JP2014218195A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2014218195A
JP2014218195A JP2013099571A JP2013099571A JP2014218195A JP 2014218195 A JP2014218195 A JP 2014218195A JP 2013099571 A JP2013099571 A JP 2013099571A JP 2013099571 A JP2013099571 A JP 2013099571A JP 2014218195 A JP2014218195 A JP 2014218195A
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tire
width direction
circumferential
tire width
belt
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隆史 芳賀
Takashi Haga
隆史 芳賀
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Bridgestone Corp
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Bridgestone Corp
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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
    • 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
    • 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

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

Abstract

PROBLEM TO BE SOLVED: To provide a pneumatic tire for heavy load which is excellent in uneven wear resistance characteristics.SOLUTION: A pneumatic tire includes one or more layers of circumferential-direction belt(s) 12 composed of a rubber-coated cord, a plurality of layers of inclination belts 13 which extend in an inclined direction and is composed of a rubber-coated cord and tread 14, in order, and a plurality of circumferential-direction grooves 15 are provided in the tread. Width-direction outer side ends 12ae and 12be of the circumferential-direction belts and width-direction outer-side ends 13ae and 13be of the inclination belts 13 are located on the width-direction outer side relative to the tire width-direction outer side end 15be of the circumferential-direction grooves 15b located on the tire width-direction outermost side. the tire width-direction outer side end of the inclination belt 13 is located on a tire width-direction outer side relative to the tire width direction outer side end of the circumferential-direction belt. The width-direction outer side end of the widest inclination belt 13a is located between the tire width-direction outer side end E and the tread grounding end T. The width of a land part 16c located on the tire width-direction outermost side in the tire width-direction is 30-65 mm.

Description

本発明は、空気入りタイヤに関し、特に、耐偏摩耗特性に優れた重荷重用の空気入りタイヤに関するものである。   The present invention relates to a pneumatic tire, and more particularly to a heavy-duty pneumatic tire excellent in uneven wear resistance.

従来、カーカスのタイヤ径方向外側に、タイヤ周方向に延びる周方向ベルトを採用している重荷重用ラジアルタイヤ、例えば、超扁平のトラックバス用ラジアルタイヤ（Ｔｒｕｃｋ・Ｂｕｓ Ｒａｄｉａｌ Ｔｉｒｅ：ＴＢＲ）等の空気入りタイヤが知られている。   Conventionally, air such as a radial tire for heavy loads that employs a circumferential belt extending in the tire circumferential direction on the outer side in the tire radial direction of the carcass, for example, an ultra-flat truck bus radial tire (Truck / Bus Radial Tire: TBR). Entered tires are known.

近年、大型トラックあるいはバスにおいては、車両の低燃費化及び軽量化のためにタイヤのシングル装着構造を採用する例が多くなっており、これに伴い、タイヤの低扁平率化およびトレッドベースの幅広化が進んでいる。一般に、低扁平率の空気入りタイヤは、ベルトを、一対の傾斜ベルトとタイヤ周方向補強のための周方向ベルトにより構成しており、これにより、高い内圧負荷時においてタイヤ形状を保持し、また、車両走行時における耐遠心力性および耐発熱性を向上させ、もって、タイヤ耐久性の向上を図っている。   In recent years, in large trucks and buses, there are many examples of adopting a single tire mounting structure in order to reduce the fuel consumption and weight of the vehicle, and accordingly, the tire has a low flatness ratio and a wide tread base. Is progressing. In general, a pneumatic tire with a low flatness has a belt composed of a pair of inclined belts and a circumferential belt for reinforcing the tire in the circumferential direction, so that the tire shape is maintained at a high internal pressure load, and In addition, the anti-centrifugal force and the heat resistance during running of the vehicle are improved, thereby improving the tire durability.

このような、トラックバス用の重荷重用空気入りタイヤにおいてタイヤ耐久性の向上を図ったものとして、例えば、「空気入りタイヤ」（特許文献１参照）がある。   An example of such a heavy duty pneumatic tire for trucks and buses that has improved tire durability is a “pneumatic tire” (see Patent Document 1).

特開２００７−１１２３９４号公報JP 2007-112394 A

ところで、重荷重用空気入りタイヤのトレッドには、リブパターン、リグラブパターンあるいはブロックパターン等が採用されるが、それらのいずれにも、タイヤ幅方向の最も外側に、タイヤ周方向に延びる周方向溝が設けられる場合が多い。この周方向溝付近は、旋回時に大きな力を受けるとともに、トレッドの外径差に起因して路面との間で滑りが生じやすく、いわゆる肩落ち摩耗や軌道摩耗（ブロック等のエッジがレール状にステップダウンするような摩耗）さらにはパンチングといった偏摩耗が生じやすいという問題がある。これらの偏摩耗は、タイヤの外観を悪化させるのみならず、不均一な接地圧分布等による走行性能の悪化やタイヤの短命化を引き起こす。   By the way, a rib pattern, a regrab pattern, a block pattern, or the like is adopted for the tread of the heavy duty pneumatic tire, and any of them is a circumferential groove extending in the tire circumferential direction at the outermost side in the tire width direction. Is often provided. In the vicinity of this circumferential groove, a large force is applied during turning, and slippage easily occurs with the road surface due to the difference in the outer diameter of the tread. So-called shoulder wear and track wear (edges of blocks etc. become rail-like) There is a problem that uneven wear such as punching is likely to occur. Such uneven wear not only deteriorates the appearance of the tire, but also causes deterioration in running performance due to uneven contact pressure distribution or the like and shortening of the tire life.

