JP2004224268A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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Publication number
JP2004224268A
JP2004224268A JP2003016451A JP2003016451A JP2004224268A JP 2004224268 A JP2004224268 A JP 2004224268A JP 2003016451 A JP2003016451 A JP 2003016451A JP 2003016451 A JP2003016451 A JP 2003016451A JP 2004224268 A JP2004224268 A JP 2004224268A
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Japan
Prior art keywords
tire
tread
circumferential groove
pneumatic tire
groove
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JP2003016451A
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JP4437888B2 (en
Inventor
Takumi Inoue
匠 井上
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Bridgestone Corp
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Bridgestone Corp
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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
    • B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation
    • 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
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1369—Tie bars for linking block elements and bridging the groove

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

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire allowing an increase in wear performance without deteriorating heating durability. <P>SOLUTION: A first circumferential groove 16 and a second circumferential groove 18 are formed in a tread 12 to reduce heating at groove formed portions. Also, since the surface area of the tread 12 is increased, heat can be easily radiated and the heating durability can be increased. Though first blocks 20 on both sides of the first circumferential groove 16 receive rotating forces M and mutually approaching forces F immediately before ground contact, since the first right and left first blocks 20 are connected to each other through a bridge 24 on both sides of a tire equatorial plane CL, the deformation of the first blocks 20 immediately before ground contact can be suppressed. Accordingly, in kicking out, the slippage (on road surface) of the first blocks 20 is small and the wear of the first blocks 20 can be suppressed. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は、ブロックパターンを有する空気入りタイヤにかかり、特に、摩耗寿命と発熱耐久性を向上させてタイヤ寿命を向上できる空気入りタイヤに関する。
【０００２】
【従来の技術】
ブロックパターンを有する重荷重用の空気入りタイヤにおいて、耐摩耗性を向上させる手段として、ブロックの剛性を上げることが一般的に行われている。
【０００３】
ブロックの剛性を上げる手段として、例えば、（１）タイバー等でブロック同士を連結する（例えば、特許文献１参照）、（２）溝壁（ブロック側壁）を寝せる（踏面に立てた法線に対する角度を大きくする（例えば、特許文献２参照）等がある。
【０００４】
【特許文献１】
特開２０００−２７７８１６号公報
