WO2020121572A1 - Pneumatique radial pour véhicule à passagers - Google Patents

Pneumatique radial pour véhicule à passagers Download PDF

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Publication number
WO2020121572A1
WO2020121572A1 PCT/JP2019/027044 JP2019027044W WO2020121572A1 WO 2020121572 A1 WO2020121572 A1 WO 2020121572A1 JP 2019027044 W JP2019027044 W JP 2019027044W WO 2020121572 A1 WO2020121572 A1 WO 2020121572A1
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Prior art keywords
tire
width direction
noise
tire width
noise suppressor
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PCT/JP2019/027044
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English (en)
Japanese (ja)
Inventor
勲 桑山
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Bridgestone Corp
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Bridgestone Corp
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Publication of WO2020121572A1 publication Critical patent/WO2020121572A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C3/00—Tyres characterised by the transverse section
    • B60C3/04—Tyres characterised by the transverse section characterised by the relative dimensions of the section, e.g. low profile
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C5/00—Inflatable pneumatic tyres or inner tubes

Definitions

  • the present invention relates to a pneumatic radial tire for passenger cars.
  • Patent Document 1 The applicant has proposed various narrow and large-diameter pneumatic radial tires for passenger cars in which the tire cross-section width SW and the tire outer diameter OD have a predetermined relationship (for example, Patent Document 1).
  • the above noise suppressor when the above noise suppressor is provided on the inner surface of the tire, heat is absorbed in the noise suppressor, for example, after running for a long time, the adhesive layer that bonds the noise suppressor and the inner surface of the tire melts, In some cases, the durability of the tire is deteriorated, such that the noise suppressor is peeled off from the inner surface of the tire, or the tire member is easily damaged.
  • an object of the present invention is to provide a pneumatic radial tire for passenger cars, which has improved tire durability.
  • the pneumatic radial tire for passenger cars of the present invention is A torus-shaped carcass consisting of a ply of a radial array cord is provided between the pair of bead portions in a toroidal shape.
  • the sectional width SW of the tire is less than 165 (mm), the ratio SW/OD of the sectional width SW of the tire and the outer diameter OD is 0.26 or less,
  • the inner surface of the tire is provided with one or more noise dampers,
  • the tire width direction center of the tire width direction center 50% between the ground contact ends is defined as the center area, and the center area
  • the tire width direction regions of 25% on both sides in the tire width direction are set as shoulder regions, The sound damper is not in contact with or adhered to the inner surface of the tire in the center region.
  • the "rim” is an industrial standard that is effective in regions where tires are produced and used.
  • JATMA Joint Automobile Tire Association
  • ETRTO European Tire and Rim
  • STANDARDS MANUAL of ETRTO, or STANDARDS MANUAL of standard size described in YEAR BOOK of TRA (The Tire and Rim Association, Inc.) in the United States, STANDARDS MANUAL of ETRA , TRA's YEAR BOOK Design Rim) i.e., the above-mentioned "rim” includes, in addition to the current size, a size that may be included in the industry standard in the future.
  • the width corresponding to the bead width of the tire Refers to the rim.
  • the "specified internal pressure” refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity of a single wheel in the applicable size and ply rating described in JATMA, etc.
  • the “specified internal pressure” means the air pressure (maximum air pressure) corresponding to the maximum load capacity specified for each vehicle in which the tire is mounted.
  • the “maximum load capacity” described later means a load corresponding to the maximum load capacity.
  • ground contact edge means both ends in the tire width direction of the ground contact surface that comes into contact with the road surface when the tire is incorporated into a rim, the specified internal pressure is filled, and the maximum load is applied.
  • the pneumatic radial tire for passenger cars of the present invention is A torus-shaped carcass consisting of a ply of a radial array cord is provided between the pair of bead portions in a toroidal shape.
  • the sectional width SW of the tire is 165 (mm) or more, and the sectional width SW (mm) and the outer diameter OD (mm) of the tire are expressed by a relational expression, OD (mm) ⁇ 2.135 ⁇ SW (mm)+282.3
  • the inner surface of the tire is provided with one or more noise dampers,
  • the tire width direction center of the tire width direction center 50% between the ground contact ends is defined as the center area, and the center area
  • the sound damper is not in contact with or adhered to the inner surface of the tire in the center region
  • the pneumatic radial tire for passenger cars of the present invention is A torus-shaped carcass consisting of a ply of a radial array cord is provided between the pair of bead portions in a toroidal shape.
  • the sectional width SW (mm) and outer diameter OD (mm) of the tire are expressed by a relational expression, OD (mm) ⁇ -0.0187 x SW (mm) 2 +9.15 x SW (mm)-380
  • the inner surface of the tire is provided with one or more noise dampers,
  • the tire width direction center of the tire width direction center 50% between the ground contact ends is defined as the center area, and the center area
  • the sound damper is not in contact with or adhered to the inner surface of the tire in the center region.
  • FIG. 3 is a cross-sectional view in the tire width direction showing a pneumatic radial tire for passenger cars according to an embodiment of the first to third aspects of the present invention. It is a figure which shows typically the contact pressure distribution of the tire of a normal tire size. It is a figure which shows typically the contact pressure distribution of a narrow width and large diameter tire.
  • FIG. 4 is a sectional view in the tire width direction showing a pneumatic radial tire for passenger cars according to another embodiment of the first to third aspects of the present invention.
  • FIG. 3 is a sectional view in the tire width direction showing a pneumatic radial tire for passenger cars according to another embodiment of the first to third aspects of the present invention.
  • FIG. 6 is a sectional view in the tire width direction showing a pneumatic radial tire for passenger cars according to still another embodiment of the first to third aspects of the present invention.
  • FIG. 1 is a schematic diagram showing a sectional width SW and an outer diameter OD of a tire.
  • a pneumatic radial tire for passenger cars (hereinafter, also simply referred to as a tire) according to an embodiment of the first aspect of the present invention has a tire sectional width SW of less than 165 (mm), and a tire sectional width SW and an outer diameter.
  • the ratio SW/OD with OD is 0.26 or less, and the shape is narrow and large in diameter.
  • the rolling resistance can be reduced by suppressing the deformation of the tread rubber near the ground contact surface of the tire, which can improve the fuel economy of the tire.
  • the SW/OD is preferably 0.25 or less, more preferably 0.24 or less.
  • the above ratio is preferably satisfied when the internal pressure of the tire is 200 kPa or more, more preferably 220 kPa or more, and more preferably 280 kPa or more. Is more preferable. This is because the rolling resistance can be reduced.
  • the above ratio is preferably satisfied when the internal pressure of the tire is 350 kPa or less. This is because the riding comfort can be improved.
  • the sectional width SW of the tire is preferably 105 mm or more, more preferably 125 mm or more, and further preferably 135 mm or more in the range satisfying the above ratio. It is preferably 145 mm or more and particularly preferably.
  • the sectional width SW of the tire is preferably 155 mm or less in the range satisfying the above ratio from the viewpoint of reducing the air resistance.
  • the outer diameter OD of the tire is preferably 500 mm or more, more preferably 550 mm or more, and further preferably 580 mm or more in the range satisfying the above ratio. ..
  • the outer diameter OD of the tire is preferably 800 mm or less, more preferably 720 mm or less, and further preferably 650 mm or less in the range satisfying the above ratio. It is preferably 630 mm or less, and particularly preferably 630 mm or less. Further, from the viewpoint of reducing rolling resistance, the rim diameter is preferably 16 inches or more, and more preferably 17 inches or more when the sectional width SW and the outer diameter OD of the tire satisfy the above ratio. More preferably, it is 18 inches or more.
  • the rim diameter is preferably 22 inches or less, and more preferably 21 inches or less when the sectional width SW and the outer diameter OD of the tire satisfy the above ratio. 20 inches or less is more preferable, and 19 inches or less is particularly preferable. Further, the flatness of the tire is more preferably 45 to 70, and further preferably 45 to 65 when the sectional width SW and the outer diameter OD of the tire satisfy the above ratios.
  • the specific tire size is not particularly limited, but as an example, 105/50R16, 115/50R17, 125/55R20, 125/60R18, 125/65R19, 135/45R21, 135/55R20, 135/60R17.
