JPH0328323B2 - - Google Patents
Info
- Publication number
- JPH0328323B2 JPH0328323B2 JP57188853A JP18885382A JPH0328323B2 JP H0328323 B2 JPH0328323 B2 JP H0328323B2 JP 57188853 A JP57188853 A JP 57188853A JP 18885382 A JP18885382 A JP 18885382A JP H0328323 B2 JPH0328323 B2 JP H0328323B2
- Authority
- JP
- Japan
- Prior art keywords
- ply
- tire
- circumferential direction
- plies
- angle
- 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
- 239000010410 layer Substances 0.000 claims abstract description 31
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 21
- 239000010959 steel Substances 0.000 claims abstract description 21
- 239000011241 protective layer Substances 0.000 claims abstract description 20
- 239000000835 fiber Substances 0.000 claims description 7
- 239000004760 aramid Substances 0.000 claims description 5
- 229920003235 aromatic polyamide Polymers 0.000 claims description 5
- 238000000926 separation method Methods 0.000 abstract description 4
- 238000000034 method Methods 0.000 abstract description 2
- 238000010030 laminating Methods 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 4
- 239000011324 bead Substances 0.000 description 3
- 238000005452 bending Methods 0.000 description 3
- 125000003118 aryl group Chemical group 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000032798 delamination Effects 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000000465 moulding Methods 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
- B60C9/2009—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords comprising plies of different materials
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C2009/2041—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with an interrupted belt ply, e.g. using two or more portions of the same ply
-
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
- B60C2009/2219—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre with a partial zero degree ply at the belt edges - edge band
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
本発明は重車両用ラジアルタイヤ、特にベルト
層がトライアングル構造の重車両用ラジアルタイ
ヤの改良に関する。
一般に重車両用ラジアルタイヤの構造は第１図
に示す如く、両端部をビードコア１のまわりに折
り返した１枚以上のトロイド状カーカスプライ２
をそのコードをラジアル方向もしくはセミラジア
ル方向に配置し、ビード部をビードフイラー３で
補強するとともに、クラウン部Ｂにはトレツド４
を配置し、該トレツド４の下側にはスチールコー
ドよりなる４枚のプライ５，６，７，８を円周方
向に４層重ね合せてベルト層９を形成したものが
汎用されている。そして前記ベルト層９の構成は
第１表に示すように２種類のものが採用されてい
る。ここでタイプＡの構造は第２図に示す如く第
１プライ５の角度を大きくしてベルト層の面内曲
げ剛性を大きくし、更に第２プライ６と第３プラ
イ７を周方向に互に交差させベルト層の周方向剛
性を増大させたもので所謂トライアングル構造と
いわれるものである。かかる構造では第２プライ
６と第３プライ７は大きな角度で交差することに
起因し、タイヤに内圧あるいは荷重を負荷する前
後で剪断歪
The present invention relates to a radial tire for heavy vehicles, particularly to an improvement in a radial tire for heavy vehicles in which the belt layer has a triangular structure. Generally, the structure of a radial tire for heavy vehicles is as shown in Fig. 1, which consists of one or more toroidal carcass plies 2 with both ends folded back around a bead core 1.
The cord is arranged in the radial direction or semi-radial direction, the bead part is reinforced with a bead filler 3, and the crown part B is equipped with a tread 4.
A belt layer 9 is commonly used in which four plies 5, 6, 7, and 8 made of steel cord are stacked circumferentially on the underside of the tread 4 to form a belt layer 9. Two types of configurations of the belt layer 9 are adopted as shown in Table 1. Here, the structure of type A is such that the angle of the first ply 5 is increased to increase the in-plane bending rigidity of the belt layer, as shown in FIG. This is a so-called triangular structure in which the circumferential rigidity of the belt layers is increased by crossing them. In this structure, the second ply 6 and the third ply 7 intersect at a large angle, causing shear strain before and after applying internal pressure or load to the tire.
