JP2009137394A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2009137394A
JP2009137394A JP2007314699A JP2007314699A JP2009137394A JP 2009137394 A JP2009137394 A JP 2009137394A JP 2007314699 A JP2007314699 A JP 2007314699A JP 2007314699 A JP2007314699 A JP 2007314699A JP 2009137394 A JP2009137394 A JP 2009137394A
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sipe
tread
tire
lug grooves
pneumatic tire
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Shoji Tamura
将司 田村
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of suppressing partial wear in a vicinity of lug grooves in the tire having the lug grooves in both shoulder ends of a tread. <P>SOLUTION: A plurality of cut-in sipes 3 parallel to lug grooves 2 are intermittently formed between the lug grooves 2, 2 adjacent to each other in the tire circumferential direction at both shoulder ends of a tread 1. The length and/or the cut-in area of opening parts of the cut-in sipes 3 is gradually increased toward the lug grooves 2. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は空気入りタイヤに関し、さらに詳しくは、トレッドの両ショルダー端部にラグ溝を形成したタイヤにおけるラグ溝の近傍における偏摩耗を抑制するようにした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 that suppresses uneven wear in the vicinity of a lug groove in a tire in which lug grooves are formed at both shoulder ends of a tread.

一般に、空気入りタイヤの制駆動性能を向上させるために、トレッドの両ショルダー端部にラグ溝を形成する場合がある。この種の空気入りタイヤは、特に重荷重用タイヤの場合には、負荷荷重の増加と共にトレッドの両ショルダー端部における接地圧が高くなるため、図９に例示するように、ラグ溝２の近傍に偏摩耗Ｓが発生し易くなるという問題がある。   Generally, in order to improve the braking / driving performance of a pneumatic tire, lug grooves may be formed at both shoulder ends of the tread. In the case of this type of pneumatic tire, particularly in the case of a heavy load tire, the contact pressure at both shoulder ends of the tread increases as the load is increased. Therefore, as illustrated in FIG. There is a problem that uneven wear S is likely to occur.

このような現象を解消するために、従来、トレッド部に耐摩耗性に優れたゴムを配置したり、トレッドボリュームを増加させて陸部の剛性を高めることが一般的に行われてきた。また、トレッドの両ショルダー端部における偏摩耗を抑制するために、ラグ溝の形状を変化させるようにした提案がある（例えば、特許文献 1参照）。   In order to eliminate such a phenomenon, conventionally, it has been generally performed to arrange rubber having excellent wear resistance in the tread portion or increase the rigidity of the land portion by increasing the tread volume. In addition, there is a proposal in which the shape of the lug groove is changed in order to suppress uneven wear at both shoulder ends of the tread (see, for example, Patent Document 1).

しかし、何れの方法にあっても、ラグ溝の近傍における偏摩耗の防止対策としては未だ十分な効果が得られず、特に重荷重用空気入りタイヤのように負荷荷重が大きく、かつ過掲載による過酷な条件下で使用されるタイヤの場合には、図９に示するようなラグ溝２の近傍における偏摩耗Ｓの発生が避けられなかった。
特開平１１−２８９１２号公報 However, in any method, as a countermeasure for preventing uneven wear in the vicinity of the lug groove, a sufficient effect has not yet been obtained. In the case of a tire used under such conditions, the occurrence of uneven wear S in the vicinity of the lug groove 2 as shown in FIG. 9 cannot be avoided.
JP-A-11-28912

本発明の目的は、上述する問題点を解消するもので、トレッドの両ショルダー端部にラグ溝を形成したタイヤにおけるラグ溝の近傍における偏摩耗を抑制するようにした空気入りタイヤを提供することにある。   An object of the present invention is to solve the above-described problems, and to provide a pneumatic tire that suppresses uneven wear in the vicinity of lug grooves in a tire in which lug grooves are formed at both shoulder ends of a tread. It is in.

