JPH01309806A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH01309806A JPH01309806A JP63138564A JP13856488A JPH01309806A JP H01309806 A JPH01309806 A JP H01309806A JP 63138564 A JP63138564 A JP 63138564A JP 13856488 A JP13856488 A JP 13856488A JP H01309806 A JPH01309806 A JP H01309806A
- Authority
- JP
- Japan
- Prior art keywords
- groove
- tire
- main groove
- main
- depth
- 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.)
- Pending
Links
- 230000014509 gene expression Effects 0.000 abstract 2
- 230000000052 comparative effect Effects 0.000 description 6
- 238000011156 evaluation Methods 0.000 description 3
- 238000005299 abrasion Methods 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
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
- B60C11/0318—Tread patterns irregular patterns with particular pitch sequence
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、ショルダー領域にブロックパターンを設けた
タイヤにおいて、操縦安定性、乗り心地性能を確保また
は向上し、騒音、特にピッチノイズを低減した空気入り
タイヤ（以下、タイヤという）に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention provides a tire having a block pattern in the shoulder region, which secures or improves steering stability and ride comfort, and reduces noise, especially pitch noise. It relates to pneumatic tires (hereinafter referred to as tires).
従来、ショルダー領域にブロックパターンを形成したタ
イヤ、たとえば第２図に示すショルダーブロックパター
ンを有するタイヤにおいて、該ブロックが細い溝で分断
されている場合は、垂直荷重により圧縮され、押し潰さ
れてブロックが相互に接触し、剛性的には一体化する。Conventionally, in a tire with a block pattern formed in the shoulder region, for example, in a tire with the shoulder block pattern shown in Fig. 2, when the blocks are divided by thin grooves, the blocks are compressed and crushed by a vertical load. contact each other and become rigidly integrated.
しかしタイヤ周方向主溝１．２と副ａ３．４とが交差す
る点における４つのブロック５のブロックエツジ部分（
斜線部分）は、剛性的に独立しており、通常の独立した
ブロックに比較して、ブロックエツジ部分とその他の部
分との剛性差が大゛きく、偏摩耗を生じ易いし、この偏
摩耗が発生するとブロックが互いに隣接しているために
目立ち易い。However, the block edge portions of the four blocks 5 at the intersection of the tire circumferential main groove 1.2 and the sub a3.4 (
The shaded areas) are independent in terms of rigidity, and compared to a normal independent block, there is a large difference in rigidity between the block edge and other parts, which tends to cause uneven wear. When it occurs, it is easily noticeable because the blocks are adjacent to each other.
そこで、このようなショルダーブロックパターンのタイ
ヤの偏摩耗を防止するため、たとえば前記ブロックエツ
ジ部分の主溝と副溝の溝底を第３図Ａの斜線部に示すよ
うに部分的に浅くし・該ブロックエツジ部分の剛性を強
化し、かつ均一化することが考えられる。しかし、前記
ブロックエツジ部分の溝底を部分的に浅くすると、該タ
イヤのショルダ一部が摩耗していった場合第３図Ｂに示
す通り、浅溝化した部分が該タイヤショルダ一部接地面
に露出し、周方向に連続した主溝が独立した溝Ｐに変わ
り、接地時にこの独立した溝に空気が圧縮されて、過大
のエアーボンピング音を発生させることになり、騒音性
能の上で好ましいことではなかった。Therefore, in order to prevent uneven wear of tires with such a shoulder block pattern, for example, the groove bottoms of the main groove and the minor groove at the block edge portion are partially made shallow as shown in the shaded area in FIG. 3A. It is conceivable to strengthen and equalize the rigidity of the block edge portion. However, if the groove bottom of the block edge portion is partially made shallow, when a part of the shoulder of the tire wears out, as shown in FIG. exposed to the ground, the main groove continuous in the circumferential direction changes to an independent groove P, and air is compressed into this independent groove when it touches the ground, generating excessive air bombing noise, resulting in poor noise performance. It wasn't a good thing.
本発明の目的は、上記ショルダーブロックパターンを有
するタイヤの操縦安定性、乗り心地性を維持、向上し、
騒音性能を悪化させることなく、耐偏摩耗性を向上した
空気入りタイヤを提供することである。An object of the present invention is to maintain and improve the steering stability and ride comfort of a tire having the shoulder block pattern,
To provide a pneumatic tire with improved uneven wear resistance without deteriorating noise performance.
