JP5435905B2 - tire - Google Patents

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JP5435905B2
JP5435905B2 JP2008185960A JP2008185960A JP5435905B2 JP 5435905 B2 JP5435905 B2 JP 5435905B2 JP 2008185960 A JP2008185960 A JP 2008185960A JP 2008185960 A JP2008185960 A JP 2008185960A JP 5435905 B2 JP5435905 B2 JP 5435905B2
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tire
narrow groove
tread
equator
groove
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JP2010023610A (en
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秀敏 依田
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Bridgestone Corp
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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
    • B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation

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  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Description

本発明はタイヤ、特には、耐摩耗性の向上と発熱性の低下とを両立した建設車両用タイヤに関する。   The present invention relates to a tire, and more particularly to a construction vehicle tire that achieves both improved wear resistance and reduced heat generation.

従来、タイヤの摩耗寿命、すなわち摩耗末期までのタイヤの使用寿命を向上させるために、耐摩耗性の優れたトレッドを用いること、トレッドゲージを厚くすること、ネガティブ比を小さくしてトレッドのゴム量を多くすること、或いは、キャップ／ベース構造のトレッドにおいてはキャップのゲージ比率を上げること等の方法が採られてきた。しかしながら、いずれの方法によってもトレッドの発熱が増加するため、熱による故障が発生しやすくなる問題があった。   Conventionally, in order to improve the wear life of the tire, that is, the service life of the tire until the end of wear, use a tread with excellent wear resistance, thicken the tread gauge, reduce the negative ratio, and the amount of rubber in the tread In a tread having a cap / base structure, methods such as increasing the gauge ratio of the cap have been adopted. However, any method increases the heat generation of the tread, so that there is a problem that a failure due to heat tends to occur.

また、タイヤの耐摩耗性を向上させるために、トレッドの中央領域にタイヤ幅方向に延びる狭幅溝を設けたタイヤも提案されている（特許文献１）。この場合、トレッドゲージを大きくしたり、ネガティブ比を小さくしても、狭幅溝による放熱効果によって発熱を低減できる。更に、前記狭幅溝は、中央領域に設けることによって、接地時においては完全に閉じることによって、トレッドの中央領域の剛性を向上させると共に、幅方向に発生する径差を吸収するため、耐摩耗性が向上する。 In order to improve the wear resistance of the tire, a tire is also proposed in which a narrow groove extending in the tire width direction is provided in the center region of the tread (Patent Document 1). In this case, even if the tread gauge is increased or the negative ratio is decreased, the heat generation can be reduced by the heat dissipation effect by the narrow groove. Further, the narrow groove is provided in the central region, and is completely closed at the time of ground contact, thereby improving the rigidity of the central region of the tread and absorbing the diameter difference generated in the width direction. Improves.

特開２００８−６２７０６号公報JP 2008-62706 A

上記の従来技術により、タイヤの耐摩耗性は向上したものの、市場には、更に耐摩耗性を向上させ、発熱性を低下させたタイヤを提供することへの要請がある。   Although the wear resistance of the tire has been improved by the above-described conventional technology, there is a demand on the market to provide a tire having further improved wear resistance and reduced heat generation.

そこで、本発明は耐摩耗性の向上と発熱性の低下とを、更に高い次元で両立することができるタイヤのトレッドパターンを提供することを目的とする。   Therefore, an object of the present invention is to provide a tire tread pattern that can achieve both higher wear resistance and lower heat generation at a higher level.

本発明者は、車両の前輪に装着したタイヤについて、走行後のタイヤのトレッド踏面の摩耗状態を詳細に観察したところ、陸部がタイヤ幅方向に動いて摩耗に至った痕跡が残っていた。この痕跡は、とりわけタイヤ赤道と接地端の中間点、いわゆる１／４点を中心に認められた。こうした痕跡は、路面を蹴り出した時にトレッドに働くタイヤ幅方向外側への動きが発生していることを示しており、車両がコーナーを曲がるときのサイドフォースなどによって更に助長されるものと考えられる。   The inventor has observed in detail the wear state of the tread surface of the tire after running on the tire mounted on the front wheel of the vehicle, and there remains a trace that the land portion has moved in the tire width direction and has been worn. This trace was recognized mainly at the middle point between the tire equator and the ground contact edge, so-called 1/4 point. These traces indicate that the outward movement in the tire width direction that acts on the tread when kicking off the road surface is occurring, and it is thought that it is further encouraged by side forces etc. when the vehicle turns around the corner .

