JPH05345505A - Pneumatic tire - Google Patents

Pneumatic tire

Info

Publication number
JPH05345505A
JPH05345505A JP4154576A JP15457692A JPH05345505A JP H05345505 A JPH05345505 A JP H05345505A JP 4154576 A JP4154576 A JP 4154576A JP 15457692 A JP15457692 A JP 15457692A JP H05345505 A JPH05345505 A JP H05345505A
Authority
JP
Japan
Prior art keywords
rib
tire
sipe
groove
block
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.)
Withdrawn
Application number
JP4154576A
Other languages
Japanese (ja)
Inventor
Hiroshi Nakamura
博司 中村
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.)
Toyo Tire Corp
Original Assignee
Toyo Tire and Rubber Co Ltd
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 Toyo Tire and Rubber Co Ltd filed Critical Toyo Tire and Rubber Co Ltd
Priority to JP4154576A priority Critical patent/JPH05345505A/en
Publication of JPH05345505A publication Critical patent/JPH05345505A/en
Withdrawn legal-status Critical Current

Links

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
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1259—Depth of the sipe
    • B60C11/1263—Depth of the sipe different within the same sipe
    • 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
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B60C11/124—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern inclined with regard to a plane normal to the tread surface
    • 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
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface

Landscapes

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

Abstract

PURPOSE:To prevent river wear effectively which is generated at both the peripheral edge parts of a rib which is interposed between longitudinal grooves during traveling. CONSTITUTION:Plural sipes 5 which cross in a tire width direction between longitudinal grooves 3, 3 adjacent to each other and divide to block ribs 4 are formed on the circumference of the ribs 4 at intervals. The sipe 5 is formed with w/p >=1.8, and t<=0.1h, where the rib width is (w), the interval of the sipes is (p), the groove width of the sipe is (t), the average depth of the sipes is (h). Moreover, the average depth (h) of the sipe is made 50% or more of the depth H of the longitudinal groove, and the block 6 of the rib 4 which is blocked by the sipes 5 is constituted of blocks 6a constituting the reference surface of the tire and protruding blocks 6b which protrude from the surface of the blocks 6a at even intervals.

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【産業上の利用分野】この発明は主としてリブパターン
を有する空気入りタイヤにおいて、特に縦溝に挟まれた
リブ周端部に発生する偏摩耗防止の改良に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention mainly relates to an improvement in uneven wear prevention which occurs in a peripheral edge portion of a rib sandwiched by vertical grooves in a pneumatic tire having a rib pattern.

【０００２】[0002]

【従来の技術】リブパターンを有する空気入りタイヤの
場合、走行中、縦溝に挟まれたリブ両側の周端部におい
て、段差状の異常摩耗が発生することがある。これを通
常、リバーウェアと呼んでいるが、従来、このリバーウ
ェアを防止するため種々の技術的対応方法がとられ、ま
た提案されている。2. Description of the Related Art In the case of a pneumatic tire having a rib pattern, stepwise abnormal wear may occur at the peripheral end portions on both sides of the rib sandwiched by vertical grooves during running. This is usually called riverware, but conventionally, various technical measures have been taken and proposed to prevent this riverware.

【０００３】最も普通に用いられる手段として、リブ端
部に一端が縦溝に開口する多数のサイプをタイヤ幅方向
に向け微小間隔をおいて形成する技術がある。またリブ
端部に沿ってリブ端部から少し離れた位置に縦溝にほぼ
平行な連続或いは断続したサイプを形成する技術を開示
している。また縦溝のジクザクを小さくし、ほぼ直線的
な形状とする技術も有効な手段である。As the most commonly used means, there is a technique in which a large number of sipes, one end of which is open to a longitudinal groove, are formed at the end of the rib at minute intervals in the tire width direction. Further, there is disclosed a technique of forming a continuous or intermittent sipe substantially parallel to the vertical groove at a position slightly apart from the rib end along the rib end. Further, a technique of reducing the zigzag of the vertical groove to form a substantially linear shape is also an effective means.

【０００４】[0004]

【発明が解決しようとする課題】しかしリブ端部に一端
が縦溝に開口する多数のサイプをタイヤ幅方向に向けて
微小間隔をおいて形成した場合、リブ端部の周方向の剛
性を多数のサイプにより弱くすることができる点で効果
的ではあるが、リブ端部に多数のサイプを形成しなけれ
ばならないため、数多くのサイプ用ブレードをモールド
に設置しなければならない問題があり、モールドの製作
上及びコスト面で好ましくない。また微小間隔ごとにサ
イプを形成すると、走行中、このサイプが原因でクラッ
クやチッピングを生じる場合がある。However, when a large number of sipes, one end of which is open to a vertical groove, are formed at the rib end portion at minute intervals in the tire width direction, the rib end portion has a large circumferential rigidity. Although it is effective in that it can be weakened by sipe, it has a problem that many sipe blades must be installed in the mold because many sipe must be formed at the rib end. It is not preferable in terms of production and cost. If sipes are formed at minute intervals, cracks or chipping may occur during traveling due to the sipes.

