WO2011080969A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2011080969A1 WO2011080969A1 PCT/JP2010/070046 JP2010070046W WO2011080969A1 WO 2011080969 A1 WO2011080969 A1 WO 2011080969A1 JP 2010070046 W JP2010070046 W JP 2010070046W WO 2011080969 A1 WO2011080969 A1 WO 2011080969A1
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- WIPO (PCT)
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- groove
- central
- circumferential
- tire
- tread
- Prior art date
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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
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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
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
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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
- B60C11/0327—Tread patterns characterised by special properties of the tread pattern
- B60C11/033—Tread patterns characterised by special properties of the tread pattern by the void or net-to-gross ratios of the patterns
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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
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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
- B60C11/1323—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls asymmetric
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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
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
- B60C2011/0348—Narrow grooves, i.e. having a width of less than 4 mm
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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
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
- B60C2011/0353—Circumferential grooves characterised by width
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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
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0381—Blind or isolated grooves
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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
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0381—Blind or isolated grooves
- B60C2011/0383—Blind or isolated grooves at the centre of the tread
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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
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1209—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe straight at the tread surface
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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
Definitions
- the present invention relates to a pneumatic tire suitable for all seasons with improved performance on snow.
- Patent Document 1 discloses a pneumatic tire that has improved running performance on wet road surfaces and snow while maintaining excellent running performance on dry road surfaces.
- a lug groove that extends continuously from a tread end side to a central land portion on the center side in the tire width direction is formed in the tread, and ends in a reverse direction in the central land portion.
- the present invention has been made to solve the above problems, and an object thereof is to provide a pneumatic tire with improved performance on snow.
- the pneumatic tire according to claim 1 is provided on a tread, extends in a tire circumferential direction, and includes a first circumferential portion in which a narrow groove width portion and a wide groove portion having a wider groove width than the narrow groove width portion are alternately formed.
- the snow that has entered the first circumferential groove is stepped on to form a snow column. Then, the skid force of the snow column suppresses the skid of the tire when traveling on the snow.
- the snow column formed by the wide groove portion of the first circumferential groove is wider than the narrow groove portion when traveling on a snowy road surface, so there is a step between the wide groove portion and the narrow groove portion. Get caught. And the so-called snow performance such as the traction performance and the brake performance when running on the snow road surface is improved by the shear force of the snow column.
- the wide groove portion of the first circumferential groove is located on the extended line of the first intersecting groove, the snow that has entered the wide groove portion of the first circumferential groove and the first intersecting groove is together.
- a snow pillar straddling the wide groove part and the first crossing groove is integrally formed by being stepped on. Due to the shear force of the integrally formed snow column, the performance on snow is further improved when traveling on the snow.
- a pneumatic tire according to a second aspect is the pneumatic tire according to the first aspect, wherein the pneumatic tire according to the first aspect is provided on the opposite side of the first intersecting groove across the first circumferential groove of the tread.
- a second intersecting groove extending in a direction intersecting with the groove and having one end connected to the first circumferential groove and having the wide groove portion positioned on an extension line.
- the wide groove portion of the first circumferential groove is positioned on the extension line of the second intersecting groove, the wide groove portion of the first circumferential groove, the first intersecting groove , And the snow that has entered the second intersection groove is squeezed together, so that a snow column straddling the wide groove portion, the first intersection groove, and the second intersection groove is integrally formed. Due to the shear force of the integrally formed snow column, the performance on snow is further improved when traveling on the snow.
- a pneumatic tire according to a third aspect is the pneumatic tire according to the first or second aspect, wherein the first circumferential groove is formed on the tread end side in a region between the tire equatorial plane and the tread end. ing.
- the first circumferential groove is formed on the tread end side in the region between the tire equatorial plane and the tread end, the first circumferential groove is in the region. Compared with the case where it is formed on the tire equatorial plane side, a decrease in rigidity on the tire equatorial plane side is suppressed. Thereby, the fall of steering stability performance can be suppressed.