そこで従来、こうした偏摩耗の発生を抑制して耐偏摩耗特性を向上させるために、タイヤの接地形状をほぼ矩形にして、接地圧の均一化を図ることにより、タイヤ赤道面側とトレッド端側との接地圧差を小さくし、ひいてはタイヤ負荷転動時のタイヤ赤道面側とトレッド端側の摩耗差を小さくして、耐偏摩耗性が向上を図ってきた。   Therefore, conventionally, in order to suppress the occurrence of such uneven wear and improve the uneven wear resistance characteristics, the tire ground contact shape is made almost rectangular and the contact pressure is made uniform, so that the tire equatorial plane side and the tread end side are provided. The contact pressure difference between the tire and the tire is reduced, and the wear difference between the tire equatorial plane side and the tread end side during rolling of the tire is reduced, thereby improving uneven wear resistance.

しかしながら、上述した低燃費化及び軽量化のために、重荷重用タイヤの扁平率を小さくすると、耐偏摩耗特性が低下することが判明し、この問題の解決が課題となっていた。
そこで、本発明の目的は、耐偏摩耗特性に優れた重荷重用の空気入りタイヤを提供することにある。 However, it has been found that if the flatness of the heavy-duty tire is reduced for the above-described reduction in fuel consumption and weight, the uneven wear resistance is reduced, and the solution of this problem has been a problem.
Therefore, an object of the present invention is to provide a heavy duty pneumatic tire excellent in uneven wear resistance.

本発明の要旨構成は以下の通りである。
（１）１対のビードコア間でトロイド状に延びるカーカスを骨格とし、該カーカスのタイヤ径方向外側に、タイヤ周方向に延びるゴム被覆したコードからなる１層以上の周方向ベルトと、タイヤ赤道面に対し所定の傾斜角度で傾斜した方向に延びるゴム被覆したコードからなる複数層の傾斜ベルトと、トレッドとを順に備え、該トレッドは、タイヤ周方向に延びる、前記トレッドに複数の陸部を区画する複数本の周方向溝を有する空気入りタイヤにおいて、前記周方向ベルトのタイヤ幅方向外側端および前記傾斜ベルトのタイヤ幅方向外側端は、タイヤ幅方向最外側に位置する前記周方向溝のタイヤ幅方向外側端よりタイヤ幅方向外側に位置し、前記傾斜ベルトのタイヤ幅方向外側端は、前記周方向ベルトのタイヤ幅方向外側端よりタイヤ幅方向外側に位置し、ベルト幅が最広幅の前記傾斜ベルトのタイヤ幅方向外側端は、タイヤ幅方向において、前記トレッドのタイヤ幅方向外側端とトレッド接地端との間に位置し、タイヤ幅方向最外側に位置する前記陸部のタイヤ幅方向の幅は３０〜６５ｍｍであることを特徴とする空気入りタイヤ。 The gist of the present invention is as follows.
(1) A carcass extending in a toroid shape between a pair of bead cores as a skeleton, one or more circumferential belts made of rubber-coated cords extending in the tire circumferential direction on the outer side in the tire radial direction of the carcass, and a tire equatorial plane A tread is provided in order with a plurality of inclined belts made of rubber-coated cords extending in a direction inclined at a predetermined inclination angle, and the tread defines a plurality of land portions in the tread extending in the tire circumferential direction. In the pneumatic tire having a plurality of circumferential grooves, the outer end of the circumferential belt in the tire width direction and the outer end of the inclined belt in the tire width direction are located on the outermost side in the tire width direction. It is located on the outer side in the tire width direction from the outer end in the width direction. The outer end in the tire width direction of the inclined belt having the widest belt width is located between the outer end in the tire width direction of the tread and the tread grounding end in the tire width direction. A pneumatic tire characterized in that a width of the land portion located on the outermost side in the tire width direction is 30 to 65 mm.

（２）前記タイヤ幅方向最外側に位置する陸部のタイヤ幅方向の幅は４０〜５５ｍｍである、前記（１）に記載の空気入りタイヤ。 (2) The pneumatic tire according to (1), wherein a width of the land portion located on the outermost side in the tire width direction is 40 to 55 mm.

（３）前記タイヤの最大幅に対する、タイヤ幅方向最外側に位置する前記周方向溝のタイヤ幅方向外側端とタイヤ赤道面との間の距離は０．２８５以下である、前記（１）または（２）に記載の空気入りタイヤ。 (3) The distance between the tire width direction outer end of the circumferential groove located on the outermost side in the tire width direction and the tire equatorial plane with respect to the maximum width of the tire is 0.285 or less, (1) or The pneumatic tire according to (2).

（４）タイヤ幅方向最外側に位置する前記周方向溝のタイヤ幅方向外側端とタイヤ赤道面との間の距離に対する、前記周方向ベルトのタイヤ幅方向の幅は１．０５以上である、前記（１）〜（３）のいずれか一項に記載の空気入りタイヤ。 (4) The width in the tire width direction of the circumferential belt with respect to the distance between the tire width direction outer end of the circumferential groove located on the outermost side in the tire width direction and the tire equatorial plane is 1.05 or more. The pneumatic tire according to any one of (1) to (3).

