JPH02164603A - Radial tire for heavy load - Google Patents
Radial tire for heavy loadInfo
- Publication number
- JPH02164603A JPH02164603A JP63316515A JP31651588A JPH02164603A JP H02164603 A JPH02164603 A JP H02164603A JP 63316515 A JP63316515 A JP 63316515A JP 31651588 A JP31651588 A JP 31651588A JP H02164603 A JPH02164603 A JP H02164603A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- belt
- belt layer
- rubber
- thickness
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000010410 layer Substances 0.000 claims description 75
- 239000011229 interlayer Substances 0.000 claims description 11
- 230000000052 comparative effect Effects 0.000 description 4
- 238000012360 testing method Methods 0.000 description 4
- 230000003111 delayed effect Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 230000006378 damage Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 238000010073 coating (rubber) Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- -1 for example Substances 0.000 description 1
- 238000010998 test method Methods 0.000 description 1
Landscapes
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は重荷重用ラジアルタイヤ、とくには、地下鉄
、モルレール、新交通システムその他の車両に適用され
る高内圧重荷重用ラジアルタイヤに関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a radial tire for heavy loads, and particularly to a radial tire for heavy loads with high internal pressure applied to subways, mole rails, new transportation systems, and other vehicles.
（従来の技術）
地下鉄に用いられている従来のこの種のタイヤとしては
、たとえば第２図に示すものがあり、図中上半部はトレ
ッドパターンの一部を、下半部はタイヤ幅方向断面の一
部をそれぞれ示す。(Prior Art) An example of a conventional tire of this kind used in subways is the one shown in Figure 2, in which the upper half shows a part of the tread pattern, and the lower half shows a part of the tread pattern in the width direction of the tire. A portion of each cross section is shown.
図の下半部において、５１は、一層以上のカーカスプラ
イからなるカーカスを、５２は、カーカス５１のクラウ
ン部の外層側に配設したベルトをそれぞれ示す。In the lower half of the figure, 51 indicates a carcass made of one or more layers of carcass plies, and 52 indicates a belt disposed on the outer layer side of the crown portion of the carcass 51.
ここで、ベルト５２は、三枚のベルト層５３．５４゜５
５からなり、各ベルト層のコード、たとえばスチ−ルコ
ードは、図の上半部にその一部を示すように、タイヤ赤
道面Ｘ−Ｘと交差する方向へ延在する。ところで、この
例では、最内層ベルト層５３のコード５３ａは、タイヤ
赤道面にＸ−Ｘに対し、左上り２０°の交角を有し、中
間層ベルト層５４のコード５４ａは右上り２０°の交角
を、そして、最内層ベルト層５５のコードは、タイヤ赤
道面にＸ−Ｘに対し、右上り６５°の交角を存する。Here, the belt 52 has three belt layers 53.54°5
The cords of each belt layer, for example, steel cords, extend in a direction intersecting the tire equatorial plane XX, as partially shown in the upper half of the figure. By the way, in this example, the cord 53a of the innermost belt layer 53 has an intersection angle of 20° upward to the left with respect to The cords of the innermost belt layer 55 have an intersection angle of 65° upward to the right with respect to XX in the tire equatorial plane.
また、図中５６はトレッド部を示し、このトレッド部５
６は、周方向へジグザグ状に延在する四本の周方向主溝
５７によって区画される五本のリブ５８゜５９を具える
。Further, numeral 56 in the figure indicates a tread portion, and this tread portion 5
6 includes five ribs 58 and 59 defined by four circumferential main grooves 57 extending in a zigzag shape in the circumferential direction.
