JP3294039B2 - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP3294039B2 JP3294039B2 JP03862395A JP3862395A JP3294039B2 JP 3294039 B2 JP3294039 B2 JP 3294039B2 JP 03862395 A JP03862395 A JP 03862395A JP 3862395 A JP3862395 A JP 3862395A JP 3294039 B2 JP3294039 B2 JP 3294039B2
- Authority
- JP
- Japan
- Prior art keywords
- tire
- groove
- sub
- lateral
- grooves
- 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
Links
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
- B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
Landscapes
- Tires In General (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は方向性のトレッドパター
ンを有する空気入りタイヤに関し、更に詳しくは、ウェ
ット性能を維持しながらドライ性能を向上するようにし
た特に乗用車の空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire having a directional tread pattern, and more particularly, to a pneumatic tire for a passenger car, particularly for improving dry performance while maintaining wet performance.
【０００２】[0002]
【従来の技術】乗用車の空気入りタイヤにおいて、ウェ
ット路面における排水性を向上する目的として、溝面積
やピッチ数を増加する方法がある。しかし、単に溝面積
やピッチ数を増加するだけでは、ブロック剛性の低下や
接地面積の減少により、ドライ性能の低下を招く。2. Description of the Related Art In a pneumatic tire for a passenger car, there is a method of increasing a groove area and a pitch number in order to improve drainage on a wet road surface. However, simply increasing the groove area and the number of pitches causes a decrease in dry performance due to a decrease in block rigidity and a decrease in ground contact area.
【０００３】そこで、上記対策として、タイヤ回転方向
を指定した方向性トレッドパターンを採用する提案があ
る。この方向性トレッドパターンとしては、例えば、図
２に示すように、タイヤ回転方向Ｒが一方向に指定され
たトレッド面１１のタイヤ接地中央領域に、タイヤ周方
向Ｔに沿って延びる３本の主溝１２を設け、外側の両主
溝１２から該主溝１２に連通してそれぞれタイヤ幅方向
外側に逆向きで傾斜し、タイヤ接地端Ｅまで延びる多数
の横溝１３を所定のピッチで配置し、主溝１２と横溝１
３とにより区分されたブロックＢを形成した構成になっ
ている。このように主溝１２に連通した横溝１３をタイ
ヤ幅方向に傾斜させてタイヤ接地端Ｅまで延ばした方向
性のトレッドパターンとすることにより、タイヤ幅方向
に向けて排水を大幅に促進するようにしている。[0003] As a countermeasure, there is a proposal to adopt a directional tread pattern in which a tire rotation direction is specified. For example, as shown in FIG. 2, the three directional tread patterns include three main tread patterns extending in the tire circumferential direction T in the tire contact center region of the tread surface 11 in which the tire rotation direction R is specified in one direction. A plurality of lateral grooves 13 are provided at a predetermined pitch, provided with the grooves 12, and communicated with the main grooves 12 from the outer main grooves 12 and respectively inclined in the opposite directions outward in the tire width direction and extending to the tire grounding end E, Main groove 12 and lateral groove 1
3 to form a block B which is divided. In this way, by forming the directional tread pattern in which the lateral groove 13 communicating with the main groove 12 is inclined in the tire width direction and extends to the tire contact end E, drainage is greatly promoted in the tire width direction. ing.
【０００４】しかし、上記方向性トレッドパターンを用
いた空気入りタイヤは、排水性の改善効果を高める上で
は好ましいが、その反面、ブロックＢの剛性が低くなる
のを避けることができず、ドライ性能が低減し、ウェッ
ト性能とドライ性能との両立が困難であるという問題が
あった。[0004] However, a pneumatic tire using the directional tread pattern is preferable in terms of enhancing the drainage improvement effect, but on the other hand, the rigidity of the block B cannot be reduced, and the dry performance cannot be avoided. And it is difficult to achieve both wet performance and dry performance.
【０００５】[0005]
【発明が解決しようとする課題】本発明の目的は、方向
性のトレッドパターンを有する空気入りタイヤにおい
て、ウェット性能を従来の方向性トレッドパターンと同
等以上に維持しながらドライ性能を改善することができ
る空気入りタイヤを提供することにある。SUMMARY OF THE INVENTION It is an object of the present invention to improve dry performance of a pneumatic tire having a directional tread pattern while maintaining wet performance at least equal to that of a conventional directional tread pattern. It is to provide a pneumatic tire that can be used.
