WO2011125293A1 - Bandage pneumatique - Google Patents

Bandage pneumatique Download PDF

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Publication number
WO2011125293A1
WO2011125293A1 PCT/JP2011/001624 JP2011001624W WO2011125293A1 WO 2011125293 A1 WO2011125293 A1 WO 2011125293A1 JP 2011001624 W JP2011001624 W JP 2011001624W WO 2011125293 A1 WO2011125293 A1 WO 2011125293A1
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WO
WIPO (PCT)
Prior art keywords
block
tire
width
block piece
tread
Prior art date
Application number
PCT/JP2011/001624
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English (en)
Japanese (ja)
Inventor
加地　与志男
Original Assignee
株式会社ブリヂストン
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Filing date
Publication date
Application filed by 株式会社ブリヂストン filed Critical 株式会社ブリヂストン
Publication of WO2011125293A1 publication Critical patent/WO2011125293A1/fr

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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
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B60C11/124—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern inclined with regard to a plane normal to the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1259—Depth of the sipe
    • B60C11/1263—Depth of the sipe different within the same sipe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0304—Asymmetric patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1209—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C2011/129—Sipe density, i.e. the distance between the sipes within the pattern

Definitions

  • the present invention relates to a pneumatic tire having a plurality of sipes on the tread surface of the tire and particularly improving the braking performance on ice.
  • sipes extending in the tread width direction have been added to the tread pattern blocks and ribs (hereinafter collectively referred to as blocks) in order to improve acceleration and braking performance when starting on ice. It has been done.
  • Patent Document 1 describes a pneumatic tire characterized by a twisted shape of small blocks at both ends of the block.
  • the small blocks at both ends of the block generate rotational forces in opposite directions when compressed by the pressure from the road surface. For this reason, even when the number of sipes is increased, it is possible to suppress the collapse of the small blocks during the braking drive. Thereby, the reduction
  • an object of the present invention is to provide a pneumatic tire that solves the above-described problems and has the contradictory characteristics of “increase in contact area” and “increase in edge pressure” to further improve the performance on ice. There is.
  • the block is divided into a block piece responsible for increasing the contact area and a block piece responsible for increasing the edge pressure, and by sharing the role, the above problem can be solved and the on-ice performance of the tire can be improved.
  • the inventor uses a bent three-dimensional sipe for at least one of the sipe of the block, thereby preventing the block piece from collapsing against any direction of input from the road surface and suppressing a reduction in the contact area.
  • the inventors have obtained a new finding that the on-ice performance of the tire can be further improved.
  • a plurality of blocks are defined on the tread surface of the tire by a plurality of circumferential grooves extending in the tread circumferential direction and a plurality of width grooves extending in the tread width direction, and a plurality of blocks extending in the tread width direction are formed on the blocks.
  • a pneumatic tire with sipe The block is divided into a plurality of block pieces by the sipe, and a first block piece whose width in the tread circumferential direction of the block piece gradually decreases toward the tread surface, and a second block that gradually increases toward the tread surface.
  • the width in the tread circumferential direction at least on the tread surface of the first block piece gradually decreases from the end of the block in the tread width direction toward the center, and the at least the tread surface of the second block piece.
  • the width in the tread circumferential direction gradually increases from the end of the block in the tread width direction toward the center,
  • At least one of the sipe is a three-dimensional sipe that extends while being bent in the tire width direction and is bent in the tire radial direction.
  • / s2 1.0 ⁇ s1 / s2 ⁇ 1.6
  • the ratio t1 / t2 is 0.8 ⁇ t1 / t2 ⁇ 1.4
  • the pneumatic tire according to any one of (1) to (5), wherein the pneumatic tire is in a range of
  • a width in the tread circumferential direction at least at the sipe bottom of the first block piece gradually increases from an end portion of the block in the tread width direction toward a center portion, and at least the sipe bottom of the second block piece.
  • the protrusion having a height of half or more of the sipe width is formed in at least one place on the wall surface of the sipe between the first block piece and the second block piece.
  • a fine structure having a height in the range of 1/50 to less than 1/10 of the sipe width is formed on at least a part of the wall surface of the sipe between the first block piece and the second block piece.
  • the projection is not formed in a central region in the width direction of the block, or a projection having a height lower than an end region is formed in the central region in the width direction of the block.
