Patent Application
20060249237
The present invention relates to a heavy duty tire comprising bead portions having an improved durability.
Heavy duty tires are filled with air of extremely high pressure of about 600 to about 800 kPa. As a result, cords of the turnup portions b2 of the carcass ply “b” receives a force F that pulls them toward the main body portion b1 (hereinafter, such force is also simply referred to as “pulling out force”). Such a pulling out force F acts to rotate the bead cores “c” surrounded by the turnup portions b2 in a direction as indicated by the arrow in
It is an object of the present invention to provide a heavy duty tire wherein the rotation deformation of the bead cores and other deformation caused by filling of air can be repressed over a long period of time to thereby improve the durability of the bead portions.
This and other objects of the present invention will become apparent from the description hereinafter.
It has now been found that the rotation or deformation of the bead cores can be prevented by disposing a core protecting rubber in a region located axially inward of the bead core and axially outward of the carcass ply.
In accordance with the present invention, there is provided a heavy duty tire comprising a carcass ply which is made of steel cords and has a main body portion that extends from a tread portion to each of bead cores of bead portions through sidewall portions, and turnup portions that extend from the main body portion and are turned up around the bead cores from the axially inside to the axially outside of the tire, wherein each turnup portion is composed of a main portion that is bent along the axially inner surface of the bead core, the radially inner surface of the bead core and the axially outer surface of the bead core, and a sub-portion that extends from the turnup main portion towards the carcass main body portion in the vicinity of the radially outer surface of the bead core; and a core protecting rubber having a complex elastic modulus of 50 to 80 Mpa, at least a part of which is located in a region which is located axially inward of the bead core and is sandwiched between the axially inner surface of the bead core and the steel cords of the main portion of the turnup portion.
It is proposed in JP-A-2001-71718 to dispose a rubber in the region axially inward of the bead core, but the proposal requires that the bead cores have a rectangular section and that the same rubber as the bead apex rubber is used as the rubber to be disposed. That is to say, in order to prevent the carcass cords from being damaged by direct contact with the edge of the bead core having a rectangular cross section, JP-A-2001-71718 proposes to prepare the bead apex so as to insert a part thereof between the carcass cords and the rectangular bead core.
In contrast, in the present invention, a rubber that is harder than a rubber used in the bead apex, i.e., a rubber having a complex elastic modulus of 50 to 80 MPa, is separately prepared from the bead apex rubber and is disposed as a core protecting rubber in the region axially inward of the bead core. A pulling out force is generated in the steel cords of the carcass ply by the filling of internal pressure into the tire. However, the core protecting rubber eases such a pulling out force to repress it from being transmitted to the bead cores. With this arrangement, the rotation or deformation of the bead cores can be suppressed even when air is filled in the tire at a high internal pressure, so the heavy duty tire of the present invention exhibits a high bead durability.
An embodiment of the present invention will now be explained on the basis of the drawings.
The “normal condition” denotes an unloaded condition in which the tire is mounted on a normal rim a and inflated to normal internal pressure. The term “normal rim” denotes a rim defined for every tire in a standardizing system on which the tire is based and, for example, is called “standard rim” in JATMA, “design rim” in TRA and “measuring rim” in ETRTO. The “normal internal pressure” denotes an air pressure that is defined for every tire in a standardizing system, and it is the maximum air pressure in JATMA, the maximum value recited in the table of “Tire Load Limits at various Cold Inflation Pressures” in TRA, and the “inflation pressure” in ETRTO.
The heavy duty tire 1 includes a carcass 6 that extends from a tread portion 2 to each of bead cores 5 in opposing bead portions 4 through sidewall portions 3, a belt layer 7 that is disposed radially outward of the carcass 6 and radially inward of the tread portion 2, and a bead reinforcing layer 9.
The carcass 6 is comprised of at least one carcass ply 6A in which carcass cords 6c are disposed at an angle of, for instance, 80 to 90° with respect to the tire equator C. In this embodiment, the carcass cords are disposed at an angle of about 90°. Steel cords are particularly suitable as the carcass cords 6C. The steel cords may be used in combination with organic fiber cords such as nylon, rayon, polyester and aromatic polyamide. The surface of the carcass cords 6C is covered with topping rubber tg as illustrated in
In the present embodiment, the bead cores 5 are comprised of a ring body that is formed of steel wires 5w (which are steel wires having a circular section in the present embodiment) that are spirally wound in a multi-seriate manner and wound up in a successive, whorl-like and multi-staged manner.