- the pneumatic tire according to claim 4 is the pneumatic tire according to claim 3, provided on both sides of the tire equatorial plane of the tread and closer to the tire equatorial plane than the first circumferential groove, A pair of second circumferential grooves extending in the direction and a central land portion formed between the pair of second circumferential grooves, extending in a direction intersecting the second circumferential groove, And a central groove that is connected to the pair of second circumferential grooves and has a groove width on one end side and a groove width on the other end side different from each other.
- the performance on snow is further improved by the shearing force of the snow column formed by the central groove when traveling on the snow.
- the groove width of the central groove is different between the one end side and the other end side, it is easy for snow to enter on the wide groove side of the central groove, contributing to improved performance on snow, and on the narrow groove side of the central groove, In addition, it contributes to steering stability performance by suppressing the decrease in rigidity of the central land.
- the tread is formed with a plurality of grooves extending in the tire circumferential direction and connected to intersect with the grooves, basic drainage performance is ensured. From the above, it is possible to improve on-snow performance while ensuring basic running performance (steering stability performance, drainage performance) on dry and wet road surfaces.
- the pneumatic tire according to claim 5 is the pneumatic tire according to claim 4, wherein the central groove has a first central groove having a groove width on one end side wider than a groove width on the other end side, and one end side.
- the second central groove is narrower than the groove width on the other end side, and the first central groove and the second central groove are alternately arranged in the tire circumferential direction. .
- a pneumatic tire according to a sixth aspect is the pneumatic tire according to the fourth or fifth aspect, wherein the central groove is inclined with respect to the tire width direction.
- the edge length of the central groove is longer than that along the tire width direction, and The circumferential edge component and the width direction edge component are obtained by the inclination. And, by the edge effect of the central groove, it is possible to achieve both the prevention of the side slip when driving on the snowy road surface and the improvement of the traction performance and the brake performance.
- the pneumatic tire of the present invention can improve the performance on snow.
- FIG. 1 is a plan view of a pneumatic tire according to a first embodiment of the present invention.
- FIG. 2 is an enlarged view of part 2 of FIG. 1.
- FIG. 3 is an enlarged view of part 3 of FIG. It is a plane enlarged view of a pneumatic tire showing a snowdrift formed when traveling on a snowy road surface with the pneumatic tire of the first embodiment.
- FIG. 4B is a sectional view taken along line 4B-4B of FIG. 4A. It is a top view of the tire of a comparative example.
- a pneumatic tire according to a first embodiment of the present invention will be described with reference to FIGS.
- the description is abbreviate
- a tread 12 of a pneumatic tire 10 (hereinafter simply referred to as a tire 10) has a pair of centers extending along the tire circumferential direction on both outer sides in the tire width direction across the tire equatorial plane CL.
- a pair of shoulder circumferential narrow grooves 18 extending in the tire circumferential direction are formed on the outer side.
- the shoulder circumferential main groove 16 is an example of a first circumferential groove
- the central circumferential main groove 14 is an example of a second circumferential groove.
- the shoulder circumferential main groove 16 is disposed on the tread end 12E side.
- the tread end means that a pneumatic tire is mounted on a standard rim specified in JATMA YEAR BOOK (2009 edition, Japan Automobile Tire Association Standard), and the maximum load capacity in the applicable size and ply rating in JATMA YEAR BOOK Tread contact surface when filled with 100% of the air pressure (maximum air pressure) corresponding to (internal pressure-load capacity correspondence table) and placed perpendicular to the flat plate with the maximum load capacity loaded This refers to the outermost end in the tire width direction.
- the TRA standard or ETRTO standard is applied at the place of use or manufacturing, the respective standards are followed.
- the shoulder circumferential direction main groove 16 is configured by alternately forming narrow groove portions 16A and wide groove portions 16B having a wider groove width than the narrow groove portions 16A in the tire circumferential direction.
- the narrow groove portion 16A and the wide groove portion 16B have a substantially constant groove width, and a step 16C is formed at the boundary between the wide groove portion 16B and the narrow groove portion 16A.
- the tread 12 extends from one central circumferential main groove 14 to the other central circumferential main groove 14, and both ends are connected to a pair of central circumferential main grooves 14.
