JPH03246104A - Pneumatic tire - Google Patents

Pneumatic tire

Info

Publication number
JPH03246104A
JPH03246104A JP2043686A JP4368690A JPH03246104A JP H03246104 A JPH03246104 A JP H03246104A JP 2043686 A JP2043686 A JP 2043686A JP 4368690 A JP4368690 A JP 4368690A JP H03246104 A JPH03246104 A JP H03246104A
Authority
JP
Japan
Prior art keywords
land portion
tire
curvature
arcwise
radius
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
Application number
JP2043686A
Other languages
Japanese (ja)
Other versions
JP3001220B2 (en
Inventor
Kazuto Fujita
一人 藤田
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 JP2043686A priority Critical patent/JP3001220B2/en
Publication of JPH03246104A publication Critical patent/JPH03246104A/en
Application granted granted Critical
Publication of JP3001220B2 publication Critical patent/JP3001220B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related 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
    • B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
    • B60C11/1384—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block corners
    • 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
    • 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
    • B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
    • 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
    • B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
    • B60C11/1392—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block edges

Abstract

PURPOSE:To increase cornering power even in a small steering angle area of a tire which has the tread provided with a land portion by forming arcwise chamfering areas, which are made up with the radii of curvature to become smaller from the crosswise center of the land portion to the ends, at crosswise ends of the land portion. CONSTITUTION:At crosswise both ends (except for a tread end) of a land portion 6 which is part of a land portion with a great width 3, chamfering areas 10, 11 are formed by rounding both edges in a cross direction of the land portion 6. The chamfering areas 10, 11 are respectively made up of the arcwise portions, two arcwise portions 12, 13 in Fig., which have different radii of curvature set apart in a cross direction. The arcwise portions 12, 13 are set so as to become smaller from the crosswise center of the land portion 6 to crosswise both ends: the radius P of curvature of the arcwise portion 12> the radius R of curvature of the arcwise portion 13. This allows not only maximum cornering force but also cornering power in a small steering angle area to be increased.

Description

【発明の詳細な説明】 この発明は、複数の広溝により画成された陸部をトレッ
ド部に有する空気入りタイヤに関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a pneumatic tire having a land portion defined by a plurality of wide grooves in a tread portion.

従来、トレッド部に陸部を有する空気入りタイヤとして
は、例えば実開昭５７−５９１０２号公報に記載されて
いるようなものが知られている。このものは、トレッド
部に画成された陸部の幅方向両端部にそれぞれ単一曲率
半径の弧状部を面取り領域として設けている。そして、
このように陸部の幅方向両端部に弧状部を設けると、大
舵角域での陸部に作用する力の分布が改善され、最大コ
ーナリングフォースの値が大きくなってグリップ性能が
向上する。BACKGROUND ART Conventionally, as a pneumatic tire having a land portion in a tread portion, for example, one described in Japanese Utility Model Application Publication No. 57-59102 is known. In this tire, arcuate portions with a single radius of curvature are provided as chamfered regions at both ends in the width direction of a land portion defined in the tread portion. and,
Providing the arcuate portions at both ends of the land portion in the width direction improves the distribution of force acting on the land portion in a large steering angle region, increases the value of the maximum cornering force, and improves grip performance.

が　　しようと　る しかしながら、このような従来の空気入りタイヤにあっ
ては、両弧状部の面積分だけ各陸部の接地面積が減少す
るため、微小舵角城におけるコーナリングパワーが低下
してしまうという問題点がある。However, with such conventional pneumatic tires, the contact area of each land part is reduced by the area of both arcuate parts, resulting in a decrease in cornering power at small steering angles. There is a problem.

この発明は、大舵角域における最大コーナリングフォー
スのみならず微小舵角誠におけるコーナリングパワーを
も上昇させることができる空気ＭＩＩＭノ」９４−十日
ノ４Ｆ一番−１＋−１＋曽−１：＋−−増し→トコ一こ
のような目的は、複数の広溝により画成された陸部をト
レッド部に有する空気入りタイヤにおいて、前記陸部の
少なくとも幅方向片端部に幅方向に離れた曲率半径の異
なる複数の弧状部から構成された面取り領域を設けると
ともに、前記弧状部の曲率半径を陸部の幅方向中央から
幅方向端に向かうに従い小とすることにより達成するこ
とができる。This invention is an air MIIM which can increase not only the maximum cornering force in a large steering angle range but also the cornering power in a small steering angle. --Increase→Toko1 This purpose is to provide a pneumatic tire having a land portion defined by a plurality of wide grooves in the tread portion, with a radius of curvature that is spaced apart in the width direction at least at one end of the land portion in the width direction. This can be achieved by providing a chamfered region composed of a plurality of arcuate portions having different values, and by making the radius of curvature of the arcuate portion smaller from the widthwise center of the land portion toward the widthwise end.

