JPH10292275A - Pneumatic radial tire - Google Patents
Pneumatic radial tireInfo
- Publication number
- JPH10292275A JPH10292275A JP9101639A JP10163997A JPH10292275A JP H10292275 A JPH10292275 A JP H10292275A JP 9101639 A JP9101639 A JP 9101639A JP 10163997 A JP10163997 A JP 10163997A JP H10292275 A JPH10292275 A JP H10292275A
- Authority
- JP
- Japan
- Prior art keywords
- belt
- bundle
- pneumatic radial
- width direction
- diameter
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- D—TEXTILES; PAPER
- D07—ROPES; CABLES OTHER THAN ELECTRIC
- D07B—ROPES OR CABLES IN GENERAL
- D07B1/00—Constructional features of ropes or cables
- D07B1/06—Ropes or cables built-up from metal wires, e.g. of section wires around a hemp core
- D07B1/0606—Reinforcing cords for rubber or plastic articles
- D07B1/062—Reinforcing cords for rubber or plastic articles the reinforcing cords being characterised by the strand configuration
Landscapes
- Ropes Or Cables (AREA)
- Tires In General (AREA)
- Yarns And Mechanical Finishing Of Yarns Or Ropes (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、転がり抵抗が小
さくかつ乗り心地に優れる空気入りラジアルタイヤに関
し、とくにベルトの耐久性を向上しようとするものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic radial tire having low rolling resistance and excellent ride comfort, and more particularly to improving belt durability.
【０００２】[0002]
【従来の技術】空気入りラジアルタイヤ、中でも乗用車
用タイヤには、自動車の燃費を向上させるために転がり
抵抗が小さく、かつ乗り心地が良く、しかも安価である
ことが要求される。ここで、タイヤの転がり抵抗や乗り
心地に、ベルト性能が与える影響は大きく、このベルト
に関して、ゴムおよびその補強材の両面から、種々の提
案がなされてきた。2. Description of the Related Art Pneumatic radial tires, especially tires for passenger cars, are required to have low rolling resistance, good riding comfort, and low cost in order to improve fuel efficiency of automobiles. Here, the performance of the belt greatly affects the rolling resistance and the riding comfort of the tire, and various proposals have been made for this belt from both sides of rubber and its reinforcing material.
【０００３】例えば、補強材に関して実開昭63−19404
号公報（実願昭61−113799号明細書）には、ベルトにコ
ードではなくスチールの単線材を使用することによっ
て、タイヤの転がり抵抗を小さくすることが提案されて
いる。しかしながら、かようなタイヤにて、とくに急旋
回を繰返したり、いわゆるつづら折り路を長距離にわた
って走行した際、ベルトが座屈してスチール単線材に折
れが発生し、これがトレッドの偏磨耗をまねくという、
新たな問題を生じる。[0003] For example, regarding the reinforcing material, Japanese Utility Model Application Laid-Open No. 63-19404.
Japanese Patent Application Publication No. 61-113799 proposes to reduce the rolling resistance of a tire by using a steel single wire instead of a cord for a belt. However, with such tires, especially when repeatedly turning sharply or traveling over a long distance on a so-called zigzag path, the belt buckles and the steel single wire breaks, which leads to uneven wear of the tread,
It creates new problems.
【０００４】[0004]
【発明が解決しようとする課題】従って、この発明は、
転がり抵抗および乗り心地の改良を、その他のベルト性
能を犠牲にすることなしに達成する、空気入りラジアル
タイヤについて提供することを目的とする。ここに、そ
の他のベルト性能としては、所期したベルト剛性を確保
すること、またベルト幅端で発生するセパレーション、
いわゆるベルトエンドセパレーションを回避することも
重要である。Therefore, the present invention provides
It is an object of the present invention to provide a pneumatic radial tire that achieves improved rolling resistance and ride comfort without sacrificing other belt performance. Here, other belt performances include securing the expected belt rigidity, separation occurring at the belt width end,
It is also important to avoid so-called belt end separation.
