JPH04133802A - Pneumatic radial tire - Google Patents
Pneumatic radial tireInfo
- Publication number
- JPH04133802A JPH04133802A JP2254722A JP25472290A JPH04133802A JP H04133802 A JPH04133802 A JP H04133802A JP 2254722 A JP2254722 A JP 2254722A JP 25472290 A JP25472290 A JP 25472290A JP H04133802 A JPH04133802 A JP H04133802A
- Authority
- JP
- Japan
- Prior art keywords
- tread
- tire
- width direction
- vehicle width
- pneumatic radial
- 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.)
- Granted
Links
- 238000005299 abrasion Methods 0.000 claims abstract description 7
- 239000000463 material Substances 0.000 claims description 18
- 239000011324 bead Substances 0.000 claims description 8
- 230000003014 reinforcing effect Effects 0.000 claims description 8
- 238000000926 separation method Methods 0.000 abstract description 4
- 230000002093 peripheral effect Effects 0.000 abstract 1
- 230000020169 heat generation Effects 0.000 description 6
- 230000000694 effects Effects 0.000 description 3
- 239000000853 adhesive Substances 0.000 description 2
- 230000001070 adhesive effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000002474 experimental method Methods 0.000 description 2
- 230000012447 hatching Effects 0.000 description 2
- 241000238366 Cephalopoda Species 0.000 description 1
- 101100293261 Mus musculus Naa15 gene Proteins 0.000 description 1
- 241000238413 Octopus Species 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 238000002788 crimping Methods 0.000 description 1
- GVKCHTBDSMQENH-UHFFFAOYSA-L phloxine B Chemical compound [Na+].[Na+].[O-]C(=O)C1=C(Cl)C(Cl)=C(Cl)C(Cl)=C1C1=C2C=C(Br)C(=O)C(Br)=C2OC2=C(Br)C([O-])=C(Br)C=C21 GVKCHTBDSMQENH-UHFFFAOYSA-L 0.000 description 1
- 238000010008 shearing Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- 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
- B60C11/0058—Tyre tread bands; Tread patterns; Anti-skid inserts comprising different tread rubber layers with cap and base layers with different cap rubber layers in the axial direction
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は空気入りラジアルタイヤに係り、特に内側トレ
ッドと外側トレッドが異質のゴム材から成る空気入りラ
ジアルタイヤに関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a pneumatic radial tire, and more particularly to a pneumatic radial tire whose inner tread and outer tread are made of different rubber materials.
従来、直線路や曲線路を有する路面を高速走行するのに
適した空気入りラジャルタイヤ、特に、モータースポー
ツ用の空気入りラジアルタイヤにおいては、第４図に示
される如く、トレッド５０が内側トレッド５０Ａと外側
トレッド５０Ｂの夫々異なるゴム材により構成された空
気入りラジャルタイヤ５２が使用されている。Conventionally, in pneumatic radial tires suitable for running at high speeds on straight and curved roads, particularly in pneumatic radial tires for motor sports, the tread 50 is formed with an inner tread 50A, as shown in FIG. Pneumatic rajal tires 52 are used whose outer treads 50B are made of different rubber materials.
これは、モータースポーツ用の空気入りラジアルタイヤ
５２においては、コーナーリング時の運動特性を十分に
発揮させるため、第５図に示される如く、車両にマイナ
ス方向で大きなキャンバ角度θて装着されている。この
ため、直線走行時には、第６図（Ａ）に示される如く、
トレンド５０の車幅方向内側を構成する内側トレッド５
０Ａの接地圧が高くなり発熱量が大きくなる。一方コー
ナーリング時には、第６図（Ｂ）に示される如く、トレ
ッド５０の車幅方向外側を構成する外側トレッド５０Ｂ
が広範囲で接地し、トレッド５０全体の接地面積が大き
くなる。This is because the pneumatic radial tire 52 for motor sports is mounted on a vehicle at a large camber angle θ in the negative direction, as shown in FIG. 5, in order to fully exhibit the dynamic characteristics during cornering. Therefore, when traveling in a straight line, as shown in Figure 6 (A),
Inner tread 5 that constitutes the inner side in the vehicle width direction of Trend 50
The ground pressure at 0A increases and the amount of heat generated increases. On the other hand, during cornering, as shown in FIG. 6(B), an outer tread 50B forming the outer side of the tread 50 in the vehicle width direction
contacts the ground over a wide range, and the ground contact area of the entire tread 50 becomes large.
従って、従来、モータースポーツ用の空気入りラジアル
タイヤとしては、内側トレッド５０Ａに耐発熱性及び耐
摩耗性のゴム材を使用しタイヤ寿命を向上させると共に
、外側トレッド５０Ｂに高クリップ性のゴム材を使用し
、コーナーリング時の運動特性を向上させるようにした
空気入りラジアルタイヤ５２が知られている（特開平２
−１８５８０２号公報）。Therefore, in conventional pneumatic radial tires for motorsports, heat-resistant and wear-resistant rubber materials are used for the inner tread 50A to extend tire life, and rubber materials with high clipping properties are used for the outer tread 50B. A pneumatic radial tire 52 is known that uses a pneumatic radial tire 52 to improve the dynamic characteristics during cornering (Japanese Patent Application Laid-Open No.