  • bottom raising portions are provided at both ends in the width direction of the sipes located at both ends in the tire circumferential direction, and sipes other than the sipes located at both ends in the tire circumferential direction include: A staggered bottom is provided on one side in the width direction, When the number of sipes in the block is an odd number, bottom-up portions are provided at both ends in the tire circumferential direction and at both ends in the width direction of the sipes located at the center in the tire circumferential direction, and are located at both ends in the tire circumferential direction and at the center in the tire circumferential direction.
  • the role can be shared by the first block piece and the second block piece, and both an increase in the contact area and an increase in the edge pressure can be achieved. Furthermore, by making at least one of the sipes that divide the block into a bent three-dimensional sipe, it is possible to suppress the collapse of the sipe for any direction from the road surface and increase the contact area. Thereby, a pneumatic tire with improved performance on ice can be provided.
  • FIG. 1 is a perspective view of a block according to a first embodiment of a pneumatic tire of the present invention.
  • (a) is a cross-sectional view of the block taken along line AA in FIG. 3, and
  • (b) is an end view of the block taken along line BB in FIG.
  • FIG. 3 is a perspective view of a block according to a second embodiment of the pneumatic tire of the present invention.
  • (a) is a cross-sectional view of the block taken along line C1-C1 in FIG. 5, and (b) is an end view of the block taken along line DD in FIG.
  • FIG. 1 is a development view of a tread pattern showing an embodiment of a pneumatic tire of the present invention.
  • a plurality of blocks 20 are formed on a tread surface 1 of a tire by a plurality of circumferential grooves 3 extending in the tread circumferential direction parallel to the tire equator CL and a plurality of widthwise grooves 4 extending in the tread width direction.
  • the block 20 extends in the tread width direction and has a sipe 21a that does not have a bent portion in the tire radial direction, and extends while bending in a zigzag manner in the tire width direction, and extends while also bending in the tire radial direction.
  • a plurality of sipes 21 including three-dimensional sipes 21b are provided. These sipes 21 penetrate the block 20 so as to connect the adjacent circumferential grooves 3 and divide the block 20 into a plurality of, in the illustrated example, seven block pieces.
  • the block rows in which the blocks 20 are arranged in the tread circumferential direction are arranged in two rows in the tread width direction across the tire equator CL, but the number of blocks 20 arranged is limited to this illustrated example. It is not something. For example, an asymmetric arrangement such that two rows on one side in the tread width direction and three rows on the other side across the tire equator CL is possible. Further, it is sufficient that at least one sipe 21a and bent three-dimensional sipe 21b in the block 20 exist, and for example, various modes shown in FIGS. 2 (a) to (g) are applicable.
  • FIG. 3 is a perspective view of the block 20 according to the first embodiment of the pneumatic tire of the present invention.
  • arrows indicate a tread circumferential direction C, a tread width direction W, and a tire radial direction R (the arrow direction is the inner side in the tire radial direction).
  • Each block 20 has at least one set in which the first block piece 22T and the second block piece 22R are arranged adjacent to each other.
  • the first block piece 22T has a width in the tread circumferential direction that gradually decreases toward the tread surface
  • the second block piece 22R has a width in the tread circumferential direction that gradually increases toward the tread surface. That is, as shown in FIG. 3, the sipe 21a is not perpendicular to the tread surface, but inclined.
  • the third block piece 22S has a width in the tread circumferential direction that does not increase or decrease toward the tread surface.
  • the third block piece 22S is partitioned by both ends in the tire circumferential direction and a bent three-dimensional sipe 21b.
  • the bent three-dimensional sipe 21b is bent in a zigzag shape.
  • the circumferential width of the first block piece 22T gradually decreases from the ends S 1 and S 2 of the block 20 in the tread width direction toward the center portion Ce.
  • the circumferential width of the second block piece 22R gradually increases from the ends S 1 and S 2 of the block 20 in the tread width direction toward the center portion Ce.
  • the circumferential width of the tread surface of the third block piece 22S at the circumferential end of the block is not gradually increased or decreased in the tread width direction.
  • a central portion Ce of the block 20 in the tread width direction comprises a tread width direction center line of the block 20, and to refer to 50% or less of the area of the width of the width W B of the block 20 around the center line To do.
  • the end portions S 1 and S 2 of the block 20 in the tread width direction indicate regions on both sides of the central portion Ce.