【０００５】ここに、ベルト剛性は、タイヤ走行時のベ
ルト部の変形を支配し、タイヤの基本性能及び耐久性能
を左右するものである。特に、基本性能である高速走行
性能やコーナリング性能に影響を与えると共に、タイヤ
走行中の入力によるベルト端のゴムの亀裂から生じるベ
ルトエンドセパレーションにも影響を与える。そこで、
所期したベルト剛性を確保することが必要となる。ま
た、ベルトエンドセパレーションは、タイヤ走行時のベ
ルト部のくり返し入力、特にコーナリング、レーンチェ
ンジ時のベルト部の変形により、ベルト端部に歪が加わ
ってゴムに亀裂が生じ、それが成長して発生するもので
ある。従って、タイヤの耐久性を確保する為に、耐ベル
トエンドセパレーション性は重要となる。[0005] Here, the belt stiffness governs the deformation of the belt portion during running of the tire, and determines the basic performance and durability of the tire. In particular, it affects basic performance such as high-speed running performance and cornering performance, and also affects belt end separation caused by cracks in rubber at the belt end due to input during tire running. Therefore,
It is necessary to secure the expected belt rigidity. In addition, belt end separation is caused by repeated input of the belt part during tire running, especially deformation of the belt part at cornering and lane change, causing distortion at the belt end, causing cracks in the rubber and growing it Is what you do. Therefore, in order to ensure the durability of the tire, the belt end separation resistance is important.
【０００６】[0006]
【課題を解決するための手段】この発明は、一対のビー
ド部間でトロイド状に延びるカーカスを骨格とし、さら
にカーカスのクラウン部を少なくとも２層のベルトで補
強した空気入りラジアルタイヤであって、ベルトは、断
面が円形の金属線材の５または６本を撚り合わせること
なくベルトの幅方向に並べて引き揃えた束を単位とし
て、この束を50mm幅当たり15〜30単位の打込み数でゴム
に埋設して成ることを特徴とする空気入りラジアルタイ
ヤである。SUMMARY OF THE INVENTION The present invention is a pneumatic radial tire having a carcass extending in a toroidal shape between a pair of bead portions as a skeleton, and a crown portion of the carcass reinforced with at least two layers of belts, The belt is a bundle of 5 or 6 metal wires with a circular cross section arranged in the width direction of the belt without twisting, and the bundle is buried in the rubber with the number of driving of 15 to 30 units per 50 mm width. It is a pneumatic radial tire characterized by being formed.
【０００７】ここで、金属線材の径が0.15〜0.30mmであ
ること、金属線材の強力が300kgf／mm2 以上であるこ
と、そして金属線材が少なくとも0.80wt％の炭素を含有
すること、が実施に当たり有利である。Here, the diameter of the metal wire is 0.15 to 0.30 mm, the strength of the metal wire is 300 kgf / mm 2 or more, and the metal wire contains at least 0.80 wt% of carbon. This is advantageous.
【０００８】また、ｎ本の金属線材をベルトの幅方向に
並列させて揃えた束における、ベルト幅方向の長径Ｄl
に対するベルト厚み方向の短径Ｄs の比Ｄs ／Ｄl が、
１／ｎをこえて２／３以下の範囲にある束にて、ベルト
の少なくとも60％の束を構成すること、が好ましい。こ
こで、比Ｄs ／Ｄl が１／ｎをこえて２／３以下の範囲
にある束でベルトの60％以上の束を構成する際、この範
囲にある束がベルトの幅方向に連続している必要はな
く、断続あるいは連続しているにかかわらず、その合計
が60％以上であればよい。In addition, in a bundle in which n metal wires are aligned in parallel in the width direction of the belt, the major axis D l in the belt width direction is set.
The ratio D s / D l of the minor diameter D s in the belt thickness direction with respect to
It is preferred that at least 60% of the belt be comprised of bundles in the range of more than 1 / n and not more than 2/3. Continuous Here, when the ratio D s / D l constitutes 60% or more bundles of belt bundle in the range of 2/3 or less beyond the 1 / n, flux in this range in the width direction of the belt It is not necessary that the total be 60% or more, regardless of whether it is intermittent or continuous.
