JPH0565609U - Pneumatic tire - Google Patents

Pneumatic tire

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Publication number
JPH0565609U
JPH0565609U JP717292U JP717292U JPH0565609U JP H0565609 U JPH0565609 U JP H0565609U JP 717292 U JP717292 U JP 717292U JP 717292 U JP717292 U JP 717292U JP H0565609 U JPH0565609 U JP H0565609U
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JP
Japan
Prior art keywords
zigzag
groove
main groove
rib
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
Application number
JP717292U
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Japanese (ja)
Other versions
JP2601560Y2 (en
Inventor
博司 中村
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyo Tire Corp
Original Assignee
Toyo Tire and Rubber Co Ltd
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Filing date
Publication date
Application filed by Toyo Tire and Rubber Co Ltd filed Critical Toyo Tire and Rubber Co Ltd
Priority to JP1992007172U priority Critical patent/JP2601560Y2/en
Publication of JPH0565609U publication Critical patent/JPH0565609U/en
Application granted granted Critical
Publication of JP2601560Y2 publication Critical patent/JP2601560Y2/en
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Expired - Lifetime legal-status Critical Current

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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
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section
    • B60C11/045—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section the groove walls having a three-dimensional shape

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

Abstract

(57)【要約】 【目的】トラクション性能の低下がなく、見掛上滑り易
い外観を呈することもなく、サイプを溝壁の山部に形成
したり、多ピッチ化の手段をとることなく、リバーウェ
アの発生を有効に防止する。 【構成】踏面部１を円周方向に連続して延びる主溝２
に、リブ３側端部の溝壁４を山部５ａと谷部５ｂとでジ
グザグ状に突出させた構造で、上記溝壁４のタイヤ踏面
部１開口端から溝底に向けて形成された第１ジグザグ５
の谷部５ｂに、主溝２深さの途中から第２ジグザグ６の
山部６ａを重ねて形成する。 (57) [Summary] [Purpose] There is no deterioration in traction performance, no apparent slippery appearance, no sipes formed on the ridges of the groove walls, and no means for increasing the pitch. Effectively prevent the generation of wear. [Structure] A main groove 2 extending continuously in a circumferential direction on a tread portion 1
In addition, the groove wall 4 at the end portion on the rib 3 side is formed in a zigzag shape by the peak portion 5a and the valley portion 5b, and is formed from the opening end of the tire tread portion 1 of the groove wall 4 toward the groove bottom. 1st zigzag 5
The valley portion 5b is formed by overlapping the peak portion 6a of the second zigzag 6 from the middle of the depth of the main groove 2.

Description

【考案の詳細な説明】[Detailed description of the device]

【０００１】[0001]

【産業上の利用分野】[Industrial applications]

この考案は幅方向の側端部の溝壁を主溝に対して山部と谷部とでジグザグに突 出させたリブパターンを有する空気入りタイヤにおいて、特に当該リブ側端部に 発生するリバーウェアの防止に関する。 This invention relates to a pneumatic tire having a rib pattern in which a groove wall at a side end portion in the width direction is projected in zigzag at a mountain portion and a valley portion with respect to a main groove, and particularly a river tire which occurs at the rib side end portion. Regarding prevention of wear.

【０００２】[0002]

【従来の技術】[Prior Art]

例えばトラックバス、ライトトラックなどのラジアルタイヤを走行させると、 主溝の両岸に位置するリブの側端部に、タイヤ幅方向に広がって、タイヤ円周上 につながる川状の摩耗が生じる場合がある。この偏摩耗を通常リバーウェアと呼 んでいるが、これが発展するとタイヤの周方向において部分的にリブ両端のリバ ーウェアがつながり、最終的にはそのリブ全体が他のリブより１段早く摩耗する いわゆるリブパンチが生じる場合もある。 For example, when running radial tires such as truck buses and light trucks, the side edges of the ribs located on both sides of the main groove spread in the tire width direction and cause river-like wear that connects to the tire circumference. There is. This uneven wear is usually called river wear, but if this develops, the river wear at both ends of the ribs will partially connect in the circumferential direction of the tire, and eventually the entire rib will wear one step earlier than other ribs. Rib punch may occur.

