CN110194030B - Tyre for vehicle wheels - Google Patents
Tyre for vehicle wheels Download PDFInfo
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- CN110194030B CN110194030B CN201910003988.XA CN201910003988A CN110194030B CN 110194030 B CN110194030 B CN 110194030B CN 201910003988 A CN201910003988 A CN 201910003988A CN 110194030 B CN110194030 B CN 110194030B
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- groove
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- main groove
- width
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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
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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
- B60C11/1259—Depth of the sipe
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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
- B60C11/1272—Width of the sipe
- B60C11/1281—Width of the sipe different within the same sipe, i.e. enlarged width portion at sipe bottom or along its length
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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
- B60C11/1259—Depth of the sipe
- B60C2011/1268—Depth of the sipe being different from sipe to sipe
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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
- B60C11/1272—Width of the sipe
- B60C2011/1286—Width of the sipe being different from sipe to sipe
Abstract
The invention provides a tire, which can maintain excellent noise performance and improve mud performance. The tire has a tread portion (2). The tread portion (2) includes: a tire shoulder main groove (3) on the tire surface end (Te) side, a tire crown main groove (4) on the tire equator (C) side, and a middle land part (5) divided between the tire shoulder main groove and the tire crown main groove. A1 st intermediate transverse groove (10) is provided in the intermediate land portion (5). The 1 st intermediate lateral groove (10) is formed by communicating an inner groove (11) extending from the crown main groove (4) to the outer side in the tire axial direction and an outer groove (12) extending from the shoulder main groove (3) to the inner side in the tire axial direction in a state of being shifted in the tire circumferential direction. The width of the outer groove (12) smoothly gradually increases from a communicating portion (13) communicating with the inner groove (11) toward the shoulder main groove (3).
Description
Technical Field
The present invention relates to a tire having a central lateral groove.
Background
A pneumatic tire having a lateral main groove including two lateral main groove portions displaced in a tire circumferential direction is proposed in patent document 1 described below. The lateral main groove can exert drainage performance and restrain pumping sound.
On the other hand, although the above tire is suitable for use as a tire for a four-wheel drive vehicle running on a poor road surface, there is room for further improvement in the muddy performance.
Patent document 1: japanese patent laid-open No. 2003-326919
Disclosure of Invention
The present invention has been made in view of the above problems, and a main object of the present invention is to provide a tire capable of improving a mud performance while maintaining an excellent noise performance.
The present invention provides a tire having a tread portion, the tread portion including: the tire comprises a tire shoulder main groove on the end side of a tire tread, a tire crown main groove on the equatorial side of a tire, and an intermediate land part divided between the tire shoulder main groove and the tire crown main groove, wherein a 1 st intermediate transverse groove is arranged on the intermediate land part, the 1 st intermediate transverse groove is formed by mutually communicating an inner groove extending from the tire crown main groove to the outer side in the axial direction of the tire and an outer groove extending from the tire shoulder main groove to the inner side in the axial direction of the tire in a staggered state in the circumferential direction of the tire, and the groove width of the outer groove smoothly and gradually increases from a communicating part communicated with the inner groove to the tire shoulder main groove.
In the tire of the present invention, it is preferable that the length of the communication portion in the tire circumferential direction is 30% or less of the groove width of the inner groove.
In the tire of the present invention, it is preferable that an intermediate longitudinal groove extending in the tire circumferential direction is provided in the intermediate land portion, and the inner groove and the outer groove communicate with each other via the intermediate longitudinal groove.
In the tire of the present invention, it is preferable that the maximum groove width of the outer groove is 1.20 times or more the minimum groove width of the outer groove.
In the tire of the present invention, it is preferable that the inner groove includes a portion whose groove width increases toward the communication portion.
In the tire of the present invention, it is preferable that the maximum groove width of the inner groove is 1.20 times or more larger than the minimum groove width of the inner groove.
In the tire of the present invention, it is preferable that the intermediate land portion is provided with a 2 nd intermediate lateral groove, the 2 nd intermediate lateral groove is formed by communicating an inner groove extending outward in the tire axial direction from the crown main groove and an outer groove extending inward in the tire axial direction from the shoulder main groove in a state of being shifted in the tire circumferential direction, and in the 2 nd intermediate lateral groove, an imaginary region in which the outer groove of the 2 nd intermediate lateral groove extends in the longitudinal direction thereof does not intersect with the inner groove of the 2 nd intermediate lateral groove.
