JPH0781323A - Heavy-load pneumatic tire for construction vehicle - Google Patents
Heavy-load pneumatic tire for construction vehicleInfo
- Publication number
- JPH0781323A JPH0781323A JP5249904A JP24990493A JPH0781323A JP H0781323 A JPH0781323 A JP H0781323A JP 5249904 A JP5249904 A JP 5249904A JP 24990493 A JP24990493 A JP 24990493A JP H0781323 A JPH0781323 A JP H0781323A
- Authority
- JP
- Japan
- Prior art keywords
- groove
- tire
- tread
- resistance
- width
- 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
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は建設車両用重荷重空気入
りタイヤの性能向上技術に関し、特に耐磨耗性、前後方
向牽引力（トラクション性）と横方向滑り性（耐サイド
スリップ性）を損なうことなく、トレッドの耐久性の改
良に好適な技術に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technology for improving the performance of heavy-duty pneumatic tires for construction vehicles, and particularly impairs wear resistance, longitudinal traction (traction) and lateral slip (sideslip resistance). Without being concerned with a technique suitable for improving the durability of the tread.
【０００２】[0002]
【従来の技術】建設車両用重荷重空気入りタイヤにおい
ては、使用路面、負担荷重などの使用条件の厳しさか
ら、使用条件に合ったトレッドパターンを使い分けるこ
とが一般的である。例えば耐磨耗性を要求される条件で
はタイヤ幅方向溝のみを有するラグパターンが使用さ
れ、一方トラクションや耐サイドスリップ性が必要な泥
濘地等の条件下では主にブロックパターンが使用され
る。2. Description of the Related Art In heavy-duty pneumatic tires for construction vehicles, it is common to use a tread pattern suitable for the usage conditions due to the severeness of the usage conditions such as the road surface and the burden load. For example, a rug pattern having only grooves in the tire width direction is used under the condition where abrasion resistance is required, while a block pattern is mainly used under conditions such as traction and mud ground where side slip resistance is required.
【０００３】[0003]
【発明が解決しようとする課題】従来技術のラグパター
ン図５においては、耐磨耗性に優れている反面、タイヤ
トレッドセンター付近のトレッドゴムの温度が上昇し、
ヒートセパレーションやカットセパレーション等の故障
発生の原因になり、トレッド部の耐久性の劣化要因にな
っていた。一方ブロックパターン図６においては、トラ
クション性や耐サイドスリップ性に優れている反面、耐
磨耗性を阻害する原因になっていた。本発明はこの両者
の利点を損なうことなく、即ち耐磨耗性、トラクション
性、耐サイドスリップ性を確保しつつ、トレッド耐久性
を確保する汎用性のあるタイヤトレッドパターンを提供
することが目的である。In the prior art lug pattern shown in FIG. 5, although the abrasion resistance is excellent, the temperature of the tread rubber near the tire tread center rises,
It caused failure such as heat separation and cut separation, and was a cause of deterioration of durability of the tread portion. On the other hand, in FIG. 6 of the block pattern, although it was excellent in traction property and side slip resistance, it was a cause of inhibiting wear resistance. The present invention is intended to provide a versatile tire tread pattern that secures tread durability while maintaining the advantages of the both, that is, abrasion resistance, traction property, and side slip resistance. is there.
【０００４】[0004]
【課題を解決するための手段】請求項１に記載の建設車
両用重荷重空気入りタイヤは、タイヤトレッドのセンタ
ーでの厚さが４０ｍｍ以上１５０ｍｍ以下で、タイヤ赤
道からトレッド幅の１／４の距離を隔てた位置に、一対
のタイヤ周方向に連続したジグザグ主溝と、前記１／４
点からトレッド幅方向端に向けて前記周方向主溝と連続
する幅方向溝とを有する建設車両用重荷重空気入りタイ
ヤにおいて、タイヤ赤道に対して前記ジグザグ周方向主
溝の凸部として形成された出隅部からタイヤ赤道に向か
って、少なくともトレッドセンター近傍まで延びる補助
細溝を有し、前記補助細溝のタイヤ周方向ピッチ数
（Ｎ）は３０以上４５以下で、前記補助細溝の溝幅
（ｗ；単位ｍｍ）と前記ピッチ数（Ｎ）との比（ｗ／
Ｎ）が０．１以上０．９以下で、且つ前記補助細溝の溝
深さは前記周方向主溝と同等であることを特徴とする建
設車両用重荷重空気入りタイヤである。The heavy-duty pneumatic tire for construction vehicles according to claim 1 has a tire tread having a thickness at the center of 40 mm or more and 150 mm or less, which is 1/4 of the tread width from the tire equator. A pair of zigzag main grooves continuous in the tire circumferential direction at positions spaced apart from each other, and
In a heavy duty pneumatic tire for a construction vehicle having a widthwise groove continuous with the circumferential main groove from a point toward a tread widthwise end, the zigzag circumferential main groove is formed as a convex portion with respect to a tire equator. The auxiliary fine groove extends from the projected corner portion toward the tire equator to at least the vicinity of the tread center, and the number of pitches (N) in the tire circumferential direction of the auxiliary fine groove is 30 or more and 45 or less. Ratio of width (w; unit mm) to the number of pitches (N) (w /
N) is 0.1 or more and 0.9 or less, and the groove depth of the auxiliary fine groove is the same as that of the circumferential main groove.
