JP4723939B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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Publication number
JP4723939B2
JP4723939B2 JP2005212624A JP2005212624A JP4723939B2 JP 4723939 B2 JP4723939 B2 JP 4723939B2 JP 2005212624 A JP2005212624 A JP 2005212624A JP 2005212624 A JP2005212624 A JP 2005212624A JP 4723939 B2 JP4723939 B2 JP 4723939B2
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Prior art keywords
protrusion
land portion
main groove
tire
side wall
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JP2007030547A (en
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正敏 桃津
冨田　　新
壮人 中山
弘之 勝野
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Bridgestone Corp
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Bridgestone Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C2011/1338—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising protrusions

Description

本発明は、空気入りタイヤに関し、特に装着車両の制動性能を向上させる（制動距離を短縮させる）空気入りタイヤに関する。   The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire that improves the braking performance of a mounted vehicle (shortens the braking distance).

近年、ブレーキ装置の制動力を高める手段としてアンチロックブレーキシステム（以下、「ＡＢＳ」という。）を備えた車両が普及している。ＡＢＳには様々な方式が存在するが、いずれも制動中に車輪速度を計測し、タイヤがロックする前にブレーキを緩和し、再度ブレーキをかけるという動作を、繰り返し制御することにより、制動距離の短縮、制動中の車両挙動を安定させるシステムである。このＡＢＳの制動性能を向上させるために、従来は、トレッドゴムを変更したり、パターン剛性を高めるといった手法が用いられていた（例えば、特許文献１参照）。
特開２００２−２４８９０４号公報 In recent years, vehicles equipped with an anti-lock brake system (hereinafter referred to as “ABS”) have become widespread as means for increasing the braking force of a brake device. There are various types of ABS, but all of them measure the wheel speed during braking, relax the brake before the tire locks, and repeat the operation of applying the brake again. This system stabilizes vehicle behavior during shortening and braking. In order to improve the braking performance of the ABS, conventionally, techniques such as changing the tread rubber or increasing the pattern rigidity have been used (for example, see Patent Document 1).
JP 2002-248904 A

しかしながら、制動性能を向上させようとしてトレッドゴムを変更した場合には、転がり抵抗の増大を招く等の問題を招くことが多かった。また、制動性能を向上させようとして、単に陸部剛性を高めた場合には、一般にタイヤ軸方向のエッジ成分が減少したり、ネガティブ（溝部）面積が減少したりして、湿潤路面での操縦安定性が悪化する等の問題があった。   However, when the tread rubber is changed in order to improve the braking performance, problems such as an increase in rolling resistance are often caused. In addition, when simply improving the rigidity of the land to improve the braking performance, the edge component in the tire axial direction generally decreases or the negative (groove) area decreases, so that the maneuvering on the wet road surface is reduced. There were problems such as deterioration of stability.

なお、上記した従来例は、湿潤路面での操縦安定性を悪化させることなく制動性能を向上させようとする技術であるが、これはパターン剛性が大きいタイヤを前輪に用い、パターン剛性が小さいタイヤを後輪に用いているものである。
本発明は、上記事実を考慮して、操縦安定性を悪化させることなく、乾燥路面及び湿潤路面での制動性能を向上させることを目的とする。 The above-described conventional example is a technique for improving the braking performance without deteriorating the steering stability on the wet road surface. This is a tire using a tire having a high pattern rigidity as a front wheel and a low pattern rigidity. Is used for the rear wheel.
In view of the above facts, the present invention aims to improve braking performance on dry and wet road surfaces without deteriorating steering stability.

車両は、タイヤと路面の間で力を発生することで制動もしくは駆動する。この際の力は、簡単には、Ｆ＝μ×Ｗで記述される。ここで、μは摩擦係数、Ｗは荷重である。制動時と駆動時では車両の重量バランスが変わるため、タイヤ１本にかかる荷重Ｗは変動するし、車両によっても異なる。したがって、タイヤ性能として制駆動性能の向上を狙うには、μの向上狙うことが有効であることが分かる。   The vehicle is braked or driven by generating a force between the tire and the road surface. The force at this time is simply described as F = μ × W. Here, μ is a friction coefficient and W is a load. Since the weight balance of the vehicle changes during braking and driving, the load W applied to one tire varies and varies depending on the vehicle. Therefore, it can be seen that it is effective to improve μ in order to improve the braking / driving performance as the tire performance.

ここで、μの大小に大きな影響を与える要因の一つにブロック剛性がある。制動時にはブロックの蹴り出し側（後に接地する側）から踏み込み側（先に接地する側）へ向かう力がブロックに作用するため、ブロックは、剪断変形と曲げ変形をする。
その際にブロック剛性が小さいと曲げ変形が増大してしまい、所謂倒れこみが発生するので接地性が悪化し、力が減少してしまう、即ちμが低下してしまう。 Here, one of the factors that greatly affects the size of μ is the block rigidity. During braking, a force from the kicking side of the block (the side to be grounded later) to the stepping side (the side to be grounded first) acts on the block, so that the block undergoes shear deformation and bending deformation.
In this case, if the block rigidity is small, bending deformation increases and so-called collapse occurs, so that the ground contact property is deteriorated and the force is reduced, that is, μ is lowered.

さらに、路面の摩擦係数が高い場合、制駆動によるブロックの倒れ込みが更に大きくなり、入力入り側のブロックエッジ、もしくはサイプが施されている場合は、入力入り側サイプエッジが路面に巻き込まれる変形が起こる。以下、この変形を巻き込み変形と呼ぶ。   In addition, when the road surface friction coefficient is high, the block collapses further due to braking / driving, and when the input entry side block edge or sipe is applied, the input entry side sipe edge is deformed into the road surface. . Hereinafter, this deformation is referred to as entanglement deformation.

即ち、図１６に示すように、ブレーキ時、ブロック１００の踏面側に路面から入力ＢＦが入ると、蹴り出し側付近で局所的に大変形して倒れこみが発生し、蹴出端１０２は陸部下側へ巻き込まれると共に、周方向溝側の陸部側壁は、蹴出端１０２から踏込み端側へ若干離れた位置において、踏面の近傍にて周方向主溝側へ膨出変形していることが分かる。   That is, as shown in FIG. 16, when an input BF enters from the road surface to the tread side of the block 100 at the time of braking, a large deformation occurs locally in the vicinity of the kicking side, causing a collapse, and the kicking end 102 is landed. The land side wall on the circumferential groove side is bulged and deformed to the circumferential main groove side in the vicinity of the tread surface at a position slightly away from the kicking end 102 to the depression end side. I understand.

発明者は、種々の実験検討を重ねた結果、ブロックの形状を最適化することで、ブレーキ時の蹴出端の巻き込みを抑制できることを見出した。   As a result of various experimental studies, the inventor has found that by optimizing the shape of the block, it is possible to prevent the kick end from being caught during braking.

