JPH07228110A - Pneumatic radial tire for construction vehicle - Google Patents
Pneumatic radial tire for construction vehicleInfo
- Publication number
- JPH07228110A JPH07228110A JP6282355A JP28235594A JPH07228110A JP H07228110 A JPH07228110 A JP H07228110A JP 6282355 A JP6282355 A JP 6282355A JP 28235594 A JP28235594 A JP 28235594A JP H07228110 A JPH07228110 A JP H07228110A
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- Prior art keywords
- tire
- ply
- reinforcing
- rubber
- width
- 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.)
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Links
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Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は建設車両用ラジアルタイ
ヤの耐久性能向上技術に関し、特にタイヤサイドの外傷
に対する耐サイドカット性向上に好適な技術に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for improving the durability of radial tires for construction vehicles, and more particularly to a technique suitable for improving side cut resistance against external damage on the tire side.
【０００２】[0002]
【従来の技術】一般に、建設車両用空気入りラジアルタ
イヤは、不整地を走行する機会が多いために、岩石や切
り株による外傷をタイヤサイド部に受けやすい。サイド
カットには、大きく２つのケースがある。一つは衝撃性
カットによるタイヤサイド部のカット貫通によりタイヤ
の空気漏れにつながる場合と二つ目はタイヤがカット受
傷後、そのカット自体が繰り返し変形により大きなカッ
ト傷に成長し、ついには空気漏れに至る場合とである。
従来、これらのトラブルを最小限に抑制するために、建
設車両用空気入りラジアルタイヤにおいては、プライの
折り返し高さをタイヤ最大幅付近にまで延在させるとと
もに、タイヤサイド部の最外層、特に折り返しプライの
外側を中心にタイヤトレッドのバットレス部からタイヤ
ビード部付近まで延在するサイドゴム自体を使用条件に
合わせ耐衝撃カット性に優れたゴムにしたり、耐亀裂成
長性に優れた物性を有するゴムを配設している。（図４
（ａ））更に、カット受傷頻度の高いタイヤサイド部の
メインプライ外側に少なくとも１層の補強コードからな
る補強層を配設することも行われている。（図４
（ｂ））2. Description of the Related Art In general, pneumatic radial tires for construction vehicles are apt to be injured by rocks or stumps on the tire side portions because they often travel on rough terrain. There are two main types of side cuts. One is when the tire cuts through the side of the tire due to an impact cut, which leads to air leakage of the tire, and the second is that after the tire is cut and damaged, the cut itself repeatedly deforms into large cut scratches and finally air leakage. When it comes to.
Conventionally, in order to minimize these problems, in pneumatic radial tires for construction vehicles, the ply turn-up height is extended to the vicinity of the tire maximum width, and the outermost layer of the tire side part, especially the turn-up point The side rubber that extends from the buttress part of the tire tread to the vicinity of the tire bead centering around the outside of the ply is made into rubber with excellent impact cut resistance according to usage conditions, and rubber with physical properties excellent in crack growth resistance. It is arranged. (Fig. 4
(A) Further, it is also practiced to dispose a reinforcing layer composed of at least one layer of reinforcing cord on the outer side of the main ply at the tire side portion where cut damage frequency is high. (Fig. 4
(B))
【０００３】[0003]
【発明が解決しようとする課題】本発明は建設車輌用空
気入りラジアルタイヤの耐サイドカット性改良におい
て、上記従来技術のうち、カット受傷後、繰り返し変形
を受け大きなカット傷に成長し、ついには空気漏れにつ
ながる欠点を有している従来技術に関し、タイヤの耐久
性等の他の諸性能を損なうこと無く、カット傷の成長速
度を抑制する技術を提供することが目的である。DISCLOSURE OF THE INVENTION The present invention is to improve the side cut resistance of a pneumatic radial tire for a construction vehicle. Among the above-mentioned prior art, after the cut damage, it undergoes repeated deformation and grows into a large cut damage, and finally, With respect to the conventional technique having a drawback that leads to air leakage, it is an object to provide a technique for suppressing the growth rate of cut scratches without impairing other performances such as durability of the tire.
