JP2015013625A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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Publication number
JP2015013625A
JP2015013625A JP2013142709A JP2013142709A JP2015013625A JP 2015013625 A JP2015013625 A JP 2015013625A JP 2013142709 A JP2013142709 A JP 2013142709A JP 2013142709 A JP2013142709 A JP 2013142709A JP 2015013625 A JP2015013625 A JP 2015013625A
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Japan
Prior art keywords
tire
layers
belt layers
belt layer
radial direction
Prior art date
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Pending
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JP2013142709A
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Japanese (ja)
Inventor
宏之 松村
Hiroyuki Matsumura
宏之 松村
和貴 松澤
Kazuki Matsuzawa
和貴 松澤
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Bridgestone Corp
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Bridgestone Corp
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Application filed by Bridgestone Corp filed Critical Bridgestone Corp
Priority to JP2013142709A priority Critical patent/JP2015013625A/en
Priority to PCT/JP2014/068226 priority patent/WO2015005358A1/en
Publication of JP2015013625A publication Critical patent/JP2015013625A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
    • B60C9/2006—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords consisting of steel cord plies only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/28—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by the belt or breaker dimensions or curvature relative to carcass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C2009/2061—Physical properties or dimensions of the belt coating rubber
    • B60C2009/2067—Thickness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C2009/2074—Physical properties or dimension of the belt cord
    • B60C2009/2077—Diameters of the cords; Linear density thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/06—Tyres specially adapted for particular applications for heavy duty vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/06—Tyres specially adapted for particular applications for heavy duty vehicles
    • B60C2200/065—Tyres specially adapted for particular applications for heavy duty vehicles for construction vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

PROBLEM TO BE SOLVED: To suppress occurrence of separation between inner belt layers with two layers.SOLUTION: A minimum distance D between cords in a tire radial direction is 21 to 50% of a cord diameter between inner belt layers 12 with two layers located at the most inside of the tire radial direction among a plurality of belt layers disposed outside a tire radial direction of a carcass.

Description

本発明は、建設車両用の空気入りタイヤに関する。   The present invention relates to a pneumatic tire for construction vehicles.

６層のベルト層を有する重荷重用空気入りタイヤが開示されている（特許文献１参照）。   A heavy-duty pneumatic tire having six belt layers is disclosed (see Patent Document 1).

特開２００９−６７３２１号公報JP 2009-67321 A

上記した従来例の６層のベルト層のうち、タイヤ径方向内側の２層については、他層に比べて大きな張力が生じ易く、その張力による歪により、ベルト層のタイヤ幅方向端部に応力が集中し、セパレーションが発生することがある。この対策として、内側の２層のベルト層のタイヤ幅方向端部同士を、タイヤ径方向に離隔することが考えられる。   Among the six belt layers of the conventional example described above, the two layers on the inner side in the tire radial direction are more likely to generate a larger tension than the other layers, and the strain due to the tension causes stress on the end of the belt layer in the tire width direction. May concentrate and separation may occur. As a countermeasure against this, it is conceivable to separate the end portions in the tire width direction of the two inner belt layers in the tire radial direction.

しかしながら、単にベルトの端部を離隔しても、タイヤに内圧を付与した際のタイヤ周方向やタイヤ幅方向の引張りによって歪が生じ、２層のベルト層が離隔し始める部分がセパレーションの発生場所となることがある。   However, even if the belt ends are simply separated, distortion occurs due to the tension in the tire circumferential direction and the tire width direction when the internal pressure is applied to the tire, and the part where the two belt layers begin to separate is the place where separation occurs It may become.

本発明は、上記事実を考慮して、２層の内側ベルト層の間でのセパレーションの発生を抑制することを目的とする。   In view of the above fact, an object of the present invention is to suppress the occurrence of separation between two inner belt layers.

請求項１の発明（空気入りタイヤ）は、カーカスのタイヤ径方向外側に設けられた複数のベルト層のうち、最もタイヤ径方向内側に位置する２層の内側ベルト層の間でのタイヤ径方向における最小コード間距離が、コード径の２１〜５０％である。   The invention according to claim 1 (pneumatic tire) is a tire radial direction between two inner belt layers positioned on the innermost side in the tire radial direction among a plurality of belt layers provided on the outer side in the tire radial direction of the carcass. The minimum distance between cords is 21 to 50% of the cord diameter.

