JP2019182148A - tire - Google Patents

tire Download PDF

Info

Publication number
JP2019182148A
JP2019182148A JP2018074061A JP2018074061A JP2019182148A JP 2019182148 A JP2019182148 A JP 2019182148A JP 2018074061 A JP2018074061 A JP 2018074061A JP 2018074061 A JP2018074061 A JP 2018074061A JP 2019182148 A JP2019182148 A JP 2019182148A
Authority
JP
Japan
Prior art keywords
groove
tire
groove portion
width
radial direction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2018074061A
Other languages
Japanese (ja)
Other versions
JP7067216B2 (en
Inventor
中島　幸一
Koichi Nakajima
幸一 中島
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Rubber Industries Ltd
Original Assignee
Sumitomo Rubber Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Priority to JP2018074061A priority Critical patent/JP7067216B2/en
Priority to US16/297,762 priority patent/US11148472B2/en
Priority to EP19162634.0A priority patent/EP3549794B1/en
Priority to CN201910221937.4A priority patent/CN110341394B/en
Publication of JP2019182148A publication Critical patent/JP2019182148A/en
Priority to US17/480,662 priority patent/US20220001698A1/en
Application granted granted Critical
Publication of JP7067216B2 publication Critical patent/JP7067216B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Tires In General (AREA)

Abstract

To provide a tire capable of improving wet performance, riding comfort performance and steering stability performance in good balance.SOLUTION: A tire 1 comprises a tread portion 2 provided with a groove 3 on a tread surface 2a. The groove 3 comprises: a first groove portion 4 having a constant groove width W1 defined by a pair of parallel planes 4a extending inward in a tire radial direction from the tread surface 2a; and a second groove portion 5 having a groove width W2 larger than that of the first groove portion 4 at an inner side of the first groove portion 4 in the tire radial direction. The second groove portion 5 comprises a curved surface 5a curved in a groove width direction.SELECTED DRAWING: Figure 2

Description

本発明は、ウェット性能と乗り心地性能と操縦安定性能とをバランスよく向上し得るタイヤに関する。   The present invention relates to a tire capable of improving wet performance, ride comfort performance, and steering stability performance in a well-balanced manner.

従来、溝の断面形状を改善したタイヤが提案されている。例えば、下記特許文献１は、トレッドの縁部列に、溝とチャネルとを有する横方向切れ目を設けることで、タイヤ摩耗時のウェット性能を改善しようとしている。   Conventionally, tires with improved groove cross-sectional shapes have been proposed. For example, Patent Document 1 below attempts to improve wet performance during tire wear by providing a lateral cut having a groove and a channel in an edge row of a tread.

特表２０１７−５０９５３１号公報Special table 2017-5050931 gazette

特許文献１のタイヤは、例えば、溝とチャネルとを大きくすることで、ウェット性能及び乗り心地性能を向上させることができる。しかしながら、溝とチャネルとを大きくしたタイヤは、剛性が低下し、操縦安定性能が悪化するという問題があった。   The tire of patent document 1 can improve wet performance and riding comfort performance by enlarging a groove and a channel, for example. However, a tire having a larger groove and channel has a problem that the rigidity is lowered and the steering stability performance is deteriorated.

本発明は、以上のような実状に鑑み案出されたもので、ウェット性能と乗り心地性能と操縦安定性能とをバランスよく向上し得るタイヤを提供することを主たる目的としている。   The present invention has been devised in view of the above circumstances, and has as its main object to provide a tire that can improve wet performance, ride comfort performance, and steering stability performance in a well-balanced manner.

本発明は、トレッド面に溝が設けられたトレッド部を有するタイヤであって、前記溝は、前記トレッド面からタイヤ半径方向内側に延びる一対の平行な平面により一定の溝幅を有する第１溝部と、前記第１溝部よりもタイヤ半径方向内側で前記第１溝部よりも大きい溝幅を有する第２溝部とを含み、前記第２溝部は、溝幅方向に湾曲する曲面を含むことを特徴とする。   The present invention is a tire having a tread portion in which a groove is provided on a tread surface, and the groove has a first groove portion having a constant groove width by a pair of parallel planes extending inward in the tire radial direction from the tread surface. And a second groove portion having a larger groove width than the first groove portion on the inner side in the tire radial direction than the first groove portion, and the second groove portion includes a curved surface curved in the groove width direction. To do.

