JP2002187412A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP2002187412A JP2002187412A JP2000387087A JP2000387087A JP2002187412A JP 2002187412 A JP2002187412 A JP 2002187412A JP 2000387087 A JP2000387087 A JP 2000387087A JP 2000387087 A JP2000387087 A JP 2000387087A JP 2002187412 A JP2002187412 A JP 2002187412A
- Authority
- JP
- Japan
- Prior art keywords
- sipe
- block
- convex
- pneumatic tire
- sipe portion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C11/1218—Three-dimensional shape with regard to depth and extending direction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—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】本発明は、少なくとも１本の
サイプを形成したブロックを複数有するトレッドパター
ンを備えた空気入りタイヤに関し、特にスタッドレスタ
イヤとして有用である。The present invention relates to a pneumatic tire having a tread pattern having a plurality of blocks each having at least one sipe, and is particularly useful as a studless tire.
【０００２】[0002]
【従来の技術】従来より、スタッドレスタイヤのアイス
性能を向上させる目的で、タイヤパターンの各部（セン
ター部、メディエイト部、ショルダー部）に複数のサイ
プを配置したものが知られている。かかるサイプの形状
としては、サイプの深さ方向に形状が変化しない平面又
は波型のサイプが従来は一般的であった。このようなサ
イプをブロックに形成することにより、エッジ効果、除
水効果、及び凝着効果が向上するため、サイプの本数は
近年増加する傾向にあった。2. Description of the Related Art Conventionally, there has been known a tire pattern in which a plurality of sipes are arranged at respective portions (a center portion, a mediate portion, and a shoulder portion) for the purpose of improving ice performance of a studless tire. Conventionally, as the shape of such a sipe, a flat or corrugated sipe whose shape does not change in the depth direction of the sipe has been generally used. By forming such a sipe in a block, the edge effect, the water removal effect, and the adhesion effect are improved, and the number of sipes has tended to increase in recent years.
【０００３】しかし、サイプの本数を増やしてサイプ密
度を高めていくと、エッジ数は増えるものの、ブロック
全体の剛性が低下してサイプが過度に倒れ込むことによ
り、逆にエッジ効果が小さくなり、アイス性能も低下す
るという問題が生じる。このため、サイプの形状を深さ
方向で変化させて、サイプの倒れ込みを抑制した、いわ
ゆる３次元サイプが近年注目されている。However, when the sipe density is increased by increasing the number of sipes, the number of edges is increased, but the rigidity of the entire block is reduced and the sipe is excessively collapsed. There is a problem that the performance is also reduced. For this reason, a so-called three-dimensional sipe, in which the shape of the sipe is changed in the depth direction to prevent the sipe from falling down, has attracted attention in recent years.
【０００４】例えば、特開平５−５８１１８号公報に
は、サイプの倒れ込みを抑制すべく、図５に示すよう
に、ブロック１に少なくとも１本のタイヤ幅方向のサイ
プ１０を設け、そのサイプ１０内の互いに対面する合面
の一方に凸部２０を形成し、他方に該凸部に噛み合うデ
ィンプルを形成したスタッドレスタイヤが提案されてい
る。For example, in Japanese Patent Application Laid-Open No. 5-58118, at least one sipe 10 in the tire width direction is provided in a block 1 as shown in FIG. There is proposed a studless tire in which a convex portion 20 is formed on one of mating surfaces facing each other and a dimple meshing with the convex portion is formed on the other.
【０００５】[0005]
【発明が解決しようとする課題】しかしながら、上記の
スタッドレスタイヤでは、合面の一方に凸部のみを形成
するため、倒れ込み抑制作用がブロックの倒れ込みの方
向により異なるため、何れかの方向の倒れ込み抑制作用
が不十分になるという問題がある。即ち、凸部の突出側
へのブロックの倒れ込みには凸部とディンプルとの係合
部の圧接力が大きくなって、倒れ込み抑制作用が大きく
なるのに対して、逆方向の倒れ込みには凸部とディンプ
ルとの係合部の圧接力が小さくなって、倒れ込み抑制作
用も小さくなる。また、平面サイプ（直線サイプ）を前
提とするため、波型サイプと比較して、エッジ効果の方
向が制限されるという欠点もある。However, in the above-mentioned studless tire, since only the convex portion is formed on one of the mating surfaces, the action of suppressing the fall differs depending on the direction of the fall of the block. There is a problem that the action becomes insufficient. That is, when the block falls down to the protruding side of the protrusion, the pressing force of the engaging portion between the protrusion and the dimple increases, and the action of suppressing the fall increases. The press-contact force of the engaging portion between the shaft and the dimple is reduced, and the function of suppressing the falling down is also reduced. Further, since a plane sipe (straight line sipe) is assumed, there is a disadvantage that the direction of the edge effect is limited as compared with the wave type sipe.
【０００６】一方、サイプの全面を、凹部と凸部を有す
る３次元サイプによって形成することも可能であるが、
ブロックの変形（倒れ込み）が過度に抑制されて、かえ
ってエッジ効果が発現しにくくなるという問題が生じ
る。On the other hand, the entire surface of the sipe can be formed by a three-dimensional sipe having a concave portion and a convex portion.
There is a problem that the deformation (falling) of the block is excessively suppressed, and the edge effect is hardly developed.
【０００７】そこで、本発明の目的は、波型サイプの長
所を生かしつつ、ブロックの倒れ込みを適度に抑制し、
しかもブロックの倒れ込み方向によりその抑制効果が左
右されにくいため、エッジ効果を好適に発現することが
できる空気入りタイヤを提供することにある。Therefore, an object of the present invention is to appropriately suppress the falling of the block while taking advantage of the advantages of the corrugated sipe.
