JPH08197915A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH08197915A JPH08197915A JP7010934A JP1093495A JPH08197915A JP H08197915 A JPH08197915 A JP H08197915A JP 7010934 A JP7010934 A JP 7010934A JP 1093495 A JP1093495 A JP 1093495A JP H08197915 A JPH08197915 A JP H08197915A
- Authority
- JP
- Japan
- Prior art keywords
- slit
- pneumatic tire
- tire
- wide portion
- unevenly distributed
- 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
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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は冬用スタッドレスタイヤ
に関するものであり、特に優れた氷雪上性能を備えた空
気入りタイヤに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a winter studless tire, and more particularly to a pneumatic tire having excellent ice and snow performance.
【０００２】[0002]
【従来の技術】一般的な氷雪路走行用空気入りタイヤ
は、多数の溝により画成されたブロックを有するトレッ
ドパターンが採用されることが多く、ブロックには、は
ぼ均等に直線または波形のサイプを配設している。2. Description of the Related Art In general, a pneumatic tire for running on ice and snow roads often adopts a tread pattern having a block defined by a large number of grooves, and the block has a straight or wavy pattern. The sipe is arranged.
【０００３】図４に示される如く、サイプ５はブロック
３内に溝幅ｗ、深さｈそしてサイプ間の離隔距離ｔで複
数本配設される。このようなサイプ５は、制動時すなわ
ちブレーキ時およびトラクション（発進時等）時に働く
前後入力に対して掘り起こし効果（以下エッヂ効果とい
う）を出すために、ほぼタイヤ幅方向に延在し、また、
深さ方向には一様な溝幅でタイヤの軸心に向けて延在し
て配設されており、氷雪走行に対して一応の性能を発揮
する。As shown in FIG. 4, a plurality of sipes 5 are arranged in the block 3 with a groove width w, a depth h, and a separation distance t between sipes. Such a sipe 5 extends substantially in the tire width direction in order to exert a digging-up effect (hereinafter referred to as an edge effect) with respect to front and rear inputs that act during braking, that is, during braking and traction (starting, etc.), and
It is arranged with a uniform groove width in the depth direction and extends toward the axis of the tire, and exhibits a certain performance against ice and snow running.
【０００４】しかるに、０℃近辺の平滑なアイス路面で
は薄い水膜が発生し易く、この水膜がタイヤの制動性能
を低下せしめており、このような氷上路面においても従
来タイヤ以上に優れた制動性能を発揮し得るタイヤの出
現が強く望まれている。However, a thin water film is likely to be formed on a smooth ice road surface near 0 ° C., and this water film deteriorates the braking performance of the tire. Even on such an ice road surface, the braking performance is superior to that of the conventional tire. The advent of tires capable of exhibiting performance is strongly desired.
【０００５】氷上性能をよくするためには、接地表面積
をふやすことにより摩擦力を増強したり、また、サイプ
の本数（密度）を増やし、エッジ成分を増加することに
よりエッヂ効果を高めるなどの方策をとることができ
る。しかし、不用意にサイプ密度を増加させるとブロッ
ク剛性が低下しすぎ、偏摩耗を生じると同時にブロック
の曲げ変形により接地面積が減少し、むしろ氷上性能が
低下することがあるので、サイプ密度の増加にも限度が
ある。In order to improve the performance on ice, measures such as increasing the frictional force by increasing the ground contact surface area, and increasing the number of sipes (density) and increasing the edge component to enhance the edge effect, etc. Can be taken. However, if the sipe density is increased carelessly, the block rigidity will decrease too much, uneven wear will occur, and at the same time, the bending deformation of the block will decrease the ground contact area, which may rather reduce the performance on ice. There is also a limit.
【０００６】氷雪路上を走行するタイヤのトレッドに
は、特開昭６２−２８３００１に開示されるような発泡
ゴムがしばしば使用されるが、一般のトレッドゴムに対
比して柔らかいので、発泡ゴムを採用したトレッドにお
いてサイプを用いる場合、トレッド剛性の確保が重要で
ある。Foamed rubber as disclosed in Japanese Unexamined Patent Publication No. 62-283001 is often used for a tread of a tire running on a snowy road, but it is softer than a general tread rubber, and therefore a foamed rubber is adopted. When using sipes in the tread, it is important to secure the tread rigidity.
【０００７】[0007]
【発明が解決しようとする課題】前記のような従来の一
様な幅のサイプは、制動時に路面からの入力に対して変
形し易く、サイプが閉塞してしまい、特に０℃付近の平
滑なアイス路面で湧き出す水膜の水を吸い上げる機能を
果たせない。The conventional sipe having a uniform width as described above is easily deformed by an input from the road surface during braking, and the sipe is clogged. It cannot fulfill the function of sucking up the water of the water film that springs up on the ice road surface.
【０００８】本発明の目的は、前記の問題点を解消する
ところにあり、雪上走行性能、特に氷上走行性能に優れ
た新規なスリットの溝形状を提案することである。SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems, and to propose a novel slit groove shape which is excellent in snow running performance, particularly ice running performance.
【０００９】[0009]
【課題を解決するための手段】請求項１に記載の本発明
は、多数の溝によって多数の陸部が画成され、この陸部
に複数のスリットを配設したトレッドパターンを具備す
る空気入りタイヤにおいて、前記複数のスリットが互い
に実質的に並列して概ねタイヤ幅方向に延在しており、
このスリットが深さ方向において幅の狭まった狭幅部を
有することを特徴とする空気入りタイヤとしている。According to the present invention as set forth in claim 1, a plurality of grooves define a large number of land portions, and a pneumatic tread pattern having a plurality of slits is formed in the land portions. In the tire, the plurality of slits are substantially parallel to each other and extend substantially in the tire width direction,
The pneumatic tire is characterized in that the slit has a narrow width portion having a narrow width in the depth direction.
【００１０】請求項２に記載の本発明は、請求項１に記
載の空気入りタイヤであって、前記スリットが狭幅部に
対して接地側と内部側にそれぞれ広幅部を有し、その横
断面形状において接地側の広幅部と内部側の広幅部が狭
幅部を中心に左右互いに反対側に膨出して偏在すること
を特徴としている。The present invention according to claim 2 is the pneumatic tire according to claim 1, wherein the slit has wide width portions on the ground contact side and the inner side with respect to the narrow width portion, and the slits cross each other. The planar shape is characterized in that the wide portion on the ground side and the wide portion on the inner side are bulged to the left and right opposite sides of the narrow portion and unevenly distributed.
