JP5482289B2 - Pneumatic tires and tire / wheel assemblies - Google Patents

Description

  The present invention relates to a pneumatic tire having no bead portion, and a tire / wheel assembly in which the pneumatic tire is assembled to a wheel by rim.

  In general, a pneumatic tire is provided with a bead portion that fits with a wheel rim by air pressure. However, there is a problem that the weight of the pneumatic tire increases due to having the bead portion. Further, when assembling the rim, there is a problem that it is difficult to get over the bead portion over the rim, and a dedicated rim assembling device is required.

  Therefore, for example, in Patent Document 1 to Patent Document 4, the pneumatic tire has a non-bead portion structure including only a tread portion and sidewalls on both sides of the tread portion in the tire width direction. A device is disclosed in which a peripheral end portion is nipped and fixed between a rim of a wheel and a clamp ring.

JP 2003-104015 A JP 2003-136924 A JP 2004-224116 A JP 2004-224117 A

  However, since the pneumatic tires described in Patent Literature 1 to Patent Literature 4 are composed only of the tread portion and the sidewall portion and do not have the bead portion, the center portion that the bead portion has taken up at the time of manufacture is provided. Is difficult. For this reason, uniformity in the tire circumferential direction (RFV: Radial Force Variation) cannot be maintained, and there is a possibility that uniformity (uniformity of a pneumatic tire that causes the vibration of the steering wheel or the vehicle) cannot be maintained.

  The present invention has been made in view of the above, and an object of the present invention is to provide a pneumatic tire and a tire / wheel assembly capable of maintaining uniformity in the tire circumferential direction with a non-bead structure. .

To solve the above problems and achieve the object, the pneumatic tire of the present invention comprises a tread portion, and the sidewall portion of the tire width direction on both sides of the tread portion, the skeleton of the tire straddling continuously and it has a carcass layer constituting the carcass layer and having an inner liner affixed together, and said two tire radially inner end of each sidewall portion in the tire radial direction inner side of the carcass layer, wherein It has an annular ring composed of one metal material fixed integrally so as to sandwich both the carcass layer and the end of the inner liner .

  According to this pneumatic tire, since the ring is formed in an annular shape, centering around the rotation axis can be easily performed with the ring as a reference at the time of tire manufacture, so the uniformity in the tire circumferential direction is maintained. be able to. In addition, since a bead portion provided with a bead wire or a bead filler and having a carcass layer folded back with a bead wire is not provided and only a ring is used instead of the bead portion, the weight can be reduced.

  In the pneumatic tire of the present invention, the rings have different inner diameters.

  According to this pneumatic tire, when assembling the rim, each ring is moved to the position of the corresponding rim by inserting a ring with a large inner diameter from the rim side that fixes the ring with a small inner diameter and moving it in the tire width direction. Easy to arrange and rim.

  In the pneumatic tire of the present invention, the flatness ratio is in the range of 5 [%] to 35 [%].

  According to this pneumatic tire, in the configuration in which each annular wall is provided with an annular ring at the inner end in the tire radial direction and the structure is a non-bead part structure, it is possible to obtain a significant improvement in steering stability. .

To solve the above problems and achieve the object, a tire-wheel assembly of the present invention comprises a tread portion, and the sidewall portion of the tire width direction on both sides of the tread portion, a continuous crossing of the tire hand with, has an inner liner attached integrally with the carcass layer in the tire radial direction inner side of the carcass layer, and the tire radial direction inside end portion of each side wall portion having a carcass layer constituting the skeleton includes a pneumatic tire having an annular ring comprised of said carcass layer and one metal member integrally fixed to an end portion of the inner liner so as to sandwich together, each said ring of the pneumatic tire It is fixed to the rim of the wheel.

  According to this tire / wheel assembly, each ring formed in an annular shape is fixed to the rim, so that the rotation axes of the pneumatic tire and the wheel can be matched to maintain uniformity in the tire circumferential direction. it can. Moreover, since each ring is fixed to the rim, the relative movement of the ring and the rim in the tire circumferential direction, the tire width direction and the tire radial direction can be restricted. it can. As a result of preventing the occurrence of rim displacement and rim disengagement, the pneumatic tire does not come off the wheel even when the air pressure decreases, so that traveling can be continued and run-flat performance can be secured.

