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JP4442729B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP4442729B2
JP4442729B2 JP2006344007A JP2006344007A JP4442729B2 JP 4442729 B2 JP4442729 B2 JP 4442729B2 JP 2006344007 A JP2006344007 A JP 2006344007A JP 2006344007 A JP2006344007 A JP 2006344007A JP 4442729 B2 JP4442729 B2 JP 4442729B2
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tire
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ridges
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concave
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JP2008155685A (en
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稔之 大橋
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Toyo Tire Corp
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Toyo Tire and Rubber Co Ltd
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Description

本発明は、複数の溝によって区分された陸部が形成されているトレッドパターンを備えると共に、接地端に位置する陸部がラウンドショルダーを形成してサイドウォール側に連なる空気入りタイヤに関し、特にスタッドレスタイヤ(冬用タイヤ)として有用である。   The present invention relates to a pneumatic tire including a tread pattern in which a land portion divided by a plurality of grooves is formed, and a land portion located at a ground contact end forming a round shoulder and continuing to a sidewall side. It is useful as a tire (winter tire).

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。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。   Conventionally, in order to improve the ice performance of a studless tire, a tire pattern in which a plurality of sipes are arranged in each part (center part, mediate part, shoulder part) is known. By forming such a sipe in the block, the edge effect, the water removal effect, and the adhesion effect are improved.

また、サイプをトレッド面の両側の接地端より外側に延設した空気入りタイヤも知られている。例えば、下記の特許文献1には、ショルダー部のブロックを平坦傾斜面によってタイヤ幅方向外側に延設すると共に、その平坦傾斜面に、タイヤ幅方向に延びる直線サイプを設けた空気入りタイヤが開示されている。   There is also known a pneumatic tire in which sipes are extended outward from the ground contact ends on both sides of the tread surface. For example, Patent Document 1 below discloses a pneumatic tire in which a shoulder block is extended outward in the tire width direction by a flat inclined surface, and a straight sipe extending in the tire width direction is provided on the flat inclined surface. Has been.

しかし、この空気入りタイヤでは、トレッド面接地端より外側に延設したサイプが、タイヤ幅方向(タイヤ子午線方向)に延びているため、雪上の轍を乗り越える際に、滑り落ちを防止するためのエッジ成分が少ないので、轍の乗り越え性が不十分であった。また、タイヤ幅方向に延びる直線サイプには、横力に対するエッジ成分がないため、アイス旋回性能の改善効果が小さかった。   However, in this pneumatic tire, the sipe extending outward from the tread surface contact edge extends in the tire width direction (tire meridian direction), so that slipping can be prevented when climbing over a fence on the snow. Since there are few edge components, the overcoming ability of the kite was insufficient. Further, since the straight sipe extending in the tire width direction has no edge component with respect to the lateral force, the effect of improving the ice turning performance was small.

また、下記の特許文献2には、轍の乗り越しを円滑にする目的で、接地端より外側のショルダー部にタイヤ周方向に延びる縦細溝を複数設けた空気入りタイヤが開示されている。しかし、この空気入りタイヤでは、複数の縦細溝を設けることによって、接地端付近のブロックの剛性が低下するため、ドライ路面での旋回性能等が悪化する傾向がある。また、縦細溝が深いと、トレッドゴムの欠けが生じる原因となり易い。   Patent Document 2 below discloses a pneumatic tire in which a plurality of vertical grooves extending in the tire circumferential direction are provided in a shoulder portion outside the ground contact end for the purpose of facilitating overriding of the kite. However, in this pneumatic tire, by providing a plurality of vertical narrow grooves, the rigidity of the block in the vicinity of the ground contact end is lowered, so that the turning performance on the dry road surface tends to deteriorate. Moreover, if the vertical narrow groove is deep, the tread rubber is likely to be chipped.

一方、アイス路面での初期性能を高める目的で、ブロックの表面に細かな凹凸を設ける方法が知られている。例えば、下記の特許文献3には、タイヤ周方向となす角度が0〜40°の極細リブをタイヤ幅方向に並べて配設することで凹凸を形成した空気入りタイヤが開示されている。なお、このタイヤでは、タイヤの両側に同じ形状の凹凸(左右対称)が形成されている。   On the other hand, a method of providing fine irregularities on the surface of the block is known for the purpose of improving the initial performance on the ice road surface. For example, Patent Document 3 below discloses a pneumatic tire in which irregularities are formed by arranging ultra fine ribs with an angle of 0 to 40 ° with respect to the tire circumferential direction arranged in the tire width direction. In addition, in this tire, the same shape unevenness | corrugation (left-right symmetry) is formed in the both sides of the tire.

しかしながら、この空気入りタイヤにおけるブロック表面の凹凸は、スクエアショルダーに対して形成されており、トレッド面の接地端付近までしか設けられていないため、雪上の轍の乗り越えについては、殆ど効果がないと考えられる。   However, the unevenness of the block surface in this pneumatic tire is formed on the square shoulder and is only provided to the vicinity of the ground contact edge of the tread surface, so there is almost no effect on climbing over the snow on the snow. Conceivable.

特開平5−319022号公報Japanese Patent Laid-Open No. 5-319022 特開平5−262105号公報Japanese Patent Laid-Open No. 5-262105 特開平7−186633号公報Japanese Patent Laid-Open No. 7-186633

そこで、本発明の目的は、初期におけるアイス旋回性能が特に良好で、アイス轍の乗り越え性が良好であり、しかもドライ旋回性能を良好に維持することができる空気入りタイヤを提供することにある。   Accordingly, an object of the present invention is to provide a pneumatic tire that has particularly good ice turning performance in the initial stage, has good ice overcoming ability, and can maintain good dry turning performance.

