JP2002103921A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP2002103921A JP2002103921A JP2000293347A JP2000293347A JP2002103921A JP 2002103921 A JP2002103921 A JP 2002103921A JP 2000293347 A JP2000293347 A JP 2000293347A JP 2000293347 A JP2000293347 A JP 2000293347A JP 2002103921 A JP2002103921 A JP 2002103921A
- Authority
- JP
- Japan
- Prior art keywords
- sipe
- sipes
- pneumatic tire
- block
- depth 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.)
- Granted
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
- B60C11/1218—Three-dimensional shape with regard to depth and extending direction
-
- 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
Abstract
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。The present invention relates to a pneumatic tire provided with a tread pattern having a plurality of blocks forming 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、サイプの深さ方向に形状が変化しない平面又
は波形のサイプが従来は一般的であった。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った。2. Description of the Related Art Conventionally, there has been known a tire pattern in which a plurality of sipes are arranged at respective portions (a center portion, a mediate portion, and a shoulder portion) in order to improve ice performance of a studless tire. Conventionally, as the shape of such a sipe, a plane or corrugated sipe whose shape does not change in the depth direction of the sipe has been generally used. By forming such a sipe in a block, the edge effect, the water removal effect, and the adhesion effect are improved, and the number of sipes has tended to increase in recent years.
【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倒れ込むことにより、逆
にエッジ効果が小さくなり、アイス性能も低下するとい
う問題が生じる。このため、サイプの形状を深さ方向で
変化させて、サイプの倒れ込みを抑制した、いわゆる３
次元サイプが近年注目されている。However, when the sipe density is increased by increasing the number of sipes, the number of edges is increased, but the rigidity of the entire block is reduced and the sipes fall down, thereby conversely reducing the edge effect and improving the ice performance. The problem of reduction occurs. For this reason, the shape of the sipe is changed in the depth direction to suppress the fall of the sipe.
Two-dimensional sipes have attracted attention in recent years.
【０００４】例えば、特開平５−５８１１８号公報に
は、サイプの倒れ込みを抑制すべく、図５に示すよう
に、ブロック１に少なくとも１本のタイヤ幅方向のサイ
プ１０を設け、そのサイプ１０内の互いに対面する合面
の一方に凸部２０を形成し、他方に該凸部に噛み合うデ
ィンプルを形成したスタッドレスタイヤが提案されてい
る。For example, in Japanese Patent Laid-Open Publication No. Hei 5-58118, at least one sipe 10 in the tire width direction is provided in a block 1 as shown in FIG. There is proposed a studless tire in which a convex portion 20 is formed on one of mating surfaces facing each other and a dimple meshing with the convex portion is formed on the other.
【０００５】[0005]
【発明が解決しようとする課題】しかしながら、上記の
スタッドレスタイヤでは、合面の一方に凸部のみを形成
するため、倒れ込み抑制作用がブロックの倒れ込みの方
向により異なるため、何れかの方向の倒れ込み抑制作用
が不十分になるという問題がある。即ち、凸部の突出側
へのブロックの倒れ込みには凸部とディンプルとの係合
部の圧接力が大きくなって、倒れ込み抑制作用が大きく
なるのに対して、逆方向の倒れ込みには凸部とディンプ
ルとの係合部の圧接力が小さくなって、倒れ込み抑制作
用も小さくなる。また、平面サイプ（直線サイプ）を前
提とするため、波形サイプと比較して、エッジ効果の方
向が制限されるという欠点もある。However, in the above-mentioned studless tire, since only the convex portion is formed on one side of the mating surface, the action of suppressing the fall differs depending on the direction of the fall of the block. There is a problem that the action becomes insufficient. That is, when the block falls down to the protruding side of the protrusion, the pressure contact force of the engagement portion between the protrusion and the dimple increases, and the action of suppressing the fall increases. The press-contact force of the engaging portion between the shaft and the dimple is reduced, and the function of suppressing the falling down is also reduced. Further, since a plane sipe (linear sipe) is assumed, there is a disadvantage that the direction of the edge effect is limited as compared with the waveform sipe.
