Patent Application
20220388340
The present technology relates to a pneumatic tire including a carcass layer including organic fiber cords.
Some pneumatic tires include carcass plies spanning between a pair of bead portions (see Japan Unexamined Patent Publication Nos. 2015-231772 and 2015-231773). One cause of failure of a pneumatic tire including carcass plies is damage (shock burst) inflicted on the tire due to a large shock to the tire during travel, leading to breakage of the carcass plies inside the tire.
For example, durability against such damage (shock burst resistance) may be determined by, for example, a plunger test. The plunger test is a test for measuring breaking energy generated when a tire is broken by pressing of a plunger of a predetermined size against a central portion of the tread on a tire surface. Thus, the plunger test can be used as an indicator of the breaking energy (breaking durability against projection input to the tread portion) when the tire climbs over projections on an uneven road surface.
Rayon fiber cords formed from rayon materials having high rigidity have often been used as carcass cords constituting carcass plies for high-performance vehicle tires. However, in recent years, due to an increased maximum speed of the vehicle, a demanded weight reduction, and a demanded high grip, the gauge, altitude, and modulus of the rubber (cap tread rubber) of the ground contact portion of the tire have tended to decrease. This may lead to insufficient elongation at break of the carcass plies and reduced shock burst resistance.
Furthermore, for such a pneumatic tire, a method is known in which a sound absorptive member such as a sponge is bonded to a tire inner surface to reduce cavernous resonance in the tire. However, in a case that the method is implemented on a tire for a high-performance vehicle with a high maximum speed, the sound absorptive member increases heat buildup in a tread portion at high speeds, leading to degraded high-speed durability. As a solution to the problem described above, a method of reducing the cap tread rubber gauge of the tread portion has been studied. However, the method degrades shock burst resistance.
The present technology provides a pneumatic tire that provides both high-speed durability and shock burst resistance in a compatible manner and further has low noise performance by properly using organic fiber cords formed from organic fibers having rigidity comparable to that of rayon materials and having large elongation at break.
An embodiment of the present technology provides a pneumatic tire including a tread portion extending in a tire circumferential direction and having an annular shape, a pair of sidewall portions respectively disposed on both sides of the tread portion, a pair of bead portions each disposed on an inner side of the sidewall portion in a tire radial direction, at least one carcass layer spanning between the pair of bead portions, and a plurality of belt layers disposed on an outer side of the carcass layer in the tire radial direction, the carcass layer including carcass cords formed of organic fiber cords obtained by intertwining a filament bundle of organic fibers, and including turn-up portions respectively formed by turning back end portions of the carcass layer at the pair of bead portions toward an outer side in a tire width direction, the carcass cords having an elongation at break EB satisfying EB 2 15%, the tread portion including a pair of center main grooves extending across a tire equator line in the tire circumferential direction, and including a center land portion defined by the pair of center main grooves, and an average total gauge GC of the center land portion located within a range of a width of 10% of a width of a second widest belt in the belt layer on each of a right side and a left side of the tire equator line in the tire width direction, an average thickness SG of a sound absorptive member disposed inside the pneumatic tire and located within a range identical to the range of the center land portion in the tire width direction, and the elongation at break EB of the carcass cords satisfying 15≤GC/(GC+SG/10)×EB (%)≤25.
Additionally, in the pneumatic tire described above, preferably, the average total gauge GC and the average thickness SG of the sound absorptive member satisfy 5≤GC+SG/10≤11.
Additionally, in the pneumatic tire described above, preferably the carcass cords have, under a load of 1.0 cN/dtex, an intermediate elongation EM satisfying EM≤5.0%.
Additionally, in the pneumatic tire described above, preferably, the carcass cords have a standard amount fineness CF satisfying 4000 dtex≤CF≤8000 dtex.
Additionally, preferably, the carcass cords have, after dip treatment, a twist coefficient CT satisfying CT≥2000 (T/dm)×dtex0.5.
The pneumatic tire according to an embodiment of the present technology achieves the effect of providing both high-speed durability and shock burst resistance in a compatible manner and allowing low noise performance to be acquired.
