JPH08142613A - Pneumatic radial tire - Google Patents
Pneumatic radial tireInfo
- Publication number
- JPH08142613A JPH08142613A JP6287666A JP28766694A JPH08142613A JP H08142613 A JPH08142613 A JP H08142613A JP 6287666 A JP6287666 A JP 6287666A JP 28766694 A JP28766694 A JP 28766694A JP H08142613 A JPH08142613 A JP H08142613A
- Authority
- JP
- Japan
- Prior art keywords
- main
- tread
- groove
- width
- rear end
- 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
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
- B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
-
- 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
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0386—Continuous ribs
- B60C2011/0388—Continuous ribs provided at the equatorial plane
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、Ｖ字状の傾斜主溝を有
するトレッドの偏摩耗を低減した空気入りラジアルタイ
ヤに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic radial tire in which uneven wear of a tread having a V-shaped inclined main groove is reduced.
【０００２】[0002]
【従来の技術】空気入りタイヤにおいて高速走行性能を
向上させるためには、トレッドのベ−ス部分を非伸長性
ベルト層で強化した構造が一般的であり、形状の面で
は、タイヤ断面の幅に対する高さの比、即ち扁平比を小
さくすることが行われている。扁平比について、０．６
程度は普通に適用され、０．３と超扁平タイヤも出現す
るに及んでいる。2. Description of the Related Art In order to improve high-speed running performance of a pneumatic tire, a structure in which the base portion of the tread is reinforced with a non-extensible belt layer is generally used. The height ratio, that is, the flatness ratio has been reduced. About flatness ratio, 0.6
The degree is normally applied, and reaches 0.3, and even ultra-flat tires appear.
【０００３】タイヤ断面が扁平になるとタイヤ幅が広く
なり、それに伴ってトレッド幅も広く設定されるが、こ
のようなタイヤの場合、性能的にはドライ路面での操縦
安定性が向上する反面、接地面の排水性が悪化すること
から、ウエット路上を、特に高速で走行するとき滑りや
すいことが知られており、排水性向上のために、複数の
周方向溝（４〜６本）と、これら周方向溝と交差してＶ
字状に延びる傾斜ラグ溝によってほぼ均一な独立ブロッ
クに区分し、上記溝群がトレッド全体に占める割合、即
ちネガティブ比を特定したトレッド構造が特開昭55-140
604 にて提案されている。When the tire cross section becomes flat, the tire width becomes wider, and the tread width is accordingly set wider. In the case of such a tire, in terms of performance, steering stability on a dry road surface is improved, but It is known that the drainage property of the ground contact surface deteriorates, so that it is slippery on a wet road, especially when traveling at high speed. To improve the drainage property, a plurality of circumferential grooves (4 to 6) are provided, V crosses these circumferential grooves
A tread structure which is divided into substantially uniform independent blocks by inclined lug grooves extending in a letter shape, and a ratio of the groove groups to the entire tread, that is, a negative ratio is specified, is disclosed in JP-A-55-140.
Proposed in 604.
【０００４】上記独立ブロックタイプのトレッドは、走
行時にブロックが接地面に踏込むとき、ブロックの角の
部分で路面を叩く打音、踏込み・蹴出し時に路面との摩
擦に基づき発生するブロックの振動音などによるノイズ
の問題があり、更に、排水性を考慮した独立ブロック構
造特有の剛性不足による操縦安定性低下を避けることが
できない。The above independent block type tread has a block striking sound at the corners of the block when the block is stepped on the ground surface during traveling, and a vibration of the block caused by friction with the road surface at the time of stepping and kicking. There is a problem of noise due to noise, and further, deterioration of steering stability due to insufficient rigidity peculiar to the independent block structure in consideration of drainage cannot be avoided.
【０００５】そこでこのようなストレ−ト周方向主溝と
ラグ溝に代え、トレッドの中央部から両端に向かって軸
方向に対して大きく傾斜しＶ字状に延びる多数の主溝
と、これらの主溝によって区分された陸部より成るトレ
ッドが最近注目されるに至っている。そしてこの場合、
コ−ナリング走行時に作用する横力に対して負担が大き
いトレッド両側区域における陸部のために、傾斜主溝を
トレッドの両側区域で同じ溝幅のまま軸方向に対し向き
を変えることによって（軸方向に対し約２０°）陸部の
溝に沿う部分の剛性を高め、またその結果として広くな
る周方向の不所望な陸部の幅をその区域に延びる主溝と
平行に同じ幅のラグ溝を追加配置することによって、フ
ォ−ク状に再分割した構造がとられている。Therefore, in place of such a straight groove in the circumferential direction and the lug groove, a large number of main grooves extending in a V-shape from the central portion of the tread toward both ends toward the axial direction are provided. Recently, attention has been paid to a tread composed of a land portion divided by a main groove. And in this case
Due to the land portion in both areas of the tread, which has a large load on the lateral force acting during cornering, the inclined main groove is changed in the axial direction while keeping the same groove width in both areas of the tread (the Approximately 20 ° with respect to the direction) The rigidity of the portion along the groove of the land portion is increased, and as a result, the width of the undesired circumferential land portion is increased, and the lug groove having the same width as the main groove extending in the area is formed. By additionally arranging, the structure is divided into forks.
