JP5715452B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP5715452B2
JP5715452B2 JP2011054305A JP2011054305A JP5715452B2 JP 5715452 B2 JP5715452 B2 JP 5715452B2 JP 2011054305 A JP2011054305 A JP 2011054305A JP 2011054305 A JP2011054305 A JP 2011054305A JP 5715452 B2 JP5715452 B2 JP 5715452B2
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tread
tire
layer portion
rubber layer
tread rubber
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JP2012188040A (en
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土橋　秀行
秀行 土橋
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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
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0041—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers
    • B60C11/005—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers
    • 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 

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

Description

本発明は空気入りタイヤ、なかでもスタッドレスタイヤに関するものであり、特には、転がり抵抗の低減を、タイヤの他の性能を損なうことなく実現する技術を提案するものである。   The present invention relates to a pneumatic tire, particularly a studless tire, and in particular, proposes a technique for realizing a reduction in rolling resistance without impairing other performances of the tire.

空気入りタイヤ、なかでも氷上、雪上での走行性能に優れるスタッドレスタイヤにおいては、氷雪路面走行時の各種性能（乗心地性、操縦安定性等）の向上を図りつつ、一般の路面走行時においても所期するタイヤ性能を発揮させるべく、これまで種々の提案が行われており、このような空気入りタイヤとしては、例えば特許文献１に記載されているような、トレッドゴムを、タイヤ径方向外側に位置する発泡ゴムと、タイヤ径方向内側に位置する非発泡ゴムの２層構造としたタイヤが知られている。
このタイヤによれば、発泡ゴム内の独立気泡を氷雪路面上の水膜の逃げ場とすることができるので、高い氷雪性能を得ることができるとともに、非発泡ゴムで、発泡ゴムの走行時の変形を抑制することで、通常の路面走行時における耐摩耗性も、他のスタッドレスタイヤに比して有効に高めることができる。 Pneumatic tires, especially studless tires with excellent driving performance on ice and snow, improve various performances (riding comfort, handling stability, etc.) when driving on icy and snowy roads, and even when driving on general roads. Various proposals have been made so far in order to exert the desired tire performance. As such a pneumatic tire, for example, a tread rubber as described in Patent Document 1 is used as an outer side in the tire radial direction. There is known a tire having a two-layer structure of a foamed rubber located in the tire and a non-foamed rubber located on the inner side in the tire radial direction.
According to this tire, since the closed cells in the foamed rubber can be used as a refuge for the water film on the snowy and snowy road surface, high snowy and snowy performance can be obtained and the foamed rubber can be deformed when the foamed rubber is running. By suppressing the above, it is possible to effectively improve the wear resistance during normal road running as compared with other studless tires.

特開平５−３３８４１０号公報JP-A-5-338410

ところで近年は、地球温暖化をはじめとする環境問題への取り組みが重要視されており、環境負荷を小さくすることが求められていて、このことはスタッドレスタイヤについても例外ではなく、タイヤの転がり抵抗の低減を図ることで、タイヤを装着する乗用車等の燃費の向上に寄与することが期待されている。
なお、スタッドレスタイヤを氷雪路面上で使用する際には、日本自動車タイヤ協会（ＪＡＴＭＡ）の規格により、トレッド部に設けられて周方向に連続して延在する主溝の深さが、新品時の１／２以上残っていることが必要である。このため、従来は、上記発泡ゴムの厚みを主溝の深さの１／２程度とすることで、氷雪路面走行時におけるタイヤ性能を確保する一方、非発泡ゴムは、氷雪路面に対する摩耗限界後に一般の路面での使用されることを想定して、ゴム組成が選択されていた。
これがため、転がり抵抗の低減を図るにも、非発泡ゴムを限られた種類のゴムから選択せざるを得ず、それ故に、タイヤの各種性能を損なうことなく転がり抵抗の十分な低減を図ることができる技術は未だ確立されておらず、従来のスタッドレスタイヤの性能を維持したまま、転がり抵抗の十分な低減を図ることができる優れた空気入りタイヤの出現が切に望まれていた。 By the way, in recent years, efforts for environmental problems such as global warming have been regarded as important, and there has been a demand for reducing the environmental burden. This is no exception for studless tires, and the rolling resistance of tires By reducing this, it is expected to contribute to an improvement in fuel consumption of passenger cars and the like that are equipped with tires.
In addition, when using studless tires on icy and snowy road surfaces, the depth of the main groove provided in the tread and extending continuously in the circumferential direction is determined according to the standards of the Japan Automobile Tire Association (JATMA). It is necessary that at least 1/2 of the remaining. For this reason, conventionally, by setting the thickness of the foamed rubber to about ½ of the depth of the main groove, the tire performance at the time of running on an icy and snowy road surface is ensured. The rubber composition was selected on the assumption that it would be used on a general road surface.
For this reason, in order to reduce rolling resistance, non-foamed rubber must be selected from a limited type of rubber, and therefore rolling resistance can be sufficiently reduced without impairing various performances of the tire. However, the technology capable of reducing the rolling resistance while maintaining the performance of the conventional studless tire has been urgently desired.