【表】
が生ずる。つまり第３図に示す如く荷重負荷に伴
ない第２プライ６と第３プライ７はコード角度に
対応して相互に反対方向へ移動し、剪断角度θの
剪断歪が生ずる。その結果、第２プライ６と第３
プライ７の境界面、特に第３プライ７の端部７ａ
において、第３プライ７が重なることにより剛性
の段差と相まつてプライ間剥離が生ずる。そこで
発明者は従来のトライアングル構造の特徴点であ
る面内曲げ剛性を維持しながら第２プライと第３
プライとの間の剪断歪を軽減すべく研究を重ねた
ところ、第２プライの両端と第３プライの両端の
間に周方向にほぼ平行の高弾性コードを含む保護
層を介在させることにより両プライ間の剪断歪が
軽減、緩和できることが判明し、本発明に到達し
たものである。そこで本発明は所謂トライアング
ル構造のベルト層を有する重車両用ラジアルタイ
ヤのベルト層の剛性を維持しながらプライ間剥離
の効果的な防止を目的とする。
本発明はラジアルプライカーカスのクラウン部
にトレツド部及び該トレツド部及び該トレツド部
とカーカスの間に配置されるベルト層を有するラ
ジアルタイヤにおいて、ベルト層はスチールコー
ドをタイヤ周方向に50°〜70°の角度で、前記カー
カスに隣接して配置される第１プライと、スチー
ルコードをタイヤ周方向に10°〜30°の角度で、前
記第１プライの上側に隣接して配置される第２プ
ライと、スチールコードをタイヤ周方向に−10°
〜−30°の角度で、前記第２プライの上側に隣接
して配置される第３プライと、スチールコードを
タイヤ周方向に−10°〜−30°の角度で、前記第３
プライの上側に隣接して配置される第４プライで
構成されるとともに、前記第２プライの両端と前
記第３プライの両端の間に周方向に実質的に平行
の高弾性コードを含む保護層を介在させているこ
とを基本とする重車両用ラジアルタイヤである。
以下本発明の一実施例を図面にしたがつて詳細に
説明する。第４図に本発明のベルト層の概略平面
図を示す。図においてベルト層１０は第１プライ
から第４プライの４プライで構成され、第１プラ
イ１１、第２プライ１２、第３プライ１３及び第
４プライ１４はいずれもスチールコードで構成さ
れる。そして第２プライ１２の両端と第３プライ
１３の両端の間には保護層１５が介在されてい
る。ここで保護層１５は周方向に実質的に平行な
スチールコードを、芳香族パリアミド繊維コード
をゴム中に埋設することにより前記プライを形成
し、その幅W0は、タイヤサイズ10.00R20を中心
とするトラツク、バス等の重車両用タイヤにおい
ては、その幅W0は、５〜100mm、好ましくは10〜
50mmの範囲の帯状をなす。又さらに保護層１５の
外側端１５ａは、図示するように、第２プライの
外側端１２ａから距離Ｌを隔て、しかもこの外側
端１２ａよりも内方かつ前記第３プライの外側端
１３ａを越えて位置する。又保護層１５の内側端
は、第３プライ１３の外側端を内方にこえて位置
する。
このように保護層１５のコードがタイヤ周方向
に実質的に平行であり、従つて、このコードが第
２プライ１２、第３プライ１３のタイヤ赤道に対
して逆に傾くコード間に介在することにより、前
記交差コードに起因する剪断歪を略半減しうるこ
ととなる。なお後記するように、第２プライ１２
は最も広巾であつてトレツド縁近傍までのびるこ
とにより、最も大きな歪をうけやすく、従つてそ
の上面の第３プライ１３間の境界面において、生
じがちなセパレーシヨンを防ぎうるのである。ま
た保護層の幅W0の前述の如く規定したのは５mm
より少ないと前記プライ端における歪緩和が効果
的でなく、一方100mm範囲を越えると歪緩和の効
果は低下することはないが材料費、製造コストが
高くなり好ましくない。更に保護層１５は第２プ
ライの上側を周方向に通常１回巻き付けられ、そ
の両端の重合は０〜100mmの範囲であるが、両端
部の接合強度が低い場合は２回巻き付けても良
い。
ここで保護層を構成する高弾性コードとはスチ
ールコード又は芳香族ポリアミド繊維コードであ
る。高弾性コードとしてスチールコードを用いる
場合ベルト層のスチールコードと同じか、それと
もよい細い径のものが使用されるが、保護層それ
自体の両端が新たな剛性の断層を形成しないため
に細い径のスチールコードを使用することが望ま
しい。例えば撚り構造が１×４あるいは１×５の
もので該コードを構成するスチールフイラメント
の径は通常0.15〜0.40mm好ましくは0.2〜0.25mmの
ものである。またスチールコードのゴムへの埋込
み本数は20〜60本／５cm好ましくは30〜40本／５
cmである。
次に芳香族ポリアミド繊維コードは強度13ｇ／
ｄ以上、初期モジユラス170Kg／cm2以上のものが
使用される。また芳香族ポリアミド繊維コードの
次式で示される撚係数（NT）が上撚・下撚がい
ずれも通常0.20〜0.55の範囲であり、特に好まし
くは0.30〜0.42の範囲で下撚を上撚の120〜180％
の範囲に設定される。
NT＝Ｎ×√0.139××10-3
（ここでＮはコード10cmあたりの撚数、Ｄはコー
ドのトータルデニールの1/2、ρは繊維の比重を
示す。）
撚係数が0.55を越えると強度、モジユラスの低
下とともに、プライがカール状になり成形作業性
を損なう。一方0.20未満では集束性・耐疲労性を
損なうので好ましくない。更に保護層の設設ゴム
は、隣接するベルト層の埋設ゴムと同程度又は若
干小さいモジユラユを有するゴムであり、例えば
300％モジユラスが120〜230Kg／cm2の範囲のもの
である。特に芳香族ポリアミド繊維コードを用い
る場合は180〜230Kg／cm2の範囲でベルト層のスチ
ールコードプライと同程度のモジユラスのものを
使用することにより、剪断歪の緩和効果を高める
ことができる。モジユラスが120Kg／cm2以下では、
保護層の配置による効果、即ちプライ間剥離の防
止は十分効果的でない。
次に第１プライ１１のコード角度はタイヤ周方
向に対して50°〜70°の角度で配置する。これに近
いコード角度を有するカーカスプライ相互間のコ
ード角度を小さくし両者間のプライ歪を軽減する
とともに他のプライとトライアングル構造を形成
