JP2000185530A - Pneumatic tire for heavy load with good bead durability - Google Patents
Pneumatic tire for heavy load with good bead durabilityInfo
- Publication number
- JP2000185530A JP2000185530A JP10364783A JP36478398A JP2000185530A JP 2000185530 A JP2000185530 A JP 2000185530A JP 10364783 A JP10364783 A JP 10364783A JP 36478398 A JP36478398 A JP 36478398A JP 2000185530 A JP2000185530 A JP 2000185530A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- carcass
- thickness
- winding end
- rubber layer
- 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
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、ビード部耐久性
にすぐれる重荷重用空気入りタイヤ、なかでも、偏平率
が７０％以下のラジアルタイヤに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heavy duty pneumatic tire having excellent bead portion durability, and more particularly to a radial tire having a flatness of 70% or less.
【０００２】[0002]
【従来の技術】従来のこの種の空気入りタイヤとして
は、出願人が先に、特開平３−１８６４０９号、特開平
４−３６２４０６号、特開平６−３２１２２号等として
提案したものがある。これらのタイヤはいずれも、カー
カス端部分の巻上げ端と、タイヤ最大幅位置との間で、
タイヤ外表面に凹部を設けたものであり、それらによれ
ば、タイヤの負荷転動に際するサイドウォール部の撓み
変形に伴う内部応力の発生に起因して、カーカスの巻上
げ端に生じることとなる圧縮歪を、上記凹部による内部
応力の遮断によって低減させることで、そのカーカス巻
上げ端へのセパレーションの発生を防止することがで
き、結果として、ビード部の耐久性を向上させることが
可能となる。2. Description of the Related Art As a conventional pneumatic tire of this type, the applicant has previously proposed, for example, JP-A-3-186409, JP-A-4-362406 and JP-A-6-32122. In each of these tires, between the winding end of the carcass end portion and the tire maximum width position,
A concave portion is provided on the outer surface of the tire.According to them, due to the generation of internal stress due to the bending deformation of the sidewall portion at the time of load rolling of the tire, it may occur at the winding end of the carcass. By reducing the compressive strain that is caused by blocking the internal stress by the concave portion, it is possible to prevent the separation of the carcass winding end from occurring, and as a result, it is possible to improve the durability of the bead portion. .
【０００３】[0003]
【発明が解決しようとする課題】しかるに、かかる従来
技術にあっては、凹部の曲率半径が小さいことに加え
て、ビード部の耐久性が向上したことにより、タイヤの
負荷転動に際する、その凹部への大きな圧縮歪の繰り返
しの発生によって、とくには凹部底に、表面ゴムがオゾ
ン劣化されることに起因して、オゾンクラックと称され
るしわ状のひび割れが多数発生するという問題があっ
た。However, in the prior art, in addition to the small radius of curvature of the concave portion, the durability of the bead portion has been improved. There is a problem that a large number of wrinkle-like cracks called ozone cracks are generated due to repeated occurrence of large compressive strain in the concave portion, particularly at the bottom of the concave portion, due to ozone deterioration of the surface rubber. Was.
【０００４】またこの一方で、近年のタイヤの偏平化傾
向に伴って、カーカス巻上げ端のセパレーションの発生
原因も、それに生じる圧縮歪よりもむしろ周方向剪断歪
が大きなウエイトを占めるに至っており、このような周
方向剪断歪に対しては従来の凹部は余り有効ではなく、
このことは偏平度が大きくなるほど重大であった。[0004] On the other hand, with the tendency of the tires to be flattened in recent years, the cause of the separation of the carcass winding end is that the circumferential shear strain rather than the compressive strain caused by the separation occupies a large weight. Conventional recesses are not very effective against such circumferential shear strain,
This became more significant as the flatness increased.
【０００５】この発明は、従来技術が抱えるこのような
問題点を解決することを課題とするものであり、それの
目的とするところは、凹部底へのオゾンクラックの発生
を有効に防止するとともに、タイヤの偏平度の増加に伴
う周方向剪断歪の増加に対しても十分に対処してカーカ
ス巻上げ端へのセパレーションの発生を効果的に防止で
きるビード部耐久性にすぐれる重荷重用空気入りタイヤ
を提供するにある。SUMMARY OF THE INVENTION An object of the present invention is to solve such problems of the prior art, and it is an object of the present invention to effectively prevent the generation of ozone cracks at the bottom of a concave portion. A pneumatic tire for heavy loads with excellent bead portion durability that can effectively prevent the occurrence of separation at the carcass winding end by sufficiently coping with an increase in circumferential shear strain due to an increase in tire flatness. To provide.
【０００６】[0006]
【課題を解決するための手段】この発明の、ビード部耐
久性にすぐれる重荷重用空気入りタイヤは、ビードコア
の周りで内側から外側へ巻上げた端部分を有するカーカ
スと、カーカスのクラウン部外周側に配設したベルト
と、サイドウォール部からビード部にわたってカーカス
の外周面側を被覆するゴム層とを具える偏平率が７０％
以下のタイヤであり、標準リムにリム組みし、最高空気
圧を充填したタイヤ姿勢において、タイヤ半径方向で、
カーカス端部分の巻上げ端と、カーカスの最大幅位置と
の間に、タイヤ外表面が幅方向の内側に窪むたとえば環
状の凹条を有しており、また、前記巻上げ端のタイヤ半
径方向位置から、その巻上げ端位置での被覆ゴム層の厚
みに相当する半径方向距離の範囲内での、カーカス端部
分の仮想延長線分上での被覆ゴム層の厚みが、上記被覆
ゴム層の厚みの０．７〜１．３倍のものである。According to the present invention, a heavy duty pneumatic tire having excellent bead portion durability has a carcass having an end portion wound from inside to outside around a bead core, and a carcass having a crown portion outer peripheral side. And a rubber layer covering the outer peripheral surface side of the carcass from the sidewall portion to the bead portion, and the flatness is 70%.
The following tires are assembled on the standard rim, and in the tire position filled with the maximum air pressure, in the tire radial direction,
Between the winding end of the carcass end portion and the maximum width position of the carcass, the outer surface of the tire has, for example, an annular concave portion that is depressed inward in the width direction. From, within the radial distance equivalent to the thickness of the coating rubber layer at the winding end position, the thickness of the coating rubber layer on the virtual extension line of the carcass end portion, the thickness of the coating rubber layer It is 0.7 to 1.3 times.
