JP2006001357A - Tire - Google Patents

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JP2006001357A
JP2006001357A JP2004178264A JP2004178264A JP2006001357A JP 2006001357 A JP2006001357 A JP 2006001357A JP 2004178264 A JP2004178264 A JP 2004178264A JP 2004178264 A JP2004178264 A JP 2004178264A JP 2006001357 A JP2006001357 A JP 2006001357A
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tire
tread
central region
block
equator
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Naoya Ochi
直也 越智
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Bridgestone Corp
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Bridgestone Corp
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    • 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
    • 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
    • B60C11/032—Patterns comprising isolated recesses

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire improved in traveling performance on the ice and snow and also on the other road surfaces by solving a problem of block rigidity in a conventional tire with sipes. <P>SOLUTION: In this tire, the tread is partitioned into a center region and side regions on both sides by a pair of circumferential grooves opposed holding the tire equator in between, and each side region is partitioned into a plurality of blocks by a plurality of lateral grooves extending in a direction to cross the tire equator from the tread edge. The block of the side region is provided with a plurality of sipes extending in a direction to cross the tire equator, and the center region is provided with small holes with an opening area of 0.2-10 mm<SP>2</SP>and a depth of 25-90% of the depth of the closest groove, in the number of 5-30/cm<SP>2</SP>. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、タイヤ、特に氷上並びに雪上性能に優れた高剛性の冬用タイヤに関するものである。   The present invention relates to a tire, particularly a high-rigidity winter tire excellent in performance on ice and snow.

氷、雪上性能をバランス良く発揮し得るタイヤとしては、例えば特許文献１に記載されるように、ブロックパターンにおいて各ブロックに、波状または直線状のサイプをほぼ均一の間隔で多数本配置したものが一般的である。   As a tire that can exhibit performance on ice and snow in a well-balanced manner, for example, as described in Patent Document 1, a tire in which a large number of wavy or linear sipes are arranged at almost uniform intervals in each block in a block pattern. It is common.

ここで、サイプとは、いわゆる切込みを意味し、通常の溝のように常時開口するものではなく、接地面内において閉口する程度の極めて幅の狭い溝である。
特開平５−１６９９２３号公報 Here, sipe means a so-called incision, and is not a groove that is always open like a normal groove, but a groove that is extremely narrow enough to close within the ground plane.
JP-A-5-169923

従来の冬用タイヤでは、トレッドのブロック内に略タイヤの回転軸方向に平行の長いサイプを配置するために、サイプの相互間隔が狭いと、例えば制動時にブレーキトラクションが生じた際、ブロックの剛性不足からブロックの倒れ込みが発生しやすく、制動時の挙動が不安定になりやすい不利がある。   In conventional winter tires, a long sipe that is substantially parallel to the axis of rotation of the tire is placed in the tread block, so that if the sipe spacing is narrow, for example, when brake traction occurs during braking, the rigidity of the block There is a disadvantage that the block collapses easily due to the shortage and the behavior during braking tends to become unstable.

また、ブロックの隅部や鋭角部などの細い部分にサイプを入れると、ブロック剛性が著しく低下し、氷上並びに雪上性能や、乾燥路並びにウェット路での性能など、全ての性能が悪化することもある。   In addition, if a sipe is inserted into a narrow part such as a corner or an acute part of the block, the block rigidity is significantly reduced, and all the performances such as performance on ice and snow, performance on dry roads and wet roads may deteriorate. is there.

そこで、本発明は、従来のサイプ入り冬用タイヤにおけるブロック剛性の問題を解消し、氷上並びに雪上での走行性能は勿論、それ以外の路面における走行性能も向上したタイヤを提供しようとするものである。   Therefore, the present invention aims to provide a tire that solves the problem of block rigidity in the conventional siped winter tire and has improved running performance on other road surfaces as well as running performance on ice and snow. is there.

発明者らは、ブロック剛性を低下することなしに、氷雪上性能を更に向上する手段について鋭意検討したところ、トレッドの陸部表面に多数の小孔を配置することが極めて有効な手段となり得ることを見出し、本発明を慣性するに到った。   The inventors diligently studied a means for further improving the performance on ice and snow without reducing the block rigidity, and it can be extremely effective to arrange a large number of small holes on the land surface of the tread. As a result, the present invention has been made inertial.

