Pneumatic tire

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Tire carcass ply is laid between two double beads. Breaker ply is recessed on carcass ply outer peripheral side in tread section. Tread is provided with multiple main grooves extending along tire circle. Maximum depth of each main groove varies from 8.5 mm to 15.0 mm. Relationship between height of actual tire profile SH and that of profile SHstd calculated from tire size is set to 0.97≤α≤0.99. Relationship between contact areas makes 65-70% under conditions of measurements whereat air pressure makes 200 kPa and load making 50% of bearing capacity at said air pressure. Mean contact pressure P varies from 300 kPa to 400 kPa.

EFFECT: longer life, efficient braking on moistened surface.

13 cl, 4 dwg, 1 tbl

 

The technical field

The present invention relates to a pneumatic tire used in the case when the focus is on life to the full depreciation. In particular, the present invention relates to a pneumatic tire whose life to the full depreciation may be extended and whose braking performance on wet surfaces can be increased without increasing the weight of the tire.

The level of technology

There was a need for extended service life to the full depreciation of the pneumatic tires. On the other hand, the need to reduce the weight of the tire is also strong due to reasons such as reducing the load on the environment, reduce production costs and increase the comfort while driving. In General, the service life to the full depreciation extend the use of the means of increasing the structural width of the tread part, as a way of reducing the area of the grooves of the tread part and method of increasing the thickness of the tread portion, thereby increasing the depth of the grooves (for example, see JP 2006-111122). However, these methods entail an increase in the weight of the tire. For this reason, it is difficult to achieve and extend service life to the full depreciation, and weight reduction of the tire at the same time.

In addition, recently, there is a need to improve the braking performance on wet surface the displacement at a speed drive, in excess of 100 km/h in order to cope with the increasing speed of vehicles. If the ratio of the areas of the grooves in the tread portion is increased due to such needs, the service life to the full depreciation is additionally reduced.

The problem to which the invention is directed

The purpose of this invention is to provide a pneumatic tire whose life to the full depreciation may be extended and whose braking performance on wet surfaces can be increased without increasing the weight of the tire.

The means of solving the problem

To solve the above-mentioned tasks are designed pneumatic tire in which the carcass layer laid between dual side parts; the layer of the breaker recessed on the outer peripheral side of the layer of the carcass in the tread portion; and a tread portion, a plurality of main grooves, passing in the circumferential direction of the tire, and pneumatic tire characterized by the fact that the maximum depth of the groove of each of the main grooves is from 8.5 mm to 15.0 mm, the ratio of the height profile SH actual bus to the profile height SHstd, is calculated from the tire size set in the range of 0.97≤α≤ 0.99, and the ratio of the areas of contact ranges from 65% to 75% under the condition of measurement, in which the air pressure is 200 kPa and the load 50 from the load bearing capacity when the air pressure 200 kPa, and the average contact pressure P ranges from 300 kPa to 400 kPa, provided the dimension.

The results of the invention

In the present invention, although the maximum depth of the grooves of the main grooves is made relatively large, the average contact pressure P is made larger than a conventional tire by setting a relatively low profile height SH of the actual bus and optimize the relationship of the areas of contact when a predetermined condition measurement. This makes it possible extension of service life to the full depreciation and improves braking performance on wet surfaces without increasing the weight of the tire.

In the present invention, it is desirable to achieve a high level of balance between the weight reduction of the tire, extend service life to full wear and improve performance braking on wet surfaces met the requirements of the following configurations.

In particular, the hardness of JIS-A mixture of the top layer constituting the tread portion is preferably 50-68 at 23°C. the Ratio of the height profile width is preferably from 65% to 85%, and the ratio β of the maximum width of the contact GCW to profile width SW of the tire is preferably in the range of 0.60≤β≤0,70. The maximum length of the imprint Ls shoulder of the contact parts located in the respective shoulder tread zones h and, and the maximum length of the footprint Lc Central contact zone, located in the center of the tread part, preferably satisfy the ratio 0,80≤Ls/Lc≤0,95. Section height SH of the actual bus is preferably from 150 mm to 200 mm mean radius R of the tread, measured along a Meridian of the tire, and the outer diameter D of the tire preferably satisfy the ratio 0,70≤R/D≤0,90.

Pneumatic tire preferably includes two layers of the breaker in the tread area, and the intersection angle of the cords of these layers of the breaker is preferably from 44° to 52°. Pneumatic tire preferably includes two layers of the breaker in the tread portion, and the width BW of the site where these layers of the breaker overlap, and the maximum width of the contact GCW preferably satisfy the relationship of 0.90≤BW/GCW≤1,00.

Pneumatic tire preferably includes a filler flanges on the core Board in each of the side parts, and the height H of each of the filler side from the heel side and the profile height SH of the actual bus preferably satisfy the relation 0,20≤/H / SH≤0,30.

Pneumatic tire preferably includes four main grooves in the tread portion, each main groove is viewed through the structure, the distance from A1L the center position of one ofmajor grooves A1, located on the Equatorial side of the tire to the tire equator, and the maximum width of the contact GCW preferably satisfy the relation of 0.05≤A1L/GCW≤0,15, and the distance A2L from the center position of one of the main grooves A2, located on each shoulder side to the equator of the tire and the maximum width of the contact GCW preferably satisfy the relation of 0.25≤A2L/GCW≤0,40.

Pneumatic tire preferably includes a coating layer of the breaker on the outer peripheral side of the layers of the breaker in the tread portion, one end portion of the top ply of the breaker is preferably placed outside layers of the breaker in the direction of the width of the tire, and the other end part of the top ply of the breaker is preferably placed in the area below the contact part, which is one of the main grooves A1 Equatorial side of the tyre and the corresponding main groove A2 of the shoulder side.

