JPH0999715A - Pneumatic radial tire - Google Patents
Pneumatic radial tireInfo
- Publication number
- JPH0999715A JPH0999715A JP7258418A JP25841895A JPH0999715A JP H0999715 A JPH0999715 A JP H0999715A JP 7258418 A JP7258418 A JP 7258418A JP 25841895 A JP25841895 A JP 25841895A JP H0999715 A JPH0999715 A JP H0999715A
- Authority
- JP
- Japan
- Prior art keywords
- rubber
- carcass ply
- tire
- surface side
- reinforcing layer
- 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
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
- B60C2015/0617—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a cushion rubber other than the chafer or clinch rubber
- B60C2015/0621—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead comprising a cushion rubber other than the chafer or clinch rubber adjacent to the carcass turnup portion
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】 この発明は、ビード耐久性
を向上させた空気入りタイヤに関するものである。TECHNICAL FIELD The present invention relates to a pneumatic tire having improved bead durability.
【０００２】[0002]
【従来の技術】 従来、空気入りタイヤを負荷転動させ
る場合、タイヤの接地部分は負荷に対する踏面からの反
力を受けるため接地部分に対応するサイドウオール部は
撓み変形をしてこの変形はビード部にも伝達される。こ
のとき、ビード部のタイヤ幅方向部分には圧縮変形が生
じ、特に折り返しカーカスプライの端区域で大きな圧縮
変形が発生する。そして、このタイヤ転動毎に繰り返し
生じる圧縮変形は、内圧時のビードが回転してカーカス
が引き抜けるような変形をさらに悪化させ、前記折り返
しカーカスプライ端部のゴムに亀裂が発生し易く、最終
的にはセパレーションを引き起してタイヤ故障を招くこ
ととなることが知られている。2. Description of the Related Art Conventionally, when rolling a pneumatic tire under load, the ground contact portion of the tire receives a reaction force from the tread surface against the load, so that the side wall portion corresponding to the ground contact portion is flexibly deformed, and this deformation is caused by a bead. It is also transmitted to the department. At this time, compression deformation occurs in the tire width direction portion of the bead portion, and particularly large compression deformation occurs in the end region of the folded carcass ply. And, the compression deformation that repeatedly occurs for each tire rolling aggravates the deformation such that the bead rotates at the time of internal pressure and the carcass pulls out, and cracks easily occur in the rubber at the end of the folded carcass ply, so that the final Is known to cause separation and lead to tire failure.
【０００３】[0003]
【発明が解決しようとする課題】 また、近年の偏平化
の傾向や市場からのロングライフ化（更生も含む）の要
求もあり、更なるビード部の耐久性の向上が必要となっ
た。前記カーカスプライ端部に発生する歪として従来は
前記のように圧縮変形を主に考えていたが、それとは別
にタイヤが負荷転動する時のタイヤ接地域においてトレ
ッド部がタイヤ半径方向に強制的に変位させられること
により、接地域のカーカスプライ本体部が周方向に剪断
変形し、特に接地端付近においてはその周方向の剪断変
形の度合いは他の接地域より大きく、カーカスプライ本
体部は周方向に大きく剪断変形する。そして、この剪断
変形は最大幅付近傍で大きく発生し、その剪断変形がカ
ーカスプライ折り返し端付近に配置されているカーカス
プライ端部又は補強層の半径方向外側端部を被覆するゴ
ムに伝達されて故障に至る機構があることが判明した。
そこで本発明の目的は、このようなタイヤ負荷転動時に
繰り返し生じる圧縮変形、及び、剪断による変形をカー
カスプライ端部又は補強層の半径方向外側端部を被覆す
るゴムにて抑制するビード耐久性に優れた空気入りタイ
ヤを提供することにある。ここでいう補強層は、金属繊
維や有機繊維が好ましく適用される。In addition, there is a recent trend of flattening and a demand for longer life (including rehabilitation) from the market, and it is necessary to further improve the durability of the bead portion. Conventionally, compression deformation was mainly considered as the strain generated at the end of the carcass ply as described above, but apart from that, the tread portion is forced in the tire radial direction in the tire contact area when the tire rolls under load. When the carcass ply body part in the contact area is sheared and deformed in the circumferential direction, the degree of shear deformation in the circumferential direction is larger than that in other contact areas, especially near the ground contact end. Shearing greatly in the direction. Then, this shear deformation is largely generated in the vicinity of the maximum width, and the shear deformation is transmitted to the rubber covering the carcass ply end portion arranged near the carcass ply folding end or the radially outer end portion of the reinforcing layer. It turns out that there is a mechanism leading to failure.
