JPH08183312A - Pneumatic tire for iced and snowed road - Google Patents
Pneumatic tire for iced and snowed roadInfo
- Publication number
- JPH08183312A JPH08183312A JP6328331A JP32833194A JPH08183312A JP H08183312 A JPH08183312 A JP H08183312A JP 6328331 A JP6328331 A JP 6328331A JP 32833194 A JP32833194 A JP 32833194A JP H08183312 A JPH08183312 A JP H08183312A
- Authority
- JP
- Japan
- Prior art keywords
- groove
- main
- grooves
- tire
- main grooves
- 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
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
-
- 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
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
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、乾燥路操縦安定性〔ド
ライ操安性（夏性能）〕を低下させることなく、氷雪路
走行性能（雪上操安性、雪上制動性、雪上登板性、氷上
円旋回性）を向上させた氷雪路用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 an ice / snow road running performance (snow handling stability, snow braking performance, snow climbing ability) without deteriorating dry road handling stability (dry handling performance (summer performance)). The present invention relates to a pneumatic tire for ice and snow roads, which has improved circular turning characteristics on ice.
【０００２】[0002]
【従来の技術】従来、スタッドレスタイヤでは、氷雪路
における横滑り対策として、（ａ）タイヤ周方向の主溝
本数の増加、（ｂ）タイヤ周方向にサイプを配置する等
の方法を取っていた。しかし、（ａ）では、むやみに主
溝本数を増加するとブロックが小さくなって、トレッド
の剛性が低下し、夏性能が低下してしまう。（ｂ）で
は、氷雪路での横滑りには効果があるが、制駆動に使わ
れていたタイヤ幅方向のサイプの数が減じるため、制駆
動性能の低下が問題となる。2. Description of the Related Art Conventionally, in studless tires, as measures against skid on ice and snow roads, methods such as (a) increasing the number of main grooves in the tire circumferential direction and (b) arranging sipes in the tire circumferential direction have been adopted. However, in (a), if the number of main grooves is unnecessarily increased, the block becomes smaller, the rigidity of the tread is lowered, and the summer performance is lowered. In (b), although it is effective for skidding on ice and snowy roads, the number of sipes in the tire width direction used for braking / driving is reduced, so that a reduction in braking / driving performance becomes a problem.
【０００３】図２および図３は、それぞれ従来のスタッ
ドレスタイヤの一例を示すトレッドパターン展開図であ
る。図２に示した第１従来例では、タイヤのトレッド表
面Ｔに、センター部からタイヤ幅方向に所定間隔を置い
て配置されたタイヤ周方向に延びる３本の主溝１ａ、１
ｂ、１ｂと、これら主溝１ａと１ｂ間および主溝１ｂと
タイヤ幅方向接地端Ｍとの間にタイヤ周方向に延びる４
本の準主溝２ａ、２ａ、２ｂ、２ｂを形成することによ
って周方向エッジ量を増加させ、これにより氷雪路面上
での横滑りを改良している。なお、３ａ、３ｂはタイヤ
幅方向に延びる多数の副溝を、４ａ、４ｂ、４ｃはこれ
ら主溝、準主溝、および副溝によって形成された多数の
ブロックを表わす。FIGS. 2 and 3 are tread pattern development views showing examples of conventional studless tires. In the first conventional example shown in FIG. 2, on the tread surface T of the tire, three main grooves 1a, 1 extending in the tire circumferential direction, which are arranged at a predetermined interval from the center portion in the tire width direction, are provided.
4b extending in the tire circumferential direction between the main grooves 1b and 1b and between the main grooves 1a and 1b and between the main groove 1b and the tire width direction ground contact end M.
By forming the quasi-main grooves 2a, 2a, 2b, 2b of the book, the circumferential edge amount is increased, and thereby skidding on the ice and snow road surface is improved. Note that 3a and 3b represent a large number of sub-grooves extending in the tire width direction, and 4a, 4b and 4c represent a large number of blocks formed by these main grooves, quasi-main grooves, and sub-grooves.
