JPH08276706A - Pneumatic radial tire - Google Patents
Pneumatic radial tireInfo
- Publication number
- JPH08276706A JPH08276706A JP7081542A JP8154295A JPH08276706A JP H08276706 A JPH08276706 A JP H08276706A JP 7081542 A JP7081542 A JP 7081542A JP 8154295 A JP8154295 A JP 8154295A JP H08276706 A JPH08276706 A JP H08276706A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- tread
- road surface
- contact
- pneumatic radial
- 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
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、傾斜部分を有する路
面、例えば轍等の凹凸を有する路面を走行する際に発生
する運転者が予測できない車両の複雑な動き、いわゆる
ワンダリング現象を抑制して直進安定性を向上させた空
気入りラジアルタイヤに係り、特に軽トラック、小型ト
ラック・バス及びトラック・バスに好適な空気入りラジ
アルタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention suppresses a so-called wandering phenomenon, which is a complicated movement of a vehicle that cannot be predicted by a driver when traveling on a road surface having an inclined portion, for example, a road surface having unevenness such as a rut. The present invention relates to a pneumatic radial tire having improved straight running stability, and particularly to a pneumatic radial tire suitable for a light truck, a light truck / bus, and a truck / bus.
【０００２】[0002]
【従来の技術】近年、乗用車のみならず小型トラック及
びトラック・バスにおいてもカーカスのコードをタイヤ
赤道面に対して実質直交する向きに配列した、いわゆる
ラジアルタイヤが、バイアスタイヤに比べて耐摩耗性及
び操縦安定性に優れることから多用されてきている。2. Description of the Related Art In recent years, so-called radial tires in which carcass cords are arranged in a direction substantially orthogonal to the tire equatorial plane not only in passenger cars but also in light trucks and trucks / buses are more wear-resistant than bias tires. It has also been widely used due to its excellent steering stability.
【０００３】[0003]
【発明が解決しようとする課題】車両の高速化に伴って
ラジアルタイヤの採用も増加してきたのであるが、道路
網の整備拡充に伴って車両の高速走行が日常的に行われ
るようになると、いわゆるワンダリング現象の発生頻度
が増してきた。The adoption of radial tires has increased along with the speeding up of vehicles. However, with the improvement of the road network, high-speed running of vehicles has become commonplace. The frequency of occurrence of so-called wandering phenomenon has increased.
【０００４】本発明は、ワンダリング現象を抑制し、轍
の凹凸などの傾斜部分を有する路面での直進安定性の向
上を目的とする。An object of the present invention is to suppress the wandering phenomenon and improve the straight running stability on a road surface having an inclined portion such as unevenness of a rut.
【０００５】[0005]
【課題を解決するための手段】請求項１に記載の発明
は、一対のビードコア間にわたりトロイド状をなして跨
がるカーカスのタイヤ径方向外側に、複数枚のベルト及
びトレッドを配置した空気入りラジアルタイヤであっ
て、前記トレッドは、トレッド端がタイヤ幅方向外側に
張り出し、平坦路において接地する第１トレッドと第１
トレッドよりもタイヤ幅方向外側に延びてタイヤ軸方向
に対して傾斜する傾斜路面の山側に接地する第２トレッ
ドとを有し、規定内圧、規定の最大負荷能力の７０％の
荷重にて平坦路に接地したときの接地幅をＣＷ1 、タイ
ヤ赤道面と傾斜路面の垂直線とのなす角度を１０°とし
て接地したときの接地部の周方向最長部と傾斜路面の山
側接地端とのタイヤ軸方向寸法をＭＷとするとき、ＭＷ
＞０．１５ＣＷ1 であることを特徴としている。According to a first aspect of the present invention, there is provided a pneumatic tire in which a plurality of belts and a tread are arranged on an outer side in a tire radial direction of a carcass that straddles a toroidal shape between a pair of bead cores. A radial tire, wherein the tread has a tread end that extends outward in the tire width direction, and a first tread that contacts the ground on a flat road.