Therefore, an object of the present invention is to improve the bead durability in which the rubber that covers the end of the carcass ply or the end of the reinforcing layer in the radial direction is used to suppress the compressive deformation and the deformation due to shear that occur repeatedly during rolling of the tire under load. To provide an excellent pneumatic tire. Metal fibers and organic fibers are preferably applied to the reinforcing layer here.
【０００４】[0004]
【課題を解決するための手段】 発明者は、前記圧縮変
形と前記剪断変形の各変形の関係について分析したとこ
ろ、上記二つの変形の大小関係が下記のように層別でき
ることを突き止めた。偏平率の比較的高いタイヤ（例え
ば８０〜９０シリーズ）は、前記より偏平率が低いタイ
ヤ（例えば、４５〜７０シリーズ）対比、通常はリムベ
ースラインから半径方向外端までの距離、いわゆるセク
ションハイトが高いために、前記剪断変形より前記圧縮
変形が大きいことが分かった。何故ならば、前記セクシ
ョンハイトの高いタイヤは、剪断変形が最も大きく発生
する最大幅近傍からカーカスプライ端部又は補強層の半
径方向外側端部を被覆するゴムまでの距離が、セクショ
ンハイトの低いタイヤ対比長いために、その間で剪断変
形が吸収されて減少するからである。また、セクション
ハイトが長いために、逆に倒れ込み変形が大きくなり、
セクションハイトの短いタイヤ対比前記圧縮変形は大き
くなることも解明した。Means for Solving the Problems The present inventor has analyzed the relationship between the compression deformation and the shear deformation, and found that the magnitude relationship between the two deformations can be stratified as follows. A tire having a relatively high flatness (for example, 80-90 series) is compared with a tire having a lower flattening ratio (for example, 45-70 series), usually a distance from a rim baseline to a radially outer end, a so-called section height. It was found that the compressive deformation was larger than the shear deformation due to the high value. The reason is that the tire with a high section height is a tire with a low section height when the distance from the vicinity of the maximum width where shear deformation occurs most to the rubber covering the carcass ply end or the radially outer end of the reinforcing layer. This is because, since the contrast is long, the shear deformation is absorbed and reduced during that period. In addition, because the section height is long, the collapse deformation becomes large on the contrary,
It was also clarified that the above-mentioned compression deformation becomes large in comparison with a tire having a short section height.
