JP2013169807A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2013169807A
JP2013169807A JP2012032892A JP2012032892A JP2013169807A JP 2013169807 A JP2013169807 A JP 2013169807A JP 2012032892 A JP2012032892 A JP 2012032892A JP 2012032892 A JP2012032892 A JP 2012032892A JP 2013169807 A JP2013169807 A JP 2013169807A
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minute
pneumatic tire
less
tire
road surface
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JP5851273B2 (en
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Toshiya Miyazono
俊哉 宮園
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Bridgestone Corp
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Bridgestone Corp
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Priority to JP2012032892A priority Critical patent/JP5851273B2/en
Priority to EP13749509.9A priority patent/EP2815898B1/en
Priority to US14/379,193 priority patent/US9919567B2/en
Priority to CN201380009635.1A priority patent/CN104136242B/en
Priority to PCT/JP2013/053762 priority patent/WO2013122232A1/en
Publication of JP2013169807A publication Critical patent/JP2013169807A/en
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Publication of JP5851273B2 publication Critical patent/JP5851273B2/en
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

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Abstract

PROBLEM TO BE SOLVED: To improve braking performance on an icy and snowy road surface.SOLUTION: A pneumatic tire 10 is configured as follows. A land part 18 is arranged on a tread surface part. A large number of minute projections 23 or minute recesses are arranged on the top surface 22 of the land part 18 so as to be spaced apart at intervals between the adjacent minute projections or minute recesses. The height H of the minute projections 23 or the depth of the minute recesses is in the range of ≥0.1 μm and <5 μm.

Description

本発明は、空気入りタイヤに関する。   The present invention relates to a pneumatic tire.

従来から、例えば下記特許文献１に示すような、トレッド踏面部に陸部が配設された空気入りタイヤが知られている。   2. Description of the Related Art Conventionally, a pneumatic tire in which a land portion is disposed on a tread surface as shown in, for example, Patent Document 1 below is known.

特許第３４２１１１４号公報Japanese Patent No. 3421114

しかしながら、前記従来の空気入りタイヤでは、氷雪路面における制動性能について、改善の余地があった。   However, the conventional pneumatic tire has room for improvement in braking performance on icy and snowy road surfaces.

本発明は、前述した事情に鑑みてなされたものであって、その目的は、氷雪路面における制動性能を向上させることができる空気入りタイヤを提供することである。   This invention is made | formed in view of the situation mentioned above, The objective is to provide the pneumatic tire which can improve the braking performance in an icy and snowy road surface.

前記課題を解決するために、本発明は以下の手段を提案している。
本発明に係る空気入りタイヤは、トレッド踏面部に陸部が配設された空気入りタイヤであって、前記陸部の頂面には、多数の微小凸部または微小凹部が、隣り合うもの同士の間に隙間をあけて配設され、前記微小凸部の高さ、または前記微小凹部の深さは、０．１μｍ以上５μｍ未満であることを特徴とする。 In order to solve the above problems, the present invention proposes the following means.
The pneumatic tire according to the present invention is a pneumatic tire in which a land portion is disposed on a tread surface portion, and a plurality of minute convex portions or minute concave portions are adjacent to each other on the top surface of the land portion. The height of the minute convex part or the depth of the minute concave part is 0.1 μm or more and less than 5 μm.

この発明によれば、微小凸部の高さ、または微小凹部の深さが、０．１μｍ以上５μｍ未満となっているので、氷雪路面の走行時に、陸部の頂面における微小凸部を氷雪路面上に形成された窪みに入り込ませること、または陸部の頂面における微小凹部に氷雪路面上に形成された突起を入り込ませることが可能になり、陸部の頂面と氷雪路面との距離を短くしてこれらの両面を密接させ易くすることができる。これにより、陸部と氷雪路面とのファンデルワールス力を高めることが可能になり、氷雪路面における制動性能を長期間にわたって向上させることができる。
なお、微小凸部の高さ、または微小凹部の深さが、０．１μｍ未満の場合、走行に伴う摩耗により微小凸部または微小凹部が短期間で消滅するおそれがある。また、微小凸部の高さ、または微小凹部の深さが、５μｍ以上の場合、陸部の頂面と氷雪路面との距離を短くし難くなり、陸部と氷雪路面とのファンデルワールス力を高めることが困難になるおそれがある。 According to the present invention, since the height of the minute convex portion or the depth of the minute concave portion is not less than 0.1 μm and less than 5 μm, the minute convex portion on the top surface of the land portion is icy and snowy when traveling on an icy and snowy road surface. It becomes possible to enter the depression formed on the road surface, or to allow the protrusion formed on the ice and snow road surface to enter the minute recess on the top surface of the land portion, and the distance between the top surface of the land portion and the ice and snow road surface It is possible to make the both surfaces easy to be in close contact with each other. This makes it possible to increase the van der Waals force between the land and the icy / snowy road surface, and to improve the braking performance on the icy / snowy road surface over a long period of time.
In addition, when the height of a micro convex part or the depth of a micro recessed part is less than 0.1 micrometer, there exists a possibility that a micro convex part or a micro recessed part may lose | disappear in a short period by abrasion accompanying driving | running | working. In addition, if the height of the micro-projections or the depth of the micro-concaves is 5 μm or more, it is difficult to shorten the distance between the top surface of the land and the icy and snowy road surface, and the van der Waals force between the land and the icy and snowy road surface. It may be difficult to increase

