AU592337B2

AU592337B2 – High performance tire
– Google Patents

AU592337B2 – High performance tire
– Google Patents
High performance tire

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Publication number
AU592337B2

AU592337B2
AU56550/86A
AU5655086A
AU592337B2
AU 592337 B2
AU592337 B2
AU 592337B2
AU 56550/86 A
AU56550/86 A
AU 56550/86A
AU 5655086 A
AU5655086 A
AU 5655086A
AU 592337 B2
AU592337 B2
AU 592337B2
Authority
AU
Australia
Prior art keywords
tire
tread
inflated
carcass
shoulder
Prior art date
1985-04-24
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)

Ceased

Application number
AU56550/86A
Other versions

AU5655086A
(en

Inventor
Kenichi Fujiwara
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Sumitomo Rubber Industries Ltd

Original Assignee
Sumitomo Rubber Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
1985-04-24
Filing date
1986-04-23
Publication date
1990-01-11

1986-04-23
Application filed by Sumitomo Rubber Industries Ltd
filed
Critical
Sumitomo Rubber Industries Ltd

1986-10-30
Publication of AU5655086A
publication
Critical
patent/AU5655086A/en

1990-01-11
Application granted
granted
Critical

1990-01-11
Publication of AU592337B2
publication
Critical
patent/AU592337B2/en

2006-04-23
Anticipated expiration
legal-status
Critical

Status
Ceased
legal-status
Critical
Current

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Classifications

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

B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts

B60C11/03—Tread patterns

B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks

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

B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts

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

B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts

B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread

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

B60C9/00—Reinforcements or ply arrangement of pneumatic tyres

B60C9/02—Carcasses

B60C9/0292—Carcass ply curvature

Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS

Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE

Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

Y02T10/00—Road transport of goods or passengers

Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies

Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Description

ii. b 592337 SPRUSON FERGUSON COMMONWEALTH OF AUSTRALIA FORM 10 PATENTS ACT 1952 COMPLETE SPECIFICATION LODGED AT SUB-OFFICE 23 APR 1986 Sydney
(ORIGINAL)
FOR OFFICE USE: 6 6-ToI66 Class itre Int. Class Complete Specification Lodged: Ir
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Accepted: Published: This document cntains the amendmnents made unc ;-r Section 49 and is corecti printing.- Priority: Related Art: Name of Applicant: Address of Applicant: Actual Inventor: Address for Service: SUMITOMO RUBBER INDUSTRIES, LTD.
1-1, Tsutsuicho 1-chome, Chuo-ku, Kobe-shi, Hyogo-ken, Japan KENICHI FUJIWARA Spruson Ferguson, Patent Attorneys, Level 33 St Martins Tower, 31 Market Street, Sydney, New South Wales, 2000, Australia Complete Specification for the invention entitled: «HIGH PERFORMANCE T7:RE» The following statement is a full description of this invention, including the best method of performing it known to us SBR:eah 7W r l _l i-
ABSTRACT
A high performance tire, in which the profile of radially expansive grounding tread surface is radially outwardly expanded at both shoulder parts when the tire is inflated, and the tread pattern circumferential stiffness as well as index of groove volume ‘is optimized so that resistance to wear, durability to high speed running (low degree of heat generation), resistance to cutting, and resistance to rolling (low fuel consumption) including wet grip performance and stability in vehicle driving C) may be advantageously improved without reducing comfortableness :in vehicle riding.
0 04 *o 4 a 0404 *4 00 I *a t V r HIGH PERFORMANCE TIRE
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‘a a toa a ft a ti tatI .1 ft a (I (I I I BACKGROUND OF THE INVENTION This invention relates to a pneumatic radial ply tire and, in particular, a radial tire suitable for use for the truck, bus, light truck, and other vehicles, and is intended for providing an improved radial tire, in which various requirements for this kind of tire as resistance to cutting, resistance to wear, durability to ‘high speed running, low fuel consumption, and vehicle driving stability are well-balanced with each other and also with general characteristics indispensable for the tire such as comfortableness in vehicle riding and traction capacity without affecting these characteristics, while optimizing a radius of curvature of the radially expansive grounding surface of the tread and cut grooves formed in the direction of the tire axis on shoulder parts.
The main points of the prior art for achieving improvement in this resistance of tire to wear and cutting, durability to high speed running, and saving of fuel consumption have been such mean as the use of rubber highly resistant to wear and cutting for the grounding part of tread preparation of rubber material low in gripping performance and high in repulsive resilience, or employment of a tread small in gauge, however, there have been fatal problems that these means are all antinomic to each other in that a tire designed to weigh heavily in resistance to wear and long life insufficient in durability to high speed running and in fuel consumption and, on the contrary, a tire weighted in durability to high speed running and low fuel consumption is inevitably followed by shout life because of fast wear.
