JPH0443103A - Radial tire - Google Patents
Radial tireInfo
- Publication number
- JPH0443103A JPH0443103A JP2150358A JP15035890A JPH0443103A JP H0443103 A JPH0443103 A JP H0443103A JP 2150358 A JP2150358 A JP 2150358A JP 15035890 A JP15035890 A JP 15035890A JP H0443103 A JPH0443103 A JP H0443103A
- Authority
- JP
- Japan
- Prior art keywords
- tread
- tire
- axial direction
- distance
- radial
- 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
- 239000004575 stone Substances 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 239000011324 bead Substances 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000005336 cracking Methods 0.000 description 2
- 230000020169 heat generation Effects 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 206010012335 Dependence Diseases 0.000 description 1
- 230000001154 acute effect Effects 0.000 description 1
- 230000001055 chewing effect Effects 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000001737 promoting effect 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
- B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
- B60C2011/013—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered provided with a recessed portion
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、ワンダリング性能を高めつつＷ４落ち摩耗を
抑制するとともに肩部の発熱を低く迎えて高速耐久性を
向上したラジアルタイヤに関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a radial tire that improves wandering performance, suppresses W4 drop wear, and lowers shoulder heat generation to improve high-speed durability.
一般にスチールコード等を用いた強靭なベルト層をカー
カス外側に巻装したラジアルタイヤにあっては、前記ベ
ルト層によるタガ効果によってトレッド剛性、特に横ぶ
れに対する抑止効果の高いトレッド肩部における剛性が
大となる。その結果例えば第４図（ハｌ Ｉ：１示ずよ
うに、寛両のかじ取り用車輪に装着されたタイヤＴが、
例えば路面から***する軌道敷、縁石、わだぢ等の段差
部Ａを乗り越える際、肩部Ｂが前記段差部Ａと衝合し、
タイヤＴをかじ取りコースから逸脱さ丑”ハンドル等を
ふらつか（ピーるいわけ）るワンブリング現象を生じさ
せやすい。Generally, in radial tires in which a strong belt layer made of steel cord or the like is wrapped around the outside of the carcass, the hoop effect of the belt layer increases tread rigidity, especially in the tread shoulder area, which has a high effect of suppressing sideways vibration. becomes. As a result, for example, as shown in FIG.
For example, when climbing over a stepped portion A such as a trackbed, curb, or rut that rises from the road surface, the shoulder portion B collides with the stepped portion A;
If the tire T deviates from its steering course, it is likely to cause a wobble phenomenon in which the steering wheel etc. wobble.
従って従来この対第と１．７て、例えば第４図（１１）
〜（ｄｌに示′ツ゛ように、肩部Ｂを滑らかな円弧面ｂ
１もしくは斜面１）２で形成ｊ７たり、又円周方向にの
びる細溝（ユを設は肩部Ｂの關性を低下させることが行
われている。Therefore, conventionally, this pair No. 1.7, for example, Fig. 4 (11)
～(As shown in dl, the shoulder part B is a smooth circular arc surface b
1 or slanted surface 1) 2, or a thin groove extending in the circumferential direction is used to reduce the stiffness of the shoulder portion B.
〔発明が解決ｊ７よ・うとする課題〕
しかしながら肩部１３を円弧面ｂ ｌ及び斜面１）２で
形成したものは、段差部Ａとの間の衝撃を緩和できその
乗越しを円滑化１〜ワンダリング性能を向上しうる反面
、通常走行において接地面と非接地面との境界が不明確
化し２、しかも接地端近傍の接地圧が前記円弧面ｂｌ、
斜面ｂ２によるタイヤ外径差に起因して減少する。その
結果数接地端近傍を起点として慶耗が進行するいわゆる
肩苺麿耗が発生し、見映えを損ねるとともにタイヤ寿命
を低下させるという問題がある。[Problem to be solved by the invention] However, when the shoulder portion 13 is formed of an arcuate surface b l and a slope 1) 2, the impact between the shoulder portion 13 and the step portion A can be alleviated, and the crossing over the step portion A can be made smoother. Although the wandering performance can be improved, the boundary between the contact surface and the non-contact surface becomes unclear during normal driving2, and the ground pressure near the contact edge is reduced by the arcuate surface bl,
It decreases due to the tire outer diameter difference due to the slope b2. As a result, so-called shoulder wear occurs, in which wear progresses starting from the vicinity of the contact edge, which impairs the appearance and shortens the life of the tire.
