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JP2016030560A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2016030560A
JP2016030560A JP2014155118A JP2014155118A JP2016030560A JP 2016030560 A JP2016030560 A JP 2016030560A JP 2014155118 A JP2014155118 A JP 2014155118A JP 2014155118 A JP2014155118 A JP 2014155118A JP 2016030560 A JP2016030560 A JP 2016030560A
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width direction
tire
tire width
belt
rib
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JP6348013B2 (en
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鈴木　康幸
Yasuyuki Suzuki
康幸 鈴木
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Toyo Tire Corp
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Toyo Tire and Rubber Co Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

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Abstract

PROBLEM TO BE SOLVED: To provide a pneumatic tire that makes prevention of separation and prevention of deterioration in rolling resistance compatible.SOLUTION: The pneumatic tire has a shoulder land part 23 outside in a tire width direction. The shoulder land part 23 comprises a rib 3 extending in a tire circumferential direction and a plurality of blocks 30 lined in the tire circumferential direction, closer to the outside in the tire width direction than the rib 3. The rib 3 and the plurality of blocks 30 are partitioned by zigzag sub grooves 31, and in the rib 3 is formed a sipe 32 that penetrates through the rib in the tire width direction.SELECTED DRAWING: Figure 2

Description

本発明は空気入りタイヤに関する。   The present invention relates to a pneumatic tire.

空気入りタイヤでは、ベルト端を起点としてセパレーションが生じることがある。これは、スチールコード等が埋め込まれたベルト端の剛性がその周囲のゴム層の剛性と比較して高い上に、トレッドの歪みがベルト端への応力集中を生じさせるためである。セパレーションを防ぐために、ベルト端付近のタイヤ径方向内側にベルト下パッド（ベルトクッションゴム等と呼ばれる場合もある）が設けられたり、積層された複数のベルトの間にベルト間テープ（ベルトエッジクッションゴム等と呼ばれる場合もある）が設けられたりしている（特許文献１〜３参照）。   In a pneumatic tire, separation may occur starting from the belt end. This is because the rigidity of the belt end in which the steel cord or the like is embedded is higher than the rigidity of the surrounding rubber layer, and the distortion of the tread causes stress concentration on the belt end. In order to prevent separation, a belt lower pad (sometimes called belt cushion rubber etc.) is provided on the inner side in the tire radial direction near the belt end, or belt tape between belts (belt edge cushion rubber). Etc.) (see Patent Documents 1 to 3).

しかし、重荷重が負荷される空気入りタイヤでは、それでもセパレーションが生じるおそれがある。そこで、剛性が高いベルト端をゴム部材で包む等の対策も考えられている。   However, in a pneumatic tire subjected to a heavy load, separation may still occur. Therefore, measures such as wrapping the belt end with high rigidity with a rubber member have been considered.

特開２０１２−１５３２１５号公報JP2012-153215A 特開２０００−１６０２０号公報Japanese Unexamined Patent Publication No. 2000-16020 特開２００５−３５４０４号公報JP-A-2005-35404

しかし、このように新たな部材を用いる対策を行った場合、空気入りタイヤのタイヤ幅方向両側が重くなり、転がり抵抗が悪化することが懸念される。   However, when measures are taken using new members in this way, there is a concern that both sides of the pneumatic tire in the tire width direction become heavy and rolling resistance deteriorates.

そこで本発明は、セパレーションの防止と転がり抵抗の悪化防止とを両立させた空気入りタイヤを提供することを課題とする。   Then, this invention makes it a subject to provide the pneumatic tire which made the prevention of a separation and the deterioration prevention of rolling resistance compatible.

実施形態の空気入りタイヤは、タイヤ幅方向外側にショルダー陸部を有する空気入りタイヤであって、前記ショルダー陸部は、タイヤ周方向に伸びるリブと、前記リブよりタイヤ幅方向外側でタイヤ周方向に並ぶ複数のブロックとを備え、前記リブと前記複数のブロックとがジグザグ状の副溝により区分され、前記リブにはこれをタイヤ幅方向に貫通するサイプが形成されていることを特徴とする。   The pneumatic tire according to the embodiment is a pneumatic tire having a shoulder land portion on an outer side in the tire width direction, the shoulder land portion including a rib extending in the tire circumferential direction and a tire circumferential direction on the outer side in the tire width direction from the rib. The ribs and the plurality of blocks are divided by a zigzag sub-groove, and a sipe that penetrates the rib in the tire width direction is formed on the rib. .

実施形態の空気入りタイヤによれば、セパレーションの防止と転がり抵抗の悪化防止とを両立させることができる。   According to the pneumatic tire of the embodiment, it is possible to achieve both prevention of separation and prevention of deterioration of rolling resistance.

空気入りタイヤ１のタイヤ幅方向断面図。1 is a cross-sectional view of a pneumatic tire 1 in the tire width direction. 空気入りタイヤ１のトレッドパターン。The tread pattern of the pneumatic tire 1. 比較例及び実施例の空気入りタイヤの部分断面図。The fragmentary sectional view of the pneumatic tire of a comparative example and an example.

