JP3035172B2 - Radial tire - Google Patents

Radial tire

Info

Publication number
JP3035172B2
JP3035172B2 JP6257478A JP25747894A JP3035172B2 JP 3035172 B2 JP3035172 B2 JP 3035172B2 JP 6257478 A JP6257478 A JP 6257478A JP 25747894 A JP25747894 A JP 25747894A JP 3035172 B2 JP3035172 B2 JP 3035172B2
Authority
JP
Japan
Prior art keywords
groove
tire
tread
lug
width
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.)
Expired - Fee Related
Application number
JP6257478A
Other languages
Japanese (ja)
Other versions
JPH0891023A (en
Inventor
哲彦 吉岡
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.)
Sumitomo Rubber Industries Ltd
Original Assignee
Sumitomo Rubber Industries Ltd
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 Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Priority to JP6257478A priority Critical patent/JP3035172B2/en
Publication of JPH0891023A publication Critical patent/JPH0891023A/en
Application granted granted Critical
Publication of JP3035172B2 publication Critical patent/JP3035172B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0386—Continuous ribs
    • B60C2011/0388—Continuous ribs provided at the equatorial plane

Landscapes

  • Tires In General (AREA)

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【産業上の利用分野】本発明は、耐偏摩耗性とウエット
性能とを高めうる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 radial tire capable of improving uneven wear resistance and wet performance.

【０００２】[0002]

【従来の技術】一般に、乗り心地性能を重視するタクシ
ー用のタイヤにあっては、バイアスタイヤが使用されて
きたが、近年、ラジアルタイヤについても乗り心地性能
が急速に改善され、又燃費性能、操縦安定性能に優れる
ラジアルタイヤが普及しつつある。2. Description of the Related Art In general, taxi which emphasizes ride comfort performance.
In the tires for over, the bias tire has been used, in recent years, is also riding comfort performance is rapidly improving for radial tire, also fuel efficiency, Ru excellent steering stability
La Jiarutaiya are becoming popular.

【０００３】又この種のタイヤにあっては、主として舗
装道路でのドライ、ウエットの両路面において牽引力、
排水性、耐摩耗性などの走行諸性能を発揮させることが
必要であり、かかる観点からトレッドパターンには、シ
ョルダ部をラグパターンとする一方クラウン部をリブパ
ターンとした、いわゆるリブラグパターンを採用するこ
とが多い。[0003] Further, in this type of tire , the traction force is mainly used on both dry and wet road surfaces on paved roads.
It is necessary to exhibit various running performances such as drainage and abrasion resistance. From this viewpoint, the tread pattern adopts a so-called rib-lag pattern, in which the shoulder part is a lug pattern while the crown part is a rib pattern. Often do.

【０００４】[0004]

【発明が解決しようとする課題】しかしながら、乗用車
をタクシーとして使用するときには、乗客に不快感を与
えない範囲で可能な限り迅速な運転がなされる結果、急
加速、急減速等が頻繁に行われることにより、装着され
るタイヤには前記ラグ部分に、ラグのタイヤ周方向端部
の摩耗が増大するいわゆるヒールアンドトウ摩耗が一般
乗用車に比して著しく発生しやすい。SUMMARY OF THE INVENTION However, passenger cars
When used as a taxi, as a result of driving as quickly as possible within a range that does not cause discomfort to the passengers, rapid acceleration, rapid deceleration, etc. are performed frequently, so that the lag portion In addition, so-called heel-and-toe wear, in which the wear of the lug at the tire circumferential end increases, is more likely to occur than in a general passenger car.

【０００５】又一旦前記ヒールアンドトウ摩耗が発生す
ると、今度は逆にラグの表面中央の接地圧が高められる
ことによりラグ表面に至って著しく摩耗し、さらにこれ
が進展するとクラウン部に比してショルダ部が著しく摩
耗する肩落ち摩耗等を招来する。かかる摩耗は、特にウ
エット路面において排水性を害し、旋回中などにおいて
は比較的低速度でハイドロプレーニング現象を発生させ
るという問題があった。[0005] Further, once the heel and toe wear occurs, the lug surface is remarkably worn due to the increase of the contact pressure at the center of the lug surface. Causes wear due to shoulder drop and the like, which are significantly worn. Such abrasion impairs drainage especially on a wet road surface, and has a problem that a hydroplaning phenomenon occurs at a relatively low speed during turning or the like.

【０００６】本発明者は、以上のような問題点に鑑み鋭
意研究を重ねた結果、ショルダ部においてタイヤ周方向
に並ぶ複数のラグ溝の起点よりもタイヤ軸方向内側に、
タイヤ周方向にジグザグ状でのびる小巾の縦細溝を設け
ることを基本として、ショルダ部の前記縦細溝のタイヤ
軸方向内側に剛性の大なる部分と、前記縦細溝のタイヤ
軸方向外側かつ前記ラグを含む剛性の小なる部分を形成
して、前記ヒールアンドトウ摩耗を剛性の小なる部分に
留めうることを見い出したのである。The present inventor has conducted intensive studies in view of the above-described problems, and as a result, at the shoulder portion, in the tire axial direction inner side in the tire axial direction from the starting point of the plurality of lug grooves arranged in the tire circumferential direction.
Basically, a narrow narrow groove extending in a zigzag shape in the tire circumferential direction is provided, and a portion having a large rigidity inside the longitudinal narrow groove in the shoulder portion in the tire axial direction and a tire axial outside of the longitudinal narrow groove are provided. In addition, it has been found that by forming a low rigidity portion including the lug, the heel and toe wear can be limited to the low rigidity portion.

