WO2009093325A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2009093325A1 WO2009093325A1 PCT/JP2008/051006 JP2008051006W WO2009093325A1 WO 2009093325 A1 WO2009093325 A1 WO 2009093325A1 JP 2008051006 W JP2008051006 W JP 2008051006W WO 2009093325 A1 WO2009093325 A1 WO 2009093325A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- belt
- layer
- reinforcing
- cord
- pneumatic tire
- 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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/26—Folded plies
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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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread
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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
- 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
- B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
- B60C9/2009—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords comprising plies of different materials
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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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/28—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by the belt or breaker dimensions or curvature relative to carcass
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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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/0008—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the tread rubber
- B60C2011/0016—Physical properties or dimensions
- B60C2011/0025—Modulus or tan delta
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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
- Y10T152/10765—Characterized by belt or breaker structure
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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
- Y10T152/10765—Characterized by belt or breaker structure
- Y10T152/10801—Structure made up of two or more sets of plies wherein the reinforcing cords in one set lie in a different angular position relative to those in other sets
Definitions
- the present invention relates to a pneumatic tire in which a belt reinforcing layer in which a reinforcing element substantially parallel to the tire equator is embedded is disposed.
- This carcass layer extends in a substantially toroidal shape with both ends in the width direction folded around a pair of bead cores, and is arranged radially outside the carcass layer, and is 15 ° to 35 ° with respect to the tire equator.
- a belt layer composed of two belt plies embedded with a metal belt cord inclined in the opposite direction at an angle of degrees, and disposed radially outside the belt layer, and substantially inside the tire equator It comprises a belt reinforcing layer in which reinforcing elements made of organic fibers extending in parallel are embedded, and a tread disposed radially outside the belt reinforcing layer.
- this is a reinforcing element that extends substantially parallel to the tire equator in the belt reinforcing layer, and the tread portion of a pneumatic tire such as a high-performance passenger car or truck / bus is brought outward in the radial direction by centrifugal force during high-speed running. Large diameter growth is suppressed, thereby reducing heat generation and distortion at the outer end in the width direction of the belt layer to improve high-speed durability and steering stability.
- the reinforcing element in the belt reinforcing layer extends substantially parallel to the tire equator and presses the pneumatic tire like a tag. Is responsible for most of the circumferential tension due to the filling internal pressure, especially when the belt cord in the belt layer is inclined at 45 degrees or more with respect to the tire equator.
- the pneumatic tire rides on sharp protrusions or steps when it is stretched by a large moment, a large bending force is momentarily applied to the reinforcing element, and the protrusion directly contacts the reinforcing element at the end of wear of the tire. There is also a possibility that tensile strain will occur.
- two belt reinforcing layers may be laminated, or the number of reinforcing elements driven in may be increased to improve the durability.
- the bending rigidity of the skeletal member becomes high and the ground contact area at the time of traveling decreases, thereby causing a problem that steering stability is lowered.
- it is conceivable to provide a buffer rubber between the tread and the belt layer it is not realistic because the tire weight increases.
- An object of the present invention is to provide a pneumatic tire capable of effectively improving durability while maintaining steering stability.
- both ends in the width direction are moored to a pair of bead cores and extend in a substantially toroidal shape, and a belt cord that is disposed radially outside the carcass layer and inclined with respect to the tire equator is embedded inside
- a belt layer composed of at least two belt plies, a belt reinforcing layer disposed outside the belt layer in the radial direction and having a reinforcing element embedded substantially in parallel with the tire equator, and the belt reinforcing
- a reinforcing cord inclined in the range of 45 to 90 degrees with respect to the tire equator is embedded between the tread and the belt reinforcing layer.
- a protective layer in which the elastic modulus of the coating rubber is greater than the elastic modulus of the rubber constituting the tread is disposed in direct contact with the belt reinforcing layer. This can be achieved.
- the protective layer in which the reinforcing cord is embedded is arranged between the tread and the belt reinforcing layer, the large bending force generated when the pneumatic tire rides on the sharp protrusion or step is protected.
