JPH0717220A - Radial tire for high speed and heavy load - Google Patents
Radial tire for high speed and heavy loadInfo
- Publication number
- JPH0717220A JPH0717220A JP5190792A JP19079293A JPH0717220A JP H0717220 A JPH0717220 A JP H0717220A JP 5190792 A JP5190792 A JP 5190792A JP 19079293 A JP19079293 A JP 19079293A JP H0717220 A JPH0717220 A JP H0717220A
- Authority
- JP
- Japan
- Prior art keywords
- ply
- turn
- bead
- tire
- hoisting
- 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.)
- Granted
Links
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、ビード部の損傷、特に
カーカスプライ端部の剥離を抑制でき、耐久性を高めう
る高速重荷重用タイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a high-speed heavy-duty tire capable of suppressing damage to a bead portion, especially peeling off of a carcass ply end portion and enhancing durability.
【０００２】[0002]
【従来の技術】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のも
のが採用されつつある。2. Description of the Related Art In recent years, structural durability of tires used under high load and high speed conditions, such as aircraft tires,
A radial structure is being adopted to improve driving performance and fuel efficiency.
【０００３】しかしこのような航空機用ラジアルタイヤ
では、前述の如く高荷重条件下で使用されるためビード
部における曲げ変形が大であり、従って離着時における
衝撃高速走行及びブレーキングの際、ビード部に大きな
応力が作用し、その内部温度が大巾に上昇し、カーカス
プライの端部に剥離が生じるなどビード部に損傷を発生
させる。However, in such a radial tire for an aircraft, since the bead portion is largely bent and deformed because it is used under a high load condition as described above, the bead is subjected to the impact high speed running at the time of taking off and landing and the braking. A large stress acts on the portion, the internal temperature rises greatly, and the bead portion is damaged, such as peeling off at the end portion of the carcass ply.
【０００４】又、滑走路間等を移動するタクシー走行に
おいても、低速ではあるが長時間走行した際には同様に
ビード部の内部温度が高まり、カーカスのプライ端近傍
においての剥離、タイヤ外皮が開口するなどの損傷を招
来する。Also in taxi traveling between runways and the like, when traveling at a low speed for a long time, the internal temperature of the bead portion similarly rises, causing peeling near the ply end of the carcass and tire skin. It causes damage such as opening.
【０００５】従って近年この温度上昇を抑制し、前記損
傷を防止するためにビード部に低発熱性のゴムを用いる
ことが行われている。Therefore, in recent years, in order to suppress the temperature rise and prevent the damage, a rubber having a low heat generation is used for the bead portion.
【０００６】[0006]
【発明が解決しようとする課題】しかしながらこのよう
なゴムを使用しても、左右一対のタイヤのうち片方のタ
イヤがパンクした場合などの異状状態での走行において
は、ビード部の損傷が起こりうることが判明した。However, even if such a rubber is used, the bead portion may be damaged when traveling in an abnormal state such as when one of the pair of left and right tires is flat. It has been found.
【０００７】発明者らは前記問題点を解決すべく、米国
航空局規格ＴＳＯ−Ｃ６２ｃに基づいて実験を重ねた結
果、ビード部の曲げ変形に起因する局部的な発熱によ
り、カーカスプライの端部の位置によってビード部に大
きな損傷を与えることを知り得た。即ちビード部は、リ
ムに嵌着しており、ビード部が変形する際にはリムフラ
ンジの保持されることによって、局部的に大きな曲げが
作用するのであるが、カーカスのプライ端を、この大き
な曲げ変形位置を避けて、即ち発熱の少ない位置に配設
することによりビード部の耐久性を大巾に向上しうるこ
とを見出した。As a result of repeated experiments based on the United States Civil Aviation Bureau standard TSO-C62c in order to solve the above-mentioned problems, the inventors have found that local heat generation due to bending deformation of the bead portion causes end portions of the carcass ply. It was learned that the position of s would cause major damage to the bead. That is, the bead portion is fitted to the rim, and when the bead portion is deformed, the rim flange is held, so that a large bending locally acts. It has been found that the durability of the bead portion can be greatly improved by avoiding the bending deformation position, that is, by disposing it at a position where heat generation is small.
【０００８】本発明は、カーカスのプライ端の位置を規
制することを基本として、ビード部におけるカーカスプ
ライの損傷を防止でき、耐久性を向上しうる高速重荷重
用ラジアルタイヤの提供を目的としている。An object of the present invention is to provide a radial tire for high-speed heavy load, which is capable of preventing damage to the carcass ply at the bead portion and improving durability based on the restriction of the position of the ply end of the carcass.
