JP3463831B2 - Radial tire with cap-based tread - Google Patents
Radial tire with cap-based treadInfo
- Publication number
- JP3463831B2 JP3463831B2 JP06199195A JP6199195A JP3463831B2 JP 3463831 B2 JP3463831 B2 JP 3463831B2 JP 06199195 A JP06199195 A JP 06199195A JP 6199195 A JP6199195 A JP 6199195A JP 3463831 B2 JP3463831 B2 JP 3463831B2
- Authority
- JP
- Japan
- Prior art keywords
- rubber
- tread
- cap
- base
- tire
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Landscapes
- Tires In General (AREA)
Description
【０００１】[0001]
【産業上の利用分野】この発明は耐摩耗性、耐湿潤路面
スキッド性能を損なうことなく、転がり抵抗、タイヤ走
行による騒音（以下騒音と略す）及び操縦安定性能を改
良したラジアルタイヤに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a radial tire with improved rolling resistance, tire running noise (hereinafter referred to as noise) and steering stability performance without impairing wear resistance and wet road skid performance. .
【０００２】[0002]
【従来技術】自動車の性能が向上してますます高速で走
行されるようになり、一方燃費を改善して二酸化炭素の
排出量を減少する社会的要請が高まって、安全の面から
タイヤの操縦安定性能の向上、環境の面から騒音、転が
り抵抗の低減が要請されるようになった。2. Description of the Related Art Since the performance of automobiles has been improved and the vehicle has been driven at higher speeds, the social demands for improving fuel efficiency and reducing carbon dioxide emissions have increased, and driving tires from the viewpoint of safety. Improvement of stability performance and reduction of noise and rolling resistance have been demanded from the environmental aspect.
【０００３】一般にガラス転移温度が比較的低いジエン
系ゴムまたはスチレン含有量の少ないスチレン−ブタジ
エンゴムを使用したゴム組成物は転がり抵抗が小さく、
発熱の原因であるヒステレシスロスに関係するタイヤ使
用温度での損失正接 tanδも小さく、このゴム組成物を
トレッドに用いたタイヤは転がり抵抗性能、騒音及び高
速耐久性能に優れるが、湿潤路面での耐スキッド性能、
耐摩耗性能及び操縦安定性能が劣る傾向にあり、この欠
点を補うためにゴム組成物に配合されるカーボンブラッ
クの粒子径を小さくするか、または配合量を多くして損
失正接を大きくすれば、硬度も高くなってこのゴム組成
物をトレッドに用いた場合、耐湿潤路面スキッド性能、
耐摩耗性能及び操縦安定性能は優れるが、転がり抵抗、
騒音及び高速耐久性能が悪化する。ゴムの種類、カーボ
ンブラックの種類と配合量などを調整して転がり抵抗、
耐スキッド性、耐摩耗性、発熱性などの性能を同時に改
良することは困難であった。そこで、高速で使用される
従来タイヤは、トレッドをタイヤ使用中摩耗する部分言
い換えればトレッドの溝深さに相当する厚さのキヤップ
ゴムとキャップゴムを下で支えるベースゴムとの二層で
構成し、キャップゴムには比較的ガラス転移温度の高い
ゴムに小粒子径の高補強性カーボンブラックを多量配合
して損失正接と硬度を大きくした耐摩耗性、耐耐湿潤路
面スキッド性能に優れたゴム組成物を用い、キャップゴ
ムの裏側にあって耐摩耗性及び湿潤路面スキッド性能に
直接関係しないベースゴムには、キャップゴムより粒子
径の大きいカーボンブラックを少量配合することによっ
てヒステレシスロスすなわち損失正接を小さくして転が
り抵抗と発熱を下げたゴム組成物が用いられ、トレッド
全体としての耐摩耗性能、耐湿潤路面スキッド性能、低
転がり抵抗、高速耐久性能などのバランスが計られてい
た。通常このように高性能タイヤのトレッドはキャップ
ベース構造にされてベースゴムの硬度は自ずとキャップ
ゴムより低くなっていた。Generally, a rubber composition using a diene rubber having a relatively low glass transition temperature or a styrene-butadiene rubber having a low styrene content has a small rolling resistance,
The loss tangent tan δ at the tire operating temperature, which is related to the hysteresis loss that is the cause of heat generation, is also small, and the tire using this rubber composition for the tread is excellent in rolling resistance performance, noise and high-speed durability performance, but is resistant to wet road surfaces. Skid performance,
Abrasion resistance performance and steering stability performance tend to be inferior, and if the particle diameter of carbon black compounded in the rubber composition in order to compensate for this drawback is reduced, or the loss tangent is increased by increasing the compounding amount, When the hardness also becomes high and this rubber composition is used for the tread, wet road surface skid performance,
Excellent in wear resistance and steering stability, but in rolling resistance,
Noise and high-speed durability deteriorate. Rolling resistance by adjusting the type of rubber, the type of carbon black and the blending amount,