従って、タイヤの耐摩耗性を更に向上させるためには、タイヤ回転時、特に路面蹴り出し時においてタイヤ幅方向外側へのトレッド陸部の動きを抑制することが必要であるとの知見を得た。   Accordingly, in order to further improve the wear resistance of the tire, it has been found that it is necessary to suppress the movement of the tread land portion toward the outer side in the tire width direction when the tire rotates, particularly when the road surface is kicked out. .

本発明者は、上記目的を達成するために鋭意検討した結果、トレッド端からタイヤの赤道に向かって延びるラグ溝の先端からタイヤ赤道に向かって延びる狭幅溝を、所定の条件で配置することによって、路面蹴り出し時のタイヤ幅方向外側へのトレッドの動きが少なくなり、耐摩耗性の向上と発熱性の低下との両立が可能になることを見出し、本発明を完成するに至った。   As a result of intensive studies to achieve the above object, the present inventor arranges a narrow groove extending from the tip of the lug groove extending from the tread end toward the tire equator to the tire equator under predetermined conditions. As a result, it has been found that the movement of the tread toward the outer side in the tire width direction when the road surface is kicked out is reduced, and it is possible to achieve both improvement in wear resistance and reduction in heat generation, thereby completing the present invention.

すなわち、本発明の要旨構成は以下の通りである。
（１）タイヤのトレッド端からタイヤの赤道に向かって延びるラグ溝を複数本有し、タイヤ回転方向が指定されるタイヤであって、
前記ラグ溝のタイヤの赤道側の端部からタイヤの赤道に向かって延びる狭幅溝を有し、
全ての該狭幅溝を、該狭幅溝がタイヤ幅方向外側からタイヤ幅方向内側に向かうにつれ、タイヤ回転方向側に向かって延びるように、タイヤ回転方向に傾けて配置してなり、
前記狭幅溝は、該狭幅溝の終端がタイヤ赤道からトレッド半幅の５％以下の距離に位置していることを特徴とするタイヤ。 That is, the gist of the present invention is as follows.
(1) A tire having a plurality of lug grooves extending from the tread edge of the tire toward the equator of the tire, the tire rotating direction being designated,
A narrow groove extending from the end of the lug groove on the equator side of the tire toward the equator of the tire;
All of the narrow grooves are arranged to be inclined in the tire rotation direction so that the narrow grooves extend toward the tire rotation direction side as the narrow groove extends from the tire width direction outer side to the tire width direction inner side,
The narrow groove, the tire characterized in that the end of the narrow groove is positioned at the 5% of the distance of the tread half width from the tire equator.

（２）前記狭幅溝は、始端と終端とを結ぶ線分がタイヤの赤道に対して３０〜７０°の角度で傾けて配置した前記（１）に記載のタイヤ。   (2) The tire according to (1), wherein the narrow groove is arranged such that a line segment connecting the start end and the end end is inclined at an angle of 30 to 70 ° with respect to the tire equator.

（３）前記狭幅溝は、ラグ溝の間隔のピッチの３〜８％の開口幅を有する前記（１）又は（２）に記載のタイヤ。   (3) The tire according to (1) or (2), wherein the narrow groove has an opening width of 3 to 8% of a pitch of a gap between lug grooves.

（４）前記狭幅溝は、曲線状に延びる形状を有する前記（１）〜（３）のいずれか一項に記載のタイヤ。   (4) The tire according to any one of (1) to (3), wherein the narrow groove has a curved shape.

（５）前記ラグ溝は、タイヤ断面高さの５〜１５％の深さを有する前記（１）〜（４）のいずれか一項に記載のタイヤ。   (5) The tire according to any one of (1) to (4), wherein the lug groove has a depth of 5 to 15% of a tire cross-sectional height.

（６）タイヤ赤道上に、タイヤ周方向に延びる細溝を有する前記（１）〜（５）のいずれか一項に記載のタイヤ。 (6) The tire according to any one of (1) to (5), including a narrow groove extending in a tire circumferential direction on the tire equator .

本発明に従って、前記狭幅溝をタイヤ回転方向に傾けて配置することにより、耐摩耗性の向上と発熱性の低下とを両立したタイヤが提供できる。   According to the present invention, by arranging the narrow groove to be inclined in the tire rotation direction, a tire having both improved wear resistance and reduced heat generation can be provided.

