JPH02303905A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH02303905A JPH02303905A JP1123480A JP12348089A JPH02303905A JP H02303905 A JPH02303905 A JP H02303905A JP 1123480 A JP1123480 A JP 1123480A JP 12348089 A JP12348089 A JP 12348089A JP H02303905 A JPH02303905 A JP H02303905A
- Authority
- JP
- Japan
- Prior art keywords
- tread
- rubber
- layer rubber
- tire
- main body
- 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.)
- Pending
Links
- 229920001971 elastomer Polymers 0.000 claims abstract description 83
- 239000005060 rubber Substances 0.000 claims abstract description 83
- 239000010410 layer Substances 0.000 claims abstract description 34
- 239000002344 surface layer Substances 0.000 claims abstract description 12
- 239000000203 mixture Substances 0.000 claims description 16
- 230000008014 freezing Effects 0.000 claims description 3
- 238000007710 freezing Methods 0.000 claims description 3
- 238000010030 laminating Methods 0.000 abstract 1
- 239000006229 carbon black Substances 0.000 description 7
- 239000003921 oil Substances 0.000 description 3
- 239000004606 Fillers/Extenders Substances 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 2
- 230000000052 comparative effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 150000002148 esters Chemical class 0.000 description 2
- 239000004014 plasticizer Substances 0.000 description 2
- 229920003048 styrene butadiene rubber Polymers 0.000 description 2
- 239000004902 Softening Agent Substances 0.000 description 1
- 239000002174 Styrene-butadiene Substances 0.000 description 1
- 125000003118 aryl group Chemical group 0.000 description 1
- MTAZNLWOLGHBHU-UHFFFAOYSA-N butadiene-styrene rubber Chemical compound C=CC=C.C=CC1=CC=CC=C1 MTAZNLWOLGHBHU-UHFFFAOYSA-N 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000009477 glass transition Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000000704 physical effect Effects 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
- 239000011115 styrene butadiene Substances 0.000 description 1
Landscapes
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
［産業上の利用分野］
この発明は空気入りタイヤにおいて特に氷結路走行に適
したいわゆるスタッドレスタイヤにおけるトレッドの改
良に関し、さらに詳述すれば、初期は氷雪路走行に適し
たスタッドレスタイヤであり、トレッドが摩耗して溝が
浅くなって氷雪路走行が不適となったときには通常路面
走行に適した夏タイヤに転換できる空気入りタイヤに関
するものである。[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to the improvement of the tread of a pneumatic tire, particularly a so-called studless tire suitable for driving on icy roads. This pneumatic tire is a studless tire that can be converted into a summer tire suitable for driving on normal roads when the tread becomes worn and the grooves become shallow, making it unsuitable for driving on icy and snowy roads.
［従来の技術］
従来この種のスタッドレスタイヤは、氷結路走行に適合
させるため、一般にそのトレッドゴムには低硬度でかつ
常温と氷点下温度間における硬度変化の少ないゴム組成
が採用され、トレッド形状も、トレッドの端部の面取り
がほとんどされていない角張ったボックス型のものが採
用されていた。[Prior Art] Conventionally, in order to make this type of studless tire suitable for driving on icy roads, the tread rubber generally has a rubber composition with low hardness and little change in hardness between room temperature and sub-zero temperature, and the tread shape has also been changed. , the tread had an angular box shape with almost no chamfering at the edges.
［発明が解決しようとする課題］
しかしこのようなゴム組成では、通常のタイヤのトレッ
ドに使用される分ム組成物と比較して、カーボンブラッ
クの配合量は少なく、軟化剤量は多く、かつ軟化剤とし
てはゴムの物性低下が比較的大きいナフテン系ないしは
パラフィン系の伸展油或はエステル系可塑剤が使用され
ていたので、通常の夏タイヤと比べ耐摩耗性が劣ってい
た。[Problems to be Solved by the Invention] However, in such a rubber composition, the amount of carbon black blended is small, the amount of softener is large, and As the softener, naphthenic or paraffinic extender oils or ester plasticizers, which have a relatively large deterioration in the physical properties of the rubber, were used, so the wear resistance was inferior to that of ordinary summer tires.