本発明の目的は、氷雪路面及び通常の路面を問わず、乗心地性、操縦安定性等をはじめとするタイヤの各種性能を維持したまま、転がり抵抗の十分な低減を図ることができる空気入りタイヤを提供することにある。   The object of the present invention is to provide a pneumatic system capable of sufficiently reducing rolling resistance while maintaining various performances of tires including riding comfort and steering stability regardless of whether the road surface is snowy or normal. To provide tires.

本発明は、トレッド部に、タイヤ径方向内外に少なくとも３種類のゴム層で形成されるトレッドゴムを備えるとともに周方向に連続して延びる主溝を１本以上有する空気入りタイヤにおいて、最外層のトレッドゴム層部分を、発泡率が１０〜３０％となる発泡ゴムで形成し、最内層のトレッドゴム層部分を、６０℃におけるｔａｎδが０．１５以下の非発泡ゴムで形成するとともに、トレッド踏面から最外層のトレッドゴム層部分のタイヤ径方向内面までの距離を、主溝の最大深さの１／２以上とし、トレッド踏面から最内層のトレッドゴム層部分のタイヤ径方向外面までの距離を、主溝の最大深さから１．６ｍｍ除算した値より大きくしてなる空気入りタイヤにある。   The present invention relates to a pneumatic tire having a tread portion including a tread rubber formed of at least three types of rubber layers inside and outside in the tire radial direction and having at least one main groove extending continuously in the circumferential direction. The tread rubber layer portion is formed of foamed rubber having a foaming ratio of 10 to 30%, and the innermost tread rubber layer portion is formed of non-foamed rubber having a tan δ at 60 ° C. of 0.15 or less. The distance from the tread rubber layer portion of the outermost layer to the inner surface in the tire radial direction is 1/2 or more of the maximum depth of the main groove, and the distance from the tread tread surface to the outer surface in the tire radial direction of the tread rubber layer portion of the innermost layer The pneumatic tire is larger than the value obtained by dividing 1.6 mm from the maximum depth of the main groove.

かかる空気入りタイヤにおいては、最外層トレッドゴム層部分と最内層トレッドゴム層部分との相互間に配設される中間層トレッドゴム層部分を、非発泡ゴムで形成する。
 In such a pneumatic tire, an intermediate layer tread rubber layer portion disposed therebetween with the outermost tread rubber layer portion and the innermost tread rubber layer portion is formed in a non-foamed rubber.

