PNEUMATIC TIRE

TECHNICAL FIELD

The present invention relates to a pneumatic tire having an improved noise performance while maintaining the steering stability performance and the rolling resistance performance.

BACKGROUND ART

Conventionally, in order to obtain both the steering stability performance and the rolling resistance performance, a pneumatic tire comprises a inclined belt layer of which cords are greatly inclined relative to the circumferential direction of the tire and a circumferential belt layer on the outside of the inclined belt in the radial direction of the tire (refer, for example, to Patent Document 1). However, it is known that the noise performance deteriorates when a pneumatic tire is provided with such inclined belt layer.

As for the noise performance, there has been proposed a pneumatic tire which comprises high elastic fiber cords at both end regions of a circumferential belt layer for enhancing the circumferential rigidity in these regions to raise the natural frequency of the moment of inertia of area and reduce the road noise (refer to Patent Document 2).

CITATION LIST
Patent Documents

Patent Document 1: JPH 9-207516 A

Patent Document 2: JP 2008-001248 A

SUMMARY OF INVENTION
Technical Problem

The inventor found that, while enhancing the circumferential rigidity of the end regions of the circumferential belt layer, the aforementioned method is not effective to reduce road noise in pneumatic tires having an inclined belt layer, of which the cords are significantly inclined relative to the circumferential direction of the tire, and a circumferential belt layer on the outside of the inclined belt in the radial direction.

Therefore, the present invention aims to provide a pneumatic tire having improved noise performance obtained while maintaining the steering stability performance and the rolling resistance performance.

Solution to Problem

The pneumatic tire according to the present invention comprises a pair of bead portions provided with bead cores, a carcass extending in a toroidal shape between the pair of the bead portions, a inclined belt disposed on a radially outer side of a crown of the carcass and comprised of at least one inclined belt layer having cords inclined relative to a tire circumferential direction at an angle in the range of 35° to 90°, a circumferential belt disposed on the radially outer side of the crown of the carcass and comprised of at least one circumferential belt layer having cords extending in the tire circumferential direction, and a tread which is disposed on the outside of the circumferential belt in the radial direction of the tire. This pneumatic tire is characterized in that the circumferential belt comprises high-rigidity region including a tire equator and having a circumferential rigidity per unit width which, at any location in that region, is higher than that at any location in the remaining regions of the circumferential belt; and the circumferential rigidity per unit width in the remaining regions is constant in the tire width direction or increases toward the high-rigidity region.

The present invention makes it possible to provide a pneumatic tire having improved noise performance while maintaining the steering stability performance and the rolling resistance performance.

In the pneumatic tire according to the present invention, it is preferable that a width of the high-rigidity region, with a central focus on the tire equator, is not less than 0.2 times and not more than 0.6 times of a width of the tire circumferential belt.

Such a structure makes it possible to achieve further improvement in the noise performance.

In the pneumatic tire according to the present invention, it is preferable that the cords of at least one inclined belt layer are inclined relative to the circumferential direction of the tire at an angle of not less than 50° and not more than 90°.

Such a structure makes it possible to maintain the steering stability performance and the rolling resistance performance at high level.

In the present invention, the following techniques (1) to (3) may be suitably used so as to ensure that the circumferential rigidity in the high-rigidity region is higher than that of the remaining regions:

(1) The high-rigidity region of the circumferential belt has an increased number of circumferential belt layers in the radial direction of the tire as compared to the remaining region of the circumferential belt.

(2) The high-rigidity region of the circumferential belt is formed by a circumferential belt layer which is divided in the width direction of the tire and overlapping the divided layers each other.

(3) The high-rigidity region of the circumferential belt has an increased number of high rigidity cords as compared to the remaining regions of the circumferential belt.

It is preferable that the sectional width SW of the tire and the external diameter OD of the tire satisfy the following condition (i):

OD≧−0.0187×SW²+9.15×SW−380 (i)

Such a configuration makes it possible to highly improve the fuel efficiency, rolling resistance and air resistance of the tire.

The term “sectional width SW of the tire” as used herein is defined as the width obtained by subtracting the thickness of patterns or characters provided on the surface of the sidewalls from the total width defined by the direct distance between the surface of sidewalls which includes the thickness of those patterns and characters, when the tire is mounted on an application rim, filled with a prescribed air pressure, and under the condition of no load.

Further, the term “outer diameter OD of the tire” as used herein is defined as the outer diameter in the radial direction of the tire when the tire is mounting on an application rim, filled with air pressure, and is under the condition of no load. The aforementioned air pressure is the one corresponds to the maximum load capacity for the ply rating of the application size described in the standard which will be mentioned below.

