JPS63166605A - Radial tire for heavy vehicle - Google Patents
Radial tire for heavy vehicleInfo
- Publication number
- JPS63166605A JPS63166605A JP61314530A JP31453086A JPS63166605A JP S63166605 A JPS63166605 A JP S63166605A JP 61314530 A JP61314530 A JP 61314530A JP 31453086 A JP31453086 A JP 31453086A JP S63166605 A JPS63166605 A JP S63166605A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- groove
- tread
- belt layer
- buttress
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000011324 bead Substances 0.000 claims description 3
- 238000004299 exfoliation Methods 0.000 abstract 4
- 230000035882 stress Effects 0.000 description 7
- 229910000831 Steel Inorganic materials 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 239000000835 fiber Substances 0.000 description 3
- 230000002411 adverse Effects 0.000 description 2
- 239000004760 aramid Substances 0.000 description 2
- 229920003235 aromatic polyamide Polymers 0.000 description 2
- 239000004677 Nylon Substances 0.000 description 1
- 229920000297 Rayon Polymers 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 238000005338 heat storage Methods 0.000 description 1
- 230000008642 heat stress Effects 0.000 description 1
- 229920001778 nylon Polymers 0.000 description 1
- 229920000728 polyester Polymers 0.000 description 1
- 239000002964 rayon Substances 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
Landscapes
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、高荷重、高内圧等の過激な使用条件下で使用
されるトランク、バス用ラジアルタイヤにおいて、発熱
、応力集中を低減緩和し、ベルト層両端におけるプライ
間及び/又はゴム剥離を軽減したいわゆる重車両用ラジ
アルタイヤに関する。[Detailed Description of the Invention] [Field of Industrial Application] The present invention reduces and alleviates heat generation and stress concentration in radial tires for trunks and buses used under extreme usage conditions such as high loads and high internal pressures. , relates to a so-called radial tire for heavy vehicles in which inter-ply and/or rubber peeling at both ends of the belt layer is reduced.
トラック、バスあるいは建設車両用タイヤは、高荷重、
高内圧等の過激な条件下で使用され、さらにこの種のタ
イヤはトレッド部のゴム肉厚が大きいこととあいまって
蓄熱効果が高く、その結果、タイヤの発熱が高くなり、
応力集中の激しいベルト層両端でプライ間剥離及び/又
はゴム剥離が多発する。従来、この問題を解決するため
トレッド部の肉厚を減少したり、ショルダ一部に発熱の
少ないゴムを用いることによりベルト層両端におけるゴ
ムの温度上昇を抑制したり、ベルト層両端にゴム層又は
繊維コード層を被覆することにより応力集中の緩和ある
いはベルト層両端におけるスチールコード、ゴムの接着
性が劣る欠点を補強することが試みられているが、必ず
しも充分な効果は期待できない。Tires for trucks, buses or construction vehicles are used for heavy loads,
This type of tire is used under extreme conditions such as high internal pressure, and combined with the large rubber wall thickness of the tread, this type of tire has a high heat storage effect, and as a result, the tire generates a lot of heat.
Inter-ply peeling and/or rubber peeling occurs frequently at both ends of the belt layer where stress concentration is severe. Conventionally, in order to solve this problem, the thickness of the tread part has been reduced, the temperature rise of the rubber at both ends of the belt layer has been suppressed by using rubber that generates less heat in the shoulder part, and the temperature rise of the rubber at both ends of the belt layer has been suppressed. Attempts have been made to alleviate the stress concentration or to strengthen the defect of poor adhesion between the steel cord and rubber at both ends of the belt layer by covering the belt layer with a fiber cord layer, but a sufficient effect cannot necessarily be expected.
