JP3670443B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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Publication number
JP3670443B2
JP3670443B2 JP15862397A JP15862397A JP3670443B2 JP 3670443 B2 JP3670443 B2 JP 3670443B2 JP 15862397 A JP15862397 A JP 15862397A JP 15862397 A JP15862397 A JP 15862397A JP 3670443 B2 JP3670443 B2 JP 3670443B2
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JP
Japan
Prior art keywords
bead
tire
height
main body
body case
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Expired - Fee Related
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JP15862397A
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Japanese (ja)
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JPH115408A (en
Inventor
文一 山下
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Sumitomo Rubber Industries Ltd
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Sumitomo Rubber Industries Ltd
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00Tyre beads, e.g. ply turn-up or overlap
    • B60C15/0009Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
    • B60C15/0018Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion not folded around the bead core, e.g. floating or down ply

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

Description

【0001】
【発明の属する技術分野】
本発明は、ロードノイズを低減しうる空気入りタイヤに関する。
【0002】
【従来の技術及び発明が解決しようとする課題】
自動車の居住性改善の一環として、ドライバー等に不快感を与えるなど影響が大きい車内音(車内でのこもり音)の低減化が研究されている。
【0003】
その中で、路面と直接接触するタイヤの特性が、路面からタイヤへの入力系及びタイヤからホイールへの伝播系として大きく影響を及ぼすことが知られている。
【0004】
タイヤ(トレッド)への入力系については、タイヤのエンベロープ特性を考慮することにより、走行時に250Hz付近の低周波範囲でピークを迎えるいわゆるゴーという音のロードノイズを低減でき、又、タイヤからホイールへの伝播系については、タイヤの共振特性を考慮することにより、ロードノイズを低減できるが、これら2つの方法は、既に現在開発中のタイヤに盛り込まれることが多く、新手の方法が要望されている。なおロードノイズは、路面の凹凸から受ける振動がトレッド部を加振させた後、サイドウオール部、ビード部、ホイールをへて車輌に伝達され車内に共鳴音等として発生し、トレッド剛性が大なラジアルタイヤにおいて顕著となる。
【0005】
本発明は、このような問題点を解決するために案出されたものであって、カーカスを本体ケースと分断ケースとに分断して振動の伝達を緩和し、ロードノイズを低減しうる空気入りタイヤの提供を目的としている。
【0006】
【課題を解決するための手段】
本発明の内、請求項1記載の発明は、トレッド部の両側のサイドウォール部を介してビード部を設けたタイヤ基体に、ラジアル配列のカーカスと、ビード部のビードコアから半径方向外方にのびるビードエーペックスとが配されるとともに、前記カーカスは、トレッド部からサイドウォール部をへてビードエーペックスのタイヤ軸方向内方の途切れ端で終端する本体ケース、及びこの本体ケースの途切れ端よりも半径方向外方の上端点を起点とすることにより本体ケースとの重なり部を有して半径方向内方にビードコアまでのびる内側片に、ビードコアを折り返してビードエーペックスのタイヤ軸方向外面で途切れる巻上げ部を連設した分断ケースからなり、かつ前記ビードエーペックスは、半径方向先端のビードベースラインからの半径方向の高さHaが、タイヤ断面高さの18〜50%、しかも前記重なり部の、前記本体ケース外面に沿った重なり長さLは、タイヤ断面高さの25〜45%とした空気入りタイヤである。