請求項１に記載の空気入りタイヤでは、２層の内側ベルト層の最小コード間距離が適切に確保されているので、張力による歪が低減される。このため、２層の内側ベルト層の間でのセパレーションの発生を抑制することができる。   In the pneumatic tire according to the first aspect, since the minimum distance between the cords of the two inner belt layers is appropriately ensured, strain due to tension is reduced. For this reason, generation | occurrence | production of the separation between two inner belt layers can be suppressed.

この割合が２１％を下回ると、歪の低減効果が小さく、２層の内側ベルト層の間でのセパレーションの抑制が難しくなる。一方、上記割合が５０％を上回ると、ベルト層全体が厚くなって発熱し易くなったり、内圧充填時の外径成長が大きくなってトレッド部の張力が増大したりする。   When this ratio is less than 21%, the effect of reducing distortion is small, and it becomes difficult to suppress separation between the two inner belt layers. On the other hand, if the ratio exceeds 50%, the entire belt layer becomes thick and heat is easily generated, or the growth of the outer diameter at the time of filling with the internal pressure increases and the tension of the tread portion increases.

請求項２の発明は、請求項１に記載の空気入りタイヤにおいて、前記２層の内側ベルト層のうち、幅狭のベルト層の幅は、タイヤトレッド幅の３０〜５０％である。   According to a second aspect of the present invention, in the pneumatic tire according to the first aspect, of the two inner belt layers, the width of the narrow belt layer is 30 to 50% of the tire tread width.

この割合が３０％を下回ると、内圧充填時のタイヤ外径成長が大きくなって実用に耐えない。一方、５０％を上回ると、幅狭のベルト層のタイヤ幅方向端部の歪が大きくなり、実用に耐えない。   When this ratio is less than 30%, the tire outer diameter growth at the time of internal pressure filling becomes large and cannot be practically used. On the other hand, if it exceeds 50%, the distortion of the end portion in the tire width direction of the narrow belt layer becomes large and cannot be practically used.

請求項２に記載の空気入りタイヤでは、２層の内側ベルト層のうち、幅狭のベルト層の幅が適切に設定されているので、内圧充填時の外径成長を抑制すると共に、幅狭のベルト層のタイヤ幅方向端部でのセパレーションの発生を抑制することができる。   In the pneumatic tire according to claim 2, since the width of the narrow belt layer among the two inner belt layers is appropriately set, the outer diameter growth at the time of filling with the internal pressure is suppressed, and the width is narrow. The occurrence of separation at the end of the belt layer in the tire width direction can be suppressed.

請求項３の発明は、請求項１又は請求項２に記載の空気入りタイヤにおいて、前記２層の内側ベルト層の間でのタイヤ径方向におけるコード間距離が、タイヤ幅方向の全体にわたって、前記コード径の２１〜５０％である。   According to a third aspect of the present invention, in the pneumatic tire according to the first or second aspect, the distance between cords in the tire radial direction between the two inner belt layers is the entire tire width direction. It is 21 to 50% of the cord diameter.

請求項４の発明は、請求項１〜請求項３の何れか１項に記載の空気入りタイヤにおいて、複数のベルト層が６層である。   According to a fourth aspect of the present invention, in the pneumatic tire according to any one of the first to third aspects, the plurality of belt layers are six layers.

本発明に係る空気入りタイヤによれば、２層の内側ベルト層の間でのセパレーションの発生を抑制することができる、という優れた効果が得られる。   According to the pneumatic tire according to the present invention, it is possible to obtain an excellent effect that it is possible to suppress the occurrence of separation between the two inner belt layers.

空気入りタイヤを示す半断面図である。It is a half sectional view showing a pneumatic tire. ２層の内側ベルト層を示す拡大断面図である。It is an expanded sectional view showing two inner belt layers.

