JP3473904B2 - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP3473904B2 JP3473904B2 JP2000394437A JP2000394437A JP3473904B2 JP 3473904 B2 JP3473904 B2 JP 3473904B2 JP 2000394437 A JP2000394437 A JP 2000394437A JP 2000394437 A JP2000394437 A JP 2000394437A JP 3473904 B2 JP3473904 B2 JP 3473904B2
- Authority
- JP
- Japan
- Prior art keywords
- sipe
- block
- sides
- sipes
- width direction
- 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.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
- B60C2011/1254—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern with closed sipe, i.e. not extending to a groove
Landscapes
- Tires In General (AREA)
Description
【0001】[0001]
【発明の属する技術分野】本発明は、複数のサイプを形
成したブロックを複数有するトレッドパターンを備えた
空気入りタイヤに関し、特にスタッドレスタイヤとして
有用である。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire having a tread pattern having a plurality of blocks each having a plurality of sipes, and is particularly useful as a studless tire.
【0002】[0002]
【従来の技術】従来より、スタッドレスタイヤのアイス
性能を向上させる目的で、タイヤパターンの各部(セン
ター部、メディエイト部、ショルダー部)に複数のサイ
プを配置したものが知られている。かかるサイプの形状
としては、横断面形状が直線又は波型のサイプが一般的
である。このようなサイプをブロックに形成することに
より、エッジ効果、除水効果、及び凝着効果が向上する
ため、サイプの本数は近年増加する傾向にある。2. Description of the Related Art Conventionally, it has been known that a plurality of sipes are arranged in each part (center part, mediate part, shoulder part) of a tire pattern for the purpose of improving the ice performance of a studless tire. As the shape of such a sipe, a sipe having a straight or corrugated cross-sectional shape is generally used. The number of sipes tends to increase in recent years because the edge effect, the water removing effect, and the adhesion effect are improved by forming such sipes in the block.
【0003】しかし、サイプの本数を増やしてサイプ密
度を高めていくと、エッジ数は増えるものの、ブロック
全体の剛性が低下してサイプが過度に倒れ込むことによ
り、接地面積が減少するなどして、アイス制動性が低下
するという問題が生じる。また、サイプが過度に倒れ込
むと、サイプで分割された個々のブロック表面で接地圧
が不均一となり、サイプを境界として両側ブロックの摩
耗量に差が生じる段差摩耗が生じ易くなる。However, when the number of sipes is increased to increase the density of sipes, the number of edges increases, but the rigidity of the entire block decreases and the sipes fall excessively, so that the ground contact area decreases. There is a problem that the ice braking property is deteriorated. Further, if the sipes fall down excessively, the ground pressure becomes uneven on the surface of each block divided by the sipes, and step wear is likely to occur, which causes a difference in the amount of wear of both blocks with the sipes as the boundary.
【0004】一方、ブロックに形成されるサイプには、
ブロックの側壁に両側が開口する両側開口サイプ(両側
オープンサイプ)、両側何れも開口していない閉口サイ
プ(クローズドサイプ)、及び片側のみ開口している片
側開口サイプ(片側オープンサイプ)が存在し、閉口サ
イプがブロックの剛性を最も低下させにくいことが知ら
れている。On the other hand, the sipes formed on the blocks are
There is a double-sided open sipe (both sides open sipe) that opens on both sides on the side wall of the block, a closed sipe (closed sipe) that neither side opens, and a single-sided open sipe (one-sided open sipe) that opens on only one side. It is known that the closing sipe is the most difficult to reduce the rigidity of the block.
【0005】そして、特開平6−219108号公報に
は、耐偏摩耗性とアイス制動性能とを同時に向上させる
べく、閉口サイプと片側開口サイプとを組み合わせてブ
ロックに配置した氷雪路用タイヤが提案されている。JP-A-6-219108 proposes an ice / snow road tire in which a closed sipe and a one-sided open sipe are combined and arranged in a block in order to improve the uneven wear resistance and the ice braking performance at the same time. Has been done.
【0006】[0006]
【発明が解決しようとする課題】しかしながら、この氷
雪路用タイヤでは、閉口サイプ及び片側開口サイプの閉
口端が、ブロックの側壁近傍に配置されており、ブロッ
クの端部以外ではサイプがブロックを分断しているめ、
ブロックの倒れ込み量が最も大きくなるブロック中央付
近で、倒れ込みを抑制する効果が小さかった。このため
サイプ密度を十分高めることができず、耐偏摩耗性又は
アイス制動性能の向上に限界があった。However, in this ice and snow road tire, the closed ends of the closed sipe and the one-sided open sipe are arranged in the vicinity of the side wall of the block, and the sipe divides the block except at the end of the block. I'm doing
The effect of suppressing the collapse was small near the center of the block where the collapse amount of the block was the largest. For this reason, the sipe density cannot be sufficiently increased, and there is a limit in improving the uneven wear resistance or the ice braking performance.
【0007】なお、ブロックの両側の側壁から延びるサ
イプを途中で分断して不連続化した空気入りタイヤも存
在するが、耐久性を維持する上で、分断した部分の閉口
端間の距離をある程度大きくする必要があるため、サイ
プ密度を高める上で限界があった。Although there are pneumatic tires which are discontinuous by dividing the sipes extending from the side walls on both sides of the block in the middle, in order to maintain durability, the distance between the closed ends of the divided portions is to some extent. Since it needs to be large, there is a limit in increasing the sipe density.
