WO2017141915A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2017141915A1 WO2017141915A1 PCT/JP2017/005361 JP2017005361W WO2017141915A1 WO 2017141915 A1 WO2017141915 A1 WO 2017141915A1 JP 2017005361 W JP2017005361 W JP 2017005361W WO 2017141915 A1 WO2017141915 A1 WO 2017141915A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- sipe
- pneumatic tire
- chamfered
- chamfered portion
- side edge
- 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
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1272—Width of the sipe
- B60C11/1281—Width of the sipe different within the same sipe, i.e. enlarged width portion at sipe bottom or along its length
-
- 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
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
-
- 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
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1272—Width of the sipe
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
- B60C11/1392—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block edges
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1209—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe straight at the tread surface
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
- B60C2011/1254—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern with closed sipe, i.e. not extending to a groove
Definitions
- the present invention relates to a pneumatic tire, and more particularly, by devising a chamfered shape of a sipe, it is possible to achieve both improvement in driving stability performance on a dry road surface and improvement in driving stability performance on a wet road surface.
- tires Regarding tires.
- a plurality of sipes are formed on ribs defined by a plurality of main grooves.
- drainage is ensured, and steering stability performance on a wet road surface is exhibited.
- the rigidity of the ribs decreases, so the steering stability and uneven wear resistance on dry roads are reduced. is there.
- An object of the present invention is to provide a pneumatic tire that can improve both the steering stability performance on the dry road surface and the steering stability performance on the wet road surface by devising the chamfered shape of the sipe. .
- a pneumatic tire of the present invention has a plurality of main grooves extending in the tire circumferential direction in a tread portion, and an air including sipes extending in a tire width direction on ribs defined by the main grooves.
- the sipe has a stepping side edge and a kicking side edge, and a chamfer portion shorter than the sipe length of the sipe is formed on each of the stepping side edge and the kicking side edge.
- sipe width of the sipe is characterized in that it is a constant.
- a chamfered portion shorter than the sipe sipe length is provided on each of the stepping side edge and the kicking side edge of the sipe.
- the above-described wet performance improvement effect can be fully enjoyed during braking and driving. Can do.
- the area to be chamfered can be minimized as compared with a conventional chamfered sipe, it is possible to improve the steering stability performance on a dry road surface. As a result, it is possible to achieve both improvement in steering stability performance on a dry road surface and improvement in steering stability performance on a wet road surface.
- both ends of the sipe are terminated in the rib, it is possible to suppress a decrease in block rigidity compared to a case where both ends or one end of the sipe communicate with the main groove. Therefore, it is possible to further improve the steering stability performance on the dry road surface.
- the sipe length of the sipe is preferably 45% to 90% of the rib width of the rib. As described above, by appropriately setting the sipe length with respect to the rib width, it is possible to improve both the steering stability performance on the dry road surface and the steering stability performance on the wet road surface. More preferably, it is 60% to 70%.
- the pneumatic tire is a pneumatic tire in which the mounting direction with respect to the vehicle is specified.
- the distance D in the tire width direction from the end located outside the vehicle to the main groove and the inside of the vehicle is specified.
- a distance D ′ in the tire width direction from the end portion to the main groove satisfies D> D ′.
- the ratio D / D ′ between D and D ′ is 1.1 to 2.0.
- the sipe is preferably inclined with respect to the tire circumferential direction. By tilting the sipe in this way, the pattern rigidity can be improved, and the steering stability performance on the dry road surface can be further improved.
- the inclination angle on the acute angle side with respect to the tire circumferential direction of the sipe is preferably 40 ° to 80 °.
- the angle is 50 ° to 70 °.
- the chamfered portion is preferably arranged on the acute angle side of the sipe. Thereby, it is possible to further improve the uneven wear resistance.
- the chamfered portion is preferably disposed on the obtuse angle side of the sipe. As a result, the edge effect is increased, and the steering stability performance on the wet road surface can be further improved.
- At least a part of the sipe is curved or bent in plan view.
- the entire sipe may be arcuate.
- the overlap length of the chamfered portion formed at the edge of the sipe stepping side and the chamfered portion formed at the edge of the sipe kicking side is ⁇ 30% to 30% of the sipe length. Is preferred. In this way, by setting the overlap length at the chamfered part appropriately with respect to the sipe length, it is possible to achieve both improvement in steering stability performance on dry road surfaces and improvement in steering stability performance on wet road surfaces. Become. More preferably, it is -15% to 15%.