It has a second tread that extends outward in the tire width direction from the tread and contacts the mountain side of the inclined road surface that is inclined with respect to the tire axial direction, and has a specified internal pressure and a load of 70% of the specified maximum load capacity on a flat road. The tire shaft between the longest part in the circumferential direction of the grounding part and the mountain side grounding end of the sloped road surface when the grounding width is CW 1 and the angle between the tire equatorial plane and the vertical line of the sloped road surface is 10 ° When directional dimension is MW, MW
The feature is> 0.15 CW 1 .
【０００６】請求項２に記載の発明は、請求項１に記載
の空気入りラジアルタイヤにおいて、接地長をＣＬ1 、
矩形率をＫＲ1 とするとき、ＣＬ1 ／ＣＷ1 ＜１．７、
ＫＲ 1 ＞０．７であるとことを特徴としている。。The invention as defined in claim 2 is as set forth in claim 1.
For pneumatic radial tires of1,
KR the rectangular rate1And when CL1/ CW1<1.7,
KR 1It is characterized by being> 0.7. .
【０００７】また、請求項３に記載の発明は、請求項１
または請求項２に記載の空気入りラジアルタイヤにおい
て、傾斜路面に接地したときの山側接地端より寸法ＭＷ
以内で、かつ、タイヤ赤道面よりタイヤ軸方向外側へ寸
法ＣＷ1 ／２以上の位置に、実質上タイヤ周方向に延び
る細溝或いは切り込みを有することを特徴としている。The invention described in claim 3 is the same as claim 1
Alternatively, in the pneumatic radial tire according to claim 2, a size MW from a mountain side ground contact end when grounding on a slope road surface.
Within, and in the tire axial direction outer side to the dimension CW 1/2 or more positions from the tire equatorial plane, is characterized by having a narrow groove or notch extending substantially on the tire circumferential direction.
【０００８】図１にこの発明に従う空気入りラジアルタ
イヤ１の具体例を図解している。ここで２は少なくとも
１枚のカーカスプライからなるカーカスを示し、このカ
ーカス２は少なくとも１枚のカーカスプライがその側端
部分をビードコア３の周りでタイヤの内側から外側へ巻
き返している。FIG. 1 illustrates a concrete example of a pneumatic radial tire 1 according to the present invention. Reference numeral 2 denotes a carcass composed of at least one carcass ply. In this carcass 2, at least one carcass ply has its side end portion wound around the bead core 3 from the inside to the outside of the tire.
【０００９】そして前記カーカス２のタイヤ径方向外側
には、互いに平行配列になるコードをゴム被覆したコー
ド層をそのコードが互いに交差する配置にて積層した、
少なくとも２層のプライからなるベルト４を配置し、さ
らに外側にトレッド５を配置する。On the outer side of the carcass 2 in the radial direction of the tire, a cord layer in which cords arranged in parallel with each other are coated with rubber is laminated in such a manner that the cords cross each other.
A belt 4 made of at least two layers of plies is arranged, and a tread 5 is arranged further outside.
【００１０】前記トレッド５は、トレッド端６がタイヤ
幅方向外側に張り出しており、平坦路において接地する
第１トレッド５−１と、第１トレッドよりもタイヤ幅方
向外側に延びて傾斜路面の山側、具体的には傾斜が１０
°程度の傾斜路面の山側において接地する第２トレッド
５−２からなる。The tread 5 has a tread end 6 that projects outward in the tire width direction, and a first tread 5-1 that contacts the ground on a flat road, and a mountain side of a sloped road surface that extends outward of the first tread in the tire width direction. , Specifically, the slope is 10
It is composed of a second tread 5-2 that comes into contact with the ground on the mountain side of the inclined road surface of about °.
【００１１】なお、第２トレッドの輪郭線の曲率半径Ｒ
２は４０mm以上が好ましい。なぜなら曲率半径が４０mm
未満では、該トレッドの十分な接地が期待できないから
である。The radius of curvature R of the contour line of the second tread
2 is preferably 40 mm or more. Because the radius of curvature is 40mm
If it is less than 1, the grounding of the tread cannot be expected sufficiently.
