JP2874838B2 - Pneumatic solid tire - Google Patents
Pneumatic solid tireInfo
- Publication number
- JP2874838B2 JP2874838B2 JP6258854A JP25885494A JP2874838B2 JP 2874838 B2 JP2874838 B2 JP 2874838B2 JP 6258854 A JP6258854 A JP 6258854A JP 25885494 A JP25885494 A JP 25885494A JP 2874838 B2 JP2874838 B2 JP 2874838B2
- Authority
- JP
- Japan
- Prior art keywords
- rim
- tire
- bead
- diameter
- axial direction
- 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
Links
Landscapes
- Tires In General (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、リム組み作業性を向上
でき、かつリムスリップを低減しうるニューマチック型
ソリッドタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic solid tire capable of improving rim assembly workability and reducing rim slip.
【０００２】[0002]
【従来の技術】低速かつ大荷重が作用する例えばフォー
クリフト等の産業車両にはソリッドタイヤが用いられ
る。又近年、ソリッドタイヤは、外観が空気入りタイヤ
と同様な形状をなし、空気入りタイヤに用いるリムにそ
のままリム組みしうるいわゆるニューマチック型ソリッ
ドタイヤが多用されている。2. Description of the Related Art For example, solid tires are used for industrial vehicles such as forklifts, which operate at a low speed and have a large load. In recent years, a so-called pneumatic solid tire, which has the same appearance as a pneumatic tire as a solid tire and can be assembled directly into a rim used for a pneumatic tire, is frequently used.
【０００３】このようなニューマチック型ソリッドタイ
ヤは、大荷重が作用することによって、走行時にリムス
リップが生じやすく、従ってスリップを防止するため、
従来、図４にタイヤ軸を含む子午断面で略示するよう
に、タイヤ軸と平行なリムフラット部ｒ１のタイヤ軸方
向外端に、タイヤ軸に対して通常５°の傾斜角α１で半
径方向外方に傾くリムテーパ部ｒ２を設けかつそのタイ
ヤ軸方向外端に半径方向外方に立上がるリムフランジｒ
３を設けたリムｒに、タイヤ軸に対する傾斜角β１が５
°〜８°に設定されたビードテーパ部ｔ１を具えかつビ
ード部のヒール内径ｔｄ１、トウ内径ｔｄ２（タイヤ赤
道ｃにおける内径）を、リムｒのヒール径ｒｄ１、トウ
径ｒｄ２（リムフラット部ｒ１の直径）よりも夫々１〜
３％、４〜６％小さくししかもビード巾ｔｗをリム巾ｒ
ｗよりも１２〜１６％大きくして強い締代をリムｒとの
間で有するソリッドタイヤｔをリム組みしていた。[0003] In such a pneumatic solid tire, a rim slip tends to occur during traveling due to the application of a large load.
Conventionally, as schematically shown in a meridional section including the tire axis in FIG. 4, a rim flat portion r1 parallel to the tire axis is radially provided at an outer end in the tire axis direction at an inclination angle α1 of usually 5 ° with respect to the tire axis. A rim taper portion r2 which is inclined outward and has a rim flange r which rises radially outward at an outer end in the tire axial direction;
The rim r provided with 3 has an inclination angle β1 with respect to the tire axis of 5
The bead taper portion t1 is set to be 8 ° to 8 °, and the heel inner diameter td1 and the toe inner diameter td2 (the inner diameter at the tire equator c) of the bead portion are changed to the heel diameter rd1 of the rim r and the toe diameter rd2 (the diameter of the rim flat portion r1). 1) than each)
3%, 4-6% smaller, and bead width tw is reduced to rim width r
The rim has been assembled with a solid tire t having a strong interference between the rim r and 12 to 16% larger than w.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら前述した
リムｒとソリッドタイヤｔとの構成では、締代が依然と
して不十分であり、時として比較的大きなリムスリップ
を起こすことが判明した。このため締代をさらに大きく
することが考えられるが、この場合、リム組み作業性が
著しく低下することは避けられず、しかもリム組みする
ことによってリムｒの前記リムフラット部ｒ１とリムテ
ーパ部ｒ２とにおいてソリッドタイヤｔのビードテーパ
部ｔ１が受ける嵌合圧力の差によるタイヤの形状変化に
起因した均一性の低下、即ちランナウトの増大を招くこ
とが多々あり、これは乗心地を低下させる原因ともな
る。However, it has been found that with the above-described configuration of the rim r and the solid tire t, the interference is still insufficient, and a relatively large rim slip sometimes occurs. For this reason, it is conceivable to further increase the interference, but in this case, it is unavoidable that the rim assembling workability is remarkably reduced. In many cases, a decrease in uniformity due to a change in the shape of the tire due to a difference in fitting pressure applied to the bead taper portion t1 of the solid tire t, that is, an increase in runout, often causes a decrease in ride comfort.
