WO2013161296A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2013161296A1 WO2013161296A1 PCT/JP2013/002794 JP2013002794W WO2013161296A1 WO 2013161296 A1 WO2013161296 A1 WO 2013161296A1 JP 2013002794 W JP2013002794 W JP 2013002794W WO 2013161296 A1 WO2013161296 A1 WO 2013161296A1
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- WIPO (PCT)
- Prior art keywords
- tire
- circumferential
- rigidity
- width
- belt
- Prior art date
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- 239000011324 bead Substances 0.000 claims description 11
- 238000005096 rolling process Methods 0.000 abstract description 35
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- -1 polyethylene terephthalate Polymers 0.000 description 4
- 229910000831 Steel Inorganic materials 0.000 description 3
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Images
Classifications
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- 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
- B60C9/28—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by the belt or breaker dimensions or curvature relative to carcass
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- 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
- B60C3/00—Tyres characterised by the transverse section
- B60C3/04—Tyres characterised by the transverse section characterised by the relative dimensions of the section, e.g. low profile
-
- 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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
- B60C9/2009—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords comprising plies of different materials
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- 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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
-
- 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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
- B60C9/2204—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre obtained by circumferentially narrow strip winding
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- 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
- B60C9/30—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers asymmetric to the midcircumferential plane of the tyre
-
- 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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C2009/2012—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with particular configuration of the belt cords in the respective belt layers
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- 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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
- B60C2009/2219—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre with a partial zero degree ply at the belt edges - edge band
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- 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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
- B60C2009/2228—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre characterised by special physical properties of the zero degree plies
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- 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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
- B60C2009/2228—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre characterised by special physical properties of the zero degree plies
- B60C2009/2233—Modulus of the zero degree ply
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- 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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
- B60C2009/2238—Physical properties or dimensions of the ply coating rubber
- B60C2009/2242—Modulus; Hardness; Loss modulus or "tangens delta"
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- 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
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
- B60C2009/2252—Physical properties or dimension of the zero degree ply cords
Definitions
- the present invention relates to a pneumatic tire having improved noise performance while maintaining steering stability performance and rolling resistance performance.
- the cord of the inclined belt layer is greatly inclined with respect to the tire circumferential direction, and the pneumatic belt in which the circumferential belt layer is provided outside the inclined belt layer in the tire radial direction.
- Tires have been proposed (for example, Patent Document 1).
- Patent Document 1 it is known that the noise performance deteriorates in a pneumatic tire provided with such an inclined belt layer.
- an object of the present invention is to provide a pneumatic tire with improved noise performance while maintaining steering stability performance and rolling resistance performance.
- the pneumatic tire of the present invention is disposed on the outer side in the tire radial direction of a bead core provided in a pair of bead portions, a carcass straddling a toroidal shape between the pair of bead portions, and a crown portion of the carcass, and the tire circumference.
- An inclined belt comprising at least one inclined belt layer having a cord inclined at an angle of not less than 35 ° and not more than 90 ° with respect to the direction, and disposed on the outer side in the tire radial direction of the crown portion of the carcass and along the tire circumferential direction
- a pneumatic tire comprising: a circumferential belt composed of at least one circumferential belt layer having a cord extending; and a tread disposed on the outer side in the tire radial direction of the circumferential belt, wherein the circumferential belt comprises:
- the tire circumferential stiffness per unit width of any part of the high-rigidity area that includes the tire equator is the unit width of any part of the other area.
- the tire circumferential direction rigidity per unit width in other regions is higher than the tire circumferential direction rigidity, and is constant in the tire width direction or higher as it is closer to the high rigidity region.
- the present invention can provide a pneumatic tire with improved noise performance while maintaining steering stability performance and rolling resistance performance.
- the width of the high-rigidity region is not less than 0.2 times and not more than 0.6 times the width of the circumferential belt layer around the tire equator. With this configuration, the noise performance can be further improved.
- the cord of at least one inclined belt layer is inclined at an angle of 50 ° or more and 90 ° or less with respect to the tire circumferential direction.
- the following methods (1) to (3) can be preferably used in the present invention.
- (1) The number of layers in the tire radial direction of the circumferential belt layer constituting the circumferential belt in the high rigidity region is increased as compared with that in the other regions.
- (2) The circumferential belt in the high rigidity region is formed by overlapping the circumferential belt layers divided in the tire width direction.
- (3) The rigidity of the cord of the circumferential belt in the high rigidity region is made higher than that in the other regions.
- the pneumatic tire of the present invention has a tire cross-sectional width SW and an outer diameter OD, OD ⁇ ⁇ 0.0187 ⁇ SW 2 + 9.15 ⁇ SW-380 (i) It is preferable to satisfy. According to this configuration, fuel efficiency can be dramatically improved in terms of tire rolling resistance and air resistance.
- the “tire cross-sectional width SW” as used in the present invention refers to a space between sidewalls including all the patterns or characters on the side of the tire in a state in which the tire is mounted on an applicable rim, filled with air pressure, and unloaded.
- the straight line distance that is, the width obtained by removing the pattern on the side of the tire, characters, etc. from the total width.
- the “tire outer diameter OD” in the present invention refers to the outer diameter in the tire radial direction in a state where the tire is mounted on an applicable rim, filled with air pressure, and no load is applied.
- the air pressure at this time is the air pressure corresponding to the maximum load capacity in the application size / ply rating described in the standard described later.
- a pneumatic tire can be provided.
- the cross section of the width direction of the pneumatic tire concerning a 1st embodiment of the present invention is shown. It is a figure for demonstrating the effect
- the width direction cross section of the pneumatic tire which concerns on 2nd Embodiment of this invention is shown.