- the chamfered portion is arranged at one place on each of the sipe stepping side edge and the kicking side edge.
- the maximum width of the chamfered portion is preferably 0.8 to 5.0 times the sipe width.
- the maximum width of the chamfered portion is preferably 1.2 to 3.0 times.
- the chamfered portion preferably extends in parallel with the sipe.
- FIG. 1 is a meridian cross-sectional view showing a pneumatic tire according to an embodiment of the present invention.
- FIG. 2 is a perspective view showing a part of the tread portion of the pneumatic tire according to the present invention.
- FIG. 3 is a plan view showing a part of the tread portion of the pneumatic tire according to the present invention.
- FIG. 4 is a plan view showing a sipe formed in the tread portion of FIG. 3 and its chamfered portion.
- FIG. 5 is a cross-sectional view taken along the line XX of FIG.
- FIG. 6 is a plan view showing a modification of the sipe formed in the tread portion of the present invention and its chamfered portion.
- FIGS. 7A and 7B show other modified examples of the sipe of the pneumatic tire and its chamfered portion according to the present invention
- FIGS. 7A and 7B are plan views of the modified examples
- FIGS. 8A and 8E show other modified examples of the sipe of the pneumatic tire and its chamfered portion according to the present invention
- FIGS. 8A to 8E are plan views of the modified examples.
- CL is a tire center line.
- a pneumatic tire includes a tread portion 1 that extends in the tire circumferential direction and has an annular shape, and a pair of sidewall portions that are disposed on both sides of the tread portion 1. 2 and 2 and a pair of bead portions 3 and 3 disposed on the inner side in the tire radial direction of the sidewall portions 2.
- the carcass layer 4 is mounted between the pair of bead portions 3 and 3.
- the carcass layer 4 includes a plurality of reinforcing cords extending in the tire radial direction, and is folded from the inside of the tire to the outside around the bead core 5 disposed in each bead portion 3.
- a bead filler 6 made of a rubber composition having a triangular cross-section is disposed on the outer periphery of the bead core 5.
- a plurality of belt layers 7 are embedded on the outer peripheral side of the carcass layer 4 in the tread portion 1.
- These belt layers 7 include a plurality of reinforcing cords inclined with respect to the tire circumferential direction, and are arranged so that the reinforcing cords cross each other between the layers.
- the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set, for example, in the range of 10 ° to 40 °.
- a steel cord is preferably used as the reinforcing cord of the belt layer 7.
- At least one belt cover layer 8 in which reinforcing cords are arranged at an angle of, for example, 5 ° or less with respect to the tire circumferential direction is disposed on the outer peripheral side of the belt layer 7.
- an organic fiber cord such as nylon or aramid is preferably used.
- a plurality of main grooves 9 extending in the tire circumferential direction are formed in the tread portion 1, and a plurality of rows of ribs 10 are defined in the tread portion 1 by these main grooves 9.
- FIG. 2 is a perspective view showing a part of the tread portion 1, wherein Tc shown in FIG. 2 is a tire circumferential direction and Tw is a tire width direction.
- the rib 10 includes a plurality of sipes 11 extending in the tire width direction and a block 101 partitioned by the plurality of sipes 11.
- the plurality of blocks 101 are arranged so as to be aligned in the tire circumferential direction.
- the sipe 11 is a narrow groove having a groove width of 1.5 mm or less.
- the sipe 11 has end portions 11 ⁇ / b> C and 11 ⁇ / b> D, and both end portions 11 ⁇ / b> C and 11 ⁇ / b> D are closed sipes that are not in communication with the main grooves 9 positioned on both sides of the rib 10. That is, both end portions 11 ⁇ / b> C and 11 ⁇ / b> D of the sipe 11 are terminated in the rib 10.
- the sipe 11 has a curved shape as a whole, and is formed in the rib 10 at intervals in the tire circumferential direction. Further, the sipe 11 has an edge 11 ⁇ / b> A that is a stepping side with respect to the rotation direction R and an edge 11 ⁇ / b> B that is a kicking side with respect to the rotation direction R. A chamfered portion 12 is formed on each of the step-on edge 11A and the kick-out edge 11B.