【０００７】即ち、本発明は、ショルダ部のリブに生じ
がちなヒールアンドトウ摩耗がトレッド内方に進展する
のを抑制して耐偏摩耗性能を高めると同時に、ウエット
性能をも高めうるラジアルタイヤの提供を目的としてい
る。That is, the present invention provides a radial tire capable of suppressing uneven heel-to-toe wear, which tends to occur in a rib of a shoulder portion, from developing inwardly of a tread, thereby improving resistance to uneven wear and improving wet performance. The purpose is to provide.

【０００８】本発明は、タイヤ赤道の両側にトレッド縁
とは離れてタイヤ周方向にのびかつトレッド巾の４〜１
２％の溝巾を有する２本の縦主溝、この縦主溝とトレッ
ド縁との間のショルダ陸部に配され、前記トレッド縁か
らタイヤ軸方向内方にむけてトレッド巾ＴＷの０．０５
０〜０．１１５倍の距離Ｚを隔てた位置を起点としてタ
イヤ軸方向外側にのびバットトレス部で開口するラグ
溝、前記ラグ溝の起点と前記縦主溝との間に配され溝巾
が１．２mm以下かつ溝深さが前記縦主溝の溝深さの０．
６〜０．９倍としたタイヤ周方向にジグザグ状でのびる
縦細溝、及びタイヤ赤道上を直線でのびる細溝（９）が
トレッド面に設けられるとともに、前記ラグ溝は、タイ
ヤ周方向に隔設され溝深さを前記縦主溝の溝深さの１．
０２〜１．１２倍とし、かつ前記縦主溝はタイヤ周方向
に直線でのびる基部の両側に途切れ溝（１０）が配設さ
れ、 しかも前記縦細溝は、前記ジグザグの屈曲部のタイ
ヤ軸方向最内側位置Ｓが、トレッド縁から、該トレッド
縁と前記基部との間の距離であるショルダ陸部のタイヤ
軸方向巾Ｘと前記距離Ｚとの差（Ｘ−Ｚ）の０．５５〜
０．７０倍の距離Ｙを隔てるとともに、前記ジグザグの
交差角θが１３０度以上１８０度未満であることを特徴
とするラジアルタイヤである。According to the present invention, the tire extends on the both sides of the tire equator in the circumferential direction of the tire apart from the tread edge and has a tread width of 4 to 1 times.
Two vertical main grooves having a groove width of 2%, which are arranged on the shoulder land portion between the vertical main grooves and the tread edge, and have a tread width TW of 0. 05
A lug groove extending outward in the tire axial direction from a position separated by a distance Z of 0 to 0.115 times and opening at the buttress portion, and a groove width arranged between the starting point of the lug groove and the vertical main groove, 1.2 mm or less and the groove depth is 0. 0 of the groove depth of the vertical main groove.
A vertical narrow groove extending in a zigzag shape in the tire circumferential direction and a narrow groove extending in a straight line on the tire equator (9) is provided on the tread surface, and the lug groove includes: The groove depth, which is spaced apart in the tire circumferential direction, is set to 1 of the groove depth of the vertical main groove.
02 to 1.12 times, and the vertical main groove is in the tire circumferential direction.
On both sides of the base, which extends straight, there are discontinuous grooves (10).
It is, moreover the longitudinal narrow groove, axially innermost position S of the bent portion of the zigzag, from the tread edges, the tread
The difference (XZ) between the width X in the tire axial direction of the shoulder land portion, which is the distance between the edge and the base, and the distance Z is 0.55 to 0.55.
A radial tire having a distance Y of 0.70 times and a zigzag intersection angle θ of 130 degrees or more and less than 180 degrees.

【０００９】[0009]

【作用】本発明によれば、トレッド面に２本の縦主溝を
配し、この縦主溝とトレッド縁との間のショルダ陸部に
配されるラグ溝の起点と、縦主溝との間の規制された位
置に、溝巾が１．２mm以下かつ溝深さが縦主溝の溝深さ
の０．６〜０．９倍としたタイヤ周方向にジグザグ状で
のびる縦細溝をトレッド縁から一定距離に設けることに
より、トレッド縁と前記縦細溝との間にラグを含む剛性
の小さいショルダ外陸部を形成している。According to the present invention, two vertical main grooves are arranged on the tread surface, and a starting point of a lug groove arranged on a shoulder land portion between the vertical main groove and the tread edge; Vertical narrow grooves extending in a tire circumferential direction with a groove width of 1.2 mm or less and a groove depth of 0.6 to 0.9 times the groove depth of the vertical main groove in a regulated position between Is provided at a fixed distance from the tread edge, thereby forming a rigid shoulder land portion including a lug between the tread edge and the vertical narrow groove.

