Pneumatic radial tires

Abstract: A pneumatic radial tire, particularly a large-size and low-section profile pneumatic radial tire for trucks and buses, develops improved bead portion durability by providing a stiffener (7) disposed between a main body portion (5a) and a turnup portion (5b) of a carcass (5) as a one-piece molded body of two or more rubber compositions having different hardnesses, in which a rubber composition (7-1) having a highest hardness is arranged near to the main body portion (5a) of the carcass (5) at least at the side of the tread portion (3) as a deformation-isolating rubber member having a greatest thickness (Tmax) at a position separated from a line (Lv) drawn from an end (5bE) of the turnup portion (5b) toward an outer surface of the carcass main body portion (5a) in the tire section, and a rubber composition (7-2) having a lower hardness is arranged along an inner surface of the turnup portion (5b).

Description: This invention relates to a pneumatic radial tire, and in particular to a pneumatic radial tire of the type comprising a radial carcass of a rubberized cord ply extending between a pair of bead cores embedded in a pair of bead portions for reinforcing a pair of sidewall portions and a tread portion, in which the carcass is comprised of a main body portion reinforcing the above portions and a turnup portion wound around the bead core from the inside toward the outside thereof, and a stiffener arranged between the main body portion and the turnup portion of the carcass and taperingly extending from the bead core toward the tread portion along the main body portion of the carcass, and more particularly to a pneumatic radial tire capable of developing an excellent bead portion durability for use in heavy duty vehicles such as trucks and buses. In a pneumatic radial tire running under loading, the sidewall portion is largely deflected at a position corresponding to the ground contact area, while there is created so-called falling phenomenon of the bead portion in which the bead portion located outward from a rim flange in a radial direction of the tire is fallen down outside the tire. Based on such a phenomenon, a large compression strain is applied to an end part of the carcass turnup portion existing inside the bead portion, or occasionally inside the sidewall portion near to the bead portion. On the other hand, the movement of each tire constituting member along approximately a periphery of the tire is created in a region ranging from the bead portion to the sidewall portion at a position corresponding to stepping-in and kicking-out zones of the tread portion with respect to its ground contact area. Based on this movement, a shearing strain is also applied to the turnup portion. The shearing strain and the compression strain are repeatedly applied to the end part of the turnup portion during the running of the tire to promote fatigue of rubber and finally rubber cracking is apt to be caused along the end part of the turnup portion. Once rubber cracking is caused, it brings about the occurrence of separation failure as the running distance of the tire becomes longer. Such a disadvantage of the bead portion seldom occurs in pneumatic radial tires for passenger cars used under a relatively small load, but is frequently caused in large-size pneumatic radial tires for heavy duty vehicles such as trucks and buses used under a large load. Therefore, this disadvantage occurring in large-size pneumatic radial tires becomes a great problem for users and it is strongly demanded to overcome this problem. In such large-size pneumatic radial tires, there are known two countermeasures for overcoming the problem of separation failure at the turnup portion of the carcass as mentioned later. In a first countermeasure, as shown by a partially sectional view of a tire from a bead portion 1 to a sidewall portion 2 in Fig. 11 of the accompanying drawings, a bead portion reinforcing cord layer 8 is arranged so as to have an end inward from an end of a turnup portion 5b of a carcass 5 wound around a bead core 4 in the radial direction and to extend along an outer surface of the turnup portion 5b up to an inner surface of a main body portion 5a of the carcass 5, while an end of the reinforcing cord layer 8 located adjacent the main body portion 5a of the carcass is located outward from the end of the turnup portion 5b in the radial direction. In this case, steel cords are used in the reinforcing cord layer 8. Moreover, numeral 7A is a bead portion reinforcing rubber called a stiffener. A second countermeasure is an improvement which is usually used in practice. In this countermeasure, as shown in Fig. 12 of the accompanying drawings, a stiffener 