JP2008168872A - Pneumatic tire and tire molding die - Google Patents

Pneumatic tire and tire molding die Download PDF

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JP2008168872A
JP2008168872A JP2007006275A JP2007006275A JP2008168872A JP 2008168872 A JP2008168872 A JP 2008168872A JP 2007006275 A JP2007006275 A JP 2007006275A JP 2007006275 A JP2007006275 A JP 2007006275A JP 2008168872 A JP2008168872 A JP 2008168872A
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groove
narrow
tire
tread
molding
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Masaaki Obara
将明 小原
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Toyo Tire Corp
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Toyo Tire and Rubber Co Ltd
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Priority to JP2007006275A priority Critical patent/JP2008168872A/en
Priority to CN200810002480XA priority patent/CN101219633B/en
Priority to US11/970,800 priority patent/US20080163970A1/en
Publication of JP2008168872A publication Critical patent/JP2008168872A/en
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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
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C2011/133—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising recesses

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  • Tires In General (AREA)
  • Moulds For Moulding Plastics Or The Like (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire enhancing durability of a shoulder part by effectively suppressing partial wear, and also to provide a durable tire molding die for molding the pneumatic tire. <P>SOLUTION: In the pneumatic tire, a plurality of main grooves 1 is formed, a rib 2 is formed at least on a shoulder part of a tread, and small grooves 3 extending in the tire circumferential direction are formed on the inner side of the tire width direction from a ground contact end E. Each small groove 3 has a narrow part 11 and a wide part 12 alternately in the circumferential direction in a tread opening part. A groove bottom 5 of each small groove 3 has a circular arc-shaped section. A side wall 3a of each small groove 3 on the outer side of the tire width direction is substantially orthogonal to a tread surface and connected to the groove bottom 5. A side wall 11a of the narrow part 11 on the inner side of the tire width direction is inclined so that the groove width is increased toward the groove bottom 5, and connected to the groove bottom 5. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は空気入りタイヤに関し、より詳細には、接地端近傍に細リブを備え、トレッドのショルダー部の偏摩耗が抑制された空気入りタイヤ及び該空気入りタイヤを成型するタイヤ成型用金型に関する。   The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire provided with a thin rib in the vicinity of a ground contact end, in which uneven wear of a shoulder portion of a tread is suppressed, and a tire molding die for molding the pneumatic tire. .

空気入りタイヤでは、トレッドのショルダー部の接地圧が高くなるので、他の部分に比べてショルダー部の摩耗量が多くなる偏摩耗が問題となっていた。このような偏摩耗を抑止するため、図１に示すように接地端Ｅからタイヤ幅方向内側にタイヤ周方向に延びる細溝３を刻み、細溝３と接地端Ｅとに挟まれた細リブ４を設けている。その結果、細リブ４によりトレッドＴのショルダー部の剛性が低くなり、ショルダー部の接地圧が低くなり、偏摩耗を抑制することができる。このような空気入りタイヤの一例として、特許文献１に記載された空気入りタイヤが知られている。   In the pneumatic tire, since the contact pressure of the shoulder portion of the tread is increased, there is a problem of uneven wear in which the amount of wear of the shoulder portion is larger than that of other portions. In order to suppress such uneven wear, as shown in FIG. 1, a fine groove 3 extending in the tire circumferential direction from the ground contact end E in the tire width direction is engraved, and a narrow rib sandwiched between the narrow groove 3 and the ground contact end E 4 is provided. As a result, the rigidity of the shoulder portion of the tread T is reduced by the thin rib 4, the contact pressure of the shoulder portion is reduced, and uneven wear can be suppressed. As an example of such a pneumatic tire, a pneumatic tire described in Patent Document 1 is known.

特開平１１−１５１９１０号公報（図４）JP-A-11-151910 (FIG. 4)

上記の空気入りタイヤでは、路面からの入力により細リブ４が変形し易くなっている。図２に示すように、段差のある路面Ｇを通過する際、段差により細溝３が大きく開かれ、過度に変形すると、細溝３の溝底にクラックが発生し、タイヤの耐久性が低下することがある。クラックの発生を抑えるため、細リブ４の幅を狭くすることも考えられる。しかし、偏摩耗を抑制する効果が不十分となり、細リブ４が千切れることさえある。細リブ４が消滅すると、偏摩耗を抑制する効果も消滅してしまう。   In the pneumatic tire described above, the thin rib 4 is easily deformed by an input from the road surface. As shown in FIG. 2, when passing through a stepped road surface G, the narrow groove 3 is greatly opened by the step, and if excessively deformed, a crack occurs in the groove bottom of the narrow groove 3 and the durability of the tire decreases. There are things to do. In order to suppress the occurrence of cracks, it is conceivable to narrow the width of the thin rib 4. However, the effect of suppressing uneven wear becomes insufficient, and the thin rib 4 may even be broken. When the thin rib 4 disappears, the effect of suppressing uneven wear also disappears.

細溝３の溝底に発生するクラックを防止する手段として、溝底全体に曲率を持たせ、溝底の曲率半径を大きくしてクラックの防止を図ることが考えられる。しかし、トレッド表面における細溝３の溝幅を広くすると、路面からの外力を受けて細リブ４が路面に引っかかり易く、細リブ４が変形し易くなる。そのため、細溝３の溝幅を大きくし溝底の曲率半径を大きくするには限界があり、クラック防止の効果は不十分である。   As a means for preventing cracks generated at the groove bottom of the narrow groove 3, it is conceivable to provide the entire groove bottom with a curvature and increase the curvature radius of the groove bottom to prevent cracks. However, when the groove width of the narrow groove 3 on the tread surface is increased, the thin rib 4 is easily caught on the road surface due to an external force from the road surface, and the thin rib 4 is easily deformed. Therefore, there is a limit in increasing the groove width of the narrow groove 3 and increasing the curvature radius of the groove bottom, and the effect of preventing cracks is insufficient.

