JPS6296107A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPS6296107A JPS6296107A JP60235309A JP23530985A JPS6296107A JP S6296107 A JPS6296107 A JP S6296107A JP 60235309 A JP60235309 A JP 60235309A JP 23530985 A JP23530985 A JP 23530985A JP S6296107 A JPS6296107 A JP S6296107A
- Authority
- JP
- Japan
- Prior art keywords
- groove
- tire
- depth
- circumferential
- groove portion
- 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
【発明の詳細な説明】
（産業上の利用分野）
本発明は車両用空気入リタイへ７、特に、タイヤ周方向
に延長づるリブがタイヤトレッドに設けられた空気入り
タイヤにおいて、リブの引裂、すなわちリブティア−に
よるタイヤの損傷を防止する技術に関り−るちのである
。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to pneumatic tires for vehicles, particularly in pneumatic tires in which the tire tread is provided with ribs extending in the circumferential direction of the tire. In other words, it is concerned with technology for preventing tire damage caused by rib tears.
（従来の技術）
一般に、リブティアの発生機構としては、例えば第６図
に示すようにタイヤが縁石等の段差に乗り上げた時、タ
イヤトレッド部１のタイヤ周方向に延びるリプ１ａ間の
細溝３の溝底に応力が集中し、破壊限界を越える荷重（
静的あるいは動的）か作用した場合、ティア−４が発生
する。従来、このようなりブチイア−の発生を抑制する
対策としで溝底の曲率半径Ｒを大きくして応力緩和を図
り、溝底の応力集中を軽減している。しかしながら、周
方向主溝２のように溝幅が広いものは溝底のＲを大きく
することが可能であるが、幅が約５ｍｍ以下の周方向細
溝３の場合は溝底のＲを大きくすることが実際上不可能
であり、したがって、周方向細溝３の溝底の曲率半径を
増大させることにより周方向細溝からのりブチイア−の
発生を防止することは困難であった。(Prior Art) In general, as a mechanism for generating rib tears, when a tire runs over a step such as a curb, as shown in FIG. Stress is concentrated at the bottom of the groove, and the load exceeds the fracture limit (
Tier-4 occurs if either static or dynamic action occurs. Conventionally, as a measure to suppress the occurrence of such a spot ear, the radius of curvature R of the groove bottom has been increased to alleviate stress, thereby reducing stress concentration at the groove bottom. However, although it is possible to increase the R of the groove bottom when the groove width is wide like the circumferential main groove 2, in the case of the circumferential narrow groove 3 whose width is about 5 mm or less, the R of the groove bottom can be increased. Therefore, it has been difficult to prevent the occurrence of glue spots from the circumferential grooves by increasing the radius of curvature of the groove bottom of the circumferential grooves 3.
また、周方向細溝３の溝深さｈとリブティア−の発生と
は第７図に示すように深い関係があり、周方向細溝３の
溝深さを浅くすることによってリブティア−の発生を防
止する効果が得られるが、リブティア−の発生を防止し
得るほどに周方向細溝の全体を浅くすると周方向細溝に
よって得られるべき偏摩耗防止、ウェット性能向上およ
びワンダリング防止等の効果が極端に減少して周方向細
溝を設けた意味がなくなるという問題がある。Furthermore, there is a close relationship between the groove depth h of the circumferential narrow grooves 3 and the occurrence of rib tears, as shown in FIG. However, if the entire circumferential groove is made shallow enough to prevent the occurrence of rib tears, the effects of uneven wear prevention, wet performance improvement, wandering prevention, etc. that should be obtained by the circumferential groove will not be achieved. There is a problem that the number of circumferential grooves decreases so much that it becomes meaningless to provide the circumferential narrow grooves.
（発明が解決しようとする問題点）
本発明は上述した周方向細溝からのりブチイア−の発生
を防止することを目的とする。(Problems to be Solved by the Invention) It is an object of the present invention to prevent the occurrence of glue spots from the above-mentioned circumferential narrow grooves.
（問題点を解決するための手段）
本発明によれば、第１図に示すようにタイヤトレッド部
１にタイヤ周方向に延びる周方向主溝２と周方向細溝３
とを有する空気入りタイヤにおいて、周り同軸溝３の溝
深さをタイレ周方向においで変化させて深い溝部分ａと
浅い溝部分すとを設（）たことを特徴とする。(Means for Solving the Problems) According to the present invention, as shown in FIG.
This pneumatic tire is characterized in that the groove depth of the circumferential coaxial groove 3 is varied in the tire circumferential direction to provide a deep groove portion a and a shallow groove portion S.
