JPS6233082B2 - - Google Patents
Info
- Publication number
- JPS6233082B2 JPS6233082B2 JP56192065A JP19206581A JPS6233082B2 JP S6233082 B2 JPS6233082 B2 JP S6233082B2 JP 56192065 A JP56192065 A JP 56192065A JP 19206581 A JP19206581 A JP 19206581A JP S6233082 B2 JPS6233082 B2 JP S6233082B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- carcass
- ply
- carcass ply
- outside
- 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.)
- Expired
Links
- 239000011324 bead Substances 0.000 claims description 45
- 230000003014 reinforcing effect Effects 0.000 claims description 25
- 238000000465 moulding Methods 0.000 description 10
- 238000004804 winding Methods 0.000 description 8
- 238000000034 method Methods 0.000 description 7
- 239000000945 filler Substances 0.000 description 6
- 238000004073 vulcanization Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 3
- 239000004677 Nylon Substances 0.000 description 2
- 229920000297 Rayon Polymers 0.000 description 2
- 230000007547 defect Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 229920001778 nylon Polymers 0.000 description 2
- 239000002964 rayon Substances 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 230000006378 damage Effects 0.000 description 1
- 230000001066 destructive effect Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 229920000728 polyester Polymers 0.000 description 1
- 238000010008 shearing Methods 0.000 description 1
- 239000010959 steel Substances 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
- B60C15/0072—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion with ply reverse folding, i.e. carcass layer folded around the bead core from the outside to the inside
-
- 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/0009—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion
- B60C15/0018—Tyre beads, e.g. ply turn-up or overlap features of the carcass terminal portion not folded around the bead core, e.g. floating or down ply
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
【発明の詳細な説明】
本発明はラジアルタイヤに関し、さらに詳しく
は耐サイドカツト性や生産性を損なうことなくタ
イヤ重量を軽量化すべくカーカス構造を改良した
ラジアルタイヤに関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a radial tire, and more particularly to a radial tire with an improved carcass structure in order to reduce the weight of the tire without impairing side cut resistance or productivity.
バイアス構造の空気入りタイヤに比較して、乗
り心地やサイドウオール剛性に劣るラジアル構造
の空気入りタイヤの場合には、現在市販されてい
るラジアルタイヤに見られる通り、そのプライ数
は２のものが殆どである。このような乗用車用２
プライカーカスラジアルタイヤのカーカス構造
は、第１図に示すように２―０プライロツク構造
すなわち、タイヤ内側に位置するカーカスプライ
１とタイヤ外側に位置するカーカスプライ２とを
ともにビードワイヤ６を包み込むよう巻き上げる
ようにした構造が主流をしめている。この２―０
プライロツク構造は、タイヤ製造工程において２
プライのカーカスプライ１及び２をビードワイヤ
６の囲りに同時に巻き上げることができるので生
産性がよく、しかも耐サイドカツト性もよい。し
かしながらこのタイプのタイヤは、各カーカスプ
ライの巻き上げ巾を短縮すると、巻き上げ作業が
困難になるばかりでなく、ビードワイヤ直下にカ
ーカスの切断端末が配置されやすく、タイヤユニ
フオーミテイが不安定になる関係上、各カーカス
プライの巻き上げ巾を広くする必要があり、その
分だけタイヤ重量の軽減が困難になると云う問題
がある。 Compared to bias structure pneumatic tires, radial structure pneumatic tires are inferior in ride comfort and sidewall rigidity. Most of them. For passenger cars like this 2
The carcass structure of the ply carcass radial tire is a 2-0 ply lock structure as shown in FIG. This structure is the mainstream. This 2-0
The plylock structure has two parts in the tire manufacturing process.
Since the carcass plies 1 and 2 of the plies can be wound up around the bead wire 6 at the same time, productivity is good and side cut resistance is also good. However, with this type of tire, if the winding width of each carcass ply is shortened, not only will the winding work become difficult, but the cutting end of the carcass will tend to be placed directly under the bead wire, making the tire uniformity unstable. There is a problem in that it is necessary to widen the winding width of each carcass ply, which makes it difficult to reduce the weight of the tire.
ところがこのタイヤ重量の増減は、これが直接
車両燃費及び乗心地に影響をおよぼすため、その
軽減は現在重要な課題となつている。 However, since this increase or decrease in tire weight directly affects vehicle fuel efficiency and ride comfort, reducing the increase or decrease in tire weight is currently an important issue.
そこで最近第２図に示すように、タイヤ内側に
位置するカーカスプライ１のみをビードワイヤ６
を包み込むように巻き上げ、タイヤ外側に位置す
るカーカスプライ２は巻き上げず、ビードフイラ
ー８の外側からビードワイヤ６附近まで配置する
ように構成したいわゆる１―１プライロツク構造
としたカーカス構造が提案されている。 Therefore, recently, as shown in Fig. 2, only the carcass ply 1 located on the inside of the tire is connected to the bead wire 6.