【００１１】請求項３に記載の本発明は、請求項２に記
載の空気入りタイヤであって、前記接地側の広幅部が制
動時に受ける入力の方向と反対方向側に偏在することを
特徴としている。The present invention according to claim 3 is the pneumatic tire according to claim 2, wherein the wide portion on the ground contact side is unevenly distributed in a direction opposite to an input direction received during braking. There is.
【００１２】請求項４に記載の本発明は、請求項２に記
載の空気入りタイヤであって、前記接地側の広幅部がタ
イヤの回転方向と反対方向側に偏在し、遊動輪に用いら
れる空気入りタイヤとしている。The present invention according to claim 4 is the pneumatic tire according to claim 2, wherein the wide portion on the ground contact side is unevenly distributed in a direction opposite to the rotational direction of the tire and is used for an idler wheel. It is a pneumatic tire.
【００１３】請求項５に記載の本発明は、請求項２に記
載の空気入りタイヤであって、前記接地側の広幅部がタ
イヤの回転方向と同じ方向側に偏在し、駆動輪に用いら
れる空気入りタイヤとしている。According to a fifth aspect of the present invention, in the pneumatic tire according to the second aspect, the wide portion on the ground contact side is unevenly distributed in the same direction as the rotation direction of the tire and is used for a drive wheel. It is a pneumatic tire.
【００１４】請求項６に記載の本発明は、請求項２に記
載の空気入りタイヤであって、前記陸部の少なくとも一
部がブロックで形成され、一つのブロックがタイヤ周方
向前後にほぼ二分され、一方側半分に施されたスリット
の接地側広幅部の偏在方向と、残余の半分に施されたス
リットの接地側広幅部の偏在方向とが互いに逆であるこ
とを特徴としている。The present invention according to claim 6 is the pneumatic tire according to claim 2, wherein at least a part of the land portion is formed of a block, and one block is substantially divided into two parts in the tire circumferential direction. It is characterized in that the uneven distribution direction of the ground-side wide part of the slit formed in the one half is opposite to the uneven distribution direction of the ground-side wide part of the slit formed in the remaining half.
【００１５】請求項７に記載の本発明は、請求項２に記
載の空気入りタイヤであって、前記陸部の少なくとも一
部がブロックで形成され、同一ブロック内において、前
記接地側の広幅部がタイヤ回転方向に対して一方向側に
偏在するスリットと、逆方向側に偏在するスリットとが
混在していることを特徴としている。The present invention according to claim 7 is the pneumatic tire according to claim 2, wherein at least a part of the land portion is formed of a block, and the wide portion on the ground contact side is formed in the same block. Is characterized in that slits unevenly distributed in one direction with respect to the tire rotation direction and slits unevenly distributed in the opposite direction are mixed.
【００１６】[0016]
【作用】請求項１に記載の本発明の空気入りタイヤで
は、実質的にタイヤ幅方向に並列するスリットが深さ方
向において溝幅の狭まった狭幅部を有するので、制動時
に狭幅部が先に閉じ支えあうので、スリットの広幅部に
よりもたらされる空間が水を吸うことで水膜除去が可能
となる。According to the pneumatic tire of the present invention as set forth in claim 1, since the slits which are substantially arranged in the tire width direction have the narrow width portion in which the groove width is narrowed in the depth direction, the narrow width portion during braking is Since the support is closed first, the space provided by the wide portion of the slit absorbs water, thereby enabling the water film to be removed.
【００１７】従来の一様な幅のサイプでは、制動時に路
面から受ける入力が強力となった場合、倒れ込みが強く
なり、垂直接地圧を前後方向に逃がしてしまい、高いエ
ッヂ圧が得られない。これを図４に基づいて説明する。
Ｆは入力であり、矢印はその方向を示している。サイプ
５は、入力の方向（矢印方向）と反対方向側のエッヂｍ
と入力方向と同じ方向側のエッヂｎを提供することにな
る。大きな入力が作用した場合、強く倒れ込みエッヂｍ
がエッジｎを路面側から押し上げ、エッヂｎのエッヂ圧
を下げ、エッヂ効果を減じる。In the conventional sipe having a uniform width, when the input received from the road surface during braking becomes strong, the sipe becomes strong and the vertical ground pressure is released in the front-rear direction, so that a high edge pressure cannot be obtained. This will be described with reference to FIG.
F is an input, and the arrow shows the direction. Sipe 5 is the edge m on the side opposite to the input direction (arrow direction).
And edge n in the same direction as the input direction will be provided. When a large input is applied, the edge falls down strongly m
Pushes up the edge n from the road surface side, lowers the edge pressure of the edge n, and reduces the edge effect.
【００１８】しかし、本発明のスリットでは狭幅部を有
するため、特有の機能を持つことができる。これを図２
および図３に基づいて説明する。However, since the slit of the present invention has the narrow width portion, it can have a unique function. Figure 2
And it demonstrates based on FIG.
【００１９】図２に示す如く、スリット５は横断面（図
１のＡ−Ａ線断面）形状において狭幅部５Ａを有し、７
m および７n は狭幅部５Ａを形成する突出部である。こ
れにより接地側に広幅部５Ｂ、内部側に広幅部５Ｃが設
けられる。Ｆは入力であり、矢印はその方向を示してお
り、スリット５は入力Ｆの方向に対して反対方向側のエ
ッヂｍと同方向側のエッヂｎを提供する。急発進（トラ
クション）もしくは急ブレーキにより強力な入力Ｆが働
いた場合、突出部どうしが互いにずれて段差部８で引っ
掛かり、入力の方向と反対方向側の突出部７m が一旦縮
んだ反発力により入力の方向と同方向側の突出部７n を
タイヤ内部側から路面に押し付け、結果としてエッヂｎ
のエッヂ圧を高め、有効なエッヂ効果を得ることができ
る。As shown in FIG. 2, the slit 5 has a narrow width portion 5A in the shape of its cross section (cross section taken along the line AA in FIG. 1).
m and 7n are protrusions forming the narrow width portion 5A. Thus, the wide portion 5B is provided on the ground side and the wide portion 5C is provided on the inner side. F is an input, an arrow indicates the direction, and the slit 5 provides an edge m on the opposite side and an edge n on the same side with respect to the direction of the input F. When a strong input F acts due to sudden start (traction) or sudden braking, the projecting parts shift from each other and get caught at the stepped part 8, and the projecting part 7m on the opposite side to the input direction is once contracted to input the repulsive force. The protrusion 7n on the same side as the direction of is pressed against the road surface from the inside of the tire, resulting in edge n
The edge pressure of can be increased and an effective edge effect can be obtained.
