SK282982B6

SK282982B6 - Design of usual surface of tyre

Info

Publication number: SK282982B6
Application number: SK522-96A
Authority: SK
Inventors: Ján Kotlas; Slavomír Pecho
Original assignee: Matador, A. S.
Priority date: 1996-04-24
Filing date: 1996-04-24
Publication date: 2003-01-09
Also published as: SK52296A3

Abstract

The sides of individual blocks (4, 5) adjacent to the slots (2, 3) contain with the peripheral axis (1) of a tyre an angle (alpha), which has in each half of the tyre surface opposite to peripheral axis (1) the opposite direction of orientation, whilst the cross slots (6) between the individual inner blocks (4) are cranked in direction of tyre rotation three times and have the constant width, whilst the cross slots (6) between the individual arm blocks (5) are cranked twice, once in the tyre rotation direction and their width widens from the peripheral arm slot (3) to the tyre side (9). The cranking of each cross slot (6) between the inner blocks (4) opposite to vertical line to the peripheral axis (1) of the tyre is in the direction from the peripheral arm slot (3) to the central peripheral slot (2) realised consecutively under the angles (beta, gamma, delta), between them and the angle (alpha) the relationship alpha <= beta < gamma < delta is valid, whilst the cranking of each cross slot (6) between the arm blocks (5) opposite to the vertical on peripheral axis (1) of the tyre is in direction from the side (9) to the peripheral arm slot (3) realised consecutively under the angles (-gamma, epsilon), between them and the angle (alpha) there is a relationship alpha < (-gamma) < epsilon is valid.

Description

Oblasť technikyTechnical field

Vynález sa týka dezénu bežnej plochy plášťa pneumatiky, určený na montáž na kolesá osobných automobilov v zimnom období.The invention relates to a tread pattern of a conventional tire casing intended for mounting on passenger car wheels in winter.

Doterajší stav technikyBACKGROUND OF THE INVENTION

V súčasnosti známe dezény plášťov pneumatík, určených na zimnú prevádzku, spĺňajú požiadavky na ne kladené, t. j. priľnavosť na snehu, ľade a vode, dobrý záber v krútiacom momente motora a pri brzdení, rovnomerné opotrebenie behúňa vrátane priemernej životnosti, vždy len do určitej miery. Zaistenie dobrej priľnavosti plášťa pneumatiky na snehu a ľade prostredníctvom vytvorenia tvarovo vhodného dezénu a voľbou vhodnej zmesi behúňa, má totiž vždy za následok výrazné zníženie hodnôt ostatných faktorov. Účelom vynálezu je preto vytvoriť taký dezén bežnej plochy plášťa pneumatiky na zimnú prevádzku, pri ktorom by splnenie určitej skupiny požiadaviek nemalo za následok také zníženie hodnôt zvyšných požiadaviek kladených na plášte, ako je tomu pri doteraz známych dezénoch.The presently known designs of tire casings intended for winter operation meet the requirements for them, i.e. j. grip on snow, ice and water, good traction at engine torque and braking, even tread wear, including average life, only to some extent. Ensuring good tire grip on snow and ice by creating a suitable tread pattern and selecting a suitable tread compound always results in a significant reduction in the values of other factors. It is therefore an object of the present invention to provide a tread pattern for a conventional tire casing surface in winter, in which compliance with a particular set of requirements would not result in a reduction in the residual requirements of the casing as in conventional designs.

