JPH06255316A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH06255316A JPH06255316A JP5043434A JP4343493A JPH06255316A JP H06255316 A JPH06255316 A JP H06255316A JP 5043434 A JP5043434 A JP 5043434A JP 4343493 A JP4343493 A JP 4343493A JP H06255316 A JPH06255316 A JP H06255316A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- block
- vehicle
- width direction
- 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
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
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
- B60C11/1384—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block corners
-
- 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
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、トレッド面に形成した
ブロック等の陸部のエッジ部を面取りした空気入りタイ
ヤに関し、特に偏摩耗の発生を抑制しながらコーナリン
グフォースの最大値を向上させるようにした空気入りタ
イヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire having a chamfered edge portion of a land portion such as a block formed on a tread surface, and particularly to improve the maximum value of cornering force while suppressing uneven wear. Pneumatic tires
【０００２】[0002]
【従来の技術】空気入りタイヤにおいて、トレッド面を
形成するブロック等の陸部は直進時には路面に対してほ
ぼ平行に接地し、その接地圧分布がほぼ均一であるが、
コーナリング時に大きな横力を受けると、横力負荷方向
側のエッジ部に接地圧が集中すると共に、横力負荷方向
と反対側のエッジ部の接地圧が低下し、或いは、これが
浮き上がって接地面積が減少するため、コーナリングフ
ォースが発生しにくくなる。このようにコーナリングフ
ォースが低下すると、ドライ路面及びウェット路面での
操縦安定性が低下してしまう。2. Description of the Related Art In a pneumatic tire, a land portion such as a block forming a tread surface contacts a ground substantially parallel to a road surface when straight ahead, and the ground contact pressure distribution is substantially uniform.
When a large lateral force is applied during cornering, the ground contact pressure concentrates on the edge part on the lateral force load direction side, and the ground contact pressure on the edge part on the side opposite to the lateral force load direction decreases, or it rises and the ground contact area increases. Since it decreases, cornering force is less likely to occur. When the cornering force is reduced in this way, steering stability on dry road surfaces and wet road surfaces deteriorates.
【０００３】この対策として、ブロック接地面全体をタ
イヤ外側のエッジ部が低くなるように斜めに形成するこ
とにより、コーナリング時の接地圧分布を均一にし、コ
ーナリングフォースの最大値を向上させるようにしたタ
イヤが提案されていた。しかしながら、上記のようにブ
ロック接地面全体を斜めに形成した場合、コーナリング
時の操縦安定性は向上するものの、逆に直進時にブロッ
クの高い側のエッジ部に接地圧が集中することにより、
カッピングと呼ばれる周方向偏摩耗が発生するという問
題があった。As a countermeasure against this, the entire ground contact surface of the block is formed obliquely so that the outer edge portion of the tire is lowered, so that the contact pressure distribution during cornering is made uniform and the maximum value of the cornering force is improved. Tires were suggested. However, when the entire block ground contact surface is formed obliquely as described above, although the steering stability during cornering is improved, the ground pressure is concentrated on the high side edge portion of the block when traveling straight ahead,
There has been a problem that uneven wear in the circumferential direction called cupping occurs.
【０００４】[0004]
【発明が解決しようとする課題】本発明の目的は、偏摩
耗の発生を抑制しながらコーナリングフォースの最大値
を向上させ、ドライ路面及びウェット路面での操縦安定
性を向上させるようにした空気入りタイヤを提供するこ
とにある。SUMMARY OF THE INVENTION An object of the present invention is to improve the maximum value of cornering force while suppressing the occurrence of uneven wear and to improve the steering stability on dry and wet road surfaces. To provide tires.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成するため
の本発明の空気入りタイヤは、トレッド面に少なくとも
タイヤ幅方向に延びる複数の溝を設け、これら溝によっ
て陸部を区画した空気入りタイヤにおいて、少なくとも
車両装着時にタイヤ赤道より車両外側のトレッド面に配
置される前記陸部の車両外側のエッジ部に面取り部を設
け、この面取り部の深さを前記溝の深さの１０〜５０％
とし、かつそのタイヤ幅方向長さを前記陸部のタイヤ幅
方向長さの４０〜８０％にしたことを特徴とするもので
ある。A pneumatic tire of the present invention for achieving the above object is a pneumatic tire in which a tread surface is provided with a plurality of grooves extending at least in the tire width direction, and a land portion is defined by these grooves. In at least the vehicle, a chamfered portion is provided at an edge portion on the vehicle outer side of the land portion arranged on the tread surface outside the tire equator when the vehicle is mounted, and the depth of the chamfered portion is 10 to 50% of the depth of the groove.
