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WO2000026044A1 - Pneumatique presentant une structure de talon specifique - Google Patents

Pneumatique presentant une structure de talon specifique Download PDF

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Publication number
WO2000026044A1
WO2000026044A1 PCT/US1998/023275 US9823275W WO0026044A1 WO 2000026044 A1 WO2000026044 A1 WO 2000026044A1 US 9823275 W US9823275 W US 9823275W WO 0026044 A1 WO0026044 A1 WO 0026044A1
Authority
WO
WIPO (PCT)
Prior art keywords
bead
tire
phr
rim
rubber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1998/023275
Other languages
English (en)
Inventor
Thomas Reed Oare
Earl Donald Hughes
Roger Neil Beers
Jennifer Ann Miner
David Andrew Benko
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Goodyear Tire and Rubber Co
Original Assignee
Goodyear Tire and Rubber Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Goodyear Tire and Rubber Co filed Critical Goodyear Tire and Rubber Co
Priority to AU13748/99A priority Critical patent/AU1374899A/en
Priority to PCT/US1998/023275 priority patent/WO2000026044A1/fr
Priority to TW088116110A priority patent/TW476717B/zh
Priority to ZA9906635A priority patent/ZA996635B/xx
Priority to ARP990105545A priority patent/AR021065A1/es
Publication of WO2000026044A1 publication Critical patent/WO2000026044A1/fr
Priority to US09/765,120 priority patent/US20010006086A1/en
Priority to US09/765,003 priority patent/US6427742B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/02—Seating or securing beads on rims
    • B60C15/024—Bead contour, e.g. lips, grooves, or ribs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/04—Bead cores
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C15/00—Tyre beads, e.g. ply turn-up or overlap
    • B60C15/06—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead
    • B60C2015/0614—Flipper strips, fillers, or chafing strips and reinforcing layers for the construction of the bead characterised by features of the chafer or clinch portion, i.e. the part of the bead contacting the rim

