KR101586264B1 - Pneumatic tire - Google Patents

Abstract

At least one of two circumferential main grooves and at least one of the two circumferential main grooves is formed on at least one of the half tread regions on both sides in the tire width direction with the tread portion of the air- A plurality of circumferential grooves provided between the circumferential main grooves and having a narrow groove width and a shallow groove depth, and a plurality of circumferential grooves formed on the shoulder side of the circumferential main grooves, And has an inclined groove. And a thick portion continuously extending in the tire circumferential direction is formed between the circumferential main groove on the center side and the circumferential groove on the circumferential main groove. A chamfer is provided in each of the side walls on both sides of the circumferential directional grooves. The chamfer of the first sidewall gradually decreases from the first connecting position toward the second connecting position, and the chamfer of the second sidewall facing the first sidewall, The chamfer angle gradually increases.

Description

{PNEUMATIC TIRE}

The present invention relates to an air-bearing tire having a tread pattern.

Background Art [0002] In recent years, with demand for low fuel consumption of vehicles, pneumatic tires (hereinafter simply referred to as tires) are required to have reduced rolling resistance. The rolling resistance of a tire can be effectively reduced by changing the physical properties of the tread rubber, which is generally most contributive to the rolling resistance of the tire.

For example, in the tread rubber, silica is contained in addition to carbon as a reinforcing material, and the tread rubber is mixed with the tread rubber in a state where carbon and silica are bonded. This makes it possible to secure steering stability performance (gripping force) while reducing rolling resistance.

In a tire for a passenger car, a circumferential main groove extending in the circumferential direction of two tires is provided in each of the semi-tread regions divided on both sides in the tire width direction with the tire center line as a boundary, A tire having a tread pattern whose groove area ratio is in the range of 20 to 40% is generally used. This circumferential main groove is important for securing the steering stability on a wet road surface including drainage. An example of such a tread pattern is a tire described in Patent Document 1 below.

Further, in a tire for a passenger car, a tread pattern is formed using a two-part mold having an upper mold and a lower mold in a vulcanization process of a tire manufacturing process.

Patent Document 1: Japanese Patent Application Laid-Open No. 2000-43511

When a tire having a tread pattern having circumferential main grooves in each of the anti-red regions is manufactured by using a tread rubber for lowering the rolling resistance, there is a case where tread breakage occurs due to tire vulcanization.

Concretely, when a tread pattern is formed by vulcanizing a tire using a two-part mold, a tread crack which is damaged in the vicinity of an end of a thick portion sandwiched by two circumferential grooves occurs. Immediately after the vulcanization is completed, the mold used for vulcanization is removed from the tire, but the mold is relatively moved with respect to the tire so that the convex portion of the mold corresponding to the circumferential groove of the tread pattern is forcibly detached from the circumferential main groove in the groove width direction . At this time, the convex portion of the mold is rubbed in the tire width direction while pressing the thick portion of the tread pattern. On the other hand, since the tread rubber used for lowering the rolling resistance has a small fracture elongation, the convex portion of the mold rubs the surface of the tread rubber, so that a large force is applied to the tire in the tire width direction, The end near the end becomes fragile.

In order to solve such a tread breakage, a split mold in which a mold for forming a tread pattern is divided into a plurality of sections in the tire circumferential direction is used. However, since the split mold having the concavo-convex corresponding to the tread pattern has a manufacturing cost, it is difficult to manufacture the tire for passenger cars at low cost.

It is therefore an object of the present invention to provide a pneumatic tire having a tread pattern excellent in handling stability on a dry road surface, which does not involve a manufacturing cost, is unlikely to cause tread cracking during a tire manufacturing process.

One aspect of the present invention is a pneumatic tire having a tread pattern in a tread portion. At least one of the vane-red regions on both sides in the tire width direction with the tire center line of the tread portion of the pneumatic tire concerned as a boundary,

Two circumferential main grooves extending in the circumferential direction of the tire,

A circumferential directional groove formed between the two circumferential main grooves and having a narrow groove width and a shallow groove depth as compared with the circumferential main groove and extending in the tire circumferential direction;

A plurality of inclined grooves provided in a circumferential direction of the tire, the inclined grooves being inclined with respect to a tire width direction connecting between the shoulder-side main grooves located on the shoulder side of the circumferential main grooves and the circumferential-

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A main portion formed between the circumferential main groove and the center main groove located on the side of the tire center line among the circumferential main grooves and extending continuously in the tire circumferential direction,

And a plurality of adjacent adjacent inclined grooves adjacent to each other along the circumferential direction of the tire in the inclined grooves and a connecting position at which the circumferential grooves are connected to each other, A first chamfer on a first sidewall of the sidewalls where a chamfer angle with respect to a tread normal direction gradually decreases as the sidewall progresses from a first connecting position to a second connecting position of the connecting positions, And a second chamfer provided on a second sidewall facing the first sidewall and having a gradually increasing chamfer angle with respect to a tread normal direction as it progresses from the first connection position toward the second connection position . The depth of the first chamfer and the second chamfer is 15 to 25% of the depth of the groove of the center-side main groove.