請求項１に記載の発明は、上記事実に鑑みてなされたものであって、トレッドに周方向主溝及び横主溝によって区画された複数の陸部を備えた空気入りタイヤであって、前記陸部の周方向主溝側の側壁には、少なくとも新品時の踏面から溝底方向へ延びる突起が、前記陸部の蹴り出し端から突出しないように形成され、前記突起は、周方向主溝側への突出寸法が溝底に向けて漸減されており、前記突起のタイヤ周方向中心線は、前記陸部の蹴り出し端から踏込み端に向けて前記側壁のタイヤ周方向の長さの８．３〜１８．８％の範囲内に位置し、前記陸部を踏面側から見たときの前記突起の前記側壁と連結する部分の長さは、下限値が前記側壁のタイヤ周方向の長さの４．１％以上に設定されている、ことを特徴としている。 Invention of Claim 1 was made | formed in view of the said fact, Comprising: It is a pneumatic tire provided with the several land part divided by the circumferential direction main groove and the horizontal main groove in the tread, On the side wall on the circumferential main groove side of the land portion, at least a protrusion extending in the groove bottom direction from the tread surface at the time of a new product is formed so as not to protrude from the kicking end of the land portion, and the protrusion is formed in the circumferential main groove. The projecting dimension toward the side is gradually reduced toward the groove bottom, and the tire circumferential center line of the projection is 8 times the tire circumferential length of the side wall from the kicking end of the land portion toward the stepping end. The length of the portion of the projection that is located within the range of 3 to 18.8% and is connected to the side wall of the protrusion when the land portion is viewed from the tread side is the lower limit of the length of the side wall in the tire circumferential direction. It is characterized by being set to 4.1% or more.

次に、請求項１に記載の空気入りタイヤの作用を説明する。
請求項１に記載の空気入りタイヤのように、陸部の周方向主溝側の側壁に、少なくとも新品時の踏面から溝底方向へ延びる突起を、陸部の蹴り出し端から突出しないように形成して、突起のタイヤ周方向中心線を陸部の蹴り出し端から踏込み端に向けて側壁のタイヤ周方向の長さの８．３〜１８．８％の範囲内に配置し、陸部を踏面側から見たときの突起の側壁と連結する部分の長さを側壁のタイヤ周方向の長さの４．１％以上に設定することにより、ブレーキ時において巻き込みによる変形の大きな部位、即ち、陸部の蹴り出し端付近であって、蹴り出し端からは踏込み端側へ若干ずれた部位の踏面近傍の周方向主溝側へのゴム膨出を抑制できる。 Next, the operation of the pneumatic tire according to claim 1 will be described.
As in the pneumatic tire according to claim 1, at least a protrusion extending in the groove bottom direction from the tread surface at the time of a new product is not protruded from the kicking end of the land portion on the side wall on the circumferential main groove side of the land portion. And forming the tire circumferential center line of the protrusion within the range of 8.3 to 18.8% of the tire circumferential length of the side wall from the kicking end to the stepping end of the land portion, By setting the length of the portion connected to the side wall of the protrusion when viewed from the tread side to 4.1% or more of the length in the tire circumferential direction of the side wall, Further, it is possible to suppress the rubber bulging to the circumferential main groove side in the vicinity of the tread surface near the kicking end of the land portion and slightly shifted from the kicking end to the stepping end side.

このようにして、蹴り出し端近傍の周方向主溝側へのゴム膨出変形を起き難くすることで、ブレーキ時の蹴り出し端部分の巻き込み変形を抑制することができ、その結果、陸部の路面への接地性が向上して、制動力の低下を抑制することができる。   In this way, the rubber bulging deformation toward the circumferential main groove in the vicinity of the kicking end is made difficult to occur, so that the rolling deformation of the kicking end portion during braking can be suppressed, and as a result, the land portion The grounding property to the road surface can be improved, and a reduction in braking force can be suppressed.

なお、突起のタイヤ周方向中心線が、陸部の蹴り出し端から踏込み端に向けて側壁のタイヤ周方向の長さの８．３％未満の位置にある場合、及び１８．８％を超える位置にある場合には、蹴り出し端近傍の周方向主溝側へのゴム膨出変形を抑制できなくなり、ブレーキ時の蹴り出し端部分の巻き込み量を抑制できなくなる虞がある。   When the tire circumferential center line of the protrusion is located at a position less than 8.3% of the length of the side wall in the tire circumferential direction from the kicking end to the stepping end of the land, and exceeds 18.8% If it is, the rubber bulging deformation toward the circumferential main groove in the vicinity of the kicking end cannot be suppressed, and there is a possibility that the amount of winding of the kicking end part during braking cannot be suppressed.

また、突起の側壁と連結する部分の長さが、側壁のタイヤ周方向の長さの４．１％未満になると、突起が小さすぎて蹴り出し端近傍の周方向主溝側へのゴム膨出変形を抑制できなくなり、ブレーキ時の蹴り出し端部分の巻き込み量を抑制できなくなる虞がある。
一方、突起の側壁と連結する部分の長さの上限は、側壁のタイヤ周方向の長さの２０．８％である。これ以上長くすると、周方向主溝の溝体積が減少し、排水性に悪影響を与える虞がある。
なお、突起が陸部の蹴出端から横主溝内に突出すると、突起自身が巻き込みを起す虞がある。
ことろで、陸部は、摩耗するにしたがって相対的に陸部剛性が向上し、新品時対比で倒れ込み変形が少なくなり、巻き込み量も減少する。したがって、突起の周方向主溝側への突出寸法を溝底に向けて漸減することで突起の踏面に沿った断面積を踏面から溝底へ向けて漸減させ、突起による補強効果を陸部剛性の向上に伴って減少させても良いことになる。
ウエット性能は、周方向主溝の排水性能によって影響を受ける。したがって、周方向主溝内に突出する突起の体積は小さい方が好ましい。突起の踏面に沿った断面積を踏面から溝底へ向けて漸減させることは、周方向主溝の溝体積に占める突起の体積を減少させることになるので好ましい態様である。 If the length of the portion connected to the side wall of the protrusion is less than 4.1% of the length of the side wall in the tire circumferential direction, the protrusion is too small and the rubber bulges toward the circumferential main groove near the kicking end. There is a possibility that the deformation cannot be suppressed and the amount of entanglement at the kicking-out end portion during braking cannot be suppressed.
On the other hand, the upper limit of the length of the portion connected to the side wall of the protrusion is 20.8% of the length of the side wall in the tire circumferential direction. If it is longer than this, the groove volume of the circumferential main groove is reduced, which may adversely affect drainage.
In addition, if the projection protrudes into the horizontal main groove from the kicking end of the land portion, the projection itself may be involved.
Of course, as the land wears, the rigidity of the land is relatively improved, and the collapse of the land is less than that of a new product, and the amount of entrainment is also reduced. Therefore, by gradually reducing the protrusion dimension of the protrusion toward the circumferential main groove toward the groove bottom, the cross-sectional area along the tread surface of the protrusion is gradually decreased from the tread surface toward the groove bottom, and the reinforcing effect of the protrusion is increased by the rigidity of the land. It may be decreased as the improvement is made.
The wet performance is affected by the drainage performance of the circumferential main groove. Therefore, it is preferable that the volume of the protrusion protruding into the circumferential main groove is small. Decreasing the cross-sectional area along the tread surface of the protrusion from the tread surface toward the groove bottom is a preferable mode because the volume of the protrusion in the groove volume of the circumferential main groove is reduced.

請求項２に記載の発明は、請求項１に記載の空気入りタイヤにおいて、前記陸部の蹴出端は、タイヤ軸方向に対して１５°以上の角度で傾斜しており、前記突起は、前記陸部を踏面側から見たときの鋭角部側にのみ形成され、鈍角部側には形成されていない、ことを特徴としている。   The invention according to claim 2 is the pneumatic tire according to claim 1, wherein a kicking end of the land portion is inclined at an angle of 15 ° or more with respect to a tire axial direction, and the protrusion is The land portion is formed only on the acute angle portion side when viewed from the tread surface side, and is not formed on the obtuse angle portion side.