【０００５】本発明者は、リムスリップの防止とリム組
み作業性の向上、リム組みタイヤの均一性との両立を図
るため、種々試作、実験を重ねた結果、ソリッドタイヤ
のビードテーパ部内端にタイヤ軸と平行にのびるビード
フラット部を設けることによって、締代を従来よりも大
きくしてもリム組み作業性及びリム組みタイヤの均一性
を向上しうることを見出し、本発明を完成させたのであ
る。The inventor of the present invention has conducted various trial productions and experiments in order to achieve both rim slip prevention, improved rim assembling workability, and uniformity of the rim assembling tire. By providing a bead flat portion extending in parallel with the axis, it was found that even if the interference was made larger than before, the rim assembly workability and the uniformity of the rim assembly tire could be improved, and the present invention was completed. .
【０００６】本発明は、リムスリップを低減しつつリム
組み作業性を向上しうるニューマチック型ソリッドタイ
ヤの提供を目的としている。An object of the present invention is to provide a pneumatic solid tire capable of improving rim assembly workability while reducing rim slip.
【０００７】[0007]
【課題を解決するための手段】本発明は、タイヤ軸を含
む子午断面において、タイヤ軸と平行なリムフラット部
のタイヤ軸方向外端に、タイヤ軸に対して傾斜角αで半
径方向外方に傾くリムテーパ部を設けかつそのタイヤ軸
方向外端に半径方向外方に立上がるリムフランジを設け
たリムに装着されるニューマチック型ソリッドタイヤで
あって、タイヤ軸に対する傾斜角βが前記傾斜角αより
も５°以上かつ１０°以下の範囲で大きいビードテーパ
部のタイヤ軸方向内端に、タイヤ軸と平行にのびるビー
ドフラット部を設けかつビードテーパ部の外端に円弧部
を介して前記リムフランジに支持されるビードクリンチ
ャー部が形成されるとともに、タイヤのリム組み前にお
いて、前記リムテーパ部とリムフランジとの延長線の交
点での直径であるリムヒール径ＲＤ１から前記ビードテ
ーパ部とビードクリンチャー部との延長線の交点での直
径であるビードヒール内径ＴＤ１を減じた値（ＲＤ１−
ＴＤ１）に対する前記リムヒール径ＲＤ１の比（ＲＤ１
−ＴＤ１）／ＲＤ１を０．０２〜０．０４とし、前記リ
ムフラット部の直径であるリムトウ径ＲＤ２から前記ビ
ードフラット部の直径であるビードトウ内径ＴＤ２を減
じた値（ＲＤ２−ＴＤ２）に対する前記リムトウ径ＲＤ
２の比（ＲＤ２−ＴＤ２）／ＲＤ２を０．０６〜０．０
８とする一方、ビードクリンチャー部間のタイヤ軸方向
の長さであるビード巾ＴＷからリムフランジ間のタイヤ
軸方向の長さであるリム巾ＲＷを減じた値（ＴＷ−Ｒ
Ｗ）に対するリム巾ＲＷの比（ＴＷ−ＲＷ）／ＲＷを
０．１６〜０．２４としている。According to the present invention, in a meridional section including a tire axis, a rim flat portion parallel to the tire axis is provided at a radially outer end with respect to the tire axis at an inclination angle α with respect to the tire axis. A pneumatic solid tire mounted on a rim provided with a rim taper portion inclined at an angle and provided with a rim flange rising radially outward at an outer end in the tire axial direction, wherein the inclination angle β with respect to the tire axis is the inclination angle. A bead flat portion extending parallel to the tire axis is provided at an inner end in the tire axial direction of a bead taper portion larger than α by 5 ° or more and 10 ° or less, and the rim flange is provided at an outer end of the bead taper portion through an arc portion. The bead clincher portion supported by the rim is formed, and before the rim is assembled into the tire, the rim has a diameter at an intersection of an extension line of the rim taper portion and the rim flange. The value obtained by subtracting the bead heel inner diameter TD1, which is the diameter at the intersection of the extension line of the bead taper portion and the bead clincher portion, from the heel diameter RD1 (RD1-
TD1) to the rim heel diameter RD1 (RD1).
