JP4683150B2 - Pneumatic tire - Google Patents
Pneumatic tire Download PDFInfo
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- JP4683150B2 JP4683150B2 JP2009239753A JP2009239753A JP4683150B2 JP 4683150 B2 JP4683150 B2 JP 4683150B2 JP 2009239753 A JP2009239753 A JP 2009239753A JP 2009239753 A JP2009239753 A JP 2009239753A JP 4683150 B2 JP4683150 B2 JP 4683150B2
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- wire
- steel cord
- steel
- tire
- cord
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- 229910000831 Steel Inorganic materials 0.000 claims description 56
- 239000010959 steel Substances 0.000 claims description 56
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 20
- 229910052799 carbon Inorganic materials 0.000 claims description 20
- 230000003014 reinforcing effect Effects 0.000 claims description 14
- 238000007747 plating Methods 0.000 claims description 10
- 229910001369 Brass Inorganic materials 0.000 claims description 8
- 239000010951 brass Substances 0.000 claims description 8
- 230000002787 reinforcement Effects 0.000 claims description 2
- 239000010410 layer Substances 0.000 description 29
- 238000005491 wire drawing Methods 0.000 description 10
- 239000011324 bead Substances 0.000 description 6
- 230000000052 comparative effect Effects 0.000 description 6
- 238000000034 method Methods 0.000 description 5
- 239000000463 material Substances 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 239000012790 adhesive layer Substances 0.000 description 2
- 229910000677 High-carbon steel Inorganic materials 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 239000002994 raw material Substances 0.000 description 1
- 238000010998 test method Methods 0.000 description 1
Classifications
-
- D—TEXTILES; PAPER
- D07—ROPES; CABLES OTHER THAN ELECTRIC
- D07B—ROPES OR CABLES IN GENERAL
- D07B1/00—Constructional features of ropes or cables
- D07B1/06—Ropes or cables built-up from metal wires, e.g. of section wires around a hemp core
- D07B1/0606—Reinforcing cords for rubber or plastic articles
- D07B1/062—Reinforcing cords for rubber or plastic articles the reinforcing cords being characterised by the strand configuration
-
- D—TEXTILES; PAPER
- D07—ROPES; CABLES OTHER THAN ELECTRIC
- D07B—ROPES OR CABLES IN GENERAL
- D07B2201/00—Ropes or cables
- D07B2201/20—Rope or cable components
- D07B2201/2015—Strands
- D07B2201/2024—Strands twisted
- D07B2201/2025—Strands twisted characterised by a value or range of the pitch parameter given
-
- D—TEXTILES; PAPER
- D07—ROPES; CABLES OTHER THAN ELECTRIC
- D07B—ROPES OR CABLES IN GENERAL
- D07B2205/00—Rope or cable materials
- D07B2205/30—Inorganic materials
- D07B2205/3021—Metals
- D07B2205/3025—Steel
- D07B2205/3046—Steel characterised by the carbon content
- D07B2205/3053—Steel characterised by the carbon content having a medium carbon content, e.g. greater than 0,5 percent and lower than 0.8 percent respectively HT wires
Description
本発明は、空気入りタイヤに関し、更に詳しくは、補強層に使用するスチールコードの耐疲労性を維持しながら、その生産性を向上するようにした空気入りタイヤに関する。 The present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire that improves productivity while maintaining fatigue resistance of a steel cord used for a reinforcing layer.
従来、空気入りタイヤのベルト層に使用されるスチールコードには、高強度（２９００ＭＰａ以上など）を得るためにカーボン含有量が０．７５％を超えるような高炭素鋼を使用して、１×２×０．３０ＨＴ撚り構造にしたものが使用されている（例えば、特許文献１及び２参照）。しかし、高カーボン含有量のスチールは硬く、これを伸線加工する際の加工度を大きく出来ないため、中間伸線生産性が良くないという欠点があった。 Conventionally, a steel cord used for a belt layer of a pneumatic tire uses a high carbon steel having a carbon content exceeding 0.75% in order to obtain high strength (such as 2900 MPa or more). What used 2 * 0.30HT twist structure is used (for example, refer patent documents 1 and 2). However, steel with a high carbon content is hard, and the degree of processing cannot be increased when it is drawn, so that there is a disadvantage that productivity of intermediate drawing is not good.
