JP2000318413A - Pneumatic tire and metal mold for vulcanizing thereof - Google Patents
Pneumatic tire and metal mold for vulcanizing thereofInfo
- Publication number
- JP2000318413A JP2000318413A JP11126618A JP12661899A JP2000318413A JP 2000318413 A JP2000318413 A JP 2000318413A JP 11126618 A JP11126618 A JP 11126618A JP 12661899 A JP12661899 A JP 12661899A JP 2000318413 A JP2000318413 A JP 2000318413A
- Authority
- JP
- Japan
- Prior art keywords
- pneumatic tire
- main
- sipe
- portions
- adjacent
- 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
- B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
- B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
- B29D30/00—Producing pneumatic or solid tyres or parts thereof
- B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
- B29D30/0601—Vulcanising tyres; Vulcanising presses for tyres
- B29D30/0606—Vulcanising moulds not integral with vulcanising presses
- B29D2030/0607—Constructional features of the moulds
- B29D2030/0613—Means, e.g. sipes or blade-like elements, for forming narrow recesses in the tyres, e.g. cuts or incisions for winter tyres
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、トレッド部にサ
イプが形成された空気入りタイヤおよびその加硫用金型
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire in which a sipe is formed in a tread portion, and a vulcanizing mold therefor.
【０００２】[0002]
【従来の技術】一般に、空気入りタイヤは、摩耗の進行
に伴いトレッド部に形成された主溝等の広幅溝の深さが
徐々に浅くなって排水性が低下すると、湿潤路操縦安定
性が低下してしまうことが知られている。2. Description of the Related Art In general, pneumatic tires have poor wet road maneuvering stability when the depth of wide grooves such as a main groove formed in a tread gradually decreases as the wear progresses and the drainage property decreases. It is known that it will decrease.
【０００３】そこで、本出願人は、このような問題点を
解決するために研究開発を行い、特開平１０ー８１１１
３号公報に記載されているような空気入りタイヤ、即
ち、トレッド部に形成されたサイプを、一対の主部と、
これら主部の近接する端部同士を連結する連結部とから
構成するとともに、前記一対の主部を半径方向に対して
逆方向に傾斜させ、これにより、トレッド部の摩耗進行
に伴って連結部の開口端の長さ、即ちサイプの開口端の
合計長さを増大させるようにした空気入りタイヤを提案
した。[0003] The present applicant has conducted research and development to solve such a problem, and disclosed in Japanese Patent Application Laid-Open No. H10-8111.
No. 3, a pneumatic tire, namely, a sipe formed in the tread portion, a pair of main portion,
And a connecting portion for connecting the adjacent ends of the main portions to each other, and inclining the pair of main portions in the opposite direction to the radial direction, thereby connecting the connecting portion with the progress of wear of the tread portion. Has been proposed to increase the length of the open end of the sipe, that is, the total length of the open ends of the sipe.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、このよ
うな空気入りタイヤは、湿潤路操縦安定性の低下をある
程度抑制することができるものの、１本のサイプに対し
連結部が１箇所しか存在しないため、その抑制効果は充
分なものではなかった。しかも、前述のように１本のサ
イプに対し連結部が１箇所しか存在しないため、サイプ
が形成された陸部の曲げ剛性が低下してしまうという問
題点もあった。However, in such a pneumatic tire, although a decrease in steering stability on wet roads can be suppressed to some extent, only one connection portion exists for one sipe. However, its inhibitory effect was not sufficient. Further, as described above, since there is only one connection portion for one sipe, there is a problem that the bending rigidity of the land portion where the sipe is formed is reduced.
【０００５】この発明は、陸部の曲げ剛性の低下および
摩耗の進行に伴う湿潤路操縦安定性を確実に抑制するこ
とができる空気入りタイヤおよびその加硫用金型を提供
することを目的とする。SUMMARY OF THE INVENTION It is an object of the present invention to provide a pneumatic tire and a mold for vulcanizing the same, which can reliably suppress the stability of wet road operation due to the decrease in bending stiffness of the land portion and the progress of wear. I do.
【０００６】[0006]
【課題を解決するための手段】このような目的は、トレ
ッド部に複数のサイプが形成された空気入りタイヤにお
いて、少なくとも一部のサイプを、略同一方向に延びる
とともに延在方向に互いにずれた３個以上の主部と、隣
接する主部の近接する端部同士を連結するとともに、主
部に対して略直交する方向に延びる２個以上の連結部と
から構成し、かつ、隣接する主部を、深くなるに従い相
互間距離Ｌが大となるよう半径方向に対してそれぞれ逆
方向に傾斜させた空気入りタイヤにより、達成すること
ができる。SUMMARY OF THE INVENTION It is an object of the present invention to provide a pneumatic tire having a plurality of sipes formed on a tread portion, wherein at least some of the sipes extend in substantially the same direction and are shifted from each other in the extending direction. It is composed of three or more main parts and two or more connecting parts that connect adjacent ends of adjacent main parts and extend in a direction substantially orthogonal to the main parts, and This can be achieved by pneumatic tires whose parts are inclined in opposite directions to the radial direction so that the distance L between them increases as the depth increases.