本発明においては、最外層のトレッドゴム層部分を、発泡率が１０〜３０％となる発泡ゴムで形成し、トレッド踏面から最外層のトレッドゴム層部分のタイヤ径方向内面までの距離を、主溝の最大深さの１／２以上としているので、氷雪路面上におけるタイヤの各種性能を十分に維持することができる。
そして、トレッド踏面から最内層のトレッドゴム層部分のタイヤ径方向外面までの距離を、主溝の最大深さから１．６ｍｍ除算した値より大きくしているので、ＪＩＳ−Ｄ４２３０に規定するトレッドウェアインジケータに達するまでタイヤが摩耗しても、最内層のトレッドゴム層部分が露出することがなく、これがため、最内層のトレッドゴム層部分に所要のゴム種を適用することができる。これにより本発明では、最内層のトレッドゴム層部分を、６０℃におけるｔａｎδが０．１５以下となる非発泡ゴムで形成することで、転がり抵抗の十分な低減を図ることができる。 In the present invention, the outermost tread rubber layer portion is formed of foamed rubber having an expansion ratio of 10 to 30%, and the distance from the tread tread surface to the inner surface in the tire radial direction of the outermost tread rubber layer portion is Since it is set to 1/2 or more of the maximum depth of the groove, various performances of the tire on the snowy and snowy road surface can be sufficiently maintained.
And since the distance from the tread tread surface to the outer surface in the tire radial direction of the tread rubber layer portion of the innermost layer is larger than the value obtained by dividing 1.6 mm from the maximum depth of the main groove, the tread wear specified in JIS-D4230 Even if the tire is worn until the indicator is reached, the innermost tread rubber layer portion is not exposed, so that the required rubber type can be applied to the innermost tread rubber layer portion. Thus, in the present invention, the rolling resistance can be sufficiently reduced by forming the innermost tread rubber layer portion with non-foamed rubber having a tan δ at 60 ° C. of 0.15 or less.

中間層トレッドゴム層部分に、非発泡ゴムを採用する場合は、発泡ゴムからなる最外層トレッドゴム層部分の剛性の低さを、非発泡ゴムの中間層トレッドゴム層部分で補うことで、操縦安定性をより高めることができる。   When non-foamed rubber is used for the tread rubber layer part of the intermediate layer, the low-rigidity of the outermost tread rubber layer part made of foamed rubber is compensated by the intermediate tread rubber layer part of the non-foamed rubber. Stability can be further increased.

本発明にしたがう空気入りタイヤの実施の形態を示す、タイヤの子午線方向の半部断面図である。1 is a half sectional view in the meridian direction of a tire, showing an embodiment of a pneumatic tire according to the present invention. 図１に示す空気入りタイヤの主溝近傍を示す、要部拡大断面図である。It is a principal part expanded sectional view which shows the main-groove vicinity of the pneumatic tire shown in FIG. 本発明に従う空気入りタイヤの他の実施の形態を示す、要部拡大断面図である。It is a principal part expanded sectional view which shows other embodiment of the pneumatic tire according to this invention.

以下、図面を参照して、本発明をより具体的に説明する。   Hereinafter, the present invention will be described more specifically with reference to the drawings.

図１は、本発明に従うタイヤの、赤道面Ｅより右半分のみを示す図であり、図中１はトレッド部であり、２は、トレッド部１のそれぞれの側部に連続して、タイヤ径方向内側へ延びるサイドウォール部であり、３は、サイドウォール部２のタイヤ径方向内側に連続するビード部である。ここで、トレッド部１は、タイヤ周方向に連続して延びる１本以上の主溝４を備えており、図では、タイヤ幅方向半分につき、主溝４を２本設けた例を示している。   FIG. 1 is a view showing only the right half of the tire according to the present invention from the equatorial plane E. In the figure, 1 is a tread portion, 2 is a tire diameter continuously with each side portion of the tread portion 1. Reference numeral 3 denotes a sidewall portion extending inward in the direction, and reference numeral 3 denotes a bead portion continuous from the sidewall portion 2 on the inner side in the tire radial direction. Here, the tread portion 1 includes one or more main grooves 4 continuously extending in the tire circumferential direction, and the figure shows an example in which two main grooves 4 are provided for each half in the tire width direction. .