【0007】
又、請求項2記載の発明は、前記本体ケースの、前記途切れ端のビードベースラインからの半径方向の高さHcが、タイヤ断面高さの13〜35%であり、かつ分断ケースの内側片は、本体ケースとビードエーペックスとの間に挟持されることを特徴としている。
【0008】
又、請求項3記載の発明は、本体ケース、分断ケースが、各一枚のプライからなり、かつ巻上げ部は、ローターンアップであることを特徴としている。
【0009】
【発明の実施の形態】
以下、本発明の実施の形態を、図示例とともに説明する。
図1、2において空気入りタイヤは、トレッド部2の両側のサイドウォール部3、3を介してビード部4、4を設けたタイヤ基体5に、ラジアル配列のカーカス6と、ビード部4のビードコア7から半径方向外方にのびるビードエーペックス8とが配され、本例では、JISで定められるタイヤ断面巾Wに対するタイヤ断面高さH(以下単に高さHと言う)の比である偏平比H/Wを0.80以下、例えば0.65とした、乗用車用の偏平ラジアルタイヤとして形成される。
【0010】
又、空気入りタイヤには、前記カーカス6の半径方向外側かつトレッド部2内方に、強靱なベルト層9がタガ効果を有して配置され、前記偏平比でタイヤを拘束する。
【0011】
なお、前記ビードエーペックス8は、前記ビードコア7から半径方向外側に向かって先細状にのびる断面略三角形状を呈し、ビード部4からサイドウォール部3にかけて補強するとともに、断面直線状のビード底面4aとビード部4外面4bとを継ぐ曲面4cの軸方向内端、つまり前記ビード底面4aの軸方向外端を通る軸方向線であるビードベースラインBLからの半径方向先端の高さHaを、前記高さHの18%以上かつ50%以下としている。
【0012】
前記ベルト層9は、例えばスチール繊維、芳香族ポリアミド繊維等を用いた高弾性のベルトコードをタイヤ赤道Cに対して35度以下の角度で配列した複数枚、本例では、2枚のベルトプライ9A、9Bから形成され、各プライ9A、9Bは、ベルトコードがプライ間相互で交差するように向きを違えて配される。なお、ベルト層9のさらに半径方向外側には、ベルト層9の少なくともタイヤ軸方向の外端部分を覆うことによって高速走行に伴うベルト層9のリフティングを抑制するバンド層(図示せず)を設けることができ、このようなバンド層は、ベルトコードより小径な例えばナイロンからなる低弾性率のコードをタイヤ赤道Cに対して0〜5度の角度で螺旋巻きして形成される。
【0013】
前記カーカス6は、本体ケース10と分断ケース11とからなる一枚又は複数枚の分断カーカスプライ6Aを含む一枚又は複数枚のカーカスプライから形成され、本例では、該カーカス6を、一枚の分断カーカスプライ6Aによって形成している。
【0014】
なお、カーカス6は、タイヤ赤道Cに対して70゜〜90゜の角度で傾くカーカスコードを有し、該カーカスコードには、例えば、ナイロン、レーヨン、ポリエステル等の有機繊維コードを用いる。
【0015】
前記本体ケース10は、前記トレッド部2からサイドウォール部3をへてビードエーペックス8のタイヤ軸方向内方の途切れ端10aで終端する一枚のプライからなる。
【0016】
又、前記分断ケース11は、前記本体ケース10の前記途切れ端10aよりも半径方向外方、本例では前記ビードエーペックス8の半径方向先端よりも半径方向外方の上端点12aを起点とすることにより本体ケース10との重なり部14を有して半径方向内方にビードコア7までのびる内側片12に、ビードコア7をタイヤ軸方向内側から外側に折り返してビードエーペックス8のタイヤ軸方向外面の巻上げ端13aで途切れる巻上げ部13を連設した一枚のプライからなり、両ビード部4、4に配される。
【0017】
なお、前記巻上げ部13は、その巻上げ端13aの前記ビードベースラインBLからの高さHbを、JATMAで規定する標準リム、TRAで規定する"Design Rim"、或いはETRTOで規定する"Measuring Rim" のフランジ高さの80%〜130%としたローターンアップ(1-0 LTU)としている。
【0018】
巻上げ部13を、ローターンアップとすることにより、タイヤの振動を抑制でき、ロードノイズの低減効果を高めうる。
【0019】
又、前記本体ケース10は、前記途切れ端10aのビードベースラインBLからの半径方向の高さHcを、高さHの13%以上かつ35%以下とし、しかも前記分断ケース11の内側片12は、本体ケース10とビードエーペックス8との間に挟持される。
【0020】
さらに、前記重なり部14は、前記本体ケース10外面に沿った重なり長さLを、高さHの25%以上かつ45%以下としている。
【0021】
このようにカーカス6を本体ケース10と分断ケース11とに分断しているため、路面から入力されてタイヤを通りリムに伝達する振動をタイヤの途中で遮断若しくは緩和でき、ロードノイズを効果的に低減しうる。
【0022】
又、分断されたカーカスでは、成形時のプライの「ふき抜け」が問題となるが、前記高さHaを高さHの18〜50%とし、前記重なり長さLを高さHの25〜45%としているため、前記重なり部14をビードエーペックス8の内面で確実に保持でき、かつフォーマー上でローカバーを膨らませる時及び加硫時に生じる本体ケース10、分断ケース11間のズレ(195/65R15 91Hの乗用車用タイヤでは約10mm)を確実に吸収でき、前記「ふき抜け」の問題を解決できる。