トレッド表面に向かうにつれ細溝の溝幅が狭くなるようにすると、細溝を成型する細溝成型部（例えば、ブレード）は、トレッド表面を成型するトレッド成型面近くでは幅が狭く、先端に向かうにつれ幅が広くなる。その結果、当該成型部とトレッド成型面との接続部の強度が低下し、金型を開くとき、細溝成型部が欠損するおそれがあり、金型の耐久性の点で問題があった。   If the groove width of the narrow groove becomes narrower toward the tread surface, the narrow groove molding portion (for example, a blade) that molds the narrow groove has a narrow width near the tread molding surface that molds the tread surface and heads toward the tip. The width becomes wider. As a result, the strength of the connecting part between the molding part and the tread molding surface is reduced, and when the mold is opened, the narrow groove molding part may be lost, which is problematic in terms of durability of the mold.

したがって、本願発明の目的は、偏摩耗を効果的に抑制し、ショルダー部の耐久性を向上させた空気入りタイヤを提供し、また、かかる空気入りタイヤを成型するための耐久性のあるタイヤ成型用金型を提供することにある。   Accordingly, an object of the present invention is to provide a pneumatic tire that effectively suppresses uneven wear and improves the durability of the shoulder portion, and is a durable tire molding for molding such a pneumatic tire. The purpose is to provide molds.

上記課題を解決するため、本願発明に係る空気入りタイヤは、トレッドにタイヤ周方向に延びる複数の主溝が刻まれ、少なくともトレッドのショルダー部にリブが形成され、接地端よりタイヤ幅方向内側にタイヤ周方向に延びる細溝が刻まれた空気入りタイヤにおいて、
トレッド開口部では、前記細溝は幅狭部と幅広部とを周方向に交互に備え、前記細溝の溝底は断面円弧形状であり、
タイヤ幅方向外側の前記細溝の側壁は、トレッド表面に対して略垂直であって前記溝底に接続され、
タイヤ幅方向内側の前記幅狭部の側壁は、前記溝底に向かうにつれて溝幅が広くなるように傾斜し前記溝底に接続されたことを特徴とする空気入りタイヤである。 In order to solve the above problems, in the pneumatic tire according to the present invention, a plurality of main grooves extending in the tire circumferential direction are engraved on the tread, ribs are formed at least on the shoulder portion of the tread, and the inner side in the tire width direction from the ground contact end. In pneumatic tires with engraved narrow grooves extending in the tire circumferential direction,
In the tread opening, the narrow groove includes narrow portions and wide portions alternately in the circumferential direction, and the groove bottom of the narrow groove has a circular arc shape in cross section,
The side wall of the narrow groove on the outer side in the tire width direction is substantially perpendicular to the tread surface and connected to the groove bottom,
The pneumatic tire is characterized in that a side wall of the narrow portion on the inner side in the tire width direction is inclined and connected to the groove bottom so that the groove width becomes wider toward the groove bottom.

接地端よりタイヤ幅方向内側にタイヤ周方向に延びる細溝を刻むことにより、ショルダー部の剛性が低くなり、接地圧も低下するので、偏摩耗が抑制される。細溝の溝底を断面円弧形状とすることにより、溝底でのクラックの発生を抑制することができる。タイヤ幅方向外側の幅狭部の側壁は、溝底に向かうにつれて溝幅が広くなるように傾斜しているので、細リブの幅狭部近傍の剛性がより低下するので、細リブ全体の剛性も低下しトレッドのショルダー部の剛性が低下し、ショルダー部の接地圧がより低くなるので、ショルダー部の偏摩耗が抑制される。なお、「溝底に向かうにつれて溝幅が広くなる」とは、幅狭部の側壁が傾斜し徐々に溝幅が広くなることの他、トレッド表面から溝底に向かう途中まで一定の幅を維持し、その後溝幅が広くなることも含む。   By cutting a narrow groove extending in the tire circumferential direction on the inner side in the tire width direction from the contact end, the rigidity of the shoulder portion is reduced and the contact pressure is also reduced, thereby suppressing uneven wear. The occurrence of cracks at the groove bottom can be suppressed by making the groove bottom of the narrow groove have a circular arc shape in cross section. Since the side wall of the narrow part on the outer side in the tire width direction is inclined so that the groove width becomes wider toward the groove bottom, the rigidity in the vicinity of the narrow part of the thin rib is further reduced, so that the rigidity of the entire thin rib is reduced. And the rigidity of the shoulder portion of the tread is reduced, and the contact pressure of the shoulder portion is further reduced, so that uneven wear of the shoulder portion is suppressed. Note that “the groove width becomes wider toward the groove bottom” means that the side wall of the narrow part is inclined and the groove width gradually increases, and a certain width is maintained from the tread surface to the middle of the groove. In addition, the width of the groove is increased thereafter.

細溝が幅広部を備えることにより、後述するように、細溝を成型する、金型の細溝成型部が補強され、細溝成型部の欠損が抑制されるので、タイヤ成型用金型の耐久性が向上する。なお、トレッド開口部での細溝の幅狭部の幅は、細溝の溝底部の最大幅の０．１〜０．５倍であり、トレッド開口部での幅広部の最大幅は、細溝の溝底部の最大幅の０．５〜１．４倍であることが好ましい。   Since the narrow groove is provided with a wide portion, as will be described later, the narrow groove molding portion of the mold for molding the narrow groove is reinforced and the loss of the narrow groove molding portion is suppressed. Durability is improved. The width of the narrow portion of the narrow groove at the tread opening is 0.1 to 0.5 times the maximum width of the bottom of the narrow groove, and the maximum width of the wide portion at the tread opening is thin. It is preferably 0.5 to 1.4 times the maximum width of the groove bottom.

