JPH0632114A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH0632114A JPH0632114A JP4187047A JP18704792A JPH0632114A JP H0632114 A JPH0632114 A JP H0632114A JP 4187047 A JP4187047 A JP 4187047A JP 18704792 A JP18704792 A JP 18704792A JP H0632114 A JPH0632114 A JP H0632114A
- Authority
- JP
- Japan
- Prior art keywords
- groove
- tire
- buttress
- pneumatic tire
- narrow
- 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
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、空気入りタイヤの改良
に関し、さらに詳しくは、転がり抵抗が低く、かつバッ
トレス部の耐クラッキング性および耐外傷性にすぐれた
空気入りタイヤに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a pneumatic tire, and more particularly to a pneumatic tire having low rolling resistance and excellent cracking resistance and external damage resistance of a buttress portion.
【０００２】[0002]
【従来の技術】タイヤの転がり抵抗は、車両の走行性能
や燃費などに大きな影響を与えることから、従来から転
がり抵抗を低減させるために種々の提案がなされてい
る。例えば、転がり抵抗はゴムのヒステリシスロスに比
例することから、サイドウオール上方のバットレス部の
歪エネルギーを小さくしてヒステリシスロスを低めるた
めに、バットレス部の外表面に多数の切り込みを設けた
もの (特開平4-5111号公報) 又は連続する広幅の環状溝
を設けたもの (特開平４-27604号公報) などの提案があ
る。2. Description of the Related Art Since the rolling resistance of a tire has a great influence on the running performance and fuel consumption of a vehicle, various proposals have been made to reduce the rolling resistance. For example, rolling resistance is proportional to the hysteresis loss of rubber, so in order to reduce the hysteresis energy by reducing the strain energy of the buttress portion above the side wall, a large number of cuts are provided on the outer surface of the buttress portion (special (Kaihei 4-5111) or a continuous wide annular groove (Japanese Patent Laid-Open No. 4-27604).
【０００３】しかしながら、前者の切り込みの場合はそ
の溝底に応力集中が生じ易くなるのでその底部にクラッ
クが発生し易くなり、また、後者の広幅の環状溝を設け
た場合はバットレス部の厚さ (ゴムゲージ) が薄くなる
ので例えば縁石などに接触したときに、カーカス層に至
る損傷を受け易くなる。このように転がり抵抗の低減に
伴ってバットレス部の耐クラッキング性および耐外傷性
が低下するという問題があった。However, in the case of the former incision, stress concentration is likely to occur at the groove bottom, so that cracks are likely to occur at the bottom, and in the latter case where the wide annular groove is provided, the thickness of the buttress portion is increased. Since the (rubber gauge) becomes thin, the carcass layer is easily damaged when it comes into contact with, for example, a curbstone. As described above, there is a problem that the cracking resistance and the external damage resistance of the buttress portion are reduced as the rolling resistance is reduced.
【０００４】[0004]
【発明が解決しようとする課題】本発明は、上述した従
来の空気入りタイヤが有する問題点を解決するためにな
されたものであって、転がり抵抗を低減させながらバッ
トレス部の耐クラッキング性および耐外傷性を向上させ
た空気入りタイヤの提供を目的としたものである。SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems of the conventional pneumatic tire, and it is possible to reduce rolling resistance and cracking resistance and resistance of the buttress portion. It is intended to provide a pneumatic tire having improved trauma.
【０００５】[0005]
【課題を解決するための手段】本発明の空気入りタイヤ
は、トレッドからサイドウォールへの移行部であるバッ
トレス部の表面に、タイヤ周方向に延びる少なくとも１
本の細溝を設け、前記細溝の溝幅を表面部よりも内部で
大きくし、さらに、前記細溝の溝底に少なくとも１種類
以上の曲率半径で構成される連続曲面からなる拡大部を
形成したことを特徴とする。The pneumatic tire of the present invention has at least one portion extending in the tire circumferential direction on the surface of the buttress portion which is a transition portion from the tread to the sidewall.