7A taperingly extending along the main body portion 5a of the carcass outward in the radial direction is disposed between the main body portion 5a and the turnup portion 5b of the carcass and is comprised of a hard rubber stiffener segment 7A-1 arranged along the side of the carcass main body portion inward in the radial direction and having substantially a triangular shape in section, and a soft rubber stiffener segment 7A-2 arranged along an inside surface of the carcass turnup portion 5b outward in the radial direction, in which a Shore A hardness of the soft rubber stiffener segment 7A-2 is not more than 55° and the volume ratio of the segment 7A-2 occupied in the stiffener 7A is not less than 10%, while the volume of the hard rubber stiffener segment 7A-1 (sectional area in the illustrated embodiment) is increased as far as possible. Moreover, steel cords are used in the bead portion reinforcing cord layer 8. In these countermeasures for overcoming the problem of separation failure at the carcass turnup portion in a large-size pneumatic radial tire, the above first countermeasure effectively utilizes a tension produced at the side of the main body portion 5a of the carcass 5 from the bead portion 1 to the sidewall portion 2 during the running of the tire under heavy load to increase the tensile rigidity and also increases the compression rigidity through the arrangement of the reinforcing cord layer 8 with respect to the falling phenomenon at the side of the turnup portion 5b, so that it has an effect of controlling the falling phenomenon based on these increased rigidities. The second countermeasure is recognized to have an effect of mitigating the compression strain applied to the end part of the carcass turnup portion 5b, so that it can be said to be an effective means. To this end, the separation failure in the bead portion 1 is improved by using the first and second countermeasures together as compared with the conventional tire. However, the above countermeasures of improving the bead portion durability can not sufficiently develop the aforementioned effects under present circumstances, because new large-size radial tires having a more extended service life are manufactured and it is strongly demanded to further increase the recapping (retreading) number and the recapping ratio and the propagation ratio of low-section profile, large-size radial tires. Therefore, at present the durability of the bead portion is still a serious problem in low-section profile large-size radial tires (for trucks and buses) having an aspect ratio of not more than 80, particularly not more than 70. As a result of various further studies, it has been found that in addition to the compression strain acting on the carcass turnup portion, torsional deformation force is created by the belt between a deformation starting region and a restoration starting region of the belt at the so-called stepping-in end of the tire tread portion just before and after the tread portion comes into contact with the ground during running under load and at the so-called kicking-out end just before and after the tread portion is released from the ground contacting state and turns the sidewall portion through the carcass to impart a large shearing strain to the turnup portion along the periphery of the bead portion, and hence such a shearing strain causes separation failure of the turnup portion which has not been overcome by the above countermeasures. Therefore, the present invention is based on such newly found knowledge and is first accomplished by controlling the torsional force. It is, therefore, the object of the invention to provide large-size pneumatic radial tires, particularly low-section profile, large-size radial tires for trucks and buses having an aspect ratio of not more than 80, preferably not more than 70, which can have an extended service life and which are capable of developing an excellent bead portion durability, particularly durability to separation failure. According to the invention, there is provided a pneumatic radial tire according to claim 1. In a preferable embodiment of the invention, when a thickness of the low-hardness rubber composition on the line (Lv) as measured from the end of the turnup portion to a position contacting with the other member is a 1 and a thickness of the highest-hardness rubber composition on the line (Lv) is b 1 , and when a thickness of the low-hardness rubber composition outside the highest-hardness rubber composition as measured in a direction of the greatest thickness of the highest-hardness rubber composition is a 2 and a total thickness of the highest-hardness rubber composition in the direction of the greatest thickness is b 2 , a ratio