【００２０】図２のスリットは左右対称であるので、ト
ラクションが負荷された時とブレーキが負荷された時と
では、入力方向とタイヤ回転方向の関係が一定である。Since the slits in FIG. 2 are symmetrical, the relationship between the input direction and the tire rotation direction is constant when the traction is applied and when the brake is applied.
【００２１】次いで、スリットが左右対称でない横断面
形状を有する場合を図３を用いて説明する。図３に示さ
れる如く、スリット５は狭幅部５Ａを有している。突出
部７m 、７n により狭幅部５Ａが形成され、狭幅部５Ａ
に対してタイヤ内部側の広幅部５Ｃは入力の方向と同方
向側に膨出して偏在しており、接地側の広幅部５Ｂは入
力Ｆの方向と反対方向側に膨出して偏在しており、スリ
ット５は入力Ｆの方向と反対方向側にエッヂｍおよび同
方向側にエッヂｎを提供する。Next, the case where the slit has a cross-sectional shape which is not bilaterally symmetrical will be described with reference to FIG. As shown in FIG. 3, the slit 5 has a narrow width portion 5A. The narrow portion 5A is formed by the protruding portions 7m and 7n.
On the other hand, the wide portion 5C on the tire inner side is bulged and unevenly distributed in the same direction as the input direction, and the wide portion 5B on the ground contact side is bulged and unevenly distributed in the opposite direction to the input F direction. The slit 5 provides an edge m on the side opposite to the direction of the input F and an edge n on the same side.
【００２２】まず、急ブレーキが働いた場合を説明す
る。イは遊動輪に装着されたタイヤの回転方向を示す。
急ブレーキが掛けられて強力な入力Ｆが作用すると、図
２の第１実施例で説明したと同様に、段差部８で引っ掛
かり入力の方向と反対方向側の突出部７m が入力の方向
と同方向側の突出部７n を上から路面に押し付けるよう
に作用し、結果として入力の方向に対して同方向側のエ
ッヂｎのエッヂ圧を高め、有効なエッヂ効果を得ること
ができる。First, the case where the sudden braking is applied will be described. B indicates the direction of rotation of the tire mounted on the idler wheel.
When the brake is suddenly applied and a strong input F acts, as in the case of the first embodiment shown in FIG. 2, the stepped portion 8 catches at the step portion 8 and the protrusion 7m on the opposite side to the input direction is in the same direction as the input direction. The protruding portion 7n on the direction side acts so as to be pressed against the road surface from above, and as a result, the edge pressure of the edge n on the same direction side with respect to the input direction can be increased and an effective edge effect can be obtained.
【００２３】次に、急発進時のトラクションが働いた場
合を説明する。ロは駆動輪に装着されたタイヤの回転方
向を示す。この場合タイヤの回転方向ロと急発進により
作用する入力Ｆの方向は互いに逆となる。急発進により
強力な入力Ｆが作用すると、同様に段差部８で引っ掛か
り、入力の方向と反対側の突出部７m が入力の方向と同
方向側の突出部７n を上から路面に押し付けるように作
用し、結果としてエッヂｎのエッヂ圧を高め、有効なエ
ッヂ効果を得ることができる。Next, the case where the traction at the time of sudden start works will be described. B indicates the direction of rotation of the tire mounted on the drive wheel. In this case, the rotation direction B of the tire and the direction of the input F acting by the sudden start are opposite to each other. When a strong input F acts due to a sudden start, it is similarly caught by the stepped portion 8 and the protrusion 7m on the side opposite to the input direction acts so as to press the protrusion 7n on the same side as the input direction against the road surface from above. As a result, the edge pressure of the edge n can be increased and an effective edge effect can be obtained.
【００２４】本発明のスリットは、発泡ゴムのような比
較的柔らかいゴムよりなるトレッドに適しており、また
多数の溝により画成されたブロックを有するトレッドパ
ターンの空気入りタイヤにおいて、ブロック内に配設し
て有効なものである。The slit of the present invention is suitable for a tread made of a relatively soft rubber such as foamed rubber, and in a tread pattern pneumatic tire having a block defined by a large number of grooves, the slit is arranged in the block. It is effective to set.
【００２５】請求項２に記載の本発明の空気入りタイヤ
では、前記スリットが狭幅部に対して接地側と内部側に
それぞれ広幅部を有し、その横断面形状において、接地
側の広幅部と内部側の広幅部とが狭幅部を中心に左右互
いに反対側に膨出し偏在するので、前述の通り、強力な
入力Ｆが負荷された場合、スリットが提供するエッヂの
エッヂ圧を高める機能をもたらすことができる。In the pneumatic tire of the second aspect of the present invention, the slit has wide portions on the ground contact side and the inner side with respect to the narrow width portion, and in the cross-sectional shape, the wide portion on the ground contact side is formed. Since the wide part on the inside and the wide part on the inner side are bulged and unevenly distributed on the left and right sides centering on the narrow part, as described above, when a strong input F is applied, a function of increasing the edge pressure of the edge provided by the slit. Can bring.
【００２６】請求項３に記載の本発明の空気入りタイヤ
では、前記接地側の広幅部が制動時に受ける入力Ｆの方
向と反対方向側に膨出し偏在させているので、前述の通
り、スリットの入力Ｆの方向と同方向側のエッヂｎを路
面に押し付け、エッヂｎのエッヂ圧を高める。In the pneumatic tire of the present invention as set forth in claim 3, since the wide portion on the ground contact side is bulged and unevenly distributed in the direction opposite to the direction of the input F received during braking, as described above, The edge n in the same direction as the direction of the input F is pressed against the road surface to increase the edge pressure of the edge n.
【００２７】請求項４に記載の本発明の空気入りタイヤ
では、前記入力がブレーキ時にもたらされ、前記接地側
の広幅部がタイヤの回転方向と反対方向側に膨出し偏在
させているので、前記の通り遊動輪に用いられて制動時
特に急ブレーキ時にエッヂｎのエッヂ圧を高める機能を
有効に発揮できるIn the pneumatic tire of the present invention as set forth in claim 4, since the input is brought during braking, and the wide portion on the ground contact side is bulged and unevenly distributed in the direction opposite to the rotational direction of the tire, As mentioned above, it can be effectively used to improve the edge pressure of edge n when it is used for idler wheels, especially when braking suddenly.
