Heavy duty tire

The present invention relates to a heavy duty tire, more particularly to a tread reinforcing belt having a three-ply structure capable of reducing its weight and capable of increasing the retreadability.

In the heavy duty tires such as truck/bus tires, heretofore, in order to secure safety and dynamic performance, the tread portion is reinforced by a belt made up of four plies of steel belt cords as shown in FIG. 5(A) . Particularly, in order to improve the dynamic performance, the radially innermost first belt ply A 1 is provided with a cord angle θ 1 of a relatively higher value of from 40 to 60 degrees with respect to the tire equator C. And in order to increase the tire binding force of the belt and thereby to secure safety, the second, third and fourth belt plies A 2 , A 3 and A 4 disposed radially outside the first belt ply A 1 are provided with cord angles θ 2 , θ 3 and θ 4 of relatively lower values of from 15 to 30 degrees with respect to the tire equator C.

In recent years, on the other hand, in order to reduce tire weight, there has been proposed a heavy duty tire in which the number of belt plies constituting the belt is reduced to three, as disclosed in Japanese patent application publication JP-A-2005-212742. In this heavy duty tire, as shown in FIG. 5(B) , the cord angles θ 1 to θ 3 of the first to third belt plies A 1 to A 3 are set in a range of 16 to 22 degrees, and with respect to the tire equator, the belt cords of the first belt ply A 1 are inclined oppositely to those of the second and third belt plies A 2 and A 3 .

In this belt structure, although the belt cords of the first belt ply A 1 cross those of the second belt ply A 2 , since the cord angles θ 1 to θ 3 are 16 to 22 degrees, namely, relatively small, the in-plane rigidity of the belt becomes relatively low, therefore, there is a problem with deterioration in the dynamic performance.

On the other hand, when a worn tire is reused by retreading, usually the tread rubber is removed together with the outermost belt ply, and then replaced with new ones.

In the case of the above-mentioned heavy duty tire provided with the three-ply belt structure, the outermost third belt ply A 3 and the inner second belt ply A 2 are inclined towards the same direction with respect to the tire equator, and the difference between their cord angles θ 2 and θ 3 are small. As a result, in the used heavy duty tire, the belt cords of the third belt ply A 3 are very liable to sink between the belt cords of the second belt ply A 2 , in other words, the third belt ply A 3 and second belt ply A 2 become united, and it is very difficult to separate or remove the outermost third belt ply A 3 only. Thus, the retreading of such tire is difficult.

If the third and second belt plies A 3 and A 2 are removed together, the retreading becomes almost impossible due to the following reasons. In the retread process, the tire is needs to be inflated. Since the two belt plies A 3 and A 2 have been removed from the tire, namely, the tire has only the innermost belt ply A 1 , the tire binding force of the belt is insufficient. And the remaining belt cords are oriented in one direction which is inclined with respect to the tire circumferential direction. Accordingly, when the tire is inflated, the tire gets distorted. Thus, the retreading is very difficult or almost impossible.

It is therefore, an object of the present invention to provide a heavy duty tire, in which although a three-ply belt structure is employed in order to reduce the tire weight, the retreadability of the worn tire is increased, and at the same time, the deterioration of dynamic performance is inhibited.

According to the present invention, a heavy duty tire comprises a tread portion, a pair of sidewall portions, a pair of bead portions each with a bead core therein, a carcass made of carcass cords and extending between the bead portions through the tread portion and the sidewall portions, and a belt disposed radially outside the carcass in the tread portion, the belt consisting of a radially innermost first belt ply disposed on the carcass, a second belt ply disposed on the first belt ply, and a radially outermost third belt ply disposed on the second belt ply, wherein

the first belt ply is made of belt cords laid at an angle θ 1 of 15 to 25 degrees with respect to the tire equator,

the second belt ply is made of belt cords laid at an angle θ 2 of 15 to 25 degrees with respect to the tire equator,

the third belt ply is made of belt cords laid at an angle θ 3 of 45 to 60 degrees with respect to the tire equator, wherein

with respect to the tire equator, the belt cords of the second belt ply are inclined oppositely to the belt cords of the first belt ply, and

with respect to the tire equator, the belt cords of the third belt ply are inclined to the same direction as the belt cords of the second belt ply,

the difference |θ 2 −θ 1 | between the angles θ 1 and θ 2 is not more than 5 degrees,

the difference |θ 3 −θ 2 | between the angles θ 2 and θ 3 is in a range of from 30 to 45 degrees,

the axial widths W 1 , W 2 and W 3 of the first, second and third belt plies, respectively, satisfy W 1 >W 2 >W 3 ,

ply strengths S 1 , S 2 and S 3 of the first, second and third belt plies, respectively, satisfy S 1 >S 2 >S 3 , and 1.0>S 2 /S 1 >=0.6.