Further, in the present embodiment, each bead core 5 has a flat substantially hexagonal cross section as shown in FIGS. 1 to 3. In the cross section, the longer side located radially inside of the bead core (downside in
In the cross section of the bead core 5, the lower surface SL extends approximately parallel to the bead seat surface Js of the normal rim J. This serves to strengthen the fitting force between the bead portion 4 and the bead seat surface Js over a wide range. The rim J is a 15° taper drop center rim for tubeless tires. Accordingly, in the present embodiment, both of the lower surface SL and the upper surface SU of the bead core 5 incline at an angle of approximately 15° with respect to the tire axial direction.
Preferably the cross section of the bead cores 5 is a flat and substantially hexagonal shape as in the present embodiment, but an orthohexagonal shape, a rectangular shape, a circular shape and other shapes are also applicable according to needs. In the cases where the section of the bead cores 5 is circular or the like, so the lower surface SL and the upper surface SU cannot be defined. In such cases, a square or a rectangle which surrounds the bead core 5 and one side of which extends in the tire axial direction or extends along the bead seat of the rim is virtually defined, whereupon the lower surface SL, the upper surface SU, the inner surface Si and the outer surface so are allotted to regions that are partitioned by diagonal lines thereof.
As illustrated in
In the present embodiment, a wrapping material 12 is disposed around each of the bead cores 5. The wrapping material 12 is, for instance, organic fibers in the form of a woven cloth, a non-woven cloth or a ply. It is applied to cover the outer surface of the bead core 5. Such a wrapping material 12 exhibits shock-absorbing functions between the steel cords 6C of the carcass ply 6A and the bead wires 5w of the bead cores 5. It also prevents direct contact between the both cords so as to prevent fretting damages.
The belt layer 7 is comprised of at least two plies, and in the present embodiment of three belt plies 7A, 7B and 7C. Each of the belt plies 7A to 7C includes aligned belt cords. The belt cords are comprised of steel cords. In the first belt ply 7A disposed on the innermost side in the tire radial direction, the belt cords are arranged at an angle of, for instance, 60±15° with respect to the tire equator C. The second and third belt plies 7B and 7C are sequentially disposed outside the first ply so that the belt cords are arranged at an angle of, for instance 10 to 35° with respect to the tire equator C. The second and third belt plies 7B and 7C are stacked so that the belt cords in one ply are crossed, relative to the cords in the other belt ply.
The carcass ply 6A is comprised of a toroidal main body portion 6a that bridges over a pair of bead cores 5, 5 (while only a bead core on one side is illustrated in the drawings) and extends from one bead core 5 to the opposing bead core 5, passing through the crown region of the tire, and turnup portions 6b that extend from the both ends of the main body portion 6a and are turned up around the bead cores 5 from the axially inside to the axially outside of the tire.
As illustrated in
In the present embodiment, the main portion 10 of each turnup portion 6b is bent such that its entire region is smoothly curved in an arc-like fashion. Since the main portion 10 is not bent to form a bent line or a crease, it prevents deterioration in strength of the carcass cords and serves to improve the bead durability.
As illustrated in
The terminal end 11e is desirably apart from the upper surface SU of the bead core 5 by a distance U1 that is preferably from 3.0 to 8.0 mm. If the distance U1 is less than 3.0 mm, the carcass cords 6C of the sub-portion 11 are more largely bent toward the upper surface SU side, so spring back is apt to occur. Therefore, there is a fear of drawbacks that moldability of green covers is deteriorated and that air remains between the sub-portion 11 and the upper surface SU of the bead core 5 through movement of the sub-portion 11 during vulcanization. On the other hand, if the distance U1 exceeds 8.0 mm, the fastening force of the turnup portions 6b to the bead cores 5 is lowered. As a result, pulling out of the carcass ply 6A and damages starting from the terminal ends 11e of the sub-portions 11 are apt to occur. From this point of view, the distance U1 is preferably not less than 4.0 mm, and is also preferably not more than 7.0 mm. In this respect, the distance U1 is measured not from the outer surface of the wrapping material 12, but from the upper surface SU of the bead core 5.
