Patent Grant
10207541
This application is a National Stage of International Application No. PCT/JP2012/005343, filed Aug. 24, 2012, claiming priority based on Japanese Patent Application Nos. 2011-185178, JP 2011-185279 and JP 2011-185195, filed Aug. 26, 2011, the contents of all of which are incorporated herein by reference in their entirety.
The present invention relates to a pneumatic radial tire for a passenger vehicle and a method of using the tire.
Bias tires having relatively narrower sectional widths had been predominantly used in vehicles until around 1960 because vehicles in those days were relatively lightweight, and the speed demanded for the vehicles were lower, resulting a less burden imposed on the tires. However, radial tires are predominant these days and those having larger widths and assuming flat shapes are particularly demanded due to increase in weight and speed of vehicles (see, for example, PTL 1).
However, the increase in a tire width sacrifices the vehicle space and thus degrades comfortability. This is a major problem particularly for electric vehicles that have been put on practical use in anticipation of future, considering situations where ensuring a space around tires has been becoming of great importance, because the electric vehicles are required to secure a space for accommodating driving components such as a motor for controlling a torque for rotating a tire about a drive shaft.
Further, there has been an increasing demand for lower fuel consumption along with increased interest in environmental issues. Here, it has been known to increase a diameter and a width of the tire in order to reduce a rolling resistance value (RR value) of the tire for better fuel efficiency. However, there is a problem that the increase in the diameter and width of the tire leads to an increase in tire weight and air resistance, which rather increases vehicle resistance and causes excessive tire loading capability.
PTL 1: JP H7-40706 A
The present invention aims at solving the problems described above and an object thereof is to provide a pneumatic radial tire for a passenger vehicle that is lightweight with less vehicle resistance and thus ensures excellent comfortability, and to provide a method of using the tire.
The inventors diligently studied to solve the aforementioned problems.
As a result, the inventors have found that it is extremely effective, for the purpose of improvement in fuel efficiency and comfortability of a radial tire, to appropriately control reduction in a width of the tire and the increase in a diameter, namely, a relationship between a tire cross-sectional width SW and a tire outer diameter OD.
The present invention has been contrived based on the aforementioned knowledge and a summary thereof is as follows:
(1) A pneumatic radial tire for a passenger vehicle having a carcass, which is composed of a ply of cords radially arranged and toroidally provided between a pair of bead cores, and a bead filler disposed outside the bead cores in a tire radial direction, wherein
when the radial tire is mounted on a rim and applied with internal pressure of at least 250 kPa,
with a tire cross-sectional width SW of smaller than 165 (mm), a ratio of the tire cross-sectional width SW to a tire outer diameter OD, SW/OD, is no more than 0.26,
with the tire cross-sectional width SW of 165 (mm) or larger, the tire cross-sectional width SW and the tire outer diameter OD satisfy a relational expression:
OD≥2.135×SW+282.3, and
a bead filler tire-width-direction cross-sectional area S1 is one to four times the size of a bead core tire-width-direction cross-sectional area S2.
(2) A pneumatic radial tire for a passenger vehicle having a carcass, which is composed of a ply of cords radially arranged and toroidally provided between a pair of bead cores, and a bead filler disposed outside the bead cores in a tire radial direction, wherein
when the radial tire is mounted on a rim and applied with internal pressure of at least 250 kPa, a tire cross-sectional width SW and a tire outer diameter OD satisfy a relational expression:
OD≥−0.0187×SW2+9.15×SW−380, and
a bead filler tire-width-direction cross-sectional area S1 is one to four times the size of a bead core tire-width-direction cross-sectional area S2.
(3) The pneumatic radial tire for a passenger vehicle according to (1) or (2) set forth above, wherein, when BFW represents a width of the bead filler in the tire width direction in a tire radial direction center position of the bead filler and BDW represents a maximum width of the bead core in the tire width direction, the following relational expression:
0.1≤BFW/BDW≤0.5
is satisfied.
(4) The pneumatic radial tire for a passenger vehicle according to any one of (1) to (3) set forth above, wherein, when BFH represents a height of the bead filler in the tire radial direction and SH represents a tire sectional height, the following relational expression:
0.1≤BFH/SH≤0.25
is satisfied.
(5) The pneumatic radial tire for a passenger vehicle according to any one of (1) to (4) set forth above, wherein BFH, the height of the bead filler in the tire radial direction, is no more than 45 mm.