Advantageous Effect of Invention

The present invention makes it possible to provide a pneumatic tire having improved noise performance while maintaining the steering stability performance and the rolling resistance performance by making the circumferential rigidity of the high-rigidity region of the circumferential belt higher than the circumferential rigidity of the remaining region.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a sectional view, as seen in the tire width direction, showing the tire according to the first embodiment of the present application;

FIG. 2 is a view for explaining the operation of the present invention;

FIG. 3 is a sectional view, as seen in the tire width direction, showing the tire according to the second embodiment of the present application;

FIG. 4 is a sectional view, as seen in a tire width direction, showing the tire according to the third embodiment of the present application;

FIG. 5 is a sectional view, as seen in the tire width direction, showing the tire according to the forth embodiment of the present application;

FIG. 6 is a sectional view, as seen in the tire width direction, showing the tire according to the embodiment of the present application; and

FIG. 7 is a view showing the relation between SW and OD in the Test Tires, Conventional Tires and Control Tires.

DESCRIPTION OF EMBODIMENTS

Now, explanation will be made of the tire of the present invention by way of example embodiments thereof.

FIG. 1 is a sectional view, as seen in the tire width direction, showing the tire according to the first embodiment of the present application.

The pneumatic tire 10 according to the first embodiment comprises bead cores 1 provided in the pair of the bead portions, a carcass 2 extending in a toroidal shape between the pair of the bead portion, a incline belt 3 which is disposed outside of the crown portion of the carcass in the radial direction of the tire and comprising two inclined belt layers 3a, 3b, a circumferential belt 4 which is disposed outside of the inclined belt 3 in the radial direction of the tire and comprises two circumferential belt layers 4a, 4b, and a tread 6 which is to be arranged at the outer side of the circumferential belt 4 in the radial direction of the tire. The pneumatic tire 10 is subjected to use in the state of being attached to an application rim 7. The application rim 7 is defined as the standard rim for the applied size regulated by industrial standards effective in the areas where the tire is manufactured or used, such as JATMA for Japan, ETRTO STANDARD MANUAL for Europe, TRA YEAR BOOK for the United States, and the like. The width W4 of the circumferential belt 4 or the like described below are measured when the pneumatic tire 10 is mounted on the application rim 7, inflated with the maximum pressure according to the tire size regulated in JATMA and the like, and under no load.

The inclined belt layers 3a, 3b have cords inclined not less than 35° and not more than 90° (preferably not less than 50° and not more than 90°) with respect to the circumferential direction of the tire, and the cords of the inclined belt layer 3a and that of the inclined belt layer 3b intersect across the tire equator CL.

If the inclination angle of the inclined belt layer 3a, 3b is less than 35°, a sufficient steering stability especially during the cornering cannot be obtained due to the reduced rigidity in the tire width direction, or the rolling resistance performance would be deteriorated due to increased shear deformation of the rubber layers. If the inclination angle of the inclined belt layer 3a, 3b is not less than 50°, the steering stability and the rolling resistance performance would be maintained at high level.

The circumferential belt layers 4a, 4b have cords extending along the circumferential direction of the tire. As sued herein, the term “cords extending along the tire circumferential direction of the tire” includes not only the condition where the cords are parallel to the circumferential direction of the tire, but also the condition where the cords are slightly inclined relative to the circumferential direction of the tire (including about 5°) due to spiral winding of the strips made by rubber-coated cords.

The circumferential belt 4 is disposed so as to cover the inclined belt 3. That is, the width W4 of the circumferential belt layer 4a having the maximum width among the circumferential belt layers is larger than that of the inclined belt layer 3a having maximum width among the inclined belt layers. As mentioned above, it is preferable that the width W4 of the circumferential belt layer 4a having the maximum width among the circumferential belt layers is larger than that of the inclined belt layer 3a having maximum width among the inclined belt layers, and the edge of the circumferential belt layer 4a and the edge of the inclined belt layer 3a is apart not less than 5 mm in order to suppress the separation of the belt edge. However, it is possible, even when the width W4 of the circumferential belt layer is shorter than that of the inclined belt layer 3a, to simultaneously achieve all the effects of the steering stability performance, rolling resistance performance, and the noise performance.

The cords of the carcass 2, inclined belt 3 and circumferential belt 4 may be comprised, for example, of organic fiber cords including aramid-, polyethylene terephthalate-, or polyethylene naphthalate-cords, or steel cords.

