JP4079565B2 - Aircraft tire and manufacturing method thereof - Google Patents

Aircraft tire and manufacturing method thereof Download PDF

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Publication number
JP4079565B2
JP4079565B2 JP36740399A JP36740399A JP4079565B2 JP 4079565 B2 JP4079565 B2 JP 4079565B2 JP 36740399 A JP36740399 A JP 36740399A JP 36740399 A JP36740399 A JP 36740399A JP 4079565 B2 JP4079565 B2 JP 4079565B2
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Prior art keywords
bead
tire
cover rubber
cable
carcass layer
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JP2001180232A (en
Inventor
祐生 浜崎
崇 鵜木
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C35/00—Heating, cooling or curing, e.g. crosslinking or vulcanising; Apparatus therefor
    • B29C35/02—Heating or curing, e.g. crosslinking or vulcanizing during moulding, e.g. in a mould
    • B29C35/08—Heating or curing, e.g. crosslinking or vulcanizing during moulding, e.g. in a mould by wave energy or particle radiation
    • B29C35/0866—Heating or curing, e.g. crosslinking or vulcanizing during moulding, e.g. in a mould by wave energy or particle radiation using particle radiation
    • B29C2035/0877—Heating or curing, e.g. crosslinking or vulcanizing during moulding, e.g. in a mould by wave energy or particle radiation using particle radiation using electron radiation, e.g. beta-rays
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29L—INDEXING SCHEME ASSOCIATED WITH SUBCLASS B29C, RELATING TO PARTICULAR ARTICLES
    • B29L2030/00—Pneumatic or solid tyres or parts thereof
    • B29L2030/001—Beads
    • 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
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/04—Bead cores
    • B60C2015/044—Bead cores characterised by a wrapping layer

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  • Tires In General (AREA)
  • Heating, Cooling, Or Curing Plastics Or The Like In General (AREA)
  • Tyre Moulding (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は航空機用タイヤに関するもので、特に高内圧、高荷重で使用される航空機用タイヤに好適に利用できるものである。
【０００２】
【従来の技術】
従来の航空機用タイヤは軽量・高強度の要求が強く補強コードが有機繊維からなる複数のカーカスプライ構造とし、ビードワイヤーをストランドタイプ（四角断面形状）に比較して重量当たりの強度の高い、図８記載の断面が円形のケーブルビード１を左右一対使用している。さらに、従来の航空機用タイヤは図７に示す通り、一対の断面が円形のケーブルビード１の上でタイヤ半径方向外側にビードフィラー３を配置してなる。該円形のケーブルビード１とビードフィラー３を包み込むようにタイヤ内側から外側に巻き付けられた、少なくとも１層のターンナッププライ４と、タイヤ外側から内側に巻き付けられた、少なくとも１層のターンダウンプライ５からなるカーカス層を備えている。
【０００３】