以下、本発明を実施するための形態を図面に基づき説明する。図１において、本実施形態に係る空気入りタイヤ１０は、複数のベルト層として、２層の内側ベルト層１２と、外側ベルト層１４とを有している。図中、矢印Ｒ方向はタイヤ径方向を示し、矢印Ｗ方向はタイヤ幅方向を示している。矢印Ｗ方向において、タイヤ赤道面ＣＬから離れる方向がタイヤ幅方向外側であり、タイヤ赤道面ＣＬに近づく方向がタイヤ幅方向内側である。また、矢印Ｒ方向においては、タイヤ回転軸（図示せず）から離れる方向がタイヤ径方向外側であり、タイヤ回転軸に近づく方向がタイヤ径方向内側である。   Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In FIG. 1, a pneumatic tire 10 according to the present embodiment includes two inner belt layers 12 and an outer belt layer 14 as a plurality of belt layers. In the figure, the arrow R direction indicates the tire radial direction, and the arrow W direction indicates the tire width direction. In the arrow W direction, the direction away from the tire equatorial plane CL is the outer side in the tire width direction, and the direction approaching the tire equatorial plane CL is the inner side in the tire width direction. In the arrow R direction, the direction away from the tire rotation axis (not shown) is the tire radial direction outer side, and the direction approaching the tire rotation axis is the tire radial direction inner side.

２層の内側ベルト層１２は、カーカス１６のタイヤ径方向外側に設けられた複数（例えば６層）のベルト層のうち、最もタイヤ径方向内側に位置している。２層の内側ベルト層１２は、幅狭のベルト層１２Ａと、幅広のベルト層１２Ｂとで構成されている。幅狭のベルト層１２Ａは、幅広のベルト層１２Ｂのタイヤ径方向外側に配置されている。また、幅狭のベルト層１２Ａ及び幅広のベルト層１２Ｂは、夫々コード２２をゴム２６により被覆して構成されている。コード２２の外径であるコード径ｄは、幅狭のベルト層１２Ａ及び幅広のベルト層１２Ｂ（２層の内側ベルト層１２）において一定である。幅狭のベルト層１２Ａのコード２２と、幅広のベルト層１２Ｂのコード２２とは、例えば６０°以下の角度（タイヤ周方向に対して、±１５°）で交錯している。カーカス１６は、一対のビード部１８間に跨るように設けられ、ビードコア２４において内側から外側に折り返されている。   The two inner belt layers 12 are located on the innermost side in the tire radial direction among a plurality (for example, six layers) of belt layers provided on the outer side in the tire radial direction of the carcass 16. The two inner belt layers 12 are composed of a narrow belt layer 12A and a wide belt layer 12B. The narrow belt layer 12A is disposed on the outer side in the tire radial direction of the wide belt layer 12B. The narrow belt layer 12 </ b> A and the wide belt layer 12 </ b> B are each configured by covering the cord 22 with a rubber 26. The cord diameter d which is the outer diameter of the cord 22 is constant in the narrow belt layer 12A and the wide belt layer 12B (two inner belt layers 12). The cord 22 of the narrow belt layer 12A and the cord 22 of the wide belt layer 12B intersect with each other at an angle of 60 ° or less (± 15 ° with respect to the tire circumferential direction), for example. The carcass 16 is provided so as to straddle between the pair of bead portions 18, and is folded back from the inside to the outside in the bead core 24.

図２に示されるように、２層の内側ベルト層１２の間のタイヤ径方向における最小コード間距離Ｄは、コード径ｄの２１〜５０％である。この割合が２１％を下回ると、歪の低減効果が小さく、２層の内側ベルト層１２の間でのセパレーションの発生の抑制が難しくなる。一方、上記割合が５０％を上回ると、ベルト層全体が厚くなって発熱し易くなったり、内圧充填時の外径成長が大きくなってトレッド部２０の張力が増大したりする。   As shown in FIG. 2, the minimum inter-cord distance D in the tire radial direction between the two inner belt layers 12 is 21 to 50% of the cord diameter d. If this ratio is less than 21%, the effect of reducing strain is small, and it becomes difficult to suppress the occurrence of separation between the two inner belt layers 12. On the other hand, when the ratio exceeds 50%, the entire belt layer becomes thick and heat is easily generated, or the growth of the outer diameter at the time of filling with the internal pressure increases, and the tension of the tread portion 20 increases.