また、ビード部３に配置されるビードコア５の周りで、図示の例では、１枚のカーカスプライからなるカーカス６の側部部分を、タイヤ幅方向内側から外側に向けて巻き上げるとともに、本体部分をビード部３からサイドウォール部２を経てトレッド部１までトロイダルに延在させ、かかるカーカス６のクラウン域の外側に、図示の例では、２層の幅広ベルト層部分と、それらのベルト層の端部分を覆う１層のレイヤー層とからなるベルト７を配設する。   Further, around the bead core 5 arranged in the bead portion 3, in the illustrated example, the side portion of the carcass 6 made of one carcass ply is rolled up from the inner side in the tire width direction to the outer side, and the main body portion is Extending from the bead part 3 to the tread part 1 through the sidewall part 2 to the tread part 1, outside the crown area of the carcass 6, in the illustrated example, two wide belt layer parts and the ends of the belt layers A belt 7 composed of one layer layer covering the portion is provided.

そして、ベルト７のタイヤ径方向外側に、トレッド踏面を形成する、少なくとも３種類のゴム層、図示の例では３種類のゴム層からなるトレッドゴム８を配設する。
ここで、本発明に従うタイヤでは、３種類のゴム層のうち、トレッド踏面を形成するタイヤ径方向最も外側に配設される最外層トレッドゴム層部分８ａを、発泡率が１０〜３０％の範囲となる発泡ゴムにて形成し、タイヤ径方向最も内側に配設される最内層トレッドゴム層部分８ｂを、転がり抵抗の低減を担保するべく、６０℃におけるｔａｎδ（損失正接）が０．１５以下となる非発泡ゴムとしている。
なお、最外層トレッドゴム層部分８ａと、最内層トレッドゴム層部分８ｂとの相互間に配設される中間層トレッドゴム層部分８ｃには、露出時にトレッドゴムとして機能させることのできる各種のゴムを適用することができる。 Then, on the outer side of the belt 7 in the tire radial direction, a tread rubber 8 including at least three types of rubber layers that form a tread surface, in the illustrated example, three types of rubber layers is disposed.
Here, in the tire according to the present invention, among the three types of rubber layers, the outermost layer tread rubber layer portion 8a disposed on the outermost side in the tire radial direction forming the tread surface is in a range where the foaming rate is 10 to 30%. The innermost tread rubber layer portion 8b, which is formed of foamed rubber and disposed at the innermost side in the tire radial direction, has a tan δ (loss tangent) at 60 ° C. of 0.15 or less in order to ensure reduction in rolling resistance. It becomes non-foamed rubber.
Various rubbers that can function as a tread rubber when exposed to the intermediate tread rubber layer portion 8c disposed between the outermost tread rubber layer portion 8a and the innermost tread rubber layer portion 8b. Can be applied.

そしてこの場合、図２に示すように、トレッド踏面から最外層トレッドゴム層部分８ａのタイヤ径方向内面までの距離をＨ1とした場合、この距離Ｈ1を、主溝４のうち、最も深い主溝４ａの最大深さＤの１／２以上としており、さらに、トレッド踏面から最内層トレッドゴム層部分８ｂのタイヤ径方向外面までの距離をＨ2とした場合、この距離Ｈ2を、最も深い主溝４ａの最大深さＤから１．６ｍｍ除算した値よりも大きくしている。
なお、図３に示すように、距離Ｈ1が深さＤの１／２以上であり、かつ距離Ｈ2が深さＤよりも大きくなるように構成してもよい。 In this case, as shown in FIG. 2, when the distance from the tread surface to the inner surface in the tire radial direction of the outermost tread rubber layer portion 8 a is H 1 , this distance H 1 is the deepest in the main groove 4. has half or more of the maximum depth D of the main groove 4a, Furthermore, when the distance to the tire radial direction outer surface of the innermost layer tread rubber layer portion 8b and with H 2 from the tread surface, the distance H 2, most It is larger than the value obtained by dividing 1.6 mm from the maximum depth D of the deep main groove 4a.
As shown in FIG. 3, the distance H 1 is at least 1/2 of the depth D, and may be configured to be larger than the distance H 2 depth D.