【０００７】ここで、最高空気圧とは下記規格に記載さ
れている適用サイズにおける単輪の最大荷重（最大負荷
能力）に対応する空気圧のことであり、標準リムとは下
記規格に記載されている適用サイズにおける標準リム
（または、“Approved Rim" 、“Recommended Rim") の
ことである。そして、規格とは、タイヤが生産又は使用
される地域に有効な産業規格によって決められている。
例えば、アメリカ合衆国では“The Tire and Rim Assoc
iation Inc. の Year Book" で、欧州では“The Europe
an Tire and Rim TechnicalOrganizationの Standards
Manual"で、そして日本では日本自動車タイヤ協会の“J
ATMA Year Book"で規定されている。Here, the maximum air pressure is the air pressure corresponding to the maximum load (maximum load capacity) of a single wheel in the applicable size described in the following standard, and the standard rim is described in the following standard. Standard rim (or “Approved Rim”, “Recommended Rim”) in the applicable size. The standard is determined by an industrial standard effective in an area where the tire is manufactured or used.
For example, in the United States "The Tire and Rim Assoc
iation Inc.'s Year Book "
an Tire and Rim Technical Organization Standards
Manual "and in Japan," J
ATMA Year Book ".
【０００８】このタイヤでは、タイヤの負荷転動時のサ
イドウォール部の撓み変形によって発生する内部応力
の、カーカスの巻上げ端への伝達を、凹条部分の十分な
る変形をもって阻止することで、カーカスの巻上げ端へ
の圧縮歪の発生を有効に抑制して、その巻上げ端のセパ
レーションを有利に防止することができる。In this tire, the transmission of the internal stress generated by the bending deformation of the sidewall portion at the time of rolling of the tire to the winding end of the carcass is prevented by the sufficient deformation of the concave portion, so that the carcass is prevented. Can effectively suppress the generation of compression strain at the winding end, and advantageously prevent separation at the winding end.
【０００９】またここでは、とくに大きな周方向剪断歪
が発生する、トレッド踏込部および蹴出部での屈曲変形
を解析し、踏込および蹴出部の付近の、荷重から開放さ
れることによる、幅撓み差によって生じるボディープラ
イを軸としたねじれ変形がサイドウォール部からカーカ
ス巻上げ端の付近にわたって生じていることに着目し、
その巻上げ端付近より半径方向外方でゴムボリームを積
極的に低減させてねじれ剛性の低下をもたらし、そこに
ねじれ変形を集中させることによって、カーカスの巻上
げ端近傍でのねじれ変形を緩和することができ、ビード
部の耐久性を有利に向上させることができる。すなわ
ち、従来技術では、局部的な凹部のみをもって、カーカ
ス巻上げ端への圧縮歪の伝達を防止しているのに対し、
このタイヤでは、とくに、ビード部からサイドウォール
部にわたる被覆ゴム層の厚みを広い範囲で規定すること
で、ねじれ変形の分布を有効にコントロールすることが
できる。[0009] Here, the bending deformation at the tread tread portion and the kick-out portion where particularly large circumferential shear strain occurs is analyzed, and the width of the tread and kick-out portion due to being released from the load is reduced. Paying attention to the fact that the torsional deformation around the body ply caused by the difference in deflection occurs from the sidewall portion to the vicinity of the carcass winding end,
By actively reducing the rubber volume radially outward from the vicinity of the winding end and reducing the torsional rigidity, the torsional deformation is concentrated there, and the torsional deformation of the carcass near the winding end can be reduced. And the durability of the bead portion can be advantageously improved. That is, in the prior art, the transmission of the compressive strain to the carcass winding end is prevented by only the local concave portion,
In this tire, in particular, the distribution of the torsional deformation can be effectively controlled by defining the thickness of the covering rubber layer from the bead portion to the sidewall portion in a wide range.
【００１０】しかもここでは、凹条の曲率半径を十分大
きく設定することで、それが小さな場合には、タイヤの
負荷転動時の圧縮歪の集中に起因して発生することとな
るオゾンクラックを効果的に防止することができる。In addition, here, the radius of curvature of the concave streak is set to be sufficiently large, and if it is small, the ozone crack which is generated due to the concentration of the compressive strain at the time of rolling the load of the tire is reduced. It can be effectively prevented.
【００１１】ところでこの発明では、特定の半径方向領
域内での、カーカス端部分の仮想延長線分上での被覆ゴ
ム層の厚みを、カーカスの巻上げ端位置での被覆ゴム層
の厚みの０．７〜１．３倍とすることで、カーカスの巻
上げ端近傍部分の剛性を適正に高めて、半径方向歪およ
び周方向歪のいずれに対しても、その巻上げ端のセパレ
ーションをより有効に防止することができる。According to the present invention, the thickness of the coating rubber layer on the virtual extension line of the end portion of the carcass in a specific radial region is set to be equal to the thickness of the coating rubber layer at the winding end position of the carcass. By setting the ratio to 7 to 1.3 times, the rigidity of the carcass in the vicinity of the winding end is appropriately increased, and the separation of the winding end is more effectively prevented against both radial distortion and circumferential distortion. be able to.
【００１２】すなわち、それが０．７倍未満では、十分
な剛性を確保することが難しく、一方、１．３倍を越え
ると、ビード部の発熱量が多くなって、ビード部が熱老
化し易く、カーカスの巻上げ端での耐久性が低下する。That is, if it is less than 0.7 times, it is difficult to secure sufficient rigidity. On the other hand, if it exceeds 1.3 times, the calorific value of the bead portion increases and the bead portion ages. And the durability at the winding end of the carcass is reduced.
【００１３】またここで、上記の半径方向領域を、カー
カスの巻上げ端のタイヤ半径方向位置から、その巻上げ
端位置での被覆ゴム層の厚みに相当する半径方向距離の
範囲とすることで、剛性を適正に高めることができる。
いいかえれば、その範囲が狭いと、十分な剛性を確保す
ることができない。The rigidity can be improved by setting the above-mentioned radial region to a range from the radial position of the winding end of the carcass in the tire radial direction corresponding to the thickness of the covering rubber layer at the position of the winding end. Can be appropriately increased.
In other words, if the range is narrow, sufficient rigidity cannot be secured.
【００１４】このようなタイヤにおいてより好ましく
は、前記巻上げ端のタイヤ半径方向距離に、その巻上げ
端位置での被覆ゴム層の厚みに相当する半径方向距離お
よび、カーカス本体部分から、前記巻上げ端を経て測っ
た被覆ゴム層の厚みの１．５倍に相当する半径方向距離
のそれぞれを加えた位置と、カーカス最大幅位置との間
での被覆ゴム層の厚みを、カーカス最大幅位置の被覆ゴ
ム層の厚みの０．７〜１．３倍とする。[0014] In such a tire, more preferably, the winding end is defined by the radial distance of the winding end in the tire radial direction corresponding to the thickness of the coating rubber layer at the position of the winding end and the carcass main body. The thickness of the coating rubber layer between the position obtained by adding each of the radial distances corresponding to 1.5 times the thickness of the coating rubber layer measured through the carcass and the carcass maximum width position, the coating rubber at the carcass maximum width position It is set to 0.7 to 1.3 times the thickness of the layer.
