JP4603788B2 - Pneumatic radial tire - Google Patents

Description

  The present invention is a pneumatic radial that is suitable for trucks, buses, etc., and prevents the development of cracks from the end of the main cord reinforcing layer such as a carcass ply or a belt layer, and has improved durability. It relates to tires.

Heavy duty radial tires for trucks and buses that are used multiple times as tires for correction after tread wear. There is a problem that cracks are generated from the parts where stress is likely to concentrate when traveling on the road surface, which tends to become the core of separation.
This is because the carcass ply rewinding end portion of the bead portion exerts a force in the direction in which the carcass ply is pulled out during internal pressure filling, while the bead portion is bent during load rolling, so that repeated pulling and compression in the tire radial direction are performed. When deformation occurs, the rubber is cracked due to the rigidity step between the winding end of the carcass ply and the surrounding rubber, and also at the belt layer end due to deformation during internal pressure filling and load rolling. This is because the rubber is cracked due to the difference in rigidity between the rubber and the rubber.

For this reason, for example, as described in Japanese Patent Application Laid-Open No. 50-132604, a reinforcing layer in which a reinforcing element is covered with rubber is provided adjacent to a width direction end portion of a belt layer or a rewinding end portion of a carcass ply. In addition, a technique for alleviating stress concentration generated at the end of the belt layer in the width direction has been proposed.
However, even in a tire having such a configuration, stress concentration occurs at the end of the reinforcing layer itself and cracks occur in the rubber, and stress concentration occurs between the reinforcing layer and the belt layer or the carcass ply, causing cracks there. Still occurred and became the core of separation.
Japanese Patent Laid-Open No. 50-1326043

  The object of the present invention is to solve such problems of the prior art, and the object of the invention is to reinforce the width direction end portion of the belt layer and the winding end portion of the carcass ply. If the element is provided with a rubber-coated reinforcing layer adjacent to it, the reinforcing layer itself is prevented from causing stress concentration, or cracks occur at the end of the belt layer or the end of the carcass ply. It is an object of the present invention to provide a pneumatic radial tire that effectively suppresses the progress, further extends the life of the tire, and at the same time sufficiently allows multiple corrections.

The pneumatic radial tire according to the present invention includes one or more carcass plies arranged in parallel with cutting cords, the side portions of which are wound around the bead core and disposed on the toroid, and the outer periphery of the crown portion of the carcass ply. On the side, two or more belt layers, which are also arranged in parallel with the cut cords, are arranged, and as the main cord reinforcing layer , at least one of the carcass ply and two or more belt layers one, or in adjacent to the at least one layer of cord cut end portion, the auxiliary reinforcing layer, so Seridasa a widthwise end of this auxiliary reinforcing layer outward in the width direction or radially outward to the coding cut end disposed, the auxiliary reinforcing layer of that, the surface facing the main cord reinforcing layer, formed by providing a plurality of projections spaced in the tire circumferential direction.

According to this, the occurrence of a crack from the width direction end of the belt layer or the carcass ply rewind end causes the rigidity step between each end and the surrounding rubber to protrude from the cord cut end of the main cord reinforcing layer. The presence of the auxiliary reinforcing layer disposed in the middle can be mitigated and suppressed, and the crack that has occurred is propagated along the belt layer cord or the carcass ply cord. By blocking the progress of cracks by the projected protrusions, it can be effectively suppressed.
As a result, the life of the tire can be further increased, and the durability of the base tire, which is a part that is repeatedly used for tire correction, can be increased.

Preferably, as described in claim 2, the distance in the thickness direction of the main cord reinforcing layer between the main cord reinforcing layer and the tip of the protrusion of the auxiliary reinforcing layer is set to 1 mm or less.
According to this, by making the distance between the tip of the projection and the side surface of the cord cut end portion of the main cord reinforcement layer sufficiently close, the projection is reliably interposed in the crack propagation path as described above, and the crack This makes it possible to make the progress suppression effect more effective. In other words, if this distance is greater than 1 mm, the effect of suppressing crack growth is reduced.

Preferably, as described in claim 3, the auxiliary reinforcing layer is made of a brass plate, a brass-plated iron plate, or a brass-plated steel plate.
According to this, it is possible to increase the adhesion between the auxiliary reinforcing layer and the rubber and prevent the occurrence of cracks between the auxiliary reinforcing layer and the rubber. Here, the steel plate includes a stainless steel plate and the like.

More preferably, as described in claim 4, the height of the protrusion of the auxiliary reinforcing layer is set to 0.1 mm or more.
According to this, since the projection area of the protrusion interposed in the crack propagation path can be increased in the plane perpendicular to the propagation path, the detouring of the crack to the protrusion can be effectively prevented, so that the crack progress is prevented. It can prevent more effectively.

More preferably, as described in claim 5, the auxiliary reinforcing layer is formed by press working.
According to this, it is possible to more easily manufacture a pneumatic radial tire that can form the auxiliary reinforcing layer by a simpler process and can prevent crack generation and progress from the main cord reinforcing layer. it can.

Here, as described in claim 6, the auxiliary reinforcing layer may be arranged in a flat plate shape along the main cord reinforcing layer, or as described in claim 7, the cord cutting of the main cord reinforcing layer may be performed. It is also possible to arrange the end portion so as to wrap around its entire circumference.
Further, as described in claim 8, a circumferential continuous structure or a divided structure may be employed.

