Patent Application
20160263948
The present invention relates to a run-flat radial tire.
As a run-flat tire capable of running a specific distance even in a state in which the tire has been punctured and the internal pressure has dropped, Japanese Patent Application Laid-Open (JP-A) No. 2012-116212 describes a side reinforcement type of run-flat radial tire in which tire side portions are reinforced with side reinforcement rubber.
However, in a side reinforcement type of run-flat radial tire, in cases in which a slip angle (SA) is input such as by vehicle turning during running in a state of reduced internal pressure (during run-flat running), a buckling phenomenon may occur in which a tire side portion bends and folds in toward the tire inside.
In consideration of the above circumstances, an object of the present invention is to provide a run-flat radial tire capable of suppressing a buckling phenomenon from occurring in a tire side portion during run-flat running.
A run-flat radial tire according to a first aspect of the present invention includes a carcass spanning between a pair of bead portions; a side reinforcement layer disposed at tire side portions that respectively couple between the bead portions and a tread portion; and a reinforcement cord layer that is disposed at a tire radial direction outside of the carcass, that comprises cord inclined to a tire circumferential direction at an angle of inclination of from 60 degrees to 90 degrees, and that is disposed such that, when the side reinforcement layer is projected along a tire radial direction, the reinforcement cord layer overlaps with a projected length of the side reinforcement layer in a region of 6% of a tread width of the tread portion, or greater.
Due to adopting the above configuration, the present invention enables a buckling phenomenon to be suppressed from occurring in a tire side portion during run-flat running.
Run-Flat Radial Tire 10 Configuration
Explanation follows regarding a run-flat radial tire 10 (hereinafter referred to as “tire 10”) according to an exemplary embodiment of the present invention, with reference to the drawings. In the drawings, the arrow TW indicates a width direction of the tire 10 (a tire width direction), and the arrow TR indicates a radial direction of the tire 10 (a tire radial direction). The tire width direction referred to here means a direction parallel to the rotation axis of the tire 10, and is also referred to as the tire axial direction. The tire radial direction is a direction orthogonal to the rotation axis of the tire 10. The label CL indicates an equatorial plane of the tire 10 (a tire equatorial plane). Moreover, in the present exemplary embodiment, the rotation axis side of the tire 10 along the tire radial direction is referred to as the “tire radial direction inside”, and the opposite side to the rotation axis of the tire 10 along the tire radial direction is referred to as the “tire radial direction outside”. The equatorial plane CL side of the tire 10 along the tire width direction is referred to as the “tire width direction inside”, and the opposite side to the equatorial plane CL of the tire 10 along the tire width direction is referred to as the “tire width direction outside”.
Note that in the following explanation, load refers to the maximum load (maximum load capacity) for a single wheel of the appropriate size as listed in the following Standards. The internal pressure is the air pressure corresponding the maximum load (maximum load capacity) for a single wheel listed in the following Standards. Moreover, the rim is a standard rim (or “Approved Rim”, “Recommended Rim”) of the appropriate size as listed in the following Standards. The Standard is determined according to current Industrial Standards prevailing in the region of tire manufacture or use. For example, as stipulated in “The Year Book of the Tire and Rim Association Inc.” in the United States of America, in “The Standards Manual of the European Tire and Rim Technical Organization” in Europe, and in “The JATMA Year Book” of the Japan Automobile Tire Manufactures Association in Japan.
As illustrated in
The bead portions 12 are provided as a left and right pair, spaced apart from each other at a spacing in the tire width direction (
The carcass 14 includes a single or plural carcass plies. The carcass plies are formed by covering plural strands of cord (for example, organic fiber cord or metal cord) with a covering rubber. The carcass 14 formed in this manner configures a tire frame extending in a toroidal shape from one of the bead cores 26 to the other of the bead cores 26. One end and the other end of the carcass 14 each fold back around the respective bead core 26, from the tire inside to the tire outside, so as to extend as far as the tread portion 20, described later. In the present exemplary embodiment, the one end and the other end of the carcass 14 each fold back around the respective bead core 26 and are anchored; however, there is no limitation thereto. For example, a configuration may be adopted in which plural bead core pieces are disposed in the bead portions 12, and the carcass 14 is tucked between the plural bead core pieces.
