JP3813709B2 - Heavy duty pneumatic tire - Google Patents
Heavy duty pneumatic tire Download PDFInfo
- Publication number
- JP3813709B2 JP3813709B2 JP23824297A JP23824297A JP3813709B2 JP 3813709 B2 JP3813709 B2 JP 3813709B2 JP 23824297 A JP23824297 A JP 23824297A JP 23824297 A JP23824297 A JP 23824297A JP 3813709 B2 JP3813709 B2 JP 3813709B2
- Authority
- JP
- Japan
- Prior art keywords
- groove
- tread
- narrow
- sipe
- narrow groove
- 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
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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
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
- B60C11/125—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern arranged at the groove bottom
-
- 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
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
-
- 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
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
- B60C2011/1254—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern with closed sipe, i.e. not extending to a groove
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
【0001】
【発明の属する技術分野】
この発明は、トラック、バス等に用いて好適な重荷重用空気入りタイヤ、とくにはそのトレッドパターンの改良に関するものであり、すぐれたウェット性能を実現するものである。
【0002】
【従来の技術】
重荷重用空気入りタイヤのリブタイプのトレッドパターンとしては、図4に例示するように、トレッド周方向に連続する複数本の周方向主溝41をもって複数本のリブ42をトレッド踏面部に区画するとともに、トレッド側部のショルダーリブ42を除く他の各リブ42に、傾向的にトレッド幅方向に延びるサイプ43を、そして各ショルダーリブ42に、傾向的にトレッド周方向に延びるサイプ44を、もとに周方向に間隔をおいて形成したものがある。
【0003】
しかるに、サイプの両端がリブ内で終了するこの空気入りタイヤでは、サイプ縁による水膜の切断およびサイプ内への水の取り込みに基づくウェット性能の向上は期し得ても、路面上に多量の水が存在する場合、いいかえれば、サイプ内に水を取り込んでなお、路面上に多くの水が残留する場合には、すぐれたウェット性能の発揮を望み得べくもなかった。
【0004】
そこで、サイプのトレッド表面側部分に、トレッド踏面部への開口幅が2〜3mm、深さが2mm程度の細溝を重ねて形成し、この細溝によってウェット性能の向上を図る試みもなされている。
【0005】
【発明が解決しようとする課題】
かかる提案技術では、ウェット性能のそれなりの向上は認められるものの、サイプおよび細溝のいずれもが、主溝に連通することなくリブ内で終了していることから、ウェット性能の、所期したほどの向上をもたらすことができず、また、トレッド踏面部の摩耗によってその細溝が消滅した場合のウェット性能の急激な低下が不可避となるという問題があった。
【0006】
この発明は、従来技術が抱えるこのような問題点を解決することを課題として検討した結果なされたものであり、それの目的とするところは、細溝の存在下にてはもちろん、その細溝が消滅してなおすぐれたウェット性能を確保することができる重荷重用空気入りタイヤを提供するにある。
【0007】
【課題を解決するための手段】
