JP2009208623A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2009208623A
JP2009208623A JP2008053730A JP2008053730A JP2009208623A JP 2009208623 A JP2009208623 A JP 2009208623A JP 2008053730 A JP2008053730 A JP 2008053730A JP 2008053730 A JP2008053730 A JP 2008053730A JP 2009208623 A JP2009208623 A JP 2009208623A
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folded
intermediate elongation
pneumatic tire
carcass
winding
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JP5109723B2 (en
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Katsumi Hirose
克己 広瀬
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide an advantageous pneumatic tire for ensuring vehicle riding comfort while reducing a weight and improving breaking resistance of a carcass. <P>SOLUTION: The carcass 12 has a body portion 26, a winding portion 28, and a fold-back portion 30. The body portion 26 leads from both sides of a tread portion 14 to a bead portion 20 through right and left shoulder portion 16 and sidewall portion 18. The winding portion 28 is connected to the body portion 26 and is wound up outward in a radial direction around a bead core 20A and a bead filler 20B. The mean value of the intermediate elongation of each of the winding portion 28 and fold-back portion 30 is a value larger than the intermediate elongation of the body portion 26. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、空気入りタイヤに関する。   The present invention relates to a pneumatic tire.

近年、空気入りタイヤにおいては車両の燃費の向上を図る上で軽量化が要望されており、特に小型車向けの空気入りタイヤでは軽量化が強く求められている。
そのため、カーカスの枚数を削減したり、あるいは、カーカスの巻上げ部の高さを抑制することがなされている。しかしながら、このようなカーカスの枚数の削減や巻上げ部の高さの短縮化を行うと、空気入りタイヤが縁石などに乗り上げる際にリムと縁石との間に挟まれるカーカスの部分が破断しやすくなり、カーカスの耐破断性を確保する上で不利がある。 In recent years, pneumatic tires have been required to be lighter in order to improve the fuel efficiency of vehicles, and in particular, pneumatic tires for small cars are strongly required to be lighter.
For this reason, the number of carcass is reduced or the height of the carcass winding portion is suppressed. However, if the number of carcass is reduced and the height of the hoisting part is reduced, the part of the carcass sandwiched between the rim and the curb tends to break when the pneumatic tire rides on the curb. There is a disadvantage in securing the fracture resistance of the carcass.

そこで、カーカスの巻上げ部をサイドウォール部において折り返して２重構造としたタイヤが提案されている（特許文献１、２参照）。
また、ビードコアの周りを内側から外側に巻き上げることで巻上げ部を形成する第１のカーカスプライと、第１のカーカスプライの巻上げ部とビードエーペックスの外向き面との間を通りかつビードコアの外向き面のタイヤ軸方向外側で外向きに折り返して畳む折り返し部を形成する第２のカーカスプライとを設け、これによりサイドウォール部において第１のカーカスプライの巻上げ部と第２のカーカスプライとその折り返し部とで３重構造としたタイヤが提案されている（特許文献３参照）。
特開平５−３１９０１０ 特開２００５−６７４７０ 特開平６−３４４７１１ Therefore, a tire having a double structure in which a carcass winding portion is folded back at a sidewall portion has been proposed (see Patent Documents 1 and 2).
Further, the first carcass ply that forms a winding portion by winding the periphery of the bead core from the inside to the outside, and passes between the winding portion of the first carcass ply and the outward surface of the bead apex and faces the bead core outward. And a second carcass ply that forms a folded portion that is folded outwardly on the outer side in the tire axial direction of the surface, whereby the first carcass ply winding portion, the second carcass ply and the folding thereof at the sidewall portion A tire having a triple structure is proposed (see Patent Document 3).
JP-A-5-319010 JP 2005-67470 A JP-A-6-344711

しかしながら、上述した各従来技術では、カーカスを部分的に重ねることでカーカスの耐破断性を確保できる反面、車両の乗り心地などの一般特性が低下する不利があった。
本発明は、このような事情に鑑みてなされたものであり、その目的は、軽量化およびカーカスの耐破断性の向上を図りつつ、車両の乗り心地などの一般特性を確保する上で有利な空気入りタイヤを提供することにある。 However, each of the above-described conventional techniques can ensure carcass fracture resistance by partially overlapping the carcass, but has a disadvantage in that general characteristics such as riding comfort of the vehicle are deteriorated.
The present invention has been made in view of such circumstances, and the object thereof is advantageous in securing general characteristics such as ride comfort of a vehicle while reducing the weight and improving the fracture resistance of the carcass. It is to provide a pneumatic tire.