次に、請求項２に記載の空気入りタイヤの作用を説明する。
陸部の蹴出端がタイヤ軸方向に対して１５°以上の角度で傾斜している場合に踏面を平面視すると、陸部の一方の角部分は鋭角となり、他方の角部分は鈍角となる。 Next, the operation of the pneumatic tire according to claim 2 will be described.
When the tread of the land portion is inclined at an angle of 15 ° or more with respect to the tire axial direction, when the tread is viewed in plan, one corner portion of the land portion becomes an acute angle and the other corner portion becomes an obtuse angle. .

陸部のうちで、蹴出端がタイヤ軸方向に対して１５°以上の角度で傾斜して形成された鋭角部分は、鈍角部分に比較して剛性が低いため変形し易い。このような場合、ブレーキ時、蹴出端のなかでも鋭角側に巻き込みが生じ、鈍角側では巻き込みを生じないので、突起は、鋭角側の側壁にのみ設ければ良く、排水性の観点からも鈍角側の側壁に突起を設ける必要は無くなる。   Among the land portions, an acute angle portion formed by inclining the kick end at an angle of 15 ° or more with respect to the tire axial direction is easily deformed because the rigidity is lower than that of the obtuse angle portion. In such a case, at the time of braking, entanglement occurs on the acute angle side at the kicking end, and no entanglement occurs on the obtuse angle side, so the protrusions need only be provided on the acute angle side wall, also from the viewpoint of drainage There is no need to provide a protrusion on the obtuse angle side wall.

請求項３に記載の発明は、請求項１または請求項２に記載の空気入りタイヤにおいて、前記突起は、踏面から溝底に向けて延びており、新品時の踏面から溝底方向へ計測する前記突起の長さ寸法は、前記陸部の高さ寸法の５０％以上に設定されている、ことを特徴としている。   According to a third aspect of the present invention, in the pneumatic tire according to the first or second aspect, the projection extends from the tread surface toward the groove bottom, and is measured from the tread surface when it is new to the groove bottom direction. The length dimension of the said protrusion is set to 50% or more of the height dimension of the said land part, It is characterized by the above-mentioned.

次に、請求項３に記載の空気入りタイヤの作用を説明する。
前述したように、ブレーキ時に、陸部の側壁が周方向主溝側へ膨出するのは、蹴り出し端からは踏込み端側へ若干ずれた部位の踏面近傍である。
したがって、突起は、踏面から溝底側へ向けてある程度の長さを必要とする。 Next, the operation of the pneumatic tire according to claim 3 will be described.
As described above, at the time of braking, the side wall of the land portion bulges toward the circumferential main groove side in the vicinity of the tread surface at a position slightly shifted from the kicking end to the stepping end side.
Therefore, the protrusion needs a certain length from the tread surface toward the groove bottom side.

ここで、新品時の踏面から溝底方向へ計測する突起の長さ寸法が、陸部の高さ寸法の５０％未満では、上記膨出変形を抑えることができなくなり、よって、蹴り出し端の巻き込みを抑制できなくなる虞がある。   Here, if the length dimension of the protrusion measured from the tread surface at the time of a new article to the groove bottom direction is less than 50% of the height dimension of the land portion, the bulging deformation cannot be suppressed. There is a possibility that entrainment cannot be suppressed.

請求項４に記載の発明は、トレッドに周方向主溝及び横主溝によって区画された複数の陸部を備え、前記陸部がタイヤ幅方向に横断するサイプで複数の小陸部に分割されている空気入りタイヤであって、前記小陸部の周方向主溝側の側壁には、少なくとも新品時の踏面から溝底方向へ延びる突起が、前記小陸部の蹴り出し端から突出しないように形成され、前記突起のタイヤ周方向中心線は、前記小陸部の蹴り出し端から踏込み端に向けて前記側壁のタイヤ周方向の長さの８．３〜１８．８％の範囲内に位置し、前記小陸部を踏面側から見たときの前記突起の前記側壁と連結する部分の長さは、下限値が前記側壁のタイヤ周方向の長さの４．１％以上に設定されている、ことを特徴としている。   According to a fourth aspect of the present invention, a tread is provided with a plurality of land portions defined by a circumferential main groove and a lateral main groove, and the land portions are divided into a plurality of small land portions by sipes traversing in the tire width direction. A projection extending in the groove bottom direction from the tread surface at the time of a new article does not protrude from the kicking end of the small land portion on the side wall on the circumferential main groove side of the small land portion. And the center line in the tire circumferential direction of the protrusion is within a range of 8.3 to 18.8% of the length in the tire circumferential direction of the side wall from the kicking end to the stepping end of the small land portion. The lower limit of the length of the portion of the projection that is positioned and connected to the side wall of the projection when the small land portion is viewed from the tread side is set to 4.1% or more of the length of the side wall in the tire circumferential direction. It is characterized by that.

次に、請求項４に記載の空気入りタイヤの作用を説明する。
請求項４に記載の空気入りタイヤのように、陸部をタイヤ幅方向に横断するサイプで複数の小陸部に分割した場合、小陸部の周方向主溝側の側壁に、少なくとも新品時の踏面から溝底方向へ延びる突起を、小陸部の蹴り出し端から突出しないように形成して、突起のタイヤ周方向中心線を小陸部の蹴り出し端から踏込み端に向けて側壁のタイヤ周方向の長さの８．３〜１８．８％の範囲内に配置し、小陸部を踏面側から見たときの突起の側壁と連結する部分の長さを側壁のタイヤ周方向の長さの４．１％以上に設定することにより、ブレーキ時において巻き込みによる変形の大きな部位、即ち、小陸部の蹴り出し端付近であって、蹴り出し端からは踏込み端側へ若干ずれた部位の踏面近傍の周方向主溝側へのゴム膨出を抑制できる。 Next, the operation of the pneumatic tire according to claim 4 will be described.
When the land portion is divided into a plurality of small land portions by a sipe traversing in the tire width direction as in the pneumatic tire according to claim 4, at least when a new article is formed on the side wall on the circumferential main groove side of the small land portion. A protrusion extending from the tread surface toward the groove bottom is formed so as not to protrude from the kicking end of the small land portion, and the center line in the tire circumferential direction of the protrusion is directed from the kicking end of the small land portion to the stepping end of the side wall. It is arranged within the range of 8.3 to 18.8% of the length in the tire circumferential direction, and the length of the portion connected to the side wall of the projection when the small land portion is viewed from the tread side is set in the tire circumferential direction of the side wall. By setting the length to 4.1% or more of the length, a portion where deformation due to entrainment is large during braking, that is, near the kicking end of the small land, and slightly shifted from the kicking end to the stepping end side. The rubber bulge to the circumferential main groove side in the vicinity of the tread surface of the part can be suppressed.

このようにして、蹴り出し端近傍の周方向主溝側へのゴム膨出変形を起き難くすることで、ブレーキ時の蹴り出し端部分の巻き込み変形を抑制することができ、その結果、小陸部の路面への接地性が向上して、制動力の低下を抑制することができる。
なお、突起のタイヤ周方向中心線が、小陸部の蹴り出し端から踏込み端に向けて側壁のタイヤ周方向の長さの８．３％未満の位置にある場合、及び１８．８％を超える位置にある場合には、蹴り出し端近傍の周方向主溝側へのゴム膨出変形を抑制できなくなり、ブレーキ時の蹴り出し端部分の巻き込み量を抑制できなくなる虞がある。 In this way, the rubber bulging deformation toward the circumferential main groove in the vicinity of the kicking end is made difficult to occur, so that the rolling deformation of the kicking end portion during braking can be suppressed. The grounding property to the road surface of a part improves and the fall of braking force can be suppressed.
In the case where the tire circumferential center line of the protrusion is at a position less than 8.3% of the length of the side wall in the tire circumferential direction from the kicking end to the stepping end of the small land, and 18.8% If the position is beyond the limit, the rubber bulging deformation toward the circumferential main groove in the vicinity of the kick-out end cannot be suppressed, and the amount of entrapping at the kick-out end during braking may not be suppressed.

