JP3791926B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP3791926B2
JP3791926B2 JP2005202436A JP2005202436A JP3791926B2 JP 3791926 B2 JP3791926 B2 JP 3791926B2 JP 2005202436 A JP2005202436 A JP 2005202436A JP 2005202436 A JP2005202436 A JP 2005202436A JP 3791926 B2 JP3791926 B2 JP 3791926B2
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sipe
pneumatic tire
block
opening
tire according
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JP2006056502A (en
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幸雄 黒田
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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    • 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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Description

本発明は、空気入りタイヤに関し、更に詳しくは、摩耗進行に伴うウェット性能の低下を抑制するようにした空気入りタイヤに関する。   The present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire that suppresses a decrease in wet performance as wear progresses.

従来、トレッド面に溝によりブロックを区画形成した空気入りタイヤにおいて、排水性を向上するため、ブロックにサイプを設けるようにしている。サイプによるエッジ効果によりウェット路面の水膜を切り、ブロックを水膜を切った路面に接地させることで、グリップ力を高めるものである。しかし、ブロックの摩耗の進行に伴い、溝容積が減少するため、ウェット性能の低下が避けられない。   Conventionally, in a pneumatic tire in which a block is defined by a groove on a tread surface, a sipe is provided on the block in order to improve drainage. The grip effect is enhanced by cutting the water film on the wet road surface by the edge effect by sipe, and grounding the block to the road surface from which the water film has been cut. However, as the wear of the block progresses, the groove volume decreases, so a reduction in wet performance is inevitable.

そこで、摩耗時のウェット性能の低下を抑制するため、サイプの長さをサイプ底に向けて漸増させるようにした空気入りタイヤが知られている（例えば、特許文献１，２参照）。ブロックに露出するサイプの長さが摩耗の進行に伴って長くなるため、摩耗時にサイプのエッジ効果を増大させ、それによりウェット性能の低下を抑制するようにしている。   Accordingly, a pneumatic tire is known in which the length of the sipe is gradually increased toward the sipe bottom in order to suppress a decrease in wet performance during wear (see, for example, Patent Documents 1 and 2). Since the length of the sipe exposed to the block becomes longer as the wear progresses, the edge effect of the sipe is increased during the wear, thereby suppressing a decrease in wet performance.

しかしながら、サイプ底側のサイプ長さをブロック表面側より長くすると、少なくとも一端が溝に連通せずにブロック内に位置し、ブロック剛性を高めるようにしたサイプを有する空気入りタイヤにあっては、金型のサイプを成形するブレードの離型性が悪く、サイプ端部のサイプ壁にクラックが発生し易くなる。また、摩耗前の新品時のブロック剛性がサイプ長さをサイプ底まで一定にしたものより低下するため、新品時におけるウェット性能が低下する。
特開平２−２４６８１０号公報 特開平９−１８３３０３号公報 However, when the sipe length on the sipe bottom side is made longer than the block surface side, at least one end is located in the block without communicating with the groove, and in the pneumatic tire having a sipe that increases the block rigidity, The releasability of the blade that molds the sipe of the mold is poor, and cracks are likely to occur on the sipe wall at the end of the sipe. Moreover, since the block rigidity at the time of a new article before wear is lower than that at which the sipe length is made constant to the sipe bottom, the wet performance at the time of a new article is lowered.
JP-A-2-246810 Japanese Patent Laid-Open No. 9-183303

本発明の目的は、良好な金型離型性を確保し、かつ新品時のウェット性能を維持しながら、摩耗進行に伴うウェット性能の低下を抑制することが可能な空気入りタイヤを提供することにある。   An object of the present invention is to provide a pneumatic tire capable of ensuring good mold releasability and suppressing a decrease in wet performance with progress of wear while maintaining wet performance when new. It is in.