（発明が解決しようとする課題）
ところで、かかる従来タイヤにあっては、コードの延在
方向がタイヤ赤道面に対して相互に逆方向に向く隣接ベ
ルトｊｉ５３．５４の層間ゴム厚さを、それらの幅の全
体にわたって、比較的薄い均一厚さとすることが一般的
であったため、タイヤの負荷転勤に際するその変形によ
り、とくには、ベルト層５３．５４の側端部分およびそ
の近傍部分に位置するゴムが、それと、相互に隣接する
ベルト１５３゜５４との変形挙動の相違に基づき、それ
らのベルト層５３．５４の幅方向端部が周方向の大きな
剪断変形を受け、この故に、そのゴムが、ベルト側端縁
のコード端によるつつきを受けて損傷され易く、そこか
らの図示のような亀裂にの発生、ひいては、ベルト層の
剥離その他の重大な故障が比較的早期に生じるおそれが
高かった。(Problem to be Solved by the Invention) By the way, in such a conventional tire, the interlayer rubber thicknesses of adjacent belts ji53 and 54 whose cord extending directions are oriented in mutually opposite directions with respect to the tire equatorial plane are Since it has been common practice to have a relatively thin uniform thickness over the entire width of the belt layer, its deformation during load transfer of the tire has caused damage, particularly at the side end portions of the belt layer 53, 54 and in the vicinity thereof. Due to the difference in deformation behavior between the rubber and the mutually adjacent belts 153, 54, the widthwise ends of these belt layers 53, 54 undergo large shear deformations in the circumferential direction, and therefore the rubber However, it is easy to be damaged by being pecked by the cord end on the belt side edge, and there is a high risk that cracks as shown in the figure will develop from there, and that the belt layer will peel off or other serious failures will occur relatively quickly. Ta.
この発明は、従来技術のかかる問題の発生原因が、コー
ドの延在方向がタイヤ赤道面に対して相互に逆方向に向
く隣接ベルトａの層間ゴム厚さにあるとの知見に基づい
てなされたものであり、ベルト層の側端部分およびその
近傍部分に位置するゴムへの亀裂の発生時期を有利に遅
延させることができる重荷重用ラジアルタイヤを提供す
るものである。This invention was made based on the knowledge that the cause of such problems in the prior art lies in the thickness of the interlayer rubber of adjacent belts a in which the extending directions of the cords are oriented in opposite directions with respect to the tire equatorial plane. The present invention provides a heavy-duty radial tire that can advantageously delay the occurrence of cracks in the rubber located at the side end portions of the belt layer and its vicinity.
（課題を解決するための手段）
この発明の重荷重用ラジアルタイヤは、実質的にタイヤ
のラジアル方向へ延びるコードからなるカーカスプライ
の一層以上にて形成したカーカスと、このカーカスの半
径方向外側に配置されて、タイヤ赤道面と交差する方向
に向く、たとえばスチールコードからなるコード層の複
数枚にて形成したベルトと、タイヤ踏面を形成するトレ
ッド部とを具える、−船釣な内部構造の重荷重用ラジア
ルタイヤであって、
コードの延在方向がタイヤ赤道面に対して相互に逆方向
に向く隣接ベルト層の層間ゴム厚さを、ベルト層のタイ
ヤ幅方向の外端部で、タイヤ幅方向中央部の厚さの２〜
５倍としたものである。(Means for Solving the Problems) The heavy-duty radial tire of the present invention includes a carcass formed of one or more layers of carcass plies consisting of cords substantially extending in the radial direction of the tire, and a carcass arranged on the outside in the radial direction of the carcass. and a belt made of a plurality of cord layers made of, for example, steel cord, oriented in a direction intersecting the tire equatorial plane, and a tread portion forming the tire tread surface. For heavy duty radial tires, the interlayer rubber thickness of adjacent belt layers in which the extending directions of the cords are oriented in opposite directions with respect to the tire equatorial plane is measured at the outer end of the belt layer in the tire width direction. The thickness of the central part is 2~
This is a five-fold increase.
ここで好ましくは、ベルト層内およびそれぞれのベルト
層間に位置するゴムの、１００％引張りモジュラスを５
０〜９０ ｋｇ ／ｃｍ” とし、また好ましくは、コ
ードの延在方向がタイヤ赤道面に対して相互に逆方向に
向く隣接ベルト層のそれぞれのコードの、タイヤ赤道面
に対する交角を１０〜３０°の範囲の角度とする。Preferably, the 100% tensile modulus of the rubber located within the belt layer and between each belt layer is 5.