本発明は、高荷重、高内圧及び悪路走行等の過激な使用
条件下においても、ベルト層両端近傍での・ゴムの温度
上昇及び応力集中を同時に軽減緩和し、ベル)11のプ
ライ間剥離、ゴム!!11離を効果的に抑制した重車両
用ラジアルタイヤを提案することを目的とする。The present invention simultaneously reduces and alleviates the temperature rise and stress concentration of the rubber near both ends of the belt layer, even under extreme usage conditions such as high loads, high internal pressures, and driving on rough roads, thereby preventing peeling between the plies of bell) 11. , rubber! ! The purpose of this invention is to propose a radial tire for heavy vehicles that effectively suppresses 11 separation.
本発明の一実施例であるラジアルタイヤlの断面図の右
半分を示す第1図に従って本発明を説明すると、ラジア
ルタイヤ1は、左右一対のビードコア2のまわりに両端
を折り返して係止されるカーカス3と、このカーカス3
のクラウン部外側に配置され非伸張性コードよりなるベ
ルト層4と該ベルト層4外側に配置されるトレッド部5
とを具えるとともに、トレッド端部TEと、タイヤ最大
巾位置WEとの間にタイヤ外側に曲率中心を存するバン
トレス部6を有し、前記トレッド部5の表面に形成され
るトレッド溝8の溝底8aを通り、トレッド表面と平行
なタイヤ回転軸方向の仮想円弧7と前記バットレス部6
表面との交点P2とサイドウオール部変更点P1との間
にタイヤ周方向に連続する凹溝9を形成したことを特徴
とする重車両用ラジアルタイヤである。The present invention will be described with reference to FIG. 1, which shows the right half of a sectional view of a radial tire l, which is an embodiment of the present invention.A radial tire 1 is secured by folding both ends around a pair of left and right bead cores 2. carcass 3 and this carcass 3
A belt layer 4 made of a non-stretchable cord is arranged on the outside of the crown part of the belt, and a tread part 5 is arranged on the outside of the belt layer 4.
and a buntless portion 6 having a center of curvature on the outside of the tire between the tread end TE and the tire maximum width position WE, and a groove of a tread groove 8 formed on the surface of the tread portion 5. An imaginary arc 7 passing through the bottom 8a in the direction of the tire rotational axis parallel to the tread surface and the buttress portion 6
This radial tire for a heavy vehicle is characterized in that a concave groove 9 continuous in the tire circumferential direction is formed between an intersection point P2 with the surface and a sidewall change point P1.
本発明はバットレス部6の所定位置にタイヤ周方向に連
続する凹溝9を形成している。これまでの発明者の研究
では、ベルト層4のブライ剥離は、第3層の端部P3に
おいて、しばしば発生するが、これは前記端部P3にお
いて、応力集中及び温度上昇が特に著しい0例えば前記
端部P3における温度上昇は第2図にみられる如く端部
P3からトレッド表面までの距jljllにほぼ比例し
て上昇する。つまり第2図は10.00R20リブパタ
ーンのタイヤを室内耐久ドラム上で時速80kse/h
で、JIS規格の100%荷重でタイヤ温度が一定にな
るまで走行したときの端部P3の温度変化を距1111
との関係で示すが、11の増加とともに温度は上昇して
いることがわかる。又第3図は第2層の端部P4からタ
イヤ回転軸方向に垂直におろした線とカーカス3との交
点P5からバフトレス6表面までの最短距離I12と前
記第3層の端部P3における温度との関係を示し、12
の増加とともに端部P3の温度は上昇していることがわ
かる。なおタイヤは10r 0OR20リプパターンで
走行条件は第2図と同様である。In the present invention, a concave groove 9 that continues in the tire circumferential direction is formed at a predetermined position of the buttress portion 6. According to the inventor's research so far, the peeling of the belt layer 4 often occurs at the end P3 of the third layer, and this is because the stress concentration and temperature rise are particularly significant at the end P3. As shown in FIG. 2, the temperature rise at the end P3 increases approximately in proportion to the distance jljll from the end P3 to the tread surface. In other words, Figure 2 shows a tire with a 10.00R20 rib pattern running at 80kse/h on an indoor durability drum.
Then, the temperature change at the end P3 when the tire is driven under 100% load according to the JIS standard until the tire temperature becomes constant is calculated by the distance 1111.
