JPH082220A - Safety tire for light truck - Google Patents
Safety tire for light truckInfo
- Publication number
- JPH082220A JPH082220A JP6163007A JP16300794A JPH082220A JP H082220 A JPH082220 A JP H082220A JP 6163007 A JP6163007 A JP 6163007A JP 16300794 A JP16300794 A JP 16300794A JP H082220 A JPH082220 A JP H082220A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- carcass
- rubber
- sidewall
- bead
- 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、リム組み性能を損ねる
ことなくカーカスの耐久性を向上しランフラット性能を
向上しうるライトトラック用安全タイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a light truck safety tire capable of improving carcass durability and run-flat performance without impairing rim assembly performance.
【０００２】[0002]
【従来の技術】パンク等によりタイヤの空気抜けが生じ
た場合にも継続して走行を可能とする、いわゆるランフ
ラットタイヤが求められている。このようなタイヤとし
て、例えばタイヤ内部に弾性体などからなる中子状の支
持体をリムに連結させて装着し、パンク時などに作用す
るタイヤ荷重を該支持体に支承させるものや、特開平３
−１４３７１０号公報に示されるように、タイヤのサイ
ドウォール部の内面に装着される断面略三日月状をなす
ゴム補強体に加えて、この補強体のタイヤ軸方向内面に
配されかつ補強コードを有する１枚以上の補強プライか
らなるコード補強体を具えるサイドウォール補強層を設
け、パンク時等のタイヤの縦たわみを軽減し、タイヤケ
ースの構造破壊を抑制するものなどが提案されている。2. Description of the Related Art There is a demand for a so-called run-flat tire which can continue running even when tire deflation occurs due to puncture or the like. As such a tire, for example, a core-shaped support body made of an elastic body or the like is mounted inside the tire by being connected to the rim, and the tire load acting at the time of puncture or the like is supported by the support body. Three
As disclosed in Japanese Patent Publication No. 143710, in addition to a rubber reinforcing body having a substantially crescent-shaped cross section which is mounted on the inner surface of a sidewall portion of a tire, the reinforcing body is provided on the inner surface in the tire axial direction and has a reinforcing cord. It has been proposed to provide a sidewall reinforcing layer including a cord reinforcing body composed of one or more reinforcing plies to reduce vertical flexure of a tire at the time of puncture and to prevent structural damage of a tire case.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、前者の
タイヤ内部に支持体を用いるものにあっては、部品点数
の増加に起因してタイヤ重量を増大せしめ、又製品コス
トを上昇させる他、特にリム組み性能を大幅に低下させ
るという問題点がある。However, in the former case where the support is used inside the tire, the weight of the tire is increased due to the increase in the number of parts, and the product cost is increased. There is a problem that assembly performance is significantly reduced.
【０００４】又後者のサイドウォール補強層を形成する
ものにあっては、前記縦たわみを軽減しランフラット性
能を得るために、ゴム補強体のみでは、ショルダー部か
らビード部に至る領域で、かつ前記ゴム補強体を、通常
１５mm以上の最大ゴム厚さで形成する必要があるところ
を、コード補強体を併せ持つことにより３〜１２mmと比
較的うすくして軽量化を図りうるが、このものはパンク
等で内圧が減じると該補強層自体に圧縮力が作用し、前
記コード補強体、ゴム補強体共に大きな屈曲疲労をうけ
やすく、しかもその大なるゴム厚さによる温度上昇と相
まって比較的短い距離のランフラット走行においてゴム
破壊を誘発する。In the latter case where the sidewall reinforcing layer is formed, in order to reduce the vertical deflection and obtain the run flat performance, only the rubber reinforcing member is used in the region from the shoulder portion to the bead portion, and Where the rubber reinforcement is usually required to be formed with a maximum rubber thickness of 15 mm or more, the cord reinforcement can be combined to make it relatively thin at 3 to 12 mm to achieve weight reduction. When the internal pressure is reduced due to, for example, a compressive force acts on the reinforcing layer itself, and both the cord reinforcing body and the rubber reinforcing body are easily subject to large bending fatigue, and the temperature increase due to the large rubber thickness causes a relatively short distance. Induces rubber destruction during runflat running.
【０００５】本発明は、トレッド縁と、タイヤ内圧充填
時におけるタイヤ最大巾位置とが挟むサイドウォール領
域内の、内外で重なるカーカスプライの本体部間に断面
略三日月状をなすゴム分離層を設けることを基本とし
て、リム組み性能を損ねることなくカーカスの耐久性を
大としランフラット性能を向上でき、前記問題点を解決
しうるライトトラック用安全タイヤの提供を目的として
いる。According to the present invention, a rubber separating layer having a substantially crescent-shaped cross section is provided between the main body portions of the carcass ply which are overlapped inside and outside, in the sidewall region sandwiched by the tread edge and the tire maximum width position at the time of tire internal pressure filling. On the basis of the above, an object of the present invention is to provide a safety tire for a light truck capable of increasing the durability of the carcass and improving the run-flat performance without deteriorating the performance of assembling the rim, and solving the above problems.
