WO2014167990A1 - Pneumatique - Google Patents

Pneumatique Download PDF

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Publication number
WO2014167990A1
WO2014167990A1 PCT/JP2014/058107 JP2014058107W WO2014167990A1 WO 2014167990 A1 WO2014167990 A1 WO 2014167990A1 JP 2014058107 W JP2014058107 W JP 2014058107W WO 2014167990 A1 WO2014167990 A1 WO 2014167990A1
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WO
WIPO (PCT)
Prior art keywords
groove
tire
circumferential
region
lug
Prior art date
Application number
PCT/JP2014/058107
Other languages
English (en)
Japanese (ja)
Inventor
有資 三戸
Original Assignee
横浜ゴム株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 横浜ゴム株式会社 filed Critical 横浜ゴム株式会社
Priority to JP2014513834A priority Critical patent/JPWO2014167990A1/ja
Publication of WO2014167990A1 publication Critical patent/WO2014167990A1/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
    • B60C11/0304—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
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • 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
    • B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
    • B60C2011/0365—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by width
    • 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

Definitions

  • the present invention relates to a pneumatic tire provided with a tread pattern.
  • S tire As a high-performance tire that is mainly used for racing and expresses a high grip force, a tire called a “S tire”, which can be used on public roads, is known.
  • S tires for example, lug grooves that are relatively thick and slanted in the tire width direction are provided sparsely on the tread surface, thereby forming a large land block. Things are known.
  • the sound generated by large land blocks and the noise generated by adhesion to the road surface are likely to be loud, and generally no pitch variation is applied. The sound in the frequency band is amplified and the pattern noise is large.
  • the slug of the lug groove is sparse but the width of the lug groove is thick and inclined, so it tends to promote air pumping noise while having effective drainage characteristics, and problems when traveling on public roads It was.
  • the market needs for S tires with specifications that have become low flat (for example, 35% or less) accompanying the trend toward higher inches have increased. This type of S tire is said to be difficult to meet recent regulations regarding outside vehicle noise.
  • a shoulder lug groove extending in the tire width direction is provided in the area of one shoulder land portion of the tread surface, and the shoulder lug groove is adjacent to the shoulder land area. There is one connected to (patent document 1).
  • the present invention provides a pneumatic tire that can suppress vehicle passing noise and has excellent wet performance.
  • One aspect of the present invention is a pneumatic tire in which a tread pattern is formed in a tread portion, and the tread pattern is In a tread surface including a first region disposed on the first side with the tire center line as a boundary, and a second region disposed on the second side, Including three circumferential main grooves extending in the tire circumferential direction, and of the three circumferential main grooves, a first circumferential main groove is provided in the first region, and a second circumferential direction is provided.
  • a main groove is provided in a portion of the first region on the second side with respect to the first circumferential main groove or a region of a tire center line, and a third circumferential main groove is the second region.
  • the second region in the region of the second shoulder land portion provided on the second side with respect to the third circumferential main groove, one end opens at the ground contact end in the tire width direction, and the other.
  • a plurality of second shoulder lug grooves provided at intervals in the tire circumferential direction, the ends of which are closed in the region of the second shoulder land portion;
  • one end opens into the first circumferential main groove, and the other end is the first A plurality of first lug grooves that are closed in the tire circumferential direction and that are closed in the region of the land portion of
  • one end opens into the second circumferential main groove and the other end is the second A plurality of second lug grooves provided at intervals in the tire circumferential direction, which are closed in the region of the land portion of A ratio Wout / Win between an average groove width Win, which is an average of groove widths of the first circumferential main groove and the second circumferential main groove, and a groove width Wout of the third circumferential main groove is 0.
  • the first lug groove and the second lug groove are more greatly inclined in the tread surface with respect to the tire width direction than the first shoulder lug groove, and are inclined in the same direction in the tire circumferential direction.
  • the pneumatic tire is characterized in that the inclination angle of the second lug groove is larger than that of the first lug groove.
  • the groove depths of the circumferential main grooves are preferably 3.0 to 6.5 mm.
  • the groove area ratio Sin of the inner region of the tread pattern is 17 to 32%
  • the groove area ratio Sout of the outer region is 8 to 23%
  • the ground camber angle when the vehicle is stationary is in the range of -1.0 to -4.5 degrees and is attached to the vehicle inclined to the vehicle side,
  • the contact length in the tire circumferential direction of the edge on the tread surface of the circumferential main groove closer to the tire center line is 90 of the maximum contact length. % Or more is preferable.
  • the circumferential groove group is further provided on the second side of the third circumferential main groove, extends in the tire circumferential direction, and has a groove width that is greater than the groove width of the three circumferential main grooves. It is preferable to include at least one circumferential narrow groove having a narrow groove width of 3.0 mm or less.
  • the second lug groove is provided in the inner region;
  • the tread pattern further includes a plurality of third lug grooves that are connected to the circumferential narrow grooves and that are provided at intervals in the tire circumferential direction.
  • the maximum groove width Rin is equal to the third lug groove and the second shoulder lug. It is preferable that the groove width is greater than or equal to the maximum groove width Rout.
  • the tread pattern further includes a plurality of fourth lug grooves provided at intervals in the tire circumferential direction, intersecting the third circumferential main groove,
  • the fourth lug groove is preferably closed at both ends in the tire width direction without being connected to other adjacent circumferential grooves.
  • the tread pattern further includes a plurality of curved grooves provided at intervals in the tire circumferential direction that intersect one of the circumferential grooves provided in the outer region,
  • the curved groove is closed at both ends in the tire width direction without being connected to other adjacent circumferential grooves, and a portion connecting the both ends is convex toward one side in the tire circumferential direction. It is preferable to bend in the tread surface.