The bead core 5 in this embodiment is in the shape formed by winding a steel wire or cord 5w having a circular cross-section and, therefore, the cross sectional shape of its upper surface SU has a contour such that semi-arcs of the top portions of the steel cords are jointed in the tire axial direction. In the present invention, the basis for the distance U1 from the upper surface SU of the bead core 5 to the terminal end 11e is the tangential line K drawn on the upper surface SU. Further, as illustrated in
As illustrated in
In the embodiment shown in FIGS. 1 to 3, an auxiliary cord layer 8 for holding each sub-portion 11 of the turnup portion 6b is disposed radially outward of the sub-portion 11. The auxiliary cord layer 8 is formed by spirally winding a cord 8w in the tire circumferential direction. Such an auxiliary cord layer 8 serves to more reliably prevent the spring back of the sub-portion 11 to stabilize its position. For instance, steel cords (including stranded and unstranded wires) are preferably employed as the cord 8w, and organic fiber cords are also sometimes favorably employed.
A preferable example of the auxiliary cord layer 8 is illustrated in FIGS. 5(A) and 5(B). The auxiliary cord layer 8 is formed by winding a single cord 8w made of steel the surface of which is coated with topping rubber tg, at least one round, preferably several rounds, more preferably about two to eight rounds, around the sub-portion 11 in a spiral manner. Such an auxiliary cord layer 8 is formed as a cord layer of so-called jointless structure including no joints. It can impart a strong hoop effect to the sub-portion 11 that prevents spring back thereof. In general, as a topping rubber tg for the auxiliary cord is used a rubber which is the same as or is harder than the rubber used as a topping rubber for the carcass cords.
A steel cord having a strength of 2,000 to 4,000 N per a cord is suitable as the steel cord used in the auxiliary cord layer 8. If the strength is less than 2,000 N, the number of windings of the cord must be increased for making the auxiliary cord layer 8 exhibit a sufficient hoop effect, so the productivity and dimensional accuracy are deteriorated. On the other hand, if the strength exceeds 4,000 N, the cord 8w becomes excessively hard, so it will become difficult to smoothly wind the cord radially outside of the sub-portion 11 in a spiral manner. A steel cord having a strength of 2,500 to 3,500 N per a cord is more preferred.
As illustrated in
The term “core inside region A” as used herein means a region that is surrounded by a tire axial line L1 that passes through an intersecting point P1 of the inner surface Si and the upper surface SU of the bead core, a tire axial line L2 that passes through an intersecting point P2 of the inner surface Si and the lower surface SL of the bead core, the inner surface Si of the bead core, and the carcass cords 6C of the main portion 10 of the turnup portion 6b. Accordingly, the radially outer end Ao and the radially inner end Ai of the core inside region A are located at positions identical to those of the tire axial lines L1 and L2, respectively. The length of core inside region A in the radial direction of the tire is shown by reference sign Ha. As mentioned above, the term “carcass cords 6C” means bare cords that are not coated with a topping rubber.
The complex elastic modulus is a value obtained by performing measurement of measuring samples with a viscoelasticity spectrometer of model “VES F-3” manufactured by Iwamoto Seisakusho under conditions of measuring temperature 70° C., frequency 10 Hz, initial elongational strain 10% and half amplitude 1%.
When heavy duty tire 1 is mounted on rim J and filled with air of high pressure, a pulling out force F generates at the carcass cords 6C as stated above. In general, in case of a heavy duty tire 1 having a carcass ply structure as shown in the present embodiment, the pulling out force F is easy to directly act on the axially inner surface Si of the bead core 5. As a result, the inner surfaces Si of the bead core 5 is strongly pushed in the axially outward direction by the carcass cords 6C of the main portion 10. This portion is further subjected to a large shear force. Through these forces, the steel wires 5w, 5w (seen in cross section) densely arranged to form a bead core 5 will slip therein to deform the cross sectional shape of the bead cores 5 or to rotate it.
