JP3337505B2 - Pneumatic tire - Google Patents

Pneumatic tire

Info

Publication number
JP3337505B2
JP3337505B2 JP31243092A JP31243092A JP3337505B2 JP 3337505 B2 JP3337505 B2 JP 3337505B2 JP 31243092 A JP31243092 A JP 31243092A JP 31243092 A JP31243092 A JP 31243092A JP 3337505 B2 JP3337505 B2 JP 3337505B2
Authority
JP
Japan
Prior art keywords
tread
groove
belt
plies
tire
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
JP31243092A
Other languages
Japanese (ja)
Other versions
JPH06156015A (en
Inventor
俊男 早川
泰雄 氷室
巌 有村
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bridgestone Corp
Original Assignee
Bridgestone Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bridgestone Corp filed Critical Bridgestone Corp
Priority to JP31243092A priority Critical patent/JP3337505B2/en
Publication of JPH06156015A publication Critical patent/JPH06156015A/en
Application granted granted Critical
Publication of JP3337505B2 publication Critical patent/JP3337505B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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
    • 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
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
    • B60C9/2009—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords comprising plies of different materials
    • 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
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/26—Folded plies
    • 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
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/28—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by the belt or breaker dimensions or curvature relative to carcass
    • 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
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B60C2009/2219—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre with a partial zero degree ply at the belt edges - edge band
    • 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
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B60C2009/2223—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre with an interrupted zero degree ply, e.g. using two or more portions for the same ply
    • 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
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/26—Folded plies
    • B60C9/263—Folded plies further characterised by an endless zigzag configuration in at least one belt ply, i.e. no cut edge being present
    • B60C2009/266—Folded plies further characterised by an endless zigzag configuration in at least one belt ply, i.e. no cut edge being present combined with non folded cut-belt plies
    • 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
    • B60C2011/0339—Grooves
    • B60C2011/0374—Slant grooves, i.e. having an angle of about 5 to 35 degrees to the equatorial plane
    • 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
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • 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、ドライ及びウエット路
面走行における操縦安定性を狙った矢筈状又はハの字状
方向性パターンと、分断でかつハの字傾斜角ベルト構造
との組合わせからなる空気入りタイヤ、特に高性能車両
用偏平タイヤに関する。BACKGROUND OF THE INVENTION The present invention relates to a combination of an arrow-shaped or cross-shaped directional pattern aiming at steering stability on dry and wet road surfaces, and a divided and cross-shaped inclined angle belt structure. And more particularly to a flat tire for a high-performance vehicle.

【０００２】[0002]

【従来の技術】近年、高性能偏平タイヤのトレッドパタ
ーンは、ウエットの排水性能とノイズ低減の両立を図る
ため、トレッドの中央区域では、赤道面Ｃに対しローア
ングル（Low Angle ）とし、トレッド端部ではハイアン
グル(High Angle ）に屈曲したラグ溝で構成し、かつ周
方向溝を設けない方向性パターンが流行となりつつあ
る。しかしながら、このトレッドパターンは従来のスチ
ールベルト構造との組合わせではウエット排水性と通過
騒音の両性能の向上は図れるが、ドライ路面やウエット
路面での操縦安定性については性能メリットが見い出せ
ないのが現状である。2. Description of the Related Art In recent years, the tread pattern of a high-performance flat tire has a low angle with respect to the equatorial plane C in the central area of the tread in order to achieve both wet drainage performance and noise reduction. In the part, a directional pattern constituted by lug grooves bent at a high angle and having no circumferential groove is becoming popular. However, this tread pattern can improve both wet drainage performance and passing noise performance when combined with the conventional steel belt structure, but does not find any performance advantage in terms of steering stability on dry or wet road surfaces. It is the current situation.

【０００３】[0003]

【発明が解決しようとする課題】ローアングル ノンス
トレートグルーブ タイヤ（Low Angle Non-straight G
roove Tire）の特徴は、高い排水性能と、ストレートグ
ループ（Straight Groove)故に発生する 1,000〜1,300
ヘルツの気柱共鳴の低減にあるが、このトレッドパター
ンと従来の２スチールベルト構造を組み合わせた場合の
ドライ路面における操縦安定性については以下に述べる
ような問題があった。[Problems to be Solved by the Invention] Low Angle Non-straight G tire
roove Tire) is characterized by high drainage performance and 1,000-1300
Although there is a reduction in Hertz's air column resonance, there is a problem described below regarding steering stability on a dry road surface when this tread pattern is combined with a conventional two-steel belt structure.

