JP2011025864A - Pneumatic tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire effectively reducing rolling resistance by a tread pattern improvement without improving rubber properties or thickness of a tread rubber. <P>SOLUTION: A block group formed by arranging a plurality of mutually independent polygonal blocks is disposed on at least a part of a tread surface of the tread rubber 9. Within a cross section in a tire width direction, a tread surface section lying within a half range of a total belt width around a tire equatorial plane is taken to be a center region C, and the outside in a tread width direction than the center region is taken to be a shoulder region SH. In the mutual adjacent blocks 16 within the block group lying in the center region, block intervals in the tread width direction is larger than block intervals in a tread circumferential direction. In the mutual adjacent blocks 19 and 20 within the block group lying in the shoulder region, block intervals in the tread circumferential direction is larger than block intervals in the tread width direction. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention proposes a technique for reducing the rolling resistance of a pneumatic tire, particularly a pneumatic tire provided with a block group.

  In recent years, development in consideration of environmental problems such as global warming has been actively carried out, and one example is the reduction in fuel consumption of automobiles. One means for achieving this is to reduce the rolling resistance of the tire, and various technical developments have been made conventionally.

It is known that tire rolling resistance is often generated in the tread rubber. This rolling resistance (RR) is obtained by calculating the strain energy (SE) of the tread rubber and the loss tangent (tan δ) which is a loss of the rubber material. From the tread rubber volume (V), it can be expressed by RR = SE × tan δ × V. For example, changing the tread rubber used for the tread portion to one having a small loss tangent is intended to reduce rolling resistance. It is said that it is effective. However, this method is also known to sacrifice the tire's other performance, including gripping and braking forces.
In order to reduce rolling resistance, a method of reducing the thickness of the tread rubber is also conceivable. However, in this case, sufficient wear resistance of the tire may not be ensured.

  Therefore, the present invention provides a pneumatic tire in which rolling resistance is effectively reduced by improving the tread pattern without improving the rubber physical properties and thickness of the tread rubber.

  As a result of analyzing the strain energy generated in the tread portion of the tire in a state where it is assembled to the applicable rim and filled with the prescribed air pressure by the finite element method, the inventors have found that the strain energy in the shoulder region is as shown in FIG. It was found to be larger than the strain energy in the center region.

  Therefore, as shown in FIG. 4 for the shoulder region, the strain occupies the strain energy of the shoulder region, the vertical strain R in the tire radial direction, the vertical strain C in the tire circumferential direction, the vertical strain Z in the tire width direction, the tire circumferential section. As a result of analyzing the ratio according to the six strain components of the shear strain RC in the tire, the shear strain RZ in the tire width direction cross section, and the shear strain CZ in the tire radial direction cross section, as shown in FIG. It was found that the contribution of the shear strain RZ in the directional cross section was the largest.

  This shear strain RZ is shown in FIG. 5 (b) as a partial cross section in the tire width direction of the tread portion, in a shoulder region, and as shown by a broken line in the figure, a belt and a tread rubber having a certain curvature are applied to the road surface. When touching the ground, the area is located near the shoulder area because of the shear deformation that becomes a flat shape as shown by the solid line in the figure and the distance in the tire radial direction of the belt part located in the shoulder area is smaller than the center area. When the belt part touches down, the inclined belt layer arranged with the cords crossing is deformed into a pantograph shape and stretched in the tire circumferential direction. As a result, the slanted belt layer contracts in the tire width direction and is constrained by the road surface. It was found that shear strain occurs in the tread rubber between the tread tread and the belt.

Next, as shown in FIG. 6, the center region was subjected to the same analysis on the strain energy. As a result, it was found that the contribution of the shear strain RC in the tire circumferential section was the largest.
This circumferential shear strain is generated when the tread rubber is deformed between the belt and the road surface that hardly expands or contracts in the tire circumferential direction as shown in the tire circumferential cross-sectional view of FIG. I got the knowledge.

