阅读说明：本技术 重载用充气轮胎 (Heavy duty pneumatic tire ) 是由 键本修司 于 2019-06-28 设计创作，主要内容包括：本发明提供一种重载用充气轮胎(2),其能够平衡良好地整合了轮辋组装性和胎圈耐久性。该轮胎(2)的扁平率为75％以下。该轮胎(2)包括：胎体(12),从一个胎圈(8)向另一个胎圈(8)延伸；带束层(14),位于胎面(4)与胎体(12)之间；以及缓冲层(16),位于带束层(14)的端部(54)与胎体(12)之间。胎圈(8)包括芯(34)和三角胶(36)。从缓冲层(16)的内端至三角胶(36)的外端的区域是柔性区域,柔性区域的径向长度F相对于胎体(12)的截面高度A之比为0.25以上0.4以下。(The invention provides a heavy duty pneumatic tire (2) which can well integrate rim assembling performance and bead durability in a balanced manner. The tire (2) has a flat rate of 75% or less. The tire (2) comprises: a carcass (12) extending from one bead (8) to the other bead (8); a belt layer (14) located between the tread (4) and the carcass (12); and a breaker ply (16) located between the end (54) of the belt ply (14) and the carcass (12). The bead (8) comprises a core (34) and an apex (36). The region from the inner end of the cushion layer (16) to the outer end of the apex (36) is a flexible region, and the ratio of the radial length F of the flexible region to the cross-sectional height A of the carcass (12) is 0.25 to 0.4.)

1. A pneumatic tire for heavy load, characterized in that,

a flattening of 75% or less, which includes:

a carcass extending from one bead to the other bead, of the inner sides of the tread and a pair of sidewalls extending radially inward from the end of the tread;

a belt located between the tread and the carcass; and

a pair of breaker layers between the ends of the belt and the carcass,

wherein the bead comprises a core and an apex radially outward of the core,

in the radial direction, the area from the inner end of the buffer layer to the outer end of the apex is a flexible area,

the ratio of the radial length of the flexible region to the cross-sectional height of the carcass is 0.25 to 0.4.

2. The heavy duty pneumatic tire according to claim 1,

the carcass comprises at least one carcass ply,

the carcass ply comprises:

a body portion spanning the one core and the other core; and

a pair of folding portions connected to the main body portion and folded back along the periphery of the core from the axially inner side to the axially outer side;

the shape of the main body portion of the flexible region is represented by a circular arc.

3. The heavy duty pneumatic tire according to claim 2,

the radius of the arc representing the shape of the main body of the flexible region is 0.3 to 0.4 inclusive relative to the cross-sectional height of the carcass.

4. The pneumatic tire for heavy load according to claim 2 or 3,

the radial distance from the bead base line to the end of the turn-back portion is 20mm to 40 mm.

5. The heavy duty pneumatic tire according to any one of claims 1 to 4,

the ratio of the radial distance from the bead base line to the outer end of the apex to the cross-sectional height of the carcass is 0.3 to 0.5.

Technical Field

The present invention relates to a heavy duty pneumatic tire.

Background

In the bead portion of the tire, there are ends of components such as a carcass ply. If a portion of the bead moves, distortion concentrates on the end, and damage may occur. A heavy load acts on a tire mounted on a vehicle such as a truck or a bus, that is, a pneumatic tire for heavy load. In this tire, from the viewpoint of improving durability, reinforcing a bead portion to suppress its movement is studied (for example, patent document 1).

In patent document 1, for example, a technique of controlling a sidewall at a turn-up end of a carcass ply to have a predetermined thickness is studied.

Patent document 1: japanese laid-open patent publication No. H06-219111

Disclosure of Invention

A bead of a tire includes a core and an apex extending radially outward from the core. If a high apex is used, the bead portion has a high rigidity. Since the movement of the bead can be suppressed, it is expected to improve the durability.

The region from the inner end of the breaker disposed between the end of the belt and the carcass to the outer end of the apex in the radial direction of the tire is also referred to as a flexible region. The flexible zone is soft and contributes to the flexing of the tire.

In the tire having a flat rate of 75% or less, the length of the side portion is short. Thus, if a high apex is used, the flexible zone narrows. In this case, since the side portions have high rigidity, there is a fear that the ease of assembling to the rim of the tire, that is, the rim assembling property is lowered.