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、複数の溝によって区分された陸部が形成されているトレッドパターンを備えると共に、接地端に位置する陸部がラウンドショルダーを形成してサイドウォール側に連なる空気入りタイヤにおいて、タイヤ赤道線から接地端にかけて高低差が1mm以下の凹凸条部を陸部の表面に形成すると共に、前記ラウンドショルダーの接地端からその外側20mm以上の領域にかけて、前記凹凸条部と連続するように高低差が1mm以下の凹凸条部を形成してあり、前記ラウンドショルダーの接地端外側に形成した前記凹凸条部が、タイヤ周方向に対して0〜±30°の方向に形成してあり、かつタイヤ赤道線の両側における接地端内側の領域に形成した前記凹凸条部のうち、タイヤ赤道線の車両装着外側の陸部に形成された前記凹凸条部の形成方向がタイヤ周方向に対して0〜±30°であり、車両装着内側の陸部に形成された前記凹凸条部の形成方向がタイヤ幅方向に対して0〜±30°で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 according to the present invention includes a tread pattern in which a land portion divided by a plurality of grooves is formed, and the land portion located at the ground contact end forms a round shoulder and continues to the sidewall side. In the entering tire, an uneven strip portion having a height difference of 1 mm or less from the tire equator line to the ground contact edge is formed on the surface of the land portion, and the uneven shoulder portion is formed from the ground shoulder end of the round shoulder to the outer region of 20 mm or more. the height difference as continuous forms of the following concave-convex portions 1mm tear is, the concave-convex portion formed on the ground terminal outside the round shoulder, in the direction of 0 to ± 30 ° with respect to the tire circumferential direction Of the ridges formed on the inner side of the ground contact edge on both sides of the tire equator line, formed on the land portion outside the vehicle mounted on the tire equator line. The direction in which the uneven ridges are formed is 0 to ± 30 ° with respect to the tire circumferential direction, and the direction in which the uneven ridges are formed on the land portion inside the vehicle is 0 to 0 with respect to the tire width direction. It is characterized by being ± 30 ° .

ここで、トレッドの両側の接地端とは、タイヤを適用リムに装着した後、内圧を200kPaとし、表示されたタイヤの最大負荷能力の70%に相当する質量を荷重負荷した際に、平面路面に接地する両側の最外部の位置を指す。   Here, the ground contact ends on both sides of the tread are defined as a planar road surface when a load corresponding to 70% of the maximum load capacity of the displayed tire is loaded with an internal pressure of 200 kPa after the tire is mounted on the applicable rim. Refers to the outermost position on both sides of the ground.

本発明の空気入りタイヤによると、陸部の表面に高低差が1mm以下の凹凸条部を形成してあるため、凹凸条部のエッジ効果によって、初期におけるアイス旋回性能が特に良好になる。また、この凹凸条部と同様の凹凸条部をラウンドショルダーの接地端外側の領域に形成してあるため、凹凸条部のエッジ効果によって、アイス轍の乗り越え性が良好になる。その際、ラウンドショルダーの凹凸条部を連続して形成しているため、アイス轍を乗り越える際に、エッジ効果を途切れなく発揮することができ、アイス轍の乗り越え性が顕著に向上する。更に、凹凸条部の高低差が1mm以下であるため、接地端付近の陸部の剛性が低下しにくく、ドライ旋回性能を良好に維持することができる。   According to the pneumatic tire of the present invention, since the uneven ridge portion having a height difference of 1 mm or less is formed on the surface of the land portion, the ice turning performance in the initial stage is particularly good due to the edge effect of the uneven ridge portion. Moreover, since the uneven | corrugated strip part similar to this uneven | corrugated strip part is formed in the area | region outside the earthing | grounding end of a round shoulder, the overcoming property of an ice basket becomes favorable with the edge effect of a concave / convex strip part. At that time, since the uneven shoulders of the round shoulder are continuously formed, the edge effect can be exhibited without any interruption when the ice ridge is overcome, and the ice ridden property is remarkably improved. Furthermore, since the height difference of the concave and convex portions is 1 mm or less, the rigidity of the land portion near the ground contact end is not easily lowered, and the dry turning performance can be maintained well.

上記において、前記ラウンドショルダーの接地端外側に形成した凹凸条部が、タイヤ周方向に対して0〜±30°の方向に形成されていることが好ましい。このようにタイヤ周方向に近い角度で凹凸条部を接地端外側の領域に形成することによって、アイス轍の乗り越え性をより顕著に向上させることができる。   In the above, it is preferable that the uneven ridge formed on the outer side of the grounded end of the round shoulder is formed in a direction of 0 to ± 30 ° with respect to the tire circumferential direction. Thus, by forming the concavo-convex ridge portion in the region outside the ground contact edge at an angle close to the tire circumferential direction, it is possible to more significantly improve the overcoming property of the ice ridge.

