JPH08244419A - Studless pneumatic tire - Google Patents
Studless pneumatic tireInfo
- Publication number
- JPH08244419A JPH08244419A JP7051356A JP5135695A JPH08244419A JP H08244419 A JPH08244419 A JP H08244419A JP 7051356 A JP7051356 A JP 7051356A JP 5135695 A JP5135695 A JP 5135695A JP H08244419 A JPH08244419 A JP H08244419A
- Authority
- JP
- Japan
- Prior art keywords
- sipe
- land
- vertical
- tread
- sipes
- 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
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は氷雪路面での優れた走行
性能を有する、スタッドレス空気入りタイヤの改良に関
するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a studless pneumatic tire having excellent running performance on ice and snow roads.
【０００２】[0002]
【従来の技術】トレッド部の表面に突出したスパイク、
またはスタッドによる粉塵公害をなくすためスパイクタ
イヤの使用が禁止されて以来、スパイクを備えない氷雪
路面での走行性能に優れるタイヤを目差し種々の開発が
なされてきた。これらはスタッドレスタイヤと総称され
ている。このスタッドレスタイヤにほぼ共通する特徴と
して、そのトレッド表面が多数のブロックに区分され、
区分されたブロックの夫々に、深さ方向に向かってスト
レ−トに延びる垂直横向きサイプが多数施されている。
トレッド陸部のブロック化は、雪上におけるグリップの
向上を、そして横向きサイプによるブロックの細区分化
は、その細区分によって形成された多数のブロック角部
による氷上摩擦係数の向上（エッジ効果）を夫々狙いと
したものである。2. Description of the Related Art Spikes protruding from the surface of a tread,
Since the use of spiked tires has been banned to eliminate dust pollution caused by studs, various developments have been made with the aim of developing tires that do not have spikes and have excellent running performance on snowy and snowy roads. These are collectively called studless tires. As a common feature of this studless tire, the tread surface is divided into a number of blocks,
Each of the divided blocks is provided with a large number of vertical lateral sipes extending straight in the depth direction.
Blocking the land of the tread improves grip on snow, and subdividing the blocks by lateral sipes improves the coefficient of friction on the ice (edge effect) due to the numerous block corners formed by the subdivisions. It was intended.
【０００３】[0003]
【発明が解決しようとする課題】このような構造のトレ
ッドは雪上性能はともかく、取り分け滑り易い氷上走行
時における駆動と制動とでは、安全性の面から後者のよ
り的確な制御が必要であるところ、ブロックへの横向き
サイプは、単に垂直に設けられているため、互いに逆向
きの駆動力と制動力が作用したときのエッジ効果に変わ
りはなく、制動時の氷上摩擦力不足、即ちアイスバ−ン
化した路上でのブレ−キの効き不足による事故が後を絶
たない。本発明は上記問題点に鑑みなされたもので、複
数の横向きサイプを有するブロックを含むトレッドを備
え、上記サイプと直交する向きに対し相反する外力が作
用したとき、それらの力に対応してブロックのエッジ効
果が異なるスタッドレス空気入りタイヤを提供すること
を目的とする。The tread having such a structure requires a more precise control of the latter from the viewpoint of safety in driving and braking when traveling on ice, which is particularly slippery, regardless of the performance on snow. Since the lateral sipes to the block are simply provided vertically, there is no change in the edge effect when the driving force and the braking force in the opposite directions are applied, and the frictional force on the ice during braking is insufficient, that is, the ice burn. Accidents due to the lack of braking on the eroded streets are endless. The present invention has been made in view of the above problems, and is provided with a tread including a block having a plurality of sideways sipes, and when an external force that opposes the direction orthogonal to the sipes acts, blocks corresponding to those forces. It is an object of the present invention to provide a studless pneumatic tire having different edge effects.