【０００４】また、図３に示した第２従来例では、上記
第１従来例において、主溝１ｂとタイヤ幅方向接地端Ｍ
との間の準主溝２ｂの代りに、タイヤ周方向に延びる複
数のサイプ５ｂを形成しており、このサイプ５ｂのエッ
ジ効果によって、氷雪路面上での横滑りを改良してい
る。しかしながら、上記第１従来例では、確かに氷雪路
面上での横滑りは改良できるものの、主溝１ａ、１ｂお
よび準主溝２ａ、２ｂとタイヤ周方向に延びる溝の本数
が多く、しかも副溝３ａ、３ｂが各溝１ａ、１ｂ、２
ａ、２ｂを連結しているため、各ブロックが小さくな
り、この結果、ブロック剛性が低下して、ドライ操安性
が低下するという問題があった。In the second conventional example shown in FIG. 3, the main groove 1b and the tire width direction ground contact end M in the first conventional example are used.
A plurality of sipes 5b extending in the tire circumferential direction are formed instead of the quasi-main groove 2b between and, and the side effect on the ice and snow road surface is improved by the edge effect of the sipes 5b. However, in the above-mentioned first conventional example, although the skid on the ice and snow road surface can be certainly improved, the main grooves 1a, 1b and the quasi-main grooves 2a, 2b and the number of grooves extending in the tire circumferential direction are large, and the auxiliary groove 3a is large. 3b are grooves 1a, 1b, 2
Since a and 2b are connected to each other, each block becomes small, and as a result, there is a problem that the block rigidity is lowered and the dry maneuverability is lowered.
【０００５】また、上記第２従来例でも、氷雪路面上で
の横滑り防止効果が得られる反面、氷雪路面走行時の制
動性および駆動性の向上に機能していたタイヤ幅方向に
延びるサイプ５ａを減らして、タイヤ周方向のサイプ５
ｂとしているため、氷雪路面走行時の制動性および駆動
性が低下するという問題があった。したがって、従来の
スタッドレスタイヤでは、氷雪路走行性能を満たすと共
に、ドライ操安性をも併せて満足することができず、こ
の点のさらなる改良が課題とされていた。Also in the second conventional example, while the side skid prevention effect on the ice and snow road surface can be obtained, the sipe 5a extending in the tire width direction, which functions to improve braking performance and drivability when traveling on the ice and snow road surface, is provided. Reduce, sipes 5 in the tire circumferential direction
Since it is set to b, there is a problem that braking performance and drivability during traveling on a snowy and snowy road surface are deteriorated. Therefore, the conventional studless tire cannot satisfy not only the running performance on ice and snowy roads but also the dry steering stability, and further improvement in this respect has been a problem.
【０００６】[0006]
【発明が解決しようとする課題】本発明の目的は、ドラ
イ操安性を低下させることなく、氷雪路走行性能を向上
させた氷雪路用空気入りタイヤ、すなわちスタッドレス
タイヤを提供することにある。SUMMARY OF THE INVENTION It is an object of the present invention to provide a pneumatic tire for ice and snow roads, that is, a studless tire, which has improved running performance on ice and snow roads without lowering dry stability.
【０００７】[0007]
【課題を解決するための手段】本発明の氷雪路用空気入
りタイヤは、トレッド表面に、タイヤ周方向に延びる３
本の主溝をセンター部からその左右両側に亘って配置す
ると共に、前記主溝よりも溝幅が狭くかつ前記主溝より
も溝深さが浅いタイヤ周方向に延びる複数の準主溝を少
なくともこれらの主溝間に配置し、これらの主溝および
準主溝に交差してタイヤ幅方向に延びる複数の副溝を、
前記主溝間を連結することなくかつ前記主溝と前記準主
溝とを連結するように設け、これにより該副溝が平面視
にて前記準主溝と略十字形を形成すると共にセンター部
の前記主溝とも略十字形を形成するようになし、さら
に、これらの主溝、準主溝、副溝によって区画されるブ
ロックにタイヤ幅方向に延びる複数のサイプを設けたこ
とを特徴とする。A pneumatic tire for ice and snow roads according to the present invention has a tread surface which extends in the tire circumferential direction.