【0008】そこで、本発明の目的は、サイプ密度を高
めた場合でも、特にブロック中央付近の倒れ込みを効果
的に抑制することで、良好なアイス制動性を発現でき、
しかも偏摩耗が生じにくい空気入りタイヤを提供するこ
とにある。Therefore, an object of the present invention is to effectively suppress the collapse especially in the vicinity of the center of the block even when the sipe density is increased, so that good ice braking property can be exhibited.
Moreover, it is to provide a pneumatic tire in which uneven wear is unlikely to occur.
【0009】[0009]
【課題を解決するための手段】上記目的は、下記の如き
本発明により達成できる。即ち、本発明の空気入りタイ
ヤは、複数のサイプを形成したブロックを複数有するト
レッドパターンを備えた空気入りタイヤにおいて、前記
ブロックをタイヤ幅方向の中央の両側にて3分割する2
本の境界線付近に、タイヤ幅方向の両側から延びる複数
のサイプの閉口端を配置すると共に、その閉口端間の略
中央に向けてタイヤ幅方向の中央側から両側に延びる複
数の閉口サイプを設けて、その両側の閉口端を前記2本
の境界線付近に配置してあることを特徴とする。The above object can be achieved by the present invention as described below. That is, the pneumatic tire of the present invention, divided into three parts in the pneumatic tire provided with a tread pattern having a plurality of blocks having a plurality of sipes, the block on either side of the center of the tire width direction 2
Around the boundary line of the book, the closing ends of a plurality of sipes extending from both sides in the tire width direction are arranged, and a compound extending from the center side in the tire width direction to both sides toward substantially the center between the closing ends.
Provided the number of closed sipes, said two of the closed end of both sides
It is characterized in that it is arranged near the boundary line of.
【0010】上記において、前記ブロックをタイヤ幅方
向の中央の両側にて3分割する2本の境界線付近に、そ
のブロックの両側の側壁から延びる複数の片側開口サイ
プの閉口端を各々配置すると共に、その閉口端間の略中
央に向けてタイヤ幅方向の中央側から両側に延びる複数
の閉口サイプを設けて、その両側の閉口端を前記2本の
境界線付近に配置してあることが好ましい。In the above description, the closed ends of a plurality of one-sided open sipes extending from the side walls on both sides of the block are arranged near two boundary lines that divide the block into three at both sides in the center in the tire width direction. It is preferable that a plurality of closing sipes extending from the center side in the tire width direction toward both sides toward substantially the center between the closing ends are provided, and the closing ends on both sides are arranged near the two boundary lines. .
【0011】また、前記片側開口サイプの閉口端及び前
記閉口サイプの閉口端を、前記境界線に沿ったタイヤ幅
方向に5mm以下の領域内に配置してあることが好まし
い。Further, it is preferable that the closed end of the one-sided open sipe and the closed end of the closed sipe are arranged within a region of 5 mm or less in the tire width direction along the boundary line.
【0012】更に、前記閉口サイプ及び前記片側開口サ
イプの少なくとも一方は、横断面形状が波状又はジグザ
グ状であることが好ましい。Further, at least one of the closed sipe and the one-sided open sipe preferably has a wavy or zigzag cross section.
【0013】[作用効果]
本発明によると、ブロックをタイヤ幅方向の中央の両側
にて3分割する2本の境界線に沿う領域において、ブロ
ックの倒れ込みを抑制するブロックの連続部が形成され
るため、特にブロック中央付近の倒れ込みを効果的に抑
制することができる。つまり、タイヤ幅方向の両側から
延びる複数のサイプの閉口端を境界線付近に配置すると
共に、その閉口端間の略中央に向けてタイヤ幅方向の中
央側から両側に延びる複数の閉口サイプを設けて、その
両側の閉口端を2本の境界線付近に配置してあるため、
境界線に沿う領域でブロックが連続し、しかもその連続
部分で両側から延びたサイプ端部の重なりが小さく(又
は無く)、更に閉口端同士が極端に接近しないため、そ
の連続部分がブロックの倒れ込みを抑制する補強効果を
有する。この補強効果が、ブロックの中央の両側の位置
で得られるため、中央付近でのブロックの倒れ込みを効
果的に抑制することができ、これによって、サイプ密度
を高めた場合でも、良好なアイス制動性を発現でき、し
かも偏摩耗を生じにくくすることができる。[0013] According to the advantageous effects present invention, in a region along the two boundary lines divided into three blocks at each side of the center of the tire width direction, the continuous portion of the suppressing blocks collapsing of the block is formed Therefore, the collapse especially near the center of the block can be effectively suppressed. That, along with placing the closed ends of a plurality of sipes extending from both sides in the tire width direction in the vicinity of the boundary line, in the tire width direction toward the substantially center between the closed end
Provide a plurality of closed sipes extending from the central side to both sides,
Since the closed ends on both sides are placed near the two boundaries,
Blocks are continuous in the area along the boundary line, and there is little (or no) overlap between the sipe ends that extend from both sides in the continuous part, and since the closed ends do not approach each other extremely, the continuous part collapses the block. Has a reinforcing effect of suppressing The reinforcing effect, because obtained at both sides of the position of the center of the block, it is possible to effectively suppress collapsing of the blocks in the vicinity of the center, whereby, even when increasing the sipe density, good ice braking The property can be exhibited and uneven wear can be made less likely to occur.