  • FIG. 4 (a) is a cross-sectional view of the block 20 at the center in the tread width direction of the block 20 along the line AA in FIG. 3, and FIG. 4 (b) is a cross-sectional view along the line BB of FIG.
  • FIG. 4 is an end view of the block 20 at the end of the block 20 in the tread width direction.
  • Figure 4 (a) the width W TC tread circumferential direction of the first block piece 22T at the center of the tread width direction of the block 20, shown in FIG. 4 (b), the ends of the tread width direction of the block 20 shorter than the width W TS of the tread circumferential direction of the first block piece 22T in.
  • the circumferential width of the first block piece 22T gradually decreases from the end of the block 20 toward the center in the tread width direction. For this reason, the ground contact area of the first block piece 22T is smaller in the tread width direction center portion of the block 20 than in the tread width direction end portion.
  • the widths W RC1 and W RC2 in the tread circumferential direction of the second block piece 22R in the center portion of the block 20 in the tread width direction shown in FIG. 4 (a) are shown in FIG. 4 (b) in the tread width direction.
  • the widths W RS1 and W RS2 in the tread circumferential direction of the second block piece 22R at the end of the block 20 are longer than each other.
  • the circumferential width of the second block piece 22R gradually increases from the end of the block 20 toward the center in the tread width direction. For this reason, the ground contact area of the second block piece 22R is larger at the center portion of the block 20 in the tread width direction than at the end portion in the tread width direction.
  • FIG. 5 shows a perspective view of a block 20 according to the second embodiment of the pneumatic tire of the present invention.
  • the difference from the configuration in FIG. 3 is that the inclination direction of the sipe 21a is changed near the center in the tire radial direction of the block 20, as shown in FIG. That is, the width of the tread circumferential direction of the first block piece 22T gradually increases from the radially inner side to the outer side of the tire and then gradually decreases at the center of the radial length of the sipe 21a.
  • the tread circumferential width of the second block piece 22R gradually decreases from the radially inner side to the outer side of the tire, and then gradually increases at the center of the radial length of the sipe 21a.
  • FIG. 6 (a) is a cross-sectional view of the block 20 taken along line C1-C1 of FIG. 5, that is, the central portion of the block 20 in the tread width direction.
  • FIG. 6B is an end view of the block 20 at the end of the block 20 in the tread width direction, that is, the line DD in FIG.
  • the width in the tread circumferential direction of the first block piece 22T gradually decreases after gradually increasing from the radially inner side to the outer side of the tire.
  • the second block piece 22R gradually increases from the radially inner side to the outer side of the tire.
  • FIG. 6 (a) is a cross-sectional view of the block 20 taken along line C1-C1 of FIG. 5, that is, the central portion of the block 20 in the tread width direction.
  • FIG. 6B is an end view of the block 20 at the end of the block 20 in the tread width direction, that is, the line DD in FIG.
  • the width in the tread circumferential direction of the first block piece 22T gradually decreases after
  • the first block piece 22T has a maximum width in the tread circumferential direction at the center of the depth of the sipe 21a.
  • the groove wall of the sipe 21a seen in the cross-sectional view draws a gentle arc, and the center of curvature exists in the inner direction of the first block piece 22T with respect to the groove wall.
  • the second block piece 22R has a minimum width in the tread circumferential direction at the center of the depth of the sipe 21a.
  • the groove wall of the sipe 21a seen in the cross-sectional view draws a gentle arc, and the center of curvature exists in the outer direction of the second block piece 22R with respect to the groove wall.
  • widths W RC1 and W RC2 in the tread circumferential direction of the second block piece 22R at the center portion of the block 20 in the tread width direction shown in FIG. 6 (a) are shown in FIG. 6 (b) in the tread width direction.
  • the widths W RS1 and W RS2 in the tread circumferential direction of the second block piece 22R at the end of the block 20 are longer than each other. That is, the circumferential width of the second block piece 22R gradually increases from the end of the block 20 toward the center in the tread width direction. For this reason, the ground contact area of the second block piece 22R is larger at the center portion of the block 20 in the tread width direction than at the end portion in the tread width direction.
  • the width of the block piece in the tread circumferential direction gradually decreases toward the tread surface, and toward the tread surface. It is important to have at least one set in which the gradually increasing second block pieces are arranged next to each other. With reference to FIG. 7, the operational effects of the first block piece 22T and the second block piece 22R will be described.
  • the first block piece 22T and the second block piece 22R are opposite to the traveling direction.
  • the force to fall in the direction works.
