JP2011042319A - Tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire capable of improving on-ice/snow performance while sufficiently maintaining biased abrasion resistance and block durability. <P>SOLUTION: In a tread, a plurality of circumferential grooves 10 partition a land into a plurality of blocks 20B. Closed sipes 34, 35 partition the blocks 20B circumferentially into a plurality of partitioned parts. Each of a plurality of the partitioned parts has: the central narrowest partitioned part 20R which is the narrowest in a circumferentially-partitioned width; and wide partitioned parts 20S, 20T in which the narrowest partitioned part 20R is circumferentially sandwiched, and which is wider in the circumferentially partitioned width than the narrowest partitioned part 20R. The closed sipes 34, 35 extend zigzag in the tire width direction so as to become zigzag sipes with both the ends thereof closed. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a tire in which a land portion composed of a plurality of blocks is defined in a tread portion, and a plurality of sipes are arranged in the block.

  The usage conditions of heavy duty studless tires for trucks and buses vary greatly depending on the loading capacity of the vehicle, and the performance on ice and snow (for example, traction performance and braking performance on ice and snow) changes depending on the loading capacity. There are things to do. At that time, when the load is large, the contact area increases and the performance on ice and snow increases, and when the load is small, the contact area decreases and the performance on ice and snow tends to decrease. On the other hand, conventionally, in order to ensure the performance on ice and snow particularly when the load is small, it is common to increase the number of blocks and sipes in the tread portion to enhance the edge effect.

  However, as the number of blocks and sipes increases, the rigidity of each block and small blocks partitioned by sipes decreases, and there is a tendency for uneven wear resistance and block durability to decrease. Therefore, simply increasing the number of blocks and sipes cannot achieve both performance on ice and snow and other performance, and it is difficult to secure sufficient required performance for each. On the other hand, if the block is made larger by narrowing the main groove or lug groove, the ground contact area within the ground contact surface can be increased and the block rigidity can be increased. In this case, snow in each groove is discharged. There is a possibility that the effect is lowered and the performance on ice and snow is affected.

On the other hand, conventionally, a plurality of blocks adjacent in the tire width direction with the circumferential sipe sandwiched in the tread portion are divided, and each block opens in the circumferential sipe and crosses in the width direction, and both ends open. There is known a tire that improves snow and snow performance while maintaining uneven wear resistance by forming two width-direction sipes (see Patent Document 1).
However, with this conventional tire, there is a risk that the block near the bottom of the opening in the width direction sipe (especially the opening to the circumferential sipe) is likely to move, ensuring the block durability more reliably. Therefore, further improvements are required.

JP 2007-186121 A

  The present invention has been made in view of such conventional problems, and its object is to secure sufficient uneven wear resistance and block durability for a tire having a block in a land portion of a tread portion. It is to improve the performance of tires on snow and ice.

  The present invention is a tire in which a tread portion includes a plurality of circumferential grooves extending in the tire circumferential direction and a land portion partitioned by the circumferential groove, and the land portion is partitioned into a plurality of blocks, each block In addition, the block is divided in the tire circumferential direction to form at least three compartments, the closed sipes closed at both ends, the narrowest compartment having the narrowest compartment width in the tire circumferential direction, and the narrowest compartment in the tire. And a wide section having a wider section width in the tire circumferential direction than a narrowest section section sandwiched from both sides in the circumferential direction.

  ADVANTAGE OF THE INVENTION According to this invention, the on-ice performance of a tire can be improved, ensuring sufficient uneven wear resistance and block durability for the tire which has a block in the land part of a tread part.

It is a top view which expands and shows the tread pattern of the tire of this embodiment. It is a top view which expands and shows one block pair of a central land part. It is a top view which expand | deploys and shows the tread pattern of the tire of the conventional product.

Hereinafter, an embodiment of a tire of the present invention will be described with reference to the drawings.
The tire of this embodiment is a studless tire for heavy loads such as trucks and buses and passenger cars, for example. In the following, a pneumatic tire will be described as an example, but other tires such as a tire filled with a gas other than air will be described. It may be a tire. The tire also includes a bead core disposed in the pair of bead portions, a carcass extending between the bead portions, a belt disposed on the outer peripheral side of the carcass in the tread portion, and a tread rubber on which a predetermined tread pattern is formed. Etc., having a well-known tire structure.

