WO2019171554A1 - Pneu - Google Patents

Pneu Download PDF

Info

Publication number
WO2019171554A1
WO2019171554A1 PCT/JP2018/009071 JP2018009071W WO2019171554A1 WO 2019171554 A1 WO2019171554 A1 WO 2019171554A1 JP 2018009071 W JP2018009071 W JP 2018009071W WO 2019171554 A1 WO2019171554 A1 WO 2019171554A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire
groove
pneumatic tire
relationship
circumferential direction
Prior art date
Application number
PCT/JP2018/009071
Other languages
English (en)
Japanese (ja)
Inventor
孝志 芝井
Original Assignee
横浜ゴム株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 横浜ゴム株式会社 filed Critical 横浜ゴム株式会社
Priority to JP2019536321A priority Critical patent/JP6729809B2/ja
Priority to PCT/JP2018/009071 priority patent/WO2019171554A1/fr
Publication of WO2019171554A1 publication Critical patent/WO2019171554A1/fr

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
    • 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
    • B60C11/03—Tread patterns

Definitions

  • the present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire that can suppress uneven shoulder wear of a tread portion and improve riding comfort.
  • a pneumatic tire is generally disposed in a tire tread portion extending in the tire circumferential direction, a pair of sidewall portions disposed on both sides of the tread portion, and on the inner side in the tire radial direction of the sidewall portions.
  • Such a pneumatic tire is required to improve the wear characteristics as a permanent problem.
  • a technique for improving the wear characteristics for example, it has been proposed to increase the rigidity of the tread portion by increasing the hardness of the cap tread rubber (see, for example, Patent Document 1).
  • the hardness of the cap tread rubber is simply increased, there is a problem that the impact received from the road surface during traveling increases with the increase in rigidity of the tread portion, and the riding comfort (mild feeling) deteriorates. For this reason, it is necessary to achieve both wear characteristics and riding comfort that are in contradiction.
  • Japanese Unexamined Patent Publication No. 2017-203080 Japanese Unexamined Patent Publication No. 6-8710 Japanese Laid-Open Patent Publication No. 8-108710 Japanese Unexamined Patent Application Publication No. 2009-78790
  • An object of the present invention is to provide a pneumatic tire capable of suppressing uneven shoulder wear of a tread portion and improving riding comfort.
  • a pneumatic tire according to the present invention includes a tread portion that extends in the tire circumferential direction to form an annular shape, a pair of sidewall portions disposed on both sides of the tread portion, and the sidewall portions.
  • a pneumatic tire provided with a pair of bead portions arranged on the inner side in the tire radial direction of Maximum contact length in the tire circumferential direction when the pneumatic tire is filled with air pressure of 230 kPa and contacted with a load of 40%, 75%, and 100% of the maximum load capacity determined by the standard, respectively.
  • the maximum ground contact widths in the tire width direction are WA1, WB1, and WC1, respectively, at positions 40% of the maximum ground contact widths WA1, WB1, and WC1 from the tire center position toward the outside in the tire width direction.
  • the maximum contact lengths LA1, LB1, and LC1 and the external contact lengths LA2, LB2, and LC2 are 1.02 ⁇ (LB2 / LB1) / (LA2 /LA1) ⁇ 1.25, 1.00 ⁇ (LC2 / LC1) / (LB2 / LB1) ⁇ 1.20,
  • the tread portion is divided into a central region having a width corresponding to 53% of the maximum ground contact width WB1 centered on the tire equator and an outer region in the maximum ground contact width WB1 outside the center region in the tire width direction.
  • the groove area Sc of the central region and the groove area Ss of the outer region satisfy the relationship of 1.01 ⁇ Sc / Ss ⁇ 1.50.
  • the groove area Sc of the central region and the groove area Ss of the outer region satisfy the relationship of 1.01 ⁇ Sc / Ss ⁇ 1.50, and the groove area Sc in the central region is sufficiently secured.
  • the rigidity in the central region of the tread portion can be lowered to ease the input from the road surface, and the riding comfort (mild feeling) can be improved.
  • by reducing the groove area Ss in the outer region it is possible to secure rigidity in the outer region of the tread portion and suppress shoulder uneven wear of the tread portion.
  • the maximum ground contact lengths LA1, LB1, and LC1 and external ground contact lengths LA2, LB2, and LC2 are 1.02 ⁇ (LB2 / LB1) / (LA2 / LA1) ⁇ 1.25, 1.00 ⁇ (LC2 / LC1) /
  • the effect of suppressing shoulder uneven wear and the effect of improving riding comfort can be further enhanced.