It is preferable that the circumferential main groove, the circumferential directional groove, the thick portion, and the chamfered portion are provided in each of the vane red regions on both sides in the tire width direction with the tire center line of the tread portion as a boundary.

It is preferable that the center in the tire width direction of the circumferential directional grooves is provided on the side of the tire center line with respect to the center position in the tire width direction of the region between the shoulder side groove and the center side groove.

The center of the tire circumferential directional groove in the tire width direction from the center position to the tire circumferential direction center is defined as a center of the tire center line, More preferably in the range of 30% to 40% of the width A on the side of the width A. [

The maximum width of the first chamfer and the second chamfer along the tire width direction is preferably 20 to 30% of the width of the thick portion.

The depth of the first chamfer and the second chamfer is preferably 15 to 25% of the depth of the groove of the center-side main groove.

It is preferable that the tread rubber of the tread portion has a breaking elongation (JIS K6251) of 300 to 400% at 100 캜.

It is preferable that the tread rubber of the tread portion has a tan 隆 of not more than 0.18 at 60 캜.

A shoulder-side main groove extending from the pattern end of the tread pattern toward the shoulder-side main groove and being closed at the middle of the shoulder-side main groove without being connected to the shoulder- A plurality of shoulder lug grooves provided in the tire circumferential direction and a plurality of sipes extending from the shoulder side groove toward the pattern end and closed in the middle in the circumferential direction of the tire.

The tread portion can be formed by using a pair of dies that separately form tread patterns located on both sides in the tire width direction with the tire center line as a boundary, for example.

According to the pneumatic tire of the present invention, it is possible to provide a pneumatic tire having a tread pattern excellent in handling stability on a dry road surface, without causing production cost, without causing tread cracking during tire manufacturing process.

1 is a sectional view of a profile of a tire of the present embodiment.
Fig. 2 is a plan view of the tread pattern formed on the tread portion of the tire shown in Fig. 1. Fig.
Fig. 3 (a) is an enlarged plan view of the periphery of the circumferential groove of the tread pattern shown in Fig. 2, and Figs. 3 (b) and 3 (c) are sectional views of circumferential grooves.
4 is a plan view developed showing a tread pattern of a conventional example.
Figs. 5 (a) to 5 (c) are flat developed views showing a tread pattern of a comparative example.

Hereinafter, the pneumatic tire of the present invention will be described in detail. The pneumatic tires of the embodiments to be described below can be applied to tires for passenger cars, tires for small trucks, and tires for buses and trucks. The tires for passenger cars are set, for example, in chapter A of JATMA YEAR BOOK 2011 (Japanese automobile tire association standard), and the tires for small trucks are tires specified in chapter B of JATMA YEAR BOOK 2011, Tires are the tires specified in Chapter C of JATMA YEAR BOOK 2011. The pneumatic tire of the present embodiment described below is a tire for a passenger car.

Incidentally, the tire width direction is a direction parallel to the rotation axis of the pneumatic tire. The outer side in the tire width direction is the side away from the tire center line CL in two directions in the tire width direction. The inner side in the tire width direction is a side which is closer to the tire center line CL in two directions in the tire width direction. The tire circumferential direction is a direction in which the tire tread is rotated with the rotation axis of the pneumatic tire as the center of rotation. The tire diameter direction is a direction orthogonal to the rotation axis of the pneumatic tire. The tire radially outer side refers to the side away from the rotary shaft. The inner side in the radial direction of the tire refers to the side nearer to the rotation axis.

The tire grounding width to be described later is a width of the tire when the tire is mounted on the normal rim and is loaded in the vertical direction on the flat plate surface under the condition of the normal pressure and the normal load of 80% Refers to the maximum straight line distance between the grounding end in the tire width direction on the grounding surface formed on the flat plate. The grounding end E is shown by a dotted line in Fig. The groove area ratio is defined as the ratio of the area of the groove opening portion that opens (opens) toward the tire radially outward side in the grounding region to the area of the tread region of one round of the tire (one turn) .

