Patent Application
20120160389
Priority is claimed to Japan Patent Application Serial No. 2010-294206 filed on Dec. 28, 2010, and Japan Patent Application Serial No. 2011-254254 filed on Nov. 21, 2011.
1. Technical Field
The present technology relates to a pneumatic tire.
2. Related Art
Reducing the rolling resistance of a pneumatic tire is useful for improving the fuel consumption of a vehicle. Techniques exist for reducing the rolling resistance of a tire such as, for example, using a silica-compounded rubber for the tread.
While the technique for reducing the rolling resistance of pneumatic tires described in Recent Technical Trends in Tires, Akimasa DOI, Journal of the Society of Rubber Industry, September 1998, Vol. 71, p. 588-594 provides an improvement to the material, it is also possible to reduce the rolling resistance by modifying the structure of the pneumatic tire.
The present technology provides a structure whereby the rolling resistance of a pneumatic tire is reduced. A pneumatic tire includes an annular structure that is a cylindrical and metal structure, having a tensile strength of not less than 450 N/m2 and not more than 2,500 N/m2; a rubber layer, which will become a tread portion, provided along a circumferential direction of the annular structure on an outer side of the annular structure; and a carcass portion including fibers covered with rubber, provided on at least both sides in a direction parallel to a center axis of the cylindrical structure including the annular structure and the rubber layer.
In a meridian cross-section of the structure, an outer side of the rubber layer and the outer side of the annular structure preferably have the same form.
The annular structure is preferably formed by abutting edges of band-like steel plates and welding.
A thickness at a region of the annular structure, except at a welded portion, is preferably not less than 0.1 mm and not more than 0.8 mm; and a thickness of a portion of the welded portion that is greater than the thickness of surroundings of the welded portion is preferably not more than 1.3 times the thickness of the surroundings.
The annular structure is preferably obtained by joining edges of both sides in a longitudinal direction of a plate material by welding, the plate material having a substantially rectangular form when viewed planarly, and having protrusions that protrude outward in a direction parallel to a lateral direction on the sides of both edges in the longitudinal direction on both edges in the lateral direction; and, thereafter, removing the protrusions.
The annular structure is preferably a metal.
The annular structure is preferably stainless steel.
The outer side of the rubber layer and the outer side of the annular structure, except a groove portion of the rubber layer, are preferably parallel to the center axis.
The annular structure is preferably disposed farther outward in a radial direction of the structure than the carcass portion.
A dimension in the direction parallel to the center axis of the annular structure is preferably not less than 50% and not more than 95% of a total width in the direction parallel to the center axis of the pneumatic tire.
A distance between the outer side of the annular structure and the outer side of the rubber layer is preferably not less than 3 mm and not more than 20 mm.
A method of manufacturing a pneumatic tire is provided, wherein the pneumatic tire includes a rubber layer that will become a tread portion, provided on an outer side of a cylindrical and metal annular structure. The method includes the steps of obtaining a plate material having a rectangular form when viewed planarly, and having protrusions that protrude outward in a direction parallel to a lateral direction on sides of both edges of a metal plate in a longitudinal direction on both edges in the lateral direction; joining both edges in the longitudinal direction of the plate material by welding; and removing the protrusions, thereby obtaining the annular structure.
After joining the plate material by welding, preferably the joined cylindrical plate material is subjected to heat-treating and/or the joined cylindrical plate material is subjected to drawing in an axial direction.
The present technology can provide a structure whereby the rolling resistance of a pneumatic tire is reduced.
A form of the present technology (embodiment) is described below in detail while referring to the drawings. However, the present technology is not limited to the description given in the embodiment. Additionally, the constituents described below include those constituents that could be easily conceived by a person skilled in the art, and constituents that are essentially identical to those described herein. Furthermore, it is possible to combine the constituents described below as desired.