本発明は、タイヤ踏面の最外側に配置したタイヤ周方向
に延びる太い主溝、この太い主溝とタイヤ接地端との間
に配置したタイヤ周方向に延びる少なくとも１つの細い
主溝、この細い主溝を横切って前記太い主溝と接地端を
繋ぐ副溝とから構成されたショルダーパターンを有し、
前記細い主溝の溝底および前記副溝の溝底の一部を次式
（１） 、 （２） 、 （３） 、 （４）および（
５）で規定される範囲内で浅溝化したことを特徴とする
。The present invention provides a thick main groove extending in the circumferential direction of the tire disposed on the outermost side of the tire tread, at least one thin main groove extending in the circumferential direction of the tire disposed between the thick main groove and the tire ground contact edge, and the thin main groove extending in the circumferential direction of the tire. It has a shoulder pattern composed of a minor groove that crosses the groove and connects the thick main groove and the grounding end,
The groove bottom of the narrow main groove and a part of the groove bottom of the sub-groove are expressed by the following equations (1), (2), (3), (4) and (
It is characterized by having a shallow groove within the range specified in 5).
（１） ０．１ｇ＋ ＜ｆ、＜ ０．３５ｇ１（２）
０．１ｇｚ ＜ｆｚ＜ ０．３５ｇ２（３）
０．．４０ａ ：５ ｂ＋ ≦０．８５ａ（４） ０
．４０ａ ＜ ｂｚ≦０．８５ａ（５） ０．４０ａ
＜ ｃ ≦０．８５ａ但し、上式中、
ｇｌは前記太い主溝のショルダー側溝端から細い主溝の
センター側溝端までの長さ、
ｇ２は前記細い主溝のショルダー側溝端から接地端まで
の長さ、
ｆ、はセンター側に浅溝化された前記副溝の長さ、
ｆ２はショルダー側に浅溝化された前記副溝の長さ、
ａ は太い主溝の溝深さ、
ｂ、はセンター側に浅溝化された前記副溝の溝深さ、
ｂ２はショルダー側に浅溝化された副溝の溝深さ、
Ｃは前記細い主溝の溝深さを示す。(1) 0.1g+ <f, < 0.35g1 (2)
0.1gz <fz< 0.35g2 (3)
0. ．． 40a :5 b+ ≦0.85a(4) 0
．． 40a < bz≦0.85a (5) 0.40a
< c ≦ 0.85a However, in the above formula, gl is the length from the shoulder side groove end of the thick main groove to the center side groove end of the thin main groove, and g2 is the length from the shoulder side groove end of the thin main groove to the ground contact end. The length, f, is the length of the minor groove shallowed on the center side, f2 is the length of the minor groove shallowed on the shoulder side, a is the groove depth of the thick main groove, b, represents the groove depth of the sub-groove shallowed on the center side, b2 represents the groove depth of the sub-groove shallowed on the shoulder side, and C represents the groove depth of the thin main groove.
そして、タイヤの接地中、溝巾、溝深さ等は、ＪＡＴＭ
Ａに規定する正規の空気内圧、荷重における値である。While the tire is in contact with the ground, the groove width, groove depth, etc. are determined by JATM.
This is the value at the normal air pressure and load specified in A.
以下、図面に基づいて本発明のタイヤを詳細に説明する
。Hereinafter, the tire of the present invention will be explained in detail based on the drawings.
第１図Ａは、本発明のタイヤのトレッドパターンの１例
を示す平面図、第１図Ｂは第１図Ａの丸印部分における
ショルダーブロックパターンの拡大平面図、第１図Ｃは
このショルダーブロック部分のラジアル方向断面図であ
る。図に示すように、本発明タイヤのトレッドパターン
は、タイヤ周方向に延びる太い主？ａ １とこの太い主
溝１に沿って配置された該太い主溝よりも溝巾の小さい
主溝、すなわち細い主溝２、これら太い主溝１、細い主
溝２を横切る副溝３．４およびこれらの太い主溝１、細
い主溝２、副溝３．４により区画されるブロック５から
なり、そのショルダ一部分は、第１図Ｂに示すように、
タイヤ踏面の最外側に位置するタイヤ周方向に延びる太
い主溝１、この太い主溝１とタイヤ接地端Ｅとの間に設
けた少なくとも１つのタイヤ周方向に延びる細い主溝２
、この細い主溝２を横切って前記太い主溝１と接地端Ｅ
を繋ぐ副溝３および４からなっている。FIG. 1A is a plan view showing an example of the tread pattern of the tire of the present invention, FIG. 1B is an enlarged plan view of the shoulder block pattern at the circled part in FIG. 1A, and FIG. FIG. 3 is a radial cross-sectional view of a block portion. As shown in the figure, the tread pattern of the tire of the present invention has a thick main tread pattern extending in the circumferential direction of the tire. a 1, a main groove with a smaller groove width than the thick main groove arranged along this thick main groove 1, that is, a thin main groove 2, and a sub groove 3.4 that crosses the thick main groove 1 and the thin main groove 2. It consists of a block 5 defined by these thick main grooves 1, thin main grooves 2, and sub-grooves 3.4, and a part of the shoulder thereof is as shown in FIG. 1B.