Definitions

  • the present invention relates generally to pneumatic tires, and more specifically to pneumatic tires designed to remain affixed to and in operative association with the vehicle rim even upon deflation of the tire.
  • Some varieties of these tires include devices designed to support the vehicle when the tire loses inflation pressure. Such tires are commonly known as "run-flat" tires.
  • Description of the Prior Art The performance of a tire depends on the retention of pressurized air within the tire. Upon a condition where the pressurized air in the tire escapes, such as when the tire is punctured by a nail or other road hazard, performance of the tire can diminish rapidly. In most cases, the vehicle can only be driven a very short distance before it becomes inoperable.
  • the inventive tire as described below has the advantage of per ⁇ titting the bead core to retain its shape without requiring the additional cost of pre-curing the rubber coated core. This is made possible by a combination of unique angular orientations of the bead core and the surrounding elastomeric heel and toe surfaces as described below.
  • the present invention relates to a pneumatic tire (10) which can be used on a conventional rim (22) and which will be retained on the rim (22) even upon deflation of the tire (10).
  • the inventive tire (10) is a vulcanized radial ply pneumatic tire having a pair of axially spaced annular beads.
  • Each of the beads (25) has a substantially inextensible bead core (20) which comprises a coil of round wire filaments (26) or a single continuous filament (26) which, in the toroidally- shaped tire (10) prior to its vulcanization.
  • At least one radial ply (17) extends between the beads (25) and is preferably turned radially outwardly around the bead cores (20).
  • the tire (10) has a toroidal shape.
  • the bead core (20) is further characterized by the polygonal cross section having a radially-inward base side (44), the base side (44) having a first edge (54), a second edge (56) and a length extending between the first and second edges, a radially outward side (46), a first side (48) and a second side (50).
  • the first and second sides (48), (50) extend from the base side (44) toward the radially outward side (46).
  • the first side (48) meets the base side (44) through first edge (54) and the second side (50) meets the base side (44) through second edge (56).
  • the inventive tire (10) can be used in connection with a rim (22) having a flange (76) and a hump (80).
  • a bead heel surface (60) on the tire (10) can be configured to have a length between 85 % and 100% of the distance W between the hump (80) and an axially inward surface (74) of the flange (76), contributing to the tire (10) remaining on the rim (22) during a deflated condition.
  • Wire filaments (26) or filament windings in a first layer of the bead core can be configured so that a relatively wide, stiff first layer can be constructed, further contributing to the retention of the tire (10) on the rim (22) upon a deflated tire condition.
  • the bead core base side (44) is inclined at an angle c. of 15° to 30°, preferably less than 25° relative to the axis of rotation of the bead core which should be coincident with tire axis of rotation when mounted on the tire's design rim, the length of the base side (44) being at least 50% of the width of the bead heel surface (60) , preferably in the range of 50 % to 85 % of the bead heel surface
  • the bead heel surface (60) co-rrespondingly has a central portion (61), a heel portion (65) and a toe portion (63).
  • the central portion (61) is radially inward of the bead base side (44) and has an angle ⁇ of 10° or greater relative to the bead core axis of rotation and at least 4° less than the angle o. of the base side 44.
  • the central portion (61) has a width of at least 50% of the length of the base side, preferably between 50% and 100% of the length of the base side (44). In one embodiment the central portion (61) and heel portion (65) and toe portion (63) have the same angular orientation ⁇ .
  • the bead heel (65) has an included angle of about 5° and a radius of about 0.25 inch (.64 cm).
  • a rubber composition comprising, in parts by weight per 100 parts rubber (phr): 90-40 phr cis-l,4-polybutadiene rubber, 10-60 phr polyisoprene, 40-100 phr carbon black, and 0-30 phr silica.
  • the rubber composition of the invention has a 300% modulus of 8 to 13 MPa, a tensile strength at break of 13 to 19 MPa, an elongation at break of 300 to 600%, RT Rebound of 48 to 58, a tan delta at 10% strain and 100° C of 0J3 to 0J9, G' at 1 % strain of 1900 to 2700 KPa, and a G' at 50% strain of 700 to 1100 KPa.
  • the compound may also include 0.5 to 6 phr kevlar pulp.
  • a tire rubber component made using a compound of the invention.
  • FIGURE 1 is a cross-sectional view of one half of a tire and rim according to the invention, the tire and rim being cut along their equatorial plane;
  • FIGURE 1 A is a cross-sectional view of the tire (10) of FIGURE 1 absent the rim (22);
  • FIGURE 2 is a cross-sectional view of a bead core according to the invention;
  • FIGURE 3 is a schematic view of the cross-sectional bead core of FIGURE 2 with line segments drawn to show the perimeter, angles, and geographical characteristics of the bead core of FIGURE 2;
  • FIGURE 4 is an enlarged cross-sectional view of a portion of FIGURE 1 showing the bead core and bead area of the tire as it fits onto an associated rim;
  • FIGURE 5 is a partial cross-sectional view of the design rim onto which the tire 10 can be mounted.
  • FIGURE 6 and FIGURE 7 are cross-sectional views of a chafer and sidewall rubber subassembly. Description of the Illustrated Embodiment
