Self-supporting tire

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Three belt layers (8, 9, 10) are arranged on outer peripheral surface of tire carcass in support section. Note here that said belt layers have angle a of inner belt layer (8) to direction along tire circumference varies from 15° to 30°, angle β of the cord of medium belt layer (9) to direction along tire circumference makes at least 40° angle γ of outer belt layer (10) to direction along tire circumference varies from 35° to 70°.

EFFECT: higher stability and control over punctured tire, stable driving on snow.

13 cl, 5 dwg, 3 tbl

 

The technical field to which the invention relates.

The present invention relates to so-called self-supporting tire. More precisely, the present invention relates to a self-supporting tire having increased maneuverability, especially starting ability, on the surface of the icy roads when the mileage run flat tire, if the tire is punctured, at the same time providing increased driving comfort when driving on normal road surfaces, as well as increased resistance on the surfaces of the snow-covered roads during the time when the tire is not punctured.

The level of technology

To date the following self-supporting tire was widely recognized as enabling safe movement at a certain distance, even if the tire is punctured. In this self-supporting tire when it is deflated, the layers of hard rubber, each of which has an arc shape in cross section, are located respectively at the lateral parts of the tyre (for example, see Patent Documents 1 and 2). When puncture pressure is zero, a self-supporting tire of this type can go in the arcuate layers of hard rubber, located respectively in the lateral parts, perceiving the load from the vehicle attributable to the bus.

However, self-supporting tire of this type has the following problem because the load of the car is perceived hard rubber n is both, the left and right sides, as described above. Namely, when the mileage run flat tire, when the tire is punctured, the spot area of contact of the tire decreases as the Central part of the width of the support part 4 is bent, as shown in Figure 5. Accordingly, the maneuverability at movement on a road surface with low friction deteriorates. In particular, in the case of a bus, such as bus without spacers, which are designed to have a bearing surface with low stiffness, this tendency to deterioration is significant, so the bus is sometimes slips on the snow-covered road surface.

As a countermeasure against this problem was proposed the following approach. In this approach, the additional layer in the form of a tape formed of cords, each of which is elongated at a large angle to the direction of the circumference of the tire, is located on the outer peripheral side of the two tape layers located in the support part. Additional belt layer increases the compression resistance along the width of the support part, so that the phenomenon of deflection is constrained (see, for example, Patent Document 3).

However, this approach leads to an excessive increase in rigidity of the support part, because three belt layers formed in the end. As a result, this approach raises the problem of deterioration of comfort when driving on normal road surfaces and is ustoichivosti on the surfaces of the snow-covered roads in case when the tire is not punctured.

Patent Document 1: Application to Japanese Patent Kokay. Publication number 2003-94912.

Patent Document 2: Application to Japanese Patent Kokay. Publication number 2003-326924.

Patent Document 3: international Publication No. 2003/024727.

Disclosure of inventions

The problem addressed by the invention

The present invention is the provision of self-supporting tires with increased maneuverability, especially starting ability, on the surface of the icy roads when the mileage run flat tire, if the tire is punctured, at the same time providing increased driving comfort when driving on normal road surfaces, as well as increased resistance on the surfaces of the snow-covered roads during the time when the tire is not punctured.

Part of the solution

Self-supporting tire of the present invention to achieve the above objectives differs in that it includes a frame layer, lying between the bead cores, respectively recessed in a pair of left and right sabrinah parts; hard rubber layers, each of which has a nearly arcuate form in cross section, located respectively at the lateral parts; and three belt layer located on the outer peripheral side of the frame layer in the support part. In addition, self-supporting tire is following the specifications. With regard to the three belt layers, the angle α laying internal cord belt layer with respect to the direction of the circumference of the tire is from 15° to 30°, the angle β laying median cord belt layer with respect to the direction of the circumference of the tire is not less than 40°, and the angle γ laying cords far from the center of the belt layer with respect to the direction of the circumference of the tire is from 35° to 70°.

In the configuration of the belt layer angular difference between the cord angle β of the median belt layer and the cord angle γ of the outer belt layer may preferably be mounted within 20°. Moreover, the direction of the cords of the inner belt layer and the direction of the median cord belt layer can be set so as to be located respectively in directions opposite to each other relative to the Equatorial plane of the tyre, while the direction of the median cord belt layer and the direction of the cords of the outer belt layer can be set so as to be arranged in the same direction with respect to the Equatorial plane of the tire.

Cords comprising at least one of the belt layers, the middle or external, can be made of steel. In addition, the total area of cross sections of cords per unit width, less than the least one of the belt layers, the middle or external, may be set to be 1.2 to 1.5 of the total area of cross sections of cords per unit width in the inner belt layer.

Other self-supporting tire of the present invention to achieve the above objectives differs in that it includes a frame layer, lying between the bead cores, respectively recessed in a pair of left and right sabrinah parts; hard rubber layers, each of which has a nearly arcuate form in cross section, located respectively at the lateral parts; and three belt layer located on the outer peripheral side of the frame layer in the support part. In addition, self-supporting bus has the following characteristics. With regard to the three belt layers, the angle α laying internal cord belt layer with respect to the direction of the circumference of the tire is from 40° to 75°, the angle β laying median cord belt layer with respect to the direction of the circumference of the tire is set from 0° to 35°, and the angle γ laying cords far from the center of the belt layer with respect to the direction of the circumference of the tire is from 40° to 75°. Moreover, the direction of the cords of the inner belt layer and the direction of the median cord belt layer is set so as to be tilted is respectively in the directions opposite to each other relative to the Equatorial plane of the tire.

In the configuration of the second self-supporting bus connection between the cord angle α of the inner belt layer and the cord angle γ of the outer belt layer may preferably be set so that α≥γ. In addition, the direction of the cords of the outer belt layer and the direction of the cords of the inner belt layer can be set to be inclined in one direction relative to the Equatorial plane of the tire.