この最小コード間距離Ｄは、タイヤ径方向におけるコード２２の表面の包絡線（図示せず）間の距離である。２層の内側ベルト層１２の間隔は、タイヤ幅方向の中央部で狭く、タイヤ幅方向の外側に向かうに従って広がっている。換言すれば、２層の内側ベルト層１２間のゴムゲージは、タイヤ幅方向の中央部で薄く、タイヤ幅方向の外側に向かうに従って次第に厚くなっている。なお、２層の内側ベルト層１２の間隔は一定であってもよく、またタイヤ幅方向位置によって増減していてもよい。   The minimum cord distance D is a distance between envelopes (not shown) on the surface of the cord 22 in the tire radial direction. The distance between the two inner belt layers 12 is narrow at the center in the tire width direction, and widens toward the outside in the tire width direction. In other words, the rubber gauge between the two inner belt layers 12 is thin at the center in the tire width direction, and gradually increases toward the outside in the tire width direction. The interval between the two inner belt layers 12 may be constant, or may be increased or decreased depending on the position in the tire width direction.

なお、最小コード間距離Ｄは、２層の内側ベルト層１２のタイヤ幅方向の全体にわたってのコード２２間の最小距離である。   The minimum inter-cord distance D is the minimum distance between the cords 22 over the entire tire width direction of the two inner belt layers 12.

図１に示されるように、２層の内側ベルト層１２のうち、幅狭のベルト層１２Ａの幅ＢＷは、タイヤトレッド幅ＴＷの３０〜５０％である。この割合が３０％を下回ると、内圧充填時のタイヤ外径成長が大きくなって実用に耐えない。一方、５０％を上回ると、幅狭のベルト層１２Ａのタイヤ幅方向端部の歪が大きくなり、実用に耐えない。なお、タイヤトレッド幅ＴＷとは、ＪＡＴＭＡが発行する２０１２年度版ＹＥＡＲ ＢＯＯＫに定められた「トレッド幅」のことである。本実施形態では、幅狭のベルト層１２Ａが幅広のベルト層１２Ｂのタイヤ径方向外側に配置されているが、これに限られず、幅広のベルト層１２Ｂが幅狭のベルト層１２Ａのタイヤ径方向外側に配置されていてもよい。   As shown in FIG. 1, the width BW of the narrow belt layer 12A out of the two inner belt layers 12 is 30 to 50% of the tire tread width TW. When this ratio is less than 30%, the tire outer diameter growth at the time of internal pressure filling becomes large and cannot be practically used. On the other hand, if it exceeds 50%, the distortion of the end portion in the tire width direction of the narrow belt layer 12A becomes large and cannot be practically used. The tire tread width TW is the “tread width” defined in the 2012 YEAR BOOK issued by JATMA. In the present embodiment, the narrow belt layer 12A is disposed on the outer side in the tire radial direction of the wide belt layer 12B. However, the present invention is not limited to this, and the wide belt layer 12B is disposed in the tire radial direction of the narrow belt layer 12A. It may be arranged outside.

外側ベルト層１４は、２層の内側ベルト層１２のタイヤ径方向外側に設けられている。この外側ベルト層１４は、例えば４層で構成されている。外側ベルト層１４のタイヤ径方向外側には、トレッド部２０が設けられている。なお、外側ベルト層１４の構成は、図示のものに限られない。   The outer belt layer 14 is provided on the outer side in the tire radial direction of the two inner belt layers 12. The outer belt layer 14 is composed of, for example, four layers. A tread portion 20 is provided on the outer side in the tire radial direction of the outer belt layer 14. The configuration of the outer belt layer 14 is not limited to that shown in the drawing.

（作用）
本実施形態は、上記のように構成されており、以下その作用について説明する。図２において、本実施形態に係る空気入りタイヤ１０では、２層の内側ベルト層１２の最小コード間距離Ｄが適切に確保されているので、張力による歪が低減される。このため、２層の内側ベルト層１２の間でのセパレーションの発生を抑制することができる。また、図１において、２層の内側ベルト層１２のうち、幅狭のベルト層１２Ａの幅ＢＷが適切に設定されているので、内圧充填時の外径成長を抑制すると共に、幅狭のベルト層のタイヤ幅方向端部でのセパレーションの発生を抑制することができる。 (Function)
This embodiment is configured as described above, and the operation thereof will be described below. In FIG. 2, in the pneumatic tire 10 according to this embodiment, the minimum inter-cord distance D between the two inner belt layers 12 is appropriately ensured, so that strain due to tension is reduced. For this reason, generation | occurrence | production of the separation between the two inner side belt layers 12 can be suppressed. Further, in FIG. 1, the width BW of the narrow belt layer 12A of the two inner belt layers 12 is appropriately set, so that the outer diameter growth at the time of filling with the internal pressure is suppressed, and the narrow belt. Generation of separation at the end of the layer in the tire width direction can be suppressed.