  • the tread pattern is further provided at intervals in the tire circumferential direction that intersects with another one of the circumferential grooves provided in the outer region.
  • a plurality of second curved grooves Each of the second curved grooves is closed at both ends in the tire width direction without being connected to other adjacent circumferential grooves, and a portion connecting the both ends is directed toward the other side in the tire circumferential direction. It is preferably convex and curved within the tread surface.
  • the curved groove is preferably convex in the same direction as one of the tire circumferential directions in which the second lug groove is inclined and curved in the tread surface.
  • the ratio of the groove depth to the groove width of the first circumferential main groove is 30 to 60%
  • the ratio of the groove depth to the groove width of the second circumferential main groove is 30 to 60%
  • the ratio of the groove depth to the groove width of the third circumferential main groove is preferably 60 to 90%.
  • the inclination angle of the first shoulder lug groove in the tread surface with respect to the tire width direction is 0 to 7 degrees,
  • the inclination angle of the first lug groove in the tread surface with respect to the tire width direction is preferably 15 to 50 degrees.
  • the inclination angle of the second lug groove in the tread surface with respect to the tire width direction is preferably 30 to 60 degrees.
  • the edge facing the edge where the first lug groove is opened is not opened, and extends linearly over the entire circumference in the tire circumferential direction
  • the edge facing the edge where the second lug groove is opened is not opened and may extend linearly over the entire circumference in the tire circumferential direction. Good.
  • FIG. 1 is an external view illustrating an entire tire according to an embodiment of the present invention. It is sectional drawing which shows a part of tire of FIG.
  • FIG. 2 is a diagram in which the tread pattern of the tire of FIG. It is a figure which shows the contact shape of the tread pattern of FIG.
  • a pneumatic tire (hereinafter referred to as a tire) 1 is a so-called S tire that can be used on public roads, and has a flatness ratio of 55% or less, and a rim diameter (tire inner diameter) of a rim to be mounted is 16 inches or more. Yes. Further, a numerical value (tire size) written on the tire as the tire width is 195 or more. Such a pneumatic tire has a tread rubber tan ⁇ (20 ° C.) of 0.30 or more.
  • the speed range of the tire 1 is the (Y) range. As long as the structure and rubber material of the tire 1 of the present invention are selected so as to be the S tire of the above-mentioned specification, a known one may be used, or a new one may be used. In the present invention, there is no particular limitation.
  • FIG. 2 shows a profile of the tire 1 when the tire 1 is cut at a cut surface including the tire rotation axis of the tire 1 of the present embodiment.
  • the tire 1 has a carcass ply layer 3, a belt layer 4, and a pair of bead cores 5 as a skeleton material, and a tread rubber 6, a side rubber 7, and a bead filler rubber 8 around these skeleton materials.
  • the inner liner rubber 9 and the belt cover layer 10 are mainly included.
  • the first shoulder lug groove 41, the first lug groove 45, the second lug groove 47, the curved groove 51, the third lug groove 49, and the second lug groove 49 are shown.
  • the cross section in the plane orthogonal to the tread surface containing the direction where each shoulder lug groove 43 (all are mentioned later) is extended is shown.
  • the carcass ply layer 3 includes a two-layer inner ply layer 3a and an outer ply layer 3b that are wound between a pair of annular bead cores 5 to form a toroidal shape and are coated with organic fibers with rubber.
  • the organic fibers disposed on the inner ply layer 3a and the outer ply layer 3b extend in a different direction with respect to the tire width direction, and the inclination angle of the organic fibers is set so as to intersect between the two layers. Yes.
  • the inner ply layer 3 a disposed on the tire radial direction inner side on the tire center line and the outer ply layer 3 b disposed on the outer side in the tire radial direction are wound around the bead core 5.
  • both end portions in the tire width direction extend to the outside in the tire radial direction.
  • the inner ply layer 3 a has an end portion at a tire radial direction position that is the same as the tire radial direction position of the tip of the bead filler rubber 8 on the outer side in the tire radial direction.
  • the outer ply layer 3 b extends to the outer side in the tire radial direction from the end of the inner ply layer 3 a and ends near the end of the belt layer 4.
  • a belt layer 4 composed of an inner belt layer 4a and an outer belt layer 4b is provided outside the carcass ply layer 3 in the tire radial direction.
  • the belt layer 4 is a member in which a rubber is coated on a steel cord disposed at a predetermined angle, for example, 20 to 30 degrees, in a plane in which the belt layer 4 extends with respect to the tire circumferential direction.
  • the width of the belt layer 4a in the tire width direction is longer than that of the outer belt layer 4b.
  • the inclination directions of the steel cords of the inner belt layer 4a and the outer belt layer 4b with respect to the tire circumferential direction are opposite to each other.
  • the inner side belt layer material 4a and the outer side belt layer 4b are crossing layers, and suppress the expansion of the carcass ply layer 3 due to the filled air pressure.
  • the inclination direction of the steel cord of the inner belt layer 4a with respect to the tire width direction is the same as the inclination direction of the organic fibers of the outer ply layer 3b adjacent to the inner belt layer 4a. .
  • a three-layer belt cover layer 10 covering the belt layer 4 from the outer side in the tire radial direction of the belt layer 4 and covering the organic fiber extending in the tire circumferential direction with rubber is disposed.
  • the two belt cover layers located on the inner side in the tire radial direction are provided so as to cover the entire width of the outer side belt layer 4b in the tire width direction.
  • the outermost layer located on the outer side in the tire radial direction is provided so as to cover the shoulder region including the end portion of the belt layer 4 in the tire width direction, and in the center region including the tire center line CL. Is not arranged.
  • a tread rubber 6 is provided on the outer side of the belt cover layer 10 in the tire radial direction.