上記目的を達成するために本発明は、トレッド部からサイドウォール部を通りビード部に至る本体部と、前記本体部に接続されビードコアの周りを半径方向外側に巻き上げられた巻上げ部と、前記巻上げ部の端部から半径方向内側に折り返された折り返し部とを有するカーカスを備えた空気入りタイヤであって、前記巻上げ部および前記折り返し部の中間伸度の平均値が、前記本体部の中間伸度より大きい値であることを特徴とする。   In order to achieve the above object, the present invention includes a main body extending from a tread portion through a sidewall portion to a bead portion, a winding portion connected to the main body portion and wound around the bead core radially outward, and the winding A pneumatic tire having a carcass having a folded portion folded inward in the radial direction from an end of the portion, wherein an average value of intermediate elongation of the winding portion and the folded portion is an intermediate stretch of the main body portion. The value is greater than the degree.

本発明によれば、軽量化およびカーカスの耐破断性の向上を図りつつ、車両の乗り心地などの一般特性を確保する上で有利となる。   According to the present invention, it is advantageous in securing general characteristics such as riding comfort of a vehicle while reducing the weight and improving the fracture resistance of the carcass.

（第１の実施の形態）
次に、本発明の第１の実施の形態の空気入りタイヤ１０（以下単にタイヤ１０という）について図面を参照して説明する。
図１は第１の実施の形態におけるタイヤ１０の断面図である。
図１に示すように、タイヤ１０は、トレッド部１４と、このトレッド部１４の両側に連続する左右のショルダー部１６と、サイドウォール部１８と、ビード部２０とを含んで構成されている。
符号１２は、ゴムで被覆された有機繊維コードにより形成されたコード層からなる１枚のカーカスを示しており、カーカス１２は左右のビード部２０間に延在しており、詳細には、カーカス１２はトレッド部１４から左右のショルダー部１６およびサイドウォール部１８を経てビード部２０に延在している。
カーカス１２は、タイヤ１０の骨格を形成するものであり、タイヤ１０に空気を充填した際に圧力容器としての役目を果たす強度メンバーであり、その内圧によって荷重を支え、走行中の動的負荷に耐える構造を有している。 (First embodiment)
Next, a pneumatic tire 10 (hereinafter simply referred to as a tire 10) according to a first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a cross-sectional view of a tire 10 according to the first embodiment.
As shown in FIG. 1, the tire 10 includes a tread portion 14, left and right shoulder portions 16 that are continuous on both sides of the tread portion 14, sidewall portions 18, and bead portions 20.
Reference numeral 12 denotes a single carcass made of a cord layer formed of rubber-coated organic fiber cords, and the carcass 12 extends between the left and right bead portions 20. 12 extends from the tread portion 14 to the bead portion 20 through the left and right shoulder portions 16 and the sidewall portions 18.
The carcass 12 forms a skeleton of the tire 10 and is a strength member that serves as a pressure vessel when the tire 10 is filled with air. It has a structure to withstand.

トレッド部１４のタイヤ内周側（カーカス１２のタイヤ外周側）には、２層のベルト２２、２４が配置されている。
ベルト２２、２４は、タイヤ１０の周方向に貼り付けられた補強層であって、カーカス１２を締め付けてトレッド剛性を高めると共に、衝撃を緩和してトレッド部１４に生じた外傷がカーカス１２に及ぶのを防止する。 Two layers of belts 22 and 24 are arranged on the tire inner peripheral side of the tread portion 14 (the tire outer peripheral side of the carcass 12).
The belts 22 and 24 are reinforcing layers attached in the circumferential direction of the tire 10. The belts 22 and 24 tighten the carcass 12 to increase the tread rigidity. The belts 22 and 24 alleviate the impact and cause trauma to the carcass 12. To prevent.

ビード部２０は、ビードコア２０Ａと、ビードフィラー２０Ｂとを含んで構成されている。
ビードコア２０Ａは、スチールワイヤからなり、タイヤ１０の内圧によって発生するカーカス１２のコード張力を支えるものであって、カーカス１２、ベルト２２、２４などと共にタイヤ１０の強度部材として機能する。 The bead part 20 includes a bead core 20A and a bead filler 20B.
The bead core 20A is made of a steel wire, supports the cord tension of the carcass 12 generated by the internal pressure of the tire 10, and functions as a strength member of the tire 10 together with the carcass 12, the belts 22, 24, and the like.

