US20190299722A1 - Pneumatic tire - Google Patents
Pneumatic tire Download PDFInfo
- Publication number
- US20190299722A1 US20190299722A1 US15/781,968 US201715781968A US2019299722A1 US 20190299722 A1 US20190299722 A1 US 20190299722A1 US 201715781968 A US201715781968 A US 201715781968A US 2019299722 A1 US2019299722 A1 US 2019299722A1
- Authority
- US
- United States
- Prior art keywords
- pneumatic tire
- noise
- tire
- noise damper
- belt layer
- 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.)
- Abandoned
Links
Images
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
- B60C19/00—Tyre parts or constructions not otherwise provided for
- B60C19/002—Noise damping elements provided in the tyre structure or attached thereto, e.g. in the tyre interior
-
- 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
-
- 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
-
- 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
-
- 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
- B60C5/00—Inflatable pneumatic tyres or inner tubes
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K3/00—Use of inorganic substances as compounding ingredients
- C08K3/02—Elements
- C08K3/04—Carbon
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08K—Use of inorganic or non-macromolecular organic substances as compounding ingredients
- C08K3/00—Use of inorganic substances as compounding ingredients
- C08K3/34—Silicon-containing compounds
- C08K3/36—Silica
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L21/00—Compositions of unspecified rubbers
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L7/00—Compositions of natural rubber
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L9/00—Compositions of homopolymers or copolymers of conjugated diene hydrocarbons
- C08L9/06—Copolymers with styrene
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C2009/1828—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by special physical properties of the belt ply
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/1835—Rubber strips or cushions at the belt edges
- B60C2009/1842—Width or thickness of the strips or cushions
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C2009/1878—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers with flat cushions or shear layers between the carcass and the belt
-
- 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
- B60C11/0008—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the tread rubber
- B60C2011/0016—Physical properties or dimensions
- B60C2011/0025—Modulus or tan delta
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L2205/00—Polymer mixtures characterised by other features
- C08L2205/02—Polymer mixtures characterised by other features containing two or more polymers of the same C08L -group
- C08L2205/025—Polymer mixtures characterised by other features containing two or more polymers of the same C08L -group containing two or more polymers of the same hierarchy C08L, and differing only in parameters such as density, comonomer content, molecular weight, structure
-
- C—CHEMISTRY; METALLURGY
- C08—ORGANIC MACROMOLECULAR COMPOUNDS; THEIR PREPARATION OR CHEMICAL WORKING-UP; COMPOSITIONS BASED THEREON
- C08L—COMPOSITIONS OF MACROMOLECULAR COMPOUNDS
- C08L2205/00—Polymer mixtures characterised by other features
- C08L2205/03—Polymer mixtures characterised by other features containing three or more polymers in a blend
- C08L2205/035—Polymer mixtures characterised by other features containing three or more polymers in a blend containing four or more polymers in a blend
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Health & Medical Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Medicinal Chemistry (AREA)
- Polymers & Plastics (AREA)
- Organic Chemistry (AREA)
- Tires In General (AREA)
Abstract
A pneumatic tire 1 comprises a carcass 6 extending between bead cores of bead portions via a tread portion 2 and sidewall portions, and a belt layer 7 arranged on an outer side in a tire radial direction of the carcass 6 and inside of the tread portion 2. The pneumatic tire 1 further comprises a damping rubber body 30 arranged between the carcass 6 and the belt layer 7, and a noise damper 20 arranged on an inner cavity surface of the tread portion 2. A width W1 in a tire axial direction of the damping rubber body 30 is in a range of from 60% to 130% of a width W2 in the tire axial direction of the belt layer 7, and a water absorption rate of the noise damper 20 is in a range of from 10% to 25%.
Description
- The present invention relates to a pneumatic tire provided with a noise damper on an inner cavity surface of a tread portion.
- Conventionally, as a technique for suppressing running noise of a pneumatic tire, as disclosed in
Patent Literature 1, a pneumatic tire has been known in which a noise damper made of a sponge material is arranged on the inner cavity surface of the tread portion. -
- Patent Literature 1: Japanese Patent Application Publication No. 2009-292461
- On the other hand, as a repair method when a pneumatic tire is punctured, a method of sealing the punctured hole by spreading puncture repair liquid including a puncture sealing agent on the inner cavity surface is known.
- In the puncture repair using the puncture repair liquid, it is necessary to spread the puncture repair liquid on the inner cavity surface of the repair spot where a through hole is formed, therefore, firstly the pneumatic tire is rotated so that the repair spot is positioned downward and then the puncture repair liquid is injected into the pneumatic tire in that state.
- However, when the puncture repair liquid is used for repairing the puncture of the pneumatic tire provided with the noise damper as disclosed in
Patent Literature 1, the puncture repair liquid is absorbed in pores of the noise damper. Thereby, the puncture repair liquid is intensively absorbed by the noise damper in the repair spot, thus, it is difficult for the puncture repair liquid to be uniformly distributed in a tire circumferential direction, therefore, it is possible that force variation, that is, uniformity of the pneumatic tire after the puncture repair is affected. The term “uniformity” as used herein refers to the uniformity of the weight including the tire, the noise damper, and the puncture repair liquid. If such uniformity is impaired, it is possible that running noise tends to become large. - The present invention was made in view of the above, and a primary object thereof is to provide a pneumatic tire capable of suppressing influence on the uniformity after puncture repair while suppressing the running noise.
- In one aspect of the present invention, a pneumatic tire comprises a carcass extending between bead cores of bead portions via a tread portion and sidewall portions, a belt layer arranged on an outer side in a tire radial direction of the carcass and inside of the tread portion, and a porous noise damper arranged on an inner cavity surface of the tread portion, wherein a water absorption rate of the noise damper is in a range of from 10% to 25%, the water absorption rate being calculated by a following formula (1): water absorption rate (%)=weight change before and after immersion (g)/volume at 50% compression (cm3)×100 (1).
- In another aspect of the invention, it is preferred that density of the noise damper is in a range of from 10 to 40 kg/m3.
- In another aspect of the invention, it is preferred that volume V1 of the noise damper is in a range of from 0.4% to 30% of total volume V2 of a tire inner cavity.
- In another aspect of the invention, it is preferred that tensile strength of the noise damper is in a range of from 70 to 115 kPa.
- In another aspect of the invention, it is preferred that a loss tangent tan δ at 0 degree Celsius of a tread rubber arranged on an outer side in the tire radial direction of the belt layer is not less than 0.4 and the loss tangent tan δ at 70 degrees Celsius of the tread rubber is not more than 0.2.
- In another aspect of the invention, it is preferred that a tread rubber arranged on an outer side in the tire radial direction of the belt layer is a rubber composition having a value not less than 20, the value being calculated by a following formula: (1.4×carbon black content (phr)+silica content (phr))/sulfur content (phr).