この発明においては、陸部の少なくとも幅方向片端部に
弧状部から構成された面取り領域を設けているので、大
舵角域での陸部に作用する力の分布が改善され、最大コ
ーナリングフォースの値が大きくなる。また、この発明
では、各面取り領域を幅方向に離れた曲率半径の異なる
複数の弧状部から構成するとともに、これら弧状部の曲
率半径を陸部の幅方向中央から幅方向端に向かうに従い
小としている。このため、このようなタイヤに荷重を作
用させると、幅方向中央側の曲率半径が大きな弧状部が
変形によって容易に接地する。この結果、タイヤの接地
面積が増大し微小舵角域におけるコーナリングパワーが
上昇するのである。In this invention, since the chamfered area composed of an arc-shaped portion is provided at least at one end in the width direction of the land portion, the distribution of force acting on the land portion in a large steering angle region is improved, and the maximum cornering force is The value increases. Further, in the present invention, each chamfered region is constituted by a plurality of arcuate portions having different radii of curvature and are spaced apart in the width direction, and the radius of curvature of these arcuate portions decreases from the center of the land portion in the width direction toward the ends in the width direction. There is. Therefore, when a load is applied to such a tire, the arcuate portion having a large radius of curvature on the center side in the width direction easily contacts the ground due to deformation. As a result, the ground contact area of the tires increases and the cornering power in the small steering angle region increases.

また、請求項２に記載のように構成すれば、コーナリン
グフォース、コーナリングフォーヲ効果的に上昇させる
ことができる。Further, with the configuration as set forth in claim 2, cornering force and cornering force can be effectively increased.

支ム１ 以下、この発明の一実施例を図面に基づいて説明する。Support 1 Hereinafter, one embodiment of the present invention will be described based on the drawings.