A plurality of narrow grooves are provided, the groove width of the narrow groove is made larger than that of the surface portion inside, and an enlarged portion having a continuous curved surface having at least one kind of radius of curvature is formed on the groove bottom of the narrow groove. It is characterized by being formed.
【０００６】このように本発明では、バットレス部の表
面に細溝を設けたために、バットレス部の剛性が低下し
て転動時の歪エネルギーが減少するので、転がり抵抗を
低減させることができる。また、この細溝は溝幅が表面
部よりも内部で大きく、かつその溝底部が連続する曲面
からなる拡大部となっていて、溝底部に角部がないの
で、溝底部への応力集中が抑制され、クラック発生を抑
えることができる。さらに、細溝の溝幅を表面部で小さ
くしたため縁石を乗り越す際などに衝撃を受けても、そ
の細溝のタイヤ表面側が閉じて溝底部をカバーするの
で、溝底部からカーカス層に至るような損傷を受けるこ
とがない。As described above, in the present invention, since the fine groove is provided on the surface of the buttress portion, the rigidity of the buttress portion is reduced and the strain energy during rolling is reduced, so that the rolling resistance can be reduced. In addition, the narrow groove has a groove width that is larger inside than the surface portion, and the groove bottom is an enlarged portion that is a continuous curved surface.Since there is no corner at the groove bottom, stress concentration on the groove bottom does not occur. As a result, cracking can be suppressed. Further, since the groove width of the narrow groove is made small on the surface portion, even if an impact is applied when riding over a curb, the tire surface side of the narrow groove closes and covers the groove bottom portion, so that the carcass layer may reach from the groove bottom portion. Not damaged.
【０００７】以下、図を参照して本発明の構成につき詳
しく説明する。図１は本発明の空気入りタイヤの一例の
子午線方向半断面説明図、図２は細溝のタイヤ子午線方
向の断面の形状を示す要部拡大図、図３は細溝の溝配置
を示す側面視説明図である。図１において、環状のトレ
ッド１の両側にサイドウォール２およびビード部４が形
成され、このビード部４にはビードコア５が埋設されて
いる。The structure of the present invention will be described in detail below with reference to the drawings. 1 is an explanatory view of a half section of a pneumatic tire of the present invention in a meridian direction, FIG. 2 is an enlarged view of a main part showing a shape of a cross section of a narrow groove in the tire meridian direction, and FIG. FIG. In FIG. 1, a sidewall 2 and a bead portion 4 are formed on both sides of an annular tread 1, and a bead core 5 is embedded in the bead portion 4.
【０００８】トレッド１からサイドウォール２、および
ビード部４にかけてはカーカス層６が配置され、このカ
ーカス層６の両端はそれぞれビードコア５およびビード
フィラー７を取り囲むようにタイヤ内側から外側に向か
って折り返されている。トレッド１のカーカス層６の外
周には、ベルト層８がタイヤ周方向に環状に配置されて
いる。A carcass layer 6 is arranged from the tread 1 to the side wall 2 and the bead portion 4, and both ends of the carcass layer 6 are folded back from the inside of the tire toward the outside so as to surround the bead core 5 and the bead filler 7, respectively. ing. On the outer circumference of the carcass layer 6 of the tread 1, a belt layer 8 is annularly arranged in the tire circumferential direction.
【０００９】本発明の空気入りタイヤにおいては、トレ
ッド１からサイドウォール２への移行部であるバットレ
ス部９の表面に、タイヤ周方向に延びる少なくとも１本
(図１では４本) の細溝10を設けている。ここでバット
レス部９とは、正規内圧および正規荷重下に正常に路面
に接地しているタイヤにおいて、トレッド１の接地端Ｐ
からサイドウォール２の方向にタイヤ表面上Ｃ＝５mm離
れた箇所をＰ1 とし、一方、タイヤ最大幅位置からの高
さＨに位置するサイドウォール表面上の箇所をＰ2 とし
たとき、Ｐ1 とＰ2 とで挟まれたタイヤ表面上の箇所を
いう。高さＨは、タイヤ断面高さSHに対し、Ｈ＝0.２SH
の関係にある。このバットレス部９は、タイヤが転動す
るとき最も大きく撓み、曲げの歪エネルギーが一番大き
くなる箇所である。In the pneumatic tire of the present invention, at least one tire extending in the tire circumferential direction is provided on the surface of the buttress portion 9 which is a transition portion from the tread 1 to the sidewall 2.
