JPS61157406A - Pneumatic tire having lug pattern - Google Patents
Pneumatic tire having lug patternInfo
- Publication number
- JPS61157406A JPS61157406A JP59279081A JP27908184A JPS61157406A JP S61157406 A JPS61157406 A JP S61157406A JP 59279081 A JP59279081 A JP 59279081A JP 27908184 A JP27908184 A JP 27908184A JP S61157406 A JPS61157406 A JP S61157406A
- Authority
- JP
- Japan
- Prior art keywords
- lug
- tire
- circumferential
- tread
- cut
- 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.)
- Pending
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
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
-
- 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
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
-
- 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
- B60C11/1259—Depth of the sipe
- B60C2011/1268—Depth of the sipe being different from sipe to sipe
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）１１
この発明は、実質的にタイヤの軸方向へ延在してトレッ
ド側面に開口する複数のラグ溝により、トレッドの側部
領域をタイヤの周方向に区分して複数のラグを形成して
なるラグパターンを有する空気入りタイＶに関し、とく
に、トラック、バスなどの重車両に適用されてトレッド
の偏摩耗を有効に防止するものである。Detailed Description of the Invention (Industrial Field of Application) 11 This invention provides a method for controlling the side area of the tread by a plurality of lug grooves extending substantially in the axial direction of the tire and opening at the side surface of the tread. The present invention relates to a pneumatic tie V having a lug pattern formed by dividing a plurality of lugs in the circumferential direction, and is particularly applicable to heavy vehicles such as trucks and buses to effectively prevent uneven wear of treads.
（従来の技術）
従来から広く一般的に使用されているこの種のタイヤと
しては、たとえば、第６図に要部を正面図で示すものが
ある。(Prior Art) As a tire of this kind that has been widely used in the past, for example, there is one whose main parts are shown in a front view in FIG.
このタイヤは、タイヤ１の軸線ｘ−Ｘ方向へ延在してト
レッド２の側面３に開口する複数のラグｔＲ４にてトレ
ッド２の側部領域５をタイヤ１の周方向に区分すること
で、複数のラグ６を形成してなり、ここにおけるラグ６
は、タイヤ１の前後方向のトラクション性能を高めると
ともに、すぐれた耐摩耗性を発揮すべく作用する。This tire divides the side region 5 of the tread 2 in the circumferential direction of the tire 1 with a plurality of lugs tR4 extending in the axis XX direction of the tire 1 and opening at the side surface 3 of the tread 2. A plurality of lugs 6 are formed, and the lugs 6 here
acts to enhance the traction performance of the tire 1 in the longitudinal direction and to exhibit excellent wear resistance.
（発明が解決しようとする問題点）
ところが、かかる従来の空気入りタイヤにあっては、ト
レッド２のラグパターン部分において、タイヤ１の回転
方向（図では矢印Ａで示す）によって決まるラグ６の踏
込み側と、蹴出し側とで摩耗速度が異なり、とくに蹴出
し側で、図に斜線で示すように早期摩耗を生じ、この結
果、ラグ６は、ドレッド側面におけるその側端面形状が
、鋸歯状を呈する如くに偏摩耗されるという問題があっ
た。(Problem to be Solved by the Invention) However, in such a conventional pneumatic tire, in the lug pattern portion of the tread 2, the depression of the lug 6 is determined by the rotation direction of the tire 1 (indicated by arrow A in the figure). The wear rate is different between the side and the kick side, and early wear occurs especially on the kick side as shown by diagonal lines in the figure.As a result, the side end surface shape of the lug 6 on the dread side has a sawtooth shape. There was a problem of uneven wear as shown in the figure.
なお、ラグ６のこのような偏摩耗は、タイヤ１の０−チ
ージョンによってその回転方向を変更した場合には、ラ
グ６の周方向の両端部にて発生することになる。Note that such uneven wear of the lugs 6 will occur at both ends of the lugs 6 in the circumferential direction when the rotation direction is changed by the 0-tension of the tire 1.
そこで、ラグ溝の、タイヤの軸方向長さを短くすること
、隣接するラグ溝の、周方向距離を大きくすることなど
によって、ラグ６の偏摩耗を防止する提案がなされてい
るが、これらの技術によれば、ラグパターンを有する空
気入りタイヤに特有の＾いトラクション性能が損われる
ことになるという別個の問題があった。Therefore, proposals have been made to prevent uneven wear of the lugs 6 by shortening the length of the lug groove in the axial direction of the tire, increasing the circumferential distance between adjacent lug grooves, etc. According to the technology, there was a separate problem in that the inherent traction performance of pneumatic tires with lug patterns would be impaired.
この発明は、従来技術のかかる問題を有利に解決するも
のであり、ラグの偏摩耗、いいかえればヒールアンドト
ウ摩耗を、トラクションその他の性能低下をもたらすこ
となく十分に防止できる空気入りタイヤを提供するもの
である。The present invention advantageously solves the problems of the prior art, and provides a pneumatic tire that can sufficiently prevent uneven lug wear, in other words, heel-and-toe wear, without deteriorating traction or other performance. It is something.