A bead filler 28 extending from the respective bead core 26 toward the tire radial direction outside is embedded in respective regions of the bead portions 12 sandwiched between the carcass 14. An end portion 28A of the bead filler 28 on the radial direction outside enters into the tire side portion 22, and a thickness of the bead filler 28 decreases toward the tire radial direction outside.
In a state in which the tire 10 is fitted to the standard rim 30 at an internal pressure of the standard air pressure, a height BH from the respective end portion 28A at the tire radial direction outside of the bead filler 28 to the leading end of the bead portion 12 is set within a range of from 30% to 50% of the section height SH. In cases in which the height BH of the bead filler 28 is less than 30% of the section height SH, there is the possibility of not being able to secure sufficient durability during run-flat running. Moreover, in cases in which the height BH of the bead filler 28 is greater than 50% of the section height SH, there is the possibility of a deterioration in ride comfort. Therefore, BH is preferably set within a range of from 30% to 50% of the section height SH.
The inclined belt layer 16 is arranged at the tire radial direction outside of the carcass 14. The inclined belt layer 16 is configured from a single or plural belt plies 16A. As an example in the present exemplary embodiment, the inclined belt layer 16 is configured by two belt plies 16A. The belt plies 16A are formed by covering plural strands of cord (for example, organic fiber cord or metal cord) in a coating rubber. The cords configuring the belt plies 16A are arranged inclined to the tire circumferential direction, with an angle inclination of from 15 degrees to 30 degrees. As an example in the present exemplary embodiment, arrangement is made with an angle of inclination of 26 degrees. The inclined belt layer 16 is formed so as to span from one end portion to the other end portion of the tread portion 20 in the tire width direction.
The cap layer 17 is arranged at the tire radial direction outside of the inclined belt layer 16. The cap layer 17 covers the inclined belt layer 16 entirely, and the reinforcement cord layer 18 is arranged at the tire radial direction outside of the cap layer 17. As an example in the present exemplary embodiment, the reinforcement cord layer 18 is formed at both ends of the tread portion 20 (only one of the reinforcement cord layers 18 is illustrated in
The reinforcement cord layer 18 includes plural strands of cord, and is formed such that the cord is inclined to the tire circumferential direction at an angle of inclination of from 60 degrees to 90 degrees. As an example in the present exemplary embodiment, the cords are inclined with an angle of inclination of 90 degrees. Organic fiber cord or metal cord may be employed as the cord for forming the reinforcement cord layer 18. PET is employed as an example in the present exemplary embodiment.
The tread portion 20 is provided at the tire radial direction outside of the inclined belt layer 16, the cap layer 17, and the reinforcement cord layer 18. The tread portion 20 is a location that makes contact with the road surface when running, and circumferential direction grooves 20A extending along the tire circumferential direction are formed in the surface of the tread portion 20. Width direction grooves, not illustrated in the drawings, are also formed in the tread portion 20 extending along the tire width direction. The shape and number of the circumferential direction grooves 20A may be appropriately set according to the performance required of the tire 10, such as water dispelling performance and steering stability performance. The shape and number of the width direction grooves may also, similarly, be appropriately set according to the performance required of the tire 10, such as water dispelling performance and steering stability performance.
The tire side portions 22 are each provided between the respective bead portions 12 and the tread portion 20. The tire side portions 22 extend in the tire radial direction and couple the bead portions 12 and the tread portion 20 together, and are configured so as to be able to bear load acting on the tire 10 during run-flat running.
In each of the tire side portions 22, the side reinforcement rubber 24 for reinforcing the tire side portion 22 is arranged at the tire width direction inside of the carcass 14. The side reinforcement rubber 24 is reinforcement rubber to enable running for a specific distance in a state in which the weight of the vehicle and the occupants is supported when the internal pressure of the tire 10 has decreased, such as due to puncturing. As an example in the present exemplary embodiment, the side reinforcement rubber 24 having a main component of rubber is arranged; however, there is no limitation thereto, and the side reinforcement rubber 24 may be formed of another material and, for example, the side reinforcement rubber 24 may be formed with a thermoplastic resin or the like as a main component.
