JP2000264016A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP2000264016A JP2000264016A JP11075623A JP7562399A JP2000264016A JP 2000264016 A JP2000264016 A JP 2000264016A JP 11075623 A JP11075623 A JP 11075623A JP 7562399 A JP7562399 A JP 7562399A JP 2000264016 A JP2000264016 A JP 2000264016A
- Authority
- JP
- Japan
- Prior art keywords
- groove
- width
- main
- grooves
- main groove
- 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.)
- Granted
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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0327—Tread patterns characterised by special properties of the tread pattern
- B60C11/0332—Tread patterns characterised by special properties of the tread pattern by the footprint-ground contacting area of the tyre tread
-
- 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
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は空気入りタイヤに関
し、さらに詳しくは、特にオールシーズンタイヤにおけ
る車外騒音と雪上性能、オフロード性能とを両立可能に
した空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire capable of achieving both external noise, snowy performance and off-road performance in all-season tires.
【０００２】[0002]
【従来の技術】近年、環境保全の一貫として、特に乗用
車用空気入りタイヤの車外騒音（通過音）を低減化する
ことが厳しく要求されるようになっている。2. Description of the Related Art In recent years, as a part of environmental protection, it has been strictly required to reduce outside noise (passing noise) particularly of pneumatic tires for passenger cars.
【０００３】他方、オールシーズンタイヤは、一般に冬
期における雪上性能やオフロード性能を確保するために
ブロックパターンが採用され、特に溝幅や溝深さを大き
めにする設計がなされているため、車外騒音を大きくす
る傾向があった。このような構成からなるオールシーズ
ンタイヤを、上記環境保全に対応するため低騒音化しよ
うとすると、横溝を減らしたり、溝幅や溝深さを小さく
する必要があるため、雪上性能やオフロード性能を低下
させてしまうことになる。また、低騒音化と雪上性能等
とを両立させようとすると、偏摩耗を生じたり、耐ハイ
ドロプレーニング性能を悪化させるなどの弊害を生ずる
という問題があった。[0003] On the other hand, all-season tires generally employ a block pattern in order to ensure on-snow performance and off-road performance in winter, and are particularly designed to increase the groove width and groove depth. Tended to be larger. In order to reduce the noise of all-season tires with such a configuration in order to respond to the above environmental preservation, it is necessary to reduce the lateral grooves and reduce the groove width and groove depth. Will be reduced. In addition, there is a problem that when trying to achieve both noise reduction and performance on snow, uneven wear occurs, and adverse effects such as deterioration of hydroplaning resistance are caused.
【０００４】[0004]
【発明の解決しようとする課題】本発明の目的は、車外
騒音の低音化と雪上性能やオフロード性能との両立を可
能にした空気入りタイヤを提供することにある。また、
本発明の他の目的は、特にオールシーズンタイヤにおい
て、偏摩耗や耐ハイドロプレーニング性能の低下を伴う
ことなく車外騒音の低音化と雪上性能やオフロード性能
との両立を可能にした空気入りタイヤを提供することに
ある。SUMMARY OF THE INVENTION It is an object of the present invention to provide a pneumatic tire capable of achieving both low noise outside the vehicle and high performance on snow and off-road performance. Also,
Another object of the present invention is to provide a pneumatic tire capable of achieving both low noise outside the vehicle and snow performance or off-road performance without causing uneven wear and a reduction in hydroplaning performance, particularly in all-season tires. To provide.
