JP2019026180A - Pneumatic tire - Google Patents

Abstract

To provide a pneumatic tire that can improve side-slip resistance property.SOLUTION: A pneumatic tire includes a tread part. The tread part includes: a plurality of peripheral grooves extending along a tire circumferential direction; and a first land part positioned on an outer side in a tire width direction relative to a first peripheral groove positioned on an outermost side in the tire width direction of the peripheral grooves. The first land part includes a plurality of first sipes extending along the tire circumferential direction and aligned in parallel with each other along the tire circumferential direction in an outer side region in the tire width direction.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a pneumatic tire including a tread portion.

  Tires such as winter tires typified by studless tires tend to skid at the shoulder. This is because the shoulder portion is greatly affected by the lateral force. Since skidding causes uneven wear of the shoulder portion, it is desirable to improve skidding resistance.

Patent No. 4872004

  An object of the present disclosure is to provide a pneumatic tire capable of improving skid resistance.

  The pneumatic tire of the present disclosure is located on the outer side in the tire width direction with respect to the plurality of circumferential grooves extending along the tire circumferential direction and the first circumferential groove located on the outermost side in the tire width direction among the plurality of circumferential grooves. A first tread portion including a plurality of first sipes extending in the tire circumferential direction and arranged in parallel in the tire circumferential direction in an outer region in the tire width direction. Prepare.

FIG. 1 is a development of a main part of a tread surface of a pneumatic tire in the first embodiment. FIG. 2 is a development of a main part of a tread surface of a pneumatic tire according to a modification.

  The pneumatic tire of the present disclosure is located on the outer side in the tire width direction with respect to the plurality of circumferential grooves extending along the tire circumferential direction and the first circumferential groove located on the outermost side in the tire width direction among the plurality of circumferential grooves. A first tread portion including a plurality of first sipes extending in the tire circumferential direction and arranged in parallel in the tire circumferential direction in an outer region in the tire width direction. Prepare.

  The pneumatic tire of the present disclosure is excellent in skid resistance. This is a method in which a plurality of first sipes extending along the tire circumferential direction and arranged in parallel along the tire circumferential direction are inflated in a region that is greatly affected by the lateral force, that is, an outer region in the tire width direction of the first land portion. This is because the tire is provided. The first sipe can exert an edge effect on a lateral force, and can suppress a side slip during turning and a side slip due to wiping. Therefore, the pneumatic tire of the present disclosure is excellent in skid resistance.

  Hereinafter, Embodiment 1 of the present disclosure will be described with reference to FIGS. In each drawing, the dimensional ratio of the drawings does not necessarily match the actual dimensional ratio, and the dimensional ratio between the drawings does not necessarily match. A tire width direction D1 shown in FIGS. 1 and 2 is a direction parallel to the tire rotation axis. The tire circumferential direction D2 is a direction around the tire rotation axis. The tire radial direction is the radial direction of a pneumatic tire (hereinafter also simply referred to as “tire”).

  The tire (see FIG. 1) 11 according to the first embodiment includes a pair of bead portions (not shown), sidewall portions (not shown) extending from the bead portions to the outer side in the tire radial direction, and a pair of side portions. The wall portion includes a tread portion 12 (see FIG. 1) that is connected to the outer end portion of the wall portion in the tire radial direction and whose outer surface forms a tread surface. The tire 11 is mounted on a rim (not shown), and the inside of the tire 11 is pressurized with air. The pneumatic tire 11 can be suitably used as an all-weather tire or a winter tire. In particular, it can be suitably used as a front tire for four-wheeled vehicles such as trucks and buses that run on winter road surfaces.

  As shown in FIG. 1, the tread portion 12 includes a plurality of circumferential grooves 26 and 27 extending along the tire circumferential direction D2. The first circumferential groove 26 is located on the outermost side in the tire width direction D1. The second circumferential groove 27 is located on the inner side in the tire width direction than the first circumferential groove 26. The circumferential grooves 26 and 27 are provided on the tread surface of the tread portion 12. In the first embodiment, although the tread portion 12 includes the two circumferential grooves 26 and 27 formed by combining the two first circumferential grooves 26 and the two second circumferential grooves 27, the present disclosure is not limited thereto. The depth of the first circumferential groove 26 is, for example, 18.0 mm to 21.0 mm. The depth of the first circumferential groove 26 indicates the maximum depth. The circumferential grooves 26 and 27 continuously extend in a zigzag shape along the tire circumferential direction D2.