Further, in the present exemplary embodiment, the side reinforcement rubber 24 is formed from a single type of rubber material; however, there is no limitation thereto, and the side reinforcement rubber 24 may be formed from plural types of rubber material. Moreover, as long as the side reinforcement rubber 24 has a rubber material as a main component, other materials may be included, such as filler, short fibers, or resin. Moreover, in order to raise the durability during run-flat running, a rubber material having a JIS hardness of from 70 to 85, as measured at 20° C. using a durometer tester, may be included as the rubber material configuring the side reinforcement rubber 24. Moreover, a rubber material may be included having a physical property of a loss coefficient tan δ of 0.1 or lower, as measured using a viscosity spectrometer (for example a spectrometer manufactured by Toyo Seiki Seisaku-sho, Ltd.) under conditions of frequency 20 Hz, initial strain 10%, dynamic strain±2%, and temperature 60° C.
Each of the side reinforcement rubbers 24, which extends in the tire radial direction along the inner face of the carcass 14, is shaped with a thickness that decreases toward the bead core 26 side and toward the tread portion 20 side and is, for example, formed in a substantially crescent moon shape. The thickness referred to here means a length measured along a normal line to the carcass 14, in a state in which the tire 10 has been fitted to the standard rim 30 and has an internal pressure of the standard air pressure. The side reinforcement rubbers 24 may be joined together at the tire equatorial plane.
An inner liner, not illustrated in the drawings, is arranged at the internal face of the side reinforcement rubber 24, so as to span from one of the bead portions 12 to the other of the bead portions 12. As an example in the present exemplary embodiment, an inner liner having a main component of a butyl rubber is arranged; however, there is no limitation thereto, and an inner liner having a main component of another rubber material or a resin may be arranged. Note that although in the present exemplary embodiment, a single layer of the side reinforcement rubber 24 is sandwiched between the inner liner and the carcass 14, there is no limitation thereto. For example, a separate carcass may be arranged between the inner liner and the carcass 14, in a segmented configuration of the side reinforcement rubber 24.
Moreover, in the side reinforcement rubber 24, a lower end portion 24A on the bead core 26 side of the side reinforcement rubber 24 overlaps with the bead filler 28 present on the other side of the carcass 14, and an upper end portion 24B on the tread portion 20 side of the side reinforcement rubber 24 overlaps with the inclined belt layer 16 present on the other side of the carcass 14. When each of the side reinforcement rubbers 24 is projected along the tire radial direction, an overlap width P of the overlap between each of the side reinforcement rubbers 24 and the reinforcement cord layer 18 is set so as to be a length that is 6% of the length (tread width D) of the tread portion 20 along the tire width direction, or greater. As an example in the present exemplary embodiment, the overlap width P is set to be 6% of the tread width around the entire circumference of the tire 10. The tread width D referred to here means a distance in the tire width direction between ground contact ends T of the tread portion 20 under maximum load capacity in a state in which the tire 10 is fitted to the standard rim 30 with an internal pressure of the standard air pressure. The maximum load capacity referred to here indicates the maximum load capacity as listed in the 2013 edition of the Year Book published by the Japan Automobile Tire Manufactures Association (JATMA).
A thickness GB of the side reinforcement rubber 24 at a central point Q between the end portion 28A of the bead filler 28 and the lower end portion 24A of the side reinforcement rubber 24 is set so as to be 50% of a maximum thickness GA of the side reinforcement rubber 24, or less. As an example in the present exemplary embodiment, the thickness GB of the side reinforcement rubber 24 is set at 30% of the maximum thickness GA. Making GB a thickness of 50% of GA or less enables a configuration to be achieved in which cracking of the side reinforcement rubber 24 is not liable to develop, even in cases in which a buckling phenomenon has occurred in the tire side portion 22.
Moreover, in a state in which the tire 10 is fitted to the standard rim 30 with an internal pressure of the standard air pressure, a height LH from the respective lower end portion 24A of the side reinforcement rubber 24 to a leading end of the respective bead portion 12 is preferably set in a range of from 50% to 80% of the height BH of the bead filler 28. As an example in the present exemplary embodiment, the height LH is set to 65% of the height BH. This is because it becomes difficult to secure durability during run-flat running if the height LH is higher than 80% of the height BH, and because there is a deterioration in ride comfort if the height LH is less than 50% thereof.