またトレッドの形状も、既述の様に、トレッドの端部の
面取りがほとんどされていない角張ったボックス型であ
ることから、積雪路面を走行するのにはエツジ効果がき
いて適していたが、通常路面でのコーナリング時には、
路面との接触面積が小さく、非氷雪路特に湿潤路面では
操縦安定性が劣る難点があった。In addition, as mentioned above, the tread has an angular box shape with almost no chamfering at the edges, making it suitable for driving on snow-covered roads due to its edge effect. When cornering on the road,
The contact area with the road surface was small, and the driving stability was poor on non-icy roads, especially on wet roads.
従って使用に伴い経時変化によってトレッド硬化と摩耗
による浅溝化により一般的にはスタッドレスタイヤとし
ての用をなさなくなり、また夏タイヤとして使用した場
合トレッドの形状は好ましいものではなかった。Therefore, as a result of use, the tread hardens over time and becomes shallower due to wear, making it generally useless as a studless tire, and when used as a summer tire, the shape of the tread is not desirable.
この発明の目的は、初期は氷雪路走行に適したスタッド
レスタイヤであり、トレッドが摩耗して溝が浅くなって
氷雪路走行が不適となったときには通常路面走行に適し
た夏タイヤに転換し得る経済性を有するタイヤを提供す
る点にある。The purpose of this invention is to initially provide a studless tire suitable for driving on icy and snowy roads, but when the tread becomes worn and the grooves become shallow, making it unsuitable for driving on icy and snowy roads, it can be converted to a summer tire suitable for driving on regular roads. The objective is to provide an economical tire.
［課題を解決するための手段］
上記課題を鋭意検討の結果、スタッドレスタイヤは既述
の如く、使用に伴い経時変化によってトレッド硬化と摩
耗により浅溝化することから、この発明では、かかる変
化を逆に活用し、摩耗した後において夏タイヤに転換で
きるような一定構造のトレッドを有するタイヤを開発し
た。[Means for Solving the Problems] As a result of intensive study on the above problems, it was found that, as mentioned above, studless tires become shallow grooves due to tread hardening and wear due to changes over time due to use, so this invention solves such changes. Conversely, we have developed a tire with a tread structure that allows it to be converted into a summer tire after it wears out.
すなわちこの発明は、空気入りタイヤのトレッドがボッ
クス型のトレッドであり、トレッドゴムはトレッド本体
と両側に続くトレッドストリップとで形成し、トレッド
本体は表層ゴム、中間層ゴム及び内層ゴムに分れ、表層
ゴムは中間層ゴムより硬度が低くかつ常温と氷点以下の
温度での硬度変化の少ないゴム組成物からなり、内層ゴ
ムは中間層ゴムより耐摩耗性及び耐スキッド性の大きい
ゴム組成物からなり、トレッドストリップは表層ゴムと
硬度が同等又はそれ以下のゴム組成物からなり、新品時
にはトレッド本体とショルダーゴムの界面はトレッド表
面においてはトレッド中心からトレッド端までの距離の
０．７〜０．９の範囲内にあり、トレッドゴム内部では
漸次薄くなって内層ゴムの表面で終端していることを特
徴とする空気入りタイヤである。That is, in this invention, the tread of a pneumatic tire is a box-shaped tread, the tread rubber is formed of a tread body and tread strips continuing on both sides, and the tread body is divided into a surface layer rubber, an intermediate layer rubber, and an inner layer rubber, The surface layer rubber is made of a rubber composition that is lower in hardness than the middle layer rubber and shows little change in hardness between room temperature and temperatures below the freezing point, and the inner layer rubber is made of a rubber composition that has greater abrasion resistance and skid resistance than the middle layer rubber. The tread strip is made of a rubber composition with a hardness equal to or lower than that of the surface rubber, and when new, the interface between the tread body and the shoulder rubber is 0.7 to 0.9 of the distance from the center of the tread to the edge of the tread on the tread surface. This pneumatic tire is characterized in that the inside of the tread rubber gradually becomes thinner and ends at the surface of the inner layer rubber.