本発明のタイヤにおいて、前記第２溝部の溝幅は、前記第１溝部の溝幅の１．３〜３．０倍であるのが望ましい。   In the tire according to the present invention, it is preferable that the groove width of the second groove portion is 1.3 to 3.0 times the groove width of the first groove portion.

本発明のタイヤにおいて、前記第１溝部のタイヤ半径方向長さは、前記溝の最大溝深さの１５％〜７０％であるのが望ましい。   In the tire of the present invention, it is desirable that the length of the first groove portion in the tire radial direction is 15% to 70% of the maximum groove depth of the groove.

本発明のタイヤにおいて、前記第１溝部は、最大負荷が生じたときにも隙間を有するのが望ましい。   In the tire of the present invention, it is desirable that the first groove portion has a gap even when a maximum load is generated.

本発明のタイヤにおいて、前記溝の溝底は、溝幅方向の中央が最もタイヤ半径方向内側に位置しているのが望ましい。   In the tire according to the present invention, it is preferable that the groove bottom of the groove is located at the center in the tire radial direction at the center in the groove width direction.

本発明のタイヤにおいて、前記溝は、前記トレッド部のトレッド端に開口する横溝であるのが望ましい。   In the tire according to the aspect of the invention, it is preferable that the groove is a lateral groove that opens at a tread end of the tread portion.

本発明のタイヤにおいて、前記第１溝部のタイヤ軸方向長さは、前記横溝のタイヤ軸方向長さの７０％以上であるのが望ましい。   In the tire of the present invention, it is desirable that the length of the first groove portion in the tire axial direction is 70% or more of the length of the lateral groove in the tire axial direction.

本発明のタイヤにおいて、前記溝は、前記第１溝部の溝幅及び前記第２溝部の溝幅が、前記溝の長手方向に同一であるのが望ましい。   In the tire according to the present invention, it is preferable that the groove width of the first groove portion and the groove width of the second groove portion are the same in the longitudinal direction of the groove.

本発明のタイヤにおいて、溝は、トレッド面からタイヤ半径方向内側に延びる一対の平行な平面により一定の溝幅を有する第１溝部と、前記第１溝部よりもタイヤ半径方向内側で前記第１溝部よりも大きい溝幅を有する第２溝部とを含み、前記第２溝部は、溝幅方向に湾曲する曲面を含んでいる。   In the tire of the present invention, the groove has a first groove portion having a constant groove width by a pair of parallel planes extending inward in the tire radial direction from the tread surface, and the first groove portion on the inner side in the tire radial direction than the first groove portion. A second groove portion having a larger groove width, and the second groove portion includes a curved surface curved in the groove width direction.

このような第１溝部は、剛性が高く、タイヤの操縦安定性能を向上させ得る。また、第２溝部は、その断面積が大きいので、タイヤの排水性能及び乗り心地性能を向上させることができる。この第２溝部は、溝幅方向に湾曲する曲面を含んでいるので、剛性の低下が緩和され、タイヤの乗り心地性能と操縦安定性能とを両立することができる。   Such a 1st groove part has high rigidity, and can improve the steering stability performance of a tire. Moreover, since the second groove portion has a large cross-sectional area, the drainage performance and riding comfort performance of the tire can be improved. Since the second groove portion includes a curved surface that is curved in the groove width direction, the decrease in rigidity is mitigated, and both the riding comfort performance and the steering stability performance of the tire can be achieved.

本発明のタイヤの一実施形態を示す図である。It is a figure showing one embodiment of a tire of the present invention. 溝の断面図である。It is sectional drawing of a groove | channel. 接地時の溝の断面図である。It is sectional drawing of the groove | channel at the time of grounding. 溝の斜視図である。It is a perspective view of a groove. 他の実施形態の溝の断面図である。It is sectional drawing of the groove | channel of other embodiment. 他の実施形態の溝の断面図である。It is sectional drawing of the groove | channel of other embodiment.