(6) A method of using a pneumatic radial tire for a passenger vehicle, wherein the tire according to (1) or (2) set forth above having the internal pressure of at least 250 kPa is used.
(7) A pneumatic radial tire for a passenger vehicle including a carcass, which is composed of a ply of carcass cords radially arranged and toroidally provided between bead cores embedded in a pair of bead portions, and a pair of sidewall portions connected to the bead portions, wherein
when the tire is mounted on a rim and applied with internal pressure of at least 250 kPa,
with a tire cross-sectional width SW of smaller than 165 (mm), a ratio of the tire cross-sectional width SW to a tire outer diameter OD, SW/OD, is no more than 0.26,
with the tire cross-sectional width SW of 165 (mm) or larger, the tire cross-sectional width SW and the tire outer diameter OD satisfy a relational expression:
OD≥2.135×SW+282.3, and
a ratio Ts/Tb is 15% to 40%, the Ts representing a gauge of the sidewall portion in a maximum width portion of the tire and the Tb representing a bead width of the bead core in a tire radial direction center position.
(8) A pneumatic radial tire for a passenger vehicle including a carcass, which is composed of a ply of carcass cords radially arranged and toroidally provided between bead cores embedded in a pair of bead portions, and a pair of sidewall portions connected to the bead portions, wherein
when the tire is mounted on a rim and applied with internal pressure of at least 250 kPa, a tire cross-sectional width SW and a tire outer diameter OD satisfy a relational expression:
OD≥−0.0187×SW2+9.15×SW−380, and
a ratio Ts/Tb is 15% to 40%, the Ts representing a gauge of the sidewall portion in a tire maximum width portion and the Tb representing a bead width of the bead core in a tire radial direction center position.
(9) The pneumatic radial tire for a passenger vehicle according to (7) or (8) set forth above, wherein the gauge Ts of the sidewall portion in the tire maximum width portion is no less than 1.5 mm.
(10) The pneumatic radial tire for a passenger vehicle according to any one of (7) to (9) set forth above, wherein a diameter Tbc of the bead core is 4 mm to 12 mm.
(11) A method of using a pneumatic radial tire for a passenger vehicle, wherein the tire according to (7) or (8) set forth above having internal pressure of at least 250 kPa is used.
(12) A pneumatic radial tire for a passenger vehicle including a carcass, which is composed of a ply of carcass cords radially arranged and toroidally provided between a pair of bead portions, and a pair of sidewall portions connected to the bead portions, wherein
when the tire is mounted on a rim and applied with internal pressure of at least 250 kPa,
with a tire cross-sectional width SW of smaller than 165 (mm), a ratio of the tire cross-sectional width SW to a tire outer diameter OD, SW/OD, is no more than 0.26,
with the tire cross-sectional width SW of 165 (mm) or larger, the tire cross-sectional width SW and the tire outer diameter OD satisfy a relational expression:
OD≥2.135×SW+282.3, and
a ratio Ts/Tc is 5 to 10, the Ts representing a gauge of the sidewall portion in a tire maximum width portion and Tc representing a diameter of the carcass cord.
(13) A pneumatic radial tire for a passenger vehicle including a carcass, which is composed of a ply of carcass cords radially arranged and toroidally provided between a pair of bead portions, and a pair of sidewall portions connected to the bead portions, wherein
when the tire is mounted on a rim and applied with internal pressure of at least 250 kPa, a tire cross-sectional width SW and a tire outer diameter OD satisfy a relational expression:
OD≥−0.0187×SW2+9.15×SW−380, and
a ratio Ts/Tc is 5 to 10, the Ts representing a gauge of the sidewall portion in a tire maximum width portion and Tc representing a diameter of the carcass cord.
(14) The pneumatic radial tire for a passenger vehicle according to (12) or (13) set forth above, wherein, when Ta represents a distance in a tire width direction from a surface of the carcass code cord to a tire outer surface, a ratio Ta/Tc is 3 to 6.
(15) The pneumatic radial tire for a passenger vehicle according to any one of (12) to (14) set forth above, wherein the diameter Tc of the carcass code cord is 0.4 mm to 0.8 mm.
(16) A method of using a pneumatic radial tire for a passenger vehicle, wherein the tire according to (12) or (13) set forth above having internal pressure of at least 250 kPa is used.
