JPH08268010A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH08268010A JPH08268010A JP7069499A JP6949995A JPH08268010A JP H08268010 A JPH08268010 A JP H08268010A JP 7069499 A JP7069499 A JP 7069499A JP 6949995 A JP6949995 A JP 6949995A JP H08268010 A JPH08268010 A JP H08268010A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- lug
- thin
- pneumatic tire
- thin ribs
- 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
- B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation
- B60C11/0316—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation further characterised by the groove cross-section
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、ラグ基調パターンを有
する空気入りタイヤに関し、さらに詳しくは産業車両用
タイヤとしてラグ溝の溝底付近の陸部に発生するクラッ
クを防止可能にした空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire having a lug-based pattern, and more specifically, as a tire for an industrial vehicle, a pneumatic tire capable of preventing cracks occurring in a land portion near a groove bottom of a lug groove. Regarding
【０００２】[0002]
【従来の技術】産業車両には、大きな駆動力を発揮し、
かつ耐摩耗性に優れるラグパターンを含むラグ基調パタ
ーンを有する空気入りタイヤが多く使用されている。こ
のようなラグ基調パターンの空気入りタイヤは、積載時
の産業車両が急旋回などを行うと、トレッド表面のタイ
ヤ接地幅中心から離れたショルダー近傍に最も大きなト
ルクが加わることによって、ラグ溝に隣接する陸部の溝
底付近に最も大きな剪断応力が発生し、その結果、図８
に示すようにラグ溝２の溝底付近の陸部５にクラックＫ
が発生しやすいという問題があった。2. Description of the Related Art A large driving force is exerted on an industrial vehicle,
In addition, pneumatic tires having a rug-based pattern including a rug pattern having excellent wear resistance are often used. A pneumatic tire with such a lug-based pattern is adjacent to the lug groove when the largest torque is applied to the tread surface near the shoulder away from the center of the tire contact width when the industrial vehicle makes a sharp turn. The largest shear stress is generated near the groove bottom of the land where
As shown in Fig. 5, a crack K is generated in the land portion 5 near the groove bottom of the lug groove 2.
There is a problem that is likely to occur.
【０００３】従来、上記クラック防止対策として、図７
に示すように、ラグ溝２のショルダー領域の溝底に帯状
に***し、左右の陸部５に連結する補強部３’を設ける
ことが提案されている。しかし、この補強部は幅が広い
ため重量増加をもたらすという欠点があった。Conventionally, as a measure for preventing the cracks, FIG.
As shown in, it is proposed to provide a reinforcing portion 3 ′ that is raised like a strip and is connected to the left and right land portions 5 at the groove bottom of the shoulder region of the lug groove 2. However, this reinforcing part has a drawback that it causes a weight increase because of its wide width.
【０００４】[0004]
【発明が解決しようとする課題】本発明の目的は、重量
増加をもたらすことなく、ラグ溝の溝底付近の陸部に発
生するクラックを防止可能にする空気入りタイヤを提供
することにある。SUMMARY OF THE INVENTION An object of the present invention is to provide a pneumatic tire capable of preventing cracks occurring in the land portion near the groove bottom of the lug groove without increasing the weight.
【０００５】[0005]
【課題を解決するための手段】この目的を達成するため
に、トレッド面の両側にラグ溝をタイヤ周方向に間隔を
おいて設けたラグ基調パターンを有する空気入りタイヤ
において、前記ラグ溝の少なくともショルダー域に、該
ラグ溝の左右両側の陸部に連結すると共に、溝底を連続
突条になって横切る少なくとも２本の細リブを並列また
は互いに交差するように設け、かつ該各細リブの平均リ
ブ幅ｗ、ショルダー側に位置する細リブの最外端とタイ
ヤセンター側に位置する細リブの最内端とをタイヤ子午
線方向に測った距離ｂおよび前記平均リブ幅ｗの全細リ
ブの総和Σｗを、それぞれ前記ラグ溝のタイヤ子午線方
向に測った長さＢに対し、 ｗ ＝（０．０５〜０．１５）Ｂ ｂ ＝（０．３０〜０．７０）Ｂ Σｗ＝（０．１０〜０．３０）Ｂ の関係にしたことを特徴とするものである。To achieve this object, in a pneumatic tire having a lug-based pattern in which lug grooves are provided on both sides of a tread surface at intervals in the tire circumferential direction, at least the lug grooves are provided. In the shoulder region, at least two thin ribs that are connected to the land portions on both the left and right sides of the lug groove and that cross the groove bottom in a continuous ridge are provided so as to be in parallel or cross each other, and The average rib width w, the distance b measured in the tire meridian direction between the outermost end of the thin ribs located on the shoulder side and the innermost end of the thin ribs located on the tire center side, and the total thin ribs of the average rib width w. W = (0.05-0.15) Bb = (0.30-0.70) BΣw = (0..0) with respect to the total length Σw of the lug grooves measured in the tire meridian direction. 10-0.30) B function It is characterized by being engaged.