このような問題の対策としては、伸線加工度を大きくし易い、柔らかい低カーボン含有量のスチールロッドを素材として使用し、その中間伸線加工度を高くした強加工を行う方法がある。こうすることで、スチール組織の配向性が増加するため、スチールコードの強度を高カーボン含有量のスチールを使用した場合と同レベルにすることが出来る。しかし、強度は従来の高カーボン含有量のスチールコード並みに出来ても、スチール素材が柔らかいために、使用中に１×２撚り構造スチールコード中のワイヤ素線同士が点接触することにより、スチールコードの耐疲労性が低下するという問題があった。 As a countermeasure for such a problem, there is a method in which a steel rod having a soft low carbon content, which is easy to increase the degree of wire drawing, is used as a material, and a strong work is performed with a high degree of intermediate wire drawing. By doing so, since the orientation of the steel structure is increased, the strength of the steel cord can be made the same level as when steel with a high carbon content is used. However, even though the strength is similar to that of conventional steel cords with a high carbon content, the steel material is soft, so that the wire strands in the 1 × 2 twisted structure steel cord come into point contact during use. There was a problem that the fatigue resistance of the cord was lowered.
本発明の目的は、上述する問題点を解決するもので、補強層に使用するスチールコードの耐疲労性を維持しながら、その生産性を向上するようにした空気入りタイヤを提供することにある。 An object of the present invention is to solve the above-described problems, and to provide a pneumatic tire that improves the productivity while maintaining the fatigue resistance of a steel cord used for a reinforcing layer. .
上記目的を達成するための本発明の空気入りタイヤは、１×２撚り構造のスチールコードを補強層に使用した空気入りタイヤにおいて、前記スチールコードをカーボン含有量が０．６０〜０．７５％であると共に、タイヤ中における強度が２９００〜３５００ＭＰａで、且つ、撚角度が１．５〜３．０°であるようにしたことを特徴とする。 In order to achieve the above object, the pneumatic tire of the present invention is a pneumatic tire using a steel cord having a 1 × 2 twist structure as a reinforcing layer, and the carbon content of the steel cord is 0.60 to 0.75%. In addition, the strength in the tire is 2900 to 3500 MPa, and the twist angle is 1.5 to 3.0 °.
また、上述する構成において、更に、以下（１）〜（４）に記載するように構成することが好ましい。
（１）前記スチールコードのワイヤ素線の外表面に形成されたブラス鍍金層の厚さが０．２５〜０．３２μｍであること。
（２）前記スチールコードのワイヤ素線の径が０．２８〜０．３５ｍｍであること。
（３）前記スチールコードの撚長さが１８〜４０ｍｍであること。
（４）前記補強層がベルト層及び／又はサイド補強層であること。
Moreover, in the structure mentioned above, it is preferable to comprise further as described in (1)-(4) below.
(1) The thickness of the brass plating layer formed on the outer surface of the wire element of the steel cord is 0.25 to 0.32 μm.
(2) The diameter of the wire element wire of the steel cord is 0.28 to 0.35 mm.
(3) The twist length of the steel cord is 18 to 40 mm.
(4) The reinforcing layer is a belt layer and / or a side reinforcing layer.
本発明によれば、１×２撚り構造のスチールコードを補強層に使用した空気入りタイヤにおいて、スチールコードはカーボン含有量を０．６０〜０．７５％にしたので柔軟であって、伸線加工する際の加工度を大きくすることが出来るため、生産性を良くすることが出来、しかも、高配向にするための強加工が可能であるため、強度を２９００〜３５００ＭＰａの従来の高カーボン含有量のスチールコード並みにすることが出来、且つ、撚角度が１．５〜３．０°であるのでスチールコード中のワイヤ素線同士の間を点接触ではなく線接触に近くすることが出来るため、ワイヤ素線同士の点接触破断を防止し、スチールコードの耐疲労性を向上することが出来る。 According to the present invention, in a pneumatic tire using a steel cord having a 1 × 2 twist structure as a reinforcing layer, the steel cord has a carbon content of 0.60 to 0.75% and is flexible, Since the degree of processing at the time of processing can be increased, productivity can be improved, and strong processing for high orientation is possible, so the conventional high carbon content of 2900 to 3500 MPa The amount of steel cord can be made the same, and the twist angle is 1.5 to 3.0 ° so that the wire strands in the steel cord can be brought close to line contact instead of point contact. Therefore, it is possible to prevent point contact breakage between the wire strands and improve the fatigue resistance of the steel cord.