FIG. 1 is a plan view showing a developed tread pattern of the tire according to the present embodiment, and schematically shows a part in the tire circumferential direction (the vertical direction in the figure).
As shown in the drawing, the tire 1 includes a plurality of circumferential grooves 10 and 11 extending in the tire circumferential direction and a plurality of land portions 20, 21, and 22 extending in the tire circumferential direction partitioned by the tread portion 2. I have. Moreover, the tire 1 is linearly arranged in a direction intersecting with the circumferential grooves 10 and 11 disposed in the land portions 20, 21, and 22, for example, a tire width direction (left and right direction in the drawing), or inclined or curved. A plurality of lug grooves 30, 31, 40, 50 are provided. In the tire 1, the land portions 20, 21, and 22 are divided by the plurality of lug grooves 30, 31, 40, and 50, and are partitioned into a plurality of blocks 20 </ b> B, 21 </ b> B, and 22 </ b> B arranged in the tire circumferential direction. .

  The circumferential grooves 10, 11 are arranged in the tread portion 2 with at least two (here, four), two central circumferential grooves 10 arranged with the tire equatorial plane CL interposed therebetween, and the tire width direction thereof. It consists of two outer circumferential grooves 11 respectively arranged on the outer tread end (tire width direction outer end) side. The circumferential grooves 10 and 11 are straight grooves that are slightly bent at a predetermined pitch and extend linearly in the tire circumferential direction, and the groove width and the tire radial depth are the same (or similar). Are arranged at symmetrical positions in the tire width direction across the tire equatorial plane CL.

  The land portions 20, 21, 22 are located in an intermediate region defined by the central land portion 20 and the circumferential grooves 10, 11 positioned on the tire equator plane CL defined by the two central circumferential grooves 10. It consists of two middle land parts 21 and two shoulder land parts 22 located in the tire width direction outermost side (shoulder part side). Of these five rows, the central land portion 20 and the intermediate land portion 21 are partitioned by the circumferential grooves 10 and 11 on both sides in the tire width direction, whereas the shoulder land portion 22 has only one outer side circumference. It is divided by the direction groove | channel 11, and is arrange | positioned between tread ends. Further, the width of each land portion 20, 21, 22 in the tire width direction is formed in a width according to the arrangement position of the circumferential grooves 10, 11 that divide them, and here, the central land portion 20 is the widest, The shoulder land portion 22 and the intermediate land portion 21 are formed narrowly in this order.

  In addition, the central land portion 20 has a plurality of first lug grooves 30 and second lug grooves 31 extending in the tire width direction, circumferential sipes 32 and 33 extending in the tire circumferential direction, and extending in the tire width direction. The closed sipes 34 and 35 are repeatedly arranged in a predetermined pattern in the tire circumferential direction.

  The first and second lug grooves 30 and 31 have one end opened in each of the central circumferential grooves 10 on both sides (in the figure, the first lug groove 30 is on the left side and the second lug groove 31 is on the right center. The other end terminates at the central portion (on the tire equatorial plane CL or in the vicinity thereof) in the central land portion 20. Further, the plurality of first lug grooves 30 and second lug grooves 31 are spaced at the same interval in the tire circumferential direction and spaced apart from each other in the tire circumferential direction, and the arrangement position (phase) is shifted in the tire circumferential direction. The left and right are alternately arranged along the tire circumferential direction.

  In the tire 1, the first and second lug grooves 30, 31 are formed in a straight line in the same direction with respect to the tire width direction and at a predetermined angle from the tire width direction. Further, the first and second intervals are repeated so that the interval between the first lug groove 30 and the second lug groove 31 adjacent in the tire circumferential direction is alternately narrow and wide along the tire circumferential direction. The lug grooves 30 and 31 are sequentially arranged. Furthermore, circumferential sipes 32 and 33 alternately arranged along the tire circumferential direction are opened at the respective end portions of the first lug groove 30 and the second lug groove 31.

