WO2023074028A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
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- WO2023074028A1 WO2023074028A1 PCT/JP2022/020117 JP2022020117W WO2023074028A1 WO 2023074028 A1 WO2023074028 A1 WO 2023074028A1 JP 2022020117 W JP2022020117 W JP 2022020117W WO 2023074028 A1 WO2023074028 A1 WO 2023074028A1
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- Prior art keywords
- sipe
- tire
- units
- sipes
- row
- Prior art date
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- 230000010363 phase shift Effects 0.000 claims description 4
- 230000003252 repetitive effect Effects 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 14
- 230000000694 effects Effects 0.000 description 9
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 9
- 230000000052 comparative effect Effects 0.000 description 8
- 238000004088 simulation Methods 0.000 description 5
- 239000011324 bead Substances 0.000 description 4
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 238000005452 bending Methods 0.000 description 2
- 238000013461 design Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 230000012447 hatching Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000002844 melting Methods 0.000 description 1
- 230000008018 melting Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
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Classifications
-
- 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
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
Definitions
- the present invention relates to pneumatic tires.
- the land portion of the tread of pneumatic tires was provided with narrow grooves called sipes to improve grip performance on ice.
- sipes narrow grooves
- Patent Document 1 A technology has been proposed that aims to improve grip performance on ice by arranging sipes at high density while suppressing a decrease in the rigidity of the land portion (for example, Patent Document 1).
- Patent Document 1 the balance between the rigidity of the land portion and the discharge of water by the sipes is not sufficient, and there is room for improvement in improving the grip performance on ice.
- an object of the present invention is to provide a pneumatic tire with improved ice grip performance.
- the gist and configuration of the present invention are as follows.
- a pneumatic tire having at least one land portion on the tread surface, A plurality of micro sipes are arranged on at least one of the land portions, the micro sipes form a connected sipe that is connected to each other;
- the connecting body sipe constitutes a sipe unit, and the sipe unit is repeatedly arranged in the land portion, at least one of the micro sipes terminates in the land portion at least one end in the extending direction of the micro sipe;
- w1 (mm) is the length of the connecting sipe in the tire width direction
- h (mm) is the depth of the minute sipe
- w1 ⁇ h is 150 (mm 2 ) or less
- the number of connecting body sipes in the land portion is n, the maximum width of the land portion in the tire width direction is BW (mm), and the outer contour area (mm 2 ) of the land portion is divided by BW (mm).
- the length in the circumferential direction of the tire is BL (mm)
- the number of equivalent sipes N is defined as w1 ⁇ n/BW
- the average sipe spacing in the tire circumferential direction is BL/(N+1)
- tread tread surface refers to the tire circumferential direction of the tread surface that comes in contact with the road surface when a pneumatic tire is mounted on an applicable rim, filled with specified internal pressure, and the maximum load is applied. It refers to the surface covering the entire area.
- Sipe refers to a tire having a sipe width of 1 mm or less in a region of 50% or more of the sipe depth when the tire is mounted on an applicable rim, filled with a specified internal pressure, and in an unloaded state.
- the sipe depth shall be measured in the direction perpendicular to the tread surface in the above state
- the sipe width shall be measured in the direction parallel to the tread surface in a cross section perpendicular to the extension direction of the tread surface. .
- the number n of connected body sipes, the maximum width BW of the land portion in the tire width direction, and the outer contour area of the land portion are values measured in a developed view of the tread surface.
- "Outer contour area” refers to the area surrounded by the outer contour in the developed view of the tread surface. also means the area not excluding the area of the sipes, small holes, narrow grooves, etc.
- appcable rim refers to industrial standards that are effective in the regions where tires are produced and used, such as JATMA (Japan Automobile Tire Manufacturers Association)'s JATMA Year Book in Japan and ETRTO (The European Standard) in Europe.
- JATMA Joint Automobile Tire Manufacturers Association
- ETRTO European Standard
- Standard rims in applicable sizes, which are described in the STANDARDS MANUAL of Tire and Rim Technical Organization, and in the YEAR BOOK of TRA (The Tire and Rim Association, Inc.) in the United States or will be described in the future MANUAL Measuring Rim in TRA, Design Rim in TRA's YEAR BOOK) (that is, the above “rim” includes sizes that may be included in the above industrial standards in the future in addition to current sizes. As an example of "the size that is used", the size listed as “FUTURE DEVELOPMENTS" in the ETRTO 2013 edition can be mentioned.) However, if the size is not listed in the above industrial standards, it corresponds to the bead width of the tire.
- specified internal pressure refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity of a single wheel in the applicable size and ply rating described in JATMA, etc., and for sizes not described in the above industrial standards.
- the “specified internal pressure” refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity specified for each vehicle on which the tire is mounted.
- the “maximum load” refers to the load corresponding to the maximum load capacity.
- a pneumatic tire having at least one land portion on the tread surface, A plurality of micro sipes are arranged on at least one of the land portions, The micro sipes that are spaced apart from each other constitute sipe units, and the sipe units are repeatedly arranged on the land portion, at least one of the micro sipes terminates in the land portion at least one end in the extending direction of the micro sipe;
- w2 (mm) is the tire width direction length of the minute sipe and h (mm) is the depth of the minute sipe, w2 ⁇ h is 150 (mm 2 ) or less
- An equivalent land portion obtained by dividing the number of the minute sipes in the land portion by n, the maximum width of the land portion in the tire width direction by BW (mm), and the outer contour area (mm 2 ) of the land portion by BW (mm).
- the length in the tire circumferential direction is defined as BL (mm)
- the equivalent number of sipes N is defined as w2 ⁇ n/BW
- the average sipe spacing in the tire circumferential direction is expressed as BL/(N+1)
- the sipe density SD is expressed as above.