【特許文献２】
特開平１１−７８４２３号公報
【０００５】
【発明が解決しようとする課題】
しかしながら、元になるブロックパターンに上記のような手段を加えると、何れもゴム体積が大幅に増加し、発熱耐久性を悪化させる原因となる。
【０００６】
本発明は、上記問題を解決すべく成されたもので、ゴムの体積増加を最小限に留め、発熱耐久性を悪化させることなく摩耗性能を向上させることのできる空気入りタイヤを提供することが目的である。
【０００７】
【課題を解決するための手段】
発明者がタイヤの変形について種々実験調査した結果、トレッド中央部を回転軸に直角な断面で見ると図１３（Ａ）に示すような偏心変形を生じ、ショルダー部を回転軸に直角な断面で見ると図１３（Ｂ）に示すような変形を生じており、そのため、回転軸に沿った断面でタイヤを見ると、踏込み部に近づくにしたがって図１３（Ｃ）に示すような変形が発生することが判明した（なお、図１３において、実線は変形前、２点鎖線は変形後を示す。）。
【０００８】
その結果、トレッド踏面では、図１２のトレッド平面図に示すように、トレッド中央付近の第１のブロック２０においては、踏み込む直前において、矢印Ｍで示す回転する変形、その後、矢印Ｆで示すタイヤ赤道面ＣＬ側への変形が生じる（なお、図１２において、矢印Ａ方向は、タイヤ回転方向を示している。）。
【０００９】
そして、このような変形直後に接地が始まるため、回転を生じた第１のブロック２０は、接地面内でそのままの状態を維持し、蹴り出し端付近で一気に元の形に戻るため、踏面が路面に対して大きく滑ることになり、摩耗が非常に悪化していることが判明した。
【００１０】
請求項１に記載の発明は上記事実に鑑みてなされたものであって、ショルダー部からタイヤ赤道面へ向って延び、タイヤ周方向に間隔をあけて設けられた複数のラグ溝と、トレッド中央領域に配置されたタイヤ周方向に沿って延びる第１の周方向溝と、で区画された複数の陸部をトレッドに備えた空気入りタイヤであって、前記第１の周方向溝を挟んでタイヤ幅方向に隣接する陸部同士を連結する連結部を有している、ことを特徴としている。
【００１１】
次に、請求項１に記載の空気入りタイヤの作用を説明する。
【００１２】
ショルダー部からタイヤ赤道面へ向って延びるラグ溝をタイヤ周方向に間隔をあけて複数設けたラグ溝基調のパターンでは、タイヤ赤道面付近のトレッド中央領域のゴムボリュームが大きくなり、発熱が大きくなる問題があるが、請求項１に記載の空気入りタイヤでは、トレッド中央領域にタイヤ周方向に沿って延びる第１の周方向溝を設けているので、トレッド中央領域のゴムボリュームが減ることにより発熱が少なくなり、また、トレッドの表面積（外気との接触面積）が増加して放熱し易くなり、高い発熱耐久性が得られる。
【００１３】
これらのラグ溝と第１の周方向溝とによってトレッドには、複数の陸部が形成される。
【００１４】
ここで、トレッド中央領域の第１の周方向溝の両側の陸部は、接地直前に回転力（Ｍ）、及び互いに接近する力（Ｆ）を受けるが（図１参照）、請求項１に記載の空気入りタイヤでは、第１の周方向溝を挟んで両側の陸部同士を連結部にて連結させることにより、第１の周方向溝の両側の陸部を変形し難くできる。
【００１５】
このため、踏み込み時において第１の周方向溝の両側の陸部の変形量が抑えられ、蹴り出し時に該陸部の滑りが抑制されるので、該陸部が摩耗し難くなる。
【００１６】
請求項２に記載の発明は、請求項１に記載の空気入りタイヤにおいて、タイヤ赤道面を挟んで一方側の前記ラグ溝と他方側の前記ラグ溝とは周方向の位相が異なっており、前記連結部は前記陸部の踏込端付近の陸部側面に連結されている、ことを特徴としている。
【００１７】
次に、請求項２に記載の空気入りタイヤの作用を説明する。
【００１８】
第１の周方向溝の両側の陸部において、接地直前で最も変形し易い部分は、踏み込み側の陸部端付近である。
【００１９】
タイヤ赤道面を挟んで一方側のラグ溝と他方側のラグ溝との周方向の位相が異なっていると、第１の周方向溝を挟んで一方の陸部と他方側の陸部の周方向の位相が異なることになる。
【００２０】
これにより、陸部の最も変形し易い踏込み側の端部を、第１の周方向溝を挟んで反対側の陸部の踏込み側の端部（即ち、最も変形し易い部分）から離れた部分に対面させることができる。
【００２１】
そして、本発明では、変形し易い陸部踏込端付近を、隣接する陸部の踏込み側の端部、即ち、最も変形し易い部分から外れた部分に連結部で連結したので、陸部の踏込み端付近の変形抑制効果が高くなる。
【００２２】
請求項３に記載の発明は、請求項１または請求項２に記載の空気入りタイヤにおいて、前記連結部の高さ寸法は、前記第１の周方向溝の深さ寸法の５０％以上である、ことを特徴としている。
【００２３】
次に、請求項３に記載の空気入りタイヤの作用を説明する。
【００２４】
溝底からの連結部の高さ寸法を、第１の周方向溝の深さ寸法の５０％以上とすることにより、陸部の変形量を充分に小さくできる。
【００２５】
請求項４に記載の発明は、請求項１乃至請求項３の何れか１項に記載の空気入りタイヤにおいて、前記連結部のタイヤ周方向長さは、連結している陸部のタイヤ周方向長さの５〜３０％の範囲内である、ことを特徴としている。
【００２６】
次に、請求項４に記載の空気入りタイヤの作用を説明する。
【００２７】
連結部のタイヤ周方向長さが、連結している陸部のタイヤ周方向長さの５％未満では、陸部の変形量を充分に小さくできなくなる。
【００２８】
一方、連結部のタイヤ周方向長さが、連結している陸部のタイヤ周方向長さの３０％を越えると、ゴムボリュームの増加により発熱が大きくなると共に、放熱性が低下する。
【００２９】
したがって、連結部のタイヤ周方向長さは、連結している陸部のタイヤ周方向長さの５〜３０％の範囲内が好ましい。
【００３０】