Pneumatic tires according to embodiments of the present technology are described in detail below with reference to the drawings. However, the present technology is not limited by the embodiments. Constituents of the following embodiments include elements that are essentially identical or that can be substituted or easily conceived of by a person skilled in the art.
Hereinafter, “tire radial direction” refers to the direction orthogonal to a tire rotation axis RX corresponding to the rotation axis of a pneumatic tire 1. “Inner side in the tire radial direction” refers to the side toward the tire rotation axis RX in the tire radial direction. “Outer side in the tire radial direction” refers to the side away from the tire rotation axis RX in the tire radial direction. The term “tire circumferential direction” refers to a circumferential direction with the tire rotation axis RX as a center axis. Additionally, a tire equatorial plane CL is a plane that is orthogonal to the tire rotation axis RX and that passes through the center of the tire width of the pneumatic tire 1. The position of the tire equatorial plane CL in the tire width direction aligns with the center line in the tire width direction corresponding to the center position of the pneumatic tire 1 in the tire width direction. “Tire equator line” refers to a line in the tire circumferential direction of the pneumatic tire 1 that lies on the tire equatorial plane CL. Additionally, “tire width direction” refers to the direction parallel with the tire rotation axis RX. The term “inner side in the tire width direction” refers to the side toward the tire equatorial plane (tire equator line) CL in the tire width direction. The term “outer side in the tire width direction” refers to the side away from the tire equatorial plane CL in the tire width direction. The tire width is the width in the tire width direction between portions located on the outermost sides in the tire width direction. In other words, the tire width is the distance between portions that are the most distant from the tire equatorial plane CL in the tire width direction.
In the present embodiment, the pneumatic tire 1 is a tire for a passenger vehicle. The term “tire for a passenger vehicle” refers to a pneumatic tire specified in Chapter A of the JATMA YEAR BOOK (standards of The Japan Automobile Tyre Manufacturers Association, Inc.). In the present embodiment, a tire for a passenger vehicle will be described, but the pneumatic tire 1 may be a tire for a small truck defined in Chapter B, or may be a tire for a truck and a bus defined in Chapter C. Additionally, the pneumatic tire 1 may be a normal tire (summer tire) or a studless tire (winter tire).
In the pneumatic tire 1 according to the present embodiment, as viewed in a tire meridian cross-section, a tread portion 2 extending in the tire circumferential direction and having an annular shape is disposed at the outermost portion in the tire radial direction. The tread portion 2 includes a tread rubber layer 4 formed of a rubber composition. Additionally, a surface of the tread portion 2, that is, a portion that comes into contact with road surfaces during traveling of the vehicle 500 on which the pneumatic tires 1 are mounted is formed as a tread contact surface 3, and the tread contact surface 3 forms a portion of a contour of the pneumatic tire 1. Specifically, cap tread rubber corresponds to the tread rubber layer 4 on the inner side of the tread contact surface 3 in the tire radial direction.
The tread contact surface 3 of the tread portion 2 is provided with a plurality of circumferential main grooves 30 extending in the tire circumferential direction and a plurality of lug grooves (not illustrated) extending in the tire width direction. The term “circumferential main groove 30” refers to a groove extending in the tire circumferential direction and including a tread wear indicator (slip sign) inside. The tread wear indicator indicates the terminal stage of wear of the tread portion 2. The circumferential main groove 30 has a width of 4.0 mm or more and a depth of 5.0 mm or more. Note that “lug groove” refers to a groove at least partially extending in the tire width direction. The lug groove has a width of 1.5 mm or more and a depth of 4.0 mm or more. Note that the lug grooves may partly have a depth of less than 4.0 mm.
The circumferential main groove 30 may linearly extend in the tire circumferential direction, or may form a wave shape or a zigzag shape in the tire width direction while extending in the tire circumferential direction. Additionally, the lug grooves may also extend linearly in the tire width direction, may be inclined in the tire circumferential direction while extending in the tire width direction, or may be bent or curved in the tire circumferential direction while extending in the tire width direction.