【０００７】そして、このような空気入りタイヤは、請
求項４に記載された加硫用金型を加硫に用いることで容
易に製造することができる。[0007] Such a pneumatic tire can be easily manufactured by using the vulcanizing mold described in claim 4 for vulcanization.
【０００８】この発明においては、トレッド部に形成し
た少なくとも一部のサイプを、３個以上の主部と、隣接
する主部の近接する端部同士を連結する２個以上の連結
部とから構成し、かつ、隣接する主部を、深くなるに従
い相互間距離Ｌが大となるよう逆方向に傾斜させたの
で、トレッド部の摩耗進行に伴うサイプ開口端の合計長
の増大割合が従来の２倍以上となり、これにより、前記
摩耗進行に伴う湿潤路操縦安定性の低下が確実に抑制さ
れる。しかも、主部と連結部との交差により形成される
角部の数も従来の２倍以上となるため、サイプの形成に
基づく陸部の曲げ剛性低下も確実に抑制することができ
る。According to the present invention, at least a part of the sipe formed in the tread portion is constituted by three or more main portions and two or more connecting portions connecting adjacent ends of adjacent main portions. In addition, since the adjacent main portions are inclined in the opposite direction so that the distance L between them becomes larger as the depth increases, the increase rate of the total length of the sipe opening end due to the progress of wear of the tread portion is 2% of the conventional one. As a result, a decrease in wet road steering stability due to the progress of the wear is reliably suppressed. In addition, since the number of corners formed by the intersection of the main part and the connecting part is twice or more than that in the related art, it is possible to reliably suppress a decrease in the bending rigidity of the land part due to the formation of the sipe.
【０００９】また、請求項２に記載のように構成すれ
ば、直進時、特に氷雪路面での駆動、制動性能を効果的
に向上させることができる。そして、このようなサイプ
は請求項５に記載の加硫用金型を用いれば容易に成形す
ることができる。さらに、請求項３に記載のように構成
すれば、乾燥路面等の高μ領域でのコーナリング性能を
向上させることができる。そして、このようなサイプは
請求項６に記載の加硫用金型を用いれば容易に成形する
ことができる。According to the second aspect of the present invention, the driving and braking performance when traveling straight, particularly on icy and snowy road surfaces, can be effectively improved. Such a sipe can be easily formed by using the vulcanizing mold according to the fifth aspect. Further, according to the third aspect, cornering performance in a high μ region such as a dry road surface can be improved. Such a sipe can be easily formed by using the vulcanizing mold described in claim 6.
【００１０】[0010]
【発明の実施の形態】以下、この発明の第１実施形態を
図面に基づいて説明する。図１、２において、11はオー
ルシーズン使用可能で氷雪性能に優れた空気入りタイヤ
であり、この空気入りタイヤ11のトレッド部12には、単
層のゴムあるいは、２層のゴム、例えば外側層が内部に
多数の独立気泡を有する発泡ゴムから構成され、内側層
が外側層より硬度の高い通常ゴム（非発泡ゴム）から構
成されたトップトレッド13が配置されている。このトレ
ッド部12の外表面には、周方向に延びるとともに軸方向
に離れた複数本、ここでは３本の幅広主溝15が形成さ
れ、これら主溝15によって前記トレッド部12には複数
本、ここでは４本の周方向に連続して延びる陸部として
のリブ16が画成される。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. 1 and 2, reference numeral 11 denotes a pneumatic tire which can be used in all seasons and has excellent ice and snow performance. The tread portion 12 of the pneumatic tire 11 has a single layer of rubber or two layers of rubber, for example, an outer layer. The top tread 13 is made of foamed rubber having a large number of closed cells inside, and the inner layer is made of normal rubber (non-foamed rubber) having a higher hardness than the outer layer. On the outer surface of the tread portion 12, a plurality of wide main grooves 15 extending in the circumferential direction and spaced apart in the axial direction, here three wide main grooves 15, are formed on the tread portion 12 by these main grooves 15, Here, four ribs 16 are defined as land portions extending continuously in the circumferential direction.