When eccentric deformation is increased to a limit thereof in order to reduce the rolling resistance of a pneumatic tire (hereinafter referred to as “tire” as necessary), ground contact area between the tire and a road surface decreases and ground contact pressure increases. As a result, viscoelastic energy loss, caused by deformations of a tread portion, increases, leading to an increase in rolling resistance. The present inventors focused on this point and attempted to reduce rolling resistance and enhance steering stability by ensuring the ground contact area between the tire and the road surface and maintaining eccentric deformation. Eccentric deformation is a single-dimensional mode of deformation in which a tread ring (crown region) of the tire shifts vertically while the round form of the tire is maintained. In order to ensure ground contact area between the tire and the road surface and maintain eccentric deformation, the tire according to this embodiment uses, for example, a structure including a cylindrical annular structure that is manufactured from a thin plate of a metal. A rubber layer is provided along a circumferential direction on an outer side of the annular structure. This rubber layer constitutes the tread portion of the tire.
The tire 1 rotates having the center axis (Y-axis) as a rotational axis. The Y-axis is the center axis and the rotational axis of the tire 1. An X-axis is an axis that is orthogonal to the Y-axis (the center axis (rotational axis) of the tire 1), and is parallel to a road surface that the tire 1 makes ground contact with. A Z-axis is an axis that is orthogonal to the Y-axis and the X-axis. A direction that is parallel to the Y-axis is a width direction of the tire 1. A direction that passes through the Y-axis and is orthogonal to the Y-axis is a radial direction of the tire 1. Additionally, a circumferential direction centered on the Y-axis is a circumferential direction of the pneumatic tire 1.
As illustrated in
In the tire 1, in a meridian cross-section of the structure 2, an outer side 11so (tread surface of the tire 1) of the rubber layer 11 and the outer side 10so of the annular structure 10, except portions where a groove S is formed in the tread surface, preferably have the same form, and are parallel (including allowance and tolerance).
The annular structure 10 illustrated in
A pressure resistance parameter is defined as a product of the tensile strength (MPa) and the thickness (mm) of the annular structure 10. The pressure resistance parameter is a parameter by which resistance against internal pressure of the gas that the tire 1 is filled with is measured. The pressure resistance parameter is set to be not less than 200 and not more than 1,700 and preferably not less than 250 and not more than 1,600. When within this range, a maximum usage pressure of the tire 1 can be ensured, and safety can be sufficiently ensured. Additionally, when within the range described above, it is not necessary to increase the thickness of the annular structure 10, and it is also not necessary to use a material with a high breaking strength, which is preferable for mass production. Durability against repeated bending can be ensured for the annular structure 10 because it is not necessary to increase the thickness of the annular structure 10. Additionally, the annular structure 10 and the tire 1 can be manufactured at a low cost because it is not necessary to use a material with a high breaking strength. When used for a passenger car, the pressure resistance parameter is preferably not less than 200 and not more than 1,000, and more preferably not less than 250 and not more than 950. When used as a truck/bus tire (TB tire), the pressure resistance parameter is preferably not less than 500 and not more than 1,700, and more preferably not less than 600 and not more than 1,600.
It is sufficient that the tensile strength of the metal material that can be used for the annular structure 10 be within the range described above, but preferably spring steel, high tensile steel, stainless steel, or titanium (including titanium alloy) is used. Of these, stainless steel has high corrosion resistance and is not prone to oxidation degradation. Additionally, stainless steel is preferable because stainless steel with a tensile strength that is within the range described above is easily obtainable. It is possible to achieve both pressure resistance strength and durability against repeated bending by using stainless steel.
When manufacturing the annular structure 10 from stainless steel, it is preferable to use a JIS (Japanese Industrial Standard) G4303-classified martensitic stainless steel, ferritic stainless steel, austenitic stainless steel, austenitic-ferritic two-phase stainless steel, or precipitation hardening stainless steel. By using such a stainless steel, an annular structure 10 having superior tensile strength and toughness can be obtained. Additionally, of the stainless steels described above, precipitation hardening stainless steel (SUS631 or SUS632J1) is more preferable.
As with an annular structure 10a illustrated in
The outer side 10so of the annular structure 10 and an inner side 11si of the rubber layer 11 are in contact with each other. In this embodiment, the annular structure 10 and the rubber layer 11 are affixed using, for example, an adhesive. As a result of such a structure, force can be transferred mutually between the annular structure 10 and the rubber layer 11. Methods for affixing the annular structure 10 and the rubber layer 11 are not limited to adhesives. Additionally, the annular structure 10 preferably is not exposed to the outer side in the radial direction of the rubber layer. Such a configuration will lead to the annular structure 10 and the rubber layer 11 being more reliably affixed. Furthermore, the annular structure 10 may be embedded in the rubber layer 11. In such a case as well, the annular structure 10 and the rubber layer 11 can be more reliably bonded.
