JPH0524561Y2 - - Google Patents
Info
- Publication number
- JPH0524561Y2 JPH0524561Y2 JP4478184U JP4478184U JPH0524561Y2 JP H0524561 Y2 JPH0524561 Y2 JP H0524561Y2 JP 4478184 U JP4478184 U JP 4478184U JP 4478184 U JP4478184 U JP 4478184U JP H0524561 Y2 JPH0524561 Y2 JP H0524561Y2
- Authority
- JP
- Japan
- Prior art keywords
- lugs
- tire
- lug
- shoulder portion
- height
- 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
- 230000003247 decreasing effect Effects 0.000 claims description 3
- 238000004073 vulcanization Methods 0.000 description 13
- 230000007423 decrease Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000003014 reinforcing effect Effects 0.000 description 2
- 239000011248 coating agent Substances 0.000 description 1
- 238000000576 coating method Methods 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 239000002689 soil Substances 0.000 description 1
Landscapes
- Tires In General (AREA)
- Tyre Moulding (AREA)
Description
【考案の詳細な説明】
産業上の利用分野
この考案は、ラグ付きタイヤ、特に農業機械に
装着されるラグ付きタイヤに関するものである。[Detailed Description of the Invention] Industrial Application Field This invention relates to a lug tire, particularly a lug tire mounted on agricultural machinery.
従来の技術
従来、農業機械に装着されるラグ付きタイヤ
は、軟弱土における使用の際の牽引力を大きくす
るため、クラウン部の円周表面上に円周方向に等
距離離れて複数個配列された半径方向高さの高い
ラグを有している。そして、このような農業機械
用ラグ付きタイヤにおいては、ラグの高さおよび
円周方向に隣接する2つのラグの間の間隔(距
離)は同様のラグタイプの、例えばトラツク・バ
ス用タイヤのトレツドにおけるラグ高さおよびラ
グ間隔に比較すると、著しく高く、かつ広いのが
通例である。また、このような農業機械用ラグ付
きタイヤを製造する場合には、深いラグ凹部を内
面に有する金型内に未加硫タイヤを挿入し、この
未加硫タイヤの半径方向内面をブラダーを介して
蒸気圧により加圧しながら金型の外面および未加
硫タイヤの半径方向内面を加熱して加硫すること
が通例である。ここで、このような加硫中、未加
硫タイヤは加熱、加圧されるため、ゴムはその粘
度が低下して金型の内面に形成された凹凸に沿つ
てゴムが流れラグが形成される。Conventional technology Conventionally, in order to increase the traction force when used on soft soil, lug tires installed on agricultural machinery are arranged in multiple pieces on the circumferential surface of the crown part at equal distances apart in the circumferential direction. It has lugs with high radial height. In such tires with lugs for agricultural machinery, the height of the lugs and the spacing (distance) between two circumferentially adjacent lugs are the same as the tread of tires of similar lug type, such as tires for trucks and buses. The lug height and lug spacing are typically significantly higher and wider than the lug heights and lug spacings in In addition, when manufacturing such tires with lugs for agricultural machinery, an unvulcanized tire is inserted into a mold having deep lug recesses on the inner surface, and the radially inner surface of the unvulcanized tire is passed through a bladder. It is customary to vulcanize the tire by heating the outer surface of the mold and the inner surface in the radial direction of the unvulcanized tire while applying steam pressure. During vulcanization, the unvulcanized tire is heated and pressurized, so the viscosity of the rubber decreases and the rubber flows along the unevenness formed on the inner surface of the mold, forming a lag. Ru.