他方ｔｉＡ溝Ｃを設けたものは、該細溝Ｃに石噛みを生
じやすく、又噛込む石及び路面からの衝撃等に原因して
細溝外側のリプ状部分に欠は等の損傷を招くこととなる
。On the other hand, those with tiA grooves C tend to get stone stuck in the narrow grooves C, and also cause damage such as chips to the lip-shaped part on the outside of the narrow grooves due to stones caught in them and impacts from the road surface. It happens.
本発明は、トレッド端部分に、立面を有する段差状の切
欠部と、前記立面で開口する環状の細溝とを設けること
を基本として、ワンダリング性能と耐肩落ち摩耗性能と
の双方を高める一方網溝外側の損傷等を防止でき前記問
題点を解決しうるラジアルタイヤの提供を目的としてい
る。The present invention provides both wandering performance and anti-shoulder wear performance by providing a step-shaped notch having an elevational surface and a narrow annular groove opening at the elevational surface in the tread end portion. The object of the present invention is to provide a radial tire which can solve the above-mentioned problems by increasing the radial resistance and preventing damage to the outside of the mesh groove.
前記目的を達成するために、本発明のラジアルタイヤは
、主溝Ｇを凹設したトレッドのタイヤ軸方向の少なくと
も一方のトレッド端部分を環状に欠切することによりト
レッド端ＴＥから半径方向にのびる立面Ｒ１と該立面Ｒ
１の半径方向内縁でタイヤ軸方向外向きにのびる段差面
Ｒ２とを有する環状の切欠部に癲〜形成し、しかも前記
立面Ｒ１に、半径線に対して３０〜５０′の角度θで中
心線Ｃ１がタイヤ中心に向かって傾く傾き部ｇｌと該傾
き部ｇ１の内端で半径方向内方に中心線Ｃ２がのびる垂
直部ｇ２とを有する環状の細ａｇを形成することにより
、前記トレッド端ＴＥの半径方向内側に前記細溝ｇを介
して前記ｅ荒面Ｒ２を有する副ト１ノットを形成する一
方、前記トレッド端ＴＥと前記段差面Ｒ２との間の半径
方向の距ａｔば２．５−８ ｍ、前記トレッド端ＴＥと
垂下部ｇ２の中心線Ｃ２との間のタイヤ軸方向の距離Ｅ
１を前記両トレッド端ＴＥＯ間の長さであるトレッド巾
ＴＷの０．０１５〜０．０７５倍、前記段差面Ｒ２と前
記垂直部ｇ２の内端との間の半径方向の距離ｄば前記主
溝Ｇの深さＤＧの４０〜１００％、しかも前記トレッド
端ＴＥと前記段差面Ｒ２のタイヤ軸方向外縁との間のタ
イヤ軸方向の距離１２を、前記トレッド端ＴＥと垂直部
ｇ２の中心線Ｃ２との間の前記軸方向の距離ｆ１と略等
しくしている。In order to achieve the above object, the radial tire of the present invention has a tread in which the main groove G is recessed, and at least one tread end portion in the tire axial direction is cut out in an annular shape so that the tread extends in the radial direction from the tread end TE. Elevation R1 and the elevation R
A groove is formed in an annular notch having a stepped surface R2 extending outward in the axial direction of the tire at the inner edge in the radial direction of the tire, and the center is formed at an angle θ of 30 to 50' with respect to the radial line to the vertical surface R1. By forming an annular narrow ag having an inclined part gl in which the line C1 is inclined toward the tire center and a vertical part g2 in which the center line C2 extends radially inward at the inner end of the inclined part g1, the tread edge A subtread knot having the rough surface R2 is formed on the radially inner side of the tread via the narrow groove g, while a radial distance at 2. between the tread end TE and the stepped surface R2 is formed. 5-8 m, the distance E in the tire axial direction between the tread end TE and the center line C2 of the drooping part g2
1 is 0.015 to 0.075 times the tread width TW, which is the length between the two tread ends TEO, and the distance d in the radial direction between the step surface R2 and the inner end of the vertical portion g2 is the main 40 to 100% of the depth DG of the groove G, and the distance 12 in the tire axial direction between the tread end TE and the outer edge of the stepped surface R2 in the tire axial direction, is determined by the center line between the tread end TE and the vertical portion g2. C2 is approximately equal to the distance f1 in the axial direction.