In the tire according to the present invention, it is preferable that the outer groove of the 2 nd intermediate lateral groove is connected to a notched portion including an inclined portion formed between a groove wall of the outer groove of the 2 nd intermediate lateral groove and a tread surface of the intermediate land portion, and the virtual region is a region in which the outer groove of the 2 nd intermediate lateral groove extends in a longitudinal direction thereof without including the notched portion.
In the tire according to the present invention, it is preferable that the 1 st intermediate lateral groove has an inner end portion connected to the crown main groove and an outer end portion connected to the shoulder main groove, and the inner end portion has a depth smaller than that of the outer end portion.
In the tire of the present invention, it is preferable that the communication portion has a depth smaller than the outer end portion.
The tire of the present invention is provided with a 1 st intermediate lateral groove in the intermediate land portion. The 1 st intermediate lateral groove is formed by communicating an inner groove extending from the crown main groove to the outer side in the tire axial direction and an outer groove extending from the shoulder main groove to the inner side in the tire axial direction in a state of being shifted in the tire circumferential direction.
The 1 st intermediate lateral groove is used for pressing and shearing off mud in a groove when running on a muddy road surface, thereby generating large traction. Further, when the vehicle travels on a dry road surface, the communicating portion of the inner groove and the outer groove can block the movement of air in the groove when the 1 st intermediate lateral groove and the road surface are in contact with each other, and the pumping sound of the 1 st intermediate lateral groove can be reduced.
In the 1 st intermediate lateral groove of the present invention, since the groove width of the outer groove smoothly gradually increases from the communicating portion communicating with the inner groove toward the shoulder main groove, for example, when turning on a muddy road, mud can be further strongly compacted in the outer groove, and the muddy performance can be further improved. In particular, the outer groove has a relatively large amount of deformation because the change in the applied ground contact pressure is larger than that of the inner groove. Therefore, the outer trench can press the mud inside more strongly than the inner trench, and the pressed mud can be easily discharged by its deformation. Therefore, the 1 st intermediate lateral furrow can continuously exhibit excellent mud performance for a long time.
Drawings
Fig. 1 is a development view of a tread portion of a pneumatic tire according to an embodiment of the present invention.
Fig. 2 is an enlarged view of the middle land portion of fig. 1.
Fig. 3 is an enlarged view of the 1 st and 2 nd intermediate lateral grooves of fig. 2.
Fig. 4 (base:Sub>A) isbase:Sub>A sectional view taken along linebase:Sub>A-base:Sub>A of fig. 2, and fig. 4 (B) isbase:Sub>A sectional view taken along line B-B of fig. 2.
Fig. 5 is an enlarged view of the shoulder land portion of fig. 1.
Fig. 6 is a cross-sectional view taken along line C-C of fig. 5.
Fig. 7 is an enlarged view of the crown land portion of fig. 1.
Fig. 8 is a developed view of a tread portion of a tire of a comparative example.
Description of reference numerals
2 … tread portion; 3 … shoulder main groove; 4 … a crown main ditch; 5 …;10 …, intermediate transverse groove 1; 11 … inner groove; 12 … lateral groove; 13 …; te … tread end; c … tire equator.
Detailed Description
Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
Fig. 1 is a developed view of a tread portion 2 of a tire 1 of the present embodiment. The tire 1 of the present embodiment is preferably used as a pneumatic tire for a passenger car, for example, in an SUV assuming running on a poor road surface. However, the tire 1 of the present invention is not limited to this embodiment.
As shown in fig. 1, a shoulder main groove 3 continuously extending in the tire circumferential direction on the tread end Te side and a crown main groove 4 continuously extending in the tire circumferential direction on the tire equator C side are provided in the tread portion 2.
Tread end Te means: in the case of a pneumatic tire, a tire 1 in a normal state, which is assembled on a normal rim and filled with normal internal pressure and is unloaded, is loaded with a normal load, and a ground contact position on the outermost side in the tire axial direction when the tire is grounded on a plane at a 0-degree camber angle. Unless otherwise specified, the dimensions of the tire and the like are values measured in a normal state.
The "regular Rim" is a Rim that defines a specification for each tire in a specification system including the specification that the tire conforms to, and for example, is a "standard Rim" in the case of JATMA, a "Design Rim" in the case of TRA, and a "Measuring Rim" in the case of ETRTO.
The "normal internal PRESSURE" is an air PRESSURE that is specified for each TIRE in a specification system including the specification that the TIRE conforms to, and is "maximum air PRESSURE" in case of JATMA, a maximum value described in a table "TIRE LOAD conditions AT TIREs along TIREs before, and" inertia PRESSURE "in case of ETRTO.