【０００９】[0009]
【課題を解決するための手段】本発明は、トレッド部か
ら両側にのびサイドウォール部をへてビード部に至る本
体部とこの本体部に連なる前記ビード部のビードコアを
タイヤ軸方向内側から外側に巻上げる折返し部とを設け
た複数の巻上げプライからなる内層及びこの内層のタイ
ヤ軸方向外側で前記トレッド部からサイドウォール部を
へてビード部の前記ビードコアの半径方向内方までのび
る巻下げプライからなる外層を具えるカーカス、および
カーカスの半径方向外方かつトレッド部の内方に配され
るベルト層を具えるとともに、リム組みしかつ正規内圧
を充填しかつ正規の最大荷重の２００％の荷重を負荷す
ることによりリムのフランジ上に倒れ込んだビード部の
リムのフランジから離れ始める点を倒れ離間点とすると
ともに、前記荷重を除去した無負荷状態において前記倒
れ離間点を通り内層の前記本体部の厚さ中間点を結ぶ厚
さ中間線に直交する基準線Ｘ、および、ビードコアの半
径方向外端からこのビードコアの直径の０．２５倍の距
離を半径方向外方に隔てる外点Ｐを通るタイヤ軸に平行
な外方線Ｙと、前記ビードコアの半径方向内端を通るタ
イヤ軸に平行な内方線Ｚとが挟む下方域Ｅにおいて、
内層は、折返し部の外端が前記下方域Ｅ内に位置する少
なくとも１枚の低ターンの前記巻上げプライと、折返し
部の外端が前記基準線Ｘの半径方向外方に位置する残り
の高ターンの前記巻上げプライとからなる高速重荷重用
ラジアルタイヤである。According to the present invention, a main body portion extending from a tread portion to both sides from a tread portion to a bead portion and a bead core of the bead portion connected to the main body portion are provided from an inner side to an outer side in a tire axial direction. From an inner layer made up of a plurality of winding plies provided with a turn-up portion and a lowering ply extending from the tread portion to the sidewall portion on the outer side in the tire axial direction of the inner layer to the radially inner side of the bead core of the bead portion. With a carcass that has an outer layer and a belt layer that is arranged radially outward of the carcass and inside the tread portion, and that has a rim assembled and is filled with normal internal pressure and has a load of 200% of the normal maximum load. The point that begins to separate from the rim flange of the bead portion that has fallen onto the rim flange by loading In the removed no-load state, a reference line X that passes through the collapse separation point and is orthogonal to the thickness midline connecting the thickness midpoints of the main body portions of the inner layers, and the diameter 0 of the bead core from the outer end in the radial direction of the bead core. The lower side sandwiched by an outer line Y parallel to the tire axis passing through the outer point P that radially separates the distance by 25 times and an inner line Z parallel to the tire axis passing through the radially inner end of the bead core. In zone E,
The inner layer includes at least one low-turn winding ply in which the outer end of the folded portion is located in the lower region E, and the remaining height in which the outer end of the folded portion is located radially outward of the reference line X. A radial tire for high-speed heavy load, comprising the winding ply of a turn.
【００１０】なお高ターンの巻上げプライの折返し部の
外端は、前記基準線Ｘの外方に、しかもビードベースか
らの高さをリムのフランジ高さＨの１．７倍以上とする
のが好ましい。The outer end of the folded portion of the winding ply having a high turn is located outside the reference line X, and the height from the bead base is 1.7 times or more the flange height H of the rim. preferable.
【００１１】[0011]
【作用】カーカスは巻上げプライからなる内層と、巻下
げプライからなる外層とを具えたいわゆるアップ、ダウ
ン構成をなす。これによりタイヤ内腔に高内圧が長期に
亘って付加された場合であっても、この内圧による巻上
げプライの折返し部端部の抜け出すのを巻下げプライに
よって抑制でき、前記折返し部の剥離を防止することが
出来る。The carcass has a so-called up-down structure having an inner layer made of a wound ply and an outer layer made of a wound ply. As a result, even when a high internal pressure is applied to the tire lumen for a long period of time, the falling ply can prevent the end of the folded-back portion of the winding ply from coming off due to this internal pressure, and the peel-off of the folded portion can be prevented. You can do it.
【００１２】又、内層は、少なくとも１枚からなる低タ
ーンの巻上げプライの外端を下方域Ｅに位置させ残りの
高ターンの巻上げプライの折返し部の外端を基準線Ｘの
半径方向外方に位置させている。このように、基準線Ｘ
と、外方線Ｙとの間を避けて巻上げプライの外端を位置
させたのは、次の理由に基づく。In the inner layer, the outer end of the low-turn winding ply made of at least one sheet is located in the lower region E, and the outer end of the folded portion of the remaining high-turn winding ply is located radially outward of the reference line X. Is located in. Thus, the reference line X
The outer end of the winding ply is positioned so as to avoid the gap between the outer line Y and the outer line Y for the following reason.
【００１３】基準線Ｘと、外方線Ｙとの間に多数の巻上
げプライが存在するときには、巻下げプライの厚さ方向
中間点ｍａを結ぶ中心線ｎａと、カーカス６の曲げ中立
線ｌとの間の距離ｊが大となり、この距離ｊが大きくな
れば巻下げプライに生じる圧縮歪みも大きくなるため、
巻下げプライの局部的なコードの強力低下および破断が
生じやすくビード部の耐久性を低下させることとなる。When a large number of hoisting plies are present between the reference line X and the outer line Y, a center line na connecting the midpoints ma in the thickness direction of the hoisting plies and a bending neutral line 1 of the carcass 6 are formed. The distance j between the two becomes large, and if this distance j becomes large, the compression strain generated in the unwinding ply also becomes large.
Local strength reduction and breakage of the cord of the unwinding ply are liable to occur, and durability of the bead portion is reduced.
【００１４】しかし、巻上げプライの外端をすべて外方
線Ｙよりも内端に位置させると、高内圧により巻上げプ
ライの折返し部の端部が抜け出すのを巻下げプライによ
って抑制する効果が低下し、前記折返し部における剥離
の発生を充分に防止できない。従って、少なくとも１枚
以上の高ターンの巻上げプライが必要となる。However, if all the outer ends of the winding ply are located on the inner side of the outer line Y, the effect of suppressing the end of the folded-up portion of the winding ply from coming off due to the high internal pressure is lowered. However, the occurrence of peeling at the folded-back portion cannot be sufficiently prevented. Therefore, at least one or more high turn-up winding plies are required.
【００１５】しかしビード部４の基準線Ｘと外方線Ｙと
の間の領域は、例えば離着陸時等において図１に一点鎖
線で示す如く、大きな曲げ変形が生じるところであり、
又この曲げ変形によって温度上昇も著しい。従ってこの
範囲に巻上げプライの折返し部の外端を位置させること
は、短期に該外端から剥離が生じることとなる。However, the area between the reference line X and the outer line Y of the bead portion 4 is where large bending deformation occurs as shown by the alternate long and short dash line in FIG. 1 at the time of takeoff and landing, for example.