According to the present invention, a pneumatic radial tire for a passenger vehicle that is lightweight having less vehicle resistance and thus capable of providing excellent comfortability may be provided.
The following is a description of a process that led to a pneumatic radial tire for a passenger car (hereinafter, referred to as a tire) according to the present invention.
As such, in order to reduce a rolling resistance value, first, reduction in a deflection amount of the tire during ground contact becomes of importance.
δ1=(OD/2)×(1−cos θ) (Formula 1)
θ≈ tan−1{(L/2)/(OD/2)}≈L/OD (Formula 2)
Also,
Here, the “application rim” for the conventional tire is defined by industrial standards valid in areas where the tire is produced and used, such as JATMA (Japan Automobile Tire Manufacturers Association) YEAR BOOK in Japan, ETRTO (European Tyre and Rim Technical Organization) STANDARD MANUAL in Europe, and TRA (THE TIRE and RIM ASSOCIATION INC.) YEAR BOOK in the United States. Also, the “prescribed internal pressure” is based on a correspondence table of the application rim corresponding to a size of a radial ply tire as defined in the above-mentioned JATMAYEAR BOOK (Japan Automobile Tire Manufacturers Association Standards) and the like, the air pressure, and a load capacity. Further, the term “maximum load” means a maximum load (maximum load capacity) of a single tire in an appropriate size prescribed in the above-mentioned predetermined industrial standards.
From Formulae 1 and 2 set forth above and
That is, in order to reduce the tire rolling resistance from a viewpoint of suppression of the shear deformation of tread rubber in the tire circumferential direction, it is effective to increase a tire diameter.
Further, from the following Formula representing a tire belt tension, it can be seen that the tire belt tension increases along with the increase in the tire diameter.
T=(OD/2)×P (Formula 3)
Along with the increase in the tire belt tension, tire ring rigidity (rigidity for keeping a ring shape of the tire) also increases, which, as illustrated in
That is, the increase in the tire diameter is effective in reducing the tire rolling resistance value, also from a viewpoint of suppressing deformation of the ring shape of the tire.
Next, the inventors focused on the shear deformation of the tread rubber in the tire width direction.
That is, deflection of the crown portion when the tire contacts the ground, as schematically illustrated by a parallelogram of
Also, in a no-load state, CR (mm) represents a crown radius at each of the points E1 and E2 on a curve including the three points E1, E2, and F approximated by a circular arc in the width-direction cross-section, and O represents a center of a circle made on the basis of the circular arc. Here, in the width-direction cross-section, a line segment OE1 forms an angle γ(°) with respect to a tire equator plane.
Further, when a deflection amount δ2 (mm) (an amount of deflection of ground-contact ends in the width direction) represents a deflection amount upon application of a maximum load defined for each vehicle wearing the tires described above, the δ2 may be approximately expressed by the following formulae in a geometrical manner:
δ2=CR×(1−cos γ) (Formula 4)
γ≈ tan−1 {(W/2)/CR}≈W/2CR (Formula 5)
Also,
As can be seen from Formulae 4, 5 set forth above and
The reduction in the tire width is also effective to reduce tire weight.
As described above, it has been found that appropriate regulation of the increase in the tire diameter and the reduction in the tire width enables reduction in the tire rolling resistance value while reducing the tire weight.
As illustrated in
Lo≈W×L×P, (Formula 6)
which is derived from an equilibrium-force condition.
Therefore, under a condition with a certain load applied on the tire and certain internal pressure, when the ground-contact width W of the tire is reduced so as to suppress the shear deformation of the tread rubber in the width direction and also to reduce the tire weight as described above, the ground-contact length L increases, as can be seen from the relational expression of a balance of Formula 6 set forth above.
Accordingly, it has been newly found that, according to Formulae 1, 2 set forth above, the increase in the deflection amount δ1 due to the increase in the ground-contact length L leads to the increase in the shear deformation of the tread rubber in the tire circumferential direction.
As such, the inventors have found that, as a method to suppress the increase in the ground-contact length while reducing the width of the tire, it is effective to use the tire with high internal pressure.
That is, based on the relational expression of Formula 6 set forth above, regardless of the reduction in the ground-contact width, the tire with high internal pressure may support an applied load without reducing the ground-contact length.
