JP2000158919A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP2000158919A JP2000158919A JP10333136A JP33313698A JP2000158919A JP 2000158919 A JP2000158919 A JP 2000158919A JP 10333136 A JP10333136 A JP 10333136A JP 33313698 A JP33313698 A JP 33313698A JP 2000158919 A JP2000158919 A JP 2000158919A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- bead
- radial direction
- rim flange
- tire radial
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は空気入りタイヤに係
り、特にビード部の耐久性に優れた空気入りタイヤに関
する。The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire having excellent bead portion durability.
【０００２】[0002]
【従来の技術】ビード部の耐久性を上げるために、
（１）カーカスプライ端を覆うように補強層を設ける、
（２）スティフナーゴムのゲージを厚くする、等の手法
によって、カーカスプライの端部付近の歪を低減してビ
ード部の耐久性を上げていた。2. Description of the Related Art In order to increase the durability of a bead portion,
(1) providing a reinforcing layer so as to cover the end of the carcass ply,
(2) By increasing the gauge of the stiffener rubber, the distortion near the end of the carcass ply is reduced to increase the durability of the bead portion.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、補強層
を設ける手法ではタイヤ重量が増加する問題があり、ス
ティフナーゴムのゲージを厚くする手法ではタイヤ重量
が増加すると共に、ビード部の蓄熱量が増加するため、
カーカスプライの端部付近の歪抑制効果が小さくなる問
題があった。However, the technique of providing the reinforcing layer has a problem that the weight of the tire increases. The technique of increasing the gauge of the stiffener rubber increases the weight of the tire and increases the amount of heat stored in the bead portion. For,
There is a problem that the effect of suppressing distortion near the end of the carcass ply is reduced.
【０００４】本発明は上記事実を考慮し、タイヤの重量
を増加することなく、ビード部の蓄熱性を改善してビー
ド部のカーカスプライ端付近に生じる歪を低減させてビ
ード部の耐久性を向上することのできる空気入りタイヤ
を提供することが目的である。In view of the above facts, the present invention improves the heat storage property of the bead portion without increasing the weight of the tire, reduces the distortion generated near the carcass ply end of the bead portion, and increases the durability of the bead portion. It is an object to provide a pneumatic tire that can be improved.
【０００５】[0005]
【課題を解決するための手段】請求項１に記載の空気入
りタイヤは、一方のビード部から他方のビード部へトロ
イド状に跨がり、両端部分が前記ビード部に埋設された
ビードコアをタイヤ内側から外側へ巻き上げられたカー
カスと、前記カーカスの一方のビード部から他方のビー
ド部へ跨がる本体部分と、前記ビードコアを巻き上げら
れた巻き上げ部との間に配置されるスティフナーと、
前記カーカスのタイヤ外側に設けられるゴム層と、を備
え、前記ゴム層のタイヤ外側面には、タイヤ最大幅位置
と前記タイヤ外側面がリムフランジから離反する位置と
の間に凹部が設けられ、前記凹部におけるタイヤ側部の
厚みが前記タイヤ最大幅位置におけるタイヤ側部の厚み
以上であり、かつ前記凹部の最大深さが１．５mm以上で
あることを特徴としている。The pneumatic tire according to the first aspect of the present invention includes a bead core straddling from one bead portion to the other bead portion in a toroidal shape and having both end portions embedded in the bead portion. A carcass wound up from the outside, a main body portion straddling from one bead portion of the carcass to the other bead portion, and a stiffener arranged between a winding portion wound up with the bead core,
A rubber layer provided on the tire outside of the carcass, and a tire outer surface of the rubber layer is provided with a recess between a tire maximum width position and a position where the tire outer surface is separated from a rim flange, The thickness of the tire side portion in the recess is not less than the thickness of the tire side portion at the tire maximum width position, and the maximum depth of the recess is 1.5 mm or more.
【０００６】次に、請求項１に記載の空気入りタイヤの
作用を説明する。Next, the operation of the pneumatic tire according to the first aspect will be described.
【０００７】空気入りタイヤが転動すると、ビード部が
繰り返し変形することでビード部が発熱する。When the pneumatic tire rolls, the bead portion is repeatedly deformed and generates heat.
【０００８】この空気入りタイヤは、タイヤ外側面がリ
ムフランジから離反する位置からタイヤ最大幅位置まで
の間のタイヤ外側面に凹部が設けられているので、従来
の形状に比較してゴムの使用量を減らすことができ、タ
イヤ走行中のビード部の蓄熱を抑えることができる。な
お、これに伴って、スティフナーの使用量も低減するこ
とが好ましい。In this pneumatic tire, a concave portion is provided on the tire outer surface between the position where the tire outer surface separates from the rim flange and the tire maximum width position. The amount can be reduced, and heat storage in the bead portion during tire running can be suppressed. It is preferable that the amount of stiffener used is also reduced accordingly.
