JP2000168317A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP2000168317A JP2000168317A JP10349626A JP34962698A JP2000168317A JP 2000168317 A JP2000168317 A JP 2000168317A JP 10349626 A JP10349626 A JP 10349626A JP 34962698 A JP34962698 A JP 34962698A JP 2000168317 A JP2000168317 A JP 2000168317A
- Authority
- JP
- Japan
- Prior art keywords
- rib
- sipe
- tread
- width
- ribs
- 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
- B60C11/0306—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
- B60C11/04—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
- B60C11/12—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
- B60C11/125—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern arranged at the groove bottom
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、空気入りタイ
ヤ、なかでも、トラック及びバス用トレーラ専用タイヤ
として用いて好適な空気入りタイヤのトレッドパターン
の改良に関するものであり、とくに摩耗末期のウエット
性能および耐偏摩耗性能のそれぞれを大きく向上させた
ものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement in a tread pattern of a pneumatic tire, particularly, a pneumatic tire suitable for use as a tire dedicated to a trailer for trucks and buses. Each of the uneven wear resistance performances is greatly improved.
【０００２】[0002]
【従来の技術】主に、前輪用タイヤとして用いられ、高
速道路での使用頻度が比較的少ない従来のこの種のタイ
ヤには、たとえば、図８にトレッドパターンの展開図を
示すように、トレッド周方向にジグザグ状に延在させた
４本の主溝51によって５条のリブ52〜54を区画したとこ
ろにおいて、トレッド幅方向の最外側に位置するショル
ダリブ54の平均幅を、他のリブ52, 53の平均幅の約1.3
倍とし、そのショルダリブ54に、トレッド幅方向に延び
て、両端がともにリブ内で終了する大小３種類の、とも
等しい深さのサイプ54a 〜54c を設ける一方、トレッド
中央部分のセンタリブ52には溝もサイプも設けることな
く、そして、中間リブ53に、トレッド幅方向に延びる浅
い細溝53a と、細溝53a の溝底に位置するサイプ53b と
を設けたものである。なお図中55は、各主溝内に形成さ
れて、溝底からリブ52〜54よりはるかに低い高さで突出
して、主溝51への石の噛み込みを防止する石噛み防止突
起を示す。このようなタイヤでは、主溝51、ショルダリ
ブ54のサイプ54a 〜54c の他、中間リブ53の細溝53a お
よびサイプ53b のそれぞれがウエット性能の向上に寄与
することができる。2. Description of the Related Art A conventional tire of this kind, which is mainly used as a tire for a front wheel and is relatively rarely used on a highway, has a tread pattern as shown in FIG. When five ribs 52 to 54 are defined by four main grooves 51 extending in a circumferential direction in a zigzag manner, the average width of the shoulder rib 54 located on the outermost side in the tread width direction is determined by the other ribs 52. , About 1.3 with an average width of 53
The shoulder rib 54 is provided with three large and small sipes 54a to 54c having the same depth, which extend in the tread width direction and both ends of the shoulder rib 54, and the center rib 52 at the center of the tread has a groove. No sipe is provided, and the intermediate rib 53 is provided with a shallow narrow groove 53a extending in the tread width direction and a sipe 53b located at the bottom of the narrow groove 53a. Numeral 55 in the drawing denotes a stone bite prevention projection formed in each main groove, protruding from the groove bottom at a much lower height than the ribs 52 to 54, and preventing biting of stone into the main groove 51. . In such a tire, in addition to the main groove 51 and the sipes 54a to 54c of the shoulder rib 54, each of the narrow grooves 53a and the sipes 53b of the intermediate rib 53 can contribute to an improvement in wet performance.
