JPH03204308A - Pneumatic tire - Google Patents

Pneumatic tire

Info

Publication number
JPH03204308A
JPH03204308A JP1344169A JP34416989A JPH03204308A JP H03204308 A JPH03204308 A JP H03204308A JP 1344169 A JP1344169 A JP 1344169A JP 34416989 A JP34416989 A JP 34416989A JP H03204308 A JPH03204308 A JP H03204308A
Authority
JP
Japan
Prior art keywords
tire
width direction
height
pneumatic tire
end surface
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.)
Pending
Application number
JP1344169A
Other languages
Japanese (ja)
Inventor
Yukio Nakajima
中島　幸雄
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bridgestone Corp
Original Assignee
Bridgestone Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bridgestone Corp filed Critical Bridgestone Corp
Priority to JP1344169A priority Critical patent/JPH03204308A/en
Publication of JPH03204308A publication Critical patent/JPH03204308A/en
Pending legal-status Critical Current

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
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

PURPOSE:To improve steering stability both on a dry road surface and on a wet road surface, and also to prevent partial wear, when the tread of a tire is cut by main grooves and lug grooves in the plane including the turning shaft of the tire, by increasing the height of the end surface of the blocks on the outside in the width direction of the grooves higher than that on the inside in the same direction. CONSTITUTION:In a tire 10, blocks are formed by main grooves 14, 16, 18, and 20 and lug grooves 22. When the tire is cut by a plane including the turning shaft of the tire, for example, in the main groove 14, the height H1 of the end surface 15A of the block on the side of the outside end part 10A in the width direction of the tire, and the height H2 of the block end part 15B on the inside (equator plane 24 side) in the width direction of the tire are set to have the relationship 0.2 mm< H1-H2 < 2 mm. The same will be applied to the other grooves 16, 18, and 20. By this constitution, steering stability both on a dry road surface and on a wet road surface can be improved, and also partial wear can be prevented.

Description

【発明の詳細な説明】 〔産業上の利用分野〕 本発明は、自動車等の車両に装着される空気入りタイヤ
に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a pneumatic tire mounted on a vehicle such as an automobile.

〔従来の技術〕[Conventional technology]

従来、第５図（Ａ）に示される自動車等の車両に装着さ
れる空気入りタイヤ６０のトレッド部分６２のタイヤ表
面の主溝６４及びラグ溝６６に於いて、第５図（Ｂ）に
示される如く主溝６４のタイヤ幅方向外側端部６０Ａ側
のブロック部７０の端面高さＨｌと、主溝６４のタイヤ
接地端部６０Ａ側と反対側（タイヤ赤道面６８側）のブ
ロック部７２の端面高さＨ２とが等しくされている。Conventionally, in the main grooves 64 and lug grooves 66 on the tire surface of the tread portion 62 of the pneumatic tire 60 shown in FIG. 5(A), which is mounted on a vehicle such as an automobile, As shown in FIG. The end surface height H2 is made equal.

従って、第６図に示される如く、空気入りタイヤ６０が
接地した状態での荷重直下の接地圧は主溝６４のタイヤ
接地面端部６０Ａ側のブロック部７０端部の接地圧と、
主溝６４のタイヤ接地端部６０Ａ側と反対側（タイヤ赤
道面６８側）のブロック部７２の端部の接地圧とが略等
しいレベルとなっている。Therefore, as shown in FIG. 6, the ground pressure immediately under the load when the pneumatic tire 60 is in contact with the ground is the ground pressure at the end of the block portion 70 on the tire contact surface end 60A side of the main groove 64.
The ground pressure on the tire ground contact end 60A side of the main groove 64 and the ground pressure at the end of the block portion 72 on the opposite side (tire equatorial plane 68 side) are at approximately the same level.

しかしながら、この空気入りタイヤ６０においては、第
７図に示される如く、コーナリング時に、接地面７４か
らタイヤに横方向の力、所謂サイドフォース（第７図の
矢印Ｆ）が作用した場合には、各ブロック部のサイドフ
ォースの抜ける側（第７図に右側）の端部７６が浮き上
がる。また浮き上がらない場合においても、サイドフォ
ースの抜ける側の端部７６の接地圧が低下する。従って
、各ブロック部のサイドフォースの抜ける側の端部７６
でサイドフォースを負担しないことになり、ドライ路面
及びウェット路面でのコーナリング時のグリップ性能が
低下すると共に、各ブロックのサイドフォースの抜ける
側の端部７６の摩耗量が少なく、偏摩耗が生じ易くなる
という不具合があった。However, in this pneumatic tire 60, as shown in FIG. 7, when a lateral force, so-called side force (arrow F in FIG. 7) is applied to the tire from the ground contact surface 74 during cornering, The end portion 76 of each block portion on the side where the side force is released (the right side in FIG. 7) is lifted up. Further, even when the body does not float up, the ground pressure at the end 76 on the side where the side force is released is reduced. Therefore, the end 76 of each block part on the side where the side force is released
Since the side force is not borne by the block, the grip performance during cornering on dry and wet roads is reduced, and the amount of wear on the end 76 of each block on the side where the side force is released is small, making uneven wear likely to occur. There was a problem.