カーカス１２は、本体部２６と、巻上げ部２８と、折り返し部３０とを有している。
本体部２６は、トレッド部１４の両側から左右のショルダー部１６およびサイドウォール部１８を通りビード部２０に至る。
巻上げ部２８は、本体部２６に接続されビードコア２０Ａおよびビードフィラー２０Ｂの周りを半径方向外側に巻き上げられている。
折り返し部３０は、巻上げ部２８の端部から半径方向内側に折り返され、本実施の形態では、折り返し部３０はタイヤ１０の幅方向の内側（タイヤ中心軸の軸方向の内側）で巻上げ部２８に重なっている。
このように巻上げ部２８と折り返し部３０とが重ね合わされることによりカーカス１２の耐破断性が高められる。 The carcass 12 includes a main body part 26, a winding part 28, and a folded part 30.
The main body portion 26 reaches the bead portion 20 from both sides of the tread portion 14 through the left and right shoulder portions 16 and the sidewall portions 18.
The winding portion 28 is connected to the main body portion 26 and wound around the bead core 20A and the bead filler 20B radially outward.
The folded portion 30 is folded radially inward from the end of the winding portion 28. In the present embodiment, the folded portion 30 is on the inner side in the width direction of the tire 10 (the inner side in the axial direction of the tire central axis). It overlaps with.
Thus, the rupture resistance of the carcass 12 is enhanced by overlapping the winding portion 28 and the folded portion 30.

巻上げ部２８と折り返し部３０とが重ね合わされる範囲は、ビードコア２０Ａの内周端から巻上げ部２８の外周端までのタイヤ径方向に沿った長さである高さＨｕと、ビードコア２０Ａの内周端から折り返し部３０の内周端までのタイヤ径方向に沿った長さである高さＨＬとで規定される。
ビードコア２０Ａの内周端から巻上げ部２８の外周端までの高さＨｕは、タイヤ断面高さＨの３０％以上５０％以下であり、かつ、ビードコア２０Ａの内周端から折り返し部３０の内周端までの高さＨＬは、０ｍｍ以上１３ｍｍ以下であることが、タイヤ１０が縁石などに乗り上げる際に、リム２と縁石との間に挟まれるカーカス１２の部分の耐破断性を補強する上で好ましい。
なお、ビードコア２０Ａの内周端から折り返し部３０の内周端までの高さＨＬの１３ｍｍという数値はリム２のフランジ高さを考慮したものである。
ビードコア２０Ａの内周端から巻上げ部２８の外周端までの高さＨｕがタイヤ断面高さＨの３０％を下回ると、リム２と縁石との間に挟まれるカーカス１２の部分の耐破断性を補強する上で不利があり、５０％を上回るとカーカス２０の軽量化を図る上で不利がある。
また、ビードコア２０Ａの内周端から折り返し部３０の内周端までの高さＨＬが１３ｍｍを上回ると、折り返し部３０の内周端がリム２のフランジ高さよりも上位に位置するため、カーカス１２がリム２と縁石との間に挟まれた場合に荷重が折り返し部３０の内周端部分に掛かりやすく耐破断性の向上を図る上で不利がある。 The range where the winding portion 28 and the folded portion 30 are overlapped is the height Hu that is the length along the tire radial direction from the inner peripheral end of the bead core 20A to the outer peripheral end of the winding portion 28, and the inner periphery of the bead core 20A. It is defined by a height HL which is a length along the tire radial direction from the end to the inner peripheral end of the folded portion 30.
The height Hu from the inner peripheral end of the bead core 20A to the outer peripheral end of the winding portion 28 is not less than 30% and not more than 50% of the tire cross-section height H, and the inner periphery of the folded portion 30 is from the inner peripheral end of the bead core 20A. The height HL to the end is 0 mm or more and 13 mm or less in order to reinforce the fracture resistance of the portion of the carcass 12 sandwiched between the rim 2 and the curb when the tire 10 rides on the curb. preferable.
The numerical value of 13 mm of the height HL from the inner peripheral end of the bead core 20 </ b> A to the inner peripheral end of the folded portion 30 is based on the flange height of the rim 2.
When the height Hu from the inner peripheral end of the bead core 20A to the outer peripheral end of the winding portion 28 is less than 30% of the tire cross-sectional height H, the rupture resistance of the portion of the carcass 12 sandwiched between the rim 2 and the curb is improved. There is a disadvantage in reinforcing, and if it exceeds 50%, there is a disadvantage in reducing the weight of the carcass 20.
Further, when the height HL from the inner peripheral end of the bead core 20A to the inner peripheral end of the folded portion 30 exceeds 13 mm, the inner peripheral end of the folded portion 30 is positioned higher than the flange height of the rim 2, so that the carcass 12 When the rim 2 is sandwiched between the rim 2 and the curbstone, the load is likely to be applied to the inner peripheral end portion of the folded portion 30, which is disadvantageous for improving the fracture resistance.