図１に示す本発明の空気入りタイヤにおいて、１はトレッド部、２はサイドウォール部、３はビード部である。左右１対のビード部３、３間にはカーカス層４が装架され、そのタイヤ幅方向の両端部がそれぞれビードコア５の周りにタイヤ内側から外側へ巻き上げられている。トレッド部１におけるカーカス層４の外周側には２層のスチールコードからなるベルト層６が層間で補強コードを交差させるように配置されている。また、サイドウォール部２からビード部３に亘る領域にはカーカス層４の折り返し端部の外側に沿ってスチールコードからなるサイド補強層７が設けられている。 In the pneumatic tire of the present invention shown in FIG. 1, 1 is a tread portion, 2 is a sidewall portion, and 3 is a bead portion. A carcass layer 4 is mounted between the pair of right and left bead portions 3 and 3, and both end portions in the tire width direction are wound around the bead core 5 from the inside to the outside of the tire. On the outer peripheral side of the carcass layer 4 in the tread portion 1, a belt layer 6 made of two steel cords is disposed so that the reinforcing cords intersect each other. A side reinforcing layer 7 made of a steel cord is provided along the outside of the folded end portion of the carcass layer 4 in a region extending from the sidewall portion 2 to the bead portion 3.
上記ベルト層６の補強コードに用いるスチールコード１０は、図２に示すように、２本のワイヤ素線１１が一定のピッチで撚り合わされた１×２撚り構造からなる。このスチールコード１０は、カーボン含有量が０．６０〜０．７５％であると共に、タイヤに埋設された状態で強度が２９００〜３５００ＭＰａであり、且つ、撚角度αが１．５〜３．０°であるように設定されている。 As shown in FIG. 2, the steel cord 10 used for the reinforcing cord of the belt layer 6 has a 1 × 2 twist structure in which two wire strands 11 are twisted at a constant pitch. The steel cord 10 has a carbon content of 0.60 to 0.75%, a strength of 2900 to 3500 MPa when embedded in a tire, and a twist angle α of 1.5 to 3.0. Is set to be °.
上記構成のスチールコード１０は、以下に説明するような方法によって製造することが出来る。 The steel cord 10 having the above configuration can be manufactured by a method as described below.
原料の素材には、カーボン含有量が０．６０〜０．７５％で、径が５．５〜６．０ｍｍ程度のスチールロッドが使用される。この低カーボン含有量のスチールロッドを、先ず径が２．０±０．０２ｍｍ程度の中間伸線まで伸線加工し、更にこの中間伸線にブラス鍍金加工を、ゴムとの接着層、最終伸線時の潤滑層として施す。次いで、このブラス鍍金した中間伸線に、最終伸線加工度が３．８以上の比較的高い伸線加工を行うことにより、径が０．２８〜０．３５ｍｍ程度になったワイヤ素線にする。更に、このワイヤ素線を２本引き揃えて、撚角度を比較的小さい１．５〜３．０°になるように撚り加工して、タイヤ中においての強度が２９００〜３５００ＭＰａの１×２撚り構造のスチールコードを得ることが出来る。 As a raw material, a steel rod having a carbon content of 0.60 to 0.75% and a diameter of about 5.5 to 6.0 mm is used. This steel rod with a low carbon content is first drawn to an intermediate wire with a diameter of about 2.0 ± 0.02 mm, and this intermediate wire is further subjected to brass plating, an adhesive layer with rubber, and final drawing. It is applied as a lubricating layer for wire. Next, a wire wire having a diameter of about 0.28 to 0.35 mm is obtained by performing a relatively high wire drawing process with a final wire drawing degree of 3.8 or more on the intermediate wire thus plated. To do. Further, the two wire strands are aligned and twisted so that the twist angle is relatively small 1.5 to 3.0 °, and the strength in the tire is 1 × 2 twist of 2900 to 3500 MPa. A steel cord with a structure can be obtained.