【０００５】請求項２に記載の発明は、トレッド表面の
溝面積のトレッド全表面積に対する割合が２２％以上３
２％以下であることを特徴とする請求項１に記載の建設
車両用重荷重空気入りタイヤである。According to a second aspect of the present invention, the ratio of the groove area of the tread surface to the total tread surface area is 22% or more 3
It is 2% or less, It is a heavy duty pneumatic tire for construction vehicles of Claim 1 characterized by the above-mentioned.
【０００６】[0006]
【作用】トラクション性を確保するには、トレッド部に
形成されるパターンのタイヤ幅方向エッヂ成分を有する
こと、即ちタイヤ幅方向溝が必要であり、耐サイドスリ
ップ性を確保するには、パターンのタイヤ周方向エッヂ
成分を有すること、即ちタイヤ周方向溝を設けることが
一般的である。この場合必要以上に溝の数を増やすこと
は、耐磨耗性を損ない好ましくない。In order to secure the traction property, it is necessary to have the tire width direction edge component of the pattern formed in the tread portion, that is, the tire width direction groove is required. To secure the side slip resistance, It is common to have an edge component in the tire circumferential direction, that is, to provide a groove in the tire circumferential direction. In this case, it is not preferable to increase the number of grooves more than necessary because the abrasion resistance is impaired.
【０００７】本発明は発明者の以下の研究結果から明ら
かになった。タイヤのトラクションはタイヤトレッドセ
ンターからトレッド幅の１／４だけ離れた点から外側に
設けられたタイヤ幅方向溝のエッヂ成分が主に効いてい
る。即ち、これはトレッドセンター部付近に配置された
タイヤ幅方向溝は泥濘地において、泥土が、パターンを
目づまりさせるため、泥土との剪断力発生が不十分とな
ることによる。一方１／４点からタイヤ幅方向外側に配
置された幅方向溝ではタイヤ幅方向への泥土の抜けが良
く、又、タイヤパターンの動きがセンター部に比較し大
きく、泥はけに有利に作用し、常に十分な剪断力が得ら
れる。The present invention has been clarified from the following research results of the inventor. For the traction of the tire, the edge component of the groove in the tire width direction provided on the outer side is mainly effective from the point separated from the tire tread center by ¼ of the tread width. That is, this is because the tire width direction grooves arranged near the tread center portion in mud are clogged patterns by mud, so that shearing force with mud becomes insufficient. On the other hand, in the widthwise groove located on the outer side in the tire width direction from the 1/4 point, mud is easily removed in the tire width direction, and the movement of the tire pattern is larger than that in the center portion, which is advantageous for mud drainage. However, a sufficient shearing force is always obtained.
【０００８】耐サイドスリップ性については、トラクシ
ョン性と同様に、タイヤトレッドセンターからトレッド
幅の１／４だけ離れた点から外側に設けられたタイヤ周
方向溝を配置するのが、最も効果的であるが、周方向溝
のエッヂ欠け等が発生しやすくなる為、１／４点ないし
は１／４点よりトレッドセンター側に配置するのが好ま
しい。トラクション性、耐サイドスリップ性の両立には
図７のような溝配置が好ましい。図７のパタ−ンは前記
トラクション性、耐サイドスリップ性のみならず、耐磨
耗性に対しても効果がある。即ちトレッドセンター付近
をタイヤ周方向に連続した陸部（リブ）で構成すること
により、トレッドセンター部を比較的幅の広い幅方向溝
により不連続に区切ったブロックパターン図６に比較し
飛躍的に耐磨耗性は向上する。As for the side slip resistance, it is most effective to arrange a tire circumferential groove provided outside from a point separated from the tire tread center by 1/4 of the tread width, similarly to the traction property. However, it is preferable to dispose the 1/4 point or the 1/4 point on the tread center side because the edge of the circumferential groove is likely to be chipped. The groove arrangement as shown in FIG. 7 is preferable for achieving both the traction property and the side slip resistance. The pattern of FIG. 7 is effective not only for the traction property and the side slip resistance but also for the wear resistance. That is, by constructing the land portion (rib) which is continuous in the tire circumferential direction in the vicinity of the tread center, the block pattern in which the tread center portion is discontinuously divided by the widthwise groove having a relatively wide width is drastically compared with FIG. Abrasion resistance is improved.