Here, "normal rim" refers to "standard rim" defined in JATMA, "design rim" specified in TRA, or "measuring rim" specified in ETRTO. The normal internal pressure refers to the "maximum air pressure" specified in JATMA, the maximum value of "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified in TRA, or "INFLATION PRESSURES" specified in ETRTO. The normal load refers to the "maximum load capacity" specified in JATMA, the maximum value of "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified in TRA, or "LOAD CAPACITY" specified in ETRTO.

(Tire structure)

Fig. 1 shows a profile cross-sectional view of the tire 10 of the present embodiment. The tire 10 has a carcass ply layer 12, a belt layer 14, and a bead core 16 as a skeleton material. A bead filler rubber member 22, a rim cushion rubber member 24, and an inner liner rubber member (not shown) are attached to the periphery of these skeleton members. The tread rubber member 18, the side rubber member 20, 26) are mainly installed.

The carcass ply layer 12 is formed by winding a pair of annular bead cores 16 and winding the carcass ply layer 16 to form a toroidal shape, . The carcass ply layer 12 is wound around the bead core 16. A belt layer 14 composed of two belt members 14a and 14b is provided on the outside of the carcass ply layer 12 in the tire radial direction. Each of the belt members 14a and 14b is a member covered with rubber on a steel cord arranged at a predetermined angle, for example, 20 to 30 degrees with respect to the tire circumferential direction, and the lower belt member 14b The width in the tire width direction is larger than that of the belt material 14a in the upper layer. The inclination directions of the steel cords of the belt materials 14a and 14b of the two layers are opposite to each other. Therefore, the belt members 14a and 14b are formed as an interlocking layer and suppress the expansion of the carcass ply layer 12 due to the filled air pressure.

A tread rubber member 18 is provided on the outer side of the belt member 14a in the tire radial direction. The side rubber members 20 are connected to both ends of the tread rubber member 18 to form side portions. A rim cushion rubber member 24 is provided at the inner side of the side surface of the side rubber member 20 in the tire radial direction and comes into contact with the rim on which the tire 10 is mounted. A portion of the carcass ply layer 12 before being wound around the bead core 16 and a portion of the carcass ply layer 12 rotated around the bead core 16 are formed on the tire radially outer side of the bead core 16, And a bead filler rubber member 22 is provided so as to be fitted between the bead filler rubber member 22 and the turn- An inner liner rubber member 26 is provided on the inner surface of the tire 10 facing the region of the tire cavity filled with the air surrounded by the rim.

And a belt cover layer 15 covering the belt layer 14 from the outside in the tire radial direction of the belt layer 14 so as to reinforce the belt layer 14 and covering the organic fiber with rubber. The tire 10 may also be provided with a bead reinforcement between the carcass ply layer 12 and the bead filler rubber member 22 which is turned around the bead core 16. [

The tire 10 has such a tire structure, but the tire structure of the pneumatic tire of the present invention is not limited to the tire structure shown in Fig.

(Tread pattern)

In the tire tread portion of the tire 10, a tread pattern 50 is formed. Fig. 2 is an exemplary pattern development view of a portion of the tire circumferential (upper) portion of the tread pattern 50 formed on the tire tread portion of the tire 10 shown in Fig. In the tread pattern 50, tread patterns having the same configuration are formed on the both sides of the tire center line, but the tread patterns may be formed on either side of the tire.

Two circumferential main grooves 52 and 54 and three circumferential grooves 56 are formed in each of the tire width direction side portions of the tire center line CL of the tread portion of the tire 10, An inclined groove 58, a shoulder lug groove 60, and a shoulder sipe 62. [

A center portion 53 extending in the tire circumferential direction is provided between the circumferential main grooves 52 located on both sides in the tire width direction with the tire center line CL therebetween. In the center portion 53, no lug grooves, sipes, or the like are provided. By providing the center-of-gravity portion 53, the steering stability on the dry road surface, in particular, the responsiveness at the time of steering start is improved.

The circumferential main groove 52 is a center side groove extending in the tire circumferential direction provided on the tire center line CL side with respect to the circumferential main groove 54. The circumferential main groove 54 is a shoulder-side main groove extending in the tire circumferential direction provided on the shoulder side with respect to the circumferential main groove 52. When the circumferential direction center of the tire width direction juhom 52 is also hayeoteul the distance between the tire centerline (CL) and a ground terminal (E) in Fig. 2 by W _1, for example, the tire centerline 13% to 16% of the distance W ₁ from the tire width direction CL. The center of the circumferential main groove 54 in the tire width direction is, for example, 55% to 65% of the distance W ₁ away from the tire center line CL away from the tire width direction.