  • Pneumatic tire means a l-aminated mechanical device of generally toroidal shape (usually an open-torus) having beads and a tread and made of rubber, chemicals, fabric and steel or other materials. When mounted on the wheel of a motor vehicle, the tire through its tread provides traction and contains the fluid that sustains the vehicle load.
  • Ring-Ply tire means a belted or circumferentiaUy-restricted pneumatic tire in which the ply cords which extend from bead to bead are laid at cord angles between 65 degrees and 90 degrees with respect to the equatorial plane of the tire.
  • Equatorial plane means the plane perpendicular to the tire's axis of rotation and passing through the center of its tread.
  • Carcass means the tire structure apart from the belt structure, tread, under tread, and side wall rubber over the sides, but including the bead.
  • Belt structure means at least two layers or plies of parallel cords, woven or unwoven, underlying the tread, unanchored to the bead and having both left and right cord angles in the range from 17 degrees to 27 degrees with respect to the equatorial plane of the tire.
  • “Sidewall” means that portion of the tire between the tread and the bead.
  • Thread means a molded rubber component which, when bonded to a tire casing, includes that portion of the tire that comes into contact with the road when the tire is normally mflated and under normal load.
  • Thread width means the arc length of the tread surface in the axial direction, that is, the plane passing through the axis of rotation of the tire.
  • “Section width” means the maximum linear distance parallel to the axis of the tire and between the exterior of its sidewalls when and after it has been inflated at normal pressure for 24 hours, but unloaded, excluding elevations of the sidewalls due to labeling, decorations, or protective bands.
  • Ring and radially are used to mean directions radially toward or away from the axis of rotation of the tire.
  • Inner means toward the inside of the tire.
  • FIGURE 1 there is illustrated a pneumatic tire (10) and rim (22).
  • the illustrated embodiment of the invention is run-flat passenger car tires of size P255/45ZR17 and P285/40ZR17, although the invention is applicable to other types and sizes of tires.
  • the pneumatic tire (10) comprises a tread (12), sidewalls (14), a belt re forcing ultimatelycture (39), a carcass (16) having at least one ply (17), and a pair of annular tensile members, commonly referred to as "bead cores" (20) located in bead portions (25), and a run-flat device (18) in the sidewalls of the tire (10).
  • a tread (12)
  • sidewalls (14) sidewalls
  • a belt re forcing strategycture 39
  • a pair of annular tensile members commonly referred to as "bead cores" (20) located in bead portions (25)
  • a run-flat device (18) in the sidewalls of the tire (10).
  • bead core (20) is shown in cross-section and comprises a plurality of wire filaments (26).
  • the bead core (20) is comprised of a single continuous filament which is repeatedly annularly wound into an annulus.
  • each of the filaments (26) shown in cross-section in FIGURE 2 are a part of the same continuous filament wound into the bead core (20).
  • a single continuous filament is the illustrated embodiment of the invention, the invention can be successfully practiced using separate, discrete filaments wound into a similar annular configuration.
  • One common such configuration is known as a "strap bead.”
  • filament windings of a single continuous filament or a plurality of discrete filaments wound into an annular configuration indicates either filament windings of a single continuous filament or a plurality of discrete filaments wound into an annular configuration.
  • the filaments are comprised of a single strand of 0.050 inch (0J27 cm) diameter wire which is individually coated with 0.005 inch (0.0127 cm) of elastomeric material. Therefore, filament (26) has an overall diameter of 0.060 inch (0J524 cm). The filaments (26) may have an overall diameter of between 0.045 (0J14 cm) and 0.080 inch (0.203 cm).
  • the bead core (20) illustrated in FIGURE 2 comprises five layers 30,32,34,36,38 of filaments 26.
  • the first layer (30) is the most radially inward layer and comprises seven filaments
  • the first layer (30) has a first width between 0.315 inch (0.80 cm) and 0.560 inch (1.422 cm) .
  • the third layer also has seven filaments and a third width equal to the width of the first layer.
  • the second layer (32) is radially outward of the first layer (30) and comprises eight filaments (26).
  • the filaments of adjoining layers, (30, 32), are "nested” together.
  • the filaments (26) are offset axially by a distance equal to about one half the diameter of a filament
  • the second layer (32) has a second width of between 0.360 inch (0.914 cm) and 0.640 inch (1.626 cm).
  • the fourth layer (34) comprises six filaments (26), and the radially outward most layer, the fifth layer (38), comprises two filaments (26).
  • the fourth layer (34) has a fourth width of between 0.027 inch (0.686 cm) and 0.480 inch (1.219 cm), and the fifth layer (38) has a fifth width of between 0.090 inch (0.229 cm) and 0J60 inch (0.406 cm).
  • the two filaments (26) of the fifth layer (38) are offset toward the first side (48) of the bead core (20).
  • the bead core (20) when viewed in a cross-section, has a perimeter (42).
  • the perimeter (42) comprises the lengths of imaginaiy line segments contacting and tangent to outer surfaces of filaments (26).
  • the perimeter has a base side (44), a radially outermost side (46), a first side (48), and a second side (50).
