JPH0555321B2 - - Google Patents
Info
- Publication number
- JPH0555321B2 JPH0555321B2 JP57091006A JP9100682A JPH0555321B2 JP H0555321 B2 JPH0555321 B2 JP H0555321B2 JP 57091006 A JP57091006 A JP 57091006A JP 9100682 A JP9100682 A JP 9100682A JP H0555321 B2 JPH0555321 B2 JP H0555321B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- belt
- carcass
- cord
- ply
- 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
- 239000000835 fiber Substances 0.000 claims description 17
- 229910000831 Steel Inorganic materials 0.000 claims description 9
- 125000003118 aryl group Chemical group 0.000 claims description 9
- 239000010959 steel Substances 0.000 claims description 9
- 229920001971 elastomer Polymers 0.000 claims description 7
- 239000004760 aramid Substances 0.000 claims description 5
- 229920003235 aromatic polyamide Polymers 0.000 claims description 5
- 239000004721 Polyphenylene oxide Substances 0.000 claims description 4
- 229920000570 polyether Polymers 0.000 claims description 4
- 229920002614 Polyether block amide Polymers 0.000 description 7
- 229920000728 polyester Polymers 0.000 description 7
- 238000012360 testing method Methods 0.000 description 7
- 239000004677 Nylon Substances 0.000 description 4
- 239000011324 bead Substances 0.000 description 4
- 238000005259 measurement Methods 0.000 description 4
- 229920001778 nylon Polymers 0.000 description 4
- 229920000297 Rayon Polymers 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 239000002964 rayon Substances 0.000 description 3
- 239000004952 Polyamide Substances 0.000 description 2
- 125000003368 amide group Chemical group 0.000 description 2
- 230000000052 comparative effect Effects 0.000 description 2
- 150000001875 compounds Chemical class 0.000 description 2
- 230000008094 contradictory effect Effects 0.000 description 2
- 239000013078 crystal Substances 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 229920002647 polyamide Polymers 0.000 description 2
- 229920000642 polymer Polymers 0.000 description 2
- 229920000271 Kevlar® Polymers 0.000 description 1
- 206010061592 cardiac fibrillation Diseases 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 239000000470 constituent Substances 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000007688 edging Methods 0.000 description 1
- 125000001033 ether group Chemical group 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 239000003733 fiber-reinforced composite Substances 0.000 description 1
- 230000002600 fibrillogenic effect Effects 0.000 description 1
- 239000004761 kevlar Substances 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000011056 performance test Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 238000013112 stability test Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 230000003746 surface roughness 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
- B60C9/22—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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