It has been difficult to simultaneously improve performance such as skid resistance, abrasion resistance, and heat generation. Therefore, a conventional tire used at high speed is composed of two layers of a portion where the tread is worn during use of the tread, in other words, a cap rubber having a thickness corresponding to the groove depth of the tread and a base rubber supporting the cap rubber below, The cap rubber has a relatively high glass transition temperature and a large amount of highly reinforcing carbon black with a small particle size is added to increase the loss tangent and the hardness. A rubber composition with excellent wear resistance and wet skid resistance. The base rubber on the back side of the cap rubber, which is not directly related to wear resistance and wet road skid performance, contains a small amount of carbon black having a larger particle size than the cap rubber to reduce the hysteresis loss, that is, the loss tangent. A rubber composition that reduces rolling resistance and heat generation is used, and the wear resistance of the tread as a whole and wet skid resistance Performance, low rolling resistance, balance, such as high-speed durability has been scaled. Usually, the tread of such a high performance tire has a cap base structure, and the hardness of the base rubber is naturally lower than that of the cap rubber.
【０００４】[0004]
【発明が解決しようとする課題】しかし、上述の従来の
２層構造トレッドを具えたタイヤは耐耐湿潤路面スキッ
ド性能、耐摩耗性及び高速耐久性能は良好であるが騒音
が悪く、転がり抵抗及び操縦安定性能の面でなお改良の
余地があった。However, the tire having the above-mentioned conventional two-layer structure tread has good wet skid resistance, skid resistance, and high-speed durability, but has poor noise, rolling resistance, and rolling resistance. There was still room for improvement in terms of steering stability.
【０００５】この発明は、上記の２層構造トレッドを具
えたタイヤの良好な性能を保持しながら、要求水準に対
して不満足で上記タイヤの欠点である転がり抵抗、騒音
及び操縦安定性能をバランスよく向上させたラジアルタ
イヤを提供することを課題とする。According to the present invention, while maintaining the good performance of the tire having the above-mentioned two-layer structure tread, the tire is unsatisfactory with respect to the required level, and the rolling resistance, noise and steering stability which are the drawbacks of the tire are well balanced. An object is to provide an improved radial tire.
【０００６】[0006]
【課題を解決するための手段】この発明は、タイヤ円周
方向に対して直角に配列したコードで補強されたカーカ
スのクラウン部外周を円周方向に対して傾斜して配列し
たコードで補強されたベルトが取り囲み、トレッドゴム
でベルトを覆ったラジアル構造のタイヤにおいて、トレ
ッドゴムが、半径方向外面側に配置するキャップゴムと
その内面側に配置するベースゴムとでなり、さらにベー
スゴムはトレッドゴムの内面に沿って測定したトレッド
幅の２５〜７５％を持ち、内面側の幅方向中央部に位置
するセンタベースゴムとその幅方向外側に連なってトレ
ッドゴムの側端まで延びるサイドベースゴムとの２つの
要素で構成するか、或るいはキャップゴムとサイドベー
スゴムとを同じ組成物とし、センタベースゴムのみ異な
ったゴム組成物で形成するとともに各ゴムの損失正接の
大きさの関係を
キャップゴム≧サイドベースゴム＞センタベースゴム
硬度の大きさの関係を
キャップゴム≦サイドベースゴム＜センタベースゴム
としたキャップベース構造のトレッドを具えることによ
って課題を解決したものである。According to the present invention, a carcass reinforced by cords arranged at right angles to the tire circumferential direction is reinforced by cords arranged so that the outer circumference of the crown portion of the carcass is inclined with respect to the circumferential direction. In a radial tire in which the belt is surrounded and the belt is covered with a tread rubber, the tread rubber consists of a cap rubber arranged on the outer side in the radial direction and a base rubber arranged on the inner side of the tread rubber. Of the center base rubber that has 25 to 75% of the tread width measured along the inner surface of the, and is located in the center portion in the width direction on the inner surface side, and the side base rubber that extends to the side end of the tread rubber that is continuous to the outer side in the width direction. It is composed of two elements, or the cap rubber and the side base rubber have the same composition, and only the center base rubber has a different rubber composition. The relationship between the magnitude of loss tangent of each rubber is cap rubber ≧ side base rubber> Center base rubber hardness magnitude is cap rubber ≦ side base rubber <center base rubber It is a solution to the problem.
