JP3383405B2 - Pneumatic tire with straight grooves - Google Patents
Pneumatic tire with straight groovesInfo
- Publication number
- JP3383405B2 JP3383405B2 JP07828294A JP7828294A JP3383405B2 JP 3383405 B2 JP3383405 B2 JP 3383405B2 JP 07828294 A JP07828294 A JP 07828294A JP 7828294 A JP7828294 A JP 7828294A JP 3383405 B2 JP3383405 B2 JP 3383405B2
- Authority
- JP
- Japan
- Prior art keywords
- circumferential
- groove
- tread
- grooves
- sub
- 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 - Lifetime
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
- B60C11/1272—Width of the sipe
- B60C11/1281—Width of the sipe different within the same sipe, i.e. enlarged width portion at sipe bottom or along its length
Description
【０００１】[0001]
【産業上の利用分野】本発明は乗用車用空気入りタイヤ
に関するもので、特に、スポーツ走行にも対応できる運
動性能を重視した高運動性能タイヤであって、しかもウ
エット性能を犠牲にせずにパターン・ノイズを低く抑え
た乗用車用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 for passenger cars, and more particularly to a high athletic performance tire which emphasizes athletic performance capable of supporting sports running, and which has a pattern without sacrificing wet performance. The present invention relates to a pneumatic tire for passenger cars, which has low noise.
【０００２】[0002]
【従来の技術】高運動性能乗用車用空気入りタイヤのト
レッド・パターンの典型的な従来例を図４に示す。従来
のタイヤは、図示のように、数本（図示の例では４本、
一般的には２乃至８本程度）の周方向溝と周方向に間隔
を置いて配置された多数の方向性傾斜溝よりなるトレッ
ド・パターンを備えている。本明細書において、周方向
溝とは、周方向に連続して延びるストレート溝または実
質的にストレートな溝を意味し、方向性傾斜溝とは、周
方向に対して傾斜して延びる溝であって、該溝の傾斜し
て延びる部分のタイヤ赤道面に近い側が先に接地して、
赤道面に遠い側が後に接地するように車両に装着する際
のタイヤの回転方向が指定されている、いわゆる方向性
トレッド・パターンが形成される溝を意味する。2. Description of the Related Art FIG. 4 shows a typical conventional tread pattern of a pneumatic tire for a high-performance passenger car. As shown in the figure, the conventional tire has several tires (four tires in the illustrated example,
The tread pattern is composed of circumferential grooves (generally about 2 to 8) and a large number of directional inclined grooves arranged at intervals in the circumferential direction. In the present specification, the circumferential groove means a straight groove or a substantially straight groove continuously extending in the circumferential direction, and the directional inclined groove is a groove extending obliquely with respect to the circumferential direction. Then, the side of the groove near the tire equatorial plane that extends obliquely contacts the ground first,
It means a groove in which a so-called directional tread pattern is formed, in which the direction of rotation of the tire when it is mounted on a vehicle is specified so that the side farther from the equatorial plane will come into contact with the ground later.
【０００３】上記のような従来のタイヤでウエット路面
での操縦安定性やハイドロ・プレーニング特性を高める
ためには、溝本数や溝幅を増やしてネガティブ比率（ト
レッド接地面の面積に対する溝表面の面積の割合）を増
加させること、特に、方向性傾斜溝のネガティブ比率を
高めることが効果的であって、頻繁に採用される設計手
法である。しかしながら、この手法で設計されたウエッ
ト性能に優れた方向性トレッド・パターンを備えた空気
入りタイヤではパターン・ノイズが悪化することが分か
った。タイヤのパターン・ノイズはいろいろな要素から
構成されているが、タイヤが負荷状態で回転したときに
路面と接触する際に発生する打撃音もその一つである。
高ネガティブ比率の方向性傾斜溝を有するタイヤの場合
にはこの打撃成分のパターン・ノイズが極端に大きいこ
とが分かった。In order to improve steering stability and hydroplaning characteristics on a wet road surface in the conventional tire as described above, the number of grooves and the groove width are increased to obtain a negative ratio (area of the groove surface with respect to the area of the tread contact surface). It is effective to increase the ratio), and in particular, to increase the negative ratio of the directional tilted groove, which is a frequently adopted design method. However, it has been found that the pattern noise is deteriorated in the pneumatic tire having the directional tread pattern excellent in wet performance designed by this method. The pattern noise of the tire is composed of various elements, and one of them is the impact sound generated when the tire comes into contact with the road surface when the tire rotates under load.
It was found that the pattern noise of this striking component was extremely large in the case of a tire having a directional inclined groove with a high negative ratio.
【０００４】[0004]
【発明が解決しようとする課題】本発明の目的は、スポ
ーツ走行にも対応できる運動性能を重視した高運動性能
タイヤであって、しかもウエット性能にも優れたパター
ン・ノイズを低く抑えた乗用車用空気入りタイヤに用い
られる新規なトレッド・パターンを提供することであ
る。SUMMARY OF THE INVENTION An object of the present invention is to provide a high-performance tire which is capable of coping with sports running and emphasizes the dynamic performance, and which is excellent in wet performance and is used for passenger cars having a low pattern noise. It is to provide a novel tread pattern for use in pneumatic tires.