また、隣り合う前記微小凸部間のピッチ、または隣り合う前記微小凹部間のピッチは、０．１μｍ以上１０００μｍ未満であってもよい。   Further, the pitch between the adjacent minute convex portions or the pitch between the adjacent minute concave portions may be not less than 0.1 μm and less than 1000 μm.

この場合、隣り合う微小凸部間のピッチ、または隣り合う微小凹部間のピッチが、０．１μｍ以上１０００μｍ未満となっているので、陸部と氷雪路面とのファンデルワールス力を一層高めることができる。
すなわち、隣り合う微小凸部間のピッチ、または隣り合う微小凹部間のピッチが、０．１μｍ未満の場合、当該空気入りタイヤの製造過程における加硫後にタイヤがモールドから離型し難くなって微小凸部または微小凹部が損傷し易く、微小凸部または微小凹部を意図した形状に形成しづらくなるため、陸部の頂面と氷雪路面との距離を短くすることが困難になるおそれがある。また、隣り合う微小凸部間のピッチ、または隣り合う微小凹部間のピッチが、１０００μｍ以上の場合、氷雪路面の性状に対してピッチが大きすぎるため、陸部の頂面と氷雪路面との距離を短くすることが困難になるおそれがある。 In this case, since the pitch between adjacent minute convex portions or the pitch between adjacent minute concave portions is 0.1 μm or more and less than 1000 μm, the van der Waals force between the land portion and the icy and snowy road surface can be further increased. it can.
That is, when the pitch between adjacent minute convex portions or the pitch between adjacent minute concave portions is less than 0.1 μm, the tire is difficult to release from the mold after vulcanization in the manufacturing process of the pneumatic tire. Since the convex portion or the minute concave portion is easily damaged and it is difficult to form the minute convex portion or the minute concave portion into an intended shape, it may be difficult to shorten the distance between the top surface of the land portion and the icy and snowy road surface. In addition, when the pitch between adjacent minute convex portions or the pitch between adjacent minute concave portions is 1000 μm or more, the pitch is too large for the properties of the icy and snowy road surface, so the distance between the top surface of the land and the icy and snowy road surface. It may be difficult to shorten the length.

本発明に係る空気入りタイヤによれば、氷雪路面における制動性能を向上させることができる。   The pneumatic tire according to the present invention can improve the braking performance on an icy and snowy road surface.

本発明の第１実施形態に係る空気入りタイヤを示す縦断面図である。1 is a longitudinal sectional view showing a pneumatic tire according to a first embodiment of the present invention. 図１に示す空気入りタイヤのトレッド踏面部の平面図である。It is a top view of the tread tread part of the pneumatic tire shown in FIG. 図１に示す空気入りタイヤの陸部の頂面の一部断面を含む拡大斜視図である。FIG. 2 is an enlarged perspective view including a partial cross section of a top surface of a land portion of the pneumatic tire shown in FIG. 1. 本発明の第１実施形態に係る空気入りタイヤの変形例における要部を示す拡大斜視図である。It is an expansion perspective view which shows the principal part in the modification of the pneumatic tire which concerns on 1st Embodiment of this invention. 本発明の第１実施形態に係る空気入りタイヤの変形例における要部を示す拡大斜視図である。It is an expansion perspective view which shows the principal part in the modification of the pneumatic tire which concerns on 1st Embodiment of this invention. 本発明の第１実施形態に係る空気入りタイヤの変形例における要部を示す拡大斜視図である。It is an expansion perspective view which shows the principal part in the modification of the pneumatic tire which concerns on 1st Embodiment of this invention. 本発明の第２実施形態に係る空気入りタイヤの要部を示す拡大斜視図である。It is an expansion perspective view which shows the principal part of the pneumatic tire which concerns on 2nd Embodiment of this invention. 本発明の第２実施形態に係る空気入りタイヤの要部を示す拡大斜視図である。It is an expansion perspective view which shows the principal part of the pneumatic tire which concerns on 2nd Embodiment of this invention. 本発明の第２実施形態に係る空気入りタイヤの変形例における要部を示す拡大斜視図である。It is an expansion perspective view which shows the principal part in the modification of the pneumatic tire which concerns on 2nd Embodiment of this invention. 本発明の第２実施形態に係る空気入りタイヤの変形例における要部を示す拡大斜視図である。It is an expansion perspective view which shows the principal part in the modification of the pneumatic tire which concerns on 2nd Embodiment of this invention.