〈問題点を解決するための手段）
この発明の、ラグパターンを有する９気入りタイヤは、
実質的にタイヤの軸方向へ延在してトレッド側面に開口
する複数のラグ溝により、トレッドの側部領域をタイヤ
の周方向に区分して複数のラグを形成したタイヤにおい
て、ラグに、これも実質的にタイヤの軸方向へ延在して
トレッド側面に開口する幅の狭い切り込みを設け、この
切り込みの醋をラグの周方向端部から周方向中央部に向
けて漸減させてなる。<Means for Solving the Problems> The 9-favorite tire having a lug pattern of the present invention has the following features:
In a tire in which a plurality of lugs are formed by dividing the side region of the tread in the circumferential direction of the tire by a plurality of lug grooves extending substantially in the axial direction of the tire and opening on the side surface of the tread, The lug has a narrow notch extending substantially in the axial direction of the tire and opening on the side surface of the tread, and the width of the notch gradually decreases from the circumferential end of the lug toward the circumferential center.
ここにおいて、実質的にタイヤの軸方向へ延在するとは
、タイヤの軸線と約３０度以下の交角をもって交差する
方向へ延在する場合をも含むことを意味し、またラグは
、その周方向の両端部のみをラグ溝にて区画されるもの
の他、それらのラグ溝と、タイヤの軸方向内側に位置す
る溝とによって区画されて独立した控部を形成するもの
をも含むものとする。Here, "extending substantially in the axial direction of the tire" means extending in a direction that intersects the tire axis at an angle of about 30 degrees or less; In addition to those in which only both ends of the tire are defined by lug grooves, the term also includes those in which the tire is defined by those lug grooves and a groove located on the axially inner side of the tire to form an independent abutment part.
また切り込みの鯖を漸減させるとは、その長さまたは深
さを漸次減少させることの他、ラグ溝の中心面に対する
切り込みの傾斜角をトレッド踏面上で漸次減少させるこ
とおよびタイヤの半径面に対する切り込みの傾斜角をト
レッド１１！ＩＷＪ上で漸次減少させることを含み、さ
らには、ラグの周方向における単位長さ当りの切り込み
の配設本数を漸次減少させることをも含むものとする。In addition to gradually reducing the length or depth of the cut, it also means gradually reducing the inclination angle of the cut relative to the center plane of the lug groove on the tread surface, and the reduction of the cut relative to the radius surface of the tire. The inclination angle of the tread is 11! This includes gradually decreasing the number of cuts on the IWJ, and further includes gradually decreasing the number of cuts per unit length in the circumferential direction of the lug.
（作 用）
この発明の空気入りタイヤでは、幅の狭い切り込みが、
トレッドの幅方向端部”分゛においてラグの剛性低下を
もたらすとともに、ラグの周方向端部′分の剛性低下を
もたらし、ラグと、それを取り囲゛む部分との間の剛性
差を低減するので、横力な′らびに蹴出時における周方
向すべりによる力学的入力に対し、ラグの剛性低下部分
での荷重負担が軽減され、この故に、ヒールアンドトウ
摩耗の有効なる低減がもたらされることになる。(Function) In the pneumatic tire of this invention, the narrow notch is
This reduces the stiffness of the lug at the widthwise end of the tread, and also reduces the stiffness at the circumferential end of the lug, reducing the difference in stiffness between the lug and the surrounding area. Therefore, in response to mechanical inputs such as lateral forces and circumferential slips during kick-off, the load burden on the portions of the lug where the rigidity is reduced is reduced, resulting in an effective reduction of heel and toe wear. It turns out.
加えて、幅の狭い□切り込みは、それをラグの周方向端
部分のみならず、その凶を漸減させつつ周方向中央部寄
りにも設けることにより、ラグ内での剛性の急激なる変
化を防止するので、ラグに、急激な剛性変化に起因する
他の１１Ｉ摩耗が生じることがない。In addition, the narrow □ notches are provided not only at the circumferential ends of the lugs, but also near the circumferential center while gradually reducing the damage, thereby preventing sudden changes in rigidity within the lugs. Therefore, other 11I wear caused by sudden changes in rigidity does not occur on the lugs.
なおここで、切り込みの鰺をラグの周方向に均一ならし
めた場合には、ラグの周方向端部分と周方向中央部とに
おける横力および力学的入力に対する１１ ｄｊ負担割
合の差が、切り込みを全く設けない場合と同様に、それ
ほど大きくならないので、この発明の所期した効果を達
成することができない。いいかえれば、この発明の所期
した効果は、ラグの周方向端部分の剛性をその周方向中
央部のそれよりも十分に低下させることにより、周方向
中央部−の荷重負担割合を端部分のそれよりも十分高め
ることにてもたらされる。Here, if the incisions are made uniform in the circumferential direction of the lug, the difference in the ratio of 11 dj burden to the lateral force and mechanical input between the circumferential end portion and the circumferential center portion of the lug is equal to the incision. As in the case where there is no provision at all, the size is not so large, so the desired effect of the present invention cannot be achieved. In other words, the desired effect of the present invention is to sufficiently lower the rigidity of the circumferential end portions of the lug than that of the circumferential center portion, thereby reducing the load bearing ratio of the circumferential center portion to the end portions. This can be achieved by raising the value sufficiently higher than that.
（実施例） 以下にこの発明を図示例に基づいて説明する。(Example) The present invention will be explained below based on illustrated examples.
第１図はこの発明の一実施例を示す要部正面図であり、
図中従来技術と同様の部分はそれと同一の番号で示す。FIG. 1 is a front view of main parts showing an embodiment of the present invention.
In the figures, parts similar to those in the prior art are designated by the same numbers.
すなわち、１はタイヤを、２はトレッドを、３はトレッ
ド側面を、４はタイヤ１の半径方向へ向けて切り込んだ
ラグ溝を、５はトレッド２の側部領域を、６はラグをそ
れぞれ示す。That is, 1 indicates the tire, 2 indicates the tread, 3 indicates the tread side surface, 4 indicates the lug groove cut in the radial direction of the tire 1, 5 indicates the side area of the tread 2, and 6 indicates the lug. .
