JP2001071713A - Pneumatic studless tire - Google Patents
Pneumatic studless tireInfo
- Publication number
- JP2001071713A JP2001071713A JP24950199A JP24950199A JP2001071713A JP 2001071713 A JP2001071713 A JP 2001071713A JP 24950199 A JP24950199 A JP 24950199A JP 24950199 A JP24950199 A JP 24950199A JP 2001071713 A JP2001071713 A JP 2001071713A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- rib
- load
- air pressure
- tread
- 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
- B60C11/12—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】本発明は氷上グリップ性能を
向上した空気入りスタッドレスタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic studless tire having improved grip performance on ice.
【０００２】[0002]
【従来の技術】従来、氷上性能を向上させた空気入りス
タッドレスタイヤは、キャップトレッドゴムとして低温
におけるモジュラスが低く、粘着摩擦力に優れたゴムコ
ンパウンドを使用すると共に、トレッドパターンをタイ
ヤの周方向に延びる主溝と、この主溝と交差する横溝と
により区分されたブロックからなるブロックパターンに
し、さらに前記ブロックの表面にカーフやサイプ等の薄
い切り込みを形成したものが一般的であった。しかしな
がら、このブロックパターンを有するタイヤ、特に前述
の低モジュラスのゴムコンパウンドをキャップトレッド
ゴムに用いたタイヤにおいては、ブロックの薄い切り込
みの密度を大きくすると、トレッド部の剛性が低下して
ブロックが座屈したり、またブロックの倒れ込み角度が
大きくなったりし過ぎるため、そのエッジ効果を十分に
発揮できなくなるという問題があった。2. Description of the Related Art Conventionally, a pneumatic studless tire having improved performance on ice uses a rubber compound having a low modulus at low temperature and excellent adhesive friction as a cap tread rubber, and a tread pattern in the circumferential direction of the tire. In general, a block pattern composed of a block divided by a main groove extending and a horizontal groove intersecting the main groove is formed, and a thin cut such as a kerf or a sipe is formed on the surface of the block. However, in a tire having this block pattern, particularly in a tire in which the aforementioned low-modulus rubber compound is used as a cap tread rubber, if the density of thin cuts in the block is increased, the rigidity of the tread portion is reduced and the block buckles. In addition, there is a problem that the edge effect cannot be sufficiently exerted because the angle of falling of the block becomes too large.
【０００３】この問題を解決するため、特開平４−８５
１０７号公報には、図３に示すようにトレッド面にタイ
ヤ周方向に延びる少なくとも１本（図３では２本）のリ
ブ５を設け、該リブ５にタイヤ幅方向に多数の薄い切り
込み４を設け、該切り込みのタイヤ周方向に直交する面
に投影した長さの総和Ｂと前記リブの表面積Ａとの比Ｂ
／Ａで定義される薄い切り込みの密度が０．１５／ｍｍ
以上である空気入りタイヤが提案されている。In order to solve this problem, Japanese Patent Laid-Open Publication No. 4-85
In Japanese Patent Publication No. 107, at least one (two in FIG. 3) ribs 5 extending in the tire circumferential direction are provided on the tread surface as shown in FIG. 3, and a number of thin notches 4 are formed on the ribs 5 in the tire width direction. The ratio B of the total length B of the cuts projected on a plane orthogonal to the tire circumferential direction and the surface area A of the ribs
The density of the thin cut defined by / A is 0.15 / mm
The pneumatic tire described above has been proposed.
【０００４】このようにトレッド面にタイヤ周方向に延
びる、横溝でブロック化されていないリブを設け、この
リブに薄い切り込みを多数形成することにより、トレッ
ド部の剛性を実質的に損なうことなく薄い切り込みの密
度を可及的に大きくしてエッジ効果を大きくするため、
氷上効果を大きくすることが可能となった。しかし、近
年のようにＲＶ（レクレーショナルヴィークル）等の大
型乗用車が多く使用されるようになるにつれ、このよう
な大型乗用車用に使用された場合には、上記構成のよう
な対策だけでは十分な氷上グリップ効果が得られなくな
るという問題があった。[0004] By providing a rib that is not blocked by a lateral groove and extending in the circumferential direction of the tire on the tread surface and forming a large number of thin cuts in the rib, the rigidity of the tread portion is reduced without substantially impairing the rigidity of the tread portion. In order to increase the edge effect by increasing the cut density as much as possible,
It became possible to increase the effect on ice. However, as large passenger vehicles such as recreational vehicles (RVs) have come to be widely used as in recent years, when used for such large passenger vehicles, measures such as the above configuration alone are not sufficient. There is a problem that a good grip effect on ice cannot be obtained.
