Patent Application
20110024014
The present invention relates to a pneumatic radial tire, and more specifically relates to a pneumatic radial tire wherein a tire having a structure in which a lapel edge of a carcass is tucked under a belt layer and, exhibiting excellent durability and steering stability, can be produced easily without preparing an ultra-wide carcass material.
Recently, as a measure for improving the durability and steering stability of pneumatic radial tires, a carcass is made with a two layer structure having a wide carcass and a narrow carcass. Furthermore, as shown in
However, if this tire structure is used in a tire with a large tire cross-section width or a pneumatic radial tire with a large tire cross-section height, the peripheral length of the inside of the tire will be extremely long, so there are no existing carcass materials with a size that can be applied to at least the aforementioned wide carcass, and therefore a special ultra-wide carcass material must be manufactured, and in order to handle this, special equipment must be prepared. In addition, carcass materials with two different dimensions must be produced and managed, so operations are more complicated and this leads to a problem of the manufacturability of the tire being dramatically reduced.
An objective of the present invention is to provide a pneumatic radial tire that has a structure in which the lapel edge of the carcass is tucked under a belt layer and exhibits high durability and steering stability can be produced easily using a carcass material of an existing size, without preparing an ultra-wide carcass material.
The pneumatic radial tire of the present invention that achieves the aforementioned objective is a pneumatic radial tire having two layers of carcasses extending from a tread portion to a bead portion via left and right sidewall portions, where both ends are turned back from the tire inside to the outside in the area around the left and right bead cores, and a belt layer is provided on the outer circumferential side of the carcasses. Furthermore, the overall width of the two layers of carcasses in the tire width direction is substantially equalized, and by offsetting the carcasses in mutually opposite directions with regards to the tire width direction, the turn back lengths from the left and right bead cores of both ends of each carcass are mutually different. While the end of the two layers of carcasses having the shorter turn back length is terminated near the bead core, the end of the two layers of carcasses having the longer turn back length is extended to and terminates at the inside in the width direction of the tire of the belt layer end portion.
Furthermore, the length with the shorter turn back part and the length with the longer turn back part are preferably the same between the left and right tire side portions.
The length that the terminal end with the longer turn back length extends inward in the width direction of the tire from the belt layer end portion should be between 10% and 30% of the belt layer maximum width, and the linear distance from the terminal end with the shorter turn back length to the nearest bead toe should be between 20 and 40 mm.
If the tire is mounted on a vehicle with a negative camber, of the left and right tire side portions, the tire side portion where the carcass with the shorter turn back length is turned back to the outside of the carcass with the longer turn back length should be on the outside of the vehicle when mounted on the vehicle, and thereby the riding feel and the load durability can be harmonized. In this case, the thickness of the rubber from the terminal end of the shorter turn back length to the outer surface of the tire should be 2.0 mm or more.
Furthermore, the present invention can be applied to pneumatic radial tires where the nominal width of the tire cross section is 275 mm or more and/or the aspect ratio is 50% or less.
The pneumatic radial tire of the present invention has two layers of carcasses having an overall width substantially equalized in the tire width direction that are mutually offset in opposite directions in the width direction of the tire, such that the length that both ends of each carcass are turned back over the left and right bead cores are mutually different. With regard to these two carcass layers, the end of the carcass having the shorter turn back length is terminated near the bead core, while the end of carcass having the longer turn back length is extended to and terminated at the inside in the width direction of the tire of the belt layer edge portion. Therefore without using the two types of carcasses with different widths in the conventional way, simply by using carcass materials with the same size, an excellent pneumatic radial tire having a structure where the lapel edge of the carcass is tucked under a belt layer exhibiting excellent durability and steering ability can be easily made. Furthermore, special equipment for manufacturing ultra-wide carcass material is not required, so the aforementioned high-performance tire can be manufactured with high productivity.
In
The overall width of the two carcasses A, B in the tire width direction is substantially equalized and the carcasses A, B are offset reversely in the tire width direction. Both end portions of the two offset carcass layers A, B are turned back from the left and right bead cores 4, 4, such that the left and right turn back lengths are mutually different.
In other words, of the two inner and outer carcass layers A, B, the outer carcass layer A has a turn back end La on the left side of the drawing that is terminated at the side portion of the bead filler 5 near the bead core 4, while the turn back end Ha on the right side is terminated so as to extend from the end portion 6e of the belt layer 6, via the sidewall portion 2, to the inner side in the width direction of the tire. In contrast, the inner carcass layer B has a turn back end Lb on the right side of the drawing that is terminated at the side portion of the bead filler 5 near the bead core 4, while the turn back end Hb on the left side is terminated so as to extend from the end portion 6e of the belt layer 6 to the inner side in the width direction of the tire. Thereby forming a left and right nonsymmetric structure where on the left side of the drawing, the long turn back portion of carcass B covers the short turn back end La of carcass A, while on the right side of the drawing, the short turn back end Lb of carcass B overlays the outer side of the long turn back portion of carcass A.
In this manner, the two carcass layers A, B with substantially equal length of carcass width are used, but because the carcasses are positioned offset in mutually opposite directions, a pneumatic radial tire with high durability and steering stability having a construction where the turn back end of the carcasses are tucked under a belt layer can be obtained without using two different types of carcass material with different widths. Therefore, when manufacturing tires with a large tire cross-sectional width or tires with a large tire cross-sectional height, carcass material of a currently existing size can be used without modification, and specially preparing ultra-wide carcass material is not required. Therefore, preparing special equipment for manufacturing especially wide carcass material is not necessary, and manufacturing and controlling two different dimensions of carcass material will not be required during tire production, so the number of carcass racks and servicer steps can be reduced during molding and operations will be simplified, and therefore a high-performance tire can be manufactured with high productivity.
