WO2016132971A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2016132971A1 WO2016132971A1 PCT/JP2016/053834 JP2016053834W WO2016132971A1 WO 2016132971 A1 WO2016132971 A1 WO 2016132971A1 JP 2016053834 W JP2016053834 W JP 2016053834W WO 2016132971 A1 WO2016132971 A1 WO 2016132971A1
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- WIPO (PCT)
- Prior art keywords
- tire
- groove
- width
- narrow
- lug
- Prior art date
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Classifications
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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
- B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
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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
- B60C11/0311—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation
- B60C11/0316—Patterns comprising tread lugs arranged parallel or oblique to the axis of rotation further characterised by the groove cross-section
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0358—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1213—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
Definitions
- the present invention relates to a pneumatic tire, and more particularly, to a pneumatic tire that makes it possible to obtain excellent running performance in a muddy area, a snowy road, a sandy area, and the like.
- a pneumatic tire used for traveling in a muddy area, a snowy road, a sandy area (hereinafter referred to as a muddy area) is a tread pattern mainly composed of lug grooves with a lot of edge components, A groove having a large groove depth is employed.
- mud mud, snow, sand, etc.
- the traveling performance (mud performance) in a muddy area is improved (see, for example, Patent Document 1).
- An object of the present invention relates to a pneumatic tire that can obtain excellent running performance in a muddy area, a snowy road, a sandy area, and the like.
- a pneumatic tire according to the present invention includes a tread portion that extends in the tire circumferential direction to form an annular shape, a pair of sidewall portions disposed on both sides of the tread portion, and the sidewall portions.
- a pair of bead portions disposed on the inner side in the tire radial direction of the tire, and a main groove disposed in the shoulder region of the tread portion and extending in the tire circumferential direction, and extending from the main groove toward the outer side in the tire width direction.
- a narrow-width bent portion that is smaller than the other portion of the lug groove and is bent with respect to the extending direction of the lug groove is provided at the outer end portion in the width direction.
- stepped concavo-convex portions that undulate along the surface of each block located on both sides in the tire circumferential direction of the lug groove having a narrow bent portion.
- the traction is based on the shearing force against mud etc., which has a sufficient groove width up to the outer edge in the tire width direction and has excellent drainage performance of mud etc.
- the lug grooves having excellent properties are evenly arranged in the tire circumferential direction, and these performances can be well balanced and the tire performance can be effectively exhibited in accordance with the traveling situation.
- the ratio of the groove width Wa of the lug groove to the groove width Wb of the narrow bend at the start position of the narrow bend when the lug groove having the narrow bend is viewed from the tire equator side Wb / Wa is preferably 0.15 to 0.50.
- the ratio A / H to the tire cross-sectional height H of the vertical distance A from the contact end position of the tread portion to the narrow-bend portion measured in the tire radial direction is 0.10 to 0.30.
- the block is provided with at least one hollow portion whose periphery is closed.
- the ground contact end is the end in the tire axial direction when 60% of the normal load is applied by placing the tire on the normal rim and filling the air pressure 230 kPa vertically on a plane. It is.
- the “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire is based, for example, a standard rim for JATMA, “Design Rim” for TRA, or ETRTO. Then, “Measuring Rim” is set.
- Regular load is a load determined by each standard for each tire in the standard system including the standard on which the tire is based.
- the maximum load capacity is JATMA, and the table “TIRE ROAD LIMITS AT” is TRA.
- the maximum value described in VARIOUS COLD INFRATION PRESURES is "LOAD CAPACITY" for ETRTO.
- FIG. 1 is a meridian cross-sectional view of a pneumatic tire according to an embodiment of the present invention.
- FIG. 2 is a front view showing a tread surface of the pneumatic tire according to the embodiment of the present invention.
- FIG. 3 is an enlarged front view showing a shoulder portion of the pneumatic tire of the present invention.
- FIG. 4 is an enlarged perspective view showing a shoulder portion of the pneumatic tire of the present invention.