−TD1) / RD1 is set to 0.02 to 0.04, and the rim tow relative to a value (RD2-TD2) obtained by subtracting the bead toe inner diameter TD2 that is the diameter of the bead flat from the rim toe diameter RD2 that is the diameter of the rim flat part. Diameter RD
2 (RD2-TD2) / RD2 in the range of 0.06 to 0.0
On the other hand, a value obtained by subtracting the rim width RW between the rim flanges in the tire axial direction from the bead width TW between the bead clincher portions in the tire axial direction (TW-R
The ratio (TW-RW) / RW of the rim width RW to W) is set to 0.16 to 0.24.
【０００８】[0008]
【作用】このように本発明のニューマチック型ソリッド
タイヤは、タイヤ軸に対する傾斜角βがリムのリムテー
パ部の傾斜角βよりも大きいビードテーパ部のタイヤ軸
方向内端に、タイヤ軸と平行にのびるビードフラット部
を設けている。従って、ビード部の形状は、リムフラッ
ト部とリムテーパ部とを有するリムの形状に近づき、リ
ムフラット部と図４に示す従来のビードテーパ部ｔ１と
の不均一な圧着を防止して、リム組み作業性を向上しう
るとともに、リム組みタイヤにおける均一性を前記ビー
ドフラット部とビードテーパ部との組合わせにより高め
ることができ、寸法変化（ランナウト）を低減しうる結
果、走行時の振れを抑制し、乗心地を向上しうる。As described above, the pneumatic solid tire of the present invention extends in parallel with the tire axis to the inner end in the tire axial direction of the bead taper where the inclination angle β with respect to the tire axis is larger than the inclination angle β of the rim taper part of the rim. A bead flat is provided. Therefore, the shape of the bead portion approaches the shape of the rim having the rim flat portion and the rim taper portion, and prevents uneven pressing of the rim flat portion and the conventional bead taper portion t1 shown in FIG. Performance can be improved, and the uniformity of the rim-assembled tire can be increased by the combination of the bead flat portion and the bead taper portion, and the dimensional change (runout) can be reduced. Ride comfort can be improved.
【０００９】又前記傾斜角βは、傾斜角αよりも５°以
上かつ１０°以下の範囲で大きくしているため、ビード
テーパ部におけるリムとの嵌合力をビードフラット部に
おける嵌合力と略同等に維持でき、その均一化を図りう
るとともに、ビードテーパ部を半径方向、タイヤ軸方向
双方においてバランスよく圧締できる。Further, since the inclination angle β is larger than the inclination angle α in the range of 5 ° to 10 °, the fitting force of the bead taper portion with the rim is substantially equal to the fitting force of the bead flat portion. The bead taper portion can be maintained and uniformized, and the bead tapered portion can be pressed in a well-balanced manner in both the radial direction and the tire axial direction.
【００１０】傾斜角βと傾斜角αとの差が５°未満とな
ると、ビードテーパ部の特にタイヤ軸方向の嵌合力が低
下し、ビード部全体における均一な嵌合力を得られにく
くする一方、１０°をこえると、ビードフラット部にお
いて嵌合力が局部的に過大となる。When the difference between the inclination angle β and the inclination angle α is less than 5 °, the fitting force of the bead taper portion, particularly in the tire axial direction, decreases, and it becomes difficult to obtain a uniform fitting force over the entire bead portion. If the angle exceeds °, the fitting force locally becomes excessively large in the bead flat portion.
【００１１】又比（ＲＤ１−ＴＤ１）／ＲＤ１、（ＲＤ
２−ＴＤ２）／ＲＤ２及び（ＴＷ−ＲＷ）／ＲＷを夫々
従来よりも大きい０．０２〜０．０４、０．０６〜０．
０８及び０．１６〜０．２４とすることによって、リム
との嵌合力を増大でき、リムスリップを低減しうる。The ratio (RD1-TD1) / RD1, (RD
(2-TD2) / RD2 and (TW-RW) / RW are larger than the conventional values by 0.02 to 0.04 and 0.06 to 0.
By setting the values to 08 and 0.16 to 0.24, the fitting force with the rim can be increased, and the rim slip can be reduced.
【００１２】なお前記各比を大きくしたことによるリム
組み作業性の低下は、前述したようにビード部の形状を
リムの形状に近づけたことによって防止できることが実
験により確認されている。It has been experimentally confirmed that the rim assembling workability can be prevented from deteriorating due to the increase in each of the above-mentioned ratios by bringing the shape of the bead portion closer to the shape of the rim as described above.
