JPS6259105A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPS6259105A JPS6259105A JP60199255A JP19925585A JPS6259105A JP S6259105 A JPS6259105 A JP S6259105A JP 60199255 A JP60199255 A JP 60199255A JP 19925585 A JP19925585 A JP 19925585A JP S6259105 A JPS6259105 A JP S6259105A
- Authority
- JP
- Japan
- Prior art keywords
- tread
- rubber
- wear
- shoulder
- center
- 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
Landscapes
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は空気入りタイヤ、特に、主に良路を高速走行す
るトラック、バス等に装着される重荷重用空気入りラジ
アルタイヤのトレッド部に発止する偏摩耗を改良した空
気入りタイヤに関する。Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a pneumatic tire, particularly a pneumatic radial tire for heavy loads that is installed on trucks, buses, etc. that mainly run on good roads at high speed. This invention relates to a pneumatic tire with improved uneven wear.
（従来の技術）
主に良路高速走行に供される空気入りタイヤのトレッド
パターンとしては一般にいわゆる完全なリプタイブのト
レッドパターンのほか、リブ・ラグタイプ、リブ・ブロ
ックタイプ等も用いられている。いずれにしろ、トレッ
ド部をタイヤの概ね周方向に延びる２〜５本程度の幅広
の主溝によりタイヤの軸方向に分割して、タイヤの周方
向に連続または不連続の複数本の陵部（以下、リブとい
う）を形成している。(Prior Art) As the tread pattern of pneumatic tires mainly used for high-speed driving on good roads, in addition to the so-called perfect lip type tread pattern, rib/lug type, rib/block type, etc. are also used. In any case, the tread portion is divided in the axial direction of the tire by about 2 to 5 wide main grooves extending generally in the circumferential direction of the tire, and a plurality of continuous or discontinuous ridges ( (hereinafter referred to as ribs).
（発明が解決しようとする問題点）
このようなリブを有するリプタイブの重荷重用空気入り
ラジアルタイヤがトラック・バスの前輪軸等に装着され
て、大きな横力を受けて転勤すると、トレッド部の各リ
ブ、特にトレンド部の軸方向最外側に位置するショルダ
ーリブに顕著な偏摩耗が発生するという問題が生じる。(Problem to be Solved by the Invention) When a Riptive heavy-duty pneumatic radial tire having such ribs is mounted on the front wheel axle of a truck or bus and is subjected to a large lateral force and transferred, each part of the tread part A problem arises in that significant uneven wear occurs on the ribs, particularly on the shoulder ribs located on the outermost axial side of the trend portion.
この偏摩耗はタイヤの使用条件、使用期間等によって種
々複雑な様相を呈するが、トレッド部のショルダーリブ
の外側端部に端を発した摩耗（いわゆるエツジ落ち）が
、タイヤの周上不均一にトレンド部の内側に進展してい
き、甚だしい場合にはタイヤの側面からみて多角形とな
る多角形摩耗にまでも発展するのである。これらはタイ
ヤの外観を著しく見苦しくするばかりでなく、車両の振
動の原因になる等、タイヤの性能も著しく悪化し、タイ
ヤの摩耗寿命を大幅に低下させるという問題点がある。This uneven wear takes on a variety of complex aspects depending on the usage conditions and period of use of the tire, but wear that begins at the outer edge of the shoulder ribs in the tread (so-called edge-dropping) occurs unevenly around the circumference of the tire. The wear progresses to the inside of the trend area, and in extreme cases, it even develops into polygonal wear, which becomes a polygon when viewed from the side of the tire. These problems not only make the appearance of the tire extremely unsightly, but also cause vibrations in the vehicle, significantly deteriorating the performance of the tire, and significantly shortening the wear life of the tire.
これらの問題点を改良するため、構造面、パターン面、
トレッドゴム質の面等より種々の検討がなされている。In order to improve these problems, we will improve the structure, pattern,
Various studies have been made in terms of tread rubber quality, etc.
例えば、特開昭４９−６７３０５号公報に示されている
ように、ショルダ一部の内側に硬度の大きい非補強ゴム
のクッションゴムを埋設してショルダ一部を強固に支持
することが提案されている。また、特開昭５８−２１）
９０２号公報に示されているように、ショルダ一部に耐
摩耗率のよいゴムを配置して摩耗し難くすることが提案
されている。しかしながら、これらは偏摩耗現象に、単
なるショルダ一部の強固な支持のみまたは高耐摩耗率ゴ
ムへの変更のみで、すなわち−局面のみで対応している
にすぎず、偏摩耗の防止は十分でない。For example, as shown in Japanese Unexamined Patent Publication No. 49-67305, it has been proposed to firmly support a portion of the shoulder by embedding a hard non-reinforced cushion rubber inside the portion of the shoulder. There is. Also, JP-A-58-21)
As shown in Japanese Patent No. 902, it has been proposed to place rubber with good wear resistance on a part of the shoulder to make it less likely to wear. However, these methods only deal with the phenomenon of uneven wear by simply providing strong support for part of the shoulder or by changing to rubber with a high wear resistance rate, that is, only at the curve, and are not sufficient to prevent uneven wear. .
本発明は、上記のような偏摩耗の問題点を他性能を犠牲
にすることなく有利に解決し、この結果タイヤの摩耗寿
命を大幅に向上させることを目的とする。The present invention aims to advantageously solve the problem of uneven wear as described above without sacrificing other performance, and as a result, significantly improve the wear life of the tire.
（問題点を解決するための手段） まず、本発明に到達するに至った過程につき説明する。(Means for solving problems) First, the process that led to the present invention will be explained.
本発明者らは偏摩耗の発生から成長進展までをその発生
機構、ゴム材料およびこれらの相互作用面より研究した
。The present inventors studied the occurrence of uneven wear from its occurrence to its growth development from the aspects of its generation mechanism, rubber materials, and their interactions.