【０００９】これにより、カーカスプライの端部付近の
ゴムの発熱によるゴムの軟化を抑制することができ、カ
ーカスプライの端部付近の歪を低減し、同端部からの亀
裂の発生を防止することができる。[0009] Thereby, the softening of the rubber due to the heat generation of the rubber near the end of the carcass ply can be suppressed, the distortion near the end of the carcass ply is reduced, and the generation of cracks from the same end is prevented. be able to.
【００１０】また、凹部を設けることによりゴムの使用
量が減るので、タイヤの重量を低減すること、即ち軽量
化を図ることができる。Further, since the amount of rubber used is reduced by providing the concave portions, the weight of the tire can be reduced, that is, the weight can be reduced.
【００１１】なお、タイヤ側部のゲージが薄くなると、
外傷によるバーストの可能性が大きくなるので、タイヤ
最大幅位置のゲージ以上は確保する必要がある。このた
め、凹部におけるタイヤ側部の厚みをタイヤ最大幅位置
におけるタイヤ側部の厚み以上とする。When the gauge at the tire side becomes thinner,
Since the possibility of a burst due to trauma increases, it is necessary to secure a gauge at or above the tire maximum width position. Therefore, the thickness of the tire side portion in the concave portion is set to be equal to or greater than the thickness of the tire side portion at the tire maximum width position.
【００１２】また、凹部の最大深さが１．５mm未満にな
ると、ビード部の蓄熱が従来品に比較してあまり低減さ
れないため、凹部の最大深さを１．５mm以上とする。Further, when the maximum depth of the concave portion is less than 1.5 mm, the heat storage of the bead portion is not so reduced as compared with the conventional product, so the maximum depth of the concave portion is set to 1.5 mm or more.
【００１３】請求項２に記載の発明は、請求項１に記載
の空気入りタイヤにおいて、前記凹部のタイヤ径方向外
側端が前記スティフナーのタイヤ径方向外側端よりもタ
イヤ径方向外側に位置しており、前記凹部のタイヤ半径
方向内側端が前記タイヤ外側面がリムフランジから離反
する位置よりもタイヤ径方向外側に位置していることを
特徴としている。According to a second aspect of the present invention, in the pneumatic tire according to the first aspect, the tire radially outer end of the recess is located outside the tire radial direction outer end of the stiffener. The tire radially inner end of the concave portion is located radially outward of a position where the tire outer surface is separated from a rim flange.
【００１４】次に、請求項２に記載の空気入りタイヤの
作用を説明する。Next, the operation of the pneumatic tire according to claim 2 will be described.
【００１５】ビード部の蓄熱を抑制するためには、ステ
ィフナーを全体的に薄くする方が効果が大きい。したが
って、凹部のタイヤ径方向外側端をスティフナーのタイ
ヤ径方向外側端よりもタイヤ径方向外側に設定し、ステ
ィフナーを全体的に薄くすることによって、ビード部の
蓄熱を抑制することができる。In order to suppress the heat storage in the bead portion, it is more effective to make the stiffener thinner as a whole. Accordingly, by setting the radially outer end of the concave portion in the tire radial direction outside of the tire radially outer end of the stiffener and making the stiffener overall thinner, it is possible to suppress the heat storage of the bead portion.
【００１６】また、凹部のタイヤ半径方向内側端がタイ
ヤ外側面がリムフランジから離反する位置よりもタイヤ
半径方向内側にあると、垂直荷重負荷（タイヤ回転軸に
対して９０°方向から作用する負荷）時のビード部の倒
れ込みが大きくなり、ビード部の耐久性が低下するの
で、凹部のタイヤ半径方向内側端はタイヤ外側面がリム
フランジから離反する位置よりもタイヤ半径方向外側に
設定する。これにより、凹部を設けてもビード部の耐久
性を維持することができる。When the inner end of the recess in the tire radial direction is located radially inward of the position where the outer surface of the tire separates from the rim flange, the vertical load (the load acting from the 90 ° direction with respect to the tire rotation axis). In this case, the bead portion is more likely to fall down, and the durability of the bead portion is reduced. Therefore, the inner end in the tire radial direction of the concave portion is set to the outer side in the tire radial direction from the position where the tire outer surface is separated from the rim flange. Thereby, the durability of the bead portion can be maintained even if the concave portion is provided.