- the reinforcing element in the belt reinforcing layer is stretched with a large tension by the filling internal pressure at the end of wear of the tire, the tensile stress is further applied to the reinforcing element. Can be effectively suppressed. For this reason, the durability of the tire is improved.
- the elastic modulus of the coating rubber of the protective layer described above is larger than the elastic modulus of the rubber constituting the tread, the distortion that occurs in the protective layer when riding on sharp protrusions is the distortion that occurs in the tread.
- the protective function of the protective layer can be maintained over a long period of time.
- the protective layer easily deforms when riding on a sharp protrusion or the like, and the distortion in the protective layer increases. If the protective layer is arranged in direct contact with the belt reinforcing layer as described above, such an increase in distortion can be prevented, and similarly, the protective function of the protective layer can be maintained over a long period of time.
- the protective layer can easily extend in the circumferential direction, and the tread portion An increase in the out-of-direction bending rigidity can be effectively suppressed, whereby a necessary ground contact area can be easily ensured, and steering stability can be maintained at a high value.
- produce in the reinforcement element of the tread center part can fully be suppressed, suppressing the width direction distortion in the width direction both ends of a protective layer. it can.
- the reinforcing cord of the protective layer is composed of organic fibers having a small specific gravity as described in claim 3, the weight of the pneumatic tire can be reduced, and high steering stability can be ensured. .
- the fourth aspect of the present invention it is possible to strongly suppress further tensile strain that is likely to occur in the reinforcing element in the belt reinforcing layer while effectively suppressing separation at both ends in the width direction of the protective layer. it can. Furthermore, if comprised as described in Claim 5, while being able to suppress the failure generation in the width direction both ends of a belt reinforcement layer, an unnecessary weight increase can be prevented. According to the sixth aspect of the present invention, it is possible to easily achieve both durability and steering stability while reducing the weight.
- the eighth aspect of the present invention it is possible to suppress the compressive strain generated in the width direction of the belt layer when contacting the road surface.
- An organic fiber cord may be used for the outermost belt ply in the radial direction of the belt layer.
- the tenth aspect of the present invention it is possible to mitigate the circumferential shear strain generated between the road surface and the outermost belt layer and the compressive strain applied to the cord.
- FIGS. 1 and 2 reference numeral 11 denotes a pneumatic tire mounted on a high-performance passenger car or a truck / bus.
- the pneumatic tire 11 includes a pair of bead portions 13 each having a bead core 12 embedded therein, and these bead portions 13.
- Side wall portions 14 respectively extending outward in the radial direction from each other, and a substantially cylindrical tread portion 15 for connecting the radial outer ends of the sidewall portions 14 to each other.
- the pneumatic tire 11 has a carcass layer 18 that extends in a toroidal shape between the bead cores 12 and reinforces the sidewall portions 14 and the tread portions 15, and both end portions in the width direction of the carcass layer 18 have the bead cores.
- the pair of bead cores 12 are moored by being folded around 12 around from the inside to the outside.
- both ends in the width direction of the carcass layer 18 are sandwiched from both sides in the axial direction by two divided bead cores, or are fixed to one side surface of the bead core via high-hardness rubber. You may make it moor each at a bead core.
- the carcass layer 18 is composed of at least one, here two carcass plies 19, and each carcass ply 19 intersects the tire equator S at a cord angle of 45 degrees or more and less than 90 degrees.
- a plurality of parallel linear carcass cords made of nylon, aromatic polyamide, steel, etc. (here, nylon) extending 90 degrees with respect to the tire equator S, that is, in the radial direction (meridian direction). 20 are buried.
- belt layer 23 is a belt layer arranged radially outward of the carcass layer 18, and this belt layer 23 has at least two belt plies, here two belt plies 24, 25 in this order toward the radially outer side. It is configured by stacking.