【０００４】[0004]
【課題を解決するための手段】請求項１に記載の建設車
両用空気入りラジアルタイヤは、一対のビードコア間に
トロイド状をなして跨がり、ラジアル配列になるゴム被
覆スチールコードのカーカスプライが、前記ビードコア
をタイヤ内側から外側に巻き上げられ、その折り返し高
さがタイヤ高さＨのＨ／２近傍に迄延在する建設車両用
空気入りラジアルタイヤにおいて、タイヤ高さＨのＨ／
２を中心として±０．１Ｈの範囲で、折り返しカーカス
プライとメインプライ間に配設する補強ゴム部材の幅
ｈ、厚さｗが、前記折り返しカーカスプライとメインプ
ライの重なり合う幅（ｈ1 ）、重なり合う部分の厚さ
（ｗ1 ）と次の関係にあり、（１）０．２ｗ1 ≦ｗ≦
１．０ｗ1 （２）０．５ｈ1 ≦ｈ≦１．０ｈ1 、且つ、
前記補強ゴム部材が、（３）高シス−１、４−ポリブタ
ジエンをゴム１００重量部に対し、１０〜８０重量部を
含有し、（４）３００％伸長時のモジュラスＭが６０kg
f ／cm2 ≦Ｍ≦１００kgf／cm2 で、反発弾性係数Ｒが
０．４＜Ｒ＜０．７であることを特徴としている。A pneumatic radial tire for a construction vehicle as set forth in claim 1, wherein a carcass ply of rubber-coated steel cords straddling in a toroidal shape between a pair of bead cores to form a radial arrangement, In a pneumatic radial tire for a construction vehicle, in which the bead core is rolled up from the inside of the tire to the outside and the folding height extends to near H / 2 of the tire height H, the tire height H of H /
The width h and the thickness w of the reinforcing rubber member arranged between the folded carcass ply and the main ply are within a range of ± 0.1 H with 2 as the center, and the overlapping width (h 1 ) of the folded carcass ply and the main ply is It has the following relationship with the thickness (w 1 ) of the overlapping portion, and (1) 0.2w 1 ≤w≤
1.0w 1 (2) 0.5h 1 ≦ h ≦ 1.0h 1 , and
The reinforcing rubber member contains (3) high cis-1,4-polybutadiene in an amount of 10 to 80 parts by weight based on 100 parts by weight of rubber, and (4) a modulus M at 300% elongation of 60 kg.
It is characterized in that f / cm 2 ≦ M ≦ 100 kgf / cm 2 and the coefficient of impact resilience R is 0.4 <R <0.7.
【０００５】請求項２に記載の建設用空気入りラジアル
タイヤは、一対のビードコア間にトロイド状をなして跨
がり、ラジアル配列になるゴム被覆スチールコードのカ
ーカスプライが、前記ビードコアをタイヤ内側から外側
に巻き上げられ、タイヤサイド部に少なくとも一枚のプ
ライコードとは独立したゴム被覆補強コードからなる補
強層を有する建設車両用空気入りラジアルタイヤにおい
て、タイヤ高さＨのＨ／２を中心として±０．１Ｈの範
囲で、前記補強コード層とメインプライ間に配設する補
強ゴム部材の幅ｈ、厚さｗが、前記補強コード層とメイ
ンプライの重なり合う幅及び前記折り返しカーカスプラ
イとメインプライとの重なり合う合計幅（ｈ2 ）、重な
り合う部分の厚さ（ｗ2 ）と次の関係にあり、（１）
０．２ｗ2≦ｗ≦１．０ｗ2 、（２）０．５ｈ2 ≦ｈ≦
１．０ｈ2 、且つ、前記補強ゴム部材が、（３）高シス
−１、４−ポリブタジエンをゴム１００重量部に対し、
１０〜８０重量部を含有し、（４）３００％伸長時のモ
ジュラスＭが６０kgf ／cm2≦Ｍ≦１００kgf ／cm2
で、反発弾性係数Ｒが０．４＜Ｒ＜０．７であることを
特徴としている。In the pneumatic radial tire for construction according to a second aspect of the invention, a carcass ply of rubber-coated steel cords straddling a toroidal shape between a pair of bead cores and forming a radial arrangement has a bead core from the inside to the outside of the tire. A pneumatic radial tire for a construction vehicle having a reinforcing layer composed of a rubber-covered reinforcing cord independent of at least one ply cord wound on the tire side, and ± 0 centering around H / 2 of the tire height H. Within the range of 1H, the width h and the thickness w of the reinforcing rubber member arranged between the reinforcing cord layer and the main ply are such that the overlapping width of the reinforcing cord layer and the main ply, and the folded carcass ply and the main ply. overlapping the total width (h 2), the thickness of the portion overlapping with (w 2) is in the following relationship, (1)
0.2w 2 ≦ w ≦ 1.0w 2 , (2) 0.5h 2 ≦ h ≦
1.0h 2 , and the reinforcing rubber member, (3) high cis-1,4-polybutadiene to 100 parts by weight of rubber,
10 to 80 parts by weight, (4) modulus M at 300% elongation is 60 kgf / cm 2 ≤M ≤100 kgf / cm 2
The impact resilience coefficient R is 0.4 <R <0.7.
