JPH1134618A - Pneumatic tire - Google Patents

Pneumatic tire

Info

Publication number
JPH1134618A
JPH1134618A JP9215816A JP21581697A JPH1134618A JP H1134618 A JPH1134618 A JP H1134618A JP 9215816 A JP9215816 A JP 9215816A JP 21581697 A JP21581697 A JP 21581697A JP H1134618 A JPH1134618 A JP H1134618A
Authority
JP
Japan
Prior art keywords
layer
tire
carcass
ply
angle
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.)
Granted
Application number
JP9215816A
Other languages
Japanese (ja)
Other versions
JP3808981B2 (en
Inventor
Masahiro Segawa
政弘 瀬川
Tatsuya Kato
達也 加藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyo Tire Corp
Original Assignee
Toyo Tire and Rubber Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyo Tire and Rubber Co Ltd filed Critical Toyo Tire and Rubber Co Ltd
Priority to JP21581697A priority Critical patent/JP3808981B2/en
Publication of JPH1134618A publication Critical patent/JPH1134618A/en
Application granted granted Critical
Publication of JP3808981B2 publication Critical patent/JP3808981B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02Carcasses
    • B60C9/04Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C9/08Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship the cords extend transversely from bead to bead, i.e. radial ply
    • B60C9/09Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship the cords extend transversely from bead to bead, i.e. radial ply combined with other carcass plies having cords extending diagonally from bead to bead, i.e. combined radial ply and bias angle ply

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
  • Tyre Moulding (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a flat pneumatic tire having an aspect ratio of not more than 55% which is lightweight and has rigidity and good drivability. SOLUTION: This tire has two carcass layers 1 and two belt layers 2, wherein the ply-codes of the first and second layers of the carcass layers 1 cross each other at an angle of less than 90 degrees to the peripheral direction of the tire, a pair of right and left bead cores 3 and bead fillers 4, and a reinforcement layer 7 from a side wall 5 to a buttress 6. The reinforcement layer 7 comprises rubber layer containing an organic fiber code whose heat shrinkage before vulcanization is equal to or more than that of the ply-code of the carcass layer 1 and whose crossing angle is larger than that of the ply-code of the carcass layer 1, and extends outside in the radial direction of the tire from near the top ends of the bead cores 3 to the bottom ends of the belt layers 2.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【0001】[0001]

【発明の属する技術分野】本発明は空気入りタイヤに関
し、更に詳細には、2層のカーカスプライと2層のベル
ト層を有する偏平率55以下の空気入りタイヤにおい
て、特に軽量化を図りつつタイヤの剛性を確保した空気
入りタイヤに関する。
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire having a flatness of 55 or less having two carcass plies and two belt layers, particularly while reducing the weight. The present invention relates to a pneumatic tire having a high rigidity.

【0002】[0002]

【従来の技術】従来より、偏平率の小さい空気入りタイ
ヤが提供されている。ところで、タイヤで偏平率を小さ
くしていくと、カーカスの張力が低下していくため、従
来、一般には、ベルト層の張力や面内曲げ剛性に応じて
サイドウォール部に剛性を与える手段が採られている。
例えばサイドウォール部にスチールコードの補強材を配
置する等である。
2. Description of the Related Art Conventionally, pneumatic tires having a small flatness have been provided. By the way, as the flattening rate of the tire is reduced, the tension of the carcass decreases. Therefore, conventionally, means for giving rigidity to the sidewall portion in accordance with the tension of the belt layer and the in-plane bending rigidity have conventionally been adopted. Have been.
For example, a reinforcing material of a steel cord is arranged on a sidewall portion.

【0003】[0003]

【発明が解決しようとする課題】しかし、サイドウォー
ル部に剛性を与えるためにスチールコードの補強材を配
置すると、タイヤの重量が増加し、燃費効率等の観点か
ら好ましくない。
However, if a reinforcing member made of steel cord is provided to provide rigidity to the sidewall portion, the weight of the tire increases, which is not preferable from the viewpoint of fuel efficiency.

【0004】本発明の課題は、偏平率55以下のいわゆ
る偏平タイヤであっても、タイヤの軽量化を図りつつ、
タイヤの剛性を確保し、操縦安定性にすぐれた空気入り
タイヤを提供する点にある。
An object of the present invention is to provide a so-called flat tire having a flat rate of 55 or less while reducing the weight of the tire.
An object of the present invention is to provide a pneumatic tire that ensures the rigidity of the tire and has excellent steering stability.