0 to 90 kg/cm", and preferably, the intersection angle with the tire equatorial plane of each cord of the adjacent belt layer, in which the extending directions of the cords are oriented in mutually opposite directions with respect to the tire equatorial plane, is 10 to 30 degrees. Let the angle be within the range of .
（作 用）
このラジアルタイヤでは、隣接ベルトｉの層間ゴム厚さ
を、ベルト層の側端部で、幅方向中央部のＪ７さの２〜
５倍とすることにより、インフレートしたタイヤが負荷
転動するに際し、ベルト層の側端部分およびその近傍部
分に位置して、ベルト層に対する剪断歪が最も大きくな
るゴムの歪量を、従来技術に比してはるかに低減するこ
とができるので、ベルト側端縁のコード端によるゴムの
つつき量を十分に減少させて、ゴムへの亀裂の発生時期
を大幅に遅延させることが可能となる。(Function) In this radial tire, the thickness of the interlayer rubber of the adjacent belt i is set at the side edges of the belt layer and at the widthwise central portion of J7.
By multiplying the amount by 5 times, when the inflated tire rolls under load, the amount of strain in the rubber at which the shear strain on the belt layer is greatest at the side end portions of the belt layer and its vicinity, compared to the conventional technology. Therefore, it is possible to sufficiently reduce the amount of poking of the rubber by the cord end on the belt side edge, and to significantly delay the occurrence of cracks in the rubber.
ここで、層間ゴム厚さを、ベルト層の、タイヤ幅方向の
外端部で、タイヤ幅方向中央部の厚さの２〜５倍とする
のは、それが２倍未満では、ベルト端部分およびその近
傍部分に位置するゴムへの亀裂の発生を遅延させること
ができず、また、５倍を越えるときには、亀裂の発生を
有効に遅延させ得ないことに加え、ゴムが、そこへ蓄積
された熱によって、熱的破壊を生じるからである。Here, the reason why the interlayer rubber thickness is set to be 2 to 5 times the thickness of the belt layer at the outer end in the tire width direction than the thickness at the center part in the tire width direction is that if it is less than 2 times, the thickness at the belt end It is not possible to delay the occurrence of cracks in the rubber located in the area and the vicinity thereof, and when the amount exceeds 5 times, the occurrence of cracks cannot be effectively delayed, and the rubber is accumulated there. This is because the heat generated causes thermal destruction.
またここで、ベルト層内およびそれぞれのベルト層間に
位置するゴムの、１００％引張りモジュラスを５０〜９
０ ｋｇ／ｃｍｚとした場合には、ゴムの、ベルト層間
での剪断歪を一層低減して、ゴムへの亀裂の発生をより
遅延させることができるとともに、インフレートに際す
るタイヤの周長増加を有利に低減することができる。す
なわち、５０ ｋｇ／ｃｍ”未満では剪断歪が大きくな
りすぎる一方、９０ｋｇ／ｃｍ２を越えると、ゴム剛性
が高くなりすぎて、そのゴムの耐亀裂性が低下する。Here, the 100% tensile modulus of the rubber located within the belt layer and between each belt layer is 50 to 9.
When it is set to 0 kg/cmz, the shear strain of the rubber between the belt layers can be further reduced, and the occurrence of cracks in the rubber can be further delayed, and the circumference of the tire can be increased during inflation. can be advantageously reduced. That is, if it is less than 50 kg/cm2, the shear strain becomes too large, while if it exceeds 90 kg/cm2, the rubber rigidity becomes too high and the crack resistance of the rubber decreases.