- In another aspect of the invention, it is preferred that the pneumatic tire according to the invention further comprises a damping rubber body arranged inside of the tread portion.
- In another aspect of the invention, it is preferred that a width W1 in a tire axial direction of the damping rubber body is in a range of from 60% to 130% of a width W2 in the tire axial direction of the belt layer.
- In another aspect of the invention, it is preferred that the damping rubber body is arranged between the carcass and the belt layer.
- In another aspect of the invention, it is preferred that the pneumatic tire according to the invention further comprises a band layer arranged on an outer side in the tire radial direction of the belt layer and inside of the tread portion, and the damping rubber body is arranged between the belt layer and the band layer.
- In another aspect of the invention, it is preferred that the pneumatic tire according to the invention further comprises a band layer arranged on an outer side in the tire radial direction of the belt layer and inside of the tread portion, and the damping rubber body is arranged on an outer side in the tire radial direction of the band layer.
- In another aspect of the invention, it is preferred that thickness in the tire radial direction of the damping rubber body is not less than 0.3 mm.
- In another aspect of the invention, it is preferred that relationship between hardness H1 of the damping rubber body and hardness H2 of a tread rubber arranged on an outer side in the tire radial direction of the belt layer satisfies a following expression: 0.5≤H1/H2≤1.0.
- According to the pneumatic tire of the present invention, the noise damper is provided on the inner cavity surface of the tread portion, therefore, cavity resonance in the tire inner cavity is suppressed, thereby, the running noise of the pneumatic tire is decreased. In the present invention, the water absorption rate of the noise damper calculated by the above formula (1) is in a range of from 10% to 25%, therefore, the absorption of the puncture repair liquid by the noise damper is suppressed. Thereby, the puncture repair liquid is likely to be uniformly distributed in the tire circumferential direction without concentrating on a part of the noise damper at the repair spot, therefore, it is possible that the deterioration of the uniformity (that is the uniformity of the weight including the pneumatic tire, the noise damper, and the puncture repair liquid) is prevented, thereby, it is possible that the running noise is effectively prevented.
-
FIG. 1 a cross-sectional view of a pneumatic tire as an embodiment of the present invention. -
FIG. 2 a cross-sectional view of the pneumatic tire ofFIG. 1 after puncture repair. -
FIG. 3 a cross-sectional view of a pneumatic tire as another embodiment of the present invention. -
FIG. 4 a cross-sectional view of a pneumatic tire as another embodiment of the present invention. - An embodiment of the present invention will now be described in detail.
-
FIG. 1 is a tire meridian section passing through a tire rotational axis of apneumatic tire 1 of the present embodiment in a standard state. The standard state is a state in which the tire is mounted on a standard rim, inflated to a standard inner pressure, and loaded with no tire load. Hereinafter, dimensions and the like of various parts of the tire are those measured under the standard state, unless otherwise noted. - The “standard rim” is a wheel rim specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the “normal wheel rim” in JATMA, “Design Rim” in TRA, and “Measuring Rim” in ETRTO.
- The “standard inner pressure” is air pressure specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the “maximum air pressure” in JATMA, maximum value listed in the “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” table in TRA, and “INFLATION PRESSURE” in ETRTO. When the tire is for a passenger car, it is set to 200 kPa uniformly in consideration of the actual use frequency and the like.
- As shown in
FIG. 1 , the pneumatic tire (hereinafter may be simply referred to as “tire”) 1 in this embodiment is provided with acarcass 6 extending betweenbead cores 5 ofbead portions 4 via atread portion 2 andsidewall portions 3, and abelt layer 7 arranged on an outer side in a tire radial direction of thecarcass 6 and inside thetread portion 2. In this embodiment, a tire for a passenger car is shown as thetire 1. - The
carcass 6 is formed by asingle carcass ply 6A, for example. Thecarcass ply 6A includes amain body portion 6 a extending between thebead cores 5 and turned upportions 6 b each being turned up around respective one of thebead cores 5 from inside to outside in a tire axial direction so as to be engaged with the respective one of thebead cores 5. In thecarcass ply 6A, organic fiber cords made of an organic material such as aromatic polyamide and rayon are used as carcass cords, for example. The carcass cords are arranged at an angle in a range of from 70 to 90 degrees with respect to a tire equator C, for example. Thecarcass ply 6A is formed by a plurality of the carcass cords covered with topping rubber. Between themain body portion 6 a and each of the turned upportions 6 b, abead apex rubber 8 extending radially outwardly from respective one of thebead cores 5 in a tapered manner is arranged. - On an outer side of the
carcass 6, a tread rubber Tg for forming a ground contacting surface, sidewall rubbers sg each for forming an outer surface of respective one of thesidewall portions 3, bead rubbers Bg each for forming an outer surface of respective one of thebead portions 4, and the like are arranged. On the other hand, on an inner side of thecarcass 6, an inner liner rubber Lg for keeping tire inner pressure and the like are arranged. - The
belt layer 7 in this embodiment is formed by twobelt plies belt plies belt ply 7A and the belt cords of thebelt ply 7B cross each other. For the belt cords, steel, aramid, rayon or the like is suitably used, for example. By covering a plurality of the belt cords with the topping rubber, thebelt plies - The
pneumatic tire 1 in this embodiment is provided with aband layer 9 arranged on an outer side in the tire radial direction of thebelt layer 7. Theband layer 9 includes aband ply 9A in which band cords of an organic fiber, nylon cords in this embodiment, are spirally wound at an angle not more than 10 degrees, preferably not more than 5 degrees with respect to the tire circumferential direction. - The
pneumatic tire 1 is provided with anoise damper 20 arranged on an inner cavity surface of thetread portion 2. Thenoise damper 20 is made of a porous sponge material, for example. The sponge material is a cavernous porous structure body including not only a so-called sponge itself having interconnected cells formed by foamed rubber or a synthetic resin but also a web body formed of an animal fiber, a vegetable fiber, or a synthetic fiber and the like integrally interwoven, for example. Further, the “porous structure body” includes not only a body having the interconnected cells but also a body having closed cells. For the noise damper 20 in this embodiment, a sponge material made of polyurethane having interconnected cells is used. - In the sponge material as described above, the pores on the surface of or inside the sponge material convert vibration energy of the vibrating air into thermal energy, therefore, the vibration energy is consumed, thereby, sound (cavity resonance energy) is decreased, therefore, the running noise of the
pneumatic tire 1 is decreased. Further, the sponge material is easy to deform such as contraction, flexion, etc., therefore, deformation of the tire during running is not substantially affected. Thereby, it is possible that deterioration of steering stability is prevented. Moreover, specific gravity of the sponge material is very small, therefore, it is possible that deterioration of weight balance of the tire is prevented. - As the sponge material, synthetic resin sponge such as ether type polyurethane sponge, ester type polyurethane sponge, polyethylene sponge, and rubber sponge such as chloroprene rubber sponge (CR sponge), ethylene propylene rubber sponge (EDPM sponge), nitrile rubber sponge (NBR sponge) can be preferably and suitably used, and in particular, a polyurethane type or polyethylene type sponge including an ether type polyurethane sponge is preferred from the point of view of noise damping property, lightweight property, controllability of foaming, durability, and the like.