of thickness b 1 /thickness a 1 and a ratio of thickness b 2 /thickness a 2 satisfy a relationship of b 2 /a 2 > b 1 /a 1 . In another preferable embodiment of the invention, a value of the ratio b 1 /a 1 is less than 1.0 and a value of the ratio b 2 /a 2 is within a range of 1.0-9.0. In yet another preferable embodiment of the invention, the highest-hardness rubber composition has a Shore A hardness of 70-90° and the low-hardness rubber composition has a Shore A hardness of 40-68°. In a further preferable embodiment of the invention, a bead portion reinforcing cord layer is arranged from a position separated inward from the end of the turnup portion in the radial direction along an outer surface of the turnup portion toward an inner surface of the carcass main body portion. The invention will be further described with reference to the accompanying drawings, wherein: Fig. 1 is a schematic section view of a first embodiment of the pneumatic radial tire according to the invention; Fig. 2 is a schematic and partially enlarged section view of the first embodiment of the pneumatic radial tire according to the invention; Fig. 3 is a schematic partial section view of a second embodiment of the pneumatic radial tire according to the invention; Fig. 4 is a schematic partial section view of a third embodiment of the pneumatic radial tire according to the invention; Fig. 5 is a schematic partial section view of a fourth embodiment of the pneumatic radial tire according to the invention; Fig. 6 is a schematic partial section view of a fifth embodiment of the pneumatic radial tire according to the invention; Fig. 7 is a schematic partial section view of a sixth embodiment of the pneumatic radial tire according to the invention; Fig. 8 is a schematic partial section view of a seventh embodiment of the pneumatic radial tire according to the invention; Fig. 9 is a schematic partial section view of an eighth embodiment of the pneumatic radial tire according to the invention; Fig. 10 is a schematic partial section view of a ninth embodiment of the pneumatic radial tire according to the invention; Fig. 11 is a schematic partial section view of a first embodiment of a conventional pneumatic radial tire; Fig. 12 is a schematic partial section view of a second embodiment of a conventional pneumatic radial tire; and Fig. 13 is a schematic partial section view of a comparative example of a pneumatic radial tire. In Fig. 1, the first embodiment of the pneumatic radial tire comprises a radial carcass 5 of a rubberized cord ply extending between a pair of bead cores 4 embedded in a pair of bead portions 1 and reinforcing a pair of sidewall portions 2 connected to the bead portions 1 and a tread portion 3. The radial carcass is a rubberized ply containing radially arranged steel cords or super-high strength organic fiber cords such as aramid cords or the like therein. Further, the ply number of the carcass 5 is one in case of using steel cords and one or more in case of using aramid cords. Moreover, a belt 6 is arranged on the outer periphery of the carcass 5 for reinforcing the tread portion 3. The carcass 5 has a main body portion 5a serving to reinforce the sidewall portion 2 and the tread portion 3 and a turnup portion 5b wound around the bead core 4 from the inside toward the outside. The turnup portion 5b reinforces the bead portion 1 together with the main body portion 5a. The cord used in the carcass 5 suitably has a modulus of elasticity of not less than 2500 kgf/mm 2 , for example 15000 kgf/mm 2 . A stiffener 7 is disposed between the main body portion 5a and the turnup portion 5b of the carcass 5. The stiffener 7 has a triangular shape in section as a whole as shown in Fig. 1 and taperingly extends from the bead core 4 toward the tread portion 3 along the main body portion 5a of the carcass 5 to serve as a reinforcing member. In this case, the stiffener 7 is one-piece molded body of two rubber compositions having different hardnesses, in which a rubber composition having a highest hardness among these rubber compositions is a portion 7-1 shown by a shadowed region in Fig. 1 (hereinafter abbreviated as highest hardness rubber portion) and a rubber composition having a hardness lower than that of the highest hardness rubber portion 7-1 is a portion 7-2 (hereinafter abbreviated as low hardness rubber portion). In Fig. 1, a line Lv is drawn from an end 5bE of the turnup portion 5b toward an outer surface of the main body portion 5a of the carcass 5, wherein the line Lv is perpendicular to the carcass main body portion 5a. The highest hardness rubber portion 7-1 is arranged in a zone of the stiffener 7 near to the main body portion 5a of the carcass 5 as a deformation-isolating