JP5739869B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP5739869B2
JP5739869B2 JP2012504303A JP2012504303A JP5739869B2 JP 5739869 B2 JP5739869 B2 JP 5739869B2 JP 2012504303 A JP2012504303 A JP 2012504303A JP 2012504303 A JP2012504303 A JP 2012504303A JP 5739869 B2 JP5739869 B2 JP 5739869B2
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sipe
land portion
tire
portion row
central
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JPWO2011111319A1 (en
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亮一 渡部
亮一 渡部
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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
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • 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
    • B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
    • 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
    • B60C11/0304—Asymmetric patterns
    • 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
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
    • 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
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C2011/129—Sipe density, i.e. the distance between the sipes within the pattern
    • B60C2011/1295—Sipe density, i.e. the distance between the sipes within the pattern variable

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Description

本発明は、冬用空気入りタイヤに適用されるものであって、特に、雪上路面での発進加速性および制動性に優れる空気入りタイヤに関するものである。   The present invention is applied to a winter pneumatic tire, and particularly relates to a pneumatic tire excellent in starting acceleration and braking performance on a snowy road surface.

雪上路面でのタイヤのトラクション性能および制動性能を確保するために、トレッドパターンをラグ溝主体のブロック系パターンとし、各ブロックにタイヤ幅方向に複数のジグザグ状のサイプを形成することが有効であることが知られている（例えば、特開２０００−２２９５０５号公報）。   In order to ensure tire traction performance and braking performance on snowy road surfaces, it is effective to use a tread pattern as a block system pattern mainly composed of lug grooves and to form a plurality of zigzag sipes in the tire width direction in each block. It is known (for example, JP 2000-229505 A).

しかしながら、上述した従来のタイヤにおいては、ネガティブ率、サイプ密度、サイプ形状をトレッドパターンの全体にわたって均等に設計しており、雪上グリップ性能が向上する余地を残しているものであった。
そこで、本発明の目的は、雪上路面でのさらなる発進加速性および制動性に優れる空気入りタイヤを提供することにある。However, in the conventional tire described above, the negative rate, sipe density, and sipe shape are evenly designed throughout the tread pattern, leaving room for improving the grip performance on snow.
Accordingly, an object of the present invention is to provide a pneumatic tire that is further excellent in starting acceleration and braking performance on a snowy road surface.

本発明の要旨は、以下のとおりである。
（１）タイヤ赤道面を含む中央陸部列と、該中央陸部列のタイヤ幅方向両外側の中間陸部列と、該中間陸部列のタイヤ幅方向両外側の側方陸部列とを具え、各陸部列に複数のサイブが形成されているトレッドパターンを有する空気入りタイヤにおいて、
前記中央陸部列がタイヤ周方向にジグザグ状に連続して延び、該中央陸部列には、タイヤ幅方向に直線状かつ相互が平行に延びる複数のサイブが形成され、前記複数のサイブのうち少なくとも１／３の量のサイブのサイプ幅が他の陸部列に形成されているサイブのサイプ幅より広いことを特徴とする空気入りタイヤ。 The gist of the present invention is as follows.
(1) a central land portion row including a tire equator plane, an intermediate land portion row on both outer sides in the tire width direction of the central land portion row, and a lateral land portion row on both outer sides in the tire width direction of the intermediate land portion row; In a pneumatic tire having a tread pattern in which a plurality of sives are formed in each land portion row,
The central land portion row continuously extends in a zigzag shape in the tire circumferential direction, and a plurality of sives extending linearly and parallel to each other in the tire width direction are formed in the central land portion row. A pneumatic tire characterized in that the sipe width of at least one third of the sipe is wider than the sipe width of the sipe formed in another land portion row.

（２）前記中央陸部列に形成されている複数のサイプのうち少なくとも１／３の量のサイプのサイプ幅が他の陸部列に形成されているサイプのサイプ幅の１．５倍以上３．０倍以下であることを特徴とする上記（１）に記載の空気入りタイヤ。 (2) The sipe width of at least one third of the sipe formed in the central land portion row is 1.5 times or more the sipe width of the sipe formed in the other land portion row. The pneumatic tire according to (1) above, which is 3.0 times or less.

本発明の空気入りタイヤのトレッドパターンを示す図である。It is a figure which shows the tread pattern of the pneumatic tire of this invention. 参考例タイヤのトレッドパターンを示す図である。It is a figure which shows the tread pattern of a reference example tire. 比較例タイヤのトレッドパターンを示す図である。It is a figure which shows the tread pattern of a comparative example tire.