  • Side rubber 7 is connected to both ends of the tread rubber 6 in the tire width direction to form side portions.
  • a rim cushion rubber member is provided at the inner end of the side rubber 7 in the tire radial direction and comes into contact with a rim on which the tire 1 is mounted.
  • a bead filler rubber 8 is provided so as to be sandwiched therebetween.
  • An inner liner rubber 9 is provided on the inner surface of the tire 1 facing the tire cavity region filled with air surrounded by the tire 1 and the rim.
  • the tire 1 includes an inner bead reinforcement member 11 a that sandwiches a portion of the carcass ply layer 3 wound around the bead core 5 between the bead filler rubber 8 and a carcass ply layer wound around the bead core 5.
  • 3 is provided with an outer bead reinforcement 11b.
  • the structure of the tire 1 shown in FIG. 2 is an example, Comprising: The structure of the tire 1 of this embodiment is not specifically limited.
  • a tread pattern 20 shown in FIG. FIG. 3 is a plan development view of the tread pattern 20 of the tire 1 of the present invention in an easy-to-understand manner.
  • the dimension about each element of the tire mentioned below is a numerical example in a race tire.
  • the tire width direction refers to the rotation center axis direction of the tire 1
  • the tire circumferential direction refers to the rotation direction of the rotation surface of the tread surface formed when the tire 1 is rotated around the tire rotation center axis.
  • FIG. 3 shows these directions.
  • the tire 1 of the present invention may be subjected to pitch variations.
  • the tread pattern 20 is designated by the tire width direction when the vehicle is mounted.
  • the portion of the tread pattern 20 arranged facing the first side (the direction indicated by IN in FIG. 3) that is the vehicle inner side when the vehicle is mounted with the tire center line CL as a boundary is referred to as the inner region (the first region).
  • the area of the tread pattern 20 that is arranged facing the second side (direction indicated by OUT in FIG. 3) outside the vehicle is referred to as an outer area (second area) 20b.
  • the first side is simply referred to as the inner side
  • the second side is referred to as the outer side.
  • the tread pattern 20 does not specify the rotation direction of the tire 1 and corresponds to any rotation direction.
  • the tread pattern 20 includes a circumferential groove group, a first shoulder lug groove, a first shoulder lug groove 41, the second shoulder lug groove, a second shoulder lug groove 43, and a first land lug groove. Part, a plurality of first lug grooves 45, a second land part, and a plurality of second lug grooves 47.
  • the circumferential groove group includes three circumferential main grooves extending in the tire circumferential direction, that is, a first circumferential main groove 21, a second circumferential main groove 23, and a third circumferential main groove 25. Including. Hereinafter, these are also simply referred to as a main groove 21, a main groove 23, and a main groove 25.
  • the circumferential main groove refers to a groove having a groove width wider than 3.0 mm and a groove depth deeper than 3.5 mm.
  • the first circumferential main groove 21 is provided in the inner area 20a
  • the second circumferential main groove 23 is an area of the inner area 20a or the tire center line CL outside the first circumferential main groove 21.
  • the third circumferential main groove 25 is provided in the outer region 20b.
  • the number of the circumferential main grooves arranged in the outer region 20b is equal to or less than the number of the circumferential main grooves arranged in the inner region 20a, thereby suppressing the occurrence of outside-passing noise.
  • the edge facing the edge where the first lug groove described later is opened is not opened, and extends linearly over the entire circumference in the tire circumferential direction.
  • the edge facing the edge where the second lug groove described later is opened is not opened, and extends linearly over the entire circumference in the tire circumferential direction. It is preferable.
  • the second circumferential main grooves 23 are provided in the inner region 20a, and the number of circumferential main grooves in the outer region 20b is smaller than the number of circumferential main grooves in the inner region 20a.
  • region 20b is equal to the number of the circumferential direction main grooves of the inner side area
  • the second circumferential main groove 23 is provided in the region of the tire center line CL.
  • the tire center line CL includes an edge on the tread surface of the second circumferential main groove 23. It is arranged in the tire width direction region of the circumferential main groove 23.
  • the average groove width Win that is the average of the groove widths W 21 and W 23 of the first circumferential main groove 21 and the second circumferential main groove 23, and the groove width Wout of the third circumferential main groove 25.
  • the ratio Wout / Win is 0.45 to 0.75.
  • the groove width of the circumferential groove is the length on the tread surface in the direction orthogonal to the extending direction of the circumferential groove, and is the groove width when the tire is new.
  • Wout / Win is less than 0.45, the drainage performance in the outer wheel side area during wet turning, particularly the outer area 20b on the outer wheel side, is reduced, and the steering stability (wet steering stability) during wet road running is reduced. descend.
  • the outer wheel is a tire mounted on the right side of the vehicle when the vehicle turns left, for example.
  • Wout / Win exceeds 0.75, the vehicle outside noise becomes worse.
  • Wout / Win is preferably 0.5 to 0.7, and particularly preferably 0.6.
  • the groove width W21 of the main groove 21 and the groove width W23 of the main groove 23 may be the same or different from each other.
  • the groove depths of the main grooves 21, 23, and 25 are preferably 3.0 to 6.5 mm, respectively.
  • the groove depths of the main grooves 21, 23, and 25 are more preferably 3.5 to 5.0 mm, and examples of the groove depth are 4.2 mm, 4.5 mm, and 5.0 mm.
  • wet maneuvering stability or simply “wet performance” refers to the magnitude of acceleration in the range from the vertical direction to the horizontal direction when traveling on a wet road surface.
  • the ratio of the groove depth of the main grooves 21, 23, 25 to the groove widths W21, W23, W25 of the main grooves 21, 23, 25 (groove width groove depth ratio) is 30 to 60%, 30 to 30%, respectively. 60% and 60 to 90% are preferable.