BRIEF SUMM~ARY OF THE INVENTION IAn object of this invention is to solve such problems as above in the prior art for obtaining improvement in resistance of the tread crown part to cutting and wear, durability of the tire to high speed running, saving of fuel consumption, and driving stability without decreasing comfortableness in vehicle riding and traction capacity of radial tire, particularly, that for truck and bus in well-balanced manner at the same time.
BRIEF DESCRIPTION OF THE DRAWINGS .:Fig. 1 and Fig. 10 are a schematic radial section and a plan *Ot view of tread surface pattern of one embodiment of a tire according to this invention, respectively, in Fig.1 the continuous line and the dotted line indicating a profile of carcass line when the [4 t tire is inflated to the specified maximum internal air pressure and that-when the tire is in the state before inflation (filled S t with air pressure of 5% of the said maximum internal air pressure ),respectively, and the alternate long and short dash line P ~indicating a base line of a carcass profile in the free balanced state Fig. 2 is a view showing a cross-sectional structure of the steel radial tire to be used for the truck and bus Fig. 3 is a sectional view showing a deformed state of profile of a tire according to this invention when the tire is inflated to the specified maximum pressure Fig. 4 is a sectional view showing a deformed state of profile of the conventional tire when the tire is inflated with air of the specified maximum pressure; 1 v
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C. Fig. 5 is a sectional view of carcass profile of tires presented for testing Fig. 6 is a view of the mechanism of a machine and a jig for showing a method of testing resistance of the tread to cutting Fig. 7 is a curvilinear diagram showing the relations of load-deflection of tires Fig. 8 is a curvilinear diagram showing cornering force at every degree of slip angle Fig. 9 is a curvilinear diagram showing the relation of speed with resistance to rolling Fig. 11 and 12 are radial cross sections taken on the line A1-A1 and A2-A2 in Fig. 10 Fig. 13(a) is a developed view of a pattern in which the index of circumferential stiffness satisfies a value specified by this invention but the index of groove volume is out of the scope of this Claim; Fig. 13(b) is a developed view of a tread pattern provided with transverse grooves at shoulder parts according to the prior art Fig. 13(c) is a view showing an example of pattern in which transverse stiffness is lower than circumferential one Fig. 14 is a graph showing the relation of rubber gauge with heat generation at the shoulder part with respect to the pattern of Example of this invention shown in Fig. 10 that of Control Example shown in Figs. 13(a) and 13(b) and that of the conventional tire Fig. 15 is a graph showing the relation between pattern circumferential stiffness and temperature at the shoulder part Fig. 16 is a graph showing the relation between volumes of cut grooves and temperature i 3
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-c:-ir t7c~~ Ira awrrraan*s~ 4Sti.^^^ Fig. 17 is a graph showing the relation between circumferential stiffness and transverse one Fig. 18 is a graph showing the relation between transverse stiffness and temperature at the shoulder part Fig. 19 is a graph showing the relation between pattern stiffness and volume of groove Fig. 20 is a view of block for describing the secondary moment of the pattern stiffness index at the section of block and o si o a.
o 0 0 0*?0 0 IC C, ItP 0 tE* I 0’T *ttr C V Fig. 21 is a plan view of tread surface pattern of other embodiment of a tire according to this invention.
DETAILED DESCRIPTION The technical problem as above can be solved by the following means A pneumatic radial ply tire is designed so as to comprise a tread reinforced with a carcass layer composed of at least a single layer of ply consisting of non-stretchable or low stretchable cords substantially radially arranged in parallel with each other and a belt layer composed of at least two-layers of plies each consisting of cords arranged between the carcass layer and tread rubber, adjacent to the carcass layer, at a comparatively small degree of angle with respect to the direction of the tire circumference, and in parallel with each other in each ply crosswise when grouped into plies, and to be characterized in that a radius TR1 of the radially expansive surface of the tread produced when the tire is mounted on the rim officially specified for use and is inflated with air having 5% of the specified maximum pressure and another radius TR2 of curvature produced when the tire is inflated with air of the specified maximum 4 pressure always satisfy the relation such as 1 .2 TR2/TRl 1.5; a profile in which the radius of curvature increases with the increase in air pressure Is proved; the rubber surface of the tread is partitioned by the deepest two main vertical grooves running on the tire circumference in the pattern of zigzag, wavy line, or straight line into a tread crown part having a width corresponding to about 30 to 65% of the tread width and centering at the equatorial plane of the tire and into tread shoulder parts lying on both sides outside the tread crown part; one or more central ribs or rows of central blocks comprising blocks in various shapes are provided on the crown part whereas outer ribs or outer rows of blocks on both shoulder parts; and a plurality of narrow cut grooves running in the axial *~direction of the tire are provided for ribs or blocks on both shoulder ~*’~parts so that a circumferential stiffness index of the pattern and a volume too index of the cut grooves may be set at 30 to 70 and 2.5 to 115 respectively; wherein preferably, the cut groove is equal to or smaller .than the vertical main groove in depth and not greater than 6 mm in width, preferably within the range from 1 to 3 mm, and a circumferential pitch between cut grooves in within the range from 1.1 to preferably 0.6 to of the circumference of the tire at the center of the tread under 2b inflation at normal maximum Inner pressure. It is preferred that the centre line of the cut groove should run on the bias at 0* to 450 to the tire axis.