この発明の重荷重用空気入りタイヤは、トレッド踏面部に形成されて周方向に連続して延びる、たとえば4本の細溝によって5本のリブを区画し、それらの各リブに、主溝よりはるかに浅い深さを有し、トレッド周方向に対して50〜70度の範囲の角度で延在する細溝を設けるとともに、各細溝の溝底に、それに沿って延びるサイプを形成して、細溝およびサイプの少なくとも一端を主溝に開口させるとともに、細溝の主溝への開口部で、リブの鋭角側部分に隅切部を設け、この隅切部の深さを細溝より深くしてなるものである。
【0008】
この空気入りタイヤでは、細溝およびサイプの少なくとも一端、好ましくは両端を主溝に開口させることで、細溝から主溝への円滑なる排水を確保して、タイヤのウェット性能を大きく向上させることができ、また、細溝の消滅後においてなお、サイプから主溝への排水を十分円滑ならしめて、ウェット性能の急激な低下のうれいなしに、トレッド部の摩耗の末期に至るまで、良好なウェット性能を確保することができる。
【0009】
またこのタイヤでは、細溝およびサイプのそれぞれを、トレッド周方向に対し、50〜70度の範囲の角度で延在させことにより、接地面内での水の流れ方向と、細溝の延在方向とがほぼ一致することになるので、排水性能の一層の向上を実現することができる。すなわち、上記角度範囲を外れた場合には、排水性能の向上効果が小さい。
【0010】
しかもこのタイヤでは、細溝の、主溝への開口部分で、リブの鋭角側部分に隅切部を設けることで、その隅切部により、一の細溝から排出された水の、隣接リブの細溝への入り込みをより容易ならしめるとともに、上記鋭角側部分の、隣接面内での弾性変形に起因する、細溝の閉塞のおそれを排除し、また、鋭角側部分の存在に起因する偏摩耗の発生を防止することができる。
【0011】
そしてさらには、前記隅切部の深さを、細溝のそれより深くすることにより、細溝の消滅後にもなお、エッジ成分の確保を可能ならしめ、併せて、残存するサイプから主溝への円滑なる排水を確保することができる。
【0012】
ここで好ましくは、各細溝およびサイプを、それの延在途中の少なくとも一箇所で屈曲させ、これにより、タイヤへのスリップアングルの付与時における路面グリップ力を高める。
【0013】
このような空気入りタイヤにおいてより好ましくは、隣接するリブ内のそれぞれの細溝の相互を、それらの仮想延長線分上にほぼ位置させ、これによって、リブ内から排出した水を、主溝内に効率良く流動させることに加え、隣接するリブ内の細溝をも介して流動させて、踏面外への排水を、より一層迅速かつ円滑ならしめる。
【0014】
【発明の実施の形態】
以下にこの発明の実施の形態を図面に示すところに基づいて説明する。
図1は、この発明の一の実施形態を示すトレッドパターンの展開図である。
ここで、タイヤの内部補強構造は、一般的な重荷重用ラジアルタイヤのそれと同様であるので、図示は省略する。
【0015】
ここでは、トレッド踏面部に、周方向に直線状に連続して延びる4本の主溝1を設けて、それらの主溝間および、最も側端側に位置するショルダー主溝1とトレッド端との間のそれぞれに総計5本のリブ2を区画する。なお、ショルダー主溝1内には、図1(b)に主溝横断方向の断面図で示すように、トレッド踏面部の輪郭線に対して段下りをなし、リブ2から独立して周方向に連続する偏摩耗犠牲部3を設けることもでき、この偏摩耗犠牲部3は、タイヤへの荷重の作用時に、接地面内で路面にすべり接触して、トレッド踏面部に不可避的に生じる偏摩耗を、局部的に、しかもタイヤ性能に影響を及ぼすことなく封じ込めるべく機能する。
【0016】
またここでは、各リブ2に、主溝1よりはるかに浅い深さを有し、トレッド周方向に対して50〜70度の範囲の角度で延在する細溝4を周方向に間隔をおいて設けるとともに、各細溝4の溝底に、それに沿って延びるサイプ5を設ける。図1(c)は、センターリブとショルダーリブとの間の中間リブ2におけるそれらの横断面図であり、細溝4は、主溝1に比してはるかに狭い溝幅を有し、その溝底に設けたサイプ5の半径方向内端は、主溝1の溝底の半径方向位置とほぼ同等位置に達する。
【0017】
このような細溝4およびサイプ5にあって、センターリブ2に形成されたものは、その延在途中で、タイヤ赤道線に重なる中央部分6aと、この中央部分6aの両端から相互にほぼ平行に延在してそれぞれの主溝1に開口する直線状傾斜部分6bとを有してなり、また、中間リブ1に形成されたそれらは、リブ2の側端側に偏った山もしくは谷を具えるほぼ「ヘ」 字状またはそれの倒立形状を有し、その両端でそれぞれの主溝1に開口する。
【0018】
そして、ショルダーリブ2に設けた細溝4およびサイプ5は、それらの一端で主溝1に開口するとともに、リブ内にて終了する他端の近傍に、トレッド幅方向に近づく向きに屈曲した端部分を有してなる。
【0019】
ところで、このような屈曲部を有する細溝4およびサイプ5の、トレッド周方向に対する延在角度は、それらの各延在部分の、トレッド周方向に対する鋭角側の角度の平均値をもって表わすものとし、この場合、センターリブ2に設けた細溝4およびサイプ5の中央部分6aのように、トレッド周方向に延びる部分は、角度の測定対象から除外するものとする。
【0020】