【０００６】[0006]
【作用】建設車両用空気入りラジアルタイヤに荷重を加
え、変形させると、タイヤ高さ（Ｈ）の中心（Ｈ／２）
付近が、最もタイヤ外側へ膨出し、該部分が岩石や切り
株からカット傷を受ける機会が多く、且つ、該部タイヤ
表面のタイヤ周方向張力が高い為、カットに対し最も不
利なタイヤ部位である。そこで、建設車両用空気入りラ
ジアルタイヤはカーカスプライ耐久性の確保の為、折り
返しプライをタイヤ最大幅付近にまで延在させることが
一般的で、その結果、岩石等によるカット傷は深い場合
でも、この折り返しプライで食い止めるられていること
が多く、衝撃的カットによるタイヤサイド部貫通の頻度
は大幅に減っている。[Function] When a pneumatic radial tire for a construction vehicle is loaded and deformed, the center of the tire height (H) (H / 2)
The vicinity is the most unfavorable tire part for cutting because it swells to the outermost side of the tire, there are many opportunities for the part to be cut and scratched by rocks and stumps, and the tire circumferential tension on the tire surface is high. . Therefore, in order to ensure the durability of the carcass ply in the pneumatic radial tire for construction vehicles, it is common to extend the folded back ply to the vicinity of the maximum tire width, and as a result, even if the cut scratches due to rocks are deep, It is often stopped by this folded ply, and the frequency of penetrating the tire side part due to shock cutting is greatly reduced.
【０００７】しかし、この事実は、同時にカット傷受傷
後のカット傷の成長による空気漏れ問題が表面化するこ
とになり、如何にカット傷の成長を抑制するかが重要と
なる。建設車両用空気入りラジアルタイヤにあっては、
前記折り返しプライで食い止められたカット傷は、走行
中に受ける周方向張力により、折り返しプライの受傷プ
ライ部への応力集中及び折り返しプライとメインプライ
間の剪断により、一気にタイヤ内層へと進展する。従っ
て、サイドカットによるタイヤ故障を防ぐには、タイヤ
高さＨのＨ／２付近の折り返しプライ内側のカット成長
性を如何に抑制するかにかかっている。However, this fact also causes an air leakage problem due to the growth of cut scratches after receiving cut scratches, and it becomes important how to suppress the growth of cut scratches. For pneumatic radial tires for construction vehicles,
The cut scratches stopped by the turn-up plies are suddenly propagated to the inner layer of the tire due to the circumferential tension received during traveling and the stress concentration on the damaged ply portion of the turn-up plies and the shearing between the turn-up plies and the main ply. Therefore, in order to prevent the tire failure due to the side cut, it depends on how to suppress the cut growth property inside the folded ply in the vicinity of the tire height H of H / 2.
【０００８】本研究者等は、種々の研究結果からカット
成長性が小さい補強ゴム部材として（１）高シス−１、
４−ポリブタジエンをゴム１００重量部に対し１０重量
部以上８０重量部以下を含むゴム組成物で、且つ、
（２）３００％伸長時のモジュラスＭが６０kgf cm2 ≦
Ｍ≦１００kgf ／cm2 で、反発弾性係数Ｒが０．４＜Ｒ
＜０．７であるゴム物性を有するゴム部材を、タイヤ高
さＨの１／２Ｈを中心として±０．１Ｈの範囲に配設す
る補強ゴム部材の幅ｈ、厚さｗが、前記折り返しカーカ
スプライとメインプライの重なり合う幅（ｈ1 ）、重な
り合う部分の厚さ（ｗ1 ）と（１）０．２ｗ1 ≦ｗ≦
１．０ｗ1 （２）０．５ｈ1 ≦ｈ≦１．０ｈ1の関係を
満足するように配設することが有効であることをつきと
めた。From the results of various researches, the present inventors have found that (1) high cis-1,
A rubber composition containing 10 parts by weight or more and 80 parts by weight or less of 100 parts by weight of 4-polybutadiene, and
(2) Modulus M at 300% elongation is 60 kgf cm 2 ≦
When M ≦ 100 kgf / cm 2 , the impact resilience coefficient R is 0.4 <R
The width h and the thickness w of the reinforcing rubber member in which the rubber member having the rubber physical property of <0.7 is arranged in the range of ± 0.1H around 1 / 2H of the tire height H are as described above. The overlapping width (h 1 ) of the ply and the main ply, the thickness (w 1 ) of the overlapping portion, and (1) 0.2 w 1 ≦ w ≦
1.0 w 1 (2) 0.5h 1 be ≦ h ≦ 1.0 h arranged so as to satisfy a relationship have found to be effective.
