JP2005153813A - Pneumatic tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire improved in performance on snow such as accelerating performance and braking performance on snow without lowering performance on an icy road. <P>SOLUTION: The pneumatic tire is a pneumatic tire having a large number of blocks divided by a circumferential direction groove and a lug groove on a tread portion surface. Both end bag groove-shaped lug groove wherein both end portions come to a dead end in the block is provided on a tread portion. The both end bag groove-shaped lug grooves 20 wherein both end portions come to the dead end in a bag groove-shape are provided, presses and hardens snow entering a groove portion in a tire tread surface. A high snow column shearing strength can be exerted even at the time of accelerating and braking. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a pneumatic tire that is optimal for use in an automobile traveling on a snowy road, and more particularly to a pneumatic tire with improved performance on snow.

  In winter pneumatic tires, both on-snow performance and on-ice performance are required (see, for example, Patent Documents 1 to 4). For example, Patent Document 1 discloses a pneumatic tire 110 having a tread pattern as shown in FIG.

  However, even when running on a snowy road with this winter pneumatic tire, there has been a problem that the tire slips on the snow surface without gripping the snowy road.

  As measures against this, it has been conventionally studied to increase the area of the groove portion of the tread pattern in order to improve the traction property (acceleration on snow) and the braking property (braking property on snow) when starting on a snowy road.

However, if the area of the groove is increased, the area in contact with the ice decreases, so there is a problem that the performance on ice is lowered, and the area of the groove is increased from the viewpoint that both the performance on snow and the performance on ice need to be compatible. Therefore, a significant improvement in performance on snow cannot be expected.
JP2001-191740 JP 2000-229505 A JP 2000-108615 A JP2000-038012

  In view of the above facts, an object of the present invention is to provide a pneumatic tire having improved on-snow performance such as on-snow acceleration and on-snow braking performance without reducing on-ice performance.

  In order not to reduce the performance on ice, it is necessary not to increase the groove area of the tread pattern.

  Here, the present inventor has focused on the snow column shear force generated when the snow is sheared by the lug groove. This snow column shear force generates a longitudinal force generated in the tire in a mechanism in which the tire is rotated as a gear by a block (land portion) and a lug groove.

  The traction force (acceleration force) and braking force (braking force) on the snow are, as shown in FIGS. 8 and 9, compression resistance that becomes running resistance on the front surface of the tire, surface frictional force of the block 82, and lug groove 90 of the tire. Is generated by the snow column shearing force due to, and the edge effect of the block edge 82E and sipe edge 84E.

  When the present inventor traveled on a snowy road, as shown in FIG. 8, the snow was compressed by the lug groove 90 of the tread pattern portion of the tire, and was compressed as the tire rolled. It was noted that the snow wall 96 was sheared by the groove wall 90W of the lug groove 90, thereby causing acceleration. Further, attention was also paid to the acceleration caused by the surface frictional force of the tire and the effect (edge effect) of digging snow by the block edge 82E and the sipe edge 84E entering the snow.

  Here, the tires with the same tread rubber material and land area (contact area) have the same frictional force on the tire surface, so in this case, the acceleration on snow is effectively improved. In order to achieve this, it is necessary to increase the snow column shear force and the edge effect. Therefore, the present inventor, although the magnitude of the snow column shear force depends on the snow quality, in order to draw this out to the maximum, the snow in the lug groove is more solidified to effectively shear the snow column. Thought. And this inventor earnestly examined the structure which improves on-snow performance, without increasing the groove part area of a tread pattern by devising the shape of a groove part, repeated an experiment, and came to complete this invention.

  The invention according to claim 1 is a pneumatic tire having a tread portion surface having a large number of land portions defined by vertical grooves and horizontal grooves, both ends of which are dead ends in the land portions. A tread pattern having groove-like lateral grooves is formed on at least a part of the surface of the tread portion.

  A longitudinal groove is a circumferential groove (also referred to as a rib groove), and in this specification, refers to a groove having an angle of 15 ° or less with the tire circumferential direction. Further, the lateral groove is a lug groove, and in this specification, means a groove having an angle of 45 ° or less with the tire width direction.