【０００４】[0004]
【課題を解決するための手段】本発明は、周方向に延び
る複数の主溝と、これらの主溝と交わる多数のラグ溝に
よって区分されたブロック状陸部を含み、上記陸部が夫
々複数の横向きサイプを有するトレッドを備えたタイヤ
において、上記サイプは、陸部表面に対し実質上垂直に
延び同表面に近接して位置する第1 垂直部と、他端側第
2 垂直部、および両垂直部を繋ぎ片側に傾斜した屈折部
より成り、陸部に並んだサイプ相互間で上記屈折部の傾
斜角度が異なることを特徴とするスタッドレス空気入り
タイヤである。SUMMARY OF THE INVENTION The present invention includes a plurality of main grooves extending in the circumferential direction and a block-shaped land portion divided by a large number of lug grooves intersecting with the main grooves, each of which is a plurality of land portions. In the tire provided with the tread having the lateral sipe, the sipe has a first vertical portion which extends substantially perpendicularly to the land surface and is located close to the surface, and a second vertical portion on the other end side.
(2) A studless pneumatic tire comprising a vertical portion and a bending portion that connects both vertical portions and is inclined to one side, and the inclination angle of the bending portion is different between the sipes arranged in the land portion.
【０００５】上記トレッドは少なくとも3 本並んだ横向
きサイプを有するブロック状陸部を含み、上記サイプの
一方から順次上記屈折傾斜角度を変化させることが好ま
しい。It is preferable that the tread includes a block-shaped land portion having at least three lateral sipe arranged side by side, and the refraction inclination angle is sequentially changed from one of the sipe.
【０００６】[0006]
【作用】本発明はブロック状陸部に設けた複数の横向き
サイプが、陸部表面に対し実質上垂直に延び同表面に近
接して位置する第1 垂直部と、他端側に位置する第2 垂
直部、および両垂直部を繋ぎ片側に傾斜した屈折部より
成り、陸部に並んだサイプ相互間で上記屈折部の傾斜角
度が異なるよう設けている。そのため、ブロックへのサ
イプと直交する方向に作用する剪断力に対しては、サイ
プ屈折部の傾斜に順じる方向の方が、上記傾斜に逆らう
方向より剛性が大であるため、大きい剪断力が作用した
時のエッジ効果のロスが少ない。従って、制動時にブレ
−キ力がサイプ屈折部の傾斜に順じる方向に作用するよ
うタイヤに回転方向を指定して使用することにより、効
果的な氷上走行性能が得られる訳である。According to the present invention, a plurality of lateral sipe provided on the block-shaped land portion is provided with a first vertical portion which extends substantially perpendicularly to the surface of the land portion and is located close to the surface, and a first vertical portion which is located on the other end side. 2 It consists of a vertical part and a bent part that connects both vertical parts and is inclined to one side. The sipe arranged on the land part is provided so that the tilt angle of the bent part is different. Therefore, with respect to the shearing force acting on the block in the direction orthogonal to the sipe, the direction following the inclination of the sipe bending part has a greater rigidity than the direction against the inclination, and therefore a large shearing force is applied. There is little loss of edge effect when is applied. Therefore, by using the tire by designating the rotation direction so that the braking force acts in a direction that follows the inclination of the sipe refraction portion during braking, effective ice running performance can be obtained.
【０００７】その場合、ブロック状陸部に横向きサイプ
を少なくとも3 本並べ、サイプの一方から順次上記屈折
傾斜角度が変化するよう設けたときは、屈折傾斜角度が
最大のサイプにおける屈折部と第2 垂直部によって形成
される、陸部の肥大部分の支持を受けることによって剪
断剛性が一層向上しするので、咄嗟に大きい制動力が作
用したときでも、陸部の腰くだけがを有利に抑制され、
効果的なエッジ効果を得ることができる。一方逆方向の
駆動力は、常時マイルドに負荷されるため、陸部の腰く
だけを考慮する必要はなく、従ってエッジ効果のロスは
実質上生じない。In this case, if at least three lateral sipes are arranged on the block-shaped land portion and the refraction inclination angle is sequentially changed from one of the sipes, the refraction portion and the second refraction portion in the sipes having the maximum refraction inclination angle are arranged. Since the shear rigidity is further improved by receiving the support of the enlarged part of the land part formed by the vertical part, even when a large braking force acts on the moment, only the flexion of the land part is advantageously suppressed,
It is possible to obtain an effective edge effect. On the other hand, the driving force in the opposite direction is always mildly applied, so that it is not necessary to consider only the softness of the land portion, so that the loss of the edge effect does not substantially occur.
