JPS6112405A - Spare tire for passenger car - Google Patents
Spare tire for passenger carInfo
- Publication number
- JPS6112405A JPS6112405A JP59130999A JP13099984A JPS6112405A JP S6112405 A JPS6112405 A JP S6112405A JP 59130999 A JP59130999 A JP 59130999A JP 13099984 A JP13099984 A JP 13099984A JP S6112405 A JPS6112405 A JP S6112405A
- Authority
- JP
- Japan
- Prior art keywords
- section
- tire
- height
- rubber layer
- winding
- 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
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
- B60C15/0036—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width
- B60C15/0045—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with high ply turn-up, i.e. folded around the bead core and terminating radially above the point of maximum section width with ply turn-up up to the belt edges, i.e. folded around the bead core and extending to the belt edges
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の技術分野〕
本発明は、乗用車のタイヤがパンク等で故障した際、応
急的に交換するだめの軽量で低コストの乗用車用スペア
専用タイヤに関する。DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a lightweight, low-cost spare tire for a passenger car that can be replaced as an emergency when the passenger car tire breaks down due to a puncture or the like.
乗用車のタイヤがパンク等により、使用できなくなった
とき、交換するだめのスペアタイヤとして、小型で、簡
易構造のスペア専用タイヤが知られている。2. Description of the Related Art A small and simply constructed spare tire is known as a spare tire that can be replaced when a passenger car tire becomes unusable due to a puncture or the like.
従来、この種のスペア専用タイヤは、カーカスプライを
４枚或いは２枚使用することにより、タイヤ強度、耐久
性、操縦安定性等の必要性能を満足させているが以下の
ような欠点を有している。Conventionally, this type of spare tire has satisfied the required performance such as tire strength, durability, and handling stability by using four or two carcass plies, but it has the following drawbacks. ing.
即ち、カーカス４枚の場合、一般には８４０Ｄ／／２の
ナイロンコードを使用するが、この構造ではクラウン部
、サイド部等の剛性は確保できるものの重量が重くなっ
てしまう。That is, in the case of four carcass, 840D//2 nylon cord is generally used, but with this structure, the rigidity of the crown part, side parts, etc. can be ensured, but the weight becomes heavy.
また、カーカス２枚の場合、一般に１２６０Ｄ／２のナ
イロンコードがよく使われるが、このカーカスだけでは
タイヤ強度が不足し、プレーカーを１枚か又は２枚追加
しなければならない。更にはプレーカーを追加した場合
でもピード部からサイド部へかけての剛性は不足気味で
これを補うべく補強ゴム層を設けなければならないこと
が多い。また、１８９ｏＤ／２ナイロンコードによるカ
ーカス２枚を使用した場合でもビード部からサイド部へ
かけての横剛性は満足されず、しかも重量、コスト共に
増加してしまう。In addition, in the case of two carcass, 1260D/2 nylon cord is generally used, but this carcass alone does not provide enough tire strength, and one or two play cars must be added. Furthermore, even when a breaker is added, the rigidity from the peed part to the side part tends to be insufficient, and it is often necessary to provide a reinforcing rubber layer to compensate for this. Furthermore, even when two carcass made of 189oD/2 nylon cord are used, the lateral rigidity from the bead to the side is not satisfied, and both weight and cost increase.
本発明の目的は、実用的に十分な剛性を有し、かつ軽量
で製造コストの低い乗用車用スペア専用タイヤを提供す
ることにある。An object of the present invention is to provide a spare tire for a passenger car that has practically sufficient rigidity, is lightweight, and has low manufacturing costs.