A plurality of quasi-main grooves extending in the tire circumferential direction having a groove width narrower than the main groove and having a groove depth shallower than the main groove are arranged while arranging the main grooves of the book from the center portion to both right and left sides thereof. Arranged between these main grooves, a plurality of sub-grooves intersecting these main grooves and quasi-main grooves and extending in the tire width direction,
It is provided so as to connect the main groove and the quasi-main groove without connecting the main grooves, so that the sub-groove forms a substantially cross shape with the quasi-main groove in plan view, and the center portion is formed. The main groove is also formed in a substantially cross shape, and a plurality of sipes extending in the tire width direction are provided in a block defined by the main groove, the quasi-main groove and the sub groove. .
【０００８】このように、主溝、準主溝、副溝を配置し
たために、トレッド表面のブロックのタイヤ周方向のつ
ながりがリブ基調となるので、トレッド剛性が確保さ
れ、ドライ操安性（夏性能）の低下を防ぐことができ
る。また、タイヤ幅方向の副溝の延長線上には必ず隣接
するブロック列のブロックがあり、それがブロックエッ
ジを保有しているため、氷雪路における溝部での横方向
の抜けを抑えることができ、これにより氷雪路での横滑
りを防止することができる。また、副溝がセンター部の
主溝と平面視で略十字形を形成するために、雪路におい
て雪を十文字に固めながら走行できるので、通常のタイ
ヤ幅方向の一文字形の溝よりも雪柱剪断力を高めること
ができ、雪路での制駆動性を向上できる。Since the main groove, the quasi-main groove, and the sub-groove are arranged in this manner, the connection of the blocks on the tread surface in the tire circumferential direction has a rib-based tone, so that the tread rigidity is ensured and the dry steering stability (summer) is maintained. (Performance) can be prevented. Also, on the extension line of the auxiliary groove in the tire width direction, there is always a block of adjacent block rows, and since it has a block edge, it is possible to suppress lateral slippage in the groove portion on the ice and snow road, As a result, skid on a snowy road can be prevented. In addition, since the sub-groove forms a cross shape in a plan view with the main groove of the center portion, it is possible to travel while snow is solidifying in a cross shape on a snow road. The shearing force can be increased, and braking / driving performance on a snowy road can be improved.
【０００９】以下、図を参照して本発明の構成につき詳
細に説明する。図１は本発明の氷雪路用空気入りタイヤ
の一例のトレッドパターン展開図である。図１におい
て、トレッド表面Ｔには、センター部からその左右両側
に亘って３本の主溝１、２が配置され、また、主溝１と
２の間および主溝２とタイヤ幅方向接地端Ｍの間に準主
溝３、４が配置され、さらにタイヤ幅方向に延びる多数
の副溝５、６、７が配置されて、多数のブロック８、
９、１０が形成されており、さらにこれら各ブロック
８、９、１０には、タイヤ幅方向に延びる複数のサイプ
１１が形成されている。準主溝４は必ずしも設けなくと
もよい。The structure of the present invention will be described in detail below with reference to the drawings. FIG. 1 is a development view of a tread pattern of an example of the pneumatic tire for ice and snow roads of the present invention. In FIG. 1, on the tread surface T, three main grooves 1 and 2 are arranged from the center portion to both left and right sides thereof, and between the main grooves 1 and 2, and between the main grooves 2 and the tire width direction ground end. The quasi-main grooves 3 and 4 are arranged between M, and a large number of sub-grooves 5, 6 and 7 extending in the tire width direction are arranged, and a large number of blocks 8 and
9 and 10 are formed, and a plurality of sipes 11 extending in the tire width direction are formed on each of the blocks 8, 9 and 10. The quasi-main groove 4 does not necessarily have to be provided.