【０００６】このように、ラグ溝のショルダー域におい
て、左右両側の陸部を複数の細リブ群によって補強した
ことにより陸部のタイヤ周方向に対する曲げ剛性を向上
し、かつこれら細リブの平均リブ幅ｗ、その総和Σｗ並
びにラグ溝内に占めるタイヤ幅方向の長さをそれぞれ所
定範囲に規制することにより、最低限の重量増加で陸部
のラグ溝付近のクラック発生を防止可能にする。As described above, in the shoulder region of the lug groove, the left and right land portions are reinforced by a plurality of thin rib groups, so that the bending rigidity of the land portion in the tire circumferential direction is improved and the average rib of these thin ribs is increased. By restricting the width w, the sum Σw thereof, and the length in the tire width direction occupied in the lug groove within predetermined ranges, it is possible to prevent the occurrence of cracks near the lug groove in the land portion with a minimum weight increase.
【０００７】以下、本発明を図に示す実施例を参照しな
がら詳細に説明する。図１〜図３は、本発明の実施例か
らなる空気入りタイヤのトレッド面を示す。トレッド１
の表面には、その左右両側に多数のラグ溝２がタイヤ周
方向に所定間隔で配設されると共に、これらラグ溝２で
タイヤ径方向に長い陸部５が区画形成されている。さら
に、ラグ溝２のタイヤセンター側を相互に連結する周方
向溝４が設けられている。The present invention will be described in detail below with reference to the embodiments shown in the drawings. 1 to 3 show a tread surface of a pneumatic tire according to an embodiment of the present invention. Tread 1
A large number of lug grooves 2 are arranged on the left and right sides of the surface of the tire at predetermined intervals in the tire circumferential direction, and land portions 5 that are long in the tire radial direction are defined by the lug grooves 2. Further, a circumferential groove 4 that connects the tire center side of the lug groove 2 to each other is provided.
【０００８】各ラグ溝２のショルダー域には複数本の細
リブ３が形成されている。この細リブ３は両端部をそれ
ぞれ隣接の陸部５の壁面に連結すると共に、ラグ溝２の
溝底を連続した突条となって横切るように設けられてい
る。上記構成の複数本の細リブ３は、陸部５の曲げ剛性
を増大する補強部を構成し、その平均リブ幅ｗ、ショル
ダー側に位置する細リブ３の最外端とタイヤセンター側
に位置する最内端とをタイヤ子午線方向に測定した距離
ｂ（以下、補強部の有効長さという）、および平均リブ
幅ｗを全細リブについて積算した総和Σｗが、それぞれ
ラグ溝２をタイヤ子午線方向に測った長さＢ（以下、ラ
グ溝長さという）に対して、 ｗ ＝（０．０５〜０．１５）Ｂ ｂ ＝（０．３０〜０．７０）Ｂ Σｗ＝（０．１０〜０．３０）Ｂ の関係に形成されている。A plurality of thin ribs 3 are formed in the shoulder area of each lug groove 2. The thin ribs 3 are provided so that both ends thereof are connected to the wall surfaces of the adjacent land portions 5, respectively, and the groove bottoms of the lug grooves 2 are traversed as a continuous ridge. The plurality of thin ribs 3 having the above-described configuration constitute a reinforcing portion that increases the bending rigidity of the land portion 5, and the average rib width w thereof, the outermost end of the thin rib 3 positioned on the shoulder side and the tire center side are positioned. The innermost end and the distance b (hereinafter referred to as the effective length of the reinforcing portion) measured in the tire meridian direction, and the total sum Σw obtained by integrating the average rib width w with respect to all the fine ribs are respectively measured in the tire meridian direction in the lug groove 2. With respect to the length B (hereinafter referred to as the lug groove length) measured as follows, w = (0.05 to 0.15) B b = (0.30 to 0.70) B Σw = (0.10 to 0.30) B.
