JP2644493B2 - Emergency pneumatic bias tire - Google Patents

Emergency pneumatic bias tire

Info

Publication number
JP2644493B2
JP2644493B2 JP62142376A JP14237687A JP2644493B2 JP 2644493 B2 JP2644493 B2 JP 2644493B2 JP 62142376 A JP62142376 A JP 62142376A JP 14237687 A JP14237687 A JP 14237687A JP 2644493 B2 JP2644493 B2 JP 2644493B2
Authority
JP
Japan
Prior art keywords
tire
circumferential main
tread
main grooves
circumferential
Prior art date
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.)
Expired - Lifetime
Application number
JP62142376A
Other languages
Japanese (ja)
Other versions
JPS63306904A (en
Inventor
一義 久富
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.)
Bridgestone Corp
Original Assignee
Bridgestone Corp
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.)
Filing date
Publication date
Application filed by Bridgestone Corp filed Critical Bridgestone Corp
Priority to JP62142376A priority Critical patent/JP2644493B2/en
Publication of JPS63306904A publication Critical patent/JPS63306904A/en
Application granted granted Critical
Publication of JP2644493B2 publication Critical patent/JP2644493B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1369—Tie bars for linking block elements and bridging the groove
    • 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
    • B60C11/0306—Patterns comprising block rows or discontinuous ribs
    • B60C11/0309—Patterns comprising block rows or discontinuous ribs further characterised by the groove cross-section
    • 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
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section

Landscapes

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

Description

【発明の詳細な説明】 （産業上の利用分野） この発明は応急用空気入りバイアスタイヤに関し、と
くにカーカス構造及びトレッド踏面部を改良しようとす
るものである。The present invention relates to an emergency pneumatic bias tire, and more particularly to an improvement in a carcass structure and a tread tread portion.

一般にこの種の応急用タイヤ、即ち応急用タイヤが積
まれる車両の車軸に装着されている対象タイヤとの対比
で幅は50％程度と狭く、外径は実質上同一で使用内圧は
175〜250％と比較的高い応急用タイヤは、幅が狭いこと
からスペースセーブが可能であること、一般の応急用タ
イヤと同様の使用が可能であることからその需要は増々
増大の傾向にある。Generally, the width of this type of emergency tire, that is, the target tire mounted on the axle of the vehicle on which the emergency tire is loaded, is as narrow as about 50%, the outer diameter is substantially the same, and the internal pressure used is
The demand for emergency tires, which are relatively high at 175 to 250%, can be saved because the width is narrow and the demand can be increased because they can be used like ordinary emergency tires. .

（従来の技術） この応急用タイヤは、バイアス配置とした２〜４層の
カーカスを有し、トレッドには対象タイヤのトレッド面
における溝深さの40％程度の深さの溝にて区画されたブ
ロックパターンをそなえてなる。(Prior Art) This emergency tire has a carcass of two to four layers arranged in a bias arrangement, and a tread is defined by a groove having a depth of about 40% of a groove depth on a tread surface of a target tire. Block pattern.

（発明が解決しようとする問題点） ところで応急用タイヤにおいてタイヤの高性能化より
も軽量化や生産性の向上に対する要請が強く、複層のカ
ーカスをそなえる従来の応急用タイヤでは該要請を満足
し１ないところに問題があった。(Problems to be Solved by the Invention) By the way, in the case of emergency tires, there is a strong demand for lighter weight and higher productivity than for higher performance tires, and conventional emergency tires having a multilayer carcass satisfy the demand. There was a problem in one place.

そこでこの発明は、上記の要請を有利に充足する、計
量でかつ製造の容易なカーカス構造をそなえる応急用タ
イヤを提供することが目的である。Therefore, an object of the present invention is to provide an emergency tire having a carcass structure which is advantageous in satisfying the above-mentioned requirements and which is easy to manufacture and weighs.