Pneumatic tire preferably includes multiple lug grooves connecting the main grooves A1 Equatorial side of the tyre and the main groove A2 of the shoulder side, the center line of each groove of the lug preferably includes straight lines that cross each other, the angle A1θ of intersection between the center line of the lug grooves and the corresponding main groove A1 SOS is to place preferably from 40° to 60°, and the angle A26 of intersection between the center line of the lug grooves and the corresponding main groove A2 is preferably from 60° to 80°.

Each of the five rows of contact portions defined by the main grooves, preferably made of multiple blocks; in each of these blocks is preferably the slot; each block is formed between the main grooves A1, A1 Equatorial side of the tyre, the slot terminates at one end in the block and made with the possibility of messages at the other end with one of the main grooves A1; each block is formed between one of the main grooves A1 Equatorial side of the tyre and the corresponding main groove A2 of the shoulder side, the slot preferably has a capability message at one end with the main groove A1 and executed with the possibility of the message at the other end with the main groove A2; and in each block formed outside one of the main grooves A2 shoulder side, the slot preferably has a capability message at one end with the main groove A2 and made with the possibility of messages at the other end with the corresponding contact end.

Brief description of drawings

Figure 1 is a view in transverse section along the Meridian, which shows the pneumatic tire according to a variant implementation of this is about inventions.

Figure 2 - scan showing a tread pattern of a pneumatic tire according to a variant implementation of the present invention.

Figure 3 is a top view showing the contact area of the pneumatic tire according to a variant implementation of the present invention.

Figure 4 is an enlarged scan showing a tread pattern of a pneumatic tire according to a variant implementation of the present invention.

The best ways of carrying out the invention

A detailed description will be given below for configurations of the present invention with reference to the accompanying drawings. Figure 1 is a view in transverse section along the Meridian, which shows the pneumatic tire according to a variant implementation of the present invention; figure 2 - scan showing a tread pattern of a pneumatic tire.

In figure 1 reference number 1 denotes a tread portion; 2 - part of the sidewall; and 3 - side part. As shown in figure 1, two layers 4A, 4B of the frame, each comprising multiple parallel carcass ply cords laid between dual side parts 3, 3. No special restrictions on the casing fabric is imposed. However, it is desirable that as the cords of the carcass was used cords of organic fibers, viscose, polyester, Nala is a, aromatic polyamide and the like. The angle of the cords in each of the layers 4A, 4B of the frame in the circumferential direction of the tire is set in the range from 75° to 90°. The ends of the layer 4A of the frame located on the inner side of the tire and wound around the respective cores 5 boards from inside to outside of the tire. Thus, the fillers 6 boards, placed on the cores 5 sides and made of a rubber mixture, wrapped, respectively, integral parts of the layer 4A of the frame. On the other hand, the ends of the layer 4B of the frame, located on the outer side of the tire, are placed outside of the cores 5 boards and fillers 6 sides in the width direction of the tire, respectively.

In the tread portion 1, on the outer peripheral side of the layer 4 of the frame, placed two layers 7A, 7B of the breaker. Each of the layers 7A, 7B of the breaker includes numerous reinforcing threads which are placed obliquely to the direction of the circumference of the tire. No special restrictions on reinforcing the threads of the layers 7A, 7B of the breaker is not imposed. However, it is desirable that the reinforcing yarns used steel cord. In addition, on the outer peripheral side of the layers 7A, 7B of the breaker is placed at least one coating layer 8 of the breaker. The covering layer 8 of the breaker includes a reinforcing threads oriented in the direction of the environment and the activity bus. In this regard, the covering layer 8 of the breaker has a layered structure in sections, covering the ends of the layer 7A of the breaker and the ends of the layer 7B of the breaker, respectively. In addition, the covering layer 8 of the breaker has a single layer structure in the area closer to the equator E of the tire. No special restrictions on reinforcing threads included in the coating layer 8 of the breaker, not imposed. However, it is desirable that the reinforcing yarns used threads from organic fibers made of polyester, nylon, aromatic polyamide and the like. In addition, the tread portion 1 has a structure in which podkrasochnoy rubber layer 1A and the upper rubber layer 1B of the tread caused by layers and connected to each other.

As shown in figure 2, the tread portion 1 has four main grooves A1, A1, A2, A2. Each of the four main grooves A1, A1, A2, A2 extends in the circumferential direction of the tire and is viewed through the structure. In this respect, two main grooves A1, A1 are located on the Equatorial side of the bus, while the remaining two main grooves A2, A2 are located on the respective shoulder sides. Viewed through structure means a structure in which the projection of the main grooves in the circumferential direction of the tire is formed subject to yunae space. In particular, even when each of the main grooves A1, A2 has a zigzag shape, as illustrated, the center position in the width direction of each main groove remains viewed through the site.

In the tread part 1 the four main grooves formed by five rows of contact areas 10, 20, 20, 30, 30. Specifically, the contact area 10 is placed at the center position of the tread portion 1; the contact areas 20 are placed outside of the contact area 10; and the contact areas 30 are placed at the respective shoulder of the protective provisions part 1.

In the Central contact area of 10 numerous grooves 11 lug passing in the direction of the width of the tire. Central contact area 10 is delimited by these grooves 11 lug on numerous blocks 12. Each block 12 is made of numerous slits 13, held essentially parallel to the grooves 11 of the lug. It should be noted that the slot means of the narrow grooves, each with a width of grooves between 0.3 mm to 1.4 mm

In addition, each of the contact areas 20 that are located outside the Central contact area 10, numerous grooves 21 of the lug passing in the direction of the width of the tire. Each contact portion 20 is delimited by these grooves 21 of the lug on numerous the s blocks 22. Each block 22 is made of numerous slits 23, held essentially parallel to the grooves 21 of the lug.