  • the tire of one embodiment in the second aspect of the present invention has a tire cross-section width SW of 165 (mm) or more, and the tire cross-section width SW (mm) and outer diameter OD (mm) are expressed by a relational expression, OD (mm) ⁇ 2.135 ⁇ SW (mm)+282.3 It has a narrow width and a large diameter.
  • the sectional width SW and the outer diameter OD of the tire satisfy the above relational expression, and the ratio SW/OD is preferably 0.26 or less, and is 0.25 or less. More preferably, it is more preferably 0.24 or less.
  • the above relational expression and/or ratio is preferably satisfied when the internal pressure of the tire is 200 kPa or more, more preferably 220 kPa or more, and more preferably 280 kPa or more. More preferably, it is satisfied. This is because the rolling resistance can be reduced. On the other hand, it is preferable that the above relational expressions and/or ratios are satisfied when the internal pressure of the tire is 350 kPa or less. This is because the riding comfort can be improved.
  • the sectional width SW of the tire is preferably 175 mm or more, and more preferably 185 mm or more, in the range satisfying the above relational expression, from the viewpoint of ensuring the ground contact area.
  • the sectional width SW of the tire is preferably 230 mm or less, more preferably 215 mm or less, and more preferably 205 mm or less in the range satisfying the above relational expression. More preferably, it is particularly preferably 195 mm or less.
  • the outer diameter OD of the tire is preferably 630 mm or more, and more preferably 650 mm or more, in the range satisfying the above relational expression.
  • the outer diameter OD of the tire is preferably 800 mm or less, more preferably 750 mm or less, and even more preferably 720 mm or less in the range satisfying the above relational expression.
  • the rim diameter is preferably 18 inches or more, and more preferably 19 inches or more when the sectional width SW and the outer diameter OD of the tire satisfy the above relational expressions. ..
  • the rim diameter is preferably 22 inches or less, and more preferably 21 inches or less when the tire sectional width SW and the outer diameter OD satisfy the above relational expressions.
  • the aspect ratio of the tire is preferably 45 to 70, and more preferably 45 to 65 when the sectional width SW and the outer diameter OD of the tire satisfy the above relational expressions.
  • the specific tire size is not particularly limited, but as an example, 165/45R22, 165/55R18, 165/55R19, 165/55R20, 165/55R21, 165/60R19, 165/65R19, 165/70R18. 175/45R23, 175/55R19, 175/55R20, 175/55R22, 175/60R18, 185/45R22, 185/50R20, 185/55R19, 185/55R20, 185/60R19, 185/60R20, 195/50R20, 195 /55R20, 195/60R19, 205/50R21, 205/55R20, 215/50R21.
  • the sectional width SW (mm) and the outer diameter OD (mm) of the tire are expressed by a relational expression, OD (mm) ⁇ -0.0187 x SW (mm) 2 +9.15 x SW (mm)-380 It has a narrow width and a large diameter.
  • the air resistance can be reduced and the rolling resistance can be reduced, whereby the fuel efficiency of the tire can be improved.
  • the sectional width SW and the outer diameter OD of the tire satisfy the above relational expression, and the ratio SW/OD is preferably 0.26 or less, and is 0.25 or less. More preferably, it is more preferably 0.24 or less.
  • the above relational expression and/or ratio is preferably satisfied when the internal pressure of the tire is 200 kPa or more, more preferably 220 kPa or more, and more preferably 280 kPa or more. More preferably, it is satisfied. This is because the rolling resistance can be reduced. On the other hand, it is preferable that the above relational expressions and/or ratios are satisfied when the internal pressure of the tire is 350 kPa or less. This is because the riding comfort can be improved.
  • the tire cross-section width SW is preferably 105 mm or more, more preferably 125 mm or more, and more preferably 135 mm or more in the range satisfying the above relational expression. More preferably, it is more preferably 145 mm or more.
  • the sectional width SW of the tire is preferably 230 mm or less, more preferably 215 mm or less, and more preferably 205 mm or less in the range satisfying the above relational expression. More preferably, it is particularly preferably 195 mm or less.
  • the outer diameter OD of the tire is preferably 500 mm or more, more preferably 550 mm or more, and further preferably 580 mm or more in the range satisfying the above relational expression.
  • the outer diameter OD of the tire is preferably 800 mm or less, more preferably 750 mm or less, and even more preferably 720 mm or less in the range satisfying the above relational expression. More preferable.
  • the rim diameter is preferably 16 inches or more, and more preferably 17 inches or more when the sectional width SW and the outer diameter OD of the tire satisfy the above relational expressions. And more preferably 18 inches or more.
  • the rim diameter is preferably 22 inches or less, and more preferably 21 inches or less when the tire sectional width SW and the outer diameter OD satisfy the above relational expressions. It is preferably 20 inches or less. Further, the flatness of the tire is more preferably 45 to 70, and further preferably 45 to 65, when the sectional width SW and the outer diameter OD of the tire satisfy the above relational expressions.
  • the specific tire size is not particularly limited, but as an example, 105/50R16, 115/50R17, 125/55R20, 125/60R18, 125/65R19, 135/45R21, 135/55R20, 135/60R17.
  • FIG. 2 is a sectional view in the tire width direction showing a pneumatic radial tire for passenger cars according to an embodiment of the first to third aspects of the present invention.
  • FIG. 2 shows a cross-section in the width direction of the tire when the tire is incorporated into a rim, a specified internal pressure is filled, and no load is applied.
  • the tire 1 is provided with a carcass 3 made of a ply of a radial arrangement cord, which extends in a toroidal manner between a pair of bead portions 2.
  • the tire 1 is provided with a belt 4 and a tread 5, which are two layers of belt layers 4a and 4b in the illustrated example, in that order on the tire radial outside of the carcass 3.
  • a bead core 2a is embedded in each of the pair of bead portions 2.
  • the cross-sectional shape and the material of the bead core 2a are not particularly limited, and the bead core 2a may have a configuration normally used in a pneumatic radial tire for passenger cars.
  • the bead core 2a may be divided into a plurality of small bead cores.
  • the bead core 2a may be omitted.
  • the tire 1 in the illustrated example has a bead filler 2b having a substantially triangular cross section on the tire radial outside of the bead core 2a.
  • the cross-sectional shape of the bead filler 2b is not limited to this example, and the material is not particularly limited. Alternatively, it is possible to reduce the weight of the tire by using the configuration without the bead filler 2b.
  • the tire width direction cross-sectional area S1 of the bead filler 2b is preferably 1 to 4 times the tire width direction cross-sectional area S2 of the bead core 2a.
  • the ratio Ts/Tb of the gauge Ts of the sidewall portion and the bead width (width of the bead portion 2 in the tire width direction) Tb at the tire radial center of the bead core 2a is preferably 15% or more and 40% or less. ..
  • the ratio Ts/Tb By setting the ratio Ts/Tb to 15% or more, the rigidity of the sidewall portion can be secured.
  • the ratio Ts/Tb to 40% or less, the tire can be made lighter and the fuel economy can be improved.
  • the gauge Ts is the sum of the thicknesses of all the members such as rubber, the reinforcing member, and the inner liner (however, even when the noise suppressor is arranged on the inner surface of the sidewall portion, the thickness of the noise suppressor is Not included).
  • the “sidewall portion” refers to a tire radial direction region outside the ground contact end E in the tire width direction and extending from the ground contact end E to the tire radial outer end of the bead portion.
  • the distance between the innermost end and the outermost end in the tire width direction of all the small bead cores is Tb.
  • the ratio Ts/Tc of the gauge Ts of the sidewall portion at the tire maximum width position and the diameter Tc of the carcass cord is 5 or more and 10 or less.
  • the ratio Ts/Tc is 5 or more and 10 or less.
  • the maximum tire width position is, for example, in the range of 50% to 90% in terms of tire cross-sectional height from the bead base line (imaginary line that passes through the bead base and is parallel to the tire width direction) to the tire radial outside. Can be provided.
  • the "bead portion” refers to a portion in the tire radial region from the rim baseline to the tire radial outermost end of the bead filler when it has a bead filler, and when it does not have a bead filler, The portion in the tire radial direction region from the baseline to the tire radial outermost end of the bead core.
  • the tire 1 may have a structure having a rim guard.
