JP5465890B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

Info

Publication number
JP5465890B2
JP5465890B2 JP2009034234A JP2009034234A JP5465890B2 JP 5465890 B2 JP5465890 B2 JP 5465890B2 JP 2009034234 A JP2009034234 A JP 2009034234A JP 2009034234 A JP2009034234 A JP 2009034234A JP 5465890 B2 JP5465890 B2 JP 5465890B2
Authority
JP
Japan
Prior art keywords
groove
tire
lug
width direction
lug groove
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.)
Expired - Fee Related
Application number
JP2009034234A
Other languages
Japanese (ja)
Other versions
JP2010188816A (en
Inventor
康明 大野
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 JP2009034234A priority Critical patent/JP5465890B2/en
Publication of JP2010188816A publication Critical patent/JP2010188816A/en
Application granted granted Critical
Publication of JP5465890B2 publication Critical patent/JP5465890B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Tires In General (AREA)

Description

本発明は空気入りタイヤに関し、特にショルダー部にラグ溝を設けるときに、陸部の剛性を向上させ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 with improved rigidity of a land portion when a lug groove is provided in a shoulder portion.

従来から、トレッド面に周方向に延びる周方向溝および幅方向に延びるラグ溝や横溝を設けることにより、氷雪路面における車両の走行性能を向上させる技術が知られている（例えば、特許文献１等参照）。   2. Description of the Related Art Conventionally, a technique for improving the running performance of a vehicle on an icy and snowy road surface by providing a circumferential groove extending in the circumferential direction and a lug groove or a lateral groove extending in the width direction on the tread surface is known (for example, Patent Document 1) reference).

特開２００７−１０６１６７号公報JP 2007-106167 A

しかしながら、前述した従来の空気入りタイヤでは、ラグ溝と横溝の深さを略同一に設定しているため、これらのラグ溝と横溝とがタイヤ周方向でオーバーラップした部位では、トレッドゴムの剛性である陸部剛性が低下するという問題があった。   However, in the conventional pneumatic tire described above, since the depth of the lug groove and the lateral groove is set to be substantially the same, in the portion where the lug groove and the lateral groove overlap in the tire circumferential direction, the rigidity of the tread rubber is reduced. There was a problem that the rigidity of the land portion was reduced.

本発明の目的は、トレッド面にラグ溝を形成した場合に、タイヤ周方向に沿った陸部剛性を幅方向の任意の部位で均一にすることができる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 provide a pneumatic tire capable of making the land rigidity along the tire circumferential direction uniform at an arbitrary portion in the width direction when a lug groove is formed on a tread surface.

本発明の第１の特徴は、タイヤ周方向に延びる周方向溝（周方向溝１０）と、陸部（陸部３１）に設けられてタイヤ幅方向に延びる複数のラグ溝（第１ラグ溝２０，第２ラグ溝４０）と、を備え、前記ラグ溝は、幅方向の両端のうちの一端が前記周方向溝または接地端（接地端３０）外に開口しており、所定の第１ラグ溝（第１ラグ溝２０）とこの第１ラグ溝に対してタイヤ周方向に隣接する第２ラグ溝（第２ラグ溝４０）における開口側がタイヤ周方向に沿って周方向溝側と接地端側とに交互に変わるようにラグ溝を配置した空気入りタイヤ（空気入りタイヤ１）であって、前記陸部におけるラグ溝の溝深さの総和を、タイヤ周方向に沿って略同一に設定したことを要旨とする。   The first feature of the present invention is a circumferential groove (circumferential groove 10) extending in the tire circumferential direction and a plurality of lug grooves (first lug grooves) provided in the land portion (land portion 31) and extending in the tire width direction. 20 and a second lug groove 40), and one end of both ends in the width direction is open to the outside of the circumferential groove or the ground end (ground end 30), and the lug groove has a predetermined first The opening side of the lug groove (first lug groove 20) and the second lug groove (second lug groove 40) adjacent to the first lug groove in the tire circumferential direction is in contact with the circumferential groove side along the tire circumferential direction. It is a pneumatic tire (pneumatic tire 1) in which lug grooves are arranged so as to alternately change to the end side, and the sum total of the groove depths of the lug grooves in the land portion is substantially the same along the tire circumferential direction. The gist is set.