rubber member having a greatest thickness Tmax at a position separated by a given distance from the line Lv at least at the side of the tread portion 3 among both sides sandwiching the line Lv. Therefore, the highest hardness rubber portion 7-1 may have a maximum thickness between the line Lv and the side of the bead core 4 in the radial direction in certain circumstances, as described below with reference to the embodiment of Fig. 8. As seen from Figs. 1 and 3, the position indicating the maximum thickness Tmax of the highest hardness rubber portion 7-1 is located outward from the line Lv in the radial direction. Preferably, the outward position of the zone of maximum thickness Tmax in the radial direction is restricted up to a position of the maximum tire width (sidewall portion 2). This is because, when the zone of maximum thickness Tmax is located too far from the end 5bE of the turnup portion 5b, the effect of mitigating the shearing strain at the end 5bE becomes insufficient as mentioned later. The highest hardness rubber portion 7-1 may be arranged to contact the main body portion 5a as shown in Fig. 1. Alternatively the highest hardness rubber portion 7-1 may be arranged to be slightly separated outward from the main body portion 5a inside the stiffener 7 as shown in Fig. 3. On the other hand, the low hardness rubber portion 7-2 may be arranged along the inner surface of the turnup portion 5b. Moreover, the sectional shape of the highest hardness rubber portion 7-1 may take not only a trapezoidal or semi-circular or crescent shape as shown in Figs. 1 and 3, but may also be triangular, substantially rectangular having rounded shapes at both ends, or a laminate of two rectangular shapes as mentioned in the following embodiments. In this case, it is desirable that any sectional shapes other than the rectangular shape are arranged at their wide-width side, for example bottom side in case of the trapezoid or string side in case of the semi-circular or crescent shape toward the main body portion 5a of the carcass 5. Moreover, the distance D between the line Lv and the outer end position of the zone of maximum thickness Tmax is preferably 3-50 times the cord diameter of the carcass 5. The distance D is the shortest distance up to the zone of maximum thickness Tmax. When the belt 6 is deformed from a three-dimensional arc face to a plain face and then from the plain face to the three-dimensional arc face at both the deformation starting region and restoration starting region of the belt 6 at the stepping-in end and kicking-out end of the tread portion 3 in the ground contact area of the tire during running under load, the deformation force created from the belt 6 accompanied with the above belt deformation is transmitted to the main body portion 5a of the carcass 5, whereby torsional deformation is created in the main body portion 5a, which naturally causes torsional deformation of the sidewall portion 2 around a load acting axis located on an equatorial plane E of the tire and finally is transmitted to a turnup portion 5b existing zone in the bead portion 1. When the deformation of such a zone is further observed in detail, it has been found that the turnup portion 5b itself hardly deforms because the rigidity of the turnup portion inclusive of its end is sufficiently high owing to the presence of the cord, while only a rubber portion surrounding the turnup portion 5b and having a rigidity considerably lower than that of the turnup portion 5b or a low hardness rubber portion 7-2 having inevitably a large rigidity difference and extending along the inner surface of the turnup portion largely deforms in a direction along the periphery of the bead portion 1. Base on such a large deformation, a large shearing strain is caused between the vicinity of the end of the turnup portion 5b and the low hardness rubber portion 7-2 along the periphery of the bead portion. As a result, it has been observed that a separation failure, which has never before been observed in the conventional tire, is caused from the upper end of the turnup portion 5b. Furthermore, it has been found that this failure is frequently caused in tires having a lower aspect ratio. As previously mentioned in detail, the highest hardness rubber portion 7-1 is preferably arranged in the stiffener 7 outward from the turnup portion 5b in the radial direction, whereby the deformation input from the low hardness rubber portion 7-2 located above the rubber portion 7-1 is isolated to largely mitigate the deformation of the low hardness rubber portion 7-2 located beneath the rubber portion 7-1. Also, the highest hardness rubber portion 7-1 contributes to control the deformation of the main body portion 5a of