JPH0342306A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH0342306A JPH0342306A JP1177139A JP17713989A JPH0342306A JP H0342306 A JPH0342306 A JP H0342306A JP 1177139 A JP1177139 A JP 1177139A JP 17713989 A JP17713989 A JP 17713989A JP H0342306 A JPH0342306 A JP H0342306A
- Authority
- JP
- Japan
- Prior art keywords
- groove
- circumferential
- curvature
- tire
- 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.)
- Pending
Links
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
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
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
- B60C11/1323—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls asymmetric
-
- 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
- B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
［発明の目的］
（産業上の利用分野）
本発明は空気入りタイヤの改良に関し、さらに詳しくは
高速耐久性を維持しつつ、偏摩耗を改良した空気入りタ
イヤに関するものである。[Detailed Description of the Invention] [Object of the Invention] (Industrial Application Field) The present invention relates to an improvement of a pneumatic tire, and more particularly to a pneumatic tire that maintains high-speed durability and improves uneven wear. It is.
（従来の技術）
一般に、自動車用空気入りタイヤは、そのトレッドに様
々なブロックパターンを形成することによって、高性能
化が図られている。(Prior Art) Generally, the performance of pneumatic tires for automobiles is improved by forming various block patterns on their treads.
第１図はブロックパターンを備えた空気入りタイヤのト
レッド展開図を示し、トレッド踏面部Ｔは周方向中心線
に沿った周方向主情１の両側に、複数の周方向溝１−１
．１−２．１−３及び１−４がタイヤの周方向に平行に
設けられ、これらの周方向溝と交わる向きに周方向に向
かって所定間隔を以て配置した横方向溝３によって、多
数の陸部（ブロック）が形成されている。FIG. 1 shows a tread development view of a pneumatic tire with a block pattern, and the tread surface T has a plurality of circumferential grooves 1-1 on both sides of the circumferential main surface 1 along the circumferential center line.
．． 1-2.1-3 and 1-4 are provided in parallel to the circumferential direction of the tire, and a large number of land A section (block) is formed.
そして、第３図に示したように、各周方向溝はその断面
が、通常Ｕ字状となっており、その側壁の傾斜角度及び
側壁から溝底に連なる部分の曲率半径ｒＱは、谷溝とも
比較的小さく、且つ左右対称に形成されていた。As shown in Fig. 3, the cross section of each circumferential groove is usually U-shaped, and the inclination angle of the side wall and the radius of curvature rQ of the part extending from the side wall to the groove bottom are similar to that of the valley groove. Both were relatively small and symmetrically formed.
しかるに、近年のタイヤの高性能化の要求、特にコーナ
リングの限界速度の著しい向上にともない、ブロックの
周方向溝に沿った側縁部における偏摩耗の問題が顕著に
なっており、この偏摩耗はコーナリング時にタイヤの幅
方向外側から中心方向に向かって路面からタイヤ踏面に
加えられる外力に比して、ブロックの周方向溝に沿った
側縁部の剛性が弱いためこの部分に発生すると考えられ
ていた。However, in recent years, with the demand for higher performance tires, especially with the significant increase in cornering speed limits, the problem of uneven wear at the side edges along the circumferential groove of the block has become more prominent. It is thought that this force is generated in this area because the rigidity of the side edges along the circumferential groove of the block is weak compared to the external force applied from the road surface to the tire tread from the outside in the width direction toward the center of the tire during cornering. Ta.
したがって、上記偏摩耗の問題を改良する従来手段とし
ては、第４図に示したように、タイヤの周方向溝の側壁
から溝底に連なる部分の曲率半径Ｒｏを左右共に大きく
して、ブロックの周方向溝に沿った側縁部の剛性を高め
る方法がとられてきた。Therefore, as a conventional means to improve the above-mentioned problem of uneven wear, as shown in FIG. Methods have been taken to increase the rigidity of the side edges along the circumferential groove.
