JP2007331439A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2007331439A
JP2007331439A JP2006162609A JP2006162609A JP2007331439A JP 2007331439 A JP2007331439 A JP 2007331439A JP 2006162609 A JP2006162609 A JP 2006162609A JP 2006162609 A JP2006162609 A JP 2006162609A JP 2007331439 A JP2007331439 A JP 2007331439A
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tire
rib
edge portion
shoulder
pneumatic tire
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JP4973020B2 (en
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Koichi Kamitoku
孝一 神徳
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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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
    • B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B60C2011/1254—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern with closed sipe, i.e. not extending to a groove
    • 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
    • B60C2200/00—Tyres specially adapted for particular applications
    • B60C2200/06—Tyres specially adapted for particular applications for heavy duty vehicles

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

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire having improved eccentric wear resistance. <P>SOLUTION: The pneumatic tire 1 comprises main grooves 21, 22 extending to a tire peripheral direction, and a plurality of ribs 31-33 partitioned with the main grooves 21, 22. In the sectional view of the tire in a tire meridian direction in the state of being mounted on a regular rim with regular inner pressure imparted thereto, a curvature radius R1 and a length L1 of a circular arc drawn from an edge portion on the tire-cross-direction outside of the second rib 32 to a tire equator line along a profile line, a curvature radius R2 and a length L2 of an circular arc drawn from an edge portion on the tire-cross-direction outside of the shoulder rib 33 to an edge portion on the tire-cross-direction inside along the profile line, and a curvature radius R of a circular arc mutually connecting edge portions on the tire-cross-direction outsides of the pair of shoulder ribs 33 through the tire equator line X satisfy 0.5≤R2/R1≤0.6, 0.6≤R2/R≤0.7, and 0.7≤L2/L1≤0.8. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

この発明は、空気入りタイヤに関し、さらに詳しくは、タイヤの耐偏摩耗性能を向上できる空気入りタイヤに関する。   The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire capable of improving the uneven wear resistance performance of the tire.

リブパターンを有する空気入りタイヤでは、そのリブに発生する偏摩耗（ショルダーウェア、リバーウェアなど）を抑制すべき課題がある。特に、バス・トラックなどに用いられる重荷重用タイヤでは、かかる偏摩耗が顕著に発生するため、その対策が強く求められている。   In a pneumatic tire having a rib pattern, there is a problem that uneven wear (shoulder wear, river wear, etc.) generated on the rib should be suppressed. In particular, in heavy-duty tires used for buses, trucks, and the like, such uneven wear occurs remarkably, and countermeasures are strongly demanded.

かかる課題に関する従来の空気入りタイヤには、特許文献１に記載される技術が知られている。従来の空気入りタイヤ（重荷重用バイアスタイヤ）は、タイヤのモールド内におけるトレッド外輪郭線が、タイヤ赤道面に中心を置くトレッド中央部の第１の円弧部と、前記第１の円弧部のショルダー側に隣接する第２円弧部と、からなる重荷重用バイアスタイヤにおいて、前記第１の円弧部の曲率半径ＣＲ１と前記第２の円弧部の曲率半径ＣＲ２との比ＣＲ２／ＣＲ１を０．４５〜０．８０の範囲とし、トレッド半幅Ｗと、前記第１の円弧部と前記第２の円弧部との交点Ａからトレッド赤道面までの距離Ｗ１と、の比Ｗ１／Ｗを０．４５〜０．７０とすると共に、前記第２の円弧の中心点を前記交点Ａと第１の円弧部の中心点Ｂとを通る直線上に位置させることを特徴とする。   The technique described in Patent Document 1 is known as a conventional pneumatic tire related to this problem. In a conventional pneumatic tire (heavy load bias tire), a tread outer contour line in a tire mold has a first arc portion at the center of the tread centered on the tire equator plane, and a shoulder of the first arc portion. In a heavy duty bias tire comprising a second arc portion adjacent to the side, a ratio CR2 / CR1 between a curvature radius CR1 of the first arc portion and a curvature radius CR2 of the second arc portion is 0.45 to 0.45. The ratio W1 / W between the tread half width W and the distance W1 from the intersection A of the first arc portion and the second arc portion to the tread equatorial plane is set to 0.45 to 0. .70, and the center point of the second arc is located on a straight line passing through the intersection A and the center point B of the first arc portion.

特開平６−２４２１０号公報JP-A-6-24210

しかしながら、従来の空気入りタイヤでは、内圧充填時のタイヤ輪郭が単一の曲率を有するように設定されているため、ショルダー部のエッジ部における偏摩耗が抑制され難いという課題がある。   However, in the conventional pneumatic tire, since the tire contour at the time of filling with internal pressure is set to have a single curvature, there is a problem that uneven wear at the edge portion of the shoulder portion is difficult to be suppressed.

この発明は、タイヤの耐偏摩耗性能を向上できる空気入りタイヤを提供することを目的とする。   An object of the present invention is to provide a pneumatic tire capable of improving the uneven wear resistance performance of the tire.

