JPS61275005A - Pneumatic radial-ply tire - Google Patents
Pneumatic radial-ply tireInfo
- Publication number
- JPS61275005A JPS61275005A JP60094365A JP9436585A JPS61275005A JP S61275005 A JPS61275005 A JP S61275005A JP 60094365 A JP60094365 A JP 60094365A JP 9436585 A JP9436585 A JP 9436585A JP S61275005 A JPS61275005 A JP S61275005A
- Authority
- JP
- Japan
- Prior art keywords
- belt layer
- tire
- layer
- circumferential direction
- belt
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
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
- B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
- B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
- B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
- B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
- B60C2009/2223—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre with an interrupted zero degree ply, e.g. using two or more portions for the same ply
Landscapes
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は空気入りラジアルタイヤ、例えば、乗用車用ラ
ジアルタイヤ、特に、偏平率が５５％〜３５％の超偏平
の空気入りラジアルタイヤの高速耐久性能の改良に関す
る。Detailed Description of the Invention (Industrial Field of Application) The present invention relates to high-speed durability of pneumatic radial tires, for example, radial tires for passenger cars, particularly ultra-flat pneumatic radial tires with an aspect ratio of 55% to 35%. Concerning performance improvements.
（従来の技術）
従来の偏平な空気入りラジアルタイヤとしては、例えば
、次に述べるような構造が偏平率の大きい偏平タイヤか
ら偏平率の小さい、いわゆる超偏平タイヤまで通常用い
られている。タイヤの一対のビード部間にはカーカス部
が形成され、カーカス部は、タイヤの周方向に対して９
０度の角度で配置した有機繊維コード（例えば、ナイロ
ンコード）を１層または２層重ね合わせたカーカスコー
ド層からなっている。カーカス部とカーカス部の放射外
側でタイヤの踏面を形成するトレンド部との間にはベル
ト部が形成され、ベルト部は、主ベルト層と主ベルト層
の放射外側に配置された副ベルト層とから構成されてい
る。主ベルト層はタイヤの周方向に対して１５〜２５度
の角度に配置され、かつ互いに交差する２層の金属コー
ド層からなっている。副ベルト層は金属コード層のほぼ
全幅を被覆し、タイヤ周方向にほぼ平行に配置された熱
収縮性の有機繊維コード（例えば、ナイロンコード）層
からなっている。有機繊維コード層はタイヤの回転中の
遠心力によるトレッド部および金属ベルト層の変形を抑
制し高速耐久性を保持している。(Prior Art) As a conventional flat pneumatic radial tire, for example, the structure described below is usually used, from a flat tire with a large aspect ratio to a so-called ultra-flat tire with a small aspect ratio. A carcass part is formed between a pair of bead parts of the tire, and the carcass part has an angle of 9 in the circumferential direction of the tire.
It consists of a carcass cord layer consisting of one or two layers of organic fiber cords (for example, nylon cords) arranged at an angle of 0 degrees. A belt portion is formed between the carcass portion and a trend portion forming the tread surface of the tire on the radial outside of the carcass portion, and the belt portion includes a main belt layer and a sub-belt layer disposed on the radial outside of the main belt layer. It consists of The main belt layer consists of two metal cord layers arranged at an angle of 15 to 25 degrees with respect to the circumferential direction of the tire and intersecting each other. The sub-belt layer covers almost the entire width of the metal cord layer and is made of a layer of heat-shrinkable organic fiber cords (for example, nylon cords) arranged approximately parallel to the tire circumferential direction. The organic fiber cord layer suppresses deformation of the tread and metal belt layer due to centrifugal force during tire rotation, thereby maintaining high-speed durability.
従来、有機繊維コード層は一般にタイヤ赤道面の近傍の
副ベルト層の中央区域よりも中央区域の外側の外側区域
をより大幅に強化し、外側区域のベルト部の剛性を大に
していわゆるタガ効果を大とし、かつ、外側区域のショ
ルダーの近傍の遠心力による変形を抑制している。Conventionally, the organic fiber cord layer generally strengthens the outer region outside the central region more than the central region of the sub-belt layer near the tire equatorial plane, increasing the stiffness of the belt section in the outer region and creating the so-called tag effect. is increased, and deformation caused by centrifugal force near the shoulder of the outer region is suppressed.
