Patent Application
20220016929
The present invention relates to a small-diameter pneumatic tire having improved load-carrying capacity.
Conventionally, a pneumatic tire with a reduced diameter while increasing the load-carrying capacity (maximum load capacity) is known (See Patent Literature 1.). According to the pneumatic tire, the space of a small vehicle can be saved, and a wide riding space can be secured.
[PTL 1] Japanese Unexamined Patent Application Publication No. 2018-138435
However, in the case of the pneumatic tire having a small diameter as described above, the ground contact length is short and the ground contact area is small whereas the load to be supported, so that there is a problem that the ground contact pressure tends to be uneven. Such non-uniformity of the grounding pressure can cause uneven wear.
In recent years, a new small shuttle bus has been proposed with an emphasis on transportation of people and goods within the city. Such a small shuttle bus has a total length of about 5 meters and a total width of about 2 meters, and the total vehicle weight is assumed to exceed 3 tons. Space saving is also required for the pneumatic tire mounted on such a small shuttle bus.
Accordingly, an object of the present invention is to provide a pneumatic tire that can effectively suppress uneven wear while attaining high load-carrying capacity and space saving.
One aspect of the present invention is a pneumatic tire (pneumatic tire 10) mounted on a vehicle (Vehicle 1) including a tread (tread 20) in contact with a road surface, and a belt layer (belt layer 50) provided inside the tire radial direction of the tread portion. The outer diameter of the pneumatic tire is 350 mm or more and 600 mm or less. As RW is defined by a rim width of a rim wheel (rim wheel 100) assembled to the pneumatic tire and SW is defined by a tire width of the pneumatic tire, the relation of 0.78≤RW/SW≤0.99 is satisfied. At least two circumferential main grooves (circumferential main grooves 21, 22) extending to a tire circumferential direction are formed on the tread portion, and the circumferential main groove is formed closer to a tire equatorial line (tire equatorial line CL) than an outer end in a tire width direction of the belt layer.
Embodiments will be described below with reference to the drawings. The same functions and configurations are denoted by the same or similar reference numerals, and description thereof will be omitted as appropriate.
A predetermined number of pneumatic tire 10 are mounted on a vehicle 1 according to a wheel configuration. Specifically, in the vehicle 1, the pneumatic tire 10 assembled to a rim wheel 100 is mounted in a predetermined position.
The vehicle 1 belongs to a new small shuttle bus with an emphasis on transportation of people and goods in the city. In this embodiment, the new small shuttle bus is assumed to be a vehicle having a total length of 4 meters to 7 meters, a total width of about 2 meters, and a total vehicle weight of about 3 tons. However, the size and the gross vehicle weight are not necessarily limited to the range, and may be slightly out of the range.
The small shuttle bus is not necessarily limited to transportation of people, but may be used for transportation of goods, a mobile store, a mobile office, etc.
In addition, small shuttle buses have a relatively low travel speed range (maximum speed: 70 km/h or less, average speed: about 50 km/h) because they are focused on transporting people and goods within the city. Therefore, hydroplaning countermeasures need not be emphasized.
In the present embodiment, it is assumed that the vehicle 1 is an electric vehicle having an automatic driving function (assume Level 4 or higher), but the automatic driving function is not essential and the vehicle 1 may not be an electric vehicle.
If the vehicle 1 is an electric vehicle, an in-wheel motor (unillustrated) is preferably used as a power unit. The in-wheel motor may be provided with the whole unit in the inner space of the rim wheel 100 or a part of the unit in the inner space of the rim wheel 100.
If an in-wheel motor is used, the vehicle 1 preferably has an independent steering function in which each wheel can steer independently. This makes it possible to turn and move in the lateral direction on the spot and eliminates the need for a power transmission mechanism, thereby improving the space efficiency of the vehicle 1.
Thus, in the vehicle 1, high space efficiency is required. For this reason, the pneumatic tire 10 preferably has a small diameter as small as possible.
On the other hand, a high load-carrying capacity (maximum load capacity) is required because it is mounted on the vehicle 1 having a gross vehicle weight corresponding to a vehicle size and an application.