A plurality of shoulder lug grooves 60 are provided in the circumferential direction of the tire in the shoulder region on the outer side in the tire width direction of the circumferential main groove 54. The shoulder lug grooves 60 extend from the pattern end PE inward in the tire width direction and are closed on the way without being connected to the circumferential main grooves 54. [ The shoulder lug grooves 60 are slightly inclined with respect to the tire width direction and extend outward in the tire width direction. When the virtual closing position near the circumferential main groove 54 of the shoulder lug groove 60 is virtually extended to virtually connect the circumferential main groove 54 to the circumferential main groove 54, The inclined grooves 58 to be installed are in the vicinity of positions in the tire circumferential direction to be connected to the circumferential main grooves 54. A plurality of shoulder lug grooves 60 are provided in the tire circumferential direction. The shoulder lug grooves 60 extend outward in the tire width direction up to the vicinity of the pattern end PE and bend and change direction in a "U" shape (dogleg shape) in the vicinity of the pattern end PE.

A plurality of shoulder sipes (62) are provided in the tire circumferential direction. The shoulder sipes 62 are provided between the shoulder lug grooves 60 adjacent in the tire circumferential direction and are connected to the circumferential main grooves 54. [ The shoulder sipes 62 extend obliquely in the tire width direction in parallel with the shoulder lug grooves 60 and are closed in the vicinity of the grounding end E. [

The groove width of the shoulder lug groove 60 is, for example, 1.7 mm to 5.2 mm, and the groove depth is, for example, 4.0 mm to 7.0 mm. The width of the shoulder sip 62 is, for example, 0.5 mm to 1.0 mm, and the depth is, for example, 3.3 mm to 5.5 mm.

Between the circumferential main groove 52 and the circumferential main groove 54, three circumferential grooves 56 are provided. The circumferential grooves 56 are grooves extending in the circumferential direction of the tire, and the groove width is narrower than the circumferential main grooves 52, 54, and the groove depth is shallow. The groove width of the circumferential directional grooves 56 is, for example, 1.5 mm to 4.5 mm, and the groove depth is, for example, 2.0 mm or more and less than 6.0 mm. On the other hand, the groove width of the circumferential main grooves 52, 54 is, for example, 4.0 mm to 15 mm, and the groove depth is, for example, 6.0 mm to 9.0 mm. The circumferential grooves 56 can be distinguished from the circumferential main grooves 52, 54 in terms of groove width and groove depth.

It is preferable that the circumferential main grooves 52 are provided on the side of the circumferential main groove 52 with respect to the center position in the tire width direction of the region between the circumferential main grooves 52 and the circumferential main grooves 54. [

Between the circumferential main groove 52 and the circumferential groove 56, a thick portion 57 extending continuously in the tire circumferential direction is formed. The thick portion 57 is not provided with a lug groove, a sipe, or the like.

An inclined groove (58) is provided between the circumferential main groove (56) and the circumferential main groove (54). Therefore, by the circumferential directional grooves 56, the circumferential main grooves 54 and the inclined grooves 58 adjacent to each other in the circumferential direction of the tire, between the circumferential directional grooves 56 and the circumferential main groove 54, A plurality of blocks are formed in the circumferential direction. The inclined grooves 58 extend obliquely from the circumferential directional grooves 56 in the tire width direction and are connected to the circumferential main grooves 54. [ The groove width of the inclined groove 58 is, for example, 1.7 mm to 5.0 mm, and the groove depth is, for example, 2.0 mm to 8.0 mm.

The provision of the inclined grooves 58 between the circumferential directional grooves 56 and the circumferential main grooves 54 suppresses the tire noise generated when the tire is treading on the road surface in the passenger car tire, In order to secure the steering stability of the vehicle. Particularly, by providing the inclined grooves 58, it is possible to reduce the tingling sound that the tire hits the road surface when the tire contacts the road surface. Therefore, by providing the inclined grooves 58, the tire noise when the vehicle is loaded with the tire is reduced.

Fig. 3 (a) is an enlarged plan view of the periphery of the circumferential directional grooves 56. Fig. Figs. 3 (b) and 3 (c) are sectional views of the circumferential directional grooves 56. Fig. 3 (b) is a cross-sectional view along the line A-A 'in FIG. 3 (a), and FIG. 3 (c) is a cross-sectional view along the line B-B' in FIG.