また７は、タイヤ１の周方向に沿って稜線がジグザグ状
をなすうにトレッド踏面に切り込んだトレッド溝を示し
、この例のタイヤ１は、そのローテーションにより、矢
印へ方向のみならず、その逆方向へも回転されるものと
する。Further, 7 indicates a tread groove cut into the tread surface so that the ridge line forms a zigzag shape along the circumferential direction of the tire 1. Due to the rotation, the tire 1 in this example is not only in the direction of the arrow but also in the opposite direction. It is assumed that the direction is also rotated.
ここで″は、ラグ溝４をタイヤ１の軸方向へ延在させる
とともに、隣接するラグ溝４．４にて区分されるラグ６
に、これもタイヤ１の軸方向へ延在する複数本、ここで
は６本の幅の狭い切り込み８をラグ６の周方向に間隔を
おいて設け、たとえば０．３〜、５ｍｍ＄ｌとすること
ができるこれらの切り込み８の、トレッド踏面上におけ
るタイヤ１の軸方向の長さａ１〜ａ６を、ラグ６の周方
向両端部から周方向中央部に向けて漸次減少させる。す
なわち、図示例ではａ １ ＝ａ ６ ＞ａ ２−ａ
５ ＞ａ ３＝ａ、とする。なおここで、タイヤ１の軸
方向への切り込み８の最大長さａｌ、ａ、は、ラグ溝４
の同方向の長さａの１０％以上とすることがラグ６の周
方向端部分の有効なる剛性低下をもたらす上で好ましく
、また、各切り込み８の長さは、トレッド踏面上で各切
り込み８の先端縁を結ぶ線分Ｌ１が、ラグ６の周方向端
部と周方向中央部との間でほぼ直線状もしくはそれに近
似する曲線状となるように変化させることが、ラグ内で
の剛性の急激なる変化を防止する上で好ましい。Here, "" means that the lug grooves 4 extend in the axial direction of the tire 1, and the lugs 6 are divided by the adjacent lug grooves 4.4.
Also, a plurality of narrow cuts 8, in this case six narrow cuts 8, extending in the axial direction of the tire 1 are provided at intervals in the circumferential direction of the lug 6, for example, 0.3 to 5 mm. The lengths a1 to a6 of these cuts 8 in the axial direction of the tire 1 on the tread surface are gradually decreased from both circumferential ends of the lug 6 toward the circumferential center. That is, in the illustrated example, a 1 = a 6 > a 2-a
5>a 3=a. Note that the maximum length al, a of the notch 8 in the axial direction of the tire 1 is the lug groove 4.
It is preferable to set the length a in the same direction to 10% or more in order to effectively reduce the rigidity of the circumferential end portion of the lug 6, and the length of each notch 8 is preferably 10% or more of the length a in the same direction of the tread surface. The rigidity within the lug can be improved by changing the line segment L1 connecting the leading edge of the lug 6 into a substantially straight line or a curved line approximating it between the circumferential end and the circumferential center of the lug 6. This is preferable in order to prevent sudden changes.
またこの例では、ラグ６の周方向において切り込み８の
艮ざを変化させることに加え、各切り込み８の配設ピッ
チｂ 、 −ｂ 、をラグ６の周方向端部から周方向中
央部に向けて漸次増加させ、ｂ１＝ｂ ｙ ＜ｂ ２
＝ｂ ６＜ｂ ｓ−ｂ ５ ＜ｂ ４とすることにより
、ラグ６の周方向の単位長さ当りの切込本数をラグ６の
周方向中央部に向けて漸減させてラグ６の周方向端部分
での一層有効なる剛性低下をもたらす。なおここにおけ
る切り込み８の最大配設ピッチｂ４を、ラグ６の周方向
長さｂの５〜６０％とした場合、には、ラグ６の周方向
中央部における剛性の急激なる変化を有効に防止するこ
とができる。Furthermore, in this example, in addition to changing the width of the notches 8 in the circumferential direction of the lug 6, the arrangement pitch b, -b of each notch 8 is directed from the circumferential end of the lug 6 to the circumferential center. and gradually increase b1=b y <b 2
By setting = b 6 < b s - b 5 < b 4, the number of cuts per unit length in the circumferential direction of the lug 6 is gradually decreased toward the circumferential center of the lug 6. This results in more effective stiffness reduction at the end portions. Note that if the maximum arrangement pitch b4 of the notches 8 is set to 5 to 60% of the circumferential length b of the lug 6, a sudden change in rigidity at the circumferential center of the lug 6 can be effectively prevented. can do.
さらにこの例では、各切り込み８のトレッド側面３にお
けるタイヤの径方向の深さｄ、−ｄ６を均等とし、その
深さを、ラグ溝４の同方向の深さｄよりも小さくする。Further, in this example, the depths d and -d6 of each notch 8 in the radial direction of the tire on the tread side surface 3 are made equal, and the depth is made smaller than the depth d of the lug groove 4 in the same direction.