この発明は、ラジアル構造の空気入りタイヤに
おいて、乗り心地、操縦安定性並びに高速耐久性
を改良するとともに、内圧充填時においてサイド
ウオール表面に生起する外観凹凸不良の解消を目
指した、高角度ベルトプライの乗用者用ラジアル
タイヤに関するものである。
従来、モジユラスの低いコードでカーカスを構
成したタイヤは乗心地がよいので乗用車用ラジア
ル構造の空気入りのタイヤのカーカスプライに
は、ポリエステル、ナイロン、レーヨン等の初期
モジユラスが800〜1500Kg／mm2の有機繊維コード
が用いられ、モジユラスが13000〜17000Kg／mm2の
範囲にある通常のスチールコードは乗り心地が悪
いと理由で用いられていない。
また、トレツドの下部に設定されるベルトプラ
イにはスチールコード又はポリエステル、レーヨ
ン等の有機繊維コードが用いられ、これらコード
の配列角度は、タイヤ赤道線に対して15゜〜18゜程
度の可及的小角度に設定されるものである。
カーカスプライに低モジユラスのコードを使用
した場合は、カーカス剛性が小さいので、サーブ
を切つたとき、タイヤが変形して応答に遅れが生
じ操縦安定生が悪い反面、路地の凹凸の衝撃によ
つて生じた振動を吸収するもので乗り心地がよ
い。カーカスプライに高モジユラスのコードを使
用した場合には操縦安定性は良いが、乗り心地が
悪くなる。一方ベルトプライにスチールコードが
使用された場合は、タイヤ円周方向の剛性が大き
いので、乗り心地が悪く、有機繊維コードが使用
された場合は、有機繊維コードの剛性が小さいの
で乗り心地は良いが、タイヤの横方向の剛性が小
さいため、カーブを切つた場合、カーブに対する
応答が遅れ、操縦安定性が悪くなる欠点がある。
従つて、従来の乗用車用タイヤに用いられてい
た比較的モジユラスの小さいコードを使用して、
相反する乗り心地と操縦安定性の両者を同時に改
良することは困難であつた。そこで発明者らは高
弾性率の有機繊維コードに着眼し、その特性とタ
イヤ構造の関係について研究を行なつた結果、こ
の発明をなしたものである。高弾性率の有機繊維
コードは、高圧の内圧空気を充填する重荷重車両
用タイヤのカーカスには、高強度であるという理
由で使用された例はあるが、低内圧のためそれほ
どカーカス強度を必要としない乗用車用タイヤの
カーカスには使用されていなかつた。
一般に、ラジアル方向に配列したコードからな
るカーカスプライの頭頂部に、ベルトプライが配
置されるラジアル構造のタイヤでは、接地変形し
た部分のカーカスプライのコード間隔が広がるの
をベルトプライの剛性で防止しているものであ
る。
従つて、ベルトプライのタイヤ円周方向の剛性
が大きいことが望ましく、従来、ラジアルタイヤ
では、ベルトプライコードのタイヤ赤道面に対す
る配列角度（以下コード角度を略称する）は、
15゜〜18゜の小角度に設定されるものであつた。し
かし、このようにコード角度を小さくして、タイ
ヤ円周方向の剛性を大きくしたタイヤでは、路面
の凹凸に従つて容易に変形し、衝撃を緩和する作
用すなわちタイヤにおけるエンベロープ
（ENVELOPE）効果が小さく乗り心地が悪い欠
点があつた。
因つて、発明者らは、ベルトプライの複合弾性
率の対数とコード角度との間に逆比例関係がある
との知見を得て、ベルトプライコードのコード角
度を21゜〜33゜の範囲に増大してタイヤ円周方向の
剛性を従来のスチールコードを使用したベルトプ
ライと有機繊維コードを使用したベルトプライと
の中間にして乗り心地を改良し、一方ベルト角を
大きくしたことによりベルト剛性が低下し操縦安
定性が低下するのをカバーするため、カーカスコ
ードにモジユラスの大きいコードを使用してカー
カス剛性を大きくすることにより、ポリエステル
などの従来のコードをカーカスプライに使用した
タイヤより更に操縦安定性を向上させるととも
に、ベルトプライ両側端部を補強するエツジベル
トを設け、高速安定性をも改良したものである。
すなわち、この発明に係るタイヤは芳香族ポリア
ミドに少なくとも7.5モル％の芳香族ポリエーテ
ルを含むポリエーテルアミド繊維からなる初期モ
ジユラスが3000〜8000Kg／mm2のカーカスコードを
一方のビードコアから他方のビードコアにわたり
タイヤ円周方向に対して直角に配列してなるカー
カスプライの１層を備え、このカーカスコードの
頭頂部とトレツドとの間において、少なくとも２
層のスチールコードのベルトプライを、コード角
度21゜〜33゜の範囲で配列し、コードの方向を相互
に反対方向に交差状に重ね合わせ、且つこのベル
トプライの両側端部を、通常使用されるナイロ
ン、ポリエステル等の低モジユラスの有機繊維コ
ードを用いて実質的にタイヤ円周方向に配設した
エツジベルトで補強したものである。すなわち、
この発明においては、従来使用されたタイヤより
カーカス剛性を大きくして操縦安定性を改良し、
一方ベルトの周方向の剛性を下げることによつ
て、カーカス剛性を大きくしたことに起因する乗
り心地の悪化を防止したタイヤである。
次に、実施の一例を示す図面に基づいて、この
発明の態様を説明する。
第１図は、この発明の乗用車用ラジアルタイヤ
の軸線方向の1/2断面を示したもので、図におい
ては、１はカーカスプライで、初期モジユラスが
3000〜8000Kg／mm2、引張り強度が150Kg／mm2以上
の方向族ポリエーテルアミドコードをカーカスコ
ードに用い、タイヤ円周方向に対して直角に配列
してカーカスを構成しその両端部は、一般のタイ
ヤ同様、ビードコア２を折り返して係止されてい
る。３はカーカスプライ１の頭頂部とトレツドゴ
ム５との間に設定されるベルト層で、本例は、ス
チールコードのベルトプライ３ａと３ｂの２層の
例を示している。このベルトプライ３ａ，３ｂの
コード角度は、中央のタイヤ赤道面EPに対し、
21゜〜33゜の範囲内の所要角度に配列し、且つ相互
に反対方向に交差状に設定され、この両側端部に
は、実質的にタイヤ円周方向に延び、通常使用さ
れるナイロン、ポリエステル等の低モジユラスの
有機繊維コードを並列した縁取り用のエツジベル
ト４を配置して補強している。上記以外は一般の
タイヤと同様の方法で製作されるものであり、６
はサイドウオールゴムである。第１図のエツジベ
ルト４は、ベルトプライ３ａと３ｂで形成される
両側端の段差部を覆うように配設されているが、
第２図のエツジベルト７のように上記段差部だけ
でなくベルトプライ３ａの端部で形成される段差
部も覆うように配設しても良い。これらのエツジ
ベルト４，７は、所要幅に、有機繊維コードを並
列してゴムに埋設したストリツプ（STRIP）の
両端を添え継ぎして形成するか、または、ゴム被
覆された１本〜２本の有機繊維コードを所要回数
だけ螺旋状の旋回して所要幅に形成するか、いず
れでも良い。このようにベルト層の両側端部にエ
ツジベルト４，７を設ける理由は、スチールコー
