JPH1178423A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH1178423A JPH1178423A JP9237384A JP23738497A JPH1178423A JP H1178423 A JPH1178423 A JP H1178423A JP 9237384 A JP9237384 A JP 9237384A JP 23738497 A JP23738497 A JP 23738497A JP H1178423 A JPH1178423 A JP H1178423A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- angle
- pitch
- wall surface
- circumferential
- 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
Landscapes
- Tires In General (AREA)
Abstract
Description
【0001】[0001]
【発明の属する技術分野】本発明は空気入りタイヤに係
り、タイヤ1回転中のブロックの大きさが変化すること
に伴う接地特性の変化を抑制し、操縦安定性と耐偏摩耗
性を向上させ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, which suppresses a change in grounding characteristics due to a change in the size of a block during one rotation of the tire, thereby improving steering stability and uneven wear resistance. Related to pneumatic tires.
【0002】[0002]
【従来の技術】一般に、空気入りタイヤでは、タイヤの
パターンから生じる種々の騒音を低減させることを目的
として、ピッチ長の異なる複数種類のピッチを周上で適
宜に組み合わせて配列することによってトレッドパター
ンを形成している。2. Description of the Related Art In general, in a pneumatic tire, in order to reduce various noises generated from a tire pattern, a plurality of types of pitches having different pitch lengths are arranged in an appropriate combination on a circumference to form a tread pattern. Is formed.
【0003】従来では、それぞれのピッチ内に含まれ
て、トレッド幅方向の延在成分を有するそれぞれの横溝
の、タイヤ半径方向に対する溝壁角度を一定としたま
ま、深さが一定のそれぞれの横溝の開口幅の比を、ピッ
チ比に等しくなるように選択することが行われている。Conventionally, each lateral groove included in each pitch and having an extending component in the tread width direction has a constant depth while maintaining a constant groove wall angle with respect to the tire radial direction. Is selected so that the ratio of the opening widths is equal to the pitch ratio.
【0004】[0004]
【発明が解決しようとする課題】しかし、この従来技術
にあっては、ブロックの大きさの違いによるタイヤ転動
中の接地特性(RFV等)のレベルが同じにならない問
題がある。However, in this prior art, there is a problem that the level of the grounding characteristics (RFV, etc.) during the rolling of the tire does not become the same due to the difference in the size of the block.
【0005】接地特性のレベルの変動が大きくなると、
操縦安定性及び耐偏摩耗性の低下につながるため、タイ
ヤ転動中の接地特性のレベルを同じにすることが望まれ
ている。When the level variation of the grounding characteristic increases,
It is desired that the level of the ground contact characteristics during the rolling of the tires be the same, since this leads to a decrease in steering stability and resistance to uneven wear.
【0006】本発明は上記事実を考慮し、タイヤ転動中
の接地特性のレベル変動を抑えることのできる空気入り
タイヤを提供することが目的である。An object of the present invention is to provide a pneumatic tire that can suppress the level fluctuation of the ground contact characteristic during rolling of a tire in consideration of the above fact.
【0007】[0007]
【課題を解決するための手段】請求項1に記載の発明
は、トレッド踏面部に周方向溝と横溝とが形成され、少
なくとも2種類の異なるピッチをトレッド周方向に組み
合わせてトレッドパターンを形成した空気入りタイヤで
あって、小ピッチ部分の横溝壁面のタイヤ半径方向に対
する角度が、大ピッチ部分の横溝壁面のタイヤ半径方向
に対する角度よりも大きいことを特徴としている。According to the first aspect of the present invention, a tread pattern is formed by forming a circumferential groove and a lateral groove in a tread tread portion and combining at least two kinds of different pitches in the tread circumferential direction. The pneumatic tire is characterized in that the angle of the lateral wall surface of the small pitch portion with respect to the tire radial direction is larger than the angle of the lateral wall surface of the large pitch portion with respect to the tire radial direction.
