JP2008184039A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2008184039A
JP2008184039A JP2007019482A JP2007019482A JP2008184039A JP 2008184039 A JP2008184039 A JP 2008184039A JP 2007019482 A JP2007019482 A JP 2007019482A JP 2007019482 A JP2007019482 A JP 2007019482A JP 2008184039 A JP2008184039 A JP 2008184039A
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groove
depth
sub
width
slit
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Tsunetaka Nakamata
常隆 仲俣
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Toyo Tire Corp
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Toyo Tire and Rubber Co Ltd
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/80Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86Optimisation of rolling resistance, e.g. weight reduction 

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Abstract

<P>PROBLEM TO BE SOLVED: To reduce the rolling resistance of a tire, and to maintain traction performance after middle stage of abrasion. <P>SOLUTION: In the pneumatic tire, a plurality of main grooves 1 extending in a tire circumferential direction is provided on a tread, and a sub-groove 2 extending in a tire circumferential direction is provided at an area clamped by the main groove 1 at the outermost side in a tire width direction and a ground-contact end E. A thin rib 3 is formed by the main groove 1 and the sub-groove 2, and a slit 4 for communicating the ground-contact end E with the sub-groove 2 is provided. A row of blocks 5 formed by the ground-contact end E, the sub-groove 2 and the slit 4 is arranged at an outer side in a width direction of the thin rib 3. Depth of the sub-groove 2 is 10-60% of the depth of the main groove 1, and width of the sub-groove 2 is 0.5-3.0 mm. Width of the thin rib 3 is 4-12% of ground-contact end width W, and depth of the slit 4 is 40-80% of the depth of the main groove 1. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は空気入りタイヤに関し、より詳細には、タイヤの転がり抵抗が低減され、摩耗中期以降のトラクション性能が維持された空気入りタイヤに関する。   The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire in which the rolling resistance of the tire is reduced and the traction performance after the middle stage of wear is maintained.

タイヤ周方向にブロックが並ぶブロック列を備えた空気入りタイヤでは、ブロックの過度に動くことがあり、偏摩耗の原因となっている。また、ブロックの過度な動きによりタイヤが発熱するため、転がり抵抗が増大し燃費が悪化することもある。そのため、特許文献1に記載の空気入りタイヤでは、ブロックを形成する横溝(ラグ溝)の中央部分の溝深さを浅くし、ブロックの過度な動きを抑え、偏摩耗を抑制している。浅くした部分はブリッジと呼ばれ、ブリッジの深さは、通常主溝深さの30%〜60%である。   In a pneumatic tire having a block row in which blocks are arranged in the tire circumferential direction, the blocks may move excessively, causing uneven wear. In addition, tires generate heat due to excessive movement of the block, which may increase rolling resistance and deteriorate fuel consumption. For this reason, in the pneumatic tire described in Patent Document 1, the groove depth of the central portion of the lateral groove (lug groove) forming the block is made shallow to suppress excessive movement of the block and to suppress uneven wear. The shallow portion is called a bridge, and the depth of the bridge is usually 30% to 60% of the main groove depth.

また、横溝を極端に浅くし(例えば主溝深さの10%程度)、ブロックの過度な動きを抑えて上記問題の解決を図っているタイヤもある。   In some tires, the lateral groove is extremely shallow (for example, about 10% of the depth of the main groove), and excessive movement of the block is suppressed to solve the above problem.

特開平7−172114号公報(図1、2)JP-A-7-172114 (FIGS. 1 and 2)

上記の空気入りタイヤにおいては、トレッドの摩耗が進行すると、ブリッジがトレッド表面に現れ、横溝が分断された状態となる。あるいは、横溝が極端に浅い場合、横溝が早期に消滅してしまう。その結果、十分なトラクション性能を得られなくなり、タイヤの転がり抵抗の低減と摩耗中期以降のトラクション性能の維持とを両立させることが困難であった。   In the pneumatic tire described above, when tread wear proceeds, a bridge appears on the tread surface and the lateral grooves are separated. Alternatively, when the lateral groove is extremely shallow, the lateral groove disappears early. As a result, sufficient traction performance cannot be obtained, and it has been difficult to achieve both reduction in rolling resistance of the tire and maintenance of traction performance after the middle period of wear.

したがって、本発明の目的は、タイヤの転がり抵抗を低減し、摩耗中期以降のトラクション性能を維持させることにある。   Therefore, an object of the present invention is to reduce the rolling resistance of the tire and maintain the traction performance after the middle stage of wear.