Further, the heavy duty radial tire according to the present invention, as described in claim 9, arranges the one or more carcass plies arranged in parallel with the cutting cord around the bead core in a toroidal manner. In addition, two or more belt layers that are also arranged in parallel with the cutting cord are arranged on the outer peripheral side of the crown portion of the carcass ply, and one piece of the carcass ply as a main cord reinforcing layer above above and second belt layer layer, at least one, or, in at least one layer of cord cut end portion, the auxiliary reinforcing layer of the reinforcing cord of smaller diameter than the cutting cord, the main cord reinforcing layer, parallel arrangement It is also possible to make a configuration in which each of the plurality of cords is deviated for every one or several cords and passed in a wavy manner.

  At the bead portion of the tire, as shown in a partially enlarged sectional view of the bead portion in FIG. 20, the shear strain E is concentrated along the rewinding end portion of the carcass ply 52 due to the push-up from the rim flange 51 during load rolling. Further, at the belt layer end, as shown in a schematic perspective view in which a part of the tire is broken and removed, an interlayer shear strain F is caused by anisotropy between adjacent belt layers 53 and 54 as shown in FIG. And shear strain along each reinforcing element occurs. When shear strain along the reinforcing element is generated in this way, the auxiliary reinforcing layer is simply disposed adjacent to the cord cutting end of each main cord reinforcing layer, resulting from the rigidity step of the main cord reinforcing layer. Even if the generation of cracks can be suppressed, as shown in FIG. 22, a new shear strain G is generated between the reinforcing element 55 of the auxiliary reinforcing layer and the reinforcing element 56 of the main cord reinforcing layer, and cracks are generated therefrom. As a result, there is a problem that cracks propagate along the reinforcing elements of the main cord reinforcing layer.

  In the tire according to claim 9, paying attention to suppressing shear strain generated between the auxiliary reinforcing layer and the main cord reinforcing layer, the auxiliary reinforcing layer is arranged in parallel with the cord cut end portion of the main cord reinforcing layer. Auxiliary reinforcement layer is formed by enlarging the area facing the auxiliary reinforcement layer and the main cord reinforcement layer as much as possible by diving and passing each of a plurality of arranged cords in a wave shape Since the shearing strain can be effectively dispersed and suppressed by increasing the binding force between the main cord reinforcing layer and the main cord reinforcing layer, a crack is generated from the rubber between the auxiliary reinforcing layer and the main cord reinforcing layer. This can be prevented. In addition, by making the reinforcing cord of the auxiliary reinforcing layer thinner than the cord of the main cord reinforcing layer, cracking of the end of the auxiliary reinforcing layer itself is suppressed, and the auxiliary reinforcing layer is used as the main cord reinforcing layer. On the other hand, it can be more easily provided in a wave shape.

Here, preferably, as described in claim 10, the reinforcing cord of the auxiliary reinforcing layer is a monofilament cord.
According to this, it is possible to further easily provide the auxiliary reinforcing layer in a wave shape with respect to the main cord reinforcing layer with ease of deformation of the monofilament cord.
In addition, since the initial elongation of the monofilament cord is smaller than that of a normal twisted cord, the binding force of the auxiliary reinforcing layer to the main cord reinforcing layer is further increased, and the shear strain is more effectively dispersed and suppressed. The crack suppressing effect can be further enhanced.

Preferably, the reinforcing cord of the auxiliary reinforcing layer is an organic fiber cord.
According to this, due to the low bending rigidity of the organic fiber cord, it is easier to place the auxiliary reinforcing layer in a wavy manner at the end of the cut cord of the main cord reinforcing layer as described above. It can be.

Alternatively, as described in claim 12, the reinforcing cord of the auxiliary reinforcing layer is a brass monofilament cord or a steel monofilament cord plated with brass.
According to this, by increasing the adhesion between the auxiliary reinforcing layer and the rubber, it is possible to prevent the occurrence of cracks between the auxiliary reinforcing layer and the rubber, and the reinforcing cord is made of brass or steel. Because it can be made sufficiently strong with a narrow diameter compared to other material cords, it is easier to arrange the auxiliary reinforcing layer in a wave shape with respect to the main cord reinforcing layer. Can do.

More preferably, as described in claim 13, the auxiliary reinforcing layer is a biaxial woven fabric of reinforcing cords.
If the auxiliary reinforcing layer is arranged in parallel in one direction, when the force acts in a direction different from the extending direction of the reinforcing cord, additional shearing of the reinforcing layer itself called coupling deformation is performed. Such a coupling can be obtained by forming the auxiliary reinforcing layer as a biaxial woven fabric of the reinforcing cord, whereas deformation causes an increase in the shear strain between the main cord reinforcing layer and the auxiliary reinforcing layer. An increase in shear strain between the main cord reinforcing layer and the auxiliary reinforcing layer due to the deformation can be suppressed.

Further, in the heavy duty radial tire according to the present invention, as described in claim 14, one or more carcass plies arranged in parallel with cut cords are wound around a bead core and arranged in a toroidal manner. In addition, two or more belt layers that are also arranged in parallel with the cutting cord are arranged on the outer peripheral side of the crown portion of the carcass ply, and one piece of the carcass ply as a main cord reinforcing layer above and two or more belt layers, at least one, or, in a form enclosing the at least one layer of cord cut end portion may be composed by arranging the auxiliary reinforcing layer made of a brass plate.

Metal cords such as steel cords and organic fiber cords such as nylon and rayon are widely used as the cords for the main cord reinforcement layer and the auxiliary reinforcement layer, but these cords have good adhesion to rubber. Therefore, the surface is subjected to a brass plating process or a dipping process. However, at the cord cut ends of the main cord reinforcing layer and the auxiliary reinforcing layer, the material of those cords is exposed in the rubber by cutting, and the adhesiveness with the rubber is deteriorated, which may become the core of crack generation. .
For this reason, in the tire according to the fourteenth aspect, the cord cut end of the main cord reinforcing layer is covered with a brass plate, thereby preventing the occurrence of cracks in the cord cut end. For example, when the auxiliary reinforcing layer is formed by arranging reinforcing cords in parallel, the cut ends of the reinforcing cords may cause new cracks due to poor adhesion to rubber. In this case, the auxiliary reinforcing layer is made of a brass plate, and the auxiliary reinforcing layer itself has good adhesion to rubber, thereby preventing cracks from the auxiliary reinforcing layer.