【００１２】ここで、トレッド幅ＴＲＷがタイヤ断面幅
ＴＷの８０％〜１０５％に相当すること、ベルト最大幅
ＢＷmax がタイヤ断面幅ＴＷの６０％〜１００％に相当
することがそれぞれ好ましい。Here, it is preferable that the tread width TRW corresponds to 80% to 105% of the tire section width TW and the maximum belt width BWmax corresponds to 60% to 100% of the tire section width TW.
【００１３】矩形率ＫＲ1 は、図５，６に示すように、
タイヤ赤道面ＣＬからタイヤ軸方向外側へ０．４ＣＷ1
離れた位置における接地長ＣＬ2 の２ヵ所の平均を接地
長ＣＬ1 で除した値である。The rectangular rate KR 1 is, as shown in FIGS.
0.4 CW 1 from the tire equatorial plane CL to the axial outside of the tire
It is a value obtained by dividing the average of two contact lengths CL 2 at distant positions by the contact length CL 1 .
【００１４】[0014]
【作用】図２に示すように、タイヤが轍の凹凸などの傾
斜路面１１を乗り上げる向きに進入角をもって横断しよ
うとするとき、タイヤには路面１１からの反力ＦR と傾
斜路面１１との間に発生するキャンバースラストＦC に
よる横力ＦY が働く。ここでタイヤがラジアルタイヤで
あると、バイアスヤイヤに比べてタイヤの径方向剛性及
び幅方向剛性が高くなることから、前記反力ＦR が大き
く、キャンバースラストＦC が小さくなるため、タイヤ
に働く横力ＦY は大きくなる。As shown in FIG. 2, when the tire attempts to cross the sloped road surface 11 such as a rut with an approach angle in the direction of riding, the tire is forced to react between the reaction force FR from the road surface 11 and the sloped road surface 11. Lateral force FY due to the camber thrust FC generated at the side acts. If the tire is a radial tire, the radial and widthwise rigidity of the tire is higher than that of the bias tire, so that the reaction force FR is large and the camber thrust FC is small, so that the lateral force acting on the tire is large. FY becomes larger.
【００１５】すなわち、傾斜路面１１を乗り上げるため
には進入角を大きくしなければならず、スムーズな乗り
上げができないため、ワンダリング現象が発生すること
が判明した。That is, it has been found that a wandering phenomenon occurs because the approach angle must be increased in order to ride on the sloped road surface 11 and smooth riding cannot be performed.
【００１６】したがって、ワンダリング現象を抑制する
ためには、キャンバースラストＦCを増加させることに
より、横力ＦY を減少させることが有効である。そこで
発明者はこの点の検討をさらに行ない、以下の知見を得
た。Therefore, in order to suppress the wandering phenomenon, it is effective to decrease the lateral force FY by increasing the camber thrust FC. Therefore, the inventor further examined this point and obtained the following findings.
【００１７】キャンバースラストＦC は、タイヤが傾斜
路面１１に接地して撓み変形をしたときに発生するトレ
ッドのタイヤ断面内での曲げ変形により発生する。即
ち、図３に示すように、接地端近傍での曲げ変形ｂs の
反力として発生する横力ＦCSと、タイヤ赤道面ＣＬ近傍
での曲げ変形ｂc の反力として発生する横力ＦCCとの合
力として考えることができる。The camber thrust FC is generated by the bending deformation of the tread within the tire cross section, which occurs when the tire comes into contact with the inclined road surface 11 and is deformed. That is, as shown in FIG. 3, a resultant force of a lateral force FCS generated as a reaction force of the bending deformation bs near the ground contact end and a lateral force FCC generated as a reaction force of the bending deformation bc near the tire equatorial plane CL. Can be thought of as
【００１８】ここで、傾斜路面１１に接地した時の最長
接地部ＰＬmax を境に発生横力の向きが反転するので、
キャンバースラストＦC を大とするには該最長接地部Ｐ
Ｌma x をタイヤ赤道面ＣＬ寄りとする、即ち周方向最長
部ＰＬmax と傾斜路面１１の山側接地端ＰＥとのタイヤ
軸方向寸法ＭＷを大きくすることが有効なことを見いだ
した。Here, since the direction of the generated lateral force is reversed at the boundary of the longest grounding portion PL max when the vehicle is grounded on the inclined road surface 11,
In order to increase the camber thrust FC, the longest ground contact point P
L a ma x to the tire equatorial plane CL toward, that is possible to increase the tire axial dimension MW between mountain side ground terminal PE of the circumferential longest portion PL max and the inclined road surface 11 has been found to be effective.
