JPH07232513A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH07232513A JPH07232513A JP6049680A JP4968094A JPH07232513A JP H07232513 A JPH07232513 A JP H07232513A JP 6049680 A JP6049680 A JP 6049680A JP 4968094 A JP4968094 A JP 4968094A JP H07232513 A JPH07232513 A JP H07232513A
- Authority
- JP
- Japan
- Prior art keywords
- sipe
- tread
- tire
- depth
- axial direction
- 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
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
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C11/1218—Three-dimensional shape with regard to depth and extending direction
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、特に重荷重用空気入り
タイヤとして好適に使用できサイプに基づくトレッド部
の欠け損傷を防止しうる空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire which can be preferably used as a heavy duty pneumatic tire and can prevent chipping damage of a tread portion due to sipes.
【０００２】[0002]
【従来の技術】近年の車両の高性能化、高出力化に伴
い、例えばトラック・バス用の重荷重用空気入りタイヤ
においても高速走行性能に優れるラジアル構造のものが
多用されている。2. Description of the Related Art With the recent trend toward higher performance and higher output of vehicles, heavy-duty pneumatic tires for trucks and buses, for example, have a radial structure which is excellent in high-speed running performance.
【０００３】このものには通常、直進安定性に優れるリ
ブパターンを基調としたトレッドパターンが用いられる
とともに、トレッド部は、強靭なベルト層で補強され
る。A tread pattern based on a rib pattern which is excellent in straight running stability is usually used for this, and the tread portion is reinforced by a strong belt layer.
【０００４】しかしこのようなタイヤでは、ベルト層に
より、横ぶれに対する抑止効果が大なトレッドショルダ
部の剛性も高められる。その結果、例えばわだち路面を
走行する際などワンダリング現象が発生しやすく、しか
もこのトレッドショルダ部に肩落ち摩耗等の偏摩耗を招
きやすい。However, in such a tire, the belt layer also enhances the rigidity of the tread shoulder portion, which has a great effect of suppressing lateral shake. As a result, for example, a wandering phenomenon is likely to occur when traveling on a rut road surface, and moreover, uneven wear such as shoulder drop wear is likely to be caused on the tread shoulder portion.
【０００５】従って従来、耐ワンダリング性能を高めか
つ偏摩耗を抑制する目的で、例えば図６に示すように、
トレッドショルダ部ａとなる最外側のリブｒに、このリ
ブｒを横切るサイプｓが設けられる。Therefore, conventionally, for the purpose of improving anti-wandering performance and suppressing uneven wear, for example, as shown in FIG.
A sipe s that crosses the rib r is provided on the outermost rib r that becomes the tread shoulder portion a.
【０００６】又サイプｓは、前記重荷重用タイヤの他、
例えば乗用車用タイヤ等にあっても、ウエットグリップ
性能、氷雪路面走行性能等を高める目的で設けられる場
合もある。The sipes s are, in addition to the heavy duty tires,
For example, even a passenger car tire or the like may be provided for the purpose of improving wet grip performance, running performance on snowy and snowy roads, and the like.
【０００７】[0007]
【発明が解決しようとする課題】しかしながらサイプＳ
は、接地／非接地の際に開閉をくり返し、特にトレッド
ショルダ部ａでは、旋回時に大なる横力がかかりすべり
量がトレッドセンター側より多くなる結果、サイプ底面
の外端を起点としてクラック等の欠け損傷ｂを発生する
という問題がある。However, the sipe S
Repeats opening and closing at the time of grounding / non-grounding. Especially, in the tread shoulder part a, a large lateral force is applied at the time of turning, and the amount of slippage becomes larger than that on the tread center side. There is a problem that chip damage b occurs.