図１に示すように、実施形態の空気入りタイヤ１は、ビード部１０と、ビード部１０を包む形でタイヤ幅方向内側から外側に折り返されたカーカス１１を備える。カーカス１１の内側にはインナーライナー１４が、軸方向外側にはサイドウォール１５が、それぞれ配されている。また、カーカス１１のタイヤ径方向外側には、１又は２以上のベルト、キャッププライ１３、１３、トレッド２が、この順に積層されている。   As shown in FIG. 1, the pneumatic tire 1 according to the embodiment includes a bead portion 10 and a carcass 11 that wraps around the bead portion 10 from the inner side to the outer side in the tire width direction. An inner liner 14 is disposed on the inner side of the carcass 11, and a sidewall 15 is disposed on the outer side in the axial direction. Further, one or more belts, cap plies 13 and 13, and a tread 2 are laminated in this order on the outer side of the carcass 11 in the tire radial direction.

本実施形態の空気入りタイヤ１は、ベルトとして、タイヤ径方向内側のベルト１２ａとタイヤ径方向外側のベルト１２ｂを備える。ここで、タイヤ径方向外側のベルト１２ｂはタイヤ径方向内側のベルト１２ａよりもタイヤ幅方向に狭い。そのため、タイヤ径方向外側のベルト１２ｂの端部はタイヤ径方向内側のベルト１２ａの端部よりもタイヤ幅方向内側にある。タイヤ幅方向外側では、ベルト１２ａとベルト１２ｂの間にベルト間テープ１６が設けられている。また、タイヤ幅方向外側では、カーカス１１とタイヤ径方向内側のベルト１２ａとの間にベルト下パッド１７が設けられている。   The pneumatic tire 1 of the present embodiment includes a belt 12a on the inner side in the tire radial direction and a belt 12b on the outer side in the tire radial direction as belts. Here, the belt 12b on the outer side in the tire radial direction is narrower in the tire width direction than the belt 12a on the inner side in the tire radial direction. Therefore, the end of the belt 12b on the outer side in the tire radial direction is on the inner side in the tire width direction than the end of the belt 12a on the inner side in the tire radial direction. On the outer side in the tire width direction, an inter-belt tape 16 is provided between the belt 12a and the belt 12b. Further, on the outer side in the tire width direction, a belt lower pad 17 is provided between the carcass 11 and the belt 12a on the inner side in the tire radial direction.

空気入りタイヤ１のタイヤ幅方向断面は、タイヤ幅方向のセンターラインＣに対して対称になっている。図１には、センターラインＣの片側のみが描かれている。   The cross section of the pneumatic tire 1 in the tire width direction is symmetric with respect to the center line C in the tire width direction. In FIG. 1, only one side of the center line C is depicted.

図２に空気入りタイヤ１のトレッドパターンを示す。トレッド２にはタイヤ周方向に伸びる４本の主溝２０が形成されている。これらの主溝２０に区分されて、タイヤ幅方向中央のセンター陸部２１、そのタイヤ幅方向両側のメディエイト陸部２２、タイヤ幅方向外側のショルダー陸部２３が形成されている。もっとも、主溝の本数及び陸部の数はこれに限定されない。例えば主溝が３本や５本であっても良い。   FIG. 2 shows a tread pattern of the pneumatic tire 1. Four main grooves 20 extending in the tire circumferential direction are formed in the tread 2. A center land portion 21 at the center in the tire width direction, a mediate land portion 22 on both sides in the tire width direction, and a shoulder land portion 23 on the outer side in the tire width direction are formed by being divided into these main grooves 20. However, the number of main grooves and the number of land portions are not limited to this. For example, the number of main grooves may be three or five.

ショルダー陸部２３は、タイヤ幅方向内側でタイヤ周方向に伸びるリブ３と、タイヤ幅方向外側でタイヤ周方向に並ぶ複数のブロック３０とを備える。ブロック３０とブロック３０との間は横溝３４で区切られている。横溝３４の深さは主溝２０の深さと同じである。ブロック３０の下（タイヤ径方向内側）に、ベルト１２ａ、１２ｂの端部が位置している。   The shoulder land portion 23 includes a rib 3 extending in the tire circumferential direction on the inner side in the tire width direction, and a plurality of blocks 30 arranged in the tire circumferential direction on the outer side in the tire width direction. The block 30 is separated from the block 30 by a lateral groove 34. The depth of the lateral groove 34 is the same as the depth of the main groove 20. The ends of the belts 12a and 12b are located under the block 30 (inner side in the tire radial direction).