In order to satisfy such requirements, the pneumatic tire 10 has a load-carrying capacity corresponding to the total vehicle weight of the vehicle 1 while reducing the tire outer diameter OD (not shown in
If the vehicle 1 has an in-wheel motor and an independent steering function, the pneumatic tire 10 is preferably low in aspect ratio from the viewpoint of improving responsiveness, and the rim diameter RD (not shown in
The pneumatic tire 10 has a relatively small diameter while being wide. Specifically, the rim diameter RD of the rim wheel 100 is preferably 12 inches or more and 17.5 inches or less. However, the rim diameter RD may be 10 inches or more and 22 inches or less if it satisfies another numerical range.
As shown in
The tire width SW of the pneumatic tire 10 is preferably 125 mm or more and 255 mm or less. As shown in
The aspect ratio of the pneumatic tire 10 is preferably 35% or more and 75% or less. The Aspect ratio is calculated using expression 1.
Aspect ratio (%)=tire section height H/tire width SW (section width)×100 (Expression 1)
The tire outer diameter OD of the pneumatic tire 10 is 350 mm or more and 600 mm or less. The tire outer diameter OD is preferably 500 mm or less.
When the tire outer diameter OD is such a size and the rim width RW is defined by the rim width of the rim wheel 100 assembled to the pneumatic tire 10 is, the pneumatic tire 10 satisfies the relationship of (Expression 2) and (Expression 3).
0.78≤RW/SW≤0.99 (Expression 2)
0.56≤RD/OD≤0.75 (Expression 3)
The pneumatic tire 10 preferably satisfies 0.78≤RW/SW≤0.98, and more preferably 0.78≤RW/SW≤0.95. The pneumatic tire 10 preferably satisfies 0.56≤RD/OD≤0.72, and more preferably 0.56≤RD/OD≤0.71.
The pneumatic tire 10 satisfying such a relationship can ensure an air volume necessary for supporting the gross vehicle weight of the vehicle 1 while having a small diameter. Specifically, an air volume of 20,000 cm3 or more is required in consideration of load bearing performance. In addition, in order to save space, it is required to be 80,000 cm3 or less.
If the above relationship is satisfied, the rim width RW is not particularly limited, but is preferably as wide as possible from the viewpoint of securing the air volume. For example, the rim width may be 3.8 to 7.8 J.
Also, from the viewpoint of securing the air volume, it is preferable that the ratio of the rim diameter RD to the tire outer diameter OD is small, that is, the aspect ratio is high. However, as described above, it is preferable that the aspect ratio is low from the viewpoint of responsiveness, and it is preferable that the rim diameter RD is large in consideration of the housing space such as the in-wheel motor, so that the aspect ratio and the rim diameter RD have a trade-off relationship between the air volume and the responsiveness as well as the housing space such as the in-wheel motor.
One example of a suitable size for the pneumatic tire 10 is 205/40 R 15. The suitable rim width is approximately 7.5 J. Other examples of suitable sizes include 215/45 R 12. In this case, the suitable rim width is approximately 7.0 J.
In addition, although not particularly limited, a set internal pressure (normal pressure) of the pneumatic tire 10 is assumed to be 400 to 1,100 kPa, more realistically 500˜900 kPa. The normal internal pressure is, for example, the air pressure corresponding to the maximum load capacity in the YearBook of JATMA (Japan Automobile Tire Manufacturers Association) in Japan, ETRTO in Europe, TRA in the United States, and other tire standards in each country.
In addition, the load to be borne by the pneumatic tire 10 is assumed to be 500 to 1,500 kgf, and practically, about 900 kgf.
As shown in
The tread 20 is a portion in contact with the road surface. On the tread 20, a pattern (See
In this embodiment, two circumferential main grooves extending to the tire circumferential direction are formed on the tread 20. The tread 20 may have more circumferential grooves or width direction grooves extending to the tire width direction. The circumferential direction groove and the width direction groove may form a block in contact with the road surface. The shape of the block in a tread surface view is not particularly limited.
Specifically, a circumferential main groove 21 and a circumferential main groove 22 are formed on the tread 20. The circumferential main groove 21 and the circumferential main groove 22 are formed closer to the tire equatorial line CL than an outer end 50e of the belt layer 50.
When W is defined by the distance between the inner end in the tire width direction of the circumferential main groove 21 and the outer end in the tire width direction of the circumferential main groove 22, and H is define by the thickness (rubber gauge) of the tread 20 at the position of the tire equatorial line CL, the relation of 1.5≤W/H≤6.0 is preferably satisfied, and more preferably 2.0≤W/H≤4.0 is satisfied.