【0023】
高さHaが高さHの18%よりも小さいと、重なり部14の保持力を十分に確保できず、かつプライの「ふき抜け」を招く危険が大きくなり、従って、高さHaは高さHの18%以上、より好ましくは23%以上、さらに好ましくは28%以上が良い。
【0024】
又、高さHaが高さHの50%よりも大きいと、コスト、乗り心地、タイヤ重量等の他性能に悪影響を及ぼす可能性があり、従って、高さHaは高さHの50%以下、より好ましくは45%以下、さらに好ましくは38%以下が良い。
【0025】
又、重なり長さLが高さHの25%よりも小さいと、重なり部14が過度に短くなり、成形・加硫時のプライの「ふき抜け」を招く危険が大きくなる。従って、重なり長さLは高さHの25%以上、より好ましくは28%以上、さらに好ましくは32%以上が良い。
【0026】
逆に、重なり長さLが高さHの45%よりも大きいと、ロードノイズの低減効果が十分に得にくく、又、コスト、乗り心地、タイヤ重量等の他性能に悪影響を及ぼす可能性があり、従って、重なり長さLは高さHの45%以下、より好ましくは42%以下、さらに好ましくは38%以下が良い。
【0027】
又、前記高さHcを高さHの13%よりも小さくするのは、成形機の制約上、困難であり、逆に35%よりも大きくすると、前記「ふき抜け」の危険が増し、従って、35%以下、より好ましくは30%以下、さらに好ましくは25%以下が良い。
【0028】
なお、前記分断ケースの内側片とビードエーペックス8との間に、前記本体ケースを挟持させても良い。
【0029】
又、例えば195/65R15 91Hの乗用車用タイヤでは、前記高さHaを高さHの18〜50%、即ち23mm〜63mm程度とし、前記重なり長さLを高さHの25〜45%、即ち32mm〜57mm程度とし、前記高さHcを高さHの13〜35%、即ち16mm〜44mm程度とでき、その他のタイヤについてもそのタイヤサイズに応じて容易に算出できる。
【0030】
【実施例1】
図1、2に示す構造を有し195/65R15 91Hのタイヤを、表1の仕様に基づき試作するとともに、各試供タイヤのロードノイズを測定し従来例品(図3に示す)、比較例品と比較した。
【0031】
なお、ロードノイズは、試作タイヤをリムに装着し、内圧を充填して乗用車両(2000cc、FF車)の全輪に装着し、スムース路面を速度50km/hにて走行させ、運転席左耳元、及び後部座席中央での耳の高さ位置にて騒音レベルdB(A)を測定し、両騒音レベルの平均値を算出して、従来例品を100とする指数で表示した。数値が大きいほど騒音レベルが小さく良好である。
【0032】
【表1】

Figure 0003670443
【0033】
【実施例2】
図1、2に示す構造を有し205/65R15 94Sのタイヤを、表2の仕様に基づき試作するとともに、各試供タイヤの共振周波数とバネ定数とをJISの規定によりドラム測定し、その結果を、表2に示した。実施例品は、従来例品に比べてバネ定数が下がり、これに伴って共振周波数も低下しているため、ロードノイズの低減が期待できる。
【0034】
【表2】
Figure 0003670443
【0035】
【発明の効果】
本発明の空気入りタイヤは、叙上の如く構成しているために、路面からの振動を遮断若しくは緩和でき、ロードノイズを低減できる。
【図面の簡単な説明】
【図1】本発明の一実施の形態を示すタイヤのビード部の部分断面図である。
【図2】その右半分子午断面図である。
【図3】従来タイヤのビード部を示す部分断面図である。
【符号の説明】
2 トレッド部
3 サイドウォール部
4 ビード部
5 タイヤ基体
6 カーカス
7 ビードコア
8 ビードエーペックス
10 本体ケース
11 分断ケース
12 内側片
13 巻上げ部
14 重なり部
H タイヤ断面高さ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a pneumatic tire that can reduce road noise.
[0002]
[Prior art and problems to be solved by the invention]
As part of improving the comfort of automobiles, research has been conducted on the reduction of in-vehicle noise (the sound of squeaking in the car), which has a significant impact on drivers and the like.
[0003]
Among them, it is known that the characteristics of a tire that is in direct contact with the road surface have a great influence as an input system from the road surface to the tire and a propagation system from the tire to the wheel.