【００１０】従って、前記ラグのタイヤ周方向端部に発
生するヒールアンドトウ摩耗は、接地により変形が容易
で、摩耗エネルギーが集中し易いショルダ外陸部に進展
するに留まり、このショルダ外陸部と隣り合う剛性の大
なるショルダ内陸部に進展するのが抑制される。Therefore, the heel and toe wear generated at the tire circumferential end portion of the lug is easily deformed by the contact with the ground, and propagates only to the shoulder land where the wear energy is easily concentrated. It is restrained from developing into the inland shoulder area with high rigidity adjacent to the above.

【００１１】[0011]

【実施例】以下、本発明の一実施例について詳細に説明
する。図１は、本発明のタクシー用ラジアルタイヤのト
レッドパターンを平面に展開して示す線図、図２は図１
のＡ−Ａ断面図であり、内部構造は省略しているが、ラ
ジアル構造の空気入りタイヤとして形成される。DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below in detail. FIG. 1 is a diagram showing a tread pattern of the radial tire for a taxi of the present invention developed on a plane, and FIG.
FIG. 2 is a cross-sectional view taken along line A-A of FIG. 1, wherein an internal structure is omitted, but the tire is formed as a pneumatic tire having a radial structure.

【００１２】図に示すように、本発明のラジアルタイヤ
は、タイヤ赤道Ｃの両側にトレッド縁Ｅとは離れてタイ
ヤ周方向にのびる２本の縦主溝２と、この縦主溝２とト
レッド縁Ｅとの間のショルダ陸部３に起点４Ａを有して
タイヤ軸方向外側にのびバットトレス部で開口するラグ
溝４と、このラグ溝４の前記起点４Ａと前記縦主溝２と
の間に配されたタイヤ周方向にジグザグ状でのびる縦細
溝５がトレッド面に設けられている。As shown in the figure, the radial tire according to the present invention has two vertical main grooves 2 extending in the tire circumferential direction apart from the tread edge E on both sides of the tire equator C, A lug groove 4 having a starting point 4A at the shoulder land portion 3 between the groove 2 and the tread edge E, extending outward in the tire axial direction and opening at the butt tress portion, and the starting point 4A of the lug groove 4 and the vertical main portion. A vertical narrow groove 5 extending in a zigzag manner in the tire circumferential direction disposed between the tread surface and the groove 2 is provided.

【００１３】前記縦主溝２は、タイヤを正規リムにリム
組しかつ規格内圧を作用させたときのトレッド巾ＴＷの
４〜１２％の溝巾を有し、車両の走行によるタイヤの負
荷回転によっては、縦主溝２の溝壁同士は互いに接触す
ることがない溝巾として形成される。又縦主溝は、直線
状にのびる基部の両側に前記縦細溝５と細溝９との間で
途切れる途切れ溝１０を連設している。 The vertical main groove 2 has a groove width of 4 to 12% of the tread width TW when the tire is assembled to a regular rim and a standard internal pressure is applied, and the tire load rotation due to running of the vehicle is performed. In some cases, the groove walls of the vertical main groove 2 are formed as groove widths that do not contact each other. The vertical main groove is straight
Between the longitudinal grooves 5 and the grooves 9 on both sides of the base
A discontinuous groove 10 is provided continuously.

【００１４】前記ショルダ陸部３に配されるラグ溝４
は、図１に示す展開した状態で計った長さがトレッド縁
Ｅから、前記トレッド巾ＴＷの０．０５０〜０．１１５
倍の距離Ｚを隔てた位置を前記起点４Ａとし、本実施例
ではショルダ陸部内で約１３０〜１５０度の角度で屈曲
させたものを示している。A lug groove 4 arranged on the shoulder land portion 3
The length measured in the unfolded state shown in FIG. 1 is 0.050 to 0.115 of the tread width TW from the tread edge E.
The position separated by twice the distance Z is referred to as the starting point 4A, and in the present embodiment, it is bent at an angle of about 130 to 150 degrees in the shoulder land portion.

【００１５】このようにラグ溝４の起点４Ａの位置を限
定した理由は、この起点４Ａの位置がトレッド縁Ｅから
前記トレッド巾ＴＷの０．０５０に満たないと、ラグ溝
４のタイヤ軸方向長さが小となって排水性能を低下させ
ることにより、ラテラル方向のハイドロプレーニング現
象を生じさせやすく、又前記範囲が０．１１５倍を越え
ると排水性は向上するがタイヤ周方向に隣り合うラグ溝
４に挟まれるラグ６のタイヤ軸方向長さが大きくなり、
そのタイヤ周方向端部域にヒールアンドトウ摩耗が発生
しやすくなるためである。The reason why the position of the starting point 4A of the lug groove 4 is limited as described above is that if the position of the starting point 4A is less than 0.050 of the tread width TW from the tread edge E, the lug groove 4 in the tire axial direction will not move. By reducing the length and reducing the drainage performance, the hydroplaning phenomenon in the lateral direction is apt to occur, and when the above range exceeds 0.115 times, the drainage improves but the lugs adjacent in the tire circumferential direction are improved. The length of the lug 6 sandwiched between the grooves 4 in the tire axial direction increases,
This is because heel-and-toe wear is likely to occur in the tire peripheral direction end region.