The tire side portion 30 continues to the tread 20 and positioned inside in the tire radial direction of the tread 20. The tire side portion 30 is a region from the tire width direction outside end of the tread portion 20 to the upper end of the bead portion 60. The tire side portion 30 is sometimes referred to as a side wall or the like.
The carcass 40 forms the skeleton of the pneumatic tire 10. The carcass 40 has a radial structure in which a carcass cord (unillustrated) arranged radially along the tire radial direction is covered with a rubber material. However, it is not limited to a radial structure, and may be a bias structure in which a carcass cords are arranged so as to cross each other in the tire radial direction.
The belt layer 50 is provided inside the tire radial direction of the tread 20. In this embodiment, the belt layer 50 has a 3-belt configuration, but may have a 4-belt configuration. Specifically, the belt layer 50 includes a pair of crossing belts with crossing cords. The configuration of the belt layer 50 is generally similar to that of a typical tire belt layer for trucks and buses.
The bead portion 60 continues to tire side portion 30 and is positioned inside in tire radial direction of tire side portion 30. The bead portion 60 is an annular shape extending to the tire circumferential direction, and the carcass 40 is folded from the inside of the tire width direction to the outside of the tire width direction via the bead portion 60.
The bead portion 60 may be provided with a bead filler outside in the tire radial direction of a bead core, or may be provided with a chafer for preventing the carcass 40 or the like folded by the bead portion 60 from being rubbed and worn by the rim wheel 100.
Specifically, the tread 20 is formed with a center block 23, a shoulder block 24 and a shoulder block 25.
The center block 23 is formed in a region including the tire equatorial line CL. The circumferential main groove 21 and the circumferential main groove 22 are formed at an end portion in the tire width direction of the center block 23.
The shoulder block 24 is formed outside in the tire width direction of the circumferential main groove 21. The shoulder block 25 is formed outside in the tire width direction of the circumferential main groove 22.
In this embodiment, the circumferential main groove 21 and the circumferential main groove 22 are formed in a range of 25% or more and 95% or less, when the width from the tire equatorial line CL to the outer end 50e in tire width direction of the belt layer 50 is 100%. The circumferential main grooves 21 and 22 are preferably formed in a range of 35% to 85%, more preferably 40% to 70%.
The specific shape of the circumferential main groove 21 and the circumferential main groove 22 is not required as long as they extend to the tire circumferential direction, such as a straight groove, a zigzag groove or a curved groove.
Further, since the traveling speed range of the vehicle 1 is low, it is not necessary to increase the groove area as a countermeasure against hydroplaning, and since it is necessary to improve the wear performance, the negative ratio of the tread 20 is preferably 5% or more and 25% or less. The negative ratio of the tread 20 is more preferably 7% to 20%, more preferably 9% to 15%.
In order to achieve both braking performance and wear performance on a wet road, it is preferable to form a sipe in the center block 23 divided by the circumferential main groove 21 and the circumferential main groove 22. The distance between the sipes in the tire circumferential direction is preferably 1.5 to 5.0 times the sipe depth, more preferably 2.0 to 4.0 times the sipe depth.
Further, in order to achieve both braking performance and wear performance on the wet road, the number of circumferential main grooves is preferably two to four. The groove width of the circumferential main groove is preferably 2 mm to 20 mm, preferably 3 mm to 15 mm.
Next, the function and effects of the pneumatic tire 10 will be described.
Specifically, the horizontal axis of the graph shown in
As shown in
An example of a suitable size for the pneumatic tire 10 described above, 215/45 R 12, is included in area A1. As described above, the area A1 corresponds to 0.78≤RW/SW≤0.99, and 0.56≤RD/OD≤0.75. Such an area A1 is positioned as an area of the tire for the new small shuttle bus with an emphasis on transportation of people, goods and the like in the city, as in the aforementioned vehicle 1.
The RD/OD in the area of the tire for the new small shuttle bus is not significantly different from, and some overlap with, the RD/OD in the area of the tire for the passenger cars or light trucks. On the other hand, the RW/SW in the area of the tire for the new small shuttle bus is higher than the RW/SW in the area of the tire for passenger cars or light trucks.
As described above, the outer diameter OD of the pneumatic tire 10 is 350 mm or more and 600 mm or less. Therefore, the diameter is sufficiently small in comparison with the size of the vehicle 1, and can contribute to space saving of the vehicle 1.