Moreover, the temperature rise is remarkable due to this bending deformation. Therefore, if the outer end of the folded-back portion of the winding ply is positioned in this range, peeling will occur from the outer end in a short period of time.
【００１６】従って前記外端の位置を曲げ変形の少ない
基準線Ｘよりも半径方向外方に位置させねばならない。Therefore, the position of the outer end must be located radially outward from the reference line X with less bending deformation.
【００１７】なお高ターン巻上げプライの折返し部の外
端のビードベースからの高さをリムのフランジ高さＨの
１．７倍以上とした場合には、ビード部の曲げ変形によ
り該外端の引きずり及び温度上昇の影響がさらに少なく
なり、高ターン巻上げプライの折返し部の外端に剥離が
発生するのを一層抑制しうる。When the height of the outer end of the folded portion of the high turn winding ply from the bead base is 1.7 times or more of the flange height H of the rim, the bead portion is bent and deformed to bend the outer end. The influence of dragging and temperature rise is further reduced, and the occurrence of peeling at the outer end of the folded portion of the high turn winding ply can be further suppressed.
【００１８】本発明において、２００％の荷重が負荷さ
れた場合を基準としたのは、離着陸時に一対のタイヤの
うち片方のタイヤがパンクした場合などにおいて正規負
荷をこえる力が衝撃的に加わることも予想されるのでこ
のような異状荷重が作用した場合であってもタイヤの損
傷の発生を防ぐためである。In the present invention, the case where a load of 200% is applied is based on the fact that when one of the pair of tires punctures during takeoff and landing, a force that exceeds the normal load is shocked. This is to prevent damage to the tire even when such an abnormal load is applied.
【００１９】他方、低ターンの巻上げプライの外端が内
方線Ｚの内方に位置するときには、これらの低ターンの
巻上げプライの折返し代が不足し、その外端から剥離が
生じやすい。On the other hand, when the outer ends of the low-turn winding plies are located inward of the inner line Z, the folding margins of these low-turn winding plies are insufficient, and peeling easily occurs from the outer ends.
【００２０】なお１枚の低ターンの巻上げプライ又は１
枚の高ターンの巻上げプライの各外端が外方線Ｙの外方
かつ基準線Ｘの内方に位置しているならば、この１枚の
巻上げプライから剥離が発生し、他の巻上げプライの剥
離を誘発することとなるので低ターンの巻上げプライ及
び高ターンの巻上げプライの総てが前記構成を充足する
必要がある。It should be noted that one low turn winding ply or one
If the outer ends of one high-turn winding ply are located outside the outer line Y and inside the reference line X, peeling occurs from this one winding ply and the other winding ply Therefore, all of the low-turn winding ply and the high-turn winding ply need to satisfy the above configuration.
【００２１】このように本願発明は、前記各構成が有機
的かつ一体化することにより、タイヤに異状な大荷重が
作用し、ビード部に大きな曲げ応力が加わった場合であ
ってもカーカスを構成するカーカスプライの剥離を防止
でき、ビード部の耐久性を向上しうるのである。As described above, according to the present invention, the carcass is constituted by organically integrating the above-mentioned constitutions even if a large unusual load is applied to the tire and a large bending stress is applied to the bead portion. The peeling of the carcass ply can be prevented, and the durability of the bead portion can be improved.
【００２２】[0022]
【実施例】以下本発明の一実施例が航空機タイヤである
場合を例にとり、図面に基づき説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings, taking the case of an aircraft tire as an example.
【００２３】正規リムＲに取付きかつ正規内圧を充填し
た正規内圧状態を示す図１において、高速重荷重用ラジ
アルタイヤ１は、トレッド部２と、その両端からタイヤ
半径方向内方にのびるサイドウォール部３と、各サイド
ウォール部３の内方端に位置するビード部４とを具え
る。又各ビード部４は、リング状のビードコア５によっ
て補強される一方、ビードコア５、５間にはカーカス９
が架け渡されるとともに、該カーカス９の半径方向外方
にはベルト層１０が巻装され、かつカーカス９とベルト
層１０との間には、カットブレーカ層１１が配される。In FIG. 1, which shows a normal internal pressure state in which the normal rim R is attached and the normal internal pressure is filled, a high speed heavy load radial tire 1 includes a tread part 2 and sidewall parts extending inward in the tire radial direction from both ends thereof. 3 and a bead portion 4 located at the inner end of each sidewall portion 3. Further, each bead portion 4 is reinforced by a ring-shaped bead core 5, while a carcass 9 is provided between the bead cores 5, 5.
The belt layer 10 is wound around the carcass 9 in the radial direction, and the cut breaker layer 11 is disposed between the carcass 9 and the belt layer 10.