【００１１】少なくとも一部のリブ16、ここでは幅方向
最外側に位置する一対の外側リブ16ａ、ｂの外表面でそ
の幅方向中央部には幅狭のサイプ20がそれぞれ形成さ
れ、これらサイプ20は空気入りタイヤ11の全周に亘って
周方向に連続して延びている。そして、これらサイプ20
の深さはいずれの位置においても同一で、前記主溝15の
溝深さより若干浅い。ここで、前記サイプ20のうち少な
くとも一部のサイプ20、この実施形態では全てのサイプ
20は、延在方向（周方向）に自身の長さだけ互いにずれ
た状態で略同一方向（ここでは周方向）に延びる３個以
上の主部21と、隣接する主部21の近接する端部同士を連
結するとともに、主部21に対して略直交する方向、ここ
では幅方向に延びる２個以上の連結部22とから構成さ
れ、全体の開口形状は方形波状を呈している。A narrow sipe 20 is formed at the center of the outer surface of at least a part of the ribs 16, here, a pair of outer ribs 16 a and b located on the outermost side in the width direction. Extends continuously in the circumferential direction over the entire circumference of the pneumatic tire 11. And these sipes 20
Is the same at any position, and is slightly shallower than the groove depth of the main groove 15. Here, at least a part of the sipe 20, among all the sipe 20 in this embodiment,
Reference numeral 20 denotes three or more main parts 21 extending in substantially the same direction (here, the circumferential direction) while being shifted from each other by their own length in the extending direction (the circumferential direction), and adjacent ends of the adjacent main parts 21. The portions are connected to each other, and are formed of two or more connecting portions 22 extending in a direction substantially perpendicular to the main portion 21, here, in the width direction, and the entire opening shape has a square wave shape.
【００１２】また、隣接する主部21同士は、深くなるに
従い相互間距離Ｌが大となるよう半径方向に対してそれ
ぞれ逆方向に傾斜、ここではトレッドセンターＳ側に位
置している主部21ａは半径方向内側に向かうに従いトレ
ッドセンターＳに接近するよう傾斜し、一方、トレッド
端Ｅ側に位置している主部21ｂは半径方向内側に向かう
に従いトレッド端Ｅに接近するよう傾斜しており、この
結果、前記連結部22は深くなるに従い幅が広くなった台
形を呈している。The adjacent main portions 21 are inclined in opposite directions with respect to the radial direction so that the distance L between the adjacent main portions 21 increases as the depth increases, and the main portions 21a located on the tread center S side in this case. Is inclined so as to approach the tread center S toward the inside in the radial direction, while the main portion 21b located on the tread end E side is inclined so as to approach the tread end E toward the inside in the radial direction, As a result, the connecting portion 22 has a trapezoidal shape whose width increases as the depth increases.
【００１３】次に、前述のような空気入りタイヤ11を走
行させると、トレッド部12の摩耗進行に伴い主溝15の溝
深さが徐々に浅くなって排水性が低下し、湿潤路操縦安
定性が低下すると考えられる。しかしながら、この実施
形態においては、前述のようにサイプ20の隣接する主部
21ａ、ｂを深さ方向に拡開するよう傾斜させるととも
に、これら主部21ａ、ｂの近接する端部同士を連結部22
によって連結するようにしたので、トレッド部12の摩耗
進行に伴い、主部21ａ、ｂの開口端同士は図３に示す状
態から図４に示す状態に向かって幅方向に徐々に離れ
る。Next, when the pneumatic tire 11 as described above is run, the groove depth of the main groove 15 is gradually reduced with the progress of wear of the tread portion 12, and the drainage property is reduced. It is thought that the property decreases. However, in this embodiment, as described above, the adjacent main portion of the sipe 20 is
The main portions 21a and 21b are inclined so as to expand in the depth direction, and the adjacent ends of the main portions 21a and 21b are connected to the connecting portion 22.
As the tread portion 12 wears, the open ends of the main portions 21a and 21b gradually separate from each other in the width direction from the state shown in FIG. 3 to the state shown in FIG.
【００１４】この結果、これら主部21ａ、ｂ同士を連結
している連結部22の開口端の長さが徐々に長くなり、換
言すれば、サイプ20の開口端の合計長さ（エッジ長さ）
が徐々に長くなり、これにより、排水性（除水性）が向
上して湿潤路操縦安定性の低下が効果的に抑制される。
ここで、前述の各サイプ20は、３個以上の主部21ａ、ｂ
と２個以上の連結部22とから構成されているので、トレ
ッド部12の摩耗進行に伴うサイプ開口端の合計長の増大
割合が、連結部が１個である従来のサイプの２倍以上と
なり、これにより、前記摩耗進行に伴う湿潤路操縦安定
性の低下が確実に抑制される。しかも、主部21ａ、ｂと
連結部22とが直交することで形成された角部の数も従来
の２倍以上となるため、サイプ20の形成に基づくリブ
（陸部）16の曲げ剛性低下も確実に抑制することができ
る。As a result, the length of the open end of the connecting portion 22 connecting the main portions 21a and 21b gradually increases, in other words, the total length of the open ends of the sipe 20 (edge length). )
Gradually increases, thereby improving drainage (water removal) and effectively suppressing reduction in wet road steering stability.
Here, each of the aforementioned sipes 20 has three or more main parts 21a, b
And two or more connecting portions 22, the rate of increase in the total length of the sipe opening end due to the progress of wear of the tread portion 12 is more than twice that of the conventional sipe having one connecting portion. Thus, a decrease in wet road steering stability due to the progress of the wear is reliably suppressed. In addition, since the number of corners formed by the main parts 21a, b and the connecting part 22 being orthogonal to each other is more than twice as much as the conventional one, the bending rigidity of the rib (land part) 16 is reduced due to the formation of the sipe 20. Can also be reliably suppressed.