-185802).
〔発明が解決しようとする課題〕
しかしながら、この空気入りラジアルタイヤ５２にあっ
ては、第４図に示される如く、内側トレッド５ＯＡと外
側トレッド５０Ｂとの接合面５４が、全トレッド幅りの
略中央部とされている。このため、直線走行時の耐発熱
性及び耐摩耗性は確保されるもののコーナーリング時に
おけるグリップ特性に限界があった。また、接合面５４
の接着面積が狭く接合面５４でのトレンドゴムの剛性段
差が大きいため、サイドフォースによって接合面５４が
剥離し易いという不具合があった。[Problems to be Solved by the Invention] However, in this pneumatic radial tire 52, as shown in FIG. It is considered to be the central part. For this reason, although heat resistance and wear resistance during straight running are ensured, grip characteristics during cornering are limited. In addition, the joint surface 54
Since the adhesion area is small and the difference in rigidity of the trend rubber at the joint surface 54 is large, there is a problem that the joint surface 54 is likely to peel off due to side force.
本発明は上記事実を考慮し、耐発熱性及び耐摩耗性とを
低下させることなく、フナ−リング時のグリップ性を向
上させると共に、内側トレッドと外側トレッドの接合面
の耐セパレーション性をも向上させることができる空気
入りラジアルタイヤを得ることが目的である。In consideration of the above facts, the present invention improves the grip during tire ringing without reducing heat resistance and wear resistance, and also improves the separation resistance of the joint surface between the inner tread and the outer tread. The objective is to obtain a pneumatic radial tire that can
本発明は、一対のビードコア間に渡って延在しビードコ
アの廻りに折り返される折返し部を有するカーカスと、
カーカスのクラウン部の外側にタイヤ周方向に延在する
ベルト層と、ベルトの幅方向端部を覆う補強層と、カー
カスのサイド部の外側を覆うサイドウオールと、車両装
着状態においてタイヤ外周部の車幅方向内側を構成する
内側トレンドと内側トレッドの車幅方向外側に並列に配
置された外側トレンドとにより構成され前記ベルトの外
側を覆う略円筒状のトレッドと、を備え前記内側トレッ
ドには耐発熱性及び耐摩耗性のゴム材を用い前記外側ト
レッドには高グリップ性のゴム材を用いた空気入りラジ
アルタイヤであって、前記内側トレッドの幅が全トレッ
ド幅の２５％〜３０％とすると共に内側トレッドと外側
トレッドとの接合面はタイヤ半径方向内側から外側へ向
けて車幅方向外側から車幅方向内側に略直線状に傾斜さ
れ、かつ接合面の断面線長が接合面におけるトレッド肉
厚の１．５倍以上７．０倍以下とされたことを特徴とし
ている。The present invention provides a carcass having a folded part extending between a pair of bead cores and folded back around the bead core;
A belt layer extending in the circumferential direction of the tire on the outside of the crown part of the carcass, a reinforcing layer covering the widthwise end of the belt, a sidewall covering the outside of the side part of the carcass, and a belt layer extending in the tire circumferential direction on the outside of the crown part of the carcass. a substantially cylindrical tread that covers the outside of the belt and is configured by an inside trend that forms the inside in the vehicle width direction and an outside trend that is arranged in parallel on the outside of the inside tread in the vehicle width direction; A pneumatic radial tire in which the outer tread is made of a heat-generating and wear-resistant rubber material and has a high grip rubber material, and the width of the inner tread is 25% to 30% of the total tread width. The joint surface between the inner tread and the outer tread is inclined substantially linearly from the inside in the tire radial direction to the outside in the vehicle width direction, and the cross-sectional line length of the joint surface is the same as the tread thickness at the joint surface. It is characterized by being 1.5 times or more and 7.0 times or less the thickness.
本発明の空気入りラジアルタイヤのトレッドにおいては
、車両装着状態において車幅方向内側となる内側トレッ
ドに耐発熱性及び耐摩耗性のゴム材を用い車幅方向外側
となる外側トレンドに高グ１Ｊツブ性のゴム材を用いて
、内側トレンドの幅が全トレッド幅の２５％〜３０％と
されている。In the tread of the pneumatic radial tire of the present invention, a heat-resistant and abrasion-resistant rubber material is used on the inner tread, which is on the inside in the vehicle width direction when mounted on the vehicle, and high-gravity 1J treads are used on the outer tread, which is on the outside in the vehicle width direction. The width of the inner trend is 25% to 30% of the total tread width.