  In general, it is known that snow has a high shear strength when it is stepped on, as can be seen from the fact that fresh snow has a very low shear strength and pressure snow has a high shear strength. In the present invention, the end portion of the lateral groove is made to end in a bag groove shape, so that the snow that has entered the end portion in the tire tread is more compacted and high shear strength is exhibited. The lateral groove may or may not straddle the circumferential groove. In any case, the snow that has entered the end portion of the bag groove shape is pressed and solidified without falling out to the other grooves, and high shear strength can be exhibited.

  Thus, according to the first aspect of the present invention, the snow column shear force can be increased and the snow acceleration and snow braking performance can be improved without increasing the groove area.

  Note that in acceleration (traction) and braking (brake), the direction of the force input to the tire contact surface is different in the front-rear direction (the tire advance / retreat direction). Therefore, when the lateral groove is inclined with respect to the tire width direction, snow is pushed into one end of the lateral groove or the starting end of the lateral groove during acceleration, and snow is pushed into the other groove end during braking. In the present invention, since both ends of the bag groove-like lateral grooves are formed in a bag shape at both ends, when the both ends of the bag groove-like transverse grooves are inclined, snow is applied to either of the groove ends during acceleration and braking. Press to harden. Therefore, it is possible to effectively generate a snow column shear force in both cases of acceleration and braking.

  The invention described in claim 2 is characterized in that the both-end bag groove-like transverse grooves are formed across at least one of the longitudinal grooves.

  This makes it easier for snow that has been pressed and cut at the end of the groove to come out of the end of the groove. Moreover, it is easy to set the length of the double-sided bag-shaped lateral grooves sufficiently long.

  In this case, a plurality of land portions having concave portions on the side facing the longitudinal grooves are provided in the tread pattern, and the arrangement positions of the land portions are set in the circumferential direction with respect to the land portions adjacent in the lateral direction (tire width direction). As the position where the pitch is shifted, the start point and the end point of the lateral groove may be formed by recesses at both ends. As a result, the horizontal groove formed between the blocks adjacent in the vertical direction and the openings of the recesses formed on both sides of the horizontal groove across the vertical groove are substantially continuous, that is, two vertical grooves are formed. A double-sided bag groove-like transverse groove straddling the groove can be formed. And the both ends of this horizontal groove are what is called a bag groove part which does not have an open part.

  By the way, as described above, the forces applied to the tire contact surface are opposite to each other during acceleration and braking. In view of this, the invention described in claim 3 is characterized in that the both-end bag groove-like transverse grooves have a bent portion. As a result, during acceleration, snow is pressed against one groove end of the double-sided bag-shaped lateral groove and a large acceleration force can be generated, and during braking, snow is pressed into the other groove-end of the double-ended bag groove-shaped horizontal groove. A large braking force can be generated.

  According to a fourth aspect of the present invention, the acute angle formed between the lateral groove portion on the tire shoulder side and the tire width direction with respect to the bent portion of the both-end bag groove-shaped lateral grooves is greater than the bent portion of the both-end bag groove-shaped lateral grooves. Is smaller than an acute angle formed by the lateral groove portion on the tire center side and the tire width direction. As a result, snow can be further pressed and solidified at the lateral groove on the tire shoulder side during acceleration, and a higher snow column shear force can be generated.

  The invention according to claim 5 is characterized in that a land portion, the circumferential side of which is partitioned by the both-end bag groove-like lateral grooves, has sipes substantially similar to the both-end bag groove-like lateral grooves.

  In the present specification, the sipe is substantially similar to the double-sided bag-groove horizontal groove means that the angle formed between the sipe and the double-sided bag-groove horizontal groove is within 15 °.

  As a result, not only the snow column shearing force but also the edge effect (the effect of generating forward or backward force by digging the snow surface by the block edge / sipe edge) can be improved.

  In this case, by bending the side wall and the sipe on the lateral groove side of the land portion in a substantially similar shape, the block edge and sipe edge on the tire shoulder side with respect to the bent portion are changed to the block edge and sipe edge on the tire center side with respect to the bent portion. In comparison, when the angle is low with respect to the tire width direction, the direction in which force is input to the tire contact surface and the direction of the block edge and the sipe edge can be easily orthogonalized.

  The invention according to claim 6 is characterized in that the tread pattern further includes a one-sided bag groove-like lateral groove in which one end is an open end and the other end is dead in the land portion.

  One end portion being an open end means having an opening at the tread end, or having an opening so as to communicate with the longitudinal groove.