【０００６】[0006]
【課題を解決する手段】上記目的を達成する本発明は、
タイヤ回転方向が一方向に指定されたトレッド面に、タ
イヤ接地中央領域にのみ配置されてタイヤ周方向に延び
る少なくとも１本の主溝を設け、該主溝の両側から該主
溝に連通してそれぞれタイヤ幅方向外側に逆向きで傾斜
しタイヤ接地端まで延びる多数の横溝と、前記主溝の両
側から該主溝に連通せずに反タイヤ回転方向側に隣接す
る前記横溝の１本と交差しそれぞれタイヤ幅方向外側に
タイヤ接地端まで延びる屈曲状の多数の副溝とを所定の
ピッチで交互に配置し、方向性トレッドパターンを形成
したことを特徴とする。また、上記目的を達成する本発
明は、タイヤ回転方向が一方向に指定されたトレッド面
に、タイヤ接地中央領域にのみ配置されてタイヤ周方向
に延びる複数本の主溝を設け、その主溝間にリブを形成
すると共に、該主溝の両側から該主溝に連通してそれぞ
れタイヤ幅方向外側に逆向きで傾斜しタイヤ接地端まで
延びる多数の横溝と、前記主溝の両側から該主溝に連通
せずに反タイヤ回転方向側に隣接する前記横溝の１本と
交差しそれぞれタイヤ幅方向外側にタイヤ接地端まで延
びる屈曲状の多数の副溝とを所定のピッチで交互に配置
し、方向性トレッドパターンを形成したことを特徴とす
る。このように方向性トレッドパターンを設けた空気入
りタイヤにおいて、トレッド面のタイヤ接地中央領域に
設けたタイヤ周方向の主溝の両側から、その主溝に連通
すると共にタイヤ幅方向外側に逆向きで傾斜してタイヤ
接地端まで延びる横溝と、横溝の１本と交差してタイヤ
幅方向外側にタイヤ接地端まで延在する副溝とを交互に
配置したことにより、それら横溝と副溝とを介してタイ
ヤ幅方向に対する高い排水性を得ることが可能であるた
め、ウェット性能を従来の方向性トレッドパターンと同
等以上に保つことができる。According to the present invention, which achieves the above objects,
On the tread surface where the tire rotation direction is specified in one direction, at least one main groove provided only in the tire contact center region and extending in the tire circumferential direction is provided, and the main groove is communicated from both sides of the main groove. A large number of lateral grooves which are inclined in the opposite direction to the outer side in the tire width direction and extend to the tire grounding end, and intersect with one of the lateral grooves adjacent to the tire rotation direction side from both sides of the main groove without communicating with the main groove. A plurality of bent sub-grooves extending to the tire ground contact end are arranged alternately at a predetermined pitch on the outer side in the tire width direction to form a directional tread pattern. In addition, the present invention
Akira is a tread surface where the tire rotation direction is specified in one direction
In the tire circumferential direction only
Provide multiple main grooves extending in the direction and form ribs between the main grooves
While communicating with the main groove from both sides of the main groove.
To the tire contact point
A number of lateral grooves extending therefrom and communicating with the main groove from both sides of the main groove
Without one of the lateral grooves adjacent to the tire rotation direction side
Cross each other and extend outward in the tire width direction to the tire contact edge.
A large number of sub-grooves are arranged alternately at a specified pitch
And a directional tread pattern is formed.
You. In the pneumatic tire provided with the directional tread pattern as described above, from both sides of the tire circumferential main groove provided in the tire grounding central region of the tread surface, the tire communicates with the main groove and in the opposite direction outward in the tire width direction. By alternately arranging a lateral groove that extends to the tire grounding end and an auxiliary groove that intersects one of the lateral grooves and extends to the tire grounding end outside in the tire width direction, the lateral groove and the auxiliary groove are interposed. As a result, a high drainage property in the tire width direction can be obtained, so that the wet performance can be kept equal to or higher than that of the conventional directional tread pattern.
【０００７】また、副溝が屈曲状に形成され、主溝と連
通せずに横溝の１本と交差しタイヤ接地端まで延びる構
成であるため、溝面積を従来の方向性トレッドパターン
と同様になるように横溝と副溝とを配置しても、主溝、
横溝、及び屈曲状の副溝により区分されたブロック形状
を従来よりも大型にしてブロック剛性の増加を図ること
ができるので、ドライ路面での旋回性能やトラクション
性、限界性能等のドライ性能も改善することができる。[0007] Further, since the sub-groove is formed in a bent shape and does not communicate with the main groove but intersects with one of the lateral grooves and extends to the tire contact end, the groove area can be reduced in the same manner as in the conventional directional tread pattern. Even if the lateral groove and the sub-groove are arranged so that the main groove,
Since the block shape divided by the lateral groove and the bent sub-groove can be made larger than before to increase the block rigidity, dry performance such as turning performance on dry road surface, traction performance, marginal performance, etc. is also improved. can do.
【０００８】以下、本発明の構成について添付の図面を
参照しながら詳細に説明する。図１は本発明の空気入り
タイヤのトレッドパターンの一例を示し、タイヤは矢印
Ｒ方向に回転するように指示されている。このようにタ
イヤ回転方向Ｒが一方向に指定されたトレッド面１のタ
イヤ接地中央領域には、タイヤ周方向Ｔに沿ってストレ
ート状に延びる３本の主溝２が設けられている。これら
主溝２は、タイヤ接地中央領域にのみ配置され、他の領
域には設けられず、その主溝２間にはリブ７が形成され
るようになっている。Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 shows an example of the tread pattern of the pneumatic tire of the present invention, and the tire is instructed to rotate in the direction of arrow R. Thus, three main grooves 2 extending straight in the tire circumferential direction T are provided in the tire contact center region of the tread surface 1 in which the tire rotation direction R is specified in one direction. These main grooves 2 are arranged only in the central region of the tire ground, and are not provided in other regions, and ribs 7 are formed between the main grooves 2.