【０００４】(1) 従来のトレッドパターンはストレート
溝と斜めラグ溝との組み合わせによって構成されたブロ
ックパターンであるため、踏面が比較的均等に分断され
ており、その結果、周方向及び断面方向のトレッド部の
変形が容易で、コーナリング時の接地特性の変化が少な
いのに対し、ローアングル ノンストレートグルーブパ
ターンは 周方向ストレートグルーブがないこと 全体的にリブ基調であること 中央区域とトレッド端部でラグの傾斜角の差が大きい
こと 等の理由により路面の中央区域の踏面剛性が強くなりす
ぎ、接地時に、特に断面方向のなじみが悪く、コーナリ
ング時のアウト側とイン側の接地特性の変化が大きいこ
とが判かり、その点で問題があった。(1) Since the conventional tread pattern is a block pattern constituted by a combination of straight grooves and oblique lug grooves, the tread is relatively evenly divided, and as a result, the treads in the circumferential direction and the cross-sectional direction are formed. The tread portion is easy to deform and the grounding characteristics change little when cornering, whereas the low angle non-straight groove pattern has no circumferential straight groove. The tread stiffness in the central area of the road surface becomes too strong due to the large difference in the inclination angle of the lugs, etc. It turned out to be big, and there was a problem in that regard.

【０００５】(2) ローアングル溝（赤道面に対する傾斜
角が30°以下）でかつ方向性パターンと従来の２枚のス
チールベルトを組み合わせた構造では、ベルトの最外層
のベルト角度と、中心から左右何れかのラグ溝の傾斜角
とほぼ平行になってしまい（図４（ａ）参照）、以下の
問題を生ずる。 インフレート時図面左側区域では溝幅の変化大であ
り、かつ接地時のバックリングが大であることによる操
縦安定性の低下及びパターンノイズ悪化 図面左側区域では傾斜溝の溝底歪増大による溝底クラ
ックの発生 図４の右側と左側で踏面剛性に大幅な違いが発生し、
左右のコーナリング特性の変化が大きい 本発明は、上記の問題点を解消するために創案したもの
であり、高いウエットの排水性能とノイズ低減の両立を
図り、高速耐久性を維持するとともに、操縦安定性の向
上を図った空気入りタイヤを提供することを目的として
いる。(2) In a structure in which a low-angle groove (inclination angle with respect to the equatorial plane is 30 ° or less) and a directional pattern is combined with two conventional steel belts, the belt angle of the outermost layer of the belt and the distance from the center are different. It becomes almost parallel to the inclination angle of either the left or right lug groove (see FIG. 4A), and the following problem occurs. In the inflated area on the left side of the drawing, the width of the groove is largely changed, and the buckling at the time of contact with the ground is large, so that the steering stability is reduced and the pattern noise is deteriorated. Cracking There is a significant difference in tread stiffness between the right side and left side of Fig. 4,
The present invention was conceived in order to solve the above-mentioned problems, and aims to achieve both high wet drainage performance and noise reduction while maintaining high-speed durability and driving stability. An object of the present invention is to provide a pneumatic tire with improved performance.

【０００６】[0006]

【課題を解決するための手段】上記目的を達成するため
に、本発明の空気入りタイヤにおいては、左右一対のサ
イドウォールと、両サイドウォール間に跨がるクラウン
部がトロイダル状に連らなり、上記クラウン部に路面と
係合するトレッドを備え、該トレッドの径方向内側にト
レッドの幅一杯に亘って非伸長性コードをタイヤの赤道
面に対し浅い角度で傾斜配列したプライの複数を、コー
ドが互いに交差するように重ね合わせて成るベルト層を
配置して強化し、また上記トレッドがその中央部からト
レッド両端方向へ傾斜して延びる多数の傾斜溝とこれら
溝群によって区画された陸部を含む矢筈状であるタイヤ
において、上記ベルト層は１枚のフルプライと、１対の
左右分断プライを含み、トレッドに近接したプライのコ
ードがトレッドの左右の傾斜溝と夫々交差する様分断プ
ライの一方または他方をフルプライの上方または下方に
重ね、且つ分断プライの分断位置が傾斜溝のほぼトレッ
ド中央寄り収斂部にあることを特徴とするものが提供さ
れる。In order to achieve the above object, in the pneumatic tire of the present invention, a pair of left and right sidewalls and a crown portion extending between both sidewalls are connected in a toroidal shape. A plurality of plies in which a crown is provided with a tread engaging with a road surface, and a plurality of plies in which a non-extensible cord is inclinedly arranged at a shallow angle with respect to the equatorial plane of the tire over the entire width of the tread radially inside the tread, A belt layer formed by overlapping cords so as to cross each other is arranged and reinforced, and the tread extends from a central portion thereof inclining toward both ends of the tread, and a land portion defined by these groove groups. In the tire having an arrowhead-like shape, the belt layer includes one full ply and a pair of left and right split plies, and the cord of the ply close to the tread has the tread code. One or the other of the dividing plies is overlapped above or below the full ply so as to intersect with the right inclined groove, respectively, and the dividing position of the dividing ply is substantially at the converging portion near the center of the tread of the inclined groove. Is done.