【０００９】前記補強ゴム部材が、高シス−１、４−ポ
リブタジエンを含むのは耐亀裂成長性を確保するためで
あり、１０重量部より含有量が少ない場合には所望の耐
亀裂成長性のレベルが得られず、８０重量部を越えて配
合するとゴム組成物の抗破壊特性の著しい低下という欠
点を有する。モジュラスＭが６０kgf ／cm2 より低いと
タイヤのケース剛性を不所望に低下させる不具合があ
り、１００kgf ／cm2 を越えると、耐亀裂成長性の低下
と必要以上にケース剛性を高めるという欠点を有する。
反発弾性係数Ｒが０．４以下の場合にはタイヤケースの
耐久性が不足する欠点を有し、０．７以上では、ゴム組
成物の耐亀裂成長性が確保できない。The reason why the reinforced rubber member contains high cis-1,4-polybutadiene is to secure crack growth resistance, and when the content is less than 10 parts by weight, desired crack growth resistance is obtained. The level cannot be obtained, and when compounded in an amount exceeding 80 parts by weight, there is a drawback that the anti-destructive property of the rubber composition is remarkably deteriorated. When the modulus M is lower than 60 kgf / cm 2 , there is a problem that the case rigidity of the tire is undesirably lowered, and when it exceeds 100 kgf / cm 2 , there is a defect that the crack growth resistance is lowered and the case rigidity is increased more than necessary. .
When the impact resilience coefficient R is 0.4 or less, there is a drawback that the durability of the tire case is insufficient, and when it is 0.7 or more, the crack growth resistance of the rubber composition cannot be secured.
【００１０】また、補強ゴム部材の厚さｗがｗ1 の０．
２より小さいと実質的な亀裂成長の抑制効果がなく、
１．０を越えると不所望にタイヤの重量を超過させる欠
点がある。補強ゴム部材の高さｈがｈ1 の０．５より小
さいと実質的な亀裂成長の抑制効果が得られない。[0010] In addition, 0 thickness w is w 1 of the reinforcing rubber member.
If it is less than 2, there is no substantial effect of suppressing crack growth,
If it exceeds 1.0, there is a disadvantage that the weight of the tire is undesirably exceeded. If the height h of the reinforcing rubber member is smaller than 0.5 of h 1, a substantial effect of suppressing crack growth cannot be obtained.
【００１１】請求項２に記載の発明である、一対のビー
ドコア間にトロイド状をなして跨がり、ラジアル配列に
なるゴム被覆スチールコードのカーカスプライが、前記
ビードコアをタイヤ内側から外側に巻き上げられ、タイ
ヤサイド部にプライコードとは独立した補強コードから
なる補強層を有する建設車両用空気入りラジアルタイヤ
においても、前記補強コード層とメインプライ間に前記
ゴム部材を配設する場合にも、同様の効果を有する。According to a second aspect of the present invention, a carcass ply of a rubber-coated steel cord straddling in a toroidal shape between a pair of bead cores and forming a radial arrangement is wound up from the inside of the tire to the outside of the bead core. Even in a pneumatic radial tire for a construction vehicle having a reinforcing layer composed of a reinforcing cord independent of the ply cord on the tire side, the same applies when the rubber member is arranged between the reinforcing cord layer and the main ply. Have an effect.