- a central lug groove 22 having different groove widths on one end side and the other end side is formed.
- the central lug groove 22 is composed of a first central lug groove 23 and a second central lug groove 24, and the first central lug groove 23 and the second central lug groove 24 are alternately arranged in the tire circumferential direction. .
- the first central lug groove 23 and the second central lug groove 24 extend in directions intersecting the central circumferential main groove 14 respectively.
- the first central lug groove 23 and the second central lug groove 24 extend in the same direction, but not limited to this, the first central lug groove 23 and the second central lug groove 24 are , And may extend in directions crossing each other.
- the first central lug groove 23 has a groove width on one end side wider than that on the other end side.
- a portion having a wide groove width on one end side of the first central lug groove 23 is referred to as a central groove wide portion 23A
- a portion having a narrower groove width than the central groove wide portion 23A on the other end side is a central groove narrow portion.
- the central groove wide portion 23A and the central groove narrow portion 23B have a substantially constant groove width, and a step 23C is formed at the boundary between the central groove wide portion 23A and the central groove narrow portion 23B.
- the groove width of the one end part side is narrower than the groove width of the other end part side.
- a portion having a narrow groove width on one end side of the second central lug groove 24 is referred to as a central groove width narrow portion 24A
- a portion having a wider groove width than the central groove width narrow portion 24A on the other end side is defined as a wide central groove width.
- the central groove narrow portion 24A and the central groove wide portion 24B have a substantially constant groove width, and a step 24C is formed at the boundary between the central groove narrow portion 24A and the central groove wide portion 24B.
- the tread 12 has a central land portion 26 defined by a pair of central circumferential main grooves 14, a first central lug groove 23, and a second central lug groove 24.
- a plurality of central land portions 26 are arranged in the tire circumferential direction to form a central land portion row 27.
- a plurality of sipes 28 that are inclined in the opposite direction with respect to the first central lug groove 23 and the second central lug groove 24 are formed.
- the sipe 28 divides the tread side of the central land portion 26 into a plurality of pieces. Further, the groove width is set so that the sipe 28 is closed when the road surface is grounded.
- the tread 12 is formed with an intermediate lug groove 32 which is an example of a first intersecting groove extending from the shoulder circumferential main groove 16 to the central circumferential main groove 14 side.
- the intermediate lug groove 32 is composed of a first intermediate lug groove 33 and a second intermediate lug groove 34, and the first intermediate lug groove 33 and the second intermediate lug groove 34 are alternately arranged in the tire circumferential direction. ing.
- the first intermediate lug groove 32 and the second intermediate lug groove 34 extend while curving in a direction intersecting the shoulder circumferential main groove 16.
- the first intermediate lug groove 32 and the second intermediate lug groove 34 extend while being curved.
- the present invention is not limited to this, and may extend linearly.
- middle lug groove 34 are mutually extended in the same direction, not only this but the 1st intermediate
- the first intermediate lug groove 32 has one end connected to the shoulder circumferential main groove 16 and the other end connected to the central circumferential main groove 14.
- the second intermediate lug groove 33 has one end connected to the shoulder circumferential main groove 16 and the other end not connected to the central circumferential main groove 14. That is, the other end of the second intermediate lug groove 33 terminates in an intermediate land portion 36 defined by the central circumferential main groove 14, the shoulder circumferential main groove 16, and the first intermediate lug groove 32. For this reason, the lowering of the rigidity of the intermediate land portion 36 is suppressed as compared with the case where the other end portion of the second intermediate lug groove 33 is connected to the central circumferential main groove 14 without terminating in the intermediate land portion 36. .
- a plurality of intermediate land portions 36 are arranged in the tire circumferential direction to form intermediate land portion rows 37.
- the intermediate land portion 36 has a substantially parallelogram shape in plan view of the tread, and has a corner portion that is an acute angle chamfered. Thereby, the rigidity of the chamfered corner portion of the intermediate land portion 36 is improved, and the occurrence of the corner portion chipping or the like of the intermediate land portion 36 is suppressed.