Further, according to the pneumatic tire 10 having the size included in the area A1, since the relationship of 0.78≤RW/SW≤0.99 is satisfied, a wide rim width RW with respect to the tire width SW can be configured, that is, a wide tire can be configured, and it is easy to secure an air volume necessary for exhibiting high load capacity. If the rim width RW becomes too wide, the tire width SW also widens and space efficiency decreases, and the bead portion 60 tends to come off the rim wheel 100.
Further, according to the pneumatic tire 10 having the size included in the area A1, since the relationship of 0.56≤RD/OD≤0.75 is satisfied, the rim diameter RD with respect to the tire outer diameter OD is large, and it is easy to secure a housing space for an in-wheel motor or the like. When the rim diameter RD becomes too small, the diameter size of the disc brake or the drum brake becomes small. Therefore, the contact area of the effective brake becomes small, and it becomes difficult to secure the required braking performance.
That is, according to the pneumatic tire 10, when it is mounted on the new small shuttle bus or the like, it is possible to achieve a high space efficiency while having a higher load-carrying capacity.
The rim diameter RD of the pneumatic tire 10 is preferably 12 inches or more and 17.5 inches or less. Thus, a necessary and sufficient air volume and a housing space for an in-wheel motor can be secured while maintaining a small diameter. Also, braking performance and traction performance can be secured.
The tire width SW of the pneumatic tire 10 is preferably 125 mm or more and 255 mm or less. The aspect ratio of the pneumatic tire 10 is preferably 35% or more and 75% or less. Thus, a necessary and sufficient air volume and a housing space for an in-wheel motor can be secured.
Further, in this embodiment, as described above, the circumferential main groove 21 and the circumferential main groove 22 extending to the tire circumferential direction are formed, and the circumferential main groove 21 and the circumferential main groove 22 are formed closer to the tire equatorial line CL than the outer end 50e in tire width direction of the belt layer 50.
That is, the circumferential main groove 21 and the circumferential main groove 22 are formed in a region where the ground pressure becomes particularly high in the pneumatic tire 10 having a small diameter and a wide width. Thus, the “escape area” of the rubber forming the tread 20 can be secured in the region where the ground contact pressure becomes high. Thus, uneven wear in the region can be effectively suppressed.
That is, according to the pneumatic tire 10, uneven wear can be effectively suppressed while attaining high load-carrying capacity and space saving.
In this embodiment, the circumferential main groove 21 and the circumferential main groove 22 are formed in a range of 25% or more and 95% or less, when the width from the tire equatorial line CL to the outer end 50e in tire width direction of the belt layer 50 is 100%. Therefore, the circumferential main groove 21 and the circumferential main groove 22 are formed especially in the region where the ground pressure becomes high. Thus, uneven wear in the region can be more effectively suppressed.
Although the contents of the present invention have been described above with reference to the examples, it will be obvious to those skilled in the art that the present invention is not limited to these descriptions and that various modifications and improvements are possible.
For example, the configuration of the pneumatic tire 10 may be changed as follows.
As shown in
The core belt 51 is a belt in which cords (unillustrated) inclined at a low angle to the tire width direction is rubber-coated. The sheath belt 52 is a tape-shaped belt including cords and is wound over the entire circumference of the core belt 51. The belt layer 50 A offers the same functionality as the crossing belt layer.
A specific configuration of the sheath belt 52 is described, for example, in Japanese Unexamined Patent Application Publication No. 2016-215943.
The pneumatic tire 10 A is provided so that the folded end portion 41 of the carcass 40 folded at the bead portion 60 is wound along the bead core 61. The folded end portion 41 is in contact with outer end in the tire radial direction of the bead core 61. Although not shown in
In the pneumatic tire 10 A and the pneumatic tire 10 B, a circumferential main groove 21 and a circumferential main groove 22 similar to the pneumatic tire 10 are formed.
Like the pneumatic tire 10 A and the pneumatic tire 10 B, the configuration of the belt layer and the shape of the folded end portion 41 of the carcass 40 may be appropriately changed in accordance with the characteristics of the vehicle 1.
In the above-described embodiment, the pneumatic tire 10 satisfies the relationship 0.56≤RD/OD≤0.75, but the relationship may not always be satisfied.
While embodiments of the invention have been described as above, it should not be understood that the statements and drawings which form part of this disclosure are intended to limit the invention. Various alternative embodiments, examples and operating techniques will become apparent to those skilled in the art from this disclosure.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2018-233637 | Dec 2018 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2019/049003 | 12/13/2019 | WO | 00 |