  Circumferential sipes 32 and 33 are arranged in the middle of the central land portion 20 in the tire width direction (on the tire equatorial plane CL) and in turn between the first and second lug grooves 30 and 31 adjacent to each other in the tire circumferential direction. The central land portion 20 is divided in the tire width direction and divided into two block rows. One circumferential sipe 32 is provided on the side where the gap between the lug grooves 30 and 31 is wide, and also functions as a boundary between the blocks 20B adjacent in the tire width direction. The circumferential sipe 32 has a zigzag shape, a wave shape, or a meandering bent shape (here, these are collectively referred to as a bend) and is bent at least once to extend in the tire circumferential direction. Is open. On the other hand, the other circumferential sipe 33 is provided on the side where the gap between the lug grooves 30 and 31 is narrow, and functions as a connecting sipe for connecting the first and second lug grooves 30 and 31 to each other. Have. The circumferential sipe 33 extends linearly in the tire circumferential direction or inclined or curved (inclined here) at a predetermined angle, and opens to and connects the lug grooves 30, 31. 31 and the central land portion 20 are traversed in the tire width direction as a whole.

  In the present embodiment, a plurality of sets of the circumferential sipe 33 and a pair of first and second lug grooves 30 and 31 connected to each other are arranged at a predetermined interval in the tire circumferential direction, and the central land portion 20 is a tire. Divide in the circumferential direction. In addition, the divided central land portion 20 is divided in the tire width direction by a circumferential sipe 32 that is bent and extended in the tire circumferential direction, and the central land portion 20 is partitioned into a plurality of blocks 20B having a substantially rectangular shape in plan view. Thereby, a plurality of blocks 20B are alternately arranged across the tire equatorial plane CL, and a plurality of blocks 20B are arranged in the tire circumferential direction on both sides of the central land portion 20 across the tire equatorial plane CL. Forming a column. In addition, a pair of blocks 20B adjacent in the tire width direction with the circumferential sipe 32 interposed therebetween are arranged shifted in the tire circumferential direction, and a plurality of block pairs including the pair of blocks 20B are arranged in the tire circumferential direction. Thus, the central land portion 20 located on the tire equatorial plane CL has a plurality of block pairs, and the plurality of blocks 20B are composed of a plurality of block pairs.

  In FIG. 1, one block pair of the central land portion 20 is hatched with diagonal lines, and the pair of blocks 20B are hatched with diagonal lines inclined in opposite directions. Further, in the central land portion 20, the plurality of block pairs are sequentially arranged in the tire circumferential direction with a part of them adjacent to each other with a sipe (here, the circumferential sipe 33) interposed therebetween.

FIG. 2 is an enlarged plan view showing a range including one block pair of the central land portion 20.
As shown in the figure, the tire 1 includes a plurality of closed and sipe 34, 35 that are straight or bent (here, bent) that do not open to the central circumferential groove 10 or the like at each block 20B. , 35 and a plurality of partition portions 20R, 20S, 20T. The partition portions 20R, 20S, and 20T are rubber portions that constitute a part of the block 20B that is partitioned between the closed sipes 34 and 35 and between the lug grooves 30 and 31, each formed in a small block shape. They are connected to each other at the edge of the block 20B beyond the ends of the closed sipes 34 and 35. In each block pair, the pair of blocks 20 </ b> B including the respective components are formed symmetrically with respect to one point on the tire equatorial plane CL.

  The closed sipes 34 and 35 are bent sipes that are bent one or more times and extend in the tire width direction as a whole. The closed sipes 34 and 35 are bent and extended in the tire width direction, and both ends end at predetermined positions on the edge side of the block 20B. The block 20B is blocked. In addition, at least two (here, four) closed sipes 34 and 35 are arranged in the block 20B, and at least three (here, five) compartments 20R that divide the block 20B in the tire circumferential direction. , 20S, 20T. These closed sipes 34 and 35 are also bent in the block 20B, and the wall surfaces of the partition portions 20R, 20S and 20T sandwiching the closed sipes 34 and 35 are similarly formed in a bent shape. Furthermore, the closed sipes 34 and 35 are spaced apart from each other in the tire circumferential direction, and are the same as the lug grooves 30 and 31 sandwiching the block 20B in the same direction as a whole with respect to the tire width direction. Inclined in the direction.

  Here, these four closed sipes 34 and 35 are composed of two central closed sipes 34 positioned on the center side in the tire circumferential direction and two outer closed sipes 35 positioned on the outer side in the tire circumferential direction. Also, the two central closed sipes 34 are arranged so that the distance between them is relatively narrow, and the two outer closed sipes 35 are sandwiched between the two central closed sipes 34 and the lug grooves 30, 31. Between. At that time, the outer closed sipe 35 is disposed near the central portion in the tire circumferential direction between the central closed sipe 34 and the lug grooves 30 and 31 by a predetermined amount toward the central closed sipe 34.