することによりベルト層の面内曲げ剛性を増大さ
せるためである。
また第２プライ１２の幅Ｗ２は第４図に示すよ
うに、他のプライの幅Ｗ１，Ｗ３，Ｗ４よりも広
巾であつてかつ130％以下の範囲、しかもトレツ
ド幅の120％以内に設定される。ここでトレツド
幅よりも120％を越えると第２プライの端部に新
たな応力集中の起点を生起する。
次に第３プライ１３は通常第１プライ１１の幅
Ｗ１よりも広く又は実質的に同じ広さで形成され
コード角度は前記第２プライ１２のコードと反対
方向に傾斜して交差するが、その角度はタイヤ周
方向に−10°〜−30°である。ここで負の角度は第
２プライのコードと反対方向に傾斜していること
を意味する。
また第４プライ１４は前記第３プライ１３の上
側に配置され第１プライの幅の50〜90％の範囲の
ものが通常使用される。又第４プライ１４のコー
ドは、タイヤ周方向に−10°〜−30°である。なお
第２プライ、第３プライ、第４プライのコードの
角度の絶対値は同一であつても、異なつてもよ
い。
第６図に本発明の他の実施例を示す。ここで第
１プライはセンター部で分割された二つのプライ
１６，１７は構成される。かかる構成によりクラ
ウンセンター部の周方向剛性を弱くして外周のグ
ロスを増大せしめる一方、シヨルダー部の外径変
化を抑制する。又第２プライと第３プライの間に
前記実施例と同構成に保護層１５，１５を設け、
その間の剪断歪を少なくする効果がある。ここで
第１プライのプライ間隔Ｗ６は全プライ幅Ｗ２の
５％〜40％好ましくは７％〜20％の範囲である。
上述の如く本発明はスチールラジアルタイヤの
ベルト層、特にトライアングル構造の第２プライ
と第３プライの両端部に前記両者の中間のコード
角度を有する高弾性コードの保護層を配置したた
めコード角度に起因する剪断歪は効果的に抑制で
き、しかもトライアングル構造の本来の特徴であ
るベルト層剛性は維持できる。
実施例
タイヤサイズ10.00R20 14PR スチールラジア
ルカーカスコードのタイヤについて第１表に示す
各種の仕様でタイヤを試作し性能評価した。その
結果を同表に示す。尚、試作タイヤの基本構造は[Table] is generated. That is, as shown in FIG. 3, as the load is applied, the second ply 6 and the third ply 7 move in mutually opposite directions in accordance with the cord angle, resulting in shear strain at a shear angle θ. As a result, the second ply 6 and the third ply
The interface of the ply 7, in particular the end 7a of the third ply 7
In this case, the overlap of the third ply 7 causes a difference in rigidity and peeling between the plies. Therefore, the inventor developed a method for connecting the second and third plies while maintaining the in-plane bending rigidity, which is a feature of the conventional triangular structure.
After repeated research in order to reduce the shear strain between the second ply and the third ply, it was found that by interposing a protective layer containing highly elastic cords approximately parallel to the circumferential direction between both ends of the second ply and both ends of the third ply, It has been found that shear strain between plies can be reduced and alleviated, leading to the present invention. Therefore, an object of the present invention is to effectively prevent separation between plies while maintaining the rigidity of a belt layer of a radial tire for heavy vehicles having a belt layer having a so-called triangular structure. The present invention provides a radial tire having a tread part in the crown part of a radial ply carcass and a belt layer disposed between the tread part and the carcass, the belt layer having a steel cord arranged at an angle of 50° to 70° in the circumferential direction of the tire. A first ply disposed adjacent to the carcass at an angle of 10° to 30° in the circumferential direction of the tire, and a second ply disposed adjacent to the upper side of the first ply at an angle of 10° to 30° in the circumferential direction of the tire. Ply and steel cord at -10° in the tire circumferential direction