以上に述べた実施例において、ラグ６の周方向長さｂを
、ラグ溝４の、タイヤ１σ軸方向の長ざａと同等もしく
はそれ以上とすることが好ましく、またこの実施例は、
トレッド２に隣接するショルダ部の形状が、スフウェア
ショルダである場合を示したが、この発明は、ラウンド
ショルダ、テーバショルダのいずれの場合であっても同
様に適用することができる。なお、図示例では、切り込
み８の長さおよび配設ピッチの両方を変化させることと
しているが、それらのいずれか一方のみを選択してもこ
の発明の所期した作用効果を達成することができる。In the embodiment described above, it is preferable that the circumferential length b of the lug 6 is equal to or greater than the length a of the lug groove 4 in the tire 1σ axial direction, and in this embodiment,
Although the case is shown in which the shape of the shoulder portion adjacent to the tread 2 is a square shoulder, the present invention can be similarly applied to either a round shoulder or a tabular shoulder. In the illustrated example, both the length and the arrangement pitch of the notches 8 are changed, but the desired effects of the present invention can be achieved even if only one of them is selected. .
！１
加えて、図示例ではタイヤ１の軸方向および半径方向へ
延在させているラグ溝４および切り込み８をそれぞれ、
タイヤ１の軸線および半径面に対して約３０度以下の交
角をもって交差する方向へ延在させることも可能である
。! 1 In addition, in the illustrated example, the lug grooves 4 and the notches 8 extending in the axial and radial directions of the tire 1 are
It is also possible to extend in a direction intersecting the axis and radial surface of the tire 1 at an angle of about 30 degrees or less.
第２図はこの発明の他の実施例を示す要部側面図であり
、ここでは、ラグ６に等ピッチで設けた各切り込み８の
トレッド側面３におけるタイヤの径方向の深さｄ、％ｄ
、を、ラグ６の周方向端部から周方向中央部に向けて漸
次減少させてｄ１＝ｄ ６ ＞ｄ ２ ＝ｄ ５ ＞ｄ
ｓ −ｄ ４とすることにより、ラグ６の周方向端部
分における有効なる剛性低下をもたらすとともに、ラグ
内での急激なる剛性変化を防止する。ここで、好ましく
は、切り込み８のトレッド側面３におけるタイヤ径方向
の最大深さｄ、、ｄ６をラグ溝４の同方向深さｄの３０
％以上と、し、および／またはトレッド側面上で各切り
込み８の底縁を結ぶ線分Ｌ２を、ラグ６の周方向端部と
周方向中央部との間でほぼ直線状もしくはそれに近似す
る曲線状とする。FIG. 2 is a side view of a main part showing another embodiment of the present invention. Here, the depth d in the radial direction of the tire on the tread side surface 3 of each notch 8 provided at an equal pitch on the lug 6, %d
, is gradually decreased from the circumferential end to the circumferential center of the lug 6, so that d1=d 6 >d 2 =d 5 >d
By setting s-d to 4, the stiffness is effectively reduced at the circumferential end portion of the lug 6, and a sudden change in stiffness within the lug is prevented. Here, preferably, the maximum depth d, d6 of the notch 8 in the tire radial direction on the tread side surface 3 is set to 30% of the depth d of the lug groove 4 in the same direction.
% or more, and/or a line segment L2 that connects the bottom edge of each cut 8 on the tread side surface is approximately straight or a curved line that approximates it between the circumferential end and the circumferential center of the lug 6 shall be as follows.
第３図はこの発明のさらに他の実施例を示す要部正面図
であり、この例ではトレッド側面３に等ピッチで開口す
るとともに、タイヤ１の軸方向に均等な長さを有する複
数本の切り込み８のうち、ラグ溝４に近い部分の切り込
み８、ここでは切込本数が比較的少ないので全ての切り
込み８を、トレッド踏面上で、ラグ溝中心面Ｙ−Ｙに対
し、それらの先端縁が後端縁よりもラグ溝中心面Ｙ−Ｙ
に接近する方向へ傾斜させて設け、各リリ込み８のラグ
溝中心面Ｙ−Ｙに対する傾斜角α１〜α６を、ラグ６の
周方向端ｍｌから周方向中央部、へ向けて漸次減少させ
てα１−α６〉α２＝α５〉α３−α４とする。なおこ
こで、切り込み８の、ラグ溝中心面Ｙ−Ｙに対する最大
傾斜角α、α６は３０度以下とすることが好ましい。FIG. 3 is a front view of main parts showing still another embodiment of the present invention. In this example, a plurality of openings are formed at equal pitches in the tread side surface 3 and have equal lengths in the axial direction of the tire 1. Among the notches 8, the notches 8 near the lug groove 4, since the number of cuts here is relatively small, all the notches 8 are placed on the tread surface with respect to the lug groove center plane Y-Y, and the leading edges of the notches 8 are is closer to the lug groove center plane Y-Y than the rear edge
The inclination angle α1 to α6 of each recess 8 with respect to the lug groove center plane Y-Y is gradually decreased from the circumferential end ml of the lug 6 toward the circumferential center. Let α1-α6>α2=α5>α3-α4. Here, it is preferable that the maximum inclination angles α and α6 of the notches 8 with respect to the lug groove center plane Y-Y are 30 degrees or less.
