JP2005138713A - Pneumatic tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of enhancing the partial wear resistance while demonstrating excellent performance on ice and snow. <P>SOLUTION: In the pneumatic tire having five block rows R, the block width BW1 of the block B1 of the center block row R1 is 0.12-0.18 time the tread width TW, the block rigidity in the circumferential direction is 50-60 N/mm, and the block is divided into a plurality of block pieces 6a and 6b by the inclined siping 5 at the angle α of 15-28°. Side edges a and b of the block pieces 6a and 6b are positionally deviated in a stepped manner with the deviation s of 0.05-0.17 time the block width BW1 in the tire axial direction at the position of intersection with the inclined siping 5. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a pneumatic tire that is suitable as a winter tire and has improved uneven wear resistance while exhibiting excellent performance on ice and snow.

  In winter tires that can run on icy and snowy roads, in general, a large number of sipings are formed in a block pattern with excellent traction, and mainly the shearing force of snow caught between the blocks and the road surface due to the edges of the blocks and sipings Snow and snow performance is secured by digging frictional force (edge effect).

  In order to further improve the performance on ice and snow, the size of the blocks is reduced to reduce the land ratio (the ratio of the block surface to the tread surface) and increase the number of siping formations.

  However, such a method causes a decrease in block rigidity, and there is a problem that uneven wear such as early wear or heel & toe wear occurs on the block. In particular, in a five-row block pattern in which a central block row is provided on the tire equator where the contact pressure becomes high, a large load acts on the central block row to increase the movement of the block. Occurrence appears more prominently.

Japanese Patent Laid-Open No. 5-50812

  Therefore, the present invention divides the central block in the circumferential direction by inclined siping at a predetermined angle, and the side edges of the block pieces facing by this inclined siping are displaced in a stepped manner with a predetermined displacement amount s in the tire axial direction. In addition to restricting the circumferential block rigidity of this central block, air that can improve uneven wear resistance while suppressing the occurrence of heel & toe wear, etc. while exhibiting excellent performance on ice and snow The purpose is to provide tires.

In order to achieve the above object, according to the invention of claim 1 of the present application, in the tread portion, four vertical main grooves extending in the circumferential direction on both sides of the tire equator and a horizontal main groove in a direction intersecting with the vertical main grooves are provided. This is a pneumatic tire in which five block rows including a central block row in which the central blocks are arranged in the circumferential direction on the tire equator,
The block width BW1 in the tire axial direction of the central block is 0.12 to 0.18 times the tread width TW,
The central block is divided into a plurality of central block pieces in the circumferential direction by inclined siping inclined at an angle α of 15 to 28 ° with respect to the tire axial direction.
In addition, the central block piece facing by the inclined siping has a side edge on at least one side in the tire axial direction at the crossing position with the inclined siping in the tire axial direction of the block width BW1 of 0.05-0. It is characterized in that it is displaced in a step shape with a displacement amount s of 17 times, and the circumferential block rigidity of the central block is 50 to 60 N / mm.

  According to a second aspect of the present invention, the inclined siping is substantially linear, and the central block piece has its side edges shifted from each other.

  According to a third aspect of the present invention, the tread rubber forming the tread portion includes a cap rubber portion along the tread surface and a base rubber portion disposed radially inward thereof, and the rubber hardness of the cap rubber portion ( The durometer A hardness) is 62 to 68 °, the rubber hardness of the base rubber portion (durometer A hardness) is 67 to 73 °, and 2 to 8 ° larger than the rubber hardness of the cap rubber portion. It is said.

  In the invention of claim 4, the inner block row arranged on both sides in the tire axial direction of the central block row is divided by the inclined siping in which the inner block is inclined in the direction opposite to the inclined siping. In addition, the inner block pieces facing each other by the inclined siping are 0.05 to 0.17 times the block width BW2 of the inner block in the tire axial direction only on the side edge inside the tire axial direction. It is characterized in that the position is shifted in a step shape by the shift amount t.

  According to a fifth aspect of the present invention, the slanted siping is bent in a step shape.

  Since the present invention is configured as described above, it is possible to exhibit excellent performance on ice and snow, such as improving front and rear traction while suppressing side slip on the ice road surface and improving snow biting performance on the snow road surface. . Moreover, block rigidity can be prevented from decreasing and uneven wear resistance can be improved.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a development view showing a tread pattern when the pneumatic tire of the present invention is a heavy load tire, and FIG. 2 is an enlarged view showing a central block.

  In FIG. 1, a pneumatic tire 1 includes, on a tread portion 2, four vertical main grooves 3 extending in the circumferential direction on both sides of the tire equator C, and horizontal main grooves 4 in a direction intersecting with the vertical main grooves 3. Yeah.