（発明が解決しようとする問題点）
しかしながら、従来の偏平な空気入りタイヤにおいては
、トレッド部のタイヤ赤道面を挟む近傍のトレッド部の
中央区域が中央区域の外側の外側区域より摩耗が早いと
いう、いわゆる偏摩耗が起こる問題点がある。また、負
荷転勤時に中央区域のトレッド部の内部の発熱が大きく
、トレンドゴムが分解する剥離故障の発生およびリブ欠
けまたはブロック欠は等の故障が起こり、高速耐久性能
が低下するという問題点もある。(Problem to be Solved by the Invention) However, in conventional flat pneumatic tires, the central area of the tread near the tire equatorial plane of the tread wears faster than the outer area outside the central area. , there is a problem that so-called uneven wear occurs. In addition, during load transfer, heat generation inside the tread section in the central area is large, causing peeling failures in which the trend rubber decomposes, and failures such as rib chipping or block chipping, resulting in a reduction in high-speed durability performance. .
そこで、本発明はトレッド部の中央区域が摩耗する偏摩
耗の発生がなく、剥離故障の発生またはリブ欠け、ブロ
ック欠は等の故障の発生もない高速耐久性能の優れた空
気入りラジアルタイヤを提供することを目的とする。Therefore, the present invention provides a pneumatic radial tire with excellent high-speed durability performance that does not cause uneven wear in the central area of the tread, and does not cause peeling failures, rib chipping, block chipping, etc. The purpose is to
（問題点を解決するための手段）
本発明に係る空気入りラジアルタイヤは、トレッド部、
一対のサイドウオール部、一対のビード部、該両ビード
部間にわたって配置された少なくとも一層以上のカーカ
ス層からなるカーカス部およびカーカス部と前記トレッ
ド部との間に配置されたベルト部とを有する空気入りラ
ジアルタイヤにおいて、ベルト部が主ベルト層と、主ベ
ルト層の放射外側に配置された副ベルト層と、を備え、
主ベルト層がタイヤの周方向に対して交差し、かつ、互
いに交差する少なくとも２層の金属コード層からなり、
副ベルト層が主ベルト層とほぼ同一の幅を有し、タイヤ
のほぼ周方向に配置された有機繊維コードよりなる少な
くとも一層のコード層を有するとともに前記副ベルト層
が中央区域とその外側に連続する外側区域とからなり、
中央区域の強度が外側区域の強度より大であることを特
徴としている。(Means for solving the problems) The pneumatic radial tire according to the present invention includes a tread portion,
Air having a pair of sidewall parts, a pair of bead parts, a carcass part made of at least one carcass layer arranged between both the bead parts, and a belt part arranged between the carcass part and the tread part. In the radial tire, the belt portion includes a main belt layer and a sub-belt layer disposed radially outward of the main belt layer,
The main belt layer intersects with the circumferential direction of the tire and consists of at least two metal cord layers intersecting each other,
The sub-belt layer has approximately the same width as the main belt layer, and has at least one cord layer made of organic fiber cords arranged approximately in the circumferential direction of the tire, and the sub-belt layer is continuous to the central area and the outside thereof. and an outer area that
It is characterized in that the intensity of the central area is greater than the intensity of the outer areas.
ここで、「中央区域」とはタイヤの回転軸を含むタイヤ
断面内において、タイヤの赤道面を挟んだタイヤ断面内
の中央部分をいい、「外側区域」とはタイヤの回転軸を
含むタイヤ断面内において、前記中央区域の外側に連続
する外側部分をいう。Here, the "central area" refers to the central part of the tire cross-section that includes the tire's rotational axis, and is the central part of the tire cross-section that sandwiches the tire's equatorial plane, and the "outer area" refers to the tire cross-section that includes the tire's rotational axis. In the middle of the day, it refers to the outer part that is continuous to the outside of the central area.