考案が解決しようとする課題
そして、このようなラグへのゴムの流れは、ラ
グ近傍では容易に行なわれるが、ラグから離れた
部位、即ち隣り合う2つのラグの中間近傍では
種々の制限を受けて不完全となることが多い。こ
のような場合、ラグの基端近傍の溝部におけるゴ
ムのゲージ厚さは規定通りとなるが、隣り合う2
つのラグの中間近傍の溝部においては流れに取り
残されたゴムが残留してゲージ厚さが厚くなつて
しまい、溝部でのゲージ厚さが不均一となるとい
う問題点がある。そして、このようなゲージ厚さ
の不均一は、ラグの溝底からの高さがシヨルダー
部において最大であるため、該シヨルダー部の基
端(付根)に連なる溝部において最も顕著となる
のである。ここで、加硫時においては溝部の底面
は金型に面接触しているため、該溝部の底面はほ
ぼ平担であり、この結果、前記ゲージ厚さの不均
一はタイヤの半径方向内面に凹凸して現われるの
である。そして、前述のようなゲージ厚さの不均
一が生じると、タイヤを補強するカーカス層、ブ
レーカ層に埋設されているコードの間隔が乱れる
という問題点がある。しかも、前述のようなゲー
ジ厚さが不均一であるタイヤに内圧を充填する
と、該内圧の影響によつてタイヤの半径方向内面
がほぼ平担となるため、隣り合う2つのラグの中
間近傍が半径方向外側にせり出して凸部が形成さ
れるのである。ここで、このような凸部の表面に
は高い張力が生じるため、僅かな傷等が与えられ
ても該傷等が内部に向かつて容易に進行し、耐カ
ツト性能が低くなるという問題点もある。Problems that the invention aims to solve: Although the flow of rubber to the lugs is easy near the lugs, there are various restrictions in areas away from the lugs, that is, near the middle of two adjacent lugs. It is often incomplete. In such a case, the gauge thickness of the rubber in the groove near the proximal end of the lug will be as specified, but the thickness of the two adjacent
In the grooves near the middle of the two lugs, rubber left behind in the flow remains and the gauge thickness becomes thick, resulting in a problem that the gauge thickness in the grooves becomes non-uniform. Since the height of the lug from the groove bottom is greatest at the shoulder portion, such non-uniformity in gauge thickness is most noticeable at the groove portion connected to the proximal end (root) of the shoulder portion. Here, since the bottom surface of the groove is in surface contact with the mold during vulcanization, the bottom surface of the groove is almost flat. It appears uneven. When the gauge thickness becomes non-uniform as described above, there is a problem that the intervals between the cords embedded in the carcass layer and the breaker layer reinforcing the tire are disturbed. Moreover, when a tire with uneven gauge thickness as mentioned above is filled with internal pressure, the inner surface of the tire in the radial direction becomes almost flat due to the influence of the internal pressure. A convex portion is formed so as to protrude outward in the radial direction. Here, since high tension is generated on the surface of such convex parts, even if a slight scratch is caused, the scratch easily progresses toward the inside, resulting in a problem in that the cut resistance performance decreases. be.
この考案は、加硫時にタイヤの半径方向内面に
生じる凹凸を防止するとともに、カーカス層、ブ
レーカ層に埋設されているコードの間隔の乱れも
減少させることができ、さらに耐カツト性など外
傷に対する防御性能も向上させることができる農
業機械用ラグ付きタイヤを提供することを目的と
する。 This invention prevents unevenness that occurs on the inner surface of the tire in the radial direction during vulcanization, reduces irregularities in the spacing between the cords embedded in the carcass layer and breaker layer, and also provides protection against external damage such as cut resistance. The purpose is to provide a tire with lugs for agricultural machinery that can also improve performance.
課題を解決するための手段
このような目的は、クラウン部の円周表面上に
タイヤ赤道5から両シヨルダに向かつて延びる多
数のラグ8をタイヤ赤道5の両側にそれぞれ周方
向に広い間隔を保持させながら列をなして突設す
ることにより、円周方向に隣り合う2つのラグ8
間にラグ8に沿つて延びる溝部9をそれぞれ形成
した農業機械用ラグ付きタイヤ1において、円周
方向に隣り合う2つのラグ8の中間の溝部9にこ
れら両ラグ8から間隔を保つて突起10を設け、
各突起10を、該タイヤ1の半径方向断面にてラ
グ8の事実上高さが最も高いシヨルダー部4の半
径方向内側に位置するシヨルダー部10cにおい
て前記溝底からの高さを最大となすとともに、該
シヨルダー部10cからタイヤ赤道5およびサイ
ド部11に向かつて溝底からの高さを漸減させな
がら延在させ、かつ、これら突起10の半径方向
外表面10bをラグ8の半径方向外表面8aより
半径方向内側に位置させるとともに、その軸方向
外表面10aをラグ8の軸方向外表面よりタイヤ
赤道5側に位置させ、さらに、これら突起10の
シヨルダー部10cの溝底からの高さをラグ8の
シヨルダー部4の溝底からの高さより低くなすこ
とにより達成することができる。Means for Solving the Problem This purpose is to maintain a large number of lugs 8 extending from the tire equator 5 toward both shoulders on the circumferential surface of the crown portion at wide intervals in the circumferential direction on both sides of the tire equator 5. By protruding in rows while keeping the distance between the two lugs 8,
In a lug-equipped tire 1 for agricultural machinery in which grooves 9 extending along the lugs 8 are formed in between, a protrusion 10 is provided in the groove 9 between two circumferentially adjacent lugs 8 at a distance from both lugs 8. established,
The height of each protrusion 10 from the groove bottom is maximized at the shoulder portion 10c located on the radially inner side of the shoulder portion 4 where the height of the lug 8 is actually the highest in the radial cross section of the tire 1. , extend from the shoulder portion 10c toward the tire equator 5 and the side portion 11 while gradually decreasing the height from the groove bottom, and the radial outer surface 10b of these projections 10 is connected to the radial outer surface 8a of the lug 8. At the same time, the axial outer surface 10a of the protrusion 10 is positioned closer to the tire equator 5 than the axial outer surface of the lug 8, and the height of the shoulder portion 10c of these protrusions 10 from the groove bottom is set to the lugs 8. This can be achieved by making the height lower than the height from the groove bottom of the shoulder portion 4 of No.8.