A so-called 1-1 ply lock structure has been proposed in which the carcass ply 2 located on the outside of the tire is not rolled up and is arranged from the outside of the bead filler 8 to the vicinity of the bead wire 6.
この１―１プライロツクとしたカーカス構造
は、上述したようにタイヤ内側に位置するカーカ
スプライ１層のみをビードワイヤのまわりに巻き
上げ、他のカーカスプライはビードワイヤ附近で
終るように構成されているので、１プライの巻き
上げ巾だけカーカス巾を削減でき、この分だけタ
イヤ重量を軽減できる。 This 1-1 ply lock carcass structure is constructed so that only one layer of carcass plies located on the inside of the tire is wound around the bead wire, and the other carcass plies end near the bead wire. The carcass width can be reduced by the width of the ply rolled up, and the tire weight can be reduced by this amount.
しかしながらこの１―１プライロツクのカーカ
ス構造は、タイヤ製造工程において、まず１層の
カーカスプライをビードワイヤのまわりに巻き上
げ、しかる後、他のカーカスプライを上述のよう
に配置する必要があり、前述した１回の巻き上げ
工程で成形できる２―０プライロツク構造と比較
して、約10％も生産性が劣るばかりでなく、耐サ
イドカツト性が２―０プライロツク構造のタイヤ
と比較して著しく劣ると云う問題点がある。 However, with this 1-1 ply lock carcass structure, during the tire manufacturing process, it is necessary to first wind up one carcass ply around the bead wire, and then arrange the other carcass plies as described above. The problem is that not only is productivity approximately 10% lower than that of a 2-0 ply lock structure, which can be formed in a single winding process, but the side cut resistance is significantly lower than that of a 2-0 ply lock tire. There is.
本発明の目的は、上述した各問題点を解消し、
タイヤの耐サイドカツト性及び生産性を損なうこ
となくタイヤ重量を軽減できるよう構成したカー
カス構造を備えたラジアルタイヤを提供せんとす
ることにある。 The purpose of the present invention is to solve the above-mentioned problems,
It is an object of the present invention to provide a radial tire with a carcass structure configured to reduce the tire weight without impairing the side cut resistance and productivity of the tire.
そしてその特徴とするところは、２プライカー
カスラジアルタイヤにおいて、タイヤ内側に位置
する一層のカーカスプライのみをビードワイヤの
まわりに巻き上げ、この巻き上げ部と前記タイヤ
内側に位置するカーカスプライとの間に、タイヤ
外側に位置する補強カーカスプライの端部を挟み
込むことにより、前述した２―０プライロツク構
造のラジアルタイヤ並の耐サイドカツト性と生産
性とを維持しつつタイヤ重量を軽減し得るように
した点にある。 The feature is that in a 2-ply carcass radial tire, only one carcass ply located on the inside of the tire is rolled up around the bead wire, and between this rolled up part and the carcass ply located on the inside of the tire, By sandwiching the ends of the reinforcing carcass plies located on the outside, the weight of the tire can be reduced while maintaining side cut resistance and productivity comparable to those of the radial tire with the aforementioned 2-0 ply lock structure. .
以下、本発明を実施例により図面を参照して詳
細に説明する。 Hereinafter, the present invention will be explained in detail by way of examples with reference to the drawings.
第３図は本発明の実施例からなるラジアルタイ
ヤを示す要部断面説明図である。 FIG. 3 is an explanatory sectional view of a main part of a radial tire according to an embodiment of the present invention.
図においてＥは本発明の実施例からなるラジア
ルタイヤであつて、２プライカーカスラジアルタ
イヤにおいて、タイヤ内側に位置するカーカスプ
ライ１のみをビードワイヤ６のまわりに巻き上
げ、この巻き上げ部１′と前記タイヤ内側に位置
するカーカスプライ１との間に、タイヤ外側に位
置する補強カーカスプライ９の端部１０を挟み込
むことにより構成されている。 In the figure, E denotes a radial tire according to an embodiment of the present invention. In a two-ply carcass radial tire, only the carcass ply 1 located on the inside of the tire is wound around the bead wire 6, and this rolled-up portion 1' and the inside of the tire are It is constructed by sandwiching an end portion 10 of a reinforcing carcass ply 9 located on the outside of the tire between the tire and the carcass ply 1 located on the outside of the tire.