（５）前記所定の傾斜角度は４０°以上９０°未満である、前記（１）〜（４）のいずれか一項に記載の空気入りタイヤ。 (5) The pneumatic tire according to any one of (1) to (4), wherein the predetermined inclination angle is not less than 40 ° and less than 90 °.

本発明によれば、ショルダー陸部の接地圧が増加するため接地圧分布が均一化し、優れた耐偏摩耗特性を有する空気入りタイヤを得ることができる。   According to the present invention, since the contact pressure of the shoulder land portion is increased, the contact pressure distribution is made uniform, and a pneumatic tire having excellent uneven wear resistance can be obtained.

本発明の空気入りタイヤの半部のタイヤ幅方向断面図である。It is a tire width direction sectional view of the half part of the pneumatic tire of the present invention. タイヤ転動時のトレッドの変形を説明する図である。It is a figure explaining the deformation | transformation of the tread at the time of tire rolling.

以下、図面を参照して、本発明の空気入りタイヤの実施形態について説明する。図１は、本発明の空気入りタイヤの半部のタイヤ幅方向断面図を示している。本発明の空気入りタイヤ１は、１対のビードコア（図示せず）間でトロイド状に延びるカーカス１１を骨格とし、このカーカス１１のタイヤ径方向外側に、タイヤ周方向に延びるゴム被覆したコードからなる１層以上の周方向ベルト１２と、タイヤ赤道面に対し所定の傾斜角度で傾斜した方向に延びるゴム被覆したコードからなる複数層の傾斜ベルト１３と、トレッド１４とを順に備え、このトレッド１４は、タイヤ周方向に延びる、トレッド１４に複数の陸部１６を区画する複数本の周方向溝１５を有する。   Hereinafter, an embodiment of a pneumatic tire of the present invention will be described with reference to the drawings. FIG. 1 shows a cross-sectional view in the tire width direction of a half portion of the pneumatic tire of the present invention. The pneumatic tire 1 of the present invention has a carcass 11 extending in a toroid shape between a pair of bead cores (not shown) as a skeleton, and a rubber-coated cord extending in the tire circumferential direction outside the carcass 11 in the tire radial direction. One or more circumferential belts 12, a plurality of layers of inclined belts 13 made of rubber-coated cords extending in a direction inclined at a predetermined inclination angle with respect to the tire equatorial plane, and a tread 14 are provided in this order. Has a plurality of circumferential grooves 15 that define a plurality of land portions 16 in the tread 14 that extend in the tire circumferential direction.

図示例では、１層以上の周方向ベルト１２は２層の周方向ベルト１２ａおよび１２ｂからなり、複数層の傾斜ベルト１３は２層の傾斜ベルト１３ａおよび１３ｂからなる。また、周方向溝１５は、４本の周方向溝からなり、そのうちの２本の周方向溝１５ａおよび１５ｂのみが示されている。これらの４本の周方向溝により、５つの陸部が区画され、そのうちの３つの陸部１６ａ、１６ｂおよび１６ｃのみが示されている。   In the illustrated example, the circumferential belt 12 having one or more layers is composed of two circumferential belts 12a and 12b, and the plural layers of inclined belts 13 are composed of two layers of inclined belts 13a and 13b. Further, the circumferential groove 15 includes four circumferential grooves, and only two of the circumferential grooves 15a and 15b are shown. These four circumferential grooves define five land portions, of which only three land portions 16a, 16b and 16c are shown.

ここで、以下の４つの要件、すなわち、周方向ベルト１２のタイヤ幅方向外側端および傾斜ベルト１３のタイヤ幅方向外側端は、タイヤ幅方向最外側に位置する周方向溝１５ｂのタイヤ幅方向外側端よりタイヤ幅方向外側に位置し（要件１）、傾斜ベルト１３のタイヤ幅方向外側端は、周方向ベルト１２のタイヤ幅方向外側端よりタイヤ幅方向外側に位置し（要件２）、ベルト幅が最広幅の傾斜ベルト１３のタイヤ幅方向外側端は、タイヤ幅方向において、トレッド１４のタイヤ幅方向外側端（以下、「トレッド端」と称する）とトレッド接地端との間に位置し（要件３）、タイヤ幅方向最外側に位置する陸部１６ｃのタイヤ幅方向の幅は３０〜６５ｍｍであること（要件４）、が肝要である。   Here, the following four requirements, that is, the outer end in the tire width direction of the circumferential belt 12 and the outer end in the tire width direction of the inclined belt 13 are the outer sides in the tire width direction of the circumferential grooves 15b located on the outermost side in the tire width direction. The outer end in the tire width direction of the inclined belt 13 is located on the outer side in the tire width direction from the end (requirement 1), and the outer end in the tire width direction of the circumferential belt 12 is located on the outer side in the tire width direction (requirement 2). The outermost end in the tire width direction of the inclined belt 13 having the widest width is located between the outer end in the tire width direction of the tread 14 (hereinafter referred to as “tread end”) and the tread grounding end in the tire width direction (requirement) 3) It is important that the width in the tire width direction of the land portion 16c located on the outermost side in the tire width direction is 30 to 65 mm (Requirement 4).