Moreover, each of the shoulder of the contact sections 30 numerous grooves 31 lug, passing in the direction of the width of the tire. Each shoulder contact section 30 is delimited by these grooves 31 lug on numerous blocks 32. In each block 32 made numerous slits 33, held essentially parallel to the grooves 31 of the lug.

It should be noted that the above-described tread meets the specifications of winter tyres, which is provided by the American Association rubber manufacturers (RMA). In particular, each of the grooves 31 lug, made in the shoulder of the contact areas 30: is at least one-half inch or more from one end of the print towards the center of the tread; grooves has a width in 1/16 inch or more; and has an angle of inclination relative to the direction of the circumference of the tire in the range from 35° to 90°.

In this way, the pneumatic tyre, the maximum depth of the groove of the main grooves A1, A2 set in the range from 8.5 mm to 15.0 mm When the maximum depth of the groove is set relatively large, as described above, it is possible to prolong the service life to the full depreciation and polyetheramines braking on wet surfaces.

The ratio of the height profile SH actual bus to the profile height SHstd, is calculated from the tire size set in the range of 0.97≤α≤0,99. In General, all-season tires the depth of the groove is set large to ensure the effectiveness of snow and life to the full depreciation. On the other hand, the height profile SH, usually set higher than the height profile SHstd. In the tire according to this variant implementation, however, the section height SH is set relatively low intentionally. Thereby optimize the ratio of the areas of contact in the bus and regulate the average pressure P of the contact. The height profile SHstd(mm), calculated from the tire size is considered by multiplying the nominal width of the tire on the ratio of the height profile width. On the other hand, the height profile SH (mm) actual bus receive by measuring the tire, which is mounted on a standard rim core rim) and is pressurized to a pressure of 200 kPa. In particular, when the external length (mm) tire circumference, pressurized in the manner described above, is measured and from the external length of the circumference is calculated outer diameter (mm)section height SH of the actual tire can be obtained from (outer diameter - nominal rim diameter x 25.4)/2.

The above-described pneumatic tire designed so that the ratio of the areas of the contact structure is yet from 65% to 70% under the condition of measurement, in which the tire is mounted on a standard rim core rim), is pressurized to a pressure of 200 kPa is applied at a load equal to 50% of carrying capacity with the air pressure of 200 kPa. When the average pressure P of the contact sets more traditional, it may be improved braking performance on wet surfaces without increasing the weight of the tire. In addition, the length of the footprint becomes smaller, when the outer diameter is set smaller. For this reason, it is possible to reduce the total energy of the friction forces in the imprint and, accordingly, to extend the service life to the full depreciation.

Figure 3 shows the contact area of the above-described pneumatic tire. Figure 3 the area of the region surrounded by the boundary line X contact is the contact area of the GCA, and the total area of contact sites in the area surrounded by the boundary line X contact is the actual area of contact ACA. The ratio of the areas of contact can be obtained from the ACA/GCAx100%. In addition, the average contact pressure P is the value obtained by dividing the applied load by the actual contact area of ACA.

In the above-described pneumatic tire hardness JIS-A mixture of the top layer constituting the tread portion 1, is set in the range from 50 to 68 at 23°C. This ensures the achievement of a higher level of balance between the efficiency of tarmogen is to wet the surface and life to the full depreciation. Here, in the case where the JIS-A hardness of the mixture of the top layer is less than 50, the rigidity of the blocks is insufficient, and the braking performance on wet surfaces, respectively deteriorating. On the contrary, in the case where the hardness of JIS-A mixture of the top layer exceeds 68, it is difficult to guarantee the service life to the full depreciation.

In the above-described pneumatic tire, the ratio of the height profile width is set from 65% to 85%, and the ratio β of the maximum width of the contact GCW to profile width SW of the tire is set in the range of 0.60≤β≤0,70. This provides a greater balance between reducing the weight of the tires and service life to the full depreciation. Here, in the case where the ratio β is less than 0,60, design tread width is too small and, accordingly, it is difficult to guarantee the service life to the full depreciation. On the contrary, in the case where the ratio of β exceeds 0,70, it is difficult to reduce the weight of the tire.

As shown in figure 3, the maximum length Ls of print shoulder contact area 30 located in the shoulder area of the tread portion 1, and the maximum length Lc of the imprint of the Central contact area 10 located in the middle of the tread part 1, meet the ratio 0,80≤Ls/Lc≤ 0,95. This ensures the achievement of a higher level of balance between the braking performance on wet surfaces and life to the full is the first wear. Here, in the case where the ratio of quadratische (Ls/Lc) is less than 0.80, more tends to cause wear of the middle and, accordingly, it is difficult to guarantee the service life to the full depreciation. On the contrary, in the case where the ratio of quadratische exceeds 0.95, and when braking is not sufficient to guarantee the effectiveness of contact in the Central region. Accordingly, it is difficult to improve the braking performance on wet surfaces.

In the case of the above pneumatic tire section height SH is set in the range from 150 mm to 200 mm, It achieves a higher level of balance between reducing the weight of the tires and the braking performance on wet surfaces. Here, in the case where the section height SH is less than 150 mm, reducing the weight of the tires is not enough. On the contrary, in the case where the section height SH exceeds 200 mm, the reduced stiffness of the tire. Thus, it is difficult to improve the braking performance on wet surfaces.

In the above-described pneumatic tire, the average radius R of the tread, measured along a Meridian of the tire, and the outer diameter D of the tire meets the ratio 0,70≤R/D≤0,90, preferably of 0.75≤R/D≤0,85. This ensures the achievement of a higher level of balance between the braking performance on wet surfaces and life to the full depreciation. Here, in the case when the R/D is less than 0,70, increasingly tends to occur wear mid and, accordingly, it is difficult to guarantee the service life to the full depreciation. On the contrary, when R/D higher than 0.9, while braking is not sufficient to guarantee the effectiveness of contact in the Central region. Accordingly, it is difficult to improve the braking performance on wet surfaces.

