WO2004080730A1 - 空気入りタイヤおよびその装着方法 - Google Patents
空気入りタイヤおよびその装着方法 Download PDFInfo
- Publication number
- WO2004080730A1 WO2004080730A1 PCT/JP2004/003320 JP2004003320W WO2004080730A1 WO 2004080730 A1 WO2004080730 A1 WO 2004080730A1 JP 2004003320 W JP2004003320 W JP 2004003320W WO 2004080730 A1 WO2004080730 A1 WO 2004080730A1
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- WO
- WIPO (PCT)
- Prior art keywords
- tire
- rubber
- rim guard
- rim
- run
- Prior art date
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Classifications
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- 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
- B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
- B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts
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- 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
- B60C15/02—Seating or securing beads on rims
- B60C15/024—Bead contour, e.g. lips, grooves, or ribs
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T152/00—Resilient tires and wheels
- Y10T152/10—Tires, resilient
- Y10T152/10495—Pneumatic tire or inner tube
- Y10T152/10819—Characterized by the structure of the bead portion of the tire
- Y10T152/10846—Bead characterized by the chemical composition and or physical properties of elastomers or the like
Definitions
- the present invention is particularly effective for running flat durability when running continuously at a low internal pressure or a punctured run flat state without sacrificing other performance such as ride comfort when running normally at normal internal pressure.
- the tire sidewalls will bend or deform more than in the normal design internal pressure condition, and this often leads to an early failure of the tire.
- Observation of the failure status of general tires shows that the large amount of deformation in the sidewalls causes repeated contact between the tire inner surfaces, leading to abrasion and cutting, and the large amount of falling deformation in the bead.
- the rim may come off.
- run flat tires those obtained by enhancing the rigidity of a side warnor portion or performing special processing on a bead rim are known as run flat tires.
- a more detailed examination of the failure pattern of run-flat tires shows that even in tires that have increased tire stiffness and can avoid contact inside the tire, the tire sidewalls are lower than in normal design internal pressure conditions. It is unavoidable that the radius of the part and the amount of deformation become large, and it was found that stress was concentrated at the tire maximum width position or in the vicinity thereof, resulting in ( ⁇ ).
- Means for suppressing the occurrence of force such as laminating rubber between a plurality of carcass plies, and making the shape of the reinforcing rubber disposed on the inner surface side of the carcass specific, etc. It has been proposed (for example, Japanese Patent Application Laid-Open Publication No. 2000-520274, and Japanese Patent Application Laid-Open No. 2000-190715). However, all of these measures are accompanied by an increase in weight and a decrease in production efficiency. In addition, when the vehicle is normally driven under normal internal pressure, the rigidity in the tire radial direction, that is, the so-called vertical spring, increases. However, it is difficult to improve runflat durability effectively.
- the border between the so-called road where vehicles pass and the so-called sidewalk exclusively for pedestrians or the site for other uses adjacent to the road is usually provided with sign lines or steps to make the boundary line clear.
- so-called curbs are often installed.
- Tires may come into contact with the curb when the vehicle enters or exits the road from the roadway or stops on the roadside zone.In such cases, the large radius of the sidewall is between the curb and the rim. They can be pinched and cause bruising, and in the worst case, puncture. In the case of flat tires, the rim is likely to come into direct contact with the curb, so the outer surface of the rim may be damaged, resulting in a significant loss of appearance or damage to the rim blunge.
- the rim guard is called the rim guard on the outer surface of the tire side warner, especially between the tire maximum width position and the bead.
- a rim guard portion is provided.
- the purpose of this rim guard is mainly to prevent the outer surface of the tire from directly contacting the above-mentioned curb when the tire is used at normal internal pressure, and to improve the design such as improving the appearance of the tire. It is provided as.
- the inventors focused on the above-mentioned rim guard portion as a means for improving the run flat durability without increasing the vertical spring of the tire as much as possible during normal running under a normal internal pressure state. We thought that it would be useful to promote
- the tire described in Japanese Patent Application Laid-Open No. H11-1-157311 has a rim flange of a rim guard portion for the purpose of improving running performance during run flat and improving bead durability.
- a rim slip prevention layer made of relatively soft rubber is provided on a portion facing the upper portion, and the rubber portion of the other rim guard portion is made of hard rubber.
- the rubber forming the rim guard portion is not specified in relation to the outer cover rubber forming the side wall portion. With this structure, a certain effect of improving run flat durability is expected. Although possible, run-flat durability is not sufficient under more severe run-flat driving conditions that involve lateral forces.
- 53-138106 is required to be able to maintain sufficient load force and durability without running off the rim during run-flat running.
- an annular high-rigidity reinforcing member (pseudo-bead) is embedded in the V-mug guard.
- the pseudo bead is not provided to suppress the radius of the side part.
- the rubber part of the bead part sandwiched between the rim flange and the pseudo bead during run flat running repeatedly deforms significantly. Therefore, there is a problem that it easily becomes a failure nucleus.
- the vertical spring at the time of normal internal pressure increases, and the riding comfort tends to deteriorate.