- FIG. 2 is a schematic diagram showing the arrangement of the sipe unit shown in FIG. 1; It is the schematic diagram which showed arrangement
- positioning of the Sipe unit when the Sipe unit shown by FIG. 1 does not contain Sipe 7C. It is a sectional view of a sipe. It is a sectional view of a sipe. It is a figure which shows the modification of a Sipe unit. It is a figure which shows the modification of a Sipe unit. It is a figure which shows the modification of a Sipe unit. It is a figure which shows the specification of each tire of an Example. 5 is a diagram showing specifications of Comparative Example 1.
- FIG. 1 is a schematic diagram showing the arrangement of the sipe unit shown in FIG. 1; It is the schematic diagram which showed arrangement
- FIG. 8 is a diagram showing specifications of Comparative Example 2.
- FIG. 1 is a diagram showing specifications of Example 1.
- FIG. 10 is a diagram showing specifications of Example 2;
- FIG. 10 is a diagram showing specifications of Example 3;
- FIG. 10 is a diagram showing specifications of Example 4;
- FIG. 10 is a diagram showing a simulation result of block rigidity of an example; It is a figure which shows the simulation result of the ground contact area of an Example. It is a figure showing the result of the friction coefficient on ice of the example (speed: 5 km / h) It is a diagram showing the result of the coefficient of friction on ice of the example (speed: 2 km / h)
- the internal structure and the like of a pneumatic tire can have the same structure as conventional ones.
- the tire may have a pair of bead portions, a pair of sidewall portions connected to the pair of bead portions, and a tread portion disposed between the pair of sidewall portions.
- the tire may have a carcass that straddles a pair of bead portions in a toroidal shape, and a belt that is arranged outside the crown portion of the carcass in the tire radial direction.
- the dimensions, etc. refer to the dimensions, etc., when the tire is mounted on an applicable rim, filled with a specified internal pressure, and placed in an unloaded state.
- FIG. 1 is a diagram showing a tread pattern of a pneumatic tire according to one embodiment of the present invention. As shown in FIG. 1, this tire 1 has, on a tread surface 2, one or more (four in the illustrated example) circumferential main grooves 3 (3A to 3D) extending in the tire circumferential direction.
- the number of circumferential main grooves 3 is not limited to this example, and can be changed as appropriate.
- the groove width (opening width) of the circumferential main groove 3 is not particularly limited, but can be, for example, 4 to 15 mm, and the depth (maximum depth) of the circumferential main groove 3 is not particularly limited, For example, it can be 6 to 20 mm.
- the circumferential main groove 3 extends straight in the tire circumferential direction, but it may extend in a zigzag pattern or may extend while bending.
- the circumferential main groove 3 may be inclined at an inclination angle of 5° or less with respect to the tire circumferential direction.
- a plurality of (five in the illustrated example) land portions 4 are defined by the circumferential main groove 3 and the tread edge TE. That is, the land portion 4A is defined by the tread edge TE and the circumferential main groove 3A, the land portion 4B is defined between the circumferential main grooves 3A and 3B, and the land portion 4C is defined between the circumferential main grooves 3B and 3C. A land portion 4D is defined between the circumferential main grooves 3C and 3D, and a land portion 4E is defined by the tread edge TE and the circumferential main groove 3D.
- the tire thus has at least one land portion 4 .
- a plurality of width direction grooves 5 extending in the tire width direction are arranged at intervals in the tire circumferential direction in each of the land portions 4A to 4E.
- the widthwise grooves 5 communicate with two adjacent circumferential main grooves 3, and the land portions 4A, 4C, 4D, 4E are connected to blocks 6 (6A, 6B , 6C).
- the land portion 4B one end of the width direction groove 5 communicates with the circumferential main groove 3B, and the other end terminates within the land portion 4B, and the land portion 4B is a rib-like land portion.
- a widthwise sipe extending in the tire width direction is connected to the other end of the widthwise groove 5, and the widthwise sipe extends from the other end of the widthwise groove 5 and communicates with the circumferential main groove 3A.
- the groove width of the width direction groove 5 (opening width, maximum width when the groove width changes) is not particularly limited, but can be, for example, 2 to 10 mm, and the depth of the width direction groove 5 (maximum depth) is not particularly limited, but can be, for example, 5 to 20 mm.
- the width direction grooves 5 preferably extend in the tire width direction or are inclined at an angle of more than 0° and 45° or less with respect to the tire width direction.
- the width direction grooves 5 can be arranged at equal intervals in the tire circumferential direction, or may be arranged with different pitch intervals for pattern noise reduction.
- the sipe width (opening width) of the width direction sipe is not particularly limited, but can be 0.3 to 1 mm, and the sipe depth (maximum depth) of the width direction sipe is not particularly limited, but is, for example, 3 It can be ⁇ 10 mm. Furthermore, it is preferable that the width direction sipe extends in the tire width direction or is inclined at an angle of more than 0° and 45° or less with respect to the tire width direction. A plurality of width direction sipes 10 extending from the tread end and terminating within the land portions are arranged in the land portions 4A and 4E.
- a plurality of micro sipes 7 are arranged on at least one land portion 4 (all land portions 4 in the illustrated example).
- a plurality of minute sipes 7 are arranged in each block (or each portion of the land portion 4B partitioned by the widthwise grooves 5 and the widthwise sipes).
- Micro sipes 7A, 7B, 7C form a connected sipe 8 that is connected to each other.
- the connecting body sipe 8 constitutes a sipe unit, and the sipe units are repeatedly arranged in the land portion 4 (in the tire circumferential direction in the illustrated example).
- At least one micro sipe (each of the micro sipes 7A, 7B, and 7C in the illustrated example) has at least one end in the extending direction of the micro sipe terminated within the land portion 4. .
- one end of each of the minute sipes 7A, 7B, and 7C terminates within the land portion 4 without communicating with the circumferential main groove or the width direction groove, and the other ends are mutually connected at one point P , and terminated within the land portion 4 .