Podstata vynálezuSUMMARY OF THE INVENTION

Uvedené nedostatky odstraňuje dezén bežnej plochy plášťa pneumatiky so stredovou obvodovou drážkou, oddeľujúcu od seba dva pásy vnútorných blokov, z ktorých je každý od svojho stranovo príslušného pásu remeňových blokov oddelený obvodovou ramenovou drážkou, pričom jednotlivé vnútorné a ramenové bloky sú od seba navzájom oddelené zalomenými priečnymi drážkami a sú vybavené každý najmenej dvoma kolmo na obvodovú os pneumatiky usporiadanými zárezmi v tvare vlnovky, podľa vynálezu, ktorého podstata spočíva v tom, že boky jednotlivých blokov, priľahlé k obvodovým drážkam, zvierajú s obvodovou osou pneumatiky uhol a, ktorý má v každej z polovíc plochy plášťa pneumatiky proti obvodovej osi opačný smer orientácie, pričom priečne drážky medzi jednotlivými vnútornými blokmi sú v smere zmyslu otáčania pneumatiky, trikrát zalomené a majú konštantnú šírku, zatiaľ čo priečne drážky medzi jednotlivými remeňovými blokmi sú zalomené dvakrát, z toho raz v smere otáčania pneumatiky a ich šírka sa od obvodovej ramenovej drážky smerom k boku pneumatiky plynulé rozširuje.These drawbacks are eliminated by the tread pattern of a conventional tire casing with a central circumferential groove separating two inner block strips each separated by a circumferential shoulder groove from each laterally associated belt block belt, wherein the individual inner and shoulder blocks are separated from each other by angled transverse grooves and are provided with at least two perpendicular grooves in the shape of a wavy line arranged perpendicularly to the circumferential axis of the tire, according to the invention, characterized in that the flanks of the individual blocks adjacent to the circumferential grooves of the half of the tire casing surface opposite the circumferential axis, the transverse grooves between the individual inner blocks being angled in the direction of rotation of the tire, three times angled and of constant width, while the transverse grooves between the individual belts They blocks are angled twice, including once in the direction of rotation of the tire and the width of the circumferential groove of the arm toward the sidewall continuous expanding.

Zalomenie každej priečnej drážky medzi vnútornými blokmi proti kolmici na obvodovú os pneumatiky je v smere od obvodovej ramenovej drážky k stredovej obvodovej drážke pritom prevedené postupne za sebou pod uhlami β, γ, δ, medzi nimi a uhlom a platí vzťah a S β < γ < δ, pričom zalomenie každej priečnej drážky medzi remeňovými blokmi proti kolmici na obvodovú os pneumatiky je v smere od boku k obvodovej ramenovej drážke prevedené postupne za sebou pod uhlami - γ, ε, medzi nimi a uhlom a platí vzťah α < /-γ/ < ε.The break of each transverse groove between the inner blocks against the perpendicular to the circumferential axis of the tire is carried out successively in succession at angles β, γ, δ, between them and the angle a, and S β <γ < δ, where the break of each transverse groove between the belt blocks against the perpendicular to the circumferential axis of the tire is carried out successively one after the other at the angles - γ, ε, between them and the angle α α / / -γ / < ε.

Podstatou riešenia je ďalej to, že vnútorné bloky v prvej polovici plochy plášťa pneumatiky sú proti vnútorným blokom v druhej polovici plochy plášťa pneumatiky posunuté proti smeru zmyslu otáčania pneumatiky o vzdialenosť Ll, pričom ramenové bloky v prvej polovici plochy plášťa pneumatiky sú proti vnútorným blokom v tej istej polovici plochy plášťa pneumatiky posunuté proti smeru zmyslu otáčania o vzdialenosť L2 a proti ramenovým blokom v druhej polovici plochy plášťa pneumatiky, sú posunuté proti smeru zmyslu otáčania pneumatiky o vzdialenosť L3, ktorá je odlišná od veľkosti vzdialenosti L2, ktorá je odlišná od veľkosti vzdialenosti Ll.Further, the inner blocks in the first half of the tire casing are offset against the inner blocks in the second half of the tire casing by the direction of rotation of the tire by a distance L1, while the shoulder blocks in the first half of the tire casing are opposed to the inner blocks in the tire. a certain half of the tire casing surface displaced opposite the direction of rotation by the distance L2 and against the shoulder blocks in the other half of the tire casing surface are displaced against the direction of rotation of the tire by a distance L3 which is different from the size of distance L2 which is different from the size of distance L1 .

Za podstatné je nutné považovať i to, že každý remeňový blok je rozdelený na dve časti úzkou drážkou, ktorá je vedená rovnobežne s jeho hranou privrátenou k obvodovej ramenovej drážke, pričom na časti každého remeňového bloku, priliehajúcej k boku pneumatiky, je upravený jednak aspoň jeden priečny zárez a jednak vybranie s rádiusom Rl, vytvorené na strane remeňového bloku orientované v smere zmyslu otáčania pneumatiky, pričom rádius Rl je väčší než je veľkosť rádiusu R2 prechodu remeňového bloku do boku pneumatiky.It is also essential that each belt block is divided into two parts by a narrow groove that runs parallel to its edge facing the circumferential shoulder groove, and that at least one part of each belt block adjacent to the tire side is provided a transverse notch and a recess with a radius R1 formed on the side of the belt block oriented in the direction of rotation of the tire, the radius R1 being greater than the radius R2 of the belt block transition to the side of the tire.

