JP2007230515A - Tire for heavy load - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enhance bead durability while maintaining air-in performance. <P>SOLUTION: In the free state of a tire being not rim-assembled, a ratio H1/H2 of a maximum width position height H1 in a radial direction from a heel end P2 to the a maximum width position P1 and a carcass height H2 in a radial direction from the heel end P2 of a carcass outer surface on a tire equator C is 0.25-0.35. In the free state, a ratio WB/WR of a rim width WR and a distance WB between the heel ends in a tire axial direction between the heel ends P2, P2 is 1.00-1.20. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a heavy duty tire with improved bead durability.

  Heavy duty tires for trucks, buses, etc. are used in harsh conditions such as high internal pressure and high load, so the durability is improved, especially the durability of the bead part where damage is likely to occur (hereinafter referred to as bead durability). Improvement is an important issue.

  Therefore, conventionally, as shown in FIG. 7 (A), the bead apex b disposed between the carcass ply body portion a1 and the ply turn-up portion a2 is enlarged and the bead deformation itself is increased by increasing the bead rigidity. There are many techniques for reducing this.

  On the other hand, as shown in FIG. 7B, a so-called wind structure is proposed in which the ply folded portion a2 is wound around the bead core c (see, for example, Patent Document 1). With this structure, the ply turn-up portion a2 is interrupted around the bead core c, so that the stress at the time of bead deformation hardly acts on the tip a2e, and the cord looseness starting from the tip a2e is effectively suppressed. It is supposed to be.

JP 2005-162057 A

  However, the former method causes an increase in the bead temperature as the rubber volume of the bead apex increases, so that the effect of improving the bead durability is greatly limited, and the disadvantage is that the tire weight and material cost increase.

  The latter wind structure has a lower bead rigidity than the non-wind structure of FIG. 7A because the height of the ply turn-up portion a2 is small. Therefore, there is a problem that the amount of bead deformation is relatively large and the effect of improving the bead durability is not effectively exhibited.

  In view of such a situation, as a result of research conducted by the present inventors, it has been found that the bead durability can be improved by reducing the distortion generated in the bead portion during inflation when filling the rim-assembled tire with normal internal pressure. Obtained. In addition, in order to reduce the distortion of the bead portion that occurs at the time of inflation, in the tire profile in a free state where the rim is not assembled, the predetermined maximum bulge shape in which the tire maximum width position is largely shifted to the bead portion side is used. It was also found that it was effective.

  That is, the present invention specifies a tire profile in a free state where no rim is assembled, and based on reducing distortion of the bead portion during inflation, increases bead durability without causing an increase in tire weight or material cost. The object is to provide a heavy duty tire that can be improved in width.

In order to achieve the above object, the invention of claim 1 of the present application is folded around the bead core from the inner side to the outer side in the tire axial direction on the ply body part extending from the tread part through the sidewall part to the bead core of the bead part. A carcass made of a single steel carcass ply provided with a series of folded plies, and a belt layer made of at least three steel belt plies arranged radially outside the carcass and inside the tread. ,
In the free state where the rim is not assembled, the maximum width position height H1 in the radial direction from the heel end of the bead portion up to the tire maximum width position where the tire width is maximum, and the heel end of the outer surface of the carcass on the tire equator The ratio H1 / H2 to the carcass height H2 in the radial direction of 0.25 to 0.35,
The ratio WB / WR between the rim width WR and the heel end distance WB in the tire axial direction between the heel ends is set to 1.00 to 1.20.