【００１３】又比（ＲＤ１−ＴＤ１）／ＲＤ１を０．０
４よりも大、もしくは比（ＲＤ２−ＴＤ２）／ＲＤ２を
０．０８よりも大とすると、リム組み作業性の低下は避
けられず、かつリム組みタイヤの不均一性、特にラジア
ルランナウトを増大させることがある。The ratio (RD1-TD1) / RD1 is set to 0.0
When the ratio is larger than 4 or the ratio (RD2−TD2) / RD2 is larger than 0.08, a decrease in workability of the rim assembly is inevitable, and the unevenness of the rim assembly tire, particularly, radial runout is increased. Sometimes.
【００１４】又比（ＴＷ−ＲＷ）／ＲＷを０．２４より
も大としても、リム組み作業性を低下させる傾向が顕著
となる。[0014] Even when the ratio (TW-RW) / RW is larger than 0.24, the tendency of the rim assembling workability to decrease is remarkable.
【００１５】このように前記各比の値は、ビード部の形
状に関する要件によるリム組み作業性の改善及びリム組
みタイヤの均一性向上を妨げない範囲で定められてい
る。As described above, the values of the respective ratios are determined in a range that does not hinder the improvement of the rim assembling workability and the improvement of the uniformity of the rim assembling tire due to the requirements regarding the shape of the bead portion.
【００１６】又請求項２の発明において、前記リムフラ
ット部のタイヤ軸方向の長さを、ビードフラット部のタ
イヤ軸方向の長さと略等しくしたときには、主にビード
テーパ部の圧縮によりビード部をリムに嵌合させること
になるため、このビードテーパ部を、半径方向、タイヤ
軸方向双方においてタイヤ軸方向の締代（比（ＴＷ−Ｒ
Ｗ）／ＲＷ＝０．１６〜０．２４）と協働して強固に圧
締でき、リムスリップをより一層低減しうる。In the second aspect of the present invention, when the length of the rim flat portion in the tire axial direction is substantially equal to the length of the bead flat portion in the tire axial direction, the bead portion is mainly compressed by compressing the bead taper portion. Therefore, this bead taper portion is fitted in the radial direction and the tire axial direction both in the tire axial direction (the ratio (TW-R).
W) /RW=0.16 to 0.24) and can be firmly pressed in cooperation with each other to further reduce rim slip.
【００１７】[0017]
【実施例】以下本発明の一実施例を図面に基づき説明す
る。図において本発明のニューマチック型ソリッドタイ
ヤ（以下タイヤという）１は、本実施例では半径方向内
側に位置するベースゴム層１５と、接地面側に位置する
キャップゴム層１６とを具え、かつキャップゴム層１６
とベースゴム層１５との中間に位置して中間ゴム層１７
を配置した三層構造をなす。又タイヤ１は空気入りタイ
ヤに近い断面形状を具え空気入りタイヤ用のリム１０に
装着される。An embodiment of the present invention will be described below with reference to the drawings. In the figure, a pneumatic solid tire (hereinafter referred to as a tire) 1 of the present invention includes a base rubber layer 15 located on the radially inner side in this embodiment, and a cap rubber layer 16 located on the ground contact surface side, and has a cap. Rubber layer 16
Intermediate rubber layer 17 located between
Are arranged in a three-layer structure. The tire 1 has a sectional shape close to that of a pneumatic tire and is mounted on a rim 10 for a pneumatic tire.
【００１８】リム１０は、図１、図３に示すように、タ
イヤ軸を含む子午断面において、タイヤ軸と平行なリム
フラット部１１と、そのタイヤ軸方向外端からタイヤ軸
に対して例えば５°の傾斜角αで半径方向外方に傾いて
のびるリムテーパ部１２と、そのタイヤ軸方向外端から
円弧部１９を介して半径方向外方に立上がるリムフラン
ジ１３とを具える。As shown in FIGS. 1 and 3, the rim 10 has a rim flat portion 11 parallel to the tire axis in a meridional section including the tire axis, and a rim flat portion 11 extending from the outer end of the rim 10 in the tire axial direction with respect to the tire axis. A rim taper portion 12 extending inclining radially outward at an inclination angle α of °, and a rim flange 13 rising radially outward from an outer end in the tire axial direction via an arc portion 19.