【０００９】さらに、各束において、隣接する金属線材
を相互に金属線材径未満の間隔で離間した隙間を、少な
くとも１つは有することが、有利である。Further, it is advantageous that each bundle has at least one gap in which adjacent metal wires are separated from each other by an interval smaller than the metal wire diameter.
【００１０】[0010]
【発明の実施の形態】さて、図１に、この発明に従う空
気入りタイヤの具体例を図解する。この空気入りタイヤ
は、一対のビードコア１間でトロイド状に延びるカーカ
ス２、このカーカス２のクラウン部のタイヤ径方向外側
に配置した、例えば２層のベルト３およびこのベルト３
のタイヤ径方向外側に配置したトレッド４から成り、ベ
ルト３に、図２に示す、金属線材の束（以下、線材束と
示す）５をゴムに埋設したプライを適用することを特徴
とする。FIG. 1 illustrates a specific example of a pneumatic tire according to the present invention. The pneumatic tire includes a carcass 2 extending in a toroidal shape between a pair of bead cores 1, a two-layer belt 3, and a belt 3 disposed outside a crown portion of the carcass 2 in the tire radial direction.
The present invention is characterized in that a ply in which a bundle of metal wires (hereinafter referred to as a wire bundle) 5 shown in FIG. 2 is embedded in rubber is applied to the belt 3 as shown in FIG.
【００１１】すなわち、図２(a) に示す線材束５は、断
面が円形のスチールフィラメントなどの金属線材６の５
本を、撚り合わせることなくベルトの幅方向に並べて引
き揃えたものである。また、図２(b) は、６本の金属線
材６を、同様に撚り合わせることなくベルトの幅方向に
並べて引き揃えた、線材束５である。That is, the wire bundle 5 shown in FIG. 2A is made of a metal wire 6 such as a steel filament having a circular cross section.
The books are arranged side by side in the width direction of the belt without being twisted. FIG. 2B shows a wire bundle 5 in which six metal wires 6 are similarly arranged in the width direction of the belt without being twisted.
【００１２】ここで、線材束５は５または６本の金属線
材６から構成する。なぜなら、金属線材が４本以下の線
材束で所定のベルト剛性を得るには、ベルトでの線材束
の打込み数を増加しなければならないため、ベルトの幅
端において隣接する線材束間の間隔が狭くなり、各線材
端末を起点としたゴム剥離が容易に線材束の隣接相互間
で伝播して、ベルトエンドセパレーションが早期に発生
する不利をまねく。一方、金属線材が７本以上になる
と、ベルトプライとなるトリート材を製造する際の加工
性が悪化し、生産性が低下する。Here, the wire bundle 5 is composed of five or six metal wires 6. Because, in order to obtain a predetermined belt rigidity with a wire bundle of four or less metal wires, it is necessary to increase the number of wire bundles driven by the belt. As a result, the rubber separation starting from each wire end easily propagates between the adjacent wire bundles, causing a disadvantage that belt end separation occurs early. On the other hand, when the number of metal wires is seven or more, workability in manufacturing a treat material to be a belt ply deteriorates, and productivity decreases.
【００１３】さらに、上記の線材束５を補強単位として
埋設したベルトにおいて、線材束５の打込み数を50mm幅
当たり15〜30単位とすることが肝要である。すなわち、
線材束５の打込み数が15単位未満では、ベルトの周面に
沿う向きに生じる変形に抗する能力、いわゆる面内曲げ
剛性が小さくなる結果、操縦安定性が低下し、一方打込
み数が30単位をこえると、隣接する線材束間の間隔が狭
くなり、上記と同様、耐ベルトエンドセパレーション性
が劣化する。Further, in a belt in which the wire bundle 5 is buried as a reinforcing unit, it is important that the number of wires 5 to be driven is 15 to 30 units per 50 mm width. That is,
If the number of hits of the wire bundle 5 is less than 15 units, the ability to resist deformation occurring in the direction along the circumferential surface of the belt, that is, the so-called in-plane bending stiffness is reduced, so that steering stability is reduced, while the number of hits is 30 units. When the distance exceeds the distance, the interval between adjacent wire bundles becomes narrow, and the belt end separation resistance deteriorates, as described above.