  • the edge portion of the first block piece becomes an obtuse angle. Therefore, the bulge direction of the rubber at the edge portion when the load is applied is not parallel to the road surface, but is a direction toward the road surface. As a result, the edge end is easily restrained with respect to the road surface.
  • the first block piece 22T easily collapses, and the local deformation of the edge portion indicated by a dotted circle in the figure increases, so that the edge pressure at the edge portion is improved.
  • the second block piece 22R has a shape that expands toward the surface of the block piece, so that it does not fall down, the edge part does not leave the ground contact surface, and it expands against the icy road surface under load. Deform. For this reason, the second block piece 22R has a larger ground contact area than when there is no load, and the floating of the block piece 22R is suppressed.
  • the width of the first block piece 22T in the tread circumferential direction at least on the tread surface is gradually decreased from the end of the block 20 in the tread width direction toward the center, and the second block piece. It is important to gradually increase the width of 22R in the tread circumferential direction from the end of the block 20 toward the center in the tread width direction.
  • the obtuse angle shape of the edge portion of the first block piece is more emphasized in the center portion in the tire width direction where the edge pressure tends to be small. Thereby, the effect that the edge ends are easily restrained with respect to the road surface is increased, and as a result, a high edge pressure can be obtained.
  • the second block piece has a large circumferential width on the side in contact with the road surface of the block piece and a small circumferential width on the sipe bottom side at the center in the tire width direction. Therefore, the shape becomes more stable with respect to the input from the road surface, and the ground contact area increases. As a result, each of the edge effect and the effect of increasing the contact area is emphasized, and the friction performance on ice can be greatly improved.
  • At least one of the sipes that divide the block into block pieces is a three-dimensional sipe that extends while bending in the tire width direction and also extends in the tire radial direction. .
  • the high contact force between the wall surfaces of the bent three-dimensional sipe can suppress the collapse of the block pieces and suppress the reduction of the contact area.
  • the bent three-dimensional sipe 21b exemplifies a zigzag bent shape, but it only needs to have a bent portion, for example, along the tire radial direction while repeating unevenness. It may be a sipe that extends.
  • the first block piece 22T has a narrow shape with a narrow groove bottom portion of the sipe 21a. This is because the rigidity of the first block piece 22T can be reduced, the first block piece 22T can be more easily collapsed, and the performance on ice can be further improved.
  • the tire of the second block piece 22R at the tread tread surface at the center in the tire width direction of the block is 1.0 ⁇ s1 / s2 ⁇ 1.6
  • the ratio t1 / the tire circumferential direction width t1 of the second block piece 22R and the tire circumferential direction width t2 of the third block piece 22S t2 is 0.8 ⁇ t1 / t2 ⁇ 1.4 It is preferable that it exists in the range.
  • the “circumferential width” of the block piece defined by the bent three-dimensional sipe is defined by the distance from the center of the amplitude of the bent three-dimensional sipe.
  • the tire circumferential direction width p1 of the first block piece and the tire circumferential direction width p2 of the second block piece in the tire width direction central portion of the tread surface is in the range of 0.2 to 0.3
  • the tire circumferential direction width q1 of the first block piece at the tire width direction end of the tread surface and the tire circumference of the second block piece is preferably in the range of 0.4 to 0.6.
  • the ratio p1 / p2 is less than 0.2, the first block piece collapses extremely at the time of grounding, and sufficient edge effect cannot be obtained, while if the ratio p1 / p2 is greater than 0.3, the first block This is because the collapse of the piece is small, and in this case also, a sufficient edge effect cannot be obtained.
  • the ratio q1 / q2 is less than 0.4, the first block piece collapses extremely at the time of grounding, and a sufficient edge effect cannot be obtained, while when the ratio q1 / q2 is greater than 0.6, the first This is because the collapse of the block piece is small and a sufficient edge effect cannot be obtained.
  • the width of the first block piece in the tread circumferential direction at least at the sipe bottom gradually increases from the end of the block in the tread width direction toward the center, and the second block piece at least in the tread circumferential direction at the sipe bottom. Is preferably gradually reduced from the end of the block in the tread width direction toward the center.
  • the first block piece has a larger circumferential width on the sipe bottom side at the center in the width direction of the block, so that the first block piece is more likely to fall down and the edge pressure is further increased.
  • the second block piece since the second block piece has a smaller circumferential width on the sipe bottom side, the second block piece becomes more stable against the falling force and can further suppress the reduction of the contact area. It is.