【００１５】また、前述のようにサイプ20が空気入りタ
イヤ11の全周に亘って周方向に連続して延びていると、
摩耗進行に伴って幅方向に延びている連結部22の開口端
長さ（エッジ長）が徐々に長くなるため、進行方向に対
する引っ掛かりが増大し、これにより、氷雪路面での駆
動、制動性能が効果的に向上する。As described above, when the sipe 20 continuously extends in the circumferential direction over the entire circumference of the pneumatic tire 11,
Since the opening end length (edge length) of the connecting portion 22 extending in the width direction gradually increases as the wear progresses, the catch in the traveling direction increases, and as a result, the driving and braking performance on the ice and snow road surface is improved. Improve effectively.
【００１６】図５において、31は前述の空気入りタイヤ
11を製造する際に使用する加硫用金型であり、この加硫
用金型31はトレッド部12を型付けするトレッド型付け面
32を有する。このトレッド型付け面32にはほぼ周方向に
延びるとともに軸方向に離れた複数本、ここでは３本の
突出した主骨33が設けられ、これらの主骨33は未加硫タ
イヤのトレッド部12に主溝15を形成する。また、前記ト
レッド型付け面32にはこれら主骨33の両側に凹溝34が形
成され、これらの凹溝34は未加硫タイヤのトレッド部12
にリブ16を成形する。In FIG. 5, 31 is the aforementioned pneumatic tire.
This is a vulcanizing mold used when manufacturing 11, and this vulcanizing mold 31 is a tread forming surface for molding the tread portion 12.
With 32. A plurality of, in this case, three protruding main bones 33 extending in the circumferential direction and extending in the axial direction are provided on the tread forming surface 32, and these main bones 33 are provided on the tread portion 12 of the unvulcanized tire. The main groove 15 is formed. Also, grooves 34 are formed on both sides of the main bone 33 on the tread molding surface 32, and these grooves 34 are formed on the tread portion 12 of the unvulcanized tire.
The rib 16 is formed.
【００１７】38はリブ16の外表面にサイプ20を形成する
ための複数のブレードであり、これらのブレード38は少
なくとも一部の凹溝34、ここでは幅方向最外側の凹溝34
に１個ずつ設けられている。そして、これらブレード38
は、型付け面32の全周に亘って周方向に連続して延びて
いる。各ブレード38は半径方向外端部に埋設部39を有
し、この埋設部39は前記加硫用金型31に埋設されてい
る。40は前記埋設部39からほぼ半径方向内側に向かって
延びるサイプ形成部であり、このサイプ形成部40は前記
型付け面32、詳しくは凹溝34の表面（底面）から突出し
ているが、その高さはいずれの位置においても同一で、
前記主骨33の高さより若干低い。Numeral 38 denotes a plurality of blades for forming the sipe 20 on the outer surface of the rib 16. These blades 38 have at least some of the grooves 34, here the outermost grooves 34 in the width direction.
Are provided one by one. And these blades 38
Extends continuously in the circumferential direction over the entire circumference of the molding surface 32. Each blade 38 has a buried portion 39 at a radially outer end, and the buried portion 39 is buried in the vulcanizing mold 31. Reference numeral 40 denotes a sipe forming portion extending substantially inward in the radial direction from the buried portion 39. The sipe forming portion 40 protrudes from the molding surface 32, specifically, the surface (bottom surface) of the concave groove 34. The same is true at any position,
It is slightly lower than the height of the main bone 33.
【００１８】ここで、少なくとも一部のブレード38、こ
の実施形態においては全部のブレード38のサイプ形成部
40は、延在方向（周方向）に自身の長さだけずれた状態
で略同一方向（ここでは周方向）に延びる３個以上の主
部41ａ、ｂと、隣接する主部41ａ、ｂの近接する端部同
士を連結するとともに、主部41ａ、ｂに対して略直交す
る方向（ここでは軸方向）に延びる２個以上の連結部42
とから構成されている。また、前記一対の主部41ａ、ｂ
は、突出するに従い相互間距離Ｍが大となるよう半径方
向に対してそれぞれ逆方向に傾斜、即ち軸方向中央側に
位置する主部41ａは半径方向内側に向かうに従い軸方向
内側に傾斜し、一方、軸方向外端側に位置する主部41ｂ
は半径方向内側に向かうに従い軸方向外側に傾斜してお
り、この結果、前記連結部42は突出するに従い幅が広く
なった台形を呈している。Here, the sipe forming portion of at least some of the blades 38, in this embodiment, all of the blades 38
Reference numeral 40 denotes three or more main portions 41a and 41b extending in substantially the same direction (here, the circumferential direction) while being shifted by their length in the extending direction (circumferential direction), and adjacent main portions 41a and 41b. Two or more connecting portions 42 that connect adjacent ends and extend in a direction (here, an axial direction) substantially orthogonal to the main portions 41a and 41b.