本発明は、左右一対のビードワイヤーを巻回するカーカ
スプライの両巻上げ部がサイドウオール部を通り、トレ
ッド部で重なり合っており、かつビード部からサイドウ
オール部にかけて、リムフランジ高さと最大タイヤ断面
幅の位置との間の高さを有し、最大タイヤ断面幅の３．
５〜５％の最大厚さを有する補強ゴム層を設けた乗用車
用スペア専用タイヤをその要旨とするものである。In the present invention, both winding parts of the carcass ply around which a pair of left and right bead wires are wound pass through the sidewall part and overlap at the tread part, and the rim flange height and maximum tire cross-sectional width are 3 of the maximum tire cross-sectional width.
The gist of the invention is a spare tire for passenger cars, which is provided with a reinforcing rubber layer having a maximum thickness of 5 to 5%.
以下、図面を参照して本発明の詳細な説明する。 Hereinafter, the present invention will be described in detail with reference to the drawings.
第１図は本発明の第１の実施例であって、断面高さが６
０〜１００ｍｍの小型高圧スペアタイヤの断面図である
。図において、１はタイヤ、２はリム、３はカーカスプ
ライ、５は補強ゴム層、６はビードワイヤ、４．４’は
カーカスプライ３の巻上げ部である。この巻上げ部４，
４′はサイドウオール部９を通り、トレッド部１０で互
いに重なり合っている。この重なったラップ幅ｌはトレ
ッド幅ＴＤＷのＡ以上あることが好ましい。FIG. 1 shows a first embodiment of the present invention, in which the cross-sectional height is 6
FIG. 2 is a sectional view of a small high-pressure spare tire of 0 to 100 mm. In the figure, 1 is a tire, 2 is a rim, 3 is a carcass ply, 5 is a reinforcing rubber layer, 6 is a bead wire, and 4.4' is a winding part of the carcass ply 3. This winding part 4,
4' pass through the sidewall portion 9 and overlap each other at the tread portion 10. It is preferable that this overlapping lap width l is greater than or equal to A of the tread width TDW.
一方、補強ゴム層５の高さＨはリム７ランジの高さＨＲ
よりは高く、最大タイヤ断面幅ＴＷの位置の高さＨｗよ
りは低くなっている。これはリムフランジ高さＩ（Ｒよ
りも低いと横剛性に対して効果が少なく、またタイヤ幅
最大高さＨｗよりも高いと負荷時のひずみが該補強ゴム
層の頂点に集中し易くなり耐久性の面で不利になってし
まい同時に重量、コストも高くなってしまうからである
。そして軽重しくけ、補強ゴム層５の高さＴＴはタイヤ
最大幅の高さＨｗの６０〜９０％である。一方、補強ゴ
ム層の最大厚さＴは最大タイヤ断面幅ＴＷの３．５〜５
％の範囲になっている。On the other hand, the height H of the reinforcing rubber layer 5 is the height HR of the rim 7 lunge.
It is higher than the height Hw at the position of the maximum tire cross-sectional width TW. If this is lower than the rim flange height I (R), there will be little effect on lateral rigidity, and if it is higher than the maximum tire width height Hw, strain during loading will tend to concentrate at the top of the reinforcing rubber layer, resulting in durability. This is because it becomes disadvantageous in terms of performance and at the same time increases the weight and cost.In order to make it light and heavy, the height TT of the reinforcing rubber layer 5 is 60 to 90% of the height Hw of the maximum width of the tire. On the other hand, the maximum thickness T of the reinforcing rubber layer is 3.5 to 5 of the maximum tire cross-sectional width TW.
It is in the range of %.
とのＴがＴＷの３．５％未満では横剛性が不足し、操縦
安定性が低下するし、５％を越えるとタイヤ重量が増大
するからである。This is because if T is less than 3.5% of TW, lateral rigidity will be insufficient and steering stability will decrease, and if it exceeds 5%, tire weight will increase.