【０００９】しかしながら、トレッドセンターが前記の
リブで構成されるパターンでは、トレッドセンター部の
発熱温度が、ブロックパターンより高くなることは公知
であり、本発明者が更に検討した結果、前記トレッドセ
ンター部のリブに補助細溝を配置することが、他性能を
損なうことなく、最も効果的に前記発熱温度を低減でき
ることを明らかにした。トレッドセンター部の発熱低減
の手段として、幅の広い幅方向溝を配置すると、溝面積
の増加によりパターンの溝面積のトレッド全表面積に対
する割合（ネガティブ比）が増加することと、ブロック
パターンの動きが大きくなって耐磨耗性を悪化させ、溝
を設けたことによる放熱効果による発熱性改良効果を打
ち消すマイナス要因になる。However, it is known that in the pattern in which the tread center is composed of the ribs, the heat generation temperature of the tread center portion is higher than that of the block pattern, and as a result of further study by the present inventor, the tread center portion has been found. It was clarified that arranging the auxiliary narrow groove on the rib of 1) can most effectively reduce the heat generation temperature without impairing other performances. When a wide widthwise groove is arranged as a means for reducing heat generation in the tread center portion, the ratio of the groove area of the pattern to the total tread surface area (negative ratio) increases due to the increase of the groove area, and the movement of the block pattern It becomes large and deteriorates the wear resistance, which becomes a negative factor for canceling the heat generation improving effect by the heat radiation effect by providing the groove.
【００１０】従って、本発明はトレッドセンター部に配
置する補助細溝の溝幅（ｗ；単位ｍｍ）を補助細溝のタ
イヤ周方向ピッチ数（Ｎ）に対して０．１以上０．９以
下とすることで、ネガティブ比の増加を実質的に抑制
し、補助細溝により分断されたトレッドセンター部のリ
ブの局部的な動きをブロックのクラッシング効果で抑制
できる為、発熱性と耐磨耗性を両立できる。Therefore, according to the present invention, the groove width (w; unit mm) of the auxiliary fine grooves arranged in the tread center portion is 0.1 or more and 0.9 or less with respect to the tire circumferential pitch number (N) of the auxiliary fine grooves. By doing so, the increase of negative ratio is substantially suppressed, and the local movement of the rib of the tread center part divided by the auxiliary narrow groove can be suppressed by the crushing effect of the block, so heat generation and wear resistance Both sexes can be achieved.
【００１１】更に前記補助細溝はトレッドの耐久性、特
にトレッドの対カットセパレーション性を向上させる。
建設車両用重荷重空気入りタイヤのカットセパレーショ
ンはトレッドセンターを中心とするトレッドの１／４点
間に発生しやすく、前記補助細溝はトレッドセンター部
のリブをタイヤ周方向に分断することにより、リブに働
く周方向張力を低減させカットを受け難くする。Further, the auxiliary fine grooves improve the durability of the tread, especially the tread resistance to cut separation.
Cut separation of heavy-duty pneumatic tires for construction vehicles is likely to occur between 1/4 points of the tread centered on the tread center, the auxiliary narrow groove by dividing the rib of the tread center portion in the tire circumferential direction, It reduces the tension in the circumferential direction that acts on the ribs, making it less susceptible to cuts.
【００１２】更に本発明者はカットを受けた後のカット
セパレーションの進展は、タイヤ転動時のトレッドのタ
イヤ周方向剪断歪みが支配的であることを突き止めた。
従って、前記補助細溝は前記タイヤ周方向剪断歪みを緩
和させ、カットのタイヤ周方向への進展を抑制する効果
も有する。前記補助細溝の張力緩和効果とタイヤ周方向
剪断歪みの緩和効果を十分に発揮させるためには、少な
くとも前記補助細溝はトレッドセンター近傍まで延在し
ていること、主溝と同等の溝深さを有することが必要で
ある。補助細溝の溝深さが主溝深さより浅いとタイヤの
磨耗に連れてタイヤ周方向の剪断歪みの緩和効果が不十
分になり、タイヤ走行中期、末期でのカットの進展抑制
効果が不足し、主溝より深いと、補助細溝自体の溝底に
応力集中を来し、耐久性が不十分となる。前記補助細溝
はトレッドセンタ−を越えて１／４点に位置する一対の
タイヤ周方向溝と連続しても良い。Further, the present inventor has found that the development of the cut separation after receiving the cut is dominated by the shear strain in the tire circumferential direction of the tread during rolling of the tire.
