Pneumatic tire

FIELD: transport.

SUBSTANCE: invention relates to automotive tire to be used on ice- or snow-covered roads. Proposed tire comprises tread 2 including ring shoulder grooves 6c running nearby edges E of contact with soil, and transverse shoulder grooves 7d arranged between said groove 6c and said edge E. Said tire shoulder features such shape that protector outer surface 2a and tire side surface 14 located radially inward and axially outward from aforesaid edge E intersect to form an edge or and angle wherein each shoulder block B4 is furnished with lengthwise lamella 11 in zone running axially inward from said edge E for 2 mm or more, and for 10 mm or less. Tire side surface 14 is furnished with recess 15 located in lengthwise direction in at least a part of raised region produced by the ledge of lengthwise lamella 11 on said surface 14, while radially recessed edge of recess 15 is located in radial position corresponding to zone making 505 to 100% of the depth of lengthwise lamella 11.

EFFECT: preventing wobble, reduced wear.

5 cl, 7 dwg

 

The present invention relates to a pneumatic tire, designed for driving on icy and snowy roads, and more particularly to a pneumatic tire capable of effectively preventing wobbling while driving, without compromising durability.

Pneumatic tires are designed for driving on icy and snowy roads, including, for example, studless tires usually have a square shoulder. Shoulder square shape, as shown by the solid line in figure 7, the outer surface "and" shoulder block and surface "b" sides of the tread located radially inward and axially outward intersect on the edge "e" of contact with the ground, forming a solid edge (corner). The term "solid edge" means "square shape shoulder" has a shoulder so that the edge "e" of contact with the ground (angle "e") beveled in the form of, for example, a small arc having a radius of about 2.0 mm or less. This form of protector provides greater width of the ground contact TW and, therefore, get enough traction on icy roads. An example of a rounded shoulder profile is presented on Fig.7. an imaginary line (dash-dotted line).

When driving on rugged tracks pneumatic tyres, with square shoulders, easy to cause the so-called phenomenon of wobbling while driving, when the instability of the tire under the action of external forces or the like, caused by the action of the road, as the edge "e" of contact with the ground or part of the surface of the "b" sides of the tread near the edge "e"is in contact with the slope gauge. Pneumatic tire capable of containing such wobbling while driving, suggest, for example, in JP-A-6-087303 and JP-A-10-138713, but there is an opportunity to improve their wear resistance.

Accordingly, the aim of the present invention to provide a pneumatic tire capable of containing the emerging phenomenon of wobbling while driving, without compromising durability.

This and other objectives of the present invention are evident from the further description.

In accordance with the present invention proposed a pneumatic tire comprising a tread containing a pair of rows of shoulder blocks, bounded by a pair of annular shoulder grooves, running continuously in the longitudinal direction of the bus line region of contact with the ground, and many cross grooves running from the shoulder circumferential grooves to the edges of the ground contact and arranged in a row along each edge of contact with the ground in which the specified pneumatic tire has a shoulder square shape so that the outer surface above the shoulder blocks and the surface of the sidewall of the tread, which is located radially within the ü and axially outward from each of these edges contact with the ground, intersect on each of these edges contact with the ground, forming a solid edge, and in which each of these shoulder blocks with longitudinal slats arranged in the longitudinal direction in the field, remote axially inward from each of these edges in contact with the ground at a distance of 2 mm or more and 10 mm or less, the surface of the sidewall tread provided with a groove running in a longitudinal direction and a depth of 0.5 to 3 mm, measured from a specified lateral surface, at least part of the protruding region, obtained by projection of the specified longitudinal slats over the specified surface of the sidewall tread along the axial direction, and a radially recessed region specified deepening located in a radial position that corresponds to the area constituting from 50 to 100% of the depth specified longitudinal slats.

In the longitudinal section including the axis of rotation of the tire in the unloaded standard condition, in which the tire is mounted on a standard rim and inflate to normal internal pressure, the recess is, for example, of approximately triangular cross section including a vertical plane extending from the surface of the sidewall of the tread in a direction radially inwards at an angle in the range of ±10° relative to RA the territorial direction, horizontal plane that is located radially inward from the vertical plane and extending from the surface of the sidewall of the tread in a direction axially inward at an angle in the range of ±10° relative to the axial direction, and the projection of the arc connecting the vertical and horizontal plane smooth arc.

In the embodiment of the present invention, the surface of the sidewall protector comprises an outer bevel, located radially inward and axially outward from the edge of the ground contact, secondary bevel, which is a continuation of the outer bevel and located axially inward with a slope less than the slope of the outer bevel, inner bevel, which is a continuation of the secondary bevel and located approximately parallel to the external bevel, and a recess provided in the secondary bevel.

Preferably, the longitudinal lamella is located in the shoulder block, without connection with bordering both ends of the lateral shoulder grooves.

Preferably, the recess has a longitudinal length greater than the length of the longitudinal slats, and is located on the surface of the sidewall of the tread so that both ends of the cavities are not connected with the adjacent lateral shoulder grooves and each end of the recess is located between the end of the longitudinal slats and transverse humeral groove located on the face side, given the second slats.

In accordance with the pneumatic tire of the present invention, the rigidity of the zones adjacent to the edges of the ground contact of the tread, weaken longitudinal slats and grooves located on the surface of the sidewall tread. When the edge of the ground contact and the like, come into contact with the bevel gauge, usually shear force increases the impact of the bevel on the shoulder blocks like the force acting in the plane of the road, perpendicular to the line of intersection of this plane with the middle plane of the wheel. However, as the area located axially in the outer direction from the longitudinal slats, located in the shoulder block, can elastically be deformed axially in the outer direction when using the deepening in the center of application of force, allowing you to remove a transverse force, without passing throughout the bus, thus, improve performance, prevent wobbling while driving. Moreover, since the recess has a limited depth and the axially inner ends of the grooves are radial zone, corresponding to the range from 50 to 100% depth of longitudinal slats, the recess serves for the effect of elastic deformation, as described above, without excessive reduction of the rigidity of the zones adjacent to the edges of the ground contact of the tread shoulder blocks, so clicks the zoom improving the wear resistance of the shoulder blocks.