Additionally, the tread contact surface 3 of the tread portion 2 includes a plurality of land portions 20 by the circumferential main grooves 30 and lug grooves. In the present embodiment, four of the circumferential main grooves 30 are formed parallel in the tire width direction. Additionally, of two of the circumferential main grooves 30 disposed in one of a left region and a right region demarcated by the tire equatorial plane CL, the circumferential main groove 30 located on the outermost side in the tire width direction (outermost circumferential main groove) is defined as a shoulder main groove 30S, and the circumferential main groove 30 located on the innermost side in the tire width direction (innermost circumferential main groove) is defined as a center main groove 30C. The shoulder main groove 30S and the center main groove 30C are defined in each of the left and right regions demarcated by the tire equatorial plane CL.
Note that, although not illustrated, one of the two shoulder main grooves 30S may be a circumferential narrow groove. The circumferential narrow groove is a narrow groove extending continuously in the tire circumferential direction, and extends parallel to the tire circumferential direction. The circumferential narrow groove formed as described above has a groove width of 3.0 mm or more and 7.0 mm or less. In addition, the circumferential narrow groove has a groove depth of 3.0 mm or more and 7.0 mm or less. However, the circumferential narrow groove has a sufficiently small groove width and a sufficiently small groove depth with respect to the circumferential main groove 30. In other words, the groove width and groove depth of the circumferential narrow groove are smaller than the groove width and groove depth of the circumferential main groove 30.
Of the plurality of land portions 20 defined by the circumferential main grooves 30, the land portion 20 located further on the outer side than the shoulder main groove 30S in the tire width direction is defined as a shoulder land portion 20S, the land portion 20 between the shoulder main groove 30S and the center main groove 30C is defined as a middle land portion 20M, and the land portion 20 located further on the inner side of the center main groove 30C in the tire width direction is defined as a center land portion 20C. Specifically, of the plurality of land portions 20 on the surface of the tread portion 2, the land portion 20 on the outermost side in the tire width direction is defined as the shoulder land portion 20S, and the land portion 20 on the innermost side in the tire width direction is defined as the center land portion 20C. The center land portion 20C includes a tire equatorial plane (tire equator line) CL in the tire width direction.
Shoulder portions 5 are respectively positioned at both ends on outer sides of the tread portion 2 in the tire width direction (positioned further on the outer side than the shoulder land portion 20S), a pair of sidewall portions 8 are disposed on the inner side of the respective shoulder portion 5 in the tire radial direction. In other words, the pair of sidewall portions 8 are respectively disposed on both sides in the tire width direction of the tread portion 2. The sidewall portions 8 are thus formed form outermost exposed portions of the pneumatic tire 1 in the tire width direction.
Bead portions 10 are respectively disposed on the inner side of the pair of sidewall portion 8 in the tire radial direction. The bead portions 10 are respectively arranged at two locations on both sides of the tire equatorial plane CL. In other words, a pair of the bead portions 10 are respectively disposed on both sides of the tire equatorial plane CL in the tire width direction. The pair of bead portions 10 are each provided with a bead core 11, and a bead filler 12 is provided on the outer side of the bead core 11 in the tire radial direction. The bead core 11 is an annular member formed in an annular shape by bundling bead wires which are steel wires. The bead filler 12 is a rubber member disposed on the outer side of the bead core 11 in the tire radial direction.
Additionally, a belt layer 14 is disposed in the tread portion 2. The belt layer 14 has a multilayer structure in which a plurality of belts 141 and 142 are stacked. The belts 141, 142 constituting the belt layer 14 are formed by covering, with coating rubber, a plurality of belt cords made of steel or an organic fiber material, such as polyester, rayon, or nylon, and performing a rolling process thereon, and a belt angle defined as an inclination angle of the belt cords with respect to the tire circumferential direction is within a predetermined range (for example, of 20° or more and 55° or less).
Furthermore, the belt angles of the two layers of the belts 141, 142 differ from each other. Accordingly, the belt layer 14 is configured as a so-called crossply structure in which the two layers of the belts 141, 142 are layered with the inclination directions of the belt cords intersecting with each other. In other words, the two belts 141, 142 are provided as so-called a pair of cross belts in which the belt cords of the respective belts 141, 142 are disposed in mutually intersecting orientations.