【００１９】そこで、図１及び図４に示すように、トレ
ッド端６をタイヤ幅方向外側に張り出させ、平坦路にお
いて接地する第１トレッド５−１よりもタイヤ幅方向外
側に傾斜路面１１の山側において接地する第２トレッド
５−２を設けることにより、トレッド端６近傍の踏面
が、特に傾斜路面１１に接地したときにより広く接地す
ることができ、傾斜路面１１をスムーズに乗り上げるこ
とができる。これにより、斜度が１０°までの傾斜路面
１１での接地幅を拡大することが可能となる。Therefore, as shown in FIGS. 1 and 4, the tread end 6 is projected outward in the tire width direction, and the sloped road surface 11 extends outward in the tire width direction from the first tread 5-1 that contacts the ground on a flat road. By providing the second tread 5-2 that is grounded on the mountain side, the tread surface near the tread end 6 can be grounded more widely, especially when it touches the sloped road surface 11, and the sloped road surface 11 can be smoothly climbed up. As a result, it is possible to increase the ground contact width on the sloped road surface 11 with a slope of up to 10 °.
【００２０】更にＭＷ＞０．１５ＣＷ1 とすることによ
りキャンバースラストＦC を増加させ、より効果的にワ
ンダリングを抑制することができる。Further, by setting MW> 0.15 CW 1 , the camber thrust FC can be increased and wandering can be suppressed more effectively.
【００２１】ここで、ＣＬ1 ／ＣＷ1 を大きく、また、
矩形率ＫＲ1 を小さくすれば、即ち丸い接地形状のタイ
ヤにすれば、ＦC を更に大きくすることが判った。この
ようなタイヤが傾斜路面に接地すると、傾斜路山側のト
レッド接地端部の接地長が大きく伸びるため、曲げ変形
ｂs が増加して横力ＦCSも増大し、その結果キャンバー
スラストＦC が大きくなるからである。Here, CL 1 / CW 1 is increased, and
It has been found that if the rectangular ratio KR 1 is reduced, that is, if the tire has a round ground contact shape, FC is further increased. When such a tire comes into contact with the slope road surface, the contact length of the tread contact end on the slope mountain side greatly increases, so that the bending deformation bs increases and the lateral force FCS also increases. As a result, the camber thrust FC increases. Is.
【００２２】しかし、小型トラック・バスや、トラック
・バス用タイヤ等では、ある程度接地幅が必要なため、
ＣＬ1 ／ＣＷ1 ＜１．７であり、また、耐摩耗性の面か
らＫＲ1 ＞０．７とすることが好ましい。However, for small trucks / buses, truck / bus tires, etc., the ground contact width is required to some extent.
It is preferable that CL 1 / CW 1 <1.7 and KR 1 > 0.7 from the viewpoint of wear resistance.
