JPH01311903A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH01311903A JPH01311903A JP63143053A JP14305388A JPH01311903A JP H01311903 A JPH01311903 A JP H01311903A JP 63143053 A JP63143053 A JP 63143053A JP 14305388 A JP14305388 A JP 14305388A JP H01311903 A JPH01311903 A JP H01311903A
- Authority
- JP
- Japan
- Prior art keywords
- tread
- tire
- inclination angle
- inclined main
- pneumatic 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.)
- Granted
Links
- 238000005096 rolling process Methods 0.000 claims description 3
- 230000002093 peripheral effect Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 6
- 230000000052 comparative effect Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 2
- 238000010998 test method Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000005516 engineering process Methods 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
- B60C2200/00—Tyres specially adapted for particular applications
- B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like
Landscapes
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は空気入りタイヤ、例えば、高速走行する空気入
りタイヤ、特に、高性能二輪車に装着され湿潤路面およ
び乾燥路面を高速走行する二輪車用の空気入りタイヤの
トレッド模様に関し、ドライ性能、偏摩耗性能を低下さ
せることなくウェット性能を改良した空気入りタイヤに
関する。Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a pneumatic tire, for example, a pneumatic tire that runs at high speed, particularly for a two-wheeled vehicle that is mounted on a high-performance motorcycle and runs at high speed on wet and dry roads. This invention relates to a pneumatic tire with improved wet performance without deteriorating dry performance or uneven wear performance, regarding the tread pattern of the pneumatic tire.
（従来の技術）
一般に、高性能の二輪車用の空気入りタイヤは乾燥路面
を走行時の操縦性能、旋回性能およびブレーキ性能等の
ドライ性能を重視するドライ重視型タイヤと、湿潤路面
を走行時の旋回性能、ブレーキ性能等のウェット性能を
重視するウェット重視型タイヤとに区別されている。(Conventional technology) In general, pneumatic tires for high-performance motorcycles are divided into two types: dry-oriented tires that emphasize dry performance such as handling performance, turning performance, and braking performance when driving on dry roads, and dry-oriented tires that emphasize dry performance such as maneuverability, turning performance, and braking performance when driving on wet roads. They are distinguished from wet-oriented tires that emphasize wet performance such as turning performance and braking performance.
そして、ウェット重視型タイヤのトレッド模様はトレッ
ドの全面積に対し溝の占める面積の割合が大きい、いわ
ゆるネガティブ比率が大きいものとなっている。The tread pattern of a wet-oriented tire has a large negative ratio, in which the area occupied by the grooves is large relative to the total area of the tread.
従来のウェツト型重視型の空気入りタイヤとしては、例
えば、第７．８図に示すような２種類のものがあり、こ
れはそれぞれタイヤのトレッド２の概略展開図である。As conventional wet-type pneumatic tires, there are, for example, two types as shown in FIG. 7.8, each of which is a schematic development view of the tread 2 of the tire.
第７図に示す空気入りタイヤ１はトレッド２にタイヤ周
方向にほぼ平行な複数の周方向溝３とトレッド端２ａ間
を斜めに横切る複数の傾斜溝４とを組合せ、菱形の陸部
５を形成したトレッド°模様を有している。また、第８
河に示す空気入りタイヤ６はトレッド２にほぼ同一形状
のブロック状の陸部７をその周囲を囲む周方向およびト
レ・ンド端２ａ間を横切る溝８によりほぼ均等に配置し
たトレンド模様を有している。The pneumatic tire 1 shown in FIG. 7 has a tread 2 in which a plurality of circumferential grooves 3 substantially parallel to the circumferential direction of the tire and a plurality of inclined grooves 4 diagonally crossing between the tread ends 2a are combined, and a diamond-shaped land portion 5 is formed. It has a formed tread pattern. Also, the 8th
The pneumatic tire 6 shown in the figure has a trend pattern in which block-shaped land portions 7 of approximately the same shape are arranged approximately evenly on the tread 2 by grooves 8 that surround the land portions in the circumferential direction and across the trend end 2a. ing.
（発明が解決しようとする課題）
第７図に示す空気入りタイヤ１が、二輪車に装着され湿
潤路面を直線走行するときの、排水性能および旋回性能
は優れている。しかしながら、直線状の周方向溝３を境
として、トレッド横方向に隣接する陸部の摩耗に差を生
ずる段差摩耗が発生し易く、この段差摩耗により諸性能
を著しく低下させることがあるという問題点がある。(Problems to be Solved by the Invention) The pneumatic tire 1 shown in FIG. 7 has excellent drainage performance and turning performance when mounted on a two-wheeled vehicle and traveling in a straight line on a wet road surface. However, there is a problem in that step wear that causes differences in the wear of land portions adjacent in the lateral direction of the tread is likely to occur with the linear circumferential groove 3 as a boundary, and this step wear can significantly reduce various performances. There is.
また、二輪車用の空気入りタイヤは直進時と旋回時では
、タイヤのトレッドの接地位置が４輪車用空気入りタイ
ヤに比べて大きく変化し、かつ、接地幅も狭い。このた
め、直線状の周方向溝３がトレンドの接地部の中心位置
に来たり、接地部の端部分に来たり、さらに接地部から
外れたりして、車のキャンパー変化に対応して滑らかな
横力（サイドフォース）の変化が得られないという欠点
がある。Furthermore, when a pneumatic tire for a two-wheeled vehicle is traveling straight and when turning, the contact position of the tire tread changes greatly compared to that of a pneumatic tire for a four-wheeled vehicle, and the contact width is also narrower. For this reason, the linear circumferential groove 3 comes to the center of the trending ground contact area, comes to the edge of the ground contact area, and further deviates from the ground contact area, making it smooth in response to changes in the car's camper. The drawback is that changes in lateral force cannot be obtained.