これは、モータースポーツ用の空気入りラジアルタイヤ
においては、キャンバ角度が大きなマイナスとされてい
るため、直線走行時に発熱量が大きくなる部分は、ベル
ト端部を補強するために設けた補強層のタイヤ幅方向中
央部寄りの端部であることが本発明者によって明らかに
なったことに基づくものである。 ２・即
ち、車幅方向内側の補強層のタイヤ幅方向中央部寄りの
端部が中央部に位置するように耐発熱性及び耐摩耗性の
ゴム材から成る内側トレッドを補強層のタイヤ半径方向
外側に配置すれば良く、そのためには、内側トレッドの
幅を全トレッド幅の２５％〜３０％とすれば充分であり
、直線走行時に発熱量及び接地圧が大きくなるトレッド
内側部分の耐発熱性及び耐摩耗性を維持することができ
る。This is because the camber angle is considered to be a large negative value in pneumatic radial tires for motorsports, so the portion of the tire that generates a large amount of heat when driving in a straight line is the part of the tire that has a reinforcing layer installed to reinforce the belt end. This is based on the inventor's finding that the end portion is closer to the center in the width direction. 2. In other words, the inner tread made of a heat-resistant and wear-resistant rubber material is attached to the reinforcing layer in the radial direction of the tire so that the end of the inner reinforcing layer in the vehicle width direction that is closer to the center in the tire width direction is located in the center. It is sufficient to place it on the outside, and for that purpose, it is sufficient to make the width of the inner tread 25% to 30% of the total tread width, and the heat generation resistance of the inner part of the tread where the heat generation and ground pressure are large during straight running. and can maintain wear resistance.
また、トレッドの残りの部分、即ち、外側トレッドを高
グリップ性のゴム材で構成し、その外側トレッド幅を広
くする、：とが可能とな、２．たこ、１．、、、−７・
“、−１Ｉす・−＋）フグ時に高グリップ性のゴノ・材
の接ｊｉ’ｔ＋ ｍｉ積が大きくなり、コナーリング時
のグリップ性を向上させることかて゛・きる。このため
、耐発熱性及び耐摩耗性２・を低１・゛させる１：Ｊ、
なく、−Ｊナーリング時のグリップ性を向上さゼ°るご
譜ができる。In addition, the remaining part of the tread, that is, the outer tread, is made of a rubber material with high grip properties, and the width of the outer tread is widened.2. Octopus, 1. ,,,-7・
", -1I S・-+) The contact ji't+mi product of the gono/material with high grip when blowing becomes large, and it is possible to improve the grip when cornering. For this reason, it is possible to improve the grip performance during cornering. 1: J, which lowers the wear resistance and wear resistance 2. by 1.
This allows you to create a score that improves grip during -J knurling.
さらに、本発明の空気入りラジアルク・イヤのトＩ・・
ノドにおいては、内側ｉ・レッドと外側）・Ｉ、・ノド
０：の接合部がタイ４・半径方向内側から外側・・＼向
けて車幅方向外側から車幅方向内側に略直線状１、−傾
斜され、か゛つ接合面の断面線長が接合部Ｌ：、’ Ｊ
何Ｊるトレッド肉厚の１．；５伯叔１．７． ０倍１．
−Ｊ下コ〜されでいる。このため、接着面積が増加し接
看力が増加すると共に、接合部ｉ、：ＪＯｌｊるトレッ
ドのタイヤ幅方向の剛性段差が緩和され１、サイト藩ｌ
オース等受げた場合の接合部ご゛の剪断力が減少し２、
剥離し７、ｕくなる。Furthermore, the pneumatic radial ear of the present invention I...
At the throat, the joint between the inner i/red and the outer)/I, and the throat 0: is the tie 4/from the radially inner side to the outer side...\, which is approximately linear 1, from the outer side in the vehicle width direction to the inner side in the vehicle width direction. -The cross-sectional line length of the joint surface is the joint L:,' J
How thick is the tread?1. ;5 Hakushu 1.7. 0 times 1.
-J below is finished. Therefore, the bonding area increases and the viewing force increases, and the stiffness difference in the tire width direction of the tread at the joint part i is alleviated.
The shearing force at the joint is reduced when subjected to aus, etc.2.
Peel off 7 and become u.
なお、接合面の断面線長を接合面にお目るトＬ、＝ツド
肉摩の１．５倍末ｉｆＵ！：Ｉ、た場合には、接合面の
接着面積が狭く接合面でのトレッド」”ムの剛性段差ズ
）く大きいた〆〕、シイトノ」−スにＪ、っでｔ１１ｊ
４１が剥離し５易く、７． ０侶を超λプ：・、場合に
は、接合部で−・の各フ゛ノ４１の先端部ズ）＜薄くな
りずぎ剥離［。In addition, the cross-sectional line length of the joint surface is L, which is 1.5 times the end of the joint surface if U! :I, if the bonding area of the joint surface is narrow and the rigidity step of the tread at the joint surface is large, then
41 peels off easily; 7. If the tip of each fin 41 is thinned and peeled off [.
易くなる５、このたｙ）、接合面の島面線長は接合面１
・おけるトレッド肉厚公報ｙ）１．５信用−１＝’７．
［）侶に″シート′４る３、
また７内側ト１／ツドと外側１・ｌ。・ノドとの接合面
をタイヤ半（イカ向内側から外側・＼向けこ車幅方向り
１側から車幅方向内側に略直線状に傾斜”４−る、二、
と１・：Ｊ：、て、特に、大きなザイドフオ〜スが作用
４゛る一コ ・す・−リング時において“外側トレッド
の踏面から受ける力が接合部を圧着する方向ｊご作用シ
る、゛と１ごなり、内側ト１ノットが押上られるこ古が
なく剥離が発−１，１、難くなる。5), the island line length of the bonding surface is the bonding surface 1
・Tread thickness publication y) 1.5 credit - 1 = '7.