従って、陸部におけるトレッドゴムの剛性である陸部剛性が幅方向のいずれの部位でもタイヤ周方向に沿って均一になるため、タイヤ周方向の入力に対してすべりが低下して耐摩耗性が向上する。   Therefore, since the land portion rigidity, which is the rigidity of the tread rubber in the land portion, is uniform along the tire circumferential direction at any part in the width direction, the slip is reduced with respect to the input in the tire circumferential direction and the wear resistance is reduced. improves.

その他の特徴では、前記ラグ溝を、タイヤ幅方向における装着外側の部位に形成したことを要旨とする。   Another feature of the present invention is that the lug groove is formed in a portion outside the mounting in the tire width direction.

本発明に係る空気入りタイヤによれば、陸部におけるトレッドゴムの剛性である陸部剛性が幅方向のいずれの部位でもタイヤ周方向に沿って均一になるため、タイヤ周方向の入力に対してすべりが低下して耐摩耗性が向上する。   According to the pneumatic tire according to the present invention, the land portion rigidity, which is the rigidity of the tread rubber in the land portion, is uniform along the tire circumferential direction at any part in the width direction. Sliding is reduced and wear resistance is improved.

本発明の実施形態による空気入りタイヤの幅方向断面図である。1 is a cross-sectional view in the width direction of a pneumatic tire according to an embodiment of the present invention. 本発明の実施形態によるトレッドパターンを示し、（ａ）はトレッドパターンの要部を示し、（ｂ）は第１ラグ溝の断面図であり、（ｃ）は第２ラグ溝の断面図である。2 shows a tread pattern according to an embodiment of the present invention, (a) shows a main part of the tread pattern, (b) is a sectional view of a first lug groove, and (c) is a sectional view of a second lug groove. . 本実施形態に対して比較するためのトレッドパターンを示し、（ａ）はトレッドパターンの要部を示し、（ｂ）は第１ラグ溝の断面図であり、（ｃ）は第２ラグ溝の断面図である。The tread pattern for comparing with this embodiment is shown, (a) shows the main part of the tread pattern, (b) is a sectional view of the first lug groove, (c) is the second lug groove. It is sectional drawing. 実施例における比較例のトレッドパターンである。It is a tread pattern of the comparative example in an Example. 実施例における本発明例に係る空気入りタイヤを装着して走行した場合のトレッド端の摩耗量を示すグラフである。It is a graph which shows the abrasion loss of the tread edge at the time of driving | running | working with the pneumatic tire which concerns on the example of this invention in an Example.

以下、本発明の実施の形態に係る空気入りタイヤの詳細を図面に基づいて説明する。但し、図面は模式的なものであり、各材料層の厚みやその比率などは現実のものとは異なることに留意すべきである。したがって、具体的な厚みや寸法は以下の説明を参酌して判断すべきものである。また、図面相互間においても互いの寸法の関係や比率が異なる部分が含まれている。   Hereinafter, details of a pneumatic tire according to an embodiment of the present invention will be described with reference to the drawings. However, it should be noted that the drawings are schematic, and the thicknesses and ratios of the material layers are different from actual ones. Therefore, specific thicknesses and dimensions should be determined in consideration of the following description. Moreover, the part from which the relationship and ratio of a mutual dimension differ also in between drawings is contained.

〈空気入りタイヤの概略構成〉
図１は、本発明の実施形態による空気入りタイヤの幅方向断面図である。 <Schematic configuration of pneumatic tire>
FIG. 1 is a cross-sectional view in the width direction of a pneumatic tire according to an embodiment of the present invention.