  • the maximum ground contact length LB1 and the external ground contact length LB2 satisfy the relationship of 0.65 ⁇ LB2 / LB1 ⁇ 0.95. Further, the maximum ground contact lengths LA1, LB1, and LC1 and the external ground contact lengths LA2, LB2, and LC2 satisfy the relationship of (LC2 / LC1) / (LB2 / LB1) ⁇ (LB2 / LB1) / (LA2 / LA1). preferable. Thereby, riding comfort can be improved based on the ground contact shape.
  • a central main groove extending in the tire circumferential direction in the tread portion an outer main groove extending in the tire circumferential direction at a position on the outer side in the tire width direction from the central main groove, and the tire width from the outer main groove.
  • a tread pattern in which a plurality of outer lateral grooves extending in the tire width direction at positions outside in the direction can be employed.
  • the inclination angle ⁇ sl formed by the side wall of the outer lateral groove with respect to the normal line of the tread surface satisfies the relationship of 0 ° ⁇ ⁇ sl ⁇ 10 °.
  • the groove depth Dsl of the outer lateral groove preferably satisfies the relationship of 0.20 ⁇ Dsl / GDs ⁇ 0.90 with respect to the groove depth GDs of the outer main groove.
  • the outer lateral groove has a bottom raised portion in a part of the longitudinal direction, and the groove depth Db at the bottom raised portion has a relationship of 0.30 ⁇ Db / Dsl ⁇ 0.90 with respect to the groove depth Dsl of the outer lateral groove. It is preferable to satisfy. It is preferable that the groove depth GDs of the outer main groove satisfies the relationship 0.80 ⁇ GDs / GDc ⁇ 1.00 with respect to the groove depth GDc of the central main groove.
  • the groove depth Dsl of the outer lateral groove is smaller than the groove depth Dcl of the central lateral groove. It is preferable that the relationship of 0.50 ⁇ Dsl / Dcl ⁇ 1.00 is satisfied. Furthermore, it is preferable that all of the outer lateral grooves formed outside the outer main groove in the tire width direction have a groove width of 1.0 mm or less.
  • the tread portion when the tread portion includes a plurality of belt cords that are inclined with respect to the tire circumferential direction, and a plurality of belt layers in which the belt cords intersect with each other are embedded, It is preferable that the inclination angle ⁇ with respect to the tire circumferential direction satisfies the relationship of 21 ° ⁇ ⁇ ⁇ 30 °. By not extremely reducing the inclination angle ⁇ of the belt cord at the tire center position, it is possible to suppress the increase in rigidity of the belt layer and improve the riding comfort.
  • the inclination angle ⁇ of the belt cord with respect to the tire circumferential direction at the tire center position and the inclination angle ⁇ of the belt cord with respect to the tire circumferential direction at the belt end position satisfy the relationship of 18 ° ⁇ ⁇ ⁇ 30 °. Is preferred. By setting the inclination angle ⁇ at the belt end position of the belt cord to be small, shoulder uneven wear can be effectively suppressed.
  • the pneumatic tire of the present invention is preferably a passenger car tire having an aspect ratio of 0.65 or less.
  • ADVANTAGE OF THE INVENTION According to this invention, in the tire for passenger cars in which the improvement of riding comfort is requested
  • the contact shape of the tread portion is measured under the condition that a predetermined load is applied by placing the tire on a regular rim and placing the tire vertically on a plane in a state filled with a predetermined air pressure.
  • the “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire is based, for example, a standard rim for JATMA, “Design Rim” for TRA, or ETRTO. Then, “Measuring Rim” is set.
  • the air pressure is 230 kPa.
  • the predetermined load is a load of 40%, 75% or 100% of the maximum load capacity defined by each standard for each tire in a standard system including the standard on which the tire is based.
  • FIG. 1 is a meridian cross-sectional view showing a pneumatic tire according to an embodiment of the present invention.
  • FIG. 2 is a development view showing a tread pattern of the pneumatic tire of FIG.
  • FIG. 3 is a plan view showing a ground contact shape (40% load) of the pneumatic tire of FIG.
  • FIG. 4 is a plan view showing a ground contact shape (75% load) of the pneumatic tire of FIG.
  • FIG. 5 is a plan view showing a ground contact shape (100% load) of the pneumatic tire of FIG. 6 is a cross-sectional view showing a central main groove, an outer main groove, and an outer lateral groove (lug groove) formed in the tread portion of the pneumatic tire of FIG.
  • FIG. 7 is a cross-sectional view showing an outer lateral groove (lag groove) formed in the tread portion of the pneumatic tire of FIG.
  • FIG. 8 is a cross-sectional view showing a central lateral groove (lag groove) formed in the tread portion of the pneumatic tire of FIG.
  • FIG. 9 is a development view showing a tread pattern of a pneumatic tire according to another embodiment of the present invention.