＄１．２図において、　■は空気入りタイヤであり、こ
のタイヤ　１のトレッド部２の外表面には複数本の周方
向に延びる広溝として主溝３が形成され、これら主溝３
問および主溝３とトレッド端４、５との間には陸部とし
ての複数本のリブ６が画成される。なお、これら陸部は
前述のような主溝および広溝としての軸方向に延びる横
溝の双方によって画成されたブロックであってもよい、
各リブ６の幅方向両端部（トレッド端４．５を除く）に
はそれぞれこれらリブ６の幅方向両端エツジを丸めた面
取り領域１０．１１が設けられ、各面取り領域１０．１
１は幅方向に離れた曲率半径の異なる複数、この実施例
では２種類の弧状部１２．１３から構成されている。こ
のように各面取り領域１０．１１が弧状部１２．１３か
ら構成されているので、大舵角域でのリブ６に作用する
力の分布が改善され、最大コーナリングフォースの値が
大きくなる。また、前記弧状部１２、工３の曲率半径Ｐ
、Ｒはリブ６の幅方向中央から幅方向両端に向かうに従
い小径となっている。即ち、弧状部１２では曲率半径Ｐ
が大径と、弧状部１３では曲率半径Ｒが小径となってい
る。この結果、このようなタイヤ１に荷重を作用ごせる
と、幅方向中央側の曲率半径が大きな弧状部１２の大部
分あるいは全部が変形によって容易に接地し、これによ
り、タイヤ１の接地面積が増大して微小舵角域における
コーナリングパワーが上昇するのである。ここで、前記
リブ６の幅をＷとしたとき、弧状部１２の曲率半径Ｐは
後述する幅Ｓの２．５倍以上であることが好ましく、一
方、弧状部１３の曲率半径Ｒは曲率半径Ｐの０．５倍以
下で表　　フ　　−Ｌ　ユｔｈア　−ヒ　ＩＩ　　　　
　　　ム　ｎ−旧　−ゴ　斗　　　　ｄｂ　１ｚ　皐　
εＪＣＤ　　病く幅Ｓの２．５倍未満であると、荷重を
タイヤ１に作用させたとき、弧状部１２の一部しか接地
せず、充分な接地面積の増加が図れないからであり、方
、曲率半径Ｒが幅曲率半径Ｐの０．５倍を超えていると
、荷重をタイヤ１に作用させたとき、弧状部１２のみな
らず弧状部１３までも踏み込みと同時に接地して大舵角
域での最大コーナリングフォースが低下するからである
。また、前記面取り領域１０．１１の幅Ｓは前記リブ６
の幅Ｗの０．１３倍から０゜２５倍の範囲内とすること
が好ましい、その理由は、０．１３倍未満であると、大
舵角域における最大コーナリングフォースが低くなって
しまうからであり、一方、０．２５倍を超えると、大舵
角域における最大コーナリングフォースおよび微小舵角
域におけるコーナリングパワーの双方が低くなってしま
うからである。なお、前記陸部が第３図に示すようなブ
ロック２０から構成されている場合には、ブロック２０
の周方向一端Ｇにおける面取り領域１０．１１の幅Ｓ１
よりブロック２０の周方向他端（一端ｎ　１−ＬＩ　Ｉ
ｉ’ｉＴ　ＩＧ士商曲士−待署＋ス）口じ訟Ｌ＋ス面獅
り領域１Ｏ１１１の幅Ｓ２が大となるよう、面取り領域
１０．１１の幅Ｓをタイヤ１の周方向に沿って変化させ
てもよい、このようにすれば、踏込み時に各ブロック２
０の踏込み側端部に発生する高い接地圧が低下するため
、より大きな最大コーナリングフォースが期待できる。In Figure 1.2, ① is a pneumatic tire, and main grooves 3 are formed on the outer surface of the tread portion 2 of this tire 1 as a plurality of wide grooves extending in the circumferential direction.
A plurality of ribs 6 as land portions are defined between the main groove 3 and the tread ends 4 and 5. Note that these land portions may be blocks defined by both the main groove and the horizontal groove extending in the axial direction as the wide groove as described above.
Chamfered regions 10.11 are provided at both ends of each rib 6 in the width direction (excluding the tread edge 4.5), and each chamfered region 10.1 is formed by rounding the edges of both ends of the ribs 6 in the width direction.
1 is composed of a plurality of arcuate portions 12 and 13 having different radii of curvature and separated in the width direction, and in this embodiment, two types of arcuate portions 12 and 13. Since each chamfered region 10.11 is constituted by the arcuate portion 12.13 in this way, the distribution of the force acting on the rib 6 in the large steering angle region is improved, and the value of the maximum cornering force is increased. In addition, the radius of curvature P of the arcuate portion 12 and the workpiece 3
, R become smaller in diameter from the center in the width direction of the rib 6 toward both ends in the width direction. That is, in the arcuate portion 12, the radius of curvature P
has a large diameter, and the radius of curvature R of the arcuate portion 13 has a small diameter. As a result, when a load is applied to such a tire 1, most or all of the arcuate portion 12 with a large radius of curvature on the center side in the width direction easily contacts the ground due to deformation, thereby increasing the ground contact area of the tire 1. This increases the cornering power in the small steering angle range. Here, when the width of the rib 6 is W, the radius of curvature P of the arcuate portion 12 is preferably at least 2.5 times the width S, which will be described later, while the radius of curvature R of the arcuate portion 13 is the radius of curvature. 0.5 times or less of P
Mu n-old -goto db 1z 琐
If εJCD is less than 2.5 times the width S, when a load is applied to the tire 1, only a part of the arcuate portion 12 will touch the ground, making it impossible to increase the ground contact area sufficiently. If the radius of curvature R is more than 0.5 times the width radius of curvature P, when a load is applied to the tire 1, not only the arcuate portion 12 but also the arcuate portion 13 will touch the ground at the same time as the pedal is pressed down, resulting in a large steering angle. This is because the maximum cornering force in the area decreases. Moreover, the width S of the chamfered area 10.11 is the width S of the chamfered area 10.11 of the rib 6.
It is preferable that the width W be within the range of 0.13 times to 0°25 times, because if it is less than 0.13 times, the maximum cornering force in the large steering angle region will be low. On the other hand, if it exceeds 0.25 times, both the maximum cornering force in the large steering angle region and the cornering power in the small steering angle region will become low. In addition, when the land portion is composed of blocks 20 as shown in FIG. 3, the blocks 20
The width S1 of the chamfered area 10.11 at one circumferential end G of
The other end in the circumferential direction of the block 20 (one end n 1 - LI I
The width S of the chamfered area 10.11 is adjusted along the circumferential direction of the tire 1 so that the width S2 of the chamfered area 10.11 is large. You can change it. If you do this, each block 2 will change when you step on it.
Since the high ground pressure generated at the 0 pedal end is reduced, greater maximum cornering force can be expected.