  • the opening width of the sipe 21a is too wide, the ratio of the block pieces in the block 20 is reduced, and the block rigidity is lowered, which is not preferable. Therefore, it is preferable that the groove walls facing each other across the sipe 21a have the same shape and the opening width of the sipe 21a is constant.
  • the circumferential width of the first block piece 22T is smaller than the circumferential width of the second block piece 22R. It is preferable to reduce the rigidity of the first block piece 22T so that the collapse of the first block piece 22T is more likely to occur.
  • first block pieces 22T and the second block pieces 22R are alternately arranged over the entire block 20 in the tread circumferential direction. For this reason, in the above-described example, such an arrangement is obtained except for the block pieces 22S at both ends.
  • one block 20 there may be at least one set in which the first block piece 22T and the second block piece 22R are arranged adjacent to each other.
  • the first block pieces 22T and the second block pieces 22R may be arranged adjacent to each other.
  • FIG. 10A and 10 (b) are perspective views of a block 20 according to a third embodiment of the pneumatic tire of the present invention.
  • the sipe is provided with a bottom raising that changes the depth of the sipe and raises a part or all of the sipe bottom to the outside in the tire radial direction compared to other sipe.
  • FIG. 10A at the bottom of the sipe 21a, at least one, in the illustrated example, three bottom raised portions 24 that connect the first block piece 22T and the second block piece 22R are provided.
  • the bottom raised portion 24 By providing the bottom raised portion 24, the fall of the second block piece 22R is further suppressed, so that a ground contact area can be ensured reliably.
  • FIG. 10B shows an example of the arrangement of the sipe with the bottom raised in the block 20.
  • the bent three-dimensional sipe 21b at both ends in the circumferential direction is raised at both ends in the width direction, and the other sipe is provided with a raised bottom in a staggered pattern. That is, the sipe 21c in FIG. 9 (b) is raised in the positive direction in the tire width direction (the direction of the arrow in the tire width direction W in FIG. 9 (b)), and the sipe 21d is negative in the tire width direction. The direction of is raised.
  • sipes 21c and 21d are alternately arranged.
  • bottom-ups at both ends in the width direction of the sipe at both ends in the circumferential direction of the block 20 it is possible to suppress collapse of the block pieces at the stepping-in end and kicking-out end of the block, and it is possible to suppress a decrease in the contact area.
  • the edge effect due to the fall of the first block piece 22T is not hindered, and the fall of the second block piece can be suppressed and the ground contact area can be increased. This is because the rigidity of the block 20 can be appropriately increased.
  • At least a part of the wall surface of the sipe between the first block piece and the second block piece has a half or more of the sipe width (opening width). It is preferable to provide a protrusion 25 having a height. This is because the protrusions can further suppress the collapse of the block pieces and suppress the reduction of the ground contact area. Furthermore, the protrusion provided on the wall surface of the sipe between the first block piece and the second block piece is not provided in the central region in the width direction of the block as shown in FIG. A protrusion having a height lower than that of the end region is formed in the central region in the width direction.
  • the length in the circumferential direction of the first block piece is short, and the shearing force and slip at the edge end are small, and wear is smaller than in other positions. For this reason, if a protrusion is provided in the center portion in the width direction, sliding is suppressed due to the support between sipes, the amount of further wear is reduced, and uneven wear in the block width direction may occur. Furthermore, it is preferable to form a fine structure having a height in the range of 1/50 to less than 1/10 of the sipe width (opening width).
  • FIGS. 12 (a) to (g) in correspondence with FIGS. 2 (a) to 2 (g), when the number of sipes in the block is an even number, they are located at both ends in the tire circumferential direction. It is preferable to provide bottom raised portions at both ends in the width direction of the sipe, and to provide sipe other than the sipes located at both ends in the tire circumferential direction in a staggered manner on one side in the width direction.
  • the position where the bottom raised portion is provided is indicated by a portion surrounded by a dotted line.
  • bottom-up portions are provided at both ends in the tire circumferential direction and at both ends in the width direction of the sipes located at the tire circumferential center, and are positioned at both ends in the tire circumferential direction and at the center in the tire circumferential direction. It is preferable to provide bottom-up portions in a staggered manner on one side in the width direction for sipe other than the sipe.
  • the block having the sipe described above is preferably provided only on the outermost side in the tire width direction. This is because the shoulder side bears the breaking force during braking.