【0005】[0005]

【課題を解決するための手段】上記課題を達成するた
め、本発明は、2層のカーカス層と2層のベルト層、左
右一対のビードコア及びビードフィラーを有し、タイヤ
周方向に対して90°未満の角度で1層目と2層目のカ
ーカス層のプライコードをお互いに交差して配置すると
共に、サイドウォール部からバットレス部にかけて補強
層を配置した空気入りタイヤにおいて、前記補強層が、
未加硫時の熱収縮率がカーカス層のプライコードと同等
以上の有機繊維コードを含むゴム層からなり、前記有機
繊維コードの角度が前記カーカス層のプライコードの角
度よりも大きい角度であって、ビードコア上端付近から
タイヤ径方向外側に延びベルト層端下部まで配置した空
気入りタイヤを採用した。
In order to achieve the above object, the present invention comprises two carcass layers and two belt layers, a pair of left and right bead cores and a bead filler, and has a 90 degree width in the tire circumferential direction. In the pneumatic tire in which the ply cords of the first carcass layer and the second carcass layer are arranged so as to intersect each other at an angle of less than ° and the reinforcing layer is arranged from the sidewall portion to the buttress portion,
The uncured heat shrinkage comprises a rubber layer containing an organic fiber cord equal to or more than the ply cord of the carcass layer, and the angle of the organic fiber cord is an angle larger than the angle of the ply cord of the carcass layer. A pneumatic tire extending from the vicinity of the upper end of the bead core to the outer side in the tire radial direction to the lower end of the belt layer was employed.

【0006】従って、本発明のタイヤは、補強層を従来
のスチールコードに代え、有機繊維を使用しているの
で、軽量化を図ることができる。また2層のカーカス層
がタイヤ周方向に対して90°未満のプライコード角度
でお互いに交差して配置しているので、カーカスの曲げ
剛性を向上することができる。しかも、未加硫時の熱収
縮率がカーカス層のプライコードと同等以上の有機繊維
コードからなる補強層をタイヤ周方向に対するカーカス
層のプライコードの交差角度よりも補強層のコード角度
が大となるようにビードコア上端付近からタイヤ径方向
外側に延びベルト層端下部まで配置しているので、加硫
工程を経たときの補強層配置部のタイヤ径方向の収縮が
従来品と比べて大きく、加硫後、内圧を充填した際、従
来品に比べて、ビード間隔が広くなり、その結果、断面
高さの低いいわゆる偏平タイヤであってもタイヤの横方
向曲げ剛性を偏平率の高いタイヤ並にすることができ、
操縦安定性に優れたタイヤとすることかできる。
Accordingly, the tire of the present invention can be reduced in weight because the reinforcing layer is replaced with the conventional steel cord and the organic fiber is used. Further, since the two carcass layers are arranged so as to intersect each other at a ply cord angle of less than 90 ° with respect to the tire circumferential direction, the bending rigidity of the carcass can be improved. In addition, the reinforcing layer made of an organic fiber cord having a heat shrinkage rate at the time of unvulcanization equal to or more than that of the ply cord of the carcass layer has a cord angle of the reinforcing layer larger than an intersection angle of the ply cord of the carcass layer with respect to the tire circumferential direction. Since it extends from the vicinity of the upper end of the bead core to the outer side in the tire radial direction so as to reach the lower end of the belt layer, the shrinkage in the tire radial direction of the reinforcing layer disposed portion after the vulcanization step is greater than that of the conventional product, When the internal pressure is filled after vulcanization, the bead interval becomes wider than that of the conventional product, and as a result, even in the case of a so-called flat tire having a low sectional height, the lateral bending rigidity of the tire is equal to that of a tire having a high flatness. Can be
The tire can have excellent steering stability.

【0007】特に、上記のタイヤであって、偏平率が5
5以下であり、カーカス層1のプライコードが2層とも
に、ビードコア3の内側から外側に巻き上げられ、その
巻き上げ端が、ビードコアの外側上端からベルト層端ま
でのペリフェリの距離の70%以下に配置され、1層目
と2層目のカーカス層のプライコードの交差角度αが、
タイヤ周方向に対して60°≦α<90°で、補強層の
コード交差角度βが、タイヤ周方向に対してα<β≦9
0°で、補強層のベルト層との重なり部分Aが、ベルト
層最大幅Bに対して0.05B≦A≦0.20Bとした
空気入りタイヤが好適に採用できる。
In particular, in the above tire, the flatness is 5
5 and the ply cord of the carcass layer 1 is wound up from the inside of the bead core 3 to the outside of the bead core 2 in both layers, and the winding end is disposed at 70% or less of the distance of the peripheral from the upper end of the bead core to the end of the belt layer. And the intersection angle α of the ply cords of the first and second carcass layers is
60 ° ≦ α <90 ° with respect to the tire circumferential direction, and the cord intersection angle β of the reinforcing layer is α <β ≦ 9 with respect to the tire circumferential direction.
At 0 °, a pneumatic tire in which the overlapping portion A of the reinforcing layer with the belt layer is 0.05B ≦ A ≦ 0.20B with respect to the maximum width B of the belt layer can be suitably used.