Here, the ply strengths S 1 , S 2 and S 3 (genericly referred to as “ply strength S”) is the summation of the breaking loads (kN) of the belt cords included in 5 cm width of the belt ply. (unit is kN/5 cm) Accordingly, in each belt ply, if one kind of belt cord is used, the ply strength S thereof can be defined as the product of the breaking load (kN) of one belt cord and the cord count N per 5 cm width of the belt ply.

The breaking load of the cord is measured at a tension rate 50 mm/min according to Japanese Industrial standard JIS-G3510 “Testing methods for steel tire cords”, sec. 6.4 “breaking load”.

In this application including specification and claims, various dimensions, positions, directions and the like of the tire refer to those under a normally inflated unloaded condition of the tire unless otherwise noted.

The normally inflated unloaded condition is such that the tire is mounted on a standard wheel rim and inflate to a standard pressure but loaded with no tire load.

The undermentioned normally inflated loaded condition is such that the tire is mounted on the standard wheel rim and inflate to the standard pressure and loaded with the standard tire load.

The standard wheel rim is a wheel rim officially approved or recommended for the tire by standards organizations, i.e. JATMA (Japan and Asia), T&RA (North America), ETRTO (Europe), TRAA (Australia), STRO (Scandinavia), ALAPA (Latin America), ITTAC (India) and the like which are effective in the area where the tire is manufactured, sold or used.

The standard pressure and the standard tire load are the maximum air pressure and the maximum tire load for the tire specified by the same organization in the Air-pressure/Maximum-load Table or similar list. For example, the standard wheel rim is the “standard rim” specified in JATMA, the “Measuring Rim” in ETRTO, the “Design Rim” in TRA or the like.

The standard pressure is the “maximum air pressure” in JATMA, the “Inflation Pressure” in ETRTO, the maximum pressure given in the “Tire Load Limits at various cold Inflation Pressures” table in TRA or the like.

The standard load is the “maximum load capacity” in JATMA, the “Load Capacity” in ETRTO, the maximum value given in the above-mentioned table in TRA or the like.

The tread width TW is the axial distance between the tread edges measured in the normally inflated unloaded condition of the tire. The tread edges are the axial outermost edges of the ground contacting patch (camber angle=0) in the normally inflated loaded condition.

According to the present invention, the belt has a three-ply structure in order to reduce the tire weight. Further, the first and second belt plies have relatively small cord angles θ 1 and θ 2 of from 15 to 25 degrees in order to increase the tire binding force and thereby to secure safety. The inclining direction of the belt cords of the first belt ply is opposite to that of the second belt ply, therefore, the cords of one ply cross those of the other ply. Since the belt cords of the third belt ply have a cord angle θ 3 of from 45 to 60 degrees, they cross the belt cords of the first belt ply and the belt cords of the second belt ply.

Therefore, the belt is provided with a stiff truss construction in which the belt cords as a whole are arranged in a triangular manner rather than a pantograph (or rhombic) manner.

As a result, the in-plane rigidity of the belt is maintained at a high level, and the deterioration of the dynamic performance can be avoided.

Since the cord angles of the second and third belt plies have a difference in the range of 30 to 45 degrees, it is prevented that the belt cords of the third belt ply A 3 sink between the belt cords of the second belt ply A 2 and these plies A 3 and A 2 are united with each other. Accordingly, it is possible to easily remove the outermost third belt ply only, and the retreadability is improved.

Further, the first belt ply having a relatively low cord angle of 15 to 25 degrees and thus having a strong tire binding force is formed as the widest belt ply, and the first belt ply is provided with a ply strength S 1 larger than the ply strengths S 2 and S 3 of the second and third belt plies. Therefore, in spite of a three-ply structure, the tire binding force is increased sufficiently to secure the safety.

Furthermore, as the ply strength S 1 is high, the resistance to shock during running can be improved especially.

Still furthermore, since S 1 >S 2 >S 3 and 0.6=<S 2 /S 1 <1.0 are satisfied, it is possible to achieve high resistance to shock and the weight reduction at same time. Especially, by setting the ratio S 2 /S 1 as being not less than 0.6 and less than 0.8, the weight reduction can be enhanced.