【0014】前記のようにブロックを3分割して、境界
線付近に両側の側壁から延びる複数の片側開口サイプの
閉口端を配置すると共に、その閉口端間の略中央に向け
てタイヤ幅方向の中央側から両側に延びる複数の閉口サ
イプを設けて、その両側の閉口端を前記2本の境界線付
近に配置してある場合、片側開口サイプのブロックの側
壁側では適度な倒れ込み量となるため、アイス制動性が
過不足なく得られ、しかも片側開口サイプの閉口端付近
で、上記の如き補強効果を有することで、ブロック全体
の倒れ込みを適度に抑制し、アイス制動性と耐偏摩耗性
を同時により大幅に改善することができる。As described above, the block is divided into three, the closed ends of a plurality of one-sided open sipes extending from the side walls on both sides are arranged in the vicinity of the boundary line, and the tire width direction is set substantially toward the center between the closed ends. If a plurality of closed sipes extending from the center side to both sides are provided and the closed ends on both sides are arranged near the boundary line between the two lines, the side wall side of the block of the one-sided open sipes will have an appropriate collapse amount. By providing the above-mentioned reinforcing effect near the closed end of the one-sided opening sipe, it is possible to properly suppress the collapse of the entire block, and to provide the ice braking property and the uneven wear resistance. At the same time, it can be improved significantly.
【0015】前記片側開口サイプの閉口端及び前記閉口
サイプの閉口端を、前記境界線に沿ったタイヤ幅方向に
5mm以下の領域内に配置してある場合、上記の如きブ
ロックの連続部分で両側から延びたサイプ端部の重なり
がより小さくなるため、連続部分によるブロックの倒れ
込み抑制効果がより大きくなる。When the closed end of the one-sided open sipe and the closed end of the closed sipe are arranged within a region of 5 mm or less in the tire width direction along the boundary line, both sides of the block are continuous. Since the overlapping of the sipe ends extending from the sipe becomes smaller, the effect of suppressing the collapse of the block by the continuous portion becomes greater.
【0016】前記閉口サイプ及び前記片側開口サイプの
少なくとも一方が、横断面形状が波状又はジグザグ状で
ある場合、横力に対するエッジ成分が増加するものの、
偏摩耗が生じ易いところ、上記の如き作用効果によっ
て、良好なアイス制動性を発現しつつ、偏摩耗を生じに
くくすることができる。When at least one of the closed sipe and the one-sided open sipe has a wavy or zigzag cross section, the edge component with respect to the lateral force increases,
Where uneven wear is likely to occur, due to the above-described effects, it is possible to exhibit good ice-braking property and prevent uneven wear from occurring.
【0017】[0017]
【発明の実施の形態】以下、本発明の実施の形態につい
て、図面を参照しながら説明する。本発明の空気入りタ
イヤは、図1に示すように、複数のサイプ10,11を
形成したブロック1を複数有するトレッドパターンTを
備える。本実施形態では、周方向溝2と横溝3により区
分されたブロック1が形成され、タイヤ幅方向に5列の
ブロック1が配列されている例を示す。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the pneumatic tire of the present invention includes a tread pattern T having a plurality of blocks 1 in which a plurality of sipes 10 and 11 are formed. In the present embodiment, an example is shown in which a block 1 divided by a circumferential groove 2 and a lateral groove 3 is formed and five rows of blocks 1 are arranged in the tire width direction.
【0018】本発明では、境界線によってブロック1を
タイヤ幅方向の中央付近で2分割又は中央の両側にて3
分割するが、本実施形態では、図2に示すように、ブロ
ック1をタイヤ幅方向の中央の両側にて2本の境界線B
Lにて3分割すると共に、その境界線BLの両側に片側
開口サイプ10を、その中央に閉口サイプ11を設けた
例を示す。In the present invention, the block 1 is divided into two in the vicinity of the center in the tire width direction by the boundary line, or the block 1 is divided into three on both sides of the center.
In the present embodiment, as shown in FIG. 2, the block 1 is divided into two boundary lines B on both sides in the center in the tire width direction.
An example is shown in which L is divided into three parts, and one side opening sipe 10 is provided on both sides of the boundary line BL and a closing sipe 11 is provided in the center thereof.
【0019】片側開口サイプ10は、ブロック1の両側
の側壁1a,1bから各々中央側に延びて複数形成さ
れ、その閉口端10aは2本の境界線BL付近に配置さ
れている。A plurality of one-sided open sipes 10 are formed extending from the side walls 1a, 1b on both sides of the block 1 toward the center side, respectively, and their closed ends 10a are arranged near the two boundary lines BL.
【0020】片側開口サイプ10の横断面形状は、直線
又は直線に近い形状でもよいが、前述の理由より、波状
又はジグザグ状が好ましい。これは、閉口サイプ11に
ついても同様である。波状又はジグザグ状としては、正
弦波に近いものに限られず、直線と曲線とを交互に組み
合わせた波線や矩形波に近いもの等、何れの形状でもよ
い。また、片側開口サイプ10は部分的に横断面形状が
直線となる直線部を有していてもよい。直線部を設ける
場合、非直線部の端部に設けるのが好ましい。端部を直
線状にすることによって、端部が溝に対し鋭角に開口し
て、鋭角部分が破損し易くなるのを防止できる。The cross-sectional shape of the one-sided opening sipe 10 may be a straight line or a shape close to a straight line, but a wavy shape or a zigzag shape is preferable for the reason described above. The same applies to the closed sipe 11. The wavy or zigzag shape is not limited to a shape close to a sine wave, and may be any shape such as a wavy line in which straight lines and curved lines are alternately combined or a shape close to a rectangular wave. Further, the one-sided opening sipe 10 may partially have a straight line portion having a straight cross-sectional shape. When the straight portion is provided, it is preferably provided at the end of the non-straight portion. By making the end portion linear, it is possible to prevent the end portion from opening at an acute angle with respect to the groove, and the acute angle portion from being easily damaged.