In addition, an object of the present invention is to provide a pneumatic tire capable of suitably exhibiting an edge effect, since the suppression effect is hardly influenced by a falling direction of a block.
【０００８】[0008]
【課題を解決するための手段】上記目的は、下記の如き
本発明により達成できる。即ち、本発明の空気入りタイ
ヤは、少なくとも１本のサイプを形成したブロックを複
数有するトレッドパターンを備えた空気入りタイヤにお
いて、前記サイプは、ブロック表面から深さ方向に延び
横断面形状が波状又はジグザグ状の第１サイプ部と、そ
の第１サイプ部より深い位置に配置され凹部と凸部とが
形成されている第２サイプ部とを備え、前記第１サイプ
部がブロック表面から深さ１〜３ｍｍの範囲内に形成さ
れていることを特徴とする。The above object can be achieved by the present invention as described below. That is, the pneumatic tire of the present invention is a pneumatic tire provided with a tread pattern having a plurality of blocks forming at least one sipe, wherein the sipe extends in the depth direction from the block surface and has a wavy or cross-sectional shape. A first sipe portion having a zigzag shape, and a second sipe portion disposed at a position deeper than the first sipe portion and having a concave portion and a convex portion, wherein the first sipe portion has a depth of 1 from the block surface. It is characterized in that it is formed within a range of up to 3 mm.
【０００９】上記において、前記第１サイプ部の横断面
形状の凹凸の周期と、前記第２サイプ部の凹部と凸部と
を形成する横方向の周期とを略一致させてあることが好
ましい。In the above, it is preferable that the period of the unevenness of the cross-sectional shape of the first sipe portion and the period in the horizontal direction of forming the concave portion and the convex portion of the second sipe portion substantially match.
【００１０】その際、前記第１サイプ部の横断面形状の
凹部の下端を、前記第２サイプ部の上端に設けた凹部に
連続させると共に、前記第１サイプ部の横断面形状の凸
部の下端を、前記第２サイプ部の上端に設けた凸部に連
続させてあることが好ましい。In this case, the lower end of the concave portion having the cross section of the first sipe portion is made continuous with the concave portion provided at the upper end of the second sipe portion, and the convex portion of the cross section of the first sipe portion is formed. It is preferable that a lower end is continuous with a convex portion provided at an upper end of the second sipe portion.
【００１１】［作用効果］本発明によると、ブロック表
面から深さ方向に延び横断面形状が波状又はジグザグ状
の第１サイプ部を有するため、いわゆる波型サイプの長
所を生かすことができる。また、凹部と凸部とが形成さ
れている第２サイプ部を有するため、ブロックの倒れ込
みを抑制することができ、しかもブロックの倒れ込み方
向によりその抑制効果が左右されにくい。その際、第１
サイプ部がブロック表面から適当な深さの範囲に形成さ
れているため、第１サイプ部に隣接するブロックに適度
な変形（適度な倒れ込み）が生じるため、その変形によ
ってエッジ効果が確保し易くなる。その結果、波型サイ
プの長所を生かしつつ、ブロックの倒れ込みを適度に抑
制し、しかもブロックの倒れ込み方向によりその抑制効
果が左右されにくいため、エッジ効果を好適に発現する
ことができるようになる。According to the present invention, since the first sipe portion extends in the depth direction from the block surface and has a wavy or zigzag cross-sectional shape, the advantages of a so-called wavy sipe can be utilized. In addition, since the second sipe portion having the concave portion and the convex portion is provided, it is possible to suppress the falling of the block, and the suppression effect is hardly influenced by the falling direction of the block. At that time, the first
Since the sipe portion is formed in a range of an appropriate depth from the block surface, an appropriate deformation (appropriate falling down) occurs in the block adjacent to the first sipe portion, and the edge effect is easily secured by the deformation. . As a result, while taking advantage of the corrugated sipe, the falling of the block is appropriately suppressed, and the effect of suppressing the falling is hardly influenced by the falling direction of the block, so that the edge effect can be suitably exhibited.
【００１２】また、前記第１サイプ部の横断面形状の凹
凸の周期と、前記第２サイプ部の凹部と凸部とを形成す
る横方向の周期とを略一致させてある場合、第１サイプ
部と第２サイプ部との境界部分をスムーズな形状で連続
させ易くなり、タイヤが境界部分付近まで摩耗する際に
も、意匠性を損ないにくく、またブロックの破損が生じ
にくくなる。また、脱型の際の変形部分がより少なくな
るため、脱型性もより良好になる。In the case where the period of the concavo-convex shape of the cross-sectional shape of the first sipe portion and the period of the second sipe portion in the horizontal direction for forming the concave portion and the convex portion substantially coincide with each other, The boundary between the portion and the second sipe portion can be easily made continuous in a smooth shape, so that even when the tire is worn to the vicinity of the boundary, the design is hardly damaged and the block is hardly damaged. In addition, since the deformed portion at the time of demolding is reduced, the demoldability is further improved.
【００１３】その際に前記第１サイプ部の横断面形状の
凹部の下端を、前記第２サイプ部の上端に設けた凹部に
連続させると共に、同様に凸部同士を連続させてある場
合、第１サイプ部と第２サイプ部との境界部分がスムー
ズな形状となり、摩耗時の意匠性や、脱型性をより確実
に向上させることができる。At this time, when the lower end of the recess having the cross section of the first sipe portion is made continuous with the recess provided at the upper end of the second sipe portion, and similarly, the protrusions are made continuous. The boundary portion between the first sipe portion and the second sipe portion has a smooth shape, and the design during wear and the releasability can be more reliably improved.