As to the aforesaid relationship 1.2 5 TR2 5 1.5, reference V E TR 1 25 should be made to FIG. 1 wherein TRl is illustrated and TR2 is inferred.
t 9 C ~CThe curvature TRl of the tread when the tyre is inflated to 5% of its ~Jspecified maximum pressure, derives from the shape of the tire vulcanizing mold, and the curvature when the tire is inflated to its specified maximum pressure depends on such factors as the aforesa~id mold shape and the size, shape, type, material stiffness and other characteristics of the reinforcement plies. Selection of the appropriate criteria to provide the relationship 1.2 5 TR2/TRl 1.5 would be a simple matter to the skilled artisan.
UI952h I r- Generally, a radial ply tire for truck and bus in size of 10,00R20 14PR which is typical of this kind of tire is provided with a tread having a radius of curvature ranging from 400 to 600 mm under no load and i width from 180 to 200 mm when mounted on the rim of 7.50 x 20 and inflated with air of the regular maximum pressure of 7,25 kg/cm 2 For obtaining even distribution of grounding pressure w a 9 o @4 .4 4( t C4 99 t 9, 49 9 4 1 t 9T 4-c ttl
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77-1 to fr@94 9 #90* p o 99* b 9 *9 0 9 0 09 9 9 I t4 4, Itt 9 4 4~- I I 4 ~4 r 4 44 44 f 4~
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I C against the ground surface, that is. for obtaining adequate gripping and uniform w~ear, a radius of curvature of the radially expansive surface of the tread should be large as far as possible. It has been known from the past that the tread is Preferably provided with a flat profile rendered by a large radius of curvature.
However, more important for obtaining not only excellent resistance of the tire to wear and cutting as one of objects of this invention but also fuel saving and driving stability is, although a large absolute value of a radius of curvature of the tread, to design a tread profile to have a radius of curvature by which compressive strain, not tensile one, is adapted to act within the tread crown part when the tire is inflated with air o~f the specified maximum pressure, such design enabling maintenance of transverse stiffness of the tread at high level throughout the use of the tire and, therefore, giving no disadvantage to vehicle drivability and driving stability. Similarly, wet gripping performance and traction capacity are improved because of the increase in stiffness of the part.
With reference to the drawings, an embodiment of this invention will be described in detail.
A tire T of such kind as above comprises, as shown in Fig.2: a carcass 1 reinforced with at least a single ply composed of carcass cords, for example, steel cords, extending substantially radially; a tread 5 reinforced with a belt structure 3 composed of a plurality of plies consisting of non-stretchable or lowstretchable cords, these plies being arranged at a sharp bias angle, for example, an angle within the range from 100 to 700, with respect to the direction of the tire circumference and being adapted to intersect with each other; a pair of bead cores 7 71
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ft A t A A At A A A #5 I itt 1145 IS At A A A A A At 5 A if A ;t rolling both ends of the carcass ply from inside to outside for fixation; and a pair of side walls 9.
It is preferable that a width BW of the belt structure3 reinforcing the tire tread ranges from 80 to 95% of a width TW of the tread 5 so that the tread. may be widely and surely supported and reinforced, Further, the formation’of a belt layer with cords intersecting with each other in triangular pattern advantageous for increases in stiffness thereof and reinforcement of the tread. That is to say, it is preferable for increasing stiffness of the belIt s truc ture tha t a t l eas t three pli1es each composed of low-stretchable or non-stretchable cords are stacked so as to be in direct contact with each other, wherein the adjacent two plies are arranged at bias angle equal in degree but directionally opposidte to each other, preferably as small as ranging from 10 to 250, with respect to the equatorial plane of the tire, and cords of the third ply provide an angle larger than that provided by cords of the former two plies, for example, within the range from 40Oto 70 with respect to the above mentioned equatorial plane.
On the assumption that the belt layer is of highly stiff structure as above, the inventor of this invention, after examining in various ways a carcass line which is arranged on the side of the tire axis adjacently to the belt layer and closely relates to a radius of tread curvature when the tire is inflated, have found that, as shown in Fig. 1: carcass parts expect at the crown part firmly bound with hoop effect of the stiff belt structure as described above and at portions above the bead parts reinforced with reinforcing layers and apexes are comparatively low in stiffness in respect of structure and constituent material as well as less resistant to deformation, thereby being formed into free balanced profiles approximate to those produced by high 4 pressure inflation of the tire and exerting a groat deal of influence upon the profile of the radially expansive surface of tread; a radius CR1 of curvature of the shoulder part of the carcass line 11 under the pressure corresponding to 5% of the specified maximum air pressure, as shown by a dotted line in Fig.1, is larger than the other radius CR2 of curvature of the shoulder part in the shape most approximate to a free balanced profile 15 as shown by an alternate long and shout dash line formed under the specified maximum pressure of air to be filed IC0 into the tire; and the object of this invention is most advantageously achieved when the ratio CR2/CR1 between radii of aoo curvature of both profiles falls within the range from 0.7 to b 0.95.
