JP2014156187A - Pneumatic tire - Google Patents

Abstract

[PROBLEMS] To provide a pneumatic tire in which high-speed durability performance and wet performance are improved in a balanced manner.
A profile line on the vehicle mounting inner side includes a dent profile line that is recessed inward in the tire radial direction with respect to a virtual line obtained by inverting the profile line on the vehicle mounting outer side with respect to the tire equatorial plane. When the offset line located between 0.3 mm and 2.5 mm inside the tire radial direction is further imagined, at least one of the land portions including at least the vehicle mounting inner region is outside the offset line in the tire radial direction. Protruding.
[Selection] Figure 1

Description

  The present invention relates to a pneumatic tire with a modified tire profile.

  Conventionally, a pneumatic tire in which a tire profile is changed is known (see, for example, Patent Documents 1 to 5).

  In Patent Document 1, a change is made to the shape of the circumferential groove. In Patent Document 2, a bulging portion that protrudes outward in the tire radial direction is formed in the shoulder portion. In Patent Document 3, the profile line in the center region in the tire width direction is recessed more inward in the tire radial direction than the profile line in the outer region in the tire width direction. In Patent Document 4, the profile line of the shoulder region is recessed inward in the tire radial direction. In Patent Document 5, the tread surface on the tread grounding end side is recessed inward in the tire radial direction.

JP 2011-88497 A JP 09-207520 A JP 2010-179776 A JP 2006-21702 A JP 2007-69665 A

  According to the techniques disclosed in Patent Documents 1 to 5, at least one of rolling resistance performance, pattern noise performance, wear resistance performance, steering stability performance, dredging performance, durability performance, braking performance, and cornering force performance is improved. Is done. However, it is unclear whether or not these techniques improve the performance required when the vehicle is traveling with the camber angle applied to the tire, that is, high-speed durability performance and wet performance in a well-balanced manner.

  This invention is made | formed in view of the said situation, Comprising: It aims at providing the pneumatic tire which improved high-speed durability performance and wet performance in good balance.

  In order to solve the above-described problems, in the pneumatic tire according to the present invention, the mounting direction of the pneumatic tire is set to one direction with respect to the vehicle, and there are at least two in the vehicle mounting inner region divided by the tire equatorial plane. By providing the circumferential main grooves, a plurality of land portions are partitioned. Under such a premise, when the normal internal pressure is filled and the normal load is applied, the profile line inside the vehicle is inverted with respect to the tire equatorial plane. It includes a dent profile line that is recessed inward in the tire radial direction from the imaginary line. Further, when further imagining an offset line located from 0.3 mm to 2.5 mm on the inner side in the tire radial direction with respect to the imaginary line, at least one of the land portions including at least a region on the vehicle mounting inner side, It protrudes outward in the tire radial direction from the offset line.

  In the pneumatic tire according to the present invention, design changes are made to the profile line inside the vehicle and the land portion existing inside the vehicle. As a result, high-speed durability performance and wet performance can be improved in a well-balanced manner.

FIG. 1 is a tire meridian cross-sectional view showing a profile line of a tread portion of a pneumatic tire according to an embodiment of the present invention.

  DESCRIPTION OF EMBODIMENTS Embodiments of a pneumatic tire according to the present invention (basic forms and additional forms shown below) will be described in detail based on the drawings. Note that these embodiments do not limit the present invention. In addition, the constituent elements of the above embodiment include those that can be easily replaced by those skilled in the art, or those that are substantially the same. Furthermore, various forms included in the above-described embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

[Basic form]
Below, the basic form is demonstrated about the pneumatic tire which concerns on this invention. In the following description, the tire radial direction means a direction orthogonal to the rotational axis of the pneumatic tire, the tire radial inner side is the side toward the rotational axis in the tire radial direction, and the tire radial outer side is in the tire radial direction. The side away from the rotation axis. The tire circumferential direction refers to a circumferential direction with the rotation axis as a central axis. Further, the tire width direction refers to a direction parallel to the rotation axis, the inner side in the tire width direction is the side toward the tire equatorial plane CL in the tire width direction, and the outer side in the tire width direction is the tire equatorial plane CL in the tire width direction. The side away from. The tire equatorial plane CL is a plane that is orthogonal to the rotational axis of the pneumatic tire and passes through the center of the tire width of the pneumatic tire.