Therefore, the auxiliary narrow groove also has an effect of relaxing the shear strain in the tire circumferential direction and suppressing the progress of the cut in the tire circumferential direction. In order to sufficiently exert the effect of relaxing the tension of the auxiliary narrow groove and the effect of relaxing the tire circumferential shear strain, at least the auxiliary narrow groove extends to near the tread center, and a groove depth equivalent to the main groove. It is necessary to have If the groove depth of the auxiliary fine groove is shallower than the main groove depth, the effect of mitigating shear strain in the tire circumferential direction becomes insufficient as the tire wears, and the effect of suppressing the progress of cuts in the middle and final stages of tire running becomes insufficient. If it is deeper than the main groove, stress concentration will occur at the groove bottom of the auxiliary narrow groove itself, resulting in insufficient durability. The auxiliary narrow groove may be continuous with a pair of tire circumferential grooves located at a 1/4 point beyond the tread center.
【００１３】又、建設車両用重荷重空気入りタイヤでの
パターン剛性を確保する為、補助細溝のタイヤ周方向ピ
ッチ数が３０以上４５以下であることが好ましい。タイ
ヤ周方向ピッチ数が３０未満であるとタイヤセンター部
の発熱性の改良が不十分であり、タイヤ周方向ピッチ数
が４５を越えるとパターン剛性不足による耐磨耗性の悪
化が生じる。Further, in order to secure the pattern rigidity in the heavy duty pneumatic tire for construction vehicles, it is preferable that the number of pitches of the auxiliary fine grooves in the tire circumferential direction is 30 or more and 45 or less. When the number of pitches in the tire circumferential direction is less than 30, improvement in heat generation of the tire center portion is insufficient, and when the number of pitches in the tire circumferential direction exceeds 45, abrasion resistance deteriorates due to insufficient pattern rigidity.
【００１４】トレッド表面の溝面積のトレッド全表面積
に対する割合が２２％以上３２％以下であることが好ま
しい。前記割合が２２％未満であったり、３２％を越え
る場合は、建設車両用重荷重空気入りタイヤとしての汎
用性に欠ける。The ratio of the groove area on the tread surface to the total surface area of the tread is preferably 22% or more and 32% or less. If the ratio is less than 22% or more than 32%, the versatility as a heavy duty pneumatic tire for construction vehicles is lacking.
【００１５】[0015]
【実施例】本発明の建設車両用重荷重空気入りタイヤの
実施例を、舗装路と非舗装路の両方で使用されるリアー
ダンプトラック用のサイズ３６．００Ｒ５１で説明す
る。図４に示すように、建設車両用重荷重空気入りタイ
ヤには、一対のビードコア１２と、これらビードコアを
トロイド状に跨がりラジアル方向に配列されたスチール
コードからなるカーカス１４を備えている。カーカスの
半径方向外側には互いに交差する複数のスチールコード
層からなるベルト層１６が配置されており、ベルト層の
半径方向外側にはタイヤトレッドセンターでのトレッド
厚さが１００ｍｍのトレッドゴム１８が配置されてい
る。また、カーカスのタイヤ軸方向外側には、サイドト
レッド２０が、軸方向内側にはインナーライナー２２が
配置されている。EXAMPLE An example of a heavy duty pneumatic tire for a construction vehicle of the present invention will be described with a size 36.00R51 for a rear dump truck used on both paved roads and non-paved roads. As shown in FIG. 4, the heavy-duty pneumatic tire for a construction vehicle includes a pair of bead cores 12 and a carcass 14 made of steel cords straddling the bead cores in a toroidal shape and arranged in the radial direction. A belt layer 16 composed of a plurality of steel cord layers intersecting each other is arranged on the outer side in the radial direction of the carcass, and a tread rubber 18 having a tread thickness of 100 mm at a tire tread center is arranged on the outer side in the radial direction of the belt layer. Has been done. A side tread 20 is arranged on the outer side of the carcass in the axial direction of the tire, and an inner liner 22 is arranged on the inner side of the tire in the axial direction.
【００１６】図１に示す実施例１は前記トレッドの１／
４点に周方向に連続してジグザグに延びる周方向主溝３
０とこれの入隅部３８に連続して１／４点より外側でタ
イヤ幅方向に延びる幅方向溝３２を有し、周方向主溝３
０の出隅部３６からタイヤ赤道に向かって溝幅（ｗ）が
１５ｍｍの補助細溝３４を直線状に配置したものであ
る。溝の深さは主溝深さと同じ８５ｍｍである。この場
合の補助細溝３４のタイヤ周方向ピッチ数（Ｎ）は３６
で、ｗ／Ｎの比は０．４２である。また、トレッド表面
の溝面積のトレッド全表面積に対する割合は２３％であ
る。Example 1 shown in FIG. 1 is 1 / th of the tread described above.