本願発明に係るタイヤ成型用金型は、金型のトレッド成型面から突出する、トレッドのショルダー部にタイヤ周方向に延びる主溝を形成する主溝成型部と、主溝成型部により成型されるリブにタイヤ周方向に延びる細溝を成型する細溝成型部とを少なくとも備え、
トレッド成型面との接続部では、前記細溝成型部は幅狭部と幅広部とを周方向に交互に備え、前記細溝成型部の先端部は断面円弧形状であり、
タイヤ幅方向内側の前記細溝成型部の側壁は、前記トレッド成型面に対して略垂直であって前記先端部に接続され、
タイヤ幅方向外側の前記細溝成型部の側壁は、前記トレッド成型面に対して略垂直であって前記先端部に接続され、
タイヤ幅方向内側の前記幅狭部の側壁は、前記先端部に向かうにつれて幅が広くなるように傾斜し前記先端部に接続されたことを特徴とするタイヤ成型用金型である。 The tire molding die according to the present invention is molded by a main groove molding portion that protrudes from the tread molding surface of the die and forms a main groove extending in the tire circumferential direction on the shoulder portion of the tread, and a main groove molding portion. It has at least a narrow groove molding portion that molds a narrow groove extending in the tire circumferential direction on the rib,
In the connection portion with the tread molding surface, the narrow groove molding portion includes a narrow portion and a wide portion alternately in the circumferential direction, and the tip portion of the narrow groove molding portion has a circular arc shape in cross section,
The side wall of the narrow groove molding part on the inner side in the tire width direction is substantially perpendicular to the tread molding surface and connected to the tip part,
The side wall of the narrow groove molding part on the outer side in the tire width direction is substantially perpendicular to the tread molding surface and connected to the tip part,
The tire molding die is characterized in that a side wall of the narrow portion on the inner side in the tire width direction is inclined so as to increase in width toward the tip portion and connected to the tip portion.

細溝を成型する、金型の細溝成型部は幅狭部と幅広部とを備えるため、トレッド成型面との接続部で細溝成型部が補強され、細溝成型部の欠損が抑制される。その結果、タイヤ成型用金型の耐久性が向上する。なお、「先端部に向かうにつれて幅が広くなる」とは、幅狭部の側壁が傾斜し徐々に幅が広くなることの他、トレッド成型面から先端部に向かう途中まで一定の幅を維持し、その後幅が広くなることも含む。また、トレッド成型面との接続部での細溝成型部の幅狭部の幅は、細溝成型部の先端部の最大幅の０．１〜０．５倍であり、トレッド成型面との接続部での幅広部の最大幅は、細溝成型部の先端部の最大幅の０．５〜１．４倍であることが好ましい。   Since the narrow groove molding part of the mold that molds the narrow groove has a narrow part and a wide part, the narrow groove molding part is reinforced at the connection part with the tread molding surface, and the loss of the narrow groove molding part is suppressed. The As a result, the durability of the tire molding die is improved. Note that “the width becomes wider toward the tip” means that the side wall of the narrow portion is inclined and gradually becomes wider, and a certain width is maintained from the tread molding surface to the middle of the tip. In addition, it includes the subsequent widening. Moreover, the width | variety of the narrow part of the narrow groove molding part in a connection part with a tread molding surface is 0.1-0.5 times the maximum width of the front-end | tip part of a narrow groove molding part, The maximum width of the wide portion at the connecting portion is preferably 0.5 to 1.4 times the maximum width of the tip portion of the narrow groove molding portion.

以下、図面を用いて、本願発明に係る空気入りタイヤの実施の形態を説明する。図３は、タイヤトレッドのショルダー部を示す斜視図であり、図４は図３の細溝を示す図である。トレッドＴには、タイヤ周方向Ｒに延びる主溝１が刻まれている。図示した幅方向最外側の主溝１と接地端Ｅによりショルダー部には、リブ２が形成されている。更に、接地端Ｅからタイヤ幅方向内側には、周方向に延びる細溝３が刻まれて、細リブ４が形成されている。なお、図３では、ベルト層、ベルト補強層などの部材は省略している。また、トレッドＴの、図示した幅方向最外側の主溝１より内側領域には、リブを配置してもよく、一部又は全部にブロックを配置してもよい。   Hereinafter, embodiments of a pneumatic tire according to the present invention will be described with reference to the drawings. FIG. 3 is a perspective view showing a shoulder portion of the tire tread, and FIG. 4 is a view showing a narrow groove in FIG. A main groove 1 extending in the tire circumferential direction R is engraved in the tread T. A rib 2 is formed in the shoulder portion by the illustrated outermost main groove 1 in the width direction and the ground contact E. Further, a narrow groove 3 extending in the circumferential direction is formed on the inner side in the tire width direction from the ground contact end E, and a thin rib 4 is formed. In FIG. 3, members such as a belt layer and a belt reinforcing layer are omitted. Moreover, a rib may be arrange | positioned in the area | region inside the main groove 1 of the width direction outermost side of the tread T shown in figure, and a block may be arrange | positioned in part or all.

細溝３は、幅狭部１１と幅広部１２とを周方向に交互に備えている。幅狭部１１は幅が一定で狭い部分で、幅広部１２は幅狭部１１以外の部分である。溝底５は円弧形状となっているため、路面から受ける力により細リブ４が変形しても、溝底５でのクラックの発生を抑制することができる。また、幅狭部１１の側壁１１ａは溝底５に接続されているが、クラック防止の観点から、接続部の溝底５の円弧の接面が側壁１１ａと同一となるように接続されている（正接されている）ことが好ましい。   The narrow grooves 3 are provided with narrow portions 11 and wide portions 12 alternately in the circumferential direction. The narrow portion 11 is a narrow portion having a constant width, and the wide portion 12 is a portion other than the narrow portion 11. Since the groove bottom 5 has an arc shape, the occurrence of cracks at the groove bottom 5 can be suppressed even if the thin rib 4 is deformed by the force received from the road surface. Moreover, although the side wall 11a of the narrow part 11 is connected to the groove bottom 5, from the viewpoint of preventing cracks, the contact surface of the arc of the groove bottom 5 of the connection part is connected so as to be the same as the side wall 11a. (Tangent) is preferred.

細溝３のタイヤ幅方向外側の側壁３ａはトレッドＴに対して略垂直である。一方、タイヤ幅方向内側の幅狭部１１の側壁１１ａは傾斜し、幅広部１２が設けられているので、リブ２の細溝３側のショルダー部の剛性が低くなっている。その結果、細リブ４と相俟って、トレッドＴのショルダー部の剛性が低下し、ショルダー部の接地圧がより低くなるので、ショルダー部の偏摩耗が抑制される。本願では、略垂直とは、８５度〜９５度の範囲を言う。   The side wall 3a on the outer side in the tire width direction of the narrow groove 3 is substantially perpendicular to the tread T. On the other hand, since the side wall 11a of the narrow portion 11 on the inner side in the tire width direction is inclined and the wide portion 12 is provided, the rigidity of the shoulder portion on the narrow groove 3 side of the rib 2 is low. As a result, coupled with the thin rib 4, the rigidity of the shoulder portion of the tread T is reduced, and the contact pressure of the shoulder portion is further reduced, so that uneven wear of the shoulder portion is suppressed. In the present application, “substantially perpendicular” refers to a range of 85 degrees to 95 degrees.