以下に、図面を参照しつつ本発明を詳細に説明する。図１は本発明のトレッドの部分展開図であり、図２は図１の斜線部で示すトレッドブロックの動きを説明する図である。   Hereinafter, the present invention will be described in detail with reference to the drawings. FIG. 1 is a partial development view of the tread of the present invention, and FIG. 2 is a diagram for explaining the movement of the tread block indicated by the hatched portion in FIG.

本発明のタイヤは、図１に示すように、トレッド端１からタイヤの赤道ＣＬに向かって延びるラグ溝２を複数本有し、タイヤ回転方向４が指定されて使用に供される。かような基本トレッドパターンにおいて、更に前記ラグ溝２の先端からタイヤ赤道ＣＬ方向に延びる狭幅溝３を有し、該狭幅溝３がタイヤ回転方向４に対して傾けて設けることが肝要である。なお、図１に示すトレッドパターンでは、タイヤの赤道面を挟む両側に、タイヤ周方向に延びる細溝１０を有し、排水性を確保しているが、細溝１０は省略しても良い。ここで、タイヤ回転方向とは、タイヤを車両に装着し、前進する時にタイヤが回転する方向を指す。   As shown in FIG. 1, the tire of the present invention has a plurality of lug grooves 2 extending from the tread end 1 toward the equator CL of the tire, and the tire rotation direction 4 is designated for use. In such a basic tread pattern, it is important that the narrow groove 3 further extends from the tip of the lug groove 2 in the tire equator CL direction, and the narrow groove 3 is inclined with respect to the tire rotation direction 4. is there. In the tread pattern shown in FIG. 1, the narrow grooves 10 extending in the tire circumferential direction are provided on both sides sandwiching the equator plane of the tire to ensure drainage, but the narrow grooves 10 may be omitted. Here, the tire rotation direction refers to a direction in which the tire rotates when the tire is mounted on the vehicle and moves forward.

次に、前記狭幅溝３がタイヤ回転方向４に傾けて設けられていることによる作用について、図１に斜線部分Ｃをブロックに見立て、該ブロックＣに着目して説明する。すなわち、該ブロックＣは、図２に示すように、タイヤが回転すると接地開始端６はタイヤ回転方向４と逆向に推移する。その際、ブロックＣでは、まずトレッド中央領域に位置する狭幅溝３の終端Ｂに対応する部分から接地する。この後、ブロックＣの接地開始端６がタイヤ回転方向４と逆向に移るにつれて、該ブロックは押しつぶされてクラッシング変形し、ブロックＣはタイヤ幅方向外側７の方向に押し出される。次いで、１／４点等が接地し、最後に該トレッドブロックが路面を蹴り出した際には、路面に接地時にタイヤ幅方向外側に押し出されたトレッドブロックが押し戻されることによって、トレッドブロックはタイヤ幅方向内側へ動くことになる。
従って、本発明のタイヤにおいて、トレッドブロックが路面を蹴り出した際には、前記タイヤ幅方向内側への動きと、タイヤが路面を蹴り出した際に生じるタイヤ幅方向外側へ動きとが相殺されることになる。それ故、上記のタイヤの蹴り出し時における陸部のタイヤ幅方向の動きに起因したタイヤ幅方向の摩耗が抑制される。この効果は、このタイヤ幅方向外側への動きによる摩耗が最も激しいトレッド上の１／４点において顕著である。ここで、トレッドにおいて、狭幅溝をタイヤ幅方向と水平に設けると、クラッシング変形による７の向きへのゴムの動きが無くなり、摩耗抑制効果が出ない。更に、狭幅溝をタイヤの回転方向と逆向に傾けると、１／４点側から先に接地する事となり、ゴムの動きが７と逆向きとなってしまい摩耗を更に悪化させてしまう事となる。また、ラグ溝を有するタイヤは、踏込み端よりも蹴り出し端の摩耗量が大きいため、いわゆるヒール・アンド・トゥ摩耗が発生し易いが、本発明のタイヤは、上述したように、蹴り出し端における摩耗が軽減されるので、ヒール・アンド・トゥ摩耗も改善される。
更に、狭幅溝は、トレッド接地時に溝が閉じる程度の開口幅とすれば、狭幅溝を設けることによってトレッド中央領域における剛性が低下することもない。また更に、狭幅溝はトレッド中央領域の放熱を促進する効果も有しているので、タイヤの発熱性の低下にも寄与する。 Next, the effect of the narrow groove 3 being inclined in the tire rotation direction 4 will be described with reference to the block C, with the shaded portion C in FIG. That is, in the block C, as shown in FIG. 2, when the tire rotates, the ground contact start end 6 changes in the opposite direction to the tire rotation direction 4. At that time, in the block C, first, grounding is performed from a portion corresponding to the end B of the narrow groove 3 located in the tread central region. Thereafter, as the ground contact start end 6 of the block C moves in the direction opposite to the tire rotation direction 4, the block is crushed and subjected to crushing deformation, and the block C is pushed out toward the outer side 7 in the tire width direction. Next, when the 1/4 point etc. touches the ground and the tread block kicks off the road surface at the end, the tread block pushed outward in the tire width direction at the time of touching is pushed back onto the road surface, so that the tread block becomes a tire. It will move inward in the width direction.
Therefore, in the tire of the present invention, when the tread block kicks off the road surface, the movement toward the inner side in the tire width direction is offset from the movement toward the outer side in the tire width direction that occurs when the tire kicks off the road surface. Will be. Therefore, wear in the tire width direction due to movement of the land portion in the tire width direction when the tire is kicked out is suppressed. This effect is remarkable at the ¼ point on the tread where the wear due to the outward movement in the tire width direction is the highest. Here, in the tread, when the narrow groove is provided horizontally with the tire width direction, the rubber does not move in the direction 7 due to the crushing deformation, and the wear suppressing effect does not appear. Furthermore, if the narrow groove is tilted in the direction opposite to the tire rotation direction, it will contact the ¼ point side first, and the rubber movement will be in the opposite direction to 7, which will further deteriorate the wear. Become. In addition, since the tire having the lug groove has a larger amount of wear at the kicking end than the stepping end, so-called heel and toe wear is likely to occur. However, as described above, the tire of the present invention has a kicking end. Since the wear at the end is reduced, heel and toe wear is also improved.
Further, if the narrow groove has an opening width enough to close the groove when the tread is grounded, the rigidity in the central region of the tread is not lowered by providing the narrow groove. Furthermore, since the narrow groove has an effect of promoting heat dissipation in the tread central region, it contributes to a decrease in the heat generation of the tire.