  Thereby, in the tread portion 2, a central block row R1 in which the central blocks B1 are arranged in the circumferential direction on the tire equator C, and an inner block row R2 in which the inner blocks B2 are arranged in the circumferential direction on both outer sides thereof, Further, on both outer sides, the outer block B3 forms five block rows R including the outer block row R3 arranged in the circumferential direction along the tread edge Te.

  Here, the groove width and groove depth of the vertical main groove 3 and the horizontal main groove 4 are not particularly limited, but a size comparable to that of a conventional winter tire can be suitably employed. Thus, in the case of a heavy duty tire, a groove width in the range of 6.5 to 16.0 mm and a groove depth in the range of 14.0 to 24.0 mm can be employed. In the case of a tire for a passenger car, a groove width in the range of 4.0 to 12.0 mm and a groove depth in the range of 8.5 to 12.0 mm can be adopted.

  Further, the horizontal main groove 4 extends at an angle θ of 20 ° or less, preferably 15 ° or less with respect to the tire axial direction in order to ensure traction on snow. In this example, the angle θ is set to 5 ° or more.

  In the present invention, as shown in an enlarged view in FIG. 2, the central block B1 has a plurality of central blocks in the circumferential direction by the inclined siping 5 inclined at an angle α of 15 to 28 ° with respect to the tire axial direction. It is divided into pieces 6. In this example, the case where the central block B1 is divided into two central block pieces 6a and 6b by providing one inclined siping 5 at the approximate center is illustrated.

  The central block pieces 6a, 6b facing each other at the inclined siping 5 have side edges a1, b1 on at least one side in the tire axial direction at the intersecting positions Pa, Pb with the inclined siping 5 in the tire axial direction. The center block B1 is displaced in a stepped manner with a displacement amount s1 that is 0.05 to 0.17 times the block width BW1.

  In particular, in this example, the center block pieces 6a and 6b illustrate a preferable case in which the side edges a1, a2, b1 and b2 on both sides thereof are displaced from each other. At this time, the inclined siping 5 is substantially linear, and the displacement direction of the side edge a1 with respect to the side edge b1 (shifted to the left in the drawing) is changed to the displacement direction of the side edge a2 with respect to the side edge b2 (in the drawing). To the left). The shift amount s1 on one side and the shift amount s2 on the other side may be different from each other as long as they are in the range of 0.05 to 0.17 times the block width BW1, but the shift amount s1. S2 are substantially equal, that is, the ratio s1 / s2 is preferably 0.8 to 1.2.

  The “block width BW1” means the distance in the tire axial direction between the position where the side edges a1 and b1 project to the most side and the position where the side edges a2 and b2 project to the other side. In other words, it means the maximum width of the central block B1.

  Thus, in the present invention, the angle α of the inclined siping 5 provided in the central block B1 is set to a large value of 15 to 28 °. Therefore, the edge effect can be exhibited both in the tire circumferential direction and in the tire axial direction, and front and rear traction can be improved while suppressing side slip on ice. Moreover, since the block rigidity in the circumferential direction and the axial direction can be secured to some extent by the angle α, the edge effect can be exhibited more effectively. If the angle α is less than 15 °, skidding occurs and the traction force does not function effectively in the traveling direction, and if it exceeds 28 °, the traction force itself is insufficient.

  In this example, each block piece 6a, 6b is also formed with a closed-type siping 7 having both ends cut off in the block at an angle of 15 to 28 °, and the same edge as that of the inclined siping 5 while maintaining the block rigidity. The effect is demonstrated. In this example, the horizontal main groove 4 is also inclined at the angle θ of 5 ° or more, thereby contributing to the suppression of the side slip and the improvement of the traction property. However, in order to ensure sufficient traction on snow, the angle θ should be regulated to 20 ° or less, preferably smaller than the angle α (θ <α).

  In the present invention, the side edges a and b of the central block pieces 6a and 6b divided in the circumferential direction by the inclined siping 5 are displaced in a stepped manner. Therefore, on the snow, it is possible to improve the performance on the snow while suppressing the decrease in the land ratio, such as being able to obtain the shearing force by the stepped portion Q and obtaining a shearing force (sometimes referred to as snow biting property). . At this time, the side edges a and b on both sides are displaced by substantially equal displacement amounts s1 and s2, as described above, in order to exhibit snow-engagement performance in both braking / driving in a balanced manner in the drive wheel. Is preferred.

  If the deviations s1 and s2 are less than 0.05 times the block width BW1, the effect of improving the snow biting property is not exhibited. Conversely, if the deviations s1 and s2 exceed 0.17, the deviations s1 and s2 become excessive. Thus, new uneven wear tends to occur in the stepped portion Q. In order to improve the snow biting property, it is also preferable that the corner angle δ between the inclined siping 5 and the side edge b1 and the side edge a2 in the stepped portion Q is 90 ° to 110 °.

  As described above, the above-mentioned effect of improving performance on ice and performance on snow does not involve a significant increase in siping and a significant decrease in land ratio as in the conventional case, so that it is possible to maintain sufficient block rigidity, Even in the central block row R1 where the pressure increases, the occurrence of uneven wear such as heel and toe wear can be suppressed.

  However, if the size of the central block B1 itself is too small, it is difficult to suppress uneven wear. Therefore, in the present invention, the circumferential block rigidity of the central block B1 is 50 to 60 N / It is restricted to the range of mm.

  The circumferential block rigidity is a ratio F / δ between the displacement F and the load F when the circumferential load F is applied to the block surface and the block surface is displaced in the circumferential direction. Specifically, it is measured by the following measuring method. The tire is assembled on a regular rim and filled with regular internal pressure. Then, as conceptually shown in FIG. 6, for each block B1, a circumferential load F is gradually applied in the state of zero longitudinal load using a contact plate that contacts the entire surface of the block B1, and at that time A curve Y between the circumferential displacement amount δ and the circumferential load F on the block surface is obtained. Then, the inclination angle (F / δ) of the tangent line at the origin of the curve Y is measured. In addition, it adhere | attaches so that it may not slip on the block surface and a backing plate. The “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire is based, for example, a standard rim for JATMA, “Design Rim” for TRA, or ETRTO means "Measuring Rim". The “regular internal pressure” is the air pressure defined by the standard for each tire. If JATMA, the maximum air pressure, and if TRA, the maximum value described in the table “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES”, In the case of ETRTO, it means “INFLATION PRESSURE”.

  When the block rigidity in the circumferential direction is less than 50 N / mm, the movement of the block B1 during running increases and uneven wear occurs. Conversely, when the block rigidity exceeds 60 N, the block rigidity becomes excessive and the edge effect is effective. Will not function properly and will tend to impair performance on ice.

  In order to secure the block rigidity in the circumferential direction within the above range, as shown schematically in FIG. 4, the tread rubber 2G forming the tread portion 2 is placed on the cap rubber portion G1 along the tread surface 2S and radially inward thereof. The base rubber part G2 is formed, the rubber hardness Hs1 (durometer A hardness) of the cap rubber part G1 is 62 to 68 °, and the rubber hardness Hs2 of the base rubber part G2 (durometer A hardness). ) Is preferably 67 to 73 ° and 2 to 8 ° larger than the rubber hardness Hs1. By comprising in this way, the adhesive frictional force with a road surface can be raised, ensuring the said block rigidity, and it can contribute to the further improvement on ice performance. If the rubber hardness Hs1, Hs2 and the difference Hs2-Hs1 are out of the above range, it becomes difficult to secure the block rigidity in the above range while increasing the adhesive frictional force. In particular, the rubber hardness Hs1 is larger than 68 °. If the difference Hs2−Hs1 is less than 2 °, the adhesion frictional force cannot be improved. Conversely, if the rubber hardness Hs1 is less than 62 ° and the difference Hs2−Hs1 is greater than 8 °, the wear life tends to decrease. It becomes.

  Further, in the central block row R1, the contact pressure tends to be relatively high, and therefore, the wear tends to be accelerated. Therefore, in the present invention, the block width BW1 is restricted to a range of 0.12 to 0.18 times the tread width TW to optimize the contact pressure. In addition, if it is less than 0.12 times, it is difficult to sufficiently suppress the progress of wear, and conversely if it exceeds 0.18 times, the contact pressure becomes too low to provide sufficient ice and snow performance. .

  Next, in this example, the inner block B2 is also divided into a plurality of inner block pieces 9 (two block pieces 9a and 9b in this example) by the inner inclined siping 8 as in the central block B1. Among them, the inclined siping 8 is inclined in the opposite direction to the inclined siping 5 and the inclination angle β is set to an angle range of 15 to 28 ° similar to the angle α. In addition, in this example, the case where the inclined siping 8 is formed of a stepped bent line having a plurality of inclined pieces 8A inclined at substantially the same angle as the angle θ of the lateral main groove 4, Of these, the angle of a straight line connecting one end and the other end of the inclined siping 8 constitutes the inclination angle β. In addition, block rigidity can be maintained higher by using a stepped bent line.

  Further, in the block pieces 9a and 9b thus divided, in this example, only the inner side edges ai and bi on the inner side in the tire axial direction are arranged in the inner block in the tire axial direction at the intersection with the inner inclined siping 8. The position is shifted in a stepped manner with a shift amount t of 0.05 to 0.17 times the block width BW2 of B2. The block width BW2 is preferably in the range of 0.12 to 0.18 times the tread width TW in order to optimize the contact pressure, and the inner inclined siping 8 and the side edge bi in the stepped portion Q. Is preferably 90 ° to 110 ° for snow biting.

  By configuring in this way, the inner block B2 can also improve the icy and snow performance as a whole tire, such as improving the front and rear traction while suppressing side-slip, and improving the snow biting performance, and also the circumferential block. It can suppress the decrease in rigidity and suppress uneven wear. For the performance on ice, a closed-type siping 10 can also be formed in the block pieces 9a and 9b. At this time, the inclination angle of the siping 10 is substantially the same as the inclination angle of the inclined piece 8A. Is preferred.

  In this example, the side edges ao and bo on the outer side in the tire axial direction of the inner block B2 are not displaced so that the side edges ao and bo are connected in a substantially straight line. Increases the discharge of snow inside.

  As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

  A heavy duty tire having a tire size of 11R22.5 using the tread pattern shown in FIG. Each test tire was tested for anti-skid skiing performance on ice, braking performance on ice / snow, and uneven wear resistance, and these were compared.

(1) Anti-skid performance on ice;
A sample tire was mounted on all wheels of a 2-D type truck (loading load 8 tons) under the conditions of a rim (8.25 × 22.5) and internal pressure (700 Kpa), and started on ice in a fixed volume state. The amount of side slip of the driving side tire at that time was measured and displayed as an index with Comparative Example 1 taken as 100. The larger the index, the greater the skid and the lower the performance.

(2) On-ice / snow braking performance;
Using the vehicle, on the icy road surface and the snow road surface, sudden braking was applied with all-wheel lock from a speed of 30 km / h, and the braking distance until the vehicle stopped was measured. The smaller the index, the shorter the braking distance and the better the performance.

(1) Uneven wear resistance performance;
Using the vehicle, the general asphalt road was run for a distance of 20,000 km, and after running, the wear amount of uneven wear (heel & toe wear) generated in the central block row was measured and compared with each other.

  As shown in the table, it can be confirmed that the tires of the examples can exhibit excellent performance on ice and snow and can improve the uneven wear resistance of the block.

It is an expanded view which shows an example of the tread pattern of the pneumatic tire of this invention. It is an enlarged view which shows a center block. It is an enlarged view which shows an inner block. It is sectional drawing which shows the structure of a tread rubber. It is an expanded view which briefly shows the tread pattern of the tire of the comparative example 1 of a table | surface. It is a diagram explaining the measuring method of the block rigidity of the circumferential direction.

Explanation of symbols

2 Tread portion 2G Tread rubber 3 Vertical main groove 4 Horizontal main groove 5 Inclined siping 6, 6a, 6b Inclined siping 9, 9a, 9b in central block piece 8 Block pieces a1, a2, b1, b2 in side block B1 Block G1 in central block B2 Cap rubber part G2 Base rubber part Pa, Pb Crossing position R1 Block line in central block line R2

Claims (5)

By providing four longitudinal main grooves extending in the circumferential direction on both sides of the tire equator in the tread portion and transverse main grooves in a direction intersecting with the longitudinal main grooves, the central block is arranged in the circumferential direction on the tire equator. A pneumatic tire in which five block rows including a central block row are formed,
The block width BW1 in the tire axial direction of the central block is 0.12 to 0.18 times the tread width TW,
The central block is divided into a plurality of central block pieces in the circumferential direction by inclined siping inclined at an angle α of 15 to 28 ° with respect to the tire axial direction.
In addition, the central block piece facing by the inclined siping has a side edge on at least one side in the tire axial direction at a position intersecting with the inclined siping in the tire axial direction of 0.05 to 0.00 mm of the block width BW1. A pneumatic tire characterized by being displaced in a step shape with a displacement amount s of 17 times, and having a block rigidity in the circumferential direction of the central block of 50 to 60 N / mm.   The pneumatic tire according to claim 1, wherein the inclined siping is substantially linear, and the central block piece is displaced from both side edges.   The tread rubber forming the tread portion is composed of a cap rubber portion along the tread surface and a base rubber portion disposed on the inner side in the radial direction, and the rubber hardness (durometer A hardness) of the cap rubber portion is 62 to 62. The rubber hardness (durometer A hardness) of the base rubber portion is 67 to 73 ° and 2 to 8 ° larger than the rubber hardness of the cap rubber portion. Pneumatic tires.   The inner block row arranged on both sides in the tire axial direction of the central block row is divided by the inclined siping in which the inner block is inclined in the direction opposite to the inclined siping. The inner block pieces facing each other at the inner side in the tire axial direction are positioned in steps with a deviation amount t of 0.05 to 0.17 times the block width BW2 of the inner block in the tire axial direction. The pneumatic tire according to any one of claims 1 to 3, wherein the pneumatic tire is shifted.     The pneumatic tire according to any one of claims 1 to 4, wherein the slanted siping is bent stepwise.

Images