MXPA99010854A - Light weight aramid belted radial tire - Google Patents

Abstract

A very light weight tire (10) has at least one radial ply (38) and an aramid belt structure (36), having two single cut belt layers (50, 51) covered by an overlay (59) having cords (80) selected from the group of aramid, rayon, PEN, PET and PVA. The tire (10) has a very thin or reduced gauge (t) undertead (13). The tire (10) can be made having very low rolling resistance due to the combination of casing structure and the reduced rubber mass.

Description

"RADIAL RIM WITH ARAMID STRAPS OF LIGHT WEIGHT" TECHNICAL FIELD This invention relates to pneumatic tires. More particularly, with lightweight radial layer tires that have an elongation of less than 0.8.

BACKGROUND OF THE INVENTION Tire engineers have historically tried to build very durable box structures that can survive the serious driving conditions to which the operators of the vehicle subject the tires. Previously the tires were very heavy and used many layers or sheets of rope bias. The main purpose was simply to retain the air and avoid disinflation. Through a process of endless research to develop more durable and better rim constructions, new materials and better designs have been developed. The introduction of the radial tire made it practical to develop tires that have so few as a layer of frame. The layer was contained radially by a belt structure. To improve the durability of the rims, these belt structures were developed to be mainly reinforced with steel. These belts reinforced with steel yielded and currently provide a very durable structure. These rims with steel belts have many benefits that make their use attractive. The steel cords are not sensitive to heat, that is, their physical properties are fairly constant despite the operating temperature of the rim. The steel cords are essentially inextensible and the cords can be made of very high strength with fine filaments that have excellent resistance to fatigue. However, these belts with steel cords on the rims have resulted in the need to add rubber directly above the belts in the area to which it is commonly referred to as the underlying raceway on the belt layers themselves. the areas of the edges of the belt, all in an attempt to maintain these steel cords so that they are not exposed or to separate structurally on the edges. In addition, the aramid reinforced ropes have high tenacity making them effectively lighter in weight for the same strength as the steel ropes used in the belts. The resulting effect has been that the radial rims with steel belts are in fact heavier using more rubber in the area of the bearing surface and in the shoulders of the rim. It is precisely in these areas in which a large part of the wear performance of the tread surface of the rim and the sensitivity to rolling resistance must be higher. The more rubber there is in this area, the greater the hysteresis effects and the higher the temperatures under operating conditions. It is now an object of tire designers to develop tires that generate lower fuel consumption of the car. This can be achieved by designing cold-working tires, which have low mass and low rotational inertia, while increasing tire handling performance and tread wear, and the engineer must ensure that the tread of the rim and the contact patch of the tread surface have a uniform pressure distribution in order to achieve uniform wear. With the advent of high performance tires that have very low elongations, the use of belt structures that have overlapping layers of synthetic nylon or aramid cords has become common. To further achieve high-speed operation, the thickness of the running surface has been kept to a minimum. The mass of the thick rolling surfaces at high speeds simply wants to get rid of the rim. As these tires are pushed towards the design limit of the tire known to the engineer, you must rethink about all the parameters of the tire. In some cases, this means returning and re-analyzing the concepts that were used in the transfer of what was abandoned as a result of those in the technique that follows a different trajectory. One of these approaches that had hitherto been favored among tire engineers was the use of bent aramid belts that still a very good material for belts has lost favor with respect to lower cost steel belts. The main collapse of the bent aramid belts was their evident lack of adhesion durability and high cost. In U.S. Patent No. 5,332,018 issued July 26, 1994 in favor of Roesgen et al., A novel bent belt assembly having at least two layers, with at least one of the belt layers having at least one portion bent in such a way that there is at least one bent portion of the belt layer, one on each side of the belt assembly. A spirally wound strip of an elastomer reinforced with rope extends transversely between the bent portions. The resulting structure, even though it is difficult to assemble due to the bends, provided a rim that is durable at high speeds and at the same time has a high degree of uniformity. The use of the folded belt layer complicated manufacturing and inherently added some cost and weight penalties. The rim, in accordance with the present invention, eliminates the use of bent straps when a plurality of unfolded layers of elastomers reinforced with aramid rope are used. The resulting structure is very durable without having the common adhesion problems with aramid ropes, while at the same time, it is much lighter than conventional belts reinforced with steel ropes.