【００２３】また、傾斜路面に接地したときの山側接地
端より寸法ＭＷ以内で、かつ、タイヤ赤道面よりタイヤ
軸方向外側へ寸法ＣＷ1 ／２以上の位置に、実質上タイ
ヤ周方向に延びる細溝或いは切り込みを設けることによ
り、接地端側のトレッドの剛性を低減でき、上記曲げ変
形ｂs をより大きくできる。このため、横力ＦCSがより
大きくなり、キャンバースラストＦC の増大効果を増す
ことができる。Further, within the dimensions MW from the mountain side ground end when the ground in the inclined road surface, and, in the tire axial direction outer side to the dimension CW 1/2 or more positions from the tire equatorial plane, thin and extends substantially in the tire circumferential direction By providing the groove or notch, the rigidity of the tread on the ground contact side can be reduced, and the bending deformation bs can be further increased. Therefore, the lateral force FCS becomes larger, and the effect of increasing the camber thrust FC can be enhanced.
【００２４】なお、トレッド幅をタイヤ断面幅の８０％
〜１０５％に相当させることが好ましい。８０％未満で
あるとキャンバースラストを十分増加させることができ
ない虞があり、１０５％を越えると最早キャンバースラ
スト増加は頭打ちとなり、トレッド端破損の虞があるか
らである。The tread width is 80% of the tire cross-sectional width.
It is preferable to correspond to ˜105%. If it is less than 80%, there is a possibility that the camber thrust cannot be sufficiently increased, and if it exceeds 105%, the increase in the camber thrust will soon reach the ceiling and there is a risk that the tread edge will be damaged.
【００２５】また、サイドウォール７の倒れ込み変形ｂ
sideをトレッド端近傍へ伝達するためにベルト最大幅は
タイヤ断面幅の６０％以上あることが好ましい。しか
し、あまり幅広であると最早キャンバースラスト増加は
頭打ちとなるとともにベルト端部が歪増加により破傷し
やすくなるため、タイヤ断面幅の１００％以下とするこ
とが好ましい。Further, the collapse deformation b of the sidewall 7
In order to transmit the side to the vicinity of the tread edge, the maximum belt width is preferably 60% or more of the tire cross-sectional width. However, if the width is too wide, the increase in the camber thrust will soon reach the ceiling and the end of the belt will be easily damaged due to increased strain.
【００２６】[0026]
【実施例】図１に示す構造に従う、サイズ195/85R16 11
4/112L LT の小型トラック用空気入りラジアルタイヤ
を、表１の仕様のもとにぞれぞれ試作した。なお実施例
タイヤにおいては、トレッドの輪郭線を、タイヤ赤道面
ＣＬからタイヤ幅方向外側３７．６mmまでは曲率半径が
３００mm、タイヤ赤道面ＣＬからタイヤ幅方向外側３
７．６〜８０．０mmは曲率半径が１００mm、これよりタ
イヤ幅方向外側は曲率半径が５０mmの円弧で構成した。EXAMPLE Size 195 / 85R16 11 according to the structure shown in FIG.
4 / 112L LT pneumatic radial tires for light trucks were prototyped according to the specifications in Table 1. In the example tires, the contour line of the tread has a radius of curvature of 300 mm from the tire equatorial plane CL to the outer side 37.6 mm in the tire width direction, and the outer side 3 in the tire widthwise direction from the tire equatorial plane CL.
The radius of curvature of 7.6 to 80.0 mm is 100 mm, and the outer side in the tire width direction is an arc having a radius of curvature of 50 mm.
【００２７】なお、実施例２は、図４の想像線（２点鎖
線）で示すように、タイヤ赤道面ＣＬから軸方向外側に
６８mmの位置に、実質上タイヤ周方向に延びる直線状の
傾斜溝８が形成されているタイヤであり、実施例１は、
傾斜溝８の設けられていないタイヤである。この傾斜溝
８は、深さが９mm、幅が１．０mmであり、溝底が接地端
側になるように傾斜しており、トレッド表面に直角に立
てた垂線に対する傾斜角が７°である。In Example 2, as shown by the imaginary line (two-dot chain line) in FIG. 4, a linear inclination extending substantially in the tire circumferential direction at a position 68 mm axially outward from the tire equatorial plane CL. The tire according to the first embodiment is a tire having the groove 8 formed therein.