  • 10 is a cross-sectional view showing an outer lateral groove (sipe) formed in the tread portion of the pneumatic tire of FIG.
  • FIG. 11 is a sectional view showing a modification of the outer lateral groove (sipe).
  • FIG. 12 is a development view showing a belt layer constituting the pneumatic tire of the present invention.
  • FIG. 1 and 2 show a pneumatic tire according to an embodiment of the present invention.
  • CL is a tire center position
  • Tc is a tire circumferential direction
  • Tw is a tire width direction.
  • the pneumatic tire of the present embodiment includes a tread portion 1 that extends in the tire circumferential direction and has an annular shape, and a pair of sidewall portions 2, 2 disposed on both sides of the tread portion 1. And a pair of bead portions 3 and 3 disposed inside the sidewall portion 2 in the tire radial direction.
  • the carcass layer 4 is mounted between the pair of bead portions 3 and 3.
  • the carcass layer 4 includes a plurality of carcass cords extending in the tire radial direction, and is folded back from the inside of the tire to the outside around the bead core 5 disposed in each bead portion 3.
  • a bead filler 6 made of a rubber composition having a triangular cross-section is disposed on the outer periphery of the bead core 5.
  • a plurality of belt layers 7 are embedded on the outer peripheral side of the carcass layer 4 in the tread portion 1.
  • These belt layers 7 include a plurality of belt cords inclined with respect to the tire circumferential direction, and are arranged so that the belt cords cross each other between the layers.
  • a steel cord is preferably used as the belt cord constituting the belt layer 7.
  • an organic fiber cord such as nylon or aramid is preferably used as the band cord constituting the belt reinforcing layer 8.
  • the tread portion 1 includes a pair of central main grooves 11, 11 extending in the tire circumferential direction at positions on both sides of the tire center position CL, and the tire main body 11, 11 outside the central main grooves 11, 11.
  • a pair of outer main grooves 12 and 12 extending in the tire circumferential direction at the position are formed.
  • the central main groove 11 and the outer main groove 12 may have a straight shape or may have a zigzag shape.
  • a center land portion 20 is defined between the central main grooves 11 and 11, and a middle land portion 30 is defined between the central main groove 11 and the outer main groove 12.
  • a shoulder land portion 40 is defined in the area.
  • a plurality of central lateral grooves 31 extending in the tire width direction are formed in each of the middle land portions 30.
  • the central lateral groove 31 includes a central lug groove 31A having a groove width in the range of 1.1 mm to 9.5 mm on the tread surface and a central sipe 31B having a groove width on the tread surface of 1.0 mm or less. .
  • the central lug grooves 31A and the central sipes 31B are alternately arranged along the tire circumferential direction.
  • a circumferential narrow groove 32 extending in the tire circumferential direction and having a zigzag shape is formed on one side of the middle land portion 30.
  • Each of the shoulder land portions 40 is formed with a plurality of outer lateral grooves 41 extending in the tire width direction.
  • the outer lateral groove 41 includes at least one of an outer lug groove 41A having a groove width on the tread surface of 1.1 mm to 9.0 mm and an outer sipe 41B having a groove width of 1.0 mm or less on the tread surface. Yes.
  • the outer lug grooves 41A and the outer sipes 41B are alternately arranged along the tire circumferential direction.
  • FIGS. 3 to 5 show the ground contact shapes (40% load, 75% load, 100% load) of the pneumatic tire of FIG. 1, respectively.
  • the maximum contact length in the circumferential direction is LA1, LB1, LC1 (mm)
  • the maximum contact width in the tire width direction is WA1, WB1, WC1 (mm)
  • External contact lengths in the tire circumferential direction at positions 40% of the widths WA1, WB1, and WC1 are LA2, LB2, and LC2 (mm), respectively.
  • the maximum in the tire circumferential direction when the pneumatic tire is filled with 230 kPa of air pressure and contacted with a load of 40% of the maximum load capacity defined in the standard is applied.
  • the contact length is LA1
  • the maximum contact width in the tire width direction is WA1
  • the external contact length in the tire circumferential direction at a position 40% of the maximum contact width WA1 from the tire center position CL toward the outer side in the tire width direction is LA2.
  • the external ground contact length LA2 is an average value of measured values on both sides of the tire center position CL.
  • the contact length is LB1
  • the maximum contact width in the tire width direction is WB1
