JPH03200402A - High speed heavy load tire - Google Patents
High speed heavy load tireInfo
- Publication number
- JPH03200402A JPH03200402A JP1342115A JP34211589A JPH03200402A JP H03200402 A JPH03200402 A JP H03200402A JP 1342115 A JP1342115 A JP 1342115A JP 34211589 A JP34211589 A JP 34211589A JP H03200402 A JPH03200402 A JP H03200402A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- bead
- tread
- carcass
- normal
- 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.)
- Pending
Links
- 239000011324 bead Substances 0.000 claims abstract description 70
- 238000005452 bending Methods 0.000 abstract description 12
- 230000020169 heat generation Effects 0.000 abstract description 7
- 239000010410 layer Substances 0.000 description 22
- 238000010586 diagram Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 239000000835 fiber Substances 0.000 description 2
- 230000003014 reinforcing effect Effects 0.000 description 2
- 239000004677 Nylon Substances 0.000 description 1
- 229920000297 Rayon Polymers 0.000 description 1
- BLRPTPMANUNPDV-UHFFFAOYSA-N Silane Chemical compound [SiH4] BLRPTPMANUNPDV-UHFFFAOYSA-N 0.000 description 1
- 229920002978 Vinylon Polymers 0.000 description 1
- 239000004760 aramid Substances 0.000 description 1
- 229920003235 aromatic polyamide Polymers 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000012784 inorganic fiber Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 229920001778 nylon Polymers 0.000 description 1
- 229920000728 polyester Polymers 0.000 description 1
- 239000011241 protective layer Substances 0.000 description 1
- 239000002964 rayon Substances 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
- 239000007779 soft material Substances 0.000 description 1
- 238000005728 strengthening Methods 0.000 description 1
Landscapes
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、ビード変形及びビード発熱を低減でき、ビー
ド損傷を抑制し耐久性を向上しうる高速重荷重用タイヤ
に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a high-speed, heavy-load tire that can reduce bead deformation and bead heat generation, suppress bead damage, and improve durability.
近年、高荷重、高速条件で使用されるタイヤ、例えば航
空機用タイヤにおいても構造耐久性能、走行性能、燃費
性能等の向上のためにラジアル構造が採用されつつある
。しかしながらこのような航空機用タイヤは、高内圧、
高荷重、高速条件下で使用されるため、他の分野のタイ
ヤに比べ高い耐久性能が要求され、特にビード部は、離
着陸時の大きな負荷による曲げ変形に伴う歪によりカー
カス端部及びその近傍に剥離損傷が発生しやすく、従ワ
て従来、ビードボリュームの増加、有機、無機繊維コー
ドからなる補強層を用いる等により、ビード部の剛性を
高め、前記曲げ変形の抑制が計られている。In recent years, radial structures have been increasingly adopted in tires used under high-load, high-speed conditions, such as aircraft tires, in order to improve structural durability, running performance, fuel efficiency, and the like. However, such aircraft tires have high internal pressure,
Since tires are used under high load and high speed conditions, higher durability performance is required compared to tires in other fields.In particular, the bead part is damaged due to bending deformation due to large loads during takeoff and landing, causing damage to the end of the carcass and its vicinity. Peeling damage is likely to occur, and conventionally attempts have been made to increase the rigidity of the bead portion and suppress the bending deformation by increasing the bead volume, using a reinforcing layer made of organic or inorganic fiber cords, or the like.
しかしながら、このような剛性強化策では、曲げ変形に
伴う内部発熱を低減しえず、満足のいくビード部損傷の
防止効果を得るに至っていない。However, such rigidity strengthening measures cannot reduce internal heat generation due to bending deformation, and have not yet achieved a satisfactory effect of preventing damage to the bead portion.