- the chamfered portion 12 includes a chamfered portion 12A that is a stepping side with respect to the rotation direction R, and a chamfered portion 12B that is a kicking side with respect to the rotation direction R.
- a non-chamfered region 13 where no other chamfered portion exists is present at a portion facing these chamfered portions 12. That is, there is a non-chamfered area 13B on the side facing the chamfered part 12A that is the kicking side with respect to the rotational direction R, and a part that faces the chamfered part 12B is the non-chamfered area 13A that is on the side depressed relative to the rotational direction R. There is. In this way, the chamfered portion 12 and the non-chamfered region 13 where no other chamfered portion exists are arranged adjacent to the stepping-side edge 11A and the kicking-out edge 11B of the sipe 11, respectively.
- the length in the tire width direction is set as a sipe length L and chamfered lengths L A and L B , respectively.
- These sipes length L, a chamfer length L A, L B is sipes 11 or chamfer 12A, in the tire width direction from each of the one end of 12B to the other end in length.
- the chamfer lengths L A and L B of the chamfered portions 12A and 12B are both shorter than the sipe length L of the sipe 11.
- FIG. 5 is a cross-sectional view orthogonal to the sipe 11 and having the tread portion 1 cut out in the vertical direction.
- the maximum depth of the sipe 11 is x (mm) and the maximum depth of the chamfered portion 12 is y (mm)
- the maximum depth x (mm) and the maximum depth y (mm) are formed so as to satisfy the relationship of the following formula (1).
- the maximum depth x of the sipe 11 is preferably 3 mm to 8 mm.
- the sipe width W of the sipe 11 is substantially constant in the range from the end 121 located on the inner side in the tire radial direction of the chamfered portion 12 to the groove bottom of the sipe 11.
- the sipe width W is, for example, not including the height of the ridge in the sipe width when a ridge is present on the groove wall of the sipe 11, or as the sipe width of the sipe 11 moves toward the groove bottom. If it is gradually narrowed, the narrowed portion is not included in the sipe width, and is the width of the sipe 11 that is substantially measured.
- a chamfered portion 12 that is shorter than the sipe length L of the sipe 11 is provided on each of the stepping-side edge 11A and the kicking-out edge 11B of the sipe 11, and faces the chamfered portions 12 in the sipe 11. Since there is a non-chamfered area 13 in which no other chamfered part exists in the part to be performed, the drainage effect is improved based on the chamfered part 12, and at the same time, a water film is formed in the non-chamfered area 13 where the chamfered part 12 is not provided by the edge effect Can be effectively removed. Therefore, it is possible to greatly improve the steering stability performance on the wet road surface.
- the above-described wet performance improvement effect can be obtained at the time of braking and It can be enjoyed to the maximum when driving.
- both ends 11C and 11D of the sipe 11 are terminated in the rib 10, the rigidity of the block is reduced as compared with the case where both ends or one end of the sipe communicates with the main groove. Can be suppressed, and the steering stability performance on the dry road surface can be further improved.
- the maximum depth x (mm) and the maximum depth y (mm) satisfy the relationship of the above formula (1). Since the sipe 11 and the chamfered portion 12 are provided so as to satisfy the relationship of the above-described formula (1), the area to be chamfered can be minimized as compared with the conventional sipe that has been chamfered. It becomes possible to improve the steering stability performance on the road surface. As a result, it is possible to achieve both improvement in steering stability performance on a dry road surface and improvement in steering stability performance on a wet road surface.
- the rib 10 has a constant width in the tire width direction, and the width of the rib 10 is defined as a rib width L 0 .
- the sipe length L of the sipe 11 is preferably 45% to 90%, more preferably 60% to 70% of the rib width L 0 of the rib 10. In this way, by setting the sipe length L of the sipe 11 to an appropriate length with respect to the rib width L 0 , it is possible to improve both the steering stability performance on the dry road surface and the steering stability performance on the wet road surface. It becomes possible.
- the sipe length L of the sipe 11 is smaller than 45% of the rib width L 0 of the rib 10, the improvement of the steering stability performance on the wet road surface is insufficient, and when the sipe length L exceeds 90%, the steering on the dry road surface is insufficient. Improvement in stability performance is insufficient.
- the sipe 11 is formed to have an inclination angle ⁇ with respect to the tire circumferential direction.