- each belt ply 24, 25 a large number of parallel non-extensible belt cords 26, 27 extending in a straight line are embedded, and these belt cords 26, 27 are made of steel, aromatic polyamide or the like. Consists of twisted cords or monofilaments.
- the belt cords 26 and 27 in the belt plies 24 and 25 are inclined with respect to the tire equator S at a cord angle preferably in the range of 45 degrees or more and less than 90 degrees, and at least two belt plies are tires.
- the equator S is inclined in the opposite direction and intersects each other.
- the belt cords 26 and 27 in the belt plies 24 and 25 preferably have an inclination angle of 45 degrees or more and less than 90 degrees with respect to the tire equator. This is because, by setting the cord angle within this range, the shear strain in the circumferential direction generated between the road surface and the outermost belt layer is alleviated, and the slip acting on the belt is suppressed and the tangential force in the tread width direction is made uniform. This is because traction can be improved.
- the inclination angle of the belt cord 27 in the belt ply 25 on the radially outer side is smaller than the inclination angle of the belt cord 26 on the remaining belt ply 24. It is effective to suppress and improve the durability of the cord here.
- different cords for the belt cords 26 and 27 in the belt plies 24 and 25, such as different cords, for example, different cord twist structures or different cord filament materials. That is, since the compressive strain is easily applied to the belt cord 27 on the radially outer side, in order to improve the durability of the cord, it is recommended to increase the number of twists or to use an organic fiber resistant to compression.
- the belt becomes flat when the tire contacts the ground, and the belt Compressive strain tends to occur in the width direction.
- the curvature of the crown portion of the tread 35 is strong, the compressive strain increases, so that the radius of curvature of the crown portion of the tread 35 is adjusted in a state in which the tire 11 is incorporated into a compatible rim and adjusted to a prescribed internal pressure. Setting it to 750 mm or more is advantageous for reducing compression strain.
- the radius of curvature exceeds 5000 mm, the ground contact shape may cause distortion and decrease in steering stability.
- a more preferable range is 1500 mm or more and 4000 mm or less.
- Reference numeral 31 denotes a belt reinforcing layer disposed on the outer side in the radial direction of the belt layer 23 so as to overlap the belt layer 23.
- the belt reinforcing layer 31 is composed of a single reinforcing ply 32.
- the belt reinforcing layer 31 described above overlaps at least both end portions in the width direction of the belt layer 23.
- the belt reinforcing layer 31 is slightly wider than the belt layer 23 so as to overlap the belt layer 23 in the entire width. If the width of the belt reinforcing layer 31 is in the range of 90% to 110% of the tread width H, the durability of the belt reinforcing layer 31 at the outer end in the width direction is improved and the diameter of the tread portion 15 is increased. Can be effectively suppressed, which is preferable.
- a reinforcing element 33 made of a cord stranded with steel or organic fiber (for example, nylon or aromatic polyamide) extending substantially parallel to the tire equator S is embedded in the belt reinforcing layer 31 (reinforced ply 32).
- organic fiber for example, nylon or aromatic polyamide
- the organic fiber is preferable because it can easily achieve both durability and maneuvering stability while reducing the weight.
- This aromatic polyamide is more preferred because of its good heat resistance.
- the belt layer 23 is covered with the belt reinforcing layer 31 in which the reinforcing element 33 extending substantially parallel to the tire equator S is embedded in the radial direction from the outside in the radial direction in this way, the tread portion is caused by centrifugal force during high-speed running. It is possible to strongly maintain the steering stability of the tire at a high value by strongly suppressing the radial growth of the outer diameter 15.
- the above-described belt reinforcing layer 31 can be formed, for example, by spirally winding a strip having a constant width, in which one or a small number of reinforcing elements 33 are arranged and covered with rubber, around the outside of the carcass layer 18. If the belt reinforcing layer 31 is formed in this way, the belt reinforcing layer 31 can be formed with high efficiency and high accuracy.
- tread 35 is a tread made of rubber disposed radially outward of the belt reinforcing layer 31, and the outer surface (tread surface) of the tread 35 is wide and continuously extends in the circumferential direction in order to improve drainage performance.