【０００６】[0006]
【課題を解決するための手段】前記問題点を解決するた
めに、本発明は、トレッド部からサイドウォール部をへ
てビード部のビードコアに至る本体部に前記ビードコア
で折り返す折返し部を有し内外で重なる少なくとも２枚
のカーカスプライからなるカーカスと、トレッド部内方
かつ前記カーカスの外側に位置するベルト層とを具え、
かつ前記サイドウォール部のカーカス内側に中央部分か
らタイヤ半径方向内外に厚さを減じる断面略三日月状の
ゴム補強層を具えた安全タイヤにおいて、トレッド縁
と、規定リムにリム組し規定の内圧を充填した状態での
タイヤ最大巾位置とが挟むサイドウォール領域内、かつ
前記内外で重なるカーカスプライの本体部間に断面略三
日月状をなすゴム分離層を設けている。In order to solve the above-mentioned problems, the present invention has a folded-back portion which is folded back by the bead core in a main body portion extending from a tread portion to a sidewall portion to a bead core of a bead portion. A carcass composed of at least two carcass plies overlapping with each other, and a belt layer located inside the tread portion and outside the carcass,
And in a safety tire having a rubber crescent layer having a substantially crescent-shaped cross section that reduces the thickness inward and outward from the central portion inside the carcass of the sidewall portion, the tread edge and the rim are assembled to the specified rim and the specified internal pressure is applied. A rubber separation layer having a substantially crescent-shaped cross section is provided in the sidewall region sandwiched by the tire maximum width position in the filled state and between the main body portions of the carcass ply that overlap inside and outside.
【０００７】[0007]
【作用】本発明によれば、トレッド縁と、タイヤ内圧充
填時におけるタイヤ最大巾位置とが挟むサイドウォール
領域内の、内外で重なるカーカスプライの本体部間に断
面略三日月状をなすゴム分離層を設けることにより、カ
ーカスの前記サイドウォール領域部分の耐久性と剛性が
増し、タイヤパンク時、屈曲変形が大となりがちな前記
サイドウォール領域の変形を小とし、タイヤ全体として
の荷重支持能力を大幅に高めることができ、パンク時等
の縦たわみを減じ、タイヤ内側に設けたゴム補強層の屈
曲疲労を軽減しうる。According to the present invention, a rubber separation layer having a substantially crescent-shaped cross section between main body portions of carcass plies that overlap inside and outside, in a sidewall region sandwiched by a tread edge and a tire maximum width position at the time of tire internal pressure filling. By increasing the durability and rigidity of the sidewall region of the carcass, the deformation of the sidewall region, which tends to cause large bending deformation at the time of tire puncture, is reduced, and the load supporting ability of the tire as a whole is significantly increased. The vertical flexure at the time of puncture can be reduced, and the bending fatigue of the rubber reinforcing layer provided inside the tire can be reduced.
【０００８】なお、前記カーカスプライの折返し部上端
を、ビードベースラインからタイヤ断面高さＨの４０％
以上かつ８０％以下の範囲で位置させることにより、前
記タイヤ最大巾位置よりもタイヤ半径方向内側において
も荷重支持能力を高めることが望ましく、さらに好まし
くは、少なくとも１枚のカーカスプライの折返し部が、
前記ゴム分離層の半径方向内方端を外方に越えて終端す
ることにより、サイドウォール部における前記ゴム補強
層のタイヤ軸方向外向き面から、カーカスプライとサイ
ドウォールゴムとが接する境界面までのカーカス全厚さ
を略一定とすることが、ゴム補強層をより薄肉とし軽量
化を可能とする点で望ましい。The upper end of the folded portion of the carcass ply is 40% of the tire section height H from the bead base line.
It is desirable to increase the load supporting ability even in the tire radial direction inner side than the tire maximum width position by positioning in the range of 80% or more and 80% or less, and more preferably, the folded portion of at least one carcass ply,
By terminating beyond the radially inner end of the rubber separation layer to the outside, from the tire axial direction outward surface of the rubber reinforcing layer in the sidewall portion to the boundary surface where the carcass ply and the sidewall rubber are in contact with each other. It is desirable that the total thickness of the carcass is substantially constant in order to make the rubber reinforcing layer thinner and reduce the weight.