【０００９】主溝２のタイヤ両側接地領域には、両外側
の各主溝２の両側から該主溝２に連通してそれぞれタイ
ヤ幅方向外側に逆向きで反タイヤ回転方向側に傾斜し、
タイヤ接地端Ｅまで延びる多数の横溝３と、両外側の各
主溝２の両側から該主溝２に連通せずに離間し、反タイ
ヤ回転方向側に隣接する横溝３の１本だけと交差し、そ
れぞれタイヤ幅方向外側にタイヤ接地端Ｅまで延びる屈
曲状の多数の副溝４とが所定のピッチで交互に配置さ
れ、トレッド面１には外側の主溝２と横溝３及び副溝４
とにより区分されたブロックＢ１と、横溝３と副溝４と
により区分されたブロックＢ２を形成した方向性トレッ
ドパターンが形成されている。In the tire contact areas on both sides of the main groove 2, both sides of each of the outer main grooves 2 communicate with the main grooves 2, and are inclined in the opposite directions to the outside in the tire width direction and in the anti-tire rotation direction, respectively.
A large number of lateral grooves 3 extending to the tire ground contact end E are separated from both sides of each of the outer main grooves 2 without communicating with the main grooves 2 and intersect with only one of the lateral grooves 3 adjacent to the tire rotation direction side. A plurality of bent sub-grooves 4 extending to the tire grounding end E are arranged alternately at a predetermined pitch on the outer side in the tire width direction, and the outer main groove 2, the lateral groove 3 and the sub-groove 4 are formed on the tread surface 1.
And a directional tread pattern in which a block B2 divided by the lateral groove 3 and the sub-groove 4 is formed.
【００１０】上記副溝４は、横溝３と交差する第１副溝
部４Ａと、屈曲部４Ｂを介してこの第１副横溝４Ａに連
通しタイヤ接地端Ｅを越えて延設する第２副溝部４Ｃと
から構成され、第１副溝部４Ａは、その先端４Ａ1 が主
溝２とは接続されずにブロックＢ１内の横溝３間の中央
部に位置するようになっている。また、第１副溝部４Ａ
は、タイヤ幅方向に対して９０°以内で傾斜するように
配置され、第２副溝部４Ｃは、タイヤ幅方向に対して０
°以上の傾斜角度でタイヤ接地端Ｅ側に向けて延在して
いる。The sub-groove 4 has a first sub-groove 4A intersecting with the lateral groove 3 and a second sub-groove communicating with the first sub-lateral groove 4A through the bent portion 4B and extending beyond the tire contact end E. is composed of a 4C, the first sub-groove portion 4A, the tip end 4A 1 is the main groove 2 is adapted to position the central portion between the lateral grooves 3 in the block B1 to the not connected. Also, the first sub-groove 4A
Are arranged so as to be inclined within 90 ° with respect to the tire width direction, and the second sub-groove portion 4C
It extends toward the tire grounding end E side at an inclination angle of not less than °.
【００１１】このように本発明は、方向性トレッドパタ
ーンを設けた空気入りタイヤにおいて、トレッド面１の
タイヤ接地中央領域にタイヤ周方向Ｔに設けたタイヤ外
側となる両主溝２の両側から該主溝２に連通し、タイヤ
幅方向外側に逆向きで傾斜してタイヤ接地端Ｅまで延在
する横溝３を所定のピッチで設けると共に、両主溝２の
両側から横溝３の１本と交差しタイヤ幅方向外側にタイ
ヤ接地端Ｅまで延びる副溝４を横溝３と交互に配置した
ので、その横溝３と副溝４とにより、タイヤ幅方向に対
する排水効果の促進を図ることが可能で、ウェット性能
を従来の方向性トレッドパターンと同等以上にすること
ができる。As described above, the present invention relates to a pneumatic tire provided with a directional tread pattern. Lateral grooves 3 communicating with the main grooves 2 and extending in the opposite direction to the tire width direction and extending to the tire grounding end E are provided at a predetermined pitch, and intersect with one of the lateral grooves 3 from both sides of the both main grooves 2. Since the sub-grooves 4 extending to the tire grounding end E are arranged alternately with the lateral grooves 3 on the outer side in the tire width direction, the lateral grooves 3 and the sub-grooves 4 can promote the drainage effect in the tire width direction. The wet performance can be equal to or higher than the conventional directional tread pattern.
【００１２】しかも、屈曲状に形成された副溝４が、両
主溝２と連通せずに横溝３の１本と交差しタイヤ接地端
Ｅまで延びるため、従来の方向性トレッドパターンと同
じ溝面積を確保するように溝を配置しても、主溝２と横
溝３及び屈曲状の副溝４により区画形成されたブロック
Ｂ１を従来よりも大型化し、ブロック剛性を高めること
ができ、それによって、ドライ路面での旋回性能やトラ
クション性、限界性能等のドライ性能を向上することが
できる。In addition, since the sub groove 4 formed in a bent shape crosses one of the lateral grooves 3 and extends to the tire grounding end E without communicating with both main grooves 2, the same groove as the conventional directional tread pattern is formed. Even if the grooves are arranged so as to secure an area, the block B1 defined by the main groove 2 and the lateral grooves 3 and the bent sub-grooves 4 can be made larger than before and the block rigidity can be increased, thereby. In addition, dry performance such as turning performance on a dry road surface, traction, and marginal performance can be improved.