The tire circumferential rigidity per unit width at any location in the high-rigidity region C of the circumferential belt 4, which includes the tire equator CL, is higher than the tire circumferential rigidity per unit width any location in the remaining region of the circumferential belt 4. In the first embodiment, the circumferential rigidity of the high-rigidity region C is comparatively higher than the remaining region because two circumferential belt layers 4a, 4b are disposed at the high-rigidity region C, while only one circumferential belt layer 4a is disposed over the remaining region. Here, the tire circumferential rigidity per unit width among the other regions is constant over the tire width direction.

Further, when the number of belt layers in the high-rigidity region C is different from that of the remaining region, the rigidity of the tread 6 over the tire width direction does not change continuously from the high-rigidity region to the remaining regions but changes only at the boundary between them.

Here, as regards tires including an inclined belt layer, wherein the cords are inclined within the scope of the present invention, i.e., at an angle not less than 35° and not more than 90°, many of such tires have a shape as indicated by the double-dotted line in FIG. 2, wherein the tread surface uniformly undergoes a significant vibration in the high frequency range of 400 Hz to 2 kHz under such vibration mode in the cross-sectional direction as the primary, secondary or ternary vibration mode, thereby causing a large noise emission. Therefore, by locally increasing the circumferential rigidity of the central portion of the tread in the tire width direction, it is possible to reduce sound radiation, and suppress the expansion of the tread surface in the circumferential direction of the tire (indicated with the dashed line in FIG. 2). However, when the rigidity of the central portion of the tread is excessively increased, where the rigidity is comparatively high, the effect of decreasing the noise emission is reduced because the tread is uniformly vibrated easily.

Further, the locally increasing the rigidity of the region includes tire equator CL makes the local shear strain larger and then the attenuation of the vibration mode is also increased. As in the present invention, improvements to change the rigidity so as to increase the rigidity corresponds to the increase of the ring rigidity of the tire and the suppression of the eccentricity of the tire, therefore the rolling resistance performance of the tire cannot be deteriorated easily.

As mentioned above, in the present invention, it is possible to improve the noise performance which becomes an issue when the cord of the inclined belt layers 3a, 3b are largely inclined with respect to the tire circumferential direction of the tire and then the circumferential belt is provided to achieve both steel stability performance and rolling resistance performance.

The width Wc of the high-rigidity region C, with a central focus on the tire equator, is not less than 0.2 times and not more than 0.6, that is, it is preferable to satisfies the condition: 0.2×W4≦Wc≦0.6≦W4. According to the first embodiment, the width Wc of the high-rigidity region C is equal to the width of the circumferential belt layer 4b.

If Wc<0.2×W4, the width Wc of the high-rigidity region C is too small to obtain the sufficient effect to improve the noise performance. On the other hand, if 0.6×W4<Wc, the width Wc of the high-rigidity region C is too large and it is not possible to obtain the sufficient effect to improve the noise performance due to the mode in which the entire tread vibrates is more likely induced and it is also to be a issue of the deterioration of rolling resistance performance due to the increase of the tire weight.

In the case of plural of circumferential belt layers are disposed, the W4 is defined by the width of the widest circumferential belt layer.

Further embodiments according to the present invention will be explained below.

FIG. 3 shows a sectional view, as seen in the tire width direction, showing the tire according to the second embodiment of the present application. The explanation of the identical components as the first embodiment will be omitted with the same reference numerals.

In the pneumatic tire 20 according to the second embodiment, the circumferential belt layer 4a, 4b are divided in the tire width direction. In the high-rigidity region C, the circumferential belt layers 4a and 4b are overlapped in the tire radial direction of the tire, the circumferential belt layer 4a is disposed inside and the circumferential belt layer 4b is disposed outside.

FIG. 4 is a sectional view, as seen in the tire width direction, showing the tire according to the third embodiment of the present application. The explanation of the identical components as the above embodiments will be omitted with the same reference numerals.

In the pneumatic tire 30 according to the third embodiment, the circumferential belt 4 is configured by one circumferential belt layer 4a. In such a case, the rigidity of the cord consists of the circumferential belt layer 4a of the high-rigidity region is higher than that in other regions.

Here, the cord consists of the circumferential belt layer 4a is made by, for example, organic fiber cords including aramid, polyethylene terephthalate or polyethylene naphthalate cords, or steel cords. The rigidity of the high-rigidity region is enhanced by locally increasing the number of implantation or twists of the cord.

Further, at the boundary between the high-rigidity region C and the other regions, the belt layers can be continuously disposed over the both regions, of which the rigidity is different from each other, by allowing an overlap or a gap of about 5 mm of the code of the belt layer and that of the other belt layer.