【００２４】前記カーカス９は、トレッド部２から両側
にのびサイドウォール部３をへてビード部４に至る本体
部６ａ及びこの本体部６ａに連なり前記ビード部４のビ
ードコア５の廻りでタイヤの内側から外側に巻上げる折
返し部６ｂを設けた複数枚、例えば４枚の巻上げプライ
６Ａからなる内層６と、この内層の外側に配されるとと
もに前記トレッド部２からサイドウォール部３をへてビ
ード部４の前記ビードコア５の半径方向内方までのび
る、本実施例では前記巻上げプライ６Ａの前記折返し部
６ｂのタイヤ軸方向外側をのびる１枚又は複数枚、本例
では２枚の巻下げプライ７Ａからなる外層７とを具え
る。巻上げプライ６Ａ及び巻下げプライ７Ａは、ナイロ
ン、レーヨン、ポリエステル、芳香族ポリアミド等の有
機繊維からなるカーカスコードをタイヤ赤道Ｃに対して
７５〜９０度、本例では８５度の角度で配列してなり、
各プライ６Ａ、７Ａは、カーカスコードがプライ間相互
で交差するごとく向きを違えて配される。The carcass 9 extends from the tread portion 2 to both sides and extends to the bead portion 4 through the sidewall portion 3 and the main body portion 6a. The carcass 9 is connected to the main body portion 6a and the bead core 5 of the bead portion 4 surrounds the inside of the tire. From the tread portion 2 to the sidewall portion 3 and the bead portion, which is arranged outside the inner layer 6 and includes a plurality of winding plies 6A, for example, four winding plies 6A. 4 extending inward in the radial direction of the bead core 5, in the present embodiment, one or a plurality of extending downwardly in the tire axial direction of the folded-back portion 6b of the winding ply 6A, in this example, two lowering plies 7A. And an outer layer 7 consisting of. The hoisting ply 6A and the hoisting ply 7A have carcass cords made of organic fibers such as nylon, rayon, polyester, and aromatic polyamide arranged at an angle of 75 to 90 degrees with respect to the tire equator C, and 85 degrees in this example. Becomes
The plies 6A and 7A are arranged in different directions so that the carcass cords cross each other.
【００２５】なおビードコア５のタイヤ半径方向外方に
は、先細状にのびる硬質のビードエーペックス１８を設
け、巻上げプライ６Ａとその折返し部６ｂおよび巻下げ
プライ７Ａとの間に働く剪断力を緩和させている。A hard bead apex 18 that extends in a tapered shape is provided on the outer side of the bead core 5 in the radial direction of the tire to reduce the shearing force acting between the winding ply 6A and the folded-back portion 6b and the lowering ply 7A. ing.
【００２６】前記ベルト層１０は、カーカス９側からト
レッド面側に向かって順次積重ねられる複数枚本例では
８枚のベルトプライ…からなり、又各ベルトプライは、
タイヤ軸方向のプライ巾をその外側で隣り合うベルトプ
ライのプライ巾よりも大に設定している。又各ベルトプ
ライ…は、ナイロン、レーヨン、ポリエステル、芳香族
ポリアミド、カーボン等の有機又は無機繊維を用いたベ
ルトコードをタイヤ赤道Ｃに対して、本例ではタイヤ赤
道Ｃに対して略平行に配列している。The belt layer 10 comprises a plurality of belt plies in this example, which are sequentially stacked from the carcass 9 side toward the tread surface side, and each belt ply comprises:
The ply width in the tire axial direction is set larger than the ply widths of the belt plies that are adjacent to each other on the outer side. In each belt ply, the belt cords made of organic or inorganic fibers such as nylon, rayon, polyester, aromatic polyamide and carbon are arranged substantially parallel to the tire equator C, in this example the tire equator C. is doing.
【００２７】カットブレーカ層１１は、ナイロン、レー
ヨン、ポリエステル、芳香族ポリアミド、カーボン等有
機又は無機繊維を用いたブレーカコードをタイヤ赤道Ｃ
に対して２５度以下、本例では１９度に傾けて配列した
１枚又は複数枚、本例では２枚のブレーカプライによっ
て形成される。各ブレーカプライは、そのブレーカコー
ドがプライ間で相互に交差するよう向きを違えて配して
いる。The cut breaker layer 11 is a tire equator C made of a breaker cord using organic or inorganic fibers such as nylon, rayon, polyester, aromatic polyamide and carbon.
On the other hand, it is formed by one or a plurality of breaker plies arranged at an angle of 25 degrees or less, in this example, 19 degrees, in this example, two breaker plies. Each breaker ply is oriented so that its breaker cords cross each other between the plies.
【００２８】ビード部４にあっては、前記巻上げプライ
６Ａの折返し部６ｂ外端の位置を規制するに際して、そ
の基準となる線及び範囲を次の如く設定している。In the bead portion 4, when the position of the outer end of the folded portion 6b of the winding ply 6A is regulated, the reference line and range are set as follows.
【００２９】タイヤをリム組みしかつ正規内圧を充填す
るとともに、正規の最大荷重の２００％の荷重を負荷す
ることによりリムＲのフランジＲＦの上に倒れ込んだビ
ード部４（図１に一点鎖線で示す）の前記フランジＲＦ
から離れ始める点を倒れ離間点Ｋとし、前記荷重を除去
した無負荷状態において、図２に示す如くビード部４の
外面４Ａに位置する前記倒れ離間点Ｋを通りかつ内層６
の前記本体部６ａの厚さ中間点Ｍを結ぶ厚さ中間線Ｎに
直交する線を基準線Ｘと定義する。A bead portion 4 (indicated by a chain line in FIG. 1) that has fallen on the flange RF of the rim R by assembling the tire on the rim and filling it with the regular internal pressure and by applying a load of 200% of the regular maximum load. Shown) said flange RF
When the load is removed and the load is removed, the point that starts to separate from the slab is set to the fall separation point K, and the inner layer 6 passes through the fall separation point K located on the outer surface 4A of the bead portion 4 as shown in FIG.
A line orthogonal to the thickness intermediate line N connecting the thickness intermediate points M of the body portion 6a is defined as a reference line X.