【０００７】[0007]
【作用】トレッドが接地したとき、トレッド表面が路面
に当たるときの打撃音、トレッドの溝内にある空気が急
激に圧縮されて生じるポンピング音などの騒音が生じる
が、この騒音はトレッドゴムの損失正接を大きくすれば
ヒステレシスロスで音の振動エネルギーが減衰され、小
さくなることが知られている。ところがベースゴムの損
失正接を大きくすれば振動による騒音は小さくなるが、
転がり抵抗はゴム組成物の損失正接が大きいほど、また
圧縮などによる変形の仕事量が大きいほど大きくなるの
で転がり抵抗に関しては損失正接を大きくするのは好ま
しくない。一方トレッド表面は幅方向と周方向に曲面と
なっているので楕円に近い形で接地する。この接地面輪
郭のタイヤ周方向に対向する点間の距離所謂接地長が大
きい部分すなわちトレッド幅方向中央部を構成する位置
に接地中心と車両のアライメントからなるトレールの作
用点があり、この部分のゴム特性はタイヤに作用する横
力に大きく影響する。また、転がり抵抗に対してはトレ
ッド幅方向両端分の歪が最も大きく影響するが、トレッ
ド幅方向中央部の圧縮による歪も無視できない。従って
センタベースゴムの損失正接を可能な限り小さくするこ
とによって転がり抵抗性能の維持向上ができる。さら
に、センタベースゴムの硬度を可能な限り大きくするこ
とによって横力に対して剪断及びねじり剛性の維持向上
ができる。一方トレッド幅方向両端部は歪が大きく、拘
束力が小さいため振動しやすく、騒音のエネルギーが大
きくなる。サイドベースゴムの損失正接が大きくなれば
振動による騒音のエネルギーが減衰され、騒音が小さく
なる。しかし、サイドベースゴムの転がり抵抗への寄与
はセンタベースゴムよりも大きいため、損失正接がキャ
ップゴムよりも大きくなれば転がり抵抗が大きくなるの
で、損失正接がセンタベースゴムより大きいが、キャッ
プゴムより小さいか或るいは同じになっていることによ
って転がり抵抗の増大が最小限に抑制されながら騒音が
小さくなる。言い換えれば、損失正接の関係をサイドベ
ースゴム＞キャップゴムにすれば転がり抵抗が大きくな
って燃費が悪くなり、サイドベースゴム＜センタベース
ゴムにすれば騒音の減少作用が低下する。[Operation] When the tread touches the ground, noise such as impact noise when the tread surface hits the road surface and pumping noise generated when the air in the groove of the tread is suddenly compressed occurs. This noise is the loss tangent of the tread rubber. It is known that if is increased, the vibration energy of the sound is attenuated by the hysteresis loss and becomes smaller. However, if the loss tangent of the base rubber is increased, the noise due to vibration is reduced,
Since the rolling resistance increases as the loss tangent of the rubber composition increases and the work of deformation due to compression increases, it is not preferable to increase the loss tangent with respect to rolling resistance. On the other hand, the tread surface has a curved surface in the width direction and the circumferential direction, so the tread is grounded in an elliptical shape. The distance between points facing each other in the tire circumferential direction of the contact surface contour is a portion where the so-called contact length is large, that is, a position that constitutes the central portion in the tread width direction, and there is an action point of the trail composed of the center of contact and the alignment of the vehicle. The rubber property has a great influence on the lateral force acting on the tire. Further, although the strains at both ends in the tread width direction have the greatest influence on the rolling resistance, the strain due to the compression of the central portion in the tread width direction cannot be ignored. Therefore, it is possible to maintain and improve the rolling resistance performance by making the loss tangent of the center base rubber as small as possible. Further, by increasing the hardness of the center base rubber as much as possible, it is possible to maintain and improve shearing and torsional rigidity against lateral force. On the other hand, both ends in the tread width direction have large strain and a small restraining force, so that they easily vibrate and noise energy increases. If the loss tangent of the side base rubber is large, the energy of noise due to vibration is attenuated and the noise is reduced. However, the contribution of the side base rubber to the rolling resistance is larger than that of the center base rubber, so if the loss tangent is larger than that of the cap rubber, the rolling resistance will be larger. By being small or the same, noise is reduced while the increase in rolling resistance is minimized. In other words, if the relationship of the loss tangent is side base rubber> cap rubber, rolling resistance becomes large and fuel consumption deteriorates, and if side base rubber <center base rubber, the noise reducing action is reduced.