BRIEF DESCRIPTION of DRAWINGS

Figure 1 shows the cross section of the left half of a pneumatic tire illustrating an embodiment of the present invention.

Figure 2 shows the partial scan tread presented in figure 1.

Figure 3 shows an enlarged horizontal projection of the shoulder block.

Figure 4 shows a partial perspective view of the tread of the tire in accordance with the invention.

Figure 5(a) shows the enlarged view in transverse section taken on line I-I of Figure 4, and figure 5(b) shows the enlarged view of part of Figure 5(a).

Figure 6 shows a partial perspective view of the tread of a pneumatic tire illustrating another embodiment of the present invention and

7 shows a view in transverse section to illustrate the square shape of the shoulder protector, as seen in known pneumatic tire.

The embodiment of the present invention is described here with reference to the accompanying drawings.

Figure 1 presents a view of longitudinal section including the axis of rotation of the pneumatic tire in accordance with an embodiment of the present invention, in which the tire 1 is presented in a standard unloaded condition in which the tire 1 mounted on a standard rim (not shown) and is pumped to a normal internal pressure, but the load is not applied. Here the dimensions soo the relevant parts or zones of the tire mean values, measured in standard condition, unless otherwise noted.

The term "standard rim" means the rim is determined for each tire by the standardization system, which is based bus, and represents, for example, the "standard rim" in the JATMA (Japan Association of manufacturers of automotive tires), "model bus" in the system TRA (Tire and Rim Association) and "measuring wheel" in the ETRTO (European technical organization rims and tires). The term "normal internal pressure" means an air pressure determined for each tire by the standardization system, and represents, for example, "maximum air pressure" in the system JATMA, the maximum value listed in the table "Within loads of tyres at different pressures of the cold pumping system TRA, and "inflation Pressure" in the system throughout the year, meaning that in case of tires for passenger cars "normal internal pressure is 180 kPa.

Pneumatic tire 1 includes, as shown in figures 1 and 2, the tread 2, a pair of shoulder areas 3, located radially inward from both edges of the tread 2, and a pair of edges bus (not shown)located radially inward from the tire sidewalls and being their continuation. The tire 1 in this embodiment is neshipovannyh tire for passenger cars. Bus 1 is reinforced Karka is 4 Ohm, includes cords of organic fibers held in a toroidal shape, and the layer 5 of the belt rigidity, located inside of the tread 2 and radially outward from the frame 4 and consisting, for example, of two layers 5A and 5B belt steel cord.

The protector 2 is provided with multiple annular grooves 6, running continuously in the longitudinal direction of the bus, and multiple cross grooves 7, going in the direction crossing the circumferential grooves 6. These annular and transverse grooves 6 and 7 have a draining action and the action of the displacement of snow.

The annular grooves 6 include, for example, two Central circumferential grooves 6A, 6A, located near the equator of the tire and passing on both sides of the equator of the tire, a pair of middle circumferential grooves 6b, 6b located axially outward from the Central grooves 6A, 6A, and a pair of shoulder circumferential grooves 6C, 6C, located axially outward from the middle grooves 6b, 6b and directed in the longitudinal direction on a line located near the edges of the ground contact E, that is, In this embodiment represented in the drawings, the Central and middle ring grooves 6A and 6b made in the form of a zigzag, and a shoulder ring grooves made in the form of a straight line. In the present invention, however, the shape, width and depth of grooves, respectively, may be changed, without limitation presents p is the iMER.

The term "edge E of the ground contact ", as used herein, means axially most remote location of the contact area with the ground tread obtained when the pneumatic tire 1 under standard conditions load normal load and put in contact with a flat surface, the angle of the slope of the middle plane of rotation of the wheel to the longitudinal vertical plane of 0°. The term "normal load" means a load that is set for each bus in the system of standardization and means, for example, the maximum permissible load in the system JATMA, the maximum value listed in the table "Within the bus loads at different pressures of the cold pumping system TRA, and the "load capacity" in the system throughout the year, providing in the case of tires for passenger cars "normal load" 88% of specified above.

The transverse grooves 7 include many of the Central lateral grooves 7a, located transversely between the Central annular grooves 6A, 6A, many of the first secondary transverse grooves 7b located transversely between the Central annular groove 6A and the middle annular groove 6b, a lot of second secondary transverse grooves 7C, located transversely between the middle annular groove 6b and shoulder of the annular groove 6C, and many shoulder transverse grooves 7d, R is spallogenic across between the shoulder of the annular groove 6 and the edge E of the ground contact. Transverse grooves from 7a to 7d in this embodiment have a wall zigzag shape. Zigzag wall of the groove is advisable to gain traction on icy roads, because the length of the edges of the transverse grooves from 7a to 7d increases.

In this embodiment, the protector 2 includes seven rows of blocks arranged in the longitudinal direction, in particular the Central range blocks BR1, in which the Central blocks B1 are arranged in the longitudinal direction on the equator of the tire, first the average number of BR2 blocks, in which the first medium blocks B2 are arranged in the longitudinal direction, on both sides from the Central range blocks BR1, the second the average number of BR3 blocks, in which the second medium blocks B3 are arranged in the longitudinal direction on the axially outer side of each of the first series BR2 medium blocks, and rows BR4 shoulder blocks, in which the shoulder blocks B4 are arranged in the longitudinal direction, along each edge E of contact with the ground, on the axially outer side of each of the second series BR3 medium blocks.