- the tire described in Japanese Patent Application Laid-Open No. 2002-59971 discloses a rim guard portion for the purpose of improving both fuel economy and side cut resistance without impairing ride comfort. It is made of rubber in which short fibers made of organic fibers are dispersed. However, such a tire is a pneumatic tire used by applying a normal internal pressure, and does not improve run-flat durability by disposing a rim guard portion.
- the present invention relates to a rim guard called a rim guard provided on an outer surface of a sidewall portion of a tire for the purpose of preventing a tire or a rim from being damaged by contact with an obstacle such as a curb.
- a rim guard called a rim guard provided on an outer surface of a sidewall portion of a tire for the purpose of preventing a tire or a rim from being damaged by contact with an obstacle such as a curb.
- run flat durability at low internal pressure or punctured run flat state without sacrificing other performance such as ride comfort when running normally at normal internal pressure. It is an object of the present invention to provide a run-flat tire in which the tire is effectively improved.
- the first invention extends over a pair of bead portions in which a bead core is buried, a pair of sidewall portions extending outward in the tire radial direction from both bead portions, and both paired sidewall portions.
- At least one veneer made of a cord rubberized layer is provided between the crown part of the carcass consisting of at least one ply and the tread part extending in a toroidal shape over each part of the tread part, at least on the inner side of the side wall part,
- a ring-shaped rim guard that protrudes outward in the width direction of the tire is provided at the outer surface of the tire immediately above the rim flange with the tire mounted on a standard rim, with reinforcing rubber having a roughly crescent cross section.
- the rim guard is made of hard rubber, and the 100% modulus of the hard rubber is 3.0 OMPa or more.
- c second invention is a run flat tire, which is a range of 2 to 5 times of 1 0 0% modulus of the outer cover rubber constituting the sidewall portion, the basic configuration is the same as the first invention
- a run-flat tire characterized in that at least one composite reinforcing layer made of a rubber containing a reinforcing element is disposed at a position adjacent to at least a part of a peripheral surface of a rim guard portion.
- the third invention has the same basic configuration as the first invention, and the rim guard portion has At least a portion is made of hard rubber, and the 100% modulus of the hard rubber is 3.0 MPa or more, and 2 to 5 of the 100% modulus of the skin rubber constituting the sidewall portion. At least one composite reinforcing layer made of rubber containing reinforcing elements is provided inside the rim guard or at a position adjacent to at least a part of the peripheral surface of the rim guard. It is a run flat tire.
- the rim guard portion preferably has an inner rubber portion made of hard rubber positioned inside in the tire width direction and an outer rubber portion made of soft rubber positioned outside in the tire width direction.
- the hard rubber constituting the inner rubber portion has a modulus of 100% or more of OMPa
- the soft rubber constituting the outer rubber portion has a modulus of less than 3.0 OMPa.
- the volume ratio of the inner rubber portion to the entire rim guard portion is 40% or more.
- the inner rubber portion is formed by extending the rubber chamfer outward in the tire radial direction. It is more preferable that the outer rubber is formed by extending the outer rubber constituting the sidewall portion in the radial direction of the tire, and that the composite reinforcing layer is disposed between the inner rubber portion and the outer rubber portion.
- the reinforcing element constituting the composite reinforcing layer is a non-woven fabric, and (ii) the reinforcing element constituting the composite reinforcing layer has a fiber diameter of 0.01 to: L mm, It is preferable that the fiber length is 1 mm or more, and / or (iii) the composite reinforcing layer is provided so as to surround the outer peripheral surface of the rim guard portion.
- a pair of narrow reinforcing belts whose cords extend in parallel with the tire circumferential direction are arranged at positions covering both end portions of the belt, and the narrow reinforcing belt has an inner end in the tire width direction.
- the distance measured from the tread width end position in the tire width direction is equal to or greater than 1 T4 of the tread width, and in addition, a plurality of circumferential directions extending along the tire circumferential direction on the tread portion are provided.
- the narrow width reinforcement is such that the inner end in the tire width direction is inward in the tire width direction from the groove width center line of the circumferential main groove located on the outermost side in the tire width direction. It is more preferable to dispose them so that Further, in the first to third inventions, a pair of beads having a bead core embedded therein, a pair of sidewalls extending radially outward from the two beads, and a tread extending over both side wall portions.
- Pneumatic tire with a carcass consisting of at least one ply extending in a toroidal shape over each part of the tire part, with the tire mounted on a specified rim and with a specified air pressure applied, and a cross-section in the width direction of an unloaded tire wheel
- a ring-shaped rim guard protruding outward in the tire width direction is provided in a specific area of the tire outer surface from the tire maximum width position on the tire outer surface to the highest position of the tire outer surface in contact with the rim flange outer surface, An arc is drawn so as to be in contact with both the tire maximum width position and the outer surface of the rim flange, and this arc is drawn to a specific area (rim guard) on the outer surface of the tire.
- the thickness of the tire which is the distance between the reference arc and the inner surface of the tire, measured on a plurality of normals drawn to the reference arc in the specific area, assuming a reference arc approximating the contour shape of
- the ratio of the minimum value to the maximum value is 0.8-1.
- the maximum height of the rim guard which is the distance between the reference arc and the top surface of the rim guard, measured on the normal drawn to the reference arc, which is a range of 0 times, and the tire thickness measured on the same normal It is preferably in the range of 0.52 to ⁇ 0.40.