（問題点を解決するための手段） 発明者らは、カーカスを１層としかつカーカスのプラ
イ端をクラウン域にまでのはず、いわゆるオーバラップ
構造とすれば上記した要請を満足できることを見い出し
たが、一方ではこの構造を採用すると、とくにタイヤ高
さ116mm以上のタイヤにおいてサイドウォール剛性の低
下に伴ってタイヤ強度を不足し、JIS D 4230に準拠した
タイヤ強度試験における破壊エネルギーを規定の水準に
保持できない不利が生じるため、この点に改善も併せて
はかることによってこの発明を完成した。(Means for Solving the Problems) The present inventors have found that the above-mentioned requirement can be satisfied by forming the carcass into one layer and setting the ply end of the carcass to the crown region, that is, by using a so-called overlap structure. On the other hand, when this structure is adopted, the tire strength is insufficient due to the decrease in sidewall rigidity, especially in tires with a tire height of 116 mm or more, and the breaking energy in the tire strength test according to JIS D 4230 is maintained at the specified level The present invention has been completed by taking this point into consideration and improving it.

なおタイヤ強度試験は、標準リムに装着したタイヤを
適性空気圧に保ち、先端が半球状のプランジャーを１分
間に55.0±2.5mmの速さでタイヤの中央域に押しつけ、
タイヤが破壊する直前の押込力とプランジャーの移動量
を測定し、次式にて破壊エネルギーを算出して行う。In the tire strength test, the tire mounted on the standard rim was kept at the appropriate air pressure, and the plunger with a hemispherical tip was pressed against the center area of the tire at a speed of 55.0 ± 2.5 mm per minute,
The pushing force immediately before the tire breaks and the displacement of the plunger are measured, and the breaking energy is calculated by the following equation.

ただし、 W:破壊エネルギー（kgf・cm） F:破壊時の押込力（kgf） P:プランジャーの移動量（cm） すなわちこの発明は一方のビードコアーから他方のビ
ードコアーへ連続してのびる１枚のプライを各ビードコ
アーのまわりにタイヤの内側から外側へ折り返し、各折
り返しプライの端部がクラウン部内へのびる配置にな
り、かつテキスタイルコードがトレッド周線に対し斜め
に配置されたカーカスを有し、クラウン部に取巻くトレ
ッドの中央域に実質上トレッド周線に沿って連なるリブ
をもち、該リブの両側の各側域に複数の円周主溝及びこ
れら主溝を横切る横断主溝で区画されたブロック列をそ
なえる応急用空気入りバイアスタイヤにおいて、上記円
周主溝の少なくともリブを挟む１体の円周主溝の底部
に、高さが円周主溝深さに対し55〜90％のプラットフォ
ームを、各円周主溝の周上に均等かつ周長の少なくとも
30％にわたって設けてなる応急用空気入りバイアスタイ
ヤである。 However, W: fracture energy (kgf · cm) F: pushing force at the time of fracture (kgf) P: displacement of plunger (cm) That is, in the present invention, one bead core continuously extends from the other bead core to the other bead core. The ply is folded around the bead core from the inside to the outside of the tire, the end of each folded ply is arranged to extend into the crown portion, and the textile cord has a carcass arranged obliquely with respect to the tread circumferential line, A block having a rib substantially continuous along the tread circumferential line in a central region of the tread surrounding the portion, and a plurality of circumferential main grooves and transverse main grooves crossing these main grooves in each side region on both sides of the rib. In the emergency pneumatic bias tire having a row, at least 55% to 90% of the height of the circumferential main groove is provided at the bottom of one circumferential main groove sandwiching at least the rib of the circumferential main groove. The-platform, at least in the circumferential evenly and circumferential length on each circumferential main groove
This is an emergency pneumatic bias tire provided over 30%.