【００１６】又ラグ溝４は、前記トレッド巾ＴＷの０．
２〜０．３５倍のピッチＰ１にてタイヤ周方向に隔設さ
れ、かつ、その溝深さを前記縦主溝の溝深さＤの１．０
２〜１．１２倍としている。このように、ラグ溝４は、
前記縦主溝２よりも溝深さが大であることにより、タイ
ヤのトータルライフを向上しうると同時に、排水性を確
保してウエット性能を向上でき、特に低速域におけるラ
テラル方向のハイドロプレーニング現象の発生を抑制し
うる。The lug groove 4 has a tread width TW of 0.1 mm.
It is spaced in the tire circumferential direction at a pitch P1 of 2 to 0.35 times, and its groove depth is set to 1.0 of the groove depth D of the vertical main groove.
It is 2 to 1.12 times. Thus, the lug grooves 4
Since the groove depth is larger than the vertical main groove 2, the total life of the tire can be improved, and at the same time, the wet performance can be improved by securing the drainage property. Can be suppressed.

【００１７】なお、ラグ溝４の前記溝深さが縦主溝２の
溝深さの１．０２倍を下回ると前記ハイドロプレーニン
グを抑制し得ず、又１．１２倍を越えるとラグ６のゴム
厚さが大となり剛性低下によるラグ６の変形を増大させ
る。即ち、タイヤ回転時に、ラグ６は、引きずられるこ
とにより自らに著しく摩耗エネルギーを集中させ、ショ
ルダ部の摩耗を増大させるため好ましくない。If the groove depth of the lug groove 4 is less than 1.02 times the groove depth of the vertical main groove 2, the hydroplaning cannot be suppressed. The rubber thickness becomes large, and the deformation of the lug 6 due to the decrease in rigidity increases. That is, when the tire is rotated, the lug 6 is dragged, so that the lug 6 remarkably concentrates its wear energy on itself and increases wear of the shoulder portion, which is not preferable.

【００１８】前記縦細溝５は、ショルダ陸部３を、前記
ラグ６を含みかつこの縦細溝５とトレッド縁Ｅとの間の
ショルダ外陸部３Ａと、このショルダ外陸部３Ａとタイ
ヤ軸方向内側で隣り合うショルダ内陸部３Ｂとに区分す
るとともに、溝巾が１．２mm以下の小巾かつ溝深さが前
記縦主溝の溝深さの０．６〜０．９倍としている。The vertical groove 5 includes a shoulder land portion 3, a shoulder land portion 3 A including the lug 6 and between the vertical groove 5 and the tread edge E, a shoulder land portion 3 A, and a tire. It is divided into adjacent shoulder inland portions 3B on the inner side in the axial direction, and the groove width is smaller than 1.2 mm and the groove depth is 0.6 to 0.9 times the groove depth of the vertical main groove. .

【００１９】このように縦細溝５の溝巾を１．２mm以下
としたのは、１．２mmを越えると、かかる縦細溝５の特
に屈曲部で亀裂等が生じるいわゆるゲーピングが発生し
がちだからであり、又タイヤの負荷回転時、ショルダ外
陸部３Ａとショルダ内陸部３Ｂとが接触し得ず、ショル
ダ外陸部３Ａの動きが大となりゴム切れ等を生じ好まし
くないためである。又縦細溝５の溝深さｄを前記範囲に
限定したのは、溝深さｄが前記縦主溝の溝深さＤの０．
６倍を下回ると、摩耗が進展した摩耗中期に十分な溝深
さを確保し得ず、この縦細溝５をタイヤ軸方向内方に越
える偏摩耗が起こりやすく、又０．９倍を越えるとショ
ルダ外陸部３Ａの剛性が低くなりすぎ、ショルダー部の
摩耗傾向が大となるからである。The reason why the width of the vertical narrow groove 5 is set to 1.2 mm or less is that when the groove width exceeds 1.2 mm, so-called gaping, in which a crack or the like in the bent portion of the vertical fine groove 5 particularly occurs, tends to occur. This is because the shoulder outer land portion 3A and the shoulder inner land portion 3B cannot come into contact with each other at the time of tire load rotation, and the movement of the shoulder outer land portion 3A becomes large, which is not preferable because the rubber runs out. Further, the reason why the groove depth d of the vertical narrow groove 5 is limited to the above range is that the groove depth d is 0.1 mm of the groove depth D of the vertical main groove.
If it is less than 6 times, it is not possible to secure a sufficient groove depth in the middle period of wear where wear has progressed, and it is easy to cause uneven wear exceeding the vertical narrow groove 5 inward in the tire axial direction, and more than 0.9 times. This is because the rigidity of the shoulder land portion 3A becomes too low, and the tendency of the shoulder portion to wear becomes large.

