JPS62225406A - Air compressed radial tyre - Google Patents
Air compressed radial tyreInfo
- Publication number
- JPS62225406A JPS62225406A JP61065889A JP6588986A JPS62225406A JP S62225406 A JPS62225406 A JP S62225406A JP 61065889 A JP61065889 A JP 61065889A JP 6588986 A JP6588986 A JP 6588986A JP S62225406 A JPS62225406 A JP S62225406A
- Authority
- JP
- Japan
- Prior art keywords
- layer
- tire
- cord
- auxiliary layer
- belt 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.)
- Granted
Links
- 239000002654 heat shrinkable material Substances 0.000 claims description 4
- 238000004804 winding Methods 0.000 abstract description 8
- 238000000926 separation method Methods 0.000 abstract description 7
- 230000000694 effects Effects 0.000 description 9
- 238000004073 vulcanization Methods 0.000 description 7
- 238000000465 moulding Methods 0.000 description 6
- 230000000630 rising effect Effects 0.000 description 4
- 239000004677 Nylon Substances 0.000 description 3
- 239000011324 bead Substances 0.000 description 3
- 239000000470 constituent Substances 0.000 description 3
- 229920001778 nylon Polymers 0.000 description 3
- 230000000052 comparative effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 229920000297 Rayon Polymers 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 235000008429 bread Nutrition 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 238000011835 investigation Methods 0.000 description 1
- 238000004898 kneading Methods 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000010899 nucleation Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 229920000728 polyester Polymers 0.000 description 1
- 239000002964 rayon Substances 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 239000004575 stone Substances 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
Abstract
Description
【発明の詳細な説明】
３、発明のａ’Ｐ’ａな説明
〔産業上の利用分野〕
この発明は空気入りラジアルタイヤ、特に、ベルト層の
最外層上に配置された補助層を改良した空気入りラジア
ルタイヤに関し、例えば、超偏平タイヤと称されている
高性能乗用車用ラジアルタイヤ等に利用されるものであ
る。[Detailed Description of the Invention] 3. A'P'a Description of the Invention [Field of Industrial Application] This invention provides an improved pneumatic radial tire, particularly an auxiliary layer disposed on the outermost layer of the belt layer. The present invention relates to pneumatic radial tires, and is used, for example, as radial tires for high-performance passenger cars, which are called ultra-flat tires.
この種の高性能乗用車用ラジアルタイヤは、トレッド部
におけるカーカス層上に、タイヤの赤道面に対するコー
ド角度が小さい角度で互いに交差する複数層のベルト層
を配置し、さらにこのベルト層のたが効果を補助する為
に、ベルト層の最外層上に、熱収縮性材料からなるコー
ドをタイヤの赤道面に対してほぼＯｏとした補助層を配
置している。This type of high-performance radial tire for passenger cars has multiple belt layers intersecting each other at a small cord angle with respect to the tire's equatorial plane on the carcass layer in the tread, and the hoop effect of these belt layers In order to assist in this, an auxiliary layer is arranged on the outermost layer of the belt layer, in which a cord made of a heat-shrinkable material is made approximately Oo with respect to the equatorial plane of the tire.
上述したラジアルタイヤは、タイヤの成型過程において
第２図に示すように、フラットドラムと称されているド
ラムＤ上に巻き付けられた上記ベルｌｌ’Ｊの構成部材
Ｂの最外層上に、上記補助層の構成部材Ｃを巻き付けた
後、この外側にトレッドゴム等のトレ・ノド構成部材（
図示しない）を張り付けてバンド状とし、しかる後、別
張りしたグリーンカーカス（図示しない）をトロイダル
状に変形膨張せしめ、その中央外周面に固着一体化する
ことによってグリーンタイヤを成型し、さらに、これを
加硫して硬化することにより完成タイヤを得ている。In the above-mentioned radial tire, as shown in FIG. 2, during the tire molding process, the above-mentioned auxiliary material is placed on the outermost layer of the component B of the bell 11'J, which is wound on a drum D called a flat drum. After wrapping the layer component C, a tread/nod component such as tread rubber (
A green carcass (not shown) is attached to form a band shape, and then a separately attached green carcass (not shown) is deformed and expanded into a toroidal shape and fixed and integrated with the central outer peripheral surface to form a green tire. Finished tires are obtained by vulcanizing and curing.