リブ３とブロック３０との間には副溝３１が形成されている。副溝３１は、折れ曲がり位置で折れ曲がりながらタイヤ周方向に伸びてジグザグ状となっている。副溝３１の幅（副溝３１を形成する副溝３１内の側壁に垂直な方向の幅）は、主溝２０の幅よりも狭く、例えば主溝２０の幅の５０％以下である。ジグザグ状の副溝３１の折れ曲がり位置からその次の折れ曲がり位置までの部分をストレート部とすると、図示する実施形態の副溝３１には長いストレート部Ｌと短いストレート部Ｓとがあり、長いストレート部Ｌと短いストレート部Ｓとが交互に並んでいる。もっとも、副溝３１のジグザグ状の具体的な態様はこれに限定されない。例えば、ストレート部の長さは全て同じであっても良い。また、長さの異なる３種類以上のストレート部があっても良い。なお、ストレート部は直線状のものに限られず、図示する長いストレート部Ｌのように湾曲しているものもある。   A sub-groove 31 is formed between the rib 3 and the block 30. The sub-groove 31 extends in the tire circumferential direction while being bent at the bending position, and has a zigzag shape. The width of the sub-groove 31 (the width in the direction perpendicular to the side wall in the sub-groove 31 forming the sub-groove 31) is narrower than the width of the main groove 20, for example, 50% or less of the width of the main groove 20. When the portion from the bent position of the zigzag sub groove 31 to the next bent position is a straight portion, the sub groove 31 of the illustrated embodiment has a long straight portion L and a short straight portion S, and a long straight portion. L and short straight portions S are alternately arranged. However, the zigzag specific aspect of the sub-groove 31 is not limited to this. For example, the straight portions may all have the same length. Further, there may be three or more types of straight portions having different lengths. Note that the straight portion is not limited to a straight shape, and there is a curved portion such as a long straight portion L shown in the figure.

リブ３には複数のサイプ３２が形成されている。サイプ３２はリブ３をタイヤ幅方向に貫通し、主溝２０側と副溝３１側の両方に開口している。サイプ３２が形成されるタイヤ周方向の位置は限定されない。図示する実施形態では、サイプ３２は、ジグザグ状の副溝３１の折れ曲がりの周期と同周期で形成されている。図示する実施形態の場合、具体的には、サイプ３２の副溝３１側の開口位置は、ジグザグ状の副溝３１のタイヤ幅方向内側の折れ曲がりの位置で、特に副溝３１のタイヤ幅方向内側の端部Ｉの位置である。また、リブ３のうち主溝２０側の部分にタイヤ周方向に周期的にノッチ３３が形成されており、サイプ３２の主溝２０側の開口位置は、ノッチ３３のタイヤ幅方向外側の端部となっている。サイプ３２の幅（サイプ３２を形成するサイプ３２内の側壁に垂直な方向の幅）は副溝３１の幅よりも狭い。サイプ３２の幅の具体的な値は、例えば１．０〜２．０ｍｍである。サイプ３２は、接地し静止している状態では閉じないが、制駆動の作用が働いた場合に閉じる（このとき、タイヤはＪＡＴＭＡ規格の標準リムに装着され、内圧がＪＡＴＭＡ規格における最高空気圧とされ、その最大負荷能力の８０％の負荷がかけられているとする）。サイプ３２は主溝２０よりも浅い。   A plurality of sipes 32 are formed on the rib 3. The sipe 32 penetrates the rib 3 in the tire width direction, and is open to both the main groove 20 side and the sub groove 31 side. The position in the tire circumferential direction where the sipe 32 is formed is not limited. In the illustrated embodiment, the sipe 32 is formed in the same period as the bending period of the zigzag sub-groove 31. In the case of the illustrated embodiment, specifically, the opening position of the sipe 32 on the side of the sub-groove 31 is the position of the zigzag sub-groove 31 on the inner side in the tire width direction, particularly the inner side of the sub-groove 31 in the tire width direction. This is the position of the end I. Further, notches 33 are periodically formed in the tire circumferential direction in the rib 3 on the main groove 20 side, and the opening position of the sipe 32 on the main groove 20 side is the end of the notch 33 on the outer side in the tire width direction. It has become. The width of the sipe 32 (the width in the direction perpendicular to the side wall in the sipe 32 forming the sipe 32) is narrower than the width of the sub-groove 31. A specific value of the width of the sipe 32 is, for example, 1.0 to 2.0 mm. The sipe 32 is not closed when it is grounded and stationary, but is closed when the braking / driving action is activated (at this time, the tire is mounted on a standard rim of the JATMA standard, and the internal pressure is set to the highest pressure in the JATMA standard). , Assuming that 80% of the maximum load capacity is applied). The sipe 32 is shallower than the main groove 20.

