JPH11208216A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH11208216A JPH11208216A JP10016304A JP1630498A JPH11208216A JP H11208216 A JPH11208216 A JP H11208216A JP 10016304 A JP10016304 A JP 10016304A JP 1630498 A JP1630498 A JP 1630498A JP H11208216 A JPH11208216 A JP H11208216A
- Authority
- JP
- Japan
- Prior art keywords
- rubber
- tread
- groove
- tire
- tan
- 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
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
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
- B60C11/1346—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls covered by a rubber different from the tread rubber
-
- 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
-
- 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
- B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
- B60C2011/013—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered provided with a recessed portion
-
- 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
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、車両の低燃費化を
促進する空気入りタイヤに関し、さらに詳しくは、ウェ
ット路面での走行性能（ウェット性能）や耐摩耗性等の
タイヤ性能を損なうことなく、転動抵抗の低減を可能に
した空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire that promotes low fuel consumption of a vehicle, and more particularly, to a pneumatic tire without impairing tire performance such as running performance on wet roads (wet performance) and wear resistance. And a pneumatic tire capable of reducing rolling resistance.
【０００２】[0002]
【従来の技術】従来、タイヤの転動抵抗を低減するため
に、主に、キャップトレッドに低燃費配合のゴムを使用
することが行われている。すなわち、キャップトレッド
は単一パーツとしては最も体積が大きく、一般に耐摩耗
性を確保するためにヒステリシスロスの大きいゴムが使
われているので、そのキャップトレッドゴムを低燃費配
合に変更することにより転動抵抗を低減することができ
る。2. Description of the Related Art Conventionally, in order to reduce the rolling resistance of a tire, a rubber having a low fuel consumption is mainly used for a cap tread. In other words, the cap tread has the largest volume as a single part, and rubber with a large hysteresis loss is generally used to ensure abrasion resistance. Dynamic resistance can be reduced.
【０００３】しかしながら、転動抵抗を低減するために
キャップトレッドに低燃費配合のゴムを使用すると、必
然的にウェット性能や耐摩耗性等のタイヤ性能が低下す
るという問題があった。[0003] However, when low-fuel-consumption rubber is used for the cap tread in order to reduce rolling resistance, there has been a problem that tire performance such as wet performance and abrasion resistance necessarily decreases.
【０００４】[0004]
【発明が解決しようとする課題】本発明の目的は、ウェ
ット性能や耐摩耗性等のタイヤ性能を損なうことなく、
転動抵抗の低減を可能にした空気入りタイヤを提供する
ことにある。SUMMARY OF THE INVENTION An object of the present invention is to provide a tire without impairing tire performance such as wet performance and wear resistance.
An object of the present invention is to provide a pneumatic tire capable of reducing rolling resistance.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成するため
の本発明の空気入りタイヤは、左右一対のビード部間に
カーカス層を装架し、トレッド部における前記カーカス
層の外周側に少なくとも２層のベルト層を配置した空気
入りタイヤにおいて、クラウンセンターから前記ベルト
層の最大ベルト幅の１／２長さの８０〜１１５％の範囲
に、最小溝下厚さを上記範囲における平均トレッド厚さ
の８０％以下かつ１ｍｍ以上にする溝又は窪みを設ける
と共に、上記範囲におけるキャップトレッドゴムの少な
くとも一部に、センター部キャップトレッドゴムのｔａ
ｎδの３０〜９０％の低ｔａｎδゴムを配置したことを
特徴とするものである。In order to achieve the above object, a pneumatic tire of the present invention has a carcass layer mounted between a pair of left and right bead portions, and at least two carcass layers are provided on an outer peripheral side of the carcass layer in a tread portion. In the pneumatic tire on which the belt layers are arranged, the minimum under-groove thickness is set in the range of 80 to 115% of half the maximum belt width of the belt layer from the crown center, and the average tread thickness in the above range. A groove or a dent that is 80% or less and 1 mm or more of the center cap tread rubber in at least a part of the cap tread rubber in the above range.
A low tan δ rubber of 30 to 90% of n δ is arranged.