  In the tire / wheel assembly according to the present invention, each of the rings of the pneumatic tire has a different inner diameter, and the rim of the wheel has each fixing portion that fixes each of the rings. The outer diameters according to the different inner diameters are formed, and the fixed portions are connected by gradually changing the outer diameter.

  According to this tire / wheel assembly, when a rim is assembled, a ring with a large inner diameter is inserted from the rim side that fixes the ring with a small inner diameter and moved in the tire width direction, whereby each ring is moved to the corresponding rim. The rim can be assembled easily by placing it at the position.

  In the tire / wheel assembly according to the present invention, the flatness ratio of the pneumatic tire is in a range of 5% to 35%.

  According to this tire / wheel assembly, in the configuration in which each ring side wall is provided with an annular ring at the inner end in the tire radial direction to form a non-bead portion structure and each ring is fixed to the rim of the wheel, steering stability The effect of improving the property can be remarkably obtained.

  Even if the pneumatic tire and the tire / wheel assembly according to the present invention have a non-bead structure, they can maintain uniformity in the tire circumferential direction.

FIG. 1 is a meridional sectional view in which a pneumatic tire according to an embodiment of the present invention is assembled with a rim on a wheel. FIG. 2 is an enlarged view of a ring portion of another type of pneumatic tire. FIG. 3 is an enlarged view of a ring portion of a pneumatic tire according to another embodiment. FIG. 4 is a meridional sectional view in which a pneumatic tire according to another embodiment is assembled on a wheel.

  Embodiments of the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. The constituent elements of this embodiment include those that can be easily replaced by those skilled in the art or those that are substantially the same. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

  In the following description, the tire radial direction is a direction orthogonal to the rotation axis (not shown) of the pneumatic tire 1, and the tire radial direction inner side is the side toward the rotation axis in the tire radial direction, the tire radial direction. The outside refers to the side away from the rotation axis in the tire radial direction. The tire circumferential direction is a circumferential direction with the rotation axis as a central axis. The tire width direction means a direction parallel to the rotation axis, the inner side in the tire width direction means the side toward the tire equator plane (tire equator line) C in the tire width direction, and the outer side in the tire width direction means the tire width. The side away from the tire equatorial plane C in the direction. The tire equatorial plane C is a plane that is orthogonal to the rotation axis of the pneumatic tire 1 and passes through the center of the tire width of the pneumatic tire 1. The tire equator line is a line on the tire equator plane C and along the circumferential direction of the pneumatic tire 1. In the present embodiment, the same sign “C” as that of the tire equator plane is attached to the tire equator line. The meridional section is a section when the pneumatic tire 1 is cut along a plane passing through the rotation axis of the pneumatic tire 1.

  As shown in FIG. 1, the pneumatic tire 1 of the present embodiment includes a tread portion 2, a sidewall portion 3, and a ring 4.

  The tread portion 2 is made of a rubber material and is exposed at the outermost side in the tire radial direction of the pneumatic tire 1, and the surface thereof is the contour of the pneumatic tire 1. A plurality of circumferential grooves 22 extending in the tire circumferential direction are provided on the surface 21 of the tread portion 2. A plurality of rib-like land portions 23 extending along the tire circumferential direction and parallel to the tire equator line C are formed on the surface 21 of the tread portion 2 by a plurality of circumferential grooves 22. Although not clearly shown in the drawing, lugs that intersect with the circumferential grooves 22 may be provided in the land portions 23 on the surface 21 of the tread portion 2. The lug groove has a form in which one end is opened in the circumferential groove 22 and the other end is closed, and a form in which both ends are opened in the circumferential groove 22. Furthermore, the lug groove has a form extending along the tire width direction and a form extending inclined in the tire width direction. Further, although not clearly shown in the drawing, on the surface 21 of the tread portion 2, each land portion 23 may be provided with a narrow groove (sipe) whose groove width is narrower than the lug groove. This narrow groove is suitable for a pneumatic tire (studless tire) that runs on ice and snow.

