JP2015030420A - Tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a tire which suppresses a rise of temperature of a tire side part, in particular, a temperature of rubber at a bead part side while enhancing the durability of a turbulence generation protrusion.SOLUTION: A circumferential recess 100 which is recessed to the inside of a tread width direction Tw, and extends to a tire circumferential direction Tc is formed at an external surface of a tire side part 20 of a tire 1. A block 110 which protrudes toward the outside of the tread width direction Tw is formed in the circumferential recess 100. In a cross section along the tread width direction Tw and a tire radial direction Td, when a virtual line Vc1 extending from an end part 100a at the inside of the tire radial direction Td of the circumferential recess 100 up to an end part 100b at the outside of the tire radial direction is drawn on a rim-side external surface 80 which is formed within a range from a rim alienation point 61a up to the end part 100a at the inside of the tire radial direction Td of the circumferential recess 100, the end part at the outside of the tread width direction Tw of the block 110 is located inside the tread width direction Tw rather than the virtual line Vc1.

Description

  The present invention relates to a tire having a tread portion that comes in contact with a road surface and a tire side portion that continues to the tread portion.

  Conventionally, in a tire mounted on a vehicle, heat generation during tire rolling has been a problem. The temperature rise of the tire due to heat generation causes acceleration of a change with time such as a change in physical properties of the tire, and a tread breakage during high speed running. In particular, in off-the-road radial (ORR) tires and truck bus radial (TBR) tires that are used under heavy loads, friction on the rim flange and push-up from the rim flange cause the tire side portion, particularly the bead portion side. Heat is easily generated by deformation of the rubber. Heat generation at the tire side part promotes deterioration of the rubber and leads to deterioration of not only the durability of the bead part but also the durability of the tire. There is a demand for a tire that can be realized.

  For example, in the tire described in Patent Document 1, turbulent flow generation protrusions are formed in a predetermined range of the tire side portion along the tire radial direction as means for suppressing temperature rise in the bead portion. Accordingly, a turbulent flow having a high flow velocity is generated on the tire surface and heat dissipation of the tire side portion is promoted, thereby suppressing a temperature rise on the bead portion side.

International Publication WO2009 / 084634

  However, the turbulent flow generation projection protruding from the tire surface may come into contact with an obstacle on the road and be damaged. In particular, an ORR tire often used on rough roads is likely to break a turbulent flow generation projection, and as a result, it is difficult to suppress a temperature rise.

  Therefore, an object of the present invention is to provide a tire that suppresses the temperature rise of rubber on the tire side portion, particularly on the bead portion side, while enhancing the durability of the turbulent flow generation projection.

  First, a feature of the present invention is a tire (pneumatic tire 1) having a tread part (tread part 10) in contact with a road surface and a tire side part (tire side part 20) connected to the tread part, wherein the tire On the outer surface of the side portion, in the cross section along the tread width direction (tread width direction Tw) and the tire radial direction (tire radial direction Td), from the position of the tire maximum width portion (tire maximum width portion m) to A circumferential recess (circumferential recess 100) extending in the tire circumferential direction (tire circumferential direction Tc) and recessed inward in the tread width direction is formed in the range, and the inside of the circumferential recess is directed outward in the tread width direction. A projecting block (block 110) is formed, and in contact with the rim flange (rim flange 61) in the cross section along the tread width direction and the tire radial direction. A rim side outer surface (rim) formed in a range from a rim separation point (rim separation point 61a) which is the outermost point in the tire radial direction to a tire radial inner end (end portion 100a) of the circumferential recess. When a virtual line (virtual line Vc1) extending from the end on the side outer surface 80) to the end (end 100b) on the outer side in the tire radial direction from the end on the inner side in the tire radial direction of the circumferential recess is drawn, the block The gist of the present invention is that the end on the outer side in the tread width direction is located on the inner side in the tread width direction than the virtual line.

  In such a tire, a circumferential recess is formed on the outer surface of the tire side portion while being recessed inward in the tread width direction and extending in the tire circumferential direction. According to such a tire, it becomes possible to reduce the distance between the high temperature part inside the tire (particularly the inside of the bead part) and the heat radiation surface (outer surface of the circumferential recessed part) by forming the circumferential recessed part. The effect which suppresses the temperature rise of rubber | gum can be heightened. Furthermore, according to such a tire, the cost can be reduced by reducing the weight as compared with the case where the circumferential recess is not formed.

  In such a tire, the outer surface on the rim side from the rim separation point to the inner end in the tire radial direction of the circumferential recess is formed along a predetermined arc curve having a center of curvature on the inner side in the tread width direction. That is, the outer surface on the rim side is formed in a curved shape that swells outward in the tread width direction. By forming the outer surface on the rim side in this way, a certain rigidity is ensured in the bead portion side region of the tire side portion.

  Further, a block that protrudes outward in the tread width direction is formed inside the circumferential recess. Here, if the block is arranged in the tire side portion without providing the circumferential recess, the gauge thickness will increase, so that the effect of suppressing the temperature rise of the rubber cannot be sufficiently obtained. By disposing the block inside the directional recess, the effect of suppressing the temperature rise of the rubber can be sufficiently enhanced.

  In addition, according to such a tire, the air flowing along the outer surface of the tire side portion is easily drawn into the circumferential recess from a part of the block due to the rolling of the tire. That is, it is possible to further increase the temperature of the rubber by increasing the amount of air flowing into the circumferential recess.

  In such a tire, the end of the block on the outer side in the tread width direction is located on the inner side in the tread width direction than the imaginary line. That is, since the block does not protrude from the outer surface of the tire, it is less likely to be damaged by contact with an obstacle or the like on the road during traveling, and has high durability.

  Further, in such a tire, part of the air flow over the block at the time of rolling of the tire tends to remain inside the circumferential recess, and the air inside the circumferential recess is agitated to enhance the heat dissipation effect.

  As described above, according to such a tire, it is possible to suppress an increase in the temperature of the rubber in the tire side portion, particularly the bead portion, while enhancing the durability of the turbulent flow generation projection.

  In another aspect of the present invention, in the cross section along the tread width direction and the tire radial direction, the rim side outer surface extends along a first arc curve having a center of curvature on the inner side in the tread width direction, and the imaginary line is The first arc curve is a line drawn so as to extend from the end portion on the tire radial direction inner side of the circumferential recess to the end portion on the outer side in the tire radial direction.

  Another feature of the present invention is that, in a cross section along the tread width direction and the tire radial direction, X is a shortest distance between the outer end portion of the block in the tread width direction and the virtual line, and the circumference with respect to the virtual line. Assuming that the maximum depth of the directional recess is Dm, 0 <X ≦ 0.7 Dm.

  Another feature of the present invention is that a side wall surface is formed in a range from the tire radial inner end of the circumferential recess to the bottom surface of the circumferential recess, and in a cross section along the tread width direction and the tire radial direction, The gist of the invention is that the height of the block in the tread width direction is maximized at the end of the side wall surface on the outer side in the tire radial direction.

  Another feature of the present invention is summarized in that the maximum depth of the side wall surface with respect to the imaginary line is 15 mm to 35 mm in a cross section along the tread width direction and the tire radial direction.

  Another feature of the present invention is that, in a cross section along the tread width direction and the tire radial direction, the side wall surface forms a curved surface that is recessed inward in the tread width direction from an end portion in the tire radial direction of the circumferential recess. Is the gist.

  Another feature of the present invention is that, in a cross section along the tread width direction and the tire radial direction, the side wall surface extends along a second arc curve having a center of curvature on the outer side in the tread width direction.

  Another feature of the present invention is that the height of the block in the tread width direction is 3 mm to 25 mm.

  Another feature of the present invention is that a plurality of the blocks are arranged at a predetermined pitch in the tire circumferential direction, and the width of the block in the tire circumferential direction is 2 mm to 10 mm.

  Another feature of the present invention is that the height h of the block in the tread width direction, the predetermined pitch p, and the width w of the block in the tire circumferential direction are 1 ≦ p / h ≦ 50 and 1 ≦ The gist is to satisfy the relationship of (p−w) / w ≦ 100.

  Another feature of the present invention is summarized in that at least a part of the block is disposed on the side wall surface.

  According to the characteristics of the present invention, it is possible to provide a tire that suppresses the temperature rise of the rubber on the tire side portion, particularly on the bead portion side, while enhancing the durability of the turbulent flow generation projection.