  According to the sixth aspect of the present invention, either the acceleration performance or the braking performance can be further effectively improved.

  The invention according to claim 7 is characterized in that the one-end bag groove-like lateral groove has a bent portion.

  As a result, the snow is pressed against the bag groove-shaped groove end portion of the one-end bag groove-shaped lateral groove either at the time of acceleration or braking, so that a larger snow column shear force can be generated.

  According to an eighth aspect of the present invention, an acute angle formed between the lateral groove portion on the tire shoulder side and the tire width direction with respect to the bent portion of the one-end bag groove-shaped horizontal groove is greater than the bent portion of the one-end bag groove-shaped horizontal groove. Is smaller than an acute angle formed by the lateral groove portion on the tire center side and the tire width direction.

  Accordingly, it is possible to generate a higher snow column shear force in the lateral groove on the tire shoulder side while effectively improving either acceleration or braking performance at the groove end portion on the bag groove.

  Since the present invention is configured as described above, it is possible to realize a pneumatic tire with improved on-snow performance such as on-snow acceleration and on-snow braking performance without reducing on-ice performance.

  Hereinafter, embodiments will be described and embodiments of the present invention will be described. In the second and subsequent embodiments, the same components as those already described are denoted by the same reference numerals and description thereof is omitted.

[First Embodiment]
As shown in FIG. 1, the pneumatic tire 10 according to the first embodiment includes a pair of bead portions 11 and a pair of sidewall portions 13, a carcass 12 extending in a toroid shape, and a crown portion 12 </ b> C of the carcass 12. The belt 14 is provided, and the tread portion 16 is provided on the outer side of the belt 14 and is continuous in a toroidal manner between the sidewall portions.

  As shown in FIG. 2, the tread portion 16 has a large number of land portions (blocks) that are partitioned by circumferential grooves and lug grooves. And the tread part 16 has the both-ends bag groove-like lug groove | channel 20 in which both the both ends stopped in the block. The ground contact surface of the pneumatic tire 10 moves in the V direction so that the automobile equipped with the pneumatic tire 10 can move in the traveling direction U.

  The both end bag groove-shaped lug grooves 20 are formed on both sides of the lug grooves 26 formed by blocks 22A and 22B adjacent in the longitudinal direction and the circumferential grooves 28 and 30, respectively. The recesses 23C and 23D of the blocks 22C and 22D are substantially continuous with each other, that is, a lug groove straddling the two circumferential grooves 28 and 30. And since the groove edge part of this lug groove is comprised by the recessed parts 23C and 23D, any groove edge part is what is called a bag groove part which does not have an open part.

  Further, in the present embodiment, the block edge (side wall) on the lug groove side on the lower side of the block 22B in the drawing is bent, that is, the both end bag groove-shaped lug grooves 20 are bent. The other end bag groove-like lug grooves are also bent in substantially the same shape.

  The block edge 22S on the tire shoulder side of the bent edge 20M of the double-end bag grooved lug groove 20 among the block edges on the both end bag grooved lug groove 20 side of the block 22B is closer to the tire center side than the bent part 20M. Compared with the block edge 22I, it is at a low angle with respect to the tire width direction (in other words, the lug groove portion 20S on the tire shoulder side of the bent groove 20M in the both ends bag groove-shaped lug groove 20 is more tire center than the bent portion 20M. The angle is lower than that of the lug groove 20I on the side).

  That is, the acute angle α1 formed by the block edge 22S and the tire width direction Z is smaller than the acute angle α2 formed by the block edge 22I and the tire width direction. Therefore, the direction of the force input to the tire ground contact surface and the block edge 22S can be easily orthogonalized. As a result, the snow can be further pressed and hardened by the block edge 22S on the tire shoulder side during acceleration, and a high snow column shear force can be generated. Moreover, not only the snow column shear force but also the edge effect can be improved. The same applies to the other blocks of the tread portion 16.

  Further, since the both end bag groove-like lug groove 20 has the bent portion 20M in this way, during acceleration, snow is pressed into the recess 23D which is one groove end portion of the both end bag groove-like lug groove 20, and a large acceleration force is exerted. At the time of braking, it is possible to generate a large braking force by pressing the snow into the recess 23C, which is the other groove end of the double-end bag grooved lug groove 20. Therefore, even if the direction of the force input to the tire contact surface during acceleration and braking is different from each other, a large acceleration force and braking force can be generated.