上記目的を達成するための本発明の空気入りタイヤは、トレッドの両ショルダー端部にタイヤ周方向に所定の間隔をおいてタイヤ幅方向に延びるラグ溝を間欠的に形成した空気入りタイヤにおいて、タイヤ周方向に隣接する前記ラグ溝の間にタイヤ幅方向に延びる複数本の切り込みサイプを形成すると共に、これら切り込みサイプの開口部の長さ及び／又は切り込み面積を前記ラグ溝に近づくにつれて徐々に大きくすることにより前記トレッドの両ショルダー端部における前記ラグ溝間の剛性を該ラグ溝に向かって徐々に低下させるようにしたことを特徴とするものである。   The pneumatic tire of the present invention for achieving the above object is a pneumatic tire in which lug grooves extending in the tire width direction are formed intermittently at predetermined intervals in the tire circumferential direction at both shoulder ends of the tread. A plurality of incised sipes extending in the tire width direction are formed between the lug grooves adjacent to each other in the tire circumferential direction, and the lengths and / or incision areas of the openings of the incised sipes are gradually increased toward the lug grooves. By increasing the rigidity, the rigidity between the lug grooves at both shoulder end portions of the tread is gradually reduced toward the lug grooves.

また、上述する構成において、以下（１）〜（６）に記載するように構成することが好ましい。
（１）前記切り込みサイプを前記トレッドの両ショルダー端部の表面側及び／又は側面側に開口させる
（２）前記切り込みサイプの幅を０．５〜２．０ｍｍにすると共に、その深さを２．０〜１０．０ｍｍにする。
（３）前記切り込みサイプの開口部の最長長さｂと最短長さａとの比ｂ／ａを１．１〜２．０にする。
（４）前記切り込みサイプのタイヤ周方向間隔ｐを２．０ｍｍ以上にすると共に、該タイヤ周方向間隔ｐと前記最短長さａとの比ｐ／ａを０．５〜２．０にする。
（５）前記切り込みサイプの最大切り込み面積Ｓｂと最小切り込み面積Ｓａとの比Ｓｂ／Ｓａを１．１〜２．０にする。
（６）重荷重用として供する。 Moreover, in the structure mentioned above, it is preferable to comprise as described in (1)-(6) below.
(1) The cut sipe is opened on the surface side and / or the side surface side of both shoulder ends of the tread. (2) The width of the cut sipe is 0.5 to 2.0 mm and the depth is 2 0.0 to 10.0 mm.
(3) The ratio b / a between the longest length b and the shortest length a of the opening of the cutting sipe is set to 1.1 to 2.0.
(4) The tire circumferential direction interval p of the cutting sipe is set to 2.0 mm or more, and the ratio p / a between the tire circumferential direction interval p and the shortest length a is set to 0.5 to 2.0.
(5) The ratio Sb / Sa between the maximum cutting area Sb and the minimum cutting area Sa of the cutting sipe is set to 1.1 to 2.0.
(6) Used for heavy loads.

本発明によれば、トレッドの両ショルダー端部におけるラグ溝間に、ラグ溝に平行な複数本の切り込みサイプを間欠的に形成し、これら切り込みサイプの開口部の長さ及び／又は切り込み面積をラグ溝に近づくにつれて徐々に大きくして、トレッドの両ショルダー端部におけるラグ溝間の剛性をラグ溝に向かって徐々に低下させるようにしたので、トレッドの両ショルダー端部における接地圧が高くなっても、これら切り込みサイプがラグ溝近傍における剛性の急激な変化を緩和して、ラグ溝の近傍における偏摩耗を抑制することができる。   According to the present invention, a plurality of incised sipes parallel to the lug grooves are intermittently formed between the lug grooves at both shoulder ends of the tread, and the lengths and / or incision areas of the openings of the incised sipes are set. Since the rigidity between the lug grooves at the shoulder ends of the tread is gradually reduced toward the lug grooves, the ground pressure at the shoulder ends of the tread increases. However, these cutting sipes can alleviate a sudden change in rigidity in the vicinity of the lug groove and suppress uneven wear in the vicinity of the lug groove.

以下、本発明の構成について添付の図面を参照しながら詳細に説明する。   Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings.

図１は本発明の実施形態による空気入りタイヤのトレッド端部を拡大して示す一部斜視図、図２は図１のトレッド端部を平面状に展開して示す一部平面図、図３（ａ）〜（ｃ）はそれぞれ切り込みサイプのタイヤ径方向断面を示す断面図である。   1 is a partial perspective view showing an enlarged tread end portion of a pneumatic tire according to an embodiment of the present invention, FIG. 2 is a partial plan view showing the tread end portion of FIG. (A)-(c) is sectional drawing which shows the tire radial direction cross section of a cutting sipe, respectively.

