JP2016002859A - tire - Google Patents

tire Download PDF

Info

Publication number
JP2016002859A
JP2016002859A JP2014124169A JP2014124169A JP2016002859A JP 2016002859 A JP2016002859 A JP 2016002859A JP 2014124169 A JP2014124169 A JP 2014124169A JP 2014124169 A JP2014124169 A JP 2014124169A JP 2016002859 A JP2016002859 A JP 2016002859A
Authority
JP
Japan
Prior art keywords
groove
tire
sub
inclined lug
inclination
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2014124169A
Other languages
Japanese (ja)
Other versions
JP6318018B2 (en
Inventor
崇之 藏田
Takayuki Kurata
崇之 藏田
加地　与志男
Yoshio Kachi
与志男 加地
辰作 片山
Shinsaku Katayama
辰作 片山
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bridgestone Corp
Original Assignee
Bridgestone Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bridgestone Corp filed Critical Bridgestone Corp
Priority to JP2014124169A priority Critical patent/JP6318018B2/en
Publication of JP2016002859A publication Critical patent/JP2016002859A/en
Application granted granted Critical
Publication of JP6318018B2 publication Critical patent/JP6318018B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction

Landscapes

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

Abstract

PROBLEM TO BE SOLVED: To provide a tire capable of maintaining wet grip performance and improving on-snow grip performance.SOLUTION: A tire 10 comprises: plural inclination lug grooves 13 extending from an equator on a step-in side of a tread 11 of a tire 10 toward outside of a kicking-side in the tire width direction, and an inclination angle of each of which is varied in a tire peripheral direction with respect to the tire peripheral direction; and land parts 14 divided by the inclination lug groves. Sub grooves 16 whose inclination angle branched from a groove wall of the land part is equal to inclination of a tangent of the inclination lug groove 13 on a branch point K of each sub groove 16 and the inclination lug groove 13, and whose termination point Q is located inside of the branch point K in the tire width direction, are provided, for improving on-snow traction performance and drainage performance.

Description

本発明は、雪上グリップ性能とウェットグリップ性能とに優れたタイヤに関するものである。   The present invention relates to a tire excellent in snow grip performance and wet grip performance.

従来、ＷＥＴ路面における操縦安定性能を向上させるため、タイヤ赤道面の両側に、タイヤ幅方向外側に向かって湾曲しながら回転方向とは反対側に傾斜する排水溝（ラグ溝）を設けるとともに、ラグ溝からタイヤ周方向に伸びるサブ溝を設けたトレッドパターンが用いられている（例えば、特許文献１）。
特許文献１では、上記の排水溝としてのラグ溝のタイヤ周方向に対する傾斜角度を、踏み込み側の端部であるトレッドのセンター側で０°〜４５°、蹴り出し側の端部であるトレッド端部側で６５°〜９０°とするとともに、蹴り出し側の端部が上記のラグ溝に開口し、踏み込み側の端部がラグ溝で区画された陸部内で終端する、タイヤ周方向に対する傾斜角度がラグ溝の傾斜角度よりも小さなサブ溝を設けて、排水効率を向上させるようにしている。 Conventionally, in order to improve steering stability performance on the WET road surface, drainage grooves (lug grooves) that are curved toward the outer side in the tire width direction and inclined to the opposite side of the rotation direction are provided on both sides of the tire equatorial plane, and the lugs A tread pattern provided with sub-grooves extending in the tire circumferential direction from the grooves is used (for example, Patent Document 1).
In Patent Document 1, the inclination angle of the lug groove as the drainage groove with respect to the tire circumferential direction is 0 ° to 45 ° on the center side of the tread that is the stepped side end, and the tread end that is the end portion on the kicking side. Inclination with respect to the tire circumferential direction is set to 65 ° to 90 ° on the portion side, the end portion on the kicking side opens into the lug groove, and the end portion on the stepping side terminates in the land portion defined by the lug groove. A sub-groove whose angle is smaller than the inclination angle of the lug groove is provided to improve drainage efficiency.