A thick main groove 1 extending in the tire circumferential direction located at the outermost side of the tire tread, and at least one thin main groove 2 extending in the tire circumferential direction provided between the thick main groove 1 and the tire ground contact edge E.
, the thick main groove 1 and the grounding end E cross this thin main groove 2.
It consists of minor grooves 3 and 4 that connect the.
なお、Ｗはタイヤの接地領域を示す。Note that W indicates the ground contact area of the tire.
そして本発明においては、上記ショルダ一部分に配置し
た細い主溝２の溝底および副溝３．４の溝底の一部を前
記式（１） 、 （２） 、 （３） 、 （４）およ
び（５）で規定される範囲内で浅溝化することが重要で
ある。In the present invention, the groove bottom of the narrow main groove 2 and a part of the groove bottom of the sub-groove 3.4 arranged in a part of the shoulder are expressed by the above formulas (1), (2), (3), (4) and It is important to make the groove shallow within the range specified in (5).
すなわち、まず、本発明タイヤのショルダー部の細い主
溝２の溝深さ（ｃ）は、式（５）で規定される通り、太
い主溝１の溝深さａの４０′１〜８５χの溝深さになる
ように、タイヤ周方向全長にわたって浅溝化される。ま
たこの細い主′ａ２を横切る副溝３と副溝４は、式（１
）に規定されるように、前記太い主溝１のショルダー側
溝縁辺部から該細い主溝２のタイヤセンター側溝縁辺部
までの長さ（ｇｌ）の０．１倍を超え、０．３５倍未満
の長さ（ｒｔ）および式（２）で規定されるように、該
細い主溝２のショルダー側溝縁辺部から接地端部Ｅまで
の長さ（ｇ２）の０．１倍を超え、０．３５倍未満の長
さ（ｆ２）にわたって浅溝化されるのである。そして、
この副溝３．４の浅溝化される範囲（長さ）０＋）およ
び（ｆ２）における溝深さは、式（３）および（４）で
規定れるように、太い主溝の溝深さ（ａ）の４０％以上
、８５χ未満であることが必要である。That is, first, the groove depth (c) of the narrow main groove 2 in the shoulder portion of the tire of the present invention is equal to the groove depth a of the thick main groove 1 from 40'1 to 85χ, as defined by equation (5). The grooves are made shallow over the entire circumferential length of the tire so that the groove depth is the same. Also, the sub grooves 3 and 4 that cross this narrow main 'a2 are calculated by the formula (1
), more than 0.1 times and less than 0.35 times the length (gl) from the shoulder side groove edge of the thick main groove 1 to the tire center side groove edge of the thin main groove 2. As defined by the length (rt) and formula (2), exceeds 0.1 times the length (g2) of the narrow main groove 2 from the shoulder side groove edge to the ground contact end E, and 0. The groove is shallowed over a length (f2) less than 35 times. and,
The groove depth in the shallowed range (length) 0+) and (f2) of this minor groove 3.4 is the groove depth of the thick main groove, as defined by equations (3) and (4). It is necessary that it is 40% or more of (a) and less than 85χ.
なお、太い主溝１の溝巾（ａ）は細い主溝２の溝巾（ｄ
３）よりも大きく、また副溝は、溝巾が全て同一である
必要はなく、溝巾（ｅ＋＋ｅｚ）の大きい副溝３ （以
下、太い副溝という）、溝巾（ｄ、。Note that the groove width (a) of the thick main groove 1 is the same as the groove width (d) of the narrow main groove 2.
