Patent Application
20230158835
The present invention relates to a tire provided with a belt layer in a tread portion and the belt layer thereof.
Conventionally, tires using belt cords made of steel single wires each having a flat cross-sectional shape in the belt layer have been known. For example, Patent Document 1 below has proposed a pneumatic tire that maintains good durability against belt breakage by embedding a belt layer with an array of single-wire steel wires having a flat cross-sectional shape.
Japanese Unexamined Patent Application Publication No. 2018-058515
However, the distance between the single-wire steel wires in the pneumatic tire of Patent Document 1 is small, and cracks generated in the area can grow and damage the belt layer, therefore, there has been a demand for further improvement in durability performance.
The present invention has been made in view of the above, and a primary object thereof is to provide a tire provided with a belt layer capable of improving steering stability performance, ride comfort performance, and the durability performance in a good balance and to provide the belt layer thereof.
The present invention is a tire including a tread portion and a belt layer disposed in the tread portion, wherein the belt layer includes at least one belt ply, the belt ply includes a plurality of belt cords including a steel single wire having a flat cross-sectional shape, and in at least one of the belt cords, the steel single wire has a short diameter direction inclined at an angle of less than 90 degrees with respect to a thickness direction of the belt ply.
In the present invention, it is preferred that the belt cords are inclined at an angle of 5 to 45 degrees.
In the present invention, it is preferred that the belt cords are inclined at an angle of 10 to 35 degrees.
In the present invention, it is preferred that the steel single wire has a short diameter (SD) of 0.15 to 0.42 mm in the cross-sectional shape.
In the present invention, it is preferred that the steel single wire has a ratio (SD/LD) of 0.70 or less between a short diameter (SD) and a long diameter (LD) in the cross-sectional shape.
In the present invention, it is preferred that the steel single wire has a ratio (SD/LD) of 0.50 or more between a short diameter (SD) and a long diameter (LD) in the cross-sectional shape.
In the present invention, it is preferred that the belt cords include a first belt cord having the steel single wire having the short diameter direction inclined to a first side with respect to the thickness direction of the belt ply and a second belt cord having the steel single wire having the short diameter direction inclined to a second side opposite to the first side with respect to the thickness direction of the belt ply.
In the present invention, it is preferred that the steel single wire of the first belt cord and the steel single wire of the second belt cord are inclined at the same angle to opposite sides to each other.
In the present invention, it is preferred that the belt cords further include a third belt cord having the steel single wire having the short diameter direction oriented along the thickness direction of the belt ply.
In the present invention, it is preferred that five belt cords adjacent in the tire axial direction include at least one first belt cord and at least one second belt cord.
In the present invention, it is preferred that the belt ply includes a topping rubber covering the belt cords, and the topping rubber has a complex elastic modulus (E*) at 70° C. of 7 to 20 MPa.
The present invention is a belt layer disposed in a tread portion including at least one belt ply, wherein the belt ply includes a plurality of belt cords including a steel single wire having a flat cross-sectional shape, and in at least one of the belt cords, the steel single wire has a short diameter direction inclined at an angle of less than 90 degrees with respect to a thickness direction of the belt ply.
In the tire of the present invention, the belt ply includes a plurality of the belt cords including the steel single wire having the flat cross-sectional shape, and in at least one of the belt cords, the steel single wire has the short diameter direction inclined at the angle of less than 90 degrees with respect to the thickness direction of the belt ply.
It is possible that the belt ply configured as such increases the distance between the steel single wires, therefore, stress in the portion is relieved, thereby, the occurrence of cracks in the portion is suppressed, therefore, it is possible that the durability performance is improved. Thereby, it is possible that the tire of the present invention improves the steering stability performance, the ride comfort performance, and the durability performance in a good balance.
In the belt layer of the present invention, the belt ply includes a plurality of the belt cords including the steel single wire having the flat cross-sectional shape, and in at least one of the belt cords, the steel single wire has the short diameter direction inclined at the angle of less than 90 degrees with respect to the thickness direction of the belt ply.
It is possible that the belt ply configured as such increases the distance between the steel single wires, therefore, stress in the portion is relieved, thereby, the occurrence of cracks in the portion is suppressed, therefore, it is possible that the durability performance is improved. Thereby, it is possible that the belt layer of the present invention improves the steering stability performance, the ride comfort performance, and the durability performance in a good balance.
An embodiment of the present invention will now be described in conjunction with accompanying drawings.
Here, in the case where the tire 1 is a rubber pneumatic tire, the “standard state” is a state in which the tire 1 is mounted on a standard rim, inflated to a standard inner pressure, and loaded with no tire load. In the following, unless otherwise mentioned, the dimensions of various parts of the tire 1 are the values measured in this standard state.
The “standard rim” is a wheel rim specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the “normal wheel rim” in JATMA, “Design Rim” in TRA, and “Measuring Rim” in ETRTO.