【０００５】次に、発明者は、上記二つの変形の大小に
よって、前記カーカスプライの折り返し端部又はカーカ
スプライ折り返し側の補強層の半径方向外側端部に、カ
ーカスプライ折り返し上端部又は補強層の半径方向外側
端部付近からからタイヤ内面側及び外面側に、少なくと
も２分割されたカーカスプライ端部又は補強層の半径方
向外側端部を被覆するゴムを配置し、それぞれカーカス
コーティングゴムと異なるモジュラスを適用することで
前記端部の亀裂からの耐セパレーション性を改良するこ
とを試みた。なお、ここでいうモジュラスとは、タイヤ
を構成するゴム部材にて試験片を作成し、ＪＩＳ Ｋ
６３０１に準拠して１００％モジュラスを測定したもの
をいう。検討の結果、前記端部を被覆するゴムは、内側
を被覆するゴムは圧縮変形の影響が大きく、外側を被覆
するゴムは剪断変形の影響が大きいことを究明した。そ
こで、前記のような比較的セクションハイトの高いタイ
ヤでは、剪断変形より圧縮変形が大きいために、圧縮変
形の影響が大であるタイヤ内面側の前記端部を被覆する
ゴムをカーカスコーティングゴム又は補強層コーティン
グゴムよりモジュラスを軟らかくして圧縮変形を充分吸
収し、かつ、剪断変形が圧縮変形のより小さいために、
剪断変形の影響の大きいタイヤ外面側の前記端部を被覆
するゴムは、故障発生の懸念が少ないために、カーカス
コーティングゴム又は補強層コーティングゴムよりモジ
ュラスを硬くすることにより、前記端部の変形量全体を
少なくし、ビード耐久力を著しく向上させることが可能
となった。またこのとき、カーカスプライ端部及びカー
カスプライ折り返し側の補強層の半径方向外側端部のう
ち、前記圧縮・剪断変形が他の部分より大きい、半径方
向外側に位置する端部に上記被覆するゴムを配置するこ
とが好ましい。Next, depending on the magnitude of the two deformations, the inventor has found that the folded end of the carcass ply or the radially outer end of the reinforcement layer on the folded side of the carcass ply has the folded upper end portion of the carcass ply or the reinforcement layer. From the vicinity of the outer end in the radial direction to the inner surface side and the outer surface side of the tire, at least two pieces of rubber for covering the end portion of the carcass ply or the outer end portion of the reinforcing layer in the radial direction are arranged, and each has a different modulus from the carcass coating rubber. Attempts were made to improve the resistance to separation from cracks at the edges by application. In addition, the modulus referred to here means that a test piece is prepared using a rubber member that constitutes a tire, and JIS K
The 100% modulus is measured according to 6301. As a result of the study, it was clarified that the rubber coating the end portion had a large effect of compressive deformation on the rubber coating the inner side and had a large effect of shear deformation on the rubber coating the outer side. Therefore, in a tire having a relatively high section height as described above, since the compression deformation is larger than the shear deformation, the influence of the compression deformation is large. Since the modulus is softer than the layer coating rubber and the compression deformation is sufficiently absorbed, and the shear deformation is smaller than the compression deformation,
The rubber that covers the end portion on the tire outer surface side, which is greatly affected by shear deformation, is less likely to cause a failure.Therefore, by making the modulus harder than the carcass coating rubber or the reinforcing layer coating rubber, the amount of deformation of the end portion It has become possible to reduce the overall size and significantly improve the bead durability. Also, at this time, of the carcass ply end and the radially outer end of the reinforcing layer on the carcass ply turn-back side, the above-mentioned rubber is applied to the end located radially outside where the compression / shear deformation is larger than the other parts. Is preferably arranged.
【０００６】[0006]
【発明の実施の形態】 以上の効果を確認するために、
トラック・バス用１５°テーパーチューブレスラジアル
タイヤで、サイズ１１Ｒ２２．５において、ビード部の
耐久性の試験を実施した。試験は、タイヤ空気圧が７．
５kgf/cm2 、負荷荷重が５０００kgf の条件下で、タイ
ヤをドラム上で時速６０kmで走行させ、ビード部に破損
が生じるまでの走行距離を測定し、コントロールタイヤ
の走行距離を１００としたときの指数にてビード部耐久
性を評価した。BEST MODE FOR CARRYING OUT THE INVENTION To confirm the above effects,
Using a 15 ° taper tubeless radial tire for trucks and buses, the durability test of the bead portion was conducted with size 11R22.5. The test shows that the tire pressure is 7.
Under the conditions of 5 kgf / cm 2 and a load of 5000 kgf, the tire was run on a drum at a speed of 60 km / h and the running distance until the bead was damaged was measured. The durability of the bead portion was evaluated by an index.