（発明が解決しようとする課題）
しかしながら、タイヤの周方向溝の側壁から溝底に連な
る部分の曲率半径ＲＯを左右共に大きくすることは、ブ
ロックボリュウムの不必要な増加を招き、高性能タイヤ
としての高速耐久性、特に対熱耐久性能を低下させると
いう問題があるため、偏摩耗性の改善と高速耐久性を両
立させることは困難であった。(Problem to be Solved by the Invention) However, increasing the radius of curvature RO of the portion from the side wall to the groove bottom of the circumferential groove of the tire on both the left and right sides will lead to an unnecessary increase in the block volume, which is not suitable for high-performance tires. Because of the problem of deteriorating high-speed durability, especially heat resistance performance, it has been difficult to achieve both improvement in uneven wear resistance and high-speed durability.
そこで、本発明の課題は、上述した従来の空気入りタイ
ヤが有する問題点を解決することにある。Therefore, an object of the present invention is to solve the problems of the conventional pneumatic tires described above.
したがって本発明の目的は、高速耐久性を維持しつつ、
偏摩耗性を改良した空気入りタイヤを提供することにあ
る。Therefore, an object of the present invention is to maintain high-speed durability while
An object of the present invention is to provide a pneumatic tire with improved uneven wear properties.
［発明の構成］
（課題を解決するための手段）
すなわち、本発明の空気入りタイヤは、周方向中心線の
両側に夫々中なくとも１本の周方向溝と、これらの周方
向溝と交わる向きに周方向に向かって所定間隔を以て配
置した横方向溝と、上記周方向溝及び横方向溝によって
区分された陸部を含むトレッドを備えたタイヤにおいて
、上記周方向溝の側壁から溝底に連なる部分を、軸方向
外側がｒ、軸方向内側がＲの曲率半径を有し、且つｒ＜
Ｈの関係にある円弧によって形成したことを特徴とする
。[Structure of the Invention] (Means for Solving the Problems) That is, the pneumatic tire of the present invention has at least one circumferential groove on each side of the circumferential center line, and intersects with these circumferential grooves. In a tire equipped with a tread including lateral grooves arranged at predetermined intervals in the circumferential direction, and a land section separated by the circumferential groove and the lateral groove, from the side wall of the circumferential groove to the groove bottom. The continuous portion has a radius of curvature of r on the axially outer side and R on the axially inner side, and r<
It is characterized by being formed by circular arcs having the relationship H.
（作用）
本発明の空気入りタイヤは、周方向溝の軸方向内側にお
ける側壁から溝底に連なる部分の曲率半径Ｒを大きく形
成したため、この側壁につらなる陸部の軸方向外側部分
の横方向剛性が高められ、偏摩耗の発生を効果的に防止
することができる。(Function) In the pneumatic tire of the present invention, since the radius of curvature R of the portion connected from the sidewall to the groove bottom on the axially inner side of the circumferential groove is large, the lateral rigidity of the axially outer portion of the land portion connected to this sidewall is increased. is increased, and the occurrence of uneven wear can be effectively prevented.
また、本発明の空気入りタイヤは、偏摩耗の影響が少い
周方向溝の軸方向外側における側壁から溝底に連なる部
分の曲率半径ｒを、上記曲率半径Ｒよりも小さく形成し
たため、ブロックボリュウムの不要な増加が防止でき、
高速耐久性を理想的範囲に維持することができる。Furthermore, in the pneumatic tire of the present invention, the radius of curvature r of the portion extending from the side wall to the groove bottom on the axially outer side of the circumferential groove, which is less affected by uneven wear, is formed to be smaller than the radius of curvature R, so that the block volume can be increased. can prevent unnecessary increases in
High-speed durability can be maintained within an ideal range.
したがって、本発明の空気入りタイヤは、高速耐久性を
維持しつつ、その偏摩耗性を大幅に改善したものであり
、高性能自動車用タイヤとしてのすぐれた特性を有して
いる。Therefore, the pneumatic tire of the present invention has significantly improved uneven wear resistance while maintaining high-speed durability, and has excellent characteristics as a high-performance automobile tire.
（実施例）
以下、図面にしたがって本発明の空気入りタイヤの実施
例について、詳細に説明する。(Example) Hereinafter, examples of the pneumatic tire of the present invention will be described in detail according to the drawings.
第１図は本発明の空気入りタイヤのトレッド展開図、第
２図（ａ）〜（ｄ）は夫々第１図におけるＩ＝Ｉ〜ＩＶ
−ｒＶ周方向溝の断面説明図である。FIG. 1 is a tread development view of a pneumatic tire of the present invention, and FIGS. 2(a) to (d) are I=I to IV in FIG. 1, respectively.