【０００８】[0008]
【実施例】以下図面に基づき説明する。図１ａは本発明
における一実施例を示すトレッドの平面図、図１ｂは図
１ａにおけるA-A 断面図である。本発明においてスタッ
ドレスタイヤは、周方向に延びる複数の主溝2 と、これ
らの主溝と交わる多数のラグ溝3 によって区分されたブ
ロック状陸部4 を含み、上記陸部4 が夫々複数の横向き
サイプ5 を有するトレッド1 を備えたタイヤであって、
上記サイプ5 は、陸部表面F に対し実質上垂直に延び同
表面F に近接して位置する第1 垂直部6 と、他端側第2
垂直部7 、および両垂直部を繋ぎ片側に傾斜した屈折部
8 より成り、陸部4 に並んだサイプ5 相互間で上記屈折
部の傾斜角度が異なることを構成状の特徴とする。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A description will be given below with reference to the drawings. 1a is a plan view of a tread showing an embodiment of the present invention, and FIG. 1b is a sectional view taken along the line AA in FIG. 1a. In the present invention, the studless tire includes a plurality of main grooves 2 extending in the circumferential direction and a block-shaped land portion 4 divided by a large number of lug grooves 3 intersecting with the main grooves, and each of the land portions 4 has a plurality of laterally extending sides. A tire with a tread 1 having a sipe 5,
The sipe 5 includes a first vertical portion 6 that extends substantially perpendicularly to the land surface F and is located close to the surface F, and a second end portion 2
Vertical part 7 and a bent part that connects both vertical parts and is inclined to one side
It is characterized in that the inclination angle of the refraction portion is different between the sipes 5 arranged in the land portion 4.
【０００９】なお、図示を省略しているが本発明におけ
るスタッドレスタイヤは、左右サイドウォ−ルと両サイ
ドウォ−ル間に跨がってトレッド1 を備えるクラウン部
がトロイダルに連なり、一方のサイドウォ−ルからクラ
ウン部を通り他方サイドォ−ル間に亙って、ナイロン、
ポリエステルで代表される繊維コ−ドラジアルプライの
少なくとも1 枚（通常2 枚）、或はスチ−ルコ−ドラジ
アルプライの1 枚から成るカ−カスと、このカ−カスと
トレッド1 間に配置したスチ−ルコ−ド層の複数枚を含
む非伸長性ベルト層によって補強した、公知の構造を適
用することができる。Although not shown, the studless tire according to the present invention has a crown portion provided with a tread 1 straddling the left and right side walls and both side walls and connected in a toroidal manner, and one side wall is provided. From the other side through the crown, nylon,
A carcass consisting of at least one fiber cord radial ply (typically two) represented by polyester, or one steel cord radial ply, and placed between the carcass and the tread 1. Known structures reinforced by a non-stretchable belt layer including a plurality of steel cord layers can be applied.