一般に、タイヤの転動時には、図２（ａ）に示す偏芯変形と、図２（ｂ）に示すリング変形という２つの変形が複合している。図中、点線は変形前のタイヤの外形、実線は転動時のタイヤ１０の外形を表す。周方向ベルトは高剛性を有しているため、荷重負荷時の形状保持効果、すなわち偏芯効果が大きい。そのため、周方向ベルトを有するタイヤ１０では、図２（ａ）に示すように、回転中心が偏り、タイヤ回転時のタイヤ側面形状が正円に近くなるため、図２（ｂ）に示すリング変形の場合と比較して、タイヤ接地部分の接地長が短くなり、接地圧が上昇する。この接地圧の上昇により、トレッドゴムが圧縮変形を受け易くなり、トレッドゴムがタイヤ周方向に大きく変形することになる。   In general, at the time of rolling of a tire, two deformations of an eccentric deformation shown in FIG. 2 (a) and a ring deformation shown in FIG. 2 (b) are combined. In the figure, the dotted line represents the outer shape of the tire before deformation, and the solid line represents the outer shape of the tire 10 during rolling. Since the circumferential belt has high rigidity, the shape retention effect when a load is applied, that is, the eccentric effect is large. Therefore, in the tire 10 having the circumferential belt, as shown in FIG. 2 (a), the rotation center is biased, and the tire side surface shape during rotation of the tire is close to a perfect circle, so that the ring deformation shown in FIG. 2 (b). Compared to the case, the contact length of the tire contact portion is shortened, and the contact pressure increases. Due to the increase in the contact pressure, the tread rubber is easily subjected to compressive deformation, and the tread rubber is greatly deformed in the tire circumferential direction.

このように、周方向ベルトが配置されている領域のトレッドゴムは大きく変形する一方、周方向ベルトが配置されていない領域、特に、タイヤ幅方向最外側の陸部（以下、「ショルダー陸部」と称する）では、タガ効果が十分に働かないため接地圧が急激に低下する。ショルダー陸部では、接地圧の低下により、トレッドゴムが圧縮変形を受け難く、トレッドゴムがタイヤ周方向に変形しにくくなる。このように、トレッド幅方向における接地圧分布が不均一であることにより、トレッドに偏摩耗が生じる。   As described above, the tread rubber in the region where the circumferential belt is disposed is greatly deformed, while the region where the circumferential belt is not disposed, particularly the outermost land portion in the tire width direction (hereinafter referred to as “shoulder land portion”). In this case, the contact pressure does not work sufficiently and the ground pressure decreases rapidly. In the shoulder land portion, the tread rubber is hardly subjected to compressive deformation due to a decrease in the contact pressure, and the tread rubber is not easily deformed in the tire circumferential direction. Thus, uneven wear occurs in the tread due to the nonuniform contact pressure distribution in the tread width direction.

こうしたことから、従来、耐偏摩耗特性を向上させるために、タイヤの接地形状をほぼ矩形にすることにより、タイヤの接地圧を均一化して偏摩耗を抑制することが行われてきた。しかし、上述のように、低燃費化及び軽量化のために、重荷重用タイヤの低扁平率が進み、それにより、センター部のベルトの張力が大きくなって接地圧が不均一となり、耐偏摩耗特性が悪化してしまうのである。   For this reason, conventionally, in order to improve the uneven wear resistance, it has been practiced to make the ground contact pressure of the tire uniform so as to make the contact pressure of the tire uniform and suppress uneven wear. However, as described above, the low flatness of heavy-duty tires has progressed in order to reduce fuel consumption and weight, thereby increasing the tension of the belt at the center and making the contact pressure non-uniform, thus preventing uneven wear. The characteristics will deteriorate.

発明者は、低扁平化に伴い、偏摩耗が発生する原因について鋭意究明したところ、従来のタイヤにおいては、周方向溝の位置がタイヤ幅方向の外側に配置されていたため、荷重時のトレッドの接地圧の小さい位置に周方向溝が配置されることになり、タイヤのセンター領域に比べて接地圧が小さくなり、耐偏摩耗特性を悪化させていることを見出した。また、ベルトの有効な幅が狭く、ベルトのタイヤ幅方向端がショルダー陸部１６ｃの下方まで十分に延びていないために、ショルダー陸部の接地圧が低下して耐偏摩耗特性を悪化させていることも見出した。これらの知見から、上記要件を満足させることにより、耐偏摩耗特性を向上させるのに有効であることを想到したのである。以下、各要件について説明する。   The inventor diligently investigated the cause of uneven wear with low flatness, and in conventional tires, the circumferential grooves were located outside in the tire width direction, so that the tread under load was reduced. It has been found that the circumferential groove is disposed at a position where the contact pressure is small, the contact pressure is smaller than the center region of the tire, and the uneven wear resistance is deteriorated. Further, since the effective width of the belt is narrow and the end of the belt in the tire width direction does not extend sufficiently below the shoulder land portion 16c, the contact pressure of the shoulder land portion is reduced and the uneven wear resistance is deteriorated. I also found out. From these findings, the inventors have conceived that satisfying the above requirements is effective in improving uneven wear resistance. Hereinafter, each requirement will be described.