（第１実施形態）
以下、図面を参照し、本発明の第１実施形態に係る空気入りタイヤを説明する。
図１に示すように、空気入りタイヤ１０は、左右一対のビード１１間でトロイド状に延びるカーカス１２のクラウン部１２ａにおけるタイヤ径方向Ｒの外側に、ベルト層１３とトレッド部１４とがこの順に設けられている。さらに、空気入りタイヤ１０には、内部にビード１１が埋設された左右一対のビード部１５と、トレッド部１４におけるタイヤ幅方向Ｗの両端とビード部１５とを連結する左右一対のサイドウォール部１６と、が備えられている。そして、空気入りタイヤ１０は、図示しないリムに装着され、該リムとの間のタイヤ内腔Ａを形成する。なお、空気入りタイヤ１０の外表面には、車両への装着方向を明示する図示しないマーク等が配設されている。 (First embodiment)
Hereinafter, a pneumatic tire according to a first embodiment of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the pneumatic tire 10 has a belt layer 13 and a tread portion 14 in this order on the outer side in the tire radial direction R of a crown portion 12a of a carcass 12 extending in a toroidal shape between a pair of left and right beads 11. Is provided. Further, the pneumatic tire 10 includes a pair of left and right bead portions 15 in which beads 11 are embedded, and a pair of left and right sidewall portions 16 that connect both ends of the tread portion 14 in the tire width direction W and the bead portions 15. And are provided. The pneumatic tire 10 is mounted on a rim (not shown) and forms a tire lumen A between the pneumatic tire 10 and the rim. Note that, on the outer surface of the pneumatic tire 10, a mark (not shown) that clearly indicates the mounting direction to the vehicle is disposed.

当該空気入りタイヤ１０におけるトレッド踏面部１７には、陸部１８が配設されている。なおトレッド踏面部１７とは、空気入りタイヤ１０を、「ＪＡＴＭＡ Ｙｅａｒ Ｂｏｏｋ」に規定されている標準リムに装着し、かつ該タイヤ１０に、「ＪＡＴＭＡ Ｙｅａｒ Ｂｏｏｋ」での適用サイズ・プライレーティングにおける最大負荷能力（内圧−負荷能力対応表の太字荷重）に対応する空気圧（最大空気圧）の１００％の内圧（以下、規定内圧という）を充填して最大負荷能力を負荷した状態でのトレッド部１４の接地面をいう。またトレッド踏面部１７は、空気入りタイヤ１０が生産または使用される地域が日本国以外の地域の場合には、その地域に適用されている産業規格（例えば、アメリカ合衆国の「ＴＲＡ Ｙｅａｒ Ｂｏｏｋ」、欧州の「ＥＴＲＴＯ Ｓｔａｎｄａｒｄ Ｍａｎｕａｌ」等）に準拠した状態でのトレッド部１４の接地面をいう。   A land portion 18 is disposed on the tread surface portion 17 of the pneumatic tire 10. The tread tread portion 17 means that the pneumatic tire 10 is mounted on a standard rim defined in “JATMA Year Book”, and the tire 10 has a maximum applicable size / ply rating in the “JATMA Year Book”. The tread portion 14 in a state where the maximum load capacity is loaded by filling an internal pressure (hereinafter referred to as a specified internal pressure) of 100% of the air pressure (maximum air pressure) corresponding to the load capacity (internal pressure-load capacity correspondence table in bold). This is the ground plane. In addition, when the area where the pneumatic tire 10 is produced or used is an area other than Japan, the tread tread part 17 is an industrial standard applied to the area (for example, “TRA Year Book” of the United States of America, Europe (ETRTO Standard Manual), etc.)).

図２に示すように、陸部１８は、トレッド踏面部１７に配設された周溝１９および横溝２０により区画されている。周溝１９は、タイヤ周方向Ｃに延在するとともにタイヤ幅方向Ｗに間隔をあけて複数形成されている。図示の例では、複数の周溝１９は、トレッド踏面部１７において、当該空気入りタイヤ１０のタイヤ幅方向Ｗの中央部（以下、タイヤ赤道部ＣＬという）を回避した位置に、タイヤ赤道部ＣＬを基準に線対称に配置されている。横溝２０は、タイヤ幅方向Ｗに延在し、横溝２０のタイヤ幅方向Ｗの両端部は、当該横溝２０をタイヤ幅方向Ｗに挟む一対の周溝１９に各別に開口している。   As shown in FIG. 2, the land portion 18 is partitioned by a circumferential groove 19 and a lateral groove 20 disposed in the tread tread surface portion 17. A plurality of circumferential grooves 19 extend in the tire circumferential direction C and are formed at intervals in the tire width direction W. In the illustrated example, the plurality of circumferential grooves 19 are provided on the tread tread surface portion 17 at a position avoiding a central portion (hereinafter referred to as a tire equator portion CL) in the tire width direction W of the pneumatic tire 10. It is arranged symmetrically with respect to. The lateral groove 20 extends in the tire width direction W, and both end portions of the lateral groove 20 in the tire width direction W are individually opened in a pair of circumferential grooves 19 that sandwich the lateral groove 20 in the tire width direction W.