さらに、巻上げ部２８および折り返し部３０の中間伸度の平均値は、本体部２６の中間伸度より大きい値とされている。
したがって、巻上げ部２８および折り返し部３０の少なくとも一方の中間伸度が、本体部２６の中間伸度より大きい値であってもよいし、巻上げ部２８および折り返し部３０の双方の中間伸度が、本体部２６の中間伸度より大きい値であってもよい。
ここで中間伸度とは、ＪＩＳ Ｌ１０１７（化学繊維タイヤコード試験方法）の８．７項の「標準時試験」に準じて測定された「一定荷重時伸び率」であり、一定荷重Ｆは式（１）によって算出される。
Ｆ（Ｎ）＝４４×（ｄ２／ｄ１）……（１）
ここに、ｄ１：繊維の種類によって定まる基準繊度（ｄｔｅｘ）
ｄ２：試料の表示繊度（ｄｔｅｘ）
また、中間伸度の測定にあたっては、加硫後のタイヤから採取するものとし、試料（測定サンプル）を採取する位置はタイヤ断面において中間伸度を大きく設定した部位の概ね中央位置が望ましい。
また、複数ごとのカーカスを有するタイヤでは、当該部品の中間伸度は、当該部位に存在するそれぞれのカーカスの中間伸度を測定し、その値を平均して算出した値とする。詳細に説明すると、２枚以上のカーカスを有するタイヤでは、本体部２６に２枚以上のカーカスが存在するため、本体部２６の中間伸度は各カーカスの中間伸度の平均値として規定される。巻上げ部２８および折り返し部３０に２枚以上のカーカスが存在する場合も同様に、巻上げ部２８の中間伸度および折り返し部３０の中間伸度は、各カーカスの中間伸度の平均値としてそれぞれ規定される。 Further, the average value of the intermediate elongation of the winding part 28 and the folded part 30 is set to a value larger than the intermediate elongation of the main body part 26.
Therefore, the intermediate elongation of at least one of the winding part 28 and the folded part 30 may be larger than the intermediate elongation of the main body part 26, and the intermediate elongations of both the winding part 28 and the folded part 30 may be A value larger than the intermediate elongation of the main body 26 may be used.
Here, the intermediate elongation is the “elongation at constant load” measured according to “Standard test” in Section 8.7 of JIS L1017 (chemical fiber tire cord test method), and the constant load F is expressed by the formula ( 1).
F (N) = 44 × (d2 / d1) (1)
D1: Standard fineness (dtex) determined by fiber type
d2: Display fineness of sample (dtex)
Further, when measuring the intermediate elongation, it is collected from the tire after vulcanization, and the position where the sample (measurement sample) is collected is preferably approximately the center position of the portion where the intermediate elongation is set large in the tire cross section.
Further, in a tire having a plurality of carcasses, the intermediate elongation of the part is a value calculated by measuring the intermediate elongation of each carcass existing in the portion and averaging the values. More specifically, in a tire having two or more carcass, since there are two or more carcass in the main body 26, the intermediate elongation of the main body 26 is defined as an average value of the intermediate elongation of each carcass. . Similarly, when there are two or more carcass in the winding part 28 and the folding part 30, the intermediate elongation of the winding part 28 and the intermediate elongation of the folding part 30 are respectively defined as an average value of the intermediate elongation of each carcass. Is done.

なお、カーカス１２に中間伸度の変化を与える方法としては、成形前の材料の段階で中間伸度を高くしたい部位を加熱して予め熱収縮を与える方法があり、この方法により中間伸度の差を任意に設定することができ、この場合、カーカス１２を構成する有機繊維としてはナイロン、ポリエステルなどが好ましい。
また、カーカス１２に中間伸度の変化を与える方法として、カーカス１２に与える撚りを変える方法など従来公知のさまざまな方法が採用可能である。 In addition, as a method of giving a change in the intermediate elongation to the carcass 12, there is a method in which a portion where the intermediate elongation is desired to be increased at the stage of the material before molding is preliminarily subjected to thermal shrinkage. The difference can be arbitrarily set. In this case, nylon, polyester, or the like is preferable as the organic fiber constituting the carcass 12.
Various methods known in the art such as a method of changing the twist applied to the carcass 12 can be adopted as a method of changing the intermediate elongation to the carcass 12.

