JP2006335282A - Heavy load tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a heavy load tire capable of enhancing the resistance against eccentric wear. <P>SOLUTION: The heavy load tire has crown blocks 5a, shoulder blocks 5c, and middle blocks 5b, which satisfy Formula (1) 1.50≤A<SB>CR</SB>≤1.80, Formula (2) 1.30≤A<SB>MD</SB>≤1.70, Formula (3) 0.90≤A<SB>SH</SB>≤1.20, Formula (4) 0.93≤B<SB>MD</SB>/B<SB>CR</SB>≤1.10, Formula (5) 1.50≤B<SB>SH</SB>/B<SB>CR</SB>≤1.85, Formula (6) 0.90≤C<SB>MD</SB>/C<SB>CR</SB>≤1.05, and Formula (7) 1.55≤C<SB>SH</SB>/C<SB>CR</SB>≤1.85. In the formulae, A is the block longitudinal-transverse ratio obtained through a procedure that the circumferential direction maximum length of each type of block is divided by the axial direction maximum length, B is the stiffness in the circumferential direction of the block, C is the stiffness in the axial direction of the block, and<SB>CR</SB>,<SB>MD</SB>,<SB>SH</SB>are suffixes to A, B, C of the crown block, middle block, and shoulder block, respectively. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a heavy duty tire capable of improving uneven wear resistance.

  In recent years, since heavy-duty pneumatic tires mounted on trucks, buses and the like are not easily replaceable, there are an increasing number of block patterns having a traction performance that is relatively unaffected by road surface conditions. However, in recent years, it has been found that heavy load tires having a block pattern exhibit different wear behavior depending on the position where they are mounted on the vehicle, even though they are the same tire.

  For example, a tire mounted on a front wheel serving as a steered wheel is susceptible to lateral wear during turning, and shoulder wear is likely to occur at the shoulder portion earlier than the crown portion. On the other hand, the tire mounted on the rear wheel is affected by fluctuations in the load capacity of the vehicle. That is, since a heavy load tire is often designed with a profile or the like based on an allowable maximum load, only the crown portion of the tread surface tends to come into contact with the vehicle in an unloaded state. Therefore, the crown wear that the crown portion wears earlier than the shoulder portion is likely to occur.

  Conventionally, the above-described shoulder wear and crown wear are considered to be mutually contradictory performances. In conventional technology, when a heavy duty tire is mounted on a front wheel and a rear wheel, each wheel is worn until the second half of wear. It was very difficult to evenly wear the tread surface.

  The following documents have been proposed as heavy load tires having a block pattern, but do not particularly suggest the problem of the present invention.

JP-A-8-193309

  The present invention has been devised in view of the above circumstances, and the aspect ratio, tire circumferential direction rigidity and tire axial direction rigidity of the blocks provided on the tread surface are respectively determined for the crown block, the middle block and the shoulder block. An object of the present invention is to provide a heavy duty tire that can wear the tread surface substantially uniformly regardless of the mounting position on the vehicle.

According to the first aspect of the present invention, the tread surface includes a crown block disposed in the crown region, a shoulder block disposed in the shoulder region, and a middle region between the crown region and the shoulder region. A heavy-duty tire including a middle block arranged therein, wherein each block satisfies the following formulas (1) to (7).
1.50 ≦ A _CR ≦ 1.80 (1)
1.30 ≦ A _MD ≦ 1.70 (2)
0.90 ≦ A _SH ≦ 1.20 (3)
0.93 ≦ B _MD / B _CR ≦ 1.10 (4)
1.50 ≦ B _SH / B _CR ≦ 1.85 (5)
0.90 ≦ C _MD / C _CR ≦ 1.05 (6)
1.55 ≦ C _SH / C _CR ≦ 1.85 (7)
Here, “A” is the block aspect ratio obtained by dividing the maximum tire circumferential length of the block by the maximum tire axial length, “B” is the tire circumferential rigidity of the block, and “C” is the block tire. It is axial rigidity, and the suffix “CR” attached to these symbols A to C indicates the crown block, “MD” indicates the middle block, and SH indicates the value of each A, B or C of the shoulder block. is there.

