JPH09175117A - Pneumatic radial tire - Google Patents

Pneumatic radial tire

Info

Publication number
JPH09175117A
JPH09175117A JP7340950A JP34095095A JPH09175117A JP H09175117 A JPH09175117 A JP H09175117A JP 7340950 A JP7340950 A JP 7340950A JP 34095095 A JP34095095 A JP 34095095A JP H09175117 A JPH09175117 A JP H09175117A
Authority
JP
Japan
Prior art keywords
tread
grooves
groove
transverse
main groove
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP7340950A
Other languages
Japanese (ja)
Inventor
Koichi Nakamura
浩一 中村
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bridgestone Corp
Original Assignee
Bridgestone Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bridgestone Corp filed Critical Bridgestone Corp
Priority to JP7340950A priority Critical patent/JPH09175117A/en
Publication of JPH09175117A publication Critical patent/JPH09175117A/en
Pending legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03Tread patterns
    • B60C2011/0337Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339Grooves
    • B60C2011/0381Blind or isolated grooves
    • B60C2011/0383Blind or isolated grooves at the centre of the tread
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60CVEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03Tread patterns
    • B60C2011/0337Tread patterns characterised by particular design features of the pattern
    • B60C2011/0386Continuous ribs
    • B60C2011/0388Continuous ribs provided at the equatorial plane

Landscapes

  • Tires In General (AREA)

Abstract

PROBLEM TO BE SOLVED: To improve heel and tow wear resistance with wetting resistance maintained by forming transverse grooves with protruding parts at one side position, disposing the protruding parts alternately in the circumferential direction, and setting the surface length of the protruding part measured in such a direction as the transverse groove extends to a particular value of the block length the transverse groove forms or a smaller value than it. SOLUTION: Branch grooves 4, 5 extend alternately from one main groove in the circumferential direction 2 toward the other main groove in the circumferential direction 2, and bends in the middle of a tread 1 to form a continuous rib 6. Between the main groove in the circumferential direction 2 toward the middle side and a main groove in the circumferential direction 3, continuous transverse grooves 7, 8 are formed. A row of blocks 9 is formed on both sides of the middle part of the tread 1 by the transverse grooves 7, 8. Transverse grooves 7, 8 have protrusions 7p, 8p from a groove bottom. The surface length of the protruding parts 7p, 8p measured in such a direction as the transverse grooves 7, 8 extend is set to 2/3 of the block length the transverse grooves 7, 8 form or a smaller value than it.

Description

【発明の詳細な説明】Detailed Description of the Invention

【0001】[0001]

【発明の属する技術分野】この発明は、トレッド部の踏
面側にリブとブロックとを設けたハイブリッドタイプの
トレッドパターンを具備する空気入りラジアルタイヤに
関し、特に氷雪路面やウエット路面の走行に適合し、か
つブロック部分の偏摩耗発生を有利に抑制したトレッド
パターンを備える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 relates to a pneumatic radial tire provided with a hybrid type tread pattern in which ribs and blocks are provided on the tread side of a tread portion, and is particularly suitable for running on snow and snow road surfaces and wet road surfaces, Further, the present invention relates to a pneumatic radial tire having a tread pattern in which uneven wear of a block portion is advantageously suppressed.

【0002】[0002]

【従来の技術】タイヤ転動時に極く薄い水膜で覆われる
氷雪路面や一般のウエット路面を安全、確実に走行可能
なトレッドパターンを備えたタイヤ、それも特にトラッ
ク−バス用タイヤは、特にトレッドゴムの摩耗末期近く
になると耐ウエット性が低下するのは止むを得ないとし
ても、この耐ウエット性低下を最小限度に止めるため、
踏面側にブロック列を形成するための、互いに隣合う周
方向主溝相互間を横断する横断溝の深さを周方向主溝の
75%程度で一様とすることが必要とされていた。
2. Description of the Related Art Tires provided with a tread pattern capable of driving safely and reliably on ice and snow roads and general wet roads covered with an extremely thin water film during rolling of tires, especially tires for trucks and buses, Although it is unavoidable that the wet resistance will decrease near the end of wear of the tread rubber, in order to stop this decrease in wet resistance to the minimum,
It has been necessary to make the depth of the transverse grooves for forming the row of blocks on the tread side adjacent to each other in the circumferential main grooves uniform to about 75% of the circumferential main grooves.