上記目的を達成するため、この発明にかかる空気入りタイヤは、タイヤ周方向に延在する複数の主溝と、これらの主溝により区画されて成る複数のリブとを有する空気入りタイヤであって、複数の前記主溝のうちタイヤ幅方向の最も外側にある主溝を外側主溝と呼び、前記外側主溝により区画されたリブのうちタイヤ幅方向内側にあるリブをセカンドリブと呼ぶと共にタイヤ幅方向外側にあるリブをショルダーリブと呼ぶときに、タイヤが正規リムに装着されて正規内圧を付与された状態におけるタイヤ子午線方向の断面視にて、前記セカンドリブのタイヤ幅方向外側のエッジ部からタイヤ赤道線までのプロファイルラインに沿って引かれた円弧の曲率半径Ｒ１および長さＬ１と、前記ショルダーリブのタイヤ幅方向外側のエッジ部からタイヤ幅方向内側のエッジ部までのプロファイルラインに沿って引かれた円弧の曲率半径Ｒ２および長さＬ２と、タイヤ赤道線Ｘを通り一対の前記ショルダーリブのタイヤ幅方向外側のエッジ部を結ぶ円弧の曲率半径Ｒとが、０．５≦Ｒ２／Ｒ１≦０．６、０．６≦Ｒ２／Ｒ≦０．７および０．７≦Ｌ２／Ｌ１≦０．８を満たすことを特徴とする。   In order to achieve the above object, a pneumatic tire according to the present invention is a pneumatic tire having a plurality of main grooves extending in the tire circumferential direction and a plurality of ribs defined by the main grooves. Of the plurality of main grooves, the outermost main groove in the tire width direction is referred to as an outer main groove, and among the ribs defined by the outer main grooves, the rib on the inner side in the tire width direction is referred to as a second rib and the tire. When the rib located on the outer side in the width direction is referred to as a shoulder rib, the edge portion on the outer side in the tire width direction of the second rib in a sectional view in the tire meridian direction in a state where the tire is mounted on the normal rim and applied with the normal internal pressure The radius of curvature R1 and length L1 of the arc drawn along the profile line from the tire equator line to the tire equator line, and the tie from the outer edge of the shoulder rib in the tire width direction. The radius of curvature R2 and the length L2 of the arc drawn along the profile line to the edge portion on the inner side in the width direction, and the arc connecting the edge portions on the outer side in the tire width direction of the pair of shoulder ribs through the tire equator line X The curvature radius R satisfies 0.5 ≦ R2 / R1 ≦ 0.6, 0.6 ≦ R2 / R ≦ 0.7, and 0.7 ≦ L2 / L1 ≦ 0.8.

この空気入りタイヤでは、各リブにおけるタイヤのプロファイルラインが上記のように適正化されているので、ショルダーウェアおよびリバーウェアの発生が抑制されてタイヤの耐偏摩耗性能が向上する利点がある。   In this pneumatic tire, since the profile line of the tire in each rib is optimized as described above, there is an advantage that the occurrence of shoulder wear and river wear is suppressed and the uneven wear resistance performance of the tire is improved.

また、この発明にかかる空気入りタイヤは、前記ショルダーリブのタイヤ幅方向外側のエッジ部には、タイヤ周方向に延在する細溝が形成される。   In the pneumatic tire according to the present invention, a narrow groove extending in the tire circumferential direction is formed in an edge portion of the shoulder rib on the outer side in the tire width direction.

この空気入りタイヤでは、タイヤ接地時にて、細溝によりショルダーリブのエッジ部における接地圧が低減される。これにより、タイヤの耐偏摩耗性能が向上する利点がある。   In this pneumatic tire, the contact pressure at the edge portion of the shoulder rib is reduced by the narrow groove when the tire contacts the ground. Thereby, there exists an advantage which the uneven wear-proof performance of a tire improves.

また、この発明にかかる空気入りタイヤは、前記セカンドリブのエッジ部および／または前記ショルダーリブのエッジ部には、前記外側主溝に沿って延在する犠牲リブが形成される。   In the pneumatic tire according to the present invention, a sacrificial rib extending along the outer main groove is formed at an edge portion of the second rib and / or an edge portion of the shoulder rib.

この空気入りタイヤでは、タイヤ接地時にて、犠牲リブが積極的に摩耗することにより、セカンドリブ（ショルダーリブ）の偏摩耗が抑制される。これにより、タイヤの耐偏摩耗性能が向上する利点がある。   In this pneumatic tire, the sacrificial ribs are actively worn at the time of tire contact, so that uneven wear of the second ribs (shoulder ribs) is suppressed. Thereby, there exists an advantage which the uneven wear-proof performance of a tire improves.

また、この発明にかかる空気入りタイヤは、前記セカンドリブのエッジ部および／または前記ショルダーリブのエッジ部には、外側主溝に開口する複数のサイプが形成される。   In the pneumatic tire according to the present invention, a plurality of sipes that open to the outer main groove are formed at the edge portion of the second rib and / or the edge portion of the shoulder rib.

この空気入りタイヤでは、セカンドリブ（ショルダーリブ）のエッジ部における接地圧がサイプにより低減されるので、セカンドリブ（ショルダーリブ）の偏摩耗が抑制される。これにより、タイヤの耐偏摩耗性能が向上する利点がある。   In this pneumatic tire, since the contact pressure at the edge portion of the second rib (shoulder rib) is reduced by sipe, uneven wear of the second rib (shoulder rib) is suppressed. Thereby, there exists an advantage which the uneven wear-proof performance of a tire improves.

また、この発明にかかる空気入りタイヤは、前記セカンドリブにクローズドサイプが形成される。   In the pneumatic tire according to the present invention, a closed sipe is formed on the second rib.

この空気入りタイヤでは、クローズドサイプによりセカンドリブの剛性が低減されるので、セカンドリブにおける接地圧が均一化される。これにより、セカンドリブにおけるリバーウェアおよびステップ摩耗の発生が抑制されるので、タイヤの耐偏摩耗性能が向上する利点がある。   In this pneumatic tire, the rigidity of the second rib is reduced by the closed sipe, so that the contact pressure on the second rib is made uniform. Thereby, since the occurrence of river wear and step wear in the second rib is suppressed, there is an advantage that the uneven wear resistance performance of the tire is improved.

また、この発明にかかる空気入りタイヤは、前記クローズドサイプが、その中央部にて屈曲あるいは湾曲した形状を有すると共に、その端部にてタイヤ周方向に延びる略直線形状を有する。   In the pneumatic tire according to the present invention, the closed sipe has a shape that is bent or curved at a center portion thereof, and has a substantially linear shape that extends in the tire circumferential direction at an end portion thereof.

この空気入りタイヤでは、クローズドサイプの形状が適正化されているので、クローズドサイプの端部における応力集中が低減される。これにより、クローズドサイプの端部におけるクラックの発生が低減される利点がある。   In this pneumatic tire, since the shape of the closed sipe is optimized, the stress concentration at the end of the closed sipe is reduced. Thereby, there exists an advantage by which generation | occurrence | production of the crack in the edge part of a closed sipe is reduced.