上記目的を達成する本発明は、トレッド面に溝によりブロックを区画形成し、該ブロックのトレッド表面に少なくとも一端が前記ブロック内に位置するサイプを延設した空気入りタイヤにおいて、前記サイプは、前記トレッド表面に開口を備え、かつ該開口から前記ブロックの少なくとも８０％摩耗位置までサイプ深さが深くなるにつれて振れ幅を漸増しながら一端から他端まで湾曲または屈曲を繰り返す波形に形成され、前記サイプの同じ深さ位置で、前記波形の振れ幅の中心を通る中心線に対して、サイプの一端と他端から直交する直線をそれぞれ引き、該直線と中心線の交点間の中心線長さで定義されるサイプ長さＬをサイプ深さが深くなるにつれて漸減し、前記サイプの開口長さをＭ0 (mm)、前記８０％摩耗位置におけるサイプ長さＬをＬ80(mm)、前記８０％摩耗位置における前記サイプの実際の長さをＭ80(mm)とすると、比Ｌ80／Ｍ0 と比Ｍ80／Ｍ0 が下記の関係を満足することを特徴とする。
０．８５≦Ｌ80／Ｍ0 ≦０．９０
１．０≦Ｍ80／Ｍ0 ≦１．１５ The present invention that achieves the above object is a pneumatic tire in which a block is defined by a groove on a tread surface, and a sipe having at least one end located in the block is extended on the tread surface of the block. The sipe has an opening on the surface of the tread and has a waveform that repeatedly curves or bends from one end to the other while gradually increasing the swing width as the sipe depth increases from the opening to at least 80% wear position of the block. At the same depth position, draw a straight line from one end and the other end of the sipe with respect to the center line passing through the center of the wobble width of the waveform, and the center line length between the intersections of the straight line and the center line The defined sipe length L is gradually decreased as the sipe depth increases, the sipe opening length is set to M 0 (mm), and the sipe length L at the 80% wear position. Is L 80 (mm), and the actual length of the sipe at the 80% wear position is M 80 (mm), the ratio L 80 / M 0 and the ratio M 80 / M 0 satisfy the following relationship: It is characterized by.
0.85 ≦ L 80 / M 0 ≦ 0.90
1.0 ≦ M 80 / M 0 ≦ 1.15

上述した本発明によれば、サイプ長さＬをサイプ深さが深くなるにつれて漸減することにより、サイプを成形する金型のブレードの離型性を良好にすることができる一方、サイプを振れ幅が漸増する波形に形成しても新品時のブロック剛性をサイプ長さを底まで同じにしたものと同レベルにすることができるため、新品時におけるウェット性能の低下を回避することができる。   According to the present invention described above, by gradually decreasing the sipe length L as the sipe depth becomes deeper, the mold releasability of the mold blade for molding the sipe can be improved, while the sipe is swung out. Even if it is formed into a gradually increasing waveform, the block rigidity at the time of a new article can be made to be the same level as that of the same sipe length to the bottom, so that it is possible to avoid a decrease in wet performance at the time of a new article.

また、８０％摩耗位置における波形のサイプの長さＬ80，Ｍ80を開口長さＭ0 との関係で上記のように特定することで、摩耗進行時におけるサイプのエッジ効果と良好な接地性を発揮するブロック剛性を確保することができるため、摩耗進行に伴うウェット性能の低下を抑制することができる。 Further, by specifying the sipe lengths L 80 and M 80 of the corrugated shape at the 80% wear position as described above in relation to the opening length M 0 , the edge effect of the sipe and the good grounding property at the time of wear progress Since the block rigidity which exhibits can be ensured, the fall of the wet performance accompanying wear progress can be suppressed.

以下、本発明の実施の形態について、添付の図面を参照しながら詳細に説明する。   Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

図１は本発明の空気入りタイヤの一実施形態を示し、１はトレッド面である。トレッド面１にはタイヤ周方向Ｔに沿って延在する複数の周方向溝２とタイヤ幅方向に延在する複数の横溝３が設けられている。横溝３はタイヤ周方向Ｔに所定の間隔で配置され、周方向溝２と横溝３により複数のブロック４がトレッド面１に区画形成されている。   FIG. 1 shows an embodiment of a pneumatic tire of the present invention, and 1 is a tread surface. The tread surface 1 is provided with a plurality of circumferential grooves 2 extending along the tire circumferential direction T and a plurality of lateral grooves 3 extending in the tire width direction. The lateral grooves 3 are arranged at predetermined intervals in the tire circumferential direction T, and a plurality of blocks 4 are partitioned and formed on the tread surface 1 by the circumferential grooves 2 and the lateral grooves 3.

