JPS62289403A - Tire for vehicle - Google Patents
Tire for vehicleInfo
- Publication number
- JPS62289403A JPS62289403A JP61131542A JP13154286A JPS62289403A JP S62289403 A JPS62289403 A JP S62289403A JP 61131542 A JP61131542 A JP 61131542A JP 13154286 A JP13154286 A JP 13154286A JP S62289403 A JPS62289403 A JP S62289403A
- Authority
- JP
- Japan
- Prior art keywords
- aspect ratio
- tire
- sidewall
- side wall
- tires
- 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
- 238000010521 absorption reaction Methods 0.000 description 7
- 230000035939 shock Effects 0.000 description 6
- 238000000034 method Methods 0.000 description 3
- 241000282326 Felis catus Species 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000004576 sand Substances 0.000 description 1
- 239000011800 void material Substances 0.000 description 1
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
- B60C3/00—Tyres characterised by the transverse section
- B60C3/06—Tyres characterised by the transverse section asymmetric
-
- 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
- B60C15/00—Tyre beads, e.g. ply turn-up or overlap
- B60C15/02—Seating or securing beads on rims
- B60C15/0236—Asymmetric bead seats, e.g. different bead diameter or inclination angle
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【発明の詳細な説明】
が高出力、高性能化されるに従い扁平化が進み扁平率が
６０％、５５係、５０％、４５％、４０チ等という扁平
タイアが出現している。中でも５５条、５０％、４５％
、４０％等の超扁平タイアの出現は操縦性など動的性能
確保が主な目的でありそれはアスペクトレシオを小さく
する事によりタイア接地面からリムフランジ部までの距
離を短くし、 ＋−１’ １ ”
’ ：１母六；６全体のケーシング理性を高め操
縦性などの動的性能確保を主目的としていた。しかし、
反面タイア接地面からリムフランジ部までの距離が短い
為、その有効フレクションゾーンが狭くなり、結果サイ
ドウオール部の撓み特性が低くなりよって衝撃吸収性能
が低下し、ひいては乗心地など居住性が悪くなるなどの
欠点があった。現在市 販されている扁平タイアは動的
性能と衝撃吸収性能を極めて高い水準で両立させようと
しているがもともとタイア構成上接地面からリムフラン
ジ部までの距離が短い扁平タイアにおいては衝撃吸収力
の確保は扁平化が進めば進む程難かしい問題点であった
。DETAILED DESCRIPTION OF THE INVENTION As tires have become higher in output and performance, they have become flatter, and flat tires with flatness ratios of 60%, 55%, 50%, 45%, 40%, etc. have appeared. Among them, Article 55, 50%, 45%
The main purpose of the emergence of ultra-flat tires such as , 40%, etc. is to ensure dynamic performance such as maneuverability, and by reducing the aspect ratio, the distance from the tire contact surface to the rim flange is shortened, and the +-1' 1”
The main purpose was to improve the efficiency of the casing of the 6 as a whole and to ensure dynamic performance such as maneuverability. but,
On the other hand, because the distance from the tire ground contact surface to the rim flange is short, its effective flexion zone becomes narrower, resulting in lower deflection characteristics of the sidewall, resulting in lower shock absorption performance and poor ride comfort. There were some drawbacks, such as: Flat tires currently on the market attempt to achieve both dynamic performance and shock absorption performance at extremely high levels. Securing it became a problem that became more difficult as the flattening progressed.
本発明は上述した問題に鑑みてなされたものでその目的
とするところは、一本のタイアにおける両サイドウオー
ル部のアスペクトレシオを夫々変え、アスペクトレシオ
の大きいサイドウオール部とアスペクトレシオの小さい
サイドウオール部を組み合わせる事により衝撃吸収性能
と動的性能とを高い次元で確保した車輌用タイアの提供
にある以下図面を用いて、この発明の好ましい実施例を
詳細に説明する。The present invention has been made in view of the above-mentioned problems, and its purpose is to change the aspect ratios of both sidewall portions of one tire, so that the sidewall portion with a large aspect ratio and the sidewall portion with a small aspect ratio are separated. Preferred embodiments of the present invention will be described in detail below with reference to the drawings.
