04 | 山东米乐奇轮胎有限公司 | Low-tire-noise tread and preparation method thereof |
| WO2022202668A1 (en) * | 2021-03-24 | 2022-09-29 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2022148076A (en) * | 2021-03-24 | 2022-10-06 | 横浜ゴム株式会社 | pneumatic tire |
| CN116829377A (en) * | 2021-03-24 | 2023-09-29 | 横滨橡胶株式会社 | Pneumatic tire |
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