しかしながら、上述した従来の方法によって１７られた
完成タイヤの補助層を構成するコードは、Ｉ・レッド中
央部の外径に比べてトレッド両側部のそれが比較的小さ
いため（第１図参照）この補助層の中央区域Ｗ１と両側
区域Ｗ２とではコードの初期張力乃至は初期モジュラス
が異なる。すなわち、補助層の最も重要な両側区域Ｗ２
におけるコードの初期張力乃至は初期モジュラスが外径
が小さいだけ中央区域Ｗ、と比較して小さくなる。However, the cord constituting the auxiliary layer of the completed tire produced by the conventional method described above has a relatively small outer diameter on both sides of the tread compared to the outer diameter of the central part of the I-red (see Figure 1). The initial tension or initial modulus of the cord is different between the center area W1 and the side areas W2 of the auxiliary layer. That is, the most important both side areas W2 of the auxiliary layer
The initial tension or initial modulus of the cord in the central region W becomes smaller as the outer diameter becomes smaller.
従って、ベルト層の両側区域でのだが効果が中央区域と
比較して小さくなり、この結果、ベルト厄の両側区域は
、高速走行時における遠心力等によっ゛Ｃ，′＋径方向
外方・＼のせり出しが発生し易くなる。Therefore, the effect of damage on both sides of the belt layer is smaller than that in the center area, and as a result, the areas on both sides of the belt layer are affected by centrifugal force, etc. during high-speed running. ＼ protrusion is more likely to occur.
こねを抑制する目的で補助層が追加されるのであるが、
重要な両側区Ｊ−！ｉＷ２での初期張力乃至は初期モジ
ュラスが、上述したように中央部Ｌ３：ｗ＋ と比較し
て小さく、この結果、補助層を配置した効果が充分に発
揮されず、高速走行時において遠心力等により、ベルト
エンドセパレーション等の故障が発生する恐れがあり、
高速耐久性の向上が望めないのが現状である。An auxiliary layer is added to prevent kneading, but
Important both sides J-! As mentioned above, the initial tension or initial modulus in iW2 is smaller than that in the central part L3:w+, and as a result, the effect of arranging the auxiliary layer is not fully exhibited, and during high-speed running, centrifugal force etc. , there is a risk of malfunctions such as belt end separation.
At present, no improvement in high-speed durability can be expected.
上述したように、補助層を構成するコードの両側区域Ｗ
２での初期張力乃至は初期モジュラスが中央区域Ｗｌ
と比較して小さくなる理由を種々調査検討した結果、以
下の理由によることが判明した。すなわら、
補助層は、グリーンカーカスと一体成型する前に、Ａｎ
述したようにフラット状のドラムＤ上でバンド状に成型
されるため、補助層は、第２図に示すように、全幅にわ
たってフラットな面となるのであるが、グリーンカーカ
スと一体化される際、補助層は全幅にわたってタイヤの
クラウン部に対応した形状に湾曲される。As mentioned above, the areas W on both sides of the cord constituting the auxiliary layer
The initial tension or initial modulus at 2 is the central area Wl
As a result of various investigations and examinations into the reasons for the decrease in size compared to , it was found that the reasons are as follows. That is, before the auxiliary layer is integrally molded with the green carcass,
As mentioned above, since the auxiliary layer is formed into a band shape on the flat drum D, the auxiliary layer becomes a flat surface over the entire width as shown in Fig. 2, but when it is integrated with the green carcass, , the auxiliary layer is curved over its entire width into a shape that corresponds to the crown of the tire.
この為、補助層の中央区域Ｗ１は、両側区域Ｗ２と比較
して大きな張力を附勢されることになる。Therefore, the central area W1 of the auxiliary layer is subjected to a greater tension than the both side areas W2.
さらに加硫金型に挿入して加硫する場合においても、加
硫金型の曲率半径は、ベルト層のフラントドラム張付後
のトレッド曲率半径と比較して小さいことから、結果的
に完成タイヤにおいて、補助層の中央区域Ｗ１は、両側
区域Ｗ２と比較して大きな張力を附勢されることになる
。Furthermore, even when vulcanizing is performed by inserting the vulcanization mold into the vulcanization mold, the curvature radius of the vulcanization mold is smaller than the tread curvature radius after the belt layer is attached to the flant drum, resulting in a finished tire. In this case, the central area W1 of the auxiliary layer will be subjected to a greater tension compared to the side areas W2.
