JPS6280101A - Flat pneumatic radial tire - Google Patents
Flat pneumatic radial tireInfo
- Publication number
- JPS6280101A JPS6280101A JP60217926A JP21792685A JPS6280101A JP S6280101 A JPS6280101 A JP S6280101A JP 60217926 A JP60217926 A JP 60217926A JP 21792685 A JP21792685 A JP 21792685A JP S6280101 A JPS6280101 A JP S6280101A
- Authority
- JP
- Japan
- Prior art keywords
- layer
- belt
- tread
- tire
- 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.)
- Pending
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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C2009/2012—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with particular configuration of the belt cords in the respective belt layers
- B60C2009/2029—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with particular configuration of the belt cords in the respective belt layers with different cords in the same layer, i.e. cords with different materials or dimensions
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は、高速走行に適した空気入りラジアルタイヤ
に関し、とくに、高速性能の改善３目指した乗用車用ラ
ジアルタイヤそれも断面高さ／断面最大幅の値（以下へ
ん平比という）が０．６以下（０，６〜０．８５）のよ
うな、超へん平タイヤに必要な特性充足についての開発
研究の成果を提供しようとするものである。Detailed Description of the Invention (Industrial Application Field) This invention relates to a pneumatic radial tire suitable for high-speed running, and in particular, a radial tire for passenger cars that aims to improve high-speed performance. This is an attempt to provide the results of development research on satisfying the characteristics necessary for ultra-flat tires, such as a flattened tire with a significant value (hereinafter referred to as flattened ratio) of 0.6 or less (0.6 to 0.85). be.
（従来の技ＷＩ）
従来高速用タイヤにおいては、か酷な速度条件の下で使
用に供されることから、高速耐久性を向上させるために
、ラジアル方向に繊維コードを配列したブライから成る
カーカスのクラウン部外周に重ねて配置するベルト主要
層につき、タイヤの赤道面に対し浅い角度でスチールコ
ードなどの非伸張性コード層のたとえば２枚を層間でコ
ードが交差する様に重ね合わせたベルトの主要層に加え
てその幅全体に亘りタイヤの糸通］／ｉｉと平行Ｇこナ
イロンコードを配列してなるキャッププライを１枚か２
枚重ね合わせたベルトＯｆｆ強により、ベルト構管体と
して周方向の剛性向上を図ったタイヤが、米国特許第３
，８５０，２１９号明細書（こおいて提案されている。(Conventional Technique WI) Conventional high-speed tires are used under severe speed conditions, so in order to improve high-speed durability, a carcass consisting of a braai in which fiber cords are arranged in the radial direction is used. For the main belt layer, which is placed over the outer periphery of the crown of the tire, two non-extensible cord layers, such as steel cord, are layered at a shallow angle to the equatorial plane of the tire so that the cords intersect between the layers. In addition to the main layer, one or two cap plies made of parallel G-shaped nylon cords are arranged over the entire width of the tire.
U.S. Pat.
, 850,219 (as proposed herein).
また上記キャッププライ適用の改良として、ベルト層を
幅方向にみて剛性が比佼的小さい両端部の上記キャップ
ブライに重ねて同様にナイロンコードの幅の狭い層を一
対重ね合わせたベルト補強構造も特公昭５７−６１６０
１号公報に提案されている。In addition, as an improvement to the application of the cap ply, a belt reinforcement structure is also available in which a pair of narrow layers of nylon cord are similarly superimposed on the cap ply at both ends, which have comparatively low rigidity when viewed in the width direction of the belt layer. Kosho 57-6160
This is proposed in Publication No. 1.
（発明が解決しようとする問題点）
このようなタイヤは、最高速度がほぼ２００にｍ／ｈ以
下のポ度域で使用される汎用タイヤの場合は、タイヤ回
転時にベルトの主要１音における放射方向せり出しは、
上記ベルト補強等が有効に抑制する。(Problem to be solved by the invention) In the case of a general-purpose tire used in a speed range where the maximum speed is approximately 200 m/h or less, the radiation of one main sound of the belt when the tire rotates. The direction protrusion is
The above-mentioned belt reinforcement etc. can effectively suppress this.
しかしながら上記の速度をこえ、とくに３００にＶｈ又
はそれ以上のような超高速走行を狙ったへん平比が０．
６以下（０，６〜０．３５ ）の超へん平タイヤの場合
は、タイヤρ〒面幅に応じてトレッド幅が著しく広くな
るため、高速走行時にトレッド中央部の放射方向の張出
が従来の手段では抑制しきれず、その結果接地域におい
てトレッド中央部の接地圧がトレッドの両側部との対比
で著しく増加し、ブローアウトの問題が新たに生じた。However, beyond the above speeds, especially when the flattening ratio is 0.