【０００６】[0006]
【発明が解決しようとする課題】トレッドにＶ字状主溝
を備えたタイヤは、耐ウエットスキッド性を維持しつ
つ、操縦安定性、および直進時の上記騒音の面で優れて
いると云える。ところが一方で、このような溝で区分さ
れたＶ字状に延びる陸部は、均一に摩耗し難く、走行時
において先に接地する陸部の踏込み側端部対比、遅れて
接地する蹴出し側端部の摩耗が激しく、比較的走行初期
の段階でヒ−ルアンドトウ摩耗（偏摩耗）が発生すると
いう問題がある。このヒ−ルアンドトウ摩耗は、特に陸
部の軸方向に対し角度を減じて延びるトレッド両端部に
おいて激しく、走行粁が進むにつれて深さ、広がりの両
面で進展する。その結果トレッドの摩耗外観を損なうば
かりではなく、接地性が悪化してタイヤの操縦安定性、
振動・乗り心地などの性能に悪影響を及ぼすことにな
る。本発明はかかる問題点に鑑みなされたもので、Ｖ字
状の傾斜主溝を有するトレッドにおいてヒ−ルアンドト
ウ摩耗を低減した空気入りラジアルタイヤを提供するこ
とを目的とする。It can be said that a tire having a V-shaped main groove on a tread is excellent in handling stability and the above noise when traveling straight ahead while maintaining wet skid resistance. . On the other hand, the V-shaped land portion divided by such a groove is hard to be evenly worn, and the trailing side end portion of the land portion that comes into contact with the ground first when traveling is compared with the trailing side landing side of the land portion. There is a problem that the end wear is severe and heel-and-toe wear (uneven wear) occurs at a relatively early stage of running. This heel-and-toe wear is particularly severe at both ends of the tread extending at a reduced angle with respect to the axial direction of the land portion, and progresses in both depth and spread as the traveling millet progresses. As a result, not only the tread wear appearance is impaired, but also the ground contact is deteriorated and the steering stability of the tire,
It will adversely affect the performance such as vibration and riding comfort. The present invention has been made in view of the above problems, and an object of the present invention is to provide a pneumatic radial tire with reduced heel-and-toe wear in a tread having a V-shaped inclined main groove.
【０００７】[0007]
【課題を解決するための手段】本発明は、一対の環状サ
イドウォ−ル間にクラウン部が連なり、上記サイドウォ
−ルの一方からクラウン部を通って他方サイドウォ−ル
に至る間をラジアルカ−カスにより、またこのカ−カス
のクラウン部外周に非伸長性ベルト層、およびトレッド
部を配置して補強し、上記トレッド部は円筒状の主トレ
ッドと、その両側に続く補助トレッドより成ると共に、
トレッド部の赤道面に近接した位置から軸方向に対して
傾斜しＶ字状に夫々主トレッド端へ向かって延び補助ト
レッド内へと続く多数の主溝と、これらの主溝によって
区分された陸部を備え、上記主溝の赤道面に近接した側
より順次接地するよう回転方向が特定されたタイヤにし
て、上記主溝は、赤道面を中心とし主トレッド幅W の２
０% に相当する中央区域において漸次周方向に向きを変
え更に反転して隣の主溝に連なる先端部、その両側に各
々上記幅W の３０% に相当する中間区域において比較的
幅広く直線状に延びる主部、およびこれら中間区域と主
トレッド端との間の端部区域において幅を絞りほぼ軸方
向に向きを変えて延びる後端部より成り、これら主溝先
端部、主部、および後端部の溝壁は溝の底部から径方向
外側に向い主トレッド表面に立てた法線に対して夫々０
〜１０°、５〜２０°、５〜１５°の角度範囲で拡開し
たＵ字状を呈すると同時に、主部、および後端部の溝壁
は上記角度範囲内において踏込み側が蹴出し側対比より
大きい角度で傾斜していることを特徴とする空気入りラ
ジアルタイヤである。According to the present invention, a crown portion is connected between a pair of annular side walls, and a radial arc is provided between one of the side walls and the other side wall through the crown portion. In addition, a non-stretchable belt layer and a tread portion are arranged and reinforced on the outer circumference of the crown portion of this carcass, and the tread portion is composed of a cylindrical main tread and auxiliary treads that continue on both sides thereof,
A large number of main grooves, which extend from the position close to the equatorial plane of the tread portion to the axial direction toward the end of the main tread and extend into the auxiliary tread, and the land divided by these main grooves. The tire is provided with a portion whose rotation direction is specified so as to sequentially contact the ground from the side closer to the equatorial plane of the main groove, and the main groove has a main tread width W of 2 with the equatorial plane as the center.