More preferably, as described in claim 15, the auxiliary reinforcing layer has a circumferentially divided structure, or, as described in claim 16, the brass plate constituting the auxiliary reinforcing layer is arranged in the meridian direction of the tire. A plurality of slits are provided to extend.
The cord cut end of the carcass ply or belt layer undergoes tensile deformation or bending deformation in the tire circumferential direction when the tire rolls. The problem that occurs occurs.
On the other hand, when the brass plate is divided and disposed, the portion of the brass plate that is not provided is positively deformed, thereby reducing the stress of the brass plate and preventing cracks due to fatigue failure of the brass plate. . Alternatively, if a brass plate is provided with a plurality of slits extending in the tire meridian direction, the portion where the slit is provided is positively deformed, and the stress of the portion where the brass plate is not provided is lowered to reduce the brass. Cracks due to fatigue failure of the plate can be prevented. As a result, the durability of the auxiliary reinforcing layer made of a brass plate can be enhanced even under severe use conditions such as heavy loads.

More preferably, as described in claim 17, the thickness of the brass plate constituting the auxiliary reinforcing layer is 0.3 mm or less.
As described above, since the brass plate is bent and deformed by rolling of the tire, if the rigidity of the brass plate is too high, the brass plate itself is easily broken due to fatigue failure. Further, since the brass plate has extremely high rigidity compared to rubber, a sufficient reinforcing effect can be obtained even as a thin plate. For this reason, the thickness of the brass plate constituting the auxiliary reinforcement layer is set to 0.3 mm or less, the rigidity of the brass plate is intentionally lowered, the deformation is allowed, the stress is lowered, and the brass plate is prevented from cracking due to fatigue failure. be able to.
If the thickness of the brass plate is greater than 0.3 mm, the rigidity of the brass plate becomes too high, and the auxiliary reinforcing layer made of the brass plate is likely to be fatigued.

As is clear from the above description, according to the pneumatic radial of the present invention, it is possible to further suppress the generation of the cracks or the progress from the cut end and the auxiliary reinforcing layer end of the main cord reinforcing layer and those layers. The life of tires can be increased.
Note that the present invention not only prevents the occurrence of cracks at the cut ends of the main cord reinforcing layer of the carcass ply and the belt layer, but also cracks at the cut ends of the bead reinforcement layer (chafer, etc.) that reinforces the bead portion. It can also be applied to prevention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a cross-sectional view in the width direction of a tread portion showing an embodiment of the present invention with respect to a half portion of a tire in which a tire is mounted on an applicable rim and filled with a prescribed air pressure. In the figure, reference numeral 1 denotes a carcass ply in which cutting cords are arranged in parallel.

Here, four belt layers 3, 4, 5, 6 are arranged on the outer peripheral side of the crown portion of the carcass ply 1, which extends in a toroidal shape between the bead cores 2 and whose side portions are wound around the bead cores 2. In addition, the tread rubber 7 is disposed on the outer peripheral side of the belt layer 6. Further, a chafer 8 is provided around the carcass ply 1 around the bead core 2.
An auxiliary reinforcing layer 9 is provided as a main cord reinforcing layer so as to wrap the cord cut end portion of the belt layer 5 over the entire circumference thereof, and a surface of the auxiliary reinforcing layer 9 facing the belt layer 5 is provided on the tire circumference. A plurality of protrusions 10 spaced in the direction are provided.

FIG. 2 is a schematic cross-sectional view showing another arrangement mode of the auxiliary reinforcing layer.
In FIG. 1, the auxiliary reinforcing layer 9 is disposed so as to wrap the cord cut end portion of the belt layer 5, but here, the auxiliary reinforcing layer 9 is formed in a flat plate shape along the belt layer 5 which is the main cord reinforcing layer. In addition, a protrusion 10 that is arranged in a form adjacent to the inner peripheral side of the belt layer 5 and that continues to the side surface of the belt layer 5 of the auxiliary reinforcing layer 9 is provided in the tire circumferential direction.
FIG. 3 is a view showing an arrangement of the auxiliary reinforcing layer in the tire circumferential direction.
As shown in FIG. 3 (a), the auxiliary reinforcing layer 9 can be an annular one that is continuous in the tire circumferential direction. However, as shown in FIG. It can also be divided in the direction. According to the latter, the part where the auxiliary reinforcing layer is not provided is positively deformed, the strain generated in the auxiliary reinforcing layer itself is lowered, and the auxiliary reinforcing layer itself is subject to fatigue failure under heavy load severe conditions. Can be prevented.

FIG. 4 is a schematic cross-sectional view for explaining the crack preventing function of the auxiliary reinforcing layer.
As shown in FIG. 4 (b), when the cord cut end A of the belt layer is wrapped by the reinforcing layer 9d having no protrusion, the crack generated therefrom is in the direction of the arrow toward the inside in the tire width direction. To progress. As shown in FIG. 4A, the auxiliary reinforcing layer 9 having the protrusions 10 is arranged so as to wrap the cord cutting end A, and the protrusions 10 are interposed in the crack propagation path, thereby projecting the progress of the cracks. 10 can be prevented by blocking. Here, the distance h in the radial direction of the tire between the protrusion 10 and the reinforcing cord of the belt layer 5 is preferably within 1 mm.