【０００６】本発明者等は、トレッド部の近傍で集中的
に発生するエネルギーロスを効果的に抑えるという観点
から鋭意研究を行った結果、トレッド部におけるエネル
ギーロスはショルダー部に集中して発生していることが
判った。また、トレッドショルダー部にエネルギーロス
が集中するのは、トレッドセンター部ではタイヤ周方
向、厚さ方向にしか圧縮応力が発生しないのに対して、
トレッドショルダー部ではタイヤ周方向、厚さ方向に加
えてタイヤ径方向にも圧縮応力が発生するという高応力
負荷状態になるためであることが判った。そこで、上記
トレッドショルダー部に溝又は窪みを設けると共に、そ
の範囲におけるキャップトレッドゴムの少なくとも一部
を低ｔａｎδ化することにより、トレッドショルダー部
に発生する応力を緩和し、この部分に集中するエネルギ
ーロスを効果的に抑えて転動抵抗を低減可能であること
を見出した。従って、トレッドセンター部を構成するキ
ャップトレッドにヒステリシスロスの小さい低燃費配合
のゴムを使用する必要がなくなるので、ウェット性能や
耐摩耗性等のタイヤ性能を損なうことなく、転動抵抗を
低減することができる。The inventors of the present invention have conducted intensive studies from the viewpoint of effectively suppressing the energy loss intensively generated in the vicinity of the tread portion. As a result, the energy loss in the tread portion is concentrated on the shoulder portion. It turned out that. In addition, the energy loss concentrates on the tread shoulder part because the compressive stress occurs only in the tire circumferential direction and thickness direction in the tread center part,
It has been found that this is because the tread shoulder portion is in a high stress load state in which a compressive stress is generated in the tire radial direction in addition to the tire circumferential direction and the thickness direction. Therefore, a groove or a depression is provided in the tread shoulder portion, and at least a part of the cap tread rubber in the range is reduced to tan δ, so that stress generated in the tread shoulder portion is reduced, and energy loss concentrated on this portion is reduced. Was found to be able to effectively reduce the rolling resistance. Therefore, it is not necessary to use a low fuel consumption compound rubber having a small hysteresis loss for the cap tread constituting the tread center portion, and therefore, the rolling resistance can be reduced without impairing the tire performance such as wet performance and abrasion resistance. Can be.
【０００７】本発明において、平均トレッド厚さとはク
ラウンセンターから最大ベルト幅の１／２長さの８０％
の位置及び１１５％の位置におけるトレッド厚さの和の
１／２である。また、損失正接ｔａｎδは粘弾性スペク
トロメーター（岩本製作所製）を使用して、周波数２０
Ｈｚ、初期歪み１０％、動歪み±２％、温度６０℃の条
件で測定したものである。In the present invention, the average tread thickness is 80% of a half of the maximum belt width from the crown center.
And 1/2 of the sum of the tread thicknesses at the position of 115% and 115%. The loss tangent tan δ was calculated using a viscoelastic spectrometer (manufactured by Iwamoto Seisakusho) at a frequency of 20.
Hz, initial strain 10%, dynamic strain ± 2%, temperature 60 ° C.
【０００８】[0008]
【発明の実施の形態】以下、本発明の構成について添付
の図面を参照して詳細に説明する。図１は本発明の実施
形態からなる空気入りタイヤを例示するものである。図
において、左右一対のビード部１，１間には複数本の補
強コードをラジアル方向に配列させたカーカス層２が装
架されており、このカーカス層２のタイヤ幅方向両端部
がそれぞれビードコア３の廻りにタイヤ内側から外側へ
巻き上げられている。左右一対のビード部１，１とトレ
ッド部４とは左右のサイドウォール部５，５を介して互
いに連接されている。また、ビードコア３の外周側には
ビードフィラー６が配置されており、このビードフィラ
ー６がカーカス層２によって包み込まれている。トレッ
ド部４におけるカーカス層２の外周側には、それぞれ複
数本の補強コードをコートゴムで被覆した少なくとも２
層のベルト層７，７が設けられている。これらベルト層
７，７は、その補強コードがタイヤ周方向に対して傾斜
し、かつ層間で補強コードが互いに交差するように配置
されている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of the present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 illustrates a pneumatic tire according to an embodiment of the present invention. In the figure, a carcass layer 2 in which a plurality of reinforcing cords are arranged in a radial direction is mounted between a pair of left and right bead portions 1, 1, and both end portions of the carcass layer 2 in the tire width direction are each a bead core 3. Is wound up from the inside of the tire to the outside. The pair of left and right bead portions 1, 1 and the tread portion 4 are connected to each other via left and right sidewall portions 5, 5. A bead filler 6 is arranged on the outer peripheral side of the bead core 3, and the bead filler 6 is wrapped by the carcass layer 2. On the outer peripheral side of the carcass layer 2 in the tread part 4, at least two reinforcing cords each covered with a coating rubber are provided.