In the central area corresponding to 0%, the direction is gradually changed in the circumferential direction and further inverted, and the tip portion is connected to the adjacent main groove, and on both sides thereof, in the intermediate area corresponding to 30% of the width W, a relatively wide straight line is formed. A main portion extending and a rear end portion extending in an axial direction by narrowing the width in an end area between the intermediate area and the main tread end, and the main groove tip portion, the main portion, and the rear end portion. The groove walls of the section are 0 from the normal of the main tread, which is oriented radially outward from the bottom of the groove.
The groove wall of the main part and the rear end part has a U-shape that is expanded in the angle range of -10 °, 5-20 °, and 5-15 °, and at the same time, the groove side of the main part and the rear end has the stepping side in comparison with the kicking side. A pneumatic radial tire characterized by being inclined at a larger angle.
【０００８】ここで溝壁の踏込み側とは、走行時におい
て両溝壁のうち先に接地面に入る側を云い、蹴出し側と
は遅れて入る側を云う。また主トレッドとは、タイヤが
直進時に接地するトレッド部の領域を云い、便宜上ETRT
O 規格に基づきタイヤを正規リムに組み、正規内圧を充
填して、平板上に設計最大荷重の７０% を加えたとき接
地する領域とする。Here, the stepping side of the groove wall means the side of the two groove walls that first enters the ground contact surface during running, and the kicking side means the side that enters later. The main tread is the area of the tread portion where the tire touches the ground when straight ahead.
Assemble the tire to the regular rim based on the O standard, fill it with the regular internal pressure, and make it the area to contact the ground when 70% of the maximum design load is applied on the flat plate.
【０００９】[0009]
【作用】本発明に成るタイヤは、多数のＶ字状主溝と、
これら主溝によって区分されたＶ字状陸部を有するトレ
ッドを備え、主溝のタイヤの赤道面に近接した側より順
次接地するよう回転方向が特定されたタイヤであって、
上記主溝は、赤道面を中心とし主トレッド幅W の２０%
に相当する中央区行きにおいて漸次周方向に向きを変
え、更に反転して隣の主溝に連なる先端部、その両側に
上記幅W の３０% に相当する中間区域において比較的幅
広く直線状に延びる主部、上記中間区域と主トレッド端
との間の端部区域において幅を絞りほぼ軸方向に向きを
変えて延びる後端部より成り、これら主溝先端部、主
部、および後端部の溝壁は溝の底部から径方向外側に向
かって主トレッドに立てた法線方向に対し夫々０〜１０
°、５〜２０°、５〜１５°の角度範囲で拡開したＵ字
状を呈すると同時に、主部、および後端部の溝壁は、踏
込み側が蹴出し側対比より大きい角度で傾斜しているこ
と得を構造上の特徴とする。The tire according to the present invention has a large number of V-shaped main grooves,
A tire having a tread having V-shaped land portions divided by these main grooves, the rotation direction of which is specified so as to sequentially contact the ground from the side of the main groove that is close to the equatorial plane of the tire,
The main groove is centered on the equatorial plane and 20% of the main tread width W
In the direction of the central ward, the direction is gradually changed in the circumferential direction, and it is further inverted and extends in a straight line in a relatively wide straight line in the tip part connected to the adjacent main groove, and on both sides thereof in the intermediate area corresponding to 30% of the width W. The main portion, a rear end portion extending by narrowing the width in the end portion area between the intermediate area and the main tread end and turning substantially in the axial direction, and extending the main groove tip portion, the main portion, and the rear end portion. The groove walls are 0 to 10 with respect to the normal direction of the main tread from the bottom of the groove outward in the radial direction.
The groove wall of the main part and the rear end part is inclined at an angle larger than that on the kicking side at the same time while exhibiting a U-shape which is widened in an angle range of 5 ° to 5 ° to 5 ° to 20 °. It is a structural feature.