The present invention has been made in view of such circumstances, and an object thereof is to provide a pneumatic tire for heavy load, which has a rim assembling property and a bead durability in a well-balanced manner.

The pneumatic tire for heavy load of the present invention is a pneumatic tire for heavy load having a flattening ratio of 75% or less, comprising: a carcass extending from one bead to the other bead, of the inner sides of the tread and a pair of sidewalls extending radially inward from the end of the tread; a belt located between the tread and the carcass; and a pair of cushion layers located between the ends of the belt and the carcass. The bead includes a core and an apex radially outward of the core. And in the radial direction, the area from the inner end of the buffer layer to the outer end of the apex is a flexible area, and the ratio of the radial length of the flexible area to the cross-sectional height of the tire body is more than 0.25 and less than 0.4.

Preferably, in the heavy duty pneumatic tire, the carcass includes at least one carcass ply. The carcass ply comprises: a body portion spanning the one core and the other core; and a pair of folding portions connected to the main body portion and folded back along the periphery of the core from the axially inner side to the axially outer side. The shape of the main body portion of the flexible region is represented by a circular arc.

Preferably, in the heavy duty pneumatic tire, a ratio of a radius of an arc representing a shape of the main body portion of the flexible region to a cross-sectional height of the carcass is 0.3 to 0.4.

Preferably, in the heavy duty pneumatic tire, a radial distance from the bead base line to an end of the turn-back portion is 20mm or more and 40mm or less.

Preferably, in the heavy duty pneumatic tire, a ratio of a radial distance from the bead base line to an outer end of the apex to a sectional height of the carcass is 0.3 or more and 0.5 or less.

In the pneumatic tire for heavy load of the present invention, the radial length of the flexible region is set to a range from 0.25 to 0.4 times the cross-sectional height of the carcass. In this tire, the aspect ratio is 75% or less, but the flexible region is sufficiently secured in the side portion. Since the side portions are flexibly flexed, the tire is easily fitted into the rim.

In this tire, since the flexible region is secured, the rigidity of the bead portion is lowered. Therefore, there is a fear that the bead durability is lowered.

However, in this tire, the flexible region in which the ratio of the radial length to the cross-sectional height of the carcass is set within a predetermined range contributes to reduction of distortion occurring in the bead portion in the tire in an inflated state. Therefore, even if the rigidity of the bead portion is lowered, the required bead durability is ensured in the tire.

According to the present invention, a heavy duty pneumatic tire having a rim assembling property and bead durability integrated in a well-balanced manner can be obtained.

Drawings

Fig. 1 is a cross-sectional view showing a part of a pneumatic tire for heavy load according to an embodiment of the present invention.

Fig. 2 is a sectional view showing a side portion of the tire of fig. 1.

[ description of symbols ]

2 tyre

4 Tread

6 side wall

8 tyre bead

10 anti-friction layer

12 tyre body

14 Belt layer

16 buffer layer

18 inner liner

20 steel wire reinforcement layer

28 circumferential groove

34 core

36 triangular glue

36u inner triangle rubber

36s outer triangular glue

40 carcass ply

42 main body part

44 turn-back part

46 end of the folded portion 44

Detailed Description

The present invention will be described in detail below according to preferred embodiments with reference to the accompanying drawings as appropriate.

Fig. 1 shows a part of a pneumatic tire 2 for heavy load (hereinafter, may be simply referred to as "tire 2") according to an embodiment of the present invention. The tire 2 is mounted on a heavy-duty vehicle such as a truck, a bus, or the like.

Fig. 1 shows a portion of a section of a tyre 2 along a plane comprising the rotation axis of the tyre 2. In fig. 1, the left-right direction is the axial direction of the tire 2, and the up-down direction is the radial direction of the tire 2. The direction perpendicular to the paper of fig. 1 is the circumferential direction of the tire 2. In fig. 1, a chain line CL indicates an equatorial plane of the tire 2.

In fig. 1, a tire 2 is fitted into a rim R. The rim R is a standard rim. The tire 2 is filled with air, and the internal pressure of the tire 2 is adjusted to a standard internal pressure. The tire 2 has no load thereon.