  • the cross-sectional shape of the main groove is such a flat shape, vehicle outside noise can be suppressed.
  • the circumferential groove group further includes a circumferential narrow groove 27.
  • the circumferential narrow groove 27 is provided outside the third circumferential main groove 25 and extends in the tire circumferential direction.
  • the groove width W27 of the circumferential narrow groove 27 is narrower than the minimum value among the groove widths of the three circumferential main grooves 21, 23, 25, and is 3.0 mm or less.
  • the outer region may be designed such that the groove width of the circumferential groove is narrower than that of the inner region, the number of circumferential grooves is large, and the groove area ratio described later is small. For this reason, the block rigidity of the outer region may be relatively high.
  • the circumferential narrow groove 27 is provided in a region outside the third circumferential main groove 25, whereby the block rigidity of the outer region 20b is optimized, and the inner region 20a and the outer region 20b.
  • the difference in the block rigidity is kept small.
  • vehicle behavior (steering stability) is ensured when turning left and right.
  • the groove width of the circumferential narrow groove 27 is preferably 3.0 mm or less from the viewpoint of suppressing vehicle outside noise, and the groove width of the circumferential narrow groove 27 is different from the block rigidity of the inner region 20a.
  • the depth of the circumferential narrow groove 27 is preferably 1.0 to 5.5 mm from the viewpoint of reducing the difference in rigidity between the inner region 20a and the outer region 20b.
  • the groove depth of the circumferential narrow groove 27 is more preferably 2.0 to 4.0 mm, and a groove depth of 2.5 mm can be exemplified. In other embodiments, two or more circumferential narrow grooves may be provided in the outer region 20b.
  • the groove widths of the four circumferential grooves 21, 23, 25, and 27 included in the circumferential groove group are the main groove 21 or the main groove 23, the main groove 25, and the circumferential narrow groove 27 from the viewpoint of suppressing outside-passage noise. It is preferable that it is small in order.
  • the groove widths W21 and W23 are 7.0 to 12.0 mm
  • the groove width W25 is 3.8 to 8.0 mm
  • the groove width W27 is 2.0 to 3.0 mm.
  • the first shoulder land portion is provided inside the first circumferential main groove 21.
  • the region 31 of the first shoulder land portion is a region extending in the tire circumferential direction defined by the first circumferential main groove 21 and the ground contact end 22a in the tire width direction in the tread pattern 20.
  • the tread pattern 20 contacts the road surface in a tire width direction region between the ground contact end 22a and the ground contact end 22b in a state where the tire 1 is mounted on the vehicle.
  • the grounding terminals 22a and 22b are determined as follows.
  • the ground contact ends 22a and 22b are end portions in the tire width direction of the ground contact surface when the tire 1 is assembled to a regular rim, filled with a regular internal pressure, and grounded on a horizontal plane under the condition that 88% of the regular load is a load load.
  • the regular rim here refers to an “applied rim” defined in JATMA, a “Design Rim” defined in TRA, or a “Measuring Rim” defined in ETRTO.
  • the normal internal pressure means “maximum air pressure” defined by JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “INFLATION PRESSURES” defined by ETRTO.
  • the normal load means “maximum load capacity” defined in JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined in TRA, or “LOAD CAPACITY” defined in ETRTO.
  • the second shoulder land portion is provided outside the third circumferential main groove 25.
  • the region 33 of the second shoulder land portion is a region extending in the tire circumferential direction defined by the circumferential narrow groove 27 and the tire ground contact end 22b in the tire width direction in the tread pattern 20.
  • the plurality of first shoulder lug grooves 41 are provided at intervals in the tire circumferential direction.
  • the first shoulder lug groove 41 has one end 41a opened at the tire ground contact end 22a and the other end 41b in the first shoulder land portion region 31 in the first shoulder land portion region 31 in the inner region 20a. Plugged in. That is, the first shoulder lug groove 41 has an open end 41a and a closed end 41b, and extends outward from the open end 41a to the closed end 41b.
  • the plurality of second shoulder lug grooves 43 are provided at intervals in the tire circumferential direction.
  • the second shoulder lug groove 43 includes a second shoulder land portion region 33 in the outer region 20b.
  • One end 43a is open at the tire ground contact end 22b, and the other end 43b extends inward. Blocking is performed in the region 33 of the shoulder land portion. That is, the second shoulder lug groove 43 has an open end 43a and a closed end 43b, and extends inward from the open end 43a to the closed end 43b.
  • the shoulder lug grooves 41 and 43 are blocked in the first shoulder land portion region 31 and the second shoulder land portion region 33, respectively, thereby reducing sound emission when grounded. This can reduce the passing noise outside the vehicle.
  • the plurality of first lug grooves 45 are provided at intervals in the tire circumferential direction.
  • the lug groove has a groove width of 3.5 to 9.0 mm and a groove depth of 2 from the viewpoint of providing pitch variations or corresponding to various tire sizes.
  • the groove depth is, for example, 3.0 mm.
  • the first lug groove 45 has one end 45 a opened in the first circumferential main groove 21 and the other end 45 b closed in the first land portion region 25. . That is, the first lug groove 45 has an open end 45a and a closed end 45b, and extends outward from the open end 45a to the closed end 45b.
  • the plurality of second lug grooves 47 are provided at intervals in the tire circumferential direction.
  • the second lug groove 47 has one end 47 a at the second circumferential main groove 23 in the second land portion region 37 defined by the second circumferential main groove 23 and the third circumferential main groove 25. And the other end 47b is closed in the region 37 of the second land portion. That is, the second lug groove 47 has an open end 47a and a closed end 47b, and extends outward from the open end 47a to the closed end 47b.