  FIG. 1 is a tire meridian cross-sectional view showing a profile line of a tread portion of a pneumatic tire according to an embodiment of the present invention. The tread portion shown in the figure is made of a rubber material (tread rubber), and is exposed at the outermost side in the tire radial direction of the pneumatic tire, and the surface thereof is the contour of the pneumatic tire. The surface of the tread portion is formed as a tread surface 10 that is a surface that comes into contact with the road surface when a vehicle (not shown) equipped with a pneumatic tire travels.

  The pneumatic tire of the present embodiment has a mounting direction that is determined in one direction with respect to the vehicle. That is, in the example shown in FIG. 1, the tire equatorial plane CL is used as a reference, the left side is the tire wearing outside, and the right side is the tire wearing inside.

  In the vehicle mounting inner region divided by the tire equatorial plane CL, at least two, as shown in FIG. 1, two circumferential main grooves 12, 14 extending in the tire circumferential direction are provided. Thus, a plurality of land portions 16, 18, and 20 are partitioned. In the example shown in FIG. 1, only the grooves 12 and 14 provided on the inner side of the vehicle are shown as the circumferential grooves, but actually, there are also circumferential grooves on the outer side of the vehicle. As for the vehicle-mounted outer side, a state in which no groove is provided is shown in order to understand a virtual line VL on the vehicle inner side which will be described later.

  Under the above premise, in the present embodiment, when the normal internal pressure is filled and the normal load is applied, as shown in FIG. 1, the vehicle mounting inner side in the land formation region in the tire width direction is shown. The profile line PL includes a dent profile line DPL that is recessed inward in the tire radial direction from a virtual line VL (a short dotted line in FIG. 1) obtained by inverting the profile line on the vehicle outer side with reference to the tire equatorial plane CL.

  Here, the normal internal pressure means “maximum air pressure” defined by JATMA, a maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “INFLATION PRESSURES” defined by ETRTO. The normal load means “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 FIG. 1, the dent profile line DPL is indicated by a curve (solid line in FIG. 1) extending from a point P ₀ on the tire equatorial plane CL to the ground contact E. However, the groove forming region in the tire width direction of the recessed profile line DPL is not included in the actual profile line PL. Therefore, the profile line PL on the inner side of the vehicle is composed of the land formation region in the tire width direction of the recessed profile line DPL, the profile line of each groove, and the profile line on the outer side in the tire width direction from the ground contact E. Is.

Here, an example of the dent profile line DPL of the present embodiment will be described. In the premise of the description, an offset line OL (parallel to the virtual line VL and extending from 0.3 [mm] to 2.5 [mm] inside the tire radial direction with respect to the virtual line VL ( Further hypothetical is the long dotted line in FIG. In this case, the dent profile line DPL can be a line including the following first to third line segments DPL ₁ , DPL ₂ , DPL ₃ from the inner side to the outer side in the tire width direction.

As shown in FIG. 1, the first line segment DPL ₁ gradually approaches the offset line OL toward the outer side in the tire width direction from the point P ₀ on the virtual line VL and on the tire equatorial plane CL, and the offset line OL a line segment extending to a point P ₁ above. Similarly, the second line segment DPL ₂ is a line segment on the outer side in the tire width direction with respect to the first line segment DPL ₁ , and from the point P ₁ to the point P ₂ on the offset line OL in the tire width direction. It is a line segment that extends outward. The third line segment DPL ₃ is likewise a line segment in the tire width direction outer side with respect to the second segment DPL _2, gradually from the offset line OL from point P ₂ toward the outer side in the tire width direction This is a line segment that is separated and extends to the point P ₃ (E) that is the ground contact end.