図１において、空気入りタイヤのトレッド１の両ショルダー端部には、タイヤ周方向に所定の間隔をおいてタイヤ幅方向に延びるラグ溝２が形成されている。タイヤ幅方向に隣接するラグ溝２，２の間には、タイヤ幅方向に延びる複数本（図では５本）の切り込みサイプ３が間欠的に形成され、これら切り込みサイプ３の開口部の長さ及び／又は切り込み面積が、図の点線及び矢印にて示すように、ラグ溝２に近づくにつれて徐々に大きく形成されて、トレッド１の両ショルダー端部におけるラグ溝２、２間の剛性をラグ溝２に向かって徐々に低下させるようになっている。   In FIG. 1, lug grooves 2 extending in the tire width direction are formed at predetermined intervals in the tire circumferential direction at both shoulder ends of the tread 1 of the pneumatic tire. Between the lug grooves 2 and 2 adjacent to each other in the tire width direction, a plurality of (seven in the figure) cut sipe 3 extending in the tire width direction are formed intermittently, and the lengths of the openings of these cut sipe 3 As shown by the dotted line and the arrow in the figure, the incision area is gradually formed larger as it approaches the lug groove 2, and the rigidity between the lug grooves 2 and 2 at both shoulder ends of the tread 1 is increased. It gradually decreases toward 2.

図２は切り込みサイプ３の開口部の長さを示す図１のトレッド端部を平面状に展開して示す平面図で、５本の切り込みサイプ３の開口部の長さを、ラグ溝２、２間で段階的に変化させ、ラグ溝２側の最長長さｂと、中央部の最短長さａと、その中間位置の中間長さｃとから構成されていることを示している。   FIG. 2 is a plan view showing the tread edge of FIG. 1 showing the length of the opening of the cut sipe 3 in a flat shape. The length of the openings of the five cut sipe 3 is shown in FIG. It is shown that it is composed of a longest length b on the lug groove 2 side, a shortest length a at the center, and an intermediate length c at the intermediate position.

また、図３（ａ）〜（ｃ）はそれぞれ切り込みサイプ３のタイヤ径方向断面を示す断面図で、図３（ａ）は図２の最長長さｂを有する切り込みサイプ３の断面を、図３（ｂ）は図２の最短長さａを有する切り込みサイプ３の断面を、図３（ｃ）は図２の中間長さｃを有する切り込みサイプ３の断面を示している。これにより、最長長さｂを有する切り込みサイプ３の断面積がＳｂに、最短長さａを有する切り込みサイプ３の断面積がＳａに、中間長さｃを有する切り込みサイプ３の断面積がＳｃに形成され、これら切り込みサイプ３の断面積の大きさがＳｂ＞Ｓｃ＞Ｓａとなるように形成されている。   3 (a) to 3 (c) are cross-sectional views each showing a cross section in the tire radial direction of the cut sipe 3, and FIG. 3 (a) is a cross section of the cut sipe 3 having the longest length b in FIG. 3 (b) shows a cross section of the cut sipe 3 having the shortest length a in FIG. 2, and FIG. 3 (c) shows a cross section of the cut sipe 3 having an intermediate length c in FIG. Thus, the cross-sectional area of the cutting sipe 3 having the longest length b is Sb, the cross-sectional area of the cutting sipe 3 having the shortest length a is Sa, and the cross-sectional area of the cutting sipe 3 having the intermediate length c is Sc. The cut sipe 3 is formed so that the cross-sectional area of the sipe 3 is Sb> Sc> Sa.

このようにトレッド１の両ショルダー端部におけるラグ溝２、２間の剛性をラグ溝２に向かって徐々に低下させるように構成したので、トレッド１の両ショルダー端部における接地圧が高くなっても、これら５本の切り込みサイプ３がラグ溝２近傍における剛性の急激な変化を緩和して、ラグ溝２の近傍における偏摩耗を抑制することができる。   Since the rigidity between the lug grooves 2 and 2 at both shoulder ends of the tread 1 is gradually lowered toward the lug groove 2 in this way, the ground pressure at both shoulder ends of the tread 1 is increased. However, these five cutting sipes 3 can alleviate a sudden change in rigidity in the vicinity of the lug groove 2 and suppress uneven wear in the vicinity of the lug groove 2.

