JP2003154811A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JP2003154811A JP2003154811A JP2001351392A JP2001351392A JP2003154811A JP 2003154811 A JP2003154811 A JP 2003154811A JP 2001351392 A JP2001351392 A JP 2001351392A JP 2001351392 A JP2001351392 A JP 2001351392A JP 2003154811 A JP2003154811 A JP 2003154811A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- ground contact
- pneumatic tire
- width direction
- braking
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、空気入りタイヤに
関し、更に詳しくは、湿潤路面におけるＡＢＳ（アンチ
ロックブレーキシステム）制動性能を一層有効に発揮可
能にするような空気入りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire that can more effectively exhibit ABS (antilock brake system) braking performance on a wet road surface.
【０００２】[0002]
【従来の技術】湿潤路面で車両を運転中に、急ブレーキ
を踏んだ場合、タイヤがロックして横滑り等を生じ、ハ
ンドル操作が利かなくなって事故につながることがあっ
た。2. Description of the Related Art When a vehicle is suddenly braked on a wet road surface, the tires are locked and skid or the like, resulting in an inability to operate the steering wheel and an accident.
【０００３】このように湿潤路面で急ブレーキを踏んだ
場合、ハンドルのコントロールが利かなくなる現象を防
止する対策として、アンチロックブレーキシステム（以
下ＡＢＳという）が開発されている。An anti-lock brake system (hereinafter referred to as ABS) has been developed as a measure to prevent the steering wheel from losing control when a sudden brake is applied on a wet road surface.
【０００４】このＡＢＳは、急ブレーキ時のタイヤを完
全にロックさせず、５〜１５％程度のスリップ率になる
ようにタイヤを路面に対して滑らせることにより、タイ
ヤと路面との摩擦係数が最も大きくなるように維持し、
ハンドルのコントロール性を保持しながら停止させる機
構である。This ABS does not completely lock the tire at the time of sudden braking, but slides the tire on the road surface so that the slip ratio becomes about 5 to 15%, so that the friction coefficient between the tire and the road surface is reduced. Keep it to be the largest,
It is a mechanism to stop while maintaining the controllability of the handle.
【０００５】しかし、このＡＢＳは、ハンドルのコント
ロール性を維持しながら停止を可能にする反面、上記の
ように一定のスリップ率を許容しながら制御する方法で
あるため、制動停止距離が長くなるという問題があっ
た。However, while this ABS makes it possible to stop while maintaining controllability of the steering wheel, it is a method of controlling while allowing a certain slip ratio as described above, so the braking stop distance becomes long. There was a problem.
【０００６】従来、この問題を解決するため、トレッド
面の単位面積当りの周方向剛性および周方向単位長さ当
りのトレッドパターンのエッジのタイヤ軸方向に投影し
た幅方向成分の合計長さを所定の範囲に規定した空気入
りタイヤを使用するという提案があった。しかしなが
ら、この提案では、必ずしもＡＢＳ制御機構による制動
停止距離を短くするとはいえず、特に高速走行からの制
動時にその傾向が顕著に現れた。Conventionally, in order to solve this problem, the circumferential rigidity per unit area of the tread surface and the total length of the width direction component of the edge of the tread pattern projected in the tire axial direction per unit length in the circumferential direction are predetermined. There was a proposal to use a pneumatic tire specified in the range of. However, with this proposal, it cannot be said that the braking stop distance by the ABS control mechanism is necessarily shortened, and this tendency is particularly remarkable when braking from high speed running.
【０００７】[0007]
【発明が解決しようとする課題】本発明の目的は、湿潤
路面におけるＡＢＳ（アンチロックブレーキシステム）
制動機構による制動距離を一層短縮可能にする空気入り
タイヤを提供することにある。SUMMARY OF THE INVENTION An object of the present invention is to provide ABS (anti-lock braking system) on wet road surface.
It is an object of the present invention to provide a pneumatic tire that can further reduce the braking distance by the braking mechanism.