  • the bead portion 2 may be further provided with an additional member such as a rubber layer or a cord layer for the purpose of reinforcement or the like.
  • Such an additional member can be provided at various positions with respect to the carcass 3 and the bead filler 2b.
  • the carcass 3 is composed of one carcass ply.
  • the number of carcass plies is not particularly limited, and may be two or more.
  • the carcass 3 includes a carcass body portion 3a that straddles between the pair of bead portions 2 in a toroidal shape, and a folded portion 3b that is folded from the carcass body portion 3a around the bead core 2a.
  • the carcass folded-back portion 3b may be wound around the bead core 2a or may be sandwiched between a plurality of divided small bead cores.
  • the end 3c of the carcass folded-back portion 3b is located outside the tire radial direction outer end of the bead filler 2b in the tire radial direction and inside the tire maximum width position in the tire radial direction.
  • the end 3c of the carcass folded-back portion 3b may be located on the tire radial direction inner side from the tire radial direction outer end of the bead filler 2b, or on the tire radial direction outer side from the tire maximum width position. It may be located.
  • the end 3c of the carcass folded-back portion 3b is positioned inside the tire width direction from the end of the belt 4 (for example, the end of the belt layer 4b) so as to be located between the carcass body 2a and the belt 4 in the tire radial direction. It may also be an envelope structure. Further, when the carcass 3 is composed of a plurality of carcass plies, the positions (for example, tire radial direction positions) of the ends 3c of the carcass folded-back portions 3b may be the same or different between the carcass plies. .
  • the number of cords to be driven into the carcass 3 is not particularly limited, but may be, for example, 20 to 60 cords/50 mm. Further, various structures can be adopted for the carcass line.
  • the carcass maximum width position can be brought closer to the bead portion 2 side or the tread 5 side in the tire radial direction.
  • the carcass maximum width position can be provided outside the bead base line in the tire radial direction in the range of 50% to 90% in terms of the tire cross-sectional height.
  • the “radial arrangement” is 85° or more with respect to the tire circumferential direction, and preferably 90° with respect to the tire circumferential direction.
  • the tire according to the present embodiment preferably has one or more inclined belt layers formed of rubberized layers of cords that extend obliquely with respect to the tire circumferential direction, and is a compromise between weight reduction and suppression of ground plane shape distortion. It is most preferable to have two layers.
  • the belt layer may be a single layer from the viewpoint of weight reduction, or may be three or more layers from the viewpoint of suppressing distortion of the ground contact surface shape.
  • the width in the tire width direction of the belt layer 4b on the tire radial direction outer side is smaller than the width of the belt layer 4a on the tire radial direction inner side in the tire width direction. ..
  • the width in the tire width direction of the belt layer 4b on the outer side in the tire radial direction can be made larger than or the same as the width of the belt layer 4a on the inner side in the tire radial direction in the tire width direction.
  • the width of the belt layer having the largest width in the tire width direction (the belt layer 4a in the illustrated example) in the tire width direction is preferably 90 to 115% of the ground contact width, and 100 to 105% of the ground contact width. Particularly preferred.
  • the "ground contact width” means the distance in the tire width direction between the ground contact ends E on the ground contact surface.
  • the belt cord of the belt layers 4a and 4b it is most preferable to use a metal cord, particularly a steel cord, as the belt cord of the belt layers 4a and 4b, but an organic fiber cord can also be used.
  • the steel cord is mainly composed of steel and may contain various trace contents such as carbon, manganese, silicon, phosphorus, sulfur, copper and chromium.
  • the belt cords of the belt layers 4a and 4b may be monofilament cords, cords in which a plurality of filaments are aligned, or cords in which a plurality of filaments are twisted.
  • Various twist structures can be adopted, and the cross-sectional structure, twist pitch, twist direction, and distance between adjacent filaments can be various.
  • the inclination angle of the belt cords of the belt layers 4a and 4b is preferably 10° or more with respect to the tire circumferential direction.
  • the inclination angle of the belt cords of the belt layers 4a and 4b is a high angle, specifically 20° or more, preferably 35° or more, and particularly 55° to the tire circumferential direction with respect to the tire circumferential direction. It is preferably in the range of 85°.
  • the inclination angle is set to 20° or more (preferably 35° or more), the rigidity in the tire width direction can be increased, and particularly the steering stability performance during cornering can be improved. Also, it is possible to reduce the shear deformation of the interlayer rubber and reduce the rolling resistance.
  • the tire according to the present embodiment has a configuration in which one or more circumferential belt layers including cords extending substantially along the tire circumferential direction are not provided outside the belt 4 in the tire radial direction.
  • a configuration in which a circumferential belt composed of one or more circumferential belt layers can be provided outside the belt 4 in the tire radial direction.
  • the belt cords of the belt layers 4a and 4b forming the belt 4 have inclination angles ⁇ 1 and ⁇ 2 of 35° or more, it is preferable to provide a circumferential belt, and the circumferential belt is a unit of the center region C.
  • the tire circumferential rigidity per width is preferably higher than the tire circumferential rigidity per unit width of the shoulder region S.
  • a tire width direction area of the tire width direction center 50% between the ground contact ends E is defined as a center area C
  • the tire width direction regions of 25% on both sides in the tire width direction from the center region are defined as shoulder regions S.
  • the tire circumferential rigidity per unit width of the center region C can be made smaller than the tire circumferential rigidity per unit width of the shoulder region S. Can be higher.
  • the circumferential belt layer when the circumferential belt is provided, the circumferential belt layer preferably has high rigidity, and more specifically, the circumferential belt layer is made of a rubberized layer of a cord extending in the tire circumferential direction.
  • the rate is Y (GPa)
  • the number of driving is n (pieces/50 mm)
  • the circumferential belt layer is m layers
  • the cord diameter is d (mm)
  • X Y ⁇ n ⁇ m ⁇ d It is preferable that 1500 ⁇ X ⁇ 225.
  • the inclination angle of the belt cords of the belt layers 4a and 4b with respect to the tire circumferential direction may be a high angle, specifically, 35° or more. preferable.
  • the rigidity in the tire circumferential direction becomes high, which may reduce the ground contact length depending on the tire. Therefore, by using a belt layer with a high angle, it is possible to reduce the out-of-plane bending rigidity in the tire circumferential direction, increase the elongation of the rubber in the tire circumferential direction when the tread deforms, and suppress the decrease in the ground contact length. ..
  • a wavy cord may be used for the circumferential belt layer in order to increase the breaking strength.
  • a high elongation cord (for example, elongation at break of 4.5 to 5.5%) may be used to increase the breaking strength.
  • various materials can be used for the circumferential belt layer, and typical examples are rayon, nylon, polyethylene naphthalate (PEN), polyethylene terephthalate (PET), aramid, glass. Fiber, carbon fiber, steel, etc. can be used. From the viewpoint of weight reduction, organic fiber cords are particularly preferable.
  • the cord of the circumferential belt layer is a monofilament cord, a cord in which a plurality of filaments are aligned, a cord in which a plurality of filaments are twisted, and a different material. It is also possible to use a hybrid cord formed by twisting filaments. Further, in the present embodiment, the number of circumferential belt layers to be driven can be set in a range of 20 to 60 lines/50 mm, but the number is not limited to this range.
  • the circumferential belt layer may have a width in the tire width direction larger or smaller than that of the belt layers 4a and 4b.
  • the width in the tire width direction of the circumferential belt layer is 90% to 110% of the width in the tire width direction of the belt layer (belt layer 4a in the illustrated example) having the largest width in the tire width direction among the belt layers 4a and 4b. It can be %.
  • the circumferential belt layer is configured as a spiral layer.
  • the tread rubber forming the tread 5 is composed of one layer.
  • the tread rubber forming the tread 5 may be formed by laminating a plurality of different rubber layers in the tire radial direction.
  • the plurality of rubber layers those having different tangent loss, modulus, hardness, glass transition temperature, material and the like can be used.
  • the ratio of the thickness of the plurality of rubber layers in the tire radial direction may be changed in the tire width direction, and only the circumferential main groove bottom or the like may be a rubber layer different from the periphery thereof.
  • the tread rubber that constitutes the tread 5 may be formed of a plurality of rubber layers that are different in the tire width direction.