【００１５】これによれば、サイドウォール部の剛性を
積極的に低下させて、タイヤの負荷転動時の撓み変形お
よび周方向剪断変形のそれぞれを十分大ならしめること
で、高い剛性を有するカーカスの巻上げ端近傍への変形
の発生を一層有利に防止することができる。According to this, the rigidity of the sidewall portion is positively reduced, and the flexural deformation and the circumferential shearing deformation at the time of load rolling of the tire are sufficiently increased, whereby a carcass having high rigidity is obtained. Can be more advantageously prevented from being deformed near the winding end.
【００１６】ここで数値範囲を０．７〜１．３倍とする
のは、それが０．７倍未満では、ゴム厚みが薄くなりす
ぎて、耐サイドカット性、耐候性等が低下し、１．３倍
を越えると、ビード部のねじれ変形に対する緩和効果が
低下することになる。Here, the reason why the numerical value range is set to 0.7 to 1.3 times is that if it is less than 0.7 times, the rubber thickness becomes too thin, and the side cut resistance, weather resistance and the like are reduced. If it exceeds 1.3 times, the effect of alleviating the torsional deformation of the bead portion will be reduced.
【００１７】そして好ましくは、前記巻上げ端のタイヤ
半径方向距離に、その巻上げ端位置での被覆ゴム層の厚
みに相当する半径方向距離を加えた位置から、カーカス
本体部分から前記巻上げ端を経て測った被覆ゴム層の厚
みに相当する半径方向距離の範囲内での被覆ゴム層の厚
みを、カーカス最大幅位置の被覆ゴム層の厚みの０．７
倍を越えて４．０倍未満とし、かつ、前記巻上げ端から
カーカス本体部分と平行に引いた線分を、上記範囲内の
一個所でタイヤ外表面に交差させる。[0017] Preferably, the tire is measured from the carcass main body portion through the winding end from a position obtained by adding a radial distance corresponding to the thickness of the coating rubber layer at the winding end position to the tire radial distance at the winding end. The thickness of the coated rubber layer within the range of the radial distance corresponding to the thickness of the coated rubber layer was 0.7 times the thickness of the coated rubber layer at the carcass maximum width position.
A line segment that is more than twice and less than 4.0 times and that is drawn from the winding end in parallel with the carcass main body part intersects the tire outer surface at one point within the above range.
【００１８】このような構成とした場合には、ねじれ剛
性段差を急激すぎず、緩すぎない様に適正化して、表面
クラックを防ぎつつ、ねじれ剛性分布を適正にコントロ
ールすることができる。またここで、その被覆ゴム層の
厚みを、０．７倍以下としたときは、ゴム厚みが薄くな
りすぎて耐サイドカット性、耐候性等が悪化し、４．０
倍以上としたときは、被覆ゴム層厚みが急激に変化しす
ぎて、表面に歪が集中して亀裂が発生し易い。In the case of such a configuration, the torsional rigidity step can be optimized so as not to be too abrupt or too loose, and the torsional rigidity distribution can be appropriately controlled while preventing surface cracks. Here, when the thickness of the coating rubber layer is 0.7 times or less, the rubber thickness becomes too thin and the side cut resistance, the weather resistance and the like are deteriorated, and 4.0.
If the ratio is more than twice, the thickness of the coating rubber layer changes too rapidly, and strain tends to concentrate on the surface to easily cause cracks.
【００１９】そしてまた、巻上げ端からカーカス本体部
分と平行に引いた線分を、前記範囲内の一個所でタイヤ
外表面に交差させることにより、ねじれ変形の、カーカ
ス巻上げ端近傍への伝達を有効に防止する。すなわち、
上記線分がタイヤ外表面に交差しない場合には、カーカ
スの巻上げ端近傍にねじれ変形を伝達する被覆ゴム層が
存在することになって、ビード部の耐久性を向上させる
ことができず、また、二個所以上で交差する場合は、ね
じれ変形の吸収個所が分散することになり、ねじれ変形
を一個所で局所的に大きく緩和できなくなる上に、分散
された吸収箇所以外はねじれ変形を折り返し端へ伝える
ことになって、カーカス巻上げ端でのねじれ抑制効果が
低下する。Further, a line drawn from the winding end in parallel with the carcass body portion crosses the tire outer surface at one point within the above range, thereby effectively transmitting the torsional deformation to the vicinity of the carcass winding end. To prevent. That is,
If the line segment does not intersect the tire outer surface, there will be a coating rubber layer that transmits torsional deformation near the winding end of the carcass, and the durability of the bead portion cannot be improved, and However, if two or more intersect, the torsional deformation absorption points will be dispersed, and the torsional deformation will not be able to be greatly reduced locally at one location. The effect of suppressing torsion at the carcass winding end is reduced.
【００２０】また好ましくは、前記凹条の最深部を、前
記巻上げ端のタイヤ半径方向距離に、その巻上げ端位置
での被覆ゴム層の厚みの２倍に相当する半径方向距離を
加えた位置より外方で、そのタイヤ半径方向距離に、上
記被覆ゴム層の厚みの４倍に相当する半径方向距離を加
えた位置より内方に位置させる。Preferably, the deepest portion of the concave streak is located at a position obtained by adding a radial distance corresponding to twice the thickness of the covering rubber layer at the position of the winding end to the tire radial distance of the winding end. On the outside, the tire is positioned inward from a position obtained by adding a radial distance corresponding to four times the thickness of the coating rubber layer to the tire radial distance.
【００２１】凹条の最深部を、被覆ゴム層の厚みの２倍
に相当する距離より、タイヤ半径方向内側に位置させる
と、被覆ゴム層の厚みの急激な変化によって、そこに大
きな変形が集中し、亀裂が発生し易くなる。この一方
で、４倍に相当する距離より外側に位置させると、タイ
ヤの転動時の屈曲歪が凹条部分で最大となって、それの
最深部に亀裂が発生し易くなる。When the deepest portion of the concave portion is positioned radially inward of the tire from a distance corresponding to twice the thickness of the coating rubber layer, a large change is concentrated on the portion due to a sudden change in the thickness of the coating rubber layer. And cracks are likely to occur. On the other hand, when the tire is located outside the distance corresponding to four times, the bending strain at the time of rolling of the tire becomes maximum in the concave streak portion, and a crack is easily generated in the deepest portion thereof.
【００２２】さらに好ましくは、前記巻上げ端からカー
カス本体部分と平行に引いた線分の、タイヤ外表面との
交点を、その巻上げ端のタイヤ半径方向距離に、巻上げ
端位置での被覆ゴム層の厚みに相当する半径方向距離を
加えた位置より外方で、そのタイヤ半径方向距離に、上
記被覆ゴム層の厚みの６倍に相当する半径方向距離を加
えた位置より内方に位置させる。More preferably, the point of intersection of the line drawn parallel to the carcass main body portion from the winding end with the tire outer surface is set at a distance in the tire radial direction of the winding end of the covering rubber layer at the position of the winding end. The tire is positioned outside the position where the radial distance corresponding to the thickness is added, and inside the position where the radial distance corresponding to six times the thickness of the covering rubber layer is added to the tire radial distance.