このように巻上げ部２８および折り返し部３０の中間伸度の平均値を、本体部２６の中間伸度より大きい値とすることで、リム２と縁石との間に巻上げ部２８および折り返し部３０が挟まれた場合に、巻上げ部２８および折り返し部３０の部分の伸びが大きいためカーカス１２の耐破断性を確保する上で有利となる。
また、本体部２６の中間伸度は、巻上げ部２８および折り返し部３０の中間伸度の平均値よりも小さいため、本体部２６の中間伸度を従来と同じとすることで乗り心地などの一般特性などの性能を維持することができる。
具体的には、巻上げ部２８および折り返し部３０の中間伸度の平均値をＥ１（％）とし、本体部２６の中間伸度をＥ２（％）としたとき、中間伸度差Ｅ１−Ｅ２を１％以上４％以下とすることがカーカス１２の耐破断性の向上を図りつつ乗り心地などの一般特性を確保する上で好ましい。
Ｅ１−Ｅ２が１％を下回ると、有効な耐破断性を確保する上で不利があり、Ｅ１−Ｅ２が４％を上回ると、乗り心地などの一般特性を確保する上で不利がある。 Thus, by setting the average value of the intermediate elongation of the winding part 28 and the folding part 30 to a value larger than the intermediate elongation of the main body part 26, the winding part 28 and the folding part 30 are between the rim 2 and the curb. When sandwiched, the elongation of the winding portion 28 and the folded portion 30 is large, which is advantageous in securing the fracture resistance of the carcass 12.
In addition, since the intermediate elongation of the main body 26 is smaller than the average value of the intermediate elongation of the winding part 28 and the turn-up part 30, the intermediate elongation of the main body 26 is the same as that of the conventional art, so Performance such as characteristics can be maintained.
Specifically, when the average value of the intermediate elongation of the winding portion 28 and the folded portion 30 is E1 (%) and the intermediate elongation of the main body portion 26 is E2 (%), the intermediate elongation difference E1-E2 is 1% or more and 4% or less is preferable for securing general characteristics such as ride comfort while improving the fracture resistance of the carcass 12.
If E1-E2 is less than 1%, there is a disadvantage in securing effective fracture resistance, and if E1-E2 is more than 4%, there is a disadvantage in securing general characteristics such as ride comfort.

さらに、巻上げ部２８に位置する有機繊維コードの延在方向と、折り返し部３０に位置する有機繊維コードの延在方向とが異なるように、巻上げ部２８に対して折り返し部３０が折り返されている。
巻上げ部２８と折り返し部３０とで有機繊維コードの延在方向を変えると、バイアス効果により当該部分の強度の向上を図る上で有利となりカーカス１２の耐破断性の向上を図る上でより有利となる。 Further, the folded portion 30 is folded with respect to the wound portion 28 so that the extending direction of the organic fiber cord located in the wound portion 28 is different from the extending direction of the organic fiber cord located in the folded portion 30. .
Changing the extending direction of the organic fiber cord between the winding portion 28 and the folded portion 30 is advantageous in improving the strength of the portion due to the bias effect, and more advantageous in improving the fracture resistance of the carcass 12. Become.

以上説明したように、第１の実施の形態のタイヤ１０によれば、巻上げ部２８および折り返し部３０を重ねると共に、巻上げ部２８および折り返し部３０の中間伸度を本体部２６の中間伸度よりも大きくしたので、タイヤ１０が縁石などに乗り上げる際にリム２と縁石との間に挟まれるカーカス１２の部分の耐破断性の向上を図りつつ車両の乗り心地などの一般特性を確保する上で有利となる。
また、巻上げ部２８および折り返し部３０の構成から上記の効果が達成されることから、カーカス１２が１枚であっても上記の効果を達成でき、タイヤの軽量化を図る上で有利となる。 As described above, according to the tire 10 of the first embodiment, the winding portion 28 and the folding portion 30 are overlapped, and the intermediate elongation of the winding portion 28 and the folding portion 30 is determined from the intermediate elongation of the main body portion 26. Therefore, when the tire 10 rides on a curb or the like, the carcass 12 portion sandwiched between the rim 2 and the curb is improved in break resistance, and general characteristics such as the ride comfort of the vehicle are secured. It will be advantageous.
In addition, since the above-described effect is achieved from the configuration of the winding portion 28 and the turn-up portion 30, the above-described effect can be achieved even if the number of the carcass 12 is one, which is advantageous in reducing the weight of the tire.