  • the pneumatic tire (invention example tire) of the present invention, the conventional pneumatic tire (conventional example tire), and the pneumatic tire of the comparative example (comparative example tire) were prototyped based on the specifications described later, and the braking performance on ice was improved.
  • a test to be evaluated was performed and will be described below.
  • Each test tire has the tread pattern shown in FIG. 1, and has the same internal structure as a general pneumatic tire.
  • the schematic top view of each test tire block is shown in FIG. 2, the sipe shape is schematically shown in FIGS. 14 and 15, and FIG. 16 shows a conventional tire tread (upper view) and block schematic view (lower view). ).
  • the upper side in the drawing shows the sipe bottom side
  • the lower side in the drawing shows the tread tread side.
  • the dotted line shows the case where the sipe is flat.
  • Table 1 below summarizes the composition of the block of each sample tire, the shape of the sipe, and the arrangement of the bent three-dimensional sipe. The other tires have the same specifications.
  • Each test tire has a tire size of 195 / 65R15. These tires were assembled into standard rims to form tire wheels, and the tire internal pressure was adjusted to 200 kPa. The tire was mounted on a passenger car and a braking test was conducted on an icy road. In the braking test, the braking distance was measured from the initial speed of 40km / h until full braking was applied, and the average deceleration was calculated from the initial speed and braking distance. The braking test results are expressed as an average deceleration index and are shown in Table 2. The index is expressed as an index when the average deceleration of the conventional tire is 100, and the larger the value, the better the result.
  • the braking test described above was carried out using the tire circumferential direction width s1 of the second block piece and the tire circumferential direction width s2 of the third block piece at the center in the tire width direction of the block.
  • the ratio t1 / t2 between the tire circumferential direction width t1 of the second block piece and the tire circumferential direction width t2 of the third block piece at the tire width direction end of the block. went.
  • the results are shown in Table 3 below.
  • the index is expressed as an index when the average deceleration of the conventional tire is 100, and the larger the value, the better the result.
  • the braking test described above was carried out using the ratio p1 / p2 between the tire block circumferential width p1 of the first block piece and the tire circumferential width p2 of the second block piece and the first Tires with various ratios q1 / q2 between the width q1 of the block piece in the tire circumferential direction and the width q2 of the second block piece in the tire circumferential direction were prototyped, and the performance on ice of the tire was evaluated.
  • the results are shown in Table 4 below.
  • the index is expressed as an index when the average deceleration of the conventional tire is 100, and the larger the value, the better the result.
  • Comparison between Invention Examples 1 to 10 and Invention Examples 11 to 20 reveals that Invention Examples 1 to 10 are superior in braking test results to those corresponding to Invention Examples 11 to 20. From the comparison of Invention Examples 1 to 4 and Comparison of Invention Examples 11 to 14, it can be seen that high performance on ice can be obtained by optimizing the arrangement of the bent three-dimensional sipe as described above. Invention Examples 6 and 16 in which the sipe shape at the sipe bottom position is optimized by comparison between Invention Examples 5 and 6 and Invention Examples 15 and 16 are compared with Invention Examples 5 and 15, respectively. It turns out that the cornering test result on ice is excellent.
  • Inventive Examples 7 and 8 in which the shape and structure of the sipe are optimized by comparison between Inventive Example 6 and Inventive Examples 7, 8, 9, and 10, and Inventive Example 16 and Inventive Examples 17, 18, 19, and 20. , 9, 10, 17, 18, 19, and 20 show that the braking test results are improved. Further, Comparison between Invention Example 8 and Invention Example 8-2, Comparison between Invention Example 10 and Invention Example 10-2, Comparison between Invention Example 18 and Invention Example 18-2 Invention Example 20 and Invention Example 20-2 From these comparisons, it can be seen that Invention Examples 8, 10, 18, and 20 having no protrusion at the central portion in the width direction of the block have the same braking test results as those having the protrusion.
  • Table 3 also shows that the braking test results are improved over the conventional tire when s1 / s2 is 1.0 or more and 1.6 or less and t1 / t2 is 0.8 or more and 1.4 or less.
  • Table 4 shows that the performance on ice is improved over the conventional example when p1 / p2 is 0.2 or more and 0.3 or less and q1 / q2 is 0.4 or more and 0.6 or less.
  • Inventive Example 10 and Inventive Example 10-2 were subjected to an actual vehicle wear test.
  • the test compared the mode of wear at the center of the block width after running for 1000 km.
  • a step of 0.6 mm occurred as shown in FIG. 17 (a).
  • the level difference was 0.2 mm, and uneven wear in the width direction of the block was suppressed.