【００１９】ここに前記子午断面において、前記リムテ
ーパ部１２の半径方向外面とリムフランジ１３のタイヤ
軸方向内面との各延長線の交点Ｐ１でのリム１０の直径
をリムヒール径ＲＤ１と、又前記リムフラット部１１の
半径方向外面間のリム１０の直径をリムトウ径ＲＤ２
と、さらにリムフランジ１３、１３のタイヤ軸方向内面
間のタイヤ軸方向の長さをリム巾ＲＷとそれぞれ定義す
る。なお前記円弧部１９は、その半径Ｒが６mm以上かつ
前記リム巾ＲＷの０．０５倍以下の範囲に設定されると
ともに、前記リムフランジ１３の前記交点Ｐ１からのフ
ランジ高さｈは前記リムヒール径ＲＤ１の１３〜２３％
に設定される。Here, in the meridional section, the diameter of the rim 10 at the intersection P1 of each extension line between the radially outer surface of the rim taper portion 12 and the tire axially inner surface of the rim flange 13 is defined as a rim heel diameter RD1 and the rim The diameter of the rim 10 between the radially outer surfaces of the flat portion 11 is defined as a rim toe diameter RD2.
And the length in the tire axial direction between the inner surfaces of the rim flanges 13 and 13 in the tire axial direction is defined as a rim width RW. The radius R of the arc portion 19 is set in a range of not less than 6 mm and not more than 0.05 times the rim width RW, and the flange height h of the rim flange 13 from the intersection P1 is the rim heel diameter. 13-23% of RD1
Is set to
【００２０】前記ベースゴム層１５は、硬質ゴム又は短
繊維コードにより補強された硬質ゴムからなり、短繊維
コードは、ポリエステル、ナイロン、レーヨン等の有機
繊維コードを１０mm以下の長さに切断することにより形
成される。ベースゴム層１５にこのような短繊維コード
を混在させることにより、ゴムの剛性が高まり、タイヤ
とリムとの間の嵌合圧を高めうる。The base rubber layer 15 is made of hard rubber or hard rubber reinforced with short fiber cords. The short fiber cord is obtained by cutting an organic fiber cord such as polyester, nylon, rayon or the like into a length of 10 mm or less. Formed by By mixing such short fiber cords in the base rubber layer 15, the rigidity of the rubber is increased, and the fitting pressure between the tire and the rim can be increased.
【００２１】なおベースゴム層１５を形成するに際して
短繊維を混入しない硬質ゴムを用いた場合にはゴム硬度
がＪＩＳ Ａ硬度７０〜９０°の圧縮弾性率の高いもの
を用いる。When the base rubber layer 15 is formed of a hard rubber which does not contain short fibers, a rubber having a high compression elastic modulus with a rubber hardness of JIS A 70 to 90 ° is used.
【００２２】前記キャップゴム層１６は、ＪＩＳ Ａ硬
度が５０〜７０°のゴムかつ、例えば天然ゴム、イソプ
レンゴム、スチレン−ブタジエンゴム等のジエン系ゴム
にカーボンを配合した、いわゆるトレッドゴム配合のも
のが使用され、耐摩耗、耐クラック性及びグリップ性を
高めている。The cap rubber layer 16 is a rubber having a JIS A hardness of 50 to 70 ° and a so-called tread rubber compound in which carbon is mixed with a diene rubber such as natural rubber, isoprene rubber, styrene-butadiene rubber or the like. Is used to enhance wear resistance, crack resistance and grip.
【００２３】さらにキャップゴム層１６の半径方向のゴ
ム厚さＴ１は中間ゴム層１７を用いる本実施例の場合で
は、リム組みされたタイヤ１の前記交点Ｐ１からのタイ
ヤ断面高さＴＨの２０〜６０％の範囲に、好ましくは２
０〜５０％の範囲に設定される。なお中間ゴム層を設け
ないときには前記キャップゴム層のゴム厚さＴ１を４０
〜７０％の範囲に設定する。Further, in the case of the present embodiment using the intermediate rubber layer 17, the rubber thickness T1 of the cap rubber layer 16 in the radial direction is 20 to 20 of the tire cross-section height TH from the intersection P1 of the rim-assembled tire 1. In the range of 60%, preferably 2
It is set in the range of 0 to 50%. When the intermediate rubber layer is not provided, the rubber thickness T1 of the cap rubber layer is set to 40.
Set within the range of ~ 70%.
【００２４】中間ゴム層１７は、本実施例では、ＪＩＳ
Ａ硬度が４０〜８００の範囲でタイヤの使用目的に応
じて前記キャップゴム層のゴムより硬質又は軟質に使い
分ける。なお中間ゴム層１７の半径方向のゴム厚さＴ２
は、前記タイヤ断面高さＴＨの２０〜５０％の範囲する
のが好ましい。In this embodiment, the intermediate rubber layer 17 is made of JIS.