sa The carcass layer 1 of radial structure is in contact with bead cores 7 and 7 at points f and f. A length arcuately extending from f to f represents the width of the carcass layer 1 between bead wires and is determined by the external size of tire, belt layer, and rubber gauge. Because of the low-stretchable or non-stretchable materials arranged at an angle of 2 c respect to the equatorial plane of the tire, the-above mentioned length is not so much varied even when the tire is inflated with 6 air of the maximum pressure.
In Fig.1, represented are a profile 12 of the radially expansive surface of carcass corresponding to a tire mounted on the rim R, inflated with air of the specified maximum pressure, and non-loaded, and another profile 11 of the radially expansive surface of carcass corresponding to a tire inflated with air of of the specified maximum pressure and non-loaded. The carcass ply is in contact with bead wires at points f and f and passes Sthrough intersections Xl and X2 at which the locus S-S’ of 8 A04 I 4~ 1
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S I It equatorial piano of the tire Intersects with carcass profiles 11 and 12, respectively, The length f-f of the radially oxpanalvo surface of the carcass ply 1 In twice as much as that f-x. When the tire In Inflated with air of 100% of the specified maximum pressure, a point C2 as an intersection at which the locus N2N2′ produced by a plane in contact with tile tread edge 912 and parallel with the equatorial plane S-S’ of the tire ia apart from the equatorial plane S-S’ by distance AC2 In the axial direction and is apart from the center line Y-Y’ by distance RC2 in the radial direction.
On the other hand, according to this invention, In a state that a tire is mounted on the spocifi d rim without being loaded and inflation with air pressure ofA 50 of the specified maximum pressure, it is necessary to determine a profile 11 of carcass layer in such a y that an intersecting point C1, at which the locus Ni-Ni’ touching the tread edge 21 and extending in parallel with the locus S-S’ of the equatorial plane of the tire intersecting with a carcass line 11, lies more inside radially and axially than a corresponding point 02 on the radially expansive surface profile 12 of a carcass ply of the tire put on the above mentioned state but inflated with air of the specified maximum pressure.
The intersecting point C1 is apart from the locus of the equa.torial plane of the tire by axial distance AGI shorter than the above mentioned distance AC2 and from the revolving axis Y-Y’ of the tire by radial distance RCI shorter than the above mentioned distance RC2, It is ideal that an intersecting points X2, at which a carcass line 12 produced when the inflating air pressure is at the maximum intersects with the locus S-S’ of the equatorial 9
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4 4 69 4* 4 *et S ;ft I I t- 4 I ft I I plane, agrees with another intersecting point X1 at which a carcass line 11 produced when the inflating air pressure is equal to 5% of the maximum one intersects with the above mentioned locus due to strong hoop effect exerted by the lowstretchable and stiff cords composing the belt structure 3 and arranged in triangular patterns to firmly compress the carcass, however, in practice, because of elasticity of rubber and dispersion in degrees of angles of final arrangement of cords, a point X2 is adapted to be apart from the revolving axis Y-Y’ of YOD the tire by distance RX2 which is 100.5% or under, substantially 100.3% or under, of the radial distance RX1 by which the point X1 is apart from the above mentioned axis That is to say, a relation as RX1 1 RX2 1.005RX1 is adopted to be maintained.
One of the most significant characteristics of this invention is that, in the above described state of the tire inflated with air of 100% of the specified maximum pressure, a circumferential length 2rRC2 drawn by the point C2 corresponding to the tread edge E2, must be longer than another r;ircumferential Length 2’RC1 drawn by the point Cl when the inflating air pressure is 5% of the specified maximum pressure and a ratio between lengths RC2/RC1 must always be greater than that RX2 to RX1. That is, a tire must be designed to satisfy a relation as RC2/RC1 RX2/RX1. If RX1=RX2 and RC1=RC2, even when’a tire is inflated, radial distance from the points Cl and C2 to the revolving axis Y-Y’ of the tire do not vary, that is, radii of curvature of tread surfaces, too, do not vary.
If RX1=RX2 and RC1 RC2, a radial distance between the point Cl and the revolving axis of the tire is reduced when the tire is inflated and, therefore, the radius of curvature produces a rounder surface of the tread. In other words, such conditions 1
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c, tt that RX1 RX2 and RC1 RC2, and RC2/RC1 RX2/RXI are characteristics of a carcass profile line of tires depending to the prior art.
As a method of arranging a carcass line 11 at the shoulder part before inflation of the tire radially bellow a line approximate to a free balanced profile, a carcass line 12 produced when the tire., is inflated with air of 100% of the maximum pressure, conceivable is the extension of a length of the normal running from the tread edge El to the carcass line 11, that is, a simple increase in the rubber gauge BIl for lowering the carcass line 11 below the carcass line 12, however, it must be taken into consideration that if the rubber gauge B1 is increased and, consequently, a higher degree of heat is generated in the tire due to increase in loss of internal energy of rubber, thereby causing decrease in durability of the tire to high speed running. Accordingly, with the decrease in the radius of curvature TR1 of the tread before inflating the tire and the increase in the length Cl’ (will be referred to as a camber height Cl’ hereinafter) of a perpendicular line extending from a a.o line segment T-T’ touching the equator of the tire and extending in parallel with the revolving axis Y-Y’ of the tire toward the tread El, and arrangement of a carcass line 11 below another carcass line 12 without increase in the rubber gauge B1 is made possible.