【０００３】 従来、この種の摩耗を防止するため、種々の技術が提案されている。例えばリ ブ側端部における溝壁の山部の高さを小さくし、ジグザグの突出の程度を小さく する技術が一般的に用いられている。これはリバーウェアの起点が、リブへの垂 直方向の負荷に対する剛性の小さな溝壁の山部にあるため、低剛性部分であるこ の山部を小さくすることでリブ中央部との剛性差を小さくして偏摩耗を防止しよ うとしているものである。Conventionally, various techniques have been proposed to prevent this kind of wear. For example, a technique is generally used in which the height of the mountain portion of the groove wall at the end on the rib side is reduced to reduce the degree of zigzag protrusion. This is because the starting point of the riverwear is in the crest of the groove wall, which has a low rigidity against the load in the vertical direction to the rib, so by reducing this crest, which is a low-rigidity part, the difference in rigidity from the center of the rib is reduced. It is intended to prevent uneven wear by making it smaller.

【０００４】 またリブ側端部における溝壁の山部に、タイヤ回転軸に平行な多数のサイピン グを施す技術もさらに一般的な方法である。またさらに異なる方法としてリブ端 部に沿ってリブ端部から少し離れた位置に主溝にほぼ平行に連続した或いは断続 したサイプを形成する技術も開示されている。Further, a technique in which a large number of sipings parallel to the tire rotation axis are applied to the mountain portion of the groove wall at the rib side end is a more general method. Further, as a different method, there is disclosed a technique of forming a continuous or intermittent sipe substantially parallel to the main groove at a position slightly apart from the rib end along the rib end.

【０００５】[0005]

【考案が解決しようとする課題】[Problems to be solved by the device]

しかしリブ側端部における溝壁の山部の高さを小さくした場合、完全なストレ ート状の溝でもリバーウェアの発生が見られる如く、完全な防止効果があるわけ ではないほか、湿潤路走行時のトラクション性能が下がる問題が生じる。また見 掛上すべり易い外観を呈するため運転者に不安感を与える点で好ましくない。こ れを改善するため、サイプを多用することも考えられるが、サイピングは別の偏 摩耗の原因となり易い。またリブ端部から少し離れた位置に主溝に沿って連続或 いは断続したサイプを形成する技術は、リブ端のタイヤ幅方向の運動を制御し、 それによって周方向のすべりを抑制して偏摩耗を防止しようとしているのてある が、かかる手段では偏摩耗の防止効果はそのサイプの両端で異なることとなり、 摩耗量の差異から別の形の偏摩耗を誘発し易く実用性に欠けることがある。 However, if the height of the crests of the groove wall at the rib end is reduced, it does not have a complete preventive effect as river wear is seen even in a perfectly straight groove, and in addition to this, there is a wet road. There is a problem that the traction performance during driving is deteriorated. In addition, the appearance is slippery, which is not preferable because it gives the driver a feeling of anxiety. To improve this, it is possible to use a lot of sipes, but siping tends to cause another uneven wear. In addition, the technique of forming a continuous or intermittent sipe along the main groove at a position slightly away from the rib end controls the movement of the rib end in the tire width direction, thereby suppressing circumferential slip. There is an attempt to prevent uneven wear, but with such means, the effect of preventing uneven wear differs at both ends of the sipe, and due to the difference in the amount of wear, it is easy to induce another form of uneven wear and lacking practicality. There is.

【０００６】 一方、リブ側端部における溝壁の山部にサイプを形成する技術は、所望とする 効果を得るには多数のかつ長く深いサイプを形成しなければならず、意匠上制約 があるほか、サイプ端からのクラックの発生や別の偏摩耗が生じる問題がある。 この考案の目的は、トラクション性能の低下がなく、またサイプを溝壁の山部 に形成したり、ジグザグの突出量を小さくするという様な手段をとることなく、 リバーウェアの発生を有効に防止することができる空気入りタイヤを提供する点 にある。On the other hand, the technique of forming sipes on the crests of the groove walls at the rib-side end must form a large number of long and deep sipes in order to obtain a desired effect, which is a design limitation. In addition, there is a problem that a crack is generated from the sipe end and another uneven wear occurs. The purpose of this invention is to effectively prevent the generation of river wear without reducing the traction performance, and without taking measures such as forming sipes on the crests of the groove wall or reducing the protruding amount of the zigzag. The point is to provide a pneumatic tire that can.