以下、本発明の実施の一形態が図面に基づき詳細に説明される。
図１は、本実施形態のタイヤ１を示す側面図である。タイヤ１は、例えば、乗用車用及び重荷重用の空気入りタイヤ、タイヤの内部に加圧された空気が充填されない非空気式タイヤ等の様々なタイヤに用いることができる。図１に示されるように、本実施形態のタイヤ１は、トレッド面２ａに溝３が設けられたトレッド部２を有している。 Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view showing a tire 1 of the present embodiment. The tire 1 can be used for various tires such as pneumatic tires for passenger cars and heavy loads, and non-pneumatic tires that are not filled with pressurized air inside the tire. As shown in FIG. 1, the tire 1 of the present embodiment has a tread portion 2 in which a groove 3 is provided on a tread surface 2a.

図２は、溝３の断面図である。図２に示されるように、溝３は、トレッド面２ａからタイヤ半径方向内側に延びる第１溝部４と、第１溝部４よりもタイヤ半径方向内側に位置する第２溝部５とを含んでいる。   FIG. 2 is a cross-sectional view of the groove 3. As shown in FIG. 2, the groove 3 includes a first groove portion 4 extending inward in the tire radial direction from the tread surface 2 a and a second groove portion 5 positioned on the inner side in the tire radial direction than the first groove portion 4. .

第１溝部４は、一対の平行な平面４ａにより構成されるのが望ましい。本実施形態の第１溝部４は、この平面４ａにより一定の溝幅Ｗ１を有している。このような第１溝部４は、剛性が高く、タイヤ１の操縦安定性能を向上させ得る。   The first groove portion 4 is preferably constituted by a pair of parallel planes 4a. The first groove portion 4 of the present embodiment has a constant groove width W1 due to the flat surface 4a. Such a first groove portion 4 has high rigidity and can improve the steering stability performance of the tire 1.

本明細書において、特に言及されない場合、タイヤ１の各部の寸法等は、正規状態で測定された値である。ここで、「正規状態」とは、空気入りタイヤの場合、タイヤ１が正規リムにリム組みされかつ正規内圧に調整された無負荷の状態である。   In the present specification, unless otherwise specified, the dimensions and the like of each part of the tire 1 are values measured in a normal state. Here, in the case of a pneumatic tire, the “normal state” is a no-load state in which the tire 1 is assembled on a normal rim and adjusted to a normal internal pressure.

「正規リム」は、タイヤ１が基づいている規格を含む規格体系において、当該規格がタイヤ毎に定めるリムであり、例えばＪＡＴＭＡであれば "標準リム" 、ＴＲＡであれば "Design Rim" 、ＥＴＲＴＯであれば "Measuring Rim" である。   The “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire 1 is based. For example, “Standard Rim” for JATMA, “Design Rim” for TRA, ETRTO Then "Measuring Rim".

「正規内圧」は、タイヤ１が基づいている規格を含む規格体系において、各規格がタイヤ毎に定めている空気圧であり、ＪＡＴＭＡであれば "最高空気圧" 、ＴＲＡであれば表 "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" に記載の最大値、ＥＴＲＴＯであれば "INFLATION PRESSURE" である。   “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 1 is based. “Maximum air pressure” for JATMA, “TIRE LOAD LIMITS” for TRA The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, “INFLATION PRESSURE” in the case of ETRTO.

本実施形態の第２溝部５は、第１溝部４の溝幅Ｗ１よりも大きい溝幅Ｗ２を有している。ここで、第２溝部５の溝幅Ｗ２は、第２溝部５を構成する一対の溝壁間の最も大きい幅である。第２溝部５は、溝幅方向に湾曲する曲面５ａを含むのが望ましい。このような第２溝部５は、その断面積が大きいので、タイヤ１の排水性能及び乗り心地性能を向上させることができる。この第２溝部５は、溝幅方向に湾曲する曲面５ａを含んでいるので、剛性の低下が緩和され、タイヤ１の乗り心地性能と操縦安定性能とを両立することができる   The second groove portion 5 of the present embodiment has a groove width W2 that is larger than the groove width W1 of the first groove portion 4. Here, the groove width W <b> 2 of the second groove portion 5 is the largest width between the pair of groove walls constituting the second groove portion 5. The second groove portion 5 preferably includes a curved surface 5a that is curved in the groove width direction. Since the second groove portion 5 has a large cross-sectional area, the drainage performance and riding comfort performance of the tire 1 can be improved. Since the second groove portion 5 includes the curved surface 5a that is curved in the groove width direction, a decrease in rigidity is mitigated, and both the riding comfort performance and the steering stability performance of the tire 1 can be achieved.