【０００６】また、特開平１２−６６１９号公報には、
波形サイプの振幅を深さ方向位置で変化させることによ
り、波形サイプを３次元化したものが提案されている
が、かかる振幅の変化のみでは、壁面の深さ方向のズレ
に対する十分な係合力が得られにくいため、サイプの倒
れ込み抑制効果が不十分となり易い。[0006] Also, Japanese Patent Application Laid-Open No.
Although a three-dimensional waveform sipe has been proposed by changing the amplitude of the waveform sipe at a position in the depth direction, a sufficient engagement force with respect to the displacement in the depth direction of the wall surface can be obtained only by such a change in the amplitude. Since it is difficult to obtain the sipe, the effect of suppressing the fall of the sipe tends to be insufficient.
【０００７】そこで、本発明の目的は、波形サイプの長
所を生かしつつ、深さ方向に十分な係合力を得ることが
でき、しかもブロックの倒れ込み方向によりその抑制効
果が左右されにくい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 which can obtain a sufficient engaging force in the depth direction while making the most of the advantages of the corrugated sipe, and which is less affected by the suppressing direction of the block. To provide.
【０００８】[0008]
【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
サイプは、ブロック表面の波線又はジグザグ線から深さ
方向に延びる基準面を有すると共に、その基準面の表側
頂部及び裏側頂部に対して縦断面が凹状の係合面を各々
設けてあることを特徴とする。ここで、基準面とはサイ
プを介して対向する両壁面の中央に位置する面を指し、
係合面についても同様である。The above object can be achieved by the present invention as described below. That is, in the pneumatic tire of the present invention, in a pneumatic tire having a tread pattern having a plurality of blocks forming a plurality of sipes, the sipes have a reference surface extending in a depth direction from a wavy line or a zigzag line of the block surface. In addition to the above, an engaging surface having a concave longitudinal section is provided for each of the front side top and the back side top of the reference surface. Here, the reference plane refers to a plane located at the center of both wall surfaces facing each other via the sipe,
The same applies to the engagement surface.
【０００９】上記において、前記係合面の基準面からの
最大深さが０．５〜１．５ｍｍであり、前記係合面と基
準面との境界線の深さ方向の最大間隔が０．５〜２．５
ｍｍであることが好ましい。In the above, the maximum depth of the engagement surface from the reference surface is 0.5 to 1.5 mm, and the maximum distance in the depth direction of the boundary between the engagement surface and the reference surface is 0.1 mm. 5-2.5
mm.
【００１０】［作用効果］本発明によると、ブロック表
面の波線又はジグザグ線から深さ方向に延びる基準面を
有するため、いわゆる波形サイプの長所を生かすことが
でき、また縦断面が凹状の係合面を表裏両側から設けて
あるため、ブロックの倒れ込み方向によりその抑制効果
が左右されにくい。その際、係合面が縦断面凹状である
ため深さ方向の係合力が大きく、しかも基準面の頂部に
凹状の係合面を設けてあるため、凸状の係合面や他の位
置に設ける場合に比べて、係合力を大きくすることがで
きる。その結果、波形サイプの長所を生かしつつ、深さ
方向に十分な係合力を得ることができ、しかもブロック
の倒れ込み方向によりその抑制効果が左右されにくい空
気入りタイヤを提供することができる。According to the present invention, the reference surface extending in the depth direction from the wavy line or zigzag line on the block surface can take advantage of the so-called corrugated sipe, and the engagement has a concave longitudinal section. Since the surfaces are provided from both the front and back sides, the suppression effect is hardly influenced by the falling direction of the block. At this time, since the engaging surface has a concave longitudinal cross section, the engaging force in the depth direction is large, and since the concave engaging surface is provided at the top of the reference surface, the convex engaging surface and other positions are provided. Engaging force can be increased as compared with the case where it is provided. As a result, it is possible to provide a pneumatic tire that can obtain a sufficient engaging force in the depth direction while making the most of the advantages of the wave-shaped sipe, and that is less affected by the restraining effect of the block falling direction.