【0008】請求項1に記載の空気入りタイヤでは、小
ピッチ部分の横溝壁面のタイヤ半径方向に対する角度
を、大ピッチ部分の横溝壁面のタイヤ半径方向に対する
角度よりも大きくしたので、小ピッチ部分の陸部(例え
ば、ブロック)の剛性と大ピッチ部分の陸部の剛性との
差が小さくなり、タイヤ転動中の接地特性のレベル変動
を抑えることができ、操縦安定性及び耐偏摩耗性を向上
させることができる。In the pneumatic tire according to the first aspect, the angle of the small pitch portion with respect to the tire radial direction of the lateral groove wall surface is made larger than the angle of the large pitch portion with the lateral groove wall surface with respect to the tire radial direction. The difference between the rigidity of the land part (for example, block) and the rigidity of the land part of the large pitch part becomes small, and the level fluctuation of the ground contact characteristic during rolling of the tire can be suppressed, and the steering stability and uneven wear resistance can be improved. Can be improved.
【0009】請求項2に記載の発明は、請求項1に記載
の空気入りタイヤにおいて、最少ピッチ部分の横溝壁面
の角度が、最大ピッチ部分の横溝壁面の角度よりも3°
以上大きいことを特徴としている。According to a second aspect of the present invention, in the pneumatic tire according to the first aspect, the angle of the lateral groove wall surface at the minimum pitch portion is 3 ° more than the angle of the lateral groove wall surface at the maximum pitch portion.
The feature is that it is large.
【0010】請求項2に記載の空気入りタイヤでは、最
少ピッチ部分の横溝壁面の角度を、最大ピッチ部分の横
溝壁面の角度よりも3°以上大きくしたので、タイヤ転
動中の接地特性のレベル変動を確実に抑えることができ
るようになる。[0010] In the pneumatic tire according to the second aspect, the angle of the horizontal groove wall surface at the minimum pitch portion is set to be larger than the angle of the horizontal groove wall surface at the maximum pitch portion by 3 ° or more. Fluctuations can be reliably suppressed.
【0011】なお、3°未満ではタイヤ転動中の接地特
性のレベル変動を抑える効果が少ない。If the angle is less than 3 °, the effect of suppressing the level fluctuation of the ground contact characteristic during rolling of the tire is small.
【0012】請求項3に記載の発明は、請求項1または
請求項2に記載の空気入りタイヤにおいて、ピッチ種が
3種類以上ある場合には、ピッチが小さくなるにしたが
って横溝壁面の角度が大きくなることを特徴としてい
る。According to a third aspect of the present invention, in the pneumatic tire according to the first or second aspect, when there are three or more types of pitches, the angle of the lateral groove wall surface increases as the pitch decreases. It is characterized by becoming.
【0013】請求項3に記載の空気入りタイヤでは、ピ
ッチ種が3種類以上ある場合には、ピッチが小さくなる
にしたがって横溝壁面の角度が大きくなるので、大小様
々なピッチが混在してもタイヤ転動中の接地特性のレベ
ル変動を抑えることができる。In the pneumatic tire according to the third aspect, when there are three or more kinds of pitches, the angle of the lateral groove wall surface becomes larger as the pitch becomes smaller. It is possible to suppress the level fluctuation of the grounding characteristic during rolling.
【0014】例えば、大ピッチ、中ピッチ、小ピッチが
混在している場合では、小ピッチのタイヤ半径方向に対
する横溝壁面の角度>中ピッチのタイヤ半径方向に対す
る横溝壁面の角度>大ピッチのタイヤ半径方向に対する
横溝壁面の角度、となる。For example, when a large pitch, a medium pitch, and a small pitch are mixed, the angle of the lateral groove wall surface with respect to the tire radial direction of the small pitch> the angle of the lateral groove wall surface with respect to the tire radial direction of the medium pitch> the tire radius of the large pitch Angle of the lateral groove wall with respect to the direction.