また、「強度」とは副ベルト層のコードの方向と直角方
向の単位幅（ここでは２５ｍ、以下同じ）当たりのコー
ド方向のコードの破断強度の総和をいい、次式で表すこ
とができる。Moreover, "strength" refers to the sum of the breaking strength of the cords in the cord direction per unit width (25 m here, the same applies hereinafter) in the direction perpendicular to the cord direction of the sub-belt layer, and can be expressed by the following formula.
強度＝１本のコードの破断強力（ｋｇ） Ｘ２５ｍｍ当
たりのコードの打ち込み本数
本発明の特徴である、副ベルト層の中央区域の強度が外
側区域の強度より大であるようにしたのは次に述べる理
由のためである。Strength = Breaking strength of one cord (kg) Number of cords per 25mm For the reasons stated.
偏平率が５５％〜３５％の従来の超偏平の高性能の空気
入りラジアルタイヤにおいては、高速度にて負荷転勤す
るタイヤのトレッド部の接地域はタイヤ周方向の接地長
さおよびタイヤ断面方向の接地幅とともに小さく、接地
面積は小さい。また、中央区域の接地圧が高く、外側区
域の接地圧が低い。In conventional ultra-flat, high-performance pneumatic radial tires with an aspect ratio of 55% to 35%, the contact area of the tread portion of the tire, which transfers load at high speed, is determined by the contact length in the circumferential direction of the tire and the cross-sectional direction of the tire. The ground contact width is small, and the ground contact area is small. Also, the ground pressure in the central area is high and the ground pressure in the outer areas is low.
このため、接地域の中央区域の摩耗は速く、かつ中央区
域における内部発熱は太き（なる。内部発熱によりトレ
ンドゴムは分解軟化して剥離故障を発生し、リブ欠けま
たはブロック欠は等の故障を起こす。また、高性能の空
気入りラジアルタイヤの装着される車両はＪＩＳ正規荷
重より小さい荷重範囲で使用されることが多く、トレッ
ド部の接地域は中央区域になる傾向がある。超偏平タイ
ヤにおいては、トレンド部の中央区域の厚さは外側区域
、特にショルダ一部の厚さより厚くかつ、質量も大きい
、このため、第２図に矢印Ａに示すように、中央区域は
遠心力によりショルダ一部より大きい変形成長をする。For this reason, the wear in the central area of the contact area is rapid, and the internal heat generation in the central area is large.Due to internal heat generation, the trend rubber decomposes and softens, causing peeling failures, and failures such as rib chipping or block chipping. In addition, vehicles equipped with high-performance pneumatic radial tires are often used in a load range smaller than the JIS standard load, and the contact area of the tread tends to be in the center area.Ultra-flat tires In this case, the central area of the trend part is thicker and has a larger mass than the outer area, especially the shoulder part. Therefore, as shown by arrow A in Fig. Some have larger deformed growth.
したがって、トレッド部の中央区域の変形成長を抑制し
、中央区域の接地圧を低くし、内部発熱を小さくするこ
とを考慮した。Therefore, consideration was given to suppressing deformation growth in the central area of the tread, lowering ground pressure in the central area, and reducing internal heat generation.
以上のことをもとに、種々検討の結果、副ベルト層の中
央区域の強度を増大することにより中央区域の変形成長
の抑制（第２図矢印Ｂ参考）が達成できることを見出し
た。Based on the above, as a result of various studies, it has been found that by increasing the strength of the central region of the sub-belt layer, it is possible to suppress deformation growth in the central region (see arrow B in FIG. 2).
（作用）
超偏平の高性能の空気入りラジアルタイヤが負荷転勤時
にはトレッド部の中央区域は遠心力のために変形成長し
、せり出しを生じようとする。本発明の副ベルト層の中
央区域の強度は外側区域の強度より大となされている。(Function) When an ultra-flat, high-performance pneumatic radial tire undergoes load transfer, the central area of the tread portion deforms and grows due to centrifugal force, and tends to protrude. The strength of the central region of the secondary belt layer of the present invention is greater than the strength of the outer regions.
このため中央区域の変形成長またはせり出しがなく、ト
レッド部の接地幅は大となり、接地面積が大きくなり、
接地圧は低下する。したがって、中央区域の摩耗は早（
ならず、かつ内部発熱も小さいのでリブ欠はブロック欠
は等の故障の発生もない。Therefore, there is no deformation growth or protrusion in the central area, and the contact width of the tread portion is increased, resulting in a larger contact area.