各ブロック４のトレッド表面４ａには、タイヤ幅方向に延びる複数のサイプ５が設けられている。各サイプ５は周方向溝２には連通せずに、その両端ａ，ｂがブロック４内に位置している。サイプ５は、一端ａが周方向溝２に連通せずにブロック４内に位置し、他端ｂが周方向溝２に連通する構成であってもよく、少なくとも一端がブロック４内に位置するサイプであればよい。   A plurality of sipes 5 extending in the tire width direction are provided on the tread surface 4 a of each block 4. Each sipe 5 does not communicate with the circumferential groove 2, and both ends a and b thereof are located in the block 4. The sipe 5 may have a configuration in which one end a is located in the block 4 without communicating with the circumferential groove 2, and the other end b is communicated with the circumferential groove 2, and at least one end is located in the block 4. If it is sipe.

ブロック４のトレッド表面４ａに露出するサイプ５の開口６は、一端ａから他端ｂまでタイヤ幅方向に直線状に延在している。開口６の形状は、図示する直線形状に限定されず、曲線形状や直線と直線を組み合わせた屈曲形状などであってもよい。図２に開口６が所定の曲率半径で曲線状に延在するサイプ５の一例を示す。サイプ５の開口６を曲率半径を有する曲線状に形成する場合には、その曲率半径を５ｍｍ以上にするのがよい。   The opening 6 of the sipe 5 exposed on the tread surface 4a of the block 4 extends linearly in the tire width direction from one end a to the other end b. The shape of the opening 6 is not limited to the illustrated linear shape, and may be a curved shape or a bent shape in which a straight line and a straight line are combined. FIG. 2 shows an example of the sipe 5 in which the opening 6 extends in a curved shape with a predetermined radius of curvature. When the opening 6 of the sipe 5 is formed in a curved shape having a radius of curvature, the radius of curvature is preferably 5 mm or more.

サイプ５は、図３に示すように、トレッド表面４ａからタイヤ（ブロック４）が１００％摩耗した１００％摩耗位置Ｑまで達する深さＤを有している。なお、ここで言う１００％摩耗位置Ｑとは、タイヤ交換の目安となるスリップサインが現れて周方向溝２の残りの溝深さＤ０が１．６mmになった位置である。   As shown in FIG. 3, the sipe 5 has a depth D from the tread surface 4a to the 100% wear position Q where the tire (block 4) is 100% worn. The 100% wear position Q mentioned here is a position where a slip sign as a guide for tire replacement appears and the remaining groove depth D0 of the circumferential groove 2 is 1.6 mm.

サイプ５は、開口６からブロック４の８０％摩耗位置Ｐまで、好ましくは、図３，４に示すようにサイプ底ｃまで、サイプ深さＤが深くなるにつれて振れ幅ｅ（図５参照）を漸増しながら一端ａから他端ｂまで屈曲を繰り返す波形に形成されている。   The sipe 5 has a swing width e (see FIG. 5) as the sipe depth D increases from the opening 6 to the 80% wear position P of the block 4, preferably to the sipe bottom c as shown in FIGS. It is formed into a waveform that repeats bending from one end a to the other end b while gradually increasing.

この波形は、開口６を通り、かつタイヤ径方向に沿って延在する仮想面７に対して左右（仮想面７を横断する方向）に振れる振れ幅ｅを有するように形成されている。好ましくは、仮想面７上に後述する波形の中心線Ｏが位置するように形成するのがよい。この波形は、屈曲部を曲線状に形成し、湾曲を繰り返す波形であってもよい。図６に、その一例を示す。 This waveform is formed to have a runout width e that swings to the left and right (in the direction crossing the virtual surface 7) with respect to the virtual surface 7 that passes through the opening 6 and extends along the tire radial direction. Preferably, it is formed so that a waveform center line O described later is positioned on the virtual plane 7. This waveform may be a waveform in which a bent portion is formed in a curved shape and the curve is repeated. An example is shown in FIG.

