Pneumatic tyre

Abstract: A pneumatic tyre comprises a carcass ply (9) made of organic fibre cords extending continuously from one edge to the other and turned up around bead cores (4) to form a pair of turnup portions (12) and a main portion (11) therebetween, the carcass cords (13) having a difference in elongation percentage in each portion (11,12), and the difference Ea-Eb of the elongation percentage Ea in the main portion (11) from the elongation percentage Eb in the turnup portion (12) being in the range of from 0.5% to 2.0%, whereby tyre noise is reduced without sacrificing the steering stability and the like.

Description: The present invention relates to a pneumatic tyre, more particularly a low noise tyre with an improved carcass structure. In recent years, there is a great demand for low noise tyres. It is known that tyre noise decreases if the tyre rigidity is decreased, but this greatly deteriorates running performance such as the steering stability. Thus, in order to improve the steering stability, if additional reinforcing layers are disposed in the tyre sidewall portions, the tyre weight increases and the uniformity is liable to be disturbed, and further the ride comfort is liable to be deteriorated. Thus, effects of decrease of the tyre rigidity is nullified. It is therefore, an object of the present invention to provide a pneumatic tyre, in which noise is reduced without sacrificing steering stability, ride comfort and the like. According to the present invention, a pneumatic tyre comprises a tread portion, a pair of axially spaced bead portions with a bead core therein, a pair of sidewall portions, a carcass comprising a carcass ply turned up around the bead cores to form a pair of turnup portions and a main portion therebetween, the main portion extending between the bead portions through the tread portion and sidewall portions, the turnup portions disposed axially outside the main portion, the carcass ply being made of organic fibre cords extending continuously from one ply edge to the other, characterised by the carcass cords having a difference in elongation percentage between the main portion and turnup portions, the difference (Ea-Eb) of the elongation percentage Ea in the main portion from the elongation percentage Eb in the turnup portions being in the range of from 0.5% to 2.0%. Elongation percentage means the elongation percentage specified in the "Testing Method for Chemical Fibre Tyre Cords" of Japanese industrial standard JIS-L1017, Section 7.7 (Elongation Percentage in Constant Load) and 7.1.1 (Test in Standard Condition). Preferably, the carcass consists of only the above-mentioned turned-up carcass ply, and the radially outer ends of the turnup portions thereof are disposed radially outward of the maximum tyre section width position. Therefore, in comparison with the turnup portions, the main portion has a higher elongation percentage, and the carcass cord tension is decreased. As a result, vibrations which are received by the tread portion when running on rough road surfaces are hindered from spreading. Further, the tyre resonance frequency shifts downward away from the resonance frequency of car bodies. Thus, noise can be effectively reduced. As the turnup portions have a lower elongation percentage, the tyre maintains precisely in its shape and dimensions, and running performance such as steering stability can be maintained. If the difference in the elongation percentage is less than 0.5%, the noise reducing effect can not be obtained. If the difference is more than 2.0%, the noise reducing effect does not increase any more, and the steering stability is lowered. An embodiment of the present invention will now be explained in conjunction with the attached diagrammatic drawings in which: Fig.1 is a cross sectional view of a right half of a tyre according to the present invention; Fig.2 is a plan view of a strip of rubberised carcass cord fabric to form the turned-up carcass ply; and Fig.3 is a graph showing a relationship between difference in elongation percentage and road noise. In Figs.1 and 2, the pneumatic tyre 1 comprises a tread portion 2, a pair of axially spaced bead portions 4, a pair of sidewall portions 3 extending therebetween, a pair of bead cores 5 each disposed in each bead portions 4, a bead apex 8 disposed in each bead portion and extending radially outwardly from the bead core 5, a carcass 9 extending between the bead portions 4, and a belt 17, 19 disposed radially outside the carcass 9 in the tread portion 2. The above-mentioned carcass 9 comprises a turned-up carcass ply 10. The turned-up carcass ply 10 extends between the bead portions 4 through the tread portion 2 and sidewall portions 3 and is turned up around the bead core 5 in each bead portion 4 from the axially inside to the outside of the tyre, thereby forming a pair of turnup portions 12 and a main portion 11 therebetween. Each turnup portion 12 extends radially outwardly from the bead base along the axially outer side of the bead apex 8, and the radially outer end 12a thereof is disposed radially outwards of the radially outer end of a