また、第８図に示す空気入りタイヤ６は、陸部に段差摩
耗は発生し難い。しかしながら、湿潤路面において直線
走行時の排水性能および旋回性能が十分でないという問
題点がある。Further, in the pneumatic tire 6 shown in FIG. 8, step wear is unlikely to occur on the land portion. However, there is a problem in that drainage performance and turning performance during straight running on wet road surfaces are insufficient.
そこで本発明は、乾燥路面におけるドライ性能を低下さ
せることなく、湿潤路面におけるウェット性能、特に直
進走行時の排水性能および旋回時の操縦性能をともに向
上させ、かつ、偏摩耗を極力抑制したトレッド模様を有
する空気入りタイヤを提供することを目的とする。Therefore, the present invention has developed a tread pattern that improves both wet performance on wet roads, especially drainage performance when driving straight, and maneuverability when turning, without reducing dry performance on dry roads, and also suppresses uneven wear as much as possible. The purpose of the present invention is to provide a pneumatic tire having the following characteristics.
（発明が解決しようとする手段）
本発明者らは、高速走行時のドライ性能、ウェット性能
および偏摩耗性能等とトレンド模様との関係につき種々
検討の結果、トレッドに設けられる傾斜主溝の形状を特
定することにより、上記の目的を達成できることを見出
した。(Means to be Solved by the Invention) As a result of various studies on the relationship between dry performance, wet performance, uneven wear performance, etc. and trend patterns during high-speed running, the present inventors found that the shape of the inclined main groove provided in the tread We have discovered that the above objective can be achieved by specifying the following.
本発明に係る空気入りタイヤ１１は、第１図に示すよう
に、両側のトレッド端からトレッド１２を横切る方向に
延びる傾斜主溝１３′をそれぞれ周上にほぼ等間隔に複
数配置しブロック状の陸部１５を形成してなる空気入り
タイヤにおいて、一方の傾斜主溝１３Ａは一方のトレッ
ド端１２ａの近傍からタイヤ周方向に対し傾斜する傾斜
角度θを漸増しながら他方のトレンド端１２ｂに開口し
て終端し、他方の傾斜主溝１３Ｂは他方のトレッド端１
３ｂの近傍からタイヤ周方向に対し傾斜する傾斜角度θ
を漸増しながら一方のトレッド端１２ａに開口して終端
し、同一のトレッド端の近傍から始まり周方向に隣り合
う傾斜主溝により区画されてなる陸部列の傾斜主溝間の
幅Ｍはタイヤ周方向に対し小さな傾斜角度で傾斜してな
るトレッド区域１２．Ｉ、１２に１から該傾斜角度が漸
増するトレッド区域１２Ｌ２．１２Ｒ２に向って漸増し
、前記各傾斜主溝は負荷転動時にタイヤ周方向に対し小
さい傾斜角度θのトレッド区域から大きい傾斜角度θの
トレッド区域へ順次路面に接触するよう（すなわち、図
示する回転方向を有するよう）配置されてなることを特
徴としている。As shown in FIG. 1, the pneumatic tire 11 according to the present invention has a plurality of inclined main grooves 13' extending in a direction across the tread 12 from the tread ends on both sides, arranged at approximately equal intervals on the circumference, and forming a block-shaped tire. In the pneumatic tire formed with the land portion 15, one inclined main groove 13A opens to the other trend end 12b while gradually increasing the inclination angle θ inclined with respect to the tire circumferential direction from near one tread end 12a. The other inclined main groove 13B terminates at the other tread end 1.
An angle of inclination θ inclined from the vicinity of 3b to the tire circumferential direction
The width M between the inclined main grooves of a land section row that opens and terminates at one tread edge 12a while gradually increasing the width of the tire, and is partitioned by circumferentially adjacent inclined main grooves that start near the same tread edge is the width M between the inclined main grooves of the tire. Tread area 12 inclined at a small angle of inclination with respect to the circumferential direction. The inclination angle gradually increases from 1 to the tread area 12L2. The tread area of the tread is arranged so as to contact the road surface sequentially (that is, to have the direction of rotation shown in the figure).
また、本発明に係る空気入りタイヤにおいては、第６図
に示すように、前述に加えて、タイヤ周上に隣り合うよ
う配置される傾斜主溝１３により区画されなる陸部列の
うちタイヤ周方向に対し傾斜角度の大きいトレッド区域
１２Ｌ□、１２Ｒ２の陸部列をほぼ等分割するよう一方
の端部２３ａが前記傾斜角度θの大きい側のｌ・レッド
端に開口し、他方の端部２３ｂがトレッドの中央区域１
２ｃで終端する少なくとも１本の補助傾斜溝２３を配置
してもよい。In addition to the above, in the pneumatic tire according to the present invention, as shown in FIG. One end 23a opens to the l/red end on the side where the inclination angle θ is large, and the other end 23b divides the land section rows of the tread areas 12L□, 12R2 having a large inclination angle with respect to the direction almost equally. is the central area of the tread 1
At least one auxiliary inclined groove 23 may be arranged which terminates at 2c.
また、本発明に係る空気入りタイヤにおいては、第６図
に示すように、前述に加えて各傾斜主溝１３で区画され
る各陸部１５にタイヤ回転軸方向にほぼ平行に延在し負
荷転動時に互いに接触する程度の側壁ををする複数のサ
イプ２５を設けてもよい。In addition to the above, in the pneumatic tire according to the present invention, as shown in FIG. A plurality of sipes 25 may be provided with side walls that are in contact with each other during rolling.