【００１４】また、金属線材には、径が0.15〜0.30mm、
強力が300kgf／mm2 以上、そして少なくとも0.80wt％の
炭素を含有する、例えばスチールフィラメントを用いる
ことが有利である。すなわち、金属線材の径が0.15mm未
満では、ベルトの剛性を確保するために、線材束の打込
む数を多くしなくてはならず、その結果隣接する線材束
間の間隔が狭くなり耐ベルトエンドセパレーション性が
低下し、一方径が0.30mmをこえると、金属線材の剛性が
大きくなり、乗り心地性が悪化する。The metal wire has a diameter of 0.15 to 0.30 mm,
It is advantageous to use, for example, steel filaments having a tenacity of at least 300 kgf / mm 2 and containing at least 0.80% by weight of carbon. That is, if the diameter of the metal wire is less than 0.15 mm, the number of wire bundles to be driven must be increased in order to secure the rigidity of the belt. If the end separation property is reduced and the diameter exceeds 0.30 mm, the rigidity of the metal wire increases, and the riding comfort deteriorates.
【００１５】金属線材の強力が300kgf／mm2 未満では、
ベルトの剛性を確保するために、線材束の打込み数が多
くなって、隣接する線材束間の間隔が狭くなる結果、耐
ベルトエンドセパレーション性が低下する。同様に、金
属線材、とりわけスチールフィラメントの炭素含有量が
0.80wt％未満では強度が低下し、線材束の打込み数が増
加して隣接する線材束間の間隔が狭くなって、耐ベルト
エンドセパレーション性が低下する。If the strength of the metal wire is less than 300 kgf / mm 2 ,
In order to ensure the rigidity of the belt, the number of wire bundles to be driven increases, and the space between adjacent wire bundles becomes narrow. As a result, the belt end separation resistance decreases. Similarly, the carbon content of metal wires, especially steel filaments,
If it is less than 0.80 wt%, the strength is reduced, the number of wire bundles to be driven is increased, the space between adjacent wire bundles is narrowed, and the belt end separation resistance is reduced.
【００１６】次に、図２に例示した、５または６本の金
属線材をベルトの幅方向に並列させて揃えた線材束は、
金属線材がほぼ一列に並ぶ配置であるが、金属線材は厳
密に整列させる必要はなく、例えば図３に示すように、
乱れた配列も許容される。要は、金属線材が重なること
なくベルト幅方向に並ぶ配置であればよいが、ベルトの
少なくとも60％の束は、その金属線材の配置が以下の関
係を満足することが、所期した諸特性を向上するのに有
利である。Next, a wire bundle in which five or six metal wires illustrated in FIG. 2 are arranged in parallel in the width direction of the belt,
Although the metal wires are arranged almost in a line, the metal wires do not need to be strictly aligned. For example, as shown in FIG.
Disordered arrangements are allowed. In short, it is only necessary that the metal wires are arranged in the belt width direction without overlapping, but at least 60% of the belt bundles must satisfy the following relationship with the metal wires being arranged. It is advantageous to improve.
【００１７】すなわち、図３(a) または(b) に示すよう
に、５または６のいずれかｎ本の金属線材６をベルトの
幅方向に並列させて揃えた線材束５における、ベルト幅
方向の長径Ｄl に対するベルト厚み方向の短径Ｄs の比
Ｄs ／Ｄl が、１／ｎをこえて２／３以下の範囲にある
束にて、ベルトの少なくとも60％の束を構成すること、
が好ましい。なぜなら、比Ｄs ／Ｄl が１／ｎ、つまり
ベルト幅方向に各々の金属線材６が一直線上に並んだ状
態は、ベルト周面の法線方向に生じる変形に抗する能
力、いわゆる面外曲げ剛性が低いため、高速時の転がり
抵抗が大きくなる傾向にあるからである。一方、比Ｄs
／Ｄl が２／３をこえると、従来の撚り合わせたスチー
ルコードでの同比と近似して、従来対比での転がり抵抗
の改良効果が小さくなる。従って、比Ｄs ／Ｄl が１／
ｎをこえて２／３以下の線材束がベルトの60％以上の線
材束を占めることにより、転がり抵抗の改善が顕著とな
るのである。That is, as shown in FIG. 3 (a) or (b), in a wire bundle 5 in which n metal wires 6 of 5 or 6 are arranged in parallel in the width direction of the belt, in the belt width direction. A bundle in which the ratio D s / D l of the minor diameter D s in the belt thickness direction to the major diameter D l in the range of 1 / n to 2/3 or less constitutes at least 60% of the bundle of the belt. thing,
Is preferred. This is because the ratio D s / D 1 is 1 / n, that is, the state in which the metal wires 6 are arranged in a straight line in the belt width direction is the ability to resist deformation occurring in the normal direction of the belt peripheral surface, so-called out-of-plane. This is because the rolling resistance at high speed tends to increase due to low bending stiffness. On the other hand, the ratio D s
/ D When l exceeds 2/3, by approximating the same ratio in conventional twisted steel cord, the effect of improving rolling resistance of the conventional contrast is reduced. Therefore, the ratio D s / D 1 is 1 /
When the number of wire bundles of more than n and ｎ or less occupies 60% or more of the wire bundle of the belt, the rolling resistance is remarkably improved.