【０００８】自動車にヨーイングが発生してタイヤの進
行方向が変えらるとき、先ず車体の慣性によりトレッド
表面部では主として車体進行方向の分力が作用し、カー
カスには主としてタイヤの進行方向の分力が作用し、ト
レッドゴム内に荷重中心線近傍に中心があるねじれ応力
が生じ、この反力でトレッド表面部がタイヤ進行方向に
引き寄せられて車体の進行方向が変わる。このときトレ
ッドの硬度が低く、変形しやすいと変形によってねじれ
応力が緩和されて操舵力の伝達に遅れが生じ、車体にヨ
ーイングが発生せず所謂操舵応答性のニュートラル感が
悪くなる。これを改善するためトレッドゴムの硬度を高
くして変形しにくくすればニュートラル感は改良される
が、キャップゴムは周方向溝または交差溝で小片に区画
されていてねじれ剛性が小さいので、硬度を高くしても
ニュートラル感の改良効果が小さく、却って湿潤路面で
のスキッド抵抗が小さくなる傾向にあり、従来使用され
ていた範囲よりも硬度を高くするのは好ましくない。ヨ
ーイングが発生するとき、タイヤに作用する荷重の中心
線はタイヤ中心線からずれ、片寄った側のトレッド端部
は変形して接地面の力の分布が変わり、横滑りが防止さ
れるが、端部のゴム組成物の硬度を高くすれば変形しに
くくなって横滑りしやすくなるので、硬度を低くする。
そこでねじれ応力の中心線が来るベースゴムの幅方向中
央部に位置するセンタベースゴムをキャップゴムより硬
度が高いゴム組成物で形成して、変形によるねじれ応力
の緩和を小さくすると操舵応答性のニュートラル感が改
良される。変形によるねじれ応力の緩和作用が小さい部
分にあるキャップゴムは耐湿潤スキッド性を重視して硬
度をセンタベースゴムより低くし、サイドベースゴムは
硬度がセンタベースゴムより低いが、キャップゴムより
高いかまたは同じであるゴム組成物で形成されているの
でトレッド端での変形が容易になって横滑りが防止さ
れ、他の性能を損なわずに操舵応答性のニュートラル感
がよくなる。センタベースゴムとサイドベースゴムが同
じ硬度で、キャップゴムより硬度が高くその差が小さい
ときは操舵ニュートラル感の改良効果が小さく、差が大
きくなれば横滑りしやすくなる。When yawing occurs in a vehicle and the tire traveling direction is changed, a component force mainly in the vehicle traveling direction acts on the tread surface portion due to the inertia of the vehicle body, and a carcass is mainly divided in the vehicle traveling direction. A force acts to generate a torsional stress in the tread rubber, the center of which is near the load center line, and the reaction force pulls the tread surface portion in the tire traveling direction to change the traveling direction of the vehicle body. At this time, if the hardness of the tread is low and the tread is easily deformed, the torsional stress is relaxed due to the deformation, the transmission of the steering force is delayed, and yawing does not occur in the vehicle body, so that a so-called steering response neutral feeling is deteriorated. To improve this, if the hardness of the tread rubber is increased to make it difficult to deform, the neutral feeling is improved, but the cap rubber is divided into small pieces with circumferential grooves or cross grooves and has a small torsional rigidity, so the hardness is Even if it is increased, the effect of improving the neutral feeling is small, and the skid resistance on the wet road surface tends to be small on the contrary, and it is not preferable to make the hardness higher than the range conventionally used. When yawing occurs, the center line of the load acting on the tire deviates from the center line of the tire, and the tread end on the side of the tire is deformed to change the distribution of the force on the ground contact surface and prevent skidding. If the hardness of the rubber composition is increased, the rubber composition is less likely to be deformed and is likely to slip, so the hardness is reduced.
Therefore, if the center base rubber located at the center of the base rubber in the width direction where the center line of the torsional stress is located is made of a rubber composition having a hardness higher than that of the cap rubber to reduce the relaxation of the torsional stress due to the deformation, the steering response is neutral. The feeling is improved. The cap rubber in the part where the effect of relaxing the torsional stress due to deformation is small, the hardness is lower than that of the center base rubber with emphasis on wet skid resistance, and the hardness of the side base rubber is lower than that of the center base rubber, but is it higher than the cap rubber? Alternatively, since they are made of the same rubber composition, deformation at the tread edge is facilitated, skid is prevented, and the neutral feeling of steering response is improved without impairing other performance. When the center base rubber and the side base rubber have the same hardness and the hardness is higher than the cap rubber and the difference between them is small, the effect of improving the steering neutral feeling is small, and if the difference is large, the skid easily occurs.