【0015】[0015]
【発明の実施の形態】図1(A)〜(C)には、本発明
の一実施形態に係る空気入りタイヤ10(タイヤサイズ
195/65R14)のトレッドパターンが示されてい
る。なお、この空気入りタイヤ10の内部構造について
は通常のラジアルタイヤの構造と同様であるので説明は
省略する。1 (A) to 1 (C) show a tread pattern of a pneumatic tire 10 (tire size 195 / 65R14) according to an embodiment of the present invention. Note that the internal structure of the pneumatic tire 10 is the same as the structure of a normal radial tire, and a description thereof will be omitted.
【0016】図1(A)〜(C)に示すように、空気入
りタイヤ10のベルト11上に配置されるトレッド12
には、タイヤ赤道面CLを挟んでタイヤ幅方向(矢印W
方向)両側にそれぞれ周方向溝14が設けられており、
これらの周方向溝14のタイヤ幅方向外側にそれぞれ周
方向溝16が形成されている。なお、本実施形態では、
周方向溝14の溝幅及び周方向溝16の溝幅が各々10
mmである。As shown in FIGS. 1A to 1C, a tread 12 disposed on a belt 11 of a pneumatic tire 10 is provided.
In the tire width direction (arrow W
Direction) is provided with a circumferential groove 14 on each side,
A circumferential groove 16 is formed outside each of the circumferential grooves 14 in the tire width direction. In the present embodiment,
The groove width of the circumferential groove 14 and the groove width of the circumferential groove 16 are each 10
mm.
【0017】さらに、トレッド12には、周方向溝14
と周方向溝14との間に横溝18が、周方向溝14と周
方向溝16との間に横溝20が、周方向溝16のタイヤ
幅方向外側に横溝22が形成されている。Further, the tread 12 has a circumferential groove 14.
A lateral groove 18 is formed between the circumferential groove 14 and the circumferential groove 14, a lateral groove 20 is formed between the circumferential groove 14 and the circumferential groove 16, and a lateral groove 22 is formed outside the circumferential groove 16 in the tire width direction.
【0018】周方向溝14と周方向溝14とによって挟
まれる陸部は、横溝18によってタイヤ周方向(矢印S
方向)へ大きさの異なる複数個の第1陸部24(L,
M,S)に区画され、周方向溝14と周方向溝16とに
よって挟まれる陸部は、横溝20によってタイヤ周方向
へ大きさの異なる複数個の第2陸部26(L,M,S)
に区画され、周方向溝16のタイヤ幅方向外側の陸部は
横溝22によってタイヤ周方向へ大きさの異なる複数個
の第3陸部28(L,M,S)に実質上区画される。A land portion sandwiched between the circumferential grooves 14 is formed by lateral grooves 18 in the tire circumferential direction (arrow S).
A plurality of first land portions 24 (L,
M, S), and a land portion sandwiched between the circumferential groove 14 and the circumferential groove 16 has a plurality of second land portions 26 (L, M, S) having different sizes in the tire circumferential direction by the lateral groove 20. )
The land portion on the outer side in the tire width direction of the circumferential groove 16 is substantially partitioned by the lateral groove 22 into a plurality of third land portions 28 (L, M, S) having different sizes in the tire circumferential direction.
【0019】本実施形態では、横溝18,20,22の
周方向ピッチが、図1(A)に示す大、図1(B)に示
す中、図1(C)に示す小の3種類あり、これにより第
1陸部24はそれぞれ周方向寸法が異なる3種類の大陸
部24L、中陸部24M、小陸部24Sに分けられ、第
2陸部26はそれぞれ周方向寸法が異なる3種類の大陸
部26L、中陸部26M、小陸部26Sに分けられ、第
3陸部28はそれぞれ周方向寸法が異なる3種類の大陸
部28L、中陸部28M、小陸部28Sに分けられてい
る。In the present embodiment, there are three types of circumferential pitches of the lateral grooves 18, 20, and 22: a large pitch shown in FIG. 1A, a small pitch shown in FIG. Thereby, the first land portion 24 is divided into three types of continent portions 24L, central land portions 24M, and small land portions 24S having different circumferential dimensions, and the second land portion 26 has three types of different circumferential sizes. The continent 26L, the central land 26M, and the small land 26S are divided, and the third land 28 is divided into three types of the continent 28L, the central land 28M, and the small land 28S having different circumferential dimensions. .