【０００５】[0005]
【課題を解決するための手段】上記の目的を達成するた
めに、本発明の空気入りタイヤは、数本の周方向溝と周
方向に間隔を置いて配置された多数の方向性傾斜溝より
なるトレッド・パターンを備えた空気入りタイヤにおい
て、（１）該周方向溝は周方向主溝と周方向副溝とより
なり、（２）トレッド両端部からトレッド中央部に向か
ってトレッド幅の約１／４に相当する個所に一対の周方
向副リブが形成されるように該周方向副リブの両側部に
該周方向副溝が設けられ、（３）該周方向副リブの幅は
トレッド幅の４％乃至１０％であり、（４）該周方向副
溝の幅は該周方向副リブ幅の２５％乃至５０％であり、
（５）該周方向副リブにはいかなる方向性傾斜溝も配置
されていないが、該周方向副リブの周方向連続性を遮断
するように、該周方向副リブの両側部に設けられた一方
の周方向副溝から他方の周方向副溝に延びる多数のスリ
ット状横断溝が周方向に間隔を置いて該周方向副リブに
設けられ、（６）該スリット状横断溝の幅が、トレッド
表面に近い側では荷重直下では溝が閉じる程度に狭い
０．５ｍｍ乃至１．５ｍｍの幅であって、溝底に近い側
では接地状態で排水性を確保できる程度に広い幅である
ことを特徴とするトレッド・パターンを備えた乗用車用
空気入りタイヤである。In order to achieve the above object, a pneumatic tire of the present invention comprises several circumferential grooves and a large number of directional slanted grooves arranged at intervals in the circumferential direction. In the pneumatic tire having the tread pattern, (1) the circumferential groove is composed of a circumferential main groove and a circumferential sub groove, and (2) a tread width of about tread width from both ends of the tread toward the center of the tread. The circumferential sub-grooves are provided on both sides of the circumferential sub-rib so that a pair of circumferential sub-ribs are formed at a position corresponding to 1/4, and (3) the width of the circumferential sub-rib is tread. 4% to 10% of the width, (4) the width of the circumferential auxiliary groove is 25% to 50% of the circumferential auxiliary rib width,
(5) Although no directional inclined groove is arranged on the circumferential sub-rib, it is provided on both sides of the circumferential sub-rib so as to interrupt circumferential continuity of the circumferential sub-rib. A large number of slit-shaped transverse grooves extending from one circumferential sub-groove to the other circumferential sub-groove are provided in the circumferential sub-rib at intervals in the circumferential direction, and (6) the width of the slit-shaped transverse groove is On the side close to the tread surface, a width of 0.5 mm to 1.5 mm is narrow so that the groove closes just below the load, and on the side close to the groove bottom it is wide enough to ensure drainage in the grounded state. A pneumatic tire for passenger vehicles having a characteristic tread pattern.
【０００６】上記の目的を達成するために、本発明の乗
用車用空気入りタイヤのトレッド・パターンでは、該ス
リット状横断溝の断面形状がフラスコ状であることが好
ましい。In order to achieve the above object, in the tread pattern of the pneumatic tire for passenger cars of the present invention, it is preferable that the slit-shaped transverse groove has a flask-shaped cross-section.
【０００７】上記の目的を達成するために、本発明の乗
用車用空気入りタイヤのトレッド・パターンでは、さら
に、（１）トレッド中央又はその近傍に少なくても１本
の該周方向主溝が配置され、（２）該周方向主溝とトレ
ッド中央寄りの該周方向副溝とによって一対の第一周方
向主リブが形成され、（３）トレッド端寄りの該周方向
副溝とトレッド端とによって一対の第二周方向主リブが
形成され、（４）該第一周方向主リブと該第二周方向主
リブには、それぞれ、多数の方向性傾斜溝が周方向に間
隔を置いて配置されていることが好ましい。In order to achieve the above object, in the tread pattern of the pneumatic tire for passenger cars of the present invention, (1) at least one circumferential main groove is arranged at or near the center of the tread. (2) a pair of first circumferential main ribs are formed by the circumferential main groove and the circumferential sub-groove near the center of the tread, and (3) the circumferential sub-groove near the tread end and the tread end. A pair of second circumferential main ribs are formed by (4) a large number of directional inclined grooves are circumferentially spaced from each of the first circumferential main rib and the second circumferential main rib. It is preferably arranged.
【０００８】上記の目的を達成するために、本発明の乗
用車用空気入りタイヤのトレッド・パターンでは、さら
に、該第一周方向主リブと該第二周方向主リブに、多数
のスリット状横断溝が周方向に間隔を置いて設けられた
ことが好ましい。In order to achieve the above object, in the tread pattern of the pneumatic tire for passenger cars of the present invention, further, a large number of slit-shaped crosses are formed in the first circumferential main rib and the second circumferential main rib. It is preferable that the grooves are provided at intervals in the circumferential direction.
【０００９】上記の目的を達成するために、本発明の乗
用車用空気入りタイヤのトレッド・パターンでは、さら
に該スリット状横断溝が方向性傾斜スリット状溝であっ
て、該方向性傾斜溝によって定められたタイヤの回転方
向と同じ方向になるように周方向に対して傾斜して延び
る方向性傾斜スリット状溝であることが好ましい。To achieve the above object, in the tread pattern of the pneumatic tire for passenger cars according to the present invention, the slit-shaped transverse grooves are directional inclined slit-shaped grooves and are defined by the directional inclined grooves. It is preferable that the groove is a directional inclined slit-shaped groove extending obliquely with respect to the circumferential direction so as to be in the same direction as the rotation direction of the tire.