タイヤ幅方向内側の幅広部１２の側壁１２ａはトレッド開口部でＶ字形状となっていて、少なくとも一部（図では稜線１２ｂ）がトレッドＴの表面に対して垂直であって、溝底５に接続されている。細溝を成型する、金型の細溝成型部を考えると、幅広部１２を成型する部分により細溝成型部が補強され、細溝成型部の欠損が抑制されるので、本願発明の空気入りタイヤを成型するタイヤ成型用金型の耐久性が向上する。なお、タイヤ幅方向内側に幅広部１２が形成されていればよく、稜線１２ｂはタイヤ幅方向外側に傾斜していてもよく、タイヤ幅方向内側に傾斜していてもよい。更に、クラック防止の観点から、稜線１２ｂが接続部の溝底５の円弧の接面上にあるように、稜線１２ｂと溝底５とが接続されていることが好ましい。   The side wall 12a of the wide portion 12 on the inner side in the tire width direction is V-shaped at the tread opening, and at least a portion (ridge line 12b in the figure) is perpendicular to the surface of the tread T and It is connected. Considering the narrow groove molding portion of the mold that molds the narrow groove, the narrow groove molding portion is reinforced by the portion where the wide portion 12 is molded and the loss of the narrow groove molding portion is suppressed. The durability of the tire mold for molding the tire is improved. In addition, the wide part 12 should just be formed in the tire width direction inner side, and the ridgeline 12b may incline in the tire width direction outer side, and may incline in the tire width direction inner side. Furthermore, from the viewpoint of preventing cracks, the ridge line 12b and the groove bottom 5 are preferably connected so that the ridge line 12b is on the contact surface of the arc of the groove bottom 5 of the connecting portion.

図５、６に示す本願発明の他の実施の態様では、トレッド開口部で幅広部１２のＶ字頂点部分が一定の幅Ｌ１を有する側壁１２ｃを構成し、側壁１２ａが側壁１２ｃと幅狭部１１の側壁１１ａとを連結している。側壁１２ｃは、タイヤ幅方向外側に傾斜していてもよく、タイヤ幅方向内側に傾斜していてもよい。更に、クラック防止の観点から、接続部の溝底５の円弧の接面が側壁１２ｃと同一となるように正接されていることが好ましい。   In another embodiment of the present invention shown in FIGS. 5 and 6, the V-shaped apex portion of the wide portion 12 at the tread opening portion constitutes a side wall 12c having a constant width L1, and the side wall 12a is narrower than the side wall 12c. 11 side walls 11a. The side wall 12c may be inclined outward in the tire width direction, or may be inclined inward in the tire width direction. Furthermore, from the viewpoint of preventing cracks, it is preferable that the contact surface of the arc of the groove bottom 5 of the connecting portion is tangent so as to be the same as the side wall 12c.

図７、８に示す本願発明の他の実施の態様では、トレッド開口部で幅広部１２の幅が一定の幅を有し側壁１２ｃを構成し、側壁１２ａが側壁１２ｃと幅狭部１１の側壁１１ａとを連結している。側壁１２ａは細溝３の進行方向に垂直である。この場合も、側壁１２ｃは、タイヤ幅方向外側に傾斜していてもよく、タイヤ幅方向内側に傾斜していてもよい。更に、クラック防止の観点から、接続部の溝底５の円弧の接面が側壁１２ｃと同一となるように正接されていることが好ましい。   In other embodiments of the present invention shown in FIGS. 7 and 8, the wide portion 12 has a constant width at the tread opening to form the side wall 12 c, and the side wall 12 a is the side wall of the side wall 12 c and the narrow portion 11. 11a is connected. The side wall 12 a is perpendicular to the traveling direction of the narrow groove 3. Also in this case, the side wall 12c may be inclined outward in the tire width direction, or may be inclined inward in the tire width direction. Furthermore, from the viewpoint of preventing cracks, it is preferable that the contact surface of the arc of the groove bottom 5 of the connecting portion is tangent so as to be the same as the side wall 12c.

図１２、１３に示す本願発明の他の実施の態様では、細溝３の幅狭部１１の溝幅は、等幅部３ｂにおいてトレッドＴ表面から溝底５に向かう途中まで一定の幅を有し、その後幅狭部１１の溝幅が広くなっている点が、図７、８に示す実施の態様と異なる。クラック防止の観点から等幅部３ｂと溝底５とは滑らかに接続されている。例えば、溝内側に凸な曲面３ｃで等幅部３ｂと溝底５とを接続してもよい。等幅部３ｂの溝底側端部から傾斜面を設けて、図７、８に示したように傾斜面を溝底に当接させてもよく、この場合Ｄ１＝０とすると図７、８に示した細溝の形態となる。幅狭部１１の等幅部３ｂの深さＤ１は、細溝３の溝深さＤの７０％以下が好ましい。７０％を超えると急激に溝幅が広くなるのでクラックが発生しやすくなる。この場合も、側壁１２ｃは、タイヤ幅方向外側に傾斜していてもよく、タイヤ幅方向内側に傾斜していてもよい。更に、クラック防止の観点から、接続部の溝底５の円弧の接面が側壁１２ｃと同一となるように正接されていることが好ましい。   In other embodiments of the present invention shown in FIGS. 12 and 13, the groove width of the narrow portion 11 of the narrow groove 3 has a constant width from the surface of the tread T toward the groove bottom 5 in the equal width portion 3b. Then, the point that the groove width of the narrow portion 11 is widened is different from the embodiment shown in FIGS. From the viewpoint of preventing cracks, the equal width part 3b and the groove bottom 5 are smoothly connected. For example, the equal width portion 3b and the groove bottom 5 may be connected by a curved surface 3c that protrudes inward of the groove. An inclined surface may be provided from the groove bottom side end of the equal width portion 3b, and the inclined surface may be brought into contact with the groove bottom as shown in FIGS. 7 and 8. In this case, if D1 = 0, FIGS. It becomes the form of the narrow groove shown in FIG. The depth D1 of the equal width portion 3b of the narrow portion 11 is preferably 70% or less of the groove depth D of the narrow groove 3. If it exceeds 70%, the groove width is suddenly widened, so that cracks are likely to occur. Also in this case, the side wall 12c may be inclined outward in the tire width direction, or may be inclined inward in the tire width direction. Furthermore, from the viewpoint of preventing cracks, it is preferable that the contact surface of the arc of the groove bottom 5 of the connecting portion is tangent so as to be the same as the side wall 12c.