〔発明が解決しようとする課題〕[Problem to be solved by the invention]

本発明は上記事実を考慮し、ドライ路面及びウェット路
面での操縦安定性を向上することができると共に、偏摩
耗を抑制することができる空気入りタイヤを得ることが
目的である。The present invention has been made in consideration of the above facts, and an object of the present invention is to obtain a pneumatic tire that can improve steering stability on dry and wet road surfaces and can suppress uneven wear.

〔課題を解決するための手段〕[Means to solve the problem]

上記目的を達成するために請求項（１）記載の本発明は
、トレッド部分のタイヤ表面にタイヤ周方向に沿って形
成された主溝及びタイヤ幅方向に沿って形成されたラグ
溝を備えた空気入りタイヤであって、前記主溝及びラグ
溝のタイヤ回転軸を含む面で切断された複数の溝のうち
少なくとも一個の溝の断面のタイヤ幅方向外側のブロッ
ク部の端面高さＨｌをこの溝の断面のタイヤ幅方向内側
のブロック部の端面高さＨ２より高くしたことを特徴と
している。In order to achieve the above object, the present invention as set forth in claim (1) includes a main groove formed along the tire circumferential direction and a lug groove formed along the tire width direction on the tire surface of the tread portion. In a pneumatic tire, the end face height Hl of the block portion on the outside in the tire width direction of the cross section of at least one of the plurality of grooves cut on a plane including the tire rotation axis of the main groove and the lug groove is defined as: It is characterized by being higher than the end surface height H2 of the block portion on the inner side in the tire width direction of the cross section of the groove.

また、請求項（２）記載の本発明は、前記端面高さＨｌ
と前記端面高さトＩ２との差が０．２ｍｍ以上２ｍｍ以
下であることを特徴としている。Further, the present invention according to claim (2) provides that the end surface height Hl
The difference between the end surface height I2 and the end surface height I2 is 0.2 mm or more and 2 mm or less.

〔作用〕[Effect]

本発明では、主溝及びラグ溝のタイヤ回転軸を含む面で
切断された複数の溝のうち少なくとも一個の溝の断面の
タイヤ幅方向外側のブロック部の端面高さＨｌを、この
溝の断面のタイヤ幅方向内側のブロック部の端面高さＨ
２より高くしたことによって、コーナリング時に、接地
面からタイヤにサイドフォースが作用した場合に、ブロ
ン々のサイドフォースの抜ける側の端部が浮き上がるこ
とを防止でき、接地圧分布が従来と比べ、接地面全体に
略均−に分散される。従って、ドライ及びウェット路面
（特にウェット路面）での操縦安定性を向上することが
できると共に、偏摩耗を抑制することができる。In the present invention, the end face height Hl of the block portion on the outside in the tire width direction of the cross section of at least one of the plurality of grooves cut along the plane including the tire rotational axis of the main groove and the lug groove is defined as The end face height H of the inner block part in the tire width direction
By setting the height higher than 2, when cornering, when side force is applied to the tire from the ground contact surface, it is possible to prevent the edge of the side force from lifting up, and the ground pressure distribution is improved compared to the conventional one. Distributed approximately evenly over the entire ground. Therefore, it is possible to improve steering stability on dry and wet road surfaces (particularly wet road surfaces), and to suppress uneven wear.