さらに図示例では、隣接するリブ2のそれぞれの細溝4の相互を、それらの仮想延長線上にほぼ位置させ、また、細溝4の主溝1への開口部分で、リブ2の鋭角側部分に隅切部7を設け、より好ましくはその隅切部7の深さを、細溝4の深さより深くする。
【0021】
図2は、この発明の他の実施形態を示す図であり、これは中間リブ2に設けた細溝4およびサイプ5を、トレッド端側の主溝1だけに開口させるとともに、それの延在形態を、センターリブ2の直線状傾斜部分6bとほぼ平行をなす直線状としたものであり、その他のパターン構成は、先に述べたところと同様としたものである。
【0022】
このように構成してなる空気入りタイヤによれば、それぞれの細溝およびサイプが主溝に開口することで、先にも述べたように、細溝4から主溝1への迅速にして円滑な排水を実現してウェット性能を大きく向上させることができ、また、タイヤの摩耗に伴う細溝4の消滅後にもなお良好なウェット性能を確保することができる。その上、細溝4およびサイプ5の、トレッド周方向に対する角度を50〜70度の範囲とすることで、排水効率をさらに高めて、タイヤのウェット性能をより一層向上させることができる。
【0023】
そして、細溝4およびサイプ5のそれぞれを、延在途中の少なくとも一箇所で屈曲させた場合には、車両の旋回走行時の、トレッド幅方向の路面入力成分に対し、路面グリッブ力を有利に向上させることができ、また、隣接するリブのそれぞれの細溝の相互を、それらの仮想延長線分上にほぼ位置させた場合には、とくには、一の細溝から、隣接リブの細溝内への排水の流入を円滑ならしめて、排水効率をより高めることができる。
さらに、排水効率の向上は、隅切部7の形成によって一層顕著なものとなる。
【0024】
(実施例)
以下にこの発明の実施例を、ウェット路面上での制動性能および旋回性能との関連において説明する。
サイズが295/80 R22.5のタイヤに標準リムを組付けるとともに、単輪装着時の最高空気圧を充填した状態で実車走行を行い、制動性能については、初速度(40,60,80 km/h )を与え、ブレーキを踏んだ後、停車するまでにすべった距離を測定することにより評価し、また、旋回性能については、20〜30mの半径の円旋回を行ったときの、旋回タイム及び横加速度を測定することにより評価した。
【0025】
ここで、実施例タイヤ1は、図1に示すトレッドパターンを有するものとし、また、トレッド踏面幅を118.5mm、主溝幅を15.0および14.5mm、主溝深さを17.4mm、細溝幅を3.0mm、細溝深さを2.0mm、細溝底からのサイプ深さを13.1mmとするとともに、それぞれの細溝およびサイプの、トレッド周方向に対する角度を、センターリブで70度、中間リブで60度そしてショルダーリブで50度としたものである。
【0026】
実施例タイヤ2は、図2に示すトレッドパターンを有するものとし、中間リブの細溝およびサイプのトレッド周方向に対する角度を70度とした点を除き、寸法諸元を実施例タイヤ1と同一としたものである。
【0027】
また、比較タイヤは、図3に示すトレッドパターンを有するものとし、全ての細溝およびサイプを、リブ内で終了させた点において、実施例タイヤ1と構成を異にするものである。
【0028】
そして従来タイヤは、図4に示すトレッドパターンを有するものとした。なおここで、周方向主溝の幅および深さはそれぞれ13.5mmおよび14.7mmとした。
【0029】
これらの各タイヤの制動性能および旋回性能のそれぞれは、従来タイヤをコントロールとして指数評価したところ表1に示す通りとなった。
なお、表中の指数値は大きいほどすぐれた結果を示すものとした。
【0030】
【表1】
【0031】
【発明の効果】
前記実施例からも明らかなように、この発明によれば、細溝およびサイプの、トレッド周方向に対する角度を50〜70度の範囲とするとともに、それらの少なくとも一端を主溝に開口させ、また、細溝の、主溝への開口部分で、リブの鋭角側部分に隅切部を設け、そして、この隅切部の深さを、細溝より深くすることで、ウェット性能の著しい向上を実現することができ、また、細溝の消滅後においてなお、サイプの、主溝への開口下で、良好なウェット性能を確保することができる。
【図面の簡単な説明】
【図1】この発明の一の実施形態を示すトレッドパターン展開図である。
【図2】この発明の他の実施形態を示すトレッドパターン展開図である。
【図3】比較タイヤを示すトレッドパターン展開図である。
【図4】従来タイヤを示すトレッドパターン展開図である。
【符号の説明】
1 主溝
2 リブ
3 偏摩耗犠牲部
4 細溝
5 サイプ
6a 中央部分
6b 傾斜部分
7 隅切部[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a heavy-duty pneumatic tire suitable for use in trucks, buses, etc., and particularly to an improvement in its tread pattern, and realizes excellent wet performance.