Moreover, cords, which are based on the inner belt layer and the outer belt layer can be made of steel.

In both self-supporting tire, first and second, relatively soft rubber having JIS And hardness from 40 to 50 at a temperature of 0°C, can be used as Pokryshkina rubber, comprising a supporting part. In addition, it is desirable that this self-supporting tire was used as a bus without spacers for driving on icy road surfaces.

The effect of the invention

In accordance with the first variant of the invention, the cord angle of each of the three belt layers arranged in the support part, with respect to the direction of the circumference of the tire is as follows. Namely, the cord angle α of the inner belt layer is from 15° to 30°, the angle β median cord belt layer is not me who her 40°, and the cord angle γ of the outer belt layer is from 35° to 70°. This configuration increases the compression rigidity across the width of the supporting part while restraining increase lateral rigidity in the circumferential direction, as a continuous belt straps. For this reason, despite the fact that the convenience of driving on normal road surfaces and directional stability when driving on snow-covered surfaces road when the tire is not punctured, increase, the phenomenon of deflection when driving on a deflated tire, when the tire is punctured, is suppressed. Accordingly, because the contact area of the tire is maintained, agility (more precisely, the starting characteristic) on the surfaces of icy roads can be improved.

In accordance with a second embodiment of the present invention, the cord angle of each of the three belt layers arranged in the support part, with respect to the direction of the circumference of the tire is as follows. Namely, each of the corners of the cord angle α of the inner belt layer and the angle γ of the outer belt layer is set to be a great angle from 40° to 75°, and the angle β of the median belt layer is set to be a small angle from 0° to 35°. Moreover, the direction of the cords of the inner belt layer and the middle belt layer is set so as to intersect against the sustained fashion the Equatorial plane of the tire. This configuration makes it possible to store in a balanced method, the lateral stiffness across the width despite the restraint of the increase lateral rigidity in the circumferential direction, as a continuous belt straps. The compression stiffness across the width of the support part, thus, can be increased. For this reason, despite the fact that the convenience of driving on normal road surfaces and directional stability when driving on snow-covered surfaces road when the tire is not punctured, increase, the phenomenon of deflection when driving on a deflated tire, when the tire is punctured, is suppressed. Accordingly, the maneuverability on the surfaces of icy roads can be improved.

Brief description of drawings

Figure 1 is a cross section showing a self-supporting tire in accordance with the embodiment of the present invention.

Figure 2 - top view with the local section, showing the organization of the relationship between the reference surface and the tape layers tyres in figure 1.

Figure 3 is a top view corresponding to Figure 2 and showing a self-supporting tire in accordance with another embodiment of the present invention.

4 is a top view corresponding to Figure 2 and showing a self-supporting tire in accordance with another embodiment of the present invention.

5 is an explanatory view showing in what icenii, as the deformed reference surface, when the usual self-supporting tire operates in the event of a breakdown.

The implementation of the invention

Below the configuration of the present invention will be described in detail with reference to the accompanying drawings.

In a self-supporting tire shown in figure 1 and figure 2, a self-supporting tire 1 includes a pair of left and right sabrinah parts 2 and 2; the side pieces 3 and 3, which extend in the radial direction from sabrinah parts 2 and 2, respectively; and a cylindrical supporting part 4, which connects distant from the center in the radial direction of the respective side parts 3 and 3.

Frame layer 6 lies between the left and right screenname parts 2 and 2. And the hard rubber layer 7 is located on the inner surface in the axial direction of the tire frame layer 6 in each side part 3. Each layer 7 hard rubber has almost arcuate shape in cross section. In addition, three belt layers 8, 9 and 10 are located on the outer peripheral side of the frame layer 6 in the supporting part. Moreover, the tape covering layer 5 is located on the outer side of the belt layers 8, 9 and 10 in order to restrain the expansion in the diameter of these belt layers 8, 9 and 10 while driving at high speed. Tape the covering layer 5 is formed nametko the cord from technical fibres made from nylon or similar material, so that the cord from technical fibres takes place in the circumferential direction of the tire. Tape the covering layer 5 is sometimes not applied depending on the desired characteristics of the tire.

As shown in figure 2, in the present invention the surface of the support part 4 is formed in a block structure having a large number of organized units. Cord angles α, β and γ cords 8C, 9c and 10C, which form three respective belt layers 8, 9 and 10 relative to the direction of the circumference, are set as follows. Namely, the cord angle α of the inner belt layer 8 is set from 15° to 30°. The cord angle β of the middle belt layer 9 is set to not less than 40° and preferably not more than 75°. The cord angle γ of the outer belt layer 10 is from 35° to 70° and preferably from 40° to 65°.

The above installation angle α of the cord of the belt layer 8 to a small value and each of the cord angles β and γ of the belt layers 9 and 10, respectively, at a great value provides the following effect. Namely, these settings allow you to balance, as a continuous belt layer, lateral stiffness in the circumferential direction and lateral stiffness across the width, thus increasing the compression rigidity of the supporting part of the width. Thus, you can policitical driving when driving on normal road surfaces, as well as directional stability and driving stability when driving on snow-covered road surface when the tire is not punctured, and also to increase maneuverability (more precisely, the starting characteristic) on icy road surfaces when driving on a deflated tire, when the tire is punctured, as the occurrence of deflection of the supporting surface is prevented.

When the cord angle α of the inner belt layer 8 is less than 15°, lateral stiffness in the circumferential direction, as a continuous belt layer becomes too high. Accordingly, the driving comfort when driving on normal road surfaces and the driving stability on snow-covered road surface when the tire is not punctured, is deteriorating.

When the cord angle β of the median band of the layer 9 is less than 40°, or when the cord angle γ of the outer belt layer 10 is less than 35°, lateral stiffness in the circumferential direction, as a continuous belt layers becomes too high, as in the above case. Accordingly, the driving comfort when driving on normal road surfaces and the driving stability on snow-covered road surface when the tire is not punctured, is deteriorating.