周方向細溝３は第３図に示すように直線形状とす゛るの
が好ましいが、第４図に示すように曲線形状または第５
図に示すように曲線と直線との組合せ形状のいづれにす
ることも可能である。しかし、曲線形状または曲線と直
線との組合せ形状とする場合には、屈曲コーナＣを滑ら
かに弯曲させ、タイヤ子午線方向において、タイヤショ
ルダー側に位置する溝部分すを浅くし、タイヤ中心側に
位置する溝部分ａを深くするのが好ましい。It is preferable that the circumferential narrow groove 3 has a straight line shape as shown in FIG.
As shown in the figure, any combination of curved lines and straight lines can be used. However, when forming a curved shape or a combination of a curved line and a straight line, the curved corner C is smoothly curved, and the groove portion located on the tire shoulder side is made shallow in the tire meridian direction, and the groove is located on the tire center side. It is preferable to make the groove portion a deep.
また、周方向細溝の溝深さを周方向において変化さける
ことによって生じる深い溝部分ａと浅い溝部分すとを所
定のピッチｐで設け、その１ピッチ内で浅いｉｉ４部分
の長さβｂと深い溝部分の長さｆ２ａとの比１！、ｂ／
Ａａを０．５〜１．Ｏ，！Ｊル（７）カ好ましい。In addition, by avoiding changes in the groove depth of the circumferential thin grooves in the circumferential direction, deep groove portions a and shallow groove portions are provided at a predetermined pitch p, and within one pitch, the length βb of the shallow ii4 portion is The ratio of the length of the deep groove portion to f2a is 1! ,b/
Aa is 0.5-1. O,! Jru(7) is preferred.
また、周方向細溝の深い溝部分ａの最大深さｈａを周方
向主溝の深さＨの０．１〜１，０倍とし、浅い溝部分す
の最小深さｈｂを前記最大深さｂａの０．４〜０．８倍
、特に０．５〜０．７倍とするのが好ましい。Further, the maximum depth ha of the deep groove portion a of the circumferential narrow groove is set to 0.1 to 1.0 times the depth H of the circumferential main groove, and the minimum depth hb of the shallow groove portion is set to the maximum depth. It is preferably 0.4 to 0.8 times, particularly 0.5 to 0.7 times, ba.
深い溝部分ａの艮ざｌａと浅い溝部分すの長さＡｂとの
合計による深さ変化のピッチｐは前記最大深さｈａの１
〜７倍とするのが好ましく、また、ピッチ０はタイヤ周
方向において変化させＣも良く、その場合には最小ピッ
チｐ２と最大ピッチｐ、との比０２ ／ Ｄ ＋は０．
３以上とするのか好ましい。The pitch p of the depth change due to the sum of the length Ab of the deep groove portion a and the length Ab of the shallow groove portion is 1 of the maximum depth ha.
It is preferable to set it to ~7 times, and it is also good to change the pitch C in the tire circumferential direction, and in that case, the ratio 02/D + of the minimum pitch p2 and the maximum pitch p is 0.
It is preferable to set it to 3 or more.
（作用）
本発明によれば、周方向細溝３の満深さをタイヤ周方向
にＪ３いて変化させて深い溝部分ａと浅い溝部分すとを
設けたことにより、リブティア−に対する剛性が周方向
において変化し、深い溝部分ａでは剛性が小さく柔軟性
を有するし、浅い部分すでは剛性が犬となり、同一タイ
Ｉ／入力に対しで深い溝部分ａの応力集中を浅い溝部分
すが肩代わりすることによって深い溝部分の応力集中が
分散されＣ緩和され、これにより周方向細溝による偏摩
耗防止、つＴツ１〜性能向上および「ノンダリング防止
等の効果を１＠うことなしにリブティア−の発生を防止
することができる。(Function) According to the present invention, by changing the full depth of the circumferential narrow grooves 3 in the tire circumferential direction to provide a deep groove portion a and a shallow groove portion A, the rigidity of the rib tear can be improved around the circumferential direction. The deep groove part a has low rigidity and flexibility, and the shallow part has stiffness, so that for the same tie I/input, the stress concentration in the deep groove part a is taken over by the shallow groove part. By doing so, the stress concentration in the deep groove portion is dispersed and relaxed, thereby preventing uneven wear due to the thin circumferential grooves, improving performance, and improving rib tearing without sacrificing effects such as non-daring prevention. can be prevented from occurring.