また、この発明にかかる空気入りタイヤは、タイヤが正規リムに装着されて正規内圧を付与された状態におけるタイヤ子午線方向の断面視にて、前記セカンドリブのタイヤ幅方向外側のエッジ部がタイヤ赤道線Ｘを通り一対の前記ショルダーリブのタイヤ幅方向外側のエッジ部を結ぶ円弧上からタイヤ径方向外側にあり、且つ、前記セカンドリブのエッジ部と前記円弧との距離ｔが０［ｍｍ］≦ｔ≦１［ｍｍ］の範囲内にある。   Further, in the pneumatic tire according to the present invention, the edge portion on the outer side in the tire width direction of the second rib is a tire equator in a cross-sectional view in the tire meridian direction in a state where the tire is attached to a regular rim and a regular internal pressure is applied. The distance t between the edge of the second rib and the arc is 0 [mm] ≦ 0 mm from the arc connecting the edge X of the pair of shoulder ribs on the outer side in the tire width direction. It is in the range of t ≦ 1 [mm].

この空気入りタイヤでは、セカンドリブのエッジ部の位置が適正化されて、タイヤの耐偏摩耗性能が向上する利点がある。   In this pneumatic tire, there is an advantage that the position of the edge portion of the second rib is optimized and the uneven wear resistance performance of the tire is improved.

また、この発明にかかる空気入りタイヤは、重荷重用空気入りタイヤに適用される。   The pneumatic tire according to the present invention is applied to a heavy duty pneumatic tire.

重荷重用空気入りタイヤでは、タイヤに負荷される荷重が大きいため偏摩耗が発生し易い。したがって、かかる重荷重用空気入りタイヤを適用対象とすることにより、より顕著な偏摩耗の抑制効果が得られる利点がある。   In heavy-duty pneumatic tires, uneven wear tends to occur because the load applied to the tire is large. Therefore, there is an advantage that a more remarkable effect of suppressing uneven wear can be obtained by using such a heavy-duty pneumatic tire as an application target.

この発明にかかる空気入りタイヤでは、各リブにおけるタイヤのプロファイルラインが上記のように適正化されているので、ショルダーウェアおよびリバーウェアの発生が抑制されてタイヤの耐偏摩耗性能が向上する利点がある。   In the pneumatic tire according to the present invention, since the profile line of the tire in each rib is optimized as described above, there is an advantage that the occurrence of shoulder wear and river wear is suppressed and the uneven wear resistance performance of the tire is improved. is there.

以下、この発明につき図面を参照しつつ詳細に説明する。なお、この実施例によりこの発明が限定されるものではない。また、この実施例の構成要素には、当業者が置換可能かつ容易なもの、或いは実質的同一のものが含まれる。また、この実施例に記載された複数の変形例は、当業者自明の範囲内にて任意に組み合わせが可能である。   Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. The constituent elements of this embodiment include those that can be easily replaced by those skilled in the art or those that are substantially the same. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

図１は、この発明の実施例にかかる空気入りタイヤのトレッド部を示すタイヤ子午線方向の断面図である。図２〜図４は、図１に記載した空気入りタイヤの変形例を示すトレッド部の平面図（図２）、タイヤ子午線方向の断面図（図３）および要部拡大図（図４）である。図５は、この発明の実施例にかかる空気入りタイヤの性能試験の結果を示す試験結果表である。   FIG. 1 is a sectional view in the tire meridian direction showing a tread portion of a pneumatic tire according to an embodiment of the present invention. 2 to 4 are a plan view (FIG. 2) of a tread portion showing a modification of the pneumatic tire shown in FIG. 1, a cross-sectional view in the tire meridian direction (FIG. 3), and an enlarged view of a main part (FIG. 4). is there. FIG. 5 is a test result table showing the results of the performance test of the pneumatic tire according to the example of the present invention.

この空気入りタイヤ１は、タイヤ周方向に延在する複数の主溝（周方向主溝）２１、２２と、これらの主溝２１、２２により区画されて成る複数のリブ３１〜３３とをトレッド部に有する（図１参照）。ここで、主溝２１、２２のうちタイヤ幅方向の最も外側にある主溝２２を外側主溝と呼ぶ。また、外側主溝２２により区画されたリブ３２、３３のうちタイヤ幅方向内側にあるリブ３２をセカンドリブと呼び、タイヤ幅方向外側にあるリブ３３をショルダーリブと呼ぶ。なお、この実施例では、４本の主溝２１、２２がトレッド部に形成され、これらの主溝２１、２２により５本のリブ３１〜３３が区画されている。具体的には、タイヤ赤道線Ｘ上に位置する１本のセンターリブ３１と、このセンターリブ３１の両側に位置する一対のセカンドリブ３２、３２と、これらのセカンドリブ３２、３２の両側に位置する一対のショルダーリブ３３、３３とがトレッド部に形成されている。   The pneumatic tire 1 includes a plurality of main grooves (circumferential main grooves) 21 and 22 extending in the tire circumferential direction and a plurality of ribs 31 to 33 defined by the main grooves 21 and 22 as treads. (See FIG. 1). Here, the main groove 22 located on the outermost side in the tire width direction among the main grooves 21 and 22 is referred to as an outer main groove. Of the ribs 32 and 33 defined by the outer main groove 22, the rib 32 on the inner side in the tire width direction is called a second rib, and the rib 33 on the outer side in the tire width direction is called a shoulder rib. In this embodiment, four main grooves 21 and 22 are formed in the tread portion, and five ribs 31 to 33 are partitioned by these main grooves 21 and 22. Specifically, one center rib 31 located on the tire equator line X, a pair of second ribs 32, 32 located on both sides of the center rib 31, and positions on both sides of the second ribs 32, 32 A pair of shoulder ribs 33, 33 are formed on the tread portion.