【０００８】[0008]
【課題を解決するための手段】上記目的を達成する本発
明の空気入りタイヤは、トレッド面にタイヤ周方向に延
びる主溝とタイヤ幅方向に延びるラグ溝もしくはラグ溝
とサイプとにより形成されるトレッドパターンを有する
空気入りタイヤにおいて、前記トレッド面の接地領域内
におけるタイヤ幅方向のエッジの合計長さＬｅが１５０
０〜３０００ｍｍであり、該接地領域の単位面積（１ｃ
ｍ2 ）あたりの周方向剛性Ｃｘが５〜８Ｎ／ｍｍである
ことを特徴とする。A pneumatic tire of the present invention that achieves the above object is formed on a tread surface with a main groove extending in the tire circumferential direction and a lug groove extending in the tire width direction or a lug groove and a sipe. In a pneumatic tire having a tread pattern, the total length Le of the edges in the tire width direction in the ground contact area of the tread surface is 150.
0 to 3000 mm, and the unit area (1c
The circumferential rigidity Cx per m 2 ) is 5 to 8 N / mm.
【０００９】このように、トレッド面の接地領域内にお
けるタイヤ幅方向のエッジの合計長さＬｅを１５００〜
３０００ｍｍとし、該接地領域の単位面積（１ｃｍ2 ）
あたりの周方向剛性Ｃｘを５〜８Ｎ／ｍｍとしたため、
湿潤路面におけるＡＢＳ制動機構による制動停止距離に
影響を与える接地領域内のエッジ成分長さを規定し、周
方向剛性を最適化したことにより、ＡＢＳ制動機構によ
る制動距離を一層短縮可能にすることができる。As described above, the total length Le of the edges in the tire width direction in the ground contact area of the tread surface is 1500 to
Unit area of the grounding area (1 cm 2 )
Since the circumferential rigidity Cx of the circumference is set to 5 to 8 N / mm,
It is possible to further shorten the braking distance by the ABS braking mechanism by defining the edge component length in the ground contact area that affects the braking stop distance by the ABS braking mechanism on the wet road surface and optimizing the circumferential rigidity. it can.
【００１０】[0010]
【発明の実施の形態】以下、本発明の構成について添付
の図面を参照しながら詳細に説明する。DETAILED DESCRIPTION OF THE INVENTION The configuration of the present invention will be described in detail below with reference to the accompanying drawings.
【００１１】図１は本発明の空気入りタイヤのトレッド
面の平面図である。FIG. 1 is a plan view of the tread surface of the pneumatic tire of the present invention.
【００１２】図１において、トレッド面にはタイヤ周方
向に延びる主溝１によりタイヤ幅方向中央にリブ３が形
成され、その両外側に主溝１とタイヤ幅方向に延びるラ
グ溝２によりブロック４が区画形成されている。さらに
各ブロック４にはタイヤ幅方向に延びるサイプ５が設け
られている。In FIG. 1, a rib 3 is formed in the center of the tire width direction on the tread surface by a main groove 1 extending in the tire circumferential direction, and a block 4 is formed on both outer sides of the rib 3 by a main groove 1 and a lug groove 2 extending in the tire width direction. Are sectioned. Further, each block 4 is provided with sipes 5 extending in the tire width direction.
【００１３】また、７はタイヤが路面に接地したときの
接地領域であり、Ｗはその接地領域７の接地幅、ａは接
地長さである。この接地領域７は、タイヤを正規リムに
リム組みし、正規内圧を充填すると共に正規荷重を負荷
して平面状の路面に接地したときの領域である。Further, 7 is a ground contact area when the tire is grounded on the road surface, W is a contact width of the contact area 7, and a is a contact length. The ground contact area 7 is an area when the tire is assembled on a regular rim, is filled with a regular internal pressure, and is loaded with a regular load to be ground on a flat road surface.