  • the radially outermost side (46) can have a variety of configurations without significantly affecting the performance of the inventive bead core (20).
  • the bead core (20) could take the form of an isosceles triangle, or the top surface of a rhombus. In the case of a triangular bead core, the radially outermost side (46) would form a point in cross-section.
  • the base side (44) is the radially innermost side of the bead core (20) and is inclined relative to the tire's axis of rotation as well as the mating surface of the rim (22).
  • the first side (48) is axially inward of the second side (50), although the relative orientation of the first and second sides (48, 50) is not believed to be critical for the successful practice of the invention.
  • the first side (48) extends between the base side (44) and the radially outermost side (46).
  • the first edge (54) is at the axially innermost filament (26) of the base side (44) and the perimeter segment (46).
  • the second side (50) extends between the base side (44) and radially outermost side (46).
  • the second edge (56) is the axially outermost filament 26 along the base side (44) and the perimeter segment (50).
  • the bead core (20) has a modified hexagonal shape when viewed from a cross sectional perspective.
  • the perimeter (42) of the bead core (20) defines a cross-section of the bead core.
  • the bead core perimeter (42) has at least five sides, with the longest side being the base side (44).
  • the tire (10) has a bead area which includes a bead heel surface (60).
  • the bead heel surface (60) cooperates with the associated rim (22).
  • the rim (22) is a conventional design rim as specified for the illustrated tire by industry standards, such as the Tire and Rim Association Yearbook, which is incoiporated herein by reference.
  • the rim used with the illustrated embc»diment of the tire in the sizes referred to earlier i.e., P255/45ZR17
  • the rim (22) comprises an axially inner surface (74) of rim flange (76).
  • the rim (22) also comprises a safety hump (80) which Ues axially inward of rim flange (76).
  • the distance between the safety hump (80) and the axially inner surface (74) of the rim flange (76) is referred to herein as the rim seat (62) and has a width equal to a distance W.
  • the distance W is a standard for the various rims designed for various vehicles. This information has been standardized in tiie industry and is obtainable from the Tire and Rim Association Yearbook. In the design rims to be used with the illustrated embodiment W is 0.790 inch (2.0066 cm).
  • the tire (10) has a bead area which includes a bead heel surface (60).
  • the bead heel surface (60) cooperates with and is the point of interface with the rim (22).
  • the width of the bead heel surface (60), measured in the axial direction, is substantially equal to but not greater than the distance W between the hump (80) and the axially inner surface (74) of the rim flange (76).
  • the width of bead heels of prior art tires relative to the bead seat of the rim were significantly less than the width of the bead heel (60) of the tire of the invention.
  • the width of the bead heel (60) of one relevant prior art design was 0.650 inch
  • the bead heel surface (60) of the inventive tire has a width of 0.750 inch (1.905 cm).
  • the illustrated tire (10) has a bead heel width equal to 95% of the distance W.
  • the width of the rim seat (62) (the distance W) is 0.790 inches (2.0066 cm)
  • the illustrated tire (10) has a bead heel width equal to 95% of the distance W.
  • the width of the rim seat (62) with the width of bead heel surface (60) the chances that the axially inward most portion of the bead heel surface (60) will ride over hump (80), at any point around the circumference of the bead heel (60), are substantially eliminated.
  • the bead heel surface (60) could be, for example, between 0.672 inch (1.7 cm) and 0.790 inch (2.0 cm), or between 85 % and 100% of the distance W.
  • Another element of the inventive tire (10) is the width of the first layer (30) of the bead core (20).
  • Relevant prior art designs used first layers (30) having a width of 0.276 inch (0.70104 cm) while the width of the first layer (30) of the illustrated bead core (20) is 0.420 inch (1.0668 cm). Since the width of the rim seat (i.e. "W") is 0.790 inches (2.0066 cm), the width of the first layer (30) is 53% of W. It is believed that the width of the first layer (30) of the bead core (20) must be between 50 % and 75 % of the distance W.
  • bead core (20) An important aspect of the bead core (20) is the linearity, in cross section, of the first layer (30).
  • the compressive force between the first layer (30) and the rim seat (62) is approximately uniform, more uniform than was possible in prior art bead core designs.
  • first layer (30) of the bead core (20) retains its linearity throughout the vulcanization process.
  • Prior art bead cores (20) often deform when the carcass (16) "turns up” during the tire building and vulcanization process.
  • the filaments (26) in the inventive bead core (20) are of a larger diameter i.e., 0.050 inch (0J27 cm) as compared to 0.037 inch (0.09398 cm), than is typical in relevant prior designs. It is believed the larger diameter filaments (26) contribute to the stability of the bead core (20).
  • the first layer (30) is configured to be inclined relative to the bead's axis of rotation and the rim seat (62).
  • the first layer (30) is inclined to the rim seat (62), the first layer (30) making an angle of about 15 degrees or more with the bead's axis of rotation, and at least 10° angular difference relative to the rim seat 62.