  The sidewall portion 3 is made of a rubber material that is integral with the tread portion 2 and extends from both sides of the tread portion 2 in the tire width direction in the tire radial direction, and constitutes a side surface of the pneumatic tire 1 to become pneumatic. The tire 1 is exposed outside in the tire width direction.

  A carcass layer 5 is provided on the tread portion 2 and the sidewall portion 3. The carcass layer 5 continuously straddles the tread portion 2 and each sidewall portion 3 and is wound around in a toroidal shape in the tire circumferential direction to constitute a tire skeleton. The carcass layer 5 is covered with a rubber material such as organic fiber (nylon, polyester, rayon, etc.) or carcass cord such as steel. A plurality of carcass cords are arranged side by side in the tire circumferential direction while being orthogonal to the tire equator line C of the pneumatic tire 1 and along the tire meridian direction (radial direction). The carcass layer 5 may be laminated not only in one layer but also in the tire radial direction. In this case, the carcass layer 5 to be further laminated may be orthogonal to the tire equator line C of the pneumatic tire 1, but the carcass cord is −5 [ It may be provided at an angle in the range of [degree] to +5 [degree].

  An inner liner 6 is provided on the inner side in the tire radial direction of the carcass layer 5. The inner liner 6 is made of a composition including, for example, a special rubber layer or a thermoplastic resin, and is integrally attached to the front surface of the carcass layer 5 to form the inner peripheral surface of the pneumatic tire 1. It is for securing.

  Although not clearly shown in the figure, a belt layer is preferably provided on the outer side of the carcass layer 5 in the tire radial direction. The belt layer covers the carcass layer 5 in the tire circumferential direction in the tread portion 2, and functions to increase the rigidity of the tread portion 2, a buffer function, a peeling prevention function of the tread portion 2, and a protective function of the carcass layer 5. Have This belt layer is made of a cord made of organic fiber (nylon, polyester, rayon, etc.) or steel covered with a rubber material. The cord has a predetermined angle with respect to the tire circumferential direction, that is, the tire equator line C. It has been placed. Further, the belt layer may have, for example, a multilayer structure in which at least two belts are laminated. In this case, the belts are arranged with the cords inclined in opposite directions with respect to the tire equator line C. The

  Although not clearly shown in the drawing, it is preferable that a belt reinforcing layer is provided on the outer side of the belt layer in the tire radial direction. The belt reinforcement layer covers the belt layer in the tire circumferential direction, and has a function to improve riding comfort, a function to improve steering stability, and a function to prevent the end of the belt layer from rising at high speeds. . The belt reinforcing layer is formed by covering a cord of organic fiber (nylon, polyester, rayon, etc.) with a rubber material, and the cord is substantially 0 degree (tire) with respect to the tire circumferential direction, that is, the tire equator line C. The angle with respect to the circumferential direction is ± 5 [degrees] or less). The belt reinforcing layer is generally formed by winding a strip (for example, width 10 [mm]) in the tire circumferential direction, and has a single-layer structure or a multilayer structure.

  The ring 4 is made of a metal material formed in an annular shape around the rotation axis (not shown) of the pneumatic tire 1, and is fixed to the end portions in the tire radial direction of the respective sidewall portions 3. . The ring 4 is fixed to the tire radial inner end of the sidewall portion 3 at the time of manufacturing the tire. In this manufacturing, the ends of the carcass layer 5 and the inner liner 6 are sandwiched together by caulking or the like in advance. Provided integrally with the entering tire 1. Further, as shown in FIG. 1, the ring 4 is fixed to the inner end of the sidewall portion 3 in the tire radial direction by bending the ends of the carcass layer 5 and the inner liner 6 from the inner side of the ring 4 in the tire width direction. As shown in FIG. 2, the carcass layer 5 and the inner liner 6 are sandwiched from the outer side in the tire radial direction of the ring 4, or as shown in FIG. 3, the carcass layer from the outer side in the tire width direction of the ring 4 5 and the end of the inner liner 6 are bent and sandwiched, but are not limited to these forms. Moreover, as shown in FIGS. 1-3, you may make it cover the rubber material of the side wall part 3 on the surface of the ring 4 partially.