【００１２】[0012]
【実施例】本発明の建設車両用空気入りラジアルタイヤ
の実施例を、タイヤサイズ１８．００Ｒ３３で説明す
る。図１に示す実施例１の建設車両用空気入りラジアル
タイヤには、一対のビードコア１と、これらビードコア
をトロイド状に跨がりラジアル方向に配列されたスチー
ルコードからなるカーカス２を備えている。カーカスは
１ｘ３＋９＋１５の構造を有するスチールコードで引張
り強度は３００kgf/本である。カーカス２の半径方向外
側には互いに交差する４層のスチールコード層からなる
ベルト層４が配置されており、ベルト層の半径方向外側
にはトレッド５が配置されている。ベルト４は、（１＋
６）＋６ｘ（１＋６）の構造を有するスチールコード
（引張り強度４００kgf/本）よりなる２層の交差層に、
３ｘ７のハイエロンゲーションコード（引張り強度１７
０kgf/本）よりなる２層の交差層をタイヤ赤道面に対す
るコード角は２３°で構成されている。EXAMPLE An example of a pneumatic radial tire for a construction vehicle according to the present invention will be described with a tire size of 18.00R33. A pneumatic radial tire for a construction vehicle according to a first embodiment shown in FIG. 1 includes a pair of bead cores 1 and a carcass 2 made of steel cords straddling the bead cores in a toroidal shape and arranged in a radial direction. The carcass is a steel cord with a structure of 1x3 + 9 + 15 and has a tensile strength of 300 kgf / piece. A belt layer 4 made of four steel cord layers intersecting each other is arranged on the outer side of the carcass 2 in the radial direction, and a tread 5 is arranged on the outer side of the belt layer in the radial direction. Belt 4 is (1+
6) + 6x (1 + 6) steel cord (tensile strength 400kgf / piece) with 2 layers crossing layer,
3x7 high elongation cord (tensile strength 17
The cord angle is 23 ° with respect to the equatorial plane of the tire with two intersecting layers of 0 kgf / piece).
【００１３】また、折り返しカーカスプライのタイヤ径
方向外側にはサイドウォールゴム６が配置されている。
前記カーカスプライコードはビードコア１をタイヤ内側
から外側に折り返され、該プライ端はタイヤ高さＨのほ
ぼＨ／２に延在している。ビードコア１のタイヤ径方向
外側にはステッフナーゴム７が配置され、このステッフ
ナーゴムと折り返しプライの内側との間にパッドゴム８
が折り返しカーカスプライに沿って配置されている。実
施例１はタイヤ高さＨのＨ／２を中心として±０．１Ｈ
の範囲にある折り返しカーカスプライとメインプライ間
に、幅ｈが０．７ｈ1 、厚さｗがｗ1 、の補強ゴム部材
２０を狭持させたものである。Further, a sidewall rubber 6 is arranged outside the folded carcass ply in the tire radial direction.
In the carcass ply cord, the bead core 1 is folded back from the tire inside to the outside, and the ply end extends approximately H / 2 of the tire height H. A stiffener rubber 7 is arranged on the outside of the bead core 1 in the radial direction of the tire, and a pad rubber 8 is provided between the stiffener rubber and the inside of the folded ply.
Are arranged along the folded carcass ply. Example 1 is ± 0.1H centered on H / 2 of the tire height H.
The reinforcing rubber member 20 having a width h of 0.7h 1 and a thickness w of w 1 is sandwiched between the folded carcass ply and the main ply in the range of.
【００１４】実施例２（図２（ａ））は実施例１と同じ
構成のタイヤにタイヤ高さＨのＨ／２を中心とした±
０．１Ｈにある折り返しカーカスプライとメインプライ
間に、幅ｈが０．９ｈ1 、厚さｗが０．３ｗ1 の補強ゴ
ム部材２０を狭持したものである。In Example 2 (FIG. 2 (a)), a tire having the same structure as that of Example 1 is centered around H / 2 of the tire height H.
A reinforcing rubber member 20 having a width h of 0.9h 1 and a thickness w of 0.3w 1 is sandwiched between a folded carcass ply at 0.1H and a main ply.
【００１５】実施例３（図２（ｂ））は実施例１、実施
例２のタイヤとほぼ同じ構成であるが、パッドゴム全体
が、本発明の補強ゴム部材２０であり、タイヤ高さＨの
Ｈ／２を中心として±０．１Ｈにある折り返しカーカス
プライとメインプライ間に、幅ｈが１．０ｈ1 、厚さｗ
が１．０ｗ1 の補強ゴム部材を狭持したものである。図
３の実施例４は図４（ｂ）に示す従来例タイヤのよう
に、カーカスプライの折り返しと独立した補強コード層
を有するタイヤにおいて、該補強コード層とメインカー
カスプライ間に本発明の補強ゴム部材２０を、幅ｈが
１．０ｈ1 、厚さｗが１．０ｗ1 で配設狭持したもので
ある。Example 3 (FIG. 2 (b)) has almost the same structure as the tires of Examples 1 and 2, but the entire pad rubber is the reinforcing rubber member 20 of the present invention and the tire height H The width h is 1.0h 1 and the thickness w is between the folded carcass ply and the main ply at ± 0.1H centered around H / 2.