- This inclination angle ⁇ is an angle formed by a phantom line (dotted line shown in FIG. 4) connecting both ends of the sipe 11 and the side surface of the block 101.
- the inclination angle ⁇ includes an acute angle and an obtuse angle.
- FIG. 4 shows the inclination angle ⁇ on the acute angle side.
- the inclination angle ⁇ targets the inclination angle of the sipe 11 at an intermediate pitch in the rib 10.
- the inclination angle ⁇ on the acute angle side is preferably 40 ° to 80 °, and more preferably 50 ° to 70 °.
- the pattern rigidity can be improved, and the steering stability performance on the dry road surface can be further improved.
- the inclination angle ⁇ is smaller than 40 °, the uneven wear resistance performance deteriorates, and if it exceeds 80 °, the pattern rigidity cannot be sufficiently improved.
- the side having the inclination angle ⁇ on the acute angle side of the sipe 11 is defined as the acute angle side
- the side having the inclination angle ⁇ on the obtuse angle side of the sipe 11 is defined as the obtuse angle side.
- the chamfered portions 12A and 12B formed on the edges 11A and 11B of the sipe 11 are formed on the acute angle side of the sipe 11. As described above, the chamfering is performed on the acute angle side of the sipe 11 so that the uneven wear resistance can be further improved.
- the chamfered portions 12A and 12B may be formed on the obtuse angle side of the sipe 11. Since the chamfered portions 12A and 12B are formed on the obtuse angle side of the sipe 11 as described above, the edge effect is increased, and the steering stability performance on the wet road surface can be further improved.
- the overall shape of the sipe 11 described above is curved, it is possible to improve the steering stability performance on the wet road surface. Furthermore, a part of the sipe 11 is curved or viewed in plan view. It may have a bent shape. By forming the sipe 11 in this manner, the total amount of the edges 11A and 11B in each sipe 11 is increased, and it becomes possible to improve the steering stability performance on the wet road surface.
- the chamfered portions 12 are arranged one by one on the stepping side edge 11 ⁇ / b> A and the kicking side edge 11 ⁇ / b> B of the sipe 11.
- the chamfered portion 12 By arranging the chamfered portion 12 in this way, it is possible to improve uneven wear resistance.
- two or more chamfered portions 12 are formed at the stepping-side edge 11A and the kicking-out edge 11B of the sipe 11, the number of nodes increases and the uneven wear resistance tends to be deteriorated.
- the maximum width of the chamfered portion 12 measured along the direction orthogonal to the sipe 11 is defined as a width W1.
- the maximum width W1 of the chamfered portion 12 is preferably 0.8 to 5.0 times the sipe width W of the sipe 11, and more preferably 1.2 to 3.0 times.
- the maximum width W1 of the chamfered portion 12 is smaller than 0.8 times the sipe width W of the sipe 11, the improvement of the steering stability performance on the wet road surface is insufficient, and if it is larger than 5.0 times on the dry road surface. The steering stability performance will be insufficient.
- the outer edge of the chamfered portion 12 in the longitudinal direction is formed in parallel with the extending direction of the sipe 11.
- the chamfered portion 12 extends in parallel with the sipe 11 to improve uneven wear resistance, and at the same time, improves steering stability performance on dry road surfaces and steering stability performance on wet road surfaces. It becomes possible to make it.
- the chamfered portion 12A and the chamfered portion 12B are formed so that both of the chamfered portions 12A and 12B overlap at the center of the sipe 11.
- the length in the tire width direction of the overlap portion which is a portion where the chamfered portion 12A and the chamfered portion 12B overlap, is defined as an overlap length L1.
- the sipe length of the overlap length L1 is obtained.
- the ratio to L is expressed as a negative value.
- the overlap length L1 of the overlap portion is preferably ⁇ 30% to 30% of the sipe length L, and more preferably ⁇ 15% to 15%. In this way, by setting the overlap length L1 at the chamfered portions 12A and 12B appropriately with respect to the sipe length L, it is possible to improve both the steering stability performance on the dry road surface and the steering stability performance on the wet road surface. It becomes possible to make it.
- the overlap length L1 is greater than 30%, the steering stability performance on the dry road surface will be insufficient, and if it is less than -30%, the steering stability performance on the wet road surface will be insufficient.
- FIG. 6 is a plan view showing a modification of the sipe 11 formed in the tread portion 1 and its chamfered portions 12A and 12B, where IN indicates the inside of the vehicle and OUT indicates the outside of the vehicle.