As shown in the relationship with , it can be seen that as 11 increases, the temperature increases. Further, FIG. 3 shows the shortest distance I12 from the intersection P5 of the carcass 3 and a line drawn perpendicularly to the tire rotation axis direction from the end P4 of the second layer to the surface of the buff stress 6, and the temperature at the end P3 of the third layer. 12
It can be seen that the temperature at the end P3 increases as the temperature increases. The tires had a 10r 0OR20 rip pattern and the running conditions were the same as in Figure 2.
さらに第4図は前記端部P3の温度と室内耐久試験にお
けるタイヤ耐久性能の関係を示し、温度が上昇するほど
、耐久性は低下することがわかる。Furthermore, FIG. 4 shows the relationship between the temperature of the end portion P3 and the tire durability performance in the indoor durability test, and it can be seen that the higher the temperature, the lower the durability.
ここで縦軸はJIS規格の140%荷重で、JIS規格
の100内圧の耐久試験条件で速度80km/hから2
時間ごとのステップとし破壊に至るまで走行させたとき
の最終ステップの時間(分)を示す。Here, the vertical axis is a load of 140% of the JIS standard, and a speed of 80 km/h to 2
It shows the time (minutes) of the final step when running until failure as a step for each time.
前記試験結果から前記路11j1,72を少な(すれば
温度上昇を緩和でき耐久性を向上できるが、距離z1の
減少はトレッド部5の摩耗末期←おいてベルト層4端部
の露出をひきおこし、一方、距離12の減少はトレッド
曲率半径の減少あるいはバフトレス部6の曲率半径R1
を減少することにより可能であるが、前者はタイヤ寿命
に悪影響を及ぼし、一方後者はバットレス部6に歪を増
大せしめ前記端部P3での応力集中を助長するため好ま
しくない。From the test results, it is found that if the length of the paths 11j1 and 72 is reduced, the temperature rise can be alleviated and the durability can be improved, but a decrease in the distance z1 causes the end portion of the belt layer 4 to be exposed at the end of wear of the tread portion 5. On the other hand, a decrease in the distance 12 is a decrease in the tread radius of curvature or a radius of curvature R1 of the buff tress portion 6.
However, the former adversely affects the tire life, while the latter is undesirable because it increases strain in the buttress portion 6 and promotes stress concentration at the end P3.
本発明はバットレス部6に前記凹溝9を形成することに
より前記問題点を解決したものである。The present invention solves the above problem by forming the groove 9 in the buttress portion 6.
ここで凹溝9は前記タイヤ回転軸方向の仮想円弧7と前
記バットレス部6表面との交点P2より内側であること
が必要であり、その理由は凹溝9がトレッド部5側に位
置すると、摩耗末期に凹溝9が接地面に露出し、トレッ
ド部の摩耗寿命に悪影響を及ぼすこととなる。一方凹溝
9はサイドウオール部変曲点P1よりも半径方向外方に
位置しないと、ベルト層4の第3層の両端P3の温度上
昇の抑制効果はない。Here, the groove 9 needs to be located inside the intersection point P2 between the virtual arc 7 in the direction of the tire rotation axis and the surface of the buttress portion 6. The reason for this is that if the groove 9 is located on the tread portion 5 side, At the end of wear, the concave grooves 9 are exposed on the ground contact surface, which adversely affects the wear life of the tread portion. On the other hand, unless the groove 9 is located radially outward from the sidewall inflection point P1, there is no effect of suppressing the temperature rise at both ends P3 of the third layer of the belt layer 4.
