JPH0867112A - Studless tire - Google Patents

Abstract

PURPOSE: To maintain the traveling performance on icy and snowy roads and improve wear resistance by providing connection parts cut off by blocks which are raised up from the groove bottom and both ends in the circumferential direction of which are adjacent to each other, and cracked grooves in lateral grooves, and setting the heights and time widths of the blocks and the connection parts to specified values. CONSTITUTION: A tire is divided into blocks 5 by longitudinal grooves 2 and lateral grooves 3, and connection parts 9 cut off by the blocks 5 which are raised up from the groove bottom 3A and both ends in the circumferential direction of tire of which are adjacent to each other in the circumferential direction of tire, and cracked grooves 7, are provided in the lateral grooves 3. The height h1 of the connection part 9 from the groove bottom 3A of the connection part 9 to the surface of the connection part 9 is regarded as constant, and the ratio (h1/H) of the height of the connection part to the height H of the block 5 is taken to 0.4 to 0.7. The width w1 of the connection part in the axial direction is regarded as almost constant, and the ratio (w1/H) of the width to the width W of the block is taken to 0.3 to 0.6. Further, the sum of height ratio (h1/H) and the width ratio (w1/W) is taken to 0.8 to 1.1. Thus, the traveling performance on icy and snowy road can be maintained, and wear resistance, wear resistance to heel and toe can be enhanced to improve the durability.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a studless tire which has improved wear resistance, particularly heel and toe wear resistance, while maintaining running performance on icy and snowy roads.

[0002]

2. Description of the Related Art Spike tires are known as tires for traveling on ice and snowy roads in the winter, but when the vehicle travels on a dry road surface, the spiked tires damage the road surface, and further, noise and dust are generated. Occurrence of deterioration of environment may occur. For this reason, so-called studless tires that do not use spikes have become popular in recent years as tires that replace spike tires.

The studless tire is required to ensure sufficient snow road performance as a tire for winter only and to improve running performance on a frozen road as much as possible. Therefore, a rubber that retains flexibility even at low temperatures in the atmosphere has been developed, and while the rubber is adopted for the tread portion, for example, a block pattern in which the tread surface is divided into a plurality of blocks is adopted, and the block width is A plurality of narrow so-called sipings are provided along the tire axial direction, and the edges increase the coefficient of friction with the road surface.

[0004]

By the way, since the rotation speed of the ground contact portion of the tire tread becomes slower than the traveling speed of the road surface during braking of the vehicle, as shown in FIG. A shearing force Q that acts rearward with respect to the rotation direction, that is, the vehicle traveling direction acts. Therefore, the first-arriving portion b that arrives first on the road surface tends to float up from the road surface as it is rotated by the shearing force Q, and the ground contact pressure of the later-arriving portion c that arrives later on the road surface of the block a increases. This causes uneven wear in the rear attachment portion c.

When the vehicle is driven, a phenomenon opposite to that at the time of braking occurs, and the wear of the first-arriving portion a increases, and as a result, uneven wear occurs at both ends of the block such as the first-arriving portion and the trailing-end portion. And-toe wear is caused, which deteriorates the grounding property of the surface of the block and causes the traveling performance on ice and snowy roads to be significantly deteriorated.

The inventors of the present invention have conducted extensive studies in view of the above problems, and as a result, a block which is raised in the lateral groove of the block from the groove bottom and has both tire circumferential ends adjoining in the tire circumferential direction is formed. The present invention has been completed by discovering that a joint portion that is divided by a crack groove is provided to prevent the first and second portions of the block from being lifted off the road surface.

That is, the object of the present invention is to improve the durability of the studless tire while maintaining the running performance on the icy and snowy road, while improving the wear resistance, more specifically, the heel and toe wear resistance. There is.

[0008]

According to the present invention, a tread surface is divided into a plurality of blocks by a longitudinal groove extending in the tire circumferential direction and a lateral groove extending in a direction intersecting with the longitudinal groove, and the surface of the block is substantially formed. A studless tire provided with a plurality of sipings extending in the tire axial direction, wherein the lateral groove is separated from a block protruding from the groove bottom and having tire circumferential ends adjoining in the tire circumferential direction by a crack groove. While providing a joint, the joint has a ratio of a joint height h1 from the groove bottom of the lateral groove to the surface of the joint and a block height H from the groove bottom of the lateral groove of the block to the block surface. The height ratio (h1 / H) is 0.4 or more and 0.7 or less, and the joint width w in the axial direction is w
The width ratio (w1 / W), which is the ratio of 1 to the block width W, is 0.3 or more and 0.6 or less, and the height ratio (h1 / H) and the width ratio (w1 / W) are set. The studless tire is characterized in that the sum of the above is 0.8 or more and 1.1 or less.