In addition, the tire width direction length is 40 to 80% of the tire width direction length of the land portion.
【０００６】このように少なくとも車両装着時にタイヤ
赤道より車両外側のトレッド面に配置される陸部の車両
外側のエッジ部に面取り部を設け、この面取り部の深さ
を溝の深さの１０〜５０％とし、かつそのタイヤ幅方向
長さを陸部のタイヤ幅方向長さの４０〜８０％にしたこ
とにより、コーナリング時にタイヤに大きな横力が負荷
されて陸部が車両内側方向に撓んだ時に面取り部の広い
面で接地するようになり、陸部の接地圧分布が均一にな
るので、コーナリングフォースの最大値を向上させ、ド
ライ路面及びウェット路面での操縦安定性を向上させる
ことができる。また、上記面取り部のタイヤ幅方向長さ
は陸部のタイヤ幅方向長さの４０〜８０％であり、陸部
には十分な非面取り部を存在させているため、直進時に
おける周方向偏摩耗の発生を抑制することができる。Thus, at least when the vehicle is mounted on the vehicle, the chamfered portion is provided at the edge portion on the vehicle outer side of the land portion arranged on the tread surface on the vehicle outer side of the tire equator, and the depth of the chamfered portion is set to 10 to the depth of the groove. By setting the tire width direction length to 50% and the tire width direction length to 40 to 80% of the tire width direction length of the land portion, a large lateral force is applied to the tire during cornering and the land portion bends inward of the vehicle. At this time, it will come into contact with the ground on a wide area of the chamfer, and the contact pressure distribution on the land will be uniform, so it is possible to improve the maximum value of the cornering force and improve the steering stability on dry and wet road surfaces. it can. Further, the length of the chamfered portion in the tire width direction is 40 to 80% of the length of the tire portion in the tire width direction, and a sufficient non-chamfered portion is present in the land portion. The occurrence of wear can be suppressed.
【０００７】なお、本発明はブロック等の陸部に大きな
横力が負荷されるスポーツタイプの偏平比６０％以下の
超偏平タイヤに適用することが好ましい。以下、本発明
の構成について添付の図面を参照して詳細に説明する。
図１は本発明の実施例からなる空気入りタイヤのトレッ
ド面を示す展開図、図２はそのＸ−Ｘ線による断面図で
ある。The present invention is preferably applied to a sports type super flat tire having a flatness ratio of 60% or less in which a large lateral force is applied to a land portion such as a block. Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a development view showing a tread surface of a pneumatic tire according to an embodiment of the present invention, and FIG. 2 is a sectional view taken along line XX thereof.
【０００８】図において、Ａは車両装着時の車両外側、
Ｂは車両内側を示す。トレッド面１には、タイヤ周方向
に延びる３本の主溝３ａ，３ｂ，３ｃと、タイヤ幅方向
に延びる複数のラグ溝４とが設けられており、これら主
溝３ａ，３ｂ，３ｃ及びラグ溝４によってそれぞれブロ
ック２ａ，２ｂ，２ｃ，２ｄからなる４列のブロック列
が陸部として分割形成されている。In the figure, A is the outside of the vehicle when the vehicle is installed,
B indicates the inside of the vehicle. The tread surface 1 is provided with three main grooves 3a, 3b, 3c extending in the tire circumferential direction and a plurality of lug grooves 4 extending in the tire width direction. The main grooves 3a, 3b, 3c and the lugs are provided. The groove 4 divides and forms four block rows, which are blocks 2a, 2b, 2c, and 2d, as land portions.
