JPS63240405A - Radial tire for passenger car - Google Patents
Radial tire for passenger carInfo
- Publication number
- JPS63240405A JPS63240405A JP62072753A JP7275387A JPS63240405A JP S63240405 A JPS63240405 A JP S63240405A JP 62072753 A JP62072753 A JP 62072753A JP 7275387 A JP7275387 A JP 7275387A JP S63240405 A JPS63240405 A JP S63240405A
- Authority
- JP
- Japan
- Prior art keywords
- tread portion
- tire
- rubber
- cap
- loss tangent
- 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
- 229920001971 elastomer Polymers 0.000 claims abstract description 26
- 239000005060 rubber Substances 0.000 claims abstract description 26
- 230000004043 responsiveness Effects 0.000 abstract description 7
- 239000010410 layer Substances 0.000 description 10
- 230000000052 comparative effect Effects 0.000 description 9
- 229910000831 Steel Inorganic materials 0.000 description 5
- 230000020169 heat generation Effects 0.000 description 5
- 239000000203 mixture Substances 0.000 description 5
- 239000010959 steel Substances 0.000 description 5
- 230000004044 response Effects 0.000 description 4
- 244000043261 Hevea brasiliensis Species 0.000 description 2
- 229920000271 Kevlar® Polymers 0.000 description 2
- 239000005062 Polybutadiene Substances 0.000 description 2
- 239000003795 chemical substances by application Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000011156 evaluation Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 229920003049 isoprene rubber Polymers 0.000 description 2
- 239000004761 kevlar Substances 0.000 description 2
- 229920003052 natural elastomer Polymers 0.000 description 2
- 229920001194 natural rubber Polymers 0.000 description 2
- 229920002857 polybutadiene Polymers 0.000 description 2
- 229920000642 polymer Polymers 0.000 description 2
- 239000002356 single layer Substances 0.000 description 2
- ZCYVEMRRCGMTRW-UHFFFAOYSA-N 7553-56-2 Chemical compound [I] ZCYVEMRRCGMTRW-UHFFFAOYSA-N 0.000 description 1
- 241000209761 Avena Species 0.000 description 1
- 235000007319 Avena orientalis Nutrition 0.000 description 1
- 229920001875 Ebonite Polymers 0.000 description 1
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 150000001993 dienes Chemical class 0.000 description 1
- 238000009472 formulation Methods 0.000 description 1
- 229910052740 iodine Inorganic materials 0.000 description 1
- 239000011630 iodine Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000000704 physical effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 238000010058 rubber compounding Methods 0.000 description 1
- 238000001179 sorption measurement Methods 0.000 description 1
- 230000002269 spontaneous effect Effects 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
- 230000002747 voluntary effect Effects 0.000 description 1
Abstract
Description
【発明の詳細な説明】 (産業上の利用分野) 本発明は乗用車用ラジアルタイヤの改良に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to improvements in radial tires for passenger cars.
(従来の技術)
キャップトレッド部分とベーストレッド部分の二層、即
ち2種類のゴムより成るトレッドを有する空気入りタイ
ヤ、特に乗用車用スチールラジアルタイヤにおいて、転
勤抵抗を低減する目的から低発熱性を特徴とした配合を
そのベーストレッドゴムとして採用している。この際ベ
ーストレッドゴムの一般的な組成は、ジエン系ポリマー
、特に天然ゴム、合成イソプレンゴム、ブタジェンゴム
等の中から単独もしくは混合によって構成されたゴム1
00重量部、ヨウ素吸着量85g/kg以下、DBP吸
油量1)0cm’/100g以下の特性を有するカーボ
ンブラック55重量部以下から成り、タイヤから採取し
た試料の物性は粘弾性の動的弾性率E”が23〜42k
g/c+J、損失正接tanδが0.150以下である
。(Prior art) A pneumatic tire having a tread made of two layers, a cap tread portion and a base tread portion, that is, two types of rubber, especially steel radial tires for passenger cars, is characterized by low heat generation in order to reduce rolling resistance. The base tread rubber is based on the following formula: In this case, the general composition of the base tread rubber is one composed of a diene-based polymer, particularly a rubber composed of one or a mixture of natural rubber, synthetic isoprene rubber, butadiene rubber, etc.