In the case of ultra-flat tires of 6 or less (0.6 to 0.35), the tread width becomes significantly wider depending on the tire ρ surface width. As a result, the ground contact pressure at the center of the tread in the contact area increased significantly compared to both sides of the tread, creating a new problem of blowout.
上記トレッド中央部の放射方向張出は、たとえば２枚の
キャップブライに更に加えて同種のコードトＪをトレッ
ド中央部の張出部に追加配置したとしても、走行時の発
熱の影響が不利に強まるので上記の張出を根本的に抑制
することはできない。The above-mentioned radial overhang of the center of the tread disadvantageously increases the effect of heat generation during driving, even if, for example, in addition to the two cap briars, a cord J of the same type is additionally placed on the overhang of the center of the tread. Therefore, the above-mentioned protrusion cannot be fundamentally suppressed.
発明者らは、へん平比が０．６以下の超へん平タイヤの
ｓ ｏ ｏ ”／ｈに達するような高速走行時のトレッ
ド張出現象を種々検討した結果、トレッド中央部が両側
部に比べて張出するのはベルト補強用キャッププライを
溝成する有機像珪コードの弾性率の温度依存性によるこ
とをつきとめた。The inventors conducted various studies on the phenomenon of tread extension during high-speed running when ultra-flat tires with a flattening ratio of 0.6 or less reach s o o ”/h. In comparison, it was found that the reason for the overhang is due to the temperature dependence of the elastic modulus of the organic silicon cord forming the groove of the cap ply for reinforcing the belt.
（問題点を解決するための手段）
この発明は一対のサイド部と両サイド部ｊ謂にまたかる
トレッド部がトロイダルに連なり、これらの各部分をタ
イヤの赤道面と実質上直交する方向に配列した層の少な
くとも１ブライから成るカーカスで補強し、このカーカ
スと上記トレッド部間に上記赤道面に対し浅い角度で非
伸張性コードを配列した層の少なくとも２枚を層間でコ
ードが交差する向きに重ね合わせた主要層と、この主要
層の周囲実質上全体を上記赤道面とほぼ平行に繊維コー
ドを配列した補助層とからなるベルトをトレツド幅一ぱ
いに配置した空気入りラジアルタイヤにおいて、
上記ベルトの補助層がポリテトラメチレンアジパミドよ
りなり、主要層の４０〜７５％に相当する幅の中央区域
とポリアミドよりなる両側区域の複合構造から成りトレ
ッド部の脹径変形をトレッド）幅方向にわたって一様に
保持することを特徴とするへん平空気入りラジアルタイ
ヤである。(Means for Solving the Problems) This invention provides a tire with a pair of side parts and a tread part spanning both side parts connected in a toroidal manner, and each of these parts arranged in a direction substantially perpendicular to the equatorial plane of the tire. The carcass is reinforced with a carcass consisting of at least one briar layer, and at least two layers of non-extensible cords are arranged between the carcass and the tread portion at a shallow angle with respect to the equatorial plane, with the cords intersecting between the layers. A pneumatic radial tire in which a belt consisting of a superposed main layer and an auxiliary layer in which fiber cords are arranged substantially parallel to the equatorial plane on substantially the entire circumference of the main layer is disposed over the entire tread width. The auxiliary layer is made of polytetramethylene adipamide, and has a composite structure of a central region with a width equivalent to 40 to 75% of the main layer and both side regions made of polyamide, and the auxiliary layer is made of polytetramethylene adipamide and has a composite structure that suppresses the deformation of the tread portion in the width direction. This is a flat pneumatic radial tire that is characterized by its ability to hold the tire in place.
この発明において、ポリテトラメチレンアジパミド繊維
コードと云うのは通常４．６ナイロンと呼ばれる繊維を
用いたコード（以下４．６ナイロンコードという）を指
し、またポリアミド繊維コードとは同じく６ナイロン及
び６６ナイロンによる繊維を用いたコード（以下６ナイ
ロンコード、６Ｇナイロンコードという）を指す。In this invention, the polytetramethylene adipamide fiber cord refers to a cord using a fiber commonly called 4.6 nylon (hereinafter referred to as 4.6 nylon cord), and the polyamide fiber cord also refers to a cord using a fiber called 4.6 nylon. It refers to a cord using fibers made of 66 nylon (hereinafter referred to as 6 nylon cord or 6G nylon cord).