  • the other ends (blocking ends) 45b and 47b of the lug grooves 45 and 47 are blocked in the adjacent first land portion region 35 and second land portion region 37, so that the first In the land area 35 and the second land area 37, a continuous land portion (rib) continuous in the tire circumferential direction is formed.
  • the lug grooves 45 and 47 are disconnected from the circumferential main grooves 23 and 25 without being connected to the circumferential main grooves 23 and 25, so that the lug grooves 45 and 47 are connected to the circumferential main grooves 23 and 25. This makes it difficult for the columnar resonance sound that may occur when the vehicle is to be resonated, thereby reducing the vehicle outside noise.
  • the lug grooves 45 and 47 may be provided only in the land portions 35 and 37 on one side of the main grooves 21 and 23 as described above. It may also be provided in the land areas 31 and 35 on the other side. That is, the lug grooves 45 and 47 may intersect the main grooves 21 and 23, respectively. The lug grooves 45 and 47 may be provided only in the land areas 31 and 35, respectively. Such a configuration may be different between the plurality of lug grooves 45 or between the plurality of lug grooves 47. For example, among the plurality of second lug grooves 47, one lug groove 47 is provided in the second land portion region 37, and the other lug groove 47 is provided in the first land portion region 35.
  • another lug groove 47 is provided so as to intersect with the second circumferential main groove 23 and to be closed at both ends by the first land portion region 35 and the second land portion region 37. Also good.
  • the lug grooves provided in the region of the land portion on the same side with respect to the circumferential main groove extend so as to incline in the same direction of the tire circumferential direction within the tread surface with respect to the tire width direction. It is preferable to be provided. Further, when the lug groove intersects with the circumferential main groove, the lug groove is preferably curved or bent on either side in the tire circumferential direction.
  • the degree of bending or bending is, for example, the length in the tire width direction in which the lug groove extends in the tread surface (the distance between one end and the other end of the lug groove in the tire circumferential direction). ) In the tire circumferential direction length of the lug groove extending in the tread surface (the distance between the end of one side of the lug groove in the tire width direction and the end of the other side) 25 to 50%.
  • the first lug groove 45 and the second lug groove 47 are inclined more greatly with respect to the tire width direction than the first shoulder lug groove 41 and inclined in the same direction with respect to the tire width direction.
  • the lug groove 47 has a larger inclination angle than the first lug groove 45.
  • the inclination angle of the first shoulder lug groove 41 is such that the extending direction of the first shoulder lug groove 41 intersects the ground contact end 22a and the end on the outer side (second side) of the first shoulder lug groove 41. It is an angle formed by a straight line connecting the portions and the tire width direction, and may or may not be inclined with respect to the tire width direction.
  • the inclination angle of the first lug groove 45 and the second lug groove 47 is an angle formed by a straight line connecting both ends in the extending direction of each groove and the tire width direction.
  • the inclination angle of each lug groove 41, 45, 47 is determined according to the size of the pitch length so as to increase as the distance (pitch length) between the lug grooves adjacent in the tire circumferential direction increases.
  • the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 may each be inclined clockwise or counterclockwise with respect to the tire width direction. . Race tires go straight and turn on a small rudder angle to a large rudder angle, and run on a circuit with high severity (load on the tire).
  • the two types of lug grooves arranged in the tire width direction are preferably formed to have different inclination angles.
  • a rudder angle that causes line contact with the road surface may occur.
  • the edge extending in the same direction as the line contact direction is simultaneously curled, so-called curled wear occurs, and the wear progresses starting from the portion where the curled wear has occurred, which may lead to early wear.
  • the inclination direction is the same between the first lug groove 45 and the second lug groove 47 arranged in the tire width direction.
  • the inclination angle of the first shoulder lug groove 41 is preferably 0 to 7 degrees with respect to the tire width direction, and the inclination angle of the first lug groove 45 is preferably 15 to 50 degrees, respectively.
  • the inclination angles of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 are the same as those of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47. Smaller in order is preferred. That is, it is preferable that the inclination angle of the first shoulder lug groove 41 is the smallest and the inclination angle of the second lug groove 47 is the largest. In the case where the order of the inclination angles is reversed, since the inclination angle is steeper as the lug groove is closer to the ground contact end, the drainage performance is deteriorated.
  • the inclination angle of the second lug groove 47 is preferably 30 to 60 degrees.
  • the direction in which the first shoulder lug groove 41 is inclined may be different from the first lug groove 45 and the second lug groove 47.
  • the inclination angles of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 are 5 degrees, 45 degrees, and 50 degrees, respectively, in the counterclockwise direction with respect to the tire width direction. .
  • the inclination angle of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 is preferably a large angle in each of the angle ranges described above from the viewpoint of improving the wet performance. Even if the degree of freedom of arranging the lug grooves in the land area is not high, a sufficient groove length can be secured by the large inclination angle of each lug groove in this way, and thus the groove volume in the lug groove can be secured. Increases drainage performance.
  • the tread pattern 20 further includes a plurality of third lug grooves 49.
  • the plurality of third lug grooves 49 are connected to the circumferential narrow groove 27 and are provided at intervals in the tire circumferential direction.
  • the maximum groove width Rin among the groove widths R41, R45, and R47 of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 is the third lug groove 49.
  • the groove widths R41, R43, R45, R47, and R49 are the lengths on the tread surface in the direction orthogonal to the extending direction of the respective lug grooves 41, 43, 45, 47, and 49. Say things.
  • the groove widths R41, R45, and R47 may be equal to each other or different from each other.
  • the groove widths R49 and R43 may be equal to or different from each other.
  • Rin is greater than or equal to Rout, the occurrence of vehicle outside noise is suppressed.
  • the ratio Rout / Rin between Rout and Rin more preferably satisfies 0.65 to 1.