この発明の応急用タイヤは、サイドウォールでのゴム
厚みが1.0〜2.0mm、円周、横断主溝の深さが2.0〜4.0mm
及びタイヤ高さが116mm以上のタイヤにとくに有利に適
合する。なぜなら、サイドウォールのゴム厚みが1.0mm
未満では文字表示が不可能となり2.0mmをこえるとサイ
ドウォールをスキージーゴムとできないこと、主溝深さ
が2.0mm未満では摩耗寿命が短くなり4.0mmをこえると軽
量化及び低コスト化を達成できないこと、そしてタイヤ
高さが116mmをこえるとリム接触の問題がないこと、に
よる。The emergency tire of the present invention has a rubber thickness of 1.0 to 2.0 mm on the sidewall, a circumference and a depth of the transverse main groove of 2.0 to 4.0 mm.
It is particularly advantageous for tires having a tire height of 116 mm or more. Because the side wall rubber thickness is 1.0mm
If it is less than 2.0 mm, it will not be possible to display characters, and if it exceeds 2.0 mm, the sidewall will not be made of squeegee rubber. And that there is no problem with rim contact when the tire height exceeds 116mm.

さて第１図（ａ）にこの発明に従う応急用タイヤの断
面図を、同図（ｂ）にトレッド部の展開要部をそれぞれ
図解した。FIG. 1 (a) illustrates a cross-sectional view of an emergency tire according to the present invention, and FIG. 1 (b) illustrates an essential part of the development of a tread portion.

図中１は１層のカーカス、２はカーカス１のプライ端
で、各プライ端２はクラウン域で重なり合い、さらに３
はトレッド、４はビードコアー及び５はチェーファーを
示す。In the figure, 1 is a carcass of one layer, 2 is a ply end of the carcass 1, each ply end 2 overlaps in the crown area, and 3
Indicates a tread, 4 indicates a bead core, and 5 indicates a chafer.

又同図（ｂ）において、６はトレッド３の中央域でト
レッド円周に沿って連なるリブ、７はリブ６を挟む２本
１対の円周主溝、８はさらに外側に配置した円周主溝、
９は円周主溝7,8間及ひ円周主溝８とトレッド端との間
を横切る横断主溝、10は円周主溝7,8と横断主溝９とで
区画されたブロックである。In FIG. 2B, reference numeral 6 denotes a rib continuous along the circumference of the tread in the central region of the tread 3, reference numeral 7 denotes a pair of circumferential main grooves sandwiching the rib 6, and reference numeral 8 denotes a further circumferentially arranged circumference. Main groove,
9 is a transverse main groove crossing between the circumferential main grooves 7, 8 and between the circumferential main groove 8 and the tread end, and 10 is a block defined by the circumferential main grooves 7, 8 and the transverse main groove 9. is there.

さらに円周主溝７内にブロック10の１つ置きに対応さ
せて、プラットフォーム11を形成する。このプラットフ
ォーム11は第２図に示すように、その高さh1は円周主溝
７の深さh0の55〜90％の範囲に、又プラットフォーム11
ののべ長さは円周主溝７の周長の少なくとも30％に設定
してなる。Further, a platform 11 is formed in the circumferential main groove 7 so as to correspond to every other block 10. The platform 11, as shown in FIG. 2, the height h 1 in the range of 55 to 90% of the depth h 0 of the circumferential main grooves 7, also the platform 11
The total length is set to at least 30% of the circumference of the circumferential main groove 7.

なおプラットフォーム11を、他の円周主溝及び／又は
横断主溝に形成するのも有効である。It is also effective to form the platform 11 in another circumferential main groove and / or a transverse main groove.

（作 用） まずカーカスを１層としてそのプライ端をクラウン域
にまでのばす構造としたのは、従来の複層のカーカスを
単層とすることによって生産性を向上させ得るためであ
る。(Operation) First, the carcass is formed as one layer, and the ply end is extended to the crown region. This is because productivity can be improved by forming the conventional multi-layer carcass into a single layer.