It is composed of Further, the pair of main parts 41a, b
The main portion 41a located in the center in the axial direction is inclined in the opposite direction to the radial direction so that the inter-distance M becomes larger as it protrudes, that is, the main portion 41a located in the center in the axial direction is inclined inward in the axial direction toward the inside in the radial direction, On the other hand, the main portion 41b located on the axially outer end side
Are inclined outward in the axial direction toward the inside in the radial direction, and as a result, the connecting portion 42 has a trapezoidal shape whose width increases as it protrudes.
【００１９】ここで、前述の主部41ａ、ｂの半径方向に
対する傾斜角が小さ過ぎると、前述のような湿潤路操縦
安定性の低下を効果的に抑制することができず、一方、
大き過ぎると、加硫後に加硫済みタイヤからブレード38
を抜き出すことが困難となるため、この傾斜角は 3度か
ら15度の範囲が好ましい。Here, if the inclination angles of the main portions 41a and 41b with respect to the radial direction are too small, it is impossible to effectively suppress the decrease in the wet road steering stability as described above.
If it is too large, the blade 38
The angle of inclination is preferably in the range of 3 degrees to 15 degrees, since it is difficult to extract the angle.
【００２０】そして、このような加硫用金型31を用いて
未加硫タイヤを加硫する場合には、該未加硫タイヤを加
硫用金型31に収納した後、ブラダ内に高温、高圧の加硫
媒体を注入して該未加硫タイヤをトレッド型付け面32を
含む型付け面に押し付ける。このとき、主骨33、ブレー
ド38のサイプ形成部40は未加硫タイヤのトレッド部12に
押し込まれ、該トレッド部12の外表面に複数の主溝15
が、また、幅方向最外側のリブ16の外表面にはサイプ20
が正確かつ容易に形成される。When vulcanizing an unvulcanized tire by using such a vulcanizing mold 31, after storing the unvulcanized tire in the vulcanizing mold 31, a high-temperature The unvulcanized tire is pressed against a molding surface, including the tread molding surface 32, by injecting a high pressure vulcanizing medium. At this time, the main bone 33 and the sipe forming portion 40 of the blade 38 are pushed into the tread portion 12 of the unvulcanized tire, and a plurality of main grooves 15 are formed on the outer surface of the tread portion 12.
However, a sipe 20 is provided on the outer surface of the outermost rib 16 in the width direction.
Are formed accurately and easily.
【００２１】図６はこの発明の第２実施形態を示す図で
ある。この実施形態においては、新品タイヤ時における
主部21ａ、ｂの半径方向外端開口（リブ16の外表面にお
ける開口）を１本の同一直線上に配置、即ち、半径方向
外端での主部21ａ、ｂの相互間距離Ｌを零としている。
そして、サイプ45を前述のようなものとすれば、乾燥路
面等の高μ領域でのコーナリング性能を向上させること
ができる。FIG. 6 is a diagram showing a second embodiment of the present invention. In this embodiment, the radially outer end openings (openings on the outer surface of the ribs 16) of the main portions 21a and 21b at the time of a new tire are arranged on one and the same straight line, that is, the main portions at the radially outer end. The distance L between 21a and 21b is set to zero.
When the sipe 45 is as described above, the cornering performance in a high μ region such as a dry road surface can be improved.
【００２２】また、このようなサイプ45を形成するに
は、加硫用金型31の型付け面32にブレード46を設置する
が、各ブレード46の埋設部47は図７に示すように連続リ
ング状を呈し、一方、サイプ形成部48の互いに逆方向に
傾斜した主部49ａ、ｂおよび三角形状の連結部50はこの
埋設部47からほぼ半径方向内側に向かって延びている。
この結果、前記ブレード46の主部49ａ、ｂの型付け面32
と交差する部位、即ち埋設部47と主部49ａ、ｂとの境界
は１本の同一直線上に配置されることになる。そして、
このような加硫用金型31を用いれば、前述のサイプ45を
容易に成形することができる。Further, in order to form such a sipe 45, a blade 46 is installed on the molding surface 32 of the vulcanizing mold 31, and a buried portion 47 of each blade 46 is connected to a continuous ring as shown in FIG. On the other hand, the main portions 49a and 49b of the sipe forming portion 48 which are inclined in opposite directions and the triangular connecting portion 50 extend substantially radially inward from the buried portion 47.
As a result, the molding surfaces 32 of the main portions 49a and 49b of the blade 46 are formed.
, That is, the boundary between the buried portion 47 and the main portions 49a and 49b is arranged on one and the same straight line. And
By using such a vulcanizing mold 31, the aforementioned sipe 45 can be easily formed.
【００２３】なお、前述の実施形態においては、トレッ
ド部12に設けられたリブ16にサイプ20を形成するように
したが、この発明においては、トレッド部に設けられた
ラグあるいはブロック等の陸部にサイプを形成するよう
にしてもよい。また、前述の実施形態においては、各主
部21ａ、ｂは直線状に延びていたが、この発明において
は、波状、ジグザグ状に屈曲していてもよい。In the above-described embodiment, the sipes 20 are formed on the ribs 16 provided on the tread portion 12. However, in the present invention, land portions such as lugs or blocks provided on the tread portion are provided. Alternatively, a sipe may be formed. In the above-described embodiment, the main portions 21a and 21b extend linearly. However, in the present invention, the main portions 21a and 21b may be bent in a wavy or zigzag shape.