なお中間層ゴムは表層ゴムよりカーボンブラック配合量
及び軟化剤配合量の多いゴム組成物で構成することが望
ましい。Note that the intermediate layer rubber is desirably composed of a rubber composition containing a larger amount of carbon black and a greater amount of softener than the surface layer rubber.
［作用］
従って、トレッド本体の表層ゴム及びトレッドストリッ
プは、中間層ゴムより硬度が低くかつ常温と氷点以下の
温度での硬度変化の少ないゴム組成物で構成しているの
で、氷点下温度でも柔軟であり、路面の微小凹凸に沿っ
てトレッド表面が変化し、路面との接触面積が大きく保
たれることから、氷結路面でも安定した操縦ができる。[Function] Therefore, the surface layer rubber of the tread body and the tread strip are composed of a rubber composition that is lower in hardness than the intermediate layer rubber and has little change in hardness between room temperature and temperatures below the freezing point, so it remains flexible even at sub-zero temperatures. The tread surface changes along the minute unevenness of the road surface, maintaining a large contact area with the road surface, allowing stable operation even on icy roads.
またトレッドはボックス型になっているので、トレッド
の接地面積が′広く、しかも横方向のトレッド模様溝の
ショルダー開口部を深く設けて溝のエツジによる積雪路
面での空転防止ができるため、氷結路及び積雪路面いず
れでも防滑性が大きい。In addition, since the tread is box-shaped, the ground contact area of the tread is wide, and the shoulder openings of the lateral tread pattern grooves are deep to prevent slipping on snow-covered roads due to the groove edges. Great anti-slip properties on both snowy and snowy roads.
中間層ゴムはカーボンブラック配合量及び軟化剤配合量
の多いゴム組成物で構成した場合は、表層ゴムからの軟
化剤の移行を防止して、表層ゴムの使用中又は保管中に
軟化剤臼￥″Ｔ量の減少による硬度−１−昇が生じない
ようにすることができる。If the intermediate layer rubber is composed of a rubber composition containing a large amount of carbon black and a large amount of softener, it is possible to prevent the transfer of the softener from the surface layer rubber and remove the softener during use or storage of the surface layer rubber. ``It is possible to prevent the hardness from increasing by -1- due to a decrease in the amount of T.
内層ゴムは例えばスチレンブタジェンを主成分としカー
ボンブラックを大量に配合した硬度６５〜７５のゴム組
成物で形成し、中間層ゴムより耐摩耗性及び湿潤路面で
の耐スキッド性を大きくしたゴム組成物なので、中間層
ゴムが摩耗すると通常路面での使用に適する内層ゴムが
露出し、またトレッドストリップは表層ゴムより硬度が
同等又はそれ以下のゴム組成物で比較的摩耗し易いゴム
組成物であるので、中間層ゴムが摩耗するに先立ち優先
して摩耗するするため、トレッドの形状はランドショル
ダーとなって、コーナリング時でのショルダ一部での接
触面積が増大して通常路面での使用に適したいわゆる夏
タイヤになる。The inner layer rubber is formed of a rubber composition with a hardness of 65 to 75, for example, containing styrene butadiene as the main component and a large amount of carbon black, and has a rubber composition that has greater abrasion resistance and skid resistance on wet road surfaces than the intermediate layer rubber. Therefore, when the intermediate layer rubber wears out, the inner layer rubber, which is suitable for use on road surfaces, is exposed, and the tread strip is a rubber composition with a hardness equal to or lower than the surface layer rubber, which is relatively easy to wear. Therefore, the tread wears out before the middle layer rubber wears out, so the tread has a land shoulder shape, which increases the contact area on the shoulder during cornering, making it suitable for use on normal road surfaces. It will be a so-called summer tire.