【００１８】さらに、各束において、図４に示すよう
に、隣接する金属線材６を相互に金属線材径未満の間隔
で離間した隙間ｔを、少なくとも１つは設けることが、
ベルト端の歪を分散させ、隙間がない束材に比べてベル
ト端のゴムの亀裂の成長が遅くなるため、ベルトエンド
セパレーションに対して有利である。なお、この隙間ｔ
は、隣接する金属線材間の全てに設けてもよいが、束の
長径Ｄl が大きくなりすぎると、束間の間隔が狭くな
り、束間のゴムの亀裂のつながりを早めることから、金
属線材径の１／２以下とすることが好ましい。Further, in each bundle, as shown in FIG. 4, at least one gap t that separates adjacent metal wires 6 from each other at intervals smaller than the metal wire diameter is provided.
This is advantageous for belt end separation because the strain at the belt end is dispersed, and the growth of rubber cracks at the belt end is slower than that of a bundle having no gap. Note that this gap t
May be provided at all between adjacent metal wires, but if the major diameter D l of the bundle is too large, the spacing between the bundles becomes narrower, and the connection of rubber cracks between the bundles is accelerated. It is preferable to set the diameter to 1/2 or less.
【００１９】[0019]
【実施例】金属線材として種々のスチールフィラメント
を使用して、線材束を表１および２に示す仕様の下に作
製し、各線材束を同表に示す打込み数にてベルトに適用
し、図１に示した構造のタイヤを、サイズ165 ／70SR13
で試作した。なお、ベルト３は、カーカス２上に、タイ
ヤの赤道面に対して線材束が左20°の角度で傾斜する向
きで第１ベルト3aを配置し、さらにその上にタイヤの赤
道面に対して線材束が右20°の角度で傾斜する向きで第
２ベルト3bを配置して成る。また、従来例として、図５
に示すスチールコードによるベルトをそなえる、同様の
タイヤも試作した。EXAMPLES Using various steel filaments as metal wires, wire bundles were produced under the specifications shown in Tables 1 and 2, and each wire bundle was applied to a belt with the number of driving shown in the same table. The tire with the structure shown in Fig. 1 is used for size 165 / 70SR13
Prototyped with In addition, the belt 3 has the first belt 3a disposed on the carcass 2 in a direction in which the wire bundle is inclined at an angle of 20 ° to the left with respect to the equatorial plane of the tire. The second belt 3b is arranged so that the wire bundle is inclined at an angle of 20 ° to the right. As a conventional example, FIG.
A similar tire with a steel cord belt shown in Fig. 1 was also prototyped.
【００２０】かくして得られたタイヤについて、5.00B
のリムに装着後に1.5kgf/cm2の内圧を充填し乗用車に装
着してから、一般路を６万km走行させた後、タイヤを解
剖して、ベルトの端縁に発生している亀裂の長さを測定
し、各測定値を従来タイヤの亀裂長さを100 としたとき
の指数として示した。なお、指数が小さいほど耐ベルト
エンドセパレーション性に優れている。For the tire thus obtained, 5.00B
After mounting it on the rim, fill it with 1.5 kgf / cm 2 of internal pressure and mount it on a passenger car.After running on a general road for 60,000 km, dissect the tires and remove the cracks that have occurred on the edge of the belt. The length was measured, and each measured value was shown as an index when the crack length of the conventional tire was set to 100. The smaller the index, the better the belt end separation resistance.