【００１３】本発明では、上記副溝４において、第１副
溝部４Ａの横溝３に対する交差角度ａを３０°≦ａ≦７
０°の関係にし、第１副溝部４Ａに対する第２副溝部４
Ｃの屈曲角度ｂを１１０°≦ｂ≦１５０°に設定するの
が好ましい。また、上記横溝３は、タイヤ幅方向に対す
る傾斜角度ｃを１０°≦ｃ≦６０°にするのがよい。交
差角度ａと傾斜角度ｃの和ａ＋ｃは、ａ＋ｃ≦９０°の
範囲に設定される。In the present invention, in the sub-groove 4, the intersection angle a of the first sub-groove portion 4A with the lateral groove 3 is set at 30 ° ≦ a ≦ 7.
0 ° and the second sub-groove 4 with respect to the first sub-groove 4A.
It is preferable that the bending angle b of C is set to 110 ° ≦ b ≦ 150 °. Further, the lateral groove 3 preferably has an inclination angle c with respect to the tire width direction of 10 ° ≦ c ≦ 60 °. The sum a + c of the intersection angle a and the inclination angle c is set in a range of a + c ≦ 90 °.
【００１４】第１副溝部４Ａの交差角度ａが３０°より
も小さいと、ブロックＢ１，Ｂ２における角部が鋭角状
になり過ぎて剛性の低下を招き、偏摩耗等の問題が生
じ、また、交差角度ａが７０°よりも大きいと排水効果
が低減する。第２副溝部４Ｃの屈曲角度ｂが１１０°未
満であると、ウェット性能を維持することが困難とな
り、また、屈曲角度ｂが１５０°を越えると、大ブロッ
クの形成が不可能となるため、ドライ性能を改善するこ
とができない。横溝３の傾斜角度ｃが１０°よりも小さ
いと、ウェット性能や騒音性能等の低下を招き、また、
傾斜角度ｃが６０°よりも大きいと、ブロックＢ１，Ｂ
２に偏摩耗等の悪影響を及ぼす。If the intersection angle a of the first sub-groove portion 4A is smaller than 30 °, the corners of the blocks B1 and B2 become too acute, causing a reduction in rigidity, causing problems such as uneven wear and the like. If the intersection angle a is greater than 70 °, the drainage effect will be reduced. If the bending angle b of the second sub-groove 4C is less than 110 °, it becomes difficult to maintain wet performance, and if the bending angle b exceeds 150 °, it becomes impossible to form a large block. Dry performance cannot be improved. When the inclination angle c of the lateral groove 3 is smaller than 10 °, the wet performance and the noise performance are reduced, and
If the inclination angle c is larger than 60 °, the blocks B1, B
2 has an adverse effect such as uneven wear.
【００１５】副溝４は、より好ましくは、タイヤ回転方
向Ｒから後方側（反タイヤ回転方向側）に向けてタイヤ
幅方向に対して傾斜しながらタイヤ外側に拡開するよう
に配置するのがよい。また、上記副溝４は、屈曲部４Ｂ
の屈曲点４Ｂ1 とタイヤ接地端Ｅとの距離ｗと、外側の
主溝２とタイヤ接地端Ｅとの距離Ｗとの関係ｗ／Ｗを
０．２≦ｗ／Ｗ≦０．８となるように配設するのがよ
い。ｗ／Ｗが０．２よりも小さいと、副溝４の屈曲部４
Ｂがショルダー側となり過ぎるため、ドライ路面におけ
る操縦安定性や耐偏摩耗性が低下し、ｗ／Ｗが０．８よ
りも大きいと、屈曲部４Ｂがトレッド面１の中央側に位
置し過ぎるため、剛性を高めた大ブロックの形成が困難
となる。More preferably, the sub-grooves 4 are arranged so as to expand toward the outside of the tire while being inclined with respect to the tire width direction from the tire rotation direction R toward the rear side (anti-tire rotation direction side). Good. The sub groove 4 has a bent portion 4B.
Consisting of the distance w between the bending point 4B 1 and the tire ground contact end E, the outer main grooves 2 and 0.2 ≦ w / W ≦ 0.8 the relationship w / W of the distance W between the tire ground contact end E It is good to arrange as follows. If w / W is smaller than 0.2, the bent portion 4 of the sub-groove 4
B becomes too much on the shoulder side, so that the steering stability and uneven wear resistance on dry road surfaces decrease, and if w / W is larger than 0.8, the bent portion 4B is too located on the center side of the tread surface 1. In addition, it is difficult to form a large block having increased rigidity.
【００１６】上記主溝２は、上述した実施例では、３本
配置するようにしたが、タイヤ接地中央領域には、少な
くとも１本のタイヤ周方向に延びるストレート状の主溝
２を設ければよく、主溝２を１本配置した場合には、タ
イヤ幅方向に逆向きで傾斜して延びる両側の横溝３は、
その１本の主溝２にそれぞれ連通する構成となる。タイ
ヤ接地中央領域に配置される主溝２の上限としては、３
本が好ましい。In the above-described embodiment, three main grooves 2 are arranged. However, at least one straight main groove 2 extending in the circumferential direction of the tire is provided in the central region of the tire contact with the ground. Often, when one main groove 2 is arranged, the lateral grooves 3 on both sides extending inclining in the opposite direction to the tire width direction,
Each of the main grooves 2 communicates with each other. The upper limit of the main groove 2 arranged in the tire contact center region is 3
Books are preferred.