00 parts by weight, iodine adsorption of 85 g/kg or less, DBP oil absorption of 1) 0 cm'/100 g or less, and the physical properties of the sample taken from the tire are viscoelastic dynamic modulus. E” is 23-42k
g/c+J and loss tangent tan δ are 0.150 or less.
(発明が解決しようとする問題点)
上記のタイヤは、湿潤路制動性能や耐摩耗性能、乗り心
地性能等の一般特性を損なうことなく、省燃費性を達成
することができるが、ヒステリシス損失が非常に小さい
ために、キャップトレッドゴムの発熱を抑制し、高速走
行時の路面保持性(グリップ性)の低下を生む。又ゴム
弾性も小さい為にコーナリング時の操縦安定性(ステア
リング操舵時の応答性)の向上は望めないという欠点が
あった。(Problems to be Solved by the Invention) The above tire can achieve fuel efficiency without impairing general characteristics such as wet road braking performance, wear resistance performance, ride comfort performance, etc., but the hysteresis loss Because it is extremely small, it suppresses the heat generation of the cap tread rubber, resulting in a decrease in road holding performance (grip) during high-speed driving. Furthermore, since the rubber elasticity is small, there is a drawback that it is not possible to improve the steering stability during cornering (responsiveness during steering).
(問題点を解決するための手段)
本発明は、上記従来の問題点を解決するためになされた
もので、タイヤのトレッド部分はキャップトレッド部分
とベーストレッド部分の二層より形成され、前記キャッ
プトレッド部分のゴム動的弾性率E゛が40〜125
kg/cm2、損失正接tanδが0.1〜0.6であ
る乗用車用ラジアルタイヤにおいて、本発明では前記ベ
ーストレッド部分のゴム動的弾性率E゛を80〜125
kg/cm2、損失正接tanδを0.29〜0.4
5の特定値を採用したものである。(Means for Solving the Problems) The present invention has been made to solve the above conventional problems, and the tread portion of the tire is formed of two layers, a cap tread portion and a base tread portion, and the cap tread portion is formed of two layers. Rubber dynamic elastic modulus E゛ of the tread part is 40 to 125
kg/cm2 and a loss tangent tan δ of 0.1 to 0.6, in the present invention, the rubber dynamic elastic modulus E' of the base tread portion is 80 to 125.
kg/cm2, loss tangent tan δ 0.29 to 0.4
A specific value of 5 is adopted.
(実施例) 以下、本発明の実施例を詳細に説明する。(Example) Examples of the present invention will be described in detail below.
本発明のタイヤはそのトレッド部分がキャップトレッド
部分とベーストレッド部分の二層より形成されている。The tread portion of the tire of the present invention is formed of two layers: a cap tread portion and a base tread portion.
一般的に乗用車用ラジアルタイヤのキャップトレンドゴ
ムは、ゴム動的弾性率E゛が40〜125 kg/cd
S損失正接tanδが0.1〜0.6の範囲のものが広
く用いられており、タイヤの要求される湿潤路・乾燥路
制動性能、耐摩耗性能、乗り心地性能、省燃費性能等の
諸性能の設計意図に応じて個々の値をとっている。In general, cap trend rubber for radial tires for passenger cars has a rubber dynamic elastic modulus E' of 40 to 125 kg/cd.
Tires with S loss tangent tan δ in the range of 0.1 to 0.6 are widely used, and meet the various requirements of tires such as wet road/dry road braking performance, wear resistance performance, ride comfort performance, fuel efficiency performance, etc. Individual values are taken depending on the design intent of performance.
本発明ではキャップトレッドゴムが上記のようなEo、
tanδの値を有するものにおいて、特にベーストレッ
ドゴムのゴム動的弾性率E’ は80〜125 kg/
−の範囲で、前記キャップトレッドゴムのEoの範囲の
高弾性領域に属し、また損失正接tanδは0.29〜
0.45の範囲で、前記キャップトレンドゴムのtan
a ’ のほぼ中間領域に属しており、これら特定値
が本発明の特徴とするものである。In the present invention, the cap tread rubber is Eo as described above,
In particular, the rubber dynamic elastic modulus E' of the base tread rubber is 80 to 125 kg/
-, it belongs to the high elasticity region of the Eo range of the cap tread rubber, and the loss tangent tan δ is 0.29 to 0.29.