この空気入りタイヤ１は、タイヤ幅方向に離間して配置された一対の円環状のビードコア２，２と、これらのビードコア同士２，２をトロイダル状に結ぶタイヤの骨格となるカーカス３と、該カーカス３の幅方向中央部に配置されたクラウン部３ａの上に配設された２層のベルト層４とを備えている。   The pneumatic tire 1 includes a pair of annular bead cores 2 and 2 that are spaced apart in the tire width direction, a carcass 3 that serves as a skeleton of a tire that connects these bead cores 2 and 2 in a toroidal shape, A belt layer 4 having two layers disposed on a crown portion 3a disposed in the center in the width direction of the carcass 3;

また、空気入りタイヤ１の幅方向中央部には、前記カーカス３のクラウン部３ａ、ベルト層４およびこれらを覆うトレッドゴムからなるトレッド部５が形成されており、該トレッド部５の左右両側には、サイドウォール部６，６が設けられ、該サイドウォール部６の径内側には、前記ビードコア２の近傍にビード部７が形成されている。そして、前記カーカス３は、ビードコア２をタイヤ幅方向内側から巻回して径外方向に折り返して延びる折り返し部３ｂを有している。また、前記ベルト層４は、タイヤ幅方向の幅寸法が大きい内側ベルト８と、該内側ベルト８の径外側に配置された外側ベルト９とから構成されている。そして、前記トレッド部５の表面には、タイヤ周方に延びる周方向溝１０が形成されている。   Further, a crown portion 3 a of the carcass 3, a belt layer 4, and a tread portion 5 made of a tread rubber covering these are formed at the center portion in the width direction of the pneumatic tire 1. Side wall portions 6 and 6 are provided, and a bead portion 7 is formed in the vicinity of the bead core 2 on the inner diameter side of the side wall portion 6. And the said carcass 3 has the folding | returning part 3b which winds the bead core 2 from the tire width direction inner side, and folds back and extends to a radial direction. The belt layer 4 is composed of an inner belt 8 having a large width dimension in the tire width direction and an outer belt 9 disposed on the outer diameter side of the inner belt 8. A circumferential groove 10 extending in the tire circumferential direction is formed on the surface of the tread portion 5.

〈トレッドパターンの概略構成〉
本発明の実施形態によるトレッドパターンを示し、（ａ）はトレッドパターンの要部を示し、（ｂ）は第１ラグ溝の断面図であり、（ｃ）は第２ラグ溝の断面図である。 <Schematic configuration of tread pattern>
2 shows a tread pattern according to an embodiment of the present invention, (a) shows a main part of the tread pattern, (b) is a sectional view of a first lug groove, and (c) is a sectional view of a second lug groove. .

図２（ａ）に示すように、タイヤ幅方向中央部には、周方向溝１０がタイヤ周方向に沿って延びており、該周方向溝１０の幅方向外側端１１には、第１ラグ溝２０が幅方向に沿って延びている。この第１ラグ溝２０の幅方向内側端部２１は、周方向溝１０の幅方向外側端１１に開口（連通）し、この幅方向内側端部２１から接地端（二点鎖線で示す）３０に向けて幅方向外側端部２４まで延びている。   As shown in FIG. 2 (a), a circumferential groove 10 extends along the tire circumferential direction at the center in the tire width direction, and a first lug is disposed at the widthwise outer end 11 of the circumferential groove 10. The groove 20 extends along the width direction. The widthwise inner end 21 of the first lug groove 20 opens (communication) to the widthwise outer end 11 of the circumferential groove 10, and the grounding end (indicated by a two-dot chain line) 30 from the widthwise inner end 21. Toward the outer end 24 in the width direction.

また、前記第１ラグ溝２０に隣接して第２ラグ溝４０が形成されている。この第２ラグ溝４０の幅方向外側端部４３は、接地端３０の外方に開口しており、タイヤ幅方向の内側に向けて幅方向内側端部４５まで延設されている。なお、第１ラグ溝２０の幅方向に沿った幅寸法をｗ１とし、第２ラグ溝４０の幅方向に沿った幅寸法をｗ２に設定している。   A second lug groove 40 is formed adjacent to the first lug groove 20. The width direction outer side end portion 43 of the second lug groove 40 opens to the outside of the ground contact end 30 and extends to the width direction inner end portion 45 toward the inner side in the tire width direction. In addition, the width dimension along the width direction of the 1st lug groove 20 is set to w1, and the width dimension along the width direction of the 2nd lug groove 40 is set to w2.