前記ベルト下パッド１７のタイヤ幅方向内側の端部のタイヤ幅方向の位置は、ジグザグ状の副溝３１のタイヤ幅方向両端部の間であることが望ましい。つまり、ベルト下パッド１７のタイヤ幅方向内側の端部のタイヤ幅方向の位置は、副溝３１のタイヤ幅方向内側の端部Ｉと副溝３１のタイヤ幅方向外側の端部Ｏとの間であることが望ましい。また、ベルト下パッド１７のタイヤ幅方向外側の端部は、ベルト端（複数のベルトの端部のうち最もタイヤ幅方向外側にある端部で、本実施形態ではタイヤ径方向内側のベルト１２ａの端部）よりもタイヤ幅方向外側にあるが、ベルト端よりも５〜１０ｍｍだけタイヤ幅方向外側にあることが望ましい。   The position in the tire width direction of the inner end of the belt lower pad 17 in the tire width direction is preferably between both ends of the zigzag sub-groove 31 in the tire width direction. That is, the position in the tire width direction of the end portion of the belt lower pad 17 on the inner side in the tire width direction is between the end portion I on the inner side in the tire width direction of the sub groove 31 and the end portion O on the outer side in the tire width direction of the sub groove 31. It is desirable that Further, the end of the belt lower pad 17 on the outer side in the tire width direction is the belt end (the end of the plurality of belts that is the outermost in the tire width direction, and in this embodiment, the end of the belt 12a on the inner side in the tire radial direction. It is desirable that the outer edge in the tire width direction is 5 to 10 mm from the belt end.

前記ベルト間テープ１６のタイヤ幅方向内側の端部のタイヤ幅方向の位置は、サイプ３２のタイヤ幅方向両端部の間であることが望ましい。また、ベルト間テープ１６のタイヤ幅方向外側の端部は、タイヤ径方向内側のベルト１２ａの端部と、タイヤ径方向外側のベルト１２ｂの端部との間にあっても良いし、タイヤ径方向内側のベルト１２ａの端部と一致していても良い。   The position in the tire width direction of the inner end in the tire width direction of the inter-belt tape 16 is preferably between both ends of the sipe 32 in the tire width direction. Further, the end of the inter-belt tape 16 on the outer side in the tire width direction may be between the end of the belt 12a on the inner side in the tire radial direction and the end of the belt 12b on the outer side in the tire radial direction. It may coincide with the end of the belt 12a.

以上の構造の空気入りタイヤ１に制駆動の作用が働くと、リブ３にタイヤ周方向に歪む力が加わる。このときリブ３に加わる歪む力は、タイヤ幅方向に不均一である。しかしサイプ３２がリブ３をタイヤ幅方向に貫通しているため、リブ３がサイプ３２を閉じる方向に倒れ込み、その際にこの不均一性が解消される。そして、サイプ３２が閉じてサイプ３２を挟んだ両側の陸部が一体化するため、リブ３の剛性が確保され、大きな制駆動力が発生する。   When a braking / driving action is applied to the pneumatic tire 1 having the above structure, a force that distorts the rib 3 in the tire circumferential direction is applied. At this time, the distorting force applied to the rib 3 is not uniform in the tire width direction. However, since the sipe 32 penetrates the rib 3 in the tire width direction, the rib 3 falls in the direction of closing the sipe 32, and this non-uniformity is eliminated. Since the sipe 32 is closed and the land portions on both sides sandwiching the sipe 32 are integrated, the rigidity of the rib 3 is ensured and a large braking / driving force is generated.

また、空気入りタイヤ１に操舵の作用が働くと、トレッド２がタイヤ幅方向に歪む。このとき、リブ３とブロック３０との間には副溝３１があるため、リブ３の歪みがブロック３０へ伝わりにくい。そのため、操舵により生じるトレッド２の歪みが、ブロック３０側に集中せず、リブ３側とブロック３０側とに分散される。そのため、トレッド２の歪みに伴う応力がブロック３０の下（タイヤ径方向内側）にあるベルト端に集中することを防ぐことができる。その結果、ベルト端を起点としてセパレーションが生じることを防ぐことができ、タイヤの耐久性を良くすることができる。ここで、セパレーションを防ぐための特別な部材、例えばベルト端を包むゴム部材等を用いていないため、空気入りタイヤ１のタイヤ幅方向両側が重くなって転がり抵抗が悪化するおそれが無い。このようにセパレーションの防止と転がり抵抗の悪化防止とを両立させることができる。   Further, when a steering action is applied to the pneumatic tire 1, the tread 2 is distorted in the tire width direction. At this time, since there is a sub-groove 31 between the rib 3 and the block 30, distortion of the rib 3 is not easily transmitted to the block 30. Therefore, the distortion of the tread 2 caused by steering is not concentrated on the block 30 side but is distributed on the rib 3 side and the block 30 side. Therefore, the stress accompanying the distortion of the tread 2 can be prevented from being concentrated on the belt end under the block 30 (in the tire radial direction). As a result, separation can be prevented from starting from the belt end, and the durability of the tire can be improved. Here, since a special member for preventing separation, such as a rubber member that wraps the belt end, is not used, there is no possibility that both sides in the tire width direction of the pneumatic tire 1 become heavy and rolling resistance deteriorates. In this way, it is possible to achieve both prevention of separation and prevention of deterioration of rolling resistance.