【０００９】又タイヤパンク等によりタイヤが撓むと
き、主として引張力が作用するカーカスプライの折返し
部のタイヤ軸方向外側にスチールコードを所定の角度で
傾けて配列したコード補強層を設け、ゴム補強層の屈曲
疲労を軽減させることも好ましく採用しうる。特に、こ
のコード補強層を具えることによりゴム補強層の最大ゴ
ム厚さの薄肉化が可能となり、その結果、タイヤ重量を
低減しうるとともに、ゴム発熱を抑制でき前記屈曲疲労
の軽減効果と相まって耐久性能を大幅に向上しうる。Further, when the tire is bent due to a tire puncture or the like, a cord reinforcing layer in which steel cords are arranged at an inclination at a predetermined angle is provided on the outer side in the tire axial direction of the folded portion of the carcass ply, which is mainly subjected to a tensile force. Reducing bending fatigue of the layer can also be preferably adopted. In particular, by providing this cord reinforcing layer, it is possible to reduce the maximum rubber thickness of the rubber reinforcing layer, and as a result, it is possible to reduce the tire weight and suppress the heat generation of the rubber, combined with the effect of reducing the bending fatigue. Durability performance can be greatly improved.
【００１０】なお、前記スチールコードをタイヤのラジ
アル方向に対して１０°〜５０°の範囲とすることによ
り、補強フィラー層の曲げ剛性を最適に維持しうる点で
好ましく、さらにコード補強層の上端高さは、ビードベ
ーラスインより、タイヤ断面高さＨの４０〜６０％とす
ることが望ましい。The steel cord is preferably in the range of 10 ° to 50 ° with respect to the radial direction of the tire in that the bending rigidity of the reinforcing filler layer can be optimally maintained. Further, the upper end of the cord reinforcing layer is preferable. The height is preferably 40 to 60% of the tire cross-section height H, as compared with the bead balin.
【００１１】[0011]
【実施例】以下、本発明の一実施例を図面に基づいて説
明する。図１は本発明の実施例を示すランフラット性能
を有する安全タイヤの規定リムにリム組し規定の内圧を
充填した状態の断面図であり、左断面は右断面と対称で
あり本例では省略している。An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view of a safety tire having run-flat performance showing an embodiment of the present invention in a state where a rim is assembled to a rim and a specified internal pressure is filled, and a left section is symmetrical with a right section and is omitted in this example. are doing.
【００１２】図１において安全タイヤは、偏平率が７０
％の小形トラック用のタイヤを例示し、トレッド部２か
らサイドウォール部３を通り、ビード部４のビードコア
５に至る本体部６ａに、本例ではビードコア５をタイヤ
軸方向内側から外側へ向けて折り返す折り返し部６ｂを
有する内外で重なる２枚のカーカスプライ６Ａ、６Ｂか
らなるカーカス６が配される。又トレッド部２にはカー
カス６の半径方向外面に位置するベルト層７を設ける一
方、トレッド部２のショルダ部からビード部４に至る領
域、かつサイドウォール部３のタイヤ軸方向内面には、
断面略三日月状のゴム補強層９が配設されるとともに、
前記内外で重なるカーカスプライ６Ａ、６Ｂの本体部間
に断面略三日月状をなすゴム分離層１０を設けている。In FIG. 1, the safety tire has an aspect ratio of 70.
% Of a small truck tire, the main body portion 6a extending from the tread portion 2 through the sidewall portion 3 to the bead core 5 of the bead portion 4, in this example, the bead core 5 from the inner side to the outer side in the tire axial direction. A carcass 6 including two carcass plies 6A and 6B that overlap each other inside and outside having a folding-back portion 6b that is folded back is arranged. Further, the tread portion 2 is provided with a belt layer 7 located on the outer surface in the radial direction of the carcass 6, while the area from the shoulder portion of the tread portion 2 to the bead portion 4 and the inner surface of the sidewall portion 3 in the tire axial direction are
A rubber reinforcing layer 9 having a substantially crescent-shaped cross section is provided, and
A rubber separation layer 10 having a substantially crescent-shaped cross section is provided between the main body portions of the carcass plies 6A and 6B that are overlapped inside and outside.
【００１３】又前記ビードコア５のタイヤ半径方向外向
きに前記カーカス６の本体部６ａと前記折り返し部６ｂ
との間でのびるビードエーペックス１２と、ビード部４
のタイヤ軸方向外側で該ビード部が着座するリムフラン
ジに沿って立ち上がるクリンチエイペックス１３とを具
える。又、前記カーカス６の折返し部６ｂのタイヤ軸方
向外側に、本例ではスチールコードを配列してトッピン
グゴムに埋設した１枚の補強プライからなるコード補強
層１１を設けている。The body portion 6a of the carcass 6 and the folded-back portion 6b are outwardly directed in the tire radial direction of the bead core 5.
Bead apex 12 extending between and the bead part 4
And a clinch apex 13 that stands up along the rim flange on which the bead portion is seated on the outer side in the tire axial direction. Further, a cord reinforcing layer 11 composed of one reinforcing ply in which steel cords are arranged and embedded in topping rubber is provided on the outer side in the tire axial direction of the folded-back portion 6b of the carcass 6.