ドのベルトプライのコードを角度を大きくしてあ
るので、周方向のベルト層の剛性が小さくなり、
高速耐久性能が低下するためと、一方向繊維強化
複合体の原理が適用される交差構造のベルト層の
両側端部には、剛性の肩落ち現象が見られ、タイ
ヤが高速で回転したとき、遠心力でベルト端が持
ち上がり、セパレーシヨンを生起するおそれがあ
るため、エツジベルトで押さえ込むことにより、
耐久性の向上を図つたものである。
この発明の乗用車用ラジアルタイヤは、上記の
とおり、ベルトプライ３ａ，３ｂの両側端部をタ
イヤ円周方向の有機繊維コードからなるエツジベ
ルトで押さえることにより、剛性の肩落ち現象を
防止して高速耐久性を向上させており、反面、こ
の部分は剛性が大きくなり、カーブを切つた時、
車両の遠心力に対抗して生ずる応力を、変形する
ことによつて緩和する作用が小さくなつて、その
分カーカスプライが担持する割合が多くなる。
この発明では、初期モジユラスの大きい有機繊
維コードでカーカスプライを形成しているので、
遠心力に対抗して生じる応力を担持する割合が多
くなつても、変形によつて応力を緩和して車両を
旋回させる力を減衰することを抑制し、車両を旋
回させる力を有効に作用させて操縦安定生は良好
となる。
この芳香族ポリエーテルアミドコードの２％伸
長時の荷重より求めた初期モジユラスは、3000
Kg／mm2〜8000Kg／mm2の範囲は好ましく、3000Kg／
mm2より少ないと操縦安定性が悪く、8000Kg／mm2よ
り大きいと、路面の凹凸により、トレツドに与え
られた衝撃が緩和されずに車両に伝達されて乗り
心地が悪くなる。
この発明の乗用車用タイヤのカーカスに使用さ
れる高弾性率有機繊維コードは、芳香族ポリアミ
ド
と芳香族ポリエーテル
とを構成単位とし、少なくとも7.5モル％が芳香
族ポリエーテルである高分子化合物から形成され
る芳香族ポリエーテルアミドのコードである。従
来の弾性率繊維としては、芳香族基をアミド基合
した高分子化合物から形成した芳香族ポリアミド
〔商品名ケブラー（kevlar）〕があるが、このコー
ドの初期モジユラスは3000Kg／mm2以上、引張り強
さが150Kg／mm2以上である。一方本発明に使用す
る芳香族ポリエーテルアミド（略号arポリエーテ
ルアミド）のコードは、その化学的分子構造にエ
ーテル基とアミド基とを有するので、結晶配向性
が、単一結合である芳香族ポリアミドより小さい
ので、繰り返し大変形を受けても、芳香族ポリア
ミドのコードに見られるようなフイブリル化（分
子の結晶面に沿つて亀裂がはいり、コードが破砕
する現象）が生起せず、芳香族ポリアミドに見ら
れるタイヤの長期使用中の強力低下がなく特に好
ましい。
また従来から、カーカスに使用されていたナイ
ロン、ポリエステル、レーヨンに比較して強度が
大きく、初期モジユラスの引張り強度に対する比
が大きいので、１層のプライでカーカスが形成で
き、また、空気圧充填時のタイヤの膨脹伸びが小
さいので、タイヤを生計するときにできるコード
重ね継ぎ部分などの局部的な剛性の大きいか所で
あつても、部分的な膨脹伸びの違いにより生ずる
タイヤサイド表面の凹凸不良は少なくなる。
次に、この発明の実施例としてのタイヤ構造お
よび比較例並に従来例について、タイヤサイズ
185／70HR14の乗用車用ラジアルタイヤを製造
し、その性能を比較した結果を第１表（実施例）、
第２表（比較例、従来例）に示す。
This invention aims to improve the riding comfort, handling stability, and high-speed durability of pneumatic tires with a radial structure, as well as eliminate the appearance irregularities that occur on the sidewall surface during internal pressure filling. This invention relates to a passenger radial tire. Conventionally, tires with carcass made of cords with low modulus have good riding comfort, so the carcass ply of pneumatic tires with radial structure for passenger cars is made of polyester, nylon, rayon, etc. with an initial modulus of 800 to 1500 kg/mm 2 . Organic fiber cords are used, and ordinary steel cords with a modulus in the range of 13,000 to 17,000 kg/mm 2 are not used because they are uncomfortable to ride. In addition, steel cords or organic fiber cords such as polyester or rayon are used for the belt ply set at the bottom of the tread, and the arrangement angle of these cords is about 15° to 18° with respect to the tire equator line. It is set at a small target angle. If a low modulus cord is used for the carcass ply, the carcass rigidity is low, so when the tire is turned off, the tire deforms and there is a delay in response, resulting in poor steering stability. It absorbs the vibrations that occur and provides a comfortable ride. When a high modulus cord is used for the carcass ply, the steering stability is good, but the riding comfort becomes poor. On the other hand, when steel cord is used for the belt ply, the rigidity in the circumferential