そして、図２（ｂ）に示すように、第２ラグ溝４０の幅方向内側端部４５に対応する第１ラグ溝２０の中間部２５を境にして第１ラグ溝２０の深さが変化している。具体的には、幅方向外側端部２４から中間部２５まで至るＢ部における溝深さはＤ１（ｏｕｔ）に設定されており、中間部２５から幅方向内側端部２１まで至るＣ部における溝深さはＤ１（ｉｎ）に設定されている。このＤ１（ｉｎ）は、周方向溝１０の溝深さＤ０と同一である。   Then, as shown in FIG. 2B, the depth of the first lug groove 20 changes with the intermediate portion 25 of the first lug groove 20 corresponding to the widthwise inner end 45 of the second lug groove 40 as a boundary. doing. Specifically, the groove depth in the portion B extending from the width direction outer end 24 to the intermediate portion 25 is set to D1 (out), and the groove in the portion C extending from the intermediate portion 25 to the width direction inner end portion 21 is set. The depth is set to D1 (in). This D 1 (in) is the same as the groove depth D 0 of the circumferential groove 10.

さらに、図２（ｃ）に示すように、第１ラグ溝２０の幅方向外側端部２４に対応する第２ラグ溝４０の中間部４６を境にして第２ラグ溝４０の深さが変化している。具体的には、幅方向外側端部４３から中間部４６まで至るＡ部における溝深さはＤ２（ｏｕｔ）に設定されており、中間部４６から幅方向内側端部４５まで至るＢ部における溝深さはＤ２（ｉｎ）に設定されている。前記Ｄ２（ｏｕｔ）は、周方向溝１０の溝深さＤ０と同一である。また、Ｄ２（ｏｕｔ）＝Ｄ１（ｏｕｔ）＋Ｄ２（ｉｎ）＝Ｄ１（ｉｎ）＝Ｄ０の関係を満たしている。なお、第１ラグ溝２０の幅寸法がＷ１であり、第２ラグ溝４０の幅寸法はＷ２である。   Further, as shown in FIG. 2C, the depth of the second lug groove 40 changes with the intermediate portion 46 of the second lug groove 40 corresponding to the widthwise outer end 24 of the first lug groove 20 as a boundary. doing. Specifically, the groove depth in the portion A extending from the width direction outer end portion 43 to the intermediate portion 46 is set to D2 (out), and the groove in the portion B extending from the intermediate portion 46 to the width direction inner end portion 45 is set. The depth is set to D2 (in). The D2 (out) is the same as the groove depth D0 of the circumferential groove 10. Further, the relationship of D2 (out) = D1 (out) + D2 (in) = D1 (in) = D0 is satisfied. In addition, the width dimension of the 1st lug groove 20 is W1, and the width dimension of the 2nd lug groove 40 is W2.

このように、第１ラグ溝２０と第２ラグ溝４０における溝深さの総和は、接地端３０から周方向溝１０に至るまで均一に設定されている。   Thus, the sum total of the groove depth in the 1st lug groove 20 and the 2nd lug groove 40 is set uniformly from the earthing | grounding end 30 to the circumferential groove | channel 10. FIG.

なお、これらのラグ溝は、タイヤのトレッド面における装着外側に設けることが好ましい。即ち、図２に示すトレッドパターンでは、前述したタイヤ周方向に沿った溝深さの総和が略同一のラグ溝が図の左側に設けられているため、この空気入りタイヤを車両左側に装着することが好ましい。   In addition, it is preferable to provide these lug grooves on the mounting outer side of the tread surface of the tire. That is, in the tread pattern shown in FIG. 2, since the lug grooves having the same total groove depth along the tire circumferential direction are provided on the left side of the figure, this pneumatic tire is mounted on the left side of the vehicle. It is preferable.

図３は、本実施形態に対して比較するためのトレッドパターンの拡大図である。このトレッドパターンにおいては、タイヤ周方向に沿ったラグ溝の溝深さの総和が各部位によって異なっている。   FIG. 3 is an enlarged view of a tread pattern for comparison with the present embodiment. In this tread pattern, the total sum of the depths of the lug grooves along the tire circumferential direction differs depending on each part.