  • the plurality of rubber layers those having different tangent loss, modulus, hardness, glass transition temperature, material, etc. can be used. Further, the ratio of the width in the tire width direction of the plurality of rubber layers may be changed in the tire radial direction, and only in the vicinity of the circumferential main groove, only in the vicinity of the ground contact end, only in the shoulder land portion, only in the center land portion, etc. Only a limited part of the area may be a rubber layer different from the surrounding area. Further, in the present embodiment, in the tire width direction cross section, a straight line parallel to the tire width direction passing through the point P on the tread surface CL of the tire equatorial plane CL is defined as a straight line parallel to the tire width direction passing through the ground contact end E.
  • the ratio L CR /W is preferably 0.045 or less.
  • the tire 1 has three circumferential main grooves 6 extending in the tire circumferential direction. Specifically, one circumferential main groove 6 is provided on the tire equatorial plane CL, and one circumferential main groove 6 is provided in each shoulder region S on both sides in the tire width direction.
  • the groove width (opening width) of the circumferential main groove 6 is not particularly limited, but may be, for example, 2 mm to 5 mm. In the present embodiment, it is preferable to reduce the amount of grooves occupying the tread 5 from the viewpoint of achieving both wet performance and other performance.
  • the groove volume ratio (groove volume V2/tread rubber volume V1) is preferably 30% or less, and the negative ratio (ratio of the groove area to the tread tread area) is 30% or less.
  • the ground contact pressure in the center region C is higher than that in the shoulder region S, so that heat generation in the center region C tends to be relatively large. Therefore, as in the present embodiment, by providing one circumferential main groove 6 in the center region C (on the tire equatorial plane CL in the illustrated example), heat can be efficiently dissipated.
  • the noise suppressor 9 (sponge material) is provided on the inner surface 7 of the tire in the shoulder region S at each half in the tire width direction with the tire equatorial plane CL as the boundary, By having one or more (one in this example) circumferential main groove 6 in each shoulder region S, heat can be efficiently radiated.
  • the tread 5 in a tire in which the rigidity of the center region C in the tire circumferential direction is increased by a belt structure or the like, the tread 5 has a land portion continuous in the tire circumferential direction in a region including at least the tire equatorial plane CL of the tread tread surface.
  • the ground contact length is secured and the cornering performance is improved.
  • the number and arrangement of the circumferential main grooves 6 are not particularly limited to the above example. Further, a widthwise groove extending in the tire widthwise direction, a sipe closed at the time of contact with the ground, and the like can be appropriately provided. Further, from the viewpoint of satisfying both noise performance and wet performance, the cross-sectional area of each circumferential direction main grooves it is preferably set to 24 mm 2 or more 96 mm 2 or less, the number of the time circumferential main groove, two or more is preferably set to five or less, therefore, the sum of the cross-sectional area of the circumferential main groove in the entire tread surface, it is preferable that the 48 mm 2 or more 480 mm 2 or less.
  • the tire 1 of the present embodiment has an inner liner 8 on the inner surface 7 of the tire (also simply referred to as the tire inner surface 7).
  • the inner liner 8 preferably has a thickness of about 1.5 mm to 2.8 mm. This is because the vehicle interior noise of 80 to 100 Hz can be effectively reduced.
  • the air permeability coefficient of the rubber composition constituting the inner liner 8 is 1.0 ⁇ 10 ⁇ 14 cc ⁇ cm/(cm 2 ⁇ s ⁇ cmHg) or more and 6.5 ⁇ 10 ⁇ 10 cc ⁇ cm/(cm 2 ⁇ S ⁇ cmHg) or less is preferable.
  • the inner liner 8 can be formed of a rubber layer mainly containing butyl rubber or a film layer mainly containing resin.
  • a sealant member for preventing air leakage at the time of puncture can be provided in a portion of the tire inner surface 7 where the noise suppressor 9 is not arranged.
  • the tire 1 of the present embodiment is provided with one or more (two in the illustrated example) noise suppressors 9 on the tire inner surface 7 (in this example, the inner surface of the inner liner 8). ..
  • the noise suppressor 9 is a sponge material.
  • the noise damper 9 is provided on each of the tire inner surfaces 7 in the shoulder region S at each half of the tire width direction with the tire equatorial plane CL as the boundary (in the illustrated example, over the entire area).
  • the noise suppressor 9 includes an adhesive agent (over the entire area in the illustrated example) on each of the tire inner surfaces 7 in the shoulder regions S at each half of the tire width direction with the tire equatorial plane CL as a boundary (illustrated in the figure). No) It is adhered via an adhesive layer. Any known adhesive layer can be used. Alternatively, they may be adhered by fusion or the like. Further, for example, the noise suppressor 9 and the tire inner surface 7 can be bonded only in a part of the shoulder region S, but in order to secure the adhesive force, the tire in the shoulder region S is fixed as in this example. It is preferable to adhere the entire area of the inner surface 7.
  • the noise suppressor 9 can be provided by directly adhering to the tire inner surface 7. Further, it is preferable that the noise suppressor 9 is formed of one noise suppressor 9 in the continuous extending region (in this example, the shoulder region S in each half in the tire width direction), but two or more noise suppressors 9 are provided.
  • the noise suppressor 9 can also be configured by bonding with an adhesive layer or the like. In the present invention, the noise suppressor 9 may be provided only in a part of each of the tire inner surfaces 7 of the shoulder region S in each half of the tire width direction.
  • the noise damper 9 is neither in contact with nor bonded to the tire inner surface 7 in the center region C (in this example, the noise damper 9 is not provided in the center region C). .. In this example, the noise suppressor 9 is neither in contact with nor bonded to the tire inner surface 7 in the tire width direction region outside the shoulder region S in the tire width direction (in this example, in the region, The sound damper 9 is not provided).
  • the noise suppressors 9 provided on the tire inner surface 7 of the shoulder regions S at the respective half portions in the tire width direction continuously extend in the tire circumferential direction.
  • the noise damper 9 is not divided in the tire circumferential direction, but two or more noise dampers 9 divided in the tire circumferential direction are bonded in the tire circumferential direction with an adhesive layer or the like. You can also do it.
  • the noise suppressor 9 may extend discontinuously in the tire circumferential direction. In this case, from the viewpoint of improving the sound damping property, it is preferable that the total extension be 80% or more of the entire area in the tire circumferential direction.
  • the noise suppressor 9 when the noise suppressor 9 extends discontinuously in the tire circumferential direction, from the viewpoint of improving the uniformity in the circumferential direction of the tire, the noise suppressor 9 having the same circumferential length is used at equal intervals. It is preferable to arrange at a directional pitch.
  • the noise suppressor 9 has a substantially rectangular cross-sectional shape (however, the side bonded to the tire inner surface 7 is along the tire inner surface shape).
  • the cross-sectional shape of the noise suppressor 9 may be any shape such as another polygonal shape such as a triangular shape, a trapezoidal shape, a circular shape, an elliptical shape, or the like. From the viewpoint of ensuring a bonding area between the noise damper 9 and the tire inner surface 7 and increasing the volume of the noise damper 9 as compared with the bonding area, the cross-sectional shape of the noise damper 9 is substantially rectangular.
  • the cross-sectional shape of the noise suppressor 9 into a trapezoidal shape in which the lower side located inside in the tire radial direction is longer than the upper side where the noise suppressor 9 and the tire inner surface 7 are bonded.
  • the noise suppressor 9 can be located in the center region C (separated from the tire inner surface 7) to secure a large volume of the noise suppressor 9.
  • the noise suppressor 9 has the same cross-sectional shape and size in any cross section in the tire width direction, but may change in the tire circumferential direction.
  • the volume of the noise damper 9 is preferably 0.1% to 80% of the total volume of the tire inner cavity.
  • the volume of the noise suppressor 9 By setting the volume of the noise suppressor 9 to 0.1% or more with respect to the total volume of the tire inner cavity, the effect of reducing cavity resonance noise can be effectively obtained, while the total volume of the tire inner cavity is reduced. On the other hand, by setting the volume of the noise damper 9 to 80% or less, the weight increase by the noise damper 9 can be suppressed. Further, it is possible to prevent heat from being accumulated in the noise suppressor 9. For the same reason, the volume of the noise damper 9 is preferably 5 to 70% of the total volume of the tire inner cavity, and more preferably 15 to 50%.