- a plurality, here four main grooves 36 are formed.
- a large number of lateral grooves extending in the width direction or oblique direction may be formed on the outer surface of the tread 35. In a racing tire, such main grooves and lateral grooves are often not formed.
- a thin protective layer 43 comprising a single protective ply 42 having a reinforcing cord 41 embedded therein is disposed between the tread 35 and the belt reinforcing layer 31.
- the elastic modulus of the coating rubber 44 covering the reinforcing cord 41 of the protective layer 43 described above is larger than the elastic modulus of the rubber constituting the tread 35, protection when riding on a sharp protrusion or the like The strain generated in the layer 43 is smaller than the strain generated in the tread 35. As a result, the coating rubber 44 of the protective layer 43 is prevented from being deteriorated, and the protective function of the protective layer 43 can be maintained for a long time. it can.
- the elastic modulus of the coating rubber 44 is smaller than that of the rubber of the tread 35, conversely, the deterioration of the coating rubber 44 proceeds faster than the rubber of the tread 35, and the strain generated in the protective layer 43 may increase. Therefore, it is preferable to do as described above.
- the above-mentioned elastic modulus is a tensile stress (MPa) at 50% elongation measured in accordance with JIS K 6251 using a JIS dumbbell-shaped No. 3 type test piece at a test temperature of 30 ° C.
- MPa tensile stress
- the protective layer 43 easily deforms following the rubber layer when riding on a sharp protrusion or the like.
- the strain in the protective layer 43 increases, if the protective layer 43 is disposed in direct contact with the belt reinforcing layer 31 as described above, such an increase in strain can be prevented.
- the protective function can be maintained over a long period of time.
- the protective layer 43 is coated between the reinforcing cords 41.
- the rubber 44 By extending the rubber 44 in the circumferential direction, the rubber 44 can be easily stretched in the circumferential direction, and an increase in the circumferential out-of-plane bending rigidity of the tread portion 15 can be effectively suppressed. As a result, it is possible to easily ensure a ground contact area required for traveling and maintain a high steering stability.
- the reinforcement cord 41 itself regulates the circumferential extension, so that the circumferential out-of-plane bending rigidity of the tread portion 15 is reduced. As a result, the contact length is reduced and the steering stability is lowered. Therefore, the inclination angle A cannot be less than 45 degrees.
- the aforementioned inclination angle A is preferably in the range of 70 ° to 90 °, since the steering stability can be reliably maintained at a high value, and more preferably in the range of 85 to 90 °.
- the protective layer 43 described above is disposed in a state where the center in the width direction and the tire equator S coincide with each other, and the width G of the protective layer 43 is within a range of 30% to 95% of the tread width H. It is preferable. The reason is that if the center in the width direction of the protective layer 43 and the tire equator S are matched as described above, further tensile strain that is likely to occur in the reinforcing element 33 at the center of the tread can be sufficiently suppressed. It is.
- the width G of the protective layer 43 is less than 30% of the tread width H, further tensile strain that tends to occur in the reinforcing element 33 at the center of the tread cannot be sufficiently suppressed. If G exceeds 95% of the tread width H, there is a risk of increasing distortion in the width direction at both ends (cut ends) in the width direction of the protective layer 43 (reinforcing cord 41). This is because the strain in the width direction at both ends in the width direction of the protective layer 43 can be suppressed while sufficiently suppressing further tensile strain that is likely to occur in the reinforcing element 33 in the central portion.
- the tread width H is attached to a standard rim to which a standard such as TRA, ETRTO, JATMA, etc. is applied, and filled with air pressure corresponding to the maximum load of a single wheel in the applicable size described in the standard as an internal pressure. And the maximum contact width measured in a state where the contact is made under the condition of applying the maximum load of the single wheel in the application size described in the same standard.
- a standard such as TRA, ETRTO, JATMA, etc.