【００２８】請求項５に記載の本発明の空気入りタイヤ
では、前記入力がトラクション時にもたらされ、前記接
地側の広幅部がタイヤの回転方向と同じ方向側に膨出し
偏在させているので、前記の通り駆動輪に用いられて制
動時特に急発進のトラクション時にエッヂｎのエッヂ圧
を高める機能を有効に発揮できる。In the pneumatic tire of the fifth aspect of the present invention, since the input is brought during traction and the wide portion on the ground contact side is bulged and unevenly distributed in the same direction as the tire rotation direction, As described above, the function of increasing the edge pressure of the edge n, which is used for the drive wheels, can be effectively exhibited at the time of braking, particularly at the time of sudden start traction.
【００２９】請求項６に記載の本発明の空気入りタイヤ
では、１ブロック内においてタイヤ回転方向に対して一
方側約半分のブロック領域に施されたスリットの広幅部
の偏在方向と、残余のブロック領域に施されたスリット
の広幅部の偏在方向が逆としているので、同一ブロック
内でトラクションおよびブレーキの両方の入力に対応し
て前記エッヂ効果をもたらす機能を有する。In the pneumatic tire of the present invention as defined in claim 6, in one block, the uneven distribution direction of the wide portion of the slit formed in the block region of about one side on one side with respect to the tire rotation direction and the remaining block. Since the uneven distribution directions of the wide portions of the slits provided in the region are opposite, the slits have a function of providing the edge effect in response to both traction and brake inputs in the same block.
【００３０】請求項７に記載の本発明の空気入りタイヤ
では、タイヤ回転方向に対して接地側の広幅部が一方向
側に偏在するスリットと、逆方向に偏在するスリットと
が同一ブロック内で混在しているので、一つのブロック
がトラクションおよびブレーキの両方の入力に対して前
記エッヂ効果をもたらす機能を有するものとなる。In the pneumatic tire of the present invention as defined in claim 7, the wide portion on the ground contact side is unevenly distributed in one direction with respect to the tire rotation direction, and the slits are unevenly distributed in the opposite direction in the same block. Since they are mixed, one block has a function of providing the edge effect to both traction and brake inputs.
【００３１】[0031]
【実施例】以下図面を参照して本発明の実施例を詳細に
説明する。図１に示される如く、本発明の空気入りタイ
ヤは、概して周方向に延する周方向溝２ａと概してタイ
ヤ幅方向に延在する横方向溝２ｂとによって多数のブロ
ック３が形成されたトレッドパターンを有する。Embodiments of the present invention will now be described in detail with reference to the drawings. As shown in FIG. 1, the pneumatic tire of the present invention has a tread pattern in which a large number of blocks 3 are formed by circumferential grooves 2a extending generally in the circumferential direction and lateral grooves 2b extending generally in the tire width direction. Have.
【００３２】図１では、周方向溝２ａとして周方向に直
線状に延在した例を示しているがこれに限られず、周方
向に対して傾斜した周方向溝としたり、ジグザグ形状等
に屈曲させることができる。また、横方向溝２ｂについ
てもタイヤ幅方向に直線状に延在した例を示しているが
これに限られず、タイヤ幅方向に対して傾斜した横方向
溝としたり、屈曲させることができる。FIG. 1 shows an example in which the circumferential groove 2a extends linearly in the circumferential direction, but the circumferential groove 2a is not limited to this, and may be a circumferential groove inclined with respect to the circumferential direction or bent in a zigzag shape or the like. Can be made. Further, although the lateral groove 2b also shows an example in which the lateral groove 2b extends linearly in the tire width direction, the invention is not limited to this, and the lateral groove 2b may be a lateral groove inclined with respect to the tire width direction or may be bent.
【００３３】周方向溝２ａ、横方向溝２ｂは全体として
トレッド１に多数の陸部３を形成する溝２を構成する。
ここで陸部とは、この例ではブロックタイプであるが、
リブタイプのものであってもよい。The circumferential groove 2a and the lateral groove 2b constitute a groove 2 which forms a large number of land portions 3 on the tread 1 as a whole.
Here, the land part is a block type in this example,
It may be a rib type.
【００３４】ブロック３には、スリット５が複数配設さ
れている。スリット５は、概ねタイヤ幅方向に延在して
おり、複数を実質的に並列させている。スリット５は、
この例ではブロックを画成する溝に開口させているが、
開口させず端部をブロック内に止めてもよい。スリット
５は、タイヤ幅方向に対して多少傾斜させたり、また、
図１に示す如の直線状に限定されずジグザグ状等の屈曲
形状を呈するように形成してもよいが、この場合でも全
体として並列性を保持するようにするとよい。A plurality of slits 5 are arranged in the block 3. The slits 5 extend substantially in the tire width direction, and a plurality of slits 5 are arranged substantially in parallel. Slit 5 is
In this example, the block is opened in the groove that defines it,
The end may be stopped in the block without opening. The slit 5 may be slightly inclined with respect to the tire width direction,
The shape is not limited to the linear shape shown in FIG. 1, and may be formed to have a bent shape such as a zigzag shape. However, even in this case, it is preferable to maintain parallelism as a whole.
【００３５】図２に示される如く、第１実施例のスリッ
ト５は深さ方向において幅の狭まった狭幅部５Ａを有す
る。７m 、７n は狭幅部５Ａを形成する突出部であり、
７mはスリット５の入力Ｆの方向と反対方向側に設けら
れた突出部であり、７n は入力の方向と同方向側に設け
られた突出部である。これにより、その狭幅部５Ａの接
地側に広幅部５Ｂと内部側に広幅部５Ｃが設けられる。
８は狭幅部５Ａとの間に設けられた段差部であり、強力
な入力が作用した際に、スリット溝壁どうしの動きを規
制するものであればよい。As shown in FIG. 2, the slit 5 of the first embodiment has a narrow portion 5A having a narrow width in the depth direction. 7m and 7n are protrusions forming the narrow width portion 5A,
7m is a protrusion provided on the side of the slit 5 opposite to the input F direction, and 7n is a protrusion provided on the same side as the input direction. Thereby, the wide portion 5B is provided on the ground side of the narrow portion 5A and the wide portion 5C is provided on the inner side.
Reference numeral 8 is a stepped portion provided between the narrow width portion 5A and may be any one as long as it restricts the movement between the slit groove walls when a strong input is applied.
