Pneumatic tire
阅读说明:本技术 充气轮胎 (Pneumatic tire ) 是由 末野顺也 羽山晃平 于 2019-07-16 设计创作,主要内容包括:本发明提供一种充气轮胎(2),确保刚性并实现质量及滚动阻力的降低。在该轮胎(2)中,从胎圈(10)的芯(30)与三角胶(32)的边界的轴向中心到三角胶(32)的外端的长度为10mm以上15mm以下。在组装至标准轮辋,内压调整为标准内压的状态下,位于从胎面(4)与胎侧(6)的边界部分到三角胶(32)的外端(PA)的区域的胎体帘布(34)的主体部(36)的形状由单个的圆弧表示,该圆弧的直径为胎体(14)的截面高度的75%以上90%以下。(The invention provides a pneumatic tire (2) which ensures rigidity and realizes reduction of mass and rolling resistance. In the tire (2), the length from the axial center of the boundary between the core (30) of the bead (10) and the apex (32) to the outer end of the apex (32) is 10mm to 15 mm. When assembled to a standard rim and the internal pressure is adjusted to the standard internal pressure, the shape of the main body (36) of the carcass ply (34) in the region from the boundary between the tread (4) and the sidewall (6) to the outer end (PA) of the apex (32) is represented by a single circular arc having a diameter of 75% to 90% of the cross-sectional height of the carcass (14).)
1. A pneumatic tire, comprising:
a pair of beads having a core extending in a circumferential direction and an apex radially outward of the core;
a carcass extending from one bead to the other bead inside a tread and a pair of sidewalls connected to ends of the tread;
a pair of heel rubbers located radially inside the sidewalls; and
a pair of rubber reinforcing layers located between the carcass and the heel rubber,
the carcass includes a carcass ply having: a main body part spanning the one core and the other core; and a pair of folding portions connected to the main body portion and folded back along the periphery of the core from the axially inner side to the axially outer side,
the length from the axial center of the boundary between the core and the apex to the outer end of the apex is 10mm to 15mm,
when the wheel rim is assembled and the internal pressure is adjusted to the standard internal pressure,
the shape of the main body portion located in a region from a boundary portion between the tread and the sidewall to an outer end of the apex is represented by a single circular arc having a diameter of 75% to 90% of the cross-sectional height of the carcass.
2. A pneumatic tire according to claim 1,
when the tire is mounted on a standard rim and the internal pressure is adjusted to 10% of the standard internal pressure,
the main body portion extending along the inner side surface of the apex is inclined with respect to the axial direction, and the angle formed by the main body portion with respect to the axial direction is 45 ° to 50 °.
3. A pneumatic tire according to claim 1 or 2,
the radial distance from the bead base line to the outer end of the rubber reinforcing layer is 35% to 45% of the tire sectional height.
4. A pneumatic tire according to any one of claims 1 to 3,
the maximum thickness of the rubber reinforced layer is more than 2mm and less than 4 mm.
5. A pneumatic tire according to any one of claims 1 to 4,
the apex has a composite elastic modulus (E a) of 70MPa to 130MPa, and a loss tangent (LTa) of 0.18 or less.
6. A pneumatic tire according to any one of claims 1 to 5,
the heel rubber has a composite elastic modulus E c of 7MPa to 13MPa, and a loss tangent LTc of 0.08 or less.
7. A pneumatic tire according to any one of claims 1 to 6,
the radial distance from the bead base line to the end of the turn-back portion is 20mm to 30 mm.
8. A pneumatic tire according to any one of claims 1 to 7,
the carcass cord fabric comprises a plurality of carcass cords arranged in parallel, and the fineness of each carcass cord is more than 1500dtex and less than 1700 dtex.
9. A pneumatic tire according to any one of claims 1 to 8,
the composite elastic modulus E r of the rubber reinforced layer is larger than the composite elastic modulus E c of the bead heel rubber.
10. A pneumatic tire according to any one of claims 1 to 9,
the heel rubber has a loss tangent LTc less than the loss tangent LTr of the rubber reinforcing layer.
11. A pneumatic tire according to any one of claims 1 to 10,
the composite elastic modulus E r of the rubber reinforced layer is the same as or less than the composite elastic modulus E a of the apex.
12. A pneumatic tire according to any one of claims 1 to 11,
the loss tangent LTr of the rubber reinforcing layer is the same as or less than the loss tangent LTa of the apex.
Technical Field
The present invention relates to a pneumatic tire.