そしてさらに、コードの延在方向がタイヤ赤道面に対し
て相互に逆方向に向く隣接ベルト層のそれぞれのコード
の、タイヤ赤道面に対する交角を０〜３０°、好ましく
は１０〜３０°の範囲内の角度とすることにより、タイ
ヤのインフレートおよび負荷転勤に際する周長増加を十
分に抑制することができる。Furthermore, the intersection angle between the cords of adjacent belt layers whose extending directions are opposite to each other with respect to the tire equatorial plane is within a range of 0 to 30 degrees, preferably 10 to 30 degrees. By setting the angle to , it is possible to sufficiently suppress an increase in the circumferential length during tire inflation and load transfer.
ここで、タイヤ赤道面に対するコード交角が１０゜未満
では、タイヤの負荷転勤に際し、コードが相互に逆方向
に向くベルト交錯層の幅方向端部の剪断歪が増大して、
ベルト層幅方向端部のゴムに、早期に亀裂が発生するこ
とになり、また、超３０”では、高内圧充填時のベルト
層の径成長が大きく、かつ、ベルト交錯層の幅方向端部
の剪断歪が増大して、ベルト層幅方向端部のゴムに早期
に亀裂が発生することになる。Here, if the cord intersection angle with respect to the tire equatorial plane is less than 10 degrees, the shear strain at the widthwise ends of the belt interlacing layer where the cords are oriented in opposite directions increases during load transfer of the tire.
Cracks will occur early in the rubber at the ends in the width direction of the belt layer, and in the case of super 30", the diameter of the belt layer will grow large during high internal pressure filling, and the rubber at the ends in the width direction of the belt crossing layer will crack. The shear strain increases, causing early cracks to occur in the rubber at the ends in the width direction of the belt layer.
（実施例） 以下にこの発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第１図はこの発明の一実施例を示す、タイヤ幅方向の要
部断面図であり、図中１はカーカスを、２は、カーカス
１の半径方向外側に配置したベルトを示し、３はタイヤ
踏面を形成するトレッド部を示す。FIG. 1 is a cross-sectional view of essential parts in the tire width direction showing an embodiment of the present invention. In the figure, 1 indicates a carcass, 2 indicates a belt disposed outside the carcass 1 in the radial direction, and 3 indicates a tire width direction. The tread portion forming the tread surface is shown.
ここで、カーカスｌは、実質的にタイヤのラジアル方向
へ延びるコードからなるカーカスプライの一層以上、図
では一層にて形成し、また、ベルト２は、カーカス１の
クラウン部の外側で、タイヤ赤道面Ｘ−Ｘと交差する方
向に向くコードからなるベルト層４，５の複数枚、図で
は二枚にて形成する。Here, the carcass l is formed of one or more layers of carcass ply consisting of cords substantially extending in the radial direction of the tire, and the belt 2 is formed of one layer in the figure, and the belt 2 is formed on the outside of the crown part of the carcass 1, and It is formed by a plurality of belt layers 4 and 5, two in the figure, each made of cords oriented in a direction intersecting the plane XX.
そして、これらのベルト層４，５のそれぞれでは、それ
らのそれぞれのコードにつき、たとえば第２図に示す従
来例のように、外層ベルト層４のコードをタイヤ赤道面
Ｘ−Ｘに対し、左上りの１０〜３０°の範囲内の交角で
、また、内層ベルト層５のコードを右上りの１０〜３０
°の範囲内の交角でそれぞれ交差させることができる他
、各コードの延在方向を図示例とは逆向きとすることも
できる。In each of these belt layers 4 and 5, for each cord, for example, as in the conventional example shown in FIG. At an intersection angle within the range of 10 to 30 degrees, also, the cord of the inner belt layer 5 is
In addition to being able to intersect each other at an angle within a range of .degree., the extending direction of each cord can also be reversed from the illustrated example.
ところで、それぞれのベルト層４．５で、コードをコー
ティングするゴムおよびそれらのヘルド層間に配設する
ゴムは、それらのベルト層間のゴムの剪断歪を小ならし
める目的の下で、１００％引張りモジユラスを５０〜９
０ ｋｇ／ｃｍ”とすることが好ましい。By the way, in each belt layer 4.5, the rubber coating the cord and the rubber disposed between the heald layers have 100% tensile modulus for the purpose of reducing the shear strain of the rubber between the belt layers. 50~9
0 kg/cm" is preferable.
