Heavy duty radial tire

Abstract: A heavy duty radial tire includes at least one radial carcass extending from one bead portion to the other bead portion and using inextensible cords and a belt arranged outwardly of the radial carcass for reinforcing a tread of the tire. The tire comprises, during expanding of the tire from 5% to 100% of a normal inner pressure, a first profile portion (5) expanding radially outwardly in a tread zone, a second profile portion (7) depressing axially inwardly of the tire in a radially outer zone of a sidewall from one end (4) of said tread to a tire maximum width position (6) when filled with the normal inner pressure, and a third profile portion (9) expanding axially outwardly of the tire in a radially inner zone of the sidewall from the tire maximum width position (6) when filled with the normal inner pressure to a parting point (8) of the sidewall from the rim, thereby properly distributing strains occurring in the tire in filling with the normal inner pressure. Moreover, a carcass profile in the radial cross-section of the tire filled with an inner pressure 5% of the normal inner pressure and under no load condition is a composite curve smoothly passing through points F, A and G, and the carcass profile fulfills three relations relative to a maximum distance H of the carcass line C from the bead base line RL with respect to maximum distance deviated from an equilibrium configuration curve N.

Description: This invention relates to a pneumatic radial tire and more particularly to a heavy duty radial tire for trucks or buses, whose durability is improved by preventing separations occurring at ends of a belt for reinforcing the tread and at ends of carcass plies for principally reinforcing the tire. In order to improve the durability of bead portions of pneumatic radial tires, means to turn up carcass plies and materials and constructions of chafers or stiffeners as reinforcements have been generally investigated. However, with all the proposed solutions, applications are limited to tires of certain particular sizes although they are relatively effective for tires of certain limited sizes. Moreover, proposed solutions sometimes tend to increase costs of tires. Therefore, a satisfactory solution has not yet been found. In order to obtain required performances of tires, in general, carcass configurations have been determined so as to expand uniformly when filled with inner pressure. The equilibrium configuration curve of a carcass line of a tire has been used in this industrial field, which is based on the so-called "natural equilibrium theory" assuming that carcass cords are not extensible and deformations of the tire are not affected by inner pressures. A carcass of such a tire is uniformly subjected to tensile forces and therefore its performances are good. However, such a tire is a theoretical one which could not exist in fact. It is considered that an actual tire which approximates to such a theoretical tire as much as possible can be obtained by making the actual tire which uniformly inflates or is similar before and after the inflation. An actual tire obtained in this manner has a "natural equilibrium shape" of a carcass. The following publications disclosed hitherto used measures for controlling the change in shape of tires when they are filled with inner pressure. In United States Patent Specification No. US-A-4,155,392, when a tire is being filled with inner pressure, maximum width portions of the tire are displaced radially inwardly to reduce tensile strains occurring in sidewalls, thereby improving the durability of the life of the tire referring to Fig. 3 of US-A-4,155,392. In this case, however, parts of the tread and shoulders are also moved axially and radially inwardly to reduce initial tensions acting upon a belt of the tire so that driving performances of the tire and durability at ends of the belt are detrimentally affected. United States Patent Specification No. US-A-4,481,994 discloses measures similar to the those disclosed in US-A-4,155,392. In this case, portions extending from ends of a belt to shoulders are also moved axially and radially inwardly of a tire when filling normal pressure. As a result, initial tensions of the belt become small which detrimentally affect various performances of the tire. Moreover, United States Patent Specification No. US-A-4,513,802 discloses changing the tire configuration to reduce the rolling resistance of the tire. In this case, however, as radially outward portions of sidewalls outwardly expand when filling normal inner pressure, expanding deformations are insufficient in the bead portions and tread portion. Therefore, strain distributions in the tire resulting from the expanding deformations are improper and therefore sufficient durability for heavy duty tires is not obtained. The present invention aims to provide a heavy duty pneumatic tire whose durability at bead and belt portions is effectively improved without detrimentally affecting other portions of the tire. The present invention provides heavy duty radial tires as defined in claims 1 and 2 of the