なお、上記実施形態では、２層の内側ベルト層１２のうち、幅狭のベルト層１２Ａの幅ＢＷが、タイヤトレッド幅ＴＷの３０〜５０％であるものとしたが、タイヤトレッド幅ＴＷに対する幅狭のベルト層１２Ａの幅ＢＷの割合は、これに限られない。   In the above embodiment, the width BW of the narrow belt layer 12A of the two inner belt layers 12 is 30 to 50% of the tire tread width TW. The ratio of the width BW of the narrow belt layer 12A is not limited to this.

（試験例）
従来例１，２、実施例１−６、比較例１，２に係るタイヤについて、室内ドラムを用いたベルト層の耐久試験と、内圧充填前後のタイヤ外径の測定と、室内ドラムを用いた発熱試験を実施した。タイヤサイズは、５３／８０Ｒ６３である。各試験条件は、次のとおりである。 (Test example)
For tires according to Conventional Examples 1 and 2, Examples 1-6, and Comparative Examples 1 and 2, the durability test of the belt layer using the indoor drum, the measurement of the tire outer diameter before and after the internal pressure filling, and the indoor drum were used. An exothermic test was performed. The tire size is 53 / 80R63. Each test condition is as follows.

［ベルト層の耐久試験］
内圧：６００ｋＰａ（ＴＲＡ規格の正規内圧）
荷重：８０８．５ｋＮ（８２．５ｔ，ＴＲＡ規格の正規荷重）
スリップアングル：２．０°
速度：８ｋｍ／ｈ
ドラム直径：５ｍ
上記条件にて、２４０時間走行後、内側ベルト層のタイヤ幅方向端部に生じた亀裂の長さを測定した。試験結果は、表１において、従来例１を１００とした指数により示されている。数値が小さいほど亀裂が短く、良好な結果であることを示している。 [Durability test of belt layer]
Internal pressure: 600 kPa (TRA internal standard pressure)
Load: 808.5kN (82.5t, TRA standard normal load)
Slip angle: 2.0 °
Speed: 8km / h
Drum diameter: 5m
Under the above conditions, after running for 240 hours, the length of cracks generated at the end of the inner belt layer in the tire width direction was measured. The test results are shown in Table 1 by an index with the conventional example 1 as 100. The smaller the value, the shorter the cracks, indicating better results.

［タイヤ外径の測定］
内圧：６００ｋＰａ（ＴＲＡ規格の正規内圧）
リム：３６．００×６３（ＴＲＡ規格の正規リム）
上記条件にて、内圧充填前後でのタイヤ外径の差を測定した。試験結果は、表１において、従来例１を１００とした指数により示されている。数値が小さいほど外径成長が小さく、良好な結果であることを示している。 [Measurement of tire outer diameter]
Internal pressure: 600 kPa (TRA internal standard pressure)
Rim: 36.00 x 63 (TRA standard rim)
Under the above conditions, the difference in tire outer diameter before and after filling with internal pressure was measured. The test results are shown in Table 1 by an index with the conventional example 1 as 100. The smaller the numerical value, the smaller the outer diameter growth, indicating better results.

［発熱試験］
内圧：６００ｋＰａ（ＴＲＡ規格の正規内圧）
荷重：８０８．５ｋＮ（８２．５ｔ，ＴＲＡ規格の正規荷重）
速度：８ｋｍ／ｈ
ドラム直径：５ｍ
走行前の最外層のベルト層上の温度を測定しておき、上記条件下での２４時間走行後に最外層のベルト層上の温度を再び測定した。結果は、表１において、その温度差により示されている。 [Fever test]
Internal pressure: 600 kPa (TRA internal standard pressure)
Load: 808.5kN (82.5t, TRA standard normal load)
Speed: 8km / h
Drum diameter: 5m
The temperature on the outermost belt layer before running was measured, and after running for 24 hours under the above conditions, the temperature on the outermost belt layer was measured again. The results are shown in Table 1 by the temperature difference.