より望ましくは、溝３は、第２溝部５にタイヤ半径方向の最も内側に位置する溝底５ｂを有している。溝３の溝底５ｂは、例えば、溝幅方向の中央が最もタイヤ半径方向内側に位置している。   More desirably, the groove 3 has a groove bottom 5b positioned in the innermost side in the tire radial direction in the second groove portion 5. In the groove bottom 5b of the groove 3, for example, the center in the groove width direction is located on the innermost side in the tire radial direction.

第２溝部５の溝幅Ｗ２は、好ましくは、第１溝部４の溝幅Ｗ１の１．３〜３．０倍である。第２溝部５の溝幅Ｗ２が第１溝部４の溝幅Ｗ１の１．３倍よりも小さいと、第１溝部４の溝幅Ｗ１が大きくなり過ぎ、タイヤ１の操縦安定性能が向上しないおそれがある。第２溝部５の溝幅Ｗ２が第１溝部４の溝幅Ｗ１の３．０倍よりも大きいと、第１溝部４の溝幅Ｗ１が小さくなり過ぎ、最大負荷が生じたときに第１溝部４の対向する平面４ａが互いに干渉して、剛性が急激に高くなるおそれがある。   The groove width W2 of the second groove portion 5 is preferably 1.3 to 3.0 times the groove width W1 of the first groove portion 4. If the groove width W2 of the second groove portion 5 is smaller than 1.3 times the groove width W1 of the first groove portion 4, the groove width W1 of the first groove portion 4 becomes too large, and the steering stability performance of the tire 1 may not be improved. There is. If the groove width W2 of the second groove portion 5 is larger than 3.0 times the groove width W1 of the first groove portion 4, the groove width W1 of the first groove portion 4 becomes too small, and the first groove portion when the maximum load is generated. The four opposing flat surfaces 4a may interfere with each other, and the rigidity may increase rapidly.

第１溝部４のタイヤ半径方向長さＬ１は、好ましくは、溝３の最大溝深さＤの１５％〜７０％である。ここで、溝３の最大溝深さＤは、トレッド面２ａから溝底５ｂまでのタイヤ半径方向長さＬ２である。第１溝部４のタイヤ半径方向長さＬ１が溝３の最大溝深さＤの１５％よりも小さいと、第１溝部４の剛性が向上せず、タイヤ１の操縦安定性能が向上しないおそれがある。第１溝部４のタイヤ半径方向長さＬ１が溝３の最大溝深さＤの７０％よりも大きいと、第１溝部４の剛性が高くなり過ぎ、タイヤ１の乗り心地性能が低下するおそれがある。   The length L1 of the first groove portion 4 in the tire radial direction is preferably 15% to 70% of the maximum groove depth D of the groove 3. Here, the maximum groove depth D of the groove 3 is the tire radial direction length L2 from the tread surface 2a to the groove bottom 5b. If the length L1 in the tire radial direction of the first groove 4 is smaller than 15% of the maximum groove depth D of the groove 3, the rigidity of the first groove 4 may not be improved and the steering stability performance of the tire 1 may not be improved. is there. If the length L1 in the tire radial direction of the first groove portion 4 is larger than 70% of the maximum groove depth D of the groove 3, the rigidity of the first groove portion 4 becomes too high, and the riding comfort performance of the tire 1 may be reduced. is there.

図３は、接地時の溝３の断面図である。図３に示されるように、溝３の第１溝部４は、接地時の最大負荷が生じたときにも溝幅方向の隙間を有している。このような第１溝部４は、最大負荷が生じたときに第１溝部４の対向する平面４ａが互いに干渉して、剛性が急激に高くなるおそれがない。   FIG. 3 is a cross-sectional view of the groove 3 at the time of grounding. As shown in FIG. 3, the first groove portion 4 of the groove 3 has a gap in the groove width direction even when the maximum load at the time of grounding occurs. Such a first groove portion 4 does not have a possibility that the rigidity of the first groove portion 4 rapidly increases due to interference between the opposing flat surfaces 4a of the first groove portion 4 when a maximum load is generated.