【０００５】またリブ端部から少し離れた位置にサイプ
を形成する従来技術は、リブ端のタイヤ幅方向の運動を
制御し、それによって周方向のすべりを抑制し、偏摩耗
を防止しようとしているのであるが、かかる手段では偏
摩耗防止の効果はそのサイプ両側で異なることとなり、
摩耗量の差異から別の形の偏摩耗を誘発し易く、またこ
の構成はリブ端部にティアーが生じ易い欠点もある。Further, in the prior art in which the sipes are formed at a position slightly apart from the rib ends, the movement of the rib ends in the tire width direction is controlled, thereby suppressing circumferential slip and preventing uneven wear. However, with such means, the effect of preventing uneven wear is different on both sides of the sipe,
Due to the difference in the amount of wear, another form of uneven wear is likely to be induced, and this configuration also has a drawback in that a tear is likely to occur at the rib end.

【０００６】一方、縦溝を直線的な形状とする従来技術
は、上記技術と比較すると問題は少ないが、偏摩耗防止
の点では未だ必ずしも十分なものとはいえない。On the other hand, the conventional technique in which the vertical groove has a linear shape has less problems as compared with the above technique, but is not always sufficient in terms of preventing uneven wear.

【０００７】この発明の目的は、走行中、縦溝に挟まれ
たリブ両側周端部に発生するリバーウェアを有効に防止
することができる空気入りタイヤを提供する点にある。An object of the present invention is to provide a pneumatic tire which can effectively prevent river wear which occurs at both circumferential end portions of ribs sandwiched by vertical grooves during running.

【０００８】[0008]

【課題を解決するための手段】ところでリブパターンの
偏摩耗には、リバーウェアと、リバーウェアが局部的に
リブ幅方向に進行するカッピングや、さらに１つのリブ
全体が他のリブより摩耗が早く１段ステップのつくリブ
パンチなどもあるが、いずれにせよタイヤのワイピング
作用や、垂直負荷によって発生するタイヤ表面の剪断力
に基づくタイヤ幅方向の運動が、周方向の摩擦力を低下
させ、その度合いの大きなリブ端部でタイヤ周方向のす
べりが大きくなり摩耗を発生させるものである。従って
これを防止するには、摩擦力が弱くなってもその弱くな
つた摩擦力に十分追従できる程にリブ周方向への剛性を
弱くすることが効果的である。Means for Solving the Problems In the meantime, uneven wear of the rib pattern is caused by river wear, cupping in which the river wear locally progresses in the rib width direction, and wear of one rib as a whole is faster than other ribs. There is also a rib punch with one step, but in any case, the wiping action of the tire and the movement in the tire width direction due to the shearing force of the tire surface generated by the vertical load reduce the frictional force in the circumferential direction, At the ends of the large ribs, the slip in the tire circumferential direction becomes large, causing wear. Therefore, in order to prevent this, it is effective to weaken the rigidity in the circumferential direction of the ribs so that even if the frictional force becomes weak, the weakened frictional force can be sufficiently followed.

【０００９】そこでこの発明は、タイヤ周方向に連続し
て連なる複数の縦溝によってその両側端を挟まれたリブ
を有する空気入りタイヤにおいて、上記リブの円周上
に、隣接する縦溝間をタイヤ幅方向に横切り、当該リブ
を分断しブロック化するサイプ又は幅の狭い溝を多数間
隔をおいて形成し、リブ幅をｗ、周方向に隣接するサイ
プ又は幅の狭い溝同士の間隔をｐとするとき、ｗ／ｐ≧
１．８とし、サイプ又は幅の狭い溝の溝幅をｔ、平均深
さをｈとするとき、ｔ≦０．１ｈとすると共に、上記サ
イプ又は幅の狭い溝の平均深さｈを前記縦溝の溝深さＨ
の５０％以上とした空気入りタイヤを採用した。Therefore, the present invention relates to a pneumatic tire having a rib whose both ends are sandwiched by a plurality of vertical grooves that are continuously arranged in the tire circumferential direction. A number of sipes or narrow grooves are formed at a distance across the tire width direction to divide the ribs into blocks, and the rib width is w, and the intervals between adjacent sipes or narrow grooves in the circumferential direction are p. And w / p ≧
Suppose that the groove width of the sipe or the narrow groove is t and the average depth is h, t ≦ 0.1h, and the average depth h of the sipe or the narrow groove is the vertical length. Groove depth H
A pneumatic tire with 50% or more of is used.