FIG. 1 is a side wall view of the tire side portion 20 side of the pneumatic tire 1 according to the first embodiment of the present invention. FIG. 2 is a partially exploded perspective view showing the pneumatic tire 1 according to the first embodiment of the present invention. FIG. 3 is a cross-sectional view showing the pneumatic tire 1 according to the first embodiment of the present invention. Fig.4 (a) is a partial expanded sectional view of the pneumatic tire 1 which concerns on 1st Embodiment of this invention. FIG. 4B is a partially enlarged cross-sectional view of the pneumatic tire 1 according to the first embodiment of the present invention. FIG. 5 is a partially enlarged cross-sectional view showing a deformation state of the circumferential recess in the no-load state and the circumferential recess in the normal load state. FIG. 6A is a partially enlarged perspective view of a circumferential recess according to the first embodiment. FIG. 6B is a partially enlarged plan view of the circumferential recess according to the first embodiment. Fig.7 (a) is a figure explaining the generation | occurrence | production state of a turbulent flow, and is a partial expanded sectional view in the tread width direction of the circumferential recessed part. FIG. 7B is a diagram for explaining the state of turbulent flow, and is a partially enlarged plan view of a circumferential recess. FIG. 8A is a partially enlarged perspective view of the circumferential recess 200 according to the second embodiment. FIG. 8B is a partially enlarged plan view of the circumferential recess 200 according to the second embodiment. FIG. 9A is a partially enlarged perspective view of a circumferential recess 200X according to a modification of the second embodiment. FIG. 9B is a partially enlarged plan view of a circumferential recess 200X according to a modification of the second embodiment. FIG. 10A is a partially enlarged perspective view of a circumferential recess 300 according to the third embodiment. FIG. 10B is a partially enlarged plan view of the circumferential recess 300 according to the third embodiment. Fig.11 (a) is a partial expanded sectional view of the pneumatic tire which concerns on a prior art example. FIG.11 (b) is a partially expanded sectional view of the pneumatic tire which concerns on a comparative example. FIG. 12A is a partially enlarged perspective view of a circumferential recess according to another embodiment. FIG. 12B is a partially enlarged plan view of a circumferential recess according to another embodiment. FIG. 13A is a partially enlarged perspective view of a circumferential recess according to another embodiment. FIG. 13B is a partially enlarged plan view of a circumferential recess according to another embodiment. FIG. 14 is a partially enlarged plan view of a circumferential recess according to another embodiment. FIG. 15 is a partially enlarged plan view of a circumferential recess according to another embodiment. FIGS. 16A to 16E are partially enlarged plan views of circumferential recesses according to other embodiments.

  Next, embodiments according to the present invention will be described with reference to the drawings. In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals. However, it should be noted that the drawings are schematic and ratios of dimensions and the like are different from actual ones. Accordingly, specific dimensions and the like should be determined in consideration of the following description. Moreover, the part from which the relationship and ratio of a mutual dimension differ also in between drawings may be contained.

[First Embodiment]
First, a first embodiment of the present invention will be described.

(1) Configuration of Pneumatic Tire 1 A pneumatic tire 1 according to this embodiment is a heavy-duty pneumatic tire mounted on a construction vehicle such as a dump truck. The configuration of the pneumatic tire 1 will be described with reference to the drawings. FIG. 1 is a side view of the pneumatic tire 1 according to the first embodiment of the present invention when viewed from the side. FIG. 2 is a partially exploded perspective view showing the pneumatic tire 1 according to the present embodiment. FIG. 3 is a partial cross-sectional view showing the pneumatic tire 1 according to the present embodiment.

  As shown in FIGS. 1 to 3, the pneumatic tire 1 includes a tread portion 10 that contacts a road surface during traveling and a tire side portion 20 that is continuous with the tread portion 10. 2 to 3, the pneumatic tire 1 includes a carcass 40 that forms a skeleton of the pneumatic tire 1, a bead portion 30 that is assembled to a rim flange 61 (not shown in FIG. 2), and a tread portion. 10 and a belt layer 50 disposed outside the carcass 40 in the tire radial direction Td.

  The carcass 40 includes a carcass cord and a layer made of rubber that covers the carcass cord. The carcass 40 has a folded portion that is tethered from the tread portion 10 to the bead core of the bead portion 30 through the tire side portion 20 and folded back from the inside in the tread width direction Tw. An end portion extending outward from the folded portion of the carcass 40 in the tire radial direction Td is disposed at a position of 40 to 65% with respect to the tire height H. Details of the tire height H will be described later (see FIG. 3).

  The belt layer 50 is configured by impregnating a steel component with a rubber component. The belt layer 50 includes a plurality of layers, and each layer is laminated along the tire radial direction Td. The bead portions 30 are disposed along the tire circumferential direction Tc, and are disposed on both sides of the tread width direction Tw via the tire equator line CL. Since the pneumatic tire 1 has a line-symmetric structure with respect to the tire equator line CL, only one side is shown in FIGS.

  Further, in the present embodiment, on the outer surface of the tire side portion 20, the tire radial direction of the circumferential recess 100 from the rim separation point 61 a in the cross section along the tread width direction Tw and the tire radial direction Td of the pneumatic tire 1. A rim side outer surface 80 is formed in a range up to the end portion 100a on the Td inner side. The rim separation point 61 a is a point on the outermost side in the tire radial direction Td where the pneumatic tire 1 is in contact with the rim flange 61 of the rim wheel 60 in a state where the pneumatic tire 1 is assembled to the rim wheel 60.

  The state in which the pneumatic tire 1 is assembled to the rim wheel 60 means a state in which the pneumatic tire 1 is assembled to a standard rim defined in the standard with air pressure corresponding to the maximum load defined in the standard. To do. Here, the standard indicates JATMA YEAR BOOK (2010 edition, Japan Automobile Tire Association Standard). Note that, when the TRA standard, the ETRTO standard, or the like is applied in the place of use or manufacturing, it conforms to each standard.

  Further, the rim side outer surface 80 is formed along a first circular arc curve Rc1 having a center C1 of a curvature radius R1 inside the tread width direction Tw (see FIG. 4). That is, the rim side outer surface 80 is formed in a curved shape that swells outward in the tread width direction Tw. By forming the rim side outer surface 80 in this way, a certain rigidity is ensured in the region of the tire side portion 20 on the bead portion 30 side. The center C1 of the curvature radius R1 is preferably located on a virtual straight line extending in the tread width direction Tw from the position of the tire maximum width portion m.

(2) Configuration of the circumferential recess 100 Next, the configuration of the circumferential recess 100 will be specifically described. The circumferential recessed portion 100 is formed on the outer surface of the tire side portion 20 and is recessed in the tread width direction Tw and extends in the tire circumferential direction Tc. In addition, it is preferable to determine suitably the length of the tire radial direction Td of the circumferential recessed part 100, and the depth of the tread width direction Tw according to the magnitude | size of the pneumatic tire 1 and the kind of vehicle with which it mounts | wears.

  The circumferential recess 100 includes an inner wall surface 101 located on the inner side in the tire radial direction Td of the circumferential recess 100, an outer wall surface 102 positioned on the outer side in the tire radial direction Td of the circumferential recess 100, and the inner wall surface 101 and the outer wall surface. 102 and a bottom surface 103 located between the two. The circumferential recess 100 is divided into three regions in the tire radial direction Td: a region where the inner wall surface 101 is formed, a region where the outer wall surface 102 is formed, and a region where the bottom surface 103 is formed. Can do.

  4 (a) to 4 (b) show partially enlarged sectional views of the pneumatic tire 1 according to this embodiment. As shown in FIGS. 4A and 4B, the inner wall surface 101 is formed in a range from the end portion 100 a inside the tire radial direction Td of the circumferential recess 100 to the bottom surface 103 of the circumferential recess 100. That is, the inner wall surface 101 is formed to be continuous with the bottom surface 103.

  Further, the inner wall surface 101 is formed along a second circular arc curve Rc2 having a center C2 of a curvature radius R2 outside the tread width direction Tw in a cross section along the tread width direction Tw and the tire radial direction Td of the pneumatic tire 1. Is done. That is, the inner wall surface 101 is formed in a curved surface shape.