COMPENDIUM OF THE INVENTION A rim 10 of radial layer exhibiting very light weight and low rolling resistance has an elongation within the range of 0.2 to 0.8. The rim 10 has a pair of parallel annular bead cores 26; one or more radial frame layers 38, at least one radial frame layer 38 being wrapped around the bead cores 26; a belt structure 36 positioned radially outwardly from one or more of the radial frame layers 38 in a crown area of the rim 10; and an overlay 59 having a width that essentially matches the width of the belt structure 36. A running surface 12 is placed radially outwardly of the superimposed layer 59 and a side 20 is placed between the running surface 12 and the heels 26. The superimposed layer 59 has filaments or ropes 70, strings 70 of a group of materials being selected, with the group of rayon, PET, aramid, PEN or PVA, embedded in an elastomer. The belt structure 36 is made of two layers 50, 51 reinforced with aramid cord having rope angles within the range of 18 ° to 26 °, preferably of about 22 °. The layers are individually cut layers, not requiring folded side edges. The overlay 59 is preferably spirally wound radially outward from and adjacent to the belt structure 36. The overlay 59 is made of a continuous strip of reinforcement tape having a width of 1.27 centimeters to 3.81 centimeters which has from 4 to 45 parallel reinforcing filaments or ropes 70 embedded therein.

In the preferred embodiment, the strings 70 of the superimposed layer are made of aramid, however, the strings of high tensile strength, low thermal shrinkage, such as rayon, PEN, PET or PVA can also be used. The rim 10 according to the invention has a very thin underlying running surface 13, the underlying rolling subsurface 13 being measured from a radially external surface of the cords 70 of the superimposed layer 59 to a full depth circumferential groove. The thickness (t) of the underlying running surface 13 is less than 2 millimeters, preferably greater than 1 millimeter. To improve handling performance, the rim 10 employs a hard apex 46 extending radially outward of each bead core 26 and adjacent to the layer 38. The apex 46 has a shore hardness D greater than 50. To improve the lateral stability, the rim 10 can employ two side insertion pieces, one insert on each side 20. Each side insert has two layers 52,53 of bias rope reinforcements. The cords of the first layer 52 are oriented equal, but opposite to the cords of the second layer 53, the two layers 52,53 being interposed between the apex 46 and the wrinkling 32 of the layer 38 of the frame. The strings of each layer are oriented at an angle of 25 ° to 60 ° in relation to the radial direction. Preferably, the first and second layers 52,53 have a radially internal end 54 and a radially outer end 55, the respective ends 54, 55 of a layer staggered relative to the ends 54,55 of the opposite layer. The radially outer end 55 of a layer is placed at about half the height SH of section of the rim or at location h, as shown. The rim 10 further has a noise-absorbing rubber strip 42 that lies below one edge of the belt and extends to approximately 50 percent of the SH section height of the rim 10. The strings 41 of one or more of the frame layers 38 may be selected from the group of rayon, nylon, PEN, PET, steel or aramid. The preferred rim 10 used a layer 38 of rayon scaffold. The rim 10 using the novel combination described above can be made very light in weight compared to conventional rims. The rim 10 of the invention can demonstrate excellent performance, particularly high speed handling with the additional benefit of very low rolling resistance.

BRIEF DESCRIPTION OF THE DRAWING Figure 1 is a cross-sectional view of the rim half 10 of the preferred embodiment according to the present invention, the opposite half being of similar shape and construction.