  The invention according to claim 2 is the heavy duty tire according to claim 1, wherein each of the blocks is made of a rubber composition having a complex elastic modulus of 5.0 to 7.0 MPa.

  According to a third aspect of the present invention, the tread surface in the tire meridional section including the tire rotation axis has a radius of curvature of 500 to 680 mm in a reference state in which a rim is assembled on a normal rim, normal internal pressure is filled, and no load is applied. The heavy-duty tire according to claim 1 or 2.

  The heavy duty tire according to the present invention has a tread regardless of the mounting position on the vehicle by limiting the block aspect ratio, tire circumferential rigidity and tire axial rigidity to a certain range for each of the crown block, middle block and shoulder block. The surface can be worn substantially uniformly.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a development view showing an example of a tread pattern of a heavy load tire 1 of the present invention. The heavy load tire is formed as a heavy load pneumatic radial tire having, for example, a carcass made of one steel cord and a belt layer made of at least two steel belt plies arranged on the outside thereof.

  In the figure, the heavy load tire 1 is provided with a tread surface 2 between the tread grounding ends E and E. The tread grounding end E is grounded on a flat surface with a normal load applied to the tire rotation shaft and a camber angle of 0 °, from a reference state in which the tire 1 is assembled on a regular rim and filled with a regular internal pressure. It is the outermost position that contacts the road surface.

  Here, 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, For ETRTO, it is “Measuring Rim”. In addition, “regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based. It is the maximum air pressure for JATMA and the table “TIRE LOAD LIMITS” for TRA. The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, “INFLATION PRESSURE” in the case of ETRTO. Furthermore, “regular load” is the load that each standard defines for each tire in the standard system including the standard on which the tire is based. The maximum load capacity is specified for JATMA, and the table “TIRE LOAD LIMITS” for TRA. The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, “LOAD CAPACITY” in the case of ETRTO.

  Further, the tread surface 2 can be virtually divided into a crown region CR that forms the center portion thereof, a shoulder region SH on the tread grounding end E side, and a middle region MD therebetween. The crown region CR is a region having a width of 25% of the tread width TW around the tire equator C. The shoulder region SH is a region that is 20% of the tread width TW from the tread contact end E to the inside in the tire axial direction. The tread width TW is a tire axial distance between the tread grounding ends E and E in the reference state.

  The tread surface 2 is provided with a plurality of vertical grooves 3 extending continuously in the tire circumferential direction and a plurality of horizontal grooves 4 extending in a direction intersecting with the vertical grooves 3. A plurality of blocks 5 are defined on the tread surface 2 by the vertical grooves 3 and the horizontal grooves 4.

  In this embodiment, the longitudinal groove 3 includes one longitudinal groove 3a extending on the tire equator C, a pair of outer longitudinal grooves 3c extending most on the tread end E side, and the inner longitudinal groove 3a. And an inner longitudinal groove 3b extending between the outer longitudinal groove 3c and the outer longitudinal groove 3c. That is, in this example, a total of five vertical grooves 3 are provided.

  In the present embodiment, the horizontal groove 4 is connected to the inner horizontal groove 4a that connects between the inner vertical groove 3a and the inner vertical groove 3b, and between the inner vertical groove 3b and the outer vertical groove 3c. The lateral groove 4b and the outer lateral groove 4c extending from the outer longitudinal groove 3c to the tread grounding end E are configured.

  Thus, the tread surface 2 has a crown block 5a between the inner vertical grooves 3b and 3b, a middle block 5b between the inner vertical groove 3b and the outer vertical groove 3c, and the outer vertical groove 3c. And the shoulder block 5c between the tread end E are divided. The block center of gravity Gc of the crown block 5a is included in the crown region CR, the block center of gravity Gm of the middle block 5b is included in the middle region MD, and the block center of gravity Gs of the shoulder block 5b is included in the shoulder region SH.