Ďalej je podstatou riešenia tiež to, že každý ramenový blok je na svojom rohu, ktorý je spojnicou medzi hranou remeňového bloku privrátenou k obvodovej ramenovej drážke a hranou remeňového bloku orientovanou v smere zmyslu otáčania pneumatiky, vybavený zahĺbením o rádiuse R3 , pričom zhodným zahĺbením je vybavený ako protiľahlo cez obvodovú remeňovú drážku usporiadaný roh vnútorného bloku, tak i uhlopriečne orientovaný roh toho istého vnútorného bloku, pričom rádius R3 má veľkosť v rozmedzí od 2,5 mm do 3,5 mm.Furthermore, it is also a matter of principle that each arm block is equipped with a radius R3 recess at its corner, which is a link between the belt block edge facing the circumferential shoulder groove and the belt block edge oriented in the direction of rotation of the tire, both the corner of the inner block opposite the circumferential belt groove and the diagonally oriented corner of the same inner block, the radius R3 having a size ranging from 2.5 mm to 3.5 mm.

Výhodou vytvoreného smerového dezénu bežnej plochy plášťa pneumatiky podľa tohto riešenia je to, že v kombinácií s radiálnou konštrukciou kostry plášťa a vhodnou voľbou zmesi, z ktorej je vytvorená behúňová časť, zaisťuje optimálnu úroveň všetkých požiadaviek kladených na plášte pneumatiky na zimnú prevádzku, t. j. priľnavosť, záber a životnosť.The advantage of the directional tread pattern of the conventional tire casing surface according to this solution is that, in combination with the radial casing structure of the casing and the appropriate choice of the compound from which the tread portion is formed, it ensures the optimum level of all winter tire requirements, i.e.. j. grip, grip and durability.

Prehľad obrázkov na výkresochBRIEF DESCRIPTION OF THE DRAWINGS

Príklady vytvorenia dezénu bežnej plochy plášťa pneumatiky podľa vynálezu sú zobrazené na pripojených výkresoch, kde na obr. 1 je znázornený pohľad na dezén, na obr. 2 rez rovinou A-A z obr. 1 a na obr. 3 pohľad na dezén upravený na aplikáciu nastreľovacích oceľových hrotov.Examples of the tread design of a conventional tire tire surface according to the invention are shown in the accompanying drawings, in which: FIG. 1 is a view of a tread pattern; FIG. 2 is a section along line A - A in FIG. 1 and FIG. 3 is a view of a tread adapted for the application of nail-on steel spikes.

Príklady uskutočnenia vynálezuDETAILED DESCRIPTION OF THE INVENTION

Dczcn bežnej plochy plášťa pneumatiky (obr. 1) má stredovú obvodovú drážku 2, oddeľujúcu od seba dva pásy vnútorných blokov 4, z ktorých každý je od svojho stranové príslušného pásu remeňových blokov 5 oddelený obvodovou ramenovou drážkou 3, pričom jednotlivé vnútorné a ramenové bloky 4, 5, sú od seba navzájom oddelené zalomenými priečnymi drážkami 6 a sú vybavené každý najmenej dvoma kolmo na obvodovú os 1 pneumatiky usporiadanými zárezmi 10 v tvare vlnovky. Boky jednotlivých obvodových blokov 4, S, priľahlé k drážkam 2, 3, zvierajú s obvodovou osou 1 pneumatiky uhol a, ktorý má v každej z polovíc plochy plášťa pneumatiky proti obvodovej osi 1 opačný smer orientácie, pričom priečne drážky 6 medzi jednotlivými vnútornými blokmi 4 sú v smere zmyslu otáčania pneumatiky trikrát zalomené a majú konštantnú šírku, zatiaľ čo priečne drážky 5, medzi jednotlivými remeňovými blokmi 5 sú zalomené dvakrát, z toho raz v smere zmyslu otáčania pneumatiky a ich šírka sa od obvodovej remeňovej drážky 3 smerom k boku 9 pneumatiky plynulé rozširuje.The conventional tire casing surface (FIG. 1) has a central circumferential groove 2 separating two strips of inner blocks 4, each of which is separated from its lateral respective belt belt belt 5 by a circumferential shoulder groove 3, the individual inner and shoulder blocks 4 5, are separated from each other by angled transverse grooves 6 and are provided with at least two perpendicular grooves 10 arranged at least two perpendicular to the circumferential axis 1 of the tire. The sides of the individual circumferential blocks 4, S adjacent to the grooves 2, 3 form an angle α with the circumferential axis 1 of the tire, which has opposite directions of orientation in each of the half of the tire casing surface relative to the circumferential axis 1. are bent three times in the direction of rotation of the tire and have a constant width, while the transverse grooves 5 between the belt blocks 5 are bent twice, of which once in the direction of rotation of the tire and their width from the peripheral belt groove 3 towards the tire side 9 Smooth expands.