Circumferential main groove 3 extending in zigzag continuously at four points in the circumferential direction
0 and a width direction groove 32 that extends in the tire width direction outside the 1/4 point and is continuous with the entry corner portion 38 thereof.
The auxiliary narrow groove 34 having a groove width (w) of 15 mm is linearly arranged from the corner portion 36 of 0 toward the equator of the tire. The groove depth is 85 mm, which is the same as the main groove depth. In this case, the number of pitches (N) in the tire circumferential direction of the auxiliary fine grooves 34 is 36.
And the w / N ratio is 0.42. The ratio of the groove area on the tread surface to the total tread surface area is 23%.
【００１７】図２に示す実施例２は、タイヤ周方向主
溝、幅方向溝と補助細溝が単一方向性を有する滑らかな
連続曲線で構成されており、その他の諸元は実施例１と
ほぼ同様である。In Example 2 shown in FIG. 2, the tire circumferential main groove, the width direction groove and the auxiliary fine groove are constituted by a smooth continuous curve having a unidirectionality. Is almost the same as.
【００１８】実施例３はタイヤ赤道の右半分に配置され
たパターンをタイヤ赤道上の点を中心に１８０度回転し
て点対称の構成したもので、タイヤ周方向溝３０の出隅
部３６から出た補助細溝３４はタイヤ赤道を横切り、対
向する他のタイヤ周方向溝３６の出隅部３６に連続して
いる。この場合の補助細溝３４の幅は２０ｍｍであり、
補助細溝３４のタイヤ周方向ピッチ数（Ｎ）は３６で、
ｗ／Ｎの比は０．５６である。また、トレッド表面の溝
面積のトレッド全表面積に対する割合は２６％である。In the third embodiment, the pattern arranged in the right half of the tire equator has a point-symmetrical structure by rotating 180 degrees about a point on the tire equator. The protruding auxiliary narrow groove 34 crosses the tire equator and is continuous with the protruding corner portion 36 of another tire circumferential groove 36 that faces the tire. The width of the auxiliary narrow groove 34 in this case is 20 mm,
The number of pitches (N) in the tire circumferential direction of the auxiliary fine grooves 34 is 36,
The w / N ratio is 0.56. The ratio of the groove area on the tread surface to the total tread surface area is 26%.
【００１９】（試験例）本発明の実施例１（図１）実施
例３（図３）の発明の効果を評価するために、比較例と
して実施例１と同じく、補助細溝幅（ｗ）を１５ｍｍ、
補助細溝のピッチ数（Ｎ）を２７とし、ｗ／Ｎを０．５
６としたタイヤを比較例１とし、同じく実施例１と同じ
く、補助細溝幅（ｗ）を１５ｍｍ、補助細溝のピッチ数
（Ｎ）を４８とし、ｗ／Ｎを０．３１としたタイヤを比
較例２として製作し、従来例１として、ブロックパター
ンタイヤ（図６）、従来例２としてリブラグパターンタ
イヤ（図７）を製造し評価テストを実施した。評価テス
トは実車によるトラクションテスト、耐サイドスリップ
テスト、耐磨耗性テスト、発熱性テストと室内ドラムテ
ストによる耐カットセパレーションテスト、耐トレッド
カットテストを実施した。表１に結果を従来例２タイヤ
を１００とする指数で表した。指数は大なるほど良とし
た。トラクションテスト、耐サイドスリップテストの指
数は、トラクションフォース、サイドスリップフォース
を評価メジャーとして用いた。耐磨耗性テストの指数
は、１０，０００ｋｍ走行後の残溝を評価した。発熱性
の指数は実車走行後のタイヤ幅方向の９測定点の温度測
定結果の平均をメジャーとした。耐トレッドカットテス
トは入力３水準に対するトレッドの傷の深さの平均値を
使用した。耐カットセパレーションテストの指数は、テ
ストタイヤにあらかじめトレッドセンター部に幅方向に
長さ８０ｍｍ、幅０．５ｍｍ、深さ９０ｍｍのカット傷
を入れた後、ドラム上で、時速１０ｋｍ／ｈで４，５０
０ｋｍ走行時点で停止しベルト上のタイヤ周方向へのセ
パレーションの長さをメジャーとし評価した。(Test Example) In order to evaluate the effect of the invention of Example 1 (FIG. 1) and Example 3 (FIG. 3) of the present invention, the auxiliary narrow groove width (w) was set as a comparative example, as in Example 1. 15 mm,
The number of pitches (N) of the auxiliary narrow groove is 27 and w / N is 0.5
A tire having No. 6 was set as Comparative Example 1, and similarly to Example 1, a tire having an auxiliary fine groove width (w) of 15 mm, an auxiliary fine groove pitch number (N) of 48, and w / N of 0.31. Was manufactured as Comparative Example 2, a block pattern tire (FIG. 6) was manufactured as Conventional Example 1, and a rib lug pattern tire (FIG. 7) was manufactured as Conventional Example 2 and an evaluation test was performed. As the evaluation test, a traction test using an actual vehicle, a side slip resistance test, an abrasion resistance test, a heat generation test, a cut separation test by an indoor drum test, and a tread cut resistance test were performed. The results are shown in Table 1 as an index with the tire of Conventional Example 2 being 100. The larger the index, the better. For the indices of the traction test and the side slip resistance test, traction force and side slip force were used as evaluation measures. The index of the abrasion resistance test evaluated the residual groove after running 10,000 km. The exothermic index was measured using the average of the temperature measurement results at nine measurement points in the tire width direction after running the vehicle. The tread cut resistance test used the average value of the scratch depth of the tread for three input levels. The index of the cut separation resistance test was that after the test tire had cut scratches having a length of 80 mm, a width of 0.5 mm, and a depth of 90 mm in the width direction in the tread center in advance, it was 4, at a speed of 10 km / h on a drum. Fifty
It was stopped at the time of 0 km running, and the length of separation on the belt in the tire circumferential direction was evaluated as a measure.