  • the external contact length in the tire circumferential direction at a position 40% of the maximum contact width WB1 from the tire center position CL toward the outer side in the tire width direction is LB2.
  • the external contact length LB2 is an average value of measured values on both sides of the tire center position CL.
  • the contact length is LC1
  • the maximum contact width in the tire width direction is WC1
  • the external contact length in the tire circumferential direction at the position of 40% of the maximum contact width WC1 from the tire center position CL toward the outer side in the tire width direction is LC2.
  • the external contact length LC2 is an average value of measured values on both sides of the tire center position CL.
  • the maximum ground contact lengths LA1, LB1, and LC1 and the external ground contact lengths LA2, LB2, and LC2 satisfy the following relationship. 1.02 ⁇ (LB2 / LB1) / (LA2 / LA1) ⁇ 1.25 1.00 ⁇ (LC2 / LC1) / (LB2 / LB1) ⁇ 1.20
  • the tread portion 1 is located within the central region Xc having a width corresponding to 53% of the maximum ground contact width WB1 centered on the tire equator (ie, the tire center position CL) and the maximum ground contact width WB1.
  • the groove area Sc (mm 2 ) of the central region Xc and the groove area Ss (mm 2 ) of the outer region Xs satisfy the following relationship. . 1.01 ⁇ Sc / Ss ⁇ 1.50
  • the groove area Sc of the central region Xc means the total area of the groove components formed in the central region Xc on the tire circumference
  • the groove area Ss of the outer region Xs is the groove component formed in the outer region Xs on the tire circumference. It means the total area.
  • the groove component has a chamfered portion
  • the area of the chamfered portion is also included in the total area of the groove component.
  • the groove area Sc of the central region Xc and the groove area Ss of the outer region Xs satisfy the relationship of 1.01 ⁇ Sc / Ss ⁇ 1.50, and the groove area Sc in the central region Xc is By ensuring sufficiently, the rigidity in the center area
  • the rigidity in the outer region Xs of the tread portion 1 can be ensured, and shoulder uneven wear of the tread portion 1 can be suppressed.
  • the maximum contact lengths LA1, LB1, and LC1 and the external contact lengths LA2, LB2, and LC2 are 1.02 ⁇ (LB2 / LB1) / (LA2 / LA1) ⁇ 1.25, 1.00.
  • (LB2 / LB1) / (LA2 / LA1) is set within a predetermined range in consideration of load fluctuations of a rear mounted tire having a relatively small load.
  • (LC2 / LC1) / (LB2 / LB1) is set within a predetermined range, so that the effect of suppressing uneven shoulder wear and the ride comfort can be reduced.
  • the improvement effect can be optimized.
  • the maximum contact length LB1 and the external contact length LB2 may satisfy the relationship of 0.65 ⁇ LB2 / LB1 ⁇ 0.95.
  • the ground contact shape under the condition where a load of 75% of the maximum load capacity is applied, it is possible to exhibit a good riding comfort during steady running.
  • the envelope characteristics of the tread portion 1 are improved and the riding comfort is effectively improved.
  • the maximum contact lengths LA1, LB1, and LC1 and the external contact lengths LA2, LB2, and LC2 have a relationship of (LC2 / LC1) / (LB2 / LB1) ⁇ (LB2 / LB1) / (LA2 / LA1). It is good to be satisfied. Thus, riding comfort can be improved by optimizing the contact shape of the rear and front tires.
  • the central main groove 11 extending in the tire circumferential direction
  • the outer main groove 12 extending in the tire circumferential direction at a position outside the central main groove 11 in the tire width direction
  • the outer main groove 12 extending in the tire circumferential direction at a position outside the central main groove 11 in the tire width direction
  • the outer main groove 12 extending in the tire circumferential direction at a position outside the central main groove 11 in the tire width direction
  • the outer main groove 12 In a pneumatic tire having a tread pattern in which a plurality of outer lateral grooves 41 extending in the tire width direction are formed at positions outside the tire width direction, the rigidity in the outer region Xs of the tread portion 1 is secured, and the tread portion
  • structures as shown in FIGS. 6 to 8 can be employed.
  • the inclination angle ⁇ sl formed by the side wall of the outer lateral groove 41 (particularly, the outer lug groove 41A) with respect to the normal line of the tread surface preferably satisfies the relationship 0 ° ⁇ ⁇ sl ⁇ 10 °.
  • the rigidity in the outer region Xs of the tread portion 1 can be ensured.
  • ⁇ sl is smaller than 0 ° and the side wall has an overhang shape, the rigidity in the outer region Xs is lowered.
  • it is larger than 10 ° the drainage is adversely affected.