[0002]
[Prior art]
As illustrated in FIG. 4, the rib type tread pattern of the heavy-duty pneumatic tire divides a plurality of
[0003]
However, in this pneumatic tire in which both ends of the sipe are terminated in the ribs, even if the wet performance can be improved based on the cutting of the water film by the sipe edge and the intake of water into the sipe, a large amount of water on the road surface can be expected. In other words, when water is taken into the sipe and a large amount of water remains on the road surface, it has not been possible to expect excellent wet performance.
[0004]
Therefore, an attempt is made to improve wet performance by forming a narrow groove with an opening width to the tread tread part of 2 to 3 mm and a depth of about 2 mm on the tread surface side portion of the sipe. Yes.
[0005]
[Problems to be solved by the invention]
In the proposed technology, although some improvement in wet performance is recognized, both the sipe and the narrow groove are finished in the rib without communicating with the main groove. In addition, there is a problem that the wet performance is inevitably lowered when the narrow groove disappears due to wear of the tread surface.
[0006]
The present invention was made as a result of studying as a subject to solve such problems of the prior art, and the object of the present invention is, of course, in the presence of narrow grooves It is to provide a heavy-duty pneumatic tire capable of ensuring excellent wet performance after disappearance of the tire.
[0007]
[Means for Solving the Problems]
The heavy-duty pneumatic tire of the present invention is formed on the tread tread surface portion and extends continuously in the circumferential direction, for example, five ribs are defined by four narrow grooves, and each of these ribs is far from the main groove. Provided with a narrow groove extending at an angle in the range of 50 to 70 degrees with respect to the tread circumferential direction, and forming a sipe extending along the groove bottom of each narrow groove, narrow grooves and sipes is opened at least at one end to the main groove Rutotomoni, at the opening of the main grooves of the thin groove, a corner cut portion is provided at an acute angle portion of the rib, from the thin groove depth of the corner cut portion It becomes deeper.
[0008]
In this pneumatic tire, by opening at least one end, preferably both ends, of the narrow groove and sipe into the main groove, smooth drainage from the narrow groove to the main groove is ensured, and the wet performance of the tire is greatly improved. In addition, after the disappearance of the narrow groove, the drainage from the sipe to the main groove is made smooth enough, and it is good until the end of wear of the tread part without the sensation of a sudden drop in wet performance. Wet performance can be ensured.
[0009]
Moreover, in this tire, each of the narrow groove and the sipe is extended at an angle in the range of 50 to 70 degrees with respect to the tread circumferential direction, so that the direction of water flow in the contact surface and the extension of the narrow groove Since the direction substantially coincides with the direction, further improvement in drainage performance can be realized. That is, when the angle is out of the range, the effect of improving the drainage performance is small.
[0010]
Moreover, in this tire, by providing a corner cut portion at the acute angle side portion of the rib at the opening portion of the narrow groove to the main groove, the adjacent rib of water discharged from one narrow groove by the corner cut portion. , And the risk of blockage of the narrow groove due to elastic deformation in the adjacent surface of the acute angle side portion is eliminated, and also due to the presence of the acute angle side portion. Generation of uneven wear can be prevented.
[0011]
Furthermore, by making the depth of the corner cut portion deeper than that of the narrow groove, it becomes possible to secure the edge component even after the narrow groove disappears, and from the remaining sipe to the main groove. Smooth drainage can be ensured.
[0012]
Here, preferably, each narrow groove and sipe are bent at at least one point in the course of its extension, thereby increasing the road surface grip force when a slip angle is applied to the tire.
[0013]
In such a pneumatic tire, more preferably, the respective narrow grooves in the adjacent ribs are positioned substantially on their virtual extension line segments, so that water discharged from the ribs is allowed to flow in the main grooves. In addition to making it flow efficiently, it also flows through the narrow groove in the adjacent rib, so that the drainage outside the tread surface can be made even faster and smoother.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below based on the drawings.