- the width direction cross section of the pneumatic tire which concerns on 3rd Embodiment of this invention is shown.
- the width direction cross section of the pneumatic tire which concerns on 4th Embodiment of this invention is shown.
- the width direction cross section of the pneumatic tire which concerns on embodiment of this invention is shown. It is a figure which shows the relationship between SW and OD in a test tire, a conventional tire, and a reference tire.
- FIG. 1 shows a cross section in the width direction of a pneumatic tire according to a first embodiment of the present invention.
- a pneumatic tire 10 according to the first embodiment is disposed on the outer side in the tire radial direction of a bead core 1 provided in a pair of bead parts, a carcass 2 straddling a toroidal shape between the bead parts, and a crown part of the carcass 2.
- An inclined belt 3 composed of two inclined belt layers 3a and 3b, a circumferential belt 4 composed of two circumferential belt layers 4a and 4b disposed on the outer side of the inclined belt 3 in the tire radial direction, A tread 6 disposed on the outer side of the directional belt 4 in the tire radial direction.
- the pneumatic tire 10 is mounted on the application rim 7 for use.
- Applicable rim 7 is an industrial standard effective in the area where tires are produced and used, and is described in JATMA YEAR BOOK in Japan, ETRTO STANDARD MANUAL in Europe, TRA YEAR BOOK in the US, etc.
- the width W4 of the circumferential belt 4 and the like to be described later is mounted with the pneumatic tire 10 on the application rim 7, and filled with air pressure corresponding to the maximum load capacity in the application size / ply rating described in JATMA or the like, It shall be measured with no load.
- the inclined belt layers 3a and 3b have cords that are inclined at an angle of 35 ° to 90 ° (preferably 50 ° to 90 °) with respect to the tire circumferential direction.
- the cord of the layer 3b crosses the tire equator CL.
- the inclination angle of the cords of the inclined belt layers 3a and 3b with respect to the tire circumferential direction is less than 35 °, the rigidity with respect to the tire width direction is lowered. Since shear deformation increases, rolling resistance performance deteriorates. Further, when the inclination angle of the cords of the inclined belt layers 3a and 3b with respect to the tire circumferential direction is set to 50 ° or more, the steering stability performance and the rolling resistance performance can be maintained at a high level.
- the circumferential belt layers 4a and 4b have cords extending along the tire circumferential direction.
- the cord extends along the tire circumferential direction means that the cord is slightly inclined with respect to the tire circumferential direction when the cord is parallel to the tire circumferential direction and when the rubber-coated strip is spirally wound. (Inclination angle of about 5 ° with respect to the tire circumferential direction).
- the circumferential belt 4 is disposed so as to cover the inclined belt 3. That is, the width W4 of the widest circumferential belt layer 4a is larger than the width of the widest inclined belt layer 3a.
- the width W4 of the widest circumferential belt layer 4a is larger than the width of the widest inclined belt layer 3a, and the end of the circumferential belt layer 4a and the end of the inclined belt layer 3a are 5 mm or more. It is preferable to separate the belt end separation. However, even when the width W4 of the circumferential belt layer 4a is shorter than the width of the inclined belt layer 3a, it is possible to achieve the effects of steering stability performance, rolling resistance performance, and noise performance.
- the cords of the carcass 2, the inclined belt 3 and the circumferential belt 4 can be, for example, organic fiber cords such as aramid, polyethylene terephthalate or polyethylene naphthalate, and steel cords.
- the circumferential belt layers 4a and 4b are configured so that the tire circumferential rigidity per unit width of any portion of the high-rigidity region C that is a region including the tire equator CL is equal to the tire circumference per unit width of any portion of the other region. Higher than directional rigidity.
- the high-rigidity region C since the two circumferential belt layers 4a and 4b are arranged in the high-rigidity region C and the one circumferential belt layer 4a is arranged in the other regions, the high-rigidity region C The tire circumferential rigidity is high. Further, the tire circumferential rigidity per unit width in other regions is constant over the tire width direction.
- the rigidity in the tire width direction of the tread 6 is the high rigidity region.
- the stiffness does not continuously change from C toward the other region, but changes at the boundary between the two regions.
- the tread surface has a shape that vibrates uniformly uniformly (indicated by a two-dot chain line in FIG. 2), so that a large radiated sound is generated.
- the central portion in the width direction of the tread is difficult to spread in the circumferential direction, and the spread of the tread surface in the circumferential direction is suppressed (see FIG. 2).
- the radiated sound can be reduced.
- the width of the region with high rigidity at the center portion in the tread width direction becomes too large, the tread is likely to vibrate uniformly, so that the effect of reducing radiated sound is diminished.
- the rigidity of the region including the tire equator CL is locally increased, the local shear strain of the top rubber (rubber forming the tread surface layer) increases, so that the vibration mode attenuation also increases.
- the improvement of changing the rigidity in the direction of increasing the rigidity in the tire circumferential direction corresponds to a change in the direction of suppressing the eccentricity of the tire by increasing the ring rigidity of the tire, so that it is difficult to deteriorate the rolling resistance performance.
- the cords of the inclined belt layers 3a and 3b are greatly inclined with respect to the tire circumferential direction, and the circumferential belt 4 is provided.
- the noise performance that has been a problem can be improved.
- the width Wc of the high-rigidity region C is not less than 0.2 times and not more than 0.6 times the width W4 of the circumferential belt layer 4a with the tire equator CL as the center, that is, 0.2 ⁇ W4 ⁇ Wc ⁇ 0. It is preferable to satisfy 6 ⁇ W4.
- the width Wc of the high rigidity region C is equal to the width of the circumferential belt layer 4b. In the case of Wc ⁇ 0.2 ⁇ W4, the width Wc of the high-rigidity region C is too narrow, and the effect of improving noise performance may not be sufficiently obtained.