【００１０】走行時に常時接地する主トレッドは、特に
広幅トレッドを備えた、扁平比が０．６〜０．３のよう
な扁平タイヤの場合、中央、中間、および端部区域で
は、主溝と陸部の担う機能が夫々異なる。本発明におい
て中央区域では、湾曲し隣の主溝に連なる主溝の先端部
が左右一対の周方向溝をなし、この部分は０〜１０°と
ほぼ垂直に切り立った溝壁を設けることによって、溝空
間のボリュ−ムを限られた形状上の条件の下で大きく
し、周方向への排水を良好にしている。In the case of a flat tire having a wide tread and having an aspect ratio of 0.6 to 0.3, the main tread, which is always in contact with the ground during running, has a main groove in the center, middle and end regions. The functions of land are different. In the present invention, in the central area, the tip of the main groove that is curved and continuous to the adjacent main groove forms a pair of left and right circumferential grooves, and this part is provided with a groove wall that stands upright at 0 to 10 °, The volume of the groove space is increased under the limited geometrical conditions to improve drainage in the circumferential direction.
【００１１】比較的広い左右の中間区域は、排水に加え
コ−ナリング時に作用する横力に対して配慮された区域
である。そのためＶ字状に延びる主溝群は幅が広く、こ
れら主溝によって区分された陸部は、中央区域における
場合と異なり横方向成分を有し、そのためヒ−ルアンド
トウ摩耗が発生し易い。しかしながら本発明において
は、溝壁（陸部壁でもある）をより大きい角度範囲であ
る５〜２０°で傾斜させ、且つヒ−ルアンドトウ摩耗の
原因となる、陸部の踏込み側端部対比路面との滑りが大
きい蹴出し側端部を、溝壁の踏込み側傾斜角度をより大
きく、陸部について云えば蹴出し側の陸部壁をより大き
く設定し、その部分の剛性を付与しすることにより陸部
蹴出し部分の前後方向の変形を抑え、路面との滑りをバ
ランスよく抑制している。The relatively wide left and right intermediate areas are areas where consideration is given to the lateral force acting during cornering in addition to drainage. Therefore, the main groove group extending in a V shape has a wide width, and the land portion divided by these main grooves has a lateral component unlike the case in the central area, and therefore, heel and toe wear is likely to occur. However, in the present invention, the groove wall (which is also a land wall) is inclined at a larger angle range of 5 to 20 °, and the road surface on the step side of the land portion which causes heel and toe wear is compared with the road surface. By setting the kick-side end with a large amount of slippage to a larger inclination angle on the stepping side of the groove wall, and with regard to the land, setting the land-side wall on the kick-side to be larger, giving rigidity to that part. The front and rear deformation of the land kick portion is suppressed and the slip on the road surface is well balanced.
【００１２】また主トレッド端に近接した比較的幅が狭
い端部区域は、コ−ナリング時に作用する横力が大きく
作用する区域である。そのため軸方向に主溝の向きを変
え、同方向に延びる陸部を形成している。しかしながら
この区域にこのような陸部を設けると、ヒ−ルアンドト
ウ摩耗の発生が著しい。本発明においては主溝の幅を絞
り、且つ上記溝壁の角度範囲において中間区域の場合と
同様に、陸部壁の傾斜角を蹴出し側端部につきより大き
く設定することによってその部分の剛性を付与し、前後
方向の局部的変形に基づく滑りによるヒ−ルアンドトウ
摩耗を抑制している。The relatively narrow end area near the end of the main tread is an area where a large lateral force is applied during cornering. Therefore, the direction of the main groove is changed in the axial direction to form a land portion extending in the same direction. However, when such a land portion is provided in this area, heel and toe wear is significantly generated. In the present invention, by narrowing the width of the main groove and setting the inclination angle of the land wall to be larger at the kick-side end, the rigidity of that portion is set in the angular range of the groove wall as in the case of the intermediate area. And suppresses heel and toe wear due to slippage due to local deformation in the front-rear direction.
【００１３】[0013]
【実施例】以下図面に基づき説明する。図１は本発明に
おける一実施例を示すタイヤのトレッド平面展開図、図
２は図１におけるA-A 断面図、図３は図１におけるB-B
断面図、図４は図１におけるC-C 断面図である。本発明
においてタイヤは、図示を省略しているが一対の環状サ
イドウォ−ル間にクラウン部が連なり、上記サイドウォ
−ルの一方からクラウン部を通り、他方サイドウォ−ル
に至る間をラジアルカ−カスで補強し、このカ−カスの
クラウン部外周に非伸長性ベルト層、およびトレッド部
1 を配置して強化している。ラジアルカ−カスは、ポリ
エステル、レ−ヨンで代表される繊維コ−ドを赤道面O
と実質上直交する方向に配列したプライの少なくとも１
枚、通常２枚から成る公知の構造であり、またベルト層
も、スチ−ルコ−ドなどの非伸長性コ−ドを赤道面O に
対し浅い角度（１５〜３５°）で傾斜配列したプライの
複数枚、通常２枚を、それらのコ−ドが交差するように
重ね合わせ、更にその周囲全体にナイロンなどの熱収縮
性コ−ドを複数本並べてゴム引きしたストリップの周方
向螺旋巻きによって形成したキャップ層を含む公知の構
造である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A description will be given below with reference to the drawings. 1 is a development plan view of a tire tread according to an embodiment of the present invention, FIG. 2 is a sectional view taken along the line AA in FIG. 1, and FIG. 3 is a BB in FIG.