【０００５】[0005]
【課題を解決するための手段】上記課題を解決する本発
明の空気入りタイヤは、長溝と短溝とが屈曲部を介して
「く」の字状に連結された複数本の主溝を、それぞれト
レッド面に前記屈曲部をセンター部に置くと共に、少な
くとも前記長溝をタイヤ周方向に対して傾斜させるよう
に配置し、該主溝の溝幅をトレッド展開幅の３〜１０
％、前記屈曲部の狭角側の屈曲角度を９０°〜１６０
°、前記長溝のタイヤ周方向に対する傾斜角度を３０°
〜６０°にし、かつＪＡＴＭＡ規定（１９９８年版）の
最大空気圧を充填し、最大負荷能力の７５％を負荷した
時の接地面において前記主溝が接地前端及び接地後端の
いずれか一方だけに開口するようにしたことを特徴とす
るものである。According to the pneumatic tire of the present invention, which solves the above-mentioned problems, a plurality of main grooves in which a long groove and a short groove are connected in a "-" shape through a bent portion are provided. Each of the bent portions is placed at the center portion of the tread surface, and at least the long groove is disposed so as to be inclined with respect to the tire circumferential direction.
%, The bending angle on the narrow angle side of the bent portion is 90 ° to 160 °.
°, the inclination angle of the long groove with respect to the tire circumferential direction is 30 °
The main groove is opened at only one of the front end and the rear end of the ground when the air is filled with the maximum air pressure specified by JATMA (1998 version) and the load is 75% of the maximum load capacity. It is characterized by doing so.
【０００６】上記のように一定の大きさの溝幅をもつ主
溝を、所定空気圧、負荷能力の条件下における接地面内
において接地前端及び接地後端のいずれか一方だけに開
口するようにしたため、タイヤ接地時の主溝における気
柱共鳴現象を低減させ、車外騒音を低減することができ
る。しかも、主溝を長溝と短溝とから屈曲形成し、少な
くとも長溝をタイヤ周方向に対して３０°以上傾斜させ
たため、雪柱効果や泥柱効果による駆動力や制動力を十
分に確保し、雪上性能やオフロード性能の低下を招くこ
とがない。As described above, the main groove having a constant groove width is opened at only one of the front contact end and the rear contact end in the contact surface under the condition of the predetermined air pressure and load capacity. In addition, the air column resonance phenomenon in the main groove when the tire is in contact with the ground can be reduced, and the noise outside the vehicle can be reduced. Moreover, since the main groove is formed by bending the long groove and the short groove, and at least the long groove is inclined at least 30 ° with respect to the tire circumferential direction, the driving force and the braking force by the snow column effect and the mud column effect are sufficiently secured, There is no reduction in snow performance or off-road performance.
【０００７】また、主溝の長溝を傾斜させることにより
発生する雪上走行や泥濘地走行での左右への偏向力は、
主溝を短溝との組合せにより屈曲形成することにより低
減することができる。また、主溝の屈曲部における屈曲
角度を９０°以上にし、主溝幅をトレッド展開幅の１０
％以下にしたことにより、偏摩耗を抑制し、また、主溝
の溝幅をトレッド展開幅の３％以上にすると共に、主溝
が接地面において、開口するようにしたため、耐ハイド
ロプレーニング性能の低下を招くこともない。[0007] The deflection force to the left and right during traveling on snow or traveling on muddy ground caused by inclining the long groove of the main groove,
It can be reduced by bending the main groove in combination with the short groove. Further, the bending angle at the bent portion of the main groove is set to 90 ° or more, and the width of the main groove is set to 10 times of the tread development width.
% Or less, uneven wear is suppressed, and the groove width of the main groove is set to 3% or more of the tread development width, and the main groove is opened on the ground contact surface. There is no drop.
【０００８】[0008]
【発明の実施の形態】図１は、本発明をオールシーズン
タイヤに適用した場合の実施形態からなる空気入りタイ
ヤのトレッドパターンの一部を示す展開図である。FIG. 1 is a developed view showing a part of a tread pattern of a pneumatic tire according to an embodiment when the present invention is applied to an all-season tire.