A belt cover 40 is disposed on the outer side of the belt layer 14 in the tire radial direction. The belt cover 40 is disposed on the outer side of the belt layer 14 in the tire radial direction, covers the belt layer 14 in the tire circumferential direction, and is provided as a reinforcing layer that reinforces the belt layer 14. The belt cover 40 has a width in the tire width direction that is greater than the width of the belt layer 14 in the tire width direction, and covers the belt layer 14 from the outer side in the tire radial direction. The belt cover 40 is disposed across the entire range in the tire width direction in which the belt layer 14 is disposed and covers end portions of the belt layer 14 in the tire width direction. The tread rubber layer 4 of the tread portion 2 is disposed on the outer side of the belt cover 40 in the tread portion 2 in the tire radial direction.
Additionally, the belt cover 40 includes: a full cover portion 41 that is identical to the belt cover 40 in the width in the tire width direction and edge cover portions 45 stacked on the full cover portion 41 at two respective locations on both sides of the full cover portion 41 in the tire width direction. Of the two edge cover portions 45, one edge cover portion 45 is located on the inner side of the full cover portion 41 in the tire radial direction, and the other edge cover portion 45 is located on the outer side of the full cover portion 41 in the tire radial direction.
A carcass layer 13 is continuously provided on the inner side of the belt layer 14 in the tire radial direction and on the tire equatorial plane CL side of the sidewall portion 8. In the present embodiment, the carcass layer 13 has a single layer structure made of one carcass ply or a multilayer structure made of a plurality of carcass plies being layered, and spans in a toroidal shape between the pair of bead portions 10 respectively disposed on both sides in the tire width direction, forming the framework of the tire.
Specifically, the carcass layer 13 is disposed to span from one bead portion 10 to the other bead portion 10 among the bead portions 10 located on both sides in the tire width direction and is turned up toward the outer side in the tire width direction along the bead cores 11 at the bead portions 10 so as to wrap around the bead cores 11 and the bead fillers 12. The bead filler 12 is a rubber member disposed in a space formed on the outer side of the bead core 11 in the tire radial direction when the carcass layer 13 is turned up at the bead core 11 of the bead portion 10.
Additionally, in the bead portion 10, a rim cushion rubber 17 forming a contact surface of the bead portion 10 for a rim flange (not illustrated) is disposed on the inner side in the tire radial direction and on the outer side in the tire width direction of the bead core 11 and a turn-up portion 131 (turned back portion) of the carcass layer 13. The pair of rim cushion rubbers 17 extend from the inner side in the tire radial direction toward the outer side in the tire width direction of the left and right bead cores 11 and turn-up portions 131 of the carcass layer 13, and constitute rim fitting surfaces of the bead portions 10. Moreover, the belt layer 14 is disposed on the outer side in the tire radial direction of a portion, located in the tread portion 2, of the carcass layer 13 spanning between the pair of bead portions 10.
Additionally, the carcass ply of the carcass layer 13 is formed by covering, with coating rubber, a plurality of carcass cords made from organic fibers and performing a rolling process thereon. The plurality of carcass cords that form the carcass ply are disposed side by side with an angle in the tire circumferential direction, the angle with respect to the tire circumferential direction following a tire meridian direction.
In the present embodiment, the carcass layer 13 includes at least one carcass ply (textile carcass) including organic fiber cords (textile cords). The carcass layer 13 of the present embodiment includes the turn-up portion 131 on both end portions. The carcass layer 13 includes at least one textile carcass wound around the bead cores 11 respectively provided in the pair of bead portions 10.
The carcass cords forming the carcass ply of the carcass layer 13 are organic fiber cords including filament bundles of organic fibers intertwined together. The type of organic fibers constituting the carcass cords is not particularly limited, and for example, polyester fibers, nylon fibers, aramid fibers, or the like can be used. Polyester fibers can be suitably used as the organic fibers. The polyester fibers that can be used include, for example, polyethylene terephthalate (PET), polybutylene terephthalate (PBT), and polybutylene naphthalate (PBN), and the like. As the polyester fibers, polyethylene terephthalate (PET) can be suitably used.