従って、補助層のコード初ＪＥ１１張力乃至初期モジュ
ラスは、中央区域Ｗ、の方が両側区域Ｗ２と比較して高
くなる。Therefore, the initial JE11 tension or initial modulus of the cord in the auxiliary layer is higher in the central area W than in both side areas W2.
すなわち、補助層を構成するコードの両側区域Ｗ２での
初期張力乃至初期モジュラスは、中央区域Ｗ１と比較し
て小さくなる。That is, the initial tension or initial modulus in both side areas W2 of the cord constituting the auxiliary layer is smaller than that in the central area W1.
そこでこの発明の発明者等は、グリーンカーカスと一体
化する前の補助層のコードの初期張力を、補助層の中央
区域Ｗ、と両側区域Ｗ２で変えることに若目し、種々検
討した結果、フラット状のドラムＤ上で補助層バンドを
成型する場合、補助層を構成するコードを、一本乃至複
数本（例えば１０本のテープ状体）、螺旋状に巻きなが
ら補助層の全幅を成型するに際し、補助層の両側区域Ｗ
２を中央区域Ｗ１と比較して大きな張力を掛けながら螺
旋状に巻き付けると、完成タイヤの補助層の初期張力乃
至は初期モジュラスを、補助層の全幅にわたって実質上
同一とすることができることを知見するに到った。Therefore, the inventors of the present invention decided to change the initial tension of the cord of the auxiliary layer before it is integrated with the green carcass in the central area W and both side areas W2 of the auxiliary layer, and as a result of various studies, When molding the auxiliary layer band on a flat drum D, the entire width of the auxiliary layer is molded while winding one or more cords (for example, 10 tape-like bodies) forming the auxiliary layer in a spiral shape. In this case, both sides of the auxiliary layer W
2 in a spiral manner while applying a larger tension than in the central region W1, it is found that the initial tension or initial modulus of the auxiliary layer of the completed tire can be made substantially the same over the entire width of the auxiliary layer. reached.
この発明は上述した知見に基づいて成されたものである
。This invention was made based on the above-mentioned knowledge.
従ってこの発明の目的は、高速走行時における夕・（ヤ
の遠心力によるベルト層端部のせりあがりを確実に防止
して、セパレーション故障の発生を阻止し、タイヤの高
速耐久性を向上することができる空気入りラジアルタイ
ヤを提供することにある。Therefore, an object of the present invention is to reliably prevent the edge of the belt layer from rising due to centrifugal force during high-speed driving, prevent separation failure, and improve the high-speed durability of tires. Our goal is to provide pneumatic radial tires that can.
上述した目的を達成するため、この発明は、左右一対の
サイドウオール部と、この両サイドウオール部にまたが
るトレッド部がトロイダル状に連なり、全体をタイヤの
放射方向にコードを配列したカーカス層と、このカーカ
ス層と前記ルソド部間にタイヤの赤道面に対して小さい
角度でコードを傾斜配列した層を複数層互いにコードが
交差するように重ね合せたベルト層と、このベルト層の
外周にその幅全体に亙って熱収縮性材料からなるコード
をタイヤの赤道面に対し実質上平行に配列した補助層を
、少なくとも１層配置したタイヤにおいて、前記補助層
のコードの緊張古暖合を前記ベルト層の曲面に沿って幅
方向に実質上一定としたことを特徴とする。In order to achieve the above-mentioned object, the present invention includes a carcass layer including a pair of left and right sidewall portions, a tread portion spanning both sidewall portions connected in a toroidal shape, and cords arranged in the radial direction of the tire as a whole; Between this carcass layer and the rusod part, there is a belt layer in which a plurality of layers in which cords are arranged obliquely at a small angle with respect to the equatorial plane of the tire are stacked one on top of the other so that the cords intersect with each other, and the outer circumference of this belt layer is In a tire including at least one auxiliary layer in which cords made of a heat-shrinkable material are arranged substantially parallel to the equatorial plane of the tire, It is characterized by being substantially constant in the width direction along the curved surface of the layer.