It should be noted that the average radius R of the tread and the outer diameter D of the tire is measured, when the air pressure is 200 kPa. If you measure the average radius R of the tread, radiususer placed in contact with the tread surface along a Meridian of the tire. In this case, the measurement should be carried out when all contact areas located closer to the middle than the main grooves of the shoulder side, brought into contact with radioalarm.

In the above-described pneumatic tire two layers 7A, 7B of the breaker embedded in the tread portion 1. The intersection angle between the cords in these layers 7A, 7B of the breaker is set in the range from 44° to 52°. This ensures the achievement of a higher level of balance between the braking performance on wet surfaces and life to the full depreciation. Here, in the case where the intersection angle of the cords is less than 44°, when braking is not sufficient to guarantee the effectiveness of contact in the Central region is. Accordingly, it is difficult to improve the braking performance on wet surfaces. On the contrary, in the case where the intersection angle of cords exceed 52°mostly tends to occur wear mid and simultaneously decreases the rigidity to bending in the plane of each layer of the breaker. For this reason, it is difficult to guarantee the service life to the full depreciation.

In addition, the width BW of the site where the layers 7A, 7B of the breaker overlap, and the maximum width of the contact GCW satisfy the ratio of 0.90≤BW/GCW≤1,00. This allows you to a greater extent to improve the service life to the full depreciation. Here, in the case where BW/GCW less than 0,90, the rigidity of the breaker in each shoulder area is insufficient and is likely to occur wear shoulder area. On the contrary, in the case where BW/GCW exceed 1,00, more tends to occur wear mid. Thus, it is difficult to guarantee the service life to the full depreciation.

In the above-described pneumatic tire fillers 6 boards are placed on the cores 5 of the boards of the side parts 3, respectively. The height H of each of the filler 6 side from the corresponding heel side and the profile height SH satisfy the ratio 0,20≤/H / SH≤0,30. When H/SH is set equal to or less than 0,30, it is possible to make the width of the profile SW bus more with less rubber. Here, in the case where H/SH minority is e 0,20, the rigidity of the tire is reduced and, accordingly, difficult to guarantee the sustainability drive. On the contrary, in the case where S/SH greater than 0.30, a weight of the tire is reduced sufficiently.

In the above-described pneumatic tire in the tread portion 1 has four main grooves A1, A2, having browsed through the structure. As shown in figure 4, the distance from A1L the center position of one of the main grooves A1, located on the side of the tire equator to equator E of the tire and the maximum width of the contact GCW satisfy the relation of 0.05≤A1L/GCW≤0,15. In addition, the distance A2L from the center position of one of the main grooves A2, located on the shoulder side to the equator E of the tire and the maximum width of the contact GCW satisfy the ratio of 0.25≤A2L/GCW≤0,40. This ensures the achievement of a higher level of balance between the braking performance on wet surfaces and life to the full depreciation. Here, when either A1L/GCW or A2L/GCW is too small, the rigidity of the tread in the center position is insufficient and likely to wear mid. Thus, it is difficult to guarantee the service life to the full depreciation. On the contrary, when either A1L/GCW or A2L/GCW is too large, the ratio of the areas of the grooves in the center position decreases and decreases the rigidity of the tread of each plait the eve part. Accordingly, it is difficult to improve the braking performance on wet surfaces.

Although each of the main grooves A1, A2 has a zigzag shape, it is desirable that: the edges of the blocks 12, 22, 32, facing to the main groove, would be made in the form of a straight line; and the angle of each edge to the direction of the circumference of the tire would be from 3° to 10°. It is possible to obtain a satisfactory edge effect. Accordingly, it is possible to improve the braking performance on wet surfaces.

In the above-described pneumatic tire cover layers 8 breakers were placed on the outer peripheral side of the layers 7A, 7B of the breakers in the tread portion 1. One end section of each coating layer 8 of the breaker is placed outside layers 7A, 7B of the belt in the width direction of the tire. The other end section of each coating layer 8 of the breaker is placed in the area below the contact portion 20 defined basic groove A1 of the Equatorial side of the tyre and the main groove A2 of the shoulder side. This ensures optimization of the shape of the contact spot, and the pressure distribution of the contact, and, consequently, the achievement of a higher level of balance between the braking performance on wet surfaces, and life to the full depreciation. It should be noted that it is desirable that the shortest distance from the edge p of the blood layer 8 of the breaker, which is located in the region under the contact portion 20, to each of the main grooves A1, A2 was set at 5 mm or more. In the case where the shortest distance is less than 5 mm, in grooves of the likely occurrence of cracks.

In the above-described pneumatic tire made numerous grooves 21 of the lug connecting the main grooves A1 Equatorial side of the tyre and the main groove A2 of the shoulder side. As shown in figure 4, the center line of each groove 21 of the lug includes straight lines that cross each other. Angle A1θ of intersection between the center line of the groove 21 of the lug and the main groove A1 (i.e. the angle of cut straight on the side of the main grooves A1 center line of the groove 21 of the lug to the direction of the circumference of the tire) is in the range from 40° to 60°. Angle A2θ of intersection between the center line of the groove 21 of the lug and the main groove A2 (i.e. the angle of cut straight on the side of the main grooves A2 center line of the groove 21 of the lug to the direction of the circumference of the tire) is in the range from 60° to 80°. This ensures the rigidity of the blocks and optimized edge effect. Respectively, can be achieved a higher level of balance between the braking performance on wet surfaces and life to the full symptom is CA.