Moreover, when the cord angle γ of the outer belt layer 10 exceeds 70°, lateral stiffness across the width, as a continuous belt layers, becomes if the lump high in comparison with the lateral rigidity in the circumferential direction. For this reason, the compression rigidity of the supporting part of the width becomes too high. Accordingly, the driving comfort when driving on normal road surfaces and the driving stability on snow-covered road surface when the tire is not punctured, is deteriorating.

The angular difference |β-γ| between kordovy angle β cords 9s, forming the middle belt layer 9, and kordovy angle γ cord 10C forming the outer belt layer 10, preferably set in the range of 20° and even more preferably within 10°. This setting reduces the difference in stiffness between the middle belt layer 9 and the outer belt layer 10 and, thus, prevents excessive twisting of the belt layers. As a result, since the force in the steering is suppressed, the characteristic rectilinear motion can be improved.

Each of the cords 8C, 9c and 10C, respectively, forming a belt layers 8, 9 and 10, preferably formed of steel cords or cords of their technical fibers having high strength and high elastic modulus. Cord from technical fibres may be, for example, one - or two-component, including any of the components: aramid fiber, polyketone fiber, polyethylene-naphtalate fiber and poly-p-phenylene-benzobisoxazole fiber, each of the which has a modulus of elasticity in tension from 10000 N/mm 2up to 150,000 N/mm2and preferably from 20000 N/mm2up to 100,000 N/mm2.

In the present embodiment, it is preferable that at least one of the belt layers, median 9 or external 10 was formed of a steel cord. More preferably, both of these belt layers, median 9 and outer 10 were formed of steel cords. This makes it possible to safely increase the compression rigidity of the supporting part 4 in width. Thus, the phenomenon of deflection when driving on a deflated tire can be safely blocked. As a result, since the tire contact patch is saved, maneuverability (particularly starting characteristics) on icy road surfaces can be further increased.

Organization relationships cords 8C, 9c and 10C, the components of the respective belt layers 8, 9 and 10, can be set as follows, as shown in figure 2. Namely, these belt layers 8, 9 and 10 are arranged so that the direction of the cords of the inner belt layer 8 and the direction of the median band of the layer 9 is inclined respectively in directions opposite to each other with respect to the Equatorial plane of the tyre, and also so that the direction of the median cord belt layer 9 and the direction of the cords of the outer belt layer 10 is tilted in one healthy lifestyles the Institute with respect to the Equatorial plane of the tire. This arrangement makes it possible in a balanced manner to increase driving comfort when driving on normal road surfaces and the driving stability when driving on snow-covered road surface when the tire is not punctured, and maneuverability on icy road surfaces when driving on a deflated tire, when the tire is punctured.

It should be noted that the direction of the median cord belt layer 9 and the direction of the cords of the outer belt layer 10 can be installed, as shown in Figure 3, depending on the size and the required characteristics of the tire. Namely, the middle belt layer 9 and the outer belt layer 10 can be arranged so that the direction of the median cord belt layer 9 and the direction of the outer belt layer 10 respectively inclined in directions opposite to each other relative to the Equatorial plane of the tire.

In the above embodiments, the implementation shown in figure 2 and Figure 3, the total area of cross sections of cords included in each of the three belt layers, is as follows. Namely, it is preferable that the total area of the cross-sections cords 9c or 10C per unit width in at least one of the belt layers, the middle layer 9 or the outer layer 10 was installed from 1.2 to 1.5 total square on reechnyh sections cords 8C per unit width in the inner belt layer 8. This setting makes it possible to further increase the compression rigidity of the supporting part 4 in width. In the result, it is possible to increase further the effect of suppressing the phenomenon of deflection when driving on a deflated tire and thus to increase in the future, maneuverability (particularly starting characteristic) on icy road surfaces. Here, the total area of cross sections of cords per unit width is the sum of the squares of the cross-sections of cords per unit width in the cross section including the axis of the tire in each tape layer.

Figure 4 is a top view showing the device of the Association of belt layers and the supporting surface of the tire with a lowered pressure in accordance with another embodiment of the present invention.

The device of this self-supporting tires in the cross section of the same, as shown in figure 1. Three belt layers 8, 9 and 10 are located on the inner peripheral side of the supporting surface 4 so that the direction of the cords of the inner belt layer 8 and the middle belt layer 9 is arranged so as to intersect relative to the Equatorial plane of the tire. In addition, each of the angles, the angle α cords 8C, forming the inner belt layer 8 relative to the direction of the circumference of the tire, and the cord angle γ 10C forming nasni tape layer 10 relative to the direction of the circumference of the tire, is from 40° to 75°, and preferably from 50° to 60°. On the other hand, the angle β cords 9s, forming the middle belt layer 9 with respect to the direction along the circumference of the tire is set from 0° to 35°, and preferably from 20° to 30°.

As described above, each of the angles α and γ, respectively, the inner belt layer 8 and the outer belt layer 10 is set to be greater angle from 40° to 75°, while the angle β median cord belt layer is set to be a small angle, from 0° to 35°. Accordingly, as a continuous belt layers, lateral stiffness across the width remains balanced, while increasing lateral stiffness in the circumferential direction is suppressed. This allows you to increase the compression rigidity of the supporting part of the width. This organization feeds allows you to increase driving comfort when driving on normal road surfaces and the driving stability when driving on snowy road surfaces at the time when the tire is not punctured, and improve maneuverability on icy road surfaces, by suppressing the phenomenon of deflection when driving on a deflated tire.

When one of the corners of the cord angle α of the inner belt layer 8 or the angle γ of the outer belt layer 10, less than the values of the above-described range, the lateral rigidity to the managing circumference becomes too large compared to the lateral stiffness across the width, as a continuous tape layers. Accordingly, the maneuverability on icy road surfaces when driving on a deflated tire deteriorates. By contrast, when one of the corners of the cord angle α of the inner belt layer 8 or the angle γ of the outer belt layer 10 exceeds the value of the above range, lateral stiffness across the width becomes too large compared to the lateral rigidity in the circumferential direction, as a continuous tape layers. Accordingly, although the maneuverability on icy road surfaces when driving on a deflated tire is stored, driving comfort when driving on normal road surfaces and the driving stability when driving on snowy road surfaces at the time when the tire is not punctured, is deteriorating.