- the width Wc of the high-rigidity region C is too wide and it is easy to induce a mode in which the entire tread vibrates. There is also concern about deterioration in rolling resistance due to an increase in tire weight.
- the width of the widest circumferential belt layer is set as W4, which is used as a reference.
- FIG. 3 shows a cross section in the width direction of a pneumatic tire according to a second embodiment of the present invention.
- the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.
- the circumferential belt layers 4a and 4b are divided in the tire width direction.
- the circumferential belt layer 4a is disposed on the inner side in the tire radial direction
- the circumferential belt layer 4b is disposed on the outer side in the tire radial direction, so that the circumferential belt layers 4a and 4b overlap. .
- FIG. 4 shows a cross section in the width direction of a pneumatic tire according to a third embodiment of the present invention.
- the same components as those in the above-described embodiment are denoted by the same reference numerals, and the description thereof is omitted.
- the circumferential belt 4 is composed of one circumferential belt layer 4a.
- the cord constituting the circumferential belt layer 4a in the high-rigidity region C has higher rigidity than the cords in the other regions.
- the cord constituting the circumferential belt layer 4a of the high-rigidity region C is, for example, organic fiber such as aramid, polyethylene terephthalate or polyethylene naphthalate, a steel cord, and the like.
- organic fiber such as aramid, polyethylene terephthalate or polyethylene naphthalate, a steel cord, and the like.
- the rigidity in the high rigidity region C is increased.
- at the boundary between the high-rigidity region C and other regions for example, by allowing an overlap of about 5 mm between the cords and a cord or a gap of about 5 mm between the cords, it is continuous over both regions having different rigidity.
- a belt layer can be provided.
- FIG. 5 shows a cross section in the width direction of a pneumatic tire according to a fourth embodiment of the present invention.
- the same components as those in the above-described embodiment are denoted by the same reference numerals, and the description thereof is omitted.
- the inclined belt 3 includes only one inclined belt layer 3a. Since the tire weight is reduced by reducing the number of belt layers as compared with the above-described embodiment, the deterioration of the rolling resistance performance can be suppressed. Further, the circumferential belt layer 4a having a narrow width is disposed on the inner side in the tire radial direction, and the circumferential belt layer 4b having a wide width is disposed on the outer side in the tire radial direction.
- the circumferential belt 4 can also be arrange
- the number of inclined belt layers and circumferential belt layers and the arrangement positions in the tire radial direction are not limited to the illustrated examples.
- the tire circumferential rigidity per unit width of other regions is higher as it is closer to the high rigidity region C, for example, gradually decreases from the inner side to the outer side in the tire width direction or decreases stepwise. It can also be set as the structure to do.
- the cords of the inclined belt layers 3a and 3b are inclined at a relatively low angle of 10 ° to 30 ° with respect to the tire circumferential direction, and the cords of the inclined belt layers 3a and 3b in the other regions. Can be inclined at a relatively high angle of 50 ° or more and 90 ° or less with respect to the tire circumferential direction.
- the rigidity of the rubber in the high rigidity region C (the coating rubber and the interlayer rubber of the inclined belt layers 3a and 3b and the circumferential belt layers 4a and 4b) can be made higher than the rigidity of the rubber in the other regions. With such a configuration, the circumferential rigidity of the high-rigidity region C can be further increased.
- the widest inclined belt layer (inclined belt layer 3a in FIG. 6) of the inclined belt layers constituting the inclined belt 3 is the outermost belt of the carcass 2. From the viewpoint of improving the durability of the tire, 60% or more of the substantial W2 is preferable. Furthermore, it is preferable from the viewpoint of further improving the durability of the tire that the widest inclined belt layer 3a is wider than the contact width TW of the tread.
- the belt structure of the present invention has a tire cross-sectional width SW and an outer diameter OD, OD ⁇ ⁇ 0.0187 ⁇ SW 2 + 9.15 ⁇ SW-380 (i) It is preferable to apply to a pneumatic tire that satisfies the above. That is, in the tire satisfying the above relational expression (i), the outer diameter OD with respect to the tire cross-sectional width SW is made larger than before (larger diameter and narrower width), so that it is less affected by road surface roughness. Therefore, in the case of the same air pressure, it is possible to achieve both reduction in rolling resistance value (RR value) of the vehicle and reduction in air resistance value (Cd value). Moreover, the load capacity of the tire is also improved by increasing the diameter.
- RR value rolling resistance value
- Cd value reduction in air resistance value
- a fuel consumption performance can be improved from a viewpoint of rolling resistance and air resistance of a tire. Furthermore, in tires that satisfy the above relational expression (i), the wheel axle becomes higher and the space under the floor is expanded by increasing the diameter of the tire, so that the space for the trunk of the vehicle and the installation space for the drive parts are secured. can do.
- a tire having a tire size of 195 / 65R15 which is used in the most general-purpose vehicle and is suitable for comparison of tire performance, was prepared as a reference tire 1 as a tire serving as an evaluation standard.
- tires of various tire sizes were prepared. Then, these tires were incorporated into the rim, and the following tests were conducted.
- Table A and FIG. 7 show the specifications of each tire.
- the internal structure of the tire is the same as that of a general tire, and each tire includes a carcass made of a radial array cord ply straddling a toroidal shape between a pair of bead portions, and a tread.
- tire sizes tire sizes outside these standards are included, without being bound by conventional standards such as JATMA (Japanese tire standards), TRA (American tire standards), ETRTO (European tire standards), etc. And studied extensively.
- each test tire assembled to the applicable rim is mounted on a vehicle with a displacement of 1500 cc as the internal pressure shown in Table A, and the aerodynamic force when blowing at a speed corresponding to 100 km / h is below the wheel. Measurements were made using a floor balance.