【０００７】[0007]

【課題を解決するための手段】[Means for Solving the Problems]

ところでリバーウェアは、接地時の垂直負荷でリブが撓み、これがリブ端をタ イヤ幅方向に押しやり、この幅方向のすべりがタイヤ回転時の周方向力に対する 摩擦係数の低下を誘発し、その結果路面とのすべりが大きくなって生じると考え られる。すなわちジグザグの山部は構成する２つの溝壁面が相互に無拘束である ため、他の部分に比して垂直方向の剛性が低く、接地圧が低いことから、摩擦力 が乏しくなり、幅方向に動きやすく、これが周方向すべりを誘発して山部の先か ら摩耗が全周に発展していく。 By the way, in riverwear, the rib flexes under the vertical load at the time of touchdown, which pushes the rib end in the tire width direction, and this slip in the width direction induces a decrease in the friction coefficient against the circumferential force when the tire rotates, As a result, it is thought that slippage with the road surface will increase. That is, since the two groove wall surfaces that make up the zigzag peak are unconstrained with each other, the rigidity in the vertical direction is lower than in other parts, and the ground contact pressure is low. It is easy to move, which induces a circumferential slip, and wear develops from the tip of the mountain to the entire circumference.

【０００８】 従ってリバーウェアを有効に防止するには、山部の剛性を上げることが望まし い。この点従来は山部の高さを低くすることで剛性のアップを図ったが、所望の 剛性を得るには山部の高さをかなり低くしなければならず、これでは前記の通り トラクション性能の低下をひきおこす。そこでこの考案は踏面部を円周方向に連 続して延びる主溝に、幅方向の側端部の溝壁を山部と谷部とでジグザグ状に突出 させたリブを有する空気入りタイヤにおいて、上記溝壁のタイヤ踏面部開口端か ら溝底に向けて形成された第１ジグザグの谷部に、主溝深さの途中から第２ジグ ザグの山部を重ねて形成する構成を採用した。Therefore, in order to effectively prevent river wear, it is desirable to increase the rigidity of the mountain portion. In this regard, in the past, the height of the ridges was reduced to increase the rigidity, but to obtain the desired rigidity, the height of the ridges must be reduced considerably. Cause a decrease in Therefore, the present invention relates to a pneumatic tire having a main groove that continuously extends in the circumferential direction of a tread surface, and a rib in which a groove wall at a side end in the width direction has zigzag projections at a mountain portion and a valley portion. , Adopting a configuration in which a second zigzag peak portion is formed in the middle of the main groove depth in the first zigzag valley portion formed from the tire tread opening end of the groove wall toward the groove bottom did.

【０００９】 第２ジグザグは、第１ジグザグの谷部に重ねて形成すればよいが、第１ジグザ グと同じピッチ数とし、当該第１ジグザグに対してほぼ１／２ピッチ分位相をず らして形成すると、タイヤトレッドの摩耗過程で、途中からその振幅は１／２と なるが、ジグザグのピッチ数は２倍とすることができ、トラクション性能の低下 を防止できると共に、山部の剛性アップが効果的である点で好ましい。第２ジグ ザグの設定位置は主溝深さの途中からであれば差支えないが、タイヤ踏面部開口 端からの距離で、主溝深さの４０％より浅くすると、主溝の断面積が低下し、加 えて接地時の撓みによる断面積の低下も重なって、排水性を低下せしめ、湿潤時 での走行性を悪くする。主溝深さの６０％を越えると、第１ジグザグの剛性アッ プの効果は乏しく、リバーウェアを有効に防止することが困難となる。従って第 ２ジグザグは主溝深さの４０〜６０％の位置から溝底にむけて形成することが望 ましい。The second zigzag may be formed so as to overlap with the valley portion of the first zigzag, but the second zigzag has the same number of pitches as the first zigzag and the phase is shifted by about 1/2 pitch with respect to the first zigzag. If it is formed, the amplitude will be halved halfway during the tire tread's wear process, but the number of zigzag pitches can be doubled, preventing deterioration of traction performance and increasing the rigidity of the mountain portion. Is preferable in that it is effective. The setting position of the second zigzag does not matter if it is in the middle of the main groove depth, but if it is shallower than 40% of the main groove depth at the distance from the tire tread opening end, the cross-sectional area of the main groove will decrease. In addition, the decrease in cross-sectional area due to the bending at the time of grounding also overlaps, which reduces the drainage performance and deteriorates the running performance when wet. When it exceeds 60% of the main groove depth, the effect of the rigidity increase of the first zigzag is poor, and it becomes difficult to effectively prevent river wear. Therefore, it is desirable to form the second zigzag from the position of 40 to 60% of the main groove depth toward the groove bottom.