FIG. 5 is a sectional view, as seen in the tire width direction, showing the tire according to the forth embodiment of the present application. In this forth embodiment, the explanation of the identical components as the above embodiments will be omitted with the same reference numerals.

In the pneumatic tire 40 according to the forth embodiment, the inclined belt 3 is configured by only one inclined belt layer 3a. Compared with the aforementioned embodiments, it is possible to suppress deterioration of the rolling resistance of tire by reducing the number of belt layers and cutting off the tire weight.

Further, in this embodiment, the circumferential belt layer 4a having smaller width is arranged radially inward and the circumferential belt layer 4b having larger width is arranged radially outward.

Moreover, although not shown, the circumferential belt 4 may be arranged inside of the inclined belt 3 as another embodiment. In this way, the number of the inclined belt layers and circumferential belt layers and the arrangement of the radial direction of the tire cannot be limited to the examples shown in the drawings.

As further embodiments, it is possible to adopt the configuration that the rigidity in the other region per unit width increases toward the high-rigidity region C, for example, the rigidity is gradually or stepwisely reduced from inside towards outside of the other regions in the tire width direction.

The cords of the inclined belt layers 3a, 3b may be inclined at relatively small angle between not less than 10° and not more than 30° in the high-rigidity region C and at relatively large angle between not less than 50° and not more than 90° in the regions other than the high-rigidity region may be inclined.

The rigidity of the rubber (i.e., the rubber coating of the inclined belt layers 3a, 3b and the circumferential belt layers 4a, 4b) in the high-rigidity region C may have a higher rigidity than that in the regions other than the high-rigidity region.

Such a structure makes it possible to further enhance the circumferential rigidity of the high-rigidity region C.

For the inclined belt 3 described above, with reference to FIG. 6, it is preferable that an widest inclined belt layer (inclined belt layer 3a in FIG. 6) among the inclined belt layers configuring the inclined belt 3 extends not less than 60% of the maximum width W2 of the carcass 2 for increasing the durability of the tire. Further, it is preferable that the widest inclined belt layer 3a is wider than the contact width TW of the tread for further increasing the durability of the tire.

Moreover, the belt structure according to the present invention is preferably adopted the pneumatic tire wherein the sectional width SW and the outer diameter OD satisfy the following condition:

OD≧−0.0187×SW²+9.15×SW−380 (i)

That is, the tire which satisfies the condition (i), in which the outer diameter OD of the tire is enlarged relative to the tire section width SW compared to conventional tires (enlarged diameter and narrowed width), enables to reducing the rolling resistance value (RR value) which reducing the air resistance value (Cd value) due to unlikely to be affected by the roughness of the road surface. Further, the load capacity of the tire is also increased by enlarging the diameter.

As mentioned above, it is possible to improve fuel efficiency from the point of view of rolling resistance and air resistance of the tire by satisfying the condition (i).

Further, it is possible for the tire, which satisfies the condition (i), to secure a room for a trunk space or an installation space because the position of the wheel axle is higher and then the room under the floor is enlarged.

The condition (i) has been developed by focusing attention on the relationship between the sectional width SW and the outer diameter OD of the tire, mounting tires of various sizes (including non-standard sizes) on the vehicle, testing to measure the air resistance value (Cd value), the rolling resistance value (RR value), the interior comfort and the actual fuel consumption, and then determining the condition in which the those properties are superior to the prior art.

Test has been conducted to ascertain result the optimal condition of SW and OD, the results of which are explained below in detail.

First of all, Control Tire 1 of the size 195/65R15 was prepared, which is used in a vehicle of general purpose and is suitable for comparison of tire performance. Also, Control Tire 2 of the size 225/45R17 was prepared having the as an inch-up version of Control Tire 1. Further, tires of various sized were prepared (Test Tires 1 through 43). These tires were mounted onto the rim to conduct the following tests.

The specification of each tire is shown in Table A and FIG. 7. The internal structure of those tires are same as typical tire in that each tire comprises a carcass extending between a pair of bead portions, and carcass plys consisting of radially arranged cords.

It is noted that the inventor took into account not only tires of a size compatible with such conventional standards as JATMA for Japan, TRA for the United States, ETRTO for Europe, but also tires of non-standard sizes.