Depending on the intended use of the tire, the rubber of the cap rubber layer is harder or softer depending on the purpose of use of the tire in the range of A hardness of 40 to 800. The rubber thickness T2 in the radial direction of the intermediate rubber layer 17
Preferably ranges from 20 to 50% of the tire cross-section height TH.
【００２５】タイヤ１の前記ベースゴム層１５の半径方
向内面には、タイヤ１のリム組み前において、図２に示
すように、リム１０の前記リムテーパ部１２に向き合い
かつタイヤ軸に対する傾斜角βが前記傾斜角αよりも５
°以上かつ１０°以下の範囲で大きいビードテーパ部２
と、このビードテーパ部２のタイヤ軸方向内端から前記
リムフラット部１１と向き合ってタイヤ軸と平行にのび
かつタイヤ軸方向の長さＬ１がリムフラット部１１のタ
イヤ軸方向の長さＬ２と略等しいビードフラット部３
と、前記ビードテーパ部２のタイヤ軸方向外端に円弧部
５を介して立上がりリム組みによって前記リムフランジ
１３に支持されるビードクリンチャー部４とが形成され
ている。As shown in FIG. 2, before the rim of the tire 1 is assembled to the rim 10, the inclination angle β of the rim 10 with respect to the rim taper portion 12 and with respect to the tire axis is formed on the radially inner surface of the base rubber layer 15 of the tire 1. 5 more than the inclination angle α
Large bead taper 2 in the range of not less than 10 ° and not more than 10 °
The bead taper portion 2 extends in parallel with the tire axis from the inner end in the tire axial direction of the bead taper portion 2 to the rim flat portion 11 and has a length L1 in the tire axial direction substantially equal to the length L2 of the rim flat portion 11 in the tire axial direction. Equal bead flat part 3
And a bead clincher portion 4 supported by the rim flange 13 by a rising rim assembly via an arc portion 5 at the outer end of the bead taper portion 2 in the tire axial direction.
【００２６】ここで前記ビードテーパ部２とビードクリ
ンチャー部４との延長線の交点Ｐ２でのタイヤ１の直径
をビードヒール内径ＴＤ１と、又前記ビードフラット部
３におけるタイヤ１の直径をビードトウ内径ＴＤ２と、
さらにビードクリンチャー部４、４間のタイヤ軸方向の
長さをビード巾ＴＷとそれぞれ定義する。Here, the diameter of the tire 1 at the intersection P2 of the extension line of the bead taper portion 2 and the bead clincher portion 4 is a bead heel inner diameter TD1, and the diameter of the tire 1 in the bead flat portion 3 is a bead toe inner diameter TD2.
Further, the length in the tire axial direction between the bead clinchers 4 and 4 is defined as a bead width TW.
【００２７】又前記リムヒール径ＲＤ１から前記ビード
ヒール内径ＴＤ１を減じた値（ＴＤ１−ＴＤ１）に対す
るリムヒール径ＲＤ１の比（ＲＤ１−ＴＤ１）／ＲＤ１
を０．０２以上かつ０．０４以下とするとともに、前記
リムトウ径ＲＤ２から前記ビードトウ内径ＴＤ２を減じ
た値（ＲＤ２−ＴＤ２）に対するリムトウ径ＲＤ２の比
（ＲＤ２−ＴＤ２）／ＲＤ２を０．０６以上かつ０．０
８以下としている。さらに前記ビード巾ＴＷから前記リ
ム巾ＲＷを減じた値（ＴＷ−ＲＷ）に対するリム巾ＲＷ
の比（ＴＷ−ＲＷ）／ＲＷを０．１６以上かつ０．２４
以下に設定している。The ratio of the rim heel diameter RD1 to the value (TD1-TD1) obtained by subtracting the bead heel inner diameter TD1 from the rim heel diameter RD1 (RD1-TD1) / RD1.
And the ratio (RD2-TD2) / RD2 of the rim toe diameter RD2 to a value (RD2-TD2) obtained by subtracting the bead toe inner diameter TD2 from the rim toe diameter RD2 is set to 0.02 or more and 0.04 or less. And 0.0
8 or less. Further, the rim width RW with respect to a value (TW-RW) obtained by subtracting the rim width RW from the bead width TW.