［実施例］
図面は本発明に係るタイヤの一実施例を示す右半断面図
である。[Example] The drawing is a right half sectional view showing an example of a tire according to the present invention.
１はタイヤ、２はトレッドであり、このトレッド２はト
レッド表面３とトレッド側面４との接合部５が稜を形成
したいわゆるボックス型トレッドである。1 is a tire, and 2 is a tread, and this tread 2 is a so-called box-type tread in which a joint 5 between a tread surface 3 and a tread side surface 4 forms a ridge.
トレッドゴム６はトレッド本体７とその両側に続くトレ
ッドストリップ８からなり、トレッド本体７はトレッド
表面３から内部に向って表層ゴム９、中間層ゴム１０及
び内層ゴム１１により順次形成されている。表層ゴム９
の厚さＵは、図示の如く、トレッド中心近傍を測定基準
として、トレッド中心側のタイヤ周方向溝１２の深さｄ
の０．４〜０．６倍、中間層ゴム１０の厚さｍはタイヤ
周方向溝の深さｄの０．４〜０．６倍、内層ゴム１１の
厚さｉはタイヤ周方向溝１２の深さｄの０．３〜０．５
倍である。The tread rubber 6 consists of a tread body 7 and tread strips 8 extending on both sides of the tread body 7, and the tread body 7 is formed from a surface layer rubber 9, an intermediate layer rubber 10, and an inner layer rubber 11 in order from the tread surface 3 toward the inside. Surface rubber 9
The thickness U is the depth d of the tire circumferential groove 12 on the tread center side, with the vicinity of the tread center as the measurement standard, as shown in the figure.
The thickness m of the intermediate layer rubber 10 is 0.4 to 0.6 times the depth d of the tire circumferential groove, and the thickness i of the inner layer rubber 11 is the tire circumferential groove 12. 0.3-0.5 of the depth d
It's double.
一方トレッド本体７とトレッドストリップ８の界面は、
図示の如く、トレッド表面３ではトレッド２の中心から
端までの距離Ｗの０．７〜０．９の範囲の距離Ｔに位置
し、トレッドゴムの内部では当該内部に行くに従いトレ
ッドストリップ８が薄くなるように端側に向って延び、
内層ゴム１１の外面で終端している。On the other hand, the interface between the tread body 7 and the tread strip 8 is
As shown in the figure, on the tread surface 3, the tread strip 8 is located at a distance T in the range of 0.7 to 0.9 of the distance W from the center to the edge of the tread 2, and inside the tread rubber, the tread strip 8 becomes thinner toward the inside. It extends toward the end so that
It terminates at the outer surface of the inner rubber layer 11.
なお本実施例ではタイヤ周方向溝１２と交差し、ショル
ダ一部で開口する溝（図示せず）が設けられているが、
その溝深さはタイヤ周方向溝１２の溝深さｄと同じ深さ
であり、開口部では同じか或はそれより深くなっている
。In this embodiment, a groove (not shown) is provided that intersects with the tire circumferential groove 12 and opens at a part of the shoulder.
The groove depth is the same as the groove depth d of the tire circumferential groove 12, and is the same or deeper at the opening.
表層ゴム９は、ガラス転移点の温度が一５５℃以下のゴ
ム１００重量部に対してカーボンブラック６５〜７５重
量部及び、ナフテン系伸展油、エステル系可塑剤の１種
又は２種以−ｔ＝の軟化剤を合計４５〜６０重量部含む
ショアー硬度５０〜６０のゴム組成物で形成している。The surface rubber 9 contains 65 to 75 parts by weight of carbon black, one or more of naphthenic extender oil, and ester plasticizer, based on 100 parts by weight of rubber whose glass transition point temperature is 155° C. or lower. It is made of a rubber composition having a Shore hardness of 50 to 60 and containing a total of 45 to 60 parts by weight of a softening agent.