このようなそれぞれのベルト層４．５において、コード
の延在方向がタイヤ赤道面Ｘ−Ｘに対して相互に逆方向
に向く隣接ベルト層の層間ゴム厚さ、いいかえれば、そ
れらのベルト層４，５の層間ゴム厚さを、ベルト層４，
５のタイヤ幅方向の外端部、図示のように、一方のベル
ト層４の幅が他方のそれに比して狭い場合には、その狭
幅ベルト層４の側端縁位置Ｅで、タイヤ幅方向中央部Ｃ
での厚さＴの２〜５倍とする。なおここで、眉間ゴム厚
さは、外層ベルトＮ４のコードの、タイヤ半径方向の内
縁と、内層ベルト層５のコードのタイヤ半径方向外縁と
の間隔を示すものとする。In each of these belt layers 4.5, the interlayer rubber thickness of adjacent belt layers in which the extending directions of the cords are oriented in mutually opposite directions with respect to the tire equatorial plane XX, in other words, those belt layers 4. , 5, the belt layer 4,
As shown in the figure, when the width of one belt layer 4 is narrower than that of the other, the tire width is determined at the side edge position E of the narrow belt layer 4. direction central part C
The thickness shall be 2 to 5 times the thickness T at . Here, the glabellar rubber thickness indicates the distance between the inner edge of the cord of the outer belt N4 in the tire radial direction and the outer edge of the cord of the inner belt layer 5 in the tire radial direction.
なお、図中６は、トレッド部３で、タイヤの周方向へ延
在させて設けた二本の周方向主溝を示し、これらの周方
向主溝６にて区画されるそれぞれの陵部７には、所要に
応じて適宜数の横溝、サイズなどを形成することができ
る。In addition, 6 in the figure indicates two circumferential main grooves extending in the circumferential direction of the tire in the tread portion 3, and each ridge 7 defined by these circumferential main grooves 6. An appropriate number and size of lateral grooves can be formed as required.
かかる重荷重用ラジアルタイヤによれば、ベルト層４．
５の層間ゴム厚さを、ベルト層４．５の側端部で、ベル
ト幅方向中央部の厚さの２〜５倍とすることにより、タ
イヤの負荷転勤時におけるそのタイヤの変形に際し、そ
れぞれのベルト層４゜５に近接して位置するゴムの、他
方のベルト層から受ける影響を十分に小ならしめて、ベ
ルト層４゜５の側端部およびその近傍部分に位置するゴ
ムの剪断歪を、従来技術に比して大きく低減することが
できるので、ベルト層４．５の側端縁のコード端による
ゴムのつつきを十分に低減して、そのゴムの亀裂の発生
時期を極めて有効に遅延させることができる。According to such a heavy load radial tire, the belt layer 4.
By making the thickness of the interlayer rubber of No. 5 2 to 5 times the thickness of the belt widthwise central portion at the side edges of the belt layer 4.5, each By sufficiently reducing the influence of the rubber located close to the belt layer 4.5 from the other belt layer, the shear strain of the rubber located at the side edges of the belt layer 4.5 and its vicinity is reduced. , can be greatly reduced compared to the conventional technology, so that the rubber pecks caused by the cord ends on the side edges of the belt layer 4.5 can be sufficiently reduced, and the timing of cracks in the rubber can be extremely effectively delayed. can be done.
またここで、ベルト層内およびそれぞれのベルト層間に
位置するゴムの１００％引張りモジュラスを５０〜９０
ｋｇ／ｃｍ”とした場合には、ゴムの、ベルト層間で
の剪断歪を一層低減することができ、そして、コードの
延在方向がタイヤ赤道面Ｘ−Ｘに対して相互に逆方向に
向く隣接ベルト層のそれぞれのコードの、タイヤ赤道面
に対する交角を１０〜３０°の範囲内の角度とすること
により、タイヤのインフレートに際する径成長を有効に
防止することができる。Also, here, the 100% tensile modulus of the rubber located within the belt layer and between each belt layer is 50 to 90.
kg/cm", the shear strain of the rubber between the belt layers can be further reduced, and the extending directions of the cords are oriented in opposite directions with respect to the tire equatorial plane XX. By setting the intersection angle of each cord of the adjacent belt layer with respect to the tire equatorial plane within a range of 10 to 30 degrees, diameter growth during tire inflation can be effectively prevented.