まず、要件１として、一層以上の周方向ベルト１２のタイヤ幅方向外側端（図示例では１２ａｅおよび１２ｂｅ）および複数層の傾斜ベルト１３のタイヤ幅方向外側端（図示例では１３ａｅおよび１３ｂｅ）は、タイヤ幅方向最外側に位置する周方向溝（図示例では１５ｂ）のタイヤ幅方向外側端（図示例では１５ｂｅ）よりタイヤ幅方向外側に位置させる。すなわち、全てのベルトのタイヤ幅方向外側端が、周方向溝１５ｂのタイヤ幅方向外側端１５ｂｅよりタイヤ幅方向外側に位置していることが肝要である。このように配置することにより、周方向溝１５ｂが存在することにより接地圧が低くなるが、周方向溝１５ｂの下にベルトが配置されるため接地圧の低下が抑制され、タイヤの接地圧の均一化を図ることができる。   First, as Requirement 1, the outer end in the tire width direction (12ae and 12be in the illustrated example) of one or more circumferential belts 12 and the outer end in the tire width direction (13ae and 13be in the illustrated example) of the plurality of inclined belts 13 are: The circumferential groove (15b in the illustrated example) located on the outermost side in the tire width direction is positioned on the outer side in the tire width direction on the outer end (15be in the illustrated example) in the tire width direction. In other words, it is important that the outer ends in the tire width direction of all the belts are positioned on the outer side in the tire width direction from the outer ends 15be in the tire width direction of the circumferential grooves 15b. By arranging in this way, the ground pressure decreases due to the presence of the circumferential groove 15b. However, since the belt is disposed under the circumferential groove 15b, a decrease in the ground pressure is suppressed, and the ground pressure of the tire is reduced. Uniformity can be achieved.

また、要件２として、傾斜ベルト１３のタイヤ幅方向外側端（図示例では１３ａｅおよび１３ｂｅ）は、周方向ベルト１２のタイヤ幅方向外側端（図示例では１２ａｅおよび１２ｂｅ）よりタイヤ幅方向外側に位置させることが肝要である。このように配置することにより、周方向ベルト１２のタイヤ幅方向外側端での歪みの集中を抑制し、周方向ベルト１２のタイヤ幅方向外側端から発生するセパレーションを防止することができる。   Further, as Requirement 2, the outer end in the tire width direction of the inclined belt 13 (13ae and 13be in the illustrated example) is positioned on the outer side in the tire width direction of the outer end in the tire width direction of the circumferential belt 12 (12ae and 12be in the illustrated example). It is important to make it happen. By arranging in this way, it is possible to suppress the concentration of distortion at the outer end in the tire width direction of the circumferential belt 12 and to prevent separation that occurs from the outer end in the tire width direction of the circumferential belt 12.

さらに、要件３として、ベルト幅が最広幅の傾斜ベルト（図示例では１３ａ）のタイヤ幅方向外側端（図示例では１３ａｅ）は、タイヤ幅方向において、トレッド端Ｅとトレッド接地端Ｔとの間に位置させることが肝要である。これは、トレッドの摩耗が進むにつれてトレッド接地端Ｔの位置がタイヤ幅方向外側に移動するため、タイヤ幅方向最外側に位置する陸部（すなわち、ショルダー陸部であり、図示例では１６ｃ）を傾斜ベルトで覆えなくなり、ショルダー陸部１６ｃでの接地圧の低下を招き、偏摩耗性が悪化するためである。   Further, as Requirement 3, the outer end in the tire width direction (13ae in the illustrated example) of the inclined belt having the widest belt width (13a in the illustrated example) is between the tread end E and the tread ground contact end T in the tire width direction. It is important to be located in This is because the position of the tread ground contact edge T moves to the outer side in the tire width direction as the tread wear progresses, so that the land portion located on the outermost side in the tire width direction (that is, the shoulder land portion, 16c in the illustrated example). This is because the belt cannot be covered with the inclined belt, and the contact pressure at the shoulder land portion 16c is lowered, and the uneven wear property is deteriorated.

ここで、トレッド端Ｅは、トレッド１４とサイドウォール１７との境界である。また、トレッド接地端Ｔの位置は、タイヤを適用リムに装着し、最大荷重、最大空気圧下において算出される。ここで、最大荷重、最大空気圧および適用リムは、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（日本自動車タイヤ協会）ＹＥＡＲ ＢＯＯＫ、欧州ではＥＴＲＴＯ（Ｅｕｒｏｐｅａｎ Ｔｙｒｅ ａｎｄ Ｒｉｍ Ｔｅｃｈｎｉｃａｌ Ｏｒｇａｎｉｓａｔｉｏｎ） ＳＴＡＮＤＡＲＤ ＭＡＮＵＡＬ、米国ではＴＲＡ（ＴＨＥ ＴＩＲＥ ａｎｄ ＲＩＭ ＡＳＳＯＣＩＡＴＩＯＮ ＩＮＣ．）ＹＥＡＲ ＢＯＯＫ等に規定された最大荷重、最大空気圧およびリムを指す。   Here, the tread end E is a boundary between the tread 14 and the sidewall 17. Further, the position of the tread ground contact edge T is calculated under the maximum load and the maximum air pressure when the tire is mounted on the applied rim. Here, the maximum load, the maximum air pressure, and the applicable rim are industrial standards effective in the region where the tire is produced and used. In Japan, JATMA (Japan Automobile Tire Association) YEAR BOOK, in Europe, ETRTO (European Tire) and Rim Technical Organization) STANDARD MANUAL, and in the US, TRA (THE TIRE and RIM ASSOCIATION INC.) YEAR BOOK, etc.