請求項５に記載の発明は、請求項１乃至請求項４の何れか１項に記載の空気入りタイヤにおいて、前記トレッドには、前記ラグ溝のタイヤ赤道面側の端部とトレッド端との間に第２の周方向溝が形成されている、ことを特徴としている。
【００３１】
次に、請求項５に記載の空気入りタイヤの作用を説明する。
【００３２】
ラグ溝のタイヤ赤道面側の端部とトレッド端との間に第２の周方向溝を形成することで、ラグ溝のタイヤ赤道面側の端部とトレッド端との間において、ゴムボリュームが減少すると共に表面積が増加し、発熱耐久性が向上する。
【００３３】
本発明は、特に大型で、トレッド幅が広く、タイヤ赤道面とショルダー部との間の発熱が大きいタイヤに効果的である。
【００３４】
【発明の実施の形態】
本発明の第１の実施形態に係る空気入りタイヤ１０を図１、及び図２にしたがって説明する。
【００３５】
図１に示すように、本実施形態の空気入りタイヤ１０のトレッド１２には、トレッド端１２Ｅからタイヤ赤道面ＣＬへ向かって延びるラグ溝１４が、タイヤ赤道面ＣＬの両側にタイヤ周方向（矢印Ａ方向及び矢印Ｂ方向）に間隔を開けて形成されている。
【００３６】
トレッド１２には、タイヤ赤道面ＣＬ上に第１の周方向溝１６が形成されており、第１の周方向溝１６のタイヤ幅方向外側に第２の周方向溝１８が形成されている。
【００３７】
前述したラグ溝１４は、第２の周方向溝１８と交差し、第１の周方向溝１６に接続されている。
【００３８】
ここで、タイヤ赤道面ＣＬの左側のラグ溝１４は、第１の周方向溝１６と第２の周方向溝１８との間の部分が右上がりに傾斜しており、第２の周方向溝１８のタイヤ幅方向外側の部分が全体的に右下がりに傾斜している。
【００３９】
また、タイヤ赤道面ＣＬの右側のラグ溝１４は、第１の周方向溝１６と第２の周方向溝１８との間の部分が右上がりに傾斜しており、第２の周方向溝１８のタイヤ幅方向外側の部分が全体的に右下がりに傾斜している。
【００４０】
なお、タイヤ赤道面ＣＬの右側のラグ溝１４、及び左側のラグ溝１４は、それぞれの側において周方向に略等ピッチで配置されているが、右側のラグ溝１４と左側のラグ溝１４とは周方向に位相がずらされている。
【００４１】
第１の周方向溝１６、及び第２の周方向溝１８をトレッド１２に設けた主目的は、トレッド１２のゴムボリュームを減少（そもそもの発熱を抑える）させると共に、トレッド表面積を増やして放熱性（冷却性）を高めるためである。
【００４２】
ここで、トレッド１２には、タイヤ赤道面ＣＬの両側に、第１の周方向溝１６、第２の周方向溝１８、及びラグ溝１４で区画される第１のブロック２０が配置されており、第２の周方向溝１８のタイヤ幅方向外側には、第２の周方向溝１８、及びラグ溝１４で区画される第２のブロック２２が配置されている。
【００４３】
この空気入りタイヤ１０は、矢印Ａ方向に回転するように車両に装着される。
【００４４】
図示すようにラグ溝１４がタイヤ幅方向に対して傾斜しているため、第１のブロック２０のトレッド平面視形状は略平行四辺形となっている。
【００４５】
図１及び図２に示すように、本実施形態では、タイヤ赤道面ＣＬの右側の第１のブロック２０の鋭角端部付近とタイヤ赤道面ＣＬの左側の第１のブロック２０の鋭角端部付近とが、第１の周方向溝１６に配置された一定高さのブリッジ２４で連結されている。
【００４６】
図２に示すように、このブリッジ２４の高さＨ（第１の周方向溝１６の溝底から計測）は、第１の周方向溝１６の溝深さ寸法Ｄの５０％以上が好ましい。
【００４７】
本実施形態では、ブリッジ２４の高さＨが、第１の周方向溝１６の溝深さ寸法Ｄの５６％に設定されている。
【００４８】
図１に示すように、ブリッジ２４の周方向長さＬ（平均値）は、接続している第１のブロック２０の周方向長さＬｂ（平均値）の５〜３０％の範囲内が好ましい。
【００４９】
本実施形態では、ブリッジ２４の周方向長さＬが、第１のブロック２０の周方向長さ（平均値）Ｌｂの１６％に設定されている。
【００５０】
なお、本実施形態の空気入りタイヤ１０の内部構造は通常のラジアルタイヤと同様であるので、内部構造に付いての説明は省略する。
（作用）
本実施形態の空気入りタイヤ１０では、トレッド１２のタイヤ赤道面ＣＬ上に第１の周方向溝１６を設け、第１の周方向溝１６とショルダー部との間に第２の周方向溝１８を設けているので、タイヤ赤道面ＣＬ付近、及びタイヤ赤道面ＣＬとショルダー部との中間部分のゴムボリュームが減ることにより溝設置部分の発熱が少なくなり、また、トレッド１２の表面積が増加して放熱し易くなる。
【００５１】
したがって、空気入りタイヤ１０は、大型で、トレッドパターンがラグ溝基調であるが、発熱耐久性が高い。
【００５２】
これらのラグ溝１４、第１の周方向溝１６、及び第２の周方向溝１８によってトレッド１２には、複数の第１のブロック２０、及び第２のブロック２２が形成される。
【００５３】
ここで、第１の周方向溝１６の両側の第１のブロック２０は、接地直前に回転力（Ｍ）、及び互いに接近する力（Ｆ）を受けるが（図１参照）、タイヤ赤道面ＣＬを挟んで左右の第１のブロック２０同士をブリッジ２４で連結させているので、接地直前の第１のブロック２０の変形を抑えることができる。
【００５４】
このため、蹴り出し時において、第１のブロック２０の滑り（対路面）は小さく、第１のブロック２０の摩耗が抑えられる。
【００５５】
なお、本実施形態の空気入りタイヤ１０では、第１のブロック２０のトレッド平面視形状が平行四辺形であるため、第１のブロック２０としては、タイヤ赤道面ＣＬ側の踏み込み側で、かつ鋭角の角部分が踏み込み直前に最も変形し易い部分である。
【００５６】
このため、本実施形態では、タイヤ赤道面ＣＬの右側の第１のブロック２０の鋭角端部付近にブリッジ２４を連結している。
【００５７】
なお、タイヤ赤道面ＣＬの左側の第１のブロック２０では、タイヤ赤道面ＣＬの踏込み側の角部分は鈍角であり、踏込み直前の変形が比較的少ないためブリッジ２４を連結していないが、変形が大きくなる場合には、ブリッジ２４を連結して変形を抑えても良いのは勿論である。