【0003】[0003]

【発明が解決しようとする課題】特に最近一般化してい
るスタッドレス(STL)タイヤは、氷雪路面で優れた
制動・駆動性能及び耐スリップ性能を発揮させる必要か
ら、STLタイヤに先立ち広範に使用されていた、また
現在でも使用が継続されているオールシーズンタイヤと
はトレッドゴムの配合組成が大幅に異なり、その結果上
述の横断溝の構成と相まってブロック剛性がより小さく
なり耐偏摩耗性(耐ヒールアンドトウ(H&T)摩耗
性)が劣化する。
In particular, studless (STL) tires, which have recently become popular, have been widely used before STL tires because they are required to exhibit excellent braking / driving performance and anti-slip performance on icy and snowy road surfaces. In addition, the compounding composition of the tread rubber is significantly different from the all-season tires which are still used today, and as a result, the block rigidity becomes smaller and the uneven wear resistance (heel and Toe (H & T) wearability deteriorates.

【0004】上述したSTLタイヤのトレッドゴム配合
は必要な基本条件として、それ以外で耐偏摩耗性を向上
させるため、ブロックの周方向長さと横断溝が延びる方
向長さ(幅)を増して、ブロック剛性を向上させること
を試みたところ、氷雪路面での制動・駆動性能の低下ば
かりか、一般のウエット性能も同時に劣化することがわ
かった。
The above-mentioned tread rubber composition of the STL tire is a necessary basic condition. In other cases, in order to improve uneven wear resistance, the circumferential length of the block and the length (width) in which the transverse groove extends are increased, When we tried to improve the block rigidity, it was found that not only the braking / driving performance on ice and snowy roads deteriorates, but also the general wet performance deteriorates at the same time.

【0005】従ってこの発明の目的は、トレッドゴムの
摩耗初期はもとより摩耗末期に近い状態においても十分
な耐ウエット性を確保した上で、耐H&T摩耗性を向上
させたSTLタイプの空気入りラジアルタイヤを提供す
ることにある。
Therefore, an object of the present invention is to provide sufficient wet resistance not only in the initial stage of wear of the tread rubber but also in the state near the end stage of wear, while also improving the H & T wear resistance of the STL type pneumatic radial tire. To provide.

【0006】[0006]

【課題を解決するための手段】上記目的を達成するた
め、この発明による空気入りラジアルタイヤは、トレッ
ド部の踏面側に、踏面の両側でそれぞれ傾向として踏面
円周に沿って延びる2本の周方向主溝を備え、該主溝の
うち踏面中央寄りの2本の周方向主溝は踏面の幅中央に
向かって互い違いに延びる枝溝を有し、これら溝により
踏面中央部に折れ曲がって連なるリブを形成し、かつ中
央寄り周方向主溝と、これに踏面端縁寄りで隣合う周方
向主溝との相互間でこれら両主溝に連通する横断溝を有
し、これら溝により踏面中央部の両側にブロック列を形
成して成るトレッドパターンを具備する空気入りラジア
ルタイヤにおいて、上記横断溝は周方向主溝に連通する
位置のうち一方側位置に突起部分を有し、この突起部分
は隣合う横断溝相互間で円周方向に互い違いの配置にな
り、横断溝が延びる向きに測った突起部分の表面長さ
は、横断溝が形成するブロック長さの2/3以下である
ことを特徴とする。
In order to achieve the above object, the pneumatic radial tire according to the present invention has two treads extending on the tread side of the tread portion and on both sides of the tread surface along the circumference of the tread. Direction main groove, two circumferential main grooves of the main groove near the center of the tread have branch grooves extending alternately toward the center of the width of the tread, and these ribs are bent and continuous to the center of the tread. And a transverse main groove near the center and a transverse main groove adjacent to the main groove adjacent to the end of the tread, which communicates with these main grooves. In a pneumatic radial tire having a tread pattern formed by forming block rows on both sides of the cross groove, the transverse groove has a protruding portion on one side of positions communicating with the circumferential main groove, and the protruding portion is adjacent to Mutual cross groove fit In becomes staggered circumferentially disposed, the surface length of the protruding portion as measured in the direction transverse groove extends is equal to or less than 2/3 of the block length transverse grooves are formed.

