JP3747117B2 - Pneumatic radial tire - Google Patents

Pneumatic radial tire Download PDF

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Publication number
JP3747117B2
JP3747117B2 JP17215397A JP17215397A JP3747117B2 JP 3747117 B2 JP3747117 B2 JP 3747117B2 JP 17215397 A JP17215397 A JP 17215397A JP 17215397 A JP17215397 A JP 17215397A JP 3747117 B2 JP3747117 B2 JP 3747117B2
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Japan
Prior art keywords
tire
circumferential direction
land portion
pneumatic radial
tread surface
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Expired - Fee Related
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JP17215397A
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Japanese (ja)
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JPH1120425A (en
Inventor
政樹 野呂
元英 高杉
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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    • 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
    • B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation
    • 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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、パンクしたときでも走行できるようにした空気入りラジアルタイヤ、いわゆるランフラットタイヤの改良に関する。
【０００２】
【従来の技術】
従来、自動車に装着された空気入りタイヤがパンクした場合でも、タイヤ交換に適した場所等への移動のために、とりあえず走行できるようにしたランフラットタイヤが提案されている。
このランフラットタイヤでは、サイドウォールのカーカス層内周面に子午線方向断面がほぼ三日月状のゴム補強層を配置し、サイドウォールの中央部にゴム補強層の最肉厚部を位置せしめて、サイドウォール全体をほぼ均一な厚さにしてサイドウォール剛性を高め、パンク時にはこのサイドウォール剛性で荷重を支えようとするのが一般的である。
【０００３】
しかしながら、その荷重の支えは十分ではないためランフラットタイヤでは、トレッド面の中央域に排水性を高めるためにタイヤ周方向にタイヤ１周に亘って配されている直線状主溝の位置でパンク後の走行時にタイヤ幅方向に折れが生じたり、また、トレッド面の中央域からショルダー域にかけてタイヤ幅方向に波うちが生じたりして（バックリング現象）、トレッド面の接地圧が著しく不均一となり、操縦安定性（パンク後の走行時のハントリング性能）が悪化してしまうという問題があった。
【０００４】
【発明が解決しようとする課題】
本発明の目的は、パンクしたときでも走行できると共に操縦安定性をも向上させた空気入りラジアルタイヤを提供することにある。
【０００５】
【課題を解決するための手段】
本発明は、サイドウォールのカーカス層内周面に子午線方向断面がほぼ三日月状のゴム補強層を配置したタイヤにおいて、トレッド面の中央域にタイヤ１周に亘って連続する周方向陸部を設け、該周方向陸部の左右両側からそれぞれタイヤ周方向に対し傾斜してショルダー域に至る主溝をタイヤ周方向に間隔をおいて複数本配設してタイヤ周方向に隣接する前記主溝間に前記周方向陸部に連続する傾斜方向陸部を形成すると共に、前記周方向陸部を挟んで左右両側に隣り合う前記主溝の中央域側端末間をタイヤ周方向にずらせ、かつ該中央域側端末間の７５％以上をタイヤ子午線面に対する投影面で互いに離間状態にしたことを特徴とする。
【０００６】
このようにサイドウォールのカーカス層内周面に子午線方向断面がほぼ三日月状のゴム補強層を配置したため、パンクしたときでも走行することが可能となる。
【０００７】