１ 中央陸部列
２ 第１周方向溝
３ 中間陸部列
４ 第１ラグ溝
５ 側方陸部列
６ 細溝
８ 第２周方向溝
１０ 第２ラグ溝
１１ 中央サイプ
１２ 第３ラグ溝
１３ 中間サイプ
１５ 側方サイプ
ＣＬ タイヤ赤道面DESCRIPTION OF SYMBOLS 1 Central land part row | line 2 1st circumferential direction groove | channel 3 Middle land part row | line | column 4 1st lug groove | channel 5 Side land part row | line | column 6 Narrow groove | channel 8 2nd circumferential direction groove | channel 10 2nd lug groove 11 Central sipe 12 3rd lug groove 13 Intermediate sipe 15 Side sipe CL Tire equator

以下に、図面を参照しながら本発明の空気入りタイヤを詳細に説明する。
図１に示すように、本発明の空気入りタイヤのトレッドパターンは、タイヤ赤道面ＣＬを含む中央陸部列１と、この中央陸部列１のタイヤ幅方向両外側の中間陸部列３、３と、この中間陸部列３、３のタイヤ幅方向両外側の側方陸部列５、５とを有している。
中央陸部列１と中間陸部列３とは、タイヤ周方向にジグザグ状に延びる第１周方向溝２によって区画されている。中間陸部列３は、第１周方向溝２に連通し、タイヤ赤道面ＣＬに対して約４５°で傾斜している第１ラグ溝４によって、ブロックに分割されている。さらに、中間陸部列３は、タイヤ周方向に隣接する第１ラグ溝４同士を接続する細溝６によって、さらにブロックに分割されている。
中間陸部列３と側方陸部列５とは、タイヤ周方向に略直線状に延びる第２周方向溝８によって区画されている。側方陸部列５は、略タイヤ幅方向に延びる第２ラグ溝１０によってブロックに分割されている。Hereinafter, the pneumatic tire of the present invention will be described in detail with reference to the drawings.
As shown in FIG. 1, the tread pattern of the pneumatic tire according to the present invention includes a central land portion row 1 including the tire equatorial plane CL, and intermediate land portion rows 3 on both outer sides in the tire width direction of the central land portion row 1. 3 and lateral land portion rows 5 and 5 on both outer sides in the tire width direction of the intermediate land portion rows 3 and 3.
The central land portion row 1 and the intermediate land portion row 3 are partitioned by a first circumferential groove 2 extending in a zigzag shape in the tire circumferential direction. The intermediate land portion row 3 is divided into blocks by a first lug groove 4 that communicates with the first circumferential groove 2 and is inclined at about 45 ° with respect to the tire equatorial plane CL. Further, the intermediate land portion row 3 is further divided into blocks by narrow grooves 6 that connect the first lug grooves 4 adjacent to each other in the tire circumferential direction.
The intermediate land portion row 3 and the side land portion row 5 are partitioned by a second circumferential groove 8 that extends substantially linearly in the tire circumferential direction. The side land portion row 5 is divided into blocks by a second lug groove 10 extending substantially in the tire width direction.

各陸部列には複数のサイプが形成されている。すなわち、中央陸部列１には、タイヤ幅方向に直線状に延びる複数の中央サイプ１１が形成され、中間陸部列３にはタイヤ幅方向にジグザグ状に延びる複数の中間サイプ１３が形成され、側方陸部列５にはタイヤ幅方向にジグザグ状に延びる複数の側方サイプ１５が形成されている。また、中央サイプ１１のうち、少なくとも１／３の量の中央サイプ１１のサイプ幅は、中間サイプ１３および側方サイプ１５のサイプ幅より広い。
なお、図１に示す例では、中央サイプ１１はタイヤ幅方向に形成されているが、中央サイプ１１は、タイヤ幅方向に対して±２０°の以下の角度を持って傾斜する場合も本発明に含まれるとする。A plurality of sipes are formed in each land portion row. That is, the central land portion row 1 is formed with a plurality of central sipes 11 extending linearly in the tire width direction, and the intermediate land portion row 3 is formed with a plurality of intermediate sipes 13 extending zigzag in the tire width direction. The side land portion row 5 is formed with a plurality of side sipes 15 extending in a zigzag shape in the tire width direction. Further, the sipe width of the central sipe 11 of at least 1/3 of the central sipe 11 is wider than the sipe width of the intermediate sipe 13 and the side sipe 15.
In the example shown in FIG. 1, the central sipe 11 is formed in the tire width direction, but the present invention is also applicable when the central sipe 11 is inclined at an angle of ± 20 ° or less with respect to the tire width direction. Included in