In the present invention, a state in which the tire 2 is mounted on the rim R (standard rim) and the internal pressure of the tire 2 is adjusted to the standard internal pressure and no load is applied to the tire 2 is referred to as a standard state. In the present invention, unless otherwise mentioned, the dimensions and angles of the tire 2 and each portion of the tire 2 are measured under a standard condition.

In the present specification, the standard rim indicates a rim specified in a specification to which the tire 2 conforms. The "standard Rim" of the JATMA specification, "Design Rim (Design Rim)" of the TRA specification, and the "measurement Rim (measurement Rim)" of the ETRTO specification are standard rims.

In the present specification, the standard internal pressure indicates an internal pressure defined in a specification to which the tire 2 conforms. The "maximum air pressure" in the JATMA specification, "maximum air pressure" in the "tie LOAD liams variables AT variaus COLD resistance PRESSURES" in the TRA specification, and "resistance pressure" in the ETRTO specification are the standard internal PRESSURES.

In the present specification, the standard LOAD represents a "maximum LOAD CAPACITY" of the LOAD JATMA standard defined in the standard to which the TIRE 2 conforms, a "maximum value" described in "TIRE LOAD conditions AT variance color requirements" of the TRA standard, and "LOAD CAPACITY" of the ETRTO standard.

In fig. 1, a solid line BBL extending in the axial direction is a bead base line. The bead base line is a line that defines a rim diameter (see JATMA and the like) of a rim R (standard rim).

The tire 2 includes a tread 4, a pair of sidewalls 6, a pair of beads 8, a pair of anti-friction layers 10, a carcass 12, a belt 14, a breaker ply 16, an innerliner 18, and a pair of steel reinforcing layers 20.

The tread 4 is in contact with the road surface at its outer surface. The outer surface of the tread 4 is a tread surface 22. In this tire 2, the tread 4 includes a base portion 24 and a cap portion 26 located radially outward of the base portion 24. The base 24 is made of a crosslinked rubber in consideration of adhesiveness. The lid portion 26 is made of crosslinked rubber in consideration of abrasion resistance and grip performance.

In this tire 2, at least 3 circumferential grooves 28 are engraved on the tread 4. In the tire 2 shown in fig. 1, 5 circumferential grooves 28 are engraved on the tread 4. This tread 4 is thereby formed of 6 land portions 30. These circumferential grooves 28 are axially aligned and extend continuously in the circumferential direction. Of these circumferential grooves 28, the circumferential groove 28c located on the equatorial plane is a central circumferential groove 28 c. The circumferential groove 28s located on the outer side in the axial direction is a shoulder circumferential groove 28 s. The circumferential groove 28m located between the central circumferential groove 28c and the shoulder circumferential groove 28s is an intermediate circumferential groove 28 m.

In the tire 2, from the viewpoint of contributing to drainage and traction performance, the width of the circumferential groove 28 is set in a range of 1% to 10% of the tread width TW, which is represented by the length from one end TE to the other end TE of the tread surface 22. The depth of the circumferential groove 28 is set to a range of 10mm to 25 mm. The tread width TW and the width of the circumferential groove 28 are measured along the tread surface 22.

Each sidewall 6 is connected to an end of the tread 4. The sidewall 6 extends radially inward from an end of the tread 4. The outer surface of the sidewall 6 becomes a part of the side surface 32 of the tire 2. The sidewalls 6 are made of crosslinked rubber.

Each bead 8 is located radially inward of the sidewall 6. The beads 8 comprise a core 34 and an apex 36. The core 34 extends in the circumferential direction. The core 34 comprises steel wire. In this tire 2, the core 34 has a substantially hexagonal sectional shape. The core 34 may have a substantially rectangular cross-sectional shape. Apex 36 is located radially outward of core 34. The apex 36 extends radially outward from the core 34. In fig. 1, the symbol PA is the outer end of the apex 36.

The apex 36 includes an inner apex 36u and an outer apex 36 s. The inboard apex 36u is located radially outward of the core 34. The outer apex 36s is located radially outward of the inner apex 36 u.

The inner apex 36u extends radially outward from the core 34. In the cross section of the tire 2 shown in fig. 1, the inner apex 36u is tapered radially outward.

