JPS6334204A - Tire for car - Google Patents

Abstract

(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention has a textured tread surface reinforced by means of a strip insert, the contour forming the outer tire surface being predetermined but selectable. The radius of curvature is considered to be the ratio of the height to the width of the cross section of the tire.The radius of curvature is 4' to the tread surface and the radius of curvature is 'l' to the shoulder of the tire.
The present invention relates to a pneumatic tire for a vehicle having a radial carcass structure, which is defined by a pneumatic tire having a radial carcass structure.

This type of vehicle pneumatic tire has a run-arcasse structure with a strip-shaped reinforcing member and has a tread.
Its contour is determined almost exclusively by a relatively large radius of curvature. A flat surface is thereby formed.

This profile is determined by a small radius of curvature that connects to the tread radius of curvature in the shoulder region, which forms a transition to the tire sidewall.

The tread profile thus obtained has for decades determined the cross-section of pneumatic vehicle tires, as well as the cross-section of pneumatic vehicle wide tires. In pneumatic vehicle tires with a low height/width section ratio and a wide tread, the tread profile is designed relatively flat, since the profile varies from approximately 0.8 to 0.5. It has a decreasing height-to-width ratio, becoming smaller and wider and always flatter.

So-called wide tires have a number of advantages. However, there is still room for improvement in wide tires, especially at high speeds, in aquaplaning conditions, in wet conditions, and in terms of ride comfort. The disadvantages of low aquaplaning resistance and unfavorable elasticity of the displaced mass of wide tires have heretofore been counteracted by tread profiles that are more preferably formed than conventional ones.

The technical problem is to obtain a favorable contact patch and to make the tread profile of wide tires more rounded so as to ensure high aquaplaning resistance, excellent water suitability and improved ride comfort.

According to the invention, this problem is solved in the case of vehicle tires with a low height/width section ratio of values of 0.7 and below, in which the tread profile of each tire half has at least a certain small radius of curvature. The problem is solved in such a way that it is formed by a radius of curvature R that determines the cross section of the tire half. At least some small radius of curvature for each tire half results in a rounded profile for each tire half. This profile provides an inherent favorable ground plane. This contact patch is small for each tire half and is rounded in the running direction, in the direction of travel, and in the opposite direction. The rounded contour ensures substantially improved water removal.

The transition between the segments of the tread surface ``I'', defined by a small curvature ``1'' (depending on the diameter), is formed by diametrically opposed radial recesses.
) is formed. In this way each tire half fij
An elliptical to zero-shaped ground plane is provided on the
This also ensures high resistance to aquaplaning. The positive part of the contour that is lost due to the central groove is partially restored with a new rounded profile, thus resulting in an enlarged block height or rib height of the positive part. The deep groove portion allows for applicability in areas where the tread surface is wet. The relatively large positive portion also has a non-disadvantageous effect on the driven part. This is because after the retraction phase a normal central driven part will occur. In twin humps, however, the apex of the hump is simply flattened.

For wide vehicle tires with a low height, width ratio of 7, resulting in two identically formed rounded transverse zones with a radial constriction in the central region. Due to the tread contour divided by a small radius of curvature, the reduced tire contact surfaces, which are now mirror images of one another, are rounded in the direction of tire travel and are at will in the existing shape. The risk of aquaplaning at relatively high speeds is essentially small compared to the well-known <12 profile of wide tires.The tendency to aquaplaning is particularly high with the well-known wide tire profiles. .

The new tread profile, which is divided into two tire half profiles, is also better at removing water in this tread profile.1 This L-rounded hump profile is better at removing water from the shoulders, on the one hand, and On the other hand, it is used for drainage channels that are shortened to an open central ditch.

It is known, for example from British Patent No. 1,071,951, to form a recess in the center of a pneumatic vehicle tire having a normal 1'-1' radius profile. This is done because the tread is designed to be flexible in conjunction with the additional reinforcing strip in the central region of the tread.

The rounded profile of each tread half according to the present application with a relatively small oval contact patch yields the following advantages in terms of elastic properties.