以下、本発明の作用を説明する。
タイヤが雪上を走るときに働く力は、前方からタイヤを押し戻す前面抵抗、雪とタイヤ間の表面摩擦力、ラグ溝の間で生成された雪柱によるせん断強さによる力（雪柱せん断力）、サイプやブロックのエッジに働くエッジ効果（引っ掻く力）の４つに大別できる。この中で、前面抵抗はタイヤのマクロ的な接地面積、荷重、雪質によって決定され、トレッドパターンによっては大きく変化しない。また、表面摩擦力はゴムの材料物性によって主に決定される。従って、トレッドパターンの設計に関しては、溝およびサイプの配置および形状が重要となる。
また、車両を発進させる際のトラクション性能には、タイヤ赤道面ＣＬ付近のトレッドパターンが主に寄与し、車両を停止させる際の制動性能には、トレッド端ＴＥ付近のトレッドショルダー部のパターンが主に寄与することが分かっている。
トラクション時の車両の荷重を前方へ押す力は、比較的低い入力であるので、グリップ力を発生させるためには雪柱せん断力より、エッジ効果が主体となる。そこで、本発明において、タイヤ赤道面ＣＬ付近の中央陸部列１に形成する中央サイプ１１を直線状にすることにより、前後方向の入力を与えたときに中央サイプ１１間の陸部（ブロック）を倒れやすくする。また、この中央サイプ１１の少なくとも１／３の量の中央サイプ１１のサイプ幅を広くすることにより、隣り合うサイプ壁同士の支え合いを小さくして、さらに、中央サイプ１１間の陸部の倒れこみを容易にする。この構成により、トラクション時に中央サイプ１１間の陸部が倒れこみ、雪面にエッジとして突き刺さり、グリップ力が向上する。なお、全ての中央サイプ１１のサイプ幅が、中間サイプ１３および側方サイプ１５のサイプ幅より広いことが、上述した効果を高める上で好ましい。
一方、中間陸部列３および側方陸部列５のパターンは、トラクション性能に寄与する部分が大きくないので、中間サイプ１３および側方サイプ１５をジグザグ状に、かつサイプ幅を薄く形成し、サイプ間の陸部の倒れこみを防止している。Hereinafter, the operation of the present invention will be described.
The force acting when the tire runs on the snow is the front resistance that pushes the tire back from the front, the surface friction force between the snow and the tire, the force due to the shear strength by the snow column generated between the lug grooves (snow column shear force) The edge effect (scratching force) that acts on the edge of a sipe or block can be roughly divided into four. Of these, the front resistance is determined by the macro contact area, load, and snow quality of the tire and does not vary greatly depending on the tread pattern. The surface frictional force is mainly determined by the material properties of rubber. Therefore, the arrangement and shape of the grooves and sipes are important for the design of the tread pattern.
In addition, the tread pattern near the tire equatorial plane CL mainly contributes to the traction performance when starting the vehicle, and the tread shoulder pattern near the tread end TE is mainly used for braking performance when stopping the vehicle. Is known to contribute to
The force that pushes the vehicle load forward at the time of traction is a relatively low input, and therefore, the edge effect is mainly used to generate the gripping force rather than the snow column shearing force. Therefore, in the present invention, the central sipe 11 formed in the central land portion row 1 in the vicinity of the tire equatorial plane CL is made linear so that the land portion (block) between the central sipe 11 is given when input in the front-rear direction is given. Make it easier to collapse. Further, by widening the sipe width of the central sipe 11 that is at least 1/3 of this central sipe 11, the support between adjacent sipe walls is reduced, and the land portion between the central sipe 11 collapses. Make garbage easy. With this configuration, the land portion between the central sipes 11 falls down during traction, and is pierced as an edge on the snow surface, thereby improving the grip. Note that it is preferable that the sipe widths of all the central sipes 11 are wider than the sipe widths of the intermediate sipe 13 and the side sipes 15 in order to enhance the above-described effects.
On the other hand, the pattern of the middle land portion row 3 and the side land portion row 5 does not have a large part that contributes to the traction performance, so the middle sipe 13 and the side sipe 15 are formed in a zigzag shape and the sipe width is reduced, Prevents land collapse between sipes.