従って、本発明者らは、ビード部の曲げ変形について米
国航空局規格ＴＳＯ−Ｃ６２ｃに基づく離陸タクシ−シ
ュミレーシランテスト等を用いて種々の研究を積み重ね
た。その結果、正規リムＲに装着されかつ正規内圧を充
填した第４図に示す無負荷時のタイヤビード部ＡＯと正
規荷重での負荷時のタイヤビード部ＡＩとを比較した場
合、負荷時のビード部Ａ１は、無負荷時のビード部ＡＯ
のプロファイルに影響されることなくほぼ一定の形状に
変形すること、及びビード部の内部発熱は、第５図に示
すように、例えばリムフランジＲａの外側縁から立上げ
た垂線における、各ビード部ＡＯ１Ａ１外面とリムフラ
ンジＲａ−ヒ縁との間の各長さ、即ち初期高さｈＯ１負
荷高さｈｌの差であるビード変形１１ｈｏ−ｈｌが小さ
いほど低いことを見出し得た。さらにビード変形量ｈｏ
−ｈｌを下げるべくビード部の厚さ、とくに変曲点部分
の厚さであるクリンチ厚さを増すことにより剛性を高め
ることは、むしろビード部の発熱を増大することも見出
している。Therefore, the inventors of the present invention have conducted various studies on the bending deformation of the bead portion using a take-off taxi simulation silan test based on the National Civil Aviation Administration standard TSO-C62c. As a result, when comparing the unloaded tire bead part AO shown in Fig. 4, which is mounted on the regular rim R and filled with the regular internal pressure, and the tire bead part AI when loaded with the regular load, it is found that the tire bead part AI when loaded is Part A1 is the bead part AO when no load is applied.
As shown in FIG. It has been found that the smaller the bead deformation 11ho-hl, which is the difference between the lengths between the outer surface of AO1A1 and the edge of the rim flange Ra, that is, the initial height hO1 and the load height hl, is lower. Furthermore, bead deformation amount ho
It has also been found that increasing the rigidity by increasing the thickness of the bead portion, particularly the clinch thickness, which is the thickness of the inflection point portion, in order to lower -hl, rather increases the heat generation of the bead portion.
本発明者らは、さらにビード部変形量ｈｌ−ｈ０の減少
について研究を重ねた結果、前記ビード部変形量ｈｌ−
ｈｏはショルダ一部のトレッド部全厚さが影響すること
、しかも従来タイヤに比してショルダー側のトレッド部
全厚さをタイヤ赤道上のトレッド部全厚さ以下とするこ
とにより、前記ビード変形１１ｈｌ−ｈＯを滅じうるこ
とに気付いた。As a result of further research on reducing the bead portion deformation amount hl-h0, the present inventors found that the bead portion deformation amount hl-h0
ho is affected by the total thickness of the tread part of the shoulder part, and by making the total thickness of the tread part on the shoulder side less than the total thickness of the tread part on the tire equator compared to conventional tires, the bead deformation can be reduced. It was noticed that 11hl-hO could be destroyed.
従って本発明はビード部曲げ変形とビード発熱とを低減
でき、ビード損傷を抑制しうる高速重荷重用タイヤの提
供を目的としている。Therefore, an object of the present invention is to provide a high-speed, heavy-load tire that can reduce bead bending deformation and bead heat generation, and can suppress bead damage.
本発明は、トレッド部からサイドウオール部をへてビー
ド部のビードコアの廻りで折返されるラジアル構造のカ
ーカスと、該カーカスのタイヤ半径方向外側かつトレッ
ド部内方に配されるベルト層とを具えるとともに、タイ
ヤ赤道Ａ上のトレッド部全厚さＴＡと、タイヤを正規リ
ムに取付けかつ正規内圧を充填するとともに正規荷重を
付加した正規状態におけるタイヤ軸方向の接地端までの
タイヤ赤道Ａからの長さしの９０％を前記タイヤ赤道Ａ
から隔てる９０％接地点Ｂにおけるトレッド部全厚さＴ
Ｂとの厚さ比ＴＢ／ＴＡを１以下とした高速重荷重用タ
イヤである。The present invention includes a carcass with a radial structure that extends from the tread portion through the sidewall portion and is folded back around the bead core of the bead portion, and a belt layer disposed outside the carcass in the tire radial direction and inside the tread portion. In addition, the total thickness TA of the tread on the tire equator A, and the length from the tire equator A to the ground contact edge in the axial direction of the tire in the normal state when the tire is mounted on a normal rim, filled with the normal internal pressure, and the normal load is applied. 90% of the length is the tire equator A
The total thickness T of the tread portion at the 90% grounding point B separated from
This is a high-speed heavy load tire with a thickness ratio TB/TA of 1 or less.