FIG. 5 is a schematic diagram showing a specific form when the auxiliary reinforcing layer is disposed in a flat plate shape along the main cord reinforcing layer.
The auxiliary reinforcing layer is composed of a plate-like brass plate having a thickness of 0.08 mm, one side of the brass plate is cut and processed, the bent part is bent as shown, and the height is 0.4 mm. A claw having a width of 2 mm can be formed and used as a protrusion. The distance between adjacent claws is 0.4 mm, and the distance h in the thickness direction of the belt layer 5 from the tip of the protrusion 10a of the auxiliary reinforcing layer 9 is 0.2 mm.

FIG. 6 is a schematic view showing another form in the case where the auxiliary reinforcing layer is disposed so as to wrap around the cord cut end.
Here, the auxiliary reinforcing layer is constituted by a flat brass plate having a thickness of 0.08 mm, both sides of the brass plate are cut and processed, the cut and raised portions are bent as shown in the figure, and the height is 0. A pawl having a width of 4 mm and a width of 2 mm is formed, and this is formed into two rows of protrusions. The distance between adjacent claws in the row is 0.4 mm, the distance h in the thickness direction of the belt layer 5 from the tip of the protrusion 10a of the auxiliary reinforcing layer 9 is 0.2 mm, and the cord cut end of the belt layer 5 is wrapped. It arranges in.

FIG. 7 is a schematic view showing still another form in the case where the auxiliary reinforcing layer is disposed so as to wrap the cord cut end. FIG. 7A is a perspective view, and FIG. 7B is a plan view.
The auxiliary reinforcing layer is composed of a flat brass plate with a plate thickness of 0.08 mm, and both sides of the brass plate are pressed into a quadrangular pyramid shape, with a height of 0.5 mm, a width of 1 mm, and a length of 1 mm. The distance between adjacent protrusions is 3 mm, the distance h in the thickness direction of the belt layer 5 from the tip of the protrusion 10b of the auxiliary reinforcing layer 9 is 0.5 mm, and the cord cut end of the belt layer 5 is wrapped. It arrange | positions as follows.

FIG. 8 is a schematic diagram showing still another form of the auxiliary reinforcing layer. FIG. 8A is a perspective view, and FIG. 8B is a plan view.
The auxiliary reinforcing layer is composed of a flat brass plate with a thickness of 0.08 mm, and both sides of the brass plate are punched into a cylindrical shape with a diameter of 0.5 mm to form a projection with a height of 0.5 mm, The distance between adjacent protrusions is set to 2 mm, and the distance h in the thickness direction of the belt layer 5 from the tip of the protrusion 10c of the auxiliary reinforcing layer 9 is set to 0.6 mm so that the cord cut end of the belt layer 5 is wrapped.

FIG. 9 is a cross-sectional view in the width direction of the tread portion showing another embodiment of the present invention for a tire in which a tire is mounted on an applicable rim and filled with a specified air pressure. In the figure, 11 indicates a carcass ply in which cutting cords are arranged in parallel.
Here, four belt layers 13, 14, 15, and 16 are disposed on the outer peripheral side of the carcass ply 11 that extends in a toroidal shape between the bead cores 12 and the side portions are wound around the bead cores 12, and A tread rubber 17 is disposed on the outer peripheral side of the belt layer 16.
A plurality of auxiliary reinforcing layers 18 and 19 made of reinforcing cords having a diameter smaller than that of the cords are arranged in parallel at the cord cutting end portions of the carcass ply 11 and the belt layer 15 as the main cord reinforcing layers. By detouring every one or several cords, the cords are passed in a wavy manner.
Compared with the tire shown in FIG. 1, the difference is that the auxiliary reinforcing layers 18 and 19 are arranged in a wave shape with respect to the cord of the main cord reinforcing layer.

FIG. 10 is a schematic view showing an arrangement of the auxiliary reinforcing layer on the main cord reinforcing layer.
FIG. 10A is a cross-sectional view in a plane orthogonal to the reinforcing cord at the winding end portion of the carcass ply 11, and FIG. 10B is a view of the auxiliary reinforcing layer 18 as viewed from the side of the tire. As shown in FIG. 10 (b), the auxiliary reinforcing layer 18 is bent for each reinforcing cord made of a steel cord of the carcass ply 11, and passes through the auxiliary reinforcing layer made of a nylon monofilament biaxial fabric in a wave shape. Then, as shown in FIG.

  FIG. 10C is a cross-sectional view in a plane orthogonal to the reinforcing cord of the carcass ply 11, and FIG. 10D is a view of the auxiliary reinforcing layer 18 as seen from the side of the tire. Here, as shown in FIG. 10 (d), the auxiliary reinforcing layer 18 is bent every two steel cord reinforcing cords of the carcass ply 11, and passes through the auxiliary reinforcing layer made of a brass monofilament biaxial fabric in a wavy shape. Then, as shown in FIG.

  FIG. 10E is a cross-sectional view in a plane orthogonal to the reinforcing cord at the end portion of the belt layer 15, and FIG. 10F is a view of the auxiliary reinforcing layer 19 as seen from the side surface of the tire. Here, as shown in FIG. 10 (f), the auxiliary reinforcing layer 19 is formed by detouring each reinforcing cord made of a steel cord of the belt layer 15, so that the auxiliary reinforcing layer made of a nylon monofilament biaxial woven fabric is used. As shown in FIG. 10 (e), they are arranged in a wave shape.