- a plurality of sipes 38 that are inclined in the opposite direction with respect to the first intermediate lug groove 32 and the second intermediate lug groove 33 are formed.
- the sipe 38 divides the tread side of the intermediate land portion 36 into a plurality of pieces.
- the sipe 38 has a groove width that is closed when the road surface is grounded.
- the tread 12 has a shoulder lug groove 42 that is an example of a second intersecting groove that extends from the shoulder circumferential main groove 16 to the tread end 12 ⁇ / b> E and intersects the shoulder circumferential narrow groove 18. Is formed.
- the shoulder lug groove 42 extends while curving in a direction intersecting the shoulder circumferential main groove 16. In the present embodiment, the shoulder lug groove 42 extends while being curved, but is not limited thereto, and may extend linearly.
- the shoulder lug groove 42 includes a shoulder lug narrow groove portion 42A from the shoulder circumferential main groove 16 to the shoulder circumferential narrow groove 18 and a shoulder lug thick groove portion 42B on the tread end 12E side from the shoulder lug narrow groove portion 42A.
- the shoulder lug thick groove portion 42B has a wider groove width than the shoulder lug narrow groove portion 42A.
- the first tread land portion 46 defined by the shoulder circumferential main groove 16, the shoulder circumferential narrow groove 18, and the shoulder lug narrow groove portion 42A is formed in the tread 12.
- a plurality of the first shoulder land portions 46 are arranged in the tire circumferential direction to form a first shoulder land portion row 47.
- the tread 12 is formed with a second shoulder land portion 56 partitioned by the shoulder circumferential narrow groove 18 and the shoulder lug thick groove portion 42B.
- a plurality of second shoulder land portions 56 are arranged in the tire circumferential direction to form a second shoulder land portion row 57.
- a sipe 48 extending in the same direction as the extending direction of the shoulder lug groove 42 is formed.
- the sipe 48 is divided into a plurality of tread surfaces from the first shoulder land portion 46 to the second shoulder land portion 56.
- the sipe 48 has a groove width that is closed when the road surface is grounded.
- the wide groove portion 16 ⁇ / b> B of the shoulder circumferential main groove 16 is disposed on the extension line L ⁇ b> 3 of the shoulder lug groove 42.
- the wide groove portions 16B of the shoulder circumferential main grooves 16 are respectively formed on the extension lines L1 of the first intermediate lug grooves 32 and the extension lines L2 of the second intermediate lug grooves 33 that are alternately arranged in the tire circumferential direction.
- the first intermediate lug groove 32 and the shoulder lug groove 42 are connected via the wide groove portion 16B of the shoulder circumferential main groove 16, and the next wide groove portion 16B (in the tire circumferential direction) of the wide groove portion 16B.
- the second intermediate lug groove 33 and the shoulder lug groove 42 are connected via the adjacent wide groove portion 16B).
- the tread pattern on one side and the tread pattern on the other side are point-symmetric with respect to the tire equatorial plane CL.
- FIGS. 4A and 4B when running on a snowy road surface, snow on the road surface enters the pair of central circumferential main grooves 14 and the pair of shoulder circumferential main grooves 16, respectively, and the entered snow is stepped and solidified. A plurality of are formed. And the side slip of the tire 10 at the time of running on a snowy road surface is suppressed by the shearing force of these snow columns.
- the snow column formed by the wide groove portion 16B of the shoulder circumferential main groove 16 is wider than the narrow groove portion 16A, and therefore is caught by the step 16C during traveling or braking.
- the so-called snow performance such as traction performance and braking performance during running on the snow road is improved by the shearing force of the snow column formed by the wide groove portion 16B.
- the snow on the road surface tends to enter a wider part than a part where the groove width is narrow, and also enters at the intersection of the grooves.
- the wide groove portion 16B of the shoulder circumferential main groove 16 is disposed on the extension line L1 of the first intermediate lug groove 33 and on the extension line L3 of the shoulder lug groove 42, that is, the wide groove portion 16B.