【００１０】図１ａに示す実施例において、トレッド1
は赤道面O 上に1 本、その両側に各々1 本周方向主溝2
を互いに平行に配置し、これら主溝と交わるラグ溝3 を
周方向に所定間隔を置き設けることによって、主溝2
間、および主溝2 とトレッド端E 間に独立ブロックの陸
部4 を区分している。陸部4 の軸方向幅は、トレッド端
に面した、いわゆるショルダ−ブロックの方が広い。図
１ａにおいては、主溝2 、ラグ溝3 共ストレ−トのもの
を使用しているが、主溝2 はジグザグ状、クランク状な
ど左右に所定の振幅をもって周方向に連なる公知の溝を
用いることができ、またラグ溝3 も同様に、クランク
状、への字状溝などを用いることができる。In the embodiment shown in FIG. 1a, the tread 1
Is one on the equatorial plane O and one on each side of it.
Are arranged in parallel with each other, and lug grooves 3 intersecting with these main grooves are provided at a predetermined interval in the circumferential direction, so that the main grooves 2
And the land part 4 of the independent block is divided between the main groove 2 and the tread edge E. The axial width of the land portion 4 is wider in the so-called shoulder block facing the tread edge. In FIG. 1a, both the main groove 2 and the lug groove 3 are straight, but the main groove 2 is a known groove such as a zigzag shape or a crank shape which is continuous in the circumferential direction with a predetermined amplitude on the left and right. Similarly, the lug groove 3 may be a crank-shaped groove, a V-shaped groove, or the like.
【００１１】次に陸部に設ける横向きサイプであるが、
この実施例では長方形の陸部4 に3本の横向きサイプ5
を等間隔に設けている。サイプ5 は深さdSのほぼ1/3 に
夫々相当する、陸部表面F に近接した第1 垂直部6 、サ
イプの底側の位置を占める第2 垂直部7 、および両者を
繋ぐ屈折部8 より成る。そしてこの屈折部8 は一方に傾
斜（図１ｂ上では右側）し、各傾斜角度はα> β> γの
関係にある。このようにサイプに屈折部8 を有するた
め、陸部に対し矢印A 方向に剪断力が作用したときの陸
部変形が、屈折部を設けることによって形成された肥大
部分9の支持によって著しく低減するのである。Next, a lateral sipe to be installed on the land,
In this example, the rectangular land 4 has three lateral sipes 5
Are provided at equal intervals. The sipe 5 corresponds to approximately 1/3 of the depth d S , the first vertical part 6 close to the land surface F, the second vertical part 7 occupying the bottom side of the sipe, and the bending part connecting them. Consisting of 8. The refraction portion 8 is inclined to one side (on the right side in FIG. 1b), and the inclination angles are in the relationship of α>β> γ. Since the sipe has the bending portion 8 in this way, the deformation of the land portion when a shear force acts on the land portion in the direction of the arrow A is significantly reduced by the support of the enlarged portion 9 formed by providing the bending portion. Of.
【００１２】第1 垂直部6 に対する第2 垂直部7 の最大
傾斜角αによるオフセット10は3 〜5 mmの範囲とし、こ
の位置より角度β、γに対応してオフセット量を逓減さ
せて設けることが好ましい。一方サイプの深さdSはラグ
溝の深さdGの70〜100 % が好ましく、またサイプ深さdS
は、図１ｂに示すような総て同一に限らず、上記深さの
範囲内において、例えば傾斜角度α〜γが小さいもの程
深く設けることもできる。The offset 10 according to the maximum inclination angle α of the second vertical portion 7 with respect to the first vertical portion 6 is in the range of 3 to 5 mm, and the offset amount is gradually reduced from this position in correspondence with the angles β and γ. Is preferred. On the other hand, the sipe depth d S is preferably 70 to 100% of the lug groove depth d G , and the sipe depth d S
Are not necessarily all the same as shown in FIG. 1b, but may be provided deeper within the above-mentioned depth range, for example, as the inclination angles α to γ are smaller.
【００１３】平面視（図 1ａ）サイプ5 の延びは、スト
レ−トの他、ジグザグに用いたり、また図 1に示すサイ
プのように陸部4 を横断することなく、サイプの一端が
陸部内に止まる行き止まり横向きサイプを互い違い千鳥
状に設けたり、また横断サイプと行き止まりサイプを適
宜併用することなども可能である。In plan view (FIG. 1a), the extension of the sipe 5 is used not only for straightening but also for zigzag, and one end of the sipe does not cross the land 4 unlike the sipe shown in FIG. It is also possible to provide dead end sideways sipe staggered in a staggered manner, or to use cross sipe and dead end sipe together.