第１図及び第８図は従来の車輌用タイアの概略断面図で
アスペクトレシオが両サイドウオール共夫々同一であり
、第１図におけるタイアのアスペクトレシオは第８図の
タイアのそれと比べ大きく一搬にアスペクトレシオが大
きいタイ・ア（第１図）は有効フレクションゾーンが広
い為衝撃吸収性能は得やすいがケーシング剛性が低い為
動的性能を得がたく、逆にアスペクトレシオが小さいタ
イア（第８図）はケーシング剛性が高い為動的性能は得
やすいが有効フレクションゾーンが狭い為衝撃吸収性能
は得がたいところがある。Figures 1 and 8 are schematic cross-sectional views of conventional vehicle tires, in which the aspect ratios are the same for both sidewalls, and the aspect ratio of the tire in Figure 1 is significantly different from that of the tire in Figure 8. Tires with a large aspect ratio (Figure 1) have a wide effective flexion zone, so it is easy to obtain shock absorption performance, but the low casing rigidity makes it difficult to obtain dynamic performance. Figure 8) has a high casing rigidity, so it is easy to obtain dynamic performance, but the effective flexion zone is narrow, so it is difficult to obtain shock absorption performance.
第２図は本発明に係る車輌用タイアの概略断面説明図で
、それぞれのサイドウオール部８及び４のタイア接地面
総巾Ａ−２に対するアスペクトレシオを変え、アスペク
トレシオの大きいサイドウオール部と小さいサイドウオ
ール部を１本のタイアにおいて組み合わせた事を特徴と
す６゜次に、上記実施例の作用について説明する。FIG. 2 is a schematic cross-sectional explanatory diagram of a vehicle tire according to the present invention, in which the aspect ratios of the sidewall parts 8 and 4 with respect to the total width of the tire contact surface A-2 are changed, and the sidewall part with a large aspect ratio and the sidewall part with a small aspect ratio are The present invention is characterized in that the sidewall portions are combined into one tire.Next, the operation of the above embodiment will be explained.
まず動的性能であるが、−搬に車輌が旋回中において荷
重の加わるタイアは、ノ・ンドルを切った方向と反対側
、つまり外側に装着されたタイアであり、更にその外側
に装着されたタイアの内側部と外側部を比べてみれば外
側部に一番荷重が加わるよってこの一番荷重の加わる外
側のサイドウオール部にアスペクトレシオの小さいサイ
ドウオールを設定すれば、この部分の剛性が向上しひい
てはケーシング剛性も向上しノ・ンドルの動きに対して
サイドウオール部の変形が少なくロールや応答性の遅れ
も少ない。更にグリップ力の絶対的な限界も高める事が
出来動的性能を確保できる。First, regarding dynamic performance, when the vehicle is turning during transport, the tires that are subjected to the load are the tires that are installed on the opposite side of the steering wheel, that is, on the outside; If you compare the inner and outer parts of the tire, the most load is applied to the outer part, so if you set a sidewall with a small aspect ratio on the outer sidewall part where the most load is applied, the rigidity of this part will improve. As a result, the casing rigidity is improved, and the sidewall part is less deformed due to the movement of the nodule, and there is less roll and delay in response. Furthermore, it is possible to increase the absolute limit of grip strength and ensure dynamic performance.
次に衝撃吸収力の確保であるが、通常走行中においてタ
イアが衝撃を受けた場合、砂、小石等ではトレッド面で
その衝撃を吸収するが、それより大きい衝撃、例えば舗
装面の継ぎ目やキャッツアイ等では、更にサイドウオー
ルの撓みによって吸収していた。しかし、扁平化が進む
と有効フレクションゾーンが狭くなり撓み特性が低くな
る。Next, with regard to securing shock absorption capacity, when tires receive an impact during normal driving, the impact is absorbed by the tread surface due to sand, pebbles, etc., but if the impact is larger than that, such as from seams on the pavement or cats. In Ai et al., it was further absorbed by the deflection of the sidewall. However, as flattening progresses, the effective flexion zone becomes narrower and the deflection characteristics become lower.
よって本発明はもう一方のサイドウオール部のタイア接
地面総巾Ａ−２に対するアスペクトレシオと高め、すな
わちサイドウオールの巾を広げる事により有効フレクシ
１ンゾーンを広げて撓み特性を高めた。よって路面から
の衝撃をこのサイドウオール部でより多く吸収すること
ができ乗心地など居住性を確保することができる。Therefore, in the present invention, the aspect ratio of the other sidewall portion to the tire contact surface total width A-2 is increased, that is, the width of the sidewall is increased to widen the effective flex zone and improve the deflection characteristics. Therefore, more impact from the road surface can be absorbed by this sidewall portion, and comfort such as ride comfort can be ensured.