また、タイヤ赤道線の両側における接地端内側の領域に前記凹凸条部が形成されており、タイヤ赤道線の車両装着外側の陸部に形成された凹凸条部のピッチが、車両装着内側の陸部に形成された凹凸条部のピッチより小さいことが好ましい。一般にエッジ数が多いほどエッジ効果が大きくなるが、エッジ数が多いほど、実質的な接地面積が低下するため制動性能が低下する傾向がある。このため、上記のように、旋回時の寄与が大きい車両装着外側の陸部にはピッチの小さい凹凸条部を形成し、旋回時の寄与が小さい車両装着内側の陸部にはピッチの大きい凹凸条部を形成することによって、アイス旋回性能とアイス制動性能の両立を図ることができる。   The uneven ridges are formed on the inner side of the ground contact edge on both sides of the tire equator line, and the pitch of the uneven ridges formed on the land part on the outer side of the vehicle on the tire equator line is equal to the land on the inner side of the vehicle attached. It is preferable that it is smaller than the pitch of the uneven | corrugated strip formed in the part. In general, as the number of edges increases, the edge effect increases. However, as the number of edges increases, the substantial contact area decreases, so that the braking performance tends to decrease. For this reason, as described above, an uneven ridge portion having a small pitch is formed on the land portion outside the vehicle mounting, which has a large contribution during turning, and an uneven portion having a large pitch is formed in the land portion inside the vehicle mounting, which has a small contribution during turning. By forming the strip, it is possible to achieve both ice turning performance and ice braking performance.

あるいは、タイヤ赤道線の両側における接地端内側の領域に前記凹凸条部が形成されており、タイヤ赤道線の車両装着外側の陸部に形成された凹凸条部の形成方向がタイヤ周方向に対して0〜±30°であり、車両装着内側の陸部に形成された凹凸条部の形成方向がタイヤ幅方向に対して0〜±30°であることが好ましい。上記と同様の理由から、旋回時の寄与が大きい車両装着外側の陸部にはタイヤ周方向に近い方向に凹凸条部を形成し、旋回時の寄与が小さい車両装着内側の陸部にはタイヤ幅方向に近い方向に凹凸条部を形成することによって、アイス旋回性能とアイス制動性能の両立を図ることができる。   Or the said uneven | corrugated strip part is formed in the area | region inside the ground contact end in the both sides of a tire equator line, and the formation direction of the uneven | corrugated strip part formed in the land part of the tire equator line outside the vehicle mounting is with respect to the tire circumferential direction. It is preferably 0 to ± 30 °, and the formation direction of the concave and convex portions formed on the land portion on the inner side of the vehicle is preferably 0 to ± 30 ° with respect to the tire width direction. For the same reason as above, an uneven ridge is formed in a direction close to the tire circumferential direction in the land portion outside the vehicle mounting, which has a large contribution during turning, and a tire is formed in the land portion inside the vehicle mounting, in which the contribution during turning is small. By forming the concave and convex portions in the direction close to the width direction, it is possible to achieve both ice turning performance and ice braking performance.

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。図1は、本発明の空気入りタイヤにおけるトレッドパターンの一例を示す展開図であり、図2は、本発明の空気入りタイヤにおけるショルダー部の一例を示す要部断面図である。   Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a developed view showing an example of a tread pattern in the pneumatic tire of the present invention, and FIG. 2 is a cross-sectional view of a main part showing an example of a shoulder portion in the pneumatic tire of the present invention.

本発明の空気入りタイヤは、図1に示すように、複数の溝3,4によって区分された陸部5が形成されているトレッドパターンを備えるものである。本実施形態では、陸部5がブロック5a〜5fとして形成されている例を示す。   As shown in FIG. 1, the pneumatic tire of the present invention includes a tread pattern in which land portions 5 divided by a plurality of grooves 3 and 4 are formed. In the present embodiment, an example in which the land portion 5 is formed as blocks 5a to 5f is shown.

図示した例では、ブロック5は、トレッド1のタイヤ幅方向WDの両端側の領域を構成するタイヤショルダー部TSのブロック5a、5fのブロック列と、タイヤセンターラインCL上に形成された周方向主溝3の両側に隣接するタイヤセンター部TCのブロック5c、5dのブロック列、及び、前記タイヤセンター部TCのブロック5c、5dのブロック列とタイヤショルダー部TSのブロック5a、5fのブロック列との間に挟まれた中間部MZのブロック5b、5eのブロック列で構成されている。ブロック5a、5fは、トレッド1の両側の接地端7a,7bを跨いで各々形成されている。   In the example shown in the figure, the block 5 is composed of a block row of blocks 5a and 5f of the tire shoulder portion TS that constitute regions on both ends of the tread 1 in the tire width direction WD, and a main circumferential direction formed on the tire center line CL. A block row of blocks 5c and 5d of the tire center portion TC adjacent to both sides of the groove 3, and a block row of blocks 5c and 5d of the tire center portion TC and a block row of blocks 5a and 5f of the tire shoulder portion TS. It is composed of block rows of blocks 5b and 5e in the intermediate part MZ sandwiched between them. The blocks 5a and 5f are formed across the grounding ends 7a and 7b on both sides of the tread 1, respectively.

各ブロック5a、5b、5c、5d、5e、5fには、図1に示す様に、波状に延びる複数のサイプ6が配置されている。ブロック5a、5fのサイプ6は、接地端7a,7bより内側のみに形成されている。   In each of the blocks 5a, 5b, 5c, 5d, 5e, and 5f, as shown in FIG. The sipes 6 of the blocks 5a and 5f are formed only inside the ground ends 7a and 7b.

サイプ6は、直線状サイプでもよいが、波状サイプが好ましい。本発明における波状サイプとは、ジグザグサイプを含むものであり、また、その横断面形状は、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。   The sipe 6 may be a straight sipe, but is preferably a wave sipe. The wavy sipe in the present invention includes a zigzag sipe, and its cross-sectional shape is not limited to that close to a sine wave, but is similar to a wavy line or a rectangular wave in which straight lines and curves are alternately combined, etc. Any shape is acceptable.