【００１０】[0010]
【作用】本発明の乗用車用空気入りタイヤでは上記のよ
うなトレッド・パターンになっているので、周方向溝と
方向性傾斜溝によって一応の排水性が得られるが、それ
だけれあれば従来のタイヤ（例えば図４参照）も大同小
異である。本発明の乗用車用空気入りタイヤでは、トレ
ッド両端部からトレッド中央部に向かってトレッド幅の
約１／４に相当する個所に一対の周方向副リブが形成さ
れるように該周方向副リブの両側部に該周方向副溝が設
けられ、しかも、該周方向副リブにはいかなる方向性傾
斜溝も配置されていないので、第一周方向主リブと第二
周方向主リブに配置されたそれぞれの位相的に連続した
方向性傾斜溝が、上記の周方向副リブによって分断さ
れ、かつ、該周方向副リブの個所でタイヤのトレッドが
スムースに接地するので、タイヤが負荷状態で回転した
ときに路面と接触する際に発生する方向性傾斜溝の打撃
音（インパクト成分）のパターン・ノイズが抑制され
る。該周方向副リブの幅はトレッド幅の４％乃至１０％
であり、４％以下ではリブ剛性が低すぎて変摩耗が発生
しやすくなり、１０％以上になるとウヱット路面上での
排水性能が著しく低下する。該周方向副リブの両側部に
設けられた該周方向副溝の幅は該周方向副リブ幅の２５
％乃至５０％であり、２５％以下では排水性能が著しく
低下し、５０％以上では第一周方向主リブと第二周方向
主リブに配置された方向性傾斜溝の上記インパクト成分
を抑制する効果が低下する。該周方向副リブの周方向連
続性が保たれたままであると、リブ剛性が高すぎて均一
な接地性が得られないが、本発明では該周方向副リブの
周方向連続性を遮断するように、該周方向副リブの両側
部に設けられた一方の周方向副溝から他方の周方向副溝
に延びる多数のスリット状横断溝が周方向に間隔を置い
て該周方向副リブに設けられているので、スムースな接
地挙動を示す。また、該スリット状横断溝の幅が、トレ
ッド表面に近い側では荷重直下では溝が閉じる程度に狭
い０．５ｍｍ乃至１．５ｍｍの幅であるが、溝底に近い
側では接地状態で排水性を確保できる程度に広い幅であ
るのでウヱット路面上での排水性能が著しく改良され
る。これは、方向性傾斜溝のネガティブ比率を高めるこ
となく排水性能が著しく改良されるわけだから、パター
ン・ノイズの抑制に効果的である。Since the pneumatic tire for passenger cars of the present invention has the tread pattern as described above, the circumferential groove and the directional inclined groove provide a temporary drainage property. (See, for example, FIG. 4) is also the same. In the pneumatic tire for passenger cars of the present invention, a pair of circumferential sub-ribs is formed so as to form a pair of circumferential sub-ribs at a position corresponding to about 1/4 of the tread width from both ends of the tread toward the center of the tread. Since the circumferential sub-grooves are provided on both sides and no directional inclined grooves are arranged on the circumferential sub-ribs, they are arranged on the first circumferential main rib and the second circumferential main rib. Each of the topologically continuous directional inclined grooves was divided by the circumferential sub-ribs, and the tread of the tire touched the ground smoothly at the circumferential sub-ribs, so that the tire rotated under load. The pattern noise of the impact sound (impact component) of the directional inclined groove, which is sometimes generated when the road surface comes into contact with the road surface, is suppressed. The width of the circumferential sub rib is 4% to 10% of the tread width.
If it is 4% or less, the rib rigidity is too low and the abrasion is likely to occur, and if it is 10% or more, the drainage performance on the wet road surface is remarkably deteriorated. The width of the circumferential sub-grooves provided on both sides of the circumferential sub-rib is 25 of the circumferential sub-rib width.
% To 50%, the drainage performance remarkably deteriorates at 25% or less, and the impact component of the directional inclined grooves arranged on the first circumferential main rib and the second circumferential main rib is suppressed at 50% or more. The effect decreases. If the circumferential continuity of the circumferential sub-ribs is maintained, the rib rigidity is too high to obtain uniform ground contact, but in the present invention, the circumferential continuity of the circumferential sub-ribs is interrupted. As described above, a large number of slit-shaped transverse grooves extending from one circumferential sub-groove provided on both sides of the circumferential sub-rib to the other circumferential sub-groove are circumferentially spaced from each other in the circumferential sub-rib. Since it is provided, it exhibits a smooth grounding behavior. The width of the slit-shaped transverse groove is 0.5 mm to 1.5 mm on the side close to the tread surface, which is narrow enough to close the groove just under the load, but on the side close to the groove bottom, it is drained under ground contact. The width is wide enough to secure the water drainage performance on the wet road surface is significantly improved. This is effective in suppressing pattern noise because the drainage performance is significantly improved without increasing the negative ratio of the directional inclined groove.