作 用
今、未加硫タイヤに対して加硫を行なつている
とする。このとき、ラグ8へのゴムの流れは、ラ
グ8の基端近傍では容易に行なわれるが、ラグ8
の基端から離れた部位、即ち隣り合う2つのラグ
8の中間近傍では種々の制限を受けて不完全とな
ることが多い。このような場合、ラグ8の基端近
傍の溝部9におけるゴムのゲージ厚さは規定通り
となるが、隣り合う2つのラグ8の中間近傍の溝
部9においては流れに取り残されたゴムが残留し
てゲージ厚さが厚くなつてしまうのである。この
ため、この考案では、これらラグ8の中間近傍に
残留するゴムを外表面側に積極的に集め、円周方
向に隣り合う2つのラグ8の中間の溝部9にこれ
ら両ラグ8から間隔を保つて突起10を設けるよ
うにしたのである。この結果、加硫時に2つのラ
グ8の中間近傍が半径方向内側に突出して凸部が
生じるようなことは殆どなくほぼ平担となるので
ある。このため、カーカス層2、ブレーカ層6に
埋設されているコード間隔の乱れも減少させるこ
とができ、また、耐カツト性等の外傷に対する防
御性能も向上させることができる。そして、加硫
時におけるゴムの流れは前述のように溝底からの
高さが事実上最も高いラグ8のシヨルダー部4に
おいて最大となるため、該シヨルダー部4の半径
方向内側の溝部9においてゴムの残留も最大とな
る。このため、ラグ8のシヨルダー部4の半径方
向内側に位置する部位の突起10をシヨルダー部
10cとし、かつ、該突起10のシヨルダー部1
0cにおける溝底からの高さを突起10のなかで
最大となすとともに、該シヨルダー部10cから
タイヤ赤道5およびサイド部11に向かつて突起
10の高さを漸減させるようにしたのである。こ
こで、前述のように突起10は余分なゴムを集め
て形成したものであるためラグ8より小さく、し
たがつて、シヨルダー部10cの溝底からの高さ
はラグ8のシヨルダー部4の溝底からの高さより
低く、また、突起10の半径方向外表面10bは
ラグ8の半径方向外表面8aより半径方向内側に
位置するとともに、その軸方向外表面10aはラ
グ8の軸方向外表面よりタイヤ赤道5側に位置し
ている。Effect Suppose that an unvulcanized tire is being vulcanized. At this time, the rubber flows easily toward the lug 8 near the proximal end of the lug 8;
In a region far from the proximal end of the lugs 8, that is, near the middle of two adjacent lugs 8, the lugs 8 are often incomplete due to various restrictions. In such a case, the gauge thickness of the rubber in the groove 9 near the base end of the lug 8 will be as specified, but the rubber left behind in the flow will remain in the groove 9 near the middle of two adjacent lugs 8. Therefore, the gauge thickness becomes thicker. Therefore, in this invention, the rubber remaining in the vicinity of the middle of these lugs 8 is actively collected on the outer surface side, and the groove 9 in the middle of two circumferentially adjacent lugs 8 is spaced apart from both lugs 8. The protrusion 10 is provided to maintain the same position. As a result, during vulcanization, the intermediate portions of the two lugs 8 hardly protrude inward in the radial direction to form convex portions, and are almost flat. Therefore, disturbances in the intervals between the cords embedded in the carcass layer 2 and the breaker layer 6 can be reduced, and protection against external damage such as cut resistance can also be improved. As mentioned above, the flow of rubber during vulcanization is maximum at the shoulder section 4 of the lug 8, which is actually the highest in height from the groove bottom. The remaining amount will also be maximum. Therefore, the protrusion 10 located on the radially inner side of the shoulder portion 4 of the lug 8 is the shoulder portion 10c, and the shoulder portion 1 of the protrusion 10 is
The height from the groove bottom at 0c is the largest among the protrusions 10, and the height of the protrusions 10 gradually decreases from the shoulder portion 10c toward the tire equator 5 and side portions 11. Here, as mentioned above, since the protrusion 10 is formed by collecting excess rubber, it is smaller than the lug 8. Therefore, the height of the shoulder portion 10c from the groove bottom of the shoulder portion 4 of the lug 8 is The radial outer surface 10b of the protrusion 10 is located radially inner than the radial outer surface 8a of the lug 8, and the axial outer surface 10a thereof is lower than the axial outer surface of the lug 8. It is located on the equator 5 side.
また、請求の範囲第2項のように構成すれば、
ラグ8の撓みを減少させることなく確実にゲージ
厚さを均一とすることができる。 Furthermore, if configured as in claim 2,
The gauge thickness can be reliably made uniform without reducing the deflection of the lug 8.
実施例
以下、この考案の一実施例を図面に基づいて説
明する。Embodiment Hereinafter, an embodiment of this invention will be described based on the drawings.