application. Features of preferred embodiments are to be found in the dependent claims. The invention by which a useful improvement in the heavy duty radial tire is accomplished resides in the discovery that strain distributions in the tire suitable for improving the durability of the tire can be obtained by appropriate measures for controlling the change in configuration of the tire when it is filled with inner pressure. The invention will be further described, by way of example only, with reference to the accompanying drawings, in which: Fig. 1 is a radial cross-section illustrating one fourth of a heavy duty radial tire using a 5° flat base rim according to the invention; Fig. 2 is a radial cross-section illustrating one fourth of a heavy duty radial tire using a 15° drop center rim according to the invention; Figs. 3 and 4 are radial cross-sections of tires of naturally equilibrium configuration of the prior art using 5° flat base and 15° drop center rims, respectively; Figs. 5 and 6 are radial cross-sections of preferred embodiments of tires according to the invention; Figs. 7 and 8 are radial cross-sections of tires of the prior art; Fig. 9 is a schematic sectional view of a tire for explaining an advantage of the tire according to the invention; and Fig. 10 is a schematic view of a tire for explaining another advantage of the tire according to the invention. Figs. 1 and 2 illustrate heavy duty radial tires of different sizes according to the invention. In each drawing, solid lines illustrate carcass path lines 1 and a tire profile 2 determined thereby in a radial cross-section under a standard status when the tire mounted on a rim is filled with an inner pressure 5% of a normal inner pressure. A belt on a carcass for reinforcing a tread is arranged in lamination embedded in the tread of the tire substantially over the overall width of the tread in substantially the same manner as in tires of the prior art although the belt is not shown in order to avoid a complication caused by deformations of the tire. The standard status of a tire is defined herein by the change in configuration or the condition when filled with slight pressure for the reason that it is necessary for the present invention to keep configurations of the tire and carcass in any radial cross-sections when the tire formed and vulcanized in a mold is mounted on a design rim among approved rims with a narrowed distance between beads of the tire or a rim having a width not wider than that of the design rim. In the case that a tire is difficult to fit on a rim or a tire is considerably deformed due to piled or stored conditions, after the tire is filled with normal inner pressure and kept for more than twenty four hours, the inner pressure is exhausted to 5% of the normal inner pressure. When carcass deformations of tires are extreme due to stored conditions, the inner pressure is exhausted to 5% of the normal inner pressure after removing particularly deformed shapes by running of several tens km. In this manner, a precise standard shape of the tire is obtained. The status of the tire at this moment, which keeps configurations of the tire and the carcass can be used a standard status. In Figs. 1 and 2, solid lines illustrate carcass path lines 1 and 2 when 5% of normal inner pressure is filled and broken lines illustrate carcass path lines 1' and tire profiles 2' when normal inner pressure is filled. The distinctive feature of the deformed tire configuration according to the invention is clearly evident from these solid lines 1 and 2 and broken lines 1' and 2'. It is clearer in comparison with Fig. 3 illustrating a deformed status of a comparison tire formed in so-called "natural equilibrium configuration" according to the prior art. According to the invention, a substantially uniform expansion g occurs radially outwardly of the tire on a tread 5 from one end 4 of a ground contact surface through a tread center 3 to the other end (not shown) of the ground contact surface, while a depression d occurs axially inwardly of the tire over at least part of a radially outer zone 7 of a sidewall from the end 4 of the ground contact surface to a tire maximum width position 6 after filling with the normal inner pressure. Moreover, an expansion f occurs axially outwardly of the tire over a radially inner zone of the sidewall from the tire maximum width position 6 to a point 8 where the sidewall leaves a rim flange or a parting point of the sidewall from the rim flange. As can be seen from the drawings, there is shown one fourth of a tire. For example, therefore, the sidewall is mentioned as single although one tire includes two sidewalls. There are the outward expansions at the tread portion 5 and the radially inner zone of the sidewall and the inward depression at the radially outer zone 7 in this manner when the tire is filled with the normal inner pressure according to the invention. The particular change in configuration according to the invention is accomplished by utilizing the following general properties: (1) The tire tends to expand as a whole, (2) The carcass configuration tends to