- ⁇ Rolling resistance value> Each test tire assembled on the applied rim was subjected to the internal load described in Table A, the maximum load specified for each vehicle on which the tire was mounted, and the rolling resistance measured under the condition of a drum rotational speed of 100 km / h.
- the “maximum load defined for each vehicle on which a tire is mounted” means a load applied to the tire with the highest load among the four wheels when the maximum number of passengers is assumed.
- ⁇ Actual fuel economy> A test by running in JOC8 mode was performed. The evaluation result is expressed as an index with the evaluation result of the reference tire 1 as 100, and a larger index indicates better fuel consumption.
- ⁇ Residence> The rear trunk width when a tire was mounted on a 1.7 m width vehicle was measured. The evaluation result is expressed as an index with the evaluation result of the reference tire as 100, and a larger index indicates better habitability.
- the diamond marks indicate the reference tire 1
- the square marks indicate the reference tire 2.
- a tire having a rolling resistance value / air resistance value / habitability / actual fuel efficiency superior to that of the reference tire is indicated by a white mark
- a tire having any insufficient performance is indicated by a black mark.
- the cornering power is increased.
- the steering stability during turning can be improved.
- the belt structure of the present invention to a pneumatic tire satisfying the relational expression (i)
- the road noise of the tire can be effectively reduced even in such a narrow and large tire. Noise performance can also be improved.
- Example 1 of this invention is not limited only to this.
- Invention example tires 1-1 to 1-14, comparative example tires 1-1 to 1-4, and conventional example tire 1 were prototyped according to the specifications shown in Table 1 to stabilize the operation. Performance, rolling resistance performance and noise performance were evaluated.
- the tire 1 of the invention has the belt structure shown in FIG. 1, and the ratio Wc / W4 of the width Wc of the high rigidity region C to the width W4 of the circumferential belt layer 4a is 0.28, and the inclined belt layers 3a, 3b The inclination angle of the cord with respect to the tire circumferential direction is 60 °.
- the tire 1 of the conventional example is the tire 1 of the invention example except that the inclination angle of the cords of the inclined belt layers 3a and 3b with respect to the tire circumferential direction is set to 25 ° from the example tire 1-1.
- the comparative example tire 1-1 is the same as the example tire 1-1 except that the circumferential belt layer 4b is removed from the example tire 1-1.
- the comparative example tire 1-2 is the same as the example tire 1-1 except that the width of the circumferential belt layer 4b is the same as the width of the circumferential belt layer 4a from the example tire 1-1.
- Inventive tires 1-2 to 1-7 are the same as the inventive tire 1-1 except that the ratio Wc / W4 is changed.
- Inventive tires 1-8, 1-9, 1-13, 1-14 and comparative tires 1-3, 1-4 have different inclination angles with respect to the tire circumferential direction of the cords of the inclined belt layers 3a, 3b. Except for the above, this example is the same as Example tire 1-1.
- Inventive tire 1-10 has a belt structure shown in FIG.
- Example Tire 1-11 has a belt structure shown in FIG.
- Example Tire 1-12 has a belt structure shown in FIG.
- test tire was assembled to the applied rim 7 and filled with air pressure corresponding to the maximum load capacity, and then a small steering angle cornering power test, which is a basic performance test, was performed according to the following procedure to evaluate the cornering power.
- the test tire was preliminarily run for 30 minutes at a speed of 30 km / h while being pressed against a rotating belt (flat belt) having a flat tread surface. Then, after adjusting again to the above-mentioned air pressure, the vehicle is run at the same speed, and an angle (slip angle) of a maximum of 1 ° between positive and negative is continuously provided between the rolling direction of the tire and the circumferential direction of the drum.
- the cornering power (CP) values corresponding to both positive and negative angles were measured at intervals of 0.1 °.
- CP value linear fitting with respect to the rudder angle was performed, and the steering stability was evaluated using the inclination as the cornering rigidity.
- the results were indexed with the cornering stiffness of the conventional tire as 100. The larger the index, the better the steering stability.
- the inventive tire improved the noise performance while maintaining the steering stability performance and the rolling resistance performance in comparison with the comparative tire.
- Table 1 consisting of four stages, the first and second stages show the comparison results when the width of the high-rigidity region C is increased or decreased.
- the vibration mode shape cannot be changed, The effect of noise performance cannot be expected.
- the high-rigidity belt layer restrains the amplitude of the shoulder portion, and as a result, changes to a mode shape in which the entire tread vibrates. Therefore, the effect of noise performance is reduced.
- the third and fourth stages in Table 1 show the results when the belt angle is changed. When the belt angle with respect to the tire circumferential direction is smaller than the lower limit of the range defined in the present invention (35 ° or more and 90 ° or less), it can be confirmed that the steering stability performance and the rolling resistance performance are uniformly reduced.
- Example 2 of the present invention will be described, but the present invention is not limited thereto.
- Invention example tire 2, comparative example tires 2-1 and 2-2, and conventional example tire 2 were prototyped according to the specifications shown in Table 2, and the steering stability performance, rolling resistance performance, uneven wear resistance performance and noise performance were measured. evaluated.
- the invention example tire 2 has the belt structure shown in FIG. 1, the tire cross-sectional width SW is 155 mm, the tire outer diameter OD is 704.5 mm, and the high rigidity region C with respect to the width W4 of the circumferential belt layer 4a.
- the ratio Wc / W4 of the width Wc is 0.28, and the inclination angle of the cords of the inclined belt layers 3a and 3b with respect to the tire circumferential direction is 70 °.
- the comparative tire 2-2 is the same as the inventive tire 2 except that the circumferential belt layer 4b is removed from the inventive tire.