Ratio (TW-RW) / RW of 0.16 or more and 0.24
It is set as follows.
【００２８】このように各比の値を従来よりも大きく設
定し、かつリム１０の形状にタイヤ１の半径方向内側部
の形状を近づけているため、リム組み作業性を向上しつ
つリムスリップを防止しうる。As described above, since the values of the respective ratios are set to be larger than those in the related art, and the shape of the inner portion of the tire 1 in the radial direction is made closer to the shape of the rim 10, the rim slip can be reduced while improving the rim assembling workability. Can be prevented.
【００２９】[0029]
【具体例】タイヤサイズが７．００−１２でありかつ図
１に示す構成を有するタイヤ（実施例１〜４）について
表１に示す仕様で試作するとともに、その性能をテスト
した。なおビードフラット部を具えない本願構成外のタ
イヤ（比較例１〜５）についても併せてテストを行いそ
の性能を比較した。[Specific Examples] Tires (Examples 1 to 4) having a tire size of 7.00-12 and having the structure shown in FIG. 1 were prototyped according to the specifications shown in Table 1, and their performance was tested. In addition, the tires (comparative examples 1 to 5) having no bead flat portion and not included in the present invention were also tested and compared in performance.
【００３０】１）リム嵌合力 タイヤのリム組み完了時の状態における嵌合力を測定し
た。 ２）リム組み作業性 リム組みにかかる時間を測定した。 ３）リムスリップ性 フォークリフトの前輪に取付け、８の字旋回６サイクル
後のスリップを測定した。 ４）ランナウト リム組みに伴うタイヤの寸法変化を縦方向、横方向につ
いて夫々測定した。1) Rim fitting force The fitting force of the tire at the time of completion of the rim assembly was measured. 2) Rim assembly workability The time required for rim assembly was measured. 3) Rim Slip Property The rim was mounted on the front wheel of a forklift, and the slip after six cycles of figure eight turning was measured. 4) The dimensional change of the tire due to the runout rim assembly was measured in the longitudinal direction and the lateral direction, respectively.
【００３１】[0031]
【表１】 [Table 1]
【００３２】テストの結果、実施例のものは比較例のも
のに比して、リム嵌合力及び耐リムスリップ性能を向上
しかつリム組み作業性を改善していることが確認出来
た。As a result of the test, it was confirmed that the rim fitting force and the rim slip resistance of the example were improved and the rim assembling workability was improved as compared with the comparative example.
【００３３】[0033]
【発明の効果】叙上の如く本発明のニューマチック型ソ
リッドタイヤは、リムとの嵌合力を高めリムスリップを
低減しうるとともに、リム組み作業性を向上でき、かつ
リム組みタイヤの均一性を高めうる。As described above, the pneumatic solid tire of the present invention can increase the fitting force with the rim, reduce the rim slip, improve the rim assembling workability, and improve the uniformity of the rim assembling tire. Can be enhanced.
【図１】本発明の一実施例を示すタイヤ右半分子午断面
図である。FIG. 1 is a meridional sectional view of a right half molecule of a tire showing one embodiment of the present invention.
【図２】本発明のニューマチック型ソリッドタイヤのリ
ム組み前の輪郭形状を例示する線図である。FIG. 2 is a diagram illustrating a contour shape of a pneumatic solid tire according to the present invention before a rim is assembled.
【図３】リムを例示する断面図である。FIG. 3 is a cross-sectional view illustrating a rim.
【図４】従来の技術を説明するための線図である。FIG. 4 is a diagram for explaining a conventional technique.