また、トレッド面の中央域にタイヤ１周に亘って連続する周方向陸部を設け、この左右両側からそれぞれタイヤ周方向に対し傾斜してショルダー域に至る主溝を複数本配設することにより、隣り合う主溝間に周方向陸部に連続する傾斜方向陸部を形成したため、トレッド面の中央域にタイヤ１周に亘って直線状主溝を配する場合に比して、トレッドの幅方向剛性を高めることができる。さらに、曲げ剛性の変曲点である主溝中央域側端末の位置をタイヤ周方向にずらせると共に、少なくともタイヤ周方向に隣り合う左右両側の中央域側の端末の７５％以上をタイヤ子午線面に対する投影面で互いに離間状態にしたため、その端末にかかる応力集中をタイヤ周方向および幅方向に分散させることができる。このため、トレッド面の中央域からショルダー域にかけてタイヤ幅方向にバックリング現象が生じるのを抑制できるから、トレッド面の接地圧の均一化をはかることができ、操縦安定性を向上させることが可能となる。
【０００８】
【発明の実施の形態】
図１は、本発明の空気入りラジアルタイヤの一例の子午線方向断面図である。図１において、左右一対のビード部１、１にはカーカス層２が装架されており、ビード部１ではカーカス層２の端部がビードコア３の廻りにタイヤ内側から外側に巻き上げられている。トレッド４では、カーカス層２の外側に２枚のベルト層５、５がタイヤ１周に亘って配置されている。カーカス層２は、ポリエステル繊維コード、レーヨン繊維コードなどの有機繊維コードからなり、タイヤ周方向に対するコード角度はほぼ９０°である。また、ベルト層５は、スチールコード、芳香族ポリアミド繊維コードなどの非伸長性コードからなり、タイヤ周方向に対して１５°〜３５°のコード角度をもって、かつプライ間でコードが互いに交差するように配置されいる。外側のベルト層５の幅方向両側には、ナイロン繊維コードからなり、タイヤ周方向に対するコード角度がほぼ０°のベルトカバー層６が配置されている。
【０００９】
サイドウォール７のカーカス層２の内周面には、子午線方向断面がほぼ三日月状のゴム補強層８が配置されている。このゴム補強層８は、ランフラットタイヤに通常用いられるゴム組成物からなるものでよい。ゴム補強層８の内側のタイヤ内面には、空気不透過性のインナーライナー９が配されている。
【００１０】
トレッド４の表面、すなわちトレッド面には、図２に示すように、その中央域にタイヤ１周に亘って周方向陸部１１が設けられている。この周方向陸部１１の幅ｔは、タイヤ接地幅Ｗの５％〜１０％であるとよい。この周方向陸部１１の両側からそれぞれタイヤ周方向ＥＥ’に対し傾斜してショルダー域に至る主溝１２がタイヤ周方向に間隔をおいて複数本配設され、これら主溝１２の間に周方向陸部１１に連続する複数の傾斜方向陸部１０が形成されている。
【００１１】
主溝１２のタイヤ周方向ＥＥ’に対する傾斜角は、２０°〜３０°であるとよい。２０°未満では傾斜が少なすぎてトレッドのタイヤ幅方向剛性を十分に高めることができなくなり、一方、３０°超では排水性が悪化するからである。主溝１２の溝幅および溝深さは、乗用車用タイヤの場合、それぞれ１０ｍｍ〜２０ｍｍおよび５．０ｍｍ〜８．５ｍｍである。
【００１２】
主溝１２の中央域側の端末ａ、ａ’は、タイヤ赤道線Ｍを挟んで左右互いにその位置をタイヤ周方向ＥＥ’にずらせて配置されている。そのずらせる程度は、端末ａ、ａ’が少なくとも互いに対面しない程度であればよい。また、この主溝１２は、タイヤ赤道線Ｍを挟んで左右両側において、図２では同方向に傾斜しているが、互いに逆方向に傾斜していてもよい（すなわち、Ｖ字形状になっていてもよい）。さらに、少なくともタイヤ周方向ＥＥ’に隣り合う左右両側の中央域側の端末ａ、ａ’の７５％以上は、タイヤ子午線面に対する投影面で互いに離間状態となっている（図２では、左右両側の中央域側の端末ａ、ａ’の１００％が離間状態となっている）。１３はショルダー域に配置された横溝である。
【００１３】
図３に別例を示す。図３では、主溝１２の中央域側の端末ａ、ａ’、ｂ、ｂ’をタイヤ周方向にジグザグに位置せしめている。このようにジグザグに位置せしめることにより、これらの端末にかかる応力集中をタイヤ周方向に分散できるばかりでなく、タイヤ幅方向にも分散できるので、トレッド面の接地圧の均一化をいっそうはかることが可能となる。図３では、左右両側の中央域側の端末ａ、ａ’、ｂ、ｂ’の７５％以上が離間状態となっている。
【００１４】
次に、図４に従来のランフラットタイヤのトレッド面の溝の形成状況の一例を示す。図４では、タイヤ周方向ＥＥ’に４本の直線状主溝３１、３１、３１、３１が設けられている。このため、これら直線状主溝の位置でパンク後の走行時にタイヤ幅方向に折れが生じるから、このタイヤでは操縦安定性が悪化してしまう。
【００１５】
図５には、比較のためのトレッド面の一例を示す。図５では、中央域からショルダー域に向かって複数の主溝４１が設けられているが、タイヤ赤道線Ｍに沿う直線状主溝４２、４２が配されているため、これら直線状主溝４２、４２の位置でパンク後の走行時にタイヤ幅方向に折れが生じて操縦安定性が悪化してしまう。
【００１６】