【０００９】タイヤ赤道より車両外側Ａに配置されるブ
ロック２ｂには、図３に示すように、その車両外側Ａの
エッジ部に面取り部５ｂが設けられている。また、タイ
ヤ赤道より車両内側Ｂに配置されるブロック２ｃには、
その車両内側Ｂのエッジ部に面取り部５ｃが設けられて
いる。これら面取り部５ｂ，５ｃは、その深さｈがそれ
ぞれ主溝３ａ，３ｃの深さＨの１０〜５０％の範囲に設
定されていると共に、そのタイヤ幅方向長さｗがそれぞ
れブロック２ｂ，２ｃのタイヤ幅方向長さＷの４０〜８
０％の範囲に設定されている。As shown in FIG. 3, the block 2b arranged on the vehicle outer side A from the tire equator is provided with a chamfered portion 5b at the edge portion on the vehicle outer side A thereof. Further, in the block 2c arranged on the vehicle inner side B from the tire equator,
A chamfered portion 5c is provided at an edge portion of the vehicle inner side B. The depth h of these chamfered portions 5b and 5c is set within a range of 10 to 50% of the depth H of the main grooves 3a and 3c, respectively, and the tire width direction length w thereof is set to the blocks 2b and 2c, respectively. Tire width direction length W of 40 to 8
It is set in the range of 0%.
【００１０】このように少なくとも車両外側Ａのトレッ
ド面１に配置されるブロック２ｂの車両外側Ａのエッジ
部に面取り部５ｂを設け、この面取り部５ｂの深さｈ及
びタイヤ幅方向長さｗを上記のように設定することによ
り、コーナリング時にタイヤに大きな横力が負荷されて
ブロック２ｂが車両内側方向に撓んだ場合であっても、
面取り部５ｂの広い面で接地するようになるので、コー
ナリングフォースの最大値を向上させ、ドライ路面及び
ウェット路面での操縦安定性を向上させることができ
る。Thus, at least the chamfered portion 5b is provided at the edge portion on the vehicle outer side A of the block 2b arranged on the tread surface 1 on the vehicle outer side A, and the depth h and the length w in the tire width direction of the chamfered portion 5b are set. By setting as described above, even when a large lateral force is applied to the tire during cornering and the block 2b bends in the vehicle inward direction,
Since the chamfered portion 5b comes into contact with a wide surface, it is possible to improve the maximum value of the cornering force and improve the steering stability on a dry road surface and a wet road surface.
【００１１】本発明において、面取り部５ｂの深さｈは
主溝３ａの深さＨの１０〜５０％の範囲に設定する。こ
の面取り部５ｂの深さｈが主溝３ａの深さＨの１０％未
満であると、コーナリング時の接地圧分布の均一化が図
れなくなり、５０％を超えると、コーナリング時に面取
り部５ｂが接地しなくなる。また、面取り部５ｂのタイ
ヤ幅方向長さｗはブロック２ｂのタイヤ幅方向長さＷの
４０〜８０％の範囲に設定する。この面取り部５ｂのタ
イヤ幅方向長さｗがブロック２ｂのタイヤ幅方向長さＷ
の４０％未満であると、コーナリング時に面取り部５ｂ
が接地しなくなり、８０％を超えると、周方向偏摩耗
（カッピング）の発生が著しくなる。In the present invention, the depth h of the chamfered portion 5b is set within the range of 10 to 50% of the depth H of the main groove 3a. If the depth h of the chamfered portion 5b is less than 10% of the depth H of the main groove 3a, the contact pressure distribution cannot be made uniform during cornering, and if it exceeds 50%, the chamfered portion 5b contacts the ground. Will not do. The length w of the chamfered portion 5b in the tire width direction is set within a range of 40 to 80% of the length W of the block 2b in the tire width direction. The length w of the chamfered portion 5b in the tire width direction is the length W of the block 2b in the tire width direction.
If less than 40%, the chamfered portion 5b during cornering
Is no longer grounded and exceeds 80%, uneven wear (cupping) in the circumferential direction becomes remarkable.
【００１２】また、上記のようにタイヤ赤道より車両内
側Ｂに配置されるブロック２ｃの車両内側Ｂのエッジ部
にも面取り部５ｃを設け、トレッド面１を左右対称にす
ることにより、車両装着方向が限定されることはない。
なお、タイヤの装着方向が予め設定されている場合は、
トレッド面１のタイヤ赤道よりも車両装着時外側の領域
において車両外側のエッジ部を面取りするようにすれば
よい。Further, as described above, the chamfered portion 5c is also provided on the edge portion of the vehicle inner side B of the block 2c disposed on the vehicle inner side B from the tire equator, and the tread surface 1 is made symmetrical so that the vehicle mounting direction is improved. Is not limited.
If the tire mounting direction is preset,
The edge portion outside the vehicle may be chamfered in a region outside the tire equator of the tread surface 1 when the vehicle is mounted.