【００１４】[0014]
【効果】このようにして成る本発明のタイヤの効果を確
かめるため、 図 1に示すトレッドを用いた185/70R13 サ
イズの実施例のタイヤに、深さ方向が垂直に延びるサイ
プを用いた点においてのみ異なる比較例のタイヤを交
え、実車による氷上駆動、制動テストを行い評価した。
この場合、実施例のタイヤは、サイプ深さdSとラグ溝深
さdGを夫々8 mm、および9.5 mmとし、サイプのオフセッ
ト10を屈折部の傾斜角度α〜γの大きい順に対応して3
、2 、1 mmとした。[Effect] In order to confirm the effect of the tire of the present invention thus constituted, in the point of using the sipe extending vertically in the depth direction in the tire of the example of 185 / 70R13 size using the tread shown in FIG. Only the tires of Comparative Examples different from each other were used, and an actual vehicle driving on ice and a braking test were performed and evaluated.
In this case, in the tire of the example, the sipe depth d S and the lug groove depth d G are 8 mm and 9.5 mm, respectively, and the sipe offset 10 corresponds to the descending order of inclination angles α to γ of the bending portion. 3
, 2, 1 mm.
【００１５】テストタイヤは13×5 1/2Jリムに組み、1.
9 Kgf/Cm2 の内圧を充填した後、駆動テストは、特設の
氷上コ−スを時速20Km/Hで走行中フル加速を行い、この
加速地点から直線距離50m を走行するに要した時間を測
定した。そして制動テストは、同コ−スを時速25Km/Hで
直進中ブレ−キをかけ（ロック状態）、その地点から停
止するまでの距離を測定した。測定結果は各々逆数に変
換し、比較例のタイヤを基準とする指数により表１に示
す。The test tire was assembled on a 13 × 5 1 / 2J rim, and 1.
After filling the internal pressure of 9 Kgf / Cm 2 , the driving test was carried out at full speed while driving the special ice course at a speed of 20 Km / H at the speed of 20 Km / H. It was measured. In the braking test, a brake was applied while the vehicle was traveling straight at a speed of 25 km / h (locked state), and the distance from that point to the stop was measured. The measurement results are each converted into the reciprocal number and shown in Table 1 by an index based on the tire of the comparative example.
【００１６】[0016]
【表１】 [Table 1]
【図１】（ａ）本発明の実施例を示すトレッド平面図。 （ｂ）図 1（ａ）におけるA-A 断面図。FIG. 1A is a plan view of a tread showing an embodiment of the present invention. (B) AA sectional view in FIG.
1 ドレッド 2 周方向主溝 3 ラグ溝 4 陸部 5 横向きサイプ 6 第1 垂直部 7 第2 垂直部 8 屈折部 1 Dread 2 Circumferential main groove 3 Lug groove 4 Land part 5 Sideways sipe 6 1st vertical part 7 2nd vertical part 8 Refraction part
Claims (2)
主溝と交わる多数のラグ溝によって区分されたブロック
状陸部を含み、上記陸部が夫々複数の横向きサイプを有
するトレッドを備えたタイヤにおいて、上記サイプは、
陸部表面に対し実質上垂直に延び同表面に近接して位置
する第1 垂直部と、他端側第2 垂直部、および両垂直部
を繋ぎ片側に傾斜した屈折部より成り、陸部に並んだサ
イプ相互間で上記屈折部の傾斜角度が異なることを特徴
とするスタッドレス空気入りタイヤ。1. A tread including a plurality of circumferentially extending main grooves and a block-shaped land portion divided by a plurality of lug grooves intersecting with the main grooves, each land portion having a plurality of lateral sipe. In a tire that
It consists of a first vertical part that extends substantially perpendicular to the surface of the land and is located close to the surface, a second vertical part on the other end side, and a bending part that connects both vertical parts and is inclined to one side. A studless pneumatic tire characterized in that the angle of inclination of the above-mentioned bending portion is different between the sipe lined up.