上記のような、従来の航空機用タイヤではタイヤ加硫時の高温雰囲気における加硫ブラダーの押し付け圧（図７中のＢ→）と、タイヤ加硫時のリフト（タイヤが未加硫時の大きさから加硫後の大きさに膨らむこと。）によってターンナッププライ４が（図７中のＰ→の様に）引き上げられ、ケーブルビードが絞られるようにビードカバーゴム２のゴム流れ２ｂを生じ、ビードトウ部分のターンナッププライ４とケーブルビード１を分離するべく設けられたビードカバーゴム２の厚さが図７中薄肉化したビードトウ側のビードカバーゴムＳのように確保できないといった問題が有った。
【０００４】
さらに耐え難いことには、航空機用タイヤは図４のような著しい高荷重での使用に起因して、ターンナッププライ４とケーブルビード１との擦れ（以下フレッチングと称する。）を図４中の←Ｆ→のように生じ、ターンナッププライ４がケーブルビードに擦られて摩滅してしまい、ターンナッププライ４の強度低下が防止できなかった。
【０００５】
【発明が解決しようとする課題】
本発明の目的は、航空機タイヤのケーブルビード１の廻りに、ビードカバーゴム２の厚さを確保し、カーカスコードのフレッチングによる強度低下を防止することに有る。
【０００６】
【課題を解決するための手段】
本発明によれば、トレッド部の両側に連続するショルダー部から、タイヤ半径方向内側に延びる一対のサイドウオール部に連なって配置された、ビード部の構造が、ビードカバーゴムで全体を包み込んだ丸型断面を有する左右一対のケーブルビードと、該ケーブルビード廻りでタイヤ内側から外側に巻き付けられたカーカス層と、該カーカス層のタイヤ半径方向外側でタイヤ周方向に対して１０度から４５度、または０度の角度を有する複数のベルト層を備えた航空機用タイヤにおいて、前記ビードカバーゴムの少なくとも前記ケーブルビード側を電子線照射したことを特徴とする航空機用タイヤが提供される。それによって、前記ビードカバーゴムのケーブルビードワイヤー廻りの不必要なゴム流れが抑制されるとともに、ケーブルビードワイヤー間に食い込んでしまう量が少なくて済むのである。
【０００７】
さらに別な本発明によれば、前記カーカス層の補強コードがタイヤ周方向に対して７０度から９０度の角度を有するとともに、前記ケーブルビードをタイヤ内側から外側に巻き付けられた、少なくとも１層のターンナッププライと、タイヤ外側から内側に巻き付けられた、少なくとも１層のターンダウンプライからなる請求項１に記載の航空機用タイヤが提供される。それによって、カーカス層の剛性が高まり良好なカーカス層の耐久性能と操縦安定性能が享受できる。
【０００８】
さらに別な本発明によれば、前記ビードカバーゴムのビードトウ側の厚さをビードヒール側の厚さの１．５から５倍としたことを特徴とする航空機用タイヤが提供される。それによって、カーカス補強コードとビードワイヤー間の距離を大きく確保できるので前記フレッチング現象をさらに有効に防止できる。
【０００９】
さらに別な本発明によれば、前記ビードカバーゴムの前記ケーブルビード側とカーカス層側両者を電子線照射した航空機用タイヤが提供される。電子線による加硫の効果は微視的に見ると前記ビードカバーゴムの内部に大きい効果を表わすため、ビードカバーゴム表面のタック（未加硫ゴムのくっつきやすさ。）を低下させ難くく通常の熱加硫に比較してタック不足による、加硫時のタイヤの故障を生じ難い利点が有る。
【００１０】
また、本発明によれば、トレッド部の両側に連続するショルダー部から、タイヤ半径方向内側に延びる一対のサイドウオール部に連なって配置された、ビード部の構造が、ビードカバーゴムで全体を包み込んだ丸型断面を有する左右一対のケーブルビードと、該ケーブルビード廻りでタイヤ内側から外側に巻き付けられたカーカス層と、該カーカス層のタイヤ半径方向外側でタイヤ周方向に対して１０度から４５度、または０度の角度を有する複数のベルト層を備えた航空機用タイヤにおいて、前記ビードカバーゴムの少なくとも前記ケーブルビード側を加速電圧５００から１０００ｋＶ、照射線量２５から１００ｋＧｙで電子線照射した航空機用タイヤの製造方法が提供される。
【００１１】
【発明の実施の形態】
以下本発明の実施の形態を図を用いて説明するが、本発明の範囲はこれらの実施形態に限定されないことはもちろんである。図１のビードカバーゴム２のケーブルビード１側に図２および図３のように電子線照射をしてあるため、ビードカバーゴム２のケーブルビード１廻りの流動性が拘束され、タイヤ加硫時の高温雰囲気における加硫ブラダーの押し付け圧（図１中のＢ→）と、加硫時のリフトによってターンナッププライ４が（図１中のＰ→の様に）引き上げられ、ケーブルビード１が絞られるようにビードカバーゴム２に働いても、本来不必要なゴム流れを生じ難くなる。その結果、ビードトウ部分のビードカバーゴム２の厚さが確保できないといった問題が効率よく軽減される。
【００１２】
さらに、図４のような著しい高荷重での使用に起因してターンナッププライ４とケーブルビード１とのフレッチング（図４中の←Ｆ→）に対しても、ビードトウ部分のビードカバーゴム２の厚さが十分に確保できているため、ターンナッププライ４のフレッチングによる強度低下を有効に防止できる。
【００１３】
さらに、図５のように前記ビードカバーゴム２のビードトウ側の厚さをビードヒール側の厚さの１．５から５倍としたことによって、大幅にターンナッププライ４とケーブルビード１とを分離可能になり、ターンナッププライ４のフレッチングによる強度低下をより有効に防止できる。１．５倍未満ではフレッチングによる強度低下の防止が不十分であり、５倍超ではタイヤ重量が増加してしまい好ましくない。さらにエアー溜まりなどの故障を削減するには１．５倍〜３倍が好ましいし、徐々にビードカバーゴム２の厚さを変更することが好ましい。
【００１４】