flange of a standard rim J. Preferably, the end 12a is disposed radially outwards of the radially outer end of the bead apex 8, and in this embodiment, outwards of the maximum tyre section width point B. The turned-up carcass ply 10 is made of organic fibre cords 13, e.g. nylon, polyester, rayon, aromatic polyamide or the like which are arranged radially at an angle of 90 to 70 degrees to the tyre equator C. In this embodiment, the whole ply 10, that is, the main portion 11 and turnup portions 12 are made of materially the same organic fibre cords 13 whose denier and cord diameter are substantially the same. In other words, the organic fibre cords 13 are continuous between the main portion 11 and turnup portions 12. However, according to the present invention, the elongation percentage Ea of the carcass cords 13A (cord part) in the main portion 11 is larger than the elongation percentage Eb of the carcass cords 13B (cord part) in the turnup portions 12. The difference (Ea-Eb) is in the range of from 0.5% to 2.0%. This will be explained later. The belt in this embodiment comprises a breaker belt 17 disposed radially outside the crown portion of the carcass 9 to increase the rigidity of the tread portion 2, and a bandage belt 19 disposed radially outside the breaker belt 17 to prevent the breaker belt 17 from being lifted by centrifugal force at the time of high speed running. The breaker belt 17 comprises two plies of parallel cords laid at a certain inclination angle with respect to the tyre equator C so that the cords of each ply cross the cords of the other ply. For the breaker belt cords, organic fibre cords, e.g. nylon, rayon, polyester, aromatic polyamide or the like or steel cords can be used. The bandage belt 19 comprises a pair of axially spaced narrow plies disposed on edge portions of the breaker belt 17 and a wide ply disposed radially outside thereof to extend over the entire width of the breaker belt. Each ply can be formed by spirally winding at least one cord around the tyre or winding a strip of rubberised parallel cords. The bandage cord angle with respect to the tyre circumferential direction is substantially zero or very small in comparison with the breaker cord angle Each bead portion 4 in this embodiment is further provided with a chafer 21 and a filler 22 to reinforce the bead portion 4. The chafer 21 in this example is made of cross-woven synthetic or natural fibre formed in a net-like shape. The chafer extends along the axially inner surface and bottom surface 4a of the bead portion 4 and the axially outer surface of the carcass turnup portion 12. The filler 22 is made of synthetic or natural fibre similar to the above disposed between the carcass ply and the bead core 5 so as to wrap the bead core 5 therein. The chafer 21 and filler 22 help to increase the vertical and lateral rigidity of the bead portion 4. Such a construction is however optional. It may be omitted. The above-mentioned bead apex 8 is made of hard rubber extending and tapering from the bead core 5 towards the radially outside thereof. Fig.3 shows a relationship between the difference (Ea-Eb) and road noise obtained by the following tests. Test tyres of size 195/65R15 were made and tested for not only road noise but also the car's-outside noise (pass-by noise), steering stability and ride comfort. The test tyres had the same structure (1-0 HTU) shown in Fig.1 except for the difference (Ea-Eb) in the elongation percentage between the carcass main portion and the turnup portions. In the tests, the tyres were mounted on a standard rim of size 15X6JJ and installed in a 2500 cc FF passenger car, and then, running the test car with only a test driver, the following performances were measured. 1) Car's-outside noise (pass-by noise) The overall noise when running at a speed of 60 km/h was measured according to the testing method for car's-outside noise specified in JASO Z101-83, a standard in Japan. 2) Road noise The overall noise when running on a rough asphalt road at a speed of 50km/h was measured.In Table 1, the noise is indicated in dBA by the difference from the conventional tyre (Con.). 3) Steering stability and Ride comfort The steering stability and ride comfort were evaluated by the driver into three ranks A-C. (A: good, B: slightly bad, C: bad) The elongation percentage Ea and Eb was measured according to JIS-L1017, Sec. 7.1.1 (Test in Standard Condition) as mentioned above, using test samples took out from the tyres. As the carcass cord used in the tests was a 1500d/2 polyester cord, the load is 6.8 kg per cord. {4.5 kg X (1500X2)/(1000X2)} The specifications of the tyre and test results are shown in Table 1. From the tests, it was confirmed that the example tyres were decreased in noise while maintaining steering stability and ride comfort at good levels in contrast with the conventional tyre and reference tyres. Fig.2 shows a strip of rubberised cord fabric 15 for making the turned-up carcass ply 10. As explained above, the carcass cords 13 extend continuously from one edge 12a to the other edge 12a. The above-mentioned difference in the elongation percentage can