Pneumatic radial tyre

Abstract: A pneumatic radial tyre comprising a tread portion (2), a pair of axially spaced bead portions (4) with a bead core (5) therein, a pair of sidewall portions (3) therebetween, a carcass (6) comprising an outer ply (6B) and an inner ply (6A), characterised in that the outer ply (6B) comprises a main portion extending continuously from the axially inside of one of the bead cores to the axially inside of the other bead core through the sidewall portions and tread portion of the tyre, and a pair of turnup portions (6B2) each turned up around each of the bead cores (5) from the axially inside to outside of the tyre, the inner ply (6A) is disposed inside and adjacent to said main portion and extends at least from the tread portion (2) to the bead portions (4) through the sidewall portions (3), the inner ply (6A) having radial inner ends (6Ae) not wrapped around the bead cores, a belt (7) disposed radially outside the carcass (6) and inside the tread portion (2), the belt comprising at least one ply of cords laid at an angle of from 0 to 35 degrees with respect to the circumferential direction of the tyre, a rubber bead apex (8) disposed between the main portion and each turnup portion of the carcass and extending radially outwardly from each of the bead cores (5), and the radially inner end (6Ae) of the inner carcass ply (6A) being disposed radially inwards of the radial outer end of the rubber bead apex (8).

Description: The present invention relates to a pneumatic radial tyre having an improved carcass structure. In high performance tyres for passenger cars, a so called 2-0 carcass structure shown in Fig.5 is usually and conventionally used. In this structure, the carcass (A) consists of two carcass plies B1 and B2, each turned up around a bead core C from the axially inside to the outside of the tyre. Further, a so called 1-1 carcass structure shown in Fig.6 is also used. In this structure, the carcass (A) consists of an inner carcass ply B1 turned up around a bead core C from the axially inside to the outside, and an outer carcass ply B2 wrapped around the bead core C from the axially outside towards the inside to cover the turnup portion of the inner carcass ply B1. The above-mentioned 2-0 carcass structure provides sufficient vertical and lateral stiffness for the tyre, but due to its relatively large turn up height D, tyre weight is inevitably increased. On the other hand, in the 1-1 carcass structure, the tyre weight can be decreased by eliminating a turned up portion from the outer carcass ply. However, to make such a tyre, further steps are required to wrap the outer carcass ply inwards in addition to the steps of turning up of the inner carcass ply outwards. Therefore, production efficiency is lower than the former carcass structure. A carcass structure capable of solving those problems has been proposed. In this structure, as shown in Fig.7, an inner carcass ply B1 is turned up around a bead core C from the axially inside to the outside, but the outer carcass ply B2 is not turned up around the bead core and in fact terminates between the main portion of the inner carcass ply B1 and the axially inner surface of a bead apex E. In this structure, when making the carcass (A) on a former (F) or shaping drum by laminating together raw carcass plies B1 and B2 as shown in Fig.8 (A), the end (be) of the outer carcass ply B2 is liable to form a space (G) filled with air as shown in Fig. 7. Further, since the length (L) of the bent part (b) of the outer carcass ply B2 is too small, a separation (i1) of the bent part (b) from the inner carcass ply B1 is liable to occur due to its spring back. Furthermore, as shown in Fig.8 (B), when the edge of the inner carcass ply B1 is turned up around the bead core C, the above-mentioned bent part (b) is liable to crease (part i2) between the inner carcass ply and the bead core C or bead apex E. Those problems not only lower the tyre production efficiency but also deteriorate bead durability and the tyre uniformity, such as radial force variation (RFV), lateral force variation (LFV), conicity (CON) and the like. A carcass structure according to the preamble of claim 1 is known from FR-A-1404543 wherein it is disclosed for the prevention of inward sliding of the tyre beads off their seats on the wheelrim under low inflation. It is therefore, an object of the present invention to provide a pneumatic radial tyre, in which the bead durability, tyre uniformity and production efficiency can be improved without increasing the tyre weight. According to one aspect of the present invention, a pneumatic radial tyre comprises a tread portion, a pair of axially spaced bead portions with a bead core therein, a pair of sidewall portions therebetween, a carcass