The “standard inner pressure” is air pressure specified for the concerned tire by a standard included in a standardization system on which the tire is based, for example, the maximum air pressure in JATMA, maximum value listed in the “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” table in TRA, and “INFLATION PRESSURE” in ETRTO.
As shown in
The carcass 6 includes at least one carcass ply, in the present embodiment one carcass ply 6A. The carcass ply 6A includes carcass cords (not shown) arranged at an angle of 75 to 90 degrees with respect to a tire circumferential direction, for example. Organic fiber cords such as aromatic polyamide or rayon and the like can be employed as the carcass cords, for example.
The carcass ply 6A includes a main body portion (6a) extending between the pair of the bead cores 5, and turned-up portions (6b) connected to the main body portion (6a) and each turned up from the inside to the outside in a tire axial direction around a respective one of the bead cores 5, for example. A bead apex rubber 8 extending outward in a tire radial direction from each of the bead cores 5 is disposed between the main body portion (6a) and each of the turned-up portions (6b) of the carcass ply 6A, for example.
The belt layer 7 includes at least one belt ply, in the present embodiment two belt plies 9. The two belt plies 9 include a first belt ply 9A arranged radially inside and a second belt ply 9B arranged radially outside the first belt ply 9A, for example. The belt layer 7 configured a such increases rigidity of the tread portion 2, therefore, it is possible that the durability performance of the tire 1 is improved.
In at least one of the belt cords 10 of the present embodiment, a short diameter direction of the steel single wire 11 is inclined at an angle θ of less than 90 degrees with respect to a thickness direction of the belt ply 9. The belt plies 9 configured as such can increase the distance between the steel single wires 11, therefore, stress in the area is relieved, thereby, the occurrence of delamination originating from edges of the belt plies 9 is suppressed, therefore, it is possible that the durability performance of the tire 1 is improved. Thereby, it is possible that the tire 1 of the present embodiment improves the steering stability performance, the ride comfort performance, and the durability performance in a good balance.
From such a point of view, the angle θ of the belt cords 10 is more preferably in the range of 5 to 45 degrees, and even more preferably in the range of 10 to 35 degrees. Each of the belt cords 10 is inclined at the same angle θ, for example. The angle θ of the belt cords 10 may be different for each of the steel single wires 11.
When the angle θ of the belt cords 10 is different for each of the steel single wires 11, it is preferred that the average value of the angles θ of the steel single wires 11 is within the above ranges, and it is more preferred that the angle θ of each of the steel single wires 11 is within the above ranges. It is possible that the belt plies 9 containing the steel single wires 11 configured as such significantly improve the durability performance of the tire 1 while good steering stability performance and good ride comfort performance of tire 1 are maintained.
It is preferred that each of the steel single wires 11 has a short diameter SD in the cross-sectional shape of 0.15 to 0.42 mm. Since the short diameter SD of each of the steel single wires 11 is 0.15 mm or more, the strength of the steel single wires 11 is maintained, therefore, it is possible that the durability performance of the tire 1 is improved. Since the short diameter SD of each of the steel single wires 11 is 0.42 mm or less, excessive increase in the rigidity of the belt layer 7 is suppressed, therefore, it is possible that the ride comfort performance is improved.
In the cross-sectional shape of each of the steel single wires 11, it is preferred that a ratio (SD/LD) of the short diameter SD and a long diameter LD is 0.70 or less. Since the ratio (SD/LD) of the steel single wires 11 is 0.70 or less, excessive increase in the rigidity of the belt layer 7 is suppressed, therefore, it is possible that the ride comfort performance of the tire 1 is improved.
In the cross-sectional shape of each of the steel single wires 11, it is preferred that the ratio (SD/LD) of the short diameter SD and the long diameter LD is 0.50 or more. Since the ratio (SD/LD) of the steel single wires 11 is 0.50 or more, it is possible that the length of the short diameter SD is increased, and as a result, the strength of the steel single wires 11 is maintained, thereby, it is possible that the durability performance of the tire 1 is improved.
The belt cords 10 include first belt cords 10A in which the short diameter direction of the steel single wires 11 is inclined to a first side with respective to the thickness direction of the belt ply 9, for example. It is preferred that the belt cords 10 further include second belt cords 10B in which the short diameter direction of the steel single wires 11 is inclined to a second side opposite to the first side with respective to the thickness direction of the belt ply 9. In the belt plies 9 configured as such, the direction of stress associated with the inclination of steel single wires 11 is equalized, therefore, it is possible that the steering stability performance in the tire axial direction is improved.
The second belt cords 10B of the present embodiment are inclined to the opposite side to the first belt cords 10A at the same angle θ as the first belt cords 10A. In other words, the steel single wires 11 of the first belt cords 10A and the steel single wires 11 of the second belt cords 10B are inclined in opposite sides with the same angle θ.
In the case in which the angle θ is different for each of the steel single wires 11, it is preferred that the average value of the angles θ of the steel single wires 11 in the first belt cords 10A and the average value of the angles θ of the steel single wires 11 in the second belt cords 10B are substantially equal. It is possible that the belt cords 10 configured as such further improve the steering stability performance in the tire axial direction.
