WO2021117678A1 - Bandage pneumatique - Google Patents

Bandage pneumatique Download PDF

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Publication number
WO2021117678A1
WO2021117678A1 PCT/JP2020/045474 JP2020045474W WO2021117678A1 WO 2021117678 A1 WO2021117678 A1 WO 2021117678A1 JP 2020045474 W JP2020045474 W JP 2020045474W WO 2021117678 A1 WO2021117678 A1 WO 2021117678A1
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WO
WIPO (PCT)
Prior art keywords
tire
stud
stud pins
pin
pins
Prior art date
Application number
PCT/JP2020/045474
Other languages
English (en)
Japanese (ja)
Inventor
孝志 芝井
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 FI20225575A priority Critical patent/FI20225575A1/en
Publication of WO2021117678A1 publication Critical patent/WO2021117678A1/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
    • 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
    • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
    • B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
    • 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
    • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
    • B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
    • B60C11/1625—Arrangements thereof in the tread patterns, e.g. irregular
    • 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
    • B60C11/14—Anti-skid inserts, e.g. vulcanised into the tread band
    • B60C11/16—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile
    • B60C11/1675—Anti-skid inserts, e.g. vulcanised into the tread band of plug form, e.g. made from metal, textile with special shape of the plug- tip
    • 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
    • B60C5/00—Inflatable pneumatic tyres or inner tubes