FIG. 12 is a cross-sectional view in the width direction of a tread portion showing still another embodiment of the present invention with a tire mounted on an applied rim and filled with a prescribed air pressure. In the figure, reference numeral 31 denotes a carcass ply in which cutting cords are arranged in parallel.
Here, four belt layers 33, 34, 35, and 36 are disposed on the outer peripheral side of the carcass ply 31 that extends in a toroidal shape between the bead cores 32 and the side portion is wound around the bead cores 32, and A tread rubber 37 is disposed on the outer peripheral side of the belt layer 35.
Auxiliary reinforcing layers 38 and 39 made of a brass plate are provided in a wrapping form at the cord cutting end portions of the carcass ply 31 and the belt layer 35 as the main cord reinforcing layer.
Compared to the tire shown in FIG. 9, the auxiliary reinforcing layer is a brass plate.

FIG. 13 is a schematic view showing an example of an arrangement mode of the auxiliary reinforcing layer 38. Fig.13 (a) shows a side view, FIG.13 (b) shows sectional drawing in a tire width direction.
As shown in FIG. 13, a belt-like auxiliary reinforcing layer 38 made of a brass plate is disposed so as to wrap the cut end of the reinforcing cord of the carcass ply 31.
FIG. 14 is a schematic view showing an example of an arrangement mode of the auxiliary reinforcing layer 39. 14A shows a side view, and FIG. 14B shows a cross-sectional view in the tire width direction.
As shown in FIG. 14, a belt-like auxiliary reinforcing layer 39 made of a brass plate is disposed so as to wrap the cut end of the reinforcing cord of the belt layer 35.

FIG. 15 is a schematic view showing an example of another arrangement mode of the auxiliary reinforcing layer 38. FIG. 15A is a side view, and FIG. 15B is a cross-sectional view in the tire width direction.
As shown in FIG. 15, slits 40 are provided in a belt-like auxiliary reinforcing layer 38 made of a brass plate at a constant pitch in the tire circumferential direction, and the auxiliary reinforcing layer 38 is arranged so as to wrap the cut end of the reinforcing cord of the belt layer 31. Set up.
FIG. 16 is a schematic view showing an example of another arrangement mode of the auxiliary reinforcing layer 39. 16A shows a side view, and FIG. 16B shows a cross-sectional view in the tire width direction.
As shown in FIG. 16, slits 41 are provided in a belt-like auxiliary reinforcing layer 38 made of a brass plate at a constant pitch in the tire circumferential direction, and the auxiliary reinforcing layer 39 is arranged so as to wrap the cut end of the reinforcing cord of the belt layer 35. Set up.

FIG. 17 is a schematic diagram showing an example of still another arrangement mode of the auxiliary reinforcing layer 38. FIG. 17A is a side view, and FIG. 17B is a cross-sectional view in the tire width direction.
As shown in FIG. 17, the auxiliary reinforcing layer 38 is composed of auxiliary reinforcing layer plates 38a to 38e made of brass plates divided at a constant pitch in the tire circumferential direction, and the auxiliary reinforcing layer 38 is formed of the reinforcing cord of the belt layer 31. It arrange | positions so that a cutting end may be wrapped.
FIG. 18 is a schematic view showing an example of another arrangement mode of the auxiliary reinforcing layer 39. FIG. 21A is a side view, and FIG. 18B is a cross-sectional view in the tire width direction.
As shown in FIG. 18, the auxiliary reinforcing layer 39 is composed of auxiliary reinforcing layer plates 39 a to 39 f divided at a constant pitch in the tire circumferential direction, and the auxiliary reinforcing layer 39 is wrapped around the cut end of the reinforcing cord of the belt layer 35. It arrange | positions as follows.

Examples of tires according to the present invention will be described below.
Example 1
As a test tire, the size shown in FIG. 1 is 435/45 R22.5, and belt layers 3 to 66 are arranged in parallel with 1 + 6 × 0.34 mm cords at a driving density of 24/20 mm and covered with rubber. The angle of each cord with respect to the tire equatorial plane EX is 52 degrees to the right in the belt layer 3, 18 degrees to the right in the belt layer 4, 18 degrees to the left in the belt layer 5, and 18 degrees to the left in the belt layer 6. Example tires 1 to 6 in which the auxiliary reinforcing layer 9 is configured as shown in FIGS. 5 to 8 and a comparative example tire 1 in which the auxiliary reinforcing layer 9 is excluded from the example tire 1 were prepared. Table 1 shows the drawings corresponding to the respective tires.

  For the purpose of evaluating the crack prevention performance of the tire according to the present invention, Example Tires 1 to 6 and Comparative Example Tire 1 are assembled on a rim having a size of 12.00 to 22.5, and the filling air pressure is set to 900 kPa. The drum test was performed with a load of 56 km, and after running a distance of 50,000 km for Example tires 1 to 6 and 25,000 km for comparative tire 1 at a speed of 60 km / h, The test tire was cut and dissected, and the width direction length of the crack generated from the end of the belt layer 5 in the width direction as shown in FIG. The average value and the average value of the crack length of the example tire 1 were obtained by calculation.

  According to the place shown in Table 1, the example tires 1-6 have cracks shorter than the comparative example tire 1, and the shape of the protrusion is any of the shape of the pawl, the quadrangular pyramid, and the cylinder. It can be seen that an excellent crack growth suppressing effect is obtained. Since the distance h in the thickness direction of the belt layer 5 from the tip of the protrusion 10 of the auxiliary reinforcing layer 9 is as large as 1.0 mm, the tire length of the example tire 5 is longer than that of the example tires 1 to 4. This indicates that it is more advantageous to suppress cracking to make the distance h as small as possible. Since the tire height H of the example tire 6 is as small as 0.08 mm, the crack length is longer than that of the example tires 1 to 4, and increasing the protrusion height H as much as possible results in a crack suppression effect. Can be seen to be higher.