ここで前述した２プライカーカスラジアルタイ
ヤとは、カーカス角度がタイヤ周方向に対してほ
ぼ90゜の角度に限定されず70゜〜85゜の角度をな
すいわゆるセミラジアルタイヤを含む。また、カ
ーカスの材質は一般に使用されるタイヤコード例
えばナイロン、ポリエステル、レーヨン等であれ
ば良い。 The two-ply carcass radial tire mentioned above includes so-called semi-radial tires in which the carcass angle is not limited to approximately 90 degrees with respect to the tire circumferential direction, but is at an angle of 70 degrees to 85 degrees. The material of the carcass may be any commonly used tire cord such as nylon, polyester, rayon, etc.
さらに一対のビードワイヤと一対のサイドウオ
ールとそれに近接して内部にタイヤ周方向に対し
て10゜〜30゜の角度を有するスチール、レーヨン
等からなる複数層のベルト補強層を配在させたト
レツド部を有する。 Furthermore, a tread portion includes a pair of bead wires, a pair of sidewalls, and a plurality of belt reinforcing layers made of steel, rayon, etc., which are arranged at an angle of 10° to 30° with respect to the circumferential direction of the tire. has.
さらにこの構造を説明すると、前述のようにビ
ードワイヤ６のまわりに巻き上げたタイヤ内側に
位置するカーカスプライ１の巻き上げ部１′の高
さｈは、タイヤの径方向断面周長Ｌの30％未満と
するのがよい。これは巻き上げ部１′の高さｈが
前記内周長Ｌの30％を超えると、カーカスプライ
１の巾が必要以上に広くなり、この分だけカーカ
スプライ１の重量が大きくなつて、本発明の目的
の一つであるタイヤ重量の軽減に反しコストアツ
プ、燃費及び乗心地の悪化につながるので好まし
くないからである。 To further explain this structure, as mentioned above, the height h of the rolled-up portion 1' of the carcass ply 1 located inside the tire wound around the bead wire 6 is less than 30% of the radial cross-sectional circumference L of the tire. It is better to do so. This is because if the height h of the winding portion 1' exceeds 30% of the inner circumferential length L, the width of the carcass ply 1 becomes wider than necessary, and the weight of the carcass ply 1 increases accordingly. This is because, contrary to the reduction in tire weight, which is one of the objectives of
さらに本発明は前述したように、タイヤ内側に
位置するカーカスプライ１とその巻き上げ部１′
との間に、タイヤ外側に位置する補強カーカスプ
ライ９の端部１０を挟み込んで構成し、従来の２
―０のプライロツクの場合のようにタイヤ外側に
位置する補強カーカスプライ９をビードワイヤ６
のまわりに巻き上げないので、タイヤ外側に位置
する補強カーカスプライ９の巾を狭くでき、従来
の２―０プライロツクのものと比較して５〜15％
もカーカス重量を軽減することができ、しかも成
形過程においてはカーカスプライの巻き上げ工程
が１回で済むのでその成形生産性は前述した２―
０プライロツクのものに優るとも劣らない。 Further, as described above, the present invention provides the carcass ply 1 located inside the tire and its rolled-up portion 1'.
The end portion 10 of the reinforcing carcass ply 9 located on the outside of the tire is sandwiched between the two.
- As in the case of plylock 0, the reinforcing carcass ply 9 located on the outside of the tire is connected to the bead wire 6.
Since it does not roll up around the tire, the width of the reinforcing carcass ply 9 located on the outside of the tire can be narrowed by 5 to 15% compared to a conventional 2-0 ply lock.
The weight of the carcass can be reduced, and the carcass ply winding process only needs to be carried out once during the molding process, so the molding productivity is improved by the above-mentioned 2-
It is as good as the one with 0 ply lock.
さらに本発明においては上述したようにタイヤ
外側に位置する補強カーカスプライ９を巻き上げ
ないので、巻き上げ巾を狭くすることに起因する
ユニフオーミテイ不良やビード廻りの加硫故障を
防止できる。 Furthermore, in the present invention, as described above, since the reinforcing carcass ply 9 located on the outside of the tire is not rolled up, it is possible to prevent uniformity defects and vulcanization failures around the bead caused by narrowing the rolled-up width.
なお、本実施例において、タイヤ内側に位置す
るカーカスプライ１とその巻き上げ部１′との間
に挟み込んだ前記補強カーカスプライ９の端部１
０の端末１０ａは、ビードワイヤ６との間に間隔
Ｎをおいて配置されており、この間隔ＮはＮ≧５
m/mとすることが望ましい。これは間隔Ｎが５
m/m未満であると、補強カーカス９の端末１０
ａが成形過程においてビードワイヤ６と重なつて
ユニフオーミテイを不安定にする恐れがあるから
である。 In this embodiment, the end portion 1 of the reinforcing carcass ply 9 sandwiched between the carcass ply 1 located inside the tire and its rolled-up portion 1'
0 terminal 10a is arranged with an interval N between it and the bead wire 6, and this interval N is N≧5.