Background
The bead of the tire is composed of a core and a bead apex. The apex is made of hard cross-linked rubber. In order to ensure rigidity, an apex having a length of about 30mm to 40mm is generally used.
In view of the environment, the tire is required to be lightweight and to reduce rolling resistance. Therefore, the use of small apex having a length of about 5mm to 15mm has been studied.
For example, patent document 1 discloses a bead including a first apex and a second apex axially outward of the first apex. The first apex is the small apex described above. The second apex is axially outward of the first apex and is sandwiched between the carcass and the heel rubber. In patent document 1, the shape of the second apex is adjusted to improve durability and the like.
Patent document 1: japanese patent laid-open publication No. 2017-030620
Disclosure of Invention
If a small apex is used for the bead apex in order to reduce the tire mass and rolling resistance, the reduction in the rigidity of the bead portion is undeniable. As described in patent document 1, if the second bead filler is provided between the carcass and the heel rubber, an improvement in rigidity can be expected. However, in this case, since the small apex is used, the effect of reducing the mass and the rolling resistance is weakened. Therefore, it is necessary to establish a technique for ensuring rigidity and reducing mass and rolling resistance.
The present invention has been made in view of such circumstances, and an object thereof is to provide a pneumatic tire which ensures rigidity and achieves reduction in mass and rolling resistance.
The present inventors have conducted extensive studies in order to ensure rigidity and achieve reduction in mass and rolling resistance, and have found that when a main body portion of a carcass ply located in a region from a boundary portion between a tread and a sidewall to an outer end of an apex has a predetermined shape, the main body portion contributes to ensuring rigidity and reduction in mass and rolling resistance, thereby completing the present invention.
A preferred pneumatic tire of the present invention is a pneumatic tire comprising:
a pair of beads having a core extending in a circumferential direction and an apex radially outward of the core;
a carcass extending from one bead to the other bead inside a tread and a pair of sidewalls connected to ends of the tread;
a pair of heel rubbers located radially inside the sidewalls; and
a pair of rubber reinforcement layers located between the carcass and the heel rubber.
The carcass includes a carcass ply having: a main body part spanning the one core and the other core; and a pair of folding portions connected to the main body portion and folded back along the periphery of the core from the axially inner side to the axially outer side. The length from the axial center of the boundary between the core and the apex to the outer end of the apex is 10mm to 15 mm. When the wheel rim is assembled and the internal pressure is adjusted to the standard internal pressure,
the shape of the main body portion located in a region from a boundary portion between the tread and the sidewall to an outer end of the apex is represented by a single circular arc having a diameter of 75% to 90% of the cross-sectional height of the carcass.
Preferably, in the pneumatic tire, the body portion extending along the inner side surface of the bead apex is inclined with respect to the axial direction in a state where the tire is mounted on a standard rim and the internal pressure is adjusted to 10% of the standard internal pressure, and an angle of the body portion with respect to the axial direction is 45 ° to 50 °.
Preferably, in the pneumatic tire, a radial distance from the bead base line to an outer end of the rubber reinforcing layer is 35% or more and 45% or less of a tire sectional height.
Preferably, in the pneumatic tire, the maximum thickness of the rubber reinforcing layer is 2mm to 4 mm.
Preferably, in the pneumatic tire, the apex has a complex elastic modulus E a of 70MPa to 130MPa, and a loss tangent LTa of 0.18 or less.
Preferably, in the pneumatic tire, the heel rubber has a complex elastic modulus E ∈ c of 7MPa to 13MPa, and a loss tangent LTc of 0.08 or less.
Preferably, in the pneumatic tire, a radial distance from the bead base line to an end of the turn-up portion is 20mm or more and 30mm or less.
Preferably, in the pneumatic tire, the carcass cord includes a plurality of carcass cords arranged in parallel, and a fineness of each carcass cord is 1500dtex or more and 1700dtex or less.
Preferably, in the pneumatic tire, the complex elastic modulus E r of the rubber reinforcing layer is larger than the complex elastic modulus E c of the heel rubber.
Preferably, in the pneumatic tire, the heel rubber has a loss tangent LTc smaller than a loss tangent LTr of the rubber reinforcing layer.
Preferably, in the pneumatic tire, the complex elastic modulus E r of the rubber reinforcing layer is the same as or smaller than the complex elastic modulus E a of the apex.
Preferably, in the pneumatic tire, the loss tangent LTr of the rubber reinforcing layer is the same as or less than the loss tangent LTa of the apex.