以上、この発明を図示例に基づいて説明したが、この発
明は、三層以上のベルト層を有するタイヤにも適用し得
ることはもちろん、既知のいずれのトレッドパターンを
有するタイヤにも通用することができる。Although the present invention has been described above based on illustrated examples, the present invention is applicable not only to tires having three or more belt layers, but also to tires having any known tread pattern. Can be done.
以下に、発明タイヤと、比較タイヤと、従来タイヤとの
それぞれの、コードがタイヤ赤道面に対して相互に逆方
向に向く隣接ベルト層の側端部からの、ゴムへの亀裂の
発生状況に関する比較試験について説明する。The following describes the occurrence of cracks in the rubber from the side edges of adjacent belt layers where the cords are oriented in opposite directions with respect to the tire equatorial plane in the invention tire, comparative tire, and conventional tire. Explain the comparative test.
◎供試タイヤ
サイズがＥ １３．５０／８５ Ｒ１６のタイヤを、９
．００ ＶＸ１６のリムにリム組し、充填内圧を１１．
７ ｋｇ／ｃｍ” とした。◎The test tire size is E 13.50/85 R16 tire, 9
．． 00 Assemble the rim to the VX16 rim and set the filling internal pressure to 11.
7 kg/cm".
・発明タイヤ
交錯ベルト層のそれぞれのコードの、タイヤ赤道面に対
する交角を２０°、交錯ベルト層内およびそれらの層間
のゴムの１００％引張りモジュラスを７０ ｋｇ／ｃｍ
” 、交錯ベルト層側端部の層間ゴム厚さを、中央部の
ゴム厚さ１ｍｍの３．０倍としたもの
・比較タイヤ
交錯ベルト層の側端部の層間ゴム厚さを、中央部のゴム
厚さ１ｍｍの５．５倍とした以外は発明タイヤと同様の
もの
・従来タイヤ
交錯ベルト層の側端部の層間ゴム厚さを、中央部のゴム
厚さ１ｍｍの１．５倍としたちの◎試験方法
それぞれのタイヤをドラム試験機に装着して１０万ｋｍ
走行後において、交錯ベルト層の端部からの、ゴムへの
亀裂の発生状況を測定した。・The intersection angle of each cord of the inventive tire intersecting belt layer with the tire equatorial plane is 20°, and the 100% tensile modulus of the rubber within the intersecting belt layer and between those layers is 70 kg/cm.
”, the interlayer rubber thickness at the side edges of the interlaced belt layer was set to 3.0 times the rubber thickness at the center, which is 1 mm.・The interlayer rubber thickness at the side edges of the intersected belt layer was set to 3.0 times the rubber thickness at the center, which is 1 mm. Similar to the invented tire except that the rubber thickness was 5.5 times the 1 mm thickness of the conventional tire.The interlayer rubber thickness at the side edges of the intersecting belt layer was 1.5 times the rubber thickness at the center, which was 1 mm. ◎Test method Each tire was mounted on a drum testing machine and tested for 100,000 km.
After running, the occurrence of cracks in the rubber from the ends of the interlaced belt layer was measured.
その結果を下表に示す。The results are shown in the table below.
