Patent Application
20210260926
The technology relates to a pneumatic tire and a method for manufacturing the pneumatic tire, and particularly relates to a pneumatic tire that can improve tire cornering performance and a method for manufacturing the pneumatic tire.
In recent years, from the perspective of enhancing steering stability performance during high-speed travel, the tread profile of a pneumatic tire has been improved to enhance tire grounding characteristics and improve cornering performance. Conventional pneumatic tires that address this need are described in Japan Utility Patent Model Publication No. 6-35681 and Japan Patent No. 3223134.
The technology provides a pneumatic tire that can improve tire cornering performance and a method for manufacturing the pneumatic tire.
A pneumatic tire according to this technology is a pneumatic tire including a carcass layer, a pair of cross belts disposed on an outer side in a radial direction of the carcass layer, and a tread rubber disposed on the outer side in the radial direction of the pair of cross belts, a tread profile when the tire is mounted on a specified rim, inflated to a specified internal pressure, and in an unloaded state, being defined by an elliptic function below having a center point on a tire equatorial plane. Here, “a” is a radius in a tire width direction and a major axis, “b” is a radius in a tire radial direction and a minor axis, and conditions of 0<b<a, 0<x, 0<y, 1.00<p, 1.00<q, and p≠q are satisfied.
A method for manufacturing a pneumatic tire according to this technology is a method for manufacturing a pneumatic tire including a carcass layer, a pair of cross belts disposed on an outer side in a radial direction of the carcass layer, and a tread rubber disposed on the outer side in the radial direction of the pair of cross belts, a tread profile when the tire is mounted on a specified rim, inflated to a specified internal pressure, and in an unloaded state, being defined by an elliptic function below having a center point on a tire equatorial plane. Here, “a” is a radius in a tire width direction and a major axis, “b” is a radius in a tire radial direction and a minor axis, and conditions of 0<b<a, 0<x, 0<y, 1.00<p, 1.00<q, and p≠q are satisfied.
In the pneumatic tire and the method for manufacturing the pneumatic tire according to the technology, a tire contact patch shape is flat, that is, a ground contact length of a ground contact region is made uniform and a ground contact pressure distribution is made uniform. Due to this, there is an advantage that cornering performance of a tire is improved.
Embodiments of the technology are described in detail below with reference to the drawings. However, the technology is not limited to these embodiments. Moreover, constituents of the embodiments include elements that are substitutable while maintaining consistency with the technology, and obviously substitutable elements. Furthermore, the modified examples described in the embodiments can be combined as desired within the scope apparent to one skilled in the art.
In reference to the same drawing, “cross section in a tire meridian direction” refers to a cross section of the tire taken along a plane that includes the tire rotation axis (not illustrated). Reference sign CL denotes the tire equatorial plane and refers to a plane normal to the tire rotation axis that passes through the center point of the tire in the tire rotation axis direction. Reference sign T denotes a tire ground contact edge. “Tire width direction” refers to the direction parallel with the tire rotation axis. “Tire radial direction” refers to the direction perpendicular to the tire rotation axis.
The pneumatic tire 1 has an annular structure with the tire rotation axis as its center and includes a pair of bead cores 11, 11, a pair of bead fillers 12, 12, a carcass layer 13, a belt layer 14, a tread rubber 15, a pair of sidewall rubbers 16, 16, and a pair of rim cushion rubbers 17, 17 (see
The pair of bead cores 11, 11 are formed by winding one or a plurality of bead wires made from steel in an annular shape and in multiple layers, and are embedded in a bead portion to form a core of the left and right bead portions. The pair of bead fillers 12, 12 are disposed outward of the pair of bead cores 11, 11 in the tire radial direction and reinforce the bead portions.
The carcass layer 13 has a single layer structure made from one carcass ply or a multilayer structure made from a plurality of stacked carcass plies, and spans between the left and right bead cores 11, 11 in a toroidal shape to form the framework of the tire. Additionally, both end portions of the carcass layer 13 are turned back to an outer side in the tire width direction so as to wrap around the bead cores 11 and the bead fillers 12 and fixed. The carcass ply of the carcass layer 13 is formed by rolling coating-rubber-covered carcass cords made from steel or an organic fiber material (for example, aramid, nylon, polyester, rayon, or the like) and has a carcass angle (defined as the inclination angle in the longitudinal direction of the carcass cords with respect to the tire circumferential direction) ranging from 80° to 90° in an absolute value.