- the “specified rim” and “predetermined air pressure” mean the air pressure (maximum air pressure) corresponding to the standard rim and the maximum load capacity specified in JATM AYEARBOOK (2002), respectively. I do.
- the maximum height of the rim guard portion is preferably limited to a range of 0.58 to 1.20 times the thickness of the tire measured on the same normal line, and a range narrower than the above range.
- the average height of the rim guard when the cross-sectional area of the rim guard in the cross section in the tire width direction is divided by the length of the base of the rim guard on the reference arc is 0.6 times or more 1.0 times the maximum height of the rim guard. It is preferably in the range of less than twice.
- the rim guard portion preferably has a substantially trapezoidal or substantially triangular cross-sectional shape.
- the top surface of the rim guard portion has a planar shape, and Z or the rim guard portion in the tire width direction cross section.
- the top surface length is 0.1 to the base length. More preferably, the range is 0.90 times.
- the boundary between the outer surface of the tire and the outer surface of the rim guard is formed by a gentle curved surface.
- strong rubber has a 100% modulus of 4 MPa or more.
- At least one of the plies constituting the carcass has at least one organic fiber cord selected from 6 nylon, 66 nylon, polyethylene terephthalate, rayon, polyethylene naphthalate and aramide. Is preferred. BRIEF DESCRIPTION OF THE FIGURES
- FIG. 1 is a left half cross-sectional view in the width direction of a run flat 1 and a tire according to the first invention.
- FIG. 2 is a schematic diagram when a specific region of the side portion of the tire is regarded as a straight beam.
- FIG. 3 is a schematic diagram when a specific region of the side portion of the tire and a rim guard portion provided in the entire region are regarded as straight beams.
- FIG. 4 is a schematic diagram when a specific region of the side portion of the tire and a rim guard portion provided only on the fixed portion side of this region are regarded as straight beams.
- FIG. 5 is a left half sectional view in the width direction of the run flat tire according to the second invention.
- FIG. 6 is a cross-sectional view of a main part including a rim guard part of the run flat tire according to the third invention.
- FIG. 7 is a cross-sectional view of a main part including a rim guard portion of another run flat tire according to the third invention.
- FIG. 8 is a diagram showing another embodiment.
- FIG. 9 is a diagram showing another embodiment.
- FIG. 10 is a diagram showing another embodiment.
- FIG. 11 is a diagram showing another embodiment.
- FIG. 12 is a diagram showing another embodiment.
- FIG. 13 is a diagram showing another embodiment.
- 'FIG. 14 is a diagram showing another embodiment.
- FIG. 15 is a diagram for explaining a deformed state of the tire when the vehicle is run flat with a conventional run flat tire.
- FIG. 16 is a view for explaining an example of a deformed state of the tire when run-flat running with the run-flat tire of the present invention.
- FIG. 17 is a diagram showing another embodiment.
- FIG. 18 is a cross-sectional view of the rim guard when the side portion of the run flat tire of FIG. 17 is developed.
- FIG. 19 is a left half sectional view in the width direction of a conventional tire (conventional example).
- FIG. 1 shows a left half section in the width direction of a run flat tire according to the first invention.
- the run-flat tire 1 shown in FIG. 1 has a pair of beads 3 (only one side is shown) in which a bead core 2 is embedded, and a pair of side walls 4 (only one side is shown) extending radially outward from both beads 3. And a carcass 7 composed of at least one ply (two plies 6a, 6b in FIG. 1) extending in a toroidal shape over each part of the tread part 5 extending over both side wall parts 4. ing.
- a belt 8 including at least one code layer is provided between the crown portion of the carcass 6 and the tread portion 5.
- a belt 8 including at least one code layer and in FIG. 1, two belt layers 8a and 8b is provided.
- Reinforced rubber 1 1 It has the structure of a strong run flat tire.
- the tread portion 5 is provided with four circumferential main grooves 12 a and 12 b (only two main grooves are shown) extending along the tire circumferential direction.
- the number of main grooves 12a and 12b, and other tread grooves such as lateral grooves and inclined grooves (not shown) can be arranged in various forms as necessary.
- a ring-shaped rim guard portion 13 protruding outward in the tire width direction is provided at the outer surface of the tire immediately above the rim flange R f.
- the main features of the structure of the present invention are that the outer surface 4a of the sidewall portion 4 of the tire 1 prevents the tire 1 and the rim R from being damaged by contact with an obstacle such as a curb.
- the purpose of the present invention is to optimize the rim guard portion 13 provided for the purpose. More specifically, in the first invention, the rim guard portion 13 is made of hard rubber, and the 100% modulus of the hard rubber is set to 3%. OMPa or more, and within the range of 2 to 5 times the 100% modulus of the outer rubber 14 constituting the sidewall portion 4. In the second invention, the peripheral surface of the rim guard portion 13.
- At least one composite reinforcing layer 16 composed of a reinforcing element-containing rubber is disposed at a position adjacent to at least a part of the rim guard portion 13.
- the hard rubber is at least partially made of hard rubber.