【0020】図1(A)〜(C)及び図2(A)〜
(C)に示すように、この空気入りタイヤ10では、相
互に異なる大ピッチP1 、中ピッチP2 、小ピッチP3
を周知の方法(本実施形態では、3ピッチによる3回の
繰り返し配列)でタイヤ周方向に組み合わせることによ
って、パターンノイズの悪化を防止している。FIGS. 1A to 1C and FIGS.
As shown in FIG. 1C, in the pneumatic tire 10, the large pitch P1, the medium pitch P2, and the small pitch P3 differ from each other.
Are combined in the tire circumferential direction by a well-known method (in this embodiment, three repetitions with three pitches) to prevent the pattern noise from deteriorating.
【0021】これらの横溝18,20,22は、ネガテ
ィブ比がタイヤ周方向において均一となるように、周方
向寸法の長い陸部に隣接するものほど溝幅が広く、周方
向寸法の短い陸部に隣接するものほど溝幅が狭く設定さ
れている。The lateral grooves 18, 20, 22 have a wider groove width and a land portion having a shorter circumferential dimension, so that the negative ratio becomes uniform in the tire circumferential direction, so that the adjacent groove sections have a larger circumferential width. The groove width is set to be narrower as the position is closer to.
【0022】本実施形態では、大陸部24L,26L,
28Lのタイヤ周方向寸法L1 が33mm、中陸部24
M,26M,28Mのタイヤ周方向寸法L2 が27mm、
小陸部24S,26S,28Sのタイヤ周方向寸法L3
が21mmに設定されている。In this embodiment, the continents 24L, 26L,
28L tire circumferential dimension L1 is 33mm,
M, 26M, 28M tire circumferential dimension L2 is 27mm,
Tire circumferential dimension L3 of continents 24S, 26S, 28S
Is set to 21 mm.
【0023】また、第1陸部24の幅W1 は25mm、第
2陸部26の幅W2 は25mm、第3陸部28の幅W3 は
25mmである。The width W1 of the first land portion 24 is 25 mm, the width W2 of the second land portion 26 is 25 mm, and the width W3 of the third land portion 28 is 25 mm.
【0024】さらに、横溝18の溝深さd1 、横溝20
の溝深さd2 、横溝22の溝深さd3 は各々7.7mmで
ある。Further, the groove depth d1 of the lateral groove 18 and the lateral groove 20
And the groove depth d3 of the lateral groove 22 is 7.7 mm.
【0025】また、図2(A)〜(C)に示すように、
タイヤ半径方向に対する横溝18の溝壁角度(横溝壁に
対して直角な断面で測定した値。)を、大ピッチP1 の
部分でθ1 、中ピッチP2 の部分でθ2 、小ピッチP3
の部分でθ3 としたときに、θ3 >θ2 >θ1 となるよ
うに設定されている。ここで、最大の溝壁角度θ3 と最
少の溝壁角度θ1 との差は3°以上が好ましく、本実施
形態ではθ3 が10°、θ2 が3°、θ1 が0°に設定
されている。As shown in FIGS. 2A to 2C,
The groove wall angle of the lateral groove 18 with respect to the tire radial direction (value measured at a section perpendicular to the lateral groove wall) is θ1 at the large pitch P1, θ2 at the medium pitch P2, and small P3 at the medium pitch P2.
Are set so that θ3>θ2> θ1 when θ3 is set in the portion. Here, the difference between the maximum groove wall angle θ3 and the minimum groove wall angle θ1 is preferably 3 ° or more. In the present embodiment, θ3 is set to 10 °, θ2 is set to 3 °, and θ1 is set to 0 °.