- the mounting direction with respect to the vehicle is designated.
- the distance in the tire width direction from the end 11D located on the vehicle outer side to the main groove 9 is a distance D
- a distance in the width direction is set as a distance D ′.
- the distance D and the distance D ′ satisfy the relationship of D> D ′.
- the sipe 11 is disposed near the main groove 9 on the vehicle inner side with respect to the center line of the rib 10 in the tire circumferential direction. More preferably, the ratio D / D ′ between D and D ′ is 1.1 to 2.0. By arranging the sipe 11 in this way, it becomes possible to improve the steering stability performance on the dry road surface.
- the chamfered portions 12A and 12B of the sipe 11 include chamfers on the obtuse angle side of the sipe 11 as shown in FIG. 8A, in addition to those shown in FIGS. 2 to 4, 6, 6, 7A, and 7B.
- the chamfered portions 12A and 12B are positioned closer to the main grooves 9 as shown in FIG. 8C.
- FIG. 8D A case where the end portion to be terminated in the rib 10 without opening in the main groove 9 can be exemplified.
- the sipe 11 and the chamfered portions 12A and 12B are formed in parallel to the tire width direction as shown in FIG. 8D, the chamfered portion 12A and the chamfered portion 12B are formed as shown in FIG.
- a pneumatic tire having a tire size of 245 / 40R19, having a plurality of main grooves extending in the tire circumferential direction in the tread portion, and having sipes extending in the tire width direction on ribs defined by the main grooves, arrangement of chamfers (both sides) or one side), the sipe length L and the chamfer length L a, the length of L B, the presence or absence of chamfering of the portion opposed to the chamfered portion, the maximum depth of the sipe x (mm), the maximum depth y (mm chamfer ), The ratio of the sipe length L to the rib width L 0 , the distance between the end portion of the sipe and the main groove (length of D and D ′), the inclination angle of the sipe on the acute angle side with respect to the tire circumferential direction, and the chamfered portion of the sipe ( Obtuse angle side or acute angle side), the shape of the entire sipe (straight or curved), the ratio of the overlap length L1
- test tires were subjected to a sensory evaluation on the driving stability performance on the dry road surface and the steering stability performance on the wet road surface and a visual evaluation on the uneven wear resistance by the test driver, and the results are also shown in Table 1 and Table 2. It was.
- the sipe structure in all these test tires is a closed sipe where both ends of the sipe do not communicate with the main groove and terminate in the rib.
- the sipe width is constant in the range from the end portion of the chamfered portion located on the inner side in the tire radial direction to the groove bottom of the sipe.
- the sensory evaluation regarding the steering stability performance on the dry road surface and the steering stability performance on the wet road surface was performed under the condition of the air pressure of 260 kPa by attaching each test tire to the rim size 19 ⁇ 8.5J wheel and mounting it on the vehicle.
- the evaluation results are shown as an index with Conventional Example 1 as 100. The larger the index value, the better the steering stability performance on the dry road surface and the steering stability performance on the wet road surface.
- the visual evaluation regarding the uneven wear resistance performance was performed by mounting each test tire on a rim size 19 ⁇ 8.5J wheel and mounting it on the vehicle, and visually evaluating the appearance of the tire after running 4,000 km under the condition of an air pressure of 260 kPa.
- the evaluation results are shown as an index with Conventional Example 1 as 100. The larger the index value, the better the uneven wear resistance performance.
- the tires of Examples 1 to 12 have improved anti-wear performance and stable driving on dry road surfaces. Performance and stability on wet roads were improved at the same time.