上記のように構成してなるタイヤは、最外層トレッドゴム層部分８ａを形成する発泡ゴムの発泡率が１０％よりも小さい場合は、発泡ゴム内の独立気泡量が少なく、氷雪路面上の水膜の吸収量を十分に確保できない為、氷雪路面走行時のタイヤの各種性能（乗心地性、操縦安定性等）を十分に高めることができず、一方、発泡率が３０％よりも大きい場合は、トレッド踏面のゴムの密度が小さくなりすぎてトレッド剛性が低くなり、耐摩耗性等に不足が生じるおそれがあるが、発泡率が１０〜３０％の範囲であれば、氷雪路面上におけるタイヤの各種性能と耐摩耗性等とを有効に両立させることができる。
ここにおいて、最外層トレッドゴム層部分８ａは、Ｈ1≧Ｄ／２の関係を満たしているので、氷雪路面上での使用限界に関するタイヤの規定も、十分に満足することができる。
また、最内層トレッドゴム層部分８ｂは、Ｈ2＞Ｄ−１．６（ｍｍ）を満足するタイヤ径方向位置に配設されるので、トレッドウェアインジケータが露出するまでタイヤが摩耗しても、最内層トレッドゴム層部分８ｂが露出するおそれがなく、転がり抵抗の低減に十分な効果を発揮できる、６０℃におけるｔａｎδが０．１５以下となる非発泡ゴムを、最内層トレッドゴム層部分８ｂに適用することができる。
さらに、中間層トレッドゴム層部分８ｃに、非発泡ゴムを採用する場合は、発泡ゴムからなる最外層トレッドゴム層部分８ａの剛性の低さを、非発泡ゴムの中間層トレッドゴム層部分８ｃで補うことで、操縦安定性をより高めることができる。 When the expansion ratio of the foamed rubber forming the outermost tread rubber layer portion 8a is smaller than 10%, the tire configured as described above has a small amount of closed cells in the foamed rubber, and the water on the icy and snowy road surface. Insufficient film absorption to improve tire performance (riding comfort, handling stability, etc.) when running on icy and snowy roads, while foaming rate is greater than 30% However, if the foaming rate is in the range of 10 to 30%, the tire on the icy and snowy road surface may have a low tread rigidity due to the rubber density of the tread tread surface becoming too small. The various performances and wear resistance can be effectively made compatible.
Here, since the outermost layer tread rubber layer portion 8a satisfies the relationship of H 1 ≧ D / 2, it is possible to sufficiently satisfy the stipulation of the tire regarding the use limit on the icy and snowy road surface.
Further, since the innermost tread rubber layer portion 8b is disposed at a tire radial position satisfying H 2 > D-1.6 (mm), even if the tire is worn until the tread wear indicator is exposed, A non-foamed rubber having a tan δ at 60 ° C. of 0.15 or less and capable of exhibiting a sufficient effect for reducing rolling resistance without exposing the innermost tread rubber layer portion 8b is used as the innermost tread rubber layer portion 8b. Can be applied.
Further, when non-foamed rubber is used for the intermediate tread rubber layer portion 8c, the rigidity of the outermost tread rubber layer portion 8a made of foamed rubber is reduced by the intermediate tread rubber layer portion 8c of non-foamed rubber. By supplementing, it is possible to further improve the handling stability.

以下、サイズが何れも１９５／６５Ｒ１５となる、本発明にしたがう適合タイヤ、及び従来例となる基準タイヤ、並びに比較タイヤを試作して、それぞれのタイヤについての操縦安定性、乗心地性、耐摩耗性、及び転がり抵抗について調査した。その結果を、タイヤの諸元とともに表１に示す。
ここで、操縦安定性、乗心地性、耐摩耗性は、上述したそれぞれのタイヤを、６．５Ｊ×１５のリムに組みつけて車両に装着して、テストコースの走行によって評価した。ここでのタイヤの内圧は、車両指定の空気圧であり、車両には運転席及び助手席に各１名乗車して評価をおこなった。
また、転がり抵抗は、上述したそれぞれのタイヤを、６．５Ｊ×１５のリムに組みつけて、ドラム試験機で測定した。ここでのタイヤの内圧は２１０ｋＰａとし、タイヤに負荷される荷重は４．８２ｋＮとした。なお、適合タイヤ及び比較タイヤは、トレッドゴムを３種類のゴム層で形成したタイヤであり、従来タイヤは、トレッドゴムを２種類のゴム層で形成したタイヤである。