(4 in FIG. 1) thin grooves 10 are provided. Here, the buttress portion 9 is a tire that is normally grounded on the road surface under a normal internal pressure and a normal load, and is a ground contact end P of the tread 1.
From the tire to the sidewall 2 in the direction of C = 5 mm on the tire surface is P 1 , while on the other hand, P 2 is the area on the sidewall surface located at the height H from the maximum tire width position, P 1 And P 2 between the tire surfaces. The height H is H = 0.2SH with respect to the tire section height SH.
Have a relationship. The buttress portion 9 is a portion where the tire flexes the most when the tire rolls and the bending strain energy becomes the largest.
【００１０】バットレス部９の表面に設けられる細溝10
は、図２の（ａ）〜（ｄ）に示されるように、その溝幅
が表面部で小さく、内部で大きくなるようにしている。
さらに、その溝底部を膨らんだ拡大部とし、溝底は少な
くとも１種類以上の曲率半径で構成される連続曲面から
形成されている。その連続曲面は、任意の箇所でいずれ
も曲率半径が0.5 mm以上であるようになっている。A narrow groove 10 provided on the surface of the buttress portion 9.
As shown in FIGS. 2A to 2D, the groove width is such that the groove width is small on the surface portion and large inside.
Further, the groove bottom is formed as a swollen expanded portion, and the groove bottom is formed by a continuous curved surface having at least one kind of radius of curvature. The continuous curved surface has a radius of curvature of 0.5 mm or more at any place.
【００１１】図２の (ａ) に示した細溝10は、バットレ
ス部９の表面部の溝幅ｗ1 と、溝底部の最大溝幅ｗ2 が
ｗ2 ＞ｗ1 の関係にある。細溝10の内部では、溝幅ｗ1
の部分に連通して、直径がｗ2 の円形断面の溝底が形成
されている。図２の (ｂ) に示した細溝10は、同様にバ
ットレス部９の表面部の溝幅ｗ1 と、溝底部の最大溝幅
ｗ2 がｗ2 ＞ｗ1 の関係にある。細溝10の内部では、こ
の溝幅ｗ1 の部分に連通して、最大直径がｗ2 の楕円形
断面の溝底が形成されている。In the narrow groove 10 shown in FIG. 2A, the groove width w 1 of the surface portion of the buttress portion 9 and the maximum groove width w 2 of the groove bottom portion have a relationship of w 2 > w 1 . Inside the narrow groove 10, the groove width w 1
A groove bottom having a circular cross section with a diameter of w 2 is formed so as to communicate with the portion of FIG. Similarly, in the fine groove 10 shown in FIG. 2B, the groove width w 1 of the surface portion of the buttress portion 9 and the maximum groove width w 2 of the groove bottom portion have a relationship of w 2 > w 1 . Inside the narrow groove 10, a groove bottom having an elliptical cross section having a maximum diameter w 2 is formed so as to communicate with the portion having the groove width w 1 .
【００１２】図２の (ｃ) に示した細溝10は、同様にバ
ットレス部９の表面部の溝幅ｗ1 と、溝底部の最大溝幅
ｗ2 がｗ2 ＞ｗ1 の関係にある。細溝10の内部では、こ
の溝幅ｗ1 の部分に直結して、溝幅ｗ1 の部分の長さ
（dep)がほとんどない状態で、直径がｗ2 の円形断面の
溝底が形成されている。図２の (ｄ) に示した細溝10
は、同様にバットレス部９の表面部の溝幅ｗ1 と、溝底
部の最大溝幅ｗ2 がｗ2 ＞ｗ1 の関係にある。細溝10の
内部では、この溝幅ｗ1 の部分に直結して、最大径がｗ
2 の緩やかな三角形状断面の溝底が形成されている。In the fine groove 10 shown in FIG. 2C, similarly, the groove width w 1 of the surface portion of the buttress portion 9 and the maximum groove width w 2 of the groove bottom portion have a relationship of w 2 > w 1. . Inside the narrow groove 10, a groove bottom having a circular cross section with a diameter w 2 is formed in a state where it is directly connected to this groove width w 1 portion and there is almost no length (dep) of the groove width w 1 portion. ing. Fine groove 10 shown in FIG.