【００５８】
なお、ブリッジ２４の高さＨが第１の周方向溝１６の溝深さ寸法Ｄの５０％未満になると、踏込み直前の第１のブロック２０の変形量を充分に小さくすることが出来なくなる。
【００５９】
また、ブリッジ２４のタイヤ周方向長さＬが、第１の周方向溝１６のタイヤ周方向長さＬｂの５％未満になると、踏込み直前の第１のブロック２０の変形量を充分に小さくすることが出来なくなる。
【００６０】
また、ブリッジ２４のタイヤ周方向長さＬが、第１の周方向溝１６のタイヤ周方向長さＬｂの３０％を越えると、ゴムボリュームの増加により発熱が大きくなると共に、放熱性が低下する。
［その他の実施形態］
上記の実施形態では、左右の第１のブロック２０を連結するブリッジ２４が一定高さであり、その高さＨが、第１の周方向溝１６の溝深さ寸法Ｄの５６％に設定されていたが、本発明はこれに限らず、図３に示すように高さＨが、第１の周方向溝１６の溝深さ寸法Ｄの１００％に設定されていても良く、図４乃至図７に示すように、高さが一定で無くても良い。
【００６１】
図４乃至図７に示すように、ブリッジ２４の高さが一定でない場合には、高さＨは平均値をとる。
【００６２】
また、図４乃至図７に示すように、ブリッジ２４に溝状の切欠がある場合、接地した際に切欠部分が閉じてブリッジ２４は繋がった状態となる。一方、接地していない場合には、切欠部分に隙間（空間）ができるため、放熱効果があり、発熱性に良い。
【００６３】
なお、トレッドパターンは、図１に示すものに限らず、例えば、図８〜１１に示すようなパターンであっても良い。
【００６４】
図８、及び図９に示すパターンは、回転方向を矢印Ａ方向に指定したパターンであり、タイヤ赤道面ＣＬの左右の第１のブロック２０は、共に、タイヤ赤道面ＣＬ側でかつ踏み込み側の角部分が鋭角となっている。したがって、タイヤ赤道面ＣＬの左右の第１のブロック２０は、矢印Ａ方向側の鋭角な角部分にブリッジ２４を連結している。
【００６５】
また、図１０、及び図１１に示すパターンは、回転方向の指定の無いパターンである。したがって、タイヤ赤道面ＣＬの左右の第１のブロック２０は、タイヤ赤道面ＣＬ側の鋭角な角部分にブリッジ２４を連結している。
（試験例）
本発明の効果を確かめるために、従来例の空気入りタイヤ、及び本発明の適用された実施例の空気入りタイヤとを用意し、発熱試験、及び摩耗試験を実施した。
【００６６】
実施例の空気入りタイヤ：上記実施形態で説明した空気入りタイヤ。
【００６７】
従来例の空気入りタイヤ：実施例の空気入りタイヤからブリッジを取り除いたもの。
【００６８】
発熱試験：タイヤをＴＲＡの正規リムに組み付け、正規荷重、正規内圧、速度８ｋｍ／ｈにて２４時間走行後、第１の陸部中央に予め設けておいた細穴から熱電対を挿入し、ベルト最外層上の温度（周上６箇所）を測定した。なお、測定結果は、従来例を基準とした温度差を記載した。
【００６９】
摩耗試験：タイヤをＴＲＡの正規リムに組み付け、荷重６０ｔ、内圧７００ｋＰａにて２４０トンダンプカーの前輪に装着し、速度１０ｋｍ／ｈほぼ等速で悪路を１０００時間走行した後、トレッドを幅方向に８分割した各位置での残溝の深さ測定により、走行に要したゲージの平均値を摩耗量として算出し、摩耗量を走行時間で割った値を耐摩耗値として指数表示した。ここでは、摩耗量を走行時間で割った値を求め、従来例の該値の逆数を１００として指数表示している。したがって、指数の数値が大きいほど耐摩耗性能が高いこと示している。
【００７０】
【表１】

Figure 2004224268
試験の結果から、本発明の適用された実施例のタイヤは、従来例のタイヤに比較して発熱耐久性、及び耐摩耗性に優れていることが分かる。
【００７１】
【発明の効果】
以上説明したように本発明の空気入りタイヤによれば、発熱耐久性を悪化させることなく摩耗性能を向上させることができる、という優れた効果を有する。
【図面の簡単な説明】
【図１】本発明の一実施形態に係る空気入りタイヤのトレッドの平面図である。
【図２】図１の２−２線断面図である。
【図３】他の実施形態に係る空気入りタイヤのトレッドの断面図である。
【図４】更に他の実施形態に係る空気入りタイヤのトレッドの断面図である。
【図５】更に他の実施形態に係る空気入りタイヤのトレッドの断面図である。
【図６】更に他の実施形態に係る空気入りタイヤのトレッドの断面図である。
【図７】更に他の実施形態に係る空気入りタイヤのトレッドの断面図である。
【図８】更に他の実施形態に係る空気入りタイヤのトレッドの平面図である。
【図９】更に他の実施形態に係る空気入りタイヤのトレッドの平面図である。
【図１０】更に他の実施形態に係る空気入りタイヤのトレッドの平面図である。
【図１１】更に他の実施形態に係る空気入りタイヤのトレッドの平面図である。
【図１２】従来例に係る空気入りタイヤのトレッドの平面図である。
【図１３】（Ａ）はトレッド中央部でのタイヤ回転軸に直角な断面図であり、（Ｂ）はショルダー部でのタイヤ回転軸に直角な断面図であり、（Ｃ）はタイヤ回転軸に沿った断面図である。
【符号の説明】
１０ 空気入りタイヤ
１２ トレッド
１４ ラグ溝
１６ 第１の周方向溝
１８ 第２の周方向溝
２０ 第１のブロック（陸部）
２４ ブリッジ（連結部）[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a pneumatic tire having a block pattern, and more particularly to a pneumatic tire capable of improving a wear life and a heat generation durability to improve a tire life.