Figure 0005715452
In the following, prototype tires conforming to the present invention in which the sizes are both 195 / 65R15, and a reference tire as a conventional example, and a comparative tire are prototyped, and handling stability, riding comfort, and wear resistance of each tire are prototyped. Sex and rolling resistance were investigated. The results are shown in Table 1 together with the tire specifications.
Here, the steering stability, riding comfort, and wear resistance were evaluated by running the test course with each of the tires described above assembled on a 6.5 J × 15 rim and mounted on the vehicle. The internal pressure of the tire here is the air pressure designated by the vehicle, and the vehicle was evaluated by riding one person each in the driver's seat and the passenger seat.
In addition, the rolling resistance was measured with a drum testing machine by attaching each of the tires described above to a 6.5 J × 15 rim. Here, the internal pressure of the tire was 210 kPa, and the load applied to the tire was 4.82 kPa. The compatible tire and the comparative tire are tires in which tread rubber is formed by three types of rubber layers, and the conventional tire is a tire in which tread rubber is formed by two types of rubber layers.
Figure 0005715452

ここで、操縦安定性は、雪や氷がない、通常のドライ路面とウエット路面に加え、雪上路面、及び氷上路面のそれぞれを走行し、ドライバーによるフィーリングにて評価を行った。表１に示す結果は、従来例となる基準タイヤの評価結果をコントロールとして、基準タイヤ、及び比較タイヤの評価結果を指数で示したものであり、指数値が大きいほど操縦安定性に優れていることを示す。   Here, the driving stability was evaluated by feeling by a driver while running on a snowy road surface and an iced road surface in addition to a normal dry road surface and a wet road surface without snow and ice. The results shown in Table 1 show the evaluation results of the reference tire and the comparative tire as indexes with the evaluation results of the reference tire as a conventional example as a control. The larger the index value, the better the steering stability. It shows that.

また、乗心地性は、通常のドライ路面を走行し、ドライバーによるフィーリングにて評価を行った。表１に示す結果は、従来例となる基準タイヤの評価結果をコントロールとして、基準タイヤ、及び比較タイヤの評価結果を指数で示したものであり、指数値が大きいほど乗心地性に優れていることを示す。   Riding comfort was evaluated by driving on a normal dry road and feeling by the driver. The results shown in Table 1 show the evaluation results of the reference tire and the comparative tire as an index using the evaluation result of the reference tire as a conventional example as a control. The larger the index value, the better the riding comfort. It shows that.

そして、耐摩耗性は、ドライ路面を５万ｋｍ走行した前後での、トレッド部の幅方向中央におけるタイヤの摩耗量によって評価を行った。表１に示す結果は、従来例となる基準タイヤの評価結果をコントロールとして、基準タイヤ、及び比較タイヤの評価結果を指数で示したものであり、指数値が小さいほど耐摩耗性に優れていることを示す。   The wear resistance was evaluated by the amount of tire wear at the center in the width direction of the tread portion before and after traveling on a dry road surface of 50,000 km. The results shown in Table 1 show the evaluation results of the reference tire and the comparative tire as an index using the evaluation result of the reference tire as a conventional example as a control. The smaller the index value, the better the wear resistance. It shows that.

そしてまた、転がり抵抗は、ドラム試験機の円筒表面に押し付けたタイヤの、車軸における転がり抵抗力により評価を行った。表１に示す結果は、従来例となる基準タイヤの評価結果をコントロールとして、基準タイヤ、及び比較タイヤの評価結果を指数で示したものであり、指数値が小さいほど転がり抵抗が低いことを示す。   The rolling resistance was evaluated by the rolling resistance force of the tire pressed against the cylindrical surface of the drum tester on the axle. The results shown in Table 1 show the evaluation results of the reference tire and the comparative tire as an index with the evaluation result of the reference tire as a conventional example as a control. The smaller the index value, the lower the rolling resistance. .