【０００８】本発明は、トレッド縁近傍のサイプ底面に
所定寸法の***部を形成することを基本として、サイプ
の機能を損ねることなくサイプ底面を補強でき、前記問
題点を解決しうる空気入りタイヤの提供を目的としてい
る。The present invention is based on forming a raised portion of a predetermined size on the bottom surface of the sipe near the tread edge, and the sipe bottom surface can be reinforced without impairing the function of the sipe, and the pneumatic tire capable of solving the above problems. The purpose is to provide.
【０００９】[0009]
【課題を解決するための手段】前記目的を達成するため
に本発明の空気入りタイヤは、トレッド面にタイヤ周方
向にのびる複数の縦主溝を設け、かつこの複数の縦主溝
のうちタイヤ軸方向最外側の外の縦主溝とトレッド縁と
の間の外のリブ状体に、この外のリブ状体を横切りかつ
前記縦主溝の溝深さＨＢの０．５〜１倍の深さのサイプ
をタイヤ周方向に隔設するとともに、該サイプは、トレ
ッド縁の近傍にサイプ底面から半径方向外方に***する
***部を有し、この***部のサイプ底面からの***高さ
ＨＤを２mm以上かつサイプの深さＨＡの０．５倍以下と
している。In order to achieve the above object, a pneumatic tire of the present invention is provided with a plurality of longitudinal main grooves extending in the tire circumferential direction on a tread surface, and the tire among the plurality of longitudinal main grooves. The outer rib-like body between the outermost outer main groove in the axial direction and the tread edge is cut across the outer rib-like body and is 0.5 to 1 times the groove depth HB of the vertical main groove. The sipe having a depth is spaced in the tire circumferential direction, and the sipe has a ridge protruding radially outward from the sipe bottom surface near the tread edge, and the height of the ridge from the sipe bottom surface. The HD is 2 mm or more and 0.5 times or less of the sipe depth HA.
【００１０】又前記***部は、***部のタイヤ軸方向の
長さＬＣを、前記サイプの深さＨＡの０．５〜１．５
倍、しかもサイプ底面のタイヤ軸方向の外端から***部
の外端までのタイヤ軸方向の距離Ｌｎを、前記サイプの
深さＨＡの０〜０．６倍とすることが好ましい。The ridge portion has a length LC of the ridge portion in the tire axial direction, which is 0.5 to 1.5 of the depth HA of the sipe.
It is preferable that the distance Ln in the tire axial direction from the outer end of the sipe bottom surface in the tire axial direction to the outer end of the raised portion be 0 to 0.6 times the depth HA of the sipe.
【００１１】[0011]
【作用】サイプのトレッド縁近傍に、***高さＨＤを２
mm以上かつサイプの深さＨＡの０．５倍以下とした***
部を形成しいる。このことにより、サイプによる利点を
保ちながら、クラック等の起点近傍を補強し、トレッド
部の欠け損傷を効果的に防止しうる。[Function] Raise height HD to 2 near the tread edge of sipes
A ridge is formed that is not less than mm and not more than 0.5 times the sipe depth HA. This makes it possible to reinforce the vicinity of the starting point of cracks and the like and effectively prevent chipping damage of the tread portion while maintaining the advantage of sipes.
【００１２】***部の長さＬＣがサイプの深さＨＡの
０．５倍より小の場合、及び***部外端のサイプ底面外
端からの距離Ｌｎがサイプの深さＨＡの０．６倍より大
の場合には、前記欠け損傷防止効果が減じることとな
る。又前記サイプの長さＬＣがサイプの深さＨＡの１．
５倍をこえると、摩耗終期における見映えを損ねる。When the length LC of the ridge is less than 0.5 times the depth HA of the sipe, and the distance Ln from the outer end of the bottom of the sipe to the outer end of the ridge is 0.6 times the depth HA of the sipe. If it is larger, the chipping damage preventing effect is reduced. Further, the length LC of the sipe is 1.
When it exceeds 5 times, the appearance at the end of wear is impaired.