  The inventors noticed that the rolling resistance of the tire is affected by the shear strain in the tire circumferential direction in the center region and the shear strain in the tire width direction in the shoulder region, and these strains are different. It was thought that rolling resistance could be reduced by reducing the energy loss accompanying shear deformation in each region.

  Therefore, in the pneumatic tire according to the present invention, at least a part of a block group including a carcass, a belt, and a tread rubber in the tread portion and a plurality of mutually independent polygonal blocks arranged on the tread rubber tread is provided. The tread tread surface portion located within the range of 1/2 of the total belt width around the tire equatorial plane in the cross section of the tire width direction is defined as a center area, and the tread width direction outside of the center area. Are adjacent to each other in the block group located in the center area, and the block spacing in the tread width direction is larger than the block spacing in the tread circumferential direction. For adjacent blocks, the tread circumferential block spacing is greater than the tread width block spacing. Those characterized that no.

  Here, the total belt width means, for example, the average belt width of two layers that form the widest group of intersecting belt layers. If there are two intersecting layers, the average value of the two layers, In the case of a sheet, the average value of the widest belt layer and the second widest belt layer is used.

  In such a tire, more preferably, polygonal blocks having a number of pentagons or more are arranged in a staggered manner in the tread circumferential direction.

で与えられる、ブロック群の単位実接地面積当たりのブロック個数密度Ｓを０．００３〜０．０４個／ｍｍ^２の範囲内とする。 Preferably, the block is defined by the reference pitch length P and the width W, where P (mm) is the reference pitch length of the polygon block in the block group and W (mm) is the width of the block group. The number of blocks present in the reference area of the group is a (pieces), the negative rate in the reference area is N (%),

The block number density S per unit actual ground contact area of the block group is set in the range of 0.003 to 0.04 block / mm ² .

Here, the “reference pitch length of the block” refers to the minimum unit of the repeated pattern of the block in one block row constituting the block group. For example, the pattern is defined by one block and a groove defining the block. If a repetitive pattern is specified, the reference pitch length of the block is the sum of the tread circumferential length of one block and the tread circumferential length of one groove adjacent to the tread circumferential direction of this block. To do.
Note that “the number of blocks a in the reference area of the block group” is the number of blocks remaining in the reference area with respect to the surface area of the block, when the block exists inside and outside the reference area and cannot be counted as one. For example, in the case of a block straddling the inside and outside of the reference area and having only half of the reference area, it is counted as 1/2.

“Block group width W” refers to the tread width direction length of the block group formed by densely arranging the blocks. For example, when the block group exists in the entire tread, it refers to the tread ground contact width, and it surrounds the tread tread surface. When a groove or the like is provided and the block group does not exist in the entire tread, the average width of the region divided by the circumferential groove or the like is meant.
“Actual contact area” of a block group refers to the total surface area of all blocks in the reference area of the block group, that is, the reference area defined by the product of the reference pitch length P and the width W. The area obtained by subtracting the area of the groove that divides each block from the area of.

  The groove length is an industrial standard effective in the region where tires are produced and used. In Japan, JATMA (Japan Automobile Tire Association) YEAR BOOK, in Europe, ETRTO (European Tire and Rim Technical Organization) STANDARDS MANUAL, USA In TRA (THE TIRE and RIM ASSOCIATION INC.) YEAR BOOK, etc., the tire was assembled and measured with the highest air pressure specified according to the tire size in the standards of JATMA etc. Shall.

  In the pneumatic tire of the present invention, the blocks adjacent to each other in the block group located in the center region are such that the block interval in the tread width direction is larger than the block interval in the tread circumferential direction, as shown in FIG. With respect to the tire circumferential direction shear strain, the tire can be contracted at long intervals in the tread width direction at the time of tire rotation deformation, and the strain can be reduced.

  Further, the blocks adjacent to each other in the block group located in the shoulder region have a larger block interval in the tread circumferential direction than the block interval in the tread width direction, and the shoulder region as shown in FIG. It is possible to reduce the shear deformation in the tread width direction when the tread rubber contacts the road surface by reducing the contraction deformation at long intervals in the tread circumferential direction.