It is desirable to set it to m/m. This means that the interval N is 5
m/m, the end 10 of the reinforcing carcass 9
This is because there is a risk that a may overlap with the bead wire 6 during the molding process and make the uniformity unstable.
また上述した補強カーカス９の巾Ｌ９は、タイ
ヤ径方向断面内周長Ｌの50％以上の巾とし、タイ
ヤ断面の中央を中心として左右に均等に配置され
ており、タイヤにおいて最もサイドカツトを発生
し易いタイヤサイドウオール部分をタイヤ内側に
位置するカーカスプライ１と前記補強カーカスプ
ライ９の２層で被い、耐サイドカツト性を維持で
きるようにしてある。なお、補強カーカス９の巾
Ｌ９が前記周長Ｌの50％未満であると、補強カー
カス９の端末１０ａの位置がトレツド側に移動す
る関係上、この端部１０を保持するために前記カ
ーカスプライ１の巻き上げ部１′のトレツド側端
末１ａ及び補強カーカス９の端末１０ａがサイド
ウオール部にあるフレツクスゾーン（走行時にお
いて屈曲変形を最つとも受けるゾーン）に位置す
るようになるためタイヤの耐久性が悪化し好まし
くない。 In addition, the width L9 of the reinforcing carcass 9 mentioned above is at least 50% of the inner peripheral length L of the tire's radial cross section, and is arranged evenly on the left and right sides with the center of the tire's cross section as the center, so that it is the least likely to cause side cuts in the tire. The tire sidewall part, which is easily damaged, is covered with two layers, the carcass ply 1 located inside the tire and the reinforced carcass ply 9, so that side cut resistance can be maintained. Note that if the width L9 of the reinforcing carcass 9 is less than 50% of the circumferential length L, the position of the end 10a of the reinforcing carcass 9 will move toward the tread side. The tread side end 1a of the rolled-up portion 1' of 1 and the end 10a of the reinforcing carcass 9 are located in the flex zone (the zone most likely to undergo bending deformation during driving) in the sidewall, which improves the durability of the tire. It is undesirable as it deteriorates the quality of the product.
さらに前記補強カーカスプライ９の端部１０は
前述したように前記カーカスプライ１とその巻き
上げ部１′との間に挟み込まれているが、この挟
み込まれた部分において上記各プライのコートゴ
ム層以外のゴム層が介在しない部分の実質的密着
長さｍとすると、本実施例においてはこの実質的
密着長さｍを、タイヤ径方向断面高さｌの６％以
上として、カーカスプライ１とその巻き上げ部
１′を介する補強プライ９間の剪断剛性を向上せ
しめて耐サイドカツト性を向上させている。６％
未満であると耐サイドカツト性を悪化するので好
ましくない。しかしながら前記実質的密着長さｍ
と、タイヤ径方向断面高さｌとの比ｍ／ｌが21％
を超えるとカーカスプライ重量が増加してコスト
アツプとなり燃費及び乗心地が悪化するので好ま
しくない。 Furthermore, as described above, the end portion 10 of the reinforcing carcass ply 9 is sandwiched between the carcass ply 1 and its rolled-up portion 1', and in this sandwiched portion, rubber other than the coat rubber layer of each ply is Assuming that the substantial adhesion length m of the portion where no layer is interposed, in this embodiment, this substantial adhesion length m is set to 6% or more of the tire radial cross-sectional height l, and the carcass ply 1 and its rolled-up portion 1 are The shearing rigidity between the reinforcing plies 9 is improved, and the side cut resistance is improved. 6%
If it is less than this, the side cut resistance will deteriorate, which is not preferable. However, the substantial contact length m
The ratio m/l of the tire radial cross-sectional height l is 21%.
Exceeding this is not preferable because the weight of the carcass ply increases, increasing costs and deteriorating fuel efficiency and ride comfort.
上述したようにトレツドにおいてはビードワイ
ヤ６のまわりに巻き上げて固定したタイヤ内側に
位置するカーカスプライ１とその巻き上げ部１′
とによつてタイヤ外側に位置する補強カーカス９
の端部１０を固定できるので、タイヤの成型加硫
工程において前記カーカスプライ１と補強カーカ
スプライ９に発生する熱収縮量をほぼ等しくする
ことができ、この結果前述したように耐サイドカ
ツト性を２―０プライロツクのカーカス構造を有
するタイヤと同等に維持することができるのであ
る。 As mentioned above, in the tread, the carcass ply 1 and its rolled-up portion 1' are wound around the bead wire 6 and fixed inside the tire.