【０００３】[0003]
【発明が解決しようとする課題】ところで、このような
従来技術にあっては、タイヤの新品時には高いウエット
性能を発揮することができるも、摩耗の中期以降に至っ
て、主溝51の深さが浅くなり、また、細溝53a に加え、
全長にわたって等しい深さのそれぞれのサイプ53b, 54a
〜54c が摩滅した後は、ウエット性能の低下が不可避と
なるという問題があり、しかも、ジグザグ状に折れ曲が
る主溝51にて区画されるリブ52〜54の角部から偏摩耗が
発生し、それがいわゆるレールウエイ摩耗に進行すると
いう問題に加え、ショルダリブ54の平均幅が他のリブ5
2, 53のそれの約1.3 倍であって、そのリブ54の剛性が
低すぎることに起因して、ショルダリブ54の外側部分
に、その縁部に沿って肩落ち摩耗する、いわゆるエッジ
ウエアが発生するという問題もあった。By the way, in such a conventional technique, when the tire is new, a high wet performance can be exhibited, but the depth of the main groove 51 is reduced after the middle stage of wear. Shallower, and in addition to the narrow groove 53a,
Each sipe 53b, 54a of equal depth over the entire length
There is a problem that the deterioration of the wet performance becomes unavoidable after the wear of ~ 54c, and uneven wear occurs from the corners of the ribs 52 ~ 54 defined by the main groove 51 which bends in a zigzag manner. In addition to the problem of progressing to so-called railway wear, the average width of the shoulder rib 54 is
It is about 1.3 times that of 2, 53, and the rigidity of the rib 54 is so low that so-called edge wear occurs on the outer part of the shoulder rib 54, where the shoulder rib wears down along its edge. There was also the problem of doing.
【０００４】この発明は、従来技術が抱えるこのような
問題点を解決することを課題とするものであり、それの
目的とするところは、タイヤの新品時はもちろん、摩耗
の末期に至ってなお、すぐれたウエット性能を発揮でき
るとともに、リブへの偏摩耗の発生を有効に防止すこと
ができる空気入りタイヤを提供するにある。An object of the present invention is to solve such problems of the prior art. The purpose of the present invention is not only when a tire is new, but also when it reaches the end of wear. An object of the present invention is to provide a pneumatic tire that can exhibit excellent wet performance and effectively prevent uneven wear on ribs.
【０００５】[0005]
【課題を解決するための手段】この発明の空気入りタイ
ヤは、トレッド部に、トレッド周方向に直線状に延びる
３本以上の主溝を設け、それらの主溝によって４条以上
のリブを区画したものであり、トレッド幅方向の最外側
に位置するショルダリブの幅を、他のリブの幅の1.35倍
以上1.6 倍以下とし、各リブに、トレッド幅方向に延び
る浅い細溝および、細溝の溝底に位置するサイプを設
け、それぞれのサイプの、リブ表面からの主溝深さの80
％位置を越える部分の、トレッド幅方向長さの総和を、
リブ幅の総和の0.2 倍以上としたものである。According to the pneumatic tire of the present invention, at least three main grooves extending linearly in the circumferential direction of the tread are provided in the tread portion, and four or more ribs are defined by the main grooves. The width of the shoulder rib located on the outermost side in the tread width direction is set to 1.35 times or more and 1.6 times or less of the width of other ribs, and each rib has a shallow narrow groove and a narrow groove extending in the tread width direction. Provide a sipe located at the bottom of the groove, and for each sipe, the depth of the main groove from the rib surface is 80
The sum of the length in the tread width direction of the part exceeding the% position
It is 0.2 times or more of the sum of the rib widths.
【０００６】このタイヤでは、それの新品時には、３本
以上の主溝、それぞれの細溝およびサイプの作用下です
ぐれたウエット性能を実現することができ、また、主
溝、ひいては、リブを直線状に延在させることで、リブ
の角部への偏摩耗の発生に起因するレールウエイ摩耗の
発生を防止することができ、併せて、ショルダリブ幅
を、他のリブの幅の1.35倍以上1.6 倍以下とすること
で、そのショルダリブへの偏摩耗の発生を防止すること
ができる。[0006] In this tire, when it is new, excellent wet performance can be realized under the action of three or more main grooves, respective narrow grooves and sipes, and the main grooves and thus the ribs can be straightened. By extending in the shape of a rib, it is possible to prevent the occurrence of railway wear due to the occurrence of uneven wear to the corners of the ribs, and at the same time, to increase the shoulder rib width by at least 1.35 times the width of other ribs to 1.6 times. By making it twice or less, it is possible to prevent uneven wear on the shoulder rib.