【００１７】請求項３に記載の発明は、請求項２に記載
の空気入りタイヤにおいて、タイヤ外側面がリムフラン
ジから離反する位置から前記タイヤ最大幅までのタイヤ
径方向に沿って計測した距離をＬ1 、タイヤ外側面がリ
ムフランジから離反する位置から前記凹部のタイヤ半径
方向外側端までのタイヤ径方向に沿って計測した距離を
Ｌ2 、前記タイヤ外側面がリムフランジから離反する位
置から前記凹部のタイヤ半径方向内側端までのタイヤ径
方向に沿って計測した距離をＬ3 としたときに、Ｌ2 ≧
０．５×Ｌ1 及びＬ3 ≦０．２５×Ｌ1 を満足すること
を特徴としている。According to a third aspect of the present invention, in the pneumatic tire according to the second aspect, a distance measured along a tire radial direction from a position where an outer surface of the tire separates from a rim flange to a maximum width of the tire. L1, the distance measured along the tire radial direction from the position where the tire outer surface separates from the rim flange to the tire radial outer end of the concave portion is L2, and the distance between the position where the tire outer surface separates from the rim flange and the distance When the distance measured along the tire radial direction up to the radially inner end of the tire is L3, L2 ≧
It is characterized in that 0.5 × L1 and L3 ≦ 0.25 × L1 are satisfied.
【００１８】次に、請求項３に記載の空気入りタイヤの
作用を説明する。Next, the operation of the pneumatic tire according to claim 3 will be described.
【００１９】凹部のタイヤ径方向外側端の位置を、タイ
ヤ外側面がリムフランジから離反する位置からタイヤ最
大幅までのタイヤ径方向に沿って計測した距離をＬ1 の
０．５倍の距離以上タイヤ半径方向外側に設定すること
により、蓄熱抑制効果を十分に得ることができる。The distance measured along the tire radial direction from the position where the tire outer surface separates from the rim flange from the position where the tire outer surface separates from the rim flange to the tire radial outer end of the concave portion is a distance equal to or more than 0.5 times L1. By setting the outer side in the radial direction, a sufficient heat storage suppressing effect can be obtained.
【００２０】また、凹部のタイヤ半径方向内側端の位置
がタイヤ半径方向外側へ行き過ぎると、特にカーカスプ
ライの折り返し部の端部付近の蓄熱の抑制効果が無くな
るので、凹部のタイヤ半径方向内側端は、タイヤ外側面
がリムフランジから離反する位置からタイヤ最大幅まで
のタイヤ径方向に沿って計測した距離をＬ1 の０．２５
倍離れた距離よりもタイヤ径方向内側に設定する。これ
により、カーカスプライの折り返し部の端部付近の蓄熱
の抑制効果を維持することができる。If the position of the inner end of the concave portion in the radial direction of the tire goes too far to the outer side in the radial direction of the tire, the effect of suppressing the heat storage particularly near the end portion of the folded portion of the carcass ply is lost. The distance measured along the tire radial direction from the position where the outer surface of the tire separates from the rim flange to the maximum width of the tire is 0.25 of L1.
It is set inside the tire radial direction than the distance that is twice as long. Thereby, the effect of suppressing heat storage near the end of the folded portion of the carcass ply can be maintained.
【００２１】[0021]
【発明の実施の形態】本発明の空気入りタイヤの一実施
形態を図１及び図２にしたがって説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the pneumatic tire of the present invention will be described with reference to FIGS.
【００２２】図２に示すように、本実施形態の空気入り
タイヤ１０は、一方のビード部１２から他方のビード部
１２（図２では図示せず。）へトロイド状に跨がるカー
カス１４を備えている。As shown in FIG. 2, the pneumatic tire 10 of the present embodiment has a carcass 14 which straddles from one bead portion 12 to the other bead portion 12 (not shown in FIG. 2) in a toroidal manner. Have.
【００２３】カーカス１４の両端部分は、各々ビード部
１２に埋設されたビードコア１６をタイヤ内側から外側
へ巻き上げられている。At both ends of the carcass 14, a bead core 16 embedded in the bead portion 12 is wound up from the inside to the outside of the tire.
【００２４】カーカス１４の一方のビード部１２から他
方のビード部１２へ跨がる本体部分１４Ａと、ビードコ
ア１６を巻き上げた巻き上げ部１４Ｂとの間には、ビー
ドコア１６からタイヤ径方向外側へ向かってその厚みが
漸減するスティフナー１８が配置されている。本実施形
態のスティフナー１８は、ビードコア１６側の硬ゴム１
８Ａとタイヤ径方向外側の軟ゴム１８Ｂとの２種類のゴ
ムから構成されているが、１種類のゴムまたは３種類以
上のゴムから構成されていても良い。Between the main body portion 14A extending from one bead portion 12 of the carcass 14 to the other bead portion 12 and a winding portion 14B having the bead core 16 wound up, the bead core 16 extends outward in the tire radial direction. A stiffener 18 whose thickness gradually decreases is arranged. The stiffener 18 of the present embodiment is formed by the hard rubber 1 on the bead core 16 side.