Ground pressure decreases. Therefore, the central area wears out quickly (
Moreover, since internal heat generation is small, failures such as rib defects and block defects do not occur.
副ベルト層の中央区域の強度は外側区域の強度より大き
く、好ましくは１．２〜１．６倍である。また副ベルト
層の強度を大とするのは、中央区域の同一の材質のコー
ドを用いて単位幅当たりのコードの打ち込み本数を増大
してもよいし、重ね合わせるコード層の枚数を増加して
もよいし、さらに構成するコード層の材質を変更しても
よい。The strength of the central zone of the secondary belt layer is greater than the strength of the outer zone, preferably 1.2 to 1.6 times. The strength of the sub-belt layer can be increased by increasing the number of cords per unit width by using cords made of the same material in the central region, or by increasing the number of overlapping cord layers. Alternatively, the material of the constituting code layer may be changed.
また、副ベルト層の中央区域の幅Ｗ０はトレンド部の幅
Ｗの４０〜７５％が良く、好ましくは５０〜７５％であ
る。これは４０％未満では中央区域のせり出しを抑制す
る効果がなく、７５％を超えると外側区域のせり出しが
抑制され、その結果、接地幅が変化し、接地圧において
、中央区域と外側区域に差異が発生し好ましくない。Further, the width W0 of the central area of the sub-belt layer is preferably 40 to 75%, preferably 50 to 75%, of the width W of the trend portion. If it is less than 40%, there is no effect of suppressing the protrusion of the central area, and if it exceeds 75%, the protrusion of the outer area is suppressed, resulting in a change in ground contact width and a difference in ground pressure between the central area and the outer area. occurs, which is undesirable.
以下、本発明に係る空気入りラジアルタイヤの一実施例
を図面に基づいて説明する。Hereinafter, one embodiment of a pneumatic radial tire according to the present invention will be described based on the drawings.
（実施例）
第１図は本発明に係る空気入りラジアルタイヤの実施例
を示す図であり、空気入りラジアルタイヤのタイヤ回転
軸を含む断面図である。タイヤサイズは２２５１５０Ｒ
１６、使用空気圧は３．１呟／ｃＩＩ＋２、使用リムは
８Ｊ−１６および偏平率は５０％である。(Example) FIG. 1 is a diagram showing an example of a pneumatic radial tire according to the present invention, and is a sectional view including the tire rotation axis of the pneumatic radial tire. Tire size is 225150R
16. The air pressure used is 3.1 m/cII+2, the rim used is 8J-16, and the aspect ratio is 50%.
第１図において、ｌは空気入りラジアルタイヤであり、
空気入りラジアルタイヤ１はトレッド部２、一対のサイ
ドウオール部３、一対のビード部４、該両ビード部４間
にわたって配置された少なくとも一層以上（この実施例
では２層）のカーカス層（この実施例ではポリエステル
コード１５００ｄ／２、コード角度はタイヤ周方向に対
してほぼ９０度）からなるカーカス部５およびカーカス
部５とトレッド部２との間に配置されたベルト部６とを
有している。ベルト部６以外は通常の空気入りラジアル
タイヤと同じであり、詳細な説明は省略する。In FIG. 1, l is a pneumatic radial tire,
The pneumatic radial tire 1 includes a tread portion 2, a pair of sidewall portions 3, a pair of bead portions 4, and at least one or more (two layers in this embodiment) carcass layer disposed between the two bead portions 4 (this embodiment). In the example, it has a carcass part 5 made of a polyester cord of 1500 d/2, the cord angle being approximately 90 degrees with respect to the tire circumferential direction, and a belt part 6 disposed between the carcass part 5 and the tread part 2. . Components other than the belt portion 6 are the same as a normal pneumatic radial tire, and detailed description thereof will be omitted.