幅方向中央の近傍には、タイヤ周方向に沿って周方向溝１１０が延設されている。周方向溝１１０には内側ラグ溝１２０が連通して設けられ、該内側ラグ溝１２０には外側ラグ溝１４０がタイヤ周方向に隣接して配置されている。この外側ラグ溝１４０の幅方向外側端部１４３は接地端３０の外方に開口し、幅方向内側端部１４５に至まで幅方向に延設されている。このトレッドパターンの場合、接地端３０側からタイヤ幅方向内側に沿って、ａ部、ｂ部およびｃ部に陸部１３１を分けることができる。   In the vicinity of the center in the width direction, a circumferential groove 110 extends along the tire circumferential direction. An inner lug groove 120 is provided in communication with the circumferential groove 110, and an outer lug groove 140 is disposed adjacent to the inner lug groove 120 in the tire circumferential direction. The outer end portion 143 in the width direction of the outer lug groove 140 opens outward from the ground contact end 30 and extends in the width direction to the inner end portion 145 in the width direction. In the case of this tread pattern, the land portion 131 can be divided into the a portion, the b portion, and the c portion along the inner side in the tire width direction from the ground contact end 30 side.

ここで、内側ラグ溝１２０のタイヤ幅方向に沿った幅寸法はＷ１であり、外側ラグ溝１４０の幅寸法はＷ２である。また、内側ラグ溝１２０の溝深さはｄ１であり、周方向溝１１０の溝深さｄ０と同一である。   Here, the width dimension along the tire width direction of the inner lug groove 120 is W1, and the width dimension of the outer lug groove 140 is W2. The groove depth of the inner lug groove 120 is d1, which is the same as the groove depth d0 of the circumferential groove 110.

前記外側ラグ溝１４０の溝深さｄ２も周方向溝１１０の溝深さｄ０と同一である。従って、ｄ１＝ｄ２＝ｄ０の関係に設定されている。   The groove depth d2 of the outer lug groove 140 is also the same as the groove depth d0 of the circumferential groove 110. Therefore, the relationship d1 = d2 = d0 is set.

ここで、前記ａ部では、ラグ溝の溝深さの総和はｄ２であり、ｂ部における溝深さの総和はｄ１＋ｄ２であり、ｃ部における溝深さの総和はｄ１である。そうすると、ｂ部の溝深さがａ部およびｃ部よりも大きく設定されているため、ｂ部の陸部剛性が最も小さくなる。   Here, in the part a, the sum of the groove depths of the lug grooves is d2, the sum of the groove depths in the part b is d1 + d2, and the sum of the groove depths in the part c is d1. Then, since the groove depth of b part is set larger than a part and c part, the land part rigidity of b part becomes the smallest.

以下に、本発明の実施形態による作用効果を説明する。   Below, the effect by embodiment of this invention is demonstrated.

<作用効果>
（１）タイヤ周方向に延びる周方向溝１０と、陸部３１に設けられてタイヤ幅方向に延びる第１ラグ溝２０および第２ラグ溝４０と、を備え、前記第１ラグ溝２０は、幅方向の両端のうちの一端が前記周方向溝１０に開口しており、この第１ラグ溝２０に対してタイヤ周方向に隣接する第２ラグ溝４０における開口側が接地端３０側に配置されている。このように、開口側が、タイヤ周方向に沿って周方向溝側と接地端側とに交互に変わるようにラグ溝２０，４０を配置し、前記陸部３１におけるラグ溝２０，４０の溝深さの総和を、タイヤ周方向に沿って略同一に設定している。 <Operation effect>
(1) A circumferential groove 10 extending in the tire circumferential direction, and a first lug groove 20 and a second lug groove 40 provided in the land portion 31 and extending in the tire width direction, the first lug groove 20 being One end of both ends in the width direction is open to the circumferential groove 10, and the opening side of the second lug groove 40 adjacent to the first lug groove 20 in the tire circumferential direction is disposed on the ground contact end 30 side. ing. Thus, the lug grooves 20 and 40 are arranged so that the opening side is alternately changed to the circumferential groove side and the ground contact end side along the tire circumferential direction, and the groove depth of the lug grooves 20 and 40 in the land portion 31 is changed. The total sum is set substantially the same along the tire circumferential direction.