The belt layer 14 is a multilayer structure including a pair of cross belts 141, 142 and a belt cover 143 and is disposed around the outer circumference of the carcass layer 13. The pair of cross belts 141, 142 are made by performing a rolling process on coating rubber-covered belt cords made of steel or an organic fiber material. The cross belts 141, 142 have a belt angle, as an absolute value, ranging from 20 degrees to 55 degrees. Furthermore, the pair of cross belts 141, 142 have belt angles (defined as the inclination angle in the longitudinal direction of the belt cords with respect to the tire circumferential direction) of opposite signs and are stacked so that the longitudinal directions of the belt cords intersect each other (a so-called crossply structure). The belt cover 143 is made by coating belt cover cords made from steel or an organic fiber material with a coating rubber and has a belt angle ranging from 0° to 10° in an absolute value. The belt cover 143 is, for example, a strip material formed by coating one or more belt cover cords with a coating rubber and may be formed by winding the strip material spirally on the outer circumferential surface of the cross belts 141, 142 multiple times in the tire circumferential direction. The belt cover 143 is disposed to cover the entire region of the cross belts 141, 142.
The tread rubber 15 is disposed outward of the carcass layer 13 and the belt layer 14 in the tire radial direction and constitutes a tread portion of the tire. The pair of sidewall rubbers 16, 16 are disposed on the outer side of the carcass layer 13 in the tire width direction and constitute left and right sidewall portions. The pair of rim cushion rubbers 17, 17 are disposed on an inner side in the tire radial direction of the turned back portions of the carcass layer 13 and the left and right bead cores 11, 11 to form a rim-fitting surface of the bead portion.
The pneumatic tire 1 includes a plurality of circumferential main grooves 21, 22 extending in the tire circumferential direction and a plurality of land portions 31, 32 defined in the circumferential main grooves 21, 22, the plurality of circumferential main grooves 21, 22 and the plurality of land portions 31, 32 being provided in a tread surface. “Main groove” refers to a groove on which a wear indicator must be provided as specified by JATMA (The Japan Automobile Tyre Manufacturers Association, Inc.) and typically has a groove width of 3.0 mm or greater and a groove depth of 5.0 mm or greater.
The groove width is the maximum distance between the left and right groove walls at the groove opening portion and is measured when the tire is mounted on a specified rim, inflated to the specified internal pressure, and in an unloaded state. In a configuration in which the land portions include notch portions or chamfered portions in the edge portions thereof, the groove width is measured with reference to the intersection points between the tread contact surface and the extension lines of the groove walls as measurement points, in a cross-sectional view in which the groove length direction is a normal direction.
In a configuration in which the grooves extend in a zigzag shape or a wave shape in the tire circumferential direction, the groove width is measured with reference to the center line of the oscillation of the groove walls as measurement points.
The groove depth is the maximum distance from the tread contact surface to the groove bottom and is measured when the tire is mounted on a specified rim, inflated to the specified internal pressure, and in an unloaded state. Additionally, in a configuration in which the grooves include an uneven portion or sipes on the groove bottom, the groove depth is measured excluding these portions.
“Specified rim” refers to a “standard rim” defined by JATMA, a “Design Rim” defined by TRA (The Tire and Rim Association, Inc.), or a “Measuring Rim” defined by ETRTO (The European Tyre and Rim Technical Organisation). Additionally, “specified internal pressure” refers to a “maximum air pressure” defined by JATMA, to the maximum value in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or to “INFLATION PRESSURES” defined by ETRTO. Additionally, “specified load” refers to a “maximum load capacity” defined by JATMA, the maximum value in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “LOAD CAPACITY” defined by ETRTO. However, in the case of JATMA, for a passenger vehicle tire, the specified internal pressure is an air pressure of 180 kPa, and the specified load is 88% of the maximum load capacity.
For example, in the configuration of
However, the configuration is not limited thereto and three or five or more circumferential main grooves may be disposed (not illustrated). In addition, the land portion may be arranged at a position off from the tire equatorial plane CL, with one circumferential main groove being arranged on the tire equatorial plane CL (not illustrated).
Among the two or more circumferential main grooves (including the circumferential main grooves disposed on the tire equatorial plane CL) disposed in one region demarcated by the tire equatorial plane CL, a circumferential main groove located on the outermost side in the tire width direction is defined as an outermost circumferential main groove. The outermost circumferential main groove is defined in each of the left and right regions demarcated by the tire equatorial plane CL.