溝３の第２溝部５は、接地時の最大負荷が生じたときにもタイヤ半径方向の隙間を有するのが望ましい。このような第２溝部５は、最大負荷が生じたときに曲面５ａと溝底５ｂとが干渉して、剛性が急激に高くなるおそれがない。このため、本実施形態のタイヤ１は、最大負荷が生じたときにも良好な乗り心地性能を維持することができる。   The second groove portion 5 of the groove 3 desirably has a clearance in the tire radial direction even when the maximum load at the time of contact occurs. Such a second groove 5 does not have a possibility that the curved surface 5a and the groove bottom 5b interfere with each other when the maximum load is generated, and the rigidity is not rapidly increased. For this reason, the tire 1 of the present embodiment can maintain good riding comfort performance even when the maximum load occurs.

図４は、溝３の斜視図である。図４に示されるように、本実施形態の溝３は、トレッド部２のトレッド端Ｔｅに開口する横溝３Ａである。第１溝部４のタイヤ軸方向長さＬ３は、好ましくは、横溝３Ａのタイヤ軸方向長さＬ４の７０％以上である。ここで、横溝３Ａのタイヤ軸方向長さＬ４は、溝３の溝底５ｂのタイヤ軸方向の長さである。   FIG. 4 is a perspective view of the groove 3. As shown in FIG. 4, the groove 3 of the present embodiment is a lateral groove 3 </ b> A that opens to the tread end Te of the tread portion 2. The length L3 in the tire axial direction of the first groove portion 4 is preferably 70% or more of the length L4 in the tire axial direction of the lateral groove 3A. Here, the tire axial direction length L4 of the lateral groove 3A is the length of the groove bottom 5b of the groove 3 in the tire axial direction.

図２及び図４に示されるように、溝３は、第１溝部４の溝幅Ｗ１及び第２溝部５の溝幅Ｗ２が、溝３の長手方向に同一であるのが望ましい。このような溝３は、タイヤ１の剛性を溝３の長手方向に均一に維持することができるので、タイヤ１のグリップ性能をより向上させることができる。   As shown in FIGS. 2 and 4, in the groove 3, it is desirable that the groove width W <b> 1 of the first groove portion 4 and the groove width W <b> 2 of the second groove portion 5 are the same in the longitudinal direction of the groove 3. Since such a groove 3 can maintain the rigidity of the tire 1 uniformly in the longitudinal direction of the groove 3, the grip performance of the tire 1 can be further improved.

図５は、他の実施形態の溝１３の断面図である。図５に示されるように、溝１３は、トレッド面１２ａからタイヤ半径方向内側に延びる第１溝部１４と、第１溝部１４よりもタイヤ半径方向内側に位置する第２溝部１５とを含んでいる。   FIG. 5 is a cross-sectional view of the groove 13 of another embodiment. As shown in FIG. 5, the groove 13 includes a first groove portion 14 that extends inward in the tire radial direction from the tread surface 12 a, and a second groove portion 15 that is located on the inner side in the tire radial direction than the first groove portion 14. .

第１溝部１４は、一対の平行な平面１４ａにより構成されるのが望ましい。この実施形態の第１溝部１４は、この平面１４ａにより一定の溝幅Ｗ１１を有している。このような第１溝部１４は、剛性が高く、タイヤ１の操縦安定性能を向上させ得る。   The first groove portion 14 is preferably constituted by a pair of parallel planes 14a. The first groove portion 14 of this embodiment has a constant groove width W11 due to the flat surface 14a. Such a 1st groove part 14 has high rigidity, and can improve the steering stability performance of the tire 1. FIG.

この実施形態の第２溝部１５は、第１溝部１４の溝幅Ｗ１１よりも大きい溝幅Ｗ１２を有している。ここで、第２溝部１５の溝幅Ｗ１２は、第２溝部１５を構成する一対の溝壁間の最も大きい幅である。第２溝部１５は、溝幅方向に湾曲する曲面１５ａを含むのが望ましい。この実施形態の第２溝部１５は、曲面１５ａに滑らかに連続する平面１５ｃを含んでいる。   The second groove portion 15 of this embodiment has a groove width W12 that is larger than the groove width W11 of the first groove portion 14. Here, the groove width W <b> 12 of the second groove portion 15 is the largest width between the pair of groove walls constituting the second groove portion 15. The second groove portion 15 preferably includes a curved surface 15a that is curved in the groove width direction. The second groove portion 15 of this embodiment includes a flat surface 15c that smoothly continues to the curved surface 15a.