- Comparative Example Tire 2-1 is similar to Inventive Example Tire 2 except that the circumferential belt layer 4b is removed from the inventive example tire and the inclination angle of the cords of the inclined belt layers 3a and 3b with respect to the tire circumferential direction is 30 °. It is.
- the conventional tire 2 has a tire cross-sectional width SW of 195 mm and an outer diameter OD of 634.5 mm.
- the circumferential belt layer 4b is removed from the inventive tire and the tire circumference of the cords of the inclined belt layers 3a and 3b.
- the conventional tire 2 is a tire having a wider and smaller diameter than the tire 2 of the invention and the tires 2-1 and 2-2 of the comparative example.
- the inventive tire further reduced the rolling resistance performance while maintaining good wear resistance, sound reduction effect and steering stability performance in comparison with the comparative tire and the conventional tire.
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Abstract
Description
そこで、本発明では、操縦安定性能および転がり抵抗性能を維持しながら騒音性能を向上させた空気入りタイヤを提供することを目的とする。
本発明により、操縦安定性能および転がり抵抗性能を維持しながら騒音性能を向上させた空気入りタイヤを提供することができる。
この構成により、騒音性能をより一層向上させることができる。
この構成により、操縦安定性能および転がり抵抗性能を高いレベルで維持することができる。
(1)高剛性領域の周方向ベルトを構成する周方向ベルト層のタイヤ径方向の層数を、他の領域のそれと比較して多くする。
(2)高剛性領域の周方向ベルトを、タイヤ幅方向に分割された周方向ベルト層がオーバーラップすることにより形成する。
(3)高剛性領域の周方向ベルトのコードの剛性を、他の領域のそれと比較して高くする。
OD≧-0.0187×SW2+9.15×SW-380・・・(i)
を満たすことが好適である。
この構成によれば、タイヤの転がり抵抗と空気抵抗の観点から、燃費性能を飛躍的に向上させることができる。
また、本発明でいう「タイヤの外径OD」とは、タイヤを適用リムに装着し、空気圧を充填し、無負荷とした状態におけるタイヤ径方向の外径をいう。このときの空気圧は、後述する規格に記載されている適用サイズ・プライレーティングにおける最大負荷能力に対応する空気圧である。
図1は、本発明の第1実施形態に係る空気入りタイヤの幅方向断面を示す。
第1実施形態に係る空気入りタイヤ10は、1対のビード部に設けられたビードコア1と、ビード部間にトロイダル状に跨るカーカス2と、カーカス2のクラウン部のタイヤ径方向外側に配置された2層の傾斜ベルト層3a、3bからなる傾斜ベルト3と、この傾斜ベルト3のタイヤ径方向外側に配置された2層の周方向ベルト層4a、4bからなる周方向ベルト4と、この周方向ベルト4のタイヤ径方向外側に配置されたトレッド6と、を具える。空気入りタイヤ10は、適用リム7に装着されて使用に供される。
適用リム7とは、タイヤが生産され、使用される地域に有効な産業規格であって、日本ではJATMA YEAR BOOK、欧州ではETRTO STANDARD MANUAL、米国ではTRA YEAR BOOK等に記載されている、適用サイズにおける標準リムをいう。また、後述する周方向ベルト4の幅W4等は、空気入りタイヤ10を適用リム7に装着し、JATMA等に記載されている適用サイズ・プライレーティングにおける最大負荷能力に対応する空気圧が充填され、無負荷の状態で測定するものとする。
傾斜ベルト層3a、3bのコードのタイヤ周方向に対する傾斜角度が35°未満の場合、タイヤ幅方向に対する剛性が低下するため、特にコーナリング時の操縦安定性能が十分に得られないとともに、層間ゴムのせん断変形が増大するため、転がり抵抗性能が悪化する。また、傾斜ベルト層3a、3bのコードのタイヤ周方向に対する傾斜角度を50°以上とすることにより、操縦安定性能および転がり抵抗性能を高いレベルで維持することができる。
周方向ベルト層4a、4bは、タイヤ周方向に沿って延びるコードを有する。なお、「コードがタイヤ周方向に沿って延びる」とは、コードがタイヤ周方向に平行である場合およびコードをゴム被覆したストリップを螺旋巻回した際にタイヤ周方向に対してわずかに傾斜している場合(タイヤ周方向に対する傾斜角度5°程度)を含むものとする。
周方向ベルト4は、傾斜ベルト3を覆うように配置されている。すなわち、最幅広の周方向ベルト層4aの幅W4は、最幅広の傾斜ベルト層3aの幅より大きい。このように、最幅広の周方向ベルト層4aの幅W4が、最幅広の傾斜ベルト層3aの幅よりも大きく、周方向ベルト層4aの端部と傾斜ベルト層3aの端部とは5mm以上離れていることがベルト端セパレーションを抑制するために好ましい。ただし、周方向ベルト層4aの幅W4が、傾斜ベルト層3aの幅に比べて短い場合でも、操縦安定性能、転がり抵抗性能、及び騒音性能の効果を両立させることが可能である。