【００１４】[0014]
【発明の実施の形態】以下、本発明の実施の形態につい
て、図面を参照しながら説明する。本発明の空気入りタ
イヤは、図１に示すように、少なくとも１本のサイプ１
０を形成したブロック１を複数有するトレッドパターン
Ｔを備える。本実施形態では、周方向溝２と横溝３，５
と斜溝４により区分されたブロック１が形成され、タイ
ヤ幅方向に６列のブロック１が配列されている例を示
す。Embodiments of the present invention will be described below with reference to the drawings. The pneumatic tire of the present invention has at least one sipe 1 as shown in FIG.
A tread pattern T having a plurality of blocks 1 in which 0s are formed is provided. In the present embodiment, the circumferential groove 2 and the lateral grooves 3, 5
An example is shown in which blocks 1 are formed, which are divided by an oblique groove 4 and six rows of blocks 1 are arranged in the tire width direction.
【００１５】各々のブロック１には、タイヤ幅方向に向
けて複数列のサイプ１０が形成されており、各々のサイ
プ１０の両端は、ブロック１に隣接する溝に開口してい
るが、それに限定されるものではなく、ブロック１の側
壁から露出せずにブロック１の側壁の内側に留めたり、
片側のみを留めたりと、パターン構成によって適宜使い
分けることができる。A plurality of rows of sipes 10 are formed in each block 1 in the width direction of the tire, and both ends of each of the sipes 10 are open in grooves adjacent to the block 1. It is not done, it is not exposed from the side wall of the block 1 and is fixed inside the side wall of the block 1,
Depending on the pattern configuration, only one side can be used properly.
【００１６】図２は、本発明におけるブロックの要部を
示す一部破断した斜視図である。この図２では、ブロッ
ク１の一部を破断してサイプ１０の内面を露出させてお
り、その内面の凹凸が分かり易いように、−記号と＋記
号を付してある。FIG. 2 is a partially broken perspective view showing a main part of a block according to the present invention. In FIG. 2, a part of the block 1 is cut away to expose the inner surface of the sipe 10, and the symbols-and + are added so that the unevenness of the inner surface can be easily understood.
【００１７】本発明におけるサイプ１０は、図２に示す
ように、ブロック表面から深さ方向に延びる第１サイプ
部１１を有し、この第１サイプ部１１の横断面形状は波
状又はジグザグ状となっている。この横断面形状として
は正弦波に近いものに限られず、直線と曲線とを交互に
組み合わせた波線や矩形波に近いもの等、何れの形状で
もよい。As shown in FIG. 2, the sipe 10 of the present invention has a first sipe portion 11 extending from the block surface in the depth direction, and the cross section of the first sipe portion 11 has a wavy or zigzag shape. Has become. The cross-sectional shape is not limited to a shape close to a sine wave, and may be any shape such as a wavy line obtained by alternately combining a straight line and a curve or a shape close to a rectangular wave.
【００１８】第１サイプ部１１の波状又はジグザグ状の
形状における凹凸の周期（例えば凸−凸頂部間の距離）
は、いわゆる波型サイプの特性を好適に発現する上で
１．５〜５ｍｍが好ましく、振幅（両側頂部の高さの
和）は１．５〜５ｍｍが好ましい。Period of irregularities in the wavy or zigzag shape of the first sipe portion 11 (for example, the distance between the convex and the convex top)
Is preferably 1.5 to 5 mm for suitably exhibiting the characteristics of a so-called wavy sipe, and the amplitude (the sum of the heights at the tops on both sides) is preferably 1.5 to 5 mm.
【００１９】また、第１サイプ部１１より深い位置に
は、凹部１２ａと凸部１２ｂとが交互に形成されている
第２サイプ部１２が配置されている。なお、図３の
（Ｉ）〜（III)は、図２におけるＩ−Ｉ矢視断面、II−
II矢視断面、 III−III 矢視断面を夫々示している。At a position deeper than the first sipe portion 11, a second sipe portion 12 in which concave portions 12a and convex portions 12b are formed alternately is arranged. (I) to (III) in FIG. 3 are sectional views taken along the line II in FIG.
The section taken along the arrow II and the section taken along the line III-III are shown.
【００２０】本実施形態では、図２〜図３に示すよう
に、第１サイプ部１１の横断面形状の凹凸の周期と、第
２サイプ部１２の凹部１２ａと凸部１２ｂとを形成する
横方向の周期とを略一致させてあり、その際に、第１サ
イプ部１１の横断面形状の凹部１１ａの下端を、第２サ
イプ部１２の上端に設けた凹部１２ａに連続させると共
に、第１サイプ部１１の横断面形状の凸部１１ｂの下端
を、第２サイプ部１２の上端に設けた凸部１２ｂに連続
させてある例を示す。In this embodiment, as shown in FIGS. 2 and 3, the period of the unevenness of the cross-sectional shape of the first sipe portion 11 and the width of the concave portion 12a and the convex portion 12b of the second sipe portion 12 are formed. In this case, the lower end of the concave portion 11a having the cross-sectional shape of the first sipe portion 11 is made to be continuous with the concave portion 12a provided at the upper end of the second sipe portion 12 and the first An example is shown in which the lower end of the convex portion 11b having the cross-sectional shape of the sipe portion 11 is connected to the convex portion 12b provided at the upper end of the second sipe portion 12.
【００２１】次に、図４に基づいて、各部のサイズにつ
いて説明する。なお、図４では、各部のサイズを説明し
易いように、図３（Ｉ）とは、若干異なる形状を示して
いる。Next, the size of each part will be described with reference to FIG. Note that FIG. 4 shows a slightly different shape from FIG. 3I so that the size of each part can be easily described.