また、周囲方向細溝を曲線形状または曲線と直線との組
み合せによるジグザグ形状どすると、曲線の屈曲コーナ
ーに応力が集中し、これが核となってリブティア−が発
生する傾向があるが、屈曲コープ−で滑らかに弯曲させ
、また、タイヤショルダー側に位置する溝部分を浅くし
、タイヤ中心線側に位置する溝部分を深くすることによ
って、上ｊホの応力集中によるリブティア−を防止する
ことができる。これは、ショルダー５に近くなるにした
がい周方向細溝の溝底に作用する力、すなわらψ（応力
集中係数）×Ｗ（作用力）×２（タイＶ中心からの距離
）が大となり、応力集中レベルも人となるからである。In addition, if the circumferential narrow groove is formed into a curved shape or a zigzag shape that is a combination of a curved line and a straight line, stress will be concentrated at the bending corner of the curved line, and this will tend to become the nucleus and cause rib tears. Rib tear due to stress concentration on the upper J-ho can be prevented by making the groove curve smoothly at the tire shoulder side, making the groove part located on the tire shoulder side shallower, and making the groove part located on the tire centerline side deeper. . This is because the force acting on the bottom of the circumferential narrow groove, ψ (stress concentration factor) x W (acting force) x 2 (distance from the center of tie V), increases as it gets closer to shoulder 5. This is because the stress concentration level also depends on the person.
（実施例）
第１表に、タイヤサイズがＴＢＲＩＯ，０ＯＲ２０で、
す１パターンのトレッドの中心領域に深さ１４ｍｍの３
本の周方向主溝を有し、ショルダ一部にリア中心から僅
かショルダー寄りに幅３ｍｍの１本の周方向細溝を有す
る本発明による空気入りタイヤの実施例１および２と、
従来の溝深さ一定の周方向細溝を有する空気入りタイ飄
ｌとを化較して示す。なお、本発明の実施例による空気
入りタイヤの溝部分ａ、ｂの合計長さによるピッチｐは
周上一定とした。(Example) Table 1 shows that the tire size is TBRIO, 0OR20,
3 with a depth of 14 mm in the center area of the tread of the 1 pattern.
Examples 1 and 2 of the pneumatic tire according to the present invention have a main circumferential groove, and a narrow circumferential groove with a width of 3 mm in a part of the shoulder slightly from the rear center to the shoulder;
A comparison is shown with a conventional pneumatic tie having circumferential narrow grooves with a constant groove depth. It should be noted that the pitch p defined by the total length of the groove portions a and b of the pneumatic tire according to the example of the present invention was constant over the circumference.
（発明の効果）
第１表に示す本光明実施例（１，２）と従来例（１，２
，３）とのテスト結果を比較して明らかなように、本発
明によれば、リブティア−の発生を著しく減少させ得る
とともに偏摩耗を充分抑制することができる。(Effect of the invention) The embodiments of the present invention (1, 2) and the conventional examples (1, 2) shown in Table 1
, 3), according to the present invention, the occurrence of rib tears can be significantly reduced and uneven wear can be sufficiently suppressed.
第１図は本発明による空気入りタイヤの部分縦断面図、
第２図は第１図の■−■線上の部分断面図、第３乃至５
図は本発明による空気入りタイヤのトレッド部の平面図
、
第６図は従来の空気入りタイヤのりブチイア−発生の説
明図、
第７図は周方向細溝の溝深さとりブチイアとの関係を示
すグラフである。
１・・・トレッドｇＩＳ２・・・周方向主溝３・・・周
方向細溝 ５・・・ショルダー第１図
第２図
第３図
第４図
第５図
第６図
第７図
割溝５ヒ（ｈ）ｍｍ−FIG. 1 is a partial longitudinal cross-sectional view of a pneumatic tire according to the present invention, FIG. 2 is a partial cross-sectional view along the line ■-■ in FIG.