ブロック5a、5fに形成されたサイプ6が波状サイプの場合、いわゆる波型サイプの特性を好適に発現する上で、その振幅(両側頂部の高さの和)が、1〜2mmが好ましく、また、中央サイプの周期(例えば凸−凸頂部間の距離)は、2〜5mmが好ましい。他のブロック5に形成されたサイプ6についても、同様である。   When the sipe 6 formed in the blocks 5a and 5f is a wavy sipe, the amplitude (the sum of the heights of the tops on both sides) is preferably 1 to 2 mm in order to appropriately express the characteristics of a so-called wave sipe. The period of the central sipe (for example, the distance between the convex and convex tops) is preferably 2 to 5 mm. The same applies to the sipes 6 formed in the other blocks 5.

なお、本発明におけるサイプ6の溝幅は0.1〜0.5mmが好ましい。また、サイプ6の溝深さは、トレッド1の両側の接地端7a,7bより内側の部分については、主溝深さの30〜80%が好ましい。サイプ6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6が若干(例えば15°以下)傾斜していてもよい。   In the present invention, the groove width of the sipe 6 is preferably 0.1 to 0.5 mm. Further, the groove depth of the sipe 6 is preferably 30 to 80% of the depth of the main groove for the portions inside the grounding ends 7 a and 7 b on both sides of the tread 1. The sipe 6 is generally formed so as to be perpendicular to the block surface, but the sipe 6 may be slightly inclined (for example, 15 ° or less) with respect to the normal line of the block surface.

本発明の空気入りタイヤは、図2に示すように、接地端7a,7bに位置する陸部(ブロック5a、5f)がラウンドショルダー2を形成してサイドウォール9側に連なっている。本発明において「ラウンドショルダー」とは、ショルダー部の子午線断面の輪郭形状が角張らずに緩やかな曲線で形成されているものを指す。ラウンドショルダーにおける曲率半径は、アイス轍の乗り越え性を向上させる観点から、5〜20mmが好ましく、8〜15mmがより好ましい。   In the pneumatic tire of the present invention, as shown in FIG. 2, the land portions (blocks 5 a and 5 f) located at the ground contact ends 7 a and 7 b form the round shoulder 2 and continue to the side wall 9 side. In the present invention, the “round shoulder” refers to one in which the contour shape of the meridian cross section of the shoulder portion is formed with a gentle curve without being angular. The radius of curvature at the round shoulder is preferably 5 to 20 mm, and more preferably 8 to 15 mm, from the viewpoint of improving the overcoming property of the ice bag.

本発明の空気入りタイヤは、図1〜図2に示すように、タイヤ赤道線CLから接地端7a,7bにかけて、高低差H1が1mm以下の凹凸条部11を陸部(ブロック5a〜5f)の表面に形成してある。本実施形態では、断面がノコギリ刃状の凹凸条部11が車両装着内側と外側とに対称(同一)に形成されている例を示す。凹凸条部11の高低差H1は、初期のアイス性能を高める観点から、0.2〜0.5mmが好ましい。   As shown in FIGS. 1 to 2, the pneumatic tire according to the present invention has an uneven ridge 11 having a height difference H1 of 1 mm or less from the tire equator line CL to the grounding ends 7a and 7b (blocks 5a to 5f). Formed on the surface. In the present embodiment, an example is shown in which the concave and convex strips 11 having a saw-shaped cross section are formed symmetrically (identical) on the inner side and the outer side of the vehicle. The height difference H1 of the uneven strip 11 is preferably 0.2 to 0.5 mm from the viewpoint of enhancing the initial ice performance.

また、接地端7a,7bより内側の凹凸条部11のピッチP1は、アイス制動性能と旋回性能のバランスなどの観点から、1〜5mmが好ましく、2〜3mmがより好ましい。また、凹凸条部11の形成方向は、アイス旋回性能を向上させる観点から、タイヤ周方向PDに対して0〜±30°の方向に形成されていることが好ましい。   Further, the pitch P1 of the ridges 11 on the inner side of the grounding ends 7a and 7b is preferably 1 to 5 mm, more preferably 2 to 3 mm, from the viewpoint of balance between ice braking performance and turning performance. Moreover, it is preferable that the formation direction of the uneven | corrugated strip part 11 is formed in the direction of 0 +/- 30 degree with respect to tire circumferential direction PD from a viewpoint of improving ice turning performance.

更に、本発明では、ラウンドショルダー2の接地端7a,7bからその外側20mm以上の領域A1にかけて、凹凸条部11と連続するように高低差H2が1mm以下の凹凸条部12を形成してある。本実施形態では、断面がノコギリ刃状の凹凸条部12が車両装着内側と外側とに対称(同一)に形成されている例を示す。凹凸条部12の高低差H2は、アイス轍の乗り越え性を向上させる観点から、0.2〜0.5mmが好ましい。   Furthermore, in this invention, the uneven | corrugated strip | belt part 12 whose height difference H2 is 1 mm or less is formed so that it may continue to the uneven | corrugated strip part 11 from the earthing | grounding edge 7a, 7b of the round shoulder 2 to the area | region A1 20 mm or more outside. . In the present embodiment, an example is shown in which the concave and convex strips 12 having a saw-shaped cross section are formed symmetrically (identical) on the inner side and the outer side of the vehicle. The height difference H2 of the concavo-convex ridge 12 is preferably 0.2 to 0.5 mm from the viewpoint of improving the overcoming property of the ice ridge.