approach a natural equilibrium configuration, (3) If substantially inextensible cords are used for carcass cord, the carcass does not extend very well, and (4) The deformations of the carcass by the filling of the inner pressure are caused as a chain reaction. A deformation does not occur in only one part. In this manner, the carcass line of the tire mounted on a rim and filled with the inner pressure 5% of the normal inner pressure is located in the tread portion 5 inside the carcass line or the equilibrium configuration curve of the tire filled with the normal inner pressure. The carcass line in the radially outer zone 7 of the sidewall has a larger curvature than that of the carcass line of the equilibrium configuration curve and located outside the carcass line of the naturally equilibrium configuration of the tire when filled with the normal inner pressure. Moreover, the carcass line from the radially inward zone 9 of the sidewall to the bead portion is located considerably inside the carcass line of the equilibrium configuration curve of the tire when filled with the normal inner pressure. Further, substantially inextensible cords such as steel cords and aromatic polyamide cords are used for the carcass plies so that when filled with the normal inner pressure, the carcass line is inwardly depressed in the radially outer zone of the sidewall and in connection therewith is greatly expanded outwardly in the crown portion and the radially inner zone. For example, in case that the radially outer zone of the sidewall is similar to the naturally equilibrium configuration, the carcass in this zone is expanded or substantially not deformed so that the expansion required in the crown zone and the great expansion in the radially inner zone of the sidewall could not be accomplished. Therefore, the strain distribution required for the improvement of the durability could not be realized. In practice, the particular change in configuration can be easily obtained by ensuring the configuration of the carcass when the tire mounted on a rim is filled with 5% of the normal inner pressure on the basis of limitations of the present invention as explained hereinafter. The carcass configurations when tires are filled with inner pressure 5% of the normal inner pressure are defined separately on the tires of tube type to be mounted on 5° flat base rims whose be d seats engaging bead portions of the tires make angles of approximately 5° with rotating axes of the tires and tires of tubeless type to be mounted on 15° drop center rims whose bead seats make angles of approximately 15° with rotating axes of the tires, respectively, because lengths of flanges of the rims of the two kinds are different in radial directions so that distances from the rotating axes of the tires to respective reference points of the tires are different. With a heavy duty radial tire mounted on a rim having a bead base engaging said bead portions, said bead seat inclined at an angle of 5° relative to a rotating axis of the tire, according to the invention, a carcass profile in the radial cross-section of the tire mounted on an approved rim and filled with an inner pressure 5% of the normal inner pressure and under no load condition is a composite curve smoothly passing through points F, A and G, where the point A is a point of contact of a carcass line C of the carcass profile with a tangent mm' in a radial direction to the carcass line C at a carcass line maximum width position and the points F and G are intersections of the carcass line C and a perpendicular ℓℓ' to a bead base line RL, the perpendicular ℓℓ' spaced apart axially outwardly from an equatorial plane M of the tire by a distance of 0.5 times a rim width corresponding to a distance between flanges of the rim, and the carcass profile fulfills three relations, a first relation 0 ≤ 240/H × v < 3.5, where v is a maximum distance of the carcass line C spaced outwardly of a segment of line FI connecting the points F and I, where the point I is an intersection of the tangent mm' and a straight line jj' which is in parallel with a rotating axis of the tire and spaced from the bead base line RL by a distance LH of 0.55 times H, where H is a maximum height of the carcass line C from the bead base line RL, a second relation 4.0 < 240/H × w < 9.5, where w is a maximum distance of the carcass line C spaced outwardly of an arc passing through the point G and contacting the tangent mm' at the point I, and a third relation 15 < 240/H × x < 35, where x is a distance between the points A and I. With a heavy duty radial tire mounted on a rim having a bead seat inclined at an angle of 15° relative to a rotating axis of the tire, according to the invention, a carcass profile in the radial cross-section of the tire mounted on an approved rim and filled with an inner pressure 5% of the normal inner pressure and under no load condition is a composite curve smoothly passing through points F, A and G, where the point A is a point of contact of a carcass line C of the carcass profile with a tangent mm' in a radial direction to the carcass line C at a carcass line