DEFINITIONS "Elongation" means the ratio of its section height to its section width. "Axial" and "axially" mean the lines or directions that are parallel to the axis of rotation of the rim. "Heel" or "Heel Core" generally means that part of the rim comprising an annular tension member, the radially internal heels being associated with the retention of the rim at the edge that is wrapped by layer cords and that is configured with or without other reinforcement elements such as fins, chisels, apices or filling or loading materials, tip protectors and excoriators. "Belt Structure" or "Reinforcement Belt" means at least two annular layers or sheets of parallel strings, woven or non-woven, which lie below the running surface, not anchored in the heel, and which have angles of Both left and right rope within the scale of 17 ° to 27 ° with respect to the equatorial plane of the rim. "Circumferential" means lines or directions extending along the perimeter of the surface of the annular tread surface perpendicular to the axial direction. "/ Frame" means the structure of the rim in addition to the structure of the belt, running surface and underlying running surface, but including the heels. "Case" means the frame, belt structure, heels, sides and all other components of the rim except the running surface and the underlying running surface. "Excoriators" refers to narrow strips of materials placed around the outside of the heel to protect the rope layers from the edge, distributing the flexion above the edge. "Cord" means one of the reinforcing cords of which the layers of the rim consist. "Equatorial plane (EP)" means the plane perpendicular to the axis of rotation of the rim and passing through the center of its running surface.

"Footprint" means the patch or contact area that contacts the tread surface of the rim with a flat surface at zero speed and under normal load and pressure. "Inner lining" means the layer or layers of elastomer or other material that forms the inner surface of a tube-free rim and that contains the inflation fluid within the rim. "Normal Inflation Pressure" means the specific design inflation pressure and the load assigned by the organization of appropriate standards for the service condition for the tire. "Normal Load" means the specific design inflation pressure and the assigned load by arranging appropriate standards for the service connection for the tire. "Layer" means a layer of parallel strings coated with rubber. "Radial" and "radially" mean directions radially toward or away from the axis of rotation of the rim. "Radial Layer Tire" means a pneumatic tire with belts or circumferentially restrained in which at least one layer has cords extending from bead to heel positioned at rope angles of between 65 ° and 90 ° with respect to the equatorial plane of rim. "Section Height" means the radial distance from the diameter of the nominal edge to the outer diameter of the rim in its equatorial plane. "Section Width" means the maximum linear distance parallel to the axis of the rim and between the outside of its sides when and after the normal pressure has been inflated for 24 hours, but discharged, excluding elevations of the sides due to placement of labels, decoration or protective bands. "Highlight" means the upper portion of the side just below the edge of the running surface. "Side" means that portion of a tire between the running surface and the heel. "Rolling Surface Width" means the length of the arc of the running surface in the axial direction, ie, in a plane parallel to the axis of rotation of the rim.