【０００９】図１において、主溝１は、長溝１ａと短溝
１ｂとが屈曲部１ｃを介して「く」の字状に連結されて
形成されている。このように形成された複数本の主溝１
は、それぞれ屈曲部１ｃをトレッド面のセンター部に置
き、長溝１ａをタイヤ周方向に対して傾斜させるととも
に、右側のショルダー端部へ延長させた群と、左側のシ
ョルダー端部へ延長させた群とが、それぞれタイヤ周方
向に所定のピッチで配列されている。また、長溝１ａが
右側へ延長した主溝１と、左側へ延長した主溝１とは、
短溝１ｂ、１ｂ同士を互いに１８０°反転するように対
向させている。この主溝１を構成する長溝１ａ及び短溝
１ｂは、排水、雪上及び泥濘地性能のためパターン内に
おいて最も広い溝幅を有し、トレッド展開幅Ｗの３〜１
０％にしてある。ここで、トレッド面のセンター部と
は、タイヤ赤道線を中心に挟んで、トレッド展開幅Ｗの
４０％以内の領域部分をいう。In FIG. 1, a main groove 1 is formed by connecting a long groove 1a and a short groove 1b in a "-" shape through a bent portion 1c. The plurality of main grooves 1 thus formed
Is a group in which the bent portion 1c is placed at the center of the tread surface, the long groove 1a is inclined with respect to the tire circumferential direction, and a group is extended to the right shoulder end and a group is extended to the left shoulder end. Are arranged at a predetermined pitch in the tire circumferential direction. In addition, the main groove 1 in which the long groove 1a extends to the right and the main groove 1 which extends to the left,
The short grooves 1b and 1b are opposed to each other so as to be inverted by 180 °. The long groove 1a and the short groove 1b constituting the main groove 1 have the widest groove width in the pattern for drainage, performance on snow and muddy ground, and 3 to 1 of the tread development width W.
0%. Here, the center portion of the tread surface refers to a region within 40% of the tread development width W with respect to the tire equator line.
【００１０】また、この主溝１は、ＪＡＴＭＡ規定（１
９９８年版）の最大空気圧を充填し、最大負荷能力の７
５％を負荷した時に形成される接地面Ｇにおいて、接地
前端Ｇｆ及び接地後端Ｇｒの両方に貫通しないように
し、いずれか一方だけに開口するように形成されてい
る。ここで、接地前端Ｇｆ及び接地後端Ｇｒとは、前記
条件で形成される接地面Ｇの前方側及び後方側の端縁の
うち、タイヤ赤道線を中心にして接地面Ｇの最大接地幅
Ｗｇの９７％の幅内に区分される弧Ａ−Ａ、Ｂ−Ｂをい
う。The main groove 1 is formed in accordance with JATMA regulations (1.
998 version) with a maximum air pressure of 7
On the ground plane G formed when a load of 5% is applied, the ground plane G is formed so as not to penetrate through both the ground front end Gf and the ground rear end Gr, and is opened only on one of them. Here, the contact front end Gf and the contact rear end Gr are the maximum contact width Wg of the contact surface G with respect to the tire equator line among the front and rear edges of the contact surface G formed under the above conditions. Arcs AA and BB divided within the width of 97% of
【００１１】さらに上記主溝１の互いに周方向に隣接す
る長溝１ａ、１ａの間には、長溝１ａと同じ傾斜でショ
ルダー端部に延長する別の主溝２が交互に配置されてい
る。この主溝２には短溝が設けられていない。Further, between the long grooves 1a, 1a adjacent to each other in the circumferential direction of the main groove 1, another main groove 2 extending to the shoulder end at the same inclination as the long groove 1a is alternately arranged. The main groove 2 is not provided with a short groove.