A third ply disposed adjacent to the upper side of the second ply at an angle of ~-30°, and a steel cord placed adjacent to the upper side of the second ply at an angle of -10° to -30° in the tire circumferential direction.
A protective layer comprising a fourth ply disposed adjacent to the upper side of the ply, and including high elastic cords substantially parallel to the circumferential direction between both ends of the second ply and both ends of the third ply. This is a radial tire for heavy vehicles that is basically equipped with a
Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings. FIG. 4 shows a schematic plan view of the belt layer of the present invention. In the figure, the belt layer 10 is composed of four plies from the first ply to the fourth ply, and the first ply 11, the second ply 12, the third ply 13, and the fourth ply 14 are all composed of steel cord. A protective layer 15 is interposed between both ends of the second ply 12 and both ends of the third ply 13. Here, the protective layer 15 is formed by embedding steel cords substantially parallel to the circumferential direction and aromatic paramide fiber cords in rubber to form the ply, and its width W 0 is centered around the tire size 10.00R20. In tires for heavy vehicles such as trucks and buses, the width W 0 is 5 to 100 mm, preferably 10 to 100 mm.
Forms a band of 50mm. Furthermore, the outer end 15a of the protective layer 15 is spaced a distance L from the outer end 12a of the second ply and further inwardly than the outer end 12a and beyond the outer end 13a of the third ply, as shown. To position. Further, the inner end of the protective layer 15 is located inwardly beyond the outer end of the third ply 13. In this way, the cords of the protective layer 15 are substantially parallel to the tire circumferential direction, and therefore, the cords are interposed between the cords of the second ply 12 and the third ply 13 that are tilted in the opposite direction with respect to the tire equator. As a result, the shear strain caused by the crossed cords can be reduced by approximately half. In addition, as described later, the second ply 12
Since it is the widest and extends to the vicinity of the tread edge, it is susceptible to the largest strain, and therefore separation that tends to occur at the interface between the third plies 13 on its upper surface can be prevented. In addition, the width W 0 of the protective layer was defined as 5 mm as described above.