【0008】ここで、上記カーカス層の巻き上げ端がビ
ードコアの外側上端からベルト層端までのペリフェリの
70%を越えて配置されている場合は、加硫工程を経た
ときの補強層配置部のタイヤ径方向の収縮の程度が少な
く、タイヤ横方向曲げ剛性の向上の効果が不十分であ
り、軽量化の観点からも望ましくない。
In the case where the winding end of the carcass layer is arranged so as to exceed 70% of the periphery from the upper end of the bead core to the end of the belt layer, the tire of the reinforcing layer arrangement portion after the vulcanization step is performed. The degree of contraction in the radial direction is small, and the effect of improving the lateral bending rigidity of the tire is insufficient, which is not desirable from the viewpoint of weight reduction.

【0009】また、各カーカス層のプライコードの角度
αがタイヤ周方向に対して60°未満で互いに交差して
いる場合は、ベルト張力が著しく低下し、現実的でな
い。一方、各カーカス層のプライコードの角度αがタイ
ヤ周方向に対して90°で互いに交差している場合は、
カーカス層の張力の向上とタイヤの曲げ剛性の向上を確
保し難い。
If the angle α of the ply cords of the carcass layers cross each other at less than 60 ° with respect to the circumferential direction of the tire, the belt tension is significantly reduced, which is not practical. On the other hand, when the angle α of the ply cord of each carcass layer crosses each other at 90 ° to the tire circumferential direction,
It is difficult to improve the tension of the carcass layer and the bending rigidity of the tire.

【0010】また、補強層のゴム中に配設された有機繊
維が、上記カーカス層のプライコードの熱収縮率より低
い場合、加硫工程を経たときの補強層配置部のタイヤ径
方向の収縮が期待できず、タイヤ横方向曲げ剛性向上の
効果が不十分である。
When the organic fibers disposed in the rubber of the reinforcing layer are lower than the heat shrinkage of the ply cord of the carcass layer, the shrinkage of the reinforcing layer disposed portion in the tire radial direction after the vulcanization step is performed. Cannot be expected, and the effect of improving the lateral bending rigidity of the tire is insufficient.

【0011】また、当該補強層における有機繊維のコー
ドの角度βが、カーカス層のプライコードの角度αより
も小の場合、加硫工程を経たときの補強層配置部のタイ
ヤ径方向の収縮の程度が不十分である。
When the angle β of the cord of the organic fiber in the reinforcing layer is smaller than the angle α of the ply cord of the carcass layer, the shrinkage of the reinforcing layer disposed portion in the tire radial direction after the vulcanization step is performed. Insufficient degree.

【0012】また、補強層のベルト層との重なり部分A
がベルト層の幅方向のベルト層最大幅Bに対して0.0
5B未満の場合は、補強層のベルト層との重なり部分が
少ないことから、加硫工程を経たときの補強層配置部の
タイヤ径方向の収縮の程度が不十分で、タイヤ横方向曲
げ剛性向上の効果が不十分である。一方、補強層のベル
ト層との重なり部分Aがベルト層の幅方向のベルト層最
大幅Bに対して0.20Bを越える場合はタイヤ軽量化
の点で好ましくない。
Further, an overlapping portion A of the reinforcing layer with the belt layer
Is 0.0 with respect to the belt layer maximum width B in the width direction of the belt layer.
If it is less than 5B, since the overlapping portion of the reinforcing layer with the belt layer is small, the degree of shrinkage of the reinforcing layer disposed portion in the tire radial direction after the vulcanization step is insufficient, and the bending rigidity in the tire lateral direction is improved. Effect is insufficient. On the other hand, when the overlapping portion A of the reinforcing layer with the belt layer exceeds 0.20B with respect to the maximum width B of the belt layer in the width direction of the belt layer, it is not preferable in terms of reducing the weight of the tire.

【0013】[0013]

【発明の実施の形態】図1は本発明に係る空気入りタイ
ヤの一実施形態を示す断面図である。図において、1は
1番プライ1a及び2番プライ1bからなる2層のカー
カス層、2はベルト層であって、2層のベルト層2a、
2bで構成されている。3はビードコア、4はビードフ
ィラーである。5はサイドウォール部、6はバットレス
部である。カーカス層1は、タイヤ周方向に対して90
°未満の角度で1層目の1番プライ1aと2層目の2番
プライ1bの各カーカス層1のプライコードをお互いに
交差して配置している。
FIG. 1 is a sectional view showing an embodiment of a pneumatic tire according to the present invention. In the figure, 1 is a two-layer carcass layer composed of a first ply 1a and a second ply 1b, 2 is a belt layer, and two belt layers 2a,
2b. 3 is a bead core and 4 is a bead filler. 5 is a side wall part, 6 is a buttress part. The carcass layer 1 is 90
The ply cords of the carcass layers 1 of the first ply 1a of the first layer and the second ply 1b of the second layer are arranged to cross each other at an angle of less than °.