  This ring 4 is fixed to the rim 7 a of the wheel 7. As a result, the pneumatic tire 1 is assembled with a rim to form a tire / wheel assembly. The fixing of the ring 4 to the rim 7a is to restrain the relative movement of the ring 4 and the rim 7a in the tire circumferential direction, the tire width direction, and the tire radial direction, and is not explicitly shown in the figure. By pins, male and female screws, welding, or a combination of these. Although not clearly shown in the figure, it is preferable to improve the airtightness by interposing a gasket such as rubber, metal, semimetal, etc. between the ring 4 and the rim 7a. Also, the pneumatic tire 1 is replaced by removing the ring 4 from the rim 7a and replacing the ring 4 together.

  The rim 7a of the wheel 7 is not configured to extend outward in the tire radial direction as in the case of assembling a pneumatic tire having a general bead portion, but is configured to extend along the tire width direction. Yes. That is, in the present embodiment, as in a configuration having a general bead portion, it is not a configuration in which a pneumatic tire is supported by friction due to air pressure by contacting the tire radial direction end portion and the tire width direction outer side of the bead portion. The pneumatic tire 1 is supported by fixing the ring 4 to the rim 7a.

  As described above, the pneumatic tire 1 according to the present embodiment includes the tread portion 2, the sidewall portions 3 on both sides of the tread portion 2 in the tire width direction, and the tire radial direction inner end portions of the sidewall portions 3, respectively. A non-bead portion structure is provided with a fixed annular ring 4.

  According to this pneumatic tire 1, since the ring 4 is formed in an annular shape, centering around the rotation axis can be easily performed with the ring 4 as a reference at the time of tire manufacture. It becomes possible to hold. As a result of maintaining the uniformity in the tire circumferential direction, steering stability can be ensured. In addition, since the bead portion including the bead wire and the bead filler and having the carcass layer folded back with the bead wire is not provided, and only the ring 4 is used instead of the bead portion, the weight can be reduced.

  Moreover, in the pneumatic tire 1 of this Embodiment, as shown in FIG. 4, it is preferable that each ring 4 has mutually different internal diameters D1 and D2.

  According to the pneumatic tire 1, when the rim is assembled, the ring 4 having a large inner diameter D1 is inserted from the rim 7a side that fixes the ring 4 having a small inner diameter D2 and is moved in the tire width direction. Can be easily arranged at the position of the corresponding rim 7a to assemble the rim. When the inner diameters D1 and D2 of the rings 4 are different, the difference between the inner diameter D1 and the inner diameter D2 with respect to the average of the inner diameter D1 and the inner diameter D2 is 0.5% or more (0.005 ≦ 2 × | D1 −D2 | / (D1 + D2)), and the difference between the inner diameter D1 and the inner diameter D2 with respect to the average of the inner diameter D1 and the inner diameter D2 is 1.0 [%] to 10.0 [%] (0.01 ≦ 2 × | D1−D2 | / (D1 + D2) ≦ 0.10). When the difference between the inner diameter D1 and the inner diameter D2 with respect to the average of the inner diameter D1 and the inner diameter D2 is less than 0.5 [%], the ring 4 with the larger inner diameter D1 is moved from the rim 7a side that fixes the ring 4 with the smaller inner diameter D2. It is difficult to insert and move in the tire width direction. Moreover, the said movement can be performed more smoothly that the difference of the internal diameter D1 and the internal diameter D2 with respect to the average of the internal diameter D1 and the internal diameter D2 is 1.0 [%] or more. Further, if the difference between the inner diameter D1 and the inner diameter D2 with respect to the average of the inner diameter D1 and the inner diameter D2 exceeds 10.0 [%], the rigidity in the tire width direction is likely to be different, and steering stability and uneven wear resistance are reduced. There is a risk.

  When the inner diameters D1 and D2 of the rings 4 are different from each other, the tire radial direction dimensions of the sidewall portions 3 on both sides in the tire width direction may be the same, and the tire radial direction dimensions of only the rings 4 may be different. preferable. By comprising in this way, it becomes possible to suppress the situation from which the rigidity in a tire width direction differs.