In the invention of claim 2, the bead core includes a core body in which bead wires are wound in multiple rows and stages, and the inner diameter Dc of the core body is 0.97 to 1.03 times the rim diameter Dr.
A core width line parallel to the upper surface in the radial direction of the core body and passing through the maximum width of the core body is a shortest distance h from the core intersection where the outer periphery of the bead wire on the outermost side in the tire axial direction intersects the outer surface of the bead part. It is characterized by being 0.55 to 0.87 times the rim flange height.
According to a third aspect of the present invention, the bead core includes a core body in which bead wires are wound in multiple rows and stages, and the ply turn-up portion includes an inner side surface in the tire axial direction of the core body, a lower surface in the radial direction, and a tire shaft. A main part that bends along the outer side surface in the direction, and a winding part that continues to the main part and extends toward the ply body at an angle θ smaller than 90 ° with respect to the upper surface in the radial direction of the bead core. Yes.

  As described above, according to the present invention, the maximum width position height H1 is set to 0.25 to 0.35 times the carcass height H2 in the free state of the tire without rim assembly, and the tire maximum width position is largely shifted to the bead side. The bottom bulge is made. Thereby, distortion of the bead part generated at the time of inflation can be reduced, and bead durability can be improved. At this time, when the heel end distance WB of the bead portion is too small compared to the rim width WR, so-called air-in performance such as air leakage occurs when fitting the tire and the rim by air filling when assembling the rim. Tends to decrease. Therefore, the ratio WB / WR is regulated to a range of 1.00 to 1.20, and the deterioration of the air-in performance is suppressed while ensuring the effect of improving the bead durability.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a cross-sectional view showing a heavy-duty tire according to the present invention in a free state without rim assembly, and FIG. 2 is an enlarged cross-sectional view showing a bead portion thereof.
As shown in FIG. 1, the heavy-duty tire 1 of the present embodiment includes a carcass 6 that extends from the tread portion 2 through the sidewall portion 3 to the bead core 5 of the bead portion 4, a radially outer side of the carcass 6 and the tread portion. 2 and a belt layer 7 disposed inside.

  The belt layer 7 is composed of at least three steel belt plies using steel cords as belt cords. In this example, the first belt ply 7A on the innermost side in the radial direction in which the belt cord is arranged at an angle of, for example, 60 ± 15 ° with respect to the tire circumferential direction, and a small size of, for example, 10 to 35 ° with respect to the tire circumferential direction. The thing of the 4 sheet structure which consists of the 2nd-4th belt plies 7B-7D arranged at an angle is illustrated. The belt layer 7 has one or more locations where the belt cords cross each other between the plies, thereby increasing the belt rigidity and reinforcing the tread portion 2 with a tagging effect.

  The carcass 6 is formed of a single steel carcass ply 6A in which a steel cord is used as a carcass cord and the carcass cord is arranged at an angle of, for example, 80 to 90 ° with respect to the tire circumferential direction. The carcass ply 6A includes a series of ply turn-up portions 6b that are turned back from the inner side to the outer side in the tire axial direction around the bead core 5 on both sides of the toroid-like ply main body portion 6a straddling the bead cores 5 and 5.

  As shown in FIG. 2, the bead core 5 includes a core body 5A having a polygonal cross section in which, for example, steel bead wires 5w are wound in multiple rows and multiple stages. The core body 5A has a radially lower surface SL facing the rim seat surface J1 of the rim J, a radially upper surface SU parallel to the lower surface SL, and a tire axially outer portion connecting between the outer edges in the tire axial direction of the lower surface SL and the upper surface SU. The side surface SO has a polygonal cross-section having a core outer peripheral surface including a tire axial direction inner side surface SI that connects between the tire axial direction inner edges of the lower surface SL and the upper surface SU. In particular, in this example, the case where the outer side surface SO and the inner side surface SI have a flat cross-sectional hexagonal shape each consisting of a letter-shaped bent surface is illustrated, and the lower surface SL is substantially parallel to the rim seat surface J1. This increases the fitting force with the rim J over a wide range. In this example, the rim J is a tubeless 15 ° taper rim. Therefore, the lower surface SL is inclined at an angle of approximately 15 ° with respect to the tire axial line. As the cross-sectional shape of the core body 5A, a regular hexagonal shape and a rectangular shape can be adopted as necessary. Although the bead core 5 can be formed only by the core body 5A, in this example, the core body 5A is covered with a thin wrapping layer 5B made of a canvas cloth or a rubber sheet, and the bead wires 5s are separated. The prevention is illustrated.