comprising an outer ply and an inner ply, the outer ply comprising a main portion extending continuously from the axially inside of one of the bead cores to the axially inside of the other bead core through the sidewall portions and tread portion of the tyre, and a pair of turnup portions each turned up around each of the bead cores from the axially inside to outside of the tyre, the inner ply is disposed inside and adjacent to said main portion and extends at least from the tread portion to the bead portions through the sidewall portions, the inner ply having radial inner ends not wrapped around the bead cores, characterised by a belt disposed radially outside the carcass and inside the tread portion, the inner carcass ply consists of a pair of axially spaced pieces the space between which is located under the tread portion, the axial inner edges of the pieces being disposed axially inwards of the edges of the belt, the belt comprising at least one ply of cords laid at an angle of from 0 to 35 degrees with respect to the circumferential direction of the tyre, a rubber bead apex disposed between the main portion and each turnup portion of the carcass and extending radially outwardly from each of the bead cores, and the radially inner end of the inner carcass ply being disposed radially inwards of the radial outer end of the rubber bead apex. Therefore, as the radially inner end of the inner carcass ply terminates radially outward of the inner end of the bead core, without being turned up around the bead core, the width of the inner carcass ply is greatly decreased. The outer carcass ply is turned up around the bead core, passing through the minimum path. Therefore, when compared with the above-mentioned proposed structure shown in Fig.7 in which the inner carcass ply B1 extends across the end (be) of the outer carcass ply B2, the ply width is further decreased by a length corresponding to the length L1 of the crossing part. Accordingly, a further weight reduction is realised. When making the carcass, it becomes possible to take the end of the inner carcass ply to the surface, without being covered. As a result, the occurrence of the air filled space at the ply end is easily avoided by for example rubberising. As the outer carcass ply is wider than the inner carcass ply, the inner carcass ply is prevented from creasing during shaping the carcass. Further, the bent part of the inner carcass ply causes spring back towards the outer carcass ply during shaping, whereby ply separation can be prevented. Therefore, a pneumatic radial tyre according to the present invention is improved in uniformity, bead durability and production efficiency with reduced tyre weight. Embodiments of the present invention will now be explained according to drawings, in which: Fig.1 is a cross sectional view of a tyre illustrating certain aspects of the present invention; Fig.2 is a cross sectional view of an embodiment of the present invention; Fig.3 is a cross sectional view of the bead portion showing an example of the chafer; Fig.4 is a cross sectional view of the bead portion showing another example of the chafer; Figs.5-7 are cross sectional views, each showing a prior art; Figs.8 (A) and (B) are schematic cross sectional views explaining the problems in the carcass structure of Fig.7 arising from the conventional making method; Fig.9 is a schematic cross sectional view explaining that the carcass according to the present invention can solve the problems in the same making method; and Figs.10 and 11 are cross sectional views showing the carcass structures used in comparison tests. In the drawings, a tyre 1 according to the present invention is mounted on its standard rim J and inflated to its standard inner pressure specified by, for example JATMA (Japan), TRA (USA), ETRTO (Europe) or the like. Each embodiment is a passenger radial tyre having a low aspect ratio H/W (the ratio of the tyre section height H to width W) of not more than 0.80, for example about 0.60. The tyre 1 comprises a tread portion 2, a pair of axially spaced bead portions 4 each with a bead core 5 therein, and a pair of sidewall portions 3 extending between the tread edges and the bead portions. The tyre 1 is provided with a carcass 6 extending between the bead portions 4, and a belt 7 disposed radially outside the carcass 6 and inside the tread portion 2. The belt 7 comprises at least one ply of metal (steel) fibre cords or organic fibre cords, e.g. nylon, polyester, rayon, aromatic polyamide or the like, which are laid at an angle range of from 0 to 35 degrees, preferably 10 to 30 degrees, with respect to the tyre equator C. The maximum width BW of the belt 7 is preferably in the range of 0.8 to 1.2 times the tread width. In the tyres shown in Figs.1 and 2, the