If the amount is less than 100 mm, the strain relief at the end of the ply will not be effective, while if it exceeds the range of 100 mm, the strain relief effect will not decrease, but the material cost and manufacturing cost will increase, which is not preferable. Further, the protective layer 15 is usually wrapped once in the circumferential direction on the upper side of the second ply, and the overlap at both ends is in the range of 0 to 100 mm, but if the bonding strength at both ends is low, it may be wrapped twice. The high elastic cord constituting the protective layer is a steel cord or an aromatic polyamide fiber cord. When using a steel cord as a high elasticity cord, a thinner diameter that is the same as or better than the steel cord of the belt layer is used, but in order to prevent the formation of new rigid faults at both ends of the protective layer itself, a thinner diameter cord is used. It is preferable to use steel cord. For example, the twisted structure is 1 x 4 or 1 x 5, and the diameter of the steel filaments constituting the cord is usually 0.15 to 0.40 mm, preferably 0.2 to 0.25 mm. Also, the number of steel cords embedded in the rubber is 20 to 60 pieces/5cm, preferably 30 to 40 pieces/5cm.
cm. Next, the aromatic polyamide fiber cord has a strength of 13g/
d or more, with an initial modulus of 170Kg/cm 2 or more. In addition, the twist coefficient (NT) of the aromatic polyamide fiber cord expressed by the following formula is usually in the range of 0.20 to 0.55 for both top twist and first twist, and particularly preferably in the range of 0.30 to 0.42. 120-180%
The range is set to . NT=N×√0.139××10 -3 (Here, N is the number of twists per 10 cm of cord, D is 1/2 of the total denier of the cord, and ρ is the specific gravity of the fiber.) If the twist coefficient exceeds 0.55, As the strength and modulus decrease, the ply becomes curled, impairing molding workability. On the other hand, if it is less than 0.20, it is not preferable because it impairs cohesiveness and fatigue resistance. Furthermore, the rubber provided in the protective layer is a rubber having a modulus equal to or slightly smaller than that of the embedded rubber in the adjacent belt layer, for example.
The 300% modulus is in the range of 120 to 230 Kg/cm 2 . In particular, when using an aromatic polyamide fiber cord, the effect of alleviating shear strain can be enhanced by using one with a modulus in the range of 180 to 230 kg/cm 2 that is comparable to that of the steel cord ply of the belt layer. If the modulus is less than 120Kg/ cm2 ,
The effect of the arrangement of the protective layer, ie, the prevention of inter-ply delamination, is not sufficiently effective. Next, the cord angle of the first ply 11 is arranged at an angle of 50° to 70° with respect to the tire circumferential direction. This is to reduce the cord angle between carcass plies that have cord angles close to this, reduce ply distortion between them, and increase the in-plane bending rigidity of the belt layer by forming a triangular structure with other plies. . Further, as shown in FIG. 4, the width W2 of the second ply 12 is set to be wider than the widths W1, W3, and W4 of the other plies and within a range of 130% or less, and within 120% of the tread width. Ru. Here, if it exceeds 120% of the tread width, a new starting point of stress concentration will occur at the end of the second ply. Next, the third ply 13 is generally formed to have a width wider than or substantially the same as the width W1 of the first ply 11, and the cord angle is inclined in the opposite direction to intersect the cord of the second ply 12. The angle is -10° to -30° in the tire circumferential direction. Here, a negative angle means that the cord is inclined in the opposite