上記課題を解決するため、本願発明の空気入りタイヤは、タイヤ周方向に延びる複数の主溝がトレッドに刻まれ、
タイヤ幅方向最外側の前記主溝と接地端とに挟まれた領域において、タイヤ周方向に延びる副溝が刻まれ、前記主溝と前記副溝とにより細リブが形成され、
前記接地端と前記副溝とを連通するスリットが刻まれ、前記接地端、前記副溝及び前記スリットにより形成されたブロックの列が細リブの幅方向外側に配置され、
前記副溝の深さは前記主溝の深さの10%〜60%、前記副溝の幅は0.5mm〜3.0mmであって、前記細リブの幅は接地端幅の4%〜12%であり、前記スリットの深さは前記主溝の深さの40%〜80%であることを特徴とする。
In order to solve the above problems, the pneumatic tire of the present invention has a plurality of main grooves extending in the tire circumferential direction, which are carved into the tread.
In the region sandwiched between the outermost main groove and the ground contact end in the tire width direction, a sub-groove extending in the tire circumferential direction is carved, and a thin rib is formed by the main groove and the sub-groove,
A slit communicating the grounding end and the sub-groove is engraved, and a row of blocks formed by the grounding end, the sub-groove and the slit is arranged on the outer side in the width direction of the thin ribs,
The depth of the sub-groove is 10% to 60% of the depth of the main groove, the width of the sub-groove is 0.5 mm to 3.0 mm, and the width of the thin rib is 4% to the width of the ground end. The depth of the slit is 40% to 80% of the depth of the main groove.

スリットに比べて、副溝の溝幅が狭く、溝深さが浅く設定されている。その結果、ブロックと細リブとの連結部分の剛性が高くなり、ブロックの過度な動きが抑制される。その結果、タイヤの発熱が抑えられ、転がり抵抗が低減される。また、スリットにブリッジを設けたり、スリットの深さを極端に浅くする必要がないので、摩耗中期以降のトラクション性能を維持させることができる。   Compared to the slit, the groove width of the sub-groove is set narrower and the groove depth is shallower. As a result, the rigidity of the connecting portion between the block and the thin rib is increased, and excessive movement of the block is suppressed. As a result, heat generation of the tire is suppressed and rolling resistance is reduced. Further, since it is not necessary to provide a bridge in the slit or to extremely reduce the depth of the slit, the traction performance after the middle stage of wear can be maintained.

以下、図面を用いて、本発明に係る空気入りタイヤの実施の形態を説明する。図1は、本発明に係る空気入りタイヤのトレッドパターンを示す図である。図において、タイヤ周方向Rに延びる、複数の主溝1が刻まれている。タイヤ幅方向最外側の主溝1と接地端Eとに挟まれた領域では、周方向Rに延びる副溝2が刻まれ、主溝1と副溝2とにより細リブ3が形成されている。更に、接地端Eと副溝2とを連通するスリット4が刻まれている。したがって、接地端E、副溝2及びスリット4によりブロック5が形成され、ブロック5がタイヤ周方向に並んだブロック列が細リブ3の幅方向外側に配置されている。   Hereinafter, an embodiment of a pneumatic tire according to the present invention will be described with reference to the drawings. FIG. 1 is a view showing a tread pattern of a pneumatic tire according to the present invention. In the drawing, a plurality of main grooves 1 extending in the tire circumferential direction R are engraved. In a region sandwiched between the outermost main groove 1 and the ground contact end E in the tire width direction, a sub-groove 2 extending in the circumferential direction R is cut, and the main groove 1 and the sub-groove 2 form a thin rib 3. . Furthermore, the slit 4 which connects the grounding end E and the subgroove 2 is carved. Therefore, a block 5 is formed by the ground contact E, the sub-groove 2 and the slit 4, and a block row in which the blocks 5 are arranged in the tire circumferential direction is arranged on the outer side in the width direction of the thin rib 3.

スリット4に比べて、副溝2の溝幅が狭く、溝深さが浅く設定されている。その結果、ブロック5と細リブ3との連結部分の剛性が高くなり、ブロック5の過度な動きが抑制される。その結果、タイヤの発熱が抑えられ、転がり抵抗が低減される。また、スリット4にブリッジを設けたり、スリット4の深さを極端に浅くする必要がないので、摩耗中期以降のトラクション性能を維持させることができる。   Compared to the slit 4, the groove width of the sub-groove 2 is set narrow and the groove depth is shallow. As a result, the rigidity of the connecting portion between the block 5 and the thin rib 3 is increased, and excessive movement of the block 5 is suppressed. As a result, heat generation of the tire is suppressed and rolling resistance is reduced. Moreover, since it is not necessary to provide a bridge in the slit 4 or to make the depth of the slit 4 extremely shallow, the traction performance after the middle stage of wear can be maintained.