【００２０】又前記縦細溝５は、ジグザグの屈曲部のタ
イヤ軸方向最内側位置Ｓが、前記ラグ溝の起点４Ａと縦
主溝２の間に位置しかつ前記展開状態でのトレッド縁Ｅ
から、前記ショルダ陸部３のタイヤ軸方向巾Ｘと前記距
離Ｚとの差（Ｘ−Ｚ）の０．５５〜０．７０倍の距離Ｙ
を隔てる関係を充足する。In the vertical narrow groove 5, the innermost position S in the tire axial direction of the bent portion of the zigzag is located between the starting point 4A of the lug groove and the vertical main groove 2, and the tread edge E in the expanded state.
The distance Y is 0.55 to 0.70 times the difference (X−Z) between the width X of the shoulder land portion 3 in the tire axial direction and the distance Z.
Satisfies the relationship that separates

【００２１】前記距離Ｙが、トレッド縁Ｅから、前記シ
ョルダ陸部３のタイヤ軸方向巾Ｘと前記距離Ｚとの差
（Ｘ−Ｚ）の０．５５倍を下回ると、縦細溝５が前記ラ
グ溝４の起点４Ａに接近しがちとなり、ショルダ外陸部
３Ａの剛性が著しく低下し、ゴム切れ、エッジ欠けが生
じ易い一方、０．７０倍を越えると縦細溝が前記ラグ溝
の起点４Ａから遠ざかることにより、ショルダ内陸部３
Ｂの剛性が低下し、ショルダ外陸部３Ａに摩耗を集中さ
せることができない。なお、前記ショルダ陸部３のタイ
ヤ軸方向巾Ｘは、好ましくはトレッド巾ＴＷの２５〜３
５％程度とする。When the distance Y is less than 0.55 times the difference (XZ) between the width X of the shoulder land portion 3 in the tire axial direction X and the distance Z from the tread edge E, the vertical narrow groove 5 is formed. It tends to approach the starting point 4A of the lug groove 4, and the rigidity of the shoulder land portion 3A is remarkably reduced and rubber breakage and edge chipping are apt to occur. By moving away from the starting point 4A, the inland shoulder 3
The rigidity of B decreases, and it is not possible to concentrate wear on the shoulder outer land portion 3A. The width X of the shoulder land portion 3 in the tire axial direction is preferably 25 to 3 times the tread width TW.
It should be about 5%.

【００２２】さらに前記縦細溝５は、前記ジグザグの交
差角θが１３０度以上１８０度未満、好ましくは１７０
度以下であることが必要であり、好ましくはジグザグピ
ッチＰ２を前記ラグ溝４の隔設ピッチＰ１と略一致さ
せ、かつ前記タイヤ軸方向内方位置Ｓをラグ溝の起点４
Ａとほぼ整列させることが望ましい。前記交差角θが、
１３０度を下回ると交差が急となりジグザグの頂点を起
点とした箇所にもヒールアンドトウ摩耗が生じがちとな
るからである。なお、縦細溝５をジグザグ状とすること
により、路面に接地したラグ６のタイヤ周方向移動を、
互いに接触するショルダ外陸部３Ａとショルダ内陸部３
Ｂとがいわゆるラッチ状に噛み合って規制しうる結果、
ラグ６のヒールアンドトウ摩耗の発生をも抑制しうる。Further, the vertical narrow groove 5 has a zigzag intersection angle θ of 130 degrees or more and less than 180 degrees, preferably 170 degrees.
Degree or less, and preferably, the zigzag pitch P2 is made substantially coincident with the spacing pitch P1 of the lug groove 4, and the tire axially inward position S is set at the starting point 4 of the lug groove.
It is desirable to be substantially aligned with A. The intersection angle θ is
If the angle is less than 130 degrees, the intersection becomes steep and heel-and-toe wear tends to occur even at a portion starting from the top of the zigzag. In addition, by making the vertical narrow groove 5 zigzag, the circumferential movement of the lug 6 contacting the road surface in the tire circumferential direction can be reduced.
Outer shoulder 3A and inner shoulder 3 contacting each other
As a result of being able to regulate by engaging with B in a so-called latch shape,
The occurrence of heel and toe wear of the lug 6 can also be suppressed.

【００２３】又この縦細溝５の屈曲部のうち、タイヤ軸
方向内方位置Ｓを、ラグ溝４の起点４Ａとタイヤ軸方向
に整列させた場合には、ラグ溝の起点４Ａと縦細溝５の
内方位置Ｓとが接近することを防止し、この間の剛性が
著しく低下し、ゴム欠け等が発生するのを抑制しうる。When the inner position S in the tire axial direction of the bent portion of the vertical narrow groove 5 is aligned with the starting point 4A of the lug groove 4 in the tire axial direction, the starting point 4A of the lug groove and the vertical thin line are aligned. It is possible to prevent the inner position S of the groove 5 from approaching, and to significantly reduce the rigidity therebetween, thereby suppressing occurrence of rubber chipping or the like.

【００２４】なお、ショルダ陸部３には適宜サイピング
７を、又縦主溝２間のクラウン部には、サイピングの
他、略タイヤ赤道上にのびる前記縦細溝５と同巾、同一
溝深さの細溝９が配されるとともに、前記のように前記
縦主溝２は、直線状の基部の両側に前記縦細溝５と細溝
９との間で途切れる途切れ溝１０を配設している。The shoulder land portion 3 is provided with a siping 7 as appropriate, and the crown portion between the vertical main grooves 2 is provided with a siping as well as the same width and the same groove depth as the vertical narrow groove 5 extending substantially on the equator of the tire. with the narrow grooves 9 are disposed, the main grooves 2 as described above is arranged to break groove 10 cut off between the straight base portion of the each side longitudinal thin groove 5 and the narrow grooves 9 ing.