-rV is a cross-sectional explanatory diagram of a circumferential groove.
すなわち、第１図に示した本発明の空気入りタイヤのト
レッド部Ｔは、周方向中心線に沿った周方向主溝１の両
側に、夫々２本、計４本の周方向溝１−１．１−２．１
−３及び１−４が、周方向に平行に設けられており、こ
れによりトレッド部Ｔは陸部２−１．２−２．２−３．
２−４．２５及び２−６に分割されている。That is, the tread portion T of the pneumatic tire of the present invention shown in FIG. 1 has a total of four circumferential grooves 1-1, two on each side of the circumferential main groove 1 along the circumferential center line. .1-2.1
-3 and 1-4 are provided in parallel in the circumferential direction, so that the tread portion T is the land portion 2-1.2-2.2-3.
It is divided into 2-4.25 and 2-6.
そして、これら周方向溝群と交わる向きに、複数本の横
方向溝３が周方向に向かって所定間隔に設けられており
、これにより陸部群は夫々多数のブロックに分割されて
いる。A plurality of lateral grooves 3 are provided at predetermined intervals in the circumferential direction in a direction that intersects with these circumferential groove groups, thereby dividing each land group into a large number of blocks.
なお、周方向主溝１、周方向溝１−１．１−２．１−３
及び１−４は、図示したような周方向に平行な直線状で
あってもよいが、折れ線状（変形フラング状）であって
もよく、それらの満幅および深さは満群の中で最も広く
かつ深く形成されている。In addition, circumferential main groove 1, circumferential groove 1-1.1-2.1-3
and 1-4 may be straight lines parallel to the circumferential direction as shown in the figure, but may also be broken line shapes (deformed flanges), and their full width and depth are the same as in the full group. It is the widest and deepest formed.
また、横方向溝２は、タイヤの中心線から両側へ適度の
角度、通常は５０〜７０度の角度で傾斜し、これらも図
示したような直線状以外に、折れ線状（変形フラング状
）であってもよく、その満幅および深さは周方向７＋１
と同等またはそれ以下である。In addition, the lateral grooves 2 are inclined from the center line of the tire to both sides at a moderate angle, usually at an angle of 50 to 70 degrees. The full width and depth are 7+1 in the circumferential direction.
is equal to or less than
本発明の空気入りタイヤにおいては、周方向中心線に沿
った周方向主溝１の断面は左右対称のＵ字状であるが、
この周方向主溝１の両側に配置される周方向溝１−１．
１−２．１−３及び１−４の断面構造については、次の
ように構成することが重要である。In the pneumatic tire of the present invention, the cross section of the circumferential main groove 1 along the circumferential center line is symmetrical U-shaped;
Circumferential grooves 1-1 arranged on both sides of this circumferential main groove 1.
Regarding the cross-sectional structures of 1-2.1-3 and 1-4, it is important to configure them as follows.
すなわち、第２図（ａ）及び（ｂ）に示したように、周
方向主溝１の左側にある第１の周方向溝１−１及びその
さらに左側にある第２の周方向溝］−−２のＩ−１及び
■−■線断面は、夫々軸方向内側の溝側壁４−１から溝
底５に連なる部分の曲率半径Ｒ１及びＲ２が、夫々軸方
向外側の溝側壁４−２から溝底５に連なる部分の曲率半
径ｒ１及びｒ２に対し、Ｒ１＞ｒＩ及びＲ２＞ｒ２の関
係となるように構成されている。なお、Ｒ１はｒＩの１
．５倍〜１０倍が望ましい。またＲ２に対する「２の関
係も同様である。That is, as shown in FIGS. 2(a) and (b), a first circumferential groove 1-1 on the left side of the circumferential main groove 1 and a second circumferential groove on the left side]- -2, the radii of curvature R1 and R2 of the portion extending from the groove side wall 4-1 on the axially inner side to the groove bottom 5, respectively, extend from the groove side wall 4-2 on the outer side in the axial direction. The radii of curvature r1 and r2 of the portions continuous to the groove bottom 5 are configured to satisfy the relationships R1>rI and R2>r2. In addition, R1 is 1 of rI
．． 5 times to 10 times is desirable. Further, the relationship of "2" to R2 is also similar.