【0021】片側開口サイプ10の横断面形状の凹凸の
周期(例えば凸−凸頂部間の距離)は、いわゆる波型サ
イプの特性を好適に発現する上で1.5〜5mmが好ま
しく、振幅(両側頂部の高さの和)は1.5〜5mmが
好ましい。The period of the unevenness of the cross-sectional shape of the one-sided opening sipe 10 (for example, the distance between the convex-convex apex portions) is preferably 1.5 to 5 mm in order to suitably express the characteristics of a so-called corrugated sipe, and the amplitude ( The sum of the heights of the tops on both sides) is preferably 1.5 to 5 mm.
【0022】一方、閉口サイプ11は、片側開口サイプ
10の閉口端10a間の略中央に向けてタイヤ幅方向の
中央側から両側に延び、その両側の閉口端11aを2本
の境界線BL付近に配置してある。On the other hand, the closing sipe 11 extends from the center side in the tire width direction toward both sides toward substantially the center between the closing ends 10a of the one-side opening sipe 10, and the closing ends 11a on both sides are near two boundary lines BL. It is located at.
【0023】つまり、タイヤ幅方向の一方から延びる複
数のサイプの閉口端を境界線付近に配置すると共に、そ
の閉口端間の略中央に向けてタイヤ幅方向の他方からサ
イプを延設させその閉口端を前記境界線付近に配置して
ある。これによって、ブロックの倒れ込みを抑制するブ
ロックの連続部が形成されるため、ブロックの倒れ込み
を効果的に抑制することができる。That is, the closed ends of the plurality of sipes extending from one side in the tire width direction are arranged near the boundary line, and the sipes are extended from the other side in the tire width direction toward the approximate center between the closed ends. The end is arranged near the boundary line. As a result, a continuous portion of the block that suppresses the collapse of the block is formed, so that the collapse of the block can be effectively suppressed.
【0024】本発明では、境界線BLの位置が、閉口端
10aからの距離と、閉口端11aからの距離とが等し
くなる位置と仮定する場合、3分割した境界線BLの位
置が、ブロック中央を中心とするブロック幅の20〜7
0%の領域に配置されるのが好ましい。また、2分割し
た境界線BLの位置が、ブロック中央を中心とするブロ
ック幅の30%以内の領域に配置されるのが好ましい。In the present invention, assuming that the position of the boundary line BL is equal to the distance from the closing end 10a and the distance from the closing end 11a, the position of the dividing line BL into three is the center of the block. Block width 20 to 7 centered at
It is preferably arranged in the 0% area. Further, it is preferable that the position of the boundary line BL divided into two is arranged in an area within 30% of the block width centered on the center of the block.
【0025】また、本発明では、例えば片側開口サイプ
10の閉口端10a及び閉口サイプ11の閉口端11a
を、境界線BLに沿ったタイヤ幅方向に5mm以下の領
域内に配置してあることが好ましく、更にタイヤ幅方向
に3mm以下の領域内に配置してあることが好ましい。
境界線に沿ったタイヤ幅方向に5mmを超える領域に、
閉口端10aと閉口端11aが配置されると、両側から
延びたサイプ10,11の重なりが大きくなるため、そ
の部分がブロックの倒れ込みを抑制する補強効果が小さ
くなる傾向がある。あるいは、両側から延びたサイプ1
0,11が離れ過ぎて、サイプ密度が小さくなり、エッ
ジ効果が不十分となる傾向がある。Further, in the present invention, for example, the closed end 10a of the one-sided open sipe 10 and the closed end 11a of the closed sipe 11 are provided.
Is preferably arranged in a region of 5 mm or less in the tire width direction along the boundary line BL, and further preferably in a region of 3 mm or less in the tire width direction.
In the area exceeding 5 mm in the tire width direction along the boundary line,
When the closed end 10a and the closed end 11a are arranged, the overlapping of the sipes 10, 11 extending from both sides becomes large, so that the reinforcing effect of suppressing the collapse of the block tends to decrease at that portion. Or sipe 1 extending from both sides
0 and 11 are too far apart, the sipe density tends to be small, and the edge effect tends to be insufficient.
【0026】片側開口サイプ10及び閉口サイプ11の
溝幅は、0.2〜0.7mmが好ましい。また、片側開
口サイプ10及び閉口サイプ11の溝深さは、主溝深さ
の30〜80%が好ましい。サイプ10,11は、ブロ
ック表面に対して垂直になるように形成されるのが一般
的であるが、ブロック表面の法線に対してサイプが若干
(例えば15°以下)傾斜していてもよい。The groove width of the one-side opening sipe 10 and the closing sipe 11 is preferably 0.2 to 0.7 mm. The groove depth of the one-sided opening sipe 10 and the closed sipe 11 is preferably 30 to 80% of the main groove depth. The sipes 10 and 11 are generally formed to be perpendicular to the block surface, but the sipes may be slightly inclined (for example, 15 ° or less) with respect to the normal line of the block surface. .