【００３６】図３に示される如く、第２実施例のスリッ
ト５は深さ方向において幅の狭まった狭幅部５Ａを有
し、この狭幅部５Ａの接地側に広幅部５Ｂと内部側に広
幅部５Ｃを有する。７m はスリット５の入力の方向と反
対方向側に設けられた突出部であり、７n は入力の方向
と同方向側に設けられた突出部であり、各突出部は段差
部８を有する。接地側の広幅部５Ｂと内部側の広幅部５
Ｃは狭幅部５Ａを中心に左右互いに反対側に膨出し偏在
している。この第２実施例のスリットでは、接地側の広
幅部５Ｂは制動時に受ける入力Ｆの方向と反対方向側に
膨出して偏在しており、内部側の広幅部５Ｃはこれと逆
に入力の方向と同じ方向側に膨出して偏在している。狭
幅部５Ａの中心線に対して、広幅部５Ｂの中心線を入力
の方向と反対方向側に設け、広幅部５Ｃの中心線を入力
の方向と同方向側に設けるようにしている。As shown in FIG. 3, the slit 5 of the second embodiment has a narrow portion 5A having a narrow width in the depth direction, and the narrow portion 5A has a wide portion 5B on the ground side and an inner portion on the ground side. It has a wide portion 5C. 7m is a protrusion provided on the side opposite to the input direction of the slit 5, 7n is a protrusion provided on the same direction side as the input direction, and each protrusion has a step portion 8. Wide part 5B on the ground side and wide part 5 on the inner side
C is bulged and unevenly distributed on the left and right sides of the narrow portion 5A. In the slit of the second embodiment, the wide portion 5B on the ground side bulges and is unevenly distributed in the direction opposite to the direction of the input F received during braking, and the wide portion 5C on the inner side has the opposite input direction. Swells in the same direction as and is unevenly distributed. The center line of the wide portion 5B is provided on the side opposite to the input direction with respect to the center line of the narrow portion 5A, and the center line of the wide portion 5C is provided on the same direction side as the input direction.
【００３７】図３中、イおよびロはタイヤの回転方向を
示しており、遊動輪には矢印イの方向に回転するように
タイヤを装着するのが好適であり、ブレーキ時にエッジ
効果をもたらす。駆動輪には矢印ロの方向に回転するよ
うにタイヤを装着するのが好適であり、トラクション時
にエッヂ効果をもたらす。In FIG. 3, a and b indicate the directions of rotation of the tire, and it is preferable to mount the tire on the idler wheel so as to rotate in the direction of arrow a, which produces an edge effect during braking. It is preferable to attach a tire to the drive wheel so as to rotate in the direction of arrow B so as to provide an edge effect during traction.
【００３８】本発明のスリットはサイプ様の溝幅が極め
て狭いものからある程度の溝幅を持つ細溝を含み、溝幅
としては０．３〜３．０mm程度であるのが好ましい。Ｗ
1 は広幅部の溝幅、Ｗ2 は狭幅部の溝幅でありる。狭幅
部の溝幅Ｗ2 は、０．３mm未満では製造上強度が確保で
きず、０．７mmを越えると溝が密着し難くなることか
ら、０．３〜０．７mmが好ましい。また、広幅部の溝幅
Ｗ1 は、吸水性を確保するために０．７mm程度以上、耐
偏摩耗性を考慮して３．０mm程度以下が好ましい。The slit of the present invention includes a sipe-like groove having a very narrow groove width to a narrow groove having a certain groove width, and the groove width is preferably about 0.3 to 3.0 mm. W
1 is the groove width of the wide width portion, and W2 is the groove width of the narrow width portion. If the width W2 of the narrow portion is less than 0.3 mm, the strength cannot be ensured in manufacturing, and if it exceeds 0.7 mm, it is difficult to adhere the grooves. Therefore, the width W2 is preferably 0.3 to 0.7 mm. The groove width W1 of the wide portion is preferably about 0.7 mm or more in order to secure water absorption and about 3.0 mm or less in consideration of uneven wear resistance.
【００３９】ｈはスリット５の深さであり、ｈ1 は接地
側の広幅部５Ｂのトレッド表面からの深さである。ｈ2
は内部側の広幅部５Ｃの始端部のトレッド表面からの距
離である。したがって、狭幅部５Ａはｈ2 −ｈ1 の長さ
を有することになる。また、ｔはスリット間の離隔距離
である。H is the depth of the slit 5, and h1 is the depth from the tread surface of the wide portion 5B on the ground contact side. h2
Is the distance from the tread surface of the starting end of the wide portion 5C on the inner side. Therefore, the narrow portion 5A has a length of h2-h1. Further, t is a separation distance between the slits.
【００４０】本発明の他の実施例として、ブロックを含
むブロッパターンを有する空気入りタイヤである場合
に、一つのブロックをタイヤ周方向前後にほぼ二分し、
一方側半分のブロック領域に施されたスリットの接地側
広幅部の偏在方向と、残余のブロック領域に施されたス
リットの接地側広幅部の偏在方向とを互いに逆とするこ
とができる。すなわち、図１に示される如く、ブロック
３に４つのスリット５1、５2 、５3 および５4 が施さ
れた場合、タイヤ周方向前後の半分のブロックに施され
るスリット例えばスリット５1 、５2 を入力Ｆの方向に
対して図３に示すごとき関係を満たす溝形状を有するス
リット（以下関係Ａのスリットという）で構成し、残余
のブロックに施されるスリット例えばスリット５3 、５
4 を入力Ｆの方向に対して図３に示すものと逆の関係を
満たす溝形状を有するスリット（接地側の広幅部５Ｂが
入力Ｆの方向と同じ方向側に膨出して偏在させるように
したスリットであり、以下関係Ｂのスリットという）で
構成できる。これにより一つのブロックがブレーキ時お
よびトラクション時の両方に対してエッヂ効果を高める
ことができ、装着方向を気にする必要がなくなる。As another embodiment of the present invention, in the case of a pneumatic tire having a block pattern including blocks, one block is roughly divided into two parts in the tire circumferential direction.