【００１１】[0011]
【実施例】本発明に従う実施例について図面を参照して
説明すると、図１乃至図３は本発明に従う乗用車用空気
入りタイヤの実施例１乃至３のトレッド・パターンであ
って、タイヤ・サイズはいずれも２２５／５０Ｒ１６
で、トレッド幅ＴＷは約２００ｍｍである。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment according to the present invention will be described with reference to the drawings. FIGS. 1 to 3 are tread patterns of Examples 1 to 3 of a pneumatic tire for passenger cars according to the present invention, in which the tire size is Both are 225 / 50R16
The tread width TW is about 200 mm.
【００１２】図１に示す実施例１の空気入りタイヤは、
２本の周方向主溝（１１、１２）と４本の周方向副溝
（２１、２２、２３、２４）および周方向に間隔を置い
て配置された多数の方向性傾斜溝よりなるトレッド・パ
ターンを備え、トレッド中央部近傍に設けられた２本の
周方向主溝（１１、１２）によって中央リブ（４４）が
形成され、トレッド両端部からトレッド中央部に向かっ
てトレッド幅の約１／４に相当する個所に一対の周方向
副リブ（４２、４６）が形成されるようにその両側部に
周方向副溝（２１、２２、２３、２４）が設けられてい
る。周方向副リブ（４２、４６）の幅は１３ｍｍで、ト
レッド幅ＴＷ＝２００ｍｍの６．５％である。周方向副
溝（２１、２２、２３、２４）の幅は５ｍｍで、周方向
副リブ（４２、４６）幅の３８％である。図示のごとく
周方向副リブ（４２、４６）にはいかなる方向性傾斜溝
も配置されていないが、周方向副リブ（４２、４６）の
周方向連続性を遮断するように、その両側部に設けられ
た一方の周方向副溝（２１、２４）から他方の周方向副
溝（２２、２３）に延びる多数のスリット状横断溝（５
２、５５）が周方向に間隔を置いて設けられている。Ａ
−Ａ断面図に示すごとくスリット状横断溝（５２、５
５）の断面形状はフラスコ状であって、トレッド表面に
近い側では荷重直下では溝が閉じる程度に狭い幅（ａ＝
１ｍｍ）であるが、溝底に近い側では接地状態で排水性
を確保できる程度に広い幅（ｂ＝２ｍｍ）である。周方
向主溝（１１、１２）とトレッド中央寄りの周方向副溝
（２２、２３）とによって一対の第一周方向主リブ（４
３、４５）が形成され、トレッド端寄りの周方向副溝
（２１、２４）とトレッド端とによって一対の第二周方
向主リブ（４１、４７）が形成され、第一周方向主リブ
（４３、４５）および第二周方向主リブ（４１、４７）
には、それぞれ、多数の方向性傾斜溝（３１、３２、３
３、３４）が周方向に間隔を置いて配置されている。第
一周方向主リブ（４３、４５）と第二周方向主リブ（４
１、４７）に、多数のスリット状横断溝（５１、５３、
５４、５６）が周方向に間隔を置いて設けられている。
スリット状横断溝（５３、５４）はスリット状横断溝
（５２、５５）と同じフラスコ状の断面形状であるが、
スリット状横断溝（５１、５６）はＢ−Ｂ断面図に示す
ように狭い幅（ｃ＝１ｍｍ）の単純なスリット、つまり
通常のサイプである。すべてのスリット状横断溝（５
１、５２、５３、５４、５５、５６）が、方向性傾斜溝
（３１、３２、３３、３４）によって定まるタイヤの回
転方向（Ｄ）と同じ方向になるように周方向に対して傾
斜して延びている。The pneumatic tire of Example 1 shown in FIG.
A tread consisting of two circumferential main grooves (11, 12) and four circumferential sub-grooves (21, 22, 23, 24) and a large number of directional inclined grooves arranged at intervals in the circumferential direction. A central rib (44) is provided with two circumferential main grooves (11, 12) provided in the vicinity of the center of the tread and having a pattern. Circumferential sub-grooves (21, 22, 23, 24) are provided on both sides of the pair of circumferential sub-ribs (42, 46) so as to be formed at a position corresponding to 4. The width of the circumferential sub-ribs (42, 46) is 13 mm, which is 6.5% of the tread width TW = 200 mm. The width of the circumferential sub-grooves (21, 22, 23, 24) is 5 mm, which is 38% of the width of the circumferential sub-ribs (42, 46). As shown in the drawing, the circumferential sub-ribs (42, 46) are not provided with any directional inclined grooves, but they are formed on both sides of the circumferential sub-ribs (42, 46) so as to interrupt the circumferential continuity. A large number of slit-shaped transverse grooves (5) extending from one circumferential sub-groove (21, 24) provided to the other circumferential sub-groove (22, 23).
2, 55) are provided at intervals in the circumferential direction. A
As shown in the -A sectional view, slit-shaped transverse grooves (52, 5,
The cross-sectional shape of 5) is a flask-like shape, and on the side close to the tread surface, the width (a =
1 mm), but on the side close to the groove bottom, the width is wide (b = 2 mm) so that drainage can be secured in the grounded state. The circumferential main grooves (11, 12) and the circumferential sub-grooves (22, 23) near the center of the tread form a pair of first circumferential main ribs (4).
3, 45) are formed, a pair of second circumferential main ribs (41, 47) are formed by the circumferential sub-grooves (21, 24) near the tread end and the tread end, and the first circumferential main rib (41 43, 45) and the second circumferential main ribs (41, 47)
Each of which has a large number of directional slanted grooves (31, 32, 3).