その結果、最外層のトレッドゴム層部分に用いた発泡ゴムの発泡率が、１０％よりも小さいタイヤ（比較タイヤ１）は、雪上、及び氷上路面での操縦安定性に加えて、乗心地性、耐摩耗性を確保できず、また、発泡率が、３０％よりも大きいタイヤ（比較タイヤ２）は、操縦安定性を確保することができない。他方、最外層のトレッドゴム層部分を、発泡率が１０〜３０％となる発泡ゴムで形成し、最内層のトレッドゴム層部分を、６０℃におけるｔａｎδが０．１５以下の非発泡ゴムで形成したタイヤ（適合タイヤ）は、タイヤの各種性能を維持しつつ、転がり抵抗を大きく低減させることができることが明らかとなった。   As a result, the tire (comparative tire 1) in which the foaming ratio of the foam rubber used for the outermost tread rubber layer portion is smaller than 10% is not only stable on the snow and on the road surface but also ride comfort. In addition, the tire (comparative tire 2) in which the wear resistance cannot be ensured and the foaming rate is larger than 30% cannot ensure the driving stability. On the other hand, the tread rubber layer portion of the outermost layer is formed of foamed rubber having an expansion ratio of 10 to 30%, and the tread rubber layer portion of the innermost layer is formed of non-foamed rubber having a tan δ at 60 ° C. of 0.15 or less. It has been clarified that the tire (conforming tire) can greatly reduce rolling resistance while maintaining various performances of the tire.

１ トレッド部
２ サイドウォール部
３ ビード部
４ 主溝
５ ビードコア
６ カーカス
７ ベルト
８ トレッドゴム
８ａ 最外層トレッドゴム層部分
８ｂ 最内層トレッドゴム層部分
８ｃ 中間層トレッドゴム層部分 DESCRIPTION OF SYMBOLS 1 Tread part 2 Side wall part 3 Bead part 4 Main groove 5 Bead core 6 Carcass 7 Belt 8 Tread rubber 8a Outermost layer tread rubber layer part 8b Innermost layer tread rubber layer part 8c Middle layer tread rubber layer part

Claims (1)

トレッド部に、タイヤ径方向内外に少なくとも３種類のゴム層で形成されるトレッドゴムを備えるとともに周方向に連続して延びる主溝を１本以上有する空気入りタイヤにおいて、
最外層のトレッドゴム層部分を、発泡率が１０〜３０％となる発泡ゴムで形成し、最内層のトレッドゴム層部分を、６０℃におけるｔａｎδが０．１５以下の非発泡ゴムで形成するとともに、
トレッド踏面から最外層のトレッドゴム層部分のタイヤ径方向内面までの距離を、主溝の最大深さの１／２以上とし、トレッド踏面から最内層のトレッドゴム層部分のタイヤ径方向外面までの距離を、主溝の最大深さから１．６ｍｍ除算した値より大きくしてなり、
最外層トレッドゴム層部分と最内層トレッドゴム層部分との相互間に配設される中間層トレッドゴム層部分を、非発泡ゴムで形成してなる空気入りタイヤ。 In a pneumatic tire having at least one main groove extending continuously in the circumferential direction and including a tread rubber formed of at least three types of rubber layers inside and outside in the tire radial direction in the tread portion,
The outermost tread rubber layer portion is formed of foamed rubber having a foaming rate of 10 to 30%, and the innermost tread rubber layer portion is formed of non-foamed rubber having a tan δ at 60 ° C. of 0.15 or less. ,
The distance from the tread tread surface to the inner surface in the tire radial direction of the outermost tread rubber layer portion is set to 1/2 or more of the maximum depth of the main groove, and from the tread tread surface to the outer surface in the tire radial direction of the innermost tread rubber layer portion. distance, Ri Na and larger than 1.6mm dividing a value from the maximum depth of the main groove,
The pneumatic tire of the intermediate layer tread rubber layer portion disposed therebetween with the outermost tread rubber layer portion and the innermost tread rubber layer portion, ing formed by non-foam rubber.
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