Two adjoining adjoining oblique grooves adjacent to each other along the circumferential direction of the tire and two adjoining adjoining oblique grooves 56 to which the circumferential grooves 56 are connected are referred to as first connecting positions 56c and 2 connection position 56d. At this time, chamfering portions are provided on the side walls of both circumferential side grooves 56 between the first connecting position 56c and the second connecting position 56d. The chamfer includes a chamfer 56a, 56b. As the chamfer 56a provided on one side wall (first sidewall) of the chamfers 56a and 56b advances from the first connecting position 56c to the second connecting position 56d out of the two connecting positions, The chamfer angle? (See Figs. 3 (b) and 3 (c)) with respect to the normal direction of the tread is gradually reduced. On the other hand, the chamfer 56b is provided on the other side wall (the second sidewall facing the first sidewall), and is chamfered at an angle? As it proceeds from the first connecting position 56c toward the second connecting position 56d. Is gradually increasing. The tread normal line direction refers to the direction of a normal line orthogonal to the surface of the tread portion (thick portion).

In addition, in the present embodiment, the chamfer 56a gradually decreases in chamfer angle? As it progresses from the first connecting position 56c toward the second connecting position 56d, The chamfer angle [theta] gradually increases from the first connecting position 56c toward the second connecting position 56d. However, the chamfer 56a gradually increases in chamfer angle? As it progresses from the first connecting position 56c toward the second connecting position 56d, and the chamfer 56b gradually increases from the first connecting position 56c toward the second connecting position 56d, The chamfer angle? May gradually decrease with progression toward the position 56d. The maximum value of the chamfer angle? Is preferably in the range of 35 to 55 degrees, and more preferably in the range of 40 to 50 degrees. The minimum value of the chamfer angle? Is preferably in the range of 2 to 6 degrees, and more preferably in the range of 3 to 5 degrees.

As described above, in the tread pattern 50 in which the inclined grooves 58 are provided between the circumferential directional grooves 56 and the circumferential main grooves 54, the inclined grooves 58 do not extend toward the circumferential main grooves 52 And a chamfered portion 57 extending in the circumferential direction of the tire is provided between the circumferential main groove 52 and the circumferential chamfer 56 and chamfered portions 56a and 56b are provided in the circumferential chamfered portions 56. Thus, a tread pattern excellent in handling stability on the dry road surface can be realized without causing tread cracking during the tire manufacturing process. This point will be described below.

As described above, in the vulcanization process of the tire manufacturing process, a mold for two parts is used as the vulcanizing mold. The mold is relatively moved with respect to the tire so that the convex portion of the mold corresponding to the circumferential main groove 52 of the mold used for vulcanization immediately after vulcanization is forcibly detached from the circumferential main groove 52 in the tire groove width direction. At this time, even if the convex portion of the mold rubbed on the surface of the thick portion 57 moves because the thick portion 57 is connected and extended continuously in the tire circumferential direction and the thick portion 57 of the thick portion 57 is high, Unlike tread cracking is unlikely to occur.

The circumferential directional grooves 56 are narrower than the circumferential main grooves 52 and 54 and the groove depth is shallower than the circumferential main grooves 52 and 54. The circumferential main grooves 56 and the circumferential main grooves 54 The block stiffness is small because a plurality of inclined grooves 58 are provided in the tire circumferential direction to form a plurality of blocks. Therefore, when the convex portion of the metal corresponding to the circumferential main groove 52 forcibly departs from the circumferential main groove 52 in the groove width direction immediately after vulcanization, the convex portion of the mold corresponding to the circumferential three grooves 56, 56, the circumferential main groove 54 and the inclined grooves 58, and tread cracks are likely to occur. Therefore, chamfered portions 56a, 56b are provided on both sides of the circumferential directional grooves 56 so as not to cause tread cracks. Since the chamfer angle? Varies according to the position of the chamfer 56a and 56b in the tire circumferential direction, the chamfer angle? Is not related to the position in the tire circumferential direction, . Also, the block stiffness is increased. Therefore, the steering stability on the dry road surface improves.

As described above, the tread pattern 50 is excellent in handling stability on the dry road surface without causing tread cracking during the tire manufacturing process.

When the convex portion of the metal corresponding to the circumferential main groove 54 forcibly departs from the circumferential main groove 54 in the groove width direction immediately after vulcanization, the convex portion of the mold corresponding to the circumferential main groove 54, Rub the surface of the area of the area. Since the shoulder lug grooves 60 are closed in the middle without being connected to the circumferential main grooves 54, the shoulder lug grooves 60 are formed continuously in the circumferential main grooves 54 in the circumferential direction, The block stiffness at this portion is high. Therefore, occurrence of breakage of the tread in the shoulder region can be suppressed.