- Micro sipes 7A, 7B, 7C extend radially from the connection point P as shown. It is also possible to adopt a configuration in which two or four or more micro sipes radially extend from one connecting point.
- FIG. 2 is a schematic diagram showing the arrangement of the sipe units shown in FIG. 1.
- FIG. FIG. 3 is the schematic diagram which showed arrangement
- 4A and 4B are cross-sectional views of sipes.
- the sipe 7 constituting the sipe unit is a first sipe extending from a connecting point P to one side in the tire width direction (left side in the drawings) when the tread surface 2 is viewed in a developed view. It includes a sipe 7A and a second sipe 7B extending from the connection point P to the other side in the tire width direction (right side in the drawing). Furthermore, the first sipe 7A and the second sipe 7B extend from the connection point P to the same side (lower side in the drawing) in the tire circumferential direction when the tread surface 2 is viewed in a developed view. Accordingly, each of the first sipe 7A and the second sipe 7B extends linearly while being inclined with respect to the tire width direction.
- the first sipe 7A is also simply called the sipe 7A
- the second sipe 7B is also simply called the sipe 7B.
- each of the first sipe 7A and the second sipe 7B extends linearly so that the angle ⁇ formed with the tire width direction satisfies 0° ⁇ 45° in this example. exist. Since the sipes 7A and 7B are inclined with respect to the tire width direction in this way, the sipes 7A and 7B contribute not only to improving the braking force and the driving force in the tire circumferential direction of the tire 1, but also to the lateral direction. It can also contribute to improving directional grip performance.
- the tire width direction component of the sipes 7A and 7B becomes larger than the tire circumferential direction component, and the sipe 7 contributes to improvement of braking force and driving force in the tire circumferential direction, which is most important for safety. can contribute.
- the angle ⁇ ( ⁇ 1) formed between the first sipe 7A and the tire width direction and the angle ⁇ ( ⁇ 2) formed between the second sipe 7B and the tire width direction are equal to each other.
- the angle ⁇ 1 formed between the first sipe 7A and the tire width direction and the angle ⁇ 2 formed between the second sipe 7B and the tire width direction may be different angles.
- ⁇ 1 and ⁇ 2 are more preferably 35° or less.
- the lengths in the extending direction of the first sipe 7A and the second sipe 7B are the same.
- the length in the extending direction of the sipes 7A and 7B is, for example, preferably 3 to 15 mm, more preferably 3 to 10 mm, even more preferably 3 to 5 mm.
- the tire width direction length of the connecting body sipe 8 (the length when projected in the tire width direction) is w1 (mm), and the depth (maximum depth) of the minute sipe 7 is h (mm), w1 ⁇ h is 150 (mm 2 ) or less.
- w1 ⁇ h is 100 (mm 2 ) or less, more preferably 50 (mm 2 ) or less.
- the sipes 7 forming the sipe unit include a third sipe 7C extending from the connection point P along the tire circumferential direction. As shown in FIG. 2, the third sipe 7C is located on the opposite side of the connecting point P from the connecting point P to the first sipe 7A and the second sipe 7B in the expanded view of the tread surface 2 (upper side in the drawing). ). Hereinafter, the third sipe 7C is also simply referred to as the sipe 7C.
- FIG. 3 is the schematic diagram which showed arrangement
- the length in the extending direction of the third sipe 7C can be, for example, 1 to 15 mm.
- the length of sipe 7C may be shorter than the length of sipes 7A and 7B.
- the ratio of the sipes 7A and 7B having the tire width direction component in the sipe unit 8 is reduced to become more. Therefore, the sipe unit tends to contribute to improving the braking force and driving force of the tire 1 in the tire circumferential direction.
- the depth h of sipe 7C may be equal to the depth h of sipes 7A and 7B.
- a depth h of the sipe 7C is, for example, 3 mm or more.
- the depth h of the sipe 7C may be 6.7 mm, for example.
- FIG. 4A A cross-sectional shape perpendicular to the extending direction of the sipe 7 on the tread surface 2 will be described with reference to FIGS. 4A and 4B.
- the cross section orthogonal to the extending direction of the sipe 7 is substantially rectangular.
- the width w of the sipe 7 may be 0.4 mm, for example.
- the cross section perpendicular to the extending direction of the sipe 7 may have a shape other than a rectangle.
- the sipe 7 may have a bulging groove bottom portion in a cross section perpendicular to the extending direction of the sipe 7 .
- the sipe 7 may have a rounded groove bottom portion in a cross section orthogonal to the extending direction of the sipe 7 .
- the sipe 7 may have a shape in which both ends in the width direction of the sipe 7 at the groove bottom portion are R-chamfered in a cross section perpendicular to the extending direction of the sipe 7 shown in FIG.
- the bottom portion may be semi-circular.
- the width w of the sipe 7 may be 0.4 mm in a region of 50% or more of the depth of the sipe 7, for example.
- the connected sipe 8 constitutes a sipe unit, and the sipe units are repeatedly arranged in the land portion 4 .
- the sipe units are arranged so as to be spaced apart from each other in the tire circumferential direction.
- rows in which sipe units are arranged in the tire circumferential direction are arranged in a plurality of rows in the tire width direction, and one row of sipe units and an adjacent row of sipe units adjacent to one row are arranged along the tire circumference. They are arranged with a directional phase shift (shifted by half a pitch in the illustrated example).
- the number of connecting body sipes 8 in the land portion is n
- the maximum width of the land portion in the tire width direction is BW (mm)
- the outer contour area (mm2) of the land portion is divided by BW (mm).
- the circumferential length be BL (mm)
- the equivalent number of sipes N (which is the number of sipes converted into transverse sipes provided to completely cross the land portion) is defined as w1 ⁇ n / BW
- the average sipe spacing in the tire circumferential direction as BL/(N+1)
- the sipe density SD as the reciprocal of the average sipe spacing in the tire circumferential direction
- SD is 0.15 (1/mm) or more.