In the present exemplary embodiment, the length of the inclined belt layer 16 along the tire width direction is set in a range of from 90% to 115% of the tread width D. If the length of the inclined belt layer 16 along the tire width direction is formed shorter than 90% of the tread width D, it becomes difficult to secure the rigidity of the tread portion 20. If the length of the inclined belt layer 16 along the tire width direction is longer than 115% of the tread width D, then ride comfort deteriorates. The length of the belt layer 16 along the tire width direction is accordingly preferably set in a range of from 90% to 115% of the tread width D.
There is no rim guard (rim protector) provided due to the present exemplary embodiment being applied to a tire 10 having a high section height SH; however, a rim guard may be provided.
Next, explanation follows regarding operation of the tire 10 of the present exemplary embodiment, through explaining a buckling phenomenon that occurs at the tire side portion on a vehicle turn inner side. In the following explanation, a tire 100 illustrated in
As illustrated in
As illustrated in
As illustrated in
Moreover, the reinforcement cord layer 18 is formed by cord that is inclined to the tire circumferential direction with an angle of inclination of from 60 degrees to 90 degrees. This thereby enables the bending rigidity of shoulder portions to be made higher than cases employing cord at an angle of inclination to the tire circumferential direction of less than 60 degrees. A buckling phenomenon can be suppressed from occurring. This thereby enables rim detachment, in which the bead portion 12 detaches from the standard rim 30, to be prevented.
Moreover, due to the lower end portion 24A of the side reinforcement rubber 24 overlapping with the bead filler 28, the rigidity of the tire side portion 22 is increased, enabling the durability to be improved during run-flat running. Moreover, since the end portion 28A of the bead filler 28 is provided further to the tire radial direction inside than the maximum width position of the tire 10, the rigidity of the tire side portion 22 does not become too high.
Further, the rigidity of the tread portion 20 can be raised by the inclined belt layer 16. Moreover, the bending rigidity of the shoulder portions can be made higher than cases in which the inclined belt layer 16 is not provided at the tire radial direction inside of the reinforcement cord layer 18. Moreover, the weight can be made lighter than cases in which the reinforcement cord layer 18 is provided over the entire tread portion 20, and a lighter weight and a saving in material cost can be achieved compared to cases in which the reinforcement cord layer 18 is manufactured from a cord made from metal or the like.
Moreover, the thickness GB of the side reinforcement rubber 24 at the center point Q in
As described above, providing the reinforcement cord layer 18 according to the present exemplary embodiment in the region described above enables a buckling phenomenon to be effectively suppressed from occurring, even in a tire 10 having a section height SH of 115 mm or greater.
In the present exemplary embodiment, the reinforcement cord layer 18 is provided at both end portions of the tread portion 20; however, there is no limitation thereto, and, for example, the reinforcement cord layer 18 may be provided only to the one end portion of the tread portion 20 that is positioned at the inside in the tire mounting direction. Namely, rim detachment is more liable to occur at the tire mounting direction inside due to vertical loading on the tire increasing at the turn outer side due to a moment arising from centrifugal force when the tire 10 that punctured is on the turn outer side. Adopting the countermeasures described above enables rim detachment to be suppressed from occurring. Moreover, plural reinforcement cord layers 18 may be formed. The rim detachment suppression effect can be raised even more in such cases.
In order to confirm the effects of the run-flat radial tire according to the present invention, run-flat radial tires of the following Examples 1 to 7, and run-flat radial tires of Comparative Example 1 and Comparative Example 2 that do not fall within the present invention, were prepared and the following tests were performed.
Explanation first follows regarding the run-flat radial tires of Examples 1 to 7 employed in the tests, and regarding the run-flat radial tires of the Comparative Example 1 and the Comparative Example 2 employed in the tests. The size of all of the run-flat radial tires employed in the tests was 215/60R17, and the substance of the reinforcement cord layer was steel. A similar structure to that of the tire 10 of the present exemplary embodiment was employed for the run-flat radial tires of Examples 1 to 7, and for the run-flat radial tires of the Comparative Example 1 and the Comparative Example 2, with the tires respectively having different parameters for the reinforcement cord layer.