向きサイプを有するブロック状陸部を含み、上記サイプ
の一方から順次上記屈折傾斜角度が異なる請求項１記載
のスタッドレス空気入りタイヤ。2. The studless pneumatic tire according to claim 1, wherein the tread includes a block-shaped land portion having at least three sideways arranged side by side, and the refraction inclination angle is sequentially different from one of the sipes.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05135695A JP3532995B2 (en) | 1995-03-10 | 1995-03-10 | Studless pneumatic tires |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05135695A JP3532995B2 (en) | 1995-03-10 | 1995-03-10 | Studless pneumatic tires |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08244419A true JPH08244419A (en) | 1996-09-24 |
| JP3532995B2 JP3532995B2 (en) | 2004-05-31 |
Family
ID=12884663
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP05135695A Expired - Lifetime JP3532995B2 (en) | 1995-03-10 | 1995-03-10 | Studless pneumatic tires |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3532995B2 (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6427737B1 (en) * | 1998-04-22 | 2002-08-06 | Bridgestone Corporation | Pneumatic tire having at least four sipes |
| US6601623B1 (en) | 1997-07-07 | 2003-08-05 | Bridgestone Corporation | Pneumatic tire |
| JP2006298055A (en) * | 2005-04-18 | 2006-11-02 | Bridgestone Corp | Pneumatic tire |
| KR100708874B1 (en) * | 1998-12-23 | 2007-04-18 | 피렐리 뉴아티씨 소시에떼 퍼 아찌오니 | A tyre for vehicle wheels |
| WO2015190391A1 (en) * | 2014-06-09 | 2015-12-17 | 株式会社ブリヂストン | Tire |
| JP2018052155A (en) * | 2016-09-26 | 2018-04-05 | 横浜ゴム株式会社 | Pneumatic tire |
| US20190299720A1 (en) * | 2012-12-19 | 2019-10-03 | Bridgestone Americas Tire Operations, Llc | Tire with bi-directional performance |
| CN111433050A (en) * | 2017-09-07 | 2020-07-17 | 大陆轮胎德国有限公司 | Pneumatic tire for vehicle |
-
1995
- 1995-03-10 JP JP05135695A patent/JP3532995B2/en not_active Expired - Lifetime
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6601623B1 (en) | 1997-07-07 | 2003-08-05 | Bridgestone Corporation | Pneumatic tire |
| US6427737B1 (en) * | 1998-04-22 | 2002-08-06 | Bridgestone Corporation | Pneumatic tire having at least four sipes |
| KR100708874B1 (en) * | 1998-12-23 | 2007-04-18 | 피렐리 뉴아티씨 소시에떼 퍼 아찌오니 | A tyre for vehicle wheels |
| JP2006298055A (en) * | 2005-04-18 | 2006-11-02 | Bridgestone Corp | Pneumatic tire |
| US20190299720A1 (en) * | 2012-12-19 | 2019-10-03 | Bridgestone Americas Tire Operations, Llc | Tire with bi-directional performance |
| WO2015190391A1 (en) * | 2014-06-09 | 2015-12-17 | 株式会社ブリヂストン | Tire |
| JP2018052155A (en) * | 2016-09-26 | 2018-04-05 | 横浜ゴム株式会社 | Pneumatic tire |
| CN111433050A (en) * | 2017-09-07 | 2020-07-17 | 大陆轮胎德国有限公司 | Pneumatic tire for vehicle |
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| Publication number | Publication date |
|---|---|
| JP3532995B2 (en) | 2004-05-31 |
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