高速走行時において、タイヤの遠心力によりベルＩ−石
端部が、せりあがるのを補助層によって確実に防止する
ことができて、ベルト層の左右両端部の保護性を向上す
ることができ、セパレーション故障の発生を阻止して、
タイヤの高速耐久性を大中に向上することができる。During high-speed driving, the auxiliary layer can reliably prevent the bell I-stone end from rising due to the centrifugal force of the tire, improving the protection of both left and right ends of the belt layer. Preventing separation failure,
The high-speed durability of tires can be greatly improved.
以下この発明を実施例により図面を参照して具体的に説
明する。Hereinafter, the present invention will be specifically described by way of examples with reference to the drawings.
第１図乃至第３図はこの発明の実施例を示し、第１図は
タイヤの要部を示すラジアル方向断面説明図、第２図は
製造過程の要部を示す断面説明図、第３図はタイヤの一
部を切欠した斜視説明図である。1 to 3 show an embodiment of the present invention, FIG. 1 is a radial cross-sectional explanatory diagram showing the main parts of the tire, FIG. 2 is a cross-sectional explanatory diagram showing the main parts of the manufacturing process, and FIG. FIG. 2 is a partially cutaway perspective view of the tire.
図においてＥは、この発明の実施例からなる空気入りラ
ジアルタイヤで、左右一対のビード部１０と、このビー
ド部ＩＯに連なる左右一対のサイドウオール部２０と、
この各サイドウオール３２０間に位置するトレッド部３
０からなり、前記左右一対のビード部１０間に、タイヤ
の赤道面に対するコード４１の角度が実質的に９０°で
あるカーカスＦ！４０が装架され、また上記トレッド部
３０におけるカーカス暦４０上に、タイヤの赤道面に対
するコード５１の角度が１０”〜３０”で互いに交差す
る複数層のベルト層５０を配置し、さらにこのベルトＦ
！５０の最外層上に熱収縮性材料からなるコード６１を
タイヤの赤道面に対してほぼ０°とした補助１’！！６
０を配置することにより構成されている。In the figure, E denotes a pneumatic radial tire according to an embodiment of the present invention, which includes a pair of left and right bead portions 10, a pair of left and right sidewall portions 20 connected to the bead portions IO,
Tread portion 3 located between each sidewall 320
0, and the angle of the cord 41 with respect to the equatorial plane of the tire is substantially 90° between the pair of left and right bead portions 10. 40 is mounted on the carcass 40 in the tread portion 30, and a plurality of belt layers 50 are arranged so that the cords 51 intersect with each other at an angle of 10'' to 30'' with respect to the equatorial plane of the tire. F
! Auxiliary 1' with a cord 61 made of a heat-shrinkable material on the outermost layer of the tire 50 at approximately 0° with respect to the equatorial plane of the tire! ! 6
It is configured by placing 0.
そしてこの発明においては、特に、前記補助層６０のコ
ード６１の緊張割合を、前記ベル）Ｊ！！５０の曲面に
沿って幅方向に実質的に一定となるように配置しである
。In this invention, in particular, the tension ratio of the cord 61 of the auxiliary layer 60 is adjusted to the above-mentioned Bell) J! ! 50 so as to be substantially constant in the width direction along the curved surface.
つまり、タイヤ成型の際、後述するように、補助層６０
の両側区域Ｗ２のコード６１の初期張力を、中央区域Ｗ
１のコード６１の初期張力と比較してｌ１７７等以上に
なるように成型した後、これをグリーンタイヤと一体化
し、しかる後、加硫金型により加硫硬化することにより
、上述したように、補助Ｆｆ６０のコード６１の緊張割
合を、前記ベルト層５０の曲面に沿って幅方向に実質的
に一定にしである。In other words, during tire molding, the auxiliary layer 60
The initial tension of the cord 61 in both sides W2 of the center area W
After molding so that the initial tension is 1177 or more compared to the initial tension of the cord 61 of No. 1, this is integrated with a green tire, and then vulcanization and hardening is performed using a vulcanization mold, as described above. The tension ratio of the cord 61 of the auxiliary Ff 60 is made substantially constant in the width direction along the curved surface of the belt layer 50.