  • FIGURE 5 shows a rim (22) having a drop center (82), as is known in the art.
  • the inventive tire (10) mounts onto a typical drop center rim (22) as any conventional prior art tire would. No special rims are required, nor are any special mounting procedures.
  • the bead base (44) is inclined at a angle of at least 15° relative to the bead's axis and the bead heel surface (60) has a central portion (61) inclined relative to the bead's axis at an angle ⁇ of at least
  • the inventive bead core (20) preferably has a fifth layer having only two wire filaments shifted toward the axially inner side. This creates a somewhat flat top side (46) to the bead core (20) that is parallel to the tire's axis. This flat top facilitates the building of some types of run-flat tires (10) in that a second ply can be laid on top of the beads during assembly on the tire building drum.
  • Such a bead structure is disclosed in related patent application PCT/US98/05189 entitled
  • the axially inner edge (54) can have a diameter equal to about 0.05 to 0.06 inch greater than the bead hump (80) diameter.
  • the bead (20) of the tire (10) can be slipped over the hump (80) of the rim (22) and once seated, the inner edge (54) of the bead base (44) is axially located inward of hump (80). This means that as the inflation pressure decreases, the bead and bead core (20) tend to lock onto the rim (22), and as the tire sidewall flexes, the bead core (20) is locked into position on the rim (22) by the rim hump (80).
  • the -r-inimum inside diameter of the bead core (20) can be slightly greater than the bead hump (80) diameter at the axially inner edge (54) diameter. This permits the effects of the wide bead base (44) to be mi-nimized in terms of the tire' s difficulty to mount onto a standard rim (22).
  • the bead heel surface (60) has a toe portion (63) that is inclined about 10° greater than the center portion (61) with respect to the bead's axis.
  • This toe portion (63) in the illustrated embodiment also includes a flat axially inner surface.
  • Another feature of the illustrated tire is the use of a tough rubber chafer component (66), which forms the bead heel.
  • a tough rubber chafer component (66) which forms the bead heel.
  • a cut resistant rubber compound which may be loaded with flexten or aramid pulp, makes possible the elimination of a conventional fabric toe guard.
  • the main function for fabric is to hold in the turnup on lock-tie-in and low ply constructions. It also helps reduce tearing when tires are mounted.
  • a short fiber reinforced toeguard can be prepared as any gum component is prepared, and therefore doesn't require special processing machinery (such as a fabric calender). Additionally, during fabric toeguard preparation any scrap that is generated cannot be reused, whereas short fiber reinforced compound scrap can be "worked away” or reprocessed.
  • Passenger and light truck tires ordinarily employ a hard rubber chafer in combination with a fabric toe guard wrapped around the bead cores and the plies.
  • a run-flat tire having an unusually wide base, it has been noticed that the diametrical fit between the tire (10) and rim (22) results in higher mounting forces. These higher mounting forces are an indication that the chafer rubber directly inward of the bead core (20) experiences much higher forces when the bead portions are stretched over the rim (22) as compared to conventional tires. Testing has shown that conventional tire mounting equipment causes tears in the toe (63) of the bead.
  • Dry mounting tests are more severe than wet mounting tests.
  • the wet mounting uses a soapy solution to lubricate the tire bead, and the mounting tool or head slips on the tire bead surface. Nevertheless, tire bead damage can occur in either method of tire mounting.
  • the compound used in chafer (66) and described herein has been found to be extremely cut resistant. Most importantly, this chafer material is so durable that it eliminates the need for a separate fabric toe guard altogether. As used hereinafter the chafer (66) is also referred to as a toeguard/chafer (66) because of its ability to incorporate both features into a single component.
  • the compound used in the toeguard/chafer of the invention is a polybutadiene
  • PBD polyisoprene/polyisoprene blend
  • NR natural rubber
  • Toeguard/chafer (66) may comprise a blend of 90-40 cis-l,4-polybutadiene (cis-1,4-
  • PBD PBD/10-60 natural rubber
  • NR natural rubber
  • the compound may include fiber and or silica reinforcement.
  • a compound having the general properties of toeguard/chafer (66) is a rubber blend which comprises the following: Parts by weight per 100 parts rubber(phr) Ingredients
  • fatty acid tackifiers
  • processing oils waxes
  • antidegradants zinc oxide
  • sulfur and sulfur containing accelerators such as sulfenamides
  • silica organosilane polysulfides having an average of about 2.5 to about 4.5 sulfur atoms in the polysulfide bridge, such as bis-3(triethoxysilylpropyl) tetrasulfide.
  • the toeguard/chafer compound may be prepared, for example, by including conventional amounts of -ailfur vulcanizing agents which may vary from about 1 to about 5 phr, antidegradants (including waxes) which may vary from about 1 to 5 phr, activators which may vary from about 2 to 8 phr, and accelerator which may vary from about 0.0 to 2.5 phr.
  • -ailfur vulcanizing agents which may vary from about 1 to about 5 phr
  • antidegradants including waxes
  • activators which may vary from about 2 to 8 phr
  • accelerator which may vary from about 0.0 to 2.5 phr.
  • the amount of fatty acid may vary from about 0.25 to 3 phr
  • the amount of waxes may vary from about 0.5 to 4 phr