(Example 2)
As a test tire, the size shown in FIG. 9 is 11R22.5, and a carcass ply (1 × 3 + 9 + 15) × 0.175 mm + 1 × 0.15 mm (cord diameter: 1.1 mm) steel cords with a driving density of 26/5 cm The rubber layers are arranged in parallel and are arranged in the tire meridian direction, and the belt layers 13 to 16 are made of 25 steel cords of 3 × 0.2 mm + 6 × 0.38 mm (cord diameter: 1.2 mm). / 5 cm in parallel and rubber coated, the angle of each cord with respect to the tire equator plane EX is 50 degrees to the right in the belt layer 13, 20 degrees to the right in the belt layer 14, and in the belt layer 15. 20 degrees to the left and 20 degrees to the left for the belt layer 16, the respective layer widths are 155 mm for the belt layer 13, 180 mm for the belt layer 14, and belt layer 1 5 is 150 mm, the belt layer 16 is 80 mm, and auxiliary reinforcing layers 18 and 19 having a width of 20 mm made of biaxial woven fabric having a diameter smaller than that of the cord are arranged in parallel with the carcass ply 11 and the belt layer 15. Example tires in which the reinforcing cords that make up a plurality of cords one by one or every two cords (only example tire 9 only) are passed in a wave shape and constitute them are shown in Tables 2 and 3 7-11 and the comparative example tire 2 of the form shown in FIG. 11 were prepared. The tire shown in FIG. 11 is the same as the tire shown in FIG. 9 with respect to the carcass ply 11 and the belt layers 13 to 16, and the reinforcing layers 20 and 21 are provided at the ends of the carcass ply 11 and the belt layer 15, respectively. The main cord reinforcing layer is arranged adjacent to a plurality of cords arranged in parallel and arranged in a flat plate shape.

  For the purpose of evaluating the crack prevention performance of the tire according to the present invention, Example tires 7 to 11 and Comparative Example tire 2 are assembled on a rim having a size of 8.25-22.5, and the filling air pressure is set to 700 kPa. A drum running test was performed at a speed of 60 km / h on a steel drum with a radius of 1.7 m under a condition of a room temperature of 46 degrees under a load of 3500 kgf and after running 20,000 km, After cutting and dissecting, the width direction lengths of the cracks generated from the end of the carcass ply 11, the end of the belt layer 15 and the end of the auxiliary reinforcing layers 18 and 19 shown in FIG. The circumferential average value of the crack length and the average crack length of the example tires 7 to 11 are obtained by calculation, and the circumferential average value of the crack length of the example tires 7 to 11 is calculated from the Control the average value of crack length on the circumference And index evaluation as Le. The results are shown in Tables 2 and 3.

  According to the results shown in Tables 2 and 3, the Example tires 7 to 11 have shorter cracks generated from the end of the belt layer 15 and the end of the carcass ply 11 than the comparative example tire 1, and the end portions of the belt layer Rather than simply arranging the auxiliary reinforcing layer in the form of a flat plate adjacent to the end of the carcass ply, the main cord reinforcing layers are arranged one by one or every two cords arranged in parallel (Example tire 9 only). It can be seen that the generation of cracks can be more effectively prevented by making a curved wave and passing in a wavy shape. In the example tire 1, the crack from the end of the auxiliary reinforcing layer itself is the same as that of the comparative example tire 2. This is because the diameter of the reinforcing cord is the same as 0.35 mm. It can be seen that it is more advantageous to use the smallest reinforcing cord diameter of the layer in order to prevent the occurrence of cracks from the end of the auxiliary reinforcing layer.

(Example 3)
As the test tire, the size shown in FIG. 12 is 11R22.5, the carcass ply 31 is (1 × 3 + 9 + 15) × 0.175 mm + 1 × 0.15 mm (cord diameter 1.1 mm) steel cord, 26 cords / 5 cm The rubber cords are arranged in parallel at the driving density and arranged in the tire meridian direction, and the belt layers 33 to 36 are 3 × 0.2 mm + 6 × 0.38 mm (cord diameter 1.2 mm) steel cords Of the cords are arranged in parallel at a density of 25 / 5cm, and the angle of each cord with respect to the tire equatorial plane EX is 50 degrees to the right in the belt layer 33, 20 degrees to the right in the belt layer 34, and the belt layer. 35 is 20 degrees to the left and belt layer 36 is 20 degrees to the left. The respective layer widths are 155 mm for the belt layer 33, 180 mm for the belt layer 34, and bell The auxiliary reinforcement layers 38 and 39 made of a brass plate having a width of 30 mm are folded in such a manner as to wrap around the end of the carcass ply 31 and the end of the belt layer 35, respectively. 15 mm, and the auxiliary reinforcing layers 38 and 39 are arranged in the circumferential direction as shown in FIGS. 13 to 18, arranged separately every 15 mm in the circumferential direction, or 15 mm in the circumferential direction. Example tires 12 to 17 in which the thickness of the brass plate is 0.1, 0.3, and 0.5 mm, respectively, and a comparative example in which the auxiliary reinforcing layer shown in FIG. 19 is not provided. Each tire 3 was prepared. In the tire shown in FIG. 19, the carcass ply 31 and the belt layers 33 to 36 are the same as the tire shown in FIG. 12.