なお、前記タイヤ回転方向とは、タイヤを車両に装着し、車両が前進する際にタイヤが回転する方向を指す。また、ラグ溝の先端とは、ラグ溝のタイヤ幅方向内側の端部を指す。また、本発明のタイヤのトレッドのネガティブ比は、耐摩耗性への効果を考慮すれば３０％以下が好ましい。   The tire rotation direction refers to a direction in which the tire rotates when the tire is mounted on the vehicle and the vehicle moves forward. Moreover, the front-end | tip of a lug groove points out the edge part inside the tire width direction of a lug groove. Further, the negative ratio of the tread of the tire of the present invention is preferably 30% or less in consideration of the effect on wear resistance.

本発明のタイヤにおいては、図１に示すように、前記狭幅溝３は、この狭幅溝の始端Ａと狭幅溝の終端Ｂとを結ぶラインのタイヤ回転方向に対してなす角度αが３０〜７０°であることが好ましい。前記角度が７０°超えであると、前記ブロック領域のタイヤ幅方向の動きが小さすぎて、タイヤの耐摩耗性を向上させる効果が十分でなく、３０°未満であると、前記ブロック領域のタイヤ幅方向の動きが大きくなりすぎて逆に耐摩耗性が悪化する。   In the tire of the present invention, as shown in FIG. 1, the narrow groove 3 has an angle α formed with respect to the tire rotation direction of a line connecting the start end A of the narrow groove and the end B of the narrow groove. It is preferable that it is 30-70 degrees. If the angle exceeds 70 °, the movement in the tire width direction of the block region is too small, and the effect of improving the wear resistance of the tire is not sufficient. If the angle is less than 30 °, the tire in the block region The movement in the width direction becomes too large, and conversely the wear resistance deteriorates.