Additionally, an innerliner 16 is formed along the carcass layer 13 on the inner side of the carcass layer 13 or on the inner portion side of the carcass layer 13 in the pneumatic tire 1. The innerliner 16 is an air penetration preventing layer disposed in a tire inner circumferential surface and covering the carcass layer 13, and the innerliner 16 suppresses oxidation due to exposure of the carcass layer 13 and additionally prevents leakage of air inside the tire. Additionally, the innerliner 16 includes, for example, a rubber composition containing butyl rubber as a main component, a thermoplastic resin, a thermoplastic elastomer composition containing an elastomer component blended with the thermoplastic resin, and the like. The innerliner 16 forms a tire inner surface 18 that is a surface on the inner side of the pneumatic tire 1.
As illustrated in
The vehicle body 502 includes a driver cab occupied by a driver. Disposed in the driver cab are: the accelerator pedal used to adjust the output of the engine 503; the brake pedal used to actuate the brake apparatus 507; and the steering wheel used to operate the steering apparatus 506. The driver operates the accelerator pedal, the brake pedal, and the steering wheel. The driver performs operation to cause the vehicle 500 to travel.
The pneumatic tire 1 is mounted on a rim of the wheel 504 of the vehicle 500. Then, with the pneumatic tire 1 mounted on the rim, the inside of the pneumatic tire 1 is filled with air. By filling the inside of the pneumatic tire 1 with air, the pneumatic tire 1 is inflated. The term “inflated state of the pneumatic tire 1” refers to the state in which the pneumatic tire 1 mounted on a specified rim is filled with air to a specified internal pressure.
“Specified rim” refers to a rim defined for each pneumatic tire 1 by standards for the pneumatic tire 1, and includes a “Standard Rim” defined by JATMA, a “Design Rim” defined by TRA (The Tire and Rim Association, Inc.), and a “Measuring Rim” defined by ETRTO (The European Tyre and Rim Technical Organisation).
“Specified internal pressure” refers to an air pressure defined for each pneumatic tire 1 by the standards for the pneumatic tire 1, and includes the “maximum air pressure” defined by JATMA, the maximum value in the table “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, and the “INFLATION PRESSURE” defined by ETRTO. In JATMA, for tires for a passenger vehicle, the specified internal pressure is an air pressure of 180 kPa.
Additionally, “non-inflated state of the pneumatic tire 1” refers to a state in which the pneumatic tire 1 mounted on the specified rim is filled with no air. In the non-inflated state, the internal pressure of the pneumatic tire 1 is atmospheric pressure. In other words, in the non-inflated state, the internal pressure and the external pressure of the pneumatic tire 1 are substantially equal.
The pneumatic tire 1 mounted on the rim of the vehicle 500 rotates around the tire rotation axis RX and travels on a road surface RS. During traveling of the pneumatic tire 1, the tread contact surface 3 of the tread portion 2 contacts the road surface RS.
In a loaded state of the pneumatic tire 1 being mounted on a specified rim, inflated to the specified internal pressure, and placed vertically on a flat surface, and a specified load being applied to the pneumatic tire 1, “tire ground contact edges” refer to end portions in the tire width direction of a portion (tread contact surface 3) of the tread portion 2 coming into contact with the ground. The shoulder land portions 20S of the tread portion 2 are land portions 20 located on the outermost side in the tire width direction and on the tire ground contact edge.
“Specified load” refers to a load defined for each tire by the standards for the pneumatic tire 1, and includes the “maximum load capacity” defined by JATMA, the maximum value in the table “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, and “LOAD CAPACITY” defined by ETRTO. However, when the pneumatic tire 1 is for a passenger vehicle, the load is assumed to correspond to 88% of the load.
The vehicle 500 is a four-wheeled vehicle. The driving apparatus 501 includes a left front wheel and a left rear wheel provided on the left side of the vehicle body 502 and a right front wheel and a right rear wheel provided on the right side of the vehicle body 502. The pneumatic tire 1 includes left pneumatic tires 1L mounted on the left side of the vehicle body 502 and right pneumatic tires 1R mounted on the right side of the vehicle body 502.
In the following description, “inner side in the vehicle width direction” refers as appropriate to a portion near the center of the vehicle 500 or a direction approaching the center of the vehicle 500 in the vehicle width direction of the vehicle 500. “Outer side in the vehicle width direction” refers as appropriate to a portion far from the center of the vehicle 500 or a direction leaving the center of the vehicle 500 in the vehicle width direction of the vehicle 500.