【００１１】前記係合面の基準面からの最大深さが０．
５〜１．５ｍｍであり、前記係合面と基準面との境界線
の深さ方向の最大間隔が０．５〜２．５ｍｍである場
合、深さ方向に十分な係合力を得ながら、タイヤ加硫成
型後の脱型を容易にすることができる。The maximum depth of the engagement surface from the reference surface is 0.
5 to 1.5 mm, and when the maximum distance in the depth direction of the boundary line between the engagement surface and the reference surface is 0.5 to 2.5 mm, while obtaining a sufficient engagement force in the depth direction, Demolding after tire vulcanization molding can be facilitated.
【００１２】[0012]
【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と斜溝４によ
り区分された４角形又は５角形のブロック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
例を示す。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 on which a plurality of sipes 10 are formed. In the present embodiment, an example is shown in which a rectangular or pentagonal block 1 divided by a circumferential groove 2, a lateral groove 3, and a diagonal groove 4 is formed, and six rows of blocks 1 are arranged in the tire width direction.
【００１３】各々のブロック１には、タイヤ幅方向に向
けて複数列のサイプ１０が形成されており、各々のサイ
プ１０の両端は、ブロック１に隣接する溝に開口してい
るが、それに限定されるものではなく、ブロック１の側
壁から露出せずにブロック１の側壁の内側に留めたり、
片側のみを留めたりと、パターン構成によって適宜使い
分けることができる。A plurality of rows of sipes 10 are formed in each block 1 in the tire width direction, and both ends of each of the sipes 10 are opened in grooves adjacent to the block 1. It is not to be kept inside the side wall of the block 1 without being exposed from the side wall of the block 1,
Depending on the pattern configuration, only one side can be used properly.
【００１４】本発明におけるサイプ１０は、図２に示す
ように、ブロック１の表面の波線又はジグザグ線から深
さ方向に延びる基準面Ｂを有し、この基準面Ｂは何れの
深さにおいても、略同じ横断面形状を有している。波線
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。As shown in FIG. 2, the sipe 10 according to the present invention has a reference surface B extending in a depth direction from a wavy line or a zigzag line on the surface of the block 1, and the reference surface B is at any depth. , Have substantially the same cross-sectional shape. The shape of the wavy line is not limited to a sine wave, but may be any shape such as a wavy line in which straight lines and curves are alternately combined or a rectangular wave.
【００１５】波線又はジグザグ線の周期は、いわゆる波
形サイプの特性を好適に発現する上で１．５〜４ｍｍが
好ましく、振幅（両側頂部の高さの和）は１〜２ｍｍが
好ましい。また、サイプ１０の深さは３〜１０ｍｍが好
ましい。The period of the wavy line or zigzag line is preferably 1.5 to 4 mm, and the amplitude (the sum of the heights at the tops on both sides) is preferably 1 to 2 mm in order to suitably exhibit the characteristics of a so-called waveform sipe. The sipe 10 preferably has a depth of 3 to 10 mm.
【００１６】基準面Ｂの表側頂部１０ａには、図２
（ｂ）に示すように縦断面が凹状の係合面１１ａを設け
てあり、裏側頂部１０ｂには、図２（ｃ）に示すように
縦断面が凹状の係合面１１ｂを設けてある。係合面１１
ａと係合面１１ｂは共に円錐状の凹面で形成されてい
る。FIG. 2 shows a top 10a on the front side of the reference plane B.
As shown in FIG. 2B, an engaging surface 11a having a concave vertical section is provided, and an engaging surface 11b having a concave vertical section is provided on the rear top portion 10b as shown in FIG. 2C. Engagement surface 11
a and the engaging surface 11b are both formed as conical concave surfaces.