次に本発明に係る空気入りタイヤの傾斜主溝の溝構成に
おいて、好ましい範囲につき第１図により説明する。Next, a preferred range of the groove structure of the inclined main groove of the pneumatic tire according to the present invention will be explained with reference to FIG.
ここで一方の傾斜主溝１３Ａと他方の傾斜主溝１３Ｂと
はそれぞれ周方向に所定量だけずらすことによりトレッ
ドのセンターＥを軸に線対称の関係にあるのが好ましい
。第１図Ｃごおいては傾斜主溝１３Ａと傾斜主溝１３Ｂ
とは周方向に□ピンチＰだけずらしである。Here, it is preferable that one inclined main groove 13A and the other inclined main groove 13B be in a line-symmetrical relationship with respect to the center E of the tread as an axis by being shifted by a predetermined amount in the circumferential direction. In Fig. 1C, the inclined main groove 13A and the inclined main groove 13B.
is a shift of □ pinch P in the circumferential direction.
そして、各トレッド端の近傍から始まる傾斜主溝のタイ
ヤ周方向に対する傾斜角度θは、前記トレッド端の近傍
で、傾斜角度θ１が２０°〜４５°の範囲にあり、それ
から徐々に漸増して傾斜角度θ２が５０°〜９０°の範
囲でトレッド端に開口して終端するのが好ましい。The inclination angle θ with respect to the tire circumferential direction of the inclined main groove starting near each tread end is such that the inclination angle θ1 is in the range of 20° to 45° near the tread end, and then the inclination angle θ1 gradually increases. It is preferable that the tread end is opened and terminated at an angle θ2 of 50° to 90°.
また、傾斜主溝１３が終端する開口端末の溝幅Ｗ２は傾
斜主溝１３が始まるトレソ端の近傍の溝幅Ｗ１に対し、
同等若しくは大きい（Ｗ Ｚ≧Ｗ１）のが好ましい。Furthermore, the groove width W2 at the opening end where the inclined main groove 13 ends is smaller than the groove width W1 near the treso end where the inclined main groove 13 starts.
It is preferable that it is equal to or larger (W Z≧W1).
また、隣り合う傾斜主溝１３により区画されるブロンク
状の陸部１５はトレッドのセンターＥより左側のトレッ
ド１２Ｌにおいて、トレッド１２のセンターＥの近傍の
中央陸部１５ＡＩ 、ｌ−レッド端１２ａのショルダー
陸部１５ｃ＋およびショルダー陸部１５ｃ、と中央陸部
１５Ａ１との間の中間陸部１５Ｂ、からなっている。そ
して、右側のトレッド１２Ｒの陸部１５は周方向に所定
量だけずらすことにより左側のトレッド１２Ｌの陸部１
５とセンターＥを軸とすると線対称の関係にあるのが好
ましい。すなわち、左側のトレッド１２Ｌの中央陸部１
５Ａ、に対応するのが右側・のトレッド１２Ｒの中央部
１５Ａｚ 、左側の中間陸部１５Ｂ１に対応するのが右
側の中間陸部１５Ｂ２、左側のショルダー陸部１５Ｃ３
に対応するのが右側のショルダー陸部１５Ｃ２である。Further, in the tread 12L on the left side of the tread center E, the bronc-shaped land portion 15 divided by the adjacent inclined main grooves 13 includes a central land portion 15AI near the center E of the tread 12, a shoulder at the l-red end 12a, It consists of a land portion 15c+, a shoulder land portion 15c, and an intermediate land portion 15B between the central land portion 15A1. By shifting the land portion 15 of the right tread 12R by a predetermined amount in the circumferential direction, the land portion 15 of the left tread 12L
5 and the center E as an axis, it is preferable that they have a line-symmetrical relationship. That is, the central land portion 1 of the left tread 12L
5A, corresponds to the center part 15Az of the right tread 12R, the left intermediate land part 15B1 corresponds to the right intermediate land part 15B2, and the left shoulder land part 15C3.
Corresponding to this is the right shoulder land portion 15C2.
これらの陸部において、傾斜角度θが小さいＩ・レット
区域から傾斜角度θが漸増するトレッド区域に向って、
陸部１５の幅Ｍは瀬増し、陸部１５の長さＮは漸減する
のが好ましい。In these land areas, from the I-let area where the inclination angle θ is small to the tread area where the inclination angle θ gradually increases,
It is preferable that the width M of the land portion 15 increases gradually, and the length N of the land portion 15 gradually decreases.
（作用）
次に、本発明に係る空気入りタイヤの作用を第２図によ
り説明する。(Function) Next, the function of the pneumatic tire according to the present invention will be explained with reference to FIG.
一般に、湿潤路面でのトラクション、ブレーキ性能およ
び操縦性能等を向上する手段としては■路面上の排水性
■溝縁によるエツジ効果 ■路面との摩擦力（摩擦係
数μの向上）の３つの増強がある。In general, there are three ways to improve traction, braking performance, maneuverability, etc. on wet road surfaces: - Drainage on the road surface - Edge effect due to groove edges - Frictional force with the road surface (improvement of friction coefficient μ) be.
本発明に係る空気入りタイ′ヤ１１においては、直進時
には、第１図に示すトレッドの中央部１２ｃで路面に接
地し、接地部１２Ａの形状は、第２図に示すように、周
方向に長い長楕円形状で接地中心線りとトレンドのセン
ターＥとはほぼ一致している。In the pneumatic tire 11 according to the present invention, when traveling straight, the center portion 12c of the tread contacts the road surface as shown in FIG. 1, and the shape of the ground contact portion 12A extends in the circumferential direction as shown in FIG. It has a long oval shape, and the center line of contact with the ground almost coincides with the trend center E.