  • the groove depth Dsl of the outer lateral groove 41 may satisfy the relationship of 0.20 ⁇ Dsl / GDs ⁇ 0.90 with respect to the groove depth GDs of the outer main groove 12.
  • region Xs of the tread part 1 is securable.
  • Dsl / GDs is smaller than 0.20, the drainage is adversely affected.
  • Dsl / GDs is larger than 0.90, the rigidity in the outer region Xs decreases.
  • the outer lateral groove 41 (particularly, the outer lug groove 41A) has a bottom raised portion 42 in a part of its longitudinal direction, and the groove depth Db at the bottom raised portion 42 is 0. 0 relative to the groove depth Dsl of the outer lateral groove 41.
  • the relationship of 30 ⁇ Db / Dsl ⁇ 0.90 should be satisfied.
  • the bottom raised portion 42 is disposed at a position that opens adjacent to the outer main groove 12.
  • the groove depth GDs of the outer main groove 12 may satisfy the relationship of 0.80 ⁇ GDs / GDc ⁇ 1.00 with respect to the groove depth GDc of the central main groove 11. Thereby, the rigidity in the outer side area
  • GDs / GDc is smaller than 0.80, the drainage is adversely affected.
  • GDs / GDc is larger than 1.00, it is difficult to ensure the rigidity in the outer region Xs of the tread portion 1. .
  • the groove depth Dsl of the outer lateral grooves 41 is the groove depth of the central lateral grooves 31. It is preferable that the relationship of 0.50 ⁇ Dsl / Dcl ⁇ 1.00 is satisfied with respect to Dcl (see FIGS. 7 and 8). Thereby, the rigidity in the outer side area
  • Dsl / Dcl is smaller than 0.50, the drainage is adversely affected.
  • Dsl / Dcl is larger than 1.00, it is difficult to ensure rigidity in the outer region Xs of the tread portion 1. .
  • FIG. 9 shows a tread pattern of a pneumatic tire according to another embodiment of the present invention. 9, the same components as those in FIG. 2 are denoted by the same reference numerals, and detailed description thereof is omitted.
  • all of the outer lateral grooves 41 formed on the outer side in the tire width direction with respect to the outer main groove 12 are constituted by outer sipe 41B having a groove width of 1.0 mm or less.
  • outer sipe 41B having a groove width of 1.0 mm or less.
  • rigidity in the outer region Xs of the tread portion 1 can be ensured, and shoulder uneven wear can be suppressed.
  • all of the central lateral grooves 31 formed on the inner side in the tire width direction from the outer main groove 12 are constituted by a central sipe 31B having a groove width of 1.0 mm or less.
  • the outer sipe 41B may have a constant groove width from the tread surface to the groove bottom as shown in FIG. 10, or, as shown in FIG. 11, a chamfered portion 43 at the opening to the tread surface. You may have.
  • a similar structure can be adopted for the central sipe 31B.
  • the tread portion 1 when the tread portion 1 includes a plurality of belt cords C that are inclined with respect to the tire circumferential direction, and a plurality of belt layers 7 in which the belt cords C cross each other are embedded, As shown in FIG. 12, the inclination angle ⁇ of the belt cord C with respect to the tire circumferential direction at the tire center position CL preferably satisfies the relationship of 21 ° ⁇ ⁇ ⁇ 30 °. By not extremely reducing the inclination angle ⁇ of the belt cord C at the tire center position CL, the increase in rigidity of the belt layer 7 can be suppressed and the riding comfort can be improved.
  • the inclination angle ⁇ is smaller than 21 °, the effect of improving the riding comfort is lowered due to the increase in rigidity of the belt layer 7.
  • the inclination angle ⁇ is larger than 30 °, the tire characteristics such as steering stability are deteriorated. Not right.
  • the inclination angle ⁇ of the belt cord C with respect to the tire circumferential direction at the tire center position CL and the inclination angle ⁇ of the belt cord C with respect to the tire circumferential direction at the belt end position BE have a relationship of 18 ° ⁇ ⁇ ⁇ 30 °. It is good to be satisfied.
  • shoulder uneven wear can be effectively suppressed, and the inclination angle ⁇ of the belt cord C at the tire center position CL can be reduced.
  • an increase in rigidity of the belt layer 7 in the central region Xc of the tread portion 1 can be suppressed and good riding comfort can be maintained.
  • the difference between the inclination angle ⁇ and the inclination angle ⁇ is preferably 3 ° or more.
  • a structure in which the inclination angle ⁇ of the belt cord C with respect to the tire circumferential direction at the belt end position BE is smaller than the inclination angle ⁇ of the belt cord C with respect to the tire circumferential direction at the tire center position CL is preferable.
  • the belt cord C may be inclined at a constant angle with respect to the tire circumferential direction over the entire width, and the inclination angles ⁇ and ⁇ may be set to the same value, or ⁇ ⁇ .