In the present embodiment, the ratio between the cord angle α of the inner belt layer 8 and the angle γ of the outer belt layer 10 may be set to satisfy α≥γ. This setting makes it possible to maintain a suitable balance between the lateral rigidity in the circumferential direction and lateral stiffness across the width, as a continuous tape layers. The result is further to provide a suitable balance between ride comfort when driving on normal road surfaces and the driving stability when driving on snow-covered road is electroplated surfaces during when the tire is not punctured, and maneuverability on icy road surfaces when driving on a deflated tire.

Steel cord or the above-described cord from technical fibers having high strength and high modulus of elasticity, can be used for cords 8C, 9c and 10C, the components of the belt layers 8, 9 and 10. Preferably, the steel cord was used as cords for 8C constituting the inner belt layer 8 and cords 10C constituting the outer belt layer 10. This helps to provide lateral stiffness across the width, as a continuous belt layers, and, thus, to reliably increase the compression rigidity of the supporting surface 4 in width. Accordingly, the maneuverability on icy road surfaces can be increased thanks to a strong suppression of the phenomenon of deflection when driving on a deflated tire.

In the embodiment shown in Figure 4, cords 9c middle belt layer cords 9 and 10C of the outer belt layer 10 may be arranged to establish an organized relationship in which the direction of the median cord belt layer 9 and the direction of the cords of the outer belt layer 10 is tilted in one direction relative to the Equatorial plane of the tire. This organization makes a simple adjustment, in accordance with the desired characteristics of the tire, is alance between comfort driving on normal road surfaces and the driving stability on snowy road surfaces at the time, when the tire is not punctured, and maneuverability on icy road surfaces when driving on a deflated tire. In addition, it is advantageous for the durability of the belt layer.

It should be noted that in accordance with the size or the desired characteristics of the tire described above, the relationship of the organization between the middle belt layer 9 and the outer belt layer 10 may be set so that the directions of the cords middle belt layer 9 and the outer belt layer 10 is relatively inclined in directions opposite to each other relative to the Equatorial plane of the tire.

As described above, in a self-supporting tire of the present invention three belt layers are arranged in the support part. In addition, the middle belt layer and the outer belt layer or the inner belt layer and the outer belt layer is arranged such that the direction of the cords of each belt layer are inclined at a large angle to the direction of the circumference of the tire. Thus, the lateral stiffness across the width is fully preserved. Accordingly, there is no need to use rubber as a reference, which should be located in the support part, the rubber having a high hardness, which could also be used to improve compression stiffness in width, in order to improve the nature of the specific movement with a flat tire.

In other words, in a self-supporting tire according to the present invention can be used as at least covering rubber anchor rubber, rubber having a low hardness as compared with conventional tires. Placing a covering of rubber having a low hardness, improves driving comfort when driving on normal road surfaces and the driving stability on snowy road surfaces at the time when the tire is not punctured. Preferably, the covering rubber had JIS And hardness from 40 to 50 and preferably from 43 to 48 at a temperature of 0°C. If the JIS And the hardness is less than 40, it is difficult to provide a suitable maneuverability on icy road surfaces when driving on a deflated tire. Note that JIS A hardness is a hardness of the rubber, measured at a temperature of 0°C using a Durometer type a in accordance with JIS K6253.

The first of the above-described self-supporting tire of the present invention is configured as follows. Namely, three belt layer located on the outer side of the frame layer in the support part. Moreover, the angles of the three cords of the belt layers with respect to the direction of the circumference of the tire is installed so that the inner belt layer has a cord angle of 15° to 30°, which is the middle belt layer has a cord angle of not less than 40° and the outer belt layer has Lu the l cord from 35° to 70°. On the other hand, the second self-supporting tire of the present invention is configured as follows. Namely, the inner belt layer and the middle belt layer are arranged so that directions of respective cords of the belt layers are tilted relatively in directions opposite to each other with respect to the Equatorial plane of the tire. In addition, the angles of the cords of the respective three belt layers with respect to the direction of the circumference of the tire is installed so that the inner belt layer and the outer belt layer each have a large angle from 40° to 75°, and that the middle belt layer has a small angle from 0° to 35°. Each of these self-supporting tyres increases driving comfort when driving on normal road surfaces and the driving stability when driving on snowy road surfaces at the time when the tire is not punctured, and also increases agility on icy road surfaces suppression phenomenon of deflection when driving on a deflated tire, when the tire is punctured. Accordingly, both of the self-supporting tires are preferably used particularly as a bus without intermediate supports, designed for driving on icy road surfaces.

The standard Example, Comparative Examples 1 and 2, Examples 1 to 7

Standard bus (Standard Example), cf is viveme tires (Comparative Examples 1 and 2) and the tire of the present invention (Examples 1 to 7) were prepared. These tires have a size of 205/55R16 each design shown in figure 1, and the tread pattern shown in figure 2. However, these tires differed from one another cord angles α, β and γ respective cords of the belt layers 8, 9 and 10 relative to the direction of the circumference of the tire and the direction of the cords relative to the Equatorial plane of the tire, as shown in table 1.

The following should be seen in relation to each bus. Cords forming each of the belt layers 8, 9 and 10, were steel cord. In addition, the width of the inner belt layer 8, the middle belt layer 9 and the outer belt layer 10 were set to 190 mm, 180 mm and 170 mm, respectively. Moreover, for all tires was running the same square cross-sections of cords per unit width of each tape layer.