そして陸部１８には、タイヤ幅方向Ｗに延在するサイプ２１が形成されている。なおサイプ２１とは、空気入りタイヤ１０を前述の標準リムに装着し、かつ該タイヤ１０に前述のように規定内圧を充填して最大負荷能力を負荷した状態で、接地面内で閉塞する溝幅の細溝のことをいう。またサイプ２１は、空気入りタイヤ１０が生産または使用される地域が日本国以外の地域の場合には、その地域に適用されている産業規格に準拠した状態で、接地面内で閉塞する溝幅の細溝のことをいう。
サイプ２１は、トレッド踏面部１７をタイヤ径方向Ｒの外側から見たタイヤ平面視において、直線状をなしている。またサイプ２１は、陸部１８をタイヤ幅方向Ｗに横断しており、サイプ２１のタイヤ幅方向Ｗの両端部は、当該陸部１８をタイヤ幅方向Ｗに区画する一対の周溝１９に各別に開口している。さらにサイプ２１は、横溝２０に非開口となっている。 A sipe 21 extending in the tire width direction W is formed on the land portion 18. The sipe 21 is a groove that closes in the contact surface when the pneumatic tire 10 is mounted on the standard rim and the tire 10 is filled with the specified internal pressure and loaded with the maximum load capacity as described above. A narrow groove with a width. In addition, when the region where the pneumatic tire 10 is produced or used is a region other than Japan, the sipe 21 has a groove width that is blocked in the ground plane in a state that conforms to an industrial standard applied to the region. This means the narrow groove.
The sipe 21 has a linear shape in a tire plan view when the tread tread portion 17 is viewed from the outside in the tire radial direction R. Further, the sipe 21 crosses the land portion 18 in the tire width direction W, and both ends of the sipe 21 in the tire width direction W are respectively provided in a pair of circumferential grooves 19 that partition the land portion 18 in the tire width direction W. It is open separately. Further, the sipe 21 is not open in the lateral groove 20.

ここで図３に示すように、陸部１８の頂面２２には、多数の微小凸部２３が、隣り合うもの同士の間に隙間をあけて配設されている。微小凸部２３は、前記頂面２２からタイヤ径方向Ｒの外側に向けて突設されており、多数の微小凸部２３は互いに同形同大に形成されている。また、微小凸部２３は円柱状に形成され、図示の例では、微小凸部２３の端面は、陸部１８の頂面２２に沿って延在している。さらに微小凸部２３は、タイヤ径方向Ｒに沿って突設されており、微小凸部２３の中心線Ｏ１は、タイヤ径方向Ｒに沿って延在している。なお微小凸部２３の外径Ｌ１は、例えば０．１μｍ以上１００μｍ未満、好ましくは０．５μｍ以上１００μｍ未満となっていてもよい。   Here, as shown in FIG. 3, on the top surface 22 of the land portion 18, a large number of minute convex portions 23 are arranged with gaps between adjacent ones. The minute convex portions 23 project from the top surface 22 toward the outer side in the tire radial direction R, and the numerous minute convex portions 23 are formed in the same shape and size. Further, the minute convex portion 23 is formed in a columnar shape, and in the illustrated example, the end surface of the minute convex portion 23 extends along the top surface 22 of the land portion 18. Further, the minute convex portion 23 is provided so as to project along the tire radial direction R, and the center line O1 of the minute convex portion 23 extends along the tire radial direction R. The outer diameter L1 of the minute protrusion 23 may be, for example, 0.1 μm or more and less than 100 μm, preferably 0.5 μm or more and less than 100 μm.