The inner apex 36u is made of a crosslinked rubber. The inner apex 36u is harder than the outer apex 36 s. The inner apex 36u contributes to the rigidity of a portion BD of the bead 8 (hereinafter, referred to simply as a bead portion BD).

The outer apex 36s extends radially outward from the inner apex 36 u. In this tire 2, the outer apex 36s has a large thickness in the vicinity of the outer end 38 of the inner apex 36 u. In the cross section of the tire 2 shown in fig. 1, the outer apex 36s tapers radially inward and radially outward.

The outer apex 36s is composed of a crosslinked rubber. The outer apex 36s is softer than the inner apex 36 u. The outer apex 36s contributes to the soft deformation of the bead portion BD.

Each anti-friction layer 10 is located axially outside the bead 8. The scuff layer 10 is located radially inward of the sidewall 6. The anti-friction layer 10 is in contact with the sheet S and the flange F of the rim R. The anti-friction layer 10 is made of a crosslinked rubber in consideration of abrasion resistance.

The carcass 12 extends from one bead 8 to the other bead 8 inside the tread 4, sidewalls 6 and anti-friction layer 10. The carcass 12 includes at least 1 carcass ply 40. The carcass 12 of the tire 2 is composed of 1 carcass ply 40. Although not shown, the carcass ply 40 includes a plurality of carcass cords arranged in parallel. These carcass cords are covered with rubberized rubber.

Each carcass cord crosses the equatorial plane. In the tire 2, the angle formed by the carcass cord with respect to the equatorial plane is 70 ° or more and 90 ° or less. The carcass 12 of the tire 2 has a radial structure. In the tire 2, the material of the carcass cord is steel wire. A cord made of an organic fiber may be used as the carcass cord.

In the tire 2, the carcass ply 40 is folded back from the axially inner side to the axially outer side along the periphery of each core 34. The carcass ply 40 has a main body portion 42 spanning the one core 34 and the other core 34, and a pair of turn-up portions 44 connected to the main body portion 42 and turned up from the axially inner side to the axially outer side along the periphery of each core 34. In the tire 2, the end 46 of the folded-back portion 44 is located radially inward of the outer end PA of the apex 36. The end 46 of the folded portion 44 is sandwiched between the intermediate layer 48 and the strip 50.

In fig. 1, the symbol PC is a position where the radial distance from the bead base line to the inner surface of the carcass 12 is maximum. In this tire 2, this position PC is located on the equatorial plane. In this fig. 1, the double arrow a is the radial distance from the bead base line to the position PC. In the present invention, the radial distance a is the cross-sectional height of the carcass 12.

The belt 14 is located between the tread 4 and the carcass 12. The belt 14 is located radially outward of the carcass 12. In the tire 2, the tread 4 is laminated on the belt 14.

In the tire 2, the belt layer 14 is constituted by 4 belt cords 52. In the tire 2, the number of belt cords 52 constituting the belt layer 14 is not particularly limited. The structure of the belt layer 14 is appropriately determined in consideration of the specification of the tire 2.

Although not shown, each belt cord 52 includes a plurality of belt cords arranged in parallel. These belt cords are covered with a topping rubber. Each belt cord is inclined with respect to the equatorial plane. In the tire 2, of the belt cords 52A located on the innermost side in the radial direction, the angle of the belt cords with respect to the equatorial plane is set in the range of 50 ° to 70 °. Of the belt cords 52B, 52C, and 52D located radially outward of the belt cords 52A, the angle of the belt cords with respect to the equatorial plane is set in the range of 15 ° to 35 °.

In this tire 2, of the 4 belt cords 52, the belt cord 52B located between the belt cord 52A and the belt cord 52C has the largest axial width. The belt cord 52D located outermost in the radial direction has the smallest axial width. In the tire 2, the belt cord is made of steel wire. Cords composed of organic fibers may also be used as the belt cords.

Each breaker ply 16 is located between the belt 14 and the carcass 12 at the end 54 of the belt 14. In other words, the cushion layer 16 is located between the end 54 of the belt 14 and the carcass 12. The cushion layer 16 is made of crosslinked rubber.

As shown in fig. 1, in this tire 2, the breaker 16 has the largest thickness at the end 54 of the belt 14, more specifically, at the end 54 of the belt cord 52B. The cushioning layer 16 tapers from the portion having its largest thickness toward the axially inner side. The cushioning layer 16 tapers from the portion having its largest thickness toward the radially inner side.