【０００７】[0007]
【実施例】 次に、本発明の一実施例を以下に示す。EXAMPLE Next, one example of the present invention will be described below.
【０００８】・実施例１ この発明タイヤは、図１に示す断面図のように２層のス
ティフナー５を挟み、ビードコア１をカーカスプライ２
と金属繊維の補強層３が巻き上げたように配置してい
る。また、カーカスプライ２のコーティングゴムのモジ
ュラスを４５kgf/cm2 とし、カーカスプライ端部を被覆
するゴムをカーカスプライ上端部でタイヤ内面側及び外
面側に２分割し、タイヤ内面側４ー１はカーカスプライ
のコーティングゴムのモジュラスより低い２０kgf/cm
2 、外面側４ー２はカーカスプライのコーティングゴム
のモジュラスより高い１３０kgf/cm2 のそれぞれ図１の
様な半葉状の断面形状の被覆ゴムを配置した。Example 1 In the tire of the present invention, two layers of stiffeners 5 are sandwiched between the bead core 1 and the carcass ply 2 as shown in the sectional view of FIG.
The metal fiber reinforcing layer 3 is arranged so as to be rolled up. Further, the modulus of the coating rubber of the carcass ply 2 is set to 45 kgf / cm 2, and the rubber that covers the end of the carcass ply is divided into two parts at the top end of the carcass ply on the tire inner surface side and outer surface side, and the tire inner surface side 4-1 is the carcass. 20kgf / cm lower than the modulus of the coating rubber of the ply
2. On the outer surface 4-2, a coating rubber having a semi-leaf-shaped cross section as shown in FIG. 1 having a modulus of 130 kgf / cm 2 higher than the modulus of the coating rubber of the carcass ply is arranged.
【０００９】・実施例２ この発明タイヤは、図２に示すようにカーカスプライ２
端部を被覆するゴムを、カーカスプライを挟み込む形で
タイヤの内面と外面から厚さ２mmのシート状のもので構
成し、前記外面側の被覆ゴム４ー２の半径方向外端部が
前記内面側の被覆ゴム４ー１の半径方向外端部より半径
方向外側に配置している。前記以外は、実施例１とほぼ
同様である。Example 2 This invention tire has a carcass ply 2 as shown in FIG.
The rubber for covering the end portion is constituted by a sheet-like member having a thickness of 2 mm from the inner surface and the outer surface of the tire with the carcass ply sandwiched therebetween, and the outer end portion in the radial direction of the covered rubber 4-2 on the outer surface side is the inner surface. It is arranged on the outer side in the radial direction from the outer end in the radial direction of the covering rubber 4-1 on the side. Other than the above, it is almost the same as in the first embodiment.
【００１０】・実施例３ この発明タイヤは、図３に示すようにカーカスプライ２
端部を被覆するゴムが、外面側の被覆ゴム４ー２の半径
方向外端部が内面側の被覆ゴム４ー１の半径方向外端部
より半径方向内側に配置している以外は、実施例２とほ
ぼ同様である。Example 3 The tire of the present invention has a carcass ply 2 as shown in FIG.
Except that the rubber covering the ends is arranged such that the radially outer end of the outer covering rubber 4-2 is arranged radially inward of the radially outer end of the inner covering rubber 4-1. This is almost the same as in Example 2.
【００１１】・従来例１ この従来タイヤは、図１に示す断面と同様であり、カー
カスプライ２端部を被覆するのゴムの内面側４ー１・外
面側４ー２共にカーカスプライ２のコーティングゴムの
モジュラスと同値の４５kgf/cm2 を配置した以外は、実
施例１とほぼ同様である。Conventional Example 1 This conventional tire has the same cross section as that shown in FIG. 1, and the carcass ply 2 is coated on both the inner surface 4-1 and the outer surface 4-2 of the rubber that covers the end of the carcass ply 2. The procedure is substantially the same as in Example 1 except that 45 kgf / cm 2 which is the same value as the rubber modulus is arranged.