また、突起の側壁と連結する部分の長さが、側壁のタイヤ周方向の長さの４．１％未満になると、突起が小さすぎて蹴り出し端近傍の周方向主溝側へのゴム膨出変形を抑制できなくなり、ブレーキ時の蹴り出し端部分の巻き込み量を抑制できなくなる虞がある。
一方、突起の側壁と連結する部分の長さの上限は、側壁のタイヤ周方向の長さの２０．８％である。これ以上長くすると、周方向主溝の溝体積が減少し、排水性に悪影響を与える虞がある。 If the length of the portion connected to the side wall of the protrusion is less than 4.1% of the length of the side wall in the tire circumferential direction, the protrusion is too small and the rubber bulges toward the circumferential main groove near the kicking end. There is a possibility that the deformation cannot be suppressed and the amount of entanglement at the kicking-out end portion during braking cannot be suppressed.
On the other hand, the upper limit of the length of the portion connected to the side wall of the protrusion is 20.8% of the length of the side wall in the tire circumferential direction. If it is longer than this, the groove volume of the circumferential main groove is reduced, which may adversely affect drainage.

請求項５に記載の発明は、請求項４に記載の空気入りタイヤにおいて、前記小陸部の蹴出端は、タイヤ軸方向に対して１５°以上の角度で傾斜しており、前記突起は、前記小陸部を踏面側から見たときの鋭角部側にのみ形成され、鈍角部側には形成されていない、ことを特徴としている。   According to a fifth aspect of the present invention, in the pneumatic tire according to the fourth aspect, the kicking end of the small land portion is inclined at an angle of 15 ° or more with respect to the tire axial direction, and the protrusion is The small land portion is formed only on the acute angle side when viewed from the tread side, and is not formed on the obtuse angle side.

次に、請求項５に記載の空気入りタイヤの作用を説明する。
小陸部の蹴出端がタイヤ軸方向に対して１５°以上の角度で傾斜している場合に踏面を平面視すると、小陸部の一方の角部分は鋭角となり、他方の角部分は鈍角となる。 Next, the operation of the pneumatic tire according to claim 5 will be described.
When the tread of the small land portion is inclined at an angle of 15 ° or more with respect to the tire axial direction, when the tread is viewed in plan, one corner portion of the small land portion is an acute angle and the other corner portion is an obtuse angle. It becomes.

小陸部の鋭角部分は鈍角部分に比較して剛性が低いため変形し易い。したがって、ブレーキ時、蹴出端のなかでも鋭角側に巻き込みが生じ、鈍角側では巻き込みを生じない。
したがって、このような場合には、鋭角側の側壁にのみ突起を設ければ良く、鈍角側の側壁に突起を設ける必要は排水性の観点かも設ける必要は無くなる。 The acute angle portion of the small land portion is less rigid than the obtuse angle portion, and thus easily deforms. Therefore, at the time of braking, entanglement occurs on the acute angle side at the kicking end, and no entanglement occurs on the obtuse angle side.
Therefore, in such a case, it is only necessary to provide a protrusion only on the acute-angle side wall, and it is not necessary to provide a protrusion on the obtuse-angle side wall from the viewpoint of drainage.

請求項６に記載の発明は、請求項４または請求項５に記載の空気入りタイヤにおいて、新品時の踏面から溝底方向へ計測する前記突起の長さ寸法は、前記小陸部の高さ寸法の５０％以上に設定されている、ことを特徴としている。 According to a sixth aspect of the present invention, in the pneumatic tire according to the fourth or fifth aspect, the length dimension of the protrusion measured from the tread surface to the groove bottom in the new article is the height of the small land portion. It is characterized by being set to 50% or more of the dimension.

次に、請求項６に記載の空気入りタイヤの作用を説明する。
前述したように、ブレーキ時に、小陸部の側壁が周方向主溝側へ膨出するのは、蹴り出し端からは踏込み端側へ若干ずれた部位の踏面近傍である。
したがって、突起は、踏面から溝底側へ向けてある程度の長さを必要とする。 Next, the operation of the pneumatic tire according to claim 6 will be described.
As described above, at the time of braking, the side wall of the small land portion bulges toward the circumferential main groove side in the vicinity of the tread surface at a portion slightly shifted from the kicking end to the stepping end side.
Therefore, the protrusion needs a certain length from the tread surface toward the groove bottom side.

ここで、新品時の踏面から溝底方向へ計測する突起の長さ寸法が、小陸部の高さ寸法の５０％未満では、上記膨出変形を抑えることができなくなり、よって、蹴り出し端の巻き込みを抑制できなくなる虞がある。   Here, when the length dimension of the projection measured from the tread surface at the time of a new article to the groove bottom direction is less than 50% of the height dimension of the small land portion, the bulging deformation cannot be suppressed, and therefore the kicking end There is a possibility that it becomes impossible to suppress the entrainment of.

請求項７に記載の発明は、請求項１乃至請求項６の何れか１項に記載の空気入りタイヤにおいて、前記突起の周方向主溝側への突出寸法は、前記周方向主溝の溝幅の１０％以上５０％未満に設定されている、ことを特徴とする。   The invention according to claim 7 is the pneumatic tire according to any one of claims 1 to 6, wherein the protrusion dimension of the protrusion toward the circumferential main groove is a groove of the circumferential main groove. The width is set to be 10% or more and less than 50% of the width.

次に、請求項７に記載の空気入りタイヤの作用を説明する。
突起の周方向主溝側への突出寸法が周方向主溝の溝幅の１０％未満になると、突起が小さすぎて蹴り出し端近傍の周方向主溝側へのゴム膨出変形を抑制できなくなり、ブレーキ時の蹴り出し端部分の巻き込み量を抑制できなくなる虞がある。 Next, the operation of the pneumatic tire according to claim 7 will be described.
If the protrusion dimension of the protrusion toward the circumferential main groove is less than 10% of the groove width of the circumferential main groove, the protrusion is too small to suppress the rubber bulging deformation toward the circumferential main groove near the kicking end. There is a risk that the amount of entanglement at the kicking-out end portion during braking cannot be suppressed.

一方、突起の周方向主溝側への突出寸法が大きすぎると、周方向主溝の排水性が低下し、ウエット性能の低下を招くことになる。したがって、突起の周方向主溝側への突出寸法の最大値は、ウエット性能を考慮すると、周方向主溝の溝幅の５０％未満に設定することが好ましい。   On the other hand, when the protrusion dimension of the protrusion toward the circumferential main groove is too large, the drainage performance of the circumferential main groove is lowered and the wet performance is lowered. Accordingly, the maximum value of the protrusion dimension of the protrusion toward the circumferential main groove is preferably set to less than 50% of the groove width of the circumferential main groove in consideration of wet performance.

以上説明したように本発明の空気入りタイヤによれば、操縦安定性を悪化させることなく、制動性能を向上できる、という効果がある。   As described above, according to the pneumatic tire of the present invention, there is an effect that the braking performance can be improved without deteriorating the steering stability.