For this reason, in the present invention, the core protecting rubber 13 is disposed in the core inside region A as mentioned above so that at least a part of the core protecting member 13 is located in the region A. The core protecting rubber 13 serves to ease the pulling out force that is produced by filling of air into the heavy duty tire, thus suppressing the movement of the respective wires 5w of the bead core 5. With this arrangement, rotation and deformation of the bead core 5 and deformation of the bead toe portion are prevented upon filling of air of high pressure so as to improve the durability of the bead portions 4.
If the complex elastic modulus E* of the core protecting rubber 13 is less than 50 MPa, the pulling out force cannot be sufficiently relaxed since the rubber is too soft. On the other hand, if it exceeds 80 MPa, the rubber is very hard, so the molding accuracy for the bead portions is deteriorated when molding a green cover for a tire. This consequently deteriorates the durability of the bead portion 4. From such points of view, the complex elastic modulus E* of the core protecting rubber 13 is preferably not less than 52 Mpa, more preferably not less than 54 MPa. The upper limit thereof is preferably not more than 75 Mpa, more preferably not more than 70 MPa.
The core protecting rubber is harder than a rubber of a bead apex that is disposed radially outward of the turnup end portion of the carcass ply. The core protecting rubber is prepared, for instance, from rubber compositions comprising a diene rubber, a vulcanizing agent such as sulfur, a vulcanizing accelerator and other usual additives, to which a thermosetting resin is further incorporated. The complex elastic modulus E* can be freely adjusted by, for instance, changing the amount and/or kind of a thermosetting resin (such as phenol resin or the like) to be incorporated into a rubber composition.
The core protecting rubber 13 in the present embodiment is arranged so that its radially outer end 13o is located at a radially more outer position than the radially outer end Ao of the core inside region A. Further, the radially inner end 13i of the core protecting rubber 13 is located within the core inside region A. The thickness of core protecting rubber 13 gradually increases from the radially inner end 13i toward the radially outer end 13o. The core protecting rubber 13 of such a structure effectively protects the radially outward portion (upper portion in the drawings) of the axially inner surface Si of the bead core 5 at which the pulling out force becomes particularly large, and it serves to suppress the deformation or the like of the bead cores. In the molding step of tire green cover, the core protecting rubber 13 may be previously assembled in the vicinity of the axially inner surface Si of the bead core 5 and vulcanized thereafter as illustrated in
The core protecting rubber 13 is arranged, as shown in
While the cover protecting rubber 13 may be disposed over the entire core inside region A, the carcass cords 6C comes into direct contact with the core protecting rubber 13 having a high complex elastic modulus if topping rubber tg is released from the main portion 10 of the turnup portion during the manufacturing. If a topping rubber tg having a good adhesive property is not disposed around the carcass cords 6C, cord loosening is apt to occur. On the other hand, if the amount of the core protecting rubber 13 to be disposed is too small, the effect of suppressing rotation deformation and the like of the bead cores 5 is apt to be decreased.
In this connection, it has been found by the inventors that within the core inside region A, the largest force acts on a position P3 located from the line L1 at a height of 30% of the length Ha (0.3Ha) in the tire radial direction of the core inside region A, i.e., length Ha in the radial direction of the tire from the radially outer end Ao of the core inside region A to the radially inner end Ai of the core inside region A. It is desirable to optimize the thickness balance between the core protecting rubber 13 and other rubbers particularly at this position P3. It has been found that with this arrangement, not only deformation of the bead core 5 resulting from the pulling out force but also cord loosening of the carcass cords of the main portion 10 can be effectively suppressed. In the present embodiment, the position P3 approximately corresponds to the center position of steel wires located one step upward than a row of steel wires located centrally in the height direction of the bead core 5 (namely the center position of wires located at one step higher row than the widest row of wires of the bead core in the axial direction of the tire).