Fig. 4 is a sectional view and Fig. 4 is a sectional view taken along the line CC in Fig. 1. Although not shown in the drawings, the tire in the present invention has a crown portion connected between a pair of annular side walls, and a radial arc is provided between one of the side walls, the crown portion, and the other side wall. Reinforced, non-stretchable belt layer and tread portion on the outer periphery of the crown portion of this carcass
1 is placed and strengthened. Radial arcs are made of polyester and rayon fiber cords represented by equatorial plane O.
At least one of the plies arranged in a direction substantially orthogonal to
The belt layer has a known structure composed of two sheets, usually two sheets, and the belt layer is also a ply in which non-stretchable cords such as a steel cord are inclinedly arranged at a shallow angle (15 to 35 °) with respect to the equatorial plane O. A plurality of sheets, usually two sheets, are piled up so that the cords cross each other, and a plurality of heat-shrinkable cords such as nylon are lined up around the entire circumference of the strips and rubber-coated strips are spirally wound in the circumferential direction. It is a known structure including the formed cap layer.
【００１４】トレッド部1 は、円筒状の主トレッド1
1と、その両側に丸みをもって続く補助トレッド12より
成りと共に、トレッド部の赤道面O に近接した位置から
軸方向に対して傾斜しＶ字状に夫々主トレッド端E 方向
へ延び、更に補助トレッド12内へと続く多数の主溝2
と、これら主溝2 によって区分された陸部3 を有する。
主溝2 は、赤道面O を中心として主トレッド幅W の２０
% に相当する中央区域X において、漸次周方向に向きを
変え更に反転して隣の主溝2 に連なる先端部xと、その
両側に各々主トレッド幅W の３０% に相当する中間区域
Y において、比較的幅b が広く直線状に延びる主部y
と、これら中間区域と主トレッド端との間の端部区域Z
において、幅c に絞りほぼ軸方向に向きを変えて延びる
後端部z より成る。そして主溝の先端部x 、主部y 、お
よび後端部z の溝壁4 は、溝の底部5 から径方向外側に
向かって、主トレッド表面の法線n に対し夫々β・β’
が０〜１０°、γ・γ’が５〜２０°、δ・δ’が５〜
１５°の範囲で拡開したＵ字状を呈すると同時に、主部
y 、および後端部z の溝壁4 は、踏込み側6 が蹴出し側
7 対比より大きい角度、即ちγ’＞γ、δ’＞δで傾斜
している。The tread portion 1 is a cylindrical main tread 1
It consists of 1 and auxiliary treads 1 and 2 that are rounded on both sides, and extend from the position close to the equatorial plane O of the tread portion to the axial direction in a V shape and extend in the direction of the main tread end E, respectively. number of the main groove continues to the tread 1 in the 2 2
And a land portion 3 divided by these main grooves 2.
The main groove 2 has a main tread width W of 20 with the equatorial plane O as the center.
In the central area X corresponding to%, the tip portion x which gradually changes its direction in the circumferential direction and is further inverted and connected to the adjacent main groove 2 and the intermediate area corresponding to 30% of the main tread width W on both sides thereof
At Y, the main part y with a relatively wide width b and extending in a straight line
And the end zone Z between these intermediate zones and the main tread edge
At a width c, the rear end portion z extends by changing the direction substantially in the axial direction. The groove wall 4 at the leading end x, the main portion y, and the rear end z of the main groove extends from the bottom 5 of the groove radially outward with respect to the normal t of the main tread surface, respectively.