3, 34) are circumferentially spaced. The first circumferential main ribs (43, 45) and the second circumferential main ribs (4
1, 47), a number of slit-shaped transverse grooves (51, 53,
54, 56) are circumferentially spaced.
The slit-shaped transverse grooves (53, 54) have the same flask-shaped cross-sectional shape as the slit-shaped transverse grooves (52, 55),
The slit-shaped transverse grooves (51, 56) are simple slits having a narrow width (c = 1 mm), that is, normal sipes as shown in the B-B sectional view. All slit-shaped transverse grooves (5
1, 52, 53, 54, 55, 56) are inclined with respect to the circumferential direction so as to be in the same direction as the tire rotation direction (D) defined by the directional inclined grooves (31, 32, 33, 34). Is extended.
【００１３】図２に示す実施例２の空気入りタイヤは、
基本的には図１に示す実施例１の空気入りタイヤと同じ
である。主たる相違点は、実施例１では周方向副溝（２
１、２２、２３、２４）の幅は５ｍｍで、周方向副リブ
（４２、４６）幅の３８％であったが、実施例２では周
方向副溝（２１、２４）の幅は４ｍｍで、周方向副溝
（２２、２３）の幅は６ｍｍであり、それぞれ周方向副
リブ（４２、４６）幅の３１％と４６％であることおよ
び第二周方向主リブ（４１、４７）に設けられた多数の
方向性傾斜溝（３１、３４）が周方向副溝（２１、２
４）の手前でフラスコ状の断面形状を有するスリット状
横断溝（５７、５８）になっていることである。The pneumatic tire of Example 2 shown in FIG.
It is basically the same as the pneumatic tire of Example 1 shown in FIG. The main difference is that in the first embodiment, the circumferential sub groove (2
1, 22, 23, 24) was 5 mm, which was 38% of the width of the circumferential sub-ribs (42, 46), but in Example 2, the width of the circumferential sub-grooves (21, 24) was 4 mm. The width of the circumferential sub-grooves (22, 23) is 6 mm, which is 31% and 46% of the width of the circumferential sub-ribs (42, 46), respectively, and the second circumferential main ribs (41, 47) have A large number of directional tilted grooves (31, 34) provided in the circumferential sub-grooves (21, 2).
Before 4), it is a slit-shaped transverse groove (57, 58) having a flask-shaped cross-sectional shape.
【００１４】図３に示す実施例３の空気入りタイヤは、
基本的には図１に示す実施例１の空気入りタイヤと同じ
である。主たる相違点は、スリット状横断溝（５１、５
２、５３）とスリット状横断溝（５４、５５、５６）が
それぞれ周方向副溝（２１、２２）と周方向副溝（２
３、２４）を介して１本の曲線上に連なっていることお
よび第一周方向主リブ（４３、４５）に設けられた多数
の方向性傾斜溝（３２、３３）がフラスコ状の断面形状
を有するスリット状横断溝（５３、５４）につながって
いることである。The pneumatic tire of Example 3 shown in FIG.
It is basically the same as the pneumatic tire of Example 1 shown in FIG. The main difference is that the slit-shaped transverse grooves (51, 5
2, 53) and the slit-shaped transverse grooves (54, 55, 56) are circumferential sub-grooves (21, 22) and circumferential sub-grooves (2), respectively.
3, 24) are connected in a single curved line, and a large number of directional inclined grooves (32, 33) provided in the first circumferential main ribs (43, 45) have a flask-shaped cross-sectional shape. It is connected to the slit-shaped transverse groove (53, 54) having.
【００１５】図４に示す従来例の空気入りタイヤは、従
来の空気入りタイヤのトレッド・パターンの典型的な例
であって、図示のように５本の周方向溝と多数の方向性
傾斜溝が周方向に間隔を置いて配置されている。タイヤ
・サイズは２２５／５０Ｒ１６で、トレッド幅ＴＷは約
２００ｍｍであって、いずれも上記実施例と同じであ
る。トレッド中央に設けられた周方向溝（６３）は幅４
ｍｍの狭い溝であるが、その左右に溝幅１１ｍｍの一対
の周方向溝（６２、６４）が設けられ、さらに、トレッ
ド両端部からトレッド中央部に向かってトレッド幅の約
１／４に相当する個所に溝幅１０ｍｍの一対の周方向溝
（６１、６５）が設けられ、この４本の太い周方向溝と
多数の方向性傾斜溝（７１、７２、７３、７４、７５、
７６）が濡れた路面上をタイヤが走行するときの排水性
に大きく寄与している。The conventional pneumatic tire shown in FIG. 4 is a typical example of the tread pattern of the conventional pneumatic tire. As shown in the drawing, five circumferential grooves and a large number of directional inclined grooves are provided. Are arranged at intervals in the circumferential direction. The tire size is 225 / 50R16, and the tread width TW is about 200 mm, both of which are the same as those in the above embodiment. The circumferential groove (63) in the center of the tread has a width of 4
Although it is a narrow groove of mm, a pair of circumferential grooves (62, 64) with a groove width of 11 mm is provided on the left and right sides, and further, it is equivalent to about 1/4 of the tread width from both ends of the tread toward the center of the tread. A pair of circumferential grooves (61, 65) having a groove width of 10 mm are provided at the positions to be formed, and these four thick circumferential grooves and a large number of directional inclined grooves (71, 72, 73, 74, 75,
76) greatly contributes to drainage performance when the tire travels on a wet road surface.