また、本発明のタイヤにおいて、前記狭幅溝は、ラグ溝の間隔のピッチの３〜８％の開口幅を有することが好ましい。ここで、前記狭幅溝の溝幅がラグ溝の間隔のピッチの３％未満であると狭幅溝による発熱低減効果がなくなり、トレッドの温度上昇によりトレッドとベルトがセパレーションを生じてタイヤが故障してしまい、８％超えであると、タイヤ接地時に狭幅溝が閉じなくなってしまいトレッド中央領域の剛性が低下して耐摩耗性が低下する。ここで、ラグ溝の間隔のピッチとは、図１に示すように、タイヤ周方向に隣接した、狭幅溝の始端Ａの、タイヤ周方向の間隔Ｐを意味している。 In the tire of the present invention, it is preferable that the narrow groove has an opening width of 3 to 8% of the pitch of the lug groove interval. Here, if the groove width of the narrow groove is less than 3% of the pitch between the lug grooves, the heat reduction effect by the narrow groove is lost, and the tread and the belt are separated due to the temperature increase of the tread, causing the tire to malfunction. Therefore, if it exceeds 8%, the narrow groove cannot be closed when the tire is in contact with the ground, the rigidity of the tread central region is lowered, and the wear resistance is lowered. Here, the pitch of the gaps between the lug grooves means the gap P in the tire circumferential direction of the start end A of the narrow groove adjacent to the tire circumferential direction as shown in FIG.

本発明のタイヤにおいては、狭幅溝の面積を多くする事による空冷効果を得ることを考えれば、前記狭幅溝は、曲線状に延びる形状を有することが好ましいが、直線状に延びる形状を有していてもよい。 In the tire of the present invention, considering that an air cooling effect is obtained by increasing the area of the narrow groove, the narrow groove preferably has a shape extending in a curved shape, but a shape extending in a straight shape. You may have.

本発明において、前記ラグ溝は、タイヤ断面高さの５〜１５％の深さを有することが好ましい。ここで、前記ラグ溝の深さがタイヤ断面高さの５％未満であると市場で必要とされる摩耗によるタイヤ寿命が得られず、１５％超えであると発熱が高くなり熱による故障が発生する為である。なお、タイヤ断面高さとは、図３に示すように、一対のビード部８及び一対のサイドウォール部９と、両サイドウォール部９に連なるトレッド部１２とを有するタイヤにおいて、ビードトゥ１３ともう一方のビードトゥ１３とを通るビード線ＢＬとタイヤ赤道ＣＬとの交点Ｌから、前記トレッド部１２の表面までの高さＳＨを指す。   In the present invention, the lug groove preferably has a depth of 5 to 15% of the tire cross-sectional height. Here, if the depth of the lug groove is less than 5% of the tire cross-section height, the tire life due to wear required in the market cannot be obtained, and if it exceeds 15%, the heat generation becomes high and a failure due to heat occurs. This is because it occurs. As shown in FIG. 3, the tire cross-sectional height refers to a bead toe 13 and the other in a tire having a pair of bead portions 8 and a pair of sidewall portions 9 and a tread portion 12 connected to both sidewall portions 9. The height SH from the intersection L of the bead line BL passing through the bead toe 13 and the tire equator CL to the surface of the tread portion 12 is indicated.

本発明のタイヤにおいて、図１に示すように、該溝の終端Ｂがタイヤ赤道からトレッド半幅の５％以下の距離に位置していること、すなわちタイヤ赤道から狭幅溝の終端Ｂまでの距離Ｗ１がトレッド半幅の５％以下であることが好ましい。狭幅溝の終端Ｂが上記範囲に配置されていることによって、ブロックＣ側から接地することで発生する７方向のゴムの動きを発生させることができる。ここで、「狭幅溝の終端が、タイヤ赤道からトレッド半幅の５％以下の距離に位置している」とは、狭幅溝の終端Ｂが、タイヤ赤道からトレッド半幅の５％以下の距離にあり、タイヤ周方向に広がる帯状の領域内に位置していることを意味する。なお、以下の実施例等において、この距離が正の場合は、狭幅溝の始端Ａ及び狭幅溝の終端Ｂがタイヤ赤道に対して同じ側に位置していること、負の場合は異なる側に位置していることを意味する。 In the tire of the present invention, as shown in FIG. 1, the end B of the groove is located at a distance of 5% or less of the tread half width from the tire equator, that is, the distance from the tire equator to the end B of the narrow groove. W1 is preferably 5% or less of the tread half width. By arranging the end B of the narrow groove in the above range, it is possible to generate the movement of the rubber in the seven directions generated by grounding from the block C side. Here, “the end of the narrow groove is located at a distance of 5% or less of the tread half width from the tire equator” means that the end B of the narrow groove is a distance of 5% or less of the tread half width from the tire equator. It means that it is located in a belt-like region extending in the tire circumferential direction. In the following examples and the like, when this distance is positive, the narrow groove starting point A and the narrow groove terminal B are located on the same side with respect to the tire equator, and the negative case is different. It means that it is located on the side.