  In the pneumatic tire 1 of the present embodiment, it is preferable that the flatness ratio is in the range of 5 [%] to 35 [%] in order to improve the steering stability. Further, it is more preferable that the flatness ratio is in the range of 10 [%] to 30 [%] in order to improve the steering stability. If the flatness ratio exceeds 35%, the cross-sectional height of the tire becomes high, so that a bead filler having a conventional structure is required to secure the rigidity in the lateral direction (tire width direction), and the effect of weight reduction is small. Become. On the other hand, if the flatness ratio is 35% or less, the bead filler is not necessary because the cross-sectional height is low (which may be small but small in mass), and the effect of weight reduction is increased. If the flatness ratio is less than 5%, the height of the cross section is too low, and the tire is greatly deformed due to unevenness on the road surface (for example, when a reflector fixed on the center line of the road is stepped on), tires Therefore, the ring 4 and the deformed portion of the surrounding tire itself directly receive input from the road surface and may be deformed. Furthermore, in the range where the flatness ratio is 10 [%] or more and 30 [%] or less, the above-described effect can be obtained more significantly than in the range of 5 [%] or more and 35 [%] or less.

  Here, the flatness ratio in the pneumatic tire 1 of the present embodiment is the ratio of the cross-sectional height H to the cross-sectional width W including the ring 4, as shown in FIG. The cross-sectional width W is a width (dimension in the tire width direction) obtained by removing a pattern on the side surface of the tire, characters, and the like from the total tire width including the ring 4. The cross-sectional height H is the tire outer diameter Dt (between the outermost surface 21 in the tire radial direction of the tread portion 2 when the tire is mounted on the rim 7a and has a prescribed air pressure and is in a no-load state. This is 1/2 of the difference between the rim diameter Dr (dimension parallel to the tire equator line C between the surfaces of the rim 7a to which the ring 4 is fixed) and the rim diameter Dr. When the inner diameters D1 and D2 of the rings 4 are different from each other, the cross-sectional height H is 1/2 of the difference between the tire outer diameter Dt and the rim diameter Dr (the average value of the inner diameters D1 and D2 is applied). It is.

  In addition, in the pneumatic tire 1 of the present embodiment, when used at a higher air pressure (280 [kPa] to 350 [kPa]) than before, the tire rigidity is increased, so that the steering stability is improved and the rolling resistance is improved. Reduction effect is obtained.

  The tire / wheel assembly of the present embodiment is fixed to the tread portion 2, the sidewall portions 3 on both sides of the tread portion 2 in the tire width direction, and the tire radial direction inner ends of the sidewall portions 3, respectively. A pneumatic tire 1 having an annular ring 4 and a non-bead structure is provided, and each ring 4 of the pneumatic tire 1 is fixed to a rim 7 a of a wheel 7.

  According to this tire / wheel assembly, each ring 4 formed in an annular shape is fixed to the rim 7a, so that the rotation axes of the pneumatic tire 1 and the wheel 7 can be made coincident with each other in the tire circumferential direction. It becomes possible to maintain uniformity. Moreover, since each ring 4 is fixed to the rim 7a, the relative movement of the ring 4 and the rim 7a in the tire circumferential direction, the tire width direction and the tire radial direction can be restrained, so that rim deviation or rim disengagement occurs. It becomes possible to prevent. As a result of preventing the occurrence of rim displacement and rim disengagement, the pneumatic tire 1 does not come off the wheel 7 even when the air pressure decreases, so that traveling can be continued and run-flat performance can be ensured.

  Further, in the tire / wheel assembly of the present embodiment, as shown in FIG. 4, each ring 4 of the pneumatic tire 1 is configured with different inner diameters D1 and D2, and the rim 7a of the wheel 7 is Each fixing portion for fixing each ring 4 has an outer diameter corresponding to different inner diameters D1 and D2 of each ring 4, and the fixing portions are connected by gradually changing the outer diameter.