In the configuration of
The groove center line of the circumferential main groove is defined as a straight line parallel to the tire circumferential direction passing through the midpoint of the left and right measurement points of the groove width of the circumferential main groove.
The tire ground contact width is measured as the maximum linear distance in the tire axial direction of a contact surface between the tire and a flat plate when the tire is mounted on a specified rim, inflated to the specified internal pressure, placed perpendicular to the flat plate in a static state, and loaded with a load corresponding to the specified load.
The tire ground contact edge T is defined as the maximum width position in the tire axial direction of the contact surface between the tire and a flat plate when the tire is mounted on a specified rim, inflated to the specified internal pressure, placed perpendicular to the flat plate in a static state, and loaded with a load corresponding to the specified load.
The land portions 31, 31 located on the outer side in the tire width direction defined in the outermost circumferential main grooves 21, 21 are defined as shoulder land portions. The shoulder land portions 31, 31 are land portions on the outermost sides in the tire width direction and are located on the tire ground contact edges T.
The land portions 32, 32 located on the inner side in the tire width direction defined in the outermost circumferential main grooves 21, 21 are defined as second land portions. Accordingly, the second land portions 32, 32 are adjacent to the shoulder land portions 31, 31 with the outermost circumferential main grooves 21, 21 disposed therebetween.
The land portion 33 located closer to the tire equatorial plane CL than the second land portions 32, 32 is defined as a center land portion. The center land portion 33 may be disposed on the tire equatorial plane CL (see
Note that in a configuration including four circumferential main grooves 21, 21 (see
The land portions 31 to 35 may be ribs that are continuous in the tire circumferential direction and may be block rows divided in the tire circumferential direction by lug grooves (not illustrated).
In
A tread profile is a contour line of the tread surface in a cross-sectional view along the tire meridian direction, and is measured using a laser profiler in an unloaded state with the tire mounted on a specified rim and inflated to the specified internal pressure. The laser profiler used may be, for example, a tire profile measuring device (available from Matsuo Co., Ltd.).
A radius a in the tire width direction preferably has a relationship of 0.30≤a/SW≤0.60 with respect to a total tire width SW (see
The total tire width SW is measured as a linear distance (including all portions such as letters and patterns on the tire side surface) between the sidewalls when the tire is mounted on a specified rim, inflated to the specified internal pressure, and in an unloaded state.
The index p is preferably in a range of 1.00<p≤7.00, and more preferably in a range of 2.00≤p≤6.00. The larger the index p, the smaller the amount of depression of the tread profile PL1 in a tread portion center region. The tire ground contact width is ensured, and the cornering force during cornering is ensured due to the lower limit described above. Particularly, the turning performance of the tire is increased effectively when the index p is in a range of 4.05≤p, and more preferably in a range of 5.01≤p. The ground contact pressure distribution in the tire ground contact region is made uniform, and the cornering force during cornering is ensured due to the upper limit described above.
A radius b in the tire radial direction preferably has a relationship of 0.10≤b/a≤1.20 with respect to the radius a in the tire width direction, and more preferably has a relationship of 0.56≤b/a≤1.10. The profile shape of the tread portion shoulder region is made appropriate due to the lower limit described above, and the ground contact pressure distribution is made appropriate and the cornering force increases due to the upper limit described above.
The radius b in the tire radial direction has a relationship of 1.00<b/q≤30.0 with respect to an index q. The ratio b/q preferably has a relationship of 2.00≤b/q≤28.0, and more preferably has a relationship of 6.00≤b/q≤26.0. The amount of shoulder drop in the tread shoulder region is made appropriate due to the lower limit described above, and the ground contact area during traveling straight and the ground contact area during cornering are achieved in a compatible manner due to the upper limit described above.
The index q is preferably in a range of 1.00≤q≤8.00, and more preferably is in a range of 4.05≤q≤7.50. The larger the index q, the smaller the amount of depression of the tread profile PL1 in the tread portion shoulder region. The tire ground contact width is ensured due to the lower limit described above, and the ground contact pressure distribution is made uniform due to the upper limit described above. Particularly, the ground contact pressure distribution is made further uniform and the cornering force increases when the index q is in a range of 4.05≤q (more preferably 4.20≤q).
In
An imaginary profile PL2 is formed from an elliptic function and matches the tread profile PL1 at the point P1 on the tire equatorial plane CL and the point P4 on the tire ground contact edge T, and the indices p and q are set to p=2.00 and q=2.00.