direction of the tire is high, resulting in poor ride comfort, whereas when organic fiber cord is used, the rigidity of the organic fiber cord is low, resulting in a comfortable ride. However, since the tires have low lateral rigidity, there is a drawback that when turning a curve, the response to the curve is delayed, resulting in poor handling stability. Therefore, by using cords with relatively small modulus that were used in conventional passenger car tires,
It has been difficult to simultaneously improve ride comfort and handling stability, which are contradictory. Therefore, the inventors focused on organic fiber cords with a high elastic modulus, and conducted research on the relationship between their characteristics and tire structure, and as a result, they accomplished this invention. Organic fiber cords with high elastic modulus have been used in the carcass of tires for heavy-duty vehicles that are filled with high internal pressure air because of their high strength, but because of the low internal pressure, the carcass strength is not required. It was not used in the carcass of passenger car tires. Generally, in tires with a radial structure in which the belt ply is placed at the top of the carcass ply consisting of cords arranged in the radial direction, the rigidity of the belt ply prevents the cord interval of the carcass ply from widening in the area where contact deformation occurs. It is something that Therefore, it is desirable that the belt ply has high rigidity in the tire circumferential direction. Conventionally, in radial tires, the arrangement angle of the belt ply cord with respect to the tire equatorial plane (hereinafter abbreviated as cord angle) is:
It was set at a small angle of 15° to 18°. However, a tire with a small cord angle and increased rigidity in the tire circumferential direction easily deforms according to the unevenness of the road surface, and the impact-reducing effect, that is, the tire's envelope (ENVELOPE) effect, is small. The drawback was that the ride was uncomfortable. Therefore, the inventors obtained the knowledge that there is an inversely proportional relationship between the logarithm of the composite modulus of elasticity of the belt ply and the cord angle, and set the cord angle of the belt ply cord in the range of 21° to 33°. This increases the rigidity in the tire circumferential direction between the belt ply using conventional steel cords and the belt ply using organic fiber cords, improving ride comfort.On the other hand, increasing the belt angle improves belt rigidity. In order to compensate for the decrease in handling stability, a cord with a large modulus is used for the carcass cord to increase carcass rigidity, resulting in more stable handling than tires using conventional cords such as polyester for the carcass ply. In addition to improving performance, high-speed stability is also improved by providing edge belts to reinforce both ends of the belt ply.