【００２２】本発明における第１サイプ部１１は、ブロ
ック表面から深さＷ１が１〜３ｍｍの範囲内に形成され
ており、好ましくはブロック表面から深さＷ１が１．５
〜２．５ｍｍの範囲内である。深さＷ１が１ｍｍ未満で
は、ブロックの適度な変形によるエッジ効果の発現が困
難になり、逆に深さＷ１が３ｍｍを超えるとブロックの
倒れ込みが大きくなり、エッジ効果も小さくなる。In the present invention, the first sipe portion 11 is formed so that the depth W1 from the block surface is within a range of 1 to 3 mm, and preferably the depth W1 from the block surface is 1.5 mm.
It is in the range of ２．５2.5 mm. When the depth W1 is less than 1 mm, it is difficult to exhibit an edge effect due to appropriate deformation of the block. Conversely, when the depth W1 exceeds 3 mm, the block falls down and the edge effect becomes small.
【００２３】サイプ１０の溝幅Ｗ２は、ブロックの倒れ
込みを適度に抑制しながら、エッジ効果を好適に発現す
る上で、０．２〜０．７ｍｍが好ましく、０．２〜０．
４ｍｍがより好ましい。なお、サイプ全体の溝深さは、
主溝深さの４０〜８０％が好ましい。The groove width W2 of the sipe 10 is preferably 0.2 to 0.7 mm, preferably 0.2 to 0.7 mm, in order to appropriately exhibit the edge effect while appropriately suppressing the falling of the block.
4 mm is more preferred. The groove depth of the entire sipe is
It is preferably 40 to 80% of the main groove depth.
【００２４】第２サイプ部１２の凹部１２ａと凸部１２
ｂとの大きさは、対向する内面が十分な係合力を得る上
で、縦幅Ｗ３が０．５〜２ｍｍ、同様に横幅も０．５〜
２ｍｍが好ましい。凹部１２ａと凸部１２ｂとの最大深
さＤは、対向する内面が十分な係合力を得ながら脱型性
を維持する上で、０．５〜２ｍｍが好ましく、０．５〜
１．５ｍｍがより好ましい。また、本発明では、凹部１
２ａと凸部１２ｂとの間隔Ｗ４を０ｍｍとして凹部１２
ａと凸部１２ｂとをスムーズに連続させるのが好まし
い。The concave portion 12a and the convex portion 12 of the second sipe portion 12
In order to obtain a sufficient engaging force on the opposing inner surface, the size with b is 0.5 to 2 mm in vertical width W3 and 0.5 to 2 mm in horizontal width.
2 mm is preferred. The maximum depth D between the concave portion 12a and the convex portion 12b is preferably 0.5 to 2 mm, and is preferably 0.5 to 2 mm, in order to maintain the releasability while the opposing inner surfaces obtain a sufficient engaging force.
1.5 mm is more preferred. In the present invention, the concave portion 1
The distance W4 between the projection 2a and the projection 12b is set to 0 mm,
It is preferable that a and the convex portion 12b be smoothly continuous.
【００２５】本発明では、第２サイプ部１２によるブロ
ック１の倒れ込み抑制効果が大きいため、サイプ１０の
本数を増やしてサイプ密度を高めることで、エッジ数を
増やしてエッジ効果を更に高めることができる。このよ
うな観点から本発明では、サイプ密度０．１〜０．３ｍ
ｍ／ｍｍ2 が好ましく、０．１５〜０．２５ｍｍ／ｍｍ
2 がより好ましい。In the present invention, since the effect of the second sipe section 12 for suppressing the falling of the block 1 is great, the number of edges can be increased by increasing the number of the sipe 10 to increase the sipe density, thereby further enhancing the edge effect. . From such a viewpoint, in the present invention, the sipe density is 0.1 to 0.3 m.
m / mm 2 is preferable, and 0.15 to 0.25 mm / mm
2 is more preferred.
【００２６】本発明の空気入りタイヤは、上記の如きト
レッドパターンＴを備える以外は、通常の空気入りタイ
ヤと同等であり、従来公知の材料、形状、構造、製法な
どが何れも本発明に採用できる。The pneumatic tire of the present invention is the same as a normal pneumatic tire except that it has the tread pattern T as described above, and any conventionally known materials, shapes, structures, manufacturing methods, etc. are employed in the present invention. it can.
【００２７】本発明の空気入りタイヤは、前述の如き作
用効果を奏し、アイス性能に優れるため、特にスタッド
レスタイヤとして有用である。The pneumatic tire of the present invention has the above-described effects and is excellent in ice performance, and is particularly useful as a studless tire.
【００２８】［他の実施形態］以下、本発明の他の実施
の形態について説明する。[Other Embodiments] Hereinafter, other embodiments of the present invention will be described.
【００２９】（１）前述の実施形態では、第２サイプ部
の凹部と凸部とが上下・左右に交互に規則正しく形成さ
れている例を示したが、ランダムに配置されたり、配置
の規則性が異なるものでもよい。但し、凹部と凸部とが
上下又は左右に交互に規則正しく形成されているのが好
ましく、その数や形状・大きさによって、凹部と凸部と
がある程度バランスされているのが好ましい。(1) In the above-described embodiment, an example is shown in which the concave portions and the convex portions of the second sipe portion are formed alternately up and down, left and right, and are regularly arranged. May be different. However, it is preferable that the concave portions and the convex portions are formed alternately up and down or left and right regularly, and it is preferable that the concave portions and the convex portions are balanced to some extent by the number, shape and size thereof.
【００３０】また、他の配置としては、第２サイプ部の
凹部と凸部とを左右（横方向）に交互に形成しながら、
上下（深さ方向）には凹部又は凸部の何れかだけとする
ものや、逆に上下にのみ交互に形成するもの、あるい
は、正方形の四隅に配置せずに正三角形などの配置とし
てもよい。In another arrangement, the concave portions and the convex portions of the second sipe portion are formed alternately left and right (laterally).