An imaginary profile PL3 is formed from an involute curve and matches the tread profile PL1 at the point P1 on the tire equatorial plane CL and the point P4 on the tire ground contact edge T, and the mathematical formula is set to (X−105.27){circumflex over ( )}2/(105.27){circumflex over ( )}2+Y{circumflex over ( )}2/(19.15){circumflex over ( )}2.
As illustrated in
As illustrated in
In
As illustrated in
In the configuration described above, the tread profile PL1 formed from a super-elliptic function has a smooth shape in a region of 60% to 70% of the distance from the tire equatorial plane CL to the tire ground contact edge T as compared to the imaginary profile PL4 formed from a two-stage radius. Due to this, the amount of change in the ground contact length in a boundary portion between the tread portion center region and the shoulder region is decreased, and uneven wear of the tire is suppressed.
Note that the configuration is not limited thereto, and the tread profile PL1 may be configured by approximating the super-elliptic function by using four or more connected arcs (not illustrated). Such a configuration can also solve the problem of the imaginary profile PL4 formed from the two-stage radius described above. The manufacturing process of the tire mold can be simplified.
The center coordinate and the radius of curvature of the arc used in the approximation can be calculated using, for example, a mathematical calculation method or a geometric calculation method. The distance between the arc used for approximation and the portion of the reference contour line PL1 is preferably 0.2 mm or smaller, and more preferably 0.1 mm or smaller. As a result, the portion of the reference contour line PL1 is appropriately approximated.
In the configuration described above, the tread profile PL1 is preferably defined by the super-elliptic function in the entire region of the tire ground contact region at a camber angle of 0°. Due to this, the tread profile in the tire ground contact region is made appropriate.
The camber angle can be displayed, for example, in the form of marks or recesses and protrusions provided on the sidewall portion of the tire or a catalog attached to the tire as a tire mounting structure at the time of mounting on a vehicle.
The tread profile PL1 is preferably defined by the super-elliptic function in the ground contact region from the tire equatorial plane CL to the camber angle of 4°. Specifically, the tread profile PL1 formed from a super-elliptic function extends beyond the tire ground contact edge T to a predetermined position on the outer side in the tire width direction (specifically, the tire ground contact edge T′ at the camber angle of 4° in
In the configuration of
When viewed in a cross-sectional view in the tire meridian direction, the tread gauge is measured as the length of a perpendicular line drawn from a measurement point on the tread profile to a belt cord surface of a belt ply located on the outermost side in the tire radial direction of the belt layer. The belt cord surface is defined as a surface including the end portions on the outer side in the tire radial direction of the plurality of belt cords constituting the belt ply.
An average tread gauge Ga2_av in a region of 0% or greater and smaller than 50% of the distance from the tire equatorial plane CL to the tire ground contact edge T, an average tread gauge Ga2_av in a region of 50% or greater and smaller than 80% of the distance, and an average tread gauge Ga3_av in the region of 80% or greater and 100% or smaller preferably have a relationship of Ga3_av<Ga2_av≤Ga1_av, and more preferably have a relationship Ga3_av<Ga2_av<Ga1_ay.
As illustrated in
The maximum bulging amount Hp of the road contact surface is measured as the maximum distance from the reference contour line (PL1) to the road contact surface of the land portion.
The width Wb of the land portion is measured as the distance in the tire width direction of the measurement points having the groove width of the left and right circumferential main grooves defining the land portion when the tire is mounted on a specified rim, inflated to the specified internal pressure, and in an unloaded state.
Particularly, in a configuration in which the tire ground contact width is large and the land portion 32 (33) is a rib that is continuous in the tire circumferential direction, there is a problem that the ground contact pressure distribution within the land portion 32 (33) tends to be non-uniform. In this regard, when the land portion 32 (33) includes the bulging road contact surface, the ground contact pressure distribution within the land portion 32 (33) is made uniform.
As described above, the pneumatic tire 1 includes the carcass layer 13, the pair of cross belts disposed on the outer side in the radial direction of the carcass layer 13, and the tread rubber 15 disposed on the outer side in the radial direction of the cross belts 141 and 142 (see
In this configuration, the tire contact patch shape is flat, that is, the ground contact length of the ground contact region is made uniform, and the ground contact pressure distribution is made uniform. Due to this, there are advantages that cornering performance of a tire and uneven wear resistance performance of a tire are improved.