【００２３】巻上げ端のタイヤ半径方向距離に、その位
置での被覆ゴム層の厚みに相当する半径方向距離を加え
た位置より半径方向内方に前記交点を位置させた場合
は、被覆ゴム層の厚みの急激な変位の故に、ねじれ変形
が集中して亀裂が発生し易くなり、またその交点を、前
記タイヤ半径方向距離に、被覆ゴム層の厚みの６倍に相
当する半径方向距離を加えた位置より外方に位置させた
場合は、ねじれ変形の緩和効果が小さくなる。When the intersection is located radially inward from a position obtained by adding the radial distance corresponding to the thickness of the covering rubber layer at that position to the tire radial distance at the winding end, the covering rubber layer Due to the rapid displacement of the thickness, the torsional deformation is concentrated and cracks are easily generated, and the intersection is calculated by adding the radial distance equivalent to six times the thickness of the coating rubber layer to the tire radial distance. When it is located outside the position, the effect of alleviating torsional deformation is reduced.
【００２４】また好ましくは、凹条の曲率半径を、ベル
ト端を通ってタイヤ軸線に直交する平面と、カーカス本
体部分の厚み中心線との二つの交点を通るとともに、カ
ーカス最大幅位置での前記中心線を通る円弧の曲率半径
の０．５〜２．０倍とする。Preferably, the radius of curvature of the concave streak passes through two intersections between a plane passing through the belt end and perpendicular to the tire axis and a center line of the thickness of the carcass main body, and the radius of curvature at the carcass maximum width position. The radius of curvature of an arc passing through the center line is set to 0.5 to 2.0 times.
【００２５】通常は、カーカスの巻上げ端のタイヤ半径
方向距離に、その巻上げ端での被覆ゴム層の厚みに相当
する半径方向距離を加えた位置から、カーカス本体部分
よりカーカス巻上げ端を経て測った被覆ゴム層の厚みに
相当する半径方向距離の範囲内に大部分が存在する凹条
の曲率半径を、上述のような比較的大きな値とすること
で、その凹条の圧縮変形に際するそこへの歪の集中に起
因するオゾンクラックの発生を十分に防止し、併せて、
急激な剛性段差を要因とする周方向歪による表面亀裂の
発生をも防止する。Normally, a measurement is made from the position obtained by adding the radial distance corresponding to the thickness of the coating rubber layer at the winding end to the tire radial distance at the winding end of the carcass, from the carcass main body portion through the carcass winding end. By setting the radius of curvature of the concave portion, which is mostly present within the range of the radial distance corresponding to the thickness of the coating rubber layer, to a relatively large value as described above, the concave portion upon compression deformation of the concave portion is formed. Ozone cracks caused by the concentration of strain on
It also prevents the occurrence of surface cracks due to circumferential strain due to a sudden rigidity step.
【００２６】ここで、凹条の曲率半径を０．５倍未満と
した場合には、歪の集中が不可避となる他、耐候性の低
下が否めず、一方、２．０倍を越える値とした場合に
は、ねじれ変形の緩和機能が不足するおそれがある。Here, when the radius of curvature of the concave streak is less than 0.5 times, the concentration of strain is inevitable, and the weather resistance is inevitably reduced. In this case, there is a possibility that the function of alleviating torsional deformation is insufficient.
【００２７】さらに好ましくは、ビードコアの周りで、
カーカスに外接させて配設されるワイヤチェーファの、
カーカス本体部分に沿って位置する部分の半径方向外端
を、カーカス巻上げ端の半径方向位置より外方で、前記
巻上げ端のタイヤ半径方向距離に、その巻上げ端位置で
の被覆ゴム層の厚みに相当する半径方向距離および、カ
ーカス本体部分から、前記巻上げ端を経て測った被覆ゴ
ム層の厚みに相当する半径方向距離のそれぞれを加えた
タイヤ半径方向位置より内方に位置させる。More preferably, around the bead core,
Of a wire chafer arranged outside the carcass,
The radial outer end of the portion located along the carcass body portion is located outside the radial position of the carcass winding end, at the tire radial distance of the winding end, and the thickness of the coating rubber layer at the winding end position. The tire is positioned inward from the tire radial position, which is obtained by adding the corresponding radial distance and the radial distance corresponding to the thickness of the coating rubber layer measured through the winding end from the carcass body portion.
【００２８】これによれば、ワイヤチェーファをもっ
て、カーカス巻上げ端の近傍部分の剛性を高めて、そこ
への歪の発生を抑制する一方で、それより外方の剛性増
加を防止して、各方向への歪を許容することで、巻上げ
端のセパレーションを一層有利に防止することができ
る。ワイヤチェーファの半径方向外端を、上記限界位置
より半径方向外方に位置させると、ねじれ変形緩和領域
の剛性が大きくなって、十分なる変形緩和を実現し得な
いおそれが高く、加えて、ワイヤチェーファの外端部
に、剛性段差に起因するセパレーションが発生し易い。According to this, by using a wire chafer, the rigidity of the portion near the carcass winding end is increased to suppress the occurrence of distortion thereat, while increasing the rigidity outside thereof is prevented. By allowing distortion in the direction, separation of the winding end can be more advantageously prevented. When the radial outer end of the wire chafer is located radially outward from the limit position, the rigidity of the torsional deformation relaxation region increases, and there is a high possibility that sufficient deformation relaxation cannot be realized. Separation is likely to occur at the outer end of the wire chafer due to the rigidity step.
【００２９】[0029]
【発明の実施の形態】以下にこの発明の実施の形態を図
面に示すところに基づいて説明する。図１はこの発明の
実施の形態をタイヤの半部について示す幅方向断面図で
あり、図２はそれの要部拡大図である。DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view in the width direction showing an embodiment of the present invention for a half portion of a tire, and FIG. 2 is an enlarged view of a main part thereof.
【００３０】このタイヤでは一対のビードコア１の周り
で内側から外側へ巻上げた端部分を有する、一プライ以
上のカーカスプライからなるトロイド状のカーカス２の
クラウン部の外周側にベルト３およびトレッド４を順次
に配設し、このトレッド４の各端部を、サイドウォール
部５を介して、ビードコア１を埋設したビード部６に連
続させる。これにより、このタイヤは、サイドウォール
部５からビード部６にわたってカーカス２の外周面側を
被覆するゴム層７を有する。In this tire, a belt 3 and a tread 4 are provided on the outer peripheral side of a crown portion of a toroidal carcass 2 having at least one ply of carcass plies having end portions wound up from inside to outside around a pair of bead cores 1. The end portions of the tread 4 are connected to the bead portion 6 in which the bead core 1 is embedded via the sidewall portion 5. Thus, the tire has a rubber layer 7 covering the outer peripheral surface side of the carcass 2 from the sidewall portion 5 to the bead portion 6.