図１の実施形態では、トレッド１の両ショルダー端部の表面側と側面側とにおいて、それぞれ切り込みサイプ３の開口部の長さをラグ溝２に近づくにつれて徐々に大きくした場合を示したが、切り込みサイプ３の開口部の長さは、図４又は図５の点線で示すように、トレッド１の両ショルダー端部の表面側と側面側とのいずれか一方の側において一定にすることができる。すなわち、図４ではトレッド１の両ショルダー端部の表面側において切り込みサイプ３の開口部の長さを一定にした場合を示し、図５ではトレッド１の両ショルダー端部の側面側において切り込みサイプ３の開口部の長さを一定にした場合を示している。   In the embodiment of FIG. 1, the case where the length of the opening portion of the cut sipe 3 is gradually increased toward the lug groove 2 on the surface side and the side surface side of both shoulder ends of the tread 1 is shown. The length of the opening portion of the cutting sipe 3 can be made constant on either the surface side or the side surface side of both shoulder ends of the tread 1, as shown by the dotted line in FIG. 4 or FIG. . That is, FIG. 4 shows a case where the length of the opening of the cut sipe 3 is constant on the surface side of both shoulder ends of the tread 1, and FIG. 5 shows the cut sipe 3 on the side surface side of both shoulder ends of the tread 1. The case where the length of the opening part of this is made constant is shown.

さらに、トレッド１の両ショルダー端部の表面側及び側面側に形成する切り込みサイプ３の開口部の長さは、切り込みサイプ３の開口部の総長さ（表面側の長さと側面側の長さの総和）をラグ溝２に近づくにつれて徐々に大きくすることを前提にして、トレッド１の両ショルダー端部の表面側と側面側とにおいてそれぞれ切り込みサイプ３の開口部の長さがランダムになるように形成することができる。   Further, the length of the opening of the cut sipe 3 formed on the surface side and the side of both shoulder ends of the tread 1 is the total length of the opening of the cut sipe 3 (the length of the surface side and the length of the side surface). Assuming that the total sum) gradually increases as the lug groove 2 is approached, the length of the opening portion of the cut sipe 3 is random on the surface side and the side surface side of both shoulder ends of the tread 1. Can be formed.

また、図１、４及び５の実施形態では、切り込みサイプ３をトレッド１の両ショルダー端部の表面側及び側面側にそれぞれ開口させた場合を示したが、図６（ａ）及び図７（ａ）に示すように、切り込みサイプ３をトレッド１の両ショルダー端部の表面側又は側面側のいずれか片側のみに開口するように形成することが許容される。この場合には、路面の状況によってはトレッド１の両ショルダー端部においてゴム欠けが生ずる場合があるため、道路状況の良好な路面で使用することが好ましい。なお、図６（ｂ）は図６（ａ）の切り込みサイプ３の断面形状を、図７（ｂ）は図７（ａ）の切り込みサイプ３の断面形状をそれぞれ示している。   1, 4 and 5 show the case where the slit sipe 3 is opened on the surface side and the side surface side of both shoulder ends of the tread 1, respectively, FIG. 6 (a) and FIG. As shown in a), it is allowed to form the incision sipe 3 so as to open only on one side of the surface side or the side surface side of both shoulder ends of the tread 1. In this case, rubber chipping may occur at both shoulder ends of the tread 1 depending on the road surface condition, and therefore, it is preferable to use the road surface with good road conditions. 6B shows the cross-sectional shape of the cut sipe 3 in FIG. 6A, and FIG. 7B shows the cross-sectional shape of the cut sipe 3 in FIG. 7A.

