JP2014037213A - Heavy load pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simultaneously achieve on-ice performance and on-snow performance.SOLUTION: A heavy load pneumatic tire includes, on a tread surface, a plurality of block rows arrayed in a tire circumferential direction, where a plurality of circumferential direction main grooves 22 extends in the tire circumferential direction, a plurality of lug grooves 24 extends in a direction intersecting the circumferential direction main grooves and disposed in the tire circumferential direction, and a plurality of block-shaped land parts 25 disposed in the tire circumferential direction. In at least one block row located in a region closer to the tire width direction inside than the circumferential direction main groove of the tire width direction outermost side, the first lug groove 24X of a groove wall angle α in a tire diameter direction and the second lug groove 24Y of a groove wall angle β in the tire diameter direction are respectively set within the range of the ground length of the tire circumferential direction in the ground region 26 of the tread surface. The groove wall angle α and the groove wall angle β satisfy α<β and 0[°]≤α≤6[°], the groove width Wx of the first lug groove and the groove depth H of the first lug groove satisfy 0.18≤Wx/H≤0.6, and the groove width Wx of the first lug groove and the groove width Wy of the second lug groove satisfy 1.0≤Wy/Wx≤1.5.

Description

  The present invention relates to a heavy-duty pneumatic tire, and more particularly to a heavy-duty pneumatic tire that achieves both performance on ice and performance on snow.

  In a heavy duty pneumatic tire, a studless tire has a block-shaped land portion formed on a tread surface by a circumferential main groove extending along the tire circumferential direction and a lug groove intersecting the circumferential main groove. Moreover, the sipe is formed in the tread surface which is the surface of a land part. This heavy-duty pneumatic tire, when running on snow (wet snow), compresses the snow that has entered the lug groove when it touches down to form a snow column, and the driving force is the shear force when this snow column is torn off. And On the other hand, this heavy-duty pneumatic tire removes the water film caused by the edge effect between the sipe and the land and removes the water film caused by the edge effect between the sipe and the land when driving on ice. Get.

  In such heavy-duty pneumatic tires, when driving on snow, if the land remains away from the snow surface and the snow pillars are not discharged from the lug grooves, the driving force will be sufficient at the time of ground contact. Cannot be obtained. This phenomenon tends to occur when the groove wall of the lug groove is made substantially parallel to the normal line of the tread surface in order to increase the contact area with emphasis on the performance on ice. On the other hand, in order to improve the performance of snow columns with emphasis on the performance on snow, the lug groove is expanded from the groove bottom to the groove opening by inclining the groove wall of the lug groove with respect to the normal of the tread surface. In such a case, the land contact area of the land portion decreases and the performance on ice tends to decrease. That is, if it is attempted to improve the performance on ice, the performance on snow is reduced. If the performance on snow is improved, the performance on ice is reduced.

  Conventionally, for example, in the pneumatic tire described in Patent Document 1, in order to achieve both the mud performance and the noise performance, the first shoulder lateral groove having a groove width WLO in the tire circumferential direction at the tread ground end and the tread ground Including a second shoulder lateral groove having a groove width WSo in the tire circumferential direction smaller than the groove width WLo at the end, the first and second shoulder lateral grooves being provided alternately in the tire circumferential direction, and the first and second shoulders The groove width ratio WLi / WSi of the groove width WLi and WSi in the tire circumferential direction at the communication portion between the horizontal groove and the vertical groove is smaller than the ground end groove width ratio WLo / WSo of the groove width WLo and WSo.

  Conventionally, for example, the pneumatic tire described in Patent Document 2 forms a tread pattern by combining at least two different pitches in the tread circumferential direction in order to suppress the level fluctuation of the ground contact characteristics during tire rolling. The angle with respect to the tire radial direction of the lateral groove wall surface of the small pitch portion is made larger than the angle with respect to the tire radial direction of the lateral groove wall surface of the large pitch portion.

JP 2004-58839 A JP-A-11-78423

  The present invention has been made in view of the above, and an object thereof is to provide a heavy duty pneumatic tire capable of achieving both performance on ice and performance on snow.