  As a result, the shoulder block reduces the shear strain in the tire cross section in the tread width direction and the center block reduces the shear strain in the tire cross section in the tread width direction. The rolling resistance can be reduced.

It is a tire width direction sectional view in the state where a tire was assembled to an application rim and specified air pressure was filled, showing an embodiment of a pneumatic tire. 1 is a partial development view of a tread pattern showing an embodiment of a pneumatic tire of the present invention. It is a figure which shows the result of having analyzed about the distortion energy which generate | occur | produces in the tread part of a pneumatic tire. It is a figure which shows the result analyzed about the distortion energy which generate | occur | produces in a shoulder area | region. (A) is a figure which shows typically the shear distortion in a tire width direction cross section, (b) is a figure which shows typically the shear deformation at the time of the belt and tread rubber of a shoulder area | region contacting a road surface. It is a figure which shows the result analyzed about the distortion energy which generate | occur | produces in a center area | region. It is a figure which shows typically the shear strain in a tire circumferential direction cross section.

Hereinafter, the pneumatic tire of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a meridian cross-sectional view of a tire, showing an embodiment of a pneumatic tire assembled to an application rim.

  In the figure, 1 is a tread portion, 2 is a pair of sidewall portions extending radially inward continuously to the respective side portions of the tread portion 1, and 3 is a radially inward direction of the sidewall portion 2. The consecutive bead parts are shown in FIG.

  Here, the cords are arranged on the outer peripheral side of the crown region of the carcass 5 made of, for example, a single carcass ply, which is wound and moored around the pair of bead cores 4, for example, around a pair of bead cores 4. Two or more rubber-coated belt layers, in the drawing, two inclined belt layers 6 are provided, extending in a direction inclined at 15 to 30 ° with respect to the tire equatorial plane. 6, a plurality of cords extending along the equator plane of the tire are covered with rubber. In the figure, a circumferential belt layer 7 and a tread rubber 9 forming a tread tread surface 8 are arranged. Set up.

  Then, the center region C is set within a range of ½ of the average belt width BW of the inclined belt layer 6 from the tire equatorial plane E, and the outer side in the tire width direction is defined as a shoulder region SH.

FIG. 2 is a partial development view of a tread pattern showing an embodiment of the pneumatic tire of the present invention.
The tread tread surface 8 is provided with a plurality of circumferential grooves extending in the tread circumferential direction, two linear grooves 11 in the figure.
A center land portion 12 is defined between two circumferential grooves adjacent to each other, in the figure, near the center region C, and each shoulder land is located near the shoulder region SH located between the circumferential groove 11 and the tread side edge. The section 13 is partitioned.

The center land portion 12 has four rows of zigzag narrow grooves 14 extending in a zigzag shape in the tread circumferential direction, and zigzag narrow grooves 14 adjacent to each other and a center thick groove 15 opening in the circumferential groove 11. A block row is defined, and this block row is formed by a plurality of octagonal center blocks 16.
Here, the center blocks 16 are arranged in a staggered manner in the tread circumferential direction.

Further, the shoulder land portion 13 has four zigzag narrow grooves 17 extending in a zigzag shape in the tread circumferential direction, and a shoulder thick groove that opens to the side edges of the zigzag narrow groove 17, the circumferential groove 11 and the tread adjacent to each other. 18 divides the block row into four rows. The block row includes an octagonal first shoulder block 19 near the center of the shoulder land portion 13 and a horizontally elongated second shoulder block on the outer side in the tread width direction of the block 19. 20.
Here, the first shoulder blocks 19 are arranged in a staggered manner in the tread circumferential direction.

  In this pneumatic tire, the center blocks 16 adjacent to each other have a block interval in the tread width direction larger than the block interval in the tread circumferential direction, and the first shoulder block 19 and the second shoulder block 20 adjacent to each other are The block interval in the circumferential direction is made larger than the block interval in the tread width direction.

Here, the circumferential groove 11 has, for example, a groove width of 3 to 20 mm and a groove depth of 5 to 10 mm. The circumferential groove 11 has not only a linear shape but also a zigzag shape, a wavy line shape, a curved shape, It can also be extended in the form of a main groove such as a crank.
Each zigzag narrow groove 14, 17 has, for example, a groove width of 0.3 to 3 mm and a groove depth of 1 to 10 mm, and the center thick groove 15 has a circumferential length of 0.3 to 3 mm and a groove depth. 1 to 10 mm, and the width direction length is in the range of 5 to 25 mm. The shoulder thick groove 18 has a circumferential direction length of 5 to 25 mm, a groove depth of 1 to 10 mm, and a width direction length of 0.3 to 3 mm. Range.
Further, the tread circumferential length of the blocks 16 and 19 is 5 to 25 mm, the tread width length is 5 to 25 mm, the surface area is 25 to 330 mm ² , and the distance between adjacent blocks in the tread width direction is 2.5. It can be in the range of -10 mm.

In such a pneumatic tire, preferably, polygonal blocks having a number of pentagons or more are arranged in a zigzag shape in the tread circumferential direction, and in the figure, the blocks 16 and 19 are arranged in a zigzag shape in the tread circumferential direction. 19 high-density arrangement can be easily realized, and at the time of tire rolling, each of the edges can be sequentially acted on under the formation of a larger number of blocks 16 and 19 to exhibit a more excellent edge effect. In addition, since the ground contact timing to the road surface can be shifted between the blocks 16 and 19 adjacent in the tread width direction, pattern noise can also be reduced.
Further, the blocks 16 and 19 are arranged in a zigzag pattern in the tread circumferential direction, and the block number density D is set to be high so that the adjacent blocks can support each other when a high load is applied to the blocks 16 and 19. According to this, it is possible to further increase the rigidity of the blocks 16 and 19 and further improve the wear resistance.

  Further, by arranging the polygonal block as an even-numbered block, the arrangement of grooves defining the block can be easily defined. More preferably, the octagonal block supports adjacent blocks. It is possible to achieve low rolling resistance.

で与えられる、ブロック群の単位実接地面積当たりのブロック個数密度Ｓを０．００３〜０．０４個／ｍｍ^２の範囲、好ましくは０．００３〜０．０３５個／ｍｍ^２の範囲で形成し、ショルダーブロックを区画するショルダー太溝１８の、トレッド周方向長さをトレッド幅方向長さより長くし、センターブロック１６を区画するセンター太溝１５の、トレッド幅方向長さをトレッド周方向長さより長くする。 By the way, when the reference pitch length of the polygon block in the block group is P (mm) and the width of the block group is W (mm), the block group defined by the reference pitch length P and the width W The number of blocks in the reference area is a (piece), the negative rate in the reference area is N (%),

The block number density S per unit ground contact area of the block group is given in the range of 0.003 to 0.04 piece / mm ² , preferably 0.003 to 0.035 piece / mm ^2. The length of the tread circumferential direction of the shoulder thick groove 18 defining the shoulder block is longer than the length of the tread width direction, and the length of the center thick groove 15 defining the center block 16 is longer than the length of the tread width direction. To do.

With this configuration, for example, the density S increases compared to the density of s = 0.002 pieces / mm ² or less of the conventional tire, the collapse deformation is absorbed by the groove between the blocks, and the block deformation is the block deformation with respect to the input. As a result, the deformation in the tire rotation direction of the stepping portion and the kicking portion of the block becomes uniform, and the wear energy generated in the contact surface can be reduced. As a result, both wear resistance and rolling resistance can be achieved at a high level.

  That is, when S is less than 0.003, the surface area of the block is increased, and there is a possibility that the grounding property of the tread surface cannot be improved. On the other hand, when S exceeds 0.04, Even when the sipe is disposed, it is difficult to achieve a desired block rigidity.

Preferably, the negative rate N of the block group G is set to 5% to 50%, and by setting this range, the steering stability can be improved.
That is, when the negative rate N is less than 5%, the groove area is too small and the drainage performance is insufficient, and the size of each block may be too large, making it difficult to achieve the required edge effect. On the other hand, if it exceeds 50%, the ground contact area becomes too small, and the steering stability tends to decrease.

  In such a tire, water in the ground contact surface can be efficiently drained mainly through the circumferential groove 11, and the blocks are densely packed while securing a sufficient groove area in the block group G. By disposing, the total edge length and edge direction (number of edges facing different directions) of the respective blocks 16 and 19 can be increased, and an excellent edge effect can be exhibited. In addition, since the blocks 16 and 19 are reduced in size, the contact performance of each block can be improved. Therefore, braking performance and steering stability on a road surface having a low coefficient of friction μ such as an ice surface and a wet road surface are provided. Can be improved. Moreover, by reducing the respective blocks 16 and 19, the distance from the central area of the blocks 16 and 19 to the peripheral edge of the block can be reduced, and the water film removal effect by the blocks 16 and 19 can be improved.

  And preferably, the tread circumferential length is 5 to 50% with respect to the tread width direction length of the thick groove defining the shoulder block, and the tread circumferential length of the thick groove defining the center block Thus, the length in the tread width direction is set to 5 to 50%.

Next, a tire having a structure as shown in FIGS. 1 and 2 and having a size of 195 / 65R15 was prototyped, and one carcass ply and a belt layer were arranged at an inclination angle of 26 ° with respect to the tire equatorial plane. As shown in Table 1, a circumferential belt reinforcing layer formed of two layers in which steel cords cross each other and a ribbon-like strip made of rubber coated nylon cord is formed into a spiral winding structure. The rolling resistance was measured for each of the example tires and comparative tires 1 and 2 in which the respective specifications were changed.
In addition, since the comparative example tire does not require modification for the structure other than the tread surface, the tire is assumed to conform to the example tire.

For each of the example tire and the comparative example tires 1 and 2, the tire is assembled to a 6J × 15 rim in accordance with JATMA, the internal pressure is 210 kPa, the load load is 4.41 kN, and the tire is at a speed of 80 km / h. The rolling resistance was measured and evaluated by a smooth drum and a force type in accordance with IS018164. The results are shown in Table 2 as an index.
In addition, the index value in a table | surface is calculated | required using the value of the comparative example tire 1 as control, and shows that rolling resistance is excellent, so that an index | exponent is small.

  From the results of Table 2, the example tires were able to reduce rolling resistance compared to the comparative example tires 1 and 2.

DESCRIPTION OF SYMBOLS 1 Tread part 2 Side wall part 3 Bead part 4 Bead core 5 Carcass 6 Inclined belt layer 7 Circumferential belt layer 8 Tread tread 9 Tread rubber 11 Circumferential groove 12 Center land part 13 Shoulder land part 14, 17 Zigzag narrow groove 15 Center thick groove 16 Center block 18 Shoulder thick groove 19 First shoulder block 20 Second shoulder block C Center region E Tire equatorial plane SH Shoulder region

Claims (3)

In a pneumatic tire having a tread portion including a carcass, a belt, and a tread rubber, and at least a part of a block group formed by arranging a plurality of mutually independent polygonal blocks on the tread rubber tread surface,
In the tire width direction cross section, the tread tread surface portion located within the range of 1/2 of the belt total width centering on the tire equatorial plane is the center region, and the tread width direction outside from the center region is the shoulder region,
The blocks adjacent to each other in the block group located in the center region have a larger block interval in the tread width direction than a block interval in the tread circumferential direction.
A pneumatic tire characterized in that blocks adjacent to each other in a block group located in a shoulder region have a block interval in the tread circumferential direction larger than a block interval in the tread width direction.   The pneumatic tire according to claim 1, wherein polygonal blocks having a number of pentagons or more are arranged in a staggered manner in the tread circumferential direction. The reference area of the block group defined by the reference pitch length P and the width W, where P (mm) is the reference pitch length of the polygon block in the block group and W (mm) is the width of the block group The number of blocks existing in a is a (pieces), and the negative rate in the reference area is N (%).

The pneumatic tire according to claim 1 or 2, wherein the block number density S per unit actual ground contact area of the block group is within a range of 0.003 to 0.04 / mm ² .

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