In the above-described pneumatic tire contact areas 10, 20, 30 respectively composed of numerous units 12, 22 and 32. In these 12, 22 and 32 are made slits 13, 23, 33. Each block 12 is formed between the main grooves A1, A1 Equatorial side of the tyre, each slot 13 terminates at one end in the block 12 and communicates at the other end with one of the main grooves A1. Each block 22 is formed between one of the main grooves A1 Equatorial side of the tyre and the corresponding main groove A2 of the shoulder side, each slot 23 is communicated at one end with the main groove A1 and communicated at the other end with the main groove A2. In each block 32 is formed outside one of the main grooves A2 shoulder side, each slot 33 is arranged to messages on one end with the main groove A2 and made with the possibility of messages at the other end with the corresponding contact end CE. This ensures the rigidity of the blocks and optimized edge effect. Respectively, can be achieved a higher level of balance between the braking performance on wet surfaces and life to the full depreciation.

Was described in detail the preferred implementation of the present invention. It is clear that the present invention can be applicable to various modify the tion, substitution and replacement up until the modification, substitution and replacement are within the essence and scope of the present invention defined in the attached claims.

EXAMPLES

Pneumatic tires of examples 1-6 were prepared as follows. Each of the pneumatic tires had a tire size of 265/70R16 - the configuration shown in figure 1, and the tread pattern shown in figure 2. Were established specifications, as shown in the table, for each of examples 1-6, the specification included: the maximum depth of the main grooves grooves; the ratio of the height profile SH actual bus to the profile height SHstdcalculated from the tire size; the ratio R/D of the average radius R of the tread to the outer diameter D of the tire; the ratio of the areas of contact provided measurement when the air pressure was 200 kPa and a load was 50% of carrying capacity with the air pressure of 200 kPa; the average contact pressure P at the above condition measurement; ratio β of the maximum width of the contact GCW to profile width SW of the tire; and the ratio Ls/Lc maximum length Ls of print shoulder contact area to the maximum length Lc of the imprint of the Central contact area. For comparison, we prepared a pneumatic tire (conventional example)having a conventional configuration, with the same size of W is t.

These test tires were evaluated from the point of view of the weight of the tires, braking performance on wet surfaces and life to the full depreciation through the following tests. The results of the estimates included in the table.

The WEIGHT of TIRES:

We measured weight of test tires. Were used the inverse number of the respective measured values, and the evaluation result is shown by an index, where the traditional example is taken as 100. A higher index means more light weight.

The BRAKING performance ON WET SURFACES:

The test tires were planted on the wheel size rim 16x8.0J, and planted so the test tires were mounted on vehicle (SUV; SUV) with an engine capacity of 3000 cm3. Then, when the condition of the tires with air pressure of 200 kPa was measured braking distance by applying the brakes while the vehicle is moving with a speed of 120 km/h on the test route in the wet condition of the surface. This measurement was conducted five times for each type of test tires, and was found the average braking distance. Were used the inverse number of the respective measured values, and the evaluation result is shown by an index, where the traditional example is taken as 100. A larger index means better braking performance on wet surfaces.

<> LIFE TO the FULL DEPRECIATION:

The test tires were planted on the wheel size rim 16x8,0J, and planted so the test tires were mounted on vehicle (SUV; SUV) with an engine capacity of 3000 cm3. Then, when the condition of the tires with air pressure of 200 kPa, the vehicle passed 12000 km with an average speed of 40 km/h on the test route. After the run were measured depth of the grooves of the respective main grooves. Based on the depths of the grooves in a brand new tire and the depth of the grooves in a worn tire was calculated estimated service life to the full depreciation. The evaluation result was indicated by the number of indexes. The evaluation result is shown by an index, where the traditional example is taken as 100. A larger index means a longer service life to the full depreciation.

Traditional sampleExample 1Example 2Example 3Example 4Example 5Example 6
The maximum depth of groove (mm)131313 13131313
Α1,020,970,970,980,980,990,99
R/D0,650,750,850,750,850,750,85
The ratio of the areas of contact (%)68686868686868
The average contact pressure P (kPa)292380370350340320310
Β0,650,650,650,650,650,65 0,65
Ls/Lc0,700,830,900,830,900,830,90
The weight of the bus100106106105105104104
The braking performance on wet surfaces100110109110109110109
Life to the full depreciation100104105105106106107

As shown in the table, the tires according to examples 1-6 were lighter, with better braking performance on wet surfaces and long life to the full depreciation than tire according to conventional example.

The LIST of REFERENCE POSITIONS

1 - p is tekturna part

1A - podkrasochnoy rubber layer

1B is a top rubber layer of the tread

2 is a part side

3 - side part

4, 4B - layer frame

5 - core Board

6 - filler Board

7A, 7B - layer of the breaker

8 is a top layer of the breaker

A1, A2 - basic groove

10, 20, 30 pin site

11, 21, 31 of the lug groove

12, 22, 32 - unit

1. Pneumatic tire in which the carcass layer laid between dual side parts; the layer of the breaker recessed on the outer peripheral side of the layer of the carcass in the tread portion; and a tread portion made many major grooves, passing in the circumferential direction of the tire, characterized in that
the maximum depth of the groove of each of the main grooves is from 8.5 mm to 15.0 mm;
the ratio α of the profile height SH of the actual bus to the profile height SHstd, is calculated from the tire size set in the range of 0.97≤α≤0,99;
the ratio of the areas of contact ranges from 65% to 70% under the condition of measurement, in which the air pressure is 200 kPa, and the load is 50% of carrying capacity when the air pressure 200 kPa; and
the average contact pressure P ranges from 300 kPa to 400 kPa, provided the dimension.

2. Pneumatic tire according to claim 1, characterized in that the hardness of JIS-A mixture of the top layer constituting the tread portion, costall the em from 50 to 68 at 23°C.

3. Pneumatic tire according to claim 1 or 2, characterized in that
the ratio of the height profile width ranges from 65% to 85%, and
the ratio β of the maximum width of the contact GCW to the width of the profile SH tires is in the range of 0.60≤β≤0,70.