また、接地端7a,7bより外側の凹凸条部12のピッチP2は、アイス轍の乗り越え性を向上させる観点から、1〜5mmが好ましく、2〜3mmがより好ましい。また、凹凸条部11の形成方向は、アイス轍の乗り越え性を向上させる観点から、タイヤ周方向PDに対して0〜±30°の方向に形成されていることが好ましい。   Moreover, the pitch P2 of the uneven | corrugated strip part 12 outside the grounding ends 7a and 7b is preferably 1 to 5 mm and more preferably 2 to 3 mm from the viewpoint of improving the overcoming property of the ice basket. Moreover, it is preferable that the formation direction of the uneven | corrugated strip part 11 is formed in the direction of 0 +/- 30 degree with respect to tire circumferential direction PD from a viewpoint of improving the overcoming property of an ice ridge.

接地端7a,7bより外側の凹凸条部12を形成する領域A1の長さL1は、アイス轍の乗り越え性を向上させる観点から、20〜50mmが好ましく、25〜35mmがより好ましい。   The length L1 of the region A1 that forms the concave and convex portions 12 outside the ground contact ends 7a and 7b is preferably 20 to 50 mm, and more preferably 25 to 35 mm, from the viewpoint of improving the ability to get over the ice basket.

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とショルダー部とを備える以外は、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 includes the tread pattern and the shoulder portion as described above, and any conventionally known material, shape, structure, manufacturing method, etc. are adopted in the present invention. it can.

本発明の空気入りタイヤは、初期におけるアイス旋回性能が特に良好で、アイス轍の乗り越え性が良好であり、しかもドライ旋回性能を良好に維持することができるトレッドパターンを備えるため、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 good as a studless tire because it has a tread pattern that is particularly good in ice turning performance in the initial stage, has a good ability to ride over ice ridges, and can maintain good dry turning performance. Useful.

[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]
Hereinafter, other embodiments of the present invention will be described.

(1)前述の実施形態では、図1に示す形状のブロックが形成されている例を示したが、ブロックは、この形状に限らず、略正方形、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、ブロックに代えて、タイヤ周方向に直線状に延びるリブや、タイヤ周方向にジグザグに延びるリブ、又はラグなどが形成されていてもよい。   (1) In the above-described embodiment, the example in which the block having the shape shown in FIG. 1 is formed is shown. However, the block is not limited to this shape, and is substantially square, parallelogram, V-shaped, pentagon, Alternatively, a curve-based block may be used. Further, instead of the block, a rib extending linearly in the tire circumferential direction, a rib extending zigzag in the tire circumferential direction, or a lug may be formed.

(2)前述の実施形態では、図2に示すように、断面がノコギリ刃状の凹凸条部11と凹凸条部12とを同じ向きに形成する例を示したが、本発明の凹凸条部は、凹凸が特定の方向に連続するものであれば、いずれの形状でもよい。但し、エッジ効果を十分発揮させる観点から、表面の法線方向から±20°以内の角度で設けた壁面を有することが好ましい。例えば、凹凸条部の形状や向きとしては、図3(a)〜(b)に示すように、種々の形態が挙げられる。   (2) In the above-described embodiment, as shown in FIG. 2, an example in which the concave and convex ridges 11 and the concave and convex ridges 12 having a saw-shaped cross section are formed in the same direction is shown. May be any shape as long as the irregularities are continuous in a specific direction. However, from the viewpoint of sufficiently exhibiting the edge effect, it is preferable to have a wall surface provided at an angle within ± 20 ° from the normal direction of the surface. For example, as shown in FIGS. 3 (a) to 3 (b), various shapes can be cited as the shape and orientation of the ridges and recesses.

図3(a)に示す例は、断面がノコギリ刃状の凹凸条部12を接地端7a,7bの外側に設ける際に、内側のノコギリ刃状の凹凸条部11と向きを逆にして設けたものである。このように、断面がノコギリ刃状の凹凸条部12のエッジ方向をトレッド側に向けることによって、アイス轍を乗り越える際のエッジ効果をより大きくすることができる。なお、断面がノコギリ刃状の凹凸条部11を接地端7a,7bの内側に設ける際に、エッジ方向を外側に向けることによって、アイス旋回性能を向上させることができる。   In the example shown in FIG. 3 (a), when the concave and convex strip portion 12 having a saw-shaped cross section is provided on the outer side of the grounding ends 7a and 7b, the concave and convex strip portion 11 on the inner side is provided in an opposite direction. It is a thing. Thus, the edge effect at the time of getting over the ice ridge can be further increased by directing the edge direction of the uneven strip portion 12 having a saw-toothed cross section toward the tread side. In addition, when providing the uneven | corrugated strip part 11 with a saw-toothed cross section inside the grounding ends 7a and 7b, the ice turning performance can be improved by directing the edge direction to the outside.

図3(b)に示す例は、側壁面が略垂直な複数の凹条を設けることによって、凹凸条部11,12を形成した例である。この場合、凹条の深さが高低差H1,H2に相当する。このような形状の凹凸条部は、接地端7a,7bの 側に設けるのが好ましい。また、このように断面がコの字型の凹条に代えて、断面がU字型やV字型、半円などの凹条を設けることによって、凹凸条部を形成してもよい。   The example shown in FIG. 3B is an example in which the concavo-convex portions 11 and 12 are formed by providing a plurality of concave ridges whose side wall surfaces are substantially vertical. In this case, the depth of the groove corresponds to the height difference H1, H2. It is preferable to provide the concavo-convex portion having such a shape on the side of the grounding ends 7a and 7b. In addition, the concave and convex ridges may be formed by providing concave stripes having a U-shaped, V-shaped, semicircular cross-section, etc. instead of concave grooves having a U-shaped cross section.