ベルト部６は主ベルト層１０と主ベルト層１０の放射外
側に配置された副ベルト層１１とから構成される。主ベ
ルト層１０は、トレンド幅Ｗとほぼ同じ幅を有し、タイ
ヤの周方向に対して２２度の角度で交差し、かつ互いに
交差するよう配置され、少なくとも２層（この実施例で
は２層）のゴム被覆された金属コード層（この実施例で
はスチールコードＩＸ５を用いている）からなっている
。副ベルト層１１は主ベルト層ＩＯとほぼ同一の幅を有
して、タイヤのほぼ周方向に配置された（この実施例で
は周方向に対して零度の角度である）有機繊維コード１
２（この実施例ではナイロンコード１２６０ｄ／２）
ヲ少なくとも１層（この実施例では２層）のコード層を
有している。副ベルト層１１はタイヤの赤道面Ｅを含む
幅Ｖ／＋ｔ−１２０ｗｍの中央区域１１ａと、中央区域
１１ａとその外側に連続する幅ｗｌｌｂの外側区域１１
ｂとから構成されている。副ベルト層１１の中央区域１
１ａの強度（この実施例では７０９ ｋｇ／２５ｆｌ）
は副ベルト層１１の外側区域１１ｂの強度（この実施例
では５４０ ｋｇ ／ ２５ ｔｍ ）よりも大きい。The belt portion 6 is composed of a main belt layer 10 and a sub belt layer 11 disposed radially outward of the main belt layer 10. The main belt layer 10 has approximately the same width as the trend width W, intersects the circumferential direction of the tire at an angle of 22 degrees, is arranged to intersect with each other, and has at least two layers (in this example, two layers). ) rubber-coated metal cord layer (steel cord IX5 is used in this example). The sub belt layer 11 has approximately the same width as the main belt layer IO, and is made of organic fiber cords 1 arranged approximately in the circumferential direction of the tire (in this example, at an angle of 0 degrees with respect to the circumferential direction).
2 (nylon cord 1260d/2 in this example)
It has at least one code layer (two layers in this embodiment). The sub-belt layer 11 includes a central region 11a with a width V/+t-120wm including the equatorial plane E of the tire, and an outer region 11 with a width wllb continuing from the central region 11a to the outside thereof.
It is composed of b. Central area 1 of sub-belt layer 11
1a strength (709 kg/25fl in this example)
is greater than the strength of the outer region 11b of the secondary belt layer 11 (540 kg/25 tm in this example).
また、トレッド部２の厚さｈ２はトレッド部の中央で１
０ｍｍであり、その厚さｈ２は副ベルト層１１の中央区
域１１ａから外側区域ｌｌｂに漸減している。Also, the thickness h2 of the tread portion 2 is 1 at the center of the tread portion.
0 mm, and the thickness h2 gradually decreases from the central region 11a of the sub-belt layer 11 to the outer region llb.
（発明の効果）
次のような２種類のタイヤを準備して本発明の効果を確
認した。(Effects of the Invention) The following two types of tires were prepared to confirm the effects of the present invention.
タイヤサイドは２２５１５０Ｒ１６であり、前述の実施
例にて示したものと、比較例（従来タイヤ）につき比較
試験を実施した。従来タイヤの副ベルト層は副ベルト層
の中央区域および外側区域のそれぞれの区域の強度に同
じ５４０ ｋｇの強度を用いたのみで他の構成は実施例
と同じであり、実施例と同じ方法で製造された。The tire side was 225150R16, and a comparative test was conducted on the tire shown in the above example and a comparative example (conventional tire). The sub-belt layer of the conventional tire only used the same strength of 540 kg for the central and outer areas of the sub-belt layer, and the other configurations were the same as in the example, and the same method as in the example was used. manufactured.
比較試験は、耐摩耗性能、負荷転勤時の接地面積および
トレンド部のリブ欠け、ブロック欠けの発生状況につい
て、実施し、試験結果を次表に示した。試験結果は比較
例を１００として指数で示してあり、指数は大きい程良
い結果を示す。Comparative tests were conducted on wear resistance performance, ground contact area during load transfer, and the occurrence of rib chipping and block chipping in the trend section, and the test results are shown in the table below. The test results are shown as an index with the comparative example as 100, and the larger the index, the better the result.