[) ``Sheet' 4 on the other side 3, and 7 inner side 1/tsudo and outside 1・l.・Seal the joint surface with the throat from the tire half (from the inside facing the squid to the outside・＼From the 1 side facing the vehicle width direction) Slanted inward in the vehicle width direction in a substantially straight line.
1.:J: In particular, when a large Zyde force is applied, the force applied from the outer tread surface acts in the direction of crimping the joint. As a result, the inner knot will not be pushed up, making peeling more difficult.
「実施例〕
次１１１、本発明の第１実施例：：−伺い℃第１図及び
第２図に従−９で説明する。``Example'' Next, 111, the first embodiment of the present invention will be explained in 9 according to FIGS. 1 and 2.
第１図に示される本実施例の空気入りラジアルタイヤ１
（）は、車両装着状態で車幅方向内側に第１図の左側１
０Ａが位置し、車幅方向外側に第１図の右側１０Ｂが位
置しており、マイ・ノース方向の大きいキャンバ角度を
有している（車体Ｉ：゛２側に対し、て下側が開いた装
着状態）。Pneumatic radial tire 1 of this embodiment shown in FIG.
() indicates the left side 1 in Fig. 1 on the inside in the vehicle width direction when installed on the vehicle.
0A is located, and 10B on the right side in Figure 1 is located on the outside in the vehicle width direction, and has a large camber angle in the my-north direction (vehicle body I: the lower side is open compared to the 2 side). installed).
第１図に示される如く、空気入りラジアルタイヤ１０の
カーカス１２は、〜対のビ・−ドＪア”１４間に渡って
略放射状に延在（，５、でいる。′」：た１、カーカス
１２は内側の第１カーカスプライ１．２Ａａ：Ｊ’！側
の第２カーカスプライ１２Ｂとで構成されている。第１
カーカスプライ１２Ａはビード：」ア１４の廻りをタイ
ヤ内側から外側に斬り返され、第２カーカスプライ１２
Ｂはビ・−ドコア１４の廻りをタイヤ外側から内側に折
り返されＣ゛おり、所謂γツブダウン構造とされでいる
。As shown in FIG. 1, the carcass 12 of the pneumatic radial tire 10 extends substantially radially between the pairs of bead wheels 14 (. , the carcass 12 is composed of a first carcass ply 1.2Aa on the inside and a second carcass ply 12B on the J'! side.
The carcass ply 12A is cut back around the bead A14 from the inside of the tire to the outside, and the second carcass ply 12
B is folded back around the bead core 14 from the outside of the tire to the inside, creating a so-called γ tube-down structure.
カーカス１２のクラウン部の外側：２．タイヤ周方向に
延在する非伸長性の少なくとも２層以十のベルト１８．
２０が配置されている。・〕、れらのベルト１８．２０
のタイヤ半径方向外側には、略円筒状ノドレッド２２が
配置され−ζ°おり、ベルト１８．２０を覆っている。Outside of the crown part of the carcass 12: 2. A non-extensible belt 18 having at least two or more layers extending in the circumferential direction of the tire.
20 are arranged.・], Rare no Belt 18.20
On the radially outer side of the tire, a substantially cylindrical throat 22 is arranged -ζ° and covers the belt 18.20.
また、カーカス１２のザ・イド部のタイヤ幅方向外側に
は、力・〜カス１２のツ・イド部を覆うザイドゥオール
２４が設けられている。Moreover, a sideall 24 is provided on the outer side in the tire width direction of the side part of the carcass 12 to cover the side part of the carcass 12.
ベルト１８．２０の端部１８Ａ、１８Ｂ及び２０ Ａ、
２０８１！−５（ｒ［ニハ、ベルト１８．２゜の端部１
８Δ、１８Ｂ及び２（］Δ、２０Ｂを補強するだめの補
強層と１７．での１フイヤ−Ｍ２５．２６が人々配装置
されている。ends 18A, 18B and 20A of belt 18.20;
2081! -5 (r[niha, end 1 of belt 18.2°
A reinforcing layer for reinforcing 8Δ, 18B and 2(]Δ, 20B, and a 1-fire M25.26 at 17. are provided as a mounting device.
トレッド２２は車両装着状態でタイ・ヤ外周部の車幅方
向内側を構成する内側ト１／ツド２８と、内側）ｔ／ラ
ッド８の車幅方向外側に牲列に配ｄされた外側１・し・
ノド３０とにより構成されている。内側１− Ｌ−ノド
２８の幅Ｗ１はトレッド２２の全トレッド幅Ｗの２５％
・〜：３０％とされており、車幅方向内側のし・イヤー
層２（）のタイヤ周方向中央寄りの端部２；）Ａが内側
ｌ川５・ノド２８のタイヤ幅方向の略中火に位置（）ζ
いる。The tread 22 consists of an inner side 1/piece 28 that forms the inner side in the vehicle width direction of the outer circumference of the tire tire when mounted on the vehicle, and an outer side 1/piece 28 that is arranged in a row on the outer side of the inner tire tire 8 in the vehicle width direction. death·
It is composed of a throat 30. Inside 1-L-The width W1 of the throat 28 is 25% of the total tread width W of the tread 22.