図５に示すように、サイプ５の同じ深さ位置で、波形の振れ幅ｅの中心を通る中心線Ｏに対して、サイプ５の一端ａと他端ｂから直交する直線ＳＬ１，ＳＬ２をそれぞれ引き、直線ＳＬ１，ＳＬ２と中心線Ｏの交点Ｉ１，Ｉ２間の中心線長さで定義されるサイプ長さＬが、開口６からサイプ底ｃまでサイプ深さＤが深くなるにつれて漸減している。なお、中心線Ｏが曲線の場合は、直線ＳＬ１，ＳＬ２は、中心線Ｏに対する法線とする。   As shown in FIG. 5, at the same depth position of the sipe 5, straight lines SL1 and SL2 orthogonal to the center line O passing through the center of the waveform fluctuation width e from the one end a and the other end b of the sipe 5 are respectively shown. The sipe length L defined by the center line length between the intersections I1 and I2 of the straight lines SL1 and SL2 and the center line O gradually decreases as the sipe depth D increases from the opening 6 to the sipe bottom c. . When the center line O is a curve, the straight lines SL1 and SL2 are normal to the center line O.

図１，４に示すように、サイプ５の開口長さ（開口の実際の長さ）をＭ0 (mm)、図７に示すように、８０％摩耗位置Ｐにおけるサイプ長さＬをＬ80(mm)、８０％摩耗位置Ｐにおけるサイプ５の実際の長さをＭ80(mm)とすると、比Ｌ80／Ｍ0 と比Ｍ80／Ｍ0 が下記の関係を満足するようになっている。なお、サイプ５の実際の長さＭ80とは、図７に示すように、８０％摩耗位置Ｐで一端ａから他端ｂまでサイプ５に沿って測定した長さである。
０．８５≦Ｌ80／Ｍ0 ≦０．９０
１．０≦Ｍ80／Ｍ0 ≦１．１５ As shown in FIGS. 1 and 4, the opening length (actual length of the opening) of the sipe 5 is M 0 (mm), and the sipe length L at the 80% wear position P is L 80 as shown in FIG. When the actual length of the sipe 5 at the 80% wear position P is M 80 (mm), the ratio L 80 / M 0 and the ratio M 80 / M 0 satisfy the following relationship. Yes. The actual length M 80 of the sipe 5 is a length measured along the sipe 5 from one end a to the other end b at the 80% wear position P as shown in FIG.
0.85 ≦ L 80 / M 0 ≦ 0.90
1.0 ≦ M 80 / M 0 ≦ 1.15

このようにサイプ長さＬをサイプ深さＤが深くなるにつれて漸減することで、サイプを成形する金型のブレードの離型性を良好にすることができる一方、サイプ５を振れ幅ｅが漸増する波形に形成しても摩耗前の新品時のブロック剛性をサイプ長さがサイプ底まで一定のものと同レベルにすることができるため、新品時におけるウェット性能が低下することがない。   Thus, by gradually decreasing the sipe length L as the sipe depth D becomes deeper, it is possible to improve the mold releasability of the mold blade for molding the sipe, while the swing width e of the sipe 5 gradually increases. Even if it is formed into a corrugated shape, the block rigidity in a new article before wear can be made the same level as that in which the sipe length is constant up to the sipe bottom, so that the wet performance in the new article does not deteriorate.

また、８０％摩耗位置Ｐにおけるサイプ５の長さＬ80，Ｍ80を開口長さＭ0 との関係で上記のように規定することにより、摩耗進行時におけるサイプ５のエッジ効果と良好な接地性を発揮するブロック剛性を確保することができるので、摩耗進行に伴うウェット性能の低下を抑制することが可能になる。 Further, by defining the lengths L 80 and M 80 of the sipe 5 at the 80% wear position P as described above in relation to the opening length M 0 , the edge effect of the sipe 5 and the good grounding at the time of wear progress. Therefore, it is possible to secure the block rigidity that exhibits the properties, so that it is possible to suppress a decrease in wet performance as the wear progresses.

比Ｌ80／Ｍ0 が０．８５より小さいと、摩耗時におけるエッジ効果の減少によりウェット性能の低下を効果的に抑制することが難しくなる。比Ｌ80／Ｍ0 が０．９０より大きいと、摩耗時においてブロック剛性の低下によりブロック４が倒れ込み易くなるため、ウェット性能の低下を効果的に抑制することが難しくなる。 When the ratio L 80 / M 0 is smaller than 0.85 , it becomes difficult to effectively suppress the decrease in wet performance due to a decrease in edge effect during wear. When the ratio L 80 / M 0 is greater than 0.90 , the block 4 is likely to fall down due to a decrease in block rigidity at the time of wear, and it becomes difficult to effectively suppress a decrease in wet performance.