the carcass 5. Consequently, the shearing strain acting to the end of the turnup portion 5b in the direction along the periphery of the bead portion is considerably reduced, whereby the occurrence of separation failure in the turnup portion 5b based on the shearing strain (shearing stress) can effectively be controlled. On the other hand, the low hardness rubber portion 7-2 is arranged along the inner surface of the turnup portion 5b, whereby the compression stress generated in the end of the turnup portion 5b during running of the tire under load can effectively be reduced, so that there is no danger of causing separation failure based on the compression deformation. Thus, both the shearing stress and compression stress are considerably reduced to largely improve the separation resistance of the bead portion 1 or the durability thereof. In the invention, it is effective to take mutual arranging state and sectional shape of the rubber compositions as mentioned below. This will be described with reference to Figs. 2-4. Fig. 2 is a partially enlarged section view of Fig. 1, while Fig. 4 shows a third embodiment. As to the thickness of the rubber composition located on the line Lv in the embodiment of Fig. 2, the low hardness rubber portion 7-2 has a thickness a 1 ranging from the end 5bE of the turnup portion 5b to the other member or the main body portion 5a of the carcass 5, and the highest hardness rubber portion 7-1 has a thickness b 1 . In the embodiment of Fig. 3, however, the low hardness rubber portion 7-2 has a thickness a 1 ranging from the end 5bE of the turnup portion 5b to the highest hardness rubber portion 7-1 and not including a thickness adjacent the main body portion 5a, while the highest hardness rubber portion 7-1 has a thickness b 1 likewise the embodiment of Fig. 2. The embodiment of Fig. 4 is different from the embodiments of Figs. 2 and 3, in that the highest hardness rubber portion 7-1 is divided into two parts and arranged to the side of the tread portion 3 so as to separate away from the line Lv. In this embodiment, therefore, the thickness a 1 of the low hardness rubber portion 7-2 is existent on the line Lv, but the thickness b 1 of the highest hardness rubber portion 7-1 is not existent on the vertical line Lv and is actually zero. That is, the invention includes b 1 = 0. On the other hand, the thicknesses of the highest hardness rubber portion 7-1 and the low hardness rubber portion 7-2 as measured in a direction located on the maximum thickness Tmax of the highest hardness rubber portion 7-1 are determined as follows. That is, the thickness a 2 of the low hardness rubber portion 7-2 is a thickness measured outward from the highest hardness rubber portion 7-1 as shown in Figs. 2-4, which does not include a thickness existing adjacent the main body portion 5a as shown in Fig. 3 or a thickness between the two parts of the highest hardness rubber portion 7-1 as shown in Fig. 4. Further, the thickness b 2 of the highest hardness rubber portion 7-1 is a total thickness of (b 2 1 + b 2 2) in the embodiment of Fig. 4. As to a ratio of thickness b 1 to thickness a 1 and a ratio of thickness b 2 to thickness a 2 , relationships of mutual position and mutual shape between the highest hardness rubber portion 7-1 and the low hardness rubber portion 7-2 are defined so as to preferably satisfy a relationship of b 2 /a 2 > b 1 /a 1 . In order to satisfy the above relationship based on the setting of the lengths a 1 , b 1 , a 2 and b 2 , the gauge of the low hardness rubber portion 7-2 (corresponding to the length a 1 ) is sufficiently maintained in the vicinity of the end 5bE of the turnup portion 5b, while the gauge of the highest hardness rubber portion 7-1 developing a lower stress mitigating function (corresponding to the length b 1 ) is thinned as far as possible, whereby the compression stress mitigating function of the rubber composition at the end of the turnup portion 5b can be enhanced. In other words, the ratio b 1 /a 1 is preferably as small as possible, preferably less than 1.0, because it is required that the low hardness rubber portion 7-2 has a width corresponding to not less than 1/2 of the width of the line Lv crossing the stiffener 7 in order to sufficiently mitigate the compression stress. On the other hand, in order to satisfy the above relationship, the gauge of the low hardness rubber portion 7-2 having a lower deformation isolating function (corresponding to the length a 2 ) is thinned outward from the end 5bE of the turnup portion 5b in the radial direction as far as possible, while the maximum gauge of the highest hardness rubber portion 7-1 having a considerably high deformation isolating function (corresponding to