特開２０１０−２１５０７８号公報JP 2010-215078 A

しかしながら、特許文献１のサブ溝は傾斜角度よりも小さいことから、ウェットグリップ性能は向上するものの、雪上グリップ性能が低下してしまうといった問題点があった。   However, since the sub-grooves of Patent Document 1 are smaller than the inclination angle, the wet grip performance is improved, but the on-snow grip performance is lowered.

本発明は、従来の問題点に鑑みてなされたもので、ウェットグリップ性能を維持しつつ雪上グリップ性能を向上させることのできるタイヤを提供することを目的とする。   The present invention has been made in view of the conventional problems, and an object of the present invention is to provide a tire that can improve the grip performance on snow while maintaining the wet grip performance.

本発明は、タイヤトレッドの踏み込み側の赤道面から蹴り出し側のタイヤ幅方向外側に向かって延長する、タイヤ周方向に対する傾斜角度がタイヤ周方向で変化する複数のラグ溝と、前記傾斜ラグ溝により区画された陸部とを備えたタイヤであって、前記傾斜ラグ溝の、前記陸部の溝壁から分岐して前記陸部内で終端する、傾斜角度が前記傾斜ラグ溝との分岐点における前記傾斜ラグ溝の接線の傾きに等しく、かつ、終端部が分岐点よりもタイヤ幅方向内側にある副溝を備えることを特徴とする。
このような副溝は、排水性能を向上させるだけでなく、雪上駆動時の前後方向へのブロック倒れ変形による雪の貫入量を大きくできるので、雪上トラクション性能を向上させることができる。したがって、雪上グリップ性能とウェットグリップ性能とをともにに向上させることができる。
なお、「分岐点」は、厳密には、副溝の開口部のタイヤ幅方向外側の点で、図４ （ａ）に示すように、踏み込み側を下側、蹴り出し側を上側とし、タイヤ幅方向を下側としたときに、傾斜ラグ溝１３の上側に凸な部分では、副溝１６Ａは、陸部１４の踏み込み側の溝壁から分岐して陸部１４内で終端し、図４（ｂ）に示すように、下側に凸な部分では、陸部１４の蹴り出し側の溝壁から分岐して陸部１４内で終端する。
また、図４（ｃ）に示すように、傾斜ラグ溝１３の傾斜角度が変化する部分が、傾きの異なる２つの線分ｍ，ｎから成る折れ線部である場合には、タイヤ幅方向外側の線分ｎの始点Ｋが「分岐点」となり、線分ｎの傾きが接線の傾きとなる。なお、傾斜ラグ溝１３の傾斜角度が変化する部分が、傾きの異なる２つの線分を曲線で結んだ部分である場合も、タイヤ幅方向外側の線分の始点が「分岐点」となり、線分の傾きが接線の傾きとなる。
また、副溝の傾斜角度がラグ溝との分岐点におけるラグ溝の接線の傾きに「等しい」とは、副溝１６の傾斜角度が傾斜ラグ溝１３の接線の傾きと一致している場合のみをいうのではなく、角度差Δθが１５°以下（｜Δθ｜≦１５°）の場合を意味する。 The present invention includes a plurality of lug grooves that extend from the equatorial plane on the tread side of the tire tread toward the outer side in the tire width direction on the kick side, and the inclination angle with respect to the tire circumferential direction changes in the tire circumferential direction, and the inclined lug grooves The inclined lug groove is branched from the groove wall of the land portion and terminates in the land portion, and the inclination angle is at a branch point with the inclined lug groove. A sub-groove is provided which is equal to the inclination of the tangent line of the inclined lug groove and whose end portion is on the inner side in the tire width direction from the branch point.
Such sub-grooves not only improve drainage performance, but also can increase the amount of snow penetration due to block collapse in the front-rear direction during driving on snow, thus improving traction performance on snow. Therefore, both the on-snow grip performance and the wet grip performance can be improved.
Strictly speaking, the “branch point” is a point on the outer side in the tire width direction of the opening of the sub-groove, and as shown in FIG. 4A, the stepping side is the lower side and the kicking side is the upper side. When the width direction is set to the lower side, the sub-groove 16A branches from the groove wall on the stepping side of the land portion 14 and terminates in the land portion 14 at a portion protruding upward from the inclined lug groove 13 as shown in FIG. As shown in (b), the portion protruding downward is branched from the groove wall on the kick-out side of the land portion 14 and ends in the land portion 14.
Further, as shown in FIG. 4 (c), when the portion where the inclination angle of the inclined lug groove 13 changes is a broken line portion composed of two line segments m and n having different inclinations, The starting point K of the line segment n becomes the “branch point”, and the slope of the line segment n becomes the slope of the tangent line. Even when the portion where the inclination angle of the inclined lug groove 13 is changed is a portion obtained by connecting two line segments having different inclinations with a curve, the start point of the line segment on the outer side in the tire width direction becomes a “branch point”. The slope of the minute becomes the slope of the tangent.
The inclination angle of the secondary groove is “equal to the inclination of the tangential line of the lug groove at the branch point with the lug groove” only when the inclination angle of the secondary groove 16 matches the inclination of the tangential line of the inclined lug groove 13. This means that the angle difference Δθ is 15 ° or less (| Δθ | ≦ 15 °).