- the shoulder circumferential main groove 16 since the shoulder circumferential main groove 16, the first intermediate lug groove 33, and the shoulder lug groove 42 intersect with each other, it is easier for snow to enter compared to the narrow groove portion 16 ⁇ / b> A of the shoulder circumferential main groove 16. Easy to form pillars.
- the next wide groove portion 16B of the shoulder circumferential main groove 16 is disposed on the extension line L2 of the second intermediate lug groove 34 and also on the extension line L3 of the second intermediate lug groove 34. Since the next wide groove portion 16B is an intersecting portion of the shoulder circumferential main groove 16, the second intermediate lug groove 34, and the shoulder lug groove 42, compared to the narrow groove portion 16A, snow easily enters. It is easy to form a snow column.
- the snow that has entered the first intermediate lug groove 33, the wide groove portion 16B, and the shoulder lug groove 42 is stepped together to form the first intermediate lug groove 33, the groove.
- a snow pillar straddling the wide portion 16B and the shoulder lug groove 42 is integrally formed.
- the snow that has entered the second intermediate lug groove 34, the next wide groove portion 16B, and the shoulder lug groove 42 is stepped together to form the second intermediate lug groove 34, the next wide groove portion 16B, and the shoulder.
- a snow column straddling the lug groove 42 is integrally formed.
- the snow column integrally formed in this way is caught by the groove wall of the first intermediate lug groove 33, the groove wall of the shoulder lug groove 42, and the step 16C during traveling or braking.
- the on-snow performance at the time of running on a snowy road surface is further improved by the shear force of the integrally formed snow column.
- the groove width of the central circumferential main groove 14 is substantially constant, the rigidity on the tire equatorial plane CL side is higher than when the groove width of the central circumferential main groove 14 is alternately changed in the tire circumferential direction. Reduction is suppressed. Thereby, the fall of steering stability performance can be suppressed.
- the first central lug groove 23 is composed of a central groove wide portion 23A and a central groove narrow portion 23B
- the second central lug groove 24 is composed of a central groove narrow portion 24A and a central groove wide portion 24B. Therefore, more snow enters the wide central groove portion 23A and the wide central groove portion 24B and the narrow central groove width portion 23B than in the case where the groove widths of the central lug grooves 22 are substantially constant. And the rigidity of the central land part 26 is ensured on the central groove narrow part 24A side. Thereby, the rigidity of the tire width direction center side is ensured, and steering stability is ensured.
- the intersection between the central groove wide portion 23A of the first central lug groove 23 and the central circumferential main groove 14 and the intersection between the central groove wide portion 24B of the second central lug groove 24 and the central circumferential main groove 14 are provided. Snow easily enters the area. For this reason, when running on a snowy road surface, snow enters a crossing portion of the central groove wide portion 23A and the central circumferential main groove 14 to integrally form a snow column, and the central groove wide portion 24B and the central circumferential main groove 14 intersect. Snow enters the part and a snow column is formed integrally. Since these integrally formed snow columns are formed in a balanced manner on both sides of the central land portion row 27, in addition to improving the traction performance and the braking performance when running on the snow road surface, the steering stability performance is also improved.
- first central lug groove 23 and the second central lug groove 24 are inclined with respect to the tire width direction, the respective edge lengths become longer, and the first central lug groove 23 and the second central lug groove A circumferential edge component and a width direction edge component are obtained by the inclination of 24. Further, due to the edge effect of the first central lug groove 23 and the second central lug groove 24, it is possible to achieve both the prevention of skid and the improvement of the traction performance and the braking performance when traveling on a snowy road surface. On the other hand, when the first central lug groove 23 and the second central lug groove 24 are along the tire width direction, the circumferential edge component is maximized, and the traction performance and the braking performance during running on a snowy road surface. Can be effectively exhibited.
- a plurality of sipes 28 are formed in the central land portion 26, a plurality of sipes 38 are formed in the intermediate land portion 36, and a sipe 48 is straddling the first shoulder land portion 46 and the second shoulder land portion 56. Since it is formed, the performance on ice and snow is improved by the edge effect by the sipes 28, 38 and 48 and the water absorption effect on the ice and snow surface.