【０００７】[0007]

【作用】上記のようにベルト層の１枚はフルプライと、
他の１枚を１対の左右分断プライとし、トレッドに近接
したプライのコードがトレッドの左右の傾斜溝と夫々交
差するよう分断プライの分断位置が傾斜溝のほぼトレッ
ド中央寄り収斂部にあるようにすると、ローアングルの
傾斜溝を有する方向性パターンと従来の２枚のスチール
ベルトからなるベルト構造を組み合わせたものとは異な
り、トレッドのローアングルの傾斜溝間の陸部の突張り
現象が緩和されて、接地長さの増大とともに、トレッド
の左右の剛性の差異は少なくなるためコーナリング時の
アウト側とイン側の接地特性の変化が少なくなり、操縦
安定性が向上する。またインフレート時の溝幅が大きく
変化することなく、接地時のバックリングも少なくな
り、操縦安定性も向上し、一方、トレッドの赤道面左右
間の踏面剛性が均一化され、車両の右旋回時と左旋回時
のコーナリング特性が同レベルとなる。 この場合に、
ローアングルの傾斜溝よりベルトコードの傾斜角が大き
い方がトレッド面における剛性バランスが取り易い。ま
たローアングルの傾斜溝の頂点が赤道面よりずれている
非対称パターン（図３）については、トレッド面に近い
ベルト層の分断端は、このパターンの中心線とほぼ一致
しているのが望ましい。As described above, one of the belt layers is a full ply,
The other one is a pair of left and right dividing plies, and the dividing position of the dividing ply is located substantially at the center of the inclined groove near the tread center so that the cord of the ply adjacent to the tread intersects the left and right inclined grooves respectively. In contrast to the combination of the directional pattern with the low-angle inclined grooves and the conventional belt structure consisting of two steel belts, the phenomenon of land strut between the low-angle inclined grooves of the tread is alleviated. Then, as the contact length increases, the difference in rigidity between the left and right of the tread decreases, so that the change in the contact characteristics between the outside and the inside during cornering decreases, and steering stability improves. In addition, the groove width during inflation does not change significantly, buckling at the time of contact with the ground is reduced, steering stability is also improved, while the tread stiffness between the left and right equatorial plane of the tread is uniformed, The cornering characteristics when turning and turning left are the same level. In this case,
When the inclination angle of the belt cord is larger than the inclination groove of the low angle, the rigidity balance on the tread surface is easily achieved. Further, for an asymmetric pattern in which the apex of the low-angle inclined groove is shifted from the equatorial plane (FIG. 3), it is desirable that the divided end of the belt layer close to the tread surface substantially coincides with the center line of this pattern. .

【０００８】[0008]

【実施例】以下実施例について図面を参照して説明す
る。図１（ａ）は本発明の空気入りタイヤのトレッドパ
ターンの実施例Ａ及びベルト構造の実施例Ａ′を組み合
わせた実施例を示した図である。図１（ｂ）〜（ｄ）は
ベルト構造の実施例Ｂ′〜Ｄ′の断面を示した図であ
る。図２は本発明の空気入りタイヤのトレッドパターン
の実施例Ｂを示した図である（トレッドパターン自体は
図１（ａ）の実施例Ａと同じで、べルト構造として図１
（ｃ）に示す実施例Ｃ´を組み合わせた実施例）。図３
は本発明の空気入りタイヤのトレッドパターンの実施例
Ｃを示した図である。図４は従来例のトレッドパターン
とベルト構造を組み合わせた図である。BRIEF DESCRIPTION OF THE DRAWINGS FIG. FIG. 1A is a diagram showing an example in which Example A of the tread pattern and Example A ′ of the belt structure of the pneumatic tire of the present invention are combined. FIGS. 1B to 1D are cross-sectional views of Examples B ′ to D ′ of a belt structure. FIG. 2 is a view showing Example B of the tread pattern of the pneumatic tire of the present invention (the tread pattern itself is the same as that of Example A of FIG.
(Example in which Example C 'shown in (c) is combined). FIG.
FIG. 3 is a view showing Example C of a tread pattern of a pneumatic tire of the present invention. FIG. 4 is a diagram showing a combination of a conventional tread pattern and a belt structure.