The rubber layer 11 includes a rubber material including a synthetic rubber, a natural rubber, or a mixture thereof; and carbon, SiO2 or the like, which is added to the rubber material as a reinforcing material. The rubber layer 11 is an endless belt-like structure. The rubber layer 11 may also have a tread pattern formed from a plurality of grooves on the outer side 11so.
The carcass portion 12 is a strengthening member that, together with the annular structure 10, fulfills a role as a pressure vessel when the tire 1 is filled with air. The carcass portion 12 and the annular structure 10 support the load that acts on the tire 1 due to the internal pressure of the air that fills the interior of the tire 1, and withstand dynamic forces received by the tire 1 during traveling. In this embodiment, an inner liner 14 is provided on an inner side of the carcass portion 12 of the tire 1. The inner liner 14 suppresses the air filling the interior of the tire 1 from leaking. Each end of the carcass portion 12 has a bead portion 13 on the inner side thereof in the radial direction. The bead portions 13 mate with a rim of a wheel on which the tire 1 is attached.
By configuring the rigidity parameter to be within the range described above, rigidity of the annular structure 10 in the meridian cross-section increases. As a result, when the tire 1 is filled with air and when the tire 1 makes ground contact with a road surface, deformations caused by the annular structure 10 in the meridian cross-section of the rubber layer 11 (tread portion) are suppressed. Therefore, viscoelastic energy loss of the tire 1 caused by the deformations is suppressed. Additionally, by configuring the rigidity parameter to be within the range described above, rigidity of the annular structure 10 in the radial direction decreases. As a result, the tread portion of the tire 1 pliably deforms at a ground contact portion between the tire 1 and the road surface, just as with conventional pneumatic tires. Due to such a function, the tire 1 eccentrically deforms while localized concentrations of strain and stress in the ground contact portion are avoided and, therefore, strain in the ground contact portion can be dispersed. Therefore, localized deformation of the rubber layer 11 in the ground contact portion is suppressed, resulting in ground contact area of the tire 1 being ensured and rolling resistance being reduced.
Furthermore, with the tire 1, because the in-plane rigidity of the annular structure 10 is great and the ground contact area of the rubber layer 11 is ensured, ground contact length in the circumferential direction can be ensured. Therefore, lateral forces, generated when a rudder angle is input, increase. As a result, the tire 1 can obtain high cornering power. Additionally, when the annular structure 10 is manufactured from a metal, most of the air that the interior of the tire 1 is filled with will not pass through the annular structure 10. This is beneficial as it simplifies managing the air pressure of the tire 1. Therefore, declines in the air pressure of the tire 1 can be suppressed even when usage of the tire 1 is such that the tire 1 is not filled with air for an extended period of time.
A distance tr (thickness of the rubber layer 11) between the outer side 10so of the annular structure 10 and the outer side 11so of the rubber layer 11 is preferably not less than 3 mm and not more than 20 mm. By configuring the distance tr to be within such a range, excessive deformation of the rubber layer 11 when cornering can be suppressed while ensuring riding comfort. The direction parallel to the center axis (Y-axis) of the annular structure 10 or, in other words, a dimension Wm (annular structure width) in the width direction of the annular structure 10 is preferably not less than 50% (W×0.5) and not more than 95% (W×0.95) of the total width (in a state where the tire 1 is assembled on a wheel having a JATMA stipulated rim width and inflated with air to 300 kPa) in the direction parallel to the center axis (Y-axis) of the tire 1 illustrated in
With the tire 1, in the meridian cross-section illustrated in
If the outer side 11so of the rubber layer 11 and the outer side 10so of the annular structure 10 protrude facing outward in the radial direction of the tire 1 or, alternately protrude facing inward in the radial direction of the tire 1, pressure distribution in the ground contact portion of the tire 1 will become uneven. As a result, localized concentrations of strain and stress may be generated in the ground contact portion, and localized deformation of the rubber layer 11 may occur in the ground contact portion. In this embodiment, in tire 1, as illustrated in
In this embodiment, the form of the rubber layer 11 in the meridian cross-section is not particularly limited provided that the outer side 11so of the rubber layer 11 and the outer side 10so of the annular structure 10 are parallel to the center axis (Y-axis). For example, the form of the rubber layer 11 in a meridian cross-section may be a trapezoidal shape or a parallelogram shape. When the form of the rubber layer 11 in the meridian cross-section is trapezoidal, an upper bottom or a lower bottom of the trapezoid may be the outer side 11so of the rubber layer 11. In either case, it is sufficient that only the portion of the annular structure 10 be parallel to the profile (except the portions where the groove is formed) of the tread surface of the tire 1. Next, a method for manufacturing the annular structure will be described.