９０％接地点Ｂにおけるトレッド部全厚さＴＢと、タイ
ヤ赤道上のトレッド部全厚さＴＡとの厚さ比ＴＢ／ＴＡ
を１以下とし、ショルダ一部の全厚さを従来タイヤに比
して減じることにより、ショルダ一部の曲げ剛さが相対
的に減少する。従って、内圧充填に伴い、第２図に実線
で示すように、ショルダ一部における曲率半径Ｒ３は、
破線で示す従来タイヤの曲率半径ｒｓよりも大となる反
面、ビード部を外向きにせり出させうる。又このせり出
しによって、前記初期高さｈｏが従来タイヤの初期高さ
ｈｏｓに比べて減じることになり、ビード変形１ｈｏ−
ｈｌを減少させ、ビード発熱を抑制しうるのである。Thickness ratio TB/TA between the total tread thickness TB at the 90% grounding point B and the total tread thickness TA at the tire equator
By setting 1 or less and reducing the total thickness of the shoulder part compared to conventional tires, the bending stiffness of the shoulder part is relatively reduced. Therefore, as the internal pressure is filled, the radius of curvature R3 at a portion of the shoulder, as shown by the solid line in FIG.
Although the radius of curvature rs is larger than the radius of curvature rs of the conventional tire shown by the broken line, the bead portion can be made to protrude outward. Also, due to this protrusion, the initial height ho is reduced compared to the initial height hos of the conventional tire, and the bead deformation 1ho-
This reduces hl and suppresses bead heat generation.
以下本発明の一実施例をタイヤサイズ４６×１７Ｒ２０
の航空機用タイヤの場合を例にとり、図面に基づき説明
する。An embodiment of the present invention will be described below with tire size 46×17R20.
This will be explained based on the drawings, taking as an example the case of an aircraft tire.
正規リムＲに装着されかつ正規内圧を付加したときのタ
イヤ軸を含むタイヤ断面を示す第１図において、高速重
荷重用タイヤ１（以下タイヤ１という）は、ビードコア
２が通るビード部３と、該ビード部３に連なりかつタイ
ヤ半径方向外向きにのびるサイドウオール部４と、その
外端間を継ぐトレッド部５とを具えている。In FIG. 1, which shows a cross section of the tire including the tire shaft when mounted on a regular rim R and applying regular internal pressure, a high-speed heavy load tire 1 (hereinafter referred to as tire 1) has a bead portion 3 through which a bead core 2 passes, and a bead portion 3 through which a bead core 2 passes. The tire includes a sidewall part 4 that is continuous with the bead part 3 and extends outward in the tire radial direction, and a tread part 5 that connects the outer ends of the sidewall part 4.
さらにタイヤ１には、ビードコア２を、タイヤの内側か
ら外側に折返す複数枚、例えば４枚のインナープライか
らなる内層７Ａと、この内層７Ａの折返し部を囲みタイ
ヤの外側から内側に巻下す複数枚、例えば２枚のアウタ
ーブライからなる外層７Ｂとを有するカーカス７が設け
られる。Furthermore, the tire 1 includes an inner layer 7A consisting of a plurality of layers, for example, four inner plies, in which the bead core 2 is folded from the inside to the outside of the tire, and a plurality of inner layers surrounding the folded portion of the inner layer 7A and wound from the outside to the inside of the tire. A carcass 7 is provided having an outer layer 7B consisting of two outer layers, for example two outer layers.
前記内層７Ａは、サイドウオール部、トレッド部を通り
トロイド状をなす本体部７０にビードコア２をタイヤ内
側から外側に折返す折返し部７１を有し、又外層７Ｂは
トロイド状の本体部７３にビードコア２の外から内に巻
下ろした巻下ろし部７４を具える。The inner layer 7A has a folded part 71 that passes through the sidewall part and the tread part and folds the bead core 2 from the inside to the outside of the tire on a toroid-shaped body part 70, and the outer layer 7B has a toroid-shaped body part 73 with a bead core 2 folded back. It is provided with an unwinding part 74 which is unwound from the outside of the 2 to the inside.
インナープライ及びアウタープライは本例では有機繊維
コードからなるカーカスコードを用いており、該カーカ
スコードはタイヤ赤道に対して７０度〜９０度の傾きを
有するラジアル方向に配置されるとともに、カーカス７
は、隣り合うカーカスプライ間において、夫々カーカス
コードが円周方向に対して交互に交叉して傾いている。In this example, carcass cords made of organic fiber cords are used as the inner ply and the outer ply.