[0009]

According to the present invention, the lateral groove is provided with a joint portion which is raised from the groove bottom and is divided by a crack groove from a block whose both ends in the tire circumferential direction are adjacent to each other in the tire circumferential direction. In this case, the first-arrival side of the block, which is about to rise from the road surface, closes the crack groove and closes the joint to reduce the rise from the road surface. As a result, the joint portion can be deformed without any influence, and as a result, the ground pressure distribution on the block surface can be made substantially uniform.

Similarly, when the tire is driven, the rear side of the block, which is about to float from the road surface, can be prevented from rising from the road surface by closing the crack groove and closely contacting the joint. Make the grounding pressure of 1 to approximately uniform. This suppresses heel-and-toe wear, which increases wear on the first-arrival and second-later sides of the block, and improves tire durability.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. The present invention divides the tread surface 4 into a plurality of blocks 5 by the vertical groove 2 extending in the tire circumferential direction and the horizontal groove 3 extending in a direction intersecting with the vertical groove 2, and the surface of the block 5 is substantially in the tire axial direction. A studless tire provided with a plurality of sipings 6 extending to the lateral groove 3 and a block which is raised from the groove bottom 3A and whose both ends in the tire circumferential direction are adjacent to each other in the tire circumferential direction by crack grooves 7, 7. The joint 9 is provided so as to be divided, and is configured as, for example, a tire having a radial structure for passenger cars.

In this embodiment, 3 to 5 vertical grooves 2 are provided along the tire equator, and the lateral grooves 3 form a substantially rectangular surface on the block 5 along the tire axial direction. The block may be formed into a substantially parallelogram shape by inclining with respect to the tire axial direction, and the vertical groove 2 may be bent in a zigzag shape.

In the present specification, the vertical groove 2 and the horizontal groove 3 are referred to as having a groove depth of at least 10 mm or more. In this embodiment, the groove depths of both grooves are substantially the same, and these grooves are the same. The width is set to 5 mm or more when measured on the tread surface in consideration of drainage. By providing such vertical grooves 2 and horizontal grooves 3, the land ratio, which is the ratio of the total surface area of the block 5 to the total area of the tread surface 4, is 0.55.
The range is 0.65.

In this embodiment, the block 5 defined by the vertical groove 2 and the lateral groove 3 has its wall surface facing the lateral groove 3 inclined by an angle α of 10 to 15 ° with respect to the tire normal line N. By forming the block 5 to a position approximately half the height, the block 5 has a substantially trapezoidal shape to enhance rigidity, and a plurality of sipes 6 extending in the tire axial direction, in this embodiment, four sipings 6 are provided on the surface thereof. There is.

The sipe 6 has both longitudinal grooves 2 at both ends in a direction along the tire axial direction of 0 to 30 ° with respect to the tire axial direction, more preferably 0 to 10 °, and further preferably 0 to 5 °. The groove width is set to a small width of about 0.5 to 1.5 mm. Further, the groove depth D of the siping 6 is 0.6 to 1 ... of the block height H from the groove bottom of the lateral groove 3 to the surface of the block.
It is 0 times, more preferably 0.6 to 0.8 times.

The siping 6 increases the ground contact area of the block 6 when traveling on an icy and snowy road, etc., and increases the apparent friction coefficient with the road surface due to the edge of the block 6 being caught on the road surface, thereby improving the running performance on the icy and snowy road. Can be raised.

Further, the lateral groove 3 is provided with a joint portion 9 which is protruded from the groove bottom 3A and is divided by a crack groove 7 from the blocks 5 whose both ends in the tire circumferential direction are adjacent to each other in the tire circumferential direction.

The crack groove 7 has a small groove width of 1 mm or less, preferably 0.5 mm or less and the groove bottom 7A is the same as the groove bottom 3A of the lateral groove 3, but may be shallow.

In the present embodiment, the joint portion 9 has a constant joint height h1 from the groove bottom 3A of the lateral groove 3 to the surface of the joint portion 9 and is a ratio with the block height H. The height ratio (h1 / H) is 0.4 to 0.7. The joint portion 9 has a joint portion width w1 in the tire axial direction that is substantially constant and a width ratio (w1 / W) to the block width W of the block is 0.3 to 0.6.

By thus providing the joint portion 9 having a regulated shape relative to the block, as shown in FIG. 2, the shearing force Q from the road surface causes the first-arriving side portion 5A or the trailing-side side portion 5B of the block. It is possible to reduce the collapse when both ends of the block are trying to float up from the road surface, and to make the ground contact pressure on the block surface substantially uniform to suppress uneven wear such as heel and toe wear.

When the height ratio (h1 / H) is less than 0.4 or the width ratio (w1 / W) is less than 0.3, the joint 9 is smaller than the block 5. Small,
There is a tendency that the effect of suppressing the collapse of both end portions of the block in the tire circumferential direction cannot be sufficiently exhibited.

On the other hand, when the height ratio (h1 / H) exceeds 0.7 or the width ratio (w1 / W) exceeds 0.6, the joint portion 9 becomes larger than the block. Although it is possible to suppress the collapse of both end portions of the block in the tire circumferential direction, the capacity of the lateral groove tends to be small, the drainage is impaired, and the running performance on snowy roads is deteriorated. The block length L, which is the circumferential length of the surface of the block 5, is
It is about 1.2 times the block width W.