That is, in the tire according to the present invention, a carcass cord having an initial modulus of 3000 to 8000 Kg/mm 2 made of polyetheramide fiber containing at least 7.5 mol % of aromatic polyether in aromatic polyamide extends from one bead core to the other bead core. The carcass cord has one layer of carcass plies arranged at right angles to the circumferential direction of the tire, and at least two
The belt plies of the steel cords in the layer are arranged with a cord angle in the range of 21° to 33°, and the cord directions are overlapped in a crosswise manner with the directions opposite to each other. The tire is reinforced with an edge belt that is arranged substantially in the circumferential direction of the tire using a low modulus organic fiber cord such as nylon or polyester. That is,
In this invention, the carcass rigidity is increased compared to conventional tires to improve handling stability.
On the other hand, by lowering the circumferential rigidity of the belt, this tire prevents the deterioration in ride comfort caused by increasing the carcass rigidity. Next, aspects of the present invention will be described based on drawings showing an example of implementation. Figure 1 shows a 1/2 cross section in the axial direction of the radial tire for passenger cars of the present invention. In the figure, 1 is the carcass ply, and the initial modulus is
A directional group polyetheramide cord with a tensile strength of 3000 to 8000 Kg/mm 2 and a tensile strength of 150 Kg/mm 2 or more is used for the carcass cord, and is arranged perpendicularly to the tire circumferential direction to form the carcass. Like the tire, the bead core 2 is folded back and locked. 3 is a belt layer set between the top of the carcass ply 1 and the tread rubber 5, and this example shows an example of two layers of belt plies 3a and 3b made of steel cord. The cord angle of the belt plies 3a and 3b is relative to the central tire equatorial plane EP.
They are arranged at a required angle within the range of 21° to 33° and are set to intersect with each other in opposite directions, and at both end portions, the normally used nylon, which extends substantially in the circumferential direction of the tire, is arranged. An edge belt 4 for edging is arranged in which low modulus organic fiber cords such as polyester are arranged in parallel for reinforcement. Other than the above, they are manufactured using the same method as general tires.
is the sidewall rubber. The edge belt 4 in FIG. 1 is arranged so as to cover the stepped portions at both ends formed by the belt plies 3a and 3b.
Like the edge belt 7 in FIG. 2, it may be arranged so as to cover not only the stepped portion but also the stepped portion formed at the end of the belt ply 3a. These edge belts 4 and 7 are formed by splicing the ends of a strip (STRIP) in which organic fiber cords are arranged in parallel and embedded in rubber to the required width, or by splicing the ends of one or two strips coated with rubber. Either the organic fiber cord may be spirally turned the required number of times to form the required width. The reason why the edge belts 4 and 7 are provided at both ends of the belt layer is that the cords of the steel cord belt ply have a large angle, which reduces the rigidity of the belt layer in the circumferential direction.
When the tire rotates at high speed, a drop in stiffness is observed at both ends of the cross-structured belt layer where the principle of unidirectional fiber-reinforced composite is applied. The edge of the belt may lift due to centrifugal force and cause separation, so by holding it down with an edge belt,
This is intended to improve durability. As mentioned above, the radial tire for passenger cars of the present invention has durability at high speeds by preventing the shoulder drop phenomenon of rigidity by pressing both ends of the belt plies 3a and 3b with edge belts made of organic fiber cords in the circumferential direction of the tire. On the other hand, this part has increased rigidity, so when cutting a curve,
The effect of deforming the carcass ply to relieve the stress generated in opposition to the centrifugal force of the vehicle is reduced, and the proportion of stress carried by the carcass ply increases accordingly. In this invention, the carcass ply is formed from an organic fiber cord with a large initial modulus.