（第２の実施の形態）
次に第２の実施の形態について説明する。
図２は第２の実施の形態におけるタイヤ１０の断面図であり、第１の実施の形態と同一または対応する部分、部材には同一の符号を付してその説明を省略する。
第１の実施の形態では、折り返し部３０がタイヤ１０の幅方向の内側（タイヤ中心軸の軸方向の内側）で巻上げ部２８に重なっていたのに対して、第２の実施の形態では、折り返し部３０がタイヤ１０の幅方向の外側（タイヤ中心軸の軸方向の外側）で巻上げ部２８に重なっている点のみが第１の実施の形態と相違している。
このような第２の実施の形態においても第１の実施の形態と同様の効果が奏される。
なお、第１、第２の実施の形態を比較すると、第１の実施の形態では、折り返し部３０の内周端が巻上げ部２８よりもタイヤ１０の幅方向の内側に位置することから、カーカス１２がリム２と縁石との間に挟まれた場合に荷重が折り返し部３０の内周端部分に掛かりにくく耐久性の向上を図る上で第２の実施の形態に比べて有利である。
また、タイヤ１０のリム２への装着方向が規定されている場合、リム２に装着した際に車両の外側に臨むセリアル側に位置する折り返し部３０と、リム２に装着した際に車両の内側に臨む反セリアル側に位置する折り返し部３０とで、巻上げ部２８に重ねる箇所をそれぞれ異ならせてもよい。
言い換えると、セリアル側に位置する折り返し部３０と、反セリアル側に位置する折り返し部３０とで、巻上げ部２８に対してタイヤ１０の幅方向の内側および外側の何れに重なるかを異ならせてもよい。
タイヤ１０のパターンエンドのデザインや非対称プロファイルを考慮した場合、上記のようにセリアル側と反セリアル側とで折り返し部３０を別の方向に重ねることでタイヤ１０全体として適正な剛性を確保する上で有利となる。 (Second Embodiment)
Next, a second embodiment will be described.
FIG. 2 is a cross-sectional view of the tire 10 in the second embodiment, and the same or corresponding parts and members as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.
In the first embodiment, the folded portion 30 overlaps the winding portion 28 on the inner side in the width direction of the tire 10 (inner side in the axial direction of the tire central axis), whereas in the second embodiment, The only difference from the first embodiment is that the folded portion 30 overlaps the winding portion 28 on the outer side in the width direction of the tire 10 (outer side in the axial direction of the tire central axis).
In the second embodiment, the same effect as that of the first embodiment can be obtained.
When comparing the first and second embodiments, in the first embodiment, the inner peripheral end of the folded portion 30 is located on the inner side in the width direction of the tire 10 than the winding portion 28. When 12 is sandwiched between the rim 2 and the curbstone, the load is less likely to be applied to the inner peripheral end portion of the folded portion 30, which is advantageous compared to the second embodiment in terms of improving durability.
Further, when the mounting direction of the tire 10 on the rim 2 is prescribed, the folded portion 30 positioned on the cereal side facing the outside of the vehicle when mounted on the rim 2 and the inside of the vehicle when mounted on the rim 2 The portion that overlaps the winding portion 28 may be different from the folded portion 30 that is located on the side opposite to the cereal facing the surface.
In other words, whether the folded portion 30 located on the cereal side and the folded portion 30 located on the anti-serial side overlap with the winding portion 28 on the inner side or the outer side in the width direction of the tire 10 may be different. Good.
In consideration of the pattern end design and the asymmetric profile of the tire 10, in order to ensure proper rigidity of the entire tire 10 by overlapping the folded portions 30 in different directions on the cereal side and the anti-cereal side as described above. It will be advantageous.

（実施例）
次に、タイヤ１０の実施例を説明する。
表１は実施例と比較例の試験結果を示す説明図である。
比較例のタイヤは、巻上げ部２８を有するが折り返し部３０を有さないものである。
実施例１乃至実施例４のタイヤは、何れも、ビードコア２０Ａの内周端から巻上げ部２８の外周端までの高さＨｕがタイヤ断面高さＨの４０％であり、かつ、ビードコア２０Ａの内周端から折り返し部３０の内周端までの高さＨＬが１２ｍｍとなっている。
実施例１乃至実施例４は、中間伸度差Ｅ１−Ｅ２のみが、それぞれ１％、４％、０．５％、５％と異なっている。
試験条件は以下の通りである。
タイヤサイズ：１７５／６５Ｒ１４
リム：１４×５．５ＪＪ
評価車両：排気量１．３Ｌ、２ＷＤ車
ＡＰ：２３０／２３０
軸重：２名乗車相当。
乗り心地の感能評価は、比較例のタイヤを１００点として行う。
縁石乗り越し性能：時速１０ｋｍ／ｈから２．５ｋｍ／ｈごとに速度を上昇させ、縁石（高さ１１ｃｍ）を進入角３０度で乗り越えたときにタイヤが破損（カーカスの破断など）した速度を比較。 (Example)
Next, examples of the tire 10 will be described.
Table 1 is an explanatory view showing the test results of Examples and Comparative Examples.
The tire of the comparative example has the winding part 28 but does not have the folded part 30.
In each of the tires of Examples 1 to 4, the height Hu from the inner peripheral end of the bead core 20A to the outer peripheral end of the winding portion 28 is 40% of the tire cross-sectional height H, and the inner diameter of the bead core 20A The height HL from the peripheral end to the inner peripheral end of the folded portion 30 is 12 mm.
In Examples 1 to 4, only the intermediate elongation difference E1-E2 is different from 1%, 4%, 0.5%, and 5%, respectively.
The test conditions are as follows.
Tire size: 175 / 65R14
Rims: 14x5.5JJ
Evaluation vehicle: Displacement 1.3L, 2WD vehicle AP: 230/230
Axle weight: Equivalent to two passengers.
The sensitivity evaluation of the ride comfort is performed with the tire of the comparative example as 100 points.
Overpass performance: Compare the speed at which the tire breaks (carcass breaks, etc.) when the speed is increased from 10 km / h to 2.5 km / h and the curbstone (height 11 cm) is overcome at an entrance angle of 30 degrees. .