【００１０】 この第２ジグザグはショルダーリブを含むすべてのリブに形成することもでき るが、リバーウェアの発生頻度の高い箇所に形成することもできる。また主溝の 両岸又はいずれか一方の溝壁に形成することもできる。ただ主溝の両岸に形成す る場合は、主溝を挟んで対向する溝壁のジグザグを、第１ジグザグでは互いにほ ぼ１／４ピッチ分位相をずらし、第２ジグザグの位置から互いに位相が一致する 構成とすれば、摩耗が進行した時点でたとえ振幅が１／２となりピッチが２倍と なってもジグザグの位相が一致するためデザイン上いびつになることもなく、ま た主溝の幅を大きくとることができるので排水性の点で好ましい。The second zigzag can be formed on all the ribs including the shoulder ribs, but can also be formed on a place where riverwear frequently occurs. It can also be formed on both sides of the main groove or on either of the groove walls. However, when forming on both sides of the main groove, the zigzags of the groove walls facing each other across the main groove are shifted in phase by about 1/4 pitch from each other in the first zigzag, and are shifted from each other in position from the second zigzag position. If the structure is matched, even if the amplitude becomes 1/2 and the pitch becomes 2 times when the wear progresses, the zigzag phase will not match, and there will be no discontinuity in the design. It is preferable in terms of drainage because it can have a large width.

【００１１】 なお山部の高さ（振幅）は、前記の構成を採ることで特に低くしなくてもよい が、一層剛性を上げるために、トラクション性能があまり低下しない範囲で低く することもできる。例えば２〜５mm程度とすることができる。なおジグザグの山 と谷との組合わせ数は、リブの端一列について、周上では、トラクション性能の 低下を防止するために１５０〜３５０程度が好ましいが、特に限定されない。サ イプは多数のかつ長く深いものであれば剛性を著しく低下するので形成しない方 がよいが、少数で剛性を著しく低下しない範囲であれば溝壁の山部に形成するこ ともできる。The height (amplitude) of the mountain portion does not have to be particularly low by adopting the above-mentioned configuration, but in order to further increase the rigidity, the height (amplitude) can be lowered within a range in which the traction performance does not deteriorate so much. .. For example, it can be about 2 to 5 mm. The number of combinations of zigzag peaks and troughs is preferably about 150 to 350 in order to prevent deterioration of traction performance on the circumference of one row of ribs, but is not particularly limited. If there are a large number of long and deep types, the rigidity will be significantly reduced, so it is better not to form them. However, a small number of types can be formed on the crests of the groove walls as long as the rigidity is not significantly reduced.

【００１２】[0012]

【作用】[Action]

この考案は第１ジグザグの谷部に第２ジグザグを主溝深さの途中から重ねて形 成した空気入りタイヤであるので、山部の高さを低くすることなくその剛性を向 上することができるため、トラクション性能の低下もなく、また見掛上すべりや すい外観を呈することもなく、リバーウェアの発生を有効に防止することができ る。またトレッドが使用とともに摩耗しても、摩耗の過程でさらに第２ジグザグ が現れるため、ピッチ数が大幅に増加し、たとえジグザグの振幅が小さくなって も、トラクション性能の低下をおさえてリバーウェアの発生を有効に防止するこ とができる。 This invention is a pneumatic tire that is formed by overlapping the second zigzag on the valley of the first zigzag from the middle of the main groove depth. Therefore, it is possible to improve the rigidity of the pneumatic tire without lowering the height of the peak. As a result, it is possible to effectively prevent the occurrence of river wear without reducing the traction performance and without giving an apparently slippery or smooth appearance. In addition, even if the tread wears with use, the second zigzag will appear in the process of wear, so the number of pitches will increase significantly, and even if the zigzag amplitude is reduced, the traction performance will be reduced and the riverwear It is possible to effectively prevent the occurrence.

