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Pneumatic tire

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Pneumatic tire


Provided is a pneumatic tire having at least one carcass layer as a skeleton extending in toroidal shape over a pair of bead portions, at least one belt layer and a tread disposed on an outer side in the radial direction of a crown portion of the carcass. In a tire section in the widthwise direction in state where the tire is assembled to an application rim, ratio BD/BW of radius difference BD between radius at a center portion and radius at an end portion in the widthwise direction of an innermost layer of the belt layer, to width BW of the innermost layer, ranges from 0.01 to 0.04, and ratio TD/TW of radius difference TD between radius at a center portion and radius at an end portion of the tread in the widthwise direction of a tread ground surface, to tread ground-contact width TW, satisfies BD/BW<TD/TW.
Related Terms: Crown Pneuma Skeleton Radial Direction

Browse recent Bridgestone Corporation patents - Chuo-ku, Tokyo, JP
USPTO Applicaton #: #20140138002 - Class: 152454 (USPTO) -
Resilient Tires And Wheels > Tires, Resilient >Pneumatic Tire Or Inner Tube >Tire Characterized By The Dimension Or Profile Of The Cross Sectional Shape

Inventors: Shinsaku Katayama

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The Patent Description & Claims data below is from USPTO Patent Application 20140138002, Pneumatic tire.

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CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority to and the benefit of Japanese Patent Application No. 2011-136674 filed Jun. 20, 2011, the entire contents of which are incorporated herein by reference.

TECHNICAL FIELD

The present invention relates to a pneumatic tire that has low rolling resistance, good partial wear resistance performance, and reduced weight.

BACKGROUND ART

Recently, in order to address environmental problems such as global warming, products having less of an adverse impact on the environment are being actively developed. Tires are no exception to such products. In case of tires, in order to address the environmental problems, it is important to ensure tire performance that would contribute to higher fuel efficiency of vehicles. As one method to achieve the above task, reducing tire rolling resistance and tire weight has been proposed, and various technologies have been developed until now.

Some of the conventional improvement methods for reducing tire rolling resistance are as follows.

To start with, it is known that a large portion of tire rolling resistance is generated in rubber of a tread portion. As a method for directly addressing the problem, it is effective to replace the rubber for use in the tread portion with rubber with a smaller loss tangent. However, the above method is also known to sacrifice other performance of tires such as wear resistance performance. As another method, it may be easily conceived to reduce a tread thickness so as to reduce rubber, that is to say, the origin of rolling resistance. However, the above method poses a problem that a sufficient wear-resisting period of the tires may not be ensured.

Patent Literature 1 proposes reducing rolling resistance by regulating a shape of a section of a tire. Although the proposed method indeed makes it possible to reduce rolling resistance, when compatibility with other performance, in particular with good wear resistance performance, is considered, a more meticulous tire design is required.

Although Patent Literature 2 discloses reduction in rolling resistance and improvement of wear resistance performance by the more meticulous design of a tire shape, the tire needs to be designed even more meticulously when the weight of the tire is to be reduced.

CITATION LIST Patent Literature

PL1: JP2006327502A PL2: JP2009166819A

SUMMARY

OF INVENTION Technical Problem

In view of the above, the present invention is to propose details of a tire shape for achieving a pneumatic tire that has low rolling resistance, good partial wear resistance performance, and reduced weight.

The present inventor has found that performance of a tire can be improved as desired by meticulously regulating the tire shape and that it is effective to individually regulate respective shapes of reinforcing members as a skeleton of the tire because the shapes of the reinforcing members have significant influence on tire performance. Specifically, the inventor of the present invention has found that, by suppressing shear deformation of a tire in a section in a tire width direction, particularly shear deformation in a tread on an outer side in the widthwise direction thereof, improvement is achieved simultaneously in reduction in rolling resistance resulting from energy loss caused by the deformation and in reduction of wear often generated by shearing force and slip also caused by the deformation.