【０００５】[0005]
【発明が解決しようとする課題】本発明の目的は、大型
乗用車に使用される場合であっても、高い氷上グリップ
性能を発揮することができる空気入りスタッドレスタイ
ヤを提供することにある。SUMMARY OF THE INVENTION An object of the present invention is to provide a pneumatic studless tire capable of exhibiting high on-ice grip performance even when used in a large passenger car.
【０００６】[0006]
【課題を解決するための手段】上記目的を達成する本発
明の空気入りスタッドレスタイヤは、トレッド面にタイ
ヤ周方向に延びる少なくとも１本のリブを設け、該リブ
にタイヤ幅方向の薄い切り込みを多数設け、該切り込み
のタイヤ周方向に直交する面に投影した長さの総和Ｂと
前記リブの表面積Ａとの比Ｂ／Ａで定義される前記薄い
切り込みの密度が０．１５／ｍｍ以上であると共に、こ
のタイヤを正規リムにリム組みして空気圧２００ｋＰａ
を充填し、該空気圧に対応するＪＡＴＭＡ規定の負荷能
力の７０％の荷重Ｗを負荷したときの実接地面積Ｓと前
記荷重Ｗとの比Ｗ／Ｓ（以下、荷重・接地面積比とい
う）が２．４０ｋｇ／ｃｍ2 以下であることを特徴とす
るものである。A pneumatic studless tire according to the present invention that achieves the above object is provided with at least one rib extending in the tire circumferential direction on a tread surface, and the rib has a large number of thin cuts in the tire width direction. The density of the thin cuts defined by the ratio B / A of the total length B of the cuts projected on a surface orthogonal to the tire circumferential direction and the surface area A of the ribs is 0.15 / mm or more. At the same time, this tire is assembled to the regular rim and the air pressure is 200 kPa
And the ratio W / S between the actual contact area S and the load W when a load W of 70% of the load capacity specified in JATMA corresponding to the air pressure is applied (hereinafter referred to as load / contact area ratio). It is characterized by being at most 2.40 kg / cm 2 .
【０００７】すなわち、本発明者等は氷上性能について
種々検討した結果、氷上性能、特に氷上グリップ性能は
タイヤの接地圧依存性が高く、接地圧と反比例すること
を知見した。したがって、トレッド面にタイヤ周方向に
延びるリブを設け、このリブに設けた薄い切り込みの密
度を０．１５／ｍｍ以上にした上に、さらに種々検討し
た結果、本文に定義される荷重・接地面積比を２．４０
ｋｇ／ｃｍ2 以下の低い水準にすることにより、大型乗
用車に適用した場合でも、リブ及びブロック踏面の接地
圧を小さくしてトレッド部の剛性を実質的に損なうこと
なく、氷上効果を大きくすることを可能にしたのであ
る。That is, as a result of various studies on the performance on ice, the present inventors have found that the performance on ice, particularly the grip performance on ice, is highly dependent on the contact pressure of the tire and is inversely proportional to the contact pressure. Therefore, a rib extending in the tire circumferential direction is provided on the tread surface, and the density of the thin cuts provided in the rib is set to 0.15 / mm or more. 2.40 ratio
By applying a low level of kg / cm 2 or less, even when applied to a large passenger car, the contact pressure on the ribs and the block treads is reduced, and the effect on ice is increased without substantially impairing the rigidity of the tread portion. Was made possible.
【０００８】本発明においてリブに設ける薄い切り込み
の密度とは、図２に示すようにタイヤ周方向長さａとこ
れに直交する方向の長さｂとの積で表されるリブ５の表
面積Ａ（ｍｍ2 ) に対する薄い切り込み４の長さＬ（ｍ
ｍ）をタイヤの全周長にわたり設けた全切り込みについ
て、それぞれタイヤ周方向Ｅ−Ｅ’に直交する面に投影
した長さＬ’（ｍｍ）の総和Ｂの比Ｂ／Ａ（単位Ｌ／ｍ
ｍ）をいう。In the present invention, the density of the thin cuts provided in the rib is, as shown in FIG. 2, the surface area A of the rib 5 represented by the product of the circumferential length a of the tire and the length b in the direction perpendicular thereto. (Mm 2 ), the length L (m
m) over the entire circumferential length of the tire, the ratio B / A (unit: L / m) of the sum B of the lengths L ′ (mm) projected on a plane orthogonal to the tire circumferential direction EE ′.
m).