DETAILED DESCRIPTION OF THE INVENTION The rim 10 according to the present invention employs a singular structure. The rim 10, as illustrated in Figure 1, is a radial or light truck passenger rim; the rim 10 is provided with a portion 12 of tread surface which engages the ground or terrain terminating in the shoulder portions at the lateral edges 14,16 of the running surface 12, respectively. A pair of side portions 20 from the side edges 14,16 of rolling surface respectively and terminating in a pair of bead regions 22, each having an annular inextensible bead core 26 respectively. The rim 10 is further provided with a frame reinforcement structure 30 extending from the bead region 22 through a side portion 20, the running surface portion 12, the side portion 20 opposite the reaction 22. of heel. The ends 32 of at least one radial layer 38 of the frame reinforcement structure 30 are wound around the bead cores 26 and extend radially outward to a terminal end 33. The upturned part 32 may end approximately in the radial location of the maximum section width in the embodiment of Figure 1. The rim 10 may include a conventional inner liner 35 that forms the inner peripheral surface of the rim 10 if the rim is to be of the tube-free type. In the preferred rim 10, the inner liner 35 is made of 100 percent bromobutyl. As shown in Figure 1, the rim 10 can employ a single synthetic layer wound above the bead core 26 and extending to a raised upwardly turned end 33 placed approximately at a radial location of the maximum section diameter (h). ). Positioned circumferentially around the radially outer surface of the frame reinforcement structure 30 below the running surface portion 12 is a tread surface reinforcing belt structure 36. In the specific embodiment illustrated, the belt structure 36 comprises two cut belt layers 50,51 and the cords 80 of the belt layers 50,51 are oriented at an angle of about 22 ° with respect to the intermediate circumferential center plane of the belt. tire. The cords 80 of the belt layer 50 are placed in a direction opposite to the middle circumferential center plane and that of the cords 80 of the belt layer 51. However, the belt structure 36 can comprise any number of belt layers and the cords 80 can be placed at any desired angle, preferably within the range of 18 ° to 26 °. An important feature of the layers 50,51 is that each layer 50,51 is a single cut layer, and none of the layers having bent edges. The belt structure 36 provides lateral stiffness through the width of the belt so that the lifting of the running surface 12 from the road surface during the operation of the rim 10 is minimized. In the illustrated embodiments, this it is achieved by having the cords 80 of the aramid belt layers 50,51 and preferably of flex 1670/3 having a density of a construction of 15-25 EPI. The frame reinforcement structure 30 comprises at least one reinforcing layer structure 38. In the specific embodiment illustrated in Figure 1, a reinforcing layer structure 38 is provided with an upwardly facing section 32 of outer layer, this layer structure 38 preferably having a layer of parallel ropes 41. The cords 41 of the reinforcing layer structure 38 are oriented at an angle of at least 75 degrees with respect to the middle circumferential center plane CP of the rim 10. In the specific embodiment illustrated, the cords 41 are oriented at an angle of approximately 90 degrees with respect to the mid circumferential CP center plane. The cords 41 can be made of any material normally used for rope reinforcement of rubber articles, for example, and not by way of limitation, of rayon, nylon and polyester, aramid or steel. Preferably, the cords are made of a material having a high property of adhesion to the rubber and high heat resistance. For frame cords 41, organic fiber cords with an elastic modulus within the range of 250 to 600 kgf / square millimeter, such as nylon 6, nylon 6-6, rayon, polyester or high modulus cords, are used Commonly. In the case of 340 to 2100dTex, such as fiber cords are used at a density of 17 to 30 EPI. Another high modulus fiber includes aramid, vinyl, PEN, PET, PDA, carbon fiber, fiberglass, polyamides. Alternatively, steel strings of very high tensile strength having fine diameter filaments exhibiting excellent fatigue resistance could of course be used. In the specific preferred embodiment illustrated, the cords 41 are made of rayon. The cords 41 have a modulus of X and a percentage of elongation of Y. The preferred rayon cord 41 has X values within the scale of at least up to 10 GPa and percentage of elongations within the scale commonly found in the material specific to the rope. As further illustrated in Figure 1, the bead regions 22 of rim 10 each have first and second substantially inextensible annular bead cores 26, respectively. The bead core is preferably constructed from a single continuously wound monofilament steel wire. In the preferred embodiment, high-tensile steel wire with a diameter of 0.97 millimeter is wound in four radially internal layers to radially outer layers of four wires respectively, forming a 4x4 construction. Placed within the region 22 of the radially internal portions of the side portions 20 are the high modulus elastomer apex insertion pieces 46, positioned between the frame layer reinforcement structure 38 and the upturned ends 32, respectively . The elastomeric apex insertion pieces 46 extend from the radially outer portion of the bead cores 26 respectively upwards to the side portion, gradually decreasing in width in cross section. The elastomeric inserts 46 terminate at a radially outer end at a distance G radially inward from the maximum section width of the rim at a location (h), as shown in Figure 1. In the specific embodiment illustrated, the parts 46 of elastomeric apex insertion each extends from its respective bead cores 26 to a distance G of approximately 25 percent (25%) of the section height of the rim. For purposes of this invention, the maximum section height SH of the rim will be considered the radial distance measured from the nominal edge diameter NRD of the rim to the radially most outward portion of the rim surface portion of the rim. Also, for the purposes of this invention, the nominal edge diameter will be the diameter of the rim, as defined by its size. In a preferred embodiment of the invention, the bead regions 22 further include at