(3)前述の実施形態では、タイヤ赤道線の両側の陸部に、表面の凹凸条部が形成されている例を示したが、本発明では、車両装着外側のみに、凹凸条部を設けてもよい。また、接地端内側のタイヤ赤道線の両側に凹凸条部を設け、車両装着外側の接地端の外側に凹凸条部を設けてもよい。   (3) In the above-described embodiment, an example has been shown in which uneven ridges on the surface are formed on the land portions on both sides of the tire equator line. However, in the present invention, the uneven ridges are provided only on the vehicle mounting outside. May be. Further, the uneven ridges may be provided on both sides of the tire equator line inside the ground contact end, and the uneven ridges may be provided outside the ground contact end outside the vehicle.

(4)前述の実施形態では、タイヤ赤道線の両側の凹凸条部が対称に形成されている例を示したが、本発明では、車両装着外側と内側との凹凸条部を非対称に形成してもよい。例えば、タイヤ赤道線の両側における接地端内側の領域に凹凸条部が形成されており、タイヤ赤道線の車両装着外側の陸部に形成された凹凸条部のピッチが、車両装着内側の陸部に形成された凹凸条部のピッチより小さくなるようにしてもよい。   (4) In the above-described embodiment, an example is shown in which the ridges on both sides of the tire equator line are formed symmetrically. However, in the present invention, the ridges on the vehicle mounting outer side and the inner side are formed asymmetrically. May be. For example, uneven ridges are formed in the area inside the ground contact edge on both sides of the tire equator line, and the pitch of the uneven ridges formed on the land part outside the vehicle on the tire equator line is You may make it become smaller than the pitch of the uneven | corrugated strip part formed in this.

この場合、アイス旋回性能とアイス制動性能の両立を図る観点から、車両装着外側のピッチが車両装着内側のピッチの30〜90%にするのが好ましく、50〜60%にするのがより好ましい。   In this case, from the viewpoint of achieving both the ice turning performance and the ice braking performance, the pitch outside the vehicle is preferably 30 to 90%, more preferably 50 to 60% of the pitch inside the vehicle.

また、タイヤ赤道線の両側における接地端内側の領域に前記凹凸条部が形成されており、タイヤ赤道線の車両装着外側の陸部に形成された凹凸条部の形成方向がタイヤ周方向に対して0〜±30°であり、車両装着内側の陸部に形成された凹凸条部の形成方向がタイヤ幅方向に対して0〜±30°であるようにしてもよい。なお、このように凹凸条部の形成方向を非対称にすると共に、上記のように、凹凸条部のピッチを非対称にしてもよい。   The uneven ridges are formed on the inner side of the ground contact edge on both sides of the tire equator line. It may be 0 to ± 30 °, and the formation direction of the ridges formed on the land portion on the vehicle mounting inner side may be 0 to ± 30 ° with respect to the tire width direction. In addition, the formation direction of the uneven ridges may be asymmetric as described above, and the pitch of the uneven ridges may be asymmetric as described above.

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。   Examples and the like specifically showing the configuration and effects of the present invention will be described below. In addition, each performance evaluation of the tire was performed as follows.

(1)アイス制動性能(初期性能)
タイヤを実車(国産3000ccクラスのFR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ABSを作動させ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 (initial performance)
Braking distance when a tire is mounted on a real vehicle (domestic 3000cc class FR sedan), running on a frozen road under the load conditions of one passenger and operating the ABS by applying braking force at a speed of 40km / h Was evaluated by an index. In addition, evaluation is shown by an index display when the conventional product (Comparative Example 1) is set to 100, and a larger value indicates a better result.

(2)アイス旋回性能(初期性能)
タイヤを上記と同じ実車に装着し、1名乗車の荷重条件で同じ路面をレムニスケート曲線(8の字曲線:R=25m円)にて走行し、そのラップタイムを指数で評価した。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。
(2) Ice turning performance (initial performance)
The tires were mounted on the same actual vehicle as described above, and the same road surface was run on a Remnis skate curve (eight curve: R = 25 m yen) under the load condition of one passenger, and the lap time was evaluated by an index. In addition, evaluation is shown by an index display when the conventional product (Comparative Example 1) is set to 100, and a larger value indicates a better result.

(3)アイス轍の乗り越え性
タイヤを上記と同じ実車に装着し、1名乗車の荷重条件にて、速度40km/hで走行しながら、氷雪路に設けた深さ20mm程度の轍の乗り超えを数回実施し、その時のフィーリング(車両の片流れを含む)を官能試験で評価した。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。
(3) Overriding ability of ice reeds With tires mounted on the same actual vehicle as above, overcoming a reed with a depth of about 20 mm on an icy and snowy road while traveling at a speed of 40 km / h under the load conditions of one passenger Was carried out several times, and the feeling (including a single flow of the vehicle) at that time was evaluated by a sensory test. In addition, evaluation is shown by an index display when the conventional product (Comparative Example 1) is set to 100, and a larger value indicates a better result.

(4)ドライ旋回性能(初期性能)
タイヤを上記と同じ実車に装着し、1名乗車の荷重条件でドライ路面をレムニスケート曲線(8の字曲線:R=25m円)にて走行し、そのラップタイムを指数で評価した。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。
(4) Dry turning performance (initial performance)
The tires were mounted on the same actual vehicle as described above, and a dry road surface was run on a remnant skate curve (eight curve: R = 25 m yen) under the load condition of one passenger, and the lap time was evaluated by an index. In addition, evaluation is shown by an index display when the conventional product (Comparative Example 1) is set to 100, and a larger value indicates a better result.

比較例1(従来品)
図1〜図2に示すトレッドパターンにおいて、接地端の内側だけに凹凸条部(H1=
0.3mm、P1=2mm)を形成してサイズ205/65R15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。なお、サイプ深さを7mm、サイプの溝幅0.3mm、周期4mm、振幅1.8mm、サイプ間隔4mmとした(以下の実施例等において同じ)。
Comparative example 1 (conventional product)
In the tread pattern shown in FIGS. 1 and 2, the concave and convex portions (H1 =
0.3mm, P1 = 2mm) to form a radial tire of size 205 / 65R15. Table 1 shows the results of each performance evaluation described above using this tire. The sipe depth was 7 mm, the sipe groove width was 0.3 mm, the period was 4 mm, the amplitude was 1.8 mm, and the sipe interval was 4 mm (the same applies to the following examples).

実施例1
図1〜図2に示すトレッドパターンにおいて、接地端の内側の凹凸条部(H1=0.3mm、P1=2mm)と、接地端の外側の凹凸条部(H2=0.3mm、P2=2mm)とを形成してサイズ205/65R15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。
Example 1
In the tread pattern shown in FIG. 1 to FIG. 2, the concavo-convex portion (H1 = 0.3 mm, P1 = 2 mm) inside the ground end and the concavo-convex portion (H2 = 0.3 mm, P2 = 2 mm) outside the ground end. A radial tire of size 205 / 65R15 was manufactured. Table 1 shows the results of each performance evaluation described above using this tire.

実施例2
図1〜図2に示すトレッドパターンにおいて、接地端の内側の凹凸条部(装着外側H1=0.3mm、装着外側P1=1mm、装着内側H1=0.3mm、装着内側P1=2mm)と、接地端の外側の凹凸条部(装着外側H1=0.3mm、装着外側P1=1mm、装着内側H1=0.3mm、装着内側P1=2mm)とを形成してサイズ205/65R15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。
Example 2
In the tread pattern shown in FIG. 1 to FIG. 2, the concave and convex strips inside the ground contact end (mounting outer side H1 = 0.3 mm, mounting outer side P1 = 1 mm, mounting inner side H1 = 0.3 mm, mounting inner side P1 = 2 mm), A radial tire of size 205 / 65R15 is formed by forming an uneven ridge (outside mounting H1 = 0.3 mm, mounting outside P1 = 1 mm, mounting inside H1 = 0.3 mm, mounting inside P1 = 2 mm) outside the ground contact edge. Manufactured. Table 1 shows the results of each performance evaluation described above using this tire.

実施例3
図1〜図2に示すトレッドパターンにおいて、装着内側の凹凸条部だけタイヤ幅方向に連続させて、接地端の内側の凹凸条部(H1=0.3mm、P1=2mm)と、接地端の外側の凹凸条部(H2=0.3mm、P2=2mm)とを形成してサイズ205/65R15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。
Example 3
In the tread pattern shown in FIG. 1 to FIG. 2, only the uneven ridges on the inner side of the mounting are continued in the tire width direction, and the uneven ridges (H1 = 0.3 mm, P1 = 2 mm) inside the ground contact end, A radial tire having a size of 205 / 65R15 was manufactured by forming outer ridges (H2 = 0.3 mm, P2 = 2 mm). Table 1 shows the results of each performance evaluation described above using this tire.

比較例2
比較例1において、凹凸条部を全く設けないこと以外は、比較例1と同様にして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。
Comparative Example 2
In Comparative Example 1, a radial tire was manufactured in the same manner as in Comparative Example 1 except that no irregularities were provided. Table 1 shows the results of each performance evaluation described above using this tire.

比較例3
実施例1において、接地端外側の凹凸条部を設ける代わりに、タイヤ周方向に深さ0.3mm、幅0.3mm、ピッチ2mmとしたこと以外は、実施例1と同様にして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。
Comparative Example 3
In Example 1, a radial tire was prepared in the same manner as in Example 1 except that the depth of the tire circumferential direction was 0.3 mm, the width was 0.3 mm, and the pitch was 2 mm, instead of providing the uneven ridges outside the ground contact edge. Manufactured. Table 1 shows the results of each performance evaluation described above using this tire.

比較例4
実施例2において、装着外側の凹凸条部と装着内側の凹凸条部とを入れ替えた(逆にした)こと以外は、実施例2と同様にして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。
Comparative Example 4
In Example 2, a radial tire was manufactured in the same manner as in Example 2 except that the uneven ridges on the outer side of the mounting and the uneven ridges on the inner side of the mounting were replaced (reversed). Table 1 shows the results of each performance evaluation described above using this tire.

Figure 0004442729
Figure 0004442729

表1の結果が示すように、実施例1〜3では初期のアイス旋回性能が良好で、特にアイス轍の乗り越え性が良好であり、しかもドライ旋回性能を良好に維持することができる。特に、凹凸条部を非対称に形成した実施例2〜3では、装着外側の凹凸条部と装着内側の凹凸条部とを入れ替えた比較例4との対比から、アイス旋回性能とアイス制動性能の両立を図ることができることが分かる。   As shown in the results of Table 1, in Examples 1 to 3, the initial ice turning performance is good, particularly the ice climbing ability is good, and the dry turning performance can be maintained well. In particular, in Examples 2 to 3 in which the uneven ridges are formed asymmetrically, the ice turning performance and the ice braking performance of the comparative example 4 in which the uneven ridges on the outer side of the mounting and the uneven ridges on the inner side of the mounting are replaced are shown. It can be seen that both can be achieved.