以上このように本発明は１本のタイア（第２図）におけ
る両サイドウオール部８及び４のタイア接地面総巾Ａ−
２に対するアスペクトレシオを夫々変え、アスペクトレ
シオの小さいサイドウオール部４とアスペクトレシオの
大きいサイドウオール部３とを組み合わせる事により、
タイアに求められる動的性能と衝撃吸収性能を高い水準
で確保した車輌用タイアを提供することができる。尚、
上述した実施例に於いては、アスペクトレシオの小さい
ブイドウオール部４が外側になるようホイールに装着し
たがこの限りでなく逆にアスペクトレシオの大きいサイ
ドウオール部３が外側になるようホイールに装着する方
法も考えられ、この方法においてもアスペクトレシオの
小さいサイドウオール部４が内側になる為、この部分で
タイア接地面Ａ−２の内側サイドウオール部４への移動
を押さえ込む為動的性能は確保でき、更に前述した実施
例同様衝撃吸収性能も確保できる。又、この装着方法に
よればホイール内に位置するブレーキの直径も大きくと
れる等の長所がある。その池水発明の技術範囲を逸脱す
ることなく種々の変更を加えた実施態様のものも本発明
に属するものである。As described above, the present invention provides a total width A-
By changing the aspect ratios for 2 and combining the sidewall part 4 with a small aspect ratio and the sidewall part 3 with a large aspect ratio,
It is possible to provide tires for vehicles that ensure a high level of dynamic performance and shock absorption performance required of tires. still,
In the above-mentioned embodiment, the vehicle is mounted on the wheel so that the void wall portion 4 with a small aspect ratio is on the outside, but this is not the case; conversely, there is a method of mounting on the wheel so that the side wall portion 3 with a large aspect ratio is on the outside. Also, in this method, since the sidewall part 4 with a small aspect ratio is on the inside, dynamic performance can be ensured because this part suppresses the movement of the tire contact surface A-2 toward the inside sidewall part 4. Furthermore, similar to the embodiments described above, impact absorption performance can also be ensured. Further, this mounting method has the advantage that the diameter of the brake located inside the wheel can be increased. The present invention also includes embodiments in which various changes have been made without departing from the technical scope of the Ikensui invention.
第１図及び第８図は従来の車輌用タイアの概略断面図。
第２図は本発明による車輌用タイアの概略断面図。１〜
６まではサイドウオール部。
Ａ−１、Ａ−２、Ａ−３はタイア接地面総巾である。1 and 8 are schematic cross-sectional views of conventional vehicle tires. FIG. 2 is a schematic cross-sectional view of a vehicle tire according to the present invention. 1~
Up to 6 is the sidewall section. A-1, A-2, and A-3 are the total widths of the tire contact surfaces.
Claims (1)
面総巾に対するアスペクトレシオを夫々変え、アスペク
トレシオの小さいサイドウォール部とアスペクトレシオ
の大きいサイドウォール部を組み合わせた事を特徴とす
る車輌用タイア。This tire for a vehicle is characterized in that the aspect ratio of both sidewall parts of one tire to the total width of the tire contact surface is changed, and a sidewall part with a small aspect ratio and a sidewall part with a large aspect ratio are combined.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61131542A JPS62289403A (en) | 1986-06-06 | 1986-06-06 | Tire for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61131542A JPS62289403A (en) | 1986-06-06 | 1986-06-06 | Tire for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS62289403A true JPS62289403A (en) | 1987-12-16 |
Family
ID=15060512
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61131542A Pending JPS62289403A (en) | 1986-06-06 | 1986-06-06 | Tire for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS62289403A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100498015B1 (en) * | 1999-04-21 | 2005-07-01 | 한국타이어 주식회사 | Pneumatic tire |
| JP2016222165A (en) * | 2015-06-02 | 2016-12-28 | 住友ゴム工業株式会社 | Pneumatic tire |
-
1986
- 1986-06-06 JP JP61131542A patent/JPS62289403A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100498015B1 (en) * | 1999-04-21 | 2005-07-01 | 한국타이어 주식회사 | Pneumatic tire |
| JP2016222165A (en) * | 2015-06-02 | 2016-12-28 | 住友ゴム工業株式会社 | Pneumatic tire |
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