least one rope-reinforced member 52,53, positioned between the insertion piece 46 of the apex and the upturned end of the layer 32. The member reinforced with cord or members 52,53 have a first end 54 and a second end 55. The first end 54 is axially and radially inwardly and the second end 55. The cord-reinforced member or members 52,53 increase in radial distance from the Rotation axis of the rim 10 as a function of the distance from its first end 54. In Figure 1 illustrated, the rope reinforced member comprises two components 52,53 having a width of approximately 4 centimeters. The axially internal component 52 has a radially inner end 54 that is radially at or slightly above the first and second bead cores 26. The axially outer component 53 has a radially inner end that is radially outwardly of the outer surface of the core. of heel by approximately 1 centimeter. The components 5253, axially internal and axially external, preferably have rayon, nylon, aramid or a steel rope reinforcement and 1400 / 2dTex rim nylon cords were used in the preferred embodiment. The second end 55 of the cord-reinforced member 53 is positioned radially outwardly of the bead core 26 and the termination 33 of the end 32 turned upwardly of the first layer 38 and is radially positioned at a distance of at least 50 percent of the section height SH, as measured from the nominal bead diameter. The cords of the members 52,53 are preferably inclined at an included angle relative to the radial direction within the range of 25 ° to 75 °, preferably 55 °. If two members are used, the rope angles are preferably the same, but they are placed opposite each other. The rope reinforcement member 52,53 improves the handling characteristics of the rim 10 of the present invention. The 52.53 members greatly reduce the tendency for the car to over-turn, a significant problem found in conventional diameters that are driven while deflated or sub-inflated. A cloth-reinforced member 61 can be added to the bead regions 22 of the rim 10. The cloth-reinforced member has first and second ends 62,63. The member is wound around the first layer 38 and the bead core 26. Both the first and the second end 62,63 extend radially above and outwardly of the bead core 26. The side portions 20 of the rim 10 of the preferred embodiment are provided with a pair of first filling or loading materials 42 noise absorbers. The first fillers or load 42 noise dampers are employed between the interliner 35 and the reinforcement layer 38. The first filling or loading materials 42 extend from under each edge of the belt in the region of the rim 10 to radially inward and the end 55 of the reinforced member. As illustrated in the preferred embodiment of the invention, as shown in Figure 1, the side portions 20 each include a first noise damping filler material 42 and an apex insert 46. The first filling or loading materials 42 are placed as described above. The apex insertion pieces 46 are positioned between the first layer 38 and the upturned ends 32 of the layer 38, respectively. For purposes of this invention, the maximum section width (SW) of the rim is measured parallel to the axis of rotation of the rim from the axially outer surfaces of the rim, excluding signs, trimmings and similar materials. Also, for the purposes of this invention, the width of the running surface is the axial distance through the rim perpendicular to the equatorial plane (EP) of the rim, as measured from the tire tread inflated to a tire pressure. maximum normal inflation to a classified load and that is mounted on a wheel for which it was designed. The rim 10 illustrated in Figure 1 of the rim of the preferred embodiment has an overlying cloth layer 59 positioned around the tread surface reinforcing belt structure 36. For example, two layers having PEN, PET, PVA, rayon or aramid ropes can be placed above each of the reinforcing belt structures 36, the lateral ends extending beyond the lateral ends of the belt structures 36. . Alternatively, a single layer of the spirally wound reinforced fabric can be expanded as an overcoat. The rim 10 of the preferred embodiment used aramid ropes 70 spirally wound flexion 1500/3 or more preferably 1100 / 2dTex. The aramid material has a modulus of elasticity considerably greater than the nylon and consequently results in a stronger rim reinforcement than the two layers of nylon. Applicants have found that an increase in high speed capability can be achieved in a rim with a single superimposed aramid layer having at least 14 EPI, preferably about 17 PPE. Generally, the use of aramid material in passenger car tire applications is avoided in part due to the fact that the material exhibits poor noise properties that make the sounds resonate through the relatively thin sides of the rim. passenger car. The rim of the applicants of the present invention employs a noise-absorbing insert 42 on the sides 20, which significantly dampens the noises generated in the rim. These noise dam sides 20 allow use of an aramid overlay without experiencing unacceptable noise levels. The ropes 80 of the overlay 59 can alternatively be made of rayon, PEP, PEN or PVA. A PEN filament having a density of 240dTex to 2200dTex may be employed, more preferably, 1440 / 2dTex having both twist of yarn and cord of between 4 and 12 tpi, preferably 7Z / 9S may be employed. The apex insert part filling materials 46, as shown, can be made of one or two different elastomeric materials. Preferred embodiments employed only one compound or material in the apex insert pieces 46 that extended from the bead core 26. The material of the preferred apex insert is very hard having a shore D hardness of 50 or more, preferably 50 to 55. The hardness of the insert 46 was achieved by crosslinking the reinforcing resins mixed with a process Mixture commonly known to achieve high hardness that allows a minimum amount of material to be used to form apex insert 46. The inserts 46 can alternatively be loaded with short fibers which are preferably oriented at an angle of at least 45 ° to improve the radial and lateral stiffness of the insert, preferably the fibers are radially oriented. Preferably, the short fibers are made of textile or synthetic materials such as rayon, nylon, polyester or aramid. These short fibers can be directed and placed radially at skewed angles, preferably at least 45 °, but they should not extend circumferentially.