・~: 30%, and the inner side in the vehicle width direction. position on fire ()ζ
There is.
また、内側ｌ・レッド２８は耐発熱性及ぶｌ！ｉｉｔ摩
耗性に優れ六二」ヒ較的硬いゴト材（ごより構成されで
おり、外側トレッド３０は高グリップ性の比較的軟らか
いゴノ・祠により構成されている。例えば、内側トＬ、
・ノド２８の硬度は外側トレッド３ｏの硬度より６層以
内で高く、内側トレンド２８のｔａｎδを外側トレンド
３０のｔａｎδで割った値が０゜７８〜０．９９の範囲
とされている。In addition, the inside L/Red 28 is heat resistant! The outer tread 30 is made of relatively hard goto material with excellent abrasion resistance, and the outer tread 30 is made of a relatively soft goto material with high grip.For example, the inner tread L,
- The hardness of the throat 28 is higher within six layers than the hardness of the outer tread 3o, and the value obtained by dividing the tan δ of the inner trend 28 by the tan δ of the outer trend 30 is in the range of 0°78 to 0.99.
第２図に示される如く、トレッド２２の肉厚Ｈは３ｍｍ
〜５ ｍｍが好ましく、内側トレンド２８と外側トレッ
ド３０との接合面３２の断面線長ＣＬは、接合部でのト
レンド２２の肉厚ＴＧに対して１゜５以上７．０以下（
１，５ＴＧ≦ＣＬ≦７． ０ＴＧ）とされている。また
、接合面３２は、タイヤ半径方向内側から外側へ向けて
車幅方向外側（第２図の右側）から車幅方向内側（第２
図の左側）に略直線状に傾斜されている。As shown in Fig. 2, the wall thickness H of the tread 22 is 3 mm.
~5 mm is preferable, and the cross-sectional line length CL of the joint surface 32 between the inner trend 28 and the outer tread 30 is 1°5 or more and 7.0 or less (with respect to the wall thickness TG of the trend 22 at the joint part).
1,5TG≦CL≦7. 0TG). Further, the joint surface 32 extends from the inner side in the tire radial direction to the outer side in the vehicle width direction (the right side in FIG. 2) to the inner side in the vehicle width direction (the second
(left side of the figure) in a substantially straight line.
次に、本実施例の作用に付いて説明する。Next, the operation of this embodiment will be explained.
本実施例の空気入りラジアルタイヤ１０においては、車
両装着状態において車幅方向内側となる内側トレンド２
８に耐発熱性及び耐摩耗性のゴム材を用い、車幅方向外
側となる外側トレンド３０に高グリップ性のゴム材を用
いて、内側トレンド２８の幅ｗ１が全トレッド幅Ｗの２
５％〜３０％とされている。In the pneumatic radial tire 10 of this embodiment, the inner trend 2 is located on the inner side in the vehicle width direction when mounted on the vehicle.
8 is made of a heat-resistant and abrasion-resistant rubber material, and the outer trend 30 on the outside in the vehicle width direction is made of a high-grip rubber material, so that the width w1 of the inner trend 28 is 2 of the total tread width W.
It is said to be 5% to 30%.
従って、レイヤー層２５の端部２５Ａの外側に内側トレ
ッド２８を全トレッド幅Ｗの２５％〜３０％幅で配置す
ることによって、直線走行時に発熱量及び接地圧が大き
くなるトレッド内側部分の耐発熱性及び耐摩耗性を維持
することができる。Therefore, by arranging the inner tread 28 outside the end portion 25A of the layer layer 25 with a width of 25% to 30% of the total tread width W, the heat generation resistance of the tread inner portion where the heat generation amount and ground pressure are large during straight running can be avoided. properties and abrasion resistance.
また、トレッドの残りの部分、即ち、外側トレッド３０
を高グリップ性のゴム材で構成し、外側トレンド３０の
幅を広くすることが可能となったので、フナ−リング時
に高グリップ性のゴム材の接地面積が大きくなり、フナ
−リング時のグリップ性が向上する。つまり、耐発熱性
及び耐摩耗性とを低下させることなく、フナ−リング時
のグリップ性を向上させることができる。Also, the remaining portion of the tread, namely the outer tread 30
is made of a high-grip rubber material, making it possible to widen the width of the outer trend 30, which increases the contact area of the high-grip rubber material when ringing, which improves the grip during ringing. Improves sex. In other words, the grip during ringing can be improved without reducing heat resistance and abrasion resistance.