  The tread portion 12 includes a first land portion 21 that is located outside the first circumferential groove 26 in the tire width direction D1. The first land portion 21 extends continuously along the tire circumferential direction D2. “The first land portion 21 extends continuously along the tire circumferential direction D2.” Means that the first land portion 21 is divided by a sipe that is not provided in the first embodiment and extends along the tire width direction D1. To allow. This sipe refers to a groove having a width of 1.6 mm or less. Since the first land portion 21 has a shape extending continuously along the tire circumferential direction D2, it is possible to ensure rigidity and thereby improve uneven wear resistance. The first land portion 21 includes a lateral groove 217 that extends along the tire width direction D <b> 1 and opens to the first circumferential groove 26. One end of the lateral groove 217 is closed in the first land portion 21. The width of the lateral groove 217 is, for example, 6.0 mm to 9.0 mm. A plurality of lateral grooves 217 are provided along the tire circumferential direction D2. The first land portion 21 includes a lateral groove 218 that extends along the tire width direction D1 through the ground contact end 18. One end of the lateral groove 218 is closed in the first land portion 21. The width of the lateral groove 218 is, for example, 8.0 mm to 15.0 mm. A plurality of lateral grooves 218 are provided along the tire circumferential direction D2. The lateral grooves 217 and the lateral grooves 218 are alternately provided along the tire circumferential direction D2. The lateral grooves 217 and 218 can improve the traction performance of the pneumatic tire 11.

  The first land portion 21 includes a sipe 211 extending along the tire circumferential direction D2 in the outer region 214 in the tire width direction D1. The outer region 214 indicates a region between an imaginary line 215 extending in the tire circumferential direction D2 and the ground contact end 18 so as to divide the width 210 of the first land portion 21 into two equal parts. The width 210 of the first land portion 21 indicates the maximum width of the first land portion 21 in the tire width direction D1. The outer region 214 is greatly affected by the lateral force. Since the sipe 211 is provided in the outer region 214, the sipe 211 can effectively exert an edge effect on the lateral force, and can prevent a side slip during turning and a side slip due to wiping. Such an improvement in skid resistance results in an improvement in uneven wear resistance. Furthermore, improvement in turning performance can be expected by improving skid resistance. Both ends of the sipe 211 are closed in the first land portion 21. The sipes 211 are arranged in parallel along the tire circumferential direction D2. If the sipe 211 has a shape that continuously extends along the tire circumferential direction D2 without forming a shape in which the both ends are closed in the first land portion 21, the outer side in the tire width direction D1 than the sipe 211. There is a high possibility that the portion located in On the other hand, in the first embodiment, since the sipes 211 whose both ends are closed in the first land portion 21 are arranged in parallel along the tire circumferential direction D2, rigidity is ensured and such a possibility is reduced. . In the first embodiment, the sipe 211 is not inclined with respect to the tire circumferential direction D2, but may be inclined. Specifically, the sipe 211 may be inclined with respect to the tire circumferential direction D2 by more than 0 ° and less than 5 °. However, from the viewpoint of ensuring uneven wear resistance, the sipe 211 is preferably not inclined with respect to the tire circumferential direction D2. The slope of the sipe 211 can be obtained in the same manner as that of the sipe 212. The depth of the sipe 211 is preferably 50% to 70% from the viewpoint of uneven wear resistance when the depth of the first circumferential groove 26 is 100%. The depth of the sipe 211 is, for example, 9.0 mm to 15.0 mm. The depth of the sipe 211 indicates the maximum depth. The width of the sipe 211 can be, for example, 1.6 mm or less. The lower limit of the width in the sipe 211 is, for example, 0.3 mm. The length of the sipe 211 is, for example, 20 mm to 30 mm. In the first embodiment, the sipe 211 has a wave shape in the development view of the tread surface, but the present disclosure is not limited thereto. For example, the sipe 211 can have a linear shape or a zigzag shape.