また、この空気入りタイヤ１では、タイヤが正規リムに装着されて正規内圧を付与された状態におけるタイヤ子午線方向の断面視にて、（１）セカンドリブ３２のタイヤ幅方向外側のエッジ部からタイヤ赤道線Ｘ（センターリブ３１の中央部）までのプロファイルラインに沿って引かれた円弧の曲率半径Ｒ１および長さＬ１と、（２）ショルダーリブ３３のタイヤ幅方向外側のエッジ部からタイヤ幅方向内側のエッジ部までのプロファイルラインに沿って引かれた円弧の曲率半径Ｒ２および長さＬ２と、（３）タイヤ赤道線Ｘを通り一対（タイヤ左右）のショルダーリブ３３、３３のタイヤ幅方向外側のエッジ部を結ぶ円弧の曲率半径Ｒとが、０．５≦Ｒ２／Ｒ１≦０．６、０．６≦Ｒ２／Ｒ≦０．７および０．７≦Ｌ２／Ｌ１≦０．８を満たす。   Further, in the pneumatic tire 1, in the sectional view in the tire meridian direction in a state where the tire is mounted on the normal rim and applied with the normal internal pressure, (1) the tire from the edge portion on the outer side in the tire width direction of the second rib 32. The radius of curvature R1 and length L1 of the arc drawn along the profile line to the equator line X (the center of the center rib 31), and (2) the edge of the shoulder rib 33 on the outer side in the tire width direction from the tire width direction. The radius of curvature R2 and length L2 of the arc drawn along the profile line up to the inner edge, and (3) the outer side in the tire width direction of the pair of (tire left and right) shoulder ribs 33, 33 passing through the tire equator line X The radius of curvature R of the circular arc connecting the edges of the two satisfies 0.5 ≦ R2 / R1 ≦ 0.6, 0.6 ≦ R2 / R ≦ 0.7 and 0.7 ≦ L2 / L1 ≦ 0.8. It is.

なお、正規リムとは、ＪＡＴＭＡに規定される「適用リム」、ＴＲＡに規定される「Design Rim」、あるいはＥＴＲＴＯに規定される「Measuring Rim」をいう。また、正規内圧とは、ＪＡＴＭＡに規定される「最高空気圧」、ＴＲＡに規定される「TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES」の最大値、あるいはＥＴＲＴＯに規定される「INFLATION PRESSURES」をいう。また、正規荷重とは、ＪＡＴＭＡに規定される「最大負荷能力」、ＴＲＡに規定される「TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES」の最大値、あるいはＥＴＲＴＯに規定される「LOAD CAPACITY」をいう。ただし、乗用車用タイヤの場合には、正規内圧が空気圧１８０［ｋＰａ］であり、正規荷重が最大負荷能力の８８［％］である。   The regular rim means “applied rim” defined in JATMA, “Design Rim” defined in TRA, or “Measuring Rim” defined in ETRTO. The normal internal pressure means “maximum air pressure” defined by JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “INFLATION PRESSURES” defined by ETRTO. The normal load means “maximum load capacity” defined in JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined in TRA, or “LOAD CAPACITY” defined in ETRTO. However, in the case of passenger car tires, the normal internal pressure is an air pressure of 180 [kPa], and the normal load is 88 [%] of the maximum load capacity.

この空気入りタイヤ１では、各リブ３１〜３３におけるタイヤのプロファイルラインが上記のように適正化されているので、ショルダーウェアおよびリバーウェアの発生が抑制されてタイヤの耐偏摩耗性能が向上する利点がある。   In this pneumatic tire 1, the tire profile lines in the ribs 31 to 33 are optimized as described above, so that the occurrence of shoulder wear and river wear is suppressed and the uneven wear resistance performance of the tire is improved. There is.

例えば、Ｒ１やＲに対してＲ２が小さ過ぎる（Ｒ２／Ｒ１＜０．５あるいはＲ２／Ｒ＜０．６）と、セカンドリブ３２およびショルダーリブ３３間の接地圧が不均一となり外側主溝２２にリバーウェアが発生し易くなる。また、Ｒ１やＲに対してＲ２が大き過ぎる（０．６＜Ｒ２／Ｒ１あるいは０．７＜Ｒ２／Ｒ）と、ショルダーリブ３３の接地圧が過大となりショルダー摩耗（ショルダーウェア）が発生し易くなる。また、Ｌ１に対してＬ２が小さ過ぎる（Ｌ２／Ｌ１＜０．７）と、ショルダーリブ３３の剛性が不足するため縁石等との接触時にリブティアが発生し易くなる。また、Ｌ１に対してＬ２が大きすぎる（０．８＜Ｌ２／Ｌ１）と、ショルダーリブ３３の接地圧が過大となりショルダー摩耗が発生し易くなる。   For example, if R2 is too small with respect to R1 and R (R2 / R1 <0.5 or R2 / R <0.6), the contact pressure between the second rib 32 and the shoulder rib 33 becomes non-uniform, and the outer main groove 22 is not uniform. Riverware is more likely to occur. Also, if R2 is too large relative to R1 and R (0.6 <R2 / R1 or 0.7 <R2 / R), the contact pressure of the shoulder rib 33 becomes excessive and shoulder wear (shoulder wear) is likely to occur. Become. Further, if L2 is too small with respect to L1 (L2 / L1 <0.7), the rigidity of the shoulder rib 33 is insufficient, so that a rib tear is likely to occur at the time of contact with a curb or the like. On the other hand, if L2 is too large with respect to L1 (0.8 <L2 / L1), the contact pressure of the shoulder rib 33 becomes excessive and shoulder wear tends to occur.

［変形例］
なお、この空気入りタイヤ１では、ショルダーリブ３３のタイヤ幅方向外側のエッジ部に、タイヤ周方向に延在する細溝３３４が形成されることが好ましい（図２〜図４参照）。この細溝３３４は、ショルダーリブ３３の踏面側に開口しつつエッジ部に沿って設けられ、ショルダーリブ３３のエッジ部に犠牲リブ（細リブ）３３５を形成する。かかる構成では、タイヤ接地時にて、細溝３３４によりショルダーリブ３３のエッジ部における接地圧が低減され、また、犠牲リブ３３５が積極的に摩耗することにより、ショルダーリブ３３の偏摩耗（ショルダー摩耗）が抑制される。これにより、タイヤの耐偏摩耗性能が向上する利点がある。 [Modification]
In the pneumatic tire 1, it is preferable that a narrow groove 334 extending in the tire circumferential direction is formed at the outer edge of the shoulder rib 33 in the tire width direction (see FIGS. 2 to 4). The narrow groove 334 is provided along the edge portion while opening on the tread surface side of the shoulder rib 33, and a sacrifice rib (fine rib) 335 is formed on the edge portion of the shoulder rib 33. In this configuration, when the tire is in contact with the tire, the contact pressure at the edge of the shoulder rib 33 is reduced by the narrow groove 334, and the sacrificial rib 335 is actively worn, thereby causing uneven wear (shoulder wear) of the shoulder rib 33. Is suppressed. Thereby, there exists an advantage which the uneven wear-proof performance of a tire improves.