また、中央サイプ１１の少なくとも１／３の量の中央サイプ１１のサイプ幅は、中間サイプ１３および側方サイプ１５のサイプ幅のサイプ幅の１．５倍以上３．０倍以下であることが好適である。
３．０倍超であると、中央サイプ１１間の陸部が倒れすぎてしまい、エッジ効果が低下する。一方、１．５倍未満であると、中央サイプ１１間の陸部の倒れこみを発生させる効果が十分に発揮されない。Further, the sipe width of the central sipe 11 that is at least 1/3 of the central sipe 11 is 1.5 times or more and 3.0 times or less the sipe width of the intermediate sipe 13 and the side sipe 15. Is preferred.
If it is more than 3.0 times, the land portion between the central sipes 11 falls too much, and the edge effect decreases. On the other hand, if it is less than 1.5 times, the effect of causing collapse of the land portion between the central sipes 11 is not sufficiently exhibited.

また、図１に示すように、中央陸部列１は、タイヤ周方向に連続しているリブであることが、中央サイプ１１によるエッジ効果を最大限に発揮させるために好ましい。
図２に示す参考例タイヤのトレッドパターンでは、中央陸部列１を、タイヤ幅方向に延びる第３ラグ溝１２によってブロックに区画している。 In addition, as shown in FIG. 1, the central land portion row 1 is preferably a rib continuous in the tire circumferential direction in order to maximize the edge effect by the central sipe 11.
In preparative red pattern of the reference example tire shown in FIG. 2, the central land portion row 1, and divided into blocks by a third lug grooves 12 extending in the tire width direction.

以下、本発明の実施例について説明するが、本発明はこれだけに限定されるものではない。
発明例タイヤおよび比較例タイヤ（タイヤサイズ：２５Ｒ／４５Ｒ１７、リムサイズ：７． ５Ｊ）を試作し、表１に示す条件にて発進加速性能および制動性能を評価したので以下に説明する。
発明例タイヤ１は、図１に示すトレッドパターンを有している。中央陸部列１がタイヤ周方向に連続している。中央サイプ１１は直線状で、１／３の量の中央サイプ１１のサイプ幅は１．０ｍｍであり、２／３の量の中央サイプ１１のサイプ幅は０．５ｍｍである。中間サイプ１３および側方サイプ１５はジグザグ状で、そのサイプ幅は０．５ｍｍである。
参考例タイヤ１は、図２に示すトレッドパターンを有している。中央陸部列１がタイヤ周方向に連続せずブロックに分割している。中央サイプ１１は直線状で、１／３の量の中央サイプ１１のサイプ幅は１．０ｍｍであり、２／３の量の中央サイプ１１のサイプ幅は０．５ｍｍである。中間サイプ１３および側方サイプ１５はジグザグ状で、そのサイプ幅は０．５ｍｍである。
参考例タイヤ２−７は、全ての中央サイプ１１のサイプ幅を表２に示すとおりである点以外、参考例タイヤ１と同様である。
発明例タイヤ２は、全ての中央サイプ１１のサイプ幅を１．０ｍｍとした点以外、発明例タイヤ１と同様である。
参考例タイヤ８は、全ての中央サイプ１１のサイプ幅を１．０ｍｍとした点以外、参考例タイヤ１と同様である。
比較例タイヤは、図３に示すトレッドパターンを有している。中央サイプ１１、中間サイプ１３および側方サイプ１５はジグザグ状で、そのサイプ幅は０．５ｍｍである。 Examples of the present invention will be described below, but the present invention is not limited thereto.
Invention tires and comparative tires (tyre size: 25R / 45R17, rim size: 7.5J) were prototyped, and the start acceleration performance and braking performance were evaluated under the conditions shown in Table 1, which will be described below.
The invention example tire 1 has a tread pattern shown in FIG. The central land portion row 1 is continuous in the tire circumferential direction. The central sipe 11 is linear, the sipe width of the central sipe 11 having an amount of 1/3 is 1.0 mm, and the sipe width of the central sipe 11 having an amount of 2/3 is 0.5 mm. The intermediate sipe 13 and the side sipe 15 are zigzag-shaped, and the sipe width is 0.5 mm.
The reference example tire 1 has a tread pattern shown in FIG. The central land portion row 1 is not continuous in the tire circumferential direction but is divided into blocks. The central sipe 11 is linear, the sipe width of the central sipe 11 having an amount of 1/3 is 1.0 mm, and the sipe width of the central sipe 11 having an amount of 2/3 is 0.5 mm. The intermediate sipe 13 and the side sipe 15 are zigzag-shaped, and the sipe width is 0.5 mm.
The reference example tire 2-7 is the same as the reference example tire 1 except that the sipe widths of all the central sipes 11 are as shown in Table 2.
The inventive tire 2 is the same as the inventive tire 1 except that the sipe width of all the central sipes 11 is 1.0 mm.
The reference example tire 8 is the same as the reference example tire 1 except that the sipe width of all the central sipes 11 is 1.0 mm.
The comparative example tire has a tread pattern shown in FIG. The central sipe 11, the intermediate sipe 13, and the side sipe 15 are zigzag-shaped, and the sipe width is 0.5 mm.