【0014】7は未加硫時の熱収縮率が上記カーカス層
1のプライコードと同等以上の有機繊維コードを含むゴ
ム層からなる補強層である。この補強層7は、前記有機
繊維コードの角度が前記カーカス層1のプライコードの
角度よりも大きい角度であって、ビードコア3上端付近
からタイヤ径方向外側に延びベルト層端下部8まで配置
されている。
Reference numeral 7 denotes a reinforcing layer made of a rubber layer containing an organic fiber cord having a heat shrinkage rate before vulcanization equal to or more than the ply cord of the carcass layer 1. The reinforcing layer 7 has an angle of the organic fiber cord larger than an angle of the ply cord of the carcass layer 1, extends from near the upper end of the bead core 3 outward in the tire radial direction, and is disposed to the lower end 8 of the belt layer. I have.

【0015】特に、本実施形態のタイヤは、偏平率が5
5以下の空気入りタイヤで、図示の通り、カーカス層1
のプライコードが2層ともに、ビードコア3の内側から
外側に巻き上げられ、その巻き上げ端9、10が、ビー
ドコアの外側上端11からベルト層端12までのペリフ
ェリの距離の70%以下に配置されている。
In particular, the tire of the present embodiment has an aspect ratio of 5
5 or less, the carcass layer 1
Are wound up from the inside to the outside of the bead core 3 in both layers, and the winding ends 9 and 10 are arranged at 70% or less of the distance of the peripheral from the upper end 11 to the belt layer end 12 of the bead core. .

【0016】また、本実施形態のタイヤは、1層目の1
番プライ1aと2層目の2番プライ1bからなるカーカ
ス層1のプライコードの交差角度αは、タイヤ周方向に
対して60°≦α<90°であり、補強層7のコード交
差角度βは、タイヤ周方向に対してα<β≦90°であ
って、補強層7のベルト層2との重なり部分Aは、ベル
ト層最大幅Bに対して0.05B≦A≦0.20Bとな
る様に配置している。
The tire of the present embodiment has a first layer 1
The intersection angle α of the ply cords of the carcass layer 1 composed of the second ply 1a and the second ply 1b is 60 ° ≦ α <90 ° with respect to the tire circumferential direction, and the cord intersection angle β of the reinforcing layer 7 Is α <β ≦ 90 ° with respect to the tire circumferential direction, and the overlapping portion A of the reinforcing layer 7 with the belt layer 2 is 0.05B ≦ A ≦ 0.20B with respect to the belt layer maximum width B. It is arranged so that it becomes.

【0017】本実施形態のタイヤでは、補強層7はタイ
ヤ周方向に対して70°〜90°の角度で配置されてい
る。またこの補強層7は、図示の通り、ビードフィラー
4の外側とカーカス層1の2番プライ1bの間の位置に
配置されている。なお、この補強層7は、ビードフィラ
ー4の内側とカーカス層1の間、カーカス層1の巻き上
げ部のカーカス1層目の1番プライ1aと2層目の2番
プライ1bとの間、カーカス層1の巻き上げ部の外側の
いずれかの位置に配置することもできる。
In the tire of the present embodiment, the reinforcing layer 7 is disposed at an angle of 70 ° to 90 ° with respect to the tire circumferential direction. The reinforcing layer 7 is disposed at a position between the outside of the bead filler 4 and the second ply 1b of the carcass layer 1, as shown in the drawing. The reinforcing layer 7 is provided between the inside of the bead filler 4 and the carcass layer 1, between the first ply 1 a of the first carcass layer of the winding portion of the carcass layer 1 and the second ply 1 b of the second carcass layer, It can also be located anywhere outside the winding of layer 1.