２ ビードテーパ部 ３ ビードフラット部 ４ ビードクリンチャー部 ５ 円弧部 １０ リム １１ リムフラット部 １２ リムテーパ部 １３ リムフランジ ＲＤ１ リムヒール径 ＲＤ２ リムトウ径 ＲＷ リム巾 ＴＤ１ ビードヒール内径 ＴＤ２ ビードトウ内径 ＴＷ ビード巾 2 Bead taper section 3 Bead flat section 4 Bead clincher section 5 Arc section 10 Rim 11 Rim flat section 12 Rim taper section 13 Rim flange RD1 Rim heel diameter RD2 Rim toe diameter RW Rim width TD1 Bead heel inner diameter TD2 Bead toe inner diameter TW Bead width
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.6，ＤＢ名) B60C 7/24,7/00 ──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int. Cl. 6 , DB name) B60C 7/24, 7/00
Claims (2)
軸と平行なリムフラット部のタイヤ軸方向外端に、タイ
ヤ軸に対して傾斜角αで半径方向外方に傾くリムテーパ
部を設けかつそのタイヤ軸方向外端に半径方向外方に立
上がるリムフランジを設けたリムに装着されるニューマ
チック型ソリッドタイヤであって、 タイヤ軸に対する傾斜角βが前記傾斜角αよりも５°以
上かつ１０°以下の範囲で大きいビードテーパ部のタイ
ヤ軸方向内端に、タイヤ軸と平行にのびるビードフラッ
ト部を設けかつビードテーパ部の外端に円弧部を介して
前記リムフランジに支持されるビードクリンチャー部が
形成されるとともに、 タイヤのリム組み前において、前記リムテーパ部とリム
フランジとの延長線の交点での直径であるリムヒール径
ＲＤ１から前記ビードテーパ部とビードクリンチャー部
との延長線の交点での直径であるビードヒール内径ＴＤ
１を減じた値（ＲＤ１−ＴＤ１）に対する前記リムヒー
ル径ＲＤ１の比（ＲＤ１−ＴＤ１）／ＲＤ１を０．０２
〜０．０４とし、 前記リムフラット部の直径であるリムトウ径ＲＤ２から
前記ビードフラット部の直径であるビードトウ内径ＴＤ
２を減じた値（ＲＤ２−ＴＤ２）に対する前記リムトウ
径ＲＤ２の比（ＲＤ２−ＴＤ２）／ＲＤ２を０．０６〜
０．０８とする一方、 ビードクリンチャー部間のタイヤ軸方向の長さであるビ
ード巾ＴＷからリムフランジ間のタイヤ軸方向の長さで
あるリム巾ＲＷを減じた値（ＴＷ−ＲＷ）に対するリム
巾ＲＷの比（ＴＷ−ＲＷ）／ＲＷを０．１６〜０．２４
としたことを特徴とするニューマチック型ソリッドタイ
ヤ。In a meridional section including a tire axis, a rim taper section inclined radially outward at an inclination angle α with respect to the tire axis is provided at an outer end in a tire axis direction of a rim flat section parallel to the tire axis, and A pneumatic solid tire mounted on a rim provided with a rim flange rising outward in a radial direction at an outer end in a tire axial direction, wherein an inclination angle β with respect to a tire axis is 5 ° or more and 10 degrees or less than the inclination angle α. A bead clincher portion provided on the inner end of the large bead taper portion in the tire axial direction in the range of less than or equal to the following is provided with a bead flat portion extending parallel to the tire axis and supported by the rim flange via an arc portion at the outer end of the bead taper portion. And a rim heel diameter RD1 that is a diameter at an intersection of an extension line of the rim taper portion and the rim flange before the rim assembly of the tire. In diameter at the intersection of extension lines of the Dotepa portion and the bead clincher unit bead heel inside diameter TD
The ratio (RD1-TD1) / RD1 of the rim heel diameter RD1 to the value (RD1-TD1) obtained by subtracting 1 from the value (RD1-TD1) is 0.02.
From rim toe diameter RD2 which is the diameter of the rim flat part to bead toe inner diameter TD which is the diameter of the bead flat part
The ratio (RD2-TD2) / RD2 of the rim toe diameter RD2 to a value (RD2-TD2) obtained by subtracting 2 from 0.06 to
On the other hand, the rim relative to a value (TW-RW) obtained by subtracting the rim width RW between the rim flanges in the tire axial direction from the bead width TW between the bead clincher portions in the tire axial direction. The ratio of width RW (TW-RW) / RW is 0.16 to 0.24
A pneumatic solid tire characterized by the following.
さがビードフラット部と略等しいことを特徴とする請求
項１記載のニューマチック型ソリッドタイヤ。2. The pneumatic solid tire according to claim 1, wherein the rim flat portion has a length in a tire axial direction substantially equal to a bead flat portion.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6258854A JP2874838B2 (en) | 1994-09-27 | 1994-09-27 | Pneumatic solid tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6258854A JP2874838B2 (en) | 1994-09-27 | 1994-09-27 | Pneumatic solid tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0891011A JPH0891011A (en) | 1996-04-09 |
| JP2874838B2 true JP2874838B2 (en) | 1999-03-24 |
Family
ID=17325964
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6258854A Expired - Lifetime JP2874838B2 (en) | 1994-09-27 | 1994-09-27 | Pneumatic solid tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2874838B2 (en) |
-
1994
- 1994-09-27 JP JP6258854A patent/JP2874838B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0891011A (en) | 1996-04-09 |
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