【００１４】本発明の空気入りタイヤは、上記のように
形成されたトレッドパターンにおいてラグ溝２およびサ
イプ５によりブロック４に形成されたタイヤ幅方向のエ
ッジ６の、接地領域７内に存在する合計長さＬｅ（接地
領域内でのタイヤ幅方向のエッジ６の長さの総和）が、
１５００ｍｍ〜３０００ｍｍであるように設定されてい
る。ここで、タイヤ幅方向のエッジとは、ブロック又は
サイプにより形成されたエッジの内、タイヤ幅方向成分
を有するエッジ、つまり全てのエッジからタイヤ周方向
に延びるエッジを除いた残りのエッジのことをいう。In the pneumatic tire of the present invention, in the tread pattern formed as described above, the tire width direction edges 6 formed on the block 4 by the lug grooves 2 and the sipes 5 are present in the ground contact area 7 in total. The length Le (sum of the lengths of the edges 6 in the tire width direction in the ground contact area) is
It is set to be 1500 mm to 3000 mm. Here, the edge in the tire width direction, among the edges formed by blocks or sipes, an edge having a tire width direction component, that is, the remaining edges excluding the edges extending in the tire circumferential direction from all edges. Say.
【００１５】また、Ｌｅは、次の式（１）により定義さ
れる。
Ｌｅ＝Ｌ×（ａ／Ｌｔ）・・・（１）
但し、
Ｌ：接地幅Ｗ内に存在するタイヤ幅方向のエッジのタイ
ヤ全周の合計長さ、
ａ：接地領域の接地長さ、
Ｌｔ：タイヤ外周長さ、
で定義される。Further, Le is defined by the following equation (1). Le = L × (a / Lt) (1) However, L: total length of the entire tire circumference of the edge in the tire width direction existing in the ground contact width W, a: ground contact length of the ground contact area, Lt : Tire outer circumference length is defined as.
【００１６】つまり、接地領域内におけるタイヤ幅方向
のエッジの合計長さＬｅは、接地幅Ｗ内のタイヤ全周に
亘るタイヤ幅方向のエッジの合計長さ（各エッジ長さの
総和）にタイヤ外周長さに対する接地長さの比を掛ける
ことにより得られる値である。That is, the total length Le of the edges in the tire width direction within the ground contact area is equal to the total length of the edges in the tire width direction over the entire circumference of the tire within the ground contact width W (sum of each edge length). It is a value obtained by multiplying the ratio of the contact length to the outer peripheral length.
【００１７】更に、本発明の空気入りタイヤは、上記接
地領域７におけるトレッド面の単位面積（１ｃｍ2 ）当
りの周方向剛性Ｃｘ（Ｎ／ｍｍ）が、５〜８Ｎ／ｍｍで
あるように設定されている。Further, in the pneumatic tire of the present invention, the circumferential rigidity Cx (N / mm) per unit area (1 cm 2 ) of the tread surface in the ground contact area 7 is set to be 5 to 8 N / mm. Has been done.
【００１８】ここでＣｘは次の（２）式で定義される。
Ｃｘ＝〔ΣＣｉ×［１−２ｎ×０．２１２×｛０．２６３×（ｈｓ／ｈ）＋０．
５２９｝6 ］〕／Ｓ・・・（２）
但し、
Ｃｉ：接地領域内のブロック及びリブの周方向剛性、
Ｓ：接地領域の接地面積、
ｈ：ブロックまたはリブの溝底から表面までの高さ、
ｈｓ：サイプの深さ、
ｎ：サイプの本数、
そして、上記周方向剛性Ｃｉは、次の（３）式で算出さ
れる。
Ｃｉ＝１／（ｈ3 ／３ＥＩ＋ｈ／ＡＧ）・・・（３）
但し、
Ｅ：トレッドゴムのヤング率、
Ｇ：トレッドゴムのせん断弾性率（Ｇ＝Ｅ／３）、
Ｉ：ブロックまたはリブの断面２次モーメント、
Ａ：ブロックまたはリブの断面積、
で定義される。ここで、リブの周方向剛性Ｃｉを計算す
る場合には「ｈ」を「（１／２）ｈ」とする。Here, Cx is defined by the following equation (2). Cx = [ΣCi × [1-2n × 0.212 × {0.263 × (hs / h) +0. 529} 6 ]] / S ... (2) where Ci: circumferential rigidity of blocks and ribs in the grounding area, S: grounding area of the grounding area, h: height from the groove bottom of the block or rib to the surface Hs: depth of sipes, n: number of sipes, and the circumferential rigidity Ci is calculated by the following equation (3). Ci = 1 / (h 3 / 3EI + h / AG) (3) However, E: Young's modulus of tread rubber, G: Shear elastic modulus of tread rubber (G = E / 3), I: Block or rib Second moment of area, A: cross-sectional area of block or rib. Here, when calculating the circumferential rigidity Ci of the rib, “h” is set to “(1/2) h”.