また、前記副溝の溝深さを、前記傾斜ラグ溝の溝深さよりも浅く、かつ、前記分岐点から前記終端部に向かうにしたがって浅く形成すれば、ブロック剛性を確保しつつ、排水性能を向上させることができる。
また、前記副溝のタイヤ幅方向の長さを、前記陸部の前記副溝が形成された箇所のタイヤ幅方向の長さの５０％以上、７０％以下としたので、十分な排水性能及び雪上グリップ力を得ることができる。したがって、雪上グリップ性能とウェットグリップ性能とをともに向上させることができる。
また、前記副溝の溝幅を、前記傾斜ラグ溝の溝幅の１/５以上、１/３以下としたので、排水性能と雪上グリップ力とを確実に得ることができる。 In addition, if the groove depth of the sub-groove is shallower than the groove depth of the inclined lug groove and becomes shallower from the branch point toward the terminal portion, the drainage performance is secured while ensuring block rigidity. Can be improved.
Moreover, since the length of the sub-groove in the tire width direction is 50% or more and 70% or less of the length in the tire width direction of the portion where the sub-groove of the land portion is formed, sufficient drainage performance and A grip on snow can be obtained. Therefore, both the grip performance on snow and the wet grip performance can be improved.
Further, since the groove width of the sub-groove is set to 1/5 or more and 1/3 or less of the groove width of the inclined lug groove, drainage performance and grip force on snow can be obtained with certainty.

なお、前記発明の概要は、本発明の必要な全ての特徴を列挙したものではなく、これらの特徴群のサブコンビネーションもまた、発明となり得る。   The summary of the invention does not list all necessary features of the present invention, and sub-combinations of these feature groups can also be the invention.

本実施の形態に係るタイヤのトレッドパターンを示す図である。It is a figure which shows the tread pattern of the tire which concerns on this Embodiment. 副溝の断面形状を示す図である。It is a figure which shows the cross-sectional shape of a subgroove. 副溝の寸法仕様を示す図である。It is a figure which shows the dimension specification of a subgroove. 副溝の分岐点を説明するための図である。It is a figure for demonstrating the branch point of a subgroove.