Figure 0005739869
Figure 0005739869

（発進加速性能の評価）
各試作タイヤを車両に装着し、雪路面のテストコースにおいて、発進後、速度１０ｋｍ／ｈから３５ｋｍ／ｈとなるまでの加速時間を測定した。結果は、比較例タイヤの加速時間を１００として指数表示した。なお、指数が大きいほど、発進加速性能に優れていることを示す。(Evaluation of start acceleration performance)
Each prototype tire was mounted on a vehicle, and the acceleration time from a speed of 10 km / h to 35 km / h was measured after starting on a snowy road test course. The results are shown as an index with the acceleration time of the comparative tire as 100. In addition, it shows that it is excellent in start acceleration performance, so that an index | exponent is large.

（制動性能の評価）
各供試タイヤを車両に装着し、雪路面のテストコースにおいて、時速３０ｋｍ／ｈで走行して車両のブレーキが掛けられてから０ｋｍ／ｈとなるまでの停止距離を測定した。結果は、比較例タイヤの加速時間を１００として指数表示した。なお、指数が大きいほど、制動性能に優れていることを示す。(Evaluation of braking performance)
Each test tire was mounted on a vehicle, and on a snowy road test course, the distance traveled at a speed of 30 km / h and braked from the vehicle to 0 km / h after the vehicle was braked was measured. The results are shown as an index with the acceleration time of the comparative tire as 100. In addition, it shows that it is excellent in braking performance, so that an index | exponent is large.

Figure 0005739869
Figure 0005739869

表２より、発明例タイヤは加速性能および制動性能が比較例タイヤと同等あるいは向上していることが分かった。   From Table 2, it was found that the inventive tire had the same or improved acceleration performance and braking performance as the comparative tire.

Claims (2)

タイヤ赤道面を含む中央陸部列と、該中央陸部列のタイヤ幅方向両外側の中間陸部列と、該中間陸部列のタイヤ幅方向両外側の側方陸部列とを具え、各陸部列に複数のサイブが形成されているトレッドパターンを有する空気入りタイヤにおいて、
前記中央陸部列がタイヤ周方向にジグザグ状に連続して延び、該中央陸部列には、タイヤ幅方向に直線状かつ相互が平行に延びる複数のサイブが形成され、前記複数のサイブのうち少なくとも１／３の量のサイブのサイプ幅が他の陸部列に形成されているサイブのサイプ幅より広いことを特徴とする空気入りタイヤ A central land portion row including a tire equatorial plane, a middle land portion row on both outer sides in the tire width direction of the central land portion row, and a lateral land portion row on both outer sides in the tire width direction of the intermediate land portion row, In a pneumatic tire having a tread pattern in which a plurality of sives are formed in each land portion row,
The central land portion row continuously extends in a zigzag shape in the tire circumferential direction, and a plurality of sives extending linearly and parallel to each other in the tire width direction are formed in the central land portion row. A pneumatic tire characterized in that a sipe width of at least one third of the sipe is wider than a sipe width of a sipe formed in another land portion row. 前記中央陸部列に形成されている複数のサイブのうち少なくとも１／３の量のサイブのサイプ幅が他の陸部列に形成されているサイブのサイプ幅の１．５倍以上３．０倍以下であることを特徴とする請求項１に記載の空気入りタイヤ   The sipe width of at least 1/3 of the plurality of sives formed in the central land portion row is 1.5 times or more 3.0 times the sipe width of the sives formed in the other land portion rows. The pneumatic tire according to claim 1, wherein the pneumatic tire is twice or less.
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