  • processing oil may vary from 5-20 phr.
  • PBD comprise 60-80 phr, preferably 65-75 phr
  • polyisoprene comprise 20-40 phr, preferably 25-35 phr
  • Kevlar pulp e.g. via DuPont
  • Engineered Elastomer, Merge 61722) comprise 0.5-3 phr, preferably 0.5-2 phr; carbon black comprise 60-80 phr, preferably 60-75 phr; and silica may comprise 0-20 phr, preferably 0-15 phr in the rubber composition.
  • silica coupling agents may be used, e.g. as described in U.S. Patent 5,756,589 to Sandstrom et al., issued May 26, 1998, incorporated herein by reference in its entirety.
  • the rubber composition can be prepared by first mixing the ingredients exclusive of the sulfur and accelerator curatives in a non-productive mix stage(s), and the resultant mixture mixed with the sulfur and accelerator curatives in a productive mix stage, as is conventional in the art as illustrated by U.S. Patent 4,515,713.
  • This chafer material while first developed for use on run-flat tires having unusually high mounting loads, is believed to be universally adaptable to any chafer for auto, light truck, truck or farm, off-road tires where extreme toughness and cut resistance is needed, as well as other tire components where such properties are desirable. Since the chafer of the invention eliminates the need for a fabric toe guard, and its use in all auto and light truck tires is cost efficient.
  • the chafer (66) and sidewall rubber (14) can be preferably formed as a subassembly. This is most advantageous in the illustrated run-flat tire of the invention.
  • the fiber loaded chafer of the invention permits the overall maximum gauge thickness to be reduced by about 20% to about 1.1 inches, with the total cross-sectional area being reduced to about 0.6 square inches or 10%, as shown in FIGURE 7. This 10% reduction in material reduces the weight of the subassembly by about 10% .
  • the fiber loaded chafer (66) permits the component to be cut and spliced using any conventional means such as a hot l ⁇ -ife.
  • the absence of a fabric layer is most desirable in terms of cutting and splicing of such a subassembly.
  • Kevlar reinforcement of the chafer compound reduced the flow of the compound and therefore maintains integrity of the toeguard gauge. It has been shown in previous studies with Kevlar, and other short fibers, that die swell and compound flow are reduced with the addition of short fibers.
  • the Engineered Elastomer is available as a SBR (6f724) or natural rubber (61722) masteibatch (30 phr Kevlar). Both the natural rubber and SBR masterbatches were tially evaluated at Kevlar loading levels of 0, 1.5, 3.0 and 4.5 phr. In the Examples the Kevlar was added on top of the formulation, mamtaining a 100 part level of polymer by partially replacing the respective polymer with that from the masterbatch.
  • Loading levels varying from 0 to 4.5 phr Kevlar were chosen in an attempt to obtain a wide range of values.
  • the compounds were mixed using standard mixing procedures. Banbury and mill processing of the fiber-loaded compounds was approximately equivalent to the control.
  • the NR Engineered Elastomer seemed to disperse more easily in the compounds than the SBR Engineered Elastomer.
  • This example describes various screening compounds evaluated to dete ⁇ nine dispersion of fibers in the compounds as well as some compound properties.
  • a natural rubber (NR)/styrene butadiene rubber blend (SBR) cis-l,4-polybutadiene (PBD) was used as a base compound in the evaluations.
  • the NR and SBR Engineered Elastomers demonstrated different compound processing characteristics and compound physical properties.
  • the SBR Engineered Elastomer loaded compounds required slightly more mix work than the NR Engineered Elastomer loaded compounds, indicating that they had a higher viscosity.
  • the compounds containing the NR Engineered Elastomer demonstrated comparable to slightly lower Mooney (ML1+4, minimum and maximum) and rheometer torque (minimum and maximum) values while the compounds containing the SBR Engineered Elastomer demonstrated increased Mooney and rheometer torque values with increased loading.
  • the properties of the compounds of the invention in the toeguard/chafer of an Eagle LS tire construction were compared with properties of the toeguard/chafer of a commercial tire and with a fabric toe guard used in prior art constructions.
  • a mount trial was run at the Goodyear Akron test center comparing tires built to Eagle Aquasteel (EAS) EMT specifications with a fabric toe guard, a tire built to Eagle LS (ELS) EMT specifications with a fiber loaded gum toeguard using the gum compound of the invention, and a commercial tire made with a gum toeguard. All tires were built to size P225/60R16. One tire from each construction was dry mounted using a metal head on the machine to duplicate poor mounting practice (but very common) and a second tire was mounted using tire lube on a plastic head equipped machine. All tires were mounted/dismounted three times and inspected after each mount dismount.
  • EAS Eagle Aquasteel
  • ELS Eagle LS
  • tears in the ply represent a non-repairable condition
  • rubber damage indicates superficial, nonconsequential damage
  • the Eagle Aquasteel EMT built with the fabric toe guard top bead was easy to tear when the tire was mounted or dismounted, even when properly lubed.
  • the commercial tire is more resistant to bead damage even though it has a gum toeguard. The minor tears that occur do not reach into the plies.
  • the Eagle LS EMT with the new toeguard compounds is resistant to damage.
  • the damage that occurs is confined to the toe and does not go to the ply.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