また、副溝３１がジグザグ状であるため、タイヤ幅方向の副溝３１付近の領域で発生した歪みが、リブ３側とブロック３０側とに分散される。そのため、歪みに伴う応力がブロック３０の下にあるベルト端に集中することを防ぐことができる。その結果、ベルト端を起点としてセパレーションが生じることを防ぐことができ、タイヤの耐久性を良くすることができる。   Further, since the sub-groove 31 has a zigzag shape, the distortion generated in the region near the sub-groove 31 in the tire width direction is dispersed on the rib 3 side and the block 30 side. Therefore, it is possible to prevent stress due to distortion from being concentrated on the belt end under the block 30. As a result, separation can be prevented from starting from the belt end, and the durability of the tire can be improved.

また、ベルト下パッド１７のタイヤ幅方向内側の端部のタイヤ幅方向の位置が、ジグザグ状の副溝３１のタイヤ幅方向両端部の間であれば、セパレーションの防止と転がり抵抗の悪化防止とを両立させることができる。詳細に説明すると次の通りである。ベルト下パッド１７は、操舵時に生じるタイヤ径方向内側のベルト１２ａとカーカス１１との間の剪断応力を緩和し、ベルト端を起点にセパレーションが生じることを防ぐものである。しかし、ベルト下パッド１７のタイヤ幅方向内側の端部が副溝３１よりタイヤ幅方向外側にある場合、ブロック３０の下（タイヤ径方向内側）にベルト下パッド１７が配置されていない部分があることになる。そのため操舵によりブロック３０に歪みが生じ、ベルト１２ａのうちブロック３０の下にあたる部分に応力がかかった場合に、その応力が十分緩和されず、セパレーション発生に影響するおそれがある。一方、上記のようにリブ３の歪みがブロック３０へ伝わりにくい構造になっているため、ベルト下パッド１７のタイヤ幅方向内側の端部が副溝３１よりタイヤ幅方向内側にあっても、ベルト下パッド１７の副溝３１よりタイヤ幅方向内側の部分は、セパレーション防止にあまり寄与しない。むしろ、ベルト下パッド１７がタイヤ幅方向内側に伸びて重量が重くなることにより、転がり抵抗に影響するおそれがある。しかし、ベルト下パッド１７のタイヤ幅方向内側の端部のタイヤ幅方向の位置が、ジグザグ状の副溝３１のタイヤ幅方向両端部の間であれば、これらの問題は無く、セパレーションを防止でき、しかも転がり抵抗が悪化するおそれが無い。   Further, if the position in the tire width direction of the end portion on the inner side in the tire width direction of the belt lower pad 17 is between both ends in the tire width direction of the zigzag sub-groove 31, prevention of separation and prevention of deterioration of rolling resistance can be achieved. Can be made compatible. This will be described in detail as follows. The belt lower pad 17 relieves the shear stress between the belt 12a on the inner side in the tire radial direction and the carcass 11 generated at the time of steering, and prevents separation from starting from the belt end. However, when the end portion on the inner side in the tire width direction of the belt lower pad 17 is on the outer side in the tire width direction with respect to the auxiliary groove 31, there is a portion where the belt lower pad 17 is not disposed below the block 30 (inner side in the tire radial direction). It will be. Therefore, when the block 30 is distorted by steering and a stress is applied to a portion of the belt 12a below the block 30, the stress is not sufficiently relaxed, which may affect the generation of separation. On the other hand, since the distortion of the rib 3 is not easily transmitted to the block 30 as described above, even if the end of the belt lower pad 17 on the inner side in the tire width direction is on the inner side in the tire width direction than the auxiliary groove 31, The portion on the inner side in the tire width direction from the auxiliary groove 31 of the lower pad 17 does not contribute much to prevention of separation. Rather, the belt lower pad 17 extends inward in the tire width direction and becomes heavy, which may affect the rolling resistance. However, if the position in the tire width direction of the inner end of the belt lower pad 17 in the tire width direction is between both ends in the tire width direction of the zigzag sub-groove 31, there is no such problem and separation can be prevented. In addition, there is no risk that the rolling resistance will deteriorate.

また、ベルト下パッド１７のタイヤ幅方向外側の端部が、ベルト端よりも５〜１０ｍｍだけタイヤ幅方向外側にあれば、セパレーションを防止でき、しかもベルト下パッド１７がタイヤ幅方向外側に出過ぎてその分の重量により転がり抵抗が悪化することが無い。   Further, if the end of the belt lower pad 17 on the outer side in the tire width direction is 5 to 10 mm outside the belt end, separation can be prevented, and the belt lower pad 17 protrudes too far on the outer side in the tire width direction. The rolling resistance does not deteriorate due to the weight of the portion.