従って、高速走行時において、タイヤの遠心力によりベ
ルトＰＪ端部が、せりあがるのを補助層によって確実に
防止することができて、ベルトＥ５０の左右両端部の保
護性を向上することができ、セパレーション故障の発生
を阻止して、タイヤの高速耐久性を大ｉｒに向上するこ
とができる。Therefore, during high-speed running, the auxiliary layer can reliably prevent the ends of the belt PJ from rising due to the centrifugal force of the tires, and the protection of both left and right ends of the belt E50 can be improved. By preventing the occurrence of separation failure, the high-speed durability of the tire can be greatly improved.
つづいて上述したタイヤの成型過程を簡単に説明する。Next, the above-mentioned tire molding process will be briefly explained.
まづ、フラットドラム上でベルトＰ！５０を成型した後
、ベルト層５０よりも若干広い幅でベルト層５０をカバ
ーする範囲で、幅１０話の補助層構成部材（本実施例に
おいてコード６１は１１本用いられておりゴムによりコ
ーティングされている）を一方の端からスパイラル状に
順次巻き付は全体としてｉ層の補助層６０を形成する。First, belt P on the flat drum! After molding the cord 50, an auxiliary layer constituent member having a width of 10 cords (11 cords 61 are used in this example and is coated with rubber) is formed in a range that covers the belt layer 50 with a width slightly wider than the belt layer 50. The auxiliary layer 60 of the i-layer is formed by sequentially winding the auxiliary layer 60 in a spiral manner from one end.
なお、上述した補助層構成部材をスパイラル状に巻き付
ける段階で、本実施例にといては補助層６０の両側区域
Ｗ２でのコード６Ｉの巻き付は張力を１０４０ｇ ／本
とすると共に、中央区域Ｗ１でのコード６１の巻き付は
張力を８００ ｇ ／本に設定しである。In addition, in the step of spirally winding the above-mentioned auxiliary layer constituent members, in this embodiment, the cord 6I is wound at a tension of 1040 g/cord in both side areas W2 of the auxiliary layer 60, and the cord 6I is wound at a tension of 1040 g/cord in the central area W1. The cord 61 was wound with a tension of 800 g/cord.
つづいて、前記補助層６０の外方にトレソドゴムを一体
化し全体としてパンは状に成型する。Next, tresod rubber is integrated on the outside of the auxiliary layer 60, and the whole is molded into the shape of a bread.
しかる後、これをグリーン゛））−カスと一体化して加
硫金型に収容し、加硫硬化す、５゜上述した補助層構成
部材をスパイラル状に巻き付ける段階における補助！！
６０の両側区域Ｗ２でのコード６１の巻き付は張力と、
中央区域Ｗ１でのコード６１の巻き付は張力との比Ｗ
２ ／ Ｗ ＋は、１．０〜２．０の範囲内に設定する
ことが望ましい。Thereafter, this is integrated with the green scum, placed in a vulcanization mold, and cured by vulcanization.5 degrees to assist in the step of spirally winding the above-mentioned auxiliary layer constituent members! !
The winding of the cord 61 on both sides W2 of the cord 60 is caused by tension and
The winding of the cord 61 in the central area W1 is the ratio of the tension to W
It is desirable to set 2/W+ within the range of 1.0 to 2.0.
これは、１．０未満であると、タイヤとしてショルダ一
部（クラウン両側区域）の補助層の初期モジュラスが不
足して所期の効果を得ることができないからであり、２
．０を超えると同部分の初期モジュラスが高ずぎて所期
の効果を得ることができないからである。This is because if it is less than 1.0, the initial modulus of the auxiliary layer in the shoulder part (regions on both sides of the crown) will be insufficient, making it impossible to obtain the desired effect.
．． This is because if it exceeds 0, the initial modulus of the same portion will be too high, making it impossible to obtain the desired effect.
また、両側区域Ｗ２の範囲は、補助層６０の幅Ｗの４０
％の範囲内に設定することが望ましい。Further, the range of both side areas W2 is 40% of the width W of the auxiliary layer 60.
It is desirable to set it within the range of %.
これは、４０％を超えるとタイヤとしてクラウン中央部
とショルダ一部の初期モジュラス差を与えることの８味
がなくなり所期の効果を得ることができないからである
。This is because if it exceeds 40%, the initial modulus difference between the crown center and shoulder portions of the tire is lost and the desired effect cannot be obtained.