- the reinforcing cord 41 embedded in the protective layer 43 can be composed of a cord in which organic fibers such as steel, nylon, and aromatic polyamide are twisted. Among these, organic fibers are preferably used. This is because if the reinforcing cord 41 of the protective layer 43 is made of organic fibers having a small specific gravity, the weight of the pneumatic tire 11 can be reduced, and high steering stability can be ensured.
- the diameter of the reinforcing cord 41 embedded in the protective layer 43 is preferably in the range of 0.5 mm to 2.0 mm. This is because if the diameter of the reinforcing cord 41 is less than 0.5 mm, the tensile strain in the reinforcing element 33 of the belt reinforcing layer 31 increases, whereas if it exceeds 2.0 mm, the cord diameter is large, so that the reinforcing cord 41 is cut. Although there is a risk that the strain in the width direction at both ends (the both ends in the width direction of the protective layer 43), which is the end, may increase, within the aforementioned range, the width direction strain at both ends in the width direction of the protective layer 43 is effectively suppressed. This is because the tensile strain in the reinforcing element 33 of the belt reinforcing layer 31 can be strongly suppressed.
- both end portions in the width direction of the belt reinforcing layer 31 described above easily generate heat due to large distortion during traveling, in this embodiment, both end portions in the width direction of the belt reinforcing layer 31 are folded back outward in the radial direction. Double-layered, thereby forming double-layered portions 48 at both ends of the belt reinforcing layer 31 in the width direction, thereby enhancing the tagging effect at the part and improving durability at both ends of the belt-reinforced layer 31 in the width direction. I try to improve the sex.
- the belt reinforcing layer 31 is formed only at both ends in the width direction. Further, one end in the width direction of the belt reinforcing layer 31 is folded back inward in the radial direction, and the other end in the width direction of the belt reinforcing layer 31 is folded back outward in the radial direction, or double stacked.
- the both ends of the belt reinforcing layer 31 in the width direction may be folded back inward in the radial direction so as to be double stacked so that the double stacked portions 48 are respectively formed at both ends of the belt reinforcing layer 31 in the width direction. .
- the protective layer 43 is disposed so as not to overlap the double laminated portion 48, that is, in the width direction of the double laminated portion 48. It is preferable to locate both outer ends in the width direction of the protective layer 43 on the inner side in the width direction than the ends. The reason is that in the double laminated portion 48, the belt reinforcing layer 31 on the outer side in the radial direction protects the belt reinforcing layer 31 on the inner side in the radial direction, so that protection by the protective layer 43 is unnecessary, but the protective layer 43 This is because if the width is made wide and overlapped with the double laminated portion 48, an unnecessary weight increase is caused.
- each tire is 225 / 50R16
- the carcass layer in each tire has two carcass plies in which a carcass cord made of nylon inclined at 90 degrees with respect to the tire equator S is embedded.
- the belt layer was formed by laminating two belt plies, and the width was 225 mm.
- a belt cord made of steel inclined at an angle of 60 degrees to the right with respect to the tire equator S is provided in the first belt ply on the radially inner side, while the second belt ply on the radially outer side is provided.
- a belt cord made of steel is embedded with an inclination of 60 degrees to the left with respect to the tire equator S.
- the belt reinforcing layer in each tire is composed of a single reinforcing ply extending substantially parallel to the tire equator S and embedded with a reinforcing element made of aromatic polyamide, and the width is 235 mm.
- the double layered portion is formed by folding both end portions in the width direction of the belt reinforcing layer outward in the radial direction, and the width of each double layered portion is 30 mm.
- the belt cord is formed by twisting three steel filaments having a wire diameter of 0.25 mm, and such a belt cord is driven at a driving interval of 60/50 mm, while the reinforcing element is an aromatic Polyamide fibers were twisted to a diameter of 0.7 mm, and such reinforcing elements were wound in a spiral shape so that the spacing was 50/50 mm.
- the tread gauge was 9 mm, and four main grooves extending continuously in the circumferential direction with a depth of 7 mm were formed on the outer surface thereof.