Definitions

  • the present invention relates to a tire in which a stud pin is planted on the tread of a tread portion.
  • studless tires are mainly used as winter tires.
  • a plurality of implantation holes for implanting the stud pins are provided in the tread portion, and the stud pins are implanted in these implantation holes (see, for example, Patent Document 1).
  • Such a stud pin exerts an effect of scratching the ice-snow road surface when traveling on the ice-snow road surface, so that the performance on ice can be improved.
  • the hard stud pin hits the paved road surface, causing pin noise, which may cause deterioration of noise performance on the dry road surface. There is.
  • An object of the present invention is to provide a tire in which a stud pin is planted on a tread portion of a tread portion, which makes it possible to improve noise performance on a dry road surface while improving performance on ice.
  • the tire of the present invention that achieves the above object has a tread portion extending in the tire circumferential direction to form an annular shape, a pair of sidewall portions arranged on both sides of the tread portion, and the tire radial direction of these sidewall portions.
  • each stud pin is a body portion inserted into a mounting hole provided in the tread portion.
  • a tip portion protruding from the surface of the tread portion, and the pin shape formed by the upper surface of the tip portion when the tip portion is viewed from the upper surface side of each stud pin has a longitudinal direction.
  • the plurality of stud pins include a plurality of first stud pins having an angle formed by the longitudinal direction with the tire width direction of 0 ° to 10 °, and the first stud pins having an angle formed by the longitudinal direction with the tire width direction.
  • a plurality of second stud pins larger than the above are included, and the plurality of second stud pins are scattered in the tire circumferential direction with respect to the plurality of first stud pins.
  • stud pins arranged so that the longitudinal directions of the pins are different are provided in a mixed manner. Therefore, while ensuring excellent on-ice performance by the stud pins, on a dry road surface. Noise (pin noise) can be effectively suppressed. Specifically, since the frequencies of the pin noise generated by the above-mentioned first stud pin and the second stud pin, which are arranged at different angles in the longitudinal direction of the pin shape, are different, the first stud pin and the second stud pin are different. The coexistence of pins can reduce noise due to the frequency dispersion effect. Further, by mixing the first stud pin and the second stud pin, the edge effect can be exhibited in a plurality of directions, which is also advantageous for improving the performance on ice.
  • both the first stud pin and the second stud pin are dispersedly arranged in the tire width direction, so that the effect of coexisting the first stud pin and the second stud pin in the entire area in the tire width direction is effectively ensured. can do. That is, it is advantageous to effectively suppress noise (pin noise) on a dry road surface while ensuring excellent on-ice performance.
  • the separation distance between the second stud pins closest to the tire circumferential direction along the tire circumferential direction is within the range of 1.0% to 100.0% of the ground contact length.
  • at least one second stud pin is arranged in the ground contact area, so that the effect of suppressing noise (pin noise) on the dry road surface can be surely obtained.
  • a region defined between a pair of tire meridians arranged so that the distance on the tire equatorial line is 1/4 of the tire contact length is defined as a band-shaped region, and a plurality of strip-shaped regions are set in the tire circumferential direction.
  • the number n of stud pins included in each belt-shaped region in all of the plurality of strip-shaped regions is the total number N of stud pins in the entire circumference of the tire.
  • the number n of stud pins included in the strip-shaped region is 2.0% or more of the total number N in 0% or less and 2/3 or more of the plurality of strip-shaped regions, and the second stud pin is in each strip-shaped region. It is preferable that at least one tire is provided.
  • the ratio of the number n of the stud pins to the total number N of the stud pins is suppressed to 4.0% or less, so that when the stud pins come into contact with the road surface when traveling on a dry road surface, The impact can be suppressed and the generation of pin noise can be suppressed.
  • the ratio of the number n of stud pins to the total number N of stud pins N is set to an appropriate range of 2.0% or more, and a strip-shaped region is sufficiently provided all around the tire, so that the performance on ice is good. Can be demonstrated. Further, since one or more second stud pins are provided in each strip-shaped region, the effect of coexisting the first stud pin and the second stud pin can be effectively ensured.
  • the total number of stud pins is preferably 135 to 250. Providing an appropriate number of stud pins in this way is advantageous for improving noise performance on a dry road surface while effectively exhibiting performance on ice.
  • the present invention among the plurality of strip-shaped regions, there is one or more concentrated regions in which the number n of stud pins included in the strip-shaped region is 3.0% or more of the total number of N, and among the plurality of strip-shaped regions. It is preferably present in 1/3 or less of. In this way, by providing a concentrated region having a large number of stud pins and excellent on-ice performance, it is possible to further improve the on-ice performance. On the other hand, since the number of concentrated regions is suppressed to 1/3 or less of the plurality of strip-shaped regions, it is possible to ensure good noise performance on a dry road surface even if the concentrated regions are provided.