It is desirable to set the width w of the core protecting rubber 13 at 20 to 80% of the width Wa of the core inside region A in the tire axial direction at the position P3. If the width w of the core protecting rubber 13 at the position P3 is less than 20% of the width Wa of the core inside region A between the carcass cord 6C and the axially inner surface Si of the bead core, the volume of the core protecting rubber 13 will become too small, so there is the tendency that deformation of the bead core 5 cannot be effectively prevented. On the other hand, if the width w of the core protecting rubber 13 exceeds 80% of the width Wa of the core inside region A, a sufficient amount of the topping rubber tg cannot be disposed on the carcass cords 6C, so the cord loosening is apt to occur. In particular, the width w of the core protecting rubber 13 is preferably not less than 30%, more preferably not less than 40%, of the width Wa of the core inside region A at position P3. The upper limit of the width w is preferably not more than 75%, more preferably not more than 70%, of the width Wa.
In the core inside region A, a region made of a rubber other than the core protecting rubber 13 may be provided radially inside or outside of the core protecting rubber 13. In the present embodiment shown in
As the topping rubber tg used for the carcass cords 6C is suitable a rubber material that is soft and has a good adhesive property to the steel cords, preferably a rubber material containing natural rubber. Further, it is preferable that the complex elastic modulus of the topping rubber tg is not more than 20 MPa, especially about 4 to about 11 MPa.
Further, in the present embodiment, the filling rubber 14 is arranged successively in an annular fashion around the bead core 5 between the bead core 5 and the turnup portion 6b of the carcass ply surrounding the bead core. Accordingly, the filling rubber 14 includes a first portion 14A having an approximately triangular cross section that is located between the upper surface SU of the bead core 5, the sub-portion 11 of the turnup portion 6b of the carcass ply and the main body portion 6a of the carcass ply; a second portion 14B having an approximately crescent cross section that is located between the lower surface SL of the bead core 5 and the main portion 10 of the turnup portion 6b; a third portion 14C that joints the first portion 14A and the second portion 14B on the axially inner surface Si side of the bead core 5; and a fourth portion 14D that joints the first portion 14A and the second portion 14B on the axially outer surface So side of the bead core 5. That is to say, in the present embodiment, the third portion 14C of the filling rubber 14 is disposed between the core protecting rubber 13 and the bead core 5.
The filling rubber 14 is made of a relatively soft rubber composition having an excellent effect of relaxing shock or stress. Preferably the complex elastic modulus of the filling rubber 14 is set to be smaller than that of the core protecting rubber 13 but larger than that of the topping rubber tg, whereby the third portion 14C of the filling rubber 14 serves, in cooperation with the core protecting rubber 13, to absorb and ease the pulling out force which acts from the carcass cords onto the bead core 5. The first portion 14A of the filling rubber 14 effectively absorbs distortion which generates during running and acts on the terminal end 11e of the sub-portion 11, so it serves to prevent occurrence of cord loosening.
It is preferable that the filling rubber 14 has a complex elastic modulus E*a of 5 to 50 MPa. If the complex elastic modulus E*a of the filling rubber 14 is less than 5 MPa, the rubber is excessively soft, so the performance of protecting the bead core 5 is lowered. Further, distortion of the terminal end 11e of the sub-portion 11 tends to increase at the time of running. On the other hand, if the complex elastic modulus E*a exceeds 50 MPa, the softness of the filling rubber 14 is impaired. Accordingly, the performance that the entire upper surface SU of the bead core receives and eases a distortion which is caused by falling down of the main body portion 6a of the carcass ply at the time of running, is lowered. From such a point of view, it is desirable to set the complex elastic modulus E*a of the filling rubber 14 at least 6 MPa, preferably at least 7 MPa, more preferably at least 8 Mpa, and to set at most 40 MPa, preferably at most 30 MPa.
Further, as illustrated in
The inner apex portion 15a is disposed substantially radially outside of the filling rubber 14 through the sub-portion 11 of the turnup portion. The inner apex portion 15a is in contact with the filling rubber 14 at a part thereof, namely at a location between the terminal end 11e of sub-portion 11 and the main body portion 6a of the carcass ply. A rubber composition having a complex elastic modulus E*b of 20 to 70 MPa is suitable for use as the inner apex portion 15a. The inner apex portion 15a serves to press down the sub-portion 11 of the carcass ply 6A. It can also receive, at the upper surface SU of the bead core 5a, a distortion that is caused by falling down of the main body portion 6a of the carcass ply at the time of running in a loaded condition.