【０００９】本発明の空気入りタイヤは、左右一対のサ
イドウォール（図示なし）と、その両サイドウォール間
に跨がってクラウン部（符号なし）がトロイダル状に連
らなっており、そのクラウン部に路面と係合するトレッ
ドＴを備えている。そのトレッドＴの径方向内側にトレ
ッドＴの幅一杯に亘ってスチールコードをタイヤの赤道
面Ｃに対して15°〜30°で配列したベルト層１（１1 ，
１2 ，１3 ）が配設されている。そしてトレッドＴに
は、その中央区域では、赤道面Ｃに対して左右でそれぞ
れθ1 ，θ2 の鋭角で傾斜し、中途で緩やかに折曲して
赤道面Ｃと緩やかな角度θ1 ′をなしてトレッド端に向
うにしたがい上昇する傾斜溝２と、その傾斜溝２と交互
にトレッド端側区域に赤道面Ｃとθ2 ′の角度をなす傾
斜補溝３が周方向に穿設されている。そして両溝は赤道
面Ｃの左右で不連続で半ピッチだけ周方向にずれてい
る。The pneumatic tire of the present invention has a pair of left and right sidewalls (not shown), and a crown portion (no symbol) extending between the sidewalls in a toroidal shape. The part is provided with a tread T which engages with the road surface. A belt layer 1 (11, 11) in which steel cords are arranged radially inward of the tread T at an angle of 15 ° to 30 ° with respect to the equatorial plane C of the tire over the entire width of the tread T.
1 2, 1 3) is disposed. In the tread T, in the center area, the right and left sides of the equatorial plane C are inclined at acute angles of θ 1 and θ 2 , respectively, and gently bent in the middle to form a gentle angle θ 1 ′ with the equatorial plane C. An inclined groove 2 which rises toward the tread end, and an inclined supplementary groove 3 which forms an angle of θ 2 ′ with the equatorial plane C in the tread end area alternately with the inclined groove 2 are formed in the circumferential direction. I have. The two grooves are discontinuous on the left and right of the equatorial plane C and are shifted in the circumferential direction by a half pitch.