【０００９】センタベースゴムの幅Ｗｃはトレッドゴム
の内面に沿って測定したトレッドゴム幅Ｗの２５〜７５
％の範囲にされる。ＷｃがＷの２５％より狭いときはタ
イヤ性能におけるサイドベースゴムを形成するゴム組成
物の特性の寄与が大きくなって転がり抵抗が大きくな
り、操舵ニュートラル感の改良作用が小さく、反対に７
５％より広いときはセンタベースゴムを形成するゴム組
成物の特性の寄与が大きくなって騒音減少作用が小さく
なる。The width Wc of the center base rubber is 25 to 75 of the tread rubber width W measured along the inner surface of the tread rubber.
It is set in the range of%. When Wc is less than 25% of W, the contribution of the properties of the rubber composition forming the side base rubber to the tire performance increases, the rolling resistance increases, and the effect of improving the steering neutral feeling is small.
When it is wider than 5%, the contribution of the properties of the rubber composition forming the center base rubber becomes large and the noise reducing action becomes small.
【００１０】[0010]
【実施例】図１はこの発明に係るキャップベース構造の
トレッドを具えたラジアルタイヤの断面図である。1 is a sectional view of a radial tire equipped with a tread having a cap base structure according to the present invention.
【００１１】断面図に基づいてこの発明を説明する。１
はタイヤ円周方向に対して直角に配列したコードで補強
されたカーカスである。円周方向に対して傾斜して配列
したコードで補強されたベルト５が、上記カーカス１の
クラウン部外周を取り囲むようにして配設され、ベルト
５の外側はトレッドゴム２で覆われている。トレッドゴ
ム２は半径方向外側のキャップゴム３と内側のベースゴ
ム４とで構成され、キャップゴムには円周方向に配向し
た複数本の縦溝６と必要に応じて複数本の横溝が具えら
れ（図示せず）、キャップゴムの厚さは縦溝６の深さと
略同じにされ、ベースゴムの厚みは１〜３mmに設定され
る。ベースゴム４は幅方向の中央部にあるセンタベース
ゴム４ｃとセンタベースゴム４ｃのそれぞれの側端から
トレッドゴム２の側端まで延びるサイドベースゴム４ｓ
で形成され、センタベースゴム４ｃの幅Ｗｃはトレッド
ゴムの内面に沿って測定したトレッドゴム幅Ｗの２５〜
７５％である。The present invention will be described with reference to sectional views. 1
Is a carcass reinforced by cords arranged at right angles to the tire circumferential direction. A belt 5 reinforced by cords arranged so as to be inclined with respect to the circumferential direction is arranged so as to surround the outer circumference of the crown portion of the carcass 1, and the outer side of the belt 5 is covered with a tread rubber 2. The tread rubber 2 is composed of a cap rubber 3 on the outer side in the radial direction and a base rubber 4 on the inner side. The cap rubber is provided with a plurality of longitudinal grooves 6 oriented in the circumferential direction and, if necessary, a plurality of lateral grooves. The thickness of the cap rubber (not shown) is set to be substantially the same as the depth of the vertical groove 6, and the thickness of the base rubber is set to 1 to 3 mm. The base rubber 4 extends from the respective side ends of the center base rubber 4c and the center base rubber 4c at the center portion in the width direction to the side ends of the tread rubber 2s.
And the width Wc of the center base rubber 4c is 25 to 25 mm of the tread rubber width W measured along the inner surface of the tread rubber.
75%.
【００１２】キャッブゴム３をスチレン含有量２３．５
％の乳化重合スチレン−ブタジエンゴムをゴムの主成分
にして表１に示す２３℃で測定した損失正接及び硬度を
持つゴム組成物で形成し，サイドベースゴム４ｓ及びセ
ンタベースゴム４ｃのそれぞれをスチレン含有量１０％
の溶液重合スチレン−ブタジエンゴムをゴムの主成分に
して表１に示す損失正接及び硬度のゴム組成物で形成し
たタイヤサイズ１９５／５５Ｒ１５のラジアルタイヤを
作成して転がり抵抗、タイヤ騒音、操舵ニュートラル感
を評価し表１に結果を示した。尚実施例タイヤ４はキャ
ッブゴム３とサイドベースゴム４ｓを同じゴム組成物で
形成したものである。The cab rubber 3 has a styrene content of 23.5.