- the sipe units are repeatedly arranged in the land portion, w1 ⁇ h is 150 (mm 2 ) or less, and the sipe density SD is 0.15 (1/mm). That's it.
- the sipes can be arranged at high density, and the effect of removing the water film can be improved.
- the land portion decrease in rigidity can be suppressed. As a result, it is possible to suppress a decrease in block rigidity while arranging the sipes at a high density, so that it is possible to improve grip performance on ice.
- the land portions continuously reinforce each other, resulting in a decrease in the rigidity of the land portions. can be further suppressed.
- a plurality of rows in which the sipe units are arranged in the tire circumferential direction are arranged in the tire width direction, and the sipe units in one row and the sipe units in the adjacent row adjacent to the one row are arranged in the tire circumferential direction.
- the sipe units By arranging the sipe units with a phase shift, the sipe units can be arranged in a well-balanced manner, and the edge components are arranged in a well-balanced manner so as not to locally reduce the rigidity of the land portion to a large extent. By doing so, the effect of removing the water film can be made more efficient, and the ice grip performance can be further improved.
- w1 ⁇ h is preferably 100 (mm 2 ) or less, and more preferably w1 ⁇ h is 50 (mm 2 ) or less. This is because, by making the sipes minute, the sipes are arranged at a higher density and the effect of removing the water film can be further improved.
- the sipe density SD is preferably 0.20 (1/mm) or more, more preferably 0.30 (1/mm) or more. This is because the effect of removing the water film can be further improved by arranging the sipes at a higher density.
- the micro sipes 7 can be arranged at a high density by forming a connected sipe 8 in which the micro sipes 7 are connected to each other. Further, by configuring the minute sipes 7 to radially extend from the connection point P, edge components in various directions can be secured.
- the blades arranged in the mold of the tire 1 to form each of the micro sipes 7 during tire manufacturing have a structure in which they support each other at the connecting point P, thereby increasing the bending rigidity of the blade and improving the durability of the blade. . Therefore, the durability of the mold for the tire 1 is improved, and the productivity of the tire 1 is improved.
- the sipe unit has a third sipe 7C extending along the tire circumferential direction from the connection point P, so that the portion located in front of the sipe unit The step of the ground contact pressure applied to the contact surface of the land part 4 is reduced by the portion located at the rear and the portion located at the front is less likely to rise, thereby suppressing the reduction of the ground contact area.
- two sipe unit rows 9A and 9B are arranged side by side in the tire width direction in a developed view of the tread surface 2 .
- the shapes of the plurality of sipe units arranged in the land portion 4 are line-symmetrical with respect to each third sipe 7C as an axis.
- Two sipe unit rows that are adjacent in the tire width direction are arranged such that the third sipes 7C of the sipe units constituting each row extend from the connecting point P in different directions in the tire circumferential direction.
- the plurality of sipe units that constitute the first sipe unit row 9A each have a third sipe 7C extending from the connection point P in the tire circumferential direction. is arranged to extend to one side (upper side in the drawing).
- each third sipe 7C extends from the connection point P to the other side in the tire circumferential direction ( lower side).
- a plurality of small sipes 7 extend in the same direction with respect to the tire width direction.
- the second sipes 7B of the sipe units 8A included in the sipe unit row 9A and the second sipes 7B of the sipe units 8B included in the sipe unit row 9B extend substantially parallel. are doing.
- the micro sipes 7 are periodically arranged in the region of the land sandwiched between the center lines of the sipe unit rows 9A and 9B adjacent in the tire width direction, and are sandwiched between the micro sipes 7 in the tire circumferential direction. Uniformity of the shape and size of the land portion can be achieved. Thereby, the sipe density in the land portion can be made uniform. Therefore, the tread surface 2 can be brought into more uniform contact with the road surface, the distribution of the contact pressure applied to the contact surface of the tread surface 2 can be made uniform, and the contact area of the tire 1 can be increased. Therefore, the grip performance on ice of the tire 1 can be further improved.
- At least one of the plurality of sipe units constituting the first sipe unit row 9A among the plurality of sipe unit rows constitutes the second sipe unit row 9B adjacent to the first sipe unit row 9A.
- At least one of the plurality of sipe units 8 is partially opposed to each other in the tire width direction in the tire circumferential direction.
- the second sipes 7B of the sipe units constituting the sipe unit row 9A and the second sipes 7B of the sipe units constituting the sipe unit row 9B Only a part is opposed in the tire circumferential direction.
- the line segment X and the line segment Y face each other in the Z direction means that the line segment X and the line segment Y are separated from each other in the Z direction. It means that both ends of the line segment Y are located on two straight lines extended in the same direction.
- the second sipes 7B of the sipe units that constitute the sipe unit row 9A and the second sipes 7B of the sipe units that constitute the sipe unit row 9B only partially overlap each other in the tire width direction.
- “Directly facing each other” means that only the end points of the second sipes 7B of the sipe unit and the respective end points of the second sipes 7B of the sipe unit are positioned on a straight line extending along the tire circumferential direction. shall include In FIG.
- a portion of the second sipe 7B of the sipe unit row 9A in the tire width direction and a portion of the second sipe 7B of the sipe unit row 9B in the tire width direction face each other in the tire circumferential direction.
- the sipe unit row 9 in the tire width direction can be adjusted within a range where b ⁇ w1 ⁇ 0 is satisfied.
- the third sipe 7C of at least one of the plurality of sipe units forming the first sipe unit row 9A among the plurality of sipe unit rows 9 is adjacent to the first sipe unit row 9A.
- At least a portion of the third sipe 7C of at least one of the plurality of sipe units forming the second sipe unit row 9B faces each other in the tire width direction in the tire circumferential direction.