In addition, the center of the circumferential main groove 56 in the tire width direction is provided on the side of the tire center line CL with respect to the center position in the tire width direction between the circumferential main groove 54 and the circumferential main groove 52, Is not generated.

When the center in the tire width direction of the circumferential directional grooves 56 is provided on the shoulder side (outside the tire width direction) with respect to the center position in the tire width direction between the circumferential main groove 54 and the circumferential main groove 52, Since the block stiffness between the circumferential main grooves 56 and 56 and the circumferential main grooves 54 (the rigidity of the portion between the circumferential direction grooves 56 and the circumferential main grooves 54) decreases, chamfered portions 56a and 56b are provided in the circumferential directional grooves 56 Tread cracks are likely to occur.

2) of the region between the circumferential main groove 52 and the circumferential main groove 54 is A (see FIG. 2), the center of the circumferential directional groove 56 in the tire width direction is the circumferential main groove 54 Is offset in the range of 30% to 40% of the width A from the center position in the tire width direction in the region between the circumferential main grooves 52 in the circumferential main groove 52 (in the tire width direction inner side) And to improve the handling stability on the dry road surface.

The maximum width of the chamfer 56a and 56b along the tire width direction (see Figs. 3 (b) and 3 (c)) is larger than the width of the thick portion 57 The width in the width direction) of 20 to 30% is preferable from the viewpoint of improving the handling stability on the dry road surface and suppressing cracking of the tread. When the maximum width of the chamfered portions 56a and 56b is less than 20% of the width of the thickened portion 57, the chamfered portions 56a and 56b have a small width and an increased area of the thickened portion contacting the ground surface. , The chamfer width is small, and the tread is liable to be broken. On the other hand, when the maximum width of the chamfered portions 56a, 56b exceeds 30% of the width of the thick portion 57, cracking of the tread is less likely to occur, but the area of the thick portion in contact with the ground decreases, The steering stability in the case of the present invention deteriorates.

The depth D of the chamfers 56a and 56b (see Figs. 3 (b) and 3 (c)) is 15 to 25% of the groove depth of the circumferential main groove 52, And to suppress cracking of the tread. When the depth D of the chamfered portions 56a and 56b is less than 15% of the groove depth of the circumferential main groove 52, the handling stability on the dry road surface improves. However, since the chamfer width is small, tread cracking is likely to occur. On the other hand, when the depth D of the chamfers 56a and 56b exceeds 25% of the groove depth of the circumferential main groove 52, cracking of the tread is less likely to occur, but the block stiffness is lowered, do.

It is also preferable that the tread rubber of the tread portion has a breaking elongation at 100 DEG C of 300 to 400% in view of reducing rolling resistance. Such a tread rubber is a rubber which tends to be cracked due to its low elongation at break. However, in the tread pattern 50, since the thick portion 57, the circumferential three grooves 56, and the chamfers 56a and 56b are provided between the circumferential main groove 52 and the circumferential main groove 54 so that the tread is not easily broken And tread cracks of 300 to 400% in breaking elongation are unlikely to occur. In addition, the elongation at break (tensile elongation at break) is measured by a method in accordance with JIS K6251.

Further, in order to reduce the rolling resistance, it is preferable that the tread rubber has a tan? At 60 占 폚 of 0.18 or less. Therefore, in the tire of the present embodiment, in order to manufacture a tire having a low rolling resistance, even if the tan 隆 of the tread rubber is set to 0.18 or less and the elongation at break is set to 300 to 400%, the tread is unlikely to break, It is possible to improve steering stability. In addition, tan? Is measured by a method in accordance with JIS K5394. For example, tan δ is determined by measuring the dynamic viscoelasticity of a rubber sample on a sheet obtained by cutting a tread rubber to a predetermined size in accordance with JIS K6394 by using a tensile tester manufactured by Toyo Seiki Seisakusho Co., (Strain rate) of 10% ± 2% and a frequency of 20 Hz using a viscoelastic spectrometer manufactured by Hitachi, Ltd. under the measurement conditions. The lower limit (lower limit) of tan? Of the tread rubber is not particularly limited, but is, for example, 0.10.

The tread pattern 50 may be formed using a pair of molds (upper and lower molds) that separately form tread patterns located on both sides of the tire center line. As described above, since the tread pattern 50 is formed so that the tread breakage does not occur immediately after the vulcanization, even when the two-part mold composed of the upper mold and the lower mold is used, the tread is unlikely to be cracked in the tire. A tire manufactured by using a two-part mold composed of a top mold and a bottom mold is characterized in that a burr of the tire surface formed at the time of vulcanization is formed by extending for one week in the tire circumferential direction in the vicinity of the tire center line CL .