【0027】本発明では、ブロック1の倒れ込みを抑制
しながら、補助サイプ11の本数を増やしてサイプ密度
を高めることで、エッジ数を増やしてエッジ効果を更に
高めることができる。このような観点から本発明では、
サイプ密度0.1〜0.3mm/mm2 が好ましく、
0.15〜0.25mm/mm2 がより好ましい。In the present invention, the number of edges can be increased and the edge effect can be further enhanced by increasing the number of auxiliary sipes 11 and increasing the sipe density while suppressing the collapse of the block 1. From this point of view, in the present invention,
The sipe density is preferably 0.1 to 0.3 mm / mm 2 ,
0.15-0.25 mm / mm < 2 > is more preferable.
【0028】本発明の空気入りタイヤは、上記の如きト
レッドパターンTを備える以外は、通常の空気入りタイ
ヤと同等であり、従来公知の材料、形状、構造、製法な
どが何れも本発明に採用できる。The pneumatic tire of the present invention is the same as a normal pneumatic tire except that it has the tread pattern T as described above, and any conventionally known materials, shapes, structures, manufacturing methods, etc. are adopted in the present invention. it can.
【0029】本発明の空気入りタイヤは、前述の如き作
用効果を奏し、アイス性能に優れるため、特にスタッド
レスタイヤとして有用である。The pneumatic tire of the present invention is particularly useful as a studless tire because it has the above-mentioned effects and is excellent in ice performance.
【0030】[他の実施形態]以下、本発明の他の実施
の形態について説明する。[Other Embodiments] Other embodiments of the present invention will be described below.
【0031】(1)前述の実施形態では、ブロックをタ
イヤ幅方向の中央の両側にて2本の境界線にて3分割す
ると共に、その境界線の両側に片側開口サイプを、その
中央に閉口サイプを、それらの閉口端が略境界線上の位
置になるように設けた例を示したが、両側から延びるサ
イプの重なり量がより大きいものや、タイヤ幅方向の中
央付近で2分割するものとして、図3(a)〜(b)に
示すものが例示できる。(1) In the above-described embodiment, the block is divided into three parts by two boundary lines on both sides of the center in the tire width direction, and one side opening sipe is closed on both sides of the boundary line. An example is shown in which sipes are provided so that their closed ends are located substantially on the boundary line. However, it is assumed that sipes extending from both sides have a large overlapping amount or that they are divided into two parts near the center in the tire width direction. As shown in FIGS. 3 (a) and 3 (b).
【0032】図3(a)に示すものは、図2と比較し
て、両側から延びるサイプ10,11の端部の重なり量
がより大きいものである。この境界線BL付近の重なり
部分においては、サイプ10とサイプ11の端部は、略
同じ形状をしており、タイヤ周方向にシフトさせた位置
に配置されている。本発明では、上記重なり量を小さく
することも可能であり、閉口端10aと閉口端11aと
を直線上に配置したり、更に、閉口端10aと閉口端1
1aとが境界線BLから離れるように配置してもよい。
但し、前述のごとき境界線BLに沿った一定幅以下の領
域内に配置するのが好ましい。その際、部位によって上
記サイプの重なり量が変化してもよい。As shown in FIG. 3 (a), the overlapping amount of the ends of the sipes 10 and 11 extending from both sides is larger than that in FIG. In the overlapping portion near the boundary line BL, the ends of the sipes 10 and 11 have substantially the same shape and are arranged at positions shifted in the tire circumferential direction. In the present invention, it is possible to reduce the overlapping amount, and the closing end 10a and the closing end 11a are arranged on a straight line, and further, the closing end 10a and the closing end 1 are arranged.
You may arrange | position so that 1a and the boundary line BL may be left | separated.
However, it is preferable to arrange it in a region having a certain width or less along the boundary line BL as described above. At this time, the overlapping amount of the sipes may change depending on the part.
【0033】図3(b)に示すものは、タイヤ幅方向の
中央付近で2分割する境界線BL付近に、両側から延び
るサイプ13,14の閉口端13a,14aが配置され
ている。また、サイプ13,14は、その基準線がタイ
ヤ幅方向から若干傾斜して設けられている。このよう
に、本発明におけるサイプは、タイヤ幅方向と平行であ
る必要はないが、基準線の方向とタイヤ幅方向とがなす
角度は0〜45°が好ましい。As shown in FIG. 3B, the closed ends 13a and 14a of the sipes 13 and 14 extending from both sides are arranged near the boundary line BL that divides into two in the vicinity of the center in the tire width direction. Further, the sipes 13 and 14 are provided such that their reference lines are slightly inclined from the tire width direction. As described above, the sipe in the present invention does not need to be parallel to the tire width direction, but the angle formed by the direction of the reference line and the tire width direction is preferably 0 to 45 °.
【0034】(2)前述の実施形態では、図1に示すよ
うなブロックパターンの例を示したが、この形状のブロ
ックに限らず、平行四辺形、V字型、5角形、又は曲線
基調のブロックでもよい。また、中央付近や端部近傍ま
で溝の入ったブロックや一部の陸部が周方向に連続する
ものでもよい。本発明における好ましい他のパターンの
例を示すと、次のようになる。(2) In the above-described embodiment, an example of the block pattern as shown in FIG. 1 is shown, but the block pattern is not limited to this shape, and a parallelogram, a V-shape, a pentagon, or a curved tone is used. It can be a block. In addition, a block having a groove up to the vicinity of the center or the vicinity of the edge or a part of the land may be continuous in the circumferential direction. An example of another preferable pattern in the present invention is as follows.