Figure 6 is a plan view of the tread portion of the pneumatic tire according to the present invention; Figure 6 is an explanatory diagram of the occurrence of tire failure in a conventional pneumatic tire; Figure 7 is a diagram showing the relationship between the groove depth of circumferential narrow grooves and tire failure. It is a graph. 1... Tread gIS2... Circumferential main groove 3... Circumferential narrow groove 5... Shoulder Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Division groove 5 h(h)mm-
Claims (1)
溝と周方向細溝とを有する空気入りタイヤにおいて、前
記周方向細溝の溝深さをタイヤ周方向において変化させ
て深い溝部分ａと浅い溝部分ｂとを設けたことを特徴と
する空気入りタイヤ。 ２、前記周方向細溝が直線形状でタイヤ周方向に延長し
ていることを特徴とする特許請求の範囲第１項に記載の
タイヤ。 ３、前記周方向細溝が曲線形状または曲線と直線との組
合せ形状でタイヤ円周方向に延長し、曲線の屈曲コーナ
ーが滑らかに弯曲し、タイヤ子午線方向においてタイヤ
シヨルダー側に位置する溝部分を浅くし、タイヤ中心線
側に位置する溝部分を深くしたことを特徴とする特許請
求の範囲第１項に記載のタイヤ。 ４、前記周方向細溝の溝深さを周方向において変化させ
ることにより生じる深い溝部分と浅い溝部分とが所定の
ピッチｐで設けられ、その１ピッチ内で浅い溝部分ｂの
長さｌｂと深い溝部分ａの長さｌａとの比ｌｂ／ｌａが ０．５〜１．０であることを特徴とする特許請求の範囲
第１〜３項のいづれか１項に記載のタイヤ。 ５、前記周方向細溝の深い溝部分の最大深さが周方向主
溝の深さの０．７〜１．０倍であり、浅い溝部分の最小
深さが前記最大深さの０．４〜０．８倍であることを特
徴とする特許請求の範囲第１〜４項のいづれか１項に記
載のタイヤ。 ６、前記深い溝部分ａの長さｌａと浅い溝部分ｂの長さ
ｌｂとの合計による深さ変化の前記ピッチｐが前記周方
向細溝の深い溝部分の最大深さの１〜７倍であることを
特徴とする特許請求の範囲第１〜５項のいづれか１項に
記載のタイヤ。 ７、前記ピッチｐの最小ピッチｐ＿２と最大ピッチｐ＿
１との比ｐ＿２／ｐ＿１が０．３〜１．０であることを
特徴とする特許請求の範囲第１〜６項のいづれか１項に
記載のタイヤ。[Scope of Claims] 1. A pneumatic tire having a circumferential main groove and circumferential narrow grooves extending in the tire circumferential direction in the tire tread, the groove depth of the circumferential narrow grooves being varied in the tire circumferential direction. A pneumatic tire characterized by having a deep groove part a and a shallow groove part b. 2. The tire according to claim 1, wherein the circumferential narrow groove is linear and extends in the tire circumferential direction. 3. A groove portion in which the circumferential thin groove has a curved shape or a combination of curved and straight lines and extends in the tire circumferential direction, the bent corner of the curve is smoothly curved, and is located on the tire shoulder side in the tire meridian direction. 2. The tire according to claim 1, wherein the groove portion is shallower and the groove portion located on the tire center line side is deeper. 4. A deep groove portion and a shallow groove portion generated by changing the groove depth of the circumferential narrow groove in the circumferential direction are provided at a predetermined pitch p, and within one pitch, the length of the shallow groove portion b is lb. The tire according to any one of claims 1 to 3, characterized in that the ratio lb/la of the length la of the deep groove portion a is 0.5 to 1.0. 5. The maximum depth of the deep groove portion of the circumferential narrow groove is 0.7 to 1.0 times the depth of the circumferential main groove, and the minimum depth of the shallow groove portion is 0.7 to 1.0 times the depth of the circumferential main groove. The tire according to any one of claims 1 to 4, characterized in that it is 4 to 0.8 times. 6. The pitch p of the depth change due to the sum of the length la of the deep groove portion a and the length lb of the shallow groove portion b is 1 to 7 times the maximum depth of the deep groove portion of the circumferential narrow groove. The tire according to any one of claims 1 to 5, characterized in that: 7. Minimum pitch p_2 and maximum pitch p_ of the pitch p
7. The tire according to any one of claims 1 to 6, wherein the ratio p_2/p_1 to 1 is 0.3 to 1.0.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60235309A JPS6296107A (en) | 1985-10-23 | 1985-10-23 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60235309A JPS6296107A (en) | 1985-10-23 | 1985-10-23 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6296107A true JPS6296107A (en) | 1987-05-02 |
Family
ID=16984200
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60235309A Pending JPS6296107A (en) | 1985-10-23 | 1985-10-23 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6296107A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04114802U (en) * | 1991-03-27 | 1992-10-09 | オーツタイヤ株式会社 | Tire tread structure |
| US5800642A (en) * | 1995-07-10 | 1998-09-01 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire, mold including vent grooves, and method |
| US6374884B2 (en) * | 1998-12-21 | 2002-04-23 | Sumitomo Rubber Industries, Ltd. | Heavy duty tire including narrow groove |
-
1985
- 1985-10-23 JP JP60235309A patent/JPS6296107A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04114802U (en) * | 1991-03-27 | 1992-10-09 | オーツタイヤ株式会社 | Tire tread structure |
| US5800642A (en) * | 1995-07-10 | 1998-09-01 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire, mold including vent grooves, and method |
| US6374884B2 (en) * | 1998-12-21 | 2002-04-23 | Sumitomo Rubber Industries, Ltd. | Heavy duty tire including narrow groove |
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