- Comparative Example 1 since the maximum depth y of the chamfered portion was provided very shallow, the improvement effect of the steering stability performance on the wet road surface could not be obtained. Further, in Comparative Example 2, since the maximum depth y of the chamfered portion was provided very deeply, the effect of improving the steering stability performance on the dry road surface could not be obtained.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
x×0.1≦y≦x×0.3+1.0 (1)
x×0.1≦y≦x×0.3+1.0 (1)
2 サイドウォール部
3 ビード部
9 主溝
10 リブ
101 ブロック
11 サイプ
11A 踏み込み側のエッジ
11B 蹴り出し側のエッジ
11C,11D リブ内で終端している端部
12 面取り部
12A 踏み込み側の面取り部
12B 蹴り出し側の面取り部
13 非面取り領域
13A 踏み込み側の非面取り領域
13B 蹴り出し側の非面取り領域
Claims (12)
- トレッド部にタイヤ周方向に延びる複数本の主溝を有し、該主溝により区画されるリブにタイヤ幅方向に延びるサイプを備える空気入りタイヤにおいて、
前記サイプは踏み込み側のエッジと蹴り出し側のエッジを有し、これら踏み込み側のエッジと蹴り出し側のエッジのそれぞれに前記サイプのサイプ長さよりも短い面取り部が形成されており、前記サイプにおける各面取り部に対向する部位には他の面取り部が存在しない非面取り領域があり、前記サイプの両端部は前記リブ内で終端しており、前記サイプの最大深さx(mm)と前記面取り部の最大深さy(mm)が下記式(1)の関係を満たし、前記面取り部のタイヤ径方向内側に位置する端部から前記サイプの溝底までの範囲において前記サイプのサイプ幅が一定であることを特徴とする空気入りタイヤ。
x×0.1≦y≦x×0.3+1.0 (1) - 前記サイプのサイプ長さが前記リブのリブ幅の45%~90%であることを特徴とする請求項1に記載の空気入りタイヤ。
- 前記空気入りタイヤは車両に対する装着方向が指定された空気入りタイヤであり、前記サイプの両端部のうち車両外側に位置する端部から前記主溝までのタイヤ幅方向の距離Dと、前記サイプの両端部のうち車両内側に位置する端部から前記主溝までのタイヤ幅方向の距離D´とがD>D´となることを特徴とする請求項1又は2に記載の空気入りタイヤ。
- 前記サイプがタイヤ周方向に対して傾斜していることを特徴とする請求項1~3に記載の空気入りタイヤ。
- 前記サイプのタイヤ周方向に対する鋭角側の傾斜角度が40°~80°であることを特徴とする請求項4に記載の空気入りタイヤ。
- 前記面取り部が前記サイプの鋭角側に配置されていることを特徴とする請求項4又は5に記載の空気入りタイヤ。
- 前記面取り部が前記サイプの鈍角側に配置されていることを特徴とする請求項4又は5に記載の空気入りタイヤ。
- 前記サイプの少なくとも一部が平面視において湾曲或いは屈曲していることを特徴とする請求項1~7のいずれかに記載の空気入りタイヤ。
- 前記サイプの踏み込み側のエッジに形成された面取り部と前記サイプの蹴り出し側のエッジに形成された面取り部とのオーバーラップ長さが前記サイプ長さの-30%~30%であることを特徴とする請求項1~8のいずれかに記載の空気入りタイヤ。
- 前記面取り部が前記サイプの踏み込み側のエッジと蹴り出し側のエッジにそれぞれ1箇所ずつ配置されていることを特徴とする請求項1~9のいずれかに記載の空気入りタイヤ。
- 前記面取り部の最大幅が前記サイプのサイプ幅の0.8~5.0倍としたことを特徴とする請求項1~10のいずれかに記載の空気入りタイヤ。
- 前記面取り部が前記サイプと平行に延在することを特徴とする請求項1~11のいずれかに記載の空気入りタイヤ。
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JP2017519334A JP6819580B2 (ja) | 2016-02-15 | 2017-02-14 | 空気入りタイヤ |
DE112017000851.4T DE112017000851T5 (de) | 2016-02-15 | 2017-02-14 | Luftreifen |
US16/077,723 US11241919B2 (en) | 2016-02-15 | 2017-02-14 | Pneumatic tire |
CN201780011109.7A CN108602393B (zh) | 2016-02-15 | 2017-02-14 | 充气轮胎 |
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JP7211014B2 (ja) * | 2018-11-01 | 2023-01-24 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP7081552B2 (ja) * | 2019-03-28 | 2022-06-07 | 横浜ゴム株式会社 | 空気入りタイヤ |
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US11241919B2 (en) | 2022-02-08 |
DE112017000851T5 (de) | 2018-10-25 |
CN108602393B (zh) | 2021-06-11 |
US20210188014A1 (en) | 2021-06-24 |
CN108602393A (zh) | 2018-09-28 |
JP6819580B2 (ja) | 2021-01-27 |
JPWO2017141915A1 (ja) | 2018-12-06 |
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