maximum width position and the points F and G are intersections of the carcass line C and a perpendicular ℓℓ' to a bead base line RL, the perpendicular ℓℓ' spaced apart axially outwardly from an equatorial plane M of the tire by a distance of 0.5 times a rim width corresponding to a distance between flanges of the rim, and the carcass profile fulfills three relations, a first relation 0 ≤ 210/H × v < 5.0, where v is a maximum distance of the carcass line C spaced outwardly of a segment of line FI connecting the points F and I, where the point I is an intersection of the tangent mm' and a straight line jj' which is in parallel with a rotating axis of the tire and spaced from the bead base line RL by a distance LH of 0.55 times H, where H is a maximum height of the carcass line C from the bead base line RL, a second relation 2.0 < 210/H × w < 8.0, where w is a maximum distance of the carcass line C spaced outwardly of an arc passing through the point G and contacting the tangent mm' at the point I, and a third relation 6.0 < 210/H × x < 30.0, where x is a distance between the points A and I. Figs. 5 and 6 illustrate carcass lines of tires of preferable embodiments of the invention in section using 5° flat base rim and 15° drop center rim, respectively. On the other hand, Figs. 7 and 8 illustrate tires of the equilibrium configuration of the prior art the same in size as those shown in Figs. 5 and 6. In Figs. 7 and 8, a difference between the carcass line of the tire of the prior art and an arc GI is small so that the arc GI substantially indicates the carcass profile of the tire of the prior art. On the other hand, the carcass profile is greatly deviated from a straight line FI in the zone from the radially inner area of the sidewall to a bead portion as shown in Figs. 7 and 8 illustrating tires of the prior art. In contrast herewith, according to the embodiment of the invention, a carcass line of a tire using a 5° flat base rim is deviated in the radially outer zone of the sidewall outwardly from a reference line (arc ) indicating the carcass line of the tire of the prior art by a distance within a range of 4.0 < 240/H x w < 9.5 as shown in Fig. 5. A carcass line of a tire using a 15° drop center rim is deviated outwardly from the arc by a distance within a range of 2.0 < 210/H × w < 8.0 as shown in Fig. 6. In order to deform the carcass in the radially inner zone of the sidewall selectively and greatly outwardly when filled with the normal inner pressure, it is necessary to arrange the carcass line in this zone inside the line of the naturally equilibrium configuration. According to the invention, therefore, the carcass line of a tire using a 5° flat base rim in the radially inner zone of the sidewall is located inwardly of the straight line FI by a distance v within a range of 0 ≤ 240/H × v < 3.5. The carcass line of a tire using a 15° drop center rim is located inwardly of the straight line FI by a distance v within a range of 0 ≤ 210/H × v < 5.0. Moreover, with the tire using the 5° flat base rim, a carcass maximum width point A is located radially outwardly from the standard intersection point I by a distance x within a range of 15 < 240/H × x < 35. With the tire using the 15° drop center rim, a carcass maximum width point A is located radially outwardly from the point I by a distance x within a range of 6.0 < 210/H × x < 30.0. The purpose of this feature is to obtain a curvature of the carcass line in the radially outer zone larger than that in the tire of the prior art. With values of w and x smaller than their minimum values and values of v larger than its maximum value, a sufficient change in configuration could not be obtained as described later when filled with the normal inner pressure. On the other hand, with values of the w and x larger than their maximum values, a deformation when filled with the normal inner pressure becomes excessive to increase shearing strains so that the durability of the tire rather lowers. In general, most failures of a tire occur at ends of a carcass or bead portions. In order to eliminate the failures at the ends of the carcass ply, appropriate compression stresses are applied to the ends of the carcass ply to prevent the failures at the ends of the carcass ply so as to improve the durability of the bead portions. In more detail, when the expansion f in the radially inner zone of the sidewall is caused axially outwardly by filling with the normal inner pressure, the proximity of the end e of the carcass ply within a zone of ±10-20 mm is extended radially inwardly as well as axially outwardly as shown in broken lines in Fig. 9, so that the application of the compression force to the end of the carcass ply is realized. In order to apply an appropriate compression force, moreover, it is preferable that a center of radius of curvature of the carcass line in the radially inner zone of the sidewall is inside of the tire or the carcass line is similar to a straight line. The tensile force in the belt is increased by expanding the crown zone or more particularly the part from an equatorial line to the ends of the