FIG. 1 is a cross sectional view of a heavy duty tire according to the present invention showing its normally inflated unloaded state.

FIG. 2 is an enlarged cross sectional view showing an edge portion of the belt thereof.

FIG. 3 is a diagram showing an belt cords arrangement of the belt.

FIG. 4 is an enlarged cross sectional view for explaining belt cord spacings between the belt plies.

FIGS. 5(A) and 5(B) are diagrams showing belt cord arrangements of conventional belts.

An embodiment of present invention will now be described in detail in conjunction with accompanying drawings.

In the drawings, heavy duty tire 1 according to the present invention comprises a tread portion 2 , a pair of sidewall portions 3 , a pair of bead portions 4 each with a bead core 5 therein, a carcass 6 extending between the bead portions 4 through the tread portion 2 and sidewall portions 3 , and a belt 7 disposed radially outside the carcass 6 in the tread portion 2 .

The carcass 6 is composed of at least one carcass ply 6 A, in this embodiment only one carcass ply 6 A having a radial structure in which carcass cords are arranged at an angle of from 80 to 90 degrees with respect to the tire equator C. The carcass ply 6 A is extended between the bead portions 4 through the tread portion 2 and sidewall portions 3 , and turned up around the bead core 5 in each of the bead portions from the inside to the outside of the tire to be secured thereto. Thus, the carcass ply 6 A has a pair of turned up portions 6 b and a main portion therebetween.

As the carcass cords, steel cords are preferably used. However, if desired, it is also possible to construct the carcass 6 by using a plurality of plies of organic fiber cords, e.g. aromatic polyamide, rayon and the like.

Between each of the turned up portions 6 b and the main portion 6 a of the carcass ply 6 A, there is disposed a bead apex rubber 8 extending radially outwardly from the bead core 5 in a tapered manner in order to reinforce the bead portion 4 and increase the bending rigidity.

In this embodiment, in order to further reinforce the bead portions 4 , each bead portion 4 is provided with a bead reinforcing layer 12 made up of a steel cord ply composed of steel cords laid at, for example, an angle of from 10 to 60 degrees with respect to the tire circumferential direction.

The bead reinforcing layer 12 in this embodiment is composed of a base part radially inside the bead core 5 , an axially outer part 12 o extending radially outwardly from the base part along the axially outside of the turned up portion 6 b of the carcass ply 6 A, and an axially inner part 12 i extending radially outwardly from the base part along the axially inside of the main portion 6 a of the carcass ply 6 A so as to have a u-shaped cross-sectional shape.

It is however, also possible that the bead reinforcing layer 12 is composed of only the axially outer part 12 o or only the axially inner part 12 i.

The above-mentioned belt 7 is made up of three belt plies 7 A, 7 B and 7 C of steel cords.

As shown in FIG. 3 , the radially innermost first belt ply 7 A is made of belt cords laid parallel with each other so as to incline at an angle θ 1 of from 15 to 25 degrees with respect to the tire equator C toward one direction (in the figure, inclined diagonally right up).

The second belt ply 7 B, which is disposed on the radially outside of the first belt ply 7 A, is made of belt cords laid parallel with each other so as to incline at an angle θ 2 of from 15 to 25 degrees with respect to the tire equator C toward the opposite direction to that of the first belt ply 7 A with respect to the tire equator C (in the figure, inclined diagonally right down).

The third belt ply 7 C, which is disposed on the radially outside of the second belt ply 7 B, is made of belt cords laid parallel with each other so as to incline at an angle θ 3 of from 45 to 60 degrees with respect to the tire equator C toward the same direction as the second belt ply 7 B with respect to the tire equator C (in the figure, inclined diagonally right down).

As explained above, in the three-ply belt structure, since the first and second belt plies 7 A and 7 B are provided with relatively small cord angles θ 1 and θ 2 of 15 to 25 degrees, the tire binding force can be improved in cooperation with the third belt ply 7 C. Therefore, as the nature of three-ply belt structure, the weight reduction is possible while maintaining the safety.

Further, the belt cord inclining directions of the first and second belt plies 7 A and 7 B are opposite to each other and these plies cross each other. And since the cord angle θ 3 of the belt cords of the third belt ply 7 C is 45 to 60 degrees, the belt cords of the third belt ply 7 C cross the belt cords of the first and second belt plies 7 A and 7 B.

