The Yokohama Rubber Co., Ltd.

Ryoji Hanada

Hideki Seto

Kazuyuki Kabe

Masaki Noro

Motohide Takasugi

Yukimasa Minami

Izumi Kuramochi

Jun Matsuda

Yoshiaki Hashimura

Tsuyoshi Kitazaki

Makoto Misawa

Tomohiko Kogure

Kenichiro Endo

Sadakazu Takei

Naoshi Miyashita

Tuneo Morikawa

Shinji Kawakami

Atsunori Agari

Katsuhide Kawaguchi

Kenichirou Endo

Shuuji Takahashi

Seiichi Hirayama

Provided is a non-pneumatic tire in which buckling can be prevented without a weight increase, the non-pneumatic tire including a spoke structure. The spoke structure is obtained by circumferentially arranging spokes intermittently at intervals and coupling together annular cylindrical outer member and cylindrical inner. The spoke structure is joined to an inner peripheral side of a tread ring. At least some of a plurality of spaces formed between two spokes adjacent to each other in the tire circumferential direction have an air-containing structure.

Non-pneumatic tire

A pneumatic tire for passenger cars has a tread and left and right beads, the beads each having a bead core embedded therein with a bead filler disposed on the outer circumferential side of the bead core, at least one carcass ply being arranged to extend between the beads, the carcass ply having reinforcing cords which extend in a width direction of the tire and are aligned at a predetermined interval along a circumferential direction of the tire, and two belt plies being disposed on the outer circumferential side of the carcass ply in the tread. An average of residual strain of the reinforcing cords of an innermost carcass ply is set to &#x2212;10% to 5% in each side region located between an outer circumferential end of the bead filler and an end of an overlapping portion of the two belt plies.

Pneumatic tire for passenger cars and method of manufacturing the same

A method for measuring deformation of a tire tread is provided. The method uses a tire tread deformation producing systemincluding a flat, transparent base platehaving first and second opposite surfacesand. The method also uses a vision systemincluding a pair of CCD cameras-and-, which are positioned on the side of the second surface of the base plate. A test tirehas a tire tread having tread grooves. A portion of the tire tread of the test tire is urged against the first surface of the base plate. The three-dimensional shape of a groove wall surface of a tread groove of the test tire is measured by imaging the tread groove across the base plate by the CCD cameras while the test tire is subject to deformation.

Method for measuring deformation of tire tread

A non-pneumatic tire includes a spoke structure that can be easily mounted on a rim of a wheel. Durability is improved by suppressing the buckling of a spoke structure. A non-pneumatic tire includes a spoke structure () and a tread ring (). The spoke structure () includes a cylindrical outer member () and a cylindrical inner member () which are concentrically arranged, and which are connected to each other with a plurality of fins (') arranged at intervals in the circumferential direction. The tread ring () fits onto the outer periphery of the spoke structure (). The spoke structure () is divided in the tire circumferential direction into at least two circumferential-direction separate structures ().

The tire transient response data obtained while cornering with a slip angle is calculated based on a tire dynamic model. The deformation response of a tread part in the tire dynamic is set as a first-order-lag response. The value of the transient response parameter is initialized in order to define the first-order-lag response. The time-series data of the transient response of the slip angle between the tread part and the road surface in the tire dynamic model is obtained by computing the convolution integral of the defined response function of the first-order-lag response with a time gradient of the time-series data of the slip angle. The value of a lateral force is calculated by using the tire dynamic model based on the time-series data of the transient response of the slip angle thus obtained. Accordingly, the transient response data is calculated and the value of the transient response parameter is obtained.

Tire transient response data calculating method, data processing method, tire designing method, vehicle motion predicting method, and tire cornering characteristic evaluation method and evaluation device therefor

A tire characteristic judging device judges a tire characteristic in the following way. At first, a load applied to a tire and a cornering force generated in the tire in time series while the tire is rolling are acquired. Then, an applied load variation amount is calculated from the acquired time-series applied load information and a cornering force variation amount calculated from the acquired time-series cornering force information. Next, an evaluation value is calculated based on the applied load variation amount and the cornering force variation amount. The calculated evaluation value and a preset reference value are compared with each other and whether or not the tire satisfies a desired characteristic is judged according to a result of comparison.

Tire characteristic judging method and tire characteristic judging device

A pneumatic radial tire having a rubber sheet incorporated in a region lying between a bead core and at least an outer surface portion of the bead portion which is in contact with a rim on which the tire is mounted, to suppress the noise generation. The rubber sheet has a dynamic modulus of elasticity at 20.degree. C., E'(20.degree. C.), of 6.0 MPa to 14.0 MPa and a ration of the dynamic modulus E'(20.degree. C.) to a dynamic modulus of elasticity at 60.degree. C., E'(60.degree. C.), namely E'(20.degree. C.)/E'(60.degree. C.), of at least 1.2 but less than 1.4.