【0007】[0007]

【発明の実施の形態】この発明を一実施例の空気入りラ
ジアルタイヤが具備するトレッドパターンの展開図を示
す図1と、両周方向主溝に連通する横断溝の断面を示す
図2とに基づき以下詳細に説明する。図1に示すトレッ
ドパターン展開図は慣例に従いタイヤ赤道面Eを通る踏
面の円周長さに端縁Teを通る円周長さを合せた図であ
り、図2(a)及び図2(b)は図1に示すA−A線及
びB−B線に沿う断面図である。
1 is a developed view of a tread pattern provided in a pneumatic radial tire according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view of a transverse groove communicating with both circumferential main grooves. The details will be described below. The tread pattern development diagram shown in FIG. 1 is a diagram in which the circumferential length of the tread surface passing through the tire equatorial plane E and the circumferential length passing through the edge Te are combined according to the convention, and FIGS. 3] is a sectional view taken along line AA and line BB shown in FIG. 1.

【0008】まず図1に示すトレッドパターンは、トレ
ッド部の踏面1の両側でそれぞれ傾向として踏面1の円
周に沿って延びる2本の周方向主溝2、3を備える。図
示例の周方向主溝2、3は踏面1をほぼ直状に延びる。
これら周方向主溝のうち踏面1の中央寄りの2本の周方
向主溝2、2は、踏面1の幅(図では展開幅TW)中
央、すなわちタイヤ赤道面Eに向かって互い違いに延び
る枝溝4、5を有する。これらの枝溝はトレッドゴムの
陸部に終端をもつ、いわゆるブラインド溝であり、枝溝
4、5の溝深さは周方向主溝2の60〜100%の範囲
内が望ましい。
First, the tread pattern shown in FIG. 1 is provided with two circumferential main grooves 2 and 3 extending along the circumference of the tread surface 1 on both sides of the tread surface 1 of the tread portion. The circumferential main grooves 2 and 3 in the illustrated example extend substantially straightly on the tread 1.
Of these circumferential main grooves, two circumferential main grooves 2 and 2 near the center of the tread 1 are branches extending alternately toward the center of the width (deployment width TW) of the tread 1, that is, the tire equatorial plane E. It has grooves 4 and 5. These branch grooves are so-called blind grooves having an end at the land portion of the tread rubber, and the groove depth of the branch grooves 4 and 5 is preferably within the range of 60 to 100% of the circumferential main groove 2.

【0009】枝溝4、5は図示のように一方の周方向主
溝2から他方の周方向主溝2に向かって互い違いに延び
る。よって2本の周方向主溝2、2と枝溝4、5により
踏面1の中央部に折れ曲がって連なるリブ6が形成され
る。
The branch grooves 4 and 5 alternately extend from one circumferential main groove 2 toward the other circumferential main groove 2 as shown in the drawing. Therefore, the two circumferential main grooves 2, 2 and the branch grooves 4, 5 form a rib 6 which is bent and continuous at the center of the tread 1.

【0010】中央寄り周方向主溝2と、この主溝2に踏
面1の端縁Te寄りで隣合う周方向主溝3との相互間
で、これら両主溝2、3に連通する横断溝7、8を有す
る。そして横断溝7、8により踏面1の中央部の両側に
ブロック9の列を形成するものとする。
A transverse groove which communicates with both the main grooves 2 and 3 between the main groove 2 near the center and the main groove 3 adjacent to the main groove 2 on the edge Te of the tread 1 and adjacent to each other. 7 and 8. Rows of blocks 9 are formed on both sides of the central portion of the tread 1 by the transverse grooves 7 and 8.

【0011】横断溝7、8は周方向主溝2、3に連通す
る位置のうち一方側位置に溝底からの突起部分7p、8
pを有するものとする。そして突起部分7p、8pは図
1、図2(a)、(b)に示すように、隣合う横断溝
7、8相互間で踏面1の円周方向に互い違いの配置(千
鳥状配置)とする。すなわち図1と、そのA−A線に沿
う断面を示す図2(a)とは横断溝7の突起部分が周方
向主溝3の側に位置し、図1と、そのB−B線に沿う断
面を示す図2(b)とは横断溝8の突起部分が周方向主
溝2の側に位置していることをあらわす。
The transverse grooves 7 and 8 are located at one side of the positions which communicate with the circumferential main grooves 2 and 3, and projecting portions 7p and 8 from the groove bottom.
have p. As shown in FIGS. 1, 2 (a) and 2 (b), the projecting portions 7p and 8p are staggered in the circumferential direction of the tread 1 between adjacent transverse grooves 7 and 8 (staggered arrangement). To do. That is, FIG. 1 and FIG. 2A showing a cross section taken along the line AA show that the protruding portion of the transverse groove 7 is located on the circumferential main groove 3 side, and FIG. 2B showing a cross section taken along line shows that the protruding portion of the transverse groove 8 is located on the circumferential main groove 2 side.