As illustrated in
On the other hand, by using the tire with high internal pressure, the increase in the deflection amount may be suppressed regardless of the reduction in the ground-contact width as illustrated in
Accordingly, the shear deformation of the tread rubber in the circumferential direction when the tire contacts the ground may be suppressed, thus reducing the tire rolling resistance value.
Further, as illustrated in
On the basis of the findings described above, the inventors investigated for specific conditions under which the increase in the tire diameter, the reduction in the tire width, and application of high internal pressure may achieve both the reduction in the tire rolling resistance value and the tire weight.
First, as a referential tire for evaluation, a tire of 195/65R15 in size was prepared, because such a tire has been used for the most common types of vehicles and thus suitable for comparison of tire performance.
Tires in various sizes were also prepared, which were mounted on a rim with a width corresponding to a bead width of the tire and applied with the internal pressure of 220 kPa, or applied with high internal pressure. Then, tests were conducted as described below.
Table 1 shows specifications of each of the tires. Other specifications such as internal structures of the tires that are not shown in Table 1 are similar to those of common tires. Each of the tires includes a carcass composed of a ply of cords radially arranged and toroidally provided between a pair of bead portions.
With regard to the tire size, the inventors studied using tires in various sizes including conventional sizes prescribed in JATMA (the tire standard in Japan), TRA (the tire standard in the United States), ETRTO (the tire standard in EU) and the like, as well as using tires in non-standard sizes.
Especially assuming a sporty application, test tires 27 to 33 with a tire cross-sectional width SW of at least 175 (mm) were also prepared.
Here, the test tires 27 to 33 were compared with a tire of 225/45R17 in size (Reference Tire 2), which is larger than the tire of 195/65R15 in size (Reference Tire 1) by an inch.
<Rolling Resistance Value (RR Value)>
Each of the tires set forth above was mounted on the rim with the width corresponding to the bead width of the tire to obtain a tire-rim assembly. The tire was then applied with the maximum load prescribed for each vehicle wearing the tire and run at a drum rotation speed of 100 km/h, for measurement of the rolling resistance.
Results of an evaluation are shown as indices relative to that of Reference Tire 1 set to 100. The smaller the index, the smaller the rolling resistance.
<Tire Weight>
Weight of each of the tire was measured and is shown as index relative to that of Reference Tire 1 set to 100 (the smaller the index, the lighter the weight).
Results of an evaluation are shown in Tables 2 and 3 below, based on which the results are further illustrated in
Also, by using the test tires 8, 15, 20, and 31 with various internal pressure, the tests for evaluation of the tire rolling resistance value were conducted in the method described above.
Results of the an evaluation are shown in Table 4 and
From Tables 2 to 4 and
Note that the internal pressure is preferably no more than 350 kPa.
Here, the inventors have studied in more detail about sizes of the test tires 1 to 33 that allow reduction in both the tire rolling resistance value and the tire weight.
As illustrated in
As illustrated in
OD≥2.135×SW+282.3
That is, when the cross-sectional width SW is 165 (mm) or greater, the tires with the internal pressure of 250 kPa or more that satisfy the above relational expression may reduce both the tire rolling resistance value and the tire weight.
As illustrated in
OD≥−0.0187×SW2+9.15×SW−380
may reduce both the tire rolling resistance value and the tire weight.
In order to reduce both the tire rolling resistance value and the tire weight together, SW/OD≤0.26 is preferably satisfied, and SW/OD≤0.24 is particularly preferably satisfied.
Also, from Tables 2, 3 and
As can be seen in Table 2 and
As can be seen in Table 3 and
Alternatively, when a tire, which is in size satisfying OD≥−0.0187×SW2+9.15×SW−380 mounted on the rim with the width corresponding to the bead width of the tire and applied with the maximum load defined for each vehicle wearing the tire, is used to have the ground-contact width of no more than 175 mm, the reduction in both the tire rolling resistance value and the tire weight may be achieved. Note that, in
The ground-contact width, from a viewpoint of enhancing the safety and stability of the vehicle by securing a tire axial force, is preferably no less than 90 mm.
At this time, the ground-contact length is preferably 90 to 140 mm.
Upon application of a maximum load defined for each vehicle wearing a tire in size with the tire cross-sectional width SW and the outer diameter OD satisfying SW/OD≤0.26 (SW<165 (mm)) and, simultaneously, OD≥2.135×SW+282.3 when taking a linear expression boundary, or OD≥−0.0187×SW2+9.15×SW−380 when taking a quadratic boundary, a ground-contact area of the tire is preferably no more than 16000 mm2. Thereby, reduction in both the tire rolling resistance and the tire weight may be achieved.