  In the block 20B, the section widths and areas in the tire circumferential direction of the respective partition portions 20R, 20S, and 20T are set according to the arrangement positions and intervals of the closed sipes 34 and 35, and the tire circumferences are arranged between the central closed sipes 34. The narrowest partition section 20R having the narrowest partition width in the direction is partitioned. On the other hand, between the outer closed sipes 35 and the lug grooves 30 and 31, the partition portions 20T located at both ends in the tire circumferential direction have the widest tire circumferential width compared to the other partition portions 20R and 20S. It is sectioned as the widest section and is arranged adjacent to the lug grooves 30 and 31. On the other hand, between the closed sipes 34 and 35, a pair of intermediate partition portions 20S sandwich the narrowest partition portion 20R from both sides in the tire circumferential direction, and the section in the tire circumferential direction than the narrowest partition portion 20R. As a wide partition part with a wide image width, it is partitioned into a narrower partition width than the widest partition part 20T. Thereby, in this embodiment, while the narrowest division part 20R is located in the center part of the tire circumferential direction of the block 20B, the division parts 20R, 20S, and 20T of each block 20B are made from the center part of the tire circumferential direction. The partition width in the tire circumferential direction is increased in order toward both ends. However, the intermediate partition section 20S may be partitioned into a partition width equivalent to the widest partition section 20T.

  Here, the partition width of each partition part 20R, 20S, 20T is a width along the tire circumferential direction of each partition part 20R, 20S, 20T partitioned by the closed sipes 34, 35 and the lug grooves 30, 31. When the width changes along the width direction, it means the average width. That is, for example, when the closed sipes 34, 35 are sipe bent, curved, or inclined (bent here), between the closed sipes 34, 35 or between the closed sipes 34, 35 and the lug grooves 30, 31 The average width obtained by averaging the widths along the tire circumferential direction is the partition width. However, the section width is obtained from each distance along the tire circumferential direction between the average positions in the tire circumferential direction of the block edges along the closed sipes 34, 35 and the lug grooves 30, 31. Also good. Further, the partition portions of the blocks 21B and 22B described later are configured in the same manner as the partition portions of the block 20B, and the following partition widths are also synonymous with the partition widths of the block 20B.

  The plurality of block pairs have adjacent blocks 20B on the opposite side in the tire width direction adjacent to each other across the circumferential sipe 33, and each of the widest partition portions 20T formed in each adjacent block 20B. The tires are arranged in the tire circumferential direction while being adjacent to each other in the tire width direction. Further, the tire 1 includes a plurality of lug grooves 30 and 31 that divide the central land portion 20 in the tire circumferential direction along the widest partition portion 20T adjacent to each other with the circumferential sipe 33 interposed therebetween. Further, each block 20B has two convex portions V projecting in the tire width direction on the tire equatorial plane CL side, and adjacent to the end portions of the lug grooves 30 and 31 at the tire circumferential direction position of the convex portion V. Two central closed sipes 34 of the block 20B to be performed are arranged.

  In addition, in each block 20B, the two central closed sipes 34 are bent and bent at substantially the same position in the tire width direction, but at the ends in the tire width direction, the other is opposite to the one that is not bent. Bending in the direction, the distance between them gradually increases. As a result, the narrowest section 20R is formed so as to expand toward the closed end of the central closed sipe 34 that divides them on the end side in the tire width direction (X range in FIG. 2).

  A plurality of lug grooves 40 and closed sipes 44 and 45 extending in the tire width direction are provided in the tire circumferential direction on the middle land portion 21 (see FIG. 1) on both outer sides in the tire width direction with respect to the central land portion 20. It is repeatedly arranged in a predetermined pattern. The lug groove 40 crosses the intermediate land portion 21 in the tire width direction, both ends open to the circumferential grooves 10 and 11 on both sides, and the intermediate land portion 21 is divided in the tire circumferential direction to form a plurality of blocks 21B. It is partitioned. The lug grooves 40 are inclined in the same direction with respect to the tire width direction at the intermediate land portions 21 on both sides, are inclined in the opposite direction to the lug grooves 30 and 31 of the central land portion 20, and the lug grooves 30, The tires are arranged in the tire circumferential direction at the same intervals as the 31 tire circumferential direction arrangement intervals.