That is, the belt 7 is provided with a stiff truss construction in which the belt cords as a whole are arranged in a triangular manner. Thus, the in-plane rigidity of the belt is maintained at a high level, and the deterioration of the dynamic performance can be avoided.

If the angles θ 1 and θ 2 exceed 25 degrees and/or the angle θ 3 exceeds 60 degrees, then the tire binding force becomes insufficient and it becomes difficult to maintain the safety.

If the angles θ 1 and θ 2 are less than 15 degrees and/or the angle θ 3 is less than 45 degrees, then the in-plane rigidity of the belt is decreased, and it becomes difficult to maintain the dynamic performance.

In the belt 7 , it is necessary for securing the steering stability to set the difference |θ 2 −θ 1 | between the angles θ 1 and θ 2 at a value of not more than 5 degrees.

In order to enable the recycling of the tire by retreading, it is necessary to set the difference |θ 3 −θ 2 | between the angles θ 2 and θ 3 at a value of from 30 to 45 degrees.

If the difference |θ 2 −θ 1 | exceeds 5 degrees, the motion of the belt 7 during running becomes increased, and the steering stability is deteriorated.

If the difference |θ 3 −θ 2 | is less than 30 degrees, there is a tendency that, during use, the belt cords of the third belt ply A 3 sink between the belt cords of the second belt ply A 2 , and they are united. Thus, it becomes hard to retread by removing the third belt ply 7 C only.

Incidentally, the upper limit of the difference |θ 3 −θ 2 | naturally becomes 45 degrees because θ 2 =15 to 25 degrees, and θ 3 =45 to 60 degrees.

As shown in FIG. 1 , the axial widths W 1 , W 2 and W 3 of the first, second and third belt plies 7 A, 7 B and 7 C, respectively, satisfy the following relationship:

W 1 >W 2 >W 3.

It is preferable that the axial width W 1 is set to be not less than 0.7 times, more preferably not less than 0.8 times the tread width TW in order to reinforce the substantially entire width of the tread portion 2 .

If the axial width W 1 is less than 0.7 times of the tread width TW, the tire binding force and rigidity becomes insufficient in the tire shoulder portions, and the steering stability and resistance to uneven wear tend to deteriorate.

If the axial width W 1 is too wide, on the other hand, it becomes difficult to retread.

From this standpoint, the upper limit of the axial width W 1 is preferably set to be not more than 0.97 times, more preferably not more than 0.95 times the tread width TW.

The axial width W 2 of the second belt ply 7 B is preferably not less than 0.8 times, more preferably not less than 0.9 times the axial width W 1 of the first belt ply 7 A.

If the axial width W 2 is less than 0.8 times the axial width W 1 , the tire binding force and rigidity becomes insufficient in the tire shoulder portions, and the steering stability and resistance to uneven wear tend to deteriorate.

If the axial width W 2 is too wide, the edge portions of the second belt ply 7 B come close to the edge portions of the first belt ply 7 A. As a result, stress concentration is caused, and a ply edge separation tends to occur which deteriorates the durability.

From this standpoint, it is preferable that an axial distance J of not less than 5 mm is provided between the axially outer edge e 1 of the first belt ply 7 A and the axially outer edge e 2 of the second belt ply 7 B.

From a standpoint of the tire binding force and rigidity, it is preferable that the axial width W 3 of the third belt ply 7 C is set to be not less than 0.4 times, more preferably not less than 5.0 times the axial width W 2 of the first belt ply 7 A.

The ply strength S 1 of the first belt ply 7 A, the ply strength S 2 of the second belt ply 7 B and the ply strength S 3 of the third belt ply 7 C satisfy the following conditions (1) and (2):

S 1 >S 2 >S 3  (1)

1.0> S 2/ S 1>=0.6.  (2)

In this embodiment, in each of the belt plies 7 A- 7 C, one kind of belt cord is used.

Therefore, the ply strength S 1 is the product of the belt cord count N 1 per 5 cm width of the belt ply 7 A and the breaking load E 1 in kN of a belt cord in the belt ply 7 A.

The ply strength S 2 is the product of the belt cord count N 2 per 5 cm width of the belt ply 7 B and the breaking load E 2 in kN of a belt cord in the belt ply 7 B.

The ply strength S 3 is the product of the belt cord count N 3 per 5 cm width of the belt ply 7 C and the breaking load E 3 in kN of a belt cord in the belt ply 7 C.