- The
noise damper 20 has an elongated belt-like shape having a bottom surface fixed to the inner cavity surface of thetread portion 2 and extends in the tire circumferential direction. At this time, outer end portions in the circumferential direction of the noise damper may be in contact with each other to form a substantially annular shape, or the outer end portions may be spaced apart in the tire circumferential direction. - The
noise damper 20 has substantially the same cross-sectional shape at an arbitrary position in the tire circumferential direction except for the outer end portions. In order to prevent collapse and deformation during running, it is preferred that the cross-sectional shape is a flat and horizontally elongated shape in which a height is smaller than a width in the tire axial direction. In particular, as in this embodiment, it is preferred to have aconcave groove 21 extending continuously in the tire circumferential direction on a side of the radially inner surface. Theconcave groove 21 increases a surface area of thenoise damper 20, therefore, it is possible that more resonance energy is absorbed, and heat dissipation is increased, therefore, it is possible that the temperature rise of the sponge material is suppressed. -
FIG. 2 is thepneumatic tire 1 after puncture repair by using a puncture repair liquid. A throughhole 40 formed in thetread portion 2 by running over a nail and the like is filled withpuncture repair liquid 41, therefore, the throughhole 40 is sealed. - A water absorption rate of the
noise damper 20 is in a range of from 10% to 25%. Here, the water absorption rate of thenoise damper 20 is calculated by the following formula (1). -
Water absorption rate (%)=Weight change before and after immersion (g)/Volume at 50% compression (cm3)×100 (1) - In this embodiment, for measuring the weight change before and after immersion of the
noise damper 20, a test piece having a length of 50 mm, a width of 50 mm, and a thickness of 20 mm is used. After measuring the weight before immersion, the test piece was compressed by 50% in the thickness direction, then the weight was measured after immersion in water at a temperature of 20 degrees Celsius and at water depth of 10 cm for 24 hours. Since the volume at 50% compression can be calculated from the above dimensions of the test piece, the water absorption rate (%) is calculated from the measured weight by the above formula (1). Note that the volume of the test piece described above is an apparent volume similarly to a volume V1 described later. - In the calculation of the water absorption rate, the test piece whose weight or the like is to be measured is not limited to the test piece having the above dimensions. For example, the dimensions of the test piece can be appropriately changed according to the size, shape, etc. of the
noise damper 20. - According to the pneumatic tire of the present invention, the
noise damper 20 is disposed on the inner cavity surface of thetread portion 2, therefore, the cavity resonance in a tire inner cavity is suppressed, thereby, the running noise of thepneumatic tire 1 is reduced. In the present invention, the water absorption rate of thenoise damper 20 calculated by the above formula (1) is not less than 10%. Thenoise damper 20 configured as such absorbs more resonance energy by the cells connected with the surface of thenoise damper 20, therefore, large effect of suppressing the cavity resonance is exerted. - Further, in the present invention, the water absorption rate of the
noise damper 20 calculated by the above formula (1) is not more than 25%. By thenoise damper 20 configured as such, local absorption of thepuncture repair liquid 41 is suppressed. Thereby, by the rotation of the tire during running, thepuncture repair liquid 41 is likely to be uniformly distributed over the entire circumference in the tire circumferential direction without concentrating on a part of thenoise damper 20 at the repair spot. Thereby, the influence on the force variation after puncture repair is suppressed, therefore, it is possible that deterioration of the uniformity of thepneumatic tire 1 is suppressed. The term “uniformity” as used herein refers to the uniformity of the weight including thepneumatic tire 1, thenoise damper 20, and thepuncture repair liquid 41. If such uniformity is impaired, it is possible that the running noise tends to be large. - On the other hand, in the present invention, the upper limit of the water absorption rate of the
noise damper 20 is set as described above, therefore, it is possible that the suppression effect of the cavity resonance is small as compared with a pneumatic tire in which a noise damper having a higher water absorption rate is arranged. - Therefore, in this embodiment, it is preferred that a damping
rubber body 30 is disposed inside thetread portion 2. The dampingrubber body 30 is arranged between thecarcass 6 and thebelt layer 7. A width W1 in the tire axial direction of the dampingrubber body 30 is in a range of from 60% to 130% of a width W2 in the tire axial direction of the belt layer. The dampingrubber body 30 configured as such suppresses the vibration of thetread portion 2 without contributing to the weight increase of thepneumatic tire 1, and in particular contributes to the reduction of the running noise around 160 Hz. Thereby, it is possible that the deterioration of the uniformity of thepneumatic tire 1 after puncture repair is suppressed while effectively suppressing the running noise. - Further, the absorption of the
puncture repair liquid 41 is suppressed by thenoise damper 20 having the water absorption rate calculated by the above formula (1) is not more than 25%, therefore, it is possible that a small amount of thepuncture repair liquid 41 is required for puncture repair of thepneumatic tire 1. - The damping
rubber body 30 is formed of a rubber different from the topping rubber included in thecarcass ply 6A and thebelt ply 7A. In a more preferred embodiment, the width W1 of the dampingrubber body 30 is in a range of from 70% to 120% of the width W2 of thebelt layer 7. - In this embodiment, the water absorption rate of the
noise damper 20 is limited as described above, therefore, it is possible that the effect of suppressing the cavity resonance is small as compared with a pneumatic tire provided with the noise damper having a higher water absorption rate. However, in this embodiment, the dampingrubber body 30 described above is disposed between thecarcass 6 and thebelt layer 7, therefore, the running noise is effectively suppressed. Therefore, according to thepneumatic tire 1, it is possible that the deterioration of the uniformity of a pneumatic tire after puncture repair is suppressed while suppressing the running noise. - It is preferred that a thickness T1 in the tire radial direction of the damping
rubber body 30 is not less than 0.3 mm. By setting the thickness T1 to not less than 0.3 mm, the vibration of thetread portion 2 is more effectively suppressed. Further, by setting a maximum thickness in the tire radial direction of the dampingrubber body 30 in a range of from 4% to 20% of a maximum thickness of thetread portion 2, it is possible that the suppression of the running noise of thepneumatic tire 1 and the steering stability are obtained easily. - It is preferred that the relationship between hardness H1 of the damping
rubber body 30 and hardness H2 of the tread rubber Tg disposed on an outer side in the tire radial direction of thebelt layer 7 is 0.5≤H1/H2≤1.0. Here, “rubber hardness” is defined as rubber hardness measured in accordance with Japanese Industrial Standard JIS-K 6253 by a type-A durometer under an environment of 23 degrees Celsius. By the dampingrubber body 30 having the hardness H1 described above, the vibration of thetread portion 2 is more effectively suppressed while ensuring the durability of thetread portion 2. - It is preferred that relationship between the hardness H1 of the damping