- FIG. 5 is a meridian cross-sectional view illustrating the shape of the uneven portion.
- the pneumatic tire of the present invention includes a tread portion 1 that extends in the tire circumferential direction and has an annular shape, a pair of sidewall portions 2 that are disposed on both sides of the tread portion 1, and the tire radial direction of the sidewall portions 2 It is comprised from a pair of bead part 3 arrange
- a single carcass layer 4 is mounted between the pair of left and right bead portions 3.
- the carcass layer 4 includes a plurality of reinforcing cords extending in the tire radial direction, and is folded back around the bead core 5 disposed in each bead portion 3 from the vehicle inner side to the outer side.
- a bead filler 6 is disposed on the outer periphery of the bead core 5, and the bead filler 6 is wrapped by the main body portion and the folded portion of the carcass layer 4.
- a plurality of layers (two layers in FIG. 1) of belt layers 7 and 8 are embedded on the outer peripheral side of the carcass layer 4 in the tread portion 1.
- Each of the belt layers 7 and 8 includes a plurality of reinforcing cords inclined with respect to the tire circumferential direction, and these reinforcing cords are arranged so as to cross each other between the layers.
- the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set in a range of 10 ° to 40 °, for example.
- a belt reinforcing layer 9 is further provided on the outer peripheral side of the belt layer 7.
- the belt reinforcing layer 9 includes an organic fiber cord oriented in the tire circumferential direction.
- the organic fiber cord has an angle of, for example, 0 ° to 5 ° with respect to the tire circumferential direction.
- the present invention is applied to such a general pneumatic tire, but its cross-sectional structure is not limited to the basic structure described above.
- main grooves 10 extending in the tire circumferential direction are formed.
- the main grooves 10 disposed on the tire equator CL side on both sides in the tire width direction of the tire equator CL are referred to as inner main grooves 11, and the outer side in the tire width direction (shoulder portion) of the inner main grooves 11.
- the main groove 10 disposed on the side) is referred to as an outer main groove 12.
- These four main grooves 10 divide the tread portion 1 into five rows of land portions extending in the tire circumferential direction.
- the land portion defined between the two inner main grooves 11 is the central land portion 20
- the land portion defined between the inner main groove 11 and the outer main groove 12 is the middle.
- a land portion defined on the outer side in the tire width direction of the land portion 30 and the outer main groove 12 is referred to as a shoulder land portion 40.
- a plurality of central lug grooves 21 communicating with the inner main grooves 11 on both sides of the central land portion 20 are provided at intervals in the tire circumferential direction.
- Each central lug groove 21 has a zigzag shape, a portion extending in the tire circumferential direction, a portion extending in the tire width direction from one end thereof to the main groove on one side, and from the other end toward the main groove on the other side. And a portion extending in the tire width direction.
- the portion of each central lug groove 21 extending in the tire circumferential direction is located on the tire equator CL.
- the two portions extending in the tire width direction in each central lug groove 21 are inclined in the same direction with respect to the tire width direction, and the inclination angles of the respective portions are the same.
- the central land portion 20 is divided into a plurality of central blocks 22 arranged in the tire circumferential direction by such a central lug groove 21.
- concave portions 23 each having a V-shape notched toward the tire equator CL side are formed.
- the connecting portion between the wall surface of each recess 23 and the surface of the central block 22 is chamfered.
- a central auxiliary groove 24 that connects the recesses 23 is formed between two recesses 23 formed in one central block 22.
- Each central auxiliary groove 24 opens in the middle of the wall surface reaching the apex of the V-shaped recess 23.
- Each central auxiliary groove 24 has a bent shape similar to that of the central lug groove 21 and is inclined in the same direction as the central lug groove 21, but has a smaller groove width than the central lug groove 21. .
- a plurality of sipes 25 extending in the tire width direction are provided in each portion of the central block 22 divided by the central auxiliary groove 24.
- the sipe 25 has a zigzag shape on the surface of the central block 22.