発明者らが打った実験によると、３００”’／ｈもの高
速時においては張出部におけるベルト層の発熱温度は凡
そ２００°Ｃに達する。According to experiments carried out by the inventors, at high speeds of 300''/h, the heat generation temperature of the belt layer at the overhang reaches approximately 200°C.
コードの弾性に関して上記コードは表１のような温度依
存性の測定結果を得た。Regarding the elasticity of the cord, the above cord obtained temperature-dependent measurement results as shown in Table 1.
表 １
すなわち６ナイロンの場合５０°Ｃ時の弾性率が５００
ＭＰａであったのが２００’Ｃ時には７０ＭＰａ・と
前者に対し１４％に低下し高温時のトレッド中央部の張
出抑制にキャンプブライが殆ど寄与していないことがわ
かり、この点６６ナイロンの場合も同様である。Table 1 In other words, in the case of nylon 6, the elastic modulus at 50°C is 500
MPa was 70 MPa at 200'C, which is 14% lower than the former, indicating that camp braai hardly contributes to suppressing the protrusion of the central part of the tread at high temperatures. The same is true.
これに対し４．６ナイロンの場合は２００°Ｃ時の弾性
率の低下ははるかに少い。On the other hand, in the case of 4.6 nylon, the decrease in elastic modulus at 200°C is much smaller.
そこで１ トレッド部をその高速走行時張出の小さい区
域と張出の著しい中央域とに分け、前者に６ナイロン又
は６６ナイロンのコードを、後者に４・６ナイロンのコ
ードをそれぞれ適用することにより、均等に高速走行時
のトレッド部の張出を抑えるばかりでなく低速走行時と
実質的に等しいトレッド形状を維持し得るのである。Therefore, 1. By dividing the tread section into an area where the overhang is small during high-speed running and a central area where the overhang is significant, the former is coated with a 6 nylon or 66 nylon cord, and the latter is applied with a 4.6 nylon cord. This not only evenly suppresses the protrusion of the tread portion during high-speed running, but also maintains substantially the same tread shape as during low-speed running.
６ナイロンコード及び６６ナイロンコードをキャッププ
ライに用いる残余区域についてはベルト主要層の側端と
同位置か多少外にはみ出してショルダー側に延びていて
もよい〇
さて第１図にこの発明に従うへん平空気入りラジアルタ
イヤの断面をあられし、図中１は１対のサイド部、２は
両サイド部間にまたがるトレッド・部、３はサイド部１
及びトレッド部２よりなるケース主体の骨格としての補
強を司るラジアルコードプライからなるカーカス、４は
このカーカス３とトレッド部２間でタイヤの赤道面に対
し浅い角度で非伸展性コード、多くの場合スチールコー
ドを配列した層の少くとも２枚を層間でコードが交差す
る向きに重ね合わせた主要層と、この主要層の周囲実質
上全体を上記赤道面とほぼ平行にｆＲａコードを配列し
た強補層としてのキャッププライとからなるベルトで、
主要層は５、強助層を６であられした。The remaining area where the 66 nylon cord and 66 nylon cord are used for the cap ply may be located at the same position as the side edge of the main belt layer or slightly protrude outside and extend toward the shoulder side. Figure 1 shows a flat belt according to the present invention. A cross section of a pneumatic radial tire is shown. In the figure, 1 is a pair of side parts, 2 is a tread part spanning between both side parts, and 3 is a side part 1.
and a carcass consisting of a radial cord ply that serves as the main frame of the case consisting of the tread section 2. 4 is a non-extensible cord between the carcass 3 and the tread section 2 at a shallow angle to the equatorial plane of the tire, in most cases. A main layer in which at least two layers in which steel cords are arranged are stacked in a direction in which the cords intersect between the layers, and a reinforced reinforcement in which fRa cords are arranged substantially parallel to the equatorial plane on substantially the entire periphery of this main layer. A belt consisting of a cap ply as a layer,
The main layer was 5, and the strong support layer was 6.
この発明において強助層６は主要層５の幅Ｗの４０〜７
５％に相当する幅Ｗの中央区域６−１にわたる間を４．
６ナイロンコード、また両側残余域６−２についてはそ
れぞれ６ナイロン又は６６ナイロンのコードからなる、
複合構造のキャッププライからなるものとする。In this invention, the reinforcing layer 6 has a width W of 40 to 7
4. The width W corresponding to 5% spans the central area 6-1.
6 nylon cord, and the remaining areas 6-2 on both sides are made of 6 nylon or 66 nylon cord, respectively.
It shall consist of a cap ply of composite construction.
この例は強助層６を２層適用した場合であるが、もちろ
ん１層だけでもよく、ときに両側残余域６−２に限って
２層とするような変形配置としても・よい。This example shows a case where two layers of reinforcing layer 6 are applied, but of course only one layer may be used, and sometimes a modified arrangement such as two layers only in both side residual areas 6-2 may be used.