As shown in the examples illustrated in
In this manner, between the left and right tire side portions, both linear lengths DLa and DLb of the carcass with the shorter turn back length, and both linear lengths DHa and DHb of the carcass with the longer turn back length are set to be the same length, and therefore the tire uniformity is enhanced, excellent moving balance can be achieved, and the vibration while driving can be reduced. The positional configuration of the carcasses A, B can be adjusted by making the offset amount in the width direction of carcass A with regards to the tire center line CL essentially equal to the offset amount of carcass B in the opposite direction.
Of the turn back ends of the two carcasses layers, the length E (tuck length) where the left and right longer turn back ends Ha, Hb extend from the corresponding belt layer end portion 6e to the inner side in the width direction of the tire should be between 10% and 30% of the maximum width W of the belt layer 6. If the length E is less than 10% of the maximum width W of the belt layer, the tucking the turn back ends Ha and Hb under the belt layer 6 will be insufficient, and sufficient tire durability and steering stability can not be obtained. Furthermore, if in excess of 30% of the maximum width W of the belt layer, the effect of improving the durability and steering stability will plateau, yet the operation of turning back the carcass ends during tire molding will be difficult so productivity will be reduced.
The linear distances DLa and DLb between the left and right shorter turn back ends La and Lb and the nearest bead toe should be between 20 and 40 mm. If the linear distances DLa and DLb are less than 20 mm, the carcass can easily be separated from the bead core, thus causing tire failure. Furthermore, if the linear distance is greater than 40 mm, the turn back ends La and Lb will enter the flex zone where the repetitive deformation is large, so the stress will be concentrated in the end portions, and durability will decrease.
The aforementioned pneumatic radial tire of the present invention has a left and right nonsymmetric construction in the left and right tire side portions, with the shorter turn back ends of the two layers of carcasses being covered with the longer turn back portions in one tire side portion, and conversely the shorter turn back ends being overlapped on the longer turn back portion in the other tire side portion. When this left and right nonsymmetric construction pneumatic radial tire is mounted on a vehicle, either side of the tire side portions can be on the vehicle inner side or the vehicle outer side, without restrictions in particular.
However, mounting the tire of the present invention on a vehicle that is set to have a negative camber is preferably performed such that the tire side portion of the side where the turn back end of the carcass with the shorter turn back length Lb is turned back to the outer side of the longer turn back portion is positioned to the outside of the vehicle when mounted on the vehicle, as shown in the example in
In this way, in the vehicle outer side, the rubber thickness from the shorter turn back end Lb to the tire outer surface should be 2.0 mm or larger on the tire side portion where the shorter turn back end Lb of the carcass is not covered with the longer turn back portion. If the rubber thickness of the outer side of the turn back end Lb is less than 2.0 mm, maintaining durability will be difficult.
The tire of the present invention can be applied regardless of the tire size, but is particularly suitable for use with pneumatic radial tires where the tire cross-section nominal width is 275 mm or higher and/or the aspect ratio is 50% or less. A tire with this tire size will have a periphery length on the inside of the tire that is extremely long, so by applying the tire construction of the present invention, a high-performance tire with high durability and steering stability can be manufactured with high productivity while using carcass material where the carcass width is of an existing size. With the present invention, the nominal width and the aspect ratio of the tire cross-section are determined based on the provisions of JATMA.
The present invention is further described using embodiments, but the present invention is not restricted to these embodiments.
When manufacturing an ultra-flat radial tire with a tire construction as shown in
With regards to the four types of pneumatic radial tires obtained, the tires of the present invention were mounted on a vehicle with a negative camber such that the tire side where the carcass shorter turn back end Lb is located was on the vehicle outer side, and then the load durability, steering stability, and riding feel were evaluated by the following methods, and the results are shown in Table 1.
The pneumatic radial tires obtained were assembled onto 22×11.0 J rims, and then preliminary driving was performed for 2 hours using a drum tester with a diameter of 1707 mm, at conditions of an ambient temperature controlled to 25° C. plus or minus 3° C., a camber angle of plus or minus 3° (where minus represents a negative camber), a slip angle of 0°, air pressure of 330 kPa, loading at the maximum load designated by JATMA Y/B, and a speed of 81 km/h. The distance traveled until tire failure was then measured under the same conditions as the preliminary driving except that the loading was 151% of the aforementioned maximum load. The evaluation results are shown as an index with comparative example 1 being 100, where larger index values indicate superior durability.
The pneumatic radial tires obtained were assembled onto 22×11.0 J rims and mounted in the determined mounting direction onto a domestic vehicle with a displacement of 4.7 L, and the air pressure was set to 240 kPa. The driving stability during forward driving and during lane changes was then evaluated by function using trained test drivers. The evaluation results are shown as an index with comparative example 1 being 100, where larger index values indicate superior driving stability.
The pneumatic radial tires obtained were assembled onto 22×11.0 J rims and mounted in the determined mounting direction onto a domestic vehicle with a displacement of 4.7 L, and the air pressure was set to 240 kPa. The vehicle was driven at 50 km/h on an uneven test course, and a sensory evaluation was made by a panel of three specialists. The evaluation results are shown as an index with comparative example 1 being 100, where larger index values indicate superior riding feel.
The tires 1 through 3 of the present invention obtained in embodiments 1 through 3 were mounted on a vehicle with negative camber, except that the vehicle inner and outer positions were inverted, and then the load durability, steering stability, and riding feel were evaluated in the same manner as embodiments 1 through 3. The results are shown in Table 2.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2007-226150 | Aug 2007 | JP | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2008/061964 | 7/2/2008 | WO | 00 | 2/11/2010 |