Similarly, the groove width w 1 of the surface portion of the buttress portion 9 and the maximum groove width w 2 of the groove bottom portion have a relationship of w 2 > w 1 . Inside the narrow groove 10, it is directly connected to this groove width w 1 and the maximum diameter is w.
Two groove bottoms with a gentle triangular cross section are formed.
【００１３】細溝10の溝幅ｗ1 は、0.2 mm〜1.0 mmであ
って、0.4 mm〜0.8 mm程度であるのが好ましい。最大溝
幅ｗ2 は、1.0 mm〜4.0 mmであればよい。細溝10の溝深
さは、細溝10がカーカス層６に到達しない深さであれば
よいが、耐久性上溝底とカーカス層の距離ｇ（図１参
照）が0.5 mm以上あればよい。さらに好ましくは、ｇが
1.0 mm以上あればより好ましい。また、細溝10の溝底部
の溝面を形成する曲面の曲率半径ｒは、0.５mm以上であ
る。0.５mm未満の場合には、溝底部が角を形成するため
応力集中が生じ易くなるからである。The groove width w 1 of the fine groove 10 is 0.2 mm to 1.0 mm, preferably about 0.4 mm to 0.8 mm. The maximum groove width w 2 may be 1.0 mm to 4.0 mm. The groove depth of the fine groove 10 may be such that the fine groove 10 does not reach the carcass layer 6, but the distance g between the bottom groove of the upper groove and the carcass layer (see FIG. 1) may be 0.5 mm or more. More preferably, g is
1.0 mm or more is more preferable. Further, the radius of curvature r of the curved surface forming the groove surface of the groove bottom portion of the narrow groove 10 is 0.5 mm or more. This is because if it is less than 0.5 mm, stress concentration is likely to occur because the groove bottom forms a corner.
【００１４】細溝10は、タイヤの側面からバットレス部
を見たとき、図３の (ａ) 〜 (ｅ)に示すように、タイ
ヤ周方向に様々な形で配置することができる。すなわ
ち、図３の (ａ) はバットレス部に対し１本の細溝10を
タイヤ周方向に連続して配置した例、図３の (ｂ) は同
じくタイヤ周方向に不連続に配置した例、図３の (ｃ)
は同じくタイヤ周方向に渦巻き状に連続して形成した
例、図３の (ｄ) は同じくタイヤ周方向に不連続かつ相
互が重なるように配置した例、図３の (ｅ) は１本の細
溝10をタイヤ周方向に連続配置するに際し、これを波型
に配置した例を示す。なお、図３の (ａ) 〜 (ｅ) にお
いては、それぞれ１本の細溝10の配置例について説明し
ているが、勿論複数本の細溝を同様の形で配置すること
ができ、さらにはこの配置例を組み合わせることも可能
である。The narrow grooves 10 can be arranged in various shapes in the tire circumferential direction as shown in FIGS. 3A to 3E when the buttress portion is viewed from the side surface of the tire. That is, (a) of FIG. 3 is an example in which one fine groove 10 is continuously arranged in the tire circumferential direction with respect to the buttress portion, and (b) of FIG. 3 is an example in which it is also discontinuously arranged in the tire circumferential direction, Figure 3 (c)
Is an example in which it is continuously formed in a spiral shape in the tire circumferential direction, (d) in FIG. 3 is an example in which they are also discontinuous in the tire circumferential direction and are arranged so as to overlap each other, and (e) in FIG. An example of arranging the narrow grooves 10 in a wavy shape when the narrow grooves 10 are continuously arranged in the tire circumferential direction is shown. 3 (a) to 3 (e), an example of the arrangement of one narrow groove 10 is described, but of course, a plurality of narrow grooves can be arranged in the same manner, and further, Can also be combined with this arrangement example.