Note that, from the viewpoint of enhancing the safety and stability of the vehicle by securing the tire axial force, the ground-contact area is preferably no less than 10000 mm2.
In order to see an effect of the high internal pressure, tires in further various sizes applied with different internal pressure were used for evaluation of the tire rolling resistance and the tire weight.
Specifications of each of the tires and results of the evaluation are shown in Table 5 and
As shown in Table 5 and
It can also be seen that, by using the tire in size satisfying the relational expression A or the relational expression B described above applied with the internal pressure of no less than 270 kPa, the tire rolling resistance may be significantly reduced and, with the internal pressure of no less than 320 kPa, the tire rolling resistance may be even further reduced.
Here, a preferable tire structure for use with high internal pressure of no less than 250 kPa will be described.
First, the carcass preferably has at least one carcass ply having an end in a high turn-up structure positioning outside a tire maximum width portion in a tire radial direction. More preferably, the end portion has what is called an envelope structure positioning between the carcass and a belt in the tire radial direction.
As for the belt, one with high rigidity is preferably used. More specifically, a belt cord with Young's modulus of 45000 MPa or higher is preferably used.
Thereby, the carcass structure and the rigidity of the belt are optimized, ensuring a tire durable with high internal pressure.
Further, an inner liner of the tire preferably has a thickness of no less than 0.6 mm, so as to prevent air leak under a high internal pressure condition.
Here, the inventors have also found these problems specific to a tire with a small width, a large diameter and high internal pressure that the tire with a smaller width as described above has a smaller deflection amount on the ground-contact area, that a belt tension is increased due to the large radial and high internal pressure which increases a vertical spring coefficient, and that the comfortability is degraded. As such, the inventors have diligently studied to solve those problems and acquired a knowledge of a tire structure that may solve the problems.
The following is a description of a structure of a pneumatic radial tire with a small width, a large diameter and high internal pressure for a passenger vehicle that improves the comfortability.
Note that this tire is in size satisfying the relational expression A or the relational expression B.
As illustrated in
Here, the bead filler 4 is a high-rigidity member having 100% modulus at room temperature at, for example, 24 to 31 (MPa) in conformity to JIS K6251 (revised on Dec. 20, 2010).
Here, in the tire of the present embodiment, a tire-width-direction cross-sectional area S1 of the bead filler 4 is 1 to 4 times the size of a tire-width-direction cross-sectional area S2 of the bead core 1a.
Note that, when the tire has a holding bead core structure in which the carcass is held from both inner side and outer side in the tire width direction, a total volume of the bead core inside and outside the carcass in the tire width direction is defined as S2.
The following is a description of an operation and an effect of the present embodiment.
The cross-section of the bead filler 4 within an above-mentioned range enables reduction in the volume of the bead filler, which is the high-rigidity member, and also in the vertical spring coefficient of the tire, thereby improving the comfortability. The tire weight may be reduced also by reducing weight of the bead filler, whereby the tire rolling resistance may be further reduced.
Especially, since the tire with a small width and a large diameter satisfying the relational expression A or the relational expression B has high tension rigidity of the belt and low tension rigidity in the tire side portion compared to that of the belt, limiting the cross-sectional area S1 of the bead filler within the predetermined range as described above is highly effective in reduction of the vertical spring coefficient.
Here, when the tire-width-direction cross-sectional area S1 of the bead filler 4 is larger than 4 times the size of the tire-width-direction cross-sectional area S2 of the bead core 1, the volume of the bead filler made of the high-rigidity member increases, suppressing sufficient reduction in the vertical spring coefficient of the tire and degrading the comfortability.
On the other hand, when the tire-width-direction cross-sectional area S1 of the bead filler 4 is smaller than the tire-width-direction cross-sectional area S2 of the bead core 1a, the rigidity of the bead portion is significantly reduced and a lateral spring coefficient becomes too small to ensure steering stability.
According to the present embodiment, also, as illustrated in
0.1≤BFW/BDW≤0.5
is preferably satisfied.