また、タイヤ回転軸を含む面で切断された溝の断面のタ
イヤ幅方向外側のブロック部の端面高さＨｌとこの溝の
断面のタイヤ幅方向内側のブロック部の端面高さＨ２と
の差が０．２ｍｍ未満では、端面高さに段差を付けた効
果が小さい。一方、タイヤ回転軸を含む面で切断された
溝の断面のタイヤ幅方向外側のブロック部の端面高さＨ
ｌとこの溝の断面のタイヤ幅方向内側のブロック部の端
面高さＨ２との差が２ｎ＋ｍ以上では、高さの小さいブ
ロック部の端面で直行走行時に接地性が悪化するため、
偏摩耗に不利となる。従って、端面高さＨｌと端面高さ
Ｈ２との差が０．２＋＋＋＋ｎ以上２ｍｍ未満であるこ
とが好ましい。Also, the difference between the end surface height Hl of the block portion on the outside in the tire width direction of the cross section of the groove cut along the plane including the tire rotation axis and the end surface height H2 of the block portion on the inside in the tire width direction of the cross section of this groove is If it is less than 0.2 mm, the effect of adding a step to the end face height is small. On the other hand, the end face height H of the block part on the outside in the tire width direction of the cross section of the groove cut on the plane including the tire rotation axis
If the difference between l and the end face height H2 of the block part on the inner side in the tire width direction of the cross section of this groove is 2n+m or more, grounding performance will deteriorate during straight running on the end face of the block part with a small height.
It is disadvantageous to uneven wear. Therefore, it is preferable that the difference between the end surface height Hl and the end surface height H2 is 0.2++++n or more and less than 2 mm.

〔実施例〕〔Example〕

本発明の第１実施例を第１図（Ａ）及び第１図（Ｂ）に
従って説明する。A first embodiment of the present invention will be described with reference to FIGS. 1(A) and 1(B).

第１図（Ａ）に示される如く、本実施例の乗用車用の空
気入りタイヤ１０は、第１図（Ａ）の左側を車体の外側
に装着する様に設計された空気入りタイヤである。この
空気入りタイヤ１０のトレッド部分１２においては、タ
イヤ周方向に沿って、主溝１４．１６．１８．２０がタ
イヤ幅方向に略等間隔で４本形成されている。これらの
各主溝１４．１６．１８．２０の内、最もタイヤ幅方向
外側の主溝１４．２０に本発明が適用されている。As shown in FIG. 1(A), the pneumatic tire 10 for a passenger car of this embodiment is a pneumatic tire designed so that the left side in FIG. 1(A) is mounted on the outside of the vehicle body. In the tread portion 12 of this pneumatic tire 10, four main grooves 14, 16, 18, 20 are formed along the tire circumferential direction at approximately equal intervals in the tire width direction. The present invention is applied to the outermost main groove 14.20 in the tire width direction among these main grooves 14.16.18.20.

また、タイヤ幅方向内側の主溝１６．１８においては、
第１図（Ａ）の左側が車体の外側に装着されるた必、ト
レッド部１２の第１図（Ａ）の左側に、より大きなサイ
ドフォースが加わることを考慮し、第１図（Ａ）の左側
の主溝１４．１６及び右側の主溝２０に本発明を適用し
ている。In addition, in the main groove 16.18 on the inner side in the tire width direction,
Considering that a larger side force is applied to the left side of the tread portion 12 in FIG. 1(A) because the left side in FIG. 1(A) is attached to the outside of the vehicle body, The present invention is applied to the left main groove 14, 16 and the right main groove 20.

即ち、主溝１４においては、タイヤ幅方向外側端部１０
Ａ側のブロック部の端面１５Ａの高さＨｌと、タイヤ幅
方向内側（タイヤ赤道面２４側）のブロック部の端面１
５Ｂの高さＨ２との差が０゜３＋＋＋＋ｎとされている
。また主溝１６においては、りイヤ幅方向外側端部１０
Ａ側のブロック部の端面１７Ａの高さＨｌと、タイヤ幅
方向内側（タイヤ赤道面２４側）のブロック部の端面１
７Ｂの高さＨ２との差が０．２ｎ＋ｍ、主溝１８におい
ては、タイヤ幅方向外側端部１０Ａ側のブロック部の端
面１９Δの高さＨｌと、タイヤ幅方向内側（タイヤ赤道
面２４側）のブロック部の端面１９Ｂの高さＨ２との差
がＱｍｍ、主溝２０においては、タイヤ幅方向外側端部
１０Ａ側のブロック部の端面２１Ａの高さＨｌと、タイ
ヤ幅方向内側（タイヤ赤道面２４側）のブロック部の端
面２１Ｂの高さＨ２との差が０．３ｍｍとされている。That is, in the main groove 14, the outer end 10 in the tire width direction
The height Hl of the end face 15A of the block part on the A side and the end face 1 of the block part on the inner side in the tire width direction (tire equatorial plane 24 side)
5B and the height H2 is 0°3+++n. In addition, in the main groove 16, the outer end 10 in the ear width direction
The height Hl of the end surface 17A of the block portion on the A side and the end surface 1 of the block portion on the inner side in the tire width direction (tire equatorial plane 24 side)
7B and the height H2 is 0.2n+m, and in the main groove 18, the height Hl of the end face 19Δ of the block portion on the outer end 10A side in the tire width direction and the inner side in the tire width direction (tire equatorial plane 24 side) The difference between the height H2 of the end face 19B of the block part is Qmm, and in the main groove 20, the height Hl of the end face 21A of the block part on the outer end 10A side in the tire width direction and the height H1 of the end face 21A of the block part on the outer end 10A side in the tire width direction The difference from the height H2 of the end surface 21B of the block portion (24 side) is 0.3 mm.