The tan of the cap trend rubber is within the range of 0.45.
a', and these specific values are the characteristics of the present invention.
こ\で、上記数値範囲の限定理由を述べる。弾性率E゛
が80kg/aJ以下では、キャップトレッドゴムと同
等もしくは小さい弾性のために剛性不足となり、ステア
リング操舵時のタイヤの応答挙動が遅れる。またEoが
125kg/cd以上では、スチールコード層もしくは
ケブラ一層等のブレーカ−上に硬いゴム層を配置した構
造により、プレーカ一端近辺の動きが拘束されて応答性
、限界性の低下と共に高速耐久寿命も悪化する。Here, we will explain the reason for limiting the above numerical range. When the elastic modulus E' is less than 80 kg/aJ, the elasticity is equal to or smaller than that of the cap tread rubber, resulting in insufficient rigidity, and the response behavior of the tire during steering operation is delayed. In addition, when Eo is 125 kg/cd or more, the structure in which a hard rubber layer is placed on the breaker, such as a steel cord layer or a single layer of Kevlar, restricts the movement near one end of the breaker, resulting in a decrease in response and limit performance, as well as a high-speed durability life. It also gets worse.
一方、ベーストレッドゴムの損失正接tanδが0.2
9以下ではヒステリシス損失が小さくなり過ぎてキャッ
プトレッド層の発熱を抑制し、路面保持性(グリップ性
)が低下する。またtanδが0.45以上では、コー
ナリング時の応答層れが生ずると共に走行時のタイヤ発
熱温度も上昇して高速耐久性の低下をまねく、従って上
記の理由から各数値を限定したものである。On the other hand, the loss tangent tan δ of the base tread rubber is 0.2
If it is less than 9, the hysteresis loss becomes too small and heat generation of the cap tread layer is suppressed, resulting in a decrease in road holding property (grip property). Furthermore, if tan δ is 0.45 or more, response layer failure occurs during cornering, and the tire heat generation temperature during running increases, leading to a decrease in high-speed durability.Therefore, each numerical value is limited for the above-mentioned reasons.
なお、本発明のベーストレッドゴムは、天然ゴム、合成
イソプレンゴム、ブタジェンゴムの群から選ばれたポリ
マーを単独又は混同で50重量部以上を有して構成され
ることが好ましい。The base tread rubber of the present invention is preferably composed of 50 parts by weight or more of a polymer selected from the group of natural rubber, synthetic isoprene rubber, and butadiene rubber, either alone or in combination.
下記の第1表は、ベーストレッドゴム配合の本発明実施
例及び比較例を挙げたものである。Table 1 below lists examples of the present invention and comparative examples of base tread rubber formulations.
下記、第2表は前記第1表のベーストレッドゴム配合を
有し、キャップトレッドゴムは前述通常のE l、及び
tanδを有するもの(配合側省略)を使用してなる乗
用車用スチールラジアルタイヤ(185/69R14サ
イズ)の性能結果を示したものである。Table 2 below shows a steel radial tire for a passenger car (with the base tread rubber composition shown in Table 1 above, and the cap tread rubber having the above-mentioned normal El and tan δ (composition side omitted). 185/69R14 size).
(次 葉)
〔評 価〕
(実施例1と比較例1)
E”がほぼ同レベル(95kg / c4前後)にあり
、応答性は差なく良好であるが、比較例1ではtanδ
が0.29より小さいため、路面保持性が低下し、これ
が限界性低下をも引き起こしている。(Next page) [Evaluation] (Example 1 and Comparative Example 1) E” is at almost the same level (around 95 kg / c4), and the responsiveness is good without any difference, but in Comparative Example 1, tan δ
is smaller than 0.29, the road surface holding performance is reduced, which also causes a reduction in limit performance.
(実施例2と比較例3)
比較例3はEoが大きいにも関わらずtanδが0.4
5以上のため、応答遅れが発生し、限界性の低下に結び
ついており、又発熱が高いことから高速耐久性に劣る。(Example 2 and Comparative Example 3) In Comparative Example 3, tan δ was 0.4 despite the large Eo.