When the tire runs on rocks and the like, the belt 7 is deformed concavely toward the radially inside of the tire. In such a state of the belt, the tensile stress becomes largest in the radially innermost first belt ply 7 A, and gradually decreases in the order of the first, second and third belt plies. Thus, the contribution of the first belt ply 7 A to the tire strength (breaking energy) is largest. The next is the second belt ply 7 B, and the contribution of the third belt ply 7 C is smallest.

Therefore, by setting the ply strength according to the degrees of the contributions, namely, S 1 >S 2 >S 3 , the tire strength can be effectively increased without increasing the overall weight. Especially, by setting the ratio S 2 /S 1 at a values of not less than 0.6 and less than 0.8, the weight reduction can be enhanced.

In this embodiment, the above-mentioned strength relation S 1 >S 2 >S 3 is achieved by adjusting the belt cord counts of the belt plies 7 A, 7 B and 7 C, while using the same belt cord in the belt plies 7 A, 7 B and 7 C. The reason is that if the belt plies 7 A, 7 B and 7 C have the same cord count, in order to achieve the strength relation S 1 >S 2 >S 3 , it is necessary to minimize the breaking load E 1 of a belt cord in the third belt ply 7 A.

On the other hand, in the retread operation, an edged tool is need to be inserted between the third belt ply 7 C and the second belt ply 7 B from the side of the belt edge in order to separate the edge portion of the third belt ply 7 C from second belt ply 7 B, and then, starting from the separated edge portion, the third belt ply 7 A is peeled off from the second belt ply 7 B. Therefore, if the breaking load E 1 of the belt cords of the third belt ply 7 A is smallest, there is a high probability of breaking the third belt ply 7 A during peeling off. Thus, it is difficult to remove the third belt ply 7 A completely from the tire, and the retreadability becomes decreased.

In this embodiment, from this standpoint, the same belt cords (the same breaking load) are used in the belt plies 7 A, 7 B and 7 C in order to prevent the breaking of the third belt ply 7 A during peeling off.

In this embodiment, in order to make easy to insert the edged tool between the third belt ply 7 C and second belt ply 7 B, there is disposed a covering rubber 10 having a u-shaped cross sectional shape wrapping the axially outer edge portion of the third belt ply 7 C as shown in FIG. 2 .

By the covering rubber 10 , the axially outer edge portion of the third belt ply 7 C is separated from the second belt ply 7 B, and a space 11 (filled with the rubber) for inserting the edged tool is formed.

The radial height of the space 11 (gap) is maximum at the outer edge of the third belt ply 7 C, and gradually decreases toward the axially inside.

At the outer edges of the third belt ply 7 C and in the vicinity thereof, the radial cord spacing da 1 (not shown) between the belt cords of the third belt ply 7 C and the belt cords of the second belt ply 7 B is set to be more than the radial cord spacing db between the belt cords of the second belt ply 7 B and the belt cords of the first belt ply 7 A.

In a part of the third belt ply 7 C excepting the outer edges and the above-mentioned vicinity thereof (namely, in the major part between the above-mentioned outer edge portions), as shown in FIG. 4 , the radial cord spacing da 2 between the belt cords of the third belt ply 7 C and the belt cords of the second belt ply 7 B is set to be not more than, preferably less than the radial cord spacing db between the belt cords of the second belt ply 7 B and the belt cords of the first belt ply 7 A.

Preferably, the cord spacings da 2 and db are set in a range of from 0.3 to 1.5 mm. Thereby, it becomes easy to remove the third belt ply 7 C which facilitates the retread operation. Incidentally, the radial cord spacing means the cord spacing measured in the tire radial direction.

In order to increase the adhesion of the belt cords to the surrounding rubber, the topping rubber of each belt ply 7 A, 7 B, 7 C comprises a cobalt salt of organic acid in its rubber component. As the cobalt salt of organic acid, for example, cobalt stearate, cobalt naphthenate, cobalt neodecanoate, boron tri(cobalt decanoate) and the like can be used.

As for the content of the cobalt salt of organic acid, if it is converted to into the content of cobalt, it is preferable that the content of cobalt is in a range of from 0.1 to 3.0 parts by weight with respect to 100 parts by weight of the rubber component.

If the content of cobalt is less than 0.1 parts by weight, there is a tendency that the adhesion (under high temperatures and high humidity renditions) between the rubber and the plated layer of the steel cord becomes insufficient.