【００１０】すなわちリブをブロック状に分断し、しか
もｗ／ｐ≧１．８、好ましくはｗ／ｐ≧２．０とし、さ
らにｔ≦０．１ｈ、サイプ又は幅の狭い溝の平均深さｈ
を縦溝の溝深さＨの少なくとも５０％以上とすれば、リ
ブ周方向への剛性が低下し、負荷によってリブ幅方向の
体積移動を起こすタイヤ表面の剪断力をタイヤ周方向に
転嫁することができ、しかもその絶対値も小さく、タイ
ヤ周方向へのすべりに対する追従性もよくなり、リブ端
のみが摩耗することもなくなることを見出だした。ｗ／
ｐ＜１．８の場合はそのゴムブロックの周方向端でのゴ
ム体積移動が大きくなり、周方向力によるすべりがブロ
ックのタイヤ回転方向前側で相殺され、後側でくわえあ
わされる結果、ブロック前後端の路面に対する相対すべ
り差が生じ、トーアンドヒール摩耗というブロックタイ
プに特有の偏摩耗が生じる。またｔ＞０．１ｈの場合
は、ブロックとその隣のブロックとの間隔が広いため、
周方向力による追従性がブロック前端で間隔内へ倒れや
すいことからよくなり、一方後端ではその様な効果はな
いため、やはりブロック前後端でのすべり差からトーア
ンドヒール摩耗が生じやすい。That is, the rib is divided into blocks, and w / p ≧ 1.8, preferably w / p ≧ 2.0, and t ≦ 0.1 h, the average depth h of sipes or narrow grooves.
Is 50% or more of the groove depth H of the vertical groove, the rigidity in the circumferential direction of the rib is reduced, and the shearing force on the tire surface that causes volume movement in the rib width direction due to load is passed in the circumferential direction of the tire. It has been found that the abrasion resistance is small, the absolute value is small, the followability to slip in the tire circumferential direction is improved, and only the rib end is not worn. w /
When p <1.8, the rubber volume movement at the circumferential edge of the rubber block becomes large, and slip due to circumferential force is offset at the front side of the block in the tire rotation direction, and gripped at the rear side. A relative slip difference occurs at the end with respect to the road surface, and a toe-and-heel wear, which is an uneven wear characteristic of the block type, occurs. If t> 0.1h, the distance between the block and the adjacent block is wide,
The followability due to the circumferential force is improved because the front end of the block easily falls into the space, while the rear end does not have such an effect, so toe and heel wear easily occurs due to the slip difference at the front and rear ends of the block.

【００１１】サイプ又は幅の狭い溝の平均深さｈは、縦
溝の溝深さＨの少なくとも５０％以上とすることが好ま
しいが、これは上述の通り、リブ周方向への剛性を低下
させる点にあるが、さらにリブが走行によって摩滅した
場合でも、リブを分断するサイプ又は幅の狭い溝が消失
することなく、その後のリバーウェアの発生を阻止する
様にした点にもある。なおここでサイプ又は幅の狭い溝
の平均深さｈとは、サイプ又は幅の狭い溝の壁面積Ｓを
サイプ又は幅の狭い溝の長さＬで除した値をいう。The average depth h of the sipe or the narrow groove is preferably at least 50% or more of the groove depth H of the longitudinal groove, but this reduces the rigidity in the rib circumferential direction as described above. The point is that even if the rib is worn away by running, the sipe or the narrow groove that divides the rib does not disappear and the subsequent generation of river wear is prevented. The average depth h of the sipe or the narrow groove means a value obtained by dividing the wall area S of the sipe or the narrow groove by the length L of the sipe or the narrow groove.

【００１２】一方、ブロックを構成するサイプ又は幅の
狭い幅がｔ≦０．１ｈであっても、ｔが幅を伴なう限
り、多少のトーアンドヒール摩耗は発生する。これを防
止するには、接地の初期段階でサイプ又は幅の狭い溝の
開口部分を閉塞してしまうことが重要であり、この発明
ではさらにサイプ又は幅の狭い溝で区切られたリブのブ
ロックを、タイヤの基準表面を構成するブロックと、該
ブロック表面から突出する凸状ブロックで構成したタイ
ヤを採用した。すなわち接地時にその突出部分である凸
状ブロックが、当該凸状ブロック間に位置するブロック
よりも剛性が低いことを利用して、接地圧に応じて、突
出するゴム容量分先に撓みを生じせしめ、これによりサ
イプ又は幅の狭い溝を閉じせしめるとともに、さらに強
制的に圧し合わせてブロックをリブと一体化させる構成
とした。On the other hand, even if the sipes constituting the block or the narrow width is t ≦ 0.1h, some toe-and-heel wear occurs as long as t is accompanied by the width. To prevent this, it is important to close the opening of the sipe or the narrow groove at the initial stage of grounding. In the present invention, a block of ribs separated by the sipe or the narrow groove is further used. A tire constituted by a block forming a reference surface of the tire and a convex block protruding from the block surface was adopted. That is, by utilizing the fact that the convex block, which is the projecting portion at the time of grounding, has a lower rigidity than the blocks located between the convex blocks, it is possible to bend the protruding rubber capacity ahead according to the ground pressure. As a result, the sipe or the narrow groove is closed, and the block is integrated with the rib by further pressing them together.