- the protective layer in the embodiment tire is composed of one protective ply in which a reinforcing cord made of an aromatic polyamide inclined at 90 degrees with respect to the tire equator S is embedded, and its width G is defined by the single portion.
- the width is set to 150 mm (67% of the tread width H), and the center in the width direction is matched with the tire equator S.
- the reinforcing cord is twisted with an aromatic polyamide fiber to have a diameter of 0.8 mm, and such reinforcing elements are driven at a driving interval of 50/50 mm.
- the elastic modulus of the coating rubber covering the reinforcing cord is 1.5 times the elastic modulus of the rubber constituting the tread. Since the reinforcing cord is covered with such a coating rubber, the thickness of the protective layer Became 1mm.
- a steel drum having a diameter of 3 m and a width of 1 m was used for this test. However, the drum extends in the axial direction over the entire width of the drum at a single outer periphery of such a drum, and the height is 15 mm.
- a steel projection having a rectangular cross section with a length of 30 mm was fixed.
- each tire was dissected and the residual breaking strength (durability) of the reinforcing element in the belt reinforcing layer was measured. Specifically, after taking out one reinforcing element having a length of 200 mm from the belt reinforcing layer on the tire equator so as not to be damaged, both ends of this reinforcing element are fixed and pulled until breaking, and the tension at the time of breaking ( The breaking force was measured.
- Example 1 a test tire was manufactured in the same manner as in Example 1 under the belt layer specifications shown in Table 1, and the same evaluation as in Example 1 was performed. The evaluation results are also shown in Table 1.
- the durability of the second belt layer was determined by performing a drum test using a steel drum having a diameter of 3 m and a width of 1 m without providing protrusions on the drum, and breaking the residual breaking strength in the same manner as described above. It was measured as the tensile (breaking) force at the time.
- the test tire was filled with 180 kPa of internal pressure (gauge pressure), then started running from 100 km / h at a slip angle of 0 degree while applying a load of 8 kN, and a step of 10 km / h every 30 minutes. The final speed was increased to 250km / h. After this run, take out one cord with a length of 200mm from the second belt layer on the tire equator so as not to damage it, and then pull it until both ends of the cord are fixed and fractured. The force was measured. The results are also shown in Table 1 as an index when the tensile force in the cord of the conventional tire is 100.