【０００９】また本発明において荷重・接地面積比を定
義するのに使用されるＪＡＴＭＡ規定とは、社団法人日
本自動車タイヤ協会により１９９９年度に規定されたタ
イヤ規格（ＪＡＴＭＡ ＹＥＡＲ ＢＯＯＫ １９９
９）の乗用車用タイヤの章に記載された規定をいい、負
荷能力とは各空気圧ごとに指定された空気圧−負荷能力
対応表において、空気圧２００ｋＰａに対応するものを
指す。負荷能力の７０％の荷重Ｗを負荷したときのタイ
ヤの接地面積Ｓを使用するのは、タイヤは許容負荷能力
の７０％程度の荷重で使用されるのが一般的であるから
である。In the present invention, the JATMA regulations used to define the load-to-ground area ratio refer to the tire standard (JATMA YEAR BOOK 199) specified in 1999 by the Japan Automobile Tire Association.
The load capacity refers to the one corresponding to the air pressure of 200 kPa in the air pressure-load capacity correspondence table specified for each air pressure. The reason for using the contact area S of the tire when a load W of 70% of the load capacity is applied is that the tire is generally used with a load of about 70% of the allowable load capacity.
【００１０】[0010]
【発明の実施の形態】図１は本発明の空気入りタイヤの
トレッドパターンの一例を示す平面図である。トレッド
面のタイヤ周方向にジグザグ及びストレートの複数の主
溝１が設けられ、またタイヤ幅方向に多数の横溝２が設
けられ、これら主溝１と横溝２に区分された多数のブロ
ック３と横溝２に区分されないリブ５とが形成されてい
る。リブ５はタイヤ幅方向にトレッドセンターより偏位
するように形成されている。FIG. 1 is a plan view showing an example of a tread pattern of a pneumatic tire according to the present invention. A plurality of zigzag and straight main grooves 1 are provided in the tire circumferential direction on the tread surface, and a large number of lateral grooves 2 are provided in the tire width direction, and a large number of blocks 3 and lateral grooves divided into these main grooves 1 and the lateral grooves 2 are provided. A rib 5 not divided into two is formed. The rib 5 is formed so as to be deviated from the tread center in the tire width direction.
【００１１】ブロック３とリブ５にはタイヤ幅方向に薄
い切り込み４が多数設けられている。リブ５に設けられ
た切り込み４は、その両端を主溝１に連通させている。
特にリブ５に形成する薄い切り込み４は、少なくとも一
方の端部を主溝に連通させることが、氷上性能を向上さ
せるために好ましい。好ましくは両端が主溝に連通して
いるのがよい。ブロック３に設けられた切り込み４も、
その多くは少なくとも一方の端を主溝１に連通させて設
けられている。The block 3 and the rib 5 are provided with a large number of thin cuts 4 in the tire width direction. The notch 4 provided in the rib 5 has both ends communicating with the main groove 1.
In particular, it is preferable that at least one end of the thin notch 4 formed in the rib 5 communicates with the main groove in order to improve performance on ice. Preferably, both ends are in communication with the main groove. The notch 4 provided in the block 3 also
Most of them are provided with at least one end communicating with the main groove 1.
【００１２】この薄い切り込み４の方向はタイヤ幅方向
であれば特に限定されるものではなく、例えばタイヤ周
方向に対し直交する方向、横溝と同じ方向、またはタイ
ヤ周方向に対して一定の角度を有する方向に設けること
ができる。またその形状は、直線、曲線、ジグザク状に
することができる。その深さは全て一定にしてもよく、
リブごと、ブロックごと、また同一リブ、ブロック内で
異なる深さにしてもよい。The direction of the thin notch 4 is not particularly limited as long as it is in the tire width direction. For example, a direction perpendicular to the tire circumferential direction, the same direction as the lateral groove, or a fixed angle with respect to the tire circumferential direction. It can be provided in the direction of having. The shape can be a straight line, a curve, or a zigzag shape. The depths may all be constant,
The depth may be different for each rib, each block, or within the same rib or block.
【００１３】タイヤ接地幅の左右両端部から接地端の外
側までタイヤ幅方向に延びる太い横溝２に区分されて多
数のブロック３が形成されている。A large number of blocks 3 are formed by being divided into thick lateral grooves 2 extending in the tire width direction from both right and left ends of the tire contact width to outside the contact end.
【００１４】本発明は上述したトレッドパターンを基本
とし、リブに設ける薄い切り込みの密度Ｂ／Ａを０．１
５／ｍｍ以上とし、好ましくは０．２５ｍｍ以上とす
る。０．１５／ｍｍ未満では十分なエッジ効果が得られ
ず、氷上グリップ性能が向上しない。しかし、切り込み
密度は０．４０／ｍｍを超えるほどに大きくするとトレ
ッド部の剛性が低下し、薄い切り込み間のリブが座屈し
たり、倒れ込み角度が大きくなるので、上限を０．４０
／ｍｍにすることが望ましい。The present invention is based on the above-described tread pattern, and the density B / A of the thin cut provided in the rib is set to 0.1.
5 / mm or more, preferably 0.25 mm or more. If it is less than 0.15 / mm, a sufficient edge effect cannot be obtained, and grip performance on ice cannot be improved. However, if the cut density is increased to exceed 0.40 / mm, the rigidity of the tread portion is reduced, the ribs between the thin cuts buckle, and the fall angle increases, so the upper limit is set to 0.40 / mm.
/ Mm is desirable.
【００１５】さらに本発明においては、前記リブに設け
た薄い切り込みの密度を前記の０．１５／ｍｍ以上に維
持しながら前記のとおり定義されたトレッド全体に対す
る荷重・接地面積比Ｗ／Ｓを２．４０ｋｇ／ｃｍ2 以下
に設定することが重要である。前述したように氷上グリ
ップ性能はタイヤの接地圧と反比例する関係にあり、こ
のようにトレッド面における荷重・接地面積比Ｗ／Ｓを
２．４０ｋｇ／ｃｍ2以下にすることによりＲＶ等の大
型乗用車において制動、駆動、コーナリング時の垂直荷
重の増加でトレッド踏面部への応力が加算されてもトレ
ッド部の剛性を維持し、トレッド踏面の座屈や倒れ込み
を抑え薄い切り込みのエッジ効果や粘着摩擦力を効果的
に発揮させ、、氷上グリップ性能を大幅に向上すること
ができる。Further, in the present invention, the load / contact area ratio W / S with respect to the entire tread defined as above is set to 2 while maintaining the density of the thin cuts provided in the ribs at the above-mentioned 0.15 / mm or more. It is important to set it to .40 kg / cm 2 or less. As described above, the grip performance on ice is inversely proportional to the contact pressure of the tire. Thus, by setting the load / contact area ratio W / S on the tread surface to 2.40 kg / cm 2 or less, a large passenger car such as an RV can be obtained. Even if stress on the tread tread is added due to the increase in vertical load during braking, driving, and cornering, the rigidity of the tread is maintained, buckling and falling of the tread are suppressed, and the edge effect of thin cuts and adhesive friction force , And the grip performance on ice can be greatly improved.
【００１６】荷重・接地面積比Ｗ／Ｓが２．４０ｋｇ／
ｃｍ2 より大きいと、薄い切り込み間に形成されるリブ
が座屈したり、倒れ込み角度が大きくなって十分なエッ
ジ効果を発揮できない。The load / contact area ratio W / S is 2.40 kg /
If it is larger than cm 2 , the rib formed between the thin cuts will buckle or the falling angle will be too large to exhibit a sufficient edge effect.
【００１７】トレッドの荷重・面積比Ｗ／Ｓを上述した
条件に維持するため、リブ５の平均幅は、接地幅Ｔの８
％以上にすることが好ましい。リブの本数は１本のみで
なく、複数本設けてもよい。リブを複数本設ける場合で
も、各々のリブ１本当たりの平均幅は、タイヤ接地幅に
対して平均８％以上、３０％以下となるようにするのが
よい。In order to maintain the load / area ratio W / S of the tread under the above-mentioned conditions, the average width of the rib 5 is set to be 8 times the contact width T
% Is preferable. The number of ribs is not limited to one, and a plurality of ribs may be provided. Even when a plurality of ribs are provided, it is preferable that the average width per each rib is 8% or more and 30% or less with respect to the tire contact width.
【００１８】このときの接地幅Ｔはタイヤを正規リムに
リム組みして空気圧２００ｋＰａを充填し、該空気圧に
対応するＪＡＴＭＡ規定の負荷能力の７０％の荷重Ｗを
負荷したときのものを採用する。またリブの平均幅と
は、前記荷重Ｗを付加したときのリブ５のタイヤ周方向
に対し直交する方向の長さすなわち幅Ｒの、タイヤ全周
にわたる平均値をいい、リブの全表面積Ａ／周長で計算
される。The contact width T at this time is obtained by assembling the tire with a regular rim, filling an air pressure of 200 kPa, and applying a load W of 70% of a JATMA-specified load capacity corresponding to the air pressure. . The average width of the rib refers to the average value of the length of the rib 5 in the direction perpendicular to the tire circumferential direction, that is, the width R, when the load W is applied, over the entire circumference of the tire. Calculated by circumference.
【００１９】このリブの平均幅が前記接地幅Ｔの８％以
上であるとき、タイヤに重荷重が付加されてもタイヤの
実接地面積を大きくして荷重・接地面積比Ｗ／Ｓを小さ
くし、薄い切り込み間のリブの座屈や倒れ込み角度が大
きくなることがなく、氷上スキッド性能が十分発揮でき
る。リブ５の平均幅は８〜３０％の範囲がより好まし
い。When the average width of the ribs is 8% or more of the contact width T, even if a heavy load is applied to the tire, the actual contact area of the tire is increased to reduce the load / contact area ratio W / S. The buckling and falling angle of the rib between the thin cuts does not increase, and the skid performance on ice can be sufficiently exhibited. The average width of the rib 5 is more preferably in the range of 8 to 30%.
【００２０】本発明においてトレッドのタイヤ周方向に
設けたリブは、好ましくは図１の例のようにトレッドセ
ンターに対してタイヤ幅方向のいずれか一方だけに偏位
させ、かつ車両装着時に車両外側に位置するように設け
るのが好ましい。多数の薄い切り込みを設けたリブが車
両の外側位置に設けられていることにより、コーナリン
グ時の路面グリップ力を大きくでき、コーナリングパワ
ーが向上する。In the present invention, the ribs provided in the tire circumferential direction of the tread are preferably deviated only in one of the tire width directions with respect to the tread center as shown in the example of FIG. It is preferable to provide such a position. Since the ribs provided with a large number of thin cuts are provided at the outer position of the vehicle, the road surface grip force at the time of cornering can be increased, and the cornering power is improved.
【００２１】[0021]
【実施例】実施例１〜３、比較例１〜３：タイヤサイズ
２６５／７０Ｒ１６でトレッドパターンを図１とする点
を互いに同一にし、本文に定義する切り込み密度および
荷重・接地面積比Ｗ／Ｓを表１のように異ならせた実施
例１〜３、比較例１〜３の計６種類の空気入りスタッド
レスタイヤを製作した。Examples 1 to 3 and Comparative Examples 1 to 3: The tire size 265 / 70R16 and the tread pattern shown in FIG. 1 are made identical to each other, and the cut density and the load / contact area ratio W / S defined in the text are defined. Were made as shown in Table 1, and a total of six types of pneumatic studless tires of Examples 1 to 3 and Comparative Examples 1 to 3 were produced.
【００２２】これらのタイヤについて、下記の方法によ
り氷上性能を測定し、その結果を表１に示した。The performance of these tires on ice was measured by the following method, and the results are shown in Table 1.
【００２３】氷上性能試験：各タイヤを１６×８Ｊリム
にリム組みし、空気圧２００ｋＰａを充填し、国産ＲＶ
車に装着して、氷温−７〜−９℃の氷上路において初速
度４０ｋｍ／ｈから急制動をかけたときの停止距離を測
定した。評価は逆数を以て行い、比較タイヤ１の測定値
の逆数を１００として指数で表示した。指数値の大なる
ほうが制動距離が短く、氷上性能が優れていることを意
味する。On-ice performance test: Each tire was assembled on a 16 × 8J rim, filled with air pressure of 200 kPa, and made with domestic RV.
The vehicle was mounted on a car, and the stopping distance when sudden braking was applied from an initial speed of 40 km / h on an icy road at an ice temperature of -7 to -9 ° C was measured. The evaluation was performed using a reciprocal, and the reciprocal of the measured value of the comparative tire 1 was set to 100 and indicated by an index. The larger the index value, the shorter the braking distance and the better the performance on ice.
【００２４】[0024]
【表１】 [Table 1]
【００２５】比較例１、２は切り込み密度は０．１５／
ｍｍ以上であるが、荷重・接地面積比が２．４０ｋｇ／
ｃｍ2 を超えているため実施例１〜３にくらべて氷上性
能が低くなっている。In Comparative Examples 1 and 2, the cut density was 0.15 /
mm or more, but the load / ground area ratio is 2.40 kg /
Since it exceeds cm 2 , the performance on ice is lower than in Examples 1 to 3.
【００２６】[0026]
【発明の効果】以上説明したように本発明の空気入りタ
イヤによれば、リブに設けた切り込み密度とトレッドに
対する荷重・接地面積比を調和させたことにより、大型
乗用車に装着した場合であっても高い氷上性能を発揮す
ることができる。As described above, according to the pneumatic tire of the present invention, the cut-in density provided in the rib and the load / ground area ratio to the tread are harmonized, so that the pneumatic tire is mounted on a large passenger car. It can also exhibit high performance on ice.
【図１】本発明の空気入りスタッドレスタイヤのトレッ
ドパターンの一部分を例示する平面図である。FIG. 1 is a plan view illustrating a part of a tread pattern of a pneumatic studless tire of the present invention.
【図２】リブに形成した薄い切り込みの密度を説明する
ための部分平面図である。FIG. 2 is a partial plan view for explaining the density of thin cuts formed in a rib.
【図３】従来の空気入りタイヤのトレッドパターンの一
部分を示す平面図である。FIG. 3 is a plan view showing a part of a tread pattern of a conventional pneumatic tire.
１ 主溝 ２ 横溝 ３ ブロック ４ 薄い切り込み ５ リブ DESCRIPTION OF SYMBOLS 1 Main groove 2 Lateral groove 3 Block 4 Thin cut 5 Rib
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ テーマコート゛(参考） Ｂ６０Ｃ 11/11 Ｂ６０Ｃ 11/04 Ｃ ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 7 Identification symbol FI Theme coat ゛ (Reference) B60C 11/11 B60C 11/04 C
Claims (4)
くとも１本のリブを設け、該リブにタイヤ幅方向の薄い
切り込みを多数設け、該切り込みのタイヤ周方向に直交
する面に投影した長さの総和Ｂと前記リブの表面積Ａと
の比Ｂ／Ａで定義される前記薄い切り込みの密度が０．
１５／ｍｍ以上であると共に、このタイヤを正規リムに
リム組みして空気圧２００ｋＰａを充填し、該空気圧に
対応するＪＡＴＭＡ規定の負荷能力の７０％の荷重Ｗを
負荷したときの実接地面積Ｓと前記荷重Ｗとの比Ｗ／Ｓ
が２．４０ｋｇ／ｃｍ2 以下である空気入りスタッドレ
スタイヤ。At least one rib extending in a tire circumferential direction is provided on a tread surface, and a number of thin cuts in a tire width direction are provided on the rib, and the cut has a length projected on a surface orthogonal to the tire circumferential direction. The density of the thin cuts, defined by the ratio B / A of the sum B and the surface area A of the ribs, is 0.
15 / mm or more, and the tire is assembled on a regular rim to fill an air pressure of 200 kPa, and an actual contact area S when a load W of 70% of a JATMA-specified load capacity corresponding to the air pressure is applied. Ratio W / S with the load W
Is a pneumatic studless tire having a weight of 2.40 kg / cm 2 or less.
ｍ以上である、請求項１に記載の空気入りスタッドレス
タイヤ。2. The density of the thin cuts is 0.25 / m
The pneumatic studless tire according to claim 1, which is at least m.
を正規リムにリム組みして空気圧２００ｋＰａを充填
し、該空気圧に対応するＪＡＴＭＡ規定の負荷能力の７
０％の荷重Ｗを負荷したときの接地幅の８％以上であ
る、請求項１又は２に記載の空気入りスタッドレスタイ
ヤ。3. An average width per rib of the tire is set to a normal rim, the tire is rim-assembled, the air pressure is filled to 200 kPa, and the load capacity of JATMA regulation corresponding to the air pressure is 7 kPa.
3. The pneumatic studless tire according to claim 1, which is at least 8% of a contact width when a load W of 0% is applied. 4.
イヤ幅方向のいずれか一方だけに偏位させ、車両装着時
に車両外側に位置するように設けられている、請求項
１、２又は３に記載の空気入りスタッドレスタイヤ。4. The vehicle according to claim 1, wherein the rib is displaced only in one of the tire width directions with respect to the tread center, and is provided so as to be located outside the vehicle when the vehicle is mounted. Pneumatic studless tires.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24950199A JP4072803B2 (en) | 1999-09-03 | 1999-09-03 | Pneumatic studless tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24950199A JP4072803B2 (en) | 1999-09-03 | 1999-09-03 | Pneumatic studless tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001071713A true JP2001071713A (en) | 2001-03-21 |
| JP4072803B2 JP4072803B2 (en) | 2008-04-09 |
Family
ID=17193915
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24950199A Expired - Fee Related JP4072803B2 (en) | 1999-09-03 | 1999-09-03 | Pneumatic studless tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4072803B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006290194A (en) * | 2005-04-12 | 2006-10-26 | Bridgestone Corp | Pneumatic tire |
| JP2007161123A (en) * | 2005-12-14 | 2007-06-28 | Bridgestone Corp | Pneumatic tire |
| WO2008099660A1 (en) * | 2007-02-14 | 2008-08-21 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| WO2009038131A1 (en) * | 2007-09-18 | 2009-03-26 | Bridgestone Corporation | Pneumatic tire |
| US7673663B2 (en) * | 2005-06-30 | 2010-03-09 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire with tread having non-linear rib |
| JP2012218596A (en) * | 2011-04-08 | 2012-11-12 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| WO2013046717A1 (en) | 2011-09-28 | 2013-04-04 | 株式会社ブリヂストン | Pneumatic tire |
| JP2015044583A (en) * | 2014-11-05 | 2015-03-12 | 株式会社ブリヂストン | Pneumatic tire |
| JP2015131642A (en) * | 2015-04-20 | 2015-07-23 | 株式会社ブリヂストン | pneumatic tire |
-
1999
- 1999-09-03 JP JP24950199A patent/JP4072803B2/en not_active Expired - Fee Related
Cited By (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006290194A (en) * | 2005-04-12 | 2006-10-26 | Bridgestone Corp | Pneumatic tire |
| JP4656989B2 (en) * | 2005-04-12 | 2011-03-23 | 株式会社ブリヂストン | Pneumatic tire |
| US7673663B2 (en) * | 2005-06-30 | 2010-03-09 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire with tread having non-linear rib |
| AU2006201886B2 (en) * | 2005-06-30 | 2011-05-26 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| JP2007161123A (en) * | 2005-12-14 | 2007-06-28 | Bridgestone Corp | Pneumatic tire |
| JP4732379B2 (en) * | 2007-02-14 | 2011-07-27 | 東洋ゴム工業株式会社 | Pneumatic tire |
| WO2008099660A1 (en) * | 2007-02-14 | 2008-08-21 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| JP2008195291A (en) * | 2007-02-14 | 2008-08-28 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US8511357B2 (en) | 2007-02-14 | 2013-08-20 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire with tread having main grooves and sipes |
| WO2009038131A1 (en) * | 2007-09-18 | 2009-03-26 | Bridgestone Corporation | Pneumatic tire |
| EP2202098A4 (en) * | 2007-09-18 | 2013-07-24 | Bridgestone Corp | Pneumatic tire |
| JP5265554B2 (en) * | 2007-09-18 | 2013-08-14 | 株式会社ブリヂストン | Pneumatic tire |
| EP2202098A1 (en) * | 2007-09-18 | 2010-06-30 | Bridgestone Corporation | Pneumatic tire |
| CN104816595A (en) * | 2007-09-18 | 2015-08-05 | 株式会社普利司通 | Pneumatic tire |
| JP2012218596A (en) * | 2011-04-08 | 2012-11-12 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| WO2013046717A1 (en) | 2011-09-28 | 2013-04-04 | 株式会社ブリヂストン | Pneumatic tire |
| US9481211B2 (en) | 2011-09-28 | 2016-11-01 | Bridgestone Corporation | Pneumatic tire |
| JP2015044583A (en) * | 2014-11-05 | 2015-03-12 | 株式会社ブリヂストン | Pneumatic tire |
| JP2015131642A (en) * | 2015-04-20 | 2015-07-23 | 株式会社ブリヂストン | pneumatic tire |
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