トレッド端部分に形成する環状の切欠部Ｉ（は、半径方
向にのびる立面Ｒ１によってト１／ラド端ＴＥをエツジ
状に維持でき、該トレッド端ＴＥにおいて接地面と非接
地面とを明確に区分する８従って！・レッドｉＴＥ間の
全中に亘る接地圧の均一化が可能となり盾落ち摩耗等の
偏摩耗を防止しうる。The annular notch I (formed in the tread end portion) can maintain the tread/rad end TE in an edge shape by the vertical surface R1 extending in the radial direction, and clearly distinguish the ground contact surface and the non-contact surface at the tread end TE. Classification 8 Therefore! - It is possible to equalize the ground pressure throughout the red iTE and prevent uneven wear such as shield drop wear.
又環状の細溝ｇは、傾き部ｇ１を有するためトレッド端
部分の剛性を比較的広範囲に亘り適度に緩和でき、例え
ば軌道敷等の段差部への乗載しを円滑化しうる。しかも
このような細ｉｓｇによる剛性緩和は、例えば第２図ｔ
ａ）に示す斜面状のわだち面Ｓを走行する際、斜面の山
ｓＥ１及び谷側Ｅ２に向＜ １−レッド端部分Ｐ１、Ｐ
２を夫々荷重分布に応じて変形させ、第２図（ｈ）に示
すごとく接地長さが山側Ｅ１で小かつ谷側Ｅ２で大な接
地面形状Ｍに変化させる。この時タイヤには、タイヤを
山側Ｅ１に向りる向きのＺ軸廻りのモーメン１−すなわ
ちタイヤを直進させる向きのキャンバ−トルクＦが発生
し、ハンドル把持用の保舵力を減少さ（イーワンダリン
グ性能を向Ｊ二させうる。Further, since the annular narrow groove g has the inclined portion g1, the rigidity of the tread end portion can be moderately reduced over a relatively wide range, and it is possible to smoothly ride on, for example, a stepped portion such as a track bed. Moreover, the stiffness relaxation due to such a thin isg is, for example, shown in Fig. 2 t.
When driving on the slope-like rut surface S shown in a), the direction toward the mountain sE1 and the valley side E2 of the slope is < 1 - Red end portions P1, P
2 are respectively deformed according to the load distribution, and as shown in FIG. 2(h), the ground contact length is changed to a shape M in which the ground contact length is small on the mountain side E1 and large on the valley side E2. At this time, a moment 1 around the Z-axis that directs the tire toward the mountain side E1, i.e., a camber torque F that directs the tire to go straight, reduces the steering force for gripping the steering wheel (E1). Wandering performance can be improved.
又この細溝ｇは、前記切欠部にの立面Ｒ１で開口してい
るため石噛み等の発生がなく、しかも細溝ｇ外側のリプ
状部分が前記切欠部Ｋによりトレッド面から半径方向内
方に距離を控えて形成されるため、通常走行における路
面との衝接を防止でき、その結果該リブ状部分の欠は等
の損傷を抑制し耐久性を高めうる。さらに該リブ状部分
の外面である副トレッドは、段差部への乗越しの際、副
トレッドとトレッドとの小段階に分けて乗り上げでき、
前記細溝による閘性緩和効果とともに乗越し性をより向
上しうる。In addition, since this narrow groove g opens at the vertical surface R1 of the notch, there is no occurrence of stone entrainment, and the lip-shaped portion on the outside of the narrow groove g is radially inward from the tread surface due to the notch K. Since the ribs are formed at a distance from each other, collision with the road surface during normal driving can be prevented, and as a result, damage such as chipping of the rib-like portions can be suppressed and durability can be increased. Furthermore, the secondary tread, which is the outer surface of the rib-shaped portion, can ride over a stepped portion in small steps of the secondary tread and the tread,
The narrow grooves can further improve the overpassability as well as the effect of alleviating the locking property.
以下本発明の一実施例を図面に基づき説明する。 An embodiment of the present invention will be described below based on the drawings.
図において、ラジアルタイヤ１は、トレッド２のタイヤ
軸方向の少なくとも一方のトレッド端部分Ｐに環状の切
欠部にと細溝ｇとを有し、該トレッド２内部には、サイ
ドウオール部５からビード部を遺りビード部のビードコ
アの廻りで両端を折返して係止されるラジアル配列のカ
ーカス３と、その半径方向外側に巻装されるスチールコ
ード等からなる強靭なベルト層４とが配される。In the figure, a radial tire 1 has an annular notch and a narrow groove g in at least one tread end portion P of a tread 2 in the tire axial direction, and inside the tread 2, beads are formed from a sidewall portion 5. A radially arranged carcass 3 whose both ends are folded back and locked around the bead core of the bead part, and a strong belt layer 4 made of steel cord or the like wound around the outside in the radial direction are arranged. .