さらにまた、要件４として、ショルダー陸部（図示例では１６ｃ）のタイヤ幅方向の幅を３０〜６５ｍｍとすることが肝要である。これは、３０ｍｍ未満の場合には、タイヤ１に横力が発生した際のショルダー陸部１６ｃの剪断剛性が低下してタイヤが変形するためである。また、６５ｍｍを超えると、進行方向に対してタイヤ１にスリップアングルを付与した際に、トレッド端Ｅが浮き上がって接地圧が低下するためである。好ましくは、４０〜５５ｍｍである。   Furthermore, as requirement 4, it is important that the width of the shoulder land portion (16c in the illustrated example) in the tire width direction is 30 to 65 mm. This is because when the width is less than 30 mm, the shear rigidity of the shoulder land portion 16c when the lateral force is generated in the tire 1 is reduced, and the tire is deformed. In addition, when it exceeds 65 mm, when the slip angle is given to the tire 1 with respect to the traveling direction, the tread end E rises and the contact pressure decreases. Preferably, it is 40-55 mm.

以上の４つの要件を満足させることにより、タイヤの接地圧の均一化を図ることができ、優れた耐偏摩耗特性を有する空気入りタイヤを得ることができる。以下、他の構成要件について説明する。   By satisfying the above four requirements, the contact pressure of the tire can be made uniform, and a pneumatic tire having excellent uneven wear resistance can be obtained. Hereinafter, other configuration requirements will be described.

周方向ベルト１２は、タイヤ周方向に延びるゴム被覆したコードからなる。ここで、「タイヤ周方向に延びる」とは、コードがタイヤ周方向に対し略平行、すなわち、タイヤ赤道面ＣＬに対し、例えば、１°から２°の傾斜角度を有して配置されることを意味する。この周方向ベルト１２は、非伸張性のコードを波状に癖付けしたウェービー（ＷＡＶＹ）コード、或いはハイエロンゲーションコード等の直線コードを用い、コードをゴム皮膜した狭幅のストリップをタイヤ周方向に螺旋巻回して形成することが好ましい。この構成は、周方向ベルトが複数ある場合、全ての周方向ベルト層について適用される。   The circumferential belt 12 is made of a rubber-coated cord extending in the tire circumferential direction. Here, “extending in the tire circumferential direction” means that the cord is arranged substantially parallel to the tire circumferential direction, that is, with an inclination angle of, for example, 1 ° to 2 ° with respect to the tire equatorial plane CL. Means. This circumferential belt 12 is a linear cord such as a WAVY cord or a high elongation cord in which a non-extensible cord is braided in a wave shape, and a narrow strip with a rubber coating on the cord in the tire circumferential direction. It is preferably formed by spiral winding. This configuration is applied to all the circumferential belt layers when there are a plurality of circumferential belts.

傾斜ベルト１３は、タイヤ赤道面ＣＬに対し所定の傾斜角度で傾斜した方向に延びるゴム被覆したコードからなり、このコードは、層間で互いに交差する向きに延びる。所定の傾斜角度は、タイヤ赤道面ＣＬに対し４０°以上９０°未満とすることが好ましい。これにより、タイヤの突起物等の乗り越し性能（耐バースト性）を飛躍的に向上させることができる。   The inclined belt 13 is formed of a rubber-coated cord extending in a direction inclined at a predetermined inclination angle with respect to the tire equatorial plane CL, and the cord extends in a direction intersecting with each other between layers. The predetermined inclination angle is preferably 40 ° or more and less than 90 ° with respect to the tire equatorial plane CL. Thereby, the overpass performance (burst resistance), such as a protrusion of a tire, can be dramatically improved.

トレッド１４の構造は特に限定されず、例えば、タイヤ径方向最外側に位置する外側トレッドゴム層であるキャップゴム層（図示せず）と、タイヤ径方向最内側に位置する内側トレッドゴム層であるベースゴム層（図示せず）との２層から形成される、いわゆるキャップ／ベース構造とすることができる。   The structure of the tread 14 is not particularly limited. For example, the tread 14 is a cap rubber layer (not shown) that is an outer tread rubber layer located on the outermost side in the tire radial direction and an inner tread rubber layer located on the innermost side in the tire radial direction. A so-called cap / base structure formed of two layers with a base rubber layer (not shown) can be formed.

このように、ショルダー陸部の接地圧が増加するため接地圧分布が均一化し、耐偏摩耗特性に優れた空気入りタイヤを得ることができる。   Thus, since the contact pressure of the shoulder land portion increases, the contact pressure distribution becomes uniform and a pneumatic tire excellent in uneven wear resistance can be obtained.

なお、カーカス１１、周方向ベルト１２および傾斜ベルト１３は、図示例に限定されるものではない。例えば、カーカスを２枚のカーカスプライから構成することもできるし、１層または３層以上の周方向ベルト１２を配置することもできるし、傾斜ベルト１３のタイヤ径方向外側に周方向ベルト１２を配置することもできる。   The carcass 11, the circumferential belt 12 and the inclined belt 13 are not limited to the illustrated examples. For example, the carcass can be composed of two carcass plies, one or three or more circumferential belts 12 can be disposed, and the circumferential belt 12 is disposed on the outer side in the tire radial direction of the inclined belt 13. It can also be arranged.