【0018】本実施形態のタイヤの場合、補強層7を従
来のスチールコードに代え、有機繊維を使用しているの
で、軽量化を図ることができる。また2層のカーカス層
1がタイヤ周方向に対して90°未満のプライコード角
度でお互いに交差して配置しているので、カーカス層1
の曲げ剛性を向上することができる。しかも、未加硫時
の熱収縮率がカーカス層1のプライコードと同等以上の
有機繊維コードからなる補強層7をタイヤ周方向に対す
るカーカス層1のプライコードの交差角度よりも補強層
7のコード角度が大となるようにビードコア3の上端付
近からタイヤ径方向外側に延びベルト層端下部8まで配
置しているので、加硫工程を経たときの補強層配置部の
タイヤ径方向の収縮が従来品と比べて大きく、加硫後、
内圧を充填した際、従来品に比べて、ビード間隔が広く
なり、その結果、断面高さの低いいわゆる偏平タイヤで
あってもタイヤの横方向曲げ剛性を偏平率の高いタイヤ
並にすることができ、操縦安定性に優れたタイヤとする
ことかできる。
In the case of the tire of the present embodiment, since the reinforcing layer 7 is replaced with a conventional steel cord and organic fibers are used, the weight can be reduced. Further, since the two carcass layers 1 are arranged so as to intersect with each other at a ply cord angle of less than 90 ° with respect to the tire circumferential direction, the carcass layers 1
Can be improved in bending rigidity. In addition, the reinforcing layer 7 made of an organic fiber cord having a heat shrinkage rate at the time of unvulcanization equal to or more than that of the ply cord of the carcass layer 1 is set to be larger than the intersection angle of the ply cord of the carcass layer 1 with respect to the tire circumferential direction. Since it extends from the vicinity of the upper end of the bead core 3 to the outer side in the tire radial direction so as to increase the angle, and is disposed to the lower end 8 of the belt layer, shrinkage in the tire radial direction of the reinforcing layer disposition portion after the vulcanization step is reduced. Larger than the product, after vulcanization,
When the internal pressure is filled, the bead interval becomes wider than that of the conventional product, and as a result, even in the case of a so-called flat tire having a low cross-sectional height, the lateral bending rigidity of the tire can be made equal to that of a tire having a high flatness. It is possible to obtain a tire having excellent steering stability.

【0019】補強層7において、熱収縮率がカーカス層
のプライコードと同等以上の有機繊維としては、相対的
に熱収縮率がカーカス層のプライコードと同等以上の有
機繊維であれば採用できる。例えば、熱収縮率が大きい
ものから例示すると、ナイロン、ポリエステル、レーヨ
ン、アラミド等が挙げられるが、この場合、カーカス層
1のプライコードを例えばポリエステルとした場合、補
強層7のコードはポリエステル又はナイロンを用いるこ
とが適切である。
In the reinforcing layer 7, as the organic fiber having a heat shrinkage equal to or more than the ply cord of the carcass layer, any organic fiber having a heat shrinkage relatively equal to or more than the ply cord of the carcass layer can be employed. For example, nylons, polyesters, rayon, aramid, etc. may be mentioned as examples having a large heat shrinkage. In this case, when the ply cord of the carcass layer 1 is, for example, polyester, the cord of the reinforcing layer 7 is polyester or nylon. It is appropriate to use

【0020】[0020]

【実施例】表1に示す構造のタイヤサイズ275/35
ZR18のタイヤを用いて、タイヤの縦剛性、横剛性、
及び前後剛性について評価した。またコーナリングパワ
ー(CP)、最大コーナリングフォース(CFmax
)、質量及び操縦安定性についても評価した。その結
果を表1に示す。なお、ベルト層は実施例及び比較例と
も同一条件のベルト層を同位置に配置している。また、
表1中、補強層におけるベルト層との重なり部分Aは、
ベルト最大幅Bの寸法との関係で示している。
EXAMPLES Tire size 275/35 having the structure shown in Table 1
Using a ZR18 tire, the longitudinal rigidity, lateral rigidity,
And the front-back rigidity was evaluated. Also, the cornering power (CP) and the maximum cornering force (CFmax
), Mass and steering stability were also evaluated. Table 1 shows the results. In the belt layers, the belt layers under the same conditions are arranged at the same position in both the example and the comparative example. Also,
In Table 1, the overlapping portion A of the reinforcing layer with the belt layer is:
It is shown in relation to the dimension of the maximum belt width B.

【0021】[0021]

【表1】 [Table 1]

【0022】なお、表1中、カーカスプライ及び補強層
の各コードの熱収縮率は、JISL1017の乾熱収縮
率B法に準拠して測定した。但し、所定温度は160℃
で実施した。そして、カーカス層のプライコードの熱収
縮率を100として、実施例及び比較例の補強層の各コ
ードの熱収縮率を指数評価した。数値の大きいものほど
熱収縮率が大きいことを示している。
In Table 1, the heat shrinkage of each cord of the carcass ply and the reinforcing layer was measured according to the dry heat shrinkage B method of JISL1017. However, the predetermined temperature is 160 ° C
It was carried out in. Then, the heat shrinkage of the ply cords of the carcass layer was set to 100, and the heat shrinkage of each cord of the reinforcing layer of the example and the comparative example was evaluated by index. The larger the value, the higher the heat shrinkage.