TABLE A

Inner

SW

Pressure

Tire Size
(mm)
OD (mm)
(kPa)
Condition (i)

Conv. Tire 1
145/70R12
145
507.8
295
Not Satisfied

Conv. Tire 2
155/55R14
155
526.1
275
Not Satisfied

Conv. Tire 3
165/60R14
165
553.6
260
Not Satisfied

Conv. Tire 4
175/65R14
175
583.1
245
Not Satisfied

Conv. Tire 5
185/60R15
185
603
230
Not Satisfied

Conv. Tire 6
205/55R16
205
631.9
220
Not Satisfied

Conv. Tire 7
215/60R16
215
664.4
220
Not Satisfied

Conv. Tire 8
225/55R17
225
679.3
220
Not Satisfied

Conv. Tire 9
245/45R18
245
677.7
220
Not Satisfied

Cont. Tire 1
195/65R15
195
634.5
220
—

Cont. Tire 2
225/45R17
225
634.3
220
—

Test Tire 1
155/55R21
155
704.5
220
Satisfied

Test Tire 2
165/55R21
165
717.4
220
Satisfied

Test Tire 3
155/55R19
155
653.1
220
Satisfied

Test Tire 4
155/70R17
155
645.8
220
Satisfied

Test Tire 5
165/55R20
165
689.5
220
Satisfied

Test Tire 6
165/65R19
165
697.1
220
Satisfied

Test Tire 7
165/70R18
165
687.5
220
Satisfied

Test Tire 8
185/50R16
185
596.8
220
Not Satisfied

Test Tire 9
205/60R16
205
661.3
220
Not Satisfied

Test Tire 10
215/60R17
215
693.5
220
Not Satisfied

Test Tire 11
225/65R17
225
725.8
220
Not Satisfied

Test Tire 12
155/45R21
155
672.9
220
Satisfied

Test Tire 13
205/55R16
205
631.9
220
Not Satisfied

Test Tire 14
165/65R19
165
697.1
260
Satisfied

Test Tire 15
155/65R18
155
658.7
275
Satisfied

Test Tire 16
145/65R19
145
671.1
295
Satisfied

Test Tire 17
135/65R19
135
658.1
315
Satisfied

Test Tire 18
125/65R19
125
645.1
340
Satisfied

Test Tire 19
175/55R22
175
751.3
345
Satisfied

Test Tire 20
165/55R20
165
689.5
260
Satisfied

Test Tire 21
155/55R19
155
653.1
275
Satisfied

Test Tire 22
145/55R20
145
667.5
290
Satisfied

Test Tire 23
135/55R20
135
656.5
310
Satisfied

Test Tire 24
125/55R20
125
645.5
340
Satisfied

Test Tire 25
175/45R23
175
741.7
250
Satisfied

Test Tire 26
165/45R22
165
707.3
255
Satisfied

Test Tire 27
155/45R21
155
672.9
270
Satisfied

Test Tire 28
145/45R21
145
663.9
290
Satisfied

Test Tire 29
135/45R21
135
654.9
310
Satisfied

Test Tire 30
145/60R16
145
580.4
290
Satisfied

Test Tire 31
155/60R17
155
617.8
270
Satisfied

Test Tire 32
165/55R19
165
664.1
255
Satisfied

Test Tire 33
155/45R18
155
596.7
270
Satisfied

Test Tire 34
165/55R18
165
638.7
255
Satisfied

Test Tire 35
175/55R19
175
675.1
250
Satisfied

Test Tire 36
115/50R17
115
546.8
350
Satisfied

Test Tire 37
105/50R16
105
511.4
350
Satisfied

Test Tire 38
135/60R17
135
593.8
300
Satisfied

Test Tire 39
185/60R20
185
730
270
Satisfied

Test Tire 40
185/50R20
185
693.0
270
Satisfied

Test Tire 41
175/60R18
175
667.2
286
Satisfied

Test Tire 42
185/45R22
185
716.3
285
Satisfied

Test Tire 43
155/65R13
155
634.3
220
Satisfied

In the laboratory, each tire was mounted on the application rims, filled with the internal pressure as shown in Table A, attached to a vehicle with an engine displacement of 1500 cc, before measuring the air force with a floor-standing balance while blowing air at a speed corresponding to 100 km/h.

Each test tire was mounted on the application rims and inflated with an internal pressure as in set forth in Table 2. Then the maximum load defined for each vehicle, to which the tire is mounted, was applied. The rolling resistance of the tire was measured under the condition that the drum rotation speed was 100 km/h.

Here, the term “maximum load defined for each vehicle” means the load which is applied to the tire receiving the highest load among the four tires assuming the maxim number of occupants.

Next, the following test was carried out to evaluate the actual fuel efficiency and inner comfort of the vehicle for the test tires 1 through 14.

Test was conducted in a running JOC 8 mode. The evaluation results are represented as indices with the evaluation result of the Control Tire 1 set as 100, and the larger index means the better actual fuel efficiency.