図６には、比較のためのトレッド面の別例を示す。図６では、タイヤ赤道線Ｍからショルダー域に向かって複数の主溝５１が設けられている。したがって、曲げ剛性の変曲点である主溝中央域側端末がタイヤ赤道線Ｍ上に位置するため（主溝の中央域側の端末がタイヤ子午線面に対する投影面で離間状態になっていない）、タイヤ赤道線Ｍ上に応力が集中して、このタイヤ赤道線Ｍの位置でパンク後の走行時にタイヤ幅方向に折れが生じて操縦安定性が悪化してしまう。
【００１７】
【実施例】
タイヤサイズ２５５／４０ＺＲ１７および図１に示すタイヤ構造を共通にするが、トレッド面の溝の形成状況が図２〜図６のように異なる空気入りラジアルタイヤを作製し（従来タイヤ、比較タイヤ１〜２、本発明タイヤ１〜２）、これらのタイヤにつき、下記により、操縦安定性の指標であるコーナリングフォース（１度）を評価した。この結果を表１に示す。
【００１８】
コーナリングフォース（１度）：
室内コーナリング試験機を用いて、リム１７×９ＪＪ、空気圧２３０ｋＰａ、荷重５．２ｋＮ、スリップアングル１度の条件において測定した。この結果を従来タイヤを１００とする指数で表わす。指数値の大きい方が操縦安定性に優れている。
【００１９】

Figure 0003747117
表１から判るように、本発明タイヤ１〜２は、従来タイヤおよび比較タイヤ１〜２に比して、操縦安定性に優れていることが明らかである。
【００２０】
【発明の効果】
以上説明したように本発明の空気入りラジアルタイヤでは、サイドウォールのカーカス層内周面に子午線方向断面がほぼ三日月状のゴム補強層を配置したタイヤにおいて、トレッド面の中央域にタイヤ１周に亘って連続する周方向陸部を設け、該周方向陸部の左右両側からそれぞれタイヤ周方向に対し傾斜してショルダー域に至る主溝をタイヤ周方向に間隔をおいて複数本配設してタイヤ周方向に隣接する前記主溝間に前記周方向陸部に連続する傾斜方向陸部を形成すると共に、前記周方向陸部を挟んで左右両側に隣り合う前記主溝の中央域側端末間をタイヤ周方向にずらせ、かつ該中央域側端末間の７５％以上をタイヤ子午線面に対する投影面で互いに離間状態にしたため、パンクしたときでも走行できると共に操縦安定性をも向上させることが可能となる。
【図面の簡単な説明】
【図１】本発明の空気入りラジアルタイヤの一例の子午線方向断面図である。
【図２】本発明の空気入りラジアルタイヤのトレッド面の溝の形成状況の一例を示すトレッド面平面視説明図である。
【図３】本発明の空気入りラジアルタイヤのトレッド面の溝の形成状況の別例を示すトレッド面平面視説明図である。
【図４】従来の空気入りラジアルタイヤのトレッド面の溝の形成状況の一例を示すトレッド面平面視説明図である。
【図５】比較のためのトレッド面の溝の形成状況の一例を示すトレッド面平面視説明図である。
【図６】比較のためのトレッド面の溝の形成状況の他例を示すトレッド面平面視説明図である。
【符号の説明】
１ ビード部 ２ カーカス層 ３ ビードコア ４ トレッド
５ ベルト層 ６ ベルトカバー層 ７ サイドウォール
８ ゴム補強層 ９ インナーライナー １０ 傾斜方向陸部
１１ 周方向陸部 １２ 主溝 １３ 横溝 Ｍ タイヤ赤道線[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an improvement in a pneumatic radial tire that can run even when punctured, a so-called run-flat tire.
[0002]
[Prior art]
Conventionally, there has been proposed a run-flat tire that can run for the time being to move to a place suitable for tire replacement even when a pneumatic tire mounted on an automobile is punctured.
In this run-flat tire, a rubber reinforcement layer having a substantially crescent-shaped meridional cross section is arranged on the inner peripheral surface of the carcass layer of the sidewall, and the thickest part of the rubber reinforcement layer is positioned at the center of the sidewall. Generally, the entire wall is made to have a substantially uniform thickness to increase the sidewall rigidity, and when puncturing, the sidewall rigidity is generally used to support the load.