【００１３】[0013]

【実施例】【Example】

図１はこの考案に係る空気入りタイヤの一実施例を示すリブパターンの概略図 であり、図２は同要部拡大図、図３は図１におけるIII −III 線断面図である。 図において１は踏面部、２はこの踏面部１を円周方向に連続して延びる主溝、 ３はこの主溝２の両側に隣接するリブである。リブ３にはその幅方向の側端部に 主溝２と境界をなす溝壁４が形成されている。この溝壁４は、図示の通り、タイ ヤ円周方向に沿って主溝２に対してジグザグ構造をなし、タイヤ踏面部開口端か ら溝底の範囲で第１ジグザグ５が形成され、主溝深さＨの途中からは第２ジグザ グ６が形成されている。タイヤ踏面部開口端からの距離ｈでいえば主溝深さＨの ４０％の位置から第２ジグザグ６は形成されている。なお５ａは第１ジグザグ５ の山部、５ｂはその谷部である。第２ジグザグ６は図示の通り、第１ジグザグ５ の谷部５ｂにその山部６ａを重ねる状態で形成されている。 FIG. 1 is a schematic view of a rib pattern showing an embodiment of a pneumatic tire according to the present invention, FIG. 2 is an enlarged view of the relevant part, and FIG. 3 is a sectional view taken along the line III-III in FIG. In the figure, 1 is a tread surface portion, 2 is a main groove extending continuously in the tread surface portion 1 in the circumferential direction, and 3 is a rib adjacent to both sides of the main groove 2. A groove wall 4 that forms a boundary with the main groove 2 is formed at the side end of the rib 3 in the width direction. As shown in the figure, the groove wall 4 has a zigzag structure with respect to the main groove 2 along the tire circumferential direction, and a first zigzag 5 is formed in the range from the opening end of the tire tread portion to the groove bottom. The second zigzag 6 is formed from the middle of the groove depth H. The second zigzag 6 is formed at a position of 40% of the main groove depth H in terms of the distance h from the opening end of the tire tread portion. In addition, 5a is a peak of the first zigzag 5 and 5b is a valley thereof. As shown in the drawing, the second zigzag 6 is formed in such a manner that the crest 6a is overlapped with the valley 5b of the first zigzag 5.

【００１４】 なおこの実施例では、第２ジグザグ６は、第１ジグザグ５と同じピッチ数を有 し、当該第１ジグザグ５に対してほぼ１／２ピッチ分位相をずらして形成されて いる。また主溝２を挟んで対向する溝壁４、４のジグザグを、第１ジグザグ５で は互いにほぼ１／４ピッチ分位相をずらし、第２ジグザグ６の位置で互いに位相 を一致させる構成としている。なお図２においてＶＬは溝底の仮想線、Ｐ1 は第 １ジグザグ５の１ピッチ、Ｐ2 は第２ジグザグ６の１ピッチを示している。In this embodiment, the second zigzag 6 has the same number of pitches as the first zigzag 5 and is formed with a phase shift of approximately 1/2 pitch with respect to the first zigzag 5. Further, the zigzags of the groove walls 4 and 4 facing each other with the main groove 2 sandwiched therebetween are shifted in phase by approximately 1/4 pitch in the first zigzag 5 and are in phase with each other at the position of the second zigzag 6. .. In FIG. 2, VL is an imaginary line of the groove bottom, P 1 is one pitch of the first zigzag 5, and P 2 is one pitch of the second zigzag 6.