The axial width BW of each of the blocks from B1 to B4 (in other words, the rows BR1-BR4 blocks) are practically unlimited. However, if the width BW is too small, there is a possibility that the transverse stiffness is too reduced, impairing the stability of steering control, and if the width is too large, the su is basically the probability what characteristics of the vehicle on snowy roads get worse as the volume of the annular grooves 6 will decrease. Therefore, from this point of view, the axial width BW of each of the blocks B1-B4 is preferably at least 16 mm, more preferably at least 20 mm, and is preferably maximally 30 mm, more preferably a maximum of 26 mm

Many slats 10 are located in the axial direction (hereinafter indicated as "axial lamellae 10"), provided in each of the blocks B1-B4. Figure 3 presents an enlarged horizontal projection of the shoulder block B4. As shown in Figure 3, the slats 10 are made in the form of thin notches having a small width W1 from about 0.5 to about 1.5 mm Axial lamellae 10 increase the force of friction on icy roads, in particular during the movement along a straight line, using the edges, thus effectively showing tractive and braking effort. In order to operate efficiently, it is preferable that the axial lamella 10 is positioned at a tilt so that the inclination angle θ1 of the straight line L1 connected with both ends 10A and 10b of the slats 10, relative to the axial direction of the tire, preferably ranged, maximum ±20°, more preferably a maximum of ±15°. In this embodiment use zigzag slats 10, located and is ciolino in the form of a zigzag, but the slats 10 can take various forms, such as wave, straight line, zigzag, and a combination thereof.

As shown in figure 1, the pneumatic tire 1 of the present invention has shoulders square shape so that the outer surface 2A of the shoulder blocks B4 and the surface 14 of the sidewall tread located radially inward and axially outward from the edge E of the contact with the ground, intersect at the edge E of the contact with the ground, forming a solid edge or corner. In other words, each of the edges E of the ground contact is an edge (corner). Therefore, since the pneumatic tire 1 of the present invention provides greater width TW of the ground contact compared to tires with the so-called rounded shape of the shoulder, the contact area with the soil increase, to get a lot of traction and braking effort on the icy roads.

As shown in Figure 3, each of the shoulder blocks B4 equipped with slats 11 arranged in the longitudinal direction (hereinafter indicated as "longitudinal slats" 11), in the field F, with borders removed axially outward from each edge E of contact with the ground at a distance of 2 mm and 10 mm

Longitudinal slats 11 in this embodiment include zigzag middle zone 11S and linear end zone 11a and 11b located on both sides of the Central zone 11S. However, the shape of the slats 11 are not limited to such. Anal is Gino axial lamellae 10, longitudinal plate 11 made in the form of a notch of a width W2 from approximately 0.5 to approximately 1.5 mm Longitudinal plate 11 serves to demonstrate effective edge when turning on icy roads.

In order to effectively demonstrate this effect, it is preferable that the inclination angle θ2 of the straight line L2 connecting both ends 11th, 11th longitudinal slats 11 in relation to the longitudinal direction of the bus, was a maximum of ±20°, preferably a maximum of ±10°, more preferably a maximum of ±5°. Moreover, preferably, as shown in Figure 3 so that the longitudinal plate 11 located so as to be entirely in the domain of F without going beyond the domain of F, provided that the claim that the longitudinal plate 11 is located in the field F, is satisfied if the straight line L2 is within the scope F without going beyond the field F.

Shoulder block B4 is divided by a longitudinal plate 11 on the primary zone 12 located axially inward from the longitudinal slats 11, and an edge zone 13 located axially outward from the longitudinal slats 11 and having a smaller axial width than the width of the main zone 12. As the regional area 13 has a smaller width than the main area 12, then it is less rigid and easier to deform under the influence of external forces. For this reason, marginal zone 13 elastically Def is Merwede when coming in contact with the slope gauge and prevents the emission of wheels on the slope gauge.

If the longitudinal plate 11 is not separated from the edge E of the ground contact in a direction axially inward by a distance of 2 mm or more, the width of the marginal zone 13 becomes too small, therefore the regional area 13 quickly peel off or wear out unevenly. On the other hand, if the axial length of the longitudinal slats 11 from the edge E of the ground contact is more than 10 mm, the width of the marginal zone 13 becomes larger, hence its elastic deformation is reduced, reducing the effect of suppressing the influence of the vehicle on the road.

The above action of the marginal zone 13 can be achieved, even if marginal zone 13 is not completely separated from the main area 12 of the longitudinal plate 11. However, if the longitudinal length LS of the longitudinal slats 11 is excessively small, the rigidity of the marginal zone 13 of the shoulder block B4 sufficiently reduced. Therefore, the length LS is preferably at least 50%, more preferably at least 60% of the longitudinal length LB shoulder block B4, measured along the edge of the ground contact E.

Longitudinal plate 11 can be connected with the shoulder lateral groove or grooves 7d. In this case, however, the rigidity of the edge zones 13 can be reduced a little. Therefore, it is preferable that the longitudinal plate 11 has been closed, so that both ends 11th slats 11 were located within the unit is B4, without the connection with the adjacent shoulder grooves 7d. In particular, from the viewpoint of preventing uneven wear occurring at both ends 11th longitudinal slats 11, the longitudinal distance between the shoulder lateral groove 7d and each end of the 11th slats 11 is preferably at least 1 mm, more preferably at least 2 mm

Depth SD of longitudinal slats 11 (shown in Fig.1) is not particularly limited. However, if the depth SD is too small, there is a possibility that marginal area 13 will be erased in the early stages of use due to wear, and if the depth SD is too large, there is a possibility that the rigidity of the shoulder blocks B4 will be reduced, compromising the stability of the vehicle and wear resistance. Therefore, the depth SD of longitudinal slats 11 is preferably at least 20%, more preferably at least 30% of the depth GD of the shoulder groove 6C, and preferably is a maximum of 80%, and more preferably a maximum of 70% of the depth GD of the shoulder groove 6C. The depth of the grooves means the value measured along the Central line of the cross-section of the groove.