また、これらの各主溝１４．１６．１８．２０の間には
、両端部が夫々隣接する主溝に連通されたラグ溝２２が
形成されており、これらのラグ溝２２はタイヤ赤道２４
と平行な線に対して直角とされている。Furthermore, lug grooves 22 are formed between each of these main grooves 14, 16, 18, and 20, and both ends thereof communicate with the adjacent main grooves, and these lug grooves 22 are connected to the tire equator 24.
is said to be at right angles to a line parallel to .

なお、第１図において符号１３はベルト層を示している
。Note that in FIG. 1, reference numeral 13 indicates a belt layer.

次に本実施例の作用に付いて説明する。Next, the operation of this embodiment will be explained.

本実施例においては、３本の主溝１４．１６．２０のタ
イヤ幅方向外側端部１０Ａ側の各ブロック部の端面１５
Ａ、１７Ａ、２１Ａの高さＨｌを、この３本の主溝１４
、ＩＬ　２０のタイヤ幅方向内側の各ブロック部の端面
１５Ｂ、１７Ｂ、２１Ｂの高さＨ２より高くしたことに
よって、第１図（Ｂ）に示される如く、コーナリング時
に、接地面２３から空気入りタイヤ１０にサイドフォー
ス（第１図（Ｂ）の矢印Ｆ）が作用した場合に、づイド
フォースＦの抜ける側（第１図（Ｂ）の右側）のブロッ
ク部の端面２１Ａ近傍が浮き上がることを防止できる。In this embodiment, the end surface 15 of each block portion on the outer end 10A side in the tire width direction of the three main grooves 14, 16, and 20 is
The heights Hl of A, 17A, and 21A are the heights of these three main grooves 14.
, IL 20 is made higher than the height H2 of the end surfaces 15B, 17B, and 21B of the inner block portions in the tire width direction, as shown in FIG. When a side force (arrow F in Fig. 1 (B)) is applied to 10, the vicinity of the end face 21A of the block portion on the side where the side force F exits (the right side in Fig. 1 (B)) is prevented from lifting up. can.

また、コーナリング時に、接地面２３がら空気入りタイ
ヤ１０に、第１図（Ｂ）の矢印Ｆと逆方向のサイドフォ
ースが作用した場合には、サイドフォースＦの抜ける側
（第１図（Ｂ）の左側）のブロック部の端面］、５Ａ及
ぶ１７Ａ近傍が浮き上がることを防止できる。Furthermore, when cornering, if a side force acts on the pneumatic tire 10 from the contact surface 23 in the direction opposite to the arrow F in FIG. (the end face of the block portion on the left side), it is possible to prevent the area around 5A and 17A from floating up.

従って、接地圧分布が従来（第７図参照）と比べ、接地
面全体に略均−に分散される。このため、ドライ及びウ
ェット路面（特にウェット路面）での操縦安定性を向上
することができると共に、偏摩耗を抑制することができ
る。Therefore, the ground pressure distribution is approximately evenly distributed over the entire ground surface compared to the conventional system (see FIG. 7). Therefore, it is possible to improve steering stability on dry and wet road surfaces (particularly wet road surfaces), and to suppress uneven wear.

（実験例） 正規内圧を充填した、第１図に示される、第１実施例の
乗用車用のラジアル空気入りタイヤ１０（タイヤサイズ
１８５／７０ＨＲ１４＞と、従来の乗用車用のラジアル
空気入りタイヤ６０　（第５図）とを使用して、ドライ
路面及びウェット路面でのスラロームテストを行った。(Experimental Example) The radial pneumatic tire 10 for a passenger car of the first embodiment (tire size 185/70HR14> shown in FIG. 1, filled with the normal internal pressure) and the conventional radial pneumatic tire 60 for a passenger car ( A slalom test was conducted on dry and wet road surfaces using the following: (Fig. 5).