- the third sipe 7C of the sipe unit that constitutes the sipe unit row 9A and the third sipe 7C of the sipe unit that constitutes the sipe unit row 9B are arranged in the tire circumferential direction of each other. Some of them face each other in the tire width direction.
- c is the distance in the tire circumferential direction between the connecting points P of the sipe units at which the third sipes 7C face each other in the tire width direction, it is preferable that c ⁇ d.
- d is the length in the extending direction of the third sipe.
- the positions in the tire circumferential direction of the plurality of sipe units constituting each sipe unit row 9 may be made equal to each other.
- the sipe units constituting the sipe unit row 9A and the sipe units constituting the sipe unit row 9C arranged to sandwich the sipe unit row 9A and the sipe unit row 9B in the tire width direction are the third sipes 7C extend in the same direction from the connection point P in the tire circumferential direction.
- the sipe units included in the sipe unit row 9A and the sipe units included in the sipe unit row 9C are positioned at the same position in the tire circumferential direction. Thereby, the sipe density in the block land portion 6 can be further uniformed. Therefore, the tread surface 2 can be brought into more uniform contact with the road surface, the distribution of the contact pressure applied to the contact surface of the tread surface 2 can be made uniform, and the contact area of the tire 1 can be increased. Therefore, the grip performance on ice of the tire 1 can be further improved.
- the pitch interval between the sipe units adjacent in the tire circumferential direction in one row is p (mm)
- the circumferential distance between the sipe units in one row and the sipe units in the adjacent row is p (mm).
- the sipe units form rows linearly arranged in the tire width direction or at an inclination angle of 30° or less with respect to the tire width direction
- b is the distance between connection points of adjacent sipe units in the tire width direction in one row
- s is the sipe spacing, which is the shortest distance in the tire width direction between adjacent sipe units in one row. and when, 0.2 ⁇ s/(b ⁇ s) ⁇ 1.0 is preferably satisfied.
- the interval s is preferably 1.5 (mm) or more. This is because the width s of the spatial region between the sipes, ie, the width of the connection region of the land portion is set to a sufficient width, so that the rigidity of the land portion can be sufficiently secured.
- the sipe units are arranged in a plurality of rows in the tire width direction, and the positions of the sipe units in one row and the sipe units in the adjacent row adjacent to the one row are staggered in the tire circumferential direction.
- the two adjacent rows are arranged with a phase shift in the tire circumferential direction so that the sipe units are arranged linearly in the tire width direction or at an inclination angle of 30° or less with respect to the tire width direction.
- the distance between the connection points in the tire width direction of adjacent sipe units in one row is b, and the tire circumferential direction distance between the connection point of the sipe unit in one row and the connection point of the sipe unit in the adjacent row
- the separation distance is c
- 0 ⁇ c/b ⁇ 1.0 is preferably satisfied.
- the sipe density can be ensured by preventing the circumferential distance c of the connection points from being so long as to exceed the widthwise distance b, thereby preventing the inter-sipe distance q from becoming excessively large.
- the end of the sipe 7C protrudes in the circumferential direction more than the end of the adjacent sipe 7A or sipe 7B. This protrudes into the spatial region between the sipes 7A and 7B, that is, the connecting region of the land portion, and reduces the rigidity of the land portion of the connecting region. Therefore, by limiting d to the above range, the rigidity of the land portion can be ensured.
- the connected sipe 41 includes a main portion 41a extending in the first predetermined direction and side portions 41b1 and 41b2 extending toward the first predetermined direction and terminating within the land portions, the side portions being the first side portions disposed on one side of the main portion;
- the side portion 41b1 and the second side portion 41b2 arranged on the other side of the main portion may be alternately arranged in the tire circumferential direction. This is effective in promoting drainage in the tire circumferential direction and improving grip performance.
- spaced apart micro-sipes form a sipe unit (eg, paired sipes consisting of a pair of micro-sipes), and the land portion has a repeating array of sipe units.
- w2 ⁇ h is 150 (mm 2 ) or less, where w2 (mm) is the length of the minute sipe in the tire width direction and h (mm) is the depth of the minute sipe.
- the number of micro sipes in the land portion is n, the maximum width of the land portion in the tire width direction is BW (mm), and the outer contour area (mm2) of the land portion is divided by BW (mm).
- the length is defined as BL (mm)
- the equivalent number of sipes N is defined as w2 ⁇ n/BW
- the average sipe spacing in the tire circumferential direction is expressed as BL/(N+1)
- Other embodiments can also improve grip performance on ice in the same manner as the embodiment using the connecting body sipes shown in FIG. 1 .
- w2 ⁇ h is preferably 100 (mm 2 ) or less, and more preferably w2 ⁇ h is 50 (mm 2 ) or less. This is because, by making the sipes minute, the sipes are arranged at a higher density and the effect of removing the water film can be further improved. Also in this case, the sipe density SD is preferably 0.20 (1/mm) or more, more preferably 0.30 (1/mm) or more. This is because the effect of removing the water film can be further improved by arranging the sipes at a higher density.
- FIG. 6 it is composed of a pair of sipes 8, and each of the pair of sipes 7A and 7B extends so that both ends in the extending direction of the sipes terminate in land portions, and the pair of sipes are connected to each other.
- one sipe 7D and the other sipe 7E which are composed of a pair of sipes, are arranged to face each other in the tire circumferential direction and are arranged in the tire width direction.
- One sipe 7D has a short side extending from one end of the long side in the tire width direction to approach the other sipe 7E side
- the other sipe 7E has a , and a short side extending from the end of the long side on the other side in the tire width direction so as to approach one sipe 7D side.
- one sipe 7F and the other sipe 7G form a sipe unit consisting of a pair of sipes, and one row is in the tire width direction. They are arranged symmetrically with respect to a parallel axis, and the phases in the tire circumferential direction are shifted between one row and an adjacent row. In FIG. 7, one row and an adjacent row are arranged without being offset in the tire width direction, but they can be arranged with an offset.