This means that short transverse dη-shaped obstacles, such as impact potholes and roadway transitions on bridges, can be more conveniently overcome or driven through with a rounded profile compared to the flat, rolled profile of conventional wide tires. It gives rise to the advantage of water. The impact loads when overcoming such transverse grooves are evenly distributed, and the impact is not impulsively immediate, but occurs with an elastic delay before the apex of the impact takes effect.

In the case of wide tires according to the present application, it is also possible to provide contours rounded by a small radius of curvature of - or more next to each other in each tire half. Such tread halves then have contour regions lying next to each other by two or more small radii of curvature, each of which is interrupted by a groove. In the central region of the tire, the areas between the tread halves are particularly preferably provided with somewhat textured radial grooves.

Next, embodiments of the present invention will be described in detail based on the drawings.

Radial carcass 2, reinforcing strip 3 and running strip 7
The tire 1 according to FIG. 1 consisting of is provided with a segmented tread profile 4. This profile shows tire halves 5 and 6.
Each is determined by a certain small radius of curvature R. This contour is thereby formed more rounded than the corresponding tread area I7 of the known wide tire B according to FIG. 2, in which the large radius of curvature F defines a uniquely flat tread contour.

The profile of the wide tire according to FIG. 1, which is defined by a small radius of curvature R, is interrupted by a groove 8 in the center of the tread. This transition radius of curvature is designated U. The bottom of the groove can also be formed flat or rounded. In FIG. 1, this groove is rounded with a radius of curvature 1' and a diameter of 3. The transitions from the treads F'5, 6 to the tire shoulders 9 are each formed by a certain small radius of curvature S.

Such a twin hump tire is comparable to a motorcycle tire provided in two guises.

On the basis of the rounded contour 4 with a small radius of curvature R for the known wide tire contour, the tire 1 according to FIG. Forming a ground plane, they are provided with rounded tips.

The rounded profile of the tread is considerably more sensitive to the ingress of water into the tire contact patch than the flat tire profile of known wide tires. The resistance to aquaplaning is considerably better in the case of wide tires with a rounded profile when running at relatively high speeds compared to the known curvy profile. The applicability of the contour to watering is thereby improved as well, since the somewhat deeper contour groove in the rounded contour 4 enlarges the negative part of the contour. It is from. The central groove 8 is then preferred both for water ingress and for contour drainage. A rounded profile is preferable when driving over short, ditch-like obstacles.

The peak of the collision is not perceived as intense at all and increases only before it reaches its maximum value. The elasticity will thereby be more favorable and the ride comfort will be improved.

[Brief explanation of drawings]

FIG. 1 shows a portion of a wide tire cross-section with a rounded tread profile in both tire halves;
The figure shows a part of a cross section of a comparable wide tire made by known technology. Reference numbers in the figure - ■ Tire 2 Radial carcass 3 ...Band-shaped reinforcement part 4...Tread contour 5.6...Tire half 7...Running strip 8...F+'lte 9・・・・・・Tire shoulder

Claims (3)

[Claims] (1) having an uneven tread surface reinforced by a strip insert, the contour forming the outer tire surface having a predetermined but selectable radius of curvature and a height relative to the width of the tire cross-section; In a pneumatic vehicle tire of radial carcass construction, the outer tread profile (4) of the pneumatic vehicle tire is defined by a radius of curvature for the tread surface and a radius of curvature for the tire shoulder, taking into account the ratio of and each tire half (5, 6) is defined by at least a small radius of curvature (R) of a predetermined but selectable magnitude. A pneumatic tire for a vehicle, characterized in that the tread central region (8) is recessed in the radial direction. (2) a rounded tread profile (4) for each tire half (5, 6), in particular a radius of curvature forming twin humps (
2. Pneumatic vehicle tire according to claim 1, characterized in that R) have the same size. (3) The recess (8) has a radius of curvature (
A pneumatic tire for a vehicle according to claim 1 or 2, characterized in that it is fixedly provided by a).