【０００７】これはすなわち、図１に、この幅比と偏摩
耗量との関係をグラフで示すように、それが1.35倍未満
では、ショルダリブ剛性が低くなりすぎることによる、
前述したようなエッジウエアが生じ、逆に1.6 倍を越え
ると、リブ剛性が高くなりすぎることにより、ショルダ
リブが載頭円錐状に摩耗する、いわゆるテーパウエアが
発生することになる。That is, as shown in FIG. 1, the relationship between the width ratio and the uneven wear amount is shown in a graph. When the width ratio is less than 1.35 times, the shoulder rib rigidity becomes too low.
When the edge wear as described above occurs, and when it exceeds 1.6 times, the rib rigidity becomes too high, and so-called tapered wear occurs in which the shoulder ribs are worn in a cone shape.
【０００８】ところで、このタイヤでは、主溝、ひいて
は、リブを直線状に延在させていることから、リブの偏
摩耗量は、たとえば図２（ａ）に示すように、主溝をト
レッド周方向に対して20°の角度でジグザグ状に延在さ
せる場合に比して大きく低減させることができる一方
で、主溝それ自体がトレッド幅方向の溝縁成分を有しな
いことから、このタイヤの主溝によるウエット性能は、
図２（ｂ）に、80％摩耗時のウエットブレーキ性能をも
って示すように、ジグザグ状の主溝を設ける場合に比し
て低下することになる。By the way, in this tire, since the main groove, and thus the rib, extends linearly, the uneven wear of the rib is, for example, as shown in FIG. While it can be greatly reduced as compared to the case where the zigzag shape is extended at an angle of 20 ° with respect to the direction, the main groove itself does not have a groove edge component in the tread width direction. The wet performance by the main groove is
As shown in FIG. 2 (b) with the wet brake performance at the time of 80% wear, it is lower than when the zigzag main groove is provided.
【０００９】そこで、このタイヤでは、摩耗の末期にお
いてなお、ジグザグ状の主溝を設けた場合以上のウエッ
ト性能を確保すべく、それぞれのサイプに深浅部分を設
け、それらの、リブ表面からの主溝深さの80％位置を越
える部分の、トレッド幅方向長さの総和を、リブ幅の総
和の0.2 倍以上とすることで、図２（ｃ）示すように、
摩耗末期におけるウエットブレーキ性能を、ジグザグ状
の主溝によってもたらされる性能以上とする。なおここ
で、主溝深さの80％位置を越えるサイプ部分の、その80
％位置を越える深さを１mm以上としたときは、サイプエ
ッジによる水膜切断機能をより一層高めることができ
る。かくして、このタイヤでは、摩耗の末期においても
すぐれたウエット性能をもたらすことができ、また、高
い耐偏摩耗性能を実現することができる。Therefore, in this tire, at the end of wear, in order to ensure wet performance more than when a zigzag main groove is provided, each sipe is provided with a shallow portion, and the main portion from the rib surface is provided. By making the total length in the tread width direction of the portion exceeding 80% of the groove depth 0.2 times or more the total width of the rib, as shown in FIG.
The wet brake performance at the end of wear is set to be higher than the performance provided by the zigzag main groove. Note that here, the 80% of the sipe portion exceeding the position of 80% of the main groove depth
When the depth exceeding the% position is 1 mm or more, the water film cutting function by the sipe edge can be further enhanced. Thus, this tire can provide excellent wet performance even at the final stage of wear, and can realize high uneven wear resistance.
【００１０】以上のようなタイヤにおいて好ましくは、
ショルダリブに設けた、主溝深さの0.8 倍以上の深さの
サイプのトレッド幅方向の長さを、ショルダリブ幅の0.
2 倍以上0.9 倍以下とする。これによれば、摩耗末期の
ウエット性能を有利に向上させる一方で、ヒールアンド
トウ摩耗の発生を有利に防止することができる。[0010] In the above tire, preferably,
The tread width direction of the sipe with a depth of 0.8 times or more of the main groove depth provided on the shoulder rib is set to the shoulder rib width of 0.
2 times or more and 0.9 times or less. According to this, while the wet performance at the end of wear can be advantageously improved, the occurrence of heel and toe wear can be advantageously prevented.
【００１１】すなわち、図３にグラフで示すように、上
記幅比が0.2 倍未満では、80％摩耗時のウエットブレー
キ性能が急激に低下することになり、それが0.9 倍を越
えると、ショルダリブのヒールアンドトウ摩耗が、市場
の許容レベルを越えて急激に増加することになる。That is, as shown in the graph of FIG. 3, when the width ratio is less than 0.2 times, the wet brake performance at the time of 80% wear is sharply reduced. Heel and toe wear will increase sharply beyond acceptable levels in the market.
【００１２】また好ましくは、細溝の溝幅を３mm以上15
mm以下とし、それの溝深さを、リブ表面から測ったサイ
プ深さの0.2 倍以上0.5 倍以下とする。これによれば、
リブの耐摩耗性を高く維持して、細溝およびサイプへの
石の噛込みを有効に防止することができる。つまり、細
溝の幅に関しては、図４（ａ）に示すように、それが３
mm未満では、耐石噛み性能が市場の許容レベルより悪化
し、15mmを越えると、耐摩耗性能が急激に低下すること
になり、また、細溝の深さに関しては、図４（ｂ）に示
すように、それが0.2 倍未満ではサイプの、そして0.5
倍を越えると細溝の石噛みが、それぞれ市場の許容レベ
ルを越えることになる不都合がある。Preferably, the width of the narrow groove is not less than 3 mm and not more than 15 mm.
mm or less, and the groove depth is 0.2 times or more and 0.5 times or less the sipe depth measured from the rib surface. According to this,
By maintaining the wear resistance of the ribs high, it is possible to effectively prevent the stone from being caught in the narrow groove and the sipe. That is, regarding the width of the narrow groove, as shown in FIG.
If it is less than 15 mm, the resistance to stone biting will be worse than the allowable level in the market. If it exceeds 15 mm, the wear resistance will be sharply reduced, and the depth of the narrow groove is shown in FIG. As shown, it is less than 0.2 times the sipe, and 0.5
If it exceeds twice, there is a disadvantage that the biting of the narrow groove exceeds the allowable level in the market.
【００１３】[0013]
【発明の実施の形態】以下にこの発明の実施の形態を図
面に示すところに基いて説明する。図５は、この発明の
実施の形態を示すトレッドパターンの展開図であり、図
中１は、トレッド部に、トレッド周方向に直線状に延在
させて設けた４本の主溝を示し、２，３，４はそれぞ
れ、主溝１によって区画された５条のリブを、また５
は、主溝１の溝底に、リブ２，３，４よりはるかに低い
高さで突設した石噛み防止突起をそれぞれ示す。Embodiments of the present invention will be described below with reference to the drawings. FIG. 5 is a development view of a tread pattern showing an embodiment of the present invention. In the figure, reference numeral 1 shows four main grooves provided in a tread portion so as to extend linearly in a tread circumferential direction. Reference numerals 2, 3, and 4 respectively denote five ribs defined by the main groove 1, and 5 ribs.
Indicates a stone biting prevention projection protruding from the groove bottom of the main groove 1 at a height much lower than the ribs 2, 3, 4.
【００１４】ここでは、トレッド幅方向の最外側に位置
するショルダリブ４の幅Ｗを、トレッド幅方向の中央部
に位置するセンタリブ２の幅Ｗ0 および、それらのリブ
２，４の間に位置する中間リブ３の幅Ｗ1 のそれぞれに
対して1.35〜1.6 倍とするとともに、各リブ２，３，４
に、傾向的にトレッド幅方向に延びる浅い細溝６，７，
８および、各細溝６，７，８の溝底から切込んだサイプ
９，10, 11をそれぞれ設ける。Here, the width W of the shoulder rib 4 located on the outermost side in the tread width direction is set to the width W 0 of the center rib 2 located at the center in the tread width direction and between the ribs 2 and 4. Each of the widths W 1 of the intermediate ribs 3 is set to 1.35 to 1.6 times and each of the ribs 2, 3, 4
The shallow grooves 6,7,7 which tend to extend in the tread width direction.
8 and sipes 9, 10, 11 cut from the bottoms of the narrow grooves 6, 7, 8 respectively.