4. Pneumatic tire according to claim 1 or 2, characterized in that the maximum length of the imprint Ls shoulder of the contact parts arranged in a corresponding shoulder zones of the tread part, and the maximum length of the footprint Lc Central contact zone located in the middle of the tread part, satisfy the ratio 0,80≤Ls/Lc≤0,95.

5. Pneumatic tire according to claim 1 or 2, characterized in that the section height SH of the actual bus is from 150 mm to 200 mm

6. Pneumatic tire according to claim 1 or 2, characterized in that the average radius R of the tread, measured along a Meridian of the tire, and the outer diameter D of the tire meets the ratio 0,70≤R/D≤0,90.

7. Pneumatic tire according to claim 1 or 2, characterized in that it contains two layers of the breaker in the tread part, and the intersection angle of the cords of these layers broker ranges from 44° to 52°.

8. Pneumatic tire according to claim 1 or 2, characterized in that it contains two layers of the breaker in the tread portion, and the width BW of the site where these layers of the breaker overlap, and the maximum width of the contact GCW satisfy the ratio of 0.90≤BW/GCW≤1,00.

9. Mo is matejska tire according to claim 1 or 2, characterized in that it contains a filler flanges on the core Board in each of the side parts, and the height H of each of the filler side from the heel side and the profile height SH of the actual tires meet the ratio 0,20≤/H / SH≤0,30.

10. Pneumatic tire according to claim 1 or 2, characterized in that it contains four main grooves in the tread portion, each main groove is viewed through the structure, characterized in that:
the distance from A1L the center position of one of the main grooves A1, located on the side of the tire equator to equator of the tire and the maximum width of the contact GCW satisfy the relation of 0.05≤A1L/GCW≤0,15; and
distance A2L from the center position of one of the main grooves A2, located on the shoulder side to the equator of the tire and the maximum width of the contact GCW satisfy the ratio of 0.25≤A2L/GCW≤0,40.

11. Pneumatic tire of claim 10, wherein the coating layer contains the breaker on the outer peripheral side of the layers of the breaker in the tread portion, characterized in that:
one end section of a coating layer of the breaker is placed outside layers of the breaker in the direction of the width of the tire; and
the other terminal site of the top ply of the breaker is placed in the area below the contact area defined by one of the main grooves A1 Equatorial hundred the ons tires and the corresponding main groove A2 of the shoulder side.

12. A pneumatic tyre according to claim 10, characterized in that it contains many of the lug grooves connecting the main grooves A1 Equatorial side of the tyre and the main grooves A2 shoulder hand
when this center line of each groove lug includes two straight lines that cross each other;
the angle of intersection 1θ between the center line of the lug grooves and the corresponding main groove A1 is from 40° to 60°;
the angle of intersection 2θ between the center line of the lug grooves and the corresponding main groove A2 is from 60° to 80°.

13. A pneumatic tyre according to claim 10, characterized in that:
each of the five rows of contact areas defined by the main grooves, composed of multiple blocks;
in each of these blocks made the cut;
in each block, formed between the main grooves A1, A1 Equatorial side of the tyre, the slot terminates at one end in the block and made with the possibility of messages at the other end with one of the main grooves A1;
in each block, formed between one of the main grooves A1 Equatorial side of the tyre and the corresponding main groove A2 of the shoulder side, the slot configured to messages on one end with the main groove A1 and executed with a message at the other end with jus the second groove A2; and
in each block formed outside one of the main grooves A2 shoulder side cut made with the possibility of messages at one end with the main groove A2 and made with the possibility of messages at the other end with the corresponding contact end.



 

Same patents:

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed tire features ellipticity factor equal to or under 50%. Breaker layers 9, apart from outer breaker layer 10, are arranged so that breaker layer cords are arranged at θ 10-70° relative to tire lengthwise direction. Said outer breaker layer 10 is made of coiled layer 12 of coiled tape provided with steel cords in tire lengthwise direction. Said breaker layer 10 comprises section 10A located between fold position Po on opposite sides from tire equator and fold position 10B bent in U-like manner from position Po toward tire equator. Section 10A features width varying from 70% to 80% of width of contact between tread and ground while fold section 10 B has width varying from 5.0 mm to 0.5 of width.

EFFECT: longer life.

9 cl, 8 dwg

Pneumatic tire // 2405682

FIELD: transport.

SUBSTANCE: invention relates to automotive industry, particularly to heavy-duty radial pneumatic tires of relatively small size ratios. Tire comprises toroidal carcass arranged atop two tire beads, undertread band arranged on outer side along carcass radial direction, and tread arranged on outer along radial direction of undertread belt. Undertread belt comprises at least one circular layer arranged on outer side along radial direction of carcass rim part and made up of multiple rubberised cords running along the tire equatorial axis, and at least two inclined layers of undertread belt arranged on circular layer of undertread belt, each being formed by multiple rubberised cords running inclined to tire equatorial axis O. Width of undertread belt circular layers makes at least 60% of the tire total width. Width of at least one inclined layer of undertread belt exceeds that of circular layer. Note that elasticity modulus of the first cords arranged on outer side of undertread belt circular layer is smaller than that of second cords arranged on inner side, across direction of the first cords.

EFFECT: longer life.

10 cl, 3 dwg

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Air tire has breaker structure that comprises first breaker layer (51), second breaker layer (52) arranged in radial-inner position relative to first breaker layer (51), third breaker layer (53) arranged in radial inner position relative to first (51) and second (52) breaker layers. Every breaker layer (51, 52, 53) comprises multiple elongated reinforcing elements arranged above 1st, 2nd and 3rd breaker angles. Note here that 1st and 2nd angles vary from 15 to 40 degrees. Second angle has opposite sign relative to 1st breaker angle. Third breaker angle features magnitude varying from 40 to 90 degrees and opposite sign with respect to second angle. Breaker structure comprises also breaker layer (54) arranged at zero degree angle relative to 1st breaker layer (51) comprising elongated reinforcing elements arranged to make, in fact, zero breaker angle,.