% Emulsion-polymerized styrene-butadiene rubber was used as the main component of the rubber to form a rubber composition having a loss tangent and hardness measured at 23 ° C. shown in Table 1, and the side base rubber 4s and the center base rubber 4c were each made of styrene. Content 10%
A radial tire of tire size 195 / 55R15 formed from a rubber composition having the loss tangent and hardness shown in Table 1 using the solution-polymerized styrene-butadiene rubber as the main component of the rubber was prepared to produce rolling resistance, tire noise, and steering neutral feeling. Was evaluated and the results are shown in Table 1. In the example tire 4, the cab rubber 3 and the side base rubber 4s are formed of the same rubber composition.
【００１３】この発明の効果を確認する比較例タイヤを
次の条件及び表１に示す条件のみ実施例タイヤと変え、
他の条件は同じにして作成した。比較例タイヤＣ１はト
レッドゴムを１種類のゴム組成物で形成したものであ
り、比較例タイヤＣ２とＣ３はトレッドをキャップゴム
と単一構造のベースゴムとで２層構造に形成したもので
あり、比較例タイヤＣ４は損失正接の関係をセンタベー
スゴム＞サイドベースゴム、硬度の関係をセンタベース
ゴム＜サイドベースゴムにしたものであり、比較例タイ
ヤＣ５はトレッドゴム幅に対するセンタベースゴムの幅
の比率所謂センタベースゴム比率を８０％にしたもので
ある。Comparative tires for confirming the effects of the present invention were changed from the example tires only under the following conditions and the conditions shown in Table 1,
Other conditions were made the same. Comparative example tire C1 is a tread rubber formed of one type of rubber composition, and comparative example tires C2 and C3 are treads formed in a two-layer structure with a cap rubber and a base rubber having a single structure. Comparative tire C4 has a loss tangent relationship of center base rubber> side base rubber, and a hardness relationship of center base rubber <side base rubber. Comparative tire C5 has a width of the center base rubber with respect to a tread rubber width. The so-called center base rubber ratio is 80%.
【００１４】転がり抵抗は米国の自動車技術者協会試験
法ＳＡＥ Ｊ１２６９に準じて測定して比較例タイヤ１
の測定値を１００とした指数で示し、値が小さいほど転
がり抵抗が小さく、好ましい。Rolling resistance was measured according to the American Society of Automotive Engineers test method SAE J1269 and Comparative Tire 1
The value is shown as an index with the measured value as 100, and the smaller the value, the smaller the rolling resistance, which is preferable.
【００１５】タイヤ騒音は、自動車技術協会試験法試験
ＪＡＳＯ Ｃ６０６の実車惰行試験法に基づき測定速度
６０km／hr時の騒音の大きさを測定し、比較例タイヤ１
の騒音との差異を示し、値が低いほど好ましい。The tire noise was measured by measuring the noise level at a measuring speed of 60 km / hr based on the actual vehicle coasting test method of the Society of Automotive Engineers of Japan test method test JASO C606.
The lower the value, the better.
【００１６】操舵ニュートラル感は、試験タイヤを装着
した自動車を交替で５人のドライバーが速度１２０km／
hrで車線変更を行いハンドル操作の状態を感覚で評価
し、比較例タイヤ１を１００として指数で示し、値が大
きいほど優れている。[0016] The steering neutral feeling is that five drivers change the vehicle equipped with test tires at a speed of 120 km /
Change the lane in hr and visually evaluate the state of steering wheel operation, and show the index with the tire of Comparative Example 100 as 100. The larger the value, the better.