さらに、本発明の空気入りラジアルタイヤ１０のトレン
ド２２においては、内側トレッド２８と外側トレッド３
０との接合面３２がタイヤ半径方向内側から外側へ向け
て、車幅方向外側から車幅方向内側に略直線状に傾斜さ
れ、かつ接合面３２の断面線長ＣＬが接合面におけるト
レッド肉厚ＴＧの１．５倍以上７．０倍以下とされてい
る。このため、接着面積が増加し接着力が増加すると共
に、接合部におけるトレッド２２のタイヤ幅方向の剛性
段差が緩和され、サイドフォースを受けた場合の接合面
３２での剪断力が減少し、剥離し難くなる。Furthermore, in the trend 22 of the pneumatic radial tire 10 of the present invention, the inner tread 28 and the outer tread 3
0 is inclined substantially linearly from the inside in the tire radial direction to the outside, and from the outside in the vehicle width direction to the inside in the vehicle width direction, and the cross-sectional line length CL of the joint surface 32 is the tread thickness at the joint surface. It is said to be 1.5 times or more and 7.0 times or less than TG. Therefore, the adhesive area increases and the adhesive force increases, and the rigidity difference in the tire width direction of the tread 22 at the joint part is alleviated, and the shear force at the joint surface 32 when subjected to side force is reduced, resulting in peeling. It becomes difficult to do.
また、内側トレッド２８と外側トレッド３０との接合面
３２を、タイヤ半径方向内側から外側へ向けて車幅方向
外側から車幅方向内側に略直線状に傾斜することによっ
て、特に大きなサイドフォースが作用するコーナーリン
グ時において外側トレッド３０の踏面から受ける力が接
合面３２を圧着する方向に作用することになり、内側ト
レッド２８が押上られることがなく剥離が発生し難くな
る。Furthermore, by slanting the joint surface 32 between the inner tread 28 and the outer tread 30 in a substantially straight line from the inner side in the tire radial direction to the outer side and from the outer side in the vehicle width direction to the inner side in the vehicle width direction, a particularly large side force is exerted. During cornering, the force received from the tread surface of the outer tread 30 acts in a direction that presses the joint surface 32, and the inner tread 28 is not pushed up, making it difficult for separation to occur.
なお、本発明の空気入りラジアルタイヤは、第１図に示
される構造の空気入りラジアルタイヤ１０に限定されず
、例えば、第１図に説明したレイヤー層２５に代えて第
３図に示される如く、少なくとも２層のベルト３４．３
６のうちの一層のベルト３６のタイヤ幅方向両端部３６
Ａ、３６Ｂを夫々タイヤ半径方向外側へ折り返し補強層
としたものでも良く、この場合、車幅方向内側のベルト
３６のタイヤ幅方向端部３６．Ａの先端３６Ｃの位置が
夫々全トレッド幅Ｗの１３％〜１７％、即ち、ベルト３
６の先端３６Ｃの位置が全トレッド幅Ｗの２５％〜３０
％の幅で規定されている内側トレッド２８の幅Ｗ１の略
中央部に位置する。Note that the pneumatic radial tire of the present invention is not limited to the pneumatic radial tire 10 having the structure shown in FIG. , at least two layers of belts 34.3
Both ends 36 in the tire width direction of one of the belts 36 of 6
A, 36B may be folded outward in the tire radial direction to form a reinforcing layer, and in this case, the end portion 36.A and 36B of the belt 36 on the inner side in the vehicle width direction. The position of the tip 36C of A is 13% to 17% of the total tread width W, that is, the belt 3
The position of the tip 36C of No. 6 is 25% to 30% of the total tread width W.
It is located approximately at the center of the width W1 of the inner tread 28, which is defined by the width of %.
（実験例１）
第２図に示される空気入りラジアルタイヤ１０の接合面
３２の断面線長ＣＬの長さを夫々第１表のようにした本
発明の空気入りラジアルタイヤ（タイヤサイズ１９５／
７０ Ｒ１４）を試作し、ドラム試験（試験条件：１
１００ｋ／ｈｘ５００ｋＣ，ｗｘＳＡｌ°×２時間）を
行い接合面のセパレーション長さを調べると共に、実車
に装着し走行試験を行い外観品質を調べ夫々の結果を第
１表第１表
１．２ＴＧ
０４ｍｍ
や〕や監有
寸３、
第（１表
発熱、ｒる損傷 無 無８ Ｄ ”Ｔ’
（−１ＩＯ、０５＋１１１［＋ ＋良第１
表から本発明の接合面の断面線抹〔：工、を接合面にけ
るトレッド肉厚ＴＧの１゜５信用十′１０以ドとするこ
とが必要であることが明らか、１・なった。(Experiment Example 1) A pneumatic radial tire of the present invention (tire size 195/
70 R14) and conducted a drum test (test conditions: 1
(100k/h 3, Table 1 (Table 1 Heat generation, damage) No No 8 D ``T''
(-1IO, 05+111[++Good 1st
From the table, it is clear that it is necessary to set the cross-sectional line of the joint surface of the present invention to 1.5 degrees or more of the tread thickness TG at the joint surface.