前記主１１１助Ｆ５ＧＯのコード６１としては、ナイロ
ンコード、ポリエステルコード等前記ベルト層５０を構
成するコード５１やゴムとの接着性が良好であり、しか
も、適度の熱収縮性を有する有機繊維コードを用いるこ
とが好ましい。The cord 61 of the main 111 support F5GO is an organic fiber cord such as a nylon cord or a polyester cord that has good adhesion to the cord 51 and rubber constituting the belt layer 50 and has appropriate heat shrinkability. It is preferable to use
なお、走行時におけるトレッド部の発熱を考慮すると、
ベルト層５０を構成するコード５１やゴ１１との接着性
が良好で、しかも、耐熱性が高いナイロンコードを用い
ることが好ましい。Furthermore, considering the heat generated by the tread during driving,
It is preferable to use a nylon cord that has good adhesion to the cords 51 and rubber 11 constituting the belt layer 50 and has high heat resistance.
〔実験例〕
この発明の効果を確認するため高速耐久性試験を行った
。[Experimental Example] A high-speed durability test was conducted to confirm the effects of this invention.
（試験に使用したタイヤの仕様）
「本発明タイヤＩ」
タイヤサイズ・・・２５５ ／４０ Ｖ Ｒ１７力−カ
ス層・・・・・・コードとして１６５０ｄ ／２． エ
ンド数２６．４本／２５重朧のレーヨンコードを用い、
コード角度がタイ
ヤ赤道面に対して９０′になるよ
う２プライ配置した。(Specifications of tires used in the test) "Tyre of the present invention I" Tire size: 255/40 V R17 force - Waste layer: 1650d/2 as code. Using 26.4 ends/25 heavy rayon cord,
Two plies were arranged so that the cord angle was 90' with respect to the tire equatorial plane.
ベルト層・・・・・・・・・コードとしてＩ Ｘ ５
Ｘｏ、２３のスチールコードを用い、コード角
度がタイヤ赤道面に対して３０゜
になるよう互いに交差せしめて
２プライ配置した。Belt layer・・・・・・as code I×5
Two plies of Xo, 23 steel cords were arranged so that they crossed each other so that the cord angle was 30 degrees with respect to the tire's equator plane.
補助層・・・・・・・・・・・・コードとして１２６０
ｄ／２．エンド数２６．４本／２５■−のナイロンコー
ドを用い、コード角度がタイヤ
赤道面に対してＯｏになるよう
２プライ配置した。Auxiliary layer・・・・・・・・・1260 as code
d/2. A nylon cord with an end count of 26.4/25 mm was used, and two plies were arranged so that the cord angle was Oo with respect to the tire equatorial plane.
Ｗ２／Ｗｌ・・・・・・ＱＧＯｇ ／ ８００８＝ １
、２「本発明タイヤ■」
Ｗ２／Ｗｌ・・・・・・１０４０ｇ ／８００ｇ−１，
３なお、タイヤサイズ１ カーカス服、ベルト層及び補
助層の各仕様は「本発明タイヤ１」と同じ。W2/Wl...QGOg/8008=1
, 2 "Tire of the present invention ■" W2/Wl...1040g/800g-1,
3. Tire size 1 The specifications of the carcass, belt layer, and auxiliary layer are the same as "Tire 1 of the present invention."
「従来例タイヤ」
Ｗ２／Ｗ１・・・・・・８００ｇ ／ ８００ｇ ＝
１ 、０なお、タイヤサイズ、カーカス層、ベルト層及
び補助層の各仕様は「本発明タイヤ■」と同じ。"Conventional tire" W2/W1...800g/800g =
1,0 Note that the specifications of the tire size, carcass layer, belt layer, and auxiliary layer are the same as "tire of the present invention ■".
「比較例タイヤ」
Ｖ／２ ／Ｗ、・・・・・・８８０ｇ／８００ｇ＝１．
１なお、タイヤサイズ、カーカス層、ベルト層及び補助
層の各仕様は「本発明タイヤＩ」と同じ。"Comparative tire" V/2 /W, 880g/800g=1.
1. The tire size, carcass layer, belt layer, and auxiliary layer specifications are the same as "Tire I of the Invention".