4 shows a perspective view of the tread 2, including shoulder block B4 pneumatic tire 1. Figure 5(a) shows the enlarged view in cross section of the, taken along the line I-I in figure 4, and figure 5(b) shows the enlarged view of part of Figure 5(a). In this embodiment represented in the drawings, the surface 14 of the sidewall protector comprises an outer bevel 14a, with the inclination directed radially inward and axially outward from the edge E of the ground contact (for example, at an angle α of 5 to 30° relative to the radial direction of the tire), the average slant 14b, which is a continuation of the outer bevel 14a and directed axially inward with a slope smaller than the outer bevel 14a, relative to the axial direction (namely, at an angle greater than the angle α relative to the radial direction)and the inner bevel 14C, which is continuation of secondary bevel 14b and has a slope approximately parallel to the slope of the external bevel 14a. In this embodiment represented in the drawings, the bevels 14a and 14b are made in small steps, and the length of the bevel 14C in cross section much larger than the length of the bevelled edges 14a and 14b in cross section. Length bevelled edges 14a and 14b may be the same or different from each other. In this embodiment, the length of the bevel 14b is slightly greater than the length of the bevel 14a.

Pneumatic tire 1 of the present invention provided with a recess 15, which is located in the longitudinal direction on the surface 14 of the sidewall protector, more specifically, at least part of the protruding region Z (frequent is, shown in Figure 4 in gray)obtained by cutting the longitudinal slats 11 on the surface of the sidewall 14 of the protector along the axial direction. The recess 15, in this embodiment represented in the drawings, is located in the middle bevel surface 14b 14 sidewall tread and runs in the longitudinal direction of the bevel 14b.

The magnitude of the GW longitudinal length of the open recesses 15 may be the same as the length of the bevel 14b in cross-section, as shown on the drawings, or may be less than the length of the bevel 14b in cross section.

The surface 14 of the sidewall protector has the form of a bevel tilt in the radial direction to the inside in the axial direction to the outside. Therefore, the edge area 13 of the block B4 cannot be sufficiently deformed in an axial direction outward only formed by a longitudinal plate 11. Conversely, when the recess 15 additionally provide in the above shoulder height Z on the surface 14 of the sidewall tread, the width of the bottom zone located axially outward from the longitudinal slats 11, can be reduced, as can be seen from Figure 5(a), so that marginal area 13 can be deformed axially outward to a greater extent. Therefore, when shear force is increasing, the slope gauge operates on the shoulder blocks B4, the recess 15 serves as a Central application of force to pack the Hugo and significantly distort the edge areas 13 blocks B4 in the direction axially outward. Force acting in the plane of the road, perpendicular to the line of intersection of this plane with the middle line of the wheel (lateral force)caused by the gauge can be avoided through deformation of the marginal zone 13, so that the action against wobbling while driving is greatly enhanced.

Since the longitudinal slats 11 in this embodiment contain zigzag zone 11S, the main area 12 and the edge area 13 of the shoulder block B4 are in contact with each other in a zigzag zone 11S, and accordingly, can completely deformed in the longitudinal direction. Therefore, the shoulder block B4 is more securely protected from the occurrence of uneven wear on the part of the marginal zone 13.

In this document, the protruding region Z represents the outer surface of the tire placed in the middle between the edge E of the ground contact and the P line (line or the position of the bottom slats 11B longitudinal slats 11 that extends in an axial direction above the surface 14 of the sidewall tread), as shown in Figure 5(a), and has the same longitudinal length LS, and the longitudinal plate 11.

Depth Hd of the recess 15 from the surface 14 of the sidewall tread is from 0.5 to 3 mm If the depth Hd is less than 0.5 mm, the edge area 13 cannot sufficiently to deform axially outwards, thus, the effect of suppressing Vilani the car while driving is reduced. If the depth Hd is less than 3 mm, the rigidity of the marginal zone 13 can easily be reduced, thus, the possibility exists that the wear resistance deteriorates. From this point of view, depth Hd of the recess 15 is preferably at least 1 mm and a maximum of 2 mm In the present work, as shown in Figure 5(b), depth HD of the recess 15 is the value measured in the direction perpendicular to the plane of HP, which connects the radially outer edge of 15o recesses 15 and the radially inner edge 15i recesses 15.

It is necessary that the recess 15 is located so that its radially recessed region 15V was located in a radial position corresponding to the region of the M constituting from 50 to 100% of the depth SD of longitudinal slats 11. If recessed edge 15V is located in a position corresponding to less than 50% of the depth SD of the slats 11, the rigidity of the lower part of the marginal zone 13 cannot be sufficiently reduced, and therefore, a sufficient effect of suppressing the influence while driving will not be received. If recessed edge 15V provisions of the recess 15 is located radially below the bottom 11B of the longitudinal slats 11, the average deformation of the marginal zone 13 becomes larger, so that at the bottom of the slats 11 are easily formed cracks and uneven wear develops, starting from the marginal zone 13. From this point of view, especially a preference for the equipment, to the recess 15 is located so that its radially recessed region 15V was in a radial position, comprising from 50% to 70% of the depth SD of longitudinal slats 11.

The profile of the recess 15 is practically unlimited. Preferably, the recess 15 had approximately triangular cross section, as shown in Figure 5(a) and 5(b). In the longitudinal section of tire this recess 15 includes a vertical plane 15A located on the surface 14 of the sidewall of the tread in a direction radially inwards at an angle in the range of ±10° relative to the radial direction, the horizontal plane 15b, located in a position radially inward from the vertical plane 15A and located from the surface 14 of the sidewall of the tread in a direction axially inward at an angle in the range of ±10° relative to the axial direction, and the projection of the circular arc 15C connecting the vertical plane 15A and the horizontal plane 15b smooth arc of a circle. In the embodiment represented in the drawings, the horizontal plane 15b provides a radially recessed region 15V recesses 15 or radially recessed end position.