  Similarly to the block 20B shown in FIG. 2, each block 21B is divided in the tire circumferential direction by a plurality (four in this case) of closed sipes 44 and 45 closed at both ends, and at least three (here, five) are divided. ) Is formed. The closed sipes 44 and 45 are composed of two central closed sipes 44 positioned on the center side in the tire circumferential direction and two outer closed sipes 45 positioned on both outer sides thereof, and are bent and extended in the tire width direction. Sipe is formed. Thus, the closed sipes 44 and 45 are configured in the same manner as the closed sipes 34 and 35 of the central land portion 20 described above, respectively, and both ends in the tire circumferential direction (between the outer closed sipes 45 and the lug grooves 40) are formed in the block 21B. The widest partition part which is located in and is wider than the other partition parts in the tire circumferential direction is defined. Further, the narrowest narrow section having the narrowest width in the tire circumferential direction of the block 21B is defined between the center side closed sipes 44, and the narrowest narrow section is sandwiched from both sides. A wide partition section having a wide partition width is defined. Further, the narrowest section is formed so as to expand toward the closed end of the central closed sipe 44 on the end side in the tire width direction.

  On the other hand, the shoulder land portion 22 includes a plurality of lug grooves 50 extending in the tire width direction, circumferential narrow grooves 51 extending in the tire circumferential direction, and closed sipes 54 and 55 extending in the tire width direction in the tire circumferential direction. It is repeatedly arranged in a predetermined pattern. The shoulder land portion 22 includes a plurality of blocks 22B arranged in the tire circumferential direction along the outer circumferential groove 11 by the outer circumferential groove 11 and the circumferential narrow groove 51 and the lug grooves 50 opened at both ends thereof. It is partitioned. The lug grooves 50 are inclined in the same direction with respect to the tire width direction at the shoulder land portions 22 on both sides, are inclined in the same direction as the lug grooves 30 and 31 of the central land portion 20, and are arranged at predetermined intervals in the tire circumferential direction. Has been.

  As in the block 20B shown in FIG. 2, each block 22B is divided in the tire circumferential direction by a plurality of (here, four) closed sipes 54, 55 closed at both ends, and at least three (here, five). ) Is formed. The closed sipes 54 and 55 are composed of two central closed sipes 54 positioned on the center side in the tire circumferential direction and two outer closed sipes 55 positioned on both outer sides thereof, and are bent and extended in the tire width direction. Sipe is formed. Thus, the closed sipes 54 and 55 are configured in the same manner as the closed sipes 34 and 35 of the central land portion 20 described above, respectively, and both ends in the tire circumferential direction (between the outer closed sipes 55 and the lug grooves 50) are formed in the block 22B. The widest partition part which is located in and is wider than the other partition parts in the tire circumferential direction is defined. In addition, the narrowest narrow section having the narrowest width in the tire circumferential direction of the block 22B is defined between the central closed sipes 54, and the narrowest narrow section is sandwiched from both sides. A wide partition section having a wide partition width is defined. Further, the narrowest section is formed so as to expand toward the closed end of the central closed sipe 54 on the end side in the tire width direction.

  As described above, the intermediate land portion 21 and the shoulder land portion 22 are different from the central land portion 20 having two block rows, and blocks 21B and 22B each having four closed sipes 44, 45, 54, and 55 are tires. One block row arranged in the circumferential direction is provided.

  As described above, in the tire 1 of the present embodiment, the land portions 20, 21, and 22 are divided into the plurality of blocks 20B, 21B, and 22B, and the plurality of closed sipes 34 are divided into the blocks 20B, 21B, and 22B. , 35, 44, 45, 54, 55 are arranged. As a result, the number and length of sipes in the land portions 20, 21, and 22 and the blocks 20B, 21B, and 22B, and edge components can be increased, and the edge effect can be enhanced to improve the performance on ice and snow.

  Further, since the closed sipes 34, 35, 44, 45, 54, and 55 are closed at both ends, the blocks 20B and 21B are formed at the closed end and the bottom thereof compared to, for example, a sipe having an open end. , 22B hardly moves. As a result, the movement of the blocks 20B, 21B, 22B near the ends of the closed sipes 34, 35, 44, 45, 54, 55 (particularly, the end facing the circumferential sipe 32) is reduced, and cracks are generated. Can suppress the formation of nuclei. In connection with this, generation | occurrence | production of the crack in a sipe bottom and an edge part is suppressed, and durability of block 20B, 21B, 22B can be improved. At the same time, the closed sipes 34, 35, 44, 45, 54, and 55 are less likely to open when the tire rolls, and the sipe opening is reduced, so that a decrease in the rigidity of each block 20B, 21B, and 22B is suppressed and sufficient. Can secure a good block rigidity.

  Furthermore, it is partitioned by closed sipes 34 and 35 (see FIG. 2), and the narrowest section 20R and the narrowest section 20R are arranged in the tire circumferential direction in each block 20B (the same applies to the other blocks 21B and 22B). A wide partition part (here, the intermediate partition part 20S) having a wider partition width than that is sandwiched from both sides. In this way, the narrowest narrow partition portion 20R having a narrow width and low rigidity is sandwiched by the relatively wide and highly rigid wide partition portion, so that the wide partition portions on both sides support the narrowest partition portion 20R therebetween. The effect is demonstrated. Therefore, while increasing the edge component, it is possible to suppress a decrease in rigidity of the block 20B as a whole, reduce the collapse of the narrowest section 20R, and suppress the occurrence of uneven wear of the block 20B.

  In addition, since the tire 1 has high block rigidity as described above, the performance on snow and ice can be improved without deteriorating uneven wear resistance and block durability. At that time, in order to obtain high block rigidity, it is not necessary to enlarge the blocks 20B, 21B, and 22B or to narrow the grooves that partition them, so the effect of discharging snow etc. in each groove is also reduced. Without affecting the performance on ice and snow. In addition, since the collapse of the blocks 20B, 21B, and 22B at the time of ground contact can be suppressed, the expected edge effect can be exhibited, and the decrease in the contact surface area can also be suppressed, thereby preventing deterioration in performance on ice and snow. .

  Therefore, according to the present embodiment, the tire 1 having the blocks 20B, 21B, and 22B in the land portions 20, 21, and 22 of the tread portion 2 is provided with sufficient uneven wear resistance and block durability, and the tire. 1 performance on ice and snow can be improved. Therefore, it is possible to achieve both the performance on ice and snow and other performances to obtain sufficient required performances, and to ensure the safety of the tire 1 on the road surface in winter. Further, since the closed sipes 34, 35, 44, 45, 54, 55 are formed into bent sipes that bend and extend in the tire width direction, when an external force is applied, the opposing wall surfaces come into contact with each other and support each other. An effect is obtained. Thereby, since the deformation | transformation and fall of block 20B, 21B, 22B can be suppressed and the fall of block rigidity can be suppressed reliably, the above-mentioned effect can be made higher.

  In addition, in the tire 1, the widest section 20T having the widest section width in the tire circumferential direction and the highest rigidity is disposed at both ends in the tire circumferential direction of each block 20B (the same applies to the other blocks 21B and 22B). Therefore, it is possible to make it difficult to move the partition portion at the end of the block 20B that is most movable. Thereby, while being able to suppress the rigidity fall of block 20B, the fall of the widest division part 20T adjacent to lug grooves 30 and 31 and generation | occurrence | production of the uneven wear of block 20B accompanying it can be suppressed. Further, since the narrowest narrow section 20R that is most likely to fall is positioned at the center of the block 20B in the tire circumferential direction, both side portions that prevent the fall can be made uniform in the tire circumferential direction. As a result, the narrowest section 20R can be supported from both sides with the same force when the tire falls in the circumferential direction, and uneven collapse can be prevented and the occurrence of uneven wear can be effectively suppressed. In addition, here, the partition portion of each block 20B is formed so that the partition width in the tire circumferential direction is increased in order from the central portion in the tire circumferential direction toward both ends. Therefore, it is possible to support the narrowest partition part with the partition parts on both sides with higher rigidity, and support them with the partition parts on both sides with higher rigidity, and the effect of supporting the partition parts is continued to both ends of the block. This can greatly improve the fall-down suppression effect.

  Here, in the present embodiment, a pair of blocks 20B is disposed adjacent to the central land portion 20 in the tire width direction with a circumferential sipe 32 extending in the tire circumferential direction, and the pair of blocks 20B. A plurality of block pairs are provided. By the circumferential sipe 32 between the pair of blocks 20B, the sipe wall having a bent shape comes into contact with each other, thereby obtaining a mutual complementing effect in which the pair of blocks 20B suppress deformation, collapse, etc., and block rigidity is reduced. Can be effectively prevented. At the same time, the edge component can be increased to improve the performance on ice and snow. In addition, by arranging a plurality of block pairs in the central land portion 20 located on the tire equatorial plane CL in this way, two rows of blocks 20B can be arranged in the vicinity of the tire equatorial plane CL. Sufficient ice and snow performance is demonstrated by securing a ground contact area in the ground.

  Further, in the tire 1, a plurality of block pairs are sequentially arranged with the widest section 20T adjacent to each other across the circumferential sipe 33, and a plurality of lug grooves 30, 31 are disposed along the adjacent widest section 20T. Is provided. Thereby, the widest partition part 20T with high rigidity supports each other, and as a result of mutually suppressing deformation and falling, the surroundings of the lug grooves 30, 31 are secured while ensuring the drainage performance and snow drainage by the lug grooves 30, 31. The rigidity reduction of the central land portion 20 as a whole can be suppressed. Further, when the narrowest narrow section having the narrowest width in the tire circumferential direction of the blocks 20B, 21B, and 22B is formed so as to spread on the end side in the tire width direction, the rigidity on the sipe end side of the narrowest section Therefore, generation of crack nuclei in the vicinity thereof can be further suppressed.

  In the tire 1, the circumferential grooves 10 and 11 are formed as straight grooves extending linearly in the tire circumferential direction. However, these may be bent in a zigzag manner with amplitude in the tire width direction, for example. It may be formed so as to extend in the tire circumferential direction. However, if the circumferential grooves 10 and 11 are formed as straight grooves, the snow drainage becomes higher, and the performance on the snow and snow of the tire 1 can be further improved. Therefore, the circumferential grooves 10 and 11 are formed as such. Is more desirable.

  Further, the outer closed sipes 35, 45, and 55 may not be provided in the blocks 20B, 21B, and 22B, and only the two center-side closed sipes 34, 44, and 54 may be disposed. However, by reducing the distance between the two central closed sipes 34, 44, 54 and arranging the outer closed sipes 35, 45, 55 as described above, the edge component can be increased and the edge effect can be enhanced. it can. At that time, if the outer closed sipes 35, 45, 55 are bent sipe, an effect of suppressing a decrease in block rigidity can be obtained.

(Tire test)
In order to confirm the effect of the present invention, the tire 1 of the example (hereinafter referred to as an example product) provided with the tread pattern (see FIG. 1) described above and the conventional example (comparative example) provided with the conventional tread pattern. Tires (hereinafter referred to as conventional products) were prototyped and subjected to comparative tests of performance on ice and snow, uneven wear resistance and block durability under the following conditions. Both the actual product and the conventional product are radial ply tires for trucks and buses having a tire size of 11R22.5-16PR defined by JATMA YEAR BOOK (2009, Japan Automobile Tire Association Standard).

FIG. 3 is a plan view showing a developed tread pattern of a conventional product, and schematically shows a part in the tire circumferential direction.
In the conventional product (tire 70), as shown in the drawing, five land portions 74, 75, and 76 are defined in the tread portion 71 by four circumferential grooves 72 and 73 extending in the tire circumferential direction. Each of the land portions 74, 75, 76 is divided into a plurality of blocks 74B, 75B, by a plurality of lug grooves 80, 81, 82, 83, 84 and circumferential sipes 85, 86, 87 extending in the tire circumferential direction. Divided into 76B. These blocks 74B, 75B, and 76B were divided in the tire circumferential direction by two width-direction sipes 90 to form three small blocks, and two short sipes 91 were arranged on the circumferential grooves 72 and 73 side, respectively.

The test was performed in a state where a new implementation product and a conventional product were mounted on a rim of size 7.50 and the air pressure was set to 900 kPa, and each was mounted on a 2-D4 vehicle. In addition, in the performance test on ice and snow, the vehicle acceleration is measured at a constant engine speed on the ice and snow road test courses, and the measurement results are evaluated on the basis of conventional products to determine the traction performance on ice. The traction performance on snow was compared. At that time, the acceleration on ice and the acceleration on snow were measured in a state where a predetermined loading amount was loaded on the vehicle (referred to as fixed loading) and in a state where there was no loading (referred to as empty). On the other hand, in the uneven wear resistance test and the block durability test, each tire was rotated between vehicles with its mounting position fixed, and after running in the market for 50,000 km, each tire was caused by heel and toe wear. The difference between the two wears (level difference) and the number of cracks at the bottom of the sipe were measured, and the measurement results were evaluated based on the conventional product.
Table 1 shows the results of these tests, all of which are expressed as an index with the conventional product taken as 100.

  As a result, as shown in Table 1, the starting acceleration on ice at the time of fixed volume and empty time was as large as 105 and 115 in the actual product compared to 100 and 100 in the conventional product, respectively. In addition, the acceleration on snow at the time of fixed loading and when the vehicle was empty was larger at 100 and 100 for the conventional product and 104 and 110 for the actual product, respectively. As a result, it was found that the traction performance on ice and snow (especially when empty) was improved and the performance on ice and snow could be improved. On the other hand, the heel and toe step difference amount was 110 in the actual product compared to 100 in the conventional product, and it was found that the uneven wear resistance can be improved. On the other hand, the number of occurrence of cracks was significantly reduced to 20 in the actual product compared to 100 in the conventional product, and it was found that the block durability could be greatly improved.

  From the above results, it is proved that the tire 1 having a block in the land portion of the tread portion 2 can improve the performance on the snow and snow of the tire 1 while ensuring sufficient uneven wear resistance and block durability. It was done.

  DESCRIPTION OF SYMBOLS 1 ... Tire, 2 ... Tread part, 10 ... Central side circumferential groove, 11 ... Outer circumferential groove, 20 ... Central land part, 20B ... Block, 20R, 20S, 20T ... partition part, 21 ... intermediate land part, 21B ... block, 22 ... shoulder land part, 22B ... block, 30, 31 ... lug groove, 32, 33 ... Circumferential sipe, 34, 35 ... closed sipe, 40 ... lug groove, 44, 45 ... closed sipe, 50 ... lug groove, 51 ... circumferential narrow groove, 54, 55 ...・ Closed sipe, CL: Tire equator.

Claims (9)

The tread portion includes a plurality of circumferential grooves extending in the tire circumferential direction and a land portion partitioned by the circumferential grooves, and the land portion is a tire partitioned into a plurality of blocks,
In each block, a block is divided in the tire circumferential direction to form at least three compartments, closed sipe closed at both ends, the narrowest compartment in the tire circumferential direction and the narrowest compartment, and the narrowest compartment A wide section having a wider section width in the tire circumferential direction than a narrowest section section sandwiching the tire from both sides in the tire circumferential direction. In the tire according to claim 1,
A tire characterized in that each block has a widest section that is located at both ends in the tire circumferential direction and has the widest section width in the tire circumferential direction. In the tire according to claim 1 or 2,
The tire characterized in that the narrowest partition section is located at the center of the block in the tire circumferential direction. In the tire according to any one of claims 1 to 3,
A tire characterized in that at least three partition portions of each block are formed such that a partition width in the tire circumferential direction increases in order from the center portion in the tire circumferential direction toward both ends. In the tire according to any one of claims 1 to 4,
A tire, wherein the closed sipe is a bent sipe that is bent and extends in the tire width direction. In the tire according to any one of claims 1 to 5,
A tire characterized in that the narrowest section is formed so as to expand toward the closed end of the closed sipe on the end side in the tire width direction. In the tire according to any one of claims 1 to 6,
A plurality of blocks in a land portion includes a plurality of block pairs each including a pair of blocks adjacent in a tire width direction with a circumferential sipe bent and extending in a tire circumferential direction. In the tire according to claim 7,
A plurality of block pairs are arranged in the tire circumferential direction while adjoining the widest section of each other across the sipe in the tire width direction,
A tire comprising a plurality of lug grooves that divide a land portion in a tire circumferential direction along a widest partition portion adjacent to each other across a sipe. In the tire according to claim 7 or 8,
A tire characterized in that a land portion having a plurality of block pairs is a central land portion located on a tire equator plane.

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