・本高速耐久性試験として室内ドラム試験１ａ械（直播
１７０７鴎）を用いた。- For this high-speed durability test, an indoor drum test 1a machine (direct seeding 1707 Uji) was used.
「試験条件」
空気圧を２．０ ｋｇ／ｃｏ！とし、（ｕＩ重４００
ｋｇ、速度１００ ｋｍ／ｈｒから１時間毎にｌＱｋｍ
／ｈｒずつアンプしてタイヤが破壊するまで走行させた
。"Test conditions" Air pressure 2.0 kg/co! (uI weight 400
kg, speed 100 km/hr to lQkm every hour
/hr and drove the car until the tires were destroyed.
試験結果を第１表に示す。なお、第１表は従来例タイヤ
の試験結果を１００としたｌ旨数で示されている。The test results are shown in Table 1. In Table 1, the test results for the conventional tires are expressed as 100.
（以下余白） 第１表から明らかなように、本発明タイヤＩ。(Margin below) As is clear from Table 1, the tire I of the present invention.
■は何れも従来例タイヤ及び比較例タイヤと比較して高
速耐久性が人中に向上していることが判る。It can be seen that the high-speed durability is improved in all cases (2) compared to the conventional tire and the comparative tire.
この発明は上述したように、特に、前記補助Ｊ８のコー
ドの緊張割合を前記ベルＨΔの曲面に沿って幅方向に実
質上一定としたから、高速走行時において、タイヤの遠
心力によってベルト層端部がせりあがるのを、補助層に
より確実に防止することができ、ベルト層の左右両端部
の保護性を向上することができて、セパレーション故障
の発生を阻止することができる。As described above, in particular, this invention makes the tension ratio of the cord of the auxiliary J8 substantially constant in the width direction along the curved surface of the bell HΔ, so that when running at high speed, the centrifugal force of the tire causes the edge of the belt layer to The auxiliary layer can reliably prevent the belt layer from rising, improving the protection of both left and right ends of the belt layer, and preventing separation failure.
従って、タイヤの高速耐久性を大中に向上せしめること
ができる。Therefore, the high-speed durability of the tire can be significantly improved.
第１図乃至閉３図はこの発明の実施例を示し、第１図は
タイヤの要部を示すラジアル方向断面説明図、第２図は
装造過程の要部を示す断面説明図、第３図はタイヤの一
部を切欠した斜視説明図である。
２０・・・サイドウオール部
３０・・・トレンド部
４０・・・カーカス層
４１・・・カーカス層を構成するコード５０・・・ベル
ト層
５１・・・ベルト旧を構成するコード
６０・・・補助層1 to 3 show embodiments of the present invention, FIG. 1 is a radial cross-sectional explanatory view showing the main parts of the tire, FIG. 2 is a cross-sectional view showing the main parts of the tire manufacturing process, and FIG. The figure is a partially cutaway perspective view of the tire. 20... Sidewall part 30... Trend part 40... Carcass layer 41... Cord 50 forming the carcass layer... Belt layer 51... Cord 60 forming the old belt... Auxiliary layer
Claims (1)
部にまたがるトレッド部がトロイダル状に連なり、全体
をタイヤの放射方向にコードを配列したカーカス層と、
このカーカス層と前記トレッド部間にタイヤの赤道面に
対して小さい角度でコードを傾斜配列した層を複数層互
いにコードが交差するように重ね合せたベルト層と、こ
のベルト層の外周にその幅全体に亙って熱収縮性材料か
らなるコードをタイヤの赤道面に対し実質上平行に配列
した補助層を、少なくとも１層配置したタイヤにおいて
、前記補助層のコードの緊張割合を前記ベルト層の曲面
に沿って幅方向に実質上一定としたことを特徴とする空
気入りラジアルタイヤ。A carcass layer consisting of a pair of left and right sidewall sections and a tread section extending over both sidewall sections in a toroidal manner, and the entire carcass layer having cords arranged in the radial direction of the tire.
Between this carcass layer and the tread part, there is a belt layer in which a plurality of layers in which cords are arranged at a small angle with respect to the equatorial plane of the tire are stacked one on top of the other so that the cords intersect with each other, and the outer circumference of this belt layer is In a tire having at least one auxiliary layer in which cords made of a heat-shrinkable material are arranged substantially parallel to the equatorial plane of the tire, the tension ratio of the cords in the auxiliary layer is determined by the tension ratio of the cords in the belt layer. A pneumatic radial tire characterized by being substantially constant in the width direction along a curved surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61065889A JP2971880B2 (en) | 1986-03-26 | 1986-03-26 | Pneumatic radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61065889A JP2971880B2 (en) | 1986-03-26 | 1986-03-26 | Pneumatic radial tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62225406A true JPS62225406A (en) | 1987-10-03 |
| JP2971880B2 JP2971880B2 (en) | 1999-11-08 |
Family
ID=13299985
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61065889A Expired - Lifetime JP2971880B2 (en) | 1986-03-26 | 1986-03-26 | Pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2971880B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63315305A (en) * | 1987-06-18 | 1988-12-23 | Sumitomo Rubber Ind Ltd | Pneumatic radial tire |
| US4869307A (en) * | 1988-03-17 | 1989-09-26 | The Goodyear Tire & Rubber Company | Pneumatic tire and method for making same |
| WO1990001426A1 (en) * | 1988-07-29 | 1990-02-22 | The Yokohama Rubber Co., Ltd. | Pneumatic radial tire and its production method |
| JPH0382603A (en) * | 1989-08-01 | 1991-04-08 | Sumitomo Rubber Ind Ltd | Radial tire |
| US5007974A (en) * | 1989-06-09 | 1991-04-16 | The Goodyear Tire & Rubber Company | Method of making a belt overlay for pneumatic tires |
| JPH0396402A (en) * | 1989-09-09 | 1991-04-22 | Sumitomo Rubber Ind Ltd | Pneumatic radial tire |
| JPH0396403A (en) * | 1989-09-09 | 1991-04-22 | Sumitomo Rubber Ind Ltd | Pneumatic radial tire |
| US5115853A (en) * | 1989-03-08 | 1992-05-26 | The Goodyear Tire & Rubber Company | Pneumatic tire with belt overlay structure reinforced with low denier nylon cords |
| JP2017001212A (en) * | 2015-06-05 | 2017-01-05 | 住友ゴム工業株式会社 | Method and device for production of pneumatic tire |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5873406A (en) * | 1972-08-18 | 1983-05-02 | ユニロイヤル，インコ−ポレ−テツド | Pneumatic tire |
-
1986
- 1986-03-26 JP JP61065889A patent/JP2971880B2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5873406A (en) * | 1972-08-18 | 1983-05-02 | ユニロイヤル，インコ−ポレ−テツド | Pneumatic tire |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63315305A (en) * | 1987-06-18 | 1988-12-23 | Sumitomo Rubber Ind Ltd | Pneumatic radial tire |
| US4869307A (en) * | 1988-03-17 | 1989-09-26 | The Goodyear Tire & Rubber Company | Pneumatic tire and method for making same |
| WO1990001426A1 (en) * | 1988-07-29 | 1990-02-22 | The Yokohama Rubber Co., Ltd. | Pneumatic radial tire and its production method |
| US5178704A (en) * | 1988-07-29 | 1993-01-12 | The Yokohama Rubber Co., Ltd. | Spirally winding a belt reinforcing layer for a pneumatic radial tire at a higher density beneath the groove areas |
| US5115853A (en) * | 1989-03-08 | 1992-05-26 | The Goodyear Tire & Rubber Company | Pneumatic tire with belt overlay structure reinforced with low denier nylon cords |
| US5007974A (en) * | 1989-06-09 | 1991-04-16 | The Goodyear Tire & Rubber Company | Method of making a belt overlay for pneumatic tires |
| JPH0382603A (en) * | 1989-08-01 | 1991-04-08 | Sumitomo Rubber Ind Ltd | Radial tire |
| JPH0396402A (en) * | 1989-09-09 | 1991-04-22 | Sumitomo Rubber Ind Ltd | Pneumatic radial tire |
| JPH0396403A (en) * | 1989-09-09 | 1991-04-22 | Sumitomo Rubber Ind Ltd | Pneumatic radial tire |
| JP2017001212A (en) * | 2015-06-05 | 2017-01-05 | 住友ゴム工業株式会社 | Method and device for production of pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2971880B2 (en) | 1999-11-08 |
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