These 10 types of tires were evaluated by the testing method described below in relation to the comfort of driving on normal road surfaces and the driving stability when driving on snowy road surfaces at the time when the tire is not punctured, and the starting characteristics on icy road surfaces when driving on a deflated tire. The result of the evaluation is also presented in table 1.

Driving comfort during driving on normal road surfaces

Each tire was mounted on a rim (16×7J),inflated to a pressure of 230 kPa, and then installed in place of one of the four wheels in front and behind the rear-wheel drive car with engine capacity of 2500 cm3. The car then drove around a test track with an asphalt road surface at a speed of about 60 km/H. in This way the evaluation of the sensations gave three drivers test. The evaluation results are shown by indices, where the evaluation result of the Standard Example is taken as 100. The higher the index, the better tire for comfort driving.

The driving stability during driving on snowy road surfaces

The above car has spent 10 km test track with snow-covered road surface temperature from -3°C to -8°C, temperature of snow from -4°C to -8°C) at a speed of 40 km/H. in This way the evaluation of the sensations gave three drivers test. The evaluation results are shown by indices, where the evaluation result of the Standard Example is taken as 100. The higher the index, the better the tire stability of driving.

Starting characteristics when driving on icy road surfaces

In the tires installed on the above vehicle, the pressure in the front wheel driver side was reduced to zero (0 kPa). Then the condition of the car in motion was observed at the time when the car started on the test track with icy road surface, the Tire was thus, evaluated at the starting characteristic. The evaluation results are shown by indices, where the estimated standard bus is taken as 100. The higher the index, the better the tire at a starting characteristic.

As can be seen from table 1, the tires of the present invention (Examples 1 to 7) improved in a balanced manner in relation to driving comfort when driving on normal road surfaces and the driving stability when driving on snowy road surfaces at the time when the tire is not punctured, and the starting characteristics on icy road surfaces when driving on a deflated tire compared to the standard bus and compare tires.

Examples 8 and 9

Examples 8 and 9 were prepared by varying, as shown in Table 2, the total area of cross sections of cords included in one of the belt layers, the outer belt layer and the middle belt layer of the tire of Example 1. It should be noted that the total area of cross sections of cords per unit width is shown by indices, where the total sectional area of the cords per unit area in the above-described standard bus (Standard Example) is taken as 100.

These two types of tires were evaluated by the same test method as described above for driving comfort on about cnym road surfaces and the driving stability when driving on snowy road surfaces at the time, when the tire is not punctured, and the starting characteristics on icy road surfaces when driving on a deflated tire. The evaluation results are shown in table 2 together with the standard tires (Standard Example)shown in table 1.

Table 2
The inner belt layer 8The cord angle α (°)252525
Direction CordaBottom leftBottom leftBottom left
The total area of the cross-sections cords (index)100100100
The middle belt layer 9The cord angle β (°)255555
Direction CordaRight downRight downRight down
The total area of the cross-sections cords (in the TSA) 100100125
External belt layer 10The cord angle γ (°)505050
Direction CordaRight downRight downRight down
The total area of the cross-sections cords (index)100125100
ScoreThe comfort of motion100106105
The stability control on snow100105106
Starting feature on ice100110109

As can be seen in table 2, the tires of the present invention (Examples 8 and 9) improved in a balanced manner in relation to the comfort of driving on normal road surfaces and the driving stability when DV is position on snowy road surfaces at the time, when the tire is not punctured, and the starting characteristics on icy road surfaces when driving on a deflated tire in comparison with a standard rail.

Comparative Examples 3 to 5 and Examples 10 to 16

Standard bus (Standard Example), compare tires (Comparative Examples 3 and 5) and the tire of the present invention (Examples 10 through 16) were prepared in the same conditions as in Example 1 except the following points. Namely, these tyres were prepared by varying, as shown in table 3, the cord angles α, β and γ of the respective belt layers 8, 9 and 10 with respect to the circumferential direction of the tire, as well as torgovogo the direction of their cords relative to the Equatorial plane of the tire in the tire of Example 1.

These eleven types of tires were evaluated by the above evaluation methods in relation to the comfort of driving on normal road surfaces and the driving stability when driving on snowy road surfaces at the time when the tire is not punctured. These eleven types of tires were also evaluated by the test methods described below, the starting characteristic, the braking performance and characteristics of traffic on a deflated tire on icy road surfaces when driving on a deflated tire. The evaluation results are shown together in table 3.

Starting characteristics and tor the religious characteristics on icy road surfaces

Each tire was mounted on a rim (16×7J), inflated to a pressure of 230 kPa, and then installed in place of one of the four wheels in front and behind the rear-wheel drive car with engine capacity of 2500 cm3. In the tires installed on the above vehicle, the pressure in the front wheel driver side was reduced to zero (0 kPa). Then the evaluation of feelings was represented by three drivers test vehicle in relation to the starting position of the vehicle when the vehicle is started, and braking characteristics in position when the car was disbanded after the start of the test track with icy road surface. The evaluation results are shown as follows. The case in which the vehicle can start without a problem, denoted as 0. Condition (braking the slipping wheel and tire) tire after the start shown by indices, where the Standard Example is taken as 100. The higher the index, the better the braking characteristics of the tire.

The characteristic movement in the deflated tire

In the tires installed on the above car, air pressure in the front wheel driver side was reduced to zero (0 kPa). Then the evaluation of feelings was represented by three drivers test vehicle stability control car, when ABT the cart was driven on a test track with icy road surface. The bus was, therefore, estimated by the characteristic movement of the run-flat tire. The evaluation results displayed by indices where the evaluation result of the Standard Example is taken as 100. The higher the index, the better the characteristics of the tires for driving on a deflated tire.

As can be seen in table 3, the tire of the present invention is improved in a balanced manner in relation to driving comfort when driving on normal road surfaces and the driving stability when driving on snowy road surfaces at the time when the tire is not punctured, and maneuverability (starting characteristics, braking characteristics and performance characteristics) on icy road surfaces when driving on a deflated tire, when the tire is punctured, in comparison with a standard tire and compare tires.