As described above, a carcass radial profile of the tire, in which a carcass line to be produced with tire inflation at 5% of the specified maximum air pressure is adapted to extend below another carcass line 12 to be produced with tire inflation at the above mentioned maximum air pressure, is approximate to a free balanced profile having the carcass line displaced upward with rr r r 5 r I: ~r
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1 .4 4 44 o *4 4 -4 4 4 4Q 4 44 ftL 004.
‘4 0~ 4 06 tire inflation, and, therefore, a tire according to this invention is largely deformed, as shown in Fig, 3 and apparent from an example of tire in size of 10.00R20 14PR, at a part including the buttress part extending above a level corresponding to 60% or more the cross-sectional height of the tire and the tread part, whereas a tire as shown in Fig.4 and having a profile according to the prior art is substantially evenly deformed throughout. In Figs. 3 and 4, the continuous line indicates an external profile of a tire inflated to have the specified maximum internal air pressure (7.25 kg/cm 2 and the dotted line indicates an external profile of a tire inflated to have the internal air pressure of 0.36 kg/cm 2 that is, 5% of the specified maximum pressure of 7.25 kg/cm 2 both profiles having been impressed on plaster. Displacement of the carcass line caused by the pressure of air blown into the tire, that is, variation in the external profile of the tire exerts influence upon distribution of tension in the carcass as a matter of course, and, in the case of a tire according to this invention, tension as well as apparent stiffness in the carcass is high at an area extending from the upper part of the side wall to the buttress and-tread part where a degree of deformation is large.
Similarly, because of a larger degree of deformation (CR2- CR1) at both ends of the tread than that (RX2-RX1) at the equatorial plane of the tire, compressive strain acts on the grounding surface of the tread part and increases transverse stiffness in cooperation with the aforesaid stiffness.
Fig.. 5 shows a positional relation between carcass line of the conventional tire (PR) and of a tire (PV) according to this invention which were all drawn at the time of tire inflation with air pressure and the standard carcass line (15) at the time of 3 rU Ii
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f CI rt t 100% air pressure inflation.
As described above, when the outer diameter of the tire increases at both shoulder parts of the tread due to inflation, the grounding pressure of tire, when loaded, increases to act stronger against the ground and a temperature rises at both shoulder parts, thereby causing an undesirable decrease in durability of the tire to high speed running; and, as a countermeasure thereto, according to the prior art, a depth of the above mentioned vertical main groove is classified into «shallow groove» and reduced by providing a thin tread gauge, or rubber of low gripping performance is used, however, the life of tire is inevitably shortened thereby.
The inventor of this invention has completed this invention after examining a method of preventing temperature rise at both shoulder parts which is a great barrier to prolongation of the life of tire while maintaining a large radius of curvature for flattening the tread.
In other words, as a result of selecting seven items such as a ratio between surface areas of cut grooves at the shoulder parts, shape index (cross-sectional area of loaded tire/free surface area), pattern transverse stiffness, pattern circumferential stiffness, volume of cut groove, shoulder tread gauge, and tread radius as factors of temperature rise and examining a correlation between temperature and the above factors depending on multiple regression analysis, it has been found that «circumferential stiffness» and «volume of cut groove» greatly contribute to temperature rise.
Fig. 15 graphically shows a relation between pattern circumferential stiffness at the shoulder part and temperature, wherein the- lower the circumferential stiffness, the lower the tempera- 13 c»z m I 0t 00 0* 00
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C JS 4+ 0 4 4 C It *6*4 0 9L 00 0~ 9 0@~ 0* ture at the shoulder part. Fig.16 shows a relation between the volume of cut groove and temperature, wherein the larger the volume of cut groove, the lower the temperature, but, as regards an embodiment of this invention, it can be understood that, even when a volume of cut groove is equal to that of the conventional tire, a temperature is nearly 200C lower than that in the conventional tire. A comparison of transverse stiffness with circumferential one of a pattern indicates that, as shown in Fig.17, a temperature in the pattern No.4 (Fig. 13c) having transverse stiffness lower than circumferential one is 111 0 C which is not low at all as shown in Fig. 18. Incidentally circumferential stiffness per pitch of the pattern No. 4 was 44.0 whereas transverse stiffness 25.2. From the above fact, it has been found that lowering of temperature must depend on a reduction of circumferential stiffness rather than transverse one.
Fig.14 graphically shows that a relation between the tread gauge at the shoulder part and temperature in the tire, wherein a temperature rises with the increases in tread gauge in the conventional tire but, in the embodiment of this invention (Fig.