- the modulus of 100% of the rubber is not less than 3.OMPa, and is in the range of 2 to 5 times the modulus of 100% of the outer cover rubber constituting the sidewall portion 4.
- At least one composite reinforcing layer 16 made of a rubber containing a reinforcing element is provided at a position adjacent to at least a part of the peripheral surface of the rim guard portion 13.
- the low internal pressure or punctured run can be achieved without sacrificing other performances such as ride comfort when the vehicle normally travels at a normal internal pressure.
- Run flat durability when the vehicle is continuously driven in a flat state can be effectively improved.
- the circumstances that led to the completion of the present invention will be described together with the description of the operation.
- the inventor analyzed in detail the failure state of the tire when the vehicle continued running in a low internal pressure or punctured run flat state.
- the rigidity is high due to the high rigidity of the belt and the gauge is thick, and the bead portion also has high rigidity bead filler and force.
- the rigidity is high due to the provision of a reinforcing member such as a chair.
- the rigidity is relatively low due to the small number of members and the thin gauge at the side wall, especially at the position of the tire maximum width and its vicinity. In normal tires, the inner surfaces of the tires repeatedly contact each other due to insufficient rigidity of the sidewalls, which causes failure.
- the fixed part is considered as As for the rim fitting part, the inventor studied to suppress the amount of deformation at the maximum width position of the tire, and found that it was more rigid than increasing the gauge at the maximum width position of the tire directly. Rather, by increasing the rigidity at the fixed part, which is the root of the deformation, and indirectly suppressing the deformation at the maximum width of the tire, the amount of deformation at the maximum width of the tire can be effectively suppressed as a result.
- the vicinity of the fixed portion includes a buttress portion and a bead portion in the vicinity of the tread portion. Among these, the vicinity of the bead portion which is a fitting portion with a rim which is much more rigid than the tire is provided. It was thought that increasing the rigidity at the tire could effectively suppress the deformation at the maximum width of the tire.
- the rim guard 13 which is provided for the purpose of preventing the rim and the rim from being damaged, is optimized, the bend 3 of the bead 3 can be significantly raised, and the run flat running It has been found that the flexure and deformation of the side wall portion 4 at the time are effectively suppressed, and a tire failure is less likely to occur.
- the rim guard portion 13 simply uses hard rubber in order to increase the rigidity of the bead portion 3, the vertical springs of the tire, especially when normal internal pressure is applied, will increase, and the rim guard portion 13 will not only have a comfortable ride and vibration characteristics, but will also have a tie. It causes deterioration of the yauniformity. Therefore, it is important to optimize the rim guard portion 13 so that the function of increasing the bending rigidity at the root portion of the bead portion 3 can be effectively exerted.
- the side part (specifying the tire radial length) extending from the tire maximum width position 17 to the maximum position 19 of the tire outer surface contacting the rim flange outer surface 18 over the specific area 20 is as follows: As shown in FIG. 2, the carcass ply and bead filter in the specific area 20 are cut out by a unit length in the tire circumferential direction (for example, 10 mm). Assuming that the side part including it is a uniform straight beam with a certain thickness t, as shown in Fig. 3, the rim guard 13 is provided with the thickness h over the entire straight beam area L described above.
- the volume of the rim guard portion 13 was made equal, and the rim guard portion 13 was provided with a thickness kh from the fixed end to the area L / k of iZk times (k is a number larger than 1) of the above-mentioned straight beam.
- k is a number larger than 1
- I 2 (1/12) t 3 + (1/12) (kh) 3 + ⁇ (t + kh) / 2 ⁇ 2 kh Is given by the bending moment M, and the swelling amount (falling amount) in the tire axial direction at that time is ⁇ ,
- the protruding part (rim guard part) was provided over the entire beam as shown in Fig. 3 while maintaining the same volume, and the deformation was partially provided as shown in Fig. 4.
- the narrow and thick rim guard portion 13B as shown in FIG. 4 suppresses the amount of bending and deformation more than the wide and thin rim guard portion 13A.
- the above is an estimation result derived from a simple model of the material of the side part of the tire in terms of material mechanics. Based on this concept, a trial production and test of the tire were performed and the volume of the limited rim guard part was limited. We conducted intensive research to optimize the rim guard part, which can effectively improve the durability by suppressing deformation of the side part under (weight).
- the rim guard portion 13 is made of a hard rubber, and the 100% modulus of the hard rubber is set to 3.0 OMPa or more, and the outer skin rubber constituting the sidewall portion 4].
- the reinforcement is provided at a position adjacent to at least a part of the peripheral surface 15 of the rim guard portion 13 as in the second invention.
- the rim guard portion 13 has at least a portion made of hard rubber, as in the third invention.
- the 100% modulus of the hard rubber is 3.OMPa or more, and is in the range of 2 to 5 times the 100% modulus of the outer cover rubber constituting the sidewall portion 4.
- the hard rubber constituting the rim guard portion 13 has an angle of 100 ° / °.
- the reason why the modulus is set to 3. OMPa or more is that the rim guard portion 13 is hardly deformed by setting it to 3. OMPa or more, and the local deformation of the tire side portion during run flat running, particularly the reinforcing rubber 1 1 can reduce circumferential shear deformation
- the contribution of the increase in the rigidity of the rim guard 13 to the tire's longitudinal spring when the normal internal pressure is applied is lower than that of the reinforcing rubber 11, so that the same run flat durability is achieved.