本発明において、切り込みサイプ３の幅は０．５〜２．０ｍｍ、好ましくは０．７〜１．０ｍｍに、その深さは２．０〜１０．０ｍｍ、好ましくは３．０〜６．０ｍｍに設定するとよい。切り込みサイプ３の幅や深さが上記範囲を逸脱すると偏摩耗が発生し易くなり、本発明の効果が十分には得られなくなる。   In the present invention, the width of the incised sipe 3 is 0.5 to 2.0 mm, preferably 0.7 to 1.0 mm, and the depth is 2.0 to 10.0 mm, preferably 3.0 to 6.0 mm. It is good to set to. If the width and depth of the cutting sipe 3 deviate from the above range, uneven wear tends to occur, and the effects of the present invention cannot be sufficiently obtained.

さらに好ましくは、切り込みサイプ３の開口部の最長長さｂと最短長さａとの比ｂ／ａが１．１〜２．０となるように調整するとよい。これにより、偏摩耗の発生を確実に抑制することができる。さらに好ましくは、切り込みサイプ３のタイヤ周方向間隔ｐを２．０ｍｍ以上にすると共に、タイヤ周方向間隔ｐと最短長さａとの比ｐ／ａを０．５〜２．０となるように調整するとよい。これにより、偏摩耗の発生を一層確実に抑制することができる。   More preferably, the ratio b / a between the longest length b and the shortest length a of the opening of the cutting sipe 3 is adjusted to be 1.1 to 2.0. Thereby, generation | occurrence | production of uneven wear can be suppressed reliably. More preferably, the tire circumferential direction interval p of the cutting sipe 3 is 2.0 mm or more, and the ratio p / a between the tire circumferential direction interval p and the shortest length a is 0.5 to 2.0. Adjust it. Thereby, generation | occurrence | production of uneven wear can be suppressed more reliably.

本発明において、図３（ａ）及び（ｂ）に示す切り込みサイプ３の最大切り込み面積Ｓｂと最小切り込み面積Ｓａとの比Ｓｂ／Ｓａを１．１〜２．０となるように設定するとよい。これにより、偏摩耗の発生を確実に抑制することができる。   In the present invention, the ratio Sb / Sa between the maximum cut area Sb and the minimum cut area Sa of the cut sipe 3 shown in FIGS. 3A and 3B may be set to be 1.1 to 2.0. Thereby, generation | occurrence | production of uneven wear can be suppressed reliably.

上述するように、本発明の空気入りタイヤは、トレッド１の両ショルダー端部におけるラグ溝２、２間に、タイヤ幅方向に延びる複数本の切り込みサイプ３を間欠的に形成し、これら切り込みサイプ３の開口部の長さ及び／又は切り込み面積をラグ溝２に近づくにつれて徐々に大きくすることにより、ラグ溝近傍における剛性の急激な変化を緩和して、ラグ溝の近傍における偏摩耗を抑制するもので、特に負荷荷重の大きい過酷な条件下で使用される重荷重用空気入りタイヤに好ましく適用される。   As described above, the pneumatic tire of the present invention intermittently forms a plurality of incised sipes 3 extending in the tire width direction between the lug grooves 2 and 2 at both shoulder ends of the tread 1, and these incised sipes. By gradually increasing the length of the opening 3 and / or the cutting area as the lug groove 2 is approached, the sudden change in rigidity in the vicinity of the lug groove is alleviated and uneven wear in the vicinity of the lug groove is suppressed. In particular, it is preferably applied to heavy-duty pneumatic tires used under severe conditions with a large load.

なお、本発明の空気入りタイヤでは、タイヤ幅方向に延びるラグ溝２及び切り込みサイプ３は、タイヤ幅方向に対して傾斜するように形成される場合がある。   In the pneumatic tire of the present invention, the lug groove 2 and the cut sipe 3 extending in the tire width direction may be formed to be inclined with respect to the tire width direction.