【００１２】・比較例１ この比較タイヤは、図１に示す断面と同様であり、カー
カスプライ２端部を被覆するのゴムのうち、タイヤ内面
側４ー１はカーカスプライ２のコーティングゴムのモジ
ュラスより高い１３０kgf/cm2 、外面側４ー２はカーカ
スプライ２のコーティングゴムのモジュラスより低い２
０kgf/cm2 の被覆ゴム４を配置した。それ以外は、実施
例１とほぼ同様である。Comparative Example 1 This comparative tire has the same cross section as that shown in FIG. 1, and of the rubber that covers the end portion of the carcass ply 2, the tire inner surface side 4-1 has a modulus of the coating rubber of the carcass ply 2. Higher 130 kgf / cm 2 , outer surface 4-2 lower than the modulus of the coating rubber of carcass ply 2 2
0 kgf / cm 2 of coated rubber 4 was placed. Other than that, it is almost the same as the first embodiment.
【００１３】・実施例４ この発明タイヤは、図４に示す断面図のようにビードコ
ア１の半径方向内側からカーカスプライ端部を覆うよう
に、カーカスプライ２端部より半径方向外側まで金属繊
維を補強層３を配置している。また、補強層３のコーテ
ィングゴムのモジュラスを４５kgf/cm2 とし、補強層３
端部を被覆するゴムを補強層上端部でタイヤ内面側４ー
１及び外面側４ー２に２分割し、タイヤ内面側４ー１は
補強層３のコーティングゴムのモジュラスより低い２０
kgf/cm2 、外面側４ー２は補強層３のコーティングゴム
のモジュラスより高い１３０kgf/cm2 のそれぞれ図４の
様な半葉状の断面形状の被覆ゴムを配置した。Example 4 In the tire of the present invention, as shown in the sectional view of FIG. 4, metal fibers are radially extended from the carcass ply 2 end so as to cover the carcass ply end from the radially inner side of the bead core 1. The reinforcing layer 3 is arranged. Further, the modulus of the coating rubber of the reinforcing layer 3 is set to 45 kgf / cm 2 , and the reinforcing layer 3
The rubber covering the end portion is divided into two at the upper end portion of the reinforcing layer into a tire inner surface side 4-1 and a tire inner surface side 4-2, and the tire inner surface side 4-1 is lower than the modulus of the coating rubber of the reinforcing layer 3 20.
kgf / cm 2 and 130 kgf / cm 2 which are higher than the modulus of the coating rubber of the reinforcing layer 3 on the outer surface side 4-2, respectively, are provided with a coating rubber having a semi-leaf-shaped cross section as shown in FIG.
【００１４】・実施例５ この発明タイヤは、図５に示す断面図のようにビードコ
ア１及びカーカスプライ２端部を軸方向外側から金属繊
維の補強層３が覆うように配置している。また、補強層
３端部を被覆するゴムを、補強層３端部を挟み込む形で
タイヤの内面側と外面側から厚さ２mmのシート状のもの
で構成し、前記内側の被覆ゴム４ー１の半径方向外端部
が前記外側の被覆ゴム４ー２の半径方向外端部より半径
方向外側に配置している。Example 5 In the tire of the present invention, the end portions of the bead core 1 and the carcass ply 2 are arranged so as to be covered with the reinforcing layer 3 of the metal fiber from the outside in the axial direction as shown in the sectional view of FIG. Further, the rubber covering the end portion of the reinforcing layer 3 is constituted by a sheet-like member having a thickness of 2 mm from the inner surface side and the outer surface side of the tire so that the end portion of the reinforcing layer 3 is sandwiched between the inner cover rubber 4-1. The outer end portion in the radial direction is arranged radially outside the outer end portion of the outer covering rubber 4-2.