この場合、面取り領域１０．１１の幅方向内端とタイヤ
１の周方向との交差角Ｊは５度から１０度の範囲内が好
ましい、また、前記面取り領域１０．１１の半径方向高
さＬは第２図に示すように主溝３の深さＤの０．２４倍
から０．７倍の範囲が好ましい。In this case, the intersection angle J between the widthwise inner end of the chamfered region 10.11 and the circumferential direction of the tire 1 is preferably within the range of 5 degrees to 10 degrees, and the radial height L of the chamfered region 10.11 is preferably within the range of 5 degrees to 10 degrees. is preferably in the range of 0.24 to 0.7 times the depth D of the main groove 3, as shown in FIG.

次に、第１試験例を説明する。この試験に当っては、各
リブの幅方向両端部に単一曲率半径２０＋＋＋ｅの弧状
の面取り部が設けられた比較タイヤと、各リブの幅方向
両端部に曲率半径Ｐが７５璽肩の弧状部と曲率半径Ｒが
７謬■の弧状部とからなる面取り部がそれぞれ設けられ
た供試タイヤと、を準備した。ここで、前記各タイヤの
サイズは２２５１５０Ｒ１７であり、主溝の深さＤは８
．５ｍｍであった。また、比較タイヤにおける面取り部
の幅および高さはそれぞれ１２ｍｍおよび４■であり、
一方、供試タイヤにおける面取り部の幅Ｓおよび高さＬ
もそれぞれ１２ｓ薦および４肩璽であった０次に、この
ような各タイヤに２．０ｋｇ／Ｃｍ’の内圧を充填した
後、ＪＡＴＭＡ規格の１０％の荷重を作用させたときの
各タイヤの接地幅を測定した。その結果を指数表示で示
すと、比較タイヤでは１００であったが供試タイヤでは
　１１０であった。ここで、指数１００は実際には１２
ｍｍである。次に、このような各タイヤにＪＡＴＭＡ規
格の　１５０％の荷重を作用させ、再び各タイヤの接地
幅を測定した。その結果を指数表示で示すと、従来タイ
ヤでは２４０、供試タイヤでは２８０となった。このよ
うに、供試タイヤにあっては、大きな荷重が作用すると
、接地面積が大幅に増加していることが理解できる０次
に、このような各タイヤにＪＡＴＭＡ規格の１５０％の
荷重を作用させた後、試験ドラム上を時速５０に蓋で走
行させながらスリップ角を次々と変化させ、最大コーナ
リングフォースを測定するとともに、スリップ角１度の
ときのコーナリングパワーを測定した。その結果を指数
表示で示すと、比較タイヤでは最大コーナリングフォー
スおよびコーナリングパワーは共に　１００にあるのに
対し、供試タイヤではそれぞれ　１０４および　１０日
に上昇していた。Next, a first test example will be explained. In this test, a comparative tire with an arc-shaped chamfered portion with a single radius of curvature of 20+++e was provided at both ends in the width direction of each rib, and an arc-shaped chamfer with a radius of curvature P of 75 mm at both ends in the width direction of each rib. A test tire was prepared, each having a chamfered portion consisting of a curved portion and an arc-shaped portion having a radius of curvature R of 7 mm. Here, the size of each tire is 225150R17, and the depth D of the main groove is 8.
．． It was 5 mm. In addition, the width and height of the chamfer in the comparative tire are 12 mm and 4 mm, respectively.
On the other hand, the width S and height L of the chamfer in the test tire
The tires were also 12s recommended and 4mm, respectively.Next, after each tire was filled with an internal pressure of 2.0kg/Cm', the load of 10% of the JATMA standard was applied to each tire. The contact width was measured. When the results are expressed as an index, the comparative tire had an index of 100, while the test tire had an index of 110. Here, the index 100 is actually 12
It is mm. Next, a load of 150% of the JATMA standard was applied to each tire, and the contact width of each tire was measured again. When the results are expressed as an index, it was 240 for the conventional tire and 280 for the test tire. In this way, it can be seen that when a large load is applied to the test tires, the ground contact area increases significantly. After that, the slip angle was successively changed while running the lid on the test drum at a speed of 50 per hour, and the maximum cornering force was measured, as well as the cornering power when the slip angle was 1 degree. When the results are expressed as an index, the maximum cornering force and cornering power of the comparison tire were both 100, while the test tire had an increase of 104 and 10 days, respectively.