belt 7 consists of an inner ply 7A and an outer ply 7B disposed in different directions so that the belt cords of one ply cross the belt cords of the other ply. The axial width of the inner belt ply 7A is larger than that of the outer belt ply 7B, and accordingly defines the maximum width BW of the belt 7. In the tyres, a band 10 is further disposed radially outside the belt 7 to cover at least axial outer edges of the belt 7 to thereby prevent the belt 7 from being lifted during high speed running. The band 10 in this example comprises a pair of narrow-width plies 10B each disposed on the radially outside of the belt 7 to cover each belt edge, and a full-width ply 10A disposed thereon to cover all over the width of the belt 7. For example, the ply 10A and plies 10B are formed by spirally winding cords, e.g. a nylon cord having a diameter being smaller than that of the belt cords, at an angle of 0 to 5 degrees with respect to the tyre equator C. The above-mentioned carcass 6 consists of an inner carcass ply 6A, 6C and an outer carcass ply 6B. Each of the carcass plies is made of organic fibre cords, e.g. nylon, polyester, rayon, aromatic polyamide and the like, arranged at an angle of 70 to 90 degrees with respect to the tyre equator C. The outer carcass ply 6B extends between the bead portions 4 and turned up around the bead core 5 in each bead portion from the axially inside to outside of the tyre, thereby having a main portion 6B1 extending continuously from the axially inside of one of the bead cores 5 to the axially inside of the other bead core 5, and a pair of turnup portions 6B2 each extending from the axially outside of each bead core 5. Between the main portion 6B1 and turnup portion 6B2 in each of the bead portions 4, a bead apex 8 made of a rubber compound being harder than a sidewall rubber 15 defining the outside of the sidewall portion 3, and having for example a JIS A hardness of is 64 to 80 degrees is disposed. The bead apex tapers and extends radially outwardly from the radially outside of the bead core 5 through a region between the main portion 6B1 and turnup portion 6B2 so as to increase the lateral stiffness of the tyre in co-operation with the turnup portions 6B2. The radially outer end 8e of the bead apex 8 is disposed radially outward of both the radially outer end of the turnup portion 6B2 and the radially outer edge of the flange of the rim J. The above-mentioned inner carcass ply 6A, 6C is disposed adjacent to the inside of the main portion 6B1 and extends at least from the tread portion 2 to the bead portions 4 through the sidewall portions 3. In Fig.1, the inner carcass ply 6A extends continuously from one of the bead portions 4 to the other bead portion 4 to have a toroidal shape. In Fig.2, the inner carcass ply 6C is not continuous and it is composed of a pair of axially spaced pieces 6Cs with the space N located in the tread portion 2. The inner carcass ply 6A, 6C is not turned up around the bead core 5 in each bead portion 4, and the radially inner end thereof is disposed radially outward of the radially inner end 5e of the bead core 5. The radial distance Hb between the end 6Ae, 6Ce of the inner carcass ply and the end 5e of the bead core 5 is less than the radial distance Ha between the radially outer end 8e of the bead apex 8 and the end 5e of the bead core 5. In the tyres shown in Figs.1 and 2, the distance Hb is not more than 20 mm, and the difference Ha-Hb of the distance Ha from the distance Hb is not less than 5 mm. If the distance Hb is not less than the distance Ha, the rigidity of the sidewall portion 3 excessively decreases, and a required manoeuvrability can not be maintained. Further, as the end 6Ae, 6Ce locates in a part which is bent mostly during running, the carcass cord edge looseness is liable to occur near the end 6Ae, 6Ce. If the difference Ha-Hb is less than 5 mm, as the end 6Ae, 6Ce is near the outer end 8e of the bead apex, the stress when bent concentrates near the end 6Ae, 6Ce and the upper end 8e of the bead apex and a damage is liable to occur. If the distance Hb is more than 20 mm, as the end 6Ae, 6ce locates in a part of which deflection is largest when bent, the edge looseness is liable to occur at the end 6Ae, 6Ce. Accordingly, the distance Hb is preferably not more than 10 mm. In the present invention, therefore, the end of the inner carcass ply is not interposed between the outer carcass ply and the bead apex, and thereby it becomes possible to take the inner carcass ply end to the inner surface of the tyre at the time of making the tyre as shown in Fig.9. Accordingly, any air filled space in the prior art structure is completely avoided, and further the outer carcass ply 6B can be turned up around the bead cores 5 through the shortest path, which