【００１５】[0015]
【実施例】タイヤサイズ：185/65R14 のオールシーズン
タイヤについて、下記の６種類の空気入りタイヤ (従来
タイヤＡ〜Ｃ、本発明タイヤＡ〜Ｂ、比較タイヤＡ) を
製造した。 従来タイヤＡ バットレス部の表面に溝を設けていない。[Examples] For all-season tires having a tire size of 185 / 65R14, the following six types of pneumatic tires (conventional tires A to C, tires A to B of the present invention, and comparative tire A) were manufactured. Conventionally, no groove is provided on the surface of the tire A buttress portion.
【００１６】 従来タイヤＢ 図４に示すように、バットレス部９の表面に、幅の広い
断面四角形状の溝11をタイヤ周方向に１周に亘って環状
に設けている。 従来タイヤＣ 図５に示すように、バットレス部９の表面に、幅の狭い
切り込み溝11をタイヤ周方向に１周に亘って環状に設け
ている。Conventional Tire B As shown in FIG. 4, on the surface of the buttress portion 9, a groove 11 having a wide rectangular cross section is provided in an annular shape over the circumference in the tire circumferential direction. Conventional tire C As shown in FIG. 5, a narrow cut groove 11 is provided on the surface of the buttress portion 9 in an annular shape over the entire circumference in the tire circumferential direction.
【００１７】 本発明タイヤＡ 図６に示すように、バットレス部９の表面に、底部が円
形断面の細溝10をタイヤ周方向に１周に亘って環状に設
けている。 本発明タイヤＢ 図７に示すように、バットレス部９の表面に、底部が緩
やかな三角形状断面の細溝10をタイヤ周方向に１周に亘
って環状に設けている。Tire A of the Present Invention As shown in FIG. 6, on the surface of the buttress portion 9, a narrow groove 10 having a circular cross section at the bottom is provided in an annular shape over the entire circumference in the tire circumferential direction. Inventive Tire B As shown in FIG. 7, on the surface of the buttress portion 9, a narrow groove 10 having a triangular cross section with a gentle bottom is provided in an annular shape over the circumference in the tire circumferential direction.
【００１８】 比較タイヤＡ 図８に示すように、バットレス部９の表面に、底部が三
角形状断面の細溝10をタイヤ周方向に１周に亘って環状
に設けている。これらの空気入りタイヤについて下記に
示す方法によって転がり抵抗、耐外傷性、および耐クラ
ッキング性を評価した。この結果を表１に示す。Comparative Tire A As shown in FIG. 8, on the surface of the buttress portion 9, a narrow groove 10 having a triangular cross section at the bottom is provided in an annular shape over the circumference in the tire circumferential direction. These pneumatic tires were evaluated for rolling resistance, scratch resistance and cracking resistance by the methods described below. The results are shown in Table 1.
【００１９】転がり抵抗評価方法 空気圧：200kPa (2.０kg／cm2 ) 、リム：14×６JJ、荷
重：3430Ｎ (350kgf)、速度：80 km/h の条件で走行す
る場合の転がり抵抗を測定し、従来タイヤＡを100 とし
て指数評価した (指数大ほど転がり抵抗低い) 。耐外傷性評価方法 試験車：小型車ＦＦ 1500c、リム：14×６JJ、空気圧：
200kPa (2.０kg／cm2) 、試験速度10km／ｈから2.５km
／ｈずつステップアップの条件で、高さ100mmの鋼鉄製
敷き石を車両の進行角度30°で乗り越える試験を連続し
て行い、タイヤがバーストまたはエア抜けする速度を、
従来タイヤＡを100 として指数評価した(指数大ほど耐
外傷性良好) 。 Rolling resistance evaluation method Air rolling : 200kPa (2.0kg / cm 2 ), rim: 14 × 6JJ, load: 3430N (350kgf), speed: 80km / h. The conventional tire A was evaluated as an index of 100 (the larger the index, the lower the rolling resistance). Evaluation method for trauma resistance Test car: Small car FF 1500c, Rim: 14 × 6JJ, Air pressure:
200kPa (2.0kg / cm 2), 2.5km from the test speed 10km / h
Under the condition of stepping up by / h each time, a test of overcoming a steel paving stone with a height of 100 mm at a vehicle advancing angle of 30 ° is continuously performed, and the speed at which the tire bursts or deflates,
Conventional tire A was evaluated as an index of 100 (the larger the index, the better the scratch resistance).