【００１５】 従って第１ジグザグ５の山部５ａは、その両壁面が従来のようにフリーではな く、第２ジグザグ６によって拘束されているので、剛性が向上し、リバーウェア の発生を有効に防止することができる。また第１ジグザグ５の山部５ａは特に従 来の様にその高さを低くしていないので、トラクション性能が低下することもな い。また摩耗の進行に伴いリブ３はすり減るが、図４に示す様に、途中で第２ジ グザグ６が現われ、第１ジグザグ５との合体により、第１ジグザグ５のおよそ２ 倍のピッチのジグザグ構造が現出するので、トラクション性能を保持しつつ、剛 性も保持され、リバーウェアの発生を防止することができる。またジグザグの位 相が一致するためデザイン上いびつになることもなく、また主溝の幅を比較的大 きくとることができるので排水性を低下させることもない。Therefore, the mountain portion 5a of the first zigzag 5 is not free on both walls as in the conventional case, but is restrained by the second zigzag 6, so that the rigidity is improved and the generation of riverwear is effectively performed. Can be prevented. Further, since the height of the mountain portion 5a of the first zigzag 5 is not particularly lowered as in the conventional case, the traction performance is not deteriorated. Further, as the wear progresses, the rib 3 wears away, but as shown in FIG. 4, the second zigzag 6 appears on the way, and the combination with the first zigzag 5 causes the zigzag at a pitch twice that of the first zigzag 5. Since the structure appears, rigidity is maintained while maintaining traction performance, and it is possible to prevent the occurrence of river wear. In addition, the zigzag phases match, so there is no distorted design, and the width of the main groove can be made relatively large so that drainage is not reduced.

【００１６】 なおこの考案は上記の実施例に限定されるものではない。The present invention is not limited to the above embodiment.

【００１７】[0017]

【考案の効果】[Effect of the device]

以上の通りこの考案は、第１ジグザグの谷部に、主溝深さの途中から第２ジグ ザグの山部を形成した空気入りタイヤであるので、トラクション性能の低下がな く、見掛上すべり易い外観を呈することもなく、リバーウェアの発生を有効に防 止することができる。 As described above, the present invention is a pneumatic tire in which the second zigzag peak portion is formed in the valley portion of the first zigzag from the middle of the main groove depth. It is possible to effectively prevent the occurrence of river wear without giving a slippery appearance.

【図面の簡単な説明】[Brief description of drawings]

【図１】この考案の一実施例を示すリブパターンの概略
図である。FIG. 1 is a schematic view of a rib pattern showing an embodiment of the present invention.

【図２】同要部拡大図である。FIG. 2 is an enlarged view of the relevant part.

【図３】図１におけるIII −III 線断面図である。FIG. 3 is a sectional view taken along line III-III in FIG.

【図４】摩耗の過程で第２ジグザグか現われた状態を示
すリブパターンの概略図である。FIG. 4 is a schematic view of a rib pattern showing a state in which a second zigzag appears in the process of wear.

【符号の説明】[Explanation of symbols]

１ 踏面部 ２ 主溝 ３ リブ ４ 溝壁 ５ 第１ジグザグ ５ａ 山部 ５ｂ 谷部 ６ 第２ジグザグ ６ａ 山部 1 Tread 2 Main groove 3 Rib 4 Groove wall 5 1st zigzag 5a Mountain part 5b Valley 6 2nd zigzag 6a Mountain part

Claims (4)

【実用新案登録請求の範囲】[Scope of utility model registration request] 【請求項１】踏面部を円周方向に連続して延びる主溝
に、幅方向の側端部の溝壁を山部と谷部とでジグザグ状
に突出させたリブを有する空気入りタイヤにおいて、上
記溝壁のタイヤ踏面部開口端から溝底に向けて形成され
た第１ジグザグの谷部に、主溝深さの途中から第２ジグ
ザグの山部を重ねて形成したことを特徴とする空気入り
タイヤ。1. A pneumatic tire having a main groove that extends continuously in the circumferential direction on a tread surface, and a rib in which a groove wall at a side end in the width direction is projected in zigzag at a mountain portion and a valley portion. A groove portion of the first zigzag formed from an opening end of the tire tread surface portion of the groove wall toward the groove bottom, and a mountain portion of the second zigzag is formed from the middle of the main groove depth. Pneumatic tires. 【請求項２】第２ジグザグが、第１ジグザグと同じピッ
チ数を有し、当該第１ジグザグに対してほぼ１／２ピッ
チ分位相をずらして形成されている請求項１記載の空気
入りタイヤ。2. The pneumatic tire according to claim 1, wherein the second zigzag has the same number of pitches as the first zigzag and is formed with a phase shift of approximately 1/2 pitch with respect to the first zigzag. .. 【請求項３】第２ジグザグが主溝深さの４０〜６０％の
位置から形成されている請求項１又は２記載の空気入り
タイヤ。3. The pneumatic tire according to claim 1, wherein the second zigzag is formed at a position of 40 to 60% of the main groove depth. 【請求項４】主溝を挟んで対向する溝壁のジグザグが、
第１ジグザグでは互いにほぼ１／４ピッチ分位相がず
れ、第２ジグザグの位置から互いに位相が一致する請求
項１、２又は３記載の空気入りタイヤ。4. A zigzag of groove walls facing each other across the main groove,
The pneumatic tire according to claim 1, 2 or 3, wherein the first zigzags are out of phase with each other by about 1/4 pitch, and the phases are coincident with each other from the second zigzag position.
JP1992007172U 1992-02-20 1992-02-20 Pneumatic tire Expired - Lifetime JP2601560Y2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP1992007172U JP2601560Y2 (en) 1992-02-20 1992-02-20 Pneumatic tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1992007172U JP2601560Y2 (en) 1992-02-20 1992-02-20 Pneumatic tire