【００１５】・実施例６ この発明タイヤは、図６に示す断面図のようにビードコ
ア１を金属繊維の補強層３が覆うようにカーカスプライ
２端部より半径方向外側まで補強層３を配置している。
また、補強層３端部を被覆するゴムを、補強層３端部を
挟み込む形でタイヤの内面側と外面側から厚さ２mmのシ
ート状のもので構成し、前記外面側の被覆ゴム４ー２の
半径方向外端部が前記内面側の被覆ゴム４ー２の半径方
向外端部より半径方向外側に配置している。Example 6 In the tire of the present invention, as shown in the sectional view of FIG. 6, the reinforcing layer 3 is arranged from the end of the carcass ply 2 to the outer side in the radial direction so that the bead core 1 is covered with the reinforcing layer 3 of metal fiber. ing.
Further, the rubber covering the end of the reinforcing layer 3 is formed of a sheet-like member having a thickness of 2 mm from the inner surface side and the outer surface side of the tire so that the end portion of the reinforcing layer 3 is sandwiched therebetween, and the rubber covering the outer surface side 4 The radially outer end portion of 2 is arranged radially outside of the radially outer end portion of the coated rubber 4-2 on the inner surface side.
【００１６】・従来例２ この従来タイヤは、図４に示す断面と同様であり、補強
層３端部を被覆するのゴムの内面側４ー１・外面側４ー
２共に補強層３のコーティングゴムのモジュラスと同値
の４５kgf/cm2 を配置した以外は、実施例４とほぼ同様
である。Conventional Example 2 This conventional tire has the same cross section as that shown in FIG. 4, and the coating of the reinforcing layer 3 on both the inner surface 4-1 and the outer surface 4-2 of the rubber covering the end of the reinforcing layer 3 is carried out. The procedure is substantially the same as in Example 4 except that 45 kgf / cm 2 which is the same value as the rubber modulus is arranged.
【００１７】・比較例２ この比較タイヤは、図４に示す断面と同様であり、補強
層３端部を被覆するのゴム４のうち、タイヤ内面側４ー
１は補強層３のコーティングゴムのモジュラスより高い
１３０kgf/cm2 、外面側４ー２は補強層３のコーティン
グゴムのモジュラスより低い２０kgf/cm2 の被覆ゴムを
配置した。それ以外は、実施例１とほぼ同様である。Comparative Example 2 This comparative tire has the same cross section as that shown in FIG. 4, and of the rubber 4 covering the end portion of the reinforcing layer 3, the tire inner surface side 4-1 is the coating rubber of the reinforcing layer 3. higher than the modulus 130 kgf / cm 2, the outer surface 4-2 was placed coating rubber coating rubber of low 20 kgf / cm 2 than the modulus of the reinforcing layer 3. Other than that, it is almost the same as the first embodiment.
【００１８】試験結果は、以下の表１・表２に示す通り
である。The test results are shown in Tables 1 and 2 below.
【００１９】[0019]
【表１】 [Table 1]
【００２０】[0020]
【表２】 [Table 2]
【００２１】[0021]
【発明の効果】すなわち、この発明によれば、従来例・
比較例対比ビード耐久性を著しく向上させることができ
る。That is, according to the present invention, the conventional example
The bead durability can be remarkably improved as compared with the comparative example.
【図１】 この発明の従来例１、実施例１、比較例１の
空気入りラジアルタイヤのビード部の断面図である。FIG. 1 is a cross-sectional view of a bead portion of a pneumatic radial tire of Conventional Example 1, Example 1, and Comparative Example 1 of the present invention.
【図２】 この発明の実施例２の空気入りラジアルタイ
ヤのビード部の断面図である。FIG. 2 is a sectional view of a bead portion of a pneumatic radial tire according to a second embodiment of the present invention.