3), and the sub-grooves do not all have to have the same groove width, such as the sub-groove 3 having a large groove width (e++ez) (hereinafter referred to as a thick sub-groove), and the groove width (d).
ｄ、）の小さい副溝４（以下、細い副溝という）が設け
られていてもよい。A small sub-groove 4 (hereinafter referred to as a thin sub-groove) may be provided.
太い主溝１の溝巾（ａ）は特に限定されるものではなく
、各種タイヤに形成される主溝の巾、たとえば、８〜１
２ＩＩＩＩＩ＋の範囲内で適宜選択される。The groove width (a) of the thick main groove 1 is not particularly limited, and may be the same as the width of main grooves formed in various tires, for example, 8 to 1.
It is appropriately selected within the range of 2III+.
そして、トレンドパターンも第１図Ａに示すものに限定
されるものではなく、タイヤ踏面の最外側に位置する太
い主溝１とタイヤ接地端Ｅとの間に、少なくとも１本の
細い主溝２を有５、この細い主溝２を横切って前記太い
主溝１と接地端Ｅとを繋ぐ太い副溝３と細い副溝４とが
タイヤ周方向に交互に配置されたものであればよい。ま
た、本発明タイヤのタイヤセンター領域のパターンも特
に限定されるものではなく、各種のパターンを形成する
ことが可能である。The trend pattern is not limited to the one shown in FIG. 5, thick sub-grooves 3 and thin sub-grooves 4 which connect the thick main groove 1 and the ground contact edge E across the thin main groove 2 are arranged alternately in the tire circumferential direction. Further, the pattern of the tire center region of the tire of the present invention is not particularly limited, and various patterns can be formed.
第４図および第５図に、本発明タイヤのトレッドパター
ンの他の例を示した。4 and 5 show other examples of the tread pattern of the tire of the present invention.
本発明タイヤにおいて、上記（１）〜（５）式の関係が
満足されてはじめて、本発明の目的とする、ショルダー
ブロックパターンを有するタイヤの操縦安定性を確保し
て、乗り心地性、耐偏摩耗性の改良された、騒音特性の
良好なタイヤが得られる理由は、以下の実施例および比
較例により明らかにする通りである。In the tire of the present invention, only when the relationships (1) to (5) above are satisfied can the handling stability of the tire having a shoulder block pattern, which is the object of the present invention, be ensured, and ride comfort and anti-bias The reason why a tire with improved abrasion resistance and good noise characteristics can be obtained will be clarified by the following Examples and Comparative Examples.
実施例および比較例中、騒音性能（パターンノイズ）、
偏摩耗性能、乗り心地性能、操縦安定性は、３０００ｃ
ｃの国産車両に、１６ Ｘ ７ＪＪのリムを使用して空
気圧が２．２Ｋｇ／ｃｍ”、タイヤサイズが２２５１５
０Ｒ１６のタイヤを装着し、同一条件下に走行し、パタ
ーンノイズ、乗り心地性能および操縦安定性については
、ドライバーによるフィーリング評価により判定した。In the examples and comparative examples, noise performance (pattern noise),
Uneven wear performance, ride comfort performance, and handling stability are 3000c.
C domestic vehicle uses 16 x 7JJ rims, air pressure is 2.2Kg/cm", and tire size is 22515.
The vehicle was equipped with 0R16 tires and traveled under the same conditions, and pattern noise, ride comfort performance, and steering stability were determined by feeling evaluation by the driver.
また、偏摩耗性能は、６０００Ｋｍ走行後のタイヤ。Also, uneven wear performance is for tires after running 6000km.
の周方向段差量を測定して評価した。Evaluation was made by measuring the amount of step in the circumferential direction.
実施例１．２、比較例１〜５
第１図に示すトレンドパターンを有するタイヤおいて、
前記式（１）〜（５）におけるｆｒ 、ｆｚ、ａ ％
１ｅｔｓ ｂｔおよびＣをそれぞれ、表１に示す通り変
更したタイヤを作成した。Example 1.2, Comparative Examples 1 to 5 In tires having the trend pattern shown in FIG.
fr, fz, a% in the above formulas (1) to (5)
Tires were created in which 1ets bt and C were changed as shown in Table 1.