【0026】なお、横溝20の溝壁角度及び横溝22の
溝壁角度に関しても横溝18の溝壁角度と同様に設定さ
れている。The groove wall angle of the lateral groove 20 and the groove wall angle of the lateral groove 22 are set in the same manner as the groove wall angle of the lateral groove 18.
【0027】次に、本実施形態の空気入りタイヤ10の
作用を説明する。本実施形態の空気入りタイヤ10で
は、大ピッチP1 での溝壁角度θ1 よりも中ピッチP2
での溝壁角度θ2 を大きくしたので、中陸部24M,2
6M,28Mのタイヤ周方向両端部のゴムボリュームが
増大し、中陸部24M,26M,28Mの剛性(特にタ
イヤ周方向の剛性)が増大する。Next, the operation of the pneumatic tire 10 of the present embodiment will be described. In the pneumatic tire 10 of the present embodiment, the medium pitch P2 is larger than the groove wall angle θ1 at the large pitch P1.
Since the groove wall angle θ2 at
The rubber volumes at both ends in the tire circumferential direction of 6M and 28M increase, and the rigidity (especially in the tire circumferential direction) of the inland portions 24M, 26M and 28M increases.
【0028】また、中ピッチP2 での溝壁角度θ2 より
も小ピッチP3 での溝壁角度θ3 を大きくしたので、小
陸部24S,26S,28Sのタイヤ周方向両端部のゴ
ムボリュームが増大し、小陸部24S,26S,28S
の剛性(特にタイヤ周方向の剛性)が増大する。Since the groove wall angle θ3 at the small pitch P3 is larger than the groove wall angle θ2 at the medium pitch P2, the rubber volume at both ends in the tire circumferential direction of the small land portions 24S, 26S, 28S increases. , Shores 24S, 26S, 28S
(Particularly in the tire circumferential direction) increases.
【0029】これにより、大陸部24L,26L,28
Lの剛性、中陸部24M,26M,28Mの剛性及び小
陸部24S,26S,28Sの剛性が均一に近づき、タ
イヤ転動中の接地特性のレベル変動を抑えることができ
る。この結果、空気入りタイヤ10の操縦安定性及び耐
偏摩耗性が向上する。Thus, the continents 24L, 26L, 28
The rigidity of L, the rigidity of the land portions 24M, 26M, and 28M and the rigidity of the land portions 24S, 26S, and 28S approach uniformity, and it is possible to suppress the level variation of the grounding characteristics during rolling of the tire. As a result, the steering stability and uneven wear resistance of the pneumatic tire 10 are improved.
【0030】なお、本実施形態ではθ3 を10°、θ2
を3°、θ1 を0°に設定したが、本発明はこの角度に
限定されるものではない。In this embodiment, θ3 is 10 °, θ2
Is set to 3 ° and θ1 is set to 0 °, but the present invention is not limited to this angle.
【0031】また、横溝壁面の最小角度と最大角度との
差は大きい方が効果的であるが、差を大きくし過ぎる
と、最大角度が大きくなり過ぎ、対向する横溝壁面同士
が干渉して溝深さが浅くなり、排水性能が低下する等の
影響がある。通常の乗用車用タイヤでは、横溝壁面の最
小角度と最大角度との差は、最大で12°位までであ
る。 (試験例)本発明の効果を確かめるために、従来例のタ
イヤと本発明の適用された実施例のタイヤとを用意し、
RFV(ラジアルフォースバリエーション)、LFV
(ラテラルフォースバリエーション)及びTFV(タン
ジェンシャルフォースバリエーション)の測定を行うと
共に、偏摩耗試験、操縦安定性及び直進安定性試験を行
った。It is more effective that the difference between the minimum angle and the maximum angle of the lateral groove wall surface is large. However, if the difference is too large, the maximum angle becomes too large, and the opposing lateral groove wall surfaces interfere with each other and cause the groove to have a large difference. The effect is that the depth becomes shallow and the drainage performance decreases. In a normal passenger car tire, the difference between the minimum angle and the maximum angle of the lateral groove wall is up to about 12 °. (Test Example) In order to confirm the effects of the present invention, a conventional tire and a tire according to an embodiment to which the present invention is applied are prepared.