The present embodiment designates the mounting direction of the pneumatic tire 1 with respect to the vehicle 500. For example, in a case where the tread pattern of the tread portion 2 is an asymmetrical pattern, the mounting direction of the pneumatic tire 1 with respect to the vehicle 500 is designated. The left pneumatic tire 1L is mounted on the left side of the vehicle 500 such that one designated sidewall portion 8 of the pair of sidewall portions 8 faces the inner side in the vehicle width direction and the other sidewall portion 8 faces the outer side in the vehicle width direction. The right pneumatic tire 1R is mounted on the right side of the vehicle 500 such that one designated sidewall portion 8 of the pair of sidewall portions 8 faces the inner side in the vehicle width direction and the other sidewall portion 8 faces the outer side in the vehicle width direction.
In a case where a tire mounting direction with respect to the vehicle 500 is designated, the pneumatic tire 1 is provided with an indicator portion 600 indicating the designated mounting direction with respect to the vehicle 500. The indicator portion 600 is provided on at least one sidewall portion 8 of the pair of sidewall portions 8. The indicator portion 600 includes a serial symbol indicating the mounting direction with respect to the vehicle 500. The indicator portion 600 includes at least one of a mark, characters, a sign, and a pattern. An example of the indicator portion 600 indicating the mounting direction of the pneumatic tire 1 with respect to the vehicle 500 includes characters such as “OUTSIDE” or “INSIDE.” The user can recognize the mounting direction of the pneumatic tire 1 with respect to the vehicle 500 based on the indicator portion 600 provided on the sidewall portion 8. Based on the indicator portion 600, the left pneumatic tires 1L are mounted on the left side of the vehicle 500, and the right pneumatic tires 1R are mounted on the right side of the vehicle 500.
A sound absorptive member 100 is disposed in a space surrounded by the tire inner surface 18 of the pneumatic tire 1 and a rim assembled on the pneumatic tire 1. The sound absorptive member 100 is bonded to the tire inner surface 18, for example. The sound absorptive member 100 is formed of a material having sound absorbing properties. The sound absorptive member 100 reduces the resonance of air present inside the pneumatic tire 1. As illustrated in
The sound absorptive member 100 is formed of a porous material having a bubble structure, such as a sponge, glass wool, or an elastomer. The sound absorptive member 100 particularly preferably uses a sponge. The sponge includes a urethane sponge. In addition, the elastomer has flexibility and forms a sound absorbing mechanism due to membrane vibration of cells (bubbles), providing a sound absorbing structure having good sound absorbing properties. Examples of the elastomer include natural rubber, CR (chloroprene rubber). SBR (styrene butadiene rubber), NBR(nitrile butadiene rubber), EPDM (ethylene-propylene-dieneterpolymer) rubber, silicone rubber, fluorine rubber, acrylic rubber, thermoplastic elastomer, and soft urethane.
The pneumatic tire 1 of the present embodiment satisfies the following conditions. Specifically, elongation at break EB (%) of the carcass cords of the carcass layer 13 satisfies EB≥15%. The elongation at break EB of the carcass cords is physical properties sampled from the side portions of the pneumatic tire 1.
Additionally, in the pneumatic tire 1, the following condition is satisfied by: the average total gauge GC of the tread rubber layer 4 of the center land portion 20C located within a range of a width of 10% (10% on each of the left and right sides, that is, a total of 20%) of a width Wb2 of the second widest belt (hereinafter referred to as the second belt) in the belt layer 14 on each of the left and right sides of the tire equatorial plane CL in the tire width direction; the average thickness SG of the sound absorptive member 100 disposed inside the tire and located within a range identical to the range of the center land portion 20C in the tire width direction (range of ±10% of the width Wb2 of the second belt); and the elongation at break EB of the carcass cords.