図１は本実施の形態に係るタイヤ１０のトレッドパターンの一例を示す図である。同図の上側から下側に向かう方向がタイヤ回転方向で、同図の下側が踏み込み側、上側が蹴り出し側である。また、同図の左右方向がタイヤ幅方向で、ＣＬはタイヤの赤道面である。
同図において、１１はトレッド、１２は主溝、１３は傾斜ラグ溝、１４は陸部、１５はサイプ、１６は副溝である。
主溝１２は、タイヤ幅方向中心に形成されて、タイヤ周方向に沿って連続して延長する周方向溝である。
傾斜ラグ溝１３は、タイヤ周方向に交差するように形成された溝で、赤道面ＣＬの左右にそれぞれ設けられている。右側の傾斜ラグ溝は、左下方から右上方に向かって延長し、左側の傾斜ラグ溝は、右下方から左上方に向かって延長しており、かつ、いずれの傾斜ラグ溝も、踏み込み側で主溝１２に連通し、蹴り出し側でタイヤ幅方向端部に開口している。本例では、主溝１２の溝幅を傾斜ラグ溝１３の溝幅よりも狭く設定している。
主溝１２と傾斜ラグ溝１３，１３とにより陸部１４が区画され、この陸部１４のタイヤ踏面側には、複数のサイプ１５が形成されている。
このように、陸部１４にサイプ１５を設けることで、ブロック剛性を低下させることなく、細かいエッジを増やして、制動・駆動時のエッジ効果を確保することができる。
なお、サイプ１５の延長方向としては、タイヤ周方向及び傾斜ラグ溝１３の延長方向と交差する方向とすることが好ましい。また、サイプ１５の形状としては、図１に示すような直線状のサイプに代えて、折れ線状、もしくは、波上のサイプとしてもよい。また、サイプ１５を、タイヤ径方向で延長方向が変化する３Ｄサイプを用いてもよい。 FIG. 1 is a diagram illustrating an example of a tread pattern of a tire 10 according to the present embodiment. The direction from the upper side to the lower side in the figure is the tire rotation direction, the lower side in the figure is the stepping side, and the upper side is the kicking side. Moreover, the left-right direction of the same figure is a tire width direction, CL is an equatorial plane of a tire.
In the figure, 11 is a tread, 12 is a main groove, 13 is an inclined lug groove, 14 is a land portion, 15 is a sipe, and 16 is a sub-groove.
The main groove 12 is a circumferential groove formed at the center in the tire width direction and continuously extending along the tire circumferential direction.
The inclined lug grooves 13 are grooves formed so as to intersect the tire circumferential direction, and are provided on the left and right sides of the equator plane CL, respectively. The right inclined lug groove extends from the lower left to the upper right, the left inclined lug groove extends from the lower right to the upper left, and any of the inclined lug grooves is on the stepping side. It communicates with the main groove 12 and opens at the end in the tire width direction on the kicking side. In this example, the groove width of the main groove 12 is set narrower than the groove width of the inclined lug groove 13.
A land portion 14 is defined by the main groove 12 and the inclined lug grooves 13, 13, and a plurality of sipes 15 are formed on the tire tread side of the land portion 14.
Thus, by providing the sipe 15 in the land portion 14, it is possible to increase the fine edges without reducing the block rigidity and to secure the edge effect during braking and driving.
The extending direction of the sipe 15 is preferably a direction intersecting the tire circumferential direction and the extending direction of the inclined lug groove 13. Further, the shape of the sipe 15 may be a polygonal line shape or a sipe on a wave instead of the straight sipe as shown in FIG. Alternatively, the sipe 15 may be a 3D sipe whose extending direction changes in the tire radial direction.

副溝１６は、陸部１４の踏み込み側の溝壁から分岐して陸部１４内で終端する片側開放溝で、延長方向とタイヤ周方向とのなす角度である傾斜角度が、傾斜ラグ溝１３との分岐点Ｋにおける傾斜ラグ溝１３の接線の傾きに等しい。
本発明の傾斜ラグ溝１３のように、傾斜角度がタイヤ幅方向外側に行くにしたがって大きくなるような傾斜ラグ溝では、副溝１６は、傾斜ラグ溝１３の傾斜角度が大きい箇所（傾斜ラグ溝１３の方向がタイヤ幅方向に近くなる箇所）に形成されるので、雪上駆動時の前後方向へのブロック倒れ変形による雪の貫入量を大きくできる。すなわち、副溝１６を設けることにより、雪上制動・駆動時の雪中剪断力を得ることができるので、雪上グリップ性能を確保することができる。
また、副溝１６は、傾斜ラグ溝１３の接線方向を向いているので、路面の水を傾斜ラグ溝１３にスムースに導くことができる。したがって、雪上グリップ性能とウェットグリップ性能とをともに向上させることができる。 The sub-groove 16 is a one-side open groove that branches off from the stepping-side groove wall of the land portion 14 and terminates in the land portion 14, and an inclination angle that is an angle formed between the extension direction and the tire circumferential direction is an inclined lug groove 13. Is equal to the inclination of the tangent of the inclined lug groove 13 at the branch point K.
In the inclined lag groove in which the inclination angle increases toward the outer side in the tire width direction as in the inclined lag groove 13 of the present invention, the sub-groove 16 is a portion where the inclination angle of the inclined lag groove 13 is large (inclined lag groove). 13), the amount of snow penetration due to block collapse in the front-rear direction during driving on snow can be increased. That is, by providing the sub-groove 16, it is possible to obtain a shear force in snow during braking and driving on snow, so that grip performance on snow can be ensured.
Further, since the auxiliary groove 16 faces the tangential direction of the inclined lug groove 13, the water on the road surface can be smoothly guided to the inclined lug groove 13. Therefore, both the grip performance on snow and the wet grip performance can be improved.