【図３】 この発明の実施例３の空気入りラジアルタイ
ヤのビード部の断面図である。FIG. 3 is a sectional view of a bead portion of a pneumatic radial tire according to a third embodiment of the present invention.
【図４】 この発明の従来例１、実施例４、比較例１の
空気入りラジアルタイヤのビード部の断面図である。FIG. 4 is a sectional view of a bead portion of a pneumatic radial tire of Conventional Example 1, Example 4, and Comparative Example 1 of the present invention.
【図５】 この発明の実施例５の空気入りラジアルタイ
ヤのビード部の断面図である。FIG. 5 is a sectional view of a bead portion of a pneumatic radial tire according to a fifth embodiment of the present invention.
【図６】 この発明の実施例６の空気入りラジアルタイ
ヤのビード部の断面図である。FIG. 6 is a sectional view of a bead portion of a pneumatic radial tire according to a sixth embodiment of the present invention.
１ ビードコア ２ カーカスプライ ３ 補強層 ４ー１ 被覆ゴム（内面側） ４ー２ 被覆ゴム（外面側） ５ スティフナー 1 Bead Core 2 Carcass Ply 3 Reinforcing Layer 4-1 Covering Rubber (Inner Side) 4-2 Covering Rubber (Outer Side) 5 Stiffener
Claims (2)
に延びるカーカスを構成する本体部とビードコアの周り
にタイヤの内から外へ巻き上げた折返し部とからなるカ
ーカスプライと、ビードコア上から上方にカーカスプラ
イの本体部と折返し部との間に延在するスティフナーを
具える空気入りラジアルタイヤにおいて、前記カーカス
プライの折り返し端部又は少なくとも一のカーカスプラ
イ折り返し側の補強層の半径方向外側端部に、前記端部
の上端部付近からからタイヤ内面側及び外面側に、少な
くとも２分割された前記端部を被覆するゴムを配置し、
前記端部を被覆するゴムが、タイヤ内面側にカーカスプ
ライコーティングゴム又は補強層コーティングゴムより
も低いモジュラスを配置し、かつ、タイヤ外面側にカー
カスプライコーティングゴム又は補強層コーティングゴ
ムよりも高いモジュラスを配置することを特徴とした空
気入りラジアルタイヤ。1. A carcass ply comprising a pair of bead cores, a main body portion forming a carcass extending between the bead cores, and a folded portion wound around the bead core from inside to outside of the tire, and a carcass ply upward from above the bead core. In a pneumatic radial tire having a stiffener extending between the main body portion and the folded-back portion, a folded-back end portion of the carcass ply or at least a radial outer end portion of the reinforcing layer on the carcass ply folded-back side, From the vicinity of the upper end of the end to the tire inner surface side and the outer surface side, at least rubber that covers the divided end portion is arranged,
The rubber coating the end portion has a lower modulus than the carcass ply coating rubber or the reinforcing layer coating rubber on the tire inner surface side, and has a higher modulus than the carcass ply coating rubber or the reinforcing layer coating rubber on the tire outer surface side. A pneumatic radial tire characterized by being placed.