【００１４】前記２枚のカーカスプライ６Ａ、６Ｂのカ
ーカスコードには、レーヨン、ポリエステル等の有機性
繊維コードを主に用いるがスチールコードも用いること
ができ、該カーカスコードは、タイヤ赤道に対して６０
〜９０°の角度をなして、カーカス内に配列され、図２
に示すようにその折返し部６ｂの夫々の高さｈ１、ｈ２
を本例ではビードベースラインＢＬからタイヤ断面高さ
Ｈの４０％以上かつ８０％以下としてサイドウォール部
の剛性を向上させている。As the carcass cords of the two carcass plies 6A and 6B, organic fiber cords such as rayon and polyester are mainly used, but steel cords can also be used, and the carcass cords are used for the tire equator. 60
Arranged in the carcass at an angle of ~ 90 °,
As shown in FIG. 3, the heights h1 and h2 of the respective folded portions 6b are
In this example, the rigidity of the sidewall portion is improved by setting the tire cross-section height H from the bead base line BL to 40% or more and 80% or less.
【００１５】又前記ベルト層７は、本例ではタイヤ半径
方向に重ねる２枚のベルトプライ７Ａ、７Ｂからなり、
このベルトコードとして、本例ではスチールコードを好
適に用いうるが、他に芳香族ポリアミド等の高弾性有機
コード及びナイロン、ポリエステル、レーヨン等の弾性
率が比較的低いものも使用でき、該ベルトコードはタイ
ヤ赤道に対し１０〜３０°の小角度をもって、プライ間
のコードが互いに交差するようにベルト層内に配列され
る。Further, the belt layer 7 is composed of two belt plies 7A and 7B which are superposed in the tire radial direction in this example,
As the belt cord, a steel cord can be preferably used in this example, but a high elastic organic cord such as an aromatic polyamide and a cord having a relatively low elastic modulus such as nylon, polyester or rayon can also be used. Are arranged in the belt layer so that the cords between the plies intersect each other at a small angle of 10 to 30 ° with respect to the tire equator.
【００１６】前記ゴム補強層９のタイヤ軸方向に沿う最
大ゴム厚さＴは、タイヤ製造時のタイヤ成形を困難にし
ない程度の厚みとして、タイヤを適用リムに装着し、規
定の空気圧としたタイヤ断面高さＨの１．６％〜１３％
の範囲の厚さが好ましい。前記範囲が１．６％よりも小
では、ゴム補強層９が薄くなりすぎ、サイドウォール部
３の屈曲抵抗が低下し、タイヤの内圧が下がったときの
撓みが大きくなる傾向に有り、又１３％を越えるとサイ
ドウォール部３の屈曲抵抗は向上するがゴムの繰返し変
形に伴う発熱が高くなる傾向にあり、ゴムの内部破壊で
耐久性が下ると共にタイヤの重量とコストの増加におい
ても問題がある他、乗心地が大巾に劣る。The maximum rubber thickness T of the rubber-reinforcing layer 9 along the tire axial direction is set so that tire molding during tire manufacturing is not difficult, and the tire is mounted on the applicable rim and the tire is regulated to a specified air pressure. 1.6% to 13% of sectional height H
A thickness in the range of is preferred. When the range is less than 1.6%, the rubber reinforcing layer 9 becomes too thin, the bending resistance of the sidewall portion 3 decreases, and the bending tends to increase when the internal pressure of the tire decreases. %, The bending resistance of the sidewall portion 3 is improved, but the heat generated by the repeated deformation of the rubber tends to be high, and internal durability of the rubber decreases, and the tire weight and cost also increase. Besides, the ride quality is inferior.
【００１７】なお本例ではゴム補強層９のタイヤ軸方向
内側をインナライナ１５にて、又外側を内のカーカスプ
ライ６Ａにて被覆することにより、タイヤ加硫時のゴム
補強層９のタイヤ軸方向の寸法変形を抑止している。In this example, the inner side of the rubber reinforcing layer 9 in the axial direction of the tire is covered with the inner liner 15 and the outer side of the rubber reinforcing layer 9 is covered with the inner carcass ply 6A so that the rubber reinforcing layer 9 can be axially reinforced during tire vulcanization. It suppresses dimensional deformation.
【００１８】又前記トレッド部２のトレッド縁２Ａと、
規定のリムにリム組し規定の内圧を充填した状態でのタ
イヤ最大巾位置Ｍとが挟むサイドウォール領域内、かつ
前記内外で重なるカーカスプライ６Ａ、６Ｂの本体部６
ａ間に断面略三日月状をなすゴム分離層１０を具える。Further, a tread edge 2A of the tread portion 2,
The main body portion 6 of the carcass plies 6A and 6B that overlaps inside and outside the sidewall region sandwiched by the tire maximum width position M in a state where the tire is assembled into a prescribed rim and filled with a prescribed internal pressure.