接地部１２Ａにおいて、各傾斜主溝１３の傾斜角度θは
漸増し、菱形の陸部１５を形成しているので、直進時に
接地部１２Ａの踏込側１７Ａから接地部１２Ａ内に侵入
した水（図には矢印と■、■′印にて示す）は菱形の各
傾斜主溝１３に沿って流れ、蹴り出し側１７Ｂの接地端
から左右に排出される。In the ground contact portion 12A, the inclination angle θ of each inclined main groove 13 gradually increases to form a diamond-shaped land portion 15, so that water that has entered the ground contact portion 12A from the stepping side 17A of the ground contact portion 12A when traveling straight (Fig. (indicated by arrows and marks ■ and ■') flows along each diamond-shaped inclined main groove 13 and is discharged left and right from the ground contact end of the kicking side 17B.
また、旋回時には、二輪車は第５図に示すように、大き
いキャンバ−角αをとりながら走行する。Furthermore, when turning, the two-wheeled vehicle travels while taking a large camber angle α, as shown in FIG.
この際、タイヤの接地部には、キャンハースラストによ
って旋回時の遠心力に逆う求心力、すなわちサイドフォ
ースＳＦが発生し、このサイドフオースＳＦと路面から
の垂直反力ＨＦにより旋回走行する。また、サイドフォ
ースＳＦはキャンバ−角度αに比例し、キャンバ−角度
αが大きくなるとサイドフォースＳＦは大きくなる。At this time, a centripetal force that opposes the centrifugal force during turning, ie, a side force SF, is generated at the ground contact portion of the tire due to the canter thrust, and the vehicle turns using this side force SF and the vertical reaction force HF from the road surface. Further, the side force SF is proportional to the camber angle α, and as the camber angle α increases, the side force SF increases.
一方、接地部には、駆動によるトラクションＴが発生し
ており、サイドフォースＳＦとトラクションＴの和から
なるコーナリングフォースＣＦが、第３図（ａ）、第４
図（ａ）に示すように、発生している。このコーナリン
グフォースＣＦの発生方向のトラクションＴの方向に対
するコーナリング角度ζはサイトドフォースＳＦの大小
により変化する。On the other hand, traction T due to driving is generated at the ground contact part, and cornering force CF, which is the sum of side force SF and traction T, is
This occurs as shown in Figure (a). The cornering angle ζ of the direction in which the cornering force CF is generated with respect to the direction of the traction T changes depending on the magnitude of the sighted force SF.
すなわち、コーナリングフォースＣＦの発生方向は、キ
ャンパー角度αが小さいときはコーナリング角度ζは小
さく、キャンバ−角度αが大きいときはコーナリング角
度ζは大きくなる。That is, in the direction in which the cornering force CF is generated, when the camber angle α is small, the cornering angle ζ is small, and when the camber angle α is large, the cornering angle ζ is large.
一方、旋回時のトレッド１２の接地部は、キャンバ−角
度αが大きくなると、トレッド１２のトレッド中央部１
２ｃから、ショルダ一部１２ｄに移行する。On the other hand, when the camber angle α increases, the ground contact portion of the tread 12 during turning becomes
2c to the shoulder portion 12d.
そして、接地部の形状はキャンバ−角度αの太きさによ
り第３図（ｂ）、第４図（ｂ）に示すように、接地中心
線りは、トレッドのセンターＥからショルダ一部側にず
れた接地部１２Ｂ、１２Ｃの長楕円形状となる。このた
め接地部１２Ｂ、１２Ｃにおける一方の傾斜主溝１３Ａ
の傾斜゛角度θはコーナリングフォースＣＦのコーナリ
ング角度この方向にほぼ平行するように増加し、また他
方の傾斜主溝１３Ｂの傾斜角度θは漸減し、コーナリン
グフォースＣＦの方向に対して直交する方向で変化する
。したがって一方の傾斜主溝１３Ａは効率のよい排水（
図には■印にて示す）を行い、他方の傾斜主溝１３Ｂは
より高いエッヂ効果（図には力の方向を■にて示す）を
発揮し、高い路面の握持力を発揮する。The shape of the ground contact area is determined by the width of the camber angle α, and as shown in Figures 3(b) and 4(b), the ground contact center line is located from the center E of the tread to a part of the shoulder. The shifted grounding portions 12B and 12C have an elongated oval shape. Therefore, one inclined main groove 13A in the grounding portions 12B and 12C
The inclination angle θ of the cornering force CF increases almost parallel to this direction, and the inclination angle θ of the other inclined main groove 13B gradually decreases in a direction perpendicular to the direction of the cornering force CF. Change. Therefore, one inclined main groove 13A provides efficient drainage (
In the figure, the other inclined main groove 13B exhibits a higher edge effect (the direction of force is indicated by ■ in the figure), and exhibits a high gripping force on the road surface.
また、陸部１５は周方向に対し交差するよう傾斜した傾
斜主溝１３により網の目状に配置されているのでキャン
バ−角度αの変化に対して陸部の動きは滑らかに移行し
偏摩耗の発生は極めて少ない。In addition, since the land portions 15 are arranged in a net shape by the inclined main grooves 13 that are inclined to intersect with the circumferential direction, the movement of the land portions smoothly shifts in response to changes in the camber angle α, resulting in uneven wear. The occurrence of is extremely rare.