rubber body 30 and hardness H3 of the topping rubber included in thecarcass ply 6A and thebelt ply 7A is 0.4≤H1/H3≤1.2. By the dampingrubber body 30 of the hardness H1, vibration of thetread portion 2 is more effectively suppressed while securing the durability of thetread portion 2. - More specifically, it is preferred that the hardness H1 of the damping
rubber body 30 is in a range of from 30 to 73 degrees. With the dampingrubber body 30 of hardness H1 configured as such, it is possible that the running noise is easily suppressed and the steering stability is improved while suppressing manufacturing cost of thepneumatic tire 1. Further, more specifically, it is preferred that the hardness H2 of the tread rubber Tg is in a range of from 55 to 75 degrees. By the tread rubber Tg of the hardness H2 configured as such, the rigidity of thetread portion 2 is optimized, therefore, it is possible that the steering stability is improved. - It is preferred that density of the
noise damper 20 is in a range of from 10 to 40 kg/m3. By thenoise damper 20 having the density not less than 10 kg/m3, it is possible that deterioration of the uniformity of thepneumatic tire 1 after puncture repair is suppressed. By thenoise damper 20 having the density not more than 40 kg/m3, it is possible that the running noise in the vicinity of 250 Hz in particular is decreased without increasing the weight of thepneumatic tire 1. - It is preferred that the volume V1 of the
noise damper 20 is in a range of from 0.4% to 30% of total volume V2 of the tire inner cavity. The volume V1 of thenoise damper 20 is apparent total volume of thenoise damper 20, which means the volume determined from the outer shape including the inner cells. The total volume V2 of the tire inner cavity is to be approximately determined by the following formula with respect to a pneumatic tire in the standard state in which the pneumatic tire is mounted on a standard rim, inflated to the standard inner pressure, and loaded with no tire load. -
V2=A×{(Di−Dr)/2+Dr}×n - In the above formula, “A” is a cross sectional area of the tire inner cavity obtained by CT scanning a tire/rim assembly in the standard state, “Di” is a maximum outer diameter of the inner cavity surface of the tire in the standard state, “Dr” is a diameter of the rim, and “n” is the circumference ratio.
- If the volume V1 is less than 0.4% of the total volume V2, it is possible that the vibration energy of the air is not sufficiently converted. If the volume V1 is more than 30% of the total volume v2, it is possible that the weight and manufacturing cost of the
pneumatic tire 1 increases, and that the uniformity of thepneumatic tire 1 after the puncture repair deteriorates. - It is preferred that tensile strength of the
noise damper 20 is in a range of from 70 to 115 kPa. If the tensile strength of thenoise damper 20 is less than 70 kPa, it is possible that the durability of thenoise damper 20 deteriorates. If the tensile strength of thenoise damper 20 is more than 115 kPa, when a foreign object such as a nail sticks into the region including thenoise damper 20 of thetread portion 2, thenoise damper 20 may be pulled by the foreign object, therefore, it is possible that thenoise damper 20 comes off the inner cavity surface of thetread portion 2. - It is preferred that a loss tangent tan δ at 0 degree Celsius of the tread rubber Tg is not less than 0.4. Thereby, wet grip performance of the
pneumatic tire 1 is improved. Therefore, by setting the volume of the grooves formed in the ground contacting surface of thetread portion 2 to be small and the like, it is possible to further reduce the running noise, for example. It is preferred that the loss tangent tan δ at 70 degrees Celsius of the tread rubber Tg is not more than 0.2. Thereby, rolling resistance of thepneumatic tire 1 is suppressed and deterioration of the fuel efficiency due to inclusion of thenoise damper 20 and the dampingrubber body 30 is suppressed. Note that the loss tangent tan δ at 0 degrees Celsius and the loss tangent tan δ at 70 degrees Celsius were measured in accordance with Japanese Industrial Standard JIS-K 6394 by using a viscoelasticity spectrometer available from Iwamoto Quartz GlassLab Co., Ltd. under a condition of respective temperature (0 degrees Celsius or 70 degrees Celsius), a frequency of 10 Hz, an initial tensile strain of 10%, and an amplitude of dynamic strain of ±2%. - It is preferred that a value calculated by a following formula: (1.4×carbon black content (phr)+silica content (phr))/sulfur content (phr) of the tread rubber Tg, is not less than 20. Thereby, anti-wear performance is improved. Therefore, by setting depths of the grooves formed in the ground contacting surface of the
tread portion 2 to be small and the like, it is possible that the running noise is further decreased, for example. Further, even when distribution of the puncture repair liquid is not uniform, occurrence of uneven wear is suppressed. - While detailed description has been made of the pneumatic tire of the present invention, the present invention can be embodied in various forms without being limited to the illustrated embodiment.
-
FIG. 3 shows apneumatic tire 1A as another embodiment of the present invention, for example. Thepneumatic tire 1A is different from thepneumatic tire 1 in that the dampingrubber body 30 is disposed between thebelt layer 7 and theband layer 9. The configuration of thepneumatic tire 1 can be applied to the components of thepneumatic tire 1A that are not described below. In thepneumatic tire 1A, the vibration of thebelt layer 7 and theband layer 9 is suppressed by the dampingrubber body 30, therefore, the vibration of thetread portion 2 is suppressed eventually. -
FIG. 4 shows apneumatic tire 1B as yet another embodiment of the present invention. Thepneumatic tire 1B is different from thepneumatic tire 1 in that the dampingrubber body 30 is arranged on an outer side in the tire radial direction of theband layer 9. The configuration of thepneumatic tire 1 can be applied to the components of thepneumatic tire 1B that are not described below. In thepneumatic tire 1B, the vibration of theband layer 9 and the tread rubber Tg is suppressed by the dampingrubber body 30, therefore, the vibration of thetread portion 2 is suppressed eventually. - Pneumatic tires of size 165/65R18 having the basic structure shown in
FIG. 1 were made by way of test according to the specification listed in Table 1, then the test tires were tested for uniformity performance and noise performance after puncture repair. The specifications common to each of the Examples and the References were as follows. - The formulations were as follows.
- Natural rubber (TSR20): 15 (phr)
- SBR 1 (bound styrene content: 28%, vinyl group content: 60%, glass transition point: −25 degrees Celsius, terminal modified): 45 (phr)
- SBR 2 (bound styrene content: 35%, vinyl group content: 45%, glass transition point: −25 degrees Celsius, terminal modified): 25 (phr)
- BR (BR150B available from Ube Industries, Ltd.): 15 (phr)
- Carbon black N220: 5 (phr)
- Silica (VN3): 35 (phr)
- Silica (1115MP): 20 (phr)
- Silane coupling agent Si266: 4 (phr)
- Resin (SYLVARES SA85 available from Arizona Chemical Company): 8 (phr)
- Oil: 4 (phr)
- Wax: 1.5 (phr)
- Age resistor (6C): 3 (phr)
- Stearic acid: 3 (phr)
- Zinc oxide: 2 (phr)
- Sulfur: 2 (phr)
- Vulcanization accelerator (NS): 2 (phr)
- Vulcanization accelerator (DPG): 2 (phr)
- The hardness of the tread rubber of the vulcanized tire was 64 degrees.