【００１０】傾斜補溝３はその上側にある傾斜溝２と交
差しており、その先端からサイプ４が同じ角度で赤道面
Ｃに向かって延び別の傾斜溝２と交差しており、全体と
して方向性パターンを形成している。上記傾斜溝２の赤
道面Ｃとなす角θ1 或いはθ2 は30°以下のローアング
ルラグ溝であり、θ1 或いはθ2 は15°〜20°の範囲で
あることが好ましい。また傾斜溝２或いは傾斜補溝３の
赤道面Ｃとのなす角度θ1 ′或いはθ2 ′は60°〜80°
の範囲であることが好ましい。また、半ピッチ間の左右
のトレッドＴの傾斜溝２の赤道面Ｃに対する角度θ1，
θ2 の両者の角度の差は25°以下であり、好ましくは15
°以下であるのがよい。さらに傾斜補溝３を境に溝で区
分され上下の部分は陸部５1 及び５2 をそれぞれ形成し
ている。また前記トレッドＴのパターンの中心はタイヤ
赤道面Ｃより左右何れの側にずれていてもよい。上記ト
レッドＴの径方向内側に幅一杯に亘って設けられたスチ
ールコードを有するベルト層１（１1 ，１2 ，１3 ）の
うち、右側のベルト層１1 と左側のベルト層１2 はそれ
ぞれ分割されたベルト層であり、コードの向きは逆方向
であって、この両方のベルト層１1 ，１2 でベルト層１
3 が上側と下側から挟持されて赤道面Ｃ上で折曲されて
補強され、そのベルト層１3 のコードはこれら二つのベ
ルト層１1 ，１2 と交差している。そして赤道面Ｃ上中
心にはベルト幅ＴW の 0.1倍以上のコード方向がほぼ赤
道面Ｃと平行な中央補助プライ６が配設されている。こ
の補助プライ６は少なくとも一枚以上有するものであっ
てもよい。また、ベルト層１（１1 ，１2 ，１3 ）のコ
ードはトレッドパターンの傾斜溝２及び傾斜補溝３をな
すラグ溝と交差するように配置されている。さらにベル
ト層を構成するコードの材料はスチール或いはケブラー
の何れでもよく、中央及び端部補助プライ、キャップ層
６，７，８のコードの材料はナイロンである。The inclined supplementary groove 3 intersects with the inclined groove 2 on the upper side thereof, and a sipe 4 extends from the tip thereof toward the equatorial plane C at the same angle and intersects another inclined groove 2 as a whole. A directional pattern is formed. The angle θ 1 or θ 2 of the inclined groove 2 with the equatorial plane C is a low-angle lug groove of 30 ° or less, and θ 1 or θ 2 is preferably in the range of 15 ° to 20 °. The angle θ 1 ′ or θ 2 ′ between the inclined groove 2 or the inclined auxiliary groove 3 and the equatorial plane C is 60 ° to 80 °.
Is preferably within the range. In addition, the angle θ 1 of the inclined groove 2 of the right and left treads T with respect to the equatorial plane C during half pitch,
the difference in the angle of theta 2 both are at 25 ° or less, preferably 15
° or less. The upper and lower parts are divided further by the groove inclination Homizo 3 the border forms a land portion 5 1 and 5 2, respectively. The center of the tread pattern may be shifted to the left or right from the tire equatorial plane C. Among the belt layers 1 having a steel cord arranged across the full width of the radially inner side of the tread T (1 1, 1 2, 1 3), the right side of the belt layer 1 1 and the left belt layer 1 2 are each divided belt layer, the orientation of the code or the opposite direction, both of the belt layer 1 1, 1 2 in the belt layer 1
3 is reinforced by being sandwiched from the upper and lower are bent on the equatorial plane C, the code of the belt layer 1 3 intersects with the two belt layers 1 1, 1 2. At the center on the equatorial plane C, there is provided a central auxiliary ply 6 whose cord direction, which is at least 0.1 times the belt width TW , is substantially parallel to the equatorial plane C. This auxiliary ply 6 may have at least one sheet. Further, the cords of the belt layer 1 (1 1 , 1 2 , 1 3 ) are arranged so as to intersect with the lug grooves forming the inclined groove 2 and the inclined auxiliary groove 3 of the tread pattern. Further, the material of the cord constituting the belt layer may be steel or Kevlar, and the material of the cord of the center and end auxiliary plies and the cap layers 6, 7, 8 is nylon.

【００１１】図１（ｂ）〜（ｄ）は、図１（ａ）におけ
る基本的ベルト構造にさらに補助プライを追加したベル
ト構造を示したもので、図１（ｂ）は図１（ａ）のベル
ト層１（１1 ，１2 ，１3 ）の左右側端にさらに端部補
助プライ７を設けたものであり、図１（ｃ）は図１
（ｂ）のものにおいて中央補助プライ６とベルト層
１1 ，１2 の間にベルト層１1 ，１2 を覆うようにキャ
ップ層８を配設したものである。図１（ｄ）は図１
（ａ）におけるベルト層１1 ，１2 の代わりにベルト層
１3の左右端側をそれぞれ下側及び上側に折り重ねて二
層としたベルト構造である。要するに、上記図１（ａ）
〜（ｄ）のベルト構造は図１（ａ）〜（ｃ）は分断ベル
トのものであり、（ｄ）はフォールドベルトのものであ
る。FIGS. 1B to 1D show a belt structure in which an auxiliary ply is further added to the basic belt structure in FIG. 1A, and FIG. 1B shows FIG. 1A. The belt layer 1 (1 1 , 1 2 , 1 3 ) is further provided with an end auxiliary ply 7 at the left and right ends, and FIG.
(B) in which is disposed a central auxiliary ply 6 and the belt layer 1 1, 1 belt layer between 2 1 1, 1 2 capping layer 8 so as to cover the at things. FIG. 1D shows FIG.
A belt structure formed by a two-layer folded over the belt layer 1 1, 1 2 instead of to the left and right end side of the belt layer 1 3 to lower and upper, respectively, in (a). In short, FIG. 1 (a)
1 (a) to 1 (c) are for a split belt, and FIG. 1 (d) is for a fold belt.