【００３１】ここでは、タイヤの断面幅に対する断面高
さの比率として表されるタイヤ偏平率を７０％以下と
し、標準リムＲＩにリム組みして、最高空気圧を充填し
たタイヤ姿勢の下で、タイヤの半径方向で、カーカス端
部分２ａの巻上げ端２ｂのタイヤ半径方向位置と、カー
カス２が最大幅となるタイヤ半径方向位置との間に、タ
イヤ外表面が幅方向内側に窪み、周方向に環状に連続す
る凹条８を設ける。Here, the tire flatness expressed as the ratio of the cross-sectional height to the cross-sectional width of the tire is set to 70% or less, and the rim is assembled to the standard rim RI, and the tire is mounted under the tire posture filled with the maximum air pressure. In the radial direction, between the tire radial position of the winding end 2b of the carcass end portion 2a and the tire radial position where the carcass 2 has the maximum width, the tire outer surface is depressed inward in the width direction and is annular in the circumferential direction. Is provided with a continuous ridge 8.
【００３２】この凹条８は、通常は、カーカス巻上げ端
２ｂのタイヤ半径方向距離Ｈｏに、その巻上げ端位置で
の被覆ゴム層７の厚みＧ0 に相当する半径方向距離Ｂ
（Ｂ＝Ｇ0 ）を加えた位置から、カーカス本体部分２ｃ
からカーカス巻上げ端２ｂを経て測ったゴム層７の厚み
Ｄに相当する半径方向距離Ｔ（Ｔ＝Ｄ）の範囲内にその
大部分を形成される。Usually, the concave streak 8 has a radial distance B corresponding to the thickness G 0 of the covering rubber layer 7 at the position of the carcass winding end 2b in the tire radial direction Ho.
From the position where (B = G 0 ) is added, the carcass main body 2c
Is formed within a range of a radial distance T (T = D) corresponding to the thickness D of the rubber layer 7 measured through the carcass winding end 2b.
【００３３】そして好ましくは、かかる凹条８の曲率半
径Ｒを、前記タイヤ姿勢において、ベルト端を通って、
図示しないタイヤ軸線と直交する平面Ｖと、カーカス本
体部分２ｃの厚み中心線との二つの交点９，１０を通る
とともに、その中心線の、カーカス２の最大幅位置の点
１１を通る円弧の曲率半径Ｒｏの０．５〜２．０倍とす
る。Preferably, the curvature radius R of the concave streak 8 is set so as to pass through the belt end in the tire posture.
The curvature of an arc that passes through two intersections 9 and 10 of a plane V perpendicular to a tire axis (not shown) and a thickness center line of the carcass main body portion 2c and that passes through a point 11 of the center line at the maximum width position of the carcass 2. It is 0.5 to 2.0 times the radius Ro.
【００３４】またこのタイヤでは、カーカス巻上げ端位
置でのゴム層７の厚みＧ0 に相当する前記半径方向距離
Ｂの範囲内での、カーカス端部分２ａの仮想延長線分上
での被覆ゴム層７の厚みＧを、上記厚みＧ0 の０．７〜
１．３倍の範囲とする。[0034] In the tire, within the scope of the radial distance B corresponding to the thickness G 0 of the rubber layer 7 at the carcass turned-up end position, covering the rubber layer on the imaginary extension portion of the carcass end portion 2a 7 the thickness G of 0.7 to the thickness G 0
The range is 1.3 times.
【００３５】さらにここでは、カーカス巻上げ端２ｂの
タイヤ半径方向距離Ｈｏに、先に述べたそれぞれの半径
方向距離Ｂと、半径方向距離Ｔの１．５倍とを加えたタ
イヤ半径方向位置１２と、カーカス最大幅位置１３との
間での被覆ゴム層７の厚みＳを、カーカス最大幅位置１
３でのゴム層７の厚みＳ0 の０．７〜１．３倍の範囲と
する。Further, here, the tire radial position 12 obtained by adding the above-mentioned radial distance B and 1.5 times the radial distance T to the tire radial distance Ho of the carcass hoisting end 2b, , The thickness S of the covering rubber layer 7 between the carcass maximum width position 13 and the carcass maximum width position 13
3, the thickness is set to a range of 0.7 to 1.3 times the thickness S 0 of the rubber layer 7.
【００３６】加えて、図に示すところでは、ビードコア
１の周りに配設されて、カーカス２に外接するワイヤチ
ェーファ１４の、カーカス本体部分２ｃに沿って位置す
る部分の半径方向外端１４ａを、カーカス巻上げ端２ｂ
のタイヤ半径方向位置より外方で、その巻上げ端２ｂの
タイヤ半径方向距離Ｈｏに、巻上げ端位置でのゴム層厚
みおよび、カーカス本体部分から巻上げ端２ｂを経て測
ったゴム層厚みのそれぞれに相当するそれぞれの半径方
向距離ＢおよびＴを加えた半径方向位置１５よりタイヤ
半径方向内方に位置させる。In addition, as shown in the figure, a radially outer end 14a of a portion of the wire chafer 14 disposed around the bead core 1 and circumscribing the carcass 2 is located along the carcass body portion 2c. , Carcass winding end 2b
Outside the tire radial direction position, and correspond to the rubber layer thickness at the winding end position and the rubber layer thickness measured from the carcass main body portion through the winding end 2b at the tire radial direction distance Ho of the winding end 2b. To the tire radial direction from the radial position 15 to which the respective radial distances B and T are added.
【００３７】このように構成してなる空気入りタイヤで
は、タイヤの負荷転動時のサイドウォール部５の撓み変
形によって発生する内部応力の、カーカス２の巻上げ端
２ｂへの伝達を、その近傍部分の剛性の増加とも相俟っ
て、凹条部分の十分な変形の下に有効に阻止して、その
巻上げ端２ｂのセパレーションを有利に防止することが
できる。In the pneumatic tire configured as described above, the transmission of the internal stress generated by the bending deformation of the sidewall portion 5 when the tire rolls to the load to the hoisting end 2b of the carcass 2 transfers the internal stress to the vicinity thereof. In combination with the increase in the rigidity of the concave portion, the concave portion can be effectively prevented from being sufficiently deformed, and the separation of the winding end 2b can be advantageously prevented.