- the vertical spring stiffness (tire radial stiffness) is lower and the ride comfort is better than in conventional tires.
- the above configuration alone is not sufficient in durability. Therefore, in the first invention, in order to sufficiently bring out the effects of the present invention, while minimizing the risk of separation or the like resulting from the rubber physical properties of the outer rubber forming the side warner and the rubber forming the rim guard, Furthermore, the 100% modulus of the hard rubber forming the rim guard portion must be in the range of 2 to 5 times the 100% modulus of the outer rubber forming the sidewall portion.
- the rubber constituting the rim guard portion 13 is not limited as in the first invention, but is provided on at least a part of the peripheral surface 15 of the rim guard portion 13.
- An object of the present invention is to provide at least one composite reinforcing layer 16 made of reinforcing element-containing rubber at an adjacent position.
- the rubber in the side portion undergoes a so-called bulging deformation by compression, which tends to move to the outside of the outer shell and other portions.
- the composite reinforcing layer 16 on the peripheral surface 15 of the rim guard portion 13, the swelling of the rubber at the time of radius is suppressed, and the vertical deflection in the run flat state is also effectively suppressed.
- the same effect as in the first invention can be obtained.
- the arrangement of the composite reinforcing layer 16 has almost no effect on the vertical spring in a normal running state where a normal internal pressure is applied! Therefore, it is possible to maintain good ride comfort during normal driving.
- the “peripheral surface of the rim guard portion” here means both the outer peripheral surface 15 a and the inner peripheral surface 15 b of the rim guard portion 13 ′, as shown in FIG.
- the lanfurat durability can be improved by their synergistic effect. It can be further improved.
- the entire rim guard portion 13 may be made of hard rubber, but in general, rubber is made of an incompressible material whose volume hardly changes due to deformation. It is known that if deformation is suppressed in combination with a reinforcing layer rather than used alone, the compression stiffness is dramatically increased due to the synergistic effect of the rubber layer and the reinforcing layer, as shown in Fig. 6. If the rim guard portion 13 is composed of an inner rubber portion 31 made of hard rubber located inside the tire width direction and an outer rubber portion 32 made of soft rubber located outside the tire width direction.
- the composite reinforcement layer suppresses the deformation of the inner rubber part and increases the rigidity of the entire rim guard, prevents the outer rubber part from being torn even in the event of a large impact, and combines with the slight rim rub. Exposure of the strong layer can be prevented, thereby maintaining the appearance of the tire. Further, when the rim guard portion 13 has the above-described configuration, the lateral rigidity of the tire is simultaneously increased, so that the cornering performance is improved.
- the hard rubber forming the inner rubber portion 31 has a modulus of 100% or more of 3.0%
- the soft rubber forming the outer rubber portion 32 has a modulus of 3.0%. OMPa, preferably less than a.
- the 1.0% modulus of the hard rubber forming the inner rubber portion 31 is 3.0 MPa or more
- the rim guard portion 13 becomes difficult to deform
- the soft rubber forming the outer rubber portion 32 becomes harder. If the 100% modulus is less than 3.0 MPa, the effect of preventing the composite reinforcing layer from being exposed when the rim guard rubs or comes into contact with a curb or the like is enhanced.
- the volume ratio of the inner rubber portion 31 to the entire rim guard portion 13 is 40% or more, the rigidity of the rim guard portion 13 can be sufficiently secured, and a large impact is applied. It is preferable because it is difficult to be deformed even when it occurs.
- the inner rubber portion 31 is formed by extending the rubber chamfer 33 outward in the tire radial direction
- the outer rubber portion 9 is formed by covering the outer rubber 14 constituting the side wall portion 3 with the tire radially inward. It is preferably formed by elongation.
- the composite reinforcing layer 16 is preferably provided between the inner rubber portion 31 and the outer rubber portion 32.
- the deformation of the inner rubber part 31 can be further suppressed, so that the compression rigidity of the rim girder part 13 is further improved. This is because the height can be further increased, and the composite reinforcing layer 16 can be sandwiched when the inner rubber portion 31 and the outer rubber portion 32 are laminated when the tire is formed, so that the arrangement becomes easy.
- the cross-sectional shape of the inner rubber portion 31 is made substantially similar to the new surface shape of the rim guard portion 13.
- the reinforcing elements constituting the composite reinforcing layer 16 are nonwoven fabrics. If the reinforcing elements constituting the composite reinforcing layer 16 are made of a non-woven fabric, the composite reinforcing layer 16 can be easily deformed in accordance with the unevenness of the cross-sectional shape, thereby facilitating the arrangement.
- Aramid, polyethylene terephthalate ( ⁇ ⁇ ⁇ ), polyethylene naphthalate (PEN) and the like can be applied to the nonwoven fabric.
- FIG. 7 shows a main part of another pneumatic tire according to the third invention in a state mounted on a rim.