トレッド部のショルダーリブに発止する種々の偏摩耗の
発端となるのはショルダーリブの外側端部（エツジ）の
局部摩耗（いわゆるエツジ落ち）である。この局部摩耗
はコーナリング時に生ずるスリップアングルと横力およ
び直進走行時の径差引き摺りにより生じるものであり、
この局部摩耗が外側端部から内側へ徐々に成長進展し、
遂には段差が発生する。The origin of various types of uneven wear that occur on the shoulder ribs of the tread is local wear (so-called edge falling) on the outer edges (edges) of the shoulder ribs. This local wear is caused by the slip angle and lateral force that occur when cornering, and the drag caused by the difference in diameter when driving straight.
This local wear gradually grows from the outer edge to the inner side,
Eventually, a step will occur.
このように同じ材質からなるトレッド部がショルダーリ
ブ等に異常に摩耗の早い偏摩耗を起こすのは、ショルダ
ーリブ等に作用する摩耗入力が大きいためである。これ
は、タイヤに横力が作用した場合、ショルダーリブ等ト
レッド外側部の接地圧がトレンド中央部の接地圧より大
きくなるため、トレッド外側部のゴムのトレッド表面に
平行な方向の剪断力が大きくなり、この大きな剪断力下
でトレッド表部が動き摩耗するためである。すなわち、
ショルダーリブ等トレッド外側部の摩耗入力（剪断力×
動き）がトレッド中央部の摩耗入力より太き（なり、ト
レッド外側部の摩耗速度が速くなるためである。The reason why the tread portions made of the same material cause abnormally rapid uneven wear on the shoulder ribs and the like is because the wear input acting on the shoulder ribs and the like is large. This is because when a lateral force is applied to the tire, the ground contact pressure on the outside of the tread, such as the shoulder ribs, becomes greater than the ground pressure on the center of the trend. This is because the tread surface moves and wears out under this large shearing force. That is,
Wear input on the outside of the tread such as shoulder ribs (shearing force x
This is because the wear input at the center of the tread is greater than the wear input at the center of the tread, and the wear rate at the outside of the tread is faster.
本発明者らはこの摩耗入力を低減すべく種々検討の結果
、まずトレンドゴムの低変形時の弾性率（すなわち貯蔵
弾性率）を大きくするとトレンド表部の動きが抑制され
て小さくなるが、一方、摩耗入力は接地圧に基づく剪断
力もその一要因となっているので、この接地圧をも考慮
せねばならないことに悪例した。すなわち、接地圧の大
きさに応じて貯蔵弾性率を大きくすれば摩耗入力が低減
できることを見出した。As a result of various studies to reduce this wear input, the inventors of the present invention found that if the elastic modulus of trend rubber at low deformation (i.e., storage elastic modulus) is increased, the movement of the trend surface is suppressed and becomes smaller. Since shear force based on ground pressure is also a factor in wear input, this ground pressure must also be taken into consideration. In other words, it has been found that wear input can be reduced by increasing the storage modulus according to the magnitude of ground pressure.
また、トレッドゴムの摩耗量は前記の摩耗入力とゴムの
摩耗入力光たりの摩耗量、すなわち耐摩比率との積であ
るので、摩耗量を減少させるためには耐摩耗率の優れた
ゴムを偏摩耗の発生部に配置すればよい。In addition, the amount of wear on the tread rubber is the product of the above-mentioned wear input and the amount of wear per wear input light of the rubber, that is, the wear resistance ratio, so in order to reduce the amount of wear, use rubber with an excellent wear resistance ratio. It may be placed in the area where wear occurs.
したがって、トレッド部のショルダーリブの偏摩耗を低
減するためには、トレンドゴムの貯蔵弾性率と耐摩耗率
および接地圧をあわせ考慮して、トレッド外側部とトレ
ッド中央部の摩耗バランスをとればよい。Therefore, in order to reduce the uneven wear of the shoulder ribs of the tread, it is necessary to balance the wear between the outer part of the tread and the center of the tread by considering the storage modulus of elasticity, wear resistance, and ground pressure of the trend rubber. .
以上説明したことをもとに、さらに総合的に研究した結
果、下記の本発明の結論に到達した。Based on what has been explained above, as a result of further comprehensive research, we have reached the following conclusion of the present invention.
本発明に係る空気入りタイヤは、タイヤの概ね周方向に
延びる少なくとも２本の幅広の主溝によりトレッド部を
複数本のリブに分割したタイヤであって、トレッド部の
トレンドゴムが、ショルダーの端部を含むトレッド外側
ゴムＡと、トレッド外側ゴムＡに少なくとも一端で接合
するトレッド中央ゴムＢと、から構成され、トレッド外
側ゴムＡが貯蔵弾性率Ｅ／、と耐摩耗率ＷＡとを有し、
路面と接地圧ｐａで接し、トレッド中央ゴムＢが貯蔵弾
性率Ｅ′Ｂと耐摩耗率Ｗｌとを有し、路面と接地圧ＰＢ
で接し、トレッド外側ゴムＡとトレッド中央ゴムＢとの
間に次式
％式％
の関係を有することを特徴としている。The pneumatic tire according to the present invention is a tire in which the tread portion is divided into a plurality of ribs by at least two wide main grooves extending generally in the circumferential direction of the tire, and the trend rubber of the tread portion The tread outer rubber A has a storage elastic modulus E/, and a wear resistance WA,
The tread center rubber B is in contact with the road surface at a ground pressure pa, and the tread central rubber B has a storage elastic modulus E'B and a wear resistance rate Wl, and the road surface and ground pressure PB are
The tread outer rubber A and the tread center rubber B have a relationship expressed by the following formula.