以下、本発明の実施形態を説明する前に参考例に係る空気入りタイヤを図面に基づき説明する。
［第１の参考例］
図１に示すように、第１の参考例に係る空気入りタイヤ１０は、トレッド１２に周方向主溝１４及び横主溝１６により区画された複数の陸部１８を有している。なお、図１において、Ｘは周方向、Ｙはタイヤ軸方向を夫々示しており、本参考例では横主溝１６はタイヤ軸方向Ｙと平行に形成されている。 Hereinafter, a pneumatic tire according to a reference example will be described with reference to the drawings before describing an embodiment of the present invention .
[ First Reference Example ]
As shown in FIG. 1, the pneumatic tire 10 according to the first reference example includes a plurality of land portions 18 that are partitioned by a circumferential main groove 14 and a lateral main groove 16 in a tread 12. In FIG. 1, X indicates the circumferential direction, and Y indicates the tire axial direction. In this reference example , the lateral main groove 16 is formed in parallel with the tire axial direction Y.

図１、及び図２に示すように、陸部１８の周方向主溝１４に面する側壁１８Ａには、タイヤ径方向（矢印Ｚ方向）に沿って延びる突起２０が、蹴り出し端（陸部１８が最初に接地する端部で図１の矢印Ａ方向側端部）、及び踏み込み端（図１の矢印Ａ方向とは反対側の端部））の近傍に形成されている。
この突起２０は、陸部１８の踏面に平行な断面形状が矩形であり、踏面側から溝底側へ向けて形状及び面積が一定とされているものである。 As shown in FIGS. 1 and 2, a protrusion 20 extending along the tire radial direction (arrow Z direction) is provided on the side wall 18 </ b> A facing the circumferential main groove 14 of the land portion 18. 18 is an end portion that first contacts the ground, and is formed in the vicinity of an end portion in the direction of arrow A in FIG. 1 and a stepping end (an end portion on the side opposite to the direction of arrow A in FIG. 1)).
The protrusion 20 has a rectangular cross-sectional shape parallel to the tread surface of the land portion 18 and has a constant shape and area from the tread surface side to the groove bottom side.

図３にも示すように、突起２０は、陸部１８の周方向側端部から横主溝１６へ突出しないように形成し、そのタイヤ周方向中心線ＴＣＬの位置を、陸部１８の周方向側端部から、該突起２０の形成されている側壁１８Ａの長さＬ0（踏面で計測）の８．３〜１８．８％の領域内に位置させる必要があると共に、側壁１８Ａと連結する部分（即ち、境界）の踏面に沿って計測する長さＬ1を、側壁１８Ａの長さＬ0の４．１％以上に設定する必要がある。 As shown in FIG. 3, the protrusion 20 is formed so as not to protrude from the circumferential side end of the land portion 18 to the lateral main groove 16, and the position of the tire circumferential direction center line TCL is set to the circumference of the land portion 18. It is necessary to be located within the region of 8.3 to 18.8% of the length L 0 (measured with the tread) of the side wall 18A where the projection 20 is formed from the direction side end, and connected to the side wall 18A. It is necessary to set the length L 1 measured along the tread surface of the portion (ie, boundary) to be 4.1% or more of the length L 0 of the side wall 18A.

図２に示すように、この突起２０は、踏面から溝底方向へ計測する長さ寸法Ｌ2を、陸部１８の高さ寸法Ｈの３０％以上に設定することが好ましい。なお、本参考例では、突起２０は、踏面から溝底まで形成されている（即ち、長さ寸法Ｌ2は高さ寸法Ｈの１００％）。
図３に示すように、この突起２０は、周方向主溝側への突出寸法Ｌ3を、周方向主溝１４の溝幅Ｗの１０％以上５０％未満に設定することが好ましい。 As shown in FIG. 2, the protrusion 20 preferably has a length dimension L 2 measured from the tread surface to the groove bottom direction set to 30% or more of the height dimension H of the land portion 18. In this reference example , the protrusion 20 is formed from the tread surface to the groove bottom (that is, the length dimension L 2 is 100% of the height dimension H).
As shown in FIG. 3, it is preferable that the protrusion 20 has a projecting dimension L 3 toward the circumferential main groove side set to 10% or more and less than 50% of the groove width W of the circumferential main groove 14.

（作用）
本参考例の空気入りタイヤ１０のように、陸部１８の周方向主溝側の側壁１８Ａに突起２０を形成し、突起２０のタイヤ周方向中心線ＴＣＬを陸部１８の周方向側端部から側壁１８Ａの長さＬ0の８．３〜１８．８％の領域内に配置すると共に、突起２０の側壁１８Ａと連結する部分の長さＬ1を側壁１８Ａのタイヤ周方向の長さＬ0の４．１％以上に設定することにより、ブレーキ時において、接地した陸部１８の蹴り出し端近傍の周方向主溝側へのゴム膨出を抑制することができ、これによってブレーキ時の蹴り出し端部分の巻き込み変形を抑制することができ、陸部１８の路面への接地性が向上して制動力の低下が抑制される。 (Function)
Like the pneumatic tire 10 of this reference example , the protrusion 20 is formed on the side wall 18A on the circumferential main groove side of the land portion 18, and the tire circumferential center line TCL of the protrusion 20 is set to the circumferential side end portion of the land portion 18. Is disposed within a region of 8.3 to 18.8% of the length L 0 of the side wall 18A, and the length L 1 of the portion connected to the side wall 18A of the protrusion 20 is the length L of the side wall 18A in the tire circumferential direction. By setting it to 4.1% or more of 0 , it is possible to suppress rubber bulging to the circumferential main groove side in the vicinity of the kicking end of the land portion 18 that is grounded during braking. The entanglement deformation of the kicking-out end portion can be suppressed, the ground contact property of the land portion 18 to the road surface is improved, and the reduction of the braking force is suppressed.

なお、突起２０のタイヤ周方向中心線ＴＣＬが、陸部１８の周方向端部から側壁１８Ａの長さＬ0の８．３％未満の位置にある場合、及び１８．８％を超える位置にある場合には、蹴り出し端近傍の周方向主溝側へのゴム膨出変形を抑制できなくなり、ブレーキ時の蹴り出し端部分の巻き込み量を抑制できなくなる虞がある。 It should be noted that the tire circumferential center line TCL of the protrusion 20 is located at a position less than 8.3% of the length L 0 of the side wall 18A from the circumferential end of the land portion 18 and at a position exceeding 18.8%. In some cases, the rubber bulging deformation toward the circumferential main groove in the vicinity of the kick-out end cannot be suppressed, and the amount of entanglement at the kick-out end portion during braking may not be suppressed.

また、突起２０の側壁１８Ａと連結する部分の踏面に沿って計測する長さＬ1が、側壁１８Ａの長さＬ0の４．１％未満になると、蹴り出し端近傍の周方向主溝側へのゴム膨出変形を抑制できなくなり、ブレーキ時の蹴り出し端部分の巻き込み量を抑制できなくなる虞がある。 Further, when the length L 1 measured along the tread surface of the portion connected to the side wall 18A of the protrusion 20 is less than 4.1% of the length L 0 of the side wall 18A, the circumferential main groove side in the vicinity of the kick-out end There is a possibility that the rubber bulging deformation to the rubber cannot be suppressed, and the amount of entanglement at the kicking-out end portion during braking cannot be suppressed.