Vertical plane 15A is held approximately parallel to the longitudinal slats 11, in accordance with which the lower part of the marginal zone 13 has an essentially constant width and e is the stiffness, undoubtedly reduced. Thus, the edge areas 13 of the shoulder blocks B4 sufficiently deformed when driving on rugged tracks, undoubtedly showing the effect of suppressing the influence while driving. If the angle of the vertical plane 15A is more than +10° relative to the radial direction (where "+" means the counterclockwise direction and, for example, a vertical plane, with the angle +10°, implies a plane that is inclined radially inward and axially inward at an angle of 10°relative to the radial direction), there is a possibility that the rigidity of the marginal zone 13 is excessively reduced, and accordingly, is easily wear and uneven wear. If the angle of the vertical plane 15A of less than -10°, the effect of suppressing the influence while driving is reduced, as the rigidity of the marginal zone 13 is not sufficiently reduced.

Horizontal plane 15b provides sufficient space for deformation, so as not to hinder the deformation of the marginal zone 13 axially outward. Therefore, the force acting in the plane of the road, perpendicular to the line of intersection of this plane with the middle line of the wheel that occurs when driving on rugged tracks, can certainly be avoided. Moreover, since the horizontal plane 15b is a continuation of domestic RMS is and 14C surface 14 of the sidewall protector and as the thickness of the rubber inner bevel 14C much more than the thickness of the rubber outer bevel 14a, it is possible to effectively prevent damage to the bottom 11B of the longitudinal slats 11.

If the angle of the horizontal plane 15b is more than +10° relative to the axial direction (where "+" means the counterclockwise direction and, for example, a horizontal plane having an angle of +10° means a plane that is located radially outward and axially inward at an angle of 10°relative to the axial direction), there is a possibility that the rigidity of the marginal zone 13 is easy to reduce, and is not appropriate stress concentration in the vicinity of the crossing point (the projection of the circular arc 15C) between the vertical plane 15A and the horizontal plane 15b. If the angle of the horizontal plane 15b less than -10°, (where "-" means the clockwise direction and, for example, a horizontal plane, with the angle of -10° implies a plane that is located radially inward and axially inward at an angle of 10° relative to the axial direction), there is a possibility that the above space, allowing the marginal zone 13 to deform axially outward decreases. In addition, if the angle of the horizontal plane 15b is outside the specified range, it prevents the elimination of the force acting in the plane of the road to perpendicu the Jarno to the line of intersection of this plane with the middle line of the wheel.

The projection of the circular arc 15C of the recess 15 serves to effectively prevent the concentration of stresses in the zone of intersection of the vertical and horizontal planes 15A and 15b, respectively, can prevent the occurrence of cracks or similar phenomena during long-term operation.

The recess 15 in this embodiment has a longitudinal length greater than a longitudinal length LS of the longitudinal slats 11. Moreover, each of the two ends 15th of the recess 15 is located in the longitudinal direction between each end of the 11th longitudinal slats 11 and the shoulder lateral groove 7d closest to the end of the 11th (in other words, in position between each longitudinal edge of the serving area Z and the adjacent shoulder longitudinal groove 7d). This recess 15 more definitely makes the bottom or trough of the marginal zone 13 of the shoulder block B4 elastic, and therefore further enhances the effect of suppressing the influence while driving. However, one of the two ends 15th or both ends 15th may be located within the serving area Z.

While the embodiment of the present invention is described with reference to the drawings, it goes without saying that the present invention is not limited to this embodiment and can be made a variety of changes and modifications. For example, as shown in Fig.6,at least one of the annular grooves 17-19 has a different shape, which serves to reduce the hardness of the surface 14 of the sidewall protector, and can be provided on the surface 14 of the sidewall protector (in the embodiment represented in the drawings, the inner bevel 14C surface 14 of the sidewall tread).

The present invention is further described and explained in the following examples. You should understand that the present invention is not limited to these examples.

EXAMPLES

Test tires (Examples and Comparative Examples)having the basic structure represented in figure 1-5, were made based on the technical descriptions provided in table 1. Estimated effect against the wobbling of the vehicle, wear resistance and TGC performance tires.

Characteristics common to all tires, the following:

The width BW of the shoulder block: 25 mm

The length LB of the shoulder block from 31,8 to 39,3 mm (deviation step)

The depth GD of the shoulder ring grooves: 9.9 mm

The width of the shoulder ring grooves: 6.9 mm

Depth SD of longitudinal slats: 5.0 mm

The width W2 of the longitudinal slats: 0.3 mm

The length LS of the longitudinal slats: from 17.9 to 21.9mm (deviation step)

Test methods

Feature preventing wobbling of the car

Tires were installed on the car of 2000 cc FR, and the car felt on the rugged icy ruts and sasne the military road. The characteristic of preventing wobbling of the vehicle, was assessed by the sensations of the driver. The evaluation was conducted ten-way. The higher the value, the better the characteristic of preventing wobbling of the vehicle.

The test conditions are the following:

Tyre size: 195/65 R15

Rim: 6.5 cm×15

Internal tire pressure: 200 kPa

Durability

The above test car was 8000 miles on a dry asphalt road. Measured amount of wear of the shoulder blocks. The results are presented as an indicator, based on the result of Comparative example 2 taken as 100. The higher the value, the better the wear resistance.

Features TGC

The tire was tested on a rotating test drum, which was breathed air containing ozone 50 pphm (500 l/h), and visually observed structure of deepening (cracks).

The test conditions are the following:

Rim: 6.5 cm×15

Internal tire pressure: 200 kPa

Load: of 6.96 kN

Speed: 80 km/h

Running time: 200 hours

The results are presented in table 1.

The table shows that the samples of tires in accordance with the present invention is improved, preventing wobbling of the vehicle without loss of wear resistance, when compared to comparative samples tires.