第1,4図において、1は農業機械に装着され
るラグ付きタイヤであり、このタイヤ1は半径方
向最内側に少なくとも1層のカーカス層2を有
し、このカーカス層2は一対のビード部3からシ
ヨルダ部4を通りタイヤ赤道5まで達している。
さらに、タイヤ1はカーカス層2の半径方向外側
のクラウン部にカーカス層2を補強する少なくと
も1層のブレーカ層6を有し、このブレーカ層6
の幅方向両端はシヨルダ部4まで達している。こ
こで、カーカス層2とブレーカ層6とは共に金属
または繊維からなるコードをコーテイングゴムで
被覆したプライから構成される。カーカス層2の
各コードは、タイヤ赤道5に対して所定の角度を
もつて配列され、このカーカス層2に重なり合う
別のカーカス層がある場合には、該別のカーカス
層のコードはこのカーカス層2のコードと交差す
るよう配列される。なお、カーカス層2は上記に
限らず、タイヤ1のタイヤ赤道5に対しほぼ直角
にコードを配列してもよい。一方、ブレーカ層6
の各コードはタイヤ1のタイヤ赤道5に対し所定
の角度をもつて配列され、このブレーカ層6に重
なり合う別のブレーカ層がある場合には、該別の
ブレーカ層のコードはこのブレーカ層6のコード
と交差するよう配列される。 In Figs. 1 and 4, reference numeral 1 denotes a lug tire to be mounted on an agricultural machine, and this tire 1 has at least one carcass layer 2 on the innermost side in the radial direction. 3, passes through the shoulder portion 4 and reaches the tire equator 5.
Furthermore, the tire 1 has at least one breaker layer 6 for reinforcing the carcass layer 2 in the radially outer crown portion of the carcass layer 2, and this breaker layer 6
Both ends in the width direction reach the shoulder portion 4. Here, both the carcass layer 2 and the breaker layer 6 are composed of plies in which cords made of metal or fiber are covered with a coating rubber. Each cord of the carcass layer 2 is arranged at a predetermined angle with respect to the tire equator 5, and if there is another carcass layer overlapping this carcass layer 2, the cords of the other carcass layer are arranged at a predetermined angle with respect to the tire equator 5. It is arranged so that it intersects the code of 2. Note that the carcass layer 2 is not limited to the above, and the cords may be arranged substantially perpendicularly to the tire equator 5 of the tire 1. On the other hand, breaker layer 6
Each cord is arranged at a predetermined angle with respect to the tire equator 5 of the tire 1, and if there is another breaker layer overlapping this breaker layer 6, the cords of the other breaker layer are arranged at a predetermined angle with respect to the tire equator 5 of the tire 1. Arranged to intersect the code.
カーカス層2とブレーカ層6の半径方向外側の
クラウン部にはトレツドゴム層7が配置され、こ
のトレツドゴム層7の円周表面上には略等幅の突
条形をしたラグ8が多数個従来良く知られている
ような配列で配置されている。即ち、これらのラ
グ8はタイヤ赤道5から一方および他方側のシヨ
ルダ部4に向かつてそれぞれ延びるとともに、タ
イヤ赤道5の両側に周方向に広い間隔を保持しな
がら列をなして突設されているのである。そし
て、タイヤ赤道5の一方側に配置されたラグ8と
他方側に配置されたラグ8とは、周方向に隣り合
う2つのラグ8間の距離、即ちピツチの1/2だけ
周方向に互いにずらされている。また、これらの
ラグ8はシヨルダ部4からタイヤ赤道5に接近す
るに従いタイヤ1の回転方向前方に向かうよう傾
斜し、その平面形状は大略弧状を呈している。こ
れにより、前記トレツドゴム層7の円周表面上に
はラグ8に沿つて延びる多数個の溝部9が形成さ
れ、各溝部9は円周方向に隣り合う2つのラグ8
間に配置されている。 A tread rubber layer 7 is disposed on the radially outer crown portions of the carcass layer 2 and the breaker layer 6, and on the circumferential surface of the tread rubber layer 7, there are a number of protruding lugs 8 of approximately equal width. They are arranged in a known arrangement. That is, these lugs 8 extend from the tire equator 5 toward the shoulder portions 4 on one side and the other side, and are protruded in rows on both sides of the tire equator 5 while maintaining wide intervals in the circumferential direction. It is. The lugs 8 placed on one side of the tire equator 5 and the lugs 8 placed on the other side are mutually spaced from each other in the circumferential direction by a distance between two circumferentially adjacent lugs 8, that is, 1/2 of the pitch. It is shifted. Further, these lugs 8 are inclined toward the front in the rotational direction of the tire 1 as they approach the tire equator 5 from the shoulder portion 4, and have a generally arcuate planar shape. As a result, a large number of grooves 9 extending along the lugs 8 are formed on the circumferential surface of the tread rubber layer 7, and each groove 9 is formed between two circumferentially adjacent lugs 8.
placed in between.