その結果を第１第１表 以上の結果から、本発明の空気入りタイヤ１０が従来の
空気入りタイヤ６０　（θ−９０°）に比べ優れている
ことが明確である。From the results shown in Table 1 and above, it is clear that the pneumatic tire 10 of the present invention is superior to the conventional pneumatic tire 60 (θ-90°).

次に、本発明の第２実施例を第２図に従って説明する。Next, a second embodiment of the present invention will be described with reference to FIG.

なお、第１実施例と同一部材に付いては、同一符号を付
して説明を省略する。Incidentally, the same members as in the first embodiment are given the same reference numerals and the description thereof will be omitted.

第２図に示される如く、本第２実施例の空気入りタイヤ
３０は、第１実施例の空気入りタイヤ１０のラグ溝２２
に代え、周方向に対する角度が所０ 定角度θ（θ≠９０°）とされたラグ溝３２を形成した
タイヤである。As shown in FIG. 2, the pneumatic tire 30 of the second embodiment is different from the lug grooves 22 of the pneumatic tire 10 of the first embodiment.
Instead, this tire has lug grooves 32 formed at a predetermined angle θ (θ≠90°) with respect to the circumferential direction.

従って、この第２実施例の空気入りタイヤ３０において
も、第１実施例と同等の効果がある。Therefore, the pneumatic tire 30 of this second embodiment also has the same effects as the first embodiment.

次に、本発明の第３実施例を第３図（Ａ＞及び第３図（
Ｂ）に従って説明する。Next, the third embodiment of the present invention is shown in Fig. 3 (A> and Fig. 3 (
Explain according to B).

なお、第１実施例と同一部材に付いては、同一符号を付
して説明を省略する。Incidentally, the same members as in the first embodiment are given the same reference numerals and the description thereof will be omitted.

第３図（Ａ）に示される如く、本第３実施例の空気入り
タイヤ３４は、主溝１４．１６．１８．２０のタイヤ幅
方向外側端部３４Ａ側の各ブロック部の端面１５Ａ、１
７Ａ、１９Ａ、２１Ａのエツジ１４Ａ、１６Ａ、１８Ａ
、２ＯＡ及び、エツジ１８Ａと隣接するエツジ１８Ｂを
削った乗用車用空気入りタイヤ３４である。また第３図
（Ｂ）に示される如く、各ブロック部の端面の高さＨｌ
、Ｈ２はエツジが存在するものとして、滑らかな線を延
長した場合の交点によって定義される。As shown in FIG. 3(A), the pneumatic tire 34 of the third embodiment has end surfaces 15A, 1 of each block portion on the outer end 34A side in the tire width direction of the main groove 14, 16, 18, 20.
Edges 14A, 16A, 18A of 7A, 19A, 21A
, 2OA, and a pneumatic tire 34 for a passenger car in which the edge 18A and the adjacent edge 18B are shaved. In addition, as shown in FIG. 3(B), the height Hl of the end face of each block portion
, H2 is defined by the intersection of extended smooth lines, assuming that edges exist.

即ち、主溝１４においては、タイヤ幅方向外側端部１０
Ａ側のブロック部の端面１５Ａの高さＨｌと、タイヤ幅
方向内側（タイヤ赤道面２４側）のブロック部の端面１
５Ｂの高さＨ２との差が０゜３ｍｍとされている。また
主溝１６においては、タイヤ幅方向外側端部１０Ａ側の
ブロック部の端面１７Ａの高さＨｌと、タイヤ幅方向内
側（タイヤ赤道面２４側）のブロック部の端面１７Ｂの
高さＨ２との差が０．２ｍｍ、主溝１８においては、タ
イヤ幅方向外側端部１０Ａ側のブロック部の端面１９Ａ
の高さＨｌと、タイヤ幅方向内側（タイヤ赤道面２４側
）のブロック部の端面１９Ｂの高さＩ−（２との差がＱ
ｍｍ、主溝２０においては、タイヤ幅方向外側端部１０
Ａ側のブロック部の端面２１Ａの高さＨｌと、タイヤ幅
方向内側（タイヤ赤道面２４側）のブロック部の端面２
１Ｂの高さＨ２との差が０．３ｍｍとされている。That is, in the main groove 14, the outer end 10 in the tire width direction
The height Hl of the end face 15A of the block part on the A side and the end face 1 of the block part on the inner side in the tire width direction (tire equatorial plane 24 side)
The difference between the height H2 of 5B and the height H2 is 0°3 mm. In addition, in the main groove 16, the height Hl of the end surface 17A of the block portion on the outer end 10A side in the tire width direction and the height H2 of the end surface 17B of the block portion on the inner side in the tire width direction (tire equatorial plane 24 side). The difference is 0.2 mm, and in the main groove 18, the end surface 19A of the block portion on the outer end 10A side in the tire width direction
The difference between the height Hl and the height I-(2) of the end face 19B of the block portion on the inner side in the tire width direction (tire equatorial plane 24 side) is Q
mm, in the main groove 20, the tire width direction outer end 10
The height Hl of the end surface 21A of the block portion on the A side and the end surface 2 of the block portion on the inner side in the tire width direction (tire equatorial plane 24 side)
The difference from the height H2 of 1B is 0.3 mm.