In the vertical direction (depth direction), only one of the concave portion and the convex portion may be formed, or alternatively, only the upper and lower portions may be alternately formed, or an arrangement of an equilateral triangle without being arranged at the four corners of a square may be adopted. .
【００３１】（２）前述の実施形態では、第２サイプ部
の凹部と凸部との形状が、球面状である例を示したが、
より半球状に近いものや、円錐状に近いもの、三角錐状
や四角錐状に近いものでもよい。(2) In the above embodiment, the example in which the concave and convex portions of the second sipe portion are spherical is shown.
It may be closer to a hemisphere, closer to a cone, closer to a triangular pyramid or square pyramid.
【００３２】また、第２サイプ部の凹部と凸部との縦横
幅、最大深さを、それらが設けられる位置によって変化
させてもよい。例えば溝底に深い位置ほど縦横幅、最大
深さを、大きく又は小さくしてもよい。Further, the vertical and horizontal widths and maximum depths of the concave and convex portions of the second sipe portion may be changed depending on the positions where they are provided. For example, the depth and width and the maximum depth may be increased or decreased as the position becomes deeper in the groove bottom.
【００３３】（３）前述の実施形態では、図２及び図３
に示すように、第１サイプ部１１と第２サイプ部１２と
の横方向の凹凸の周期を一致させて、第１サイプ部１１
の横断面形状の凹部１１ａの下端を、第２サイプ部１２
の上端に設けた凹部１２ａに連続させると共に、凸部１
１ｂの下端を凸部１２ｂに連続させてある例を示した
が、第１サイプ部と第２サイプ部の横方向の凹凸の周期
は一致していなくてもよい。(3) In the above embodiment, FIGS.
As shown in FIG. 5, the first sipe portion 11 and the second sipe portion 12 are made to have the same period of the unevenness in the horizontal direction, and
The lower end of the recess 11a having the cross-sectional shape of
Is connected to the concave portion 12a provided at the upper end of the
Although the example in which the lower end of 1b is connected to the convex portion 12b has been described, the period of the lateral irregularities of the first sipe portion and the second sipe portion may not be the same.
【００３４】また、第１サイプ部の下端と第２サイプ部
の凹部又は凸部とは、連続していなくてもよい。その場
合、第１サイプ部の下端をその振幅が徐々に小さくなる
形状にするのが好ましい。また、第１サイプ部の下端と
第２サイプ部の上端との中間に両部の連続をスムーズに
するような中間部を設けてもよい。なお、図１に示すよ
うに、サイプ１０の両端又は一端には、平面状のサイプ
部を有していてもよい。Further, the lower end of the first sipe portion and the concave or convex portion of the second sipe portion need not be continuous. In this case, it is preferable that the lower end of the first sipe portion has a shape whose amplitude gradually decreases. Further, an intermediate portion may be provided between the lower end of the first sipe portion and the upper end of the second sipe portion so as to smoothly connect both portions. In addition, as shown in FIG. 1, both ends or one end of the sipe 10 may have a planar sipe portion.
【００３５】（４）前述の実施形態では、図１に示すよ
うなブロックパターンの例を示したが、この形状のブロ
ックに限らず、平行四辺形、Ｖ字型、５角形、又は曲線
基調のブロックでもよい。また、中央付近や端部近傍ま
で溝の入ったブロックや一部の陸部が周方向に連続する
ものでもよい。(4) In the above-described embodiment, an example of the block pattern as shown in FIG. 1 has been shown. It may be a block. Further, a block with a groove or a part of a land portion may be continuous in the circumferential direction near the center or near the end.
【００３６】（５）前述の実施形態では、図１に示すよ
うに、タイヤ幅方向に向けて複数列のサイプが形成され
た例を示したが、サイプの形成方向（中央線の方向）
は、タイヤ幅方向と平行に限られるものではない。但
し、中央線の方向とタイヤ幅方向とがなす角度は０〜４
５°が好ましい。(5) In the above-described embodiment, as shown in FIG. 1, an example is shown in which a plurality of rows of sipes are formed in the tire width direction. However, the direction in which the sipes are formed (the direction of the center line).
Is not limited to be parallel to the tire width direction. However, the angle between the direction of the center line and the tire width direction is 0 to 4
5 ° is preferred.
【００３７】（６）前述の実施形態では、図２に示すよ
うに、サイプがブロック表面に対して垂直になるように
形成された例を示したが、ブロック表面の法線に対して
サイプが若干（例えば１５°以下）傾斜していてもよ
い。(6) In the above-described embodiment, as shown in FIG. 2, an example is shown in which the sipe is formed so as to be perpendicular to the block surface, but the sipe is formed with respect to the normal to the block surface. It may be slightly inclined (for example, 15 ° or less).
【００３８】[0038]
【実施例】以下、本発明の構成と効果を具体的に示す実
施例等について説明する。なお、タイヤの各性能評価
は、次のようにして行った。DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments and the like specifically showing the configuration and effects of the present invention will be described below. In addition, each performance evaluation of the tire was performed as follows.
【００３９】（１）アイス制動性能 タイヤを実車（国産２０００ｃｃクラスのＦＦセダン）
に装着し、１名乗車の荷重条件にて、凍結した路面を走
行させ、速度４０ｋｍ／ｈで制動力をかけてフルロック
した際の制動距離を指数で評価した。なお、評価は従来
品（比較例１）を１００としたときの指数表示で示し、
数値が大きいほど良好な結果を示す。(1) Ice braking performance Tire used on actual vehicle (domestic 2000cc class FF sedan)
The vehicle was run on a frozen road surface under the load condition of a single rider, and the braking distance when the vehicle was fully locked by applying a braking force at a speed of 40 km / h was evaluated by an index. In addition, evaluation is shown by the index display when the conventional product (Comparative Example 1) is set to 100,
Higher values indicate better results.