副溝2の深さは主溝1の深さの10%〜60%が好ましく、副溝2の幅は0.5mm〜3.0mmが好ましい。副溝2の深さが主溝1の深さの60%を超えたり、副溝2の幅が3.0mmを超えたりすると、ブロック5が動き易くなりタイヤの発熱量が増大し、転がり抵抗が増大してしまう。逆に、副溝2の深さが主溝1の深さの10%未満であったり、副溝2の幅が0.5mm未満であったりすると、摩耗中期以降のトラクション性能を維持することができなくなる。   The depth of the sub groove 2 is preferably 10% to 60% of the depth of the main groove 1, and the width of the sub groove 2 is preferably 0.5 mm to 3.0 mm. If the depth of the sub-groove 2 exceeds 60% of the depth of the main groove 1 or the width of the sub-groove 2 exceeds 3.0 mm, the block 5 becomes easy to move and the amount of heat generated by the tire increases, and the rolling resistance increases. Will increase. Conversely, if the depth of the secondary groove 2 is less than 10% of the depth of the main groove 1 or the width of the secondary groove 2 is less than 0.5 mm, the traction performance after the middle stage of wear can be maintained. become unable.

また、細リブ3の幅W1は、トレッドの接地端幅Wの4%〜12%が好ましい。4%未満であると、ブロック5が動き易くなりタイヤの発熱量が増大し、転がり抵抗が増大してしまう。逆に、12%を超えると、スリット4の長さが短くなってしまうので、トラクション性能が低下する。なお、細リブ3の幅が一定でない場合は、W1は周方向全体の平均値とする。   Further, the width W1 of the thin rib 3 is preferably 4% to 12% of the ground end width W of the tread. If it is less than 4%, the block 5 is easy to move, the amount of heat generated by the tire increases, and the rolling resistance increases. On the contrary, if it exceeds 12%, the length of the slit 4 is shortened, so that the traction performance is lowered. In addition, when the width | variety of the thin rib 3 is not constant, W1 is taken as the average value of the whole circumferential direction.

スリット4の深さを極端に浅くする必要がなく、スリット4の深さは主溝1の深さの40%〜80%とすることが好ましく、スリット4の幅は5.0mm〜12.0mmが好ましい。スリット4の深さが主溝1の深さの80%を超えたり、スリット4の幅が12.0mmを超えたりすると、ブロック5が動き易くなりタイヤの発熱量が増大し、転がり抵抗が増大してしまう。逆に、スリット4の深さが主溝1の深さの40%未満であったり、スリット4の幅が5.0mm未満であったりすると、摩耗中期以降のトラクション性能を維持することができなくなる。
It is not necessary to make the depth of the slit 4 extremely shallow. The depth of the slit 4 is preferably 40% to 80% of the depth of the main groove 1, and the width of the slit 4 is 5.0 mm to 12.0 mm. Is preferred. If the depth of the slit 4 exceeds 80% of the depth of the main groove 1 or the width of the slit 4 exceeds 12.0 mm, the block 5 becomes easy to move and the amount of heat generated by the tire increases, and the rolling resistance increases. Resulting in. Conversely, if the depth of the slit 4 is less than 40% of the depth of the main groove 1 or the width of the slit 4 is less than 5.0 mm, the traction performance after the middle stage of wear cannot be maintained. .

実施例として本発明に係る空気入りタイヤを試作し評価を行なった。実施例及び比較例のトレッドパターンは図1に示したパターンであり、スリット4の深さは主溝1の深さの50%、幅は6.0mmであった。従来例1、2のトレッドパターンは図2に示すように、ショルダー部のブロック105の列の幅方向内側に細リブがないトレッドパターンを備え、従来例1は長さ15.0mm、深さが主溝101の深さの50%であるブリッジ(図示しない)を各スリット104(深さ:主溝深さの50%、幅:6.0mm)に備え、従来例2のスリット104の深さは主溝101の深さの10%であった。副溝などの寸法は表1に示すとおりであり、タイヤサイズ11R22.5、内圧700kPaとして、リム(サイズ:22.5×7.50)に装着して評価した。   As an example, a pneumatic tire according to the present invention was prototyped and evaluated. The tread pattern of the example and the comparative example is the pattern shown in FIG. 1, and the depth of the slit 4 was 50% of the depth of the main groove 1 and the width was 6.0 mm. As shown in FIG. 2, the tread pattern of the conventional examples 1 and 2 includes a tread pattern having no thin ribs on the inner side in the width direction of the row of the shoulder blocks 105, and the conventional example 1 has a length of 15.0 mm and a depth of A bridge (not shown) which is 50% of the depth of the main groove 101 is provided in each slit 104 (depth: 50% of the depth of the main groove, width: 6.0 mm), and the depth of the slit 104 of the conventional example 2 is provided. Was 10% of the depth of the main groove 101. The dimensions of the minor groove and the like are as shown in Table 1, and the tire size was 11R22.5 and the internal pressure was 700 kPa, and the rim (size: 22.5 × 7.50) was attached and evaluated.

評価結果を表1に示す。トラクション性能は、小型トラック(車軸配置:2−D)の全輪にタイヤを装着し、JATMA規定の荷重を掛けた状態で、湿潤路における時速60kmから停止する制動距離を、指数(従来例1を100とする)で表した。転がり抵抗は、JATMAトラック及びバス用タイヤの転がり抵抗試験方法の力測定法により、1軸ドラム試験機で、時速60kmで1時間のならし走行後に、時速60km、荷重2500kgの条件で測定した値を指数(従来例1を100とする)で表した。いずれの評価においても数字が大きいほど性能が良いことを示す。   The evaluation results are shown in Table 1. The traction performance is expressed as an index (conventional example 1) in which a tire is mounted on all wheels of a small truck (axle arrangement: 2-D) and a braking distance from a speed of 60 km / h on a wet road is applied with a load specified by JATMA. Is 100). Rolling resistance is a value measured with a single-axis drum tester under the condition of 60 km / h and a load of 2500 kg after running for 1 hour at 60 km / h by the force measurement method of the rolling resistance test method for JATMA truck and bus tires. Is represented by an index (conventional example 1 is assumed to be 100). In any evaluation, the larger the number, the better the performance.

表1によれば、実施例の30000km走行時のトラクション性能は従来例1より良いので摩耗中期以降のトラクション性能が維持されて、実施例の転がり抵抗は従来例1より低減されており、タイヤの転がり抵抗を低減し、摩耗中期以降のトラクション性能を維持させることができた。   According to Table 1, the traction performance at the time of traveling 30000 km of the example is better than the conventional example 1, so that the traction performance after the middle stage of wear is maintained, the rolling resistance of the example is lower than the conventional example 1, and the tire The rolling resistance was reduced and the traction performance after the middle wear was maintained.

Figure 2008184039
Figure 2008184039

本発明に係る空気入りタイヤのトレッドパターンを示す図である。It is a figure which shows the tread pattern of the pneumatic tire which concerns on this invention. 従来例に係る空気入りタイヤのトレッドパターンを示す図である。It is a figure which shows the tread pattern of the pneumatic tire which concerns on a prior art example.

符号の説明Explanation of symbols

1 主溝
2 副溝
3 細リブ
4 スリット
5 ブロック
1 Main groove 2 Sub groove 3 Thin rib 4 Slit 5 Block

Claims (1)

タイヤ周方向に延びる複数の主溝がトレッドに刻まれ、
タイヤ幅方向最外側の前記主溝と接地端とに挟まれた領域において、タイヤ周方向に延びる副溝が刻まれ、前記主溝と前記副溝とにより細リブが形成され、
前記接地端と前記副溝とを連通するスリットが刻まれ、前記接地端、前記副溝及び前記スリットにより形成されたブロックの列が細リブの幅方向外側に配置され、
前記副溝の深さは前記主溝の深さの10%〜60%、前記副溝の幅は0.5mm〜3.0mmであって、前記細リブの幅は接地端幅の4%〜12%であり、前記スリットの深さは前記主溝の深さの40%〜80%であることを特徴とする空気入りタイヤ。
A plurality of main grooves extending in the tire circumferential direction are carved in the tread,
In the region sandwiched between the outermost main groove and the ground contact end in the tire width direction, a sub-groove extending in the tire circumferential direction is carved, and a thin rib is formed by the main groove and the sub-groove,
A slit communicating the grounding end and the sub-groove is engraved, and a row of blocks formed by the grounding end, the sub-groove and the slit is arranged on the outer side in the width direction of the thin ribs,
The depth of the sub-groove is 10% to 60% of the depth of the main groove, the width of the sub-groove is 0.5 mm to 3.0 mm, and the width of the thin rib is 4% to the width of the ground end. The pneumatic tire is 12%, and the depth of the slit is 40% to 80% of the depth of the main groove.
JP2007019482A 2007-01-30 2007-01-30 Pneumatic tire Pending JP2008184039A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105026181A (en) * 2013-02-28 2015-11-04 米其林企业总公司 Improved civil engineering tire tread
JP2016030560A (en) * 2014-07-30 2016-03-07 東洋ゴム工業株式会社 Pneumatic tire

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005231420A (en) * 2004-02-17 2005-09-02 Toyo Tire & Rubber Co Ltd Pneumatic radial tire

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005231420A (en) * 2004-02-17 2005-09-02 Toyo Tire & Rubber Co Ltd Pneumatic radial tire

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105026181A (en) * 2013-02-28 2015-11-04 米其林企业总公司 Improved civil engineering tire tread
CN105026181B (en) * 2013-02-28 2017-05-17 米其林企业总公司 Improved civil engineering tire tread
JP2016030560A (en) * 2014-07-30 2016-03-07 東洋ゴム工業株式会社 Pneumatic tire

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