- The maximum thickness of the tread rubber was 10 mm.
- The formulations were as follows.
- Natural rubber (TSR20): 65 (phr)
- SBR (Nipol 1502): 35 (phr)
- Carbon black N220: 52 (phr)
- Oil: 15 (phr)
- Stearic acid: 1.5 (phr)
- Zinc oxide: 2 (phr)
- Sulfur: 3 (phr)
- Vulcanization accelerator (CZ): 1 (phr)
- The hardness of the damping rubber body of the vulcanized tire was 58 degrees.
- The maximum thickness of the damping rubber body was 1 mm.
- The volume was 15% of the total volume of the tire inner cavity.
- The density was 27 kg/m3.
- The angle of the belt cords with respect to the tire equator was 41 degrees.
- The test methods were as follows.
- Each of the test tires was mounted on a rim of 18×733 and injected with puncture repair material simulating puncture repair, and then radial force variation (RFV) was measured under the condition of the inner pressure of 320 kPa in accordance with uniformity test condition of Japanese Automobile Standards Organization JASO C607:2000. The evaluation speed was 10 km/h. The results are indicated by an index based on Example 1 being 100, wherein the larger the numerical value, the smaller the RFV is, which is better.
- Each of the test tires was mounted on a rim of 18×733 and mounted on all wheels of a test car (domestically produced FR car with displacement of 2500 cc) under the condition of the inner pressure of 320 kPa. A total sound pressure (decibel) of frequencies in a range of from 100 to 200 Hz and in a range of from 200 to 300 Hz was measured by using a sound concentrating microphone attached to the center part of the backrest of the driver's seat while the test car was driven on a road for measuring road noise (rough asphalt surface road) at a speed of 60 km/h. The results are indicated by an index based on Example 1 being 100, wherein the larger the numerical value, the smaller the running noise is, which is better.
-
TABLE 1 Ref. 1 Ref. 2 Ref. 3 Ex. 1 Ex. 2 Presence or Absence of Noise damper absence presence presence presence presence Water absorption rate of Noise damper [%] — 5 40 10 25 Presence or Absence of Damping rubber body absence absence absence absence absence Uniformity performance [index] 100 100 80 100 95 Noise performance [index] 80 85 105 100 105 - As is clear from Table 1, it was confirmed that the uniformity performance and the noise performance of the pneumatic tires as Examples 1 and 2 were significantly improved in a good balance as compared with
References 1 to 3. - Further, as shown in Table 2, pneumatic tires as Examples 3 to 6 were made by way of test, and then the uniformity performance and the noise performance were tested. The test methods were as follows.
- The radial force variation (RFV) was measured by the same method as described above. The results are indicated by an index based on Example 3 being 100, wherein the larger the numerical value, the smaller the RFV is, which is better.
- The in-car noise was measured by the same method as described above. The results are indicated by an index based on Example 3 being 100, wherein the larger the numerical value, the smaller the running noise is, which is better.
-
TABLE 2 Ex. 3 Ex. 4 Ex. 5 Ex. 6 Presence or Absence of Noise damper presence presence presence presence Water absorption rate of Noise damper [%] 20 20 20 20 Presence or Absence of Damping rubber body presence presence presence presence Width W1 of Damping rubber body/Width W2 of Belt layer [%] 100 60 70 130 Uniformity performance [index] 100 100 100 100 Noise performance [index] 100 95 98 105 - Further, as shown in Table 3, pneumatic tires as Examples 7 to 10 were made by way of test, and then the noise performance and the steering stability were tested. The test methods were as follows.
- The in-car noise was measured by the same method as described above. The results are indicated by an index based on Example 9 being 100, wherein the larger the numerical value, the smaller the running noise is, which is better.
- While the test car used in the test of the noise performance was driven on a dry asphalt test course, characteristics related to steering response, rigid impression, grip, and the like were evaluated by the driver's feeling. The results are indicated by an evaluation point based on Example 9 being 100, wherein a larger numerical value is better.
-
TABLE 3 Ex. 7 Ex. 8 Ex. 9 Ex. 10 Presence or Absence of Noise damper presence presence presence presence Water absorption rate of Noise damper [%] 20 20 20 20 Presence or Absence of Damping rubber body presence presence presence presence Width W1 of Damping rubber body/Width W2 of Belt layer [%] 100 100 100 100 Thickness T1 of Damping rubber body [mm] 0.2 0.3 0.5 0.7 Noise performance [index] 98 99 100 103 Steering stability [index] 100 100 100 98 - Furthermore, as shown in Table 4, pneumatic tires as Examples 11 to 15 having the damping rubber body of different rigidity were made by way of test, and then the noise performance was tested and manufacturing cost was calculated. The test method and the calculation method were as follows.
- The in-car noise was measured by the same method as described above. The results are indicated by an index based on Example 13 being 100, wherein the larger the numerical value, the smaller the running noise is, which is better.
- Manufacturing cost required to manufacture a single tire was calculated. The results are indicated by an index based on Example 13 being 100, wherein the larger the numerical value, the smaller the manufacturing cost is, which is better.
-
TABLE 4 Ex. 11 Ex. 12 Ex. 13 Ex. 14 Ex. 15 Presence or Absence of Noise damper presence presence presence presence presence Water absorption rate of Noise damper [%] 20 20 20 20 20 Presence or Absence of Damping rubber body presence presence presence presence presence Width W1 of Damping rubber body/Width W2 of 100 100 100 100 100 Belt layer [%] Hardness H1 of Damping rubber body/Hardness H2 of 0.4 0.5 0.7 1.0 1.2 Tread rubber Noise performance [index] 96 98 100 102 102 Manufacturing cost [index] 102 102 100 98 96 - Furthermore, as shown in Table 5, pneumatic tires as Examples 16 to 20 were made by way of test, and then the uniformity performance and the noise performance after puncture repair were tested. The test methods were as follows.
- The RFV was measured by the same method as described above. The results are indicated by an index based on Example 18 being 100, wherein the larger the numerical value, the smaller the RFV is, which is better.
- The in-car noise was measured by the same method as described above. The results are indicated by an index based on Example 18 being 100, wherein the larger the numerical value, the smaller the running noise is, which is better.