If the complex elastic modulus E*b of the inner bead apex portion 15a is less than 20 MPa, the inner bead apex portion 15a is apt to lack the performance of pressing down the terminal end 11e of the sub-portion 11. On the other hand, if the complex elastic modulus E*b exceeds 70 MPa, the elasticity of this portion is excessively high. As a result, there is a possibility that the distortion will be focused in proximity of the terminal end of the axially outer portion 9c of bead reinforcing layer 9 to damage it. From such a point of view, it is preferable that the complex elastic modulus E*b of the inner apex portion 15a is at least 25 MPa, especially at least 30 Mpa, and is at most 65 Mpa, especially at most 60 Mpa.
The outer apex portion 15b is comprised of a rubber composition having a complex elastic modulus E*c that is smaller than the complex elastic modulus E*b of the inner apex portion 15a. It is preferable that the complex elastic modulus E*c is not less than 3 MPa, especially not less than 3.5 MPa. As for the upper limit thereof, it is preferable that the complex elastic modulus E*c is not more than 7 Mpa, especially not more than 5 MPa. If the complex elastic modulus E*c is less than 3 MPa, the difference in elastic modulus from the complex elastic modulus E*b of the inner apex portion 15a becomes too large, so damages are apt to occur from the vicinity of the interface between the both members. On the other hand, if the complex elastic modulus E*c exceeds 7 MPa, the rigidity of the entire bead portion 4 becomes too high, so there is an undesirable tendency that damages are apt to occur in the vicinity of the terminal end of the outer apex portion 15b.
The heavy duty tire 1 of the present embodiment is provided with a bead reinforcing layer 9 in the bead portion 4. The bead reinforcing layer 9 comprises at least one ply of steel cords (one ply in the present embodiment as shown in
While a preferable embodiment of the present invention has been described with reference to drawings, it goes without saying that the present invention is not limited to only such an embodiment and various changes and modifications may be made.
The present invention is more specifically described and explained by means of examples and comparative examples. It is to be understood that the present invention is not limited to these examples.
Heavy duty tires (size: 11R22.5) having the basic structure shown in
The core protecting rubber was prepared from any one of rubber compositions shown in Table 1.
The testing methods are as follows.
<Air-In Performance>
Each tire was mounted on a rim (size: 7.50×22.5), inflated to an internal pressure of 700 kPa and allowed to stand for 72 hours in an environment of 80° C., whereupon the tire was detached from the rim. Easiness of air filling operations (whether air leakage is little) when each tire was mounted again onto the rim and filled with air was evaluated through senses of an operator. Further, after mounting the tire on the rim, air of 700 kPa was filled in the tire, and the cross sectional image of the tire was obtained by a X-ray CT scanner to measure or confirm the amount of lifting of the bead toe portion from the rim seat surface and the presence or absence of deformation of the bead core. As to the evaluation of the amount of lifting, the reciprocals of respective values were used in the evaluation and indices of the reciprocals to that of Comparative Example 1 regarded as 100 were shown as the amount of lifting. The larger the value is, the better.
<Durability of Bead>
A drum tester was employed. Each tire was mounted on a rim (size: 7.50×22.5), filled with air to an internal pressure of 700 kPa, and run on the testing drum at a velocity of 20 km/h under longitudinal loading (thrice 27.25 kN). The running time up to generation of damages at the bead portions were measured. The durability is shown in Table 2 as an index of the running time based on the running time of comparative Example 1 regarded as 100. The larger the value, the better the durability of bead.
<Durability to Heat>
The test was made in the same manner as the drum durability test mentioned above except that the rim was heated up to 130° C. prior to testing. The durability of bead to heat is shown in Table 2 as an index of the running time based on the running time of Comparative Example 1 regarded as 100. The larger the value, the better the durability to heat.
Test results are shown in Table 2.
*Ha = 7.0 mm, Wa = 2.0 mm
From Table 2, it is found that the tires of the Examples according to the present invention have an excellent air-in performance and an excellent durability of the bead portion.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2005-136394 | May 2005 | JP | national |