  For the purpose of evaluating the crack prevention performance of the tire according to the present invention, Example Tires 12 to 17 and Comparative Example Tire 2 are assembled into a rim having a size of 8.25-22.5, and the filling air pressure is set to 700 kPa. After mounting on a test vehicle (10 t truck) and traveling 100,000 km, the test tire was cut and dissected, and the length of cracks generated from the end of the carcass ply 31 and the end of the belt layer 35 shown in FIG. While measuring at 8 places on the circumference, the presence or absence of cracks in the brass plates of the auxiliary reinforcing layers 38 and 39 is measured, and the mean value of the crack length of the comparative example tire 3 and the crack lengths of the example tires 12 to 17 are measured. The circumferential average value was obtained by calculation, and the circumferential average value of the crack lengths of Example tires 12 to 17 was evaluated as an index using the circumferential average value of the crack length of Comparative Example tire 3 as a control. The results are shown in Table 4.

  Further, for the purpose of evaluating the crack prevention performance of the tire according to the present invention under more severe heavy load conditions, the Example tires 12 to 17 and the comparative example tire 2 were rimmed into a rim having a size of 8.25-22.5. Assembling, with a filling air pressure of 700 kPa, applying a load of 3500 kgf, performing a drum running test at a speed of 60 km / h on a steel drum with a radius of 1.7 m, running after 30,000 km, The tire is cut and dissected, and the width in the width direction of cracks generated from the end of the carcass ply 31 and the end of the belt layer 35 shown in FIG. Is measured, and the average value of the crack length of the comparative example tire 2 and the average value of the crack length of the example tires 12 to 17 are obtained by calculation, and the crack length of the example tires 12 to 17 is calculated. The average value on the circumference And index evaluated crack length in the circumferential on the average value of Comparative Example tire 3 as controls. The results are shown in Table 5.

According to the results shown in Table 4, in the example tires 12 to 16, the cracks generated from the belt layer end and the carcass ply end are shorter than those of the comparative example tire 3, and brass is applied to the belt layer and the carcass ply end. It can be seen that the occurrence of cracks can be effectively prevented by disposing the auxiliary reinforcing layer made of a plate so as to wrap.
In addition, cracks occurred in the Example tire 16 after traveling 100,000 km. This is because if the brass plate forming the auxiliary reinforcing layer is too thick, the rigidity becomes too high and the auxiliary reinforcing layer follows the bending deformation. This is because the brass plate itself is easily cracked due to fatigue failure. For this reason, it is preferable that a brass plate shall be 0.3 mm or less.

  According to the results shown in Table 5, the example tires 12 to 17 have the belt layer end and the carcass ply as compared with the comparative example tire 3 as compared with the comparative example tire 3 even under more severe heavy load conditions. It can be seen that the cracks generated from the ends are shortened, and the cracks can be effectively prevented by arranging the auxiliary reinforcing layer made of a brass plate at the ends of the belt layer and the carcass ply.

Even under this condition, the Example tire 16 was cracked after traveling 100,000 km. However, if the thickness of the brass plate forming the auxiliary reinforcing layer is too thick, the rigidity becomes too high and assists bending deformation. This is because the reinforcing layer is difficult to follow and the stress becomes high, so that the brass plate itself is easily broken. For this reason, it is preferable that the thickness of a brass plate shall be 0.3 mm or less.
Furthermore, even if the thickness of the brass plate is 0.3 mm or less, in the example tires 12 and 17 of the type in which no slit is provided on the circumference, the brass plate is cracked, so that auxiliary reinforcement is performed under more severe conditions. In order to prevent cracking of the layer itself, it can be seen that it is preferable to have a slit or a split arrangement.

  The present invention is effective when applied to a heavy-duty pneumatic radial tire capable of suppressing the occurrence of cracks at the carcass ply end and the belt layer end and extending the life of the tire.

1 is a cross-sectional view in the width direction of a tread portion showing an embodiment of the present invention with respect to a half portion of a tire. It is a schematic cross section which shows the other arrangement | positioning aspect of an auxiliary | assistant reinforcement layer. It is a figure which shows the arrangement | positioning aspect of the tire peripheral direction of an auxiliary reinforcement layer. It is a schematic cross section explaining the crack preventing function of the auxiliary reinforcing layer. It is a schematic diagram which shows the specific form of an auxiliary | assistant reinforcement layer. It is a schematic diagram which shows the other form of an auxiliary | assistant reinforcement layer. It is a schematic diagram which shows the other form of an auxiliary | assistant reinforcement layer. It is a schematic diagram which shows the other form of an auxiliary | assistant reinforcement layer. It is sectional drawing of the width direction of the tread part which shows other embodiment of this invention about the tire which mounted the tire to the application rim, and was filled with the regular air pressure. It is a schematic diagram which shows the arrangement | positioning aspect to the main cord reinforcement layer of an auxiliary reinforcement layer. FIG. 6 is a cross-sectional view in the width direction of a tread portion showing a conventional tire with a tire mounted on an applied rim and filled with a specified air pressure. FIG. 6 is a cross-sectional view in the width direction of a tread portion showing still another embodiment of the present invention, with a tire mounted on an applied rim and filled with a prescribed air pressure. It is a schematic diagram which shows an example of the arrangement | positioning aspect to the carcass ply end of an auxiliary reinforcement layer. It is a schematic diagram which shows an example of the arrangement | positioning aspect to the belt layer end of an auxiliary reinforcement layer. It is a schematic diagram which shows an example of the other arrangement | positioning aspect to the carcass ply end of an auxiliary reinforcement layer. It is a schematic diagram which shows an example of the other arrangement | positioning aspect to the belt layer end of an auxiliary | assistant reinforcement layer. It is a schematic diagram which shows an example of the other arrangement | positioning aspect to the carcass ply end of an auxiliary reinforcement layer. It is a schematic diagram which shows an example of the other arrangement | positioning aspect to the belt layer end of an auxiliary | assistant reinforcement layer. FIG. 6 is a cross-sectional view in the width direction of a tread portion showing a conventional tire with a tire mounted on an applied rim and filled with a specified air pressure. It is a schematic diagram which shows the generation | occurrence | production aspect of the shear strain of the bead part of the conventional tire. It is a schematic diagram which shows the generation | occurrence | production aspect of the shear strain of the belt layer edge part of the conventional tire. It is a schematic diagram which shows the shearing distortion generate | occur | produced between the reinforcement element of a main cord reinforcement layer, and the reinforcement element of an auxiliary reinforcement layer.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Carcass ply 2 Bead core 3 Belt layer 4 Belt layer 5 Belt layer 6 Belt layer 7 Tread rubber 8 Chafer 9 Auxiliary reinforcement layer 10 Projection 10a Projection 10b Projection 10c Projection 11 Carcass ply 12 Bead core 13 Belt layer 14 Belt layer 15 Belt layer 16 Belt layer 17 Tread rubber 18 Auxiliary reinforcement layer 19 Auxiliary reinforcement layer 20 Reinforcement layer 21 Reinforcement layer 31 Carcass ply 32 Bead core 33 Belt layer 34 Belt layer 35 Belt layer 36 Belt layer 37 Tread rubber 38 Auxiliary reinforcement layer 39 Auxiliary reinforcement layer 51 Rim flange 52 Carcass ply 53 Belt layer 54 Belt layer 55 Reinforcing element 56 Reinforcing element