本例では、図２（ａ）に示すように、副溝１６の溝深さの平均値ｈを、傾斜ラグ溝１３の溝深さＨよりも浅くするとともに、開口部の中心部（以下、始端部Ｐという）から終端部Ｑに向かうにしたがって浅くなるように形成している。具体的には、始端部Ｐでは傾斜ラグ溝１３の溝底に一致し、終端部Ｑの深さがΔｈであるような斜面状、もしくは、図２（ｂ）に示すような、終端部Ｑの深さが浅く、分岐点Ｋ側の深さが深い、タイヤ径方向内側に凸な曲線状の形態が挙げられる。
このように、副溝１６の溝深さを終端部Ｑで浅くして、副溝１６の終端部Ｑを底上げすれば、副溝１６を設けたことによる陸部１４の剛性低下を抑制できるので、十分な操縦安定性能を確保できる。また、終端部Ｑ側の溝深さをが浅くし、始端部Ｐ側の溝深さを深くしたので、副溝１６の水を傾斜ラグ溝にスムースに導くことができる。
また、図２（ｃ）に示すように、副溝１６の断面形状を、始端部Ｐと終端部Ｑとの中間部に平らな部分を有するスロープ状としてもよい。このように、溝深さが一定の中間部を設ければ、陸部１４の倒れこみを更に抑制できるので、タイヤ剛性の低下を確実に抑制することができる。 In this example, as shown in FIG. 2 (a), the average value h of the sub-grooves 16 is made shallower than the groove depth H of the inclined lug grooves 13, and the center of the opening (hereinafter referred to as It is formed so as to become shallower from the start end P) to the end end Q. Specifically, at the start end portion P, the end portion Q coincides with the groove bottom of the inclined lug groove 13 and the end portion Q has a slope of Δh, or the end portion Q as shown in FIG. And a curved shape convex toward the inner side in the tire radial direction.
In this way, if the groove depth of the sub-groove 16 is made shallow at the terminal end Q and the terminal end Q of the sub-groove 16 is raised to the bottom, a decrease in rigidity of the land portion 14 due to the provision of the sub-groove 16 can be suppressed. Sufficient handling stability performance can be secured. Further, since the groove depth on the terminal end portion Q side is made shallow and the groove depth on the start end portion P side is made deep, water in the sub-groove 16 can be smoothly guided to the inclined lug groove.
Further, as shown in FIG. 2C, the cross-sectional shape of the sub-groove 16 may be a slope having a flat portion at the intermediate portion between the start end portion P and the end portion Q. As described above, if the intermediate portion having a constant groove depth is provided, the collapse of the land portion 14 can be further suppressed, so that a decrease in tire rigidity can be reliably suppressed.