10), despite the shoulder gauge of 23.8mm, a temperature of the tire is as low as that of the conventional tire having the gauge of 18 to 19 mm.
It is thinkable that lowering of stiffness of the pattern depending on pattern effect leads to decrease in resistance of the tire to wear, however, in this respect, Fig. 19 shows that values of pattern stiffness of tires shown in Figs.10 and 13a are 15.6 and 7.7, respectively, that is, 1:0.5 in terms of ratio, and volumes of cut grooves 4.16cm 3 and 14.4cm respectively, i.e., 1:3.5 in ratio. In the pattern shown in Fig.10, the volume of cut groove is small (Fig.19) in proportion to pattern stiffness as 1 ‘u r 1Iii2i 7i compared with that shown in Fig.13(a). That is to say, it has been found that, when reducing pattern stiffness, resistance to wear is reduced with the increase in volume of the cut groove and, therefore, by setting narrow the width.t of cut at the shoulder part as in the pattern shown in Fig. 10, control over temperature rise and prevention of decrease in resistance to wear are ensured. An appropriate width t of a cut s is 6mm or under, preferably from 1 to 3mm. A volume index of the cut is preferably within the range from 2.5 to 15. An index exceeding 16 results in i0 too large volume of the cut which accelerates wear of rubber and, further, unfavorably generates noise or bites pebbles. Too small o 0o index not exceeding 2.4 degrades wet gripping and causes problems in safety of the vehicle. An index of circumferential stiffness o is preferable when ranging from 30 to 70 but, when being low as not greater than 29, causes the rubber block to tend to chip off and, when being 71 or higher, invites problem as generation of .o heat of high temperature. Provision of a plurality of cut grooves for adapting the circumferential stiffness index to range from 0 to 70 improves grounding performance of the tread and reduces ol0 wear of the tire occurring during slippage, thereby the so-called tOt shoulder wear being markedly eliminated.
t C c. An example of pattern designed on the basis of the above findings will described with reference to Fig. The tread 11 includes a crown part CR defined by vertically running main grooves G1 and G2 and centered at the equatorial plane C of the tire so as to extend in width corresponding to to 65% of the tread width TW, and also shoulder parts extending outside both sides of the crown part, in which vertically running grooves gl and g2 narrower than the main grooves G1 and G2 are <3S£ arranged on the crown part, sub-grooves m and n extend between i i li- r~-parar~-ran~nwk J, I lo 4 oa a 1 0 9 94 94 094 94 0 I ao a 0 0 e o 0*1 E a 0a S00 00 00094 a a 00* a a« vertically running main grooves and between the main groove and narrow groove to communicate with each other, and rows of blocks B1, B2, and B3 each comprising approximately parallelogrammatic blocks B are arranged on the crown part. For the shoulder blocks SH lying outside vertically running main grooves G1 and G2, cuts S are provided in the circumferential direction of the tire at o equal pitches of 15 mm each at an angle of 30 with respect to the axial direction of the tire, the width t and depth h of the cut s being 2 mm and 13 mm, respectively. A depth ho to be given to the vertically running main grooves G1 and G2 is of deep groove type. For example, a depth ranging from 16.6 to 20.6 mm is applied to the tire 10.00R20. In the present example, a depth is set at 18.00 mm. A width GW of the groove G in the shape of U at cross-section A2-A2 is 14.5 mm. A vertical narrow groove g is 18 mm deep and 9.5 mm wide; a sub-groove m 5 mm wide and 11 mm deep; and another sub-groove n 2 mm wide and 9 mm deep. In the example No.1 shown in Fig.10, a pattern stiffness index and cut groove volume index are 64 and 10.5, respectively. The definition "pattern stiffness" and "volume index" of the cut groove will be explained hereinafter. (Pattern stiffness index) In said shoulder parts, pattern stiffness, which is pattern stiffness in contact length with ground under specified load and inner pressure, is defined by the following equations: F h h kp Equation 1 y 3EI AG kp: Pattern stiffness (kg/mm) F Tangential force at grounding surface (kg) y Variation of pattern (mm) h Pattern depth (mm) A r u--i r rf E Elastic modulus at elongation of tread rubber (kg/mm 2 G Shearing modulus E/3 (kg/mm 2 I Secondary moment at block section (mm I= ab 1 2 in the block shown in A Sectional area of block (mm 2 In the. case of actual pattern, the pattern depth is different from the hi of cut groove in the shoulder parts, and several number of blocks are adopted, so it is treated as follow: The pattern stiffness at surface (Kps), Kps Kpsi Kps2 Kpsn to use h hi in the equation 1; The pattern stiffness at base tread part (Kps) is to use h ho hi (Fig.1) in the equation 1; The total pattern stiffness (KpT), 1 1 KpT Kps KpB The pattern stiffness in the case of no subgroove (Kpo) is to use h ho in the equation 1; and KpT Circumferential stiffness index of the pattern X 100 Kpo (Volume index of the cut groove) The ratio of the volume of groove to total volume of shoulder part. t, C- 😡 "a1 Volume index of the cut groove Volume of cut grooves in shoulder part Surface area of shoulder part X Pattern depth (Example) On four tires made on trial, that is, a first one provided width a pattern and carcass line profile (PV) according to this I -1 i i L invention as shown in Fig.5 and a second one with a pattern of this invention and carcass line profile (PR) according to the prior art (Example 1 and Control Example 1, respectively); a third one with a pattern of the prior art as shown in Fig. 13(b) carcass line profile (PV) of this invention and a fourth one with the pattern of the prior art and carcass line profile (PR) of the prior art (Control Examples 2 and 3, respectively), various kinds of tests such as tread surface strain, tread