- a pair of central circumferential main grooves 14, a pair of shoulder circumferential main grooves 16, and a pair of shoulder circumferential narrow grooves 18 are formed in the tread 12 as grooves extending in the tire circumferential direction. Since the central lug groove 22, the intermediate lug groove 32, and the shoulder lug groove 42 that intersect (or connect) are formed, basic drainage performance is ensured. From the above, it is possible to improve on-snow performance while ensuring basic running performance (steering stability performance, drainage performance) on dry and wet road surfaces. That is, the tire 10 has performance suitable as an all-season tire.
- the shoulder circumferential direction main groove 16 is configured such that the narrow groove width portion 16A and the wide groove portion 16B are alternately formed in the tire circumferential direction.
- the direction main groove 14 may be configured such that narrow groove portions and wide groove portions are alternately formed in the tire circumferential direction.
- the shoulder circumferential main groove 16 is formed on both sides of the tire equatorial plane CL of the tread 12.
- the present invention is not limited to this, and the shoulder circumferential main groove 16 is formed on the tread. It is good also as a structure formed only in one side of 12.
- Example 1 A tire having the structure of the first embodiment (see FIG. 1). The negative rate of the tire of Example 1 is 34.2%. Comparative Example 1 is a tire shown in FIG. A pair of shoulder circumferential main grooves 116 formed on both sides of the tread 112 in the tire width direction extend in a zigzag shape in the tire circumferential direction. Further, the tread 112 is formed with a pair of central circumferential main grooves 114 formed on the tire equatorial plane CL side with respect to the pair of shoulder circumferential main grooves 116, and from the shoulder circumferential main grooves 116 to the central circumferential main grooves.
- Snow traction performance Measures acceleration time from the start at a distance of 50m on a snowy road surface. Evaluation was made into the index display which made the reciprocal of the acceleration time of the comparative example 1 100. In addition, it shows that it is excellent in performance, so that the numerical value of an index
- Example 1 has improved performance on snow (traction performance) compared to Comparative Examples 1 and 2.