In this case, the carcass cords are alternately crossed and inclined with respect to the circumferential direction between adjacent carcass plies.
なお有機繊維コードとして、レーヨン、ポリエステル、
ビニロン、ナイロン、芳香族ポリアミド等を用いうる。In addition, organic fiber cords include rayon, polyester,
Vinylon, nylon, aromatic polyamide, etc. can be used.
又前記カーカス７の内層７Ａの本体部７０と折返し部７
１との間にはビードコア２の上方において半径方向外向
きにのびるビードエーペックスゴム９が配される。又ビ
ード部３において、カーカス７の外層７Ｂの本体部７３
には、その外側面に沿って半径方向内外にのびる小厚さ
のサイドバッキングゴム１５が配される。なおサイドバ
ッキングゴム１５の下端１５ａは、外層７Ｂの前記巻下
ろし部７層下面をのびる補強フィシ１６の上端で途切れ
るとともに、サイドバッキングゴム１５は、ビード部３
からサイドウオール部４に亘ってタイヤ外側面をなすサ
イドウオールゴム１７により覆われる。Moreover, the main body part 70 and the folded part 7 of the inner layer 7A of the carcass 7
A bead apex rubber 9 extending radially outward above the bead core 2 is disposed between the bead core 2 and the bead core 2 . Also, in the bead portion 3, the main body portion 73 of the outer layer 7B of the carcass 7
A small-thick side backing rubber 15 is disposed along the outer surface of the holder, extending radially inward and outward. Note that the lower end 15a of the side backing rubber 15 is interrupted at the upper end of the reinforcing fin 16 extending on the lower surface of the unrolled portion 7 layer of the outer layer 7B, and the side backing rubber 15 is
The sidewall portion 4 is covered with sidewall rubber 17 that forms the outer surface of the tire.
又トレッド部５には、その内部にカーカス７の半径方向
外側に位置してベルト層１０が設けられ、又本例では、
前記ベルト層１０と前記カーカス７との間には、カット
ブレーカ１４が介在し、しかもベルト層７は、その外面
を保護層１８により覆われることにより、耐カツト性能
を高めている。Further, the tread portion 5 is provided with a belt layer 10 inside thereof located outside the carcass 7 in the radial direction, and in this example,
A cut breaker 14 is interposed between the belt layer 10 and the carcass 7, and the outer surface of the belt layer 7 is covered with a protective layer 18 to improve cut resistance.
前記ベルト層１０は、前記カットブレーカ１４に略接し
て配した複数枚、例えば８枚のベルトプライからなる。The belt layer 10 is composed of a plurality of belt plies, for example eight belt plies, which are arranged substantially in contact with the cut breaker 14.
前記カットブレーカ１４は、２層のカットブレーカプラ
イを用いる一方、このカットブレーカ１４は、タイヤ赤
道を挟んだ該トレッド面の中央部であるクラウン部分２
０では、カーカス７に沿うとともに、その外方で該カー
カス７から徐々に離間してその外端は、タイヤ全巾Ｗの
６５γ８５％程度の位置、好ましくは７０〜７８％程度
の範囲の位置で終端する。The cut breaker 14 uses a two-layer cut breaker ply, and the cut breaker 14 has a crown portion 2 which is the central portion of the tread surface across the tire equator.
0, along the carcass 7 and gradually away from the carcass 7 on the outside thereof, the outer end is at a position of about 65γ85% of the total width W of the tire, preferably at a position in the range of about 70 to 78%. terminate.
さらにベルト層１０は、カットブレーカ１４に接しかつ
その外端は、カットブレーカ１４の外端を外方に越えて
延在するとともにタイヤ外表面に沿う斜面に合わせて側
端面が整一する。又ベルト巾は、タイヤ全巾Ｗの７０〜
８５％程度の範囲であって、ベルト側端面からタイヤ外
表面までの最短距離Ｌ１が３〜１５ｆｉ程度の範囲とな
るように設定される。Further, the belt layer 10 is in contact with the cut breaker 14, and its outer end extends outward beyond the outer end of the cut breaker 14, and its side end surfaces are aligned with the slope along the outer surface of the tire. Also, the belt width is 70~ of the total tire width W.
85%, and the shortest distance L1 from the belt side end face to the tire outer surface is set to be in the range of about 3 to 15 fi.