L'invention concerne un pneu à carcasse radiale (10) présentant une tringle (20) qui comprend un ensemble de filaments (26) positionnés les uns par rapport aux autres. La tringle (20) présente une section transversale et un côté de base intérieur (44) dans le sens radial, un côté (46) situé le plus à l'extérieur dans le sens radial, un premier côté intérieur (48) dans le sens axial, et un deuxième côté extérieur (50) dans le sens axial. Dans la section transversale, le côté de base (44) de la tringle (20) présente une largeur sensiblement linéaire, représentant entre 50 et 75 % de la largeur du porte-jante. Le côté de base (44) de la tringle est incliné d'au moins 15° par rapport à l'axe de rotation du talon tandis que la surface du talon externe présente une inclinaison moulée au niveau de la partie centrale intérieure (61) dans le sens radial, du côté de base (44) de la tringle, présentant un angle d'au moins 10° par rapport à l'axe de la tringle. Une jante associée (22) présente une paire de bosses (80) et une bordure (76) associée à chaque bosse (80). Chaque bordure de jante (76) comporte une surface intérieure (74) dans le sens axial, la distance entre chaque bosse (80) et la surface (74) de la bordure de jante (76) associée formant un porte-jante (62). Le pneu (10) comporte en outre un seul mélange pour le protège-talon et la bande de renfort (66), qui résiste aux coupures.
PCT/US1998/023275 1998-11-02 1998-11-02 Pneumatique presentant une structure de talon specifique Ceased WO2000026044A1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
AU13748/99A AU1374899A (en) 1998-11-02 1998-11-02 Pneumatic tire having specified bead structure
PCT/US1998/023275 WO2000026044A1 (fr) 1998-11-02 1998-11-02 Pneumatique presentant une structure de talon specifique
TW088116110A TW476717B (en) 1998-11-02 1999-09-17 Pneumatic radial ply tire and toeguard/chafer for a pneumatic tire
ZA9906635A ZA996635B (en) 1998-11-02 1999-10-20 Pneumatic tire having specified bead structure.
ARP990105545A AR021065A1 (es) 1998-11-02 1999-11-02 Cubierta de pliegue radial para el montaje sobre una llanta.
US09/765,120 US20010006086A1 (en) 1998-11-02 2001-01-18 Pneumatic tire having specified bead structure
US09/765,003 US6427742B2 (en) 1998-11-02 2001-01-18 Pneumatic tire having specified bead structure