比Ｍ80／Ｍ0 が１．０より小さいと、摩耗時のエッジ効果の減少によりウェット性能の低下を効果的に抑制することが難しくなる。比Ｍ80／Ｍ0 が１．１５より大きいと、摩耗時にサイプ５で区分されるブロック部分のヒールアンドトウ摩耗が悪化する。 When the ratio M 80 / M 0 is smaller than 1.0, it becomes difficult to effectively suppress the decrease in wet performance due to a decrease in edge effect during wear. When the ratio M 80 / M 0 is larger than 1.15, the heel and toe wear of the block portion divided by the sipe 5 at the time of wear deteriorates.

好ましくは、比Ｍ80／Ｍ0 を１．０〜１．１の範囲にするのが、摩耗時にサイプ５で区分されるブロック部分のヒールアンドトウ摩耗を改善する上でよい。 Preferably , the ratio M 80 / M 0 is in the range of 1.0 to 1.1 in order to improve the heel and toe wear of the block portion divided by the sipe 5 during wear.

上記実施形態では、トレッド面１にブロック４のみを設けた空気入りタイヤを例示したが、本発明は、ブロックとリブが混在するパターンを有する空気入りタイヤであってもよく、トレッド面に溝により区画形成されたブロックのトレッド表面に少なくとも一端がブロック内に位置するサイプを有する空気入りタイヤであれば、いずれにも用いることができる。   In the said embodiment, although the pneumatic tire which provided only the block 4 in the tread surface 1 was illustrated, this invention may be a pneumatic tire which has a pattern with which a block and a rib are mixed, and a groove | channel is provided in a tread surface. Any pneumatic tire can be used as long as it has a sipe having at least one end located in the block on the tread surface of the block formed with the partition.

タイヤサイズを２０５／６５Ｒ１５、トレッドパターンを図１で共通にし、比Ｌ80／Ｍ0 と比Ｍ80／Ｍ0 を表１のようにした本発明タイヤ１，２と比較タイヤ１〜８、及びサイプ長さをサイプ底まで一定にした従来タイヤをそれぞれ作製した。 Tires 1 and 2 of the present invention and comparative tires 1 to 8 having a tire size of 205 / 65R15, a tread pattern common to those in FIG. 1, and a ratio L 80 / M 0 and a ratio M 80 / M 0 as shown in Table 1, and Conventional tires each having a sipe length constant to the sipe bottom were prepared.

これら各試験タイヤを以下に示す評価方法により、新品時及び８０％摩耗時におけるウェット性能と、サイプで区分されるブロック部分の耐ヒールアンドトウ摩耗性の評価試験を行ったところ、表１に示す結果を得た。   Each of these test tires was evaluated for wet performance when new and 80% worn by the evaluation method shown below, and evaluation tests for heel and toe wear resistance of the block portion divided by sipe were as shown in Table 1. The result was obtained.

新品時のウェット性能
未使用の各試験タイヤをリムサイズ１５×６Ｊのリムに装着し、空気圧を２１０kPa にして排気量２．４リットルの試験車両に取り付けた。ウェット路テストコースにおいて、時速１００km/hで走行する試験車両に制動を付与し、停止するまでの距離を測定した。その測定結果を従来タイヤを１００とする指数値で示した。この値が大きい程、制動距離が短く、新品時のウェット性能が優れている。 Each test tire wet performance unused when new mounted on a rim having a rim size of 15 × 6J, and then the air pressure in 210KP a mounted on a test vehicle exhaust quantity 2.4 l. In the wet road test course, braking was applied to the test vehicle running at a speed of 100 km / h, and the distance to stop was measured. The measurement results are shown as index values with the conventional tire as 100. The larger this value, the shorter the braking distance and the better the wet performance when new.