以上の本発明の空気入りタイヤ１において、タイヤ１の最大幅ＯＷに対する、タイヤ幅方向最外側に位置する周方向溝１５ｂのタイヤ幅方向外側端１５ｂｅとタイヤ赤道面ＣＬとの間の距離ａは０．２８５以下とすることが好ましい。これにより、溝の位置がタイヤ径方向内側に配置されることになるため、ショルダー陸部（図示例では１６ｃ）の接地圧を増加し、空気入りタイヤ１の耐偏摩耗特性をさらに向上させることができる。   In the pneumatic tire 1 of the present invention described above, the distance a between the tire width direction outer end 15be of the circumferential groove 15b located on the outermost side in the tire width direction and the tire equatorial plane CL with respect to the maximum width OW of the tire 1 is It is preferable to be 0.285 or less. Thereby, since the position of the groove is arranged on the inner side in the tire radial direction, the contact pressure of the shoulder land portion (16c in the illustrated example) is increased, and the uneven wear resistance of the pneumatic tire 1 is further improved. Can do.

また、本発明の空気入りタイヤ１において、タイヤ幅方向最外側に位置する周方向溝１５ｂのタイヤ幅方向外側端１５ｂｅとタイヤ赤道面ＣＬとの間の距離ａに対する、周方向ベルト１２のタイヤ幅方向の幅ｃは１．０５以上であることが好ましい。ここで、周方向ベルト１２が複数層配置する場合には、最も幅狭の周方向ベルト１２が上記要件を満たすことが好ましい。   In the pneumatic tire 1 of the present invention, the tire width of the circumferential belt 12 with respect to the distance a between the tire width direction outer end 15be of the circumferential groove 15b located on the outermost side in the tire width direction and the tire equatorial plane CL. The width c in the direction is preferably 1.05 or more. Here, when the circumferential belt 12 has a plurality of layers, the narrowest circumferential belt 12 preferably satisfies the above requirements.

荷重時のトレッド１４の接地圧は、センター領域からショルダー領域に向かって小さくなる。そこで、周方向溝１５の位置をタイヤ幅方向内側に配置することにより、タイヤの偏心変形する領域が増加し、ショルダー陸部１６ｃの接地圧が増加して、タイヤ１の耐偏摩耗特性をさらに向上させることができる。   The contact pressure of the tread 14 under load decreases from the center region toward the shoulder region. Therefore, by arranging the circumferential groove 15 on the inner side in the tire width direction, the region where the tire is eccentrically deformed increases, the contact pressure of the shoulder land portion 16c increases, and the uneven wear resistance of the tire 1 is further increased. Can be improved.

以下、本発明の実施例について説明する。
発明例タイヤ、比較例タイヤおよび従来例タイヤを試作し、トレッドの耐偏摩耗性特性を評価した。各試作タイヤは、３５５／５０Ｒ２２．５のタイヤサイズであり、タイヤの最大幅は３５５ｍｍである。また、トレッドには５本の周方向溝が形成され、それらの深さは１３ｍｍである。さらに、各試作タイヤは、２層の周方向ベルトおよび２層の傾斜ベルトを有している。周方向ベルトの幅、傾斜ベルトの幅等、他の構成は、表１に示すとおりである。 Examples of the present invention will be described below.
Invention tires, comparative tires and conventional tires were prototyped and the uneven wear resistance characteristics of the tread were evaluated. Each prototype tire has a tire size of 355 / 50R22.5, and the maximum tire width is 355 mm. Moreover, five circumferential grooves are formed in the tread, and their depth is 13 mm. Further, each prototype tire has two layers of circumferential belts and two layers of inclined belts. Other configurations such as the width of the circumferential belt and the width of the inclined belt are as shown in Table 1.

（偏摩耗性能の測定）
以下の方法に従って、偏摩耗性能を測定した。すなわち、各試作タイヤを、１１．７５インチ幅の適用リムに組み付けてタイヤ車輪とし、内圧９００ｋＰａで、トラクターヘッドのドライブ軸に装着し、定積載のトレーラーを引いて、時速６０ｋｍ／時で１００００ｋｍ走行したときの、タイヤ赤道面ＣＬに最も近い周方向溝の深さおよびトレッド接地端Ｔに最も近い周方向溝の深さを測定し、それぞれの摩耗量Ｗ１およびＷ２を求めた。その際、タイヤに負荷した荷重は、タイヤ１本当たり３７５０ｋｇとした。偏摩耗性能はＷ１−Ｗ２として評価し、この値が小さいほど耐偏摩耗特性が高いことを示している。得られた結果を表１に示す。 (Measurement of uneven wear performance)
The uneven wear performance was measured according to the following method. That is, each prototype tire is assembled to an applicable rim of 11.75 inches wide to form a tire wheel, and is attached to the drive shaft of the tractor head at an internal pressure of 900 kPa, and a constant-loading trailer is pulled to run 10,000 km at a speed of 60 km / h. The depth of the circumferential groove closest to the tire equatorial plane CL and the depth of the circumferential groove closest to the tread ground contact end T were measured, and the respective wear amounts W1 and W2 were obtained. At that time, the load applied to the tire was 3750 kg per tire. The uneven wear performance was evaluated as W1-W2, and the smaller this value, the higher the uneven wear resistance. The obtained results are shown in Table 1.

Figure 2014218195
Figure 2014218195

表１より、発明例タイヤは、従来例タイヤおよび比較例タイヤに比べて偏摩耗性能、すなわち耐偏摩耗特性が大きく向上していることが分かる。   From Table 1, it can be seen that the inventive tires have significantly improved uneven wear performance, that is, uneven wear resistance, compared to the conventional tire and the comparative tire.