This is because, when the ratio BFW/BDW is no more than 0.5, the volume of the bead filler may be reduced while a height thereof is maintained, which enables the reduction in the vertical spring coefficient while maintaining the rigidity in the tire rotational direction. Accordingly, the comfortability may be improved and the tire weight may be reduced.
Also, when the ratio BFW/BDW is no less than 1.0, the rigidity of the bead portion may be ensured and the vertical spring coefficient may be maintained, thereby further ensuring the steering stability.
According to the present embodiment, further, as illustrated in
0.1≤BFH/SH≤0.25
is preferably satisfied.
This is because, when the above ratio BFH/SH is no more than 0.25, the height of the bead filler, which is made of the high-rigidity member, in the radial direction may be reduced, whereby the vertical spring coefficient of the tire may be effectively reduced and the comfortability may be improved.
Also, when the above ratio BFH/SH is no less than 0.1, the rigidity of the bead portion is ensured and the lateral spring coefficient may be maintained, thereby further ensuring the steering stability.
More specifically, the BFH representing the height of the bead filler in the tire radial direction is preferably 10 mm to 45 mm.
Here, the tire sectional height SH represents a ½ of a difference between an outer diameter of the tire and a diameter of the rim when the tire is mounted on the rim and applied with the internal pressure defined for each vehicle wearing the tire and no load.
Note that this tire is in size satisfying the relational expression A or the relational expression B.
As illustrated in
The tire according to the present embodiment also includes a sidewall portion 5 connecting to the beat portion 1.
In the illustrated example, the carcass 2 is made up of a carcass main portion 2a and a folding portion 2b.
In the illustrated example, further, the bead filler 4 is disposed radially outside the bead core 1a in the tire radial direction.
Here, according to the present embodiment, as illustrated in
Note that the “tire maximum width portion” means a maximum width position in a tire-width-direction cross-section when the tire is mounted on the rim and applied with no load.
The gauge Ts is a sum of thicknesses of all members including rubber, a reinforcing member, the inner liner and the like.
When the tire has a structure in which the bead core is divided into small bead cores by the carcass, Tb represents a distance between a width direction innermost end and an outermost end among all of the small bead cores.
The following is a description of an operation and an effect of the present embodiment.
According to the present embodiment, when the ratio Ts/Tb is within the above range, the rigidity of the tire maximum width portion where great bending deformation occurs during application of a load on the tire is appropriately reduced, thereby reducing the vertical spring coefficient and improving the comfortability.
That is, when the above ratio Ts/Tb exceeds 40%, the gauge of the sidewall portion 5 in the tire maximum width portion is increased, increasing rigidity of the sidewall portion 5 and the vertical spring coefficient. On the other hand, when the above ratio Ts/Tb is smaller than 15%, the lateral spring coefficient becomes too small to ensure the steering stability.
Here, in particular, the gauge Ts of the sidewall portion in the tire maximum width portion is preferably no less than 1.5 mm.
With the gauge Ts of 1.5 mm or more, the rigidity of the tire maximum width portion may be appropriately maintained, preventing reduction in the lateral spring coefficient and further ensuring the steering stability.
On the other hand, in order to further improve the comfortability by effectively reducing the vertical spring coefficient, the gauge Ts of the sidewall portion 5 in the tire maximum width portion is preferably no more than 4 mm.
Also, a diameter Tbc of the bead core 1a (a maximum width of the bead core in the tire width direction) is preferably 4 mm to 12 mm.
With the Tbc of no less than 4 mm, weight reduction may be achieved while ensuring bending rigidity and torsional rigidity on a rim flange. Also, with the Tbc of no more than 12 mm, the steering stability may be ensured while suppressing weight increase.
Note that this tire is in size satisfying the relational expression A or the relational expression B described above.
As illustrated in
The tire of the present embodiment also includes the sidewall portion 5 connecting to the bead portion 1.
In the illustrated example, the bead core 1a is embedded in the bead portion 1, and the bead filler 4 is disposed outside the bead core 1a in the tire radial direction.
Further, in the illustrated example, the carcass 2 is made up of the carcass main portion 2a and the folding portion 2b.
Here, in the tire according to the present embodiment, as illustrated in
Note that the “tire maximum width portion” means the maximum width position in the tire-width-direction cross-section when the tire is mounted on the rim and applied with no load.
The following is a description of an operation and an effect of the present embodiment.