Even if the proportion of stress generated in opposition to centrifugal force increases, the stress is alleviated through deformation, suppressing the attenuation of the force that causes the vehicle to turn, and allowing the force that causes the vehicle to turn to act effectively. As a result, handling stability is improved. The initial modulus of this aromatic polyetheramide cord was determined from the load at 2% elongation, which was 3000.
The range of Kg/mm 2 to 8000Kg/mm 2 is preferable, and 3000Kg/mm 2 is preferable.
If it is less than mm 2 , the steering stability will be poor, and if it is more than 8000 kg/mm 2 , the impact applied to the tread due to unevenness of the road will be transmitted to the vehicle without being alleviated, resulting in poor ride comfort. The high modulus organic fiber cord used in the carcass of the passenger car tire of this invention is made of aromatic polyamide. and aromatic polyether This is a code for an aromatic polyether amide formed from a polymer compound in which the constituent units are aromatic polyether in an amount of at least 7.5 mol%. Conventional elastic modulus fibers include aromatic polyamide (trade name: Kevlar), which is made from a polymer compound in which aromatic groups are combined with amide groups. Strength is 150Kg/mm2 or more. On the other hand, the code for the aromatic polyether amide (abbreviated as ar polyether amide) used in the present invention has an ether group and an amide group in its chemical molecular structure, so the crystal orientation is an aromatic polyether amide with a single bond. Because it is smaller than polyamide, it does not undergo fibrillation (a phenomenon in which the cord breaks apart due to cracks along the crystal planes of the molecules) that occurs in aromatic polyamide cords even if it is repeatedly subjected to large deformations. It is particularly preferable because it does not cause the tire strength to deteriorate during long-term use, which occurs with polyamides. In addition, the strength is higher than that of nylon, polyester, and rayon, which have traditionally been used for carcass, and the ratio of initial modulus to tensile strength is high, so the carcass can be formed with a single ply, and it also has a high strength during pneumatic filling. Since the expansion and elongation of tires is small, even in areas with high local rigidity, such as cord overlap joints that occur when tires are used, unevenness on the tire side surface caused by differences in local expansion and elongation can be avoided. It becomes less. Next, regarding the tire structure as an example of this invention, a comparative example, and a conventional example, tire size
Table 1 (Example) shows the results of manufacturing 185/70HR14 radial tires for passenger cars and comparing their performance.
It is shown in Table 2 (comparative example, conventional example).
【表】
(注) タイヤNo.３については、製造数が少な
かつたので、サイド表面の凹凸性の測定は
省略した。
[Table] (Note) As tire No. 3 was manufactured in small quantities, measurement of the unevenness of the side surface was omitted.
【表】【table】
【表】
(注) タイヤNo.４、５、６、７は、製造数が少なか
つたので、サイド表面の凹凸性の測定は省略し
た。
上表の性能試験は、下記の方法にて測定し、従
来例としてのタイヤNo.８を基準として指数にて対
比したもので、指数の大なるものがすぐれてい
る。
§ 乗り心地試験
試験車の進行方向に対して直角三角形を横た
えた道路を時速50Km／ｈで走行し、三角柱を乗
り越えた時の上下方向の振動の振幅を測定し、
その逆数で評価した。
§ 操縦安定性試験
直線上に一定間隔で標識を10個並べ、試験車
を標識の右側、左側と交互に標識の横を蛇行し
て、自動車の操縦は難易を操縦者の感覚で判定
した。高速の場合は、標識を50ｍ間隔とし、速
度を130Km／ｈで行ない、低速の場合は、標識
を35ｍ間隔とし、速度は60Km／ｈで行なつた。
§ 高速耐久性試験
欧州経済委員会規則（ECE−Ｒ）に準じ、
タイヤの空気充填内圧を2.8bar／cm2、荷重418
Kgを加えて、ドラム試験機上で170Km／ｈの速
度より草稿を開始し、170Km／ｈ−10分間、180
Km／ｈ−10分間、190Km／ｈ−10分間、200Km／
ｈ−20分間の規定条件にて行ない、故障しない