【0012】ここに横断溝7、8が延びる向き(A−A
線、B−B線の方向)に測った突起部分7p、8pの表
面長さD(図2参照)は横断溝7、8が形成するブロッ
ク長さW(図2参照)の2/3以下であることが必要で
ある。
The direction in which the transverse grooves 7, 8 extend here (A-A
The surface length D (see FIG. 2) of the protrusions 7p and 8p measured in the direction of the line (BB line) is 2/3 or less of the block length W (see FIG. 2) formed by the transverse grooves 7 and 8. It is necessary to be.

【0013】横断溝7、8に設けた突起部分7p、8p
は、従来の同様な突起部分とは異なり、単なるブロック
9の剛性向上に寄与する役に止まらず、互い違いの配置
によりブロック9の剛性分布の均一化の役を果たし、こ
れにより偏摩耗の発生を有効に抑制することができる。
Protrusions 7p and 8p provided in the transverse grooves 7 and 8
Unlike the conventional similar protruding portion, not only contributes to improving the rigidity of the block 9, but also functions to equalize the rigidity distribution of the block 9 due to the staggered arrangement, which causes uneven wear. It can be effectively suppressed.

【0014】一方優れたウエット性能の確保が重要であ
るのは言うでもなく、そこで突起部分7p、8pの表面
長さDと、ブロック長さWとの比D/Wを種々変えてウ
エット性能と耐偏摩耗性能につき実験したところ、比D
/Wが2/3を超えると十分なウエット性能が得られな
いことを確かめた。この実験結果を図3(a)、(b)
に示す。図3の縦軸は比D/W=0(突起部分なし)の
ときのウエット性能及び耐偏摩耗性能を100とする指
数をあらわし、値は大なるほど良いことを示す。図3
(a)、(b)より比D/Wの最小値は1/5であるの
が望ましい。
On the other hand, it is needless to say that ensuring excellent wet performance is important. Therefore, the wet performance is improved by variously changing the ratio D / W of the surface length D of the protrusions 7p and 8p to the block length W. An experiment on uneven wear resistance showed a ratio D
It was confirmed that if / W exceeds 2/3, sufficient wet performance cannot be obtained. The results of this experiment are shown in FIGS. 3 (a) and 3 (b).
Shown in The vertical axis of FIG. 3 represents an index with the wet performance and the uneven wear resistance performance being 100 when the ratio D / W = 0 (there is no protrusion), and the larger the value, the better. FIG.
From (a) and (b), it is desirable that the minimum value of the ratio D / W is 1/5.

【0015】また図2(a)、(b)に示す横断溝7、
8の最大深さt1 と周方向主溝2、3の溝深さHとの比
1 /Hの値は0.6〜1.0の範囲内にあること、そ
して突起部分の深さt2 と周方向主溝2、3の溝深さH
との比t2 /Hの値は0.4〜0.8の範囲内にあるこ
とが望ましく、これらの範囲内であればウエット性能と
耐偏摩耗性能との両立に寄与する。なお(t1 /H)=
3/4、(t2 /H)=1/2で周方向主溝2、3の溝
深さHが約1/2となったとき、図1に示すトレッドパ
ターンの変化を図4に示す。図4のA′−A′線及び
B′−B′線は図1のA−A線及びB−B線に対応す
る。なおリブ6、ブロック9には図1に示すサイプ(ス
リット)10、11を必要に応じて設ける。
Further, the transverse groove 7 shown in FIGS. 2 (a) and 2 (b),
The value of the ratio t 1 / H between the maximum depth t 1 of No. 8 and the groove depth H of the circumferential main grooves 2 and 3 is in the range of 0.6 to 1.0, and the depth of the protruding portion. t 2 and the groove depth H of the circumferential main grooves 2 and 3
The value of the ratio t 2 / H is desirably in the range of 0.4 to 0.8 and contributes to the compatibility between wet performance and uneven wear resistance Within these ranges. Note that (t 1 / H) =
FIG. 4 shows changes in the tread pattern shown in FIG. 1 when the groove depth H of the circumferential main grooves 2 and 3 becomes about 1/2 when 3/4, (t 2 / H) = 1/2. . Lines A'-A 'and B'-B' in FIG. 4 correspond to the lines AA and BB in FIG. The ribs 6 and the blocks 9 are provided with sipes (slits) 10 and 11 shown in FIG. 1 as needed.