In addition, the tire of the present embodiment can be suitably applied to a tire size of 135 to 285 in cross section. Even if a two-piece mold composed of a top mold and a bottom mold is produced within the range of the above-mentioned sectional width, cracking of the tread can be suppressed and the handling stability on the dry road surface can be improved. The section width refers to a portion of the side of each tire, for example, " 175 " when the tire size is displayed such as " 175 / 65R14 ".

The groove area ratio of the tread pattern 50 of the tire 10 in the present embodiment is preferably 25 to 40%, more preferably 28 to 32%.

(Experimental Example)

Hereinafter, in order to investigate the effect of the tire 10 of the present embodiment, the tread was broken when the tread pattern was manufactured in various ways, and the steering stability test on the dry road surface was conducted to evaluate the tire.

The tire size of the produced tire is 175 / 65R14. A tread rubber having a breaking elongation at 100 占 폚 of 360% and a tan? Of 0.18 at 60 占 폚 was used in the production of a tire. The breaking elongation was obtained by a tensile breaking elongation test of a rubber sample on a sheet cut to a predetermined size of the tread rubber. The tan delta is a value obtained by measuring the dynamic viscoelasticity of a rubber sample on a sheet obtained by cutting the tread rubber to a predetermined size according to JIS K6394 using a viscoelasticity spectrometer manufactured by Toyoda Seiki Seisakusho Co., 20Hz. ≪ / RTI >

Regarding breakage of the tread, the appearance of the tire immediately after vulcanization was inspected by the inspector, and the number of tread breaks and the degree of breakage were evaluated as "high", "slightly high", "medium", "low" "In the first step. Among the evaluation results, "not at all", "low", and "intermediate" are acceptable ranges of acceptable products.

On the other hand, regarding the steering stability test, four tires having the same tread pattern were produced and the running test was performed. The tires were weighed in a rim of 14 × 5 JJ, and the air pressure was charged to 230 kPa. These four tires were mounted on a passenger car having a displacement of 1.3 liters and the dry road surface was run at a traveling speed of 60 to 120 (km / hr), and the sensory evaluation was performed by a driver. The sensory evaluation was performed on the basis of the conventional example (100) which will be described later. The higher the evaluation value, the better the steering stability.

Table 1 below shows specifications and evaluation results of the tires of the conventional example, the example 1, and the comparative examples 1 to 3.

The chamfer in Table 1 means the first chamfer and the second chamfer shown in Figs. 3 (a) to 3 (c). According to the evaluation results shown in Table 1, it can be seen that Example 1 has less tread cracking than the conventional example, and furthermore, the steering stability on the dry road surface is improved. On the other hand, from the comparison of Example 1 and Comparative Examples 1 to 3, the chamfer 56a, 56b was provided in the circumferential directional grooves 56 in order to reduce the tread cracking and improve the steering stability on the dry road surface, It is necessary that there is a continuous extended portion 56 in the direction of the arrow.

Further, the tires of Examples 2 to 7 were manufactured, and the preferable range of the position of the center in the tire width direction of the circumferential directional grooves 56 was examined. When the center of the tire circumferential groove 56 in the tire width direction is offset relative to the center position of the region between the circumferential main groove 52 and the circumferential main groove 54, the width A (see Fig. 2) Is shown in Table 2 as the value of the position (%) in the circumferential direction of three grooves. The position (%) of the three circumferential grooves in Example 1 is + 35%.

The center in the tire width direction of the circumferential directional grooves 56 corresponds to the center in the tire width direction of the region between the circumferential main groove 52 and the circumferential main groove 54 in the " Position on the tire center line CL side is positive and the case where it is located on the shoulder side is made negative.

From Table 2, Examples 1, 3, and 4 are excellent in handling stability and cracking of tread rubber on the dry road surface in Examples 2, 5, 6, and 7. Therefore, it is preferable that the circumferential directional grooves 56 are provided on the tire center line CL side with respect to the center position in the tire width direction between the circumferential main groove 54 and the circumferential main groove 52. The center of the circumferential main groove 54 and the circumferential main groove 52 is 30% to 40% of the width A from the central position in the tire width direction between the circumferential main groove 54 and the circumferential main groove 52, , It is preferable that it is offset in the range of.