前述したように、突起２０の効果を得るには、突起２０のタイヤ周方向中心線ＴＣＬの位置を陸部１８の周方向端部から最も遠くても側壁１８Ａの長さＬ0の１８．８％までであり、このとき、突起２０を陸部１８の周方向端部から突出させない前提では、突起２０の側壁１８Ａと連結する部分の踏面に沿って計測する長さＬ1は、側壁１８Ａの長さＬ0の３７．６％となる。即ち、これ以上連結部分の長さＬ1が大きくなると、突起２０が陸部１８の周方向端部から横主溝１６内に突出することになる。突起２０が陸部１８の周方向端部から横主溝１６内に突出すると、突起２０自身が巻き込みを起したり、横主溝１６の排水性を悪化させることになる。また、突起２０のタイヤ周方向の幅は、ある程度の値で効果が最も高くなり、それ以上大きくしても効果に変わりはなく、周方向主溝１４の溝体積を減少させるのみであり（排水性の悪化につながる）、また、ゴム部材の無駄使いにもなる。 As described above, in order to obtain the effect of the protrusion 20, the position of the center line TCL in the tire circumferential direction of the protrusion 20 is 18.8 which is the length L 0 of the side wall 18 A at the farthest position from the circumferential end of the land portion 18. is up to%, this time, in the assumption that does not project the projection 20 from the circumferential end portion of the land portion 18, the length L 1 to be measured along the tread surface of the portion connecting the side wall 18A of the projection 20, the side walls 18A This is 37.6% of the length L 0 . That is, when the length L 1 of the connecting portion is further increased, the protrusion 20 protrudes into the horizontal main groove 16 from the circumferential end portion of the land portion 18. When the protrusion 20 protrudes from the circumferential end of the land portion 18 into the horizontal main groove 16, the protrusion 20 itself may be caught or the drainage of the horizontal main groove 16 may be deteriorated. Further, the width of the protrusion 20 in the tire circumferential direction is most effective at a certain value, and even if the width is increased further, the effect is not changed, and only the groove volume of the circumferential main groove 14 is reduced (drainage). (This leads to deterioration of the property) and also wasteful use of the rubber member.

なお、上記参考例では、突起２０が踏面から溝底まで形成されていたが、突起２０は踏面から溝底へ向けてある範囲形成されていれば良い。例えば、図４に示すように、踏面から溝底方向へ計測する突起２０の長さ寸法Ｌ2が陸部１８の高さ寸法Ｈの３０％以上に設定されていれば、新品時から摩耗時においてもブレーキ時の蹴り出し端部分の巻き込み量を抑制できる。 In the above reference example , the protrusion 20 is formed from the tread surface to the groove bottom . However, the protrusion 20 may be formed in a certain range from the tread surface to the groove bottom. For example, as shown in FIG. 4, if the length L 2 of the projection 20 to be measured from the tread surface to the groove bottom direction is set to more than 30% of the height dimension H of the land portion 18, when worn the time of a new In this case, the amount of entanglement at the kicking-out end portion during braking can be suppressed.

ここで、踏面から溝底方向へ計測する突起２０の長さ寸法Ｌ2が陸部１８の高さ寸法Ｈの３０％未満になると、摩耗初期段階で突起２０による補強作用が不十分となり、蹴り出し端近傍の周方向主溝側へのゴム膨出変形を抑制できなくなり、その結果、ブレーキ時の蹴り出し端部分の巻き込み量を抑制できなくなる虞がある。 Here, the length L 2 of the projection 20 to be measured from the tread surface to the groove bottom direction is less than 30% of the height H of the land portion 18, the reinforcing effect of the projections 20 is insufficient in wear early stage, kicking There is a possibility that the rubber bulging deformation toward the circumferential main groove in the vicinity of the protruding end cannot be suppressed, and as a result, the amount of entanglement at the kicked-out end portion during braking cannot be suppressed.

突起２０の周方向主溝側への突出寸法Ｌ3が周方向主溝１４の溝幅Ｗの１０％未満になると、突起２０が小さすぎて蹴り出し端近傍の周方向主溝側へのゴム膨出変形を抑制できなくなり、ブレーキ時の蹴り出し端部分の巻き込み量を抑制できなくなる虞がある。
一方、突起２０の周方向主溝側への突出寸法Ｌ3が大きすぎると、周方向主溝１４の排水性が低下し、ウエット性能の低下を招くことになる。 When projecting dimension L 3 in the circumferential direction main groove side of the projection 20 is less than 10% of the groove width W of the circumferential main groove 14, the rubber in the circumferential direction main groove side edge vicinity kicking projection 20 is too small There is a possibility that the bulging deformation cannot be suppressed, and the amount of entanglement at the kicking-out end portion during braking cannot be suppressed.
On the other hand, when the projecting dimension L 3 in the circumferential direction main groove side of the projection 20 is too large, the drainage of the circumferential main grooves 14 is reduced, which leads to decrease in the wet performance.

［本発明の実施形態］
上記参考例では、突起２０の踏面に沿った断面積が踏面側から溝底に向けて一定であったが、本発明の実施形態は、図５に示すように、突起２０は周方向主溝側への突出寸法Ｌ3を溝底に向けて漸減させる構成、即ち、踏面に沿った断面積を踏面側から溝底に向けて漸減させる構成となっている。 Embodiment of the present invention
In the above reference example , the cross-sectional area along the tread surface of the protrusion 20 was constant from the tread surface side toward the groove bottom. However, in the embodiment of the present invention , as shown in FIG. configuration gradually decreasing projecting dimension L 3 to the side toward the groove bottom, that is, has a structure which gradually decreases toward a groove bottom of the cross-sectional area along the tread surface from the tread surface side.

また、上記参考例、及び実施形態では、突起２０の踏面に沿った断面形状が矩形であったが、本発明はこれに限らず、例えば、図６〜図８に示すように、矩形以外の形状であっても良い。 In the reference example and the embodiment described above , the cross-sectional shape along the tread surface of the protrusion 20 is rectangular. However, the present invention is not limited to this. For example, as shown in FIGS. It may be a shape.

また、上記実施形態では、陸部１８の周方向主溝側の側壁１８Ａがタイヤ周方向に平行であり、横主溝側の側壁１８Ｂがタイヤ軸方向に平行であったが、図９に示すように、陸部１８の向きを傾け、周方向主溝側の側壁１８Ａをタイヤ周方向に対して傾斜させ、横主溝側の側壁１８Ｂをタイヤ軸方向に対して傾斜させても良い。   In the above embodiment, the side wall 18A on the circumferential main groove side of the land portion 18 is parallel to the tire circumferential direction, and the side wall 18B on the lateral main groove side is parallel to the tire axial direction. Thus, the direction of the land portion 18 may be inclined, the side wall 18A on the circumferential main groove side may be tilted with respect to the tire circumferential direction, and the side wall 18B on the lateral main groove side may be tilted with respect to the tire axial direction.

また、上記実施形態では、陸部１８の踏面形状が矩形であったが、本発明はこれに限らず、例えば、図１０に示すように、陸部１８の踏面形状は平行四辺形でも良い。
陸部１８の踏面形状が平行四辺形の場合、陸部１８の鋭角部分は、鈍角部分に比較して剛性が低くい。特に、蹴出端がタイヤ軸方向に対して１５°以上の角度で傾斜して形成される鋭角部分は、鈍角部分に比較して特に剛性が低いため変形し易い。このような場合、ブレーキ時、蹴出端のなかでも鋭角側に巻き込みが生じ、鈍角側では巻き込みを生じないので、突起２０は、側壁１８Ａの鋭角側にのみ設ければ良く、排水性の観点からも鈍角側に設ける必要は無くなる。 Moreover, in the said embodiment, although the tread shape of the land part 18 was a rectangle, this invention is not restricted to this, For example, as shown in FIG. 10, the parallelogram may be sufficient as the tread shape of the land part 18. As shown in FIG.
When the tread shape of the land portion 18 is a parallelogram, the acute angle portion of the land portion 18 is less rigid than the obtuse angle portion. In particular, an acute angle portion formed by inclining the kick end at an angle of 15 ° or more with respect to the tire axial direction is easily deformed because the rigidity is particularly low compared to the obtuse angle portion. In such a case, at the time of braking, winding occurs on the acute angle side at the kicking end and does not occur on the obtuse angle side. Therefore, the protrusion 20 may be provided only on the acute angle side of the side wall 18A. Therefore, it is not necessary to provide on the obtuse angle side.