- Each sipe 25 has one end communicating with the inner main groove 11, and the other end is closed near the tip of the V-shaped recess 23.
- the intermediate land portion 30 is provided with a plurality of intermediate lug grooves 31 extending in the tire width direction at intervals in the tire circumferential direction.
- Each intermediate lug groove 31 is inclined with respect to the tire width direction and is curved in an arc shape that is convex toward the tire equator CL.
- middle lug groove 31 is not necessarily constant, and the groove width may change in steps like illustration.
- intermediate lug grooves 31 divide the intermediate land portion 30 into a plurality of intermediate blocks 32 arranged in the tire circumferential direction.
- Each intermediate block 32 is further partitioned by an intermediate auxiliary groove 33 extending in the tire width direction and a circumferential auxiliary groove 34 extending in the tire circumferential direction.
- the intermediate auxiliary groove 33 has a groove width that changes at the center in the width direction of the intermediate block 32, and has a wide portion and a narrow portion.
- the circumferential auxiliary groove 34 has a zigzag shape and communicates with the wide portion of the intermediate auxiliary groove 33 and the intermediate lug groove 31.
- the wall surface facing the main groove of each portion of the intermediate block 32 divided by the intermediate auxiliary groove 33 and the circumferential auxiliary groove 34 is offset in the tire width direction for each portion, and the intermediate land of each main groove is When the groove wall surface on the side of the portion 30 is viewed in the tire circumferential direction, the unevenness is repeated.
- At least one sipe 35 is provided in each part of the intermediate block 32 divided by the intermediate auxiliary groove 33 and the circumferential auxiliary groove 34.
- Each sipe 35 has a zigzag shape on the block surface.
- the sipe 35 formed on the inner main groove 11 side and at the position facing the inner circumference of the arc of the intermediate lug groove 31 has both ends within the intermediate block 32. It is closed (in the divided part of the intermediate block 32).
- the sipe 35 formed on the inner main groove 11 side and at the position facing the outer circumference of the arc of the intermediate lug groove 31 has one end at the inner main groove 11. While opening, the other end opens or closes in the circumferential auxiliary groove 34.
- the sipe 35 formed in the portion on the outer main groove 12 side among the divided portions of the intermediate block 32 has one end opening in the outer main groove 12 and the other end opening in the circumferential auxiliary groove 34. .
- the sipe 35 that opens in the circumferential auxiliary groove 34 can also be opened in a zigzag bent portion of the circumferential auxiliary groove 34 as shown in the figure.
- the V-shaped recess 23 formed in the central land portion 20 described above has an extension line of the intermediate lug groove 31 and an extension line of the intermediate auxiliary groove 33 provided in the intermediate land portion 30. It is comprised so that it may correspond with the acute angle part formed when tied.
- the shoulder land portion 40 is provided with a plurality of shoulder lug grooves 41 extending in the tire width direction at intervals in the tire circumferential direction.
- the shoulder lug groove 41 extends from the outer main groove 12 toward the outer side in the tire width direction and reaches the sidewall portion.
- the shoulder lug groove 41 gradually increases in width toward the outer side in the tire width direction.
- each shoulder lug groove 41 has a portion where the groove width increases step by step in a region (ground contact region) on the inner side in the tire width direction from the contact end E.
- the plurality of shoulder lug grooves 41 divide the shoulder land portion into a plurality of shoulder blocks 42 arranged in the tire circumferential direction.
- Each shoulder block 42 is formed with two types of shoulder auxiliary grooves (first shoulder auxiliary groove 43 and second shoulder auxiliary groove 44) extending in the tire width direction.
- the first shoulder auxiliary groove 43 has a shape in which one end communicates with the outer main groove 12 and the other end closes within the shoulder block 42.
- the second shoulder auxiliary groove 44 has a shape in which one end is closed in the shoulder block 42 and the other end extends beyond the ground contact E.
- the groove wall surface facing the outer main groove 12 in the portion of the shoulder block 42 divided by the first shoulder auxiliary groove 43 is offset in the tire width direction.