Pneumatic radial tire with noise suppressing rubber sheet in the bead

A pneumatic radial tire for a passenger vehicle, characterized in that at least a portion of a carcass line extending radially outwardly from the maximum width position in a carcass line of a tire fitted to a normal rim and inflated up to its normal internal pressure is configured so as to substantially conform to an equilibrium carcass line expressed by the following equations (1) and (2) calculated by using an internal pressure allotment ratio g(y) of a carcass layer at the tread portion that is obtained by setting the distributional configuration index .alpha. of the following equation (3) at 4 or more, and that a tread pattern having a directional property is provided to the tread surface thereof, wherein: ##EQU1## wherein, provided that a line drawn vertically downwardly from the center of the tread portion to the axle of the tire is y axis of coordinates with the axle of the tire being z axis of coordinates, y.sub.A, y.sub.D, y.sub.C, y.sub.B and .eta. denote as follows:

Pneumatic radial tire for passenger vehicle including a particular

A pneumatic radial tire for a passenger vehicle, characterized in that at least a portion of a carcass line extending radially outwardly from the maximum width position in a carcass line of a tire fitted to a normal rim and inflated up to its normal internal pressure is configured so as to substantially conform to an equilibrium carcass line expressed by the following equations (1) and (2) calculated by using an internal pressure allotment ratio g(y) of a carcass layer at the tread portion that is obtained by setting the distributional configuration index .alpha. of the following equation (3) at 4 or more, and that the width of the belt layer extending radially outwardly of the tire is made to range from 105 to 120% of the ground-contacting width of the tread portion when loaded with a designed normal load, wherein: ##EQU1## wherein, provided that a line drawn vertically downwardly from the center of the tread portion to the axle of the tire is y axis of coordinates with the axle of the tire being z axis of coordinates, yA, yD, yC, yB and .eta. denote as follows:

Pneumatic radial tire for passenger vehicle with specified carcass

Spirally winding a belt reinforcing layer for a pneumatic radial tire at

A pneumatic radial tire for a passenger vehicle, characterized in that at least a portion of a carcass line extending radially outwardly from the maximum width position in a carcass line of a tire fitted to a normal rim and inflated up to its normal internal pressure is configured so as to substantially conform to an equilibrium carcass line expressed by the following equations (1) and (2) calculated by using an internal pressure allotment ratio g(y) of a carcass layer at the tread portion that is obtained by setting the distributional configuration index .alpha. of the following equation (3) at 4 or more, and that grooves are provided in the tread surface such that the groove area ratio thereof ranges from 20 to 30%, wherein: ##EQU1## wherein, provided that a line drawn vertically downwardly from the center of the tread portion to the axle of the tire is y axis of coordinates with the axle of the tire being z axis of coordinates, y.sub.A, y.sub.D, y.sub.C, y.sub.B and .eta. denote as follows:

Pneumatic radial tire for passenger vehicle with defined carcass

A radial tire for an automobile having along each bead a reinforcing layer formed by cords of carbon fibers.

Radial tires for automobiles having carbon fiber cord bead reinforcing

An pneumatic radial tire for a passenger car having an improved durability, which tire has a carcass layer formed of aromatic plyamide cords in which an end portion of the carcass layer is turned up around an annular bead wire and a lower bead filler from the inside to the outside of the tire to form a turnup portion which is extended along the main body of the carcass layer, wherein an upper bead filler having a JIS hardness of from 75 to 95 is disposed axially outside the turnup portion, and wherein the height b (mm) of the lower bead filler relative to the height a (mm) of a rim flange upon which the tire is mounted satisfies the formula:

Pneumatic radial tire and rim combination for passenger car

A radial tire wherein part or the whole of the blocks present on the tread area have an angle .theta. of the direction in which the maximum shear rigidity is attained relative to the circumferential direction of the tire in the range of 40.degree..ltoreq..theta..ltoreq.75.degree., the direction in which the maximum shear rigidity of said block is attained and the direction of the cords of the outermost belt layer are opposite to each other with respect to the circumferential direction of the tire, the ratio of the maximum shear rigidity of said block to the minimum shear rigidity of said block is in the range from 1.4 to 1.8, and the total area of the block is 65% or more based on the total area of all the blocks.

Radial tire having reduced ply steer

A radial tire for passenger cars comprising a turnup portion of a carcass layer provided along the body of the carcass layer at a bead portion which has not been folded back and an upper bead filler provided outside the turnup portion, wherein the upper bead filler has a textile cord layer on both of its inside and outside, thereby holding the upper bead filler between the textile cord layers.

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Hiratsuka, Japan

Ryoji Hanada