上記伸線加工は低カーボン含有量のスチールロッドを使用するので、生産性の高い高加工を行うことが出来る。且つ、最終伸線加工を加工度が３．８以上の直径差の大きい強加工を行うので、強度が２９００ＭＰａ以上の高強度のワイヤ素線にし、１×２撚り構造のスチールコードを強度２９００〜３５００ＭＰａにすることが出来る。また、太い中間伸線を減速無しに伸線加工してワイヤ素線に成形することが出来るので、中間伸線、鍍金線を太くして加工効率（単位時間当たりの重量）を向上することが出来る。 Since the wire drawing process uses a steel rod having a low carbon content, high productivity and high process can be performed. In addition, since the final wire drawing is performed with a large degree of diameter difference of 3.8 or more, a high-strength wire element having a strength of 2900 MPa or more is used, and a steel cord having a 1 × 2 twist structure has a strength of 2900 to It can be 3500 MPa. In addition, thick intermediate wire can be drawn and processed into wire without deceleration, so that the intermediate wire and plated wire can be thickened to improve the processing efficiency (weight per unit time). I can do it.
スチールコード１０のカーボン含有量が０．６０％より小さいと、スチールコード１０が柔軟になり過ぎるため耐疲労性が悪化する。カーボン含有量が０．７５％より大きいと、スチールコード１０が硬くなるため低速加工が必要になり生産性が低下する。即ち、上述した本発明の場合と異なり、中間伸線を細くしなければ最終伸線加工に長時間かかる上、中間伸線を細く加工するために中間伸線の加工効率及び鍍金加工の効率も低下してしまう。 If the carbon content of the steel cord 10 is less than 0.60%, the steel cord 10 becomes too flexible and the fatigue resistance deteriorates. If the carbon content is greater than 0.75%, the steel cord 10 becomes hard, so low-speed machining is required and productivity is lowered. That is, unlike the case of the present invention described above, if the intermediate wire is not made thin, it takes a long time for the final wire drawing, and the intermediate wire drawing efficiency and the plating work efficiency are also reduced in order to make the intermediate wire thin. It will decline.
本発明のスチールコード１０は、タイヤに埋設された状態で強度が２９００〜３５００ＭＰａであるようにして、従来のコードと同レベルの強度が維持されるようにしている。強度が２９００ＭＰａより小さいと、タイヤ補強層の強度低下によってタイヤ耐久性が低下する。逆に、強度が３５００ＭＰａより大きいと、ワイヤの靭性低下によって、ワイヤ破断し易くなり、タイヤ耐久性が低下する。 The steel cord 10 of the present invention has a strength of 2900 to 3500 MPa when embedded in a tire so that the same level of strength as a conventional cord is maintained. When the strength is less than 2900 MPa, the tire durability is lowered due to the strength reduction of the tire reinforcing layer. On the contrary, if the strength is greater than 3500 MPa, the wire is easily broken due to a decrease in the toughness of the wire, and the tire durability is reduced.
本発明のスチールコード１０は、カーボン含有量が低く柔軟であるため、その儘では使用中にワイヤ素線１１同士が接触し、接触点を起点として破断が生じ易いという問題がある。しかし、撚角度αを１．５〜３．０°という小さい範囲に設定しているので、ワイヤ素線１１同士が接触する場合には、点接触よりも線接触に近くなるため、ワイヤ素線１１同士の点接触破断を防止することが出来る。タイヤ中におけるスチールコード１０の撚角度αが１．５°より小さいと、集束性が低下してコード形状が不安定になるためタイヤ耐久性が悪化する。逆に、撚角度αが３．０°より大きいと、ワイヤ素線１１同士が点接触し易くなって点接触破断が起こり易くなる。 Since the steel cord 10 of the present invention has a low carbon content and is flexible, there is a problem in that the wire strands 11 come into contact with each other during use and breakage tends to occur from the contact point. However, since the twist angle α is set to a small range of 1.5 to 3.0 °, when the wire strands 11 are in contact with each other, the wire strand is closer to the line contact than the point contact. It is possible to prevent point contact breakage between 11 members. If the twist angle α of the steel cord 10 in the tire is less than 1.5 °, the convergence is lowered and the cord shape becomes unstable, so that the tire durability is deteriorated. On the other hand, when the twist angle α is larger than 3.0 °, the wire strands 11 are easily brought into point contact with each other, and the point contact breakage is liable to occur.