If it is more than 5, a response delay occurs, leading to a decrease in limit performance, and high heat generation results in poor high-speed durability.
(実施例3と比較例4)
比較例4ではEoが125kg/cd以上のために高速
耐久性が低下し、又ブレーカ一端のフレキシブルな動き
を抑制することから応答性、限界性についても劣る。(Example 3 and Comparative Example 4) In Comparative Example 4, the Eo was 125 kg/cd or more, resulting in poor high-speed durability, and since flexible movement of one end of the breaker was suppressed, responsiveness and limitability were also poor.
(実施例4と比較例2)
比較例2ではEoが80 kg / crAより小さい
ために剛性不足が起こって腰くだけの形となり、応答性
を低下させている。(Example 4 and Comparative Example 2) In Comparative Example 2, since Eo is smaller than 80 kg/crA, there is insufficient rigidity, resulting in a stiff shape, which reduces responsiveness.
以上から、実車フィーリング評価では、4点以上が良好
で高速耐久性も加味すると、本発明範囲に含まれる実施
例1〜4は、満足し得る結果となったが、そのうち実施
例1が最も好ましい。From the above, in the actual vehicle feeling evaluation, a score of 4 or more is good, and when high-speed durability is also taken into account, Examples 1 to 4 included in the scope of the present invention had satisfactory results, but among them, Example 1 was the best. preferable.
(発明の効果)
本発明は、タイヤのトレッド部分がキャップトレッド部
分とベーストレッド部分の二層より形成されたタイヤに
おいて、通常のキャップトレッドゴムに対し、特定値の
ゴム動的弾性率E゛ と損失正接tan δを有するも
のを、前記キャップトレッドゴムとスチールコード層も
しくはケブラ一層等のブレーカ−の間に埋設することに
より、コーナリング時の応答性、限界時のコントロール
性等を改善したものであり、乗用車用スチールラジアル
タイヤ、特に偏平率が70%以下のタイヤ、一般市街地
走行のほか特にJAF国内競技車両規則に定められたN
1(i産ツーリングカー)クラス、ラリ−、スラローム
等の競技車両に装着されることによって、大きな効果を
生むものである。(Effects of the Invention) The present invention provides a tire in which the tread portion of the tire is formed of two layers, a cap tread portion and a base tread portion. By embedding a material having a loss tangent tan δ between the cap tread rubber and a breaker such as a steel cord layer or a single layer of Kevlar, responsiveness during cornering and controllability at the limit are improved. , Steel radial tires for passenger cars, especially tires with an aspect ratio of 70% or less, suitable for general city driving, and especially N tires specified in the JAF domestic competition vehicle regulations.
It produces great effects when installed on competition vehicles such as 1 (i-produced touring car) class, rally, and slalom.
特許出願人 オーツタイヤ株式会:代 理 人
弁理士 安田敏1手続争甫正書 (自発)
土 昭和6
2年6月し 口髭
昭和62年特 許 願第72753号
オーツタイヤ株式会社
4、代 理 人
大阪府東大阪市御厨1013番地
電話 06(7B2) 6917・6918番昭和
年 月 日 (自発)
6、補正の対象
明細書の発明の詳細な説明の欄
7、補正の内容
次 葉
7、補正ρ内容
(1) 明細書第6頁表1の配合物の記載の欄の行に
「加硫促進剤OMJとあるは、「加硅進剤DMJと補正
する。Patent Applicant Otsu Tire Co., Ltd.: Agent Patent Attorney Satoshi Yasuda 1 Procedural Litigation Manual (Spontaneous) Sat. 1939
Mustache 1986 Patent Application No. 72753 Oats Tire Co., Ltd. 4, Agent 1013 Mikuriya, Higashiosaka City, Osaka Telephone 06 (7B2) 6917/6918 Showa
Year, month, day (voluntary) 6. Column 7 for detailed explanation of the invention in the specification to be amended, Contents of the amendment Page 7, Contents of the amendment (1) Column for describing the formulation in Table 1 on page 6 of the specification The line ``vulcanization accelerator OMJ'' should be corrected to ``vulcanization accelerator DMJ.''