【0016】またこの発明の空気入りラジアルタイヤ
は、慣例に従い図示を省略したが、一対のビード部及び
一対のサイドウォール部とトレッド部とからなり、これ
ら各部をビード部内に埋設したビードコア相互間にわた
り補強する1プライ以上のラジアルカーカスと、トレッ
ド部を強化するベルトとを備える。この発明は舗装路面
を走行するタイヤ全てに適合するが、特にトラック−バ
ス用などの重荷重用空気入りラジアルタイヤに好適であ
る。
Although not shown in the drawings, the pneumatic radial tire of the present invention has a pair of bead portions, a pair of sidewall portions, and a tread portion, and these bead portions are embedded in the bead portion. A radial carcass having one or more plies for reinforcement and a belt for reinforcing the tread portion are provided. The present invention is suitable for all tires traveling on a paved road surface, but is particularly suitable for heavy-duty pneumatic radial tires for trucks and buses.

【0017】[0017]

【実施例】トラック−バス用STLタイプの空気入りラ
ジアルタイヤで、サイズが11R22.5(チューブレ
ス)であり、カーカスは1プライのスチールコードのラ
ジアル配列になり、ベルトは4層のスチールコード交差
層からなる。トレッドパターンは図1に従い、周方向主
溝2、3の溝深さHは20mm、枝溝4、5の溝深さは
14mm、横断溝7、8の最大深さt1 は主溝深さHの
3/4の15mmであり、突起部分7p、8pの深さt
2 は主溝深さHの1/2の10mmである。ブロック幅
Wは33mmとし、突起部分7p、8pの表面長さDは
ブロック幅Wの1/3の11mmとした。実施例タイヤ
の効果を検証するため、横断溝が一様な深さの15mm
である以外は全て実施例に合せた従来例タイヤも準備し
以下の実地試験及び実車試験を実施した。
[Example] An STL type pneumatic radial tire for trucks and buses, the size is 11R22.5 (tubeless), the carcass has a radial arrangement of 1-ply steel cords, and the belt has 4 layers of steel cord cross layers. Consists of. The tread pattern is according to FIG. 1 and the circumferential main grooves 2 and 3 have a groove depth H of 20 mm, the branch grooves 4 and 5 have a groove depth of 14 mm, and the transverse grooves 7 and 8 have a maximum depth t 1 of the main groove depth. It is 15 mm, which is 3/4 of H, and the depth t of the protruding portions 7p and 8p is
2 is 10 mm, which is half the depth H of the main groove. The block width W was 33 mm, and the surface length D of the protruding portions 7p and 8p was 11 mm, which was 1/3 of the block width W. In order to verify the effect of the example tire, the transverse groove has a uniform depth of 15 mm.
Other than the above, all conventional tires according to the examples were prepared, and the following field tests and vehicle tests were carried out.

【0018】まず耐偏摩耗性能試験は、テスト車両にト
ラックの2D4車(前車軸が1軸でシングルタイヤ、後
車軸が2軸で前が駆動軸、後ろは非駆動軸で各車軸共に
タブルタイヤ装着車両)を選定し、このトラックに実施
例タイヤと従来例タイヤとを10本宛別個に装着し、タ
イヤの負荷荷重を100%荷重として5000km走行
させる実地試験に従い、走行終了時点で隣合うブロック
9相互間のH&Tの段差を測定する方法を採用した。測
定値は従来例タイヤを100とする指数にてあらわした
ところ実施例は115の値が得られた。値は大なるほど
良い。
First, in the uneven wear resistance test, a test vehicle is a 2D4 truck (a front tire has one axle and a single tire, a rear axle has two axles and a front is a drive shaft, and the rear is a non-drive axle and each axle is a table tire. 10 tires of the example tires and the conventional example tires are separately attached to this truck, and the blocks adjacent to each other at the end of the run are subjected to a field test in which the tire is loaded at 100% load and run for 5000 km. The method of measuring the step difference of H & T between 9 was adopted. When the measured value was represented by an index with the conventional tire being 100, a value of 115 was obtained in the example. The larger the value, the better.