- the reinforcing element forming the composite reinforcing layer 16 be a steel cord or an organic fiber cord. If the cross-sectional shape of the inner rubber portion 3 1 is small, it can be easily disposed even with a composite reinforcing layer using a steel cord or an organic fiber cord, and the inner rubber portion 3 1 can be compared with a nonwoven fabric. This is because the effect of suppressing the volume deformation of is large.
- the reinforcing elements constituting the composite reinforcing layer 16 may be arranged along a specific direction like the cord of the cord rubberized layer, but from a material point of view, anisotropic V, non-woven fabric It is preferable to use the method in order to effectively increase bending rigidity and torsional rigidity.
- the reinforcing elements constituting the composite reinforcing layer 16 include, for example, filament fibers having a yarn diameter of 0.01 to 1 mm and a fiber length of 1 mm or more, for example, aramide fiber or polyethylene terephthalate ( It is preferable to use PET) or the like, and it is particularly preferable to use an aramide fiber having high rigidity.
- the composite reinforcing layer 16 may be disposed at a position adjacent to at least a part of the peripheral surface 15 of the rim guard portion 13.
- the composite reinforcing layer 16 may be disposed so as to surround the outer peripheral surface 15 a of the rim guard portion 13.
- the rim guard 13 is disposed only on the upper outer peripheral surface, or as shown in FIG. 9, only the lower outer peripheral surface of the rim guard 13 is disposed.
- the rim guard 13 may be provided only on the inner peripheral surface 15b, as shown in FIG.
- the arrangement of the composite reinforcing layer so as to surround the outer peripheral surface 15a of the rim guard portion 13 specifically means that the arrangement position of the reinforcing element of the composite reinforcing layer is equal to 70% of the rim guard height hmax. % Means on the outer peripheral surface 15a side, and between the outer peripheral surface 15a position and the position in the rim guard part within 3 mm from this position.
- the composite reinforcing layer 16 The rim guard 13 itself may be disposed on the outer peripheral surface 15 a of the rim guard 13 or may be embedded in the rim guard 13. .
- the composite reinforcing layer 16 also prevents the bead outer surface from being damaged by contact with the rim. If necessary, as shown in FIGS. 11 to 13, the rim guard portion 13 may extend over the outer surface of the bead portion that comes into contact with the rim R.
- a rubber layer 21 can be provided so as to further cover the composite reinforcing layer.
- At least one layer of the wide reinforcing belt 22 covering the entire outer surface of the belt 8 and a cord parallel to the tire circumferential direction are provided at positions covering both ends of the belt 8.
- At least one pair of narrow reinforcing belts extending in FIG. 5 and two pairs of narrow reinforcing belts 23 a and 23 b in FIG. 5 can be provided.
- the width of the reinforcing rubber 11 is reduced to 1/4 or more of the tread width W.
- the tread portion 5 is provided with a plurality of circumferential main grooves 12a and 12b extending along the tire circumferential direction
- the circumferential main groove located outermost in the tire width direction is provided. From the position of the groove 1 2b as a starting point, as shown in Fig. 15, local bending deformation may occur, but in such a case, the inner end 24 of the narrow reinforcing belt 23 b in the tire width direction may be removed. However, if it is disposed so as to be located inward in the tire width direction from the groove width center position 26 of the circumferential main groove 12b located most outward in the tire width direction, such bending deformation becomes difficult to occur, The cut durability is further improved.
- the basic configuration of the tire is that the gauge distribution is almost uniform from the buttress portion to the bead portion with little difference.
- the tire thickness t in the specific region 20 is made as equal as possible. More specifically, as shown in FIG. 1, both the tire maximum width position 17 and the rim flange outer surface 18 are in contact with each other. Assuming that this arc is a reference arc C approximating the contour shape of the specific area 20 (excluding the rim guard portion 13) of the tire outer surface 4a, The ratio of the minimum value to the maximum value of the tire thickness t, which is the distance between the reference arc C and the inner surface 27 of the tire, measured on a plurality of normals drawn on the reference arc C is 0.8 to 1.0. The distance between the reference arc C and the top surface 28 of the rim guard 13 is measured on the normal m drawn to the reference arc C. Maximum height hma X is in the range of 0.52 to 1.40 times the tire thickness measured on the same normal line Preferably, this configuration is suppressed oar Miya deformation of the side portion of the data I catcher and durability is further improved.
- the maximum height hma X of the rim guard 13 is less than 0.52 times the tire thickness t, This is because the effect of improving durability is small, and if it exceeds 1.40 times, the amount of deflection and deformation hardly changes, but rather the tire durability may deteriorate.
- the maximum height hmax of the rim guard portion 13 is 0.58 to: L.20 times the tire thickness t measured on the same normal line. If it is limited to the range, the durability can be further improved.
- the cross-sectional area of the rim guard part 1 viewed in the tire widthwise sectional, and 0. 4 ⁇ 1. 5 cm 2 (0. 4 X 1 0- 4 ⁇ 1. 5 X 1 0- 4 m 2) It is preferred to do so.
- the rim guard portion 13 is obtained by dividing the cross-sectional area S of the rim guard portion 13 in the cross section in the tire width direction by the length B of the base 29 of the rim guard portion 13 on the reference arc C. Is preferably 0.6 times or more and less than 1.0 times the maximum height hma X of the rim guard portion 13.