【００３０】又、前記ビードコア５の半径方向外端Ｏか
らこのビードコア５の直径Ｄの０．２５倍の距離を半径
方向外方に隔てる外点Ｐを通るタイヤ軸に平行な外方線
Ｙと、前記ビードコア５の半径方向内端Ｑを通るタイヤ
軸に平行な内方線Ｚとが挟む範囲を下方域Ｅと定義す
る。Also, an outer line Y parallel to the tire axis passing through an outer point P that radially separates a distance 0.25 times the diameter D of the bead core 5 from the outer end O of the bead core 5 in the radial direction. A range sandwiched by an inward line Z parallel to the tire axis passing through the radially inner end Q of the bead core 5 is defined as a lower region E.
【００３１】そこで内層６は、該内層６を構成する巻上
げプライ６Ａが折返し部６ｂの半径方向の外方に位置す
る折返し部の外端Ｇが前記下方域Ｅ内に位置する少なく
とも１枚、本例では２枚の低ターンの巻上げプライ１２
と、折返し部の外端Ｊが前記基準線Ｘの半径方向外方に
位置する残りの、本例では２枚の高ターンの巻上げプラ
イ１３とによって形成される。Therefore, the inner layer 6 has at least one piece in which the winding ply 6A constituting the inner layer 6 is located radially outward of the folding part 6b and the outer end G of the folding part is located in the lower region E. In the example, two low turn hoisting plies 12
And the outer end J of the folded-back portion is formed by the remaining, in this example, two high-turn winding plies 13 located radially outward of the reference line X.
【００３２】なお図３に示す如く、前記高ターンの巻上
げプライ１３の折返し部６ｂの外端Ｊが前記基準線Ｘの
半径方向外方に位置し、しかもビードベースを通るタイ
ヤ軸に平行な線分であるビードベースラインＬからの高
さＬＨをリムＲの前記フランジＲＦの高さＨの１．７倍
異状とするのが好ましい。このように高ターンの巻上げ
プライ１３の折返し部６ｂの外端をさらに高くすること
によって、タイヤに過大な負荷が作用することによって
生じるビード部４の大きな曲げ変形に対して、前記外端
Ｊが基準線Ｘからさらに遠ざかることにより、該外端Ｊ
は曲の影響がさらに減じ高ターンの巻上げプライ１３の
折返し部６ｂに剥離が生じるのを一層確実に防ぐことが
出来る。As shown in FIG. 3, the outer end J of the folded-back portion 6b of the high-turn winding ply 13 is located radially outward of the reference line X, and is parallel to the tire axis passing through the bead base. It is preferable that the height LH from the bead base line L, which is a minute portion, is different from the height H of the flange RF of the rim R by 1.7 times. By further raising the outer end of the folded-back portion 6b of the high-turn winding ply 13 as described above, the outer end J is prevented from undergoing a large bending deformation of the bead portion 4 caused by an excessive load acting on the tire. By moving away from the reference line X, the outer end J
The influence of bending is further reduced, and peeling of the folded-back portion 6b of the high-turn winding ply 13 can be more reliably prevented.
【００３３】さらに本実施例では、前記ビード部３に、
カーカス９の外層７の外表面Ｓ、本例では巻下げプライ
７ＡのリムＲと向き合う外向き面に沿ってヒールフィラ
１４を設けている。Further, in this embodiment, the bead portion 3 is
A heel filler 14 is provided along an outer surface S of the outer layer 7 of the carcass 9, that is, an outer surface facing the rim R of the unwinding ply 7A in this example.
【００３４】該ヒールフィラ１４は１枚以上、本例では
１枚の補強プライから形成され、該補強プライとして
は、ナイロン、ポリエステル、芳香族ポリアミド繊維等
の有機繊維からなり、かつタイヤ円周方向に対して４５
度以上かつ９０度以下の角度で配列される補強コードを
トッピングゴム中に埋着したシート体をなす。The heel filler 14 is formed of one or more, in this example, one reinforcing ply, and the reinforcing ply is made of organic fiber such as nylon, polyester, aromatic polyamide fiber, and the like. Against 45
A reinforcing cord arranged at an angle of 90 degrees or more and 90 degrees or less is embedded in a topping rubber to form a sheet body.
【００３５】なおヒールフィラ１４が配設される領域
は、高剛性のヒードコア５及びリムＲのフランジＲＦに
よって支持されているため、タイヤが負荷状態にあって
もビード変形のない安定領域であり、従ってこのヒール
フィラ１４はカーカス９の内層６、外層７の負荷による
移動を阻止でき巻下げプライ７Ａの先端及び巻上げプラ
イ６Ａの外端における剥離を防止しうる。The region in which the heel filler 14 is disposed is a stable region in which the bead deformation does not occur even when the tire is under load, because it is supported by the highly rigid heel core 5 and the flange RF of the rim R. Therefore, the heel filler 14 can prevent the inner layer 6 and the outer layer 7 of the carcass 9 from moving due to the load, and can prevent the tip end of the lowering ply 7A and the outer end of the hoisting ply 6A from being separated.
【００３６】又、高速重荷重用ラジアルタイヤ１におい
て、前記低ターンの巻上げプライ１２は、少なくとも１
枚、例えば図４に示すように２枚が高ターンの巻き上げ
プライ１３、１３の間で挟まれるよう形成してもよい。
このような構成とすることにより、低ターンの巻上げプ
ライ１２の折返し部の外端Ｇが高ターンの巻き上げプラ
イ１３によって、一層強固に拘束され該外端Ｇの剥離を
一層高めることが出来る。In the radial tire 1 for high-speed heavy load, the low-turn hoisting ply 12 has at least 1
Alternatively, two sheets, for example, two sheets as shown in FIG. 4, may be formed so as to be sandwiched between the high-turn winding plies 13, 13.
With such a configuration, the outer end G of the folded portion of the low-turn winding ply 12 is more firmly restrained by the high-turn winding ply 13, and the peeling of the outer end G can be further enhanced.