次に、第２試験例を説明する。この試験に当っては、前
記供試タイヤと同様のタイヤを５本準備したが、それぞ
れのタイヤのＳ／Ｗの値を異ならせている。即ち、供試
タイヤ１で幅Ｓ／Ｗの値は０、ｌＯであり、供試タイヤ
２では０．１３であり、供試タイヤ３では０．１９であ
り、供試タイヤ４では０．２５であり、供試タイヤ５で
は０．２７である。次に、これら各タイヤにＪＡＴＭＡ
規格の１５０％の荷重を作用させた後、試験ドラム上を
時速５０ｋｍで走行させながらスリップ角を次々と変化
させ、最大コーナリングフォースを測定するとともに、
スリップ角１度のときのコーナリングパワーを測定した
。Next, a second test example will be explained. For this test, five tires similar to the above-mentioned test tires were prepared, but each tire had a different S/W value. That is, the width S/W value for test tire 1 is 0, lO, for test tire 2 it is 0.13, for test tire 3 it is 0.19, and for test tire 4 it is 0.25. and for test tire 5, it is 0.27. Next, JATMA is applied to each of these tires.
After applying a load of 150% of the standard, the slip angle was successively changed while running on the test drum at 50 km/h, and the maximum cornering force was measured.
Cornering power was measured at a slip angle of 1 degree.

その結果を指数表示で示すと、最大コーナリングフォー
スは、供試タイヤ１では９７、供試タイヤ２では　１０
３．供試タイヤ３では１０４、供試タイヤ４４Ｉ↓　　
１＾ハ　　ｌ妊ｅ　々　ノ　鼾　Ｑ　づＩ↓Ｏワづ　東
　Ｌｌ　　　　士４コーナリングパワーは、供試タイヤ
ｌでは１００、供試タイヤ２では　１０１、供試タイヤ
３では　１０２、供試タイヤ４では　１００、供試タイ
ヤ５では９２であった。このように、Ｓ／Ｗの値が０．
１３から０．２５の範囲を外れると、最大コーナリング
フォースの値が低くなり、また、Ｓ／Ｗの値が０．２５
を超えると、コーナリングパワーの値が低くなり充分な
グリップ力を期待できないのである。Showing the results in index form, the maximum cornering force is 97 for test tire 1 and 10 for test tire 2.
3. Test tire 3 is 104, test tire 44I↓
1^ha l pregnancy e n snoring Q zuI↓Owazu East Ll 4 cornering power is 100 for test tire l, 101 for test tire 2, 102 for test tire 3, and 102 for test tire 4. 100, and 92 for test tire 5. In this way, the S/W value is 0.
If the value is outside the range of 13 to 0.25, the maximum cornering force value will be low, and the S/W value will be 0.25.
If this value is exceeded, the value of cornering power becomes low and sufficient grip cannot be expected.

なお、前述の実施例においては、面取り領域１Ｏ１１１
を２種類の弧状部１２．１３から構成したが、この発明
においては３種類以上の弧状部から構成してもよい、ま
た、前述の実施例においては、全てのリブ６に弧状部１
２．１３からなる面取り領域１Ｏ１１１を設けたが、こ
の発明においては、いずれか１個のリブ６に設けるよう
にしてもよい、さらに、前述の実施例においては、Ｌ／
Ｄの値をいずれの面取り領域１Ｏ１１１においても同一
としたが、この発明においては、トレッド半径の影響を
考慮してＬ／Ｄの値をタイヤ赤道面側では小さく、その
反対側では太きくしてもよく、このようにすれば、舵角
右辺り左切り時の効果を有効に利用できる。また、前述
の実施例においては、リブ６の幅方向両端部にそれぞれ
面取り領域１Ｏ２１１を設けるようにしたが、この発明
においては、幅方向片端部にのみ面取り領域を設けるよ
うにしてもよい。In addition, in the above-mentioned embodiment, the chamfered area 1O111
is composed of two types of arcuate portions 12 and 13, but in this invention it may be composed of three or more types of arcuate portions.In addition, in the above-mentioned embodiment, all the ribs 6 have arcuate portions 12 and 13.
Although the chamfered region 1O111 consisting of 2.13 is provided, in this invention, it may be provided on any one rib 6.Furthermore, in the above embodiment, the chamfered region 1O111 consisting of L/
Although the value of D is the same in any chamfered area 1O111, in this invention, considering the influence of the tread radius, the value of L/D is small on the tire equatorial side and thick on the opposite side. If you do this, you can effectively utilize the effect of turning left around the right steering angle. Further, in the above embodiment, the chamfered areas 1O211 are provided at both ends of the rib 6 in the width direction, but in the present invention, the chamfered areas may be provided only at one end in the width direction.