Is a sandwiched reinforcing rubber member of 1.0 w 1 . Example 4 of FIG. 3 is a tire having a reinforcing cord layer independent of the folding back of the carcass ply like the conventional example tire shown in FIG. 4B, and the reinforcing of the present invention is provided between the reinforcing cord layer and the main carcass ply. the rubber member 20, in which the width h is 1.0 h 1, the thickness w is coordinated設狭lifting at 1.0 w 1.
【００１６】前記実施例１、２、３、４に用いた補強ゴ
ム部材の組成は表１に示すもので、同一の部材を使用し
た。前記補強ゴム部材の３００％伸長時のモジュラスは
７５kgf ／cm2 で、反発弾性係数は０．６である。The compositions of the reinforced rubber members used in Examples 1, 2, 3 and 4 are shown in Table 1, and the same members were used. The modulus of the reinforced rubber member at 300% elongation is 75 kgf / cm 2 and the impact resilience coefficient is 0.6.
【００１７】[0017]
【表１】 [Table 1]
【００１８】（試験例）本発明の実施例１（図１）、実
施例２（図２（ａ））、実施例３（図２（ｂ））の発明
の効果を評価するために、比較例として従来例１（図４
（ａ））を、又、実施例４の発明の効果を評価するため
に、比較例として従来例２（図４（ｂ））のタイヤを製
作し、耐カット成長性と耐久性を次の試験条件で比較テ
ストを実施した。(Test Example) In order to evaluate the effects of the invention of Example 1 (FIG. 1), Example 2 (FIG. 2A) and Example 3 (FIG. 2B) of the present invention, comparison was made. As an example, the conventional example 1 (see FIG.
In order to evaluate (a)) and the effect of the invention of Example 4, a tire of Conventional Example 2 (FIG. 4 (b)) was manufactured as a comparative example, and the cut growth resistance and durability were evaluated as follows. A comparative test was conducted under the test conditions.
【００１９】耐カット成長性は、予めタイヤにタイヤ高
さＨのＨ／２を中心に長さ８０mm、幅０．５mm、深さは
折り返しプライまでのカット傷をタイヤのラジアル方向
に対して０゜、１５゜で入れた後、ドラム上で走行さ
せ、エア漏れが発生するまでの走行時間を指数化して評
価した。ドラムテスト条件は、空気圧７．０ｋＰａ、速
度１０．０km/h、荷重１１．０ｔｏｎ、ドラム径は４０
００mmである。表２に結果を従来例１のタイヤの走行時
間を１００とする指数で実施例１〜３を表し、従来例２
を１００とする指数で実施例４を表した。指数は大なる
ほど良とした。本発明の実施例１は１５０、実施例２は
１３０、実施例３は１６０のように従来例１に比較し顕
著な耐カット成長性の向上が確認された。一方、実施例
４も従来例２に比較し１５０と大幅な耐カット成長性の
向上が確認された。The cut growth resistance is 80 mm in length centered on H / 2 of the tire height H, 0.5 mm in width, and the depth is 0 in the radial direction of the tire. After being inserted at .degree. And 15.degree., It was run on a drum, and the running time until air leakage occurred was indexed and evaluated. The drum test conditions are air pressure 7.0 kPa, speed 10.0 km / h, load 11.0 ton, drum diameter 40.
It is 00 mm. Table 2 shows the results of Examples 1 to 3 by an index with the running time of the tire of Conventional Example 1 being 100, and Comparative Example 2
Example 4 is represented by an index of 100. The larger the index, the better. As in Example 1 of the present invention, 150, Example 2 was 130, and Example 3 was 160, it was confirmed that the cut growth resistance was remarkably improved as compared with Conventional Example 1. On the other hand, in Example 4, it was confirmed that the cut resistance against growth was significantly improved to 150 as compared with Conventional Example 2.
【００２０】耐久性は予めカット傷を施さないタイヤで
通常の耐久ドラム試験を行い、タイヤ故障発生までの走
行時間を指数化し評価した。指数は大なるほど良い。従
来例１に比較し実施例１〜３の耐久性はほぼ同等であっ
た。又、実施例４も従来例２に比較し耐久性は同等であ
った。Durability was evaluated by conducting a normal durability drum test on a tire which was not previously cut and indexing the running time until the occurrence of a tire failure. The larger the index, the better. The durability of Examples 1 to 3 was almost equal to that of Conventional Example 1. In addition, the durability of Example 4 was also equal to that of Conventional Example 2.