（実験例２）
第３図に示される本発明の空気入りラジアルタイヤ（タ
イヤシイズ１９５／’７０ Ｒ１４）と、第・４図に
示される従来の空気入り−、シ、；゛アルタ、イ・ヤ（
タイ・ヤづイズ１９５ 、／’ ７０ Ｒ，ｉ ４
）とを、大々申両：Ｊ装着［５（Ａヤンハー角度：フイ
ナス：″８゛）、走行試験を行いその結甲を第：：！、
表１″゛丞ツ゛、。(Experiment Example 2) The pneumatic radial tire (tire size 195/'70 R14) of the present invention shown in FIG. 3 and the conventional pneumatic tire shown in FIG. (
Tai Yazuiz 195, /' 70 R, i 4
), Odaishinryo: J installed [5 (A Yanhar angle: Finus: ″8゛), conducted a driving test, and confirmed the result::!,
Table 1″゛丞ツ゛.
ラツ７′タイム １００ １１５第２表から本
発明の空気入りラジアルタ・イヤは従」：の空気入りラ
ジアルタイ〜ヤと比べ、発熱よる損傷層び摩紅枦が維４
−．１さね１、ラツブタ・イムが向１１４“る５゛−己
が１男ら力＼とな、−７た。。7' Time 100 115 From Table 2, the pneumatic radial tire of the present invention has less damage due to heat generation and less wear and tear than the conventional pneumatic radial tire.
−． 1st time, 1st time, I was facing 114 "5" - I was 1 man's strength, -7.
［発明の効果、］
本発明は１−記構成、、ｌ、、 ｌ、、、７だのび面１
発熱性及び而・１摩紅ダ１とイ低トさせる。−２：なく
、フナ−リング時のクリップ性を向上さυると共に、内
側ト１、・ラドと夕１側トレンドの接合面の血ｉセバレ
ー・・・ヨン性をも向１゛８させるＪとがてきるという
優れた効果を有する。[Effects of the Invention] The present invention has the following configuration: 1.
It reduces exothermic properties and reduces friction. -2: In addition to improving the clipping properties when ringing, it also improves the separation property of the joint surface between the inner side of the inner side and the side of the inner side. It has an excellent effect of sharpening.
第１図は本発明の一実施例に係る空気入りラグ−１ルタ
ーイ−？のハツチ〉・グを省略した・部断曲図、第２図
は第１図のトレッドを示す概略断面図、第３図は本発明
の他の例に係る空気入リラパ、・′ｒルタイヤのハツチ
ングを省略した一部断面図、第４１ｙ］は従来例に係る
空気入りラジアルタイＡ・のハツチングを省略１２．た
一部断面図、第５図はタイヤを“；゛イナスカ向の大き
いキャンバ角度で中肉に装着（２゜た場合の車両前方か
ら見た概略図、第６図（Δ）及び第６図（Ｂ）は夫々マ
イ丈ス方向の大きいキャンバ角度で車両に装着［７た場
合の直進特認び」ナリング時の接地形状を示ず概略図こ
“ある。
１０゜、３８・・・空気入りラジアルタイヤ′、１２・
・・カーカス、
１４・・・ビードコア、
１８．２０・・・ベルト、
２２・・・トレッド、
２４・・・サイドウオ・−ル、
２５・・・レイヤー層、
２８・・・内側トレッド、
３０・ ・ ・外側トし・ラド、
３２・・・接合面、
：３４．３Ｂ・・・ベルト３３FIG. 1 shows a pneumatic rug according to an embodiment of the present invention. 2 is a schematic sectional view showing the tread of FIG. 1, and FIG. 3 is a pneumatic relapsing machine according to another example of the present invention, and a partially cutaway view with the hatch omitted. Partial sectional view with hatching omitted, No. 41y] is a pneumatic radial tie A according to the conventional example, with hatching omitted 12. Fig. 5 is a schematic diagram of the tire mounted on the center wall with a large camber angle toward the in-square (2°), Fig. 6 (Δ), and Fig. 6 are partial cross-sectional views. (B) is a schematic diagram that does not show the ground contact shape during naling, but is installed on a vehicle with a large camber angle in the direction of the vertical axis.10°, 38...pneumatic radial Tire', 12・
... Carcass, 14... Bead core, 18.20... Belt, 22... Tread, 24... Side wall, 25... Layer layer, 28... Inner tread, 30...・Outside edge/rad, 32...Joint surface, :34.3B...Belt 33
Claims (1)
廻りに折り返される折返し部を有するカーカスと、カー
カスのクラウン部の外側にタイヤ周方向に延在するベル
ト層と、ベルトの幅方向端部を覆う補強層と、カーカス
のサイド部の外側を覆うサイドウォールと、車両装着状
態においてタイヤ外周部の車幅方向内側を構成する内側
トレツドと内側トレツドの車幅方向外側に並列に配置さ
れた外側トレツドとにより構成され前記ベルトの外側を
覆う略円筒状のトレツドと、を備え前記内側トレツドに
は耐発熱性及び耐摩耗性のゴム材を用い前記外側トレツ
ドには高グリップ性のゴム材を用いた空気入りラジアル
タイヤであって、前記内側トレッドの幅が全トレツド幅
の２５％〜３０％とすると共に内側トレツドと外側トレ
ツドとの接合面はタイヤ半径方向内側から外側へ向けて
車幅方向外側から車幅方向内側に略直線状に傾斜され、
かつ接合面の断面線長が接合面におけるトレツド肉厚の
１．５倍以上７．０倍以下とされたことを特徴とする空
気入りラジアルタイヤ。(1) A carcass having a folded part extending between a pair of bead cores and folded back around the bead core, a belt layer extending in the tire circumferential direction on the outside of the crown part of the carcass, and a widthwise end of the belt a reinforcing layer that covers the outer side of the carcass, a sidewall that covers the outer side of the side part of the carcass, an inner tread that forms the inner side of the outer circumference of the tire in the vehicle width direction when the tire is mounted on the vehicle, and an outer side that is arranged in parallel on the outer side of the inner tread in the vehicle width direction. a substantially cylindrical tread that covers the outside of the belt; the inner tread is made of a heat-resistant and abrasion-resistant rubber material, and the outer tread is made of a highly grippy rubber material. The pneumatic radial tire is a pneumatic radial tire in which the width of the inner tread is 25% to 30% of the total tread width, and the joint surface between the inner tread and the outer tread is from the inner side in the tire radial direction to the outer side in the vehicle width direction. It is inclined inward in the vehicle width direction in a substantially straight line from