【0023】また、タイヤ縦剛性、タイヤ横剛性、タイ
ヤ前後剛性は、タイヤに500kgの荷重を付加し、そ
れぞれ横方向、縦方向、前後方向にたわませた時の単位
長さ当たりの力を、比較例1をコントロール100とし
て換算した値である。値が大きいほど剛性が高いことを
示す。
The tire longitudinal stiffness, tire lateral stiffness, and tire longitudinal rigidity are defined as the force per unit length when a load of 500 kg is applied to the tire and the tire is flexed in the lateral, longitudinal, and longitudinal directions, respectively. , And Comparative Example 1 as a control 100. The higher the value, the higher the rigidity.

【0024】コーナリングパワー(CP)は、タイヤに
500Kgの荷重を負荷し、速度10Km/hで転動中にスリ
ップ角を1度付与したときのコーナリングフォースを比
較例1をコントロール100として換算した値である。
The cornering power (CP) is a value obtained by converting the cornering force when a slip angle of 1 degree is applied during rolling at a speed of 10 km / h by applying a load of 500 kg to the tire and converting Comparative Example 1 to Control 100. It is.

【0025】最大コーナリングフォース(CFmax )
は、コーナリングパワー(CP)と同様の条件でスリッ
プ角を増加させていったときのコーナリングフォースの
最大値を示し、比較例1を100として換算した値であ
る。
Maximum cornering force (CFmax)
Indicates the maximum value of the cornering force when the slip angle is increased under the same conditions as the cornering power (CP), and is a value obtained by converting Comparative Example 1 to 100.

【0026】質量は比較例1の質量を100として指数
評価した。数値の大きいほど軽いことを示している。
The mass was evaluated as an index with the mass of Comparative Example 1 taken as 100. The higher the value, the lighter.

【0027】操縦安定性は、10名のパネラーによるア
スファルト舗装路面走行時における運転時の操作性を感
応評価により行い、比較例1を100として指数表示し
た。値が大きいほど操縦安定性に優れていることを示
す。
The steering stability was evaluated by the sensitivity evaluation of the operability at the time of running on asphalt pavement roads by ten panelists, and the index was displayed as an index with Comparative Example 1 being 100. The larger the value, the better the steering stability.

【0028】表1より、スチールコードを補強層に用い
た比較例1と比べて、実施例タイヤは軽量化が図られて
いると共に、タイヤの剛性も確保されている。特に、カ
ーカス層のプライコードに比して熱収縮率の大きなコー
ドを補強層に備えた実施例3及び実施例4タイヤは、ス
チールコードを用いた比較例タイヤに比して、タイヤ剛
性は同等以上の効果を奏していることが認められる。そ
して、コーナリングパワー、コーナリングフォースとも
良好であり、操縦安定性にも優れている。一方、ベルト
層との重なり部分Aが0.20Bを超えた実施例5は、
タイヤの軽量化の点で他の実施例と比べて劣っており、
またベルト層との重なり部分Aが0.05B未満の実施
例6は、タイヤ横方向の曲剛性の向上の効果が十分でな
い。また、カーカス層の巻き上げ端がビードコアの外側
上端からベルト層端までのペリフェリの70%を越えて
配置された実施例7は、加硫工程を経たときの補強層配
置部のタイヤ径方向の収縮の程度が少ないため、タイヤ
横方向曲げ剛性の向上の効果が不十分である。
As shown in Table 1, the weight of the tire of the example is reduced and the rigidity of the tire is secured as compared with Comparative Example 1 in which a steel cord is used for the reinforcing layer. In particular, the tires of Example 3 and Example 4 in which the reinforcing layer was provided with a cord having a larger heat shrinkage than the ply cord of the carcass layer had the same tire rigidity as the comparative tire using the steel cord. It is recognized that the above effects are achieved. The cornering power and the cornering force are both good, and the steering stability is also excellent. On the other hand, in Example 5 where the overlapping portion A with the belt layer exceeded 0.20B,
It is inferior to other examples in terms of weight reduction of the tire,
In Example 6 where the overlapping portion A with the belt layer is less than 0.05B, the effect of improving the bending rigidity in the tire lateral direction is not sufficient. Further, in Example 7 in which the winding end of the carcass layer was arranged so as to exceed 70% of the periphery from the outer upper end of the bead core to the end of the belt layer, the tire radial shrinkage of the reinforcing layer arranged portion after the vulcanization step was performed. , The effect of improving the tire lateral bending rigidity is insufficient.