【００１７】[0017]
【表１】 [Table 1]
【００１８】実施例タイヤはトレッドゴムを単一ゴム組
成物で形成した比較例Ｃ１タイヤより転がり抵抗、騒音
が小さく、ニュートラル感が改良されている。比較例タ
イヤＣ２はベースゴムをキャップゴムより損失正接が小
さく硬度が低いゴム組成物の１種類で形成された従来の
キャップベース構造のタイヤであり、比較例タイヤＣ１
に比して転がり抵抗は小さいが騒音が大きく、ニュート
ラル感も悪くなってる。比較例タイヤＣ３はトレッドゴ
ムがキャップゴムとキャップゴムより損失正接が小さ
く、硬度が高いゴム組成物の１種類でされたベースゴム
とで形成された２層構造のタイヤであって、タイヤＣ１
に比して騒音が大きくなっている。比較例タイヤＣ４は
センターベースゴムをサイドベースゴムより損失正接を
大きく、硬度を低くしたタイヤで、タイヤＣ１に比較し
て騒音が大きくなっている。比較例タイヤＣ５はセンタ
ーベースゴム比率を８０％にしたタイヤで、タイヤＣ１
に比して転がり抵抗、ニュートラル感は改良されている
が、騒音が悪くなっている。The example tires have less rolling resistance and noise than the comparative example C1 tire in which the tread rubber is formed of a single rubber composition, and the neutral feeling is improved. The comparative example tire C2 is a tire having a conventional cap base structure in which the base rubber is formed of one type of rubber composition having a smaller loss tangent and a lower hardness than the cap rubber, and the comparative example tire C1.
Rolling resistance is small compared to, but the noise is loud and the neutral feeling is poor. Comparative tire C3 is a tire having a two-layer structure in which the tread rubber is made of a cap rubber and a base rubber made of one kind of rubber composition having a loss tangent smaller than that of the cap rubber and having a high hardness.
The noise is louder than. The comparative tire C4 is a tire in which the center base rubber has a larger loss tangent and a lower hardness than the side base rubber, and the noise is larger than that of the tire C1. The comparative example tire C5 is a tire having a center base rubber ratio of 80%, and is a tire C1.
Rolling resistance and neutral feeling are improved compared to, but noise is worse.
【００１９】[0019]
【発明の効果】キャップベース構造トレッドのベースを
サイドベースゴムとセンタベースゴムの２つの要素で構
成し、転がり抵抗と操舵応答性能への寄与が大きいセン
タベースゴムの損失正接をキャップゴム、サイドベース
ゴム、センタベースゴムの３要素中最小にし、硬度を最
大にすることにより転がり抵抗を小さくし、操舵応答に
おけるニュートラル感を改良する。またサイドベースゴ
ムの損失正接をセンタベースゴムより大きくすることに
より騒音発生を減少する。The base of the cap base structure tread is composed of two elements, the side base rubber and the center base rubber, and the loss tangent of the center base rubber, which greatly contributes to rolling resistance and steering response performance, is determined by the cap rubber and the side base. By minimizing the rubber and center base rubber among the three elements and maximizing the hardness, the rolling resistance is reduced and the neutral feeling in the steering response is improved. In addition, noise loss is reduced by making the loss tangent of the side base rubber larger than that of the center base rubber.
【図１】この発明のキャップベース構造のトレッドを具
えたラジアルタイヤの断面図。FIG. 1 is a cross-sectional view of a radial tire including a tread having a cap base structure according to the present invention.
【符号の説明】 ２ トレッド ３ キャップゴム ４ ベースゴム ４ｃ センタベースゴム ４ｓ サイドベースゴム ６ トレッドの溝 Ｗ 内面に沿って測定したトレッドゴム幅 Ｗｃ 内面に沿って測定したセンタベースゴム幅[Explanation of symbols] 2 tread 3 cap rubber 4 base rubber 4c Center base rubber 4s side base rubber 6 tread groove W Width of tread rubber measured along the inner surface Wc Center base rubber width measured along the inner surface
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平５−246212（ＪＰ，Ａ) 特開 昭64−52506（ＪＰ，Ａ) 特開 昭63−235105（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60C 11/00 ─────────────────────────────────────────────────── ─── Continuation of front page (56) References JP-A-5-246212 (JP, A) JP-A 64-52506 (JP, A) JP-A 63-235105 (JP, A) (58) Field (Int.Cl. 7 , DB name) B60C 11/00
Claims (3)
コードで補強されたカーカスのクラウン部外周を円周方
向に対して傾斜して配列したコードで補強されたベルト
が取り囲み、ベルトがキャップゴムとベースゴムの２層
構造のトレッドゴムで覆われたラジアル構造のタイヤに
おいて、トレッドゴムが、キャップゴムとトレッドゴム
の内面側中央部にあって内面に沿って測定したトレッド
ゴム幅の２５〜７５％を占めるセンタベースゴム及びセ
ンタベースゴムに連なってトレッドの側端まで延びるサ
イドベースゴムの３種類のゴムでなり、 前記トレッドゴムを構成する３種類のゴム組成物の損失
正接の大きさの関係がサイドベースゴム＞センタベース
ゴムであると同時に硬度の大きさの関係がサイドベース
ゴム＜センタベースゴムである ことを特徴とするキャッ