なお、上記のいずれの実施の形態においても、トレッド開口部での細溝３の幅狭部１１の幅Ｗ２は、細溝３の溝底部５の最大幅Ｗの０．１〜０．５倍であり、トレッド開口部での幅広部１２の最大幅Ｗ１は、細溝３の溝底部５の最大幅Ｗの０．５〜１．４倍であることが好ましい。幅狭部１１の幅Ｗ２が溝底部５の最大幅Ｗの０．５倍を超えると、路面からの外力をうけ細リブ４が路面に引っかかり易くなりクラックが発生しやすくなり、細リブ４が損傷を受け易くなる。逆に、幅狭部１１の幅Ｗ２が溝底部５の最大幅Ｗの０．１倍未満であると、細溝３を成型する細溝成型部の加工が困難になる。更に加硫成型後の金型を開く時に力を受けて、幅広部１２に挟まれた幅狭部１１が弓なりに曲がる変形を起こし細溝成型部の耐久性が低下する。幅広部１２の最大幅Ｗ１が溝底部５の最大幅Ｗの０．５倍未満であると、細溝成型部の幅広部１２に相当する部分が細溝成型部を補強する効果が得難い。逆に、幅広部１２の最大幅Ｗ１が溝底部５の最大幅Ｗの１．４倍を超えると、幅広部１２により細リブ４に幅が狭い部分ができ、当該部分に欠けやクラックが発生し細リブ４が損傷することがある。更に、効果的に偏摩耗を抑制し、細溝成型部を補強する観点から、細溝３の幅広部１２の最大幅Ｗ１と幅狭部１１の幅Ｗ２と差Ｗ１−Ｗ２は、溝底部５の最大幅Ｗの０．２倍以上とすることが好ましい。   In any of the above embodiments, the width W2 of the narrow portion 11 of the narrow groove 3 at the tread opening is 0.1 to 0.5 times the maximum width W of the groove bottom portion 5 of the narrow groove 3. The maximum width W1 of the wide portion 12 at the tread opening is preferably 0.5 to 1.4 times the maximum width W of the groove bottom 5 of the narrow groove 3. When the width W2 of the narrow portion 11 exceeds 0.5 times the maximum width W of the groove bottom portion 5, the thin rib 4 is easily caught on the road surface due to external force from the road surface, and cracks are easily generated. Prone to damage. On the contrary, when the width W2 of the narrow portion 11 is less than 0.1 times the maximum width W of the groove bottom portion 5, it is difficult to process the narrow groove molding portion for molding the narrow groove 3. Further, when the mold after vulcanization molding is opened, a force is applied to cause the narrow portion 11 sandwiched between the wide portions 12 to bend like a bow, thereby reducing the durability of the narrow groove molded portion. If the maximum width W1 of the wide portion 12 is less than 0.5 times the maximum width W of the groove bottom portion 5, the portion corresponding to the wide portion 12 of the narrow groove molded portion hardly reinforces the narrow groove molded portion. On the contrary, when the maximum width W1 of the wide portion 12 exceeds 1.4 times the maximum width W of the groove bottom portion 5, the narrow portion is formed in the thin rib 4 by the wide portion 12, and cracks or cracks are generated in the portion. The thin rib 4 may be damaged. Further, from the viewpoint of effectively suppressing uneven wear and reinforcing the narrow groove molding portion, the maximum width W1 of the wide portion 12 of the narrow groove 3 and the width W2 of the narrow portion 11 and the difference W1-W2 are determined by the groove bottom portion 5. The maximum width W is preferably 0.2 times or more.

また、十分な溝底部５の曲率半径を確保しクラックを防止する観点から溝底部５の最大幅Ｗは３．０ｍｍ以上が好ましい。細リブ４の幅を確保する観点から溝底部５の最大幅Ｗは６．０ｍｍ以下が好ましい。図示したように、細溝３のタイヤ幅方向外側のトレッド表面での稜線は直線であることが好ましい。当該稜線に切り欠きなどがあると、リブ２のショルダー部の剛性が周方向で変化する。その結果、リブ２の剛性が変化する部位から偏摩耗が発生することがある。   Further, the maximum width W of the groove bottom 5 is preferably 3.0 mm or more from the viewpoint of securing a sufficient radius of curvature of the groove bottom 5 and preventing cracks. From the viewpoint of securing the width of the thin rib 4, the maximum width W of the groove bottom 5 is preferably 6.0 mm or less. As shown in the drawing, the ridgeline on the tread surface outside the narrow groove 3 in the tire width direction is preferably a straight line. If the ridgeline has a notch or the like, the rigidity of the shoulder portion of the rib 2 changes in the circumferential direction. As a result, uneven wear may occur from the portion where the rigidity of the rib 2 changes.

また、金型の細溝成型部の補強の観点から、幅広部１２は細溝３全周に２０個以上あることが好ましく、幅広部１２の長さＬは、０．５ｍｍ〜２５．０ｍｍが好ましく、長さＬの総和は、細溝３の周長の１０〜３０％が好ましい。１０％未満であると細溝成型部の補強が不十分であり、３０％を超えると細リブ４の路面からの力によ
り動きが大きくなり、クラックの防止効果が不十分となる。 Further, from the viewpoint of reinforcing the narrow groove molding portion of the mold, it is preferable that there are 20 or more wide portions 12 on the entire circumference of the narrow groove 3, and the length L of the wide portion 12 is 0.5 mm to 25.0 mm. The total length L is preferably 10 to 30% of the circumferential length of the narrow groove 3. If it is less than 10%, the reinforcement of the narrow groove molded portion is insufficient, and if it exceeds 30%, the movement from the road surface of the fine rib 4 becomes large, and the crack prevention effect is insufficient.