- FIG. 8 A simulation using the Finite Element Method (FEM) was performed for the tires of Examples 1 to 4 and Comparative Examples 1 and 2 shown in FIG. 8 to evaluate the block rigidity and contact area.
- Fig. 9 shows Comparative Example 1
- Fig. 10 shows Comparative Example 2
- Fig. 11 shows Example 1
- Fig. 12 shows Example 2
- Fig. 13 shows Example 3,
- Fig. 14 shows various dimensions of tires of Example 4.
- the unit is (mm).
- the block rigidity was obtained by simulation with a lateral input at a displacement of 1 mm
- the actual contact area was obtained by simulation at a contact pressure of 230 kPa and a lateral input of 0.3 G.
- FIGS. 15 and 16 in all of Examples 1 to 4, the block rigidity was improved and the contact area was increased as compared with Comparative Examples 1 and 2.
- FIG. 15 and 16 in all of Examples 1 to 4
- FIGS. 17 and 18 block samples of Comparative Examples 1 and 2 and Examples 2 to 4 were prototyped, and the ⁇ characteristics on ice were measured with an indoor tester at speeds of 5 km/h and 2 km/h.
- the evaluation results are shown in FIGS. 17 and 18.
- FIG. The ice temperature was ⁇ 2° C. and the ground pressure was 250 kPa.
- invention examples 2 to 4 had improved coefficients of friction on ice compared to comparative examples 1 and 2.
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Abstract
Description
(1)トレッド踏面に、少なくとも1つの陸部を有する空気入りタイヤであって、
前記陸部の少なくとも1つに、複数の微小サイプが配置され、
前記微小サイプは、互いに連結された連結体サイプをなし、
前記連結体サイプがサイプユニットを構成し、前記陸部に、前記サイプユニットが繰り返されて配列され、
少なくとも1つの前記微小サイプは、前記微小サイプの延在方向の少なくとも片側の端が、前記陸部内で終端し、
前記連結体サイプのタイヤ幅方向長さをw1(mm)とし、前記微小サイプの深さをh(mm)とするとき、w1×hは150(mm2)以下であり、
前記陸部内の前記連結体サイプの本数をn、前記陸部のタイヤ幅方向の最大幅をBW(mm)、前記陸部の外輪郭面積(mm2)をBW(mm)で除した相当陸部タイヤ周方向長さをBL(mm)とし、相当サイプ本数Nを、w1×n/BW、として定義し、タイヤ周方向の平均サイプ間隔をBL/(N+1)、として表し、サイプ密度SDを前記タイヤ周方向の平均サイプ間隔の逆数として定義することにより、SD=(N+1)/BL=((w1×n/BW)+1)/BL、として表すとき、SDが0.15(1/mm)以上であることを特徴とする、空気入りタイヤ。
また、「サイプ」とは、タイヤを適用リムに装着し、規定内圧を充填し、無負荷とした状態において、サイプ深さの50%以上の領域においてサイプ幅が1mm以下であるものをいう。ここで、サイプ深さは、上記状態において、トレッド踏面に垂直な方向に測るものとし、サイプ幅は、トレッド踏面における延在方向に垂直な断面において、トレッド踏面と平行な方向に測るものとする。
なお、連結体サイプの本数n、陸部のタイヤ幅方向の最大幅BW、及び陸部の外輪郭面積は、トレッド踏面の展開視で計測した値とする。「外輪郭面積」とは、トレッド踏面の展開視にて外輪郭で囲まれた面積をいい、従って、陸部内にサイプ、小穴、細溝等の非接地部分が配置されている場合であっても当該サイプ、小穴、細溝等の面積を除外しない面積を意味する。
前記陸部の少なくとも1つに、複数の微小サイプが配置され、
互いに離間された前記微小サイプが、サイプユニットを構成し、前記陸部に、前記サイプユニットが繰り返されて配列され、
少なくとも1つの前記微小サイプは、前記微小サイプの延在方向の少なくとも片側の端が、前記陸部内で終端し、
前記微小サイプのタイヤ幅方向長さをw2(mm)とし、前記微小サイプの深さをh(mm)とするとき、w2×hは150(mm2)以下であり、
前記陸部内の前記微小サイプの本数をn、前記陸部のタイヤ幅方向の最大幅をBW(mm)、前記陸部の外輪郭面積(mm2)をBW(mm)で除した相当陸部タイヤ周方向長さをBL(mm)とし、相当サイプ本数Nを、w2×n/BW、として定義し、タイヤ周方向の平均サイプ間隔をBL/(N+1)、として表し、サイプ密度SDを前記タイヤ周方向の平均サイプ間隔の逆数として定義することにより、SD=(N+1)/BL=((w2×n/BW)+1)/BL、として表すとき、SDが0.15(1/mm)以上であることを特徴とする、空気入りタイヤ。
以下、特に断りのない限り、寸法等は、タイヤを適用リムに装着し、規定内圧を充填し、無負荷状態とした際の寸法等を指す。