The "normal LOAD" is a LOAD specified for each TIRE in a specification system including specifications to which the TIRE conforms, and is "maximum LOAD CAPACITY" in case of JATMA, a maximum value described in a table "TIRE LOAD conditions AT TIREs COLD stability requirements" in case of TRA, and a "LOAD CAPACITY" in case of ETRTO.
The shoulder main groove 3 is provided on the side closest to the tread end Te among the main grooves provided between the tire equator C and the tread end Te. The crown main groove 4 is provided between the equator C and the shoulder main groove 3. In the present embodiment, two crown main grooves 4 are provided so as to be spaced apart from the tire equator C. The crown main groove 4 can also be: for example, only one strip is provided on the tire equator C.
The distance L1 from the tire equator C to the groove center line of the shoulder main groove 3 is preferably 0.20 to 0.35 times the tread width TW, for example. The distance L2 from the tire equator C to the groove center line of the crown main groove 4 is preferably 0.05 to 0.10 times the tread width TW, for example. The tread width TW is a distance in the tire axial direction from one tread end Te to the other tread end Te in the normal state.
The shoulder main groove 3 of the present embodiment extends, for example, in a zigzag shape. The crown main groove 4 extends, for example, linearly. The groove width W1 of each main groove is preferably 5.0% to 10.0% of the tread width TW, for example. In the present specification, the groove width of each portion is a distance between groove edges in a direction perpendicular to a groove center line unless otherwise specified. The depth of each main groove is preferably 5 to 12mm, for example.
A shoulder main groove 3 and a crown main groove 4 are provided in the tread portion 2, and thereby a middle land portion 5, a shoulder land portion 6, and a crown land portion 7 are defined. The land 5 is divided between the shoulder main furrow 3 and the crown main furrow 4. The shoulder land portion 6 is divided between the shoulder main groove 3 and the tread end Te, for example. The crown land portion 7 is divided, for example, between the two crown main grooves 4.
Fig. 2 shows an enlarged view of the mid-land portion 5. As shown in fig. 2, the 1 st intermediate lateral groove 10 is provided in the intermediate land portion 5. The 1 st intermediate lateral groove 10 is formed by communicating an inner groove 11 extending outward in the tire axial direction from the crown main groove 4 and an outer groove 12 extending inward in the tire axial direction from the shoulder main groove 3 in a state of being shifted in the tire circumferential direction.
The 1 st intermediate lateral groove 10 is designed to provide a large traction force by pressing and shearing mud in the groove when running on a muddy road. Further, when the vehicle travels on a dry road surface, the communication portion 13 of the inner groove 11 and the outer groove 12 can block the movement of air in the groove when the 1 st intermediate lateral groove 10 contacts the road surface, and the pumping sound of the 1 st intermediate lateral groove 10 can be reduced.
Further, since the outer groove 12 of the first intermediate lateral groove 10 of the present invention smoothly and gradually increases in width from the communicating portion 13 communicating with the inner groove 11 toward the shoulder main groove 3, for example, when turning on a muddy road, mud can be more strongly compressed in the outer groove, and the muddy performance can be further improved. In particular, the outer groove 12 has a relatively large deformation amount because the change in the applied ground contact pressure is larger than that of the inner groove 11. Therefore, the outer side groove 12 can press the mud inside more strongly than the inner side groove 11, and the pressed mud can be easily discharged by its deformation. Therefore, the 1 st intermediate lateral groove 10 can continuously exhibit excellent mud performance for a long time.
The intermediate land portion 5 of the present embodiment is provided with, for example, an intermediate longitudinal sipe 14 extending in the tire circumferential direction. The intermediate longitudinal sipe 14 preferably extends linearly in the tire circumferential direction, for example. The intermediate longitudinal sipe 14 has, for example, a sipe width and a sipe depth that are less than those of the respective main sipes. The width W2 of the intermediate longitudinal narrow groove 14 is preferably 0.10 to 0.20 times the width of the crown main groove 4, for example. The groove depth of the intermediate longitudinal narrow groove 14 is preferably 0.40 to 0.70 times the groove depth of the crown main groove 4, for example. The inner groove 11 and the outer groove 12 of the present embodiment communicate with each other via the intermediate longitudinal narrow groove 14. Thus, the communicating portion 13 between the inner groove 11 and the outer groove 12 constitutes a part of the intermediate longitudinal narrow groove 14.