【００１５】図では点対称パターンをなすこのトレッド
パターンにおいて、センタリブ２を横切って延びる細溝
６は、トレッドセンタに重なる周方向延在部分と、この
周方向延在部分に連通して右上がりに傾斜する傾斜延在
部分とを有し、この細溝６内のサイプ９は、傾斜延在部
分にだけ延在する。また、中間リブ３を横切って延びる
細溝７は、折曲点が、中間リブ３の中央部より幾分幅方
向外側に位置するほぼＶ字状に延在し、サイプ10はその
細溝７の全長わたって延在する。In the figure, in the tread pattern having a point symmetrical pattern, the narrow groove 6 extending across the center rib 2 has a circumferentially extending portion overlapping the tread center and a rightwardly rising portion communicating with the circumferentially extending portion. And a sipe 9 in the narrow groove 6 extends only to the inclined extension portion. The narrow groove 7 extending across the intermediate rib 3 extends substantially in a V-shape whose bending point is located somewhat outside in the width direction from the center of the intermediate rib 3. Extend over the entire length of the
【００１６】さらに、一端が主溝１に開口するショルダ
リブ４の細溝８は、右下がりに傾斜する傾斜延在部分
と、リブ内でトレッド幅方向に折曲して終了する折り曲
がり部とを有し、サイプ11はこの細溝のほぼ全長にわた
って延在する。なおここで、サイプ11のトレッド幅方向
の長さＬは、ショルダリブ幅Ｗの0.2 倍以上0.9 倍以下
とすることが好ましい。Further, the narrow groove 8 of the shoulder rib 4 whose one end is open to the main groove 1 has an inclined extending portion inclined downward to the right and a bent portion which is bent in the tread width direction and ends in the rib. The sipe 11 extends over substantially the entire length of the narrow groove. Here, it is preferable that the length L of the sipe 11 in the tread width direction be 0.2 times or more and 0.9 times or less the shoulder rib width W.
【００１７】このようにして形成した、細溝６，７，８
およびサイプ９，10, 11において、ここでは各サイプ
９，10, 11の深さをそれの途中で変化させることによっ
て、それぞれのサイプ９，10, 11の、リブ表面から測っ
て主溝深さの80％の位置を越える部分の、トレッド幅方
向長さの総和を、リブ幅の総和の0.2 倍以上とし、より
好ましくは、それらのサイプ部分の、上記80％位置を越
える深さを、主溝１の溝底よりも深くに達しないことを
条件に１mm以上とする。図６はかかるサイプ部分を、主
溝１がそれの80％まで摩耗したタイヤの摩耗末期の状態
で示す図であり、これによれば、サイプ９は、主溝１へ
の開口部分と、センタリブ２の中央部側部分とが残存
し、またサイプ10は、それぞれの主溝１への開口部分
と、折曲部分とが残存し、そしてサイプ11は、主溝への
開口部分と折曲部分とが残存して、ともにウエット性
能、とくには水膜切断作用に有効に寄与することがで
き、この結果として、主溝容積の減少に伴うウエット性
能の低下が有利に補われることになる。The narrow grooves 6, 7, 8 thus formed
And in the sipe 9, 10, 11 here, by changing the depth of each sipe 9, 10, 11 in the middle thereof, the main groove depth of each sipe 9, 10, 11 measured from the rib surface The sum of the lengths in the tread width direction of the portion exceeding 80% of the rib width is at least 0.2 times the sum of the rib widths, and more preferably, the depth of the sipe portion exceeding the above 80% position is mainly The thickness is set to 1 mm or more on condition that the depth does not reach deeper than the groove bottom of the groove 1. FIG. 6 is a view showing such a sipe portion in a state where the main groove 1 has worn down to 80% of the tire at the end of wear of the tire. According to this figure, the sipe 9 has an opening to the main groove 1 and a center rib. 2, the sipe 10 has an opening to each main groove 1 and a bent portion, and the sipe 11 has an opening to the main groove and a bent portion. Remain, and both can effectively contribute to the wet performance, particularly the water film cutting action. As a result, the decrease in the wet performance due to the decrease in the volume of the main groove is advantageously compensated.
【００１８】ところで、このようなタイヤにおいてより
好ましくは、細溝とサイプとの関係を、図７に、細溝８
とサイプ11とを例として断面図で示すように、細溝８の
開口幅ｙを３〜15mmの範囲とし、また、その細溝８の深
さｘを、リブ表面から測ったサイプ深さｚの0.2 〜0.5
倍の範囲とする。Incidentally, in such a tire, more preferably, the relationship between the narrow groove and the sipe is shown in FIG.