【００３８】そしてこのことは、タイヤの周方向剪断歪
に対してもほぼ同様であり、剛性の比較的低い、凹条部
分からカーカス最大幅位置１３に至る範囲で比較的大き
く変形させる一方で、カーカス巻上げ端近傍部分の剛性
を十分に高めることで、その近傍部分の変形を抑制して
巻上げ端２ｂのセパレーションを防止することができ
る。This is substantially the same for the circumferential shear strain of the tire, and the tire is relatively largely deformed in a range from the concave portion having relatively low rigidity to the carcass maximum width position 13, By sufficiently increasing the rigidity in the vicinity of the carcass winding end, it is possible to suppress deformation in the vicinity thereof and prevent the separation of the winding end 2b.
【００３９】しかもここでは、凹条８の曲率半径を大き
くして、その凹条部分の圧縮変形に際する、そこへの歪
の集中を防止することで、オゾンクラックの発生を防止
することもできる。In addition, here, it is also possible to prevent the generation of ozone cracks by increasing the radius of curvature of the concave streak 8 and preventing the concentration of strain there upon compressive deformation of the concave streak portion. it can.
【００４０】かかるタイヤにおいて好ましくは、タイヤ
半径方向距離Ｈｏに、半径方向距離Ｂを加えた半径方向
位置から、半径方向距離Ｔの範囲内でのゴム層７の厚み
を、カーカス最大幅位置１３でのゴム層７の厚みＳｏの
０．７倍を越えて４．０倍未満、好適には３．５倍未満
とし、併せて図３に示すように、巻上げ端２ｂから、カ
ーカス本体部分２ｃと平行に引いた線分Ｌを、上記半径
方向距離Ｔの範囲内の一個所でタイヤ外表面に交差させ
る。In such a tire, preferably, the thickness of the rubber layer 7 within the range of the radial distance T from the radial position obtained by adding the radial distance B to the tire radial distance Ho is determined at the carcass maximum width position 13. The thickness is more than 0.7 times and less than 4.0 times, preferably less than 3.5 times, the thickness So of the rubber layer 7 of the rubber layer 7, and as shown in FIG. The line L drawn in parallel intersects the tire outer surface at one point within the range of the radial distance T.
【００４１】また好ましくは、凹条８の最深部、すなわ
ち底部Ｅを、図３に示すところから明らかなように、タ
イヤ半径方向距離Ｈｏに、半径方向距離Ｂの２倍を加え
た位置より外方で、４倍を加えた位置より内方に位置さ
せる。さらに好ましくは、巻上げ端２ｂから引いた前記
線分Ｌのタイヤ外表面との交点Ｃを、タイヤ半径方向距
離Ｈｏに、半径方向距離Ｂを加えた位置より外方で、半
径方向距離Ｂの６倍を加えた位置より内方に位置させ
る。このような構成によれば、先に述べた通りのそれぞ
れの作用効果をもたらすことができる。Preferably, the deepest part, that is, the bottom part E of the concave streak 8 is located outside the position obtained by adding twice the radial distance B to the tire radial distance Ho, as is apparent from FIG. Inward of the position where 4 times has been added. More preferably, the intersection C of the line segment L drawn from the winding end 2b with the tire outer surface is located outside the position obtained by adding the radial distance B to the tire radial distance Ho, and the radial distance B is equal to six. Position more inward than the doubled position. According to such a configuration, each operation and effect as described above can be obtained.
【００４２】[0042]
【実施例】以上に述べた構成を有し、下記の表１〜３に
示す寸法諸元を有する実施例タイヤにつき、オゾン雰囲
気中で下記の試験を行ったところ、表１〜３に指数をも
って示す通りとなった。ここで、表中の指数値は大きい
ほどすぐれた結果を示すものとする。ところで、表１中
の従来例タイヤは、凹条を有しないものであり、表３中
の比較例タイヤは、凹条は有するも、数値範囲でこの発
明に係る被覆ゴムの厚みから外れるものである。EXAMPLES The following test was carried out in an ozone atmosphere on an example tire having the above-described configuration and having the dimensions shown in Tables 1 to 3 below. It was as shown. Here, the larger the index value in the table, the better the result. By the way, the conventional tires in Table 1 do not have the concave streaks, and the comparative tires in Table 3 have the concave streaks but deviate from the thickness of the coated rubber according to the present invention within the numerical range. is there.
【００４３】なお、試験に供したタイヤのサイズは２８
５／６０ Ｒ２２．５であり、用いたリムは９．００×
２２．５、充填空気圧は９ｋｇｆ／ｃｍ2 であり、試験
速度は６０ｋｍ／ｈ、荷重は５０００ｋｇｆ／本とし、
カーカス巻上げ端の耐久試験は、５０℃の温度下で、故
障を生じるまでの走行距離を測定することにより行い、
また、表面亀裂（オゾンクラック）試験は、オゾン濃度
５０ｐｐｈｍの室温下に２４０時間放置後の視認可能な
亀裂数を数えて、その逆数を指数化することにより行っ
た。The size of the tire used in the test was 28
5/60 R22.5 and the rim used is 9.00 ×
22.5, filling air pressure is 9 kgf / cm 2 , test speed is 60 km / h, load is 5000 kgf / piece,
The durability test of the carcass winding end is performed by measuring the running distance until a failure occurs at a temperature of 50 ° C.
The surface crack (ozone crack) test was performed by counting the number of visible cracks after standing at room temperature at an ozone concentration of 50 pph for 240 hours, and indexing the reciprocal thereof.
【００４４】[0044]
【表１】 [Table 1]
【００４５】[0045]
【表２】 [Table 2]
【００４６】[0046]
【表３】 [Table 3]
【００４７】[0047]
【発明の効果】かくして、この発明によれば、タイヤの
負荷転動に際するサイドウォール部の撓み変形に起因す
る、カーカス巻上げ端のセパレーションを防止し得るこ
とはもちろん、高い偏平度のタイヤの、周方向剪断歪に
起因する巻上げ端セパレーションをも十分に防止するこ
とができ、凹条底へのオゾンクラックの発生をもまた有
効に防止することができる。As described above, according to the present invention, it is possible to prevent the separation of the carcass winding end caused by the bending deformation of the side wall portion during rolling of the tire, and of course, the tire having a high flatness can be prevented. In addition, it is possible to sufficiently prevent the separation of the winding end caused by the circumferential shear strain, and it is also possible to effectively prevent the generation of the ozone crack on the concave bottom.
【図１】 この発明の実施の形態をタイヤの半部につい
て示す幅方向断面図である。FIG. 1 is a widthwise cross-sectional view showing an embodiment of the present invention for a half portion of a tire.
【図２】 図１の要部拡大図である。FIG. 2 is an enlarged view of a main part of FIG.