また、本例では、図３に示すように、始端部Ｐと終端部Ｑとの距離である副溝１６のタイヤ幅方向の長さｌを、陸部１４の副溝１６が形成された箇所のタイヤ幅方向の長さＬの５０％以上、７０％以下とするとともに、副溝１６の溝幅ｗを、傾斜ラグ溝１３の分岐点Ｋ近傍における溝幅Ｗの１/５以上、１/３以下としている。
これは、ｌがＬの５０％未満である場合、または、ｗがＷの１/５未満である場合には、副溝１６の体積が少ないため、十分な排水性能及び雪上グリップ力を得られないからである。また、ｌがＬの７０％を超えた場合、または、ｗがＷの１/３を超えた場合には、副溝１６が設けられている部分の陸部１４の面積が小さくなるため、陸部１４の剛性が低下してしまうからである。
したがって、雪上グリップ性能とウェットグリップ性能とをともに向上させるためには、０．５Ｌ≦ｌ≦０．７Ｌ、もしくは、Ｗ/５≦ｗ≦Ｗ/３とすることが好ましく、０．５Ｌ≦ｌ≦０．７Ｌ、かつ、Ｗ/５≦ｗ≦Ｗ/３とすれば更に好ましい。 Further, in this example, as shown in FIG. 3, the length 1 in the tire width direction of the sub-groove 16 that is the distance between the start end portion P and the end end portion Q is the position where the sub-groove 16 of the land portion 14 is formed. And 50% or more and 70% or less of the length L in the tire width direction, and the groove width w of the auxiliary groove 16 is 1/5 or more of the groove width W in the vicinity of the branch point K of the inclined lug groove 13; 3 or less.
This is because, when l is less than 50% of L, or when w is less than 1/5 of W, since the volume of the minor groove 16 is small, sufficient drainage performance and on-snow grip force can be obtained. Because there is no. Further, when l exceeds 70% of L, or when w exceeds 1/3 of W, the area of the land portion 14 where the sub-groove 16 is provided becomes small. This is because the rigidity of the portion 14 is lowered.
Therefore, in order to improve both the grip performance on snow and the wet grip performance, it is preferable that 0.5L ≦ l ≦ 0.7L or W / 5 ≦ w ≦ W / 3, and 0.5L ≦ l. More preferably, ≦ 0.7 L and W / 5 ≦ w ≦ W / 3.

以上、本発明を実施の形態及び実施例を用いて説明したが、本発明の技術的範囲は前記実施の形態及び実施例に記載の範囲には限定されない。前記実施の形態に、多様な変更または改良を加えることが可能であることが当業者にも明らかである。そのような変更または改良を加えた形態も本発明の技術的範囲に含まれ得ることが、特許請求の範囲から明らかである。   As mentioned above, although this invention was demonstrated using embodiment and an Example, the technical scope of this invention is not limited to the range as described in the said embodiment and Example. It will be apparent to those skilled in the art that various modifications or improvements can be added to the embodiment. It is apparent from the claims that the embodiments added with such changes or improvements can be included in the technical scope of the present invention.

例えば、前記実施の形態では、一つの陸部１４に１本の副溝１６を設けたが、全ての陸部１４に副溝１６を設ける必要はない。また、一つの陸部１４に複数本の副溝１６を設けてもよい。副溝１６の本数としては、傾斜ラグ溝１３の傾斜角度の変化の度合いなど、トレッドパターンにより、適宜決定されることはいうまでもない。
また、前記実施の形態では、傾斜角度がタイヤ幅方向外側に行くにしたがって大きくなる傾斜ラグ溝１３について説明したが、本発明は、図４（ｂ）に示すような、傾斜角度が一度小さくなった後に大きくなるような傾斜ラグ溝にも適用可能である。
なお、円弧上の傾斜ラグ溝の場合には、どこにでも副溝１６を設けることができるが、雪上トラクション性能を向上させるためには、傾斜ラグ溝１３の傾斜角度が６０°以上になった箇所に副溝１６を設けることが好ましい。 For example, in the embodiment, one sub-groove 16 is provided in one land portion 14, but it is not necessary to provide the sub-grooves 16 in all land portions 14. A plurality of sub-grooves 16 may be provided in one land portion 14. Needless to say, the number of sub-grooves 16 is appropriately determined according to the tread pattern, such as the degree of change in the inclination angle of the inclined lug groove 13.
Moreover, in the said embodiment, although the inclination lug groove 13 which becomes large as an inclination angle goes to a tire width direction outer side was demonstrated, as for this invention, an inclination angle once becomes small as shown in FIG.4 (b). The present invention can also be applied to an inclined lug groove that becomes larger after a while.
In the case of an inclined lug groove on an arc, the secondary groove 16 can be provided anywhere. However, in order to improve the traction performance on snow, the inclined angle of the inclined lug groove 13 is 60 ° or more. It is preferable to provide the sub-groove 16 in the.