15≤(GC/(GC+(SG/10)))×EB(%)≤25 (1)
With the elongation EB at break (%) of the carcass cords of the carcass layer 13 within the range described above and with the relationship between the average total gauge GC, the average thickness SG, and the elongation at break EB of the carcass cords satisfying Formula(1) described above, both high-speed durability and shock burst resistance of the pneumatic tire 1 can be provided in a compatible manner, with low noise performance of the pneumatic tire 1 improved. Specifically, bonding the sound absorptive member 100 allows the quietness of the pneumatic tire 1 to be improved, but is likely to build up heat at high speeds due to the sound absorptive member 100, making high-speed durability lower than that of a tire with the sound absorptive member 100 not bonded to the tire. Additionally, increasing the elongation at break EB of the carcass cords allows the shock burst resistance of the pneumatic tire 1 to be improved, but increasing the elongation at break EB of the carcass cords tends to reduce the strength (rigidity) of the cords. This prevents ruffling and deformation at high speeds from being suppressed, degrading high-speed durability. In contrast, in the pneumatic tire 1, with the elongation EB at break (%) of the carcass cords of the carcass layer 13 within the range described above and with the relationship between the average total gauge GC, the average thickness SG, and the elongation at break EB of the carcass cords satisfying Formula (1) described above, both high-speed durability and shock burst resistance of the pneumatic tire 1 can be provided in a compatible manner, with low noise performance of the pneumatic tire 1 improved.
Here, in the present embodiment, in the belt layer 14, the widest belt is the belt 141, and the second belt is the belt 142. In the present embodiment, the second belt is a belt having the smallest width (the narrowest belt) in the belt layer 14. In the conditions described above, a width We of the center land portion 20C in the tire width direction is 20% of the width Wb2 of the belt 142 corresponding to the second belt. In other words, Wc=0.2 ×Wb2 is satisfied.
Additionally, the elongation at break EB (%) of the carcass cords of the carcass layer 13 preferably satisfies EB≥20%. In addition, in the pneumatic tire 1, the average total gauge GC of the center land portion 20C, the average thickness SG of the sound absorptive member 100, and the elongation at break EB of the carcass cords satisfy 18≥(GC/(GC+(SG/10)))×EB (%)≥22.
Additionally, the average total gauge GC preferably satisfies 7 mm≤GC≤10 mm. In addition, the average thickness SG of the sound absorptive member 100 disposed inside the tire and located in the range identical to that of the center land portion 20C in the tire width direction (in the range of 10% of the width Wb2 of the second belt) preferably satisfies 10 mm≤SG≤40 mm, and more preferably 20 mm≤SG≤30 mm.
Additionally, in the pneumatic tire 1, with the above-described conditions satisfied, the average total gauge GC of the center land portion 20C and the average thickness SG of the sound absorptive member 100 more preferably satisfy the following conditions. Satisfying the range of Formula (2) below allows the low noise performance and the high-speed durability to be further improved.
5≤GC+SG/10≤11 (2)
Additionally, in the pneumatic tire 1, the carcass cords preferably have, under a load of 1.0 cN/dtex (nominal fineness), the intermediate elongation EM satisfying EM≤5.0%. Additionally, a nominal fineness NF of the carcass cords preferably satisfies 3500 dtex≤NF≤7000 dtex.
“Intermediate elongation under a load of 1.0 cN/dtex” refers to the elongation ratio (%) of sample cords measured under a load of 1.0 cN/dtex, the sample cords corresponding to the carcass cords removed from the side wall portions 8 of the pneumatic tire 1, the sample cords being subjected to a tensile test at a length between grips of 250 mm and a tensile speed of 300±20 mm/minute in accordance with JIS (Japanese Industrial Standard) L1017 “Test Methods for Chemical Fiber Tire Cords.”
By reducing the intermediate elongation EM of the carcass cords while maintaining the elongation at break EB of the carcass cords, the steering stability on dry road surfaces can be improved without degradation of the shock burst resistance of the pneumatic tire 1.
Additionally, the carcass cords preferably have, after dip treatment, the standard amount fineness CF satisfying 4000 dtex≤CF≤8000 dtex. The standard amount fineness CF more preferably satisfies 5000 dtex≤CF≤7000 dtex.
“Standard amount fineness of the carcass cords after dip treatment” refers to the fineness measured after performing dip treatment on the carcass cords, and is not a value for the carcass cords themselves, but rather a value incorporating a dip liquid adhered to the carcass cords after dip treatment.