【００１２】このような主溝１及び２との間に形成され
る陸部３には、この実施例では主溝１、２よりも溝幅の
小さい細溝４が設けられている。細溝４は、主として陸
部３の剛性調整として設けられるため、必ずしも設ける
必要はないが、設ける場合には、主溝１の溝幅Ｗｍの４
０％以下にすることが望ましい。細溝４が主溝幅Ｗｍの
４０％よりも広幅であると、低騒音化効果が得られなく
なる。また、陸部３には、必要により、細溝４より細い
サイプ（切り込み）を設けてもよく、また、ショルダー
端部にラグ溝を設けてもよい。The land portion 3 formed between the main grooves 1 and 2 is provided with a narrow groove 4 having a smaller groove width than the main grooves 1 and 2 in this embodiment. Since the narrow groove 4 is provided mainly for adjusting the rigidity of the land portion 3, it is not always necessary to provide the narrow groove 4.
It is desirable to make it 0% or less. If the narrow groove 4 is wider than 40% of the main groove width Wm, the noise reduction effect cannot be obtained. The land portion 3 may be provided with a sipe (notch) thinner than the narrow groove 4 if necessary, or a lug groove may be provided at the shoulder end.
【００１３】上記構成の主溝１において、屈曲部１ｃの
狭角側の屈曲角度θ１は９０°〜１６０°、長溝１ａの
タイヤ周方向に対する傾斜角度θ２は３０°〜６０°に
形成されている。In the main groove 1 having the above-described structure, the bending angle θ1 on the narrow angle side of the bending portion 1c is formed at 90 ° to 160 °, and the inclination angle θ2 of the long groove 1a with respect to the tire circumferential direction is formed at 30 ° to 60 °. .
【００１４】主溝１の長溝１ａの傾斜角度θ２が６０°
以下であり、かつその主溝１が接地面Ｇにおいて接地前
端Ｇｆ及び接地後端Ｇｒのいずれか一方だけに開口する
ため、タイヤ接地時の主溝１における気柱共鳴現象を低
減し、しかも、前後方向の一方に放音するだけであるの
で、車外騒音を低減することができる。The inclination angle θ2 of the long groove 1a of the main groove 1 is 60 °
In addition, since the main groove 1 is opened on only one of the front contact end Gf and the rear contact end Gr on the contact surface G, the air column resonance phenomenon in the main groove 1 at the time of contact with the tire is reduced, and Since only sound is emitted in one of the front and rear directions, noise outside the vehicle can be reduced.
【００１５】しかも、主溝１はトレッド展開幅Ｗの３％
以上の溝幅を有し、屈曲角度θ１を１６０°以下にする
とともに、長溝１ａの傾斜角度θ２を３０°以上にして
いるため、雪や泥の歯込み性が向上し、雪柱効果や泥柱
効果を得ることができ、雪上性能やオフロード性能の低
下を招くことがない。さらに、耐ハイドロプレーニング
性能の低下を防止できる。Further, the main groove 1 is 3% of the tread development width W.
With the above groove width, the bending angle θ1 is set to 160 ° or less, and the inclination angle θ2 of the long groove 1a is set to 30 ° or more, the penetration of snow and mud is improved, and the snow column effect and mud A pillar effect can be obtained, and the performance on snow and off-road performance are not reduced. Further, a decrease in hydroplaning resistance can be prevented.
【００１６】なお、図のように主溝１の長溝１ａをトレ
ッドの右側に配置したものも左側に配置したものも同じ
方向に傾斜させた場合には、雪上走行や泥濘地走行にお
いて左右いずれかへ偏向する分力が生ずるが、タイヤ周
方向に対して長溝１ａとは反対側に傾斜させた短溝１ｂ
を組合せて屈曲形成することにより、上記分力を低減す
ることができる。When the long groove 1a of the main groove 1 is arranged on the right side of the tread and the one arranged on the left side of the tread is inclined in the same direction as shown in FIG. A short groove 1b inclined to the opposite side to the long groove 1a with respect to the tire circumferential direction.
The above-mentioned component force can be reduced by forming a bend by combining.