次に、トレッド部２は、第２図で大要を示すように走行
時において路面と直接接触する外側ゴムＩｆｉ ７と、
この外側ゴム層７をベルト長上で支持する内側ゴム層８
とを含む複合構造より成るものとする％ｈｈｉｚことが
でき、これらのうち、外側ゴムＮ７は損失正接（ｔａｎ
δ）が少くとも０．４５．１００％伸張モジュラスが１
．２〜２．３ ＨＰａ及びブロ一温度が２１０°Ｃ〜２
３０’Ｃの物性を兼なそなえるものとする。これに対し
内側ゴムＦｆＩＪ８は、損失正接（ｔａｎδ）が０．８
７を下まわらぬ範囲で外側ゴム層のそれより小さくかつ
１００％伸張モジュラスとブロ一温度は外側ゴム層フの
各上限値より高い物性値を有するものとする。Next, the tread portion 2 includes an outer rubber Ifi 7 that comes into direct contact with the road surface during running, as outlined in FIG.
An inner rubber layer 8 that supports this outer rubber layer 7 on the belt length
Of these, the outer rubber N7 has a loss tangent (tan
δ) is at least 0.45.100% extension modulus is 1
．． 2 to 2.3 HPa and blow temperature 210°C to 2
It shall have the physical properties of 30'C. On the other hand, the inner rubber FfIJ8 has a loss tangent (tan δ) of 0.8.
The outer rubber layer shall have physical property values which are smaller than those of the outer rubber layer by no less than 7 and whose 100% elongation modulus and blow temperature are higher than the respective upper limit values of the outer rubber layer.
外側ゴム層７は耐摩耗性もさることながら路面のグリッ
プ特性に優れたゴムであるが、発明者らの実験によると
、上記した物性値を兼ねそなえ、しかも適切な内側ゴム
層８との複合構造とすることにより、走行時操舵の際接
地面内において、トレンドゴム（実際にはリプ、ブロッ
ク或いはラグ等）の適切なしなり効果を伴ったグリップ
特性が一層高められ、しかも操縦性、なかでもハンドル
の過渡応答性が良好であってさらに高速耐久性にも優れ
る。The outer rubber layer 7 is a rubber that has excellent grip properties on road surfaces as well as abrasion resistance, but according to the experiments of the inventors, it has both the above-mentioned physical properties and has a suitable composite with the inner rubber layer 8. By using this structure, the grip characteristics with the appropriate bending effect of the trend rubber (actually, lips, blocks, lugs, etc.) within the ground contact surface during steering during driving are further enhanced, and the maneuverability, especially, is improved. The handle has good transient response and also has excellent high-speed durability.
ここに外側ゴム層７の物性について損失正接（ｔａｎδ
）は少くとも０．４５以上が耐路面グリップ性能上とく
に好適で数値は高い方がより望ましいが高速走行時の発
熱の面で制約があり後述のブロ一温度との関連において
上限は自ずと決まり１また１００％伸張モジュラスは、
１．２〜２．３ Ｋ Ｐ♂好ましくは１．５〜２．０
Ｍ Ｐａで路面グリップ性と、操縦性、特にハンドルの
過渡応答性の面で好適な範囲であり１．２ Ｍ ｐａよ
りも低いと両特性は共に劣るが、だからといってｚ、ａ
ＭＰａｆ：Ｍえても良くなく、さらにブロ一温度につい
ては２１０〜２８０°Ｃの範囲が発熱によるポーラス発
生臨界温度でより好ましいのは２２０〜２８０°Ｃであ
り、このブロ一温度がこの２１０℃より低いと高速走行
に適したタイヤのゴムになり得す、他方上限を越えて高
すぎると必要な損失正接を得ることができない。Here, regarding the physical properties of the outer rubber layer 7, loss tangent (tan δ
) is preferably at least 0.45 in terms of road grip performance, and a higher value is more desirable, but there are restrictions in terms of heat generation during high-speed driving, and the upper limit is naturally determined in relation to the blow temperature described later1. In addition, the 100% extension modulus is
1.2-2.3 K P♂ preferably 1.5-2.0
MPa is a suitable range in terms of road grip, maneuverability, especially transient response of the steering wheel, and if it is lower than 1.2 MPa, both characteristics are inferior, but this does not mean that z, a
It is not good even if MPaf: M is higher than 210°C to 280°C, and the critical temperature for generating pores due to heat generation is more preferably 220°C to 280°C. If it is too low, the tire rubber may be suitable for high-speed running, while if it is too high beyond the upper limit, it will not be possible to obtain the necessary loss tangent.