但し、ｇ、は’１２ｍｍ ％ ｇｇは１８ｍｎ＋ 、太
い主溝の溝深さ（ａ）は８ｍｍ、細い主溝の巾（ｄ、）
は２ｍｍとした。However, g is 12mm% gg is 18mm+, the depth of the thick main groove (a) is 8mm, and the width of the thin main groove (d)
was set to 2 mm.
これら溝の浅溝化の寸法の相違するタイヤについて、パ
ターンノイズ、偏摩耗性能、乗り心地性、操縦安定性を
評価し、表２に示す結果を得た。Pattern noise, uneven wear performance, riding comfort, and steering stability were evaluated for tires with different shallow groove dimensions, and the results shown in Table 2 were obtained.
なお、表２の結果は、タイヤＡの評価結果を基準（１０
０）とし、指数で表示した。The results in Table 2 are based on the evaluation results of Tire A (10
0) and expressed as an index.
（以下、余白）
表 １
（表１中の各欄内の数値の単位は、全てｍｍである。）
表２
（表２中の各欄内の数値は全て指数値である。）表２か
ら、上記式（１）〜（５）の関係を満足する本発明のタ
イヤＣ，Ｄは、乗り心地性能がやや低下するものの、細
い主溝２、太い副溝３および細い副溝４を浅溝化してい
ない従来タイヤＡに比較して、騒音特性、耐偏摩耗性お
よび操縦安定性において良好な性能を保有している。(The following is a margin.) Table 1 (The units of the numerical values in each column in Table 1 are all mm.) Table 2 (The numerical values in each column in Table 2 are all index values.) From Table 2 , tires C and D of the present invention that satisfy the relationships of the above formulas (1) to (5) have a slightly reduced ride comfort performance, but the thin main groove 2, the thick sub-groove 3, and the thin sub-groove 4 are replaced by shallow grooves. It has better performance in terms of noise characteristics, uneven wear resistance, and handling stability than the conventional tire A, which has not been modified.
これに対して、太い主溝１の溝深さａの８５％まで浅溝
化した比較タイヤＢは、従来タイヤと殆ど変わらないし
、太い副溝３の溝巾（ｅ＋、ｅｚ）と細い副溝４の溝巾
（ａｔ、ａｚ）を同じにし、独立したブロックパターン
の比較タイヤＥ（浅溝化していない）、Ｆ（浅溝化して
いる）はいずれも、操縦安定性が低下している。さらに
式（１）および（２）で規定される太い副溝３および細
い副溝４の浅溝化の長さ（ｆ＋、ｆｚ）が小さくて、本
発明の規定範囲を満足していない比較タイヤＧは、耐摩
耗性能の改良が認められない。On the other hand, comparative tire B, in which the groove depth of the thick main groove 1 was made shallow to 85% of the groove depth a, is almost the same as the conventional tire, and the groove width (e+, ez) of the thick minor groove 3 and the thin minor groove are almost the same as the conventional tire. Comparative tires E (without shallow grooves) and F (with shallow grooves), which have the same groove widths (at, az) of No. 4 and have independent block patterns, both have lower steering stability. Furthermore, the comparative tire does not satisfy the specified range of the present invention because the shallowing length (f+, fz) of the thick sub-groove 3 and the thin sub-groove 4 defined by formulas (1) and (2) is small. In G, no improvement in wear resistance was observed.
本発明によれば、特定のショルダーブロックパターンを
有する空気入りタイヤのタイヤ周方向に延びる溝巾の細
い主溝、この細い主溝を横切り、ショルダー側最外層に
位置する太い主溝とタイヤの接地端を繋ぐ溝巾を異にす
る２種類の副溝の溝深さを、該太い主溝の溝深さを基準
にして特定範囲内まで浅溝化することにより、前記タイ
ヤの乗り心地性を実質的に損なうことなしに、耐摩耗性
、騒音特性を大幅に向上し、かつ操縦安定性を改良する
ことができる。According to the present invention, a pneumatic tire having a specific shoulder block pattern has a narrow main groove extending in the tire circumferential direction, a thick main groove that crosses the narrow main groove and is located in the outermost layer on the shoulder side, and the tire contacts the ground. The ride comfort of the tire is improved by shallowing the groove depth of two types of sub-grooves with different groove widths connecting the ends to within a specific range based on the groove depth of the thick main groove. It is possible to significantly improve wear resistance, noise characteristics, and improve handling stability without substantial loss.