【００１３】凸状ブロックは、タイヤの基準表面を構成
するブロックと、それぞれリブ上を交互に繰り返す配置
や、タイヤの基準表面を構成するブロックを複数介在さ
せる配置としても差支えない。ただタイヤの基準表面を
構成するブロックの介在数が多ければ、接地圧に伴う凸
状ブロックの撓みがすべてのブロックにおけるサイプ又
は幅の狭い溝の開口部分を閉塞することを困難とするた
め、好ましくは凸状ブロック間にタイヤの基準表面を構
成するブロックを１〜３介在させて配置した空気入りタ
イヤが最適である。The convex blocks may be arranged alternately with the blocks forming the reference surface of the tire on the ribs, or may be arranged so as to interpose a plurality of blocks forming the reference surface of the tire. However, if the number of interpositions of the blocks constituting the reference surface of the tire is large, it is preferable that the deflection of the convex blocks due to the ground pressure makes it difficult to close the openings of the sipes or the narrow grooves in all the blocks. Is most preferably a pneumatic tire in which blocks forming the reference surface of the tire are interposed between convex blocks 1 to 3.

【００１４】凸状ブロックの突出量は、適用タイヤによ
り異なるが、サイプ又は幅の狭い溝同士の間隔ｐの１０
％以下であることが望ましい。１０％を越えた場合はリ
ブ剛性が高くなり過ぎて周方向の柔軟性が喪失すること
になる。The amount of protrusion of the convex block varies depending on the tire to which it is applied, but the interval p between the sipes or the narrow grooves is 10 or less.
% Or less is desirable. If it exceeds 10%, the rib rigidity becomes too high and the flexibility in the circumferential direction is lost.

【００１５】[0015]

【作用】この発明は上述の通り、リブの円周上に、隣接
する縦溝間をタイヤ幅方向に横切り、当該リブを分断し
ブロック化するサイプ又は幅の狭い溝を複数本間隔をお
いて形成し、特にｗ／ｐ≧１．８、ｔ≦０．１ｈとする
とともに、サイプ又は幅の狭い溝の平均深さｈを縦溝の
溝深さＨの５０％以上とした空気入りタイヤであるの
で、リブ周方向の剛性が低下し、幅方向のゴムの体積移
動が少なくなり、摩擦力の低下を防ぎ、たとえ周方向の
摩擦力が弱くなってもその弱くなった摩擦力に追従でき
る状態をリブの両端部に現出することができ、リバーウ
ェアの発生を有効に防止することができる。As described above, according to the present invention, a plurality of sipes or narrow grooves are formed on the circumference of a rib so as to traverse between adjacent vertical grooves in the tire width direction and divide the rib to form blocks. A pneumatic tire which is formed to have w / p ≧ 1.8 and t ≦ 0.1 h, and in which the average depth h of sipes or narrow grooves is 50% or more of the groove depth H of vertical grooves. Therefore, the rigidity in the circumferential direction of the rib is reduced, the volume movement of the rubber in the width direction is reduced, the reduction of the frictional force is prevented, and the weakened frictional force can be followed even if the circumferential frictional force is weakened. The state can be exposed at both ends of the rib, and the occurrence of river wear can be effectively prevented.

【００１６】またサイプ又は幅の狭い溝で区切られたリ
ブのブロックを、タイヤの基準表面を構成するブロック
と、該ブロック表面から突出する凸状ブロックで構成
し、特に凸状ブロック間に、タイヤの基準表面を構成す
るブロックを１〜３介在させて配置し、凸状ブロックの
突出量をサイプ又は幅の狭い溝の間隔ｐの１０％以下と
した場合は、接地時の凸状ブロックの撓みによって、サ
イプ又は幅の狭い溝の開口部分が閉塞し、ブロックをリ
ブとして一体化できるので、ブロック化に伴うトーアン
ドヒール摩耗をも同時に防止することができる。The block of ribs separated by sipes or narrow grooves is composed of a block forming a reference surface of the tire and a convex block projecting from the block surface. When the blocks constituting the reference surface of No. 1 are arranged with 1 to 3 intervening and the protrusion amount of the convex block is set to 10% or less of the interval p between the sipes or the narrow groove, the deflection of the convex block at the time of grounding As a result, the opening portion of the sipe or the groove having a narrow width is closed, and the block can be integrated as a rib, so that the toe-and-heel wear accompanying the block formation can be prevented at the same time.

【００１７】[0017]

【実施例】図１は本発明の空気入りタイヤの一実施例を
示すリブパターンの概略図、図２は図１におけるII−II
線断面図、図３は同 III−III 線断面図である。EXAMPLE FIG. 1 is a schematic view of a rib pattern showing an example of a pneumatic tire of the present invention, and FIG. 2 is II-II in FIG.
FIG. 3 is a sectional view taken along line III-III of FIG.