Is 0 to 10 °, γ · γ ′ is 5 to 20 °, and δ · δ ′ is 5
It has a U-shape that expands in the range of 15 °, and at the same time, the main part
y and the groove wall 4 at the rear end z are the stepping side 6 and the kicking side
7 Angles larger than the contrast, that is, γ '> γ and δ'> δ.
【００１５】図１〜４に示す225/40ZR18サイズによる実
施例において、主トレッドの中間区域Y 内に延びる主溝
の主部y は、幅b が１１mmと最も広く、軸方向に対する
傾斜角度αは６５°、そして溝壁の傾斜角度γ（蹴出し
側）、γ’（踏込み側）は夫々５°、および２０°であ
る。In the embodiment of 225 / 40ZR18 size shown in FIGS. 1-4, the main part y of the main groove extending into the intermediate section Y of the main tread has the widest width b of 11 mm and the inclination angle α with respect to the axial direction. The angle of inclination of the groove wall is 65 °, and the inclination angle γ (on the push-out side) and γ ′ (on the stepping side) are 5 ° and 20 °, respectively.
【００１６】主溝の先端部x は中央区域X において幅を
漸次a に狭めて周方向にむきを変え、更に反転して各々
隣の主溝の先端部x に繋がっている。そのためこの部分
は左右一対の周方向溝をなし、それらの間にエンドレス
リブ8 を区分している。溝壁4 の傾斜角度β、β’は夫
々２°、２°である。なお先端部x は、軸方向に対する
角度を減じるに従って溝壁角度β、β’を主部y の溝壁
角度γ、γ’に夫々漸次近ずけることができる。The tips x of the main grooves are gradually narrowed to a in the central area X to change the peeling in the circumferential direction, and are further inverted and connected to the tips x of the adjacent main grooves. Therefore, this portion forms a pair of left and right circumferential grooves, and divides the endless rib 8 between them. The inclination angles β and β ′ of the groove wall 4 are 2 ° and 2 °, respectively. The tip portion x can gradually bring the groove wall angles β and β ′ closer to the groove wall angles γ and γ ′ of the main portion y 1 as the angle with respect to the axial direction is reduced.
【００１７】主溝の後端部z は、端部区域Z 内で幅を絞
り、軸方向に向きを変えて更に補助トレッド12へと続い
ている。区域Z の中央における幅c は mm、溝壁4 の
傾斜角度δ（蹴出し側）、δ’（踏込み側）は夫々０
°、１０°である。この区域の溝壁角度も中央区域にお
ける角度γ、γ’との間でスム−ズニ変化させることが
できる。The rear end z of the main groove has a reduced width in the end zone Z and is axially redirected to the auxiliary tread 1 2 . The width c at the center of the zone Z is mm, the inclination angle δ of the groove wall 4 (kicking side) and δ ′ (stepping side) are 0 respectively.
° and 10 °. The groove wall angle in this area can also be changed smoothly between the angles γ and γ'in the central area.
【００１８】なお符号9 、10はサイプ、および細溝であ
り、両者によって陸部3 を複数（４個）のブロック11に
分割し、軸方向最外側の表面積が広いブロック11に、こ
の区域に延びる主溝2 と同様細めのラグ溝12を主溝と平
行に設け、陸部を複数の部分13、13に区分している。そ
して図１に示すように、ラグ溝が主トレッド端E を越え
て端部区域Z 内へ延在する場合、その部分の溝壁を主溝
の後端部z の角度δ、δ’と同様に形成することができ
る。また補助トレッド12へ続く主溝、並びにラグ溝の溝
壁についても同様である。Numerals 9 and 10 are sipes and narrow grooves, which divide the land portion 3 into a plurality (4) of blocks 11 to form a block 11 having a large surface area on the outermost side in the axial direction. Similar to the extending main groove 2, a narrow lug groove 12 is provided in parallel with the main groove, and the land portion is divided into a plurality of portions 13, 13. Then, as shown in FIG. 1, when the lug groove extends beyond the main tread end E into the end zone Z, the groove wall at that portion is the same as the angles δ and δ ′ of the rear end z of the main groove. Can be formed. The main groove leading to auxiliary tread 1 2, and the same applies to the groove wall of the lug groove.