- the closed positions of the first shoulder auxiliary groove 43 and the second shoulder auxiliary groove 44 in the shoulder block 42 are aligned in the tire width direction, and sipes 45 extending linearly in the tire circumferential direction are connected to each other between the closed ends.
- the shoulder block 42 includes a straight sipe 45 extending from the closed end of the first shoulder auxiliary groove 43 along the extending direction of the first shoulder auxiliary groove 43 and a second end from the closed end of the second shoulder auxiliary groove 44.
- a zigzag sipe 45 extending along the extending direction of the shoulder auxiliary groove 44 is provided.
- the sipe 45 extending from the closed end of the first shoulder auxiliary groove 43 is closed on the inner side in the tire width direction than the ground contact end E.
- lug grooves (central lug groove 21, intermediate lug groove 31, shoulder lug groove 41) are formed in each land portion (central land portion 20, intermediate land portion 30, shoulder land portion 40) as described above.
- the lug grooves (the central lug groove 21, the intermediate lug groove 31, the shoulder lug groove 41) formed in adjacent land portions are configured so that the inclination directions thereof are opposite to each other.
- the structure of the tread pattern shown in FIG. 2 has been described.
- the present invention mainly defines the structure of the outer region in the tire width direction from the ground contact edge E as described later, at least the above-described structure. If the shoulder block 42 is partitioned by the outer main groove 12 and the shoulder lug groove 41 as described above, the structure (tread pattern) of the other part in the ground contact region is not necessarily limited to the embodiment of FIG.
- a narrow-width bent portion 50 is provided at an end portion of at least a part of the shoulder lug groove 41 on the outer side in the tire width direction.
- the narrow-width bent portion 50 has a shape that is narrower than other portions of the shoulder lug groove 41 having the narrow-width bent portion 50 and is bent with respect to the extending direction of the shoulder lug groove 41.
- the narrow-width bent portion 50 has a zigzag shape and extends in the tire circumferential direction, and from one end thereof to the other portion of the shoulder lug groove 41 in the tire width direction. And a portion extending in the tire width direction from the other end toward the outer side in the tire width direction.
- the narrow bent portion 50 is provided in this manner, in the pneumatic tire of the present invention, not only mud etc. is bitten by the shoulder lug groove 41 reaching from the outer main groove 12 to the sidewall portion 2, but at least The narrow-width bent portion 50 provided at the outer end in the tire width direction of some shoulder lug grooves 41 suppresses the discharge of mud and the like entering the shoulder lug grooves 41 to the outer side in the tire width direction, The mud or the like in the shoulder lug groove 41 can be easily compressed in the shoulder lug groove 41. As a result, it is possible to sufficiently ensure the traction property based on the shearing force against the pressed mud or the like.
- the narrow bent portion 50 has a zigzag shape as shown in the drawing, mud and the like can be gripped by the bent portion of the zigzag shape, which is advantageous for improving the traction property.
- the width of the shoulder lug groove 41 at the starting position of the narrow bent portion 50 (that is, In the shoulder lug groove 41 having the narrow bent portion 50, the maximum groove width of the portion where the groove width is not narrowed by the narrow bent portion 50) is Wa, and the groove width in the narrow bent portion is Wb.
- the ratio Wb / Wa is preferably in the range of 0.15 to 0.50.
- the groove width of the narrow bent portion 50 By setting the groove width of the narrow bent portion 50 in this manner, it is possible to balance both the performance of discharging mud and the like by the narrow bent portion 50 and the traction property based on the shear force against the pressed mud and the like. it can.
- the ratio Wb / Wa is smaller than 0.15, the shoulder lug groove 41 is substantially closed, so that the performance of discharging mud or the like is lowered.
- the ratio Wb / Wa is larger than 0.50, the discharge of mud or the like cannot be sufficiently suppressed, and the traction performance based on the shearing force against the mud or the like that has been consolidated cannot be sufficiently obtained.