maximum ground contact width when filling with the inner pressure. The increase of the tension of the belt greatly contributes to the improvement of the durability at the ends of the belt, because strains occurring between belt layers when a load is applied are mitigated to prevent separations at the ends of the belt. In other words, referring to Fig. 10 illustrating a deformation of a belt caused by a load applied to the tire, when an initial tension applied to the belt is large, a center O of the circle in a solid line is positioned higher from a center O' of the circle in a dot-and-dash line when an initial tension applied to the belt is small. Therefore, the deformation of the belt in a deformation zone R on the ground contact side is small, so that the shearing strains between belt layers whose cords extend in intersecting directions are mitigated, thereby improving the durability at ends of the belt. The strain distribution above described is obtained by particularly linked deformations caused when filled with the normal inner pressure to achieve the improvement of the durability at the crown portion and the bead portions. Examples of tires according to the invention and comparative examples of tires of the prior art will be explained hereinafter. Example 1 of the invention Tire size 10.00 R 20 Rim size 7.50 V 20 (5° flat base rim) Normal inner pressure 7.25 kg/cm 2 Carcass outermost height H 240 mm Steel radial tires for trucks and buses of the Example 1 of the invention were produced for trial, which had values v=0 mm, w=7.8 mm and x=23.9 mm with respect to its carcass line C determined by the points I, F and G located at distances from the line RL:132 mm (0.55·H) and 68.5 mm (0.29·H) and 221 mm (0.92·H), respectively, by referring to Fig. 5 and had values, v=0 mm, w=7.8 mm, and x=23.9 mm referring to Fig. 1. In this case, v, w and x are within the following ranges. v : within 0-3.5 from 240 / H × v ≃ 0 w : within 4.0-9.5 from 240 / H × w ≃ 7.8 x : within 15-35 from 240 / H × x ≃ 23.9 Comparative Example 1 Tire size 10.00 R 20 Rim size 7.50 V 20 (5° flat base rim) Normal inner pressure 7.25 kg/cm 2 Carcass outermost height H 240 mm Steel radial tires for trucks and buses of the Comparative Example 1 were produced for a comparison, which were steel radial tires having the naturally equilibrium configuration when filled with normal inner pressure as shown in Fig. 3, and having values, v=4.3 mm, w=3.0 mm and x=9.3 mm with respect to its carcass line C' determined by the points I, F and G located at distances from the line RL:132 mm (0.55·H), 65.5 mm (0.27·H) and 217.5 mm (0.90·H), respectively, by referring to Fig. 7. In this case, as can be seen from the following values, the carcass lines are considerably deviated from the carcass line C according to the invention. 240 H × v ≃ 4.3 > 3.5 240 H × w ≃ 0.3 < 4.0 240 H × u ≃ 9.3 < 15 Example 2 of the invention Tire size 7.50 R 16 Rim size 6.00 GS 16 (5° flat base rim) Normal inner pressure 7.0 kg/cm 2 Carcass outermost height H 178 mm Steel radial tires for trucks and buses of the Example 2 of invention were produced for trial, which had values v=0 mm, w=3.4 mm and x=16.8 mm with respect to its carcass line C determined by the points I, F and G located at distances from the line RL:97.9 mm (0.55·H), 55.0 mm (0.31·H) and 161.0 mm (0.9·H), respectively, by referring to Fig. 5 and had values, v=0 mm, w=3.4 mm and x=16.8 mm by referring to Fig. 1. Comparative Example 2 Tire size 7.50 R 16 Rim size 6.00GS 16 (5° flat base rim) Normal inner pressure 7.0 kg/cm 2 Carcass outermost height H 178 mm Tires of the Comparative Example 2 were produced for a comparison, which were steel radial tires for trucks and buses having the naturally equilibrium configuration when filled with the normal inner pressure as shown in Fig. 3, and having values, v=4.8 mm, w=0.9 mm and x=4.8 mm with respect to its carcass line C' determined by the points I, F and G located at distances from the line RL:97.9 mm (0.55·H), 49.0 mm (0.28·H) and 150.0 mm (0.85·H), respectively, by referring to Fig. 7. Example 3 of the invention Tire size 10.00 R 20 Rim size 7.50 V 20 (5° flat base rim) Normal inner pressure 7.25 kg/cm 2 Carcass outermost height H 241.5 mm Steel radial tires for trucks and buses of the Example 3 of invention were produced for trial, which had values v=0 mm, w=7.5 mm and x=28.5 mm with respect to its carcass line C determined by the points I, F and G located at distances from the line RL:132/9 mm (0.55·H), 57.5 mm (0.24·H) and 224 mm (0.93·H), respectively, by referring to Fig. 5 and had values, d=1.5 mm, f=6.5 mm and g=1.8 mm by referring to Fig. 1. Comparative Example 3 Tire size 10.00 R 20 Rim size 7.50 V 20 (5° flat base rim) Normal inner pressure 7.25 kg/cm 2 Carcass outermost height H 241.5 mm Tires of the Comparative Example 3 were produced for a comparison, which were steel radial tires for trucks and buses having the naturally equilibrium configuration when filled with the normal inner pressure as shown in Fig. 3, and having values, v=4.5 mm, w=3.8 mm and x=3.8 mm with respect to its carcass line C' determined