direction to the cord of the second ply. Further, the fourth ply 14 is arranged above the third ply 13 and has a width of 50 to 90% of the width of the first ply. Moreover, the cord of the fourth ply 14 is -10° to -30° in the tire circumferential direction. Note that the absolute values of the angles of the cords of the second ply, the third ply, and the fourth ply may be the same or different. FIG. 6 shows another embodiment of the invention. Here, the first ply is composed of two plies 16 and 17 divided at the center. With this configuration, the circumferential rigidity of the crown center portion is weakened and the gloss of the outer periphery is increased, while changes in the outer diameter of the shoulder portion are suppressed. Further, protective layers 15, 15 are provided between the second ply and the third ply with the same structure as in the above embodiment,
This has the effect of reducing shear strain during that time. Here, the ply interval W6 of the first ply is in the range of 5% to 40%, preferably 7% to 20% of the total ply width W2. As described above, the present invention has a belt layer of a steel radial tire, in particular, a protective layer of high elastic cord having a cord angle between the above two is arranged at both ends of the second ply and third ply of a triangular structure. The resulting shear strain can be effectively suppressed, and the belt layer rigidity, which is an original feature of the triangular structure, can be maintained. Examples Tires with a tire size of 10.00R20 14PR and a steel radial carcass cord were manufactured as trial tires with various specifications shown in Table 1, and their performance was evaluated. The results are shown in the same table. The basic structure of the prototype tire is
【表】
ベルト層を除き第１図に示す通りである。
ベルト層端部の亀裂損傷性はドラム径1593mm上
でタイヤ内圧8.0Kgｆ／cd、荷重4000Kgｆ、速度
50Km／ｈの条件下で走行させベルト端部に亀裂が
発生するまでの走行距離を測定した。第１表から
本発明のタイヤはいずれも走行距離がながく大幅
なな改善が認められる。[Table] As shown in Figure 1, excluding the belt layer. Crack damage at the end of the belt layer was measured on a drum diameter of 1593 mm, tire internal pressure 8.0 Kgf/cd, load 4000 Kgf, and speed.
The belt was run at a speed of 50 km/h and the running distance until cracks appeared at the end of the belt was measured. From Table 1, it can be seen that all of the tires of the present invention have a long mileage and a significant improvement.
第１図は従来のタイヤ断面図、第２図はそのベ
ルト層の拡大正面図、第３図はベルト層の部分断
面図、第４図は本発明のベルト層の概略平面図、
第５図はその概略断面図、第６図は本発明の他の
実施例のベルト層の概略断面図を示す。
１０……ベルト層、１１……第１プライ、１２
……第２プライ、１３……第３プライ、１４……
第４プライ、１５……保護層。
FIG. 1 is a sectional view of a conventional tire, FIG. 2 is an enlarged front view of its belt layer, FIG. 3 is a partial sectional view of the belt layer, and FIG. 4 is a schematic plan view of the belt layer of the present invention.
FIG. 5 is a schematic sectional view thereof, and FIG. 6 is a schematic sectional view of a belt layer according to another embodiment of the present invention. 10... Belt layer, 11... First ply, 12
...Second ply, 13...Third ply, 14...
4th ply, 15...protective layer.
Claims (1)
ツド部及び該トレツド部とカーカスの間に設置さ
れるベルト層を有するラジアルタイヤにおいて、
ベルト層はスチールコードをタイヤ周方向に50〜
70度の角度で、前記カーカスに隣接して配置され
る第１プライと、スチールコードをタイヤ周方向
に10〜30°の角度で、前記第１プライの上側に隣
接して配置される第２プライと、スチールコード
をタイヤ周方向に−10〜−30°の角度で、前記第
２プライの上側に隣接して配置される第３プライ
と、スチールコードをタイヤ周方向に−10〜−
30°の角度で前記第３プライの上側に隣接して配
置される第４プライで構成されるとともに、前記
第２プライを他のプライよりも広巾とし、かつ前
記第２プライと前記第３プライとの間かつ両側部
に周方向に実質的に平行のスチールコード又は芳
香族ポリアミド繊維コードからなる保護層を介在
させるとともに、この保護層は、外側端を第３プ
ライの外側端をこえかつ第２プライの外側端の内
方に位置させ、しかも内側縁を第３プライの外側
端よりも内方に位置させた帯状をなす重車両用ラ
ジアルタイヤ。1. A radial tire having a tread part in the crown part of the radial ply carcass and a belt layer installed between the tread part and the carcass,
The belt layer is made of steel cord with a thickness of 50~ in the circumferential direction of the tire.