Furthermore, in the present invention, the present inventor has regulated the shapes of the reinforcing members and then studied the shape of an optimal tire outer surface when the tire is combined with the shapes of the reinforcing members. Then, the present inventor has found that wear resistance performance is ensured even when the tread thickness is reduced, although conventionally it was not possible to reduce the tread thickness. Thus, the present inventor has found that three types of performance, i.e., reduction in rolling resistance, improvement of partial wear resistance performance, and reduction in weight, are simultaneously satisfied, thereby completing the present invention.

Solution to Problem

Primary features of the present invention are as follows.

(1) A pneumatic tire having at least one carcass layer as a skeleton extending in a toroidal shape over a pair of bead portions, at least one belt layer and a tread that are disposed on an outer side in a tire radial direction of a crown portion of the carcass layer, wherein

in a section of the tire in a tire widthwise direction in a state where the tire is assembled to an application rim,

a ratio BD/BW of radius difference BD between radius at a center portion and radius at an end portion in the tire widthwise direction of an innermost layer of the belt layer, to a width BW of the innermost layer, is in the range of 0.01 to 0.04, and

a ratio TD/TW of radius difference TD between radius at a center portion and radius at an end portion of the tread in the tire widthwise direction of a tread ground surface, to a tread ground-contact width TW, satisfies the relation BD/BW<TD/TW.

(2) The pneumatic tire according to the above item (1), wherein

a ratio TGh/TGc of a tread gauge TGh measured in a tread end portion, to a tread gauge TGc measured in a tread center portion, is in the range of 0.5 to 0.9, and

a ratio TGe/TGc of a tread gauge TGe measured in the end portion in the tire widthwise direction of the innermost layer to a tread gauge TGc measured in the tread center portion is in the range of 0.2 to 0.6.

(3) The pneumatic tire according to the above item (1) or (2), wherein a ratio CSWh/CSH of a shortest distance CSWh between a line drawn in parallel with a rotation axis of the tire at a maximum width position of the carcass and a line drawn in parallel with the rotation axis of the tire at a bead toe, to a distance CSH in the tire radial direction between an outermost side of the carcass in the tire radial direction and the bead toe, is in the range of 0.6 to 0.9. (4) The pneumatic tire according to any one of the above items (1)-(3), wherein

A ratio SWh/SH of a shortest distance SWh between a line drawn in parallel with the rotation axis of the tire at a maximum width position of the tire and a line drawn in parallel with the rotation axis of the tire at the bead toe, to a sectional height SH of the tire, is in the range of 0.5 to 0.8.

(5) The pneumatic tire according to any one of the above items (1)-(4), wherein

a ratio BW/CSW of the width BW of the innermost layer, to a maximum width CSW of the carcass, is in the range of 0.8 to 0.94.

(6) The pneumatic tire according to the above items (1)-(5), wherein

a ratio CSL/CSP of a path length CSL from a position corresponding to the end portion in the tire widthwise direction of the innermost layer to a position corresponding to the maximum width position of the carcass, to a path length CSP from a position corresponding to the center portion in the tire widthwise direction of the innermost layer to a position right below a bead core, is in the range of 0.1 to 0.25.

(7) The pneumatic tire according to any one of the above items (1)-(6), wherein

a shortest distance CSEh between a terminal end of a turn-up portion of at least one carcass ply layer and a line drawn in parallel with the rotation axis of the tire at the bead toe is greater than the shortest distance SWh.

BRIEF DESCRIPTION OF THE DRAWING

The present invention will be further described below with reference to the accompanying drawings, wherein:

FIG. 1 is a view illustrating a section in a widthwise direction of a pneumatic tire according to the present invention;

FIG. 2A is a view illustrating behaviors before and after application of load to a conventional pneumatic tire, and FIG. 2B is a view illustrating behaviors before and after application of load to a pneumatic tire according to the present invention;



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Pneumatic radial tire for passenger vehicle, method for using the tire, and tire-rim assembly including the tire
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stats Patent Info
Application #
US 20140138002 A1
Publish Date
05/22/2014
Document #
14127279
File Date
05/17/2012
USPTO Class
152454
Other USPTO Classes
International Class
60C3/04
Drawings
8


Crown
Pneuma
Skeleton
Radial Direction


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