【００１９】つまり、単位面積当りの周方向剛性Ｃｘ
は、接地領域内のブロックまたはリブのそれぞれの周方
向剛性の総和を、接地面積Ｓで割ることにより求められ
る値である。That is, the circumferential rigidity Cx per unit area
Is a value obtained by dividing the sum of the circumferential rigidity of each block or rib in the ground contact area by the ground contact area S.
【００２０】上述のように、接地領域７内でのタイヤ幅
方向のエッジの合計長さＬｅ及びトレッド面の単位面積
（１ｃｍ2 ）当りの周方向剛性Ｃｘを規定したことによ
り、後述の実施例のデータから明らかなように、ＡＢＳ
制動装置を備えた車両で制動したときの湿潤路面での摩
擦係数を大きくし、ＡＢＳ制動機構による制動距離を一
層短縮可能にすることができる。As described above, the total length Le of the edges in the tire width direction within the ground contact area 7 and the circumferential rigidity Cx per unit area (1 cm 2 ) of the tread surface are defined, so that the embodiments described later will be described. As is clear from the data in
It is possible to increase the coefficient of friction on the wet road surface when the vehicle is equipped with a braking device and to further reduce the braking distance by the ABS braking mechanism.
【００２１】接地領域内のタイヤ幅方向のエッジの合計
長さＬｅが１５００ｍｍより小さいと、制動に必要なエ
ッジ成分が足りなくなりエッジ効果が不足するため制動
停止距離が長くなり、３０００ｍｍを超えると、エッジ
長さとしては十分になるがブロック剛性が低下するた
め、ブロックの変形が大きくなり十分なエッジ効果を発
揮できないため好ましくない。When the total length Le of the edges in the tire width direction in the ground contact area is less than 1500 mm, the edge component required for braking is insufficient and the edge effect is insufficient, so that the braking stop distance becomes long and when it exceeds 3000 mm, Although the edge length is sufficient, the rigidity of the block is reduced, the deformation of the block is increased, and the sufficient edge effect cannot be exhibited, which is not preferable.
【００２２】また、制動時には、タイヤが制動力を受け
て、ブロックに剪断力が加わると、ブロックのタイヤ進
行方向側のエッジの地面との接触圧が局所的に高くな
り、ブロックのタイヤ進行方向と逆方向側のエッジの地
面との接触圧は低下する。そして実際には、地面との接
触圧の高いエッジ部分が制動効果に寄与するため、後述
の実施例のデータより、接触圧の高いエッジ部分の長さ
が長いほうが、制動距離が短くなることになる。Further, during braking, when the tire receives a braking force and a shearing force is applied to the block, the contact pressure of the edge of the block on the tire advancing direction side with the ground locally increases, and the block advancing direction. The contact pressure of the edge on the opposite side to the ground decreases. And, in reality, since the edge portion having a high contact pressure with the ground contributes to the braking effect, the longer the edge portion having a high contact pressure is, the shorter the braking distance is, according to the data of the examples described later. Become.
【００２３】単位面積当りの周方向剛性Ｃｘが５Ｎ／ｍ
ｍより小さい場合は、ブロックの変形が大きくなり、湿
潤路面での十分なエッジ効果を発揮することができず、
ＡＢＳ制動機構による制動距離が長くなるため好ましく
ない。また周方向剛性Ｃｘが８Ｎ／ｍｍより大きい場合
は、ラグ溝やサイプ長さが短くなる傾向にあり、制動時
のブロック変形が小さくなるため、十分なエッジ効果を
得ることができず好ましくない。さらに騒音性能、乗心
地性能にも悪影響がでるため好ましくない。The circumferential rigidity Cx per unit area is 5 N / m.
If it is smaller than m, the deformation of the block becomes large, and it is not possible to exert a sufficient edge effect on a wet road surface,
This is not preferable because the braking distance by the ABS braking mechanism becomes long. Further, when the circumferential rigidity Cx is larger than 8 N / mm, the lug groove and the sipe length tend to be short, and block deformation during braking becomes small, so that a sufficient edge effect cannot be obtained, which is not preferable. Furthermore, noise performance and riding comfort performance are also adversely affected, which is not preferable.
【００２４】上記実施形態では、リブがトレッド中央に
設けられたブロックパターンの空気入りタイヤを例に説
明したが、本発明はリブを設けないブロックパターンの
空気入りタイヤにも適用される。また、サイプを設けな
い場合にも適用され、この場合には、（３）式でｎ＝０
とすればよい。In the above embodiment, the pneumatic tire having a block pattern in which the rib is provided at the center of the tread has been described as an example, but the present invention is also applied to a pneumatic tire having a block pattern in which no rib is provided. Further, it is also applied when the sipes are not provided, and in this case, n = 0 in the equation (3).
And it is sufficient.
【００２５】[0025]
【実施例】実施例１〜５、比較例１〜６、従来例
タイヤサイズは２０５／６５Ｒ１５ ９４Ｈで共通に
し、接地領域内の単位面積当りの周方向剛性Ｃｘおよび
接地領域内タイヤ幅方向のエッジの合計長さＬｅを表１
のようにした空気入りタイヤ（実施例１〜５、比較例１
〜６、従来例）を製作した。EXAMPLES Examples 1 to 5, Comparative Examples 1 to 6, Conventional Example Tire size is commonly 205 / 65R15 94H, circumferential rigidity Cx per unit area in the ground contact area, and edge in the tire width direction in the ground contact area. Table 1 shows the total length Le of
Pneumatic tires (Examples 1 to 5, Comparative Example 1)
.About.6, conventional example) were manufactured.
【００２６】これら１２種類のタイヤをＪＡＴＭＡ標準
リムにリム組みし、２００ｋＰａの空気圧で排気量３０
００ｃｃのＡＢＳ機構付き乗用車に装着して、水深２ｍ
ｍに保たれた湿潤路で、以下に示す方法でＡＢＳ制動停
止距離を測定した。These 12 kinds of tires are assembled on a JATMA standard rim, and the displacement is 30 at an air pressure of 200 kPa.
Installed on a passenger car with an ABS mechanism of 00 cc, the water depth is 2 m
The ABS braking stop distance was measured by the following method on a wet road maintained at m.
【００２７】制動停止距離測定方法
初速１００ｋｍ／ｈから停止するまでの停止距離を５回
測定し、最大値と最小値を除いた３回の平均値を停止距
離とし、この停止距離の逆数を、従来例の逆数を１００
とする指数値で示した。この指数値が大きい程制動性能
が優れている。この結果を表１に示す。Brake stop distance measuring method The stop distance from the initial speed of 100 km / h to the stop is measured 5 times, the average value of 3 times excluding the maximum value and the minimum value is taken as the stop distance, and the reciprocal of this stop distance is The reciprocal of the conventional example is 100
It was shown by the index value. The larger this index value, the better the braking performance. The results are shown in Table 1.
【００２８】[0028]
【表１】
表１から明らかなように、本発明の構成からなるタイヤ
（実施例１〜５）は制動停止距離が短く、高速走行時の
湿潤路面におけるＡＢＳ制動性能に優れていることがわ
かる。[Table 1] As is clear from Table 1, the tires (Examples 1 to 5) having the configuration of the present invention have a short braking stop distance and are excellent in ABS braking performance on a wet road surface during high speed running.
【００２９】[0029]
【発明の効果】上述したように本発明の空気入りタイヤ
によれば、トレッド面の接地領域内におけるタイヤ幅方
向のエッジの合計長さＬｅを１５００〜３０００ｍｍと
し、トレッド面の単位面積（１ｃｍ2 ）あたりの周方向
剛性Ｃｘを５〜８Ｎ／ｍｍとしたため、ＡＢＳ制動機構
による湿潤路面における制動停止距離に影響を与える、
接地領域内のエッジ成分長さを規定し、周方向剛性を最
適化したことにより、高速走行時に湿潤路で優れたＡＢ
Ｓ制動性能を発揮することができる。As described above, according to the pneumatic tire of the present invention, the total length Le of the edges in the tire width direction in the ground contact area of the tread surface is set to 1500 to 3000 mm, and the unit area of the tread surface (1 cm 2 ), The circumferential rigidity Cx is set to 5 to 8 N / mm, which affects the braking stop distance on the wet road surface by the ABS braking mechanism.
By defining the length of the edge component in the contact area and optimizing the rigidity in the circumferential direction, excellent AB on wet roads at high speeds
S braking performance can be exhibited.
【図１】本発明の空気入りタイヤに設けられるトレッド
パターンの一例を示す平面図である。FIG. 1 is a plan view showing an example of a tread pattern provided on a pneumatic tire of the present invention.
１ 主溝 ２ ラグ溝 ３ リブ ４ ブロック ５ サイプ ６ エッジ ７ 接地領域 1 main groove 2 lug groove 3 ribs 4 blocks 5 sipes 6 edges 7 ground area
Claims (3)
とタイヤ幅方向に延びるラグ溝もしくはラグ溝とサイプ
とにより形成されるトレッドパターンを有する空気入り
タイヤにおいて、前記トレッド面の接地領域内における
タイヤ幅方向のエッジの合計長さＬｅが１５００〜３０
００ｍｍであり、該接地領域の単位面積（１ｃｍ2 ）あ
たりの周方向剛性Ｃｘが５〜８Ｎ／ｍｍである空気入り
タイヤ。1. A pneumatic tire having a tread pattern formed on a tread surface by a main groove extending in the tire circumferential direction and a lug groove extending in the tire width direction, or a lug groove and a sipe, in a ground contact area of the tread surface. The total length Le of the edges in the tire width direction is 1500 to 30.
A pneumatic tire having a ground contact area of 00 mm and a circumferential rigidity Cx per unit area (1 cm 2 ) of the ground contact area of 5 to 8 N / mm.
とするパターンである請求項１に記載の空気入りタイ
ヤ。2. The pneumatic tire according to claim 1, wherein the tread pattern is a block-based pattern.
に記載の空気入りタイヤ。3. A rib at the center of the tread surface.
Pneumatic tire described in.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001351392A JP3894777B2 (en) | 2001-11-16 | 2001-11-16 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001351392A JP3894777B2 (en) | 2001-11-16 | 2001-11-16 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2003154811A true JP2003154811A (en) | 2003-05-27 |
| JP3894777B2 JP3894777B2 (en) | 2007-03-22 |
Family
ID=19163711
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001351392A Expired - Fee Related JP3894777B2 (en) | 2001-11-16 | 2001-11-16 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3894777B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9387729B2 (en) | 2010-08-25 | 2016-07-12 | Bridgestone Corporation | Pneumatic tire |
-
2001
- 2001-11-16 JP JP2001351392A patent/JP3894777B2/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9387729B2 (en) | 2010-08-25 | 2016-07-12 | Bridgestone Corporation | Pneumatic tire |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3894777B2 (en) | 2007-03-22 |
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