【００１３】図４は本発明の他の実施例からなる左右非
対称のパターンを有する空気入りタイヤのトレッド面を
示す展開図、図５はそのＹ−Ｙ線による断面図である。
図において、トレッド面１１には、タイヤ周方向に延び
る複数の主溝１３ａ，１３ｂ，１３ｃ，１３ｄと、タイ
ヤ幅方向に延びる複数のラグ溝１４とが設けられてお
り、これら主溝１３ａ，１３ｂ，１３ｃ，１３ｄ及びラ
グ溝１４によってそれぞれブロック１２ａ，１２ｂ，１
２ｃ，１２ｄ，１２ｅからなる５列のブロック列が陸部
として分割形成されている。FIG. 4 is a development view showing a tread surface of a pneumatic tire having a left-right asymmetric pattern according to another embodiment of the present invention, and FIG. 5 is a sectional view taken along the line YY.
In the figure, the tread surface 11 is provided with a plurality of main grooves 13a, 13b, 13c, 13d extending in the tire circumferential direction and a plurality of lug grooves 14 extending in the tire width direction, and the main grooves 13a, 13b. , 13c, 13d and the lug groove 14 respectively block 12a, 12b, 1
Five block rows consisting of 2c, 12d and 12e are divided and formed as land portions.
【００１４】タイヤ赤道より車両外側Ａに配置されるブ
ロック１２ｂ及びトレッド中央部に配置されるブロック
１２ｃには、それぞれ車両外側Ａのエッジ部に面取り部
１５ｂ，１５ｃが設けられている。また、タイヤ赤道よ
り車両内側Ｂに配置されるブロック１２ｄには、その車
両内側Ｂのエッジ部に面取り部１５ｄが設けられてい
る。これら面取り部１５ｂ，１５ｃ，１５ｄは、その深
さｈがそれぞれ主溝１３ａ，１３ｂ，１３ｄの深さＨの
１０〜５０％の範囲に設定されていると共に、そのタイ
ヤ幅方向長さｗがそれぞれブロック１２ｂ，１２ｃ，１
２ｄのタイヤ幅方向長さＷの４０〜８０％の範囲に設定
されている。The block 12b arranged on the vehicle outer side A from the tire equator and the block 12c arranged on the center of the tread are provided with chamfered portions 15b and 15c at the edge portions on the vehicle outer side A, respectively. Further, the block 12d arranged on the vehicle inner side B from the tire equator is provided with a chamfered portion 15d on the edge portion of the vehicle inner side B. The depth h of these chamfered portions 15b, 15c, 15d is set within a range of 10 to 50% of the depth H of the main grooves 13a, 13b, 13d, and the tire width direction length w thereof is respectively set. Blocks 12b, 12c, 1
It is set in the range of 40 to 80% of the tire width direction length W of 2d.
【００１５】上記のような左右非対称のパターンを有す
るタイヤにおいては、タイヤ赤道より車両外側Ａに配置
されるブロック１２ｂだけでなく、トレッド中央部に配
置されるブロック１２ｃにも、車両外側Ａのエッジ部に
面取り部１５ｃを設けることにより、コーナリングフォ
ースの最大値を効果的に向上させることができる。な
お、上記各実施例においては、陸部をブロックから構成
したタイヤについて説明したが、本発明では陸部がブロ
ックに限定されることはない。また、陸部を区画する溝
は直線状のみならず曲線状にすることが可能であり、タ
イヤ赤道に対する溝角度も限定されることはない。従っ
て、本発明は、ラグ溝が連続的に周方向溝に変化し、こ
れにより陸部を区画するようなパターンにも適用するこ
とが可能である。In the tire having the asymmetric pattern as described above, not only the block 12b arranged on the vehicle outer side A from the tire equator but also the edge of the vehicle outer side A on the block 12c arranged in the center of the tread. By providing the chamfered portion 15c on the portion, the maximum value of the cornering force can be effectively improved. In each of the above-mentioned embodiments, the tire in which the land portion is composed of a block has been described, but the land portion is not limited to the block in the present invention. Further, the groove that divides the land portion can be not only linear but also curved, and the groove angle with respect to the tire equator is not limited. Therefore, the present invention can be applied to a pattern in which the lug groove is continuously changed to the circumferential groove, thereby partitioning the land portion.