次に凹溝9はタイヤ周方向に連続していることが必要で
深さDは5簡以下、長さしは5〜30mの範囲内で形成
されることが好ましい、特に凹溝9の底面9aは歪を緩
和するため、バフドレス部6と同心円形状であることが
好ましい。また本発明ではバットレス部6にタイヤ周方
向に延びる凹溝を複数条形成することも可能である。な
お本発明においてカーカス3は、好ましくはスチールコ
ード、アラミド等の高弾性コードが用いられるが、ナイ
ロン、ポリエステル、あるいはレーヨン等のを機繊維コ
ードが使用可能であり、コードはタイヤ半径方向に15
″以下、好ましくは5@以下に配置されるラジアル構造
である。Next, the groove 9 needs to be continuous in the circumferential direction of the tire, and it is preferable that the depth D is 5 m or less and the length is within the range of 5 to 30 m. In particular, the bottom surface of the groove 9 9a preferably has a circular shape concentric with the buff dress portion 6 in order to alleviate distortion. Further, in the present invention, it is also possible to form a plurality of grooves extending in the circumferential direction of the tire in the buttress portion 6. In the present invention, the carcass 3 is preferably made of a highly elastic cord such as steel cord or aramid, but it is also possible to use a machined fiber cord such as nylon, polyester, or rayon.
It is a radial structure arranged below ``, preferably below 5@.
又前記ベルト層4は、好適にはスチールコードで4層で
構成され、カーカス3何より第2層が最も巾広で第1層
と、第3層はほぼ同一の巾で構成されている。なおベル
ト層4をアラミド、等の有機繊維コードのブライとスチ
ールコードのプライの複合構造とすることも可能である
。The belt layer 4 is preferably made of four layers of steel cord, and the second layer of the carcass 3 is the widest, and the first layer and the third layer have approximately the same width. Note that the belt layer 4 can also have a composite structure of a ply of organic fiber cord such as aramid and a ply of steel cord.
叙上のごとく本発明は、バットレス部の所定位置にタイ
ヤ周方向に延びる凹溝を形成したためベルト層の第3層
の両端部の温度上昇が抑制でき、かつ前記両端部での応
力集中が緩和できるためベルト層のプライ剥離、及びゴ
ム剥離が効果的に軽減できる。As described above, in the present invention, since grooves extending in the tire circumferential direction are formed at predetermined positions of the buttress portion, the temperature rise at both ends of the third layer of the belt layer can be suppressed, and stress concentration at the both ends can be alleviated. Therefore, ply peeling and rubber peeling of the belt layer can be effectively reduced.
第1図は本発明のタイヤの断面図、第2〜3図はベルト
層の第3層の端部の温度と距離!1.12との関係を示
す線図、第4図は前記端部の温度と耐久性の関係を示す
線図である。
1・−タイヤ、 2−・ビードコア、 3・−カー
カス、4−ベルト層、 5− トレッド部、6・−・
−バットレス部、 7・−仮想線、8− トレッド
溝、 9−凹溝。
特許出願人 住友ゴム工業株式会社代理人 弁理
士 苗 村 正
jlllllj
II4閃
端間(9)Fig. 1 is a sectional view of the tire of the present invention, and Figs. 2 and 3 show the temperature and distance at the end of the third layer of the belt layer! 1.12, and FIG. 4 is a diagram showing the relationship between the temperature of the end portion and durability. 1-tire, 2-bead core, 3-carcass, 4-belt layer, 5-tread section, 6--
-Buttress portion, 7.-Virtual line, 8-Tread groove, 9-Concave groove. Patent Applicant Sumitomo Rubber Industries Co., Ltd. Agent Patent Attorney Tadashi Naemura jllllllj II4 Sendanma (9)
Claims (3)
て係止されるカーカスと、このカーカスのクラウン部外
側に配置され非伸張性コードよりなるベルト層と、該ベ
ルト層外側に配置されるトレッド部とを具えるとともに
、トレッド端部TEとタイヤ最大巾位置WEとの間にタ
イヤ外側に曲率中心を有するバットレス部を有し、前記
トレッド部表面に形成されるトレッド溝の溝底を通りト
レッド表面と平行なタイヤ回転軸方向の仮想円弧と前記
バットレス部表面との交点P2とサイドウォール部変曲
点P1との間にタイヤ周方向に連続する凹溝を形成した
ことを特徴とする重車両用ラジアルタイヤ。(1) A carcass that is secured by folding both ends around a pair of left and right bead cores, a belt layer made of a non-stretchable cord placed outside the crown portion of this carcass, and a tread portion placed outside the belt layer. and a buttress portion having a center of curvature on the outside of the tire between the tread end TE and the tire maximum width position WE, and the tread surface passing through the groove bottom of the tread groove formed on the tread surface. for a heavy vehicle, characterized in that a concave groove continuous in the tire circumferential direction is formed between an intersection point P2 of the buttress portion surface and an imaginary circular arc parallel to the tire rotation axis direction and the sidewall portion inflection point P1. radial tire.