  In order to solve the above-described problems and achieve the object, the heavy-duty pneumatic tire according to the first aspect of the present invention is provided with a plurality of circumferentially provided tires extending along the tire circumferential direction and arranged side by side in the tire width direction. A plurality of block-shaped land portions are arranged along the tire circumferential direction by having a direction main groove and a plurality of lug grooves extending in a direction intersecting the circumferential main groove and arranged in the tire circumferential direction. In the heavy-duty pneumatic tire in which a plurality of block rows are arranged side by side in the tire circumferential direction, at least one of the block rows in the inner region in the tire width direction than the outer circumferential main groove on the outermost side in the tire width direction is a tire. The first lug groove with a groove wall angle α relative to the radial direction and the second lug groove with a groove wall angle β relative to the tire radial direction are within the range of the contact length in the tire circumferential direction in the contact region of the tread surface. Established The groove wall angle α and the groove wall angle β satisfy α <β and 0 [°] ≦ α ≦ 6 [°], and the groove width Wx of the first lug groove and the first The groove depth H of the lug groove satisfies 0.18 ≦ Wx / H ≦ 0.6, and the groove width Wx of the first lug groove and the groove width Wy of the second lug groove are 1.0 ≦≦ Wy / Wx ≦ 1.5 is satisfied.

  According to this heavy-duty pneumatic tire, the first lug groove has a groove wall angle α of 0 [°] ≦ α ≦ 6 [°], and is relatively steep with respect to the tire radial direction. The contact area of the surface (tread surface) of the land portion becomes larger, and it becomes easier to obtain an adhesion frictional force. Moreover, since a relatively large number of sipes can be arranged by increasing the block-shaped land surface area, an edge effect can be easily obtained. For this reason, it contributes to the improvement on ice performance (mainly braking performance on ice). Since the groove wall angle β is α <β and the second lug groove is relatively inclined with respect to the tire radial direction, the snow drainage is good. For this reason, it contributes to the improvement in performance on snow (mainly on-snow startability). Further, when the relationship Wx / H between the groove width Wx and the groove depth H is less than 0.18, the interval between the block-like land portions becomes narrow, and the first lug groove has a total number of edges in the contact area. Since the ground contact area increases, it contributes to improving the performance on ice, but the groove width Wx becomes narrower, so that the snow drainage performance becomes insufficient. On the other hand, if Wx / H exceeds 0.6, the interval between the block-shaped land portions becomes wider and the groove width Wx becomes wider, which contributes to the improvement of snow removal performance. Since the number of edges and the contact area will decrease, the performance on ice will be insufficient. For this reason, by setting it as the range of 0.18 <= Wx / H <= 0.6, the performance on ice and the performance on snow can be satisfied. Further, when the relationship Wy / Wx between the groove width Wx of the first lug groove and the groove width Wy of the second lug groove is less than 1.0, the snow drainage performance in the second lug groove is lowered and the performance on snow is lowered. To do. On the other hand, when Wy / Wx exceeds 1.5, the ground contact area of the surface (tread surface) of the block-shaped land portion is reduced, and the performance on ice is degraded. For this reason, by setting it as the range of 1.0 <= Wy / Wx <= 1.5, the performance on ice and the performance on snow can be satisfied. The first lug groove and the second lug groove are each provided in the contact length range in the tire circumferential direction in the contact area of the tread surface with at least one block row, so that the first lug is set when the tire contacts the ground. Since the groove and the second lug groove are present on the road surface, both on-ice performance and on-snow performance can be achieved.

  Further, the heavy duty pneumatic tire of the second invention is the first invention according to the first invention, in the at least one block row in a region in the tire width direction inner side than the circumferential main groove on the outermost side in the tire width direction. The first lug grooves and the second lug grooves are alternately arranged in the tire circumferential direction.

  According to this heavy duty pneumatic tire, in at least one block row, the first lug groove and the second lug groove are arranged alternately in the tire circumferential direction by arranging the first lug groove and the second lug groove. Are provided within the range of the contact length in the tire circumferential direction in the contact area of the tread surface in at least one block row, and the first lug groove contributing to the performance on ice, and the second lug groove improving the performance on snow Are evenly provided in the tire circumferential direction. For this reason, the effect which balances the performance on ice and the performance on snow can be acquired notably.

  The heavy duty pneumatic tire of the third invention is characterized in that, in the first or second invention, the groove wall angle α and the groove wall angle β satisfy 3 [°] ≦ β−α. And

  If the relationship β-α between the groove wall angle α and the groove wall angle β is less than 3 °, it is difficult to obtain the effect of snow removal by the second lug groove. For this reason, according to this heavy-duty pneumatic tire, by satisfying 3 [°] ≦ β−α, the effect of achieving both on-ice performance and on-snow performance can be remarkably obtained.