-
TABLE 5 Ex. 16 Ex. 17 Ex. 18 Ex. 19 Ex. 20 Presence or Absence of Noise damper presence presence presence presence presence Water absorption rate of Noise damper [%] 20 20 20 20 20 Presence or Absence of Damping rubber body presence presence presence presence presence Width W1 of Damping rubber body/Width W2 of 100 100 100 100 100 Belt layer [%] Density of Noise damper [kg/m3] 5 10 27 40 50 Uniformity performance [index] 95 97 100 103 103 Noise performance [index] 103 103 100 97 95 - Furthermore, as shown in Table 6, pneumatic tires as Examples 21 to 25 were made by way of test, and then the uniformity performance and the noise performance were tested. The test methods were as follows.
- The RFV was measured by the same method as described above. The results are indicated by an index based on Example 23 being 100, wherein the larger the numerical value, the smaller the RFV is, which is better.
- The in-car noise was measured by the same method as described above. The results are indicated by an index based on Example 23 being 100, wherein the larger the numerical value, the smaller the running noise is, which is better.
-
TABLE 6 Ex. 21 Ex. 22 Ex. 23 Ex. 24 Ex. 25 Presence or Absence of Noise damper presence presence presence presence presence Water absorption rate of Noise damper [%] 20 20 20 20 20 Presence or Absence of Damping rubber body presence presence presence presence presence Width W1 of Damping rubber body/Width W2 of 100 100 100 100 100 Belt layer [%] Volume V1 of Noise damper/Total volume V2 0.3 0.4 15.0 30.0 35.0 of Tire inner cavity [%] Uniformity performance [index] 103 103 100 97 95 Noise performance [index] 95 97 100 103 103 - Furthermore, as shown in Table 7, pneumatic tires as Examples 26 to 31 were made by way of test, and then the durability of the noise damper and separation resistance performance of the noise damper when a nail sticks into the tire were tested. The test methods were as follows.
- Each of the test tires was mounted on a rim of 18×7.17 and then, by using a drum testing machine, a distance until the noise damper and its vicinity were damaged was measured under the conditions of the inner pressure of 320 kPa, the tire load of 4.8 kN, and the speed of 80 km/h. The results are indicated by an index based on Example 28 being 100, wherein the larger the numerical value, the higher the durability is, which is better.
- <Separation Resistance Performance of Noise Damper when Nail Sticks>
- Each of the test tires was mounted on a rim of 18×6.53 and punctured by rolling on a nail, then the damaged part was disassembled to measure the area of separation of the noise damper from the inner cavity surface of the tread portion due to the noise damper being pulled by the nail. The results are indicated by an index based on Example 28 being 100, wherein the larger the numerical value, the higher the separation resistance performance is, which is better.
-
TABLE 7 Ex. 26 Ex. 27 Ex. 28 Ex. 30 Ex. 31 Presence or Absence of Noise damper presence presence presence presence presence Water absorption rate of Noise damper [%] 20 20 20 20 20 Presence or Absence of Damping rubber body presence presence presence presence presence Width W1 of Damping rubber body/Width W2 of 100 100 100 100 100 Belt layer [%] Tensile strength of Noise damper [kPa] 60 70 90 115 125 Durability of Noise damper [index] 95 97 100 103 103 Separation resistance performance of Noise damper 103 103 100 97 95 when Nail sticks [index] - Furthermore, as shown in Table 8, pneumatic tires as Examples 32 and 33 were made by way of test, and then the uniformity performance and the noise performance after puncture repair were tested. The test methods were as follows.
- The radial force variation (RFV) was measured by the same method as described above. The results are indicated by an index based on Example 1 being 100, wherein the larger the numerical value, the smaller the RFV is, which is better.
- The in-car noise was measured by the same method as described above. The results are indicated by an index based on Example 1 being 100, wherein the larger the numerical value, the smaller the running noise is, which is better.
-
TABLE 8 Ex. 32 Ex. 33 Presence or Absence of Noise damper presence presence Water absorption rate of Noise damper [%] 10 25 Presence or Absence of Damping presence presence rubber body Width W1 of Damping rubber body/ [%] 100 100 Width W2 of Belt layer Uniformity performance [index] 100 95 Noise performance [index] 106 111 - Furthermore, as shown in Table 9, pneumatic tires as Examples 34 to 38 were made by way of test, and then the uniformity performance and the noise performance after puncture repair were tested. The test methods were as follows.
- The radial force variation (RFV) was measured by the same method as described above. The results are indicated by an index based on Example 18 being 100, wherein the larger the numerical value, the smaller the RFV is, which is better.
- The in-car noise was measured by the same method as described above. The results are indicated by an index based on Example 18 being 100, wherein the larger the numerical value, the smaller the running noise is, which is better.
-
TABLE 9 Ex. 34 Ex. 35 Ex. 36 Ex. 37 Ex. 38 Presence or Absence of Noise damper presence presence presence presence presence Water absorption rate of Noise damper [%] 20 20 20 20 20 Presence or Absence of Damping rubber body absence absence absence absence absence Density of Noise damper [kg/m3] 5 10 27 40 50 Uniformity performance [index] 95 97 100 103 103 Noise performance [index] 97 97 94 91 88 - Furthermore, as shown in Table 10, pneumatic tires as Examples 39 to 43 were made by way of test, and then the uniformity performance and the noise performance after puncture repair were tested. The test methods were as follows.
- The radial force variation (RFV) was measured by the same method as described above. The results are indicated by an index based on Example 23 being 100, wherein the larger the numerical value, the smaller the RFV is, which is better.
- The in-car noise was measured by the same method as described above. The results are indicated by an index based on Example 23 being 100, wherein the larger the numerical value, the smaller the running noise is, which is better.
-
TABLE 10 Ex. 39 Ex. 40 Ex. 41 Ex. 42 Ex. 43 Presence or Absence of Noise damper presence presence presence presence presence Water absorption rate of Noise damper [%] 20 20 20 20 20 Presence or Absence of Damping rubber body absence absence absence absence absence Volume V1 of Noise damper/Total volume V2 0.3 0.4 15.0 30.0 35.0 of Tire inner cavity [%] Uniformity performance [index] 103 103 100 97 95 Noise performance [index] 89 91 94 98 98 -
- 1 pneumatic tire
- 2 tread portion
- 3 sidewall portion
- 4 bead portion
- 5 bead core
- 6 carcass
- 20 noise damper
- 30 damping rubber body
Claims (13)
1. A pneumatic tire comprising a carcass extending between bead cores of bead portions via a tread portion and sidewall portions, a belt layer arranged on an outer side in a tire radial direction of the carcass and inside of the tread portion, and a porous noise damper arranged on an inner cavity surface of the tread portion, wherein
a water absorption rate of the noise damper is in a range of from 10% to 25%, the water absorption rate being calculated by a following formula (1):
water absorption rate (%)=weight change before and after immersion (g)/volume at 50% compression (cm3)×100 (1).
water absorption rate (%)=weight change before and after immersion (g)/volume at 50% compression (cm3)×100 (1).