すなわち、本発明の要旨は、次のとおりである。
（１）トレッドの踏面を、タイヤの赤道を挟んで対向する一対の周溝にて、中央域とその両側の側域とに区画し、さらにトレッド端からタイヤの赤道を横切る向きに延びる複数本の横溝にて、各側域を複数のブロックに区画したタイヤであって、該側域のブロックに、タイヤの赤道を横切る向きに延びる複数本のサイプを設けるとともに、中央域に、開口面積が０．２〜１０ｍｍ２および深さが最近接溝の深さの２５〜９０％である小孔を５〜３０個／ｃｍ２で設けてなるタイヤ。 That is, the gist of the present invention is as follows.
(1) A tread surface is divided into a central area and side areas on both sides by a pair of circumferential grooves facing each other across the equator of the tire, and a plurality of treads extending from the tread end in a direction crossing the equator of the tire Each side region is divided into a plurality of blocks, and the side region block is provided with a plurality of sipes extending in a direction crossing the equator of the tire, and an opening area is provided in the central region. tire formed by providing at 0.2 to 10 mm 2 and a depth of 25% to 90% of the depth of the nearest groove stoma 5 to 30 pieces / cm 2.

（２）前記両側域がトレッド全幅の２５〜６０％の範囲にある上記（１）に記載のタイヤ。 (2) The tire according to (1), wherein the both side regions are in the range of 25 to 60% of the total tread width.

（３）前記中央域のタイヤの赤道上に少なくとも１本のセンター周溝を配置し、該中央域を２以上の陸部に分割した上記（１）または（２）に記載のタイヤ。 (3) The tire according to (1) or (2), wherein at least one center circumferential groove is arranged on the equator of the tire in the central region, and the central region is divided into two or more land portions.

（４）冬用タイヤである上記（１）、（２）または（３）に記載のタイヤ。 (4) The tire according to (1), (2) or (3), which is a winter tire.

（５）前記中央域に、開口面積が０．７〜５ｍｍ２の小孔を７〜２５個／ｃｍ２で設けた上記（１）〜（４）のいずれかに記載のタイヤ。 (5) The tire according to any one of (1) to (4), wherein small holes having an opening area of 0.7 to 5 mm 2 are provided in the central region at 7 to 25 holes / cm 2 .

（６）トレッドの一端から他端へタイヤの赤道を斜めに横切る直線状の横溝を、複数本互いに平行にかつトレッドの周方向に間隔を置いて配し、側域および中央域を略平行四辺形状のブロックに区画し、該中央域の各ブロックを平行四辺形の対角線上に設けた副横溝にて略二等辺三角形に細分化した上記（１）〜（５）のいずれかに記載のタイヤ。 (6) A plurality of linear transverse grooves that obliquely cross the tire equator from one end to the other end of the tread are arranged parallel to each other and spaced in the circumferential direction of the tread, and the side region and the central region are substantially parallel sides. The tire according to any one of (1) to (5), wherein the tire is divided into shaped blocks, and each block in the central area is subdivided into substantially isosceles triangles by sub-lateral grooves provided on diagonal lines of a parallelogram. .

（７）一対の周溝とセンター周溝との間に周方向に断続して延びる補助周溝を設けて、中央域を４以上のブロック列に分割した上記（６）に記載のタイヤ。 (7) The tire according to (6), wherein an auxiliary circumferential groove that extends intermittently in the circumferential direction is provided between the pair of circumferential grooves and the center circumferential groove, and the central region is divided into four or more block rows.

（８）前記側域の各ブロックに３〜８本のサイプを配置し、中央域の各ブロックに５〜１５０個の小孔を配置した上記（６）または（７）に記載のタイヤ。 (8) The tire according to (6) or (7), wherein 3 to 8 sipes are arranged in each block in the side region, and 5 to 150 small holes are arranged in each block in the central region.

本発明によれば、優れた氷雪上性能を維持したままブロック剛性が高まるため、氷上並びに雪上での走行性能は勿論、それ以外の乾燥またはウェットの路面においても走行性能を総合的に向上したタイヤの提供が可能となる。   According to the present invention, the block rigidity is increased while maintaining the excellent performance on ice and snow, so that the tire is improved not only on ice and snow but also on other dry or wet road surfaces. Can be provided.

図１に、本発明に従うタイヤにおけるトレッドの展開図を示す。このトレッドは、トレッド端Ｔ間の踏面を、タイヤの赤道Ｏを挟んで対向する一対の周溝１ａおよび１ｂにて、中央域Ｃとその両側の側域Ｓとに区画し、さらにトレッド端Ｔからタイヤの赤道Ｏを横切る向きに延びる複数本の横溝２にて、各側域Ｓを複数のブロック３に区画して成る。   FIG. 1 shows a development view of a tread in a tire according to the present invention. In this tread, the tread surface between the tread ends T is divided into a central region C and side regions S on both sides thereof by a pair of circumferential grooves 1a and 1b facing each other across the equator O of the tire. Each side area S is divided into a plurality of blocks 3 by a plurality of lateral grooves 2 extending in a direction crossing the equator O of the tire.

すなわち、トレッドの踏面を中央域Ｃと側域Ｓとに区画する一対の周溝１ａおよび１ｂを配置する。タイヤ両側区域に近い周溝は、冬用タイヤにあって、雪上でのコーナリング時および、横すべり時のひっかかりとしての役目を果すため、コーナリング性を確保するのに有効である。また、周溝は直進安定性の向上にも寄与する。さらに、排水性の向上にもある程度寄与するが、細溝になるとその効果は小さくなる。かように、周溝を設けることによって、氷雪上走行時のコーナリング性能および直進安定性を確保する。また、中央域Ｃと側域Ｓとを分断することによって、後述のように、それぞれの役割を明確に分けることができる。   That is, a pair of circumferential grooves 1a and 1b that divide the tread surface into a central region C and a side region S are arranged. Circumferential grooves close to both sides of the tire are effective in securing cornering properties in winter tires because they serve as a trap for cornering on snow and side sliding. In addition, the circumferential groove contributes to improvement in straight running stability. Furthermore, although it contributes to some extent in drainage, the effect becomes small if it becomes a narrow groove. Thus, by providing the circumferential groove, cornering performance and straight running stability during traveling on ice and snow are ensured. Further, by dividing the central area C and the side area S, the respective roles can be clearly divided as will be described later.

また、複数本の横溝２を配置することによって、基本的な雪上性能と排水性能とを確保し、かつ側域Ｓを複数のブロック３に区画して、ショルダー側の陸部はブロック列とすることによって、特に雪上でのトラクションおよびブレーキ性能を確保する。   Further, by arranging a plurality of transverse grooves 2, basic snow performance and drainage performance are ensured, and the side area S is divided into a plurality of blocks 3, and the land portion on the shoulder side is a block row. This ensures traction and braking performance, especially on snow.

さらに、個々のブロック３には、タイヤの赤道Ｏを横切る向きに延びる複数本のサイプ４を介して分割することによって、ブロック３の剛性を適度に低下させて氷雪上走行時に必要となるトレッドの柔軟性を側域Ｓに付与している。   Further, each block 3 is divided through a plurality of sipes 4 extending in a direction crossing the equator O of the tire, so that the rigidity of the block 3 is appropriately reduced and the tread required for traveling on ice and snow is reduced. Flexibility is imparted to the side area S.

一方、トレッドの中央域Ｃには、開口面積が０．２〜１０ｍｍ２および深さが最近接溝図示例では周溝１ａ、１ｂまたは横溝２の深さの２５〜９０％である小孔５を単位面積（ｃｍ２）当たり５個以上は設けることが肝要である。すなわち、中央域Ｃに、多数の小孔５を高密度に配置することによって、サイプを配置する場合と同様のエッジ効果を付与しつつ、孔という閉じた空間に起因した毛細管現象に似た作用による高い吸水性能が発揮される結果、氷雪上での基本性能を確保する。さらに、小孔５のそれぞれは不連続であるために、小孔５が配置された陸部の剛性低下はサイプを配置した場合に比較してほとんどなく、高剛性が確保されるためにトレッド接地時にも陸部特にブロック状陸部は倒れ込みにくくなる。かように、陸部の倒れ込みが抑制されれば、気温０℃近辺で表面に擬似水膜ができ非常に滑りやすい氷上でも、陸部表面が効率良く水面に付いて吸水効果を得られるために、高い氷上性能を発揮することが可能となる。 On the other hand, in the central area C of the tread, a small hole 5 having an opening area of 0.2 to 10 mm 2 and a depth of 25 to 90% of the depth of the circumferential groove 1a, 1b or the lateral groove 2 in the illustrated example of the closest groove. It is important to provide 5 or more per unit area (cm 2 ). That is, by arranging a large number of small holes 5 in the central area C at a high density, an edge effect similar to that in the case of arranging sipes is provided, and an action similar to a capillary phenomenon caused by a closed space called a hole. As a result of the high water-absorbing performance, the basic performance on ice and snow is ensured. Furthermore, since each of the small holes 5 is discontinuous, there is almost no deterioration in the rigidity of the land portion where the small holes 5 are arranged, compared to the case where the sipe is arranged. Sometimes the land, especially the block-shaped land, is difficult to collapse. In this way, if the falling of the land part is suppressed, a pseudo water film is formed on the surface near the temperature of 0 ° C., and even on ice that is very slippery, the surface of the land part can efficiently attach to the water surface and obtain a water absorption effect. It is possible to exhibit high performance on ice.

ここで、小孔５は、トレッドの陸部表面の開口面積を０．２（０．５ｍｍφ）〜１０ｍｍ２（３．５ｍｍφ）の範囲とする。なぜなら、開口面積を０．２ｍｍ２未満では、吸水効果およびエッジ効果が共に発揮されずに氷上性能の向上が望めなくなり、一方１０ｍｍ２を超えると、陸部内の個数が増してエッジ効果を増加する際に、陸部内の実接地面積が減少して氷上性能が悪化することになるからである。より好ましい範囲は、０．７〜５ｍｍ２である。
Here, the small hole 5 makes the opening area of the land part surface of a tread into the range of 0.2 (0.5 mmφ) to 10 mm 2 (3.5 mmφ). This is because if the opening area is less than 0.2 mm 2 , both the water absorption effect and the edge effect are not exhibited, and improvement in performance on ice cannot be expected. On the other hand, if the opening area exceeds 10 mm 2 , the number in the land increases and the edge effect increases. This is because the actual ground contact area in the land part decreases and the performance on ice deteriorates. A more preferable range is 0.7 to 5 mm 2 .

また、小孔５の深さは、吸水の効果や陸部剛性に影響を与えることから、最近接溝、つまり周溝１ａ、１ｂまたは横溝２の深さの２５％〜９０％に設定することが適している。すなわち、この深さが２５％未満になると、小孔の体積が少なくなりすぎて期待通りの吸水効果が得られないため氷上性能が悪化し、さらにトレッドの摩耗が進むと早期に小孔が無くなって所期した性能の持続が難しくなる。一方、深さが９０％を超えると、吸水効果は充分になる反面、ブロック剛性の低下により乾燥路およびウェット路での性能が低下し、また接地時に小孔内に吸水した水分を接地面外での回転時に小孔外に完全に出すことが出来ずに、回転しているうちに吸水効果が落ちる可能性がある。   Moreover, since the depth of the small hole 5 affects the water absorption effect and the land rigidity, it should be set to 25% to 90% of the depth of the closest groove, that is, the circumferential groove 1a, 1b or the lateral groove 2. Is suitable. That is, when the depth is less than 25%, the volume of the small holes becomes too small and the expected water absorption effect cannot be obtained, so that the performance on ice is deteriorated. This makes it difficult to maintain the expected performance. On the other hand, if the depth exceeds 90%, the water absorption effect will be sufficient, but the performance in the dry and wet roads will be reduced due to the decrease in block rigidity, and the water absorbed in the small holes at the time of ground contact When rotating at, the water absorption effect may be reduced while rotating because it cannot be completely taken out of the small hole.

以上の構成の小孔５は、比較的小径（０．５ｍｍφに近い場合）の場合にエッジ効果を増すためには多めにする必要があるが、３０個／ｃｍ２を超えて配置すると、陸部剛性の低下などをまねいて氷上性能の向上が望めないため、３０個／ｃｍ２を上限とする。一方、***の径が大きい（３．５ｍｍφに近い）場合は、単位面積あたりの個数を減らすことも可能であるが、５個／ｃｍ２未満では氷上走行時に有効に吸水効果が発揮されないため、氷上性能の向上が望めなくなる。より好ましい範囲は、７〜２５個／ｃｍ２である。
なお、ここでの単位面積は陸部が対象であり、溝部分は含まないものとする。 The small holes 5 of the above configuration, the relatively in order to increase the edge effect in the case of small diameter (when close to 0.5 mm [phi) must be generous, but arranged beyond the 30 / cm 2, Lu Since the improvement in performance on ice cannot be expected due to a decrease in part rigidity, the upper limit is 30 pieces / cm 2 . On the other hand, when the diameter of the small hole is large (close to 3.5 mmφ), it is possible to reduce the number per unit area, but if it is less than 5 / cm 2 , the water absorption effect is not effectively exhibited when traveling on ice, Improves performance on ice. A more preferable range is 7 to 25 pieces / cm 2 .
The unit area here is for the land portion and does not include the groove portion.

上記の小孔５は中央域Ｃに限定して配置し、側域Ｓについては小孔ではなく、通常のタイヤの軸方向に延びるサイプを採用する。すなわち、トレッドの側域Ｓのブロック３には、雪上でのトラクション、ブレーキおよびコーナリング性能を主に担うことが期待されるため、ここでは小孔に比べて雪上性能に優れるサイプを用いる。このように、トレッドの中央域Ｃと側域Ｓとが担う性能を氷上と雪上とに分担することによって、氷上および雪上の性能のバランスをとることができる。従って、冬用タイヤにとりわけ有利に適合するものである。   The small hole 5 is limited to the central region C, and the side region S is not a small hole but a sipe extending in the axial direction of a normal tire. In other words, the block 3 in the side region S of the tread is expected to mainly bear the traction, brake, and cornering performance on snow, and therefore, here, a sipe that is superior in performance on snow compared to the small hole is used. In this way, by sharing the performance of the central area C and the side area S of the tread between ice and snow, it is possible to balance the performance on ice and snow. Therefore, it is particularly advantageously adapted to winter tires.

なお、上記側域Ｓの幅は、両側域Ｓの合計がトレッド全幅の２５〜６０％、各側域Ｓがトレッド全幅の１２．５〜３０％の範囲にあることが好ましい。なぜなら、両側域Ｓがトレッド全幅の２５％未満になると、側域の剛性が極端に低下するためにトレッドの扁摩耗をまねく上、側域のブロック列の割合が減るため、雪上性能の悪化が懸念される、おそれがあるからである。一方、８０％以上になると側域のブロックの大きさがタイヤ軸方向に長くなりすぎ、扁摩耗をまねく上、中央域Ｃの小孔５による氷上性能向上の効果が阻害される、おそれがある。   In addition, as for the width | variety of the said side area S, it is preferable that the sum total of the both-sides area S exists in the range of 25-60% of the tread full width, and each side area S is the range of 12.5-30% of the tread full width. This is because when the both side areas S are less than 25% of the total width of the tread, the rigidity of the side areas is extremely reduced, leading to flat wear of the treads, and the proportion of block rows in the side areas is reduced, so that the performance on snow is deteriorated. This is because there is a fear. On the other hand, if it is 80% or more, the size of the block in the side region becomes too long in the tire axial direction, leading to flat wear, and the effect of improving performance on ice by the small hole 5 in the central region C may be hindered. .

また、図１に示すように、上記中央域Ｃのタイヤの赤道Ｏ上に少なくとも１本のセンター周溝６を配置すれば、排水性の向上による耐ハイドロプレーニング性能と、氷雪上の直進安定性能とを確保することができる。そして、センター周溝６によって中央域を２以上の陸部に分割することによって、陸部の大きさを適当な寸法に抑えて、小孔５を配置した際の剛性バランスを最適化できる利点もある。   Further, as shown in FIG. 1, if at least one center circumferential groove 6 is disposed on the equator O of the tire in the central region C, the hydroplaning performance due to improved drainage and the straight running stability performance on ice and snow. And can be secured. And, by dividing the central region into two or more land portions by the center circumferential groove 6, the size of the land portions can be suppressed to an appropriate size, and the rigidity balance when the small holes 5 are arranged can be optimized. is there.

次に、上記した横溝２は、トレッド端Ｔの一方から他方へタイヤの赤道Ｏを斜めに横切る直線状の溝とし、この横溝２を複数本互いに平行にかつトレッドの周方向に間隔を置いて配し、側域Ｓおよび中央域Ｃを略平行四辺形状のブロックに区画し、該中央域Ｃの各ブロックを平行四辺形の対角線上に設けた副横溝７にて略二等辺三角形に細分化することが好ましい。   Next, the lateral groove 2 is a linear groove that obliquely crosses the equator O of the tire from one side of the tread end T to the other side, and a plurality of the lateral grooves 2 are parallel to each other and spaced apart in the circumferential direction of the tread. The side area S and the central area C are divided into substantially parallelogram-shaped blocks, and each block of the central area C is subdivided into substantially isosceles triangles by the sub-lateral grooves 7 provided on the diagonal lines of the parallelogram. It is preferable to do.

すなわち、トレッドを平行四辺形状のブロックに区画することによって、雪上走行に有効なトラクションおよび優れたブレーキ性能を得ることができる。そして、中央域Ｃの平行四辺形状ブロックの対角線上に副横溝７を配置して略二等辺三角形に細分化することによって、ブロックのエッジ成分を増加できるとともに片流れ（雪路上でブレーキをかけた際に車輛が直進せずに片側に流れること）を抑制でき、雪上でのトラクションおよびブレーキ性能を確実に得ることができる。   That is, by dividing the tread into parallelogram blocks, it is possible to obtain traction effective for running on snow and excellent braking performance. Then, by arranging the sub-lateral groove 7 on the diagonal line of the parallelogram block in the central area C and subdividing it into substantially isosceles triangles, the edge component of the block can be increased and the single flow (when braking on a snowy road) The vehicle does not go straight on and flows to one side), and the traction and braking performance on snow can be reliably obtained.

さらに、図１に示すように、一対の周溝１ａ、１ｂとセンター周溝６との間に周方向に断続して延びる補助周溝８ａ、８ｂを設けて、中央域Ｃを４以上のブロック列に分割することが、中央域Ｃの剛性を最適化して氷雪上での性能を効果的に向上するために好ましい。なぜなら、周溝１ａ、１ｂと周溝６との間のブロックは径方向に幅広のため、補助周溝８ａ、８ｂで区画されなければブロックが大きすぎて雪上で有効な性能を発揮できない。   Further, as shown in FIG. 1, auxiliary circumferential grooves 8a and 8b extending intermittently in the circumferential direction are provided between the pair of circumferential grooves 1a and 1b and the center circumferential groove 6 so that the central region C has four or more blocks. The division into rows is preferable in order to optimize the rigidity of the central region C and effectively improve the performance on ice and snow. Because the block between the circumferential grooves 1a and 1b and the circumferential groove 6 is wide in the radial direction, the block is too large unless it is partitioned by the auxiliary circumferential grooves 8a and 8b, and effective performance on snow cannot be exhibited.

上記した中央域Ｃを４以上のブロック列に分割した図１に示すタイヤにおいて、側域Ｓの各ブロックに３〜８本のサイプを配置し、一方中央域Ｃの各ブロックに５〜１５０個／ｃｍ２の小孔を配置するによって、通常のサイプを配置したときとほぼ同等のエッジ効果と、より以上の吸水効果を得ることができる。 In the tire shown in FIG. 1 in which the above-described central area C is divided into four or more block rows, 3 to 8 sipes are arranged in each block in the side area S, while 5 to 150 in each block in the central area C. By arranging the small holes of / cm 2 , it is possible to obtain an edge effect almost equal to that when a normal sipe is arranged, and a water absorption effect higher than that.

図１に示したトレッドを、表１に示す仕様の下に有する、サイズ：２０５／６５Ｒ１５
のラジアルタイヤを試作した。なお、表１に示す以外の基本仕様は下記のとおりである。
記
周溝１ａ、１ｂの幅：４ｍｍ
センター周溝６の幅：１１ｍｍ
補助周溝８ａ、８ｂの幅：５ｍｍ
横溝２の幅：１．５および５．５ｍｍ
横溝２の周方間隔：３６．６ｍｍ
ネガティブ率（接地全体面積のうちの溝面積率）：２８．２％（小孔は含まない）
両側域の合計幅（トレッド全幅対比）：３７％
側域の各ブロックにおけるサイプ数：５本
サイプ幅：０．５ｍｍ 1 having the tread shown in FIG. 1 under the specifications shown in Table 1, size: 205 / 65R15
A radial tire was prototyped. The basic specifications other than those shown in Table 1 are as follows.
Width of circumferential grooves 1a and 1b: 4mm
Center circumferential groove 6 width: 11 mm
Auxiliary circumferential grooves 8a, 8b width: 5 mm
Width of transverse groove 2: 1.5 and 5.5 mm
Circumference of the lateral grooves 2: 36.6 mm
Negative rate (groove area ratio of the total contact area): 28.2% (excluding small holes)
Total width of both sides (compared to the total tread width): 37%
Number of sipes in each side block: 5 Sipe width: 0.5 mm

また、比較として、図２に示すトレッドを有するサイズ：２０５／６５Ｒ１５のラジアルタイヤを試作した。図２に示すトレッドは、図１と基本的に同じ部分に同符号を付したように、図１に示した中央域Ｃの小孔５に代えて通常のサイプを設けたところ以外は、図１のトレッドと構成を同じくするものである。なお、中央域Ｃにおけるサイプは、上記の側域でのサイプの仕様と同様であり、導入本数は図示の通りである。   For comparison, a radial tire of size 205 / 65R15 having the tread shown in FIG. The tread shown in FIG. 2 is similar to FIG. 1 except that a normal sipe is provided instead of the small hole 5 in the central area C shown in FIG. The configuration is the same as the tread of 1. The sipe in the central area C is the same as the sipe specifications in the above-mentioned side area, and the number of introductions is as shown in the figure.

かくして得られたタイヤについて、６．５Ｊ×１５のリムに組み込み最高空気圧を充填してから、トヨタ自動車株式会社製乗用車カムリ（同社商標）の実車に装着し、以下の各試験に供した。その試験結果を、表１に併記する。なお、表中の各試験結果を示す数値は、従来例を１００とした時の指数を表わしている。   The tire thus obtained was assembled into a 6.5J × 15 rim and filled with the maximum air pressure, and then mounted on a real car of a passenger car Camry (trademark) manufactured by Toyota Motor Corporation, and subjected to the following tests. The test results are also shown in Table 1. In addition, the numerical value which shows each test result in a table | surface represents the index when a prior art example is set to 100.

［雪上フィーリング試験］
圧雪路面のテストコースにおける制動性、発進性、直進性およびコーナリング性を、ドライバーが総合的にフィーリング評価した。
［雪上ブレーキ試験］
圧雪路面を４０ｋｍ／ｈの速度で走行中にフル制動したときの制動距離を測定して評価した。
［雪上トラクション試験］
圧雪路面における発進から５０ｍの距離に到るまでの加速時間を測定して評価した。
［氷上フィーリング試験］
氷板路面のテストコースにおける制動性、発進性、直進性およびコーナリング性を、ドライバーが総合的にフィーリング評価した。
［氷上ブレーキ試験］
氷板路面を２０ｋｍ／ｈの速度で走行中にフル制動したときの制動距離を測定して評価した。
［氷上トラクション試験］
圧雪路面における発進から２０ｍの距離に到るまでの加速時間を測定して評価した。 [Snow feeling test]
The driver comprehensively evaluated the braking performance, starting performance, straight traveling performance, and cornering performance of the test course on the snowy road surface.
[Snow brake test]
The braking distance was measured and evaluated when full braking was performed while traveling on a snowy road surface at a speed of 40 km / h.
[Snow traction test]
The acceleration time from starting on the snowy road surface to reaching a distance of 50 m was measured and evaluated.
[Feeling test on ice]
The driver comprehensively evaluated the braking performance, starting performance, straight traveling performance and cornering performance on the test course on the ice sheet.
[Brake test on ice]
The braking distance when the ice plate road surface was fully braked while traveling at a speed of 20 km / h was measured and evaluated.
[Ice traction test]
The acceleration time from starting on the snowy road surface to reaching a distance of 20 m was measured and evaluated.

Figure 2006001357
Figure 2006001357

以上、主に冬用タイヤを例に説明したが、本発明のタイヤは冬用タイヤに限るものでなく、サイプを用いる例えばオールシーズンタイヤにも適用することが可能である。   As described above, the winter tire is mainly described as an example. However, the tire of the present invention is not limited to the winter tire, and can be applied to, for example, all-season tires using sipes.

本発明に従うトレッドを示す展開図である。It is an expanded view which shows the tread according to this invention. 比較のトレッドを示す展開図である。It is an expanded view which shows the tread of a comparison.

符号の説明Explanation of symbols

Ｔ トレッド端
Ｏ タイヤの赤道
Ｃ 中央域
Ｓ 側域
１ａ、１ｂ 周溝
２ 横溝
３ ブロック
４ サイプ
５ 小孔
６ センター周溝
７ 副横溝
８ａ、８ｂ 補助周溝
T tread end O tire equator C central region S side region 1a, 1b circumferential groove 2 lateral groove 3 block 4 sipe 5 small hole 6 center circumferential groove 7 sub lateral groove 8a, 8b auxiliary circumferential groove

Claims (8)

トレッドの踏面を、タイヤの赤道を挟んで対向する一対の周溝にて、中央域とその両側の側域とに区画し、さらにトレッド端からタイヤの赤道を横切る向きに延びる複数本の横溝にて、各側域を複数のブロックに区画したタイヤであって、該側域のブロックに、タイヤの赤道を横切る向きに延びる複数本のサイプを設けるとともに、中央域に、開口面積が０．２〜１０ｍｍ２および深さが最近接溝の深さの２５〜９０％である小孔を５〜３０個／ｃｍ２で設けてなるタイヤ。 The tread tread is divided into a central region and side regions on both sides by a pair of circumferential grooves facing each other across the equator of the tire, and further, a plurality of lateral grooves extending from the tread end in a direction crossing the tire equator. Each side region is divided into a plurality of blocks, each side block having a plurality of sipes extending in a direction crossing the equator of the tire, and an opening area of 0.2 in the central region. A tire having 10 to 30 mm 2 and 5 to 30 holes / cm 2 with small holes having a depth of 25 to 90% of the depth of the closest groove. 前記両側域がトレッド全幅の２５〜６０％の範囲にある請求項１に記載のタイヤ。   The tire according to claim 1, wherein the both side regions are in a range of 25 to 60% of a total width of the tread. 前記中央域のタイヤの赤道上に少なくとも１本のセンター周溝を配置し、該中央域を２以上の陸部に分割した請求項１または２に記載のタイヤ。   The tire according to claim 1 or 2, wherein at least one center circumferential groove is disposed on the equator of the tire in the central region, and the central region is divided into two or more land portions. 冬用タイヤである請求項１、２または３に記載のタイヤ。   The tire according to claim 1, 2 or 3, which is a winter tire. 前記中央域に、開口面積が０．７〜５ｍｍ２の小孔を７〜２５個／ｃｍ２で設けた請求項１〜４のいずれかに記載のタイヤ。 The tire according to any one of claims 1 to 4, wherein small holes having an opening area of 0.7 to 5 mm 2 are provided in the central region at 7 to 25 holes / cm 2 . トレッドの一端から他端へタイヤの赤道を斜めに横切る直線状の横溝を、複数本互いに平行にかつトレッドの周方向に間隔を置いて配し、側域および中央域を略平行四辺形状のブロックに区画し、該中央域の各ブロックを平行四辺形の対角線上に設けた副横溝にて略二等辺三角形に細分化した請求項１〜５のいずれかに記載のタイヤ。   A plurality of linear transverse grooves diagonally crossing the equator of the tire from one end to the other end of the tread are arranged in parallel with each other and spaced in the circumferential direction of the tread, and the side area and the central area are substantially parallelogram shaped blocks. The tire according to any one of claims 1 to 5, wherein each of the blocks in the central region is subdivided into substantially isosceles triangles by sub-lateral grooves provided on the diagonal lines of the parallelogram. 一対の周溝とセンター周溝との間に周方向に断続して延びる補助周溝を設けて、中央域を４以上のブロック列に分割した請求項６に記載のタイヤ。   The tire according to claim 6, wherein auxiliary circumferential grooves extending intermittently in the circumferential direction are provided between the pair of circumferential grooves and the center circumferential groove, and the central region is divided into four or more block rows. 前記側域の各ブロックに３〜８本のサイプを配置し、中央域の各ブロックに５〜１５０個の小孔を配置した請求項６または７に記載のタイヤ。

The tire according to claim 6 or 7, wherein 3 to 8 sipes are arranged in each block in the side region, and 5 to 150 small holes are arranged in each block in the central region.

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007210534A (en) * 2006-02-10 2007-08-23 Bridgestone Corp Pneumatic tire
JP2009274726A (en) * 2009-08-26 2009-11-26 Bridgestone Corp Pneumatic tire
EP2586626A1 (en) * 2011-10-26 2013-05-01 Sumitomo Rubber Industries Limited Heavy duty pneumatic tire
CN104002626A (en) * 2013-02-22 2014-08-27 东洋橡胶工业株式会社 Pneumatic tire

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007210534A (en) * 2006-02-10 2007-08-23 Bridgestone Corp Pneumatic tire
JP4643463B2 (en) * 2006-02-10 2011-03-02 株式会社ブリヂストン Pneumatic tire
JP2009274726A (en) * 2009-08-26 2009-11-26 Bridgestone Corp Pneumatic tire
EP2586626A1 (en) * 2011-10-26 2013-05-01 Sumitomo Rubber Industries Limited Heavy duty pneumatic tire
CN104002626A (en) * 2013-02-22 2014-08-27 东洋橡胶工业株式会社 Pneumatic tire
US20140238566A1 (en) * 2013-02-22 2014-08-28 Toyo Tire & Rubber Co., Ltd. Pneumatic tire
US9409447B2 (en) * 2013-02-22 2016-08-09 Toyo Tire & Rubber Co., Ltd. Pneumatic tire

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