8A and the soft rubber 18B on the outer side in the tire radial direction are formed of two types of rubber, but may be formed of one type of rubber or three or more types of rubber.
【００２５】カーカス１４は全体がゴム層２０で覆われ
ている。The carcass 14 is entirely covered with a rubber layer 20.
【００２６】図１に示すように、この空気入りタイヤ１
０をタイヤ回転軸に沿って断面にして見たとき、タイヤ
外側面は、タイヤ最大幅位置Ａ付近がタイヤ内側に曲率
中心を有する曲率半径Ｒ1 の円弧形状であり、ビード部
１２付近がタイヤ内側に曲率中心を有する曲率半径Ｒ4
の円弧形状である。As shown in FIG. 1, the pneumatic tire 1
0 is a cross section along the tire rotation axis, the tire outer surface has an arc shape with a radius of curvature R1 having a center of curvature inside the tire near the tire maximum width position A, and a bead portion 12 near the tire inside. Radius of curvature R4 having a center of curvature at
Is an arc shape.
【００２７】タイヤ外側面には、タイヤ最大幅位置Ａと
タイヤ外側面がリムフランジ２１から離反する位置（以
後、離反点Ｄという。）との間に凹部２２が設けられて
いる。A concave portion 22 is provided on the tire outer surface between a tire maximum width position A and a position where the tire outer surface separates from the rim flange 21 (hereinafter referred to as a separation point D).
【００２８】凹部２２は、タイヤ半径方向中央部分が最
も深く、タイヤ径方向外側及び内側へ向かうにしたがっ
てその深さが浅く形成されている。The concave portion 22 is formed so as to be deepest at the center portion in the tire radial direction, and to be shallower toward the outside and inside in the tire radial direction.
【００２９】この凹部２２は、そのタイヤ径方向外側部
分においてはタイヤ外側に曲率中心を有する曲率半径Ｒ
2 の円弧曲面を有し、タイヤ径方向内側部分においては
タイヤ外側に曲率中心を有する曲率半径Ｒ3 の円弧曲面
を有している。The concave portion 22 has a radius of curvature R having a center of curvature outside the tire at an outer portion in the tire radial direction.
The tire has an arc-shaped curved surface having a radius of curvature R3 having a center of curvature outside the tire at an inner portion in the tire radial direction.
【００３０】また、凹部２２は、その最大深さｔ3 が
１．５mm以上に設定されている。The concave portion 22 has a maximum depth t3 of 1.5 mm or more.
【００３１】凹部２２におけるタイヤ側部の厚みｔ2
は、凹部２２の何れの位置においてもタイヤ最大幅位置
Ａにおけるタイヤ側部の厚みｔ1 以上に設定されてい
る。The thickness t2 of the tire side portion in the concave portion 22
Is set to be equal to or greater than the thickness t1 of the tire side portion at the tire maximum width position A at any position of the concave portion 22.
【００３２】図２に示すように、凹部２２のタイヤ半径
方向外側端Ｂは、スティフナー１８のタイヤ径方向外側
端Ｅの位置よりもタイヤ径方向外側へ位置していること
が好ましい。As shown in FIG. 2, the radially outer end B of the recess 22 is preferably located radially outward from the radially outer end E of the stiffener 18.
【００３３】図１に示すように、離反点Ｄからタイヤ最
大幅位置Ａまでのタイヤ径方向に沿って計測した距離を
Ｌ1 、離反点Ｄから凹部２２のタイヤ半径方向外側端Ｂ
までのタイヤ径方向に沿って計測した距離をＬ2 とした
ときに、Ｌ2 ≧０．５×Ｌ1の関係が満足されている。As shown in FIG. 1, the distance measured along the tire radial direction from the separation point D to the tire maximum width position A is L 1, and the tire radial outer end B of the recess 22 from the separation point D to the tire maximum width position A.
When the distance measured along the tire radial direction up to L2 is defined as L2, the relationship of L2 ≧ 0.5 × L1 is satisfied.
【００３４】さらに、凹部２２のタイヤ半径方向内側端
Ｃは、離反点Ｄよりもタイヤ径方向外側に位置し、離反
点Ｄから凹部２２のタイヤ半径方向内側端Ｃまでのタイ
ヤ径方向に沿って計測した距離をＬ3 としたときに、Ｌ
3 ≦０．２５×Ｌ1 の関係が満足されている。Further, the radially inner end C of the recess 22 in the tire radial direction is located outside the separation point D in the tire radial direction, and extends along the tire radial direction from the separation point D to the tire radially inner end C of the recess 22. When the measured distance is L3, L
The relationship of 3 ≦ 0.25 × L1 is satisfied.