【００１０】副溝５、６、７は、主溝１、２と準主溝
３、４とを連結するが、主溝１、２間は連結しない。こ
れにより副溝５、６、７が平面視にて準主溝３、４と略
十字形を形成すると共にセンター部の主溝１とも略十字
形を形成するようにする。この結果、各ブロック８、
９、１０のタイヤ周方向の繋がりがリブ基調となるた
め、トレッド剛性を十分に確保することができ、ドライ
操安性の低下を防ぐことができる。また、副溝５、６、
７の延長線上には、タイヤ周方向に隣接するブロック列
のブロックがあり、ブロックエッジを形成しているた
め、氷雪路走行時においてこれら副溝の各溝部での横方
向の抜けを抑えることができ、この結果、タイヤの横滑
りを効果的に抑制することができる。さらに、センター
部の主溝１と副溝とが平面視で略十字形をなして交差し
ているため、この箇所で雪路走行時に雪を略十字形に固
めながら走行できるので、通常のタイヤ幅方向の一文字
形の溝に比較して雪柱剪断力を高めることができ、氷雪
路走行時における制動性および駆動性を著しく向上させ
ることができる。The sub-grooves 5, 6 and 7 connect the main grooves 1 and 2 and the quasi-main grooves 3 and 4, but do not connect the main grooves 1 and 2. As a result, the sub-grooves 5, 6 and 7 form a substantially cross shape with the quasi-main grooves 3 and 4 in a plan view, and also form a substantially cross shape with the main groove 1 of the center portion. As a result, each block 8,
Since the tires 9 and 10 are connected to each other in the tire circumferential direction based on the ribs, the tread rigidity can be sufficiently ensured and the deterioration of the dry steering stability can be prevented. In addition, the sub-grooves 5, 6,
On the extension line of 7, there are blocks in the row of blocks that are adjacent to each other in the tire circumferential direction and form a block edge. Therefore, it is possible to prevent the sub-grooves from slipping off in the lateral direction during traveling on an ice and snowy road. As a result, the sideslip of the tire can be effectively suppressed. Further, since the main groove 1 and the sub groove of the center portion intersect each other in a substantially cruciform shape in a plan view, it is possible to travel while consolidating snow in a substantially cruciform shape at the time of traveling on a snowy road. The snow column shearing force can be increased as compared with the one-letter groove in the width direction, and the braking performance and drivability can be significantly improved when traveling on an ice and snowy road.
【００１１】加えて、各ブロック８、９、１０のそれぞ
れに幅方向に延びるサイプ１１を設けたため、氷雪路走
行時の制動性および駆動性を一層良好に確保することが
でき、さらには登板性および旋回性をも高めることがで
きる。なお、図１ではサイプ１１をタイヤ幅方向と平行
に設けているが、タイヤ幅方向に対し４５°以下の範囲
で傾斜させて配置すること、および直線状ではなく、ジ
グザク状に配置することも可能である。また、準主溝４
とタイヤ幅方向接地端Ｍとを副溝１２によって連結し、
副溝１２が平面視にて準主溝４と略十字形を形成するよ
うにしてもよい。In addition, since each of the blocks 8, 9 and 10 is provided with the sipe 11 extending in the width direction, braking performance and drivability during traveling on a snowy and snowy road can be more excellently secured, and further, climbing performance can be ensured. Also, the turning property can be improved. Although the sipes 11 are provided in parallel with the tire width direction in FIG. 1, the sipes 11 may be arranged so as to be inclined at an angle of 45 ° or less with respect to the tire width direction, and may be arranged in a zigzag shape instead of a linear shape. It is possible. Also, the semi-main groove 4
And the tire width direction ground contact end M are connected by the auxiliary groove 12,
The sub groove 12 may form a substantially cross shape with the quasi-main groove 4 in a plan view.