（本頁、以下余白）
ここで、耐摩耗性能は２種類のタイヤをポルシュ９１１
ターボ車に装着（タイヤの空気圧は２．０〜３．１ ｋ
ｇ／ｃｍ” ） シ、高速道路および一般道路を実際に
走行してトレッド部の摩耗量を比較した。また、接地面
積は、負荷荷重５５０ ｋｇおよび空気圧３゜１ｋｇ／
ａｍ”時におけるトレッド部の接地面積を測定した。ま
た、リブ欠け、ブロック欠けおよび故障の発生状況は負
荷荷重４８５ ｋｇおよび空気圧３．１ｋｇ ／ ａｒ
ｍ ”において、通常のドラム試験機を用いて走行速度
２５０ ｋｍ／ｈから１０ｋｍ／ｈ毎に速度を増加し、
故障発生まで実施する高速耐久試験を行い、リブ欠け、
ブロック欠け、または故障の発生状態とその時の速度を
測定した。(This page, blank space below) Here, the wear resistance performance of two types of tires is Porsche 911.
Installed on turbo cars (tire pressure is 2.0 to 3.1 k)
The amount of wear on the tread was compared by actually driving on expressways and general roads.The ground contact area was measured at a load of 550 kg and an air pressure of 3°1 kg/cm.
The ground contact area of the tread was measured at 485 kg of load and 3.1 kg/ar of air pressure.
m'', the speed was increased every 10 km/h from a running speed of 250 km/h using a normal drum testing machine,
We conducted a high-speed durability test that lasted until failure occurred, resulting in rib chipping,
The state of occurrence of block chipping or failure and the speed at that time were measured.
前表に示すように、本発明の実施例においては、比較例
（従来タイヤ）に対して、負荷転勤時のトレッド部の接
地面積がほぼ同じであり、接地圧の分布の均一化を示唆
し、耐摩耗性能は大幅に増加している。また高速耐久試
験におけるトレッド部のリブ欠けおよびブロック欠けは
実施例にはほとんど発生せず、比較例（従来タイヤ）に
数個所の発生があるのに比べて、大幅な改良がなされて
いるとともに、故障の発生が従来タイヤは３００ ｋｍ
／ｈはで発生しているのに比較して実施例は２Ｑｌｕａ
／ｈも高速走行まで故障の発生がなく、高速性能が大幅
に向上している。As shown in the previous table, in the example of the present invention, the ground contact area of the tread portion during load transfer is almost the same as that of the comparative example (conventional tire), suggesting that the distribution of ground pressure is uniform. , the wear resistance performance has increased significantly. In addition, in the high-speed durability test, there were almost no rib chips or block chips on the tread in the example, which was a significant improvement compared to the comparative example (conventional tire), which had a few chipped ribs and blocks. Conventional tires have a failure time of 300 km
/h occurs at 2Qlua in the example, compared to 2Qlua
/h also has no failures even when running at high speeds, and high-speed performance has been greatly improved.
以上説明したように、本発明によれば、負荷荷重下にお
いて高速走行しても、トレッド部のリブ欠けおよびブロ
ック欠けの発生は大幅に減少し、高速耐久性能が大幅に
向上している。また、負荷転勤時の接地面積は増加し、
接地圧が減少し、耐摩耗性も大幅に向上している。As explained above, according to the present invention, even when running at high speed under a load, the occurrence of rib chipping and block chipping in the tread portion is significantly reduced, and high-speed durability performance is significantly improved. In addition, the ground contact area during load transfer increases,
Ground pressure is reduced and wear resistance is significantly improved.
第１図は本発明に係る空気入りラジアルタイヤの一実施
例を示す断面図である。第２図は本発明の詳細な説明す
るための図である。
１・・・・・・空気入りラジアルタイヤ、２・・・・・
・トレンド部、
３・・・・・・サイドウオール部、
４・・・・・・ビード部、
５・・・・・・カーカス部、
６・・・・・・ベルト部、
１０・・・・・・主ベルト層、
１１・・・・・・副ベルト層、
１１ａ・・・・・・副ベルト層の中央区域、１１ｂ・・
・・・・外側区域、
１２・・・・・・有機繊維コード。FIG. 1 is a sectional view showing an embodiment of a pneumatic radial tire according to the present invention. FIG. 2 is a diagram for explaining the present invention in detail. 1...Pneumatic radial tire, 2...