【００３７】さらに図５に示すように、前記低ターンの
巻上げプライ１２において、少なくとも１枚、例えば２
枚の折返し部６ｂが、高ターンの巻上げプライ１３の折
返し部６ｂと、巻下げプライ７Ａとの間で挟まれるよう
形成してもよい。Further, as shown in FIG. 5, in the low-turn winding ply 12, at least one, for example, 2
The folded portion 6b may be formed so as to be sandwiched between the folded portion 6b of the high-turn winding ply 13 and the lowering ply 7A.
【００３８】さらに又、図６に示すように低ターン巻上
げプライ１２は、その少なくとも１枚、本例では２枚の
折返し部６ｂが巻下げプライ間７Ａ、７Ａで挟まれるよ
う形成することも出来る。Further, as shown in FIG. 6, the low turn winding ply 12 can be formed so that at least one of the folded-back portions 6b, in this example, two folded-back portions 6b are sandwiched between the lowering plies 7A and 7A. .
【００３９】図５、図６に示す態様のものにあっては、
図４のものと同様に、低ターンの巻上げプライの折返し
部６ｂが外端Ｇが他のプライによって挟まれているた
め、ビード部４の曲げ変形による前記外端Ｇの剥離をよ
り確実に防止しうる。In the embodiment shown in FIGS. 5 and 6,
As in the case of FIG. 4, since the outer end G of the folded portion 6b of the low-turn winding ply is sandwiched by the other plies, peeling of the outer end G due to bending deformation of the bead portion 4 is more reliably prevented. You can.
【００４０】なお図４、５、６に示す態様のものについ
ては、低ターンの各巻上げプライ１２における折返し部
６ｂの外端Ｇは、前記下方域Ｅ内に存在することはいう
までもない。In the embodiment shown in FIGS. 4, 5 and 6, it goes without saying that the outer end G of the folded-back portion 6b of each low-turn winding ply 12 exists in the lower region E.
【００４１】このように本発明の高速重荷重用ラジアル
タイヤは種々な態様のものに変形できる。As described above, the radial tire for high speed heavy load of the present invention can be modified into various forms.
【００４２】[0042]
【具体例】タイヤサイズが４６×１７Ｒ２０でありかつ
図１に示す全体構成を有し、かつ図２、３、４、５に示
す巻上げ構成からなるタイヤ（実施例１〜５）について
表１に示す仕様で試作するとともに、その性能について
テストを行った。なお本願構成以外のタイヤ（比較例１
〜４）についても併せてテストを行いその性能を比較し
た。[Examples] Table 1 shows tires (Examples 1 to 5) each having a tire size of 46 × 17R20 and having the entire structure shown in FIG. 1 and having the winding structure shown in FIGS. A prototype was made with the specifications shown, and the performance was tested. In addition, tires other than the configuration of the present application (Comparative Example 1
4) were also tested and their performances were compared.
【００４３】Ａ）テスト１ ドラム試験機を用いて、各テストタイヤに１５．６kg／
cm2 の内圧を付与しかつ２６３００kgの荷重を加え６４
km／Ｈの速度で走行させるとともに、表１に示す走行距
離を走行させテストを終了したのちタイヤを解体して内
部損傷を調査した。表中走行距離は実施例１を１００と
する指数で表示し、数値が大きいほど走行距離が長いこ
とを示す。テスト結果を表１に示す。A) Test 1 Using a drum tester, 15.6 kg / for each test tire
Applying an internal pressure of cm 2 and a load of 26300 kg, 64
While running at a speed of km / H and running the running distances shown in Table 1, the test was completed, and then the tires were disassembled to investigate internal damage. In the table, the traveled distance is shown as an index with Example 1 being 100, and the larger the value, the longer the traveled distance. The test results are shown in Table 1.
【００４４】[0044]
【表１】 [Table 1]
【００４５】テストの結果巻上げプライの折返し部外端
の位置を下方域Ｅと基準線Ｘの外方とに分散し位置させ
た実施例１〜５のものは比較例のものに比べて剥離の発
生が少なく、顕著に走行距離を伸ばしうることが確認出
来た。As a result of the test, those of Examples 1 to 5 in which the positions of the outer ends of the folded-back portions of the winding ply are dispersed in the lower region E and the outside of the reference line X are more peeled than those of the comparative example. It was confirmed that the number of occurrences was small and the mileage could be significantly extended.
【００４６】Ｂ）テスト２ 図１、２に示す構成を有し、表１に示す各構成のタイヤ
について、テスト１と同様にドラム試験機を用いて、各
タイヤに１５．６kg／cm2 の内圧と４６２００kgの荷重
を加え６４km／Ｈの速度で６．４km走行させた後、巻下
げプライのカーカスコードの残存強力と、タイヤの損傷
状況を調査した。又走行直後のビード部の温度分布も併
せて調査した。B) Test 2 For the tires having the constitutions shown in FIGS. 1 and 2 and having the constitutions shown in Table 1, a drum tester was used in the same manner as in Test 1, and 15.6 kg / cm 2 was applied to each tire. After running 6.4 km at a speed of 64 km / H with an internal pressure and a load of 46200 kg, the remaining strength of the carcass cord of the unwinding ply and the tire damage were investigated. The temperature distribution of the bead portion immediately after running was also investigated.
【００４７】温度分布は図1 に示すようにビードコア５
の中心から該ビードコア５の直径の０．２５倍ずつ半径
方向外方に隔てる点を通るタイヤ軸に平行な複数の軸方
向線ｔ６…ｔ１において、ビード部４のタイヤ軸方向外
側と内側との間の温度分布を測定した。又その測定結果
を図１２に示す。The temperature distribution is as shown in FIG.