【００１２】また、上記におけるベルト層１1 ，１2 の
分断位置は傾斜溝２の収斂位置が望ましいが、多少のず
れは構わない。図２は、図１で説明したトレッドパター
ンの実施例Ａにおいて傾斜溝２の中央区域における赤道
面Ｃとなす角度θ1 ＝θ2 ＝18°とし、ショルダー部に
おける傾斜溝２及び傾斜補溝３の赤道面Ｃとなす角度θ
1 ′＝θ2 ′＝62°として実車テストに供したサイズ22
5/50 R16のタイヤのトレッドパターンを示したものであ
る。一方、このタイヤに採用したベルト構造は図１−
（ｃ）の実施例Ｃ′の構造を採用したもので、寸法及び
配置は図２及び以下のとおりである。Further, although separated position of the belt layer 1 1, 1 2 in the above convergence position of the inclined groove 2 is desired, it may in some misalignment. 2, and the angle θ 1 = θ 2 = 18 ° formed between the equatorial plane C in the central zone of the inclined grooves 2 in Example A of the tread pattern described in Figure 1, inclined in the shoulder section grooves 2 and the inclined Homizo 3 Angle e with the equatorial plane C of
1 size 22 was subjected to an actual vehicle test as '= θ 2' = 62 °
This shows the tread pattern of the 5/50 R16 tire. On the other hand, the belt structure adopted for this tire is shown in FIG.
(C) The structure of Example C 'is adopted, and the dimensions and arrangement are as shown in FIG. 2 and below.

【００１３】 一方、従来例トレッドと従来例ベルトを組み合わせた従
来例タイヤ構造（図４）をタイヤサイズ225/50 R16に同
様に適用する寸法等は下記のとおりである。 （Ｉ）トレッドパターン 図２に示すトレッドパターンと同じで、切込み（サイ
プ）がない構造のものである。 （II）ベルト構造 ベルト層１はトレッドの下面に２枚のスチールベルト１
1 ，１2 が配置され、そのベルトのコード角度は２４°
とする。以上のように寸法、角度を決めてタイヤサイズ
225/50 R16のタイヤを設計し、テスト条件として、内圧
2.0kg/cm2 、荷重２名乗車相当の荷重の下に実車テスト
を実施した所、下記のような結果を得た。[0013] On the other hand, the dimensions and the like in which the conventional tire structure (FIG. 4) in which the conventional tread and the conventional belt are combined are similarly applied to a tire size of 225/50 R16 are as follows. (I) Tread Pattern The tread pattern has the same structure as the tread pattern shown in FIG. 2 and has no cut (sipe). (II) Belt structure The belt layer 1 consists of two steel belts 1 on the underside of the tread.
1, 1 2 are arranged, the code angle of the belt 24 °
And Determine dimensions and angles as described above, and tire size
225/50 R16 tires were designed and tested for internal pressure
An actual vehicle test was performed under a load equivalent to 2.0 kg / cm 2 and a load of 2 passengers, and the following results were obtained.

【００１４】 （１）上記数値は各特性を従来例の指数を１００とし、
それとの比較において本発明の値を評価指数で示したも
のである。 （２）ウエット直進排水性は水深６mm、速度100 km/hの
ときの残存面積で評価し、他の特性はテストコースにお
けるドライバーによる官能評価によるものである。[0014] (1) In the above numerical values, each characteristic is set to an index of 100 of the conventional example,
In comparison with this, the value of the present invention is shown by an evaluation index. (2) Wet straight water drainage is evaluated based on the remaining area at a water depth of 6 mm and a speed of 100 km / h, and the other characteristics are based on sensory evaluation by a driver on a test course.

【００１５】図３に示されたものはトレッドパターンの
他の実施例でトレッドＴの赤道面Ｃに対するパターンを
非対称としたもので、左側では傾斜溝２の角度θ1 を20
°とし、右側では傾斜溝２の角度θ2 を32°とし、右側
では図１（ａ）のトレッドパターンと同じく周方向に設
けられた傾斜溝２間にショルダー部側区域で傾斜補溝３
が傾斜溝２と交差して緩やかに傾斜して配置され、右側
では前記傾斜溝２間に交差することなく配置されてい
る。したがって、このようなトレッドパターンのタイヤ
はコーナリング時の操縦安定性を考えて、タイヤの接地
性を高めるために図３における右側を車両外側にして装
着するのがよい。[0015] that shown in Figure 3 in which the pattern with respect to the equatorial plane C of the tread T and asymmetrical in other embodiments of the tread pattern, the angle theta 1 of the inclined groove 2 on the left 20
On the right side, the angle θ 2 of the inclined groove 2 is set to 32 °, and on the right side, the inclined supplementary groove 3 is provided between the inclined grooves 2 provided in the circumferential direction similarly to the tread pattern of FIG.
Are gently inclined to intersect with the inclined groove 2, and are arranged without intersecting between the inclined grooves 2 on the right side. Therefore, in consideration of the steering stability at the time of cornering, the tire having such a tread pattern is preferably mounted with the right side in FIG.