なお外側ゴム層７のショアＡ硬度は５５〜６３゜が好ま
しく、更に５７〜６００の範囲が一層のぞましいが、そ
れというのは路面グリップと、路面グリップの限界（ス
リップ）コントロール性向上即ち運転者が旋回時にグリ
ップ限界が近ずいたことがよく知覚できることの要語が
このゴム硬さの範囲でより敏感に満たされる。The Shore A hardness of the outer rubber layer 7 is preferably in the range of 55 to 63 degrees, and more preferably in the range of 57 to 600. The key requirement of being able to clearly sense when the grip limit is approaching when turning is more sensitively met within this rubber hardness range.
内側ゴムＷｊ８については、路面と直接接する外側ゴム
層に対する要求特性を発揮する上で重要であり、損失正
接につき外側ゴム層よりも小さく少くとも０．８７、従
ってほぼ０．４４〜０．８７の範囲で発熱を有効に防止
することができ、この下限０．８７はこの数値に満たな
いとペースゴムとして必要な下記のモジュラスが得られ
なくなる。The inner rubber Wj8 is important in achieving the required characteristics for the outer rubber layer in direct contact with the road surface, and has a loss tangent of at least 0.87, which is smaller than that of the outer rubber layer, and therefore approximately 0.44 to 0.87. Heat generation can be effectively prevented within this lower limit of 0.87.If this lower limit is less than 0.87, the following modulus required for a pace rubber cannot be obtained.
すなわち１００％伸優モジュラスが外側ゴム層７の値以
上、事実上２・５〜８・５ＭＰａの範囲で外側ゴム層７
の路面グリップ性及び過渡応答性をよくするための単一
ゴム層では得られない擾れた上記特性を発揮する。That is, the outer rubber layer 7 has a 100% elongation modulus equal to or higher than the value of the outer rubber layer 7, in fact in the range of 2.5 to 8.5 MPa.
It exhibits the above-mentioned characteristics that cannot be obtained with a single rubber layer to improve road grip and transient response.
マタブロ一温度については外側ゴム層より高く実際には
２５０°Ｃ以上で外側ゴム層７の耐グリップ性、ハンド
ルの過渡応答性を発揮させるために必要である。The matabro temperature is higher than that of the outer rubber layer and is actually 250° C. or higher, which is necessary in order to exhibit the grip resistance of the outer rubber layer 7 and the transient response of the handle.
内側ゴム層８に上記温度でもしもブローが発生すると、
通常外気による冷却作用が外側ゴム層７より少ないため
より高温となり、外側ゴム層７の要求特性が発揮され得
ずしてポーラス状になるからである。If blow occurs in the inner rubber layer 8 at the above temperature,
This is because the cooling effect of the outside air is usually less than that of the outer rubber layer 7, resulting in a higher temperature, and the required characteristics of the outer rubber layer 7 cannot be exhibited, resulting in a porous shape.
なおショアＡ硬度についても外側ゴム層７より硬いこと
が好ましく、６４〜７０°が一層好ましくその理由は１
００％伸張モジュラスについて述べたところと同様であ
る。The Shore A hardness is also preferably harder than the outer rubber layer 7, and more preferably 64 to 70° for the reason 1.
This is the same as described for the 00% extension modulus.
なお動的弾性率（Ｅ′）につき外側ゴム層７で内外側両
ゴム層７，８の厚みの割合については、外側ゴム層７の
平均厚みを１とすると、内側ゴム層８の平均厚みを０．
１５〜０．８５の範囲とすることにより好効果が得られ
た、この厚みにつき平均でいう理由は、トレッド部２が
多数のトレッド溝９で区分されるたとえばリプ１０で構
成される場合、内外側両ゴム層８，７の接合面が図に示
すように波状を呈することによる。Regarding the dynamic elastic modulus (E'), regarding the ratio of the thickness of both the inner and outer rubber layers 7 and 8 in the outer rubber layer 7, if the average thickness of the outer rubber layer 7 is 1, then the average thickness of the inner rubber layer 8 is 0.
The reason why a good effect was obtained by setting the thickness in the range of 15 to 0.85 on average is that when the tread portion 2 is composed of, for example, a lip 10 divided by a large number of tread grooves 9, the inner This is because the bonding surfaces of both outer rubber layers 8 and 7 exhibit a wavy shape as shown in the figure.