RFV (radial force variation), LFV
(Lateral force variation) and TFV (tangential force variation) were measured, and an uneven wear test, a steering stability and a straight running stability test were performed.
【0032】なお試験に用いた実施例のタイヤは前述し
た実施形態のタイヤであり、従来例のタイヤは横溝の溝
壁角度を全て3°に設定(その他の諸元は全て実施形態
のタイヤと同一)したタイヤである。また、各タイヤ共
に、トレッドには周方向に大ピッチが15個、中ピッチ
が24個、小ピッチが24個形成されており、周方向に
小ピッチ8個、中ピッチ4個、大ピッチ5個、中ピッチ
4個の順で並んだものを1セットとし、これが周方向に
3セット配列されている。The tires of the examples used in the test are the tires of the above-described embodiment, and the tires of the conventional example have all the groove wall angles of the lateral grooves set to 3 ° (all other specifications are the same as those of the tire of the embodiment). The same). For each tire, the tread has 15 large pitches in the circumferential direction, 24 medium pitches, and 24 small pitches, and 8 small pitches, 4 medium pitches, and 5 large pitches in the circumferential direction. And a set of four medium pitches are arranged as one set, and three sets are arranged in the circumferential direction.
【0033】RFV,LFV及びTFVはドラム試験機
にて測定した。結果は、実施例のタイヤは従来例のタイ
ヤと比較して、RFVが15%、LFVが10%、TF
Vが20%向上した。ちなみに、タイヤの周上位置とR
FVのパターン成分との関係は図3に示す通りであり、
図3のように、大、中、小ピッチ3種による3回繰り返
し配列を適用しているため、タイヤの周上位置とRFV
3次成分との関係を詳細にした結果は図4に示す通りで
ある。RFV, LFV and TFV were measured by a drum tester. The results show that the tire of the example has an RFV of 15%, an LFV of 10%, and a TF of
V improved by 20%. By the way, the position on the circumference of the tire and R
The relationship between the FV and the pattern component is as shown in FIG.
As shown in FIG. 3, since a three-time repetition arrangement with three types of large, medium, and small pitches is applied, the position on the tire circumference and the RFV
FIG. 4 shows the result of detailing the relationship with the third order component.
【0034】偏摩耗試験:各タイヤの50%摩耗時の大
陸部と小陸部との高さの差寸法(mm)を測定した。実施
例のタイヤは、従来例のタイヤよりも差寸法が15%小
さかった。Uneven wear test: The difference in height (mm) between the continental part and the continent part at the time of 50% wear of each tire was measured. The tire of the example had a difference size 15% smaller than the tire of the conventional example.
【0035】操縦安定性試験:タイヤを装着した実車を
テストコース(乾燥路及びウエット路)で走行させた。
テストドライバーによる10点満点評価で、従来タイヤ
は6点であったが、実施例タイヤは6.5点であった。Driving stability test: An actual vehicle equipped with tires was run on a test course (dry road and wet road).
In a 10-point evaluation by the test driver, the score of the conventional tire was 6 points, but that of the example tire was 6.5 points.
【0036】直進安定性試験:タイヤを装着した実車を
テストコースで走行させた。テストドライバーによる1
0点満点評価で、従来タイヤは6点であったが、実施例
タイヤは6.5点であった。Straight running stability test: An actual vehicle equipped with tires was run on a test course. 1 by test driver
On a scale of 0 to 0, the conventional tire scored 6 points, while the example tire scored 6.5.