また、ベルト間テープ１６のタイヤ幅方向内側の端部のタイヤ幅方向の位置が、サイプ３２のタイヤ幅方向両端部の間であれば、セパレーション防止と転がり抵抗の悪化防止とを両立させることができる。詳細に説明すると次の通りである。ベルト間テープ１６は、タイヤ径方向内側のベルト１２ａとタイヤ径方向外側のベルト１２ｂとを接着することにより、制駆動時等にタイヤ径方向外側のベルト１２ｂの端部を起点にセパレーションが生じることを防ぐものである。しかし、ベルト間テープ１６のタイヤ幅方向内側の端部がサイプ３２（従ってリブ３）よりタイヤ幅方向外側にある場合、リブ３の下（タイヤ径方向内側）のベルト１２ａ、１２ｂの間にはベルト間テープ１６が配置されていないことになる。そのため、制駆動によりリブ３に歪みが生じると、リブ３の下でベルト１２ａ、１２ｂの間に応力が生じ、ベルト１２ｂの端部を起点とするセパレーション発生に影響するおそれがある。一方、サイプ３２よりタイヤ幅方向内側の部分のトレッド２の歪みはセパレーションにあまり寄与しないため、ベルト間テープ１６のタイヤ幅方向内側の端部がサイプ３２よりタイヤ幅方向内側にあっても、ベルト間テープ１６のサイプ３２よりタイヤ幅方向内側の部分はセパレーション防止にあまり寄与しない。むしろ、ベルト間テープ１６がタイヤ幅方向内側に伸びて重量が重くなることにより、転がり抵抗に影響するおそれがある。しかし、ベルト間テープ１６のタイヤ幅方向内側の端部のタイヤ幅方向の位置が、サイプ３２のタイヤ幅方向両端部の間であれば、セパレーションを防止でき、しかも転がり抵抗が悪化するおそれが無い。   Further, if the position in the tire width direction of the inner end in the tire width direction of the inter-belt tape 16 is between both ends in the tire width direction of the sipe 32, it is possible to achieve both prevention of separation and prevention of deterioration of rolling resistance. it can. This will be described in detail as follows. The belt-to-belt tape 16 is separated from the end portion of the belt 12b on the outer side in the tire radial direction at the time of braking / driving, etc. by bonding the belt 12a on the inner side in the tire radial direction and the belt 12b on the outer side in the tire radial direction. Is to prevent. However, when the end portion on the inner side in the tire width direction of the tape 16 between the belts is on the outer side in the tire width direction with respect to the sipe 32 (therefore, the rib 3), between the belts 12a and 12b below the rib 3 (inner side in the tire radial direction). The inter-belt tape 16 is not disposed. For this reason, when the rib 3 is distorted by braking / driving, stress is generated between the belts 12a and 12b under the rib 3, which may affect the generation of separation starting from the end of the belt 12b. On the other hand, since the distortion of the tread 2 in the inner portion in the tire width direction from the sipe 32 does not contribute much to the separation, even if the end portion in the tire width direction of the inter-belt tape 16 is in the tire width direction inner side than the sipe 32, The portion inside the tire width direction from the sipe 32 of the intermediate tape 16 does not contribute much to prevention of separation. Rather, the inter-belt tape 16 extends inward in the tire width direction and becomes heavy, which may affect the rolling resistance. However, if the position in the tire width direction of the inner end in the tire width direction of the inter-belt tape 16 is between both ends in the tire width direction of the sipe 32, separation can be prevented and rolling resistance is not likely to deteriorate. .

また、ベルト間テープ１６のタイヤ幅方向外側の端部が、タイヤ径方向内側のベルト１２ａの端部と、タイヤ径方向外側のベルト１２ｂの端部との間にあれば、２枚のベルト１２ａ、１２ｂの間から生じるセパレーションを防ぐことができ、しかもベルト間テープ１６がタイヤ幅方向外側に出過ぎてその分の重量により転がり抵抗が悪化することが無い。   If the end of the inter-belt tape 16 on the outer side in the tire width direction is between the end of the belt 12a on the inner side in the tire radial direction and the end of the belt 12b on the outer side in the tire radial direction, the two belts 12a , 12b can be prevented, and the belt-to-belt tape 16 does not protrude too far in the tire width direction, and the rolling resistance does not deteriorate due to the weight of the tape.