A rubber separation layer 10 having a substantially crescent-shaped cross section is provided between a.
【００１９】このゴム分離層１０を設けることにより、
タイヤパンク時の屈曲変形が大となりがちな前記サイド
ウォール領域内におけるカーカス６の耐久性と剛性が増
し、その変形を小としてタイヤとしての荷重支持能力を
高めうる。By providing this rubber separation layer 10,
The durability and rigidity of the carcass 6 in the sidewall region, which tends to be greatly bent and deformed when the tire is punctured, is increased, and the deformation can be reduced to enhance the load supporting ability of the tire.
【００２０】なおこのゴム分離層のタイヤ軸方向に沿う
最大ゴム厚さｔは、タイヤ断面高さＨの１〜３％程度
が、荷重支持能力とタイヤ重量軽減を共に良好とする点
で好ましい。又ゴム分離層１０の内方端１０Ａのビード
ベースラインＢＬからの高さｈ６はタイヤ断面高さＨの
０．５０〜０．６０倍の範囲の高さに位置させている。
前記ゴム分離層１０の内方端１０Ａの高さｈ６を０．５
０倍より低くすると最も屈撓の激しいタイヤ最大巾Ｍ近
辺のカーカス層内に段差ができるため、この点に歪が集
中してタイヤのカーカスプライ間ルースを誘発すること
がある。逆に０．６０Ｈより高くするとカーカスの屈曲
抵抗が小さくなり、ランフラット性能が低下する。The maximum rubber thickness t of the rubber separation layer along the tire axial direction is preferably about 1 to 3% of the tire cross-section height H in order to improve both load bearing capacity and tire weight reduction. Further, the height h6 of the inner end 10A of the rubber separation layer 10 from the bead base line BL is positioned at a height in the range of 0.50 to 0.60 times the tire sectional height H.
The height h6 of the inner end 10A of the rubber separation layer 10 is set to 0.5.
When the value is lower than 0 times, a step is formed in the carcass layer near the tire maximum width M where the tire is most flexed. Therefore, strain may be concentrated at this point to induce looseness between the carcass plies of the tire. On the contrary, if it is higher than 0.60H, the bending resistance of the carcass becomes small and the run-flat performance deteriorates.
【００２１】又ゴム分離層１０の外方端１０Ｂとビード
ベースラインＢＬからの高さｈ５はタイヤ断面高さＨの
０．７５〜０．８５倍の範囲に位置させる。同高さｈ５
を０．７５倍以下にするとバットレス部の屈曲抵抗が小
さくなり、ランフラット性能が低下する。又同高さｈ５
を０．８５倍以上にしてもランフラット性能は変わらず
逆にコスト高となる。Further, the height h5 from the outer end 10B of the rubber separation layer 10 and the bead base line BL is positioned in the range of 0.75 to 0.85 times the tire sectional height H. Same height h5
Is 0.75 times or less, the bending resistance of the buttress portion becomes small, and the run-flat performance deteriorates. Also same height h5
Even if the value is 0.85 times or more, the run-flat performance does not change and the cost increases.
【００２２】又前記カーカスプライ６Ａ、６Ｂの少なく
とも１枚のプライの折返し部６ｂの上端高さを前記ゴム
分離層１０の内方端１０Ａを径方向外方に越えて終端さ
せることにより、サイドウォール部における前記ゴム補
強層９のタイヤ軸方向外向き面から、カーカスプライと
サイドウォールゴム３Ａとが接する境界面までのカーカ
ス全厚さＣｔを略一定とすることが、サイドウォール部
でのカーカス剛性を略均一とし、かつ剛性を高めうる点
で好ましく、前記ゴム補強層９を薄肉とするのに役立
つ。Further, by terminating the upper end height of the folded-back portion 6b of at least one of the carcass plies 6A and 6B beyond the inner end 10A of the rubber separation layer 10 radially outward, the sidewall is formed. The carcass rigidity in the sidewall portion is that the total carcass thickness Ct from the tire axially outward surface of the rubber reinforcing layer 9 to the boundary surface where the carcass ply and the sidewall rubber 3A are in contact with each other is substantially constant. Is substantially uniform and the rigidity can be increased, which is useful for making the rubber reinforcing layer 9 thin.
【００２３】さらに前記コード補強層１１のスチールコ
ードは、タイヤのラジアル方向に対して１０〜５０°の
角度をなしてトッピングゴム中に配列される。なお、こ
の角度が１０°よりも小ではコード補強層の曲げ剛性が
低く、又５０°より大でも同様に曲げ剛性が低くなりラ
ンフラット性能が低下する傾向にある。Further, the steel cords of the cord reinforcing layer 11 are arranged in the topping rubber at an angle of 10 to 50 ° with respect to the radial direction of the tire. If this angle is smaller than 10 °, the flexural rigidity of the cord reinforcing layer is low, and if it is larger than 50 °, the flexural rigidity is also low and the run-flat performance tends to deteriorate.