EFFECT: perfected performances.

21 cl, 11 dwg

FIELD: transport.

SUBSTANCE: proposed pneumatic tire incorporates a carcass and a tread formed by, at least, two tread layers made up of rigid reinforcing elements with alternating crossed-over layers forming, with the peripheral direction, the angles varying from 10° to 45° on the tread crown zone. The said tread crown zone is jointed to two beads by side walls. The tread side thickness-to-tread center thickness ratio makes below 1.20 and the tread crown zone-to-tire total width ratio exceeds or equals 0.89.

EFFECT: higher strength and reliability.

25 cl, 5 dwg

FIELD: transportation.

SUBSTANCE: invention is attributed to pneumatic tire for which factor of H/S type has value exceeding 0.55 and which has radial reinforcement of frame and contains flange reinforcement formed by at least two flange working layers created of inextensible reinforcing elements intercrossing from one layer to another forming with circumferential direction the angles in the range of 10 to 45°. Tyre tread connected with two beads by means of two sidewalls is located over this radial frame reinforcement in radial direction. Crest reinforcement contains at least one layer of circumferential reinforcing elements. Value of ratio of crest block width at the end of shoulder area to crest block width at center circumferential plane is less than 1.20, and value of ratio of axial width of at least one layer of circumferential reinforcing elements to axial width of tire tread exceeds 0.5 and preferably exceeds 0.6.

EFFECT: tire strength and reliability is improving.

23 cl, 5 dwg

FIELD: transportation.

SUBSTANCE: invention is attributed to pneumatic tire which has radial reinforcement of frame and contains crest reinforcement formed by at least two crest working layers created of inextensible reinforcing elements intercrossing from one layer to another forming with circumferential direction the angles in the range of 10 to 45°. Tire tread connected with two beads by means of two sidewalls is located over this radial frame reinforcement in radial direction. Crest reinforcement contains at least one layer of circumferential reinforcing elements which has axial width less than axial width of at least one of crest working layers. Ratio of axial width of at least one layer of circumferential reinforcing elements to axial width of tire tread is equal to value which exceeds 0.6 and preferentially exceeds 0.65. Ratio of tire tread axial width to maximum axial width of this pneumatic tire is equal to value exceeding 0.89.

EFFECT: tire strength and reliability is improving.

17 cl, 5 dwg

FIELD: transport engineering.

SUBSTANCE: invention relates to pneumatic tyre with radial carcass reinforcement over which ridge reinforcement consisting of at least two working layers of ridge formed by metal reinforcement members is arranged in radial direction. Said reinforcement members intersect from one layer to the other forming angles of 10 to 35° with circumferential direction. Ridge reinforcement includes at least one additional reinforcement formed by metal reinforcement members orientated in circumferential direction. Additional reinforcement consists of at least two layers of metal members of small diameter not exceeding 0.6 mm. Metal reinforcement members of additional reinforcement are assemblies, type 1 x n where n is from 2 to 5, made of steel featuring high breaking strength SHT, and diameter of threads is within 12/100 and 30/100.

EFFECT: increased strength and wear resistance of tyres.

10 cl, 3 dwg

FIELD: automotive industry.

SUBSTANCE: proposed pneumatic tire has crown, two side strips and two beads as well as carcass reinforcement secured in each bead and crown reinforcement provided with working unit and protective unit form inside to outside in radial direction. Protective unit contains at least one layer of parallel reinforcement circumferentially orientated elements. Layer of protective unit is formed by reinforcement elements made of aromatic polyamide with initial modulus of elasticity not less than 1000 cN/tex and breaking strength exceeding 65 cN/tex.

EFFECT: increased strength of pneumatic tire crown.

20 cl, 5 dwg

FIELD: road vehicles.

SUBSTANCE: proposed tire has radial body with one or several breaker layers on place close to outer surface, and strengthening layer with nylon cord wound in spiral over breaker. It is desirable that tread belt of tire be formed by underlayer and outer layer, one placed on the other, elasticity and/or hardness characteristics of first layer remaining stable at temperatures within 20 and 110oC.

EFFECT: improved performance characteristics of tires.

23 cl, 4 tbl, 2 dwg

The invention relates to the automotive industry

FIELD: transport.

SUBSTANCE: proposed tire differs from known designs in that width 2W of breaker layer 12 arranged radially outward made up of breaker layers that form breaker 8 makes 60-70% of tire maximum width MW.

EFFECT: better run on ice, simplified design.

3 cl, 2 dwg, 1 tbl

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed tire features ellipticity factor equal to or under 50%. Breaker layers 9, apart from outer breaker layer 10, are arranged so that breaker layer cords are arranged at θ 10-70° relative to tire lengthwise direction. Said outer breaker layer 10 is made of coiled layer 12 of coiled tape provided with steel cords in tire lengthwise direction. Said breaker layer 10 comprises section 10A located between fold position Po on opposite sides from tire equator and fold position 10B bent in U-like manner from position Po toward tire equator. Section 10A features width varying from 70% to 80% of width of contact between tread and ground while fold section 10 B has width varying from 5.0 mm to 0.5 of width.

EFFECT: longer life.

9 cl, 8 dwg

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Three belt layers (8, 9, 10) are arranged on outer peripheral surface of tire carcass in support section. Note here that said belt layers have angle a of inner belt layer (8) to direction along tire circumference varies from 15° to 30°, angle β of the cord of medium belt layer (9) to direction along tire circumference makes at least 40° angle γ of outer belt layer (10) to direction along tire circumference varies from 35° to 70°.

EFFECT: higher stability and control over punctured tire, stable driving on snow.