第４図はこの発明のさらに他の実施例を示す要部側面図
であり、ここでは切り込み８の、トレッド側面上におけ
るタイヤの径方向の深さを均一ならしめる一方、そのト
レッド側面上において、ラグ溝４に近い部分の切り込み
８、この例でもまたすべての切り込み８を、その上縁を
通るタイヤ１の半径面Ｒ１−Ｒ＋〜Ｒ６−Ｒ６に対し、
それらの底縁が上縁よりもラグ溝に接近する方向へ傾斜
させて設け、各切り込み８の半径面Ｒ＋ −Ｒ＋〜Ｒ，
−Ｒ６に対する傾斜角β１〜β６をラグ６の周方向端部
から周方向中央部に向けて漸次減少させてβ１−Ｒ６〉
β２＝β５〉β３＝β４とする。FIG. 4 is a side view of a main part showing still another embodiment of the present invention, in which the depth of the notch 8 on the tread side surface in the radial direction of the tire is made uniform, while on the tread side surface, The notches 8 in the portion close to the lug groove 4, again in this example, all the notches 8, with respect to the radial surface R1-R+ to R6-R6 of the tire 1 passing through the upper edge thereof,
The bottom edges of the notches are provided so as to be inclined in a direction closer to the lug groove than the upper edges, and the radial surface R+ -R+~R of each cut 8,
- Gradually reduce the inclination angles β1 to β6 with respect to R6 from the circumferential ends of the lugs 6 toward the circumferential center to obtain β1-R6>
Let β2=β5>β3=β4.
この例によっても、ラグ６の周方向端部分の剛性を有効
に低減させ得るとともに、ラグ内における剛性の急激な
る変化を有効に防止し得ることは第３図に示した実施例
の場合と同様である。またこの例では、切り込みの前記
半径面に対する最大傾斜角β、Ｒ６を３０度以下とする
ことが好ましい。In this example as well, the rigidity of the circumferential end portion of the lug 6 can be effectively reduced, and a sudden change in the rigidity within the lug can be effectively prevented, as in the case of the example shown in FIG. It is. Further, in this example, it is preferable that the maximum inclination angle β, R6, of the notch with respect to the radial surface is 30 degrees or less.
以上この発明を図示例に基づいて説明したが、＠２〜４
図に示す実施例において、切り込み８のトレッド踏面上
におけるタイヤ１の軸方向の長さを、ラグ溝４の同方向
の艮ざａの５％以上とすること、また、第、３．４図に
示す実施例において、切り込み８の、トレッド側面上に
おけるタイヤの径方向の深さを、ラグ溝４の同方向の深
さｄの１５％以上とすること、さらに、第１〜４図に示
す実施例において、切り込み８の配設ピッチを、第１図
に示す実施例にてピッチを変化させる場合を除き、ラグ
６の周方向の長さの３〜３０％とすることが、この発明
の所期した効果をより有効に達成する上で好ましい。This invention has been explained above based on illustrated examples, but @2-4
In the embodiment shown in the figure, the length of the notch 8 on the tread surface in the axial direction of the tire 1 is 5% or more of the groove a of the lug groove 4 in the same direction. In the embodiment shown in Figs. 1 to 4, the depth of the notch 8 in the radial direction of the tire on the tread side surface is 15% or more of the depth d of the lug groove 4 in the same direction, and further, as shown in Figs. In the embodiments, the arrangement pitch of the notches 8 is set to 3 to 30% of the circumferential length of the lug 6, except when the pitch is changed in the embodiment shown in FIG. This is preferable in order to achieve the desired effect more effectively.
なお図示例では、ラグ６の周方向中央位置に対して切り
込み８を対称に設けているが、この発明はこれのみに限
定されないことはもちろんである。In the illustrated example, the notches 8 are provided symmetrically with respect to the circumferential center position of the lug 6, but it goes without saying that the present invention is not limited to this.
さらにまた、以上に述べた実施例ではラグ６の周方向の
両端部から切り込み８の量を漸減させているが、タイヤ
の回転方向を特定した場合には、一方の端部のみから切
り込みのはを漸減させることもできる。Furthermore, in the embodiment described above, the amount of the cut 8 is gradually reduced from both ends of the lug 6 in the circumferential direction, but when the direction of rotation of the tire is specified, the amount of the cut 8 is gradually reduced from both ends of the lug 6 in the circumferential direction. can also be gradually reduced.
また、第２〜４図に示した実施例を、第１図に関して述
べた範囲内にて適宜に変更することもでき、各実施例で
述べた切り込み８の母の変化を適宜に選択して組み合せ
ることもできる。Furthermore, the embodiments shown in FIGS. 2 to 4 can be modified as appropriate within the range described with respect to FIG. They can also be combined.
（比較例）
この発明によるタイヤと比較タイヤとのラグのＳ摩耗に
関する比較結果を以下に述べる。(Comparative Example) Comparison results regarding lug S wear between a tire according to the present invention and a comparative tire will be described below.
（１）共通諸元
タイヤサイズ： １０．００ Ｒ２０１４ＰＲラグ溝の
タイヤの軸方向長さａ＝４０ｍｍラグの周方向長さｂ＝
７０＋ｕ
ラグ溝の、タイヤの径方向深さｄ＝１６＋ｎ切り込みの
開口幅： ０．５ｍｍ
切込本数、／ラグ二〇本
（２）タイヤの種類
Ａ、Ｂ−比較タイ１フ
Ｃ〜Ｈ−この発明のタイヤ
Ａ：切り込みなし、
Ｂ：切り込み有り、切り込みの最はラグの周方向に一様
ａ １＝ａ２＝ａ３＝ａ＋＝ａ５＝ａ６＝１５１１１１
ｄ １＝ｄ ２＝ｄ ３＝ｄ ＜＝ｄ ５＝６６＝１０
＋１１α１＝α６；α２＝α５−α３；α、＝０β１−
β６＝β２＝β５＝β３＝β、＝Ｏｂ ＋ ＝ｂ ２
＝ｂ ３ ＝ｂ ４ ＝ｂ ５ ＝ｂ ｂ ＝ｂ ｙ
＝ １０１１１１１Ｃ：切り込みの、タイヤの軸方向の
長さ漸減ａ ＋ ＝８６ ＝２０ｍｍ、 ａ ２ ＝ａ
ｓ ＝ １ｓｕｎ。(1) Common specifications Tire size: 10.00 R2014PR Tire axial length of lug groove a = 40 mm Circumferential length of lug b =
70+u Depth of lug groove in tire radial direction d = 16+n Opening width of cut: 0.5 mm Number of cuts, / 20 lugs (2) Tire type A, B - Comparison tie 1, C to H - This Tire of the invention A: No notch, B: With notch, the most of the notch is uniform in the circumferential direction of the lug a1=a2=a3=a+=a5=a6=151111
d 1=d 2=d 3=d ＜=d 5=66=10
+11α1=α6;α2=α5−α3;α,=0β1−
β6=β2=β5=β3=β, =Ob + =b 2
= b 3 = b 4 = b 5 = b b = b y
= 1011111C: Gradual decrease in the length of the cut in the axial direction of the tire a + = 86 = 20 mm, a 2 = a
s = 1 sun.