  • the belt layer 7 has a high angle region Ac on the center side in which the inclination angle of the belt cord C is in the range of ⁇ ⁇ 1 ° and a shoulder in which the inclination angle of the belt cord C is in the range of ⁇ ⁇ 1 °.
  • the low-angle region As on the side, the width Lc of the high-angle region Ac is 1 ⁇ 2 or more of the total width L of the belt layer 7, and the width Ls of each low-angle region As is 1 of the total width L of the belt layer 7. It is good that it is / 8 or more.
  • the rigidity distribution of the tread portion 1 can be optimized.
  • the width Lc of the high angle region Ac is smaller than 1 ⁇ 2 of the entire width L of the belt layer 7, the function as the belt layer 7 is deteriorated, and the width Ls of the low angle region As is the entire width of the belt layer 7. If it is smaller than 1/8 of L, the rigidity in the tire circumferential direction in the outer region Xs of the tread portion 1 cannot be sufficiently increased.
  • the width Lc of the high angle area Ac and the width Ls of the low angle area As are set based on the total width L of each belt layer 7.
  • the pneumatic tire described above is suitable as a tire for passenger cars having a flatness ratio of 0.65 or less.
  • a tire for a passenger car that is required to improve riding comfort it is possible to achieve both uneven wear resistance and riding comfort.
  • a tread pattern including four main grooves in the tread portion has been described.
  • the present invention includes a tread pattern including three main grooves in the tread portion, and a V-shaped main groove in the tread portion. It is applicable also to the tread pattern which contains.
  • a carcass layer is mounted between a pair of bead portions, two belt layers are embedded on the outer side in the tire radial direction of the carcass layer in the tread portion, and extend in the tire circumferential direction on the tread portion.
  • the tire circumference at the tire cord center position of the belt cord The inclination angle ⁇ with respect to the direction, the inclination angle ⁇ with respect to the tire circumferential direction at the belt end position of the belt cord, the inclination angle ⁇ sl of the side wall of the outer lateral groove, the groove depth GDs of the outer main groove, outside Groove depth Dsl, ratio Dsl / GDs, groove depth Db, ratio Db / Dsl, groove depth GDc of central main groove, ratio GDs / GDc, groove depth Dcl of center lateral groove , Ratio Dsl / Dcl, groove width of outer lateral groove, ratio Sc / Ss of groove area Sc of central region and groove region Ss of outer region, (LB2 / LB1) / (
  • Uneven wear resistance shoulder area: Each test tire is mounted on a wheel with a rim size of 16 ⁇ 6.5J and mounted on a friction energy measurement tester, and the average friction energy in the shoulder region of the tread is measured under the conditions of air pressure of 230 kPa and load load of 4.5 kN. did.
  • the measured values are obtained by measuring the frictional energy at a total of four points of 2 locations in the tire width direction ⁇ 2 locations in the tire circumferential direction, which are 10 mm intervals in each region, and averaging them.
  • the evaluation results are shown as an index with the comparative example 2 being 100, using the reciprocal of the measured value. The larger the index value, the better the uneven wear resistance.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne un pneu, lequel peut supprimer une usure irrégulière d'épaulement dans une bande de roulement et améliorer le confort de conduite. Des longueurs de contact de masse maximale (LA1, LB1 et LC1) et des largeurs de contact avec le sol maximales (WA1, WB1 et WC1), qui sont respectivement obtenues lorsqu'un pneu rempli de 230 kPa d'air est mis au sol sous la condition que des charges correspondant respectivement à 40 %, 75 % et 100 % de la capacité de transport de charge maximale sont appliquées au pneu, et des longueurs de contact au sol extérieures (LA2, LB2 et LC2), qui sont respectivement positionnées à 40 % des largeurs de contact au sol maximales (WA1, WB1 Et WC1) à partir de la position centrale du pneu vers l'extérieur dans le sens de la largeur du pneu, satisfont les relations suivantes : 1,02 ≤ (LB2/LB1)/ (LA2/LA1) ≤ 1,25 et 1,00 ≤ (LC2/LC1)/ (LB2/LB1) ≤ 1,20. Lorsqu'une bande de roulement (1) est divisée en une région centrale Xc ayant une largeur correspondant à 53 % de la largeur maximale de contact au sol WB1 et des régions extérieures Xs qui sont à l'extérieur de la région centrale Xc, la zone de rainure Sc de la région centrale Xc et les zones de rainure Ss des régions extérieures Xs satisfont la relation suivante : 1,01 ≤ Sc/Ss ≤ 1,50.
PCT/JP2018/009071 2018-03-08 2018-03-08 Pneu WO2019171554A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2019536321A JP6729809B2 (ja) 2018-03-08 2018-03-08 空気入りタイヤ
PCT/JP2018/009071 WO2019171554A1 (fr) 2018-03-08 2018-03-08 Pneu