さらに、図６のようにビードカバーゴム２の両側、すなわちケーブルビード側とターンナッププライ側に電子線を照射することで、さらに強固なビードカバーゴム２が確保できる。その際、加速電圧５００から１０００ｋＶ、照射線量２５から１００ｋＧｙとすることが望ましく、加速電圧５００ｋＶおよび照射線量２５ｋＧｙ未満ではビードカバーゴム２の流動性を押さえる効果が少なく、また１０００ｋＶおよび１００ｋＧｙ超では実際の加硫が進行してしまい、加硫故障を生じ易くなり好ましくない。
【００１５】
【実施例】
以下、本発明を実施例にもとづき説明する。未加硫ビードカバーゴムの厚さを２ｍｍ、ケーブルビードの構造は１本の芯線に４層のビードワイヤーを螺旋巻きした構造で、加速電圧７５０ｋＶ、照射線量５０ｋＧｙ照射として、タイヤサイズ５０×２０．０Ｒ２２ ２６ＰＲの航空機用タイヤを下表の通り、ビード側のみ電子線照射した実施例１とビード側とカーカス側両面に照射した実施例２を試作した。また、実施例３においては未加硫ビードカバーゴムの厚さを２ｍｍおよび部分的に４ｍｍとし両面に電子線を照射した。さらに、両側とも電子線照射しない従来例と、ビードカバーゴムのカーカス側のみ電子線照射した比較例１を、実施例と同様にして試作し、評価結果を表1に纏めた。
【表１】

Figure 0004079565
【００１６】
（ビードカバー加硫後ゴム厚さ）
タイヤ周上６ヶ所の径方向ビード部断面を取り、ビードトウ側のビードカバーゴム厚さの平均を取った。
【００１７】
（室内ドラム耐久性試験走行後のカーカスコード強度）
試験内圧１７７ｐｓｉ、試験荷重４５２００ＬＢＳ、ランディング走行（１８０から４０）ｍｐｈ×３５秒＋タクシー走行４０ｍｐｈ×９２秒を１サイクルとして、１５０サイクル終了後、タイヤ周上２ヶ所から注意深くビードトウ部のターンナップカーカスコード５本ずつを丁寧にはがし、１０本の破断強度を測定し平均を取り比較例を１００とした指数で表示した。表中数値が大きい方が残存強度が大きく、耐フレッチング性能が良好なことをしめしている。
【００１８】
以上説明した通り、ビードカバーゴム２の少なくとも前記ケーブルビード側を電子線照射することによって、不要なビードカバーゴム流れが有効に抑制され極めて過酷な室内ドラム耐久性試験走行後でも十分なカーカスコード残存強度が維持可能になる事が理解される。
【００１９】
【発明の効果】
本発明によれば、航空機タイヤのケーブルビード１の廻り、特にビードトウ側に、ビードカバーゴム２の厚さを十分に確保することが可能になり、ターンナッププライとケーブルビードのフレッチングによるターンナッププライの強度低下を有効に防止することができる。
【図面の簡単な説明】
【図１】本発明に係る航空機タイヤのビード部、部分径方向断面図である。
【図２】本発明に係るビードカバーゴム電子線照射方向の説明図である。
【図３】本発明に係るビードカバーゴムをケーブルビードに巻き付ける説明図である。
【図４】航空機タイヤのビード部のフレッチング（摩擦）説明図である。
【図５】本発明に係る他の航空機タイヤのビード部、部分径方向断面図である。
【図６】本発明に係る他のビードカバーゴム電子線照射方向の説明図である。
【図７】従来の航空機タイヤのビード部、部分径方向断面図である。
【図８】従来の航空機タイヤのビードワイヤー、部分径方向断面図である。
【符号の説明】
１ ケーブルビード
２ ビードカバーゴム
２ａ 厚肉化したビードカバーゴム
２ｂ ゴム流れを起こしたビードカバーゴム
３ ビードフィラーゴム
４ ターンナッププライ
５ ターンダウンプライ
６ サイドゴム
７ ビードトウ
８ ビードヒール
９ リム
Ｂ 加硫ブラダーの押し付け圧
Ｆ フレッチング（擦れ）発生部
Ｇ ビードトウ側のビードカバーゴムの厚さ
Ｐ カーカスターンナッププライの引き上げ力
Ｓ 薄肉化したビードトウ側のビードカバーゴム
Ｘ 電子線[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an aircraft tire, and can be suitably used particularly for an aircraft tire used at high internal pressure and high load.
[0002]
[Prior art]
Conventional aircraft tires have a demand for light weight and high strength, and have a multi-carcass ply structure with reinforcement cords made of organic fibers. The bead wire has a higher strength per weight than a strand type (square cross-sectional shape). A pair of left and right cable beads 1 having a circular cross section described in 8 are used. Further, as shown in FIG. 7, a conventional aircraft tire is formed by arranging a bead filler 3 on the outer side in the tire radial direction on a pair of circular cable beads 1. At least one turnup ply 4 wound from the inside of the tire so as to wrap the circular cable bead 1 and the bead filler 3, and at least one turndown ply 5 wound from the outside of the tire to the inside. A carcass layer is provided.