幅方向サイプのサイプ幅(開口幅)は、特に限定されないが、0.3~1mmとすることができ、幅方向サイプのサイプ深さ(最大深さ)は、特に限定されないが、例えば、3~10mmとすることができる。さらに、幅方向サイプは、タイヤ幅方向に延び、あるいは、タイヤ幅方向に対して、0°超45°以下の角度で傾斜していることが好ましい。
なお、陸部4A、4Eには、トレッド端から延びて陸部内で終端する、複数本の幅方向サイプ10が配置されている。
プ間隔の逆数として定義することにより、
SD=(N+1)/BL=((w1×n/BW)+1)/BL、として表すとき、
本実施形態では、SDが0.15(1/mm)以上である。
以下、本実施形態の空気入りタイヤの作用効果について説明する。
さらに、微小サイプの延在方向の少なくとも片側の端が、陸部4内で終端しているため、(例えば両端が周方向主溝、幅方向溝に連通している場合と比べて)陸部の剛性の低下を抑制することができる。
これにより、サイプを高密度に配置しつつも、ブロック剛性の低下を抑制することができるため、氷上グリップ性能を向上させることができる。
特に、本実施形態のように、複数のサイプユニットが、タイヤ周方向に互いに離間するように配列されている場合には、陸部が連続して互いに補強しあうため、陸部の剛性の低下をより一層抑制することができる。
また、サイプユニットがタイヤ周方向に並べられた列が、タイヤ幅方向に複数列配置され、一の列のサイプユニットと、一の列に隣接する隣接列のサイプユニットとが、タイヤ周方向の位相をずらして配列されていることにより、サイプユニットをバランス良く配置することができ、局所的に陸部の剛性の低下が大きくなる箇所が生じないようにして、かつ、エッジ成分をバランス良く配置して水膜を除去する効果を効率化して、氷上グリップ性能をさらに向上させ得る。
特に、w1×hが100(mm2)以下であることが好ましく、w1×hが50(mm2)以下であることがより好ましい。サイプを微小とすることにより、サイプをより高密度に配置して水膜を除去する効果をより向上させ得るからである。
また、サイプ密度SDが0.20(1/mm)以上であることが好ましく、0.30(1/mm)以上であることがより好ましい。サイプをより高密度に配置して水膜を除去する効果をより向上させ得るからである。
プユニット列9同士の間では、それぞれのサイプユニット列9を構成する複数のサイプユニットのタイヤ周方向における位置が互いに等しくされてもよい。具体的には、サイプユニット列9Aを構成するサイプユニットと、サイプユニット列9Aとサイプユニット列9Bをタイヤ幅方向において挟むように配置されたサイプユニット列9Cを構成するサイプユニットとは、第3のサイプ7Cが連結点Pからタイヤ周方向において同じ方向に延在している。図2において、サイプユニット列9Aに含まれるサイプユニットとサイプユニット列9Cに含まれるサイプユニットとは、タイヤ周方向における位置が等しくされている。これにより、ブロック陸部6におけるサイプ密度をさらに均一化することができる。このため、トレッド踏面2をより均一に路面に接触させて、トレッド踏面2の接地面に加わる接地圧の分布を均一化することができ、タイヤ1の接地面積を増加させることができる。したがって、タイヤ1の氷上グリップ性能をさらに向上させることができる。
p/2×0.7≦q≦p/2×1.3
を満たすことが好ましい。
上記の範囲とすることにより、サイプユニットをバランス良く配置することができるからである。
図2に示すように、一の行において隣接するサイプユニットのタイヤ幅方向の連結点間距離をb、一の行において隣接するサイプユニット間のタイヤ幅方向の最短距離であるサイプ間隔をsとするとき、
0.2≦s/(b-s)≦1.0
を満たすことが好ましい。
s/(b-s)=s/w1を0.2以上とすることにより、サイプ間の空間領域幅s、即ち陸部の連結領域幅を十分に確保して、陸部の剛性を向上させることができ、一方で、s/(b-s)=s/w1を1.0以下として、s>w1とし、周方向に隣接するサイプ同士の幅方向成分が重複するようにして、サイプの空白領域が発生しないようにすることができる。
0≦c/b≦1.0
を満たすことが好ましい。
隣接サイプ列との周方向離間距離q=(w1+s)/2×α+c、であるため、cを0以上として距離qを十分に確保し、陸部の剛性を十分に確保することができる。一方で、連結点の周方向距離cが幅方向距離bを超えるほど長くならないようにして、サイプ間距離qが過大とならないようにし、サイプ密度を確保することができる。
d≦L、且つ、d≦q-α×s/2
を満たすことが好ましい。ただし、α=tanθである。
サイプ7Cの長さdがq-αs/2を超えると、サイプ7Cの端が隣接するサイプ7Aあるいはサイプ7Bの端よりも周方向に突出する。このことは、当該サイプ7A,7B間の空間領域、即ち陸部の連結領域に突出することになり、当該連結領域の陸部の剛性を低下させることになる。よって、dを上記の範囲に制限することで陸部の剛性を確保することができる。
他の実施形態において、微小サイプのタイヤ幅方向長さをw2(mm)とし、微小サイプの深さをh(mm)とするとき、w2×hは150(mm2)以下である。
また、陸部内の微小サイプの本数をn、陸部のタイヤ幅方向の最大幅をBW(mm)、陸部の外輪郭面積(mm2)をBW(mm)で除した相当陸部タイヤ周方向長さをBL(mm)とし、相当サイプ本数Nを、w2×n/BW、として定義し、タイヤ周方向の平均サイプ間隔をBL/(N+1)、として表し、サイプ密度SDを前記タイヤ周方向の平均サイプ間隔の逆数として定義することにより、
SD=(N+1)/BL=((w2×n/BW)+1)/BL、として表すとき、
SDが0.15(1/mm)以上である。
他の実施形態によっても、図1に示した連結体サイプによる実施形態と同様に、氷上グリップ性能を向上させることができる。
なお、この場合も、特に、w2×hが100(mm2)以下であることが好ましく、w2×hが50(mm2)以下であることがより好ましい。サイプを微小とすることにより、サイプをより高密度に配置して水膜を除去する効果をより向上させ得るからである。
また、この場合も、サイプ密度SDが0.20(1/mm)以上であることが好ましく、0.30(1/mm)以上であることがより好ましい。サイプをより高密度に配置して水膜を除去する効果をより向上させ得るからである。