FIG. 1 is a developed view of a tread pattern showing one embodiment of the present invention.
Here, since the internal reinforcement structure of the tire is the same as that of a general heavy-duty radial tire, the illustration thereof is omitted.
[0015]
Here, the tread tread surface portion is provided with four main grooves 1 continuously extending linearly in the circumferential direction, and the shoulder main groove 1 and the tread end located between the main grooves and on the most side end side. A total of five ribs 2 are defined in each of the spaces. In the shoulder main groove 1, as shown in the cross-sectional view in the main groove crossing direction in FIG. 1 (b), the shoulder main groove 1 is stepped down with respect to the contour line of the tread surface and is circumferentially independent from the rib 2. The uneven wear
[0016]
Further, here, each rib 2 has a depth much shallower than that of the main groove 1 and the narrow grooves 4 extending at an angle in the range of 50 to 70 degrees with respect to the tread circumferential direction are spaced apart in the circumferential direction. And a sipe 5 extending along the bottom of each narrow groove 4 is provided. FIG. 1 (c) is a cross-sectional view of those in the intermediate rib 2 between the center rib and the shoulder rib. The narrow groove 4 has a groove width much narrower than that of the main groove 1, The radially inner end of the sipe 5 provided at the groove bottom reaches a position substantially equal to the radial position of the groove bottom of the main groove 1.
[0017]
In the narrow groove 4 and the sipe 5 formed in the center rib 2, the central portion 6 a that overlaps the tire equator line in the middle of the extension and the both ends of the central portion 6 a are substantially parallel to each other. And the straight inclined portions 6b that open to the respective main grooves 1 and that are formed on the intermediate ribs 1 are formed with uneven peaks or valleys on the side end sides of the ribs 2. It has a substantially “H” shape or an inverted shape thereof, and opens into each main groove 1 at both ends thereof.
[0018]
The narrow groove 4 and the sipe 5 provided in the shoulder rib 2 open to the main groove 1 at one end thereof, and are bent in the vicinity of the other end ending in the rib so as to approach the tread width direction. It has a part.
[0019]
By the way, the extending angle of the narrow groove 4 and the sipe 5 having such a bent portion with respect to the tread circumferential direction is expressed by an average value of the angles of the respective extending portions on the acute angle side with respect to the tread circumferential direction, In this case, portions extending in the tread circumferential direction, such as the narrow groove 4 provided in the center rib 2 and the central portion 6a of the sipe 5, are excluded from the measurement target of the angle.
[0020]
Further, in the illustrated example, the respective narrow grooves 4 of the adjacent ribs 2 are positioned substantially on their virtual extension lines, and the acute angle side portion of the rib 2 is the opening portion of the narrow groove 4 to the main groove 1. Is provided with a corner cut portion 7, and more preferably, the depth of the corner cut portion 7 is made deeper than the depth of the narrow groove 4.
[0021]
FIG. 2 is a view showing another embodiment of the present invention, in which the narrow groove 4 and the sipe 5 provided in the intermediate rib 2 are opened only in the main groove 1 on the tread end side and the extension thereof is performed. The form is a straight line that is substantially parallel to the straight inclined portion 6b of the center rib 2, and the other pattern configuration is the same as described above.
[0022]
According to the pneumatic tire configured as described above, each of the narrow grooves and sipes open to the main groove, and as described above, the narrow groove 4 to the main groove 1 can be quickly and smoothly performed. Therefore, it is possible to significantly improve the wet performance and to ensure a good wet performance even after the narrow grooves 4 are removed due to tire wear. In addition, the drainage efficiency can be further improved and the wet performance of the tire can be further improved by setting the angle of the narrow groove 4 and the sipe 5 with respect to the tread circumferential direction in the range of 50 to 70 degrees.
[0023]
When each of the narrow groove 4 and the sipe 5 is bent at at least one point in the middle of the extension, the road surface grip force is advantageously applied to the road surface input component in the tread width direction when the vehicle is turning. In addition, when the respective narrow grooves of the adjacent ribs are substantially located on their virtual extension line segments, in particular, from one narrow groove to the narrow groove of the adjacent rib. The drainage efficiency can be further increased by smoothing the inflow of drainage into the interior.
Furthermore, the improvement in drainage efficiency becomes even more remarkable by the formation of the corner cut portions 7.