  • each damping body 9 has a flat shape in which the width W1 of the damping body 9 in the tire width direction is larger than the thickness T1 of the damping body 9.
  • the thickness of the noise damper 9 gradually increases toward the inner side in the tire width direction, and has the maximum thickness T1 at the inner end position in the tire width direction.
  • the oblateness T1/W1 of the noise damper 9 is 0.5 or more and 2.5 or less.
  • the thickness T1 can be increased as compared with the width W1, the volume of the noise damper 9 can be secured, and the noise damping property can be further improved.
  • the thickness T1 can be made smaller than the width W1, heat can be suppressed from being accumulated in the noise suppressor 9, and tire durability can be further improved.
  • the oblateness is more preferably 0.7 or more and 2.0 or less, more preferably 1.0 or more and 1.9 or less, and 1.1 or more and 1.6 or less. Is more preferable.
  • the thickness T1 of the noise suppressor 9 can be set to 5 to 40 mm in the above flatness range.
  • the total cross-sectional area of the noise suppressor 9 in the tire width direction cross section is preferably 20 to 30000 (mm 2 ).
  • the total cross-sectional area is 20 (mm 2 ) or more, the sound damping property can be further improved.
  • the total cross-sectional area is 30000 (mm 2 ) or less, the noise suppressor 9 is heated. This is because it is possible to suppress the muddyness and further improve the tire durability.
  • the total cross-sectional area is more preferably 100 (mm 2 ) to 20000 (mm 2 ), more preferably 1000 (mm 2 ) to 18000 (mm 2 ), and 3000 (mm 2 ) to 15000 (mm 2 ) is more preferable.
  • the ratio S1 (mm 2 )/T1 (mm) is preferably 20 to 70.
  • the ratio S1 (mm 2 )/T1 (mm) is more preferably 30 to 60.
  • the material forming the noise suppressor 9 can be controlled so as to reduce the cavity resonance energy by relaxation, absorption of the cavity resonance energy, conversion to another energy (for example, thermal energy), or the like.
  • another energy for example, thermal energy
  • it is not limited to the sponge material described above, and for example, a non-woven fabric made of organic fibers or inorganic fibers may be used.
  • the sponge material can be a sponge-like porous structure, and has, for example, open cells formed by foaming rubber or synthetic resin, Including so-called sponge.
  • the sponge material includes, in addition to the above-mentioned sponge, a web-shaped material in which animal fibers, plant fibers, synthetic fibers or the like are entwined and integrally connected.
  • the above-mentioned “porous structure” is not limited to a structure having open cells, but includes a structure having closed cells. The sponge material as described above converts the vibration energy of air in which the voids formed on the surface and inside vibrate into heat energy.
  • the material of the sponge material include synthetic polyurethane resin sponges such as ether polyurethane sponge, ester polyurethane sponge, polyethylene sponge, chloroprene rubber sponge (CR sponge), ethylene propylene rubber sponge (EPDM sponge), nitrile rubber sponge (NBR sponge). ) Such as rubber sponge. From the viewpoints of noise control, lightness, controllability of foaming, durability, etc., it is preferable to use a polyurethane-based or polyethylene-based sponge including an ether-based polyurethane sponge.
  • the hardness of the sponge material is not particularly limited, but is preferably in the range of 5N to 450N. By setting the hardness to 5 N or more, the sound damping property can be improved, and by setting the hardness to 450 N or less, the adhesive force of the sound damping body can be increased. Similarly, the hardness of the noise damper is more preferably in the range of 8 to 300N.
  • the "hardness” is a value measured according to the A method of 6.3 in the measuring method of 6th item of JIS K6400.
  • the specific gravity of the sponge material is preferably 0.001 to 0.090.
  • the specific gravity of the sponge material By setting the specific gravity of the sponge material to 0.001 or more, the sound damping property can be improved, and on the other hand, by setting the specific gravity of the sponge material to 0.090 or less, the increase in weight due to the sponge material is suppressed. Because you can.
  • the specific gravity of the sponge material is more preferably 0.003 to 0.080.
  • the “specific gravity” is a value obtained by converting the apparent density into a specific gravity in accordance with the measuring method of the fifth item of JIS K6400.
  • the tensile strength of the sponge material is preferably 20 kPa to 500 kPa.
  • the adhesive force can be improved, and on the other hand, by setting the tensile strength to 500 kPa or less, the productivity of the sponge material can be improved.
  • the tensile strength of the sponge material is more preferably 40 to 400 kPa.
  • the “tensile strength” is a value measured by a No. 1 dumbbell-shaped test piece in accordance with the measuring method of Item 10 of JIS K6400.
  • the elongation at break of the sponge material is preferably 110% or more and 800% or less.
  • the elongation at break of the sponge material is more preferably 130% or more and 750% or less.
  • the "elongation at break” is a value measured with a No. 1 dumbbell-shaped test piece in accordance with the measuring method of Item 10 of JIS K6400.
  • the tear strength of the sponge material is preferably 1 to 130 N/cm.
  • the tear strength of the sponge material is more preferably 3 to 115 N/cm.
  • the “tear strength” is a value measured with a No. 1 type test piece in accordance with the measuring method of Item 11 of JIS K6400.
  • the foaming rate of the sponge material is preferably 1% or more and 40% or less.
  • the foaming rate of the sponge material is more preferably 2 to 25%.
  • the "foaming rate” means a value obtained by subtracting 1 from the ratio A/B of the specific gravity A of the solid phase portion of the sponge material to the specific gravity B of the sponge material and multiplying the value by 100.
  • the mass of the sponge material is preferably 5 to 800 g. This is because if the mass is 5 g or more, the sound damping property can be reduced, and if the mass is 800 g or less, the weight increase due to the sponge material can be suppressed. Similarly, the mass of the sponge material is preferably 20 to 600 g.
  • the tire cross-section width SW and the tire outer diameter OD satisfy the above-mentioned predetermined relationship (that is, in the first aspect, the tire cross-section width SW is The cross-sectional width SW of the tire is less than 165 (mm), and the ratio SW/OD of the tire cross-sectional width SW to the outer diameter OD is 0.26 or less. ) It is above, and the cross-sectional width SW (mm) and outer diameter OD (mm) of the tire satisfy the relational expression, OD (mm) ⁇ 2.135 ⁇ SW (mm)+282.3. In the aspect of 3, the relational expression, OD (mm) ⁇ 0.0187 ⁇ SW (mm) 2 +9.15 ⁇ SW (mm) ⁇ 380, is satisfied).
  • FIG. 3 is a diagram schematically showing a contact pressure distribution of a tire having a normal tire size
  • FIG. 4 is a diagram schematically showing a contact pressure distribution of a narrow width/large diameter tire.
  • the ground contact pressure tends to be higher in the shoulder region S as compared with the center region C.
  • the ground contact pressure is higher than that in the center region C in comparison with the shoulder region S.
  • the one or more noise dampers 9 are provided on the tire inner surface 7, but the noise damper 9 is in contact with the tire inner surface 7 in the center region C. Not attached or adhered (in this example, the noise suppressor 9 is neither disposed in the center region C nor contacted with or adhered to the tire inner surface 7 in the center region C). Not in). Therefore, heat can be prevented from being transferred from the tread 5 to the noise suppressor 9 in the center region C where heat generation is relatively large.
  • the noise suppressor 9 is not separated from the tire inner surface 7 by melting the adhesive layer or the like. ..
  • the noise control body 9 is separated from the tire inner surface 7 and heat is accumulated in the noise control body 9 to increase the temperature inside the tire. It is possible to suppress the failure of the member and improve the durability of the tire.
  • the higher the internal pressure of the tire the higher the ground pressure becomes in the center region C in comparison with the shoulder region S.
  • the predetermined relationship between the sectional width SW of the tire and the tire outer diameter OD is that the internal pressure is It is preferably satisfied when it is 200 kPa or more, more preferably satisfied when it is 220 kPa or more, and further preferably satisfied when it is 280 kPa or more. This is because the above effect can be more effectively obtained, and the rolling resistance can be further reduced by setting the high internal pressure as described above.
  • the predetermined relationship between the sectional width SW of the tire and the tire outer diameter OD is preferably satisfied when the internal pressure is 350 kPa or less. This is because the riding comfort can be improved.