この場合には、前記面取り領域を設けた側が車両の幅方
向中央から離れた側となるよう、タイヤ　１を車両に装
着する。これは、車両の旋回時、装着外側のタイヤ　ｌ
には車両の幅方向中央に向かう大きな横力が作用するが
、この横力によりタイヤ　１を変形させて面取り領域を
接地させ、接地面積を増大させるためである。In this case, the tire 1 is mounted on the vehicle so that the side on which the chamfered area is provided is the side away from the center in the width direction of the vehicle. This means that when the vehicle turns, the outer tire l
A large lateral force acts on the tire 1 toward the center in the width direction of the vehicle, and this lateral force deforms the tire 1 to bring the chamfered area into contact with the ground, thereby increasing the ground contact area.

ｌ豆二蓋」 以上説明したように、この発明によれば、大舵角域にお
ける最大コーナリングフォースのみならず微小舵角域に
おけるコーナリングパワーをも上昇させることができる
。As explained above, according to the present invention, it is possible to increase not only the maximum cornering force in a large steering angle region but also the cornering power in a small steering angle region.

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

第１図はこの発明の一実施例を示すタイヤの子午線断面
図、第２図は第１図で示した陸部の拡大断面図、第３図
はこの発明の他の実施例を示す陸部の部分斜視図である
。 １・・・空気入りタイヤ　３・・・広溝４・・・トレッ
ド部　　　６．２０・・・陸部１０．１１・・パ面取り
部　　１２．１３・・・弧状部Ｐ、Ｒ・・・曲率半径FIG. 1 is a meridian sectional view of a tire showing one embodiment of the invention, FIG. 2 is an enlarged sectional view of the land portion shown in FIG. 1, and FIG. 3 is a land portion showing another embodiment of the invention. FIG. 1... Pneumatic tire 3... Wide groove 4... Tread part 6.20... Land part 10.11... Chamfered part 12.13... Arcuate part P, R... Curvature radius

Claims (2)

【特許請求の範囲】[Claims] （１）複数の広溝により画成された陸部をトレッド部に
有する空気入りタイヤにおいて、前記陸部の少なくとも
幅方向片端部に幅方向に離れた曲率半径の異なる複数の
弧状部から構成された面取り領域を設けるとともに、前
記弧状部の曲率半径を陸部の幅方向中央から幅方向端に
向かうに従い小としたことを特徴とする空気入りタイヤ
。(1) A pneumatic tire having a land portion defined by a plurality of wide grooves in the tread portion, wherein at least one widthwise end of the land portion is composed of a plurality of arcuate portions having different radii of curvature and spaced apart in the width direction. 1. A pneumatic tire characterized in that a chamfered region is provided, and the radius of curvature of the arcuate portion decreases from the center in the width direction of the land portion toward the end in the width direction. （２）前記面取り領域の幅Ｓを陸部の幅Ｗの０．１３倍
から０．２５倍の範囲内とした請求項１記載の空気入り
タイヤ。(2) The pneumatic tire according to claim 1, wherein the width S of the chamfered area is within a range of 0.13 to 0.25 times the width W of the land portion.
JP2043686A 1990-02-23 1990-02-23 Pneumatic tire Expired - Fee Related JP3001220B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2043686A JP3001220B2 (en) 1990-02-23 1990-02-23 Pneumatic tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2043686A JP3001220B2 (en) 1990-02-23 1990-02-23 Pneumatic tire