トレッドの中央域がブロックパターンの場合は小さな
圧力でトレッド面が形成し、タイヤ強度試験においてリ
ムにプランジャーが容易に達する不利を招く。そこでト
レッドの中央域にリブを設けることによって、上記の変
形を抑制し、タイヤ強度試験における破壊エネルギーを
高める。When the central area of the tread is a block pattern, the tread surface is formed with a small pressure, which causes a disadvantage that the plunger easily reaches the rim in the tire strength test. Therefore, by providing a rib in the center region of the tread, the above-described deformation is suppressed, and the breaking energy in a tire strength test is increased.

さらに少なくともリブを挟む１対の円周主溝内にプラ
ットフォームを設けたのは、トレッド中央域の円周主溝
の深さがタイヤ強度試験の初期変形に最も影響を与える
ためである。そしてこの初期変形を抑えるには、プラッ
トフォームの高さを円周主溝の深さの55％以上とし、プ
ラットフォームののべ長さは円周主溝の周長の30％以上
とする必要がある。プラットフォーム高さ55％未満並び
にのべ長さ30％未満ではワイピング抑制効果が少なく、
90％をこえるとウェット性能面から好ましくない。かく
してタイヤセンター区域がとくに排水に大きく寄与す
る。Further, the platform is provided in the pair of circumferential main grooves sandwiching at least the ribs, because the depth of the circumferential main groove in the central region of the tread has the most influence on the initial deformation in the tire strength test. To suppress this initial deformation, the height of the platform must be at least 55% of the depth of the circumferential main groove, and the total length of the platform must be at least 30% of the circumference of the circumferential main groove. . If the platform height is less than 55% and the total length is less than 30%, the wiping suppression effect is small,
If it exceeds 90%, it is not preferable from the viewpoint of wet performance. Thus, the tire center area contributes particularly to drainage.

（実施例） 第１図に示したカーカス構造及びトレッドパターンに
準拠して、タイヤサイズT105/70D14の供試タイヤを試作
した。なおリムは4T×14を用い、内圧は3.65kg/cm2とし
た。(Example) A test tire having a tire size of T105 / 70D14 was prototyped based on the carcass structure and tread pattern shown in FIG. The rim used was 4T × 14, and the internal pressure was 3.65 kg / cm 2 .

上記タイヤサイズにおいて、各主溝の深さh0は3.6m
m、プラットフォームの高さh1は2.6mm（0.72h0）、円周
主溝の周長Ｌは1587mm、プラットフォームののべ長さｌ
は714mm（0.45L）である。In the above tire size, the depth h 0 of each main groove is 3.6 m
m, the height h 1 is 2.6mm (0.72h 0) of the platform, the circumferential length of the circumferential main groove L is 1587Mm, platform's base length l
Is 714mm (0.45L).

比較のため、第３図に示したトレッドパターンを同サ
イズに適用した従来タイヤも用意した。なお円周主溝の
周長及び各主溝の深さは供試タイヤと同じである。For comparison, a conventional tire in which the tread pattern shown in FIG. 3 was applied to the same size was also prepared. The circumferential length of the circumferential main groove and the depth of each main groove are the same as those of the test tire.

両タイヤをタイヤ強度試験（プランジャー径:19mm、
押付け速度:50.8mm/min）に供したところ、供試タイヤ
における従来タイヤを100としたときの指数は105とな
り、破壊エネルギーは高くなった。Tire strength test for both tires (plunger diameter: 19mm,
(Pressing speed: 50.8 mm / min), the index when the conventional tire was set to 100 in the test tire was 105, and the breaking energy was high.

（発明の効果） この発明の応急用タイヤは、軽量化及び生産性の向上
を達成するとともに、タイヤ強度試験における破壊エネ
ルギーを規定値に保持することができる。(Effect of the Invention) The emergency tire of the present invention can achieve a reduction in weight and an improvement in productivity, and can maintain the breaking energy in a tire strength test at a specified value.