Fig. 3 shows an enlarged view of the 1 st intermediate transverse groove 10. As shown in fig. 3, the length L3 of the communication portion 13 between the inner groove 11 and the outer groove 12 in the tire circumferential direction is preferably smaller than at least the minimum groove width W3 of the inner groove 11 and the minimum groove width W4 of the outer groove 12. Such a communicating portion 13 can reliably suppress the pumping sound of the 1 st intermediate lateral groove 10.
The length L3 of the communicating portion 13 is preferably 50% or less, more preferably 30% or less, preferably 5% or more, and more preferably 10% or more of the maximum groove width W5 (the same applies hereinafter as shown in fig. 2) of the inner groove 11. Such a communicating portion 13 can improve noise performance and mud performance in a balanced manner.
The maximum groove width W6 of the outer grooves 12 is preferably 1.20 times or more the minimum groove width W4 of the outer grooves 12. Specifically, the groove width W6 is preferably 1.50 to 1.80 times the groove width W4.
In order to improve the mud performance, the inner trench 11 preferably includes a portion whose trench width increases toward the communication portion 13. The maximum groove width W5 of the inner grooves 11 is preferably 1.20 times or more the minimum groove width W3 of the inner grooves 11. Specifically, the groove width W5 is preferably 1.20 to 1.50 times the groove width W3. Such an inner gutter 11 can improve the mud performance while suppressing a decrease in the noise performance.
The inner groove 11 and the outer groove 12 are preferably inclined in the same direction with respect to the tire axial direction. The angle θ 1 between the inner groove 11 and the outer groove 12 with respect to the tire axial direction is preferably 30 to 50 °, for example. Such a 1 st intermediate lateral groove 10 can improve traction performance and cornering performance in a balanced manner when running on a muddy road.
Fig. 4 (base:Sub>A) showsbase:Sub>A sectional view taken along linebase:Sub>A-base:Sub>A of the 1 st intermediate lateral groove 10 of fig. 2. As shown in fig. 4 (a), the 1 st intermediate lateral groove 10 has a depth of, for example, 70% or more of the depth of the main groove. The 1 st intermediate lateral groove 10 has, for example, a 1 st raised portion 16 in which a groove bottom is raised in a region including the communication portion 13. This reduces the depth of the end of the inner groove 11 on the side of the communication portion 13 and the end of the outer groove 12 on the side of the communication portion 13. The communication portion 13 has a depth smaller than the outer end portion 10a of the 1 st intermediate lateral groove 10 connected to the shoulder main groove 3. The depth d2 of the 1 st raised part 16 is 0.60 to 0.75 times the maximum depth d1 of the 1 st intermediate lateral groove 10. Such a 1 st raised portion 16 can improve not only the mud performance and the noise performance but also the effect of suppressing uneven wear of the communicating portion 13.
The 1 st intermediate lateral groove 10 has a 2 nd raised portion 17 formed by raising an inner end portion 10b connected to the crown main groove 4. The 2 nd raised part 17 is preferably formed to have the same depth as the 1 st raised part 16, for example. Thereby, the inner end 10b has a smaller depth than the outer end 10 a. The 1 st intermediate lateral groove 10 having the 2 nd raised portion 17 can further reduce the pumping sound.
As shown in fig. 3, the 2 nd intermediate lateral groove 20 is provided in the intermediate land portion 5 of the present embodiment. In the present embodiment, the 1 st intermediate lateral grooves 10 and the 2 nd intermediate lateral grooves 20 are alternately provided in the tire circumferential direction. The 2 nd intermediate lateral groove 20 is formed by communicating an inner groove 21 extending outward in the tire axial direction from the crown main groove 4 and an outer groove 22 extending inward in the tire axial direction from the shoulder main groove 3 in a state of being shifted in the tire circumferential direction. The 2 nd intermediate lateral groove 20 of the present embodiment communicates the inner groove 21 and the outer groove 22 via the intermediate vertical narrow groove 14.
In the 2 nd intermediate lateral groove 20, an imaginary region in which the outer groove 22 extends in the longitudinal direction does not intersect the inner groove 21. The 2 nd intermediate lateral groove 20 generates pumping sound of a different frequency band from the 1 st intermediate lateral groove 10, and contributes to white noise of the pumping sound generated in each lateral groove.
The outer groove 22 and the inner groove 21 of the 2 nd intermediate lateral groove 20 are connected to a notch 24, and the notch 24 includes an inclined surface formed between the groove wall of the 2 nd intermediate lateral groove 20 and the tread surface of the intermediate land portion 5. The virtual region is a region in which the outer groove 12 extends in the longitudinal direction without including the notch 24.