  Next, in the heavy load tire 1 of this example, the ply turn-up portion 6 b of the carcass 6 is configured with a wind structure wound around the peripheral surface of the bead core 5.

  Specifically, the ply turn-up portion 6b includes a main portion 10 that bends along the tire axial direction inner side surface SI, the radial lower surface SL, and the tire axial direction outer surface SO of the bead core 5, and the bead core 5 connected to the main portion 10. And a winding part 11 extending in the vicinity of the radial upper surface SU so as to incline toward the ply body 6a.

  The said winding part 11 means the site | part of the radial direction outer side than the said radial direction upper surface SU (or its extension line) of the bead core 5, and as shown in FIG. 4, it is smaller than 90 degrees with respect to the said radial direction upper surface SU. Inclined toward the ply body 6a with an angle θ of preferably 60 ° or less, and more preferably 45 ° or less. If the angle θ is too large, the locking force of the ply turn-up portion 6b is weakened, which may cause a blow-through. The distance U1 of the tip 11a of the winding part 11 from the radial upper surface SU is preferably 8.0 mm or less, and beyond this, the tip 11a strongly acts on the tip 11a when the tire is deformed. In particular, damage such as loose cord ends is likely to occur. The lower limit values of the angle θ and the distance U1 are 0 ° and 0 mm, and at this time, the tip 11a is in contact with the upper surface SU in the radial direction.

  Here, the angle θ is defined as the radial upper surface SU which is a straight line connecting the lower end 11b of the winding portion 11 where the ply turn-up portion 6b intersects the radial upper surface SU (or an extension thereof) of the bead core 5 and the tip 11a. Is defined as the angle with respect to. Further, in the bead core 5, the bead wires 5w may not be aligned in a straight line but may be arranged with variations in the vertical direction, and the radial upper surface SU may be non-planar. In such a case, approximation is made with a tangent line K contacting the bead wire 5wo located on the outermost side in the tire axial direction and the bead wire 5wi located on the innermost side in the tire axial direction among the bead wire rows appearing on the upper surface SU in the radial direction. The radial lower surface SL and the inner and outer surfaces SI, SO are also approximated by tangent lines K that contact bead wires located at both ends of the bead wire rows appearing on each surface, that is, bead wires located at each corner of the polygonal shape.

  In the wind structure, it is preferable to form an auxiliary cord layer 13 for pressing the winding portion on the outer side in the tire radial direction of the winding portion 11 in order to constrain the winding portion 11 and prevent a springback of the carcass cord. . The auxiliary cord layer 13 is formed of a wound body in which a steel cord 13w is spirally wound in the tire circumferential direction, thereby suppressing springback without giving the carcass cord a type, and reducing the strength of the cord due to the type. While preventing, the said winding part 11 can be stably hold | maintained at the intended shape.

  Between the winding part 11 and the bead core 5, a filling rubber 14 having a complex elastic modulus in the range of 5 to 50 MPa, for example, and larger than the complex elastic modulus of the topping rubber of the carcass ply 6A is disposed. The impact force and distortion at the time of travel which act on the front-end | tip 11a of this are absorbed, and generation | occurrence | production of a carcass cord loose is suppressed. The complex elastic modulus is a value measured using a viscoelastic spectrometer under conditions of a temperature of 70 ° C., a frequency of 10 Hz, an initial tensile strain of 10%, and a dynamic strain amplitude of ± 2%.