Measured the width of a rear trunk when the tires were mounted to an vehicle of 1.7 m in width. The evaluation results are represented as indices with the evaluation result of the Control Tire 1 set as 100, and the larger index means the better inner comfort.

In FIG. 7, the diamond mark indicates the Control Tire 1 and the square mark indicates the Control Tire 2, the white triangle mark indicates tires superior to the Control Tires means in the rolling resistance value, air resistance value, inner comfort, and actual fuel efficiency, and the black marks indicates tires inferior to the Control Tires in respect of any of these properties.

Further, the detailed test results are shown in Table B below.

TABLE B

Actual Fuel
Interior

RR Value
Cd Value
Consumption
Comfort

(Index)
(Index)
(Index)
(Index)

Conv. Tire 1
108
94
—
—

Conv. Tire 2
111.3
91
—
—

Conv. Tire 3
108.6
93
—
—

Conv. Tire 4
103.6
101
—
—

Conv. Tire 5
103.9
98
—
—

Conv. Tire 6
101
102
—
—

Conv. Tire 7
93
104
—
—

Conv. Tire 8
85
106
—
—

Conv. Tire 9
80
111
—
—

Cont. Tire 1
100
100
100
100

Cont. Tire 2
83
106
—
—

Test Tire 1
60
90
117
105

Test Tire 2
55
94
119
104

Test Tire 3
90
90
105
105

Test Tire 4
85
95
107
105

Test Tire 5
72
97
112
104

Test Tire 6
65
97
114
104

Test Tire 7
61
98
116
104

Test Tire 8
108
97
97
101

Test Tire 9
98
102
101
99

Test Tire 10
91
103
103
98

Test Tire 11
85
105
106
97

Test Tire 12
70
90
116
105

Test Tire 13
99
102
99
99

Test Tire 14
92.2
98
—
—

Test Tire 15
96
91
—
—

Actual Fuel
Interior

RR Value
Cd Value
Consumption
Comfort

(INDEX)
(INDEX)
(INDEX)
(INDEX)

Test Tire 16
92.4
89
—
—

Test Tire 17
91.6
87
—
—

Test Tire 18
88.2
85
—
—

Test Tire 19
84.8
96
—
—

Test Tire 20
92.6
93
—
—

Test Tire 21
96.2
91
—
—

Test Tire 22
92.3
89
—
—

Test Tire 23
92.4
87
—
—

Test Tire 24
87.7
85
—
—

Test Tire 25
85.5
96
—
—

Test Tire 26
89.7
93
—
—

Test Tire 27
93.2
91
—
—

Test Tire 28
92.2
89
—
—

Test Tire 29
92.1
87
—
—

Test Tire 30
93.9
89
—
—

Test Tire 31
92.1
91
—
—

Test Tire 32
89.4
93
—
—

Test Tire 33
92.1
91
—
—

Test Tire 34
89.4
93
—
—

Test Tire 35
88.7
96
—
—

Test Tire 36
86.7
83
—
—

Test Tire 37
94.1
80
—
—

Test Tire 38
85.6
87
—
—

Test Tire 39
73.0
98
—
—

Test Tire 40
80.0
98
—
—

Test Tire 41
84.7
96
—
—

Test Tire 42
86.7
98
—
—

Test Tire 43
90
91
—
—

Moreover, in the pneumatic tires which satisfy the relational expression (i) above, it is possible to improve steering stability as turning if the cord angle, with respect to the circumferential direction of the tire, of the inclined belt layer is not less than 70°, for example, so as to increase cornering power.

Furthermore, it is also possible to efficiently reduce road noise of the tire so as to improve noise performance if the belt structure is applied to a pneumatic tire which satisfies the above relational expression (i).

Example 1

Example 1 of the present invention will be explained below, however, the present invention is not limited to the example.

There were produced Invention Tires 1-1 through 1-14, Comparative Tires 1-1 through 1-4, and Conventional Tire 1 (size: 225/45R17) according to the specification shown in Table 1, to evaluate the steering stability, rolling resistance performance and noise performance.

Invention Tire 1 has the belt structure shown in FIG. 1, the ratio Wc/W4 of 0.28, which is the ratio of the width We of the high-rigidity region C to the width W4 of the circumferential belt layer 4a, and the cord angle with respect to the tire equator of the inclined belt layer 3a, 3b is 60°.

Conventional Tire 1 has the same structure as the Invention Tire 1-1, except that the Conventional Tire 1 does not have the circumferential belt layer 4b, and further the cord angle with respect to the tire equator of the inclined belts 3a, 3b of 25°.

Comparative Tire 1-1 has the same structure as the Invention Tire 1-1 except that the Comparative Tire 1-1 does not have the circumferential belt layer 4b.