Further, in the present invention, the height ratio (h1 /
The sum of (H) and the width ratio (w1 / W) is to suppress the collapse of both ends of the block and to ensure sufficient drainage.
From the two viewpoints, it is regulated within the range of 0.8 to 1.1.
In this embodiment, the joint portion 9 is provided between all the lateral grooves in the circumferential direction of the block.
You may arrange | position dispersively, such as what is provided above.

FIG. 3 shows another embodiment of the joint portion 9. In this example, between both ends of the joint portion 9 in the tire circumferential direction,
It is shown that two internal grooves 10 are provided.

The internal groove 10 has an open shape in which both ends of the groove are penetrated by the lateral groove 2, and the groove bottom 10A thereof is substantially the same as that of the lateral groove 3 like the crack groove 7, but in addition to this, one side is also provided. It can be transformed into a semi-open type that penetrates only the lateral groove or a closed type with both ends closed.

(Specific Example) A tire of the present invention in which the tire size is 560R13, the block pattern shown in FIG. 1 is prototyped according to the specifications shown in Table 1, and the shape of the joint portion 9 is variously changed (Example 1). 10 to 10), a conventional tire having no joint portion 9 (conventional example), and tires having a configuration other than that of the present invention (comparative examples 1 to 10) were also tested and their performances were compared.

[0027]

[Table 1]

The test procedure is as follows. 1) Friction coefficient-slip rate characteristic (μ-s characteristic) It was carried out by an indoor drum test, and as shown in FIG. 1.9kg / cm ² , load 340kg
The friction coefficient-slip characteristics are obtained as shown in FIG. 5 by running on the rotating disk F under the condition of 100%, and the tire rotation stops and the slip ratio of 100% is 100%.
It was judged by the lock μ which is a friction coefficient of%. The numerical values shown in Table 2 are shown as indices with the conventional example being 100. The larger the value is, the better the quality is.

2) Uneven wear test A test tire was mounted on the front wheels (driven wheels) of a rear-wheel drive vehicle, and decelerated every 1500 m from 90 km / h to 50 km / h (0.45 G deceleration) on the test course. 500 km
After running, the difference δ between the maximum wear amount and the minimum wear amount at both circumferential edges of the block was measured with a laser rangefinder, and displayed as an index with the conventional example being 100. The larger the value is, the less the heel and toe wear is, which is good, and 105 or more is the pass. The test results are shown in Table 2.

[0030]

[Table 2]

As a result of the test, it was confirmed that the examples can suppress uneven wear while maintaining the running performance on ice and snow roads.

[0032]

INDUSTRIAL APPLICABILITY As described above, the studless tire of the present invention can improve the wear resistance, particularly the heel and toe wear resistance while maintaining the running performance on the icy and snowy road and improve the tire durability.

[Brief description of drawings]

FIG. 1 is a partial perspective view of a tread surface of a studless tire of the present invention.

FIG. 2 is a partial side view of a tire for explaining the operation of the present invention.

FIG. 3 is a perspective view showing another embodiment of the joint portion.

FIG. 4 is a perspective view showing an outline of a testing machine for measuring μ-s characteristics.

FIG. 5 is a graph illustrating μ-s characteristics.

FIG. 6 is a partial side view of a tire for explaining a conventional technique.

[Explanation of symbols]

 2 Vertical groove 3 Horizontal groove 4 Tread surface 5 Block 6 Siping 7 Cracked groove 9 Joint

[Table 2]

[Table 2]

Claims (2)

[Claims] 1. A tread surface is divided into a plurality of blocks by vertical grooves extending in the tire circumferential direction and lateral grooves extending in a direction intersecting with the vertical grooves, and a plurality of blocks extending substantially in the tire axial direction are formed on the surface of the block. A studless tire provided with siping, in which the transverse groove is provided with a joint portion which is raised from the groove bottom and is divided by a crack groove from blocks adjacent to each other in the tire circumferential direction in the tire circumferential direction, and the joint The portion is a height ratio (h1 / h) which is a ratio of the joint height h1 from the groove bottom of the lateral groove to the surface of the joint and the block height H from the groove bottom of the lateral groove of the block to the block surface. H) is 0.4 or more and 0.7 or less, and the width ratio (w1 / W), which is the ratio of the joint width w1 in the axial direction to the block width W, is 0.3 or more and 0.6 or less. And the above The sum of ratios and (h1 / H) and Habahi (w1 / W),
A studless tire characterized by being 0.8 or more and 1.1 or less. 2. The joint portion is provided with two or more internal grooves between both ends in the tire circumferential direction of the joint portion, and the siping of the block has a depth D of 0 at the block height H. The studless tire according to claim 1, wherein the studless tire has a size of 6 times or more and 1.0 times or less, and at least 4 of the sipings are provided on the surface of the block.