【0037】また、大陸部の横方向の剛性と小陸部の横
方向の剛性との剛性比(小陸部の剛性/大陸部の剛性)
と、力の入力方向(図5(A)参照))との関係を調べ
た結果、図5(B)に示すように、従来例のタイヤで
は、力の入力方向が変わると剛性比が大きく変動した
が、実施例のタイヤでは、力の入力方向が変わっても剛
性比は殆ど変動しなかった。Also, the rigidity ratio of the lateral rigidity of the continental part to the lateral rigidity of the small land part (rigidity of the small land part / rigidity of the continent part)
As a result of examining the relationship between the force input direction and the force input direction (see FIG. 5A), as shown in FIG. 5B, in the conventional tire, the rigidity ratio increases when the force input direction changes. However, the rigidity ratio hardly fluctuated even when the force input direction changed in the tire of the example.
【0038】[0038]
【発明の効果】以上説明したように、請求項1に記載の
空気入りタイヤは上記の構成としたので、タイヤ転動中
の接地特性のレベル変動を抑えることができ、これによ
って操縦安定性及び偏摩耗性を向上できる、という優れ
た効果を有する。As described above, the pneumatic tire according to the first aspect has the above-described structure, so that it is possible to suppress the level fluctuation of the contact characteristics during the rolling of the tire, thereby improving the steering stability and It has an excellent effect that uneven wear can be improved.
【0039】請求項2に記載の空気入りタイヤは上記の
構成としたので、タイヤ転動中の接地特性のレベル変動
を確実に抑えることができる、という優れた効果を有す
る。Since the pneumatic tire according to the second aspect has the above-described configuration, it has an excellent effect that the level variation of the ground contact characteristics during the rolling of the tire can be reliably suppressed.
【0040】また、請求項3に記載の空気入りタイヤは
上記の構成としたので、大小様々なピッチが混在する場
合であってもタイヤ転動中の接地特性のレベル変動を確
実に抑えることができる、という優れた効果を有する。Further, since the pneumatic tire according to the third aspect has the above-described configuration, even when various pitches of various sizes are mixed, it is possible to reliably suppress the level fluctuation of the ground contact characteristic during the rolling of the tire. It has an excellent effect of being able to.
【図1】(A)は、大ピッチ部分のトレッドの平面図で
あり、(B)は中ピッチ部分のトレッドの平面図であ
り、(C)は小ピッチ部分のトレッドの平面図である。1 (A) is a plan view of a tread of a large pitch portion, FIG. 1 (B) is a plan view of a tread of a middle pitch portion, and FIG. 1 (C) is a plan view of a tread of a small pitch portion.
【図2】(A)は大ピッチ部分のトレッドの周方向断面
図(図1(A)の2(A)−2(A)線断面図)であ
り、(B)は中ピッチ部分のトレッドの周方向断面図
(図1(B)の2(B)−2(B)線断面図)であり、
(C)は小ピッチ部分のトレッドの周方向断面図(図1
(C)の2(C)−2(C)線断面図)である。FIG. 2A is a circumferential cross-sectional view (a cross-sectional view taken along line 2 (A) -2 (A) of FIG. 1A) of a tread of a large pitch portion, and FIG. 2B is a tread of a middle pitch portion. FIG. 2 is a circumferential cross-sectional view (cross-sectional view taken along line 2 (B) -2 (B) of FIG. 1B).
(C) is a circumferential cross-sectional view of the tread of the small pitch portion (FIG. 1)
(C) is a sectional view taken along line 2 (C) -2 (C).
【図3】タイヤの周上位置とRFVのパターン成分との
関係を示すグラフである。FIG. 3 is a graph showing a relationship between a position on a circumference of a tire and a pattern component of RFV.
【図4】タイヤの周上位置とRFV3次成分との関係を
示すグラフである。FIG. 4 is a graph showing a relationship between a position on the circumference of a tire and an RFV tertiary component.
【図5】(A)は陸部に対する力の入力方向を示す説明
図であり、(B)は剛性比と剛性評価方向(力の入力方
向)との関係を示すグラフである。FIG. 5A is an explanatory diagram showing a force input direction to a land portion, and FIG. 5B is a graph showing a relationship between a rigidity ratio and a rigidity evaluation direction (force input direction).