It is possible to reverse the uneven distribution direction of the ground-side wide portion of the slit formed in the block area of the one side half and the uneven distribution direction of the ground-side wide portion of the slit formed in the remaining block area. That is, as shown in FIG. 1, when the block 3 is provided with four slits 5 1 , 5 2 , 5 3 and 5 4 , slits provided in half blocks before and after the tire circumferential direction, for example, the slit 5 1 , 5 2 is composed of a slit having a groove shape satisfying the relationship as shown in FIG. 3 with respect to the direction of the input F (hereinafter referred to as a slit of the relationship A), and slits applied to the remaining blocks, for example, slits 5 3 , 5
4 is a slit having a groove shape that satisfies the relationship opposite to that shown in FIG. 3 with respect to the direction of the input F (the wide portion 5B on the ground side is bulged in the same direction as the direction of the input F to be unevenly distributed). It is a slit and is hereinafter referred to as a slit of relation B). As a result, one block can enhance the edge effect both during braking and during traction, and there is no need to worry about the mounting direction.
【００４１】また、１つのブロックに施されるサイプ本
数が奇数の場合、複数のブロック間で関係Ａのスリット
および関係Ｂのスリットの各本数が均等化するように施
すことができる。When the number of sipes applied to one block is an odd number, the slits of the relationship A and the slits of the relationship B can be equalized among a plurality of blocks.
【００４２】本発明のさらに他の実施例として、ブロッ
クを含むブロッパターンを有する空気入りタイヤである
場合に、接地側の広幅部５Ｂがタイヤ回転方向に対して
一方向側に偏在するスリットと、反対方向側に偏在する
スリットとを同一ブロック内において混在させることが
できる。すなわち、図１におけるスリット５1 および５
3 に前記関係Ａのスリットを用い、スリット５2 および
５4 を前記関係Ｂのスリットを用いることにより、同一
ブロッ内に関係Ａと関係Ｂのスリットを混在させて形成
することもできる。これにより、一つのブロックがブレ
ーキ時およびトラクション時の両方に対してエッヂ効果
を高めることができ、装着方向を気にする必要がなくな
る。As still another embodiment of the present invention, in the case of a pneumatic tire having a block pattern including blocks, the wide portion 5B on the ground contact side has slits which are unevenly distributed in one direction with respect to the tire rotation direction, Slits unevenly distributed in the opposite direction can be mixed in the same block. That is, the slits 5 1 and 5 in FIG.
By using the slit of the relation A for 3 and the slit of the relation B for the slits 5 2 and 5 4 , it is possible to form the slits of the relation A and the relation B in the same block. As a result, one block can enhance the edge effect both during braking and during traction, and there is no need to worry about the mounting direction.
【００４３】〔試験例〕前述した第１実施例（図２）お
よび第２実施例（図３）の乗用車用空気入りタイヤをタ
イヤサイズ１８５／７０Ｒ１３で、表１の諸元のスリッ
ト、その他の構成は同一として製作し、氷上ブレーキ性
能および氷上トラクション性能の評価試験を実施した。
また、従来例（図４）の乗用車空気入りタイヤは、スリ
ット幅Ｗを０．５mm、深さｈを１０mmそして離隔距離ｔ
を５mm、その他の構成は実施例タイヤと同一として製作
し、同様に評価試験を実施した。[Test Example] The pneumatic tires for passenger cars of the first embodiment (FIG. 2) and the second embodiment (FIG. 3) described above were used in a tire size of 185 / 70R13, and the slits of the specifications of Table 1 and other It was manufactured with the same configuration, and an evaluation test of the braking performance on ice and the traction performance on ice was carried out.
The pneumatic tire for passenger cars of the conventional example (FIG. 4) has a slit width W of 0.5 mm, a depth h of 10 mm, and a separation distance t.
Was manufactured in the same manner as the example tire, and the evaluation test was conducted in the same manner.
【００４４】評価結果を表２に示す。評価結果は従来例
のタイヤの結果を１００とした指数表示で示してあり、
数字が大きい程性能が優れることを示している。The evaluation results are shown in Table 2. The evaluation results are shown in index representation with the result of the tire of Conventional Example as 100,
The higher the number, the better the performance.
【００４５】テスト条件は、タイヤ内圧２．０kg／cm
2 、氷上ブレーキ性能は氷盤上を２０km／h の速度で走
行した状態からフル制動した時の制動距離、氷上トラク
ション性能は氷盤上を２０km／h の速度で走行した状態
から１００ｍフル加速した時の所要時間の評価結果であ
る。The test condition is a tire internal pressure of 2.0 kg / cm.
2. The braking performance on ice is the braking distance when fully braking from the state of traveling on the ice plate at a speed of 20 km / h, and the traction performance on ice is 100 m full acceleration from the state of traveling on the ice plate at a speed of 20 km / h. It is an evaluation result of time required for time.
【００４６】テスト車はＦＦ車であり、第２実施例（図
３）のタイヤについては、駆動輪および遊動輪について
回転方向を考慮してそれぞれトラクション、ブレーキに
対して機能を発揮するように装着した。The test vehicle is an FF vehicle, and the tires of the second embodiment (FIG. 3) are mounted so that the driving wheels and the idle wheels have respective traction and brake functions in consideration of the rotational directions. did.
【００４７】[0047]
【表１】 [Table 1]
【００４８】[0048]
【表２】 [Table 2]
【００４９】表２に示された結果から、本発明の第１実
施例および第２実施例のタイヤは、従来例のタイヤに比
べて、氷上性能がはるかに優れていることが判明した。From the results shown in Table 2, it was found that the tires of the first and second examples of the present invention have far better on-ice performance than the tires of the conventional examples.
【００５０】[0050]
【発明の効果】請求項１記載の空気入りタイヤは、狭幅
部を有するスリットを複数実質的に並列に配設している
ので、除水の効果とエッヂ圧を高める効果をもたらし、
優れた氷上性能を発揮する。According to the pneumatic tire of claim 1, since a plurality of slits having a narrow width portion are arranged substantially in parallel, a water removing effect and an edge pressure increasing effect are brought about.
Exhibits excellent performance on ice.
【００５１】請求項２記載の空気入りタイヤは、接地側
の広幅部と内部側広幅部を狭幅部に対して互いに反対方
向に偏在させたスリットを配設しているので、除水の効
果とエッヂ圧を高める効果をもたらし、優れた氷上性能
を発揮する。In the pneumatic tire according to the present invention, since the wide portion on the ground side and the wide portion on the inner side are provided with slits which are unevenly distributed in the opposite directions with respect to the narrow portion, the water removing effect is obtained. And brings the effect of increasing the edge pressure, and demonstrates excellent performance on ice.
【００５２】請求項３記載の空気入りタイヤは、接地側
の広幅部が制動時に受ける入力の方向と反対方向側に膨
出し偏在するスリットを配設しているのでエッヂ圧を高
める効果をもたらす。In the pneumatic tire of the third aspect, since the wide portion on the ground contact side is provided with the bulging and unevenly distributed slits in the direction opposite to the input direction received during braking, the edge pressure is increased.