図6に示すように、一対のサイプ8で構成され、一対のサイプの各々7A、7Bは、サイプの延在方向における両端が陸部内で終端するように延在し、一対のサイプは、互いのタイヤ幅方向における一部のみがタイヤ周方向において対向するように構成することができる。
なお、サイプ7D、7Eが位置する一の列に隣接する隣接列においては、一方のサイプ7Fと他方のサイプ7Gとが一対のサイプからなるサイプユニットをなし、一の列とはタイヤ幅方向に平行な軸に対称に、且つ、一の列と隣接列とでタイヤ周方向の位相をずらして配列されている。
なお、図7では、一の列と隣接列とが、互いに、タイヤ幅方向にオフセットせずに配置されているが、オフセットされて配置することもできる。
4:陸部、 5:幅方向溝、 6:ブロック、 7:微小サイプ、
8:連結体サイプ、 9:サイプユニット列、 10:幅方向サイプ
Claims (8)
- トレッド踏面に、少なくとも1つの陸部を有する空気入りタイヤであって、
前記陸部の少なくとも1つに、複数の微小サイプが配置され、
前記微小サイプは、互いに連結された連結体サイプをなし、
前記連結体サイプがサイプユニットを構成し、前記陸部に、前記サイプユニットが繰り返されて配列され、
少なくとも1つの前記微小サイプは、前記微小サイプの延在方向の少なくとも片側の端が、前記陸部内で終端し、
前記連結体サイプのタイヤ幅方向長さをw1(mm)とし、前記微小サイプの深さをh(mm)とするとき、w1×hは150(mm2)以下であり、
前記陸部内の前記連結体サイプの本数をn、前記陸部のタイヤ幅方向の最大幅をBW(mm)、前記陸部の外輪郭面積(mm2)をBW(mm)で除した相当陸部タイヤ周方向長さをBL(mm)とし、相当サイプ本数Nを、w1×n/BW、として定義し、タイヤ周方向の平均サイプ間隔をBL/(N+1)、として表し、サイプ密度SDを前記タイヤ周方向の平均サイプ間隔の逆数として定義することにより、SD=(N+1)/BL=((w1×n/BW)+1)/BL、として表すとき、SDが0.15(1/mm)以上であることを特徴とする、空気入りタイヤ。 - トレッド踏面に、少なくとも1つの陸部を有する空気入りタイヤであって、
前記陸部の少なくとも1つに、複数の微小サイプが配置され、
互いに離間された前記微小サイプが、サイプユニットを構成し、前記陸部に、前記サイプユニットが繰り返されて配列され、
少なくとも1つの前記微小サイプは、前記微小サイプの延在方向の少なくとも片側の端が、前記陸部内で終端し、
前記微小サイプのタイヤ幅方向長さをw2(mm)とし、前記微小サイプの深さをh(mm)とするとき、w2×hは150(mm2)以下であり、
前記陸部内の前記微小サイプの本数をn、前記陸部のタイヤ幅方向の最大幅をBW(mm)、前記陸部の外輪郭面積(mm2)をBW(mm)で除した相当陸部タイヤ周方向長さをBL(mm)とし、相当サイプ本数Nを、w2×n/BW、として定義し、タイヤ方向の平均サイプ間隔をBL/(N+1)、として表し、サイプ密度SDを前記タイヤ周方向の平均サイプ間隔の逆数として定義することにより、SD=(N+1)/BL=((w2×n/BW)+1)/BL、として表すとき、SDが0.15(1/mm)以上であることを特徴とする、空気入りタイヤ。 - 複数の前記サイプユニットが、タイヤ周方向に互いに離間するように配列されている、請求項1又は2に記載の空気入りタイヤ。
- 前記サイプユニットがタイヤ周方向に並べられた列が、タイヤ幅方向に複数列配置され、
一の列の前記サイプユニットと、前記一の列に隣接する隣接列の前記サイプユニットとが、タイヤ周方向の位相をずらして配列された、請求項1~3のいずれか一項に記載の空気入りタイヤ。 - 前記一の列内でタイヤ周方向に隣接する前記サイプユニット間のピッチ間隔をp(mm)とし、前記一の列の前記サイプユニットと前記隣接列の前記サイプユニットとの周方向離間距離をq(mm)とするとき、
p/2×0.7≦q≦p/2×1.3
を満たす、請求項4に記載の空気入りタイヤ。 - 前記サイプユニットは、タイヤ幅方向に又はタイヤ幅方向に対して30°以下の傾斜角度で直線状に配列された、行をなし、
一の前記行において隣接する前記サイプユニットのタイヤ幅方向の連結点間距離をb、前記一の行において隣接する前記サイプユニット間のタイヤ幅方向の最短距離であるサイプ間隔をsとするとき、
0.2≦s/(b-s)≦1.0
を満たす、請求項1に記載の空気入りタイヤ。 - sが1.5(mm)以上である、請求項6に記載の空気入りタイヤ。
- 前記サイプユニットは、タイヤ幅方向に複数列配置され、
一の列の前記サイプユニットと、前記一の列に隣接する隣接列の前記サイプユニットとが、タイヤ周方向の位置が互い違いとなるように、隣接する2つの前記列がタイヤ周方向の位相をずらして配列され、
前記サイプユニットは、タイヤ幅方向に又はタイヤ幅方向に対して30°以下の傾斜角度で直線状に配列された、行をなし、
一の前記行において隣接する前記サイプユニットのタイヤ幅方向の連結点間距離をbとし、前記一の列の前記サイプユニットの前記連結点と前記隣接列の前記サイプユニットの連結点とのタイヤ周方向の離間距離をcとするとき、
0≦c/b≦1.0
を満たす、請求項1に記載の空気入りタイヤ。
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2021
- 2021-10-28 JP JP2021176994A patent/JP2023066315A/ja active Pending
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2022
- 2022-05-12 EP EP22886365.0A patent/EP4424523A1/en active Pending
- 2022-05-12 CN CN202280071132.6A patent/CN118159431A/zh active Pending
- 2022-05-12 WO PCT/JP2022/020117 patent/WO2023074028A1/ja active Application Filing
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CN118159431A (zh) | 2024-06-07 |
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