  • the tire of the present invention is preferably a tire having a designated rotation direction, and extends on the outer surface of the tread portion while inclining in the rotation direction from the tread end on one side of the tire equatorial line toward the inside in the tire width direction.
  • the lug groove that reaches the tire equatorial line and the lug groove that extends from the tread end on the other side of the tire equatorial line toward the inside in the tire width direction while inclining in the rotational direction and reaches the tire equatorial line are in the tire circumferential direction. It is preferably arranged alternately.
  • the average protrusion amount Px of the first stud pin and the second stud pin with the smaller number of installations and the average protrusion amount Py with the larger number of installations satisfy the relationship of Px> Py. preferable. Further, it is preferable that the average protrusion amount Px and the average protrusion amount Py satisfy the relationship of Px ⁇ 1.05 ⁇ Py.
  • the frequency of the noise caused by the stud pin with the smaller number of installations increases, so that the noise caused by the stud pin with the larger number of installations is prevented from being amplified and the specific pin noise is dispersed. Can be done.
  • the tire of the present invention is preferably a pneumatic tire, but may be a non-pneumatic tire.
  • the inside thereof can be filled with an inert gas such as air or nitrogen or other gas.
  • the "ground contact length” is formed when a tire is rim-assembled on a regular rim, filled with a regular internal pressure (in the case of a pneumatic tire), placed vertically on a flat surface, and a regular load is applied. This is the length of the ground contact area on the tire equatorial line in the tire circumferential direction. Further, the "ground contact ends” are both ends of the above-mentioned ground contact region in the tire axial direction.
  • a “regular rim” is a rim defined for each tire in a standard system including a standard on which a tire is based. For example, a standard rim for JATTA, a "Design Rim” for TRA, or an ETRTO.
  • Regular internal pressure is the air pressure defined for each tire in the standard system including the standard on which the tire is based. If it is JATTA, it is the maximum air pressure, and if it is TRA, it is the table “TIRE LOAD LIMITED AT VARIOUS". The maximum value described in "COLD INFLATION PRESSURES", if it is ETRTO, it is "INFRATION PRESSURE", but if the tire is for a passenger car, it is 250 kPa.
  • Regular load is the load defined for each tire in the standard system including the standard on which the tire is based.
  • 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 a pneumatic tire according to an embodiment of the present invention.
  • FIG. 3 is a cross-sectional view schematically showing an example of a stud pin planted in a tread portion.
  • FIG. 4 is a schematic view showing the pin shape of the stud pin according to the embodiment of the present invention.
  • FIG. 5 is an explanatory diagram schematically showing a change in the number of stud pins for each band-shaped region.
  • the pneumatic tire of the present invention is arranged inside the tread portion 1, a pair of sidewall portions 2 arranged on both sides of the tread portion 1, and the sidewall portion 2 in the tire radial direction. It is provided with a pair of bead portions 3.
  • reference numeral CL indicates a tire equator
  • reference numeral E indicates a ground contact end.
  • FIG. 1 is a cross-sectional view of the meridian, the tread portion 1, the sidewall portion 2, and the bead portion 3 each extend in the tire circumferential direction to form an annular shape, whereby the toroidal of the pneumatic tire is formed.
  • the basic structure of the shape is constructed.
  • the description using FIG. 1 is basically based on the illustrated meridian cross-sectional shape, but each tire component extends in the tire circumferential direction to form an annular shape.
  • a 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 from the inside to the outside of the vehicle around the bead cores 5 arranged in each bead portion 3.
  • a bead filler 6 is arranged on the outer periphery of the bead core 5, and the bead filler 6 is wrapped by a main body portion and a folded portion of the carcass layer 4.
  • a plurality of layers (two layers in FIG. 1) of belt layers 7 are embedded on the outer peripheral side of the carcass layer 4 in the tread portion 1.
  • Each belt layer 7 includes a plurality of reinforcing cords that are inclined with respect to the tire circumferential direction, and the reinforcing cords are arranged so as to intersect each other between the layers.
  • the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set in the range of, for example, 10 ° to 40 °.
  • a belt reinforcing layer 8 is provided on the outer peripheral side of the belt layer 7.
  • the belt reinforcing layer 8 contains an organic fiber cord oriented in the tire circumferential direction.
  • the angle of the organic fiber cord with respect to the tire circumferential direction is set to, for example, 0 ° to 5 °.
  • the present invention relates to the arrangement of the stud pins P in the tire in which the stud pins P are planted on the tread surface of the tread portion 1, it is formed on the basic structure (cross-sectional structure) of the tire and the surface of the tread portion 1.
  • the structure of the ditch and the land area (tread pattern) is not particularly limited. That is, the present invention can be applied to the above-mentioned pneumatic tire having a general cross-sectional structure, but the basic structure thereof is not limited to the above-mentioned one.
  • FIG. 2 shows the tread surface of an example of the pneumatic tire of the present invention.
  • a plurality of land portions 13 are partitioned by a plurality of lug grooves 11 extending along the tire width direction and a plurality of circumferential grooves 12 extending along the tire circumferential direction.
  • the lug groove 11 extends inclined with respect to the tire width direction, one end is located on the tire equatorial CL, and the other end extends beyond the ground contact end E on one side in the tire width direction.