1. Self-supporting tire, which includes
frame layer, lying between the bead cores, respectively recessed into a pair of left and right sabrinah parts;
layers of hard rubber, each of which has essentially arcuate shape in cross section and located respectively at the lateral parts; and
three belt layer located on the outer peripheral surface of the frame layer in the support part, with
three belt layers, the cord angle α of the inner l is tochnogo layer relative to the direction of the circumference of the tire is set from 15 to 30°, the angle β median cord belt layer with respect to the direction of the circumference of the tire is not less than 40°, and the cord angle γ of the outer belt layer with respect to the direction of the circumference of the tire is selected from 35 to 70°.

2. The tire according to claim 1, in which the angular difference between the angle β median cord belt layer and the cord angle γ of the outer belt layer is set within 20°.

3. The tire according to claim 1 or 2, in which the cords form, at least one of the layers, the middle belt layer or the outer belt layer are steel cord.

4. The tire according to claim 1, in which
the direction of the cords of the inner belt layer and the direction of the median cord belt layer is made tiltable respectively in opposite directions relative to each other with respect to the Equatorial plane of the tire, and
the direction of the median cord belt layer and the direction of the cords of the outer belt layer is made tiltable in one direction relative to the Equatorial plane of the tire.

5. The tire according to claim 1, in which the total area of cross sections of cords per unit width in at least one of the layers, the middle belt layer or the outer belt layer is set within 1.2 to 1.5 of the total area of cross sections of cords per unit width in the inner belt layer is.

6. The tire according to claim 1, in which the rigidity of the covering rubber, forming the supporting part is set from 40 to 50 per JIS And rigidity at a temperature of 0°C.

7. The tire according to claim 1, which is a bus without spacers for driving on icy road surfaces.

8. Self-supporting tire, which includes
frame layer, lying between the bead cores, respectively recessed into a pair of left and right sabrinah parts;
layers of hard rubber, each of which has essentially arcuate shape in cross section and located respectively at the lateral parts; and
three belt layer located on the outer peripheral surface of the frame layer in the support part, with
three belt layers, the cord angle α of the inner belt layer with respect to the direction of the circumference of the tire is set from 40 to 75°, the angle β median cord belt layer with respect to the direction of the circumference of the tire is set from 0 to 35°, and the cord angle γ of the outer belt layer with respect to the direction of the tire circumference is set from 40 to 75°, and
the direction of the cords of the inner belt layer and the direction of the median cord belt layer is made tiltable relatively in directions opposite to each other with respect to the Equatorial plane of the tire.

9. The tire of claim 8, in which the ratio of ug is and α Korda internal tape layer to the cord angle γ of the outer belt layer is set α> γ.

10. The tire of claim 8 or 9, in which the cords, the innermost belt layer and the outer belt layer are steel cord.

11. The tire of claim 8, in which the direction of the cords of the outer belt layer and the direction of the median cord belt layer is made tiltable in one direction relative to the Equatorial plane of the tire.

12. The tire of claim 8, in which the rigidity of the covering rubber, forming the supporting part is set from 40 to 50 per JIS And rigidity at a temperature of 0°C.

13. The tire of claim 8, which is a bus without spacers for driving on icy road surfaces.
The installed priority: claims 1-5, 7 - 27.01.2006,;
PP-13 - 10.02.2006,;
PP - 24.01.2007,



 

Same patents:

FIELD: chemistry.

SUBSTANCE: band made from crude fabric can be used as an auxiliary layer, cushion layer and reinforcement base in the carcass of a tyre. The band is made by saturating crude mini-fabric, which contains several separate strands, with a solvent based adhesive. The adhesive, which contains a solvent and an elastomer composition, is dried such that, most of the solvent evaporates. The elastomer composition remains, covering the fabric and forming a band that way.

EFFECT: reduced cost of making the said band, as well as improvement of its quality.

12 cl, 7 dwg

FIELD: transport.

SUBSTANCE: tyre contains at least two inserts (104) made of stitched elastomeric material radial superimposed from outside with regard to breaker construction element near outer axial edges of breaker construction element. At that, each insert contains inner, as per axis, part located between breaker construction element and tread band, insert tapers towards tyre girdle and outer, as per axis, part located between skeleton construction and respective tyre side and insert tapers towards tyre axis of rotation. Stitched elastomeric material has dynamic modulus of elasticity (E') measured at 70°C comprising less than 7 MPa.

EFFECT: increase of reliability and quality of tyre.

38 cl, 2 dwg, 2 tbl, 2 ex

FIELD: transport engineering; tire industry; highly efficient tires.

SUBSTANCE: proposed tire for vehicle wheels includes carcass structure of toroidal shape whose opposite side edges are coupled by corresponding right-hand side and left-hand side bead wires to form corresponding beads; breaker structure applied in outer relative to radius position relative to said carcass structure: tread band radially applied to breaker structure; at least one layer of cross-linked elastomer material applied in inner relative to radius position relative to said tread band; pair of side strips applied from side to opposite sides relative to carcass structure; at least one layer of cross-linked elastomer material has following characteristics: dynamic modulus of elasticity E¹ measured at 70°C not lower than 20 MPa, preferably, from 25 MPa to 50 MPa; ratio between modulus of elasticity at extension at 100% elongation (MIOO) and modulus of elasticity at extension at 10% elongation (MIO) not lower than 1.5, preferably, from 2 to 5. One layer of cross-linked elastomer material is preferably laid between tread band and breaker structure. Invention provides better characteristics of tire during operation at high driving speed and/or extreme driving conditions - rigid steering, simultaneously with satisfactory behavior at normal driving conditions - soft steering.

EFFECT: improved service characteristics of tire.

50 cl, 4 ex, 5 tbl, 2 dwg

FIELD: transport engineering.