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1998/023275 WO2000026044A1 (fr) 1998-11-02 1998-11-02 Pneumatique presentant une structure de talon specifique

Related Child Applications (2)

Application Number Title Priority Date Filing Date
US09/765,003 Continuation-In-Part US6427742B2 (en) 1998-11-02 2001-01-18 Pneumatic tire having specified bead structure
US09/765,120 Continuation-In-Part US20010006086A1 (en) 1998-11-02 2001-01-18 Pneumatic tire having specified bead structure

Publications (1)

Publication Number Publication Date
WO2000026044A1 true WO2000026044A1 (fr) 2000-05-11

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1998/023275 Ceased WO2000026044A1 (fr) 1998-11-02 1998-11-02 Pneumatique presentant une structure de talon specifique

Country Status (5)

Country Link
AR (1) AR021065A1 (fr)
AU (1) AU1374899A (fr)
TW (1) TW476717B (fr)
WO (1) WO2000026044A1 (fr)
ZA (1) ZA996635B (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1066993A3 (fr) * 1999-06-29 2001-09-19 Sumitomo Rubber Industries Ltd. Bandage pneumatique pour jante à siège incliné à 15 degrés
EP1260388A3 (fr) * 2001-05-21 2003-05-07 Sumitomo Rubber Industries Ltd. Bandage pneumatique
EP3178666A4 (fr) * 2014-08-06 2018-04-18 Sumitomo Rubber Industries, Ltd. Pneumatique pour véhicules à deux-roues
US20230060672A1 (en) * 2021-08-31 2023-03-02 The Goodyear Tire & Rubber Company Aircraft tire with zoned tread
US12434509B2 (en) 2021-08-31 2025-10-07 The Goodyear Tire & Rubber Company Aircraft tire with zoned tread

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1158208A (fr) * 1955-08-30 1958-06-12 Henley S Tyre & Rubber Company Bandage pneumatique de roue sans chambre à air
FR1536469A (fr) * 1967-07-07 1968-08-16 Pneumatiques, Caoutchouc Manufacture Et Plastiques Kleber-Colombes Pneumatique sans chambre à air
US4588780A (en) * 1984-02-09 1986-05-13 Polysar Limited Fibre containing polymers and process for production thereof
US4794967A (en) * 1987-03-12 1989-01-03 Compagnie Generale Des Etablissements Michelin Pneumatic tire having bead rings each formed by a stack of ribbons of curved shape
EP0329589A2 (fr) * 1988-02-17 1989-08-23 The Goodyear Tire & Rubber Company Caoutchouc contenant un renforcement d'une pulpe à base d'aramide
DE3936231A1 (de) * 1988-11-01 1990-05-03 Sumitomo Rubber Ind Kraftwagenreifen

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1158208A (fr) * 1955-08-30 1958-06-12 Henley S Tyre & Rubber Company Bandage pneumatique de roue sans chambre à air
FR1536469A (fr) * 1967-07-07 1968-08-16 Pneumatiques, Caoutchouc Manufacture Et Plastiques Kleber-Colombes Pneumatique sans chambre à air
US4588780A (en) * 1984-02-09 1986-05-13 Polysar Limited Fibre containing polymers and process for production thereof
US4794967A (en) * 1987-03-12 1989-01-03 Compagnie Generale Des Etablissements Michelin Pneumatic tire having bead rings each formed by a stack of ribbons of curved shape
EP0329589A2 (fr) * 1988-02-17 1989-08-23 The Goodyear Tire & Rubber Company Caoutchouc contenant un renforcement d'une pulpe à base d'aramide
DE3936231A1 (de) * 1988-11-01 1990-05-03 Sumitomo Rubber Ind Kraftwagenreifen

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1066993A3 (fr) * 1999-06-29 2001-09-19 Sumitomo Rubber Industries Ltd. Bandage pneumatique pour jante à siège incliné à 15 degrés
EP1260388A3 (fr) * 2001-05-21 2003-05-07 Sumitomo Rubber Industries Ltd. Bandage pneumatique
US6691756B2 (en) 2001-05-21 2004-02-17 Sumitomo Rubber Industries, Ltd. Pneumatic tire with specified bead base surface
EP3178666A4 (fr) * 2014-08-06 2018-04-18 Sumitomo Rubber Industries, Ltd. Pneumatique pour véhicules à deux-roues
US11383560B2 (en) 2014-08-06 2022-07-12 Sumitomo Rubber Industries, Ltd. Tire for two-wheeled automotive vehicle
US20230060672A1 (en) * 2021-08-31 2023-03-02 The Goodyear Tire & Rubber Company Aircraft tire with zoned tread
CN115723484A (zh) * 2021-08-31 2023-03-03 固特异轮胎和橡胶公司 具有分区胎面的飞行器轮胎
US12434509B2 (en) 2021-08-31 2025-10-07 The Goodyear Tire & Rubber Company Aircraft tire with zoned tread
CN115723484B (zh) * 2021-08-31 2025-11-04 固特异轮胎和橡胶公司 具有分区胎面的飞行器轮胎

Also Published As

Publication number Publication date
AU1374899A (en) 2000-05-22
ZA996635B (en) 2000-05-09
AR021065A1 (es) 2002-06-12
TW476717B (en) 2002-02-21

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