[0003]
However, since the load is not sufficiently supported, the run-flat tire is punctured at the position of the linear main groove disposed over the circumference of the tire in the tire circumferential direction in order to enhance drainage in the central area of the tread surface. Fracture occurs in the tire width direction during subsequent driving, and wavy waves occur in the tire width direction from the center area to the shoulder area of the tread surface (buckling phenomenon), and the contact pressure on the tread surface is extremely uneven. As a result, the steering stability (hunting performance during running after puncture) deteriorated.
[0004]
[Problems to be solved by the invention]
An object of the present invention is to provide a pneumatic radial tire that can travel even when punctured and has improved steering stability.
[0005]
[Means for Solving the Problems]
The present invention provides a tire in which a rubber reinforcing layer having a substantially crescent-shaped cross section in the meridian direction is disposed on the inner circumferential surface of a carcass layer of a sidewall, and a circumferential land portion that is continuous over the circumference of the tire is provided in the central region of the tread surface. the main grooves extending in the shoulder area is inclined with respect to the tire circumferential direction, respectively from the left and right sides of the circumferential land portions with a plurality of arranged at intervals in the tire circumferential direction between said main grooves adjacent in the tire circumferential direction An inclined land portion that is continuous with the circumferential land portion, and a center region side terminal of the main groove adjacent to the left and right sides across the circumferential land portion is shifted in the tire circumferential direction , and the center 75% or more between the zone side terminals are separated from each other on the projection plane with respect to the tire meridian plane.
[0006]
As described above, since the rubber reinforcing layer having a substantially crescent-shaped cross section in the meridian direction is arranged on the inner peripheral surface of the carcass layer of the sidewall, it is possible to travel even when punctured.
[0007]
In addition, by providing a circumferential land portion that extends continuously over the circumference of the tire in the central region of the tread surface, a plurality of main grooves that are inclined with respect to the tire circumferential direction from the left and right sides to reach the shoulder region are disposed. Since the inclined land portion that is continuous with the circumferential land portion is formed between the adjacent main grooves , the width of the tread is larger than that in the case where the linear main groove is arranged over the circumference of the tire in the central region of the tread surface. Directional rigidity can be increased. Further, the position of the end portion of the main groove center area, which is the inflection point of the bending rigidity, is shifted in the tire circumferential direction, and at least 75% of the ends on the left and right center area sides adjacent to the tire circumferential direction are at least 75% of the tire meridian plane Since the projection surfaces are separated from each other, the stress concentration applied to the terminal can be dispersed in the tire circumferential direction and the width direction. For this reason, buckling can be prevented from occurring in the tire width direction from the center area to the shoulder area of the tread surface, so that the contact pressure on the tread surface can be made uniform and steering stability can be improved. It becomes.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a meridional direction sectional view of an example of a pneumatic radial tire of the present invention. In FIG. 1, a carcass layer 2 is mounted on a pair of left and right bead portions 1, 1, and an end portion of the carcass layer 2 is wound around the bead core 3 from the tire inner side to the outer side. In the tread 4, two belt layers 5 and 5 are disposed on the outer side of the carcass layer 2 over the circumference of the tire. The carcass layer 2 is made of an organic fiber cord such as a polyester fiber cord or a rayon fiber cord, and the cord angle with respect to the tire circumferential direction is approximately 90 °. The belt layer 5 is made of a non-extensible cord such as a steel cord or an aromatic polyamide fiber cord, has a cord angle of 15 ° to 35 ° with respect to the tire circumferential direction, and the cords cross each other between the plies. Is arranged. Belt cover layers 6 made of nylon fiber cords and having a cord angle with respect to the tire circumferential direction of approximately 0 ° are disposed on both sides in the width direction of the outer belt layer 5.
[0009]
On the inner peripheral surface of the carcass layer 2 of the sidewall 7, a rubber reinforcing layer 8 having a substantially crescent-shaped cross section in the meridian direction is disposed. The rubber reinforcing layer 8 may be made of a rubber composition usually used for run-flat tires. An air impermeable inner liner 9 is disposed on the inner surface of the tire inside the rubber reinforcing layer 8.
[0010]
On the surface of the tread 4, that is, the tread surface, as shown in FIG. 2, a circumferential land portion 11 is provided in the central region over the circumference of the tire. The width t of the circumferential land portion 11 may be 5% to 10% of the tire ground contact width W. The circumferential land portion main groove 12 extending in the shoulder area respectively from both sides inclined with respect to the tire circumferential direction EE 'of 11 is a plurality of arranged at intervals in the tire circumferential direction, the circumferential between these main grooves 12 A plurality of inclined direction land portions 10 that are continuous to the direction land portion 11 are formed .