【００１６】図１乃至３に示す上記本発明に従う実施例
１乃至３の乗用車用空気入りタイヤと図４に示す上記従
来例の乗用車用空気入りタイヤについて、ハイドロ・プ
レーニング特性、パターン・ノイズおよびドライ路面で
の操縦安定性の評価試験を実施した。テスト条件はタイ
ヤ内圧２．３Ｋｇ／ｃｍ2 、ハイドロ・プレーニング特
性は水深１０ｍｍのウエット路面通過時のハンドルの手
応えによるテスト・ドライバーのフィーリング評価結
果、パターン・ノイズは直線平滑路を時速１００Ｋｍで
エンジンを切りそのまま走行したときの車内音のフィー
リング評価結果、ドライ路面での操縦安定性はドライ状
態のサーキット・コースを種々の走行モードによりスポ
ーツ走行したときのテスト・ドライバーのフィーリング
評価結果である。評価結果は従来例の空気入りタイヤの
結果を１００とした指数表示で示してあり、数字が大き
いほど性能が優れていることを示している。評価結果の
まとめを表１に示す。Hydroplaning characteristics, pattern noise, and dryness of the passenger vehicle pneumatic tires of Examples 1 to 3 according to the present invention shown in FIGS. 1 to 3 and the conventional passenger vehicle pneumatic tire shown in FIG. An evaluation test of steering stability on the road surface was conducted. The test conditions were a tire internal pressure of 2.3 kg / cm 2 , and hydro-planing characteristics were a test driver's feeling evaluation result by the response of the steering wheel when passing through a wet road surface with a water depth of 10 mm. Feeling evaluation result of the in-vehicle sound when the car is turned as it is, and driving stability on dry road surface is the feeling evaluation result of the test driver when running sports on the dry circuit course in various driving modes. . The evaluation results are shown in index representation with the result of the pneumatic tire of Conventional Example as 100, and the larger the number, the better the performance. Table 1 shows a summary of the evaluation results.
【００１７】[0017]
【表１】 [Table 1]
【００１８】表１に示された結果から、本発明に従う実
施例１の乗用車用空気入りタイヤは上記従来例の乗用車
用空気入りタイヤに比べて、ハイドロ・プレーニング特
性とドライ路面での操縦安定性は同等であるがパターン
・ノイズがはるかに優れていることが分かった。本発明
に従う実施例２の乗用車用空気入りタイヤは上記従来例
の乗用車用空気入りタイヤに比べて、ハイドロ・プレー
ニング特性で若干劣るが、ドライ路面での操縦安定性は
やや良好で、パターン・ノイズでは際立って優れている
ことが分かった。本発明に従う実施例３の乗用車用空気
入りタイヤは上記従来例の乗用車用空気入りタイヤに比
べて、ドライ路面での操縦安定性は同等で、ハイドロ・
プレーニング特性とパターン・ノイズでは優れているこ
とが分かった。From the results shown in Table 1, the pneumatic tire for passenger cars of Example 1 according to the present invention has hydro-planing characteristics and steering stability on a dry road surface as compared with the pneumatic tire for passenger cars of the conventional example. Have been found to be equivalent, but the pattern noise is much better. The pneumatic tire for passenger cars of Example 2 according to the present invention is slightly inferior in hydro-planing characteristics to the pneumatic tire for passenger cars of the above-mentioned conventional example, but the steering stability on a dry road surface is slightly good, and the pattern noise is small. Then it turned out to be outstanding. The passenger car pneumatic tire according to the third embodiment of the present invention is equivalent to the conventional passenger car pneumatic tire in steering stability on a dry road surface.
It was found that the planing characteristics and pattern noise are excellent.
【００１９】[0019]
【発明の効果】本発明では、トレッド両端部からトレッ
ド中央部に向かってトレッド幅のおよそ１／４に相当す
る個所に一対の周方向副リブが形成され、該周方向副リ
ブにはいかなる方向性傾斜溝も配置されていないが、該
周方向副リブの周方向連続性を遮断するように、該周方
向副リブの両側部に設けられた一方の周方向副溝から他
方の周方向副溝に延びる多数のスリット状横断溝が周方
向に間隔を置いて設けられているので、スポーツ走行に
も対応できる運動性能を確保しながらハイドロ・プレー
ニング特性にも優れ、しかもパターン・ノイズを低く抑
えた乗用車用空気入りタイヤを得られた。According to the present invention, a pair of circumferential sub-ribs are formed from the both ends of the tread toward the center of the tread at a position corresponding to about 1/4 of the tread width. There is also no inclined groove, but one circumferential sub-groove provided on each side of the circumferential sub-rib to the other circumferential sub-rib so as to interrupt circumferential continuity of the circumferential sub-rib. A large number of slit-shaped transverse grooves that extend in the groove are provided at intervals in the circumferential direction, so while maintaining athletic performance that can also support sports driving, excellent hydro planing characteristics and suppressing pattern noise low A pneumatic tire for passenger cars was obtained.
【図１】本発明による空気入りタイヤのトレッド・パタ
ーン図である。FIG. 1 is a tread pattern diagram of a pneumatic tire according to the present invention.