【００１６】[0016]
【実施例】タイヤサイズを２５５／４０ＺＲ１７とし、
図４に示すトレッドパターンを有するタイヤにおいて、
ブロックのエッジ部に面取りを施したタイヤ（図５）及
びブロックのエッジ部に面取りを施さなかったタイヤ
（図６）をそれぞれ製作した。なお、図５，図６におい
て、主溝１３ａ，１３ｂ，１３ｃ，１３ｄの深さＨをそ
れぞれ６ｍｍ，８ｍｍ，８ｍｍ，７ｍｍとし、ブロック
１２ｂ，１２ｃ，１２ｄのタイヤ周方向長さＷを３５ｍ
ｍ，４０ｍｍ，３０ｍｍとした。従来タイヤ１ 図６に示すように、ブロックのエッジ部に全く面取りを
施さなかった。本発明タイヤ１ 図５に示すように、ブロックのエッジ部に面取りを施し
た。このとき、面取り部１５ｂの深さｈを主溝１３ａの
深さＨの１５％、そのタイヤ幅方向長さｗをブロック１
２ｂの７０％とし、面取り部１５ｃの深さｈを主溝１３
ｂの深さＨの２５％、そのタイヤ幅方向長さｗをブロッ
ク１２ｃの８０％とし、面取り部１５ｄの深さｈを主溝
１３ｄの深さＨの１０％、そのタイヤ幅方向長さｗをブ
ロック１２ｄの６５％とした。Example: Tire size is set to 255 / 40ZR17,
In the tire having the tread pattern shown in FIG. 4,
A tire having a chamfered edge portion of the block (FIG. 5) and a tire having a chamfered edge portion of the block (FIG. 6) were manufactured. 5 and 6, the depths H of the main grooves 13a, 13b, 13c, 13d are 6 mm, 8 mm, 8 mm, 7 mm, and the tire circumferential length W of the blocks 12b, 12c, 12d is 35 m.
m, 40 mm, and 30 mm. Conventional tire 1 As shown in FIG. 6, the edge portion of the block was not chamfered at all. Inventive Tire 1 As shown in FIG. 5, the edge portion of the block was chamfered. At this time, the depth h of the chamfered portion 15b is 15% of the depth H of the main groove 13a, and the length w thereof in the tire width direction is the block 1.
70% of 2b, and the depth h of the chamfered portion 15c is set to the main groove 13
25% of the depth H of b, the tire width direction length w thereof is 80% of the block 12c, the depth h of the chamfered portion 15d is 10% of the depth H of the main groove 13d, and the tire width direction length w thereof. Was set to 65% of the block 12d.
【００１７】これら２種類のタイヤをそれぞれ空気圧
２．３ｋｇｆ／ｃｍ2 として乗用車に装着し、ドライ路
面及びウェット路面においてサーキット走行を行い、そ
のラップタイムを測定した。その測定結果は、従来タイ
ヤ１を１００とする指数にて表１に示した。この指数値
が小さいほどラップタイムが速い。 この表１から判るように、ブロックに面取り部を設けた
本発明タイヤ１は、従来タイヤに比べてラップタイムを
短縮することができ、ドライ路面及びウェット路面にお
ける操縦安定性が優れていた。Each of these two types of tires was mounted on a passenger car with an air pressure of 2.3 kgf / cm 2 , and the circuit was run on a dry road surface and a wet road surface, and the lap time was measured. The measurement results are shown in Table 1 using an index with Conventional Tire 1 being 100. The smaller the index value, the faster the lap time. As can be seen from Table 1, the tire 1 of the present invention having the chamfered portion on the block can reduce the lap time as compared with the conventional tire, and was excellent in the steering stability on the dry road surface and the wet road surface.
【００１８】次に、タイヤサイズを２２５／５０ＺＲ１
６とし、図２に示すトレッドパターンにおいて、面取り
部の深さｈとタイヤ幅方向長さｗを種々異ならせた７種
類のタイヤをそれぞれ製作した。なお、図１において、
主溝３ａ，３ｂ，３ｃの深さＨをいずれも６ｍｍとし、
ブロック２ｂ，２ｃのタイヤ周方向長さＷをいずれも４
０ｍｍとした。Next, the tire size is set to 225 / 50ZR1.
In the tread pattern shown in FIG. 2, seven types of tires having different chamfered depths h and different tire widthwise lengths w were manufactured. In addition, in FIG.