【００１３】[0013]
【実施例】以下本発明の一実施例を図面に基づき説明す
る。図において空気入りタイヤ１は、ビードコア２が通
るビード部３と、該ビード部３に連なりかつタイヤ半径
方向外向きにのびるサイドウォール部４と、その上端を
継ぐトレッド部５とを有し、又トレッド部５からサイド
ウォール部４を通りビード部３のビードコア２の周りを
折返すカーカス６と、前記トレッド部５の内方かつカー
カス６の半径方向外側にベルト層７とを具える。なお空
気入りタイヤ１は、本例ではトラック・バス用の重荷重
用空気入りタイヤとして形成される。DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. In the figure, a pneumatic tire 1 has a bead portion 3 through which a bead core 2 passes, a sidewall portion 4 which is continuous with the bead portion 3 and extends outward in the tire radial direction, and a tread portion 5 which joins the upper end thereof. A carcass 6 is provided to fold back from the tread portion 5 through the sidewall portion 4 around the bead core 2 of the bead portion 3, and a belt layer 7 inside the tread portion 5 and outside the carcass 6 in the radial direction. The pneumatic tire 1 is formed as a heavy-duty pneumatic tire for trucks and buses in this example.
【００１４】前記ベルト層７は、少なくとも１層以上の
ベルトプライ、本例ではカーカス６からトレッド面１０
に向かって順に配される第１、第２、第３、第４のベル
トプライ７ａ、７ｂ、７ｃ、７ｄからなる４層構造をな
す。又第２のベルトプライ７ｂは、そのタイヤ軸方向の
プライ巾を他のベルトプライ７ａ、７ｃ、７ｄの各プラ
イ巾に比して大に形成され、最大巾となるベルト層７の
ベルト巾ＢＷ、即ち本例では第２のベルトプライ７ｂの
プライ巾をトレッド巾ＴＷの０．８倍以上とすることに
よりトレッド部５をタガ効果を有して強固に補強する。The belt layer 7 comprises at least one belt ply, in this example, the carcass 6 to the tread surface 10.
To form a four-layer structure including first, second, third, and fourth belt plies 7a, 7b, 7c, and 7d arranged in this order. The second belt ply 7b is formed such that the ply width in the tire axial direction is larger than the ply widths of the other belt plies 7a, 7c and 7d, and the belt width BW of the belt layer 7 becomes the maximum width. That is, in this example, by setting the ply width of the second belt ply 7b to be 0.8 times the tread width TW or more, the tread portion 5 is strongly reinforced with a hoop effect.
【００１５】なおトレッド巾ＴＷとは、本願ではＪＩＳ
等で定まる標準リムに装着しかつ標準内圧を充填したタ
イヤに標準荷重を負荷した時に接地するトレッド面の巾
を意味する。The tread width TW is JIS in the present application.
It means the width of the tread surface that comes into contact with the ground when a standard load is applied to a tire that is mounted on a standard rim and is filled with standard internal pressure.
【００１６】又各ベルトプライ７ａ〜７ｄは、本例で
は、スチール製のベルトコードをタイヤ赤道面に対して
１０〜７０度の角度で配列したコード配列体である。Further, each of the belt plies 7a to 7d is, in this example, a cord array in which steel belt cords are arrayed at an angle of 10 to 70 degrees with respect to the tire equatorial plane.
【００１７】又ベルト層７を埋設する前記トレッド部５
のトレッド面１０は、前記タイヤ赤道面上に中心を有す
る凸円弧状のクラウン面１０Ａを有し、このクラウン面
１０Ａは、本例では、前記サイドウォール部４に凹円弧
で連なるバットレス面ＢＳとは、小円弧のショルダ面１
０Ｂを介して滑らかに接続する。すなわち、本例では、
トレッドショルダが小円弧をなすラウンドショルダ構造
をなす。なお本願では、クラウン面１０Ａとバットレス
面ＢＳとを交差させたスクエアーショルダ構造及びショ
ルダ面１０Ｂを実質的に平面としたテーパショルダ構造
を採用してもよい。The tread portion 5 in which the belt layer 7 is embedded
Tread surface 10 has a convex arc-shaped crown surface 10A having a center on the tire equatorial plane, and in this example, this crown surface 10A is a buttress surface BS continuous with the sidewall portion 4 by a concave arc. Is a small arc shoulder surface 1
Connect smoothly via 0B. That is, in this example,
The tread shoulder has a round shoulder structure with a small arc. Note that, in the present application, a square shoulder structure in which the crown surface 10A and the buttress surface BS intersect and a taper shoulder structure in which the shoulder surface 10B is substantially a flat surface may be adopted.