ａ ３ ＝ａ 、 ＝１０ｍｍ、その他はＢと同様Ｄ：
切り込みの、タイヤの径方向深さ漸減ｄ Ｈ−ｄ
６ ＝１３１、 ｄ ２ ＝６ ５
＝１０１１１１１゜ｄ３＝ｄ、＝７ｇ＋（その伯はＢと
同様Ｅ：切り込みの、□トレッド踏面上での傾斜角漸減
α１；α６＝１５度、α２＝α５＝１０度。a 3 = a , = 10 mm, other points are the same as B D:
Gradual decrease in tire radial depth of cut d H-d
6 = 131, d 2 = 6 5
=1011111°d3=d, =7g+(The ratio is the same as B. E: Gradual decrease in inclination angle of the notch on the □tread surface α1; α6 = 15 degrees, α2 = α5 = 10 degrees.
α３＝α４＝５度、その他はＢと同様 Ｆ：切り込みの、トレッド側面上での傾斜角漸減 β１−β６＝１５度、β２＝β５＝１０度。α3=α4=5 degrees, other things are the same as B F: Gradual decrease in inclination angle of the cut on the tread side surface β1-β6=15 degrees, β2=β5=10 degrees.
β３＝β４＝５度、その他はＢと同様
Ｇ：切り込みの配設ピッチ漸増
ｂ １ ”ｂ ７ ＝６１、 ｂ ２ ＝ｂ ６ ＝９
１１１１１゜ｂ ３ ” ｂ ｓ ＝ １２１、 ｂ
４ ＝ １６＋ｌ１１１、その他はＢと同様
Ｈ：ＣとＧの組み合せ
（３）テスト方法
ＪＩＳの正規内圧、正ＮＡ荷重下で、タイヤのローテー
ションなしに連続走行し、３万および５万Ｋｎ＋走行時
点で、第５図に示すように、うグの蹴出し側端縁と、踏
込み側端縁、との摩耗口の差りをそれぞれ測定し、タイ
ヤＡの測定結果を１００として指数表示した。β3 = β4 = 5 degrees, other conditions are the same as B G: Gradual increase in pitch of notches b 1 ”b 7 = 61, b 2 = b 6 = 9
11111゜b3''b s = 121, b
4 = 16 + l111, the rest is the same as B H: combination of C and G (3) Test method Continuously run without tire rotation under JIS normal internal pressure and positive NA load, at 30,000 and 50,000 Kn + running As shown in FIG. 5, the difference in the wear opening between the kick-out side edge and the push-in side edge of the arm was measured, and the measurement results for Tire A were set as 100 and expressed as an index.
（４）テスト結果
なお、トラクション性能に関しては、この発明のタイー
フＣ−Ｈはいずれも、比較タイヤＡよりもすぐれた結果
が得られた。(4) Test Results In terms of traction performance, all of the Tief C-H of the present invention had better results than Comparative Tire A.
（効 果）
前記比較例から明らかなように、この発明によれば、い
ずれか−の手段によって切り込みの盪をラグの周方向端
部から周方向中央部へ同番ノで漸減させることにより、
トラクション性能の低下をもたらすことなしに、ラグの
周方向端部分の（１ｍ摩耗が有効に防１トさせることに
なり、タイヤの耐久性の著しい向上がもたらされること
になる。(Effects) As is clear from the comparative example, according to the present invention, by gradually reducing the depth of the cut from the circumferential end of the lug to the circumferential center of the lug by using any one of the means,
This effectively prevents wear of the circumferential end portions of the lugs by 1 m without deteriorating traction performance, resulting in a significant improvement in tire durability.
第１図はこの発明の一実施例を示す図、゛第２〜４図は
この発明の他の実施例を示す図、第５図は比較例におけ
る偏摩耗の測定位置を示す側面図、
第６図は従来例を示す要部正面図である。
１・・・タイヤ ２・・・トレッド３・・・ト
レッド側面 ４・・・ラグ溝５・・・側部領域
６・・・ラグ７・・・トレッド溝 ８・・・切り
込みＡ・・・回転方向
ａ・・・ラグ溝のタイヤの軸方向長さ
８、〜ａ６．１７）Ｑい。、イヤ、ヵ。５８１ｂ・・・
ラグの周方向長さ
β１〜β７・・・切り込みのラグ周方向配設ピッチｄ・
・・ラグ溝の、タイＶの径方向の深さｄ、〜ｄ、・・・
切り込みの、タイヤの径方向の深さα１〜α６・・・ト
レッド踏面上における切り込みのラグ溝中心面に対する
傾斜角
β１〜β６・・・トレッド側面上における切り込みの、
タイヤの半径面に対する傾斜角
特許出願人 株式会社 ブリヂストン−「−
嘴ツ〒
第２図
第３図
第４図Fig. 1 is a diagram showing one embodiment of the present invention; Figs. 2 to 4 are diagrams showing other embodiments of the invention; Fig. 5 is a side view showing measurement positions of uneven wear in a comparative example; FIG. 6 is a front view of main parts showing a conventional example. 1... Tire 2... Tread 3... Tread side 4... Lug groove 5... Side area
6...Lug 7...Tread groove 8...Notch A...Rotation direction a...Lug groove axial length of the tire 8, ~a6.17) Q. , I don't like it. 581b...