SUBSTANCE: proposed wheel for road vehicles has wheel body, hub with hole for fitting wheel on axle, tire casing, tire with sectional rubber pneumatic tube divided into eight separate pneumatic chambers, each provided with its own charging device. Found inside tire on upper edge of casing is metal protective rim with welded-to prongs with tenons on ends press-fitted into holes in casing surface. Eight holes are drilled in wheel body to let out charging unions of each separate pneumatic chamber. Either new or used tire can be used. According to second version, wheel has body, hub with hole for fitting wheel on axle, casing and tire. Found inside tire on upper edge of casing is protective metal rim with welded-to prongs with tenons on end which are press-fitted into holes in upper part of casing surface.

EFFECT: improved stability of wheel and safety of vehicle.

4 cl, 5 dwg

FIELD: transport engineering.

SUBSTANCE: invention relates to pneumatic tyre with radial carcass reinforcement over which ridge reinforcement consisting of at least two working layers of ridge formed by metal reinforcement members is arranged in radial direction. Said reinforcement members intersect from one layer to the other forming angles of 10 to 35° with circumferential direction. Ridge reinforcement includes at least one additional reinforcement formed by metal reinforcement members orientated in circumferential direction. Additional reinforcement consists of at least two layers of metal members of small diameter not exceeding 0.6 mm. Metal reinforcement members of additional reinforcement are assemblies, type 1 x n where n is from 2 to 5, made of steel featuring high breaking strength SHT, and diameter of threads is within 12/100 and 30/100.

EFFECT: increased strength and wear resistance of tyres.

10 cl, 3 dwg

FIELD: automobile transport.

SUBSTANCE: proposed air-core tire supporting the load without internal air pressure includes section of tread in contact with road and side strip sections passing radially inwards from said section of thread and secured in sections of tire beads adapted for remaining attached to wheel at rotation of tire. Shifted-layer carcass passes between beads to support side strips. Reinforced ring-shaped strap is arranged radial inside section of tread. Said strap contains elastomer shift layer in radially-outer side of shifted-layer carcass, and diaphragm is glued from radially-outer side of elastomer shift layer. Shift layer and diaphragms have modulus of elasticity at longitudinal extension exceeding modulus of shift of shift layer to provide deformation of tire section in contact with road under load into flat contact area owing shift deformation in shaft layer with keeping constant length of diaphragm.

EFFECT: provision of reliable operation.

19 cl, 14 dwg

FIELD: automotive industry; tire industry.

SUBSTANCE: reinforcing members of reinforcing material layer are provided with separate coating made of rubber mixture of preset composition and physical properties. Reinforcing members arranged parallel to each other are coated at one side with first rubber layer or so-called first lining layer featuring constant composition and properties, while on opposite side, members are coated with second lining rubber layer of composition and properties changing as a function of meridional position on said layer in pneumatic tire.

EFFECT: increased strength of tire.

29 cl, 5 dwg

FIELD: automotive industry.

SUBSTANCE: proposed elastic tire carrying load without internal air pressure includes tread in contact with ground and areas of side strips passing in radial direction inwards from tread area and secured in tire bead areas adapted for remaining connected with wheel when tire rolls. Reinforced ring strip is arranged inside tread in radial direction. Said contains elastomer layer working in shifting, at least first diaphragm connected with inner surface of elastomer layer working in shifting is radial direction, and at least second diaphragm connected with external surface of elastomer layer working in shafting in radial direction.

EFFECT: improved reliability of tire owing to possibility of its operation in deflated state.

27 cl, 1 tbl, 13 dwg

FIELD: road vehicles.

SUBSTANCE: proposed tire has radial body with one or several breaker layers on place close to outer surface, and strengthening layer with nylon cord wound in spiral over breaker. It is desirable that tread belt of tire be formed by underlayer and outer layer, one placed on the other, elasticity and/or hardness characteristics of first layer remaining stable at temperatures within 20 and 110oC.

EFFECT: improved performance characteristics of tires.

23 cl, 4 tbl, 2 dwg

Pneumatic tyre // 2242372
The invention relates to the automotive industry

FIELD: automotive industry.

SUBSTANCE: proposed tire comprises device (30) to be arranged inside tire (10) to seal whatever puncture possible in tire sidewall (12) and make a support inside said tire. Proposed device (30) comprises flexible enclosure (31) made from flexible elastomer material reinforced by carcass (311) fastened to two stretch-proof circular reinforcing structures (33) fitted in said enclosure. Aforesaid carcass (311) can withstand forces generated by inner pressure that corresponds to rated inner pressure in inflated tire with device (30) accommodated therein. Tire assembly comprises tire (10) fitted on rim (20) and is furnished with above described device (30).

EFFECT: higher safety.

20 cl, 6 dwg

FIELD: transport.

SUBSTANCE: proposed wheel has a rim consisting of at least two segments, the rim profile having a bearing surface with diametre exceeding that of wheel flange. Rim segments have no flanges, nor webs to simplify wheel assembly and manufacture of its components.

EFFECT: higher traffic safety.

8 cl, 3 dwg

FIELD: transport.

SUBSTANCE: invention relates to automotive industry and can be used in tire designs. Proposed wheel is furnished with tubeless air tire, inner tube being arranged on wheel tread as-folded. Every tube cell is separated by loose baffle(s) into two (several) parts. Note that one of the parts of every cell communicates, via wheel tread, with air duct that communicates, in its turn, with wheel journal connected, via air line, with air receiver. Air line incorporates solenoid valve connected, via control unit, with power supply. Tire air pressure pickup is connected to aforesaid control unit.

EFFECT: higher safety.

3 dwg

Vehicle safe wheel // 2354562

FIELD: machine building.

SUBSTANCE: invention relates to transport machine building and can be used, in particular in tubeless tires. The proposed wheel comprises tire tube made up of separate cells, their number varying from 12 to 50. The tube is arranged on the wheel tread as-folded. Every cell is divided by loose partition (partitions) into two (several) parts. Separate parts of aforesaid cell are filled with non-gaseous substances which, when interacting, are transformed into gas, for example ferrous oxide sulphate Fe2(SO4)3 and sodium carbonate NaHCO3.