[0002]
[Prior art]
In a heavy-duty pneumatic tire having a block pattern, as a means for improving abrasion resistance, increasing the rigidity of a block is generally performed.
[0003]
As means for increasing the rigidity of the block, for example, (1) the blocks are connected to each other with a tie bar or the like (for example, see Patent Document 1), and (2) the groove wall (block side wall) is laid down (the angle with respect to the normal to the tread surface). (For example, see Patent Document 2).
[0004]
[Patent Document 1]
JP 2000-277816 A [Patent Document 2]
JP-A-11-78423
[Problems to be solved by the invention]
However, when the above-mentioned means is added to the original block pattern, the volume of the rubber is greatly increased in any case, which causes deterioration in heat generation durability.
[0006]
The present invention has been made to solve the above problems, and it is an object of the present invention to provide a pneumatic tire capable of minimizing an increase in the volume of rubber and improving abrasion performance without deteriorating heat generation durability. Is the purpose.
[0007]
[Means for Solving the Problems]
As a result of various experiments and investigations by the inventor on the deformation of the tire, when the tread central portion is viewed in a section perpendicular to the rotation axis, eccentric deformation occurs as shown in FIG. When viewed, the deformation as shown in FIG. 13 (B) occurs. Therefore, when the tire is viewed in a cross section along the rotation axis, the deformation as shown in FIG. 13 (C) occurs as the tire approaches the stepped portion. (Note that, in FIG. 13, the solid line indicates the state before deformation and the two-dot chain line indicates the state after deformation.)
[0008]
As a result, on the tread tread, as shown in the tread plan view of FIG. 12, in the first block 20 near the center of the tread, immediately before stepping, a rotating deformation indicated by an arrow M, and then a tire equator indicated by an arrow F The deformation to the surface CL side occurs (the direction of arrow A in FIG. 12 indicates the tire rotation direction).
[0009]
Then, since the grounding starts immediately after such deformation, the rotated first block 20 maintains its state in the grounding surface, and returns to the original shape at a stretch near the kick-out end. It was found that the ski had greatly slipped on the road surface, and that the wear had greatly deteriorated.
[0010]
The invention according to claim 1 has been made in view of the above fact, and includes a plurality of lug grooves extending from the shoulder portion toward the tire equatorial plane and provided at intervals in the tire circumferential direction, and a tread center. A first circumferential groove extending along the circumferential direction of the tire disposed in the region; and a pneumatic tire including a plurality of land portions defined by a tread on the tread, with the first circumferential groove interposed therebetween. It has a connecting portion that connects adjacent land portions in the tire width direction.
[0011]
Next, the operation of the pneumatic tire according to claim 1 will be described.
[0012]
In the lug groove-based pattern in which a plurality of lug grooves extending from the shoulder portion to the tire equatorial plane are provided at intervals in the tire circumferential direction, the rubber volume in the tread central region near the tire equatorial plane increases, and heat generation increases. Although there is a problem, in the pneumatic tire according to claim 1, since the first circumferential groove extending along the tire circumferential direction is provided in the tread central region, heat is generated due to a decrease in rubber volume in the tread central region. In addition, the surface area of the tread (the contact area with the outside air) increases, heat is easily dissipated, and high heat generation durability is obtained.
[0013]
A plurality of land portions are formed on the tread by the lug grooves and the first circumferential grooves.
[0014]
Here, the land portions on both sides of the first circumferential groove in the tread central region receive a rotational force (M) and a force (F) approaching each other immediately before touchdown (see FIG. 1). In the described pneumatic tire, the land portions on both sides of the first circumferential groove are connected to each other by the connecting portion with the first circumferential groove interposed therebetween, so that the land portions on both sides of the first circumferential groove can be hardly deformed.
[0015]
For this reason, the amount of deformation of the land portions on both sides of the first circumferential groove at the time of stepping is suppressed, and the slip of the land portions at the time of kicking is suppressed, so that the land portions are less likely to be worn.
[0016]
The invention according to claim 2 is the pneumatic tire according to claim 1, wherein the lug groove on one side and the lug groove on the other side have different circumferential phases with respect to a tire equatorial plane, The connection portion is connected to a land side surface near a stepping end of the land portion.
[0017]
Next, the operation of the pneumatic tire according to claim 2 will be described.
[0018]
In the land portions on both sides of the first circumferential groove, the portion that is most likely to be deformed immediately before contact with the ground is near the land portion end on the stepping side.
[0019]
If the lug grooves on one side and the lug groove on the other side have different circumferential phases with respect to the tire equatorial plane, the circumference of one land portion and the other land portion with the first circumferential groove interposed therebetween. The phases in the directions will be different.
[0020]
Thereby, the end of the land portion that is most easily deformed on the step side is separated from the end of the land portion on the opposite side across the first circumferential groove (that is, the portion that is most easily deformed). Face to face.