上記実施形態では、陸部１８の周方向両側端部付近に突起２０を形成しているが、これは、空気入りタイヤ１０の装着の向きを指定しない場合のことを考慮しているものである。空気入りタイヤ１０の装着の向きが指定されている場合（方向性パターンを有する場合）には、突起２０は蹴り出し端側にのみ形成されていれば良い。   In the said embodiment, although the protrusion 20 is formed in the circumferential direction both-sides edge part vicinity of the land part 18, this considers the case where the direction of mounting | wearing of the pneumatic tire 10 is not designated. . When the mounting direction of the pneumatic tire 10 is specified (when it has a directional pattern), the protrusions 20 need only be formed on the kicking end side.

また、上記実施形態では、陸部１８にサイプが形成されていないが、図１１、及び図１２に示すように、陸部１８にタイヤ軸方向に横断するサイプ２４形成し、陸部１８をタイヤ周方向に複数の小陸部２６に分割しても良い。この場合、陸部１８と同様の理由で各小陸部２６にもそれぞれ突起２０を設ける必要がある。なお、突起２０と小陸部２６との寸法等の関係は、前述した突起２０と陸部１８との関係と同じである。   Moreover, in the said embodiment, although the sipe is not formed in the land part 18, as shown in FIG.11 and FIG.12, the sipe 24 which crosses a tire axial direction is formed in the land part 18, and the land part 18 is a tire. It may be divided into a plurality of small land portions 26 in the circumferential direction. In this case, it is necessary to provide the projections 20 on the small land portions 26 for the same reason as the land portions 18. The relationship between the projection 20 and the small land portion 26 is the same as the relationship between the projection 20 and the land portion 18 described above.

（試験例）
効果を確かめるために、参考例の空気入りタイヤ、従来例に係る空気入りタイヤ、及び比較例に係る空気入りタイヤを用意し、実車に装着して制動試験を行った。 (Test example)
In order to confirm the effect, a pneumatic tire according to a reference example, a pneumatic tire according to a conventional example, and a pneumatic tire according to a comparative example were prepared and mounted on an actual vehicle to perform a braking test.

・試験タイヤ：タイヤサイズは１９５／６５Ｒ１４であり、トレッドの幅方向に陸部が４列形成されている。比較例、及び実施例１〜４のタイヤのトレッドのパターンは、図１５，１，９，１３，１４に示す通りである。また、従来例のタイヤは、突起の形成されていない正方形の陸部を有するものである。 Test tire: The tire size is 195 / 65R14, and four rows of land portions are formed in the width direction of the tread. The tread patterns of the tires of the comparative example and Examples 1 to 4 are as shown in FIGS. Moreover, the tire of the conventional example has a square land portion on which no protrusion is formed.

・制動試験：試験タイヤを５．５Ｊのリムに装着して内圧２００ｋＰａを充填した。試験条件は以下の通りである。
車両：ＦＦ車
装着位置：全輪
前輪荷重：３．８２Ｎ
後輪荷重：２．６Ｎ
２名乗車相当
初速：８０ｋｍ／ｈ
路面：ドライアスファルト路面
ＡＢＳ作動 Brake test: A test tire was mounted on a 5.5 J rim and filled with an internal pressure of 200 kPa. The test conditions are as follows.
Vehicle: FF vehicle mounting position: Front wheel load on all wheels: 3.82N
Rear wheel load: 2.6N
Two-seater equivalent initial speed: 80km / h
Road surface: Dry asphalt road surface ABS operation

比較評価は、上記条件下で実施した制動距離（ブレーキ作動開始から停止までに走った距離）で、従来例のタイヤを１００として指数表示した。数値は小さいほど制動距離が短く、制動性能が良好であることを示している。
結果は、以下の表１に示す通りであった。 In comparative evaluation, the braking distance (the distance traveled from the start of braking operation to the stop) performed under the above conditions was indicated as an index with the conventional tire as 100. The smaller the value, the shorter the braking distance and the better the braking performance.
The results were as shown in Table 1 below.

試験の結果から、参考例１〜４のタイヤは、従来例、及び比較例のタイヤに比較して高い制動性能を有していることが分かる。
比較例のタイヤでは、陸部の周方向主溝側の側壁に突起を形成しているが、突起のタイヤ周方向中心線の位置が蹴出端に近すぎ、ブレーキ時の巻き込みを逆に悪化させてしまった。 From the test results, it can be seen that the tires of Reference Examples 1 to 4 have higher braking performance than the tires of the conventional example and the comparative example.
In the tire of the comparative example, a protrusion is formed on the side wall on the circumferential main groove side of the land portion, but the position of the center line of the protrusion in the tire circumferential direction is too close to the kicking end, and the entrainment at the time of braking is worsened. I was allowed to.

参考例に係る空気入りタイヤのトレッドを示す平面図である。It is a top view which shows the tread of the pneumatic tire which concerns on a reference example . 図１に示す陸部の斜視図である。It is a perspective view of the land part shown in FIG. 図１に示す陸部の拡大平面図である。It is an enlarged plan view of the land part shown in FIG. 他の参考例に係る陸部の斜視図である。It is a perspective view of the land part concerning other reference examples . 本発明の実施形態に係る陸部の斜視図である。It is a perspective view of the land part concerning the embodiment of the present invention . 更に他の実施形態に係る陸部の平面図である。It is a top view of the land part concerning other embodiments. 更に他の実施形態に係る陸部の平面図である。It is a top view of the land part concerning other embodiments. 更に他の実施形態に係る陸部の平面図である。It is a top view of the land part concerning other embodiments. 更に実施形態に係る空気入りタイヤのトレッドを示す平面図である。Furthermore, it is a top view which shows the tread of the pneumatic tire which concerns on embodiment. 更に他の実施形態に係る陸部の平面図である。It is a top view of the land part concerning other embodiments. 更に他の実施形態に係る陸部の平面図である。It is a top view of the land part concerning other embodiments. 更に他の実施形態に係る陸部の平面図である。It is a top view of the land part concerning other embodiments. 参考例に係る空気入りタイヤのトレッドを示す平面図である。It is a top view which shows the tread of the pneumatic tire which concerns on a reference example . 参考例に係る空気入りタイヤのトレッドを示す平面図である。It is a top view which shows the tread of the pneumatic tire which concerns on a reference example . 従来例に係る空気入りタイヤのトレッドを示す平面図である。It is a top view which shows the tread of the pneumatic tire which concerns on a prior art example. （Ａ）はブレーキ時の陸部の変形状態を示す陸部の側面図であり、（Ｂ）はブレーキ時の陸部の変形状態を示す陸部の踏面側から見た斜視図ある。(A) is a side view of the land portion showing the deformation state of the land portion during braking, and (B) is a perspective view seen from the tread side of the land portion showing the deformation state of the land portion during braking.