次に、本願発明に係る空気入りタイヤを成型するタイヤ成型用金型について説明する。図９〜１１、１４は、それぞれ図３〜４、図５〜６、図７〜８及び図１１〜１２に示したショルダー部を成型する金型を示す図である。金型Ｍのトレッド成型面１２０から、トレッドＴのショルダー部に周方向に延びる主溝１を形成する主溝成型部１０１と、主溝成型部１０１により成型されるリブ２にタイヤ周方向に延びる細溝３を成型する細溝成型部１０３とが突出している。なお、金型Ｍは、２ピースモールドであっても、セクターモールドであってもよい。   Next, a tire molding die for molding the pneumatic tire according to the present invention will be described. 9 to 11 and 14 are views showing molds for molding the shoulder portions shown in FIGS. 3 to 4, FIGS. 5 to 6, FIGS. 7 to 8, and FIGS. From the tread molding surface 120 of the mold M, a main groove molding portion 101 that forms a main groove 1 extending in the circumferential direction on the shoulder portion of the tread T, and a rib 2 that is molded by the main groove molding portion 101 extend in the tire circumferential direction. A narrow groove molding portion 103 for molding the narrow groove 3 protrudes. The mold M may be a two-piece mold or a sector mold.

細溝成型部１０３の先端部１０５は断面円弧形状であり、成型される細溝３の溝底５のクラック発生を抑制する。細溝成型部１０３のタイヤ幅方向外側の側壁１０３ａはトレッド成型面１２０に対して略垂直であるが、細溝成型部１０３は幅狭部１１１と幅広部１１２とを周方向に交互に備えている。幅狭部１１１の側壁１１１ａは傾斜しているので、既述したように、形成されるリブ２の細溝３側のショルダー部の剛性が低くなり、細リブ４と相俟って、トレッドのショルダー部の接地圧がより低くなるので、トレッドのショルダー部の偏摩耗が抑制される。   The tip portion 105 of the narrow groove molding portion 103 has a circular arc shape in cross section, and suppresses the generation of cracks in the groove bottom 5 of the narrow groove 3 to be molded. The side wall 103a on the outer side in the tire width direction of the narrow groove molding portion 103 is substantially perpendicular to the tread molding surface 120, but the narrow groove molding portion 103 is provided with narrow portions 111 and wide portions 112 alternately in the circumferential direction. Yes. Since the side wall 111a of the narrow portion 111 is inclined, as described above, the rigidity of the shoulder portion on the side of the narrow groove 3 of the rib 2 to be formed becomes low. Since the contact pressure of the shoulder portion becomes lower, uneven wear of the shoulder portion of the tread is suppressed.

幅広部１１２によりトレッド成型面１２０との接続部で細溝成型部１０３が補強され、金型Ｍを開くときに発生しうる細溝成型部１０３の欠損が抑制される。その結果、タイヤ成型用金型Ｍの耐久性が向上する。なお、既述したように、クラック防止の観点から、幅広部１１２の稜線１１２ｂが先端部１０５の円弧の接面上にあるように、稜線１１２ｂと先端部１０５とが接続されていることが好ましく、先端部１０５の円弧の接面が側壁１１２ｃと同一となるように正接されていることが好ましい。   The narrow groove molding portion 103 is reinforced at the connection portion with the tread molding surface 120 by the wide portion 112, and the loss of the narrow groove molding portion 103 that may occur when the mold M is opened is suppressed. As a result, the durability of the tire molding die M is improved. As described above, from the viewpoint of preventing cracks, it is preferable that the ridge line 112b and the distal end portion 105 are connected such that the ridge line 112b of the wide portion 112 is on the contact surface of the arc of the distal end portion 105. It is preferable that the arc contact surface of the tip end portion 105 is tangent so as to be the same as the side wall 112c.

トレッド成型面１２０との接続部での細溝成型部１０３の幅狭部１１１の幅（細溝３の幅狭部１１の幅Ｗ２に相当）は、細溝成型部１０３の先端部１０５の最大幅（細溝３の溝底部５の最大幅Ｗ）の０．１〜０．５倍であり、トレッド成型面との接続部での幅広部の最大幅（細溝３の幅広部１２の最大幅Ｗ１）は、細溝成型部１０３の先端部１０５の最大幅の０．５〜１．４倍であることが好ましい。また、細溝成型部１０３の補強の観点から、幅広部１１２は細溝成型部１０３全周に２０個以上あることが好ましく、幅広部１１２の周方向長さは、０．５ｍｍ〜２５．０ｍｍが好ましく、周方向長さの総和は、細溝成型部１０３の周長の１０〜３０％が好ましい。   The width of the narrow portion 111 of the narrow groove molding portion 103 at the connection portion with the tread molding surface 120 (corresponding to the width W2 of the narrow portion 11 of the narrow groove 3) is the maximum of the tip portion 105 of the narrow groove molding portion 103. 0.1 to 0.5 times larger (maximum width W of the groove bottom portion 5 of the narrow groove 3), and the maximum width of the wide portion at the connection portion with the tread molding surface (the maximum width of the wide portion 12 of the narrow groove 3). The large width W1) is preferably 0.5 to 1.4 times the maximum width of the front end portion 105 of the narrow groove molding portion 103. Further, from the viewpoint of reinforcement of the narrow groove molding portion 103, it is preferable that there are 20 or more wide portions 112 on the entire circumference of the narrow groove molding portion 103, and the circumferential length of the wide portion 112 is 0.5 mm to 25.0 mm. The total sum of the circumferential lengths is preferably 10 to 30% of the circumferential length of the narrow groove molding portion 103.