【００１６】[0016]

【発明の効果】以上詳述したように本発明は構成されて
いるので、ベルト層が一枚のフルプライと、１対の左右
分断プライを含み、トレッドに近接したプライのコード
がトレッドの傾斜溝と夫々交差するよう分断プライの一
方または他方をフルプライの上方または下方に重ね、且
つ分断プライの分断位置が傾斜溝のほぼトレッド中央寄
り収斂部にあるように構成することによって、赤道面Ｃ
に対しローアングルの傾斜溝を有する方向性パターンと
従来の２枚のスケールベルトからなるベルト構造を組み
合わせたものとは異なり、膨張時の溝幅の変化が少な
く、接地時のバックリングが大きくなることがなくなる
結果、操縦安定性に寄与し、かつパターンノイズも低減
し、また溝底クラックの発生もなくなり、トレッド面剛
性も赤道面の左右で均一となり結果的に車両右左旋回時
の両者のコーナリング特性が同一レベルになり、さらに
はコーナリング時のアウト側とイン側の接地特性変化も
少なくなるので、全体として高いウエット排水性とノイ
ズ低減の両立を図ることができる一方、操縦安定性の向
上を期待できる等の効果を奏するものである。As described in detail above, the present invention is constructed so that the belt layer includes one full ply and a pair of left and right split plies, and the cord of the ply adjacent to the tread is formed by the inclined groove of the tread. And one or the other of the dividing plies is overlapped above or below the full ply so as to intersect with each other, and the dividing position of the dividing ply is substantially at the converging portion of the inclined groove near the center of the tread, so that the equatorial plane C
Unlike the combination of the directional pattern with the low-angle inclined grooves and the conventional belt structure consisting of two scale belts, the change in the groove width during expansion is small, and the buckling during ground contact is large. As a result, it contributes to steering stability, reduces pattern noise, eliminates cracks at the bottom of the groove, and makes the tread surface rigidity uniform on the left and right of the equatorial plane. Since the cornering characteristics are at the same level, and the change in the grounding characteristics on the outside and inside sides during cornering is also small, it is possible to achieve both high wet drainage and noise reduction as a whole, while improving steering stability Is expected.

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

【図１】（ａ）は本発明の空気入りタイヤのトレッドパ
ターンの実施例Ａ及びベルト構造の実施例Ａ′を組み合
わせた実施例を示した図である。（ｂ）〜（ｄ）はベル
ト構造の実施例Ｂ′〜Ｄ′の断面を示した図である。FIG. 1 (a) is a diagram showing an embodiment in which the embodiment A of the tread pattern and the embodiment A ′ of the belt structure of the pneumatic tire of the present invention are combined. (B)-(d) is a figure which showed the cross section of Example B'-D 'of a belt structure.

【図２】本発明の空気入りタイヤのトレッドパターンの
実施例Ｂとベルト構造の実施例Ｃ′を組み合わせた実施
例を示した図である。FIG. 2 is a diagram showing an example in which Example B of the tread pattern and Example C ′ of the belt structure of the pneumatic tire of the present invention are combined.

【図３】本発明の空気入りタイヤのトレッドパターンの
実施例Ｃを示した図である。FIG. 3 is a view showing Example C of a tread pattern of a pneumatic tire according to the present invention.

【図４】従来例のトレッドパターンに従来例の２枚スチ
ールベルトのベルト構造を組み合わせた空気入りタイヤ
の平面構造図である。FIG. 4 is a plan view of a pneumatic tire in which a conventional tread pattern and a belt structure of a conventional two-steel belt are combined.