【００１８】又トレッド面１０には、タイヤ周方向にの
びる複数の縦主溝Ｍを設け、かつこの複数の縦主溝Ｍの
うちタイヤ軸方向最外側の外の縦主溝ＭＯとトレッド縁
Ｔｅとの間の外のリブ状体Ｒ３に、この外のリブ状体Ｒ
３を横切るサイプ９をタイヤ周方向に隔設している。Further, the tread surface 10 is provided with a plurality of vertical main grooves M extending in the tire circumferential direction, and among the plurality of vertical main grooves M, the outermost vertical main groove MO in the tire axial direction and the tread edge Te. To the outer rib-like body R3 between
Sipe 9 which crosses 3 is spaced apart in the tire circumferential direction.
【００１９】本例ではトレッド面１０は、図２に示すよ
うに、タイヤ赤道Ｃの両側かつ対称位置に配される縦主
溝Ｍ１、Ｍ１とその外側に配される縦主溝Ｍ２、Ｍ２と
の合計４本の縦主溝Ｍを具えることによって、前記トレ
ッド面１０を、縦主溝Ｍ１、Ｍ１間の内のリブ状体Ｒ１
と、縦主溝Ｍ１、Ｍ２間の中のリブ状体Ｒ２と、縦主溝
Ｍ２とトレッド縁Ｔｅとの間の外のリブ状体Ｒ３とに区
分している。なお本例では前記縦主溝Ｍ２によってタイ
ヤ軸方向最外側の外の縦主溝ＭＯを構成する。In this example, as shown in FIG. 2, the tread surface 10 includes vertical main grooves M1 and M1 arranged on both sides of the tire equator C and at symmetrical positions, and vertical main grooves M2 and M2 arranged outside thereof. By providing a total of four vertical main grooves M, the tread surface 10 is provided with a rib-shaped body R1 between the vertical main grooves M1 and M1.
And a rib-shaped body R2 inside the vertical main grooves M1 and M2, and an outer rib-shaped body R3 between the vertical main groove M2 and the tread edge Te. In this example, the vertical main groove M2 constitutes the outermost vertical main groove MO on the outermost side in the tire axial direction.
【００２０】又各縦主溝Ｍ１、Ｍ２は、実質的に等しい
溝深さＨＢを有し、本例では、前記中のリブ状体Ｒ２に
は、前記溝深さＨＢより小、例えば溝深さＨＢの０．４
〜０．６倍程度の溝深さＨＣを有する残底の横溝Ｙが隔
設され、該中のリブ状体Ｒ２を、ブロックＢが並ぶブロ
ック列に形成する。Further, each of the vertical main grooves M1 and M2 has a substantially equal groove depth HB, and in this example, the rib-shaped body R2 in the inside has a groove depth smaller than the groove depth HB, for example, a groove depth HB. HB 0.4
Lateral grooves Y having a groove depth HC of about 0.6 times are separated from each other, and the rib-like body R2 therein is formed in a block row in which the blocks B are arranged.