Layer belt layers 7, 7 are provided. These belt layers 7, 7 are arranged such that the reinforcing cords are inclined with respect to the tire circumferential direction, and the reinforcing cords intersect each other between the layers.
【０００９】上記空気入りタイヤにおいて、クラウンセ
ンターを始点として、トレッド表面又はトレッド仮想延
長線に沿ってビード部１の方向に向かい、ベルト層７の
最大ベルト幅Ｗに対して１／２Ｗの８０〜１１５％の範
囲からなるショルダー部Ｓに溝又は窪み８を設けるよう
にする。この溝又は窪み８をショルダー部Ｓ以外の範囲
に設けても転動抵抗を効果的に低減することはできな
い。溝又は窪み８の深さは、ショルダー部Ｓにおける最
小溝下厚さをショルダー部Ｓにおける平均トレッド厚さ
の８０％以下かつ１ｍｍ以上にするような寸法に設定す
る。ショルダー部Ｓにおける最小溝下厚さがショルダー
部Ｓにおける平均トレッド厚さの８０％を超えるように
溝又は窪み８を浅く形成すると転動抵抗の低減効果が不
十分になり、逆に最小溝下厚さが１ｍｍ未満になるよう
に溝又は窪み８を深く形成すると耐久性が不十分にな
る。In the pneumatic tire described above, the crown center is set as a starting point, and is directed in the direction of the bead portion 1 along the tread surface or the virtual tread extension line. A groove or depression 8 is provided in the shoulder portion S having a range of 115%. Even if this groove or depression 8 is provided in a region other than the shoulder portion S, the rolling resistance cannot be effectively reduced. The depth of the groove or depression 8 is set to a dimension such that the minimum thickness under the groove in the shoulder S is 80% or less of the average tread thickness in the shoulder S and 1 mm or more. If the groove or depression 8 is formed shallowly so that the minimum under-groove thickness in the shoulder portion S exceeds 80% of the average tread thickness in the shoulder portion S, the effect of reducing rolling resistance becomes insufficient, and conversely, the minimum under-groove thickness becomes small. If the grooves or depressions 8 are formed deeply so that the thickness is less than 1 mm, the durability becomes insufficient.
【００１０】溝又は窪み８の断面形状は特に限定される
ことはなく、図２のようにタイヤ表面側に向けて広くな
るようにテーパー状にしたり、図３のように矩形断面に
してもよい。これら溝又は窪み８の上縁部は図４のよう
にスムースな曲線で面取りしたり、図５のように直線で
面取りしてもよい。また、溝又は窪み８は少なくとも１
つあればよいが、図６のように必要に応じて２つ以上の
複数にしてもよい。The cross-sectional shape of the groove or depression 8 is not particularly limited, and may be tapered so as to become wider toward the tire surface as shown in FIG. 2 or rectangular as shown in FIG. . The upper edges of these grooves or depressions 8 may be chamfered with a smooth curve as shown in FIG. 4 or may be chamfered with a straight line as shown in FIG. In addition, at least one groove or depression 8 is provided.
However, as shown in FIG. 6, two or more pluralities may be provided as needed.