- Comparative Example 2 in which the shoulder circumferential main groove is straight, snow escapes in the circumferential direction, and the performance on the snow is deteriorated because it is not stepped on as a snow column, but the shoulder circumferential main groove has a wide groove.
- the first embodiment configured with the narrow portion and the narrow groove portion has significantly improved performance on snow (traction performance) as compared with Comparative Example 2.
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Abstract
Description
また、中央溝の溝幅が一端部側と他端部側で異なることから、中央溝の溝幅の広い側は雪が入り込みやすく、雪上性能向上に寄与し、中央溝の溝幅の狭い側は、中央陸部の剛性の低下を抑制して操縦安定性能に寄与する。
以上のことから、ドライ、ウエット路面での基本的な走行性能(操縦安定性能、排水性能)を確保しつつ、雪上性能を向上することができる。
本発明の第1実施形態の空気入りタイヤを図1~4にしたがって説明する。なお、本実施形態の空気入りタイヤの内部構造としては、従来公知の内部構造のいずれも適用することができるため、その説明を省略する。
従って、以下では、第1実施形態の空気入りタイヤのトレッドパターンについて説明する。
なお、トレッド端とは、空気入りタイヤをJATMA YEAR BOOK(2009年度版、日本自動車タイヤ協会規格)に規定されている標準リムに装着し、JATMA YEAR BOOKでの適用サイズ・プライレーティングにおける最大負荷能力(内圧-負荷能力対応表の太字荷重)に対応する空気圧(最大空気圧)の100%の内圧を充填し、静止した状態で平板に対し垂直に置き、最大負荷能力を負荷したときのトレッド接触面のタイヤ幅方向最外側端部を指すものである。なお、使用地又は製造地において、TRA規格、ETRTO規格が適用される場合は各々の規格に従う。
また、本実施形態では、第1中間ラグ溝32と第2中間ラグ溝34は、互いに同一方向に延びているが、これに限らず、第1中間ラグ溝32と第2中間ラグ溝34が互いに交差する方向に延びていてもよい。
すなわち、ショルダー周方向主溝16の溝幅広部16Bを介して、第1中間ラグ溝32とショルダーラグ溝42とが連結され、この溝幅広部16Bの次の溝幅広部16B(タイヤ周方向に隣り合う溝幅広部16B)を介して、第2中間ラグ溝33とショルダーラグ溝42とが連結されている。
図4A及び図4Bに示すように、雪上路面走行時には、路面上の雪が一対の中央周方向主溝14、及び一対のショルダー周方向主溝16にそれぞれ入り込み、入り込んだ雪が踏み固められて雪柱が複数形成される。そして、これらの雪柱の剪断力により、雪上路面走行時のタイヤ10の横滑りが抑制される。
同様に、ショルダー周方向主溝16の上記次の溝幅広部16Bが、第2中間ラグ溝34の延長線L2上で且つ第2中間ラグ溝34の延長線L3上にも配置される、すなわち、上記次の溝幅広部16Bは、ショルダー周方向主溝16、第2中間ラグ溝34、及びショルダーラグ溝42の交差部分となることから、溝幅狭部16Aに比べて、雪が入り込みやすく、雪柱を形成しやすい。
これに対して、第1中央ラグ溝23及び第2中央ラグ溝24をタイヤ幅方向に沿わせた場合には、周方向エッジ成分が最大となり、氷雪上路面走行時におけるトラクション性能、及びブレーキ性能を効果的に発揮することができる。
以上のことから、ドライ、ウエット路面での基本的な走行性能(操縦安定性能、排水性能)を確保しつつ、雪上性能を向上することができる。すなわち、タイヤ10は、オールシーズン用のタイヤとして好適な性能を有している。
第1実施形態では、ショルダー周方向主溝16を、溝幅狭部16Aと溝幅広部16Bとがタイヤ周方向に交互に形成される構成としたが、本発明はこれに限らず、中央周方向主溝14を、溝幅狭部と溝幅広部とがタイヤ周方向に交互に形成される構成としてもよい。
本発明の効果を確かめるために、本発明を適用したタイヤ(実施例)1種と、本発明を適用していないタイヤ(比較例)2種を用いて以下の評価を行なった。
実施例1:第1実施形態の構造を有するタイヤである(図1参照)。なお、実施例1のタイヤのネガティブ率は、34.2%である。
比較例1:図5に示されるタイヤである。トレッド112のタイヤ幅方向の両側に形成された一対のショルダー周方向主溝116は、タイヤ周方向にジグザグ状に延びている。また、トレッド112には、一対のショルダー周方向主溝116よりもタイヤ赤道面CL側に形成された一対の中央周方向主溝114が形成され、ショルダー周方向主溝116から中央周方向主溝114へ延びる長中間ラグ溝132及び短中間ラグ溝133がタイヤ周方向に交互に形成されている。そして、一対の中央周方向主溝114により形成される中央陸部127の両側には、タイヤ赤道面CL側に延びて途中で終端する中央ラグ溝122が形成されている。なお、比較例1のタイヤのネガティブ率は、33.2%である。
比較例2:実施例1のタイヤのショルダー周方向主溝16に溝幅狭部16A及び溝幅広部16Bが形成されず、ショルダー周方向主溝16がストレート状(一定幅)とされたタイヤである。なお、比較例2のタイヤのネガティブ率は、34.1%である。
雪上トラクション性能:圧雪路面上での50mの距離での発進からの加速タイムを計測。評価は、比較例1の加速タイムの逆数を100とする指数表示とした。なお、指数の数値が大きいほど性能に優れていることを表している。
12 トレッド
12E トレッド端
14 中央周方向主溝(第2の周方向溝)
16 ショルダー周方向主溝(第1の周方向溝)