図に示すように外側ゴム層７と内側ゴム層８とが実質上
トレッド部２の全体に亘って重なり、その両端部はタイ
ヤのショルダー１１の位置で、屈曲性に富むサイド部１
のゴム内へ楔状に延びるようにすることが好ましい。As shown in the figure, the outer rubber layer 7 and the inner rubber layer 8 overlap substantially over the entire tread portion 2, and both ends thereof are located at the shoulder 11 of the tire, and the side portion 1 has high flexibility.
It is preferable to extend into the rubber in a wedge shape.
外側ゴム層７と内側ゴム層８のゴム配合例は表１のよう
にして、従来のゴム配合によるコントロールタイヤに比
べ路面グリップ性、操縦性１高速耐久性に効果がある。The rubber compounding examples of the outer rubber layer 7 and the inner rubber layer 8 are as shown in Table 1, and are more effective in terms of road grip, maneuverability, and high-speed durability than control tires with conventional rubber compounding.
（作 用）
ここでベルト用キャッププライのコード材料としてはレ
ーヨン及びポリエステルは熱収縮性が小さいので好まし
くない。その点４．６，６．６６の各ナイロンは何れも
必要な熱収縮性に富むから、キャッププライとしてベル
トの主要層に対し拘束力（締付力）を与えるためには特
に好ましいわけである。しかし、６ナイロン、６６ナイ
ロンコードは高発熱時に問題のあることはすでに述べた
。(Function) Rayon and polyester are not preferred as cord materials for the belt cap ply because they have low heat shrinkability. In this respect, nylons 4.6 and 6.66 both have the necessary heat shrinkability, so they are particularly preferred for applying restraining force (tightening force) to the main layer of the belt as a cap ply. . However, as already mentioned, nylon 6 and nylon 66 cords have problems when generating high heat.
キャッププライとして４．６ナイロンコードを用いる中
央区域としてベルト主要ＩＨの４層％〜７５％に相当す
る幅を限定した理由は４０％に満たな゛いと張出抑制効
果が期待できず、一方７５％を越えると６ナイロン及び
６６ナイロンコード（両側域）との組合わせ配置によっ
てもなお高速時における均一な接地圧分布が得られず、
トレッド部の局部的発熱過大が生じるからである。The reason why we limited the width of the central region using 4.6 nylon cord as the cap ply, which corresponds to 4% to 75% of the main IH of the belt, is because if it is less than 40%, we cannot expect the effect of suppressing overhang. %, uniform ground pressure distribution at high speeds cannot be obtained even with the combined arrangement of 6 nylon and 66 nylon cords (both side areas).
This is because excessive local heat generation occurs in the tread portion.
タイヤの断面比が０．６〜０．８５の超へん平タイヤで
トレッドが広い場合は上記区域は５０％〜７５％がより
好ましい。In the case of a super flat tire with a cross-sectional ratio of 0.6 to 0.85 and a wide tread, the above area is more preferably 50% to 75%.
（実施例〉
供試タイヤは、サイズ： ２４５／４５ ｉ １（３と
Ｌ、８Ｊ−１６のリムを用い、充てん内圧０．ＯａＭＰ
とした。(Example) The test tires used were size: 245/45 i 1 (3 and L, 8J-16 rims, and the filling internal pressure was 0.0aMP.
And so.
このタイヤは１５０ Ｑ ｄ／２のポリエステルコード
をカーカスプライに用い、もちろんラジアル構造配列と
し、ベルトの主要層にはＩＸ５撚りｈ４造のスチールコ
ードをタイヤの中央周線に対し２２°の傾斜で互いに交
差する２層を配置し、ベルトの強助層は、コントロール
につき６ナイロンコードからなり主要層の上面全域を滝
う２枚のキャッププライとした（タイヤＡ）に対し、こ
の発明による □ものは次の通りである。This tire uses 150 Q d/2 polyester cord for the carcass plies, of course in a radial structural arrangement, and the main layer of the belt is IX5 stranded H4 steel cord strung together at an angle of 22 degrees to the center circumference of the tire. Two intersecting layers are arranged, and the reinforcing layer of the belt is two cap plies made of 6 nylon cords for the control and falling over the entire upper surface of the main layer (Tire A). It is as follows.