第２図は第２の実施例を示し、第１図の実施例に対し更
にカーカスプライを１枚追加した実施例で、７は２枚目
のカーカスプライ、８及び８′はその端末である。この
構造は第１図の実施例の場合よりもタイヤ強度、操縦安
定性が必要な場合に適している。Fig. 2 shows a second embodiment, in which one carcass ply is added to the embodiment of Fig. 1, where 7 is the second carcass ply, and 8 and 8' are its terminals. . This structure is more suitable than the embodiment shown in FIG. 1 when tire strength and handling stability are required.
第３図は第３の実施例を示し、第１図の実施例に対しビ
ード部に補強プライ１１を設けたものである。FIG. 3 shows a third embodiment, in which a reinforcing ply 11 is provided at the bead portion in contrast to the embodiment of FIG. 1.
以上の何れの実施例におけるカーカスプライもコード材
質、コード太さは１２６０Ｄ／２ナイロンが望ましくコ
スト的な効果が大きい。また補強ゴム層のゴムのＪＩＳ
硬度は６０°以上であり、望ましくは６５°以上である
。For the carcass ply in any of the above embodiments, the cord material and cord thickness are preferably 1260D/2 nylon, which is highly cost effective. In addition, JIS of the rubber of the reinforcing rubber layer
The hardness is 60° or more, preferably 65° or more.
次に本発明のスペアタイヤと従来のスペアタイヤの重量
、コストおよび操縦安定性を比較したので、その結果を
表１に示す。Next, the weight, cost, and handling stability of the spare tire of the present invention and a conventional spare tire were compared, and the results are shown in Table 1.
〔発明の効果１
本発明の乗１１１中用スペア専用タイヤ１次の効果を奏
する。[Effect 1 of the Invention The first effect of the present invention is the first effect of the 111 medium-sized spare tire.
（イ） カーカスプライを巻回させて、その巻上げ部を
トレッド部でオーバーラツプさせるため、カーカスプラ
イは一枚でありながら、トレッド部には３重に配置する
ことができ、十分なタイヤ強度を得ることができる。こ
のとき、カーカスプライの表面積は同材質のカーカスプ
ライを通常のビード回りに２枚配し、更にブレーカ−を
１枚配置した場合よりも約り０％少なくて済む。(b) Since the carcass ply is wound and the rolled up part overlaps the tread part, although the carcass ply is one piece, it can be arranged three times in the tread part, thereby obtaining sufficient tire strength. be able to. At this time, the surface area of the carcass ply is about 0% smaller than when two carcass plies made of the same material are normally arranged around the bead and one breaker is arranged.
（ロ） ピード部からサイド部にかけては特定の高さと
厚さを有する補強ゴム層を設けているので操縦安定性に
必要な横剛性を満足することができる。(b) Since a reinforcing rubber layer having a specific height and thickness is provided from the peak part to the side part, the lateral rigidity required for handling stability can be satisfied.
（ハ） カーカスプライは最低１枚ですむので軽量でか
つ製造コストを低減できる。(c) Since at least one carcass ply is required, it is lightweight and manufacturing costs can be reduced.
第１図は第１の実施例であるスペアタイヤの断面図、第
２図は第２の実施例であるスペアタイヤの断面図、第３
図は第３の実施例を示すスペアタイヤの部分断面図であ
る。
１・・・タイヤ、２・・・リム、３・・・カーカスプラ
イ、４・・・巻上げ部、５・・・補強ゴム層、６・・・
ビードワイヤ、７・・・カーカスプライ、８・・・端末
、９・・・サイドウオール部、１０・・・トレッド部、
１１・・・補強プライ。Fig. 1 is a sectional view of a spare tire according to a first embodiment, Fig. 2 is a sectional view of a spare tire according to a second embodiment, and Fig. 3 is a sectional view of a spare tire according to a second embodiment.
The figure is a partial sectional view of a spare tire showing a third embodiment. DESCRIPTION OF SYMBOLS 1... Tire, 2... Rim, 3... Carcass ply, 4... Winding part, 5... Reinforcement rubber layer, 6...
Bead wire, 7... Carcass ply, 8... Terminal, 9... Side wall part, 10... Tread part,
11... Reinforcement ply.