第1,3,4図に示すように、円周方向に隣り
合う2つのラグ8の中間の溝部9にはそれぞれ、
これら両ラグ8から所定の間隔を保つて、即ち両
ラグ8との間に狭い溝を残して略等幅の突条形を
した突起10が設けられる。各突起10はシヨル
ダー部10cにおいて溝部9の溝底からの高さを
最大としているが、ここで、前記シヨルダー部1
0cはタイヤ1の半径方向断面において溝部9の
溝底からの高さが事実上最大となる前記シヨルダ
ー部4の半径方向内側に位置する。そして、この
突起10のシヨルダー部10cにおける溝底から
の高さは、ラグ8のシヨルダ部4における溝底か
らの高さより低く、例えばシヨルダー部4におけ
るラグ8の高さの0.05〜0.30倍程度である。ま
た、各突起10はこの最大高さのシヨルダー部1
0cからタイヤ赤道5およびタイヤ1のサイド部
11に向かつてそれぞれ延在しているが、これら
延在部における溝部9の溝底からの高さはシヨル
ダー部10cからタイヤ赤道5およびサイド部1
1に向かうに従い漸減している。ここで、各突起
10のサイド部11側終端は加硫金型の製作を容
易にするため、ラグ8のサイド部11側終端と一
致させている。なお、前記溝部9の溝底を第1図
においては点線K−Kで示している。また、各突
起10の半径方向外表面10bはラグ8の半径方
向外表面8aより半径方向内側に位置し、また、
各突起10の軸方向外表面10aはラグ8の軸方
向外表面より軸方向内側、即ちタイヤ赤道5側に
位置している。そして、この実施例では、タイヤ
1の半径方向断面における各突起10の半径方向
外表面10bはラグ8の半径方向外表面8aとほ
ぼ平行に延在し、一方、タイヤ1の半径方向断面
における各突起10の軸方向外表面10aもラグ
8の軸方向外表面とほぼ平行に延在している。ま
た、前記突起10の平面形状は、第4図に示すよ
うに例えば大略弧状であり、この突起10の長手
方向に延びる中心線はラグ8の長手方向に延びる
中心線とほぼ平行である。また、前記突起10の
半径方向外表面10bの円周方向最小幅W1は、
該突起10に隣り合う2つのラグ8のシヨルダー
部4間に位置する溝部9の最大幅W2の0.3倍か
ら0.7倍の範囲であることが好ましく、0.45倍か
ら0.55倍の範囲がさらに好ましい。その理由は、
0.3倍未満であると、突起10の円周方向幅が狭
くなり過ぎ、加硫時における残留ゴムの集め効果
が低下してゲージ厚さの不均一が残るからであ
り、一方、0.7倍を超えると、ラグ8と突起10
との間に残る溝の幅が狭くなり過ぎるため、走行
時におけるラグ8の撓みが減少してタイヤ1の牽
引力が低下するからである。このようなことから
突起10の全体積は一般にはラグ8の全体積の
0.01から0.09倍までの範囲となる。 As shown in FIGS. 1, 3, and 4, the grooves 9 in the middle of two circumferentially adjacent lugs 8 each have a
A protrusion 10 having a substantially equal width is provided at a predetermined distance from both lugs 8, that is, leaving a narrow groove between the two lugs 8. Each protrusion 10 has a maximum height from the bottom of the groove 9 in the shoulder portion 10c;
0c is located on the radially inner side of the shoulder portion 4 where the height of the groove portion 9 from the groove bottom is actually the maximum in the radial cross section of the tire 1. The height of the protrusion 10 from the groove bottom in the shoulder portion 10c is lower than the height of the lug 8 from the groove bottom in the shoulder portion 4, for example, about 0.05 to 0.30 times the height of the lug 8 in the shoulder portion 4. be. Moreover, each protrusion 10 has this maximum height shoulder portion 1
The grooves 9 extend from the shoulder portion 10c toward the tire equator 5 and the side portion 11 of the tire 1.
It gradually decreases as it approaches 1. Here, the end of each protrusion 10 on the side portion 11 side is aligned with the end of the lug 8 on the side portion 11 side in order to facilitate the production of the vulcanization mold. Note that the groove bottom of the groove portion 9 is indicated by a dotted line KK in FIG. Further, the radially outer surface 10b of each protrusion 10 is located radially inward than the radially outer surface 8a of the lug 8, and
The axially outer surface 10a of each protrusion 10 is located axially inner than the axially outer surface of the lug 8, that is, on the tire equator 5 side. In this embodiment, the radially outer surface 10b of each protrusion 10 in the radial cross section of the tire 1 extends substantially parallel to the radially outer surface 8a of the lug 8, while the radially outer surface 10b of each projection 10 in the radial cross section of the tire 1 The axially outer surface 10a of the projection 10 also extends substantially parallel to the axially outer surface of the lug 8. Further, the planar shape of the protrusion 10 is, for example, approximately arc-shaped, as shown in FIG. 4, and the center line of the protrusion 10 extending in the longitudinal direction is substantially parallel to the center line extending in the longitudinal direction of the lug 8. Further, the circumferential minimum width W1 of the radial outer surface 10b of the protrusion 10 is as follows:
It is preferably in the range of 0.3 to 0.7 times the maximum width W2 of the groove portion 9 located between the shoulder portions 4 of the two lugs 8 adjacent to the protrusion 10, and more preferably in the range of 0.45 to 0.55 times. The reason is,
If it is less than 0.3 times, the circumferential width of the protrusion 10 will become too narrow, and the effect of collecting residual rubber during vulcanization will be reduced, resulting in uneven gauge thickness. On the other hand, if it is more than 0.7 times, , lug 8 and protrusion 10
This is because the width of the groove remaining between the two tires becomes too narrow, which reduces the deflection of the lugs 8 during running and reduces the traction force of the tire 1. For this reason, the total area of the protrusion 10 is generally the total area of the lug 8.