図１１に示された細溝成型部１０３を製作する場合、幅広部１１２を形成する三角形の板を細溝成型部１０３本体とを一体鋳造したり、細溝成型部１０３本体に溝を削って幅広部１１２を形成する三角形の板を差し込む方法が考えれるが、幅広部１１２と細溝成型部１０３本体との接合部の強度が低下する。したがって、細溝成型部１０３の幅広部１１２は、タイヤ周方向に連なる細溝成型部１０３本体と一体にされていることが好ましく、例えば、ＮＣ加工による彫刻、ロストワックスによる精密鋳造などで製作すること好ましい。   When the narrow groove molding portion 103 shown in FIG. 11 is manufactured, the triangular plate forming the wide portion 112 is integrally cast with the narrow groove molding portion 103 main body, or the groove is cut into the narrow groove molding portion 103 main body. Although a method of inserting a triangular plate forming the wide portion 112 is conceivable, the strength of the joint portion between the wide portion 112 and the narrow groove molding portion 103 main body is lowered. Therefore, it is preferable that the wide portion 112 of the narrow groove molding portion 103 is integrated with the main body of the narrow groove molding portion 103 continuous in the tire circumferential direction. For example, it is manufactured by engraving by NC processing, precision casting by lost wax, or the like. It is preferable.

実施例として本発明に係る空気入りタイヤ、比較例のタイヤを試作し、トレーラー牽引用トラクター（車軸配置：２D）の前輪に装着して評価を行なった。タイヤサイズは２９５／７５Ｒ２２．５、空気圧は７２０ｋＰａとした。実施例１〜３は、それぞれ図３〜４、図５〜６及び図７〜８に示したショルダー部を備えたタイヤ、比較例１、２は幅広部のない細溝をショルダー部に備えたタイヤである。各細溝の寸法は表１に示すが、実施例４では、細溝の等幅部と溝底とは、曲率半径が４．５ｍｍである、溝内側に凸な曲面で接続されている。   As an example, a pneumatic tire according to the present invention and a tire of a comparative example were prototyped and mounted on a front wheel of a trailer towing tractor (axle arrangement: 2D) for evaluation. The tire size was 295 / 75R22.5, and the air pressure was 720 kPa. Examples 1 to 3 are tires having shoulder portions shown in FIGS. 3 to 4, FIGS. 5 to 6 and FIGS. 7 to 8, respectively, and Comparative Examples 1 and 2 are provided with narrow grooves without wide portions in the shoulder portions. Tire. Although the dimensions of each narrow groove are shown in Table 1, in Example 4, the equal width portion of the narrow groove and the groove bottom are connected by a curved surface convex to the inside of the groove having a radius of curvature of 4.5 mm.

評価結果を表１に示す。耐偏摩耗性能は、１６万ｋｍ走行後にリブ２の細溝３側のエッジの局所摩耗の幅を、比較例２を１００とした指数であり、数字が大きいほど局所摩耗の幅が狭く、偏摩耗抑制効果が高いことを示している。溝底のクラックの有無は、１６万ｋｍ走行後のタイヤを目視で確認した結果である。細溝成型部のたわみは、実施例、比較例に係るタイヤを各１０００本加硫成型した後の金型Ｍの細溝成型部１０３のたわみ量を測定した結果で、比較例１ではたわみが測定されたが、実施例ではたわみが測定できなかった。表１によれば、耐久性を向上させると共に、偏摩耗抑制効果を高めることができた。また、成型する金型の耐久性も向上することができた。   The evaluation results are shown in Table 1. The uneven wear resistance is an index in which the width of the local wear of the edge of the rib 2 on the narrow groove 3 side after traveling for 160,000 km is 100 as Comparative Example 2, and the larger the number, the narrower the local wear width. It shows that the wear suppression effect is high. The presence or absence of cracks at the groove bottom is the result of visually confirming the tire after running for 160,000 km. The deflection of the narrow groove molding part is a result of measuring the deflection amount of the narrow groove molding part 103 of the mold M after 1000 vulcanization moldings of tires according to Examples and Comparative Examples. Although measured, deflection could not be measured in the examples. According to Table 1, while improving durability, the uneven wear suppression effect could be improved. In addition, the durability of the mold to be molded could be improved.

Figure 2008168872
Figure 2008168872

従来の空気入りタイヤのトレッドショルダー部を示す斜視図である。It is a perspective view which shows the tread shoulder part of the conventional pneumatic tire. 従来の空気入りタイヤにおける、段差のある路面上での接地状態を示す断面図である。It is sectional drawing which shows the grounding state on the road surface with a level | step difference in the conventional pneumatic tire. 本発明に係る空気入りタイヤのトレッドショルダー部を示す斜視図である。It is a perspective view which shows the tread shoulder part of the pneumatic tire which concerns on this invention. 図３における細溝の詳細を示す図である。It is a figure which shows the detail of the narrow groove in FIG. 本発明に係る空気入りタイヤのトレッドショルダー部を示す斜視図である。It is a perspective view which shows the tread shoulder part of the pneumatic tire which concerns on this invention. 図５における細溝の詳細を示す図である。It is a figure which shows the detail of the narrow groove in FIG. 本発明に係る空気入りタイヤのトレッドショルダー部を示す斜視図である。It is a perspective view which shows the tread shoulder part of the pneumatic tire which concerns on this invention. 図７における細溝の詳細を示す図である。It is a figure which shows the detail of the narrow groove in FIG. 本発明に係るタイヤ成型用金型の一部を示す斜視図である。1 is a perspective view showing a part of a tire molding die according to the present invention. 本発明に係るタイヤ成型用金型の一部を示す斜視図である。1 is a perspective view showing a part of a tire molding die according to the present invention. 本発明に係るタイヤ成型用金型の一部を示す斜視図である。1 is a perspective view showing a part of a tire molding die according to the present invention. 本発明に係る空気入りタイヤのトレッドショルダー部を示す斜視図である。It is a perspective view which shows the tread shoulder part of the pneumatic tire which concerns on this invention. 図１２における細溝の詳細を示す図である。It is a figure which shows the detail of the narrow groove in FIG. 本発明に係るタイヤ成型用金型の一部を示す斜視図である。1 is a perspective view showing a part of a tire molding die according to the present invention.