  In the present embodiment, each of the longitudinal grooves 3 extends in a zigzag shape in the tire circumferential direction. Such a zigzag groove is useful for providing a substantially horizontal V-shaped edge in a plan view to the side edges of the blocks 5a to 5c and improving the traction performance. However, various shapes such as a straight shape and a wave shape extending linearly in the tire circumferential direction can be used for the longitudinal groove 3.

  In the present embodiment, the zigzag amplitude of the inner and outer vertical grooves 3a and 3c is larger than the zigzag amplitude of the inner vertical groove 3b. In each of the vertical grooves 3a, 3b and 3c, the number of zigzag pitches is the same. In addition, it is desirable to shift the phase in the circumferential direction so that the zigzag peak positions preferably do not overlap in adjacent vertical grooves.

  Further, in order to improve the traction performance of each block 5a to 5c, the inner lateral groove 4a and the inner lateral groove 4b are inclined in the same direction (in FIG. 1, left-up) and are inclined with respect to the tire axial direction. The angle is preferably set to 8 ° or more and 25 ° or less. On the other hand, the outer lateral groove 4c extending over the shoulder region SH has an angle with respect to the tire axial direction of 0 to 5 ° substantially along the tire circumferential direction, and gives the shoulder block 5c sufficient rigidity. Further, it is desirable that the end portions of the horizontal grooves 4 are continuous with the zigzag bent portions (zigzag peaks) of the vertical grooves 3 as in the present embodiment.

  Although the groove width of the vertical groove 3 and the horizontal groove 4 is not specifically limited, For example, about 6.0-11.0 mm is suitable.

Based on a simplified pattern of FIG. 1 (this is shown in FIG. 6), the inventors have made the block aspect ratio of each block, the tire circumferential direction of the crown block 5a, the middle block 5b, and the shoulder block 5c. When the wear test was performed with different stiffnesses and tire axial stiffnesses, the above-mentioned parameters exist that can cause the tread surface 2 to wear substantially uniformly regardless of the mounting position on the vehicle such as the front wheels and the rear wheels. I found out. In addition, this parameter shows optimum wear characteristics regardless of the block shape for heavy load tires having a crown block, middle block and shoulder block, and similarly excellent wear characteristics in the pattern of FIG. Can be obtained.
Hereinafter, each requirement will be described.

(Block aspect ratio A)
The block aspect ratios ACR, AMD, and ASH of the crown block 5a, middle block 5b, and shoulder block 5c are the maximum tire circumferential lengths of the blocks 5a to 5c, as shown in FIGS. This is obtained by dividing the length BL by the tire axial maximum length BW. That is, each block aspect ratio A can be expressed by a ratio (BL / BW). As the block aspect ratio A is larger, the blocks are relatively elongated along the tire circumferential direction. Further, even when the length BL or BW is different between the ground contact surface of the block 5 and the groove bottom side, the block aspect ratio A is specified on the ground contact surface.

In the heavy load tire 1 of the present invention, the block aspect ratio ACR of the crown block, the block aspect ratio AMD of the middle block 5b, and the aspect ratio ASH of the shoulder block 5c satisfy the following expressions (1), (2), and (3). .
1.50 ≦ A _CR ≦ 1.80 (1)
1.30 ≦ A _MD ≦ 1.70 (2)
0.90 ≦ A _SH ≦ 1.20 (3)

When the block aspect ratio A _CR of the crown block 5a is less than 1.50, there is a tendency that center wear tends to occur when the crown block 5a is attached to the front wheel. Conversely, the block aspect ratio A _CR is 1.80. If it exceeds the range, heel and toe wear tends to occur. The block aspect ratio A _MD of the middle block 5b is of less than 1.30, when the front wheel mounting, tends to punching wear occurs wear only the middle block is promoted. Conversely, the block aspect ratio A _MD is, if more than 1.70, the heel and toe wear is likely to occur. Further, when the block aspect ratio A _SH of the shoulder block 5c is less than 0.90, heel and toe wear tends to occur. Conversely, when the block aspect ratio A _SH exceeds 1.20, the shoulder drops when the front wheels are mounted. Wear is likely to occur. All of the above could be confirmed by various experiments.