多数の微小凸部２３は、隣り合う微小凸部２３間のピッチＰ、つまり隣り合う微小凸部２３の中心線Ｏ１同士の間隔が、互いに同等になるように規則的に配設されている。図示の例では、微小凸部２３が、陸部１８の頂面２２に沿う一方向Ｄ１に同等の隙間をあけて複数配置され、前記一方向Ｄ１に延在する凸部列２４をなしており、該凸部列２４が、前記頂面２２に沿いかつ前記一方向Ｄ１に直交する他方向Ｄ２に同等の隙間をあけて配置されている。そして、前記一方向Ｄ１および前記他方向Ｄ２に隣り合う微小凸部２３間のピッチＰが、互いに同等となっており、隣り合う微小凸部２３間のピッチＰは、０．１μｍ以上１０００μｍ未満、好ましくは０．３μｍ以上１００μｍ未満となっている。なお、隣り合う微小凸部２３間のピッチＰは、互いに同等でなくてもよく、例えば０．１μｍ以上１０００μｍ未満の範囲内や、０．３μｍ以上１００μｍ未満の範囲内でばらついていてもよい。
なお前記一方向Ｄ１は、タイヤ周方向Ｃまたはタイヤ幅方向Ｗに沿っていてもよく、これらの両方向に傾いていてもよい。さらに前記他方向Ｄ２も、タイヤ周方向Ｃまたはタイヤ幅方向Ｗに沿っていてもよく、これらの両方向に傾いていてもよい。 The large number of minute protrusions 23 are regularly arranged so that the pitch P between the adjacent minute protrusions 23, that is, the distance between the center lines O1 of the adjacent minute protrusions 23 is equal to each other. In the illustrated example, a plurality of minute convex portions 23 are arranged with an equivalent gap in one direction D1 along the top surface 22 of the land portion 18 to form a convex portion row 24 extending in the one direction D1. The convex row 24 is arranged along the top surface 22 with an equivalent gap in the other direction D2 perpendicular to the one direction D1. And the pitch P between the minute convex portions 23 adjacent in the one direction D1 and the other direction D2 is equal to each other, and the pitch P between the adjacent minute convex portions 23 is 0.1 μm or more and less than 1000 μm, Preferably they are 0.3 micrometer or more and less than 100 micrometers. In addition, the pitch P between the adjacent minute convex parts 23 may not be equal to each other, and may vary within a range of 0.1 μm or more and less than 1000 μm or within a range of 0.3 μm or more and less than 100 μm, for example.
The one direction D1 may be along the tire circumferential direction C or the tire width direction W, or may be inclined in both directions. Further, the other direction D2 may be along the tire circumferential direction C or the tire width direction W, or may be inclined in both directions.

そして本実施形態では、微小凸部２３の高さＨである微小凸部２３の基端から突端までの長さは、０．１μｍ以上５μｍ未満となっている。なお前記微小凸部２３は、例えば当該空気入りタイヤ１０を成形する図示しないモールドの内面に、切削加工、放電加工またはエッチング加工で微小溝を形成すること等により成形することができる。   And in this embodiment, the length from the base end of the micro convex part 23 which is the height H of the micro convex part 23 to a protruding end is 0.1 micrometer or more and less than 5 micrometers. The minute projections 23 can be formed, for example, by forming minute grooves on the inner surface of a mold (not shown) for forming the pneumatic tire 10 by cutting, electric discharge machining, or etching.

以上説明したように、本実施形態に係る空気入りタイヤ１０によれば、微小凸部２３の高さＨが、０．１μｍ以上５μｍ未満となっているので、氷雪路面の走行時に、陸部１８の頂面２２における微小凸部２３を氷雪路面上に形成された窪みに入り込ませることが可能になり、陸部１８の頂面２２と氷雪路面との距離を短くしてこれらの両面を密接させ易くすることができる。これにより、陸部１８と氷雪路面とのファンデルワールス力を高めることが可能になり、氷雪路面における制動性能を長期間にわたって向上させることができる。
なお、微小凸部２３の高さＨが、０．１μｍ未満の場合、走行に伴う微小凸部２３の摩耗により微小凸部２３が短期間で消滅するおそれがある。また、微小凸部２３の高さＨが、５μｍ以上の場合、陸部１８の頂面２２と氷雪路面との距離を短くし難くなり、陸部１８と氷雪路面とのファンデルワールス力を高めることが困難になるおそれがある。 As described above, according to the pneumatic tire 10 according to the present embodiment, the height H of the minute convex portion 23 is not less than 0.1 μm and less than 5 μm. It is possible to allow the micro-projections 23 on the top surface 22 of the snow to enter the recesses formed on the ice / snow road surface, shortening the distance between the top surface 22 of the land portion 18 and the ice / snow road surface, and bringing both surfaces into close contact with each other. Can be made easier. As a result, the van der Waals force between the land portion 18 and the icy and snowy road surface can be increased, and the braking performance on the icy and snowy road surface can be improved over a long period of time.
In addition, when the height H of the micro convex part 23 is less than 0.1 micrometer, there exists a possibility that the micro convex part 23 may lose | disappear in a short period by abrasion of the micro convex part 23 accompanying driving | running | working. In addition, when the height H of the minute convex portion 23 is 5 μm or more, it is difficult to shorten the distance between the top surface 22 of the land portion 18 and the ice and snow road surface, and the van der Waals force between the land portion 18 and the ice and snow road surface is increased. Can be difficult.