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

Abstract

L'invention porte sur un bandage pneumatique dans lequel un bloc est divisé en un élément de bloc qui augmente la zone de contact avec le sol et un élément de bloc qui augmente la pression au niveau des bords. En outre, au moins une lamelle dans le bloc est une lamelle en trois dimensions incurvée.
PCT/JP2011/001624 2010-04-02 2011-03-18 Bandage pneumatique WO2011125293A1 (fr)

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Application Number Priority Date Filing Date Title
JP2010086483A JP5519378B2 (ja) 2010-04-02 2010-04-02 空気入りタイヤ
JP2010-086483 2010-04-02

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WO2011125293A1 true WO2011125293A1 (fr) 2011-10-13

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3335909A1 (fr) * 2016-12-19 2018-06-20 Nokian Renkaat Oyj Pneumatique, bande de roulement et bloc de bande de roulement comprenant une lamelle et plaque de lamelles pour sa fabrication
EP4091842A1 (fr) * 2021-05-21 2022-11-23 The Goodyear Tire & Rubber Company Pneu avec motif de lamelle hybride
RU2790461C1 (ru) * 2016-12-19 2023-02-21 Нокиан Ренкаат Ойй Пневматическая шина, протекторный слой и протекторный блок, содержащие щелевидную прорезь, а также ламельная пластина для ее изготовления
US11807045B2 (en) 2021-06-14 2023-11-07 The Goodyear Tire & Rubber Company Tire with hybrid sipe pattern