【００２４】なお、前記コード補強層１１のビードベー
スラインＢＬからの上端高さｈ３は、前記タイヤ断面高
さＨの４０％〜６０％程度、同様に下端高さｈ４は、タ
イヤ断面高さＨの６〜１３％程度とすることが好まし
い。The upper end height h3 of the cord reinforcing layer 11 from the bead base line BL is about 40% to 60% of the tire section height H, and the lower end height h4 is the tire section height H. Of about 6 to 13% is preferable.
【００２５】[0025]
【具体例】図１に示す構造をなすタイヤサイズが２６５
／７０Ｒ１７のタイヤを表１に示す仕様により試作する
とともに、リムサイズ８．０Ｊのリムに装着した。これ
を、全車重約３０００kgｆの車両の４輪に装着し、運転
席側後輪のタイヤのみを内圧を０としたパンク状態にお
いて、時速６０kmで走行させ、該タイヤが破壊するまで
の距離を測定し、ゴム分離層１０を設けていない安全タ
イヤの従来品を１００として指数で示している。指数の
大きい方が良好である。[Specific example] The tire size of the structure shown in FIG. 1 is 265.
A / 70R17 tire was prototyped according to the specifications shown in Table 1 and mounted on a rim with a rim size of 8.0J. This is attached to four wheels of a vehicle with a total weight of about 3000 kgf, and only the tires on the rear wheels of the driver's seat are run at 60 km / h in a flat condition where the internal pressure is 0, and the distance until the tires are destroyed is measured. However, the conventional safety tire not provided with the rubber separation layer 10 is shown as an index with 100 as the conventional value. The larger the index, the better.
【００２６】テストの結果を表１に示す。又ゴム分離層
のゴム組成物についてはその詳細を表２に示している。The test results are shown in Table 1. The details of the rubber composition of the rubber separation layer are shown in Table 2.
【００２７】又、カーカスの耐久性を比較するために、
室内ドラムテスターにて表１の試供タイヤを内圧１．９
ｋｓｃ、荷重１１８０kgの条件で速度８０ｋｐＨで損傷
発生する迄の時間を測定し、従来品を１００として指数
で表示している。指数が大きい程良好である。In order to compare the carcass durability,
The internal pressure of the sample tires in Table 1 was 1.9 using an indoor drum tester.
The time until damage occurs at a speed of 80 kpH is measured under the conditions of ksc and load of 1180 kg, and the conventional product is set as 100 and is shown as an index. The larger the index, the better.
【００２８】[0028]
【表１】 [Table 1]
【００２９】[0029]
【表２】 [Table 2]
【００３０】テストの結果、実施例のタイヤは、ランフ
ラット性能が大幅に向上しかつ、カーカスの耐久性が同
等又はそれ以上に向上していることが確認できた。As a result of the test, it was confirmed that the tires of Examples had a significantly improved run-flat performance and a carcass durability equivalent to or more than that.
【００３１】[0031]
【発明の効果】叙上の如く本発明の安全タイヤは、リム
組み性能を損ねることなくかつカーカスの耐久性を増し
てランフラット性能を大幅に向上しうる。INDUSTRIAL APPLICABILITY As described above, the safety tire of the present invention can significantly improve the run-flat performance without impairing the rim assembly performance and increasing the durability of the carcass.
【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.
２ トレッド部 ３ サイドウォール部 ４ ビード部 ５ ビードコア ６ カーカス ６Ａ、６Ｂ カーカスプライ ６ａ 本体部 ６ｂ 折返し部 ７ ベルト層 ９ ゴム補強層 １０ ゴム分離層 １１ コード補強層 Ｍ タイヤ最大巾位置 Ｃｔ カーカス全厚さ 2 tread part 3 sidewall part 4 bead part 5 bead core 6 carcass 6A, 6B carcass ply 6a main body part 6b folded part 7 belt layer 9 rubber reinforcing layer 10 rubber separating layer 11 cord reinforcing layer M tire maximum width position Ct carcass full thickness
─────────────────────────────────────────────────────
─────────────────────────────────────────────────── ───
【手続補正書】[Procedure amendment]
【提出日】平成６年１０月２１日[Submission date] October 21, 1994
【手続補正１】[Procedure Amendment 1]
【補正対象書類名】明細書[Document name to be amended] Statement
【補正対象項目名】図面の簡単な説明[Name of item to be corrected] Brief description of the drawing
【補正方法】変更[Correction method] Change
【補正内容】[Correction content]
【図面の簡単な説明】[Brief description of drawings]
【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】そのサイドウォール部を拡大して示す断面図でFIG. 2 is a cross-sectional view showing an enlarged side wall portion thereof.