また、隣り合う微小凸部２３間のピッチＰが、０．１μｍ以上１０００μｍ未満となっているので、陸部１８と氷雪路面とのファンデルワールス力を一層高めることができる。
すなわち、隣り合う微小凸部２３間のピッチＰが、０．１μｍ未満の場合、当該空気入りタイヤ１０の製造過程における加硫後にタイヤ１０がモールドから離型し難くなって微小凸部２３が損傷し易く、微小凸部２３を意図した形状に形成しづらくなるため、陸部１８の頂面２２と氷雪路面との距離を短くすることが困難になるおそれがある。また、隣り合う微小凸部２３間のピッチＰが、１０００μｍ以上の場合、氷雪路面の性状に対してピッチＰが大きすぎるため、陸部１８の頂面２２と氷雪路面との距離を短くすることが困難になるおそれがある。 Moreover, since the pitch P between the adjacent minute convex portions 23 is 0.1 μm or more and less than 1000 μm, the van der Waals force between the land portion 18 and the icy and snowy road surface can be further increased.
That is, when the pitch P between the adjacent minute convex portions 23 is less than 0.1 μm, the tire 10 is difficult to release from the mold after vulcanization in the manufacturing process of the pneumatic tire 10 and the minute convex portions 23 are damaged. This makes it difficult to form the minute convex portion 23 in the intended shape, and it may be difficult to shorten the distance between the top surface 22 of the land portion 18 and the icy and snowy road surface. In addition, when the pitch P between the adjacent minute convex portions 23 is 1000 μm or more, the pitch P is too large with respect to the properties of the ice and snow road surface, so the distance between the top surface 22 of the land portion 18 and the ice and snow road surface is shortened. May become difficult.

なお本実施形態では、微小凸部２３は、タイヤ径方向Ｒに沿って突設されているものとしたが、これに限られるものではなく、例えば図４に示す空気入りタイヤ３０のように、微小凸部２３の中心線Ｏ１が、タイヤ径方向Ｒに沿って延在する仮想線Ｏ２に対して傾斜するように、微小凸部２３が突設されていてもよい。   In the present embodiment, the minute convex portion 23 is projected along the tire radial direction R. However, the present invention is not limited to this, for example, as in the pneumatic tire 30 shown in FIG. The minute projections 23 may be projected so that the center line O1 of the minute projections 23 is inclined with respect to a virtual line O2 extending along the tire radial direction R.

また本実施形態では、微小凸部２３は、円柱状に形成されているものとしたが、これに限られるものではなく、例えば図５に示す空気入りタイヤ４０のように、微小凸部２３が、六角柱状に形成されていてもよい。図示の例では、微小凸部２３は、前記タイヤ平面視において正六角形状をなしており、前記一方向Ｄ１に隣り合う微小凸部２３は、当該微小凸部２３の角部同士が対向するように配置され、前記他方向Ｄ２に隣り合う微小凸部２３は、当該微小凸部２３の側面部同士が対向するように配置されている。なお、微小凸部２３の外径Ｌ１である対角径は、前述のように例えば０．１μｍ以上１００μｍ未満となっていてもよい。
さらに微小凸部２３は、六角柱状に限られず、六角柱状とは異なる多角柱状であってもよい。 Moreover, in this embodiment, although the micro convex part 23 shall be formed in the column shape, it is not restricted to this, For example, like the pneumatic tire 40 shown in FIG. Further, it may be formed in a hexagonal column shape. In the illustrated example, the minute protrusions 23 have a regular hexagonal shape in the tire plan view, and the minute protrusions 23 adjacent in the one direction D1 are such that the corners of the minute protrusions 23 face each other. The minute projections 23 adjacent to each other in the other direction D2 are arranged such that the side surfaces of the minute projections 23 face each other. In addition, the diagonal diameter which is the outer diameter L1 of the micro convex part 23 may be 0.1 micrometer or more and less than 100 micrometers as mentioned above.
Furthermore, the minute convex portion 23 is not limited to a hexagonal column shape, and may be a polygonal column shape different from the hexagonal column shape.

また本実施形態では、微小凸部２３が、円柱状に形成されているものとしたが、これに限られるものではなく、例えば円錐状や多角錐状に形成されていてもよい。なおこの場合、微小凸部２３の基端の外径Ｌ１が、前述のように例えば０．１μｍ以上１００μｍ未満となっていてもよい。   Moreover, in this embodiment, although the micro convex part 23 shall be formed in the column shape, it is not restricted to this, For example, you may form in the shape of a cone or a polygonal cone. In this case, the outer diameter L1 of the base end of the minute protrusion 23 may be, for example, 0.1 μm or more and less than 100 μm as described above.

また微小凸部２３は、例えば図６に示す空気入りタイヤ５０のように、表裏面が前記一方向Ｄ１に沿って延在する平板状に形成されていてもよい。図示の例では、微小凸部２３は、前記他方向Ｄ２に同等の隙間をあけて配置されており、前記他方向Ｄ２に隣り合う微小凸部２３間のピッチＰは、互いに同等となっている。なお、微小凸部２３の前記他方向Ｄ２に沿った長さである微小凸部２３の幅Ｌ２は、前記実施形態における微小凸部２３の外径Ｌ１と同様に、例えば０．１μｍ以上１００μｍ未満となっていてもよい。   Moreover, the micro convex part 23 may be formed in the flat form which the front and back extends along the said one direction D1, for example like the pneumatic tire 50 shown in FIG. In the illustrated example, the minute protrusions 23 are arranged with an equivalent gap in the other direction D2, and the pitches P between the minute protrusions 23 adjacent in the other direction D2 are equal to each other. . Note that the width L2 of the minute projection 23, which is the length along the other direction D2 of the minute projection 23, is, for example, 0.1 μm or more and less than 100 μm, similarly to the outer diameter L1 of the minute projection 23 in the embodiment. It may be.