total length b 2 ) is sufficiently maintained, whereby the effect of isolating the deformation input from the low hardness rubber portion 7-2 located outward from the end 5bE of the turnup portion 5b in the radial direction can considerably be enhanced. That is, the ratio b 2 /a 2 is preferably as high as possible, preferably within a range of 1.0-9.0, because the highest hardness rubber portion 7-1 is required to have a width corresponding to not less than 1/2 of the width of the stiffener measured in the direction of maximum thickness Tmax in order to obtain sufficient deformation isolating effect. If the ratio b 2 /a 2 exceeds 9.0 or the width of the low hardness rubber portion 7-2 is less than 10% of the width of the stiffener 7, there is caused a disadvantage of considerably increasing the compression strain from outside of the end 5bE of the turnup portion 5b in the radial direction. In order to sufficiently develop the deformation isolating effect, it is desirable that the Shore A hardness of the highest hardness rubber portion 7-1 is within a range of 70-90°. On the other hand, in order to effectively reduce the compression strain acting to the end 5bE of the turnup portion 5b, it is desirable that the Shore A hardness of the low hardness rubber portion 7-2 is within a range of 40-68°. The reason why the upper limit of Shore A hardness of the low hardness rubber portion 7-2 is 68° is due to the fact that the hardness of coating rubber for carcass ply cords is commonly set to a range of 68-70° and if the hardness of the coating rubber exceeds this range, the low hardness rubber portion 7-2 gives undesirable strains such as compression strain and the like to the coating rubber. The other embodiments will be described with reference to Figs. 5-10 showing partial section views similar to Figs. 2-4. The embodiment of Fig. 5 is a modified embodiment of Fig. 2, in which the sectional shape of the highest hardness rubber portion 7-1 is changed from approximately trapezoidal shape to a triangular shape. The embodiment of Fig. 6 is another modified embodiment of Fig. 2, in which the highest hardness rubber portion 7-1 is arranged outward from the line Lv in the radial direction. In the embodiments of Figs. 7-10, a reinforcing cord layer 8 is arranged from a position separated inward from the end 5bE of the turnup portion 5b in the radial direction along the outer surface of the turnup portion 5b toward the inner surface of the main body portion 5a of the carcass 5. The reinforcing cord layer 8 contains steel cords or aramid fiber cords having a modulus of elasticity of not less than 2500 kgf/mm 2 (for example, 15000 kgf/mm 2 ) likewise the cords applied to the carcass 5. In the embodiment of Fig. 7, a base rubber portion 7-3 having substantially a triangular shape in section and a hardness intermediate between those of the highest hardness rubber portion 7-1 and the low hardness rubber portion 7-2 is arranged in the stiffener 7 so as to contact with the bead core 4. The base rubber portion 7-3 preferably has a Shore A hardness of 70-85°. In the embodiment of Fig. 8, the maximum thickness part of the highest hardness rubber portion 7-1 is existent at both sides sandwiching the line Lv, respectively. That is, the highest hardness rubber portion 7-1 is extended from a position separated outward from the end 5bE of the turnup portion 5b in the radial direction up to the bead core 4 so as to have a necked region in the vicinity of the end 5bE of the turnup portion 5b. In the embodiment of Fig. 9, the highest hardness rubber portion 7-1 is overlapped with the base rubber portion 7-3 in the vicinity of the line Lv. The embodiment of Fig. 10 is a modified embodiment of Fig. 8, in which a region of the low hardness rubber portion 7-2 located outward from the highest hardness rubber portion 7-1 in the radial direction is replaced with a top rubber portion 7-4 having a hardness lower than that of the low hardness rubber portion 7-2, suitably a Shore A hardness of 40-55°. The following examples are given in illustration of the invention and are not intended as limitations thereof. There are provided five 15°tapered radial ply tires for trucks and buses (tubeless tires) according to the invention (Examples 1-5) each having a tire size of 11/70R22.5 (aspect ratio of 0.7) and a structure shown in Fig. 1 except for the construction of the stiffener 7. The radial carcass 5 is a single ply of steel cords, and the belt 6 is comprised of four layers containing steel cords therein, the cords of which layers being crossed with each other. Tires of a conventional example and of a comparative example have the same tire size and structure as mentioned above. The conventional tire 1 has