【０００９】補強部を構成する細リブ３の平均リブ幅ｗ
が０．０５Ｂより小さかったり、補強部の有効長さｂが
０．３０Ｂよりも小さかったり、或いは平均リブ幅の総
和Σｗが０．１０Ｂよりも小さい場合は、本発明の目的
とする陸部５のラグ溝２底付近のクラック発生を防止す
ることは難しくなる。また、反対に、平均リブ幅ｗが
０．１５Ｂよりも大きかったり、有効長さｂが０．７０
Ｂより大きかったり、或いは平均リブ幅の総和Σｗが
０．３０Ｂよりも大きい場合は、陸部５のクラック防止
には有効ではあるが、図７の従来タイヤの補強部に対し
て重量低減の効果が期待しえなくなる。Average rib width w of the thin ribs 3 constituting the reinforcing portion
Is less than 0.05 B, the effective length b of the reinforcing portion is less than 0.30 B, or the total sum Σw of the average rib widths is less than 0.10 B, the land portion 5 of the present invention is used. It is difficult to prevent the occurrence of cracks near the bottom of the lug groove 2. On the contrary, the average rib width w is larger than 0.15B or the effective length b is 0.70.
If it is larger than B or the total sum Σw of the average rib width is larger than 0.30 B, it is effective in preventing cracks in the land portion 5, but the effect of reducing the weight with respect to the reinforcing portion of the conventional tire in FIG. Can not be expected.
【００１０】本発明において、複数本の細リブ３群の配
置は上述した実施例のようにジグザグ状にすることに限
定されるものではなく、図４のように互いに交差させた
り、図５や図６のように全細リブ３をタイヤ周方向に平
行に並べるようにしてもよい。また、トレッド面にかか
るトルクはショルダー域ほど大きいので、細リブ３をタ
イヤ周方向に対し傾斜させる場合は、ショルダー端部に
近いものほどタイヤ周方向に対する傾斜角度小さく、タ
イヤセンター側に位置するものほど大きくするとよい。
また細リブ３をタイヤ周方向に平行に多段に配置する場
合は、細リブ３の間隔をタイヤセンター側になるほど大
きくするか、または細リブ３幅をタイヤセンター側のも
のほど細くするとよい。このような配置により、最小の
ゴム使用量でクラック防止効果を得ることができる。In the present invention, the arrangement of the plurality of thin ribs 3 is not limited to the zigzag shape as in the above-described embodiment, but may be crossed with each other as shown in FIG. As shown in FIG. 6, all the thin ribs 3 may be arranged parallel to the tire circumferential direction. Further, since the torque applied to the tread surface is larger in the shoulder region, when the thin rib 3 is inclined with respect to the tire circumferential direction, the closer to the shoulder end, the smaller the inclination angle with respect to the tire circumferential direction, and the one located on the tire center side. It should be as large as possible.
When the thin ribs 3 are arranged in multiple stages in parallel with the tire circumferential direction, the intervals between the thin ribs 3 may be increased toward the tire center side, or the width of the thin ribs 3 may be decreased toward the tire center side. With such an arrangement, a crack preventing effect can be obtained with a minimum amount of rubber used.
【００１１】また、本発明において、細リブ３は必ずし
も直線状である必要はなく、曲線状でもよい。さらに、
図３に示すように、細リブ３の高さｈはラグ溝２の深さ
Ｈの1/4 〜1/2 の大きさにするのがよい。Further, in the present invention, the thin rib 3 does not necessarily have to be linear, and may be curved. further,
As shown in FIG. 3, the height h of the thin rib 3 is preferably 1/4 to 1/2 of the depth H of the lug groove 2.