The run-flat radial tire of Comparative Example 1 is a tire having an overlap width in the tire width direction between each of the side reinforcement rubbers and the reinforcement cord of less than 6% (actually 3%). Moreover, the run-flat radial tire of the Comparative Example 2 is a tire having an angle of inclination of the reinforcement cord layer to the tire circumferential direction of less than 60 degrees (actually 50 degrees). The various numerical values of the run-flat radial tires of Examples 1 to 7, and the run-flat radial tires of the Comparative Example 1 and the Comparative Example 2, are as listed in Table 1 and Table 2. In the following Table 1 and Table 2, “lay-up location (tire width direction)” indicates either a configuration in which the reinforcement cord layer is arranged at both end portions (shoulder portions) of the tread portion alone, or a configuration in which the reinforcement cord layer is laid up so as to span across the tread portion entirely. Moreover, “position S from ground contact end T” indicates a length in the tire width direction from a ground contact end T to an end portion of the reinforcement cord layer on the tire width direction outside. Negative values indicate cases in which the end portion of the reinforcement cord layer is positioned further to the tire width direction outside than the ground contact end T, and positive values indicate cases in which the end portion of the reinforcement cord layer is positioned further to the tire width direction inside than the ground contact end T (see
In the tests, first the test tires were fitted to a standard rim as specified by JATMA, mounted to a vehicle without inflating with air (at an internal pressure of 0 kPa), and run-in for a distance of 5 km at a speed of 20 km/h. Then test tires were introduced at a specific speed to a curving road having a radius of curvature of 25 m, and stopped at a position of ⅓ of a lap of the curving road, with this repeated twice in succession (a J-turn test). The turning acceleration was then raised and retesting performed in cases in which the bead portions did not detach from the rim.
The turning acceleration when a bead portion of Comparative Example 1 detached from a rim was taken as a reference value (100), and the turning acceleration when each of the bead portions of Examples 1 to 7 and the Comparative Example 2 detached from a rim are shown as an index in the “rim detachment index” column of Table 1 and Table 2. The “rim detachment index” expresses as an index the turning acceleration when rim detachment occurred for each bead portion, with the larger the result the better the result indicated. Moreover, the weight of each of the test tires was measured, and, taking the weight of the Comparative Example 1 as the reference value (100), the weight for each of the tires from Examples 1 to 7 and Comparative Example 2 was expressed as an index in the “weight index” column of Table 1 and Table 2. In the “weight index”, smaller values indicate lower weights. The results of the Comparative Example 1 and Example 1 to Example 4 are shown in Table 1 below, and the results of the Comparative Example 2 and Example 4 to Example 7 are shown in Table 2 below.
As illustrated in Table 1, the angle of inclination to the tire circumferential direction of the reinforcement cord layer of each of the Comparative Example 1 and Examples 1 to 4 was set to 90 degrees, and it was confirmed that, when projected along the tire radial direction, the larger the overlap width P of the side reinforcement rubber with the reinforcement cord layer, the better the result of the rim detachment index. This is thought to be because the larger the overlap width P, the higher the rigidity at the tread end, making it more difficult for the tire side portion to bend. Note that results are also similar in cases in which an organic fiber cord was employed in the reinforcement cord layer.
Moreover, in Example 4, the weight index value is larger due to being a configuration in which the reinforcement cord layer is provided all over, however, the rim detachment index is a better result than in the Comparative Example 1.
As illustrated in Table 2, in each of the Comparative Example 1 and Examples 5 to 7, the overlap width between the side reinforcement rubber and the reinforcement cord layer is set to 11% of the tire width, and the greater the angle of inclination of the reinforcement cord layer to the tire circumferential direction, the better the result in the rim detachment index. This is thought to be because the bending rigidity of the shoulder portions increases the nearer the angle of inclination of the reinforcement cord layer is to 90 degrees, making a buckling phenomenon less likely to occur.
The entire content of the disclosure of Japanese Patent Application No. 2013-223381 filed on Oct. 28, 2013 is incorporated by reference in the present specification.
All publications, patent applications and technical standards mentioned in the present specification are incorporated by reference in the present specification to the same extent as if the individual publication, patent application, or technical standard was specifically and individually indicated to be incorporated by reference.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2013-223381 | Oct 2013 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2014/064652 | 6/2/2014 | WO | 00 |