【００１８】図において、１は踏面部、２はタイヤショ
ルダー端であり、踏面部１には周方向に連続して連なる
縦溝３が形成されている。４はこの縦溝３、３間に挟ま
れたリブである。５は隣接する縦溝３、３間を横切り、
リブ４を分断しブロック化するサイプであり、等間隔ご
とに多数本形成されている。６はこのサイプ５、５で区
切られたブロックである。ブロック６は図３に示す通
り、タイヤの基準表面を構成するブロック６ａと、該ブ
ロック６ａ表面から突出する凸状ブロック６ｂとを繰り
返し単位として等間隔にリブ４円周上に配置している。In the figure, 1 is a tread portion, 2 is a tire shoulder end, and a vertical groove 3 is formed on the tread portion 1 so as to be continuous in the circumferential direction. Reference numeral 4 is a rib sandwiched between the vertical grooves 3 and 3. 5 crosses between the adjacent vertical grooves 3 and 3,
It is a sipe that divides the ribs 4 into blocks and is formed in large numbers at regular intervals. 6 is a block divided by the sipes 5, 5. As shown in FIG. 3, the block 6 has a block 6a forming a reference surface of the tire and a convex block 6b protruding from the surface of the block 6a, which are arranged at equal intervals on the circumference of the rib 4 as a repeating unit.

【００１９】従ってこの実施例のタイヤで路面Ｇに接地
した場合、リブ４周端部のリブ剛性はこのサイプ５の形
成により低下するため、垂直負荷によるリブの幅方向の
剪断力をタイヤ周方向に置き換え、リブ周端部の縦溝方
向への滑りを小さくすることができ、リバーウェアの発
生を有効に防止することができる。また負荷時には、図
４に示す通り、負荷による踏面部１のゴムの撓みに加え
て、凸状ブロック６ｂが強く圧縮されて一定容積分押し
戻される結果、この押し戻されたゴムが当該サイプ５の
狭い溝を強い圧縮力ＣＦで埋めることになる。ブロック
６ａと凸状ブロック６ｂはリブ４として一体化し、サイ
プ５の開きは阻止されて、トーアンドヒール摩耗をも同
時に防止することができる。Therefore, when the tire of this embodiment is grounded on the road surface G, the rib rigidity at the peripheral end of the rib 4 is lowered by the formation of the sipe 5, so that the shearing force in the width direction of the rib due to the vertical load is applied in the tire circumferential direction. The slip of the peripheral edge of the rib in the vertical groove direction can be reduced, and the occurrence of river wear can be effectively prevented. Further, at the time of load, as shown in FIG. 4, in addition to the bending of the rubber of the tread portion 1 due to the load, the convex block 6b is strongly compressed and pushed back by a fixed volume, and as a result, the pushed back rubber is narrow in the sipe 5. The groove is filled with a strong compressive force CF. The block 6a and the convex block 6b are integrated as a rib 4, the opening of the sipe 5 is prevented, and toe and heel wear can be prevented at the same time.

【００２０】ところで上記のトレッドパターンを有する
タイヤサイズ１１Ｒ２２．５の空気入りタイヤを以下の
寸法（図１、図２及び図３参照）で試作し、実際に良路
を走行させた後、タイヤ踏面部に生じるリバーウェア及
びトーアンドヒール摩耗の状態を観察した。By the way, a pneumatic tire having a tire size of 11R22.5 having the above-mentioned tread pattern was prototyped with the following dimensions (see FIGS. 1, 2 and 3) and, after actually running on a good road, tire treading was performed. The state of river wear and toe and heel wear generated on the surface was observed.