- the rim guard portion 13 it is also important to optimize the height (thickness) distribution of the rim guard portion 13.
- the rim guard portion 13 In order for the arrangement of the rim guard portion to directly contribute to the increase in bending stiffness, the rim guard portion 13 needs to be formed. It is desirable to minimize the thin portions with low heights.To do so, the average height ha of the rim guard portion 13 is set to the maximum height h max of the rim guard portion 13. It is preferable to be at least 6 times.
- the average height ha of the rim guard portion 13 is set to the rim guard portion 13. Is preferably less than 1.0 times the maximum height hmaX.
- the rim guard portion 13 preferably has a substantially trapezoidal (FIG. 17) or substantially triangular (FIG. 1) cross-sectional shape.
- the top surface 28 of the rim guard portion 13 has a flat shape, and the force [[in addition, the top of the rim guard portion 13 in the cross section in the tire width direction is applied. More preferably, the surface length T is in the range of 0.1 to 0.90 times the base length B. If it is less than 0.14 times, the width of the upper side of the trapezoid will be narrow, and the effect of the beam will be small. This is because the outer skin line that forms the mug guard portion may not be smooth and may cause cracks.
- the boundary portion 30 between the tire outer surface 4a and the outer peripheral surface 15a of the rim guard portion 13 is a portion where stress is concentrated, the boundary portion 30 is preferably formed with a gentle curved surface.
- the elastic rubber 11 has a 100% modulus of 4 MPa or more, the gauge thickness of the reinforcing rubber can be made relatively thin, so that it is preferable in terms of securing riding comfort under normal internal pressure.
- At least one of the plies constituting the carcass 7 is at least one selected from nylon 6, nylon 66, polyethylene terephthalate, rayon, polyethylene naphthalate 1, and aramide. It is preferable to have an organic fiber cord in order to prevent breakage of the carcass cord during run flat running.
- nylon 6, nylon 66 polyethylene terephthalate, rayon, polyethylene naphthalate 1, and aramide.
- an organic fiber cord in order to prevent breakage of the carcass cord during run flat running.
- All of the tires of the examples are side-reinforced type run flat tires having a tire size of 2 15/45 ZR 17.
- Table 1 shows their specifications.
- the car power consists of one folded ply, and the belt consists of two cord rubberized layers in which the cords are cross-laminated at an inclination angle of 26 ° with respect to the tire circumferential direction.
- the circumferential main grooves of the pair were arranged such that the inner end position in the tire width direction was located inside the width center position of the circumferential main groove in the tire width direction.
- the rim guard portion has an inner rubber portion made of a hard rubber having a 100% modulus of 6.OMPa, and an outer rubber portion made of a soft rubber having a 100% modulus of 1.6 MPa.
- the volume ratio of the inner rubber portion to the outer rubber portion was set to 50:50, and a composite reinforcing layer was disposed between the inner rubber portion and the outer rubber portion.
- Other tire structures were configured in the same way as ordinary passenger car run flat tires (pneumatic radial tires).
- Run flat durability was measured by mounting each of the above test tires on a standard rim, tire pressure: 0 kPa (relative pressure), tire load: 4.17 kN, running speed: 90 kmZh. The vehicle traveled on the drum, and the traveling distance when the tire broke down was measured.
- the ride comfort under normal running conditions with normal internal pressure was evaluated by calculating the longitudinal spring constant at a tire internal pressure of 230 kPa and a load of 3.7 kN, and evaluating from these calculated values.
- the tire weight and the appearance of the rim guard were also evaluated for reference.
- the appearance of the rim guard is as follows.
- Each of the test tires is mounted on a standard rim to form tire wheels, which is mounted on a test vehicle.
- Tire pressure 230 kPa (relative pressure)
- Tire load 4.17 kN
- Running speed 10 kmZh, installed on the road surface Height: 10 cm
- Table 1 shows the results of these evaluations.
- the numerical values in Table 1 are shown as index ratios with the conventional tire set to 100. The larger the numerical value, the better the run flat durability, and the smaller the numerical values, the better the ride comfort and weight. ing.
- the appearance of the rim guard was evaluated on a three-point scale, “ ⁇ ”, “ ⁇ ”, and “X”. Note that “ ⁇ ” has the best evaluation result.