  According to this tire / wheel assembly, when the rim is assembled, the ring 4 having a large inner diameter D1 is inserted from the rim 7a side for fixing the ring 4 having a small inner diameter D2 and moved in the tire width direction. 4 can be easily arranged at the position of the corresponding rim 7a to assemble the rim. The difference between the inner diameter D1 and the inner diameter D2 with respect to the average of the inner diameter D1 and the inner diameter D2 is preferably 0.5 [%] or more, and more preferably 1.0 [%] or more and 10.0 [%] or less. Is preferred. When the difference between the inner diameter D1 and the inner diameter D2 with respect to the average of the inner diameter D1 and the inner diameter D2 is less than 0.5 [%], the ring 4 with the larger inner diameter D1 is moved from the rim 7a side that fixes the ring 4 with the smaller inner diameter D2. It is difficult to insert and move in the tire width direction. Moreover, the said movement can be performed more smoothly that the difference of the internal diameter D1 and the internal diameter D2 with respect to the average of the internal diameter D1 and the internal diameter D2 is 1.0 [%] or more. Further, if the difference between the inner diameter D1 and the inner diameter D2 with respect to the average of the inner diameter D1 and the inner diameter D2 exceeds 10.0 [%], the rigidity in the tire width direction is likely to be different, and steering stability and uneven wear resistance are reduced. There is a risk.

  When the inner diameters D1 and D2 of the rings 4 are different from each other, the tire radial direction dimensions of the sidewall portions 3 on both sides in the tire width direction may be the same, and the tire radial direction dimensions of only the rings 4 may be different. preferable. By comprising in this way, it becomes possible to suppress the situation from which the rigidity in a tire width direction differs.

  Further, in the tire / wheel assembly of the present embodiment, the flatness ratio of the pneumatic tire 1 is in the range of 5 [%] to 35 [%] in order to improve the steering stability. Is preferred.

  In the tire / wheel assembly of the present embodiment, when used at a higher air pressure than before, the tire rigidity is improved and a higher effect is obtained.

  As described above, the pneumatic tire and the tire / wheel assembly according to the present invention have a non-bead structure and are suitable for maintaining uniformity in the tire circumferential direction.

DESCRIPTION OF SYMBOLS 1 Pneumatic tire 2 Tread part 21 Surface 22 Circumferential groove 23 Land part 3 Side wall part 4 Ring 5 Carcass layer 6 Inner liner 7 Wheel 7a Rim 8 Bolt C Tire equatorial line (tire equatorial plane)
D1, D2 Ring inner diameter Dr Rim diameter Dt Tire outer diameter H Section height W Section width

Claims (6)

A tread portion, and the sidewall portion of the tire width direction on both sides of the tread portion, and has a carcass layer constituting the skeleton of straddling continuously tire, the carcass layer and the integral in the tire radial direction inner side of the carcass layer has pasted innerliner, and the like tire radially inner end of each sidewall portion, one metal secured together so as to sandwich both the carcass layer and the end portion of the inner liner a pneumatic tire characterized by having an annular ring comprised of wood.   The pneumatic tire according to claim 1, wherein the rings have different inner diameters.   The pneumatic tire according to claim 1 or 2, wherein the flatness ratio is in a range of 5% to 35%. A tread portion, and the sidewall portion of the tire width direction on both sides of the tread portion, and has a carcass layer constituting the skeleton of straddling continuously tire, the carcass layer and the integral in the tire radial direction inner side of the carcass layer has pasted innerliner, and the like tire radially inner end of each sidewall portion, one metal secured together so as to sandwich both the carcass layer and the end portion of the inner liner It includes a pneumatic tire having an annular ring composed of wood, the tire-wheel assembly, characterized in that secure each said ring of the pneumatic tire to the rim of the wheel.   Each of the rings of the pneumatic tire is configured to have a different inner diameter, and the rim of the wheel has an outer diameter according to a different inner diameter of each ring, with each fixing portion fixing each of the rings, 5. The tire / wheel assembly according to claim 4, wherein the fixed portions are connected by gradually changing the outer diameter.   The tire / wheel assembly according to claim 4 or 5, wherein a flatness ratio of the pneumatic tire is in a range of 5% to 35%.

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