（実施例）
次に、本発明の実施例を図面に基づいて説明す第１図は
本発明に係る空気入りタイヤの第１実施例のタイヤ１１
の概略一部平面展開図であり、タイヤサイズは１７０
／６０Ｒ１６で二輪車の後輪用である。(Example) Next, FIG. 1 for explaining an example of the present invention based on the drawings shows a tire 11 of a first example of a pneumatic tire according to the present invention.
This is a schematic partial plan development view of the tire size 170.
/60R16 for the rear wheels of motorcycles.
空気入りタイヤ１１はトレッド１２の両側のトレッド端
からトレッド１２を横切る方向に延びる複数の傾斜主溝
１３をタイヤ周方向にほぼ等間隔に８０胴のピッチＰで
複数配置し、ブロック状の多数の陸部１５を形成してい
る。一方の傾斜主溝１３Ａは一方のトレンド端１２ａの
近傍からタイヤの周方向に対して傾斜し３０” の傾斜
角度θ１で始まり、以後トレッド中央部１２ｃから漸増
しながら他方のトレッド端１２ｂに開口して６０°の傾
斜角度θ２で終端している。また、他方の傾斜主溝１３
Ｂは他方のトレッド溝１２ｂの近傍からタイヤの周方向
に対し傾斜し３０°の傾斜角度θ１で始まり、以後トレ
ッド中央部１２ｃから漸増しながら一方のトレッド端１
２ａに開口して６０°の傾斜角度θ２で終端している。The pneumatic tire 11 has a plurality of inclined main grooves 13 extending from the tread ends on both sides of the tread 12 in a direction across the tread 12 and arranged at approximately equal intervals in the tire circumferential direction at a pitch P of 80 mm. A land portion 15 is formed. One inclined main groove 13A is inclined with respect to the circumferential direction of the tire from near one trend end 12a, and starts at an inclination angle θ1 of 30'', and thereafter opens to the other tread end 12b while gradually increasing from the tread center portion 12c. and ends at an inclination angle θ2 of 60°.In addition, the other inclined main groove 13
B is inclined with respect to the circumferential direction of the tire from near the other tread groove 12b, and starts at an inclination angle θ1 of 30°, and thereafter gradually increases from the tread center portion 12c to the one tread end 1.
2a and terminates at an inclination angle θ2 of 60°.
−方の傾斜主溝１３Ａと他方の傾斜主溝１３Ｂとは周方
向の１／２ピツチＰだけずらすことによりトレッド１２
のセンターＥを軸に線対称になるように配置されている
。- The inclined main groove 13A on the one side and the inclined main groove 13B on the other side are shifted by 1/2 pitch P in the circumferential direction, so that the tread 12
They are arranged symmetrically with respect to the center E of the axis.
また、傾斜主溝１３が終端する開口端の溝幅Ｗ２は１０
ｍｍで、傾斜主溝１３が始まるトレンド端の近傍の溝幅
Ｗ１は７鵬であり、トレッド１２の全面積に対する溝面
積の比率であるネガティブ比は３２％である。また、同
一のトレッド端の近傍から始まり、周方向に隣り合う傾
斜主溝１３により区画されてなる陸部列（例えば、１５
ｃ＋ 、１５Ｂ＋、１５Ａ＋、１５Ａ２．１５Ｂｚ 、
１５Ｃｚ ）の傾斜主溝１３の幅Ｍはタイヤ周方向に対
し小さな傾斜角度θで傾斜してなるトレッド区域１２Ｌ
ｌから１頃斜角度θが漸増するトレッド区域１２ＲＩ
に向って漸増している。すなわら、陸部１５８１の幅Ｍ
１は３２ｍｍ、陸部１５，２の幅Ｍ２は６０ｍｍである
。また、各傾斜主溝１３は負荷転動時にタイヤ周方向に
対し小さい傾斜角度θのトレソト’ｐＨ域１２Ｌｌ （
１２ＲＩ）から傾斜角度θの大きいトレッド区域１２Ｌ
２ （１２Ｍ□）へ順次路面に接触するよう配置されて
いる。すなわち、第１図に示す回転方向を有している。Further, the groove width W2 of the opening end where the inclined main groove 13 terminates is 10
mm, the groove width W1 near the trend end where the inclined main groove 13 starts is 7 mm, and the negative ratio, which is the ratio of the groove area to the total area of the tread 12, is 32%. In addition, land section rows (for example, 15
c+, 15B+, 15A+, 15A2.15Bz,
The width M of the inclined main groove 13 (15Cz) is a tread area 12L that is inclined at a small inclination angle θ with respect to the tire circumferential direction.
Tread area 12RI where the inclination angle θ gradually increases from 1 to 1
It is gradually increasing towards. In other words, the width M of the land portion 1581
1 is 32 mm, and the width M2 of the land portions 15 and 2 is 60 mm. In addition, each inclined main groove 13 has a pH range 12Ll (
12RI) to a tread area 12L with a large inclination angle θ.
2 (12M□) so as to contact the road surface sequentially. That is, it has the rotation direction shown in FIG.
前述以外の構成は通常の二輪車用空気入りタイヤと同じ
であり、詳細な説明は省略する。The configuration other than the above is the same as a normal pneumatic tire for two-wheeled vehicles, and detailed explanation will be omitted.
次に、本発明の第２実施例について説明する。Next, a second embodiment of the present invention will be described.
第６図は本発明に係る空気入りタイヤの第２実施例を示
す図であり、第１実施例と同じ構成には同じ符号をつけ
る。FIG. 6 is a diagram showing a second embodiment of the pneumatic tire according to the present invention, and the same components as in the first embodiment are given the same reference numerals.