In the pneumatic tire of the present invention, a small bead apex is used as compared with the conventional tire, and a rubber reinforcing layer is provided between the carcass and the heel rubber. When the tire is mounted on a standard rim and the internal pressure is adjusted to the standard internal pressure, the shape of the body portion located in the region from the boundary portion between the tread and the sidewall to the outer end of the apex is represented by a single circular arc having a diameter of 75% to 90% of the cross-sectional height of the carcass.
In this tire, the main body portion located in a region from the boundary portion between the tread and the sidewall to the outer end of the apex contributes particularly to a reduction in the amount of the bead portion. In this tire, reduction in mass and rolling resistance is achieved despite the use of the rubber reinforcing layer. Further, since the main body portion is supported by the rubber reinforcing layer in the bead portion, a decrease in-plane twisting rigidity can be suppressed. In this tire, a required rigidity is ensured.
According to the present invention, a pneumatic tire can be obtained in which the rigidity is ensured and the reduction of the mass and the rolling resistance is achieved.
Drawings
Fig. 1 is a sectional view showing a part of a pneumatic tire of one embodiment of the present invention;
fig. 2 is a sectional view showing a portion of the tire of fig. 1.
[ notation ] to show
2 tyre
4 Tread
6 side wall
8 heel rubber
10 bead
14 tyre body
16 belted layer
18 reinforcing layer
22 rubber reinforcement layer
24 tread surface
30 core
32 triangular glue
34 carcass ply
36 main body part
38 turn-back part
40 end of the folded-
44 inner end of
46 outer end of the
48 outer end of
50 ends of the
Inner side of 52
54 outer side of the
Detailed Description
The present invention will be described in detail below according to preferred embodiments with reference to the accompanying drawings as appropriate.
Fig. 1 shows a part of a pneumatic tire 2 (hereinafter, may be simply referred to as "tire 2") according to an embodiment of the present invention. The tire 2 is mounted on a passenger car.
Fig. 1 shows a portion of a section of a tyre 2 along a plane comprising the rotation axis of the tyre 2. In fig. 1, the left-right direction is the axial direction of the tire 2, and the up-down direction is the radial direction of the tire 2. The direction perpendicular to the paper of fig. 1 is the circumferential direction of the tire 2. In fig. 1, a chain line CL indicates an equatorial plane of the tire 2.
In fig. 1, a tire 2 is assembled into a rim R. The rim R is a standard rim. The inside of the tire 2 is filled with air, and the internal pressure of the tire 2 is adjusted to a standard internal pressure. There is no load on the tire 2.
In the present invention, a state in which the tire 2 is assembled to a rim R (standard rim), the internal pressure of the tire 2 is adjusted to a standard internal pressure, and no load is applied to the tire 2 is referred to as a standard state. In the present invention, unless otherwise specified, the dimensions and angles of the tire 2 and each portion of the tire 2 are measured in a standard state.
In the present specification, the standard rim refers to a rim specified in a specification that the tire 2 conforms to. The "standard Rim" of the JATMA specification, "Design Rim" of the TRA specification, and "Measuring Rim" of the ETRTO specification are standard rims.
In the present specification, the standard internal pressure refers to an internal pressure defined in a specification that the tire 2 complies with. The "maximum air pressure" in the JATMA specification, "maximum value" described in the "tie LOAD coefficients AT varias color mixing pressure" in the TRA specification, and "mixing pressure" in the ETRTO specification are the standard internal pressures.
In the present specification, the standard load refers to a load specified in a specification that the tire 2 complies with. The "maximum LOAD CAPACITY" in the JATMA specification, "the" maximum value "described in the" tie LOAD LIMITSAT variaus COLD inertia preservation previous "in the TRA specification, and the" LOAD CAPACITY "in the ETRTO specification are standard LOADs.
In fig. 1, a solid line BBL extending in the axial direction is a bead base line. The bead base line is a line that defines a rim diameter (see JATMA and the like) of a rim R (standard rim).
The tire 2 includes a
The
In fig. 1, the symbol PE denotes the equator of the tire 2. The equator is an intersection point of the
Each
Each
In fig. 1, the symbol PW is the axially outer end of the tire 2. The outer end PW is specified based on an imaginary side surface S which is assumed to be the outer surface of the
The
Each
The
Although not shown, the carcass ply 34 includes a plurality of carcass cords arranged in parallel. These carcass cords are covered with a rubberizing. Each carcass cord crosses the equatorial plane. In the tire 2, the angle of the carcass cord with respect to the equatorial plane is 70 ° to 90 °. The
In this tire 2, the carcass ply 34 is folded back around the
The
Although not shown, each belt ply 42 includes a plurality of belt cords arranged in parallel. Each belt cord is inclined with respect to the equatorial plane. The belt cords form an angle of 10 DEG to 35 DEG with respect to the equatorial plane. In the tire 2, the belt cord is made of steel wire.