また、前記トレッド外側ゴムＡの貯蔵弾性率Ｅ１．が前
記トレッド中央ゴムＢの貯蔵弾性率Ｅ’ｌの１０５〜１
４０％であることが好ましい。１０５％未満では摩耗入
力の低減への寄与が不十分であり、偏摩耗の抑制効果が
小さい、１４０％を超えるとトレッド外側部とトレッド
中央部の動きが極端に異なる結果となり、トレッド外側
ゴムＡとトレッド中央ゴムＢとの境界面において界面剥
離を生じるおそれがある。Furthermore, the storage elastic modulus E1 of the tread outer rubber A. is 105 to 1 of the storage elastic modulus E'l of the tread center rubber B.
Preferably it is 40%. If it is less than 105%, the contribution to reducing wear input is insufficient and the effect of suppressing uneven wear is small. If it exceeds 140%, the movement of the tread outer part and the tread center part will be extremely different, and the tread outer rubber A There is a possibility that interfacial peeling may occur at the interface between the rubber and the tread center rubber B.
また、前記トレッド外側ゴムＡの耐摩耗率ＷＡが前記ト
レッド中央ゴムＢの耐摩耗率ＷＢの１０θ〜１４０％で
あることが好ましい。１００％未満ではトレッド外側部
の偏摩耗の発生を抑制する効果が小さい。１４０％を超
えると両ゴムの接合部付近で逆にトレッド中央ゴムＢの
方が早期摩耗して段差を生じ、これが発端となって別の
偏摩耗を惹起するおそれがある。Further, it is preferable that the wear resistance rate WA of the tread outer rubber A is 10θ to 140% of the wear resistance rate WB of the tread center rubber B. If it is less than 100%, the effect of suppressing uneven wear on the outer side of the tread is small. If it exceeds 140%, conversely, the tread center rubber B wears out earlier near the joint between both rubbers, causing a step, which may become the starting point and cause another uneven wear.
ここに、前記トレッド外側ゴムＡ （Ｅ’、ＸＷＡ）／
ＰＡ＝ＨＡで表される量（以下、耐偏摩耗係数という）
が前記トレッド中央ゴムＢの耐偏摩耗係数Ｈ８、（Ｅ’
ｌ ｘｗ、）／Ｐ、の１０３〜１３０％であることが好
ましい。１０３％未満ではトレッド外側部の偏摩耗の発
生を抑制する効果が小さく、１３０％を超えると逆にト
レッド中央部が摩耗し易くなり、トレッド中央部に偏摩
耗を生じるおそれがある。Here, the tread outer rubber A (E', XWA)/
The amount expressed as PA=HA (hereinafter referred to as uneven wear resistance coefficient)
is the uneven wear resistance coefficient H8 of the tread center rubber B, (E'
It is preferably 103 to 130% of l xw, )/P. If it is less than 103%, the effect of suppressing the occurrence of uneven wear on the outer side of the tread is small, and if it exceeds 130%, the center of the tread becomes more likely to wear, and there is a risk that uneven wear may occur in the center of the tread.
ここに「接地圧」とは、正規リム装着、正規内圧充填、
正規荷重負荷、キャンバ−角度１度および横力３００
Ｋｇの条件下で、空気入りタイヤが、トレッド外側ゴム
Ａとトレッド中央ゴムＢとのそれぞれの所定の位置、す
なわち、トレッド外側ゴムＡにあってはトレッド表面上
トレッド最外側のショルダーリブ内でショルダー９から
ショルダーリブ幅のほぼ１／４だけ内側の位置、またト
レッド中央ゴムＢにあっては同じくトレンド表面上タイ
ヤ赤道面しに最も近いリブ内でそのリブ幅のほぼ中心位
置において路面に接地する圧力のことをいう。"Ground pressure" here refers to regular rim installation, regular internal pressure filling,
Normal load loading, camber angle 1 degree and lateral force 300
Kg, the pneumatic tire is placed at each predetermined position of the tread outer rubber A and the tread center rubber B, that is, the tread outer rubber A has a shoulder on the tread surface within the outermost shoulder rib of the tread. From 9, it touches the road at a position approximately 1/4 of the width of the shoulder rib inward, and for the tread center rubber B, it also contacts the road surface at approximately the center of the rib width within the rib closest to the tire equator facing on the trend surface. Refers to pressure.
また、「耐摩耗率」とは、通常のゴム摩耗試験機で測定
したときのゴムの摩耗しにくさである。Moreover, "abrasion resistance rate" is the resistance to abrasion of rubber when measured with a normal rubber abrasion tester.
（作用）
通常の空気入りタイヤのトレッド外側部はコーナリング
時の横力や直進走行時の径差引き摺りによる動きにより
、トレッド中央部より大きな摩耗入力（すなわち、剪断
力×動き）を受け、局所摩耗を発生し、さらに成長進行
し、段差が発生し、さらに種々の偏摩耗に成長進行して
行く。(Function) The outer part of the tread of a normal pneumatic tire receives a larger wear input (i.e., shear force x movement) than the center part of the tread due to lateral force during cornering and movement due to drag due to the difference in diameter when driving straight, resulting in local wear and tear. As the wear progresses, a difference in level occurs, and various types of uneven wear progress.
しかしながら、本発明の空気入りタイヤは、トレッド部
のトレッドゴムがトレッド外側ゴムＡとトレッド中央ゴ
ムＢとから構成され、トレッド外側ゴムＡが貯蔵弾性率
Ｅ′Ａと耐摩耗率ＷＡとを有し、路面と接地圧ＰＡで接
し、また、トレッド中央ゴムＢが貯蔵弾性率Ｅ／、と耐
摩耗率ＷＩＩとを有し、路面と接地圧Ｐ、で接し、トレ
ッド外側ゴムＡとトレッド中央ゴムＢとの間に次式Ｅ’
Ａ Ｘ ＷＡ Ｅ ’ Ｂ Ｘ ＷｇＰ
ＡＰ ｓ
の関係を有している。However, in the pneumatic tire of the present invention, the tread rubber of the tread portion is composed of a tread outer rubber A and a tread center rubber B, and the tread outer rubber A has a storage elastic modulus E'A and a wear resistance rate WA. , is in contact with the road surface at a ground pressure PA, and the tread central rubber B has a storage elastic modulus E/, and a wear resistance rate WII, is in contact with the road surface at a ground pressure P, and the tread outer rubber A and the tread central rubber B The following formula E'
A X WA E' B X WgP
It has a relationship of AP s.