【００１９】[0019]
【効果】本発明に成るタイヤの効果を確かめるべく225/
40ZR18サイズの乗用車用ラジアル構造タイヤを使用し、
比較例を交えて実車によるヒ−ルアンドトウ摩耗テスト
を行い評価した。実施例のタイヤは図１に示す形状のも
のを用いた。この場合、主溝の軸方向に対するの角度α
を６５°、溝壁角度β、β’を０°、０°、γ、γ’を
５°、２０°、そしてδ、δ’を０°、５°、また溝幅
b 、およびc を１１mm、４mmとした。比較例のタイヤ
は、次の相違点を除き実施例のタイヤと同一にした。即
ち端部区域Z における主溝の軸方向に対する角度を２０
°とし、主溝の幅を端部区域Zで絞ることなく、中間区
域での幅b のまま補助トレッド内へ延長した。そして溝
壁角度は、区域X 、Y 、Z を通じて踏込み、蹴出し側共
等しい。[Effect] To confirm the effect of the tire according to the present invention, 225 /
Using 40ZR18 size radial structure tires for passenger cars,
A heel-and-toe wear test using an actual vehicle was carried out and evaluated together with a comparative example. The tire of the example used had the shape shown in FIG. In this case, the angle α with respect to the axial direction of the main groove
65 °, groove wall angles β and β ′ of 0 °, 0 °, γ and γ ′ of 5 ° and 20 °, and δ and δ ′ of 0 ° and 5 °, and groove width
b and c were set to 11 mm and 4 mm. The tire of the comparative example was the same as the tire of the example except for the following differences. That is, the angle with respect to the axial direction of the main groove in the end zone Z is 20
The width of the main groove was not narrowed in the end zone Z, and the width of the main groove was extended to the auxiliary tread with the width b. And the groove wall angle is the same on both the stepping side and the kicking side through the zones X, Y and Z.
【００２０】テストタイヤは18×8 サイズのリムに組ん
だ後２．２Kgf/Cm2 の内圧を充填し、アスファルト舗装
の周回路、一般路を含むコ−ス内を５０〜１５０Km/Hの
速度範囲で実車にて４０００Kmの距離を走行することに
より、走行後のヒ−ルアンドトウ摩耗段差を測定した。
測定の結果、実施例のタイヤは比較例のタイヤに比べて
１５〜３０% 摩耗段差が小さく、摩耗外観も著しく改善
されていた。The test tire was assembled on an 18 × 8 size rim and then filled with an internal pressure of 2.2 Kgf / Cm 2 , and a speed of 50 to 150 Km / H in a course including a peripheral circuit of asphalt pavement and a general road. The heel-and-toe wear level difference after running was measured by running an actual vehicle for a distance of 4000 km in the range.
As a result of the measurement, the tire of the example has a smaller wear step by 15 to 30% than that of the tire of the comparative example, and the wear appearance is significantly improved.
【図１】実施例のトレッド平面展開図。FIG. 1 is a developed plan view of a tread of an example.
【図２】図１におけるA-A 断面図。FIG. 2 is a sectional view taken along line AA in FIG.
【図３】図１におけるB-B 断面図。FIG. 3 is a sectional view taken along line BB in FIG.
【図４】図１におけるC-C 断面図。FIG. 4 is a sectional view taken along the line CC in FIG.
1 トレッド部 11 主トレッド 12 補助トレッド 2 主溝 3 陸部 4 溝壁 5 溝の底部 6 溝壁の踏込み側 7 溝壁の蹴出し側 O 赤道面 W 主トレッドの幅 X 中央区域 Y 中間区域 Z 端部区域 x 主溝の先端部 y 主溝の主部 z 主溝の後端部1 Tread part 1 1 Main tread 1 2 Auxiliary tread 2 Main groove 3 Land part 4 Groove wall 5 Groove bottom 6 Groove wall step-in side 7 Groove wall kicking side O Equatorial plane W Main tread width X Center area Y Middle Area Z Edge area x Main groove tip y Main groove main portion z Main groove rear end
Claims (1)
部が連なり、上記サイドウォ−ルの一方からクラウン部
を通って他方サイドウォ−ルに至る間をラジアルカ−カ
スにより、またこのカ−カスのクラウン部外周に非伸長
性ベルト層、およびトレッド部を配置して補強し、上記
トレッド部は円筒状の主トレッドと、その両側に続く補
助トレッドより成ると共に、トレッド部の赤道面に近接
した位置から軸方向に対して傾斜しＶ字状に夫々主トレ
ッド端へ向かって延び補助トレッド内へと続く多数の主
溝と、これらの主溝によって区分された陸部を備え、上
記主溝の赤道面に近接した側より順次接地するよう回転
方向が特定されたタイヤにして、上記主溝は、赤道面を
中心とし主トレッド幅W の２０% に相当する中央区域に
おいて漸次周方向に向きを変え更に反転して隣の主溝に
連なる先端部、その両側に各々上記幅W の３０% に相当
する中間区域において比較的幅広く直線状に延びる主
部、およびこれら中間区域と主トレッド端との間の端部
区域において幅を絞りほぼ軸方向に向きを変えて延びる
後端部より成り、これら主溝先端部、主部、および後端
部の溝壁は溝の底部から径方向外側に向い主トレッド表
面に立てた法線に対して夫々０〜１０°、５〜２０°、
５〜１５°の角度範囲で拡開したＵ字状を呈すると同時
に、主部、および後端部の溝壁は上記角度範囲内におい
て踏込み側が蹴出し側対比より大きい角度で傾斜してい