【００２１】又外のリブ状体Ｒ３には、前記サイプ９が
配される。サイプ９は、実質的に溝巾を有しない切込み
体であって、本例では、前記外の縦主溝ＭＯで開口する
内部からタイヤ軸方向外方に略直線状に傾斜してのびそ
の外端部は、前記バットレス面ＢＳで開口する。又サイ
プ９の底面９Ｓは、図３に示すように、前記クラウン面
１０Ａと略平行をなし、クラウン面１０Ａから底面９Ｓ
までの距離であるサイプの深さＨＡは、前記縦主溝の溝
深さＨＢの０．５〜１倍としている。このようなサイプ
９は、接地面内で作用する圧縮応力によって相互に強く
圧接され、あたかも連続した一体のゴム層として機能し
て必要なトレッド剛性を維持する。又接地付近で生じる
曲げ応力に対しては、サイプ９によって柔軟に変形で
き、応力の分散・緩和を計り肩落摩耗を防止しうる。又
曲げ変形時に開放されるサイプ９は、そのエッジ効果に
よってウエット路面及び氷雪路面でのグリップ性を高め
て制動性、駆動性を向上しうる。The sipes 9 are arranged on the outer rib-like body R3. The sipe 9 is a notched body having substantially no groove width, and in the present example, the sipe 9 extends substantially linearly outward from the inside opened at the outer longitudinal main groove MO and extends outside thereof. The ends open at the buttress surface BS. As shown in FIG. 3, the bottom surface 9S of the sipe 9 is substantially parallel to the crown surface 10A, and the bottom surface 9S extends from the crown surface 10A.
The depth HA of the sipe, which is the distance up to, is 0.5 to 1 times the groove depth HB of the vertical main groove. Such sipes 9 are strongly pressed against each other by the compressive stress acting on the ground contact surface, and function as a continuous and integrated rubber layer to maintain the required tread rigidity. Further, with respect to bending stress generated near the ground contact, it can be flexibly deformed by the sipe 9, and the stress can be dispersed / relaxed to prevent shoulder wear. Further, the sipe 9 released during bending deformation can improve gripping performance on wet road surfaces and snowy and snowy road surfaces due to its edge effect, thereby improving braking performance and driving performance.
【００２２】なおサイプの前記深さＨＡが１．０ＨＢよ
り大の時には、トレッドショルダ部での剛性が過度に低
下し、コーナリングフォースが減ずるなど操縦安定性を
大巾に損ね、又深さＨＡが０．５ＨＢより小の時には、
前記したサイプによる利点が得られ難い。When the depth HA of the sipe is larger than 1.0 HB, the rigidity at the tread shoulder portion is excessively reduced, the cornering force is reduced, and the steering stability is greatly impaired. When less than 0.5HB,
It is difficult to obtain the advantages of the sipes described above.
【００２３】又サイプ９は、トレッド縁Ｔｅの近傍に、
サイプ底面９Ｓから半径方向外方に***する***部１１
を具え、前記サイプによる利点を維持する一方トレッド
縁Ｔｅ近傍を補強し、クラック等の欠け損傷を効果的に
防止する。このために、***部１１のサイプ底面９Ｓか
らの***高さＨＤは、２mm以上必要であり、２mmより小
の時十分な補強効果が得られない。又***高さＨＤがサ
イプの深さＨＡの０．５倍より大の時、サイプによる前
記応力の分散・緩和効果が減じる他、摩耗終期において
***部１１が露出するなど見映えを損ねることとなる。The sipe 9 is located near the tread edge Te,
Raised portion 11 that bulges radially outward from the sipe bottom surface 9S
While maintaining the advantages of the sipes, the vicinity of the tread edge Te is reinforced and chip damage such as cracks is effectively prevented. For this reason, the protrusion height HD from the sipe bottom surface 9S of the protrusion 11 needs to be 2 mm or more, and when it is less than 2 mm, a sufficient reinforcing effect cannot be obtained. In addition, when the height HD is more than 0.5 times the depth HA of the sipe, the effect of dispersing and relaxing the stress due to the sipe is reduced, and the appearance of the ridge 11 is exposed at the end of wear, impairing the appearance. Become.