第２実施例において、２３は補助傾斜溝であり、補助傾
斜溝２３はタイヤ同上に隣り合って配置される傾斜主溝
１３により区画されてなる陸部列のうちタイヤ周方向に
対し傾斜角度θの大きいトレッド区域の陸部列すなわち
、一方のトレッド端１２ａの近傍から始まる隣り合う一
方の傾斜主溝１３Ａにより区画される陸部列１５Ｃ１，
１５Ｂ＋ 、１５ＡＩ、１５Ａ２・・・・・・）のうち
、傾斜角度θの大きいトレッド区域１２Ｌ２の陸部列を
ほぼ等分割するように１本たり配置されている。そして
、補助傾斜溝２３の一方端部２３ａは傾斜角度θの大き
い側のトレッド端１２１）に開口し、他方の端部２３ｂ
はトレッドの中央部１２ｃで終端する。また、２５はサ
イプであり、ナイプ２５は各傾斜主溝１３で区画されて
なる各陸部１５内にタイヤ回転軸方向にほぼ平行に多数
延在し、負荷転動時にその側壁は互に接触する程度に狭
いもである。前述以外は第１実施例と同じである。In the second embodiment, reference numeral 23 denotes an auxiliary inclined groove, and the auxiliary inclined groove 23 has an inclination angle θ with respect to the tire circumferential direction among the land section rows partitioned by the inclined main grooves 13 arranged adjacently on the tire. A land row 15C1 of a large tread area, that is, a land row 15C1 defined by one adjacent inclined main groove 13A starting near one tread end 12a,
15B+, 15AI, 15A2, . . . ), at least one of them is arranged so as to almost equally divide the land section row of the tread area 12L2 having a large inclination angle θ. One end 23a of the auxiliary inclined groove 23 opens at the tread end 121) on the side with a larger inclination angle θ, and the other end 23b
terminates in the central portion 12c of the tread. Further, 25 is a sipe, and a large number of sipes 25 extend substantially parallel to the tire rotational axis direction within each land portion 15 divided by each inclined main groove 13, and their side walls contact each other during load rolling. It is narrow enough. Everything other than the above is the same as the first embodiment.
なお、前述の実施例においては二輪車用の空気入りタイ
ヤについて説明したが、本発明はこの実施例に限らず乗
用車の空気入りタイヤその他の空気入りタイヤに適用し
てもよい。In the above embodiment, a pneumatic tire for a two-wheeled vehicle was described, but the present invention is not limited to this embodiment, and may be applied to a pneumatic tire for a passenger car or other pneumatic tires.
次に、試験タイヤを３種類（比較例２種、供試タイヤ１
種）準備して本発明の効果を確認したので説明する。Next, three types of test tires (two types of comparative examples, one type of test tire)
The effect of the present invention has been confirmed by preparing a seed) and will be explained below.
供試タイヤは、第１図に示す本発明の第１実施例と同じ
、比較例１は第８図に示すものと同じ、比較例２は第７
図に示すものと同しである。比較例１．２はトレンド模
様以外は第１実施例と同じ構成である。The test tires were the same as the first example of the present invention shown in FIG. 1, comparative example 1 was the same as the one shown in FIG.
It is the same as shown in the figure. Comparative example 1.2 has the same configuration as the first example except for the trend pattern.
試験は２輪車の後輪に試験タイヤ（タイヤサイズ１７０
／６０Ｒ１６） 、前輪に通常タイヤ（タイヤサイズ１
２０／７０−１７ ）を装着し、ウエント性能として直
進安定性並びに旋回走行性および操縦安定性、そして、
乾燥路上の旋回、操縦安定性および偏摩耗性能について
試験した。試験は下記の試験法によって行った。The test was conducted using a test tire (tire size 170) on the rear wheel of a two-wheeled vehicle.
/60R16), regular tires on the front wheels (tire size 1
20/70-17), the vehicle performance is straight-line stability, cornering performance and handling stability, and
Tests were conducted on turning on a dry road, handling stability, and uneven wear performance. The test was conducted using the following test method.
（試験法）
（１）ウエント性能としての直進安定性、試験コース内
の水深３岨のスキットパット路において、直線部分を約
１００ ＫＭ／Ｈの速度で走行した時の車体振れおよび
フィーリングを測定した。(Test method) (1) Straight-line stability as wet performance, measuring vehicle shake and feeling when running on a straight section at a speed of approximately 100 KM/H on a skid pad road with a water depth of 3 slopes on the test course. did.
（２）ウェット性能としての旋回走行性および操縦安定
性、
試験コース内の前述のスキットパット路において、定常
円旋回を行い、スリップが発生する速度を測定した。(2) Turning performance and steering stability as wet performance A steady circular turn was performed on the above-mentioned skid putt road on the test course, and the speed at which slipping occurred was measured.
（３）乾燥路上の旋回操縦安定性能、
乾燥路上において、旋回走行安定性と周回路における走
行時の操縦性および安定性をフィーリングにつき評価し
た。(3) Turning stability performance on a dry road On a dry road, we evaluated the turning stability and the feeling of maneuverability and stability when driving on a circuit.
（４）偏♀耗性能
１周３ ｋｍの周回路を約１００周した後の１へレッド
の陸部間の摩耗段差を測定した。(4) Uneven wear performance The difference in wear level between the land parts of the first red was measured after approximately 100 laps around a circuit of 3 km per lap.
以上の試験を同一のテストドライバーにより同一車両に
等しい内圧を充填した試験タイヤを装着して試験した。The above tests were conducted by the same test driver with test tires filled with the same internal pressure mounted on the same vehicle.