このような第２溝部１５は、その断面積が大きいので、タイヤ１の排水性能及び乗り心地性能を向上させることができる。この第２溝部１５は、溝幅方向に湾曲する曲面１５ａを含んでいるので、剛性の低下が緩和され、タイヤ１の乗り心地性能と操縦安定性能とを両立することができる。   Since the second groove portion 15 has a large cross-sectional area, the drainage performance and riding comfort performance of the tire 1 can be improved. Since the second groove portion 15 includes the curved surface 15a that is curved in the groove width direction, the decrease in rigidity is mitigated, and both the riding comfort performance and the steering stability performance of the tire 1 can be achieved.

溝１３は、第２溝部１５にタイヤ半径方向の最も内側に位置する溝底１５ｂを有している。溝１３の溝底１５ｂは、例えば、最もタイヤ半径方向内側で溝幅方向に延びる平面１５ｃに位置している。このような溝１３は、溝底１５ｂが平面１５ｃにより構成されているので、その断面積をより大きくすることができ、タイヤ１の排水性能をより向上させている。   The groove 13 has a groove bottom 15b located at the innermost side in the tire radial direction in the second groove portion 15. The groove bottom 15b of the groove 13 is located, for example, on a flat surface 15c extending in the groove width direction on the innermost side in the tire radial direction. Since the groove bottom 15b is constituted by the flat surface 15c, the groove 13 can have a larger cross-sectional area and further improve the drainage performance of the tire 1.

図６は、他の実施形態の溝２３の断面図である。図６に示されるように、溝２３は、トレッド面２２ａからタイヤ半径方向内側に延びる第１溝部２４と、第１溝部２４よりもタイヤ半径方向内側に位置する第２溝部２５とを含んでいる。   FIG. 6 is a cross-sectional view of the groove 23 of another embodiment. As shown in FIG. 6, the groove 23 includes a first groove portion 24 that extends inward in the tire radial direction from the tread surface 22 a and a second groove portion 25 that is located on the inner side in the tire radial direction than the first groove portion 24. .

第１溝部２４は、一対の平行な平面２４ａにより構成されるのが望ましい。この実施形態の第１溝部２４は、この平面２４ａにより一定の溝幅Ｗ２１を有している。このような第１溝部２４は、剛性が高く、タイヤ１の操縦安定性能を向上させ得る。   The first groove portion 24 is preferably constituted by a pair of parallel planes 24a. The first groove portion 24 of this embodiment has a constant groove width W21 due to the flat surface 24a. Such a first groove portion 24 has high rigidity and can improve the steering stability performance of the tire 1.

この実施形態の第２溝部２５は、第１溝部２４の溝幅Ｗ２１よりも大きい溝幅Ｗ２２を有している。ここで、第２溝部２５の溝幅Ｗ２２は、第２溝部２５を構成する一対の溝壁間の最も大きい幅である。第２溝部２５は、溝幅方向に湾曲する曲面２５ａを含むのが望ましい。この実施形態の第２溝部２５は、曲面２５ａに滑らかに連続する平面２５ｃを含んでいる。   The second groove portion 25 of this embodiment has a groove width W22 that is larger than the groove width W21 of the first groove portion 24. Here, the groove width W <b> 22 of the second groove portion 25 is the largest width between a pair of groove walls constituting the second groove portion 25. The second groove 25 preferably includes a curved surface 25a that is curved in the groove width direction. The second groove portion 25 of this embodiment includes a flat surface 25c that smoothly continues to the curved surface 25a.

このような第２溝部２５は、その断面積が大きいので、タイヤ１の排水性能及び乗り心地性能を向上させることができる。この第２溝部２５は、溝幅方向に湾曲する曲面２５ａを含んでいるので、剛性の低下が緩和され、タイヤ１の乗り心地性能と操縦安定性能とを両立することができる。   Since the second groove portion 25 has a large cross-sectional area, the drainage performance and riding comfort performance of the tire 1 can be improved. Since the second groove portion 25 includes a curved surface 25a that is curved in the groove width direction, a decrease in rigidity is mitigated, and both the riding comfort performance and the steering stability performance of the tire 1 can be achieved.