【0029】[0029]

【発明の効果】以上の通り、本発明のタイヤは、2層の
カーカス層と2層のベルト層、左右一対のビードコア及
びビードフィラーを有し、タイヤ周方向に対して90°
未満の角度で1層目と2層目のカーカス層のプライコー
ドをお互いに交差して配置すると共に、サイドウォール
部からバットレス部にかけて補強層を配置した空気入り
タイヤにおいて、前記補強層が、未加硫時の熱収縮率が
カーカス層のプライコードと同等以上の有機繊維コード
を含むゴム層からなり、前記有機繊維コードの角度が前
記カーカス層のプライコードの角度よりも大きい角度で
あって、ビードコア上端付近からタイヤ径方向外側に延
びベルト層端下部まで配置した空気入りタイヤであるの
で、偏平率の小さいタイヤであっても、タイヤの軽量化
を図りつつタイヤの剛性を確保することができる。
As described above, the tire of the present invention has two carcass layers, two belt layers, a pair of right and left bead cores and bead filler, and is 90 ° to the tire circumferential direction.
In a pneumatic tire in which the ply cords of the first and second carcass layers are arranged so as to intersect each other at an angle of less than one and the reinforcing layer is arranged from the sidewall portion to the buttress portion, the reinforcing layer is not The heat shrinkage rate during vulcanization is made of a rubber layer containing an organic fiber cord equal to or more than the ply cord of the carcass layer, and the angle of the organic fiber cord is an angle larger than the angle of the ply cord of the carcass layer, Since the pneumatic tire extends from the vicinity of the upper end of the bead core to the outer side in the tire radial direction to the lower end of the belt layer, even if the tire has a small flatness, it is possible to secure the rigidity of the tire while reducing the weight of the tire. .

【図面の簡単な説明】[Brief description of the drawings]

【図1】本発明に係る空気入りタイヤの一実施形態を示
す断面図である。
FIG. 1 is a sectional view showing one embodiment of a pneumatic tire according to the present invention.

【符号の説明】[Explanation of symbols]

1 カーカス層 1a 1番プライ 1b 2番プライ 2 ベルト層 3 ビードコア 4 ビードフィラー 5 サイドウォール部 6 バットレス部 7 補強層 8 ベルト層端下部 9 巻き上げ端 10 巻き上げ端 11 ビードコアの外側上端 12 ベルト層端 DESCRIPTION OF SYMBOLS 1 Carcass layer 1a 1st ply 1b 2nd ply 2 Belt layer 3 Bead core 4 Bead filler 5 Side wall part 6 Buttress part 7 Reinforcement layer 8 Lower part of belt layer end 9 Winding end 10 Winding end 11 Outside upper end of bead core 12 Belt layer end

───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 FI // B29K 21:00 B29L 30:00 ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 6 Identification code FI // B29K 21:00 B29L 30:00

Claims (3)

【特許請求の範囲】[Claims] 【請求項1】 2層のカーカス層と2層のベルト層、左
右一対のビードコア及びビードフィラーを有し、タイヤ
周方向に対して90°未満の角度で1層目と2層目のカ
ーカス層のプライコードをお互いに交差して配置すると
共に、サイドウォール部からバットレス部にかけて補強
層を配置した空気入りタイヤにおいて、前記補強層が、
未加硫時の熱収縮率がカーカス層のプライコードと同等
以上の有機繊維コードを含むゴム層からなり、前記有機
繊維コードの角度が前記カーカス層のプライコードの角
度よりも大きい角度であって、ビードコア上端付近から
タイヤ径方向外側に延びベルト層端下部まで配置したこ
とを特徴とする空気入りタイヤ。
1. A first and second carcass layer having two carcass layers and two belt layers, a pair of left and right bead cores and bead filler, and at an angle of less than 90 ° with respect to the tire circumferential direction. The ply cords are arranged so as to cross each other, and in the pneumatic tire in which the reinforcing layer is arranged from the sidewall portion to the buttress portion, the reinforcing layer is
The uncured heat shrinkage comprises a rubber layer containing an organic fiber cord equal to or more than the ply cord of the carcass layer, and the angle of the organic fiber cord is an angle larger than the angle of the ply cord of the carcass layer. A pneumatic tire extending from the vicinity of the upper end of the bead core to the outer side in the tire radial direction to the lower end of the belt layer.
【請求項2】 偏平率が55以下の空気入りタイヤで、
カーカス層のプライコードが2層ともに、ビードコアの
内側から外側に巻き上げられ、その巻き上げ端が、ビー
ドコアの外側上端からベルト層端までのペリフェリの距
離の70%以下に配置され、1層目と2層目のカーカス
層のプライコードの交差角度αが、タイヤ周方向に対し
て60°≦α<90°で、補強層のコード交差角度β
が、タイヤ周方向に対してα<β≦90°で、補強層の
ベルト層との重なり部分Aが、ベルト層最大幅Bに対し
て0.05B≦A≦0.20Bとした請求項1記載の空
気入りタイヤ。
2. A pneumatic tire having an aspect ratio of 55 or less,
Both the ply cords of the carcass layer are wound up from the inside of the bead core to the outside, and the winding end is arranged at 70% or less of the distance of the peripheral from the upper end of the bead core to the end of the belt layer. The intersection angle α of the ply cords of the carcass layer of the layer is 60 ° ≦ α <90 ° with respect to the tire circumferential direction, and the intersection angle α of the reinforcement layers is
The angle .alpha. <. Beta..ltoreq.90.degree. With respect to the circumferential direction of the tire, and the overlapping portion A of the reinforcing layer with the belt layer is 0.05B.ltoreq.A.ltoreq.0.20B with respect to the belt layer maximum width B. The pneumatic tire as described.
【請求項3】 補強層が、ビードフィラー内側とカーカ
ス層間、ビードフィラー外側とカーカス層間、カーカス
層巻き上げ部のカーカス1層目と2層目との間、カーカ
ス層巻き上げ部の外側のいずれかの位置に配置した請求
項2記載の空気入りタイヤ。
3. The reinforcing layer is any one of the inside of the bead filler and between the carcass layers, the outside of the bead filler and between the carcass layers, between the first and second carcass layers of the carcass layer winding section, and outside of the carcass layer winding section. The pneumatic tire according to claim 2, wherein the pneumatic tire is disposed at a position.
JP21581697A 1997-07-24 1997-07-24 Pneumatic tire Expired - Lifetime JP3808981B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP21581697A JP3808981B2 (en) 1997-07-24 1997-07-24 Pneumatic tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP21581697A JP3808981B2 (en) 1997-07-24 1997-07-24 Pneumatic tire