  • the third lug groove 49 intersects the circumferential narrow groove 27, and both ends 49a and 49b are closed in the third land portion region 39 and the second shoulder land portion region 33, respectively. . Since both ends 49a and 49b are blocked in this way, sound emission when grounded can be effectively reduced in the outer region where outside-passing sound tends to be louder than the inner region.
  • the third land region 39 is a region extending in the tire circumferential direction defined by the third circumferential main groove 25 and the circumferential narrow groove 27. More specifically, the third lug groove 49 is a curved groove in which a portion intersecting the circumferential narrow groove 27 is curved to one side in the tire circumferential direction from both ends 49a and 49b of the third lug groove 49. It has become.
  • the third lug groove 49 (hereinafter also referred to as the first curved groove 49) is curved so as to swell downward in FIG.
  • the groove depth of the third lug groove 49 may be different from or equal to the groove depth of the circumferential narrow groove 27, and the block rigidity of the outer region 20b with respect to the inner region 20a is optimized by reducing the block rigidity. Are equal to each other.
  • the length in the tire width direction of each of the first land portion region 35, the second land portion region 37, and the third land portion region 39 may be equal to or different from each other.
  • the tread pattern 20 further includes a plurality of second curved grooves 51 (fourth lug grooves).
  • the plurality of second curved grooves 51 are provided at intervals in the tire circumferential direction, intersect the third circumferential main groove 25, and both ends are the second land portion region 37 and the third land portion, respectively.
  • the region 39 is blocked. Since both ends are closed in this way, sound emission when grounded can be reduced in the outer region where outside-passing sound tends to be louder than the inner region.
  • the second curved groove 51 is curved to the tire circumferential side (the lower side in FIG. 3) different from the tire circumferential side (the upper side in FIG. 3) on which the third lug groove 49 is curved. Is preferred.
  • the second curved groove 51 is convex in the same direction as one of the tire circumferential directions in which the second lug groove 47 is inclined (upward in the drawing in FIG. 3) and is curved in the tread surface. Is preferred. Accordingly, when the first shoulder lug groove 41, the first lug groove 45, the second lug groove 47, the second curved groove 51, and the first curved groove 41 are viewed in order from the inner side in the tire width direction.
  • each groove forms a wave shape extending in the tire width direction while displacing in the tire circumferential direction, the effect of suppressing line contact and early wear can be enhanced.
  • only one of the first curved groove 49 and the second curved groove 51 may be curved, and the other may not be curved.
  • a bending point is formed at a portion where the curved groove 49 intersects the circumferential thin groove 27.
  • Both ends 49a, 49b of the first curved groove 49 and both ends 51a, 51b of the second curved groove 51 are closed without being connected to other adjacent circumferential grooves in that the passage noise outside the vehicle can be suppressed. It is preferable. Providing the curved grooves 49 and 51 makes it easy to adjust the groove area ratio and the size of the circumferential groove width.
  • the curved grooves 49 and 51 have the same groove depth as the third circumferential main groove 25 and the circumferential narrow groove 27, respectively.
  • the groove widths R49, R51 of the curved grooves 49, 51 are preferably wider than the groove widths W25, W27 of the third circumferential main groove 25 and the circumferential narrow groove 27, respectively.
  • the groove area ratio Sin of the inner region 20a of the tread pattern 20 is 17 to 32%, the groove area ratio Sout of the outer region 20b is 8 to 23%, and preferably Sin> Sout. Under these conditions, the groove area ratios Sout and Sin are expressed as an average considering the pitch length over the entire circumference of the tire.
  • the groove area ratio refers to the ratio of the area of all the grooves included in the inner region 20a or the outer region 20b in the area of the inner region 20a or the outer region 20b when the tire is new.
  • the groove here includes a circumferential groove, a shoulder lug groove, and a lug groove, and includes a plurality of holes (for example, a plurality of holes provided in an outer region in the tire width direction adjacent to the ground contact ends 22a and 22b, other than the groove). , Dimple-like dents)) are not included.
  • the first circumferential main groove 21 and the second circumferential main groove 23 may be chamfered at the edge to which the first lug groove 45 and the second lug groove 47 are connected, In the case of chamfering, the groove area ratios Sin and Sout are calculated by including the region of the main groove on the surface of the tread that is apparently widened by chamfering.
  • the groove area ratio Sout is smaller than the groove area ratio Sin, the generation of noise outside the vehicle is suppressed.
  • the groove area ratio Sin is less than 17% or the groove area ratio Sout is less than 8%, the wet performance is deteriorated and the hydroplaning performance is also deteriorated.
  • the groove area ratio Sin exceeds 32%, or when the groove area ratio Sout exceeds 23%, the vehicle behavior in the left and right turn on the dry road surface cannot be sufficiently improved. More preferably, the groove area ratio Sin is 20 to 29%, and the groove area ratio Sout is 11 to 20%.
  • the tire 1 according to this embodiment is attached to a vehicle while being inclined toward the vehicle side when the ground camber angle when the vehicle is stationary is in a range of ⁇ 1.0 to ⁇ 4.5 degrees.
  • the ground camber angle is not particularly limited, but can be -3 degrees.
  • the contact length in the tire circumferential direction of the edge on the tread surface of the circumferential main groove closer to the tire center line CL of the second circumferential main groove 23 and the third circumferential main groove 25 is: It is preferably 90% or more of the maximum contact length L.
  • the circumferential groove closer to the tire center line CL is the second circumferential main groove 23, and the ground contact length L 23 of the second circumferential main groove 23 is the maximum ground contact length L.
  • FIG. 4 is a diagram showing a ground contact shape of the tread pattern 20 of FIG.
  • the ground contact shape shown in FIG. 4 is a shape when the tire 1 is mounted with the ground camber angle inclined toward the vehicle in the above angle range, and the inner region in the tire width direction exceeds the ground contact end 22a. Yes.