１、１０ 空気入りタイヤ
１１ カーカス
１２、１２ａ、１２ｂ 周方向ベルト
１２ａｅ、１２ｂｅ 周方向ベルトのタイヤ幅方向外側端
１３、１３ａ、１３ｂ 傾斜ベルト
１３ａｅ、１３ｂｅ 傾斜ベルトのタイヤ幅方向外側端
１４ トレッド
１５，１５ａ，１５ｂ 周方向溝
１５ｂｅ タイヤ幅方向最外側に位置する周方向溝のタイヤ幅方向外側端
１６，１６ａ，１６ｂ、１６ｃ 陸部
１６ｃ ショルダー陸部
１７ サイドウォール
Ｅ トレッド端
Ｔ トレッド接地端 DESCRIPTION OF SYMBOLS 1, 10 Pneumatic tire 11 Carcass 12, 12a, 12b Circumferential belts 12ae, 12be Circumferential belt outer ends 13, 13a, 13b of the circumferential belt Inclined belts 13ae, 13be Outer end 14 of the inclined belt in the tire width direction Tread 15, 15a, 15b Circumferential groove 15be Tire width direction outer end 16, 16a, 16b, 16c Land portion 16c Shoulder land portion 17 Side wall E Tread end T Tread grounding end of the circumferential groove located on the outermost side in the tire width direction

Claims (5)

１対のビードコア間でトロイド状に延びるカーカスを骨格とし、該カーカスのタイヤ径方向外側に、タイヤ周方向に延びるゴム被覆したコードからなる１層以上の周方向ベルトと、タイヤ赤道面に対し所定の傾斜角度で傾斜した方向に延びるゴム被覆したコードからなる複数層の傾斜ベルトと、トレッドとを順に備え、該トレッドは、タイヤ周方向に延びる、前記トレッドに複数の陸部を区画する複数本の周方向溝を有する空気入りタイヤにおいて、
前記周方向ベルトのタイヤ幅方向外側端および前記傾斜ベルトのタイヤ幅方向外側端は、タイヤ幅方向最外側に位置する前記周方向溝のタイヤ幅方向外側端よりタイヤ幅方向外側に位置し、
前記傾斜ベルトのタイヤ幅方向外側端は、前記周方向ベルトのタイヤ幅方向外側端よりタイヤ幅方向外側に位置し、
ベルト幅が最広幅の前記傾斜ベルトのタイヤ幅方向外側端は、タイヤ幅方向において、前記トレッドのタイヤ幅方向外側端とトレッド接地端との間に位置し、
タイヤ幅方向最外側に位置する前記陸部のタイヤ幅方向の幅は３０〜６５ｍｍである、
ことを特徴とする空気入りタイヤ。 A carcass extending in a toroidal shape between a pair of bead cores as a skeleton, one or more circumferential belts made of rubber-coated cords extending in the tire circumferential direction on the outer side in the tire radial direction of the carcass, and predetermined with respect to the tire equatorial plane A tread is provided in order with a plurality of inclined belts made of rubber-coated cords extending in a direction inclined at an inclination angle, and the tread extends in the tire circumferential direction, and the tread defines a plurality of land portions. In a pneumatic tire having a circumferential groove of
The outer end in the tire width direction of the circumferential belt and the outer end in the tire width direction of the inclined belt are located on the outer side in the tire width direction of the outer circumferential end of the circumferential groove located on the outermost side in the tire width direction,
The outer end in the tire width direction of the inclined belt is located on the outer side in the tire width direction from the outer end in the tire width direction of the circumferential belt,
The outer end in the tire width direction of the inclined belt having the widest belt width is located between the outer end in the tire width direction of the tread and the tread grounding end in the tire width direction,
The width in the tire width direction of the land portion located on the outermost side in the tire width direction is 30 to 65 mm.
A pneumatic tire characterized by that. 前記タイヤ幅方向最外側に位置する陸部のタイヤ幅方向の幅は４０〜５５ｍｍである、請求項１に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, wherein a width of the land portion located on the outermost side in the tire width direction is 40 to 55 mm. 前記タイヤの最大幅に対する、タイヤ幅方向最外側に位置する前記周方向溝のタイヤ幅方向外側端とタイヤ赤道面との間の距離は０．２８５以下である、請求項１または２に記載の空気入りタイヤ。   The distance between the tire width direction outer side edge of the said circumferential direction groove | channel located in the tire width direction outermost side with respect to the maximum width of the said tire, and a tire equatorial plane is 0.285 or less. Pneumatic tire. タイヤ幅方向最外側に位置する前記周方向溝のタイヤ幅方向外側端とタイヤ赤道面との間の距離に対する、前記周方向ベルトのタイヤ幅方向の幅は１．０５以上である、請求項１〜３のいずれか一項に記載の空気入りタイヤ。   The width in the tire width direction of the circumferential belt is 1.05 or more with respect to the distance between the tire width direction outer end of the circumferential groove located on the outermost side in the tire width direction and the tire equatorial plane. The pneumatic tire as described in any one of -3. 前記所定の傾斜角度は４０°以上９０°未満である、請求項１〜４のいずれか一項に記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 4, wherein the predetermined inclination angle is not less than 40 ° and less than 90 °.
JP2013099571A 2013-05-09 2013-05-09 Pneumatic tire Pending JP2014218195A (en)

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