A pneumatic radial tire characterized in that the cross-sectional line length of the joint surface is 1.5 times or more and 7.0 times or less the tread wall thickness at the joint surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2254722A JP2912437B2 (en) | 1990-09-25 | 1990-09-25 | Pneumatic radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2254722A JP2912437B2 (en) | 1990-09-25 | 1990-09-25 | Pneumatic radial tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04133802A true JPH04133802A (en) | 1992-05-07 |
| JP2912437B2 JP2912437B2 (en) | 1999-06-28 |
Family
ID=17268940
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2254722A Expired - Lifetime JP2912437B2 (en) | 1990-09-25 | 1990-09-25 | Pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2912437B2 (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5829503A (en) * | 1995-11-14 | 1998-11-03 | Sumitomo Rubber Industries Limited | Motorcycle tire |
| US6202724B1 (en) * | 1997-08-07 | 2001-03-20 | Bridgestone Corporation | Pneumatic tire and method of manufacturing the same |
| JP2009107452A (en) * | 2007-10-29 | 2009-05-21 | Equos Research Co Ltd | Control device |
| JP2009126426A (en) * | 2007-11-26 | 2009-06-11 | Equos Research Co Ltd | Tire |
| JP2009126425A (en) * | 2007-11-26 | 2009-06-11 | Equos Research Co Ltd | Tire |
| JP2009126424A (en) * | 2007-11-26 | 2009-06-11 | Equos Research Co Ltd | Tire |
| JP2009154850A (en) * | 2007-12-28 | 2009-07-16 | Equos Research Co Ltd | Control device |
| JP2011136654A (en) * | 2009-12-28 | 2011-07-14 | Sumitomo Rubber Ind Ltd | Tire for racing cart |
| US20140190605A1 (en) * | 2011-06-23 | 2014-07-10 | Michelin Recherche Et Technique S.A. | Tire with improved tread |
| JP2016060375A (en) * | 2014-09-18 | 2016-04-25 | 東洋ゴム工業株式会社 | Pneumatic tire |
| CN110341383A (en) * | 2019-07-17 | 2019-10-18 | 江苏通用科技股份有限公司 | A kind of eccentric abrasion prevention tread structure |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4527180B1 (en) * | 2009-05-29 | 2010-08-18 | 東洋ゴム工業株式会社 | Pneumatic tire |
-
1990
- 1990-09-25 JP JP2254722A patent/JP2912437B2/en not_active Expired - Lifetime
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5829503A (en) * | 1995-11-14 | 1998-11-03 | Sumitomo Rubber Industries Limited | Motorcycle tire |
| US6202724B1 (en) * | 1997-08-07 | 2001-03-20 | Bridgestone Corporation | Pneumatic tire and method of manufacturing the same |
| JP2009107452A (en) * | 2007-10-29 | 2009-05-21 | Equos Research Co Ltd | Control device |
| JP2009126426A (en) * | 2007-11-26 | 2009-06-11 | Equos Research Co Ltd | Tire |
| JP2009126425A (en) * | 2007-11-26 | 2009-06-11 | Equos Research Co Ltd | Tire |
| JP2009126424A (en) * | 2007-11-26 | 2009-06-11 | Equos Research Co Ltd | Tire |
| JP2009154850A (en) * | 2007-12-28 | 2009-07-16 | Equos Research Co Ltd | Control device |
| JP2011136654A (en) * | 2009-12-28 | 2011-07-14 | Sumitomo Rubber Ind Ltd | Tire for racing cart |
| US20140190605A1 (en) * | 2011-06-23 | 2014-07-10 | Michelin Recherche Et Technique S.A. | Tire with improved tread |
| US9649883B2 (en) * | 2011-06-23 | 2017-05-16 | Compagnie Generale Des Etablissements Michelin | Tire with improved tread |
| JP2016060375A (en) * | 2014-09-18 | 2016-04-25 | 東洋ゴム工業株式会社 | Pneumatic tire |
| CN110341383A (en) * | 2019-07-17 | 2019-10-18 | 江苏通用科技股份有限公司 | A kind of eccentric abrasion prevention tread structure |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2912437B2 (en) | 1999-06-28 |
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