And a sipe 11 as an example, an opening width y of the narrow groove 8 is set in a range of 3 to 15 mm, and a depth x of the narrow groove 8 is set to a sipe depth z measured from the rib surface. 0.2 ~ 0.5
Double the range.
【００１９】[0019]
【実施例】表１に示す寸法諸元を有し、図５，６に示す
トレッドパターンを有する、サイズが 315／80 R22.5
の実施例タイヤつき、80％摩耗時のレールウエイ摩耗
量、80％摩耗時のウエットブレーキ性能、新品時のウエ
ットブレーキ性能、80％摩耗時のショルダリブの偏摩耗
量、10000km 走行時の細溝およびサイプのそれぞれの石
噛み性ならびに耐摩耗性のそれぞれを試験したところ表
２に示す通りとなった。なお表中の従来タイヤは、サイ
ズは同じで、図８に示すトレッドパターンを有するもの
とし、比較タイヤは、実施例タイヤから細溝を省いたも
のとした。EXAMPLE The size is 315/80 R22.5 having the dimensions shown in Table 1 and the tread pattern shown in FIGS.
With tires, railway wear when 80% worn, wet brake performance when 80% worn, wet brake performance when new, uneven wear of shoulder ribs when 80% worn, narrow groove and running when running 10,000 km Table 2 shows the results of tests of the sipe for each of the stone bite properties and the wear resistance. Note that the conventional tires in the table have the same size and have the tread pattern shown in FIG. 8, and the comparative tires have the narrow grooves omitted from the example tires.
【００２０】ところで、表２中の数値の、「レールウェ
イ摩耗量」、「ショルダリブ偏摩耗量」および「耐摩耗
性」は、各種条件の下での実車走行の後の実測値を指数
をもって評価し、また、「ブレーキ性能」は、低摩擦係
数路面を走行時の制動距離を測定して評価し、そして、
「石噛み性」は、トレッド全周にわたる石の全噛み込み
個数を数えて指数評価したものである。By the way, "railway wear", "shoulder rib uneven wear" and "wear resistance" of the numerical values in Table 2 are evaluated with indices based on measured values after actual vehicle running under various conditions. The "braking performance" is evaluated by measuring the braking distance when traveling on a road surface with a low coefficient of friction, and
"Stone biting property" is a value obtained by counting the total number of pieces of stone biting over the entire circumference of the tread and evaluating the index.
【００２１】[0021]
【表１】 [Table 1]
【００２２】[0022]
【表２】 [Table 2]
【００２３】[0023]
【発明の効果】上記実施例からも明らかなように、この
発明によれば、新品時および摩耗末期のウエット性能を
とも大きく向上させるとともに、偏摩耗の発生を有効に
防止することができる。As is apparent from the above embodiment, according to the present invention, the wet performance at the time of a new article and at the end of wear can both be greatly improved, and the occurrence of uneven wear can be effectively prevented.
【図１】ショルダリブ幅比とショルダリブの偏摩耗との
関係を示すグラフである。FIG. 1 is a graph showing a relationship between a shoulder rib width ratio and uneven wear of a shoulder rib.
【図２】残存サイプの幅方向長さの特定の根拠を示すグ
ラフである。FIG. 2 is a graph showing a specific basis of a width of a remaining sipe in a width direction.
【図３】ショルダリブの細溝比と偏摩耗およびウエット
ブレーキ性能との関係を示すグラフである。FIG. 3 is a graph showing a relationship between a narrow groove ratio of a shoulder rib and uneven wear and wet brake performance.
【図４】細溝の幅および深さの特定の根拠を示すグラフ
である。FIG. 4 is a graph showing a specific basis for the width and depth of the narrow groove.
【図５】この発明の実施の形態を示すトレッドパターン
展開図である。FIG. 5 is a tread pattern developed view showing the embodiment of the present invention.
【図６】80％摩耗時の、図５と同様の図である。FIG. 6 is a view similar to FIG. 5, with 80% wear.
【図７】細溝およびサイプを示す断面図である。FIG. 7 is a cross-sectional view showing a narrow groove and a sipe.
【図８】従来タイヤのトレッドパターンを示す展開図で
ある。FIG. 8 is a development view showing a tread pattern of a conventional tire.