一方、第２図（ｃ）及び（ｄ）に示したように、周方向
主溝１の右側にある第３の周方向溝１−３及びそのさら
に右側にある第４の周方向溝１−４のＩＩＩ−ＩＩＩ及
びＩＶ−ＩＶ線断面は、夫々軸方向内側の溝側壁４−３
から溝底５に連なる部分の曲率半径Ｒ３及びＲ４が、夫
々軸方向外側の溝側壁４−４から溝底５に連なる部分の
曲率半径「３及びｒ４に対し、Ｒ３＞ｒ３及びＲ４＞ｒ
４の関係となるように構成されている。なお、Ｒ３はｒ
３の１゜５倍〜１０倍が望ましい。またＲ４に対するｒ
４の関係も同様である。On the other hand, as shown in FIGS. 2(c) and 2(d), there is a third circumferential groove 1-3 on the right side of the circumferential main groove 1 and a fourth circumferential groove 1-3 on the right side of the third circumferential groove 1-3. The III-III and IV-IV cross sections of No. 4 show the axially inner groove side wall 4-3, respectively.
The radii of curvature R3 and R4 of the portion extending from the axially outer groove side wall 4-4 to the groove bottom 5 are such that, for 3 and r4, R3>r3 and R4>r, respectively.
4. Note that R3 is r
1°5 to 10 times that of 3 is desirable. Also, r for R4
The relationship in 4 is similar.
なおここで、周方向溝１−１．１−３の軸方向内側側壁
４−１及び４−３の傾斜角度α及び軸方向外側側壁４−
２及び４−４の傾斜角度βは、夫々α〉βの関係にある
ことが一層望ましく、αとβとの差は２°〜３０°の範
囲に設定することが好ましい。また、周方向溝１−２．
１−４の軸方向内側側壁４−１及び４−３の傾斜角度α
°及び軸方向外側側壁４−２及び４−４の傾斜角度βは
、夫々α° 〉β″の関係にあることが一層望ましく、
α′とβ″ との差は２６〜３０°の範囲に設定するこ
とが好ましい。。Here, the inclination angle α of the axially inner sidewalls 4-1 and 4-3 of the circumferential groove 1-1.1-3 and the axially outer sidewall 4-
It is more desirable that the inclination angles β of 2 and 4-4 have a relationship of α>β, respectively, and the difference between α and β is preferably set in the range of 2° to 30°. Moreover, the circumferential groove 1-2.
Inclination angle α of axially inner side walls 4-1 and 4-3 of 1-4
It is more desirable that the inclination angle β of the axially outer side walls 4-2 and 4-4 be in the relationship α°>β″, respectively.
The difference between α' and β'' is preferably set in the range of 26 to 30 degrees.
さらには、たとえばタイヤ中心線よりも左側の周方向溝
１−１及び１−２において、タイヤの軸方向外側にある
周方向溝１−２の曲率半径Ｒ２は、タイヤの軸方向内側
にある周方向溝１−１の曲率半径Ｒ，に比べて大きく、
Ｒ２＞Ｒ＋の関係に設定することが偏摩耗改良の点で一
層望ましい。Furthermore, for example, in the circumferential grooves 1-1 and 1-2 on the left side of the tire center line, the radius of curvature R2 of the circumferential groove 1-2 on the axially outer side of the tire is different from the radius of curvature R2 of the circumferential groove 1-2 on the axially inner side of the tire. Larger than the radius of curvature R of the directional groove 1-1,
It is more desirable to set the relationship R2>R+ from the viewpoint of improving uneven wear.
すなわち、タイヤがコーナリングする際に、路面からタ
イヤの踏面へと加えられる外力は、タイヤの軸方向外側
へ向かうにつれて大きく、周方向溝の軸方向内側におけ
る側壁から溝底へ連なる部分において発生する偏摩耗も
、全体的にタイヤの軸方向外側はど著しくなる傾向があ
るため、上記したように、周方向溝の軸方向内側の剛性
を、タイヤの軸方向外側に向かって漸次高めておくこと
により、偏摩耗の発生を一層効率的に防止することが可
能となるのである。In other words, when the tire corners, the external force applied from the road surface to the tread of the tire increases as it moves toward the outside in the axial direction of the tire, and the external force that is applied from the road surface to the tread surface of the tire increases as it moves toward the outside in the axial direction of the tire. Overall, wear tends to be more severe on the axially outer side of the tire, so as mentioned above, by gradually increasing the rigidity of the axially inner side of the circumferential groove toward the axially outer side of the tire, This makes it possible to more efficiently prevent the occurrence of uneven wear.