試験結果は比較例１のタイヤを１００として指数にて表
示した。数値は大きい程良好であること示す。試験結果
は次表に示す。The test results were expressed as an index with the tire of Comparative Example 1 set as 100. The larger the value, the better the condition. The test results are shown in the table below.
（木頁、以下余白）
試験結果は、前表に示すように、供試タイヤは比較例１
．２のタイヤに比較して、ウェット性能、乾燥路上の旋
回、操縦性等のドライ性能および偏摩耗性能ともに大幅
に優れた結果を示した。(Tree pages, blank space below) The test results are as shown in the table above, and the test tire was Comparative Example 1.
．． Compared to Tire No. 2, it showed significantly superior wet performance, dry performance such as turning on dry roads, maneuverability, and uneven wear performance.
（効果）
以上、説明したように、本発明によれば、乾燥路面にお
けるドライ性能を低下させることなく、湿潤路面おける
ウェット性能、特に、直進走行時の排水性能および旋回
時の操縦性能をともに向上でき、かつ、偏摩耗を極力抑
制したトレッドを存し、大幅な性能の向上ができる。(Effects) As explained above, according to the present invention, wet performance on wet road surfaces, particularly drainage performance when driving straight and maneuverability when turning, is improved without reducing dry performance on dry road surfaces. The tread has a tread that is highly durable and minimizes uneven wear, resulting in a significant improvement in performance.
第１〜５図は本発明に係る空気入りタイヤの第１実施例
を示す図であり、第１図はその概略一部平面展開図、第
２図、第３図（ｂ）および第４図（ｂ）はそれぞれ走行
時の接地形状を示す図、第３図（ａ）、第４図（ａ）は
それぞれ、接地面に作用する力を示す図、第５図はその
走行時にタイヤに作用する力を示す図である。第６図は
本発明に係る空気入りタイヤの第２実施例を示す概略−
部平面展開図である。第７．８図はそれぞれ従来タイヤ
を示す概略一部平面展開図である。
１１．２１・・・・・・空気入りタイヤ、１２・・・・
・・トレッド、
１２Ｌ１．１２Ｌ！、１２Ｒ１，１２ｉｚ・・・・・・
トレッド区域、１３．１３Ａ、１３Ｂ・・・・・・傾斜
主溝、１５．１５Ａ、 、１５Ｂ、 、１５ｃ、 、１
５Ａ２．１５Ｂ２．１５Ｃ２・・・・・・陸部、
２３・・・・・・補助傾斜溝、
２５・・・・・・サイプ、
θ、θ２、θ２・・・・・・（頃斜角度。
第１図
ｔ
第５図
回謔快ｇ
回≦埒ば
ト ヤ
一
第６図
可 Ｂｄ ’″′ｊ1 to 5 are diagrams showing a first embodiment of the pneumatic tire according to the present invention, in which FIG. 1 is a schematic partially developed plan view thereof, FIG. 2, FIG. 3(b), and FIG. (b) is a diagram showing the ground contact shape during running, Figures 3 (a) and 4 (a) are diagrams showing the forces acting on the ground contact surface, respectively, and Figure 5 is a diagram showing the force acting on the tire during running. FIG. FIG. 6 is a schematic diagram showing a second embodiment of the pneumatic tire according to the present invention.
FIG. FIG. 7.8 is a schematic partially exploded plan view showing a conventional tire. 11.21...pneumatic tire, 12...
...Tread, 12L1.12L! , 12R1, 12iz...
Tread area, 13.13A, 13B... Slanted main groove, 15.15A, , 15B, , 15c, , 1
5A2.15B2.15C2...Land part, 23...Auxiliary inclined groove, 25...Sipe, θ, θ2, θ2...(Approximate oblique angle. Figure 1 t Figure 5 Circulation Kai G Times ≦ 埒Batoya 1 Figure 6 Possible Bd ''''j
Claims (2)
びる傾斜主溝をそれぞれ周上にほぼ等間隔に複数配置し
ブロック状の陸部を形成してなる空気入りタイヤにおい
て、一方の傾斜主溝は一方のトレッド端の近傍からタイ
ヤ周方向に対し傾斜する傾斜角度を漸増しながら他方の
トレッド端に開口して終端し、他方の傾斜主溝は他方の
トレッド端の近傍からタイヤ周方向に傾斜する傾斜角度
を漸増しながら一方のトレッド端に開口して終端し、同
一のトレッド端の近傍から始まり周方向に隣り合う傾斜
主溝により区画されてなる陸部列の傾斜主溝間の幅はタ
イヤ周方向に対し小さな傾斜角度で傾斜してなるトレッ
ド区域から該傾斜角度が漸増するトレッド区域に向って
漸増し、前記各傾斜主溝は負荷転動時にタイヤ周方向に
対し小さい傾斜角度のトレッド区域から大きい傾斜角度
のトレッド区域へ順次路面に接触するよう配置されてな
ることを特徴とする空気入りタイヤ。(1) In a pneumatic tire in which a plurality of inclined main grooves extending from the tread ends on both sides in a direction across the tread are arranged at approximately equal intervals on the circumference to form a block-shaped land portion, one inclined main groove is The inclination angle gradually increases from near one tread end to the tire circumferential direction, and opens and ends at the other tread end, and the other inclined main groove inclines toward the tire circumferential direction from near the other tread end. The width between the inclined main grooves of a land section row that opens and terminates at one tread edge while gradually increasing the inclination angle, and is divided by circumferentially adjacent inclined main grooves that start near the same tread edge is the width between the inclined main grooves of the tire. The inclination angle gradually increases from the tread area that is inclined at a small inclination angle with respect to the circumferential direction to the tread area where the inclination angle gradually increases. A pneumatic tire characterized in that the pneumatic tire is arranged so as to contact the road surface sequentially from the tread area to the tread area with a large inclination angle.