Here, the block aspect ratio A _CR of the crown block 5a and the block aspect ratio A _MD of the middle block 5b partially overlap, but preferably, A _CR > A _MD This is preferable in that more uniform wear can be obtained. In other words, the block aspect ratio A is desirably larger as the block is located closer to the tire equator C. Generally, the tread portion 2 receives a greater lateral force as the block is located on the outer side in the tire axial direction. Therefore, in order to obtain uniform wear energy in the tread portion, it is necessary to increase the lateral rigidity of the middle block 5b as compared with the crown block 5a. Therefore, with respect to the block aspect ratio, it is desirable to A _CR> A _MD.

Particularly preferably, the block aspect ratios A _CR , A _MD and A _SH of the respective blocks 5a to 5c satisfy the following expressions (1) ′, (2) ′ and (3) ′.
1.60 ≦ A _CR ≦ 1.80 (1) ′
1.50 ≦ A _MD ≦ 1.70 (2) ′
1.00 ≦ A _SH 1.20 (3) ′

(Block tire circumferential rigidity)
As shown in FIG. 3, the tire circumferential stiffness B of each block is a ratio between the tire circumferential external force F acting on the ground contact surface 5P of the block 5 and the tire circumferential displacement y of the block 5 at that time. And is defined by the following formula (a).
B = F / y (a)

Here, as schematically shown in FIG. 4, when the block 5 is considered as a cantilever beam supported at the groove bottom and rising vertically, the external force F is included in the displacement y in the tire circumferential direction of the block 5. Bending displacement and shear displacement due to. However, since the shear displacement is smaller than the bending displacement, it can be ignored. Therefore, the displacement y when determining the tire circumferential rigidity B of the block is regarded as a bending displacement due to the external force F. Further, for convenience of calculation, each of the blocks 5a to 5c has a cross-sectional contour a (at the position parallel to the ground contact surface 5P of the block 5 as shown in FIG. 3) at the 50% height position of each block maximum height h. It is approximated as a continuous block having a maximum height h. From the above, the bending displacement y of the block 5 can be calculated by the following equation (b) as the bending displacement of the cantilever.
y = Fh ³ / 3EI ₁ (b)
Here, F is the external force along the tire circumferential direction, h is the maximum height of the block, E is the complex elastic modulus of the rubber constituting the block, I1 is the tire axial direction passing through the centroid of the cross-sectional contour a This is the moment of inertia of the cross section around the line.

Accordingly, the tire circumferential direction rigidity B of each block can be obtained by substituting the equation (b) into the equation (a) and the following equation (c).
B = 3EI ₁ / h ³ (c)

In the present invention, the crown block 5a, the middle block 5b, and the shoulder block 5c have block shapes so that the tire circumferential rigidity B _CR , B _MD and B _SH satisfy the following expressions (4) and (5). .
0.93 ≦ B _MD / B _CR ≦ 1.10 (4)
1.50 ≦ B _SH / B _CR ≦ 1.85 (5)

Results of various experiments, when the ratio of the tire circumferential rigidity B _MD of the tire circumferential rigidity BCR and middle block 5b of the crown block 5a (B _MD / B _CR) is less than 0.93, heel and the crown blocks 5a Toe wear tends to occur, and conversely, when the ratio (B _MD / B _CR ) is larger than 1.10, punching wear tends to occur in the middle block 5b.

Further, when the ratio (B _SH / B _CR ) between the tire circumferential direction rigidity B _{CR of} the crown block 5a and the tire circumferential direction rigidity B _SH of the shoulder block 5c is less than 1.50, the rigidity of the shoulder block 5c is low. When the tire is mounted on the front wheel of a truck or the like, especially the shoulder wear tends to proceed, and conversely, when the ratio (B _SH / B _CR ) is larger than 1.85, the rigidity of the shoulder block 5c becomes excessively large. When worn on the rear wheel, crown wear tends to proceed.

From the above viewpoint, it is particularly preferable that the tire circumferential rigidity B of each of the blocks 5a to 5c satisfy the following expressions (4) ′ and (5) ′.
1.00 ≦ B _MD / B _CR ≦ 1.10 (4) ′
1.60 ≦ B _SH / B _CR ≦ 1.85 (5) ′

  The block aspect ratio A is a parameter relatively correlated with the tire circumferential rigidity of the block. However, with the block aspect ratio A alone, when a groove bottom raised portion such as a tie bar is provided between blocks adjacent in the tire circumferential direction, the influence cannot be sufficiently considered. Therefore, in the present invention, the circumferential rigidity of each block is adopted separately from the block aspect ratio.

(Block tire axial rigidity)
The tire axial direction rigidity C of each block can be obtained in the same manner as the tire circumferential direction rigidity, and both the direction and displacement of the external force may be changed to the tire axial direction. Specifically, it can be obtained approximately by the following equation (d).
C = 3EI ₂ / h ³ (c)
Here, E is the tensile modulus of elasticity of the block rubber, I2 is the second moment of section around the tire circumferential line passing through the centroid of the section contour a, and h is the maximum height of the block.

In the present invention, the block shape of the crown block 5a, the middle block 5b and the shoulder block 5c is determined so that the tire axial rigidity C _CR , _CMD and C _SH satisfy the following expressions (6) and (7). It has been. 0.90 ≦ C _MD / C _CR ≦ 1.05 (6)
1.55 ≦ C _SH / C _CR ≦ 1.85 (7)

Here, when the ratio (C _MD / C _CR ) between the tire axial rigidity C _CR of the crown block 5a and the tire axial rigidity C _MD of the middle block 5b is less than 0.90, punching wear of the middle block 5b occurs. Conversely, when the ratio (C _MD / C _CR ) exceeds 1.05, heel and toe wear tends to occur on the crown block 5a.

When the ratio (C _SH / C _CR ) between the tire axial stiffness C _{CR of} the crown block 5a and the tire axial stiffness C _SH of the shoulder block 5c is less than 1.55, the tire axial stiffness of the shoulder block 5c Is relatively lowered, and as a result, a large slip is likely to occur in the shoulder block 5c due to lateral force during turning. Thereby, when it is used for a front wheel, shoulder wear tends to occur remarkably. On the contrary, when the ratio (C _MD / C _CR ) exceeds 1.85, the tire block rigidity of the shoulder block 5c is excessively increased. As a result, when the rear block is mounted, the crown block 5a has a large slip. It tends to occur, and as a result, crown wear tends to occur.

From such a viewpoint, it is particularly preferable that the tire axial rigidity C of each of the blocks 5a to 5c satisfy the following expressions (6) ′ and (7) ′.
0.95 ≦ C _MD / C _CR ≦ 1.00 (6) ′
1.60 ≦ C _SH / C _CR ≦ 1.75 (7) ′

  Each of the blocks 5a to 5c is preferably formed of a rubber composition having a complex elastic modulus of 5.0 to 7.0 MPa. When the complex elastic modulus of each block 5a to 5c is less than 5.0 MPa, shoulder wear tends to occur even with the same rubber blend. On the other hand, if the complex elastic modulus of the blocks 5a to 5c exceeds 7.0 MPa, only the crown block 5a is easily worn even with the same rubber composition, and the crown wear is likely to be caused.

  The complex elastic modulus was obtained by cutting a strip-shaped sample 4 mm wide × 30 mm long × 1.5 mm thick and using a viscoelastic spectrometer manufactured by Iwamoto Seisakusho Co., Ltd. at a temperature of 70 ° C., a frequency of 10 Hz, and dynamic strain. It is a value measured under the condition of ± 2%.

  In the reference state, the heavy load tire 1 has a curvature radius Rt of the tread surface 2 in the meridional section including the tire rotation axis of 500 mm or more, more preferably 520 mm or more, and further preferably 540 mm or more, as shown in FIG. Is desirable. In the present embodiment, an aspect in which the tread surface 2 is substantially formed by a single arc Rt is shown, but a plurality of arcs may be connected. Here, when the curvature radius Rt is less than 500 mm, there is a tendency that shoulder wear tends to occur particularly when the curvature radius Rt is attached to the front wheel. Conversely, the radius of curvature Rt is preferably 680 mm or less, more preferably 660 mm or less, and even more preferably 640 mm or less. When the curvature radius Rt exceeds 680 mm, center wear tends to occur particularly when the curvature radius Rt is attached to the front wheel.

Next, effects of the present invention will be clarified by specific examples.
Heavy load tires (size: 11R22.5) made based on the specifications in Table 1 were mounted on three types of front and rear wheels of typical trucks, and the wear characteristics of each were examined. The tread pattern of each test tire was based on the tread pattern shown in FIG. 6, and various patterns were produced by making various block patterns with different depths of the vertical and horizontal grooves, and comparative experiments were conducted.

  Also, the wear characteristics are that each vehicle travels until the maximum wear of the crown block reaches 50%, and the wear ratio of the front and rear wheels (crown block wear / shoulder block wear) is determined on both sides of the tire equator and in the tire circumferential direction. Measured at 6 locations and shows the total average value under 3 vehicle conditions. The closer the value is to 1.0, the better. In addition, there are three types of trucks, 2-D4, 22-D, and 2-D (loads and travel distances were adjusted so that the full load state and the half load state were approximately 50% for each vehicle) The rim was unified to 7.50 × 22.5 and the internal pressure was set to 800 kPa. Table 1 shows the test results.

  As a result of the test, in the example, a substantially uniform wear state was obtained regardless of the front wheel and the rear wheel, and the significance of the present invention was confirmed.

It is a tread surface development view of a heavy duty tire showing an embodiment of the present invention. (A)-(C) show the top view of each block. It is a perspective view explaining block rigidity. It is the schematic diagram which made the block explaining block rigidity look like a cantilever. It is sectional drawing of the tread surface containing the tire rotating shaft in a reference | standard state. It is an expanded view of the tread surface which shows the tread pattern used in the Example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Pneumatic tire 2 Tread surface 3 Vertical groove 4 Horizontal groove 5 Block 5a Crown block 5b Middle block 5c Shoulder block CR Crown area MD Middle area SH Shoulder area

Claims (3)

A heavy-duty tire including a crown block disposed in a crown region on a tread surface, a shoulder block disposed in a shoulder region, and a middle block disposed in a middle region between the crown region and the shoulder region. There,
Each block satisfies the following formulas (1) to (7), and is a heavy duty tire.
1.50 ≦ A _CR ≦ 1.80 (1)
1.30 ≦ A _MD ≦ 1.70 (2)
0.90 ≦ A _SH ≦ 1.20 (3)
0.93 ≦ B _MD / B _CR ≦ 1.10 (4)
1.50 ≦ B _SH / B _CR ≦ 1.85 (5)
0.90 ≦ C _MD / C _CR ≦ 1.05 (6)
1.55 ≦ C _SH / C _CR ≦ 1.85 (7)
(Where "A" is the block aspect ratio obtained by dividing the maximum tire circumferential length of the block by the maximum tire axial length, "B" is the tire circumferential rigidity of the block, and "C" is the block Tire axial rigidity. The suffix "CR" attached to these symbols A to C is the crown block, "MD" is the middle block, and "SH" is the value of each A, B or C of the shoulder block. Is shown.)   The heavy load tire according to claim 1, wherein each block is made of a rubber composition having a complex elastic modulus of 5.0 to 7.0 MPa.   3. The tread surface in a tire meridional section including a tire rotating shaft has a radius of curvature of 500 to 680 mm in a reference state in which a rim is assembled on a normal rim, normal internal pressure is filled, and no load is applied. Heavy duty tires.

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