[0021]
In the present invention, the vicinity of the land stepping end that is easily deformed is connected to the end on the stepping side of the adjacent land part, that is, the part deviated from the part that is most easily deformed by the connecting part. The effect of suppressing deformation near the end is increased.
[0022]
According to a third aspect of the present invention, in the pneumatic tire according to the first or second aspect, a height dimension of the connecting portion is 50% or more of a depth dimension of the first circumferential groove. , Is characterized.
[0023]
Next, the operation of the pneumatic tire according to claim 3 will be described.
[0024]
By setting the height of the connecting portion from the groove bottom to be 50% or more of the depth of the first circumferential groove, the amount of deformation of the land can be sufficiently reduced.
[0025]
According to a fourth aspect of the present invention, in the pneumatic tire according to any one of the first to third aspects, the length of the connection portion in the tire circumferential direction is the same as that of the land portion connected to the tire in the tire circumferential direction. It is within the range of 5 to 30% of the length.
[0026]
Next, the operation of the pneumatic tire according to claim 4 will be described.
[0027]
If the tire circumferential length of the connecting portion is less than 5% of the tire circumferential direction length of the connecting land portion, the deformation amount of the land portion cannot be sufficiently reduced.
[0028]
On the other hand, when the length of the connecting portion in the tire circumferential direction exceeds 30% of the length of the connecting land portion in the tire circumferential direction, heat generation increases due to an increase in rubber volume, and heat dissipation decreases.
[0029]
Therefore, the length of the connecting portion in the tire circumferential direction is preferably in the range of 5 to 30% of the length of the connecting land portion in the tire circumferential direction.
[0030]
According to a fifth aspect of the present invention, in the pneumatic tire according to any one of the first to fourth aspects, the tread includes a lug groove having an end on the tire equatorial plane side and a tread end. A second circumferential groove is formed therebetween.
[0031]
Next, the operation of the pneumatic tire according to claim 5 will be described.
[0032]
By forming the second circumferential groove between the end of the lug groove on the tire equatorial plane side and the tread end, the rubber volume is reduced between the end of the lug groove on the tire equatorial plane side and the tread end. As the surface area decreases, the surface area increases, and the heat generation durability improves.
[0033]
The present invention is particularly effective for a tire that is large in size, has a wide tread width, and generates a large amount of heat between the tire equatorial plane and the shoulder portion.
[0034]
BEST MODE FOR CARRYING OUT THE INVENTION
A pneumatic tire 10 according to a first embodiment of the present invention will be described with reference to FIGS.
[0035]
As shown in FIG. 1, a lug groove 14 extending from the tread end 12E toward the tire equatorial plane CL is formed in the tread 12 of the pneumatic tire 10 of the present embodiment on both sides of the tire equatorial plane CL in the tire circumferential direction (arrow). They are formed at intervals in the directions A and B).
[0036]
In the tread 12, a first circumferential groove 16 is formed on the tire equatorial plane CL, and a second circumferential groove 18 is formed outside the first circumferential groove 16 in the tire width direction.
[0037]
The aforementioned lug groove 14 intersects with the second circumferential groove 18 and is connected to the first circumferential groove 16.
[0038]
Here, in the lug groove 14 on the left side of the tire equatorial plane CL, a portion between the first circumferential groove 16 and the second circumferential groove 18 is inclined upward to the right, and the second circumferential groove is inclined. A portion 18 outside in the tire width direction is entirely inclined downward to the right.
[0039]
In the lug groove 14 on the right side of the tire equatorial plane CL, the portion between the first circumferential groove 16 and the second circumferential groove 18 is inclined upward to the right, and the second circumferential groove 18 The outer portion in the tire width direction is inclined downward to the right as a whole.
[0040]
The right lug groove 14 and the left lug groove 14 of the tire equatorial plane CL are arranged at a substantially equal pitch in the circumferential direction on each side. Are shifted in phase in the circumferential direction.
[0041]
The main purpose of providing the first circumferential groove 16 and the second circumferential groove 18 in the tread 12 is to reduce the rubber volume of the tread 12 (suppress heat generation in the first place) and increase the surface area of the tread to dissipate heat. (Coolability).
[0042]
Here, on the tread 12, on both sides of the tire equatorial plane CL, a first block 20 partitioned by a first circumferential groove 16, a second circumferential groove 18, and a lug groove 14 is arranged. A second block 22 defined by the second circumferential groove 18 and the lug groove 14 is disposed outside the second circumferential groove 18 in the tire width direction.
[0043]
The pneumatic tire 10 is mounted on a vehicle so as to rotate in the direction of arrow A.
[0044]
As shown in the figure, since the lug grooves 14 are inclined with respect to the tire width direction, the tread planar shape of the first block 20 is a substantially parallelogram.
[0045]
As shown in FIGS. 1 and 2, in this embodiment, the vicinity of the acute end of the first block 20 on the right side of the tire equatorial plane CL and the vicinity of the acute end of the first block 20 on the left side of the tire equatorial plane CL Are connected by a bridge 24 having a constant height arranged in the first circumferential groove 16.
[0046]
As shown in FIG. 2, the height H (measured from the bottom of the first circumferential groove 16) of the bridge 24 is preferably 50% or more of the groove depth D of the first circumferential groove 16.
[0047]
In the present embodiment, the height H of the bridge 24 is set to 56% of the groove depth dimension D of the first circumferential groove 16.
[0048]
As shown in FIG. 1, the circumferential length L (average value) of the bridge 24 is preferably in the range of 5 to 30% of the circumferential length Lb (average value) of the connected first block 20. .
[0049]
In the present embodiment, the circumferential length L of the bridge 24 is set to 16% of the circumferential length (average value) Lb of the first block 20.
[0050]
Since the internal structure of the pneumatic tire 10 of the present embodiment is the same as that of a normal radial tire, the description of the internal structure is omitted.
(Action)
In the pneumatic tire 10 of the present embodiment, the first circumferential groove 16 is provided on the tire equatorial plane CL of the tread 12, and the second circumferential groove 18 is provided between the first circumferential groove 16 and the shoulder portion. Is provided, the rubber volume in the vicinity of the tire equatorial plane CL and in the intermediate portion between the tire equatorial plane CL and the shoulder part is reduced, so that heat generation in the groove installation part is reduced, and the surface area of the tread 12 is increased. Heat dissipation becomes easier.
[0051]
Therefore, the pneumatic tire 10 is large and has a tread pattern based on lug grooves, but has high heat resistance.
[0052]
The lug groove 14, the first circumferential groove 16, and the second circumferential groove 18 form a plurality of first blocks 20 and second blocks 22 on the tread 12.
[0053]
Here, the first blocks 20 on both sides of the first circumferential groove 16 receive a rotational force (M) and a force (F) approaching each other immediately before touchdown (see FIG. 1), but the tire equatorial plane CL Since the first blocks 20 on the left and right are connected to each other by the bridge 24, the deformation of the first blocks 20 immediately before touching the ground can be suppressed.
[0054]
For this reason, at the time of kicking out, the first block 20 slides little (the road surface), and the wear of the first block 20 is suppressed.
[0055]
In the pneumatic tire 10 of the present embodiment, since the tread planar shape of the first block 20 is a parallelogram, the first block 20 is a stepped side on the tire equatorial plane CL side and has an acute angle. Is the portion that is most easily deformed immediately before stepping on.
[0056]
For this reason, in the present embodiment, the bridge 24 is connected near the acute angle end of the first block 20 on the right side of the tire equatorial plane CL.
[0057]
In the first block 20 on the left side of the tire equatorial plane CL, the corner on the stepping side of the tire equatorial plane CL is obtuse, and the bridge 24 is not connected because the deformation immediately before the stepping is relatively small. Is larger, the bridge 24 may be connected to suppress deformation.
[0058]
If the height H of the bridge 24 is less than 50% of the groove depth dimension D of the first circumferential groove 16, the amount of deformation of the first block 20 immediately before stepping cannot be sufficiently reduced.
[0059]
When the tire circumferential length L of the bridge 24 is less than 5% of the tire circumferential direction length Lb of the first circumferential groove 16, the deformation amount of the first block 20 immediately before stepping on is sufficiently reduced. I can't do anything.
[0060]
If the tire circumferential length L of the bridge 24 exceeds 30% of the tire circumferential length Lb of the first circumferential groove 16, heat generation increases due to an increase in rubber volume, and heat dissipation deteriorates. .
[Other embodiments]
In the above embodiment, the bridge 24 connecting the left and right first blocks 20 has a constant height, and the height H is set to 56% of the groove depth dimension D of the first circumferential groove 16. However, the present invention is not limited to this, and the height H may be set to 100% of the groove depth D of the first circumferential groove 16 as shown in FIG. As shown in FIG. 7, the height need not be constant.
[0061]
As shown in FIGS. 4 to 7, when the height of the bridge 24 is not constant, the height H takes an average value.
[0062]
Further, as shown in FIGS. 4 to 7, when the bridge 24 has a groove-shaped notch, the notch portion is closed and the bridge 24 is connected when grounded. On the other hand, when it is not grounded, a gap (space) is formed in the cutout portion, which has a heat radiation effect and is excellent in heat generation.
[0063]
The tread pattern is not limited to the pattern shown in FIG. 1, and may be, for example, patterns shown in FIGS.
[0064]
8 and 9 are patterns in which the rotation direction is designated in the direction of arrow A, and the first blocks 20 on the left and right of the tire equatorial plane CL are both on the tire equatorial plane CL side and on the stepping side. The corners are acute. Therefore, the first blocks 20 on the left and right sides of the tire equatorial plane CL connect the bridge 24 to the sharp corner on the arrow A direction side.
[0065]
The patterns shown in FIGS. 10 and 11 are patterns in which the rotation direction is not specified. Therefore, the first blocks 20 on the left and right sides of the tire equatorial plane CL connect the bridge 24 to sharp corners on the tire equatorial plane CL side.
(Test example)
In order to confirm the effects of the present invention, a conventional pneumatic tire and a pneumatic tire of an example to which the present invention was applied were prepared, and a heat generation test and a wear test were performed.
[0066]
Example pneumatic tire: The pneumatic tire described in the above embodiment.
[0067]
Conventional pneumatic tire: The pneumatic tire of the example with the bridge removed.
[0068]
Exothermic test: After assembling the tire to the regular rim of the TRA, running at a regular load, a regular internal pressure and a speed of 8 km / h for 24 hours, a thermocouple was inserted from a small hole previously provided in the center of the first land part, The temperature on the outermost layer of the belt (six places on the circumference) was measured. In addition, the measurement result described the temperature difference based on the conventional example.
[0069]
Abrasion test: The tire was assembled on a regular rim of TRA, mounted on the front wheel of a 240-ton dump truck at a load of 60 t and an internal pressure of 700 kPa, and after traveling 1000 hours on a rough road at a speed of approximately 10 km / h, the tread was moved in the width direction. By measuring the depth of the remaining groove at each of the eight divided positions, the average value of the gauge required for running was calculated as the wear amount, and the value obtained by dividing the wear amount by the running time was displayed as an index as the wear resistance value. Here, a value obtained by dividing the amount of wear by the running time is calculated, and the reciprocal of the value in the conventional example is set to 100 and displayed as an index. Therefore, the larger the index value, the higher the wear resistance performance.
[0070]
[Table 1]
Figure 2004224268
From the test results, it can be seen that the tire of the example to which the present invention is applied is superior in heat generation durability and wear resistance as compared with the conventional tire.
[0071]
【The invention's effect】
As described above, according to the pneumatic tire of the present invention, there is an excellent effect that the wear performance can be improved without deteriorating the heat generation durability.
[Brief description of the drawings]
FIG. 1 is a plan view of a tread of a pneumatic tire according to one embodiment of the present invention.
FIG. 2 is a sectional view taken along line 2-2 of FIG.
FIG. 3 is a sectional view of a tread of a pneumatic tire according to another embodiment.
FIG. 4 is a sectional view of a tread of a pneumatic tire according to still another embodiment.
FIG. 5 is a sectional view of a tread of a pneumatic tire according to still another embodiment.
FIG. 6 is a cross-sectional view of a tread of a pneumatic tire according to still another embodiment.
FIG. 7 is a sectional view of a tread of a pneumatic tire according to still another embodiment.
FIG. 8 is a plan view of a tread of a pneumatic tire according to still another embodiment.
FIG. 9 is a plan view of a tread of a pneumatic tire according to still another embodiment.
FIG. 10 is a plan view of a tread of a pneumatic tire according to still another embodiment.
FIG. 11 is a plan view of a tread of a pneumatic tire according to still another embodiment.
FIG. 12 is a plan view of a tread of a pneumatic tire according to a conventional example.
13A is a cross-sectional view perpendicular to the tire rotation axis at the center of the tread, FIG. 13B is a cross-sectional view perpendicular to the tire rotation axis at the shoulder, and FIG. 13C is a tire rotation axis. FIG.
[Explanation of symbols]
Reference Signs List 10 Pneumatic tire 12 Tread 14 Lug groove 16 First circumferential groove 18 Second circumferential groove 20 First block (land portion)
24 bridge (connection part)

Claims (5)

ショルダー部からタイヤ赤道面へ向って延び、タイヤ周方向に間隔をあけて設けられた複数のラグ溝と、トレッド中央領域に配置されたタイヤ周方向に沿って延びる第１の周方向溝と、で区画された複数の陸部をトレッドに備えた空気入りタイヤであって、
前記第１の周方向溝を挟んでタイヤ幅方向に隣接する陸部同士を連結する連結部を有している、ことを特徴とする空気入りタイヤ。A plurality of lug grooves extending from the shoulder portion toward the tire equatorial plane and provided at intervals in the tire circumferential direction, and a first circumferential groove extending along the tire circumferential direction arranged in the tread central region, A pneumatic tire provided with a plurality of land portions partitioned by a tread,
A pneumatic tire having a connecting portion for connecting land portions adjacent in the tire width direction with the first circumferential groove interposed therebetween. タイヤ赤道面を挟んで一方側の前記ラグ溝と他方側の前記ラグ溝とは周方向の位相が異なっており、
前記連結部は前記陸部の踏込端付近の陸部側面に連結されている、ことを特徴とする請求項１に記載の空気入りタイヤ。The lug groove on one side and the lug groove on the other side of the tire equatorial plane have different circumferential phases,
2. The pneumatic tire according to claim 1, wherein the connecting portion is connected to a side surface of a land near a step end of the land. 3. 前記連結部の高さ寸法は、前記第１の周方向溝の深さ寸法の５０％以上である、ことを特徴とする請求項１または請求項２に記載の空気入りタイヤ。The pneumatic tire according to claim 1, wherein a height dimension of the connection portion is 50% or more of a depth dimension of the first circumferential groove. 前記連結部のタイヤ周方向長さは、連結している陸部のタイヤ周方向長さの５〜３０％の範囲内である、ことを特徴とする請求項１乃至請求項３の何れか１項に記載の空気入りタイヤ。4. The tire according to claim 1, wherein a length of the connecting portion in the tire circumferential direction is in a range of 5 to 30% of a tire circumferential length of the connecting land portion. 5. The pneumatic tire according to the paragraph. 前記トレッドには、前記ラグ溝のタイヤ赤道面側の端部とトレッド端との間に第２の周方向溝が形成されている、ことを特徴とする請求項１乃至請求項４の何れか１項に記載の空気入りタイヤ。The second circumferential groove is formed in the tread between an end of the lug groove on the tire equatorial plane side and a tread end. The pneumatic tire according to claim 1.
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