According to the present embodiment, when the ratio Ts/Tc is within the above range, the rigidity of the tire maximum width portion where great bending deformation occurs during application of a load on the tire is appropriately reduced, thereby reducing the vertical spring coefficient and improving the comfortability.
That is, when the ratio Ts/Tc exceeds 10, the gauge of the sidewall portion 4 in the tire maximum width portion is increased, increasing rigidity of the sidewall portion 4 and the vertical spring coefficient. On the other hand, when the ratio Ts/Tc is smaller than 5, the lateral spring coefficient becomes too small to ensure steering stability.
Also, in the tire of the present embodiment, as illustrated in
With the ratio Ta/Tc of no more than 6, the gauge of the sidewall portion 4 in the tire maximum width portion may be reduced and the rigidity of the sidewall portion 5 may be reduced, thereby reducing the vertical spring coefficient and further improving the comfortability. Also, with the ratio Ta/Tc of no less than 3, the lateral spring coefficient may be ensured, further ensuring the steering stability.
Note that the term “Ta” represents a distance in the tire maximum width portion from the surface of the carcass cord on the width direction outermost side to the tire outer surface.
That is, when the carcass folding portion extends to a radially outer side over the tire maximum width portion, the Ta represents a distance from the surface of the carcass cord in the carcass folding portion to the tire outer surface 6.
Here, the diameter Tc of the carcass cord is preferably 0.4 mm to 0.8 mm. With the diameter Tc of the carcass cord of no more than 0.8 mm, the gauge Ts of the sidewall portion relative to the diameter Tc may be reduced, reducing the vertical spring coefficient. Also, with the diameter Tc of the carcass cord of no less than 0.4 mm, the gauge Ts of the sidewall portion relative to the diameter Tc may be ensured, increasing the lateral spring coefficient and ensuring the steering stability.
In order to confirm the effect of the tire according to the first embodiment, test tires 34-59 and tires according to Comparative Examples 1 to 10 were produced experimentally. Each of the tires includes a carcass, which is composed of a ply of cords radially arranged and toroidally provided between a pair of bead cores, and a bead filler disposed outside the bead core in the tire radial direction.
The following tests were conducted to evaluate performance of the tires.
<Spring Coefficient>
Each of the tires were mounted on the rim and, by using the indoor tester, the deflection amount thereof was measured. The vertical spring coefficient and the lateral spring coefficient were measured from a tangential gradient of a load of 4 kN and are shown as indices relative to those of the tire according to Comparative Example 1 set to 100. The greater the number, the higher the spring constant. Note that the vertical spring coefficient is used as an index of comfortability; the smaller the number, the better the comfortability.
<Rolling Resistance Value (RR Value)>
Each of the above tires was mounted on the rim to obtain a tire-rim assembly, which was then applied with a maximum load defined for each vehicle wearing the tire, for measurement of the rolling resistance thereof under a condition of a drum rotation speed at 100 km/h.
Results of the evaluation are shown as indices relative to the RR value of the tire according to Comparative Example 1 set to 100. The smaller the index, the smaller the rolling resistance.
<Cornering Power>
By using a flat-belt-type cornering test machine, the cornering power was measured with the load at 4 kN and at a speed of 100 km/h.
For evaluation, the cornering power (CP) is shown as an index relative to that of the tire according to Comparative Example 1 set to 100. The greater the index, the preferably higher the cornering power.
<Tire Weight>
The weight of the tires was measured. For evaluation, the weight is shown as an index relative to that of the tire according to Comparative Example 1 set to 100. The smaller the index, the lighter the weight.
Specifications of each of the tires are shown in Table 6, and results of the evaluation are shown in Table 7 and
As illustrated in Tables 6, 7 and
Also, the test tires having the ratio BFW/BDW within the favorable range have smaller vertical spring coefficients while ensuring the cornering power.
Further, the test tires having a favorable ratio BFH/SH may reduce the vertical spring coefficient while ensuring the cornering power.
Next, in order to see the effect of high internal pressure of the tire, tests for evaluation of performance of test tires 60 to 71 and tires according to Comparative Examples 11 to 13 with high internal pressure shown below were conducted.
Specifications of each of the tires are shown in Table 8, and results of the evaluation are shown in Table 9 and
Comparisons between Tables 9 and 7 and between
Next, in order to confirm the effect of the tire according to the second embodiment, test tires 72 to 82 and tires according to Comparative Examples 14 to 23 were produced experimentally. Each of the tires includes the carcass, which is composed of a ply of codes radially arranged and toroidally provided between a pair of bead cores, and a pair of sidewall portions connected to the bead portions.