Circumferential length of lugs β1 to β7...Lug circumferential arrangement pitch of notches d.
... Depth of the lug groove in the radial direction of the tie V d, ~d, ...
Depth of the cut in the radial direction of the tire α1 to α6...Inclination angle of the cut on the tread surface to the center plane of the lug groove β1 to β6...The cut on the side surface of the tread,
Inclination angle with respect to the radial plane of the tire Patent applicant: Bridgestone Corporation - "- Beak" Figure 2 Figure 3 Figure 4
Claims (1)
開口する複数のラグ溝により、トレッドの側部領域をタ
イヤの周方向に区分して複数のラグを形成したタイヤに
おいて、 前記ラグに、実質的にタイヤの軸方向へ延 在してトレッド側面に開口する幅の狭い切り込みを設け
、この切り込みの量をラグの周方向端部から周方向中央
部に向けて漸減させてなることを特徴とするラグパター
ンを有する空気入りタイヤ。 ２、前記切り込みの、トレッド踏面上におけるタイヤの
軸方向の長さを、ラグの周方向端部から周方向中央部に
向けて漸減させてなる１項記載のタイヤ。 ３、前記切り込みの、トレッド踏面上におけるタイヤの
軸方向の最大長さを、ラグ溝の周方向の長さの１０％以
上としてなる２項記載のタイヤ。 ４、トレッド踏面上で各切り込みの先端縁を結ぶ部分を
、ラグの周方向端部と周方向中央部との間でほぼ直線状
もしくはそれに近似する曲線状としてなる２項もしくは
３項記載のタイヤ。 ５、前記切り込みの、トレッド側面におけるタイヤの径
方向の深さを、ラグの周方向端部から周方向中央部に向
けて漸減させるなる１項記載のタイヤ。 ６、前記切り込みのトレッド側面におけるタイヤの径方
向の最大深さを、ラグ溝の周方向の深さの２０％以上と
してなる５項記載のタイヤ。 ７、トレッド側面上で各切り込みの底縁を結ぶ線分を、
ラグの周方向端部と周方向中央部との間でほぼ直線状も
しくはそれに近似する曲線状としてなる５項もしくは６
項記載のタイヤ。 ８、トレッド踏面上で、ラグ溝に近い部分の各切り込み
を、ラグ溝中心面に対し、それらの先端縁が後端縁より
もラグ溝中心面に接近する方向へ傾斜させて設け、各切
り込みのラグ溝中心面に対する傾斜角を、ラグの周方向
端部から周方向中央部に向けて漸減させてなる１項記載
のタイヤ。 ９、切り込みのラグ溝中心面に対する傾斜角の最大値を
３０度以下としてなる８項記載のタイヤ。 １０、トレッド側面上で、ラグ溝に近い部分の各切り込
みを、その上縁を通るタイヤの半径面に対し、底縁が上
縁よりもラグ溝に接近する方向へ傾斜させて設け、各切
り込みの前記半径面に対する傾斜角を、ラグの周方向端
部から周方向中央部に向けて漸減させてなる１項記載の
タイヤ。 １１、切り込みの前記半径面に対する傾斜角の最大値を
３０度以下としてなる１０項記載のタイヤ。 １２、切り込みの配設ピッチを、ラグの周方向端部から
周方向中央部に向けて漸増させてなる１項、８項もしく
は１０項のいずれかに記載のタイヤ。 １３、切り込みの、配設ピッチの最大値を、ラグの周方
向長さの５〜６０％としてなる１２項記載のタイヤ。 １４、切り込みの、トレッド踏面上におけるタイヤの軸
方向の長さを、ラグ溝の同方向の長さの５％以上として
なる１項もしくは５〜１３項のいずれかに記載のタイヤ
。 １５、切り込みの、トレッド側面上におけるタイヤ径方
向の深さを、ラグ溝の同方向の深さの１５％以上として
なる１〜４項、８〜１３項もしくは１４項のいずれかに
記載のタイヤ。 １６、切り込みの配設ピッチを、ラグの周方向長さの３
〜３０％としてなる１〜１０項もしくは１１項のいずれ
かに記載のタイヤ。[Claims] 1. A plurality of lug grooves extending substantially in the axial direction of the tire and opening on the side surface of the tread divide the side region of the tread in the circumferential direction of the tire to form a plurality of lugs. In the tire, the lug is provided with a narrow cut extending substantially in the axial direction of the tire and opening on the side surface of the tread, and the amount of the cut is directed from the circumferential end of the lug toward the circumferential center. A pneumatic tire having a lug pattern characterized by a lug pattern that gradually decreases. 2. The tire according to item 1, wherein the length of the cut in the axial direction of the tire on the tread surface gradually decreases from the circumferential end of the lug toward the circumferential center. 3. The tire according to item 2, wherein the maximum length of the cut in the axial direction of the tire on the tread surface is 10% or more of the circumferential length of the lug groove. 4. The tire according to item 2 or 3, in which the portion connecting the leading edge of each cut on the tread surface is approximately straight or a curved line approximating it between the circumferential end and the circumferential center of the lug. . 5. The tire according to item 1, wherein the depth of the cut in the radial direction of the tire on the tread side surface gradually decreases from the circumferential end of the lug toward the circumferential center. 6. The tire according to item 5, wherein the maximum depth of the notch in the radial direction of the tire on the tread side surface is 20% or more of the circumferential depth of the lug groove. 7. Draw a line segment connecting the bottom edge of each notch on the side of the tread,
Item 5 or 6, which is a substantially straight line or a curved line approximating it between the circumferential end and the circumferential center of the lug.