ここで撚角度αとは、コード長手方向とワイヤ素線１１のなす角度であり、コード径Ｒｃから素線径Ｒｗを引いた層心径Ｒ（＝Ｒｃ−Ｒｗ）と１撚りピッチ当たりの撚長さＬとから、式α＝１８０／π×ｔａｎ-1（π×Ｒ／Ｌ）により求めた値である。 Here, the twist angle α is an angle formed by the longitudinal direction of the cord and the wire 11, the core diameter R (= Rc−Rw) obtained by subtracting the strand diameter Rw from the cord diameter Rc, and the twist per twist pitch. It is a value obtained from the length L by the formula α = 180 / π × tan −1 (π × R / L).
また、スチールコード１０のワイヤ素線１１は、径が０．２８〜０．３５ｍｍであるようにすることが好ましい。ワイヤ素線１１の径が０．２８ｍｍより小さいと、生産性を向上出来なくなる。逆に、ワイヤ素線１１の径が０．３５ｍｍより大きいと、ワイヤの耐疲労性を維持出来なくなる。 Moreover, it is preferable that the wire strand 11 of the steel cord 10 has a diameter of 0.28 to 0.35 mm. If the diameter of the wire element 11 is smaller than 0.28 mm, the productivity cannot be improved. On the other hand, if the diameter of the wire element 11 is larger than 0.35 mm, the fatigue resistance of the wire cannot be maintained.
スチールコード１０のワイヤ素線１１の外表面に形成したブラス鍍金層１２は、厚さが０．２５〜０．３２μｍであるようにすることが好ましい。ブラス鍍金層１２の厚さが０．２５μｍより小さいと、ワイヤ素線１１の鉄地が局部的に露出し易くなり、タイヤ耐久性が悪化する。逆に、ブラス鍍金層１２の厚さが０．３２μｍより大きいと、ブラス鍍金層１２の接着層が脆くなり、ゴムとのセパレーションが生じ易くなりタイヤ耐久性が悪化する。 The brass plating layer 12 formed on the outer surface of the wire element 11 of the steel cord 10 preferably has a thickness of 0.25 to 0.32 μm. If the thickness of the brass plating layer 12 is smaller than 0.25 μm, the iron base of the wire strand 11 is likely to be locally exposed and tire durability is deteriorated. On the other hand, if the thickness of the brass plating layer 12 is larger than 0.32 μm, the adhesive layer of the brass plating layer 12 becomes brittle and easily separates from rubber, resulting in deterioration of tire durability.
また、上記撚角度と共に、更に好ましくは、スチールコード１０の撚長さＬが１８〜４０ｍｍであることが好ましい。撚長さＬが１８ｍｍより小さいと、ワイヤ素線１１同士の点接触破断を防止することが出来なくなる。逆に、撚長さＬが４０ｍｍより大きいと、集束性の低下によりコード形状が不安定になる。 In addition to the twist angle, the twist length L of the steel cord 10 is more preferably 18 to 40 mm. When the twist length L is smaller than 18 mm, it becomes impossible to prevent the point contact breakage between the wire strands 11. On the contrary, when the twist length L is larger than 40 mm, the cord shape becomes unstable due to the decrease in convergence.
上述した構成からなるスチールコード１０は、ベルト層６に使用される他、サイド補強層７などの他のタイヤ補強層にも同様に使用することが出来る。 The steel cord 10 having the above-described configuration can be used not only for the belt layer 6 but also for other tire reinforcing layers such as the side reinforcing layer 7.