【００２４】さらに、前述の実施形態においては、トレ
ッド部12の全周に亘って周方向に連続して延びるサイプ
20を形成したが、この発明においては、周方向に延びる
所定長のサイプを周方向に断続的に配置するようにして
もよい。また、この発明においては、ほぼ幅方向に延び
る複数のサイプをトレッド部に形成してもよい。この場
合には、トレッド部の摩耗進行に伴って、周方向に延び
ている連結部の開口端長さ（エッジ長）が徐々に長くな
るため、横方向に対する引っ掛かりが増大し、これによ
り、氷雪路面でのコーナリング性能が効果的に向上す
る。Further, in the above-described embodiment, the sipe extending continuously in the circumferential direction over the entire circumference of the tread portion 12 is provided.
Although 20 is formed, in the present invention, a predetermined length of sipe extending in the circumferential direction may be intermittently arranged in the circumferential direction. In the present invention, a plurality of sipes extending substantially in the width direction may be formed in the tread portion. In this case, as the wear of the tread portion progresses, the length of the open end (edge length) of the connecting portion extending in the circumferential direction gradually increases, so that the catch in the lateral direction increases, thereby causing ice and snow. The cornering performance on the road surface is effectively improved.
【００２５】[0025]
【実施例】次に、試験結果を説明する。この試験に当た
っては、隣接する主部間の相互間距離Ｌが深さに関わり
なく一定である以外は、前述の第１実施形態と同様であ
るサイプが形成された比較タイヤ１、２と、前述した第
１実施形態と同様のサイプが形成された供試タイヤとを
準備した。ここで、比較タイヤ１、２における隣接する
主部間の相互間距離（連結部の長さ）Ｌはそれぞれ一定
の 5mm、10mmであり、また、供試タイヤにおけるサイプ
の主部間の相互間距離（連結部の長さ）Ｌは、開口端お
よび最深部でそれぞれ 5mm、10mmであった。また、これ
ら比較タイヤ１、２、供試タイヤは、各主部の周方向長
さおよび深さがそれぞれ20mm、 9mmであり、そのサイズ
が 195/70 Ｒ15 8PRであった。Next, test results will be described. In this test, the comparative tires 1 and 2 having the same sipe as those of the first embodiment described above except that the distance L between the adjacent main portions is constant irrespective of the depth, and A test tire having a sipe similar to that of the first embodiment was prepared. Here, the distance L (the length of the connecting portion) between adjacent main parts in the comparative tires 1 and 2 is a fixed 5 mm and 10 mm, respectively. The distance (the length of the connecting portion) L was 5 mm and 10 mm at the open end and the deepest portion, respectively. The comparative tires 1 and 2 and the test tire had circumferential lengths and depths of respective main portions of 20 mm and 9 mm, respectively, and the size was 195/70 R158PR.
【００２６】次に、前述した各タイヤを大型ワンボック
スカーに装着し、乾燥路操縦安定性、湿潤路操縦安定
性、雪上操縦安定性、氷上操縦安定性の各試験を、新品
タイヤ時と主溝深さの60％だけ摩耗した摩耗時とでそれ
ぞれ行った。その試験結果を以下の表１に示す。Next, each of the tires described above was mounted on a large one-box car, and each test of steering stability on dry roads, steering stability on wet roads, steering stability on snow, and on ice was mainly carried out with new tires. The test was performed at the time of abrasion when worn by 60% of the groove depth. The test results are shown in Table 1 below.
【００２７】[0027]
【表１】 [Table 1]
【００２８】ここで、前述の試験結果は、前記ワンボッ
クスカーによって乾燥路、テストコースに水を撒いて作
り出し湿潤路、積雪路、氷盤上をそれぞれ走行させたと
きの専門ドライバーのフィーリング評価であり、評価基
準となるタイヤ（比較タイヤ１）を３で表し、プラス、
マイナスを付加した５段階で評価した。ここで、前記評
価は、数値が大であるほど、また、プラスが付加されて
いる方が良好となる。そして、この表１から、いずれの
タイヤも乾燥路操縦安定性が摩耗の進行に伴ってほぼ同
様に向上しているが、摩耗の進行に伴う湿潤路、雪上、
氷上操縦安定性の性能低下については、供試タイヤが最
も強力に抑制されていることを理解することができる。Here, the test results described above were evaluated by the expert driver's feeling when the one-box car ran water on a dry road, a test course, and a wet road, a snowy road, and an ice floe. And the tire serving as an evaluation standard (comparative tire 1) is represented by 3, plus,
The evaluation was made in five steps to which a minus was added. Here, the evaluation is better when the numerical value is larger and the plus is added. From Table 1, it can be seen from the Table 1 that the driving stability of the dry roads of all the tires is almost similarly improved with the progress of wear.