[0003]
In the conventional aircraft tire as described above, the pressure of the vulcanization bladder (B → in FIG. 7) in a high temperature atmosphere at the time of tire vulcanization and the lift at the time of tire vulcanization (the size when the tire is unvulcanized) Then, the turn-up ply 4 is pulled up (as indicated by P → in FIG. 7) to generate a rubber flow 2b of the bead cover rubber 2 so that the cable bead is squeezed. There is a problem that the bead cover rubber 2 provided to separate the turn-up ply 4 and the cable bead 1 in the bead toe portion cannot be secured like the bead toe side bead cover rubber S in FIG. It was.
[0004]
Further unbearable, aircraft tires are rubbed between the turn-up ply 4 and the cable bead 1 (hereinafter referred to as fretting) due to the use at a significantly high load as shown in FIG. As a result of F →, the turn-up ply 4 was rubbed and worn by the cable beads, and the strength reduction of the turn-up ply 4 could not be prevented.
[0005]
[Problems to be solved by the invention]
An object of the present invention is to secure the thickness of the bead cover rubber 2 around the cable bead 1 of an aircraft tire and to prevent a decrease in strength due to fretting of the carcass cord.
[0006]
[Means for Solving the Problems]
According to the present invention, the structure of the bead portion arranged continuously from the shoulder portion continuous on both sides of the tread portion to the pair of side wall portions extending inward in the radial direction of the tire is a circle in which the whole is wrapped with the bead cover rubber. A pair of left and right cable beads having a mold cross section, a carcass layer wound around the cable bead from the inside to the outside of the tire, and 10 to 45 degrees with respect to the tire circumferential direction on the outer side in the tire radial direction of the carcass layer, or An aircraft tire provided with a plurality of belt layers having an angle of 0 degrees, wherein an aircraft tire is provided in which at least the cable bead side of the bead cover rubber is irradiated with an electron beam. Thereby, unnecessary rubber flow around the cable bead wire of the bead cover rubber is suppressed, and the amount of biting between the cable bead wires can be reduced.