タイヤサイズを１１００Ｒ２０、タイヤ構造を図８、トレッドパターンを図９として、各ラグ溝間に切り込みサイプを形成しない従来タイヤ（従来例）と、各ラグ溝間に表１のように開口部の長さ及び切り込み面積を異ならせた切り込みサイプ（幅：１．０ｍｍ）を形成した本発明タイヤ（実施例１〜５）と、をそれぞれ作成した。なお、各タイヤにおいて、ラグ溝の間隔ｐを表１のように設定した。また、実施例４では各ラグ溝間に１１本の切り込みサイプを設けて、最短長さａと最長長さｂとの間の各４本の切り込みサイプの長さをそれぞれ段階的に変化させ、実施例５では各ラグ溝間に中間長さｃの切り込みサイプを設けずに、最短長さａの切り込みサイプ１本と最長長さｂの切り込みサイプ２本との合計３本の切り込みサイプを設けた。   The tire size is 1100R20, the tire structure is FIG. 8, the tread pattern is FIG. 9, and the conventional tire (conventional example) in which no sipe is formed between the lug grooves, and the length of the opening as shown in Table 1 between the lug grooves. The tires of the present invention (Examples 1 to 5) each having a cut sipe (width: 1.0 mm) with different thicknesses and cut areas were prepared. In each tire, the interval p between lug grooves was set as shown in Table 1. Further, in Example 4, eleven incised sipes are provided between the lug grooves, and the length of each of the four incised sipes between the shortest length a and the longest length b is changed stepwise, In the fifth embodiment, a notch sipe having an intermediate length c is not provided between the lug grooves, but a total of three notch sipes, one notch sipe having the shortest length a and two notches sipe having the longest length b, are provided. It was.

これら６種類のタイヤについて、それぞれ空気圧８３０ｋＰａを充填すると共に、２・２−Ｄタイプの車両の前後輪に装着し、積載荷重を３５０％として、約９５％を舗装路とする一般路面を１日７００ｋｍ、延べ２０，０００ｋｍ走行させた。   These six types of tires are filled with air pressure of 830 kPa, mounted on the front and rear wheels of a 2.2-D type vehicle, with a load capacity of 350%, and a general road surface with approximately 95% paved road for one day. The vehicle was run for 700 km and a total of 20,000 km.

走行後の各タイヤについて、トレッド端におけるラグ溝間に発生した偏摩耗量を測定し、その結果を従来タイヤを１００とする指数により表１に併記した。数値が大きいほど耐偏摩耗に優れていることを示す。   About each tire after driving | running | working, the amount of partial wear which generate | occur | produced between the lug grooves in the tread end was measured, and the result was written together in Table 1 by the index | exponent which sets the conventional tire to 100. The larger the value, the better the uneven wear resistance.

Figure 2009137394
Figure 2009137394

表１より、本発明タイヤは、従来タイヤに比して、トレッド端のラグ溝近傍における耐偏摩耗が向上していることがわかる。   From Table 1, it can be seen that the tire of the present invention has improved uneven wear resistance in the vicinity of the lug groove at the tread end as compared with the conventional tire.

本発明の実施形態による空気入りタイヤのトレッド端部を示す一部斜視図である。It is a partial perspective view which shows the tread edge part of the pneumatic tire by embodiment of this invention. 図１のトレッド端部を平面状に展開して示す一部平面図である。It is a partial top view which expand | deploys and shows the tread edge part of FIG. 1 in planar shape. （ａ）〜（ｃ）はそれぞれ切り込みサイプのタイヤ径方向断面を示す断面図である。(A)-(c) is sectional drawing which shows the tire radial direction cross section of a cutting sipe, respectively. 本発明の他の実施形態によるトレッド端部を示す図１に相当する一部斜視図である。It is a partial perspective view equivalent to FIG. 1 which shows the tread edge part by other embodiment of this invention. 本発明のさらに他の実施形態によるトレッド端部を示す図１に相当する一部斜視図である。It is a partial perspective view equivalent to FIG. 1 which shows the tread edge part by further another embodiment of this invention. （ａ）及び（ｂ）はそれぞれ本発明のさらに他の実施形態によるトレッド端部を拡大して示す図１に相当する一部斜視図、及び図３（ａ）に相当する断面図である。(A) And (b) is a partial perspective view equivalent to Drawing 1 which shows a tread edge part by further further another embodiment of the present invention, and a sectional view equivalent to Drawing 3 (a), respectively. （ａ）及び（ｂ）はそれぞれ本発明のさらに他の実施形態によるトレッド端部を示す図１に相当する一部斜視図、及び図３（ａ）に相当する断面図である。(A) And (b) is a partial perspective view equivalent to Drawing 1 showing a tread edge part by other embodiments of the present invention, respectively, and a sectional view equivalent to Drawing 3 (a). 実施例において採用したタイヤの構造を示す半断面図である。It is a half sectional view showing the structure of a tire adopted in an example. 従来タイヤのトレッド端部における偏摩耗の発生状況を説明する斜視図である。It is a perspective view explaining the generation | occurrence | production state of the partial wear in the tread edge part of the conventional tire.