In the pneumatic tire 1, the radius a in the tire width direction preferably has a relationship of 0.30≤a/SW≤0.60 (see
In the pneumatic tire 1, the index p is in a range of 1.00<p≤7.00. An advantage that the tire ground contact width is ensured, and the cornering force during cornering is ensured due to the lower limit described above is provided. An advantage that the ground contact pressure distribution in the tire ground contact region is made uniform, and the cornering force during cornering is ensured due to the upper limit described above is provided.
In the pneumatic tire 1, the index p is in a range of 4.05≤p. In this configuration, an advantage that the index p is made appropriate and the cornering performance of the tire is effectively increased is provided.
In the pneumatic tire 1, the radius b in the tire radial direction has a relationship of 0.10≤b/a≤1.20 with respect to the radius a in the tire width direction. Advantages that the profile shape of the tread portion shoulder region is made appropriate due to the lower limit described above, and the ground contact pressure distribution is made appropriate and the cornering force increases due to the upper limit described above are provided.
In the pneumatic tire 1, the radius b in the tire radial direction has a relationship of 1.00<b/q≤30.0 with respect to the index q. Advantages that the amount of shoulder drop in the tread shoulder region is made appropriate due to the lower limit described above, and the ground contact area during traveling straight and the ground contact area during cornering are achieved in a compatible manner due to the upper limit described above are provided.
In the pneumatic tire 1, the index q is in a range of q≤1.95 or 4.05≤q. In this configuration, an advantage that particularly, since the index q is in the range of 4.05≤q, the ground contact pressure distribution is made uniform and the cornering force increases is provided.
In the pneumatic tire 1, the imaginary profile PL2 (see
In the pneumatic tire 1, the imaginary profile PL2 (see
In the pneumatic tire 1, the tread profile PL1 is preferably defined by the super-elliptic function in the entire region of the tire ground contact region at a camber angle of 0°. Due to this, an advantage that the tread profile of the tire ground contact region is made appropriate is provided.
In the pneumatic tire 1, the tread profile PL1 is defined by the super-elliptic function in a ground contact region from the tire equatorial plane CL to the camber angle of 4°. Due to this, there is an advantage that the tread profile is made appropriate, and the steering stability performance, the circuit running performance, and the wear resistance performance of the tire are improved.
In the pneumatic tire 1, the tread gauge Ga1 in the tire equatorial plane CL, the tread gauge Ga2 at the position of 60% of the distance from the tire equatorial plane CL to the tire ground contact edge T, and the tread gauge Ga3 at the tire ground contact edge T preferably have a relationship of Ga3<Ga2≤Ga1 (see
In the pneumatic tire 1, the tread profile PL1 is formed by approximating the super-elliptic function by using four or more connected arcs. Such a configuration also provides an advantage that the problem of the imaginary profile PL4 formed from the two-stage radius described above can be solved. Moreover, an advantage that the manufacturing process of the tire mold can be simplified is provided.
The pneumatic tire 1 includes a plurality of circumferential grooves 21 to 23 extending in the tire circumferential direction and the center land portion 33 and the second land portion 32 defined and formed by the circumferential main grooves 21 to 23 (see
In the performance tests, (1) cornering performance and (2) wear resistance performance were evaluated for a plurality of types of test tires. Test tires having a tire size of 245/40R18 97Y were assembled on a rim having a rim size of 18×81/2 J, and an internal pressure of 250 kPa and a load of 6 kN were applied to the test tires. The test tires were mounted on all wheels of a four-wheel-drive sedan with an engine displacement of 2000 cc that was a test vehicle.
(1) In the evaluation of cornering performance, the test vehicle travels on a predetermined test course, and the travel time is measured. The measurement results are expressed as index values and evaluated with the Conventional Example being assigned as the reference (100). In this evaluation, the larger the values, the faster and the more preferable the travel time.
(2) In the evaluation of wear resistance performance, the amount of wear of the land portion after traveling for 3 million km is measured in a benchtop test using an indoor wear tester. The measurement results are expressed as index values and evaluated with the Conventional Example being assigned as the reference (100). In this evaluation, the larger the values, the better and the more preferable the wear resistance performance.
The test tire of Example 1 has the configuration of
The test tires of Conventional Example have the configuration of Example 1 wherein the tread profile is an ellipse (p=q=0).
As can be seen from the test results, the cornering performance and the wear resistance performance of a tire are improved in the test tires of Examples 1 to 11.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2018-127072 | Jul 2018 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2019/017104 | 4/22/2019 | WO | 00 |