Tires listed in section. 8. On the tread surface, each cut in a portion close to the lug groove is provided so that the leading edge thereof is inclined in a direction closer to the lug groove center plane than the rear end edge with respect to the lug groove center plane. 2. The tire according to claim 1, wherein the inclination angle of the lug with respect to the center plane of the lug gradually decreases from the circumferential end of the lug toward the circumferential center of the lug. 9. The tire according to item 8, wherein the maximum angle of inclination of the cut with respect to the center plane of the lug groove is 30 degrees or less. 10. On the side surface of the tread, each notch is provided in a portion close to the lug groove, with the bottom edge being inclined in a direction closer to the lug groove than the upper edge with respect to the radial surface of the tire passing through the upper edge, and each notch is 2. The tire according to claim 1, wherein the inclination angle of the lug with respect to the radial surface gradually decreases from the circumferential end of the lug toward the circumferential center. 11. The tire according to item 10, wherein the maximum angle of inclination of the cut with respect to the radial surface is 30 degrees or less. 12. The tire according to any one of Items 1, 8, and 10, wherein the pitch of the cuts is gradually increased from the circumferential ends of the lugs toward the circumferential center. 13. The tire according to item 12, wherein the maximum pitch of the cuts is 5 to 60% of the circumferential length of the lug. 14. The tire according to any one of Items 1 and 5 to 13, wherein the length of the notch in the axial direction of the tire on the tread surface is 5% or more of the length of the lug groove in the same direction. 15. The tire according to any one of items 1 to 4, 8 to 13, or 14, wherein the depth of the notch in the tire radial direction on the tread side surface is 15% or more of the depth of the lug groove in the same direction. . 16. Adjust the pitch of the notches to 3 of the circumferential length of the lug.
-30%.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59279081A JPS61157406A (en) | 1984-12-29 | 1984-12-29 | Pneumatic tire having lug pattern |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59279081A JPS61157406A (en) | 1984-12-29 | 1984-12-29 | Pneumatic tire having lug pattern |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61157406A true JPS61157406A (en) | 1986-07-17 |
Family
ID=17606146
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59279081A Pending JPS61157406A (en) | 1984-12-29 | 1984-12-29 | Pneumatic tire having lug pattern |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61157406A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62299410A (en) * | 1986-06-18 | 1987-12-26 | ゼネラル タイヤ インコ−ポレ−テツド | Tire with tread-abrasion indicating groove |
| JPH0234409A (en) * | 1988-07-22 | 1990-02-05 | Toyo Tire & Rubber Co Ltd | Pneumatic tire and its die for vulcanization molding |
| JPH0268205A (en) * | 1988-08-31 | 1990-03-07 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| US5591280A (en) * | 1994-02-02 | 1997-01-07 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire including sipes |
| US5679186A (en) * | 1994-12-16 | 1997-10-21 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire with sipes |
| JP2008247336A (en) * | 2007-03-30 | 2008-10-16 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2011068349A (en) * | 2010-11-08 | 2011-04-07 | Sumitomo Rubber Ind Ltd | Heavy-duty tire |
| CN109070649A (en) * | 2016-04-22 | 2018-12-21 | 米其林集团总公司 | The tire tread of notch including different depth |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5938104B2 (en) * | 1974-02-28 | 1984-09-13 | 東芝ケミカル株式会社 | Method for manufacturing paper-based flame-resistant phenolic resin laminate |
-
1984
- 1984-12-29 JP JP59279081A patent/JPS61157406A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5938104B2 (en) * | 1974-02-28 | 1984-09-13 | 東芝ケミカル株式会社 | Method for manufacturing paper-based flame-resistant phenolic resin laminate |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62299410A (en) * | 1986-06-18 | 1987-12-26 | ゼネラル タイヤ インコ−ポレ−テツド | Tire with tread-abrasion indicating groove |
| JPH0234409A (en) * | 1988-07-22 | 1990-02-05 | Toyo Tire & Rubber Co Ltd | Pneumatic tire and its die for vulcanization molding |
| JPH0268205A (en) * | 1988-08-31 | 1990-03-07 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| US5591280A (en) * | 1994-02-02 | 1997-01-07 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire including sipes |
| US5679186A (en) * | 1994-12-16 | 1997-10-21 | Sumitomo Rubber Industries, Ltd. | Pneumatic tire with sipes |
| JP2008247336A (en) * | 2007-03-30 | 2008-10-16 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2011068349A (en) * | 2010-11-08 | 2011-04-07 | Sumitomo Rubber Ind Ltd | Heavy-duty tire |
| CN109070649A (en) * | 2016-04-22 | 2018-12-21 | 米其林集团总公司 | The tire tread of notch including different depth |
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