次に、試験例により本発明の空気入りタイヤの構成およ
び効果についてさらに詳細に説明する。Next, the structure and effects of the pneumatic tire of the present invention will be explained in more detail using test examples.
（試験例）
タイヤサイズ： ２５５／４０ＺＲ１７、使用リム：
９Ｘ１７、使用空気圧： ２．５ｋｇ／ｃｄのラジアル
タイヤのトレッド部に対し、上述の第１図および第２図
（ａ）〜（ｄ）に示したブロックパターンを形成し、こ
のタイヤについての評価を行なった。(Test example) Tire size: 255/40ZR17, rim used:
The block patterns shown in Figures 1 and 2 (a) to (d) above were formed on the tread of a 9X17 radial tire with an air pressure of 2.5 kg/cd, and the tire was evaluated. I did it.
なお、タイヤのラジアルカーカスおよびベルト層などの
他の構造および製造条件は従来タイヤに準じたため、詳
細は省略する。Note that other structures such as the radial carcass and belt layer of the tire and manufacturing conditions were similar to those of conventional tires, so details will be omitted.
すなわち、第１図においてトレッドの幅：２００開、周
方向主溝１の満幅＋１０ｍｍ、深さ＝７＋ｌｌ１１１周
方向溝１−１．１−２．１−３及び１−４の満幅＝１０
關、深さニア開、横方向溝３の溝幅：ＩＱｍｍ、深さニ
アｍｒｇとしてブロックパターンを形成した。That is, in Fig. 1, tread width: 200 open, full width of circumferential main groove 1 + 10 mm, depth = 7 + 111 full width of circumferential grooves 1-1.1-2.1-3 and 1-4 = 10
A block pattern was formed with a near open depth, a groove width of the lateral groove 3: IQ mm, and a near depth mrg.
そして、各周方向溝１−１．１−２．１−３及び１−４
の曲率半径Ｒ及びｒを表に示したように設定し、本発明
タイヤを得た。and each circumferential groove 1-1.1-2.1-3 and 1-4
The radii of curvature R and r were set as shown in the table to obtain a tire of the present invention.
一方比較のために、曲率半径Ｒとｒを表に示したように
同一とした以外は上記と同様の構成から成る２種類の従
来タイヤＡ及びＢを得た。On the other hand, for comparison, two types of conventional tires A and B were obtained having the same configuration as above except that the radii of curvature R and r were the same as shown in the table.
これら３種のタイヤについて、下記条件で偏摩耗及び高
速耐久性を評価した結果を次表に示す。The uneven wear and high-speed durability of these three types of tires were evaluated under the following conditions, and the results are shown in the following table.
（評価方法）
１．０ｉ摩耗
荷重：５００ｋｇ
内圧： ２． ５ｋｇ／ｃｄ
半径３０ｍの乾燥道路を、速度５０ ｋｍ ／ ｈで２
０ＬＡＰ走行した後、第１の周方向溝１１の軸方向内側
の側壁から溝底へ連なる部分の偏摩耗発生状況を■、第
２の周方向溝１−２の軸方向内側の側壁から溝底へ連な
る部分の偏摩耗発生状況を■をとして指数評価（指数大
はど偏摩耗小）。(Evaluation method) 1.0i wear load: 500kg Internal pressure: 2. 5kg/cd 2 on a dry road with a radius of 30m at a speed of 50km/h
After running for 0 LAP, the occurrence of uneven wear in the part extending from the axially inner sidewall of the first circumferential groove 11 to the groove bottom is as follows. The occurrence of uneven wear on the parts connected to the area is evaluated as an index (high index indicates small uneven wear).
２、高速耐久性
荷重：５０ｋｇ
内圧： ２． ５ｋｇ／ｃＩ＆
速度１１００ｋ／Ｈでから１０ｋｍ／ｈの各ステップを
１０分ずつステップアップして、走行テストした場合の
タイヤ耐久性を指数計１ｉＩＩｉ（指数大はど良）。2. High speed durability load: 50kg Internal pressure: 2. 5kg/cI & a speed of 1100k/h, each step of 10km/h was stepped up for 10 minutes, and the tire durability was tested with an index of 1iIIIi (high index).