これに対して、凹凸条部を設けていない比較例2では、特に初期のアイス旋回性能が低下し、また、凹凸条部の代わりにタイヤ周方向溝を設けた比較例3では、特にドライ旋回性能が低下した。   On the other hand, in the comparative example 2 in which the uneven ridges are not provided, the initial ice turning performance is deteriorated, and in the comparative example 3 in which the tire circumferential grooves are provided instead of the uneven ridges, the dry turning is particularly provided. Performance declined.

本発明の空気入りタイヤにおけるトレッドパターンの一例を示す展開図The expanded view which shows an example of the tread pattern in the pneumatic tire of this invention 本発明の空気入りタイヤにおけるショルダー部の一例を示す要部断面図Sectional drawing of the principal part which shows an example of the shoulder part in the pneumatic tire of this invention 本発明の空気入りタイヤの他の例を示す要部断面図Sectional drawing of the principal part showing another example of the pneumatic tire of the present invention

符号の説明Explanation of symbols

1 トレッド
2 ラウンドショルダー
3,4 溝
5 ブロック(陸部)
5a,5f ショルダー部のブロック
7a、7b 接地端
9 サイドウォール
11 接地端内側の凹凸条部
12 接地端外側の凹凸条部
A1 凹凸条部を形成した領域
L1 凹凸条部を形成した領域の長さ
H1,H2 凹凸条部の高低差
P1,P2 凹凸条部のピッチ
CL タイヤ赤道線
PD タイヤ周方向
1 tread 2 round shoulder 3, 4 groove 5 block (land)
5a, 5f Shoulder block 7a, 7b Grounding end 9 Side wall 11 Concavity and convexity ridge 12 inside grounding end Concavity and convexity A1 outside grounding end A1 Area where concavo-convex ridge is formed L1 Length of region where concavo-convex ridge is formed H1, H2 Height difference of uneven ridges P1, P2 Pitch of uneven ridges CL Tire equator line PD Tire circumferential direction

Claims (2)

複数の溝によって区分された陸部が形成されているトレッドパターンを備えると共に、接地端に位置する陸部がラウンドショルダーを形成してサイドウォール側に連なる空気入りタイヤにおいて、
タイヤ赤道線から接地端にかけて高低差が1mm以下の凹凸条部を陸部の表面に形成すると共に、前記ラウンドショルダーの接地端からその外側20mm以上の領域にかけて、前記凹凸条部と連続するように高低差が1mm以下の凹凸条部を形成してあり、
前記ラウンドショルダーの接地端外側に形成した前記凹凸条部が、タイヤ周方向に対して0〜±30°の方向に形成してあり、かつ
タイヤ赤道線の両側における接地端内側の領域に形成した前記凹凸条部のうち、タイヤ赤道線の車両装着外側の陸部に形成された前記凹凸条部の形成方向がタイヤ周方向に対して0〜±30°であり、車両装着内側の陸部に形成された前記凹凸条部の形成方向がタイヤ幅方向に対して0〜±30°であることを特徴とする空気入りタイヤ。
In a pneumatic tire including a tread pattern in which a land portion divided by a plurality of grooves is formed, and a land portion located at a ground contact end forming a round shoulder and continuing to a sidewall side,
A concave and convex portion having a height difference of 1 mm or less is formed on the surface of the land portion from the tire equator line to the grounding end, and is continuous with the concave and convex portion from the grounding end of the round shoulder to an outer region of 20 mm or more. Thea difference in height to form a following of concave-convex portions 1mm is,
The concave and convex ridges formed on the outer side of the grounding end of the round shoulder are formed in a direction of 0 to ± 30 ° with respect to the tire circumferential direction; and
Of the concavo-convex ridges formed in the regions inside the ground contact edge on both sides of the tire equator line, the formation direction of the concavo-convex ridges formed on the land portion outside the vehicle mounted on the tire equator line is 0 with respect to the tire circumferential direction. A pneumatic tire characterized in that it is ˜ ± 30 °, and the formation direction of the ridges and ridges formed on the land portion on the inner side of the vehicle is 0˜ ± 30 ° with respect to the tire width direction .
タイヤ赤道線の両側における接地端内側の領域に前記凹凸条部が形成されており、タイヤ赤道線の車両装着外側の陸部に形成された凹凸条部のピッチが、車両装着内側の陸部に形成された凹凸条部のピッチより小さい請求項1に記載の空気入りタイヤ。 The uneven ridges are formed on the inner side of the ground contact edge on both sides of the tire equator line, and the pitch of the uneven ridges formed on the land part on the outer side of the vehicle on the tire equator line is in the land part on the inner side of the vehicle attachment. The pneumatic tire according to claim 1, wherein the pneumatic tire is smaller than the pitch of the formed uneven strips.
JP2006344007A 2006-12-21 2006-12-21 Pneumatic tire Active JP4442729B2 (en)

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JP4312823B1 (en) 2008-07-07 2009-08-12 横浜ゴム株式会社 PNEUMATIC TIRE, TIRE MOLDING MOLD, AND METHOD FOR PRODUCING PNEUMATIC TIRE
JP4759044B2 (en) * 2008-12-22 2011-08-31 住友ゴム工業株式会社 Pneumatic tire
JP5391243B2 (en) * 2011-07-29 2014-01-15 住友ゴム工業株式会社 Pneumatic tire
JP6106053B2 (en) * 2013-09-09 2017-03-29 住友ゴム工業株式会社 Pneumatic tire
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