【００１２】[0012]
【実施例】タイヤサイズを８２５Ｒ１５とし、図１のト
レッドパターンを有しラグ溝長さＢ、補強部の細リブの
平均リブ幅ｗ、補強部の有効長さｂ、および平均リブ幅
ｗの総和Σｗを表１に示すように異ならせた本発明タイ
ヤＸ、Ｙ、Ｚを製作した。一方、比較のため、図７のよ
うな帯状の補強部にした点だけが本発明タイヤと異な
り、その帯状補強部の幅ｗを２５mmとした従来タイヤを
製作した。EXAMPLE A tire size is 825R15, and the lug groove length B having the tread pattern of FIG. 1, the average rib width w of the thin ribs of the reinforcing portion, the effective length b of the reinforcing portion, and the average rib width w are summed up. Inventive tires X, Y, and Z having different Σw as shown in Table 1 were manufactured. On the other hand, for comparison, a conventional tire in which the width w of the belt-shaped reinforcing portion is 25 mm was manufactured, which is different from the tire of the present invention only in that the belt-shaped reinforcing portion as shown in FIG.
【００１３】これら各試験タイヤをそれぞれ産業車両の
駆動輪に装着し、舗装路を10,000km走行後にラグ溝のシ
ョルダー付近の陸部に生じたクラック発生状況および補
強部を設けないタイヤに対する重量増加量（g)を表１に
示した。表１から明らかなように、本発明タイヤは補強
部の重量増加量が従来タイヤに比べて小さいにも拘ら
ず、従来タイヤと同様にクラックの発生がないことがわ
かる。Each of these test tires was mounted on a drive wheel of an industrial vehicle, and after running 10,000 km on a paved road, the state of cracks that occurred in the land near the shoulder of the lug groove and the amount of weight increase for tires without reinforcement (G) is shown in Table 1. As is clear from Table 1, the tire of the present invention does not generate cracks like the conventional tire, although the weight increase amount of the reinforcing portion is smaller than that of the conventional tire.
【００１４】 [0014]
【００１５】[0015]
【発明の効果】本発明は、ラグ基調パターンを有する空
気入りタイヤにおいて、ラグ溝のショルダー域における
左右両側の陸部を、複数の細リブ群によって補強したこ
とにより陸部のタイヤ周方向に対する曲げ剛性を向上
し、かつこれら細リブの平均リブ幅ｗ、その総和Σｗ並
びにラグ溝内に占めるタイヤ幅方向の長さをそれぞれ所
定範囲に規制することにより、最低限の重量増加で陸部
のラグ溝付近のクラック発生を防止可能にする。INDUSTRIAL APPLICABILITY According to the present invention, in a pneumatic tire having a rug-based pattern, the land portions on both the left and right sides in the shoulder region of the lug groove are reinforced by a plurality of thin rib groups to bend the land portion in the tire circumferential direction. By improving the rigidity and controlling the average rib width w of these thin ribs, the sum Σw thereof, and the length in the tire width direction occupying in the lug groove within a predetermined range, the rug of the land portion can be increased with a minimum weight. It is possible to prevent the occurrence of cracks near the groove.
【図１】本発明の空気入りタイヤのトレッドパターンの
平面図である。FIG. 1 is a plan view of a tread pattern of a pneumatic tire of the present invention.
【図２】図１のＣ部分の拡大図である。FIG. 2 is an enlarged view of a C portion of FIG.
【図３】図２のＡ−Ａ矢視断面図である。FIG. 3 is a sectional view taken on line AA of FIG. 2;
【図４】本発明の他の実施例を示す図２に対応する拡大
図である。FIG. 4 is an enlarged view corresponding to FIG. 2 showing another embodiment of the present invention.
【図５】本発明のさらに他の実施例を示す図２に対応す
る拡大図である。FIG. 5 is an enlarged view corresponding to FIG. 2 showing still another embodiment of the present invention.
【図６】本発明のさらに他の実施例を示す図２に対応す
る拡大図である。FIG. 6 is an enlarged view corresponding to FIG. 2 showing still another embodiment of the present invention.
【図７】従来の空気入りタイヤの図２に対応する拡大図
である。FIG. 7 is an enlarged view of a conventional pneumatic tire corresponding to FIG.
【図８】従来の空気入りタイヤのクラックの発生を示す
斜視図である。FIG. 8 is a perspective view showing the occurrence of cracks in a conventional pneumatic tire.