実施例１−６は、コード径に対する２層の内側ベルト層の最小コード間距離の割合が適切に設定されているので、従来例１と比較して、亀裂の長さを抑制することができ、内圧充填時の外径成長も適度に抑制でき、更には、従来例１に対する最外層のベルト層の温度上昇も概ね防止できることが確認できた。比較例１，２では、亀裂の長さはよく抑制されているが、外径成長が大きく、また温度上昇が若干大きくなっている。比較例１は、実施例６と比較して、タイヤ温度が３．０℃上昇しており、タイヤの耐久力に影響を及ぼす可能性がある。従来例２では、２層の内側ベルト層の最小コード間距離の割合が、市場で故障発生する可能性がある範囲に位置している。   In Example 1-6, since the ratio of the minimum inter-cord distance of the two inner belt layers to the cord diameter is appropriately set, the length of the crack can be suppressed as compared with Conventional Example 1. Further, it was confirmed that the outer diameter growth at the time of filling with the inner pressure can be moderately suppressed, and further, the temperature increase of the outermost belt layer with respect to the conventional example 1 can be generally prevented. In Comparative Examples 1 and 2, the crack length is well suppressed, but the outer diameter growth is large and the temperature rise is slightly large. In Comparative Example 1, compared with Example 6, the tire temperature is increased by 3.0 ° C., which may affect the durability of the tire. In Conventional Example 2, the ratio of the distance between the minimum cords of the two inner belt layers is located in a range where a failure may occur in the market.

Figure 2015013625
Figure 2015013625

１０ 空気入りタイヤ
１２ 内側ベルト層（ベルト層）
１２Ａ 幅狭のベルト層
１４ 外側ベルト層（ベルト層）
２２ コード
ＢＷ 幅狭のベルト層の幅
ｄ コード径
Ｄ 最小コード間距離
ＴＷ タイヤトレッド幅 10 Pneumatic tire 12 Inner belt layer (belt layer)
12A Narrow belt layer 14 Outer belt layer (belt layer)
22 Cord BW Width of narrow belt layer d Cord diameter D Minimum distance between cords TW Tire tread width

Claims (4)

カーカスのタイヤ径方向外側に設けられた複数のベルト層のうち、最もタイヤ径方向内側に位置する２層の内側ベルト層の間でのタイヤ径方向における最小コード間距離が、コード径の２１〜５０％である空気入りタイヤ。   Of the plurality of belt layers provided on the outer side in the tire radial direction of the carcass, the minimum inter-cord distance in the tire radial direction between the two inner belt layers positioned on the innermost side in the tire radial direction is 21 to 21 of the cord diameter. A pneumatic tire that is 50%. 前記２層の内側ベルト層のうち、幅狭のベルト層の幅は、タイヤトレッド幅の３０〜５０％である請求項１に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, wherein, of the two inner belt layers, the width of the narrow belt layer is 30 to 50% of the tire tread width. 前記最小コード間距離は、前記２層の内側ベルト層のタイヤ幅方向の全体にわたってのコード間の最小距離である請求項１又は請求項２に記載の空気入りタイヤ。   The pneumatic tire according to claim 1 or 2, wherein the distance between the minimum cords is a minimum distance between the cords in the entire tire width direction of the two inner belt layers. 複数のベルト層は、６層である請求項１〜請求項３の何れか１項に記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 3, wherein the plurality of belt layers are six layers.
JP2013142709A 2013-07-08 2013-07-08 Pneumatic tire Pending JP2015013625A (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60143106A (en) * 1983-12-29 1985-07-29 Bridgestone Corp Pneumatic radial tire for heavy load
JPH03279432A (en) * 1990-03-27 1991-12-10 Sumitomo Rubber Ind Ltd Radial tire for heavy load
JPH11170809A (en) * 1997-12-08 1999-06-29 Bridgestone Corp Pneumatic radial tire for heavy load
JP2009173265A (en) * 2007-12-25 2009-08-06 Bridgestone Corp Tire

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60143106A (en) * 1983-12-29 1985-07-29 Bridgestone Corp Pneumatic radial tire for heavy load
JPH03279432A (en) * 1990-03-27 1991-12-10 Sumitomo Rubber Ind Ltd Radial tire for heavy load
JPH11170809A (en) * 1997-12-08 1999-06-29 Bridgestone Corp Pneumatic radial tire for heavy load
JP2009173265A (en) * 2007-12-25 2009-08-06 Bridgestone Corp Tire

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