  Further, in the present embodiment, as shown in FIG. 3, a plurality of sipes 34 bent so as to be substantially similar to the block edges 22I and 22S are formed on the block 22A, that is, the bag groove-like lug grooves 20 on both ends. A sipe 34 bent so as to have a substantially similar shape is formed. Accordingly, the edge effect can be obtained by the sipe edges 34I and 34S as well as the block edges 22I and 22S.

  Further, the end lug groove 40 opened at the tread end 16E has a substantially crank shape with a small change in angle, and has two bent portions 40M and 40N. Accordingly, a higher snow column shear force can be generated in the lug groove near the tread end 16E on the tire shoulder side than the bent portion 40M.

[Second Embodiment]
Next, a second embodiment will be described. As shown in FIG. 4, in this embodiment, compared to the first embodiment, the end lug groove opened at the tread end 16 </ b> E exceeds the circumferential groove 30 and enters the adjacent block 22 </ b> E into one end bag groove. The lug groove 50 is formed. The groove end portion of the one-end bag groove-like lug groove 50 is constituted by a concave portion 23E of the block 22E.

  Thereby, compared with 1st Embodiment, snow can be hardened to the recessed part 23E which is the groove edge part of the one-end bag groove-like lug groove 50, and a snow column shear force can be increased further.

[Third Embodiment]
As shown in FIG. 5, in this embodiment, compared with 2nd Embodiment, the bending part is not provided in the both ends bag groove-like lug groove 60. As shown in FIG. Further, the end lug groove 70 opened at the tread end 16E is not substantially crank-shaped as in the first embodiment, and is inclined with respect to the tire width direction from the circumferential groove 30 toward the tread end 16E. Two bent portions 70M and 70N are provided so as to gradually reduce the angle (acute angle).

  Thereby, a tread pattern can be simplified.

[Experimental example]
The inventor conducted an experiment to test how much the acceleration force and braking force generated on the snow of the pneumatic tires of the first to third embodiments are improved as compared with the conventional pneumatic tire. It was.

  In this experimental example, the rim and the internal pressure were set based on the applicable rim and the air pressure-load capacity correspondence table corresponding to the radial ply tire size defined in JATMA YEAR BOOK (1992, Japan Automobile Tire Association Standard), respectively. .

  In this experimental example, the tire size is 195 / 65R15, the lug groove depth is 9 mm, and the sipe depth is 7.5 mm in any of the pneumatic tires of the first to third embodiments and the conventional. All negative rates were 35%. Moreover, in any pneumatic tire, the sipe shape was made substantially parallel to the block edge on the lug groove side, and three sipes were arranged per block.

  In addition, the tread pattern of the conventional pneumatic tire 100 used in this experiment example is shown in FIG. 6 (illustration of sipes is omitted).

  In this experimental example, each pneumatic tire was assembled to a rim of 6J-15 at an internal pressure of 200 kPa and mounted on a passenger car to perform a start / brake test on a snowy road. The start test (acceleration force test) was evaluated based on the time (acceleration time) until the accelerator fully opened from a stationary state and traveled 50 m. The braking test (braking force test) was evaluated based on the braking distance when full braking was applied from 30 km / h.

  The evaluation results are shown in Table 1. The evaluation of the start test was relatively indicated by a driving index converted from the acceleration time of the conventional pneumatic tire 100 as 100. In the evaluation of the braking test, a relative display was performed with a braking index converted with the reciprocal of the braking distance of the conventional pneumatic tire 100 as 100. The larger the index, the better.

表１から、第１実施形態〜第３実施形態の空気入りタイヤのようにブロック形状、ラグ溝形状やサイプ形状を改良することにより、雪上性能が向上することが解る。

From Table 1, it is understood that the performance on snow is improved by improving the block shape, the lug groove shape, and the sipe shape as in the pneumatic tires of the first to third embodiments.

[Example of analysis]
In this analysis example, with respect to the pneumatic tire according to the second embodiment, the distribution of contact pressure generated on the surface of the block 22E (see FIG. 4) during acceleration is obtained by analysis calculation. The analysis results are shown in FIG.