2. The pneumatic tire according to claim 1 , wherein
density of the noise damper is in a range of from 10 to 40 kg/m3.
3. The pneumatic tire according to claim 1 , wherein
volume V1 of the noise damper is in a range of from 0.4% to 30% of total volume V2 of a tire inner cavity.
4. The pneumatic tire according to claim 1 , wherein
tensile strength of the noise damper is in a range of from 70 to 115 kPa.
5. The pneumatic tire according to claim 1 , wherein
a loss tangent tan δ at 0 degree Celsius of a tread rubber arranged on an outer side in the tire radial direction of the belt layer is not less than 0.4 and the loss tangent tan δ at 70 degrees Celsius of the tread rubber is not more than 0.2.
6. The pneumatic tire according to claim 1 , wherein
a tread rubber arranged on an outer side in the tire radial direction of the belt layer is a rubber composition having a value not less than 20, the value being calculated by a following formula:
(1.4×carbon black content (phr)+silica content (phr))/sulfur content (phr).
(1.4×carbon black content (phr)+silica content (phr))/sulfur content (phr).
7. The pneumatic tire according to claim 1 further comprising a damping rubber body arranged inside of the tread portion.
8. The pneumatic tire according to claim 7 , wherein
a width W1 in a tire axial direction of the damping rubber body is in a range of from 60% to 130% of a width W2 in the tire axial direction of the belt layer.
9. The pneumatic tire according to claim 7 , wherein
the damping rubber body is arranged between the carcass and the belt layer.
10. The pneumatic tire according to claim 7 further comprising a band layer arranged on an outer side in the tire radial direction of the belt layer and inside of the tread portion, wherein
the damping rubber body is arranged between the belt layer and the band layer.
11. The pneumatic tire according to claim 7 further comprising a band layer arranged on an outer side in the tire radial direction of the belt layer and inside of the tread portion, wherein
the damping rubber body is arranged on an outer side in the tire radial direction of the band layer.
12. The pneumatic tire according to claim 7 , wherein
thickness in the tire radial direction of the damping rubber body is not less than 0.3 mm.
13. The pneumatic tire according to claim 7 , wherein
relationship between hardness H1 of the damping rubber body and hardness H2 of a tread rubber arranged on an outer side in the tire radial direction of the belt layer satisfies a following expression:
0.5≤H1/H2≤1.0.
0.5≤H1/H2≤1.0.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2016237853 | 2016-12-07 | ||
JP2016-237853 | 2016-12-07 | ||
PCT/JP2017/042349 WO2018105421A1 (en) | 2016-12-07 | 2017-11-27 | Pneumatic tire |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2017/042349 A-371-Of-International WO2018105421A1 (en) | 2016-12-07 | 2017-11-27 | Pneumatic tire |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US16/850,325 Continuation US11312191B2 (en) | 2016-12-07 | 2020-04-16 | Pneumatic tire |
Publications (1)
Publication Number | Publication Date |
---|---|
US20190299722A1 true US20190299722A1 (en) | 2019-10-03 |
Family
ID=62491475
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US15/781,968 Abandoned US20190299722A1 (en) | 2016-12-07 | 2017-11-27 | Pneumatic tire |
US16/850,325 Active 2038-03-05 US11312191B2 (en) | 2016-12-07 | 2020-04-16 | Pneumatic tire |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US16/850,325 Active 2038-03-05 US11312191B2 (en) | 2016-12-07 | 2020-04-16 | Pneumatic tire |
Country Status (6)
Country | Link |
---|---|
US (2) | US20190299722A1 (en) |
EP (1) | EP3406461B1 (en) |
JP (1) | JP6481080B2 (en) |
KR (1) | KR101940965B1 (en) |
CN (1) | CN109070632B (en) |
WO (1) | WO2018105421A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN111332076A (en) * | 2020-03-30 | 2020-06-26 | 正新橡胶(中国)有限公司 | Noise-reducing tire, manufacturing process thereof and wheel |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP7339503B2 (en) * | 2019-06-14 | 2023-09-06 | 横浜ゴム株式会社 | pneumatic tire |
EP3831620B1 (en) * | 2019-12-04 | 2023-04-19 | The Goodyear Tire & Rubber Company | A pneumatic tire |
KR102318398B1 (en) * | 2019-12-27 | 2021-10-28 | 넥센타이어 주식회사 | Tire |
CN113447635B (en) * | 2021-05-11 | 2023-09-29 | 江西农业大学 | Potted plant soil greenhouse gas release rate measuring device with different depths |
CN113771557B (en) * | 2021-09-07 | 2023-06-30 | 安徽佳通乘用子午线轮胎有限公司 | Tire capable of reducing cavity resonance sound and production method thereof |
Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3854516A (en) * | 1972-05-12 | 1974-12-17 | Kenrick & Sons Ltd | Vehicle wheels |
US3866651A (en) * | 1973-10-10 | 1975-02-18 | Edward N Gomberg | Flat free pneumatic tire and void free filling therefor |
US4349061A (en) * | 1979-09-01 | 1982-09-14 | Bridgestone Tire Company Limited | Pneumatic radial tires for passenger cars having a low rolling resistance |
US4392522A (en) * | 1979-11-16 | 1983-07-12 | Messerschmitt-Boelkow-Blohm Gesellschaft Mit Beschraenkter Haftung | Tire with open cell foam insert for reducing noise |
US4434864A (en) * | 1982-02-16 | 1984-03-06 | Lupo Frank V | Roof bolter vehicle and wheels therefor |
US4640952A (en) * | 1984-04-10 | 1987-02-03 | Bridgestone Corporation | Pneumatic tire having all-weather running performances |
US4815511A (en) * | 1986-03-18 | 1989-03-28 | The Goodyear Tire & Rubber Company | All-season high-performance radial-ply passenger pneumatic tire |
US5879483A (en) * | 1995-07-31 | 1999-03-09 | Sp Reifenwerke Gmbh | Pneumatic vehicle tire with breaker ply arrangement cushion layers |
JP2000225806A (en) * | 1999-02-05 | 2000-08-15 | Bridgestone Corp | Pneumatic radial tire for passenger car |