  Moreover, the heavy duty pneumatic tire according to a fourth aspect of the present invention is any one of the first to third aspects of the invention, in the region in the tire width direction inner side than the circumferential main groove on the outermost side in the tire width direction, The second lug groove is characterized in that the projection in the tire width direction does not overlap with the second lug groove of another block row.

  According to this heavy-duty pneumatic tire, the second lug groove having snow-removing properties is disposed so as to extend over the entire range of the contact area of the tread surface. For this reason, on-snow performance can be improved so that the driving force increases over a wide range of the ground contact area.

  The heavy duty pneumatic tire according to a fifth aspect of the present invention is the tire according to any one of the first to third aspects, in the region in the tire width direction inner side than the circumferential main groove on the outermost side in the tire width direction. The second lug groove is characterized in that the projection in the tire width direction overlaps the second lug groove of another block row.

  According to this heavy-duty pneumatic tire, the second lug groove having snow removal properties is closely arranged in the tire width direction within the range of the contact area of the tread surface. For this reason, on-snow performance can be improved so that the driving force reaches a peak in a local area.

  The heavy duty pneumatic tire of the sixth invention is characterized in that, in any one of the first to fifth inventions, a pitch variation is applied to the block row.

  According to this heavy-duty pneumatic tire, by dispersing the pitch length of the block-shaped land portion in the tire circumferential direction, it is possible to obtain an effect of achieving both on-ice performance and on-snow performance while reducing pattern noise.

  The heavy-duty pneumatic tire according to the present invention can achieve both performance on ice and performance on snow.

FIG. 1 is a meridional sectional view of a heavy duty pneumatic tire according to an embodiment of the present invention. FIG. 2 is a plan view of the heavy duty pneumatic tire according to the embodiment of the present invention. 3 is a cross-sectional view taken along line AA in FIG. 4 is a cross-sectional view taken along the line BB in FIG. FIG. 5 is a plan view of another example of the heavy duty pneumatic tire according to the embodiment of the present invention. FIG. 6 is a plan view of another example of the heavy duty pneumatic tire according to the embodiment of the present invention. FIG. 7 is a plan view of another example of a heavy duty pneumatic tire according to an embodiment of the present invention. FIG. 8 is a plan view of another example of a heavy duty pneumatic tire according to an embodiment of the present invention. FIG. 9 is a plan view of another example of the heavy duty pneumatic tire according to the embodiment of the present invention. FIG. 10 is a plan view of another example of the heavy duty pneumatic tire according to the embodiment of the present invention. FIG. 11 is a chart showing results of performance tests of heavy duty pneumatic tires according to examples of the present invention. FIG. 12 is a chart showing results of performance tests of heavy duty pneumatic tires according to examples of the present invention.

  Embodiments of the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. The constituent elements of this embodiment include those that can be easily replaced by those skilled in the art or those that are substantially the same. Further, a plurality of modifications described in this embodiment can be arbitrarily combined within the scope obvious to those skilled in the art.

  FIG. 1 is a meridional sectional view of a heavy duty pneumatic tire according to this embodiment, and FIG. 2 is a plan view of the heavy duty pneumatic tire according to this embodiment.

  In the following description, the tire radial direction refers to a direction orthogonal to the rotation axis (not shown) of the heavy-duty pneumatic tire 1, and the tire radial direction inner side refers to the side toward the rotation axis in the tire radial direction, the tire diameter The direction outer side means the side away from the rotation axis in the tire radial direction. Further, the tire circumferential direction refers to a direction around the rotation axis as a central axis. Further, the tire width direction means a direction parallel to the rotation axis, the inner side in the tire width direction means the side toward the tire equator plane (tire equator line) CL in the tire width direction, and the outer side in the tire width direction means the tire width direction. Is the side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane that is orthogonal to the rotation axis of the heavy duty pneumatic tire 1 and that passes through the center of the tire width of the heavy duty pneumatic tire 1. The tire width is the width in the tire width direction between the portions located outside in the tire width direction, that is, the distance between the portions farthest from the tire equatorial plane CL in the tire width direction. The tire equator line is a line along the tire circumferential direction of the heavy duty pneumatic tire 1 on the tire equator plane CL. In the present embodiment, the same sign “CL” as that of the tire equator plane is attached to the tire equator line.

  As shown in FIG. 1, a heavy-duty pneumatic tire 1 according to the present embodiment includes a tread portion 2, a shoulder portion 3 on both outer sides in the tire width direction, a sidewall portion 4 that is sequentially continuous from each shoulder portion 3, and And a bead portion 5. The heavy duty pneumatic tire 1 includes a carcass layer 6 and a belt layer 7.