【００１２】準主溝３、４の溝幅は主溝１、２の溝幅の
６０％以下、好ましくは３０％〜６０％であり、その溝
深さは主溝１、２の溝深さの８０％以下、好ましくは５
０％〜８０％とする。タイヤ周方向のブロック列をリブ
基調とし、トレッド剛性を保持するためである。サイプ
１１の溝幅は0.3 〜0.8mm 、その溝深さは３〜９mmとす
ればよい。The groove width of the semi-main grooves 3 and 4 is 60% or less, preferably 30% to 60% of the groove width of the main grooves 1 and 2, and the groove depth thereof is the groove depth of the main grooves 1 and 2. 80% or less, preferably 5
0% to 80%. This is because the block row in the tire circumferential direction has a rib-based tone to maintain tread rigidity. The groove width of the sipe 11 may be 0.3 to 0.8 mm and the groove depth may be 3 to 9 mm.
【００１３】[0013]
【実施例】図１〜図５に示すトレッドパターンを有する
タイヤサイズ１８５／７０Ｒ１３の５種類の空気入りタ
イヤを作製した〔本発明タイヤ（図１）、従来タイヤ１
（図２）、従来タイヤ２（図３）、比較タイヤ１（図
４）、比較タイヤ２（図５）〕。EXAMPLES Five types of pneumatic tires having a tire size of 185 / 70R13 having a tread pattern shown in FIGS. 1 to 5 were prepared [the present tire (FIG. 1), conventional tire 1
(FIG. 2), Conventional tire 2 (FIG. 3), Comparative tire 1 (FIG. 4), Comparative tire 2 (FIG. 5)].
【００１４】これらのタイヤにおいては、主溝の溝幅：
８mm、溝深さ10mm、準主溝の溝幅：3.5mm 、溝深さ6.5m
m 、副溝の溝幅：5.5mm 、溝深さ10mm、サイプの溝幅：
0.4mm 、溝深さ８mmを共通条件とした。図４は、副溝
５、６、７が主溝１、２および準主溝３、４に対しタイ
ヤ周方向にずれて繋がっており、これらの溝が略十字形
に交差していない点が図１と相違する。In these tires, the groove width of the main groove:
8mm, groove depth 10mm, semi-main groove width: 3.5mm, groove depth 6.5m
m, auxiliary groove width: 5.5 mm, groove depth 10 mm, sipe groove width:
The common conditions were 0.4 mm and a groove depth of 8 mm. In FIG. 4, the sub-grooves 5, 6 and 7 are connected to the main grooves 1 and 2 and the quasi-main grooves 3 and 4 while being displaced in the tire circumferential direction, and these grooves do not intersect in a substantially cross shape. Different from FIG.
【００１５】図５は、副溝７がセンター部の主溝１と略
十字形に交差するが、準主溝３とは略十字形に交差して
いない点が図１と相違する。これら５種類のタイヤを、
リム１３×５Ｊ、空気圧２．０kgf/cm2 で、１５０cc、
ＦＦ、４ドアの車両に装着し、下記により、雪上操安
性、雪上制動性、雪上登板性、氷上円旋回性、およびド
ライ操安性の評価を行なった。この結果を表１に示す。FIG. 5 differs from FIG. 1 in that the sub-groove 7 intersects the main groove 1 in the center portion in a substantially cross shape, but does not intersect the quasi-main groove 3 in a substantially cross shape. These 5 types of tires
Rim 13 × 5J, air pressure 2.0kgf / cm 2 , 150cc,
It was mounted on an FF, 4-door vehicle and evaluated on snow handling ability, snow braking ability, snow climbing ability, circle turning on ice, and dry handling ability as follows. Table 1 shows the results.