また、この空気入りタイヤ１では、セカンドリブ３２のエッジ部あるいはショルダーリブ３３のエッジ部には、外側主溝２２に沿って延在する犠牲リブ３２２、３３２が形成されることが好ましい（図２〜図４参照）。具体的には、セカンドリブ３２（あるいはショルダーリブ３３）が外側主溝２２側のエッジ部にタイヤ周方向に沿って延在する細溝３２１（３３１）を有し、この細溝３２１（３３１）により犠牲リブ３２２（３３２）が形成される。かかる構成では、タイヤ接地時にて、犠牲リブ３２２（３３２）が積極的に摩耗することにより、また、細溝３２１（３３１）によってセカンドリブ３２（ショルダーリブ３３）のエッジ部における接地圧が低減されることにより、セカンドリブ３２（ショルダーリブ３３）の偏摩耗が抑制される。これにより、タイヤの耐偏摩耗性能が向上する利点がある。   In the pneumatic tire 1, sacrificial ribs 322 and 332 extending along the outer main groove 22 are preferably formed at the edge portion of the second rib 32 or the shoulder rib 33 (FIG. 2). To FIG. 4). Specifically, the second rib 32 (or shoulder rib 33) has a narrow groove 321 (331) extending along the tire circumferential direction at the edge portion on the outer main groove 22 side, and this narrow groove 321 (331). Thus, the sacrificial rib 322 (332) is formed. In such a configuration, the sacrificial rib 322 (332) is actively worn at the time of tire contact, and the contact pressure at the edge portion of the second rib 32 (shoulder rib 33) is reduced by the narrow groove 321 (331). Thus, uneven wear of the second rib 32 (shoulder rib 33) is suppressed. Thereby, there exists an advantage which the uneven wear-proof performance of a tire improves.

なお、犠牲リブ３２２、３３２（細溝３３１、３３２）は、セカンドリブ３２のエッジ部あるいはショルダーリブ３３のエッジ部の少なくとも一方に形成されれば良いが、双方に形成されることが好ましい（図２〜図４参照）。   The sacrificial ribs 322 and 332 (the narrow grooves 331 and 332) may be formed on at least one of the edge portion of the second rib 32 or the edge portion of the shoulder rib 33, but are preferably formed on both sides (FIG. 2 to FIG. 4).

また、上記のように、セカンドリブ３２および／またはショルダーリブ３３に犠牲リブ３２２、３３２、３３５（細溝３２１、３３１、３３４）が形成される場合には、犠牲リブ３２２、３３２、３３５（および細溝３２１、３３１、３３４）を除外した部分の円弧により上記の長さＬ１、Ｌ２が定義される（図４参照）。   As described above, when the sacrificial ribs 322, 332, 335 (the narrow grooves 321, 331, 334) are formed on the second rib 32 and / or the shoulder rib 33, the sacrificial ribs 322, 332, 335 (and The lengths L1 and L2 are defined by arcs of portions excluding the narrow grooves 321, 331, and 334) (see FIG. 4).

また、この空気入りタイヤ１では、セカンドリブ３２のエッジ部および／またはショルダーリブ３３のエッジ部に、外側主溝２２に開口する複数のサイプ３２３、３３３が形成されることが好ましい（図２参照）。具体的には、セカンドリブ３２（あるいはショルダーリブ３３）のエッジ部に、略ストレート形状を有すると共に外側主溝２２に片側開口する複数のサイプ３２３（３３３）が形成される。これらのサイプ３２３（３３３）は、外側主溝２２に沿って幅狭の間隔でタイヤ周方向に配列される。かかる構成では、セカンドリブ３２（ショルダーリブ３３）のエッジ部における接地圧がサイプ３２３（３３３）により低減されるので、セカンドリブ３２（ショルダーリブ３３）の偏摩耗が抑制される。これにより、タイヤの耐偏摩耗性能が向上する利点がある。   In the pneumatic tire 1, a plurality of sipes 323 and 333 that open to the outer main groove 22 are preferably formed at the edge portion of the second rib 32 and / or the edge portion of the shoulder rib 33 (see FIG. 2). ). Specifically, a plurality of sipes 323 (333) having a substantially straight shape and opening on one side in the outer main groove 22 are formed at the edge portion of the second rib 32 (or the shoulder rib 33). These sipes 323 (333) are arranged in the tire circumferential direction at narrow intervals along the outer main groove 22. In such a configuration, since the contact pressure at the edge portion of the second rib 32 (shoulder rib 33) is reduced by the sipe 323 (333), uneven wear of the second rib 32 (shoulder rib 33) is suppressed. Thereby, there exists an advantage which the uneven wear-proof performance of a tire improves.

なお、サイプ３２３、３３３は、セカンドリブ３２のエッジ部あるいはショルダーリブ３３のエッジ部の少なくとも一方に形成されれば良いが、これらの双方およびセンターリブ３１のエッジ部にそれぞれ形成されることが好ましい（図２参照）。また、サイプ３２３、３３３の配置間隔が３［ｍｍ］〜５［ｍｍ］の範囲内にあることが好ましい。例えば、サイプ３２３、３３３の配置間隔が３［ｍｍ］より小さいと、リブ３２、３３が欠け易くなる。また、サイプ３２３、３３３の配置間隔が５［ｍｍ］より大きいと、サイプ３２３、３３３による接地圧の低減作用が小さくなり十分な偏摩耗抑制効果が得られない。   The sipes 323 and 333 may be formed on at least one of the edge part of the second rib 32 or the edge part of the shoulder rib 33, but are preferably formed on both of them and the edge part of the center rib 31. (See FIG. 2). Moreover, it is preferable that the arrangement | positioning space | interval of the sipes 323 and 333 exists in the range of 3 [mm] -5 [mm]. For example, if the interval between the sipes 323 and 333 is smaller than 3 [mm], the ribs 32 and 33 are likely to be chipped. Moreover, if the arrangement | positioning space | interval of the sipe 323,333 is larger than 5 [mm], the reduction effect of the ground pressure by the sipe 323,333 will become small, and sufficient uneven wear suppression effect will not be acquired.