溝２３は、第２溝部２５にタイヤ半径方向の最も内側に位置する溝底２５ｂを有している。溝２３の溝底２５ｂは、例えば、最もタイヤ半径方向内側で溝幅方向に延びる平面２５ｃに位置している。このような溝２３は、溝底２５ｂが平面２５ｃにより構成されているので、その断面積をより大きくすることができ、タイヤ１の排水性能をより向上させている。   The groove 23 has a groove bottom 25b located at the innermost side in the tire radial direction in the second groove portion 25. The groove bottom 25b of the groove 23 is located, for example, on a flat surface 25c extending in the groove width direction on the innermost side in the tire radial direction. In such a groove 23, the groove bottom 25b is constituted by the flat surface 25c, so that the cross-sectional area can be increased, and the drainage performance of the tire 1 is further improved.

以上、本発明の特に好ましい実施形態について詳述したが、本発明は、上述の実施形態に限定されることなく、種々の態様に変形して実施し得る。   As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to the above-mentioned embodiment, It can deform | transform and implement in a various aspect.

１ タイヤ
２ トレッド部
２ａ トレッド面
３ 溝
４ 第１溝部
４ａ 平面
５ 第２溝部
５ａ 曲面 DESCRIPTION OF SYMBOLS 1 Tire 2 Tread part 2a Tread surface 3 Groove 4 1st groove part 4a Plane 5 2nd groove part 5a Curved surface

Claims (8)

トレッド面に溝が設けられたトレッド部を有するタイヤであって、
前記溝は、前記トレッド面からタイヤ半径方向内側に延びる一対の平行な平面により一定の溝幅を有する第１溝部と、前記第１溝部よりもタイヤ半径方向内側で前記第１溝部よりも大きい溝幅を有する第２溝部とを含み、
前記第２溝部は、溝幅方向に湾曲する曲面を含む、
タイヤ。 A tire having a tread portion provided with a groove on a tread surface,
The groove has a first groove portion having a constant groove width by a pair of parallel flat surfaces extending inward in the tire radial direction from the tread surface, and a groove larger than the first groove portion on the inner side in the tire radial direction than the first groove portion. A second groove having a width,
The second groove includes a curved surface that curves in the groove width direction.
tire. 前記第２溝部の溝幅は、前記第１溝部の溝幅の１．３〜３．０倍である、請求項１に記載のタイヤ。   The tire according to claim 1, wherein the groove width of the second groove portion is 1.3 to 3.0 times the groove width of the first groove portion. 前記第１溝部のタイヤ半径方向長さは、前記溝の最大溝深さの１５％〜７０％である、請求項１又は２に記載のタイヤ。   The tire according to claim 1 or 2, wherein a length of the first groove portion in a tire radial direction is 15% to 70% of a maximum groove depth of the groove. 前記第１溝部は、最大負荷が生じたときにも隙間を有する、請求項１ないし３のいずれかに記載のタイヤ。   The tire according to any one of claims 1 to 3, wherein the first groove portion has a gap even when a maximum load is generated. 前記溝の溝底は、溝幅方向の中央が最もタイヤ半径方向内側に位置している、請求項１ないし４のいずれかに記載のタイヤ。   The tire according to any one of claims 1 to 4, wherein the groove bottom of the groove is located in the innermost radial direction of the tire in the center in the groove width direction. 前記溝は、前記トレッド部のトレッド端に開口する横溝である、請求項１ないし５のいずれかに記載のタイヤ。   The tire according to any one of claims 1 to 5, wherein the groove is a lateral groove that opens to a tread end of the tread portion. 前記第１溝部のタイヤ軸方向長さは、前記横溝のタイヤ軸方向長さの７０％以上である、請求項６に記載のタイヤ。   The tire according to claim 6, wherein a length of the first groove portion in the tire axial direction is 70% or more of a length of the lateral groove in the tire axial direction. 前記溝は、前記第１溝部の溝幅及び前記第２溝部の溝幅が、前記溝の長手方向に同一である、請求項１ないし７のいずれかに記載のタイヤ。   The tire according to any one of claims 1 to 7, wherein a groove width of the first groove portion and a groove width of the second groove portion are the same in a longitudinal direction of the groove.
JP2018074061A 2018-04-06 2018-04-06 tire Active JP7067216B2 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
JP2018074061A JP7067216B2 (en) 2018-04-06 2018-04-06 tire
US16/297,762 US11148472B2 (en) 2018-04-06 2019-03-11 Tyre
EP19162634.0A EP3549794B1 (en) 2018-04-06 2019-03-13 Tyre
CN201910221937.4A CN110341394B (en) 2018-04-06 2019-03-22 Tyre for vehicle wheels
US17/480,662 US20220001698A1 (en) 2018-04-06 2021-09-21 Tyre