【００２４】なお前記***部１１は、本例では、断面多
角形状をなし、サイプ底面９Ｓに略平行な上辺１１Ａ
と、この上辺１１Ａのタイヤ軸方向の内端及び外端から
サイプ底面９Ｓにのびる内斜辺１１Ｂ、外斜辺１１Ｃと
を設け、前記外斜辺１１Ｃの傾斜を、内斜辺１１Ｂより
緩やかとすることにより、ワンダリング性を高めてい
る。In this example, the raised portion 11 has a polygonal cross section, and an upper side 11A substantially parallel to the sipe bottom surface 9S.
By providing the inner oblique side 11B and the outer oblique side 11C extending from the inner end and the outer end of the upper side 11A in the tire axial direction to the sipe bottom surface 9S, and making the inclination of the outer oblique side 11C gentler than the inner oblique side 11B, Improves wandering.
【００２５】又本例では、***部１１においては、タイ
ヤ軸方向の長さＬＣは、前記サイプの深さＨＡの０．５
〜１．５倍とすることが好ましく、又サイプ底面９Ｓの
タイヤ軸方向の外端から***部１１の外端までのタイヤ
軸方向の距離Ｌｎは、前記サイプの深さＨＡの０〜０．
６倍が好ましい。なお前記長さＬＣが０．５ＨＡより小
の時補強が局部的となるなど欠け損傷の防止効果を減じ
る。同様に前記距離Ｌｎが０．６ＨＡより大の時、補強
位置がクラックの起点位置から過度に隔たるため欠け損
傷防止効果を減じる。他方長さＬＣが１．５ＨＡより大
の時、摩耗終期における見映えを損ねる。Further, in this example, the length LC in the tire axial direction at the raised portion 11 is 0.5 of the sipe depth HA.
The distance Ln in the tire axial direction from the outer end of the sipe bottom surface 9S in the tire axial direction to the outer end of the raised portion 11 is 0 to 0.
6 times is preferable. When the length LC is less than 0.5 HA, the reinforcing effect becomes local and the effect of preventing chipping damage is reduced. Similarly, when the distance Ln is larger than 0.6 HA, the reinforcing position is excessively separated from the starting point of the crack, so that the chipping damage preventing effect is reduced. On the other hand, when the length LC is larger than 1.5 HA, the appearance at the end of wear is impaired.
【００２６】なお、このようなサイプ９は、要求するタ
イヤ性能等に応じて、サイプ間のピッチ長さ、ピッチ配
列及びサイプのタイヤ赤道からの傾斜角度等を適宜選定
することができる。The sipe 9 may have a pitch length between the sipes, a pitch arrangement, an angle of inclination of the sipe from the tire equator, and the like appropriately selected according to the required tire performance and the like.
【００２７】又このようなサイプ９は、生産性、加工精
度の観点から、加硫成形後のタイヤに、自動切り込み機
等を用いた機械加工により行う。From the viewpoint of productivity and processing accuracy, the sipe 9 is formed by mechanical processing of a tire after vulcanization molding using an automatic cutting machine or the like.
【００２８】なお機械加工に好ましい***部１１の他の
断面形状を図４（ａ）〜（ｄ）に例示する。Other cross-sectional shapes of the raised portion 11 suitable for machining are illustrated in FIGS. 4 (a) to 4 (d).
【００２９】図４（ａ）は、内斜辺１１Ｂ、外斜辺１１
Ｃを略同傾斜とした台形状をなす。図４（ｂ）は、曲率
半径ＲＯで湾曲する円弧状をなし、又図４（ｃ）は、ダ
円形状を有する。又図４（ｄ）は、内斜辺１１Ｂ及び外
斜辺１１Ｃの各下部に立片１１Ｄを形成した例えば６角
形状等の多角形状をなす。FIG. 4A shows an inner hypotenuse 11B and an outer hypotenuse 11B.