  • the contact length L ⁇ b> 23 of the second circumferential main groove 23 is indicated by the inner edge in the tire width direction on the tread surface of the main groove 23.
  • the tire of the second circumferential main groove 23 having a high drainage property has a tire width direction position of the maximum contact length L in the width direction region.
  • the contact length L23 is more preferably 100% of the maximum contact length L. That is, the contact length L23 of the edge on the tread surface of the second circumferential main groove 23 is the maximum contact length L.
  • the edge may be an inner edge in the tire width direction or an outer edge.
  • the edge ground contact length on the tread surface of the third circumferential main groove 25 may be 90% or more of the maximum ground contact length L. .
  • the first shoulder lug groove 41 and the second shoulder lug groove 43 are the first shoulder land portion region 31 and the second shoulder land portion region 33, respectively.
  • Wout / Win is in the range of 0.45 to 0.75, and the inclination angles of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 are
  • the groove depths of the main grooves 21, 23, and 25 are in the range of 3.0 to 6.5 mm, the wet performance is improved and the vehicle outside noise is suppressed.
  • the groove area ratio Sin of the inner region 20a is 17 to 32%
  • the groove area ratio Sout of the outer region 20b is 8 to 23%
  • Sin> Sout so that it is possible to suppress outside-passing noise and wet performance. Can be secured.
  • the ground camber angle is in the range of ⁇ 1.0 to ⁇ 4.5 degrees, and the vehicle is inclined to the vehicle side.
  • the circumferential narrow groove 27 is provided in the outer region 20b, the block rigidity of the outer region 20b is optimized, and the difference in block rigidity between the inner region 20a and the outer region 20b is kept small. Steering stability at the time is ensured.
  • Rin is greater than or equal to Rout, the occurrence of vehicle outside noise is suppressed.
  • the fourth lug groove 51 that intersects the third circumferential main groove 25 and closes both ends in the tire width direction, the vehicle is grounded in the outer region where the passing sound outside the vehicle tends to be larger than the inner region. The sound emission at the time can be reduced.
  • the ratio of the groove depth to the groove width of the first circumferential main groove 21, the second circumferential main groove 23, and the third circumferential main groove 25 is 30 to 60%, 30 to 60%, and 60 to By being 90%, generation
  • the inclination angle of the first shoulder lug groove 41 in the tread surface with respect to the tire width direction is 0 to 7 degrees, and the inclination angle of the first lug groove 45 in the tread surface with respect to the tire width direction is 15 to 50 degrees. As a result, drainage in the inner region can be promoted while suppressing early wear. Furthermore, the inclination angle of the second lug groove in the tread surface with respect to the tire width direction is 30 to 60 degrees, so that early drainage can be further suppressed and drainage performance in the inner region can be further promoted.
  • Example 2 In order to examine the effect of the tread pattern 20 of the tire 1 of the present invention, a tire was manufactured as a prototype.
  • the tire size was 325 / 30ZR20 (102Y).
  • the rim was 20 ⁇ 11.5JJ, and a tire provided with a tread pattern having the specifications shown in Tables 1 to 5 below was manufactured.
  • Specifications other than those shown in Tables 1 and 2 were the same as the tread pattern shown in FIG.
  • the specifications other than those shown in Tables 3 to 5 were the same as the tread pattern shown in FIG. 3 while adopting the specifications of Example 1 described later.
  • Vehicle exterior noise was measured according to the tire noise test method defined in ECE R117-02 (ECE Regulation No.117 Revision 2).
  • the maximum noise value (dB) in the noise measurement section when the test vehicle is run sufficiently before the noise measurement section, the engine is stopped before the section, and the coasting is made is ⁇
  • the speed range of 10 km / hour was measured at a plurality of speeds that were divided into eight or more at almost equal intervals, and the average was defined as vehicle outside noise.
  • the maximum noise value dB is the sound measured through the A characteristic frequency correction circuit using a stationary microphone installed at a height of 7.5 m laterally from the running center line and 1.2 m from the road surface at the midpoint in the noise measurement section.
  • the shoulder lug groove has a closed end
  • Wout / Win is in the range of 0.45 to 0.75
  • the inclination angle of the groove 45 and the second lug groove 47 was large in this order (Examples 1 to 9)
  • the vehicle outside noise was suppressed and the wet steering stability was excellent.
  • Wout / Win was smaller than 0.45 (Comparative Example 3)
  • wet steering stability deteriorated.
  • Wout / Win was larger than 0.75 (Comparative Example 4)
  • the vehicle outside noise increased.
  • the maximum groove width Rin among the groove widths of the first shoulder lug groove, the first lug groove, and the second lug groove is equal to that of the third lug groove and the second shoulder lug groove.
  • the ratio Rout / Rin is 0.65 to 1 (Examples 13 to 15) as an example of the case where the groove width is larger than or equal to the maximum groove width Rout (Examples 13 to 15)
  • the generation of vehicle outside noise can be further suppressed. It was.
  • the ratio of the groove depth to the groove width of the first circumferential main groove 21, the second circumferential main groove 23, and the third circumferential main groove 25 is 30 to 60%, In the case of 30% to 60% and 60% to 90% (Examples 16 to 21), it was possible to suppress the generation of outside-passage noise while maintaining wet steering stability.