It is preferred that the topping rubber 12 has a complex elastic modulus (E*) at 70° C. in the range of 7 to 20 MPa. Since the complex elastic modulus (E*) of the topping rubber 12 is 7 MPa or more, the distortion of the topping rubber 12 is suppressed, therefore, it is possible that the durability performance of the tire 1 is improved. Since the complex elastic modulus (E*) of the topping rubber 12 is 20 MPa or less, excessive increase in the rigidity of the belt layer 7 is suppressed, therefore, it is possible that the ride comfort performance of the tire 1 is improved.
Here, the complex elastic modulus (E*) at 70° C. of the topping rubber 12 was measured in accordance with Japanese Industrial Standard JIS-K6394 under the following conditions by using a dynamic viscoelasticity measurement device (EPLEXOR series) manufactured by GABO QUALIMETER Testanlagen GmbH.
The rubber composition of the topping rubber 12 is not particularly limited in its formulation as long as the complex elastic modulus (E*) is within the above range. The rubber components used in the topping rubber 12 include, for example, natural rubber (NR), isoprene-based rubber such as isoprene rubber (IR), and diene-based rubber such as butadiene rubber (BR), styrene-butadiene rubber (SBR), styrene-isoprene-butadiene rubber (SIBR), chloroprene rubber (CR), acrylonitrile butadiene rubber (NBR) and the like. As the rubber component of the topping rubber 12, natural rubber (NR) or natural rubber (NR) combined with isoprene rubber (IR) is preferred from the point of view of the durability performance.
The topping rubber 12 may contain additional cobalt organic acid salts, for example. The cobalt organic acid salts include, for example, cobalt stearate, cobalt naphthenate, cobalt neodecanoate, cobalt boron tri-neodecanoate, and the like. The topping rubber 12 configured as such is cross-linked with belt cords 10 by cobalt elements during vulcanization molding, therefore, it is possible that the adhesion of the topping rubber 12 with the belt cords 10 is improved.
In the first belt cords 10A of the present embodiment, the short diameter direction of the steel single wires 11 is inclined to the first side at a first angle θ1 of less than 90 degrees with respect to the thickness direction of the belt plies 9. Further, in the second belt cords 10B, the short diameter direction of the steel single wires 11 is inclined to the second side at a second angle θ2 of less than 90 degrees with respect to the thickness direction of the belt plies 9.
In the third belt cords 10C, it is preferred that the short diameter direction of the steel single wires 11 is inclined at a third angle θ3 of within ±5 degrees with respect to the thickness direction of the belt plies 9. The belt plies 13 configured as such have a good-balanced bending rigidity, therefore, it is possible that the steering stability performance, the ride comfort performance, and the durability performance of the tire 1 are improved in a good balance.
In the present embodiment, the first angle θ1 of the first belt cords 10A and the second angle θ2 of the second belt cords 10B are substantially equal. If the number of the first belt cords 10A is equal to the number of the second belt cords 10B, it is preferred that the average value of the first angles θ1 is at least equal to the average value of the second angles θ2. It is possible that the belt plies 13 including the belt cords 10 configured as such further improve the steering stability performance in the tire axial direction.
As shown in
While detailed description has been made of an especially preferred embodiment of the present invention, the present invention can be embodied in various forms without being limited to the illustrated embodiments.
Tires having the tire meridian cross section shown in
Test vehicle: front wheel drive mid-size passenger car
Tire size: 195/65R15
Tire inner pressure: 230 kPa
While a test driver alone drove the test vehicle with the test tires mounted on all wheels thereof on a test course, the test driver evaluated the steering stability performance by the test driver’s feeling. The results are indicated by an index based on Reference 1 being 100, wherein a larger numerical value shows better steering stability performance.
While the test driver alone drove the test vehicle with the test tires mounted on all wheels thereof on the test course, the test driver evaluated the ride comfort performance by the test driver’s feeling. The results are indicated by an index based on Reference 1 being 100, wherein a larger numerical value shows better ride comfort performance.
The test tires were mounted on a bench durability testing machine and the running distance until the tires were damaged was measured. The results are indicated by an index based on Reference 1 being 100, wherein the larger the numerical value, the longer the running distance is, which shows better durability performance.
As an overall evaluation of the steering stability performance, the ride comfort performance, and the durability performance, the average values of the steering stability performance, the ride comfort performance, and the durability performance were calculated. The results are indicated by an index based on Reference 1 being 100, wherein a larger numerical value shows that the steering stability performance, the ride comfort performance, and the durability performance are improved in a better balance.
The test results are shown in Table 1 and Table 2.
From the test results, it was confirmed that the tires in Examples were capable of improving the steering stability performance, the ride comfort performance, and the durability performance in a good balance compared with the tires in References.
1
2
7
9
10
11
| Number | Date | Country | Kind |
|---|---|---|---|
| 2019-234856 | Dec 2019 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2020/040070 | 10/26/2020 | WO |