10 空気入りタイヤ 12 トレッド 14 周方向溝 16 周方向溝 18 横溝 20 横溝 22 横溝 P1 大ピッチ P2 中ピッチ P3 小ピッチ DESCRIPTION OF SYMBOLS 10 Pneumatic tire 12 Tread 14 Circumferential groove 16 Circumferential groove 18 Lateral groove 20 Lateral groove 22 Lateral groove P1 Large pitch P2 Medium pitch P3 Small pitch
Claims (3)
成され、少なくとも2種類の異なるピッチをトレッド周
方向に組み合わせてトレッドパターンを形成した空気入
りタイヤであって、 小ピッチ部分の横溝壁面のタイヤ半径方向に対する角度
が、大ピッチ部分の横溝壁面のタイヤ半径方向に対する
角度よりも大きいことを特徴とする空気入りタイヤ。A pneumatic tire in which a circumferential groove and a lateral groove are formed in a tread tread portion, and a tread pattern is formed by combining at least two different pitches in a circumferential direction of the tread, wherein a lateral groove wall surface of a small pitch portion is provided. Wherein the angle of the large pitch portion with respect to the tire radial direction is greater than the angle of the large pitch portion wall surface with respect to the tire radial direction.
大ピッチ部分の横溝壁面の角度よりも3°以上大きいこ
とを特徴とする請求項1に記載の空気入りタイヤ。2. The pneumatic tire according to claim 1, wherein the angle of the horizontal groove wall surface at the minimum pitch portion is larger than the angle of the horizontal groove wall surface at the maximum pitch portion by 3 ° or more.
ッチが小さくなるにしたがって横溝壁面の角度が大きく
なることを特徴とする請求項1または請求項2に記載の
空気入りタイヤ。3. The pneumatic tire according to claim 1, wherein when there are three or more types of pitches, the angle of the lateral groove wall surface increases as the pitch decreases.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP9237384A JPH1178423A (en) | 1997-09-02 | 1997-09-02 | Pneumatic tire |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP9237384A JPH1178423A (en) | 1997-09-02 | 1997-09-02 | Pneumatic tire |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH1178423A true JPH1178423A (en) | 1999-03-23 |
Family
ID=17014598
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP9237384A Pending JPH1178423A (en) | 1997-09-02 | 1997-09-02 | Pneumatic tire |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH1178423A (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004210133A (en) * | 2002-12-27 | 2004-07-29 | Yokohama Rubber Co Ltd:The | Pneumatic tire, its manufacturing method, and forming mold |
JP2005047446A (en) * | 2003-07-31 | 2005-02-24 | Yokohama Rubber Co Ltd:The | Pneumatic tire and its manufacturing method |
JP2014037213A (en) * | 2012-08-20 | 2014-02-27 | Yokohama Rubber Co Ltd:The | Heavy load pneumatic tire |
EP2871070A1 (en) * | 2013-11-12 | 2015-05-13 | Hankook Tire Co., Ltd. | Pneumatic tire |
JP2017071302A (en) * | 2015-10-07 | 2017-04-13 | 株式会社ブリヂストン | tire |
-
1997
- 1997-09-02 JP JP9237384A patent/JPH1178423A/en active Pending
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004210133A (en) * | 2002-12-27 | 2004-07-29 | Yokohama Rubber Co Ltd:The | Pneumatic tire, its manufacturing method, and forming mold |
JP2005047446A (en) * | 2003-07-31 | 2005-02-24 | Yokohama Rubber Co Ltd:The | Pneumatic tire and its manufacturing method |
JP2014037213A (en) * | 2012-08-20 | 2014-02-27 | Yokohama Rubber Co Ltd:The | Heavy load pneumatic tire |
EP2871070A1 (en) * | 2013-11-12 | 2015-05-13 | Hankook Tire Co., Ltd. | Pneumatic tire |
JP2015093669A (en) * | 2013-11-12 | 2015-05-18 | ハンコック タイヤ カンパニー リミテッド | Pneumatic tire |
JP2017071302A (en) * | 2015-10-07 | 2017-04-13 | 株式会社ブリヂストン | tire |
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