図２に示したように、陸部３１を幅方向にＡ部，Ｂ部，Ｃ部に分けたとき、Ａ部における溝深さはＤ２（ｏｕｔ）、Ｂ部における幅深さの総和はＤ１（ｏｕｔ）＋Ｄ２（ｉｎ）、およびＣ部における溝深さはＤ１（ｉｎ）である。ここで、Ｄ２（ｏｕｔ）＝Ｄ１（ｉｎ）に設定しているため、ラグ溝の溝深さの総和が幅方向で略同一に設定されている。従って、陸部３１におけるトレッドゴムの剛性である陸部剛性が幅方向のいずれの部位でもタイヤ周方向に沿って均一になるため、タイヤ周方向の入力に対してすべりが低下して耐摩耗性が向上する。   As shown in FIG. 2, when the land portion 31 is divided into the A portion, the B portion, and the C portion in the width direction, the groove depth in the A portion is D2 (out), and the total width depth in the B portion is D1. (Out) + D2 (in), and the groove depth at the C portion is D1 (in). Here, since D2 (out) = D1 (in) is set, the sum of the depths of the lug grooves is set to be substantially the same in the width direction. Accordingly, since the land portion rigidity, which is the rigidity of the tread rubber in the land portion 31, is uniform along the tire circumferential direction at any part in the width direction, the slip is reduced with respect to the input in the tire circumferential direction and wear resistance is increased. Will improve.

（２）前記ラグ溝を、タイヤ幅方向における装着外側の部位に形成している。   (2) The lug groove is formed in a portion outside the mounting in the tire width direction.

通常、タイヤのトレッド面における装着外側の部位が顕著に摩耗するため、耐摩耗性が更に向上する。   Usually, since the outer part of the tire on the tread surface of the tire is worn significantly, the wear resistance is further improved.

なお、前述した実施の形態の開示の一部をなす論述および図面はこの発明を限定するものであると理解すべきではない。この開示から当業者には様々な代替実施の形態、実施例および運用技術が明らかとなろう。   It should not be understood that the description and the drawings, which form part of the disclosure of the above-described embodiments, limit the present invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

例えば、前記実施形態では、周方向溝１０を左右一対の合計２本設けたが、３本以上設けると共に、これらの周方向溝同士の陸部にラグ溝を配置しても良い。   For example, in the above-described embodiment, a total of two circumferential grooves 10 are provided in a pair of left and right. However, three or more circumferential grooves 10 may be provided, and lug grooves may be arranged on land portions of these circumferential grooves.

次いで、本発明を実施例を通してさらに具体的に説明する。   Next, the present invention will be described more specifically through examples.

サイズが１５５／６５Ｒ１３のタイヤを供試タイヤとし、内圧が２２０ｋＰａの状態でＦＦ車両（Ｍｏｖｅ Ｘ−Ｌｉｍｉｔｅｄ）の前輪に装着した。タイヤへの荷重は３．８ｋＮであった。なお、前記供試タイヤのうち、従来例に係る空気入りタイヤは、幅方向の両端部のうち同一方向側が開口したラグ溝のみがタイヤ周方向に沿って複数配設されたものである。比較例に係る空気入りタイヤは、前記図３で説明したように、溝深さが一定のラグ溝がタイヤ周方向に沿って交互に配置されたものである。そして、本発明例に係る空気入りタイヤは、図２に示したトレッドパターンを有するものとした。Ｄ１（ｏｕｔ），Ｄ１（ｉｎ），Ｄ２（ｏｕｔ），Ｄ２（ｉｎ）の溝深さは、それぞれ３．３ｍｍ，９．９ｍｍ，３．３ｍｍ，９．９ｍｍとした。   A tire having a size of 155 / 65R13 was used as a test tire and mounted on the front wheel of an FF vehicle (Move X-Limited) with an internal pressure of 220 kPa. The load on the tire was 3.8 kN. Among the test tires, the pneumatic tire according to the conventional example has a plurality of lug grooves that are open on the same direction side at both ends in the width direction along the tire circumferential direction. In the pneumatic tire according to the comparative example, as described with reference to FIG. 3, lug grooves having a constant groove depth are alternately arranged along the tire circumferential direction. And the pneumatic tire which concerns on the example of this invention shall have the tread pattern shown in FIG. The groove depths of D1 (out), D1 (in), D2 (out), and D2 (in) were 3.3 mm, 9.9 mm, 3.3 mm, and 9.9 mm, respectively.