[0007]
According to still another aspect of the present invention, the reinforcing cord of the carcass layer has an angle of 70 to 90 degrees with respect to the tire circumferential direction, and at least one layer of the cable bead is wound from the inside to the outside of the tire. The aircraft tire according to claim 1, comprising a turn-up ply and at least one turn-down ply wound from the outside to the inside of the tire. As a result, the rigidity of the carcass layer is increased and the durability and steering stability performance of the carcass layer can be enjoyed.
[0008]
According to still another aspect of the present invention, there is provided an aircraft tire characterized in that the bead toe side thickness of the bead cover rubber is 1.5 to 5 times the thickness of the bead heel side. As a result, a large distance between the carcass reinforcing cord and the bead wire can be secured, so that the fretting phenomenon can be more effectively prevented.
[0009]
According to still another aspect of the present invention, there is provided an aircraft tire in which both the cable bead side and the carcass layer side of the bead cover rubber are irradiated with an electron beam. Microscopically, the effect of vulcanization with an electron beam shows a large effect inside the bead cover rubber, so that it is difficult to reduce the tack on the surface of the bead cover rubber (ease of sticking to unvulcanized rubber). Compared to thermal vulcanization, there is an advantage that a tire failure during vulcanization hardly occurs due to insufficient tack.
[0010]
Further, according to the present invention, the structure of the bead portion arranged continuously from the shoulder portion continuous on both sides of the tread portion to the pair of side wall portions extending inward in the tire radial direction wraps the whole with the bead cover rubber. A pair of left and right cable beads having an oval cross section, a carcass layer wound around the cable bead from the inside to the outside of the tire, and 10 degrees to 45 degrees with respect to the tire circumferential direction on the outer side in the tire radial direction of the carcass layer Or an aircraft tire provided with a plurality of belt layers having an angle of 0 degrees, wherein at least the cable bead side of the bead cover rubber is irradiated with an electron beam at an acceleration voltage of 500 to 1000 kV and an irradiation dose of 25 to 100 kGy. A manufacturing method is provided.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings, but the scope of the present invention is of course not limited to these embodiments. Since the bead cover rubber 2 shown in FIG. 1 is irradiated with the electron beam on the side of the cable bead 1 as shown in FIGS. 2 and 3, the fluidity of the bead cover rubber 2 around the cable bead 1 is restricted, and the tire is vulcanized. The turn-up ply 4 is pulled up (as indicated by P → in FIG. 1) by the pressing pressure (B → in FIG. 1) of the vulcanization bladder in a high temperature atmosphere and the lift during vulcanization, and the cable bead 1 is squeezed. Even if it works on the bead cover rubber 2 as described above, it is difficult to produce an unnecessary rubber flow. As a result, the problem that the thickness of the bead cover rubber 2 in the bead toe portion cannot be ensured is efficiently reduced.
[0012]
Further, the fretting (← F → in FIG. 4) between the turn-up ply 4 and the cable bead 1 due to the use at a significantly high load as shown in FIG. Since the thickness is sufficiently secured, it is possible to effectively prevent a decrease in strength due to fretting of the turn-up ply 4.
[0013]
Further, the thickness of the bead toe side of the bead cover rubber 2 is 1.5 to 5 times the thickness of the bead heel side as shown in FIG. 5, so that the turn-up ply 4 and the cable bead 1 can be largely separated. Thus, strength reduction due to fretting of the turn-up ply 4 can be more effectively prevented. If it is less than 1.5 times, the prevention of strength reduction due to fretting is insufficient, and if it exceeds 5 times, the tire weight increases, which is not preferable. Further, 1.5 times to 3 times is preferable to reduce failures such as air accumulation, and it is preferable to gradually change the thickness of the bead cover rubber 2.