タイヤＣ：主要層の幅に対して０．６倍に当る中央域に
１２６０ｄ／２の４．６ナイロンコ一ド２枚、残余の両
側域に１２６０
ｄ／２の６ナイロンコ一ド各２枚
タイヤＣ：主要層の幅に対し０．５倍に当る中央域に１
２６０ ｄ／２の４．６ナイロンフ一ド１枚１残余の両
側域に１２６０
ｄ／２の６ナイロン各１枚
タイヤＤ＝中央域につきタイヤＣと同じ、両側域はタイ
ヤＢと同じ
高速耐久性試験は、直径１．ｆｌ ａの平滑円筒周面を
もつ鋼製ドラムを用い、室温（２５±８°Ｃ）にて、荷
重は５３９４Ｎ（５５ｏｋｇＷ ） として、次の表
３に示すステップロードを各タイヤに負荷した。試験本
数は各タイヤとも２木兄とした。Tire C: Two 1260 d/2 4.6 nylon cord tires in the center area, which is 0.6 times the width of the main layer, and two 1260 d/2 6 nylon cord tires each in the remaining both sides. C: 1 in the central area, which is 0.5 times the width of the main layer
1 sheet of 260 d/2 4.6 nylon 1 sheet of 1260 d/2 6 nylon on both sides of the remaining tire D = same high speed durability as tire C for the center area, same high speed durability as tire B for both side areas The test was conducted using a diameter of 1. Using a steel drum with a fl a smooth cylindrical peripheral surface, a step load shown in Table 3 below was applied to each tire at room temperature (25±8°C) with a load of 5394N (55okW). The number of tires tested was 2 tires for each tire.
結 果
タイヤＡ１ す１０段階２９０にｍ／ｈ×１２’ チー
４ｘ ンｐ −ブローチャンク発生
Ａ２ す１０段階２９０に”／ｈＸ１８’でセンターブ
ローチャンク発生
タイヤＢ１ φ１４段階８３０に講／ｈ×１１′でベル
トエツジセパレーション（センターブロ
ーチャンクは発生なし）
Ｂ２ ◆１４段階ａａｏ−へ×１８′でベルトエツジセ
パレーション（センターブロ
ーャンクは発生なし）
Ｃ１す１０段階２９０にシｈＸｌ１２’でベルトエツジ
セパレーション（センターブ
ローチャンクは発生なし）
Ｃ３す１０段階２９０−へ×１６′でベルトエツジセパ
レーション（センターブ
ローチャンクは発生なし）
ＤＩ す１４段階８８０組／ｈＸ １０’でベルトエ
ツジセパレーション（センターブロ
ンチャンクは発生なし）
Ｄｊｌφ１４段階８８０に’／ｈ Ｘ １８’でベルト
エツジセパレーション（センターブロ
ンチャンクは発生なし）
この発明に従う各タイヤＢＮＤは何れもトレッド中央域
で高速回転に由来するせり出しが有効に抑制されてセン
ターブロンチャンクによる途中段階での破損はなく、最
高段階に達してベルトエンドセパレーションによる故障
にとどまっていた。Result Tire A1 10 steps 290 m/h x 12' Chee 4x Np - Blow chunk occurrence A2 10 steps 290"/h Belt edge separation (center blown chunk does not occur) B2 ◆ Belt edge separation at 14 stages aao- x 18' (center blown chunk does not occur) C1 Belt edge separation at 10 stages 290 (center blown chunk does not occur) Belt edge separation at C3 10 steps 290- x 16' (no center blown chunks) DI 14 steps 880 sets/hX Belt edge separation at 10' (no center blown chunks) Belt edge separation at '/h x 18' at Djlφ14 stage 880 (center bronchunk does not occur) In each tire BND according to the present invention, protrusion resulting from high speed rotation in the tread center area is effectively suppressed, and center bronchunk occurs. There was no damage during the intermediate stage, and the failure was limited to belt end separation after reaching the highest stage.
（発明の効果）
この発明によればへん平地０．６以下の超へん平乗用車
用ラジアルタイヤの超高速走行の際に要請される耐久性
を充分に確保することができる。(Effects of the Invention) According to the present invention, it is possible to sufficiently ensure the durability required during ultra-high speed running of a radial tire for an ultra-flat passenger car with a tire size of 0.6 or less on flat ground.
第１図はこの発明に従う代表的な実施例を示すタイヤ断
面図、
第２図はキャップ／ペース構造トレッドの部分断面図で
ある。
１・・・サイド部 ２・・・トレッド部８・
・・カーカス ４・・・ベルト５・・・主要層
６・・・強助層６−１・・・中央域
６−２・・・両側域特許出願人 株式会社ブリ
デストン＼′、・・、・ｆ′FIG. 1 is a sectional view of a tire showing a typical embodiment according to the present invention, and FIG. 2 is a partial sectional view of a cap/pace structure tread. 1... Side part 2... Tread part 8.