【００１７】上記副溝４を構成する第１副溝部４Ａ及び
第２副主溝４Ｃは、それぞれ直線状や、或いは曲率を大
きくした曲線状に形成することができ、曲線状とする場
合には、タイヤ回転方向Ｒ側が窪むように配設すること
ができる。また、副溝４はタイヤ接地端Ｅ側に向かう程
溝幅を広くするのが好ましい。また、上記横溝３と副溝
４は同じピッチで配置するのがよく、副溝４は隣接する
横溝３間の中央部に第２副溝部４Ｃが位置するように配
設されるのが好ましい。The first sub-groove portion 4A and the second sub-main groove 4C constituting the sub-groove 4 can be formed in a straight line or a curved line having a large curvature, respectively. , Can be arranged so that the tire rotation direction R side is depressed. Further, it is preferable that the width of the sub-groove 4 is increased toward the tire ground contact end E side. Further, the lateral grooves 3 and the sub-grooves 4 are preferably arranged at the same pitch, and the sub-grooves 4 are preferably arranged so that the second sub-groove 4C is located at the center between the adjacent lateral grooves 3.
【００１８】なお、本発明におけるタイヤ接地中央領域
とは、トレッド面１のタイヤセンターラインＣＬから左
右両側にタイヤ接地幅Ｌの５０％の範囲を指す。また、
上述した主溝２とは、溝幅に関係なく、タイヤ周方向Ｔ
に沿って配置された周方向溝のことを意味する。また、
上記屈曲点４Ｂ1 とは、第１副溝部４Ａと第２副溝部４
Ｃの溝中心線の交点を示す。[0018] Note that the tire contact center region in the present invention refers to 50% of the tire contact width L on the left and right sides from the tire center line CL of the tread surface 1. Also,
The above-mentioned main groove 2 refers to the tire circumferential direction T regardless of the groove width.
Means the circumferential grooves arranged along. Also,
The aforementioned bending point 4B 1, first auxiliary groove portion 4A and the second auxiliary groove portions 4
The intersection of the groove center line of C is shown.
【００１９】[0019]
【実施例】タイヤサイズを２２５／５０ＺＲ１６で共通
にし、図１に示す方向性トレッドパターンを有する本発
明タイヤと、図２に示す方向性トレッドパターンを有す
る従来タイヤとを接地面における全溝面積を略同一にし
てそれぞれ製作した。本発明タイヤにおける副溝の交差
角度ａは４０°、屈曲角度ｂは１３５°、横溝の傾斜角
度ｃは本発明タイヤと従来タイヤ共に２０°である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The tire of the present invention having the directional tread pattern shown in FIG. 1 and the conventional tire having the directional tread pattern shown in FIG. Each was manufactured in substantially the same manner. In the tire of the present invention, the intersection angle a of the auxiliary groove is 40 °, the bending angle b is 135 °, and the inclination angle c of the lateral groove is 20 ° for both the tire of the present invention and the conventional tire.
【００２０】これら各試験タイヤをリムサイズ８ＪＪ×
１６のリムに装着し、空気圧２．２kgf/cm2 として２５
００ｃｃの乗用車に取付け、下記に示す測定条件によ
り、ドライ性能とウェット性能との評価試験を行ったと
ころ、表１に示す結果を得た。Each of these test tires was rim size 8JJ ×
Attach to 16 rims and adjust the air pressure to 2.2 kgf / cm 2 for 25
It was attached to a 00 cc passenger car and subjected to an evaluation test of dry performance and wet performance under the following measurement conditions. The results shown in Table 1 were obtained.
【００２１】ドライ性能 １．旋回性能 １周２kmのドライ路面のサーキットコースを一定の走行
パターンにて走行した時のパネラー（テストドライバ
ー）によるフィーリングテストで評価し、その結果を従
来タイヤを１００とする指数値で示した。この数値が大
きい程旋回性能が優れている。 ２．トラクション性能 １周２kmのドライ路面のサーキットコースを一定の走行
パターンにて走行した時のパネラー（テストドライバ
ー）によるフィーリングテストで評価し、その結果を従
来タイヤを１００とする指数値で示した。この数値が大
きい程トラクション性能が優れている。 ３．制動性能 直線コースで１５０km/hの速度から急制動を行った際の
制動距離を測定すると共に、パネラー（テストドライバ
ー）によるフィーリングテストで評価し、その結果を従
来タイヤを１００とする指数値で示した。この数値が大
きい程制動性能が優れている。 ４．限界性能 １周２kmのドライ路面のサーキットコースを周回走行し
た際の１周のベストタイムとパネラー（テストドライバ
ー）によるフィーリングテスト（官能評価）でそれぞれ
評価し、その結果を従来タイヤを１００とする指数値で
示した。この数値が大きい程限界性能が優れている。 Dry performance Turning performance Evaluation was made by a feeling test by a panelist (test driver) when the vehicle traveled on a circuit course on a dry road surface of 2 km per lap in a fixed traveling pattern, and the result was shown as an index value with the conventional tire being 100. The larger the value, the better the turning performance. 2. Traction Performance A traction performance was evaluated by a feeling test by a panelist (test driver) when the vehicle ran on a fixed circuit pattern on a dry road surface of 2 km per lap, and the result was shown as an index value with the conventional tire being 100. The larger the value, the better the traction performance. 3. Braking performance Measure the braking distance when sudden braking is performed from a speed of 150 km / h on a straight course and evaluate it by a feeling test by a panelist (test driver). Indicated. The larger this value, the better the braking performance. 4. Marginal performance The best time of one lap and the feeling test (sensory evaluation) by a panelist (test driver) when driving around the circuit course on a dry road of 2km per lap, and the result is set to 100 for the conventional tire. Indicated by exponential value. The larger the value, the better the marginal performance.