Reinforced carcass 9 located on the outside of the tire
Since the end portion 10 of the tire can be fixed, the amount of heat shrinkage that occurs in the carcass ply 1 and the reinforced carcass ply 9 during the tire molding and vulcanization process can be made almost equal, and as a result, as described above, the side cut resistance is improved by 2. - It is possible to maintain the same level as a tire with a carcass structure of 0-ply lock.
ここで本発明タイヤの耐サイドカツト性を、２
―０プライロツクのカーカス構造を有するタイヤ
と同等に維持し得るようにできた経過を説明す
る。 Here, the side cut resistance of the tire of the present invention is 2
- I will explain the progress that made it possible to maintain the same level as a tire with a 0-ply lock carcass structure.
発明者らは従来の２―０プライロツクと１―１
プライロツクのタイヤを詳細に比較検討した結
果、成型・加硫中にタイヤ内側に位置するカーカ
スコードとタイヤ外側に位置するカーカスコード
の熱収縮量に差がありすぎると、サイドカツト様
の瞬時に加わる外力に対する抵抗力が著しく低下
することを発見したのである。 The inventors used a conventional 2-0 plylock and a 1-1
As a result of a detailed comparative study of Plylock tires, we found that if there is too much of a difference in the amount of heat shrinkage between the carcass cord located on the inside of the tire and the carcass cord located on the outside of the tire during molding and vulcanization, external forces such as instantaneously applied side cuts may occur. They discovered that the resistance to
即ち成型・加硫中のカーカスコードの熱収縮量
の代用値として中間伸度を取り、タイヤ内側に位
置するカーカスコードとタイヤ外側に位置するカ
ーカスコードのそれを測定すると、カーカスコー
ドの材質によらず、２―０プライロツクでは差が
ないにもかかわらず１―１プライロツクでは明ら
かにタイヤ外側に位置するカーカスコードの中間
伸度が大きいことを確認するとともに、耐サイド
カツト性も中間伸度の差が小さい方が良好である
ことを確認したのである。 In other words, if we take the intermediate elongation as a substitute value for the amount of heat shrinkage of the carcass cord during molding and vulcanization, and measure that of the carcass cord located inside the tire and that of the carcass cord located outside the tire, we can find that it depends on the material of the carcass cord. First, it was confirmed that the intermediate elongation of the carcass cord located on the outside of the tire was clearly large in the 1-1 ply lock, although there was no difference in the 2-0 ply lock, and the side cut resistance also showed a difference in the intermediate elongation. It was confirmed that smaller is better.
そこで本発明の発明者らは成型・加硫中にタイ
ヤ内側に位置するカーカスプライ１と同等の熱収
縮量をタイヤ外側に位置する補強カーカスに附与
し、かつ軽量で生産性の良いカーカス構造を種々
検討の結果、前述した本発明のカーカス構造によ
つて始めて可能とすることができたのである。 Therefore, the inventors of the present invention have created a carcass structure that provides a reinforced carcass located on the outside of the tire with the same amount of heat shrinkage as the carcass ply 1 located on the inside of the tire during molding and vulcanization, and that is lightweight and has high productivity. As a result of various studies, we were able to make this possible for the first time with the carcass structure of the present invention described above.
また、本発明のラジアルタイヤにおいて当初懸
念された補強カーカスプライ９の端末１０ａの走
行中におけるセパレーシヨン等の故障も実験の結
果発生せず、さらにビード部の横剛性も前述した
従来の２―０プライロツク、１―１プライロツク
のラジアルタイヤと比較して問題はなかつた。 In addition, as a result of experiments, failures such as separation of the end 10a of the reinforced carcass ply 9 during running, which was initially a concern in the radial tire of the present invention, did not occur, and the lateral rigidity of the bead portion was also lower than that of the conventional 2-0. There were no problems compared to Plylock and 1-1 Plylock radial tires.
なお、図中３，４はベルト補強層、５はキヤツ
プトレツド部、７はビードトウ部である。 In the figure, 3 and 4 are belt reinforcing layers, 5 is a cap lead portion, and 7 is a bead toe portion.
なお、第３図に示すようにビードフイラーゴム
８をビードワイヤ６上に直接設けず、ビードフイ
ラーゴム８を前記カーカスプライ１の巻き上げ部
１′の外側を介してビードワイヤ６上に設けても
よいのは勿論である。また必要により、ビードワ
イヤ及びビードフイラー上にビードカバープライ
を設けてもよい。 Incidentally, as shown in FIG. 3, the bead filler rubber 8 may not be provided directly on the bead wire 6, but may be provided on the bead wire 6 via the outside of the rolled-up portion 1' of the carcass ply 1. Of course. Further, if necessary, a bead cover ply may be provided on the bead wire and bead filler.