cut, resistance to rolling, cornering force, and comfortableness in vehicle riding, durability to high speed running, tread wear, and wet gripping performance were performed. Specifications of test samples are listed in Table 4. f Cc tl L t j i £l If t t~ -:i 18 1 L~J tea *0 a a a a Pab.i.e4 a a Cpa a a aa a aaa~, pa *ta,~n P 0 a Control Control Control Example 1 Example 2 Example 3 Tread radius of curvature, air pressure 5% (TRI) 520 560 520 560 air pressure 100% (TR2) 650 530 650 530 Carcass line radius at shoulder part air pressure 5% (CR1) 110 85 110 air pressure 100% (CR2) 90 90 90 Carcass line radius at crown part air pressure 5% (RX1) 491.35 491.35 491.35 491.35 air pressure 100% (RX2) 492.85 492.85 492.85 492.85 Depth (hi) of cut at shoulder part (mm) 13 13 5.5 Width of cut at shoulder part (mm) 2 2 11.5 11.5 Ratio of cut surface area at shoulder part 0.19 0.19 0.18 0.18 Shape index at shoulder part 0.44 0.44 0.72 0.72 Pattern transverse stiffness at shoulder part (kg/mm) 18.6 18.6 52.7 52.7 Pattern circumferential stiffness at shoulder part (kg/mm) 15.6(64) 15.6(64) 53.8(38) 53.8(94) Volume of cut at shoulder part (cm 3 4.160(10.5) 4.160(10.5) 1.898(4.8) 1.898(4.8) Thickness of rubber at shoulder part (mm) 23.9 23.9 23.5 23.5 Depth (h o of vertically running main groove (mm) 18.0 18.0 18.0 18.0 Tread pattern Fig.10 Fig.10 Fig.13b Fig.13b Carcass line profile Fig. 5 Fig. 5 Fig. 5 Fig. (PV) (PR) (PV) (PR) The numeral in parenthesis, indicates an index. -j r S1 i |i I i- 9II O 00 10 o 09 Ilt In any of tires, the carcass 1 is composed of one ply in which twisted steel cords (7 x 4/0.175 mm) disposed at an angle of 900 with respect to the equatorial plane of the tire and the belt structure 3 is composed of twisted steel cords (1 x 3/0.20 6/0.38 mm), a first belt being disposed at 670 with respect to the equatorial plane of the tire whereas the second through fourth belts at 160. A belt adjacent to the carcass layer is referred to as the f.irst belt, and succeeding ones as the second, third, and fourth in turn. Component materials of belts such as tread rubber and others are common to all belts. (Tread surface strain and Depth of cut) Tread surface strain Depth of cut *2 *1 (mm) Example 1 -1.4 Control Example 1 +1.6 15.0 *1 The term "depth of cut" means a depth of a cut produced on the tread when a jig T as shown in Fig.6 is pressed with a certain intensity of force to a tire inflated to have the specified maximum internal air pressure. *2 "Tread surface strain" is a term defined in such a way that, when a length drawn on the tread surface between scale marks each 10 mm long along the direction of the tire axis increases with inflation of the tire, tensile strain acts and, when said length decreases, compressive strain acts. A tire of this example is found excellent in resistance to cut when knowing that compressive strain acts therein. -L i U (Comfortableness in vehicle riding and. Stability in driving) Results of investigation about the vertical spring rate as a scale for evaluating comfortableness in vehicle riding and stability in driving and about the relation between cornering force and tread surface strain provide a data that, as shown in Figs. 7 and 8, the tire of Example 1 of this invention in which compressive strain acts is not different in degree of deflection from Control Example 1 in Which tensile strain acts but approximately 10% higher in intensity of cornering force. This data reflects that high tension of the carcass ply acting on the portion extending from buttress tread part and compressive strain acting in 'the direction of the tire axis provide higher transverse stiffness at the grounding surface. From the above described facts, it can be said that comfortableness in vehicle riding provided by a tire having a profile according to this invention is not different, as will be referred to later again, from that by the conventional tire but superior in respect of stability in driving. For finding the influence of carcass profile, intensity of ret-tive force generated i'n the revolving axes of tires of Control Example 1 and Example 1 during running over protrusions in the test course and data as shown in Table 3 for comparing two examples with respect to comfortableness in riding during joint were obtained. Table 3 shows the results of measurements of reactive force in Example 1 in terms of index based on the assumption that the index of the reactive force in Control Example 1 is 100, wherein the larger the index, the better the comfortableness vehicle riding. pi~ a a I. I, iii a 4 4; 4 4 ilk I I ii I *ift Table 3 Comparison of test results of comfortablenes -s In, riding. Speed Control Example1 Example 1 Vertical reactive force 50 km/h 100 100 during ride over protrusions 80 km/h 100 102 Back-and-forth reactive 50 km/h 100 101 for during ride over protrusions 80 km/h 100 100 From Table 3, a tire of Example 1 is found superior to the conventional one providing comfortableness in vehicle riding. The reason for the above fact is that a great deal of flexional deformation inflicted on the tire when the tire rides over protrusions on the ground is absorbed side wall parts of the tire. In the tire according to the invention, tension in the carcass ply is low in areas extending from positions, at which deformation absorption capacity reaches the maximum and between which the largest width of the tire lies, to the bead parts on the side wall portions lower than the above mentioned points, whereby tension distribution in these areas are capable of absorbing flexional deformation comparatively easilly. (Resistance to Rolling) Comparison of resistance to rolling of a tire of Example 1 according to this invention with that of Control Example 1 of the prior art, as shown in Fig. 9, indicated that the former is or more below the latter and, proportionately, contributes to reduction in fuel