- This invention can be applied to the industrial field of pneumatic tires.
- Embodiment 1 is a meridian cross-sectional view of a pneumatic tire showing Embodiment 1 of the present invention. It is the top view which expanded the part.
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Abstract
Description
また、前記保護層とベルト強化層との間にゴム層が介装されていると、鋭利な突起等に乗り上げたときに保護層が容易に変形して保護層における歪みが増大するが、前述のように保護層をベルト強化層に直接密着して配置すれば、このような歪みの増大を防止することができ、同様に保護層の保護機能を長期間に亘って維持することができる。
さらに、請求項3に記載のように保護層の補強コードを比重の小さな有機繊維から構成すれば、空気入りタイヤの軽量化を図ることができ、しかも、高い操縦安定性を確保することもできる。
さらに、請求項5に記載のように構成すれば、ベルト強化層の幅方向両端における故障発生を抑制することができるとともに、不必要な重量増加を防止することができる。
また、請求項6に記載のように構成すれば、軽量化を図りながら、耐久性、操縦安定性の両立を容易に図ることができる。
図1、2において、11は高性能乗用車あるいはトラック・バス等に装着される空気入りタイヤであり、この空気入りタイヤ11はビードコア12がそれぞれ埋設された一対のビード部13と、これらビード部13から略半径方向外側に向かってそれぞれ延びるサイドウォール部14と、これらサイドウォール部14の半径方向外端同士を連結する略円筒状のトレッド部15とを備えている。
その際、径方向外側のベルトプライ25内のベルトコード27の傾斜角度を、残りのベルトプライ24のベルトコード26の傾斜角度より小さくすることが、径方向外側のベルトコード27にかかる圧縮歪みを抑制し、ここでのコードの耐久性を向上するのに効果的である。
同様に、前記ベルトプライ24、25内のベルトコード26、27には、異なるコード、例えばコードの撚り構造が異なるか、またはコードのフィラメントの材質が異なる等、異種のコードを用いることが好ましい。すなわち、径方向外側のベルトコード27には圧縮歪みが加わり易いことから、コードの耐久性を向上するために、撚り数を多くしたり、圧縮に強い有機繊維にする等が推奨される。
なお、第2ベルト層の耐久性は、直径が3m、幅が1mのスチール製ドラムを用いたドラム試験を、ドラムに突起を設けることなしに行って、上述と同様に残存破断強さを破断時における引張(破断)力として測定した。試験は、供試タイヤに 180kPaの内圧(ゲージ圧)を充填した後、8kNの荷重を負荷しながらスリップ角0度で 100km/hから走行を開始し、30分経過毎に10km/hのステップで最終 250km/hまで速度を増加させた。この走行後に、タイヤ赤道上の第2ベルト層から長さが 200mmのコード1本を傷付けないよう取り出した後、このコードの両端を固定して破断するまで引張し、破断時における引張(破断)力を計測した。
その結果を、従来タイヤのコードにおける引張力を100としたときの指数にて、表1に併記する。
18…カーカス層 23…ベルト層
24、25…ベルトプライ 26、27…ベルトコード
31…ベルト強化層 33…補強素子
35…トレッド 41…補強コード
43…保護層 44…コーティングゴム
48…二重積層部 S…タイヤ赤道
G…幅 H…トレッド幅
Claims (10)
- 幅方向両端部が一対のビードコアにそれぞれ係留され略トロイダル状に延びるカーカス層と、カーカス層の半径方向外側に配置され、タイヤ赤道に対して傾斜したベルトコードが内部に埋設されている少なくとも2枚のベルトプライからなるベルト層と、該ベルト層の半径方向外側に配置され、内部にタイヤ赤道と実質上平行に延びる補強素子が埋設されたベルト強化層と、前記ベルト強化層の半径方向外側に配置されたトレッドとを備えた空気入りタイヤにおいて、前記トレッドとベルト強化層との間に、内部にタイヤ赤道に対して45~90度の範囲で傾斜した補強コードが埋設され、コーティングゴムの弾性率が前記トレッドを構成するゴムの弾性率より大である保護層を、前記ベルト強化層に直接密着して配置したことを特徴とする空気入りタイヤ。
- 前記保護層の幅方向中央とタイヤ赤道とを合致させるとともに、該保護層の幅をトレッド幅の30%~95%の範囲内とした請求項1記載の空気入りタイヤ。
- 前記保護層に埋設されている補強コードを有機繊維から構成した請求項1または2記載の空気入りタイヤ。
- 前記保護層に埋設されている補強コードの直径は 0.5mm~ 2.0mmの範囲内である請求項3記載の空気入りタイヤ。
- 前記ベルト強化層の幅方向両端部を二重に積層するとともに、これら二重積層部の幅方向内端より幅方向内側に保護層の幅方向両外端を位置させた請求項1~4のいずれかに記載の空気入りタイヤ。
- 前記ベルト強化層に埋設されている補強素子を有機繊維から構成した請求項1~5のいずれかに記載の空気入りタイヤ。
- 前記ベルト層におけるタイヤ赤道に対するベルトコードの傾斜角度が、45度以上90度未満である請求項1~6のいずれかに記載の空気入りタイヤ。
- 前記タイヤを適合リムに組み込み規定の内圧に調整した状態において、前記トレッドのクラウン部の曲率半径が750mm以上5000mm以下である請求項1~7のいずれかに記載の空気入りタイヤ。
- 前記ベルト層において、径方向最外側のベルトプライは、該ベルトプライの径方向内側のベルトプライに比べてベルトコードの撚り数が多い請求項1~8のいずれかに記載の空気入りタイヤ。
- 前記ベルト層において、径方向外側のベルトプライのベルトコードの傾斜角度が、残りのベルトプライのベルトコードの傾斜角度より小さい請求項1~9のいずれかに記載の空気入りタイヤ。