Table 1
Cf. OBRCf. OBROBRCf. OBROBRCf. OBRCf. OBR
The longitudinal position of the blades (the distance between the straight line L2 and the edge of the ground contact (E) (mm)1,510,55,05,05,05,05,0
Depth Hd deepening (mm)1,51,51,50,43,51,51,5
The position of the recessed edge of the recess to a depth SD of longitudinal slats (%)606060606040110
The angle of the vertical plane of the recess (degrees)0 000000
The angle of the horizontal plane of the recess (degrees)90909090909090
The radius of curvature of the projection of the arc of the recess (mm)0,50,50,50,50,50,50,5
Feature counter-wavering (scale 1-10)7565757
Wear resistance (index)901001001009510090
Description TGC GoodGoodGoodGoodGoodGoodRastrelli
of

1. Pneumatic tire including a tread containing a pair of shoulder blocks, bounded by a pair of annular shoulder grooves passing continuously in the longitudinal direction of the tire on the side edge contact with the ground, and many lateral shoulder grooves, running from the said annular shoulder grooves to the edges of the ground contact and arranged in a row along each of these edges contact with the ground,
where this pneumatic tire has a shoulder shaped outer surface above the shoulder blocks and the surface of the sidewall of the tread located radially inward and axially outward from each of these edges contact with the ground, intersecting at each of these edges contact with the soil to form a solid edge, and
where each of the shoulder blocks with longitudinal lamella, running in the longitudinal direction in the field, remote axially inward from each of these edges in contact with the ground at a distance of 2 mm or more and 10 mm or less, the surface of the sidewall tread provided with a recess running in PR the longitudinal direction and having a depth of 0.5 to 3 mm, measured from a specified surface of the sidewall of the tread, at least in part serving area resulting from the protrusion of the specified longitudinal slats over the surface of the sidewall of the tread and radially recessed region specified deepening is located in a radial position that corresponds to the area constituting from 50 to 100% of the depth specified longitudinal slats.

2. Pneumatic tire according to claim 1, in which in the meridional cross-section including the axis of rotation of the tire in the unloaded standard condition, in which the tire is mounted on a standard rim and inflate to normal internal pressure, the recess has an approximately triangular cross section including a vertical plane running from a specified surface of the sidewall of the tread in a direction radially inwards at an angle in the range of ±10° relative to the radial direction, a horizontal plane that is located radially inward from the said vertical plane and going from the specified surface of the sidewall of the tread in a direction axially inward at an angle in the range of ±10° relative to the axial direction, and the projection of the arc connecting these vertical and horizontal plane smooth arc.

3. Pneumatic tire according to claim 1, in which the side surface protectorate outer bevel, located radially inward and axially outward from said region of contact with the ground, the average slant, which is a continuation of the above-mentioned external bevel and located axially inward with a slope less than the slope of the specified outer bevel, inner bevel, which is a continuation of this secondary bevel and located approximately parallel to the specified external bevel, and this recess is provided in the specified secondary bevel.

4. Pneumatic tire according to claim 1, in which the longitudinal lamella is located in the shoulder block, without connection with bordering both ends of the lateral shoulder grooves.

5. Pneumatic tire according to claim 4, in which the specified recess has a longitudinal length greater than the length of the specified longitudinal slats, and is located in the surface of the sidewall of the tread so that both ends of the specified cavities are not connected with the adjacent lateral shoulder grooves, and each end of the recess is located between the end of the specified longitudinal slats and transverse humeral groove located on the end sides of the slats.



 

Same patents:

Air tire // 2413627

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed tire has decorative area 2 is located on, at least, one of two surfaces 1 of tire sides. Decorative area 2 comprises raised section 3 and section 4 of signs. Parts of raised section 3 are formed by first group 15A of ledges running parallel each other, and second group of ledges 15B comprising ledges 5B running parallel each other in direction other than that of ledges 5A. Besides, each sign on sign section 4 is produced by flat surface parallel to sidewall surface 1 or by multiple said flat surfaces combined so that maximum height of sign section 4, relative of sidewall surface level, exceeds maximum height of raised section 3.

EFFECT: increased variability in arrangement of signs as compared with raised sections.

9 cl, 11 dwg

Air tire // 2409478

FIELD: transport.

SUBSTANCE: proposed air tire has swirling ledges made on tire casing, each with sharpened edge part. The following relationships are valid for proposed air tire: 0.015≤H/√R≤0.64; 1.0≤p/H≤50.0; 0.1≤H/e≤3.0; 1.0≤L/H≤50.0; and 0.1≤(p-w)/w≤100.0, where "R" is tire radius, "H" is ledge maximum height, "p" is circumferential interval of ledges, "e" is radial interval of ledges, "L" is ledge radial length, "w" is ledge circumferential length.

EFFECT: reduced tire temperature at invariable operating properties.

12 cl, 81 dwg

Auto-tire casing // 2405683

FIELD: transport.

SUBSTANCE: invention relates to auto-tire casings furnished with the mark consisting of symbols made on decorative bands arranged on tire side strips. Auto-tire casing mark is arranged on annular decorative strip located on the surface of at least one of lateral walls. At least one mark features inner envelope curve in tire radial direction has arch shape with convexity directed outward, while arch curvature radius exceeds the distance from tire rotational center to the arch point that is located closer to tire rotational center.

EFFECT: better mark readability.

3 cl, 3 dwg

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Air tire comprises peripheral tread arranged between opposite edges of the tread and opposite side strips arranged radially inside towards said opposite edges of the tread. Each side strip has rectangular protruding block and triangular protruding block. Said rectangular protruding block protrudes axially outward for first magnitude. Said triangular protruding block protrudes axially outward for second magnitude. Said first magnitude exceeds said second magnitude.

EFFECT: better cross country capacity and adhesion with wet and dry road surface.