[0011]
The inclination angle of the main groove 12 with respect to the tire circumferential direction EE ′ is preferably 20 ° to 30 °. This is because if the angle is less than 20 °, the inclination is too small to sufficiently increase the rigidity in the tire width direction of the tread, while if it exceeds 30 °, the drainage performance deteriorates. The groove width and groove depth of the main groove 12 are 10 mm to 20 mm and 5.0 mm to 8.5 mm, respectively, in the case of a passenger car tire.
[0012]
The terminals a and a ′ on the central area side of the main groove 12 are arranged with their positions shifted from each other in the tire circumferential direction EE ′ across the tire equator line M. The degree of the shift may be such that the terminals a and a ′ do not face each other at least. In addition, the main groove 12 is inclined in the same direction in FIG. 2 on both the left and right sides of the tire equator line M, but may be inclined in opposite directions (that is, in a V shape). May be) Further, at least 75% or more of the terminals a and a ′ on the left and right central regions adjacent to the tire circumferential direction EE ′ are separated from each other on the projection plane with respect to the tire meridian plane (in FIG. 100% of the terminals a and a ′ on the central area side of are separated from each other). Reference numeral 13 denotes a lateral groove disposed in the shoulder region.
[0013]
FIG. 3 shows another example. In FIG. 3, the terminals a, a ′, b, b ′ on the central region side of the main groove 12 are zigzag in the tire circumferential direction. By locating in this zigzag manner, the stress concentration on these terminals can be distributed not only in the tire circumferential direction but also in the tire width direction, so that the contact pressure on the tread surface can be made more uniform. It becomes possible. In FIG. 3, 75% or more of the terminals a, a ′, b, and b ′ on the central area side on both the left and right sides are in a separated state.
[0014]
Next, FIG. 4 shows an example of the state of formation of grooves on the tread surface of a conventional run flat tire. In FIG. 4, four linear main grooves 31, 31, 31, 31 are provided in the tire circumferential direction EE ′. For this reason, folds occur in the tire width direction during travel after puncture at the positions of these linear main grooves, so that steering stability deteriorates in this tire.
[0015]
FIG. 5 shows an example of a tread surface for comparison. In FIG. 5, a plurality of main grooves 41 are provided from the central area toward the shoulder area. However, since the linear main grooves 42 , 42 along the tire equator line M are arranged, these linear main grooves 42 are provided. , 42 folds in the tire width direction during running after puncture, and steering stability deteriorates.
[0016]
FIG. 6 shows another example of a tread surface for comparison. In FIG. 6, a plurality of main grooves 51 are provided from the tire equator line M toward the shoulder region. Therefore, since the end of the main groove center area side, which is the inflection point of the bending rigidity, is located on the tire equator line M (the end of the main groove center area side is not separated from the projection plane with respect to the tire meridian plane ). Further, stress concentrates on the tire equator line M, and at the position of the tire equator line M, a fold occurs in the tire width direction when traveling after puncture, and steering stability is deteriorated.
[0017]
【Example】
Although the tire size 255 / 40ZR17 and the tire structure shown in FIG. 1 are made common, pneumatic radial tires having different tread surface grooves as shown in FIGS. 2 to 6 were produced (conventional tires, comparative tires 1 to 1). 2, Inventive tires 1 to 2) About these tires, the cornering force (1 degree) which is an index of steering stability was evaluated by the following. The results are shown in Table 1.
[0018]
Cornering force (once ):
Using an indoor cornering tester, measurement was performed under the conditions of a rim 17 × 9 JJ, an air pressure of 230 kPa, a load of 5.2 kPa, and a slip angle of 1 degree. This result is expressed as an index with the conventional tire as 100. The larger the index value, the better the steering stability.
[0019]
Figure 0003747117
As can be seen from Table 1, the tires 1 to 2 of the present invention are clearly superior in steering stability as compared with the conventional tires and the comparative tires 1 and 2.