８０％摩耗時のウェット性能
ブロックの略８０％摩耗位置まで摩耗させた各試験タイヤを上記新品時のウェット性能と同様にして評価した。結果は、新品時の従来タイヤを１００とする指数値で示した。この値が大きい程、制動距離が短く、８０％摩耗時のウェット性能が優れている。 Wet Performance at 80% Wear Each test tire worn to approximately 80% wear position of the block was evaluated in the same manner as the wet performance at the time of new article. The results are shown as index values with the conventional tire as new being 100. The larger this value, the shorter the braking distance and the better the wet performance at 80% wear.

ブロック部分の耐ヒールアンドトウ摩耗性
未使用の各試験タイヤを上記と同様にして排気量２．４リットルの試験車両に取り付け、ドライ路テストコースを走行し、ブロックを略４０％摩耗位置まで摩耗させた時のブロック部分の偏摩耗量を測定した。その測定結果を従来タイヤを１００とする指数値で示した。この値が小さい程、偏摩耗量が小さく、ブロック部分の耐ヒールアンドトウ摩耗性が優れている。 Heel and toe wear resistance of the block part In the same manner as above, each unused test tire is mounted on a test vehicle with a displacement of 2.4 liters, runs on a dry road test course, and the block is worn to a wear position of about 40%. The amount of uneven wear at the block portion when measured was measured. The measurement results are shown as index values with the conventional tire as 100. The smaller this value, the smaller the amount of uneven wear and the better the heel and toe wear resistance of the block portion.

Figure 0003791926
Figure 0003791926

表１から、本発明タイヤは、新品時のウェット性能を維持しながら、摩耗進行に伴うウェット性能の低下を抑制できることがわかる。   From Table 1, it can be seen that the tire of the present invention can suppress a decrease in wet performance as the wear progresses while maintaining wet performance when new.

また、比Ｍ80／Ｍ0 を１．０〜１．１０にすることにより、ブロック部分の耐ヒールアンドトウ摩耗性も改善できることがわかる。 Also, the ratio M 80 / M 0 by the 1.0 to 1.10, it can be seen that improved resistance to heel and toe wear of the block portion.

本発明の空気入りタイヤの一実施形態を示すトレッド面の部分展開図である。1 is a partial development view of a tread surface showing an embodiment of a pneumatic tire of the present invention. 曲線状の開口を有するサイプの他の例を示す拡大平面図である。It is an enlarged plan view showing another example of a sipe having a curved opening. 図１のブロックの部分拡大斜視図である。It is a partial expansion perspective view of the block of FIG. サイプのみを実線で拡大して示す説明図である。It is explanatory drawing which expands and shows only a sipe with a continuous line. サイプの同じ深さ位置でブロックを切断した時のブロックの部分拡大図である。It is the elements on larger scale of a block when a block is cut | disconnected in the same depth position of a sipe. サイプの波形の他の例を示す拡大図である。It is an enlarged view which shows the other example of the waveform of Sipe. サイプの８０％摩耗位置でブロックを切断した時のブロックの部分拡大図である。It is the elements on larger scale of a block when a block is cut | disconnected in the 80% abrasion position of a sipe.

符号の説明Explanation of symbols

１ トレッド面
２ 周方向溝
３ 横溝
４ ブロック
４ａ トレッド表面
５ サイプ
６ 開口
７ 仮想面
Ｄ サイプ深さ
Ｉ１，Ｉ２ 交点
Ｏ 中心線
Ｐ ８０％摩耗位置
Ｑ １００％摩耗位置
ＳＬ１，ＳＬ２ 直線
Ｔ タイヤ周方向
ａ 一端
ｂ 他端
ｃ サイプ底
ｅ 振れ幅 1 Tread surface 2 Circumferential groove 3 Horizontal groove 4 Block 4a Tread surface 5 Sipe 6 Opening 7 Virtual surface D Sipe depth I1, I2 Intersection O Center line P 80% Wear position Q 100% Wear position SL1, SL2 Straight line T Tire circumferential direction a one end b other end c sipe bottom e runout

Claims (10)