【００１７】また、主溝１は溝幅Ｗｍをトレッド展開幅
の１０％より大きくすると雪上性能の向上には有利であ
るが、陸部３に偏摩耗を発生させやすくなる。また、屈
曲部１ｃの屈曲角度を９０°より大きくすることによ
り、屈曲部１ｃの内側の陸部３の先端の偏摩耗を抑制す
ることができる。Further, if the groove width Wm of the main groove 1 is larger than 10% of the tread development width, it is advantageous for improving the performance on snow, but uneven wear is easily generated on the land portion 3. Further, by making the bending angle of the bent portion 1c larger than 90 °, uneven wear of the tip of the land portion 3 inside the bent portion 1c can be suppressed.
【００１８】[0018]
【実施例】タイヤサイズが２７５／７０Ｒ１６ １１４
Ｈ、トレッド展開幅Ｗが２００ｍｍ、トレッドパターン
が図１である点を共通にし、主溝幅、屈曲部の屈曲角度
（θ１）、長溝の傾斜角度（θ２）、主溝の接地面に対
する貫通の有無をそれぞれ表１の通り異ならせた本発明
タイヤと比較タイヤ１〜７、及びタイヤサイズとトレッ
ド展開幅Ｗが上記と共通にし、図２のブロックパターン
を有し、主溝の溝幅をトレッド展開幅Ｗの５％にした従
来タイヤをそれぞれ製作した。[Example] Tire size is 275 / 70R16 114
H, the width of the tread is 200 mm, the tread pattern is the same as that of FIG. 1, and the width of the main groove, the bending angle of the bent portion (θ1), the inclination angle of the long groove (θ2), The tire of the present invention and the comparative tires 1 to 7 having different presence / absence as shown in Table 1, the tire size and the tread development width W are made the same as those described above, have the block pattern of FIG. Conventional tires each having a development width W of 5% were manufactured.
【００１９】得られた９種類のタイヤをＪＡＴＭＡイヤ
ーブック１９９８年版における標準リムに装着し、空気
圧２４０ｋＰａを充填して、３０００ｃｃの四輪駆動車
両に装着し、下記の試験方法により、車外騒音、雪上性
能、オフロード性能、偏摩耗及び耐ハイドロプレーニン
グ性を試験したところ、表１の結果を得た。The obtained nine types of tires were mounted on a standard rim in the 1998 version of the JATMA Yearbook, filled with an air pressure of 240 kPa and mounted on a 3000 cc four-wheel drive vehicle. When the performance, off-road performance, uneven wear, and hydroplaning resistance were tested, the results shown in Table 1 were obtained.
【００２０】〔車外騒音〕ＪＡＳＯ Ｃ−６０６に規定
された方法に準じ、１０ｍの区間を６０ｋｍ／ｈの速度
で惰性で通過する際の音圧レベル（ｄＢ）を、車両から
７．５ｍ、路面から１．２ｍの高さに配置したマイクに
より測定した。評価は測定値の逆数で行い、従来タイヤ
の測定値の逆数を１００とする指数で表示した。指数値
が大きい程低騒音であることを意味する。[External noise] According to the method specified in JASO C-606, the sound pressure level (dB) when passing over a 10 m section at a speed of 60 km / h by inertia is 7.5 m from the vehicle and the road surface Was measured with a microphone placed at a height of 1.2 m from the camera. The evaluation was performed using the reciprocal of the measured value, and was represented by an index with the reciprocal of the measured value of the conventional tire being 100. The larger the index value, the lower the noise.
【００２１】〔雪上性能〕雪上において、時速４０ｋｍ
／ｈで走行している状態からブレーキをかけ、車両を停
止させる際の制動性能を、専門のテストドライバー５人
によりフィーリングを多数決で評価した。評価は制動性
能が最も良好なものをＡとし、最も悪いものをＤとする
Ａ〜Ｄの４段階で行った。[Snow performance] On snow, 40 km / h
The braking performance when the brake was applied and the vehicle was stopped while the vehicle was running at / h was evaluated by five professional test drivers to determine the feeling by majority decision. The evaluation was performed in four stages of A to D, in which A having the best braking performance was A and D being the worst braking performance.