１０ 空気入りタイヤ
１４ 周方向主溝
１６ 横主溝
１８ 陸部
２０ 突起
DESCRIPTION OF SYMBOLS 10 Pneumatic tire 14 Circumferential main groove 16 Horizontal main groove 18 Land part 20 Protrusion

Claims (7)

トレッドに周方向主溝及び横主溝によって区画された複数の陸部を備えた空気入りタイヤであって、
前記陸部の周方向主溝側の側壁には、少なくとも新品時の踏面から溝底方向へ延びる突起が、前記陸部の蹴り出し端から突出しないように形成され、
前記突起は、周方向主溝側への突出寸法が溝底に向けて漸減されており、
前記突起のタイヤ周方向中心線は、前記陸部の蹴り出し端から踏込み端に向けて前記側壁のタイヤ周方向の長さの８．３〜１８．８％の範囲内に位置し、
前記陸部を踏面側から見たときの前記突起の前記側壁と連結する部分の長さは、下限値が前記側壁のタイヤ周方向の長さの４．１％以上に設定されている、ことを特徴とする空気入りタイヤ。 A pneumatic tire provided with a plurality of land portions partitioned by a circumferential main groove and a horizontal main groove on a tread,
On the side wall on the circumferential main groove side of the land portion, at least a protrusion extending in the groove bottom direction from the tread surface at the time of a new article is formed so as not to protrude from the kicking end of the land portion,
The protrusion has a projecting dimension toward the circumferential main groove side gradually reduced toward the groove bottom,
The tire circumferential center line of the protrusion is located within a range of 8.3 to 18.8% of the length in the tire circumferential direction of the side wall from the kicking end of the land portion toward the stepping end,
The lower limit of the length of the portion connected to the side wall of the protrusion when the land portion is viewed from the tread side is set to 4.1% or more of the length of the side wall in the tire circumferential direction. Pneumatic tire characterized by. 前記陸部の蹴出端は、タイヤ軸方向に対して１５°以上の角度で傾斜しており、前記突起は、前記陸部を踏面側から見たときの鋭角部側にのみ形成され、鈍角部側には形成されていない、ことを特徴とする請求項１に記載の空気入りタイヤ。 The land portion kicking end is inclined at an angle of 15 ° or more with respect to the tire axial direction, and the protrusion is formed only on the acute angle portion side when the land portion is viewed from the tread surface side. The pneumatic tire according to claim 1, wherein the pneumatic tire is not formed on a portion side. 前記突起は、踏面から溝底に向けて延びており、新品時の踏面から溝底方向へ計測する前記突起の長さ寸法は、前記陸部の高さ寸法の５０％以上に設定されている、ことを特徴とする請求項１または請求項２に記載の空気入りタイヤ。 The protrusion extends from the tread surface toward the groove bottom, and the length dimension of the protrusion measured from the tread surface toward the groove bottom when new is set to 50% or more of the height dimension of the land portion. The pneumatic tire according to claim 1 or 2, characterized by the above-mentioned. トレッドに周方向主溝及び横主溝によって区画された複数の陸部を備え、前記陸部がタイヤ幅方向に横断するサイプで複数の小陸部に分割されている空気入りタイヤであって、
前記小陸部の周方向主溝側の側壁には、少なくとも新品時の踏面から溝底方向へ延びる突起が、前記小陸部の蹴り出し端から突出しないように形成され、
前記突起のタイヤ周方向中心線は、前記小陸部の蹴り出し端から踏込み端に向けて前記側壁のタイヤ周方向の長さの８．３〜１８．８％の範囲内に位置し、
前記小陸部を踏面側から見たときの前記突起の前記側壁と連結する部分の長さは、下限値が前記側壁のタイヤ周方向の長さの４．１％以上に設定されている、ことを特徴とする空気入りタイヤ。 A pneumatic tire comprising a plurality of land portions partitioned by a circumferential main groove and a horizontal main groove in a tread, wherein the land portion is divided into a plurality of small land portions by a sipe that crosses the tire width direction,
On the side wall on the circumferential main groove side of the small land portion, at least a protrusion extending in the groove bottom direction from the tread surface when new is formed so as not to protrude from the kicking end of the small land portion,
The tire circumferential center line of the protrusion is located within a range of 8.3 to 18.8% of the length in the tire circumferential direction of the side wall from the kicking end to the stepping end of the small land portion,
The length of the portion connected to the side wall of the projection when the small land portion is viewed from the tread side is set to 4.1% or more of the length in the tire circumferential direction of the side wall, A pneumatic tire characterized by that. 前記小陸部の蹴出端は、タイヤ軸方向に対して１５°以上の角度で傾斜しており、前記突起は、前記小陸部を踏面側から見たときの鋭角部側にのみ形成され、鈍角部側には形成されていない、ことを特徴とする請求項４に記載の空気入りタイヤ。 The kicking end of the small land portion is inclined at an angle of 15 ° or more with respect to the tire axial direction, and the protrusion is formed only on the acute angle portion side when the small land portion is viewed from the tread side. The pneumatic tire according to claim 4, wherein the pneumatic tire is not formed on the obtuse angle side. 新品時の踏面から溝底方向へ計測する前記突起の長さ寸法は、前記小陸部の高さ寸法の５０％以上に設定されている、ことを特徴とする請求項４または請求項５に記載の空気入りタイヤ。 The length dimension of the said protrusion measured from the tread surface at the time of a new article to a groove bottom direction is set to 50% or more of the height dimension of the said small land part, The Claim 4 or Claim 5 characterized by the above-mentioned. The described pneumatic tire. 前記突起の周方向主溝側への突出寸法は、前記周方向主溝の溝幅の１０％以上５０％未満に設定されている、ことを特徴とする請求項１乃至請求項６の何れか１項に記載の空気入りタイヤ。 The protrusion dimension of the protrusion toward the circumferential main groove is set to 10% or more and less than 50% of the groove width of the circumferential main groove. The pneumatic tire according to item 1.
JP2005212624A 2005-07-22 2005-07-22 Pneumatic tire Expired - Fee Related JP4723939B2 (en)

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JP4897777B2 (en) * 2008-11-17 2012-03-14 東洋ゴム工業株式会社 Pneumatic tire
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JP4955022B2 (en) * 2009-01-06 2012-06-20 東洋ゴム工業株式会社 Pneumatic tire
IT1396282B1 (en) * 2009-09-22 2012-11-16 Bridgestone Corp WINTER TIRE WITH INCREASED TRACTION CAPACITY ON SNOW COVERS.
KR101082958B1 (en) * 2009-11-23 2011-11-11 한국타이어 주식회사 Vehicle tire improved kerf
JP5580124B2 (en) * 2010-07-12 2014-08-27 株式会社ブリヂストン tire
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JP5501169B2 (en) * 2010-09-09 2014-05-21 株式会社ブリヂストン Pneumatic tire
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JP5753014B2 (en) * 2011-07-13 2015-07-22 株式会社ブリヂストン tire
KR101735011B1 (en) * 2016-01-19 2017-05-24 넥센타이어 주식회사 Pneumatic tire
JP6891556B2 (en) * 2017-03-14 2021-06-18 住友ゴム工業株式会社 tire
JP7027873B2 (en) * 2017-12-20 2022-03-02 住友ゴム工業株式会社 tire
JP2019214231A (en) * 2018-06-11 2019-12-19 株式会社ブリヂストン Pneumatic tire
JP7260702B2 (en) * 2018-06-11 2023-04-18 株式会社ブリヂストン pneumatic tire

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