トレッド面に溝によりブロックを区画形成し、該ブロックのトレッド表面に少なくとも一端が前記ブロック内に位置するサイプを延設した空気入りタイヤにおいて、
前記サイプは、前記トレッド表面に開口を備え、かつ該開口から前記ブロックの少なくとも８０％摩耗位置までサイプ深さが深くなるにつれて振れ幅を漸増しながら一端から他端まで湾曲または屈曲を繰り返す波形に形成され、
前記サイプの同じ深さ位置で、前記波形の振れ幅の中心を通る中心線に対して、サイプの一端と他端から直交する直線をそれぞれ引き、該直線と中心線の交点間の中心線長さで定義されるサイプ長さＬをサイプ深さが深くなるにつれて漸減し、
前記サイプの開口長さをＭ0 (mm)、前記８０％摩耗位置におけるサイプ長さＬをＬ80(mm)、前記８０％摩耗位置における前記サイプの実際の長さをＭ80(mm)とすると、比Ｌ80／Ｍ0 と比Ｍ80／Ｍ0 が下記の関係を満足する空気入りタイヤ。
０．８５≦Ｌ80／Ｍ0 ≦０．９０
１．０≦Ｍ80／Ｍ0 ≦１．１５ In a pneumatic tire in which a block is defined by a groove on a tread surface, and a sipe in which at least one end is located in the block is extended on the tread surface of the block,
The sipe has an opening on the tread surface and has a waveform that repeatedly curves or bends from one end to the other while gradually increasing the swing width as the sipe depth increases from the opening to at least 80% wear position of the block. Formed,
At the same depth position of the sipe, with respect to a center line passing through the center of the wobbling width of the waveform, a straight line perpendicular to one end and the other end of the sipe is drawn, and the center line length between the intersections of the straight line and the center line The sipe length L defined by is gradually decreased as the sipe depth becomes deeper,
The opening length of the sipe is M 0 (mm), the sipe length L at the 80% wear position is L 80 (mm), and the actual length of the sipe at the 80% wear position is M 80 (mm). Then, a pneumatic tire in which the ratio L 80 / M 0 and the ratio M 80 / M 0 satisfy the following relationship.
0.85 ≦ L 80 / M 0 ≦ 0.90
1.0 ≦ M 80 / M 0 ≦ 1.15 比Ｍ80／Ｍ0 を１．０〜１．１にした請求項１に記載の空気入りタイヤ。 The pneumatic tire according to claim 1, wherein the ratio M 80 / M 0 is 1.0 to 1.1. 前記波形が、前記開口を通り、かつタイヤ径方向に沿って延在する仮想面に対して該仮想面を横切る方向に振れる振れ幅を有する請求項１または２に記載の空気入りタイヤ。 3. The pneumatic tire according to claim 1, wherein the corrugated wave has a runout width that swings in a direction crossing the virtual plane with respect to a virtual plane extending through the opening and along the tire radial direction. 前記中心線が前記仮想面上に位置する請求項３に記載の空気入りタイヤ。   The pneumatic tire according to claim 3, wherein the center line is located on the virtual plane. 前記サイプは、前記ブロックの１００％摩耗位置まで達する深さを有する請求項１乃至４のいずれか１項に記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 4, wherein the sipe has a depth reaching a 100% wear position of the block. 前記サイプは、サイプ底まで前記振れ幅が漸増する請求項５に記載の空気入りタイヤ。   The pneumatic tire according to claim 5, wherein the sipe gradually increases the runout width to the sipe bottom. 前記サイプの開口が直線状に延在する請求項１乃至６のいずれか１項に記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 6, wherein an opening of the sipe extends linearly. 前記サイプの開口が曲線状に延在する請求項１乃至６のいずれか１項に記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 6, wherein an opening of the sipe extends in a curved shape. 前記サイプの両端が前記ブロック内に位置する請求項１乃至８のいずれか１項に記載の空気入りタイヤ。   The pneumatic tire according to claim 1, wherein both ends of the sipe are located in the block. 前記サイプの開口がタイヤ幅方向に延在する請求項１乃至９のいずれか１項に記載の空気入りタイヤ。   The pneumatic tire according to any one of claims 1 to 9, wherein an opening of the sipe extends in a tire width direction.
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US20070272337A1 (en) * 2006-05-25 2007-11-29 Lorie Jean Bovaird Pneumatic tire with tread siping
JP5181934B2 (en) * 2008-08-29 2013-04-10 横浜ゴム株式会社 Pneumatic tire
JP5562727B2 (en) 2010-06-01 2014-07-30 東洋ゴム工業株式会社 Pneumatic tire
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