【００２５】以上のように構成された本発明のラジアル
タイヤは、新品時からの摩耗の進展は次のようになる。
先ず第１に、タクシーに装着された場合、頻繁に加減速
が行われることにより、ラグ６のタイヤ周方向端縁６Ａ
に荷重が集中する結果、この端縁６Ａにヒールアンドト
ウ摩耗が発生する。[0025] La Jiarutaiya of the present invention configured as described above, progress of wear from the time of a new article is as follows.
First, when the vehicle is mounted on a taxi, acceleration and deceleration are frequently performed, so that the tire circumferential edge 6A of the lug 6 is formed.
As a result, the heel and toe wear occurs on the edge 6A.

【００２６】第２に、ラグ６の表面は、ラグ６の前記端
縁６Ａ部分が摩耗することによりショルダ陸部の接地圧
が高められる。この際、ショルダ外陸部３Ａは、前記縦
細溝５によりショルダ内陸部３Ｂに比して剛性が小、即
ち変形し易く、サイドフォースや回転中の剪断力等によ
りショルダ陸部３の摩耗エネルギーは主としてショルダ
外陸部３Ａに分担され、ショルダ外陸部３Ａが早期に摩
耗する。つまり、ショルダ内陸部３Ｂは、摩耗が抑制さ
れる。Second, on the surface of the lug 6, the ground pressure of the shoulder land portion is increased by the wear of the edge 6A of the lug 6. At this time, the outer shoulder portion 3A has a smaller rigidity than the inner shoulder portion 3B due to the vertical narrow groove 5, that is, it is easily deformed, and the wear energy of the shoulder land portion 3 due to side force, shearing force during rotation, and the like. Is mainly assigned to the shoulder outer land portion 3A, and the shoulder outer land portion 3A wears out early. That is, abrasion of the inland shoulder 3B is suppressed.

【００２７】なおラグ溝４は、縦主溝２よりも溝深さを
大としているため、ショルダ外陸部３Ａの摩耗量が増大
してもタイヤ軸方向の排水性が確保され、ラテラルハイ
ドロプレーニングの臨界速度を高めうる。Since the lug groove 4 has a greater depth than the vertical main groove 2, even if the amount of wear on the shoulder land 3A increases, drainage in the tire axial direction is ensured, and lateral hydroplaning is performed. Critical speed can be increased.

【００２８】第３に、ショルダ外陸部３Ａの摩耗が増大
し、タイヤ回転時、路面と接地しなくなった場合には、
今度は、ショルダ内陸部３Ｂの摩耗が進み両者の径差が
小さくなったところで再びショルダ外陸部３Ａが接地
し、自らに摩耗を集中させる。かかる摩耗の進展を順次
繰り返すことにより、ショルダ陸部は、ショルダ外陸部
３Ａとショルダ内陸部３Ｂとの摩耗量差を小かつ略一定
として摩耗し、偏摩耗を抑制しうるのである。Third, when the wear of the shoulder outer portion 3A increases and the tire does not contact the road surface when the tire rotates,
Next, when the wear of the inland shoulder portion 3B progresses and the difference in diameter between the two decreases, the outer shoulder portion 3A comes into contact with the ground again and concentrates the wear on itself. By successively repeating the progress of the wear, the shoulder land portion is worn with the difference in the amount of wear between the outer shoulder portion 3A and the inner shoulder portion 3B being small and substantially constant, so that uneven wear can be suppressed.

【００２９】（具体例） タイヤサイズが１７５／ＳＲ１４でありかつ図１、図２
に示すトレッドパターンを有するタイヤ（実施例）につ
いて表１の仕様にて試作するとともに、耐偏摩耗性及び
ラテラルハイドロプレーニングについてテストを行っ
た。耐偏摩耗性テストについては、図１に示すトレッド
パターンを有しかつ本願の構成外のタイヤ（比較例１〜
４）についても表１に示す仕様で試作し併せてテストを
行った。又ラテラルハイドロプレーニングテストについ
ては、実施例のものから縦細溝５を排除した従来のタイ
ヤ（従来例）と、実施例のタイヤの前記距離Ｚをトレッ
ド巾ＴＷの０．１倍としたタイヤ（比較例５）も併せて
テストを行ないその性能を比較した。(Specific example) The tire size is 175 / SR14 and FIGS. 1 and 2
The tires (Examples) having the tread pattern shown in Table 1 were prototyped in accordance with the specifications shown in Table 1, and tested for uneven wear resistance and lateral hydroplaning. For the uneven wear resistance test, tires having the tread pattern shown in FIG.
As for 4), a prototype was produced according to the specifications shown in Table 1, and a test was also conducted. Regarding the lateral hydroplaning test, a conventional tire (conventional example) in which the vertical narrow groove 5 was excluded from the example and a tire in which the distance Z of the example tire was 0.1 times the tread width TW ( A test was also performed in Comparative Example 5) to compare the performance.