又トレッド２外面であるトレッド面ＳＴは内圧充填時の
トレッド表面の輪廓はほぼ単一の曲率半径ＴＲで形成さ
れるとともに主溝Ｇを具え、かつ該トレッド面ＳＴとサ
イドウオール部５に連なる凹円弧状のバットレス面ＳＢ
とが交わるトレッド端部分Ｐには、前記切欠部にと細溝
ｇとが形成される。なお前記主溝Ｇは、タイヤ円周方向
にのびる縦溝及び円周方向と交差する方向にのびる横溝
とを含み、主溝Ｇは要求するタイヤ性能に応じた適宜の
パターンで凹設される。In addition, the tread surface ST, which is the outer surface of the tread 2, is formed with a substantially uniform radius of curvature TR when the internal pressure is filled, and is provided with a main groove G, and a recess connected to the tread surface ST and the sidewall portion 5. Arc-shaped buttress surface SB
In the tread end portion P where the two intersect, a narrow groove g is formed in the notch. The main groove G includes a vertical groove extending in the circumferential direction of the tire and a lateral groove extending in a direction intersecting the circumferential direction, and the main groove G is recessed in an appropriate pattern depending on the required tire performance.
又前記切欠部には、トレッド端ＴＥから半径方向内方に
のびる立面Ｒ１と、その半径方向内縁からバットレス面
ＳＨに至りタイヤ軸方向外向きにのびる段差面Ｒ２とを
有する断面略し字状をなし、前記トレッド端部分Ｐを環
状に欠切することによりトレッド端ＴＨに沿って円周方
向に連続して形成される。又切欠部にの前記段差面Ｒ２
は、前記トレッド端ＴＥから半径方向に２．５〜８寵の
距離を隔てて形成される。従って切欠部には、摩耗の進
行においてもトレッド端ＴＥをエツジ状に維持ししかも
接地面と非接地面とを明確に区分する。The notch has an abbreviated cross-sectional shape having an upright surface R1 extending radially inward from the tread end TE, and a stepped surface R2 extending radially outward from the radially inner edge to the buttress surface SH. None, by cutting the tread end portion P into an annular shape, it is formed continuously in the circumferential direction along the tread end TH. Moreover, the step surface R2 at the notch portion
is formed at a distance of 2.5 to 8 cm in the radial direction from the tread end TE. Therefore, the notch maintains the tread end TE in an edge shape even as wear progresses, and clearly separates the ground contact surface and the non-tread surface.
その結果トレッド面ＳＴの曲率半径を適正化することに
より、接地圧をトレッド面ＳＴの命中に亘り均一化でき
、使用初期から終期に至り肩落ち摩耗を抑制する。As a result, by optimizing the radius of curvature of the tread surface ST, the ground pressure can be made uniform over the entire length of the tread surface ST, and shoulder drop wear can be suppressed from the initial stage to the final stage of use.
又前記細溝ｇは前記立面Ｒ１で開口しかつタイヤ中心°
に向かって傾いてのびる傾き部ｇ１と、その内端で折曲
がりかつ半径方向内方に向かってのびる垂直部ｇ２とを
具える断面略く字状の環状溝であって、円周方向に連続
する。Further, the narrow groove g opens at the vertical surface R1 and is located at the center of the tire.
An annular groove having a generally doglegged cross section and continuous in the circumferential direction, comprising an inclined part g1 that extends toward the groove, and a vertical part g2 that is bent at the inner end and extends radially inward. do.
このような細溝ｇは、トレッド端部分Ｐの剛性をトレッ
ド端ＴＥに向かって滑らかにしかも比較的広範囲に亘り
緩和でき、路面上の段差部との衝撃を緩和しワンダリン
グ性能を大巾に向上しうるとともに、トレッド端ＴＥを
より鋭角なエツジ状に維持し、偏摩耗をさらに抑制しう
る。Such narrow grooves g can reduce the rigidity of the tread end portion P smoothly and over a relatively wide range toward the tread end TE, and reduce the impact with the step on the road surface, greatly improving wandering performance. In addition, the tread edge TE can be maintained in a sharper edge shape, and uneven wear can be further suppressed.