The tire is not provided with the inclined groove 8. The inclined groove 8 has a depth of 9 mm and a width of 1.0 mm, is inclined so that the groove bottom is on the ground contact end side, and has an inclination angle of 7 ° with respect to a perpendicular line standing at right angles to the tread surface. .
【００２８】また比較として、図３に示す構造に従う前
記サイズのタイヤ９を従来例として試作した。図１のタ
イヤとの相違点は、従来例は第２トレッドを有しておら
ず曲率半径３００mmで構成される第１トレッドのみから
成り、両端が半径２５mmのラウンド形状である。すなわ
ちトレッドが平坦路で実質上全域に亘って接地する。For comparison, a tire 9 of the above size according to the structure shown in FIG. 3 was experimentally manufactured as a conventional example. The difference from the tire shown in FIG. 1 is that the conventional example does not have a second tread and is composed only of a first tread having a radius of curvature of 300 mm, and has a round shape with a radius of 25 mm at both ends. That is, the tread is grounded on a flat road over substantially the entire area.
【００２９】ここで、図６には平坦路における実施例の
タイヤのフットプリント１Ａが、図５には平坦路におけ
る従来例のタイヤのフットプリント９Ａが示されてい
る。Here, FIG. 6 shows a footprint 1A of the tire of the embodiment on a flat road, and FIG. 5 shows a footprint 9A of the tire of the conventional example on a flat road.
【００３０】図３の上側に示されるフットプリント９Ｂ
は、タイヤ軸方向に対して１０°傾Ａする傾斜路におけ
る従来例のタイヤのものであり、また、図４の上側に示
されるフットプリント１Ｂは、タイヤ軸方向に対して１
０°傾斜する傾斜路における実施例のタイヤのものであ
る。Footprint 9B shown at the top of FIG.
Is a tire of a conventional example in a slope having an inclination of 10 ° with respect to the tire axial direction, and the footprint 1B shown on the upper side of FIG.
It is a thing of the tire of the example in the slope which inclines 0 degree.
【００３１】なお、これらのタイヤは、図３乃至図６に
示すフットプリントからも分かるように、トレッドに３
本の周方向溝が形成されており、タイヤ軸方向両側の陸
部は、タイヤ軸方向に延びる複数の横溝によって複数の
ブロックに分割されている。Incidentally, these tires have three treads, as can be seen from the footprints shown in FIGS. 3 to 6.
A plurality of circumferential grooves are formed, and the land portions on both sides in the tire axial direction are divided into a plurality of blocks by a plurality of lateral grooves extending in the tire axial direction.
【００３２】これらのタイヤに規定内圧6.0kgf/cm2を充
填後、２トン積みの小型トラック（後輪が複輪タイプ）
に装着し、該小型トラックに規定最大荷重を負荷した状
態で轍を含む舗装路をテストドライバーが走行し、直進
安定性を官能評価した。その結果を、従来例を１００と
する指数評価（指数は大きいほど良好）にて、表１に併
記している。These tires are filled with a specified internal pressure of 6.0 kgf / cm 2 and then loaded with 2 tons of small trucks (rear wheels are compound wheels).
The test driver was run on a paved road including a rut in a state where the specified maximum load was applied to the small truck, and straight running stability was sensory evaluated. The results are also shown in Table 1 in the index evaluation with the conventional example being 100 (the larger the index, the better).
【００３３】また、これらのタイヤを小型トラックに装
着し、該小型トラックに規定荷重を負荷させて一般路を
３００００ｋｍ走行させ、耐偏摩耗性を調べた。結果
は、接地端近傍における局所異常摩耗部とその隣接部対
比落ち量の逆数を求め、従来例を１００とした指数で表
した。なお、数値の小さいものが耐偏摩耗性に劣る。な
お、指数１００は、摩耗量１．２mmに相当する。Further, these tires were mounted on a small truck, a prescribed load was applied to the small truck, and the tire was run on an ordinary road for 30,000 km, and the uneven wear resistance was examined. The result was obtained by calculating the reciprocal of the amount of local abnormal wear in the vicinity of the ground contact end and the amount of drop relative to the adjacent part, and expressing it as an index with the conventional example being 100. Note that the smaller the value, the poorer the uneven wear resistance. The index of 100 corresponds to a wear amount of 1.2 mm.