EFFECT: higher safety at pneumatic tire pressure drop.

2 dwg

Wheel // 2344945

FIELD: transport.

SUBSTANCE: wheel includes a tight rim and pneumatic tubeless tyre, inside which a resilient knock-down support is installed, which is made in a form of circular sections discretely and equally spaced and fixed to allow for sliding on the guide ring, which envelopes the disc and is rigidly attached to the bearing face of the disc.

EFFECT: simple, multi-purpose design, reduced cost and easier wheel installation.

2 dwg

FIELD: transportation.

SUBSTANCE: method for making the tyres lies in making frame structure on main cylinder, consisting of at least, one pair of ring shaped reinforcement insertions from elestomer material separated from each other, and at least, framework layer. The framework layer is joined on the periphery to the ring shaped reinforcement insertions. The frame structure also consists of at least, one pair of ring shaped fastening structures, joined to at least, one framework layer. The frame structure is given a toroidal shape and joined to the breaker structure, consisting of at least, one breaker layer, with a frame structure. When making the frame structure, there is formation of ring shaped reinforcement insertions on at least, one auxiliary cylinder. The ring shaped reinforcement insertions are taken from the auxiliary cylinder to the main cylinder until the framework layer is laid. Each reinforcement insertion is formed by winding at least, one continuous elongated element made from elastomer material for making coils, located one after the other on the auxiliary cylinder. The device for making tyres has a main cylinder, shaping device for giving the frame structure a toroidal shape, at least one auxiliary cylinder, apparatus for making ring shaped reinforcement insertions, and a transmission device for moving the ring shaped reinforcement insertions from the auxiliary cylinder to the main cylinder. The device has at least one, feeder for feeding the continuous elongated element made from elastomer material. The auxiliary cylinder is made with provision for rotation for winding the continuous elongated element. The transmission devices for the ring shaped reinforcement insertions have at least, one ring shaped transmission element and clamping members.

EFFECT: increased output and quality of obtained product.

41 cl, 9 dwg

FIELD: railway transport.

SUBSTANCE: invention relates to devices which control motor-fans in forced air cooling system of electric locomotive traction motors. Proposed device contains motor-fan 2 whose electric motor is connected through controllable converter 4 to power supply source 3, automatic regulator 9 of said power converter 4 with input comparison element 7. Output of current sensor 5 of electric locomotive traction motors and output of electric parameters pickup 8 of electric motor of motor-fan 2 are connected to inputs of automatic regulator. Nonlinear functional converter 6 is provided additionally being connected between output of traction motor current sensor 5 and one of inputs of comparison element 7.

EFFECT: improved efficiency and economy of cooling system of traction motors.

2 dwg

FIELD: transport engineering.

SUBSTANCE: invention relates to trolleys for moving loads up/down stairs provided with tires with inner supports. Cross bushing 16 coupled with rim 17 of tire 15 is arranged inside pneumatic tire. Shafts 18 are arranged on ends of bushing on axial rods 19. When moving up the stairs, air is discharged from tires 15 make shafts 18 engage with stairs steps through tire 15. Trolley has vertical and horizontal frames rigidly connected to each other, movable frame, axles installed on horizontal and movable frames, running gears installed on axles. Movable frame is hinge-connected with horizontal frame. Screw mechanism is installed between horizontal and movable frames to fold device by bringing front and rear axles close to each other and returning them into operating conditions by moving front and rear axles from each other. Folded up condition is used to turn device by means of swivel wheel with handle.

EFFECT: provision of transportation of heavy loads along even surface and up and down the stairs at confined space for turning on stairs landings.

6 dwg

FIELD: transport engineering; road vehicles.

SUBSTANCE: invention relates to means providing safety of humans and loads carried by road vehicles, being essentially passive safety means. Proposed automobile wheel has emergency-motion support body made of strong elastic and airtight material in form of automobile tube and arranged in flat state under wheel tire on rim or in ring recess specially made on wheel rim under tire and rigidly secured by one side to wheel rim. Emergency-motion support body gets inflated to size of standard tire being connected through valve with device similar to that used for filling air bags of automobile. Said device is connected, in its turn, with several sensors installed on wheel rim capable of setting device into action in case of sharp air pressure drop under tire.

EFFECT: increased stability of automobile in case of breakage of wheel tire when running at high speed.

3 dwg

FIELD: rubber industry.

SUBSTANCE: invention relates to rubber compound usable in cured form as safety pad mounted on wheel rim inside tire, to safety pad itself, and to assembly including this pad. Such pad can support tread in case of pressure fall. Rubber compound according to invention contains, per 100 wt parts diene elastomers(s), 60 or more wt parts natural rubber, more than 60 t parts active white filler, and 3-8 wt parts sulfur.

EFFECT: reduced weight of pad, and increased service time during movement with flat tire.

22 cl, 13 dwg, 3 ex

Pneumatic tire // 2389610

FIELD: transport.

SUBSTANCE: invention relates to transport machine building. Proposed tire comprises tread section that comprises: first main groove that runs along the tire circumference, second main groove running along the tire circumference in shoulder zone closer to vehicle center than aforesaid first main groove and third main groove running along tire circumference in shoulder zone further from vehicle center than said first main groove, and multiple grouser grooves, each running from one shoulder zone to another one. First contact section width constructed by first and second main grooves is set to exceed that of second contact section constricted by first and third main grooves. Multiple inclined grooves are arranged in first contact section. Note here that every inclined groove is connected with at least three grouser grooves and, at the same time, is inclined along tire circumference. One end of every inclined groove is open towards one grouser groove, while its other end terminates inside the block.

EFFECT: better driving conditions and tire wear resistance on dry road surfaces, improved running conditions on snow.

10 cl, 7 dwg

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