１ トレッド ２ ラグ溝 ３ 細リブ ５ 陸部 1 tread 2 lug groove 3 thin rib 5 land
Claims (3)
向に間隔をおいて設けたラグ基調パターンを有する空気
入りタイヤにおいて、前記ラグ溝の少なくともショルダ
ー域に、該ラグ溝の左右両側の陸部に連結すると共に、
溝底を連続突条になって横切る少なくとも２本の細リブ
を並列または互いに交差するように設け、かつ該各細リ
ブの平均リブ幅ｗ、ショルダー側に位置する細リブの最
外端とタイヤセンター側に位置する細リブの最内端とを
タイヤ子午線方向に測った距離ｂおよび前記平均リブ幅
ｗの全細リブの総和Σｗを、それぞれ前記ラグ溝のタイ
ヤ子午線方向に測った長さＢに対し、 ｗ ＝（０．０５〜０．１５）Ｂ ｂ ＝（０．３０〜０．７０）Ｂ Σｗ＝（０．１０〜０．３０）Ｂ の関係にした空気入りタイヤ。1. A pneumatic tire having a lug basic pattern in which lug grooves are provided on both sides of a tread surface at intervals in the tire circumferential direction, and a land on both left and right sides of the lug groove is provided in at least a shoulder region of the lug groove. While connecting to the section,
At least two thin ribs that cross the groove bottom as a continuous ridge are provided in parallel or intersecting each other, and the average rib width w of each thin rib, the outermost end of the thin ribs located on the shoulder side, and the tire. The distance B measured in the tire meridian direction with the innermost end of the thin rib located on the center side and the total sum Σw of all the thin ribs having the average rib width w are measured in the tire meridian direction of the lug groove. On the other hand, a pneumatic tire having a relationship of w = (0.05 to 0.15) B b = (0.30 to 0.70) B Σw = (0.10 to 0.30) B.
角度をタイヤセンター側に位置する細リブほど順次大き
くした請求項１に記載の空気入りタイヤ。2. The pneumatic tire according to claim 1, wherein an inclination angle of the thin ribs with respect to the tire circumferential direction is sequentially increased as the thin ribs are located closer to the tire center side.
は２に記載の空気入りタイヤ。3. The pneumatic tire according to claim 1, which is a tire for industrial vehicles.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7069499A JPH08268010A (en) | 1995-03-28 | 1995-03-28 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7069499A JPH08268010A (en) | 1995-03-28 | 1995-03-28 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH08268010A true JPH08268010A (en) | 1996-10-15 |
Family
ID=13404483
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7069499A Pending JPH08268010A (en) | 1995-03-28 | 1995-03-28 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH08268010A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20040005320A (en) * | 2002-07-09 | 2004-01-16 | 한국타이어 주식회사 | Pneumatic tire having improved durability |
| EP1533142A1 (en) * | 2003-11-14 | 2005-05-25 | The Goodyear Tire & Rubber Company | Tire tread with anti-puncture pads |
| US7195044B2 (en) * | 2004-07-21 | 2007-03-27 | The Goodyear Tire & Rubber Company | Pneumatic tire with tread including biting elements |
| CN104169105A (en) * | 2012-03-30 | 2014-11-26 | 米其林研究和技术股份有限公司 | Tire treads with reduced undertread thickness |
-
1995
- 1995-03-28 JP JP7069499A patent/JPH08268010A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20040005320A (en) * | 2002-07-09 | 2004-01-16 | 한국타이어 주식회사 | Pneumatic tire having improved durability |
| EP1533142A1 (en) * | 2003-11-14 | 2005-05-25 | The Goodyear Tire & Rubber Company | Tire tread with anti-puncture pads |
| US7048022B2 (en) | 2003-11-14 | 2006-05-23 | The Goodyear Tire & Rubber Company | Tire tread with anti-puncture pads |
| US7195044B2 (en) * | 2004-07-21 | 2007-03-27 | The Goodyear Tire & Rubber Company | Pneumatic tire with tread including biting elements |
| CN104169105A (en) * | 2012-03-30 | 2014-11-26 | 米其林研究和技术股份有限公司 | Tire treads with reduced undertread thickness |
| US20150083306A1 (en) * | 2012-03-30 | 2015-03-26 | Michelin Recherche Et Technique S.A. | Tire treads with reduced undertread thickness |
| US20150328936A1 (en) * | 2012-03-30 | 2015-11-19 | Michelin Recherche Et Technique S.A. | Tire treads with reduced undertread thickness |
| EP2830891A4 (en) * | 2012-03-30 | 2016-01-06 | Michelin & Cie | Tire treads with reduced undertread thickness |
| EP2830892A4 (en) * | 2012-03-30 | 2016-05-11 | Michelin & Cie | Tire treads with reduced undertread thickness |
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