ることを特徴とする空気入りラジアルタイヤ。1. A crown portion is connected between a pair of annular side walls, and a portion between one of the side walls passes through the crown portion to the other side wall by a radial arc, and the crown of this carcass. A non-stretchable belt layer and a tread portion are arranged on the outer periphery of the portion to reinforce the tread portion, and the tread portion is composed of a cylindrical main tread and auxiliary treads continuing to both sides thereof, and from a position close to the equatorial plane of the tread portion. Equipped with a large number of main grooves that are inclined with respect to the axial direction and extend in a V shape toward the ends of the main tread and continue into the auxiliary tread, and land portions that are divided by these main grooves. In the tire whose rotation direction is specified so as to contact the ground sequentially from the side closer to, the above-mentioned main groove gradually extends in the circumferential direction in the central area corresponding to 20% of the main tread width W with the equatorial plane as the center. The leading end portion which is connected to the adjacent main groove by reversing the width, the main portion which extends relatively broadly and linearly in the middle area corresponding to 30% of the width W on both sides, and the middle area and the main tread end. And a rear end portion extending in an axial direction by narrowing the width in an end region between the main groove front end portion, the main portion, and the rear end groove wall. Facing the normal line of the main tread facing 0 to 10 °, 5 to 20 °,
While exhibiting a U-shape that widens in the angle range of 5 to 15 °, the groove walls of the main part and the rear end part are inclined at an angle larger than the kicking side in the above angle range on the stepping side. Pneumatic radial tire featuring.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28766694A JP3516742B2 (en) | 1994-11-22 | 1994-11-22 | Pneumatic radial tire |
| DE1995618470 DE69518470T2 (en) | 1994-06-23 | 1995-06-19 | tire |
| ES95304238T ES2150531T3 (en) | 1994-06-23 | 1995-06-19 | TIRE COVERS. |
| EP19950304238 EP0688685B1 (en) | 1994-06-23 | 1995-06-19 | Pneumatic Tires |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28766694A JP3516742B2 (en) | 1994-11-22 | 1994-11-22 | Pneumatic radial tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08142613A true JPH08142613A (en) | 1996-06-04 |
| JP3516742B2 JP3516742B2 (en) | 2004-04-05 |
Family
ID=17720159
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28766694A Expired - Fee Related JP3516742B2 (en) | 1994-06-23 | 1994-11-22 | Pneumatic radial tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3516742B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001030719A (en) * | 1999-07-23 | 2001-02-06 | Bridgestone Corp | Pneumatic tire |
| US7322390B2 (en) * | 2002-12-03 | 2008-01-29 | The Yokohama Rubber Co., Ltd. | Pneumatic tire having tread with blocks having obtuse angle corner portions |
| US7416003B2 (en) * | 2002-12-03 | 2008-08-26 | The Yokohama Rubber Co., Ltd. | Pneumatic tire with tread surface having specified direction of rotation |
| US7614435B2 (en) * | 2002-11-19 | 2009-11-10 | The Yokohama Rubber Co., Ltd. | Pneumatic tire having circumferential straight main groove, arcuate curved main grooves and circumferential auxiliary grooves |
| WO2014091789A1 (en) | 2012-12-11 | 2014-06-19 | 横浜ゴム株式会社 | Pneumatic tire |
-
1994
- 1994-11-22 JP JP28766694A patent/JP3516742B2/en not_active Expired - Fee Related
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001030719A (en) * | 1999-07-23 | 2001-02-06 | Bridgestone Corp | Pneumatic tire |
| US7614435B2 (en) * | 2002-11-19 | 2009-11-10 | The Yokohama Rubber Co., Ltd. | Pneumatic tire having circumferential straight main groove, arcuate curved main grooves and circumferential auxiliary grooves |
| US7322390B2 (en) * | 2002-12-03 | 2008-01-29 | The Yokohama Rubber Co., Ltd. | Pneumatic tire having tread with blocks having obtuse angle corner portions |
| US7416003B2 (en) * | 2002-12-03 | 2008-08-26 | The Yokohama Rubber Co., Ltd. | Pneumatic tire with tread surface having specified direction of rotation |
| WO2014091789A1 (en) | 2012-12-11 | 2014-06-19 | 横浜ゴム株式会社 | Pneumatic tire |
| US9174494B2 (en) | 2012-12-11 | 2015-11-03 | The Yokohama Rubber Co., Ltd. | Pneumatic tire with tread having first lug grooves and first, second and third inclined grooves |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3516742B2 (en) | 2004-04-05 |
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