【００１１】溝又は窪み８はタイヤ周方向に対して実質
的に平行に延長するように設けることが好ましい。しか
しながら、溝又は窪み８をタイヤ周方向に対して傾斜さ
せてもよく、その場合に溝又は窪み８の中心線のタイヤ
周方向に対する角度を−４５〜４５°の範囲にすること
が好ましい。トレッドショルダー部Ｓにおけるキャップ
トレッドゴムの少なくとも一部には、トレッドセンター
部におけるキャップトレッドゴムのｔａｎδの３０〜９
０％の低ｔａｎδゴム９を配置する。低ｔａｎδゴム９
がセンター部キャップトレッドゴムのｔａｎδの９０％
を超えると転動抵抗の低減効果が不十分になり、逆に低
ｔａｎδゴム９を実用的なゴム配合とした上でセンター
部キャップトレッドゴムのｔａｎδの３０％未満にする
ことは技術的に困難である。また、センター部キャップ
トレッドゴムのｔａｎδはタイヤの要求特性に応じて適
宜設定することが可能であるが、一般に０．１２〜０．
５の範囲に設定することが好ましい。低ｔａｎδゴム９
の配置位置はショルダー部Ｓ内であれば特に限定される
ことはないが、特に図７のように低ｔａｎδゴム９を溝
又は窪み８の周囲に選択的に配置することにより、転動
抵抗の低減を効果的に行うことができる。The grooves or depressions 8 are preferably provided to extend substantially parallel to the tire circumferential direction. However, the groove or the depression 8 may be inclined with respect to the tire circumferential direction. In this case, it is preferable that the angle of the center line of the groove or the depression 8 with respect to the tire circumferential direction be in a range of −45 to 45 °. At least a portion of the cap tread rubber in the tread shoulder portion S has a tan δ of 30 to 9 of the cap tread rubber in the tread center portion.
Place 0% low tan δ rubber 9. Low tan δ rubber 9
Is 90% of the tan δ of the center cap tread rubber
If the ratio exceeds, the effect of reducing the rolling resistance becomes insufficient, and conversely, it is technically difficult to reduce the tan δ of the center cap tread rubber to less than 30% after forming the low tan δ rubber 9 into a practical rubber compound. It is. The tan δ of the center cap tread rubber can be appropriately set according to the required characteristics of the tire.
It is preferable to set in the range of 5. Low tan δ rubber 9
Is not particularly limited as long as it is within the shoulder portion S. In particular, by selectively disposing the low tan δ rubber 9 around the groove or the depression 8 as shown in FIG. Reduction can be performed effectively.
【００１２】上述のようにクラウンセンターから最大ベ
ルト幅の１／２長さの８０〜１１５％の範囲からなるシ
ョルダー部Ｓに溝又は窪み８を設けると共に、ショルダ
ー部Ｓにおけるキャップトレッドゴムの少なくとも一部
を低ｔａｎδ化したことにより、ショルダー部Ｓに集中
的に発生するエネルギーロスを抑えることが可能になる
ので、転動抵抗を効果的に低減することができる。ま
た、トレッドセンター部を構成するキャップトレッドに
ヒステリシスロスの小さい低燃費配合のゴムを使用する
必要はないので、ウェット性能や耐摩耗性等のタイヤ性
能を損なうことはない。As described above, a groove or a depression 8 is provided in the shoulder portion S which is within a range of 80 to 115% of a half of the maximum belt width from the crown center, and at least one of the cap tread rubber in the shoulder portion S is provided. By reducing the tan δ of the portion, it is possible to suppress energy loss that occurs intensively in the shoulder portion S, so that rolling resistance can be effectively reduced. Further, since it is not necessary to use a low fuel consumption compound rubber having a small hysteresis loss for the cap tread constituting the tread center portion, the tire performance such as wet performance and abrasion resistance is not impaired.