すなわち、トレッドゴムはトレッド部の各部で接地圧に
対応した貯蔵弾性率およびゴムの耐摩耗率を有して、ト
レッド部内で摩耗バランスがとられている。したがって
、偏摩耗は大幅に低減し、摩耗寿命は極めて大幅に増加
できる。That is, the tread rubber has a storage modulus of elasticity and a wear resistance rate of the rubber corresponding to the ground pressure at each part of the tread part, so that wear is balanced within the tread part. Therefore, uneven wear can be significantly reduced and wear life can be significantly increased.
（実施例）
以下、本発明に係る空気入りタイヤの実施例を図面に基
づいて説明する。(Example) Hereinafter, an example of a pneumatic tire according to the present invention will be described based on the drawings.
第１図、第２図は本発明に係る空気入りタイヤの第１実
施例を示す図であり、第１図はその一部平面図、第２図
はその一部断面図である。タイヤサイズは１０．００
Ｒ２０１４Ｐ Ｒである。1 and 2 are views showing a first embodiment of a pneumatic tire according to the present invention, with FIG. 1 being a partial plan view thereof and FIG. 2 being a partial sectional view thereof. Tire size is 10.00
It is R2014P R.
第１図において、１はトレンド部であり、このトレッド
部１はタイヤのほぼ周方向に延びる４本の主溝２により
軸方向に５本のリブ３．４．５に分割され、トレッド最
外側のショルダーリブ３、ショルダーリブ３の内側のセ
カンドリブ４および中央のセンターリブ５を有している
。トレッド部１はトレッドゴム７を有し、トレッドゴム
７はショルダー９の端部９ａを含むトレッド外側ゴムＡ
（図に斜線で示している、断面を示す斜線は省略する。In Fig. 1, 1 is a trend section, and this tread section 1 is divided into five ribs 3, 4, 5 in the axial direction by four main grooves 2 extending approximately in the circumferential direction of the tire. It has a shoulder rib 3, a second rib 4 inside the shoulder rib 3, and a center rib 5 at the center. The tread portion 1 has a tread rubber 7, and the tread rubber 7 has a tread outer rubber A including the end portion 9a of the shoulder 9.
(The diagonal lines indicating the cross section shown in the figure are omitted.
以下同じ）とトレッド外側ゴムＡに少なくとも一端（こ
の実施例では両端）で接合するトレッド中央ゴムＢとか
ら構成されている。トレッド外側ゴムＡは、第２図に示
すように、ショルダーリブ３の軸方向の幅ＷＢの約１／
２点３ａとショルダー９の半径方向内側において、トレ
ッド中央ゴムＢと接合する接合面８を有し、ショルダー
９の端部９ａを含む断面はぼ３角形状の一対の帯状体で
ある。また、トレッド中央ゴムＢはタイヤ赤道面りを挾
みタイヤ軸方向両端でトレッド外側ゴムＡに接合し、タ
イヤ周上を被覆している。The tread center rubber B is connected to the tread outer rubber A at least at one end (both ends in this embodiment). As shown in FIG. 2, the tread outer rubber A has a width approximately 1/1 of the axial width WB of the shoulder rib 3.
It has a joint surface 8 that joins with the tread center rubber B at two points 3a and on the inside of the shoulder 9 in the radial direction, and the cross section including the end 9a of the shoulder 9 is a pair of substantially triangular strips. Further, the tread center rubber B is joined to the tread outer rubber A at both ends in the axial direction of the tire, sandwiching the tire's equatorial surface, and covers the tire circumference.
また、トレッド中央ゴムＢは路面（図には示されていな
い）と接地圧ＰＢ（指数１００）で圧接しているのに対
し、トレンド外側ゴムＡは路面と接地圧Ｐａ（指数１２
５）と高い接地圧で圧接している。In addition, the tread center rubber B is in pressure contact with the road surface (not shown) at a ground pressure PB (index 100), whereas the trend outer rubber A is in contact with the road surface and ground pressure Pa (index 12).
5) and is in pressure contact with high ground pressure.
また、トレッド中央ゴムＢが貯蔵弾性率Ｅ’１（指数１
００）と耐摩耗率ＷＳ（指数１００）とを有しているの
に対して、トレッド外側ゴムＡはそれぞれ貯蔵弾性率Ｅ
′Ａ （指数１２３）と耐摩耗率ＷＡ（指数１）６）と
高い指数の特性値を有している。In addition, the tread center rubber B has a storage elastic modulus E'1 (index 1
00) and abrasion resistance WS (index 100), whereas the tread outer rubber A has a storage modulus E
'A (index 123) and wear resistance rate WA (index 1) 6).
したがって、トレッド外側ゴムＡの耐偏摩耗係数ＨＡと
トレンド中央ゴムＢの耐偏摩耗係数Ｈ，との間には次式
の関係がある。Therefore, the relationship between the uneven wear resistance coefficient HA of the tread outer rubber A and the uneven wear resistance coefficient H of the trend center rubber B is expressed by the following equation.
トレッドゴム７以外は通常の構成、すなわちスチールベ
ルト、スチールカーカス等を有しており、説明を省略す
る。The components other than the tread rubber 7 have the usual configuration, ie, a steel belt, a steel carcass, etc., and will not be described further.
トレンド外側ゴムＡの接地圧ＰＡとトレンド中央ゴムＢ
の接地圧Ｐ８とはそれぞれ下記によって測定した。Ground pressure PA of trend outer rubber A and trend center rubber B
The ground pressure P8 was measured as follows.