【００２１】乗り心地性について、外径２ｍの鉄製ドラ
ム上の１箇所に幅２cmおよび高さ１cmの突起物を取付
け、該ドラム上に所定の荷重でタイヤを押しつけてドラ
ムを回転させ、タイヤが突起物を乗り越したときの上下
方向振動を、タイヤ取付け軸の力として加速度計にて測
定し、記録された波形から第１周期の振幅を測定し、従
来タイヤの振幅を100 としたときの指数にて表示した。
指数は、小さいほど乗り心地が良好なことを示してい
る。Regarding ride comfort, a protrusion having a width of 2 cm and a height of 1 cm is attached to one place on an iron drum having an outer diameter of 2 m, and the tire is pressed against the drum with a predetermined load to rotate the drum. Vibration in the vertical direction when the vehicle rides over the protrusion is measured with an accelerometer as the force of the tire mounting shaft, and the amplitude of the first cycle is measured from the recorded waveform, and the index when the amplitude of the conventional tire is set to 100 Indicated by.
The index indicates that the smaller the index, the better the ride quality.
【００２２】操縦安定性は、外径3000mmのドラム上に、
JIS 規格D4202 に準じて調整した供試タイヤを設置し、
所定のサイズと内圧から定められる荷重を負荷した後30
km/hの速度で30分間予備走行させ、しかる後荷重を除去
し内圧を再調整した後、再度同一速度及び同一荷重の下
に、前記ドラム上でスリップアングルを最大±14°まで
正負連続してつけた。正負各角度でのコーナリングフォ
ース(CF)を測定し、次式：The steering stability was measured on a drum with an outer diameter of 3000 mm.
Install test tires adjusted according to JIS standard D4202,
After applying a load determined from the specified size and internal pressure 30
After preliminarily running at a speed of km / h for 30 minutes, after removing the load and re-adjusting the internal pressure, again under the same speed and the same load, the slip angle on the drum was continuously positive and negative up to ± 14 °. I got it. The cornering force (CF) at each positive and negative angle is measured, and the following formula is used.
【数１】 にてコーナリングパワー(CP)を求めた。尚、指数化は各
試験タイヤのCPを従来タイヤのCPで除算し、従来タイヤ
を100とした。この指数が大きい程操縦安定性が良好で
ある。(Equation 1) The cornering power (CP) was determined at. The index was calculated by dividing the CP of each test tire by the CP of the conventional tire, and setting the conventional tire to 100. The larger the index, the better the steering stability.
【００２３】転がり抵抗は、ＳＡＥ Ｊ 1269 に準拠し
て測定し、従来タイヤの転がり抵抗値を100 としたとき
の指数で表示した。指数は、小さいほど転がり抵抗が小
さいことを示している。The rolling resistance was measured in accordance with SAE J 1269 and expressed as an index when the rolling resistance of a conventional tire was set to 100. The index indicates that the smaller the index, the lower the rolling resistance.
【００２４】カレンダー加工性は、コードとゴムの複合
体を製造する前のコード準備及びカレンダー作業に要す
る時間を測定し、従来コード対比作業時間を20％以上要
する場合「劣」と、それ以外は「同」と表示した。以上
の各評価結果を表１および２に併記する。The calendering workability is measured by measuring the time required for cord preparation and calendering work before producing a composite of cord and rubber. "Same" was displayed. Tables 1 and 2 also show the results of the above evaluations.
【００２５】[0025]
【表１】 [Table 1]
【００２６】[0026]
【表２】 [Table 2]
【００２７】[0027]
【発明の効果】この発明によれば、タイヤの転がり抵抗
および乗り心地の改善が、とりわけベルトの耐久性を維
持した上で実現され、タイヤの高性能化を促進し得る。According to the present invention, the rolling resistance and the riding comfort of the tire can be improved while maintaining the durability of the belt, and the performance of the tire can be enhanced.