・Trend part, 3... Sidewall part, 4... Bead part, 5... Carcass part, 6... Belt part, 10... ...Main belt layer, 11...Sub-belt layer, 11a...Central area of sub-belt layer, 11b...
...outer area, 12...organic fiber cord.
Claims (1)
、該両ビード部間にわたって配置された少なくとも一層
以上のカーカス層からなるカーカス部およびカーカス部
と前記トレッド部との間に配置されたベルト部とを有す
る空気入りラジアルタイヤにおいて、ベルト部が主ベル
ト層と、主ベルト層の放射外側に配置された副ベルト層
と、を備え、主ベルト層がタイヤの周方向に対して交差
し、かつ、互いに交差する少なくとも２層の金属コード
層からなり、副ベルト層が主ベルト層とほぼ同一の幅を
有し、タイヤのほぼ周方向に配置された有機繊維コード
よりなる少なくとも一層のコード層を有するとともに前
記副ベルト層が中央区域とその外側に連続する外側区域
とからなり、中央区域の強度が外側区域の強度より大で
あることを特徴とする空気入りラジアルタイヤ。A tread portion, a pair of sidewall portions, a pair of bead portions, a carcass portion comprising at least one carcass layer disposed between the bead portions, and a belt portion disposed between the carcass portion and the tread portion. In a pneumatic radial tire, the belt portion includes a main belt layer and a sub-belt layer disposed radially outward of the main belt layer, the main belt layer intersects with the circumferential direction of the tire, and Consisting of at least two metal cord layers that intersect with each other, the sub belt layer having approximately the same width as the main belt layer, and at least one cord layer consisting of organic fiber cords arranged approximately in the circumferential direction of the tire. and a pneumatic radial tire characterized in that the sub-belt layer comprises a central region and an outer region continuous to the outside thereof, and the strength of the central region is greater than the strength of the outer region.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60094365A JPS61275005A (en) | 1985-04-30 | 1985-04-30 | Pneumatic radial-ply tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60094365A JPS61275005A (en) | 1985-04-30 | 1985-04-30 | Pneumatic radial-ply tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61275005A true JPS61275005A (en) | 1986-12-05 |
Family
ID=14108281
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60094365A Pending JPS61275005A (en) | 1985-04-30 | 1985-04-30 | Pneumatic radial-ply tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61275005A (en) |
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63301106A (en) * | 1987-06-02 | 1988-12-08 | Bridgestone Corp | Flat pneumatic radial tire |
| JPH0370604A (en) * | 1989-08-10 | 1991-03-26 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JPH0374204A (en) * | 1989-08-15 | 1991-03-28 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| US5209794A (en) * | 1989-10-13 | 1993-05-11 | Sumitomo Rubber Industries, Ltd. | Tire for motor cycles including a spirally wound aromatic polyamide cord belt |
| JPH0632111A (en) * | 1992-07-14 | 1994-02-08 | Bridgestone Corp | Pneumatic radial tire |
| JPH0648113A (en) * | 1992-08-03 | 1994-02-22 | Bridgestone Corp | Pneumatic radial tire |
| US5400847A (en) * | 1990-05-02 | 1995-03-28 | Sumitomo Rubber Industries, Ltd. | Radial tire for motorcycle including spiral cord belt |
| JP2001063310A (en) * | 1999-07-07 | 2001-03-13 | Soc De Technol Michelin | Tire with travel noise performance improved |
| JP2001253208A (en) * | 2000-01-07 | 2001-09-18 | Bridgestone Corp | Pneumatic tire and method of manufacturing the same |
| JP2002172915A (en) * | 2000-11-29 | 2002-06-18 | Goodyear Tire & Rubber Co:The | Radial tire having divided belt structure |
| JP2002187409A (en) * | 2000-12-07 | 2002-07-02 | Soc De Technol Michelin | Pneumatic tire with distinguished durability |
| JP2003512967A (en) * | 1999-11-05 | 2003-04-08 | ソシエテ ド テクノロジー ミシュラン | Tires with improved durability |