helps to decrease the tyre weight. Further, the spring back of the inner carcass ply occurs towards the outer carcass ply, which prevents the occurrence of a ply separation failure, and the tyre uniformity and bead durability can be improved as mentioned above. In the inner carcass ply 6C shown in Fig.2, the axial inner edge 6Ct of each of the pieces 6Cs is disposed axially inward of the edge of the belt 7 by a certain distance SW. In this example, as a region N in which the inner carcass ply 6C does not exist is provided radially inside the belt 7, the tyre weight can be greatly reduced corresponding to the width NW of this region. If such region N is formed, the steering stability and durability are hardly deteriorated because the tyre 1 is already provided with a sufficient rigidity by the belt plies 7A and 7B and the outer carcass ply. The above-mentioned distance SW(=BW'-NW) measured axially inwardly form the edge of the belt 7 to the edge 6Ct of the piece 6Cs is not less than 5 mm, preferably not less than 10 mm. If the distance SW is less than 5 mm, as the edge 6Ct locates near the belt edge, a stress concentrates on this part and damages such as ply separation and the like are liable to be caused. Further, this part is decreased in the rigidity, and the steering stability is deteriorated. If the edge 6Ct is located axially outward of the belt edge, the rigidity between the edge 6Ct and the belt edge becomes very small, and a stress concentration and damage are liable to occur in this part. For the tyre weight reduction and tyre durability, the distance SW is preferably about 10 mm. As the outer carcass ply is wider than the inner carcass ply, the inner ply is prevented from being crease at the time of shaping the carcass. Further, the edge part of the inner carcass ply which is bent by the former as shown in Fig.9 causes spring back towards the outer carcass ply, and the ply separation can be controlled. In the tyres shown in Figs.1 and 2, each bead portion 4 is provided with a chafer 12 for protecting the end 6Ae, 6Ce. The chafer 12 is wrapped around the bead cores 5 to have a U-shaped cross-sectional shape and comprises an axially inner portion 13A extending radially outwardly to cover the end 6Ae, 6Ce and an axially outer portion 13B extending radially outwardly in contact with the axially outer surface of the turnup portions 6b of the outer carcass ply 6B. Fig.3 shows an example of the chafer 12, which is made of organic fibre cords, e.g. nylon, polyester, rayon, aromatic polyamide and the like. The chafer 12A in this example consists of one ply of nylon cords. The diameter thereof is preferably not more than 0.5 times the diameter of the carcass cords. Fig.4 shows another example of the chafer 12, which is made of only hard rubber compound. The JIS A hardness thereof is 64 to 74 degrees, preferably 66 to 72 degrees. To control the edge looseness at the end 6Ae, 6Ce, the thickness (t) of the inner portion 13A is preferably in the range of from 1 to 4 mm. If the thickness (t) is less than 1 mm, the effect to control the edge looseness is insufficient. If it exceeds 4 mm, the weight is liable to increase undesirable. The axially inner portion 13A overlaps with the inner carcass ply 6. The overlap K in the radial direction is preferably in the range of from 5 to 20 mm. Accordingly, the distance Hd of the outer end of the axially inner portion 13A from the inner end 5e of the bead core is in the range of from 5 to 40 mm. As the axially inner portion 13A cover the end 6Ae, 6Ce, the edge looseness at the end 6Ae, 6Ce is effectively prevented. The axially outer portion 13B preferably terminates on the axially outside of the bead apex 8, for mitigating the stress concentration. The distance He of the outer end of the axially outer portion 13B from the inner end 5e of the bead core is less than the distance Ha of the outer end of the bead apex. Working Examples According to the specifications given in Tables 1-3, 215/60R16 passenger tyres were made and tested for ride comfort, steering stability, noise, durability, tyre production efficiency, tyre weight, radial force variation RFV, lateral force variation LFV, and conicity CON. The test results are also indicated in the same Tables. Ride comfort and Steering stability test Running a 3000cc FR car on a dry asphalt road, these performances of each test tyre were evaluated on the basis of ten ranks by the driver's feeling. The higher the rank, the better the performance. The inner pressure was 2.1 kgf/sq.cm, and the rim size was 6.5JJX16. Noise test Running the same car as in the above-mentioned test on a rough asphalt road at a constant speed of 50 km/h, the noise was measured in the car using microphones set at a position (Front) of the left ear of the