なお、高剛性領域Cに配置されるベルト層の層数が該高剛性領域C以外に配置されるベルト層の層数と異なる場合は、トレッド6におけるタイヤ幅方向の剛性は、該高剛性領域Cから他の領域に向かって剛性が連続して変化するのではなく、両領域間の境界にて変化することになる。
さらに、タイヤ赤道CLを含む領域の剛性を局所的に増加させると、トップゴム(トレッド表層を形成するゴム)の局所的なせん断ひずみが大きくなるために、振動モードの減衰性も大きくなる。本発明のように、タイヤ周方向の剛性が高くなる方向へ同剛性を変更する改良は、タイヤのリング剛性を上げてタイヤの偏心を抑制する方向の変更に当たるため、転がり抵抗性能を悪化させにくい。
Wc<0.2×W4の場合、高剛性領域Cの幅Wcが狭すぎて、騒音性能向上の効果が十分に得られないおそれがある。一方、0.6×W4<Wcの場合、高剛性領域Cの幅Wcが広すぎて、トレッド全体が振動するモードを誘発しやすくなるため、放射音の低減効果が十分に得られないとともに、タイヤ重量が増したことによる転がり抵抗の悪化も懸念される。
なお、複数の周方向ベルト層が配置されている場合、最も幅の広い周方向ベルト層の幅をW4とし、これを基準とする。
図3は、本発明の第2実施形態に係る空気入りタイヤの幅方向断面を示す。第2実施形態において、第1実施形態と同一の構成要素には同一の参照符号を付してその説明を省略する。
第2実施形態に係る空気入りタイヤ20では、周方向ベルト層4a、4bは、タイヤ幅方向に分割されている。高剛性領域Cにおいて、タイヤ径方向内側に周方向ベルト層4aが配置され、タイヤ径方向外側に周方向ベルト層4bが配置されることにより、周方向ベルト層4a、4bがオーバーラップしている。
第3実施形態に係る空気入りタイヤ30では、周方向ベルト4は、1層の周方向ベルト層4aからなる。高剛性領域Cの周方向ベルト層4aを構成するコードの剛性は、他の領域のコードの剛性より高い。
また、該高剛性領域Cと他の領域との境界においては、例えば、コードとコードの5mm程度の重複や、コード間の5mm程の隙間等を許容することで、剛性の異なる両領域にわたって連続したベルト層を設けることができる。
第4実施形態に係る空気入りタイヤ40では、傾斜ベルト3は1層のみの傾斜ベルト層3aからなる。上述した実施形態と比較して、ベルト層数を減らすことにより、タイヤ重量を低下させるため、転がり抵抗性能の悪化を抑制することができる。
また、幅が狭い周方向ベルト層4aがタイヤ径方向内側に配置され、幅が広い周方向ベルト層4bがタイヤ径方向外側に配置されている。
また、その他の実施形態として、他の領域の単位幅あたりのタイヤ周方向剛性が高剛性領域Cに近いほど高く、例えば、タイヤ幅方向内側から外側に向かって漸減する、あるいは、階段状に減少する構成とすることもできる。
高剛性領域Cのゴム(傾斜ベルト層3a、3bや周方向ベルト層4a、4bのコーティングゴムおよび層間ゴム)の剛性を、他の領域のゴムの剛性より高くすることもできる。
このような構成にすることにより、高剛性領域Cの周方向剛性をさらに高めることができる。
OD≧-0.0187×SW2+9.15×SW-380・・・(i)
を満たす空気入りタイヤに適用することが好ましい。
すなわち、上記の関係式(i)を満たすタイヤでは、タイヤ断面幅SWに対する外径ODを従前に比べて大きくする(大径化および狭幅化)ことによって、路面の粗さの影響を受けにくくなるので、同じ空気圧の場合に、車両の転がり抵抗値(RR値)の低減と、空気抵抗値(Cd値)の低減とを両立することができる。また、大径化することで、タイヤの負荷能力も向上する。
このように、上記の関係式(i)を満たすことにより、タイヤの転がり抵抗と空気抵抗の観点から、燃費性能を向上させることができる。
さらに、上記の関係式(i)を満たすタイヤでは、タイヤの大径化によって車輪軸が高くなり、床下のスペースが拡大されるため、車両のトランク等のスペースや、駆動部品の設置スペースを確保することができる。
以下、SWとODとの最適な関係を導出するに至った試験結果について詳しく説明する。
なお、タイヤサイズに関しては、JATMA(日本のタイヤ規格)、TRA(アメリカのタイヤ規格)、ETRTO(欧州のタイヤ規格)等の従来の規格に捉われずに、これらの規格外のタイヤサイズも含めて、幅広く検討した。
実験室にて、適用リムに組み付けた各供試タイヤを表Aに記載する内圧として、排気量1500ccの車両に装着し、100km/hに相当する速度で送風したときの空気力を車輪下にある床置き天秤を用いて測定した。
<転がり抵抗値>
適用リムに組み付けた各供試タイヤを表Aに記載する内圧として、タイヤを装着する車両毎に規定される最大荷重を負荷し、ドラム回転速度100km/hの条件にて転がり抵抗を測定した。
ここで、「タイヤを装着する車両毎に規定される最大負荷」とは、最大乗員数を想定した時に、4輪の中で最も荷重のかかるタイヤへの負荷荷重を意味する。
JOC8モード走行による試験を行った。評価結果は、基準タイヤ1の評価結果を100とした指数で表し、指数が大きい方が、燃費が良いことを表している。
<居住性>
1.7m幅車両にタイヤを装着した際のリアトランク幅を計測した。評価結果は、基準タイヤの評価結果を100とした指数で表し、指数が大きい方が、居住性が良いことを表している。
また、詳細な試験結果を以下の表Bに示す。
発明例タイヤ1-1~1-14および比較例タイヤ1-1~1-4、従来例タイヤ1(ともに、タイヤサイズは225/45R17)を表1に示す仕様のもと試作し、操縦安定性能、転がり抵抗性能および騒音性能を評価した。
発明例タイヤ1は、図1に示すベルト構造を有し、周方向ベルト層4aの幅W4に対する高剛性領域Cの幅Wcの比Wc/W4は0.28であり、傾斜ベルト層3a、3bのコードのタイヤ周方向に対する傾斜角度は60°である。