  • the existing first lug groove 11a extends at an angle with respect to the tire width direction, one end is located on the tire equatorial CL, and the other end extends beyond the contact end E on the other side in the tire width direction.
  • the second lug groove 11b is included.
  • one end of the first lug groove 11a and one end of the second lug groove 11b are alternately arranged in the tire circumferential direction on the tire equator CL, and the first lug groove 11a and the second lug groove 11b are arranged in the tire circumferential direction.
  • the 11a and the second lug groove 11b are arranged so as to form a substantially V shape.
  • the ends of the first lug groove 11a and the second lug groove 11b on the equator CL side of the tire are on the rotation direction R side of the end on the ground contact end E side. It should be located in. If such a substantially V-shaped groove is used as the basic tone, it becomes difficult for the stud pins P to be linearly arranged in the tire circumferential direction, which is advantageous in suppressing pin noise.
  • the circumferential groove 12 extends at an angle with respect to the tire circumferential direction in the middle portion of each lug groove 11 in the length direction so as to connect the adjacent lug grooves 11 in the tire circumferential direction.
  • the center land portion 13a is partitioned inside the tire width direction of the circumferential groove 12, and the shoulder land portion 13b (shoulder block) is partitioned outside the tire width direction of the circumferential groove 12.
  • one end communicates with the circumferential groove 12 in the middle portion in the length direction of each circumferential groove 12, extends from the circumferential groove 12 toward the tire equator CL side, and the other end ends.
  • An auxiliary groove 14 is provided that terminates within the center land portion 13a.
  • each land portion 13 is provided with a plurality of sipes 14.
  • the stud pin P can be planted on any land portion 13.
  • FIG. 3 is a cross-sectional view schematically showing a state in which the stud pin P is planted in the implantation hole of the tread portion 1.
  • the double flange type stud pin P is described as the stud pin P, but a stud pin P having a different structure such as a single flange type can also be used.
  • the stud pin P is composed of a columnar body portion 21, a tread side flange portion 22, a bottom side flange portion 23, and a tip portion 24.
  • the tread side flange portion 22 and the bottom side flange portion 23 have a larger diameter than the body portion 21, and the tread side flange portion 22 is formed on the tread surface side (outside in the tire radial direction) of the body portion 21 and the bottom side flange portion.
  • 23 is formed on the bottom side (inside in the tire radial direction) of the body portion 21.
  • the tip portion 24 projects outward from the tread side flange portion 22 in the tire radial direction on the pin shaft (center of the stud pin P).
  • the tip portion 24 protrudes from the tread surface with the stud pin P planted in the tread portion 1, it can bite into the ice and snow road surface and exhibits traction on ice.
  • the tip portion 24 is made of a material (for example, a tungsten compound) that is harder than other portions (body portion 21, tread side flange portion 22, bottom side flange portion 23) made of, for example, aluminum or the like.
  • the number of stud pins P is specified in a later description, but if at least a part of the tip portion 24 is present in the strip-shaped region described later, the number of stud pins P is counted as the number included in the strip-shaped region. And.
  • the shape of the tip portion 24 when viewed from the upper surface of the stud pin P is referred to as a pin shape.
  • the pin shape of the stud pin P (tip portion 24) of the present invention is a shape having a longitudinal direction.
  • the pin shape of the stud pin P (tip portion 24) of the present invention is not particularly limited as long as it has a shape having a longitudinal direction.
  • the pin shape shown in FIG. 4A is elliptical, and the extension direction of the major axis is the longitudinal direction.
  • the pin shape shown in FIG. 4B is rectangular, and the extension direction of the long side is the longitudinal direction.
  • the pin shape shown in FIG. 4C is a shape in which two hexagons are joined via one side.
  • the lateral direction of the figure is the longitudinal direction.
  • the angle formed by the longitudinal direction of the stud pin P (tip portion 24) with the tire width direction (hereinafter referred to as the longitudinal angle) is not common to all the stud pins P, and is provided in the tread portion 1.
  • the plurality of stud pins have a plurality of first stud pins P1 having a longitudinal angle ⁇ 1 of 0 ° to 10 °, and a longitudinal angle ⁇ 2 larger than the longitudinal angle ⁇ 1 of the first stud pin P1.
  • a plurality of second stud pins P2 are included.
  • the group consisting of the plurality of first stud pins P1 and the group consisting of the plurality of second stud pins P2 are not separately provided in different regions of the tread surface, but the plurality of first stud pins P1 and the plurality of first stud pins P1 are provided.
  • the second stud pins P2 are mixed, and in particular, the plurality of second stud pins P2 are arranged so as to be scattered in the tire circumferential direction with respect to the plurality of first stud pins P1.
  • the stud pin P Since the stud pins P (first stud pin P1 and second stud pin P2) arranged so that the longitudinal directions of the pin shapes are different from each other are provided in a mixed manner, the stud pin P is excellent. Noise (pin noise) on a dry road surface can be effectively suppressed while ensuring performance on ice. That is, since the frequencies of the pin noise generated by the first stud pin P1 and the second stud pin P2, which are arranged at different angles in the longitudinal direction of the pin shape, are different from each other, the frequency of the pin noise is different from that of the first stud pin P1. By coexisting with the second stud pin P2, noise can be reduced by the frequency dispersion effect. Further, by mixing the first stud pin P1 and the second stud pin P2, the edge effect can be exhibited in a plurality of directions, which is also advantageous for improving the performance on ice.