Publications (2)

Publication Number Publication Date
JPH0565609U true JPH0565609U (en) 1993-08-31
JP2601560Y2 JP2601560Y2 (en) 1999-11-22

Family

ID=11658667

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1992007172U Expired - Lifetime JP2601560Y2 (en) 1992-02-20 1992-02-20 Pneumatic tire

Country Status (1)

Country Link
JP (1) JP2601560Y2 (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003025809A (en) * 2001-07-17 2003-01-29 Ohtsu Tire & Rubber Co Ltd :The Pneumatic tire
KR100448565B1 (en) * 2001-08-18 2004-09-13 금호타이어 주식회사 A Pneumatic Radial Tire for Heavy Duty
JP2011235701A (en) * 2010-05-07 2011-11-24 Bridgestone Corp Tire
US20120132333A1 (en) * 2010-11-30 2012-05-31 The Yokohama Rubber Co., Ltd. Pneumatic tire
US20130092301A1 (en) * 2010-11-17 2013-04-18 The Yokohama Rubber Co., Ltd. Pneumatic tire
EP2860048A1 (en) * 2013-10-09 2015-04-15 Cooper Tire & Rubber Company Tire tread with angled and serrated groove walls

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57209405A (en) * 1981-06-12 1982-12-22 Dunlop Co Ltd Tread for tire
JPS60197409A (en) * 1984-03-21 1985-10-05 Toyo Tire & Rubber Co Ltd Pneumatic tire for automobile

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57209405A (en) * 1981-06-12 1982-12-22 Dunlop Co Ltd Tread for tire
JPS60197409A (en) * 1984-03-21 1985-10-05 Toyo Tire & Rubber Co Ltd Pneumatic tire for automobile

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003025809A (en) * 2001-07-17 2003-01-29 Ohtsu Tire & Rubber Co Ltd :The Pneumatic tire
JP4671550B2 (en) * 2001-07-17 2011-04-20 住友ゴム工業株式会社 Pneumatic tire
KR100448565B1 (en) * 2001-08-18 2004-09-13 금호타이어 주식회사 A Pneumatic Radial Tire for Heavy Duty
JP2011235701A (en) * 2010-05-07 2011-11-24 Bridgestone Corp Tire
US20130092301A1 (en) * 2010-11-17 2013-04-18 The Yokohama Rubber Co., Ltd. Pneumatic tire
US8925598B2 (en) * 2010-11-17 2015-01-06 The Yokohama Rubber Co., Ltd. Pneumatic tire
US20120132333A1 (en) * 2010-11-30 2012-05-31 The Yokohama Rubber Co., Ltd. Pneumatic tire
US8770241B2 (en) * 2010-11-30 2014-07-08 The Yokohama Rubber Co., Ltd. Pneumatic tire with tread having wave shaped circumferential groove
USD758953S1 (en) 2010-11-30 2016-06-14 The Yokohama Rubber Co., Ltd. Pneumatic tire
EP2860048A1 (en) * 2013-10-09 2015-04-15 Cooper Tire & Rubber Company Tire tread with angled and serrated groove walls

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