  • the noise damper 9 is provided over the entire area of the tire inner surface 7 in the shoulder region S at each half of the tire width direction with the tire equatorial plane CL as the boundary.
  • the volume of can be secured and the sound damping property can be further improved.
  • the noise suppressor 9 is provided in the tire width direction region outside the shoulder region S in the tire width direction, it is possible to suppress heat from being accumulated in the noise suppressor 9 and improve tire durability.
  • a sponge material is used as the noise suppressor 9, and since the sponge material can exhibit high sound damping property despite its small specific gravity, it is possible to prevent an excessive weight increase.
  • the noise control property can be further improved.
  • tire durability can be improved.
  • FIG. 5 is a cross-sectional view in the tire width direction showing a pneumatic radial tire for passenger cars according to another embodiment of the first to third aspects of the present invention.
  • FIG. 5 shows a cross-section in the width direction of the tire when the tire is incorporated into a rim, a specified internal pressure is filled, and no load is applied.
  • the tire of the other embodiment shown in FIG. 5 is different from the tire of the previous embodiment shown in FIG. 2 only in the arrangement mode and size of the noise suppressor 9. Therefore, the configuration will be described below and other tires will be described. The description of the common configuration is omitted. That is, in the tire of the embodiment shown in FIG.
  • one noise suppressor 9 that extends continuously is provided.
  • the noise suppressor 9 is in contact with the tire inner surface 7 in the shoulder region S at each half of the tire width direction bounded by the tire equatorial plane CL, and in the illustrated example, the tire inner surface in the shoulder region S at each half of the tire width direction.
  • the entire area of each of 7 is adhered by an adhesive layer.
  • the noise suppressor 9 is not in contact with or adhered to the tire inner surface 7 in the center region C, is separated from the tire inner surface 7, and is positioned over the entire tire width direction region of the center region C. doing.
  • the noise damper 9 is not in contact with or in contact with the tire inner surface 7 in the center region C. Since it is not (not in contact with in this example, and is not bonded), it is possible to prevent heat from being transmitted from the tread 5 to the noise suppressor 9 in the center region C where heat generation is relatively large. Further, as compared with the case where the tire inner surface 7 in the center region C and the noise suppressor 9 are adhered by an adhesive layer or the like, the noise suppressor 9 is not separated from the tire inner surface 7 by melting the adhesive layer or the like. ..
  • the noise control body 9 is separated from the tire inner surface 7 and heat is accumulated in the noise control body 9 to increase the temperature inside the tire. It is possible to suppress the failure of the member and improve the durability of the tire.
  • the noise suppressor 9 is provided separately from the tire inner surface 7, so that the noise suppression is performed as compared with the embodiment shown in FIG. It is possible to secure a large volume of the body 9, and it is possible to further improve the sound damping property without impairing the tire durability.
  • the shortest distance t in the tire radial direction between the tire inner surface 7 and the noise damper 9 in the center region C is set to 0.5 mm or more from the tread 5 to the noise damper 9. It is preferable from the viewpoint of not transmitting heat, and on the other hand, 10 mm or less is preferable from the viewpoint of ensuring a large volume of the noise suppressor 9 in the center region C.
  • the width (maximum width) of the noise damper 9 in the tire width direction is W1 (mm), and the thickness (maximum thickness) measured in the direction orthogonal to the tire width direction is T1 (mm).
  • the noise damper 9 has a flat shape in which the width W1 of the noise damper 9 in the tire width direction is larger than the thickness T1 of the noise damper 9.
  • the thickness of the noise suppressor 9 gradually increases in the shoulder region S toward the inner side in the tire width direction, and has the maximum thickness T1 at the tire width direction inner end position of the shoulder region S. ..
  • the thickness of the noise damper 9 is substantially constant in the center region C, is thinner than the minimum thickness in the shoulder region S, and is approximately the shortest distance t from the maximum thickness T1 in the shoulder region S. Only thin.
  • the oblateness T1/W1 of the noise damper 9 is preferably 0.2 to 0.8. By setting the oblateness to 0.2 or more, the thickness T1 can be increased as compared with the width W1, the volume of the noise damper 9 can be secured, and the noise damping property can be further improved.
  • the thickness T1 can be made smaller than the width W1, heat can be suppressed from being accumulated in the noise suppressor 9, and tire durability can be further improved. Is.
  • the flatness is more preferably 0.3 to 0.6.
  • the thickness T1 of the noise suppressor 9 can be set to 5 to 40 mm in the above flatness range.
  • the ratio S1 (mm 2 )/T1 (mm) is preferably 80 to 230.
  • the ratio S1 (mm 2 )/T1 (mm) By setting the ratio S1 (mm 2 )/T1 (mm) to 80 or more, it is possible to increase the cross-sectional area S1 in comparison with the thickness T1 and further improve the sound damping property, while the ratio S1( By setting mm 2 )/T1 (mm) to 230 or less, the cross-sectional area S1 is made smaller than the thickness T1, heat is suppressed from being accumulated in the noise suppressor 9, and tire durability is further improved. It can be done.
  • the ratio S1 (mm 2 )/T1 (mm) is more preferably 100 to 200.
  • FIG. 6 is a sectional view in the tire width direction showing a pneumatic radial tire for passenger cars according to another embodiment of the first to third aspects of the present invention.
  • FIG. 6 shows a cross-section in the width direction of the tire when the tire is incorporated into a rim, the internal pressure is filled with the tire, and no load is applied.
  • the tire of another embodiment shown in FIG. 6 is different from the tire of the previous embodiment shown in FIGS. 2 and 5 only in the arrangement mode and size of the noise damper 9, and therefore the configuration will be described below. Description of other common configurations will be omitted.
  • the shoulder region S (whole region in the illustrated example) to at least a part of the sidewall part (substantially the entire region in the illustrated example) in each tire width direction half part. 2 is different from the tire of the embodiment shown in FIGS. 2 and 5 in that a noise suppressor 9 is provided on each of the tire inner surfaces 7 up to.
  • the noise suppressor 9 includes at least a part of the shoulder area S (the entire area in the illustrated example) to at least a part of the sidewall portion (substantially the entire area in the illustrated example) in each tire width direction half part. Is adhered to the tire inner surface 7 with an adhesive layer.
  • the noise damper 9 is not in contact with or bonded to the tire inner surface 7 in the center region C.
  • the noise damper 9 is not provided in the center region C. ..
  • the noise damper 9 is not in contact with or bonded to the tire inner surface 7 in the center region C. Since it is not (in this example, not in contact with and not bonded), it is possible to prevent heat from being transmitted from the tread 5 to the noise suppressor 9 in the center region C where heat generation is relatively large.
  • the noise suppressor 9 is not separated from the tire inner surface 7 by melting the adhesive layer or the like. ..
  • the noise control body 9 is separated from the tire inner surface 7 and heat is accumulated in the noise control body 9 to increase the temperature inside the tire. It is possible to suppress the failure of the member and improve the durability of the tire. Particularly, in the tire of the embodiment shown in FIG.
  • the noise suppressor 9 is also provided on each of the tire inner surfaces 7 in at least a partial region (the entire region in the illustrated example) of the sidewall portion in each half portion in the tire width direction. Therefore, as compared with the embodiment shown in FIG. 2, it is possible to secure a large volume of the noise damper 9, and it is possible to further improve the noise damping property without impairing the tire durability.
  • the innermost end of the noise suppressor 9 in the tire radial direction is located outside of the outermost end of the bead filler 2b in the tire radial direction.
  • the noise suppressor 9 may be provided up to the tire inner surface 7 of the bead portion 2.
  • the innermost end in the tire radial direction of the noise suppressor 9 is closer to the tire outer diameter end than the outermost end in the tire radial direction of the bead filler 2b. It may be located inside the direction. In this case, it is possible to secure a larger volume of the sound damping body 9 and improve the sound damping property.
  • the peripheral length along the tire inner surface 7 of the noise damper 9 is L1 (mm) at each half portion in the tire width direction with the tire equatorial plane CL as a boundary, and is orthogonal to the tire inner surface 7.
  • the maximum thickness when measured in the direction is T1 (mm).
  • the noise damper 9 has a flat shape in which the peripheral length L1 along the tire inner surface 7 is larger than the thickness T1 of the noise damper 9.
  • the noise suppressor 9 has a substantially constant thickness.
  • the flatness ratio (maximum thickness T1/periphery length L1) of the noise damper 9 is preferably 0.2 to 0.8.
  • the thickness T1 can be increased as compared with the peripheral length L1, the volume of the noise suppressor 9 can be secured, and the noise suppressing property can be further improved.
  • the oblateness is set to 0.8 or less, the thickness T1 is made smaller than the peripheral length L1, heat is suppressed from being accumulated in the noise suppressor 9, and tire durability is further improved. Because you can.
  • the flatness is more preferably 0.3 to 0.6.
  • the thickness T1 of the noise suppressor 9 can be set to 5 to 40 mm in the above flatness range.
  • the ratio S1 (mm 2 )/T1 (mm) is preferably 40 to 200.
  • the ratio S1 (mm 2 )/T1 (mm) is more preferably 50 to 150.
  • FIG. 7 is a sectional view in the tire width direction showing a pneumatic radial tire for passenger cars according to still another embodiment of the first to third aspects of the present invention.
  • FIG. 7 shows a cross-section in the width direction of the tire when the tire is incorporated in a rim, a specified internal pressure is filled, and no load is applied.
  • the tire according to yet another embodiment shown in FIG. 7 is different from the tire according to the previous embodiment shown in FIGS. 2, 5, and 6 only in the arrangement mode and size of the noise suppressor 9. The description will be given below, and the description of other common configurations will be omitted. That is, in the tire of the embodiment shown in FIG.
  • the noise suppressors 9 are provided discretely in the direction along the tire inner surface 7, and thus the tire of the embodiment shown in FIGS. 2, 5, and 6. Is different from In the embodiment shown in FIG. 7, the noise suppressor 9 includes at least a partial region (the entire region in the illustrated example) of the shoulder region S and the sidewall portion in each half portion in the tire width direction with the tire equatorial plane CL as a boundary. It is provided on each of the tire inner surfaces 7 in at least a part of the area (substantially the entire area excluding the buttress portion in the illustrated example) and is adhered by an adhesive layer.
  • the "butless portion” means that a tire is incorporated into a rim, a prescribed internal pressure is filled, and no load is applied.
  • the noise damper 9 is not in contact with or bonded to the tire inner surface 7 in the center region C, and in this example, the noise damper 9 is not provided in the center region C.
  • the noise suppressor 9 is not in contact with or bonded to the tire inner surface 7 in the buttress portion, and in this example, the noise suppressor 9 is not provided on the tire inner surface 7 in the buttress portion.
  • the noise damper 9 is not in contact with or bonded to the tire inner surface 7 in the center region C. Since it is not (not in contact with in this example and not bonded), heat can be prevented from being transferred from the tread 5 to the noise suppressor 9 in the center region C where heat generation is relatively large. Further, as compared with the case where the tire inner surface 7 and the noise suppressor 9 in the center region C are adhered to each other by an adhesive layer or the like, the noise suppressor 9 is not separated from the tire inner surface 7 by melting the adhesive layer or the like. ..
  • the noise control body 9 is separated from the tire inner surface 7 and heat is accumulated in the noise control body 9 to increase the temperature inside the tire. It is possible to suppress the failure of the member and improve the durability of the tire. Particularly, in the tire of the embodiment shown in FIG. 7, the noise suppressor 9 is not in contact with the tire inner surface 7 in the buttress portion of the sidewall portion where the deformation is relatively large in the narrow width/large diameter tire. As compared with the embodiment shown in FIG. 6, it is possible to suppress the noise suppressor 9 from being deformed and to prevent heat from being transferred from the buttress portion to the noise suppressor 9.
  • the region where the noise suppressor 9 does not contact (is not provided with) the tire inner surface 7 is the tire inner surface 7 of the buttress portion, but it may be another region in the sidewall portion. ..
  • the width (maximum width) in the tire width direction of the noise suppressor 9 provided on the tire inner surface 7 in the shoulder region S at each half portion in the tire width direction with the tire equatorial plane CL as a boundary is defined as W1. (Mm), and the thickness (maximum thickness) measured in the direction orthogonal to the tire width direction is T1 (mm).
  • the peripheral length along the tire inner surface 7 of the noise suppressor 9 provided on the tire inner surface 7 in the sidewall portion in each half portion in the tire width direction with the tire equatorial plane CL as a boundary is L2( mm) and the maximum thickness when measured in the direction orthogonal to the tire inner surface 7 is T2 (mm).
  • the noise suppressor 9 provided on the tire inner surface 7 in the shoulder region S at each half of the tire width direction with the tire equatorial plane CL as a boundary is the tire of the noise suppressor 9.
  • the width W1 in the width direction is larger than the thickness T1 of the noise damper 9 and has a flat shape.
  • the thickness of the noise suppressor 9 provided on the tire inner surface 7 of the shoulder region S gradually increases toward the tire width direction inner side, and the maximum thickness at the tire width direction inner end position of the shoulder region S increases. It has T1.
  • the noise suppressor 9 provided on the tire inner surface 7 in the sidewall portion also has a flat shape in which the peripheral length L2 along the tire inner surface 7 of the noise suppressor 9 is larger than the thickness T2 of the noise suppressor 9. ..
  • the thickness of the noise suppressor 9 provided on the tire inner surface 7 in the sidewall portion is substantially constant.
  • the flatness (maximum thickness T1/maximum width W1) of the noise suppressor 9 provided on the tire inner surface 7 in the shoulder region S at each half of the tire width direction with the tire equatorial plane CL as the boundary is It is preferably 0.2 to 0.8.
  • the thickness T1 can be increased as compared with the width W1, the volume of the noise damper 9 can be secured, and the noise damping property can be further improved.
  • the thickness T1 can be made smaller than the width W1, heat can be suppressed from being accumulated in the noise suppressor 9, and tire durability can be further improved.
  • the flatness is more preferably 0.3 to 0.6.
  • the thickness T1 of the noise suppressor 9 can be set to 5 to 40 mm in the above flatness range.
  • the ratio S1 (mm 2 )/T1 (mm) is preferably 40 to 120.
  • the ratio S1 (mm 2 )/T1 (mm) is preferably 40 to 120.
  • the ratio S1 (mm 2 )/T1 (mm) is more preferably 50-100.
  • the flatness (maximum thickness T2/periphery length L2) of the noise suppressor 9 provided on the tire inner surface 7 in the sidewall portion at each half in the tire width direction with the tire equatorial plane CL as the boundary is , 0.2 to 0.8 is preferable.
  • the thickness T2 can be increased as compared with the peripheral length L2, the volume of the noise suppressor 9 can be secured, and the noise suppressing property can be further improved.
  • the thickness T2 is made smaller than the peripheral length L2, heat is suppressed from being accumulated in the noise suppressor 9, and tire durability is further improved. Because you can.
  • the flatness is more preferably 0.3 to 0.6.
  • the thickness T2 of the noise suppressor 9 can be set to 5 to 40 mm within the above flatness range.
  • the ratio S2 (mm 2 )/T2 (mm) is preferably 50 to 200.
  • the ratio S2 (mm 2 )/T2 (mm) By setting the ratio S2 (mm 2 )/T2 (mm) to 50 or more, it is possible to increase the cross-sectional area S2 in comparison with the thickness T2 and further improve the noise control, while the ratio S2( By setting mm 2 )/T2 (mm) to 200 or less, the cross-sectional area S2 is made smaller than the thickness T2, heat is suppressed from being accumulated in the noise suppressor 9, and tire durability is further improved. It can be done. For the same reason, the ratio S2 (mm 2 )/T2 (mm) is more preferably 50 to 150.
  • the noise suppressor 9 may be provided separately from the tire inner surface 7 even in the center region C. According to this, the volume of the noise control body 9 can be secured and the noise control performance can be further improved without lowering the tire durability.
  • the noise suppressor 9 may be provided separately from the tire inner surface 7 also in the center region C and/or the buttress portion. According to this, the volume of the noise control body 9 can be secured and the noise control performance can be further improved without lowering the tire durability.