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

Abstract

L'invention porte sur un pneumatique, qui peut supprimer le bruit de passage à l'extérieur d'un véhicule et qui est d'une efficacité excellente sur sol mouillé. Selon l'invention, une structure de bande de roulement est configurée comme suit : parmi trois rainures principales de direction circonférentielle, une première rainure principale de direction circonférentielle est formée dans une première région, une deuxième rainure principale de direction circonférentielle est formée dans la première région sur un second côté par rapport à la première rainure principale de direction circonférentielle, et une troisième rainure principale de direction circonférentielle est formée dans la seconde région ; une première extrémité de première et seconde rainures de barrette d'épaulement est fermée dans une région de partie de plat d'épaulement ; le rapport (Wout/Win) entre la largeur de rainure moyenne, parmi les largeurs de rainure de la première rainure principale de direction circonférentielle et de la deuxième rainure principale de direction circonférentielle (Win), et la largeur de rainure de la troisième rainure principale de direction circonférentielle (Wout) est de 0,45 à 0,75 ; une première rainure de barrette et une seconde rainure de barrette sont significativement inclinées dans la surface de bande de roulement, dans la direction de largeur de pneumatique, à l'extérieur de la première rainure d'épaulement et, dans la direction circonférentielle de pneumatique, sont inclinées dans la même direction ; l'angle d'inclinaison de la seconde rainure de barrette est plus grand que l'angle d'inclinaison de la première rainure de barrette.
PCT/JP2014/058107 2013-04-11 2014-03-24 Pneumatique WO2014167990A1 (fr)

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WO2016056505A1 (fr) * 2014-10-09 2016-04-14 横浜ゴム株式会社 Pneumatique
WO2016056506A1 (fr) * 2014-10-09 2016-04-14 横浜ゴム株式会社 Bandage pneumatique
JP2016088165A (ja) * 2014-10-30 2016-05-23 住友ゴム工業株式会社 空気入りタイヤ
JP2016155395A (ja) * 2015-02-23 2016-09-01 住友ゴム工業株式会社 空気入りタイヤ
US20170036487A1 (en) * 2015-08-03 2017-02-09 Sumitomo Rubber Industries, Ltd. Pneumatic tire
KR20170016783A (ko) * 2015-08-04 2017-02-14 스미토모 고무 고교 가부시키가이샤 공기 타이어
US20180056725A1 (en) * 2016-09-01 2018-03-01 Sumitomo Rubber Industries, Ltd. Pneumatic tire
WO2019159564A1 (fr) * 2018-02-14 2019-08-22 横浜ゴム株式会社 Pneumatique
JP2020121642A (ja) * 2019-01-30 2020-08-13 横浜ゴム株式会社 空気入りタイヤ
US20210276370A1 (en) * 2018-07-03 2021-09-09 The Yokohama Rubber Co., Ltd. Pneumatic tire
EP3936350A1 (fr) * 2020-07-10 2022-01-12 Sumitomo Rubber Industries, Ltd. Pneu, véhicule et procédé de conception de pneu
US11654725B2 (en) * 2018-01-30 2023-05-23 The Yokohama Rubber Co., Ltd. Pneumatic tire

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JP2011230699A (ja) * 2010-04-28 2011-11-17 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2012236455A (ja) * 2011-05-10 2012-12-06 Yokohama Rubber Co Ltd:The 空気入りタイヤ

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JP2011230699A (ja) * 2010-04-28 2011-11-17 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2012236455A (ja) * 2011-05-10 2012-12-06 Yokohama Rubber Co Ltd:The 空気入りタイヤ

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016056506A1 (fr) * 2014-10-09 2016-04-14 横浜ゴム株式会社 Bandage pneumatique
WO2016056505A1 (fr) * 2014-10-09 2016-04-14 横浜ゴム株式会社 Pneumatique
JP2016088165A (ja) * 2014-10-30 2016-05-23 住友ゴム工業株式会社 空気入りタイヤ
JP2016155395A (ja) * 2015-02-23 2016-09-01 住友ゴム工業株式会社 空気入りタイヤ
US10427465B2 (en) * 2015-08-03 2019-10-01 Sumitomo Rubber Industries, Ltd. Pneumatic tire
US20170036487A1 (en) * 2015-08-03 2017-02-09 Sumitomo Rubber Industries, Ltd. Pneumatic tire
KR20170016783A (ko) * 2015-08-04 2017-02-14 스미토모 고무 고교 가부시키가이샤 공기 타이어
KR102554146B1 (ko) 2015-08-04 2023-07-10 스미토모 고무 코교 카부시키카이샤 공기 타이어
US10894445B2 (en) * 2016-09-01 2021-01-19 Sumitomo Rubber Industries, Ltd. Pneumatic tire
CN107791752A (zh) * 2016-09-01 2018-03-13 住友橡胶工业株式会社 充气轮胎
US20180056725A1 (en) * 2016-09-01 2018-03-01 Sumitomo Rubber Industries, Ltd. Pneumatic tire
US11654725B2 (en) * 2018-01-30 2023-05-23 The Yokohama Rubber Co., Ltd. Pneumatic tire
JP6992573B2 (ja) 2018-02-14 2022-01-13 横浜ゴム株式会社 空気入りタイヤ
JP2019137338A (ja) * 2018-02-14 2019-08-22 横浜ゴム株式会社 空気入りタイヤ
WO2019159564A1 (fr) * 2018-02-14 2019-08-22 横浜ゴム株式会社 Pneumatique
US11872848B2 (en) 2018-02-14 2024-01-16 The Yokohama Rubber Co., Ltd. Pneumatic tire
US20210276370A1 (en) * 2018-07-03 2021-09-09 The Yokohama Rubber Co., Ltd. Pneumatic tire
US11945263B2 (en) * 2018-07-03 2024-04-02 The Yokohama Rubber Co., Ltd. Pneumatic tire
JP2020121642A (ja) * 2019-01-30 2020-08-13 横浜ゴム株式会社 空気入りタイヤ
EP3936350A1 (fr) * 2020-07-10 2022-01-12 Sumitomo Rubber Industries, Ltd. Pneu, véhicule et procédé de conception de pneu

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