従って、この第３実施例の空気入りタイヤ３４において
も、第１実施例と同等の効果がある。Therefore, the pneumatic tire 34 of this third embodiment also has the same effects as the first embodiment.

次に、本発明の第４実施例を第４図に従って説明する。Next, a fourth embodiment of the present invention will be described with reference to FIG.

なお、第１実施例と同一部材に付いては、同一１ ２ 符号を付して説明を省略する。Note that the same parts as those in the first embodiment are the same as those in the first embodiment. 2 Reference numerals are given and explanations are omitted.

第４図に示される如く、本第４実施例の空気入りタイヤ
４０は、トラック、バス用空気入りタイヤであって、主
溝４２．４４．４６はタイヤ周方向に沿ってジグザグ状
に形成されており、主溝４２．４４．４６の内、タイヤ
幅方向外側端部４０Ａ側に位置する２本の主溝４２．４
６に本発明を適用したものである。また、主溝４２にお
いては、タイヤ幅方向外側端部４０Ａ側のブロック部の
端面４３Ａの高さＨｌと、タイヤ幅方向内側のブロック
部の端面４３Ｂの高さＨ２との差が０．７ｍｍとされて
いる。また主溝４６においては、タイヤ幅方向外側端部
４ＯＡ側のブロック部の端面４７Ａの高さＨｌと、タイ
ヤ幅方向内側のブロック部の端面４７Ｂの高さＨ２との
差が０．７ｍｍとされている。As shown in FIG. 4, the pneumatic tire 40 of the fourth embodiment is a pneumatic tire for trucks and buses, and main grooves 42, 44, 46 are formed in a zigzag shape along the circumferential direction of the tire. Among the main grooves 42.44.46, two main grooves 42.4 are located on the outer end 40A side in the tire width direction.
6 to which the present invention is applied. In addition, in the main groove 42, the difference between the height Hl of the end surface 43A of the block portion on the outer end 40A side in the tire width direction and the height H2 of the end surface 43B of the block portion on the inner side in the tire width direction is 0.7 mm. has been done. Further, in the main groove 46, the difference between the height Hl of the end surface 47A of the block portion on the side of the outer end 4OA in the tire width direction and the height H2 of the end surface 47B of the block portion on the inner side in the tire width direction is 0.7 mm. ing.

従って、この第４実施例の空気入りタイヤ４゜において
も、第１実施例と同等の効果がある。Therefore, the pneumatic tire of the fourth embodiment has the same effect as the first embodiment.

なお、上記実施例においては、主溝について、タイヤ回
転軸を含む面で切断された溝の断面のタイヤ幅方向外側
のブロック部の端面高さＨｌを、この溝の断面のタイヤ
幅方向内側のブロック部の端面高さＨ２より高くしたが
、ラグ溝について、タイヤ回転軸を含む面で切断された
溝の断面のタイヤ幅方向外側のブロック部の端面高さＨ
ｌを、この溝の断面のタイヤ幅方向内側のブロック部の
端面高さＨ２より高くしてもよい。In the above example, for the main groove, the end face height Hl of the block portion on the outside in the tire width direction of the cross section of the groove cut on the plane including the tire rotational axis is the end face height Hl of the block part on the outside in the tire width direction of the cross section of the groove Although it is higher than the end face height H2 of the block part, for the lug groove, the end face height H of the block part on the outside in the tire width direction of the cross section of the groove cut on the plane including the tire rotation axis.
l may be made higher than the end surface height H2 of the block portion on the inner side in the tire width direction of the cross section of this groove.

〔発明の効果〕〔Effect of the invention〕

本発明は上記の構成としたので、ドライ路面及びウェッ
ト路面での操縦安定性を向上することができると共に、
偏摩耗を抑制することができるという優れた効果を有す
る。Since the present invention has the above configuration, it is possible to improve the steering stability on dry road surfaces and wet road surfaces, and
It has an excellent effect of suppressing uneven wear.