１ 主溝 ２，３，４ リブ ５ 石噛み防止突起 ６，７，８ 細溝 ９，10, 11 サイプ DESCRIPTION OF SYMBOLS 1 Main groove 2,3,4 Rib 5 Stone bite prevention protrusion 6,7,8 Narrow groove 9,10,11 Sipe
Claims (4)
に延びる３本以上の主溝を設け、それらの主溝によって
４条以上のリブを区画してなる空気入りタイヤにおい
て、 トレッド幅方向の最外側に位置するショルダリブの幅
を、他のリブの幅の1.35倍以上1.6 倍以下とするととも
に、各リブに、トレッド幅方向に延びる浅い細溝およ
び、細溝の溝底に位置するサイプを設け、それぞれのサ
イプの、リブ表面からの主溝深さの80％位置を越える部
分の、トレッド幅方向長さの総和を、リブ幅の総和の0.
2 倍以上としてなる空気入りタイヤ。1. A pneumatic tire in which three or more main grooves extending linearly in a tread circumferential direction are provided in a tread portion and four or more ribs are defined by the main grooves. The width of the outermost shoulder rib should be 1.35 to 1.6 times the width of the other ribs, and each rib should have a shallow narrow groove extending in the tread width direction and a sipe located at the bottom of the narrow groove. For each sipe, the sum of the length in the tread width direction of the portion exceeding 80% of the depth of the main groove from the rib surface, and the sum of the rib width of 0.
Pneumatic tires more than doubled.
ッド幅方向の長さを、ショルダリブ幅の0.2 倍以上0.9
倍以下としてなる請求項１記載の空気入りタイヤ。2. The tread width direction length of the sipe provided on the shoulder rib is set to 0.2 times or more of the shoulder rib width and 0.9 or more.
The pneumatic tire according to claim 1, wherein the pneumatic tire is not more than twice.
溝の溝深さを、リブ表面から測ったサイプ深さの0.2 倍
以上0.5 倍以下としてなる請求項１もしくは２記載の空
気入りタイヤ。3. The air according to claim 1, wherein the width of the narrow groove is 3 mm or more and 15 mm or less, and the depth of the narrow groove is 0.2 times or more and 0.5 times or less of the sipe depth measured from the rib surface. Containing tires.
向外側に位置させるとともに、リブ表面からの主溝深さ
の80％位置を越えるサイプ部分の、その80％位置を越え
る深さを１mm以上としてなる請求項１〜３のいずれかに
記載の空気入りタイヤ。4. The sipe bottom is located radially outward of the tire from the main groove bottom, and the depth of the sipe portion that exceeds 80% of the depth of the main groove from the rib surface exceeds the 80% position. The pneumatic tire according to any one of claims 1 to 3, which is 1 mm or more.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10349626A JP2000168317A (en) | 1998-12-09 | 1998-12-09 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10349626A JP2000168317A (en) | 1998-12-09 | 1998-12-09 | Pneumatic tire |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2000168317A true JP2000168317A (en) | 2000-06-20 |
Family
ID=18405016
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10349626A Pending JP2000168317A (en) | 1998-12-09 | 1998-12-09 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2000168317A (en) |
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| JP2002029221A (en) * | 2000-07-12 | 2002-01-29 | Bridgestone Corp | Pneumatic tire |
| JP2002103922A (en) * | 2000-09-28 | 2002-04-09 | Bridgestone Corp | Pneumatic tire for left side traveling vehicle and pneumatic tire for right side traveling vehicle |
| JP2003063212A (en) * | 2001-08-23 | 2003-03-05 | Bridgestone Corp | Pneumatic tire |
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| JP2006056480A (en) * | 2004-08-23 | 2006-03-02 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
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| JP2003063212A (en) * | 2001-08-23 | 2003-03-05 | Bridgestone Corp | Pneumatic tire |
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| US20110094641A1 (en) * | 2008-06-23 | 2011-04-28 | Radulescu Robert C | Tire with lamelle in bridge |
| US9981505B2 (en) * | 2008-06-23 | 2018-05-29 | Compagnie Generale Des Etablissements Michelin | Tire with lamelle in bridge |
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| JP2013169886A (en) * | 2012-02-21 | 2013-09-02 | Bridgestone Corp | Tire |
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