ベルトブライを形成するベルトコードは、低伸長性の弾
性コードを用い、かつベルトコードはタイヤ赤道に対し
て０〜２０度の角度で傾けて並置している。The belt cords forming the belt brie are made of low-extensibility elastic cords, and the belt cords are arranged side by side at an angle of 0 to 20 degrees with respect to the tire equator.
そして本発明においては、タイヤ赤道Ａ上のトレッド部
全厚さＴＡと、タイヤを正規リムＲに取付けかつ正規内
圧を充填するとともに正規荷重を付加した正規状態にお
けるタイヤ軸方向の接地端Ｃまでのタイヤ赤道Ａからの
長さしの９０％を前記タイヤ赤道Ａがら隔てる９０％接
地点Ｂにおけるトレッド部全厚さＴＢとの厚さ比ＴＢ／
ＴＡを１以下としている。なおトレッド部全厚さＴＡ、
ＴＢとは、トレッド面に直交する向きに測定した値であ
り、トレッド面から、タイヤ内腔に向く内面までの全厚
さをいう。In the present invention, the total thickness TA of the tread part on the tire equator A and the contact point C in the axial direction of the tire in the normal state when the tire is mounted on the normal rim R, filled with the normal internal pressure, and the normal load is applied. Thickness ratio TB/ of the total thickness TB of the tread portion at the 90% grounding point B that separates 90% of the length from the tire equator A from the tire equator A.
TA is set to 1 or less. In addition, the total thickness of the tread part TA,
TB is a value measured in a direction perpendicular to the tread surface, and refers to the total thickness from the tread surface to the inner surface facing the inner cavity of the tire.
９０％接地点Ｂにおけるトレッド部全厚さＴＢと、タイ
ヤ赤道Ａ上のトレッド部全厚さＴＡとの厚さ比ＴＢ／Ｔ
Ａを１以下とすることにより、ショルダ一部の厚さを、
従来タイヤに比して減じることになる。これによって、
ショルダ一部の曲げ剛さが相対的に減少し、内圧充填に
伴い、第２図に実線で示すように、ショルダ一部２１に
おける曲率半径Ｒ３を破線で示す従来タイヤの曲率半径
ｒｓよりも大となると同時に、ビード部３を外向きにせ
り出させ、下膨らみ状を呈することが判明した。又この
せり出しによって、前記初期高さｈＯを減じるのは明ら
かであり、その結果、ビード変形量ｈｏ−ｈｌを減少さ
せ、ビード発熱を抑制しうるのである。Thickness ratio TB/T between the total tread thickness TB at the 90% grounding point B and the total tread thickness TA at the tire equator A
By setting A to 1 or less, the thickness of part of the shoulder can be
This is a reduction compared to conventional tires. by this,
The bending stiffness of the shoulder part is relatively reduced, and as the internal pressure is filled, the radius of curvature R3 at the shoulder part 21 becomes larger than the radius of curvature rs of the conventional tire, shown by the broken line, as shown by the solid line in FIG. It has been found that at the same time, the bead portion 3 protrudes outward and takes on a downwardly bulging shape. Furthermore, it is clear that the initial height hO is reduced by this protrusion, and as a result, the amount of bead deformation ho-hl can be reduced and bead heat generation can be suppressed.
又本実施例のタイヤ１においては、前記サイドバッキン
グゴムの１００％伸長時のモジュラスＭＰを５３〜９５
ｋｇ／ｃｍ” 、前記ビードエーペツクスゴムの１０
０％伸長時のモジュラスＭＡを７８〜１２０ｋｇ／ｃｍ
”かつ前記サイドウオールゴムの１００％伸長時のモジ
ュラスＭＳを１４〜５０ｋｇ／ｃｒｓ”、Ｌかも各モジ
ュラスＭＰＳＭＡ、ＭＳをＭＳ＜ＭＰ＜ＭＡとしている
。Further, in the tire 1 of this embodiment, the modulus MP of the side backing rubber at 100% elongation is 53 to 95.
kg/cm”, 10 of the bead apex rubber.
Modulus MA at 0% elongation is 78 to 120 kg/cm
"And the modulus MS of the sidewall rubber at 100% elongation is 14 to 50 kg/crs", and the L and modulus MPSMA and MS are MS<MP<MA.