また、この空気入りタイヤ１では、セカンドリブ３２にクローズドサイプ３２４が形成されることが好ましい（図２参照）。このクローズドサイプ３２４は、主溝２１、２２に開口しないサイプである。かかる構成では、クローズドサイプ３２４によりセカンドリブ３２の剛性が低減されるので、セカンドリブ３２における接地圧が均一化される。これにより、セカンドリブ３２におけるリバーウェア（ティア）の発生が抑制されるので、タイヤの耐偏摩耗性能が向上する利点がある。また、かかるクローズドサイプ３２４は、オープンサイプ（図示省略）と比較して、ティアを発生させ難いという利点がある。   Moreover, in this pneumatic tire 1, it is preferable that the closed sipe 324 is formed in the second rib 32 (refer FIG. 2). The closed sipe 324 is a sipe that does not open in the main grooves 21 and 22. In such a configuration, since the rigidity of the second rib 32 is reduced by the closed sipe 324, the ground pressure in the second rib 32 is made uniform. Thereby, since the occurrence of riverware (tier) in the second rib 32 is suppressed, there is an advantage that the uneven wear resistance performance of the tire is improved. Further, such a closed sipe 324 has an advantage that it is difficult to generate a tier compared to an open sipe (not shown).

なお、クローズドサイプ３２４は、セカンドリブ３２のみならずセンターリブ３１に形成されても良い（図２参照）。これにより、センターリブ３１におけるリバーウェアの発生が抑制されて、タイヤの耐偏摩耗性能が向上する利点がある。   The closed sipe 324 may be formed not only on the second rib 32 but also on the center rib 31 (see FIG. 2). Thereby, generation | occurrence | production of the riverware in the center rib 31 is suppressed, and there exists an advantage which the anti-wearing performance of a tire improves.

また、この空気入りタイヤ１では、クローズドサイプ３２４が、その中央部にて屈曲あるいは湾曲した形状を有すると共に、その端部にてタイヤ周方向に延びる略直線形状を有することが好ましい（図２参照）。かかる構成では、クローズドサイプ３２４の形状が適正化されているので、クローズドサイプ３２４の端部における応力集中が低減される。これにより、クローズドサイプ３２４の端部におけるクラックの発生が低減される利点がある。なお、クローズドサイプ３２４のタイヤ周方向にかかる投影長さは、エッジ部に形成される複数のサイプ３２３の間隔に対して３倍〜５倍の範囲内にあることが好ましい。   Moreover, in this pneumatic tire 1, it is preferable that the closed sipe 324 has a shape that is bent or curved at the center portion thereof and a substantially linear shape that extends in the tire circumferential direction at the end portion thereof (see FIG. 2). ). In such a configuration, since the shape of the closed sipe 324 is optimized, the stress concentration at the end of the closed sipe 324 is reduced. Thereby, there exists an advantage by which generation | occurrence | production of the crack in the edge part of the closed sipe 324 is reduced. The projected length of the closed sipe 324 in the tire circumferential direction is preferably in the range of 3 to 5 times the interval between the plurality of sipes 323 formed on the edge portion.

また、この空気入りタイヤ１では、タイヤが正規リムに装着されて正規内圧を付与された状態におけるタイヤ子午線方向の断面視にて、セカンドリブ３２のタイヤ幅方向外側のエッジ部がタイヤ赤道線Ｘを通り一対のショルダーリブ３３、３３のタイヤ幅方向外側のエッジ部を結ぶ円弧よりもタイヤ径方向外側にあり、且つ、セカンドリブ３２のエッジ部とこの円弧との距離ｔが０［ｍｍ］≦ｔ≦１［ｍｍ］の範囲内にあることが好ましい（図１および図４参照）。これにより、セカンドリブ３２のエッジ部の位置が適正化されて、タイヤの耐偏摩耗性能が向上する利点がある。例えば、ｔ＜０［ｍｍ］では、セカンドリブ３２のエッジ部が接地し難いため、セカンドリブ３２における接地圧が不均一となって偏摩耗が発生し易くなる。また、１［ｍｍ］＜ｔでは、セカンドリブ３２のエッジ部が摩耗し易いため、リバーウェアが発生し易くなる。なお、この距離ｔは、タイヤサイズなどの仕様に応じて適宜変更される。   Further, in the pneumatic tire 1, the edge portion on the outer side in the tire width direction of the second rib 32 is the tire equator line X in a cross-sectional view in the tire meridian direction in a state where the tire is mounted on the regular rim and the regular internal pressure is applied. And the distance t between the edge of the second rib 32 and the arc is 0 [mm] ≦ the arc connecting the edge of the pair of shoulder ribs 33, 33 on the outer side in the tire width direction. It is preferable to be within the range of t ≦ 1 [mm] (see FIGS. 1 and 4). Thereby, the position of the edge part of the second rib 32 is optimized, and there is an advantage that the uneven wear resistance performance of the tire is improved. For example, at t <0 [mm], the edge portion of the second rib 32 is difficult to contact, so that the contact pressure on the second rib 32 is non-uniform and uneven wear tends to occur. Further, when 1 [mm] <t, the edge portion of the second rib 32 is likely to be worn, and therefore, river wear is likely to occur. The distance t is appropriately changed according to specifications such as tire size.

［適用対象］
また、この空気入りタイヤ１は、重荷重用空気入りタイヤに適用されることが好ましい。重荷重用空気入りタイヤでは、タイヤに負荷される荷重が大きいため偏摩耗が発生し易い。したがって、かかる重荷重用空気入りタイヤを適用対象とすることにより、より顕著な偏摩耗の抑制効果が得られる利点がある。 [Applicable to]
The pneumatic tire 1 is preferably applied to a heavy duty pneumatic tire. In heavy-duty pneumatic tires, uneven wear tends to occur because the load applied to the tire is large. Therefore, there is an advantage that a more remarkable effect of suppressing uneven wear can be obtained by using such a heavy-duty pneumatic tire as an application target.