【００３０】テスト条件は下記の通り。 イ）耐偏摩耗性 テストタイヤを正規リム（５ＪＪ×１４）にリム組して
規定の内圧（２．０ｋｓｃ）を充填し、乗用車用の国産
後輪駆動車の前輪に装着して一般市街地を１万km走行さ
せるとともに、タイヤクラウン部とショルダ内陸部の
摩耗量の比であるクラウン部／ショルダ内陸部摩耗比、
ショルダ陸部のラグのタイヤ周方向端縁に発生したヒ
ールアンドトウ摩耗量の２点を測定した。The test conditions are as follows. B) Uneven wear resistance Test tires are assembled into regular rims (5JJ x 14), filled with the specified internal pressure (2.0 ksc), and attached to the front wheels of domestic rear-wheel drive vehicles for passenger cars to reduce the general urban area. While traveling 10,000 km, the wear ratio of the crown portion / inland shoulder, which is the ratio of the amount of wear between the tire crown and the inland shoulder,
Two points of heel and toe abrasion generated at the circumferential edge of the lug of the lug in the shoulder land were measured.

【００３１】ロ）ラテラルハイドロプレーニング性 テストロードに連続散水することにより形成されかつ全
長１５０ｍの曲線路を設けた湿路面を形成するととも
に、試供タイヤを全輪に装着した国産後輪駆動車を該湿
路面上を、速度５０km／Ｈから５km／Ｈのステップで段
階的に速度を高め、各段階速度における旋回半径を小と
して横加速度Ｇを高めていき、各段階におけるハイドロ
プレーニングが発生する限界の横加速度を前後輪夫々に
ついて求めた。テストの結果を表１及び図３、図４に示
す。B) Lateral hydroplaning A domestic rear-wheel drive vehicle having a wet road surface formed by continuously spraying water on a test road and having a curved road having a total length of 150 m and having test tires mounted on all wheels is provided. On a wet road surface, the speed is gradually increased in steps of 50 km / H to 5 km / H, the turning radius at each step speed is reduced, and the lateral acceleration G is increased. Lateral acceleration was determined for each of the front and rear wheels. The test results are shown in Table 1 and FIGS.

【００３２】[0032]

【表１】 [Table 1]

【００３３】実施例のものはクラウン部／ショルダ内陸
部摩耗比、ヒールアンドトウ摩耗量の両方を少なくで
き、耐摩耗性能に優れていることが確認し得た。又図３
から明らかなように実施例のものは従来例のものに比べ
て横加速度の平均値及び最大値が前後輪ともに上昇して
おり、特に７０km／Ｈを越えたときの両者の差が著し
く、従来例よりも高速度で旋回が可能であることも確認
し得た。In the case of the example, it was confirmed that both the wear ratio of the crown / shoulder inland portion and the heel and toe abrasion were reduced, and the abrasion resistance was excellent. FIG. 3
As can be seen from the graph, the average value and the maximum value of the lateral acceleration of both the front and rear wheels of the example of the embodiment are higher than those of the conventional example, and the difference between the two is remarkable especially when it exceeds 70 km / H. It was also confirmed that turning was possible at a higher speed than in the example.

【００３４】[0034]

【発明の効果】叙上の如く本発明のラジアルタイヤは、
耐偏摩耗性を向上しつつラテラルハイドロプレーニング
の臨界速度を高めることが出来、タクシー用としても好
適に採用しうる。 As described above, the radial tire of the present invention has the following features.
While improving the uneven wear resistance can Rukoto increase the critical speed of the lateral hydroplaning, good even for taxis
It can be adopted appropriately.

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

【図１】本発明の一実施例を示すトレッドパターンを展
開して示す線図である。FIG. 1 is an expanded diagram showing a tread pattern according to an embodiment of the present invention.

【図２】図１のＡ−Ａ線断面図である。FIG. 2 is a sectional view taken along line AA of FIG.

【図３】ラテラルハイドロプレーニングテストの結果を
示すグラフである。FIG. 3 is a graph showing the results of a lateral hydroplaning test.

【図４】ラテラルハイドロプレーニングテストの結果を
示すグラフである。FIG. 4 is a graph showing the results of a lateral hydroplaning test.

【符号の説明】[Explanation of symbols]

２ 縦主溝 ３ ショルダ陸部 ４ ラグ溝 ４Ａ ラグ溝の起点 ５ 縦細溝 ６ ラグ Ｃ タイヤ赤道 Ｅ トレッド縁 2 Vertical main groove 3 Shoulder land 4 Lug groove 4A Starting point of lug groove 5 Vertical narrow groove 6 Lug C Tire equator E Tread edge

───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) B60C 11/04 B60C 11/12 ──────────────────────────────────────────────────続 き Continued on front page (58) Field surveyed (Int.Cl. 7 , DB name) B60C 11/04 B60C 11/12