If the content of cobalt is more than 3 parts by weight, there is a tendency that thermal degradation occurs during processing the rubber and during vulcanization.

In this example, the complex elastic modulus E* of the topping rubber is set at a relatively high value within a range of from 5 to 12 MPa. Thereby, the decrease in the belt rigidity due to the three-ply belt structure is recovered, and as a result, it becomes possible to improve the steering stability more than the conventional three-ply structure.

If the complex elastic modulus E* is less than 5 MPa, it is difficult to improve or maintain the steering stability.

If the complex elastic modulus E* is more than 12 MPa, the ride comfort tends to deteriorate.

Therefore, the lower limit of the complex elastic modulus E* is preferably set to be not less than 7 MPa, and the upper limit thereof is preferably set to be not more than 10 MPa.

Here, the complex elastic modulus E* is measured according to Japanese Industrial standard JIS-K6394 by the use of a viscoelastic spectrometer manufactured by Iwamoto seisakusyo K. K. under the following conditions: initial strain=10%; amplitude=+/−1%; frequency=10 Hz; deformation mode=tension; temperature=70 deg. C.

In this embodiment, when measured at the tire equator C, the radial cord spacing h between the belt cords of the first belt ply 7 A and the carcass cords of the carcass 6 is set in a range of from 1.0 to 2.0 mm, and more than the cord spacing db between the belt cords of the second belt ply 7 B and the belt cords of the first belt ply 7 A.

Thereby, in cooperation with the effect of the complex elastic modulus E* of the topping rubber, shock at the time of running over rocks and the like can be mitigated while maintaining the steering stability, and the carcass 6 can be prevented from shock burst.

Comparison Tests

Heavy duty radial tires of size 11R22.5 (rim size: 7.5×22.5) for truck/bus were prepared as test tires, and comparison tests were made on the steering stability, tire strength, retreadability (easiness of removal of ply) and tire weight.

Excepting the belt structures, the test tires had the same structure as shown FIG. 1 . The specifications of the belt structures are shown Table 1.

The specifications common to all of the test tires are as follows. The complex elastic modulus E* of the topping rubber of each belt ply was 9 MPa. The complex elastic modulus E* of the covering rubber was 9 MPa. The cord spacings da 1 and da 2 between the adjacent belt plies were 2.0 mm and 0.5 mm, respectively (da 1 =2.0 mm, da 2 =0.5 mm). The cord spacing h between the first belt ply and the adjacent carcass ply was 2.0 mm.

In the table, signs “+” and “−” used for the cord angles θ 1 , θ 2 and θ 3 indicate inclining directions of belt cords with respect to the tire equator.

In each of the test tires, an identical steel cord was used in the first to third belt plies as their belt cords, and the ply strengths S 1 , S 2 and S 3 were adjusted by changing the cord counts N 1 , N 2 and N 3 .

(1) Steering Stability Test:

Using an indoor tire tester, the cornering force of each of the test tires was measured under the following conditions:

tire pressure: 700 kPa tire load: 26.72 kN slip angle: 1 degree running speed: 4 km/h

The results are indicated in Table 1 by an index based on Conv. tire being 100, wherein the larger the value, the better the steering stability.

(2) Tire Strength Test:

This test was carried out by the use of a tire plunger test machine according to the “tire strength (breaking energy) test” prescribed by Japanese Industrial Standard JIS-D4230, Clause 5.1. Specifically, a conically-shaped weight (plunger) having diameter of 50 mm, height of 100 mm and mass of 5 kg was dropped on the tread portion from a height, and the height at which the tire was broken was measured and converted into the breaking energy. The results are indicated in Table 1 by an index based on Conv. tire being 100. The larger the value, the higher the tire strength.

(3) Retreadability (Easiness of Ply Removal) Test:

Using the drum tester, the tire was run for 10,000 km under the following conditions:

tire pressure 700 kPa, tire load 26.72 kN, running speed 80 km/h

Then, it was checked whether the radially outermost belt ply could be removed easily and completely. And the easiness was evaluated into three ranks A, B, C of which order is A(best)>B>C.

(4) Tire Weight:

The weight is indicated in Table 1 by an index based on Conv. tire being 100. The smaller the value, the lighter the tire weight.

From the test results, it was confirmed that Example tires can be reused by retreading and the weight reduction is possible without deteriorating the steering stability and tire strength.