【００３５】次に、本実施形態の空気入りタイヤ１０の
作用を説明する。Next, the operation of the pneumatic tire 10 of the present embodiment will be described.
【００３６】空気入りタイヤ１０が転動すると、ビード
部１２が繰り返し変形することでビード部１２が発熱す
る。When the pneumatic tire 10 rolls, the bead portion 12 is repeatedly deformed and generates heat.
【００３７】本実施形態の空気入りタイヤ１０では、タ
イヤ外側面がリムフランジ２１から離反する離反点Ｄか
らタイヤ最大幅位置Ａまでの間のタイヤ外側面に凹部２
２を設け、タイヤ半径方向外側端Ｂをスティフナー１８
のタイヤ径方向外側端Ｅよりもタイヤ径方向外側に設定
したので、スティフナー１８を全体的に薄くすることが
でき、ビード部１２の蓄熱を抑制することができる。In the pneumatic tire 10 of the present embodiment, the recess 2 is formed in the tire outer surface between the separation point D where the tire outer surface separates from the rim flange 21 and the tire maximum width position A.
2 and the radial outer end B of the tire is stiffener 18
Since the stiffener 18 is set on the outer side in the tire radial direction from the outer end E in the tire radial direction, the stiffener 18 can be made thinner as a whole, and the heat storage of the bead portion 12 can be suppressed.
【００３８】これにより、カーカス１４の巻き上げ部１
４Ｂの端部１４Ｃ付近のゴムの発熱によるゴムの軟化を
抑制することができ、端部１４Ｃ付近の歪を低減するこ
とができる。この結果、端部１４Ｃからゴムの亀裂が発
生することが抑えられ、ビード部の故障が防止される。Thus, the winding portion 1 of the carcass 14
The softening of the rubber due to the heat generation of the rubber near the end 14C of the 4B can be suppressed, and the distortion near the end 14C can be reduced. As a result, generation of a crack in the rubber from the end portion 14C is suppressed, and failure of the bead portion is prevented.
【００３９】また、凹部２２のタイヤ半径方向外側端Ｂ
の位置を、離反点Ｄからタイヤ最大幅位置Ａまでのタイ
ヤ径方向に沿って計測した距離Ｌ1 の０．５倍の距離以
上タイヤ半径方向外側に設定し、また、凹部２２のタイ
ヤ半径方向内側端Ｃの位置を、離反点Ｄからタイヤ最大
幅位置Ａまでのタイヤ径方向に沿って計測した距離Ｌ1
の０．２５倍の距離以下の位置に設定したので、凹部２
２による蓄熱抑制効果を十分に得ることができる。The tire radially outer end B of the concave portion 22
Is set outside the radial direction of the tire at least 0.5 times the distance L1 measured along the tire radial direction from the separation point D to the tire maximum width position A, and inside the concave portion 22 in the tire radial direction. The distance L1 measured along the tire radial direction from the separation point D to the tire maximum width position A from the position of the end C.
Since the distance was set to be less than 0.25 times the distance of
2 can sufficiently obtain the effect of suppressing heat storage.
【００４０】さらに、タイヤ側部に凹部２２を設けるこ
とによってゴムの使用量が減るので、空気入りタイヤ１
０の重量を低減、即ち空気入りタイヤ１０を軽量化する
ことができる。Further, the provision of the concave portion 22 on the side of the tire reduces the amount of rubber used.
0, that is, the weight of the pneumatic tire 10 can be reduced.
【００４１】なお、凹部２２の最大深さｔ3 が１．５mm
未満になると、ビード部１２の蓄熱が従来品に比較して
あまり低減されず、凹部２２を設けた効果が無くなる。
また、凹部２２のタイヤ半径方向内側端Ｃが離反点Ｄよ
りもタイヤ半径方向内側にあると、垂直荷重負荷（タイ
ヤ回転軸に対して９０°方向から作用する負荷）時のビ
ード部１２の倒れ込みが大きくなり、ビード部１２の耐
久性が低下する。また、凹部２２におけるタイヤ側部の
厚みｔ2 がタイヤ最大幅位置Ａにおけるタイヤ側部の厚
みｔ1 以上に設定されていないと、凹部２２の設けられ
ているタイヤ側部のゲージが薄くなって、外傷によるバ
ーストの可能性が大きくなる。The maximum depth t3 of the recess 22 is 1.5 mm
When it is less than the above, the heat storage of the bead portion 12 is not so much reduced as compared with the conventional product, and the effect of providing the concave portion 22 is lost.