- the present invention is particularly effective for running flat durability when running continuously at a low internal pressure or a punctured run flat state without sacrificing other performance such as ride comfort when running normally at normal internal pressure. It has become possible to provide run-flat tires with improved performance.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/549,274 US20060162836A1 (en) | 2003-03-14 | 2004-03-12 | Pneumatic tire and method of mounting the same |
EP04720253A EP1604839A4 (en) | 2003-03-14 | 2004-03-12 | PNEUMATIC AND METHOD OF MOUNTING |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2003-070250 | 2003-03-14 | ||
JP2003070250 | 2003-03-14 | ||
JP2003-387632 | 2003-11-18 | ||
JP2003387632A JP2005145319A (ja) | 2003-11-18 | 2003-11-18 | 空気入りタイヤ |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2004080730A1 true WO2004080730A1 (ja) | 2004-09-23 |
Family
ID=32992977
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2004/003320 WO2004080730A1 (ja) | 2003-03-14 | 2004-03-12 | 空気入りタイヤおよびその装着方法 |
Country Status (3)
Country | Link |
---|---|
US (1) | US20060162836A1 (ja) |
EP (1) | EP1604839A4 (ja) |
WO (1) | WO2004080730A1 (ja) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN103568730A (zh) * | 2012-08-06 | 2014-02-12 | 住友橡胶工业株式会社 | 漏气保用轮胎 |
US20150075694A1 (en) * | 2012-04-18 | 2015-03-19 | Bridgestone Corporation | Pneumatic tire |
US10328753B2 (en) | 2015-01-19 | 2019-06-25 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2915131B1 (fr) * | 2007-04-23 | 2009-07-03 | Michelin Soc Tech | Pneumatique pour vehicule comportant des renforts dans les flancs |
EP2233319B1 (en) * | 2007-11-02 | 2012-04-18 | Bridgestone Corporation | Pneumatic radial tire |
CN102115963B (zh) * | 2011-01-04 | 2012-04-18 | 神马实业股份有限公司 | 防止浸胶帘布在浸胶生产过程出现跳线的方法 |
WO2016109006A1 (en) | 2014-12-30 | 2016-07-07 | Bridgestone Americas Tire Operations, Llc | Tire with concave sidewalls |
JP6634833B2 (ja) * | 2016-01-07 | 2020-01-22 | 住友ゴム工業株式会社 | 空気入りタイヤ |
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JPS5153602U (ja) * | 1974-10-22 | 1976-04-23 | ||
JPS53138106A (en) * | 1976-10-02 | 1978-12-02 | Toyo Tire & Rubber Co Ltd | Pneumatic safety tire |
JPH11157310A (ja) * | 1997-11-26 | 1999-06-15 | Bridgestone Corp | 空気入りタイヤ |
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JP2003063210A (ja) * | 2001-08-22 | 2003-03-05 | Sumitomo Rubber Ind Ltd | 空気入りラジアルタイヤ |
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US3288696A (en) * | 1963-03-12 | 1966-11-29 | Ashland Oil Inc | Production of carbon black |
US3951192A (en) * | 1975-01-30 | 1976-04-20 | The Firestone Tire & Rubber Company | Pneumatic tire |
ES2201246T3 (es) * | 1996-05-29 | 2004-03-16 | Bridgestone Corporation | Cubiertas neumaticas radiales provistas de una capa de refuerzo de una posicion lateral. |
JP3066332B2 (ja) * | 1996-12-25 | 2000-07-17 | 住友ゴム工業株式会社 | 空気入りラジアルタイヤ |
JP3015347B1 (ja) * | 1998-08-31 | 2000-03-06 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP3382175B2 (ja) * | 1999-03-18 | 2003-03-04 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP4007717B2 (ja) * | 1999-04-28 | 2007-11-14 | 横浜ゴム株式会社 | 競技用空気入りタイヤ |
US20030111152A1 (en) * | 2001-12-06 | 2003-06-19 | Laurent Colantonio | Pneumatic tire bead area construction for improved chafer cracking resistance during run-flat operation |
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2004
- 2004-03-12 US US10/549,274 patent/US20060162836A1/en not_active Abandoned
- 2004-03-12 EP EP04720253A patent/EP1604839A4/en not_active Withdrawn
- 2004-03-12 WO PCT/JP2004/003320 patent/WO2004080730A1/ja active Application Filing
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JPS5082701A (ja) * | 1973-11-14 | 1975-07-04 | ||
JPS5153602U (ja) * | 1974-10-22 | 1976-04-23 | ||
JPS53138106A (en) * | 1976-10-02 | 1978-12-02 | Toyo Tire & Rubber Co Ltd | Pneumatic safety tire |
JP2002513361A (ja) * | 1997-06-10 | 2002-05-08 | ミシュラン ルシェルシュ エ テクニク ソシエテ アノニム | ビード/リム境界部を改良したランフラットタイヤ |
JPH11157310A (ja) * | 1997-11-26 | 1999-06-15 | Bridgestone Corp | 空気入りタイヤ |
JP2001277824A (ja) * | 2000-03-31 | 2001-10-10 | Bridgestone Corp | 空気入りランフラットタイヤ |
JP2003063210A (ja) * | 2001-08-22 | 2003-03-05 | Sumitomo Rubber Ind Ltd | 空気入りラジアルタイヤ |
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20150075694A1 (en) * | 2012-04-18 | 2015-03-19 | Bridgestone Corporation | Pneumatic tire |
US10427472B2 (en) * | 2012-04-18 | 2019-10-01 | Bridgestone Corporation | Pneumatic tire |
CN103568730A (zh) * | 2012-08-06 | 2014-02-12 | 住友橡胶工业株式会社 | 漏气保用轮胎 |
CN103568730B (zh) * | 2012-08-06 | 2016-09-14 | 住友橡胶工业株式会社 | 漏气保用轮胎 |
US10328753B2 (en) | 2015-01-19 | 2019-06-25 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
Also Published As
Publication number | Publication date |
---|---|
EP1604839A4 (en) | 2008-02-13 |
EP1604839A1 (en) | 2005-12-14 |
US20060162836A1 (en) | 2006-07-27 |
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