【００２０】耐クラック性評価方法 空気圧：120kPa、荷重：3920Ｎ、リム：14×５JJ、走行
速度80km／ｈの条件で、径：1700mmのドラム上を走行さ
せるに際し、オゾン濃度１ppm の空気をバットレス部に
照射しつつ2500km走行した後、細溝の溝底部におけるク
ラック発生の有無を目視評価した。 Crack resistance evaluation method When running on a drum having a diameter of 1700 mm under the conditions of air pressure: 120 kPa, load: 3920 N, rim: 14 × 5JJ, and running speed of 80 km / h, air with an ozone concentration of 1 ppm was applied to the buttress section. After traveling 2500 km while irradiating the surface, the presence or absence of cracks at the groove bottom of the narrow groove was visually evaluated.
【００２１】 表１の結果から明らかなように、本発明タイヤは、従来
タイヤおよび比較タイヤに比較して転がり抵抗性、耐外
傷性および耐クラッキング性が均衡してすぐれているこ
とが判る。[0021] As is clear from the results of Table 1, the tire of the present invention has excellent rolling resistance, external damage resistance and cracking resistance in a balanced manner as compared with the conventional tire and the comparative tire.
【００２２】[0022]
【発明の効果】以上説明したように本発明によれば、バ
ットレス部に設ける細溝をタイヤ表面では狭い溝幅とす
る一方で内部では広くし、しかも溝底部を少なくとも１
種類以上の曲率半径で構成される連続曲面からなる拡大
部にしたから、耐外傷性および耐クラッキング性を損な
うことなく、転がり抵抗の低減を可能にする。As described above, according to the present invention, the narrow groove provided in the buttress portion has a narrow groove width on the tire surface, while it is wide inside, and at least the groove bottom portion has at least one groove width.
Since the enlarged portion is made of a continuous curved surface composed of more than one kind of radius of curvature, rolling resistance can be reduced without impairing external damage resistance and cracking resistance.
【図１】本発明の空気入りタイヤの一例の子午線方向半
断面説明図である。FIG. 1 is a meridional direction half-section explanatory view of an example of a pneumatic tire of the present invention.
【図２】本発明の空気入りタイヤにおける細溝のタイヤ
子午線方向の断面の形状の一例を示す要部拡大図であ
る。FIG. 2 is an enlarged view of a main part showing an example of a shape of a cross section of a fine groove in the tire meridian direction in the pneumatic tire of the present invention.
【図３】本発明の空気入りタイヤにおける細溝の溝配置
の一例を示す側面視説明図である。FIG. 3 is a side view explanatory diagram showing an example of groove arrangement of fine grooves in the pneumatic tire of the present invention.
【図４】従来の空気入りタイヤのバットレス部の溝の断
面形状の一例を示す説明図である。FIG. 4 is an explanatory diagram showing an example of a cross-sectional shape of a groove of a buttress portion of a conventional pneumatic tire.
【図５】従来の空気入りタイヤのバットレス部の溝の断
面形状の一例を示す説明図である。FIG. 5 is an explanatory diagram showing an example of a cross-sectional shape of a groove of a buttress portion of a conventional pneumatic tire.
【図６】本発明の空気入りタイヤのバットレス部の溝の
断面形状の一例を示す説明図である。FIG. 6 is an explanatory view showing an example of the cross-sectional shape of the groove of the buttress portion of the pneumatic tire of the present invention.
【図７】本発明の空気入りタイヤのバットレス部の溝の
断面形状の一例を示す説明図である。FIG. 7 is an explanatory view showing an example of the cross-sectional shape of the groove of the buttress portion of the pneumatic tire of the present invention.