空気入りタイヤを正規リム７．５０ＶＸ２０にリム組し
、正規内圧７．２５ ｋｇ／ｃｒｌ、正規荷重２７００
ｋｇ、キャンバ−角度１度、横力３００ ｋｇによりタ
イヤを踏面観察台上を転勤させ、タイヤの踏み込みから
蹴り出しに至る間のトレンドゴム７の接地圧を３分力計
によって測定しその値を平均して出した。測定点は、シ
ョルダーリブ３のショルダー９からタイヤ軸方向５１ｍ
の位置１５およびセンターリブ５のタイヤ赤道面り上の
位置１６である。The pneumatic tire is assembled on the regular rim 7.50VX20, the regular internal pressure is 7.25 kg/crl, and the regular load is 2700.
The tire was moved on the tread observation platform with a camber angle of 1 degree and a lateral force of 300 kg, and the ground pressure of the trend rubber 7 from the time of tire depression to kick-off was measured using a three-component force meter and the value was calculated. I gave it on average. The measurement point is 51m in the tire axial direction from the shoulder 9 of the shoulder rib 3.
and position 16 of the center rib 5 on the tire's equatorial plane.
トレンドゴム７は、次表に示す配合のゴム組成物■〜■
を準備し、この中から選んだゴム組成物を用いた。表１
の下部には各ゴム組成物の特性（耐摩耗率Ｗと貯蔵弾性
率Ｅ’）をゴム組成物■を１００として指数表示で示し
ている。指数は大きい方が耐摩耗率は優れ、貯蔵弾性率
は大きいことを示す。Trend Rubber 7 is a rubber composition with the formulation shown in the table below.
A rubber composition selected from these was prepared. Table 1
At the bottom of the figure, the characteristics (wear resistance W and storage modulus E') of each rubber composition are shown in index form, with rubber composition (2) set as 100. The larger the index, the better the wear resistance and the higher the storage modulus.
（本頁、以下余白）
表１
ここに、貯蔵弾性率Ｅ′は若木製作所製粘弾性試験機を
用い、振動数５０Ｈｚ、歪率５％、温度４０℃の条件下
で測定した。(This page, the following margins) Table 1 Here, the storage elastic modulus E' was measured using a viscoelasticity tester manufactured by Wakagi Seisakusho under conditions of a frequency of 50 Hz, a strain rate of 5%, and a temperature of 40°C.
また、耐摩耗率ＷはＦＥＲＲＹ社製ピコ摩耗試験機を用
い、通常の測定方法に準じて測定した。Further, the wear resistance rate W was measured using a Pico abrasion tester manufactured by FERRY Co., Ltd. according to a normal measurement method.
この第１実施例においては、トレッド外側ゴムＡに表１
のゴム組成物■を用い、トレッド中央ゴムＢにゴム組成
物■を用いた。In this first embodiment, the tread outer rubber A is shown in Table 1.
Rubber composition (2) was used for the tread center rubber B.
次に、本発明に係る空気入りタイヤの第２実施例につい
て説明する。Next, a second embodiment of the pneumatic tire according to the present invention will be described.
第３図は本発明に係る空気入りタイヤの第２実施例を示
す一部断面図である。第２実施例においては、トレンド
部２１のトレンド外側ゴムＡがショルダーリブ３の表部
３ｂとショルダー９の端部９ａを含む断面はぼ３角形状
の一対の帯状体であること以外は第１実施例とほぼ同じ
構成、作用および効果を有しており、同じ符号をつけて
説明を省略する。FIG. 3 is a partial sectional view showing a second embodiment of the pneumatic tire according to the present invention. In the second embodiment, the trend outer rubber A of the trend portion 21 is a pair of belt-like bodies having a substantially triangular cross section including the front portion 3b of the shoulder rib 3 and the end portion 9a of the shoulder 9. This embodiment has almost the same configuration, operation, and effect as the embodiment, so the same reference numerals are given and the explanation will be omitted.
次に、本発明に係る空気入りタイヤの第３実施例につい
て説明する。Next, a third embodiment of the pneumatic tire according to the present invention will be described.
第４図は本発明に係る空気入りタイヤの第３実施例を示
す一部断面図である。第３実施例においては、トレッド
部３１のトレッド外側ゴムＡがショルダーリブ３の表部
３ｂ、ショルダ−９の端部９ａおよびショルダーリブ３
に隣接する主溝２の外側溝側面２ａを含む断面はぼ台形
状の一対の帯状体であること以外は、第１実施例とほぼ
同じ構成、作用および効果を有しており、同じ符号をつ
けて説明を省略する。FIG. 4 is a partial sectional view showing a third embodiment of the pneumatic tire according to the present invention. In the third embodiment, the tread outer rubber A of the tread portion 31 is attached to the surface portion 3b of the shoulder rib 3, the end portion 9a of the shoulder 9, and the shoulder rib 3.
The cross section including the outer groove side surface 2a of the main groove 2 adjacent to the main groove 2 has almost the same structure, operation, and effect as the first embodiment, except that it is a pair of trapezoidal strips, and the same reference numerals are used. I will omit the explanation.
次に、本発明に係る空気入りタイヤの第４実施例につい
て説明する。Next, a fourth embodiment of the pneumatic tire according to the present invention will be described.
第５図は本発明に係る空気入リタイヤの第４実施例を示
す一部断面図である。第４実施例においては、トレンド
部４１のトレンド外側ゴムＡがショルダーリブ３の表部
３ｂ、ショルダー９の端部９ａおよびショルダーリブ３
に隣接する主溝２の外側溝側面２ａの一部を含む断面は
ぼ台形状の一対の帯状体であること以外は、第１実施例
とほぼ同じ構成、作用および効果を有しており、同じ符
号をつけて説明を省略する。FIG. 5 is a partial sectional view showing a fourth embodiment of the pneumatic tire according to the present invention. In the fourth embodiment, the trend outer rubber A of the trend part 41 is connected to the front part 3b of the shoulder rib 3, the end part 9a of the shoulder 9, and the shoulder rib 3.