16A 溝幅狭部
16B 溝幅広部
22 中央ラグ溝
23 第1中央ラグ溝(第1の中央溝)
24 第2中央ラグ溝(第2の中央溝)
32 中間ラグ溝(第1の交差溝)
42 ショルダーラグ溝(第2の交差溝)
CL タイヤ赤道面
L1 延長線
L2 延長線
L3 延長線
S タイヤ周方向
W タイヤ幅方向
Claims (6)
- トレッドに設けられ、タイヤ周方向に延び、溝幅狭部と該溝幅狭部よりも溝幅が広い溝幅広部とが交互に形成された第1の周方向溝と、
前記トレッドに設けられ、前記第1の周方向溝と交差する方向に延びるとともに前記第1の周方向溝に一端部が接続され、延長線上に前記溝幅広部が位置する第1の交差溝と、
を有する空気入りタイヤ。 - 前記トレッドの前記第1の周方向溝を挟んで前記第1の交差溝と反対側に設けられ、前記第1の周方向溝と交差する方向に延びるとともに前記第1の周方向溝に一端部が接続され、延長線上に前記溝幅広部が位置する第2の交差溝、を有する請求項1に記載の空気入りタイヤ。
- タイヤ赤道面とトレッド端との間の領域において、前記第1の周方向溝は、トレッド端側に形成されている請求項1又は請求項2に記載の空気入りタイヤ。
- 前記トレッドのタイヤ赤道面を挟んで両側で且つ、前記第1の周方向溝よりもタイヤ赤道面側に設けられ、タイヤ周方向に延びる一対の第2の周方向溝と、
前記一対の第2の周方向溝の間に形成された中央陸部に設けられ、前記第2の周方向溝と交差する方向に延び、両端部が前記一対の前記第2の周方向溝にそれぞれ接続され、一端部側の溝幅と他端部側の溝幅とが異なる中央溝と、
を有する請求項3に記載の空気入りタイヤ。 - 前記中央溝は、一端部側の溝幅が他端部側の溝幅よりも広い第1の中央溝と、一端部側の溝幅が他端部側の溝幅よりも狭い第2の中央溝と、を有し、
前記第1の中央溝と前記第2の中央溝とがタイヤ周方向に交互に配置されている請求項4に記載の空気入りタイヤ。 - 前記中央溝は、タイヤ幅方向に対して傾斜している請求項4又は請求項5に記載の空気入りタイヤ。
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JP5910709B1 (ja) * | 2014-12-01 | 2016-04-27 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP2016104593A (ja) * | 2014-12-01 | 2016-06-09 | 横浜ゴム株式会社 | 空気入りタイヤ |
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JP6012298B2 (ja) | 2012-07-05 | 2016-10-25 | 株式会社ブリヂストン | 空気入りタイヤ |
JP6135070B2 (ja) * | 2012-08-22 | 2017-05-31 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP5852608B2 (ja) * | 2013-01-28 | 2016-02-03 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP6093257B2 (ja) * | 2013-07-05 | 2017-03-08 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP6027500B2 (ja) * | 2013-07-05 | 2016-11-16 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP6294603B2 (ja) * | 2013-07-05 | 2018-03-14 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP5827655B2 (ja) * | 2013-09-25 | 2015-12-02 | 住友ゴム工業株式会社 | 空気入りタイヤ |
USD742303S1 (en) * | 2014-01-21 | 2015-11-03 | Itg Voma Corporation | Tire |
RU2662876C1 (ru) * | 2014-08-12 | 2018-07-31 | Дзе Йокогама Раббер Ко., Лтд. | Пневматическая шина |
EP3498498B1 (en) * | 2015-01-30 | 2021-03-24 | Bridgestone Corporation | Pneumatic tire |
CN107405962B (zh) * | 2015-03-18 | 2019-08-23 | 株式会社普利司通 | 轮胎 |
USD802524S1 (en) * | 2016-10-07 | 2017-11-14 | The Goodyear Tire & Rubber Company | Tire |
JP6825434B2 (ja) * | 2017-03-16 | 2021-02-03 | 住友ゴム工業株式会社 | タイヤ |
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CN102712223A (zh) | 2012-10-03 |
US20120291934A1 (en) | 2012-11-22 |
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JP5404378B2 (ja) | 2014-01-29 |
CN102712223B (zh) | 2015-02-18 |
JP2011136656A (ja) | 2011-07-14 |
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