更に、本発明のタイヤにおいて、図７に示すように、タイヤ赤道上に、タイヤ周方向に延びる細溝１１を有することが好適である。タイヤ表面においては、タイヤ中央領域の発熱が一番高くなるが、タイヤ赤道に細溝を設けることによってタイヤ中央領域の冷却を促進することができる。   Furthermore, in the tire of the present invention, as shown in FIG. 7, it is preferable to have a narrow groove 11 extending in the tire circumferential direction on the tire equator. On the tire surface, the heat generation in the tire central region is highest, but cooling of the tire central region can be promoted by providing a narrow groove in the tire equator.

本発明のタイヤは、トレッド端からタイヤの赤道に向かって延びるラグ溝を複数本有し、タイヤ回転方向が指定され、前記ラグ溝の先端からタイヤ赤道方向に延びる狭幅溝を有するタイヤにおいて、前記狭幅溝がタイヤ回転方向に傾けて設けられていること以外特に限定されず、公知の構造及び部材を用いて製造できる。   The tire of the present invention has a plurality of lug grooves extending from the tread end toward the tire equator, the tire rotation direction is specified, and the tire having a narrow groove extending from the tip of the lug groove in the tire equator direction, The narrow groove is not particularly limited except that it is provided to be inclined in the tire rotation direction, and can be manufactured using a known structure and member.

本発明のタイヤは、空気入りタイヤであってもソリッドタイヤであってもよく、空気入りタイヤである場合、該タイヤ中に充填する気体としては、通常の或いは酸素分圧を調整した空気の他、窒素、アルゴン、ヘリウム等の不活性ガスを用いることができる。また、本発明のタイヤは、重荷重用タイヤ、特に、建設車両用の空気入りラジアルタイヤとして好適に使用できる。   The tire of the present invention may be a pneumatic tire or a solid tire. In the case of a pneumatic tire, the gas filled in the tire may be normal or oxygen having an adjusted partial pressure of oxygen. An inert gas such as nitrogen, argon or helium can be used. The tire of the present invention can be suitably used as a heavy duty tire, particularly as a pneumatic radial tire for construction vehicles.

本発明のタイヤのトレッドパターンのバリエーションとしては、例えば、図５に示すように、狭幅溝３が直線状に延びているトレッドパターン、図６に示すように狭幅溝３が曲線状に延びているトレッドパターン、図７に示すように狭幅溝３が曲線状に延び、且つこの終端がタイヤ赤道上に延びる細溝につながっているトレッドパターン、が挙げられる。   As a variation of the tread pattern of the tire of the present invention, for example, as shown in FIG. 5, a tread pattern in which the narrow groove 3 extends linearly, and as shown in FIG. 6, the narrow groove 3 extends in a curved shape. 7, a tread pattern in which the narrow groove 3 extends in a curved shape as shown in FIG. 7 and this end is connected to a narrow groove extending on the tire equator.

以下、実施例により本発明を更に具体的に説明するが、本発明はこれらの実施例によって何ら限定されるものではなく、その要旨を変更しない範囲において適宜変更可能である。   EXAMPLES Hereinafter, the present invention will be described more specifically with reference to examples. However, the present invention is not limited to these examples, and can be appropriately changed without departing from the scope of the present invention.

（実施例１〜５）
比較例１として図４に示すように、狭幅溝３は直線状に延び、且つタイヤ回転方向に対して垂直に配置してなるトレッドパターン、実施例１〜３としてそれぞれ図５〜７に示すトレッドパターン、実施例４、５および比較例２、３として図６に示すトレッドパターンを用いて、タイヤサイズ４６／９０Ｒ５７の空気入りタイヤを製造し、適用リムに組み付け、標準空気圧を充填した後、２４０トントラックに装着した。これらタイヤについて、下記の方法により耐摩耗性及び発熱性について評価した。結果を表１に示す。 (Examples 1 to 5 )
As shown in FIG. 4 as Comparative Example 1 , the narrow groove 3 extends in a straight line and is arranged perpendicular to the tire rotation direction, and Examples 1 to 3 are shown in FIGS. Using the tread pattern shown in FIG. 6 as the tread pattern, Examples 4 and 5 and Comparative Examples 2 and 3 , a pneumatic tire having a tire size of 46 / 90R57 was manufactured, assembled to the applicable rim, and filled with standard air pressure. It was mounted on a 240-ton truck. These tires were evaluated for wear resistance and heat generation by the following methods. The results are shown in Table 1.