  The first land portion 21 includes a sipe 212 that extends with an inclination with respect to the tire circumferential direction D2. The sipe 212 is located inside the sipe 211 in the tire width direction D1. Specifically, the sipe 212 is located inside the tire width direction D1 with respect to the sipe 211 in the outer region 214. The sipe 212 can enhance the skid resistance against not only the force in the tire width direction D1 but also the multidirectional force input during turning. The sipe 212 is juxtaposed along the tire circumferential direction D2. Regarding the arrangement of the sipe 212, two sipes 212 are provided on the inner side of the sipe 211 in the tire width direction D <b> 1 than the sipe 211. In the first embodiment, two sipes 212 are provided for one sipe 211. However, the present disclosure is not limited to this. For example, two or more sipes 211 may be provided for one sipe 211. A sipe 212 may be provided. In the first embodiment, the length L between both ends of the combination composed of the plurality of sipes 212 is longer than the length of the sipes 211. Thereby, the edge effect can be exhibited effectively. All the sipes 212 have the same inclination with respect to the tire circumferential direction D2. Thereby, it is possible to equalize the ground pressure in the 1st land part 21, and generation | occurrence | production of uneven wear can be suppressed. The sipe 212 is inclined 5 ° to 45 ° with respect to the tire circumferential direction D2. The depth of the sipe 212 is preferably 50% to 70% from the viewpoint of uneven wear resistance when the depth of the first circumferential groove 26 is 100%. In this way, the depth of the sipe 212 can be the same as or similar to the depth of the sipe 211. The depth of the sipe 212 refers to the maximum depth. The width of the sipe 212 can be, for example, 1.6 mm or less. The lower limit of the width of the sipe 212 is, for example, 0.3 mm. The length of the sipe 212 is shorter than that of the sipe 211, for example, 12.0 mm to 18.0 mm. In the first embodiment, the sipe 212 has a wave shape in the development view of the tread surface, but the present disclosure is not limited thereto. For example, the sipe 212 may have a straight line shape or a zigzag shape. When the sipe 212 has a wave shape, that is, when the sipe 212 is configured by alternately arranging line segments and arcs, a line connecting the midpoints of the individual line segments can be drawn to obtain the inclination. . In the case of a zigzag shape, a line connecting the midpoints of the individual line segments constituting the sipe 212 can be drawn to obtain the inclination. When the sipe 212 is composed of repeated arcs having the same shape, a line connecting both ends of these arcs can be drawn to obtain the inclination.

  The first land portion 21 includes a sipe 213 that is inclined more greatly than the sipe 212 with respect to the tire circumferential direction D2. The sipe 213 is located on the inner side in the tire width direction D1 than the sipe 212. Specifically, the sipe 213 is located in the inner region 216. The inner region 216 indicates a region of the first land portion 21 that is located on the inner side in the tire width direction D1 with respect to the virtual line 215. The sipe 213 is inclined by 90 ° with respect to the tire circumferential direction D2. The present disclosure is not limited to this, and the sipe 213 can be inclined, for example, exceeding 45 ° with respect to the tire circumferential direction D2. The slope of the sipe 213 can be determined in the same manner as that of the sipe 212. The sipe 213 can improve the traction performance because it tilts beyond 45 °. The sipes 213 are arranged in parallel along the tire circumferential direction D2. The depth of the sipe 213 is 50% to 70% when the depth of the first circumferential groove 26 is 100% from the viewpoint of suppressing uneven wear until the middle stage of wear while ensuring rigidity and traction performance. preferable. In this way, the depth of the sipe 213 can be the same as or similar to the depth of the sipe 211. The depth of the sipe 213 indicates the maximum depth. The width of the sipe 213 can be, for example, 1.6 mm or less. The lower limit of the width in the sipe 213 is, for example, 0.3 mm. The length of the sipe 213 is shorter than the sipe 211, and is, for example, 13.0 mm to 19.0 mm. In the first embodiment, the sipe 213 has a wave shape in the development view of the tread surface, but the present disclosure is not limited thereto. For example, the sipe 213 can have a straight line shape or a zigzag shape.