そのために細溝ｇは、半径方向外方にのびる半径＊Ｎに
対する前記傾き部ｇ１の中心線Ｃ１の傾き角度θを３０
〜５０°とする一方、垂下部ｇ２の中心線Ｃ２とトレッ
ド端ＴＥとの間のタイヤ軸方向の距離ｚ１を、前記トレ
ッド端ＴＥ間のタイヤ軸方向長さであるトレッド巾ＴＷ
の０．０１５倍〜０．０７５倍としている。なお前記角
度θが３０°未満及び距離１１が０．０１５ＴＷ未満の
場合、剛性緩和が不十分かつ局部的となりワンダリング
性能の向上効果が望み難い、又角度θが５０’を越える
場合及び距１１ｊｌが０．０７５ＴＷを越える場合、シ
ッルダ剛性を過度に低下し、操縦安定性等の走行性能を
損ねる他、シッルダ部の強度を滅じ欠け１割れ等の損傷
を誘発する。特に角度θが５０を越えるとトレッド端が
過度に鋭角化しエツジ欠けを助長する。Therefore, the narrow groove g has an inclination angle θ of the center line C1 of the inclined portion g1 with respect to the radius *N extending outward in the radial direction by 30.
~50°, while the distance z1 in the tire axial direction between the center line C2 of the hanging portion g2 and the tread end TE is the tread width TW, which is the length in the tire axial direction between the tread ends TE.
0.015 to 0.075 times. If the angle θ is less than 30° and the distance 11 is less than 0.015TW, the stiffness relaxation will be insufficient and localized, making it difficult to expect an improvement in wandering performance, and if the angle θ exceeds 50' and the distance 11jl If it exceeds 0.075 TW, the rigidity of the shield is excessively reduced, impairing driving performance such as steering stability, and the strength of the shield is also reduced, leading to damage such as chipping and cracking. In particular, when the angle θ exceeds 50, the tread edge becomes excessively acute, promoting edge chipping.
なお細溝ｇの溝巾Ｗは、０．２〜１．５鶴とするのがよ
く、又かかる細溝ｇは前記立面Ｒ１で開口するため、接
地の際その開口を閉止し、溝内への石嗜みを防止する。The groove width W of the narrow groove g is preferably 0.2 to 1.5 mm, and since the narrow groove g opens at the elevation R1, the opening is closed when touching the ground, and the inside of the groove is closed. Prevent stone addiction.
さらに本発明では、前記垂直部ｇ２の内端と前記段差面
Ｒ２との間の半径方向の距離ｄを前記主溝Ｇの深さＤＧ
の４０〜１００％とする一方、段差向Ｒ２のタイヤ軸方
向外縁と前記トレッド端ＴＥとの間のタイヤ軸方向の距
離Ｉ２を前記距離ｉ１と鵬等しく設定し、耐久性及びワ
ンダリング性能をさらに向上している。Furthermore, in the present invention, the distance d in the radial direction between the inner end of the vertical portion g2 and the step surface R2 is the depth DG of the main groove G.
Meanwhile, the distance I2 in the tire axial direction between the tire axial direction outer edge in the step direction R2 and the tread end TE is set equal to the distance i1 to further improve durability and wandering performance. It's improving.
すなわち距［Ｐ、２を距罷７！１と略等しくすることに
より前記段差面Ｒ２ば副トレッドＳ２として機能するこ
とが可能となり、例えば軌道敷等の段差部乗疎しの際、
副トレッド、トレッドと段階的に乗上げでき１、乗越し
性を高め・うる。又前記距離ｄを０．４ＤＧ−＝−１、
ＯＤＧとすることにより細溝ｇのタイヤ軸方向外側のリ
ブ状部分の剛性及び強度を適正化でき段差部との衝撃を
緩和する一方該衝撃による割れ等の損傷を防止している
。That is, by making the distance [P, 2 approximately equal to the distance 7!1, the stepped surface R2 can function as the sub-tread S2, and for example, when riding on a stepped portion such as a track bed,
You can ride on the secondary tread and tread in stages 1, improving the riding ability. Also, the distance d is 0.4DG-=-1,
By using ODG, the rigidity and strength of the rib-shaped portion on the outer side of the narrow groove g in the tire axial direction can be optimized, and while the impact with the stepped portion is alleviated, damage such as cracking due to the impact is prevented.