（第２実施形態）
次に、本発明の第２実施形態に係る空気入りタイヤを説明する。
なお、この第２実施形態においては、第１実施形態における構成要素と同一の部分については同一の符号を付し、その説明を省略し、異なる点についてのみ説明する。 (Second Embodiment)
Next, a pneumatic tire according to a second embodiment of the present invention will be described.
In the second embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, description thereof is omitted, and only different points will be described.

図７および図８に示すように、本実施形態に係る空気入りタイヤ６０では、陸部１８の頂面２２には、前記多数の微小凸部２３に代えて、多数の微小凹部６１が、隣り合うもの同士の間に隙間をあけて配設されている。微小凹部６１は、前記頂面２２からタイヤ径方向Ｒの内側に向けて窪んでおり、多数の微小凹部６１は互いに同形同大に形成されている。また、微小凹部６１は円柱状に窪んでおり、図示の例では、該微小凹部６１の底部は、陸部１８の頂面２２に沿って延在している。さらに微小凹部６１は、タイヤ径方向Ｒに沿って窪んでおり、微小凹部６１の中心線Ｏ３は、タイヤ径方向Ｒに沿って延在している。なお微小凹部６１の内径Ｌ３は、前記実施形態における微小凸部２３の外径Ｌ１と同様に、例えば０．１μｍ以上１００μｍ未満、好ましくは０．５μｍ以上１００μｍ未満となっていてもよい。   As shown in FIGS. 7 and 8, in the pneumatic tire 60 according to the present embodiment, a large number of minute recesses 61 are adjacent to the top surface 22 of the land portion 18 instead of the number of minute protrusions 23. It is arranged with a gap between the matching objects. The minute recesses 61 are recessed from the top surface 22 toward the inside in the tire radial direction R, and the numerous minute recesses 61 are formed in the same shape and size. Further, the minute recess 61 is recessed in a columnar shape, and in the illustrated example, the bottom of the minute recess 61 extends along the top surface 22 of the land portion 18. Further, the minute recess 61 is recessed along the tire radial direction R, and the center line O3 of the minute recess 61 extends along the tire radial direction R. The inner diameter L3 of the minute recess 61 may be, for example, 0.1 μm or more and less than 100 μm, preferably 0.5 μm or more and less than 100 μm, similarly to the outer diameter L1 of the minute protrusion 23 in the embodiment.

多数の微小凹部６１は、隣り合う微小凹部６１間のピッチＰ、つまり隣り合う微小凹部６１の中心線Ｏ３同士の間隔が、互いに同等になるように規則的に配設されている。図示の例では、微小凹部６１が、前記一方向Ｄ１に同等の隙間をあけて複数配置され、前記一方向Ｄ１に延在する凹部列６２をなしており、該凹部列６２が、前記他方向Ｄ２に同等の隙間をあけて、かつ前記一方向Ｄ１に位置がずらされて配置されている。そして、前記一方向Ｄ１および前記他方向Ｄ２に隣り合う微小凹部６１間のピッチＰが、互いに同等となっている。なお、隣り合う微小凹部６１間のピッチＰは、０．１μｍ以上１０００μｍ未満、好ましくは０．３μｍ以上１００μｍ未満となっている。ここで、隣り合う微小凹部６１間のピッチＰは、互いに同等でなくてもよく、例えば０．１μｍ以上１０００μｍ未満の範囲内や、０．３μｍ以上１００μｍ未満の範囲内でばらついていてもよい。   The large number of minute recesses 61 are regularly arranged so that the pitch P between the adjacent minute recesses 61, that is, the distance between the center lines O3 of the adjacent minute recesses 61 becomes equal to each other. In the illustrated example, a plurality of minute recesses 61 are arranged with an equivalent gap in the one direction D1 to form a recess row 62 extending in the one direction D1, and the recess row 62 is in the other direction. It is arranged with a gap equivalent to D2 and shifted in the one direction D1. And the pitch P between the micro recessed parts 61 adjacent to the said one direction D1 and the said other direction D2 is mutually equal. Note that the pitch P between adjacent minute recesses 61 is not less than 0.1 μm and less than 1000 μm, preferably not less than 0.3 μm and less than 100 μm. Here, the pitch P between the adjacent minute recesses 61 may not be equal to each other, and may vary within a range of 0.1 μm or more and less than 1000 μm, or within a range of 0.3 μm or more and less than 100 μm, for example.