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2018/009071 WO2019171554A1 (fr) 2018-03-08 2018-03-08 Pneu

Publications (1)

Publication Number Publication Date
WO2019171554A1 true WO2019171554A1 (fr) 2019-09-12

Family

ID=67845679

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2018/009071 WO2019171554A1 (fr) 2018-03-08 2018-03-08 Pneu

Country Status (2)

Country Link
JP (1) JP6729809B2 (fr)
WO (1) WO2019171554A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019162913A (ja) * 2018-03-19 2019-09-26 横浜ゴム株式会社 空気入りタイヤ
JP2020032889A (ja) * 2018-08-30 2020-03-05 横浜ゴム株式会社 空気入りタイヤ
JP2020168997A (ja) * 2019-04-05 2020-10-15 横浜ゴム株式会社 空気入りタイヤ
JP2021079903A (ja) * 2019-11-22 2021-05-27 Ｔｏｙｏ Ｔｉｒｅ株式会社 タイヤ
EP4015245A1 (fr) * 2020-12-17 2022-06-22 Sumitomo Rubber Industries, Ltd. Pneumatique
CN116358760A (zh) * 2023-06-01 2023-06-30 深圳亿维锐创科技股份有限公司 测量车辆轮胎载荷分布的方法、装置、设备及存储介质

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05131805A (ja) * 1991-11-11 1993-05-28 Toyo Tire & Rubber Co Ltd ラジアルタイヤ
JPH0971107A (ja) * 1995-04-27 1997-03-18 Bridgestone Corp 空気入りラジアルタイヤ
JP2004224270A (ja) * 2003-01-24 2004-08-12 Sumitomo Rubber Ind Ltd 空気入りタイヤ
JP2005053268A (ja) * 2003-08-06 2005-03-03 Sumitomo Rubber Ind Ltd 空気入りラジアルタイヤ
JP2007182099A (ja) * 2005-12-29 2007-07-19 Sumitomo Rubber Ind Ltd 重荷重用タイヤ
JP2010058554A (ja) * 2008-09-01 2010-03-18 Bridgestone Corp 空気入りタイヤ
JP2010126103A (ja) * 2008-11-28 2010-06-10 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2013091444A (ja) * 2011-10-26 2013-05-16 Sumitomo Rubber Ind Ltd 空気入りタイヤ
JP2017001474A (ja) * 2015-06-08 2017-01-05 横浜ゴム株式会社 空気入りタイヤ