A first ply disposed adjacent to the carcass at an angle of 70 degrees, and a second ply disposed adjacent to the upper side of the first ply at an angle of 10 to 30 degrees in the circumferential direction of the tire. The ply and the steel cord are arranged at an angle of -10 to -30 degrees in the tire circumferential direction, and the third ply is arranged adjacent to the upper side of the second ply, and the steel cord is arranged in the tire circumferential direction at an angle of -10 to -30 degrees.
a fourth ply disposed adjacent to the upper side of the third ply at an angle of 30°, the second ply is wider than the other plies, and the second ply and the third ply A protective layer consisting of steel cords or aromatic polyamide fiber cords substantially parallel to the circumferential direction is interposed between the third ply and both sides, and the outer end of the protective layer extends beyond the outer end of the third ply and A radial tire for a heavy vehicle that is in the form of a band and is positioned inward of the outer edge of the second ply, and its inner edge is positioned further inward than the outer edge of the third ply.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57188853A JPS5977906A (en) | 1982-10-27 | 1982-10-27 | Radial tire for heavy vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57188853A JPS5977906A (en) | 1982-10-27 | 1982-10-27 | Radial tire for heavy vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5977906A JPS5977906A (en) | 1984-05-04 |
| JPH0328323B2 true JPH0328323B2 (en) | 1991-04-18 |
Family
ID=16230985
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57188853A Granted JPS5977906A (en) | 1982-10-27 | 1982-10-27 | Radial tire for heavy vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5977906A (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6144006A (en) * | 1984-08-07 | 1986-03-03 | Bridgestone Corp | Belt construction of radial tire |
| JP2767502B2 (en) * | 1991-04-12 | 1998-06-18 | 横浜ゴム株式会社 | Pneumatic radial tires for passenger cars |
| FR2791001B1 (en) * | 1999-03-17 | 2001-05-04 | Michelin Soc Tech | TIRE FOR HEAVY EQUIPMENT |
| FR2887813A1 (en) | 2005-06-30 | 2007-01-05 | Michelin Soc Tech | PNEUMATIC FOR HEAVY VEHICLES |
| FR2887818A1 (en) | 2005-06-30 | 2007-01-05 | Michelin Soc Tech | PNEUMATIC FOR HEAVY VEHICLES |
| FR2887817A1 (en) | 2005-06-30 | 2007-01-05 | Michelin Soc Tech | PNEUMATIC FOR HEAVY VEHICLES |
| FR2887815A1 (en) * | 2005-06-30 | 2007-01-05 | Michelin Soc Tech | PNEUMATIC FOR HEAVY VEHICLES |
| FR2887810A1 (en) | 2005-06-30 | 2007-01-05 | Michelin Soc Tech | PNEUMATIC FOR HEAVY VEHICLES |
| JP4707105B2 (en) * | 2005-11-15 | 2011-06-22 | 株式会社ブリヂストン | Pneumatic tire |
| US8578990B2 (en) * | 2011-03-02 | 2013-11-12 | The Goodyear Tire & Rubber Company | Low aspect ratio super single truck tire |
| DE102012112451A1 (en) * | 2012-12-17 | 2014-06-18 | Continental Reifen Deutschland Gmbh | Vehicle tires |
| DE102012112452A1 (en) * | 2012-12-17 | 2014-06-18 | Continental Reifen Deutschland Gmbh | Vehicle tires |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4937121A (en) * | 1972-08-14 | 1974-04-06 | ||
| JPS49132705A (en) * | 1973-04-24 | 1974-12-19 |
-
1982
- 1982-10-27 JP JP57188853A patent/JPS5977906A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4937121A (en) * | 1972-08-14 | 1974-04-06 | ||
| JPS49132705A (en) * | 1973-04-24 | 1974-12-19 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5977906A (en) | 1984-05-04 |
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