タイヤについては、さらに200Km／ｈにて故障
が発生するまで走行を続行し、故障発生間での
走行距離を求め指数にて対比した。
§ タイヤのサイド表面の凹凸測定
タイヤの内圧空気を2.2Kg／cm2とし、サイド
ウオールのカーカスプライの剛性不均一によつ
て発生する凹みの深さを、試験タイヤごとに各
50本について測定し、その平均を求め、その逆
数を指数として対比した。
上記第１表、第２表に表示したとおり、この発
明の実施令のタイヤNo.１、２、３は、従来例とし
て示したタイヤNo.８に比較して、すべての性能に
おいてすぐれており、その性能指数が示すとお
り、この発明の乗用車用ラジアルタイヤは、二律
背反的命題である乗り心地と操縦安定性の困難な
両立を充分満たすとが出来にものである。また、
高速耐久性、サイド表面の凹凸性等において著し
くすぐれたタイヤが得られる特徴を有している。
なお、表示のとおり、ベルトプライのコード角
度が大きくなれば乗り心地がよくなり、小さくな
れば操縦安定性がよくなるが、しかし、カーカス
コードにポリエステルコードを使用した来例（タ
イヤNo.８）は、コード角度が小さいにもかかわら
ず、コードの初期モジユラスが低いため操縦安定
性は劣つている。従つて、さらに、コード角度を
大きくすればタイヤNo.４、６に示すとおり、操縦
安定性は著しく低下するものである。[Table] (Note) As tires No. 4, 5, 6, and 7 were produced in small numbers, measurements of side surface irregularities were omitted.
The performance tests in the table above were measured using the following method and compared using an index with Tire No. 8 as a conventional example as a reference, and the one with a larger index is superior. § Ride comfort test The test vehicle was driven at 50 km/h on a road with a triangle at a right angle to the direction of travel, and the amplitude of vibrations in the vertical direction when riding over a triangular prism was measured.
Evaluation was made using the reciprocal number. § Driving stability test Ten signs were lined up at regular intervals in a straight line, and the test vehicle meandered next to the signs alternately to the right and left of the signs, and the difficulty of driving the car was determined by the driver's intuition. In the case of high speeds, the signs were placed at 50m intervals and the speed was 130km/h; in the case of low speeds, the signs were placed at 35m intervals and the speed was 60km/h. § High-speed durability test According to the European Economic Commission Regulation (ECE-R),
Tire inflation internal pressure 2.8 bar/cm 2 , load 418
Kg, start drafting on the drum testing machine at a speed of 170Km/h, 170Km/h - 10 minutes, 180Km/h
Km/h-10 minutes, 190Km/h-10 minutes, 200Km/
The test was carried out under the specified conditions for 20 minutes, and for tires that did not fail, the tires were continued to run at 200 km/h until a failure occurred, and the distance traveled between the failures was determined and compared using an index. § Measurement of unevenness on the side surface of tires The internal air pressure of the tire was set at 2.2 kg/ cm2 , and the depth of the dents caused by uneven rigidity of the sidewall carcass ply was measured for each test tire.
Measurements were taken for 50 pieces, the average was calculated, and the reciprocal was used as an index for comparison. As shown in Tables 1 and 2 above, tires No. 1, 2, and 3 according to the enforcement order of this invention are superior in all performances compared to tire No. 8 shown as a conventional example. As shown by its performance index, the radial tire for passenger cars of the present invention is able to fully satisfy the contradictory proposition of achieving both ride comfort and handling stability. Also,
It has the characteristics of producing a tire with outstanding high-speed durability, side surface roughness, etc. As shown, the larger the belt ply cord angle, the better the ride comfort, and the smaller the belt ply cord angle, the better the steering stability. However, the previous example (tire No. 8) that used polyester cord for the carcass cord Although the cord angle is small, the initial modulus of the cord is low, resulting in poor steering stability. Therefore, if the cord angle is further increased, as shown in tires No. 4 and 6, the steering stability will be significantly reduced.