An inner liner 18 is positioned inside the carcass 12. In this tire 2, the inner liner 18 is joined to the carcass 12 by the spacer 56. The inner liner 18 constitutes the inner surface of the tire 2. The inner liner 18 is made of a crosslinked rubber having excellent air-barrier properties. The inner liner 18 maintains the internal pressure of the tire 2.

Each of the steel wire reinforcing layers 20 is located at the bead portion BD. The steel reinforcing layer 20 is folded back from the axially inner side to the axially outer side around the core 34 along the carcass ply 40. At least a portion of the steel reinforcement layer 20 is in contact with the carcass ply 40. The carcass ply 40 is located between the wire reinforcement layer 20 and the beads 8. Although not shown, the steel reinforcing layer 20 includes a plurality of steel cords in parallel. These steel cords are covered with rubberized rubber. The wire reinforcement layer 20 contributes to the improvement of the bead BD bending rigidity.

In fig. 1, symbol PK is the radially inner end of buffer layer 16. In this tire 2, a region from the inner end PK of the cushion layer 16 to the outer end PA of the apex 36 in the radial direction is a flexible region. The double arrow F is the radial length of the flexible zone.

As shown in fig. 1, there is no cushion layer 16 and apex 36 in the flexible region. The flexible region is less rigid than the radially outer portion. The flexible region is less rigid than the radially inner portion thereof.

The aspect ratio of the tire 2 is represented by a ratio of a sectional height (refer to JATMA and the like) obtained in a standard state to a sectional width (refer to JATMA and the like) of the tire 2. In the tire 2, the flat rate is 75% or less. In this tire 2, the length of the portion from the sidewall 6 to the scuff layer 10, i.e., the side portion SD, is limited as compared with a tire having a flattening ratio of more than 75%. In the tire 2 having the flattening ratio of 75% or less, the size of the flexible region affects the rigidity of the side portion SD.

In the tire 2, the ratio of the radial length F of the flexible region to the cross-sectional height a of the carcass 12 is 0.25 to 0.4. By setting this ratio to 0.25 or more, the flexible region imparts appropriate flexibility to the side portion SD. By setting this ratio to 0.4 or less, the side portion SD is prevented from being excessively soft. In this tire 2, the rigidity of the side portion SD is appropriately maintained.

As described above, in this tire 2, the radial length F of the flexible region is set to a range from 0.25 to 0.4 times the sectional height a of the carcass 12. In the tire 2, since the flexible region is sufficiently secured by the side portion SD, the side portion SD is flexibly flexed. The tire 2 is easily fitted into the rim R.

In the tire 2, the rigidity of the bead portion BD is reduced as compared with the conventional tire in order to secure a flexible region. In the tire 2, there is a possibility that bead durability is lowered.

However, in the tire 2, the flexible region in which the ratio of the radial length F to the cross-sectional height a of the carcass 12 is set within a predetermined range contributes to reduction of distortion occurring in the bead portion BD in the tire 2 in the inflated state for transportation. Therefore, even if the rigidity of the bead portion BD is lowered, the required bead durability can be ensured in the tire 2.

The tire 2 is not only easily fitted into the rim R but also has required bead durability. The tire 2 can be used.

As described above, in this tire 2, the ratio of the radial length F of the flexible region to the cross-sectional height a of the carcass 12 is 0.25 or more and 0.4 or less. From the viewpoint of further balancing and integrating the rim assembling property and the bead durability, the ratio is preferably 0.28 or more and 0.40 or less.

In this tire 2, the shape of the main body portion 42 of the carcass ply 40 in the flexible region is represented by a single circular arc in a cross section of this tire 2 along a plane containing the rotation axis. In other words, in the tire 2, the body portion 42 of the carcass ply 40 is configured in a flexible region, and the shape thereof is represented by a circular arc. The body portion 42 contributes to soft deflection of the side portions SD and reduction in distortion generated in the bead portions BD. This tire 2 is not only easily fitted into the rim R but also has required bead durability. From this viewpoint, in the tire 2, the shape of the body portion 42 in the flexible region is preferably indicated by a circular arc.