It can be understood that the test tires are most strongly suppressed with respect to the performance deterioration of the handling stability on ice.
【００２９】また、前述の各タイヤに対して耐摩耗性試
験も行ったが、その結果は、比較タイヤ１を指数 100で
表すと、比較タイヤ２では80、供試タイヤでは98であっ
た。ここで、耐摩耗試験は前記ワンボックスカーを４万
km走行させた後、残った主溝の深さを10箇所で測定し、
その平均値を指数で表したものである。A wear resistance test was also performed on each of the tires described above. As a result, when the comparative tire 1 was represented by an index of 100, the result was 80 for the comparative tire 2 and 98 for the test tire. Here, the abrasion resistance test was carried out on 40,000
After running for km, measure the depth of the remaining main groove at 10 places,
The average value is represented by an index.
【００３０】[0030]
【発明の効果】以上説明したように、この発明によれ
ば、陸部の曲げ剛性の低下および摩耗の進行に伴う湿潤
路操縦安定性を確実に抑制することができる。As described above, according to the present invention, it is possible to reliably suppress the decrease in bending stiffness of the land portion and the stability of wet road operation accompanying the progress of wear.
【図１】この発明の第１実施形態を示す空気入りタイヤ
の平面図である。FIG. 1 is a plan view of a pneumatic tire showing a first embodiment of the present invention.
【図２】トレッド端部の破断斜視図である。FIG. 2 is a cutaway perspective view of a tread end.
【図３】トレッド部表面におけるサイプ近傍の平面図で
ある。FIG. 3 is a plan view near a sipe on a tread surface.
【図４】サイプの溝底近傍における平面断面図である。FIG. 4 is a plan sectional view near the groove bottom of the sipe.
【図５】加硫用金型を示す破断斜視図である。FIG. 5 is a cutaway perspective view showing a vulcanizing mold.
【図６】この発明の第２実施形態を示す図２と同様の破
断斜視図である。FIG. 6 is a cutaway perspective view similar to FIG. 2, showing a second embodiment of the present invention.
【図７】加硫用金型を示す破断斜視図である。FIG. 7 is a cutaway perspective view showing a vulcanizing mold.
11…空気入りタイヤ 12…トレッド部 20…サイプ 21…主部 22…連結部 11 ... pneumatic tire 12 ... tread part 20 ... sipes 21 ... main part 22 ... connecting part
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ テーマコート゛(参考） // Ｂ２９Ｋ 21:00 105:24 Ｂ２９Ｌ 30:00 ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 7 Identification symbol FI Theme coat ゛ (Reference) // B29K 21:00 105: 24 B29L 30:00
Claims (6)
気入りタイヤにおいて、少なくとも一部のサイプを、略
同一方向に延びるとともに延在方向に互いにずれた３個
以上の主部と、隣接する主部の近接する端部同士を連結
するとともに、主部に対して略直交する方向に延びる２
個以上の連結部とから構成し、かつ、隣接する主部を、
深くなるに従い相互間距離Ｌが大となるよう半径方向に
対してそれぞれ逆方向に傾斜させたことを特徴とする空
気入りタイヤ。In a pneumatic tire in which a plurality of sipes are formed in a tread portion, at least a part of the sipes is adjacent to three or more main portions that extend in substantially the same direction and are displaced from each other in the extending direction. 2 that connects the adjacent ends of the main portion and extends in a direction substantially orthogonal to the main portion.
And more than one connecting part, and the adjacent main part,
A pneumatic tire characterized by being inclined in the opposite direction to the radial direction so that the distance L between them becomes larger as the depth becomes deeper.
て周方向に延びている請求項１記載の空気入りタイヤ。2. The pneumatic tire according to claim 1, wherein the sipe extends circumferentially around the entire circumference of the pneumatic tire.
開口を１本の直線上に配置した請求項１記載の空気入り
タイヤ。3. The pneumatic tire according to claim 1, wherein a radially outer end opening of the main portion when the tire is new is arranged on one straight line.
型付け面に、サイプを形成する複数のブレードが設けら
れた空気入りタイヤの加硫用金型において、少なくとも
一部のブレードの型付け面から突出しているサイプ形成
部を、略同一方向に延びるとともに延在方向に互いにず
れた３個以上の主部と、隣接する主部の近接する端部同
士を連結するとともに、主部に対して略直交する方向に
延びる２個以上の連結部とから構成し、かつ、隣接する
主部を、突出するに従い相互間距離Ｍが大となるよう半
径方向に対してそれぞれ逆方向に傾斜させたことを特徴
とする空気入りタイヤの加硫用金型。4. A vulcanizing mold for a pneumatic tire in which a plurality of blades forming a sipe are provided on a molding surface for molding a tread portion of a pneumatic tire, wherein at least a part of the blades protrudes from the molding surface. Three or more main portions extending in substantially the same direction and displaced from each other in the extending direction, and adjoining end portions of adjacent main portions, and being substantially orthogonal to the main portions. And two or more connecting portions extending in a direction in which the main portions are adjacent to each other, and the adjacent main portions are inclined in opposite directions to the radial direction so as to increase the mutual distance M as they protrude. Mold for vulcanizing pneumatic tires.