【図面の簡単な説明】[Brief explanation of drawings]

第１図（Ａ）は本発明の第１実施例の空気入りタイヤの
子午線断面とトレッドの平面とを示す概略図、第１図（
Ｂ）は本発明の第１実施例の空気入りタイヤがザイドフ
ォースを受けた場合の接地圧分布を示す図、第２図は本
発明の第２実施例の空気入りタイヤの子午線断面とトレ
ッドの平面とを示す概略図、第３図（Ａ＞は本発明の第
３実施３ ４ 例の空気入りタイヤの子午線断面とトレッドの平面とを
示す概略図、第３図（Ｂ）は第３図（Ａ）のＢ−Ｂ線断
面図、第４図は本発明の第４実施例の空気入りタイヤの
子午線断面とトレッドの平面とを示す概略図、第５図（
Ａ）は従来の空気入りタイヤの子午線断面とトレッドの
平面とを示す概略図、第５図（Ｂ）は第５図（Ａ）のＢ
−Ｂ線断面図、第６図は従来の空気入りタイヤの接地時
の接地圧分布を示す図、第７図は従来の空気入りタイヤ
のサイドフォース作用時の接地圧分布を示す図である。 １０．３０．３４．４０・・・空気入りタイヤ、１２・
　・　・トレッド、 １４．１６．１８．２０．４２．４４．４６・　・・主
溝、 １５Ａ、１７Ａ、１９Ａ、２１Ａ、４３Ａ、４７Ａ・・
・端面、 １５Ｂ、１７Ｂ、１９Ｂ、２１Ｂ、４３Ｂ、４７Ｂ・・
・端面、 ２２．３２・・・ラグ溝。 ５ 囚） 第 厘 図 （Ｂ） 第 図 第 ４ 図 第５図 （Ａ） 第 図 ７ 図 ０FIG. 1(A) is a schematic diagram showing a meridian cross section and a plane of the tread of a pneumatic tire according to a first embodiment of the present invention; FIG.
B) is a diagram showing the ground pressure distribution when the pneumatic tire of the first embodiment of the present invention is subjected to Zyde force, and Figure 2 is a diagram showing the meridional cross section and tread of the pneumatic tire of the second embodiment of the present invention. FIG. 3A is a schematic diagram showing a meridional section of a pneumatic tire according to the third embodiment of the present invention and a plane of the tread, FIG. (A) is a sectional view taken along the line B-B, FIG. 4 is a schematic diagram showing a meridian cross section and a tread plane of a pneumatic tire according to a fourth embodiment of the present invention, and FIG.
A) is a schematic diagram showing a meridian cross section and a tread plane of a conventional pneumatic tire, and FIG. 5(B) is a diagram showing B of FIG. 5(A).
6 is a diagram showing the ground pressure distribution when a conventional pneumatic tire touches the ground, and FIG. 7 is a diagram showing the ground pressure distribution when a side force is applied to the conventional pneumatic tire. 10.30.34.40...Pneumatic tire, 12.
・・Tread, 14.16.18.20.42.44.46・・・Main groove, 15A, 17A, 19A, 21A, 43A, 47A・・
・End face, 15B, 17B, 19B, 21B, 43B, 47B...
・End face, 22.32...Lag groove. 5 Prisoner) Figure 7 (B) Figure 4 Figure 5 (A) Figure 7 Figure 0

Claims (2)

【特許請求の範囲】[Claims] （１）トレツド部分のタイヤ表面にタイヤ周方向に沿っ
て形成された主溝及びタイヤ幅方向に沿って形成された
ラグ溝を備えた空気入りタイヤであって、前記主溝及び
ラグ溝のタイヤ回転軸を含む面で切断された複数の溝の
うち少なくとも一個の溝の断面のタイヤ幅方向外側のブ
ロック部の端面高さＨ１をこの溝の断面のタイヤ幅方向
内側のブロック部の端面高さＨ２より高くしたことを特
徴とする空気入りタイヤ。(1) A pneumatic tire comprising a main groove formed along the tire circumferential direction and a lug groove formed along the tire width direction on the tire surface of the tread portion, the tire having the main groove and the lug groove. The end surface height H1 of the block portion on the outer side in the tire width direction of the cross section of at least one of the plurality of grooves cut along a plane including the rotation axis is the end surface height H1 of the block portion on the inner side in the tire width direction of the cross section of this groove. A pneumatic tire characterized by being higher than H2. （２）前記端面高さＨ１と前記端面高さＨ２との差が０
．２ｍｍ以上２ｍｍ未満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 difference between the end surface height H1 and the end surface height H2 is 0.
．． The pneumatic tire according to claim 1, wherein the pneumatic tire is 2 mm or more and less than 2 mm.
JP1344169A 1989-12-29 1989-12-29 Pneumatic tire Pending JPH03204308A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1344169A JPH03204308A (en) 1989-12-29 1989-12-29 Pneumatic tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1344169A JPH03204308A (en) 1989-12-29 1989-12-29 Pneumatic tire