従来例タイヤ1は、発明例タイヤ1-1から、周方向ベルト層4bを除き、傾斜ベルト層3a、3bのコードのタイヤ周方向に対する傾斜角度を25°にした点以外は、発明例タイヤ1-1と同様である。
比較例タイヤ1-1は、発明例タイヤ1-1から、周方向ベルト層4bを除いた点以外、発明例タイヤ1-1と同様である。
比較例タイヤ1-2は、発明例タイヤ1-1から、周方向ベルト層4bの幅を周方向ベルト層4aの幅と同一にした点以外、発明例タイヤ1-1と同様である。
発明例タイヤ1-2~1-7は、比Wc/W4を変更した点以外は、発明例タイヤ1-1と同様である。
発明例タイヤ1-8、1-9、1-13、1-14および比較例タイヤ1-3、1-4は、傾斜ベルト層3a、3bのコードのタイヤ周方向に対する傾斜角度を変更した点以外は、発明例タイヤ1-1と同様である。
発明例タイヤ1-10は、図3に示すベルト構造を有する。
発明例タイヤ1-11は、図4に示すベルト構造を有する。
発明例タイヤ1-12は、図5に示すベルト構造を有する。
各供試タイヤを適用リム7に組み付け、最大負荷能力に対応する空気圧を充填した後、基礎性能試験である微小舵角コーナリングパワー試験を以下に示す手順で行い、コーナリングパワーを評価した。
まず、供試タイヤを、踏面が平坦になる回転ベルト(フラットベルト)に押し付けた状態で、速度30km/hにて30分間予備走行させた。その後、再度、上記の空気圧に調整した上で同一速度にて走行させ、タイヤの転動方向とドラムの円周方向との間に、正負最大1°の角度(スリップアングル)を連続してつけることにより、正負両角度に対応するコーナリングパワー(CP)の値を0.1°間隔で測定した。そのCPの値について、舵角に対する線形フィッティングを行い、その傾きをコーナリング剛性として操縦安定性を評価した。その結果を、従来例タイヤのコーナリング剛性を100として指数化した。該指数が大きくなるほど操縦安定性が良好であることを示す。
各供試タイヤを適用リム7に組み付け、内圧180kPaを付与した後、直径1.7mの鉄板表面を持つドラム試験機(速度:80km/h)を用いて、車軸の転がり抵抗力を求めた。この転がり抵抗の測定はISO18164に準拠し、スムースドラム、フォース式にて実施したものである。結果は、比較例タイヤ1からの転がり抵抗性能の悪化を%で表示している。6%以内の悪化は、有意差がないものとみなす。
各供試タイヤを適用リム7に組み付け、内圧180kPaを付与した後、走行試験用ドラム上で荷重4.52Nを与えて、時速40km、60km、80km、100kmで回転させてマイク移動式でノイズ(騒音)レベルを測定し、これら測定値の平均を算出した。結果は、指数が小さいほど、性能に優れていることを示す。
4段から成る表1のうち、1段目及び2段目は、高剛性領域Cの幅を増減させた場合の比較結果を示している。該高剛性領域C幅が、本発明に定める範囲(周方向ベルト幅の0.2倍以上0.6倍以下)の下限よりも小さい場合は、振動モード形状の変化を促すことが出来ず、騒音性能の効果が期待できない。また、高剛性領域C幅が本発明に定める範囲の上限を超える場合においては、高剛性のベルト層がショルダー部の振幅を拘束することになり、その結果、トレッド全体が振動するモード形状に変化するため、騒音性能の効果が目減りする。
また、表1の3段目及び4段目は、ベルト角度を変化させた場合の結果を示している。タイヤ周方向に対するベルト角が、本発明に定める範囲(35°以上90°以下)の下限よりも小さい場合は、操縦安定性能や転がり抵抗性能が一律に低下したことが確認できる。
発明例タイヤ2、比較例タイヤ2-1、2-2、および従来例タイヤ2を、表2に示す仕様のもと試作し、操縦安定性能、転がり抵抗性能、耐偏摩耗性能および騒音性能を評価した。
発明例タイヤ2は、図1に示すベルト構造を有し、タイヤの断面幅SWが155mm、タイヤの外径ODが704.5mmであり、周方向ベルト層4aの幅W4に対する高剛性領域Cの幅Wcの比Wc/W4が0.28であり、傾斜ベルト層3aおよび3bのコードのタイヤ周方向に対する傾斜角度が70°である。
比較例タイヤ2-2は、発明例タイヤから周方向ベルト層4bを除いた点以外、発明例タイヤ2と同様である。
比較例タイヤ2-1は、発明例タイヤから周方向ベルト層4bを除くとともに、傾斜ベルト層3aおよび3bのコードのタイヤ周方向に対する傾斜角度を30°とした点以外、発明例タイヤ2と同様である。
従来例タイヤ2は、タイヤの断面幅SWが195mm、タイヤの外径ODが634.5mmであり、発明例タイヤから周方向ベルト層4bを除くとともに、傾斜ベルト層3aおよび3bのコードのタイヤ周方向に対する傾斜角度を30°とした点以外、発明例タイヤ2と同様である。すなわち、従来例タイヤ2は、発明例タイヤ2および比較例タイヤ2-1、2-2に比べて、幅広かつ小径のタイヤである。
実施例1と同様の方法にて、各供試タイヤの操縦安定性能を評価した。表2に示す結果は、従来例タイヤ2の操縦安定性能を100として指数化した。該指数が大きいほど、性能に優れていることを意味する。
実施例1と同様の方法にて、各供試タイヤの転がり抵抗性能を評価した。表2に示す結果は、従来例タイヤ2の転がり抵抗値を100として指数化した。該指数が小さいほど、性能に優れていること意味する。
各供試タイヤを、JIS D4230に規定のドラム試験機に装着し、荷重4kNの負荷の下、一定速度で1万km走行させ、走行後のタイヤのトレッド部ショルダー域における摩耗量を測定、比較することにより評価を行った。表2に示す結果は、従来例タイヤ2のトレッド部ショルダー域における摩耗量を100として指数化した。該指数が小さいほど、性能に優れていることを意味する。
実施例1と同様の方法にて、各供試タイヤの騒音性能を評価した。表2に示す結果は、従来例タイヤ2の音低減効果を100として指数化した。該指数が小さい方が騒音性能に優れていることを意味する。
2 カーカス
3a、3b 傾斜ベルト層
3 傾斜ベルト
4a、4b 周方向ベルト層
4 周方向ベルト
6 トレッド
7 適用リム
10、20、30、40 空気入りタイヤ
CL タイヤ赤道
C 高剛性領域
TW トレッドの接地幅