  • the noise suppressor 9 is preferably provided on each of the tire inner surface 7 in the shoulder region S of each half portion in the tire width direction with the tire equatorial plane CL as a boundary. .. This is because the volume of the noise suppressor 9 can be increased as compared with the case where the noise suppressor 9 is provided only on the tire inner surface 7 in the one shoulder region S, so that the noise suppressing property can be further improved. Further, in the present invention, it is preferable that the noise suppressor 9 is provided on each entire area of the tire inner surface 7 in the shoulder region of each half in the tire width direction with the tire equatorial plane as a boundary.
  • the noise suppressor 9 is preferably a sponge material. Since the sponge material has a small specific gravity, it is possible to improve the sound damping property while preventing an excessive increase in weight.
  • the tire/rim assembly here is one in which the pneumatic radial tire for passenger cars according to each of the embodiments of the first to third aspects is incorporated in a rim. According to the tire/rim assembly, it is possible to obtain the same operational effects as those described for the pneumatic radial tire for a passenger vehicle according to each of the embodiments of the first to third aspects.
  • the internal pressure of the tire/rim assembly is preferably 200 kPa or more, more preferably 220 kPa or more, and further preferably 280 kPa or more.
  • the internal pressure of the tire/rim assembly is preferably 350 kPa or less. This is because the riding comfort can be improved.
  • the pneumatic radial tire for passenger cars used here is the pneumatic radial tire for passenger cars according to the respective embodiments of the first to third aspects.
  • the same operational effects as those described for the pneumatic radial tire for a passenger vehicle according to the respective embodiments of the first to third aspects can be obtained.
  • the internal pressure is preferably 200 kPa or more, more preferably 220 kPa or more, and further preferably 280 kPa or more.
  • the internal pressure it is preferable to use the internal pressure of 350 kPa or less. This is because the riding comfort can be improved.
  • the noise suppressor 9 has a symmetrical structure with the tire equatorial plane CL as a boundary, but may have an asymmetric structure.
  • any one or more of the position, the extension region, the shape, the material, the maximum width, the maximum thickness, etc. of the noise suppressor 9 in one half of the tire width direction may be used to suppress the noise in the other half of the tire width direction. It can be different from the body 9.
  • the position, the extension region, and the like of the noise suppressor 9 in one half of the tire width direction may be changed to the noise suppressor 9 in the other half of the tire width direction.
  • the position, the extension area, and the like can be different.
  • the noise suppressor 9 of each of the above-described embodiments and its modifications is provided only in one half of the tire width direction, and the noise suppressor 9 is not provided in the other half of the tire width direction.
  • SW is less than 165 mm
  • the ratio SW/OD is 0.26 or less
  • the internal pressure is 200 kPa or more
  • the oblateness is 70 or less
  • the rim diameter is 18 inches or more
  • the sound absorber eg, sponge material
  • the "perimeter of the noise suppressor” here means the perimeter at the position where the circumference of the noise suppressor is minimized when measured in the tire circumferential direction, and the noise suppressor is divided into multiple parts. In the case of the sound damping body, it means the circumference of the sound damping body having the smallest circumference.
  • the noise damper when divided in the tire circumferential direction, it means the total circumferential length.
  • the internal pressure when the internal pressure is set high, the ground contact pressure on the tread tread increases, and the cavity resonance tends to deteriorate. Further, when the flatness is lowered, the belt tension increases and the ground contact pressure on the tread tread increases, so that the cavity resonance tends to be deteriorated.
  • the tread width is also narrowed accordingly, so that the cross-sectional area of the noise suppressor is generally reduced and the cavity resonance tends to be deteriorated. Therefore, by increasing the outer diameter of the tire and increasing the circumferential length of the noise suppressor, it is possible to increase the total volume of the noise suppressor without increasing the cross-sectional area of the noise suppressor. Can be suppressed. Furthermore, since the noise suppressor has a small cross-sectional area, the amount of heat generated by the noise suppressor can be suppressed. As described above, according to the above configuration, it is possible to achieve a high level of both cavity resonance reduction, rolling resistance reduction, and heat generation endurance performance.
  • the tire/rim assembly has SW of 165 mm or more, satisfies OD (mm) ⁇ 2.135 ⁇ SW (mm)+282.3, and has an internal pressure of 200 kPa or more, and a flatness Is 70 or less, the rim diameter is 18 inches or more, and the peripheral length of the noise damper (eg, sponge material) is 1800 mm or more.
  • the noise damper eg, sponge material
  • the tire/rim assembly satisfies OD (mm) ⁇ 0.0187 ⁇ SW(mm) 2 +9.15 ⁇ SW(mm) ⁇ 380, and has an internal pressure of 200 kPa or more, Further, it is preferable that the flatness is 70 or less, the rim diameter is 18 inches or more, and the circumferential length of the noise damper (eg, sponge material) is 1800 mm or more.
  • the noise damper eg, sponge material

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

Le pneumatique radial pour véhicule à passagers de l'invention est équipé d'une carcasse constituée de plis de câble à agencement radial, laquelle carcasse s'étend de manière toroïdale entre une paire de parties talon. La largeur en plan transversal (SW (mm)) et le rayon externe (OD (mm)) dudit pneumatique satisfont une formule relationnelle prédéfinie. Au moins un corps insonorisant est agencé sur une face interne dudit pneumatique. Ledit corps insonorisant n'est pas en contact ou n'est pas en adhésion avec la face interne dudit pneumatique dans une région centre.
PCT/JP2019/027044 2018-12-13 2019-07-08 Pneumatique radial pour véhicule à passagers Ceased WO2020121572A1 (fr)

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Publication number Priority date Publication date Assignee Title
JP7823546B2 (ja) * 2022-11-24 2026-03-04 住友ゴム工業株式会社 空気入りタイヤ

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004082947A (ja) * 2002-08-28 2004-03-18 Tokai Rubber Ind Ltd 防音タイヤ
JP2005205937A (ja) * 2004-01-20 2005-08-04 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2009045747A (ja) * 2007-08-13 2009-03-05 Bridgestone Corp 空気入りタイヤの製造方法及び空気入りタイヤ
JP2013112062A (ja) * 2011-11-25 2013-06-10 Sumitomo Rubber Ind Ltd 制音体付空気入りタイヤ
JP2016210250A (ja) * 2015-05-01 2016-12-15 株式会社ブリヂストン タイヤ
DE102015115774A1 (de) * 2015-09-18 2017-04-06 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Luftreifen für ein Kraftfahrzeug
JP2018008694A (ja) * 2011-06-22 2018-01-18 株式会社ブリヂストン 乗用車用空気入りラジアルタイヤ、該タイヤの使用方法及び、該タイヤを備えるタイヤ・リム組立体
WO2018025853A1 (fr) * 2016-08-02 2018-02-08 横浜ゴム株式会社 Pneumatique à roulage à plat
KR101856095B1 (ko) * 2016-12-06 2018-05-10 박성연 타이어
JP2018532637A (ja) * 2015-11-05 2018-11-08 コンティネンタル・ライフェン・ドイチュラント・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング 空気圧式車両タイヤ

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004082947A (ja) * 2002-08-28 2004-03-18 Tokai Rubber Ind Ltd 防音タイヤ
JP2005205937A (ja) * 2004-01-20 2005-08-04 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2009045747A (ja) * 2007-08-13 2009-03-05 Bridgestone Corp 空気入りタイヤの製造方法及び空気入りタイヤ
JP2018008694A (ja) * 2011-06-22 2018-01-18 株式会社ブリヂストン 乗用車用空気入りラジアルタイヤ、該タイヤの使用方法及び、該タイヤを備えるタイヤ・リム組立体
JP2013112062A (ja) * 2011-11-25 2013-06-10 Sumitomo Rubber Ind Ltd 制音体付空気入りタイヤ
JP2016210250A (ja) * 2015-05-01 2016-12-15 株式会社ブリヂストン タイヤ
DE102015115774A1 (de) * 2015-09-18 2017-04-06 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Luftreifen für ein Kraftfahrzeug
JP2018532637A (ja) * 2015-11-05 2018-11-08 コンティネンタル・ライフェン・ドイチュラント・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング 空気圧式車両タイヤ
WO2018025853A1 (fr) * 2016-08-02 2018-02-08 横浜ゴム株式会社 Pneumatique à roulage à plat
KR101856095B1 (ko) * 2016-12-06 2018-05-10 박성연 타이어

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