Fig. 2 shows the flexible zone of the tyre 2 of fig. 1. In fig. 2, the left-right direction is the axial direction of the tire 2, and the up-down direction is the radial direction of the tire 2. The direction perpendicular to the paper of fig. 2 is the circumferential direction of the tire 2.

In fig. 2, an arrow R indicates a radius of an arc indicating the shape of the body portion 42. The radius R is determined based on the shape of the inner surface of the body portion 42.

In the tire 2, the ratio of the radius R of the arc indicating the shape of the main body portion 42 to the cross-sectional height a of the carcass 12 is preferably 0.3 or more and preferably 0.4 or less. By setting the ratio to 0.3 or more, the main body 42 contributes to the soft deflection of the side portions SD. The tire 2 is easily fitted into the rim R. From this viewpoint, the ratio is more preferably 0.31 or more. By setting the ratio to 0.4 or less, the main body portion 42 contributes to reducing distortion generated in the bead portion BD. In this tire 2, necessary bead durability is ensured. From this viewpoint, the ratio is more preferably 0.38 or less.

In fig. 2, a solid line LG is a reference line that passes through an axially outer edge of the shoulder circumferential groove 28s and extends in the radial direction. The reference line LG intersects the inner surface of the main body 42. The intersection point PG is a reference point of the directly lower portion of the shoulder circumferential groove 28s of the main body portion 42. In this tire 2, the length WR from the end TE of the tread surface 22 to the edge on the axially outer side of the shoulder circumferential groove 28s is usually set in the range of 10% to 25% of the tread width TW. Additionally, the length WR is measured along the tread surface 22.

In this tire 2, the shape of the main body portion 42 from the reference point PG of the right lower portion of the shoulder circumferential groove 28s to the outer end PA of the apex 36 is represented by a single circular arc. In other words, in the tire 2, the body portion 42 of the carcass ply 40 is configured such that its shape is represented by an arc in a region from the reference point PG to the outer end PA of the apex 36. In the tire 2, the body portion 42 contributes more effectively to the reduction of the soft deflection of the side portions SD and the distortion generated in the bead portions BD. In the tire 2, the rim assembling property and the bead durability can be integrated in a well-balanced manner. From this viewpoint, it is more preferable that the shape of the main body 42 from the reference point PG directly below the shoulder circumferential groove 28s to the outer end PA of the apex 36 is represented by a circular arc, not only the shape of the main body 42 in the flexible region.

In fig. 1, the double arrow B is the radial distance from the bead base line to the outer end PA of the apex 36. The two arrows C are the radial distance from the bead base line to the end 46 of the turn-back portion 44.

In this tire 2, the ratio of the radial distance B from the bead base line to the outer end PA of the apex 36 to the sectional height a of the carcass 12 is preferably 0.3 or more and preferably 0.5 or less. By setting this ratio to 0.3 or more, the rigidity of the bead portion BD is appropriately maintained. In this tire 2, required bead durability is ensured. From this viewpoint, the ratio is more preferably 0.38 or more. By setting this ratio to 0.5 or less, the side surface portion SD is flexibly flexed because the flexible region is sufficiently secured by the side portion SD. The tire 2 is easily fitted into the rim R. From this viewpoint, the ratio is more preferably 0.50 or less.

In this tire 2, the radial distance C from the bead base line to the end 46 of the turn-up portion 44 is preferably 20mm or more and preferably 40mm or less. By setting the distance C to 20mm or more, the carcass ply 40 of a sufficient length is folded back around the core 34. Even if tension acts on the carcass ply 40, the carcass ply 40 is hard to fall off. In this tire 2, good durability is maintained. By setting the distance C to 40mm or less, the folded portion 44 has an appropriate length. In this tire 2, even if the bead portion BD moves, the distortion is hardly concentrated on the end portion 46 of the folded portion 44. In this tire 2, required bead durability is ensured.

As is apparent from the above description, according to the present invention, a heavy duty pneumatic tire 2 having well-balanced and well-balanced bead durability and rim assembling performance can be obtained.

The disclosed embodiments are to be considered in all respects as illustrative and not restrictive. The technical scope of the present invention is not limited to the above-described embodiments, and includes all modifications within a range equivalent to the structure described in the claims.