By setting the standard amount fineness CF of the carcass cords after dip treatment to be within the range described above, the intermediate elongation EM of the carcass cords can be reduced with the elongation at break EB of the carcass cords maintained, allowing both steering stability on dry road surfaces and shock burst resistance of the pneumatic tire 1 to be provided in a compatible manner.
Additionally, in the pneumatic tire 1, the carcass cords preferably have, after dip treatment, the twist coefficient CT satisfying CT≥2000 (T/dm)×dtex0.5.
By setting the twist coefficient CT of the carcass cords after dip treatment within the range described above, the intermediate elongation EM of the carcass cords can be reduced with the elongation at break EB of the carcass cords maintained, allowing both steering stability on dry road surfaces and shock burst resistance of the pneumatic tire 1 to be provided in a compatible manner. In addition, by reducing the intermediate elongation EM of the carcass cords with the elongation at break EB of the carcass cords maintained, the carcass cords are made easy to elongate and difficult to cut.
Tables 1 and 2 show results of performance tests of pneumatic tires according to the present embodiment. In the performance tests, a plurality of types of test tires having different conditions were evaluated for shock burst resistance, high-speed durability, and low noise performance. In the performance tests, pneumatic tires (test tires) having a size of 265/35ZR20 were assembled on rims of 20×9.5 J, inflated to an air pressure of 250 kPa, and mounted on a test FR sedan passenger vehicle (total engine displacement of 3000 cc).
For evaluation of shock burst resistance, a plunger test was conducted in accordance with the FMVS (Federal Motor Vehicle Safety Standards) 139 standard. Shock burst resistance was evaluated using index values (sensory evaluation), with Comparative Example 1 being assigned as the reference (100). Larger values indicate more excellent shock burst resistance.
For evaluation of high-speed durability, tests related to high-speed durability were conducted in accordance with the ECE (Economic Commission for Europe) 30 standard using a 3L class European vehicle (sedan). High-speed durability was evaluated using index values, with Comparative Example 2 being assigned as the reference (100). Larger values indicate lower likelihood of failures and more excellent high-speed durability.
For evaluation of low noise performance, tests related to low noise performance were conducted in which the vehicle traveled on roads involving road noise (R/N) (unpaved, rough roads or roads with poor road surface conditions). The low noise performance was evaluated using index values, with Comparative Example 1 being assigned as the reference (100). Larger values indicate more excellent low noise performance.
Additionally, rayon fiber cords formed from rayon materials having high rigidity have often been used as carcass cords constituting carcass plies for high-performance vehicle tires. However, in recent years, due to an increased maximum speed of the vehicle, a demanded weight reduction, and a demanded high grip, the gauge, altitude, and modulus of the rubber (cap tread rubber) of the ground contact portion of the tire have tended to decrease. This results in the tendency that the elongation at break of the carcass plies is insufficient, degrading the shock burst resistance. Thus, as a method for obtaining good results in the plunger test, a method is studied that uses organic fiber cords having a large elongation at break as carcass cords constituting a carcass ply to allow for deformation during tests (when the tire is pressed by the plunger).
On the other hand, the pneumatic tires of Comparative Examples 1 and 2 and Examples 1 to 9 included, as the carcass cords constituting the carcass ply, PET fiber cords formed of polyethylene terephthalate material having rigidity comparable to that of rayon material and having a large elongation at break. Additionally, a sound absorptive member was bonded to the tire inner surface of the pneumatic tires. The pneumatic tires were evaluated for shock burst resistance, high-speed durability, and low noise performance by the evaluation method described below, and the results are also shown in Tables 1 and 2.
As indicated in Tables 1 and 2, better evaluation results were obtained from the pneumatic tires of Examples 1 to 9 than from the pneumatic tires of Comparative Examples 1 and 2. In other words, at least setting conditions identical to those for the pneumatic tires of Examples 1 to 9 leads to, even with the use of PET fiber cords, evaluation results equivalent to or higher than those obtained by using rayon fiber cords, and with both high-speed durability and shock burst resistance provided in a compatible manner, low noise performance can be acquired.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2019-204305 | Nov 2019 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2020/035185 | 9/17/2020 | WO |