（発明の効果）
かくして、この発明によれば、上記比較試験からも明ら
かなように、コードの延在方向がタイヤ赤道面に対して
相互に逆方向に向く隣接ベルト層のタイヤ幅方向外端部
からのゴム亀裂の発生を極めて有効に抑制して、タイヤ
の耐久性を大幅に向上させることができる。(Effect of the Invention) Thus, according to the present invention, as is clear from the above comparative test, the outer ends in the tire width direction of adjacent belt layers in which the extending directions of the cords are oriented in mutually opposite directions with respect to the tire equatorial plane It is possible to extremely effectively suppress the occurrence of rubber cracks from the parts, thereby greatly improving the durability of the tire.
第１図は、この発明の一実施例を示すタイヤ幅方向の要
部断面図、
第２図は、従来例を示す図である。
１・・・カーカス ２・・・ベルト３・・・
トレッド部 ４，５・・・ベルト層第１図
ｔ−−−−ｈ−ｈス
２・−ベルト
３・−・−トレー７Ｆ畜−
４・−−べ°ｌレトＡ１
５−−−ベルト層FIG. 1 is a sectional view of a main part in the tire width direction showing an embodiment of the present invention, and FIG. 2 is a view showing a conventional example. 1...Carcass 2...Belt 3...
Tread section 4, 5...Belt layer Fig. 1 t----h-h 2--Belt 3--Tray 7F-4--Belt layer A1 5---Belt layer
Claims (1)
数枚のベルト層からなり、各ベルト層のコードをタイヤ
赤道面と交差する方向へ延在させてなるベルトと、タイ
ヤ踏面を形成するトレッド部とを具えるラジアルタイヤ
であって コードの延在方向がタイヤ赤道面に対して 相互に逆方向に向く隣接ベルト層の層間ゴム厚さを、ベ
ルト層の、タイヤ幅方向の外端部で、タイヤ幅方向中央
部の厚さの２〜５倍にしてなる重荷重用ラジアルタイヤ
。 ２、各ベルト層内およびそれぞれのベルト層間に位置す
るゴムの、１００％引張りモジュラスを５０〜９０ｋｇ
／ｃｍ＾２としてなる請求項１記載のラジアルタイヤ。 ３、コードの延在方向がタイヤ赤道面に対して相互に逆
方向に向く隣接ベルト層のそれぞれのコードの、タイヤ
赤道面に対する交角を１０〜３０°の範囲の角度として
なる請求項１もしくは２記載のラジアルタイヤ。[Scope of Claims] 1. A carcass consisting of one or more carcass plies, a belt consisting of a plurality of belt layers with cords of each belt layer extending in a direction intersecting the tire equatorial plane, and a tire tread surface. The interlayer rubber thickness of adjacent belt layers in which the extending direction of the cord is oriented in opposite directions with respect to the tire equatorial plane in a radial tire comprising a tread portion forming a A heavy-duty radial tire whose outer end is 2 to 5 times as thick as the center in the width direction of the tire. 2. The 100% tensile modulus of the rubber located within each belt layer and between each belt layer is 50 to 90 kg.
2. The radial tire according to claim 1, wherein the radial tire has a diameter of /cm^2. 3. Each of the cords of adjacent belt layers whose extending directions are opposite to each other with respect to the tire equatorial plane has an intersection angle with the tire equatorial plane within a range of 10 to 30 degrees. Radial tires listed.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63316515A JPH02164603A (en) | 1988-12-16 | 1988-12-16 | Radial tire for heavy load |
| CA 2000945 CA2000945A1 (en) | 1988-10-24 | 1989-10-18 | Heavy duty pneumatic radial tires used under high internal pressure |
| FR8913944A FR2638125A1 (en) | 1988-10-24 | 1989-10-24 | High performance tyres with a radial carcass, inflated to a high internal pressure, with cuts in the shoulders |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63316515A JPH02164603A (en) | 1988-12-16 | 1988-12-16 | Radial tire for heavy load |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH02164603A true JPH02164603A (en) | 1990-06-25 |
Family
ID=18077968
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63316515A Pending JPH02164603A (en) | 1988-10-24 | 1988-12-16 | Radial tire for heavy load |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH02164603A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0747806A (en) * | 1993-08-06 | 1995-02-21 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| WO2001074608A1 (en) * | 2000-03-31 | 2001-10-11 | Continental Aktiengesellschaft | Bracing ply comprising reinforcing elements for a vehicle pneumatic tire, and vehicle pneumatic tire |