- the narrow bent portion 50 has a zigzag shape, but it is preferable that the ratio of the groove width is satisfied at all of the portions.
- Such a narrow bent portion 50 is provided at the outer end of the shoulder lug groove 41 in the tire width direction.
- the narrow width is measured from the contact end E position of the tread portion 1 toward the tire radial direction.
- the ratio A / H of the vertical distance A to the bent portion 50 to the tire cross-sectional height H is 0.15 to 0.30.
- the narrow bent portion 50 is provided in at least a part of the shoulder lug groove 41, the above-described effect can be obtained, and it can be provided in all the shoulder lug grooves 41, but preferably, as shown in the drawing,
- the shoulder lug grooves 41 having the narrow-width bent portions 50 and the shoulder lug grooves 41 not having the narrow-width bent portions 50 may be arranged alternately along the tire circumferential direction.
- the shoulder lug groove 41 (which does not have the narrow-width bent portion 50) having a sufficient groove width to the outer end in the tire width direction and having excellent drainage performance of mud and the like, and the drainage performance of mud and the like are slightly
- the shoulder lug groove 41 (having the narrow bend portion 50) that is excellent in traction based on the shearing force against mud or the like that is inferior but hardened can be evenly arranged in the tire circumferential direction, and these performances are balanced. In addition, it is possible to effectively exhibit the tire performance in accordance with the traveling situation.
- the uneven portion 51 is configured by alternately repeating two inclined surfaces of a surface extending in a substantially tire radial direction and a surface extending in a substantially tire width direction in a meridian section.
- the inclination angle of one of these two inclined surfaces with respect to one tire radial direction is ⁇ 1
- the inclination angle with respect to the other tire radial direction is ⁇ 2
- these inclination angles ⁇ 1 and ⁇ 2 have a relationship of ⁇ 1 ⁇ 2.
- the inclination angle ⁇ 1 may be set to 5 ° to 30 °, for example
- the inclination angle ⁇ 2 may be set to 65 ° to 85 °, for example.
- the two inclined surfaces are preferably connected by a smooth arc in the meridian cross section, and the radius of curvature R1 of the arc is preferably set to 2 mm to 5 mm.
- Such a concavo-convex portion 51 is formed in the shoulder lug groove 41 having the narrow-width bend portion 50, when the lug groove 41 is viewed from the tire equator CL side toward the outer side in the tire width direction. It is preferable that the lug groove 41 is provided adjacent to the block portion on both sides of the portion (that is, in the vicinity of the portion where the groove width is the largest in the narrow bent portion 50). Thus, by arranging the uneven portion 51 in the vicinity of the portion having the largest groove width of the lug groove 41, it is advantageous for discharging mud and the like clogged in the shoulder lug groove 41 during normal traveling.
- the ratio B / H of the vertical distance B from the position of the ground contact edge E of the tread portion 1 to the uneven portion 51 measured in the tire radial direction with respect to the tire cross-section height is 0.01 to 0.10. It should be a range.
- the outermost position in the tire width direction of the concavo-convex portion 51 is preferably located on the inner side of the end portion on the tire equator side of the narrow-width bent portion 50, so that the position from the ground contact end E position of the tread portion 1 toward the tire radial direction.
- the ratio of the vertical length of the uneven portion 51 measured to the outermost point in the tire width direction to the tire cross-section height H is substantially in the same range as the ratio A / H described above.
- the shoulder block 42 is provided with at least one hollow portion 52 whose periphery is closed.
- the recess 52 has a substantially trapezoidal shape.
- the second shoulder auxiliary groove 44 communicates with the indented portion 52.
- the second shoulder auxiliary groove 44 has a groove width and a groove depth as compared with the lug groove (shoulder lug groove 41). Since it is sufficiently small, it can be considered that the recess 52 is substantially closed.