by the points I, F and G located at distances from the line RL:132.8 mm (0.55·H), 57.5 mm (0.24·H) and 224 mm (0.93·H), respectively, by referring to Fig. 7. Comparative tests were effected to examine the effect of the increase in tension of the belts on the durability of ends of the belts by a slip angled drum test wherein a tire arranged with a slip angle relative to a drum in contact with a tread of the tire was driven by the drum. The tires were driven at a speed of 60 km/hr with a slip angle 3° with the normal inner pressure under twice the normal load. As a result of the test, slight separations occurred when the tires of the Examples 1, 2 and 3 of the invention had run 865 km. On the other hand, separations occurred at ends of belts when the tires of the Comparative Examples 1, 2 and 3 had run 630 km, 673 km and 600 km, respectively. Moreover, these tires were tested with a drum testing machine for examining the durability at bead portions. These tires were driven at 60 km/hr with the normal inner pressure under twice the normal load. As a result of the test, slight separations occurred at ends of plies when the tires of the Examples 1 and 2 had run 19,450 km and 19,000 km, respectively, while the tires of the Example 3 had run 20,000 km without causing any failure. Separations occurred when the tires of the Comparative Examples 1, 2 and 3 had run 14,500 km, 15,700 km and 15,000 km. Example 4 of the invention Tire size 11/70 R 22.5 Rim size 8.25 × 22.5 (15° drop center rim) Normal inner pressure 8.0 kg/cm 2 Carcass outermost height H 167.5 mm Steel radial tires for trucks and buses of the Example 4 of invention were produced for trial, which had values v=2.5 mm, w=3.0 mm and x=15.4 mm with respect to its carcass line C determined by the points I, F and G located at distances from the line RL:92.1 mm (0.55·H), 44.3 mm (0.26·H) and 146 mm (0.87·H), respectively, by referring to Fig. 6 and had values, d=1.1 mm, f=4.2 mm, g=1.7 mm, h=13.2 mm, c=41 mm and HE=19 mm by referring to Fig. 2. In this case, v, w and x are within the following ranges. v : within 0-5.0 from 210 / H × v ≃ 3.13 w : within 2.0-8.0 from 210 / H × w ≃ 3.76 x : within 6.0-30.0 from 210 / H × x ≃ 19.3 Comparative Example 4 Tire size 11/70 R 22.5 Rim size 8.25 × 22.5 (15° drop center rim) Normal inner pressure 8.0 kg/cm 2 Carcass outermost height H 166.0 mm Tires of the Comparative Example 4 were produced for a comparison, which were steel radial tires for trucks and buses having the naturally equilibrium configuration when filled with the normal inner pressure as shown in Fig. 4, and having values, v=6.3 mm, w=1.2 mm and x=2.5 mm with respect to its carcass line C' determined by the points I, F and G located at distances from the line RL:91.3 mm (0.55·H), 44.0 mm (0.27·H) and 146.4 mm (0.88·H), respectively, by referring to Fig. 8. In this case, the carcass lines are considerably deviated from the carcass line C according to the invention. 210 H × v ≃ 8.0 > 5.0 210 H × w ≃ 1.5 > 2.0 210 H × x ≃ 3.5 > 6.0 Example 5 of the invention Tire size 285/75 R 24.5 Rim size 8.25 × 24.5 (15° drop center rim) Normal inner pressure 7.7 kg/cm 2 Carcass outermost height H 183 mm Steel radial tires for trucks and buses of the Example 5 of the invention were produced for trial, which had values v=2.0 mm, w=3.7 mm and x=18.0 mm with respect to its carcass line C determined by the points I, F and G located at distances from the line RL:100.7 mm (0.55·H), 49.41 mm (0.27·H) and 66.5 mm (0.91·H), respectively, by referring to Fig. 6 and had values, d=2.5 mm, f=8.0 mm, and g=1.8 mm by referring to Fig. 2. Comparative Example 5 Tire size 285/75 R 24.5 Rim size 8.25 × 24.5 (15° drop center rim) Normal inner pressure 7.7 kg/cm 2 Carcass outermost height H 183 mm Tires of the Comparative Example 5 were produced for a comparison, which were steel radial tires for trucks and buses having the naturally equilibrium configuration when filled with the normal inner pressure as shown in Fig. 4, and having values, v=5.0 mm, w=0.8 mm and x=4.0 mm with respect to its carcass line C' determined by the points I, F and G located at distances from the line RL:100.7 mm (0.55·H), 49.0 mm (0.27·H) and 166.8 mm (0.91·H), respectively, by referring to Fig. 8. Example 6 of the invention Tire size 11 R 22.5 Rim size 8.25 × 22.5 (15° drop center rim) Normal inner pressure 7.0 kg/cm 2 Carcass outermost distance H 210 mm Steel radial tires for trucks and buses of the Example 6 of the invention were produced for trial, which had values v=2.9 mm, w=3.8 mm and x=16.7 mm with respect to its carcass line C determined by the points I, F and G located at distances from the line RL:115.5 mm (0.55·H), 54.5 mm (0.26·H) and 181.0 mm (0.86·H), respectively, by referring to Fig. 6 and had values, d=1.2 mm, f=6.3 mm, and g=1.7 mm by referring to Fig. 2. Comparative Example 6 Tire size 11 R 22.5 Rim size 8.25 × 22.5 (15° drop center rim) Normal inner pressure 7.0 kg/cm 2 Carcass outermost height H 210 mm Tires of the Comparative Example 6 were produced for a comparison, which were steel radial tires for trucks and buses having the naturally