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】タイヤ赤道の両側にトレッド縁とは離れて
タイヤ周方向にのびかつトレッド巾の４〜１２％の溝巾
を有する２本の縦主溝、 この縦主溝とトレッド縁との間のショルダ陸部に配さ
れ、前記トレッド縁からタイヤ軸方向内方にむけてトレ
ッド巾ＴＷの０．０５０〜０．１１５倍の距離Ｚを隔て
た位置を起点としてタイヤ軸方向外側にのびバットトレ
ス部で開口するラグ溝、前 記ラグ溝の起点と前記縦主溝との間に配され溝巾が
１．２mm以下かつ溝深さが前記縦主溝の溝深さの０．６
〜０．９倍としたタイヤ周方向にジグザグ状でのびる縦
細溝、及びタイヤ赤道上を直線でのびる細溝（９）が トレッド
面に設けられるとともに、 前記ラグ溝は、タイヤ周方向に隔設され溝深さを前記縦
主溝の溝深さの１．０２〜１．１２倍とし、かつ前記縦主溝はタイヤ周方向に直線でのびる基部の両
側に途切れ溝（１０）が配設され、 しかも 前記縦細溝は、前記ジグザグの屈曲部のタイヤ軸
方向最内側位置Ｓが、トレッド縁から、該トレッド縁と
前記基部との間の距離であるショルダ陸部のタイヤ軸方
向巾Ｘと前記距離Ｚとの差（Ｘ−Ｚ）の０．５５〜０．
７０倍の距離Ｙを隔てるとともに、前記ジグザグの交差
角θが１３０度以上１８０度未満であることを特徴とす
るラジアルタイヤ。1. Two longitudinal main grooves on both sides of the tire equator, extending in the circumferential direction of the tire at a distance from the tread edge and having a groove width of 4 to 12% of the tread width. A bat that extends from the tread edge to the inside in the tire axial direction at a distance Z of 0.050 to 0.115 times the tread width TW from the tread edge to the outside in the tire axial direction. lug grooves opening at Torres portion, the groove width is arranged between the starting point and the circumferential main groove before Symbol lug grooves is less and depth 1.2mm groove depth of the circumferential main groove 0.6
A vertical narrow groove extending in a zigzag shape in the tire circumferential direction and a narrow groove (9) extending linearly on the tire equator are provided on the tread surface, and the lug grooves are spaced apart in the tire circumferential direction. The groove depth is set to 1.02 to 1.12 times the groove depth of the vertical main groove , and the vertical main groove is formed on both sides of the base extending straight in the tire circumferential direction.
A discontinuous groove (10) is provided on the side, and the vertical narrow groove is formed such that the innermost position S in the tire axial direction of the bent portion of the zigzag is from the tread edge to the tread edge.
The difference (XZ) between the width X in the tire axial direction of the shoulder land portion, which is the distance from the base portion, and the distance Z is 0.55 to 0.5.
A radial tire having a distance Y of 70 times and a zigzag intersection angle θ of 130 degrees or more and less than 180 degrees.
JP6257478A 1994-09-26 1994-09-26 Radial tire Expired - Fee Related JP3035172B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP6257478A JP3035172B2 (en) 1994-09-26 1994-09-26 Radial tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP6257478A JP3035172B2 (en) 1994-09-26 1994-09-26 Radial tire

Publications (2)

Publication Number Publication Date
JPH0891023A JPH0891023A (en) 1996-04-09
JP3035172B2 true JP3035172B2 (en) 2000-04-17

Family

ID=17306863

Family Applications (1)

Application Number Title Priority Date Filing Date
JP6257478A Expired - Fee Related JP3035172B2 (en) 1994-09-26 1994-09-26 Radial tire

Country Status (1)

Country Link
JP (1) JP3035172B2 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3569056B2 (en) * 1995-11-15 2004-09-22 株式会社ブリヂストン Pneumatic tire
US7275573B2 (en) * 2003-06-06 2007-10-02 The Goodyear Tire & Rubber Company Radial passenger tire with improved tread contour
JP4274317B2 (en) * 2003-10-15 2009-06-03 横浜ゴム株式会社 Pneumatic tire
JP4950491B2 (en) * 2005-12-29 2012-06-13 住友ゴム工業株式会社 Heavy duty tire
WO2011027889A1 (en) * 2009-09-07 2011-03-10 株式会社ブリヂストン Pneumatic tire
JP4905599B1 (en) * 2011-04-27 2012-03-28 横浜ゴム株式会社 Pneumatic tire
CN105324253B (en) * 2013-07-05 2018-08-28 住友橡胶工业株式会社 Pneumatic tire
WO2015182153A1 (en) * 2014-05-30 2015-12-03 株式会社ブリヂストン Pneumatic radial tire for use on passenger vehicle
DE112017001651T5 (en) * 2016-03-31 2018-12-13 The Yokohama Rubber Co., Ltd. tire
JP6790443B2 (en) * 2016-05-10 2020-11-25 横浜ゴム株式会社 Pneumatic tires
JP6387144B1 (en) * 2017-04-27 2018-09-05 東洋ゴム工業株式会社 Pneumatic tire
JP6916067B2 (en) * 2017-08-31 2021-08-11 Ｔｏｙｏ Ｔｉｒｅ株式会社 Pneumatic tires
JP6993815B2 (en) * 2017-08-31 2022-01-14 Ｔｏｙｏ Ｔｉｒｅ株式会社 Pneumatic tires
JP6929189B2 (en) * 2017-10-13 2021-09-01 Ｔｏｙｏ Ｔｉｒｅ株式会社 Pneumatic tires
EP4186712A1 (en) * 2021-11-26 2023-05-31 Sumitomo Rubber Industries, Ltd. Tire

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