- the depth of the recessed portion 52 is not particularly limited, but if the depth is too deep, the rigidity of the shoulder block 42 is lowered. Therefore, the depth of the recessed portion 52 is that of the shoulder lug groove 41 adjacent to the recessed portion 52 in the tire circumferential direction. It is preferable to make it shallower than the depth at the same position in the tire width direction.
- the maximum depth D1 of the recess 52 is preferably 0.5 to 0.8 times the groove depth Da of the shoulder lug groove 41 at the position in the tire width direction where the recess 52 is the maximum depth.
- the maximum depth D1 of the recessed portion 52 is smaller than 0.5 times the groove depth Da at the position of the shoulder lug groove 41, the recessed portion 52 becomes too shallow, so that mud or the like can be sufficiently grasped. It is impossible to improve the traction performance. If the maximum depth D1 of the hollow portion 52 is larger than 0.8 times the groove depth Da at the position of the shoulder lug groove 41, the hollow portion 52 is closed and isolated from other grooves. It becomes easy to clog mud.
- the recess 52 is preferably disposed on the outer side in the tire width direction from the ground contact E so that it functions effectively when the tire enters mud or the like without affecting the tire performance during normal running.
- the ratio C / H of the vertical distance C from the position of the ground contact edge E of the tread portion to the recess 52 measured in the tire radial direction to the tire cross-section height H should be in the range of 0.01 to 0.10. preferable.
- the ratio C / H is smaller than 0.01, the recess 52 is too close to the ground contact E, so that the rigidity of the portion in the ground contact region of the shoulder block 42 is lowered. If the ratio C / H is larger than 0.10, the recess 52 is too far from the ground contact E, and the effect of the recess 52 cannot be fully expected.
- a recess 53 that is recessed toward the tire equator CL is formed on the outer wall surface of the shoulder block 42 in the tire width direction.
- the recesses 53 are disposed on both sides in the tire circumferential direction of the narrow-width bent part 50 and on the outer sides in the tire width direction of the recessed parts 52. Providing such a recess 53 increases the edge of the shoulder block 42, which makes it easier to grip mud and the like, and is advantageous for improving traction.
- the tire size is 265 / 65R17 112H, and has the reinforcing structure illustrated in FIG. 1.
- the tread pattern in the ground contact region has the structure illustrated in FIG. Shape, arrangement of narrow bends, and shoulder lug groove 41 having narrow bends, the maximum groove width Wa of the portion where the groove width is not narrowed by the narrow bend and the groove width Wb in the narrow bend
- the concavo-convex part has the shape shown in FIG. 5 and the inclination angles of the two inclined surfaces constituting the concavo-convex part.
- ⁇ 1 is 5 °
- the inclination angle ⁇ 2 is 80 °
- the radius of curvature R1 of the arc connecting the inclined surfaces is 2 mm. 2 to 4
- the ratio B / H of the vertical distance B from the contact end position to the uneven portion measured in the tire radial direction with respect to the tire cross-section height is 0. .08mm and common.
- Example 8 which does not have an uneven
- the surface of the part of the shoulder block located in the tire circumferential direction both sides of the shoulder lug groove which has a narrow-width bending part is a shoulder lug groove which does not have a narrow-width bending part. Similar to the surface of the shoulder block portions located on both sides in the tire circumferential direction, the surface is smooth.
- the shape and arrangement of the depression are as shown in FIG. 4, and the maximum depth D1 of the depression and the depression are Ratio D1 / Da of the shoulder lug groove depth Da at the position in the tire width direction at the maximum depth is 0.75, and the tire cross section at a vertical distance C from the ground contact end position to the recess portion measured in the tire radial direction The ratio C / H to height H was made common at 0.05.
- Example 9 which does not have a hollow part, the 2nd shoulder auxiliary groove was extended to the edge part of the shoulder block.
- shoulder lug grooves having narrow bends and shoulder lug grooves not having narrow bends are alternately arranged over the entire circumference of the tire. “Alternate”, Shoulder lug grooves with narrow bends and shoulder lug grooves without narrow bends are randomly arranged, and shoulder lug grooves with narrow bends are adjacent to each other The case where the shoulder lug grooves that do not have the narrow bends are included as “random”, and the case where all the shoulder lug grooves have the narrow bends as “all the grooves”.