第４図はタイヤサイズ195／70HR14、ナイロン
1260d／22プライカーカスラジアルタイヤに於
て、タイヤ内側に位置するカーカスプライ１とタ
イヤ外側に位置する補強カーカスプライ９の部分
の中間伸度の差の比率を縦軸に、ｍ／ｌを横軸に
とつた値をプラツトした図である。換言すれば縦
軸は（外側カーカス中間伸度―内側カーカス中間
伸度）÷内側カーカス中間伸度であつて、中間伸
度は6.8Kgの荷重下に於ける伸び（％）である。 Figure 4 shows tire size 195/70HR14, nylon
In a 1260d/22-ply carcass radial tire, the vertical axis is the ratio of the difference in intermediate elongation between the carcass ply 1 located on the inside of the tire and the reinforced carcass ply 9 located on the outside of the tire, and the horizontal axis is m/l. This is a diagram plotting the values taken. In other words, the vertical axis is (outer carcass intermediate elongation - inner carcass intermediate elongation) ÷ inner carcass intermediate elongation, where the intermediate elongation is the elongation (%) under a load of 6.8 kg.
これによればｍ／ｌを15％以上にすると中間伸
度は従来の２―０プライロツク同様に内側と外側
カーカス間に差が生じないが、ｍ／ｌを３％以下
にすると中間伸度は従来の１―１プライロツク同
様内側と外側カーカス間に20％程度の差を生じて
しまうことが明らかになつた。 According to this, when m/l is 15% or more, there is no difference in intermediate elongation between the inner and outer carcass, similar to the conventional 2-0 plylock, but when m/l is 3% or less, the intermediate elongation is It has become clear that, like the conventional 1-1 ply lock, there is a difference of about 20% between the inner and outer carcass.
第５図は第４図と同じ195／70HR14のタイヤに
内圧1.9Kg／cm2に於て、タイヤ最大巾位置に衝撃
荷重15Kg、衝撃高さ1mの条件のもとで、衝撃面
積２cm2の重錐にて衝撃を与え破壊テストを実施し
た結果を示す図であり、120回で打ち切りとす
る。換言すれば破壊に至る衝撃回数が多い程耐サ
イドカツト性は良好であると言える。 Figure 5 shows the same 195/70HR14 tire as in Figure 4, with an internal pressure of 1.9 kg/cm 2 , an impact load of 15 kg at the maximum tire width position, and an impact height of 1 m, with an impact area of 2 cm 2. This is a diagram showing the results of a destructive test by applying impact with a heavy cone, and is discontinued at 120 times. In other words, it can be said that the greater the number of impacts leading to breakage, the better the side cut resistance.
これによればｍ／ｌを12％以上にすると衝撃回
数は従来の２―０プライロツク同様120回で打ち
切りとなるが、ｍ／ｌを３％以下にすると衝撃回
数は従来の１―１プライロツク同様60回以下で破
壊を生じてしまうことが確認されたのである。 According to this, when m/l is set to 12% or more, the number of impacts is cut off at 120 as in the conventional 2-0 ply lock, but when m/l is set to 3% or less, the number of impacts is the same as in the conventional 1-1 ply lock. It was confirmed that destruction occurred after 60 cycles or less.
次に第３―１図に示す本発明の他の実施例につ
いて説明するに、本実施例におけるラジアルタイ
ヤEaは、タイヤ内側に位置するカーカスプライ
１とこの巻き上げ部１′でタイヤ外側に位置する
補強カーカスプライ９を前述した実質的密着長さ
ｍにわたつて挟み込むと共に、ビードワイヤ６の
キヤツプトレツド部５側に設けられているビード
フイラーゴム８の内側からビードワイヤ６を介し
て外側に向つてビードワイヤ６を巻き込むよう配
置されているビードカバープライ１１の内側と前
記タイヤ内側に位置するカーカスプライ１の外側
で実質的密着長さm′にわたつて前記補強カーカ
スプライ９を挟み込んで構成されている。 Next, another embodiment of the present invention shown in FIG. 3-1 will be described. The radial tire Ea in this embodiment has a carcass ply 1 located on the inside of the tire and a rolled-up portion 1' located on the outside of the tire. While sandwiching the reinforcing carcass ply 9 over the above-mentioned substantial contact length m, the bead wire 6 is inserted from the inside of the bead filler rubber 8 provided on the cap lead portion 5 side of the bead wire 6 to the outside via the bead wire 6. The reinforcing carcass ply 9 is sandwiched between the inside of the bead cover ply 11 arranged to wrap around the tire and the outside of the carcass ply 1 located inside the tire over a substantial contact length m'.
なお、このビードカバープライ１１はタイヤ製
造過程において、あらかじめビードワイヤ６及び
ビードフイラーゴム８と一体にアツセンブリされ
ている。 Note that this bead cover ply 11 is previously assembled integrally with the bead wire 6 and bead filler rubber 8 during the tire manufacturing process.