At a plurality of axial lines t6 ... t1 parallel to the tire axis passing through points radially outward from the center of the bead core by 0.25 times the diameter of the bead core 5, the outer side and the inner side of the bead portion 4 in the axial direction of the tire are The temperature distribution between them was measured. The measurement results are shown in FIG.
【００４８】残存強力は、走行後の巻下げプライコード
の残存強力を実施例１を１００とする指数で示した。テ
ストの結果を表１に示す。The residual strength is shown by an index with the residual strength of the unwinding ply cord after running as 100 in Example 1. The test results are shown in Table 1.
【００４９】[0049]
【発明の効果】叙上の如く本発明の高速重荷重用ラジア
ルタイヤは、前記構成を具えることにより、タイヤに異
状な大荷重が作用し、ビード部に大きな曲げ荷重が加わ
った場合でもカーカスの端部を曲げによる発熱位置から
遠ざけることによって、剥離を防ぎ、耐久性を向上しう
るなど航空機用タイヤとして好適に採用しうる。As described above, the radial tire for high-speed heavy load of the present invention has the above-mentioned structure, and therefore, even if a large unusual load is applied to the tire and a large bending load is applied to the bead portion, By keeping the end portion away from the heat generation position due to bending, peeling can be prevented and durability can be improved, and the tire can be suitably used as an aircraft tire.
【図１】本発明の一実施例を示す断面図である。FIG. 1 is a sectional view showing an embodiment of the present invention.
【図２】そのビード部を拡大して示す部分断面図であ
る。FIG. 2 is a partial cross-sectional view showing an enlarged bead portion thereof.
【図３】他の態様を示す断面図である。FIG. 3 is a cross-sectional view showing another aspect.
【図４】他の態様を示す断面図である。FIG. 4 is a cross-sectional view showing another aspect.
【図５】他の態様を示す断面図である。FIG. 5 is a cross-sectional view showing another aspect.
【図６】他の態様を示す断面図である。FIG. 6 is a sectional view showing another embodiment.
【図７】従来技術を示す断面図である。FIG. 7 is a cross-sectional view showing a conventional technique.
【図８】従来技術を示す断面図である。FIG. 8 is a sectional view showing a conventional technique.
【図９】従来技術を示す断面図である。FIG. 9 is a cross-sectional view showing a conventional technique.
【図１０】従来技術を示す断面図である。FIG. 10 is a sectional view showing a conventional technique.
【図１１】ビード部の温度測定位置を示す断面図であ
る。FIG. 11 is a cross-sectional view showing a temperature measurement position of a bead portion.
【図１２】その温度上昇傾向を示すグラフである。FIG. 12 is a graph showing the temperature rising tendency.
２ トレッド部 ３ サイドウォール部 ４ ビード部 ４Ａ 外面 ６ 内層 ６Ａ 巻上げプライ ６ａ 内層の本体部 ６ｂ 内層の折返し部 ７ 外層 ７Ａ 巻下げプライ ９ カーカス １０ ベルト層 １１ カットブレーカ層 １２ 低ターンの巻上げプライ １３ 高ターンの巻上げプライ Ｄ ビードコアの直径 Ｅ 下方域 Ｇ、Ｊ 折返し部の外端 Ｈ フランジ高さ Ｋ 倒れ離間点 Ｍ 厚さ中間点 Ｎ 厚さ中間線 Ｏ 外端 Ｐ 外点 Ｑ 内端 Ｒ リム ＲＦ リムフランジ Ｘ 基準線 Ｙ 外方線 Ｚ 内方線 2 Tread part 3 Side wall part 4 Bead part 4A Outer surface 6 Inner layer 6A Rolling ply 6a Inner layer body part 6b Inner layer folding part 7 Outer layer 7A Unwinding ply 9 Carcass 10 Belt layer 11 Cut breaker layer 12 Low turn winding ply 13 High Winding ply of the turn D Diameter of the bead core E Lower area G, J Outer end of the folded portion H Flange height K Falling separation point M Thickness middle point N Thickness middle line O Outer end P Outer point Q Inner end R rim RF rim Flange X Reference line Y Outer line Z Inner line
Claims (5)
部をへてビード部に至る本体部とこの本体部に連なり前
記ビード部のビードコアをタイヤ軸方向内側から外側に
巻上げる折返し部とを設けた複数の巻上げプライからな
る内層及びこの内層のタイヤ軸方向外側で前記トレッド
部からサイドウォール部をへてビード部の前記ビードコ
アの半径方向内方までのびる巻下げプライからなる外層
を具えるカーカス、およびカーカスの半径方向外方かつ
トレッド部の内方に配されるベルト層を具えるととも
に、 リム組みしかつ正規内圧を充填しかつ正規の最大荷重の
２００％の荷重を負荷することによりリムのフランジ上
に倒れ込んだビード部のリムのフランジから離れ始める
点を倒れ離間点とするとともに、前記荷重を除去した無
負荷状態において前記倒れ離間点を通り内層の前記本体
部の厚さ中間点を結ぶ厚さ中間線に直交する基準線Ｘ、
および、ビードコアの半径方向外端からこのビードコア
の直径の０．２５倍の距離を半径方向外方に隔てる外点
Ｐを通るタイヤ軸に平行な外方線Ｙと、前記ビードコア
の半径方向内端を通るタイヤ軸に平行な内方線Ｚとが挟
む下方域Ｅにおいて、 内層は、折返し部の外端が前記
下方域Ｅ内に位置する少なくとも１枚の低ターンの前記
巻上げプライと、折返し部の外端が前記基準線Ｘの半径
方向外方に位置する残りの高ターンの前記巻上げプライ
とからなる高速重荷重用ラジアルタイヤ。1. A main body portion extending from a tread portion to both sides extending from a sidewall portion to a bead portion, and a folded portion continuous with the main body portion for winding a bead core of the bead portion from an inner side to an outer side in a tire axial direction. A carcass comprising an inner layer made up of a plurality of hoisting plies and an outer layer consisting of a hoisting ply extending from the tread portion to the sidewall portion on the tire axial outer side of the inner layer to the radial inner side of the bead core of the bead portion, and The rim flange is provided with a belt layer arranged radially outward of the carcass and inward of the tread portion, and assembled with the rim, filled with the regular internal pressure, and loaded with 200% of the regular maximum load. The point at which the bead portion that has fallen upward starts to separate from the flange of the rim is defined as the fall apart point, and the load is removed in the unloaded state. A reference line X that passes through the tilt separation point and is orthogonal to a thickness intermediate line connecting the thickness intermediate points of the main body portion of the inner layer,
And an outer line Y parallel to the tire axis passing through an outer point P radially outwardly separating a distance of 0.25 times the diameter of the bead core from the radially outer end of the bead core, and a radially inner end of the bead core. In the lower area E sandwiched by the inner line Z parallel to the tire axis passing through the inner layer, the inner layer has at least one low-turn winding ply in which the outer end of the folded portion is located in the lower area E, and the folded portion. Radial tire for high-speed heavy loads, the outer end of which is located outside the reference line X in the radial direction and the remaining winding ply having a high turn.