【００１３】[0013]
【実施例】タイヤサイズを１８５／６５Ｒ１４とし、図
１に示すタイヤ構造を有すると共に、ショルダー部にお
ける溝又は窪みの位置、最小溝下厚さ、溝又は窪みの角
度、溝又は窪みの形状、キャップトレッドゴムの配合及
びｔａｎδを種々異ならせた従来例、比較例１〜４及び
実施例１〜５の空気入りタイヤを製作した。なお、溝又
は窪みの位置はクラウンセンターを始点としてトレッド
表面又はトレッド仮想延長線に沿ってビード部方向に向
かい、最大ベルト幅の１／２長さを１００％としたとき
の範囲（％）である。最小溝下厚さはクラウンセンター
から最大ベルト幅の１／２長さの８０〜１１５％の範囲
における平均トレッド厚さを１００％としたときの厚さ
（％）である。溝又は窪みの角度は溝又は窪みの長手方
向の中心線とタイヤ周方向とがなす角度（°）である。
ショルダー部及びセンター部のキャップトレッドゴムの
配合は表２に示すものを使用した。また、ショルダー部
キャップトレッドゴムのｔａｎδはセンター部キャップ
トレッドのｔａｎδ（０．３３）に対する比率（％）で
ある。DESCRIPTION OF THE PREFERRED EMBODIMENTS The tire size is 185 / 65R14, the tire structure is as shown in FIG. 1, and the position of the groove or dent in the shoulder portion, the minimum thickness under the groove, the angle of the groove or dent, the shape of the groove or dent, the cap Pneumatic tires of conventional examples, comparative examples 1 to 4 and examples 1 to 5 in which the tread rubber composition and tan δ were variously varied were produced. The position of the groove or the depression is in the range (%) when the length of the half of the maximum belt width is taken as 100%, toward the bead portion along the tread surface or the virtual tread extension line from the crown center as a starting point. is there. The minimum groove thickness is a thickness (%) when an average tread thickness in a range of 80 to 115% of a half length of the maximum belt width from the crown center is 100%. The angle of the groove or the depression is an angle (°) between the longitudinal center line of the groove or the depression and the tire circumferential direction.
The compounding of the cap tread rubber in the shoulder portion and the center portion was as shown in Table 2. The tan δ of the shoulder portion cap tread rubber is a ratio (%) to the tan δ (0.33) of the center portion cap tread.
【００１４】これら試験タイヤについて、下記試験方法
により転がり抵抗を評価し、その結果を表１に示した。For these test tires, rolling resistance was evaluated by the following test method, and the results are shown in Table 1.
【００１５】転がり抵抗：各試験タイヤをリムサイズ１
４×５・１／２ＪＪのホイールに組付けて空気圧２００
ｋＰａとしてドラム試験機に装着し、周辺温度を２３±
２℃に制御すると共に、表面が平滑で直径が１７０７ｍ
ｍの鋼製ドラムの外周面を速度８０ｋｍで走行させ、そ
の際の転がり抵抗を測定した。評価結果は、従来例を１
００とする指数で示した。この指数値が小さいほど転が
り抵抗が小さいことを示す。Rolling resistance: Each test tire was rim size 1
Air pressure 200 by assembling to 4 × 5 1/2 JJ wheel
Attach to a drum tester as kPa and set the ambient temperature to 23 ±
Control at 2 ° C, smooth surface and 1707m diameter
An outer peripheral surface of a m steel drum was run at a speed of 80 km, and the rolling resistance at that time was measured. The evaluation result is 1 for the conventional example.
The index was set to 00. A smaller index value indicates a smaller rolling resistance.
【００１６】[0016]
【表１】 [Table 1]
【００１７】[0017]
【表２】 [Table 2]
【００１８】表１から明らかなように、比較例１はショ
ルダー部のキャップトレッドゴムを低ｔａｎδ化しただ
けであるので、転がり抵抗の低減効果が不十分であっ
た。比較例２〜４は溝又は窪みの位置を変化させたもの
であるが、ショルダー部のキャップトレッドゴムを低ｔ
ａｎδ化していないので、転がり抵抗の低減効果が不十
分であった。As is clear from Table 1, in Comparative Example 1, the effect of reducing the rolling resistance was insufficient because the cap tread rubber in the shoulder portion was merely reduced in tan δ. In Comparative Examples 2 to 4, the positions of the grooves or depressions were changed, but the cap tread rubber in the shoulder portion was changed to low t.
Since it did not have an δ, the effect of reducing rolling resistance was insufficient.
【００１９】これに対して、実施例１〜５はショルダー
部のキャップトレッドゴムを低ｔａｎδ化すると共に、
ショルダー部に溝又は窪みを設けているので、いずれの
場合も相乗効果によって、単にショルダー部のキャップ
トレッドゴムを低ｔａｎδ化した場合（比較例１）と、
単にショルダー部に溝又は窪みを設けた場合（比較例２
〜４）とから予想される以上に転動抵抗が低下してい
た。On the other hand, in Examples 1 to 5, the cap tread rubber in the shoulder portion was reduced in tan δ,
Since a groove or a depression is provided in the shoulder portion, the cap tread rubber of the shoulder portion is simply reduced in tan δ due to a synergistic effect in each case (Comparative Example 1).
When a groove or a depression is simply provided in the shoulder portion (Comparative Example 2
To 4), the rolling resistance was lower than expected.
【００２０】[0020]
【発明の効果】以上説明したように本発明によれば、ク
ラウンセンターからベルト層の最大ベルト幅の１／２長
さの８０〜１１５％の範囲に、最小溝下厚さを上記範囲
における平均トレッド厚さの８０％以下かつ１ｍｍ以上
にする溝又は窪みを設けると共に、上記範囲におけるキ
ャップトレッドゴムの少なくとも一部に、センター部キ
ャップトレッドゴムのｔａｎδの３０〜９０％の低ｔａ
ｎδゴムを配置したことにより、トレッドセンター部を
構成するキャップトレッドにヒステリシスロスの小さい
低燃費配合のゴムを使用する必要がなくなるので、ウェ
ット性能や耐摩耗性等のタイヤ性能を損なうことなく、
転動抵抗を低減することができる。As described above, according to the present invention, the minimum under-groove thickness is set within the range of 80 to 115% of the half length of the maximum belt width of the belt layer from the crown center. A groove or a dent that is 80% or less of the tread thickness and 1 mm or more is provided, and at least a part of the cap tread rubber in the above range has a low ta of 30 to 90% of tan δ of the center portion cap tread rubber.
By disposing the nδ rubber, it is not necessary to use a low fuel consumption compound rubber with a small hysteresis loss for the cap tread constituting the tread center part, without impairing tire performance such as wet performance and abrasion resistance,
Rolling resistance can be reduced.
【図１】本発明の実施形態からなる空気入りタイヤを示
す子午線半断面図である。FIG. 1 is a meridian half sectional view showing a pneumatic tire according to an embodiment of the present invention.
【図２】本発明タイヤにおけるショルダー部を示す断面
図である。FIG. 2 is a sectional view showing a shoulder portion of the tire of the present invention.
【図３】本発明タイヤにおけるショルダー部の変形例を
示す断面図である。FIG. 3 is a sectional view showing a modified example of a shoulder portion in the tire of the present invention.
【図４】本発明タイヤにおけるショルダー部の変形例を
示す断面図である。FIG. 4 is a sectional view showing a modified example of a shoulder portion of the tire of the present invention.
【図５】本発明タイヤにおけるショルダー部の変形例を
示す断面図である。FIG. 5 is a sectional view showing a modified example of a shoulder portion in the tire of the present invention.
【図６】本発明タイヤにおけるショルダー部の変形例を
示す断面図である。FIG. 6 is a sectional view showing a modified example of a shoulder portion in the tire of the present invention.
【図７】本発明タイヤにおけるショルダー部の変形例を
示す断面図である。FIG. 7 is a sectional view showing a modified example of a shoulder portion in the tire of the present invention.
１ ビード部 ２ カーカス層 ３ ビードコア ４ トレッド部 ５ サイドウォール部 ６ ビードフィラー ７ ベルト層 ８ 溝又は窪み ９ 低ｔａｎδゴム Reference Signs List 1 bead portion 2 carcass layer 3 bead core 4 tread portion 5 side wall portion 6 bead filler 7 belt layer 8 groove or depression 9 low tan δ rubber
Claims (3)
架し、トレッド部における前記カーカス層の外周側に少
なくとも２層のベルト層を配置した空気入りタイヤにお
いて、クラウンセンターから前記ベルト層の最大ベルト
幅の１／２長さの８０〜１１５％の範囲に、最小溝下厚
さを上記範囲における平均トレッド厚さの８０％以下か
つ１ｍｍ以上にする溝又は窪みを設けると共に、上記範
囲におけるキャップトレッドゴムの少なくとも一部に、
センター部キャップトレッドゴムのｔａｎδの３０〜９
０％の低ｔａｎδゴムを配置した空気入りタイヤ。1. A pneumatic tire in which a carcass layer is mounted between a pair of left and right bead portions and at least two belt layers are arranged on an outer peripheral side of the carcass layer in a tread portion. In the range of 80 to 115% of the length of 1/2 of the maximum belt width, a groove or a dent that makes the minimum under-groove thickness 80% or less and 1 mm or more of the average tread thickness in the above range is provided. At least part of the cap tread rubber,
Center cap tread rubber tan δ 30 to 9
A pneumatic tire in which 0% low tan δ rubber is arranged.
に対する角度が−４５〜４５°である請求項１に記載の
空気入りタイヤ。2. The pneumatic tire according to claim 1, wherein an angle of a center line of the groove or the depression with respect to a tire circumferential direction is −45 to 45 °.
隣接させた請求項１又は２に記載の空気入りタイヤ。3. The pneumatic tire according to claim 1, wherein the low tan δ rubber is adjacent to the groove or the depression.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP01630498A JP3952097B2 (en) | 1998-01-29 | 1998-01-29 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP01630498A JP3952097B2 (en) | 1998-01-29 | 1998-01-29 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11208216A true JPH11208216A (en) | 1999-08-03 |
| JP3952097B2 JP3952097B2 (en) | 2007-08-01 |
Family
ID=11912810
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP01630498A Expired - Fee Related JP3952097B2 (en) | 1998-01-29 | 1998-01-29 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3952097B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2952855A1 (en) * | 2009-11-26 | 2011-05-27 | Michelin Soc Tech | TIRE FOR EQUIPPING A VEHICLE CARRYING HEAVY LOADS |
| WO2013140999A1 (en) * | 2012-03-23 | 2013-09-26 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2015037924A (en) * | 2013-03-26 | 2015-02-26 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2015058912A (en) * | 2013-09-20 | 2015-03-30 | 住友ゴム工業株式会社 | Pneumatic tire and method for attaching the same |
| CN111148642A (en) * | 2017-09-28 | 2020-05-12 | 米其林集团总公司 | Truck tire tread with axially alternating rubber compounds |
-
1998
- 1998-01-29 JP JP01630498A patent/JP3952097B2/en not_active Expired - Fee Related
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9358840B2 (en) | 2009-11-26 | 2016-06-07 | Compagnie General Des Etablissements Michelin | Tire for a vehicle carrying heavy loads |
| WO2011064056A1 (en) * | 2009-11-26 | 2011-06-03 | Societe De Technologie Michelin | Tire for a vehicle carrying heavy loads |
| FR2952855A1 (en) * | 2009-11-26 | 2011-05-27 | Michelin Soc Tech | TIRE FOR EQUIPPING A VEHICLE CARRYING HEAVY LOADS |
| AU2010323376B2 (en) * | 2009-11-26 | 2015-03-19 | Compagnie Generale Des Etablissements Michelin | Tire for a vehicle carrying heavy loads |
| US20150047762A1 (en) * | 2012-03-23 | 2015-02-19 | Yokohama Rubber Co., Ltd | Pneumatic Tire |
| CN104220277A (en) * | 2012-03-23 | 2014-12-17 | 横滨橡胶株式会社 | Pneumatic tire |
| CN104220277B (en) * | 2012-03-23 | 2016-09-28 | 横滨橡胶株式会社 | Pneumatic tire |
| WO2013140999A1 (en) * | 2012-03-23 | 2013-09-26 | 横浜ゴム株式会社 | Pneumatic tire |
| JPWO2013140999A1 (en) * | 2012-03-23 | 2015-08-03 | 横浜ゴム株式会社 | Pneumatic tire |
| US10202005B2 (en) | 2012-03-23 | 2019-02-12 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| JP2015037924A (en) * | 2013-03-26 | 2015-02-26 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2015058912A (en) * | 2013-09-20 | 2015-03-30 | 住友ゴム工業株式会社 | Pneumatic tire and method for attaching the same |
| CN111148642A (en) * | 2017-09-28 | 2020-05-12 | 米其林集团总公司 | Truck tire tread with axially alternating rubber compounds |
| CN111148642B (en) * | 2017-09-28 | 2021-07-27 | 米其林集团总公司 | Truck tire tread with axially alternating rubber compounds |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3952097B2 (en) | 2007-08-01 |
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