  • the first stud pin P1 and the second stud pin P2 are distinguished by the angles ⁇ 1 and ⁇ 2 in the longitudinal direction as described above. Therefore, the first stud pin P1 and the second stud pin P2 may be stud pins P having the same shape and are planted by changing the direction (angle in the longitudinal direction) of the tip portion. Alternatively, the first stud pin P1 and the second stud pin P2 may be a plurality of types of stud pins P having different shapes.
  • the longitudinal angle ⁇ 1 of the first stud pin P1 is 0 ° to 10 °.
  • the longitudinal angle ⁇ 2 of the second stud pin P2 is not particularly limited as long as it is larger than the longitudinal angle ⁇ 1 of the first stud pin P1, but is preferably 30 ° to 90 °, more preferably 45. It is preferably ° to 85 °.
  • the longitudinal direction is further set to a different angle.
  • a stud pin P may be provided.
  • the stud pin P classified into the second stud pin P2 may include a group of a plurality of stud pins P having different angles in the longitudinal direction as long as they are within the above-mentioned angle range.
  • FIG. 5 schematically shows the arrangement of the band-shaped region A, and the details of the tread pattern formed in the tread portion 1 and the specific arrangement of the stud pins P are omitted. Further, the strip-shaped region A after the reference numeral A3 is omitted.
  • the reference numeral R in the figure represents the tire circumferential direction (tire rotation direction).
  • the number n of stud pins P included in each strip-shaped region A is set to 4.0% or less of the total number N of stud pins P in the entire circumference of the tire. ..
  • the number n of the stud pins P is 7 or less.
  • the number n of the stud pins P is 7 or less in each of the three strip-shaped regions A (hatched lines) surrounded by the alternate long and short dash line, which is described above. Meet the conditions of.
  • the above condition is satisfied.
  • the ratio of the number n of the stud pins P to the total number N of the stud pins P is suppressed to 4.0% or less, so that the stud pins P are suppressed when traveling on a dry road surface. Can suppress the noise generated when the vehicle comes into contact with the road surface.
  • the band-shaped region A in which the ratio of the number n of the stud pins P to the total number N of the stud pins P is set to an appropriate range of 2.0% or more is sufficiently provided on the entire circumference of the tire, it is on ice. The performance can be exhibited well.
  • the band-shaped region A includes both the first stud pin P1 and the second stud pin P2.
  • the first stud pin P1 is mainly provided and the second stud pin P2 is mixed
  • the second stud pin P2 is formed by including the stud pin (second stud pin P2) having a different longitudinal angle from the other stud pin (first stud pin P1) in each of the plurality of strip-shaped regions A. It is possible to surely exert the effect of noise reduction by mixing them.
  • a region in which the number n of stud pins P included in the strip-shaped region A is 3.0% or more of the total number N of stud pins P is distinguished as a concentrated region A'. It is preferable that ′ exists at one or more places on the tire circumference.
  • the total number N 190 is assumed as described above, and 3.0% of the total number N is 5.7. Therefore, in the example of FIG. 5, 6 or more are assumed.
  • the band-shaped region A provided with the stud pin P corresponds to the concentrated region A'. Further, in the three strip-shaped regions A (hatched portions) shown in FIG.
  • the locations where the number n of the stud pins P is 6 or 7 correspond to the concentrated region A'.
  • the portion where the number n of the stud pins P is 7 also corresponds to the dense region A ′′ described later, so the reference numeral in the figure is indicated as A (A ′′), but this portion is also concentrated.
  • region A' Corresponds to region A'.
  • the number n of stud pins P is larger than that of the other strip-shaped regions A, and the performance on ice is excellent. Therefore, by providing such a concentrated region A', the performance on ice can be further improved.
  • the noise performance on the dry road surface can be satisfactorily exhibited even if the concentrated regions A'are provided.
  • the concentrated region A' where many stud pins P that can cause a shock feeling during running increases, so that the noise performance is improved. It becomes difficult to exert it well.
  • the dense region A if the region in which the number n of the stud pins P included in the band-shaped region is 3.5% or more of the total number N of the stud pins P is distinguished as the dense region A ′′, the dense region A It is preferable that "" is present at one or more locations on the tire circumference.
  • the band-shaped region A provided with the stud pin P corresponds to the concentrated region A'. Further, in the three strip-shaped regions A (hatched portions) shown in FIG.
  • the portion where the number n of the stud pins P is 7 corresponds to the concentrated region A ′′.
  • the tire It is preferable that the distance between the dense regions A "adjacent to each other in the circumferential direction is 100% or more of the tire contact length.
  • the dense region A" is particularly excellent in the on-ice performance among the concentrated regions A', so that the on-ice performance can be improved. Can be improved.
  • the distance between the dense areas A is larger than the tire contact patch length, the dense area A" existing in the contact patch when the tire rolls is reduced to one or less, and the dense area A "is provided.
  • the noise performance on a dry road surface can be satisfactorily exhibited.