  Reference numeral 15 in FIG. 2 is a bead reinforcement layer surrounding the bead core 5 in a U shape via the carcass 6, and steel reinforcement cords are arranged at an angle of 10 to 60 ° with respect to the tire circumferential direction. Formed from steel cord ply. The bead reinforcing layer 15 includes a curved portion 15A passing through the radially inner side along the main portion 10 of the ply turn portion 6b, and a radius away from the main portion 10 on the outer side in the tire axial direction of the curved portion 15A. An outer piece 15o that inclines outward in the tire axial direction and an inner piece 15i that extends along the inner side surface in the tire axial direction of the ply body 6a on the inner side in the tire axial direction of the curved portion 15A. It has a U-shaped cross section.

  Reference numeral 8 denotes a bead apex rubber having a substantially triangular cross section which rises outward from the winding portion 11 between the ply main body portion 6a and the outer piece 15o in the tire radial direction. The steering stability is secured. In this example, the bead apex rubber 8 is made of a highly elastic rubber having a complex elastic modulus in the range of 20 to 60 MPa, and is disposed on the inner side in the tire radial direction, and on the outer side and on the inner side. The outer apex portion 8b is made of rubber having a lower elasticity than the apex portion 8a. The apex portion 8a includes a bottom piece portion 8a1 extending along the winding portion 11 and a stand piece extending from the inner end in the tire axial direction of the bottom piece portion 8a1 and extending outward in the tire radial direction along the ply main body portion 6a. It has an L-shaped cross section composed of a piece 8a2. As a result, while ensuring the required bead rigidity, the rubber volume of the apex portion 8a having a large energy loss is reduced, and the rolling resistance performance is enhanced.

  As shown in FIG. 3, the apex height H3 in the radial direction from the heel end P2 of the bead portion 4 at the radially outer end of the bead apex rubber 8 is 1.5 to 3 of the rim flange height Hf. A range of 0.0 times is preferable. The “heel end P2” is defined as a tire axial direction outer end point of a linear bead bottom surface Sa seated on the rim seat surface J1 of the rim J. The bead bottom surface Sa is continuous from the heel end P2 to the bead outer surface Sc via a small arc-shaped heel surface Sb.

  Next, in the heavy load tire 1 of the present invention, in the free state where the rim is not assembled, the maximum width position height H1 which is a radial distance from the heel end P2 to the tire maximum width position P1 where the tire width is maximum The ratio H1 / H2 with respect to the carcass height H2, which is the radial distance from the heel end P2 to the outer surface of the carcass 6 on the tire equator C, is set to 0.25 to 0.35. As described above, the tire in which the ratio H1 / H2 is set as low as 0.25 to 0.35 has a bottom bulge shape in which the tire maximum width position P1 is largely shifted toward the bead portion 4 as shown in FIG. It has a tire profile.

  When the inflated tire profile is used, the inventor can reduce the distortion generated in the bead portion 4 during inflation when filling the rim-assembled tire with normal internal pressure. It has been found that the bead durability can be improved by reducing the damage at the bead by reducing the distortion during freight.

  This is because the tire profile in the free state without internal distortion approaches the tire profile at the time of inflation because the ratio H1 / H2 is in the above-mentioned range, and the distortion at the bead portion that occurs at the time of inflation As a result, it is presumed that the distortion of the bead portion during running is also relatively reduced and the bead durability is improved. When the ratio H1 / H2 is less than 0.25 or more than 0.35, the distortion at the bead portion during inflation tends to increase, and the effect of improving the bead durability is not exhibited. From such a viewpoint, it is more preferable that the lower limit value of the ratio H1 / H2 is 0.27 or more and the upper limit value is 0.33 or less.

  The apex height H3 is larger than the maximum width position height H1, and the ratio H3 / H1 is preferably 1.5 to 3.0 from the viewpoint of rigidity balance.

  Here, the tire profile in the free state approximates the profile of the mold surface of the vulcanization mold when the tire 1 is vulcanized. Accordingly, the maximum tire width position P1 substantially coincides with the maximum width position of the mold surface in the vulcanization mold, and the maximum tire width WT at the maximum tire width position P1 is also the maximum width of the mold surface. Is substantially consistent with The heel end distance WB, which is the distance in the tire axial direction between the heel ends P2 and P2, also substantially matches the so-called clip width in the vulcanization mold.