[0024]
(Example)
Embodiments of the present invention will be described below in relation to braking performance and turning performance on a wet road surface.
A standard rim is assembled to a tire with a size of 295/80 R22.5, and the vehicle is driven with the maximum air pressure when a single wheel is installed. The braking performance is set to the initial speed (40, 60, 80 km / h), and the evaluation was made by measuring the distance slipped until the vehicle stopped after stepping on the brake, and the turning performance was determined by the turning time and the turning time when a circular turning with a radius of 20 to 30 m was performed. Evaluation was made by measuring the lateral acceleration.
[0025]
Here, the Example tire 1 has the tread pattern shown in FIG. 1, and the tread surface width is 118.5 mm, the main groove widths are 15.0 and 14.5 mm, and the main groove depth is 17.4 mm. The narrow groove width is 3.0 mm, the narrow groove depth is 2.0 mm, the sipe depth from the narrow groove bottom is 13.1 mm, and the angle of each narrow groove and sipe with respect to the tread circumferential direction is The rib is 70 degrees, the intermediate rib is 60 degrees, and the shoulder rib is 50 degrees.
[0026]
The example tire 2 has the tread pattern shown in FIG. 2 and has the same dimensions as the example tire 1 except that the angle between the narrow groove of the intermediate rib and the sipe circumferential direction is 70 degrees. It is a thing.
[0027]
Further, the comparative tire has the tread pattern shown in FIG. 3 and is different from the tire of Example 1 in that all the narrow grooves and sipes are terminated in the ribs.
[0028]
And the conventional tire shall have the tread pattern shown in FIG. Here, the width and depth of the circumferential main groove were 13.5 mm and 14.7 mm, respectively.
[0029]
The braking performance and turning performance of each of these tires were as shown in Table 1 when index evaluation was performed using the conventional tire as a control.
It should be noted that the greater the index value in the table, the better the result.
[0030]
[Table 1]
[0031]
【The invention's effect】
Wherein as is clear from the examples, according to the present invention, the fine grooves and sipes, with the range of angle 50 to 70 degrees with respect to the tread circumferential direction, are opened their at least one end to the main groove, also , the narrow groove, at the opening portion of the main groove, a corner cut portion is provided at an acute angle portion of the rib and the depth of the corner cut portion, in deeper to Rukoto than the thin groove, a significant improvement in the wet performance In addition, it is possible to ensure a good wet performance under the opening of the sipe into the main groove even after the narrow groove has disappeared.
[Brief description of the drawings]
FIG. 1 is a development view of a tread pattern showing an embodiment of the present invention.
FIG. 2 is a development view of a tread pattern showing another embodiment of the present invention.
FIG. 3 is a development view of a tread pattern showing a comparative tire.
FIG. 4 is a development view of a tread pattern showing a conventional tire.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Main groove 2
Claims (3)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP23824297A JP3813709B2 (en) | 1997-09-03 | 1997-09-03 | Heavy duty pneumatic tire |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP23824297A JP3813709B2 (en) | 1997-09-03 | 1997-09-03 | Heavy duty pneumatic tire |
Publications (2)
Publication Number | Publication Date |
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JPH1178433A JPH1178433A (en) | 1999-03-23 |
JP3813709B2 true JP3813709B2 (en) | 2006-08-23 |
Family
ID=17027270