20 cl, 5 dwg

Air tire // 2414361

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Air tire 1 has tread 2 with four main lengthwise grooves 3 with width HG making, at least, 4 mm to divide said tread into central zone 4 with contact with soil, two medium zones 4m of contact with soil and two shoulder zones 4s of contact of soil. Each of zones 4 c, 4m and 4s consists of rows Bc, Bm and Bs of units divided by crosswise grooves 5. Every said unit 6 comprises plates 7. Axial width Wc of central zone 4 of contact with soil varies from 10 to 15% of width TW of tread contact with soil; axial width Wm of central zone 4m of contact with soil varies from 15 to 22% of width of tread contact with soil and axial width Ws of shoulder zone 4s of contact with soil varies from 15 to 22% of width TW of tread contact with soil. Central zone 4m of contact with soil is divided into axially inner parts 4mi and axially outer part 4mo by the grooved in tire lengthwise direction, groove width Hg varying from 2 to 6 mm.

EFFECT: improved contact of tire with icy and snowy road.

6 cl, 5 dwg, 1 tbl

Pneumatic tire // 2408471

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Pneumatic tire half-section obtained by dividing tire tread by treat pattern central line into halves comprises: central main groove 3, lateral main groove, abrupt grooves 7 and central contact section 6 divided into multiple blocks 14 that form a line of blocks 15. Abrupt groove 7 has sloped groove bottom section 8 wherein groove depth increase gradually from central main groove 3 toward first lateral main groove 5. First acute-angles section arranged between central main groove 3 and each abrupt groove 7 has first chamfered section 9, wherein contact section height decreases gradually toward edge 9 from its crest. It has also sloped section 8 of groove bottom and first sloped section 9 located adjoining each other in direction W of tire width.

EFFECT: reduced noise and wear, improved draining properties and higher stability.

11 cl, 7 dwg

Pneumatic tire // 2388617

FIELD: transport.

SUBSTANCE: proposed invention relates to automotive industry. Central groove (14) directed along circumference is arranged on equator (CL) of tread (12). Note here that first transverse grooves (20) are arranged on both sides of aforesaid central groove that are formed with smaller angle with respect to tire axial direction compared with first transverse groove (20).One end of every first transverse groove (20) and one end of every second transverse groove (22) are connected with shoulder zone groove (18) directed along circumference, while shoulder zone transverse grooves (23) are arranged on outer side of every shoulder zone groove (18) directed along circumference. Every shoulder zone transverse groove (23) runs from jointing part towards tread edge (12E) and is formed at smaller angle to tire axial direction than that of first transverse groove (20).

EFFECT: higher adhesion of tire.

7 cl, 6 dwg

Pneumatic machine // 2378130

FIELD: motor industry.

SUBSTANCE: tyre has tread surface equipped with multiple circular grooves (2, 4), which pass continuously in circumferential direction. Circular grooves (2, 4) each are equipped with multiple transverse grooves (7, 8), every of which has one end, which communicates to circular groove, and other end that ends in section (7, 8) of contact with earth surface, independently on other circular grooves, at the same time other transverse grooves are communicated to other circular grooves or with tread surface, which contacts with earth. Circular grooves (2, 4) and transverse grooves (7, 8) have, each, width, which is previously selected so that opposite walls of grooves do not contact with each other with such condition of tyre, when it is mounted on suitable standard rim, filled with air at maximum pressure and is loaded with weight, which corresponds to maximum bearing capacity of tyre. Width of specified transverse grooves, at least locally makes at least 30% of width of specified circular grooves. Each of specified transverse grooves has length, which makes at least 40% of length of specified circular grooves extension on specified surface of contact with earth.

EFFECT: reduced level of tyre noise.

6 cl, 10 dwg

Tread of tire // 2288846

FIELD: tire industry; heavy-weight truck tires.

SUBSTANCE: proposed tire tread with relief pattern is formed by two circumferential grooves. Said grooves are limited by two ribs of mean width containing great number of cuts whose contours on contact surface, when non-worn-out, are arranged between two points of intersection A and B, AB segment forming angle α not exceeding 40° in cross direction of tread. Each cut 7 of mean width E contains sequence of sections of cut. Some of said sections of cut over entire surface parallel to contact surface in non-worn-out state and enclosed between surface in non-worn-out state and 2/3 of maximum depth of cut have contours forming mean angle β not exceeding 15° in longitudinal direction of tread.

EFFECT: increased tire life.

8 cl, 7 dwg

Tire tread // 2246408

FIELD: automotive industry; tires for trucks.

SUBSTANCE: tire tread contains grooves arranged over circumference whose side walls are provided with upper and lower wavy areas located in staggered order relative to each other or are out of phase. Side walls has alternating projections and cavities relative to perpendicular middle line passing through upper edges of grooves. Space is made under edges of grooves over entire circumference of tread, rending flexibility to tread and preventing "rail wear".

EFFECT: reduced wear of tires.

24 cl, 14 dwg

FIELD: tire industry.

SUBSTANCE: proposed tire is provided with tread having two deep circular grooves separating central zone from two side shoulder zones furnished with shoulder blocks. Sum of width values of shoulder zones in tread is either equal to or less than 60% of its summary width. Width of each shoulder zone is not less than 20% of summary width. Each circular groove at side separated from central zone adjoins continuous path from which cross grooves branch to limit shoulder blocks.

EFFECT: increased wear resistance of tire.

10 cl, 9 dwg

The invention relates to the automotive industry

Pneumatic tire // 2433052

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed tire has multiple road sections made up by multiple peripheral grooves running along tire periphery, and multiple transverses grooves running across tire surface. Peripheral groove consists of one main wide peripheral groove and multiple narrow peripheral auxiliary grooves. Width of peripheral auxiliary groove makes less than 60% of main peripheral groove width. Total width of peripheral auxiliary grooves is smaller than that of the main peripheral groove.

EFFECT: better road grip.

4 cl, 3 dwg

Pneumatic tire // 2427476

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Pneumatic tire comprises two first main grooves, multiple lateral grooves and multiple slot-like drain grooves in treat section. Groove wall surface nearby each first main groove located closer to tire equatorial line allows cyclic variation of groove wall inclination relative to direction along normal line to tread. Note here that said variation represents gradual increase from minimum of 0° to 15° to maximum of 15° to 45° At points whereat said inclination exists at the level of its maximum neither lateral groove communicates with main groove. At these points groove wall surface is continuous.