The range is from 0.01 to 0.09 times.
次に、前述したようなタイヤ1を加硫する場合
について説明するが、このような加硫方法は従来
から周知の通例の方法である。即ち、まず、第2
図に示すように、未加硫タイヤを金型12内に挿
入した後、この未加硫タイヤの半径方向内面をブ
ラダーを介して蒸気圧により加圧しながら金型1
2の外面および未加硫タイヤの半径方向内面を加
熱して加硫する。ここで、このような加硫中、未
加硫タイヤは加熱、加圧されるため、ゴムはその
粘度が低下して金型12の内面に形成された凹凸
に沿つて流れラグ8が形成される。そして、この
ようなラグ8へのゴムの流れは、ラグ8の基端近
傍では容易に行なわれるが、隣り合う2つのラグ
8の中間近傍では種々の制限を受けて不完全とな
ることが多い。このような場合、ラグ8の基端近
傍の溝部9におけるゴムのゲージ厚さは規定通り
となるが、隣り合う2つのラグ8の中間近傍の溝
部9においては流れに取り残されたゴムが残留し
てゲージ厚さが厚くなつてしまい、溝部9でのゲ
ージ厚さが不均一となるのである。このため、こ
の実施例では、これらラグ8の中間近傍に残留す
るゴムを外表面側に積極的に集め、円周方向に隣
り合う2つのラグ8の中間の溝部9にこれら両ラ
グ8から間隔を保つて突起10を設けるようにし
たのである。この結果、加硫時に2つのラグ8の
中間近傍が半径方向内側に突出して凸部が生じる
ようなことは殆どなくほぼ平担となるのである。
このため、カーカス層2、ブレーカ層6に埋設さ
れているコード間隔の乱れを減少させることがで
きる。また、このようなタイヤ1内に内圧を充填
したときも、加硫時におけるタイヤ1の半径方向
内面がほぼ平担であるため、2つのラグ8の中間
近傍が半径方向外側にせり出すようなことはな
く、この結果、耐カツト性能も向上する。そし
て、加硫時におけるゴムの流れは前述のように溝
底からの高さが最も高いラグ8のシヨルダー部4
において最大となるため、該シヨルダー部4の半
径方向内側の溝部9においてゴムの残留も最大と
なる。このため、ラグ8のシヨルダー部4の半径
方向内側に位置する部位の突起10をシヨルダー
部10cとし、かつ、該突起10のシヨルダー部
10cにおける溝底からの高さを突起10のなか
で最大となすとともに、該シヨルダー部10cか
らタイヤ赤道5およびサイド部11に向かつて突
起10の高さを漸減させるようにしたのである。
ここで、前述のように突起10は余分なゴムを集
めて形成したものであるためラグ8より小さく、
したがつて、シヨルダー部10cの溝底からの高
さはラグ8のシヨルダー部4の溝底からの高さよ
り低く、また、突起10の半径方向外表面10b
はラグ8の半径方向外表面8aより半径方向内側
に位置するとともに、その軸方向外表面10aは
ラグ8の軸方向外表面よりタイヤ赤道5側に位置
している。なお、このようなタイヤ1のラグ8
は、突起10が円周方向に隣り合う2つのラグ8
から間隔を保つて配置されているため、大きな牽
引力が作用したとき、円周方向に大きく撓むこと
ができ、撓み不足が生じるようなことはない。ま
た、隣り合う2つのラグ8間に泥が挟まつた場合
にも、ラグ8の大きな撓みによつて該泥は容易に
脱落し、排泥性が低下するようなことはない。 Next, a case will be described in which the tire 1 as described above is vulcanized, and such a vulcanization method is a conventionally well-known and usual method. That is, first, the second
As shown in the figure, after an unvulcanized tire is inserted into a mold 12, the radial inner surface of the unvulcanized tire is pressurized by steam pressure through a bladder, and the mold 12 is
The outer surface of No. 2 and the radially inner surface of the unvulcanized tire are heated and vulcanized. During such vulcanization, the unvulcanized tire is heated and pressurized, so the viscosity of the rubber decreases and a flow lag 8 is formed along the unevenness formed on the inner surface of the mold 12. Ru. Although the flow of rubber to the lug 8 is easy near the proximal end of the lug 8, it is often incomplete near the middle of two adjacent lugs 8 due to various restrictions. . In such a case, the gauge thickness of the rubber in the groove 9 near the base end of the lug 8 will be as specified, but the rubber left behind in the flow will remain in the groove 9 near the middle of two adjacent lugs 8. As a result, the gauge thickness becomes thicker, and the gauge thickness at the groove portion 9 becomes non-uniform. For this reason, in this embodiment, the rubber remaining near the middle of these lugs 8 is actively collected on the outer surface side, and the rubber remaining in the vicinity of the middle of these lugs 8 is collected in a groove 9 between two circumferentially adjacent lugs 8 at a distance from both lugs 8. The protrusion 10 is provided while maintaining the same. As a result, during vulcanization, the intermediate portions of the two lugs 8 hardly protrude inward in the radial direction to form convex portions, and are almost flat.