SW タイヤの断面幅
Claims (7)
- 1対のビード部に設けられたビードコアと、前記1対のビード部間にトロイダル状に跨るカーカスと、前記カーカスのクラウン部のタイヤ径方向外側に配置されるとともにタイヤ周方向に対して35°以上90°以下の角度で傾斜するコードを有する少なくとも1層の傾斜ベルト層からなる傾斜ベルトと、前記カーカスのクラウン部のタイヤ径方向外側に配置されるとともにタイヤ周方向に沿って延びるコードを有する少なくとも1層の周方向ベルト層からなる周方向ベルトと、前記周方向ベルトのタイヤ径方向外側に配置されるトレッドと、を具えた空気入りタイヤであって、
前記周方向ベルトは、タイヤ赤道を含む領域である高剛性領域のいずれの部分の単位幅あたりのタイヤ周方向剛性が、他の領域のいずれの部分の単位幅あたりのタイヤ周方向剛性より高く、
前記他の領域の単位幅あたりのタイヤ周方向剛性は、タイヤ幅方向にわたって一定、あるいは、前記高剛性領域に近いほど高いことを特徴とする空気入りタイヤ。 - 前記高剛性領域の幅は、タイヤ赤道を中心として、前記周方向ベルトの幅の0.2倍以上0.6倍以下であることを特徴とする請求項1に記載の空気入りタイヤ。
- 前記少なくとも1層の傾斜ベルト層のコードは、タイヤ周方向に対して50°以上90°以下の角度で傾斜することを特徴とする請求項1または2に記載の空気入りタイヤ。
- 前記高剛性領域は他の領域と比較して、前記周方向ベルトを構成する前記周方向ベルト層のタイヤ径方向の層数が多いことを特徴とする請求項1~3のいずれかに記載の空気入りタイヤ。
- 前記高剛性領域の前記周方向ベルトは、タイヤ幅方向に分割された前記周方向ベルト層がオーバーラップすることにより形成されていることを特徴とする請求項4に記載の空気入りタイヤ。
- 前記高剛性領域は他の領域と比較して、前記周方向ベルトのコードの剛性が高いことを特徴とする請求項1~3のいずれかに記載の空気入りタイヤ。
- 前記空気入りタイヤは、前記タイヤの断面幅SWおよび外形ODが、
OD≧-0.0187×SW2+9.15×SW-380
を満たすことを特徴とする請求項1~6のいずれか1項に記載の空気入りタイヤ。
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JP2014512367A JP6175427B2 (ja) | 2012-04-24 | 2013-04-24 | 空気入りタイヤ |
BR112014026592A BR112014026592A2 (pt) | 2012-04-24 | 2013-04-24 | pneu pneumático |
CN201380021765.7A CN104245358B (zh) | 2012-04-24 | 2013-04-24 | 充气轮胎 |
RU2014146949/11A RU2577404C1 (ru) | 2012-04-24 | 2013-04-24 | Пневматическая шина |
EP13780848.1A EP2842765B1 (en) | 2012-04-24 | 2013-04-24 | Pneumatic tire |
US14/394,565 US20150122392A1 (en) | 2012-04-24 | 2013-04-24 | Pneumatic tire |
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JP2015202775A (ja) * | 2014-04-14 | 2015-11-16 | 株式会社ブリヂストン | 空気入りタイヤ |
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JP2017186001A (ja) * | 2016-03-30 | 2017-10-12 | 株式会社ブリヂストン | 空気入りタイヤ |
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WO2018179638A1 (ja) | 2016-03-30 | 2018-10-04 | 株式会社ブリヂストン | 空気入りタイヤ |
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JP2021062721A (ja) * | 2019-10-11 | 2021-04-22 | 住友ゴム工業株式会社 | タイヤ |
WO2024034260A1 (ja) * | 2022-08-08 | 2024-02-15 | 株式会社ブリヂストン | 乗用車用空気入りラジアルタイヤ |
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JP7155769B2 (ja) * | 2018-09-06 | 2022-10-19 | 横浜ゴム株式会社 | 空気入りタイヤ及び空気入りタイヤの製造方法 |
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EP2842765A1 (en) | 2015-03-04 |
RU2577404C1 (ru) | 2016-03-20 |
JPWO2013161296A1 (ja) | 2015-12-24 |
EP2842765B1 (en) | 2018-04-11 |
JP6175427B2 (ja) | 2017-08-02 |
CN104245358A (zh) | 2014-12-24 |
IN2014DN08482A (ja) | 2015-05-08 |
CN104245358B (zh) | 2016-08-17 |
BR112014026592A2 (pt) | 2017-06-27 |
US20150122392A1 (en) | 2015-05-07 |
EP2842765A4 (en) | 2016-05-11 |
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