The rubbing ability of the rim 10 in the lower bead region radially outwardly in the frame structure 30 adjacent to the edge flange can be minimized, especially during the use of the rim in a condition not sufficiently inflated, providing a portion 60 of excoriation 60 of hard rubber. The belt structure 36 has non-bent straps 50.51 reinforced with aramid that preferably used flexten 1670/3 or 1100 / 2dTex at a density of 15 to 25 EPI. The belts 50, 51 had a width of about 98 percent of the width of the tread surface of the mold which is commonly referred to as the width of the tread surface arch. To further improve the operation of the rim 10 and lightweight particulars, the running surface 12 was constructed having a minimum thickness (t) of the underlying running surface 13. Conventionally, for a high performance passenger car rim the underlying running surface was reduced to between 2 and 5 millimeters. The rim of the present invention had an underlying rolling surface of less than 2 millimeters, preferably of about 1 millimeter, as measured from the radially outer strings 70 of the overlying layer 59 to a full depth circumferential groove bottom, as is shown in Figure 1. To ensure that the rim 10 of the invention reduced inherent stresses created when a rim having belts 50.51 of aramid was molded, it was determined that the mold must be wide and flat on the running surface . The radius of the tread surface of 315 millimeters and a tread width of 141 millimeters were evaluated with acceptable results. At a tire size of 195 / 65R15 91V, a radius of rolling surface of 914 millimeters and a tread width of 152 millimeters resulted in superior results. The inventors believe that a flat tread surface radius greater than 300 millimeters across a tread surface width of approximately 125 millimeters or more will provide acceptable results. More preferably, the radius R of the running surface must be greater than 500 millimeters for a tread width of more than 150 millimeters, more preferably R must be at least 750 millimeters. This wide flat running surface arc allows the strings 80 of the belt to experience minimal thermal shrinkage distortion which would force the strings of the layer 51 adjacent the shell 38 of the frame. This, in combination as the strings 41 of the low-end shrink layer and an overlying layer 59 of such a low thermal shrink means means that the rim 10 can be manufactured and placed in use in such a way that the superimposed layer 59, the layer 38 and 50.51 straps will survive exposure to thermal expansion and contraction without harmful distortions. A test tire 10 having a size 195 / 65R15 91V was manufactured with conventional steel belts and the weight of the rim was 9.4 kilograms. The rim of the same size manufactured in accordance with the present invention, and having a weight of approximately 7.2 kilograms depending on the tuning of the rim 10 of the weight when employed and the concepts of the invention described above have rendered weight within of the scale of 6.9 to 7.4 kilograms. This reduction in weight and of itself was a very beneficial improvement in relation to the prior art, since it reduces the contribution of kinetic energy of the rim, decreasing both the transfer and the kinetic energy of rotation and therefore reducing the consumption of gas. In addition, the reduced weight of the tire mass allows car manufacturers to redesign the suspension with lightweight components to improve the weight of the car, operation and handling. The rim of the present invention provided an improvement in rolling resistance of approximately 10 percent versus a classic construction made in the same mold with the same tread compound. Improvements in tread wear from 0 percent to 10 percent were observed in a normal tire wear test 10 versus conventional construction. The rim 10 was found to be less sensitive to wear of the wheel position. The wear of the shoulder of the steering position and the wear of the center line of the position of the rear wheel when it was lightly loaded were less pronounced on the rim 10 of the invention when compared with the rims of the prior art. The flat spots of the rim of the invention were greatly improved in relation to the prior art rims in terms of the amount of time required to recover a gear free of alterations. Flat spots are a condition that commonly occurs when a vehicle after being driven is parked causing the hot tire to cool in such a way that the structure has a locally flattened box structure. More importantly, the rim of the invention has demonstrated excellent durability and has passed the plunger tests, high speed V, frame road durability fatigue, exterior resilometer, impact test, road piston and DOT qualification tests. and ECE R30 legally required. Although certain embodiments and representative details have been shown for the purpose of illustrating the invention, it will be apparent to those skilled in the art that various changes and modifications may be made therein without departing from the spirit or scope of the invention.