  Next, in the present embodiment, at least one of the land portions including at least the vehicle mounting inner region, in the place shown in FIG. 1, the land portions 16, 18, and 20 are in the tire radial direction from the offset line OL. Projects outward.

  Here, the land portion including at least the vehicle mounting inner region is the land portion shown in FIG. 1 as well as the land portion 18 and 20 shown in FIG. A part such as 16 in the tire width direction that is partially inside the vehicle is also included.

(Action etc.)
Usually, when the vehicle travels in a state where a camber angle is given to the tire, the contact area of the tire is larger on the inner side of the vehicle than on the outer side of the vehicle. This phenomenon is particularly prominent during high-speed traveling that requires a large camber thrust against a large centrifugal force. When driving in such a vehicle, the wear on the inner side of the vehicle is severely worn with respect to the outer side of the vehicle. Therefore, in order to ensure the durability of the tire, the ground contact area on the inner side of the vehicle is intentionally reduced and the vehicle is mounted. It is conceivable to reduce wear on the inside.

  In view of such circumstances, in the present embodiment, as shown in FIG. 1, an imaginary line VL obtained by inverting the profile line on the vehicle mounting inner side with respect to the tire equatorial plane is included in the profile line PL on the vehicle mounting inner side. In addition, a dent profile line DPL is included, which is recessed inward in the tire radial direction. As a result, the ground contact area on the vehicle mounting inner side can be intentionally reduced to reduce wear on the vehicle mounting inner side. As a result, the life of the tire due to wear can be set efficiently and the durability performance can be improved without making the degree of wear extremely different between the vehicle mounted outer side and the vehicle mounted inner side.

  In particular, by extending the offset line OL from the position 0.3 mm inside in the tire radial direction to the inside in the tire radial direction with respect to the virtual line VL, the ground contact area inside the vehicle is reliably reduced, so It is possible to reduce wear and improve durability.

  Further, the offset line OL is extended from the position 2.5 mm inside in the tire radial direction to the outside in the tire radial direction with respect to the imaginary line VL, so that the ground contact area on the vehicle mounting inner side is not excessively reduced, and the vehicle travels normally. It is possible to prevent the deterioration of the steering stability performance at the time.

  Next, when the dent profile line DPL is included inside the vehicle as described above, a water film is easily formed between the region of the dent profile line DPL and the road surface during tire rolling. Performance (wet performance) deteriorates. However, in the present embodiment, as shown in FIG. 1, for example, the land portion 18 on the inner side of the vehicle is projected outward in the tire radial direction from the offset line OL. As a result, on the inner side of the vehicle mounting, when the tire rolls, it is possible to increase the force with which the tire pushes away water without forming a lot of water film between the region of the dent profile line DPL and the road surface, and wet performance. Can be prevented.

  As described above, in the pneumatic tire according to the present embodiment, a region recessed in the tire radial direction inner side than the vehicle mounting outer side is partially provided on the vehicle mounting inner side to improve high-speed durability performance, and the region described above. A land portion protruding in the tire radial direction is locally provided to prevent reduction in drainage performance. As a result, high-speed durability performance and wet performance can be improved in a well-balanced manner.

  In addition, although not shown in figure, the pneumatic tire of this embodiment shown above has the meridian cross-sectional shape from a bead part to a sidewall part similar to the conventional pneumatic tire. The pneumatic tire according to the present embodiment has a bead portion, a sidewall portion, and a tread portion as shown in FIG. 1 from the inner side to the outer side in the tire radial direction in a tire meridional section view. The pneumatic tire includes, for example, a carcass layer extending from a tread portion to bead portions on both sides and wound around a pair of bead cores in a tire meridional section, and an outer side in the tire radial direction of the carcass layer. The belt layer and the belt reinforcing layer are sequentially formed.

  In addition, the pneumatic tire of the present embodiment includes normal manufacturing processes, that is, a tire material mixing process, a tire material processing process, a green tire molding process, a vulcanization process, and an inspection process after vulcanization. It is obtained through the process. When manufacturing the pneumatic tire of the present embodiment, vulcanization is particularly performed using a mold that can form a tread pattern on the inner side of the vehicle as shown in FIG.

[Additional form]
Next, the additional form which can be implemented optionally with respect to the said basic form of the pneumatic tire which concerns on this invention is demonstrated.

  In the basic configuration, at least one of the land portions including at least the vehicle mounting inner region, and in the case of FIG. 1, the three land portions 14, 16, 18 on the outer side in the tire radial direction with reference to the offset line OL. The protrusion amount is 3.0% or less of the width of the land portion, and the outermost position in the tire radial direction of the protruded land portions 14, 16, 18 is located on the inner side in the tire radial direction from the virtual line VL. (Additional form) is preferred.

  By setting the protrusion amount to 3.0% or less of the width of the land portion, the deterioration of uniformity can be suppressed. In addition, the outermost position in the tire radial direction of the protruding land portion is located on the inner side in the tire radial direction from the virtual line VL, thereby reliably reducing the ground contact area on the inner side of the vehicle and reducing wear on the inner side of the vehicle. In addition, the degree of wear on the outer side and the inner side of the vehicle can be made more uniform, and the durability performance can be further improved.

  Conditions shown in Table 2 (whether or not the profile line on the inner side of the vehicle includes a dent profile line that dents the profile line on the outer side of the vehicle on the inner side in the tire radial direction than the virtual line that is inverted with respect to the tire equatorial plane (With or without a dent profile line), when the offset line located further from 0.3 mm to 2.5 mm inside the tire radial direction is further hypothesized with respect to the imaginary line, the land including at least the vehicle mounting inner area Whether or not at least one of the portions protrudes outward in the tire radial direction from the offset line (protruding aspect of the land portion), at least one of the land portions including the vehicle mounting inner region is based on the offset line Whether or not the amount of protrusion on the outer side in the tire radial direction is 3.0% or less of the width of the land portion (the degree of protrusion of the land portion 1 In accordance with whether or not the outermost position in the tire radial direction of the protruding land portion conforms to the inner side in the tire radial direction from the imaginary line (land portion protrusion degree 2)), etc. Pneumatic tires of Example 1 to Example 7 were produced.

  The tire size of the conventional example, the comparative example, and the tires (test tires) of Examples 1 to 7 is 295 / 35R21. For all these test tires, the high-speed durability performance with camber (high-speed durability performance) and the wet performance Evaluated. These results are also shown in Table 2.

(High-speed durability)
Each test tire was assembled on a rim of 21 × 10 J at an air pressure of 340 kPa, a load of 7.65 kN was applied, and the camber angle was set to 2.7 degrees (negative camber), and the test tire was run on a drum durability tester.

  When traveling, the steps 1, 2,... . . The test speed was changed while dividing the predetermined travel time so as to become step 10, and the stage where the failure occurred was detected by the drum durability tester. The steps 11, 12, and so on after the step 10 are not shown in Table 1, but were sequentially run for 20 minutes at a test speed of +10 km / hour. That is, in Step 11, the test was run for 20 minutes at a test speed of 310 km / hour. In Step 12, the test was run for 20 minutes at a test speed of 320 km / hour.

  Then, based on the failure detection stage of the conventional example, how many stages have been improved (how many stages have been advanced) or how many stages have been lowered (how many stages have been completed before) was evaluated. The results are also shown in Table 2. Here, provisionally improved (decreased) by one step means that the vehicle was able to travel for 20 minutes at the speed of + (−) 10 km / hour as compared to the conventional example. . Further, the improvement (decrease) by 0.5 level means that the vehicle can travel for 10 minutes at the speed of + (−) 10 km / hour compared to the conventional example.

(Wet performance)
Each test tire was assembled on a rim of 21 × 10 J at an air pressure of 260 kPa, mounted on a passenger car with a displacement of 3000 CC, entered a pool with a water depth of 10 mm at a different speed, and the hydroplaning generation speed by a test driver was measured. And based on this measurement result, the index evaluation which made the conventional example the standard (100) was performed. This evaluation indicates that the higher the index, the higher the hydroplaning performance. The results are also shown in Table 2.

  According to Table 2, examples 1 to 7 belong to the technical scope of the present invention (including a recessed profile line as a profile line inside the vehicle and the land portion has a predetermined protruding aspect). As for the pneumatic tire, none of the high-speed durability performance and the wet performance is deteriorated with respect to the pneumatic tires of the conventional example and the comparative example, both of which do not belong to the technical scope of the present invention. It can be seen that the performance is improved in a well-balanced manner.

  The present invention includes the following aspects.

  (1) The mounting direction is determined in one direction with respect to the vehicle, and at least two circumferential main grooves are provided in the vehicle mounting inner region divided by the tire equatorial plane. In a pneumatic tire in which a land portion is defined, when a normal internal pressure is filled and a normal load is applied, the profile line on the vehicle mounting inner side is the profile line on the vehicle mounting outer side, and the tire equatorial plane is Including a dent profile line that is recessed inward in the tire radial direction with respect to the virtual line that is inverted with reference to the reference line, and further offset line that is positioned 0.3 to 2.5 mm inside the tire radial direction with respect to the virtual line. In this case, at least one of the land portions including at least the vehicle mounting inner region protrudes outward in the tire radial direction from the offset line. Pneumatic tire it is.

  (2) The dent profile line is a first line segment that gradually approaches the offset line from the point on the virtual line and on the tire equatorial plane toward the outer side in the tire width direction, and the first line segment. A second line segment extending outward in the tire width direction on the offset line, and a line segment outside the tire width direction with respect to the second line segment. The pneumatic tire according to (1), further including a third line segment extending gradually away from the offset line toward the outer side in the tire width direction and extending to the ground contact end.

  (3) The amount of protrusion on the outer side in the tire radial direction with respect to the offset line as a reference is at least 3.0% of the width of the land portion, including at least one of the land portions including the vehicle mounting inner region, and The pneumatic tire according to (1) or (2), wherein an outermost position in the tire radial direction of the protruding land portion is located on the inner side in the tire radial direction with respect to the virtual line.

10 Tread surface 12, 14 Circumferential main groove 16, 18, 20 Land part VL Virtual line PL Profile line inside the vehicle DPL Recessed profile line OL Offset line DPL ₁ First line DPL ₂ Second line DPL ₃ the third line segment P ₀ point on the tire equatorial plane P ₁ first profile line and the boundary point P ₃ of the second boundary point between the profile line of P ₂ second profile line and the third profile line ( E) Grounding end

Claims (3)

The mounting direction is determined in one direction with respect to the vehicle, and at least two circumferential main grooves are provided in the vehicle mounting inner region divided by the tire equatorial plane, so that a plurality of land portions are provided. In pneumatic tires that are compartmented,
When normal internal pressure is filled and normal load is applied,
The profile line on the vehicle mounting inner side includes a dent profile line that dents the profile line on the vehicle mounting outer side in the tire radial direction with respect to a virtual line inverted with respect to the tire equator plane,
In the case where an offset line located between 0.3 mm and 2.5 mm inside the tire radial direction is further hypothesized with respect to the imaginary line, at least one of the land portions including at least a vehicle-mounted inner region is the offset A pneumatic tire that protrudes outward in the tire radial direction from the line. The dent profile line is
A first line segment that gradually approaches the offset line from the point on the virtual line and on the tire equatorial plane toward the outside in the tire width direction;
A second line segment that is an outer line in the tire width direction with respect to the first line segment and extends on the offset line outward in the tire width direction;
A third line segment that is an outer line segment in the tire width direction with respect to the second line segment and that gradually extends away from the offset line toward the outer side in the tire width direction and extends to the ground contact end. The pneumatic tire according to claim 1.   The amount of protrusion of at least one of the land portions including at least the vehicle-mounted inner region on the outer side in the tire radial direction with respect to the offset line is 3.0% or less of the width of the land portion, and the protrusion The pneumatic tire according to claim 1 or 2, wherein the outermost position in the tire radial direction of the land portion is located on the inner side in the tire radial direction from the imaginary line.

Images