Zalomenie každej priečnej drážky 5 medzi vnútornými blokmi 4 proti kolmici na obvodovú os 1 pneumatiky je v smere od obvodovej ramenovej drážky 3 ku stredovej obvodovej drážke 2, pritom prevedená postupne za sebou pod uhlami β, γ, δ, medzi nimi a uhlom a platí vzťah a < β < γ < δ.The bending of each transverse groove 5 between the inner blocks 4 against the perpendicular to the circumferential axis 1 of the tire is in the direction from the circumferential shoulder groove 3 to the central circumferential groove 2, being sequentially successive at angles β, γ, δ between them and angle. and <β <γ <δ.

Zalomenie každej priečnej drážky 5 medzi ramenovými blokmi 5, proti kolmici na obvodovú os 1 pneumatiky je potom v smere od boku 9 k obvodovej ramenovej drážke 3 prevedené postupne za sebou pod uhlami - γ, ε, medzi nimi a uhlom a platí vzťah α < /-γ/ < ε. Vnútorné bloky 4 v prvej polovici plochy plášťa pneumatiky sú proti vnútorným blokom 4 v druhej polovici plochy plášťa pneumatiky posunuté proti smeru zmyslu otáčania pneumatiky o vzdialenosť Ll, pričom ramenové bloky 5 v prvej polovici plochy plášťa pneumatiky sú proti vnútorným blokom 4 v tej istej polovici plochy plášťa pneumatiky posunuté proti smeru zmyslu otáčania pneumatiky o vzdialenosť L2 a proti remeňovým blokom 5 v druhej polovici plochy plášťa pneumatiky sú posunuté proti smeru zmyslu otáčania pneumatiky o vzdialenosť L3, ktorá je odlišná od veľkosti vzdialenosti L2, ktorá je odlišná od veľkosti vzdialenosti Ll.The break of each transverse groove 5 between the shoulder blocks 5, against the perpendicular to the circumferential axis 1 of the tire, is then successively carried out in the direction from the side 9 to the circumferential shoulder groove 3 at angles γ, ε, between them and angle. -γ / <ε. The inner blocks 4 in the first half of the tire casing are offset against the inner blocks 4 in the second half of the tire casing against the direction of rotation of the tire by a distance L1, with the arm blocks 5 in the first half of the tire casing facing the inner blocks 4 in the same half surface. the tire casing displaced against the direction of rotation of the tire by the distance L2 and the belt blocks 5 in the second half of the surface of the tire casing are displaced against the direction of rotation of the tire by a distance L3 which is different from the distance L2 which is different from the distance L1.

Každý remeňový blok 5 je súčasne rozdelený na dve časti úzkou drážkou 7, ktorá je vedená rovnobežne s jeho hranou privrátenou k obvodovej ramenovej drážke 3, pričom na časti každého remeňového bloku 5, priliehajúcej k boku 9 pneumatiky je upravený jednak aspoň jeden priečny zárez 8 a jednak vybranie 11 s rádiusom Rl, vytvorené na strane ramenového bloku 5 orientované v smere zmyslu otáčania pneumatiky.Each belt block 5 is simultaneously divided into two parts by a narrow groove 7 which runs parallel to its edge facing the circumferential shoulder groove 3, wherein at least one transverse notch 8 is provided on the part of each belt block 5 adjacent the tire side 9 and on the other hand, a recess 11 with a radius R1 formed on the side of the arm block 5 oriented in the direction of rotation of the tire.