| JP2002347411A (en) * | 2001-05-25 | 2002-12-04 | Ohtsu Tire & Rubber Co Ltd :The | Pneumatic tire |
| JP2007106351A (en) * | 2005-10-17 | 2007-04-26 | Bridgestone Corp | Pneumatic tire |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5222202A (en) * | 1975-08-12 | 1977-02-19 | Bridgestone Corp | Radial tire for high load |
| JPS6116107A (en) * | 1984-07-03 | 1986-01-24 | Bridgestone Corp | Pneumatic radial tyre for heavy load |
-
1988
- 1988-12-16 JP JP63316515A patent/JPH02164603A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5222202A (en) * | 1975-08-12 | 1977-02-19 | Bridgestone Corp | Radial tire for high load |
| JPS6116107A (en) * | 1984-07-03 | 1986-01-24 | Bridgestone Corp | Pneumatic radial tyre for heavy load |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0747806A (en) * | 1993-08-06 | 1995-02-21 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| WO2001074608A1 (en) * | 2000-03-31 | 2001-10-11 | Continental Aktiengesellschaft | Bracing ply comprising reinforcing elements for a vehicle pneumatic tire, and vehicle pneumatic tire |
| DE10016202A1 (en) * | 2000-03-31 | 2001-10-18 | Continental Ag | Belt with reinforcing elements for a pneumatic vehicle tire and pneumatic vehicle tire |
| DE10016202B4 (en) * | 2000-03-31 | 2005-06-30 | Continental Aktiengesellschaft | Belt with reinforcing elements for a pneumatic vehicle tire and pneumatic vehicle tires |
| JP2002347411A (en) * | 2001-05-25 | 2002-12-04 | Ohtsu Tire & Rubber Co Ltd :The | Pneumatic tire |
| JP2007106351A (en) * | 2005-10-17 | 2007-04-26 | Bridgestone Corp | Pneumatic tire |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| WO2007010672A1 (en) | Pneumatic tire for heavy load | |
| EP0670229B1 (en) | Pneumatic radial tyres | |
| US4790366A (en) | Pneumatic radial tire for heavy duty vehicle | |
| JPS6334044B2 (en) | ||
| US8763664B2 (en) | Reinforcement comprising two reinforcing materials and tire comprising such a reinforcement | |
| US5082042A (en) | Belt arrangement for high durable pneumatic radial tire | |
| JPS63279907A (en) | Pneumatic tire for heavy car | |
| US5522443A (en) | High speed heavy duty tire and rim assembly whose tire includes a buffer layer in each bead portion | |
| JPH04252705A (en) | Pneumatic radial tire for heavy load | |
| US5685928A (en) | Pneumatic radial tires with zigzag belt having different cord angles | |
| JPS63215404A (en) | Pneumatic radial tire | |
| JPH02164603A (en) | Radial tire for heavy load | |
| US5151139A (en) | Heavy duty radial tire having durable buttress portion | |
| US4896709A (en) | Pneumatic tire including square woven bead reinforcing layers | |
| JP4305632B2 (en) | Heavy duty pneumatic radial tire | |
| JP3009671B2 (en) | Heavy duty pneumatic tires | |
| US3863696A (en) | Mini-ply improved pneumatic tires | |
| JPS61196805A (en) | Pneumatic radial-ply tire | |
| JPH06143921A (en) | Tire for heavy load | |
| JPH07164839A (en) | Tire for high speed and heavy load | |
| JP2786805B2 (en) | High speed heavy duty tire | |
| JPH02158402A (en) | High internal pressure heavy loading radial-ply tire | |
| JPH07101212A (en) | Pneumatic radial tire for heavy load | |
| JPH02114007A (en) | Radial tire for high inner pressure and heavy load | |
| JP2648940B2 (en) | Pneumatic tire |