It has almost the same configuration, operation, and effect as the first embodiment, except that the cross section including a part of the outer groove side surface 2a of the main groove 2 adjacent to the main groove 2 is a pair of trapezoidal band-shaped bodies. The same reference numerals are used to omit the explanation.
次に、本発明に係る空気入りタイヤの第５実施例につい
て説明する。Next, a fifth embodiment of the pneumatic tire according to the present invention will be described.
第６図は本発明に係る空気入りタイヤの第５実施例を示
す一部断面図である。第５実施例においては、トレッド
部５１のトレッド外側ゴムＡがショルダーリブ３の表部
３ｂ、ショルダー９の端部９ａおよびショルダーリブ３
に隣接する主溝２の外側溝側面２ａを含みトレッド中央
ゴムＢの半径方向内側に接合面８を有するシート状体で
あること以外は、第１実施例とほぼ同じ構成、作用およ
び効果を有しており、同じ符号をつけて説明を省略する
。FIG. 6 is a partial sectional view showing a fifth embodiment of the pneumatic tire according to the present invention. In the fifth embodiment, the tread outer rubber A of the tread portion 51 is attached to the surface portion 3b of the shoulder rib 3, the end portion 9a of the shoulder 9, and the shoulder rib 3.
It has almost the same structure, operation, and effect as the first embodiment, except that it is a sheet-like body that includes the outer groove side surface 2a of the main groove 2 adjacent to the tread center rubber B and has a bonding surface 8 on the radially inner side of the tread central rubber B. The same reference numerals are used to omit the explanation.
次に、本発明に係る空気入りタイヤの第６実施例につい
て説明する。Next, a sixth embodiment of the pneumatic tire according to the present invention will be described.
第７図は本発明に係る空気入りタイヤの第６実施例を示
す一部断面図である。第６実施例においては、トレッド
部６１のトレンド外側ゴムＡがショルダーリブ３および
セカンドリブ４の表部３ｂ。FIG. 7 is a partial sectional view showing a sixth embodiment of the pneumatic tire according to the present invention. In the sixth embodiment, the trend outer rubber A of the tread portion 61 is the front portion 3b of the shoulder rib 3 and second rib 4.
４ｂ、ショルダー９の端部９ａ、ショルダーリブ３に隣
接する主溝２の外側および内側溝側面２ａ、２ｂの一部
およびセカンドリプ４の内側にある主溝２の外側溝側壁
２ｅの一部を含む断面はぼ台形状の２対の帯状体である
こと以外は、第１実施例とほぼ同じ構成、作用および効
果を有しており、同じ符号をつけて説明を省略する。4b, the end 9a of the shoulder 9, a part of the outer and inner groove side surfaces 2a and 2b of the main groove 2 adjacent to the shoulder rib 3, and a part of the outer groove side wall 2e of the main groove 2 inside the second lip 4. The structure, operation, and effect are almost the same as in the first embodiment, except that the cross sections included are two pairs of trapezoidal strips, and therefore, the same reference numerals are given and the explanation will be omitted.
次に、本発明に係る空気入りタイヤの第７実施例につい
て説明する。Next, a seventh embodiment of the pneumatic tire according to the present invention will be described.
第８図は本発明に係る空気入りタイヤの第７実施例を示
す一部断面図である。第７実施例においては、トレッド
部７１のトレッド外側ゴムＡがタイヤが車両に装着され
たとき車両の外側に位置するショルダーリブ３の表部３
ｂとショルダー９の端部９ａを含む断面はぼ３角形状の
一つのみの帯状体であること以外は、第１実施例とほぼ
同じ構成、作用および効果を有しており、同じ符号をつ
けて説明を省略する。FIG. 8 is a partial sectional view showing a seventh embodiment of the pneumatic tire according to the present invention. In the seventh embodiment, the tread outer rubber A of the tread portion 71 is attached to the surface portion 3 of the shoulder rib 3 located on the outer side of the vehicle when the tire is mounted on the vehicle.
It has almost the same structure, operation, and effect as the first embodiment, except that the cross section including the end portion 9a of the shoulder 9 is a single band-shaped body having a substantially triangular shape, and the same reference numerals are used. I will omit the explanation.
（発明の効果）
次に、３種類（本発明タイヤ■、■および従来タイヤ）
の試験タイヤを準備し、効果を確認した。(Effect of the invention) Next, three types (inventive tires ■, ■ and conventional tires)
We prepared test tires and confirmed the effectiveness.
試験タイヤのトレッド部に用いたトレッドゴムのゴム組
成物、ゴムの特性（貯蔵弾性率Ｅ′および耐摩耗率Ｗ）
、タイヤの接地圧および耐偏摩耗係数を表２に示してい
る。表２において、ゴム組成物の番号は表１に示したも
のに対応し、また、数値はトレッド中央ゴムＢの特性を
１００として指数表示で示している。Rubber composition of the tread rubber used in the tread portion of the test tire, rubber properties (storage elastic modulus E' and wear resistance rate W)
Table 2 shows the ground pressure and uneven wear resistance coefficient of the tires. In Table 2, the numbers of the rubber compositions correspond to those shown in Table 1, and the numerical values are shown in index form, with the characteristics of the tread center rubber B being 100.
（本頁、以下余白）
表２
試験タイヤはタイヤサイズ１０．０ＯＲ２０１４Ｐ Ｒ
のりブタイブである。試験に用いた本発明タイヤＩ （
実施例■）は前述の第１実施例と同じであり、試験タイ
ヤのトレンド外側ゴムＡおよびトレンド中央ゴムＢの内
容は表２に示している。また、本発明タイヤ■（実施例
■）は前述の第１実施例のトレ・ノド外側ゴムＡに表１
のゴム組成物■を用い、他は第１実施例と同じである。(This page, blank space below) Table 2 Test tires are tire size 10.0OR2014P R
It is Noributaibu. Tire I of the present invention used in the test (
Example (2) is the same as the first example described above, and the contents of the trend outer rubber A and the trend center rubber B of the test tire are shown in Table 2. In addition, the tire of the present invention (Example ■) has the tire outer rubber A of the first example shown in Table 1.