(2) 同第7頁5行にr (185/69R14サ
イズ2」あるは、r (185/60R14サイズ)」
と補iトる。(2) On page 7, line 5, there is "r (185/69R14 size 2)", which means "r (185/60R14 size)".
And supplement it.
(3) 同第8頁第2表の実車フィーリング性能欄の
4行に「大蛇角」とあるは、「大蛇Fと補正する。(3) In the 4th line of the actual vehicle feeling performance column of Table 2 on page 8 of the same page, the phrase ``Ooja Angle'' is corrected to ``Ooja F.
(4) 同第8頁第2表の実車フィーリング性電欄の
5行に「小舵角」とあるは、「小舵戸と補正する。(4) "Small rudder angle" in line 5 of the actual vehicle feeling column in Table 2 on page 8 of the same page is corrected to "Small rudder door."
Claims (1)
ベーストレッド部分の二層より形成され、前記キャップ
トレッド部分のゴム動的弾性率E′が40〜125kg
/cm^2、損失正接tanδが0.1〜0.6である
乗用車用ラジアルタイヤにおいて、 前記ベーストレッド部分のゴム動的弾性率E′が80〜
125kg/cm^2、損失正接tanδが0.29〜
0.4であることを特徴とする乗用車用ラジアルタイヤ
。(1) The tread part of the tire is formed of two layers, a cap tread part and a base tread part, and the rubber dynamic elastic modulus E' of the cap tread part is 40 to 125 kg.
/cm^2, and a loss tangent tan δ of 0.1 to 0.6 in a radial passenger car tire, in which the rubber dynamic elastic modulus E' of the base tread portion is 80 to 0.6.
125kg/cm^2, loss tangent tanδ is 0.29~
A radial tire for a passenger car characterized by having a tire diameter of 0.4.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP62072753A JPS63240405A (en) | 1987-03-25 | 1987-03-25 | Radial tire for passenger car |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP62072753A JPS63240405A (en) | 1987-03-25 | 1987-03-25 | Radial tire for passenger car |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS63240405A true JPS63240405A (en) | 1988-10-06 |
Family
ID=13498428
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP62072753A Pending JPS63240405A (en) | 1987-03-25 | 1987-03-25 | Radial tire for passenger car |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS63240405A (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5362793A (en) * | 1990-03-23 | 1994-11-08 | Pirelli Coordinamento Pneumatici S.P.A. | Elastomeric composition for tire treads |
CN110944853A (en) * | 2017-07-25 | 2020-03-31 | 米其林企业总公司 | Tyre having a tread comprising an evolving tread pattern with sipes |
US20210031565A1 (en) * | 2018-01-25 | 2021-02-04 | Compagnie Generale Des Etablissements Michelin | Tire with a Tread Sub-Layer Containing Multiple Materials |
US20230191851A1 (en) * | 2020-05-13 | 2023-06-22 | Compagnie Generale Des Etablissements Michelin | Tire with improved end-of-life grip on wet ground |
-
1987
- 1987-03-25 JP JP62072753A patent/JPS63240405A/en active Pending
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5362793A (en) * | 1990-03-23 | 1994-11-08 | Pirelli Coordinamento Pneumatici S.P.A. | Elastomeric composition for tire treads |
CN110944853A (en) * | 2017-07-25 | 2020-03-31 | 米其林企业总公司 | Tyre having a tread comprising an evolving tread pattern with sipes |
CN110944853B (en) * | 2017-07-25 | 2023-01-31 | 米其林企业总公司 | Tyre having a tread comprising an evolving tread pattern with sipes |
US11738601B2 (en) * | 2017-07-25 | 2023-08-29 | Compagnie Generale Des Etablissements Michelin | Tire with tread comprising an evolving tread pattern with sipes |
US20210031565A1 (en) * | 2018-01-25 | 2021-02-04 | Compagnie Generale Des Etablissements Michelin | Tire with a Tread Sub-Layer Containing Multiple Materials |
US20230191851A1 (en) * | 2020-05-13 | 2023-06-22 | Compagnie Generale Des Etablissements Michelin | Tire with improved end-of-life grip on wet ground |
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