Therefore, disturbances in the intervals between the cords embedded in the carcass layer 2 and the breaker layer 6 can be reduced. Furthermore, even when such a tire 1 is filled with internal pressure, since the inner surface in the radial direction of the tire 1 is almost flat during vulcanization, the vicinity of the middle of the two lugs 8 does not protrude outward in the radial direction. As a result, cut resistance performance is also improved. The flow of rubber during vulcanization is determined by the shoulder portion 4 of the lug 8, which has the highest height from the groove bottom, as described above.
Since the amount of rubber remaining in the groove portion 9 on the inside of the shoulder portion 4 in the radial direction is maximum, the amount of rubber remaining is also maximum. Therefore, the protrusion 10 located on the radially inner side of the shoulder portion 4 of the lug 8 is the shoulder portion 10c, and the height of the shoulder portion 10c of the protrusion 10 from the groove bottom is the largest among the protrusions 10. At the same time, the height of the protrusion 10 is gradually decreased from the shoulder portion 10c toward the tire equator 5 and the side portion 11.
Here, as mentioned above, the protrusion 10 is formed by collecting excess rubber, so it is smaller than the lug 8.
Therefore, the height of the shoulder portion 10c from the groove bottom is lower than the height of the shoulder portion 4 of the lug 8 from the groove bottom, and the radial outer surface 10b of the projection 10 is lower than the height of the shoulder portion 4 of the lug 8 from the groove bottom.
is located radially inward from the radially outer surface 8a of the lug 8, and its axially outer surface 10a is located closer to the tire equator 5 than the axially outer surface of the lug 8. In addition, the lug 8 of such tire 1
is two lugs 8 with protrusions 10 adjacent to each other in the circumferential direction.
Since they are arranged at a distance from each other, when a large tractive force is applied, they can be largely deflected in the circumferential direction, and there is no possibility of insufficient deflection. Furthermore, even if mud is caught between two adjacent lugs 8, the mud will easily fall off due to the large deflection of the lugs 8, and the mud removal performance will not be degraded.
考案の効果
以上説明したように、この考案によれば、加硫
時にタイヤの半径方向内面に生じる凹凸を防止す
るとともに、カーカス層、ブレーカ層に埋設され
ているコードの間隔の乱れも減少させることがで
き、さらに耐カツト性等の外傷に対する防御性能
も向上させることができる。Effects of the invention As explained above, according to this invention, it is possible to prevent irregularities that occur on the radial inner surface of the tire during vulcanization, and also to reduce irregularities in the intervals between the cords embedded in the carcass layer and the breaker layer. In addition, it is possible to improve protection against external damage such as cut resistance.
第1図はこの考案の一実施例を示す第4図のJ
−J矢視断面図、第2図は未加硫タイヤを加硫す
る際のゴム流れを説明する金型と未加硫タイヤと
の断面図、第3図は第1図のA−A拡大断面図、
第4図は前記一実施例のクラウン部近傍の展開図
である。
1……農業機械用ラグ付きタイヤ、4……シヨ
ルダー部、5……タイヤ赤道、8……ラグ、9…
…溝部、10……突起、10a……軸方向外表
面、10b……半径方向外表面、10c……シヨ
ルダー部、11……サイド部。
Figure 1 shows an example of this invention.
-J arrow sectional view, Figure 2 is a cross-sectional view of the mold and unvulcanized tire to explain the rubber flow when vulcanizing an unvulcanized tire, and Figure 3 is an enlarged A-A of Figure 1. cross section,
FIG. 4 is a developed view of the vicinity of the crown portion of the embodiment. 1... Tire with lug for agricultural machinery, 4... Shoulder part, 5... Tire equator, 8... Lug, 9...
...Groove portion, 10...Protrusion, 10a...Axially outer surface, 10b...Radially outer surface, 10c...Shoulder portion, 11...Side portion.