The outer groove 22 of the 2 nd intermediate lateral groove 20 preferably has a groove width that smoothly gradually increases from the communicating portion 23 communicating with the inner groove 21 toward the shoulder main groove 3, for example. The maximum groove width W7 of the outer grooves 22 of the 2 nd intermediate lateral grooves 20 is preferably larger than the maximum groove width W6 of the outer grooves 12 of the 1 st intermediate lateral grooves 10.
Fig. 4 (B) shows a cross-sectional view taken along line B-B of the 2 nd intermediate lateral groove 20 of fig. 2. As shown in fig. 4 (b), the 2 nd intermediate lateral groove 20 has, for example, a 3 rd raised portion 26 in which a groove bottom is raised in a region including the communicating portion 23. This reduces the depth of the end of the inner groove 21 on the side of the communication portion 23 and the end of the outer groove 22 on the side of the communication portion 23. The depth d4 of the 3 rd raised part 26 is 0.60 to 0.75 times the maximum depth d3 of the 2 nd intermediate lateral groove 20.
The 2 nd intermediate lateral groove 20 has a 4 th raised portion 27 formed by raising an end portion on the tire equator C side. The 4 th raised part 27 is preferably formed to have the same depth as the 3 rd raised part 26, for example. The 2 nd intermediate lateral groove 20 having the 4 th raised part 27 can further suppress pumping sound.
The 2 nd intermediate lateral groove 20 preferably has a depth gradually increasing from the 3 rd raised portion 26 toward the tread end Te, for example. Such a 2 nd intermediate lateral furrow 20 can improve the mud performance and further whiten the pumping sound of each intermediate lateral furrow.
In addition to the above-described structure, the structure of the 1 st intermediate lateral groove 10 can be applied to the 2 nd intermediate lateral groove 20.
As shown in fig. 2, a plurality of intermediate sipes 30 and a plurality of intermediate transverse grooves 28 are preferably provided in the intermediate land portion 5 of the present embodiment, for example. In the present specification, the term "sipe" refers to a cutting groove having a width of less than 1.5 mm.
The intermediate sipes 28 are, for example, in communication with the shoulder main sipes 3 or the crown main sipes 4 at one end and interrupted in the intermediate land portions 5 at the other end. The intermediate transverse grooves 28 of the present embodiment are not connected to the intermediate longitudinal grooves 14 but are interrupted in the intermediate land portion 5. Such an intermediate furrow 28 can maintain the rigidity of the mid-land portion 5 and improve the mud performance.
The intermediate transverse grooves 28 are preferably inclined, for example, in the same direction as the first intermediate transverse grooves 10. However, the intermediate lateral grooves 28 may be inclined in the opposite direction to the first intermediate lateral grooves 10. In the present embodiment, a part of the plurality of intermediate lug grooves 28 communicating with the shoulder main groove 3 is inclined in the direction opposite to the first intermediate lug groove 10.
The intermediate lug 28 has, for example, a groove width that gradually increases toward the main groove side to be communicated. In a preferred mode, the groove depth of the intermediate latitudinal groove 28 also gradually increases toward the main groove side that communicates therewith.
The intermediate sipes 30 include, for example, a 1 st intermediate sipe 31, a 2 nd intermediate sipe 32, and a 3 rd intermediate sipe 33. The 1 st intermediate sipes 31 extend, for example, from the crown main groove 4 to the intermediate longitudinal sipes 14. The 2 nd intermediate sipes 32 extend, for example, from the shoulder main groove 3 to the intermediate longitudinal sipes 14. The 3 rd intermediate sipe 33 extends, for example, from the intermediate longitudinal sipe 14 toward the tread end Te side, and is interrupted in the intermediate land portion 5.
The 1 st intermediate sipe 31 is inclined in a direction opposite to the 1 st intermediate lateral groove 10, for example. The 1 st intermediate sipe 31 is at least partially bent. Such a 1 st intermediate sipe 31 can provide a frictional force in various directions when driving on a muddy road.
The 2 nd intermediate sipe 32 is preferably at least partially bent, for example. Thus, the 2 nd intermediate sipe 32 includes, for example, a first portion 32a extending from the intermediate longitudinal sipe 14 toward the tread end Te side, and a 2 nd portion 32b extending obliquely in a direction opposite to the 1 st intermediate lateral groove 10. Such a 2 nd intermediate sipe 32 can facilitate appropriate deformation of the intermediate land portion 5, and can suppress clogging of mud in the 1 st or 2 nd intermediate lateral groove 10 or 20 during running on a muddy road.