The reinforcing
An
Each
In fig. 1, the symbol PM is the axial center of the boundary between the core 30 and the apex 32. The symbol PA is the outer end of the apex 32. The double arrow LA is the length from the axial center PM of the boundary to the outer end PA of the apex 32. The length LA is the length of the apex 32.
In the tire 2, the length LA of the apex 32 is 10mm to 15 mm. In the conventional tire, the length of the apex is usually set within the range of 30 to 40 mm. The apex 32 of the tire 2 is small. The apex 32 contributes to weight reduction.
In fig. 1, a point indicated by a symbol CV, a point indicated by a symbol CW, and a point indicated by a symbol CA indicate designated positions on the inner surface of the
In this tire 2, the shape of the
In fig. 1, an arrow R indicates a diameter of an arc indicating the shape of the
In this tire 2, a
In the tire 2, the
As described above, in this tire 2, the shape of the
Fig. 2 shows a part of a cross section of the tire 2 shown in fig. 1. Fig. 2 shows a portion of a
In fig. 2, reference symbol PB denotes a position on the inner surface 52 of the apex 32 corresponding to a position half the height in the radial direction of the apex 32. The solid line BA is a straight line passing through this position PB and the outer end PA of
In the
In fig. 2, a solid line AL is a straight line extending in the axial direction through the axial center PM of the boundary between the core 30 and the apex 32. The angle represented by the symbol θ is an angle formed by the solid line BA with respect to the solid line AL. In the present invention, in the
In the present invention, the above-mentioned angle θ is measured in a state where the tire 2 is assembled to a rim R (standard rim), the internal pressure of the tire 2 is adjusted to 10% of the standard internal pressure, and no load is applied to the tire 2. Although not shown, in the manufacture of the tire 2, the tire 2 is formed by pressing a green tire (the tire 2 in an uncrosslinked state) against a cavity surface of a mold. The outer surface of the tire 2 in the above state corresponds to the outer surface of the tire 2 indicated by the cavity surface of the mold.
As described above, in the tire 2, the
Further, in the tire 2, the angle θ of the
As described above, in this tire 2, the apex 32 is composed of a crosslinked rubber having high rigidity. In the tire 2, the complex elastic modulus E a of the apex 32 is preferably 70MPa or more, and preferably 130MPa or less, from the viewpoint of ensuring rigidity. From the viewpoint of suppressing heat generation, the loss tangent LTa of the apex 32 is preferably 0.18 or less.
In the present invention, the composite elastic modulus and the loss tangent (also referred to as tan δ) of the structural member of the tire 2 such as the apex 32 are measured under the following conditions using a viscoelasticity spectrometer in accordance with the regulations of JIS K6394.
Initial strain is 10%
The amplitude is plus or minus 1 percent
Frequency 10Hz
Deformation mode-stretching
The measurement temperature is 70 DEG C
In this tire 2, the
In this tire 2, the
In the tire 2, the complex elastic modulus E r of the
In this tire 2, it is preferable that the loss tangent LTr of the
In this tire 2, from the viewpoint of ensuring rigidity and achieving reduction in rolling resistance, it is more preferable that the loss tangent LTr of the rubber-reinforced
In this tire 2, the complex elastic modulus E r of the
In this tire 2, the
In this tire 2, from the viewpoint of ensuring rigidity and achieving reduction in rolling resistance, it is preferable that the complex elastic modulus E r of the
In this tire 2, the complex elastic modulus E c of the
In this tire 2, the loss tangent LTc of the
In fig. 2, the double arrow HR is the radial distance from the bead base line to the
In this tire 2, the radial distance HR from the bead base line to the
In this tire 2, the radial distance HF from the bead base line to the
As described above, in this tire 2, the
In this tire 2, the maximum thickness t of the
As described above, in the tire 2, the carcass ply 34 includes a plurality of carcass cords arranged in parallel. In the tire 2, the fineness of each carcass cord is preferably 1500dtex or more and 1700dtex or less. By setting the fineness of the carcass cord to 1500dtex or more, the
As is apparent from the above description, according to the present invention, a pneumatic tire 2 ensuring rigidity and achieving reduction in mass and rolling resistance can be obtained.
The embodiments disclosed herein are illustrative and not restrictive in all respects. The technical scope of the present invention is not limited to the above-described embodiments, and includes all modifications within a range equivalent to the structure described in the claims.
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