状を有することを特徴とする特許請求の範囲第1項記載
のラジアルタイヤ。(2) The radial tire according to claim 1, wherein the bottom surface of the groove has a concentric circular shape with the surface of the buttress portion.
表面と同心円形状とし、最大巾位置側を前記トレッド端
側よりも大きな曲率半径で形成したことを特徴とする特
許請求の範囲第1項記載のラジアルタイヤ。(3) The tread end side of the bottom surface of the groove is formed into a circular shape concentric with the surface of the buttress portion, and the maximum width position side is formed with a larger radius of curvature than the tread end side. Radial tires listed in section.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP61314530A JPS63166605A (en) | 1986-12-27 | 1986-12-27 | Radial tire for heavy vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP61314530A JPS63166605A (en) | 1986-12-27 | 1986-12-27 | Radial tire for heavy vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS63166605A true JPS63166605A (en) | 1988-07-09 |
Family
ID=18054395
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP61314530A Pending JPS63166605A (en) | 1986-12-27 | 1986-12-27 | Radial tire for heavy vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS63166605A (en) |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH01234335A (en) * | 1988-03-15 | 1989-09-19 | Ishizuka Glass Co Ltd | Method for supplying glass gob |
JPH0427604A (en) * | 1990-05-22 | 1992-01-30 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
US5131446A (en) * | 1987-11-27 | 1992-07-21 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tire for heavy loads, including four metal cord belt plies |
JPH04356204A (en) * | 1990-11-16 | 1992-12-09 | Bridgestone Corp | Pneumatic radial tire and its combined unit |
US5394918A (en) * | 1992-07-08 | 1995-03-07 | The Yokohama Rubber Co., Ltd. | Pneumatic radial tire with reduced road noise |
JP2008296861A (en) * | 2007-06-04 | 2008-12-11 | Bridgestone Corp | Pneumatic tire |
JP2010285032A (en) * | 2009-06-10 | 2010-12-24 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
JP2015077892A (en) * | 2013-10-16 | 2015-04-23 | 株式会社ブリヂストン | Pneumatic tire |
JP2017136936A (en) * | 2016-02-03 | 2017-08-10 | 住友ゴム工業株式会社 | Heavy-duty pneumatic tire |
-
1986
- 1986-12-27 JP JP61314530A patent/JPS63166605A/en active Pending
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5131446A (en) * | 1987-11-27 | 1992-07-21 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tire for heavy loads, including four metal cord belt plies |
JPH01234335A (en) * | 1988-03-15 | 1989-09-19 | Ishizuka Glass Co Ltd | Method for supplying glass gob |
JPH0427604A (en) * | 1990-05-22 | 1992-01-30 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
JPH04356204A (en) * | 1990-11-16 | 1992-12-09 | Bridgestone Corp | Pneumatic radial tire and its combined unit |
US5394918A (en) * | 1992-07-08 | 1995-03-07 | The Yokohama Rubber Co., Ltd. | Pneumatic radial tire with reduced road noise |
JP2008296861A (en) * | 2007-06-04 | 2008-12-11 | Bridgestone Corp | Pneumatic tire |
JP2010285032A (en) * | 2009-06-10 | 2010-12-24 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
JP2015077892A (en) * | 2013-10-16 | 2015-04-23 | 株式会社ブリヂストン | Pneumatic tire |
JP2017136936A (en) * | 2016-02-03 | 2017-08-10 | 住友ゴム工業株式会社 | Heavy-duty pneumatic tire |
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