Publications (2)

Publication Number Publication Date
JPH03246104A true JPH03246104A (en) 1991-11-01
JP3001220B2 JP3001220B2 (en) 2000-01-24

Family

ID=12670726

Family Applications (1)

Application Number Title Priority Date Filing Date
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Country Link
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Cited By (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0593288A1 (en) * 1992-10-14 1994-04-20 Sumitomo Rubber Industries Limited Pneumatic tyre
EP0602989A1 (en) * 1992-12-16 1994-06-22 Sumitomo Rubber Industries, Co. Ltd Pneumatic tyre
US5417268A (en) * 1992-12-04 1995-05-23 The Yokohama Rubber Co., Ltd. Pneumatic radial tire for heavy loads
US5450885A (en) * 1992-08-25 1995-09-19 Sumitomo Rubber Industries, Ltd. Pneumatic tire including a tread with circumferential grooves
US5595619A (en) * 1992-10-14 1997-01-21 Sumitomo Rubber Industries, Ltd. Pneumatic tire including shoulder parts
US5603785A (en) * 1994-05-06 1997-02-18 The Goodyear Tire & Rubber Company Tire including two aquachannels on one side
US5628843A (en) * 1993-12-29 1997-05-13 Sumitomo Rubber Industries, Ltd. Pneumatic tire with groove having three different cross-sectional shapes
US5658404A (en) * 1994-04-15 1997-08-19 The Goodyear Tire & Rubber Company Radial pneumatic light truck or automobile tire
US5688342A (en) * 1993-12-27 1997-11-18 Sumitomo Rubber Industries, Ltd. Pneumatic tire having ground contacting area
US5957179A (en) * 1993-11-03 1999-09-28 The Goodyear Tire & Rubber Company Pneumatic tire having improved wet traction
US5964267A (en) * 1994-05-10 1999-10-12 Uniroyal Englebert Reifen Gmbh Tread configuration
WO2000050252A1 (en) * 1999-02-22 2000-08-31 Bridgestone Corporation Pneumatic tire
US6302174B1 (en) * 1998-04-17 2001-10-16 Sumitomo Rubber Industries, Ltd. Pneumatic tire
US6332485B1 (en) * 1997-05-02 2001-12-25 Bridgestone Corporation Pneumatic tire including rib-shaped lands
JP2002036826A (en) * 2000-07-28 2002-02-06 Bridgestone Corp Pneumatic tire
JP2002036824A (en) * 2000-07-28 2002-02-06 Bridgestone Corp Pneumatic tire
US6722408B2 (en) * 1999-01-29 2004-04-20 Bridgestone Corporation Pneumatic tire including land portion having arcuate and convex tread surface
EP1541382A1 (en) * 2002-09-10 2005-06-15 The Yokohama Rubber Co., Ltd. Pneumatic tire
JP2008254596A (en) * 2007-04-05 2008-10-23 Toyo Tire & Rubber Co Ltd Pneumatic tire
US20100018619A1 (en) * 2007-02-14 2010-01-28 Toyo Tire & Rubber Co., Ltd. Pneumatic Tire
JP2011046260A (en) * 2009-08-26 2011-03-10 Sumitomo Rubber Ind Ltd Pneumatic tire
CN102438846A (en) * 2009-05-22 2012-05-02 株式会社普利司通 Tire
WO2015033793A1 (en) * 2013-09-04 2015-03-12 株式会社ブリヂストン Pneumatic tire
JP2015131634A (en) * 2013-12-13 2015-07-23 株式会社ブリヂストン pneumatic tire
CN105142932A (en) * 2013-03-18 2015-12-09 株式会社普利司通 Tire

