JPH1134618A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- 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
Links
- 239000011324 bead Substances 0.000 claims abstract description 35
- 239000000835 fiber Substances 0.000 claims abstract description 17
- 239000000945 filler Substances 0.000 claims abstract description 10
- 230000002093 peripheral effect Effects 0.000 claims abstract description 4
- 230000002787 reinforcement Effects 0.000 claims abstract description 4
- 230000003014 reinforcing effect Effects 0.000 claims description 41
- 238000004804 winding Methods 0.000 claims description 11
- 238000004073 vulcanization Methods 0.000 abstract description 12
- 238000005452 bending Methods 0.000 description 11
- 230000000052 comparative effect Effects 0.000 description 9
- 229910000831 Steel Inorganic materials 0.000 description 6
- 230000000694 effects Effects 0.000 description 6
- 239000010959 steel Substances 0.000 description 6
- 229920000728 polyester Polymers 0.000 description 3
- 229920001778 nylon Polymers 0.000 description 2
- 239000013585 weight reducing agent Substances 0.000 description 2
- 239000004677 Nylon Substances 0.000 description 1
- 229920000297 Rayon Polymers 0.000 description 1
- 239000004760 aramid Substances 0.000 description 1
- 229920003235 aromatic polyamide Polymers 0.000 description 1
- 239000010426 asphalt Substances 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000002964 rayon Substances 0.000 description 1
- 239000012779 reinforcing material Substances 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/02—Carcasses
- B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
- B60C9/08—Carcasses 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
- B60C9/09—Carcasses 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
Description
【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.
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)
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.
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.
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.
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)
| 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 |
| 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 |
| 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 |
-
1997
- 1997-07-24 JP JP21581697A patent/JP3808981B2/en not_active Expired - Lifetime
Cited By (11)
| 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 |
| WO2005047028A1 (en) * | 2003-11-17 | 2005-05-26 | Akihiro Yamamoto | Pneumatic tire and method of manufacturing the same |
| 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 |
| 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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| Publication number | Publication date |
|---|---|
| JP3808981B2 (en) | 2006-08-16 |
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