【００２０】[0020]
【表１】 [Table 1]
【００２１】上記表１の結果からも、本発明の建設車両
用重荷重空気入りタイヤは、従来タイヤ、比較例タイヤ
と比較し、トラクション性、耐サイドスリップ性、耐磨
耗性を損なうことなく、トレッドの発熱性、耐トレッド
カット性、及び耐カットセパレーション性を向上させる
ことができる。From the results shown in Table 1 above, the heavy-duty pneumatic tire for construction vehicles of the present invention is comparable to conventional tires and comparative tires without impairing traction, side slip resistance, and abrasion resistance. The heat generation property of the tread, the tread cut resistance, and the cut separation resistance can be improved.
【００２２】[0022]
【発明の効果】以上説明したように、請求項１に記載の
建設車両用重荷重空気入りタイヤは上記構成としたの
で、従来タイヤに比較し、トラクション性、耐サイドス
リップ性、耐磨耗性を損なうことなく、トレッドの発熱
性、耐トレッドカット性、及び耐カットセパレーション
性等のトレッド耐久性を大幅に向上させる優れた効果を
有する。また、請求項２に記載の建設車両用重荷重空気
入りタイヤは前記の優れた効果に加えて、舗装路、非舗
装路での十分な汎用性を有するタイヤを提供することを
可能にする効果を有する。As described above, the heavy-duty pneumatic tire for a construction vehicle according to claim 1 has the above-described structure, and therefore has a traction property, a side slip resistance, and an abrasion resistance as compared with the conventional tire. It has an excellent effect of significantly improving the tread durability such as the heat generation property of the tread, the tread cut resistance, and the cut separation resistance without impairing the heat resistance. Further, the heavy-duty pneumatic tire for a construction vehicle according to claim 2, in addition to the above-mentioned excellent effects, makes it possible to provide a tire having sufficient versatility on paved roads and non-paved roads. Have.
【図１】本発明の実施例１に係るタイヤパターンの踏面
展開図である。FIG. 1 is a development view of a tread surface of a tire pattern according to a first embodiment of the present invention.
【図２】本発明の実施例２に係るタイヤパターンの踏面
展開図である。FIG. 2 is a development view of a tread surface of a tire pattern according to a second embodiment of the present invention.
【図３】本発明の実施例３に係るタイヤパターンの踏面
展開図である。FIG. 3 is a development view of a tread surface of a tire pattern according to a third embodiment of the present invention.
【図４】本発明の一実施例に係る建設車両用重荷重空気
入りタイヤの子午線に沿った断面図である。FIG. 4 is a cross-sectional view taken along the meridian of a heavy duty pneumatic tire for construction vehicles according to an embodiment of the present invention.
【図５】従来例１のラグパターンの踏面展開図である。FIG. 5 is a development view of a tread of a rug pattern of Conventional Example 1.
【図６】従来例２のブロックパターンの踏面展開図であ
る。FIG. 6 is a development view of a tread surface of a block pattern of Conventional Example 2.
【図７】従来例３のリブラグパターンの踏面展開図であ
る。FIG. 7 is a development view of a tread surface of a rib lug pattern of Conventional Example 3.