第１図は、この発明に係る乗用車用ラジアルタ
イヤの実施の一例を示す軸線方向1/2断面図、第
２図は、エツジベルト部の他例を示す拡大断面図
である。
EP……タイヤの赤道面、１……カーカスプラ
イ、２……ビードコア、３……ベルト幅、３ａ，
３ｂ……ベルトプライ、４，７……エツジベル
ト、５……トレツドゴム、６……サイドウオール
ゴム。
FIG. 1 is a 1/2 axial cross-sectional view showing an embodiment of the radial tire for a passenger car according to the present invention, and FIG. 2 is an enlarged cross-sectional view showing another example of the edge belt portion. EP...Equatorial plane of tire, 1...Carcass ply, 2...Bead core, 3 ...Belt width, 3a,
3b...Belt ply, 4,7...Edge belt, 5...Tread rubber, 6...Side wall rubber.
Claims (1)
を少なくとも7.5モル％含むポリエーテルアミド
からなり、２％伸長時の荷重における初期モジユ
ラスが3000〜8000Kg／mm2のカーカスコードをタイ
ヤ赤道面に対して直角に配列したカーカスプライ
の１層を備え、このカーカスプライの頭頂部とト
レツドゴムとの間に、スチールコードをタイヤ赤
道面に対して21゜〜33゜の範囲で配列したベルトプ
ライの２枚をスチールコードの傾き方向を相互に
反対にして重ねたベルトを配設し、ベルトの両側
のそれぞれの端部を、実質的にタイヤ円周方向に
延びる有機繊維コードを並列したエツジベルトで
補強したことを特徴とする高角度ベルトプライの
乗用車用ラジアルタイヤ。1 A carcass cord made of aromatic polyamide containing at least 7.5 mol% of an aromatic polyether component and having an initial modulus of 3000 to 8000 Kg/mm 2 at a load at 2% elongation is placed perpendicular to the tire equatorial plane. It has one layer of arranged carcass plies, and between the crown of this carcass ply and the tread rubber, two belt plies with steel cords arranged at an angle of 21° to 33° with respect to the tire equatorial plane are installed with steel cords. The tire is characterized in that the belts are stacked with their inclination directions opposite to each other, and each end of the belt is reinforced with an edge belt in which organic fiber cords extending substantially in the circumferential direction of the tire are arranged in parallel. A radial tire for passenger cars with high angle belt ply.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57091006A JPS58206401A (en) | 1982-05-27 | 1982-05-27 | Radial tire for passenger car with high angle belt ply |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57091006A JPS58206401A (en) | 1982-05-27 | 1982-05-27 | Radial tire for passenger car with high angle belt ply |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58206401A JPS58206401A (en) | 1983-12-01 |
| JPH0555321B2 true JPH0555321B2 (en) | 1993-08-16 |
Family
ID=14014417
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57091006A Granted JPS58206401A (en) | 1982-05-27 | 1982-05-27 | Radial tire for passenger car with high angle belt ply |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58206401A (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6115604U (en) * | 1984-07-02 | 1986-01-29 | 住友ゴム工業株式会社 | radial tires |
| US5076336A (en) * | 1987-08-27 | 1991-12-31 | Bridgestone Corporation | Pneumatic tire with a reinforcing layer formed by spirally hooping two continuous materials |
| JPH01109108A (en) * | 1987-10-21 | 1989-04-26 | Bridgestone Corp | High performance pneumatic radial tire |
| JPH01132404A (en) * | 1987-11-16 | 1989-05-24 | Bridgestone Corp | Pneumatic tyre |
| JPH0199703U (en) * | 1987-12-25 | 1989-07-04 | ||
| US5069714A (en) * | 1990-01-17 | 1991-12-03 | Quebec Metal Powders Limited | Segregation-free metallurgical powder blends using polyvinyl pyrrolidone binder |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5579704A (en) * | 1978-12-11 | 1980-06-16 | Sumitomo Rubber Ind Ltd | Radial tire for automobile |
| JPS55160605A (en) * | 1979-05-30 | 1980-12-13 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JPS56146402A (en) * | 1980-03-24 | 1981-11-13 | Goodyear Tire & Rubber | Pneumatic tire |
-
1982
- 1982-05-27 JP JP57091006A patent/JPS58206401A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5579704A (en) * | 1978-12-11 | 1980-06-16 | Sumitomo Rubber Ind Ltd | Radial tire for automobile |
| JPS55160605A (en) * | 1979-05-30 | 1980-12-13 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JPS56146402A (en) * | 1980-03-24 | 1981-11-13 | Goodyear Tire & Rubber | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58206401A (en) | 1983-12-01 |
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