また、中間層ゴム１０はカーボンブラックを８０〜９０
重量部及び軟化剤４５〜６０重量部含む硬度６０〜６５
のゴム組成物で形成し、内層ゴム１１はスチレンブタジ
ェンゴムを主成分とするゴム１００重量部に対してカー
ボンブラックを８０〜１００重量部、アロマチック系伸
展油４０〜５０重量部含むショアー硬度６５〜７５のゴ
ム組成物で形成している。In addition, the intermediate layer rubber 10 contains carbon black of 80 to 90%.
Hardness 60-65 including parts by weight and 45-60 parts by weight of softener
The inner layer rubber 11 has Shore hardness and contains 80 to 100 parts by weight of carbon black and 40 to 50 parts by weight of aromatic extension oil based on 100 parts by weight of rubber whose main component is styrene-butadiene rubber. 65 to 75 rubber composition.
トレッドストリップは表層ゴムと類似のゴム組成物で形
成している。The tread strip is made of a rubber composition similar to the surface rubber.
次にこの実施例に係るタイヤを使用し、はとんど摩耗し
ていないときの氷結路での操縦性及び６０％摩耗時にお
ける湿潤路面での操縦性及び摩耗ライフについてそれぞ
れ試験した。Next, using the tire according to this example, the maneuverability on an icy road when hardly worn, the maneuverability on a wet road when 60% worn, and the wear life were tested.
比較のため、トレッドを表層ゴムのみで形成した従来の
スタッドレスタイヤ（比較例１）及び内層ゴムのみで形
成した夏タイヤ（比較例２）についても試験した。For comparison, a conventional studless tire (Comparative Example 1) whose tread was formed of only surface rubber and a summer tire (Comparative Example 2) whose tread was formed only of inner layer rubber were also tested.
第１表は試験結果を示している。Table 1 shows the test results.
なお操縦性は試験タイヤを装着した試験車に交替で５人
のドライバーが乗り、それぞれの路面での操縦の難易を
本発明のタイヤの評価を５点とする１０点満点の感化テ
ストした。For maneuverability, five drivers took turns riding on a test car equipped with the test tires, and a 10-point sensitivity test was conducted to evaluate the difficulty of maneuvering on each road surface, with the tires of the present invention being evaluated as 5 points.
摩耗ライフは溝深さが２ｍｍになるまでの走行距離を未
発明のタイヤを１００として指数表示した。Wear life is expressed as an index, the distance traveled until the groove depth becomes 2 mm, with the uninvented tire set as 100.
第１表
第１表が示す様に、本発明に係るタイヤは、従来のスタ
ッドレスタイヤと氷結路での操縦性は同等であり、また
摩耗ライフ及び湿潤路面での操縦性もすぐれている。As shown in Table 1, the tires according to the present invention have the same maneuverability on icy roads as conventional studless tires, and are also superior in wear life and maneuverability on wet roads.
［発明の効果コ
以上の如くこの発明のタイヤは、初期は氷雪路走行に適
したスタッドレスタイヤであり、トレッドが摩耗して溝
が浅くなって氷雪路走行が不適となったときに、は夏タ
イヤとして通常路面で走行できるもので、すぐれた経済
性を発揮する。□[Effects of the Invention] As described above, the tire of this invention was initially a studless tire suitable for driving on icy and snowy roads, but when the tread wore out and the grooves became shallow, making it unsuitable for driving on icy and snowy roads, it It can be used as a tire to run on normal road surfaces and is highly economical. □
図面はこの発明に係る空気入りタイヤの一実施例を示す
右半断面図である。
２・・・トレッド ３・・・トレッド表面６・・
・トレッドゴム ７・・・トレッド本体８・・・トレ
ッドストリップ
９・・・表層ゴム １０・・・中間層ゴム１１・・
・内層ゴムThe drawing is a right half sectional view showing an embodiment of a pneumatic tire according to the present invention. 2...Tread 3...Tread surface 6...