Comparative Tire 1-2 has the same structure as Invention Tire 1-1 except that the circumferential belt layer 4b is same in width as the circumferential belt layer 4a.

Invention Tires 1-2 through 1-7 have the same structure except that the ratio Wc/W4 was changed.

The Invention Tires 1-8, 1-9, 1-13, 1-14 and Comparative Tires 1-3, 1-4 have the same structure as Invention Tire 1-1 except that the cord angle with respect to the tire circumferential direction of the inclined belt layer was changed.

Invention Tire 1-10 has the belt structure shown in FIG. 3.

Invention Tire 1-11 has the belt structure shown in FIG. 4.

Invention Tire 1-12 has the belt structure shown in FIG. 5.

Each test tire was mounted on the application rim and inflated by air pressure corresponding to the maximum load capacity of the tires, before carrying out the cornering power test for small steering angle which is one of the basic performance tests to evaluate the cornering power by.

First, the test tires were subjected to preparatory running at a speed of 30 km/h while urging the tire at the tread surface against the rotating belt having a flat belt for making the tread surface flat. Subsequently, the test tires were subjected to running in a state of adjusted to the above air pressure once again at the same speed, and continuously angling (providing a slip angle) up to the maximum of ±1° between the tire rolling direction and the circumferential direction of the drum so as to measure the value of the cornering power (CP) corresponding to the positive and negative angles with an angular interval of 0.1°. A linear fitting for the steering angle with respect to PC value was performed, and the steering stability was evaluated regarding the measure of steepness as the cornering stiffness. The results are represented as indices with the evaluation result of the Conventional Tire set as 100, and the larger index means the better steering stability performance.

Each test tire was mounted to the application rims 7 and inflated with an inner pressure of 180 kPa, to measure the rolling resistance of the axle by using a drum test machine having an iron plate surface of 1.7 m diameter. This measurement of the rolling resistance was conducted as a smooth drum, force-type measurement in compliance with ISO18164. The results are indicated in a percentage of its deterioration in comparison with the rolling resistance performance of the Comparative Tire 1. Deterioration within 6% is not considered as a significant difference.

Each test tire was mounted to the application rims 7 and inflated with an inner pressure of 180 kPa, to measure the noise level using a microphone travel method by rotating the tires at the speed of 40 km/h, 60 km/h, 80 km/h, 100 km/h while applying the load of 4.52 N on a running test drum. Then the average of these measurements was calculated. The results show that the smaller index means the better performance.

TABLE 1

Comp.
Comp.

1-1
1-2
Inv. 1-1
Inv. 1-2
Inv. 1-3

Wc/W4
—
1
0.28
0.35
0.5

Cord Angle of
60°
60°
60°
60°
60°

Inclined Belt Layer

Steering stability
100
105
100
100
101

Noise Performance
0 dB
−1.2 dB
2.9 dB
3.2 dB
1.7 dB

Rolling Resistance
100
100
102
103
106

Performance

Inv. 1-4
Inv. 1-5
Inv. 1-6
Inv. 1-7

Wc/W4
0.2
0.6
0.15
0.65

Cord Angle of
60°
60°
60°
60°

Inclined Belt Layer

Steering stability
100
102
100
102

Noise Performance
1.0 dB
1.2 dB
0.2 dB
0.3 dB

Rolling Resistance
−101
106
101
105

Performance

Comp.
Comp.

Inv. 1-8
Inv. 1-9
1-3
1-4
Conv. 1

Wc/W4
0.28
0.28
0.28
0.28
—

Cord Angle of
35°
90°
30°
25°
25°

Inclined Belt Layer

Steering stability
99
106
96
92
90

Noise Performance
3.0 dB
0.6 dB
3.1 dB
3.5 dB
3.7 dB

Rolling Resistance
106
100
110
114
104

Performance

Inv.
Inv.
Inv.
Inv.
Inv.

1-10
1-11
1-12
1-13
1-14

Wc/W4
0.28
0.28
0.28
0.28
0.28

Cord Angle of
60°
55°
60°
45°
50°

Inclined Belt Layer

Steering stability
100
100
100
99
100

Noise Performance
2.9 dB
2.9 dB
2.9 dB
2.7 dB
1.9 dB

Rolling Resistance
102
103
102
106
102

Performance

From Table 1, it is obvious that the noise performance of the Invention Example Tires were improved, in comparison with the Comparative Tires, while the steering stability performance and rolling resistance performance were maintained.