equilibrium configuration when filled with the normal inner pressure as shown in Fig. 4, and having values, v=5.8 mm, w=1.2 mm and x=5.0 mm with respect to its carcass line C' determined by the points I, F and G located at distances from the line RL:115.5 mm (0.55·H), 154.5 mm (0.26·H) and 180.7 mm (0.86·H), respectively, by referring to Fig. 8. Comparative tests were effected to examine the effect of the increase in tension of the belts on the durability of ends of the belts by the slip angled drum test as above described. The tires were driven at a speed of 60 km/hr with a slip angle 3° with the normal inner pressure under twice the normal load. A a result of the test, slight separations occurred at the ends of the belts when the tires of the Examples 4, 5 and 6 had run 803 km, 815 km and 833 km, respectively. On the other hand, separations occurred at the ends of belts when the tires of the Comparative Examples 4, 5 and 6 had run 605 km, 645 km and 592 km, respectively. Moreover, these tires were tested with the drum testing machine for examining the durability at bead portions. These tires were driven at 60 km/hr with the normal inner pressure under twice the normal load. As a result of the test, slight separations occurred at ends of plies when the tires of the Examples 4, 5 and 6 had run 18,500 km, 19,200 km and 20,000 km, respectively. Separations occurred when the tires of the Comparative Examples 4, 5 and 6 had run 13,200 km, 16,500 km and 15,900 km. As can be seen from the above explanation, the heavy duty radial tire according to the invention has considerably improved durability at the bead portions and ends of the belt.

Claims: A heavy duty radial tire including at least one radial carcass extending from one bead portion to the other bead portion and comprising inextensible cords and a belt arranged outwardly of the radial carcass for reinforcing the tread of the tire, wherein said tire has an outer profile in radial cross-section which when the tire is mounted on an approved rim whose width is not wider than that of a design rim and under no load condition, said rim having a bead seat engaging said bead portions of the tire, said bead seat being inclined at an angle of 5° relative to a rotational axis of the tire, and the tire is being filled from 5% to 100% of a normal inner pressure, comprises a first profile portion (5) which expands radially outwardly in a tread zone from one end (4) of said tread through a crown center (3) to the other end of said tread, a second profile portion (7) which depresses axially inwardly of the tire at least in a part of a radially outer zone of a sidewall from said one end (4) of said tread to a tire maximum width position (6) when filled with the normal inner pressure, and a third profile portion (9) which expands axially outwardly of the tire in a radially inner zone of said sidewall from said tire maximum width position (6) when filled with the normal inner pressure to a parting point (8) of the sidewall from said rim, and wherein the tire has a carcass profile in the radial cross-section of the tire which when the tire is mounted on the rim and filled with an inner pressure of 5% of the normal inner pressure and under no load condition is a composite curve smoothly passing through points F, A and G, where the point A is a point of contact of a carcass line C of the carcass profile with a tangent mm' in a radial direction to the carcass line C at the carcass line maximum width position (6) and the points F and G are intersections of the carcass line C and a perpendicular ℓℓ' to a bead base line RL which is defined with a specified rim diameter, said perpendicular ℓℓ' being spaced apart axially outwardly from an equatorial plane M of the tire by a distance of 0. 5 times a rim width (W) corresponding to a distance between flanges of the rim, characterized in that i) 0 < 240/H times v < 3. 5 ii) 4.0 < 240/H times w < 9.5 iii) 15 < 240/H times x < 35 where v is a maximum distance by which the carcass line C is spaced outwardly of a segment of a line FI connecting points F and I in the radial inner zone of the sidewall, where the point I is an intersection of the tangent mm' and a straight line jj' which is parallel with the rotational axis of the tire and spaced from the bead base line RL by a distance LH of 0.55 times H, where H is the maximum height of the carcass line C from the bead base line RL; where w is a maximum distance by which the carcass line C is spaced outwardly of an arc GI passing through the point G and contacting the tangent mm' at the point I in the radial outer zone of the sidewall; and where x is a distance by which the point I is located from the point A in a direction radially inwards of point A. A heavy duty radial tire including at least one radial carcass extending from one bead portion to the other bead portion and comprising inextensible cords and a belt arranged outwardly of the radial carcass for reinforcing the tread of the tire, wherein said tire has an outer profile in radial cross-section which when the tire is mounted on an approved rim whose width is not wider than that