【００４０】（２）アイス旋回性能 タイヤを上記と同じ実車に装着し、１名乗車の荷重条件
で同じ路面をレムニスケート曲線（８の字曲線：Ｒ＝２
５ｍ円）にて走行し、そのラップタイムを指数で評価し
た。なお、評価は従来品（比較例１）を１００としたと
きの指数表示で示し、数値が大きいほど良好な結果を示
す。(2) Ice turning performance The tire was mounted on the same actual vehicle as above, and the same road surface was subjected to a lemniscate curve (eight-shaped curve: R = 2) under the load conditions of one passenger.
(5 m yen), and the lap time was evaluated by an index. The evaluation is indicated by an index when the conventional product (Comparative Example 1) is set to 100, and the larger the numerical value, the better the result.
【００４１】（３）耐摩耗性能 舗装道路を８０００ｋｍ走行したときの段差摩耗量（摩
耗によるサイプとサイプとの段差）を測定し、指数で評
価した。なお、評価は従来品（比較例１）を１００とし
たときの指数表示で示し、数値が大きいほど良好な結果
を示す。(3) Abrasion resistance The amount of step wear (step between sipe and sipe due to abrasion) when traveling 8,000 km on a pavement was measured and evaluated by an index. The evaluation is indicated by an index when the conventional product (Comparative Example 1) is set to 100, and the larger the numerical value, the better the result.
【００４２】実施例１ 図１に示すようなトレッドパターンにおいて、図２〜図
３のような形状のサイプを下記のサイズにて形成してサ
イズ１９５／６５Ｒ１５のラジアルタイヤを製造した。
このタイヤを用いて、上記の各性能評価を行った結果を
表１に示す。Example 1 In the tread pattern as shown in FIG. 1, sipes having the shapes shown in FIGS. 2 and 3 were formed in the following sizes to manufacture a radial tire of size 195 / 65R15.
Table 1 shows the results of the performance evaluations described above using this tire.
【００４３】サイプ深さを７ｍｍ、溝幅を０．３ｍｍ、
第１サイプ部の振幅１．５ｍｍ、周期４．０ｍｍ、ブロ
ック表面から深さ１．５ｍｍ、第２サイプ部の凹部・凸
部の最大深さ１．０ｍｍ、縦横幅２．０ｍｍ、縦横の周
期４．０ｍｍ、形状球面、とした。A sipe depth of 7 mm, a groove width of 0.3 mm,
The amplitude of the first sipe portion is 1.5 mm, the period is 4.0 mm, the depth from the block surface is 1.5 mm, the maximum depth of the concave / convex portion of the second sipe portion is 1.0 mm, the vertical and horizontal width is 2.0 mm, and the vertical and horizontal period. It was 4.0 mm in shape and spherical shape.
【００４４】比較例１（従来品） 実施例１において、第２サイプ部を第１サイプ部と同じ
形状・サイズとしたこと（従来の波型サイプ）以外は、
実施例１と同様にして、サイズ１９５／６５Ｒ１５のラ
ジアルタイヤを製造し、上記の各性能評価を行った。そ
の結果を表１に示す。Comparative Example 1 (conventional product) In Example 1, except that the second sipe portion had the same shape and size as the first sipe portion (conventional wave type sipe),
In the same manner as in Example 1, a radial tire of size 195 / 65R15 was manufactured, and the above-described performance evaluations were performed. Table 1 shows the results.
【００４５】比較例２ 実施例１において、第２サイプ部の上方に第１サイプ部
を設ける代わりに、平面サイプをブロック表面から同じ
深さ（１．５ｍｍ）まで形成すること以外は、実施例１
と同様にして、サイズ１９５／６５Ｒ１５のラジアルタ
イヤを製造し、上記の各性能評価を行った。その結果を
表１に示す。Comparative Example 2 The procedure of Example 1 was repeated, except that the plane sipe was formed to the same depth (1.5 mm) from the block surface instead of providing the first sipe portion above the second sipe portion. 1
In the same manner as described above, a radial tire having a size of 195 / 65R15 was manufactured, and each performance evaluation was performed. Table 1 shows the results.
【００４６】比較例３ 実施例１において、第１サイプ部を設ける代わりに、全
体を第２サイプ部のみで形成すること以外は、実施例１
と同様にして、サイズ１９５／６５Ｒ１５のラジアルタ
イヤを製造し、上記の各性能評価を行った。その結果を
表１に示す。Comparative Example 3 The procedure of Example 1 was repeated, except that the first sipe portion was used instead of the entirety of the second sipe portion.
In the same manner as described above, a radial tire having a size of 195 / 65R15 was manufactured, and each performance evaluation was performed. Table 1 shows the results.
【００４７】比較例４ 実施例１において、第１サイプ部をブロック表面から深
さ５ｍｍまで設けた以外は、実施例１と同様にして、サ
イズ１９５／６５Ｒ１５のラジアルタイヤを製造し、上
記の各性能評価を行った。その結果を表１に示す。Comparative Example 4 A radial tire of size 195 / 65R15 was manufactured in the same manner as in Example 1 except that the first sipe portion was provided to a depth of 5 mm from the block surface. Performance evaluation was performed. Table 1 shows the results.