【００１６】なお、表１では、従来タイヤを１００とし
たときの指数評価であって、いずれも指数が大きいほど
良好であり、指数１０５以上が効果ありと判定した。雪上操安性 ：雪温−３〜−６℃、気温−２〜−５℃の雪
路フィーリングコースにおいて、各タイヤを評価車両に
装着してフィーリング評価を行ない、パネラー３名の１
０点評価法による繰り返し３回の平均値を点数として評
価した。その結果について従来タイヤ１を１００とする
指数で示した。この指数が大きいほど雪上操安性に優れ
ている。雪上制動性 ：雪温−３〜−６℃、気温−２〜−５℃の雪
路テストコースにおいて、４０km/hの速度からロック制
動した時の制動距離を測定することにより評価した。評
価結果は逆数をもって示し、従来タイヤ１を１００とす
る指数で示した。この指数が大きいほど雪上制動性に優
れている。[0016] In Table 1, the index evaluation was performed when the conventional tire was set to 100. In each case, the larger the index, the better, and the index 105 or more was judged to be effective. Snow handling stability : At a snowy road feeling course with a snow temperature of -3 to -6 ° C and an air temperature of -2 to -5 ° C, each tire was mounted on an evaluation vehicle and a feeling evaluation was performed.
The average value of 3 times repeated by the 0-point evaluation method was evaluated as a score. The results are shown by an index with the conventional tire 1 being 100. The larger this index, the better the snow handling stability. Braking property on snow : Evaluation was made by measuring the braking distance when lock braking was performed from a speed of 40 km / h on a snow road test course with a snow temperature of -3 to -6 ° C and an air temperature of -2 to -5 ° C. The evaluation results are shown by reciprocal numbers, and are shown by an index with the conventional tire 1 being 100. The larger this index, the better the braking performance on snow.
【００１７】雪上登板性：雪温−３〜−６℃、気温−２
〜−５℃の雪路登板コースにおいて、初速度２０km/hか
らフル加速をおこない、一定区間のタイムを測定するこ
とにより評価した。評価結果は逆数をもって示し、従来
タイヤ１を１００とする指数で示した。この指数が大き
いほど雪上登板性能に優れている。氷上円旋回性 ：氷温−５〜−８℃、気温−３〜−６度の
氷路テストコースにおいて、半径３０ｍの円を定常円旋
回走行し、一定区間のタイムを測定することにより評価
した。評価結果は逆数をもって示し、従来タイヤ１を１
００とする指数で示した。この指数が大きいほど氷上円
旋回性能に優れている。ドライ操安性 ：テストコースにおいて、フィーリング評
価をおこない、パネラー３名の１０点評価法による繰り
返し３回の平均値を点数として評価した。その結果につ
いて従来タイヤ１を１００とする指数で示した。この指
数が大きいほどドライ操安性能に優れている。 Snow climbing property : snow temperature -3 to -6 ° C, temperature -2
Evaluation was performed by fully accelerating from an initial speed of 20 km / h on a snowy road climbing course of -5 ° C and measuring the time of a certain section. The evaluation results are shown by reciprocal numbers, and are shown by an index with the conventional tire 1 being 100. The larger this index, the better the snow climbing performance. Circular gyration on ice : An ice circle test course with an ice temperature of -5 to -8 ° C and an air temperature of -3 to -6 degrees was evaluated by measuring the time of a certain section by making a steady circular gyration of a circle with a radius of 30 m. . The evaluation results are shown by the reciprocal number, and the conventional tire 1 is
It is shown by an index of 00. The larger this index, the better the circle turning performance on ice. Dry operation stability : Feeling evaluation was performed on a test course, and the average value of 3 times repeated by 3 panelists was evaluated as a score. The results are shown by an index with the conventional tire 1 being 100. The larger this index, the better the dry steering performance.