実施形態の空気入りタイヤ１の効果の確認を行った。実施例及び比較例の空気入りタイヤについて表１に示す。また実施例及び比較例の空気入りタイヤのショルダー陸部１２３付近の断面を図３に示す。いずれの空気入りタイヤも、ショルダー陸部１２３に、タイヤ周方向に伸びるリブ１０３と、前記リブ１０３よりタイヤ幅方向外側でタイヤ周方向に並ぶ複数のブロック１３０とを備える。比較例１の空気入りタイヤは、リブ１０３にサイプが無く、また、リブ１０３とブロック１３０の間の副溝１３１がストレート（タイヤ周方向に直線状）となっているものである。実施例１〜５の空気入りタイヤは、リブ１０３をタイヤ幅方向に貫通するサイプ１３２が形成され、さらに、リブ１０３とブロック１３０の間の副溝１３１がジグザグ状となっているものである。実施例５の空気入りタイヤは、ベルト下パッド１１７のタイヤ幅方向内側の端部のタイヤ幅方向の位置が、ジグザグ状の副溝１３１のタイヤ幅方向両端部の間にあり、また、ベルト間テープ１１６のタイヤ幅方向内側の端部のタイヤ幅方向の位置が、サイプ１３２のタイヤ幅方向両端部の間にある。実施例１〜４の空気入りタイヤは、ベルト下パッド１１７及びベルト間テープ１１６の位置が、表１及び図３に示すように実施例５の空気入りタイヤと異なっている。   The effect of the pneumatic tire 1 of the embodiment was confirmed. It shows in Table 1 about the pneumatic tire of an Example and a comparative example. Moreover, the cross section of the shoulder land part 123 vicinity of the pneumatic tire of an Example and a comparative example is shown in FIG. Each of the pneumatic tires includes a rib 103 extending in the tire circumferential direction and a plurality of blocks 130 arranged in the tire circumferential direction on the outer side in the tire width direction from the rib 103 in the shoulder land portion 123. In the pneumatic tire of Comparative Example 1, the rib 103 does not have sipes, and the auxiliary groove 131 between the rib 103 and the block 130 is straight (linear in the tire circumferential direction). In the pneumatic tires of Examples 1 to 5, the sipe 132 that penetrates the rib 103 in the tire width direction is formed, and the sub-groove 131 between the rib 103 and the block 130 has a zigzag shape. In the pneumatic tire of Example 5, the position in the tire width direction of the inner end of the belt lower pad 117 in the tire width direction is between both ends in the tire width direction of the zigzag sub-groove 131, and between the belts The position in the tire width direction of the inner end in the tire width direction of the tape 116 is between both ends in the tire width direction of the sipe 132. In the pneumatic tires of Examples 1 to 4, the positions of the belt lower pad 117 and the belt-to-belt tape 116 are different from those of Example 5 as shown in Table 1 and FIG.

試験方法は次の通りである。
耐久性Ａ：ＦＭＶＳＳ１３９の方法でタイヤが故障するまでの走行距離を調べた。結果を比較例１の値を１００とする指数で表した。指数が大きいほど、故障までの走行距離が長く耐久性が良いこと、すなわちセパレーションが発生しにくいことを示している。
耐久性Ｂ：ベルト揺動試験、すなわちスリップ角度を1分毎に1°反転させながらタイヤをドラム走行させ、タイヤが故障するまでの走行距離を調べる試験を行った。リム幅、空気圧、負荷荷重は、ＪＡＴＭＡ又はＴＲＡの推奨リム幅、最大空気圧、最大負荷荷重とした。結果を比較例１の値を１００とする指数で表した。指数が大きいほど、故障までの走行距離が長く耐久性が良いこと、すなわちセパレーションが発生しにくいことを示している。
転がり抵抗：ＩＳＯ０２８５８０の方法で転がり抵抗係数を調べた。結果を比較例１の値を１００とする指数で表した。指数が大きいほど転がり抵抗係数が大きいことを示している。 The test method is as follows.
Durability A: The mileage until the tire broke down was examined by the method of FMVSS139. The results were expressed as an index with the value of Comparative Example 1 being 100. The larger the index, the longer the distance traveled until failure, and the better the durability, that is, the less likely the separation occurs.
Durability B: A belt rocking test, that is, a test in which the tire was run while the slip angle was reversed by 1 ° every minute and the running distance until the tire failed was examined. The rim width, air pressure, and load load were the recommended rim width, maximum air pressure, and maximum load load of JATMA or TRA. The results were expressed as an index with the value of Comparative Example 1 being 100. The larger the index, the longer the distance traveled until failure, and the better the durability, that is, the less likely the separation occurs.
Rolling resistance: The rolling resistance coefficient was examined by the method of ISO028580. The results were expressed as an index with the value of Comparative Example 1 being 100. The larger the index, the greater the rolling resistance coefficient.

試験結果を表１に示す。実施例５と比較例１との比較から、リブ１０３にサイプ１３２が形成され、さらに、リブ１０３とブロック１３０との間の副溝１３１がジグザグ状であると、セパレーションが生じにくく、耐久性が良いことが確認できた。また、実施例３〜５の比較から、ベルト下パッド１１７やベルト間テープ１１６のタイヤ幅方向内側の端部が、実施例５の位置よりタイヤ幅方向内側にあると、転がり抵抗率が大きくなることが確認できた。また、実施例１、２、５の比較から、ベルト下パッド１１７やベルト間テープ１１６のタイヤ幅方向内側の端部が、実施例５の位置よりタイヤ幅方向外側にあると、転がり抵抗率が小さくなるが耐久性が実施例５の場合ほど良くならないことが確認できた。   The test results are shown in Table 1. From the comparison between Example 5 and Comparative Example 1, when the sipe 132 is formed on the rib 103 and the sub-groove 131 between the rib 103 and the block 130 is zigzag-shaped, separation hardly occurs and durability is improved. It was confirmed that it was good. Further, from the comparison of Examples 3 to 5, when the end portions on the inner side in the tire width direction of the belt lower pad 117 and the inter-belt tape 116 are located on the inner side in the tire width direction from the position of Example 5, the rolling resistivity increases. I was able to confirm. Also, from the comparison of Examples 1, 2, and 5, when the end portion on the inner side in the tire width direction of the belt lower pad 117 and the inter-belt tape 116 is on the outer side in the tire width direction from the position of Example 5, the rolling resistivity is Although it became small, it has confirmed that durability did not improve as much as the case of Example 5. FIG.