Figure 2009208623
Figure 2009208623

表１に示すように、比較例では２０ｋｍ／ｈでタイヤの破損が生じているのに対して、実施例１乃至３では比較例と同じ乗り心地を確保しつつ、タイヤが破損する速度が比較例よりも高い速度となっており、カーカス１２の耐破断性、タイヤ１０の耐久性を確保する上で有利となっている。
なお、実施例４では、中間伸度差Ｅ１−Ｅ２を５％とし、前述した中間伸度差Ｅ１−Ｅ２の好ましい範囲の上限値である４％を上回る数値で設定していることから、乗り心地などの一般特性が９０点と比較例に対して劣るもののタイヤが破損する速度は比較例よりも高い速度２７．５ｋｍ／ｈを確保している。 As shown in Table 1, in the comparative example, the tire was damaged at 20 km / h, while in Examples 1 to 3, the tire breaking speed was compared while ensuring the same riding comfort as the comparative example. The speed is higher than the example, which is advantageous in securing the fracture resistance of the carcass 12 and the durability of the tire 10.
In Example 4, the intermediate elongation difference E1-E2 is set to 5%, and is set to a value exceeding 4%, which is the upper limit value of the preferable range of the intermediate elongation difference E1-E2. Although the general characteristics such as comfort are 90 points and inferior to the comparative example, the speed at which the tire breaks is 27.5 km / h, which is higher than that of the comparative example.

第１の実施の形態におけるタイヤ１０の断面図である。It is a sectional view of tire 10 in a 1st embodiment. 第２の実施の形態におけるタイヤ１０の断面図である。It is sectional drawing of the tire 10 in 2nd Embodiment.

符号の説明Explanation of symbols

１０……空気入りタイヤ、１２……カーカス、１４……トレッド部、１８……サイドウォール部、２０……ビード部、２６……本体部、２８……巻上げ部、３０……折り返し部。   DESCRIPTION OF SYMBOLS 10 ... Pneumatic tire, 12 ... Carcass, 14 ... Tread part, 18 ... Side wall part, 20 ... Bead part, 26 ... Main part, 28 ... Winding part, 30 ... Folding part.

Claims (9)