（耐摩耗性の評価方法）
耐摩耗性は、銅鉱山で実車車両として２４０トンのダンプカーにタイヤ回転方向にタイヤを装着して走行させ、かかるタイヤの約３ヶ月後の溝深さを測定し、新品時の溝深さからの差を摩耗量として（走行時間）／（摩耗量）を計算することによって評価した。なお、比較例１の値を１００としてその他の値を指数化した。指数値が大きいほど耐摩耗性に優れることを示す。 (Abrasion resistance evaluation method)
Abrasion resistance is measured by measuring the groove depth after about 3 months from a groove depth at the time of a new article. The difference was evaluated by calculating (travel time) / (wear amount) with the wear amount as a wear amount. In addition, the value of the comparative example 1 was set to 100, and the other values were indexed. It shows that it is excellent in abrasion resistance, so that an index value is large.

（発熱性の評価方法）
発熱性は、上記２４０トンのダンプカーに新品のタイヤを装着し、１日走行させた後、かかるタイヤのベルトの最外層におけるタイヤ赤道上の任意の部分で温度を測定することによって評価した。なお、比較例１の値を１００としてその他の測定値を指数化した。指数値が小さいほど低発熱性であることを示す。 (Method for evaluating exothermicity)
The exothermic property was evaluated by attaching a new tire to the 240-ton dump truck and running it for one day, and then measuring the temperature at an arbitrary portion on the tire equator in the outermost layer of the tire belt. In addition, the value of the comparative example 1 was set to 100, and the other measured values were indexed. A smaller index value indicates a lower exothermic property.

Figure 0005435905
Figure 0005435905

表１から分かるように、実施例のタイヤは、比較例１のタイヤよりも耐摩耗性が向上し、発熱性が低下していることが分かる。
また、狭幅溝の両端点を結ぶラインのタイヤ回転方向に対してなす角度αが３０〜７０°の範囲にある実施例１のタイヤは、この範囲にない実施例４及び５のタイヤよりも耐摩耗性が向上し、発熱性が低下している。従って、前記狭幅溝の両端点を結ぶラインのタイヤ回転方向に対してなす角度αは３０〜７０°であることが好ましい。
更に、前記狭幅溝の先端部が、タイヤ赤道からトレッド半幅の５％以下の距離に位置している実施例１のタイヤは、この規定の範囲外である比較例２及び３のタイヤよりも耐摩耗性が向上し、発熱性が低下している。従って、前記狭幅溝の先端部が、タイヤ赤道からトレッド半幅の５％以下の距離に位置していることが好ましい。 As can be seen from Table 1, the tires of the examples have improved wear resistance and lower heat generation than the tires of Comparative Example 1.
Further, the tire of Example 1 in which the angle α formed with respect to the tire rotation direction of the line connecting both end points of the narrow groove is in the range of 30 to 70 ° is more than the tires of Examples 4 and 5 that are not in this range. Abrasion resistance is improved and heat generation is reduced. Therefore, it is preferable that the angle α formed with respect to the tire rotation direction of the line connecting both end points of the narrow groove is 30 to 70 °.
Furthermore, the tire of Example 1 in which the tip of the narrow groove is located at a distance of 5% or less of the tread half-width from the tire equator is more than the tires of Comparative Examples 2 and 3 that are outside this specified range. Abrasion resistance is improved and heat generation is reduced. Therefore, it is preferable that the tip of the narrow groove is located at a distance of 5% or less of the tread half width from the tire equator.

本発明のタイヤのトレッドの一例を示す部分展開図である。It is a partial development view showing an example of the tread of the tire of the present invention. 図１の斜線部のトレッドブロックを示す図である。It is a figure which shows the tread block of the shaded part of FIG. タイヤ断面高さについて説明する図である。It is a figure explaining tire section height. 比較例のタイヤのトレッドの一例を示す部分展開図である。It is a partial development view showing an example of a tread of a tire of a comparative example. 本発明のタイヤのトレッドの一例を示す部分展開図である。It is a partial development view showing an example of the tread of the tire of the present invention. 本発明および比較例のタイヤのトレッドの他の例を示す部分展開図である。It is a partial development view showing other examples of the tread of the tire of the present invention and a comparative example . 本発明のタイヤのトレッドの他の例を示す部分展開図である。It is a partial development view showing other examples of the tread of the tire of the present invention.