【００３４】同表から発明に従うタイヤの直進安定性が
顕著に向上したことが明らかである。また、接地端部に
傾斜溝を設けることが、直進安定性の向上に寄与してい
ることが判る。From the table, it is clear that the straight running stability of the tire according to the invention is significantly improved. Further, it can be seen that the provision of the inclined groove at the ground contact end contributes to the improvement of straight running stability.
【００３５】[0035]
【表１】 [Table 1]
【００３６】[0036]
【発明の効果】この発明によれば、空気入りラジアルタ
イヤのワンダリング現象を抑制し、轍の凹凸などの傾斜
部分を有する路面での直進安定性を向上させることがで
きる。According to the present invention, it is possible to suppress the wandering phenomenon of a pneumatic radial tire and improve the straight running stability on a road surface having an inclined portion such as unevenness of a rut.
【００３７】また、ＣＬ1 ／ＣＷ1 ＜１．７、ＫＲ1 ＞
０．７、即ち丸い接地形状のタイヤにすれば、キャンバ
ースラストＦC を更に大きくすることができ、直進安定
性がより向上する。CL 1 / CW 1 <1.7, KR 1 >
If the tire has a round ground contact shape of 0.7, the camber thrust FC can be further increased, and the straight running stability is further improved.
【００３８】さらに、傾斜路面に接地した時の山側接地
端より寸法ＭＷ以内で、かつ、タイヤ赤道面よりＣＷ1
／２以上の位置に、実質上タイヤ周方向に延びる細溝或
いは切り込みを設けることにより、直進安定性がより一
層向上する。Further, the size is within MW from the mountain side ground contact end when the vehicle is in contact with the slope road surface, and CW 1 from the tire equatorial plane.
By providing a fine groove or a notch extending substantially in the tire circumferential direction at a position of / 2 or more, straight running stability is further improved.
【図１】この発明に従うタイヤのタイヤ幅方向断面図で
ある。FIG. 1 is a sectional view in the tire width direction of a tire according to the present invention.
【図２】タイヤが傾斜路面と接地した状態を示す模式図
である。FIG. 2 is a schematic diagram showing a state in which a tire is in contact with a sloped road surface.
【図３】従来例が傾斜路面と接地した状態を示す模式図
及び傾斜路面におけるフットプリントである。FIG. 3 is a schematic diagram showing a state where the conventional example is in contact with a slope road surface and a footprint on the slope road surface.
【図４】発明例が傾斜路面と接地した状態を示す模式図
及び傾斜路面におけるフットプリントである。FIG. 4 is a schematic view showing a state where the invention example is in contact with a slope road surface and a footprint on the slope road surface.
【図５】従来例が平坦路と接地したときのフットプリン
トである。FIG. 5 is a footprint when the conventional example is in contact with a flat road.
【図６】発明例が平坦路と接地したときのフットプリン
トである。FIG. 6 is a footprint when an example of the invention is in contact with a flat road.