スチールコード（１×２×０．３０）を打ち込み密度４０．０本／５０ｍｍで配置したベルト層を２枚設けたタイヤサイズ１４５Ｒ１２の空気入りタイヤを製造するにあたり、上記スチールコードを構成するスチールロッドのカーボン含有量、スチールコードの最終伸線加工度、タイヤ中におけるスチールコードの撚長さ、撚角度、コード強力、及びコード強度を表１のように異ならせたスチールコードを使用し、従来例１、実施例１〜２、比較例１〜４の７種類の空気入りタイヤを製造した。 When manufacturing pneumatic tires of tire size 145R12 with two belt layers with steel cords (1 × 2 × 0.30) driven in at a density of 40.0 / 50 mm, steel rods constituting the steel cords described above Steel cords with different carbon content, final wire drawing degree of steel cord, twist length, twist angle, cord strength, and cord strength in the tire as shown in Table 1 1. Seven types of pneumatic tires of Examples 1 and 2 and Comparative Examples 1 to 4 were manufactured.
ここで最終伸線加工度とは、鍍金線径をＲ１、最終線径をＲ２としたとき、式２×ｌｎ（Ｒ１／Ｒ２）で求められる値である。 Here, the final wire drawing degree is a value obtained by the formula 2 × ln (R1 / R2) where the plating wire diameter is R1 and the final wire diameter is R2.
従来例１は、高カーボン含有量の高張力スチールロッドを素材に用いた例である。実施例１、２は、低カーボン含有量のスチールロッドを素材に用い、カーボン含有量が本発明の規定する範囲内で、撚角を本発明の規定する範囲内で異ならせた例である。比較例１〜４は、スチールロッドのカーボン量は本発明の規定する範囲内であるが、撚角或いはコード強度が本発明の規定する範囲から外れた例である。 Conventional Example 1 is an example in which a high-tensile steel rod having a high carbon content is used as a material. Examples 1 and 2 are examples in which a steel rod having a low carbon content was used as a material, and the twist angle was varied within the range defined by the present invention within the range defined by the present invention. In Comparative Examples 1 to 4, the carbon amount of the steel rod is within the range defined by the present invention, but the twist angle or cord strength is outside the range defined by the present invention.
これら７種類のタイヤについて、以下の試験方法によりタイヤ耐久性能を測定し、その結果を表１に示した。 For these seven types of tires, the tire durability performance was measured by the following test method, and the results are shown in Table 1.
実施例は耐久性能を従来タイヤと同等以上に維持していた。比較例１は強力が低下し、比較例２は靭性が低下していた。また、比較例３は点接触破断が発生し、比較例４は形状不安定になっていた。 In the examples, the durability performance was maintained at or higher than that of the conventional tire. Comparative Example 1 had reduced strength, and Comparative Example 2 had reduced toughness. In Comparative Example 3, point contact fracture occurred, and in Comparative Example 4, the shape was unstable.
タイヤ耐久性能
タイヤをリムサイズ１２×４．００Ｂのリムにリム組みし、空気圧１７０ｋＰａを充填し、直径１７０７ｍｍの回転ドラム上で、荷重を３．２±２．１ｋＮ、スリップ角を０±４°として、荷重とスリップ角を０．０６７Ｈｚで矩形波変動させながら、速度２５ｋｍ／ｈで走行させた。タイヤが故障するまで走行試験し、走行距離を測定した。従来例１の走行距離を１００として指数で示した。指数値が大きいほどタイヤ耐久性能が優れている。
Tire durability performance The tire is assembled on a rim with a rim size of 12 × 4.00B, filled with air pressure of 170 kPa, loaded on a rotating drum with a diameter of 1707 mm, with a load of 3.2 ± 2.1 kN and a slip angle of 0 ± 4 °. The vehicle was run at a speed of 25 km / h while changing the load and slip angle at 0.067 Hz in a rectangular wave. A running test was conducted until the tire broke down, and the mileage was measured. The travel distance of Conventional Example 1 is taken as 100 and is shown as an index. The larger the index value, the better the tire durability performance.