Claims (1)
両シヨルダに向かつて延びる多数のラグ8をタ
イヤ赤道5の両側にそれぞれ周方向に広い間隔
を保持させながら列をなして突設することによ
り、円周方向に隣り合う2つのラグ8間にラグ
8に沿つて延びる溝部9をそれぞれ形成した農
業機械用ラグ付きタイヤ1において、円周方向
に隣り合う2つのラグ8の中間の溝部9にこれ
ら両ラグ8から間隔を保つて突起10を設け、
各突起10を、該タイヤ1の半径方向断面にて
ラグ8の事実上高さが最も高いシヨルダー部4
の半径方向内側に位置するシヨルダー部10c
において前記溝底からの高さを最大となすとと
もに、該シヨルダー部10cからタイヤ赤道5
およびサイド部11に向かつて溝底からの高さ
を漸減させながら延在させ、かつ、これら突起
10の半径方向外表面10bをラグ8の半径方
向外表面8aより半径方向内側に位置させると
ともに、その軸方向外表面10aをラグ8の軸
方向外表面よりタイヤ赤道5側に位置させ、さ
らに、これら突起10のシヨルダー部10cの
溝底からの高さをラグ8のシヨルダー部4の溝
底からの高さより低くなしたことを特徴とする
農業機械用ラグ付きタイヤ。 (2) 突起10の半径方向外表面10bの円周方向
最小幅W1を該突起10に隣り合う2つのラグ
8のシヨルダー部4間に位置する溝部9の最大
幅W2の0.3〜0.7倍の範囲とした実用新案登録
請求の範囲第1項記載の農業機械用ラグ付きタ
イヤ。[Claims for Utility Model Registration] (1) A large number of lugs 8 extending from the tire equator 5 toward both shoulders on the circumferential surface of the crown portion are provided on both sides of the tire equator 5 while maintaining wide intervals in the circumferential direction. In a lug tire 1 for agricultural machinery in which grooves 9 extending along the lugs 8 are formed between two circumferentially adjacent lugs 8 by protruding in rows, two circumferentially adjacent lugs 8 are provided. A protrusion 10 is provided in the groove 9 between the two lugs 8 at a distance from both lugs 8,
Each protrusion 10 is connected to a shoulder portion 4 where the height of the lug 8 is actually the highest in the radial cross section of the tire 1.
Shoulder portion 10c located on the radially inner side of
The height from the groove bottom is maximized at the tire equator 5 from the shoulder portion 10c.
and extending toward the side portion 11 while gradually decreasing the height from the groove bottom, and positioning the radially outer surface 10b of these protrusions 10 radially inward than the radially outer surface 8a of the lug 8, Its axially outer surface 10a is located closer to the tire equator 5 than the axially outer surface of the lug 8, and the height of the shoulder portion 10c of these protrusions 10 from the groove bottom of the shoulder portion 4 of the lug 8 is adjusted from the groove bottom of the shoulder portion 4 of the lug 8. A tire with lugs for agricultural machinery, characterized in that the tire is lower than the height of the tire. (2) The minimum circumferential width W1 of the radially outer surface 10b of the protrusion 10 is within a range of 0.3 to 0.7 times the maximum width W2 of the groove 9 located between the shoulder portions 4 of the two lugs 8 adjacent to the protrusion 10. A tire with lugs for agricultural machinery according to claim 1 of the utility model registration claim.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP4478184U JPS60156002U (en) | 1984-03-28 | 1984-03-28 | tires with lugs |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP4478184U JPS60156002U (en) | 1984-03-28 | 1984-03-28 | tires with lugs |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS60156002U JPS60156002U (en) | 1985-10-17 |
JPH0524561Y2 true JPH0524561Y2 (en) | 1993-06-22 |
Family
ID=30557670
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP4478184U Granted JPS60156002U (en) | 1984-03-28 | 1984-03-28 | tires with lugs |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS60156002U (en) |
-
1984
- 1984-03-28 JP JP4478184U patent/JPS60156002U/en active Granted
Also Published As
Publication number | Publication date |
---|---|
JPS60156002U (en) | 1985-10-17 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US4140168A (en) | Vehicle tire | |
EP0414470B1 (en) | High performance pneumatic radial tire | |
CA1159345A (en) | Pneumatic radial tires for heavy vehicles having an unsymmetrical thread pattern | |
JPH04314607A (en) | Tread for replacement | |
US20140311640A1 (en) | Pneumatic tire | |
US3990493A (en) | Breaker structure of radial tires | |
JPS5939324B2 (en) | Pneumatic tires for agricultural and industrial vehicles | |
EP0918654B1 (en) | A tire tread having flow-through grooves | |
CN106132726B (en) | Retreads | |
EP3446886B1 (en) | Tire | |
US5010936A (en) | Radial tire including a narrow groove in the tread shoulder | |
JPH0596651A (en) | Unvulcanized tread stock for pneumatic tire and manufacture of pneumatic tire | |
KR20150119088A (en) | Tire with tread pattern including sub-surface stiffness tuning and method | |
JP2878354B2 (en) | Pneumatic tire | |
CA2492991A1 (en) | Segmented tire mold to reduce flash | |
JP2002337509A (en) | Pneumatic radial tire | |
JPH0524561Y2 (en) | ||
JPH0648111A (en) | Radial tire | |
US4595042A (en) | Pneumatic tire with lugs | |
EP0780245A3 (en) | Pneumatic tire | |
JPH0516617A (en) | Pneumatic tire for passenger car | |
JPH061114A (en) | Automotive tire | |
JPH04310406A (en) | Heavy duty pneumatic radial tire | |
JPS62299411A (en) | Heavy duty pneumatic tire | |
US20210394561A1 (en) | Pneumatic tire |