【図面の簡単な説明】[Brief description of the drawings]

第１図（ａ）はこの発明に従うタイヤの断面図、 同図（ｂ）はそのトレッド部の展開図、 第２図は第１図II−II線に沿う断面図、 第３図は従来技術のトレッド部を示す展開図である。 １……カーカス、２……プライ端 ３……トレッド、４……ビードコアー ５……チェーファー、６……リブ 7,8……円周主溝、９……横断主溝 10……ブロック、11……プラットフォーム 1 (a) is a sectional view of a tire according to the present invention, FIG. 1 (b) is a developed view of a tread portion thereof, FIG. 2 is a sectional view taken along line II-II of FIG. 1, and FIG. FIG. 3 is a development view showing a tread portion of FIG. 1 ... carcass 2 ... ply end 3 ... tread 4 ... bead core 5 ... chafer 6 ... rib 7,8 ... circumferential main groove 9 ... crossing main groove 10 ... block 11 ... Platform

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】一方のビードコアーから他方のビードコア
ーへ連続してのびる１枚のプライを各ビードコアーのま
わりにタイヤの内側から外側へ折り返し、各折り返しプ
ライの端部がクラウン部内へのびる配置になり、かつテ
キスタイルコードがトレッド周線に対し斜めに配置され
たカーカスを有し、クラウン部を取巻くトレッドの中央
域に実質上トレッド周線に沿って連なるリブをもち、該
リブの両側の各側域に複数の円周主溝及びこれら主溝を
横切る横断主溝で区画されたブロック列をそなえる応急
用空気入りバイアスタイヤにおいて、 上記円周主溝の少なくともリブを挟む１対の円周主溝の
底部に、高さが円周主溝深さに対し55〜90％のプラット
フォームを、各円周主溝の周上に均等かつ周長の少なく
とも30％にわたって設けてなる応急用空気入りバイアス
タイヤ。A ply extending continuously from one bead core to the other bead core is folded from the inside to the outside of the tire around each bead core, and an end of each folded ply extends into the crown portion. And the textile cord has a carcass arranged obliquely with respect to the tread circumference, has a rib substantially continuous along the tread circumference in the central area of the tread surrounding the crown portion, and in each side area on both sides of the rib. In an emergency pneumatic bias tire having a plurality of circumferential main grooves and a block row defined by transverse main grooves crossing these main grooves, a bottom portion of a pair of circumferential main grooves sandwiching at least a rib of the circumferential main grooves. In the case of emergency use, a platform with a height of 55 to 90% of the circumferential main groove depth is provided on the circumference of each circumferential main groove evenly and over at least 30% of the circumferential length Pneumatic bias tire.
JP62142376A 1987-06-09 1987-06-09 Emergency pneumatic bias tire Expired - Lifetime JP2644493B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP62142376A JP2644493B2 (en) 1987-06-09 1987-06-09 Emergency pneumatic bias tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP62142376A JP2644493B2 (en) 1987-06-09 1987-06-09 Emergency pneumatic bias tire

Publications (2)

Publication Number Publication Date
JPS63306904A JPS63306904A (en) 1988-12-14
JP2644493B2 true JP2644493B2 (en) 1997-08-25

Family

ID=15313939

Family Applications (1)

Application Number Title Priority Date Filing Date
JP62142376A Expired - Lifetime JP2644493B2 (en) 1987-06-09 1987-06-09 Emergency pneumatic bias tire

Country Status (1)

Country Link
JP (1) JP2644493B2 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI115039B (en) * 1993-06-14 2005-02-28 Sumitomo Rubber Ind Nabbless tire
JP3376342B2 (en) * 2000-03-13 2003-02-10 東洋ゴム工業株式会社 Pneumatic radial tire
KR101859839B1 (en) * 2016-10-17 2018-05-18 한국타이어 주식회사 A pneumatic tire

Also Published As

Publication number Publication date
JPS63306904A (en) 1988-12-14

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