第１図Ａは本発明のタイヤのトレッドパターンの１例を
示す平面図、第１図Ｂは第１部Ａの丸印部分の拡大平面
図、第１図Ｃは第１図Ｂの断面図、第２図は従来のショ
ルダーブロックパターンの１例を示す部分平面図、第３
図Ａは浅溝化したショルダーブロックパターンの例を示
す部分平面図、第３図Ｂは第３図Ａのショルダーブロッ
クパターンが摩耗した状態を示す部分平面図、第４図お
よび第５図は本発明タイヤのトレッドパターンの他の態
様を示す平面図である。
■・・・太い主溝、２・・・細い主溝、３．４・・・副
溝、５・・・ブロック、Ｅ・・・接地端。
第２図
第３図（Ａ） 第３図（Ｂ）区
派FIG. 1A is a plan view showing an example of the tread pattern of the tire of the present invention, FIG. 1B is an enlarged plan view of the circled portion of Part 1A, and FIG. 1C is a sectional view of FIG. 1B. , Fig. 2 is a partial plan view showing an example of a conventional shoulder block pattern, and Fig. 3 is a partial plan view showing an example of a conventional shoulder block pattern.
Figure A is a partial plan view showing an example of a shoulder block pattern with shallow grooves, Figure 3B is a partial plan view showing a worn state of the shoulder block pattern in Figure 3A, and Figures 4 and 5 are FIG. 3 is a plan view showing another aspect of the tread pattern of the invention tire. ■... Thick main groove, 2... Thin main groove, 3.4... Minor groove, 5... Block, E... Grounding end. Figure 2 Figure 3 (A) Figure 3 (B) Ward group
Claims (1)
い主溝、この太い主溝とタイヤ接地端との間に配置した
タイヤ周方向に延びる少なくとも１つの細い主溝、この
細い主溝を横切って前記太い主溝と接地端を繋ぐ副溝と
から構成されたショルダーパターンを有し、前記細い主
溝の溝底および前記副溝の溝底の一部を次式（１）、（
２）、（３）、（４）および（５）で規定される範囲内
で浅溝化したことを特徴とする空気入りタイヤ。 （１）０．１ｇ＿１＜ｆ＿１＜０．３５ｇ＿１（２）０
．１ｇ＿２＜ｆ＿２＜０．３５ｇ＿２（３）０．４０ａ
≦ｂ＿１≦０．８５ａ （４）０．４０ａ＜ｂ＿２≦０．８５ａ （５）０．４０ａ＜ｃ≦０．８５ａ 但し、上式中、 ｇ＿１は前記太い主溝のショルダー側溝端から細い主溝
のセンター側溝端までの長さ、 ｇ＿２は前記細い主溝のショルダー側溝端から接地端ま
での長さ、 ｆ＿１はセンター側に浅溝化された前記副溝の長さ、 ｆ＿２はショルダー側に浅溝化された前記副溝の長さ、 ａは太い主溝の溝深さ、 ｂ＿１はセンター側に浅溝化された前記副溝の溝深さ、 ｂ＿２はショルダー側に浅溝化された副溝の溝深さ、 ｃは前記細い主溝の溝深さを示す。[Scope of Claims] A thick main groove extending in the circumferential direction of the tire disposed on the outermost side of the tire tread, at least one narrow main groove extending in the circumferential direction of the tire disposed between the thick main groove and the tire ground contact edge; It has a shoulder pattern composed of a sub-groove that crosses the thin main groove and connects the thick main groove and the grounding end, and the groove bottom of the thin main groove and a part of the groove bottom of the sub-groove are expressed by the following formula (1 ), (
2) A pneumatic tire characterized by having shallow grooves within the range specified in (3), (4), and (5). (1) 0.1g_1<f_1<0.35g_1(2)0
．． 1g_2<f_2<0.35g_2(3)0.40a
≦b_1≦0.85a (4) 0.40a<b_2≦0.85a (5) 0.40a<c≦0.85a However, in the above formula, g_1 is the direction from the shoulder side groove end of the thick main groove to the thin main groove. g_2 is the length of the narrow main groove from the shoulder side groove end to the ground contact end, f_1 is the length of the sub-groove shallowed on the center side, f_2 is the shallow groove on the shoulder side. The length of the sub-groove, a is the groove depth of the thick main groove, b_1 is the groove depth of the sub-groove shallowed on the center side, b_2 is the sub-groove shallowed on the shoulder side. Groove depth of the groove: c indicates the groove depth of the narrow main groove.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63138564A JPH01309806A (en) | 1988-06-07 | 1988-06-07 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63138564A JPH01309806A (en) | 1988-06-07 | 1988-06-07 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01309806A true JPH01309806A (en) | 1989-12-14 |