driver and a position (Rear) of the centre of the rear seat at the same height as the ear. Durability test After each test tyre had been run on a drum for 50000 km distance under the following conditions, the tyre was inspected to see whether it was damaged or not. Inner pressure 1.9 kgf/sq.cm Tyre load 800 kg Rim size 6.5JJX16 Running speed 80 km/h Drum diameter 0.9 m The symbols used in the tables are as follows: ○ The tyre ran the whole distance of 50000 km. There was no abnormality externally or internally. ▵1 The tyre ran the whole distance of 50000 km. There was no abnormality externally, but edge looseness occurred at the end. ▵2 The tyre ran the whole distance of 50000 km. Swelling was found externally, and a ply looseness starting from an edge looseness was found at the end. ▵6 The tyre ran the whole distance of 50000 km. There was no abnormality externally, but a belt edge looseness was found. X1 The tyre ran only 39000 km. A damage was found externally due to ply edge looseness, and air leakage occurred. X2 The tyre ran only 31000 km. A damage was found externally due to ply edge looseness, and air leakage occurred. X3 The tyre ran only 23000 km. A damage was found externally due to ply edge looseness, and air leakage occurred. X4 The tyre ran only 30000 km. A damage was found externally due to ply edge looseness, and air leakage occurred. X5 The tyre ran only 35000 km. A damage was found externally due to ply edge looseness, and air leakage occurred. X6 The tyre ran only 21000 km. A damage was found externally due to belt edge looseness, and air leakage occurred. X7 The tyre ran 23000 km. A damage was found externally due to belt edge looseness, and air leakage occurred. Tyre production efficiency test The test tyres were compared with each other in respect of the time required to make the carcass. The symbols used in the tables are as follows: ○ Excellent. ▵3 Inferior. Swelling due to the occurrence of air filled space was found in the bead portion. The fraction defective was 31 % (5/16). ▵4 Inferior. Swelling due to the occurrence of air filled space was found in the bead portion. The fraction defective was 38 % (6/16). Tyre uniformity test RFV, LFV and CON were measured according to the JASO-C607 procedure. The results are shown in the tables using the mean value for sixteen tyres. The smaller the value, the better the uniformity. From the tests, it was confirmed that the pneumatic radial tyres according to the present invention can be improved in the bead durability and production efficiency, with reducing the tyre weight. The present invention is suitably applied to a high-speed tyre for four-wheel vehicles such as sport type passenger cars.

Claims: A pneumatic radial tyre comprising a tread portion (2), a pair of axially spaced bead portions (4) with a bead core (5) therein, a pair of sidewall portions (3) therebetween, a carcass (6) comprising an outer ply (6B) and an inner ply (6C), the outer ply (6B) comprising a main portion extending continuously from the axially inside of one of the bead cores to the axially inside of the other bead core through the sidewall portions and tread portion of the tyre, and a pair of turnup portions (6B2) each turned up around each of the bead cores (5) from the axially inside to outside of the tyre, the inner ply is disposed inside and adjacent to said main portion and extends at least from the tread portion (2) to the bead portions (4) through the sidewall portions (3), the inner ply (6c) having radial inner ends (6Ce) not wrapped around the bead cores, characterised by a belt (7) disposed radially outside the carcass (6) and inside the tread portion (2), the inner carcass ply (6c) consisting of a pair of axially spaced pieces the space between which is located under the tread portion (2), the axial inner edges of the pieces being disposed axially inwards of the edges of the belt, the belt comprising at least one ply of cords laid at an angle of from 0 to 35 degrees with respect to the circumferential direction of the tyre, a rubber bead apex (8) disposed between the main portion and each turnup portion of the carcass and extending radially outwardly from each of the bead cores (5), and the radially inner end (6Ce) of the inner carcass ply (6c) being disposed radially inwards of the radial outer end of the rubber bead apex (8). A pneumatic radial tyre according to claim 1, characterised in that the inner carcass ply pieces (6c) have axially inner edges disposed axially inwards of the edges of the belt by a distance (SW) of not less than 10 mm.

Inventors: MINAMI NOBUAKI, SUZUKI KAZUYA, MINAMI, NOBUAKI, SUZUKI, KAZUYA
Applicants: SUMITOMO RUBBER IND, SUMITOMO RUBBER INDUSTRIES LIMITED
Application year: 1995
Main classification: B60C15
IPC codes: B60C9, B60C15