表
なお、上記表においてＲ１ｒＩ Ｒ２ｒ２、Ｒ３、ｒ３
Ｒ４、ｒ４、Ｒｏｌ ｒｏの単位はそれぞれ關である
。In addition, in the above table, R1rI R2r2, R3, r3
The units of R4, r4, and Rol ro are each 鈜.
以上の結果から、本発明の空気入りタイヤは、偏摩耗及
び高速耐久性がきわめて改善されていることが明らかで
ある。From the above results, it is clear that the pneumatic tire of the present invention has significantly improved uneven wear and high-speed durability.
［発明の効果］
以上、詳細に説明したように、本発明の空気入りタイヤ
は、周方向溝の軸方向内側における側壁から溝底に連な
る部分の曲率半径Ｒを大きく形成したため、この部分の
剛性が高められ、偏摩耗の発生を効果的に防止すること
ができる。[Effects of the Invention] As described above in detail, in the pneumatic tire of the present invention, the radius of curvature R of the portion extending from the side wall to the groove bottom on the axially inner side of the circumferential groove is formed to be large, so that the rigidity of this portion is increased. is increased, and the occurrence of uneven wear can be effectively prevented.
また、本発明の空気入りタイヤは、偏摩耗の影響が少い
周方向溝の軸方向外側における側壁から溝底に連なる部
分の曲率半径「を、上記曲率半径Ｒよりも小さく形成し
たため、ブロックボリュウムの不要な増加が防止でき、
高速耐久性を理想的範囲に維持することができる。In addition, in the pneumatic tire of the present invention, the radius of curvature of the portion extending from the side wall to the groove bottom on the axially outer side of the circumferential groove, which is less affected by uneven wear, is formed to be smaller than the radius of curvature R, so that the block volume can be increased. can prevent unnecessary increases in
High-speed durability can be maintained within an ideal range.
したがって、本発明の空気入りタイヤは、高速耐久性を
維持しつつ、その偏摩耗を大幅に改善したものであり、
高性能自動車用タイヤとしてのすぐれた特性を有してい
る。Therefore, the pneumatic tire of the present invention has significantly improved uneven wear while maintaining high-speed durability.
It has excellent characteristics as a high-performance automobile tire.
第１図は本発明の空気入りタイヤのトレッド展開図、第
２図（ａ）〜（ｄ）は夫々第１図における周方向溝の１
−１〜ＩＶ−ＩＶ断面説明図、第３図及び第４図は従来
の空気入りタイヤの周方向溝の断面説明図である。
Ｔ・・・・・・・・・トレッド部
１・・・・・・・・・周方向主溝
１−１・・・周方向主溝
１−２・・・ 〃
１−３・・・ 〃
１−４・・・ 〃
２−１・・・陸部
２−２・・・〃
２−３・・・〃
２−４・・・〃
２−５・・・〃
２−６・・・〃
３・・・・・・・・・横方向溝
４−１・・・溝側壁
４−２・・・ ｌ／
４−３・・・ 〃
４−４・・・満側壁
５・・・・・・・・・溝底
Ｒ・・・・・・・・・曲率半径FIG. 1 is a developed view of the tread of the pneumatic tire of the present invention, and FIGS.