... Carcass 4 ... Belt 5 ... Main layer 6 ... Reinforced layer 6-1 ... Central area
6-2...Both area patent applicant Brideston Co., Ltd.\',...,,f'
Claims (1)
部がトロイダルに連なり、これらの各部分をタイヤの赤
道面と実質上直交する方向に配列した層の少なくとも１
プライからなるカーカスで補強し、このカーカスと上記
トレツド部間に上記赤道面に対し浅い角度で非伸張性コ
ードを配列した層の少なくとも２枚を層間でコードが交
差する向きに重ね合わせた主要層と、この主要層の周囲
実質上全体を上記赤道面とほぼ平行に繊維コードを配列
した補助層とからなるベルトを、トレツド幅一ぱいに配
置した空気入りラジアルタイヤにおいて、 上記ベルトの補助層が、ポリテトラメチレンアジパミド
よりなり、主要層の４０〜７５％に相当する幅の中央区
域と、ポリアミドよりなる両側区域の複合構造から成り
トレツド部の脹径変形をトレツドの幅方向にわたつて一
様に保持することを特徴とするへん平空気入りラジアル
タイヤ。[Scope of Claims] 1. At least one layer in which a pair of side parts and a tread part extending between both side parts are connected in a toroidal manner, and each of these parts is arranged in a direction substantially perpendicular to the equatorial plane of the tire.
A main layer consisting of at least two layers reinforced with a carcass made of ply and having non-extensible cords arranged at a shallow angle with respect to the equatorial plane between the carcass and the treaded portion, superimposed in a direction in which the cords intersect between the layers. and an auxiliary layer in which fiber cords are arranged substantially parallel to the equatorial plane around the main layer, in a pneumatic radial tire in which a belt is arranged over the entire tread width, the auxiliary layer of the belt is: It is made of polytetramethylene adipamide and has a composite structure consisting of a central region with a width corresponding to 40 to 75% of the main layer, and both side regions made of polyamide, which uniformly suppresses the deformation of the bulge diameter of the tread portion in the width direction of the tread. A flat pneumatic radial tire that is characterized by its ability to hold the air in place.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60217926A JPS6280101A (en) | 1985-10-02 | 1985-10-02 | Flat pneumatic radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60217926A JPS6280101A (en) | 1985-10-02 | 1985-10-02 | Flat pneumatic radial tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6280101A true JPS6280101A (en) | 1987-04-13 |
Family
ID=16711887
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60217926A Pending JPS6280101A (en) | 1985-10-02 | 1985-10-02 | Flat pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6280101A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1988010199A1 (en) * | 1987-06-18 | 1988-12-29 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tire and production thereof |
| JPH01247204A (en) * | 1988-03-28 | 1989-10-03 | Sumitomo Rubber Ind Ltd | Radial tire for passenger car |
| JPH0382603A (en) * | 1989-08-01 | 1991-04-08 | Sumitomo Rubber Ind Ltd | Radial tire |
| JP2006240498A (en) * | 2005-03-03 | 2006-09-14 | Bridgestone Corp | Pneumatic radial tire, and its manufacturing method |
| JP2011121464A (en) * | 2009-12-10 | 2011-06-23 | Bridgestone Corp | Pneumatic radial tire |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52140105A (en) * | 1976-05-17 | 1977-11-22 | Pirelli | Pneumatic tire |
| JPS558966A (en) * | 1978-07-05 | 1980-01-22 | Euteco Spa | Tire |
| JPS5976914A (en) * | 1982-10-22 | 1984-05-02 | Toray Ind Inc | Polyamide fiber and production thereof |
-
1985
- 1985-10-02 JP JP60217926A patent/JPS6280101A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52140105A (en) * | 1976-05-17 | 1977-11-22 | Pirelli | Pneumatic tire |
| JPS558966A (en) * | 1978-07-05 | 1980-01-22 | Euteco Spa | Tire |
| JPS5976914A (en) * | 1982-10-22 | 1984-05-02 | Toray Ind Inc | Polyamide fiber and production thereof |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1988010199A1 (en) * | 1987-06-18 | 1988-12-29 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tire and production thereof |
| US5032198A (en) * | 1987-06-18 | 1991-07-16 | Sumitomo Rubber Industries, Ltd. | Method for manufacturing an assembly of a belt, a band, and a tread rubber |
| JPH01247204A (en) * | 1988-03-28 | 1989-10-03 | Sumitomo Rubber Ind Ltd | Radial tire for passenger car |
| JPH0382603A (en) * | 1989-08-01 | 1991-04-08 | Sumitomo Rubber Ind Ltd | Radial tire |
| JP2006240498A (en) * | 2005-03-03 | 2006-09-14 | Bridgestone Corp | Pneumatic radial tire, and its manufacturing method |
| JP2011121464A (en) * | 2009-12-10 | 2011-06-23 | Bridgestone Corp | Pneumatic radial tire |
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