【００２１】[0021]
【表２】 [Table 2]
【００２２】[0022]
【発明の効果】以上説明したように、請求項１に記載の
建設車両用ラジアルタイヤは上記構成としたので、従来
タイヤに比較し、耐久性能を低下させずに、耐カット成
長性を大幅に向上させる優れた効果を有する。又、請求
項２に記載の建設車両用空気入りラジアルタイヤも、従
来タイヤに比較し、耐久性能を低下させずに、耐カット
成長性を大幅に向上させる優れた効果を有する。As described above, since the radial tire for construction vehicles according to claim 1 has the above-mentioned constitution, the radial growth resistance to cut is significantly increased as compared with the conventional tire without lowering the durability performance. It has an excellent effect of improving. Further, the pneumatic radial tire for a construction vehicle according to claim 2 also has an excellent effect of significantly improving the cut growth resistance without lowering the durability performance as compared with the conventional tire.
【図１】本発明の実施例１に係るタイヤの断面図であ
る。FIG. 1 is a cross-sectional view of a tire according to a first embodiment of the present invention.
【図２】本発明の実施例２、実施例３に係るタイヤ断面
図である。FIG. 2 is a sectional view of tires according to Examples 2 and 3 of the present invention.
【図３】本発明の実施例４に係るタイヤの断面図であ
る。FIG. 3 is a sectional view of a tire according to a fourth embodiment of the present invention.
【図４】従来例タイヤの断面図である。FIG. 4 is a sectional view of a conventional tire.
１ ビードコア ２ メインカーカスプライ ３ 折り返しプライ ４ ベルト層 ５ トレッド ６ サイド ７ スティフナーゴム ８ パッドゴム １０ 補強コード層 ２０ 補強ゴム部材 1 Bead Core 2 Main Carcass Ply 3 Folded Ply 4 Belt Layer 5 Tread 6 Side 7 Stiffener Rubber 8 Pad Rubber 10 Reinforcement Cord Layer 20 Reinforcement Rubber Member
Claims (2)
て跨がり、ラジアル配列になるゴム被覆スチールコード
のカーカスプライが、前記ビードコアをタイヤ内側から
外側に巻き上げられ、その折り返し高さがタイヤ高さＨ
のＨ／２近傍に迄延在する建設車両用空気入りラジアル
タイヤにおいて、タイヤ高さＨのＨ／２を中心として±
０．１Ｈの範囲で、折り返しカーカスプライとメインプ
ライ間に配設する補強ゴム部材の幅ｈ、厚さｗが、前記
折り返しカーカスプライとメインプライの重なり合う幅
（ｈ1 ）、重なり合う部分の厚さ（ｗ1 ）と次の関係に
あり、 （１）０．２ｗ1 ≦ｗ≦１．０ｗ1 （２）０．５ｈ1 ≦ｈ≦１．０ｈ1 且つ、前記補強ゴム部材が、 （３）高シス−１、４−ポリブタジエンをゴム１００重
量部に対し、１０〜８０重量部を含有し、 （４）３００％伸長時のモジュラスＭが６０kgf ／cm2
≦Ｍ≦１００kgf ／cm2 で、反発弾性係数Ｒが０．４＜
Ｒ＜０．７で、あることを特徴とする建設車両用空気入
りラジアルタイヤ。1. A carcass ply of a rubber-coated steel cord that extends in a radial arrangement between a pair of bead cores and has a toroidal shape, and the bead cores are wound up from the inside of the tire to the outside thereof, and the folding height is the tire height. H
Of a pneumatic radial tire for a construction vehicle extending up to the vicinity of H / 2 of the tire height H centering around H / 2 ±
Within the range of 0.1H, the width h and the thickness w of the reinforcing rubber member arranged between the folded carcass ply and the main ply are the overlapping width (h 1 ) of the folded carcass ply and the main ply, and the thickness of the overlapping portion. (W 1 ) has the following relationship: (1) 0.2w 1 ≦ w ≦ 1.0w 1 (2) 0.5h 1 ≦ h ≦ 1.0h 1 and the reinforcing rubber member is (3) High cis-1,4-polybutadiene is contained in an amount of 10 to 80 parts by weight based on 100 parts by weight of rubber. (4) Modulus M at 300% elongation is 60 kgf / cm 2
≦ M ≦ 100kgf / cm 2 , impact coefficient R is 0.4 <
A pneumatic radial tire for construction vehicles, wherein R <0.7.