In order to evaluate the performance of these tires, in a manner similar to Example 1, tests were conducted for evaluation of the spring coefficients, the rolling resistance value (RR value), the cornering power, and the tire weight.
Note that, for evaluation, the spring coefficients are shown as indices relative to that of the tire according to Comparative Example 14 set to 100. The greater the value, the higher the spring constant. Also, the rolling resistance value (RR value), for evaluation thereof, is shown as an index relative to that of the tire according to Comparative Example 14 set to 100. The smaller the index, the smaller the rolling resistance. Further, the cornering power, for evaluation thereof, is shown as an index relative to that of the tire according to Comparative Example 14 set to 100. The greater the index, the preferably higher the cornering power. Also, the tire weight, for evaluation thereof, is shown as an index relative to that of the tire according to Comparative Example 14 set to 100. The smaller the value, the lighter the weight.
Specifications of each of the tires are shown in Table 10, and results of the evaluation are shown in Table 11 and
Note that in Table 10 the term “SH” means a sectional height (a cross-sectional height of the tire).
As shown in Tables 10, 11 and
Also, the test tires having a favorable gauge Ts have excellent cornering power.
Further, the test tires having favorable values of the diameter Tbc of the bead core also have excellent cornering power.
Next, in order to see the effect of the tire with high internal pressure, tests for evaluation of performance of test tires 83 to 88 and tires according to Comparative Examples 24 and 25 with high internal pressure shown below were conducted.
Specifications of each of the tires are shown in Table 12, and results of the evaluation are shown in Table 13 and
From Table 13 and
Next, in order to see the effect of a tire according to Example 3, test tires 89 to 103 and tires according to Comparative Examples 26 to 34 were produced experimentally. Each of the tires includes the carcass, which is composed of a ply of codes radially arranged and toroidally provided between a pair of bead portions, and a pair of sidewall portions connected to the bead portions.
In order to evaluate the performance of these tires, in a manner similar to Example 1, tests were conducted for evaluation of the spring coefficients, the rolling resistance value (RR value), the cornering power, and the tire weight.
Note that, for evaluation, the spring coefficients are shown as indices relative to those of the tire according to Comparative Example 26 set to 100. The greater the value, the higher the spring constant. Also, the rolling resistance value (RR value), for evaluation thereof, is shown as an index relative to that of the tire according to Comparative Example 26 set to 100. The smaller the index, the smaller the rolling resistance. Further, the cornering power, for evaluation thereof, is shown as an index relative to that of the tire according to Comparative Example 26 set to 100. The greater the index, the preferably higher the cornering power. Also, the tire weight, for evaluation thereof, is shown as an index relative to that of the tire according to Comparative Example 26 set to 100. The smaller the value, the lighter the weight.
Specifications of each of the tires are shown in Table 14, and results of the evaluation are shown in Table 15 and
As shown in Tables 14, 15 and
Also, the test tires having Ta/Tc in a favorable range have smaller vertical spring coefficients while maintaining approximately the same cornering power.
Further, the test tires having favorable values of the code diameter Tc have further smaller vertical spring coefficients and improved cornering power.
Next, in order to see the effect of the tire having high internal pressure, tests for evaluation of performance of test tires 104 to 109 and tires according to Comparative Examples 35 to 37 with high internal pressure shown below were conducted.
Specifications of each of the tires are shown in Table 16, and results of the evaluation are shown in Table 17 and
From Table 17 and
| Number | Date | Country | Kind |
|---|---|---|---|
| 2011-185178 | Aug 2011 | JP | national |
| 2011-185195 | Aug 2011 | JP | national |
| 2011-185279 | Aug 2011 | JP | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2012/005343 | 8/24/2012 | WO | 00 | 2/24/2014 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2013/031167 | 3/7/2013 | WO | A |
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| Entry |
|---|
| 600R16 Coker Classic Blackwall Tire as accessed on the Internet Archive at http://web.archive.org/web/20081004230735/http://store.coker.com/600r16-coker-classic-blackwall-tire.html showing the page as of Oct. 4, 2008. |
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| Number | Date | Country | |
|---|---|---|---|
| 20140209228 A1 | Jul 2014 | US |