１ 空気入りラジアルタイヤ ２ カーカス ３ ビードコア ４ ベルト ５ トレッド ５−１ 第１トレッド ５−２ 第２トレッド ６ トレッド端 ７ サイドウォール １１ 傾斜路面 1 Pneumatic radial tire 2 Carcass 3 Bead core 4 Belt 5 Tread 5-1 1st tread 5-2 2nd tread 6 Tread edge 7 Sidewall 11 Sloped road surface
Claims (3)
をなして跨がるカーカスのタイヤ径方向外側に、複数枚
のベルト及びトレッドを配置した空気入りラジアルタイ
ヤであって、 前記トレッドは、トレッド端がタイヤ幅方向外側に張り
出し、平坦路において接地する第１トレッドと第１トレ
ッドよりもタイヤ幅方向外側に延びてタイヤ軸方向に対
して傾斜する傾斜路面の山側に接地する第２トレッドと
を有し、 規定内圧、規定の最大負荷能力の７０％の荷重にて平坦
路に接地したときの接地幅をＣＷ1 、タイヤ赤道面と傾
斜路面の垂直線とのなす角度を１０°として接地したと
きの接地部の周方向最長部と傾斜路面の山側接地端との
タイヤ軸方向寸法をＭＷとするとき、ＭＷ＞０．１５Ｃ
Ｗ1 であることを特徴とする空気入りラジアルタイヤ。1. A pneumatic radial tire in which a plurality of belts and a tread are arranged on the outer side in the tire radial direction of a carcass straddling a toroidal shape between a pair of bead cores, wherein the tread has a tread end. It has a first tread that projects to the outside in the tire width direction and contacts the ground on a flat road, and a second tread that extends to the outside in the tire width direction from the first tread and contacts the mountain side of a sloped road surface inclined with respect to the tire axial direction. CW 1 , the contact width when contacting a flat road with a specified internal pressure and 70% load of the specified maximum load capacity, and the angle between the equatorial plane of the tire and the vertical line of the slope is 10 ° When the tire axial dimension between the longest part in the circumferential direction of the contact portion and the mountain-side contact end of the sloped road surface is MW, MW> 0.15C
A pneumatic radial tire characterized by being W 1 .
とき、ＣＬ1 ／ＣＷ 1 ＜１．７、ＫＲ1 ＞０．７である
とことを特徴とする請求項１に記載の空気入りラジアル
タイヤ。2. The ground contact length is CL1, KR the rectangular rate1To be
When CL1/ CW 1<1.7, KR1> 0.7
The pneumatic radial according to claim 1, wherein
tire.
り寸法ＭＷ以内で、かつ、タイヤ赤道面よりタイヤ軸方
向外側へ寸法ＣＷ1 ／２以上の位置に、実質上タイヤ周
方向に延びる細溝或いは切り込みを有することを特徴と
する請求項１または請求項２に記載の空気入りラジアル
タイヤ。Wherein within dimensions MW from the mountain side ground end when the ground in the inclined road surface, and, in the tire axial direction outer side to the dimension CW 1/2 or more positions from the tire equatorial plane, thin and extends substantially in the tire circumferential direction The pneumatic radial tire according to claim 1 or 2, wherein the pneumatic radial tire has grooves or notches.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP08154295A JP3555782B2 (en) | 1995-04-06 | 1995-04-06 | Pneumatic radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP08154295A JP3555782B2 (en) | 1995-04-06 | 1995-04-06 | Pneumatic radial tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08276706A true JPH08276706A (en) | 1996-10-22 |
| JP3555782B2 JP3555782B2 (en) | 2004-08-18 |
Family
ID=13749193
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP08154295A Expired - Lifetime JP3555782B2 (en) | 1995-04-06 | 1995-04-06 | Pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3555782B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0842794A2 (en) * | 1996-11-15 | 1998-05-20 | Bridgestone Corporation | Pneumatic radial tyres |
| JP2010155503A (en) * | 2008-12-26 | 2010-07-15 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| US20210316572A1 (en) * | 2018-09-25 | 2021-10-14 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
-
1995
- 1995-04-06 JP JP08154295A patent/JP3555782B2/en not_active Expired - Lifetime
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0842794A2 (en) * | 1996-11-15 | 1998-05-20 | Bridgestone Corporation | Pneumatic radial tyres |
| EP0842794A3 (en) * | 1996-11-15 | 1999-07-14 | Bridgestone Corporation | Pneumatic radial tyres |
| JP2010155503A (en) * | 2008-12-26 | 2010-07-15 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP4677028B2 (en) * | 2008-12-26 | 2011-04-27 | 住友ゴム工業株式会社 | Pneumatic tire |
| US20210316572A1 (en) * | 2018-09-25 | 2021-10-14 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3555782B2 (en) | 2004-08-18 |
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