Publications (1)

Publication Number Publication Date
JPH03204308A true JPH03204308A (en) 1991-09-05

Family

ID=18367157

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1344169A Pending JPH03204308A (en) 1989-12-29 1989-12-29 Pneumatic tire

Country Status (1)

Country Link
JP (1) JPH03204308A (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5322106A (en) * 1991-05-05 1994-06-21 Bridgestone Corporation Pneumatic tires with varying block height
EP0677405A1 (en) * 1994-04-15 1995-10-18 Sumitomo Rubber Industries Limited Pneumatic tyre
US5690761A (en) * 1993-11-05 1997-11-25 Bridgestone Corporation Pneumatic tire including blocks
WO1999017944A1 (en) * 1997-10-03 1999-04-15 The Goodyear Tire & Rubber Company Tread for a pneumatic tire
JP2006224926A (en) * 2005-02-21 2006-08-31 Yokohama Rubber Co Ltd:The Pneumatic tire
US7891392B2 (en) * 2006-06-29 2011-02-22 Sumitomo Rubber Industries, Ltd. Pneumatic tire with tread having curved oblique grooves and chamfers
US20110061780A1 (en) * 2009-09-11 2011-03-17 The Yokohama Rubber Co., Ltd Pneumatic tire
US20130240101A1 (en) * 2012-03-14 2013-09-19 The Yokohama Rubber Co., Ltd. Pneumatic Tire
US10137740B2 (en) * 2015-07-06 2018-11-27 Sumitomo Rubber Industries, Ltd. Motorcycle tire for running on rough terrain

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5322106A (en) * 1991-05-05 1994-06-21 Bridgestone Corporation Pneumatic tires with varying block height
US5503208A (en) * 1991-05-09 1996-04-02 Bridgestone Corporation Pneumatic tires
US5690761A (en) * 1993-11-05 1997-11-25 Bridgestone Corporation Pneumatic tire including blocks
EP0677405A1 (en) * 1994-04-15 1995-10-18 Sumitomo Rubber Industries Limited Pneumatic tyre
EP0791487A2 (en) * 1994-04-15 1997-08-27 Sumitomo Rubber Industries Limited Pneumatic tyre
EP0791487A3 (en) * 1994-04-15 1997-11-19 Sumitomo Rubber Industries Limited Pneumatic tyre
WO1999017944A1 (en) * 1997-10-03 1999-04-15 The Goodyear Tire & Rubber Company Tread for a pneumatic tire
JP4661260B2 (en) * 2005-02-21 2011-03-30 横浜ゴム株式会社 Pneumatic tire
JP2006224926A (en) * 2005-02-21 2006-08-31 Yokohama Rubber Co Ltd:The Pneumatic tire
US7891392B2 (en) * 2006-06-29 2011-02-22 Sumitomo Rubber Industries, Ltd. Pneumatic tire with tread having curved oblique grooves and chamfers
US20110061780A1 (en) * 2009-09-11 2011-03-17 The Yokohama Rubber Co., Ltd Pneumatic tire
US8752600B2 (en) * 2009-09-11 2014-06-17 The Yokohama Rubber Co., Ltd. Pneumatic tire with tread having land portions defining drop lengths
US20130240101A1 (en) * 2012-03-14 2013-09-19 The Yokohama Rubber Co., Ltd. Pneumatic Tire
CN103640437A (en) * 2012-03-14 2014-03-19 横滨橡胶株式会社 Pneumatic tire
CN103640437B (en) * 2012-03-14 2017-06-30 横滨橡胶株式会社 Pneumatic tire
US10239359B2 (en) * 2012-03-14 2019-03-26 The Yokohama Rubber Co., Ltd. Pneumatic tire
US10137740B2 (en) * 2015-07-06 2018-11-27 Sumitomo Rubber Industries, Ltd. Motorcycle tire for running on rough terrain

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