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7020894B2 (ja) 2017-12-13 2022-02-16 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ

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JPH10315714A (ja) * 1997-05-19 1998-12-02 Yokohama Rubber Co Ltd:The 氷雪路用空気入りタイヤ
JPH1134616A (ja) * 1997-07-22 1999-02-09 Toyo Tire & Rubber Co Ltd 空気入りラジアルタイヤ
JP2000006618A (ja) * 1998-04-22 2000-01-11 Bridgestone Corp 空気入りタイヤ
JP2001055018A (ja) * 1999-08-18 2001-02-27 Bridgestone Corp 空気入りタイヤ
JP2003534182A (ja) * 2000-02-17 2003-11-18 ソシエテ ド テクノロジー ミシュラン タイヤのトレッドパターン
JP2006188185A (ja) * 2005-01-07 2006-07-20 Bridgestone Corp 空気入りタイヤ
JP2009067348A (ja) * 2007-09-18 2009-04-02 Bridgestone Corp 空気入りタイヤ
JP2010132167A (ja) * 2008-12-05 2010-06-17 Bridgestone Corp 空気入りタイヤ

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JP2004210043A (ja) * 2002-12-27 2004-07-29 Bridgestone Corp 空気入りタイヤ

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10315714A (ja) * 1997-05-19 1998-12-02 Yokohama Rubber Co Ltd:The 氷雪路用空気入りタイヤ
JPH1134616A (ja) * 1997-07-22 1999-02-09 Toyo Tire & Rubber Co Ltd 空気入りラジアルタイヤ
JP2000006618A (ja) * 1998-04-22 2000-01-11 Bridgestone Corp 空気入りタイヤ
JP2001055018A (ja) * 1999-08-18 2001-02-27 Bridgestone Corp 空気入りタイヤ
JP2003534182A (ja) * 2000-02-17 2003-11-18 ソシエテ ド テクノロジー ミシュラン タイヤのトレッドパターン
JP2006188185A (ja) * 2005-01-07 2006-07-20 Bridgestone Corp 空気入りタイヤ
JP2009067348A (ja) * 2007-09-18 2009-04-02 Bridgestone Corp 空気入りタイヤ
JP2010132167A (ja) * 2008-12-05 2010-06-17 Bridgestone Corp 空気入りタイヤ

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3335909A1 (fr) * 2016-12-19 2018-06-20 Nokian Renkaat Oyj Pneumatique, bande de roulement et bloc de bande de roulement comprenant une lamelle et plaque de lamelles pour sa fabrication
US10906359B2 (en) 2016-12-19 2021-02-02 Nokian Renkaat Oyj Pneumatic tire, a tread band, and a tread block comprising a sipe, and a lamella plate for the manufacture thereof
RU2750310C2 (ru) * 2016-12-19 2021-06-25 Нокиан Ренкаат Ойй Пневматическая шина, протекторный слой и протекторный блок, содержащие щелевидную прорезь, а также ламельная пластина для ее изготовления
EP3984779A1 (fr) * 2016-12-19 2022-04-20 Nokian Renkaat Oyj Pneumatique, bande de roulement et bloc de bande de roulement comprenant une lamelle et plaque de lamelles pour sa fabrication
US11554613B2 (en) 2016-12-19 2023-01-17 Nokian Renkaat Oyj Pneumatic tire, a tread band, and a tread block comprising a sipe, and a lamella plate for the manufacture thereof
RU2790461C1 (ru) * 2016-12-19 2023-02-21 Нокиан Ренкаат Ойй Пневматическая шина, протекторный слой и протекторный блок, содержащие щелевидную прорезь, а также ламельная пластина для ее изготовления
EP4091842A1 (fr) * 2021-05-21 2022-11-23 The Goodyear Tire & Rubber Company Pneu avec motif de lamelle hybride
US11807045B2 (en) 2021-06-14 2023-11-07 The Goodyear Tire & Rubber Company Tire with hybrid sipe pattern

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JP5519378B2 (ja) 2014-06-11

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