【図１】この発明のタイヤ構造を示した図である。FIG. 1 is a diagram showing a tire structure of the present invention.
【図２】５本あるいは６本の金属線材からなる線材束の
断面図である。FIG. 2 is a cross-sectional view of a wire rod bundle composed of five or six metal wires.
【図３】５本あるいは６本の金属線材からなる線材束の
断面図である。FIG. 3 is a sectional view of a wire rod bundle composed of five or six metal wires.
【図４】隙間を有する線材束の断面図である。FIG. 4 is a cross-sectional view of a wire bundle having a gap.
【図５】従来のコードの断面図である。FIG. 5 is a sectional view of a conventional cord.
１ ビードコア ２ カーカス ３ ベルト 3a 第１ベルト 3b 第２ベルト ４ トレッド ５ 金属線材 ６ 線材束 DESCRIPTION OF SYMBOLS 1 Bead core 2 Carcass 3 Belt 3a 1st belt 3b 2nd belt 4 Tread 5 Metal wire 6 Wire bundle
Claims (6)
カーカスを骨格とし、さらにカーカスのクラウン部を少
なくとも２層のベルトで補強した空気入りラジアルタイ
ヤであって、ベルトは、断面が円形の金属線材の５また
は６本を撚り合わせることなくベルトの幅方向に並べて
引き揃えた束を単位として、この束を50mm幅当たり15〜
30単位の打込み数でゴムに埋設して成ることを特徴とす
る空気入りラジアルタイヤ。1. A pneumatic radial tire in which a carcass extending in a toroidal shape between a pair of bead portions is used as a skeleton, and a crown portion of the carcass is reinforced with at least two layers of belts. The bundle is prepared by arranging and aligning 5 or 6 wires in the width direction of the belt without twisting them as a unit.
A pneumatic radial tire characterized by being buried in rubber with 30 units of driving.
項１に記載の空気入りラジアルタイヤ。2. The pneumatic radial tire according to claim 1, wherein the diameter of the metal wire is 0.15 to 0.30 mm.
る請求項１または２に記載の空気入りラジアルタイヤ。3. The pneumatic radial tire according to claim 1, wherein the strength of the metal wire is 300 kgf / mm 2 or more.
含有する請求項１、２または３に記載の空気入りラジア
ルタイヤ。4. The pneumatic radial tire according to claim 1, wherein the metal wire contains at least 0.80% by weight of carbon.
させて揃えた束における、ベルト幅方向の長径Ｄl に対
するベルト厚み方向の短径Ｄs の比Ｄs ／Ｄ l が、１／
ｎをこえて２／３以下の範囲にある束にて、ベルトの少
なくとも60％の束を構成する請求項１、２、３または４
に記載の空気入りラジアルタイヤ。5. A method in which n metal wires are arranged in parallel in the width direction of the belt.
Major diameter D in the belt width direction of the bundlelTo
Diameter D in the belt thickness directionsRatio Ds/ D lIs 1 /
In a bundle that is less than 2/3 over n
5. A device according to claim 1, comprising at least 60% of the bundle.
The pneumatic radial tire according to 1.