When the tire radially inner end C of the concave portion 22 is located radially inward of the separation point D in the tire radial direction, the bead portion 12 falls down under a vertical load (a load acting from a direction of 90 ° to the tire rotation axis). And the durability of the bead portion 12 decreases. If the thickness t2 of the tire side portion in the concave portion 22 is not set to be equal to or greater than the thickness t1 of the tire side portion at the tire maximum width position A, the gauge of the tire side portion provided with the concave portion 22 becomes thin, and Increases the possibility of bursts.
【００４２】なお、上記実施形態では、凹部２２のタイ
ヤ径方向外側部分の円弧曲面（曲率半径Ｒ2 ）とタイヤ
外側面の円弧曲面（曲率半径Ｒ1 ）とが変曲点を有し、
凹部２２のタイヤ径方向内側部分の円弧曲面（曲率半径
Ｒ3 ）とタイヤ外側面の円弧曲面（曲率半径Ｒ4 ）とが
変曲点を有していたが、図３に示すように、変曲点が無
いように、凹部２２のタイヤ径方向外側部分の円弧曲面
（曲率半径Ｒ2 ）とタイヤ外側面の円弧曲面（曲率半径
Ｒ1 ）とを滑らかにつなぎ、凹部２２のタイヤ径方向内
側部分の円弧曲面（曲率半径Ｒ3 ）とタイヤ外側面の円
弧曲面（曲率半径Ｒ4 ）とを滑らかにつないだ形状とし
ても良い。 （試験例）本発明の効果を確かめるために、従来例のタ
イヤと本発明の適用された実施例のタイヤとを用意し、
ドラム試験機にてビード部の耐久試験を行った。試験
は、負荷荷重５０００kg、内圧９００ｋＰａ、速度６０
km/hの条件の下で、ビード部が故障するまで行い、ビー
ド部が故障した時の走行距離を調べた。評価は以下の表
１に示す通りであり、従来例のタイヤの走行距離を１０
０とする指数表示としている。評価は、数値が大きいほ
どビード部の耐久性に優れていることを示す。In the above embodiment, the arcuate curved surface (radius of curvature R2) of the concave portion 22 outside the tire radial direction and the arcuate curved surface (curvature radius R1) of the tire outer surface have inflection points,
The arc curved surface (radius of curvature R3) of the concave portion 22 inside the tire radial direction and the arc curved surface (curvature radius R4) of the tire outer surface had inflection points, as shown in FIG. The arcuate surface (curvature radius R2) of the tire radially outer portion of the concave portion 22 and the arcuate curved surface (curvature radius R1) of the tire outer surface of the tire 22 are smoothly connected so that there is no void. (Radius of curvature R3) and an arcuate curved surface (curvature radius R4) of the tire outer surface may be smoothly connected. (Test Example) In order to confirm the effects of the present invention, a conventional tire and a tire according to an embodiment to which the present invention is applied are prepared.
The durability test of the bead portion was performed by a drum tester. The test was performed with a load of 5000 kg, an internal pressure of 900 kPa, and a speed of 60
The operation was performed under the condition of km / h until the bead failed, and the mileage when the bead failed was examined. The evaluation is as shown in Table 1 below.
The exponent is set to 0. The evaluation shows that the larger the numerical value, the more excellent the durability of the bead portion.
【００４３】従来例のタイヤ：図４に示すように、タイ
ヤ側部に凹部が設けられいない空気入りタイヤである
（なお、実施形態と同一構成には同一符号を付してい
る。）。Conventional tire: As shown in FIG. 4, this is a pneumatic tire having no recess on the side of the tire (the same components as in the embodiment are denoted by the same reference numerals).
【００４４】実施例のタイヤ：実施形態にて説明したタ
イヤ側部に凹部２２を設けた構造の空気入りタイヤ１０
であり、最大深さｔ3 が４．５mm、厚みｔ2 が１０mm、
厚みｔ1 が８．５mm、距離Ｌ1 が１１８mm、距離Ｌ2 が
１００mm、距離Ｌ3 が２０mmである。Tire of Example: Pneumatic tire 10 having a structure in which a concave portion 22 is provided on the side of the tire described in the embodiment.
The maximum depth t3 is 4.5 mm, the thickness t2 is 10 mm,
The thickness t1 is 8.5 mm, the distance L1 is 118 mm, the distance L2 is 100 mm, and the distance L3 is 20 mm.