It has a trapezoidal shape with C having substantially the same inclination. 4 (b) has an arc shape curved with a radius of curvature RO, and FIG. 4 (c) has a circular shape. Further, FIG. 4D has a polygonal shape such as a hexagonal shape in which standing pieces 11D are formed on the lower portions of the inner oblique side 11B and the outer oblique side 11C, respectively.
【００３０】又外のリブ状体Ｒ３は、本例のごとくタイ
ヤ周方向に連続するリブ体として形成する他、ブロック
が周方向に隔置するブロック列として形成してもよく、
この時サイプ９は、ブロック上に形成する。The outer rib-like body R3 may be formed as a rib body continuous in the tire circumferential direction as in this example, or may be formed as a block row in which blocks are spaced in the circumferential direction.
At this time, the sipe 9 is formed on the block.
【００３１】（具体例）図１、２に示す構造をなすタイ
ヤサイズが１０．００Ｒ２０のタイヤを表１の仕様に基
づき試作するとともに、該試供タイヤのサイプに基づく
欠け損傷の発生率を実車走行テストによって比較した。(Concrete Example) A tire having a tire size of 10.00R20 having the structure shown in FIGS. 1 and 2 was prototyped according to the specifications shown in Table 1, and the occurrence rate of chipping damage due to the sipe of the sample tire was measured in actual vehicle running. Compared by testing.
【００３２】実車走行テストは、標準リム（７．００
Ｔ）、標準内圧（７．２５）の状態のタイヤをトラック
（２−２−Ｄ車両）に装着し、高速道路（舗装路１００
％）を約１３万km走行した。その時に生ずるサイプに基
づく欠け損傷のタイヤ１本当たりの発生率を夫々比較
し、図５に示す。In the actual vehicle running test, the standard rim (7.00) is used.
T), tires in the state of standard internal pressure (7.25) are mounted on a truck (2-2-D vehicle), and the highway (paved road 100
%) For about 130,000 km. The occurrence rates of chip damage due to sipes occurring at that time per tire are compared and shown in FIG.
【００３３】[0033]
【表１】 [Table 1]
【００３４】[0034]
【発明の効果】叙上のごとく本発明のタイヤは構成して
いるため、サイプに基づくトレッド部での欠け損傷を効
果的に防止しうる。Since the tire of the present invention is constructed as described above, chipping damage in the tread portion due to sipes can be effectively prevented.
【図１】本発明の一実施例を示すタイヤの断面図であ
る。FIG. 1 is a cross-sectional view of a tire showing an embodiment of the present invention.
【図２】そのトレッドパターンの一例を示す平面図であ
る。FIG. 2 is a plan view showing an example of the tread pattern.
【図３】***部を拡大して示す部分断面図である。FIG. 3 is a partial cross-sectional view showing an enlarged raised portion.
【図４】（ａ）〜（ｂ）は***部の他の実施例を示す断
面図である。4 (a) and 4 (b) are cross-sectional views showing another embodiment of the raised portion.
【図５】***高さを欠け損傷発生件数との関係を示す線
図である。FIG. 5 is a diagram showing the relationship between the height of a raised portion and the number of damage occurrences.
【図６】従来技術を説明する略斜視図である。FIG. 6 is a schematic perspective view illustrating a conventional technique.