【0019】次にウエット性能試験は、テスト車両に2
D車タイプのトラックを用い、このトラックに実施例タ
イヤと従来例タイヤとを6本宛別個に装着し、この車両
がテストコース上に設置した鉄板路面上を水を散布させ
つつ走行し、鉄板路面内にて40km/hの速度から制
動を掛けて車両を停止させるウエットブレーキ法を採用
した。評価は制動を掛けた地点から完全停止地点までの
制動距離を測定し、測定値は従来例タイヤを100とす
る指数に変換してあらわすものとしたところ、実施例は
95であった。
Next, the wet performance test is conducted on the test vehicle.
Using a D-car type truck, six tires of the example tire and six tires of the conventional example were separately attached to this truck, and this vehicle was run while spraying water on the iron plate road surface installed on the test course. Wet braking method is adopted to stop the vehicle by braking at a speed of 40 km / h on the road surface. In the evaluation, the braking distance from the point where the braking was applied to the complete stop point was measured, and the measured value was converted into an index with the tire of the conventional example being 100, which was 95.

【0020】以上の実施例における偏摩耗試験結果は市
場で殆ど問題とならないレベルまで耐偏摩耗性能が改善
されていて、ウエット性能試験では従来例をやや下回る
レベルとはいえ、後に実際に使用した限りではこの実施
例の値で問題が生じないことを確かめている。
The results of the uneven wear test in the above examples show that the uneven wear resistance is improved to a level where there is almost no problem in the market, and in the wet performance test, although the level is slightly lower than that of the conventional example, it was actually used later. As far as possible, it is confirmed that the value of this embodiment does not cause any problem.

【0021】[0021]

【発明の効果】この発明によれば、ウエット性能を実用
上問題とならないレベルに保持した上で、耐偏摩耗性能
を顕著に改善し得るSTLタイプの空気入りラジアルタ
イヤを提供することができる。
According to the present invention, it is possible to provide an STL type pneumatic radial tire capable of remarkably improving the uneven wear resistance while maintaining the wet performance at a level where it does not pose a practical problem.

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

【図1】この発明によるタイヤのトレッドパターン展開
図である。
FIG. 1 is a development view of a tread pattern of a tire according to the present invention.

【図2】図1に示すA−A線及びB−B線に沿う横断溝
の断面図である。
FIG. 2 is a cross-sectional view of the transverse groove taken along the line AA and the line BB shown in FIG.

【図3】ウエット性能及び耐偏摩耗性能と突起部分表面
長さとの関係をあらわす線図である。
FIG. 3 is a diagram showing the relationship between the wet performance and the uneven wear resistance and the projection surface length.

【図4】図1に示したトレッドパターンの1/2摩耗時
のパターン展開図である。
FIG. 4 is a pattern development view of the tread pattern shown in FIG. 1 at the time of 1/2 wear.

【符号の説明】[Explanation of symbols]

1 踏面 2、3 周方向主溝 4、5 枝溝 6 リブ 7、8 横断溝 7p、8p 突起部分 9 ブロック 10、11 サイプ H 周方向主溝深さ W ブロック幅 D 突起部分表面長さ t1 横断溝最大深さ t2 突起部分深さ TW 踏面展開幅 Te 踏面端縁1 Tread 2, 3 Circumferential direction main groove 4, 5 Branch groove 6 Rib 7, 8 Cross groove 7p, 8p Projection part 9 Block 10, 11 Sipe H Circumferential direction main groove depth W Block width D Projection part surface length t 1 Maximum depth of transverse groove t 2 Depth of projection TW Width of tread development Te Te edge of tread

Claims (1)