The 3 rd intermediate sipes 33 are preferably inclined in the opposite direction to the 1 st intermediate lateral grooves 10, for example. The 3 rd intermediate sipe 33 of the present embodiment is smoothly continuous with the 1 st intermediate sipe 31 via the intermediate longitudinal sipe 14, for example. In other words, the 1 st intermediate sipe 31 is extended toward the tread end Te side in the longitudinal direction thereof, and intersects with the end of the 3 rd intermediate sipe 33.
Fig. 5 shows an enlarged view of the shoulder land portion 6. As shown in fig. 5, the shoulder land portion 6 is provided with, for example, a plurality of shoulder lateral grooves 35, a plurality of shoulder lateral grooves 36, and a plurality of shoulder sipes 40.
The shoulder lateral groove 35 extends from the shoulder main groove 3 to the tread end Te, for example. The shoulder lateral groove 35 preferably has a groove width that gradually increases toward the tread end Te, for example. The maximum groove width W8 of the shoulder lateral groove 35 is preferably 1.50 to 2.50 times the minimum groove width W9 of the shoulder lateral groove 35. Such shoulder lateral groove 35 contributes to the exertion of excellent muddy performance.
FIG. 6 shows a cross-sectional view of shoulder cross groove 35 along line C-C. As shown in fig. 6, the shoulder lateral groove 35 has, for example, a 5 th raised portion 37 in which a groove bottom is raised at a communication portion communicating with the shoulder main groove 3. The depth d6 of the 5 th raised part 37 is preferably 0.60 to 0.75 times the maximum depth d5 of the shoulder transverse groove 35. Such shoulder lateral grooves 35 can improve noise performance and mud performance in a balanced manner.
As shown in fig. 5, the shoulder sipes 36 extend, for example, from the tread end Te toward the tire axial inner side, and are interrupted in the shoulder land portions 6. The shoulder lug groove 36 is interrupted, for example, at a position closer to the tread end Te than the center position of the shoulder land portion 6 in the tire axial direction.
The shoulder land portion 6 is divided into a 1 st shoulder block 38 adjacent to the 1 st intermediate lateral groove 10 and a 2 nd shoulder block 39 adjacent to the 2 nd intermediate lateral groove 20 by the shoulder lateral groove 35. The 1 st shoulder block 38 and the 2 nd shoulder block 39 are provided with shoulder sipes 40 in different arrangements from each other.
The shoulder sipes 40 include, for example, a 1 st shoulder sipe 41 and a 2 nd shoulder sipe 42 disposed in the 1 st shoulder block 38. The 1 st shoulder sipe 41 extends from the shoulder main groove 3 toward the tread end Te side, and is interrupted in the shoulder land portion 6. The 2 nd shoulder sipe 42 extends from the shoulder sipe 36 toward the tire equator C side, and is interrupted in the shoulder land portion 6.
Each of the 1 st shoulder sipe 41 and the 2 nd shoulder sipe 42 preferably has, for example, one or more bent portions. The 1 st shoulder sipe 41 and the 2 nd shoulder sipe 42 of the present embodiment each include two bent portions. Such sipes can provide frictional force in multiple directions when driving on a muddy road.
The shoulder sipes 40 include, for example, a 3 rd shoulder sipe 43 and a 4 th shoulder sipe 44 disposed in the 2 nd shoulder block 39. The 3 rd shoulder sipe 43 extends from the shoulder main groove 3 toward the tread end Te side, and is interrupted in the shoulder land portion 6. The 4 th shoulder sipe 44 extends from the shoulder sipe 36 toward the tire equator C side, and is interrupted in the shoulder land portion 6. In the present embodiment, the 3 rd shoulder sipe 43 has one bent portion, and the 4 th shoulder sipe 44 extends linearly.
The total length of the 1 st shoulder sipe 41 and the 2 nd shoulder sipe 42 is preferably 1.10 to 1.30 times the total length of the 3 rd shoulder sipe 43 and the 4 th shoulder sipe 44. This makes the pumping noise when the 1 st shoulder block 38 and the 2 nd shoulder block 39 are grounded white, thereby improving the noise performance.
The interruption end in the land portion of each shoulder sipe 40 is preferably separated from the groove edge of the other groove by 6mm or more. This improves the wear resistance of the shoulder land portion 6.