EFFECT: perfected cross-country capacity.

8 cl, 9 dwg, 1 tbl

Pneumatic tire // 2426656

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed pneumatic tire comprises multiple angular grooves 3 on tread 1 on both sides of equator E to run at angle on to outer surface along tire width in direction opposite the tire rotational direction R, and multiple crosswise grooves 4 on treat on both sides of equator E running at angle on to outer side of tire in direction opposite said rotational direction R. Contact central surface 10 running continuously along tire circumference is formed by angular grooves 3 and crosswise grooves 4 at tread center relative to tire equator E. Outer sections of contact surface 20 formed by multiple blocks 21 are arranged on outer sections over tire width in direction of angular grooves 3. Multiple slot-like drain grooves 11, 21 ruing along tire width are located at the center of contact surface 10 and on every outer section of contact surface 20. Angular grooves 3 are arranged to intersect at least two crosswise grooves 4.

EFFECT: improved operating performances on ice, snow and wet road coat.

7 cl, 6 dwg, 1 tbl

Pneumatic tire // 2424913

FIELD: transport.

SUBSTANCE: invention relates to air tire. Tire tread is provided with blocks 26 separated by peripheral and crosswise grooves. Said block 26 has cutout 28, its wall surface being furnished with fine structure 32 with height varying from 1/50 of cutout width (t) to at least 1/10 of cutout width (t). This allows reducing water friction relative to cutout wall surface compared with traditional tires. So, water existing on ice comes in contact with cutout wall surface to be readily sucked into said cutout.

EFFECT: improved braking characteristics on ice.

12 cl, 27 dwg

Pneumatic tire // 2424912

FIELD: transport.

SUBSTANCE: invention relates to air tire. Pneumatic tire comprises multiple main grooves 1, 2 running along tire circumference over treat surface, grouser grooves 3 alternating along tire circumference to het connected at angle between adjoining main grooves (2) made on inner side of the extreme main groove to produce lines of blocks made up of assemblage of blocks, and assemblage of slotted drain grooves 7 formed in block 5 across the tire to make directed pattern of tread. Shoulder section on said main extreme groove forms rib 6 with grouser groove ends and alternating along tire circumference and running from shoulder section end S to said extreme main groove 2 so that not to be connected with said main groove and multiple slotted drain grooves running across tire. Multiple bevels 8 with regularly changing bevel angle are arranged across tire edge, on rib inner side 6, said bevels being alternated and constant.

EFFECT: higher wear resistance, stable control in snow.

8 cl, 5 dwg

Pneumatic tire // 2424911

FIELD: transport.

SUBSTANCE: invention relates to air tire. Pneumatic tire tread T comprises at least three main grooves 1 and 2 running along tire periphery and multiple crosswise grooves 3 interconnected between main grooves to run across tire so that multiple blocks 5 are separated by main grooves 1, 2 and crosswise grooves 3. Central main groove 1, 2 located on tire equator E features liner shape. Crosswise grooves are arranged at 40° to 60° to direction along tire periphery. Ledge lower section s formed in crosswise grooves 3 in region connected with central main groove 1. Crosswise groove width varies with its depth. Crosswise groove depth at ledge base makes 40% to 60% of central main groove depth while minimum width of crosswise groove 3 varies from 30% to 50% of its maximum width.

EFFECT: higher stability on iced and dry road coat.

6 cl, 4 dwg

Pneumatic tire // 2423245

FIELD: transport.

SUBSTANCE: invention relates to air tire. Pneumatic tire comprises contact sites arranged in tread and formed by dividing tread by grooves. Note that each contact site is provided with narrow grooves in surface contact with contact site soil. Inclination of narrow grooves relative to tire circumference is set larger in end zones located on both sides from central zone in crosswise direction of tire in every contact site compared with central zone.

EFFECT: improved performances on ice.

6 cl, 6 dwg

Air tire // 2414361

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Air tire 1 has tread 2 with four main lengthwise grooves 3 with width HG making, at least, 4 mm to divide said tread into central zone 4 with contact with soil, two medium zones 4m of contact with soil and two shoulder zones 4s of contact of soil. Each of zones 4 c, 4m and 4s consists of rows Bc, Bm and Bs of units divided by crosswise grooves 5. Every said unit 6 comprises plates 7. Axial width Wc of central zone 4 of contact with soil varies from 10 to 15% of width TW of tread contact with soil; axial width Wm of central zone 4m of contact with soil varies from 15 to 22% of width of tread contact with soil and axial width Ws of shoulder zone 4s of contact with soil varies from 15 to 22% of width TW of tread contact with soil. Central zone 4m of contact with soil is divided into axially inner parts 4mi and axially outer part 4mo by the grooved in tire lengthwise direction, groove width Hg varying from 2 to 6 mm.

EFFECT: improved contact of tire with icy and snowy road.

6 cl, 5 dwg, 1 tbl

Air tire // 2413626

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed air tire comprises multiple ribs (9, 11 and 13) running in direction (C) of tire outer circumference and formed in direction (W) of tire width to run in direction along outer circle of main grooves (5 and 7). Multiple drain grooves (19) are formed in two or more second ribs (11) so that they are distributed at certain distance between them in direction (C) along outer circumference of the tire and across the ribs. Multiple drain grooves (19) divide said two or more second ribs (11) into multiple separated ribs (21). All intersections on one tire side in direction (C) along tire outer circumference in each separated rib (21) feature blunt angles. Only on one tire side in direction (C) along tire outer circumference in each separated rib (21), drain groove (23) is produced connected with mating drain groove (19) to cross second rib (11).

EFFECT: increased stability on wet road, uniform wear of tire tread.

10 cl, 6 dwg

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