符号の説明Explanation of symbols

１ トレッド端部
２ ラグ溝
３ 狭幅溝
４ タイヤ回転方向
５ 狭幅溝の幅
６ 接地開始端
７ トレッドブロックが変形する向き
８ ビード部
９ サイドウォール部
１０ 細溝
１１ 赤道上の細溝
１２ トレッド部
１３ ビードトゥ
Ａ 狭幅溝の始端
Ｂ 狭幅溝の終端
Ｃ ブロック
Ｗ１ タイヤ赤道から狭幅溝の先端部までの距離
ＴＷ トレッド幅
ＢＬ ビード線
ＣＬ タイヤ赤道
Ｌ ビード線とタイヤ赤道との交点
ＳＨ タイヤ断面高さ DESCRIPTION OF SYMBOLS 1 Tread edge part 2 Lug groove 3 Narrow groove 4 Tire rotation direction 5 Narrow groove width 6 Grounding start end 7 Tread block deformation direction 8 Bead part 9 Side wall part 10 Narrow groove 11 Narrow groove 12 on the equator 12 Tread Part 13 Bead toe A Narrow groove start B B Narrow groove end C Block W1 Distance TW from tire equator to tip of narrow groove TW Tread width BL Bead line CL Tire equator L Intersection of bead line and tire equator SH Tire Section height

Claims (6)

タイヤのトレッド端からタイヤの赤道に向かって延びるラグ溝を複数本有し、タイヤ回転方向が指定されるタイヤであって、
前記ラグ溝のタイヤの赤道側の端部からタイヤの赤道に向かって延びる狭幅溝を有し、
全ての該狭幅溝を、該狭幅溝がタイヤ幅方向外側からタイヤ幅方向内側に向かうにつれ、タイヤ回転方向側に向かって延びるように、タイヤ回転方向に傾けて配置してなり、
前記狭幅溝は、該狭幅溝の終端がタイヤ赤道からトレッド半幅の５％以下の距離に位置していることを特徴とするタイヤ。 A tire having a plurality of lug grooves extending from the tread edge of the tire toward the equator of the tire, the tire rotating direction being designated,
A narrow groove extending from the end of the lug groove on the equator side of the tire toward the equator of the tire;
All of the narrow grooves are arranged to be inclined in the tire rotation direction so that the narrow grooves extend toward the tire rotation direction side as the narrow groove extends from the tire width direction outer side to the tire width direction inner side,
The narrow groove, the tire characterized in that the end of the narrow groove is positioned at the 5% of the distance of the tread half width from the tire equator. 前記狭幅溝は、該溝の始端と終端とを結ぶ線分がタイヤの赤道に対して３０〜７０°の角度で傾く配置を有する請求項１に記載のタイヤ。   2. The tire according to claim 1, wherein the narrow groove has an arrangement in which a line segment connecting a start end and a terminal end of the groove is inclined at an angle of 30 to 70 ° with respect to the equator of the tire. 前記狭幅溝は、ラグ溝の間隔のピッチの３〜８％の開口幅を有する請求項１又は２に記載のタイヤ。   The tire according to claim 1 or 2, wherein the narrow-width groove has an opening width of 3 to 8% of a pitch of the gap between the lug grooves. 前記狭幅溝は、曲線状に延びる形状を有する請求項１〜３のいずれか一項に記載のタイヤ。   The tire according to any one of claims 1 to 3, wherein the narrow groove has a curved shape. 前記ラグ溝は、タイヤ断面高さの５〜１５％の深さを有する請求項１〜４のいずれか一項に記載のタイヤ。   The tire according to any one of claims 1 to 4, wherein the lug groove has a depth of 5 to 15% of a tire cross-section height. タイヤ赤道上に、タイヤ周方向に延びる細溝を有する請求項１〜５のいずれか一項に記載のタイヤ。   The tire according to any one of claims 1 to 5, further comprising a narrow groove extending in a tire circumferential direction on the tire equator.
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