【００４８】[0048]
【表１】 表１の結果が示すように、実施例ではブロックの倒れ込
みの適度な抑制効果により、アイス制動性能、アイス旋
回性能及び耐摩耗性能が従来品より良好であった。これ
に対して、第１サイプ部を平面で形成した比較例２で
は、エッジ効果が不十分となり、アイス性能が低下し
た。また、第１サイプ部を形成していない比較例３で
は、ブロックの倒れ込みの抑制効果が大きくなりすぎ
て、エッジ効果が低く、アイス性能低下となった。更
に、第１サイプ部の幅が広過ぎる比較例４では、ブロッ
クの倒れ込みの抑制効果が小さく何れの性能についても
改善効果が小さかった。[Table 1] As shown in the results of Table 1, in the examples, the ice braking performance, the ice turning performance, and the wear resistance were better than the conventional products due to the moderate suppression effect of the block falling down. On the other hand, in Comparative Example 2 in which the first sipe portion was formed in a plane, the edge effect was insufficient, and the ice performance was reduced. In Comparative Example 3 in which the first sipe portion was not formed, the effect of suppressing the falling of the block was too large, the edge effect was low, and the ice performance was reduced. Furthermore, in Comparative Example 4 in which the width of the first sipe portion was too wide, the effect of suppressing the falling of the block was small and the effect of improving any of the performances was small.
【図１】本発明の空気入りタイヤの一例のトレッド面を
示す平面図FIG. 1 is a plan view showing a tread surface of an example of a pneumatic tire of the present invention.
【図２】本発明におけるブロックの要部を示す一部破断
した斜視図FIG. 2 is a partially broken perspective view showing a main part of a block according to the present invention.
【図３】、図２における断面図であり、（Ｉ）はＩ−Ｉ
矢視断面図、（II）はII−II矢視断面図、（III ）はII
I −III 矢視断面図FIG. 3 is a cross-sectional view of FIG.
(II) is a sectional view taken along the line II-II, (III) is a sectional view taken along the arrow II.
I-III Section view
【図４】本発明における各部のサイズを説明するための
要部拡大図FIG. 4 is an enlarged view of a main part for explaining the size of each part in the present invention.
【図５】従来のサイプの例を示す一部断面で示した要部
の斜視図FIG. 5 is a perspective view of a main part shown in a partial cross section showing an example of a conventional sipe.
１ ブロック １０ サイプ １１ 第１サイプ部 １２ 第２サイプ部 １２ａ 凹部 １２ｂ 凸部 Ｔ トレッドパターン 1 block 10 sipe 11 first sipe portion 12 second sipe portion 12a concave portion 12b convex portion T tread pattern
Claims (3)
ックを複数有するトレッドパターンを備えた空気入りタ
イヤにおいて、 前記サイプは、ブロック表面から深さ方向に延び横断面
形状が波状又はジグザグ状の第１サイプ部と、その第１
サイプ部より深い位置に配置され凹部と凸部とが形成さ
れている第２サイプ部とを備え、前記第１サイプ部がブ
ロック表面から深さ１〜３ｍｍの範囲内に形成されてい
ることを特徴とする空気入りタイヤ。1. A pneumatic tire provided with a tread pattern having a plurality of blocks each having at least one sipe, wherein the sipe extends in a depth direction from a block surface and has a first cross-sectional shape having a wavy or zigzag shape. Sipe section and its first
A second sipe portion provided at a position deeper than the sipe portion and having a concave portion and a convex portion, wherein the first sipe portion is formed within a range of 1 to 3 mm in depth from the block surface. Features pneumatic tires.
周期と、前記第２サイプ部の凹部と凸部とを形成する横
方向の周期とを略一致させてある請求項１記載の空気入
りタイヤ。2. A cycle of the first sipe portion, wherein a period of the concavo-convex shape of the cross section is substantially equal to a period of the second sipe portion in a horizontal direction for forming a concave portion and a convex portion. Pneumatic tire.
下端を、前記第２サイプ部の上端に設けた凹部に連続さ
せると共に、前記第１サイプ部の横断面形状の凸部の下
端を、前記第２サイプ部の上端に設けた凸部に連続させ
てある請求項２記載の空気入りタイヤ。3. A lower end of a recess having a transverse cross-sectional shape of the first sipe portion is connected to a recess provided at an upper end of the second sipe portion, and a lower end of a convex portion having a transverse cross-sectional shape of the first sipe portion. 3. The pneumatic tire according to claim 2, wherein the first and second sipe portions are connected to a convex portion provided at an upper end of the second sipe portion.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000387087A JP4743956B2 (en) | 2000-12-20 | 2000-12-20 | Pneumatic tire |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000387087A JP4743956B2 (en) | 2000-12-20 | 2000-12-20 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002187412A true JP2002187412A (en) | 2002-07-02 |
| JP4743956B2 JP4743956B2 (en) | 2011-08-10 |
Family
ID=18854081
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000387087A Expired - Lifetime JP4743956B2 (en) | 2000-12-20 | 2000-12-20 | Pneumatic tire |
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| Country | Link |
|---|---|
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Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002356105A (en) * | 2001-05-31 | 2002-12-10 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2006213285A (en) * | 2005-02-07 | 2006-08-17 | Bridgestone Corp | Pneumatic tire |
| JP2006298331A (en) * | 2005-04-25 | 2006-11-02 | Bridgestone Corp | Pneumatic tire |
| JP2007045316A (en) * | 2005-08-10 | 2007-02-22 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| WO2007101794A1 (en) * | 2006-03-08 | 2007-09-13 | Societe De Technologie Michelin | Running tread incision comprising blocking parts |
| JP2008201370A (en) * | 2007-02-22 | 2008-09-04 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2009149297A (en) * | 2007-12-20 | 2009-07-09 | Goodyear Tire & Rubber Co:The | Pneumatic tire tread with sipe and mold blade |