Rádius Rl je pritom väčší, než je veľkosť rádiusu R2 prechodu ramenového bloku 5 do boku 9 pneumatiky (obr. 2). Každý ramenový blok 5 je ešte na svojom rohu, ktorý je spojnica medzi hranou ramenového bloku 5 privrátenou k obvodovej ramenovej drážke 3 a hranou ramenového bloku 5 orientovanou v smere zmyslu otáčania pneumatiky, vybavený zahĺbením s rádiusom R3, pričom zhodným zahĺbením je vybavený tak protiľahlé cez obvodovou remeňovou drážkou 3 usporiadaný roh vnútorného bloku 4, ako i uhlopriečne orientovaný roh toho istého vnútorného bloku 4, pričom rádius R3 má v danom prípade veľkosť v rozmedzí od 2,5 mm do 3,5 mm.The radius R1 is in this case greater than the radius R2 of the passage of the shoulder block 5 to the side 9 of the tire (FIG. 2). Each shoulder block 5 is further equipped with a radius R3 recess at the corner of the shoulder block 5 facing the circumferential shoulder groove 3 and the shoulder block 5 oriented in the direction of rotation of the tire, the same recess being provided so opposite through a corner of the inner block 4 as well as a diagonally oriented corner of the same inner block 4, the radius R3 in this case having a size ranging from 2.5 mm to 3.5 mm.

Vo variantnom vyhotovení (obr. 3), určenom na tvrdé zimné podmienky v štátoch severnej Európy, možno napr. každý druhý z blokov 4, 5 na svojej bežnej ploche vybaviť otvorom 12 na inštaláciu oceľových hrotov.In the variant (Fig. 3), designed for harsh winter conditions in the countries of Northern Europe, for example, equip each other of the blocks 4, 5 on its normal surface with an aperture 12 for installing steel spikes.

Claims

PATENT CLAIMS

A tread pattern of a conventional tire casing with a central circumferential groove separating two inner block strips each separated by a circumferential belt groove from its laterally associated shoulder block strip, wherein the individual inner and shoulder blocks are separated by angled transverse grooves and are provided with at least two perpendicular grooves in the shape of a wavy line perpendicular to the circumferential axis of the tire, characterized in that the sides of the individual blocks (4, 5) adjacent to the circumferential grooves (2, 3) ), which in each of the halves of the tire casing surface has an opposite orientation direction with respect to the circumferential axis (1), the transverse grooves (6) between the inner blocks (4) bending in the direction of rotation of the tire three times and having a constant width the grooves (6) between the individual arm blocks (5) are kinked two, of which one time in the direction of the shaft rotation of the tire and the width of the peripheral groove of the arm (3) towards the edge (9) of the tire extending smoothly.

Tread according to claim 1, characterized in that the bend of each transverse groove (6) between the inner blocks (4) against the perpendicular to the circumferential axis (1) of the tire is in the direction from the circumferential shoulder groove (3) to the central circumferential groove (2). ) are sequentially successive at angles (β, γ, δ), with the relation a <β <γ <δ between them and angle (a).

Tread according to claim 1, characterized in that the bending of each transverse groove (6) between the shoulder blocks (5) against the perpendicular to the circumferential axis (1) of the tire is successively carried out in the direction from the side (9) to the circumferential groove (3). consecutively at angles (-γ, ε), where α </ -γ / <ε applies between them and angle (a).

Tread according to claim 1, characterized in that the inner blocks (4) in the first half of the tire casing surface are offset against the inner blocks (4) in the second half of the tire casing surface, offset from the direction of rotation of the tire by a distance (L1). the shoulder blocks (5) in the first half of the tire casing are offset against the inner blocks (4) in the same half of the tire casing against the direction of rotation of the tire by a distance (L2) and against the belt blocks (5) in the second half of the tire casing offset from the direction of rotation of the tire by a distance (L3) that is different from the distance (L2) that is different from the distance (L1).

Tread according to claim 1, characterized in that each arm block (5) is divided into two parts by a narrow groove (7) which extends parallel to its edge facing the circumferential arm groove (3), with parts of each arm For example, at least one transverse notch (8) and a recess (11) with a radius (R1) formed on the side of the arm block (5) oriented in the direction of rotation of the tire are provided in the block (5) adjacent to the tire side (9).

Tread according to claim 5, characterized in that the radius (R1) is larger than the radius (R2) of the shoulder block (5) transition to the side (9) of the tire.

Tread according to claim 1, characterized in that each arm block (5) is at its corner, which is the connection between the edge of the arm block (5) facing the peripheral arm groove (3) and the edge of the arm block (5) oriented in the direction of rotation of the tire, provided with a recess with a radius (R3), the same recess being provided with an opposing corner of the inner block (4) and a diagonally oriented corner of the same inner block (4) arranged over the circumferential belt groove (3).

Tread according to claim 7, characterized in that the radius (R3) has a size ranging from 2.5 mm to 3.5 mm.

Tread according to claim 1, characterized in that every second of the blocks (4, 5) is provided on its surface with an opening (12) for the installation of steel spikes.