１０ 建設車両用重荷重空気入りタイヤ １８ トレッド ３０ 周方向主溝 ３２ 幅方向溝 ３４ 補助細溝 ３６ 出隅部 ３８ 入隅部 10 Heavy Duty Pneumatic Tires for Construction Vehicles 18 Treads 30 Circumferential Main Grooves 32 Width Grooves 34 Auxiliary Fine Grooves 36 Outer Corners 38 Inner Corners
Claims (2)
０ｍｍ以上１５０ｍｍ以下で、タイヤ赤道からトレッド
幅の１／４の距離を隔てた位置に、一対のタイヤ周方向
に連続したジグザグ主溝と、前記１／４点からトレッド
幅方向端に向けて前記周方向主溝と連続する幅方向溝と
を有する建設車両用重荷重空気入りタイヤにおいて、タ
イヤ赤道に対して前記ジグザグ周方向主溝の凸部として
形成された出隅部からタイヤ赤道に向かって、少なくと
もトレッドセンター近傍まで延びる補助細溝を有し、前
記補助細溝のタイヤ周方向ピッチ数（Ｎ）は３０以上４
５以下で、前記補助細溝の溝幅（ｗ；単位ｍｍ）と前記
ピッチ数（Ｎ）との比（ｗ／Ｎ）が０．１以上０．９以
下で、且つ前記補助細溝の溝深さは前記周方向主溝と同
等であることを特徴とする建設車両用重荷重空気入りタ
イヤ。1. The thickness of the tire tread at the center is 4
A pair of zigzag main grooves continuous in the tire circumferential direction at a position of 0 mm or more and 150 mm or less and a distance of 1/4 of the tread width from the tire equator, and from the 1/4 point toward the end of the tread width direction. In a heavy-duty pneumatic tire for a construction vehicle having a circumferential main groove and a continuous widthwise groove, from a projected corner portion formed as a convex portion of the zigzag circumferential main groove toward the tire equator toward the tire equator. , The auxiliary fine groove extending at least near the tread center, and the number of pitches (N) in the tire circumferential direction of the auxiliary fine groove is 30 or more 4
5 or less, the ratio (w / N) of the groove width (w; unit mm) of the auxiliary narrow groove to the pitch number (N) is 0.1 or more and 0.9 or less, and the groove of the auxiliary narrow groove. A heavy-duty pneumatic tire for a construction vehicle, having a depth equivalent to that of the circumferential main groove.
積に対する割合が２２％以上３２％以下であることを特
徴とする請求項１に記載の建設車両用重荷重空気入りタ
イヤ。2. The heavy duty pneumatic tire for a construction vehicle according to claim 1, wherein the ratio of the groove area of the tread surface to the total tread surface area is 22% or more and 32% or less.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24990493A JP3321262B2 (en) | 1993-09-10 | 1993-09-10 | Heavy-duty pneumatic tires for construction vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24990493A JP3321262B2 (en) | 1993-09-10 | 1993-09-10 | Heavy-duty pneumatic tires for construction vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0781323A true JPH0781323A (en) | 1995-03-28 |
| JP3321262B2 JP3321262B2 (en) | 2002-09-03 |
Family
ID=17199939
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24990493A Expired - Fee Related JP3321262B2 (en) | 1993-09-10 | 1993-09-10 | Heavy-duty pneumatic tires for construction vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3321262B2 (en) |
Cited By (16)
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|---|---|---|---|---|
| WO2002100664A1 (en) * | 2001-06-07 | 2002-12-19 | Bridgestone Corporation | Off-the-road tire |
| WO2006057169A1 (en) * | 2004-11-26 | 2006-06-01 | Bridgestone Corporation | Tire for heavy duty vehicle |
| KR100616357B1 (en) * | 2004-10-01 | 2006-08-28 | 한국타이어 주식회사 | Tread block pattern design of tire for small truck |
| EP1759890A1 (en) * | 2004-06-23 | 2007-03-07 | Bridgestone Corporation | Pneumatic tire |
| US7416003B2 (en) * | 2002-12-03 | 2008-08-26 | The Yokohama Rubber Co., Ltd. | Pneumatic tire with tread surface having specified direction of rotation |
| JP2010023610A (en) * | 2008-07-17 | 2010-02-04 | Bridgestone Corp | Tire |
| US20100032067A1 (en) * | 2008-08-11 | 2010-02-11 | Robert Anthony Neubauer | Heavy duty tire |
| JP2010188816A (en) * | 2009-02-17 | 2010-09-02 | Bridgestone Corp | Pneumatic tire |
| US20110005649A1 (en) * | 2007-12-10 | 2011-01-13 | Bridgestone Corporation | Pneumatic tire |
| US8210218B2 (en) * | 2004-08-03 | 2012-07-03 | Bridgestone Corporation | Pneumatic tire with tread having isosceles trapezoidal block portion between lug grooves |