【符号の説明】[Explanation of symbols]

１ ベルト層 １1 ベルト層 １2 ベルト層 １3 ベルト層 ２ 傾斜溝 ３ 傾斜補溝 ４ 切込み ５1 陸部 ５2 陸部 ６ 中央補助プライ ７ 端部補助プライ ８ キャップ層 Ｗ 接地幅 ＴW ベルト幅 Ｔ トレッド1 the belt layer 1 1 belt layer 1 2 belt layer 1 3 belt layer 2 inclined grooves 3 inclined Homizo 4 cuts 5 1 land portion 5 2 land portion 6 central auxiliary ply 7 end auxiliary ply 8 capping layer W ground contact width T W belt Width T tread

フロントページの続き (56)参考文献 特開 平３−262703（ＪＰ，Ａ) 特開 昭54−126310（ＪＰ，Ａ) 特開 昭63−275405（ＪＰ，Ａ) 実開 昭62−80703（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60C 9/18,9/26,11/04 Continuation of the front page (56) References JP-A-3-262703 (JP, A) JP-A-54-126310 (JP, A) JP-A-63-275405 (JP, A) JP-A-62-80703 (JP, A) , U) (58) Field surveyed (Int.Cl. 7 , DB name) B60C 9/18, 9/26, 11/04

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】 左右一対のサイドウォールと、両サイド
ウォール間に跨がるクラウン部がトロイダル状に連らな
り、上記クラウン部に路面と係合するトレッドを備え、
該トレッドの径方向内側にトレッドの幅一杯に亘って非
伸長性コードをタイヤの赤道面に対し浅い角度で傾斜配
列したプライの複数を、コードが互いに交差するように
重ね合わせて成るベルト層を配置して強化し、また上記
トレッドがその中央部からトレッド両端方向へ傾斜して
延びる多数の傾斜溝とこれら溝群によって区画された陸
部を含む矢筈状であるタイヤにおいて、上記ベルト層は
１枚のフルプライと、１対の左右分断プライを含み、ト
レッドに近接したプライのコードがトレッドの左右の傾
斜溝と夫々交差するよう分断プライの一方または他方を
フルプライの上方または下方に重ね、且つ分断プライの
分断位置が傾斜溝のほぼトレッド中央寄り収斂部にある
ことを特徴とする空気入りタイヤ。1. A pair of left and right sidewalls, and a crown portion straddling between the two sidewalls are connected in a toroidal shape, and the crown portion has a tread engaged with a road surface,
A belt layer formed by superimposing a plurality of plies in which non-extensible cords are inclined at a shallow angle with respect to the equatorial plane of the tire over the entire width of the tread and radially inward of the tread so that the cords cross each other. In a tire which is arranged and reinforced, and in which the tread has an arrowhead shape including a multiplicity of inclined grooves extending inclining from a center portion thereof toward both ends of the tread and a land portion defined by these groove groups, the belt layer has one One or the other of the split plies is overlapped above or below the full plies so that the cords of the plies adjacent to the tread intersect with the right and left inclined grooves of the tread, respectively. A pneumatic tire, wherein the ply is split at a position where the inclined groove is substantially converged toward the center of the tread.
JP31243092A 1992-11-20 1992-11-20 Pneumatic tire Expired - Fee Related JP3337505B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP31243092A JP3337505B2 (en) 1992-11-20 1992-11-20 Pneumatic tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP31243092A JP3337505B2 (en) 1992-11-20 1992-11-20 Pneumatic tire

Publications (2)

Publication Number Publication Date
JPH06156015A JPH06156015A (en) 1994-06-03
JP3337505B2 true JP3337505B2 (en) 2002-10-21

Family

ID=18029118

Family Applications (1)

Application Number Title Priority Date Filing Date
JP31243092A Expired - Fee Related JP3337505B2 (en) 1992-11-20 1992-11-20 Pneumatic tire

Country Status (1)

Country Link
JP (1) JP3337505B2 (en)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0626762Y2 (en) * 1987-06-10 1994-07-20 株式会社神崎高級工機製作所 Traveling device for walking lawn mower
US6148886A (en) * 1996-12-10 2000-11-21 The Yokohama Rubber Co., Ltd. Pneumatic tire and pneumatic tire set
JP3396020B2 (en) * 1997-02-14 2003-04-14 住友ゴム工業株式会社 Pneumatic tire
EP0904961A1 (en) * 1997-09-26 1999-03-31 PIRELLI PNEUMATICI S.p.A. High performance tyre for vehicles
JP2001301422A (en) * 2000-04-25 2001-10-31 Bridgestone Corp Installation structure for pneumatic tire
KR100777646B1 (en) * 2005-12-02 2007-11-21 한국타이어 주식회사 Vehicle Tire Tread Pattern with enhanced braking performance
JP4946086B2 (en) * 2006-02-15 2012-06-06 横浜ゴム株式会社 Pneumatic radial tire

Also Published As

Publication number Publication date
JPH06156015A (en) 1994-06-03

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