Family
ID=15225091
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63138564A Pending JPH01309806A (en) | 1988-06-07 | 1988-06-07 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01309806A (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04189605A (en) * | 1990-11-21 | 1992-07-08 | Toyo Tire & Rubber Co Ltd | Low noise pneumatic tire |
| US5439040A (en) * | 1992-12-16 | 1995-08-08 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tire including a tread with tie bars |
| US5580404A (en) * | 1993-08-30 | 1996-12-03 | The Goodyear Tire & Rubber Company | Tread including tie bars and sipes |
| US5605588A (en) * | 1993-06-14 | 1997-02-25 | Sumitomo Rubber Industries, Ltd. | Studless tire |
| US5960845A (en) * | 1993-07-23 | 1999-10-05 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| US6105643A (en) * | 1996-01-25 | 2000-08-22 | The Goodyear Tire & Rubber Company | On/off road radial pneumatic light truck or automobile tire |
| EP1535759A1 (en) * | 2003-11-27 | 2005-06-01 | Continental Aktiengesellschaft | Pneumatic tire |
| EP2138326A1 (en) * | 2007-03-13 | 2009-12-30 | Bridgestone Corporation | Pneumatic radial tire |
| US20100243120A1 (en) * | 2007-10-19 | 2010-09-30 | Bridgestone Corporation | Pneumatic tire |
| US20150273951A1 (en) * | 2013-03-06 | 2015-10-01 | The Yokohama Rubber Co., Ltd. | Pneumatic Tire |
| US20150298508A1 (en) * | 2013-03-06 | 2015-10-22 | The Yokohama Rubber Co., Ltd. | Pneumatic Tire |
-
1988
- 1988-06-07 JP JP63138564A patent/JPH01309806A/en active Pending
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04189605A (en) * | 1990-11-21 | 1992-07-08 | Toyo Tire & Rubber Co Ltd | Low noise pneumatic tire |
| US5439040A (en) * | 1992-12-16 | 1995-08-08 | Sumitomo Rubber Industries, Ltd. | Pneumatic radial tire including a tread with tie bars |
| US5605588A (en) * | 1993-06-14 | 1997-02-25 | Sumitomo Rubber Industries, Ltd. | Studless tire |
| US5960845A (en) * | 1993-07-23 | 1999-10-05 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
| US5580404A (en) * | 1993-08-30 | 1996-12-03 | The Goodyear Tire & Rubber Company | Tread including tie bars and sipes |
| US6105643A (en) * | 1996-01-25 | 2000-08-22 | The Goodyear Tire & Rubber Company | On/off road radial pneumatic light truck or automobile tire |
| EP1535759A1 (en) * | 2003-11-27 | 2005-06-01 | Continental Aktiengesellschaft | Pneumatic tire |
| US20100084061A1 (en) * | 2007-03-13 | 2010-04-08 | Bridgestone Corporation | Pneumatic radial tire |
| EP2138326A1 (en) * | 2007-03-13 | 2009-12-30 | Bridgestone Corporation | Pneumatic radial tire |
| EP2138326A4 (en) * | 2007-03-13 | 2011-08-31 | Bridgestone Corp | Pneumatic radial tire |
| US9010392B2 (en) | 2007-03-13 | 2015-04-21 | Bridgestone Corporation | Pneumatic radial tire with tread having thin circumferential groove and lug groove |
| US20100243120A1 (en) * | 2007-10-19 | 2010-09-30 | Bridgestone Corporation | Pneumatic tire |
| US20150273951A1 (en) * | 2013-03-06 | 2015-10-01 | The Yokohama Rubber Co., Ltd. | Pneumatic Tire |
| US20150298508A1 (en) * | 2013-03-06 | 2015-10-22 | The Yokohama Rubber Co., Ltd. | Pneumatic Tire |
| US9662941B2 (en) * | 2013-03-06 | 2017-05-30 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| US10286733B2 (en) * | 2013-03-06 | 2019-05-14 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
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