  Further, the radius of curvature R2 of the inner wall surface 101 in the cross section along the tread width direction Tw and the tire radial direction Td of the pneumatic tire 1 is 50 mm or more in a no-load state in which a normal internal pressure is filled and no load is applied. Is preferred. In the present embodiment, the normal internal pressure is an internal pressure defined in the above-described standard (JATMA YEAR BOOK). The normal load is also the maximum load defined in the above-mentioned standard.

  In the present embodiment, the maximum depth D of the inner wall surface 101 with respect to the virtual line Vc1 obtained by extending the first arcuate curve Rc1 to the circumferential recess 100 is in the range of 15 mm to 35 mm. Here, the first arc curve Rc1 and the virtual line Vc1 are on the same arc curve, and the virtual line Vc1 portion is indicated by a dotted line in the examples of FIGS. Should. In addition, the maximum depth D is a space | interval from the edge part 100c in the tire radial direction Td outer side of the inner wall surface 101 to the virtual line Vc1, as shown in FIG.4 (b). In other words, when a normal line is provided at the end 100c of the inner wall surface 101, it can be said that the distance between the end 100c and the point where the normal and the virtual line Vc1 intersect with each other.

  In the present embodiment, the inner wall surface 101 is provided at a position within a predetermined range from the rim separation point 61a toward the outer side in the tire radial direction Td. Specifically, the inner wall surface 101 in the normal load state in which the pneumatic tire 1 is filled with the normal internal pressure and the normal load is applied is filled with the normal internal pressure, and the tire height in the tire radial direction Td in the no-load state in which there is no load. When the height is H, it is located within a range of 25% or less of the tire height H from the rim separation point 61a toward the outside in the tire radial direction Td.

  In the present embodiment, as shown in FIG. 3, the tire height H is the tread surface of the tread portion 10 from the lower end inside the tire radial direction Td when the pneumatic tire 1 is assembled to the rim wheel 60. It is set as the length in the tire radial direction Td.

  Further, in the pneumatic tire 1, the normal inner pressure is filled, the radius of curvature Ra of the inner wall surface 101 in the no-load state in which there is no load, and the inner wall surface 101 in the normal load state in which the normal inner pressure is filled and the normal load is applied. The curvature radius Rb satisfies the relationship of (Ra−Rb) /Ra≦0.5.

  Here, FIG. 5 shows a partially enlarged cross-sectional view illustrating a deformation state of the circumferential recess 100 in the no-load state and the circumferential recess 100X in the normal load state. As shown in FIG. 5, the curvature radius R2 of the inner wall surface 101 changes from the curvature radius Ra (R2) of the inner wall surface 101 in the no-load state to the curvature radius Rb (R2) of the inner wall surface 101 in the normal load state. Further, in the pneumatic tire 1 according to the present embodiment, when the curvature radius R2 of the inner wall surface 101 changes from the curvature radius Ra (R2) to the curvature radius Rb (R2), the rate of change of the curvature radius R2 of the inner wall surface 101. However, it is comprised so that it may become 0.5 or less.

  The outer wall surface 102 is located on the outer side in the tire radial direction Td of the circumferential recess 100. The outer wall surface 102 is formed in a range from the end portion 100 b on the outer side in the tire radial direction Td of the circumferential recess 100 to the bottom surface 103 of the circumferential recess 100. In addition, it is preferable that the outer wall surface 102 is also formed in a curved surface shape like the inner wall surface 101. The bottom surface 103 is located on the inner side in the tread width direction Tw than the outer surface of the tire side portion 20 and is connected to the inner wall surface 101 and the outer wall surface 102.

  Thus, the circumferential recess 100 having the inner wall surface 101, the outer wall surface 102, and the bottom surface 103 is formed in the tire side portion 20 so as to be recessed inward from the outer surface in the tread width direction Tw. In addition, the volume of rubber forming the tire side portion 20 is reduced in the pneumatic tire 1 by forming the circumferential recess 100 so as to be recessed.

(3) Structure of block Next, the structure of the block formed in the circumferential recess 100 will be described with reference to the drawings. In the present embodiment, a block 110 that protrudes outward in the tread width direction Tw is formed inside the circumferential recess 100. The block 110 is an example of a turbulent flow generation projection. In the tire radial direction Td, the inside of the circumferential recess 100 is between the end 100a inside the tire radial direction Td of the circumferential recess 100 and the end 100b outside the tire radial direction Td of the circumferential recess 100. The inside of the area is shown.

  Specifically, in the pneumatic tire 1 according to the present embodiment, a first block 111 and a second block 112 are formed as the block 110. Each of the first block 111 and the second block 112 is formed in plural with a predetermined interval in the tire circumferential direction Tc. In the present embodiment, the case where two types of blocks of the first block 111 and the second block 112 are formed as the block 110 will be described as an example. However, the block 110 has one type (for example, the first block 111). 1 block 111).

  In the present embodiment, at least a part of the block 110 is disposed in the inner wall surface 101. Specifically, in the present embodiment, the entire first block 111 and a part of the second block 112 are arranged in a region where the inner wall surface 101 is formed. It should be noted that at least a part of the block 110 may be arranged in the region where the inner wall surface 101 is formed. For example, only a part of the first block 111 is in the region where the inner wall surface 101 is formed. It may be arranged.

  FIG. 6A shows a partially enlarged perspective view of the circumferential recess 100 according to the present embodiment. FIG. 6B shows a partially enlarged plan view of the circumferential recess 100 according to the first embodiment. As shown in FIGS. 6A to 6B, in the circumferential recess 100, a first block 111 is formed on the inner side in the tire radial direction Td of the circumferential recess 100, and a second block 112 is The first block 111 is formed on the outer side in the tire radial direction Td.

  In the present embodiment, the first block 111 and the second block 112 are formed on a straight line along the tire radial direction Td. The first block 111 and the second block 112 are formed to have a radial shape with the center C (see FIG. 1) of the pneumatic tire 1 in the tire radial direction Td as a reference point.

  The first block 111 and the second block 112 are formed so as to be separated from each other in the tire radial direction Td. The width w of the first block 111 in the tire circumferential direction Tc and the width w of the second block 112 in the tire circumferential direction Tc are assumed to be the same. Specifically, the width w in the tire circumferential direction Tc of the first block 111 and the width w in the tire circumferential direction Tc of the second block 112 are 2 mm or more and 10 mm or less. When the side wall of the first block 111 (or the second block 112) is inclined and the width w in the tire circumferential direction Tc changes, the width w in the tire circumferential direction Tc is an average of the maximum width and the minimum width. Value.

  The distance L1 in the tire radial direction Td between the first block 111 and the second block 112 is 15% to 30% with respect to the pitch P in the tire circumferential direction Tc with the first block 111 (or the second block 112). It is preferable to be formed as follows. This is due to the following reason. That is, when the distance L1 is less than 15% with respect to the pitch P, the flow of air that has entered the circumferential recess 100 is hindered, and many portions (regions) in which air stays in the circumferential recess 100 are generated. It is because it ends. On the other hand, when the distance L1 is larger than 30% with respect to the pitch P, it is difficult to generate an air flow that repeatedly adheres to and peels from the bottom surface 103.

  As shown in FIG. 6 (b), the pitch P in the tire circumferential direction Tc means that the first block 111 (or the second block 112) is adjacent to the center of the first block 111 (or the second block 112) in the tire circumferential direction. Or it is the linear distance along the circumferential direction with the center in the tire circumferential direction of the 2nd block 112).

  Moreover, in this embodiment, the height h in the tread width direction Tw of the block 110 is 3 mm or more and 25 mm or less. Specifically, the height h of the first block 111 and the height h of the second block 112 are 3 mm or more and 25 mm or less. In the present embodiment, the height h of the first block 111 (or the second block 112) is determined from the inner wall surface 101, the outer wall surface 102, or the bottom surface 103 where the first block 111 (or the second block 112) is located. The distance to the most distant point of the first block 111 (or the second block 112) is shown in the vertical direction.

  In the present embodiment, the height h of the first block 111 (or the second block 112), the predetermined pitch p in the tire circumferential direction Tc of the first block 111 (or the second block 112), and the first block 111 The width w of (or the second block 112) is formed so as to satisfy the relationship of 1 ≦ p / h ≦ 50 and 1 ≦ (p−w) / w ≦ 100.

  Moreover, it is preferable that the surface 111S outside the tread width direction Tw of the first block 111 and the surface 112S outside the tread width direction Tw of the second block 112 have a planar shape. Moreover, it is preferable that the angle which the surface 111S of the 1st block 111 and the side wall surface which extends to the groove bottom 103 from the outer side front-end | tip part 111a of the tire radial direction Td of the 1st block 111 make is an obtuse angle. This is due to the following reason. That is, when the pneumatic tire is manufactured, the ability to remove the pot when the pneumatic tire 1 is removed from the mold is enhanced. Therefore, since it can suppress that a crack etc. generate | occur | produce in the pneumatic tire 1, the high quality pneumatic tire 1 can be manufactured.

  Similarly, the angle formed by the surface 111S of the second block 112 and the side wall surface extending from the inner front end 112a inside the tire radial direction Td of the second block 112 to the groove bottom 103 is also preferably an obtuse angle. The angle formed between the surface 111S of the second block 112 and the side wall surface extending from the outer front end 112b of the second block 112 on the outer side in the tire radial direction Td to the groove bottom 103 is also preferably an obtuse angle.

  Further, the same applies to the side wall surfaces of the first block 111 and the second block 112 in the tire circumferential direction Tc. Specifically, the angle formed by the surface 111S of the first block 111 and the side wall surface in the tire circumferential direction Tc is also preferably an obtuse angle. The angle formed between the surface 112S of the second block 112 and the side wall surface in the tire circumferential direction Tc is also preferably an obtuse angle.

  In the present embodiment, the end of the block 110 on the outer side in the tread width direction Tw is located on the inner side in the tread width direction Tw than the virtual line Vc1. In other words, the height h of the block 110 in the tread width direction Tw is smaller than the maximum depth of the circumferential recess 100. 4B, when a plurality of blocks (that is, the first block 111 and the second block 112) are formed as the block 110, the height h in the tread width direction Tw of at least one block. Is smaller than the maximum depth of the circumferential recess 100. In FIG. 4B, both the first block 111 and the second block 112 are accommodated in the circumferential recess 110, and the ends of the first block 111 and the second block 112 outside the tread width direction Tw (that is, The surface 111S and the surface 112S) are located inside the tread width direction Tw from the virtual line Vc1.

  In the present embodiment, in the cross section along the tread width direction Tw and the tire radial direction Td, the shortest distance X between the end of the block 110 outside the tread width direction Tw and the virtual line Vc1 is a circumferential recess with respect to the virtual line Vc1. When the maximum depth of 100 is Dm, 0 <X ≦ 0.7 Dm. Specifically, the shortest distance X corresponds to the minimum length of the perpendicular line when a perpendicular line is drawn from the virtual line Vc1 to the end (surface 111S or surface 112S) outside the tread width direction Tw of the block 110. Preferably, the height h of the block 110 changes according to the position in the tire radial direction Tc, and the height h of the block 110 is larger as the depth of the circumferential recess with respect to the virtual line Vc1 is larger. For example, when the maximum depth Dm of the circumferential recessed portion coincides with the maximum depth D of the inner wall surface 101, the height h of the block 110 is maximum at the end portion 100c outside the tire radial direction Td of the inner wall surface 101.

(4) State of Turbulence Generation Next, the state of turbulence generation by the circumferential recess 100 according to the first embodiment will be described with reference to the drawings.

  FIG. 7A is a diagram for explaining the state of turbulent flow, and is a partially enlarged cross-sectional view of the circumferential recess 100 in the tread width direction. FIG. 7B is a diagram for explaining the state of turbulent flow, and is a partially enlarged plan view of the circumferential recess 100.

  As shown in FIG. 7 (a), with the rotation of the pneumatic tire 1, the air flow S1 along the bottom surface 103 in the circumferential recess 100 is caused by the second block 112 (or the first block 111) and the bottom surface 103 ( Alternatively, the second block 112 (or the first block 111) is carried over by being peeled from the inner wall surface 101). At this time, on the back side of the second block 112 (or the first block 111) (the right side of the first and second blocks shown in FIGS. 7A to 7B), a portion where the air flow stays ( Area) occurs. Then, the air flow S1 is reattached to the bottom surface 103 (or the inner wall surface 101) between the next second block 112 (or the first block 111) and the next second block 112 (or the first block). 111). At this time, on the front side of the second block 112 (or the first block 111) (the left side of the first and second blocks shown in FIGS. 7A to 7B), a portion where the air flow is retained ( Area) occurs.

  Here, when the air flow S1 moves over the second block 112 (or the first block 111) and travels toward the bottom surface 103 (or the inner wall surface 101), the air S2 flowing in the portion (region) that stays is the second The heat staying on the back side of the block 112 (or the first block 111) is taken away and flows so as to be drawn into the air flow S1.

  Further, when the air flow S1 is separated from the bottom surface 103 (or the inner wall surface 101) and tries to get over the next second block 112 (or the first block 111), the air S3 that flows in the staying part (region). Takes away the heat staying on the front side of the second block 112 (or the first block 111) and flows so as to be drawn into the air flow S1.

  Further, as shown in FIG. 7B, in the circumferential recess 100, the first block 111 and the second block 112 are formed apart from each other in the tire radial direction. Accordingly, an air flow S4 flowing between the first block 111 and the second block is generated. Here, since the air flow S4 flows without getting over the first block 111 and the second block 112, the flow becomes faster than the air flow S1 shown in FIG. For this reason, in the circumferential recess 100, the air S2 and S3 flowing in the portion (region) where the air flow stays is the portion of the second block 112 (or the first block 111) that stays on the back side and the front side. The heat is taken away and the air flows so as to be drawn into the air flow S4.

  As described above, the air flow S1 over the first block and the second block, the outer front end 111a located outside the tire radial direction Td of the first block 111, and the tire radial direction Td inside the second block 112 The air that has entered the circumferential recess 100 of the pneumatic tire 1 flows as a turbulent flow due to the air flow S4 flowing between the positioned inner front end 112a.

  Here, as shown in FIG. 7B, the air flow S0 along the rim-side outer surface 80 flows into the circumferential recess 100 along the inner wall surface 101, and the air flow S1 or S4. To join. In the present embodiment, since the inner wall surface 101 has a curved shape, the air flow S0 along the rim-side outer surface 80 easily flows into the circumferential recess 100 along the curved inner wall surface 101. .

  Further, as described above, in the cross section along the tread width direction Tw and the tire radial direction Td, the end portion of the block 110 outside the tread width direction Tw is located inside the tread width direction Tw from the virtual line Vc1. Therefore, as shown in FIG. 7B, a part of the air flow S1 diverges after getting over the block 110, collides with the inner wall surface 101 or the outer wall surface 102, and merges with the air flow S1 or S4. It becomes air flow S5.

(5) Actions / Effects Next, actions and effects of the pneumatic tire according to the present embodiment will be described. In the pneumatic tire 1 according to the present embodiment, a circumferential recess 100 that is recessed in the tread width direction Tw and extending in the tire circumferential direction Tc is formed on the outer surface of the tire side portion 20.

  According to such a pneumatic tire 1, by forming the circumferential recess 100, the distance between the high temperature portion inside the tire (particularly the inside on the bead portion 30 side) and the heat radiation surface (surface of the circumferential recess 100) is increased. Since it becomes possible to shrink, the effect which suppresses the temperature rise of rubber | gum can be heightened.

  Moreover, in the pneumatic tire 1 according to the present embodiment, the volume of the rubber used for the tire side portion 20 is compared with the case where the circumferential recess 100 is not formed because the circumferential recess 100 is formed. Is reduced. That is, the amount of rubber deformed with the rotation of the pneumatic tire 1 in the tire side portion 20 is reduced. For this reason, it is possible to suppress heat generation due to deformation of the rubber of the tire side portion 20. Furthermore, since the rubber amount for manufacturing the pneumatic tire 1 can be reduced, the manufacturing cost of the pneumatic tire 1 can be suppressed.

  The rim side outer surface 80 from the rim separation point 61a to the end portion 100a on the inner side in the tire radial direction Td of the circumferential recess 100 is a first arc curve Rc1 having a center C1 of a curvature radius R1 inside the tread width direction Tw. Formed along. Specifically, the rim side outer surface 80 of the tire side portion 20 is formed in a curved shape that swells outward in the tread width direction Tw. By forming the rim side outer surface 80 in this way, a certain rigidity is ensured in the region of the tire side portion 20 on the bead portion 30 side.

  On the other hand, the inner wall surface 101 extending from the end portion 100a on the inner side in the tire radial direction Td of the circumferential recess 100 to the bottom surface 103 of the circumferential recess 100 has a second arc curve Rc2 having a center C2 with a radius of curvature R2 outside the tread width direction Tw. Formed along. That is, in the circumferential recessed portion 100, the end portion 100a on the inner side in the tire radial direction Td to the bottom surface 103 is formed to be recessed with a curved surface shape.

  According to such a pneumatic tire 1, the air flowing along the rim side outer surface 80 of the tire side portion 20 by the rotation of the tire enters the inside of the circumferential recess 100 along the inner wall surface 101 having a curved shape. It will flow smoothly. That is, it is possible to increase the amount of air that flows into the circumferential recess 100 to suppress the temperature rise of the rubber.

  In addition, a block 110 (a first block 111 and a second block 112) that protrudes outward in the tread width direction Tw is formed inside the circumferential recess 100. Here, if the block 110 is arranged in the tire side portion without providing the circumferential recess 100, the gauge thickness becomes too high, and the effect of suppressing the temperature rise of the rubber cannot be sufficiently obtained. There is. By disposing the block 110 inside the circumferential recess 100 as in this embodiment, it is possible to sufficiently enhance the effect of suppressing the temperature rise of the rubber.

  In the first embodiment, the end of the block 110 on the outer side in the tread width direction Tw is located on the inner side in the tread width direction Tw than the virtual line Vc1. According to the pneumatic tire 1, the outer end of the block 110 in the tread width direction Tw does not protrude from the virtual line Vc1 (that is, the outer surface of the tire when the circumferential recess 100 is not provided). There is a low possibility of damage due to contact with obstacles on the road. That is, the block 110 has high durability and can maintain the cooling effect for a long period of time.

  Further, a part of the air flow S1 over the block 110 during the rotation of the tire becomes an air flow S5 that diffuses and collides with the inner wall surface 101 or the outer wall surface 103. The air flow S5 stirs the air inside the circumferential recess 100 and enhances the heat dissipation effect.

  In the first embodiment, in the cross section along the tread width direction Tw and the tire radial direction Td, the shortest distance X between the end of the block 110 outside the tread width direction Tw and the virtual line Vc1 is relative to the virtual line Vc1. When the maximum depth of the circumferential recess 100 is Dm, 0 <X ≦ 0.7 Dm. If the shortest distance X is less than 0, the block 110 protrudes outside the virtual line Vc1 in the tread width direction Tw, and thus durability is deteriorated. On the other hand, when the shortest distance X exceeds 0.7 Dm, the amount of air taken into the circumferential recess 100 is reduced, so that the cooling effect is suppressed. Therefore, the shortest distance X is preferably 0 <X ≦ 0.7 Dm. In addition, the height h of the block 110 is made variable according to the distance between the inner wall surface 101 (or the bottom surface 103) and the virtual line Vc1, and the depth of the inner wall surface 101 with respect to the virtual line Vc1 is the maximum depth D. By setting the height of the block 110 to the maximum, the amount of air taken into the circumferential recess 100 can be increased.

  In particular, in an ORR tire having a large diameter and a large gauge thickness, there is a great need for suppressing temperature rise of rubber, but there is a high possibility of block breakage due to running on a rough road. According to the above-described configuration, it is possible to ensure the cooling effect by the block even in the ORR tire.

  Thus, according to the pneumatic tire 1 which concerns on this embodiment, the temperature rise of the rubber | gum by the side of the tire side part 20, especially the bead part 30 can be suppressed, preventing the block 110 from being damaged.

  Further, a first block 111 and a second block 112 extending in the tire radial direction Td are formed as a block 110 inside the circumferential recess 100, and an outer front end 111a in the first block 111, The inner tip portion 112a of the second block 112 is separated from the tire radial direction Td. According to this, a turbulent air flow is generated in the circumferential recess 100 as the pneumatic tire 1 rotates. Specifically, the air flowing on the outer surface of the tire side portion 20 enters the circumferential recess 100 and flows over the first block 111 and the second block 112. For this reason, the air that has entered the circumferential recess 100 flows in a turbulent flow so as to repeatedly adhere to and peel from the inner wall surface 101, the outer wall surface 102, and the bottom surface 103. At this time, heat on the bead portion 30 side of the tire side portion 20 whose temperature has increased with the rotation of the pneumatic tire 1 is taken away by the flow of air that has entered the circumferential recess 100. That is, by promoting heat dissipation starting from the circumferential recess 100, a temperature increase on the bead portion 30 side of the tire side portion 20 can be suppressed. As a result, it becomes possible to suppress the deterioration of the tire due to the temperature rise of the bead portion 30, and the durability of the pneumatic tire 1 can be improved.

  In the present embodiment, the inner wall surface 101 of the circumferential recess 100 has a tire cross-section height H from the rim separation point 61a of the pneumatic tire 1 in a cross section along the tread width direction Tw and the tire radial direction Td. It is formed in a range Hx of 25% or less. That is, the curved inner wall surface 101 is formed in a range Hx close to the bead portion 30 of the tire side portion 20.

  According to the pneumatic tire 1, by providing the end portion 100a on the inner side in the tire radial direction Td of the circumferential recess 100 on the outer side in the tire radial direction Td with respect to the rim separation point 61a, the fall of the carcass 40 at the time of load is greatly deteriorated. Without increasing the temperature, it is possible to suppress the temperature rise. If it is provided below the rim separation point 61a, the fall of the carcass 40 at the time of load increases, and the durability of the bead portion 30 is significantly deteriorated.

  Further, by providing the inner wall surface 101 within the range Hx of 25% or less of the tire height H from the rim separation point 61a, the distance from the high temperature region inside the tire to the surface of the circumferential recess 100 that is the heat radiating surface can be reduced. And the effect of suppressing the temperature rise can be obtained. If the cross-sectional height is higher than 25%, the distance from the high temperature region inside the tire to the tire surface (inner wall surface 101) that is the heat radiating surface cannot be shortened. It becomes difficult to obtain enough.

  Here, since the bead portion 30 is fitted to the hard rim wheel 60, in a state where the pneumatic tire 1 is mounted on the vehicle, deformation due to falling into the rim flange 61 and friction with the rim flange 61 are achieved. Therefore, the temperature of the bead portion 30 is likely to rise due to heat generation. According to the pneumatic tire 1 according to the present embodiment, by forming the circumferential recess 100 in the above-described range Hx, it is possible to increase the effect of suppressing the temperature rise of the bead portion 30 that easily generates heat.

  In the present embodiment, the maximum depth D of the inner wall surface 101 of the circumferential recess 100 is formed in the range of 15 mm or more and 35 mm or less. When the maximum depth D of the inner wall surface 101 is deeper than 35 mm, the fall of the carcass 40 significantly increases during loading. Further, in this case, the durability of the bead portion 30 is lowered, and the heat generation is deteriorated due to an increase in the amount of deformation, so that the temperature rise cannot be effectively suppressed. On the other hand, if the maximum depth D of the inner wall surface 101 is smaller than 15 mm, the air flowing on the outer surface of the tire side portion 20 is less likely to enter the circumferential recess 100, so the effect of suppressing the temperature rise is reduced. .

  Further, in the present embodiment, the radius of curvature R2 of the inner wall surface 101 of the circumferential recess 100 is formed to be 50 mm or more in a no-load state in which a normal internal pressure is filled and no load is applied. When the radius of curvature R2 of the inner wall surface 101 is less than 50 mm, the distortion of the inner wall surface 101 caused by the falling of the carcass 40 during loading is concentrated locally, and the crack resistance on the bead portion 30 side of the tire side portion 20 is reduced. Sexuality will deteriorate.

  Further, in the pneumatic tire 1 according to the present embodiment, the entire first block 111 and a part of the second block 112 are arranged in the region of the inner wall surface 101. According to the pneumatic tire 1, the air smoothly flowing along the curved inner wall surface 101 collides with the first block 111 and the second block 112, thereby generating turbulent flow in the circumferential recess 100. The flowing air can be made more active.

  In the present embodiment, the height h of the block 110 is 3 mm or more and 25 mm or less. According to such a pneumatic tire 1, even when the pneumatic tire 1 is used in any speed range in the practical speed range of a construction vehicle tire, the effect of suppressing the temperature rise of the rubber can be exhibited. it can.

  In the present embodiment, the width w of the block 110 in the tire circumferential direction Tc is formed within a range of 2 mm to 10 mm. When the width W of the block 110 in the tire circumferential direction Tc is less than 2 mm, the block 110 may be vibrated by the air flow drawn into the circumferential recess 100. Furthermore, when the width W of the block 110 in the tire circumferential direction Tc is less than 2 mm, the rigidity of each block may be reduced, which may cause damage due to running on a rough road. On the other hand, when the width w in the tire circumferential direction Tc of the block 110 is larger than 10 mm, the amount of rubber forming each block is increased, so that heat is easily generated. Therefore, the effect of suppressing the temperature rise due to the formation of the circumferential recess 100 is reduced.

  In the embodiment, the height h of the block 110, the predetermined pitch p in the tire circumferential direction Tc of the block 110, and the width w of the block 110 are 1 ≦ p / h ≦ 50 and 1 ≦ (p −w) / w ≦ 100. According to this, by defining the range of p / h, the state of the air flow drawn into the circumferential recess 100 can be roughly organized at p / h. If the pitch p is too small, it is difficult for air that has entered the circumferential recess 100 to adhere to the bottom surface 103. In this case, in the region close to the bottom surface 103 of the circumferential recessed portion 100, air stagnation without generating air turbulence. On the other hand, if the pitch p is too large, the state becomes close to the case where the block 110 is not formed, and it becomes difficult to generate turbulence. Moreover, (p−w) / w indicates the ratio of the width w of the block 110 to the pitch p. If this is too small, each block 110 with respect to the area of the surface on which the temperature rise is desired to be suppressed by radiating heat. It becomes the same as that the surface area of becomes equal. Since each block is made of rubber, the effect of improving heat dissipation cannot be expected by increasing the surface area, so the minimum value of (p−w) / w is 1.

[Second Embodiment]
Next, a pneumatic tire 2 according to a second embodiment of the present invention will be described. Note that detailed description of the same configuration as that of the first embodiment is omitted as appropriate. FIG. 8A is a partially enlarged perspective view of the circumferential recess 200 according to the second embodiment. FIG. 8B is a partially enlarged plan view of the circumferential recess 200 according to the second embodiment.

  In the pneumatic tire 2 according to the present embodiment, a circumferential recess 200 is formed in the tire side portion 20. A plurality of blocks 110 are arranged in the circumferential recess 200 at a predetermined pitch in the tire circumferential direction Tc. Specifically, a plurality of first blocks 211 located inside the tire radial direction Td are formed in the circumferential recess 200. The circumferential recess 200 is formed with a plurality of second blocks 212 positioned on the outer side in the tire radial direction Td with respect to the first block 211.

  The circumferential recess 200 according to the present embodiment is different from the circumferential recess 100 according to the first embodiment in that the first block 211 and the second block 212 are alternately formed in the tire circumferential direction Tc. . That is, in the circumferential recess 200 according to this embodiment, two blocks (the first block 211 and the second block 212) adjacent to the tire circumferential direction Tc are alternately arranged so that the positions in the tire radial direction Td are different. Has been.

  According to the pneumatic tire 2 according to the present embodiment, when the pneumatic tire 2 rotates, the air that has entered the circumferential recess 200 rides on the first block 211, and on the second block 212. Deviation occurs at. According to this, the position of the portion (region) where the air flow generated on the back side of the first block 211 stays, and the position of the portion (region) where the air flow generated on the back side of the second block 212 stays However, it will shift in the tire circumferential direction Tc. Therefore, the staying portion (region) is dispersed in the tire circumferential direction Tc, so that the air that has entered the circumferential recess 200 tends to be turbulent. As a result, the air flow becomes active, and the temperature increase on the bead portion 30 side of the tire side portion 20 can be suppressed starting from the circumferential recess 200. As a result, the durability of the pneumatic tire 2 can be improved.

(Example of change)
Next, a pneumatic tire 2X according to a modified example of the second embodiment will be described. Note that detailed description of the same configuration as that of the second embodiment is omitted as appropriate. FIG. 9A is a partially enlarged perspective view of a circumferential recess 200X according to a modification of the second embodiment. FIG. 9B is a partially enlarged plan view of a circumferential recess 200X according to a modification of the second embodiment.

  In the pneumatic tire 2X according to the modified example, a circumferential recess 200X is formed in the tire side portion 20X, and the plurality of first blocks 211X positioned inside the tire radial direction Td as blocks in the circumferential recess 200X. A plurality of second blocks 212X are formed that are located on the outer side in the tire radial direction Td from the first block 211X.

  In the circumferential recess 200X according to the modified example, a point in which the outer front end 211Xa of the first block 211X is located on the inner side in the tire radial direction Td than the inner front end 212Xa of the second block 212X is the circumferential direction according to the present embodiment. Different from the recess 200. In other words, the inner front end portion 212Xa of the second block 212X is positioned on the inner side in the tire radial direction Td with respect to the outer front end portion 211Xa of the first block 211X. That is, the circumferential recess 200X according to the modified example has an overlapping region R in which the first block 211X and the second block 212X overlap in the tread width direction Tw.

  According to the pneumatic tire 2X according to the modified example, as the pneumatic tire 2X rotates, the air flow over the first block 211X, the air flow over the second block 212X, and the overlapping region R , An air flow over the first block 211X and the second block 212X is generated. According to this, the air that has entered the circumferential recess 200X flows more actively as a turbulent flow. Therefore, the flow of air in the portion (region) where the stagnation tends to occur becomes active, and the temperature rise of the bead portion 30 can be suppressed starting from the circumferential recess 200X. As a result, the durability of the pneumatic tire 2X can be improved.

[Third Embodiment]
Next, a pneumatic tire 3 according to a third embodiment will be described. Note that detailed description of the same configuration as that of the first embodiment is omitted as appropriate. FIG. 10A is a partially enlarged perspective view of a circumferential recess 300 according to the third embodiment. FIG. 10B is a partially enlarged plan view of the circumferential recess 300 according to the third embodiment.

  In the pneumatic tire 3 according to the present embodiment, a circumferential recess 300 is formed in the tire side portion 20. In the circumferential recess 300, a plurality of first blocks 311 positioned inside the tire radial direction Td and a plurality of second blocks 312 positioned outside the tire radial direction Td from the first block 311 are formed. The first block 311 and the second block 312 have the same configuration as the first block 111 and the second block 112 of the circumferential recess 100 according to the first embodiment.

  The circumferential recess 300 according to the present embodiment is further different from the first embodiment in that a third block 313 that is separated from the first block 311 and the second block 312 in the tire circumferential direction Tc is formed. . The third block 313 is formed so as to protrude from the bottom surface 303 of the circumferential recess 300 toward the outside in the tread width direction Tw. In the present embodiment, the width w in the tire circumferential direction Tc and the height h in the tread width direction Tw of the third block 313 are the same as those of the second block 312. In addition, the third block 313 is formed at a position closer to the first block 311 and the second block 312 than one half of the pitch P of the first block 311 and the second block 312. The distance L3 in the tire circumferential direction Tc between the third block 313, the first block 311 and the second block 312 is formed to be 5 to 10% with respect to the pitch P.

  As shown in FIGS. 10A to 10B, the inner end 313c of the third block 313 is located on the inner side in the tire radial direction Td with respect to the outer front end 311a of the first block 311. The outer end 313b of 313 is formed so as to be positioned on the outer side in the tire radial direction Td with respect to the inner front end 312a of the second block 312.

  According to the pneumatic tire 3 according to the present embodiment, the third block 313 is further formed in the circumferential recess 300, so that the turbulent flow of the air entering the circumferential recess 300 is likely to occur. Specifically, the air that has entered the circumferential recess 300 flows not only in the first block 311 and the second block 312 but also in the third block 313 and flows in the circumferential recess 300. That is, it flows as a larger turbulent flow so as to repeat adhesion and separation to the inner wall surface 301, the outer wall surface 302, and the bottom surface 303. The air that has entered the circumferential recess 300 flows away from the portion where the air generated on the back side of the first block 311, the second block 312, and the third block 313 stays (region). As a result, the temperature rise of the bead part 30 can be further suppressed.

  In addition, the inner end 313 c of the third block 313 is located on the inner side in the tire radial direction Td with respect to the outer tip 311 a of the first block 311, and the outer end 313 b is more than the inner tip 312 a of the second block 312. It is formed so as to be located outside the tire radial direction Td. According to this, as the pneumatic tire 3 rotates, the air that has collided with the third block 313 has a flow over the third block 313 and a flow toward both sides of the third block 313 in the tire radial direction Td. Occur. Due to the air flow toward the both sides of the tire radial direction Td of the third block 313, the air flow in the portion that tends to stay on the back surfaces of the first block 311 and the second block 312 becomes active. For this reason, heat dissipation is promoted in the circumferential recess 300, and the temperature rise of the bead portion 30 can be further suppressed. As a result, the durability of the pneumatic tire 3 can be improved.

[Comparison evaluation]
Next, in order to further clarify the effects of the present invention, a comparative evaluation performed using pneumatic tires according to the following conventional examples, comparative examples, and examples will be described. In addition, this invention is not limited at all by these examples.

(1) Evaluation method A test was performed using a plurality of types of pneumatic tires, and the effect of suppressing the temperature rise of the tire side portion and the durability performance of the block were evaluated.

  As the pneumatic tire according to the conventional example, as shown in FIG. 11A, a pneumatic tire without a circumferential recess and a block was used. As shown in FIG. 11 (b), the pneumatic tire according to Comparative Example 1 is a pneumatic tire in which a block protruding from the outer surface of the tire side portion to the outside in the tread width direction Tw is formed on the tire side portion. used. The pneumatic tire according to Comparative Example 2 has a circumferential recess formed in the tire side portion, a block protruding outward in the tread width direction Tw inside the circumferential recess, and a first arc curve. A pneumatic tire in which a block protrudes outward from an imaginary line extending to the circumferential recess is used. In the pneumatic tire according to the example, the circumferential recess is formed in the tire side portion, the block protruding outward in the tread width direction Tw is formed inside the circumferential recess, and the first circular arc curve A pneumatic tire was used in which the block did not protrude outward than the imaginary line extending to the circumferential recess. The detailed configuration of the pneumatic tire according to the conventional example, the comparative example, and the example is as shown in Table 1.

  For evaluation, first, all three tires were leaned against the wall and left for one week. After that, it was assembled to a TRA regular rim wheel and mounted on the vehicle with a regular load and regular internal pressure. Further, the vehicle is run for 24 hours, a thermoelectric body is inserted into a narrow hole provided in advance at a position 40 mm outside in the tire radial direction from the upper end of the rim flange, and the temperature outside the carcass 40 in the tread width direction is set to 5 mm. The temperature was measured at six locations equally divided in the circumferential direction. The evaluation numerical value uses the average value of the temperature of six places, and has shown the temperature difference with the tire of a prior art example. The conditions regarding the vehicle and the evaluation test are as follows.

Tire size: 59 / 80R63
Tire type: Heavy-duty tire Vehicle: 320 tons Dump truck Vehicle running speed: 15 km / h
Traveling time: 24 hours In addition, the block durability performance of the pneumatic tires according to Comparative Example 2 and Examples was evaluated by checking the presence or absence of damage after the traveling test. The evaluation numerical values for the block durability performance are shown as indexes in Table 1 with the pneumatic tire according to Comparative Example 2 as 100.

(2) Evaluation result The evaluation result of each pneumatic tire will be described with reference to Table 1.

  As shown in Table 1, the example has a large temperature rise suppressing effect as compared with the pneumatic tire according to the conventional example and the comparative example 1, and the same temperature as the pneumatic tire according to the comparative example 2. It was proved that an increase suppressing effect was obtained.

  Further, it was confirmed that the block durability performance of the tire according to the example was significantly improved as compared with the tire according to the comparative example 2. That is, in the tire according to the example, the block durability performance itself is improved although the turbulent flow generation effect is slightly reduced because the block height is small compared to the tire according to the comparative example 2, and thus the cooling effect is improved. Expected to last.

[Other Embodiments]
Although the contents of the present invention have been disclosed through the embodiments of the present invention as described above, it should not be understood that the descriptions and drawings constituting a part of this disclosure limit the present invention. From this disclosure, various alternative embodiments, examples, and operational techniques will be apparent to those skilled in the art.

  For example, the embodiment of the present invention can be modified as a pneumatic tire 4 shown in FIGS. FIG. 12A is a partially enlarged perspective view of a circumferential recess 400 according to another embodiment. FIG. 12B is a partially enlarged plan view of a circumferential recess 400 according to another embodiment. Here, detailed description of the same configuration as that of the first embodiment is omitted as appropriate.

  In the pneumatic tire 4 according to the present embodiment, a circumferential recess 400 is formed in the tire side portion 20. The circumferential recess 400 includes an inner wall surface 401 positioned inside the tire radial direction Td of the circumferential recess 400, an outer wall surface 402 positioned outside the tire radial direction Td of the circumferential recess 400, an inner wall surface 401, and an outer wall surface 402. And a bottom surface 403 located between the two. The configurations of the inner wall surface 401, the outer wall surface 402, and the bottom surface 403 are the same as those of the inner wall surface 101, the outer wall surface 102, and the bottom surface 103 according to the first embodiment.

  A first block 411 is formed inside the circumferential recess 400 inside the tire radial direction Td, and a second block 412 is formed outside the first block 411 in the tire radial direction Td. Has been. Further, a third block 413 is formed in the circumferential recess 400 from the first block 411 and the second block 412 at a predetermined interval in the tire circumferential direction. Note that the third block 413 is different from the first embodiment.

  The first block 411 and the second block 412 are formed on a straight line along the tire radial direction Td. The first block 411 and the second block 412 have the same configuration as the first block 111 and the second block 112 according to the first embodiment.

  Further, the length of the third block 413 in the tire radial direction Td is equal to the length from the inner end of the first block 411 in the tire radial direction to the outer end of the second block 412 in the tire radial direction. Also, as shown in FIGS. 12A to 12B, in the circumferential recess 400, the pair of the first block 411 and the second block 412 and the third block 413 have a predetermined interval in the tire circumferential direction. The tires are alternately formed in the tire circumferential direction while being vacant.

  According to the pneumatic tire 4 according to the present embodiment, the third block 413 is formed, so that not only the first block 411 and the second block 412 but also the third block as the pneumatic tire 4 rotates. Air flows over 413. Turbulence generated by the first block 411 and the second block 412 flows over the third block 413. For this reason, the air that has entered the circumferential recess 400 becomes more turbulent and actively flows. As a result, heat dissipation is promoted starting from the circumferential recess 400, and the temperature rise of the bead portion 30 can be suppressed.

  Further, for example, the embodiment of the present invention can be modified as a pneumatic tire 5 shown in FIGS. 13 (a) to (b). FIG. 13A is a partially enlarged perspective view of a circumferential recess 500 according to another embodiment. FIG. 13B is a partially enlarged plan view of a circumferential recess 500 according to another embodiment. Note that detailed description of the same configuration as that of the first embodiment is omitted as appropriate.

  The pneumatic tire 5 is mainly different from the pneumatic tire 4 shown in FIG. 12 in that a fourth block 514 extending in the tire circumferential direction Tc is formed. Specifically, in the pneumatic tire 5, a circumferential recess 500 is formed in the tire side portion 20. The circumferential recess 500 includes an inner wall surface 501 located inside the tire radial direction Td of the circumferential recess 500, an outer wall surface 502 located outside the tire radial direction Td of the circumferential recess 500, an inner wall surface 501, and an outer wall surface 502. And a bottom surface 503 located between the two.

  A first block 511 is formed inside the circumferential recess 500 inside the tire radial direction Td, and a second block 512 is formed outside the first block 511 outside the tire radial direction Td. Has been. The circumferential recess 500 is formed with a third block 513 extending in the tire radial direction Td.

  The length of the third block 513 in the tire radial direction Td is equal to the length from the end portion on the inner side in the tire radial direction of the first block 511 to the end portion on the outer side in the tire radial direction of the second block 512. Further, as shown in FIGS. 13A to 13B, in the circumferential recess 500, a plurality of third blocks 513 are formed at predetermined intervals in the tire circumferential direction, and between the third blocks 513. A plurality of first blocks 511 (and a plurality of second blocks 512) are formed.

  Furthermore, the 4th block 514 extended in the tire circumferential direction Tc is formed in the circumferential recessed part 500 which concerns on this embodiment. The fourth block 514 is positioned between the first block 511 and the second block 512 in the tire radial direction and extends in the tire circumferential direction. The fourth block 514 is formed continuously in the tire circumferential direction.

  By forming the fourth block 514 in this manner, the circumferential recess 500 is partitioned into the circumferential recess 500X and the circumferential recess 500Y in the tire radial direction Td. Specifically, the circumferential recess 500X is located on the inner side in the tire radial direction than the circumferential recess 500Y. A first block 511 is formed in the circumferential recess 500X, and a second block 512 is formed in the circumferential recess 500Y.

  The distance L4a along the tire radial direction between the end 511a on the outer side in the tire radial direction of the first block 511 and the end 514a on the inner side in the tire radial direction of the fourth block 514 is the pitch in the tire circumferential direction of the first block 511. It is formed to be 15% to 30% with respect to P.

  The distance L4b along the tire radial direction between the end 512a in the tire radial direction of the second block 512 and the end 514b on the outer side in the tire radial direction of the fourth block 514 is the pitch in the tire circumferential direction of the second block 512. It is formed to be 15% to 30% with respect to P.

  The width and arrangement interval in the tire circumferential direction of the first block 511, the second block 512, and the third block 513 are in a suitable range depending on the size of the pneumatic tire 5 and the type of vehicle to be mounted. Formed as follows. In addition, the width in the tire radial direction of the fourth block 514 and the interval La from the end of the circumferential recess 500 also have a length in an appropriate range depending on the size of the pneumatic tire 5 and the type of vehicle to be mounted. Formed to be.

  In the example of FIGS. 13A and 13B, two first blocks 511 and two second blocks 512 are formed between the third blocks 513, but the first block 511 is formed. The number of the second blocks 512 can be adjusted as appropriate.

  According to the pneumatic tire 5 according to the present embodiment, the fourth block 514 is formed. According to the pneumatic tire 5, the turbulent flow generated by the first block 511 or the second block 512 gets over the fourth block 514 and flows into the circumferential recess 500X or 500Y adjacent in the tire radial direction. Therefore, the air that has entered the circumferential recess 500 tends to flow as turbulent flow not only in the tire circumferential direction but also in the tire radial direction. As a result, heat dissipation is easily promoted starting from the circumferential recess 500, and the temperature rise of the bead portion 30 can be suppressed.

  For example, as in the pneumatic tire shown in FIG. 14, the length in the tire radial direction of the first block 711 and the length in the tire radial direction of the second block 712 may be alternately changed. Thereby, since the air flow flowing between the first block 711 and the second block 712 hits the first block 711 or the second block 712, turbulence is more likely to occur. As a result, the temperature rise of the bead part 30 can be further suppressed.

  Further, for example, as shown in FIG. 15, the end portion on the inner side in the tire radial direction of the first block 811 may be separated from the end portion 800a on the inner side in the tire radial direction of the circumferential recess. Thereby, since an air flow is generated between the first block 811 and the end portion 800a on the inner side in the tire radial direction of the circumferential recess, turbulence is further easily generated. As a result, the temperature rise of the bead part 30 can be further suppressed.

  Further, for example, the embodiment of the present invention can be modified as shown in FIGS. 16A to 16D below. FIGS. 16A to 16D are partially enlarged plan views of circumferential recesses according to other embodiments. Specifically, as shown in FIG. 16A, the first and second blocks formed in the circumferential recess may be curved in the tire circumferential direction instead of linearly in the tire radial direction. Further, as shown in FIGS. 16B to 16D, the first block and the second block may be inclined in the tire circumferential direction. Moreover, as shown in FIG.16 (e), the length in the tire radial direction of a 1st block and a 2nd block may differ.

  In addition, the inner front end of the first block may be perpendicular to the bottom surface of the circumferential recess, and the outer front end of the second block may be perpendicular to the bottom surface of the circumferential recess. Not limited. That is, the angle formed by the inner tip of the first block and the bottom surface of the circumferential recess is 90 degrees, and the angle formed by the outer tip of the second block and the bottom surface of the circumferential recess is 90 degrees. It may also be an angle other than that.

  The tire may be a pneumatic tire filled with air or nitrogen gas, or may be a solid tire not filled with air or nitrogen gas.

  In addition, the features of the above-described embodiments and modifications can be combined within a range that does not impair the invention. In each embodiment and modification, detailed description of the same configuration is omitted as appropriate.

  As described above, the present invention naturally includes various embodiments that are not described herein. Therefore, the technical scope of the present invention is defined only by the invention specifying matters according to the scope of claims reasonable from the above description.

DESCRIPTION OF SYMBOLS 1 ... Pneumatic tire, 10 ... Tread part, 20 ... Tire side part, 30 ... Bead part, 40 ... Carcass, 50 ... Belt layer, 60 ... Rim wheel, 61 ... Rim flange, 61a ... Rim separation point, 80 ... Rim Side outer surface, 100: circumferential recess, 101 ... inner wall surface, 102 ... outer wall surface, 103 ... bottom surface, 110 ... block, 111 ... first block, 111a ... outer tip, 112 ... second block, 112a ... inner tip Part, CL ... tire equator line, m ... tire maximum width part

Claims (11)

A tire having a tread portion in contact with a road surface, and a tire side portion connected to the tread portion,
On the outer surface of the tire side portion, a recess in the tread width direction is recessed and a circumferential recess extending in the tire circumferential direction is formed.
A block that protrudes outward in the tread width direction is formed inside the circumferential recess,
In the cross section along the tread width direction and the tire radial direction, the rim is formed in the range from the rim separation point that is the most radially outer point in contact with the rim flange to the tire radial inner end of the circumferential recess. When an imaginary line extending from the outer circumferential surface to the tire radial direction outer end from the tire radial inner end of the circumferential recess is drawn, the tread width outer end of the block is A tire that is located on the inner side in the tread width direction than the line. In the cross section along the tread width direction and the tire radial direction, the rim side outer surface extends along a first arc curve having a center of curvature on the inner side in the tread width direction,
The imaginary line is a line drawn so as to extend the first circular arc curve from a tire radial inner end of the circumferential recess to a tire radial outer end. The tire according to 1.   In the cross section along the tread width direction and the tire radial direction, the shortest distance between the end of the block in the tread width direction and the virtual line is X, and the maximum depth of the circumferential recess with respect to the virtual line is Dm. Then, 0 <X ≦ 0.7 Dm, The tire according to claim 1 or 2 characterized by things. A side wall surface is formed in a range from an end portion of the circumferential recess in the tire radial direction to a bottom surface of the circumferential recess,
The cross section along the tread width direction and the tire radial direction has a maximum height in the tread width direction of the block at the outer end in the tire radial direction of the side wall surface. The tire according to any one of claims.   5. The tire according to claim 4, wherein a maximum depth of the side wall surface with respect to the virtual line is 15 mm to 35 mm in a cross section along the tread width direction and the tire radial direction.   The cross-section along the tread width direction and the tire radial direction, the side wall surface forms a curved surface recessed inward in the tread width direction from an end portion of the circumferential recess in the tire radial direction inner side. 5. The tire according to 5.   6. The tire according to claim 4, wherein, in a cross section along the tread width direction and the tire radial direction, the side wall surface extends along a second arc curve having a center of curvature on the outer side in the tread width direction.   The tire according to any one of claims 1 to 7, wherein a height of the block in a tread width direction is 3 mm to 25 mm. A plurality of the blocks are arranged at predetermined pitches in the tire circumferential direction,
The tire according to any one of claims 1 to 8, wherein a width of the block in the tire circumferential direction is 2 mm to 10 mm.   The height h in the tread width direction of the block, the predetermined pitch p, and the width w in the tire circumferential direction of the block are 1 ≦ p / h ≦ 50 and 1 ≦ (p−w) / w ≦. The tire according to claim 9, wherein 100 relationships are satisfied.   The tire according to any one of claims 4 to 10, wherein at least a part of the block is disposed on the side wall surface.

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