【図８】比較の空気入りタイヤのバットレス部の溝の断
面形状を示す説明図である。FIG. 8 is an explanatory diagram showing a cross-sectional shape of a groove of a buttress portion of a comparative pneumatic tire.
１ トレッド ２ サイドウォ
ール ４ ビード部 ６ カーカス層 ９ バットレス部 10 細溝1 tread 2 sidewall 4 bead 6 carcass layer 9 buttress 10 narrow groove
Claims (1)
であるバットレス部の表面に、タイヤ周方向に延びる少
なくとも１本の細溝を設け、前記細溝の溝幅を表面部よ
りも内部で大きくし、さらに、前記細溝の溝底に少なく
とも１種類以上の曲率半径で構成される連続曲面からな
る拡大部を形成した空気入りタイヤ。1. At least one narrow groove extending in the tire circumferential direction is provided on the surface of a buttress portion which is a transition portion from a tread to a sidewall, and the groove width of the narrow groove is made larger than that of the surface portion. Further, a pneumatic tire in which an enlarged portion having a continuous curved surface having at least one kind of radius of curvature is formed on the groove bottom of the narrow groove.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4187047A JPH0632114A (en) | 1992-07-14 | 1992-07-14 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4187047A JPH0632114A (en) | 1992-07-14 | 1992-07-14 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0632114A true JPH0632114A (en) | 1994-02-08 |
Family
ID=16199247
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4187047A Pending JPH0632114A (en) | 1992-07-14 | 1992-07-14 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0632114A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003159912A (en) * | 2001-11-27 | 2003-06-03 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| KR100711621B1 (en) * | 2005-09-05 | 2007-04-30 | 금호타이어 주식회사 | Heavy duty pneumatic radial tire |
| KR100792977B1 (en) * | 2006-11-20 | 2008-01-08 | 한국타이어 주식회사 | Tire for heavy vehicle |
| JP2010254047A (en) * | 2009-04-22 | 2010-11-11 | Bridgestone Corp | Pneumatic tire |
| JP2014125103A (en) * | 2012-12-26 | 2014-07-07 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US20150183276A1 (en) * | 2012-09-11 | 2015-07-02 | Continental Reifen Deutschland Gmbh | Pneumatic vehicle tire |
| US20150290891A1 (en) * | 2012-10-31 | 2015-10-15 | Michelin Recherche Et Technique S.A. | Method of retreading a tire |
| KR20220099184A (en) * | 2021-01-05 | 2022-07-13 | 한국타이어앤테크놀로지 주식회사 | Tire including cave part for radiation of heat |
-
1992
- 1992-07-14 JP JP4187047A patent/JPH0632114A/en active Pending
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003159912A (en) * | 2001-11-27 | 2003-06-03 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| KR100711621B1 (en) * | 2005-09-05 | 2007-04-30 | 금호타이어 주식회사 | Heavy duty pneumatic radial tire |
| KR100792977B1 (en) * | 2006-11-20 | 2008-01-08 | 한국타이어 주식회사 | Tire for heavy vehicle |
| JP2010254047A (en) * | 2009-04-22 | 2010-11-11 | Bridgestone Corp | Pneumatic tire |
| US20150183276A1 (en) * | 2012-09-11 | 2015-07-02 | Continental Reifen Deutschland Gmbh | Pneumatic vehicle tire |
| US9487053B2 (en) * | 2012-09-11 | 2016-11-08 | Continental Reifen Deutschland Gmbh | Pneumatic vehicle tire with specified circumferential side wall groove |
| US20150290891A1 (en) * | 2012-10-31 | 2015-10-15 | Michelin Recherche Et Technique S.A. | Method of retreading a tire |
| US11345107B2 (en) | 2012-10-31 | 2022-05-31 | Compagnie Generale Des Etablissements Michelin | Method of retreading a tire |
| JP2014125103A (en) * | 2012-12-26 | 2014-07-07 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| KR20220099184A (en) * | 2021-01-05 | 2022-07-13 | 한국타이어앤테크놀로지 주식회사 | Tire including cave part for radiation of heat |
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