  In order to reduce the distortion of the bead portion 4 during inflation, it is also preferable to reduce the heel end distance WB so as to approach the rim width WR. However, in this case, the bead portion 4 is separated from the rim when the rim is assembled, and there is a problem that air is leaked from the gap with the rim and the air-in performance is deteriorated.

  Therefore, the ratio WB / WR of the rim width WR to the heel end distance WB is set in the range of 1.00 to 1.20, and the effect of reducing the distortion of the bead portion 4, that is, the effect of improving the bead durability is effectively exhibited. While ensuring air-in performance. If the ratio WB / WR exceeds 1.20, the heel end-to-heel distance WB becomes excessive, leading to a decrease in rim assembly workability, and the heel-to-end distance WB deviates greatly from the rim width WR. The distortion of the bead portion 4 tends to increase, and the effect of improving the bead durability becomes insufficient. Conversely, if the ratio WB / WR is less than 1.00, air leakage occurs and air-in performance is degraded. From such a viewpoint, it is more preferable that the lower limit value of the ratio WB / WR is 1.05 or more and the upper limit value is 1.15 or less.

  Next, in order to reduce the distortion in the bead part 4, it is also effective to increase the fitting pressure between the bead part 4 and the rim J and suppress the bead deformation. Therefore, as shown in FIG. 3, in this example, the inner diameter Dc of the core body 5A is reduced to a range 0.97 to 1.03 times the rim diameter Dr as compared with the conventional case, and the radius of the core body 5A is reduced. The shortest distance from the core intersection Px where the core width line X parallel to the directional upper surface SU and passing through the maximum width of the core body 5A intersects the outer peripheral surface of the outermost bead wire in the tire axial direction to the outer surface Sc of the bead portion 4 h is restricted to a range of 0.55 to 0.87 times the rim flange height Hf. Thereby, a fitting pressure with the rim | limb J can be raised and the distortion of the bead part 4 can further be reduced. The inner diameter Dc of the core body 5A means the inner diameter at the radially inner end point of the core body 5A.

  When the ratio Dc / Dr between the inner diameter Dc and the rim diameter Dr is less than 0.95 and the ratio h / Hf between the shortest distance h and the rim flange height Hf is less than 0.55, the fitting pressure is excessive. Thus, damage such as rubber cracking tends to occur between the bead core 5 and the rim seat surface J1. On the other hand, when the ratio Dc / Dr is larger than 1.05 and the ratio h / Hf is larger than 0.87, a sufficient fitting pressure cannot be obtained, and the distortion reducing effect of the bead portion 4 cannot be exhibited. The shortest distance h is preferably in the range of 7.0 to 11.0 mm.

  Here, as shown in FIG. 6, when the core body 5A has a constant core width and does not have a maximum width, for example, has a rectangular cross section, an intermediate height between the upper surface SU and the lower surface SL. The core width line passing through the position is defined as X. In FIG. 6, the bead apex rubber 8 is composed of an inner apex portion 8 a surrounding the bead core 5, an outer apex portion 8 c in the radial direction outside, and an outer apex portion 8 b further in the radial direction outside. , 8a → 8c → 8b, the complex elastic modulus is reduced. Further, the bead reinforcing layer 15 is formed only by an outer piece 15o along the outer side surface of the bead apex rubber 8 in the tire axial direction. Such a structure can also be adopted as required.

  Next, FIG. 5 shows another embodiment of the present invention. In this example, a ply folding part 6b of the carcass ply 6A employs a non-winding structure that is folded in a U shape without being wound around the bead core 5. Also in such a case, similarly, since the distortion of the bead part 4 at the time of inflation is reduced, bead durability can be improved. However, particularly when the wind structure is employed, the advantage of the wind structure is effectively exhibited, and therefore the effect of improving the bead durability can be further enhanced.