【００２２】〔オフロード性能〕泥濘地内において、牽
引車両と同一型の他の車両を連結し、静止状態から牽引
したときのトラクション性能を、専門のテストドライバ
ー５人のフィーリングを多数決により評価した。評価は
トラクション性能が最も良好なものをＡとし、最も悪い
ものをＤとするＡ〜Ｄの４段階で行った。[Off-Road Performance] In a muddy terrain, the traction performance when another vehicle of the same type as the tow vehicle was connected and the vehicle was towed from a stationary state was evaluated by a majority decision on the feeling of five specialized test drivers. . The evaluation was performed in four stages of A to D, where A was determined as having the best traction performance and D was determined as the worst.
【００２３】〔耐偏摩耗性能〕舗装周回路からなるテス
トコースを３００ｋｍ走行した後、偏摩耗の有無を目視
にて評価した。[Uneven wear resistance] After traveling 300 km on a test course comprising a pavement circuit, the presence or absence of uneven wear was visually evaluated.
【００２４】〔耐ハイドロプレーニング性〕水深が平均
約１０ｍｍの平地において、半径１００ｍの円弧を描き
ながら速度を徐々に増加し、ハイドロプレーニング現象
が最初に発生したときの速度を測定し、従来タイヤの測
定値を１００とする指数で評価した。指数値が大きい
程、耐ハイドロプレーニング性が優れている。[Hydroplaning resistance] On a flat ground with an average water depth of about 10 mm, the speed was gradually increased while drawing an arc having a radius of 100 m, and the speed when the hydroplaning phenomenon first occurred was measured. Evaluation was made using an index with the measured value being 100. The larger the index value, the better the hydroplaning resistance.
【００２５】[0025]
【表１】 表１の結果から明らかなように、本発明タイヤは従来タ
イヤに比べて、車外騒音並びにオフロード性能及び雪上
性能を共に向上している。[Table 1] As is clear from the results in Table 1, the tire of the present invention has improved outside noise, off-road performance, and snow performance as compared with the conventional tire.
【００２６】他方、比較タイヤ１は主溝が接地面の接地
前端から接地後端まで貫通している点だけが本発明との
相違であるが、従来タイヤよりも車外騒音を低減できて
いない。比較タイヤ２は屈曲部の屈曲角度θ１が９０°
より小さいため屈曲部の狭角側の陸部の先端に偏磨耗を
生じていた。比較タイヤ３は屈曲部の屈曲角度θ１が１
６０°より大きいため、また、比較タイヤ４は長溝の傾
斜角度θ２が３０°より小さいため、雪上性能、オフロ
ード性能が従来タイヤよりも低下していた。比較タイヤ
５は長溝の傾斜角度θ２が６０°より大きいため、主溝
が接地面の側部に開口することになって、車外騒音の低
減の効果が少なかった。On the other hand, the comparative tire 1 is different from the present invention only in that the main groove penetrates from the front end of the ground contact surface to the rear end of the ground contact surface, but does not reduce the noise outside the vehicle as compared with the conventional tire. In the comparative tire 2, the bending angle θ1 of the bending portion is 90 °.
Due to the smaller size, uneven wear occurred at the tip of the land portion on the narrow angle side of the bent portion. The comparative tire 3 has a bending angle θ1 of 1 at the bending portion.
Since it is larger than 60 ° and the inclination angle θ2 of the long groove of the comparative tire 4 is smaller than 30 °, the on-snow performance and the off-road performance were lower than those of the conventional tire. Since the inclination angle θ2 of the long groove of the comparative tire 5 was larger than 60 °, the main groove was opened on the side of the ground contact surface, and the effect of reducing the noise outside the vehicle was small.
【００２７】また、比較タイヤ６は主溝の幅がトレッド
展開幅の３％より小さいため、排水性低減により耐ハイ
ドロプレーニング性が低下し、かつ、雪上性能、オフロ
ード性能も低下していた。比較タイヤ７は主溝の溝幅が
トレッド展開幅の１０％より大きいため各陸部に偏摩耗
を生じた。In the comparative tire 6, since the width of the main groove was smaller than 3% of the tread development width, the hydroplaning resistance was reduced due to the reduced drainage, and the on-snow performance and off-road performance were also reduced. In the comparative tire 7, since the groove width of the main groove was larger than 10% of the tread development width, uneven wear occurred on each land portion.
【００２８】[0028]
【発明の効果】以上詳述の通り、本発明によれば、所定
の溝幅を有し、長溝と短溝とが屈曲部を介して所定の角
度で「く」の字状に連結された複数本の主溝を、それぞ
れトレッド面に屈曲部をセンター部に置くと共に、少な
くとも長溝をタイヤ周方向に対して所定の角度で傾斜さ
せるように配置し、所定空気圧、負荷能力の条件下にお
ける接地面において、主溝が接地前端及び接地後端のい
ずれか一方だけに開口するようにしたので、タイヤ接地
時の主溝における気柱共鳴現象を低減して、車外騒音を
低減することができるとともに、雪柱効果や泥柱効果に
よる駆動力、制動力を十分に確保するため、雪上性能や
オフロード性能の低下を招くことがない。As described in detail above, according to the present invention, a long groove and a short groove having a predetermined groove width are connected to each other at a predetermined angle through a bent portion in a "-" shape. Each of the plurality of main grooves has a bent portion at the center portion of the tread surface, and at least the long grooves are arranged so as to be inclined at a predetermined angle with respect to the tire circumferential direction. On the ground, the main groove is opened to only one of the front contact end and the rear contact end, so that the air column resonance phenomenon in the main groove when the tire is in contact with the ground can be reduced, and the noise outside the vehicle can be reduced. In addition, since the driving force and the braking force due to the snow column effect and the mud column effect are sufficiently secured, the performance on snow and the off-road performance are not reduced.
【図１】本発明の実施形態からなる空気入りタイヤのト
レッドパターンの一部を示す展開図である。FIG. 1 is a developed view showing a part of a tread pattern of a pneumatic tire according to an embodiment of the present invention.
【図２】従来の空気入りタイヤのブロックパターンの一
部を示す展開図である。FIG. 2 is a development view showing a part of a block pattern of a conventional pneumatic tire.
１、２ 主溝 １ａ 長溝 １ｂ 短溝 １ｃ 屈曲部 ３ 陸部 ４ 細溝 Ｇ 接地面 Ｇｆ 接地前端 Ｇｒ 接地後端 Ｗ トレッド展開幅 Ｗｇ 最大接地幅 Ｗｍ 主溝の溝幅 θ１ 屈曲部の狭角側の屈曲角度 θ２ 長溝のタイヤ周方向に対する傾斜角度 1, 2 Main groove 1a Long groove 1b Short groove 1c Bent part 3 Land part 4 Narrow groove G Ground plane Gf Ground front end Gr Ground rear end W Tread development width Wg Maximum ground width Wm Groove width of main groove θ1 Narrow side of bending part Angle of inclination θ2 Inclination angle of long groove with respect to tire circumferential direction
Claims (3)
字状に連結された複数本の主溝を、それぞれトレッド面
に前記屈曲部をセンター部に置くと共に、少なくとも前
記長溝をタイヤ周方向に対して傾斜させるように配置
し、該主溝の溝幅をトレッド展開幅の３〜１０％、前記
屈曲部の狭角側の屈曲角度を９０°〜１６０°、前記長
溝のタイヤ周方向に対する傾斜角度を３０°〜６０°に
し、かつＪＡＴＭＡ規定（１９９８年版）の最大空気圧
を充填し、最大負荷能力の７５％を負荷した時の接地面
において前記主溝が接地前端及び接地後端のいずれか一
方だけに開口するようにした空気入りタイヤ。1. A plurality of main grooves in which a long groove and a short groove are connected in a “<” shape through a bent portion, wherein the bent portion is placed at a center portion on a tread surface, and at least the long groove is formed. Are arranged so as to be inclined with respect to the tire circumferential direction, the groove width of the main groove is 3 to 10% of the tread development width, the bending angle on the narrow angle side of the bent portion is 90 ° to 160 °, When the inclination angle with respect to the tire circumferential direction is 30 ° to 60 °, the maximum groove is filled with the maximum air pressure specified in JATMA (1998 version), and the main groove is formed on the ground contact surface when 75% of the maximum load capacity is loaded. A pneumatic tire that opens to only one of the rear ends.
に、隣接する長溝間にトレッド展開幅の３〜１０％の溝
幅をもつ別の主溝を配置した請求項１に記載の空気入り
タイヤ。2. The pneumatic tire according to claim 1, wherein the long grooves are arranged in parallel with each other, and another main groove having a groove width of 3 to 10% of a tread development width is arranged between adjacent long grooves.
幅の細溝で連結した請求項１または２に記載の空気入り
タイヤ。3. The pneumatic tire according to claim 1, wherein the main grooves are connected by a narrow groove having a groove width of 40% or less of the main groove width.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP07562399A JP4290806B2 (en) | 1999-03-19 | 1999-03-19 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP07562399A JP4290806B2 (en) | 1999-03-19 | 1999-03-19 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000264016A true JP2000264016A (en) | 2000-09-26 |
| JP4290806B2 JP4290806B2 (en) | 2009-07-08 |
Family
ID=13581542
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP07562399A Expired - Fee Related JP4290806B2 (en) | 1999-03-19 | 1999-03-19 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4290806B2 (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006044575A (en) * | 2004-08-06 | 2006-02-16 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| WO2015093390A1 (en) * | 2013-12-20 | 2015-06-25 | 住友ゴム工業株式会社 | Tire for winter |
| JP2015120381A (en) * | 2013-12-20 | 2015-07-02 | 住友ゴム工業株式会社 | Winter tire |
| JP2016016694A (en) * | 2014-07-04 | 2016-02-01 | 住友ゴム工業株式会社 | Winter tire |
| CN113710504A (en) * | 2019-04-26 | 2021-11-26 | 横滨橡胶株式会社 | Pneumatic tire |
| WO2022185619A1 (en) * | 2021-03-01 | 2022-09-09 | 株式会社ブリヂストン | Pneumatic tire |
-
1999
- 1999-03-19 JP JP07562399A patent/JP4290806B2/en not_active Expired - Fee Related
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006044575A (en) * | 2004-08-06 | 2006-02-16 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP4537799B2 (en) * | 2004-08-06 | 2010-09-08 | 住友ゴム工業株式会社 | Pneumatic tire |
| WO2015093390A1 (en) * | 2013-12-20 | 2015-06-25 | 住友ゴム工業株式会社 | Tire for winter |
| JP2015120381A (en) * | 2013-12-20 | 2015-07-02 | 住友ゴム工業株式会社 | Winter tire |
| US10427466B2 (en) | 2013-12-20 | 2019-10-01 | Sumitomo Rubber Industries, Ltd. | Tire for winter |
| JP2016016694A (en) * | 2014-07-04 | 2016-02-01 | 住友ゴム工業株式会社 | Winter tire |
| CN113710504A (en) * | 2019-04-26 | 2021-11-26 | 横滨橡胶株式会社 | Pneumatic tire |
| CN113710504B (en) * | 2019-04-26 | 2023-05-02 | 横滨橡胶株式会社 | Pneumatic tire |
| WO2022185619A1 (en) * | 2021-03-01 | 2022-09-09 | 株式会社ブリヂストン | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4290806B2 (en) | 2009-07-08 |
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