Cited By (40)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5450885A (en) * 1992-08-25 1995-09-19 Sumitomo Rubber Industries, Ltd. Pneumatic tire including a tread with circumferential grooves
US5595619A (en) * 1992-10-14 1997-01-21 Sumitomo Rubber Industries, Ltd. Pneumatic tire including shoulder parts
EP0593288A1 (en) * 1992-10-14 1994-04-20 Sumitomo Rubber Industries Limited Pneumatic tyre
US5810953A (en) * 1992-10-14 1998-09-22 Sumitomo Rubber Industries, Ltd. Pneumatic tire including two grooves and two rubber parts
US5417268A (en) * 1992-12-04 1995-05-23 The Yokohama Rubber Co., Ltd. Pneumatic radial tire for heavy loads
EP0602989A1 (en) * 1992-12-16 1994-06-22 Sumitomo Rubber Industries, Co. Ltd Pneumatic tyre
US5957179A (en) * 1993-11-03 1999-09-28 The Goodyear Tire & Rubber Company Pneumatic tire having improved wet traction
US5688342A (en) * 1993-12-27 1997-11-18 Sumitomo Rubber Industries, Ltd. Pneumatic tire having ground contacting area
US5628843A (en) * 1993-12-29 1997-05-13 Sumitomo Rubber Industries, Ltd. Pneumatic tire with groove having three different cross-sectional shapes
US5658404A (en) * 1994-04-15 1997-08-19 The Goodyear Tire & Rubber Company Radial pneumatic light truck or automobile tire
US5603785A (en) * 1994-05-06 1997-02-18 The Goodyear Tire & Rubber Company Tire including two aquachannels on one side
US5964267A (en) * 1994-05-10 1999-10-12 Uniroyal Englebert Reifen Gmbh Tread configuration
US6332485B1 (en) * 1997-05-02 2001-12-25 Bridgestone Corporation Pneumatic tire including rib-shaped lands
US6302174B1 (en) * 1998-04-17 2001-10-16 Sumitomo Rubber Industries, Ltd. Pneumatic tire
US6722408B2 (en) * 1999-01-29 2004-04-20 Bridgestone Corporation Pneumatic tire including land portion having arcuate and convex tread surface
WO2000050252A1 (en) * 1999-02-22 2000-08-31 Bridgestone Corporation Pneumatic tire
JP4608103B2 (en) * 1999-02-22 2011-01-05 株式会社ブリヂストン Pneumatic tire
US6910512B1 (en) 1999-02-22 2005-06-28 Bridgestone Corporation Pneumatic tire having peripheral protuberant portion on each block
JP2002036826A (en) * 2000-07-28 2002-02-06 Bridgestone Corp Pneumatic tire
JP2002036824A (en) * 2000-07-28 2002-02-06 Bridgestone Corp Pneumatic tire
JP4571282B2 (en) * 2000-07-28 2010-10-27 株式会社ブリヂストン Pneumatic tire
EP1541382A4 (en) * 2002-09-10 2007-05-02 Yokohama Rubber Co Ltd Pneumatic tire
EP1541382A1 (en) * 2002-09-10 2005-06-15 The Yokohama Rubber Co., Ltd. Pneumatic tire
US7478657B2 (en) * 2002-09-10 2009-01-20 The Yokohama Rubber Co., Ltd. Pneumatic tire with ground contact surface of land portion having circular arcs
US8511357B2 (en) * 2007-02-14 2013-08-20 Toyo Tire & Rubber Co., Ltd. Pneumatic tire with tread having main grooves and sipes
US20100018619A1 (en) * 2007-02-14 2010-01-28 Toyo Tire & Rubber Co., Ltd. Pneumatic Tire
JP2008254596A (en) * 2007-04-05 2008-10-23 Toyo Tire & Rubber Co Ltd Pneumatic tire
US8627863B2 (en) * 2009-05-22 2014-01-14 Bridgestone Corporation Tire having air chambers in rib-shaped land portion
CN102438846A (en) * 2009-05-22 2012-05-02 株式会社普利司通 Tire
US20120132336A1 (en) * 2009-05-22 2012-05-31 Bridgestone Corporation Tire
JP2011046260A (en) * 2009-08-26 2011-03-10 Sumitomo Rubber Ind Ltd Pneumatic tire
CN102001265A (en) * 2009-08-26 2011-04-06 住友橡胶工业株式会社 Pneumatic tire
CN105142932A (en) * 2013-03-18 2015-12-09 株式会社普利司通 Tire
US20160009143A1 (en) * 2013-03-18 2016-01-14 Bridgestone Corporation Tire
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JP2015048046A (en) * 2013-09-04 2015-03-16 株式会社ブリヂストン Pneumatic tire
CN105916706A (en) * 2013-09-04 2016-08-31 株式会社普利司通 Pneumatic tire
US10093133B2 (en) 2013-09-04 2018-10-09 Bridgestone Corporation Pneumatic tire
JP2015131634A (en) * 2013-12-13 2015-07-23 株式会社ブリヂストン pneumatic tire

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