なおこのようなラジアルタイヤｌは乗用車用の他、重荷
霞車両用等種々の用途のタイヤとして形成することがで
き、又細溝ｇ等は双方のトレッド端部分Ｐに形成するこ
とができる。かかる場合前述のごとく傾斜面走行の際第
２図体）〜（ｂ）に示すようにタイ１ツを直進さぜる向
きのキャンバ−トルクＦが発生ずるとともにキャンバ−
スラスト、キャンバ−トルクを増加させるので、ワンダ
リング性能はさらに改善されることになる。又一方のト
レッド端部分に形成した場合には細ｍｇは車両外方に向
く側に配される。Incidentally, such a radial tire l can be formed as a tire for various uses such as for heavy-duty and foggy vehicles as well as for passenger cars, and narrow grooves g etc. can be formed in both tread end portions P. In such a case, as described above, when driving on a slope, camber torque F is generated in the direction of moving the tie straight as shown in Figures 2) to (b), and the camber torque is
Since the thrust and camber torques are increased, wandering performance is further improved. When formed at one end of the tread, the thin mg is placed on the side facing outward from the vehicle.
又本発明においては、前記段差面Ｒ２すなゎぢ副トレッ
ドＳ２を第３図（ａ）に示すように円弧面で形成しても
よく、又第３図（ｂ）に示すように、ｔｉＡ溝ｇのタイ
ヤ軸方向外側に、さらに該＊＃ｇと略同構成の第２の細
溝６を設けてもよい７
〔発明の効果〕
叙上のごとく本発明のラジアルタイヤは、トレッド端部
分に立面を有する段差状の切欠部と、立面で開口する傾
斜部を有する細溝とを設けているため、ワンダリング性
能を高めかっＲ落ち摩耗を抑制しうるとともに、細溝へ
の石噛み等を効果的に防止でき、割れ、欠は等の損傷を
減じうるとともに発熱の低下により高速耐久性が向上す
る。Further, in the present invention, the step surface R2 or the secondary tread S2 may be formed as a circular arc surface as shown in FIG. 3(a), or as shown in FIG. A second thin groove 6 having substantially the same configuration as *#g may be further provided on the outer side of the groove g in the tire axial direction. Since it has a step-shaped notch with an vertical surface and a narrow groove with an inclined part that opens on the vertical surface, it is possible to improve wandering performance and suppress wear due to R-drops, and to prevent stones from entering the narrow groove. Chewing can be effectively prevented, damage such as cracks and chips can be reduced, and high-speed durability is improved due to the reduction in heat generation.
第１図は本発明の一実施例を拡大ｊ−で示す断面図、第
２図（ａ）〜（１１）はその作用の一つを説明する縞図
、第３図（ａｌ ＝ （ｂｌは本発明の他の実施例を示
す断面図、第４図（♂）〜（ｄｌは従来技術を説明する
断面図である。
トｌ／ラド、
ｐ −ｔ−レッド端部分、
Ｓ２ 副トレッド。Fig. 1 is an enlarged sectional view of one embodiment of the present invention at j-; Figs. 2(a) to (11) are striped diagrams illustrating one of its functions; and Fig. 3 (al = (bl is A cross-sectional view showing another embodiment of the present invention, and FIGS. 4(♂) to (dl are cross-sectional views explaining the prior art. Tol/rad, p-t-red end portion, S2 sub-tread.