Fig. 7 shows an enlarged view of the crown land portion 7. As shown in fig. 7, for example, a plurality of crown sipes 51 and a plurality of crown sipes 50 are provided in the crown land portion 7.
The crown sipes 50 extend, for example, obliquely from each of the crown main grooves 4 toward the tire equator C side, and are interrupted in the crown land portion 7. The crown sipe 50 in this embodiment is not interrupted across the tire equator C.
The crown sipes 50 are inclined, for example, in the same direction as the 1 st intermediate transverse groove 10. The angle θ 2 of the crown sipe 50 with respect to the tire axial direction is preferably larger than the angle θ 1 of the 1 st intermediate sipe 10 with respect to the tire axial direction, for example. Specifically, the angle θ 2 is preferably 60 to 75 °, for example. Such crown sipes 50 can improve cornering performance when running on muddy roads.
In order to further improve the mud performance, it is preferable that the end of the crown transverse groove 50 intersect at least a part of the end of the 1 st or 2 nd intermediate transverse groove 10 or 20 in a region extending parallel to the axial direction of the tire.
The crown sipes 50 are preferably such that the groove width gradually increases toward the crown main groove 4 side. The crown sipes 50 preferably have a groove depth that also gradually increases toward the crown main groove 4 side. Such crown sipes 50 maintain the rigidity of the crown land portion 7, and exert the above-described effects.
The crown sipes 51 extend, for example, obliquely from each crown main groove 4 toward the tire equator C side, and are interrupted in the crown land portion 7. The crown sipe 51 of the present embodiment does not penetrate the tire equator C, for example, but is interrupted at a position closer to the tread end Te than the adjacent crown sipes 50 in the tire circumferential direction. The crown sipes 51 are preferably inclined in the opposite direction to the crown sipes 50, for example. Such crown sipes 51 can provide frictional force in a direction different from that of the crown grooves 50, thereby improving the muddy performance.
Although the tire according to the embodiment of the present invention has been described in detail above, the present invention is not limited to the above specific embodiment, and can be carried out in various modified embodiments.
A pneumatic tire having the basic pattern of fig. 1 and having a size of 195/80R15 was prototyped. As a comparative example, a pneumatic tire in which the intermediate lateral groove linearly extends with a constant groove width as shown in fig. 8 was tried out. The mud and noise performance of each test tire was tested. The common specification and test method of each test tire are as follows.
Mounting a rim: 15X 5.5JJ
Tire internal pressure: 180KPa
Testing the vehicle: four-wheel drive vehicle with exhaust volume of 660cc
Tire mounting position: all-wheel
< mud Performance >
The driving performance when the test vehicle was driven on a muddy road was evaluated in terms of the driver's senses. The results are shown by a score of 100 in comparative example, and the larger the numerical value, the more excellent the mud performance.
< noise Performance >
The in-vehicle noise was measured when the test vehicle was driven on a dry road at a speed of 100 km/h. The results are expressed as an index with the value of comparative example being 100, and the smaller the value, the better the noise in the vehicle is.
The results of the tests are shown in table 1.
[ TABLE 1 ]
As a result of the test, it was confirmed that the tires of the examples maintained noise performance and exhibited excellent mud performance.
Claims (9)
1. A tire having a tread portion,
said tyre being characterized in that it is provided with a tread band,
the tread portion includes: a tire shoulder main groove on the end side of the tire tread, a tire crown main groove on the tire equator side, and an intermediate land part divided between the tire shoulder main groove and the tire crown main groove,
the middle land part is provided with a 1 st middle transverse ditch,
the 1 st intermediate lateral groove is formed by interconnecting an inner groove extending from the crown main groove to the outer side in the tire axial direction and an outer groove extending from the shoulder main groove to the inner side in the tire axial direction in a state of being shifted in the tire circumferential direction,
the groove width of the outer groove smoothly gradually increases from a communicating portion communicating with the inner groove toward the shoulder main groove,
a length of the communication portion in the tire circumferential direction is smaller than a minimum groove width of the inner groove and a minimum groove width of the outer groove,
the 1 st middle transverse groove is provided with an inner end part connected with the crown main groove and an outer end part connected with the tire shoulder main groove,
the inner end has a smaller depth than the outer end.
2. The tire according to claim 1,
the length of the communication portion in the tire circumferential direction is 30% or less of the groove width of the inner groove.