この構造によれば、前述した第１実施例のもの
と比較してさらに補強カーカスプライ９の端部１
０の耐セパレーシヨン性（耐久性）を向上できる
一方ビード部剛性の強化を図ることができる。こ
の場合ビードカバープライと内側カーカスプライ
間で補強カーカスプライを挟み込むとともにビー
ドカバープライをビードフイラーゴムの外側にそ
わせ、そしてビードワイヤ外側から内側に巻き付
けてもよい。 According to this structure, the end portion 1 of the reinforced carcass ply 9 is further improved compared to that of the first embodiment described above.
It is possible to improve the separation resistance (durability) of 0 and also to strengthen the bead portion rigidity. In this case, the reinforcing carcass ply may be sandwiched between the bead cover ply and the inner carcass ply, the bead cover ply is aligned with the outside of the bead filler rubber, and the bead wire may be wound from the outside to the inside.
本発明は上述したように、タイヤ内側に位置す
るカーカスプライのみをビードワイヤのまわりに
巻き上げ、この巻き上げ部と前記タイヤ内側に位
置するカーカスプライとの間に、タイヤ外側に位
置する補強カーカスプライの端部を挟み込んで構
成したから、前述した従来の２―０プライロツク
の場合のようにタイヤ外側に位置する補強カーカ
スプライ９をビードワイヤ６のまわりに巻き上げ
ないので、タイヤ外側に位置する補強カーカスプ
ライ９の巾を狭くでき、従来の２―０プライロツ
クのものと比較して大きく、カーカス重量を軽減
することができ、しかも成型過程においては、カ
ーカスプライの巻き上げ工程が１回で済むので、
その成形生産性は前述した２―０プライロツクの
ものに優るとも劣らない。 As described above, the present invention winds up only the carcass ply located on the inside of the tire around the bead wire, and between this rolled up portion and the carcass ply located on the inside of the tire, the end of the reinforcing carcass ply located on the outside of the tire is provided. Since the reinforcing carcass ply 9 located on the outside of the tire is not rolled up around the bead wire 6 as in the case of the conventional 2-0 ply lock described above, the reinforcing carcass ply 9 located on the outside of the tire is The width can be narrower and it is larger than the conventional 2-0 ply lock, and the weight of the carcass can be reduced.Moreover, the carcass ply winding process only needs to be done once during the molding process.
Its molding productivity is comparable to that of the 2-0 plylock described above.
さらに本発明においては上述したようにタイヤ
外側に位置する補強カーカスプライ９を巻き上げ
ないので、巻き上げ巾を狭くすることに起因する
ユニフオーミテイ不良やビード廻りの加硫故障を
防止することができる。 Furthermore, in the present invention, as described above, since the reinforcing carcass ply 9 located on the outside of the tire is not rolled up, it is possible to prevent uniformity defects and vulcanization failures around the bead caused by narrowing the rolled-up width.
さらに、本発明においては上述したようにビー
ドワイヤ６のまわりに巻き上げて固定したタイヤ
内側に位置するカーカスプライ１とその巻き上げ
部１′とによつてタイヤ外側に位置する補強カー
カス９の端部１０を固定できるので、タイヤの成
型加硫工程において前記カーカスプライ１と補強
カーカスプライ９に発生する熱収縮量をほぼ等し
くすることができ、この結果前述したように耐サ
イドカツト性を２―０プライロツクのカーカス構
造を有するタイヤと同等に維持することができ
る。 Further, in the present invention, as described above, the end portion 10 of the reinforcing carcass 9 located on the outside of the tire is secured by the carcass ply 1 located on the inside of the tire that is wound around the bead wire 6 and fixed, and the rolled up portion 1' of the carcass ply 1 that is wound around the bead wire 6 and fixed. Since they can be fixed, the amount of heat shrinkage that occurs in the carcass ply 1 and the reinforced carcass ply 9 during the tire molding and curing process can be made almost equal, and as a result, as mentioned above, the side cut resistance can be improved compared to that of a carcass with a 2-0 ply lock. It can be maintained equivalent to a tire with a structure.
従つて本発明は、タイヤの耐サイドカツト性及
び生産性を損なうことなく、タイヤ重量を大きく
軽減できるものである。 Therefore, the present invention can significantly reduce the weight of the tire without impairing the side cut resistance and productivity of the tire.