トレッド部からサイドウォール部を通りビード部に至る本体部と、
前記本体部に接続されビードコアの周りを半径方向外側に巻き上げられた巻上げ部と、
前記巻上げ部の端部から半径方向内側に折り返された折り返し部とを有するカーカスを備えた空気入りタイヤであって、
前記巻上げ部および前記折り返し部の中間伸度の平均値が、前記本体部の中間伸度より大きい値である、
ことを特徴とする空気入りタイヤ。 The main body from the tread to the bead through the sidewall,
A winding part connected to the main body part and wound around the bead core radially outward;
A pneumatic tire provided with a carcass having a folded portion folded inward in the radial direction from an end portion of the winding portion,
The average value of the intermediate elongation of the wound portion and the folded portion is a value greater than the intermediate elongation of the main body portion,
A pneumatic tire characterized by that. 前記巻上げ部および前記折り返し部の少なくとも一方の中間伸度が、前記本体部の中間伸度より大きい値である、
ことを特徴とする請求項１記載の空気入りタイヤ。 The intermediate elongation of at least one of the wound portion and the folded portion is a value greater than the intermediate elongation of the main body portion,
The pneumatic tire according to claim 1. 前記巻上げ部および前記折り返し部の双方の中間伸度が、前記本体部の中間伸度より大きい値である、
ことを特徴とする請求項１記載の空気入りタイヤ。 The intermediate elongation of both the winding part and the folded part is greater than the intermediate elongation of the main body part.
The pneumatic tire according to claim 1. 前記巻上げ部および前記折り返し部の中間伸度の平均値をＥ１（％）とし、前記本体部の中間伸度をＥ２（％）としたとき、中間伸度差Ｅ１−Ｅ２が１％以上４％以下である、
ことを特徴とする請求項１記載の空気入りタイヤ。 When the average value of the intermediate elongation of the winding portion and the folded portion is E1 (%) and the intermediate elongation of the main body portion is E2 (%), the intermediate elongation difference E1-E2 is 1% or more and 4%. Is
The pneumatic tire according to claim 1. 前記ビードコアの内周端から前記巻上げ部の外周端までの高さＨｕは、タイヤ断面高さＨの３０％以上５０％以下であり、かつ、前記ビードコアの内周端から前記折り返し部の内周端までの高さＨＬは、０ｍｍ以上１３ｍｍ以下である、
ことを特徴とする請求項１記載の空気入りタイヤ。 The height Hu from the inner peripheral end of the bead core to the outer peripheral end of the winding part is not less than 30% and not more than 50% of the tire cross-sectional height H, and the inner periphery of the folded portion extends from the inner peripheral end of the bead core. The height HL to the end is 0 mm or more and 13 mm or less.
The pneumatic tire according to claim 1. 前記カーカスは、ゴムで被覆された有機繊維コードを含んで構成され、
前記巻上げ部に位置する前記有機繊維コードの延在方向と、前記折り返し部に位置する前記有機繊維コードの延在方向とが異なるように、前記巻上げ部に対して前記折り返し部が折り返されている、
ことを特徴とする請求項１記載の空気入りタイヤ。 The carcass is configured to include an organic fiber cord covered with rubber,
The folded portion is folded with respect to the wound portion so that the extending direction of the organic fiber cord located in the wound portion is different from the extending direction of the organic fiber cord located in the folded portion. ,
The pneumatic tire according to claim 1. 前記折り返し部は前記巻上げ部のタイヤの幅方向の内側に重なっている、
ことを特徴とする請求項１記載の空気入りタイヤ。 The folded portion overlaps the inside of the winding portion in the width direction of the tire,
The pneumatic tire according to claim 1. 前記折り返し部は前記巻上げ部のタイヤの幅方向の外側に重なっている、
ことを特徴とする請求項１記載の空気入りタイヤ。 The folded portion overlaps the outer side of the winding portion in the width direction of the tire,
The pneumatic tire according to claim 1. 前記タイヤがセリアル側と反セリアル側を有している場合に、セリアル側に位置する前記折り返し部と、反セリアル側に位置する前記折り返し部とでは、前記折り返し部が、前記巻上げ部のタイヤの幅方向の内側および外側の異なった箇所に重ねられている、
ことを特徴とする請求項１記載の空気入りタイヤ。 In the case where the tire has a cereal side and an anti-cereal side, the fold-up portion positioned on the cereal side and the fold-up portion positioned on the anti-cereal side have the fold-up portion of the tire of the hoisting portion. Superimposed in different places inside and outside in the width direction,
The pneumatic tire according to claim 1.
JP2008053730A 2008-03-04 2008-03-04 Pneumatic tire Expired - Fee Related JP5109723B2 (en)

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05319010A (en) * 1992-05-15 1993-12-03 Sumitomo Rubber Ind Ltd Pneumatic radial tire
JPH09118108A (en) * 1995-06-28 1997-05-06 Bridgestone Corp Organic fiber cord for reinforcing rubber, and pneumatic tire using it
JPH10151909A (en) * 1996-11-25 1998-06-09 Yokohama Rubber Co Ltd:The Pneumatic radial tire
WO2003082609A1 (en) * 2002-03-29 2003-10-09 Sumitomo Rubber Industries, Ltd. Pneumatic tire
JP2005067470A (en) * 2003-08-26 2005-03-17 Sumitomo Rubber Ind Ltd Pneumatic tire
JP2007022115A (en) * 2005-07-12 2007-02-01 Yokohama Rubber Co Ltd:The Pneumatic tire

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05319010A (en) * 1992-05-15 1993-12-03 Sumitomo Rubber Ind Ltd Pneumatic radial tire
JPH09118108A (en) * 1995-06-28 1997-05-06 Bridgestone Corp Organic fiber cord for reinforcing rubber, and pneumatic tire using it
JPH10151909A (en) * 1996-11-25 1998-06-09 Yokohama Rubber Co Ltd:The Pneumatic radial tire
WO2003082609A1 (en) * 2002-03-29 2003-10-09 Sumitomo Rubber Industries, Ltd. Pneumatic tire
JP2005067470A (en) * 2003-08-26 2005-03-17 Sumitomo Rubber Ind Ltd Pneumatic tire
JP2007022115A (en) * 2005-07-12 2007-02-01 Yokohama Rubber Co Ltd:The Pneumatic tire

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