[0020]
【The invention's effect】
As described above, in the pneumatic radial tire of the present invention, in the tire in which the rubber reinforcing layer having a substantially crescent-shaped meridian cross section is arranged on the inner circumferential surface of the carcass layer of the sidewall, a circumferential land portion continuing throughout provided with a plurality of disposed spacedly main grooves extending in the shoulder area is inclined with respect to the tire circumferential direction, respectively from the left and right sides of the circumferential land portion in the tire circumferential direction Between the main grooves adjacent to each other in the tire circumferential direction, an inclined land portion continuous to the circumferential land portion is formed, and between the central region side terminals of the main grooves adjacent to the left and right sides across the circumferential land portion since the shifted in the tire circumferential direction, and was 75% or more between the central zone terminal to each other separated state in the projection plane with respect to the tire meridian plane, also to improve the steering stability together can travel even when punctured Theft is possible.
[Brief description of the drawings]
FIG. 1 is a meridional direction sectional view of an example of a pneumatic radial tire of the present invention.
FIG. 2 is a plan view explanatory view of a tread surface showing an example of a state of formation of grooves on the tread surface of the pneumatic radial tire of the present invention.
FIG. 3 is a plan view explanatory view of a tread surface showing another example of the formation state of grooves on the tread surface of the pneumatic radial tire of the present invention.
FIG. 4 is a plan view explanatory view of a tread surface showing an example of a state of forming a groove on a tread surface of a conventional pneumatic radial tire.
FIG. 5 is a tread surface plan view explanatory view showing an example of a formation state of a groove on a tread surface for comparison.
FIG. 6 is a tread surface plan view explanatory view showing another example of a tread surface groove formation state for comparison.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Bead part 2 Carcass layer 3 Bead core 4 Tread 5 Belt layer 6 Belt cover layer 7 Side wall 8 Rubber reinforcement layer 9 Inner liner 10 Inclination direction land part 11 Circumferential land part 12 Main groove 13 Cross groove M Tire equator line

Claims (3)

サイドウォールのカーカス層内周面に子午線方向断面がほぼ三日月状のゴム補強層を配置したタイヤにおいて、トレッド面の中央域にタイヤ１周に亘って連続する周方向陸部を設け、該周方向陸部の左右両側からそれぞれタイヤ周方向に対し傾斜してショルダー域に至る主溝をタイヤ周方向に間隔をおいて複数本配設してタイヤ周方向に隣接する前記主溝間に前記周方向陸部に連続する傾斜方向陸部を形成すると共に、前記周方向陸部を挟んで左右両側に隣り合う前記主溝の中央域側端末間をタイヤ周方向にずらせ、かつ該中央域側端末間の７５％以上をタイヤ子午線面に対する投影面で互いに離間状態にした空気入りラジアルタイヤ。In the tire meridian cross section is arranged substantially crescent shaped rubber reinforcement layer in the carcass layer peripheral surface of the side wall, provided a circumferential land portion continuing in the center region of the tread surface over one lap tire, the circumferential direction A plurality of main grooves that are inclined with respect to the tire circumferential direction from the left and right sides of the land portion and reach the shoulder region are arranged at intervals in the tire circumferential direction, and the circumferential direction is between the main grooves adjacent to each other in the tire circumferential direction. In addition to forming an inclined land portion continuous with the land portion, the center region side terminals of the main grooves adjacent to the left and right sides across the circumferential land portion are shifted in the tire circumferential direction , and between the center region side terminals A pneumatic radial tire in which 75% or more of the tire is separated from each other on the projection plane with respect to the tire meridian plane. 前記主溝のタイヤ周方向に対する傾斜角度が２０°〜３０°である請求項１記載の空気入りラジアルタイヤ。  The pneumatic radial tire according to claim 1, wherein an inclination angle of the main groove with respect to a tire circumferential direction is 20 ° to 30 °. トレッド面の中央域の前記陸部の幅が、タイヤ接地幅の５％〜１０％である請求項１又は２記載の空気入りラジアルタイヤ。  The pneumatic radial tire according to claim 1 or 2, wherein a width of the land portion in a central region of the tread surface is 5% to 10% of a tire ground contact width.
JP17215397A 1997-06-27 1997-06-27 Pneumatic radial tire Expired - Fee Related JP3747117B2 (en)

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JP17215397A JP3747117B2 (en) 1997-06-27 1997-06-27 Pneumatic radial tire

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JP17215397A JP3747117B2 (en) 1997-06-27 1997-06-27 Pneumatic radial tire

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JP4915066B2 (en) * 2005-08-25 2012-04-11 横浜ゴム株式会社 Pneumatic tire
JP4751161B2 (en) * 2005-09-20 2011-08-17 株式会社ブリヂストン Pneumatic tire
WO2020066865A1 (en) * 2018-09-28 2020-04-02 株式会社ブリヂストン Run-flat tire

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