13 cl, 5 dwg, 3 tbl

FIELD: chemistry.

SUBSTANCE: band made from crude fabric can be used as an auxiliary layer, cushion layer and reinforcement base in the carcass of a tyre. The band is made by saturating crude mini-fabric, which contains several separate strands, with a solvent based adhesive. The adhesive, which contains a solvent and an elastomer composition, is dried such that, most of the solvent evaporates. The elastomer composition remains, covering the fabric and forming a band that way.

EFFECT: reduced cost of making the said band, as well as improvement of its quality.

12 cl, 7 dwg

FIELD: transport.

SUBSTANCE: tyre contains at least two inserts (104) made of stitched elastomeric material radial superimposed from outside with regard to breaker construction element near outer axial edges of breaker construction element. At that, each insert contains inner, as per axis, part located between breaker construction element and tread band, insert tapers towards tyre girdle and outer, as per axis, part located between skeleton construction and respective tyre side and insert tapers towards tyre axis of rotation. Stitched elastomeric material has dynamic modulus of elasticity (E') measured at 70°C comprising less than 7 MPa.

EFFECT: increase of reliability and quality of tyre.

38 cl, 2 dwg, 2 tbl, 2 ex

FIELD: transport engineering; tire industry; highly efficient tires.

SUBSTANCE: proposed tire for vehicle wheels includes carcass structure of toroidal shape whose opposite side edges are coupled by corresponding right-hand side and left-hand side bead wires to form corresponding beads; breaker structure applied in outer relative to radius position relative to said carcass structure: tread band radially applied to breaker structure; at least one layer of cross-linked elastomer material applied in inner relative to radius position relative to said tread band; pair of side strips applied from side to opposite sides relative to carcass structure; at least one layer of cross-linked elastomer material has following characteristics: dynamic modulus of elasticity E¹ measured at 70°C not lower than 20 MPa, preferably, from 25 MPa to 50 MPa; ratio between modulus of elasticity at extension at 100% elongation (MIOO) and modulus of elasticity at extension at 10% elongation (MIO) not lower than 1.5, preferably, from 2 to 5. One layer of cross-linked elastomer material is preferably laid between tread band and breaker structure. Invention provides better characteristics of tire during operation at high driving speed and/or extreme driving conditions - rigid steering, simultaneously with satisfactory behavior at normal driving conditions - soft steering.

EFFECT: improved service characteristics of tire.

50 cl, 4 ex, 5 tbl, 2 dwg

FIELD: transport engineering.

SUBSTANCE: proposed wheel for road vehicles has wheel body, hub with hole for fitting wheel on axle, tire casing, tire with sectional rubber pneumatic tube divided into eight separate pneumatic chambers, each provided with its own charging device. Found inside tire on upper edge of casing is metal protective rim with welded-to prongs with tenons on ends press-fitted into holes in casing surface. Eight holes are drilled in wheel body to let out charging unions of each separate pneumatic chamber. Either new or used tire can be used. According to second version, wheel has body, hub with hole for fitting wheel on axle, casing and tire. Found inside tire on upper edge of casing is protective metal rim with welded-to prongs with tenons on end which are press-fitted into holes in upper part of casing surface.

EFFECT: improved stability of wheel and safety of vehicle.

4 cl, 5 dwg

FIELD: transport engineering.

SUBSTANCE: invention relates to pneumatic tyre with radial carcass reinforcement over which ridge reinforcement consisting of at least two working layers of ridge formed by metal reinforcement members is arranged in radial direction. Said reinforcement members intersect from one layer to the other forming angles of 10 to 35° with circumferential direction. Ridge reinforcement includes at least one additional reinforcement formed by metal reinforcement members orientated in circumferential direction. Additional reinforcement consists of at least two layers of metal members of small diameter not exceeding 0.6 mm. Metal reinforcement members of additional reinforcement are assemblies, type 1 x n where n is from 2 to 5, made of steel featuring high breaking strength SHT, and diameter of threads is within 12/100 and 30/100.

EFFECT: increased strength and wear resistance of tyres.

10 cl, 3 dwg

FIELD: automobile transport.

SUBSTANCE: proposed air-core tire supporting the load without internal air pressure includes section of tread in contact with road and side strip sections passing radially inwards from said section of thread and secured in sections of tire beads adapted for remaining attached to wheel at rotation of tire. Shifted-layer carcass passes between beads to support side strips. Reinforced ring-shaped strap is arranged radial inside section of tread. Said strap contains elastomer shift layer in radially-outer side of shifted-layer carcass, and diaphragm is glued from radially-outer side of elastomer shift layer. Shift layer and diaphragms have modulus of elasticity at longitudinal extension exceeding modulus of shift of shift layer to provide deformation of tire section in contact with road under load into flat contact area owing shift deformation in shaft layer with keeping constant length of diaphragm.

EFFECT: provision of reliable operation.

19 cl, 14 dwg

FIELD: automotive industry; tire industry.

SUBSTANCE: reinforcing members of reinforcing material layer are provided with separate coating made of rubber mixture of preset composition and physical properties. Reinforcing members arranged parallel to each other are coated at one side with first rubber layer or so-called first lining layer featuring constant composition and properties, while on opposite side, members are coated with second lining rubber layer of composition and properties changing as a function of meridional position on said layer in pneumatic tire.

EFFECT: increased strength of tire.

29 cl, 5 dwg

FIELD: transport.

SUBSTANCE: proposed tire cover comprises tread, breaker, sides, frame consisting of outer and inner layers of rubberised cord, and side rings. Said frame is made up of four layers of rubberised cord and one inner group of layers. At least one and not over two frame outer layers of cord are used. Frame cord thread strength makes 25-40 kgf/thread. Total density of cord threads makes 338-392 pcs/100 mm.

EFFECT: reinforced tire.

3 dwg

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