  The first land portion 21 includes a narrow groove 219 that extends continuously along the tire circumferential direction D2. The narrow groove 219 is located inside the tire width direction D1 relative to the sipe 211. The narrow groove 219 is located on the inner side in the tire width direction D1 than the sipe 212. Specifically, it is located between the sipe 212 and the sipe 213 in the tire width direction D1. More specifically, it is located on the virtual line 215. In the first embodiment, although the narrow groove 219 is positioned on the virtual line 215, the present disclosure is not limited to this. The narrow groove 219 can be located near the virtual line 215. The narrow groove 219 provided at such a position can be useful for equalizing the ground pressure balance. The width of the narrow groove 219 is narrower than any of the circumferential grooves 26 and 27, and wider than any of the widths of the sipe 211, sipe 212, and sipe 213. The width of the narrow groove 219 is, for example, 2.0 mm to 4.0 mm. The depth of the narrow groove 219 is shallower than any of the depths of the sipe 211, the sipe 212, and the sipe 213, and is, for example, 1.0 mm to 3.0 mm. The narrow groove 219 can improve the skid resistance at the initial stage of wear.

  The narrow groove 219 helps to visually distinguish between the sipe function of the outer region 214 and the sipe function of the inner region 216. The sipe function of the outer region 214 refers to both the function of the sipe 211 and the function of the sipe 212, and specifically refers to improvements in skid resistance and uneven wear resistance. On the other hand, the sipe function of the inner region 216 indicates the function of the sipe 213, and specifically indicates improvement in traction performance.

  The tread portion 12 includes a second land portion 22 located on the inner side of the first circumferential groove 26 in the tire width direction D1. The second land portion 22 includes blocks 221 arranged in parallel along the tire circumferential direction D2. When the second land portion 22 includes the block 221, traction performance and skid resistance can be improved. The block 221 includes a sipe 226 that extends along the tire circumferential direction D2 through the center in the tire width direction D1 of the block 221. The block 221 includes a sipe 227 extending along the tire width direction D1. The sipe 227 is inclined with respect to the tire width direction D1. The sipe 227 can improve the traction performance. The depths of both the sipe 226 and the sipe 227 may be the same or different. The depth of both the sipe 226 and the sipe 227 is, for example, 10.0 mm to 15.0 mm. This depth refers to the maximum depth. The widths of both the sipe 226 and the sipe 227 may be the same or different. The width of both the sipe 226 and the sipe 227 can be, for example, 1.6 mm or less. The lower limit of the width of both the sipe 226 and the sipe 227 is, for example, 0.3 mm. The second land portion 22 includes a groove 222 between the block 221 and the block 221. The groove 222 extends along the tire circumferential direction D2.

  The relationship between the sipe depth of the second land portion 22 and the sipe depth of the first land portion 21 will be described. The depth of the sipe 212 in the first land portion 21 is shallower than the depth of the sipe 226 in the second land portion 22. Compared to the depth of the sipe 227 in the second land portion 22, the depth of the sipe 212 is shallow. The depths of both the sipe 212 and the sipe 213 are shallower than the depth of the sipe 226 in the second land portion 22. The depth of both the sipe 212 and the sipe 213 is shallower than the depth of the sipe 227 in the second land portion 22. With such a configuration, the rigidity of the first land portion 21 can be ensured while ensuring the traction performance.

  The tread portion 12 includes a third land portion 23 located on the inner side in the tire width direction D1 than the second circumferential groove 27. The third land portion 23 includes blocks 231 arranged in parallel along the tire circumferential direction D2. When the third land portion 23 includes the block 231, traction performance and skid resistance can be improved. The block 231 includes a sipe 237 extending along the tire width direction D1. The sipe 237 is inclined with respect to the tire width direction D1. The sipe 237 can improve the traction performance. The depth of the sipe 237 is, for example, 10.0 mm to 15.0 mm. The depth of the sipe 237 indicates the maximum depth. The width of the sipe 237 can be, for example, 1.6 mm or less. The lower limit of the width in the sipe 237 is, for example, 0.3 mm. The third land portion 23 includes a groove 232 between the block 231 and the block 231. The groove 232 extends along the tire width direction D1.

  The relationship between the sipe depth of the 3rd land part 23 and the sipe depth of the 1st land part 21 is demonstrated. Compared with the depth of the sipe 237 in the 3rd land part 23, the depth of the sipe 212 in the 1st land part 21 is shallow. The depths of both the sipe 212 and the sipe 213 are shallower than the depth of the sipe 237 in the third land portion 23. With such a configuration, the rigidity of the first land portion 21 can be ensured while ensuring the traction performance.

  As shown in FIG. 2, the tire 11 according to the first modification includes a block 310 in which the first land portions 21 are arranged in parallel along the tire circumferential direction D2, and a lateral groove extending along the tire width direction D1 between the blocks 310. 3 is basically the same as that of the first embodiment except that 312 is provided. The block 310 includes a sipe 211, a sipe 212, and a sipe 213.