of a design rim and under no load condition, said rim having a bead seat engaging said bead portions of said tire, said bead seat being inclined at an angle of 15° relative to a rotational axis of the tire, and the tire is being filled from 5% to 100% of a normal inner pressure, comprises a first profile portion (5) which expands radially outwardly in a tread zone from one end (4) of said tread through a crown center (3) to the other end of said tread, a second profile portion (7) which depresses axially inwardly of the tire at least in a part of a radially outer zone of a sidewall from said one end (4) of said tread to a tire maximum width position (6) when filled with the normal inner pressure, and a third profile portion (9) which expands axially outwardly of the tire in a radially inner zone of said sidewall from said tire maximum width position (6) when filled with the normal inner pressure to a parting point (8) of the sidewall from said rim, and wherein the tire has a carcass profile in the radial cross-section of the tire which when the tire is mounted on the rim and filled with an inner pressure of 5% of the normal inner pressure and under no load condition is a composite curve smoothly passing through points F, A and G, where the point A is a point of contact of a carcass line C of the carcass profile with a tangent mm' in a radial direction to the carcass line C at the carcass line maximum width position (6) and the points F and G are intersections of the carcass line C and a perpendicular ℓℓ' to a bead base line RL which is defined with a specified rim diameter, said perpendicular ℓℓ' being spaced apart axially outwardly from an equatorial plane M of the tire by a distance of 0.5 5 times a rim width (W) corresponding to a distance between flanges of the rim, characterized in that i) 0 < 210/H times v < 5. 0 ii) 2.0 < 210/H times w < 8.0 iii) 6.0 < 210/H times x < 30. 0 where v is a maximum distance by which the carcass line C is spaced outwardly of a segment of a line FI connecting points F and I in the radial inner zone of one sidewall, where the point I is an intersection of the tangent mm' and a straight line jj' which is parallel with the rotational axis of the tire and spaced from the bead base line RL by a distance LH of 0. 55 times H, where H is the maximum height of the carcass line C from the bead base line RL; where w is a maximum distance by which the carcass line C is spaced outwardly of an arc GI passing through the point G and contacting the tangent mm' at the point I in the radial outer zone of the sidewall; and where x is a distance by which the point I is located from the point A in a direction radially inwards of point A. A tire as claimed in claim 1 or 2, characterized in that a radially outwardly extended distance (g) in the tread zone of the tire during filling the inner pressure from 5% to 100% of the normal inner pressure is 0.5-4.0 mm. A tire as claimed in any of claims 1 to 3, characterized in that the expansion all over the tread serves to increase tension in axial ends of the belt having a maximum width among belts forming layers. A tire as claimed in any of claims 1 to 4, characterized in that an axially inwardly depressed distance d in the radially outer zone of the sidewall is 0. 5-4 mm. A tire as claimed in any of claims 1 to 5, characterized in that an axially outwardly expanded distance f in the radially inner zone of the sidewall is 3-12 mm. A tire as claimed in any of claims 1 to 6, characterized in that the carcass configuration in the radially inner zone of the sidewall between a bottom end n of a perpendicular from the tire maximum width position to the carcass line and a bottom end n' of a perpendicular from a parting point of a tire surface from a flange of the rim to the carcass line is either a straight line or a curved line having a center of curvature inside the tire when filled with 5% of the normal inner pressure. A tire as claimed in any of claims 1 to 7, characterized in that the distance HE of the end of the carcass ply is 10-35% of the tire maximum height SH from the bead base line when filled with the normal inner pressure. A tire as claimed in any of claims 1 to 8, characterized in that the carcass line of the tire mounted on the rim and filled with the inner pressure 5% of the normal line pressure is located in the tread portion inside the carcass line of the equilibrium configuration, and the carcass line in the radially outer zone of the sidewall has a larger curvature than that of the carcass line of the natural equilibrium configuration and located outside the carcass line of the equilibrium configuration, and in that the carcass line from the radially inward zone of the sidewall to the bead portion is located considerably inside the carcass line of the equilibrium configuration .

Inventors: KADOTA KUNINOBU, KOSEKI HIROYUKI, SATO KIYOSHI, SHIMADA TATSURO, KADOTA, KUNINOBU, KOSEKI, HIROYUKI, SATO, KIYOSHI, SHIMADA, TATSURO, KADOTA, KUNINOBU,C/O BRIDGESTONE CORP.
Applicants: BRIDGESTONE CORP, BRIDGESTONE CORPORATION
Application year: 1987
Main classification: B60C3
IPC codes: B60C3