  As can be seen from FIG. 7, in the block portion 22E2 between the sipes 54P and 54Q adjacent to each other in the traveling direction U, the contact pressure distribution generated from the bent portion 56 to the portion having the sipe edge 57S on the tire shoulder side is from the bent portion 54M to the tire. Compared with the ground pressure distribution generated in the portion having the sipe edge 57I on the center side, the ground pressure was increased as a whole. The same applies to the other block portions 22E1, E3, and E4.

  The embodiments of the present invention have been described above with reference to the embodiments. However, these embodiments are merely examples, and various modifications can be made without departing from the scope of the invention. Needless to say, the scope of rights of the present invention is not limited to the above embodiment.

It is a tire width direction sectional view of the pneumatic tire concerning a 1st embodiment. It is the bottom view seen from the contact surface side which shows the tread pattern of the pneumatic tire concerning a 1st embodiment. It is the bottom view seen from the contact surface side which shows the shape of the sipe formed in the block of the pneumatic tire concerning a 1st embodiment. It is the bottom view seen from the grounding surface side which shows the tread pattern of the pneumatic tire which concerns on 2nd Embodiment. It is the bottom view seen from the contact surface side which shows the tread pattern of the pneumatic tire concerning a 3rd embodiment. It is the bottom view seen from the contact surface side which shows the tread pattern of the conventional pneumatic tire used in the experiment example. It is the bottom view seen from the contact surface side which shows the sipe shape formed in the block of the pneumatic tire which concerns on 2nd Embodiment, and the contact pressure distribution which arises in the block in which this sipe was formed. It is a schematic diagram explaining the principle which acceleration force and braking force generate | occur | produce on snow with a lug groove. It is a schematic diagram explaining the principle which acceleration force and braking force generate | occur | produce on snow with a block edge and a sipe edge. It is the bottom view seen from the contact surface side which shows the tread pattern of the conventional pneumatic tire.

Explanation of symbols

10 Pneumatic tire 16 Tread portion 20 Both ends bag groove-like lug groove (both ends bag groove-like lateral groove)
20I, S Lug groove (lateral groove)
22A ~ E Block (Land part)
28 Circumferential groove (vertical groove)
30 circumferential groove (vertical groove)
23C-E Concave part 20M Bending part 34 Sipe 40M, N Bending part 50 One end bag groove-like lug groove (one end bag groove-like lateral groove)
60 Both ends bag groove lug groove (both ends bag groove lateral groove)
70 end lug groove (one-sided bag groove side groove)
70M, N bent part 54P, Q sipe 56 bent part 82 block (land part)
100 Pneumatic tire 110 Pneumatic tire

Claims (8)

A pneumatic tire having a large number of land portions divided by vertical grooves and horizontal grooves on the tread surface,
A pneumatic tire characterized in that a tread pattern having a double-sided bag groove-like lateral groove whose both ends stop in the land portion is formed on at least a part of the surface of the tread portion.   The pneumatic tire according to claim 1, wherein the both-end bag groove-like lateral grooves are formed across at least one of the longitudinal grooves.   The pneumatic tire according to claim 1 or 2, wherein the both-end bag groove-like lateral grooves have bent portions.   Of the both-end bag groove-like transverse grooves, the acute angle formed by the tire groove side transverse groove portion with respect to the bent portion and the tire width direction is such that the both-end bag groove-like transverse grooves have a tire groove side transverse groove portion and tire. The pneumatic tire according to claim 3, wherein the pneumatic tire is smaller than an acute angle formed with the width direction. 5. The pneumatic tire according to claim 4, wherein the land portion, the circumferential side of which is partitioned by the both-end bag groove-like lateral grooves, has sipes substantially similar to the both-end bag groove-like lateral grooves.
.   6. The tread pattern according to claim 1, further comprising a one-end bag groove-like lateral groove in which one end is an open end and the other end is dead in the land. The described pneumatic tire.   The pneumatic tire according to claim 6, wherein the one-end bag groove-like lateral groove has a bent portion.   Of the one-end bag groove-like lateral groove, the acute angle formed by the tire groove side lateral groove portion with respect to the bent portion and the tire width direction is the tire groove-side lateral groove portion and tire of the one-end bag groove-like transverse groove. The pneumatic tire according to claim 7, wherein the pneumatic tire is smaller than an acute angle formed with the width direction.

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