Publications (2)

Publication Number Publication Date
JPH1134618A true JPH1134618A (en) 1999-02-09
JP3808981B2 JP3808981B2 (en) 2006-08-16

Family

ID=16678739

Family Applications (1)

Application Number Title Priority Date Filing Date
JP21581697A Expired - Lifetime JP3808981B2 (en) 1997-07-24 1997-07-24 Pneumatic tire

Country Status (1)

Country Link
JP (1) JP3808981B2 (en)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002059715A (en) * 2000-08-23 2002-02-26 Bridgestone Corp Pneumatic radial tire
WO2003055699A1 (en) * 2001-12-27 2003-07-10 Sumitomo Rubber Industries, Ltd. Pneumatic radial tire
WO2005047025A1 (en) * 2003-11-17 2005-05-26 Akihiro Yamamoto Pneumatic tire and process for producing the same
JP2006248440A (en) * 2005-03-11 2006-09-21 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2008007022A (en) * 2006-06-30 2008-01-17 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2009506934A (en) * 2005-09-01 2009-02-19 ブリヂストン・フアイヤーストーン・ノース・アメリカン・タイヤ・エルエルシー Tire with sidewall reinforcement
JP2015174511A (en) * 2014-03-14 2015-10-05 住友ゴム工業株式会社 Pneumatic tire for all-terrain vehicle

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002059715A (en) * 2000-08-23 2002-02-26 Bridgestone Corp Pneumatic radial tire
WO2003055699A1 (en) * 2001-12-27 2003-07-10 Sumitomo Rubber Industries, Ltd. Pneumatic radial tire
CN1298554C (en) * 2001-12-27 2007-02-07 住友橡胶工业株式会社 Pneumatic radial tire
US7231950B2 (en) 2001-12-27 2007-06-19 Sumitomo Rubber Industries, Ltd. Pneumatic radial tire
WO2005047025A1 (en) * 2003-11-17 2005-05-26 Akihiro Yamamoto Pneumatic tire and process for producing the same
WO2005047028A1 (en) * 2003-11-17 2005-05-26 Akihiro Yamamoto Pneumatic tire and method of manufacturing the same
JP2006248440A (en) * 2005-03-11 2006-09-21 Yokohama Rubber Co Ltd:The Pneumatic tire
JP4687159B2 (en) * 2005-03-11 2011-05-25 横浜ゴム株式会社 Pneumatic tire
JP2009506934A (en) * 2005-09-01 2009-02-19 ブリヂストン・フアイヤーストーン・ノース・アメリカン・タイヤ・エルエルシー Tire with sidewall reinforcement
JP2008007022A (en) * 2006-06-30 2008-01-17 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2015174511A (en) * 2014-03-14 2015-10-05 住友ゴム工業株式会社 Pneumatic tire for all-terrain vehicle

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