- Each test tire is assembled to a wheel with a rim size of 17 x 8 J, and the air pressure is 230 kPa, and it is mounted on a four-wheel drive vehicle with a displacement of 3.5 L.
- a deep mud road surface (mud depth: 100 mm to 200 mm)
- a test drive was conducted by a test driver, and sensory evaluation was performed on the starting performance at that time.
- the evaluation results are shown as an index with Conventional Example 1 as 100. The larger the index value, the better the start performance on the deep mud road surface.
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Abstract
Description
各試験タイヤをリムサイズ17×8Jのホイールに組み付けて、空気圧を230kPaとして、排気量3.5Lの4輪駆動車に装着し、マッドコース(泥深さ:10mm~20mm)にてテストドライバーによる試験走行を実施し、その際の走行性能について官能評価した。評価結果は、従来例1を100とする指数値で示した。この指数値が大きいほどマッドフィーリングが優れていることを意味する。
各試験タイヤをリムサイズ17×8Jのホイールに組み付けて、空気圧を230kPaとして、排気量3.5Lの4輪駆動車に装着し、深い泥濘路面(泥深さ:100mm~200mm)にてテストドライバーによる試験走行を実施し、その際の発進性能について官能評価した。評価結果は、従来例1を100とする指数にて示した。この指数値が大きいほど深い泥濘路面における発進性能が優れることを意味する。
2 サイドウォール部
3 ビード部
4 カーカス層
5 ビードコア
6 ビードフィラー
7 ベルト層
8 ベルト補強層
11 内側主溝
12 外側主溝
20 中央陸部
21 中央ラグ溝
22 中央ブロック
23 凹部
24 中央補助溝
25 サイプ
30 中間陸部
31 中間ラグ溝
32 中間ブロック
33 中間補助溝
34 周方向補助溝
35 サイプ
40 ショルダー陸部
41 ショルダーラグ溝
42 ショルダーブロック
43 第1ショルダー補助溝
44 第2ショルダー補助溝
45 サイプ
50 狭幅屈曲部
51 凹凸部
52 窪み部
53 凹部
CL タイヤ赤道
E 接地端
Claims (6)
- タイヤ周方向に延在して環状をなすトレッド部と、該トレッド部の両側に配置された一対のサイドウォール部と、これらサイドウォール部のタイヤ径方向内側に配置された一対のビード部とを備え、前記トレッド部のショルダー領域に配置されてタイヤ周方向に延びる主溝と、該主溝からタイヤ幅方向外側に向かって延在してサイドウォール部まで到達する複数本のラグ溝とを有し、前記主溝及び前記ラグ溝により複数のブロックが区画された空気入りタイヤにおいて、
前記ラグ溝のうち少なくとも一部のラグ溝のタイヤ幅方向外側の端部に、そのラグ溝の他の部分よりも溝幅が小さいと共にラグ溝の延長方向に対して屈曲した狭幅屈曲部を設けたことを特徴とする空気入りタイヤ。 - 前記狭幅屈曲部を有するラグ溝のタイヤ周方向両側に位置するブロックの部分にそれぞれ該ブロックの表面に沿って起伏する階段状の凹凸部を設けたことを特徴とする請求項1に記載の空気入りタイヤ。
- 前記狭幅屈曲部を有するラグ溝と前記狭幅屈曲部を有さないラグ溝とをタイヤ周方向に沿って交互に配置したことを特徴とする請求項1または2に記載の空気入りタイヤ。
- 前記狭幅屈曲部を有するラグ溝をタイヤ赤道側から見たときの前記狭幅屈曲部の開始位置における該ラグ溝の溝幅Waと前記狭幅屈曲部における溝幅Wbとの比Wb/Waが0.15~0.50であることを特徴とする請求項1~3のいずれかに記載の空気入りタイヤ。
- 前記トレッド部の接地端位置からタイヤ径方向に向かって測定される前記狭幅屈曲部のまでの垂直距離Aのタイヤ断面高さHに対する比A/Hが0.15~0.30であることを特徴とする請求項1~4のいずれかに記載の空気入りタイヤ。
- 前記ブロックに周囲が閉塞された少なくとも1つの窪み部を設けたことを特徴とする請求項1~5のいずれかに記載の空気入りタイヤ。
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RU2017132159A RU2663262C1 (ru) | 2015-02-16 | 2016-02-09 | Пневматическая шина |
AU2016220965A AU2016220965B2 (en) | 2015-02-16 | 2016-02-09 | Pneumatic tire |