９ サイプ ９Ｓ サイプ底面 １０ トレッド面 １１ ***部 Ｍ、Ｍ１、Ｍ２、ＭＯ 縦主溝 Ｒ３ 外のリブ状体 9 Sipe 9S Sipe bottom surface 10 Tread surface 11 Raised portion M, M1, M2, MO Vertical main groove R3 Outside rib-shaped body
Claims (2)
縦主溝を設け、かつこの複数の縦主溝のうちタイヤ軸方
向最外側の外の縦主溝とトレッド縁との間の外のリブ状
体に、この外のリブ状体を横切りかつ前記縦主溝の溝深
さＨＢの０．５〜１倍の深さのサイプをタイヤ周方向に
隔設するとともに、該サイプは、トレッド縁の近傍にサ
イプ底面から半径方向外方に***する***部を有し、こ
の***部のサイプ底面からの***高さＨＤを２mm以上か
つサイプの深さＨＡの０．５倍以下とした空気入りタイ
ヤ。1. A tread surface is provided with a plurality of vertical main grooves extending in the tire circumferential direction, and among the plurality of vertical main grooves, an outermost one between the outermost vertical main groove on the outermost side in the tire axial direction and the tread edge is provided. A sipe having a depth of 0.5 to 1 times the groove depth HB of the vertical main groove is provided on the rib-shaped body across the outer rib-shaped body in the tire circumferential direction. Air that has a raised portion that rises radially outward from the bottom surface of the sipe in the vicinity of the edge, and the height HD of the raised portion from the bottom surface of the sipe is 2 mm or more and 0.5 times or less of the depth HA of the sipe. Included tires.
さＬＣを、前記サイプの深さＨＡの０．５〜１．５倍、
しかもサイプ底面のタイヤ軸方向の外端から***部の外
端までのタイヤ軸方向の距離Ｌｎを、前記サイプの深さ
ＨＡの０〜０．６倍としたことを特徴とする請求項１記
載の空気入りタイヤ。2. The ridge has a length LC in the tire axial direction of the ridge that is 0.5 to 1.5 times the depth HA of the sipe,
Furthermore, the distance Ln in the tire axial direction from the outer end of the sipe bottom surface in the tire axial direction to the outer end of the raised portion is set to 0 to 0.6 times the depth HA of the sipe. Pneumatic tire.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04968094A JP3372340B2 (en) | 1994-02-22 | 1994-02-22 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04968094A JP3372340B2 (en) | 1994-02-22 | 1994-02-22 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07232513A true JPH07232513A (en) | 1995-09-05 |
| JP3372340B2 JP3372340B2 (en) | 2003-02-04 |
Family
ID=12837899
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP04968094A Expired - Fee Related JP3372340B2 (en) | 1994-02-22 | 1994-02-22 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3372340B2 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007204007A (en) * | 2006-02-06 | 2007-08-16 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2010058697A (en) * | 2008-09-04 | 2010-03-18 | Bridgestone Corp | Tire |
| JP2010125901A (en) * | 2008-11-25 | 2010-06-10 | Bridgestone Corp | Tire |
| JP2010168006A (en) * | 2009-01-26 | 2010-08-05 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2010264792A (en) * | 2009-05-12 | 2010-11-25 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP2011073511A (en) * | 2009-09-29 | 2011-04-14 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| WO2014185121A1 (en) * | 2013-05-13 | 2014-11-20 | 住友ゴム工業株式会社 | Pneumatic tire |
-
1994
- 1994-02-22 JP JP04968094A patent/JP3372340B2/en not_active Expired - Fee Related
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007204007A (en) * | 2006-02-06 | 2007-08-16 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2010058697A (en) * | 2008-09-04 | 2010-03-18 | Bridgestone Corp | Tire |
| JP2010125901A (en) * | 2008-11-25 | 2010-06-10 | Bridgestone Corp | Tire |
| JP2010168006A (en) * | 2009-01-26 | 2010-08-05 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2010264792A (en) * | 2009-05-12 | 2010-11-25 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| JP2011073511A (en) * | 2009-09-29 | 2011-04-14 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| WO2014185121A1 (en) * | 2013-05-13 | 2014-11-20 | 住友ゴム工業株式会社 | Pneumatic tire |
| JPWO2014185121A1 (en) * | 2013-05-13 | 2017-02-23 | 住友ゴム工業株式会社 | Pneumatic tire |
| US10471778B2 (en) | 2013-05-13 | 2019-11-12 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3372340B2 (en) | 2003-02-04 |
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