【００４５】なお、凹部２２を除き、タイヤの厚みは従
来例のタイヤと同一である（ちなみに、図２中の２点鎖
線は従来例のタイヤの外側面の位置を示している。）。The thickness of the tire is the same as that of the conventional tire except for the concave portion 22. (Note that the two-dot chain line in FIG. 2 indicates the position of the outer surface of the conventional tire.)
【００４６】また、タイヤサイズは、何れのタイヤもＴ
ＢＲ１１Ｒ２２．５である。The size of each tire is T
BR11R22.5.
【００４７】[0047]
【表１】 [Table 1]
【００４８】試験の結果、実施例のタイヤは従来例のタ
イヤに比較して走行距離が２０％長く、ビード部の耐久
性に優れていることは明らかである。As a result of the test, it is clear that the tire of the example has a running distance 20% longer than that of the conventional tire and has excellent bead portion durability.
【００４９】また、実施例のタイヤはタイヤ側部に凹部
を設けた結果、従来例のタイヤに比較して１kg軽量化で
きた。Further, the tire of the example was provided with a concave portion on the side of the tire, so that the weight of the tire was reduced by 1 kg as compared with the conventional tire.
【００５０】[0050]
【発明の効果】以上説明したように、本発明の空気入り
タイヤは上記の構成としたので、タイヤの重量を増加さ
せることなくビード部の耐久性を向上することができ
る、という優れた効果を有する。As described above, the pneumatic tire of the present invention has the above-described structure, and therefore has an excellent effect that the durability of the bead portion can be improved without increasing the weight of the tire. Have.
【図１】本発明の一実施形態に係る空気入りタイヤの断
面図である。FIG. 1 is a sectional view of a pneumatic tire according to an embodiment of the present invention.
【図２】本発明の一実施形態に係る空気入りタイヤのビ
ード部の拡大断面図である。FIG. 2 is an enlarged sectional view of a bead portion of the pneumatic tire according to one embodiment of the present invention.
【図３】本発明の他の実施形態に係る空気入りタイヤの
ビード部の拡大断面図である。FIG. 3 is an enlarged sectional view of a bead portion of a pneumatic tire according to another embodiment of the present invention.
【図４】従来例に係る空気入りタイヤのビード部の拡大
断面図である。FIG. 4 is an enlarged sectional view of a bead portion of a pneumatic tire according to a conventional example.
１０ 空気入りタイヤ １２ ビード部 １４ カーカス １４Ａ 本体部分 １４Ｂ 巻き上げ部 １６ ビードコア １８ スティフナー １８Ｃ スティフナーのタイヤ径方向外側端 ２０ ゴム層 ２１ リムフランジ ２２ 凹部 Ａ タイヤ最大幅位置 Ｂ タイヤ径方向外側端 Ｃ タイヤ半径方向内側端 Ｄ 離反点 Ｅ スティフナーのタイヤ径方向外側端 DESCRIPTION OF SYMBOLS 10 Pneumatic tire 12 Bead portion 14 Carcass 14A Main body portion 14B Roll-up portion 16 Bead core 18 Stiffener 18C Stiffener radial outer end 20 Rubber layer 21 Rim flange 22 Concave A Tire maximum width position B Tire radial outer end C Tire radial direction Inside edge D Separation point E Outside edge of stiffener in the tire radial direction
Claims (3)
ロイド状に跨がり、両端部分が前記ビード部に埋設され
たビードコアをタイヤ内側から外側へ巻き上げられたカ
ーカスと、 前記カーカスの一方のビード部から他方のビード部へ跨
がる本体部分と、前記ビードコアを巻き上げられた巻き
上げ部との間に配置されるスティフナーと、 前記カーカスのタイヤ外側に設けられるゴム層と、 を備え、 前記ゴム層のタイヤ外側面には、タイヤ最大幅位置と前
記タイヤ外側面がリムフランジから離反する位置との間
に凹部が設けられ、 前記凹部におけるタイヤ側部の厚みが前記タイヤ最大幅
位置におけるタイヤ側部の厚み以上であり、 かつ前記凹部の最大深さが１．５mm以上であることを特
徴とする空気入りタイヤ。1. A carcass which straddles from one bead portion to another bead portion in a toroidal shape and has a bead core embedded in the bead portion at both ends wound up from the inside of the tire to the outside, and one bead of the carcass And a rubber layer provided outside the tire of the carcass, and a stiffener disposed between a main body portion extending from the portion to the other bead portion and a winding portion wound up with the bead core. The tire outer surface is provided with a concave portion between the tire maximum width position and the position where the tire outer surface separates from the rim flange, and the thickness of the tire side portion in the concave portion is the tire side portion at the tire maximum width position. And a maximum depth of the recess is 1.5 mm or more.