3. Tire according to claim 1 or 2,
a middle longitudinal sipe extending in the tire circumferential direction is provided in the middle land portion,
the medial sulcus and the lateral sulcus communicate via the intermediate longitudinal sulcus.
4. Tire according to claim 1 or 2,
the maximum groove width of the outer groove is 1.20 times or more the minimum groove width of the outer groove.
5. Tire according to claim 1 or 2,
the inner groove includes a portion whose groove width increases toward the communication portion.
6. Tire according to claim 5,
the maximum groove width of the inner groove is 1.20 times or more the minimum groove width of the inner groove.
7. Tire according to claim 1 or 2,
a 2 nd middle transverse ditch is arranged on the middle land part,
the 2 nd intermediate lateral groove is formed by communicating an inner groove extending from the crown main groove to the outer side in the tire axial direction and an outer groove extending from the shoulder main groove to the inner side in the tire axial direction in a state of being staggered in the tire circumferential direction,
in the 2 nd intermediate lateral groove, a virtual region in which the outer groove of the 2 nd intermediate lateral groove extends in the longitudinal direction thereof does not intersect with the inner groove of the 2 nd intermediate lateral groove.
8. The tire according to claim 7,
the outer side groove of the 2 nd middle transverse groove is connected with a notch part which comprises an inclined part formed between the groove wall of the outer side groove of the 2 nd middle transverse groove and the tread of the middle land part,
the virtual region is a region in which the outer groove of the 2 nd intermediate lateral groove extends in the longitudinal direction thereof without including the notch portion.
9. Tire according to claim 1 or 2,
the communication portion has a depth smaller than the outer end portion.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018-033466 | 2018-02-27 | ||
| JP2018033466A JP7052412B2 (en) | 2018-02-27 | 2018-02-27 | tire |
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| Publication Number | Publication Date |
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| CN110194030A CN110194030A (en) | 2019-09-03 |
| CN110194030B true CN110194030B (en) | 2023-01-24 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910003988.XA Active CN110194030B (en) | 2018-02-27 | 2019-01-03 | Tyre for vehicle wheels |
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| JP (1) | JP7052412B2 (en) |
| CN (1) | CN110194030B (en) |
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| JP2021091298A (en) * | 2019-12-10 | 2021-06-17 | 住友ゴム工業株式会社 | tire |
| JP6947244B1 (en) * | 2020-05-07 | 2021-10-13 | 住友ゴム工業株式会社 | tire |
| JP2022128121A (en) | 2021-02-22 | 2022-09-01 | 住友ゴム工業株式会社 | tire |
| CN117048250B (en) * | 2023-08-28 | 2024-02-13 | 山东玲珑轮胎股份有限公司 | Energy-saving tyre production device |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103223824A (en) * | 2012-01-26 | 2013-07-31 | 住友橡胶工业株式会社 | Pneumatic tire |
| CN104002622A (en) * | 2013-02-26 | 2014-08-27 | 住友橡胶工业株式会社 | Pneumatic tire |
| CN104044406A (en) * | 2013-03-15 | 2014-09-17 | 住友橡胶工业株式会社 | Pneumatic tire |
| JP2016043893A (en) * | 2014-08-26 | 2016-04-04 | 住友ゴム工業株式会社 | Pneumatic tire for heavy load |
| JP2016107842A (en) * | 2014-12-06 | 2016-06-20 | 住友ゴム工業株式会社 | Pneumatic tire |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP4525727B2 (en) | 2007-10-23 | 2010-08-18 | 横浜ゴム株式会社 | Pneumatic tire |
| JP6142930B1 (en) | 2016-01-14 | 2017-06-07 | 横浜ゴム株式会社 | Pneumatic tire |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103223824A (en) * | 2012-01-26 | 2013-07-31 | 住友橡胶工业株式会社 | Pneumatic tire |
| CN104002622A (en) * | 2013-02-26 | 2014-08-27 | 住友橡胶工业株式会社 | Pneumatic tire |
| CN104044406A (en) * | 2013-03-15 | 2014-09-17 | 住友橡胶工业株式会社 | Pneumatic tire |
| JP2016043893A (en) * | 2014-08-26 | 2016-04-04 | 住友ゴム工業株式会社 | Pneumatic tire for heavy load |
| JP2016107842A (en) * | 2014-12-06 | 2016-06-20 | 住友ゴム工業株式会社 | Pneumatic tire |
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| CN110194030A (en) | 2019-09-03 |
| JP7052412B2 (en) | 2022-04-12 |
| JP2019147473A (en) | 2019-09-05 |
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