the structure shown in Fig. 11 including no bead portion reinforcing cord layer 8, and the comparative tire has the structure shown in Fig. 13 wherein the region of maximum thickness Tmax of the highest hardness rubber portion 7-1A is located apart from the line Lv toward the side of the bead core 4. Various dimensions of the construction of the stiffener 7 in these tires are shown in Table 1. In Table 1, the stiffener 7 has the construction shown in respective Figure, and rubber portion 7-1 Hd and rubber portion 7-2 Hd are Shore A hardnesses (°) of the highest hardness rubber portion 7-1 and low hardness rubber portion 7-2, respectively, and volume ratio of rubber portion 7-1 (%) is a volume ratio of the highest hardness rubber portion 7-1 occupied in the stiffener 7 (%). Items Example Conventional Example 1 Comparative Example 1 2 3 4 5 Stiffener 7 Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 6 Fig. 11 Fig. 13 Rubber portion 7-1 Hd 84° 84° 84° 84° 84° (7A) 63° 84° Rubber portion 7-2 Hd 63° 63° 63° 63° 63° 63° Ratio b 1 /a 1 0.3 0.31 0.0 0.3 0.0 none 2.0 Ratio b 2 /a 2 2.0 2.69 2.0 3.0 2.0 none none Distance D between Lv and Tmax (mm) 10.0 9.0 12.5 10.0 6.0 none none Volume ratio of rubber portion 7-1 (%) 14 10 6 13 8 none 20 at 7-1A Durability of bead portion (index) 124 127 126 130 130 100 102 Next, there are provided tires of Examples 6-9 having the reinforcing cord layer 8 in the bead portion 1 and also a conventional tire 2 having the structure shown in Fig.12. Various dimensions of the construction of the stiffener 7 in these tires are shown in Table 2. Each item in Table 2 is the same as in Table 1. Items Example Conventional Example 2 6 7 8 9 Stiffener 7 Fig. 7 Fig. 8 Fig. 9 Fig. 10 Fig. 12 Rubber portion 7-1 Hd 84° 84° 84° 84° 7A-1 Rubber portion 7-2 Hd 63° 63° 63° 63° 84° Rubber portion 7-3 Hd 84° - 75° - 7A-2 Rubber portion 7-4 Hd - - - 49° 63° Ratio b 1 /a 1 0.25 0.47 0.50 0.47 none Ratio b 2 /a 2 2.0 2.67 2.67 2.67 none Distance D between Lv and Tmax (mm) 6.0 8.5 10.5 8.5 none Volume ratio of rubber portion 7-1 (%) 10 48 14 46 37 at 7A-1 Durability of bead portion (index) 129 134 130 145 100 A test for bead portion durability is carried out under the following conditions with respect to each of these tires in Examples 1-9, Conventional Examples 1 and 2 and the Comparative Example. That is, each tire (tire-wheel assembly) inflated under an inner pressure of 8.0 kgf/cm 2 is pushed onto a drum under a load of 5000 kg and run thereon at a speed of 60 km/h until the occurrence of failure in the bead portion 1, during which the running distance is measured. In the tire of Conventional Example 1, the running distance until the occurrence of failure is 20700 km, while the running distance until the occurrence of failure in the tire of Conventional Example 2 is 22300 km. The running distance of the other tires is represented by an index value on the basis that the value of Conventional Example 1 is 100 in the tire group of Table 1 and the value of Conventional Example 2 is 100 in the tire group of Table 2. The index values are also shown in Tables 1 and 2. The larger the index value, the better the bead portion durability. As seen from the results of Tables 1 and 2, the bead portion durability in all tires of Examples 1-9 are considerably improved as compared with the conventional tires and the comparative tire. Particularly, it should be noted that the tire of Example 9 attains a considerably excellent durability level, which is based on the effect of arranging the top rubber portion 7-4 having a hardness lower than that of the low hardness rubber portion 7-2 outward from the low hardness rubber portion 7-2 in the radial direction, and shows the advantage of a particular combination of rubber compositions according to the invention. As mentioned above, according to the invention, it is desired to obtain a special deformation input to the bead portion produced from the belt deformation inevitably created at the stepping-in and kicking-out of the ground contact area in the tread portion during the running of the tire under load and a high hardness rubber composition effectively isolating such an input is arranged as a part of the stiffener so that a maximum thickness part of the rubber composition is located outward from a perpendicular line drawn from the end of the turnup portion to the main body portion of the carcass in the radial direction, whereby torsional shearing strain and stress applied to the end of the turnup portion can largely be reduced to considerably improve the durability to separation in the bead portion. The invention is particularly applicable to large-size pneumatic radial tires having an aspect ratio of not more than 0.7.