符号の説明Explanation of symbols

１ トレッド
２ ラグ溝
３ 切り込みサイプ
ａ、ｂ、ｃ 切り込みサイプ長さ
ｐ 切り込みサイプ間隔 1 tread 2 lug groove 3 cutting sipe a, b, c cutting sipe length p cutting sipe interval

Claims (7)

トレッドの両ショルダー端部にタイヤ周方向に所定の間隔をおいてタイヤ幅方向に延びるラグ溝を形成した空気入りタイヤにおいて、
タイヤ周方向に隣接する前記ラグ溝の間にタイヤ幅方向に延びる複数本の切り込みサイプを間欠的に形成すると共に、これら切り込みサイプの開口部の長さ及び／又は切り込み面積を前記ラグ溝に近づくにつれて徐々に大きくすることにより前記トレッドの両ショルダー端部における前記ラグ溝間の剛性を該ラグ溝に向かって徐々に低下させるようにした空気入りタイヤ。 In a pneumatic tire in which lug grooves extending in the tire width direction are formed at predetermined intervals in the tire circumferential direction at both shoulder ends of the tread,
A plurality of incised sipes extending in the tire width direction are intermittently formed between the lug grooves adjacent to each other in the tire circumferential direction, and the lengths and / or incision areas of the openings of these incised sipes are approximated to the lug grooves. A pneumatic tire in which the rigidity between the lug grooves at both shoulder end portions of the tread is gradually decreased toward the lug grooves by gradually increasing the tire width. 前記切り込みサイプを前記トレッドの両ショルダー端部の表面側及び／又は側面側に開口させた請求項１に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, wherein the cut sipe is opened on a front surface side and / or a side surface side of both shoulder end portions of the tread. 前記切り込みサイプの幅を０．５〜２．０ｍｍにすると共に、その深さを２．０〜１０．０ｍｍにした請求項１又は２に記載の空気入りタイヤ。   The pneumatic tire according to claim 1 or 2, wherein a width of the cutting sipe is 0.5 to 2.0 mm and a depth thereof is 2.0 to 10.0 mm. 前記切り込みサイプの開口部の最長長さｂと最短長さａとの比ｂ／ａを１．１〜２．０にした請求項１、２又は３に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, 2, or 3, wherein a ratio b / a between the longest length b and the shortest length a of the opening portion of the cutting sipe is 1.1 to 2.0. 前記切り込みサイプのタイヤ周方向間隔ｐを２．０ｍｍ以上にすると共に、該タイヤ周方向間隔ｐと前記最短長さａとの比ｐ／ａを０．５〜２．０にした請求項４に記載の空気入りタイヤ。   The tire circumferential direction interval p of the cutting sipe is set to 2.0 mm or more, and the ratio p / a between the tire circumferential direction interval p and the shortest length a is set to 0.5 to 2.0. The described pneumatic tire. 前記切り込みサイプの最大切り込み面積Ｓｂと最小切り込み面積Ｓａとの比Ｓｂ／Ｓａを１．１〜２．０にした請求項１、２又は３に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, 2 or 3, wherein a ratio Sb / Sa between a maximum cutting area Sb and a minimum cutting area Sa of the cutting sipe is 1.1 to 2.0. 重荷重用である請求項１、２、３、４、５又は６に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, which is for heavy loads.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017061490A1 (en) * 2015-10-06 2017-04-13 横浜ゴム株式会社 Pneumatic tire

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017061490A1 (en) * 2015-10-06 2017-04-13 横浜ゴム株式会社 Pneumatic tire
JP2017071277A (en) * 2015-10-06 2017-04-13 横浜ゴム株式会社 Pneumatic tire
CN108136843A (en) * 2015-10-06 2018-06-08 横滨橡胶株式会社 Pneumatic tire
CN108136843B (en) * 2015-10-06 2020-01-21 横滨橡胶株式会社 Pneumatic tire

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