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05131805A (ja) * 1991-11-11 1993-05-28 Toyo Tire & Rubber Co Ltd ラジアルタイヤ
JPH0971107A (ja) * 1995-04-27 1997-03-18 Bridgestone Corp 空気入りラジアルタイヤ
JP2004224270A (ja) * 2003-01-24 2004-08-12 Sumitomo Rubber Ind Ltd 空気入りタイヤ
JP2005053268A (ja) * 2003-08-06 2005-03-03 Sumitomo Rubber Ind Ltd 空気入りラジアルタイヤ
JP2007182099A (ja) * 2005-12-29 2007-07-19 Sumitomo Rubber Ind Ltd 重荷重用タイヤ
JP2010058554A (ja) * 2008-09-01 2010-03-18 Bridgestone Corp 空気入りタイヤ
JP2010126103A (ja) * 2008-11-28 2010-06-10 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2013091444A (ja) * 2011-10-26 2013-05-16 Sumitomo Rubber Ind Ltd 空気入りタイヤ
JP2017001474A (ja) * 2015-06-08 2017-01-05 横浜ゴム株式会社 空気入りタイヤ

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019162913A (ja) * 2018-03-19 2019-09-26 横浜ゴム株式会社 空気入りタイヤ
JP7031402B2 (ja) 2018-03-19 2022-03-08 横浜ゴム株式会社 空気入りタイヤ
JP2020032889A (ja) * 2018-08-30 2020-03-05 横浜ゴム株式会社 空気入りタイヤ
JP7099190B2 (ja) 2018-08-30 2022-07-12 横浜ゴム株式会社 空気入りタイヤ
JP2020168997A (ja) * 2019-04-05 2020-10-15 横浜ゴム株式会社 空気入りタイヤ
JP7234756B2 (ja) 2019-04-05 2023-03-08 横浜ゴム株式会社 空気入りタイヤ
JP2021079903A (ja) * 2019-11-22 2021-05-27 Ｔｏｙｏ Ｔｉｒｅ株式会社 タイヤ
JP7365870B2 (ja) 2019-11-22 2023-10-20 Ｔｏｙｏ Ｔｉｒｅ株式会社 タイヤ
EP4015245A1 (fr) * 2020-12-17 2022-06-22 Sumitomo Rubber Industries, Ltd. Pneumatique
CN116358760A (zh) * 2023-06-01 2023-06-30 深圳亿维锐创科技股份有限公司 测量车辆轮胎载荷分布的方法、装置、设备及存储介质
CN116358760B (zh) * 2023-06-01 2023-08-25 深圳亿维锐创科技股份有限公司 测量车辆轮胎载荷分布的方法、装置、设备及存储介质

Also Published As

Publication number Publication date
JPWO2019171554A1 (ja) 2020-04-16
JP6729809B2 (ja) 2020-07-22

Similar Documents

Publication Publication Date Title
JP3723764B2 (ja) 空気入りタイヤ
JP6729809B2 (ja) 空気入りタイヤ
US9150056B2 (en) Pneumatic tire
US8813799B2 (en) Heavy duty radial tire
JP6729808B2 (ja) 空気入りタイヤ
US11433713B2 (en) Pneumatic tire
WO2018131229A1 (fr) Pneu
WO2018131475A1 (fr) Pneumatique
JPWO2005068225A1 (ja) 空気入りタイヤ
US20180056728A1 (en) Pneumatic Tire
JP2019137338A (ja) 空気入りタイヤ
JP2007076594A (ja) 空気入りタイヤ
JP4687342B2 (ja) 空気入りタイヤ
WO2019159544A1 (fr) Pneumatique
US11951774B2 (en) Pneumatic tire
JP7099190B2 (ja) 空気入りタイヤ
JP2018161998A (ja) 空気入りタイヤ
JP7031402B2 (ja) 空気入りタイヤ
WO2020179137A1 (fr) Pneu de motocyclette
JP6790841B2 (ja) 空気入りタイヤ
JP7360020B2 (ja) 空気入りタイヤ
JP5521730B2 (ja) 空気入りタイヤ
JP7287178B2 (ja) 空気入りタイヤ
US20210362551A1 (en) Pneumatic Tire
JP7234756B2 (ja) 空気入りタイヤ

Legal Events

Date Code Title Description
ENP Entry into the national phase

Ref document number: 2019536321

Country of ref document: JP

Kind code of ref document: A

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18908545

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18908545

Country of ref document: EP

Kind code of ref document: A1