  • the distance between the dense areas A " is less than 100% of the ground contact length, there are many stud pins P that can cause noise increase during running. Since there are cases where a plurality of regions A "exist in the ground plane, it is difficult to achieve good noise performance. Note that the distance between the dense regions A" is between adjacent dense regions A ". It is the length along the tire circumferential direction between the opposing tire meridional lines.
  • the stud pins P may be arranged as described above, but the total number of stud pins P in the entire tire is preferably 135 to 250, more preferably 135 to 200.
  • the total number of stud pins P is less than 135, the traction performance on ice cannot be sufficiently improved. If the total number of stud pins P exceeds 250, the noise performance cannot be sufficiently exhibited.
  • the region located on the tire equatorial CL is the center region.
  • Ce is defined and the pair of regions located on both sides of the center region Ce in the tire width direction are shoulder regions Sh, the center region Ce and the pair of shoulders are formed in the band-shaped region A in which the number n of stud pins P is 3 or more. It is preferable that at least one stud pin P is present in each of the regions Sh.
  • the stud pins P By arranging the stud pins P in a dispersed manner in the tire width direction in this way, it is possible to efficiently obtain a force for scratching the ice and snow road surface in the entire area in the tire width direction, which is advantageous for improving the performance on ice.
  • At least one stud pin P is provided in each of the center region Ce and the pair of shoulder regions Sh in two-thirds or more of the plurality of strip-shaped regions A. It will be distributed and arranged. Therefore, it is very effective for improving the performance on ice.
  • each of the three equal parts center area Ce and a pair of shoulder areas
  • first stud pins P1 and one or more second stud pins P2 are arranged in Sh), respectively.
  • both the first stud pin P1 and the second stud pin P2 are dispersedly arranged in the tire width direction, so that the effect of coexisting the first stud pin P1 and the second stud pin P2 over the entire area in the tire width direction is achieved.
  • first stud pins P1 and one or more second stud pins P2 are present in the ground contact area.
  • the first stud pin P1 occupies the majority and a small number of second stud pins P2 are mixed with a large number of first stud pins P1
  • at least one second stud pin P2 is provided in the ground contact area.
  • the stud pin P2 is included.
  • the separation distance L between the second stud pins P2 closest to the tire circumferential direction along the tire circumferential direction is within the range of 1.0% to 100.0% of the ground contact length.
  • At least one second stud pin P2 is arranged in the ground contact region, so that the effect of suppressing noise (pin noise) on the dry road surface can be surely obtained. If the separation distance L is less than 1.0% of the ground contact length, the second stud pins P2 are too close to each other, which may worsen the pin noise. When the separation distance L exceeds 100.0% of the ground contact length, the second stud pin P2 is not included in the ground contact region, so that the effect of coexisting the first stud pin P1 and the second stud pin P2 can be sufficiently obtained. It disappears.
  • the protrusion amount h of the stud pin P may be uniform, but the average value of the protrusion amount h of the first stud pin P1 and the second stud pin P2, whichever has the smaller number of installations, is defined as the average protrusion amount Px, and the number of installations.
  • the tire size is 205 / 55R16 94T, it has the basic structure illustrated in FIG. 1, and the structure is set as shown in Tables 1 and 2 based on the tread pattern of FIG. 2. 18 kinds of pneumatic tires of Examples 1 to 15 were produced.
  • total number N is the total number of stud pins provided on the entire tire
  • n is the number of stud pins included in each band-shaped region.
  • the presence / absence in each area where the tread portion of the tread is divided into three equal parts in the tire width direction is "presence / absence in one shoulder area / center area”. Presence / absence in / presence / absence in the shoulder area on the other side ”.
  • the "ratio of the second stud pin to the first stud pin” is the ratio (%) of the number of the second stud pins installed to the number of the first stud pins provided in the tread portion.
  • the number of the second stud pins installed is smaller than the number of the first stud pins installed.
  • the average value of the angles formed by the longitudinal direction of each pin shape of the first stud pin and the second stud pin with respect to the tire width direction is displayed.
  • the “second stud pin separation distance L” is the separation distance between the second stud pins closest to the tire circumferential direction along the tire circumferential direction, and is expressed as a ratio (%) with respect to the ground contact length.
  • the magnitude relationship the case where the measured value is equal to or less than the upper limit condition (0.04N) is indicated by “ ⁇ ”, and the case where the measured value exceeds the upper limit condition (0.04N) is indicated by “x”.
  • the “standard arrangement area” means a band-shaped area in which the number n of stud pins satisfies 2.0% or more of the total number N of stud pins N.
  • Px / Py means the one with the larger number of installations of the first stud pin and the second stud pin (the first stud pin in the example shown in the table) with the smaller number of installations with respect to the average protrusion amount Py (in the table). In the example shown, it is the ratio of the average protrusion amount Px of the second stud pin).
  • the above-mentioned 18 types of pneumatic tires had a common contact length of 120 mm. That is, in each example, the length of the strip-shaped region in the tire circumferential direction (1/4 of the tire contact length) is 30 mm.