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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JP23824297A Expired - Fee Related JP3813709B2 (en) | 1997-09-03 | 1997-09-03 | Heavy duty pneumatic tire |
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JP (1) | JP3813709B2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20180264892A1 (en) * | 2017-03-16 | 2018-09-20 | Sumitomo Rubber Industries, Ltd. | Tire |
Families Citing this family (27)
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JP2000168317A (en) * | 1998-12-09 | 2000-06-20 | Bridgestone Corp | Pneumatic tire |
JP2001063316A (en) * | 1999-09-01 | 2001-03-13 | Bridgestone Corp | Pneumatic tire |
JP4138688B2 (en) * | 2004-03-25 | 2008-08-27 | 住友ゴム工業株式会社 | Pneumatic tire |
JP2006347346A (en) * | 2005-06-15 | 2006-12-28 | Bridgestone Corp | Pneumatic tire |
JP4785440B2 (en) * | 2005-06-22 | 2011-10-05 | 株式会社ブリヂストン | Pneumatic tire |
US20100154951A1 (en) * | 2006-01-17 | 2010-06-24 | Bridgestone Corporation | Pneumatic tire |
JP4488055B2 (en) | 2007-11-02 | 2010-06-23 | 横浜ゴム株式会社 | Pneumatic tire |
JP2010111219A (en) * | 2008-11-05 | 2010-05-20 | Bridgestone Corp | Tire |
FR2997043B1 (en) * | 2012-10-24 | 2015-04-24 | Michelin & Cie | EVOLUTIVE ROLLER |
JP5798579B2 (en) * | 2013-02-06 | 2015-10-21 | 住友ゴム工業株式会社 | Heavy duty pneumatic tire |
JP6173895B2 (en) * | 2013-12-04 | 2017-08-02 | 東洋ゴム工業株式会社 | Pneumatic tire |
FR3014747B1 (en) * | 2013-12-13 | 2015-12-11 | Michelin & Cie | ADVANCED TIRE ROLLER FOR TIRES |
JP6366525B2 (en) * | 2015-02-27 | 2018-08-01 | 東洋ゴム工業株式会社 | Pneumatic tire |
JP6450221B2 (en) * | 2015-03-05 | 2019-01-09 | 住友ゴム工業株式会社 | Pneumatic tire |
JP6374819B2 (en) * | 2015-03-27 | 2018-08-15 | 住友ゴム工業株式会社 | Pneumatic tire |
DE102015205718A1 (en) * | 2015-03-30 | 2016-10-06 | Continental Reifen Deutschland Gmbh | Vehicle tires |
JP2017024661A (en) * | 2015-07-27 | 2017-02-02 | 横浜ゴム株式会社 | Pneumatic tire |
DE102016117816A1 (en) * | 2015-10-06 | 2017-04-06 | Toyo Tire & Rubber Co., Ltd. | tire |
RU2689889C1 (en) * | 2015-11-12 | 2019-05-29 | Бриджстоун Корпорейшн | Tire |
BR112019002573B1 (en) * | 2016-08-08 | 2022-12-06 | Bridgestone Bandag, Llc | TIRE; TREADMILL STANDARD AND METHOD TO INCREASE RESISTANCE TO PULLING OFF AND CRACKING OF A TIRE TREAD |
US11407257B2 (en) | 2017-09-06 | 2022-08-09 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
JP6652220B2 (en) * | 2018-02-07 | 2020-02-19 | 横浜ゴム株式会社 | Pneumatic tire |
JP7068073B2 (en) * | 2018-06-29 | 2022-05-16 | Toyo Tire株式会社 | Pneumatic tires |
JP7225865B2 (en) * | 2019-02-05 | 2023-02-21 | 住友ゴム工業株式会社 | tire |
JP7298381B2 (en) * | 2019-08-08 | 2023-06-27 | 横浜ゴム株式会社 | pneumatic tire |
JP7136169B2 (en) * | 2020-11-20 | 2022-09-13 | 横浜ゴム株式会社 | tire |
EP4363245A1 (en) * | 2021-06-29 | 2024-05-08 | Compagnie Generale Des Etablissements Michelin | Tread with a u-shaped sipe |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
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JPH0680002A (en) * | 1992-09-01 | 1994-03-22 | Yokohama Rubber Co Ltd:The | Heavy load pneumatic radial tire |
IT1276320B1 (en) * | 1994-02-22 | 1997-10-28 | Pirelli | TIRE FOR MEDIUM / HEAVY TRANSPORT VEHICLES WITH UNIVERSAL TYPE TREAD |
JP2966760B2 (en) * | 1995-04-18 | 1999-10-25 | 住友ゴム工業株式会社 | Heavy duty tire |
JPH09188110A (en) * | 1996-01-11 | 1997-07-22 | Bridgestone Corp | Pneumatic radial tire for heavy load |
JP3136101B2 (en) * | 1996-09-19 | 2001-02-19 | 住友ゴム工業株式会社 | Pneumatic tire |
-
1997
- 1997-09-03 JP JP23824297A patent/JP3813709B2/en not_active Expired - Fee Related
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20180264892A1 (en) * | 2017-03-16 | 2018-09-20 | Sumitomo Rubber Industries, Ltd. | Tire |
US10675917B2 (en) * | 2017-03-16 | 2020-06-09 | Sumitomo Rubber Industries, Ltd. | Tire |
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JPH1178433A (en) | 1999-03-23 |
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