に金属線材径未満の間隔で離間した隙間を、少なくとも
１つは有する請求項１、２、３、４または５に記載の空
気入りラジアルタイヤ。6. The pneumatic radial according to claim 1, wherein each bundle has at least one gap in which adjacent metal wires are separated from each other by an interval smaller than the metal wire diameter. tire.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10163997A JP3838455B2 (en) | 1997-04-18 | 1997-04-18 | Pneumatic radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10163997A JP3838455B2 (en) | 1997-04-18 | 1997-04-18 | Pneumatic radial tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH10292275A true JPH10292275A (en) | 1998-11-04 |
| JP3838455B2 JP3838455B2 (en) | 2006-10-25 |
Family
ID=14305964
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10163997A Expired - Fee Related JP3838455B2 (en) | 1997-04-18 | 1997-04-18 | Pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3838455B2 (en) |
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| JP2001334809A (en) * | 2000-05-24 | 2001-12-04 | Bridgestone Corp | Pneumatic radial tire |
| JP2002103925A (en) * | 2000-09-27 | 2002-04-09 | Bridgestone Corp | Pneumatic run-flat radial tire |
| EP1095793A3 (en) * | 1999-10-25 | 2003-01-22 | Sumitomo Rubber Industries Limited | Metallic cord and pneumatic tyre employing the metallic cord |
| US6703126B1 (en) | 1999-10-25 | 2004-03-09 | Sumitomo Rubber Industries, Ltd. | Metallic cord and pneumatic tire employing the metallic cord |
| KR100707256B1 (en) * | 2005-09-02 | 2007-04-13 | 금호타이어 주식회사 | Radial Tire Structure for Trucks and Buses |
| WO2007132798A1 (en) * | 2006-05-15 | 2007-11-22 | Bridgestone Corporation | Pneumatic tire |
| JP2010111354A (en) * | 2008-11-10 | 2010-05-20 | Bridgestone Corp | Tire |
| JP2012011809A (en) * | 2010-06-29 | 2012-01-19 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire |
| JP2012011808A (en) * | 2010-06-29 | 2012-01-19 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2012076674A (en) * | 2010-10-05 | 2012-04-19 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire |
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| JP2019099052A (en) * | 2017-12-06 | 2019-06-24 | 学校法人 中央大学 | Traveling robot |
| WO2020080438A1 (en) * | 2018-10-17 | 2020-04-23 | 株式会社ブリヂストン | Elastomer-metal cord composite body and tire using same |
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1997
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| EP1095793A3 (en) * | 1999-10-25 | 2003-01-22 | Sumitomo Rubber Industries Limited | Metallic cord and pneumatic tyre employing the metallic cord |
| US6703126B1 (en) | 1999-10-25 | 2004-03-09 | Sumitomo Rubber Industries, Ltd. | Metallic cord and pneumatic tire employing the metallic cord |
| US7104039B2 (en) | 1999-10-25 | 2006-09-12 | Sumitomo Rubber Industries Ltd. | Metallic cord and pneumatic tire employing the metallic cord |
| JP2001334809A (en) * | 2000-05-24 | 2001-12-04 | Bridgestone Corp | Pneumatic radial tire |
| JP2002103925A (en) * | 2000-09-27 | 2002-04-09 | Bridgestone Corp | Pneumatic run-flat radial tire |
| KR100707256B1 (en) * | 2005-09-02 | 2007-04-13 | 금호타이어 주식회사 | Radial Tire Structure for Trucks and Buses |
| WO2007132798A1 (en) * | 2006-05-15 | 2007-11-22 | Bridgestone Corporation | Pneumatic tire |
| JP2007302203A (en) * | 2006-05-15 | 2007-11-22 | Bridgestone Corp | Pneumatic tire |
| EP2018978A4 (en) * | 2006-05-15 | 2011-11-02 | Bridgestone Corp | Pneumatic tire |
| JP2010111354A (en) * | 2008-11-10 | 2010-05-20 | Bridgestone Corp | Tire |
| JP2012011809A (en) * | 2010-06-29 | 2012-01-19 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire |
| JP2012011808A (en) * | 2010-06-29 | 2012-01-19 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2012076674A (en) * | 2010-10-05 | 2012-04-19 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire |
| CN104250940A (en) * | 2013-06-26 | 2014-12-31 | 东京制纲株式会社 | Strip-shaped steel cord |
| WO2014208480A1 (en) * | 2013-06-26 | 2014-12-31 | 東京製綱株式会社 | Strip-shaped steel cord |
| JP2015007299A (en) * | 2013-06-26 | 2015-01-15 | 東京製綱株式会社 | Strip-shaped steel cord |
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| WO2020080438A1 (en) * | 2018-10-17 | 2020-04-23 | 株式会社ブリヂストン | Elastomer-metal cord composite body and tire using same |
| WO2020080441A1 (en) * | 2018-10-17 | 2020-04-23 | 株式会社ブリヂストン | Elastomer-metal cord composite body, and tire using same |
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| CN112839827B (en) * | 2018-10-17 | 2023-03-28 | 株式会社普利司通 | Elastomer-metal cord composite and tire using the same |
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