【００１８】 表１から明らかなように、本発明タイヤは、従来タイヤ
１、２および比較タイヤ１、２に比較して、氷雪路面上
での操安性、制動性、登板性、円旋回性、およびドライ
操安性にすぐれている。[0018] As is clear from Table 1, the tires of the present invention are more stable than the conventional tires 1 and 2 and the comparative tires 1 and 2 in terms of handling stability on the ice and snowy road surface, braking performance, climbing performance, circular turning performance, and dryness. Excellent maneuverability.
【００１９】[0019]
【発明の効果】以上、詳細に説明したように、本発明の
氷雪路用空気入りタイヤは、ドライ操安性を低下させる
ことなく、氷雪路面上での操縦安定性、制動性、登板
性、および円旋回性にすぐれたものである。As described above in detail, the pneumatic tire for ice and snow roads according to the present invention has the same steering stability, braking performance, and climbing performance on ice and snow road surfaces without deteriorating dry steering stability. It also has excellent circular turning properties.
【図１】本発明の氷雪路用空気入りタイヤの一例のトレ
ッドパターン展開図である。FIG. 1 is a development view of a tread pattern of an example of a pneumatic tire for ice and snow roads of the present invention.
【図２】従来の氷雪路用空気入りタイヤの一例のトレッ
ドパターン展開図である。FIG. 2 is a development view of a tread pattern of an example of a conventional pneumatic tire for ice and snow roads.
【図３】従来の氷雪路用空気入りタイヤの他例のトレッ
ドパターン展開図である。FIG. 3 is a development view of a tread pattern of another conventional pneumatic tire for ice and snow roads.
【図４】比較タイヤの一例のトレッドパターン展開図で
あるFIG. 4 is a development view of a tread pattern of an example of a comparative tire.
【図５】比較タイヤの別例のトレッドパターン展開図で
あるFIG. 5 is a development view of a tread pattern of another example of a comparative tire.
Ｔ トレッド表面 １、２ 主溝 ３、４ 準主溝 ５、６、７、１２ 副溝 ８、９、１０ ブロック １１ サイプ T Tread surface 1, 2 Main groove 3, 4 Quasi-main groove 5, 6, 7, 12 Sub groove 8, 9, 10 Block 11 Sipe
Claims (3)
３本の主溝をセンター部からその左右両側に亘って配置
すると共に、前記主溝よりも溝幅が狭くかつ前記主溝よ
りも溝深さが浅いタイヤ周方向に延びる複数の準主溝を
少なくともこれらの主溝間に配置し、これらの主溝およ
び準主溝に交差してタイヤ幅方向に延びる複数の副溝
を、前記主溝間を連結することなくかつ前記主溝と前記
準主溝とを連結するように設け、これにより該副溝が平
面視にて前記準主溝と略十字形を形成すると共にセンタ
ー部の前記主溝とも略十字形を形成するようになし、さ
らに、これらの主溝、準主溝、副溝によって区画される
ブロックにタイヤ幅方向に延びる複数のサイプを設けた
氷雪路用空気入りタイヤ。1. A tread surface is provided with three main grooves extending in the tire circumferential direction extending from a center portion to both left and right sides thereof, the groove width being narrower than the main groove and being deeper than the main groove. A plurality of quasi-main grooves extending in the tire circumferential direction having a small depth are arranged between at least these main grooves, and a plurality of sub-grooves intersecting the main grooves and the quasi-main grooves and extending in the tire width direction are provided with the main grooves. It is provided so as to connect the main groove and the quasi-main groove without connecting them, so that the sub-groove forms a substantially cross shape with the quasi-main groove in plan view, and the main portion of the center portion is formed. A pneumatic tire for ice and snow roads, which is formed so as to form a substantially cruciform shape with grooves, and further has a plurality of sipes extending in the tire width direction provided in a block defined by the main groove, the quasi-main groove, and the auxiliary groove.