【0035】この例では、図4に示すように、周方向溝
2と横溝3,5と斜溝4とにより区分されたブロック1
が形成され、タイヤ幅方向に6列のブロック1が配列さ
れている。また、ブロック1は、タイヤ幅方向の位置に
よって異なる形状をしているが、いずれの形状において
もその周縁がジグザク形状となっている。このようなト
レッドパターンTにおいて、図3(a)に示すような形
状及び配置にて片側開口サイプ10及び閉口サイプ11
が形成されている。In this example, as shown in FIG. 4, the block 1 is divided into circumferential grooves 2, lateral grooves 3 and 5, and oblique grooves 4.
Is formed, and six rows of blocks 1 are arranged in the tire width direction. Further, the block 1 has a different shape depending on the position in the tire width direction, but in any shape, the peripheral edge thereof has a zigzag shape. In such a tread pattern T, the one-sided open sipe 10 and the closed sipe 11 have the shapes and arrangements shown in FIG.
Are formed.
【0036】(3)前述の実施形態では、ブロックの側
壁側から延びるサイプが、何れもブロックに隣接する溝
に開口している例を示したが、ブロックの側壁に開口し
ない閉口端としてもよく、パターン構成によって適宜使
い分けることができる。(3) In the above-described embodiment, the sipes extending from the side wall of the block are all open to the groove adjacent to the block, but they may be closed ends that do not open to the side wall of the block. , Can be used properly according to the pattern configuration.
【0037】[0037]
【実施例】以下、本発明の構成と効果を具体的に示す実
施例等について説明する。なお、タイヤの各性能評価
は、次のようにして行った。また、サイプ密度の調整
は、サイプの間隔を変えることにより行った。EXAMPLES Examples and the like specifically showing the constitution and effects of the present invention will be described below. In addition, each performance evaluation of the tire was performed as follows. The sipe density was adjusted by changing the sipe interval.
【0038】(1)アイス制動性能
タイヤを実車(国産2000ccクラスのFFセダン)
に装着し、1名乗車の荷重条件にて、凍結した路面を走
行させ、速度40km/hで制動力をかけてフルロック
した際の制動距離を指数で評価した。なお、評価は従来
品(比較例1)を100としたときの指数表示で示し、
数値が大きいほど良好な結果を示す。(1) Ice braking performance tires are used as actual vehicles (domestic 2000cc class FF sedan)
The vehicle was mounted on a vehicle and the vehicle was run on a frozen road surface under a load condition of one passenger, and braking force was applied at a speed of 40 km / h to fully lock the vehicle. In addition, the evaluation is shown by the index display when the conventional product (Comparative Example 1) is 100,
The larger the value, the better the result.
【0039】(2)耐摩耗性能
舗装道路を8000km走行したときの段差摩耗量(摩
耗によるサイプの両側ブロック部の段差)を測定し、指
数で評価した。なお、評価は従来品(比較例1)を10
0としたときの指数表示で示し、数値が大きいほど良好
な結果を示す。
実施例1
図1に示すようなトレッドパターンにおいて、図2の形
状のサイプを下記のサイズにて形成してサイズ185/
70R14のラジアルタイヤを製造した。このタイヤを
用いて、上記の各性能評価を行った結果を表1に示す。
サイプ深さを7mm、溝幅を0.3mm、振幅1.5m
m、周期4.0mm、サイプ密度0.20mm/mm
2 、サイプ端部の重なり領域の幅0.6mmとした。(2) Abrasion resistance performance The amount of step wear (step between the blocks on both sides of the sipe due to wear) when running on a paved road for 8000 km was measured and evaluated by an index. The conventional product (Comparative Example 1) was evaluated as 10
It is indicated by an index when 0 is set, and the larger the value, the better the result. Example 1 In a tread pattern as shown in FIG. 1, sipes having the shape shown in FIG.
A 70R14 radial tire was manufactured. Table 1 shows the results of the above performance evaluations using this tire.
Sipe depth 7mm, groove width 0.3mm, amplitude 1.5m
m, cycle 4.0 mm, sipe density 0.20 mm / mm
2. The width of the overlapping area of the sipe ends was set to 0.6 mm.
【0040】実施例2
図1に示すようなトレッドパターンにおいて、図3
(a)の形状のサイプを下記のサイズにて形成してサイ
ズ185/70R14のラジアルタイヤを製造した。こ
のタイヤを用いて、上記の各性能評価を行った結果を表
1に示す。サイプ深さを7mm、溝幅を0.3mm、振
幅1.5mm、周期4.0mm、サイプ密度0.23m
m/mm2 、サイプ端部の重なり領域の幅2.3mmと
した。Example 2 In a tread pattern as shown in FIG.
A sipe having the shape of (a) was formed in the following size to manufacture a radial tire of size 185 / 70R14. Table 1 shows the results of the above performance evaluations using this tire. Sipe depth 7mm, groove width 0.3mm, amplitude 1.5mm, cycle 4.0mm, sipe density 0.23m
The width was m / mm 2 and the width of the overlapping region of the sipe end portion was 2.3 mm.