符号の説明Explanation of symbols

１ 主溝
２ リブ
３ 細溝
４ 細リブ
５ 細溝の溝底
１１ 幅狭部
１２ 幅広部 DESCRIPTION OF SYMBOLS 1 Main groove 2 Rib 3 Narrow groove 4 Narrow rib 5 Narrow groove bottom 11 Narrow part 12 Wide part

Claims (4)

トレッドにタイヤ周方向に延びる複数の主溝が刻まれ、少なくともトレッドのショルダー部にリブが形成され、接地端よりタイヤ幅方向内側にタイヤ周方向に延びる細溝が刻まれた空気入りタイヤにおいて、
トレッド開口部では、前記細溝は幅狭部と幅広部とを周方向に交互に備え、前記細溝の溝底は断面円弧形状であり、
タイヤ幅方向外側の前記細溝の側壁は、トレッド表面に対して略垂直であって前記溝底に接続され、
タイヤ幅方向内側の前記幅狭部の側壁は、前記溝底に向かうにつれて溝幅が広くなるように傾斜し前記溝底に接続されたことを特徴とする空気入りタイヤ。 In a pneumatic tire in which a plurality of main grooves extending in the tire circumferential direction are engraved on the tread, ribs are formed at least on the shoulder portion of the tread, and narrow grooves extending in the tire circumferential direction are engraved on the inner side in the tire width direction from the ground contact end.
In the tread opening, the narrow groove includes narrow portions and wide portions alternately in the circumferential direction, and the groove bottom of the narrow groove has a circular arc shape in cross section,
Side walls of the narrow grooves on the outer side in the tire width direction are substantially perpendicular to the tread surface and connected to the groove bottom
A pneumatic tire characterized in that a side wall of the narrow portion on the inner side in the tire width direction is inclined and connected to the groove bottom so that the groove width becomes wider toward the groove bottom. トレッド開口部での前記細溝の幅狭部の幅は、前記細溝の溝底部の最大幅の０．１〜０．５倍であり、トレッド開口部での前記幅広部の最大幅は、前記細溝の溝底部の最大幅の０．５〜１．４倍である請求項１に記載の空気入りタイヤ。   The width of the narrow portion of the narrow groove at the tread opening is 0.1 to 0.5 times the maximum width of the groove bottom of the narrow groove, and the maximum width of the wide portion at the tread opening is 2. The pneumatic tire according to claim 1, which is 0.5 to 1.4 times the maximum width of the groove bottom of the narrow groove. 金型のトレッド成型面から突出する、トレッドのショルダー部にタイヤ周方向に延びる主溝を形成する主溝成型部と、主溝成型部により成型されるリブにタイヤ周方向に延びる細溝を成型する細溝成型部とを少なくとも備え、
トレッド成型面との接続部では、前記細溝成型部は幅狭部と幅広部とを周方向に交互に備え、前記細溝成型部の先端部は断面円弧形状であり、
タイヤ幅方向外側の前記細溝成型部の側壁は、前記トレッド成型面に対して略垂直であって前記先端部に接続され、
タイヤ幅方向内側の前記幅狭部の側壁は、前記先端部に向かうにつれて幅が広くなるように傾斜し前記先端部に接続されたことを特徴とするタイヤ成型用金型。 The main groove molding part that forms the main groove extending in the tire circumferential direction on the shoulder part of the tread that protrudes from the mold tread molding surface, and the narrow groove that extends in the tire circumferential direction is molded on the rib formed by the main groove molding part And at least a narrow groove molding part
In the connection portion with the tread molding surface, the narrow groove molding portion includes a narrow portion and a wide portion alternately in the circumferential direction, and the tip portion of the narrow groove molding portion has a circular arc shape in cross section,
The side wall of the narrow groove molding part on the outer side in the tire width direction is substantially perpendicular to the tread molding surface and connected to the tip part,
A tire molding die characterized in that a side wall of the narrow portion on the inner side in the tire width direction is inclined so as to increase in width toward the tip portion and connected to the tip portion. トレッド成型面との接続部での前記細溝成型部の幅狭部の幅は、前記細溝成型部の先端部の最大幅の０．１〜０．５倍であり、トレッド成型面との接続部での前記幅広部の最大幅は、前記細溝成型部の先端部の最大幅の０．５〜１．４倍である請求項３に記載のタイヤ成型用金型。   The width of the narrow portion of the narrow groove molding portion at the connection portion with the tread molding surface is 0.1 to 0.5 times the maximum width of the tip portion of the narrow groove molding portion. The tire molding die according to claim 3, wherein a maximum width of the wide portion at the connection portion is 0.5 to 1.4 times a maximum width of a tip portion of the narrow groove molding portion.
JP2007006275A 2007-01-09 2007-01-15 Pneumatic tire and tire molding die Pending JP2008168872A (en)

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JP2012101741A (en) * 2010-11-12 2012-05-31 Toyo Tire & Rubber Co Ltd Pneumatic tire
JP2013086683A (en) * 2011-10-19 2013-05-13 Toyo Tire & Rubber Co Ltd Pneumatic tire
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CN102233794A (en) * 2010-04-30 2011-11-09 横滨橡胶株式会社 Pneumatic tire
CN102233794B (en) * 2010-04-30 2014-12-17 横滨橡胶株式会社 Pneumatic tire
JP2012101741A (en) * 2010-11-12 2012-05-31 Toyo Tire & Rubber Co Ltd Pneumatic tire
JP2013086683A (en) * 2011-10-19 2013-05-13 Toyo Tire & Rubber Co Ltd Pneumatic tire
WO2014178186A1 (en) * 2013-04-30 2014-11-06 株式会社ブリヂストン Pneumatic tyre
JP2014213835A (en) * 2013-04-30 2014-11-17 株式会社ブリヂストン Pneumatic tire
JP2018083588A (en) * 2016-11-25 2018-05-31 東洋ゴム工業株式会社 Pneumatic tire
JP2018090079A (en) * 2016-12-02 2018-06-14 東洋ゴム工業株式会社 Pneumatic tire
JP2018095093A (en) * 2016-12-14 2018-06-21 東洋ゴム工業株式会社 Pneumatic tire
JP2019108083A (en) * 2017-12-20 2019-07-04 Ｔｏｙｏ Ｔｉｒｅ株式会社 Pneumatic tire
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WO2020128271A1 (en) * 2018-12-17 2020-06-25 Compagnie Generale Des Etablissements Michelin Tread having hidden cavities extended by offset openings
JP2022018159A (en) * 2020-07-15 2022-01-27 住友ゴム工業株式会社 tire
JP7088234B2 (en) 2020-07-15 2022-06-21 住友ゴム工業株式会社 tire
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