・Tread rubber 7...Tread body 8...Tread strip 9...Surface layer rubber 10...Intermediate layer rubber 11...
・Inner layer rubber
Claims (1)
ドであり、トレッドゴム６はトレッド本体７と両側に続
くトレッドストリップ８とで形成し、トレッド本体７は
表層ゴム９、中間層ゴム１０及び内層ゴム１１に分れ、
表層ゴム９は中間層ゴム１０より硬度が低くかつ常温と
氷点以下の温度での硬度変化の少ないゴム組成物からな
り、内層ゴム１１は中間層ゴム１０より耐摩耗性及び耐
スキッド性の大きいゴム組成物からなり、トレッドスト
リップ８は表層ゴム９と硬度が同等又はそれ以下のゴム
組成物からなり、トレッド本体７とトレッドストリップ
８の界面はトレッド表面においてはトレッド中心からト
レッド端までの距離の０．７〜０．９の範囲内にあり、
トレッドゴム６内部では漸次薄くなって内層ゴム１１の
表面で終端していることを特徴とする空気入りタイヤ。(1) The tread of the pneumatic tire is a box-shaped tread, and the tread rubber 6 is formed by a tread body 7 and tread strips 8 continuing on both sides, and the tread body 7 includes a surface layer rubber 9, an intermediate layer rubber 10, and an inner layer rubber. Divided into 11,
The surface layer rubber 9 is made of a rubber composition that is lower in hardness than the intermediate layer rubber 10 and has little change in hardness between room temperature and temperatures below the freezing point, and the inner layer rubber 11 is a rubber having higher wear resistance and skid resistance than the intermediate layer rubber 10. The tread strip 8 is made of a rubber composition having a hardness equal to or lower than that of the surface rubber 9, and the interface between the tread body 7 and the tread strip 8 is located at a distance of 0 from the tread center to the tread edge on the tread surface. It is within the range of .7 to 0.9,
This pneumatic tire is characterized in that the inside of the tread rubber 6 gradually becomes thinner and ends at the surface of the inner layer rubber 11.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1123480A JPH02303905A (en) | 1989-05-17 | 1989-05-17 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1123480A JPH02303905A (en) | 1989-05-17 | 1989-05-17 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02303905A true JPH02303905A (en) | 1990-12-17 |
Family
ID=14861676
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1123480A Pending JPH02303905A (en) | 1989-05-17 | 1989-05-17 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02303905A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20130068358A1 (en) * | 2011-09-21 | 2013-03-21 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire and manufacturing method of the same |
| WO2015170615A1 (en) * | 2014-05-08 | 2015-11-12 | 株式会社ブリヂストン | Tire |
| WO2021256123A1 (en) * | 2020-06-15 | 2021-12-23 | 住友ゴム工業株式会社 | Tire |
-
1989
- 1989-05-17 JP JP1123480A patent/JPH02303905A/en active Pending
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20130068358A1 (en) * | 2011-09-21 | 2013-03-21 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire and manufacturing method of the same |
| US9327559B2 (en) * | 2011-09-21 | 2016-05-03 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire and manufacturing method of the same |
| US10086659B2 (en) | 2011-09-21 | 2018-10-02 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| WO2015170615A1 (en) * | 2014-05-08 | 2015-11-12 | 株式会社ブリヂストン | Tire |
| CN106232389A (en) * | 2014-05-08 | 2016-12-14 | 普利司通股份有限公司 | Tire |
| JPWO2015170615A1 (en) * | 2014-05-08 | 2017-04-20 | 株式会社ブリヂストン | tire |
| US10279629B2 (en) | 2014-05-08 | 2019-05-07 | Bridgestone Corporation | Tire |
| WO2021256123A1 (en) * | 2020-06-15 | 2021-12-23 | 住友ゴム工業株式会社 | Tire |
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