【図２】本発明による空気入りタイヤのトレッド・パタ
ーン図である。FIG. 2 is a tread pattern diagram of a pneumatic tire according to the present invention.
【図３】本発明による空気入りタイヤのトレッド・パタ
ーン図である。FIG. 3 is a tread pattern diagram of a pneumatic tire according to the present invention.
【図４】従来の典型的な空気入りタイヤのトレッド・パ
ターン図である。FIG. 4 is a tread pattern diagram of a conventional typical pneumatic tire.
【符号の説明】 Ｄ タイヤの回転方向 ＴＷ トレッド幅 １１ 周方向主溝 １２ 周方向主溝 ２１ 周方向副溝 ２２ 周方向副溝 ２３ 周方向副溝 ２４ 周方向副溝 ３１ 方向性傾斜溝 ３２ 方向性傾斜溝 ３３ 方向性傾斜溝 ３４ 方向性傾斜溝 ４１ 第二周方向主リブ ４２ 周方向副リブ ４３ 第一周方向主リブ ４４ 中央リブ ４５ 第一周方向主リブ ４６ 周方向副リブ ４７ 第二周方向主リブ ５１ スリット状横断溝 ５２ スリット状横断溝 ５３ スリット状横断溝 ５４ スリット状横断溝 ５５ スリット状横断溝 ５６ スリット状横断溝 ５７ スリット状横断溝 ５８ スリット状横断溝[Explanation of symbols] D Tire rotation direction TW tread width 11 circumferential main groove 12 circumferential main groove 21 circumferential auxiliary groove 22 Circumferential sub groove 23 Circumferential sub groove 24 circumferential auxiliary groove 31 Directional inclined groove 32 directional inclined groove 33 Directional inclined groove 34 Directional inclined groove 41 Second circumferential main rib 42 Circumferential sub-rib 43 First circumferential main rib 44 Center rib 45 First circumferential main rib 46 Circumferential sub rib 47 Second circumferential main rib 51 Slit-shaped transverse groove 52 Slit-shaped transverse groove 53 Slit-shaped transverse groove 54 Slit-shaped transverse groove 55 Slit-shaped transverse groove 56 Slit-shaped transverse groove 57 Slit-shaped transverse groove 58 Slit-shaped transverse groove
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ Ｂ６０Ｃ 11/04 Ｈ ─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. 7 Identification code FI B60C 11/04 H
Claims (6)
配置された多数の方向性傾斜溝よりなるトレッド・パタ
ーンを備えた空気入りタイヤにおいて、（１）該周方向
溝は周方向主溝と周方向副溝とよりなり、（２）トレッ
ド両端部からトレッド中央部に向かってトレッド幅の約
１／４に相当する個所に一対の周方向副リブが形成され
るように該周方向副リブの両側部に該周方向副溝が設け
られ、（３）該周方向副リブの幅はトレッド幅の４％乃
至１０％であり、（４）該周方向副溝の幅は該周方向副
リブ幅の２５％乃至５０％であり、（５）該周方向副リ
ブにはいかなる方向性傾斜溝も配置されていないが、該
周方向副リブの周方向連続性を遮断するように、該周方
向副リブの両側部に設けられた一方の周方向副溝から他
方の周方向副溝に延びる多数のスリット状横断溝が周方
向に間隔を置いて該周方向副リブに設けられ、（６）該
スリット状横断溝の幅が、トレッド表面に近い側では荷
重直下では溝が閉じる程度に狭い幅であって、溝底に近
い側では接地状態で排水性を確保できる程度に広い幅で
あることを特徴とするトレッド・パターンを備えた空気
入りタイヤ。1. A pneumatic tire having a tread pattern comprising a plurality of circumferential grooves and a plurality of directional inclined grooves arranged at intervals in the circumferential direction, wherein: (1) the circumferential grooves are circumferential. Direction main groove and circumferential sub-groove, and (2) a pair of circumferential sub-ribs is formed at a location corresponding to about 1/4 of the tread width from both ends of the tread toward the center of the tread. The circumferential sub-grooves are provided on both sides of the circumferential sub-ribs, (3) the width of the circumferential sub-ribs is 4% to 10% of the tread width, and (4) the width of the circumferential sub-grooves is 25% to 50% of the width of the circumferential sub-ribs, and (5) the circumferential sub-ribs are not provided with any directional inclined grooves, but interrupt the circumferential continuity of the circumferential sub-ribs. As described above, extending from one circumferential sub-groove provided on both sides of the circumferential sub-rib to the other circumferential sub-groove. A large number of slit-shaped transverse grooves are provided in the circumferential sub-ribs at intervals in the circumferential direction, and (6) the width of the slit-shaped transverse grooves is such that the groove closes just below the load on the side close to the tread surface. A pneumatic tire with a tread pattern, which has a narrow width and is wide enough to ensure drainage on the side close to the groove bottom in a grounded state.
面に近い側では０．５ｍｍ乃至１．５ｍｍ程度であるこ
とを特徴とする請求項１記載の空気入りタイヤ。2. The pneumatic tire according to claim 1, wherein the width of the slit-shaped transverse groove is about 0.5 mm to 1.5 mm on the side close to the tread surface.
コ状であることを特徴とする請求項１乃至２記載の空気
入りタイヤ。3. The pneumatic tire according to claim 1, wherein the slit-shaped transverse groove has a flask-shaped cross section.