Among the four rows of Table 1, the first and second rows show the comparison results obtained by increasing the width of the high-rigidity region C. The effect of noise performance cannot be expected when the high-rigidity region C has a width smaller than the lower limit (not less than 0.2 times and not more than 0.6 times of the circumferential belt width) set out in the present invention, because it is not possible to encourage the change in the shape of vibration mode. Further, the effect of noise performance is reduced when the width of the high-rigidity region C is larger than the upper limit set out in the present invention. The reason is that the belt layers of the high-rigidity region C constrain the amplitude around the shoulder portion and it changes the mode shape of the amplitude in which the entire tread are vibrated.

Moreover, the third and fourth rows of Table 1 show the results obtained by changing the belt angles. It can be confirmed that steering stability performance and rolling resistance performance were both decreased when the belt angle with respect to the circumferential direction of the tire is within the range of the present invention (mot less than 35° and not more than 90°).

Example 2

The Example 2 of the present invention will be explained below, however, the present invention is not limited to the example.

Experimentally produced Invention Tire 2, Comparative Tires 2-1, 2-2, and Conventional Tire 2 according to the specifications shown in Table 1, and evaluated steering stability, rolling resistance performance, wear resistance, and noise performance.

Invention Tire 2 has the belt structure shown in FIG. 1, the sectional width SW of the tire is 155 mm, the outer diameter of the tire is 704.5 mm, the ratio Wc/W4, in detail the ratio of the width We of the high-rigidity region C to the width W4 of the circumferential belt layer 4a, is 0.28, and the cord angle with respect to the tire circumferential direction of the inclined belt layer 3a, 3b is 70°.

Comparative Tire 2-2 has the same structure as the Invention Tire 2 except that the Comparative Tire 2-2 does not have the circumferential belt layer 4b.

Comparative Tire 2-1 has the same structure as Invention Tire 1-1 except that the Comparative Tire 2-1 does not have the circumferential belt layer 4b and the cord angle with respect to the tire circumferential direction of the inclined belt layer 3a, 3b is 30°.

Conventional Tire 2 has the same structure as the Invention Tire 2, except that the Conventional Tire 2 does not comprise the circumferential belt layer 4b, and the sectional width SW of the tire is 195 mm, the outer diameter of the tire is 634.5 mm, and the cord angle with respect to the tire circumferential direction of the inclined belt 3a, 3b is 30°. That is, Conventional Tire 2 has wider width and smaller diameter than Invention Tire 2 and Comparative Tire 2-1, 2-2.

The steering stability performance of each test tire was evaluated in the same manner as Example 1. The results are represented in Table 2 as indices with the evaluation result of the Conventional Tire 2 set as 100, and the larger index means the better performance.

The rolling resistance performance of each test tire was evaluated in the same manner as Example 1. The results are represented in Table 2 as indices with the value of rolling resistance of the Conventional Tire 2 set as 100, and the smaller index means the better performance.

Each test tire was mounted on a drum test machine specified in JIS D4230, and the wear resistance performance was evaluated by measuring and comparing the wear volume of a shoulder portion of a tire tread after traveling the tires for 10000 km at a constant speed under the load of 4 kN. The results are represented in Table 2 as indices with the wear volume in the tread shoulder region of the Conventional Tire 2 set as 100, and the smaller index means the better performance.

Noise performance of each test tire was evaluated in the same manner as Examples 1. The results are represented in Table 2 as indices with the noise reduction effect of the Conventional Tire 2 set as 100, and the smaller index means the better performance.

TABLE 2

Conv. 2
Comp. 2-1
Comp. 2-2
Inv. 2

Tire Size
195/65R15
155/55R21

SW(mm)
195
155
155
155

OD(mm)
634.5
704.5
704.5
704.5

Condition (i)
Not Satisfied
Satisfied
Satisfied
Satisfied

Wc/W4
—
—
—
0.28

Cord Angle of Inclined
30°
30°
70°
70°

Belt Layer

Steering stability
100
98
105
105

Performance

Rolling Resistance
100
60
50
53

Performance

Anti-Wear
100
108
96
94

Performance

Noise Performance

100
108
102

Table 2 shows that the rolling resistance is reduced in the tires according to the present invention, while the anti-wear performance, noise performance and steering stability performance are well maintained in comparison with the comparative tires conventional tires.

REFERENCE SIGNS

1 bead core

2 Carcass

3
a, 3b Inclined belt layer

3 Inclined layer

4
a, 4b Circumferential belt layer

4 Circumferential belt

6 Tread

7 Application rim

10, 20, 30, 40 Pneumatic tire

CL Tire equation

C High-rigidity region

TW Contact width of tread

SW Sectional width of tire

PNEUMATIC TIRE

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