| CN103717412A (en) * | 2011-07-28 | 2014-04-09 | 米其林企业总公司 | Tread pattern for tires for a civil engineering vehicle |
| CN104129233A (en) * | 2013-05-02 | 2014-11-05 | 住友橡胶工业株式会社 | Heavy duty tire |
| JP2015074246A (en) * | 2013-10-04 | 2015-04-20 | 住友ゴム工業株式会社 | Tire for heavy load |
| JP2015229395A (en) * | 2014-06-04 | 2015-12-21 | 株式会社ブリヂストン | Heavy-duty pneumatic tire |
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1993
- 1993-09-10 JP JP24990493A patent/JP3321262B2/en not_active Expired - Fee Related
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| US7281555B2 (en) * | 2001-06-07 | 2007-10-16 | Bridgestone Corporation | Off-the-road tire |
| CN100393537C (en) * | 2001-06-07 | 2008-06-11 | 株式会社普利司通 | Off-the-road tire |
| WO2002100664A1 (en) * | 2001-06-07 | 2002-12-19 | Bridgestone Corporation | Off-the-road tire |
| US7416003B2 (en) * | 2002-12-03 | 2008-08-26 | The Yokohama Rubber Co., Ltd. | Pneumatic tire with tread surface having specified direction of rotation |
| US7874332B2 (en) | 2004-06-23 | 2011-01-25 | Bridgestone Corporation | Pneumatic tire with tread gauge of 95 mm or more having circumferential thin grooves, crosswise thin grooves and sub-thin grooves being closed at time of tread contact of fixed load |
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| EP1759890A4 (en) * | 2004-06-23 | 2008-07-23 | Bridgestone Corp | Pneumatic tire |
| US8210218B2 (en) * | 2004-08-03 | 2012-07-03 | Bridgestone Corporation | Pneumatic tire with tread having isosceles trapezoidal block portion between lug grooves |
| KR100616357B1 (en) * | 2004-10-01 | 2006-08-28 | 한국타이어 주식회사 | Tread block pattern design of tire for small truck |
| WO2006057169A1 (en) * | 2004-11-26 | 2006-06-01 | Bridgestone Corporation | Tire for heavy duty vehicle |
| JP2006151083A (en) * | 2004-11-26 | 2006-06-15 | Bridgestone Corp | Tire for heavy load vehicle |
| CN102131657A (en) * | 2007-12-10 | 2011-07-20 | 株式会社普利司通 | Pneumatic tire |
| US20110005649A1 (en) * | 2007-12-10 | 2011-01-13 | Bridgestone Corporation | Pneumatic tire |
| US8746304B2 (en) * | 2007-12-10 | 2014-06-10 | Bridgestone Corporation | Pneumatic tire |
| JP2010023610A (en) * | 2008-07-17 | 2010-02-04 | Bridgestone Corp | Tire |
| US20100032067A1 (en) * | 2008-08-11 | 2010-02-11 | Robert Anthony Neubauer | Heavy duty tire |
| US9168791B2 (en) * | 2008-08-11 | 2015-10-27 | The Goodyear Tire & Rubber Company | Heavy duty tire |
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| CN103717412A (en) * | 2011-07-28 | 2014-04-09 | 米其林企业总公司 | Tread pattern for tires for a civil engineering vehicle |
| US20140299242A1 (en) * | 2011-07-28 | 2014-10-09 | Michelin Recherche Et Technique S.A. | Tread pattern for tires for a civil engineering vehicle |
| US20140326379A1 (en) * | 2013-05-02 | 2014-11-06 | Sumitomo Rubber Industries, Ltd. | Heavy duty tire |
| CN104129233A (en) * | 2013-05-02 | 2014-11-05 | 住友橡胶工业株式会社 | Heavy duty tire |
| US9701162B2 (en) * | 2013-05-02 | 2017-07-11 | Sumitomo Rubber Industries, Ltd. | Heavy duty tire |
| JP2015074246A (en) * | 2013-10-04 | 2015-04-20 | 住友ゴム工業株式会社 | Tire for heavy load |
| JP2015229395A (en) * | 2014-06-04 | 2015-12-21 | 株式会社ブリヂストン | Heavy-duty pneumatic tire |
| US20200262243A1 (en) * | 2017-09-25 | 2020-08-20 | Compagnie Generale Des Etablissements Michelin | Tire for Off-Road Vehicle Having Improved Endurance |
| US11884106B2 (en) * | 2017-09-25 | 2024-01-30 | Compagnie Generale Des Etablissements Michelin | Tire for off-road vehicle having improved endurance |
| WO2021024963A1 (en) * | 2019-08-08 | 2021-02-11 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2021024522A (en) * | 2019-08-08 | 2021-02-22 | 横浜ゴム株式会社 | Pneumatic tire |
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