Claims (1)
両巻上げ部がサイドウォール部を通り、トレツド部で重
なり合つており、かつビード部からサイドウォール部に
かけて、リムフランジ高さと最大タイヤ断面幅の位置と
の間の高さを有し、最大タイヤ断面幅の３．５〜５％の
最大厚さを有する補強ゴム層を設けたことを特徴とする
乗用車用スペア専用タイヤ。Both winding parts of the carcass ply, which wind the pair of left and right bead wires, pass through the sidewall part and overlap at the tread part, and from the bead part to the sidewall part, the rim flange height and the position of the maximum tire cross-sectional width are determined. 1. A spare tire for a passenger car, characterized in that a reinforcing rubber layer has a height between 3.5 and 5% of the maximum cross-sectional width of the tire, and a reinforcing rubber layer having a maximum thickness of 3.5 to 5% of the maximum cross-sectional width of the tire.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59130999A JPS6112405A (en) | 1984-06-27 | 1984-06-27 | Spare tire for passenger car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59130999A JPS6112405A (en) | 1984-06-27 | 1984-06-27 | Spare tire for passenger car |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6112405A true JPS6112405A (en) | 1986-01-20 |
| JPH0441083B2 JPH0441083B2 (en) | 1992-07-07 |
Family
ID=15047572
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59130999A Granted JPS6112405A (en) | 1984-06-27 | 1984-06-27 | Spare tire for passenger car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6112405A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6452504A (en) * | 1987-05-29 | 1989-02-28 | Bridgestone Corp | Spare tire and manufacture thereof |
| EP0635383A1 (en) * | 1993-07-19 | 1995-01-25 | Bridgestone Corporation | Pneumatic tire |
| JP2008093939A (en) * | 2006-10-11 | 2008-04-24 | Bridgestone Corp | Method for manufacturing bias tire for emergency, and bias tire for emergency |
| WO2015047780A1 (en) | 2013-09-24 | 2015-04-02 | Bridgestone Americas Tire Operations, Llc | Tire with toroidal element |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5464302A (en) * | 1977-10-28 | 1979-05-24 | Bridgestone Corp | High speed pneumatic tire |
| JPS5591303U (en) * | 1978-12-15 | 1980-06-24 | ||
| JPS57109003A (en) * | 1980-12-26 | 1982-07-07 | Nissan Motor Co Ltd | Interface element of electronic controller for internal combustion engine |
-
1984
- 1984-06-27 JP JP59130999A patent/JPS6112405A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5464302A (en) * | 1977-10-28 | 1979-05-24 | Bridgestone Corp | High speed pneumatic tire |
| JPS5591303U (en) * | 1978-12-15 | 1980-06-24 | ||
| JPS57109003A (en) * | 1980-12-26 | 1982-07-07 | Nissan Motor Co Ltd | Interface element of electronic controller for internal combustion engine |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6452504A (en) * | 1987-05-29 | 1989-02-28 | Bridgestone Corp | Spare tire and manufacture thereof |
| EP0635383A1 (en) * | 1993-07-19 | 1995-01-25 | Bridgestone Corporation | Pneumatic tire |
| JP2008093939A (en) * | 2006-10-11 | 2008-04-24 | Bridgestone Corp | Method for manufacturing bias tire for emergency, and bias tire for emergency |
| WO2015047780A1 (en) | 2013-09-24 | 2015-04-02 | Bridgestone Americas Tire Operations, Llc | Tire with toroidal element |
| EP3049257A4 (en) * | 2013-09-24 | 2017-06-21 | Bridgestone Americas Tire Operations, LLC | Tire with toroidal element |
| US9919568B2 (en) | 2013-09-24 | 2018-03-20 | Bridgestone Americas Tire Operations, Llc | Tire with toroidal element |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0441083B2 (en) | 1992-07-07 |
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