より区画されてなる陸部列のうちタイヤ周方向に対し傾
斜角度の大きいトレッド区域の陸部列をほぼ等分割する
よう一方の端部が前記傾斜角度の大きい側のトレッド端
に開口し、他方の端部がトレッドの中央区域で終端する
少なくとも１本の補助傾斜溝を配置してなる請求項１記
載の空気入りタイヤ。（３）各傾斜主溝で区画されてな
る各陸部にタイヤ回転軸方向にほぼ平行に延在し負荷転
動時に互いに接触する程度の側壁を有する複数のサイプ
を設けた請求項１または２記載の空気入りタイヤ。(2) Among the land rows divided by inclined main grooves arranged adjacent to each other on the circumference of the tire, one end of the land row in the tread area having a large inclination angle with respect to the tire circumferential direction is divided into approximately equal parts. 2. The pneumatic tire according to claim 1, further comprising at least one auxiliary inclined groove which opens at the tread end on the side with the larger inclination angle and whose other end terminates at the central area of the tread. (3) Claim 1 or 2, wherein a plurality of sipes are provided in each land portion partitioned by each inclined main groove, and each sipe is provided with a plurality of side walls extending substantially parallel to the rotational axis direction of the tire and contacting each other during load rolling. Pneumatic tires listed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63143053A JP2692860B2 (en) | 1988-06-09 | 1988-06-09 | Motorcycle tires |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63143053A JP2692860B2 (en) | 1988-06-09 | 1988-06-09 | Motorcycle tires |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01311903A true JPH01311903A (en) | 1989-12-15 |
| JP2692860B2 JP2692860B2 (en) | 1997-12-17 |
Family
ID=15329819
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63143053A Expired - Lifetime JP2692860B2 (en) | 1988-06-09 | 1988-06-09 | Motorcycle tires |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2692860B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001039121A (en) * | 1999-07-30 | 2001-02-13 | Bridgestone Corp | Pneumatic tire |
| JP2004237941A (en) * | 2003-02-10 | 2004-08-26 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2016147535A (en) * | 2015-02-10 | 2016-08-18 | 住友ゴム工業株式会社 | Tire for motor cycle |
| EP3501851A1 (en) * | 2017-12-25 | 2019-06-26 | Sumitomo Rubber Industries, Ltd. | Motorcycle tire |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6019079B2 (en) * | 2014-09-19 | 2016-11-02 | 住友ゴム工業株式会社 | Motorcycle tires |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58167204A (en) * | 1982-03-17 | 1983-10-03 | ザ・グツドイア−・タイヤ・アンド・ラバ−・コンパニ− | Tire |
-
1988
- 1988-06-09 JP JP63143053A patent/JP2692860B2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58167204A (en) * | 1982-03-17 | 1983-10-03 | ザ・グツドイア−・タイヤ・アンド・ラバ−・コンパニ− | Tire |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001039121A (en) * | 1999-07-30 | 2001-02-13 | Bridgestone Corp | Pneumatic tire |
| JP2004237941A (en) * | 2003-02-10 | 2004-08-26 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2016147535A (en) * | 2015-02-10 | 2016-08-18 | 住友ゴム工業株式会社 | Tire for motor cycle |
| EP3501851A1 (en) * | 2017-12-25 | 2019-06-26 | Sumitomo Rubber Industries, Ltd. | Motorcycle tire |
| US10987975B2 (en) | 2017-12-25 | 2021-04-27 | Sumitomo Rubber Industries, Ltd. | Motorcycle tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2692860B2 (en) | 1997-12-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP5102711B2 (en) | Pneumatic tire | |
| US5360043A (en) | Asymmetric tread for a tire | |
| JPS63116907A (en) | Pneumatic tire mounting method on two-wheeled vehicle | |
| JPS5835881B2 (en) | Pneumatic tires for motorcycles | |
| US5318086A (en) | Pneumatic off-the-road tires | |
| JP2006192929A (en) | Pneumatic tire | |
| JPS63121505A (en) | Pattern of pneumatic tire for motor cycle | |
| JP2876450B2 (en) | Pneumatic radial tire | |
| JP4101549B2 (en) | Motorcycle tires | |
| JP2008044441A (en) | Pneumatic tire | |
| JP2668366B2 (en) | Pneumatic tire | |
| US11858295B2 (en) | Car tyre | |
| JP2004058754A (en) | Pneumatic tire | |
| JPH0520563Y2 (en) | ||
| JPH01311903A (en) | Pneumatic tire | |
| JPS624608A (en) | Pneumatic tire | |
| JPH03186407A (en) | Pneumatic tire | |
| JP2628706B2 (en) | Pneumatic tire | |
| WO2004103738A1 (en) | Pneumatic tire | |
| JPS5852843B2 (en) | Pneumatic tires for motorcycles with excellent handling stability | |
| JP3273736B2 (en) | Motorcycle tires | |
| JP4656989B2 (en) | Pneumatic tire | |
| JPH06143939A (en) | Pneumatic tire | |
| JPH0714004Y2 (en) | Pneumatic radial tire with flatness of 0.65 or less | |
| JPS6361607A (en) | Pneumatic tire |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080905 Year of fee payment: 11 |
|
| EXPY | Cancellation because of completion of term | ||
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080905 Year of fee payment: 11 |