consumption. The reason is that the movement of rubber in the tire of this invention occurring every revolution of the tire is smaller than that of the conventional tire in the areas extending from the grounding surface to buttress parts and I energy loss In the tire Is reduced. The same remark as above is It applicable to heat generation in the tire, too. q F Resistance to rolling Is evaluated by resistance of a tire during running after the tire Is pressed to the surface of a I steel drum of 1.7 m In diameter so as to be loaded as specified, and driven for warming up for about 45 minutes at a speed and IIwith internal pressure as specified, (Durability to High Speed Running) In view of improved road conditions of these days, importance must be attached to durability of a tire of such kind H as above and test of durability to high speed running was performed according to the following method, results thereof being shown in Table Table I Breaking speed :Length of time of running Example 1 130 km/h :110 min. to breakage Control Example 1 120 km/h 50 min. to breakage Control Example 2 110 km/h :100 min. to breakage Control Example 3 100 km/h 50 min. to breakage Tires were driven on the drum type driving tester according to the stepped speed running method on conditions that: Load S3, 7 8 0 kg Initial internal pressure 7.25 kg/cm~ Rim 7.50 v wherein results were evaluated by the level of speed at which the tire was broken due to heat generation and the length of time spent for running at the above speed. A tire of Example 1 of this invention cleared a speed of 130 km/h but a tire of Control i I- L9.1. I Example 1 could clear only 120 km/h, lower by one order than 130 kin/h. Control Example 3 having conventional pattern plus conventional carcass ply showed a lower level of durability (100 km/h). Control Example 2 showed a level of 110 km/h because of influence of the pattern. A tire of this invention designed to be provided with "cut grooves" on the shoulder zones for reducing pattern circumferential stiffness and to cause compressive strain to act upon tread rubber when tire is inflated reduced an amount of movement of rubber body, controlled heat generation in the shoulder parts, and provided "high degree of durability'. (Resistance to Wear) As regards resistance of the tread to wear, comparison tests using the actual truck wear performed and amounts of wear of treads per 1,000 km running were compared by measurements of grooves after 50,000 km running. As shown in Table 6, a tire according to this invention demonstrated excellent resistance to wear thanks to heat generation to a low degree, more uniform distribution of grounding pressure, and high gripping performance. Table 6 Results of tests of resistance to wear using actual truck Index of wear of tread Control Example 1 100 Control Example 2 100 Control Example 3 Example 1 115 A larger value means a superior performance. The above ratio may be regarded as a ratio between life span of treads. t- 4 44 9ff 4I: 44 t 4 4, 4 *111j *l i ii i il r r t ea (Wet grip performance) Values obtained from comparison of wet grip performance are shown in Table 7. Table 7 Control Control Control Example 1 Example 1 Example 2 Example 3 Index of wet slip 110 105 100 115 Wet grip performance were observed by confirming braking distance travellad by the actual truck driven at a speed of km/h on the asphalt-paved wet road, and indicated in terms of index on the assumption that. index of braking distance of Control Example 3 is 100. In this case, too, the larger the index, the better the performance, and a tire of example 1 which exhibited a strong braking force is verified to be excellent in wet grip performance as one important requirements for safety. (Effect of the Invention) As has been described, this invention provides a wellbalanced tire in which the radially expansive surface profile is expanded radially outwardly at both shoulder parts when the tire is inflated and tread pattern circumferential stiffness as well as index of groove volume is optimized so that resistance to wear, durability to high speed running (low degree of heat generation), resistance to cutting, and resistance to rolling (low fuel consumption) including wet grip performance and stability in vehicle driving may be advantageously improved without reducing comfortableness in vehicle riding when subjected to jolting. "1 Claims (4) 1. A pneumatic radial ply tire comprising a carcass layer reinforced by at least one ply of substantially radially arranged substantially unstretchable parallel cords; a tread on said carcass layer, having at least two main grooves extending circumferentially in a zigzag, wavy, or straight line to divide the tread into two shoulder parts and a crown part therebetween having width of about 30 to 65% of the tread width; a belt layer, arranged between the tread rubber and said carcass layer adjacent to the carcass layer, and Including at least two plies of parallel cords laid at an angle of 100 to 70° to the tire circumferential direction so as to be crosswise with each other; said tread, when the tire is mounted on a rim officially specified for use therewith and inflated with air, having a radially outer profile curved in a plane including the tire axis, and the radius of curvature thereof increasing with an increase in inflation air pressure and satisfying a felation fi it. V :i' :I~a h 1.2 TR2/TR1 wherein TR1 is the radius when the tire is inflated to a pressure of 5% of the specified maximum pressure, and TR2 is the radius when inflated to the specified maximum pressure; said tread shoulder parts ;ach being provided with a plurality of axially extending narrow grooves of less than 6 mm in width so that a S' volume index of the narrow grooves is in a range of 2.5 to 15, and a circumferential stiffness index in each shoulder part In a range of 30 to Download PDF in English