Claims: A pneumatic radial tire comprising a radial carcass (5) of a rubberized cord ply extending between a pair of bead cores (4) embedded in a pair of bead portions (1) for reinforcing a pair of sidewall portions (2) and a tread portion (3), in which the carcass is comprised of a main body portion (5a) reinforcing the said portions (2, 3) and a turnup portion (5b) wound around the bead core (4) from the inside toward the outside thereof, and a stiffener (7) arranged between the main body portion (5a) and the turnup portion (5b) of the carcass (5) and taperingly extending from the bead core (4) toward the tread portion (3) along the main body portion (5a) of the carcass, characterized in that the stiffener (7) is a one-piece molded body of at least two rubber compositions having different hardnesses, wherein a rubber composition (7-1) having a highest hardness among these rubber compositions is arranged near to the main body portion (5a) of the carcass (5) as a deformation-isolating rubber member having a greatest thickness (Tmax) at a position separated from a line (Lv), which is drawn from an end (5bE) of the carcass turnup portion (5b) toward the carcass main body portion (5a) in the tire section, the said line (Lv) being perpendicular to the carcass main body portion (5a), said greatest thickness (Tmax) of said deformation-isolating rubber member being located at least at the tread portion side of the line (Lv) among both sides of the line (Lv), and a rubber composition (7-2) having a hardness lower than that of the rubber composition (7-1) having the highest hardness is arranged along an inner surface of the turnup portion (5b). A pneumatic radial tire as claimed in claim 1, characterized in that, when a thickness of the low-hardness rubber composition (7-2) on the line (Lv) as measured from the end (5bE) of the turnup portion (5b) to a position contacting with the other member (7-1) is a 1 and a thickness of the highest-hardness rubber composition (7-1) on the line (Lv) is b 1 , and when a thickness of the low-hardness rubber composition (7-2) outside the highest-hardness rubber composition (7-1) as measured in a direction of the greatest thickness (Tmax) of the highest-hardness rubber composition is a 2 and a total thickness of the highest-hardness rubber composition (7-1) in the direction of the greatest thickness (Tmax) is b 2 , a ratio of thickness b 1 /thickness a 1 and a ratio of thickness b 2 /thickness a 2 satisfy a relationship of b 2 /a 2 > b 1 /a 1 . A pneumatic radial tire as claimed in claim 2, characterized in that a value of the ratio b 1 /a 1 is less than 1.0 and a value of the ratio b 2 /a 2 is within a range of 1. 0-9. 0. A pneumatic radial tire as claimed in any of claims 1 to 3, characterized in that the highest-hardness rubber composition (7-1) has a Shore A hardness of 70-90° and the low-hardness rubber composition (7-2) has a Shore A hardness of 40-68°. A pneumatic radial tire as claimed in any of claims 1 to 4, characterized in that a bead portion reinforcing cord layer (8) is arranged from a position separated inward from the end (5bE) of the turnup portion (5b) in the radial direction along an outer surface of the turnup portion toward an inner surface of the carcass main body portion (5a). A pneumatic radial tire as claimed in any of claims 1 to 5, characterized in that a top rubber portion (7-4) of the stiffener (7) having a hardness lower than that of the low-hardness rubber composition (7-2) is arranged outward from the low-hardness rubber composition (7-2) in the radial direction. A pneumatic radial tire as claimed in claim 6, characterized in that the said top rubber portion (7-4) has a shore A hardness of 40-55°.

Inventors: TSURUTA MAKOTO, TSURUTA, MAKOTO
Applicants: BRIDGESTONE CORP, BRIDGESTONE CORPORATION
Application year: 1995
Main classification: B60C15
IPC codes: B60C15