[0004]
Regarding the input system to the tire (tread), by considering the envelope characteristics of the tire, it is possible to reduce so-called “going” road noise that peaks in the low frequency range around 250 Hz during driving, and from the tire to the wheel. As for the propagation system, the road noise can be reduced by considering the resonance characteristics of the tire, but these two methods are often incorporated in tires that are already under development, and new methods are desired. . Road noise is generated as resonance sound etc. in the vehicle through vibrations received from road surface irregularities after the tread part is vibrated and then transmitted to the vehicle through the side wall part, bead part and wheel, and the tread rigidity is large. This is remarkable in radial tires.
[0005]
The present invention has been devised to solve such a problem, and the carcass is divided into a main body case and a divided case, so that vibration transmission can be eased, and the pneumatic can reduce road noise. The purpose is to provide tires.
[0006]
[Means for Solving the Problems]
Among the present inventions, the invention according to claim 1 extends radially outwardly from a radially arranged carcass and a bead core of the bead portion on a tire base provided with bead portions via sidewall portions on both sides of the tread portion. The bead apex is arranged, and the carcass is terminated from the tread portion to the sidewall portion at the inner end of the bead apex in the tire axial direction, and the main body case is more radial than the end of the main body case. Starting from the upper end point on the outer side, the winding part that overlaps with the main body case and extends radially inward to the bead core is connected to the winding part that folds the bead core and cuts off at the outer surface in the tire axial direction of the bead apex. The bead apex is formed in a radial direction from the bead base line at the distal end in the radial direction. Is a pneumatic tire in which the height Ha of the tire is 18 to 50% of the tire cross-section height, and the overlap length L of the overlap portion along the outer surface of the main body case is 25 to 45% of the tire cross-section height. is there.
[0007]
According to a second aspect of the present invention, the height Hc of the main body case in the radial direction from the bead base line of the discontinuous end is 13 to 35% of the tire cross-section height, and the inner piece of the divided case Is characterized by being sandwiched between the main body case and the bead apex.
[0008]
The invention described in claim 3 is characterized in that the main body case and the dividing case are each composed of a single ply, and the winding portion is a low turn-up.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 and 2, the pneumatic tire includes a carcass 6 in a radial arrangement and a bead core of the bead portion 4 on a tire base 5 provided with bead portions 4 and 4 via sidewall portions 3 and 3 on both sides of the tread portion 2. A bead apex 8 extending radially outward from 7 is arranged, and in this example, a flatness ratio H which is a ratio of a tire cross-sectional height H (hereinafter simply referred to as a height H) to a tire cross-sectional width W defined by JIS. / W is 0.80 or less, for example, 0.65, and is formed as a flat radial tire for passenger cars.
[0010]
Further, in the pneumatic tire, a tough belt layer 9 is disposed with a tagging effect on the radially outer side of the carcass 6 and on the inner side of the tread portion 2 to restrain the tire with the flatness ratio.
[0011]
The bead apex 8 has a substantially triangular cross section extending from the bead core 7 in a radially outward direction, reinforces from the bead portion 4 to the sidewall portion 3, and a bead bottom surface 4a having a linear cross section. The height Ha of the distal end in the radial direction from the bead base line BL, which is an axial direction line passing through the outer end in the axial direction of the bead bottom surface 4a, that is, the inner end in the axial direction of the curved surface 4c joining the outer surface 4b of the bead portion 4 is The height H is 18% or more and 50% or less.
[0012]
The belt layer 9 includes a plurality of, for example, two belt plies, in which high-elasticity belt cords using, for example, steel fibers and aromatic polyamide fibers are arranged at an angle of 35 degrees or less with respect to the tire equator C. The plies 9A and 9B are arranged in different directions so that the belt cords cross each other between the plies. Further, a band layer (not shown) that suppresses lifting of the belt layer 9 due to high-speed running by covering at least the outer end portion of the belt layer 9 in the tire axial direction is provided on the outer side in the radial direction of the belt layer 9. Such a band layer is formed by spirally winding a low elastic modulus cord made of, for example, nylon having a smaller diameter than the belt cord with respect to the tire equator C at an angle of 0 to 5 degrees.
[0013]
The carcass 6 is formed of one or a plurality of carcass plies including one or a plurality of divided carcass plies 6A each including a main body case 10 and a dividing case 11, and in this example, the carcass 6 is The divided carcass ply 6A is used.
[0014]
The carcass 6 has a carcass cord that is inclined at an angle of 70 ° to 90 ° with respect to the tire equator C. For the carcass cord, for example, an organic fiber cord such as nylon, rayon, or polyester is used.