  As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

  A tire for a heavy load having a tire size of 11R22.5 was made on the basis of the specifications shown in Table 1, and tested for the distortion of the bead portion, bead durability, and air-in performance of each sample tire during inflation. Specifications other than those listed in Table 1 are the same.

(1) Bead distortion:
The tire mounted on the rim (7.50 × 22.5) is filled with internal pressure (700 kPa), and the surface distortion generated on the outer surface of the bead portion at that time is separated from the rim separation position (the outer surface of the bead portion is Measurement was performed at intervals of 5 mm from the position where the tires were separated to the middle height position of the tire cross-section height. The value of the maximum strain at that time was displayed as an index with Comparative Example 1 as 100. The smaller the index, the smaller the distortion and the more advantageous the bead durability.

(2) Bead durability:
Using a drum tester, the bead was damaged by running at a speed of 30 km / h under conditions of rim (7.50 × 22.5), internal pressure (700 kPa), and longitudinal load (3 times 27.25 kN). The running time until the time was displayed as an index with Comparative Example 1 as 100. The larger the index, the better the bead durability.

(3) Air-in performance:
The rim was assembled with the bubble core in place, and it was confirmed that air sealing was performed with the tire upright. An air seal that was filled with internal pressure was marked with ◯, and an air seal that was not sealed with internal pressure was marked with x.

  As shown in the table, it was confirmed that the tires of the examples could improve the bead durability while maintaining the air-in performance.

It is sectional drawing which shows one Example of this invention heavy duty tire. It is sectional drawing which expands and shows a bead part. It is sectional drawing which expands and shows a bead part further. It is sectional drawing explaining a winding-up part. It is sectional drawing which shows the other structure of a bead part. It is sectional drawing of the bead part explaining the core width line X in case a bead core is rectangular shape. (A), (B) is sectional drawing explaining the conventional bead structure.

Explanation of symbols

2 Tread part 3 Side wall part 4 Bead part 5 Bead core 5A Core body 5s Bead wire 6 Carcass 6A Carcass ply 6a Ply body part 6b Ply turn part 7 Belt layers 7A to 7D Belt ply 10 Main part 11 Winding part C Tire equator P1 Tire maximum Width position P2 Heel end Px Core intersection X Core width line

Claims (3)

From a single steel carcass ply provided with a series of ply turn-up parts that are turned from the inner side to the outer side in the tire axial direction around the bead core on the ply body part extending from the tread part through the sidewall part to the bead core of the bead part. A carcass, and a belt layer composed of at least three steel belt plies arranged radially outward of the carcass and inward of the tread portion,
In the free state where the rim is not assembled, the maximum width position height H1 in the radial direction from the heel end of the bead portion up to the tire maximum width position where the tire width is maximum, and the heel end of the outer surface of the carcass on the tire equator The ratio H1 / H2 to the carcass height H2 in the radial direction of 0.25 to 0.35,
A heavy duty tire, wherein a ratio WB / WR of a rim width WR to a heel end distance WB between the heel ends in a tire axial direction is set to 1.00 to 1.20. The bead core includes a core body in which bead wires are wound in multiple rows and stages, and the inner diameter Dc of the core body is 0.97 to 1.03 times the rim diameter Dr.
A core width line parallel to the upper surface in the radial direction of the core body and passing through the maximum width of the core body is a shortest distance h from the core intersection where the outer periphery of the bead wire on the outermost side in the tire axial direction intersects the outer surface of the bead part. The heavy duty tire according to claim 1, wherein the height of the rim flange is 0.55 to 0.87 times the height of the rim flange.   The bead core includes a core body in which bead wires are wound in multiple rows and multiple stages, and the ply turn-up portion is bent along a tire axial inner side surface, a radial lower surface, and a tire axial outer surface of the core main body. 3. The apparatus according to claim 1, further comprising a winding portion extending toward the ply main body portion at an angle θ smaller than 90 ° with respect to a radial upper surface of the bead core. Heavy duty tire.

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