また、前記実施の形態では、タイヤ幅方向中心に形成された周方向溝（主溝１２）を有するトレッドパターンについて説明したが、主溝１２を省略してもよい。すなわち、主溝１２の溝幅は傾斜ラグ溝１３の溝幅よりも狭いので、主溝１２を省略しても排水性能が大きく低下することはない。したがって、ブロック剛性を確保することを優先する場合には、主溝１２を省略することが好ましい。
逆に、２本の傾斜ラグ溝１３，１３に連通する、タイヤ周方向に近い方向に延長する細溝を設けるようにしてもよい。このようなトレッドパターンは、ブロック剛性を確保する目的で傾斜ラグ溝１３の溝幅を狭くした場合に有効である。
また、前記実施の形態では、ブロックパターンを有するタイヤについて説明したが、本発明は、例えば、タイヤセンター部に周方向に連続するリブ状陸部を有するタイヤなどにも適用可能であることはいうまでもない。 Moreover, although the said embodiment demonstrated the tread pattern which has the circumferential groove | channel (main groove 12) formed in the tire width direction center, you may abbreviate | omit the main groove 12. FIG. That is, since the groove width of the main groove 12 is narrower than the groove width of the inclined lug groove 13, the drainage performance will not be greatly reduced even if the main groove 12 is omitted. Therefore, when priority is given to securing block rigidity, it is preferable to omit the main groove 12.
Conversely, a narrow groove that communicates with the two inclined lug grooves 13 and 13 and extends in a direction close to the tire circumferential direction may be provided. Such a tread pattern is effective when the groove width of the inclined lug groove 13 is narrowed in order to ensure block rigidity.
Moreover, in the said embodiment, although the tire which has a block pattern was demonstrated, it says that this invention is applicable also to the tire etc. which have the rib-shaped land part which continues to the circumferential direction in a tire center part, for example. Not too long.

１０ タイヤ、１１ トレッド、１２ 主溝、１３ 傾斜ラグ溝、１４ 陸部、
１５ サイプ、１６ 副溝、ＣＬ 赤道面。 10 tires, 11 treads, 12 main grooves, 13 inclined lug grooves, 14 land sections,
15 Sipe, 16 Minor groove, CL Equatorial plane.

Claims (4)

タイヤトレッドの踏み込み側の赤道面から蹴り出し側のタイヤ幅方向外側に向かって延長する、タイヤ周方向に対する傾斜角度がタイヤ周方向で変化する複数の傾斜ラグ溝と、前記傾斜ラグ溝により区画された陸部とを備えたタイヤであって、
前記傾斜ラグ溝の、前記陸部の溝壁から分岐して前記陸部内で終端する、傾斜角度が前記傾斜ラグ溝との分岐点における前記傾斜ラグ溝の接線の傾きに等しく、かつ、終端部が分岐点よりもタイヤ幅方向内側にある副溝を備えることを特徴とするタイヤ。 A plurality of inclined lug grooves extending from the equatorial plane on the tread side of the tire tread toward the outer side in the tire width direction on the kicking side, the inclination angle with respect to the tire circumferential direction changing in the tire circumferential direction, and the inclined lug grooves Tire with a land portion,
The inclined lug groove is branched from the groove wall of the land portion and ends in the land portion, the inclination angle is equal to the inclination of the tangent line of the inclined lug groove at the branch point with the inclined lug groove, and the terminal portion Is provided with a secondary groove located on the inner side in the tire width direction than the branch point. 前記副溝の溝深さが、前記傾斜ラグ溝の溝深さよりも浅く、かつ、前記分岐点から前記終端部に向かうにしたがって浅くなっていることを特徴とする請求項１に記載のタイヤ。   2. The tire according to claim 1, wherein a groove depth of the sub-groove is shallower than a groove depth of the inclined lug groove, and becomes shallower from the branch point toward the terminal portion. 前記副溝のタイヤ幅方向の長さが、前記陸部の前記副溝が形成された箇所のタイヤ幅方向の長さの５０％以上、７０％以下であることを特徴とする請求項１または請求項２に記載のタイヤ。   The length in the tire width direction of the sub-groove is 50% or more and 70% or less of the length in the tire width direction of the portion of the land portion where the sub-groove is formed. The tire according to claim 2. 前記副溝の溝幅が、前記傾斜ラグ溝の前記分岐点における溝幅の１/５以上、１/３以下であることを特徴とする請求項１〜請求項３のいずれかに記載のタイヤ。   4. The tire according to claim 1, wherein a groove width of the sub-groove is 1/5 or more and 1/3 or less of a groove width at the branch point of the inclined lug groove. .
JP2014124169A 2014-06-17 2014-06-17 tire Active JP6318018B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2014124169A JP6318018B2 (en) 2014-06-17 2014-06-17 tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2014124169A JP6318018B2 (en) 2014-06-17 2014-06-17 tire