このようにビードエーペックスゴム９として、１００％
伸長時のモジュラス（以下１００％モジュラスという）
が７８〜１２０ ）ｃｇ／ｃｍ”の高硬度ゴムを用いて
いる。これによってもビード部の剛性を高め、ビード変
形ｊｉｈＯ−ｈｌを波じうる。In this way, as Bead Apex Rubber 9, 100%
Modulus during elongation (hereinafter referred to as 100% modulus)
A high hardness rubber having a hardness of 78 to 120) cg/cm is used. This also increases the rigidity of the bead portion and makes it possible to wave the bead deformation.
さらにサイドウオールゴム１７として１００％モジュラ
スが１４〜５０ｋｇ／ｃｍ”の比較的軟質のものを用い
るとともに、その間に１００％モジュラスが５３〜９５
ｋｇ／ｃ１ｃ″であって、ビードエーペックスゴム９よ
りも小かつサイドウオールゴム１７よりも大のサイドバ
ッキングゴム１５を介在させる。これによっても剛性を
高めると同時に剛性段差を減じ、剪断応力を緩和しビー
ド部耐久性を高めうる。Furthermore, a relatively soft material with a 100% modulus of 14 to 50 kg/cm" is used as the sidewall rubber 17, and a material with a 100% modulus of 53 to 95 kg/cm" is used.
kg/c1c'', which is smaller than the bead apex rubber 9 and larger than the sidewall rubber 17, is interposed.This also increases the rigidity and at the same time reduces the rigidity step and alleviates the shear stress. It can improve the durability of the bead part.
さらに、前記サイドバッキングゴム１５は、その上端１
５ｂのビード底面３Ａからの半径方向の高さＨＰが、前
記ビードエーペックスゴム９の上端９ａのビード底面３
Ａからの高さｆ（Ａよりも大かつタイヤ断面高さＨの区
よりも小とするとともに、前記ビードエーペックスゴム
９の上端９ａの前記高さ）ＩＡはリムフランジ高さＨＲ
よりも大としている。Further, the side backing rubber 15 has an upper end 1
5b from the bead bottom surface 3A is the bead bottom surface 3 of the upper end 9a of the bead apex rubber 9.
The height f from A (larger than A and smaller than the tire cross-sectional height H, and the height of the upper end 9a of the bead apex rubber 9) IA is the rim flange height HR
It is larger than that.
これは、ビード部の曲げ剛さを大とするには、ビードエ
ーペックスゴム９の上端９ａの高さＨＡはリムフランジ
Ｒａの高さＨＲよりも大であることが必要であり、又こ
の高さＨＲよりもサイドバッキングゴム１５の上端１５
ｂの高さＨＰを大とすることによって、ビード折曲がり
部の剛性を効果的に高めうる。又この高さＨＰを、タイ
ヤ断面高さＨのＡよりも大となることは不要である。This is because, in order to increase the bending stiffness of the bead portion, the height HA of the upper end 9a of the bead apex rubber 9 needs to be greater than the height HR of the rim flange Ra, and this height Upper end 15 of side backing rubber 15 than HR
By increasing the height HP of b, the rigidity of the bead bending portion can be effectively increased. Further, it is not necessary for this height HP to be larger than A of the tire cross-sectional height H.
第１図に示すタイヤ構造を有しかつタイヤサイズが４６
Ｘ１７Ｒ２０である航空機用タイヤについて、第３図に
示す厚さ比ＴＢ／ＴＡのタイヤを試作し、初期高さｈｏ
を測定した。なお初期高さｈＯは、タイヤ断面高さＨの
０．２倍の高さを１００とする指数表示で示しており、
厚さ比ＴＢ／ＴＡが１以下であるとき初期高さｈｏが減
じるのがわかる。なお第３図から前記比が０．９よりも
小とするのは初期高さｈｏを再び増加させることが推察
される。It has the tire structure shown in Figure 1 and the tire size is 46.
Regarding the aircraft tire X17R20, a tire with the thickness ratio TB/TA shown in FIG.
was measured. Note that the initial height hO is expressed as an index with 100 being the height that is 0.2 times the tire cross-sectional height H.
It can be seen that the initial height ho decreases when the thickness ratio TB/TA is less than 1. From FIG. 3, it can be inferred that setting the ratio smaller than 0.9 increases the initial height ho again.