１ トレッド部
２ サイドウォール部
３ ビード部
４ カーカス層
５ ビードコア
６ ベルト層
７ サイド補強層
１０ スチールコード
１１ ワイヤ素線
１２ ブラス鍍金層
DESCRIPTION OF SYMBOLS 1 Tread part 2 Side wall part 3 Bead part 4 Carcass layer 5 Bead core 6 Belt layer 7 Side reinforcement layer 10 Steel cord 11 Wire strand 12 Brass plating layer
Claims (5)
前記スチールコードをカーボン含有量が０．６０〜０．７５％であると共に、タイヤ中における強度が２９００〜３５００ＭＰａで、且つ、撚角度が１．５〜３．０°であるようにした空気入りタイヤ。 In pneumatic tires using a 1x2 twisted steel cord as a reinforcement layer,
Pneumatic in which the steel cord has a carbon content of 0.60 to 0.75%, a strength in the tire of 2900 to 3500 MPa, and a twist angle of 1.5 to 3.0 ° tire.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2009239753A JP4683150B2 (en) | 2009-10-16 | 2009-10-16 | Pneumatic tire |
| US13/497,122 US20120193006A1 (en) | 2009-10-16 | 2010-10-15 | Pneumatic tire |
| DE112010004043.5T DE112010004043B4 (en) | 2009-10-16 | 2010-10-15 | Steel cord for a pneumatic tire |
| CN201080056968.6A CN102666134B (en) | 2009-10-16 | 2010-10-15 | Pneumatic tire |
| PCT/JP2010/068120 WO2011046195A1 (en) | 2009-10-16 | 2010-10-15 | Pneumatic tire |
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| JP2009239753A JP4683150B2 (en) | 2009-10-16 | 2009-10-16 | Pneumatic tire |
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| JP2011084221A JP2011084221A (en) | 2011-04-28 |
| JP4683150B2 true JP4683150B2 (en) | 2011-05-11 |
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| JP6022752B2 (en) * | 2011-08-09 | 2016-11-09 | 株式会社ブリヂストン | Pneumatic radial tire |
| JP2018119193A (en) * | 2017-01-26 | 2018-08-02 | 新日鐵住金株式会社 | Rubber product reinforcement steel wire, rubber product reinforcement steel cord, and method for manufacturing rubber product reinforcement steel wire |
| JP2019035461A (en) * | 2017-08-15 | 2019-03-07 | 株式会社ブリヂストン | High-pressure hose |
| KR102194785B1 (en) * | 2019-04-15 | 2020-12-24 | 한국타이어앤테크놀로지 주식회사 | Pneumatic tire with reinforcement material |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2892048B2 (en) * | 1989-08-17 | 1999-05-17 | 株式会社ブリヂストン | Radial tire |
| JPH0399904A (en) * | 1989-09-12 | 1991-04-25 | Bridgestone Corp | Pneumatic radial tire |
| JP2640285B2 (en) * | 1990-06-13 | 1997-08-13 | 金井 宏之 | Steel cord for reinforcing rubber products |
| JPH03213401A (en) * | 1990-01-17 | 1991-09-18 | Toyo Tire & Rubber Co Ltd | Steel cord reinforced pneumatic tire |
| JPH04281081A (en) * | 1991-03-06 | 1992-10-06 | Bridgestone Corp | Metallic cord for reinforcing rubber and tire using the same |
| JP2672749B2 (en) * | 1991-08-06 | 1997-11-05 | 住友電気工業株式会社 | Metal cord and composite of this and rubber |
| JP3028496B2 (en) * | 1991-11-28 | 2000-04-04 | 横浜ゴム株式会社 | Pneumatic radial tire for heavy loads |
| JP2564507Y2 (en) * | 1994-08-05 | 1998-03-09 | 金井 宏之 | Steel cord for reinforcing rubber products |
| JP2906035B2 (en) * | 1996-03-04 | 1999-06-14 | 東京製綱株式会社 | High strength steel cord and rubber tire for rubber reinforcement |
| JP2920478B2 (en) * | 1995-05-23 | 1999-07-19 | 東京製綱株式会社 | Steel wire and steel cord for rubber reinforcement |
| JP3481753B2 (en) * | 1995-11-02 | 2003-12-22 | 東京製綱株式会社 | Steel cord and method of manufacturing the same |
| KR100276014B1 (en) * | 1998-12-15 | 2000-12-15 | 조충환 | High strength steel cord penumatic tire |
| JP2009234332A (en) * | 2008-03-26 | 2009-10-15 | Toyo Tire & Rubber Co Ltd | Pneumatic radial tire |
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