第１図及び第２図は従来の２プライカーカスラ
ジアルタイヤを示すもので、第１図は２―０プラ
イロツクのカーカス構造からなるタイヤの断面説
明図、第２図は１―１プライロツクのカーカス構
造からなるタイヤの断面説明図である。また第３
図は本発明の実施例からなるラジアルタイヤの断
面説明図、第３―１図は本発明の他の実施例から
なるラジアルタイヤの断面説明図、第４図は縦軸
にタイヤ内側カーカスと外側カーカスの中間伸度
の差の比率（％）を取り、横軸にｍ／ｌ（％）を
取つて、このｍ／ｌと前記中間伸度の差の比率と
の関係を示す図、第５図は縦軸にサイドインパク
ト衝撃回数を取り、横軸にｍ／ｌ（％）を取つ
て、このｍ／ｌとサイドインパクト衝撃回数との
関係を示す図である。
１…タイヤ内側に位置するカーカスプライ、６
…ビードワイヤ、９…タイヤ外側に位置する補強
カーカスプライ、１０…補強カーカスプライの端
部、１′…タイヤ内側に位置するカーカスプライ
の巻き上げ部。
Figures 1 and 2 show a conventional 2-ply carcass radial tire. Figure 1 is an explanatory cross-sectional view of a tire with a 2-0 ply lock carcass structure, and Figure 2 is a 1-1 ply lock carcass structure. It is a cross-sectional explanatory view of a tire consisting of. Also the third
Figure 3-1 is a cross-sectional explanatory diagram of a radial tire according to an embodiment of the present invention, Figure 3-1 is a cross-sectional explanatory diagram of a radial tire according to another embodiment of the present invention, and Figure 4 shows the tire inner carcass and outer tire on the vertical axis. Figure 5 shows the relationship between this m/l and the ratio of the difference in the intermediate elongation by taking the ratio (%) of the difference in the intermediate elongation of the carcass and taking m/l (%) on the horizontal axis. The figure shows the relationship between m/l and the number of side impacts, with the vertical axis representing the number of side impacts and the horizontal axis representing m/l (%). 1...Carcass ply located inside the tire, 6
... Bead wire, 9... Reinforced carcass ply located on the outside of the tire, 10... End of the reinforced carcass ply, 1'... Winding portion of the carcass ply located on the inside of the tire.
Claims (1)
タイヤ内側に位置するカーカスプライのみをビー
ドワイヤのまわりに巻き上げ、この巻き上げ部と
前記タイヤ内側に位置するカーカスプライとの間
に、タイヤ外側に位置する補強カーカスプライの
端部を挟み込んだことを特徴とするラジアルタイ
ヤ。1 In a 2-ply carcass radial tire,
Only the carcass ply located on the inside of the tire is wound up around a bead wire, and the end of the reinforcing carcass ply located on the outside of the tire is sandwiched between this rolled up portion and the carcass ply located on the inside of the tire. Radial tires.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56192065A JPS5893605A (en) | 1981-11-30 | 1981-11-30 | Radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56192065A JPS5893605A (en) | 1981-11-30 | 1981-11-30 | Radial tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5893605A JPS5893605A (en) | 1983-06-03 |
| JPS6233082B2 true JPS6233082B2 (en) | 1987-07-18 |
Family
ID=16285035
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56192065A Granted JPS5893605A (en) | 1981-11-30 | 1981-11-30 | Radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5893605A (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5929502A (en) * | 1982-08-09 | 1984-02-16 | Sumitomo Rubber Ind Ltd | Tire for motorcycle |
| GB9714609D0 (en) | 1997-07-12 | 1997-09-17 | Sumitomo Rubber Ind | Improvements to tyres |
| US20070044889A1 (en) * | 2005-09-01 | 2007-03-01 | Bridgestone Firestone North American Tire, Llc | Tire having a sidewall reinforcement |
| US7836929B2 (en) | 2005-09-01 | 2010-11-23 | Bridgestone Americas Tire Operations, Llc | Tire having a sidewall reinforcement |
| US7624779B2 (en) | 2005-09-01 | 2009-12-01 | Bridgestone Americas Tire Operations, Llc | Tire having a sidewall reinforcement |
| JP4681497B2 (en) * | 2006-05-08 | 2011-05-11 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP4211893B1 (en) | 2008-06-04 | 2009-01-21 | 横浜ゴム株式会社 | Pneumatic tire |
| WO2014084369A1 (en) * | 2012-11-30 | 2014-06-05 | 横浜ゴム株式会社 | Pneumatic tire |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54162306A (en) * | 1978-06-13 | 1979-12-22 | Sumitomo Rubber Ind | Pneumatic tire provided with carcass with bias structure of textile cord |
-
1981
- 1981-11-30 JP JP56192065A patent/JPS5893605A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS54162306A (en) * | 1978-06-13 | 1979-12-22 | Sumitomo Rubber Ind | Pneumatic tire provided with carcass with bias structure of textile cord |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5893605A (en) | 1983-06-03 |
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