ある。is there.
【符号の説明】 ２ トレッド部 ３ サイドウォール部 ４ ビード部 ５ ビードコア ６ カーカス ６Ａ、６Ｂ カーカスプライ ６ａ 本体部 ６ｂ 折返し部 ７ ベルト層 ９ ゴム補強層 １０ ゴム分離層 １１ コード補強層 Ｍ タイヤ最大巾位置 Ｃｔ カーカス全厚さ[Explanation of reference numerals] 2 tread portion 3 sidewall portion 4 bead portion 5 bead core 6 carcass 6A, 6B carcass ply 6a main body portion 6b folded portion 7 belt layer 9 rubber reinforcing layer 10 rubber separating layer 11 cord reinforcing layer M tire maximum width position Ct carcass total thickness
Claims (4)
ード部のビードコアに至る本体部に前記ビードコアで折
り返す折返し部を有し内外で重なる少なくとも２枚のカ
ーカスプライからなるカーカスと、 トレッド部内方かつ前記カーカスの外側に位置するベル
ト層とを具え、かつ前記サイドウォール部のカーカス内
側に中央部分からタイヤ半径方向内外に厚さを減じる断
面略三日月状のゴム補強層を具えた安全タイヤにおい
て、 トレッド縁と、規定リムにリム組し規定の内圧を充填し
た状態でのタイヤ最大巾位置とが挟むサイドウォール領
域内、かつ前記内外で重なるカーカスプライの本体部間
に断面略三日月状をなすゴム分離層を設けたことを特徴
とするライトトラック用安全タイヤ。1. A carcass consisting of at least two carcass plies that overlap inside and outside and have a turn-back part that is folded back at the bead core in a main body part that extends from the tread part to the bead core of the bead part, and a carcass inside the tread part and. A safety tire comprising a belt layer located outside the carcass, and a rubber reinforcing layer having a substantially crescent-shaped cross section, the thickness of which is reduced inward and outward in a tire radial direction from a central portion inside the carcass of the sidewall portion. Rubber separation that forms a crescent-shaped cross section between the main body of the carcass ply that overlaps inside and outside the sidewall area sandwiched between the edge and the maximum width position of the tire when the tire is assembled to the specified rim and filled with the specified internal pressure. Safety tire for light trucks, which is provided with layers.
さをビードベースラインからタイヤ断面高さＨの４０％
以上かつ８０％以下としたことを特徴とする請求項１記
載のライトトラック用安全タイヤ。2. In the carcass ply, the height of the upper end of the folded portion is 40% of the tire cross-sectional height H from the bead base line.
The safety tire for a light truck according to claim 1, wherein the safety tire is not less than 80%.
スプライの折返し部が、前記ゴム分離層の半径方向内方
端を外方に越えて終端することにより、サイドウォール
部における前記ゴム補強層のタイヤ軸方向外向き面か
ら、カーカスプライとサイドウォールゴムとが接する境
界面までのカーカス全厚さを略一定としたことを特徴と
する請求項１記載のライトトラック用安全タイヤ。3. In the carcass, the folded-back portion of at least one carcass ply terminates outwardly beyond the radially inner end of the rubber separation layer to thereby terminate the rubber reinforcement layer in the sidewall portion. The safety tire for a light truck according to claim 1, wherein the total thickness of the carcass from the surface outwardly in the axial direction of the tire to the boundary surface where the carcass ply and the sidewall rubber are in contact with each other is substantially constant.
ヤ軸方向外側に、上端がビードベースラインからタイヤ
断面高さＨの４０％以上かつ６０％以下の範囲でのび、
かつスチールコードをラジアル方向に対して１０〜５０
°の範囲で傾けて配列したコード補強層を配したことを
特徴とする請求項１乃至３記載のライトトラック用安全
タイヤ。4. The bead portion has an upper end extending outside the carcass ply in the axial direction of the tire from the bead base line within a range of 40% or more and 60% or less of the tire cross-sectional height H.
And the steel cord is 10 to 50 in the radial direction.