は、前記基準線Ｘの半径方向外方、しかもビードベース
からの高さをリムのフランジの高さＨの１．７倍以上と
したことを特徴とする請求項１記載の高速重荷重用ラジ
アルタイヤ。2. The outer end of the folded portion of the high-turn winding ply has a height outward from the reference line X in the radial direction and more than 1.7 times the height H of the rim flange. The radial tire for high-speed heavy loads according to claim 1, wherein
も１枚が高ターンの巻上げプライ間で挟まれたことを特
徴とする請求項１又は２記載の高速重荷重用ラジアルタ
イヤ。3. The radial tire for high-speed heavy load according to claim 1, wherein at least one of the low-turn hoisting plies is sandwiched between the high-turn hoisting plies.
も１枚の折返し部が高ターンの巻上げプライの折返し部
と巻下げプライとの間で挟まれたことを特徴とする請求
項１又は２記載の高速重荷重用ラジアルタイヤ。4. The low-turn hoisting ply, wherein at least one turn-up portion is sandwiched between the turn-up portion of the high-turn hoisting ply and the lowering ply. Radial tires for high speed heavy loads.
も１枚の折返し部が巻下げプライ間で挟まれたことを特
徴とする請求項１又は２記載の高速重荷重用ラジアルタ
イヤ。5. The radial tire for high-speed heavy loads according to claim 1, wherein at least one turn-up portion of the low-turn hoisting ply is sandwiched between the hoisting plies.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05190792A JP3081732B2 (en) | 1993-07-02 | 1993-07-02 | Radial tire for high speed heavy load |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05190792A JP3081732B2 (en) | 1993-07-02 | 1993-07-02 | Radial tire for high speed heavy load |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0717220A true JPH0717220A (en) | 1995-01-20 |
| JP3081732B2 JP3081732B2 (en) | 2000-08-28 |
Family
ID=16263820
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP05190792A Expired - Lifetime JP3081732B2 (en) | 1993-07-02 | 1993-07-02 | Radial tire for high speed heavy load |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3081732B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09118113A (en) * | 1995-07-31 | 1997-05-06 | Michelin & Cie | Tire with reinforced bead |
| WO1999001300A1 (en) * | 1997-07-01 | 1999-01-14 | Sumitomo Rubber Industries, Ltd. | Heavy load radial tire |
| JP2003080908A (en) * | 2001-08-31 | 2003-03-19 | Goodyear Tire & Rubber Co:The | Aircraft tire with improved bead structure |
| JP2007045333A (en) * | 2005-08-10 | 2007-02-22 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP2009298401A (en) * | 2008-06-12 | 2009-12-24 | Goodyear Tire & Rubber Co:The | Improved radial tire for aircraft |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6053906B1 (en) * | 2015-12-14 | 2016-12-27 | 株式会社Ｌｏｕｖｒｅｄｏ | Hair Dryer |
-
1993
- 1993-07-02 JP JP05190792A patent/JP3081732B2/en not_active Expired - Lifetime
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH09118113A (en) * | 1995-07-31 | 1997-05-06 | Michelin & Cie | Tire with reinforced bead |
| WO1999001300A1 (en) * | 1997-07-01 | 1999-01-14 | Sumitomo Rubber Industries, Ltd. | Heavy load radial tire |
| US6318431B1 (en) | 1997-07-01 | 2001-11-20 | Sumitomo Rubber Industries, Ltd. | Heavy load radial tire with specified carcass turnup |
| JP2003080908A (en) * | 2001-08-31 | 2003-03-19 | Goodyear Tire & Rubber Co:The | Aircraft tire with improved bead structure |
| US6648041B2 (en) | 2001-08-31 | 2003-11-18 | The Goodyear Tire & Rubber Company | Aircraft tire with improved bead structure |
| US7093635B2 (en) | 2001-08-31 | 2006-08-22 | The Goodyear Tire & Rubber Company | Aircraft tire with improved bead structure |
| US7100655B2 (en) | 2001-08-31 | 2006-09-05 | The Goodyear Tire & Rubber Company | Aircraft tire with improved bead structure |
| JP2007045333A (en) * | 2005-08-10 | 2007-02-22 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP4621091B2 (en) * | 2005-08-10 | 2011-01-26 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP2009298401A (en) * | 2008-06-12 | 2009-12-24 | Goodyear Tire & Rubber Co:The | Improved radial tire for aircraft |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3081732B2 (en) | 2000-08-28 |
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