| WO2005021290A1 (en) * | 2003-08-28 | 2005-03-10 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| JP2006240498A (en) * | 2005-03-03 | 2006-09-14 | Bridgestone Corp | Pneumatic radial tire, and its manufacturing method |
| CN100450800C (en) * | 2005-01-24 | 2009-01-14 | 住友橡胶工业株式会社 | Runflat tire |
| JP2014121922A (en) * | 2012-12-20 | 2014-07-03 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JPWO2013065318A1 (en) * | 2011-11-02 | 2015-04-02 | 株式会社ブリヂストン | Pneumatic radial tire for passenger cars |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52140105A (en) * | 1976-05-17 | 1977-11-22 | Pirelli | Pneumatic tire |
| JPS558966A (en) * | 1978-07-05 | 1980-01-22 | Euteco Spa | Tire |
-
1985
- 1985-04-30 JP JP60094365A patent/JPS61275005A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52140105A (en) * | 1976-05-17 | 1977-11-22 | Pirelli | Pneumatic tire |
| JPS558966A (en) * | 1978-07-05 | 1980-01-22 | Euteco Spa | Tire |
Cited By (22)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63301106A (en) * | 1987-06-02 | 1988-12-08 | Bridgestone Corp | Flat pneumatic radial tire |
| JPH0370604A (en) * | 1989-08-10 | 1991-03-26 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JPH0374204A (en) * | 1989-08-15 | 1991-03-28 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| US5209794A (en) * | 1989-10-13 | 1993-05-11 | Sumitomo Rubber Industries, Ltd. | Tire for motor cycles including a spirally wound aromatic polyamide cord belt |
| US5400847A (en) * | 1990-05-02 | 1995-03-28 | Sumitomo Rubber Industries, Ltd. | Radial tire for motorcycle including spiral cord belt |
| US5593523A (en) * | 1990-05-02 | 1997-01-14 | Sumitomo Rubber Industries, Ltd. | Radial tire for motorcycle including spiral cord belt |
| JPH0632111A (en) * | 1992-07-14 | 1994-02-08 | Bridgestone Corp | Pneumatic radial tire |
| JPH0648113A (en) * | 1992-08-03 | 1994-02-22 | Bridgestone Corp | Pneumatic radial tire |
| JP2001063310A (en) * | 1999-07-07 | 2001-03-13 | Soc De Technol Michelin | Tire with travel noise performance improved |
| JP4666732B2 (en) * | 1999-07-07 | 2011-04-06 | ソシエテ ド テクノロジー ミシュラン | Tires with improved driving noise performance |
| JP2003512967A (en) * | 1999-11-05 | 2003-04-08 | ソシエテ ド テクノロジー ミシュラン | Tires with improved durability |
| JP2001253208A (en) * | 2000-01-07 | 2001-09-18 | Bridgestone Corp | Pneumatic tire and method of manufacturing the same |
| JP2002172915A (en) * | 2000-11-29 | 2002-06-18 | Goodyear Tire & Rubber Co:The | Radial tire having divided belt structure |
| JP2002187409A (en) * | 2000-12-07 | 2002-07-02 | Soc De Technol Michelin | Pneumatic tire with distinguished durability |
| WO2005021290A1 (en) * | 2003-08-28 | 2005-03-10 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| JP2005075037A (en) * | 2003-08-28 | 2005-03-24 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire |
| CN100450800C (en) * | 2005-01-24 | 2009-01-14 | 住友橡胶工业株式会社 | Runflat tire |
| US7712498B2 (en) | 2005-01-24 | 2010-05-11 | Sumitomo Rubber Industries, Ltd. | Run flat tire |
| JP2006240498A (en) * | 2005-03-03 | 2006-09-14 | Bridgestone Corp | Pneumatic radial tire, and its manufacturing method |
| JPWO2013065318A1 (en) * | 2011-11-02 | 2015-04-02 | 株式会社ブリヂストン | Pneumatic radial tire for passenger cars |
| US10207542B2 (en) | 2011-11-02 | 2019-02-19 | Bridgestone Corporation | Pneumatic radial tire for passenger vehicle |
| JP2014121922A (en) * | 2012-12-20 | 2014-07-03 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
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