[0015]
The main body case 10 is composed of a single ply that terminates at a discontinuous end 10 a in the tire axial direction of the bead apex 8 from the tread portion 2 to the sidewall portion 3.
[0016]
The dividing case 11 starts from an upper end point 12a radially outward from the interrupted end 10a of the main body case 10, in this example, radially outward from the radial tip of the bead apex 8. Thus, the bead core 7 is folded back from the inner side in the tire axial direction to the outer side of the inner piece 12 having an overlapping portion 14 with the main body case 10 and extending radially inward to the bead core 7. It consists of one ply in which a winding part 13 that is interrupted at 13a is connected, and is arranged on both bead parts 4 and 4.
[0017]
The winding section 13 has a height Hb of the winding end 13a from the bead base line BL, a standard rim defined by JATMA, "Design Rim" defined by TRA, or "Measuring Rim" defined by ETRTO. Low turn-up (1-0 LTU) with 80% to 130% of the flange height.
[0018]
By setting the winding part 13 to a low turn-up, the vibration of the tire can be suppressed and the effect of reducing road noise can be enhanced.
[0019]
The main body case 10 has a height Hc in the radial direction from the bead base line BL of the discontinuous end 10a of 13% to 35% of the height H, and the inner piece 12 of the divided case 11 is The body case 10 and the bead apex 8 are sandwiched.
[0020]
Further, the overlapping portion 14 has an overlapping length L along the outer surface of the main body case 10 that is 25% or more and 45% or less of the height H.
[0021]
Since the carcass 6 is divided into the main body case 10 and the divided case 11 in this way, vibrations input from the road surface and transmitted to the rim through the tire can be cut off or mitigated in the middle of the tire, and road noise is effectively reduced. It can be reduced.
[0022]
Further, in the divided carcass, the “peeling” of the ply at the time of molding becomes a problem. However, the height Ha is set to 18 to 50% of the height H, and the overlap length L is set to 25 to 25% of the height H. 45%, the overlapping portion 14 can be reliably held on the inner surface of the bead apex 8 and the displacement between the main body case 10 and the dividing case 11 (195 / 65R15) that occurs when the low cover is inflated on the former and during vulcanization. 91H passenger car tires can be absorbed reliably, and the above-mentioned “wiping-out” problem can be solved.
[0023]
If the height Ha is less than 18% of the height H, the holding force of the overlapping portion 14 cannot be sufficiently secured, and there is a greater risk of causing “plow-out” of the ply. Therefore, the height Ha is high. 18% or more of H, more preferably 23% or more, and still more preferably 28% or more.
[0024]
Moreover, if the height Ha is larger than 50% of the height H, it may adversely affect other performances such as cost, ride comfort, tire weight, etc. Therefore, the height Ha is less than 50% of the height H. More preferably, it is 45% or less, and more preferably 38% or less.
[0025]
On the other hand, if the overlap length L is less than 25% of the height H, the overlap portion 14 becomes excessively short, which increases the risk of causing “plow-out” of the ply during molding and vulcanization. Therefore, the overlap length L is 25% or more of the height H, more preferably 28% or more, and further preferably 32% or more.
[0026]
On the other hand, if the overlap length L is greater than 45% of the height H, it is difficult to sufficiently reduce the road noise and may adversely affect other performance such as cost, ride comfort, and tire weight. Therefore, the overlap length L is 45% or less of the height H, more preferably 42% or less, and still more preferably 38% or less.
[0027]
In addition, it is difficult to make the height Hc smaller than 13% of the height H due to the limitations of the molding machine. Conversely, if the height Hc is larger than 35%, the risk of “wiping-out” increases. 35% or less, more preferably 30% or less, and still more preferably 25% or less.
[0028]
The main body case may be sandwiched between the inner piece of the divided case and the bead apex 8.
[0029]
For example, in a passenger car tire of 195 / 65R15 91H, the height Ha is 18 to 50% of the height H, that is, about 23 mm to 63 mm, and the overlap length L is 25 to 45% of the height H, that is, The height Hc is set to about 32 mm to 57 mm, and the height Hc is set to 13 to 35% of the height H, that is, about 16 mm to 44 mm. Other tires can be easily calculated according to the tire size.
[0030]
[Example 1]
A tire of 195 / 65R15 91H having the structure shown in FIGS. 1 and 2 was made on the basis of the specifications shown in Table 1, and a conventional example product (shown in FIG. 3) was measured by measuring road noise of each sample tire. Compared with.