ても１本の該周方向主溝が配置され、（２）該周方向主
溝とトレッド中央寄りの該周方向副溝とによって一対の
第一周方向主リブが形成され、（３）トレッド端寄りの
該周方向副溝とトレッド端とによって一対の第二周方向
主リブが形成され、（４）該第一周方向主リブと該第二
周方向主リブには、それぞれ、多数の方向性傾斜溝が周
方向に間隔を置いて配置されていることを特徴とする請
求項１乃至３記載のトレッド・パターンを備えた空気入
りタイヤ。(1) At least one circumferential main groove is arranged at or near the center of the tread, and (2) a pair of the circumferential main groove and the circumferential auxiliary groove near the center of the tread. (3) A pair of second circumferential main ribs are formed by the circumferential sub-groove near the tread end and the tread end, and (4) the first circumferential main rib. 4. The air having a tread pattern according to claim 1, wherein a plurality of directional inclined grooves are arranged at intervals in the circumferential direction on the second main rib and the circumferential main rib. Included tires.
ブに、多数のスリット状横断溝が周方向に間隔を置いて
設けられたことを特徴とする請求項４記載の空気入りタ
イヤ。5. The air according to claim 4, wherein the first circumferential main rib and the second circumferential main rib are provided with a plurality of slit-shaped transverse grooves at intervals in the circumferential direction. Included tires.
ト状溝であって、該方向性傾斜溝によって定められたタ
イヤの回転方向と同じ方向になるように周方向に対して
傾斜して延びる方向性傾斜スリット状溝であることを特
徴とする請求項１乃至５記載の空気入りタイヤ。6. The slit-shaped transverse groove is a directional inclined slit-shaped groove, and extends obliquely with respect to the circumferential direction so as to be in the same direction as the tire rotation direction defined by the directional inclined groove. The pneumatic tire according to claim 1, wherein the pneumatic tire is a directional inclined slit groove.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP07828294A JP3383405B2 (en) | 1994-04-18 | 1994-04-18 | Pneumatic tire with straight grooves |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP07828294A JP3383405B2 (en) | 1994-04-18 | 1994-04-18 | Pneumatic tire with straight grooves |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07285303A JPH07285303A (en) | 1995-10-31 |
| JP3383405B2 true JP3383405B2 (en) | 2003-03-04 |
Family
ID=13657612
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP07828294A Expired - Lifetime JP3383405B2 (en) | 1994-04-18 | 1994-04-18 | Pneumatic tire with straight grooves |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3383405B2 (en) |
Families Citing this family (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4643041B2 (en) * | 2001-03-15 | 2011-03-02 | 株式会社ブリヂストン | Pneumatic tire |
| DE60207836C5 (en) | 2001-03-30 | 2011-01-20 | Pirelli Tyre S.P.A. | TRACK PROFILE FOR A VEHICLE TIRE |
| RU2286889C2 (en) * | 2001-03-30 | 2006-11-10 | Пирелли Пнеуматичи С.П.А. | Passenger car tires |
| JP2002356105A (en) * | 2001-05-31 | 2002-12-10 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP4015573B2 (en) * | 2003-02-28 | 2007-11-28 | 住友ゴム工業株式会社 | Pneumatic tire |
| EP1637356B1 (en) * | 2003-05-21 | 2013-02-13 | Bridgestone Corporation | Pneumatic tire and method of designing tread pattern of the tire |
| JP4549074B2 (en) * | 2004-02-17 | 2010-09-22 | 東洋ゴム工業株式会社 | Pneumatic radial tire |
| JP4262286B1 (en) * | 2007-10-23 | 2009-05-13 | 住友ゴム工業株式会社 | Pneumatic tire |
| US20090159167A1 (en) * | 2007-12-20 | 2009-06-25 | Daniel Scheuren | Pneumatic tire tread with sipes and mold blade |
| JP5325595B2 (en) * | 2009-02-09 | 2013-10-23 | 株式会社ブリヂストン | Pneumatic tire |
| WO2012066725A1 (en) * | 2010-11-15 | 2012-05-24 | 株式会社ブリヂストン | Pneumatic radial tire for use on passenger vehicle |
| JP5727965B2 (en) * | 2012-05-02 | 2015-06-03 | 住友ゴム工業株式会社 | Pneumatic tire |
| US9463672B2 (en) | 2013-08-20 | 2016-10-11 | The Goodyear Tire & Rubber Company | Pneumatic tire tread with sipes and mold blade |
| FR3028806B1 (en) * | 2014-11-21 | 2016-12-09 | Michelin & Cie | PNEUMATIC WITH IMPROVED ADHERENCE TO WET SOIL IN WEAR CONDITION |
| JP6473393B2 (en) * | 2015-07-13 | 2019-02-20 | 住友ゴム工業株式会社 | Pneumatic tire |
| WO2018207112A1 (en) * | 2017-05-12 | 2018-11-15 | Pirelli Tyre S.P.A. | Tyre for vehicle wheels |
| JP6607230B2 (en) | 2017-05-29 | 2019-11-20 | 横浜ゴム株式会社 | Pneumatic tire |
| CN111655516B (en) * | 2018-01-30 | 2022-08-05 | 横滨橡胶株式会社 | Pneumatic tire |
-
1994
- 1994-04-18 JP JP07828294A patent/JP3383405B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH07285303A (en) | 1995-10-31 |
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