| JP2010511561A (en) * | 2006-12-07 | 2010-04-15 | ソシエテ ド テクノロジー ミシュラン | Tread with double orientation cut |
| WO2011091870A1 (en) * | 2010-02-01 | 2011-08-04 | Continental Reifen Deutschland Gmbh | Vehicle tyre |
| JP2012006444A (en) * | 2010-06-23 | 2012-01-12 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2012025380A (en) * | 2010-06-25 | 2012-02-09 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US8210221B2 (en) * | 2006-02-20 | 2012-07-03 | Bridgestone Corporation | Pneumatic tire with tread having inside and outside circumferential sipes |
| CN104995041A (en) * | 2013-02-28 | 2015-10-21 | 倍耐力轮胎股份公司 | Winter tyre |
| JP2017507075A (en) * | 2014-03-07 | 2017-03-16 | ブリヂストン アメリカズ タイヤ オペレーションズ、 エルエルシー | Tire tread featuring sipe |
| CN108883670A (en) * | 2015-09-30 | 2018-11-23 | 米其林集团总公司 | Egg case sidewall features for tread groove |
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| US5350001A (en) * | 1991-05-21 | 1994-09-27 | Semperit Reifen Aktiengesellschaft | Tire having a tread surface with fine cut-outs at the tire tread surface |
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| JPH0994828A (en) * | 1995-09-28 | 1997-04-08 | Bridgestone Corp | Vulcanization molding mold and pneumatic tire produced using the same |
| JPH1080923A (en) * | 1996-09-09 | 1998-03-31 | Bridgestone Corp | Pneumatic tire and vulcanizing mold for pneumatic tire |
| JPH11310012A (en) * | 1998-03-24 | 1999-11-09 | Continental Ag | Highly stable thin plate, a vulcanizing mold with such thin plate and automobile tire having tread with cut made of such thin plate |
| JP2000006618A (en) * | 1998-04-22 | 2000-01-11 | Bridgestone Corp | Pneumatic tire |
| JP2000006619A (en) * | 1998-04-22 | 2000-01-11 | Bridgestone Corp | Pneumatic tire |
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| JPH03139404A (en) * | 1989-10-25 | 1991-06-13 | Bridgestone Corp | Pneumatic tire |
| US5350001A (en) * | 1991-05-21 | 1994-09-27 | Semperit Reifen Aktiengesellschaft | Tire having a tread surface with fine cut-outs at the tire tread surface |
| JPH07215017A (en) * | 1994-02-02 | 1995-08-15 | Sumitomo Rubber Ind Ltd | Studless tire |
| JPH08175115A (en) * | 1994-12-22 | 1996-07-09 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JPH0994828A (en) * | 1995-09-28 | 1997-04-08 | Bridgestone Corp | Vulcanization molding mold and pneumatic tire produced using the same |
| JPH1080923A (en) * | 1996-09-09 | 1998-03-31 | Bridgestone Corp | Pneumatic tire and vulcanizing mold for pneumatic tire |
| JPH11310012A (en) * | 1998-03-24 | 1999-11-09 | Continental Ag | Highly stable thin plate, a vulcanizing mold with such thin plate and automobile tire having tread with cut made of such thin plate |
| JP2000006618A (en) * | 1998-04-22 | 2000-01-11 | Bridgestone Corp | Pneumatic tire |
| JP2000006619A (en) * | 1998-04-22 | 2000-01-11 | Bridgestone Corp | Pneumatic tire |
Cited By (20)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002356105A (en) * | 2001-05-31 | 2002-12-10 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2006213285A (en) * | 2005-02-07 | 2006-08-17 | Bridgestone Corp | Pneumatic tire |
| JP2006298331A (en) * | 2005-04-25 | 2006-11-02 | Bridgestone Corp | Pneumatic tire |
| JP2007045316A (en) * | 2005-08-10 | 2007-02-22 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP4689402B2 (en) * | 2005-08-10 | 2011-05-25 | 東洋ゴム工業株式会社 | Pneumatic tire |
| US8210221B2 (en) * | 2006-02-20 | 2012-07-03 | Bridgestone Corporation | Pneumatic tire with tread having inside and outside circumferential sipes |
| WO2007101794A1 (en) * | 2006-03-08 | 2007-09-13 | Societe De Technologie Michelin | Running tread incision comprising blocking parts |
| FR2898298A1 (en) * | 2006-03-08 | 2007-09-14 | Michelin Soc Tech | TIRE TREAD INCISION COMPRISING BLOCKING PARTS. |
| US8393366B2 (en) | 2006-03-08 | 2013-03-12 | Michelin Recherche Et Technique S.A. | Tread sipe comprising locking parts |
| JP2010511561A (en) * | 2006-12-07 | 2010-04-15 | ソシエテ ド テクノロジー ミシュラン | Tread with double orientation cut |
| JP2008201370A (en) * | 2007-02-22 | 2008-09-04 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2009149297A (en) * | 2007-12-20 | 2009-07-09 | Goodyear Tire & Rubber Co:The | Pneumatic tire tread with sipe and mold blade |
| WO2011091870A1 (en) * | 2010-02-01 | 2011-08-04 | Continental Reifen Deutschland Gmbh | Vehicle tyre |
| RU2526713C2 (en) * | 2010-02-01 | 2014-08-27 | Континенталь Райфен Дойчланд Гмбх | Pneumatic tire for vehicles |
| JP2012006444A (en) * | 2010-06-23 | 2012-01-12 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2012025380A (en) * | 2010-06-25 | 2012-02-09 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US9156317B2 (en) | 2010-06-25 | 2015-10-13 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
| CN104995041A (en) * | 2013-02-28 | 2015-10-21 | 倍耐力轮胎股份公司 | Winter tyre |
| JP2017507075A (en) * | 2014-03-07 | 2017-03-16 | ブリヂストン アメリカズ タイヤ オペレーションズ、 エルエルシー | Tire tread featuring sipe |
| CN108883670A (en) * | 2015-09-30 | 2018-11-23 | 米其林集团总公司 | Egg case sidewall features for tread groove |
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