ティフナーのタイヤ径方向外側端よりもタイヤ径方向外
側に位置しており、前記凹部のタイヤ半径方向内側端が
前記タイヤ外側面がリムフランジから離反する位置より
もタイヤ径方向外側に位置していることを特徴とした請
求項１に記載の空気入りタイヤ。2. The tire radial outer end of the recess is located radially outward of the tire radial outer end of the stiffener, and the tire radial inner end of the recess is a rim flange on the tire outer surface. The pneumatic tire according to claim 1, wherein the pneumatic tire is located outside the tire radial direction from a position separated from the tire.
る位置から前記タイヤ最大幅までのタイヤ径方向に沿っ
て計測した距離をＬ1 、タイヤ外側面がリムフランジか
ら離反する位置から前記凹部のタイヤ半径方向外側端ま
でのタイヤ径方向に沿って計測した距離をＬ2 、前記タ
イヤ外側面がリムフランジから離反する位置から前記凹
部のタイヤ半径方向内側端までのタイヤ径方向に沿って
計測した距離をＬ3 としたときに、Ｌ2 ≧０．５×Ｌ1
及びＬ3 ≦０．２５×Ｌ1 を満足することを特徴とする
請求項２に記載の空気入りタイヤ。3. The distance measured along the tire radial direction from the position where the outer surface of the tire separates from the rim flange to the maximum width of the tire, L1 and the radius of the tire from the position where the outer surface of the tire separates from the rim flange. L2 is the distance measured along the tire radial direction up to the outer end in the tire direction, and L3 is the distance measured along the tire radial direction from the position where the tire outer surface separates from the rim flange to the tire radial inner end of the recess. L2 ≧ 0.5 × L1
3. The pneumatic tire according to claim 2, wherein the following condition is satisfied: L3≤0.25 * L1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP33313698A JP4512210B2 (en) | 1998-11-24 | 1998-11-24 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP33313698A JP4512210B2 (en) | 1998-11-24 | 1998-11-24 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000158919A true JP2000158919A (en) | 2000-06-13 |
| JP4512210B2 JP4512210B2 (en) | 2010-07-28 |
Family
ID=18262704
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP33313698A Expired - Fee Related JP4512210B2 (en) | 1998-11-24 | 1998-11-24 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4512210B2 (en) |
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| JP2014162299A (en) * | 2013-02-22 | 2014-09-08 | Bridgestone Corp | Tire |
| JP2015030420A (en) * | 2013-08-06 | 2015-02-16 | 株式会社ブリヂストン | Tire |
| WO2015019975A1 (en) * | 2013-08-06 | 2015-02-12 | 株式会社ブリヂストン | Tire |
| JP2015042545A (en) * | 2014-10-27 | 2015-03-05 | 株式会社ブリヂストン | Pneumatic tire |
| JP6418339B1 (en) * | 2016-12-15 | 2018-11-07 | 横浜ゴム株式会社 | Pneumatic tire |
| WO2018110668A1 (en) * | 2016-12-15 | 2018-06-21 | 横浜ゴム株式会社 | Pneumatic tire |
| CN110087914A (en) * | 2016-12-15 | 2019-08-02 | 横滨橡胶株式会社 | Pneumatic tire |
| FR3083742A1 (en) * | 2018-07-11 | 2020-01-17 | Compagnie Generale Des Etablissements Michelin | TIRE COMPRISING REINFORCED SIDES |
| WO2020012121A1 (en) * | 2018-07-11 | 2020-01-16 | Compagnie Generale Des Etablissements Michelin | Tyre comprising reinforced sidewalls |
| FR3083743A1 (en) * | 2018-07-11 | 2020-01-17 | Compagnie Generale Des Etablissements Michelin | TIRE COMPRISING REINFORCED SIDES |
| WO2020012122A1 (en) * | 2018-07-11 | 2020-01-16 | Compagnie Generale Des Etablissements Michelin | Tyre having reinforced sidewalls |
| CN112384382A (en) * | 2018-07-11 | 2021-02-19 | 米其林集团总公司 | Tire with reinforced sidewall |
| US11577554B2 (en) | 2018-07-11 | 2023-02-14 | Compagnie Generale Des Etablissements Michelin | Tire having reinforced sidewalls |
| US11400767B2 (en) * | 2018-10-22 | 2022-08-02 | Sumitomo Rubber Industries, Ltd. | Heavy duty pneumatic tire |
| US20220153068A1 (en) * | 2020-11-18 | 2022-05-19 | The Goodyear Tire & Rubber Company | Radial tire |
| CN114516244A (en) * | 2020-11-18 | 2022-05-20 | 固特异轮胎和橡胶公司 | Radial tire |
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