Priority Applications (6)
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PCT/JP2008/051006 WO2009093325A1 (ja) | 2008-01-24 | 2008-01-24 | 空気入りタイヤ |
US12/863,649 US8490667B2 (en) | 2008-01-24 | 2008-01-24 | Pneumatic tire |
EP08703833A EP2236318B1 (en) | 2008-01-24 | 2008-01-24 | Pneumatic tire |
JP2009524830A JP5084834B2 (ja) | 2008-01-24 | 2008-01-24 | 空気入りタイヤ |
ES08703833T ES2404167T3 (es) | 2008-01-24 | 2008-01-24 | Cubierta de neumático |
KR1020107018630A KR20100102732A (ko) | 2008-01-24 | 2008-01-24 | 공기 타이어 |
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PCT/JP2008/051006 WO2009093325A1 (ja) | 2008-01-24 | 2008-01-24 | 空気入りタイヤ |
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US (1) | US8490667B2 (ja) |
EP (1) | EP2236318B1 (ja) |
JP (1) | JP5084834B2 (ja) |
KR (1) | KR20100102732A (ja) |
ES (1) | ES2404167T3 (ja) |
WO (1) | WO2009093325A1 (ja) |
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JP2011235864A (ja) * | 2010-05-13 | 2011-11-24 | Bridgestone Corp | ゴム‐コード複合体およびそれを用いた空気入りタイヤ |
WO2014188938A1 (ja) * | 2013-05-21 | 2014-11-27 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP2016068904A (ja) * | 2014-10-01 | 2016-05-09 | 株式会社ブリヂストン | 空気入りタイヤ |
JP2019142472A (ja) * | 2018-02-22 | 2019-08-29 | 株式会社ブリヂストン | タイヤ |
WO2023042762A1 (ja) * | 2021-09-15 | 2023-03-23 | 株式会社ブリヂストン | タイヤ |
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JP2011111088A (ja) * | 2009-11-30 | 2011-06-09 | Sumitomo Rubber Ind Ltd | 空気入りタイヤ |
US20140190617A1 (en) * | 2011-09-05 | 2014-07-10 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire production method and pneumatic tire |
JP6047060B2 (ja) * | 2013-04-23 | 2016-12-21 | 株式会社ブリヂストン | 航空機用空気入りタイヤ |
JP6274815B2 (ja) * | 2013-10-28 | 2018-02-07 | 株式会社ブリヂストン | ランフラットラジアルタイヤ |
JP2017500250A (ja) * | 2013-12-24 | 2017-01-05 | ブリヂストン アメリカズ タイヤ オペレーションズ、 エルエルシー | ラップアラウンドガムストリップを有するベルトを備えるタイヤ |
JP6491564B2 (ja) * | 2015-07-29 | 2019-03-27 | Toyo Tire株式会社 | 空気入りタイヤ |
CN108883664B (zh) * | 2016-04-08 | 2021-07-20 | 横滨橡胶株式会社 | 充气轮胎 |
FR3062814A1 (fr) * | 2017-02-14 | 2018-08-17 | Compagnie Generale Des Etablissements Michelin | Pneumatique avec une bande de roulement comportant des elements de renforcement |
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Also Published As
Publication number | Publication date |
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EP2236318A4 (en) | 2012-01-04 |
JP5084834B2 (ja) | 2012-11-28 |
EP2236318B1 (en) | 2013-03-13 |
US8490667B2 (en) | 2013-07-23 |
ES2404167T3 (es) | 2013-05-24 |
US20100282391A1 (en) | 2010-11-11 |
KR20100102732A (ko) | 2010-09-24 |
EP2236318A1 (en) | 2010-10-06 |
JPWO2009093325A1 (ja) | 2011-05-26 |
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