以上のごとく本発明の高速重荷重用タイヤは、タイヤ内
部構造を変更することなくかつ走行性能等を低下させる
ことなくビード変形量及びビード発生を効果的に抑制で
きビード損傷を大巾に低減しうる。As described above, the high-speed, heavy-load tire of the present invention can effectively suppress bead deformation and bead generation without changing the internal structure of the tire and without deteriorating running performance, etc., and can significantly reduce bead damage. .
第１図は本発明の一実施例を示す断面図、第２図はタイ
ヤの内圧充填による変形を例示する線図、第３図は測定
結果を示す線図、第４図はビード部の曲げ変形状態を示
す略腺図、第５図はビード外面高さｈｏ、ｈｌとビード
部温度との関係を示す線図である。
２−ビードコア、 ３・−ビード部、３Ｂ−ビード底
面、 ４・−・サイドウオール部、５・−・トレッド
部、 ７・〜・カーカス、１０・−・・ベルト層
、 Ｒ−リム。Fig. 1 is a sectional view showing an embodiment of the present invention, Fig. 2 is a diagram illustrating deformation due to internal pressure filling of the tire, Fig. 3 is a diagram showing measurement results, and Fig. 4 is a bending of the bead portion. FIG. 5, which is a schematic diagram showing the deformed state, is a diagram showing the relationship between bead outer surface heights ho and hl and bead temperature. 2-bead core, 3--bead part, 3B-bead bottom, 4--sidewall part, 5--tread part, 7--carcass, 10--belt layer, R-rim.
Claims (1)
ビードコアの廻りで折返されるラジアル構造のカーカス
と、該カーカスのタイヤ半径方向外側かつトレッド部内
方に配されるベルト層とを具えるとともに、タイヤ赤道
Ａ上のトレッド部全厚さＴＡと、タイヤを正規リムに取
付けかつ正規内圧を充填するとともに正規荷重を付加し
た正規状態におけるタイヤ軸方向の接地端までのタイヤ
赤道Ａからの長さＬの９０％を前記タイヤ赤道Ａから隔
てる９０％接地点Ｂにおけるトレッド部全厚さＴＢとの
厚さ比ＴＢ／ＴＡを１以下とした高速重荷重用タイヤ。1. A tire comprising: a carcass having a radial structure that extends from the tread portion through the sidewall portion and is folded back around the bead core of the bead portion; and a belt layer disposed outside the carcass in the tire radial direction and inside the tread portion; The total thickness TA of the tread on the equator A, and the length L from the tire equator A to the ground contact edge in the axial direction of the tire in the normal state when the tire is mounted on a normal rim, filled with the normal internal pressure, and a normal load is applied. A high-speed heavy load tire having a thickness ratio TB/TA of 1 or less with respect to the total thickness TB of a tread portion at a 90% grounding point B that separates 90% from the tire equator A.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1342115A JPH03200402A (en) | 1989-12-27 | 1989-12-27 | High speed heavy load tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1342115A JPH03200402A (en) | 1989-12-27 | 1989-12-27 | High speed heavy load tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH03200402A true JPH03200402A (en) | 1991-09-02 |
Family
ID=18351265
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1342115A Pending JPH03200402A (en) | 1989-12-27 | 1989-12-27 | High speed heavy load tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH03200402A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2019097927A1 (en) * | 2017-11-20 | 2019-05-23 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2019142456A (en) * | 2018-02-23 | 2019-08-29 | 横浜ゴム株式会社 | Run-flat tire |
| WO2022264449A1 (en) * | 2021-06-15 | 2022-12-22 | 株式会社ブリヂストン | Radial tire for aircraft |
-
1989
- 1989-12-27 JP JP1342115A patent/JPH03200402A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2019097927A1 (en) * | 2017-11-20 | 2019-05-23 | 横浜ゴム株式会社 | Pneumatic tire |
| JP6540915B1 (en) * | 2017-11-20 | 2019-07-10 | 横浜ゴム株式会社 | Pneumatic tire |
| US11951772B2 (en) | 2017-11-20 | 2024-04-09 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| JP2019142456A (en) * | 2018-02-23 | 2019-08-29 | 横浜ゴム株式会社 | Run-flat tire |
| WO2022264449A1 (en) * | 2021-06-15 | 2022-12-22 | 株式会社ブリヂストン | Radial tire for aircraft |
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