【0041】比較例1(従来品)
実施例1において、図5に示すような波形サイプをサイ
プ密度0.18mm/mm2 で形成したこと(従来の波
型サイプ)以外は、実施例1と同様にして、サイズ18
5/70R14のラジアルタイヤを製造し、上記の各性
能評価を行った。その結果を表1に示す。Comparative Example 1 (Conventional product) Example 1 except that the corrugated sipes shown in FIG. 5 were formed with a sipes density of 0.18 mm / mm 2 (conventional corrugated sipes). Similarly, size 18
A radial tire of 5 / 70R14 was manufactured and the above performance evaluations were performed. The results are shown in Table 1.
【0042】比較例2
比較例1において、サイプ密度のみを増加させて0.2
1mm/mm2 にした以外は、比較例1と同様にして、
サイズ185/70R14のラジアルタイヤを製造し、
上記の各性能評価を行った。その結果を表1に示す。Comparative Example 2 In Comparative Example 1, only the sipe density was increased to 0.2.
In the same manner as in Comparative Example 1 except that 1 mm / mm 2 was used,
We manufacture radial tires of size 185 / 70R14,
The above performance evaluations were performed. The results are shown in Table 1.
【0043】[0043]
【表1】
表1の結果が示すように、実施例では、ブロックの倒れ
込みの抑制効果により、アイス制動性能が従来品より良
好となった。これに対して、従来の波型サイプの密度の
みを大きくした比較例2では、アイス制動性能が若干向
上するものの、耐摩耗性能が低下した。[Table 1] As the results of Table 1 show, in the example, the ice braking performance was better than the conventional product due to the effect of suppressing the collapse of the block. On the other hand, in Comparative Example 2 in which only the density of the conventional corrugated sipe was increased, the ice braking performance was slightly improved, but the wear resistance performance was decreased.
【図1】本発明の空気入りタイヤの一例のトレッド面を
示す平面図FIG. 1 is a plan view showing a tread surface of an example of a pneumatic tire of the present invention.
【図2】本発明におけるブロックの一例を示す要部拡大
図FIG. 2 is an enlarged view of an essential part showing an example of a block according to the present invention.
【図3】本発明におけるブロックの他の例を示す要部拡
大図FIG. 3 is an enlarged view of an essential part showing another example of the block in the present invention.
【図4】本発明の空気入りタイヤの他の例のトレッド面
を示す平面図FIG. 4 is a plan view showing a tread surface of another example of the pneumatic tire of the present invention.
【図5】比較例で採用したブロックの例を示す要部拡大
図FIG. 5 is an enlarged view of a main part showing an example of a block adopted in a comparative example.
1 ブロック 10 片側開口サイプ 10a 閉口端 11 閉口サイプ 11a 閉口端 13〜14 サイプ 13a〜14a 閉口端 T トレッドパターン BL 境界線 1 block 10 One side opening sipe 10a closed end 11 closed sipe 11a closed end 13-14 sipes 13a-14a closed end T tread pattern BL border
Claims (4)
有するトレッドパターンを備えた空気入りタイヤにおい
て、 前記ブロックをタイヤ幅方向の中央の両側にて3分割す
る2本の境界線付近に、タイヤ幅方向の両側から延びる
複数のサイプの閉口端を配置すると共に、その閉口端間
の略中央に向けてタイヤ幅方向の中央側から両側に延び
る複数の閉口サイプを設けて、その両側の閉口端を前記
2本の境界線付近に配置してあることを特徴とする空気
入りタイヤ。A pneumatic tire having a 1. A plurality of tread pattern having a plurality of formed blocks the sipes, the block in the vicinity of the two boundary lines to be divided into three parts at both sides of the center of the tire width direction, the tire The closed ends of a plurality of sipes extending from both sides in the width direction are arranged, and extend from the center side in the tire width direction to both sides toward the approximate center between the closed ends.
Multiple closing sipes are provided, and the closing ends on both sides are
A pneumatic tire characterized by being arranged near two boundary lines.
側にて3分割する2本の境界線付近に、そのブロックの
両側の側壁から延びる複数の片側開口サイプの閉口端を
各々配置すると共に、その閉口端間の略中央に向けてタ
イヤ幅方向の中央側から両側に延びる複数の閉口サイプ
を設けて、その両側の閉口端を前記2本の境界線付近に
配置してある請求項1記載の空気入りタイヤ。2. Closed ends of a plurality of one-sided opening sipes extending from side walls on both sides of the block are respectively arranged near two boundary lines that divide the block into three parts on both sides in the center in the tire width direction, and 2. A plurality of closing sipes extending from the center side in the tire width direction to both sides toward substantially the center between the closing ends, and the closing ends on both sides are arranged near the boundary line between the two. Pneumatic tire.
口サイプの閉口端を、前記境界線に沿ったタイヤ幅方向
に5mm以下の領域内に配置してある請求項2記載の空
気入りタイヤ。3. The pneumatic tire according to claim 2, wherein the closed end of the one-sided open sipe and the closed end of the closed sipe are arranged within a region of 5 mm or less in the tire width direction along the boundary line.