Claims (20)

1. - R E I V I N D I C A C I Q N E S 1. A pneumatic radial tire rim having an elongation of 0.2 to 0.8, comprising a pair of parallel annular beads, one or more radial frame layers, at least one radial frame layer having a pair of upturned sections that are they wind around the heels, a belt structure positioned radially outwardly from one or more radial frame layers in a crown area of the rim, and an overlay having a width that essentially matches the width of the belt structure , a running surface radially outwardly of the superposed layer, and a side placed between the bearing surface and the heels, wherein the superimposed layer comprises filaments or reinforcing cords, the cords are selected from a group of materials, the group being rayon, PET, aramid, PEN or PVA, embedded in an elastomer, and the structure of the belt is made of two or more reinforced layers of aramid rope e have rope angles within the range of 18 ° to 26 °.
2. 2. The pneumatic tire of claim 1, wherein the superimposed layer is spirally wound radially outwardly from the belt structure and comprises a continuous strip of elastomeric reinforcing tape having a width of 1.27 centimeters to 3.81 centimeters, and 4 to 45 parallel reinforcing filaments or cords embedded in it.
3. 3. The pneumatic tire of claim 1, wherein the reinforcing filaments of the underlying layer are filaments of PEN having a density of 240 dTex to 2200 dTex. The pneumatic rim of claim 2, wherein the PEN reinforcement cords have a torsional multiplier of 5 to 10. The pneumatic rim of claim 3, wherein the PEN reinforcement is 1440 / 2dTex cords. They have a thread and a cord twist of between 4 to 12 tpi. 6. The pneumatic tire of claim 1, wherein the reinforcing filaments of the superimposed layer are aramid. 7. The pneumatic tire of claim 5, wherein the reinforcing filaments of the superimposed layer are of flexten 1100 / 2dTex. The pneumatic tire of claim 6, wherein the filaments have one end per 2.54 centimeters (EPI) of about 15 to 30. The rim of claim 1, wherein the running surface has an underlying running surface. , as measured from the radially outer surface of the strings of the superimposed layer to a full depth circumferential groove, the underlying rolling surface having an average thickness of less than 2 millimeters. 10. The rim of claim 8, wherein the underlying rolling surface has a thickness of about 1 millimeter. The rim of claim 1, further comprising an apex extending radially outwardly above each of the bead cores and adjacent to the layer, the apex having a shore D hardness greater than 50. 12. The rim of claim 10, further comprising two side insertion pieces, an insert on each side, each insert being two elastomer layers reinforced by biased cords, a first layer being oriented the same, but opposite the second layer, the two layers being interposed between the apex and the upturned section of the frame layer. The rim of claim 11, wherein the first and second layers have bias cord angles of 25 ° to 60 °. The rim of claim 12, wherein each first and second layer has a radially inner end and a radially outer end, the respective ends of a layer being staggered relative to the ends of the opposite layer, the radially outer end of a layer being positioned approximately half the height of the section of the rim. 15. The rim of claim 1, which further comprises an interlining and an elastomeric noise-absorbing insert, the insert remains between the intermediate liner and the layer below the edge of the belt and extending to approximately 50 percent of the section height of the rim. 16. The pneumatic tire of claim 1, wherein the frame layers have radial rayon cords. 17. The pneumatic tire of claim 1, wherein the frame layers have radial nylon cords. 18. The pneumatic tire of claim 1, wherein the frame layers have PEN radial cords. 19. The pneumatic tire of claim 1, wherein the frame layers have radial aramid cords. 20. The pneumatic tire of claim 1, wherein the frame layers have radial steel cords.