方向に延びている請求項４記載の空気入りタイヤの加硫
用金型。5. A mold for vulcanizing a pneumatic tire according to claim 4, wherein said blade extends circumferentially over the entire circumference of the molding surface.
部位を１本の直線上に配置した請求項４記載の空気入り
タイヤの加硫用金型。6. A vulcanizing mold for a pneumatic tire according to claim 4, wherein a portion intersecting with a molding surface of a main portion of said blade is arranged on one straight line.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12661899A JP4255165B2 (en) | 1999-05-07 | 1999-05-07 | Pneumatic tire and its vulcanization mold |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12661899A JP4255165B2 (en) | 1999-05-07 | 1999-05-07 | Pneumatic tire and its vulcanization mold |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000318413A true JP2000318413A (en) | 2000-11-21 |
| JP4255165B2 JP4255165B2 (en) | 2009-04-15 |
Family
ID=14939669
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12661899A Expired - Fee Related JP4255165B2 (en) | 1999-05-07 | 1999-05-07 | Pneumatic tire and its vulcanization mold |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4255165B2 (en) |
Cited By (12)
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|---|---|---|---|---|
| EP1223054A1 (en) * | 2001-01-12 | 2002-07-17 | Continental Aktiengesellschaft | Tire tread with 3-dimensional sipe |
| EP1234692A3 (en) * | 2001-02-22 | 2003-05-14 | Continental Aktiengesellschaft | Vehicle tyre |
| JP2004306872A (en) * | 2003-04-09 | 2004-11-04 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| EP1533141A1 (en) * | 2003-11-20 | 2005-05-25 | The Goodyear Tire & Rubber Company | Three-dimensional sipes for treads |
| US8307867B2 (en) | 2008-10-03 | 2012-11-13 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire with tread including sipe having wide portions located alternately on both side walls |
| EP2631091A1 (en) * | 2012-02-23 | 2013-08-28 | Continental Reifen Deutschland GmbH | Run strip profile of a vehicle tyre |
| JP2015513497A (en) * | 2012-03-15 | 2015-05-14 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Thick tread for civil engineering tires |
| JP2015182680A (en) * | 2014-03-25 | 2015-10-22 | 横浜ゴム株式会社 | pneumatic tire |
| JP2016112847A (en) * | 2014-12-17 | 2016-06-23 | 東洋ゴム工業株式会社 | Inspection method of sipe blade and tire molding mold |
| JP2019001396A (en) * | 2017-06-19 | 2019-01-10 | 横浜ゴム株式会社 | Pneumatic tire |
| DE102018221498A1 (en) | 2017-12-13 | 2019-06-13 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| CN110392637A (en) * | 2016-12-27 | 2019-10-29 | 倍耐力轮胎股份公司 | Tire for wheel of vehicle |
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| JP2004306872A (en) * | 2003-04-09 | 2004-11-04 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| EP1533141A1 (en) * | 2003-11-20 | 2005-05-25 | The Goodyear Tire & Rubber Company | Three-dimensional sipes for treads |
| US7143799B2 (en) | 2003-11-20 | 2006-12-05 | The Goodyear Tire & Rubber Company | Three-dimensional sipes for treads |
| US8307867B2 (en) | 2008-10-03 | 2012-11-13 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire with tread including sipe having wide portions located alternately on both side walls |
| EP2631091A1 (en) * | 2012-02-23 | 2013-08-28 | Continental Reifen Deutschland GmbH | Run strip profile of a vehicle tyre |
| JP2015513497A (en) * | 2012-03-15 | 2015-05-14 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Thick tread for civil engineering tires |
| JP2015182680A (en) * | 2014-03-25 | 2015-10-22 | 横浜ゴム株式会社 | pneumatic tire |
| JP2016112847A (en) * | 2014-12-17 | 2016-06-23 | 東洋ゴム工業株式会社 | Inspection method of sipe blade and tire molding mold |
| CN110392637A (en) * | 2016-12-27 | 2019-10-29 | 倍耐力轮胎股份公司 | Tire for wheel of vehicle |
| CN110392637B (en) * | 2016-12-27 | 2021-09-17 | 倍耐力轮胎股份公司 | Tyre for vehicle wheels |
| JP2019001396A (en) * | 2017-06-19 | 2019-01-10 | 横浜ゴム株式会社 | Pneumatic tire |
| DE102018221498A1 (en) | 2017-12-13 | 2019-06-13 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
| US11014412B2 (en) | 2017-12-13 | 2021-05-25 | Toyo Tire Corporation | Pneumatic tire |
| DE102018221498B4 (en) | 2017-12-13 | 2024-02-22 | Toyo Tire & Rubber Co., Ltd. | Pneumatic tire |
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