【００２１】実施例のタイヤは、リブ幅ｗ＝２７mm、周
方向に隣接するサイプ５、５間の間隔ｐ＝１３．５mm
（ｗ／ｐ＝２．０に相当）、サイプ５の溝幅ｔ＝０．６
mm、サイプ５の平均深さｈ＝１２mm（ｔ＝０．０５ｈに
相当）、縦溝３の溝深さＨは１４．２mm（サイプ５の平
均深さｈが縦溝３の溝深さＨの７４．５％に相当）とし
ている。なおサイプ５の平均深さｈは、サイプ５の壁面
積Ｓをサイプ５の長さＬで除した値で表している。タイ
ヤの基準表面を構成するブロック６ａからの突出寸法ｍ
は１．４mmであり、突出量ｍ／ｐは１０％としている。
なお比較のため、ｗ／ｐ＝１．５、ｔ＝０．１５ｈ、ｍ
／ｐが１０％、サイプ平均深さｈが縦溝の溝深さＨの５
０％であるタイヤ（比較例１）と、ｗ／ｐ＝１．８で、
ｔ＝０．１ｈ、ｍ／ｐが１０％、サイプ平均深さｈが縦
溝の溝深さＨの５０％であるタイヤ（比較例２）につい
てもそれぞれ評価した。In the tire of the embodiment, the rib width w = 27 mm, the interval p = 13.5 mm between the sipes 5, 5 adjacent to each other in the circumferential direction.
(Corresponding to w / p = 2.0), groove width t = 0.6 of sipe 5
mm, the average depth h of the sipe 5 = 12 mm (corresponding to t = 0.05 h), and the groove depth H of the vertical groove 3 is 14.2 mm (the average depth h of the sipe 5 is the groove depth H of the vertical groove 3). Equivalent to 74.5%). The average depth h of the sipe 5 is represented by a value obtained by dividing the wall area S of the sipe 5 by the length L of the sipe 5. Projection dimension m from the block 6a constituting the reference surface of the tire
Is 1.4 mm, and the protrusion amount m / p is 10%.
For comparison, w / p = 1.5, t = 0.15h, m
/ P is 10% and the sipe average depth h is 5 of the groove depth H of the vertical groove.
0% tire (Comparative Example 1) and w / p = 1.8,
A tire (Comparative Example 2) in which t = 0.1 h, m / p was 10%, and the sipe average depth h was 50% of the groove depth H of the longitudinal groove was also evaluated.

【００２２】この結果、実施例のタイヤでは、リブ両端
部に発生するリバーウェアが防止され、またトーアンド
ヒール摩耗も防止できることが認められた。これに対し
比較例１のタイヤでは、基準表面をもつブロックのトー
アンドヒール摩耗は凸状ブロックによってその発生は防
止されているものの、凸状ブロックには少ないが発生が
みられ、リバーウェアはどのブロックにもわずかに生じ
ていた。一方、比較例２のタイヤではリブ両端部にはリ
バーウェア及びトーアンドヒール摩耗共発生していなか
った。As a result, it was confirmed that in the tires of the examples, the river wear generated at both ends of the rib was prevented, and the toe and heel wear was also prevented. On the other hand, in the tire of Comparative Example 1, the toe-and-heel wear of the block having the reference surface was prevented by the convex block, but the convex block was slightly generated, and the river wear It happened slightly on the block as well. On the other hand, in the tire of Comparative Example 2, both river wear and toe and heel wear did not occur at both ends of the rib.

【００２３】従って、サイプでリブを等間隔に区切った
凹凸ブロックを有するこの種のタイヤでは、ｗ／ｐ≧
１．８、ｔ≦０．１ｈとし、サイプの平均深さｈを縦溝
の溝深さＨの５０％以上とすることにより始めてリバー
ウェア及びトーアンドヒール摩耗の発生を有効に防止で
きることが認められた。Therefore, in the tire of this type having the concavo-convex block in which ribs are divided at equal intervals by sipes, w / p ≧
It was confirmed that the occurrence of river wear and toe-and-heel wear can be effectively prevented for the first time by setting 1.8, t ≦ 0.1 h, and setting the average depth h of sipes to be 50% or more of the groove depth H of the vertical groove. Was given.

【００２４】ところでこの発明は上記の実施例に限定さ
れるものではない。例えば、リブ幅ｗ、サイプの間隔
ｐ、サイプの溝幅ｔ、サイプの平均深さｈが、それぞれ
ｗ／ｐ≧１．８、ｔ≦０．１ｈの関係を満足し、さらに
サイプの平均深さｈが縦溝の溝深さＨの５０％以上であ
れば、図５に記載の様な、タイヤ踏面部開口端から深さ
方向に向かって互いに漸次離反する方向に傾斜する傾斜
サイプ８ａ、８ｂを凸状ブロック９の両側にそれぞれ形
成する様にしても差支えない。この構造のタイヤを採用
した場合は、ブロック開口端近傍が特に良好に閉塞し、
ブロックをリブにより一層一体化し得る点で好ましい。The present invention is not limited to the above embodiment. For example, the rib width w, the sipe interval p, the sipe groove width t, and the sipe average depth h satisfy the relationship of w / p ≧ 1.8 and t ≦ 0.1h, respectively, and further, the sipe average depth is If the height h is 50% or more of the groove depth H of the vertical groove, the inclined sipe 8a inclined from the opening end of the tire tread portion toward the depth direction as shown in FIG. 8b may be formed on both sides of the convex block 9, respectively. When the tire of this structure is adopted, the vicinity of the opening end of the block is blocked particularly well,
It is preferable in that the blocks can be further integrated by ribs.