The depth H of each of the main grooves 3a, 3b, 3c is 6 mm,
The tire circumferential length W of each of the blocks 2b and 2c is 4
It was set to 0 mm.
【００１９】これら７種類のタイヤについて、フラット
ベルト式コーナリング試験機を使用して、空気圧２．３
ｋｇｆ／ｃｍ2 、荷重４５０ｋｇｆの設定条件でスリッ
プ角を徐々に変化させて走行試験を行い、そのコーナリ
ングフォースの最大値（ＣＦ MAX ）を測定した。また、
上記タイヤを乗用車に装着し、１万ｋｍ走行後における
カッピングによる周方向偏摩耗量を測定した。これら測
定結果は、面取り部を設けていない従来タイヤ２を１０
０とする指数にて表２に示した。この指数値が大きいほ
どＣＦMAX が大きく、周方向偏摩耗量が少ない。For these seven types of tires, flat
Pneumatic pressure 2.3 using a belt type cornering tester
kgf / cm2, Under the setting condition of load 450kgf, slip
The corners are gradually changed and a running test is conducted.
Maximum value of CF (CF MAX) Was measured. Also,
After mounting the above tires on a passenger car and running 10,000 km
The amount of uneven wear in the circumferential direction due to cupping was measured. These measurements
The fixed result is that the conventional tire 2 having no chamfered portion is 10
It is shown in Table 2 with an index of 0. This index value is large
CFMAXIs large and the amount of uneven wear in the circumferential direction is small.
【００２０】 この表２から明らかなように、本発明タイヤ２，３は、
周方向偏摩耗を従来タイヤ２と同程度に抑制しながら、
コーナリングフォース最大値を向上させることができ
た。これに対して、比較タイヤ１，２は、コーナリング
フォース最大値が向上したものの、周方向偏摩耗が顕著
にあらわれた。また、比較タイヤ３，４では、従来タイ
ヤに対して周方向偏摩耗の悪化は見られなかったもの
の、コーナリングフォース最大値（ＣＦMAX ）を向上さ
せることはできなかった。[0020] As is clear from Table 2, the tires 2 and 3 of the present invention are
While suppressing the circumferential uneven wear to the same extent as the conventional tire 2,
We were able to improve the maximum cornering force. On the other hand, in Comparative tires 1 and 2, although the maximum cornering force was improved, uneven wear in the circumferential direction was remarkable. Further, in Comparative Tires 3 and 4, although the deterioration of the uneven wear in the circumferential direction was not observed as compared with the conventional tire, the maximum cornering force (CF MAX ) could not be improved.
【００２１】[0021]
【発明の効果】以上説明したように本発明によれば、ト
レッド面に少なくともタイヤ幅方向に延びる複数の溝を
設け、これら溝によって陸部を区画した空気入りタイヤ
において、少なくとも車両装着時にタイヤ赤道より車両
外側のトレッド面に配置される前記陸部の車両外側のエ
ッジ部に面取り部を設け、この面取り部の深さを前記溝
の深さの１０〜５０％とし、かつそのタイヤ幅方向長さ
を前記陸部のタイヤ幅方向長さの４０〜８０％にしたこ
とにより、直進時における周方向偏摩耗の発生を抑制し
ながら、コーナリング時における陸部の接地圧分布を均
一にすることを可能にするので、コーナリングフォース
の最大値を向上させ、ドライ路面及びウェット路面での
操縦安定性を向上させることができる。As described above, according to the present invention, in a pneumatic tire in which a plurality of grooves extending at least in the tire width direction are provided on the tread surface and the land portion is divided by these grooves, the tire equator is at least mounted on a vehicle. A chamfered portion is provided on the vehicle outer edge portion of the land portion arranged on the tread surface on the outer side of the vehicle, and the chamfered portion has a depth of 10 to 50% of the depth of the groove, and a tire width direction length thereof. By setting the height to 40 to 80% of the tire width direction length of the land portion, it is possible to make the contact pressure distribution of the land portion uniform during cornering while suppressing the occurrence of uneven wear in the circumferential direction during straight traveling. Since it is possible, the maximum value of the cornering force can be improved, and the steering stability on dry road surfaces and wet road surfaces can be improved.