て跨がり、ラジアル配列になるゴム被覆スチールコード
のカーカスプライが、前記ビードコアをタイヤ内側から
外側に巻き上げられ、タイヤサイド部に少なくとも一枚
のプライコードとは独立したゴム被覆補強コードからな
る補強層を有する建設車両用空気入りラジアルタイヤに
おいて、タイヤ高さＨのＨ／２を中心として±０．１Ｈ
の範囲で、前記補強コード層とメインプライ間に配設す
る補強ゴム部材の幅ｈ、厚さｗが、前記補強コード層と
メインプライの重なり合う幅及び前記折り返しカーカス
プライとメインプライとの重なり合う合計幅（ｈ2 ）、
重なり合う部分の厚さ（ｗ2 ）と次の関係にあり、 （１）０．２ｗ2 ≦ｗ≦１．０ｗ2 (2)0.5h1 ≦ｈ≦１．０ｈ1 且つ、前記補強ゴム部材が、 （３）高シス−１、４−ポリブタジエンをゴム１００重
量部に対し、１０〜８０重量部を含有し、 （４）３００％伸長時のモジュラスＭが６０kgf ／cm2
≦Ｍ≦１００kgf ／cm2 で、反発弾性係数Ｒが０．４＜
Ｒ＜０．７で、あることを特徴とする建設車両用空気入
りラジアルタイヤ。2. A carcass ply of a rubber-coated steel cord, which extends in a radial arrangement between a pair of bead cores and has a toroidal shape, is wound up from the inside of the tire to the outside of the bead core, and at least one sheet is provided at the tire side portion. A pneumatic radial tire for a construction vehicle having a reinforcing layer composed of a rubber-covered reinforcing cord independent of a ply cord, with a tire height H of H / 2 being ± 0.1H
Within the range, the width h and the thickness w of the reinforcing rubber member disposed between the reinforcing cord layer and the main ply are such that the overlapping width of the reinforcing cord layer and the main ply and the total overlapping of the folded carcass ply and the main ply. Width (h 2 ),
It has the following relationship with the thickness (w 2 ) of the overlapping portion, and (1) 0.2w 2 ≦ w ≦ 1.0w 2 (2) 0.5h 1 ≦ h ≦ 1.0h 1 and the reinforcing rubber member is (3) High cis-1,4-polybutadiene is contained in an amount of 10 to 80 parts by weight based on 100 parts by weight of rubber, (4) Modulus M at 300% elongation is 60 kgf / cm 2.
≦ M ≦ 100kgf / cm 2 , impact coefficient R is 0.4 <
A pneumatic radial tire for construction vehicles, wherein R <0.7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28235594A JP3553663B2 (en) | 1993-12-21 | 1994-11-17 | Pneumatic radial tire for construction vehicles |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5-322671 | 1993-12-21 | ||
| JP32267193 | 1993-12-21 | ||
| JP28235594A JP3553663B2 (en) | 1993-12-21 | 1994-11-17 | Pneumatic radial tire for construction vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07228110A true JPH07228110A (en) | 1995-08-29 |
| JP3553663B2 JP3553663B2 (en) | 2004-08-11 |
Family
ID=26554571
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28235594A Expired - Lifetime JP3553663B2 (en) | 1993-12-21 | 1994-11-17 | Pneumatic radial tire for construction vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3553663B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011065006A1 (en) | 2009-11-25 | 2011-06-03 | 株式会社ブリヂストン | Air-filled radial tire for heavy loads |
| JP2011111003A (en) * | 2009-11-25 | 2011-06-09 | Bridgestone Corp | Heavy-duty pneumatic radial tire |
-
1994
- 1994-11-17 JP JP28235594A patent/JP3553663B2/en not_active Expired - Lifetime
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011065006A1 (en) | 2009-11-25 | 2011-06-03 | 株式会社ブリヂストン | Air-filled radial tire for heavy loads |
| JP2011111003A (en) * | 2009-11-25 | 2011-06-09 | Bridgestone Corp | Heavy-duty pneumatic radial tire |
| AU2010323976B2 (en) * | 2009-11-25 | 2013-11-14 | Bridgestone Corporation | Pneumatic radial tire for heavy loads |
| JP5639596B2 (en) * | 2009-11-25 | 2014-12-10 | 株式会社ブリヂストン | Heavy duty pneumatic radial tire |
| US9283812B2 (en) | 2009-11-25 | 2016-03-15 | Bridgestone Corporation | Pneumatic radial tire for heavy loads |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3553663B2 (en) | 2004-08-11 |
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