  The tread portion 2 is made of a rubber material (tread rubber), is exposed at the outermost side in the tire radial direction of the heavy load pneumatic tire 1, and the surface thereof is the contour of the heavy load pneumatic tire 1. A tread surface 21 is formed on the outer peripheral surface of the tread portion 2, that is, on the tread surface that contacts the road surface during traveling. The tread surface 21 is provided with a plurality of (four in this embodiment) circumferential main grooves 22 that are straight circumferential main grooves extending along the tire circumferential direction and parallel to the tire equator line CL. The tread surface 21 extends along the tire circumferential direction by the plurality of circumferential main grooves 22, and a plurality of ribs (in the present embodiment, five in this embodiment) are formed in the rib-like land portion 23. ing.

  As shown in FIG. 2, the tread surface 21 is provided with a lug groove 24 that intersects the circumferential main groove 22 in each rib-shaped land portion 23. Thereby, the rib-shaped land portion 23 is formed as a block-shaped land portion 25 divided into a plurality of portions in the tire circumferential direction by the lug grooves 24. That is, the rib-like land portion 23 is formed as a block row in which a plurality of block-like land portions 25 are arranged along the tire circumferential direction by a plurality of lug grooves 24, and a plurality of the block rows are arranged in the tire circumferential direction. The Further, although not shown in the drawing, the lug groove 24 is also provided in the rib-like land portion 23 provided on the outermost side in the tire width direction. In the present embodiment, the lug groove 24 has a groove depth (H) of 10 [mm] to 20 [mm].

  The lug grooves 24 are provided in parallel to the tire width direction in FIG. 2 and the block-shaped land portions 25 are formed in a quadrangular shape, but this is not restrictive. For example, the lug groove 24 may be provided to be inclined with respect to the tire width direction. In this case, the block-shaped land portion 25 is formed in a parallelogram shape or a trapezoidal shape. In addition, for example, the lug groove 24 is not limited to a linear shape, and may be formed by bending or bending.

  The shoulder portion 3 is a portion on both outer sides in the tire width direction of the tread portion 2. Further, the sidewall portion 4 is exposed at the outermost side in the tire width direction of the heavy duty pneumatic tire 1. The bead unit 5 includes a bead core 51 and a bead filler 52. The bead core 51 is formed by winding a bead wire, which is a steel wire, in a ring shape. The bead filler 52 is a rubber material arranged in a space formed by folding the end portion in the tire width direction of the carcass layer 6 outward in the tire width direction at the position of the bead core 51.

  The carcass layer 6 is configured such that each tire width direction end portion is folded back from the tire width direction inner side to the tire width direction outer side by a pair of bead cores 51 and is wound around in a toroidal shape in the tire circumferential direction. It is. The carcass layer 6 is formed by coating a plurality of carcass cords (not shown) arranged in parallel at an angle in the tire circumferential direction with an angle with respect to the tire circumferential direction being along the tire meridian direction. The carcass cord is made of steel or organic fiber (polyester, rayon, nylon, etc.).

  The belt layer 7 has, for example, a multilayer structure in which four layers of belts 71, 72, 73, and 74 are laminated, and is disposed on the outer side in the tire radial direction that is the outer periphery of the carcass layer 6 in the tread portion 2. It covers in the circumferential direction. The belts 71, 72, 73, and 74 are made by coating a plurality of cords (not shown) arranged in parallel at a predetermined angle with respect to the tire circumferential direction with a coat rubber. The cord is made of steel or organic fiber (polyester, rayon, nylon, etc.).

  This heavy duty pneumatic tire 1 is applied as a studless tire. For this reason, although not clearly shown in the figure, a sipe is formed on the tread surface 21 (the surface of the land portion 25).

  3 is a cross-sectional view taken along the line AA in FIG. 2, and FIG. 4 is a cross-sectional view taken along the line BB in FIG. In the heavy-duty pneumatic tire 1 described above, at least one block row in the inner region in the tire width direction than the outer circumferential main groove 22 on the outermost side in the tire width direction includes the first lug groove 24X and the second lug groove 24Y. And are provided. As shown in FIG. 3, the first lug groove 24 </ b> X is configured such that each groove wall 24 </ b> Xa facing in the tire circumferential direction is formed with a groove wall angle α with respect to the tire radial direction. The first lug groove 24X is formed with a groove depth H in the tire radial direction from the groove opening 24Xb to the groove bottom 24Xc. Further, the first lug groove 24X is formed such that the tire opening direction dimension of the groove opening 24Xb is the groove width Wx. On the other hand, as shown in FIG. 4, in the second lug groove 24Y, the groove walls 24Ya facing each other in the tire circumferential direction are formed at a groove wall angle β with respect to the tire radial direction. Further, the second lug groove 24Y has a tire depth direction dimension of a groove depth H from the groove opening 24Yb to the groove bottom 24Yc. Further, the second lug groove 24Y is formed such that the tire opening direction dimension of the groove opening 24Yb is the groove width Wy.

  As shown in FIGS. 3 and 4, the first lug groove 24X and the second lug groove 24Y have the opening edges of the groove opening portions 24Xb and 24Yb that are boundaries with the tread surface 21 formed in an arc shape. In this case, the intersection of the extension line of the tread surface 21 and the extension lines of the groove walls 24Xa and Ya is used as a reference for the groove wall angles α and β, and the extension line of the tread surface 21 and the extension lines of the groove walls 24Xa and Ya Let the groove widths Wx and Wy be between the intersections.

  Further, the first lug groove 24X and the second lug groove 24Y are, as shown in a plan view of another example of the heavy duty pneumatic tire according to the present embodiment in FIG. 2 or FIG. 26 in the range of the contact length in the tire circumferential direction. That is, the first lug groove 24X and the second lug groove 24Y have a ground contact length in the ground contact region 26 in at least one block row in the tire width direction inner side region than the outermost circumferential main groove 22 in the tire width direction. Always exists in range. 2 and 5 show an arrangement in which two first lug grooves 24X are continuously arranged in the tire circumferential direction and one second lug groove 24Y is provided between them in one block row, Two second lug grooves 24Y are continuously arranged in the direction, and one first lug groove 24X is provided therebetween. Generally, in the ground contact region 26, there are three to four lug grooves 24 within the range of the ground contact length. Therefore, by arranging the first lug groove 24X and the second lug groove 24Y as shown in FIG. 2 or FIG. 5, the first lug groove 24X and the second lug groove 24Y are arranged at the outermost circumferential main direction in the tire width direction. In one block row in the inner region in the tire width direction from the groove 22, each block row is provided within the range of the contact length in the contact region 26.

  Here, the contact area 26 means that when the heavy load pneumatic tire 1 is assembled to a normal rim and filled with a normal internal pressure, and when 70% of the normal load is applied, the tread surface 21 contacts the road surface. This is a region in the tire width direction and the tire circumferential direction. The contact length is a region in the tire circumferential direction in the contact region 26. The regular rim is “standard rim” defined by JATMA, “Design Rim” defined by TRA, or “Measuring Rim” defined by ETRTO. The normal internal pressure is “maximum air pressure” defined by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “INFLATION PRESSURES” defined by ETRTO. The normal load is “maximum load capacity” defined by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “LOAD CAPACITY” defined by ETRTO.

  In the first lug groove 24X and the second lug groove 24Y, the groove wall angle α and the groove wall angle β satisfy α <β and 0 [°] ≦ α ≦ 6 [°]. In the first lug groove 24X, the groove width Wx and the groove depth H satisfy 0.18 ≦ Wx / H ≦ 0.6. Further, in the first lug groove 24X and the second lug groove 24Y, the groove width Wx and the groove width Wy satisfy 1.0 ≦ Wy / Wx ≦ 1.5.

  In the heavy load pneumatic tire 1 of the present embodiment, the first lug groove 24X has a groove wall angle α substantially equal to each groove wall 24Xa opposed in the tire circumferential direction. When the groove wall angle α is different for each groove wall 24Xa, the larger one is selected in the definition of α <β. In the heavy load pneumatic tire 1 of the present embodiment, the second lug groove 24Y has a groove wall angle β substantially equal to each groove wall 24Ya facing in the tire circumferential direction. When the groove wall angle β is different for each groove wall 24Ya, a larger one is selected in the above condition of α <β. In the heavy load pneumatic tire 1 of the present embodiment, the first lug groove 24X and the second lug groove 24Y have substantially the same groove depth H.

  As described above, the heavy duty pneumatic tire 1 of the present embodiment includes the circumferential main groove 22 provided on the tread surface 21 along the tire circumferential direction and arranged in the tire width direction. By having a plurality of lug grooves 24 that extend in the direction intersecting the groove 22 and are provided side by side in the tire circumferential direction, a block row in which a plurality of block-like land portions 25 are arranged in the tire circumferential direction In the heavy-duty pneumatic tire 1 arranged in a row in the direction, at least one block row in the tire width direction inner region than the outermost circumferential main groove 22 in the tire width direction is a groove wall angle with respect to the tire radial direction. A first lug groove 24X with a and a second lug groove 24Y with a groove wall angle β with respect to the tire radial direction are provided within the range of the contact length in the tire circumferential direction in the contact area 26 of the tread surface 21. The groove wall angle α and the groove wall angle β satisfy α <β and 0 [°] ≦ α ≦ 6 [°], and the groove width Wx and the groove depth H of the first lug groove 24X are However, 0.18 ≦ Wx / H ≦ 0.6 is satisfied, and the groove width Wx of the first lug groove 24X and the groove width Wy of the second lug groove 24Y satisfy 1.0 ≦ Wy / Wx ≦ 1.5. Fulfill.

  According to the heavy load pneumatic tire 1, the first lug groove 24X has a groove wall angle α of 0 [°] ≦ α ≦ 6 [°], and is relatively standing with respect to the tire radial direction. In addition, it is possible to increase the ground contact area of the surface (tread surface 21) of the block-shaped land portion 25, and it is possible to obtain a large adhesion friction force. Moreover, since a relatively large number of sipes can be arranged by increasing the block-shaped land surface area, an edge effect can be easily obtained. For this reason, it contributes to the improvement on ice performance (mainly braking performance on ice). The second lug groove 24Y has a groove wall angle β of α <β, that is, 6 [°] <β, and has a relatively large inclination with respect to the tire radial direction. For this reason, it contributes to the improvement in performance on snow (mainly on-snow startability). Further, if the relationship Wx / H between the groove width Wx and the groove depth H is less than 0.18, the interval between the block-like land portions 25 becomes narrow, and the first lug groove 24X is reduced in the ground contact area. Since the number of edges and the contact area increase, it contributes to the improvement on ice performance, but the groove width Wx becomes narrower, so the snow removal performance becomes insufficient. On the other hand, if Wx / H exceeds 0.6, the interval between the block-like land portions 25 is widened, and the groove width Wx is widened. This contributes to the improvement of snow discharge performance. Since the total number of edges and the contact area will decrease, the performance on ice will be insufficient. For this reason, by setting it as the range of 0.18 <= Wx / H <= 0.6, it becomes possible to satisfy on-ice performance and on-snow performance. Further, if the relationship Wy / Wx between the groove width Wx of the first lug groove 24X and the groove width Wy of the second lug groove 24Y is less than 1.0, the snow drainage performance in the second lug groove 24Y is reduced and the Performance decreases. On the other hand, when Wy / Wx exceeds 1.5, the ground contact area of the surface (tread surface 21) of the block-like land portion 25 is reduced, and the performance on ice is degraded. For this reason, by setting it as the range of 1.0 <= Wy / Wx <= 1.5, it becomes possible to satisfy performance on ice and performance on snow. The first lug groove 24X and the second lug groove 24Y are provided within the range of the ground contact length in the tire circumferential direction in the ground contact region 26 of the tread surface 21 in at least one block row, respectively. Since the first lug groove 24X and the second lug groove 24Y are sometimes present on the road surface, it is possible to achieve both performance on ice and performance on snow.

  Further, the heavy load pneumatic tire 1 of the present embodiment is the outermost circumferential direction of the tire width direction, as shown in plan views of other examples of the heavy load pneumatic tire according to the present embodiment of FIGS. It is preferable that the first lug grooves 24 </ b> X and the second lug grooves 24 </ b> Y are alternately arranged in the tire circumferential direction in at least one block row in the inner region in the tire width direction from the main groove 22.

  According to the heavy-duty pneumatic tire 1, the first lug grooves 24X and the second lug grooves 24X and the second lug grooves 24Y are alternately arranged in the tire circumferential direction in at least one block row. Two lug grooves 24Y are provided within the range of the contact length in the tire circumferential direction in the contact area 26 of the tread surface 21 in at least one block row, and the first lug grooves 24X contributing to the performance on ice, and the performance on snow The second lug grooves 24Y that improve the tire width are evenly provided in the tire circumferential direction. For this reason, it becomes possible to obtain the effect which balances on-ice performance and on-snow performance.

  In the heavy-duty pneumatic tire 1 of the present embodiment, the groove wall angle α and the groove wall angle β preferably satisfy 3 [°] ≦ β−α.

  If the relationship β−α between the groove wall angle α and the groove wall angle β is less than 3 °, it is difficult to obtain the effect of snow removal by the second lug groove 24Y. For this reason, according to this heavy-duty pneumatic tire 1, by satisfying 3 [°] ≦ β−α, it is possible to obtain a remarkable effect of achieving both on-ice performance and on-snow performance. If the relationship β−α between the groove wall angle α and the groove wall angle β exceeds 8 [°], it is difficult to obtain the effect of improving the performance on ice by the first lug groove 24X. For this reason, it is more preferable to satisfy 3 [°] ≦ β−α ≦ 8 [°] in order to obtain the effect of achieving both the performance on ice and the performance on snow.

  When the projections in the tire width direction do not overlap with each other in the second lug grooves 24Y of the other block rows, the second lug grooves 24Y having snow-removing properties are arranged so as to spread over the entire range of the contact area 26 of the tread surface 21. It will be. For this reason, it is possible to improve the performance on snow over a wide range of the ground contact region 26.

  Further, as shown in FIG. 2 or FIG. 6, the heavy load pneumatic tire 1 of the present embodiment has a second lug groove 24Y in a region on the inner side in the tire width direction with respect to the outer circumferential main groove 22 on the outermost side in the tire width direction. It is preferable that the projection in the tire width direction does not overlap with the second lug grooves 24Y of the other block rows.

  According to the heavy load pneumatic tire 1, the second lug groove 24 </ b> Y having snow-removing properties is disposed so as to extend over the entire range of the ground contact area 26 of the tread surface 21. For this reason, it is possible to improve the performance on snow so that the driving force increases over a wide area of the ground contact region 26.

  Moreover, as shown in FIGS. 5 and 7 to 10, the heavy-duty pneumatic tire 1 of the present embodiment has a second inner region in the tire width direction inner side than the outermost circumferential main groove 22 in the tire width direction. The lug grooves 24Y preferably overlap with the second lug grooves 24Y of other block rows whose projections in the tire width direction are adjacent in the tire width direction.

  5 and 7 show a form in which other than the second lug grooves 24Y of other block rows adjacent in the tire width direction overlap, and FIGS. 8 to 10 show the second lug grooves 24Y of all the block rows. The overlapping form is shown. According to the heavy load pneumatic tire 1, the second lug groove 24 </ b> Y having snow-removability is closely arranged in the tire width direction within the range of the ground contact area 26 of the tread surface 21. For this reason, it is possible to improve the performance on snow so that the driving force reaches a peak in the local area of the ground contact area 26.

  Moreover, it is preferable that the pitch variation is applied to the heavy load pneumatic tire 1 of the present embodiment in the block row.

  According to the heavy load pneumatic tire 1 of the present embodiment, pitch variation, that is, the pitch length of the block-like land portion 25 is dispersed in the tire circumferential direction, thereby reducing pattern noise and improving performance on ice and on snow. It is possible to obtain the effect of achieving both.

  In this example, performance tests on performance on snow (start performance on snow) and performance on ice (braking performance on ice) were performed on a plurality of types of heavy-duty pneumatic tires with different conditions (see FIGS. 11 and 12).

  In this performance test, a heavy-duty pneumatic tire having a tire size of 275 / 80R22.5 is assembled on a regular rim and filled with regular internal pressure, and a test vehicle of 2-D4 (front 2 wheels-rear 4 drive wheels) is tested. Attached to.

  In the performance test on snow, the above test vehicle is used to start and run on the snow climbing slope from the vehicle stop state, and evaluate with the feeling of the test driver. The evaluation result is based on the conventional heavy-duty pneumatic tire. The index is shown as (100). The larger the index value, the better the performance on snow (start performance on snow).

  In the performance test for performance on ice, the above test vehicle is used to brake a flat surface on ice from 40 [km / h], and the braking distance from the position where the braking is applied to the position where the braking is stopped is measured. Based on the measurement result, index evaluation is performed with the conventional heavy-duty pneumatic tire as a reference (100). As the evaluation result is larger, the performance on ice (braking performance on ice) is better.

  In FIG. 11, the heavy-duty pneumatic tire of the conventional example has a single lug groove configuration (a configuration in which the first lug groove and the second lug groove are not provided). Further, the heavy duty pneumatic tires of Comparative Examples 1 to 6 include the first lug groove and the second lug groove, and satisfy α <β, but 0 [°] ≦ α ≦ 6 [°], Either 0.18 ≦ Wx / H ≦ 0.6 or 1.0 ≦ Wy / Wx ≦ 1.5 is not satisfied.

  In FIG. 12, the heavy-duty pneumatic tires of Examples 1 to 16 include a first lug groove and a second lug groove, and α <β, 0 [°] ≦ α ≦ 6 [°], 0.18. ≦ Wx / H ≦ 0.6 and 1.0 ≦ Wy / Wx ≦ 1.5 are all satisfied. In the heavy duty pneumatic tires of Examples 8 to 11 and Examples 13 to 16, the first lug grooves and the second lug grooves are alternately arranged in the tire circumferential direction in the block row. Yes. The heavy duty pneumatic tires of Examples 9 to 16 satisfy 3 [°] ≦ β−α. In the heavy-duty pneumatic tires of Examples 1 to 11, the projections in the tire width direction of the second lug grooves do not overlap with the second lug grooves of the other block rows. In the heavy-duty pneumatic tires of Examples 12 to 16, the projections of the second lug grooves in the tire width direction overlap the second lug grooves of the other block rows.

  11 and 12, the heavy load pneumatic tires of the conventional example, Comparative Examples 1 to 6 and Examples 1 to 16 are all lug grooves (first lug grooves and second lug grooves). Are the same groove depth H.

  And as shown to the test result of FIG. 12, it turns out that the on-ice performance and the on-snow performance are compatible in the heavy-duty pneumatic tires of Examples 1 to 16.

DESCRIPTION OF SYMBOLS 1 Heavy load pneumatic tire 2 Tread part 21 Tread surface 22 Circumferential main groove 24 Lag groove 24X First lug groove 24Xa First lug groove wall 24Xb First lug groove opening 24Xc First lug groove bottom 24Y Second lug groove 24Ya Second lug groove wall 24Yb Second lug groove opening 24Yc Second lug groove bottom 25 Land 26 Grounding region H Lug groove depth Wx First lug groove Width Wy Groove width of the second lug groove α Groove wall angle of the first lug groove β Groove wall angle of the second lug groove

Claims (6)

A circumferential main groove that extends along the tire circumferential direction and is arranged side by side in the tire width direction on the tread surface, and a plurality of circumferential main grooves that extend in a direction intersecting the circumferential main groove and are arranged in the tire circumferential direction In the pneumatic tire for heavy loads in which a plurality of block rows arranged in the tire circumferential direction are arranged side by side in the tire circumferential direction by having the lug grooves provided,
The at least one block row in the inner side in the tire width direction than the circumferential main groove on the outermost side in the tire width direction includes a first lug groove having a groove wall angle α with respect to the tire radial direction and a groove in the tire radial direction. A second lug groove having a wall angle β is provided within a range of a contact length in the tire circumferential direction in the contact region of the tread surface, and the groove wall angle α and the groove wall angle β are α <Β and 0 [°] ≦ α ≦ 6 [°] are satisfied, and the groove width Wx of the first lug groove and the groove depth H of the first lug groove are 0.18 ≦ Wx / H ≦ 0. .6, and the groove width Wx of the first lug groove and the groove width Wy of the second lug groove satisfy 1.0 ≦ Wy / Wx ≦ 1.5. .   The first lug groove and the second lug groove are alternately arranged in the tire circumferential direction in at least one of the block rows in the tire width direction inner side region than the circumferential main groove on the outermost side in the tire width direction. The heavy-duty pneumatic tire according to claim 1, wherein the heavy-duty pneumatic tire is arranged.   3. The heavy duty pneumatic tire according to claim 1, wherein the groove wall angle α and the groove wall angle β satisfy 3 [°] ≦ β−α.   In the tire width direction inner side region than the circumferential direction main groove on the outermost side in the tire width direction, the second lug groove is such that the projection in the tire width direction does not overlap with the second lug groove of another block row. The heavy-duty pneumatic tire according to any one of claims 1 to 3.   The projection of the tire width direction overlaps the second lug groove of another block row in the second lug groove in a region on the inner side in the tire width direction than the circumferential main groove on the outermost side in the tire width direction. The pneumatic tire for heavy loads according to any one of claims 1 to 3.   The heavy duty pneumatic tire according to any one of claims 1 to 5, wherein a pitch variation is applied to the block row.

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