【特許請求の範囲】[Claims] 【請求項1】 トレッド部の踏面側に、踏面の両側でそ
れぞれ傾向として踏面円周に沿って延びる2本の周方向
主溝を備え、該主溝のうち踏面中央寄りの2本の周方向
主溝は踏面の幅中央に向かって互い違いに延びる枝溝を
有し、これら溝により踏面中央部に折れ曲がって連なる
リブを形成し、かつ中央寄り周方向主溝と、これに踏面
端縁寄りで隣合う周方向主溝との相互間でこれら両主溝
に連通する横断溝を有し、これら溝により踏面中央部の
両側にブロック列を形成して成るトレッドパターンを具
備する空気入りラジアルタイヤにおいて、 上記横断溝は周方向主溝に連通する位置のうち一方側位
置に突起部分を有し、この突起部分は隣合う横断溝相互
間で円周方向に互い違いの配置になり、 横断溝が延びる向きに測った突起部分の表面長さは、横
断溝が形成するブロック長さの2/3以下であることを
特徴とする空気入りラジアルタイヤ。
1. A tread surface of a tread portion is provided with two circumferential main grooves extending on both sides of the tread along the circumference of the tread, respectively, and two circumferential grooves near the center of the tread among the main grooves. The main groove has branch grooves extending alternately toward the center of the width of the tread, and these grooves form a continuous rib by bending in the central part of the tread, and the circumferential main groove near the center and the edge of the tread near the center. In a pneumatic radial tire having a tread pattern formed by forming a row of blocks on both sides of the tread central portion with cross grooves that communicate with both of the main grooves adjacent to each other. The transverse groove has a protruding portion on one side of the positions communicating with the circumferential main groove, and the protruding portions are arranged in a staggered manner in the circumferential direction between adjacent transverse grooves to extend the transverse groove. Surface length of the protruding part measured in the direction The pneumatic radial tire being not more than 2/3 of the block length transverse grooves are formed.
JP7340950A 1995-12-27 1995-12-27 Pneumatic radial tire Pending JPH09175117A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP7340950A JPH09175117A (en) 1995-12-27 1995-12-27 Pneumatic radial tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP7340950A JPH09175117A (en) 1995-12-27 1995-12-27 Pneumatic radial tire

Publications (1)

Publication Number Publication Date
JPH09175117A true JPH09175117A (en) 1997-07-08

Family

ID=18341806

Family Applications (1)

Application Number Title Priority Date Filing Date
JP7340950A Pending JPH09175117A (en) 1995-12-27 1995-12-27 Pneumatic radial tire

Country Status (1)

Country Link
JP (1) JPH09175117A (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1134614A (en) * 1997-07-23 1999-02-09 Bridgestone Corp Pneumatic tire
JP2004338662A (en) * 2003-05-19 2004-12-02 Yokohama Rubber Co Ltd:The Pneumatic radial tire for ice/snow road
JP2007216801A (en) * 2006-02-15 2007-08-30 Bridgestone Corp Pneumatic tire
JP2007302112A (en) * 2006-05-11 2007-11-22 Bridgestone Corp Pneumatic tire
JP2010058697A (en) * 2008-09-04 2010-03-18 Bridgestone Corp Tire
JP4471033B1 (en) * 2009-05-26 2010-06-02 横浜ゴム株式会社 Pneumatic tire
JP2012228920A (en) * 2011-04-25 2012-11-22 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2019142446A (en) * 2018-02-23 2019-08-29 住友ゴム工業株式会社 Winter tire
JP2020037336A (en) * 2018-09-04 2020-03-12 横浜ゴム株式会社 Pneumatic tire

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1134614A (en) * 1997-07-23 1999-02-09 Bridgestone Corp Pneumatic tire
JP2004338662A (en) * 2003-05-19 2004-12-02 Yokohama Rubber Co Ltd:The Pneumatic radial tire for ice/snow road
JP2007216801A (en) * 2006-02-15 2007-08-30 Bridgestone Corp Pneumatic tire
JP2007302112A (en) * 2006-05-11 2007-11-22 Bridgestone Corp Pneumatic tire
JP2010058697A (en) * 2008-09-04 2010-03-18 Bridgestone Corp Tire
JP4471033B1 (en) * 2009-05-26 2010-06-02 横浜ゴム株式会社 Pneumatic tire
JP2010274695A (en) * 2009-05-26 2010-12-09 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2012228920A (en) * 2011-04-25 2012-11-22 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2019142446A (en) * 2018-02-23 2019-08-29 住友ゴム工業株式会社 Winter tire
JP2020037336A (en) * 2018-09-04 2020-03-12 横浜ゴム株式会社 Pneumatic tire

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