この車両で一般道を２００００ｋｍ走行して耐摩耗性、排水性能および雪上走行性能を検証した。図４は実施例における比較例のトレッドパターン、図５は実施例における本発明例に係る空気入りタイヤを装着して走行した場合のトレッド端の摩耗量を示すグラフであり、走行距離が５０００ｋｍ、７５００ｋｍ、および１００００ｋｍの時点でのタイヤ全周における摩耗量の平均値を示す。   The vehicle traveled 20000 km on a general road, and the wear resistance, drainage performance, and snow running performance were verified. FIG. 4 is a tread pattern of a comparative example in the example, FIG. 5 is a graph showing the wear amount of the tread edge when running with the pneumatic tire according to the example of the invention in the example, the running distance is 5000 km, The average value of the amount of wear in the entire tire circumference at the time points of 7500 km and 10,000 km is shown.

図４に示すように、装着外側に配置された接地端３０は、走行後に摩耗して３０'へと幅方向内側に移動した。また、図５における実線Ｐは走行距離が５０００ｋｍ、破線Ｑは走行距離が７５００ｋｍ、および一点鎖線Ｒは走行距離が１００００ｋｍの時点でのタイヤ摩耗量を示している。例えば、走行距離が１００００ｋｍの時点では、タイヤ中心からの幅方向距離が約６０ｍｍにおける接地端近傍の摩耗量は１．７ｍｍであり、タイヤ中心での摩耗量は０．９ｍｍであった。   As shown in FIG. 4, the ground contact 30 disposed on the outer side of the wear was worn after traveling and moved inward in the width direction to 30 ′. In FIG. 5, the solid line P indicates the amount of tire wear when the travel distance is 5000 km, the broken line Q indicates the travel distance is 7500 km, and the alternate long and short dash line R indicates the travel distance when the travel distance is 10,000 km. For example, when the travel distance was 10,000 km, the wear amount near the ground contact edge when the distance in the width direction from the tire center was about 60 mm was 1.7 mm, and the wear amount at the tire center was 0.9 mm.

以上の結果をまとめて、表１を作成した。なお、表１における「雪上走行性能」とは、氷雪上制動距離や雪上トラクションに関する性能試験である。

Figure 0005465890
The above results were put together and Table 1 was created. In Table 1, “on-snow running performance” is a performance test related to braking distance on ice and snow and traction on snow.
Figure 0005465890

表１に示すように、本発明例に係る空気入りタイヤは、耐偏摩耗性、排水性能、および雪上走行性能の全てにおいて従来例と比較例よりも高い性能が得られることが判明した。   As shown in Table 1, it has been found that the pneumatic tire according to the example of the present invention can obtain higher performance than the conventional example and the comparative example in all of the uneven wear resistance, drainage performance, and running performance on snow.

１ 空気入りタイヤ
１０ 周方向溝
２０ 第１ラグ溝（ラグ溝）
３０ 接地端
４０ 第２ラグ溝（ラグ溝） 1 Pneumatic tire 10 Circumferential groove 20 First lug groove (lug groove)
30 Grounding end 40 Second lug groove (lug groove)

Claims (3)