Figure 2016030560
Figure 2016030560

１…空気入りタイヤ、１０…ビード部、１１…カーカス、１２ａ…ベルト、１２ｂ…ベルト、１３…キャッププライ、１４…インナーライナー、１５…サイドウォール、１６…ベルト間テープ、１７…ベルト下パッド、２…トレッド、２０…主溝、２１…センター陸部、２２…メディエイト陸部、２３…ショルダー陸部、３…リブ、３０…ブロック、３１…副溝、３２…サイプ、３３…ノッチ、３４…横溝、１０３…リブ、１１６…ベルト間テープ、１１７…ベルト下パッド、１２３…ショルダー陸部、１３０…ブロック、１３１…副溝、１３２…サイプ、Ｃ…センターライン、Ｌ…長いストレート部、Ｓ…短いストレート部 DESCRIPTION OF SYMBOLS 1 ... Pneumatic tire, 10 ... Bead part, 11 ... Carcass, 12a ... Belt, 12b ... Belt, 13 ... Cap ply, 14 ... Inner liner, 15 ... Side wall, 16 ... Tape between belts, 17 ... Pad under belt, 2 ... tread, 20 ... main groove, 21 ... center land, 22 ... mediate land, 23 ... shoulder land, 3 ... rib, 30 ... block, 31 ... minor groove, 32 ... sipe, 33 ... notch, 34 ... Cross groove, 103 ... Rib, 116 ... Belt tape, 117 ... Belt under pad, 123 ... Shoulder land, 130 ... Block, 131 ... Sub groove, 132 ... Sipe, C ... Center line, L ... Long straight part, S ... short straight section

Claims (4)

タイヤ幅方向外側にショルダー陸部を有する空気入りタイヤであって、
前記ショルダー陸部は、タイヤ周方向に伸びるリブと、前記リブよりタイヤ幅方向外側でタイヤ周方向に並ぶ複数のブロックとを備え、
前記リブと前記複数のブロックとがジグザグ状の副溝により区分され、
前記リブにはこれをタイヤ幅方向に貫通するサイプが形成されていることを特徴とする空気入りタイヤ。 A pneumatic tire having a shoulder land portion on the outer side in the tire width direction,
The shoulder land portion includes a rib extending in the tire circumferential direction, and a plurality of blocks arranged in the tire circumferential direction outside the rib in the tire width direction,
The rib and the plurality of blocks are separated by a zigzag-shaped sub-groove,
The pneumatic tire according to claim 1, wherein a sipe passing through the rib in the tire width direction is formed on the rib. 前記サイプは、前記リブのタイヤ幅方向外側では、前記ジグザグ状の副溝のタイヤ幅方向内側の折れ曲がりの位置に開口している、請求項１の空気入りタイヤ。   2. The pneumatic tire according to claim 1, wherein the sipe is opened at a bending position on the inner side in the tire width direction of the zigzag sub-groove on the outer side in the tire width direction of the rib. ベルトのタイヤ径方向内側にベルト下パッドを備え、
前記ベルト下パッドのタイヤ幅方向内側の端部のタイヤ幅方向の位置が、前記ジグザグ状の副溝のタイヤ幅方向両端部の間である、請求項１又は２の空気入りタイヤ。 A belt lower pad is provided on the inner side in the tire radial direction of the belt,
The pneumatic tire according to claim 1 or 2, wherein a position in the tire width direction of an inner end portion of the belt lower pad in the tire width direction is between both end portions in the tire width direction of the zigzag auxiliary groove. タイヤ径方向に重なる少なくとも２枚のベルトと、前記ベルトの間に設けられたベルト間テープとを備え、
前記ベルト間テープのタイヤ幅方向内側の端部のタイヤ幅方向の位置が、前記サイプのタイヤ幅方向両端部の間である、請求項１〜３のいずれか１項の空気入りタイヤ。 Comprising at least two belts overlapping in the tire radial direction, and an inter-belt tape provided between the belts,
The pneumatic tire according to any one of claims 1 to 3, wherein a position in the tire width direction of an end portion on the inner side in the tire width direction of the inter-belt tape is between both ends of the sipe in the tire width direction.
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