【図３】 図２と同様の図である。FIG. 3 is a view similar to FIG. 2;
１ ビードコア ２ カーカス ２ａ カーカス端部分 ２ｂ 巻上げ端 ２ｃ カーカス本体部分 ３ ベルト ４ トレッド ５ サイドウォール部 ６ ビード部 ７ ゴム層 ８ 凹条 ９，１０ 交点 １１ 点 １２ タイヤ半径方向位置 １３ カーカス最大幅位置 １４ ワイヤチェーファ １４ａ 半径方向外端 １５ 半径方向位置 Ｄ，Ｇ0 ，Ｇ，Ｓ0 ，Ｓ 厚み Ｈｏ タイヤ半径方向距離 Ｂ，Ｔ 半径方向距離 Ｖ 平面 Ｒｏ，Ｒ 曲率半径 ＲＩ 標準リム Ｃ 交点 Ｅ 底部DESCRIPTION OF SYMBOLS 1 Bead core 2 Carcass 2a Carcass end part 2b Winding end 2c Carcass main body part 3 Belt 4 Tread 5 Side wall part 6 Bead part 7 Rubber layer 8 Concave line 9,10 Intersection point 11 Point 12 Tire radial position 13 Carcass maximum width position 14 Wire chafer 14a radially outer end 15 radially position D, G 0, G, S 0, S thickness Ho tire radial distance B, T radial distance V plane Ro, R the radius of curvature RI standard rim C intersection E bottom
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ テーマコート゛(参考） Ｂ６０Ｃ 15/06 Ｂ６０Ｃ 15/06 Ｇ ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 7 Identification symbol FI Theme coat ゛ (Reference) B60C 15/06 B60C 15/06 G
Claims (7)
げた端部分を有するカーカスと、カーカスのクラウン部
外周側に配設したベルトと、サイドウォール部からビー
ド部にわたってカーカスの外周面側を被覆するゴム層と
を具える偏平率が７０％以下のタイヤであり、 標準リムにリム組みし、最高空気圧を充填したタイヤ姿
勢において、タイヤ半径方向で、カーカス端部分の巻上
げ端と、カーカスの最大幅位置との間に、タイヤ外表面
が幅方向の内側に窪む凹条を有するとともに、前記巻上
げ端のタイヤ半径方向位置から、その巻き上げ端位置で
の被覆ゴム層の厚みに相当する半径方向距離の範囲内で
の、カーカス端部分の仮想延長線分上での被覆ゴム層の
厚みが、上記被覆ゴム層の厚みの０．７〜１．３倍であ
るビード部耐久性にすぐれる重荷重用空気入りタイヤ。1. A carcass having an end portion wound up from inside to outside around a bead core, a belt disposed on an outer peripheral side of a crown portion of the carcass, and an outer peripheral surface side of the carcass from a sidewall portion to a bead portion. A tire having a rubber layer and an aspect ratio of 70% or less. Assembled on a standard rim, and in the tire position filled with the maximum air pressure, in the tire radial direction, the winding end of the carcass end portion and the maximum width of the carcass. Between the position and the position, the tire outer surface has a concave groove depressed inward in the width direction, and from the tire radial position at the winding end, a radial distance corresponding to the thickness of the coating rubber layer at the winding end position The thickness of the coating rubber layer on the virtual extension line of the carcass end portion within the range of (1) is 0.7 to 1.3 times the thickness of the coating rubber layer, and has excellent bead portion durability. Heavy duty pneumatic tire.
その巻上げ端位置での被覆ゴム層の厚みに相当する半径
方向距離および、カーカス本体部分から、前記巻上げ端
を経て測った被覆ゴム層の厚みの１．５倍に相当する半
径方向距離のそれぞれを加えた位置と、カーカス最大幅
位置との間での被覆ゴム層の厚みが、カーカス最大幅位
置の被覆ゴム層の厚みの０．７〜１．３倍である請求項
１に記載のビード部耐久性にすぐれる重荷重用空気入り
タイヤ。2. A tire radial distance from the winding end,
The radial distance corresponding to the thickness of the coating rubber layer at the winding end position and the radial distance corresponding to 1.5 times the thickness of the coating rubber layer measured through the winding end from the carcass main body portion are respectively determined. The bead part according to claim 1, wherein the thickness of the coating rubber layer between the added position and the carcass maximum width position is 0.7 to 1.3 times the thickness of the coating rubber layer at the carcass maximum width position. A heavy duty pneumatic tire with excellent durability.
その巻上げ端位置での被覆ゴム層の厚みに相当する半径
方向距離を加えた位置から、カーカス本体部分から前記
巻上げ端を経て測った被覆ゴム層の厚みに相当する半径
方向距離の範囲内での被覆ゴム層の厚みが、カーカス最
大幅位置での被覆ゴム層の厚みの０．７倍を越えて４．
０倍未満であり、かつ、前記巻上げ端からカーカス本体
部分と平行に引いた線分が、上記範囲内の一個所でタイ
ヤ外表面に交差する請求項１もしくは２に記載のビード
部耐久性にすぐれる重荷重用空気入りタイヤ。3. A tire radial distance from the winding end,
From a position obtained by adding a radial distance corresponding to the thickness of the coating rubber layer at the winding end position, within a range of a radial distance corresponding to the thickness of the coating rubber layer measured through the winding end from the carcass main body portion. 3. The thickness of the coated rubber layer exceeds 0.7 times the thickness of the coated rubber layer at the carcass maximum width position.
The bead portion durability according to claim 1 or 2, wherein a line segment that is less than 0 times and drawn from the winding end in parallel with the carcass body portion intersects the tire outer surface at one point within the above range. Excellent pneumatic tire for heavy loads.
イヤ半径方向距離に、その巻上げ端位置での被覆ゴム層
の厚みの２倍に相当する半径方向距離を加えた位置より
外方で、そのタイヤ半径方向距離に、上記被覆ゴム層の
厚みの４倍に相当する半径方向距離を加えた位置より内
方に存在する請求項１〜３のいずれかに記載のビード部
耐久性にすぐれる重荷重用空気入りタイヤ。4. The deepest portion of the concave streak is located outward of a position obtained by adding a radial distance corresponding to twice the thickness of the covering rubber layer at the position of the winding end to the tire radial distance of the winding end. The bead portion durability according to any one of claims 1 to 3, wherein the tire radial distance is inward from a position obtained by adding a radial distance corresponding to four times the thickness of the coating rubber layer. Excellent pneumatic tire for heavy loads.
行に引いた線分の、タイヤ外表面との交点が、その巻上
げ端のタイヤ半径方向距離に、巻上げ端位置での被覆ゴ
ム層の厚みに相当する半径方向距離を加えた位置より外
方で、そのタイヤ半径方向距離に、上記被覆ゴム層の厚
みの６倍に相当する半径方向距離を加えた位置より内方
に存在する請求項３に記載のビード部耐久性にすぐれる
重荷重用空気入りタイヤ。5. The intersection of the line drawn in parallel with the carcass main body portion from the winding end and the outer surface of the tire corresponds to the distance between the winding end in the tire radial direction and the thickness of the coating rubber layer at the position of the winding end. The tire according to claim 3, which is located outside the position obtained by adding the corresponding radial distance, and inside the position obtained by adding the radial distance corresponding to six times the thickness of the coating rubber layer to the tire radial distance. A heavy-duty pneumatic tire having excellent bead portion durability as described above.