に最外側の主溝とタイヤ幅方向接地端との間に配置する
請求項１記載の氷雪路用空気入りタイヤ。2. The pneumatic tire for ice and snow roads according to claim 1, wherein the quasi-main groove is arranged between the main grooves and is arranged between an outermost main groove and a tire width direction ground contact end.
０％〜６０％であり、溝深さが前記主溝の溝深さの５０
％〜８０％である請求項１記載の氷雪路用空気入りタイ
ヤ。3. The groove width of the semi-main groove is 3 times the groove width of the main groove.
0% to 60%, and the groove depth is 50% of the groove depth of the main groove.
% To 80%, The pneumatic tire for ice and snow roads according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6328331A JPH08183312A (en) | 1994-12-28 | 1994-12-28 | Pneumatic tire for iced and snowed road |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6328331A JPH08183312A (en) | 1994-12-28 | 1994-12-28 | Pneumatic tire for iced and snowed road |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH08183312A true JPH08183312A (en) | 1996-07-16 |
Family
ID=18209043
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6328331A Pending JPH08183312A (en) | 1994-12-28 | 1994-12-28 | Pneumatic tire for iced and snowed road |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH08183312A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7025100B2 (en) * | 2002-05-09 | 2006-04-11 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire including blocks and splitting grooves |
| EP1923234A1 (en) * | 2006-11-15 | 2008-05-21 | Bridgestone Corporation | Pneumatic tire |
| US20110011505A1 (en) * | 2008-02-19 | 2011-01-20 | Kabushiki Kaisha Bridgestone | Pneumatic tire |
| US7874333B2 (en) * | 2005-12-06 | 2011-01-25 | Michelin Recherche Et Technique S.A. | Tread fo heavy-vehicle tire having connecting bridges |
| WO2014073286A1 (en) * | 2012-11-07 | 2014-05-15 | 横浜ゴム株式会社 | Pneumatic tire |
| CN105358342A (en) * | 2013-07-12 | 2016-02-24 | 住友橡胶工业株式会社 | Pneumatic tire |
| CN106042786A (en) * | 2015-04-09 | 2016-10-26 | 住友橡胶工业株式会社 | Pneumatic tire |
| JP2019043309A (en) * | 2017-08-31 | 2019-03-22 | Ｔｏｙｏ Ｔｉｒｅ株式会社 | Pneumatic tire |
-
1994
- 1994-12-28 JP JP6328331A patent/JPH08183312A/en active Pending
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7025100B2 (en) * | 2002-05-09 | 2006-04-11 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire including blocks and splitting grooves |
| US7874333B2 (en) * | 2005-12-06 | 2011-01-25 | Michelin Recherche Et Technique S.A. | Tread fo heavy-vehicle tire having connecting bridges |
| EP1923234A1 (en) * | 2006-11-15 | 2008-05-21 | Bridgestone Corporation | Pneumatic tire |
| US20110011505A1 (en) * | 2008-02-19 | 2011-01-20 | Kabushiki Kaisha Bridgestone | Pneumatic tire |
| US8881781B2 (en) * | 2008-02-19 | 2014-11-11 | Kabushiki Kaisha Bridgestone | Pneumatic tire |
| WO2014073286A1 (en) * | 2012-11-07 | 2014-05-15 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2014094601A (en) * | 2012-11-07 | 2014-05-22 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| CN105358342A (en) * | 2013-07-12 | 2016-02-24 | 住友橡胶工业株式会社 | Pneumatic tire |
| CN106042786A (en) * | 2015-04-09 | 2016-10-26 | 住友橡胶工业株式会社 | Pneumatic tire |
| CN106042786B (en) * | 2015-04-09 | 2019-05-14 | 住友橡胶工业株式会社 | Pneumatic tire |
| JP2019043309A (en) * | 2017-08-31 | 2019-03-22 | Ｔｏｙｏ Ｔｉｒｅ株式会社 | Pneumatic tire |
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