【００５３】請求項４記載の空気入りタイヤは、タイヤ
回転方向と反対方向側に接地側の広幅部が膨出し偏在す
るスリットを配設しているので、遊動輪に装着されてブ
レーキ時にエッヂ圧を高める効果を有する。In the pneumatic tire according to the present invention, since the wide portion on the ground contact side has a slit in which the wide portion on the ground contact side bulges and is unevenly arranged on the side opposite to the tire rotating direction, the pneumatic tire is mounted on the idler wheel and the edge pressure is applied during braking. Has the effect of increasing.
【００５４】請求項５記載の空気入りタイヤは、タイヤ
回転方向と同じ方向側に接地側の広幅部が膨出し偏在す
るスリットを配設しているので、駆動輪に装着されてト
ラクション時にエッジ圧を高める効果を有する。In the pneumatic tire of the fifth aspect, since the wide portion on the ground contact side has a slit in which the wide portion on the ground contact side is bulged and unevenly distributed on the same side as the tire rotation direction, the pneumatic tire is mounted on the driving wheel and the edge pressure is applied during traction. Has the effect of increasing.
【００５５】請求項６記載の空気入りタイヤは、１ブロ
ック内においてタイヤ回転方向に対して一方側約半分に
施されたスリットの広幅部の偏在方向と、残余の部分に
施されたスリットの広幅部の偏在方向とが逆となってい
るので、同一ブロック内でトラクションおよびブレーキ
の両方の制動に対応してエッヂ効果をもたらし、タイヤ
の装着方向に対する留意を不要とする効果を有する。According to a sixth aspect of the pneumatic tire, in one block, the uneven distribution direction of the wide width portion of the slit provided on one side with respect to the tire rotation direction and the wide width of the slit provided on the remaining portion. Since the direction of uneven distribution of the parts is opposite, an edge effect is provided corresponding to both braking of the traction and the brake in the same block, and there is an effect that attention to the mounting direction of the tire is unnecessary.
【００５６】請求項７記載の空気入りタイヤは、タイヤ
回転方向に対して接地側の広幅部が一方向側に偏在する
スリットと、逆方向側に偏在するスリットとが同一ブロ
ック内で混在しているので、同一ブロック内でトラクシ
ョンおよびブレーキの両方の制動に対してエッヂ効果を
もたらし、タイヤの装着方向に対する留意を不要とする
効果を有する。In the pneumatic tire according to claim 7, slits in which the wide portion on the ground contact side is unevenly distributed in one direction with respect to the tire rotating direction and slits in the opposite direction are mixed in the same block. Therefore, the edge effect is brought about for both braking of the traction and the braking in the same block, and there is an effect that it is unnecessary to pay attention to the mounting direction of the tire.
【図１】本発明の１実施例を示す平面図である。FIG. 1 is a plan view showing an embodiment of the present invention.
【図２】本発明の第１実施例のスリットにおける溝形状
を示す横断面図（図１のＡ−Ａ線断面図）である。FIG. 2 is a horizontal cross-sectional view (cross-sectional view taken along the line AA of FIG. 1) showing the groove shape in the slit of the first embodiment of the present invention.
【図３】本発明の第２実施例のスリットにおける溝形状
を示す横断面図である。FIG. 3 is a cross-sectional view showing a groove shape of a slit according to a second embodiment of the present invention.
【図４】従来のスリット（サイプ）を示す横断面図であ
る。FIG. 4 is a cross-sectional view showing a conventional slit (sipe).
１ トレッド ２ 溝 ３ 陸部（ブロック） ５ スリット ５Ａ 狭幅部 ５Ｂ 接地側の広幅部 ５Ｃ 内部側の広幅部 ７m 入力の方向と反対方向側の突出部 ７n 入力の方向と同じ方向側の突出部 ８ 段差部 Ｆ 入力 ｍ 入力の方向と反対方向側のエッヂ ｎ 入力の方向と同方向側のエッヂ イ タイヤの回転方向 ロ タイヤの回転方向 1 tread 2 groove 3 land part (block) 5 slit 5A narrow part 5B ground-side wide part 5C internal wide part 7m projecting part in the opposite direction to the input direction 7n projecting part in the same direction as the input direction 8 Steps F Input m Edge on opposite side to input m Edge on same side as input n Rotation direction of tire b Rotation direction of tire
Claims (7)
れ、この陸部に複数のスリットを配設したトレッドパタ
ーンを具備する空気入りタイヤにおいて、 前記複数のスリットが互いに実質的に並列して概ねタイ
ヤ幅方向に延在しており、このスリットが深さ方向にお
いて幅の狭まった狭幅部を有することを特徴とする空気
入りタイヤ。1. A pneumatic tire having a tread pattern in which a plurality of grooves are defined by a plurality of grooves, and a plurality of slits are arranged in the land, wherein the plurality of slits are substantially parallel to each other. The pneumatic tire is characterized in that the slit has a narrow width portion having a narrow width in the depth direction.
にそれぞれ広幅部を有し、その横断面形状において接地
側の広幅部と内部側の広幅部とが狭幅部を中心に左右互
いに反対側に膨出して偏在することを特徴とする請求項
１に記載の空気入りタイヤ。2. The slit has wide portions on the ground side and the inner side of the narrow portion, respectively, and in the cross-sectional shape, the wide portion on the ground side and the wide portion on the inner side are left and right around the narrow portion. The pneumatic tire according to claim 1, wherein the pneumatic tire bulges toward opposite sides and is unevenly distributed.
力の方向と反対方向側に偏在することを特徴とする請求
項２に記載の空気入りタイヤ。3. The pneumatic tire according to claim 2, wherein the wide portion on the ground contact side is unevenly distributed in a direction opposite to an input direction received during braking.
と反対方向側に偏在することを特徴とする請求項２に記
載の遊動輪に用いられる空気入りタイヤ。4. The pneumatic tire used for an idler wheel according to claim 2, wherein the wide portion on the ground contact side is unevenly distributed in a direction opposite to the rotation direction of the tire.
と同じ方向側に偏在することを特徴とする請求項２に記
載の駆動輪に用いられる空気入りタイヤ。5. The pneumatic tire used for a drive wheel according to claim 2, wherein the wide portion on the ground contact side is unevenly distributed in the same direction as the rotation direction of the tire.