Publications (2)

Publication Number Publication Date
JP2016002859A true JP2016002859A (en) 2016-01-12
JP6318018B2 JP6318018B2 (en) 2018-04-25

Family

ID=55222496

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2014124169A Active JP6318018B2 (en) 2014-06-17 2014-06-17 tire

Country Status (1)

Country Link
JP (1) JP6318018B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017126375A1 (en) * 2016-01-21 2017-07-27 横浜ゴム株式会社 Pneumatic tire

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05319023A (en) * 1992-05-14 1993-12-03 Bridgestone Corp Pneumatic tire
JP2000264020A (en) * 1999-03-16 2000-09-26 Bridgestone Corp Pneumatic tire
JP2006143139A (en) * 2004-11-24 2006-06-08 Bridgestone Corp Pneumatic tire
JP2010030583A (en) * 2008-06-26 2010-02-12 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2013169886A (en) * 2012-02-21 2013-09-02 Bridgestone Corp Tire

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05319023A (en) * 1992-05-14 1993-12-03 Bridgestone Corp Pneumatic tire
JP2000264020A (en) * 1999-03-16 2000-09-26 Bridgestone Corp Pneumatic tire
JP2006143139A (en) * 2004-11-24 2006-06-08 Bridgestone Corp Pneumatic tire
JP2010030583A (en) * 2008-06-26 2010-02-12 Yokohama Rubber Co Ltd:The Pneumatic tire
JP2013169886A (en) * 2012-02-21 2013-09-02 Bridgestone Corp Tire

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017126375A1 (en) * 2016-01-21 2017-07-27 横浜ゴム株式会社 Pneumatic tire
JP2017128253A (en) * 2016-01-21 2017-07-27 横浜ゴム株式会社 Pneumatic tire
CN108349329A (en) * 2016-01-21 2018-07-31 横滨橡胶株式会社 Pneumatic tire
RU2687540C1 (en) * 2016-01-21 2019-05-14 Дзе Йокогама Раббер Ко., Лтд. Pneumatic tire
US11577551B2 (en) 2016-01-21 2023-02-14 The Yokohama Rubber Co., Ltd. Pneumatic tire

Also Published As

Publication number Publication date
JP6318018B2 (en) 2018-04-25

Similar Documents

Publication Publication Date Title
JP6278843B2 (en) tire
JP5840489B2 (en) Pneumatic tire
JP5890361B2 (en) Pneumatic tire
WO2015186443A1 (en) Pneumatic tire
US10023012B2 (en) Tire
JP6274868B2 (en) Pneumatic tire
WO2009130936A1 (en) Pneumatic tire
JP6092569B2 (en) Pneumatic tire
JP6514869B2 (en) Pneumatic tire
US10189314B2 (en) Pneumatic tire
JP6434270B2 (en) Pneumatic tire for snow
JP2008037139A (en) Pneumatic tire
US10576791B2 (en) Tire
JP6686439B2 (en) Pneumatic tire
JP2018020668A (en) Pneumatic tire
JP5923125B2 (en) Pneumatic tire
US20150266345A1 (en) Pneumatic tire
JP6318018B2 (en) tire
JP2012030647A (en) Pneumatic tire
JP6082367B2 (en) Pneumatic tire
JP6371124B2 (en) tire
JP2007083810A (en) Pneumatic tire
JP2017001523A (en) tire
KR101583426B1 (en) PNEUMATIC Vehicle tire
WO2015159796A1 (en) Tire

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20170403

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20171117

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20171205

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20180131

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20180306

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20180402

R150 Certificate of patent or registration of utility model

Ref document number: 6318018

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250