  As described above, the pneumatic tire 11 includes the circumferential grooves 26 and 27 extending along the tire circumferential direction D2 and the first circumference located on the outermost side in the tire width direction D1 among the circumferential grooves 26 and 27. A tread portion 12 having a first land portion 21 located outside the groove 26 in the tire width direction D1, and the first land portion 21 is located in the outer region 214 in the tire width direction D1 in the tire circumferential direction D2. A plurality of sipes 211 extending along the tire circumferential direction D2 are provided.

  The pneumatic tire 11 is excellent in skid resistance. This is because the pneumatic tire 11 includes a plurality of sipes 211 extending along the tire circumferential direction D2 and arranged in parallel along the tire circumferential direction D2 in a region that is greatly affected by the lateral force, that is, the outer region 214. . The sipe 211 can exert an edge effect on a lateral force, and can suppress a side slip during turning or a side slip due to wiping. Therefore, the pneumatic tire 11 is excellent in skid resistance.

  The first land portion 21 can further include a sipe 212 located in the outer region 214 and on the inner side in the tire width direction D1 than the sipe 211, and the sipe 212 extends while being inclined with respect to the tire circumferential direction D2. Can do. The sipe 212 can enhance the skid resistance against not only the force in the tire width direction D1 but also the multidirectional force input during turning.

  The tread portion 12 can further include a second land portion 22 located inside the tire circumferential direction D1 relative to the first circumferential groove 26, and the second land portion 22 includes a sipe 226 and / or a sipe 227. The depth of the sipe 211 can be shallower than the depth of the sipe 226 and the sipe 227 in the second land portion 22. With such a configuration, the rigidity of the first land portion 21 can be ensured while the traction performance is secured by the sipe 226 and the sipe 227.

  The first land portion 21 can extend continuously along the tire circumferential direction D2. Since the first land portion 21 has a shape extending continuously along the tire circumferential direction D2, it is possible to ensure rigidity and thereby improve uneven wear resistance.

  The first land portion 21 may further include a narrow groove 219 extending continuously along the tire circumferential direction D2 inside the tire width direction D1 relative to the sipe 211. The narrow groove 219 can improve skid resistance. Further, when the narrow groove 219 is positioned on or near the virtual line 215, the ground pressure balance can be made uniform.

The first land portion 21 can further include a sipe 213 positioned inside the tire width direction D1 relative to the narrow groove 219. The angle at which the sipe 213 is inclined with respect to the tire circumferential direction D2 is such that the sipe 212 has a tire circumference. The angle can be larger than the angle inclined with respect to the direction D2. The sipe 213 can improve the traction performance. Further, the narrow groove 219 can visually distinguish the sipe function of the outer region 214 and the sipe function of the inner region 216.

Claims (6)

A plurality of circumferential grooves extending along the tire circumferential direction; and a first land portion located on the outer side in the tire width direction from the first circumferential groove located on the outermost side in the tire width direction among the plurality of circumferential grooves. A tread portion having
The first land portion includes a plurality of first sipes extending along the tire circumferential direction and arranged in parallel along the tire circumferential direction in an outer region in the tire width direction.
Pneumatic tire. The first land portion further includes a second sipe located in the outer region and on the inner side in the tire width direction than the first sipe,
The second sipe extends inclined with respect to the tire circumferential direction.
The pneumatic tire according to claim 1. The tread portion further includes a second land portion located on the inner side in the tire width direction than the first circumferential groove,
The second land portion includes a sipe,
The depth of the first sipe is shallower than the depth of the sipe in the second land portion,
The pneumatic tire according to claim 1 or 2. The first land portion continuously extends along the tire circumferential direction.
The pneumatic tire according to any one of claims 1 to 3.   5. The first land portion according to claim 1, further comprising a narrow groove continuously extending along the tire circumferential direction on the inner side in the tire width direction than the first sipe. Pneumatic tire. The first land portion further includes a third sipe positioned on the inner side in the tire width direction than the narrow groove,
The angle at which the third sipe is inclined with respect to the tire circumferential direction is larger than the angle at which the second sipe is inclined with respect to the tire circumferential direction.
The pneumatic tire according to claim 5.

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