Claims (17)

One or more carcass plies with a parallel arrangement of cutting cords are arranged on the toroidal with their side portions wrapped around the bead core, and this is also arranged in parallel with the cutting cords on the outer periphery of the crown portion of the carcass ply. A pneumatic radial tire provided with two or more belt layers,
As a main cord reinforcement layer, the two or more layers of one or more and the belt layer of the carcass ply, at least one, or in adjacent to the at least one layer of cord cut end portion, the auxiliary reinforcing layer, the auxiliary reinforcing layer of this the widthwise end by Seridasa the coding cut end outward in the width direction or radially outward is disposed of, the auxiliary reinforcing layer of that, the surface facing the main cord-reinforced layer, the distance in the tire circumferential direction A pneumatic radial tire with multiple protrusions.   The pneumatic radial tire according to claim 1, wherein a distance in a thickness direction of the main cord reinforcing layer between the main cord reinforcing layer and the tip of the protrusion of the auxiliary reinforcing layer is set to 1 mm or less.   The pneumatic radial tire according to claim 1 or 2, wherein the auxiliary reinforcing layer is made of a brass plate, a brass-plated iron plate, or a brass-plated steel plate.   The pneumatic radial tire according to any one of claims 1 to 3, wherein a height of the protrusion of the auxiliary reinforcing layer is 0.1 mm or more.   The pneumatic radial tire according to any one of claims 1 to 4, wherein the auxiliary reinforcing layer is formed by press working.   The pneumatic radial tire according to claim 1, wherein the auxiliary reinforcing layer is arranged in a flat plate shape along the main cord reinforcing layer.   The pneumatic radial tire according to any one of claims 1 to 5, wherein the auxiliary reinforcing layer is disposed in such a form that the cord cut end portion of the main cord reinforcing layer is wrapped around the entire circumference thereof.   The pneumatic radial tire according to any one of claims 1 to 7, wherein the auxiliary reinforcing layer is a continuous structure or a divided structure in the circumferential direction. One or more carcass plies with a parallel arrangement of cutting cords are arranged on the toroidal with their side portions wrapped around the bead core, and this is also arranged in parallel with the cutting cords on the outer periphery of the crown portion of the carcass ply. A pneumatic radial tire provided with two or more belt layers,
As a main cord reinforcing layer , at least one or at least one cord cutting end portion of one or more carcass plies and at least one of the belt layers is an auxiliary made of a reinforcing cord having a diameter smaller than that of the cutting cord. A pneumatic radial tire in which a reinforcing layer is passed in a wavy shape by detouring every one or several of a plurality of cords arranged in parallel in a main cord reinforcing layer.   The pneumatic radial tire according to claim 9, wherein the reinforcing cord of the auxiliary reinforcing layer is a monofilament cord.   The pneumatic radial tire according to claim 9 or 10, wherein the reinforcing cord of the auxiliary reinforcing layer is an organic fiber cord.   The pneumatic radial tire according to claim 9 or 10, wherein the reinforcing cord of the auxiliary reinforcing layer is a brass monofilament cord or a brass-plated steel monofilament cord.   The pneumatic radial tire according to any one of claims 9 to 12, wherein the auxiliary reinforcing layer is a biaxial woven fabric of reinforcing cords. One or more carcass plies with a parallel arrangement of cutting cords are arranged on the toroidal with their side portions wrapped around the bead core, and this is also arranged in parallel with the cutting cords on the outer periphery of the crown portion of the carcass ply. A pneumatic radial tire provided with two or more belt layers,
As a main cord reinforcement layer, the two or more layers of one or more and the belt layer of the carcass ply, at least one, or, in a form enclosing the at least one layer of cord cut end portion, arranged the auxiliary reinforcing layer made of a brass plate Pneumatic radial tire.   The pneumatic radial tire according to claim 14, wherein the auxiliary reinforcing layer is formed as a circumferentially divided structure.   The pneumatic radial tire according to claim 14, wherein a plurality of slits extending in a meridian direction of the tire are provided on a brass plate constituting the auxiliary reinforcing layer.   The pneumatic radial tire according to any one of claims 14 to 16, wherein the brass plate constituting the auxiliary reinforcing layer has a thickness of 0.3 mm or less.

Images