てタイヤ軸線に直交する平面と、カーカス本体部分の厚
み中心線との二つの交点を通るとともに、カーカス最大
幅位置での前記中心線を通る円弧の曲率半径の０．５〜
２．０倍である請求項１〜５のいずれかに記載のビード
部耐久性にすぐれる重荷重用空気入りタイヤ。6. The curvature radius of the concave strip passes through two intersections of a plane passing through the belt end and orthogonal to the tire axis and a thickness center line of the carcass body portion, and the center at the carcass maximum width position. 0.5 to the radius of curvature of the arc passing through the line
The heavy duty pneumatic tire having excellent bead portion durability according to any one of claims 1 to 5, which is 2.0 times.
スに外接するワイヤチェーファの、カーカス本体部分に
沿って位置する部分の半径方向外端が、前記巻上げ端の
タイヤ半径方向位置より外方で、前記巻上げ端のタイヤ
半径方向距離に、その巻上げ端位置での被覆ゴム層の厚
みに相当する半径方向距離および、カーカス本体部分か
ら、前記巻上げ端を経て測った被覆ゴム層の厚みに相当
する半径方向距離のそれぞれを加えた位置より内方に存
在する請求項１〜６のいずれかに記載のビード部耐久性
にすぐれる重荷重用空気入りタイヤ。7. A radially outer end of a portion of the wire chafer arranged around the bead core and circumscribing the carcass and located along the carcass main body portion is located outside the tire radial position of the winding end. In the tire radial distance of the winding end, the radial distance corresponding to the thickness of the coating rubber layer at the position of the winding end, and from the carcass body portion, equivalent to the thickness of the coating rubber layer measured via the winding end The pneumatic tire for heavy load excellent in bead portion durability according to any one of claims 1 to 6, wherein the pneumatic tire is provided inward from a position obtained by adding the respective radial distances.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP36478398A JP4209021B2 (en) | 1998-12-22 | 1998-12-22 | Heavy duty pneumatic tire with excellent bead durability |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP36478398A JP4209021B2 (en) | 1998-12-22 | 1998-12-22 | Heavy duty pneumatic tire with excellent bead durability |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000185530A true JP2000185530A (en) | 2000-07-04 |
| JP4209021B2 JP4209021B2 (en) | 2009-01-14 |
Family
ID=18482657
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP36478398A Expired - Fee Related JP4209021B2 (en) | 1998-12-22 | 1998-12-22 | Heavy duty pneumatic tire with excellent bead durability |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4209021B2 (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2009051260A1 (en) * | 2007-10-19 | 2009-04-23 | Bridgestone Corporation | Pneumatic tire |
| JP2010167940A (en) * | 2009-01-23 | 2010-08-05 | Bridgestone Corp | Pneumatic tire for aircraft |
| JP2011031812A (en) * | 2009-08-04 | 2011-02-17 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2012127921A (en) * | 2010-12-17 | 2012-07-05 | Sumitomo Rubber Ind Ltd | Tire deterioration promotion method |
| WO2020245241A1 (en) * | 2019-06-06 | 2020-12-10 | Compagnie Generale Des Etablissements Michelin | Tyre having a crown reinforcement made up of two working crown layers and optimized sidewalls |
| WO2020245242A1 (en) * | 2019-06-06 | 2020-12-10 | Compagnie Generale Des Etablissements Michelin | Tyre having optimized sidewalls and a crown reinforcement made up of two working crown layers and a layer of circumferential reinforcing elements |
| EP4005826A1 (en) * | 2020-11-18 | 2022-06-01 | The Goodyear Tire & Rubber Company | Radial tire |
| US11400767B2 (en) * | 2018-10-22 | 2022-08-02 | Sumitomo Rubber Industries, Ltd. | Heavy duty pneumatic tire |
-
1998
- 1998-12-22 JP JP36478398A patent/JP4209021B2/en not_active Expired - Fee Related
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101903196B (en) * | 2007-10-19 | 2012-07-11 | 株式会社普利司通 | Pneumatic tire |
| EP2213484A1 (en) * | 2007-10-19 | 2010-08-04 | Bridgestone Corporation | Pneumatic tire |
| WO2009051260A1 (en) * | 2007-10-19 | 2009-04-23 | Bridgestone Corporation | Pneumatic tire |
| EP2213484A4 (en) * | 2007-10-19 | 2012-01-11 | Bridgestone Corp | Pneumatic tire |
| JP5390392B2 (en) * | 2007-10-19 | 2014-01-15 | 株式会社ブリヂストン | Pneumatic tire |
| JP2010167940A (en) * | 2009-01-23 | 2010-08-05 | Bridgestone Corp | Pneumatic tire for aircraft |
| JP2011031812A (en) * | 2009-08-04 | 2011-02-17 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2012127921A (en) * | 2010-12-17 | 2012-07-05 | Sumitomo Rubber Ind Ltd | Tire deterioration promotion method |
| US11400767B2 (en) * | 2018-10-22 | 2022-08-02 | Sumitomo Rubber Industries, Ltd. | Heavy duty pneumatic tire |
| WO2020245241A1 (en) * | 2019-06-06 | 2020-12-10 | Compagnie Generale Des Etablissements Michelin | Tyre having a crown reinforcement made up of two working crown layers and optimized sidewalls |
| WO2020245242A1 (en) * | 2019-06-06 | 2020-12-10 | Compagnie Generale Des Etablissements Michelin | Tyre having optimized sidewalls and a crown reinforcement made up of two working crown layers and a layer of circumferential reinforcing elements |
| FR3096932A1 (en) * | 2019-06-06 | 2020-12-11 | Compagnie Generale Des Etablissements Michelin | PNEUMATIC CONTAINING A TOP REINFORCEMENT CONSISTING OF TWO WORKING TOP LAYERS AND OPTIMIZED SIDES |
| FR3096931A1 (en) * | 2019-06-06 | 2020-12-11 | Compagnie Generale Des Etablissements Michelin | PNEUMATIC FEATURING OPTIMIZED SIDES AND A TOP REINFORCEMENT CONSISTING OF TWO WORKING TOP LAYERS AND ONE LAYER OF CIRCUMFERENTIAL REINFORCEMENT ELEMENTS |
| EP4005826A1 (en) * | 2020-11-18 | 2022-06-01 | The Goodyear Tire & Rubber Company | Radial tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4209021B2 (en) | 2009-01-14 |
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