【００２２】ウェット性能 １．操縦安定性 ウェット路面のテストコースにおいて、水深略１mmの平
地を定常円旋回走行しながら速度を上げていった際の最
大横加速度Ｇを測定し、従来タイヤを１００とする指数
値で評価した。この指数値が大きい程操縦安定性が優れ
ている。 ２．スラローム試験 水深略４mmのウェット路面のテストコースにおいて、一
定間隔でパイロンが立てられたスラローム試験路を走行
し、その平均速度により評価した。その結果を、従来タ
イヤを１００とする指数値で示した。この数値が大きい
程操縦安定性が優れている。 ３．排水性能 ウェット路面のテストコースにおいて、水深平均１０mm
の平地を半径１００ｍの円弧を描きなから速度を上げて
ゆき、ハイドロプレーニング現象が発生するまでの限界
速度を測定し、従来タイヤを１００とする指数値で評価
した。この指数値が大きい程排水性能が優れている。 Wet performance Driving Stability On a test course on a wet road surface, the maximum lateral acceleration G when the speed was increased while traveling in a steady circular turning on a flat ground having a water depth of about 1 mm was measured, and evaluated by an index value with the conventional tire being 100. The larger the index value, the better the steering stability. 2. Slalom test On a wet road surface test course with a water depth of about 4 mm, the vehicle was run on a slalom test road on which pylons were erected at regular intervals, and the average speed was evaluated. The results are shown as index values with the conventional tire being 100. The larger this value, the better the steering stability. 3. Drainage performance On a wet road test course, water depth average 10mm
The speed was increased while drawing an arc with a radius of 100 m on the flat ground, and the limit speed until the hydroplaning phenomenon occurred was measured. The larger the index value, the better the drainage performance.
【００２３】[0023]
【表１】 [Table 1]
【００２４】表１から明らかなように、本発明タイヤ
は、方向性のトレッドパターンを有する空気入りタイヤ
において、従来の方向性トレッドパターンと同等以上に
ウェット性能を維持しながら、ドライ性能を改善するこ
とができるのが判る。また、タイヤサイズを上記と同様
にし、図１の方向性トレッドパターンにおいて、表２に
示すように副溝の交差角度ａを変えた試験タイヤ１〜
５、表３に示すように副溝の屈曲角度ｂを変えた試験タ
イヤ６〜１０、表４に示すように横溝の傾斜角度ｃを変
えた試験タイヤ１１〜１５、表５に示すように副溝の屈
曲点とタイヤ接地端との距離ｗと主溝とタイヤ接地端と
の距離Ｗとの関係ｗ／Ｗを変えた試験タイヤ１６〜２０
をそれぞれ製作した。As is clear from Table 1, the tire of the present invention improves the dry performance of a pneumatic tire having a directional tread pattern while maintaining the wet performance at least equal to that of the conventional directional tread pattern. You can see that it can be done. Further, test tires 1 to 3 having the same tire size as described above and changing the intersection angle a of the sub-groove as shown in Table 2 in the directional tread pattern of FIG.
5, test tires 6 to 10 in which the bending angle b of the sub groove was changed as shown in Table 3, test tires 11 to 15 in which the inclination angle c of the lateral groove was changed as shown in Table 4, and sub tires as shown in Table 5. Test tires 16 to 20 in which the relationship w / W between the bending point of the groove and the distance w between the tire grounding end and the distance W between the main groove and the tire grounding end was changed.
Was produced respectively.
【００２５】これら各試験タイヤを上述と同様の条件に
より、ドライ性能とウェット性能（操縦安定性）との評
価試験を行うと共に、下記に示す測定条件により、騒音
性能と耐偏摩耗性の評価試験を行ったところ、それぞれ
表２〜５に示す結果を得た。 騒音性能 ドライ路面のサーキットコースを走行した際の車内騒音
を測定し、従来タイヤを１００とする指数値で評価し
た。この数値が大きい程騒音性能が優れている。 耐偏摩耗性 舗装面からなる試験路を１万km走行した後、ブロックに
発生した偏摩耗量を測定し、従来タイヤを１００とする
指数値で評価した。この数値が大きい程耐偏摩耗性が優
れている。Each of these test tires was subjected to the same conditions as described above.
Reputation for dry performance and wet performance (steering stability)
Value test, and under the measurement conditions shown below,
Performance and uneven wear resistance evaluation tests were performed.