形成され、一つのブロックがタイヤ周方向前後にほぼ二
分され、一方側半分に施されたスリットの接地側広幅部
の偏在方向と、残余の半分に施されたスリットの接地側
広幅部の偏在方向とが互いに逆であることを特徴とする
請求項２に記載の空気入りタイヤ。6. At least a part of the land portion is formed by a block, and one block is divided into approximately two in the front and rear direction in the tire circumferential direction, and an uneven distribution direction of a ground side wide portion of a slit formed in one side half and a remaining portion. The pneumatic tire according to claim 2, wherein the uneven distribution direction of the ground-side wide portion of the slit formed in half of the above is opposite to each other.
形成され、同一ブロック内において、前記接地側の広幅
部がタイヤ回転方向に対して一方向側に偏在するスリッ
トと、逆方向側に偏在するスリットとが混在しているこ
とを特徴とする請求項２に記載の空気入りタイヤ。7. The land portion has at least a part formed of a block, and in the same block, the wide portion on the ground contact side is unevenly distributed in one direction with respect to the tire rotation direction and is unevenly distributed in the opposite direction. The pneumatic tire according to claim 2, wherein the slits are mixed with each other.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP01093495A JP3673296B2 (en) | 1995-01-26 | 1995-01-26 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP01093495A JP3673296B2 (en) | 1995-01-26 | 1995-01-26 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08197915A true JPH08197915A (en) | 1996-08-06 |
| JP3673296B2 JP3673296B2 (en) | 2005-07-20 |
Family
ID=11764065
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP01093495A Expired - Fee Related JP3673296B2 (en) | 1995-01-26 | 1995-01-26 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3673296B2 (en) |
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH1052824A (en) * | 1996-08-12 | 1998-02-24 | Bridgestone Corp | Mold for vulcanizing tire and pneumatic tire |
| JP2002154308A (en) * | 2000-07-03 | 2002-05-28 | Soc De Technol Michelin | Tread for heavy load support tire |
| JP2005170314A (en) * | 2003-12-15 | 2005-06-30 | Bridgestone Corp | Pneumatic tire |
| JP2005247105A (en) * | 2004-03-03 | 2005-09-15 | Toyo Tire & Rubber Co Ltd | Pneumatic radial tire |
| JP2005329793A (en) * | 2004-05-19 | 2005-12-02 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US7017634B2 (en) * | 2000-11-13 | 2006-03-28 | Michelin Recherche Et Technique S.A. | Tire tread including hollowed zones |
| JP2007008303A (en) * | 2005-06-30 | 2007-01-18 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US7188650B2 (en) * | 2004-12-28 | 2007-03-13 | The Goodyear Tire & Rubber Company | Siped tire tread with high transverse stiffness |
| JP2007276662A (en) * | 2006-04-07 | 2007-10-25 | Yokohama Rubber Co Ltd:The | Pneumatic tire, and pneumatic tire molding die |
| JP2008284872A (en) * | 2007-04-16 | 2008-11-27 | Toyo Tire & Rubber Co Ltd | Sipe blade and tire molded using the same |
| JP2008296613A (en) * | 2007-05-29 | 2008-12-11 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| FR2924981A1 (en) * | 2007-12-17 | 2009-06-19 | Michelin Soc Tech | TIRE TREAD FOR SNOW TIRE. |
| JP2009292382A (en) * | 2008-06-06 | 2009-12-17 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2011201390A (en) * | 2010-03-25 | 2011-10-13 | Bridgestone Corp | Tire performance prediction method and tire performance prediction device |
| US9701163B2 (en) | 2013-12-18 | 2017-07-11 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
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1995
- 1995-01-26 JP JP01093495A patent/JP3673296B2/en not_active Expired - Fee Related
Cited By (22)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH1052824A (en) * | 1996-08-12 | 1998-02-24 | Bridgestone Corp | Mold for vulcanizing tire and pneumatic tire |
| JP2002154308A (en) * | 2000-07-03 | 2002-05-28 | Soc De Technol Michelin | Tread for heavy load support tire |
| US7530802B2 (en) | 2000-11-13 | 2009-05-12 | Michelin Recherche Et Technique S.A. | Molding element for a mould for molding a cutout in a tire tread |
| US7017634B2 (en) * | 2000-11-13 | 2006-03-28 | Michelin Recherche Et Technique S.A. | Tire tread including hollowed zones |
| JP2005170314A (en) * | 2003-12-15 | 2005-06-30 | Bridgestone Corp | Pneumatic tire |
| JP4605691B2 (en) * | 2003-12-15 | 2011-01-05 | 株式会社ブリヂストン | Pneumatic tire |
| JP2005247105A (en) * | 2004-03-03 | 2005-09-15 | Toyo Tire & Rubber Co Ltd | Pneumatic radial tire |
| JP2005329793A (en) * | 2004-05-19 | 2005-12-02 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US7188650B2 (en) * | 2004-12-28 | 2007-03-13 | The Goodyear Tire & Rubber Company | Siped tire tread with high transverse stiffness |
| JP4526081B2 (en) * | 2005-06-30 | 2010-08-18 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP2007008303A (en) * | 2005-06-30 | 2007-01-18 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2007276662A (en) * | 2006-04-07 | 2007-10-25 | Yokohama Rubber Co Ltd:The | Pneumatic tire, and pneumatic tire molding die |
| JP2008284872A (en) * | 2007-04-16 | 2008-11-27 | Toyo Tire & Rubber Co Ltd | Sipe blade and tire molded using the same |
| JP2008296613A (en) * | 2007-05-29 | 2008-12-11 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US8171969B2 (en) * | 2007-05-29 | 2012-05-08 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| FR2924981A1 (en) * | 2007-12-17 | 2009-06-19 | Michelin Soc Tech | TIRE TREAD FOR SNOW TIRE. |
| WO2009077499A1 (en) * | 2007-12-17 | 2009-06-25 | Société de Technologie Michelin | Snow tyre tread |
| EA016642B1 (en) * | 2007-12-17 | 2012-06-29 | Сосьете Де Текноложи Мишлен | Snow tyre tread |
| JP2009292382A (en) * | 2008-06-06 | 2009-12-17 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP4688903B2 (en) * | 2008-06-06 | 2011-05-25 | 東洋ゴム工業株式会社 | Pneumatic tire |
| JP2011201390A (en) * | 2010-03-25 | 2011-10-13 | Bridgestone Corp | Tire performance prediction method and tire performance prediction device |
| US9701163B2 (en) | 2013-12-18 | 2017-07-11 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
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