［性能試験］
この実施例では、条件が異なる複数種類の空気入りタイヤについて、（１）耐ショルダーウェア性能、（２）耐リバーウェア性能および（３）耐リブティア性能にかかる性能試験が行われた（図６参照）。この性能試験では、タイヤサイズ１１Ｒ２２．５の空気入りタイヤがＪＡＴＭＡ規定の正規リムに装着され、この空気入りタイヤに正規内圧および正規荷重が負荷される。そして、この空気入りタイヤが２−Ｄ（２輪−駆動複２輪）の試験車両に装着される。 [performance test]
In this example, performance tests on (1) shoulder wear resistance performance, (2) river wear resistance performance, and (3) rib tear resistance performance were performed on a plurality of types of pneumatic tires with different conditions (see FIG. 6). ). In this performance test, a pneumatic tire having a tire size of 11R22.5 is mounted on a regular rim defined by JATMA, and a normal internal pressure and a normal load are applied to the pneumatic tire. The pneumatic tire is mounted on a 2-D (2-wheel-drive double-wheel) test vehicle.

（１）耐ショルダーウェア性能および（２）耐リバーウェア性能にかかる性能試験では、試験車両が５００００［ｋｍ］走行した後に偏摩耗の発生具合が観察され、従来例を基準（１００）とした指数評価により評価される。この評価は、数値が大きいほど好ましい。（３）耐リブティア性能にかかる性能試験では、試験車両が舗装された一般車道を５００００［ｋｍ］走行した後に、ショルダーリブのエッジ部に発生したティアが測定される。そして、発生したティアの合計長さに基づいて従来例を基準（１００）とした指数評価が行われる。この評価は、数値が大きいほど好ましい。   In the performance test for (1) shoulder wear resistance performance and (2) river wear resistance performance, the degree of occurrence of uneven wear was observed after the test vehicle traveled 50000 [km], and an index based on the conventional example as the standard (100) It is evaluated by evaluation. This evaluation is preferable as the numerical value increases. (3) In the performance test related to the rib tear resistance, the tear generated at the edge portion of the shoulder rib is measured after the test vehicle has traveled 50000 [km] on the paved general roadway. Then, based on the total length of the generated tiers, index evaluation using the conventional example as a reference (100) is performed. This evaluation is preferable as the numerical value increases.

従来例は、汎用されている重荷重用の空気入りタイヤである。発明例１〜６は、セカンドリブ３２のタイヤ幅方向外側のエッジ部からタイヤ赤道線までのプロファイルラインに沿って引かれた円弧の曲率半径Ｒ１および長さＬ１と、ショルダーリブ３３のタイヤ幅方向外側のエッジ部からタイヤ幅方向内側のエッジ部までのプロファイルラインに沿って引かれた円弧の曲率半径Ｒ２および長さＬ２と、タイヤ赤道線Ｘを通り一対のショルダーリブ３３のタイヤ幅方向外側のエッジ部を結ぶ円弧の曲率半径Ｒとの関係が適正化されている重荷重用の空気入りタイヤである。   A conventional example is a pneumatic tire for heavy loads that is widely used. Inventive Examples 1 to 6 are the radius of curvature R1 and length L1 of the arc drawn along the profile line from the outer edge of the second rib 32 in the tire width direction to the tire equator line, and the tire rib direction of the shoulder rib 33. The radius of curvature R2 and length L2 of the arc drawn along the profile line from the outer edge portion to the inner edge portion in the tire width direction, and the tire rib direction outer side of the pair of shoulder ribs 33 through the tire equator line X. This is a heavy duty pneumatic tire in which the relationship with the radius of curvature R of the arc connecting the edge portions is optimized.

試験結果に示すように、発明例１〜６の空気入りタイヤでは、Ｒ１、Ｒ２、Ｒ、Ｌ１およびＬ２の関係が適正化されることにより、（１）耐ショルダーウェア性能、（２）耐リバーウェア性能および（３）耐リブティア性能が向上することが分かる（図５参照）。   As shown in the test results, in the pneumatic tires of Inventive Examples 1 to 6, the relationship between R1, R2, R, L1, and L2 is optimized, thereby (1) shoulder wear resistance performance and (2) river resistance resistance. It can be seen that the wear performance and (3) rib tear resistance performance are improved (see FIG. 5).

また、発明例１、２と比較例１、２とを比較すると、Ｒ２／Ｒ１が適正化されることにより、タイヤの耐ショルダーウェア性能および耐リバーウェア性能が向上することが分かる。また、発明例３、４と比較例３、４と比較すると、Ｒ２／Ｒが適正化されることにより、タイヤの耐ショルダーウェア性能および耐リバーウェア性能が向上することが分かる。また、発明例５、６と比較例５、６とを比較すると、Ｌ２／Ｌ１が適正化されることにより、タイヤの耐ショルダーウェア性能、耐リバーウェア性能および耐リブティア性能が向上することが分かる。   In addition, when Invention Examples 1 and 2 are compared with Comparative Examples 1 and 2, it can be seen that when R2 / R1 is optimized, the shoulder wear resistance performance and the river wear resistance performance of the tire are improved. In addition, comparing Invention Examples 3 and 4 with Comparative Examples 3 and 4, it can be seen that, by making R2 / R appropriate, the shoulder wear resistance performance and the river wear resistance performance of the tire are improved. In addition, when Invention Examples 5 and 6 are compared with Comparative Examples 5 and 6, it can be seen that when L2 / L1 is optimized, the tire's shoulder wear resistance performance, river wear resistance performance and rib tear resistance performance are improved. .

以上のように、本発明にかかる空気入りタイヤは、タイヤの耐偏摩耗性能を向上できる点で有用である。   As described above, the pneumatic tire according to the present invention is useful in that the uneven wear resistance performance of the tire can be improved.

この発明の実施例にかかる空気入りタイヤのトレッド部を示すタイヤ子午線方向の断面図である。It is sectional drawing of the tire meridian direction which shows the tread part of the pneumatic tire concerning the Example of this invention. 図１に記載した空気入りタイヤの変形例を示すトレッド部の平面図である。It is a top view of the tread part which shows the modification of the pneumatic tire described in FIG. 図１に記載した空気入りタイヤの変形例を示すトレッド部のタイヤ子午線方向の断面図である。It is sectional drawing of the tire meridian direction of the tread part which shows the modification of the pneumatic tire described in FIG. 図１に記載した空気入りタイヤの変形例を示すトレッド部の要部拡大図である。It is a principal part enlarged view of the tread part which shows the modification of the pneumatic tire described in FIG. この発明の実施例にかかる空気入りタイヤの性能試験の結果を示す図表である。It is a graph which shows the result of the performance test of the pneumatic tire concerning the Example of this invention.