[0014]
Furthermore, as shown in FIG. 6, a stronger bead cover rubber 2 can be secured by irradiating the electron beam on both sides of the bead cover rubber 2, that is, the cable bead side and the turn-up ply side. At that time, it is desirable that the acceleration voltage is 500 to 1000 kV and the irradiation dose is 25 to 100 kGy. If the acceleration voltage is less than 500 kV and the irradiation dose is less than 25 kGy, the effect of suppressing the fluidity of the bead cover rubber 2 is small, and more than 1000 kV and 100 kGy Since vulcanization proceeds, vulcanization failure tends to occur, which is not preferable.
[0015]
【Example】
Hereinafter, the present invention will be described based on examples. The unvulcanized bead cover rubber has a thickness of 2 mm, and the cable bead has a structure in which one core wire is spirally wound with four layers of bead wires. The acceleration voltage is 750 kV, the irradiation dose is 50 kGy, and the tire size is 50 × 20. As shown in the table below, Example 1 in which 0R22 26PR aircraft tires were irradiated with an electron beam only on the bead side and Example 2 in which both the bead side and the carcass side were irradiated were prototyped. In Example 3, the thickness of the unvulcanized bead cover rubber was 2 mm and partially 4 mm, and both surfaces were irradiated with electron beams. Furthermore, a conventional example in which both sides are not irradiated with an electron beam and a comparative example 1 in which only the carcass side of the bead cover rubber is irradiated with an electron beam were made in the same manner as in the example, and the evaluation results are summarized in Table 1.
[Table 1]
Figure 0004079565
[0016]
(Rubber thickness after bead cover vulcanization)
The cross sections of the radial bead portions at six locations on the tire circumference were taken, and the average bead cover rubber thickness on the bead toe side was taken.
[0017]
(Carcass cord strength after running indoor drum durability test)
Test internal pressure 177 psi, test load 45200LBS, landing travel (180 to 40) mph x 35 seconds + taxi travel 40 mph x 92 seconds as one cycle, after 150 cycles, carefully turn-up carcass cords at the bead toe part from two locations on the tire circumference Each of the 5 pieces was carefully peeled off, and the breaking strength of 10 pieces was measured and averaged and displayed as an index with a comparative example of 100. A larger value in the table indicates a higher residual strength and better fretting resistance.
[0018]
As described above, by irradiating at least the cable bead side of the bead cover rubber 2 with an electron beam, unnecessary flow of the bead cover rubber is effectively suppressed, and sufficient carcass cord remains even after the extremely severe indoor drum durability test run. It is understood that the strength can be maintained.
[0019]
【The invention's effect】
According to the present invention, a sufficient thickness of the bead cover rubber 2 can be secured around the cable bead 1 of the aircraft tire, particularly on the bead toe side, and the turn-up ply by the fretting of the turn-up ply and the cable bead. It is possible to effectively prevent a decrease in strength.
[Brief description of the drawings]
FIG. 1 is a sectional view in the radial direction of a bead portion of an aircraft tire according to the present invention.
FIG. 2 is an explanatory view of a bead cover rubber electron beam irradiation direction according to the present invention.
FIG. 3 is an explanatory view of winding a bead cover rubber according to the present invention around a cable bead.
FIG. 4 is an explanatory diagram of fretting (friction) of a bead portion of an aircraft tire.
FIG. 5 is a sectional view in the radial direction of a bead portion of another aircraft tire according to the present invention.
FIG. 6 is an explanatory view of another bead cover rubber electron beam irradiation direction according to the present invention.
FIG. 7 is a sectional view in the radial direction of a bead portion of a conventional aircraft tire.
FIG. 8 is a sectional view in the radial direction of a conventional bead wire of an aircraft tire.