の少なくとも一方は、横断面形状が波状又はジグザグ状
である請求項2又は3に記載の空気入りタイヤ。4. The pneumatic tire according to claim 2, wherein at least one of the closed sipe and the one-sided open sipe has a wavy or zigzag cross-sectional shape.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2000394437A JP3473904B2 (en) | 2000-12-26 | 2000-12-26 | Pneumatic tire |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2000394437A JP3473904B2 (en) | 2000-12-26 | 2000-12-26 | Pneumatic tire |
Publications (2)
Publication Number | Publication Date |
---|---|
JP2002192917A JP2002192917A (en) | 2002-07-10 |
JP3473904B2 true JP3473904B2 (en) | 2003-12-08 |
Family
ID=18860068
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP2000394437A Expired - Lifetime JP3473904B2 (en) | 2000-12-26 | 2000-12-26 | Pneumatic tire |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3473904B2 (en) |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3906967B2 (en) * | 2000-12-21 | 2007-04-18 | 東洋ゴム工業株式会社 | Pneumatic tire |
JP3954397B2 (en) * | 2002-01-25 | 2007-08-08 | 株式会社ブリヂストン | Pneumatic tire |
JP4056304B2 (en) * | 2002-06-24 | 2008-03-05 | 横浜ゴム株式会社 | Pneumatic tires for icy and snowy roads |
JP4487124B2 (en) * | 2004-06-21 | 2010-06-23 | 横浜ゴム株式会社 | Pneumatic tire and tire mold |
JP4223064B2 (en) | 2007-06-12 | 2009-02-12 | 横浜ゴム株式会社 | Pneumatic tire |
JP4496254B2 (en) * | 2008-01-15 | 2010-07-07 | 東洋ゴム工業株式会社 | Pneumatic tire |
JP4397956B1 (en) | 2008-07-02 | 2010-01-13 | 横浜ゴム株式会社 | Pneumatic tire |
JP4442709B2 (en) * | 2008-09-12 | 2010-03-31 | 横浜ゴム株式会社 | Pneumatic tire |
JP4974248B2 (en) * | 2009-01-26 | 2012-07-11 | 東洋ゴム工業株式会社 | Pneumatic tire |
WO2011111394A1 (en) * | 2010-03-12 | 2011-09-15 | 株式会社ブリヂストン | Pneumatic tyre |
JP5482445B2 (en) * | 2010-05-24 | 2014-05-07 | 横浜ゴム株式会社 | Pneumatic tire |
JP5835112B2 (en) * | 2012-06-05 | 2015-12-24 | 横浜ゴム株式会社 | Pneumatic tire |
JP6836382B2 (en) * | 2016-12-13 | 2021-03-03 | Toyo Tire株式会社 | Pneumatic tires |
JP7085427B2 (en) * | 2018-07-10 | 2022-06-16 | Toyo Tire株式会社 | Pneumatic tires |
-
2000
- 2000-12-26 JP JP2000394437A patent/JP3473904B2/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
JP2002192917A (en) | 2002-07-10 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP3682918B2 (en) | Pneumatic tire | |
JP3504632B2 (en) | Pneumatic tire | |
JP3516647B2 (en) | Pneumatic tire | |
JP3473904B2 (en) | Pneumatic tire | |
JP4589680B2 (en) | Pneumatic tire | |
JP4740301B2 (en) | Pneumatic tire | |
WO2008065947A1 (en) | Pneumatic tire | |
JP2003146024A (en) | Pneumatic tire | |
JP3519474B2 (en) | Pneumatic tire suitable for running on ice and snow | |
JP5270407B2 (en) | Pneumatic tire | |
JP3686041B2 (en) | Pneumatic tire | |
JP3906967B2 (en) | Pneumatic tire | |
JP2003170709A (en) | Pneumatic tire | |
JP2002187412A (en) | Pneumatic tire | |
JP4831723B2 (en) | Pneumatic tire | |
JP4325944B2 (en) | Pneumatic tire | |
JP3626300B2 (en) | Pneumatic tire | |
JP4100601B2 (en) | Pneumatic tire | |
JP4020685B2 (en) | Pneumatic tire | |
JP2009248819A (en) | Pneumatic tire | |
JP5062716B2 (en) | Pneumatic tire | |
JP2008001195A (en) | Pneumatic tire | |
JP5057544B2 (en) | Pneumatic tire | |
JP3426384B2 (en) | Pneumatic tire suitable for running on ice and snow | |
JP4530415B2 (en) | Pneumatic tire |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
TRDD | Decision of grant or rejection written | ||
A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20030905 |
|
R150 | Certificate of patent or registration of utility model |
Ref document number: 3473904 Country of ref document: JP Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080919 Year of fee payment: 5 |
|
R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090919 Year of fee payment: 6 |
|
R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100919 Year of fee payment: 7 |
|
R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100919 Year of fee payment: 7 |
|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110919 Year of fee payment: 8 |
|
R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110919 Year of fee payment: 8 |
|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120919 Year of fee payment: 9 |
|
R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20150919 Year of fee payment: 12 |
|
R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
S531 | Written request for registration of change of domicile |
Free format text: JAPANESE INTERMEDIATE CODE: R313531 |
|
R350 | Written notification of registration of transfer |
Free format text: JAPANESE INTERMEDIATE CODE: R350 |
|
R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
S533 | Written request for registration of change of name |
Free format text: JAPANESE INTERMEDIATE CODE: R313533 |
|
R350 | Written notification of registration of transfer |
Free format text: JAPANESE INTERMEDIATE CODE: R350 |
|
EXPY | Cancellation because of completion of term |