The results shown in Tables 2 to 5 were obtained. Noise performance In-car noise when driving on a dry circuit track
Is measured and evaluated by an index value with the conventional tire being 100.
Was. The larger the value, the better the noise performance. Partial wear resistance After traveling 10,000 km on the test road consisting of paved surfaces,
Measure the amount of uneven wear that occurred and set the conventional tire to 100
It was evaluated by an index value. The larger the value, the better the uneven wear resistance
Have been.
【００２６】[0026]
【表２】 [Table 2]
【００２７】[0027]
【表３】 [Table 3]
【００２８】[0028]
【表４】 [Table 4]
【００２９】[0029]
【表５】 [Table 5]
【００３０】表２〜４から、第１副溝部の横溝に対する
交差角度ａを３０°≦ａ≦７０°、第１副溝部に対する
第２副溝部の屈曲角度ｂを１１０°≦ｂ≦１５０°、横
溝のタイヤ幅方向に対する傾斜角度ｃを１０°≦ｃ≦６
０°の範囲に設定するのがよいことが判る。また、表５
から、副溝の屈曲点とタイヤ接地端との距離ｗと主溝と
タイヤ接地端との距離Ｗとの関係ｗ／Ｗを０．２≦ｗ／
Ｗ≦０．８にすればよいのが判る。From Tables 2 to 4, the intersection angle a of the first sub-groove portion with respect to the lateral groove is 30 ° ≦ a ≦ 70 °, the bending angle b of the second sub-groove portion with respect to the first sub-groove portion is 110 ° ≦ b ≦ 150 °, The inclination angle c of the lateral groove with respect to the tire width direction is 10 ° ≦ c ≦ 6.
It can be seen that it is better to set the range to 0 °. Table 5
From the relation w / W between the distance w between the bending point of the sub-groove and the tire contact end and the distance W between the main groove and the tire contact end is 0.2 ≦ w /
It can be seen that W ≦ 0.8 should be satisfied.
【００３１】[0031]
【発明の効果】上述のように本発明は、タイヤ回転方向
が一方向に指定されたトレッド面に、タイヤ接地中央領
域にタイヤ周方向に延びる少なくとも１本の主溝を設
け、該主溝の両側から該主溝に連通してそれぞれタイヤ
幅方向外側に逆向きで傾斜しタイヤ接地端まで延びる多
数の横溝と、前記主溝の両側から該主溝に連通せずに反
タイヤ回転方向側に隣接する前記横溝の１本と交差しそ
れぞれタイヤ幅方向外側にタイヤ接地端まで延びる屈曲
状の多数の副溝とを所定のピッチで交互に配置し、方向
性トレッドパターンを形成したので、ウェット性能を従
来の方向性トレッドパターンと同等以上に維持しながら
ドライ性能を改善することができる。As described above, according to the present invention, at least one main groove extending in the tire circumferential direction is provided in the tire contact center region on the tread surface in which the tire rotation direction is specified in one direction. Numerous lateral grooves communicating with the main groove from both sides and extending in the opposite direction to the tire width direction and extending to the tire ground end, respectively, and from both sides of the main groove to the side opposite to the tire rotation direction without communicating with the main groove. Since a plurality of bent sub-grooves that intersect with one of the adjacent lateral grooves and extend to the tire ground end on the outer side in the tire width direction are alternately arranged at a predetermined pitch to form a directional tread pattern, the wet performance is improved. Can be improved while maintaining the same as or higher than the conventional directional tread pattern.
【図１】本発明の空気入りタイヤにおける方向性トレッ
ドパターンの一例を示す要部展開図である。FIG. 1 is a development view of an essential part showing an example of a directional tread pattern in a pneumatic tire of the present invention.
【図２】従来の空気入りタイヤにおける方向性トレッド
パターンを示す要部展開図である。FIG. 2 is an essential part developed view showing a directional tread pattern in a conventional pneumatic tire.
１ トレッド面 ２ 主溝 ３ 横溝 ４ 副溝 ４Ａ 第１副溝部 ４Ｂ 屈曲部 ４Ｂ1 屈曲点 ４Ｃ 第２副溝部 Ｅ タイヤ接地端 Ｒ タイヤ回転方
向 Ｔ タイヤ周方向 ＣＬ タイヤセン
ターラインReference Signs List 1 tread surface 2 main groove 3 lateral groove 4 sub-groove 4A first sub-groove portion 4B bent portion 4B 1 bending point 4C second sub-groove portion E Tire grounding end R Tire rotation direction T Tire circumferential direction CL Tire center line
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平４−43105（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60C 11/04 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-43105 (JP, A) (58) Fields investigated (Int. Cl. 7 , DB name) B60C 11/04
Claims (4)
レッド面に、タイヤ接地中央領域にのみ配置されてタイ
ヤ周方向に延びる少なくとも１本の主溝を設け、該主溝
の両側から該主溝に連通してそれぞれタイヤ幅方向外側
に逆向きで傾斜しタイヤ接地端まで延びる多数の横溝
と、前記主溝の両側から該主溝に連通せずに反タイヤ回
転方向側に隣接する前記横溝の１本と交差しそれぞれタ
イヤ幅方向外側にタイヤ接地端まで延びる屈曲状の多数
の副溝とを所定のピッチで交互に配置し、方向性トレッ
ドパターンを形成した空気入りタイヤ。At least one main groove which is disposed only in a tire contact center region and extends in a tire circumferential direction is provided on a tread surface in which a tire rotation direction is specified in one direction, and said main groove is provided. A large number of lateral grooves communicating with the main groove from both sides thereof and extending in the opposite direction to the tire width direction and extending to the tire grounding end, and a side opposite to the tire rotation direction without communicating with the main groove from both sides of the main groove. A pneumatic tire having a directional tread pattern in which a plurality of bent sub-grooves intersecting with one of the lateral grooves adjacent to the tire and extending to the tire ground end on the outer side in the tire width direction are alternately arranged at a predetermined pitch. .