[Explanation of symbols]
1 Cable bead 2 Bead cover rubber 2a Thickened bead cover rubber 2b Bead cover rubber that caused rubber flow 3 Bead filler rubber 4 Turn-up ply 5 Turn-down ply 6 Side rubber 7 Bead toe 8 Bead heel 9 Rim B Pressing of vulcanizing bladder Pressure F Fretting (rubbing) generation part G Bead toe side bead cover rubber thickness P Carcass turn-up ply pulling force S Thinned bead toe side bead cover rubber X Electron beam

Claims (5)

トレッド部の両側に連続するショルダー部から、タイヤ半径方向内側に延びる一対のサイドウオール部に連なって配置された、ビード部の構造が、ビードカバーゴムで全体を包み込んだ丸型断面を有する左右一対のケーブルビードと、該ケーブルビード廻りでタイヤ内側から外側に巻き付けられたカーカス層と、該カーカス層のタイヤ半径方向外側でタイヤ周方向に対して１０度から４５度、または０度の角度を有する複数のベルト層を備えた航空機用タイヤにおいて、前記ビードカバーゴムの少なくとも前記ケーブルビード側を電子線照射したことを特徴とする航空機用タイヤ。A pair of left and right having a round cross-section in which the structure of the bead portion is surrounded by a bead cover rubber and is connected to a pair of side wall portions extending inward in the tire radial direction from a shoulder portion continuous on both sides of the tread portion. A cable bead, a carcass layer wound around the cable bead from the inside to the outside of the tire, and an angle of 10 to 45 degrees or 0 degrees with respect to the tire circumferential direction on the outer side in the tire radial direction of the carcass layer An aircraft tire including a plurality of belt layers, wherein at least the cable bead side of the bead cover rubber is irradiated with an electron beam. 前記カーカス層の補強コードがタイヤ周方向に対して７０度から９０度の角度を有するとともに、前記ケーブルビードをタイヤ内側から外側に巻き付けられた、少なくとも１層のターンナッププライと、タイヤ外側から内側に巻き付けられた、少なくとも１層のターンダウンプライからなる請求項１に記載の航空機用タイヤ。The carcass layer reinforcing cord has an angle of 70 to 90 degrees with respect to the tire circumferential direction, and at least one turnup ply in which the cable bead is wound from the tire inner side to the outer side, and the tire outer side to the inner side The aircraft tire according to claim 1, comprising at least one turn-down ply wound around. 前記ビードカバーゴムのビードトウ側の厚さをビードヒール側の厚さの１．５から５倍としたことを特徴とする請求項１または２に記載の航空機用タイヤ。The aircraft tire according to claim 1 or 2, wherein the bead toe side thickness of the bead cover rubber is 1.5 to 5 times the thickness of the bead heel side. 前記ビードカバーゴムの前記ケーブルビード側とカーカス層側両者を電子線照射したことを特徴とする請求項１から３のいずれか１項に記載の航空機用タイヤ。The aircraft tire according to any one of claims 1 to 3, wherein both the cable bead side and the carcass layer side of the bead cover rubber are irradiated with an electron beam. トレッド部の両側に連続するショルダー部から、タイヤ半径方向内側に延びる一対のサイドウオール部に連なって配置された、ビード部の構造が、ビードカバーゴムで全体を包み込んだ丸型断面を有する左右一対のケーブルビードと、該ケーブルビード廻りでタイヤ内側から外側に巻き付けられたカーカス層と、該カーカス層のタイヤ半径方向外側でタイヤ周方向に対して１０度から４５度、または０度の角度を有する複数のベルト層を備えた航空機用タイヤにおいて、前記ビードカバーゴムの少なくとも前記ケーブルビード側を加速電圧５００から１０００ｋＶ、照射線量２５から１００ｋＧｙで電子線照射したことを特徴とする航空機用タイヤの製造方法。A pair of left and right having a round cross-section in which the structure of the bead portion is surrounded by a bead cover rubber and is connected to a pair of side wall portions extending inward in the tire radial direction from a shoulder portion continuous on both sides of the tread portion. A cable bead, a carcass layer wound around the cable bead from the inside to the outside of the tire, and an angle of 10 to 45 degrees or 0 degrees with respect to the tire circumferential direction on the outer side in the tire radial direction of the carcass layer An aircraft tire having a plurality of belt layers, wherein at least the cable bead side of the bead cover rubber is irradiated with an electron beam at an acceleration voltage of 500 to 1000 kV and an irradiation dose of 25 to 100 kGy. .
JP36740399A 1999-12-24 1999-12-24 Aircraft tire and manufacturing method thereof Expired - Fee Related JP4079565B2 (en)

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