スプライ折り返し側の補強層の半径方向外側端部のう
ち、少なくとも半径方向外側に位置する端部に上記被覆
するゴムを配置すること特徴とした請求項１に記載の空
気入りラジアルタイヤ。2. The rubber to be coated is arranged at least at an end located radially outside of the carcass ply end and the radially outer end of the reinforcing layer on the carcass ply turnback side. Item 1. The pneumatic radial tire according to Item 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7258418A JPH0999715A (en) | 1995-10-05 | 1995-10-05 | Pneumatic radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7258418A JPH0999715A (en) | 1995-10-05 | 1995-10-05 | Pneumatic radial tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0999715A true JPH0999715A (en) | 1997-04-15 |
Family
ID=17319954
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7258418A Pending JPH0999715A (en) | 1995-10-05 | 1995-10-05 | Pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0999715A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7152645B2 (en) * | 1999-01-28 | 2006-12-26 | Bridgestone Corporation | Pneumatic tires |
| CN102059924A (en) * | 2009-11-13 | 2011-05-18 | 固特异轮胎和橡胶公司 | Heavy duty tire |
| US20110114239A1 (en) * | 2009-11-13 | 2011-05-19 | Gayathri Venkataramani | Heavy duty tire |
| JP2013513507A (en) * | 2009-12-09 | 2013-04-22 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Civil engineering type heavy vehicle tire beads |
| JP2014518811A (en) * | 2011-06-07 | 2014-08-07 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Construction plant type heavy vehicle tire beads |
| US9139050B2 (en) | 2010-09-21 | 2015-09-22 | The Goodyear Tire & Rubber Company | Pneumatic tire having first and second turnup pads |
| CN109955659A (en) * | 2017-12-22 | 2019-07-02 | 东洋橡胶工业株式会社 | Pneumatic tire |
| CN109955658A (en) * | 2017-12-22 | 2019-07-02 | 东洋橡胶工业株式会社 | Pneumatic tire |
| JP2019111890A (en) * | 2017-12-22 | 2019-07-11 | Ｔｏｙｏ Ｔｉｒｅ株式会社 | Pneumatic tire |
| US11628692B2 (en) | 2017-12-22 | 2023-04-18 | Toyo Tire Corporation | Pneumatic tire |
-
1995
- 1995-10-05 JP JP7258418A patent/JPH0999715A/en active Pending
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7152645B2 (en) * | 1999-01-28 | 2006-12-26 | Bridgestone Corporation | Pneumatic tires |
| US7879170B2 (en) | 1999-01-28 | 2011-02-01 | Bridgestone Corporation | Pneumatic tires |
| CN102059924A (en) * | 2009-11-13 | 2011-05-18 | 固特异轮胎和橡胶公司 | Heavy duty tire |
| US20110114239A1 (en) * | 2009-11-13 | 2011-05-19 | Gayathri Venkataramani | Heavy duty tire |
| JP2013513507A (en) * | 2009-12-09 | 2013-04-22 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Civil engineering type heavy vehicle tire beads |
| US8960253B2 (en) | 2009-12-09 | 2015-02-24 | Compagne Generale Des Etablissements Michelin | Tire bead for a heavy civil engineering vehicle |
| US9139050B2 (en) | 2010-09-21 | 2015-09-22 | The Goodyear Tire & Rubber Company | Pneumatic tire having first and second turnup pads |
| JP2014518811A (en) * | 2011-06-07 | 2014-08-07 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Construction plant type heavy vehicle tire beads |
| CN109955659A (en) * | 2017-12-22 | 2019-07-02 | 东洋橡胶工业株式会社 | Pneumatic tire |
| CN109955658A (en) * | 2017-12-22 | 2019-07-02 | 东洋橡胶工业株式会社 | Pneumatic tire |
| JP2019111890A (en) * | 2017-12-22 | 2019-07-11 | Ｔｏｙｏ Ｔｉｒｅ株式会社 | Pneumatic tire |
| JP2019111889A (en) * | 2017-12-22 | 2019-07-11 | Ｔｏｙｏ Ｔｉｒｅ株式会社 | Pneumatic tire |
| CN109955658B (en) * | 2017-12-22 | 2021-03-30 | 东洋橡胶工业株式会社 | Pneumatic tire |
| US11318797B2 (en) | 2017-12-22 | 2022-05-03 | Toyo Tire Corporation | Pneumatic tire |
| US11331961B2 (en) | 2017-12-22 | 2022-05-17 | Toyo Tire Corporation | Pneumatic tire |
| US11584171B2 (en) | 2017-12-22 | 2023-02-21 | Toyo Tire Corporation | Pneumatic tire |
| US11628692B2 (en) | 2017-12-22 | 2023-04-18 | Toyo Tire Corporation | Pneumatic tire |
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