【００２５】[0025]

【発明の効果】以上の通り、この発明は、リブの円周上
に、隣接する縦溝間をタイヤ幅方向に横切り、当該リブ
を分断しブロック化するサイプ又は幅の狭い溝を複数本
間隔をおいて形成し、リブ幅をｗ、周方向に隣接するサ
イプ又は幅の狭い溝同士の間隔をｐとしたとき、ｗ／ｐ
≧１．８とし、サイプ又は幅の狭い溝の溝幅をｔ、平均
深さをｈとしたとき、ｔ≦０．１ｈとするとともに、上
記サイプ又は幅の狭い溝の平均深さｈを前記縦溝の溝深
さＨの５０％以上とした空気入りタイヤであるので、リ
ブ剛性を低くすることができ、リバーウェアの発生を有
効に防止することができる。As described above, according to the present invention, a plurality of sipes or narrow grooves are formed on the circumference of a rib so that adjacent vertical grooves are traversed in the tire width direction and the rib is divided into blocks. Where w is the rib width, and p is the distance between adjacent sipes or narrow grooves in the circumferential direction, w / p
≥1.8, t is the groove width of the sipe or the narrow groove, and t is the average depth, and t≤0.1h, and the average depth h of the sipe or the narrow groove is Since it is a pneumatic tire in which the groove depth H of the vertical groove is 50% or more, the rib rigidity can be reduced and the occurrence of river wear can be effectively prevented.

【００２６】またサイプ又は幅の狭い溝で区切られたリ
ブのブロックを、タイヤの基準表面を構成するブロック
と、該ブロック表面から突出する凸状ブロックで構成し
た場合では、リバーウェアの発生を有効に防止すること
ができると同時に、ブロック化に伴うトーアンドヒール
摩耗をも防止することができる格別顕著な効果を奏す
る。When the block of ribs separated by sipes or narrow grooves is composed of a block forming the reference surface of the tire and a convex block protruding from the block surface, the generation of river wear is effective. Not only can it be prevented, but also the toe-and-heel wear due to blocking can be prevented.

【図面の簡単な説明】[Brief description of drawings]

【図１】本発明の空気入りタイヤの一実施例を示すリブ
パターンの概略図である。FIG. 1 is a schematic view of a rib pattern showing an embodiment of a pneumatic tire of the present invention.

【図２】図１におけるII−II線断面図である。FIG. 2 is a sectional view taken along line II-II in FIG.

【図３】図１における III−III 線断面図である。FIG. 3 is a sectional view taken along line III-III in FIG.

【図４】同実施例タイヤに制動力が負荷された場合の接
地状態図である。FIG. 4 is a grounding state diagram when a braking force is applied to the tire of the example.

【図５】他実施例に係るリブの断面図である。FIG. 5 is a cross-sectional view of a rib according to another embodiment.

【符号の説明】[Explanation of symbols]

３ 縦溝 ４ リブ ５ サイプ ６ ブロック ６ａ タイヤの基準表面を構成するブロック ６ｂ 凸状ブロック 3 Vertical groove 4 Rib 5 Sipe 6 Block 6a Block constituting the reference surface of the tire 6b Convex block

Claims (4)

【特許請求の範囲】[Claims] 【請求項１】タイヤ周方向に連続して連なる複数の縦溝
によってその両側端が挟まれたリブを有する空気入りタ
イヤにおいて、上記リブの円周上に、隣接する縦溝間を
タイヤ幅方向に横切り、当該リブを分断しブロック化す
るサイプ又は幅の狭い溝を多数間隔をおいて形成し、リ
ブ幅をｗ、周方向に隣接するサイプ又は幅の狭い溝同士
の間隔をｐとしたとき、ｗ／ｐ≧１．８とし、サイプ又
は幅の狭い溝の溝幅をｔ、平均深さをｈとしたとき、ｔ
≦０．１ｈとするとともに、上記サイプ又は幅の狭い溝
の平均深さｈを前記縦溝の溝深さＨの５０％以上とした
ことを特徴とする空気入りタイヤ。1. A pneumatic tire having a rib whose both ends are sandwiched by a plurality of vertical grooves that are continuously arranged in the tire circumferential direction, wherein a circumferential direction between the adjacent vertical grooves is a tire width direction on the circumference of the rib. When a sipe or narrow groove is formed at a plurality of intervals by dividing the rib into blocks by dividing the rib, the rib width is w, and the interval between adjacent sipes or narrow grooves in the circumferential direction is p. , W / p ≧ 1.8, t is the groove width of the sipe or the narrow groove, and t is the average depth, then t
A pneumatic tire characterized in that ≦ 0.1 h and the average depth h of the sipe or the narrow groove is 50% or more of the groove depth H of the vertical groove. 【請求項２】サイプ又は幅の狭い溝で区切られたリブ上
のブロックが、タイヤの基準表面を構成するブロック
と、該ブロック表面から突出する凸状ブロックで構成さ
れた請求項１記載の空気入りタイヤ。2. The air according to claim 1, wherein the block on the rib divided by a sipe or a narrow groove is composed of a block forming a reference surface of the tire and a convex block protruding from the block surface. Included tires. 【請求項３】凸状ブロックの間に、タイヤの基準表面を
構成するブロックの１〜３を介在させて配置した請求項
２記載の空気入りタイヤ。3. The pneumatic tire according to claim 2, wherein blocks 1 to 3 constituting the reference surface of the tire are interposed between the convex blocks. 【請求項４】凸状ブロックの突出量が、サイプ又は幅の
狭い溝同士の間隔ｐの１０％以下である請求項２又は３
記載の空気入りタイヤ。4. The protrusion amount of the convex block is 10% or less of the interval p between sipes or narrow grooves.
Pneumatic tire described.
JP4154576A 1992-06-15 1992-06-15 Pneumatic tire Withdrawn JPH05345505A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP4154576A JPH05345505A (en) 1992-06-15 1992-06-15 Pneumatic tire