KR1020177014539A KR101909981B1 (ko) | 2015-02-16 | 2016-02-09 | 공기입 타이어 |
US15/551,581 US10766309B2 (en) | 2015-02-16 | 2016-02-09 | Pneumatic tire |
DE112016000774.4T DE112016000774B4 (de) | 2015-02-16 | 2016-02-09 | Luftreifen |
CN201680004630.3A CN107107669B (zh) | 2015-02-16 | 2016-02-09 | 充气轮胎 |
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US (1) | US10766309B2 (ja) |
JP (1) | JP6164235B2 (ja) |
KR (1) | KR101909981B1 (ja) |
CN (1) | CN107107669B (ja) |
AU (1) | AU2016220965B2 (ja) |
DE (1) | DE112016000774B4 (ja) |
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WO (1) | WO2016132971A1 (ja) |
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WO2019116625A1 (ja) * | 2017-12-12 | 2019-06-20 | 株式会社ブリヂストン | 重荷重用タイヤ |
JPWO2019116626A1 (ja) * | 2017-12-12 | 2020-12-03 | 株式会社ブリヂストン | 重荷重用タイヤ |
US11724546B2 (en) | 2018-01-16 | 2023-08-15 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
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JP6330568B2 (ja) * | 2014-08-11 | 2018-05-30 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP7095244B2 (ja) * | 2017-09-21 | 2022-07-05 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP2019104413A (ja) | 2017-12-13 | 2019-06-27 | Toyo Tire株式会社 | 空気入りタイヤ |
JP2019104417A (ja) | 2017-12-13 | 2019-06-27 | Toyo Tire株式会社 | 空気入りタイヤ |
JP7017947B2 (ja) * | 2018-02-21 | 2022-02-09 | Toyo Tire株式会社 | 空気入りタイヤ |
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JP7119632B2 (ja) * | 2018-06-20 | 2022-08-17 | 住友ゴム工業株式会社 | 空気入りタイヤ |
JP7155885B2 (ja) * | 2018-11-02 | 2022-10-19 | 住友ゴム工業株式会社 | タイヤ |
JP7290066B2 (ja) * | 2019-05-31 | 2023-06-13 | 住友ゴム工業株式会社 | タイヤ |
CN113799549B (zh) * | 2021-10-20 | 2023-05-30 | 青岛双星轮胎工业有限公司 | 一种耐磨轮胎花纹 |
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CN107107669A (zh) | 2017-08-29 |
DE112016000774T5 (de) | 2017-10-26 |
DE112016000774B4 (de) | 2022-02-17 |
JP2016150603A (ja) | 2016-08-22 |
KR101909981B1 (ko) | 2018-10-22 |
RU2663262C1 (ru) | 2018-08-03 |
US10766309B2 (en) | 2020-09-08 |
AU2016220965A1 (en) | 2017-09-07 |
CN107107669B (zh) | 2019-06-07 |
US20180043737A1 (en) | 2018-02-15 |
DE112016000774T9 (de) | 2018-01-18 |
AU2016220965B2 (en) | 2019-04-11 |
KR20170076762A (ko) | 2017-07-04 |
JP6164235B2 (ja) | 2017-07-19 |
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