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

Abstract

L'invention concerne un pneumatique qui a des tiges de goujon implantées sur une surface de bande de roulement d'une partie bande de roulement et qui permet d'améliorer les performances sur la glace et d'améliorer les performances de bruit sur une surface de route sèche. Dans un pneu qui a des tiges de goujon P implantées sur une surface de bande de roulement d'une partie bande de roulement 1, une forme de tige d'une pointe 24 de chacune des tiges de goujon P a une direction plus longue. Par rapport à une pluralité de premières tiges de goujon P1 dans lesquelles la direction plus longue de la forme de tige forme un angle avec une direction de largeur du pneu de 0° à 10°, une pluralité de secondes tiges de goujon P2 dans lesquelles une direction plus longue de la forme de tige forme un angle avec la direction de largeur du pneu supérieur à l'angle formé par les premières tiges de goujon P1 sont intercalées dans une direction circonférentielle du pneu.
PCT/JP2020/045474 2019-12-10 2020-12-07 Bandage pneumatique WO2021117678A1 (fr)

Priority Applications (1)

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FI20225575A FI20225575A1 (en) 2019-12-10 2020-12-07 AIR FILLED TIRE

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JP2019222850A JP7393632B2 (ja) 2019-12-10 2019-12-10 タイヤ
JP2019-222850 2019-12-10

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022030610A1 (fr) * 2020-08-06 2022-02-10 横浜ゴム株式会社 Tige de goujon et pneumatique la comprenant

Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0864449A2 (fr) * 1997-03-07 1998-09-16 Nokian Renkaat OyJ. Lamelle anti-dérapage pour pneu de véhicule
WO1999056976A1 (fr) * 1998-04-30 1999-11-11 Otkrytoe Aktsionernoe Obschestvo 'nizhnekamskshina' Pointe antiderapante pour pneus de vehicules
JP2001163016A (ja) * 1999-10-29 2001-06-19 Nokian Tyres Plc 層状スタッドを有する車両タイヤ
JP2002120517A (ja) * 2000-10-18 2002-04-23 Continental Ag 車両タイヤ用のスパイク
JP2007050718A (ja) * 2005-08-15 2007-03-01 Yokohama Rubber Co Ltd:The 空気入りスタッドタイヤ
EP2243638A1 (fr) * 2009-04-24 2010-10-27 Pirelli Tyre S.p.A. Méthode de conception d'un pneu clouté et pneu clouté correspondant
JP2015134529A (ja) * 2014-01-16 2015-07-27 株式会社ブリヂストン スタッダブルタイヤ
JP2016097716A (ja) * 2014-11-18 2016-05-30 横浜ゴム株式会社 空気入りタイヤ
WO2017022683A1 (fr) * 2015-07-31 2017-02-09 株式会社ブリヂストン Pneu
JP2017197046A (ja) * 2016-04-28 2017-11-02 横浜ゴム株式会社 スタッドピン、及び空気入りタイヤ
WO2018158800A1 (fr) * 2017-02-28 2018-09-07 横浜ゴム株式会社 Clou antidérapant et pneu clouté
WO2019115054A1 (fr) * 2017-12-14 2019-06-20 Continental Reifen Deutschland Gmbh Pneumatique de véhicule équipée d'une bande de roulement pourvue de crampons
US20200122520A1 (en) * 2018-10-22 2020-04-23 The Goodyear Tire & Rubber Company Winter tire stud

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0864449A2 (fr) * 1997-03-07 1998-09-16 Nokian Renkaat OyJ. Lamelle anti-dérapage pour pneu de véhicule
WO1999056976A1 (fr) * 1998-04-30 1999-11-11 Otkrytoe Aktsionernoe Obschestvo 'nizhnekamskshina' Pointe antiderapante pour pneus de vehicules
JP2001163016A (ja) * 1999-10-29 2001-06-19 Nokian Tyres Plc 層状スタッドを有する車両タイヤ
JP2002120517A (ja) * 2000-10-18 2002-04-23 Continental Ag 車両タイヤ用のスパイク
JP2007050718A (ja) * 2005-08-15 2007-03-01 Yokohama Rubber Co Ltd:The 空気入りスタッドタイヤ
EP2243638A1 (fr) * 2009-04-24 2010-10-27 Pirelli Tyre S.p.A. Méthode de conception d'un pneu clouté et pneu clouté correspondant
JP2015134529A (ja) * 2014-01-16 2015-07-27 株式会社ブリヂストン スタッダブルタイヤ
JP2016097716A (ja) * 2014-11-18 2016-05-30 横浜ゴム株式会社 空気入りタイヤ
WO2017022683A1 (fr) * 2015-07-31 2017-02-09 株式会社ブリヂストン Pneu
JP2017197046A (ja) * 2016-04-28 2017-11-02 横浜ゴム株式会社 スタッドピン、及び空気入りタイヤ
WO2018158800A1 (fr) * 2017-02-28 2018-09-07 横浜ゴム株式会社 Clou antidérapant et pneu clouté
WO2019115054A1 (fr) * 2017-12-14 2019-06-20 Continental Reifen Deutschland Gmbh Pneumatique de véhicule équipée d'une bande de roulement pourvue de crampons
US20200122520A1 (en) * 2018-10-22 2020-04-23 The Goodyear Tire & Rubber Company Winter tire stud

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022030610A1 (fr) * 2020-08-06 2022-02-10 横浜ゴム株式会社 Tige de goujon et pneumatique la comprenant

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JP2021091289A (ja) 2021-06-17
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