Claims (1)
とも一方のトレッド端部分を環状に欠切することにより
トレッド端ＴＥから半径方向にのびる立面Ｒ１と該立面
Ｒ１の半径方向内縁でタイヤ軸方向外向きにのびる段差
面Ｒ２とを有する環状の切欠部Ｋを形成し、しかも前記
立面Ｒ１に、半径線に対して３０〜５０゜の角度θで中
心線Ｃ１がタイヤ中心に向かって傾く傾き部ｇ１と該傾
き部ｇ１の内端で半径方向内方に中心線Ｃ２がのびる垂
直部ｇ２とを有する環状の細溝ｇを形成することにより
、前記トレッド端ＴＥの半径方向内側に前記細溝ｇを介
して前記段差面Ｒ２を有する副トレッドを形成する一方
、前記トレッド端ＴＥと前記段差面Ｒ２との間の半径方
向の距離ｔは２．５〜８ｍｍ、前記トレッド端ＴＥと垂
下部ｇ２の中心線Ｃ２との間のタイヤ軸方向の距離ｌ１
を前記両トレッド端ＴＥの間の長さであるトレッド巾Ｔ
Ｗの０．０１５〜０．０７５倍、前記段差面Ｒ２と前記
垂直部ｇ２の内端との間の半径方向の距離ｄは前記主溝
Ｇの深さＤＧの４０〜１００％、しかも前記トレッド端
ＴＥと前記段差面Ｒ２のタイヤ軸方向外縁との間のタイ
ヤ軸方向の距離ｌ２を、前記トレッド端ＴＥと垂直部ｇ
２の中心線Ｃ２との間の前記軸方向の距離ｌ１と略等し
くしてなるラジアルタイヤ。1 By annularly cutting at least one tread end portion in the tire axial direction of the tread in which the main groove G is recessed, the tire is formed by an vertical surface R1 extending radially from the tread end TE and an inner edge in the radial direction of the vertical surface R1. An annular notch K having a step surface R2 extending outward in the axial direction is formed, and the center line C1 is directed toward the tire center at an angle θ of 30 to 50 degrees with respect to the radial line in the vertical surface R1. By forming an annular narrow groove g having an inclined inclined portion g1 and a vertical portion g2 in which a center line C2 extends radially inward at the inner end of the inclined portion g1, the A sub-tread having the stepped surface R2 is formed through the narrow groove g, and the radial distance t between the tread end TE and the stepped surface R2 is 2.5 to 8 mm, and the tread is suspended from the tread end TE. Distance l1 in the tire axial direction between part g2 and center line C2
is the tread width T, which is the length between the two tread ends TE.
0.015 to 0.075 times W, the radial distance d between the stepped surface R2 and the inner end of the vertical portion g2 is 40 to 100% of the depth DG of the main groove G, and the tread The distance l2 in the tire axial direction between the end TE and the outer edge of the step surface R2 in the tire axial direction is calculated from the tread end TE and the vertical part g.
2. The radial tire is formed so that the distance in the axial direction between the center line C2 of the tire and the center line C2 of the tire is approximately equal to the distance l1 in the axial direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2150358A JP2889323B2 (en) | 1990-06-08 | 1990-06-08 | Radial tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2150358A JP2889323B2 (en) | 1990-06-08 | 1990-06-08 | Radial tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0443103A true JPH0443103A (en) | 1992-02-13 |
| JP2889323B2 JP2889323B2 (en) | 1999-05-10 |
Family
ID=15495244
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2150358A Expired - Fee Related JP2889323B2 (en) | 1990-06-08 | 1990-06-08 | Radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2889323B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999037490A1 (en) * | 1998-01-26 | 1999-07-29 | Michelin Recherche Et Technique S.A. | Tire having improved tread portion for reducing formation of anomalies causing user dissatisfaction |
| US6112787A (en) * | 1996-07-04 | 2000-09-05 | Sumito Rubber Industries, Ltd. | Heavy duty pneumatic tire including narrow rib |
| JP2007261485A (en) * | 2006-03-29 | 2007-10-11 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| EP1970220A1 (en) * | 2007-03-15 | 2008-09-17 | Sumtiomo Rubber Industries Ltd | Pneumatic tire |
| US8215351B2 (en) | 2006-10-13 | 2012-07-10 | Michelin Recherche Et Technique | Shear band |
-
1990
- 1990-06-08 JP JP2150358A patent/JP2889323B2/en not_active Expired - Fee Related
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6112787A (en) * | 1996-07-04 | 2000-09-05 | Sumito Rubber Industries, Ltd. | Heavy duty pneumatic tire including narrow rib |
| WO1999037490A1 (en) * | 1998-01-26 | 1999-07-29 | Michelin Recherche Et Technique S.A. | Tire having improved tread portion for reducing formation of anomalies causing user dissatisfaction |
| JP2007261485A (en) * | 2006-03-29 | 2007-10-11 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US8215351B2 (en) | 2006-10-13 | 2012-07-10 | Michelin Recherche Et Technique | Shear band |
| EP1970220A1 (en) * | 2007-03-15 | 2008-09-17 | Sumtiomo Rubber Industries Ltd | Pneumatic tire |
| US7832439B2 (en) | 2007-03-15 | 2010-11-16 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire having recess in buttress face |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2889323B2 (en) | 1999-05-10 |
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|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |