JP2007161135A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2007161135A
JP2007161135A JP2005361437A JP2005361437A JP2007161135A JP 2007161135 A JP2007161135 A JP 2007161135A JP 2005361437 A JP2005361437 A JP 2005361437A JP 2005361437 A JP2005361437 A JP 2005361437A JP 2007161135 A JP2007161135 A JP 2007161135A
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tire
circumferential direction
shoulder block
tread
tire circumferential
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JP4909582B2 (en
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Shinichi Kaji
眞一 梶
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Toyo Tire Corp
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Toyo Tire and Rubber Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire superior in a wandering resistant property and a lane changing property in travelling on a rutted road surface. <P>SOLUTION: This pneumatic tire is furnished with a plurality of main grooves 6 extending in the tire circumferential direction on a tread surface and shoulder blocks 1 arranged in the tire circumferential direction on the outside of the main grooves positioned on the extreme outside in the tire widthwise direction, striations 9 extending in the tire circumferential direction are provided in the neighborhood of tread ends E of the shoulder blocks 1, and stepped shape parts 2 on which ridge lines 15 extend in the tire circumferential direction as tire meridian cross-sections make a stepped shape are formed on a side wall on the side of the tread ends E of the shoulder blocks 1. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

本発明は、轍路面を走行した際の耐ワンダリング性及びレーンチェンジ性に優れた空気入りタイヤに関する。   The present invention relates to a pneumatic tire excellent in wandering resistance and lane changeability when traveling on a road surface.

深い轍のある路面を走行した際、直進性が悪化して車体がふらついたりハンドルを取られたりする所謂ワンダリング現象が発生することが知られている。轍の深さは数十ミリに達する場合もあり、轍内にあるタイヤが壁面に衝突すると、横力のバランスが崩れてワンダリング現象を起こす原因となる。また、轍から脱出した際には、タイヤに残存する横力によりヨーイングが発生し易く、車線変更が円滑にできない、即ちレーンチェンジ性が悪化する傾向にある。そのため、轍路面を走行した際の耐ワンダリング性及びレーンチェンジ性に優れた空気入りタイヤの出現が望まれている。   It is known that a so-called wandering phenomenon occurs in which when the vehicle travels on a road surface with a deep saddle, the straight running performance deteriorates and the vehicle body fluctuates or the steering wheel is removed. The depth of the ridge may reach several tens of millimeters, and if the tire in the ridge collides with the wall surface, the balance of the lateral force is lost, causing wandering. Further, when the vehicle escapes from the saddle, yawing is likely to occur due to the lateral force remaining in the tire, and the lane change cannot be smoothly performed, that is, the lane change property tends to deteriorate. Therefore, the appearance of a pneumatic tire excellent in wandering resistance and lane changeability when traveling on a narrow road surface is desired.

耐ワンダリング性を改善する方法としては、例えば下記特許文献１に開示されているように、ショルダー部の剛性を低くしてキャンバースラストを増大させ、それによって轍壁面に衝突したときの横力のバランスを保持することが知られている。当該文献には、ショルダーブロックのトレッド端近傍にタイヤ周方向に延びる細溝を形成することで、ショルダー部の剛性を低くした空気入りタイヤが記載されている。しかしながら、かかるタイヤでは耐ワンダリング性が幾分か改善されるものの、轍を乗り越えるためのトラクションが十分に得られず、レーンチェンジ性については不十分である。   As a method for improving the wandering resistance, for example, as disclosed in Patent Document 1 below, the rigidity of the shoulder portion is lowered to increase the camber thrust, thereby the lateral force when colliding with the wall surface of the heel is increased. It is known to maintain balance. This document describes a pneumatic tire in which the rigidity of the shoulder portion is reduced by forming a narrow groove extending in the tire circumferential direction in the vicinity of the tread end of the shoulder block. However, with such a tire, the wandering resistance is somewhat improved, but sufficient traction for getting over the kite cannot be obtained, and the lane changeability is insufficient.

また、下記特許文献２には、ショルダーブロックの側壁が階段状をなし、その階段状部分の外周面が凹凸状に形成された空気入りタイヤが記載されている。しかしながら、かかるタイヤは、ショルダーブロックが雪中に入った際に、その側壁によりエッジ効果を奏してコーナリング性等を向上するものであり、轍路面に対しては、階段状部分の外周面が凹凸状であるためにエッジ効果が乏しく、轍を乗り越えるためのトラクションが適切に得られないため、レーンチェンジ性については不十分である。また、轍内にあるタイヤが壁面に衝突すると、その衝撃によってタイヤが弾かれてしまい、ワンダリング現象が発生するという問題がある。
特開２００３−３４１３０５号公報 特開２００３−２１１９１５号公報 Patent Document 2 below describes a pneumatic tire in which the side wall of the shoulder block has a stepped shape and the outer peripheral surface of the stepped portion is formed in an uneven shape. However, when such a tire enters the snow, the shoulder block has an edge effect on the side walls to improve cornering and the like. Because of its shape, the edge effect is poor, and traction for getting over the fence cannot be obtained properly, so that the lane changeability is insufficient. Further, when the tire in the cage collides with the wall surface, the tire is bounced by the impact, and there is a problem that a wandering phenomenon occurs.
JP 2003-341305 A Japanese Patent Laid-Open No. 2003-219915

本発明は上記実情に鑑みてなされたものであり、その目的は、轍路面を走行した際の耐ワンダリング性及びレーンチェンジ性に優れた空気入りタイヤを提供することにある。   This invention is made | formed in view of the said situation, The objective is to provide the pneumatic tire excellent in the wandering resistance and lane change property at the time of drive | working on a rough road surface.

上記目的は、下記の如き本発明により達成することができる。即ち、本発明に係る空気入りタイヤは、トレッド面でタイヤ周方向に延びる複数本の主溝と、タイヤ幅方向最外側に位置する前記主溝の外側でタイヤ周方向に配列されたショルダーブロックとを備える空気入りタイヤにおいて、タイヤ周方向に延びる細溝を前記ショルダーブロックのトレッド端近傍に設けるとともに、前記ショルダーブロックのトレッド端側の側壁に、タイヤ子午線断面が階段状をなして稜線がタイヤ周方向に沿って延びる段付形状部を形成したものである。   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 plurality of main grooves extending in the tire circumferential direction on the tread surface, and shoulder blocks arranged in the tire circumferential direction outside the main grooves located on the outermost side in the tire width direction. A narrow groove extending in the tire circumferential direction is provided in the vicinity of the tread end of the shoulder block, and a tire meridian section forms a step shape on the side wall on the tread end side of the shoulder block, and a ridge line is formed on the tire circumference. A stepped shape portion extending along the direction is formed.

本発明では、タイヤ周方向に延びる細溝がショルダーブロックのトレッド端近傍に設けられていることにより、轍内にあるタイヤが壁面に衝突した際に、該ショルダーブロックのトレッド端近傍部分がタイヤ赤道側に圧縮変形して衝撃を吸収し、ワンダリング現象の発生を抑制することができる。また、かかる圧縮変形によりショルダーブロックの側壁が轍壁面の形状に合わせて沿い易く、しかも、その轍壁面に沿った側壁に、稜線がタイヤ周方向に沿って延びる段付形状部が階段状に形成されていることにより、轍を乗り越えるためのトラクションが効果的に得られ、車線変更を円滑に行うことができる。以上のように、本発明に係る空気入りタイヤによれば、優れた耐ワンダリング性及びレーンチェンジ性を発揮することができる。   In the present invention, the narrow groove extending in the tire circumferential direction is provided in the vicinity of the tread end of the shoulder block, so that when the tire in the heel collides with the wall surface, the portion near the tread end of the shoulder block is the tire equator. By compressing and deforming to the side, the impact can be absorbed and the occurrence of wandering can be suppressed. Moreover, the side wall of the shoulder block easily follows the shape of the heel wall surface by such compression deformation, and the stepped shape portion in which the ridge line extends along the tire circumferential direction is formed in a step shape on the side wall along the heel wall surface. As a result, traction for getting over the fence is effectively obtained, and the lane change can be performed smoothly. As described above, the pneumatic tire according to the present invention can exhibit excellent wandering resistance and lane changeability.

上記において、前記細溝は、溝深さが主溝深さの４５％以上であるとともに、深さ方向に向かってタイヤ幅方向外側に傾斜するものが好ましい。細溝の溝深さを主溝深さの４５％以上とすることにより、タイヤが轍壁面に衝突した際に、ショルダーブロックのトレッド端近傍部分を適切にタイヤ赤道側に圧縮変形させることができる。しかも、細溝が深さ方向に向かってタイヤ幅方向外側に傾斜していることにより、轍壁面に衝突したショルダーブロックの側壁を該轍壁面に沿わせ易くなるため、より優れたレーンチェンジ性を発揮することができる。   In the above, the narrow groove preferably has a groove depth of 45% or more of the main groove depth and is inclined outward in the tire width direction toward the depth direction. By setting the groove depth of the narrow groove to 45% or more of the main groove depth, when the tire collides with the saddle wall surface, the portion near the tread edge of the shoulder block can be appropriately compressed and deformed toward the tire equator side. . Moreover, since the narrow groove is inclined outward in the tire width direction in the depth direction, the side wall of the shoulder block that collided with the saddle wall surface can be easily along the saddle wall surface. It can be demonstrated.

上記において、前記段付形状部は、タイヤ幅方向に沿って延びる外周面とタイヤ径方向に沿って延びる外壁面とが、タイヤ子午線断面にて９０±８°の角度をなして複数組設けられてなるものが好ましい。かかる構成によれば、ショルダーブロックのトレッド端近傍部分がタイヤ赤道側に圧縮変形して側壁が轍壁面に沿った状態において、段付形状部の上記外周面と外壁面とがなす稜線が轍壁面に引っ掛かり易くなり、轍を乗り越えるためのトラクションを効果的に得ることができる。   In the above, a plurality of sets of the stepped shape portions are provided such that an outer peripheral surface extending along the tire width direction and an outer wall surface extending along the tire radial direction form an angle of 90 ± 8 ° in a tire meridian cross section. Is preferred. According to this configuration, in the state where the portion near the tread end of the shoulder block is compressed and deformed toward the tire equator and the side wall is along the side wall surface, the ridge line formed by the outer peripheral surface and the outer wall surface of the stepped shape portion is the side wall surface. It is easy to get caught in the car, and traction for getting over the kite can be obtained effectively.

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、本発明に係る空気入りタイヤに形成されたトレッドパターンの一例を示す平面図である。図２は、その空気入りタイヤの要部を示すタイヤ子午線断面図である。図３は、その空気入りタイヤの要部を示す斜視図である。   Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a plan view showing an example of a tread pattern formed on a pneumatic tire according to the present invention. FIG. 2 is a tire meridian cross-sectional view showing the main part of the pneumatic tire. FIG. 3 is a perspective view showing a main part of the pneumatic tire.

図１に示すように、本実施形態では、トレッド面の陸部が、タイヤ周方向に延びる４本の主溝６（周方向溝）と、主溝６に交差する横溝７とにより複数のブロックに区分されており、各ブロックの略中央部分には、タイヤ周方向に延びる浅溝状の副溝８が形成されている。また、主溝６のうちタイヤ幅方向最外側に位置する主溝６の外側には、タイヤ周方向に沿ってショルダーブロック１が配列されている。   As shown in FIG. 1, in this embodiment, the land portion of the tread surface includes a plurality of blocks by four main grooves 6 (circumferential grooves) extending in the tire circumferential direction and lateral grooves 7 intersecting the main grooves 6. A sub-groove 8 having a shallow groove shape extending in the tire circumferential direction is formed at a substantially central portion of each block. Further, the shoulder block 1 is arranged along the tire circumferential direction on the outer side of the main groove 6 located on the outermost side in the tire width direction of the main groove 6.

ショルダーブロック１は、トレッド端Ｅの近傍でタイヤ周方向に延びる細溝９によって、タイヤ赤道Ｃ側の本体陸部１１とトレッド端Ｅ側の細陸部１２とに区分されている。かかる構成により、タイヤが轍壁面に衝突した際には、ショルダーブロック１のトレッド端近傍部分がタイヤ赤道Ｃ側に圧縮変形して衝撃を吸収し、ワンダリング現象の発生を抑制することができる。本実施形態では、本体陸部１１に副溝８が設けられ、細陸部１２が平面視四角形をなす例を示すが、本発明はこれに限られるものではない。   The shoulder block 1 is divided into a main body land portion 11 on the tire equator C side and a narrow land portion 12 on the tread end E side by a narrow groove 9 extending in the tire circumferential direction in the vicinity of the tread end E. With this configuration, when the tire collides with the saddle wall surface, the portion near the tread end of the shoulder block 1 is compressed and deformed toward the tire equator C side to absorb the impact, and the occurrence of the wandering phenomenon can be suppressed. In this embodiment, although the sub-groove 8 is provided in the main body land part 11 and the thin land part 12 makes a planar view square shape, the present invention is not limited to this.

また、図２及び３に示すように、ショルダーブロック１のトレッド端Ｅ側の側壁には、タイヤ子午線断面が階段状をなして稜線１５がタイヤ周方向に沿って延びる段付形状部２が形成されている。タイヤが轍壁面に衝突した際には、上述したようにショルダーブロック１のトレッド端近傍部分がタイヤ赤道Ｃ側に圧縮変形し、それによりショルダーブロック１の側壁が轍壁面に沿い易くなる。そして、その轍壁面に沿った側壁に段付形状部２が形成されていることにより、轍を乗り越えるためのトラクションが効果的に得られ、車線変更を円滑に行うことができる。   As shown in FIGS. 2 and 3, a stepped shape portion 2 is formed on the side wall of the shoulder block 1 on the tread end E side so that the tire meridian section has a stepped shape and the ridge line 15 extends along the tire circumferential direction. Has been. When the tire collides with the saddle wall surface, the portion near the tread end of the shoulder block 1 is compressed and deformed toward the tire equator C side as described above, whereby the side wall of the shoulder block 1 is easily along the saddle wall surface. And the step shape part 2 is formed in the side wall along the saddle wall surface, and the traction for getting over the saddle can be effectively obtained, and the lane change can be performed smoothly.

つまり、この空気入りタイヤでは、タイヤ周方向に延びる細溝９をショルダーブロック１のトレッド端Ｅ近傍に設け、それと共に、ショルダーブロック１のトレッド端Ｅ側の側壁に段付形状部２を形成することにより、轍路面を走行した際の耐ワンダリング性及びレーンチェンジ性を向上することができる。   That is, in this pneumatic tire, the narrow groove 9 extending in the tire circumferential direction is provided in the vicinity of the tread end E of the shoulder block 1 and, at the same time, the stepped shape portion 2 is formed on the side wall of the shoulder block 1 on the tread end E side. Thus, it is possible to improve the wandering resistance and the lane changeability when traveling on a rough road surface.

細溝９は、トレッド面における溝中心線１６（図４参照）が、トレッド端Ｅからタイヤ幅方向内側に向かってトレッド幅Ｗの０．４〜５％の範囲に配されるように設けられることが好ましく、より好ましくは１．２〜２．４％である。細溝９の溝中心線１６が、トレッド端Ｅからトレッド幅Ｗの０．４％未満の位置に配される場合、細陸部１２が幅狭でショルダーブロック１のトレッド端近傍部分の剛性が低くなるため、轍を乗り越えるときのショルダーブロック１の安定性を確保するのが困難になる傾向にある。一方、５％を超えると、ショルダーブロック１のトレッド端近傍部分がタイヤ赤道Ｃ側に圧縮変形し難くなり、ワンダリング現象の抑制効果が小さくなる傾向にある。   The narrow groove 9 is provided such that the groove center line 16 (see FIG. 4) on the tread surface is arranged in a range of 0.4 to 5% of the tread width W from the tread end E toward the inner side in the tire width direction. Is more preferable, and 1.2 to 2.4% is more preferable. When the groove center line 16 of the narrow groove 9 is arranged at a position less than 0.4% of the tread width W from the tread end E, the narrow land portion 12 is narrow and the rigidity of the portion near the tread end of the shoulder block 1 is low. Since it becomes low, it tends to be difficult to ensure the stability of the shoulder block 1 when getting over the bag. On the other hand, if it exceeds 5%, the portion near the tread end of the shoulder block 1 becomes difficult to compress and deform toward the tire equator C side, and the effect of suppressing the wandering phenomenon tends to be reduced.

細溝９は、トレッド面における溝幅が０．５〜４ｍｍであることが好ましく、中でも０．７ｍｍ以上であることが好ましい。かかる溝幅が０．５ｍｍ未満であると、ショルダーブロック１のトレッド端近傍部分の圧縮変形量が少なくなるため、タイヤが轍壁面に衝突した際の衝撃吸収が低下し、ワンダリング現象の抑制効果が小さくなる傾向にある。一方、４ｍｍを超えると、ショルダーブロック１のトレッド端近傍部分が圧縮変形する際に細陸部１２の移動量が大きくなり、轍を乗り越えるためのショルダーブロック１の安定性を確保するのが困難になる傾向にある。   The narrow groove 9 preferably has a groove width on the tread surface of 0.5 to 4 mm, and more preferably 0.7 mm or more. If the groove width is less than 0.5 mm, the amount of compressive deformation in the vicinity of the tread end of the shoulder block 1 is reduced, so that the impact absorption when the tire collides with the saddle wall surface is reduced, and the wandering phenomenon is suppressed. Tend to be smaller. On the other hand, if it exceeds 4 mm, the amount of movement of the narrow land portion 12 becomes large when the portion near the tread end of the shoulder block 1 is compressed and deformed, and it is difficult to ensure the stability of the shoulder block 1 to get over the saddle. Tend to be.

細溝９は、溝深さｄが主溝深さＤの４５％以上であることが好ましく、７０％以上であることがより好ましい。溝深さｄが主溝深さＤの４５％未満であると、ショルダーブロック１のトレッド端近傍部分が圧縮変形し難く、ワンダリング現象の抑制効果が小さくなる傾向にある。また、細溝９は、深さ方向に向かってタイヤ幅方向外側に傾斜するものが好ましく、これによってショルダーブロック１の側壁を轍壁面に沿わせ易くなり、上述した作用効果を効果的に奏することができる。トレッド面の法線方向に対する細溝９の溝中心線１６の傾斜角度θ（図４参照）は２〜１８°が好ましく、中でも１２°以上であることが好ましい。   The narrow groove 9 preferably has a groove depth d of 45% or more of the main groove depth D, and more preferably 70% or more. If the groove depth d is less than 45% of the main groove depth D, the portion near the tread end of the shoulder block 1 is difficult to compress and deform, and the effect of suppressing the wandering phenomenon tends to be reduced. Further, the narrow groove 9 is preferably inclined toward the outer side in the tire width direction in the depth direction, whereby the side wall of the shoulder block 1 can be easily along the saddle wall surface, and the above-described effects can be effectively achieved. Can do. The inclination angle θ (see FIG. 4) of the groove center line 16 of the narrow groove 9 with respect to the normal direction of the tread surface is preferably 2 to 18 °, and more preferably 12 ° or more.

細溝９の溝底は湾曲して形成されており、ショルダーブロック１のトレッド端近傍部分が圧縮変形して細陸部１２がタイヤ赤道Ｃ側に倒れるときに、溝底での応力集中を抑制してクラック等の発生を回避することができる。   The groove bottom of the narrow groove 9 is curved and suppresses stress concentration at the groove bottom when the portion near the tread end of the shoulder block 1 is compressed and deformed and the fine land 12 falls to the tire equator C side. Thus, generation of cracks and the like can be avoided.

本実施形態では、段付形状部２が、タイヤ幅方向に沿って延びる外周面３とタイヤ径方向に沿って延びる外壁面４とが、タイヤ子午線断面にて９０±８°の角度をなして複数組設けられてなる。これにより、ショルダーブロック１のトレッド端近傍部分がタイヤ赤道Ｃ側に圧縮変形して側壁が轍壁面に沿った状態において、外周面３と外壁面４とがなす稜線１５が轍壁面に引っ掛かり易くなり、轍を乗り越えるためのトラクションを効果的に得ることができる。段付形状部２の段数は３段以上が好ましく、本実施形態ではトレッド端Ｅを除く３本の稜線１５を有する３段構成になされている。   In the present embodiment, the stepped shape portion 2 has an outer peripheral surface 3 extending along the tire width direction and an outer wall surface 4 extending along the tire radial direction at an angle of 90 ± 8 ° in the tire meridian cross section. A plurality of sets are provided. Thereby, in the state where the portion near the tread end of the shoulder block 1 is compressed and deformed toward the tire equator C and the side wall extends along the side wall surface, the ridge line 15 formed by the outer peripheral surface 3 and the outer wall surface 4 is easily caught on the side wall surface. , You can effectively get traction to get over the kite. The number of steps of the stepped shape portion 2 is preferably three or more. In the present embodiment, the stepped shape portion 2 has a three-stage configuration having three ridge lines 15 excluding the tread edge E.

本実施形態では、図４に示すように、ショルダーブロック１の側壁が轍壁面に沿い易くなるよう、トレッド端Ｅからタイヤ幅方向外側の領域がラウンド形状に形成されており、段付形状部２の各稜線１５はラウンド形状の仮想輪郭線１７上に沿って配されている。かかる領域は、幅寸法Ａが４〜１０ｍｍであることが好ましく、ラウンド形状に代えてテーパ形状としてもよい。更に、そのラウンド形状に形成された領域の表面長さに対する段付形状部２の表面長さの割合が６０％以上であることが好ましく、それにより轍を乗り越えるためのトラクションが良好に確保される。なお、ここで言う表面長さとは、タイヤ子午線断面における仮想輪郭線１７上での長さを指す。   In the present embodiment, as shown in FIG. 4, the region on the outer side in the tire width direction from the tread end E is formed in a round shape so that the side wall of the shoulder block 1 can be easily along the saddle wall surface. Each of the ridge lines 15 is arranged along a round-shaped virtual contour line 17. Such a region preferably has a width A of 4 to 10 mm, and may have a tapered shape instead of a round shape. Furthermore, it is preferable that the ratio of the surface length of the stepped shape portion 2 to the surface length of the region formed in the round shape is 60% or more, thereby ensuring good traction for getting over the ridge. . In addition, the surface length said here refers to the length on the virtual outline 17 in a tire meridian cross section.

トレッド端Ｅを基準としたタイヤ最大幅位置（不図示）の断面高さＨＡに対する段付形状部２の断面高さＨＢの割合は７％以上であることが好ましく、これにより轍を乗り越えるためのトラクションを良好に確保することができる。   The ratio of the cross-sectional height HB of the stepped shape portion 2 to the cross-sectional height HA of the tire maximum width position (not shown) with respect to the tread edge E is preferably 7% or more, thereby overcoming the heel. Good traction can be secured.

段付形状部２は、本実施形態のようにショルダーブロック１の側壁のタイヤ周方向全域に形成されていることが好ましく、それにより轍を乗り越えるためのトラクションが良好に確保され、優れたレーンチェンジ性を発揮することができる。なお、図５に例示するように、段付形状部２を断続的に形成してもよい。かかる場合、トレッド端Ｅにおいて、ショルダーブロック１のタイヤ周方向長さＢに対する、段付形状部２が形成された領域のタイヤ周方向長さ（Ｆ＋Ｇ）の割合が、７０％以上であることが好ましく、これにより轍を乗り越えるためのトラクションが良好に確保される。   The stepped shape portion 2 is preferably formed over the entire region in the tire circumferential direction of the side wall of the shoulder block 1 as in the present embodiment, thereby ensuring good traction for overcoming the heel and excellent lane change. Can demonstrate its sexuality. In addition, as illustrated in FIG. 5, the stepped shape portion 2 may be formed intermittently. In such a case, at the tread end E, the ratio of the tire circumferential direction length (F + G) of the region where the stepped shape portion 2 is formed to the tire circumferential direction length B of the shoulder block 1 may be 70% or more. Preferably, this ensures good traction for getting over the kite.

本実施形態では、複数本設けられた主溝６のうちタイヤ幅方向最外側に位置する主溝６の位置（主溝６の溝中心線の位置）が、タイヤ赤道Ｃからトレッド端Ｅ側にトレッド幅Ｗの２１〜３４％の位置に設けられている。これによりショルダーブロック１の剛性を確保して、その側壁を轍壁面に安定して押し付けることができると共に、轍を乗り越えるときのショルダーブロック１の安定性を向上させることができるため、優れた耐ワンダリング性及びレーンチェンジ性を発揮することができる。なお、主溝がタイヤ周方向に沿ってジグザグ状に延びる場合には、その溝中心線のジグザグ振幅の中心位置を上述した範囲に設けることで、上記作用効果が奏される。   In the present embodiment, the position of the main groove 6 located on the outermost side in the tire width direction (the position of the groove center line of the main groove 6) among the plurality of main grooves 6 provided is from the tire equator C to the tread end E side. It is provided at a position of 21 to 34% of the tread width W. As a result, the rigidity of the shoulder block 1 can be ensured and the side wall thereof can be stably pressed against the wall surface of the bag, and the stability of the shoulder block 1 when getting over the bag can be improved. Ring performance and lane change performance can be demonstrated. In addition, when the main groove extends in a zigzag shape along the tire circumferential direction, the above-described effects can be achieved by providing the center position of the zigzag amplitude of the groove center line in the above-described range.

本発明の空気入りタイヤは、ショルダーブロックを上記の如き構成にする以外は、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することができる。   The pneumatic tire of the present invention is the same as a normal pneumatic tire except that the shoulder block is configured as described above, and any conventionally known material, shape, structure, manufacturing method, etc. are adopted in the present invention. Can do.

［他の実施形態］
（１）前述の実施形態では、細溝９がタイヤ周方向に略平行に延びる例を示したが、本発明はこれに限られず、図６に例示する細溝１０のようにジグザグ状又は波状に延びるものでもよい。このように、細溝１０がタイヤ周方向に対して傾斜した部分を有することにより、ショルダーブロック１のトレッド端近傍部分がタイヤ赤道Ｃ側に圧縮変形する際に、細陸部１２のタイヤ周方向へのずれが抑制され、ショルダーブロック１の側壁を轍壁面に適切に沿わせることができる。 [Other Embodiments]
(1) In the above-described embodiment, the example in which the narrow groove 9 extends substantially parallel to the tire circumferential direction has been shown. However, the present invention is not limited to this, and a zigzag or wave shape like the narrow groove 10 illustrated in FIG. It may extend to. Thus, when the narrow groove 10 has a portion inclined with respect to the tire circumferential direction, when the portion near the tread end of the shoulder block 1 is compressed and deformed toward the tire equator C side, the tire circumferential direction of the narrow land portion 12 Therefore, the side wall of the shoulder block 1 can be properly aligned with the wall surface of the wall.

（２）前述の実施形態では、細溝９の溝幅が深さ方向に一定である例を示したが、本発明はこれに限られず、溝幅が深さ方向に向かって狭まるものでもよい。これにより、細陸部１２の剛性を確保しつつ、ショルダーブロック１のトレッド端近傍部分をタイヤ赤道Ｃ側に圧縮変形させ易くなり、その側壁を轍壁面に適切に沿わせることができる。かかる場合、トレッド面から溝深さｄの３５％以上の溝幅が０．５〜４ｍｍであることが好ましい。   (2) In the above-described embodiment, the example in which the groove width of the narrow groove 9 is constant in the depth direction is shown, but the present invention is not limited to this, and the groove width may be narrowed in the depth direction. . Thereby, it becomes easy to compress and deform the portion near the tread end of the shoulder block 1 toward the tire equator C side while ensuring the rigidity of the narrow land portion 12, and the side wall thereof can be appropriately along the saddle wall surface. In such a case, the groove width of 35% or more of the groove depth d from the tread surface is preferably 0.5 to 4 mm.

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、タイヤの性能評価は、次のようにして行った。即ち、水平路面上にトレッド面を接地させるとともに、その水平路面から５５°で傾斜する斜面にショルダーブロックの側壁を当接させたテストタイヤに対して、空気圧７５０ｋＰａで荷重（２６７０５Ｎ）が負荷された状態を仮定条件とし、該斜面の傾斜方向の変位に基づいて、ショルダーブロックのトレッド端近傍部分における摩擦エネルギーをＦＥＭ解析により算出した。比較例１の値を１００として指数評価し、数値が大きいほど轍壁面衝突時の衝撃吸収効果と轍を乗り越えるためのトラクションが大きい、即ち耐ワンダリング性及びレーンチェンジ性に優れていることを示す。   Examples and the like specifically showing the configuration and effects of the present invention will be described below. The tire performance was evaluated as follows. That is, a load (26705N) was applied at a pneumatic pressure of 750 kPa on a test tire in which the tread surface was grounded on the horizontal road surface and the side wall of the shoulder block was in contact with a slope inclined at 55 ° from the horizontal road surface. The state was assumed, and the frictional energy in the vicinity of the tread edge of the shoulder block was calculated by FEM analysis based on the displacement of the slope in the inclination direction. Index evaluation is performed with the value of Comparative Example 1 being 100, and the larger the value, the greater the impact absorbing effect at the time of collision with the saddle wall and the greater the traction for getting over the saddle, that is, better wandering resistance and lane change resistance. .

なお、テストタイヤとして、ショルダーブロックのトレッド端近傍にタイヤ周方向に延びる細溝を設けるとともに、そのショルダーブロックのトレッド端側の側壁に段付形状部を形成した空気入りタイヤを実施例とした。また、実施例に係るタイヤにおいて細溝及び段付形状部を備えないタイヤを比較例１、同じく段付形状部を備えないタイヤを比較例２、同じく細溝を備えないタイヤを比較例３とした。上記の性能評価を行った結果を表１に示す。   In addition, as a test tire, a pneumatic tire in which a narrow groove extending in the tire circumferential direction is provided in the vicinity of the tread end of the shoulder block and a stepped shape portion is formed on the side wall on the tread end side of the shoulder block is taken as an example. Further, in the tire according to the example, a tire that does not include the narrow groove and the stepped shape portion is Comparative Example 1, a tire that does not include the stepped shape portion is also Comparative Example 2, and a tire that also does not include the narrow groove is Comparative Example 3. did. The results of the above performance evaluation are shown in Table 1.

Figure 2007161135
Figure 2007161135

表１に示すように、実施例は比較例１〜３に比べて最も優れた結果を示しており、本発明に係る構成が耐ワンダリング性及びレーンチェンジ性に対して効果的であることが分かる。   As shown in Table 1, the examples show the most excellent results compared with Comparative Examples 1 to 3, and the configuration according to the present invention is effective for wandering resistance and lane change resistance. I understand.

本発明に係る空気入りタイヤに形成されたトレッドパターンの一例を示す平面図The top view which shows an example of the tread pattern formed in the pneumatic tire which concerns on this invention 本発明に係る空気入りタイヤの要部を示すタイヤ子午線断面図Tire meridian cross-sectional view showing the main part of the pneumatic tire according to the present invention 本発明に係る空気入りタイヤの要部を示す斜視図The perspective view which shows the principal part of the pneumatic tire which concerns on this invention ショルダーブロックの輪郭を示す線図Diagram showing contour of shoulder block ショルダーブロックの側壁を示す側面図Side view showing the side wall of the shoulder block 本発明の別形態を示すショルダーブロックの平面図The top view of the shoulder block which shows another form of this invention

符号の説明Explanation of symbols

１ ショルダーブロック
２ 段付形状部
３ 外周面
４ 外壁面
６ 主溝
９ 細溝
１１ 本体陸部
１２ 細陸部
１５ 稜線
１７ 仮想輪郭線
Ｅ トレッド端
Ｗ トレッド幅 DESCRIPTION OF SYMBOLS 1 Shoulder block 2 Stepped shape part 3 Outer peripheral surface 4 Outer wall surface 6 Main groove 9 Narrow groove 11 Main body land part 12 Fine land part 15 Ridge line 17 Virtual outline E Tread edge W Tread width

Claims (3)

トレッド面でタイヤ周方向に延びる複数本の主溝と、タイヤ幅方向最外側に位置する前記主溝の外側でタイヤ周方向に配列されたショルダーブロックとを備える空気入りタイヤにおいて、
タイヤ周方向に延びる細溝を前記ショルダーブロックのトレッド端近傍に設けるとともに、前記ショルダーブロックのトレッド端側の側壁に、タイヤ子午線断面が階段状をなして稜線がタイヤ周方向に沿って延びる段付形状部を形成したことを特徴とする空気入りタイヤ。 In a pneumatic tire comprising a plurality of main grooves extending in the tire circumferential direction on the tread surface, and shoulder blocks arranged in the tire circumferential direction outside the main grooves located on the outermost side in the tire width direction,
A narrow groove extending in the tire circumferential direction is provided in the vicinity of the tread end of the shoulder block, and on the side wall on the tread end side of the shoulder block, the tire meridian section forms a step shape and the ridge line extends along the tire circumferential direction. A pneumatic tire characterized by forming a shape portion. 前記細溝は、溝深さが主溝深さの４５％以上であるとともに、深さ方向に向かってタイヤ幅方向外側に傾斜するものである請求項１記載の空気入りタイヤ。   2. The pneumatic tire according to claim 1, wherein the narrow groove has a groove depth of 45% or more of the main groove depth and is inclined outward in the tire width direction toward the depth direction. 前記段付形状部は、タイヤ幅方向に沿って延びる外周面とタイヤ径方向に沿って延びる外壁面とが、タイヤ子午線断面にて９０±８°の角度をなして複数組設けられてなる請求項１又は２記載の空気入りタイヤ。   The stepped shape portion includes a plurality of sets of an outer peripheral surface extending along a tire width direction and an outer wall surface extending along a tire radial direction at an angle of 90 ± 8 ° in a tire meridian cross section. Item 3. The pneumatic tire according to Item 1 or 2.
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