The safety tire for a light truck according to any one of claims 1 to 3, further comprising a cord reinforcing layer arranged so as to be inclined in a range of °.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6163007A JP2899212B2 (en) | 1994-06-21 | 1994-06-21 | Light truck safety tires |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6163007A JP2899212B2 (en) | 1994-06-21 | 1994-06-21 | Light truck safety tires |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH082220A true JPH082220A (en) | 1996-01-09 |
| JP2899212B2 JP2899212B2 (en) | 1999-06-02 |
Family
ID=15765429
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6163007A Expired - Fee Related JP2899212B2 (en) | 1994-06-21 | 1994-06-21 | Light truck safety tires |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2899212B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11129712A (en) * | 1997-11-04 | 1999-05-18 | Bridgestone Corp | Pneumatic safety tire |
| JPH11310015A (en) * | 1998-04-28 | 1999-11-09 | Bridgestone Corp | Pneumatic tire |
| WO2000035684A1 (en) * | 1998-12-17 | 2000-06-22 | Bridgestone Corporation | Pneumatic tire |
| JP2000318408A (en) * | 1999-03-08 | 2000-11-21 | Bridgestone Corp | Pneumatic tire for passenger car |
| JP2005161964A (en) * | 2003-12-02 | 2005-06-23 | Bridgestone Corp | Run-flat tire |
| US7201196B2 (en) * | 2004-03-16 | 2007-04-10 | Sumitomo Rubber Industries, Ltd. | Run-flat tire |
| JP2016074281A (en) * | 2014-10-03 | 2016-05-12 | 株式会社ブリヂストン | Run flat tire |
| JP2016074282A (en) * | 2014-10-03 | 2016-05-12 | 株式会社ブリヂストン | Run flat tire |
| US20190135052A1 (en) * | 2016-04-28 | 2019-05-09 | Bridgestone Corporation | Run-flat radial tire |
-
1994
- 1994-06-21 JP JP6163007A patent/JP2899212B2/en not_active Expired - Fee Related
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11129712A (en) * | 1997-11-04 | 1999-05-18 | Bridgestone Corp | Pneumatic safety tire |
| JPH11310015A (en) * | 1998-04-28 | 1999-11-09 | Bridgestone Corp | Pneumatic tire |
| WO2000035684A1 (en) * | 1998-12-17 | 2000-06-22 | Bridgestone Corporation | Pneumatic tire |
| JP2000318408A (en) * | 1999-03-08 | 2000-11-21 | Bridgestone Corp | Pneumatic tire for passenger car |
| JP4571394B2 (en) * | 2003-12-02 | 2010-10-27 | 株式会社ブリヂストン | Run flat tire |
| JP2005161964A (en) * | 2003-12-02 | 2005-06-23 | Bridgestone Corp | Run-flat tire |
| US7201196B2 (en) * | 2004-03-16 | 2007-04-10 | Sumitomo Rubber Industries, Ltd. | Run-flat tire |
| JP2016074281A (en) * | 2014-10-03 | 2016-05-12 | 株式会社ブリヂストン | Run flat tire |
| JP2016074282A (en) * | 2014-10-03 | 2016-05-12 | 株式会社ブリヂストン | Run flat tire |
| EP3202598A4 (en) * | 2014-10-03 | 2017-09-27 | Bridgestone Corporation | Run-flat tire |
| EP3202597A4 (en) * | 2014-10-03 | 2017-09-27 | Bridgestone Corporation | Run-flat tire |
| US20190135052A1 (en) * | 2016-04-28 | 2019-05-09 | Bridgestone Corporation | Run-flat radial tire |
| US11001104B2 (en) * | 2016-04-28 | 2021-05-11 | Bridgestone Corporation | Run-flat radial tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2899212B2 (en) | 1999-06-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4779658A (en) | Pneumatic safety tire | |
| EP1867497B1 (en) | Run-flat tire | |
| JP4170821B2 (en) | Pneumatic radial tire | |
| JP4971700B2 (en) | Run flat tire | |
| EP0185607B1 (en) | Pneumatic tire | |
| EP1002668B1 (en) | Pneumatic tires | |
| EP1577122B1 (en) | Run-flat tire | |
| JP3638664B2 (en) | Pneumatic tire | |
| US6752188B2 (en) | Pneumatic tire with specified bead portion | |
| JPH0825923A (en) | Safety tire | |
| US6719029B2 (en) | Tire wall gauges to optimize runflat tire ride comfort | |
| JP2899212B2 (en) | Light truck safety tires | |
| JP6043553B2 (en) | Pneumatic tire | |
| JP3887478B2 (en) | Pneumatic safety tire | |
| US6823914B2 (en) | Heavy duty pneumatic radial tires with organic fiber cord bead reinforcing layer | |
| JP5530413B2 (en) | Run flat tire | |
| US6655431B2 (en) | Pneumatic tire with turnup portion wrapped along outer peripheral face of bead core | |
| US7165590B2 (en) | Heavy duty pneumatic radial tire with carcass ply winding-up portion | |
| JPH11227424A (en) | Pneumatic safety tire | |
| JP4015745B2 (en) | Pneumatic safety tire | |
| EP1808314A1 (en) | Run-flat tire | |
| JP3312880B2 (en) | Safety tire | |
| JP4315647B2 (en) | Pneumatic tire | |
| JP3621738B2 (en) | Light truck safety tire | |
| JPH07315016A (en) | Safe tire |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |