JP2016147672A - Pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase mud performance.SOLUTION: A pneumatic tire 1 includes, on both sides of a tread part 2 on a tire equator C side, a center block row 3R, on which a plurality of center blocks 3 are arranged in a tire circumferential direction, is provided. A tread 3a of each center block 3 has an inside block edge 8 directed towards the tire equator C side. The inside block edge 8 includes a first inclined edge 10 and a second inclined edge 11 which is inclined in a direction opposite to the first inclined edge 10, and is bent in a convex form towards the tire equator C side. The first inclined edge 10 includes an outward circular arc part 12 having a center on the tire equator C side.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a pneumatic tire with improved mud performance.

  In a pneumatic tire that travels on rough terrain such as a muddy area, so-called mud performance that exhibits sufficient traction and soil removal performance in a muddy area is required. In order to improve the mud performance, a tire having a block pattern in which a plurality of blocks are provided in the tread portion is employed. The tread surface of the block has a block edge. The tire axial component of the block edge exerts a shearing force against mud, enhances traction, and improves mud performance.

  However, in recent years, a pneumatic tire with further improved mud performance has been demanded.

JP 2008-49751 A

  The present invention has been devised in view of the above problems, and its main object is to provide a pneumatic tire capable of improving the mud performance on the basis of improving the shape of the center block.

  The present invention is a pneumatic tire in which a center block row in which a plurality of center blocks are arranged in the tire circumferential direction is provided on both sides of the tire equator of the tread portion, and the tread of each center block has a tire equator side. The inner block edge includes a first inclined edge and a second inclined edge inclined in a direction opposite to the first inclined edge, and is bent convexly toward the tire equator side. One inclined edge includes an outward arc portion having a center on the tire equator side.

  In the pneumatic tire according to the present invention, it is desirable that a radius of curvature of the outward arc portion is 30 to 60 mm.

  In the pneumatic tire according to the present invention, it is preferable that the first inclined edge is longer in the tire circumferential direction than the second inclined edge.

  In the pneumatic tire according to the present invention, it is preferable that the first inclined edge includes an inward arc portion having a center on a tread end side.

  In the pneumatic tire according to the present invention, it is preferable that the inward arc portion is provided on the second inclined edge side with respect to the outward arc portion.

  In the pneumatic tire according to the present invention, each center block has an outer block side surface facing the tread end side, and the outer block side surface has a first inclined surface and a direction intersecting the first inclined surface. Including a second inclined surface that is inclined to the tire equator side, and at the intersection of the first inclined surface and the second inclined surface, a recess is formed by notching the tread. It is desirable.

  In the pneumatic tire according to the present invention, it is desirable that the depth of the concave portion is 50% to 80% of the height of the center block.

  In the pneumatic tire according to the present invention, it is preferable that the concave portion has a substantially triangular shape that protrudes toward the tire equator in a plan view of the center block.

  In the pneumatic tire according to the present invention, adjacent center blocks sandwiching the tire equator are arranged with an overlapping length in the tire circumferential direction of 50% to 92% of the maximum length of the center block in the tire circumferential direction. It is desirable.

  In the pneumatic tire according to the present invention, each center block is provided with siping, and the length of the tire circumferential direction component of the siping is the length of the tire axial direction component and the length of the tire circumferential direction component. It is desirable that it is 45% or more of the sum with the length.

  In the pneumatic tire of the present invention, the tread of the center block has an inner block edge facing the tire equator side. The inner block edge includes a first inclined edge and a second inclined edge inclined in the direction opposite to the first inclined edge, and is bent convexly toward the tire equator side. Since such an inner block edge has an axial component, it exerts a shearing force against mud and enhances traction. Further, since the inner block edge has a circumferential component, the mud is smoothly discharged along the inner block edge to the rear arrival side in the rotational direction, thereby improving the soil removal performance. This improves the mud performance.

  The first inclined edge includes an outward arc portion having a center on the tire equator side. Such an outwardly arcuate portion can grip more mud at the time of ground contact, so that the inner block edge exhibits a greater shearing force. Therefore, the pneumatic tire of the present invention can exhibit excellent mud performance.

It is an expanded view of the tread part of the pneumatic tire of one embodiment of the present invention. It is an enlarged view of the center block of FIG. It is an expansion perspective view of the recessed part of a center block. It is an enlarged view of the center block of FIG. It is an expanded view of the tread part which shows embodiment of a comparative example.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a development view of a pneumatic tire 1 showing an embodiment of the present invention. As shown in FIG. 1, a pneumatic tire (hereinafter sometimes simply referred to as “tire”) 1 of the present embodiment is suitably used as an all-season tire for a four-wheel drive vehicle, for example.

  The tread portion 2 of the tire 1 includes a pair of center block rows 3R in which a plurality of center blocks 3 are arranged in the tire circumferential direction on both sides of the tire equator C, and a plurality of shoulder blocks on the tread ends Te and Te on both sides. A pair of shoulder block rows 4R in which 4 are arranged in the tire circumferential direction and a groove 5 extending between each center block 3 or each shoulder block 4 are provided.

  The “tread end” Te is obtained when a normal load is applied to a normal tire 1 that is assembled with a normal rim and filled with a normal internal pressure, and a normal load is applied to the flat tire with a camber angle of 0 degrees. It is determined as the ground contact position on the outermost side in the tire axial direction. In the normal state, the distance in the tire axial direction between the tread ends Te and Te is determined as the tread contact width TW. Unless otherwise noted, the dimensions and the like of each part of the tire are values measured in a normal state.

  The “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire is based. For example, “Standard Rim” for JATMA, “Design Rim” for TRA, ETRTO Then "Measuring Rim".

  “Regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based. “JAMATA” is the “maximum air pressure”, TRA is the table “TIRE LOAD LIMITS” The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, “INFLATION PRESSURE” in the case of ETRTO. When the tire is for a passenger car, the normal internal pressure is 180 kPa.

  “Regular load” is a load determined by each standard for each tire in the standard system including the standard on which the tire is based. “JATMA” is “maximum load capacity”, TRA is “TIRE LOAD” The maximum value described in “LIMITS AT VARIOUS COLD INFLATION PRESSURES”, “LOAD CAPACITY” in the case of ETRTO. When the tire is for a passenger car, the normal load is a load corresponding to 88% of the load.

  The groove width (measured at right angles to the groove center line) W1 of the groove 5 is not particularly limited, but ensures the soil removal performance in the muddy area and the rigidity of the blocks 3 and 4, From the viewpoint of exerting a large shearing force on mud, it is preferably 5% or more of the tread ground contact width TW, and preferably 15% or less.

  The center block 3 has an inner block edge 8 whose tread surface 3a faces the tire equator C side and an outer block edge 9 which faces the tread end Te side.

  The inner block edge 8 includes a first inclined edge 10 and a second inclined edge 11 that is inclined in the direction opposite to the first inclined edge 10, and is convexly bent toward the tire equator C side. Since such an inner block edge 8 has an axial component, it exerts a shearing force against mud and enhances traction. Further, since the inner block edge 8 has a circumferential component, the mud is smoothly discharged along the inner block edge 8 toward the rear arrival side in the rotational direction, thereby improving the soil removal performance. This improves the mud performance.

  As shown in FIG. 2, the first inclined edge 10 of the present embodiment includes an outward arc portion 12 having a center c1 on the tire equator C side, and an inward arc portion 13 having a center c2 on the tread end Te side. Is included. Such an outwardly arcuate portion 12 can grab more mud at the time of ground contact, so that the inner block edge 8 exhibits a greater shearing force. Further, the outward arc portion 13 can smoothly discharge mud to the rear arrival side in the tire rotation direction. The inward arc portion 13 increases the rigidity of the center block 3 and improves the shearing force against mud.

  The radius of curvature r1 of the outward arc portion 12 is preferably 30 to 60 mm. When the curvature radius r1 of the outward arc portion 12 is less than 30 mm, the mud grasped by the outward arc portion 12 cannot be discharged smoothly, and the soil removal performance may be deteriorated. When the radius of curvature r1 of the outward arc portion 12 exceeds 60 mm, mud cannot be effectively grasped by the outward arc portion 12 and traction may not be improved.

  In the present embodiment, the inward arc portion 13 is provided closer to the second inclined edge 11 than the outward arc portion 12. That is, the inward arc portion 13 is provided closer to the tire equator C than the outward arc portion 12. As a result, the rigidity on the tire equator C side of the center block 3 on which a large ground pressure acts during straight traveling is increased, and greater traction can be obtained during straight traveling.

  The inward arc portion 13 of the present embodiment is formed as an arc in which arcs having different curvature radii r2 are continuously and smoothly connected, but is not limited to such an aspect. The radius of curvature r2 of the inward arc portion 13 is, for example, about 30 to 80 mm.

  The first inclined edge 10 is longer in the tire circumferential direction than the second inclined edge 11. Thereby, the magnitude | size of the outward arc part 12 and the inward arc part 13 is ensured, and the effect which raises the mud grabbing effect and the shear force with respect to mud can be maintained largely.

  In the present embodiment, the first inclined edge 10 includes an outward arc portion 12 and an inward arc portion 13 that are smoothly continuous. Thereby, mud is smoothly discharged along the first inclined edge 10.

  The second inclined edge 11 of the present embodiment includes an inner circular arc portion 14 having a center c3 on the tread end Te side. Such a second inclined edge 11 can further increase the rigidity of the center block 3 on the tire equator C side, and can exhibit greater traction.

  In the present embodiment, the second inclined edge 11 is formed by the inner arc portion 14 over the entire length of the second inclined edge 11. Thereby, the above-mentioned effect is exhibited more greatly.

  The intersection 15 between the second inclined edge 11 and the first inclined edge 10 is formed as an arc. Thereby, the rigidity of the center block 3 on the tire equator C side is further ensured and large traction can be exhibited.

  The center block 3 has an outer block side surface 16 facing the tread end Te side and including the outer block edge 9, and an inner block side surface 17 facing the tire equator C side and including the inner block edge 8.

  The outer block side surface 16 of the present embodiment includes a first inclined surface 18, a second inclined surface 19 inclined in a direction intersecting the first inclined surface 18, and a second inclined surface 19 inclined in the same direction. The third inclined surface 20 and the fourth inclined surface 21 inclined in the opposite direction to the second inclined surface 19 are included.

  The outer block side surface 16 is recessed toward the tire equator C by the first inclined surface 18 and the second inclined surface 19. Such an outer block side surface 16 is deformed in the direction in which both inclined surfaces 18 and 19 approach each other with the intersection 22 of the first inclined surface 18 and the second inclined surface 19 as a fulcrum at the time of grounding to grip mud. , Show great traction. When the center block 3 is separated from the road surface, the slanted surfaces 18 and 19 are deformed in a direction in which they are separated from each other to release mud, and exhibit excellent soil removal performance. Therefore, the outer block side surface 16 further improves the mud performance by the first inclined surface 18 and the second inclined surface 19.

  The first inclined surface 18 and the second inclined surface 19 are sandwiched between the third inclined surface 20 and the fourth inclined surface 21, and are disposed inward in the tire circumferential direction of the center block 3. Thereby, since the above-mentioned deformation is performed more smoothly, the mud performance is further improved.

  In the plan view of the center block 3, the angle θ between the first inclined surface 18 and the second inclined surface 19 is preferably 100 to 150 degrees. When the angle θ is large, the deformation of the first inclined surface 18 and the second inclined surface 19 is suppressed, and there is a possibility that the mud performance cannot be improved. When the angle θ is small, the mud sandwiched between the first inclined surface 18 and the second inclined surface 19 may not be discharged smoothly. From such a viewpoint, the angle θ is more preferably 110 to 140 degrees.

  The intersection 22 between the first inclined surface 18 and the second inclined surface 19 is provided with a recess 23 in which the tread surface 3a of the center block 3 is notched. In addition to being able to grasp mud, such a recess 23 reduces the rigidity in the vicinity of the intersection 22 of the center block 3 to promote the deformation of the first inclined surface 18 and the second inclined surface 19 and further improve the mud performance. be able to.

  The recess 23 is provided including an intermediate position of the length of the center block 3 in the tire circumferential direction. Thereby, the deformation | transformation with the 1st inclined surface 18 and the 2nd inclined surface 19 is accelerated | stimulated more effectively, and mud performance improves further.

  The recess 23 has a substantially triangular shape that protrudes toward the tire equator C in the plan view. Such a recess 23 further effectively reduces the rigidity of the center block 3. This facilitates the deformation of the first inclined surface 18 and the second inclined surface 19 and further improves the mud performance.

  As shown in FIG. 3, the depth of the recess 23 of the present embodiment gradually decreases toward the inner end 23 a of the recess 23 in the tire axial direction. Such a recess 23 ensures high soil removal performance. In addition, the recessed part 23 is not limited to such an aspect, An aspect with constant depth may be sufficient (illustration omitted).

  The depth (maximum depth) D1 of the recess 23 is preferably 50% to 80% of the height Ha of the center block 3. If the depth D1 of the recess 23 exceeds 80% of the height Ha of the center block 3, the rigidity of the center block 3 may be excessively reduced, and traction may be reduced. If the depth D1 of the recess 23 is less than 50% of the height Ha of the center block 3, there is a possibility that mud cannot be effectively grasped.

  As shown in FIG. 2, the shortest length L1 of the recess 23 in the tire axial direction is preferably the width Wa of the center block 3 including the recess 23 in the tire axial direction in order to effectively exert the above-described action. 10% to 30%.

  From the same viewpoint, the virtual surface area of the recess 23 is 3% to 10% of the area of the tread surface 3a of the center block 3. The virtual surface area of the recess 23 is the surface area of the virtual tread surface of the recess 23 obtained by filling the recess 23.

  The third inclined surface 20 has a stepped portion 20a whose depth changes stepwise along the tire radial direction. Such a stepped portion 20a has a large edge component and effectively enhances the shearing force against mud.

  The center block 3 formed by the outer block side surface 16 and the inner block side surface 17 has a first portion 3A and a first portion 3A extending from the tire equator C side toward the outer side in the tire axial direction toward one side in the tire circumferential direction. It has a substantially claw shape including a second portion 3B extending in the opposite direction from the first portion 3A from the tire equator C side.

  As shown in FIG. 2, the center block 3 of the present embodiment is arranged symmetrically with respect to the center block 3 adjacent to the tire equator C with respect to an arbitrary point on the tire equator C. Thereby, the inward arc portions 13 and 13 of the center blocks 3 adjacent to each other across the tire equator C are inclined in the same direction and opposed to each other, and the inward arc portions 13 and 13 are effectively You can grab mud.

  The adjacent center blocks 3, 3 across the tire equator C have an overlapping portion K that overlaps in the tire circumferential direction. When the overlapping length Lb of the overlapping portion K in the tire circumferential direction is large, it may be difficult to discharge mud held between the adjacent center blocks 3 and 3. When the length Lb of the overlapping portion K is small, the amount of mud gripped between the adjacent center blocks 3 and 3 becomes small, and traction may be reduced. From such a viewpoint, the length Lb of the overlapping portion K is preferably 50% to 92% of the maximum length La of the center block 3 in the tire circumferential direction.

  The center block 3 is provided with a siping 25. Thereby, since the rigidity of the center block 3 is reduced, the deformation of the first inclined surface 18 and the second inclined surface 19 is promoted, and the mud performance can be improved more effectively.

  In this embodiment, the siping 25 is an open type in which the inner block edge 8 and the outer block edge 9 are joined. Thereby, the above-mentioned operation is more effectively exhibited.

  In the siping 25, the length B of the tire circumferential direction component is preferably 45% or more of the sum (A + B) of the length A of the tire axial direction component and the length B of the tire circumferential direction component. When the length B of the tire circumferential component of the siping 25 is less than 45% of the sum (A + B) of the length A of the tire axial component and the length B of the tire circumferential component, the tire axial direction of the center block 3 The lowering of the rigidity of the first inclined surface 18 and the second inclined surface 19 may be suppressed. Further, when the length B of the tire circumferential direction component of the siping 25 exceeds 70% of the sum (A + B) of the lengths, the rigidity of the center block 3 in the tire axial direction becomes excessively small, and the shearing force against mud is increased. May decrease. For this reason, the length B of the tire circumferential direction component of the siping 25 is preferably 70% or less of the sum (A + B) of the lengths. In FIG. 4, the tire axial direction components a1 to a4 obtained by disassembling the length A of the tire axial direction component of the siping 25 of the present embodiment, and the tire circumferential direction components b1 obtained by decomposing the length B of the tire circumferential direction component. To b4.

  As shown in FIG. 2, two sipings 25 of the present embodiment are provided in the center block 3. In the present embodiment, the siping 25 is an outer siping 26 provided on the tread end Te side, and an inner siping 27 provided on the tire equator C side without overlapping with the outer siping 26 in the tire axial direction. is there. Thereby, the rigidity of the center block 3 is reduced in a well-balanced manner in the tire axial direction, and the deformation of the first inclined surface 18 and the second inclined surface 19 is further promoted.

  In the present embodiment, the outer siping 26 and the inner siping 27 are provided without overlapping in the tire circumferential direction. For this reason, the above-mentioned operation is exhibited effectively.

  As shown in FIG. 3, the depth D2 of the siping 25 is preferably 30% to 70% of the height Ha of the center block 3. The width W2 of the siping 25 is 0.1 to 0.3 mm.

  As shown in FIG. 1, in this embodiment, the shoulder block 4 includes an axial portion 4 a extending from the tread end Te inward in the tire axial direction along the tire axial direction, and from the axial portion 4 a inward in the tire axial direction. It is formed by an inclined portion 4b that is inclined to the opposite one side.

  The shoulder block 4 extends inward in the tire axial direction from the tread end Te and ends in the shoulder block 4, and a shoulder siping 29 extends along the inclined portion 4 b from the inner end in the tire axial direction of the lug groove 28. have.

  As mentioned above, although embodiment of this invention was explained in full detail, it cannot be overemphasized that this invention is not limited to illustrated embodiment, and can be deform | transformed and implemented in a various aspect.

Tires for four-wheel drive vehicles having the basic pattern of FIG. 1 were prototyped based on the specifications in Table 1, and the mud performance of each sample tire was tested. The main common specifications and test methods for each sample tire are as follows.
Tread contact width TW: 240mm
Center block height: 17.1 mm
Shoulder block height: 17.1 mm

<Mad performance>
Each sample tire was mounted on all wheels of a 3600cc four-wheel drive vehicle under the following conditions. Then, the test driver drove the test course on the muddy road surface, and the running characteristics related to the traction performance and the soil removal performance at this time were evaluated by the sensuality of the test driver. The results are displayed with a score of Comparative Example 1 being 100. The larger the value, the better.
Size: 37 × 12.50R17
Rim: 9.0JJ
Internal pressure: 100 kPa
Table 1 shows the test results.

  As a result of the test, it can be confirmed that the tire of the example has improved mud performance compared to the tire of the comparative example. In addition, the same test was carried out by changing the tire size, but showed the same tendency as the test result.

2 tread portion 3 center block 3a tread surface 3R center block row 8 inner block edge 10 first inclined edge 11 second inclined edge 12 outward arc portion

Claims (8)

A pneumatic tire provided with a pair of center block rows in which a plurality of center blocks are arranged in the tire circumferential direction on both sides of the tire equator of the tread portion,
The tread of each center block has an inner block edge facing the tire equator side,
The inner block edge includes a first inclined edge and a second inclined edge inclined in the direction opposite to the first inclined edge, and is bent convexly toward the tire equator side,
The first inclined edge includes an outward arc portion having a center on the tire equator side, and an inward arc portion having a center on the tread end side,
The center block includes a first portion extending from the tire equator side toward the outer side in the tire axial direction and extending to one side in the tire circumferential direction; A substantially claw-shaped shape including a second portion extending on the other side in the circumferential direction,
A pneumatic tire characterized in that the inwardly arcuate portions of the center blocks adjacent to each other across the tire equator are inclined in the same direction through grooves and are opposed to each other.   2. The pneumatic tire according to claim 1, wherein the second inclined edges of the center blocks adjacent to each other across the tire equator are inclined in the same direction via a groove and are opposed to each other.   The pneumatic tire according to claim 1 or 2, wherein the center blocks adjacent to each other across the tire equator face each other through a groove.   The pneumatic tire according to any one of claims 1 to 3, wherein a radius of curvature of the outward arc portion is 30 to 60 mm.   The pneumatic tire according to any one of claims 1 to 4, wherein the first inclined edge is longer in the tire circumferential direction than the second inclined edge.   The pneumatic tire according to any one of claims 1 to 5, wherein the inward arc portion is provided closer to the second inclined edge than the outward arc portion.   The center blocks adjacent to each other across the tire equator are arranged with an overlapping length in the tire circumferential direction of 50% to 92% of the maximum length in the tire circumferential direction of the center block. Pneumatic tire described in 2. Each center block is provided with siping,
The air according to any one of claims 1 to 7, wherein in the siping, a length of a tire circumferential direction component is 45% or more of a sum of a length of the tire axial direction component and a length of the tire circumferential direction component. Enter tire.

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