プベース構造のトレッドを具えたラジアルタイヤ。1. A belt reinforced by a cord reinforced by cords arranged at a right angle to the tire circumferential direction, the crown portion of a carcass reinforced with cords arranged obliquely with respect to the circumferential direction, and the belt is capped. In a radial structure tire covered with a two-layer tread rubber of a rubber and a base rubber, the tread rubber is located at the center of the inner surface side of the cap rubber and the tread rubber and has a tread rubber width of 25 to 25 measured along the inner surface. Ri such three kinds of rubber of the side base rubber extending to side edges of the tread continuous to center the base rubber and the center base rubber accounts for 75% loss of three rubber composition constituting the tread rubber
The relation of tangent size is side base rubber> center base
At the same time as the rubber, the relationship of hardness is side base
Rubber <Center base rubber Radial tire with a tread with a cap base structure characterized by:
物の損失正接の大きさの関係がキャップゴム＞サイドベ
ースゴム＞センタベースゴムであると同時に硬度の大き
さの関係がキャップゴム＜サイドベースゴム＜センタベ
ースゴムである請求項１記載のキャップベース構造のト
レッドを具えたラジアルタイヤ。2. The relationship between the magnitudes of loss tangents of the three rubber compositions constituting the tread rubber is cap rubber> side base rubber> center base rubber, and at the same time the hardness magnitudes are cap rubber <side. A radial tire having a tread having a cap base structure according to claim 1, wherein base rubber <center base rubber.
ードで補強されたカーカスのクラウン部外周が円周方向
に対して傾斜して配列したコードで補強されたベルトが
取り囲まれ、ベルトがキャップゴムとベースゴムの２層
構造のトレッドゴムで覆われたラジアル構造のタイヤに
おいて、トレッドゴムが半径方向外面側に配置されるキ
ャップゴムと、トレッドゴムの内面に沿って測定したト
レッド幅の２５〜７５％の幅を有して内面側の幅中央部
にキャップゴムで覆われるようにして配置され、キャッ
プゴムより損失正接が小さく硬度が高いセンタベースゴ
ムとでなることを特徴とするキャップベース構造のトレ
ッドを具えたラジアルタイヤ。3. A belt reinforced by cords arranged so that the crown portion of a carcass reinforced by cords arranged at right angles to the tire circumferential direction is inclined with respect to the circumferential direction, and the belt is surrounded. In a radial tire covered with a two-layer tread rubber consisting of a cap rubber and a base rubber, the tread rubber is arranged on the outer side in the radial direction, and the tread width measured along the inner surface of the tread rubber is 25 A cap base having a width of ˜75% and being arranged so as to be covered with a cap rubber at the center of the width on the inner surface side, and having a lower loss tangent and a higher hardness than the cap rubber. Radial tire with structural tread.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP06199195A JP3463831B2 (en) | 1995-02-24 | 1995-02-24 | Radial tire with cap-based tread |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP06199195A JP3463831B2 (en) | 1995-02-24 | 1995-02-24 | Radial tire with cap-based tread |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08230412A JPH08230412A (en) | 1996-09-10 |
| JP3463831B2 true JP3463831B2 (en) | 2003-11-05 |
Family
ID=13187180
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP06199195A Expired - Fee Related JP3463831B2 (en) | 1995-02-24 | 1995-02-24 | Radial tire with cap-based tread |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3463831B2 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4653453B2 (en) * | 2004-10-20 | 2011-03-16 | 住友ゴム工業株式会社 | Method for forming raw tread rubber, and pneumatic tire using raw tread rubber formed thereby |
| JP5269326B2 (en) * | 2007-02-01 | 2013-08-21 | 株式会社ブリヂストン | Motorcycle tires |
| JP5164445B2 (en) * | 2007-06-20 | 2013-03-21 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP5057522B2 (en) * | 2008-05-30 | 2012-10-24 | 株式会社ブリヂストン | tire |
| JP5693124B2 (en) * | 2010-10-04 | 2015-04-01 | 株式会社ブリヂストン | Pneumatic tire |
| JP6401577B2 (en) * | 2014-10-27 | 2018-10-10 | 住友ゴム工業株式会社 | Pneumatic tire |
| CN114734758B (en) * | 2022-05-13 | 2023-09-01 | 青岛双星轮胎工业有限公司 | Method for improving NVH (noise and harshness) of tire and tire |
-
1995
- 1995-02-24 JP JP06199195A patent/JP3463831B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH08230412A (en) | 1996-09-10 |
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