レッド面に、タイヤ接地中央領域にのみ配置されてタイOn the red surface, only the tire
ヤ周方向に延びる複数本の主溝を設け、その主溝間にリA plurality of main grooves extending in the circumferential direction are provided, and
ブを形成すると共に、該主溝の両側から該主溝に連通しAnd a communication with the main groove from both sides of the main groove.
てそれぞれタイヤ幅方向外側に逆向きで傾斜しタイヤ接To the outside of the tire in the width direction,
地端まで延びる多数の横溝と、前記主溝の両側から該主A large number of lateral grooves extending to the ground edge;
溝に連通せずに反タイヤ回転方向側に隣接する前記横溝The lateral groove adjacent to the tire rotation direction side without communicating with the groove
の１本と交差しそれぞれタイヤ幅方向外側にタイヤ接地Crosses with one of the tires and touches the tire on the outside in the tire width direction
端まで延びる屈曲状の多数の副溝とを所定のピッチで交A large number of bent sub-grooves extending to the end
互に配置し、方向性トレッドパターンを形成した空気入Pneumatic inlets placed side by side to form a directional tread pattern
りタイヤ。Tires.
部と、屈曲部を介してこの第１副溝部に連通しタイヤ接
地端まで延設する第２副溝部とから構成し、前記第１副
溝部の前記横溝に対する交差角度ａを３０°≦ａ≦７０
°、前記第１副溝部に対する前記第２副溝部の屈曲角度
ｂを１１０°≦ｂ≦１５０°、前記横溝のタイヤ幅方向
に対する傾斜角度ｃを１０°≦ｃ≦６０°に設定すると
共に、前記交差角度ａと傾斜角度ｃの和ａ＋ｃをａ＋ｃ
≦９０°にした請求項１または２に記載の空気入りタイ
ヤ。3. The sub-groove comprises: a first sub-groove crossing the lateral groove; and a second sub-groove communicating with the first sub-groove through a bent portion and extending to a tire contact end. The intersection angle a of the first sub-groove portion with respect to the lateral groove is 30 ° ≦ a ≦ 70.
°, the bending angle b of the second sub-groove portion with respect to the first sub-groove portion is set to 110 ° ≦ b ≦ 150 °, and the inclination angle c of the lateral groove with respect to the tire width direction is set to 10 ° ≦ c ≦ 60 °, and The sum a + c of the intersection angle a and the inclination angle c is a + c
The pneumatic tire according to claim 1 or 2 , wherein ≤ 90 °.
との距離ｗと、前記主溝と該タイヤ接地端との距離Ｗと
の関係ｗ／Ｗを０．２≦ｗ／Ｗ≦０．８にした請求項１
〜３のいずれかに記載の空気入りタイヤ。4. A relationship w / W between a distance w between a bending point of the sub groove bending portion and a tire grounding end and a distance W between the main groove and the tire grounding end is 0.2 ≦ w / W ≦. Claim 1 set to 0.8
A pneumatic tire according to any one of claims 1 to 3 .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP03862395A JP3294039B2 (en) | 1995-02-27 | 1995-02-27 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP03862395A JP3294039B2 (en) | 1995-02-27 | 1995-02-27 | Pneumatic tire |
Related Child Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001237663A Division JP3667261B2 (en) | 2001-08-06 | 2001-08-06 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08230415A JPH08230415A (en) | 1996-09-10 |
| JP3294039B2 true JP3294039B2 (en) | 2002-06-17 |
Family
ID=12530375
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP03862395A Expired - Fee Related JP3294039B2 (en) | 1995-02-27 | 1995-02-27 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3294039B2 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3218230B2 (en) * | 1998-12-07 | 2001-10-15 | 住友ゴム工業株式会社 | Pneumatic tire |
| DE19909765B4 (en) * | 1999-03-05 | 2008-07-31 | Norbert Sadler | Pneumatic vehicle tire with a V-shaped, directional tread pattern |
| KR20050039425A (en) * | 2003-10-25 | 2005-04-29 | 한국타이어 주식회사 | Tread pattern of tire having improvement in hydroplaning performance |
| JP5088319B2 (en) | 2006-06-12 | 2012-12-05 | 横浜ゴム株式会社 | Pneumatic tire |
| JP5478207B2 (en) * | 2009-11-16 | 2014-04-23 | 株式会社ブリヂストン | tire |
-
1995
- 1995-02-27 JP JP03862395A patent/JP3294039B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH08230415A (en) | 1996-09-10 |
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