be provided by, for example, heating only the main portion 11 in its raw material state before vulcanising the tyre. By doing so, the carcass cords 13A in this main portion 11 are heat shrunk in advance, and after the vulcanisation, in the finished tyre, the elongation percentage in the main portion becomes larger than that in the turnup portions 12. As the carcass cords 13A and 13B of the main portion 11 and turnup portions 12 are the same with respect to the thickness and material, it is easy to adjust the difference (Ea-Eb). Alternatively, the difference may be provided by changing the dipping treatment for the carcass cords, or increasing the bead-to-bead carcass cord path by increasing the width of the carcass former (drum) used to build a raw tyre. For example, a method of making the tyre comprises the steps of making a strip of rubberised cord fabric 15, winding the strip 15 around an expandable cylindrical carcass former, winding the bead cores on the strip 15 along the boundary lines between the main portion 11 and portions 12, expanding the carcass former while decreasing its width between the bead cores so that the main portion 11 has a toroidal shape, turning up the portions 12, placing the belt around the crown portion of the carcass, placing the other reinforcing layers, rubber layers and the like, and vulcanising the assembly or raw tyre in a mould, and according to the invention the method further includes, before the vulcanising step, steps of providing the difference (Ea-Eb) by, for example, heating the main portion 11 of the carcass ply except the turnup portions 12. In this invention, it is possible to extend the turnup portions 12 to the buttress portion of the tyre so as to form the so called 1-0 ultra high turnup structure wherein, as shown in Fig.1 by an imaginary line, the end 12a' thereof is disposed between the carcass and belt edge and the carcass consists of a single carcass ply 10. Further, it is also possible to modify the carcass such that the carcass consists of a plural number (n) of the turned-up carcass plies 10 to have a n-0 carcass structure, or the carcass consists of the turned-up carcass ply 10 and an outer carcass ply along the axially outside of the turnup portion 12 to have a 1-1 structure. Tyre Ex.1 Ex.2 Ex.3 Ex.4 Con Ref.1 Ref.2 Tyre structure Fig.1 Breaker belt No. of ply 2 Cord material steel Cord count 40 ends Cord angle 22 deg. to tyre equator Carcass No. of ply 1 Cord material polyester (1500d/20) Cord count 52 ends Cord angle 90 deg. to tyre equator Ea (%) 5.5 5.9 6.6 6.9 5.0 7.3 5.3 Eb (%) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Ea-Eb 0.5 0.9 1.6 1.9 0 2.3 0.3 Test result Outside noise dB(A) -0.3 -0.6 -0.9 -1.0 0 -1.1 -0.1 Road noise dB(A) -0.6 -0.8 -1.2 -1.4 0 -1.4 -0.2 Steering stability A A A A to B A C A Ride comfort A A A A A A A

Claims: A pneumatic 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), a carcass (9), said carcass (9) comprising a carcass ply (10) turned up around the bead cores (5) to form a pair of turnup portions (12) and a main portion (11) therebetween, the main portion (11) extending between the bead portions (4) through the tread portion (2) and sidewall portions (3), the turnup portions (12) being disposed axially outside the main portion (11), the carcass ply (10) being made of organic fibre cords extending continuously from one ply edge to the other, characterised by the carcass cords (13) having a difference in elongation percentage determined according to JIS L1017 Section 7.7 "Elongation Percentage in Constant Load" between the main portion (11) and turnup portions (12), the difference (Ea-Eb) of the elongation percentage Ea in the main portion (11) from the elongation percentage Eb in the turnup portions (12) being in the range of from 0.5% to 2.0%. A pneumatic tyre according to claim 1, characterised in that each turnup portion (12) has a radially outer end (12a) positioned radially outward of the maximum tyre section width point (B). A pneumatic tyre according to claim 1 or 2, characterised in that the carcass (9) comprises only said carcass ply (10). A method of making a pneumatic tyre, said pneumatic tyre comprising carcass ply cords turned up around bead cores (4) to form a pair of turnup portions (12) and a main portion (11) therebetween, the methods comprising the steps of building a raw tyre and vulcanising the raw tyre in a mould, characterised by the steps of providing a difference in elongation percentage of the carcass ply cords between the main portion (11) and turnup portions (12), the difference (Ea-Eb) of the elongation percentage Ea in the main portion from the elongation percentage Eb in the turnup portions being in the range of from 0.5% to 2.0%. A method according to claim 4, characterised in that said steps of providing a difference comprise heating the main portion (11) before vulcanising the tyre.

Inventors: HANYA MASAHIRO, SAKAMOTO MASAYUKI, HANYA, MASAHIRO, SAKAMOTO, MASAYUKI
Applicants: SUMITOMO RUBBER IND, SUMITOMO RUBBER INDUSTRIES LIMITED
Application year: 1996
Main classification: B60C9
IPC codes: B60C15, B60C13, B60C9, B29D30