In the following Table 3, the tires of Examples 8 to 11 in which the widths W of the chamfers were variously changed were manufactured with the widths of the thick portions 57 constant, and the preferable range of the chamfer widths W was examined . The width (W) of the chamfer in the first embodiment is 25% of the width of the thick portion (57).

From Table 3, Examples 1, 8, and 9 are superior to Examples 10 and 11 in terms of handling stability on the dry road surface and breakage of tread rubber. In Example 10, steering stability is improved, but tread cracking is slightly increased. On the other hand, in Example 11, although the tread breakage is small, the improvement margin (improvement margin) of the steering stability is reduced. From this, it can be seen that the width W of the chamfer is preferably 20 to 30% of the width of the thick portion 57.

The pneumatic tire of the present invention has been described in detail above. However, the pneumatic tire of the present invention is not limited to the above-described embodiment, and various improvements and modifications may be made within the scope of the present invention Also,

10: Tire
12: Carcass ply layer
14: Belt layer
14a, 14b: Belt material
15: belt cover layer
16: Bead core
18: Tread rubber member
20: side rubber member
22: Bead filler rubber member
24: rim cushion rubber member
26: Inner liner rubber member
50: Tread pattern
52, 54: circumferential main groove
53, 57:
56: Three circumferential grooves
56a, 56b: chamfer
56c: first connection position
56d: second connection position
58: inclined groove
60: shoulder lug groove
62: Shoulder Saif

Claims (10)

An air-conditioned tire having a tread pattern in a tread portion,
At least one of the half tread regions on both sides in the tire width direction with the tire center line of the tread portion of the tread pattern as a boundary,
Two circumferential main grooves extending in the tire circumferential direction,
Three circumferential grooves provided between the two circumferential main grooves and having a narrow groove width and a shallow groove depth as compared with the circumferential main grooves and extending in the tire circumferential direction,
A plurality of inclined grooves provided in a circumferential direction of the tire, the inclined grooves being inclined with respect to a tire width direction connecting between the shoulder-side main grooves located on the shoulder side of the circumferential main grooves and the circumferential-
A main portion formed between the circumferential main groove and the center main groove located on the side of the tire center line among the circumferential main grooves and extending continuously in the tire circumferential direction,
And a plurality of adjacent adjacent inclined grooves adjacent to each other along the circumferential direction of the tire in the inclined grooves and a connecting position at which the circumferential grooves are connected to each other, A first chamfer on a first sidewall of the sidewalls where a chamfer angle with respect to a tread normal direction gradually decreases as the sidewall progresses from a first connecting position to a second connecting position of the connecting positions, And a second chamfer provided on a second sidewall facing the first sidewall and having a gradually increasing chamfer angle with respect to a tread normal direction as it progresses from the first connecting position toward the second connecting position,
Lt; / RTI >
Wherein the depth of the first chamfer and the depth of the second chamfer is 15 to 25% of the depth of the groove of the center-
Wherein the pneumatic tire is a pneumatic tire. The method according to claim 1,
Wherein the circumferential main groove, the circumferential directional grooves, the thick portion, and the chamfered portion are provided in each of the vane red regions on both sides in the tire width direction with the tire center line of the tread portion as a boundary. 3. The method according to claim 1 or 2,
And the center of the circumferential directional groove in the tire width direction is provided on the tire center line side with respect to the center position in the tire width direction of the area between the shoulder side groove and the center side groove. The method of claim 3,
And a width of the area between the shoulder-side main groove and the center-side main groove along the tire width direction is A, the center of the circumferential directional groove in the tire width direction extends from the center position toward the tire center line side Is offset in the range of 30% to 40% of the width (A). 3. The method according to claim 1 or 2,
Wherein the maximum width of the widths of the first chamfer and the second chamfer along the tire width direction is 20 to 30% of the width of the thick portion. delete 3. The method according to claim 1 or 2,
Wherein the tread rubber of the tread portion has a fracture elongation (JIS K6251) of 300 to 400% at 100 캜. The method according to claim 1,
Wherein the tread portion of the tread portion has a tan? At 60 占 폚 of 0.18 or less. 3. The method according to claim 1 or 2,
A shoulder-side main groove extending from the pattern end of the tread pattern toward the shoulder-side main groove and being closed at the middle of the shoulder-side main groove without being connected to the shoulder- A plurality of shoulder lug grooves provided in the tire circumferential direction and a plurality of sipes extending from the shoulder side groove toward the pattern end and closed in the middle in the tire circumferential direction. 3. The method of claim 2,
Wherein the tread portion is formed by using a pair of molds separately forming tread patterns located on both sides in the tire width direction with the tire center line as a boundary.

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