US7018700B2 (en) * | 2000-03-17 | 2006-03-28 | Dow Global Technologies Inc. | Acoustic absorption polymer foam having improved thermal insulating performance |
US20110118373A1 (en) * | 2008-07-25 | 2011-05-19 | Basf Se | Cellular elastomer with little tendency toward creep at high temperatures |
Family Cites Families (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62140365A (en) * | 1985-12-16 | 1987-06-23 | Toshiba Battery Co Ltd | Manganese cell |
JP2892904B2 (en) * | 1993-04-16 | 1999-05-17 | 住友ゴム工業株式会社 | Pneumatic tire |
JP4587741B2 (en) | 2004-08-20 | 2010-11-24 | 株式会社ニデック | Ophthalmic equipment |
JP4567423B2 (en) * | 2004-11-19 | 2010-10-20 | 住友ゴム工業株式会社 | Tire silencer |
JP4330550B2 (en) * | 2005-04-28 | 2009-09-16 | 住友ゴム工業株式会社 | Pneumatic tire and rim assembly |
JP4190516B2 (en) * | 2005-05-30 | 2008-12-03 | 富士通株式会社 | Balance correction device for disk drive device |
JP4427007B2 (en) | 2005-06-01 | 2010-03-03 | 住友ゴム工業株式会社 | Pneumatic tire |
JP4299813B2 (en) * | 2005-07-20 | 2009-07-22 | 住友ゴム工業株式会社 | Pneumatic tire |
EP1795378B1 (en) * | 2005-12-08 | 2011-05-25 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire with noise damper |
JP4728790B2 (en) * | 2005-12-08 | 2011-07-20 | 住友ゴム工業株式会社 | Pneumatic tire and rim assembly |
JP5078907B2 (en) | 2006-11-21 | 2012-11-21 | 株式会社ブリヂストン | Tire and rim assembly and sponge material used therefor |
JP2009046089A (en) * | 2007-08-22 | 2009-03-05 | Bridgestone Corp | Pneumatic tire and rim assembly |
JP5347555B2 (en) | 2008-05-09 | 2013-11-20 | 横浜ゴム株式会社 | Tire noise reduction device and pneumatic tire equipped with the same |
JP4525800B2 (en) * | 2008-06-20 | 2010-08-18 | 横浜ゴム株式会社 | Tire noise reduction device and pneumatic tire equipped with the same |
JP5685047B2 (en) * | 2010-10-15 | 2015-03-18 | 住友ゴム工業株式会社 | Pneumatic tire |
CN203427544U (en) * | 2013-07-12 | 2014-02-12 | 广东时利和汽车实业集团有限公司 | Noise reduction tire |
JP2015030307A (en) * | 2013-07-31 | 2015-02-16 | 株式会社ブリヂストン | Pneumatic tire |
JP6120887B2 (en) * | 2014-04-25 | 2017-04-26 | クムホ タイヤ カンパニー インコーポレイテッドKumho Tire Co.,Inc. | Cavity resonance sound reduction tire |
JP6435724B2 (en) * | 2014-09-05 | 2018-12-12 | 横浜ゴム株式会社 | Pneumatic tire manufacturing method |
JP6092984B2 (en) * | 2015-10-30 | 2017-03-08 | 株式会社ブリヂストン | Pneumatic tire |
JP6536744B2 (en) * | 2016-12-28 | 2019-07-03 | 住友ゴム工業株式会社 | Pneumatic tire |
-
2017
- 2017-11-27 US US15/781,968 patent/US20190299722A1/en not_active Abandoned
- 2017-11-27 CN CN201780003738.5A patent/CN109070632B/en active Active
- 2017-11-27 WO PCT/JP2017/042349 patent/WO2018105421A1/en active Application Filing
- 2017-11-27 JP JP2018510132A patent/JP6481080B2/en active Active
- 2017-11-27 KR KR1020187012292A patent/KR101940965B1/en active IP Right Grant
- 2017-11-27 EP EP17879235.4A patent/EP3406461B1/en active Active
-
2020
- 2020-04-16 US US16/850,325 patent/US11312191B2/en active Active
Patent Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3854516A (en) * | 1972-05-12 | 1974-12-17 | Kenrick & Sons Ltd | Vehicle wheels |
US3866651A (en) * | 1973-10-10 | 1975-02-18 | Edward N Gomberg | Flat free pneumatic tire and void free filling therefor |
US4349061A (en) * | 1979-09-01 | 1982-09-14 | Bridgestone Tire Company Limited | Pneumatic radial tires for passenger cars having a low rolling resistance |
US4392522A (en) * | 1979-11-16 | 1983-07-12 | Messerschmitt-Boelkow-Blohm Gesellschaft Mit Beschraenkter Haftung | Tire with open cell foam insert for reducing noise |
US4434864A (en) * | 1982-02-16 | 1984-03-06 | Lupo Frank V | Roof bolter vehicle and wheels therefor |
US4640952A (en) * | 1984-04-10 | 1987-02-03 | Bridgestone Corporation | Pneumatic tire having all-weather running performances |
US4815511A (en) * | 1986-03-18 | 1989-03-28 | The Goodyear Tire & Rubber Company | All-season high-performance radial-ply passenger pneumatic tire |
US5879483A (en) * | 1995-07-31 | 1999-03-09 | Sp Reifenwerke Gmbh | Pneumatic vehicle tire with breaker ply arrangement cushion layers |
JP2000225806A (en) * | 1999-02-05 | 2000-08-15 | Bridgestone Corp | Pneumatic radial tire for passenger car |
US7018700B2 (en) * | 2000-03-17 | 2006-03-28 | Dow Global Technologies Inc. | Acoustic absorption polymer foam having improved thermal insulating performance |
US20110118373A1 (en) * | 2008-07-25 | 2011-05-19 | Basf Se | Cellular elastomer with little tendency toward creep at high temperatures |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN111332076A (en) * | 2020-03-30 | 2020-06-26 | 正新橡胶(中国)有限公司 | Noise-reducing tire, manufacturing process thereof and wheel |
Also Published As
Publication number | Publication date |
---|---|
CN109070632B (en) | 2020-11-20 |
US20200238768A1 (en) | 2020-07-30 |
JP6481080B2 (en) | 2019-03-13 |
US11312191B2 (en) | 2022-04-26 |
WO2018105421A1 (en) | 2018-06-14 |
KR101940965B1 (en) | 2019-01-21 |
EP3406461A4 (en) | 2019-07-24 |
CN109070632A (en) | 2018-12-21 |
EP3406461B1 (en) | 2020-08-26 |
KR20180080213A (en) | 2018-07-11 |
EP3406461A1 (en) | 2018-11-28 |
JPWO2018105421A1 (en) | 2018-12-06 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US20200114704A1 (en) | Pneumatic tire | |
US10647168B1 (en) | Pneumatic tire | |
US11312191B2 (en) | Pneumatic tire | |
US20190248182A1 (en) | Pneumatic tire | |
US11400770B2 (en) | Pneumatic tyre | |
US20210129599A1 (en) | Pneumatic tyre | |
US20210252919A1 (en) | Pneumatic tyre | |
US20210206209A1 (en) | Pneumatic tire |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: SUMITOMO RUBBER INDUSTRIES, LTD., JAPAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:NAKATANI, MASAKO;KAWACHI, TAKAHIRO;YAMADA, AYUKO;AND OTHERS;SIGNING DATES FROM 20180514 TO 20180525;REEL/FRAME:046016/0698 |
|
STPP | Information on status: patent application and granting procedure in general |
Free format text: NON FINAL ACTION MAILED |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |