JP3338539B2 - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP3338539B2 JP3338539B2 JP33565293A JP33565293A JP3338539B2 JP 3338539 B2 JP3338539 B2 JP 3338539B2 JP 33565293 A JP33565293 A JP 33565293A JP 33565293 A JP33565293 A JP 33565293A JP 3338539 B2 JP3338539 B2 JP 3338539B2
- Authority
- JP
- Japan
- Prior art keywords
- groove
- land
- tire
- land portion
- small
- 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.)
- Expired - Fee Related
Links
Landscapes
- Tires In General (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、トレッド部が、タイヤ
外周に沿って延びる複数本の主溝で区分した陸部を有す
る空気入りタイヤに関するものであり、具体的には、排
水性、耐摩耗性等の他の性能を悪化させることなく騒音
の低減を図った空気入りタイヤに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire in which a tread portion has a land portion divided by a plurality of main grooves extending along the outer periphery of the tire. The present invention relates to a pneumatic tire for reducing noise without deteriorating other performances such as abrasion.
【０００２】[0002]
【従来の技術】従来、上記主溝を配設した、いわゆるリ
ブパターンを有する空気入りタイヤにおいて、高周波の
騒音が問題となっている。この騒音を構成する有力な成
分の一つに、主溝内で発生する気柱共鳴音がある。従来
は、この気柱共鳴音の低減を図るため、溝容積を小さく
して共鳴を抑制したり、トレッドゴムを柔らかくして振
動を吸収する手段等を講じていた。2. Description of the Related Art Hitherto, high-frequency noise has been a problem in pneumatic tires having a so-called rib pattern in which the above-mentioned main grooves are provided. One of the prominent components of this noise is air column resonance generated in the main groove. Conventionally, in order to reduce the air column resonance, measures have been taken to reduce resonance by suppressing the volume of the groove, or to soften the tread rubber to absorb vibration.
【０００３】[0003]
【発明が解決しようとする課題】しかし、前者は排水性
の、後者は耐摩耗性の低下をそれぞれ伴うという欠点が
あった。そのため、発明者は、これらの性能を悪化させ
ることなく主溝内で生じる気柱共鳴音を抑制して騒音の
低減が図れる手段を見出すべく鋭意検討を行った。その
結果、主溝の溝壁の振動を抑制すれば、主溝内で生ずる
気柱共鳴音が小さくなること、及び、主溝の溝壁の振動
は、陸部の表面形状によって大きく変化することを見出
した。However, the former has a drawback that the former is accompanied by a decrease in drainage, and the latter involves a decrease in wear resistance. Therefore, the inventor has conducted intensive studies in order to find a means for suppressing air column resonance sound generated in the main groove and reducing noise without deteriorating these performances. As a result, if the vibration of the groove wall of the main groove is suppressed, the air column resonance sound generated in the main groove is reduced, and the vibration of the groove wall of the main groove is greatly changed by the surface shape of the land portion. Was found.
【０００４】そこで、本発明の目的は、陸部表面を、主
溝の溝壁の振動を抑制できるような形状にすることによ
り、排水性、耐摩耗性等の他の性能を悪化させることな
く主溝内で生じる気柱共鳴音を抑制し低騒音化を図った
空気入りタイヤを開発することにある。Therefore, an object of the present invention is to form the land surface such that vibration of the groove wall of the main groove can be suppressed, without deteriorating other performances such as drainage and abrasion resistance. An object of the present invention is to develop a pneumatic tire that suppresses air column resonance generated in a main groove to reduce noise.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成するた
め、本発明は、トレッド部が、タイヤ外周に沿って延び
る複数本の主溝で区分した陸部を有する空気入りタイヤ
において、陸部の両側縁近くにそれぞれ主溝に沿って延
びる小溝を配設して、陸部を中央部分と両側方部分とに
区分し、中央部分を両側方部分に比し突出させて、これ
らの部分間で段差を形成してなることを特徴とする空気
入りタイヤである。なお、ここでいう主溝の配設形状
は、直線形状の他、ジグザグ形状であってもよく、特に
限定はしない。また、小溝の溝幅中央位置からこの小溝
に近い陸部側縁位置までをタイヤ幅方向に測った距離
が、４．０〜１０．０ｍｍの範囲であること、前記段差
が０．５〜５．０ｍｍの範囲であること、主溝の溝幅に
対する小溝の溝幅、及び主溝の溝深さに対する小溝の溝
深さの割合が、共に０．１〜０．５の範囲であること、
がより好ましい。In order to achieve the above object, the present invention provides a pneumatic tire in which a tread portion has a land portion divided by a plurality of main grooves extending along the tire outer periphery. A small groove extending along the main groove is arranged near each side edge, the land part is divided into a central part and both side parts, and the central part is made to protrude as compared to both side parts, and between these parts A pneumatic tire characterized by forming a step. Note that the arrangement shape of the main groove mentioned here may be a zigzag shape other than a linear shape, and is not particularly limited. The distance measured in the tire width direction from the groove width center position of the small groove to the land side edge position near the small groove is in the range of 4.0 to 10.0 mm, and the step is 0.5 to 5 mm. 0.0 mm, the ratio of the groove width of the small groove to the groove width of the main groove, and the ratio of the groove depth of the small groove to the groove depth of the main groove are both in the range of 0.1 to 0.5,
Is more preferred.
【０００６】[0006]
【作用】リブパターンを有する空気入りタイヤにおいて
は、気柱共鳴音を引き起こす主溝の溝壁の振動が、陸部
の表面形状によって大きく変化することは前述した。こ
こでは、陸部表面形状を適正にした経緯を説明し、その
後に本発明タイヤの作用を説明する。As described above, in the pneumatic tire having the rib pattern, the vibration of the groove wall of the main groove, which causes the air column resonance sound, greatly changes depending on the surface shape of the land portion. Here, the process of making the land portion surface shape appropriate will be described, and then the operation of the tire of the present invention will be described.
【０００７】陸部表面形状の適正化を図るため、まず、
陸部表面で入力した振動が、主溝の溝壁の振動にどのよ
うな影響を与えるかについて調べた。図８（ｂ）は、同
図（ａ）のようなトレッド部をもつ従来タイヤの陸部表
面に振動を加え、振動源を陸部の側縁位置を起点として
タイヤ幅方向に移動させ、そのときの振動源の位置を横
軸にとり、この横軸に対しその振動が主溝の溝壁に伝達
した度合いを示す振動伝達率をプロットした一例を示し
たものである。なお、振動伝達率は、測定した溝壁での
振幅Ｚを、振動源の振幅Ｚ０で除した値の百分率であ
る。In order to optimize the land surface shape, first,
We investigated how the vibration input on the land surface affects the vibration of the groove wall of the main groove. FIG. 8 (b) shows a conventional tire having a tread as shown in FIG. 8 (a). Vibration is applied to the surface of the land, and the vibration source is moved in the tire width direction starting from the side edge position of the land. An example is shown in which the position of the vibration source at that time is plotted on the horizontal axis, and the vibration transmissivity indicating the degree of transmission of the vibration to the groove wall of the main groove is plotted against the horizontal axis. Incidentally, the vibration transmissibility is the amplitude Z at the measured groove walls, the percentage of the value obtained by dividing the amplitude Z 0 of the vibration source.
【０００８】図８（ｂ）の結果をみると、前記振動伝達
率は、陸部の側縁位置からその少し（４〜１０ｍｍ程
度）離れた位置までは増加する傾向にあり、この位置を
ピークとして、陸部の側縁位置からさらに離れるにした
がって減少する傾向にあることがわかった。このこと
は、主溝の溝壁の振動が、陸部表面の振動のうち、陸部
の側縁から少し離れた位置での振動に最も顕著な影響を
受けること、すなわち、この位置での振動は、他の陸部
部分での振動よりも、主溝の溝壁の振動を大きくするこ
とがわかった。Referring to the results of FIG. 8B, the vibration transmissibility tends to increase from the side edge of the land to a position slightly (about 4 to 10 mm) away from the side edge of the land. It was found that it tends to decrease as the distance from the side edge of the land further increases. This means that the vibration of the groove wall of the main groove is most significantly affected by the vibration of the land surface surface at a position slightly away from the side edge of the land, that is, the vibration at this position Found that the vibration of the groove wall of the main groove was larger than that of other land parts.
【０００９】このため、本発明者は、主溝の溝壁の振動
を大きくする上記陸部表面位置での振動を抑制すれば、
主溝の溝壁の振動を小さくすることができ、これによっ
て主溝内で発生する気柱共鳴音を低減できると考えた。For this reason, the inventor of the present invention can suppress the vibration at the land portion surface position which increases the vibration of the groove wall of the main groove.
It has been considered that the vibration of the groove wall of the main groove can be reduced, thereby reducing the air column resonance sound generated in the main groove.
【００１０】そこで、本発明の空気入りタイヤは、図１
（ａ）に示すように、主溝の溝壁の振動をより大きくす
る上記陸部表面位置、すなわち、陸部の両側縁近くに、
それぞれ主溝に沿って延びる小溝を配設することによ
り、主溝の溝壁の振動をより大きくする陸部表面位置で
の入力が少なくなり、従って、主溝の溝壁の振動が低減
する。特に、陸部幅が２０〜３５ｍｍの範囲である陸部
を有する空気入りタイヤにおいては、小溝の溝幅中央位
置からこの小溝に近い陸部側縁位置までをタイヤ幅方向
に測った距離が、４．０〜１０．０ｍｍの範囲であるこ
とがより好ましい。Therefore, the pneumatic tire of the present invention is shown in FIG.
As shown in (a), the land portion surface position for increasing the vibration of the groove wall of the main groove, that is, near both side edges of the land portion,
By arranging the small grooves extending along the respective main grooves, the input at the land portion surface position where the vibration of the groove walls of the main groove becomes larger is reduced, and therefore, the vibration of the groove walls of the main groove is reduced. In particular, in a pneumatic tire having a land portion having a land portion width in the range of 20 to 35 mm, the distance measured from the groove width center position of the small groove to the land portion side edge position near the small groove in the tire width direction is More preferably, it is in the range of 4.0 to 10.0 mm.
【００１１】また、図１（ａ）の従来のタイヤの場合、
その幅方向の接地圧分布は同図（ｂ）に示すが、接地圧
は、中央部分よりも側方部分の方が高くなる。そのた
め、側方部分の側縁が早期に摩耗しがちであるが、この
摩耗を抑制するためには、中央部分の接地圧を、側方部
分に比し高くするのが有用であり、そのため、図２
（ａ）に示すように、陸部の中央部分を両側方部分に比
し突出させて、これらの部分間で段差を形成し、同図
（ｂ）に示すように接地圧を、陸部の中央部分で高く、
両側方部分で低くする。特に、これらの部分間の段差
を、０．５〜５．０ｍｍの範囲にすることが好ましい。
なお、０．５ｍｍ未満だと、上記の摩耗抑制効果がな
く、５．０ｍｍを超えると、陸部の中央部分が破損しや
すくなって耐久性能が悪化するためである。In the case of the conventional tire shown in FIG.
The distribution of the contact pressure in the width direction is shown in FIG. 3B, but the contact pressure is higher in the side portions than in the central portion. Therefore, the side edge of the side portion tends to wear out early, but in order to suppress this abrasion, it is useful to increase the contact pressure of the central portion compared to the side portion, and therefore, FIG.
As shown in (a), the central portion of the land portion is made to protrude in comparison with both side portions to form a step between these portions, and as shown in FIG. High in the center,
Lower on both sides. In particular, it is preferable that the step between these portions is in the range of 0.5 to 5.0 mm.
In addition, if it is less than 0.5 mm, the above-mentioned wear suppressing effect is not obtained, and if it exceeds 5.0 mm, the central portion of the land portion is easily damaged, and the durability is deteriorated.
【００１２】小溝の溝幅及び溝深さについては、主溝の
溝幅に対する小溝の溝幅、及び主溝の溝深さに対する小
溝の溝深さの割合が、共に０．１〜０．５の範囲である
ことが好ましい。０．１未満だと、騒音の低減効果が少
なく、０．５を超えると、小溝の溝容積が大きくなるた
め、主溝内の気柱共鳴音は低減するが、小溝内で新たに
気柱共鳴音が発生することになり、タイヤ全体としての
騒音の低減効果が少なくなるからである。Regarding the groove width and groove depth of the small groove, the ratio of the groove width of the small groove to the groove width of the main groove and the ratio of the groove depth of the small groove to the groove depth of the main groove are both 0.1 to 0.5. Is preferably within the range. If it is less than 0.1, the effect of reducing the noise is small, and if it exceeds 0.5, the groove volume of the small groove becomes large, so that the columnar resonance sound in the main groove is reduced. This is because resonance noise is generated, and the effect of reducing the noise of the tire as a whole is reduced.
【００１３】なお、図２で示す実施例では、中央部分と
側方部分の表面輪郭を側縁が角張った断面形状とした
が、図３に示すように中央部分と側方部分の輪郭を円弧
状にすることもでき、また、図４（ａ）に示すように、
小溝の溝底のタイヤ半径方向位置を陸部の中央部分を挟
んで左右非対称にしたり、同図（ｂ）に示すように、側
方部分の表面のタイヤ半径方向位置を陸部の中央部分を
挟んで左右非対称にするなど、種々の態様が考えられ
る。In the embodiment shown in FIG. 2, the surface contours of the central portion and the side portions have a sectional shape in which the side edges are angular. However, as shown in FIG. 3, the contours of the central portion and the side portions are circular. It can be formed in an arc shape, and as shown in FIG.
The tire radial position at the groove bottom of the small groove is asymmetrical with respect to the center of the land portion, or the tire radial position on the surface of the side portion is set to the central portion of the land portion as shown in FIG. Various modes are conceivable, such as making the left and right asymmetrical by sandwiching.
【００１４】また、小溝は、全陸部に設けても一部の陸
部に設けてもよく、また、陸部の中央部分と側方部分と
の間の段差や、小溝の形状等を、陸部間で異ならせるこ
とも可能である。一例として、図５では、タイヤ幅方向
中央に位置する陸部５ａの前記段差Ｓ１を大きくし、他
の陸部５ｂの段差Ｓ２を小さくし、さらに他の陸部５ｃ
の段差Ｓ３をより小さくした場合を示した。The small groove may be provided on the entire land portion or on a part of the land portion, and the step between the center portion and the side portion of the land portion, the shape of the small groove, etc. It is also possible to vary between land areas. As an example, in FIG. 5, the step S1 of the land portion 5a located at the center in the tire width direction is increased, the step S2 of the other land portion 5b is reduced, and the other land portion 5c is further reduced.
Is shown in the case where the step S3 is smaller.
【００１５】ここまで、本発明に従う代表的な実施例に
ついて説明してきたが、本発明は、これらには限定され
ず、請求の範囲において、種々の変更を加えることがで
きる。Although the exemplary embodiments according to the present invention have been described above, the present invention is not limited to these embodiments, and various changes can be made within the scope of the claims.
【００１６】[0016]
【実施例】次に、本発明にしたがう空気入りタイヤの具
体的な実施例を図６（ａ）、（ｂ）を参照しながら説明
する。図６（ａ）、（ｂ）は、本発明に従う代表的な空
気入りタイヤを示したものであり、（ａ）が幅方向断
面、（ｂ）が展開したトレッド部の一部を示したもので
ある。なお、図中１は空気入りタイヤ、２はトレッド
部、３はタイヤ赤道面、４は主溝、５は陸部、７ａ及び
７ｂは陸部の側縁、８は小溝、９は陸部の中央部分、１
０及び１１は陸部の側方部分、１２は一端開口サイプで
ある。この空気入りタイヤ１は、タイヤサイズが１１Ｒ
２２．５であり、トレッド部２が、タイヤ外周に沿って
延びる４本の主溝４で区分した陸部５を有している。ま
た、このタイヤは、主溝４に沿って直線状に延びる二本
の小溝８を有している。これらの小溝８は、それぞれ小
溝の溝幅中央位置からこの小溝に近い陸部側縁位置まで
をタイヤ幅方向に測った距離が５．０ｍｍである位置に
配設した。これらの小溝８を配設することにより、結果
として、陸部５を中央部分９と両側方部分１０、１１と
に区分している。側方部分１０、１１には、それぞれタ
イヤ幅方向に延び主溝４に連通する一端開口サイプ１２
を設けた。また、陸部の中央部分９は、両側方部分１
０、１１に比し１．０ｍｍだけ突出させた。なお、トレ
ッド部以外のタイヤ構造については、１プライのカーカ
スと、４層のベルトをもつ従来のタイヤとほぼ同じであ
るので図示しない。また、主溝４の溝幅Ｗ１（１０ｍ
ｍ）に対する小溝８の溝幅Ｗ２の割合Ｗ２／Ｗ１を、
０．１から０．５まで０．１ごとに変化させた５種類の
タイヤ、及び、主溝４の溝深さＤ１（１４ｍｍ）に対す
る小溝８の溝深さＤ２の割合Ｄ２／Ｄ１を、０．１から
０．５まで０．１ごとに変化させた５種類のタイヤの計
１０種類のタイヤを製造し、試験に供した。Next, a specific embodiment of a pneumatic tire according to the present invention will be described with reference to FIGS. 6 (a) and 6 (b). FIGS. 6A and 6B show a typical pneumatic tire according to the present invention, wherein FIG. 6A shows a cross section in the width direction and FIG. 6B shows a part of a developed tread portion. It is. In the figure, 1 is a pneumatic tire, 2 is a tread portion, 3 is a tire equatorial plane, 4 is a main groove, 5 is a land portion, 7a and 7b are side edges of a land portion, 8 is a small groove, and 9 is a land portion. Central part, 1
Reference numerals 0 and 11 denote side portions of the land portion, and reference numeral 12 denotes a one-end opening sipe. This pneumatic tire 1 has a tire size of 11R.
22.5, and the tread portion 2 has a land portion 5 divided by four main grooves 4 extending along the tire outer periphery. The tire has two small grooves 8 extending linearly along the main groove 4. These small grooves 8 are arranged at positions where the distance measured in the tire width direction from the groove width center position of the small groove to the land side edge position near the small groove is 5.0 mm. By arranging these small grooves 8, as a result, the land portion 5 is divided into a central portion 9 and both side portions 10 and 11. Each of the side portions 10 and 11 has a one-end sipe 12 extending in the tire width direction and communicating with the main groove 4.
Was provided. In addition, the central part 9 of the land part is a part 1 on both sides.
It protruded by 1.0 mm compared to 0 and 11. The tire structure other than the tread portion is not shown because it is substantially the same as a conventional tire having a one-ply carcass and a four-layer belt. Further, the groove width W1 of the main groove 4 (10 m
m), the ratio W2 / W1 of the groove width W2 of the small groove 8 to
Five types of tires changed from 0.1 to 0.5 in increments of 0.1, and the ratio D2 / D1 of the groove depth D2 of the small groove 8 to the groove depth D1 (14 mm) of the main groove 4 is set to 0. A total of 10 types of tires were manufactured from five types of tires, each of which was changed from 0.1 to 0.5 in increments of 0.1, and subjected to a test.
【００１７】従来タイヤは、通常の陸部表面形状を有す
るタイヤである。The conventional tire is a tire having a normal land surface shape.
【００１８】試験は、上記各供試タイヤを適用リムに組
み付け、空気を充填して内圧を７．０ｋｇ／ｃｍ２に
し、荷重１７００ｋｇを負荷して室内ドラム上を速度３
５ｋｍ／ｈで走行させながら、各供試タイヤの騒音を測
定し、その騒音レベルを比較することにより評価した。
試験結果を図７（ａ）、（ｂ）に示す。In the test, each of the test tires was assembled on the applicable rim, filled with air to adjust the internal pressure to 7.0 kg / cm 2 , loaded with a load of 1700 kg, and moved on the indoor drum at a speed of 3 kg / cm 2.
While traveling at a speed of 5 km / h, the noise of each test tire was measured, and the evaluation was made by comparing the noise levels.
The test results are shown in FIGS. 7 (a) and 7 (b).
【００１９】これらの試験結果から、実施例は、いずれ
も従来タイヤに比べ、低騒音であることがわかった。From these test results, it was found that all of the examples had lower noise than the conventional tires.
【００２０】[0020]
【発明の効果】本発明の空気入りタイヤは、陸部の両側
縁近くに、それぞれ主溝に沿って延びる小溝を配設する
ことにより、主溝の溝壁の振動をより大きくする陸部表
面位置での入力が少なくなるため、主溝の溝壁の振動が
抑制され、これによって、主溝内で発生する気柱共鳴音
を低減でき、タイヤ騒音が小さくなるとともに、中央部
分を両側方部分に比して突出させることにより、陸部の
側方部分の早期摩耗を抑制できる。According to the pneumatic tire of the present invention, by providing small grooves extending along the main groove near both side edges of the land, the vibration of the groove wall of the main groove is further increased. Since the input at the position is reduced, the vibration of the groove wall of the main groove is suppressed, whereby the air column resonance sound generated in the main groove can be reduced, the tire noise is reduced, and the center part is divided into both side parts. By protruding as compared with the above, it is possible to suppress early wear of the side portions of the land portion.
【図１】 （ａ）は、従来の空気入りタイヤのトレッド
部を構成する陸部の一個を拡大した断面図であり、
（ｂ）は、その接地圧分布図である。FIG. 1A is an enlarged cross-sectional view of one land portion constituting a tread portion of a conventional pneumatic tire,
(B) is a distribution diagram of the ground pressure.
【図２】 （ａ）は、本発明の代表的な空気入りタイヤ
の別のトレッド部を構成する陸部の一個を拡大した断面
図であり、（ｂ）は、その接地圧分布図である。FIG. 2A is an enlarged sectional view of one land portion constituting another tread portion of a typical pneumatic tire of the present invention, and FIG. 2B is a distribution diagram of the contact pressure thereof. .
【図３】 発明タイヤの他のトレッド部を構成する陸部
の一個を拡大した断面図である。FIG. 3 is an enlarged sectional view of one land portion constituting another tread portion of the inventive tire.
【図４】 （ａ）及び（ｂ）は、いずれも発明タイヤの
他のトレッド部を構成する陸部の一個を拡大した断面図
である。FIGS. 4A and 4B are cross-sectional views in which one land portion constituting another tread portion of the inventive tire is enlarged.
【図５】 発明タイヤの他のトレッド部を構成する陸部
の一個を拡大した断面図である。FIG. 5 is an enlarged sectional view of one land portion constituting another tread portion of the inventive tire.
【図６】 （ａ）は、実施例に使用した発明タイヤの幅
方向断面図であり、（ｂ）は、そのタイヤを展開したト
レッド部の部分的平面図である。FIG. 6A is a cross-sectional view in the width direction of the inventive tire used in the example, and FIG. 6B is a partial plan view of a tread portion where the tire is developed.
【図７】 （ａ）は、主溝の溝幅に対する小溝の溝幅の
割合に対する騒音レベルを示した図であり、（ｂ）は、
主溝の溝深さに対する小溝の溝深さの割合に対する騒音
レベルを示した図である。FIG. 7A is a diagram showing a noise level with respect to a ratio of a groove width of a small groove to a groove width of a main groove, and FIG.
It is the figure which showed the noise level with respect to the ratio of the groove depth of the small groove to the groove depth of the main groove.
【図８】 （ａ）は、従来タイヤのトレッド部の一部を
模式的に示した断面図であり、（ｂ）は、陸部の幅方向
位置に対する主溝の溝壁での振動伝達率を示した図であ
る。FIG. 8A is a cross-sectional view schematically showing a part of a tread portion of a conventional tire, and FIG. 8B is a vibration transmission rate at a groove wall of a main groove with respect to a width direction position of a land portion. FIG.
１ 空気入りタイヤ ２ トレッド部 ３ タイヤ赤道面 ４ 主溝 ５ 陸部 ７ａ、７ｂ 陸部の側縁 ８ 小溝 ９ 陸部の中央部分 １０、１１ 陸部の側方部分 DESCRIPTION OF SYMBOLS 1 Pneumatic tire 2 Tread part 3 Tire equatorial plane 4 Main groove 5 Land part 7a, 7b Side edge of land part 8 Small groove 9 Central part of land part 10, 11 Side part of land part
Claims (4)
る複数本の主溝で区分した陸部を有する空気入りタイヤ
において、 陸部の両側縁近くにそれぞれ主溝に沿って延びる小溝を
配設して、陸部を中央部分と両側方部分とに区分し、中
央部分を両側方部分に比し突出させて、これらの部分間
で段差を形成してなることを特徴とする空気入りタイ
ヤ。1. A pneumatic tire having a land portion in which a tread portion is divided by a plurality of main grooves extending along the outer periphery of a tire, wherein small grooves extending along the main groove are provided near both side edges of the land portion. The pneumatic tire is characterized in that the land portion is divided into a central portion and both side portions, and the central portion is made to protrude as compared with the both side portions, and a step is formed between these portions.
陸部側縁位置までをタイヤ幅方向に測った距離が、４．
０〜１０．０ｍｍの範囲である請求項１に記載した空気
入りタイヤ。2. The distance measured in the tire width direction from the groove width center position of the small groove to the land portion side edge position close to the small groove is 4.
The pneumatic tire according to claim 1, which is in a range of 0 to 10.0 mm.
ある請求項１又は２に記載した空気入りタイヤ。3. The pneumatic tire according to claim 1, wherein the step is in a range of 0.5 to 5.0 mm.
溝の溝深さに対する小溝の溝深さの割合が、共に０．１
〜０．５の範囲である請求項１、２又は３に記載した空
気入りタイヤ。4. The ratio of the groove width of the small groove to the groove width of the main groove and the ratio of the groove depth of the small groove to the groove depth of the main groove are both 0.1.
4. The pneumatic tire according to claim 1, wherein the range is from 0.5 to 0.5. 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP33565293A JP3338539B2 (en) | 1993-12-28 | 1993-12-28 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP33565293A JP3338539B2 (en) | 1993-12-28 | 1993-12-28 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07186625A JPH07186625A (en) | 1995-07-25 |
| JP3338539B2 true JP3338539B2 (en) | 2002-10-28 |
Family
ID=18291002
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP33565293A Expired - Fee Related JP3338539B2 (en) | 1993-12-28 | 1993-12-28 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3338539B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5251235B2 (en) * | 2008-04-30 | 2013-07-31 | 横浜ゴム株式会社 | Heavy duty pneumatic tire |
-
1993
- 1993-12-28 JP JP33565293A patent/JP3338539B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH07186625A (en) | 1995-07-25 |
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