[0031]
For road noise, prototype tires are mounted on the rim, filled with internal pressure and mounted on all wheels of a passenger vehicle (2000cc, FF vehicle), and the road surface is smoothly driven at a speed of 50 km / h. The noise level dB (A) was measured at the height of the ears at the center of the rear seat, the average value of both noise levels was calculated, and displayed as an index with the conventional product as 100. The larger the value, the smaller the noise level and the better.
[0032]
[Table 1]
Figure 0003670443
[0033]
[Example 2]
A tire of 205 / 65R15 94S having the structure shown in FIGS. 1 and 2 was made in accordance with the specifications in Table 2, and the resonance frequency and spring constant of each sample tire were measured by drums according to JIS regulations. The results are shown in Table 2. Since the spring constant of the example product is lower than that of the conventional example product, and the resonance frequency is lowered accordingly, reduction of road noise can be expected.
[0034]
[Table 2]
Figure 0003670443
[0035]
【The invention's effect】
Since the pneumatic tire of the present invention is configured as described above, vibration from the road surface can be cut off or reduced, and road noise can be reduced.
[Brief description of the drawings]
FIG. 1 is a partial cross-sectional view of a bead portion of a tire showing an embodiment of the present invention.
FIG. 2 is a cross-sectional view of the right half molecule.
FIG. 3 is a partial cross-sectional view showing a bead portion of a conventional tire.
[Explanation of symbols]
2 Tread part 3 Side wall part 4 Bead part 5 Tire base 6 Carcass 7 Bead core 8 Bead apex 10 Main body case 11 Dividing case 12 Inner piece 13 Winding part 14 Overlapping part H Tire cross section height

Claims (3)

トレッド部の両側のサイドウォール部を介してビード部を設けたタイヤ基体に、ラジアル配列のカーカスと、ビード部のビードコアから半径方向外方にのびるビードエーペックスとが配されるとともに、
前記カーカスは、トレッド部からサイドウォール部をへてビードエーペックスのタイヤ軸方向内方の途切れ端で終端する本体ケース、及びこの本体ケースの途切れ端よりも半径方向外方の上端点を起点とすることにより本体ケースとの重なり部を有して半径方向内方にビードコアまでのびる内側片に、ビードコアを折り返してビードエーペックスのタイヤ軸方向外面で途切れる巻上げ部を連設した分断ケースからなり、
かつ前記ビードエーペックスは、半径方向先端のビードベースラインからの半径方向の高さHaが、タイヤ断面高さの18〜50%、しかも前記重なり部の、前記本体ケース外面に沿った重なり長さLは、タイヤ断面高さの25〜45%とした空気入りタイヤ。
A tire base provided with a bead portion via sidewall portions on both sides of the tread portion is provided with a radially arranged carcass and a bead apex extending radially outward from the bead core of the bead portion,
The carcass starts from the tread portion through the sidewall portion at the inner end of the bead apex at the inner end in the tire axial direction and the upper end point radially outward from the end of the main body case. It consists of a split case that has an overlapping part with the main body case and is connected to the inner piece extending inward in the radial direction to the bead core, and a winding part that folds the bead core and cuts off at the outer surface in the tire axial direction of the bead apex.
In the bead apex, the radial height Ha from the bead base line at the radial front end is 18 to 50% of the tire cross-sectional height, and the overlapping length L of the overlapping portion along the outer surface of the main body case is as follows. Is a pneumatic tire having a tire cross-section height of 25 to 45%.
前記本体ケースは、前記途切れ端のビードベースラインからの半径方向の高さHcが、タイヤ断面高さの13〜35%であり、かつ分断ケースの内側片は、本体ケースとビードエーペックスとの間に挟持されることを特徴とする請求項1記載の空気入りタイヤ。The main body case has a radial height Hc from the bead base line at the discontinuous end of 13 to 35% of the tire cross-section height, and an inner piece of the divided case is between the main body case and the bead apex. The pneumatic tire according to claim 1, wherein the pneumatic tire is sandwiched between two. 本体ケース、分断ケースは、各一枚のプライからなり、かつ巻上げ部は、ローターンアップであることを特徴とする請求項1又は2記載の空気入りタイヤ。The pneumatic tire according to claim 1 or 2, wherein each of the main body case and the divided case is made of a single ply, and the winding portion is a low turn-up.
JP15862397A 1997-06-16 1997-06-16 Pneumatic tire Expired - Fee Related JP3670443B2 (en)

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KR100462210B1 (en) * 2000-06-30 2004-12-16 한국타이어 주식회사 Pneumatic Vehicle Tire improved durability
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