タイヤ周方向に延びる周方向溝と、
前記周方向溝と接地端とによって区画される陸部と、
前記陸部に設けられており、タイヤ幅方向に延びる複数のラグ溝とを備えた空気入りタイヤであって、
前記複数のラグ溝は、前記周方向溝に連通するとともに、前記陸部内で終端する第１ラグ溝と、前記接地端の外側に連通しており、前記陸部内で終端する第２ラグ溝とを含み、
前記第１ラグ溝及び前記第２ラグ溝は、前記タイヤ周方向において交互に設けられ、かつ前記タイヤ周方向で部分的にオーバーラップしており、
前記タイヤ周方向において測った前記第１ラグ溝の溝深さ及び前記第２ラグ溝の溝深さの総和は、前記タイヤ幅方向の全体にわたって略同一であることを特徴とする空気入りタイヤ。 A circumferential groove extending in the tire circumferential direction;
A land portion defined by the circumferential groove and a grounding end;
A pneumatic tire provided in the land portion and provided with a plurality of lug grooves extending in the tire width direction,
The plurality of lug grooves communicate with the circumferential groove, and terminate in the land portion, communicate with the outside of the grounding end, and terminate in the land portion. Including
The first lug grooves and the second lug grooves are alternately provided in the tire circumferential direction, and partially overlap in the tire circumferential direction,
The pneumatic tire according to claim 1, wherein a total sum of the groove depth of the first lug groove and the groove depth of the second lug groove measured in the tire circumferential direction is substantially the same in the entire tire width direction. 前記第１ラグ溝の溝深さは、前記タイヤ幅方向において変化しており、
前記第２ラグ溝の溝深さは、前記タイヤ幅方向において変化していることを特徴とする請求項１に記載の空気入りタイヤ。 The groove depth of the first lug groove changes in the tire width direction,
The pneumatic tire according to claim 1, wherein a groove depth of the second lug groove is changed in the tire width direction. 前記第１ラグ溝及び前記第２ラグ溝は、前記タイヤ幅方向における装着外側の部位に形成されることを特徴とする請求項１に記載の空気入りタイヤ。   2. The pneumatic tire according to claim 1, wherein the first lug groove and the second lug groove are formed in a portion outside the mounting in the tire width direction.
JP2009034234A 2009-02-17 2009-02-17 Pneumatic tire Expired - Fee Related JP5465890B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2009034234A JP5465890B2 (en) 2009-02-17 2009-02-17 Pneumatic tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2009034234A JP5465890B2 (en) 2009-02-17 2009-02-17 Pneumatic tire

Publications (2)

Publication Number Publication Date
JP2010188816A JP2010188816A (en) 2010-09-02
JP5465890B2 true JP5465890B2 (en) 2014-04-09

Family

ID=42815360

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2009034234A Expired - Fee Related JP5465890B2 (en) 2009-02-17 2009-02-17 Pneumatic tire

Country Status (1)

Country Link
JP (1) JP5465890B2 (en)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61291204A (en) * 1985-06-18 1986-12-22 Bridgestone Corp Pneumatic radial tire
JPH0392402A (en) * 1989-09-06 1991-04-17 Bridgestone Corp Pneumatic tire
JP3321262B2 (en) * 1993-09-10 2002-09-03 株式会社ブリヂストン Heavy-duty pneumatic tires for construction vehicles
JP4189980B2 (en) * 1998-11-27 2008-12-03 株式会社ブリヂストン Pneumatic tire
JP5013597B2 (en) * 2007-03-12 2012-08-29 株式会社ブリヂストン Pneumatic tire

Also Published As

Publication number Publication date
JP2010188816A (en) 2010-09-02

Similar Documents

Publication Publication Date Title
KR101935264B1 (en) Pneumatic tire
JP6657587B2 (en) Pneumatic tire
KR101790798B1 (en) Pneumatic tire
JP6526402B2 (en) Pneumatic tire
JP6358030B2 (en) Pneumatic tire
JP5564224B2 (en) Pneumatic tire
JP6327100B2 (en) Pneumatic tire
JP6347293B1 (en) Pneumatic tire
CN104334372A (en) Pneumatic tire
JP2016150603A (en) Pneumatic tire
JP6044561B2 (en) Pneumatic tire
JP6551506B2 (en) Pneumatic tire
JP6597013B2 (en) Pneumatic tire
JP6421652B2 (en) Pneumatic tire
WO2015033839A1 (en) Pneumatic tire
WO2016093069A1 (en) Pneumatic tire
JP5874235B2 (en) Pneumatic tire
JP5465890B2 (en) Pneumatic tire
JP2019123347A (en) Pneumatic tire
JP6077288B2 (en) Pneumatic tire
JP2010188815A (en) Pneumatic tire
JP6350002B2 (en) Pneumatic tire
JP2019073248A (en) Pneumatic tire
JP2018111421A (en) Pneumatic tire
JP4665534B2 (en) Pneumatic tire

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20111220

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20130220

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20130226

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20130426

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20131001

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20131118

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: 20140121

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20140123

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

LAPS Cancellation because of no payment of annual fees