-1 to IV-IV cross-sectional explanatory diagrams, FIGS. 3 and 4 are cross-sectional explanatory diagrams of circumferential grooves of a conventional pneumatic tire. T...Tread portion 1......Circumferential main groove 1-1...Circumferential main groove 1-2...〃 1-3...〃 1-4...〃 2-1...Land section 2-2...〃 2-3...〃 2-4...〃 2-5...〃 2-6...〃 3...... Lateral groove 4-1... Groove side wall 4-2... l/4-3... 〃 4-4... Full side wall 5... ... Groove bottom R ...... Curvature radius
Claims (1)
、これらの周方向溝と交わる向きに周方向に向かって所
定間隔を以て配置した横方向溝と、上記周方向溝及び横
方向溝によって区分された陸部を含むトレッドを備えた
タイヤにおいて、上記周方向溝の側壁から溝底に連なる
部分を、軸方向外側がｒ、軸方向内側がＲの曲率半径を
有し、且つｒ＜Ｒの関係にある円弧によって形成したこ
とを特徴とする空気入りタイヤ。At least one circumferential groove on each side of the circumferential center line, lateral grooves arranged at predetermined intervals in the circumferential direction in a direction that intersects with these circumferential grooves, and the circumferential groove and the lateral groove. In a tire equipped with a tread including a segmented land portion, the portion extending from the side wall of the circumferential groove to the groove bottom has a radius of curvature of r on the axially outer side and R on the axially inner side, and r<R. A pneumatic tire characterized by being formed by arcs having the following relationship.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1177139A JPH0342306A (en) | 1989-07-11 | 1989-07-11 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1177139A JPH0342306A (en) | 1989-07-11 | 1989-07-11 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0342306A true JPH0342306A (en) | 1991-02-22 |
Family
ID=16025865
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1177139A Pending JPH0342306A (en) | 1989-07-11 | 1989-07-11 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0342306A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0633706U (en) * | 1992-10-05 | 1994-05-06 | ザ・グッドイヤー・タイヤ・アンド・ラバー・カンパニー | Pneumatic tire |
| US5529101A (en) * | 1991-07-26 | 1996-06-25 | The Goodyear Tire & Rubber Company | High performance radial tire |
| US5679185A (en) * | 1992-10-19 | 1997-10-21 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| US5957179A (en) * | 1993-11-03 | 1999-09-28 | The Goodyear Tire & Rubber Company | Pneumatic tire having improved wet traction |
| WO2007028442A1 (en) * | 2005-09-08 | 2007-03-15 | Continental Aktiengesellschaft | Tread profile with asymmetric circumferential grooves |
| US20090199944A1 (en) * | 2006-06-15 | 2009-08-13 | Bridgestone Corporation | Precure tread and retreaded tire using same |
| US7669624B2 (en) | 2004-07-16 | 2010-03-02 | The Yokohama Rubber Co., Ltd. | Pneumatic tire with tread having circumferential grooves |
| JP2011148361A (en) * | 2010-01-20 | 2011-08-04 | Bridgestone Corp | Pneumatic tire |
| EP3147140A4 (en) * | 2014-05-20 | 2017-06-07 | Bridgestone Corporation | Pneumatic tire |
| CN113661074A (en) * | 2019-04-15 | 2021-11-16 | 横滨橡胶株式会社 | Pneumatic tire |
-
1989
- 1989-07-11 JP JP1177139A patent/JPH0342306A/en active Pending
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5529101A (en) * | 1991-07-26 | 1996-06-25 | The Goodyear Tire & Rubber Company | High performance radial tire |
| JPH0633706U (en) * | 1992-10-05 | 1994-05-06 | ザ・グッドイヤー・タイヤ・アンド・ラバー・カンパニー | Pneumatic tire |
| US5679185A (en) * | 1992-10-19 | 1997-10-21 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| US5957179A (en) * | 1993-11-03 | 1999-09-28 | The Goodyear Tire & Rubber Company | Pneumatic tire having improved wet traction |
| US7669624B2 (en) | 2004-07-16 | 2010-03-02 | The Yokohama Rubber Co., Ltd. | Pneumatic tire with tread having circumferential grooves |
| WO2007028442A1 (en) * | 2005-09-08 | 2007-03-15 | Continental Aktiengesellschaft | Tread profile with asymmetric circumferential grooves |
| US20090199944A1 (en) * | 2006-06-15 | 2009-08-13 | Bridgestone Corporation | Precure tread and retreaded tire using same |
| JP2011148361A (en) * | 2010-01-20 | 2011-08-04 | Bridgestone Corp | Pneumatic tire |
| EP3147140A4 (en) * | 2014-05-20 | 2017-06-07 | Bridgestone Corporation | Pneumatic tire |
| US10639939B2 (en) | 2014-05-20 | 2020-05-05 | Bridgestone Corporation | Pneumatic tire |
| CN113661074A (en) * | 2019-04-15 | 2021-11-16 | 横滨橡胶株式会社 | Pneumatic tire |
| US20220088968A1 (en) * | 2019-04-15 | 2022-03-24 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| US11607913B2 (en) * | 2019-04-15 | 2023-03-21 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| CN113661074B (en) * | 2019-04-15 | 2023-11-07 | 横滨橡胶株式会社 | Pneumatic tire |
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