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2018074061A JP7067216B2 (en) 2018-04-06 2018-04-06 tire

Publications (2)

Publication Number Publication Date
JP2019182148A true JP2019182148A (en) 2019-10-24
JP7067216B2 JP7067216B2 (en) 2022-05-16

Family

ID=68339003

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2018074061A Active JP7067216B2 (en) 2018-04-06 2018-04-06 tire

Country Status (1)

Country Link
JP (1) JP7067216B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112918194A (en) * 2021-03-18 2021-06-08 正新橡胶（中国）有限公司 Pneumatic tire and vehicle

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4837801A (en) * 1971-09-15 1973-06-04
JPS5861008A (en) * 1981-10-01 1983-04-11 Sumitomo Rubber Ind Ltd Radial tire inflated by air for heavy vehicle
US4703787A (en) * 1985-06-26 1987-11-03 Pirelli Coordinamento Pneumatici S.P.A. Tires having a low absorption of rolling resistance for vehicle wheels
JP2001055024A (en) * 1999-08-16 2001-02-27 Katsuo Midorikawa Water repellent tire
EP2191984A2 (en) * 2008-11-26 2010-06-02 Continental Reifen Deutschland GmbH Pneumatic tyre for a vehicle
JP2014037194A (en) * 2012-08-14 2014-02-27 Toyo Tire & Rubber Co Ltd Pneumatic tire
EP3130481A1 (en) * 2015-08-11 2017-02-15 Continental Reifen Deutschland GmbH Pneumatic tyre for a vehicle

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4837801A (en) * 1971-09-15 1973-06-04
JPS5861008A (en) * 1981-10-01 1983-04-11 Sumitomo Rubber Ind Ltd Radial tire inflated by air for heavy vehicle
US4703787A (en) * 1985-06-26 1987-11-03 Pirelli Coordinamento Pneumatici S.P.A. Tires having a low absorption of rolling resistance for vehicle wheels
JP2001055024A (en) * 1999-08-16 2001-02-27 Katsuo Midorikawa Water repellent tire
EP2191984A2 (en) * 2008-11-26 2010-06-02 Continental Reifen Deutschland GmbH Pneumatic tyre for a vehicle
JP2014037194A (en) * 2012-08-14 2014-02-27 Toyo Tire & Rubber Co Ltd Pneumatic tire
EP3130481A1 (en) * 2015-08-11 2017-02-15 Continental Reifen Deutschland GmbH Pneumatic tyre for a vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112918194A (en) * 2021-03-18 2021-06-08 正新橡胶（中国）有限公司 Pneumatic tire and vehicle

Also Published As

Publication number Publication date
JP7067216B2 (en) 2022-05-16

Similar Documents

Publication Publication Date Title
JP6006772B2 (en) Pneumatic tire
JP6420547B2 (en) Pneumatic tire
JP6534905B2 (en) Pneumatic tire
JP6490542B2 (en) Heavy duty tire
JP2017226366A (en) tire
WO2009096133A1 (en) Pneumatic tire
JP6599218B2 (en) Pneumatic tire
JP6130824B2 (en) Heavy duty pneumatic tire
US10981418B2 (en) Tire
JP2015217907A (en) Pneumatic tire
WO2014174830A1 (en) Pneumatic tire
JP2010116112A (en) Pneumatic tire
US20190255889A1 (en) Pneumatic tire
JP5513065B2 (en) tire
JP6423702B2 (en) Pneumatic tire
JP7067216B2 (en) tire
JP2019188850A (en) tire
JP6658934B2 (en) Heavy duty tire
JP6416024B2 (en) Pneumatic tire
US20200189323A1 (en) Pneumatic tire
JP6321458B2 (en) Pneumatic tire
US20190255890A1 (en) Pneumatic tire
JP6425531B2 (en) Pneumatic tire
JP2024049881A (en) Pneumatic tire
JP2021194921A (en) Pneumatic tire

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20210226

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20211124

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20211124

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20211227

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20220329

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20220411

R150 Certificate of patent or registration of utility model

Ref document number: 7067216

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150