符号の説明Explanation of symbols

１ 空気入りタイヤ
２１、２２ 主溝
３１ センターリブ
３２ セカンドリブ
３２１ 細溝
３２２ 犠牲リブ
３２３ サイプ
３２４ クローズドサイプ
３３ ショルダーリブ
３３１ 細溝
３３２ 犠牲リブ
３３３ サイプ
３３４ 細溝
３３５ 犠牲リブ
Ｘ タイヤ赤道線 DESCRIPTION OF SYMBOLS 1 Pneumatic tire 21, 22 Main groove | channel 31 Center rib 32 Second rib 321 Narrow groove 322 Sacrificial rib 323 Sipe 324 Closed sipe 33 Shoulder rib 331 Narrow groove 332 Sipe rib 333 Sipe 334 Narrow groove 335 Sacrificial rib X Tire equatorial line

Claims (8)

タイヤ周方向に延在する複数の主溝と、これらの主溝により区画されて成る複数のリブとを有する空気入りタイヤであって、
複数の前記主溝のうちタイヤ幅方向の最も外側にある主溝を外側主溝と呼び、前記外側主溝により区画されたリブのうちタイヤ幅方向内側にあるリブをセカンドリブと呼ぶと共にタイヤ幅方向外側にあるリブをショルダーリブと呼ぶときに、
タイヤが正規リムに装着されて正規内圧を付与された状態におけるタイヤ子午線方向の断面視にて、前記セカンドリブのタイヤ幅方向外側のエッジ部からタイヤ赤道線までのプロファイルラインに沿って引かれた円弧の曲率半径Ｒ１および長さＬ１と、前記ショルダーリブのタイヤ幅方向外側のエッジ部からタイヤ幅方向内側のエッジ部までのプロファイルラインに沿って引かれた円弧の曲率半径Ｒ２および長さＬ２と、タイヤ赤道線Ｘを通り一対の前記ショルダーリブのタイヤ幅方向外側のエッジ部を結ぶ円弧の曲率半径Ｒとが、０．５≦Ｒ２／Ｒ１≦０．６、０．６≦Ｒ２／Ｒ≦０．７および０．７≦Ｌ２／Ｌ１≦０．８を満たすことを特徴とする空気入りタイヤ。 A pneumatic tire having a plurality of main grooves extending in the tire circumferential direction and a plurality of ribs defined by these main grooves,
Of the plurality of main grooves, the outermost main groove in the tire width direction is referred to as an outer main groove, and among the ribs defined by the outer main grooves, the rib on the inner side in the tire width direction is referred to as a second rib and the tire width. When the rib on the outside in the direction is called a shoulder rib,
In a cross-sectional view in the tire meridian direction when the tire is mounted on a regular rim and applied with a regular internal pressure, the tire is drawn along a profile line from the outer edge of the second rib in the tire width direction to the tire equator line. The radius of curvature R1 and length L1 of the arc, and the radius of curvature R2 and length L2 of the arc drawn along the profile line from the outer edge portion of the shoulder rib in the tire width direction to the inner edge portion of the tire width direction, The radius of curvature R of the arc passing through the tire equator line X and connecting the edge portions on the outer side in the tire width direction of the pair of shoulder ribs is 0.5 ≦ R2 / R1 ≦ 0.6, 0.6 ≦ R2 / R ≦ A pneumatic tire characterized by satisfying 0.7 and 0.7 ≦ L2 / L1 ≦ 0.8. 前記ショルダーリブのタイヤ幅方向外側のエッジ部には、タイヤ周方向に延在する細溝が形成される請求項１に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, wherein a narrow groove extending in a tire circumferential direction is formed at an edge portion of the shoulder rib on the outer side in the tire width direction. 前記セカンドリブのエッジ部および／または前記ショルダーリブのエッジ部には、前記外側主溝に沿って延在する犠牲リブが形成される請求項１または２に記載の空気入りタイヤ。   The pneumatic tire according to claim 1 or 2, wherein a sacrificial rib extending along the outer main groove is formed at an edge portion of the second rib and / or an edge portion of the shoulder rib. 前記セカンドリブのエッジ部および／または前記ショルダーリブのエッジ部には、外側主溝に開口する複数のサイプが形成される請求項１〜３のいずれか一つに記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 3, wherein a plurality of sipes that open to an outer main groove are formed at an edge portion of the second rib and / or an edge portion of the shoulder rib. 前記セカンドリブにクローズドサイプが形成される請求項１〜４のいずれか一つに記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 4, wherein a closed sipe is formed on the second rib. 前記クローズドサイプが、その中央部にて屈曲あるいは湾曲した形状を有すると共に、その端部にてタイヤ周方向に延びる略直線形状を有する請求項５に記載の空気入りタイヤ。   The pneumatic tire according to claim 5, wherein the closed sipe has a shape that is bent or curved at a center portion thereof, and has a substantially linear shape that extends in the tire circumferential direction at an end portion thereof. タイヤが正規リムに装着されて正規内圧を付与された状態におけるタイヤ子午線方向の断面視にて、前記セカンドリブのタイヤ幅方向外側のエッジ部がタイヤ赤道線Ｘを通り一対の前記ショルダーリブのタイヤ幅方向外側のエッジ部を結ぶ円弧上からタイヤ径方向外側にあり、且つ、前記セカンドリブのエッジ部と前記円弧との距離ｔが０［ｍｍ］≦ｔ≦１［ｍｍ］の範囲内にある請求項１〜６のいずれか一つに記載の空気入りタイヤ。   A pair of shoulder rib tires in which the edge portion on the outer side in the tire width direction of the second rib passes through the tire equator line X in a cross-sectional view in the tire meridian direction in a state where the tire is mounted on a regular rim and applied with a regular internal pressure The distance t between the edge of the second rib and the arc is within the range of 0 [mm] ≦ t ≦ 1 [mm], from the arc connecting the edge portions on the outer side in the width direction to the outer side in the tire radial direction. The pneumatic tire according to any one of claims 1 to 6. 重荷重用空気入りタイヤに適用される請求項１〜７のいずれか一つに記載の空気入りタイヤ。   The pneumatic tire according to claim 1, which is applied to a heavy duty pneumatic tire.
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