【００１７】本発明では、係合面１１ａ，１１ｂの形状
にもよるが、図３に示すような、サイプ１０の係合面１
１ａ，１１ｂの基準面Ｂからの最大深さＤが０．５〜
１．５ｍｍであることが好ましい。最大深さＤが０．５
ｍｍ未満では、サイプ１０の倒れ込み抑制効果が不十分
となる傾向があり、１．５ｍｍを超えると、タイヤ加硫
成型後の脱型時に抵抗が大きくなる傾向がある。In the present invention, although it depends on the shape of the engaging surfaces 11a and 11b, as shown in FIG.
The maximum depth D from the reference plane B of 1a, 11b is 0.5 to
It is preferably 1.5 mm. Maximum depth D is 0.5
If the diameter is less than 1.5 mm, the effect of suppressing the falling of the sipe 10 tends to be insufficient, and if it exceeds 1.5 mm, the resistance tends to increase upon demolding after tire vulcanization molding.
【００１８】また、係合面１１ａ，１１ｂと基準面Ｂと
の境界線１２の深さ方向の最大間隔Ｗ１が０．５〜２．
５ｍｍであることが好ましい。最大間隔Ｗ１が０．５ｍ
ｍ未満では、ブロック１の倒れ込み抑制効果が不十分と
なる傾向があり、２．５ｍｍを超えると、最大深さＤと
の関係で、相対的に係合面１１ａ，１１ｂの傾斜角が小
さくなるため、ブロック１の倒れ込み抑制効果が不十分
となる傾向がある。The maximum distance W1 in the depth direction of the boundary 12 between the engagement surfaces 11a, 11b and the reference surface B is 0.5 to 2.0.
It is preferably 5 mm. Maximum interval W1 is 0.5m
If it is less than m, the effect of suppressing the falling of the block 1 tends to be insufficient, and if it exceeds 2.5 mm, the inclination angles of the engagement surfaces 11a and 11b become relatively small in relation to the maximum depth D. Therefore, the effect of suppressing the falling of the block 1 tends to be insufficient.
【００１９】上下に複数の係合面１１ａ，１１ｂを設け
る場合、最大深さ部の上下間隔は、０．５〜１．５ｍｍ
が好ましい。また、係合面１１ａと係合面１１ｂとは、
異なる高さに設けてもよいが、同じ高さに設けるのが、
ブロックの倒れ込み方向による影響を少なくする上で好
ましい。When a plurality of engaging surfaces 11a and 11b are provided on the upper and lower sides, the vertical interval between the maximum depths is 0.5 to 1.5 mm.
Is preferred. Further, the engagement surface 11a and the engagement surface 11b are
Although it may be provided at different heights, providing at the same height is
This is preferable for reducing the influence of the falling direction of the block.
【００２０】本発明では、サイプ１０の溝幅が小さいほ
ど、係合面によるブロック１の倒れ込み抑制効果が大き
くなるが、溝幅が小さ過ぎるとエッジ部が生じにくくな
り、エッジ効果が低減するため、溝幅は０．２〜０．７
ｍｍが好ましい。In the present invention, as the groove width of the sipe 10 is smaller, the effect of the engagement surface to suppress the block 1 from falling down is greater. However, if the groove width is too small, an edge portion is less likely to be generated, and the edge effect is reduced. , Groove width is 0.2 ~ 0.7
mm is preferred.
【００２１】本発明では、係合面１１ａ，１１ｂによる
ブロック１の倒れ込み抑制効果が大きいため、サイプ１
０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、０．１５〜０．３ｍｍ／ｍ
ｍ2 がより好ましい。In the present invention, since the effect of suppressing the falling of the block 1 by the engagement surfaces 11a and 11b is great, the sipe 1
By increasing the number of zeros to increase the sipe density, the number of edges can be increased to further enhance the edge effect. From such a viewpoint, in the present invention, the sipe density is 0.1 to 0.1.
3 mm / mm 2 is preferable, and 0.15 to 0.3 mm / m
m 2 is more preferred.
【００２２】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 of conventionally known materials, shapes, structures, manufacturing methods and the like are employed in the present invention. it can.
【００２３】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 exhibits the above-mentioned effects and is excellent in ice performance, and is particularly useful as a studless tire.
【００２４】［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.
【００２５】（１）前述の実施形態では、図１〜図２に
示すサイプ１０が形成されている例を示したが、本発明
におけるサイプの係合面は、例えば図４（ａ１）〜（ｂ
２）に示すようなものでもよい。なお、図４の（ａ１）
と（ｂ１）とは縦断面図を示し、図４の（ａ２）と（ｂ
２）とはサイプに面する突出側の壁面の正面図を示す。(1) In the above-described embodiment, an example is shown in which the sipe 10 shown in FIGS. 1 and 2 is formed. However, the engaging surface of the sipe in the present invention is, for example, shown in FIGS. b
The one shown in 2) may be used. In addition, (a1) of FIG.
(B1) and (b1) show longitudinal sectional views, and (a2) and (b) in FIG.
2) shows a front view of the protruding wall surface facing the sipe.
【００２６】図４（ａ１）と（ａ２）に示すものは、縦
断面が凹状の係合面１１が、半球状の凹面で形成された
例である。半球状の凹面では、円錐状の凹面に比べて、
高い係合力が得られ易い。FIGS. 4 (a1) and 4 (a2) show an example in which the engaging surface 11 having a concave longitudinal section is formed by a hemispherical concave surface. A hemispherical concave surface, compared to a conical concave surface,
A high engaging force is easily obtained.
【００２７】図４（ｂ１）と（ｂ２）に示すものは、縦
断面が凹状の係合面１１が、相互に略垂直であり境界線
が水平な２面よりなる凹面で形成された例である。この
係合面１１では、横方向（図４（ｂ１）において紙面に
垂直な方向）の係合力が小さくなるが、サイプ１０の基
準面Ｂが波形等のため、横方向の係合力は十分得られ
る。なお、上記と同様に、水平な円柱面よりなる凹面で
係合面を形成してもよい。FIGS. 4 (b1) and 4 (b2) show an example in which the engaging surface 11 having a concave longitudinal section is formed by two concave surfaces which are substantially perpendicular to each other and have a horizontal boundary. is there. At the engaging surface 11, the engaging force in the lateral direction (the direction perpendicular to the paper surface in FIG. 4 (b1)) is small, but since the reference surface B of the sipe 10 is corrugated, the lateral engaging force is sufficiently obtained. Can be Note that, similarly to the above, the engaging surface may be formed by a concave surface formed of a horizontal cylindrical surface.
【００２８】（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。(2) In the above-described embodiment, an example of the block pattern as shown in FIG. 1 has been described. However, the present invention is not limited to the block of this shape, but may be a parallelogram, V-shaped, pentagon, or curved base. It may be a block. In addition, a block with a groove or a part of a land portion may be continuous in the circumferential direction near the center or near the end.
【００２９】（３）前述の実施形態では、図１に示すよ
うに、タイヤ幅方向に向けて複数列のサイプが形成され
た例を示したが、サイプの形成方向（中央線の方向）
は、タイヤ幅方向と平行に限られるものではない。但
し、中央線の方向とタイヤ幅方向とがなす角度は０〜４
５°が好ましい。(3) In the above-described embodiment, as shown in FIG. 1, an example is shown in which a plurality of rows of sipes are formed in the tire width direction. However, the direction in which the sipes are formed (the direction of the center line).
Is not limited to be parallel to the tire width direction. However, the angle between the direction of the center line and the tire width direction is 0 to 4
5 ° is preferred.
【００３０】（４）前述の実施形態では、図２に示すよ
うに、サイプがブロック表面に対して垂直になるように
形成された例を示したが、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。(4) In the above-described embodiment, as shown in FIG. 2, an example is shown in which the sipe is formed so as to be perpendicular to the block surface. It may be slightly (eg, 15 ° or less).
【００３１】[0031]
【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。DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments and the like that specifically show the structure and effects of the present invention will be described below. In addition, each performance evaluation of the tire was performed as follows.
【００３２】（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 Tire used on actual vehicle (2000cc class FF sedan in Japan)
The vehicle was run on a frozen road surface under the load condition of a single rider, and the braking distance when the vehicle was fully locked by applying a braking force at a speed of 40 km / h was evaluated by an index. In addition, evaluation is shown by the index display when the conventional product (Comparative Example 1) is set to 100,
Higher values indicate better results.
【００３３】（２）アイス旋回性能 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＝２
５ｍ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 The tire was mounted on the same actual vehicle as described above, and the same road surface was subjected to a remniscate curve (eight-shaped curve: R = 2) under the load condition of one passenger.
(5m yen) and the lap time was evaluated by an index. The evaluation is indicated by an index when the conventional product (Comparative Example 1) is set to 100, and the larger the numerical value, the better the result.
【００３４】（３）耐摩耗性能 舗装道路を８０００ｋｍ走行したときの段差摩耗量（摩
耗によるサイプとサイプとの段差）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) Abrasion resistance The amount of step wear (step between sipe and sipe due to abrasion) when traveling 8,000 km on a paved road was measured and evaluated by an index. The evaluation is indicated by an index when the conventional product (Comparative Example 1) is set to 100, and the larger the numerical value, the better the result.
【００３５】実施例１〜４ 図１に示すようなトレッドパターンにおいて、図２のよ
うな形状のサイプを表１のサイズにて形成してサイズ１
８５／７０Ｒ１４のラジアルタイヤを製造した。サイプ
の他のサイズについては、サイプ深さを７ｍｍ、溝幅を
０．３ｍｍ、振幅２ｍｍ、周期２ｍｍ、ブロック表面か
らの係合面の深さを３ｍｍと６ｍｍとした。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。Examples 1 to 4 In the tread pattern as shown in FIG. 1, a sipe having a shape as shown in FIG.
An 85 / 70R14 radial tire was manufactured. As for other sizes of the sipe, the sipe depth was 7 mm, the groove width was 0.3 mm, the amplitude was 2 mm, the period was 2 mm, and the depth of the engagement surface from the block surface was 3 mm and 6 mm. Table 1 shows the results of the performance evaluations described above using this tire.
【００３６】比較例１（従来品） 実施例１において、係合面を全く形成しない事以外は同
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 1 (Conventional Product) A radial tire of size 185 / 70R14 was manufactured in the same manner as in Example 1 except that no engaging surface was formed, and the above-described performance evaluations were performed. Table 1 shows the results.
Shown in
【００３７】比較例２ 実施例１において、波形サイプの代わりに平面サイプと
し、係合面を設けた同じ位置に一方向にのみ突出した同
サイズの係合面を形成すること以外は同様にして、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 Example 1, a flat sipe was used in place of the corrugated sipe, and an engaging surface of the same size protruding in only one direction was formed at the same position where the engaging surface was provided. A radial tire having a size of 185 / 70R14 was manufactured, and the above-described performance evaluations were performed. Table 1 shows the results.
【００３８】[0038]
【表１】 表１の結果が示すように、実施例では係合面によるブロ
ックの倒れ込み抑制効果により、アイス制動性能、アイ
ス旋回性能及び耐摩耗性能が従来品より良好であった。
これに対して、平面サイプに一方向にのみ突出した係合
面を形成した比較例２では、倒れ込み抑制効果に方向性
があることや平面サイプのため、エッジ効果が不十分と
なった。なお、実施例４は、Ｄ／Ｗ１が大き過ぎる例で
あるが、脱型性が悪くなると共に、係合面での係合が過
度になってエッジ（段差）が少量となり、アイス性能の
改善効果が小さくなった。[Table 1] As shown in the results of Table 1, in the examples, the ice braking performance, the ice turning performance, and the abrasion resistance were better than those of the conventional products due to the effect of the engagement surface suppressing the falling of the blocks.
On the other hand, in Comparative Example 2 in which the engagement surface protruding in only one direction was formed on the plane sipe, the edge effect was insufficient due to the directionality of the fall-in suppressing effect and the plane sipe. The fourth embodiment is an example in which D / W1 is too large. However, the releasability is deteriorated, the engagement on the engagement surface becomes excessive, the edge (step) becomes small, and the ice performance is improved. The effect has been reduced.
【図面の簡単な説明】[Brief description of the drawings]
【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】図１のトレッド面のブロックを示す要部拡大図
であり、（ａ）は一部破断した斜視図、（ｂ）は（ａ）
におけるＩ−Ｉ矢視断面図、（ｃ）は（ａ）におけるII
−II矢視断面図FIG. 2 is an enlarged view of a main part showing a block of a tread surface in FIG. 1, wherein (a) is a partially broken perspective view, and (b) is (a).
(C) is a sectional view taken along the line II in FIG.
-II section view
【図３】本発明における基準面と係合面との関係を説明
するための要部拡大図FIG. 3 is an enlarged view of a main part for explaining a relationship between a reference surface and an engagement surface in the present invention.
【図４】本発明におけるサイプの他の例を示す要部拡大
図FIG. 4 is an enlarged view of a main part showing another example of a sipe according to the present invention.
【図５】従来のサイプの例を示す一部断面で示した要部
の斜視図FIG. 5 is a perspective view of a main part shown in a partial cross section showing an example of a conventional sipe.
１ ブロック １０ サイプ １０ａ 表側頂部 １０ｂ 裏側頂部 １１ 係合面 １１ａ 係合面（表側頂部） １１ｂ 係合面（裏側頂部） Ｂ 基準面 Ｄ 係合面の最大深さ Ｗ１ 最大間隔 1 Block 10 Sipe 10a Front Top 10b Back Top 11 Engagement Surface 11a Engagement Surface (Top Top) 11b Engagement Surface (Back Top) B Reference Surface D Maximum Depth of Engagement Surface W1 Maximum Interval
Claims (2)
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、 前記サイプは、ブロック表面の波線又はジグザグ線から
深さ方向に延びる基準面を有すると共に、その基準面の
表側頂部及び裏側頂部に対して縦断面が凹状の係合面を
各々設けてあることを特徴とする空気入りタイヤ。1. A pneumatic tire provided with a tread pattern having a plurality of blocks each having a plurality of sipes, wherein each of the sipes has a reference surface extending in a depth direction from a wavy line or a zigzag line on a surface of the block. A pneumatic tire characterized in that a longitudinally concave engaging surface is provided for each of a front side top portion and a back side top portion of a surface.
０．５〜１．５ｍｍであり、前記係合面と基準面との境
界線の深さ方向の最大間隔が０．５〜２．５ｍｍである
請求項１記載の空気入りタイヤ。2. A maximum depth of the engagement surface from a reference surface is 0.5 to 1.5 mm, and a maximum distance in a depth direction of a boundary between the engagement surface and the reference surface is 0.5 to 1.5 mm. The pneumatic tire according to claim 1, which has a thickness of from 2.5 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000293347A JP3516647B2 (en) | 2000-09-27 | 2000-09-27 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000293347A JP3516647B2 (en) | 2000-09-27 | 2000-09-27 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002103921A true JP2002103921A (en) | 2002-04-09 |
| JP3516647B2 JP3516647B2 (en) | 2004-04-05 |
Family
ID=18776155
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000293347A Expired - Lifetime JP3516647B2 (en) | 2000-09-27 | 2000-09-27 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3516647B2 (en) |
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