Next, both edges 20TL and 20TL of the plate material 20 in the longitudinal direction are abutted and joined by welding (step S102,
Types of welding that can be used include gas welding (oxyacetylene welding), arc welding, TIG (Tungsten Inert Gas) welding, plasma welding, MIG (Metal Inert Gas) welding, electroslag welding, electron beam welding, laser beam welding, ultrasonic welding, and the like. Thus, the annular structure 10 can be easily manufactured by welding both edges of the plate material. Note that following welding, the plate material 20 may be subjected to heat-treating and/or drawing. As a result, the strength of the manufactured annular structure 10 can be increased. For example, when using precipitation hardening stainless steel, an example of the heat-treating is one in which the plate material 20 is heated at 500° C. for 60 minutes. The conditions of the heat-treating are not limited to this though, and can be modified as necessary based on the characteristics sought.
Next, after welding, the protrusions 22 are removed and the annular structure 10 illustrated in
The annular structure 10 has a welded portion 10W as illustrated in
In this embodiment, after joining the plate material by welding, preferably the welded cylindrical plate material 20 is subjected to heat-treating and/or the welded cylindrical plate material 20 is subjected to drawing in an axial direction of the cylinder. As a result of such treatment, the material characteristics of the welded portion (metallographic structure) that has been altered by the welding can be adjusted to be similar to those of the non-welded portion and, therefore, breaking strength at the welded portion is increased. Note that, when performing the treatments described above, a plurality of the annular structure 10 can be simultaneously manufactured by: fabricating a long, cylindrical material by welding a plate material having a large width direction dimension; subjecting the obtained cylinder to the treatments described above; and, thereafter, cutting the cylinder perpendicular to an axis thereof at the annular structure width Wm (belt width).
As described above, the pneumatic tire according to this embodiment has an annular structure with a rigidity parameter (defined as the product of the elastic modulus and the thickness) that is not less than 10 and not more than 500, and a rubber layer disposed on the outer side of the annular structure. Due to such a structure, the tire of this embodiment eccentrically deforms while localized concentrations of strain and stress of the rubber layer in the ground contact portion are avoided and, therefore, strain in the ground contact portion can be dispersed. As a result, with the tire of this embodiment, localized deformation of the rubber layer in the ground contact portion is suppressed and, therefore, concentrations of strain and stress in the ground contact portion are dispersed and rolling resistance is reduced. Thus, with this embodiment, a structure whereby the rolling resistance of a pneumatic tire is reduced can be provided. Moreover, by using an annular structure having a tensile strength of not less than 450 N/m2 and not more than 2,500 N/m2, sufficient strength and rigidity of the annular structure can be ensured, and necessary toughness can be ensured. As a result, sufficient pressure resistance performance of the annular structure can be ensured.
Additionally, as a result of the structure described above, with the pneumatic tire according to this embodiment, when the rubber layer becomes worn, the rubber layer can be removed from the annular structure and a new rubber layer can be attached to the annular structure. Thus, retreading is facilitated. With the pneumatic tire according to this embodiment, provided that defects are not produced, the carcass and the annular structure can be used multiple times. As a result, waste components are reduced and environmental impact is lightened. Furthermore, with the pneumatic tire according to this embodiment, the annular structure is formed by forming a plate-like member into a cylindrical form, and the annular structure is disposed so as to surround the space filled with air. As a result, with the pneumatic tire according to this embodiment, the annular structure prevents the intrusion of foreign objects from the road contact surface (outer side of the rubber layer) into the space filled with air. Therefore, the pneumatic tire according to this embodiment has a benefit of not being prone to punctures.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2010-294206 | Dec 2010 | JP | national |
| 2011-254254 | Nov 2011 | JP | national |