【図１】本発明の実施例からなる空気入りタイヤのトレ
ッド面を示す展開図である。FIG. 1 is a development view showing a tread surface of a pneumatic tire according to an embodiment of the present invention.
【図２】図１のＸ−Ｘ線による断面図である。FIG. 2 is a sectional view taken along line XX of FIG.
【図３】図２においてタイヤ赤道より車両外側に配置さ
れるブロック２を示す拡大断面図である。FIG. 3 is an enlarged cross-sectional view showing a block 2 arranged on the vehicle outer side of the tire equator in FIG.
【図４】本発明の他の実施例からなる空気入りタイヤの
トレッド面を示す展開図である。FIG. 4 is a development view showing a tread surface of a pneumatic tire according to another embodiment of the present invention.
【図５】図１のＹ−Ｙ線による断面図である。5 is a cross-sectional view taken along line YY of FIG.
【図６】従来の空気入りタイヤのトレッド部を示す断面
図である。FIG. 6 is a cross-sectional view showing a tread portion of a conventional pneumatic tire.
１ トレッド面 ２ａ，２ｂ，２ｃ，２ｄ ブロック ３ａ，３ｂ，３ｃ 主溝 ４ ラグ溝 ５ｂ，５ｃ 面取り部 1 tread surface 2a, 2b, 2c, 2d block 3a, 3b, 3c main groove 4 lug groove 5b, 5c chamfer
Claims (1)
延びる複数の溝を設け、これら溝によって陸部を区画し
た空気入りタイヤにおいて、少なくとも車両装着時にタ
イヤ赤道より車両外側のトレッド面に配置される前記陸
部の車両外側のエッジ部に面取り部を設け、この面取り
部の深さを前記溝の深さの１０〜５０％とし、かつその
タイヤ幅方向長さを前記陸部のタイヤ幅方向長さの４０
〜８０％にした空気入りタイヤ。1. A pneumatic tire in which a plurality of grooves extending at least in the tire width direction are provided on a tread surface, and a land portion is divided by the grooves, and the pneumatic tire is arranged at least on the tread surface outside the tire equator when the vehicle is mounted. A chamfered portion is provided on the vehicle outer edge portion of the land portion, and the depth of the chamfered portion is 10 to 50% of the depth of the groove, and the tire width direction length thereof is the tire width direction length of the land portion. Of 40
~ 80% pneumatic tires.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5043434A JPH06255316A (en) | 1993-03-04 | 1993-03-04 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5043434A JPH06255316A (en) | 1993-03-04 | 1993-03-04 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH06255316A true JPH06255316A (en) | 1994-09-13 |
Family
ID=12663596
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5043434A Pending JPH06255316A (en) | 1993-03-04 | 1993-03-04 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH06255316A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100455758B1 (en) * | 2002-09-27 | 2004-11-06 | 한국타이어 주식회사 | Pneumatic tire having improved wet traction |
| US20050279240A1 (en) * | 2004-06-22 | 2005-12-22 | Pedanekar Niranjan R | Enhanced method and apparatus for deducing a correct rail weight for use in rail wear analysis of worn railroad rails |
| JP2006224926A (en) * | 2005-02-21 | 2006-08-31 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2006224924A (en) * | 2005-02-21 | 2006-08-31 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US7128113B2 (en) * | 2002-12-13 | 2006-10-31 | Sumitomo Rubber Industries, Ltd. | ATV radial tire |
-
1993
- 1993-03-04 JP JP5043434A patent/JPH06255316A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100455758B1 (en) * | 2002-09-27 | 2004-11-06 | 한국타이어 주식회사 | Pneumatic tire having improved wet traction |
| US7128113B2 (en) * | 2002-12-13 | 2006-10-31 | Sumitomo Rubber Industries, Ltd. | ATV radial tire |
| US20050279240A1 (en) * | 2004-06-22 | 2005-12-22 | Pedanekar Niranjan R | Enhanced method and apparatus for deducing a correct rail weight for use in rail wear analysis of worn railroad rails |
| JP2006224926A (en) * | 2005-02-21 | 2006-08-31 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2006224924A (en) * | 2005-02-21 | 2006-08-31 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP4626333B2 (en) * | 2005-02-21 | 2011-02-09 | 横浜ゴム株式会社 | Pneumatic tire |
| JP4661260B2 (en) * | 2005-02-21 | 2011-03-30 | 横浜ゴム株式会社 | Pneumatic tire |
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