Rubber composition (2) was used, and the other details were the same as in the first example.
また、・従来タイヤ（比較例）は前述の第１実施例のト
レッド外側ゴムＡおよびトレッド中央ゴムＢにともに表
１のゴム組成物■を用い、他は第１実施例と同じである
。In addition, in the conventional tire (comparative example), rubber composition (2) shown in Table 1 was used for both the tread outer rubber A and the tread center rubber B of the above-mentioned first example, and the other conditions were the same as in the first example.
これらの試験タイヤはすべて同じように製造された。All of these test tires were manufactured identically.
試験はこれら試験タイヤを試験車両の前輪左側に装着し
、高速道路５０％、一般道路５０％からなる試験ルート
を走行し、ショルダーリプの偏摩耗の発生状況を試験し
た。試験結果は表２の下部に示した。試験結果によれば
、従来タイヤは３万６，０００１走行時に大きな偏摩耗
（すなわち肩落ち摩耗）が発生して試験を中止したのに
対し、本発明タイヤＩ、■はともに５万ｉを走行し、本
発明タイヤ■に僅かのエツジ落ちが発生したのみである
。In the test, these test tires were mounted on the left front wheel of a test vehicle, and the test vehicle was driven on a test route consisting of 50% highways and 50% ordinary roads, and the occurrence of uneven shoulder lip wear was examined. The test results are shown at the bottom of Table 2. According to the test results, the conventional tire experienced large uneven wear (i.e. shoulder drop wear) after running for 36,000 miles and the test was discontinued, whereas the tires of the present invention, I and II, were both driven for 50,000 miles. However, only slight edge dropping occurred in the tire (2) of the present invention.
本発明タイヤ■には全く偏摩耗の発生はなく、摩耗寿命
は大幅に増加した。また、本発明タイヤ■、■ともに操
縦安定性能、振動乗心地性能環一般性能は従来タイヤと
同様に十分の性能レベルであった。The tire (2) of the present invention did not suffer from uneven wear at all, and its wear life was significantly increased. In addition, the steering stability performance, vibration riding comfort performance, and general performance of both the tires ① and ② of the present invention were at the same sufficient level as the conventional tires.
以上説明したように、本発明によれば、一般性能は十分
の性能レベルを維持したまま、偏摩耗の発生を大幅に低
減でき、摩耗寿命を極めて大幅に向上できる。As explained above, according to the present invention, the occurrence of uneven wear can be significantly reduced while maintaining a sufficient general performance level, and the wear life can be significantly improved.
【図面の簡単な説明】
第１図、第２図は本発明に係る空気入りタイヤの第１実
施例を示す図であり、第１図はその一部平面図、第２図
はその一部断面図である。第３図〜第８図はそれぞれ本
発明に係る空気入りタイヤの第２〜第７実施例を示す一
部断面図である。
１．２１．３１．４１．５１．６１．７１・・・・・・
トレッド部、２・・・・・・主溝、
３．４．５・・・・・・リプ、
７・・・・・・トレッドゴム、
９・・・・・・ショルダー、
９ａ・・・・・・端部、
Ａ・・・・・・トレンド外側ゴムＡ。[BRIEF DESCRIPTION OF THE DRAWINGS] FIGS. 1 and 2 are views showing a first embodiment of a pneumatic tire according to the present invention, FIG. 1 is a partial plan view thereof, and FIG. 2 is a partial plan view thereof. FIG. 3 to 8 are partial cross-sectional views showing second to seventh embodiments of the pneumatic tire according to the present invention, respectively. 1.21.31.41.51.61.71...
Tread part, 2... Main groove, 3.4.5... Lip, 7... Tread rubber, 9... Shoulder, 9a... ...End, A...Trend outer rubber A.
Claims (4)
広の主溝によりトレッド部を複数本のリブに分割したタ
イヤであって、トレッド部のトレッドゴムが、ショルダ
ーの端部を含むトレッド外側ゴムＡと、トレッド外側ゴ
ムＡに少なくとも一端で接合するトレッド中央ゴムＢと
、から構成され、トレッド外側ゴムＡが貯蔵弾性率Ｅ′
＿Ａと耐摩耗率Ｗ＿Ａとを有し、路面と接地圧Ｐ＿Ａで
接し、トレッド中央ゴムＢが貯蔵弾性率Ｅ′＿Ｂと耐摩
耗率Ｗ＿Ｂとを有し、路面と接地圧Ｐ＿Ｂで接し、トレ
ッド外側ゴムＡとトレッド中央ゴムＢとの間に次式（Ｅ
′＿Ａ×Ｗ＿Ａ／Ｐ＿Ａ）＞（Ｅ′＿Ｂ×Ｗ＿Ｂ／Ｐ＿
Ｂ）の関係を有することを特徴とする空気入りタイヤ。(1) A tire in which the tread portion is divided into a plurality of ribs by at least two wide main grooves extending generally in the circumferential direction of the tire, wherein the tread rubber of the tread portion is the outer tread rubber including the shoulder end portions. A, and a central tread rubber B that is joined to the tread outer rubber A at least at one end, and the tread outer rubber A has a storage elastic modulus E'
The tread central rubber B has a storage elastic modulus E'_B and a wear resistance rate W_B, is in contact with the road surface at a ground pressure P_B, and is in contact with the road surface at a ground pressure P_A. The following formula (E
'_A×W_A/P_A)＞(E'_B×W_B/P_
A pneumatic tire characterized by having the relationship B).
前記トレッド中央ゴムＢの貯蔵弾性率Ｅ′＿Ｂの１０５
〜１４０％である特許請求の範囲第（１）項記載の空気
入りタイヤ。(2) The storage elastic modulus E'_A of the tread outer rubber A is 105 of the storage elastic modulus E'_B of the tread central rubber B.
140%. The pneumatic tire according to claim (1).
トレッド中央ゴムＢの耐摩耗率Ｗ＿Ｂの１００〜１４０
％である特許請求の範囲第（１）項記載の空気入りタイ
ヤ。(3) The wear resistance rate W_A of the tread outer rubber A is 100 to 140 of the wear resistance rate W_B of the tread center rubber B.
% of the pneumatic tire according to claim (1).
Ａ）／Ｐ＿Ａが前記トレッド中央ゴムＢの比率（Ｅ′＿
Ｂ×Ｗ＿Ｂ）／Ｐ＿Ｂの１０３〜１３０％である特許請
求の範囲第（１）項記載の空気入りタイヤ。(4) Ratio of the tread outer rubber A (E'_A×W_
A)/P_A is the ratio of the tread center rubber B (E'_
The pneumatic tire according to claim (1), wherein the ratio is 103 to 130% of B×W_B)/P_B.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60199255A JPS6259105A (en) | 1985-09-09 | 1985-09-09 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60199255A JPS6259105A (en) | 1985-09-09 | 1985-09-09 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6259105A true JPS6259105A (en) | 1987-03-14 |
Family
ID=16404741
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60199255A Pending JPS6259105A (en) | 1985-09-09 | 1985-09-09 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6259105A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01223005A (en) * | 1988-02-29 | 1989-09-06 | Nichibei Rubber Kk | Unsymmetrical abrasion prevention tyre |
| JP2000238505A (en) * | 1999-02-23 | 2000-09-05 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2002532330A (en) * | 1998-12-21 | 2002-10-02 | ピレリ・プネウマティチ・ソチエタ・ペル・アツィオーニ | Dualcomposition treadband for tires |
| US6959744B2 (en) * | 2002-12-20 | 2005-11-01 | The Goodyear Tire & Rubber Company | Tire with rubber tread of diverse zoned rubber compositions |
| US6988520B2 (en) * | 1999-12-04 | 2006-01-24 | The Goodyear Tire & Rubber Company | Motorcycle tire having tread including two different rubber compounds |
| JP2006327255A (en) * | 2005-05-23 | 2006-12-07 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2008273436A (en) * | 2007-05-01 | 2008-11-13 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US7789117B2 (en) * | 2006-01-27 | 2010-09-07 | The Goodyear Tire & Rubber Company | Tire with circumferential rubber tread having a lateral outboard control element |
| US20130220500A1 (en) * | 2012-02-27 | 2013-08-29 | Sumitomo Rubber Industries Ltd. | Heavy duty pneumatic tire |
| US20180170112A1 (en) * | 2016-12-21 | 2018-06-21 | Toyo Tire & Rubber Co., Ltd. | Tire |
| US10603957B2 (en) | 2013-05-30 | 2020-03-31 | Compagnie Generale Des Etablissements Michelin | High-grip profiled tread skims |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5311724A (en) * | 1976-07-21 | 1978-02-02 | Shikutani Kk | Bush cleaner |
| JPS56146404A (en) * | 1980-04-14 | 1981-11-13 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JPS56146405A (en) * | 1980-04-14 | 1981-11-13 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
-
1985
- 1985-09-09 JP JP60199255A patent/JPS6259105A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5311724A (en) * | 1976-07-21 | 1978-02-02 | Shikutani Kk | Bush cleaner |
| JPS56146404A (en) * | 1980-04-14 | 1981-11-13 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JPS56146405A (en) * | 1980-04-14 | 1981-11-13 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01223005A (en) * | 1988-02-29 | 1989-09-06 | Nichibei Rubber Kk | Unsymmetrical abrasion prevention tyre |
| JP4778145B2 (en) * | 1998-12-21 | 2011-09-21 | ピレリ・タイヤ・ソチエタ・ペル・アツィオーニ | Dual composition tread band for tires |
| JP2002532330A (en) * | 1998-12-21 | 2002-10-02 | ピレリ・プネウマティチ・ソチエタ・ペル・アツィオーニ | Dualcomposition treadband for tires |
| JP2000238505A (en) * | 1999-02-23 | 2000-09-05 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US6988520B2 (en) * | 1999-12-04 | 2006-01-24 | The Goodyear Tire & Rubber Company | Motorcycle tire having tread including two different rubber compounds |
| US6959744B2 (en) * | 2002-12-20 | 2005-11-01 | The Goodyear Tire & Rubber Company | Tire with rubber tread of diverse zoned rubber compositions |
| JP4569384B2 (en) * | 2005-05-23 | 2010-10-27 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2006327255A (en) * | 2005-05-23 | 2006-12-07 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US7789117B2 (en) * | 2006-01-27 | 2010-09-07 | The Goodyear Tire & Rubber Company | Tire with circumferential rubber tread having a lateral outboard control element |
| JP2008273436A (en) * | 2007-05-01 | 2008-11-13 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US20130220500A1 (en) * | 2012-02-27 | 2013-08-29 | Sumitomo Rubber Industries Ltd. | Heavy duty pneumatic tire |
| US9358839B2 (en) * | 2012-02-27 | 2016-06-07 | Sumitomo Rubber Industries Ltd. | Heavy duty pneumatic tire |
| US10603957B2 (en) | 2013-05-30 | 2020-03-31 | Compagnie Generale Des Etablissements Michelin | High-grip profiled tread skims |
| US20180170112A1 (en) * | 2016-12-21 | 2018-06-21 | Toyo Tire & Rubber Co., Ltd. | Tire |
| US10688829B2 (en) * | 2016-12-21 | 2020-06-23 | Toyo Tire Corporation | Tire |
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