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP4154576A JPH05345505A (en) 1992-06-15 1992-06-15 Pneumatic tire

Publications (1)

Publication Number Publication Date
JPH05345505A true JPH05345505A (en) 1993-12-27

Family

ID=15587246

Family Applications (1)

Application Number Title Priority Date Filing Date
JP4154576A Withdrawn JPH05345505A (en) 1992-06-15 1992-06-15 Pneumatic tire

Country Status (1)

Country Link
JP (1) JPH05345505A (en)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6102092A (en) * 1998-06-17 2000-08-15 Michelin Recherche Et Technique S.A. Tire having sacrificial bridging
US6467517B1 (en) 1999-06-15 2002-10-22 Michelin Recherche Et Technique S.A. Tire having sacrificial bridging
JP2007182097A (en) * 2005-12-29 2007-07-19 Sumitomo Rubber Ind Ltd Tire for heavy load
WO2007148564A1 (en) * 2006-06-23 2007-12-27 The Yokohama Rubber Co., Ltd. Pneumatic tire
JP2011084186A (en) * 2009-10-16 2011-04-28 Bridgestone Corp Tire
CN104512204A (en) * 2013-10-02 2015-04-15 住友橡胶工业株式会社 Pneumatic tyre
JP2016159694A (en) * 2015-02-27 2016-09-05 東洋ゴム工業株式会社 Pneumatic tire
CN107199834A (en) * 2016-03-18 2017-09-26 住友橡胶工业株式会社 Pneumatic tire
JP2018008585A (en) * 2016-07-12 2018-01-18 住友ゴム工業株式会社 tire
US20180162173A1 (en) * 2016-12-09 2018-06-14 Toyo Tire & Rubber Co., Ltd. Pneumatic tire
JP2020059460A (en) * 2018-10-12 2020-04-16 住友ゴム工業株式会社 tire
EP3636460A4 (en) * 2017-06-07 2021-01-20 Bridgestone Corporation Tire

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6102092A (en) * 1998-06-17 2000-08-15 Michelin Recherche Et Technique S.A. Tire having sacrificial bridging
US6467517B1 (en) 1999-06-15 2002-10-22 Michelin Recherche Et Technique S.A. Tire having sacrificial bridging
JP2007182097A (en) * 2005-12-29 2007-07-19 Sumitomo Rubber Ind Ltd Tire for heavy load
WO2007148564A1 (en) * 2006-06-23 2007-12-27 The Yokohama Rubber Co., Ltd. Pneumatic tire
US8991451B2 (en) 2006-06-23 2015-03-31 The Yokohama Rubber Co., Ltd. Pneumatic tire with tread having ribs, open sipes and multisipes
JP2011084186A (en) * 2009-10-16 2011-04-28 Bridgestone Corp Tire
CN104512204B (en) * 2013-10-02 2017-05-10 住友橡胶工业株式会社 Pneumatic tyre
CN104512204A (en) * 2013-10-02 2015-04-15 住友橡胶工业株式会社 Pneumatic tyre
JP2015071347A (en) * 2013-10-02 2015-04-16 住友ゴム工業株式会社 Pneumatic tire
JP2016159694A (en) * 2015-02-27 2016-09-05 東洋ゴム工業株式会社 Pneumatic tire
CN107199834A (en) * 2016-03-18 2017-09-26 住友橡胶工业株式会社 Pneumatic tire
CN107199834B (en) * 2016-03-18 2020-08-11 住友橡胶工业株式会社 Pneumatic tire
JP2018008585A (en) * 2016-07-12 2018-01-18 住友ゴム工業株式会社 tire
US20180162173A1 (en) * 2016-12-09 2018-06-14 Toyo Tire & Rubber Co., Ltd. Pneumatic tire
US10675916B2 (en) * 2016-12-09 2020-06-09 Toyo Tire Corporation Pneumatic tire
EP3636460A4 (en) * 2017-06-07 2021-01-20 Bridgestone Corporation Tire
US11267294B2 (en) 2017-06-07 2022-03-08 Bridgestone Corporation Tire
JP2020059460A (en) * 2018-10-12 2020-04-16 住友ゴム工業株式会社 tire

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