そして本実施形態では、微小凹部６１の深さＤである微小凹部６１の開口面から底部までの長さは、０．１μｍ以上５μｍ未満となっている。なお前記微小凹部６１は、例えば当該空気入りタイヤ６０を成形する図示しないモールドの内面に、切削加工、放電加工またはエッチング加工で微小突起を形成すること等により成形することができる。   In the present embodiment, the length from the opening surface to the bottom of the minute recess 61, which is the depth D of the minute recess 61, is 0.1 μm or more and less than 5 μm. The minute recess 61 can be formed, for example, by forming minute protrusions on the inner surface of a mold (not shown) for forming the pneumatic tire 60 by cutting, electric discharge machining, or etching.

以上説明したように、本実施形態に係る空気入りタイヤ６０によれば、微小凹部６１の深さＤが、０．１μｍ以上５μｍ未満となっているので、氷雪路面の走行時に、陸部１８の頂面２２における微小凹部６１に氷雪路面上に形成された突起を入り込ませることが可能になり、陸部１８の頂面２２と氷雪路面との距離を短くしてこれらの両面を密接させ易くすることができる。これにより、陸部１８と氷雪路面とのファンデルワールス力を高めることが可能になり、氷雪路面における制動性能を長期間にわたって向上させることができる。
なお、微小凹部６１の深さＤが、０．１μｍ未満の場合、走行に伴う陸部１８の頂面２２の摩耗により微小凹部６１が短期間で消滅するおそれがある。また、微小凹部６１の深さＤが、５μｍ以上の場合、陸部１８の頂面２２と氷雪路面との距離を短くし難くなり、陸部１８と氷雪路面とのファンデルワールス力を高めることが困難になるおそれがある。 As described above, according to the pneumatic tire 60 according to the present embodiment, the depth D of the minute recess 61 is 0.1 μm or more and less than 5 μm. It becomes possible to allow the protrusions formed on the ice and snow road surface to enter the minute recess 61 on the top surface 22, and shorten the distance between the top surface 22 of the land portion 18 and the ice and snow road surface so that both surfaces can be in close contact with each other. be able to. As a result, the van der Waals force between the land portion 18 and the icy and snowy road surface can be increased, and the braking performance on the icy and snowy road surface can be improved over a long period of time.
In addition, when the depth D of the micro recessed part 61 is less than 0.1 micrometer, there exists a possibility that the micro recessed part 61 may lose | disappear in a short period by abrasion of the top surface 22 of the land part 18 accompanying driving | running | working. Further, when the depth D of the minute recess 61 is 5 μm or more, it becomes difficult to shorten the distance between the top surface 22 of the land portion 18 and the icy and snowy road surface, and the van der Waals force between the land part 18 and the icy and snowy road surface is increased. May become difficult.

また、隣り合う微小凹部６１間のピッチＰが、０．１μｍ以上１０００μｍ未満となっているので、陸部１８と氷雪路面とのファンデルワールス力を一層高めることができる。
すなわち、隣り合う微小凹部６１間のピッチＰが、０．１μｍ未満の場合、当該空気入りタイヤ６０の製造過程における加硫後にタイヤ６０がモールドから離型し難くなって微小凹部６１が損傷し易く、微小凹部６１を意図した形状に形成しづらくなるため、陸部１８の頂面２２と氷雪路面との距離を短くすることが困難になるおそれがある。また、隣り合う微小凹部６１間のピッチＰが、１０００μｍ以上の場合、氷雪路面の性状に対してピッチＰが大きすぎるため、陸部１８の頂面２２と氷雪路面との距離を短くすることが困難になるおそれがある。 In addition, since the pitch P between the adjacent minute recesses 61 is 0.1 μm or more and less than 1000 μm, the van der Waals force between the land portion 18 and the ice / snow road surface can be further increased.
That is, when the pitch P between adjacent minute recesses 61 is less than 0.1 μm, the tire 60 is difficult to release from the mold after vulcanization in the manufacturing process of the pneumatic tire 60, and the minute recesses 61 are easily damaged. Since it becomes difficult to form the minute recess 61 in the intended shape, it may be difficult to shorten the distance between the top surface 22 of the land portion 18 and the icy and snowy road surface. In addition, when the pitch P between the adjacent minute recesses 61 is 1000 μm or more, the pitch P is too large with respect to the properties of the icy and snowy road surface, and therefore the distance between the top surface 22 of the land portion 18 and the icy and snowy road surface may be shortened. May be difficult.

なお本実施形態では、微小凹部６１は、円柱状に窪んでいるものとしたが、これに限られない。
例えば図９に示す空気入りタイヤ７０のように、微小凹部６１は、半球状に窪んでいてもよい。
さらに例えば、図１０に示す空気入りタイヤ８０のように、微小凹部６１は、六角柱状に窪んでいてもよい。図示の例では、微小凹部６１は、前記タイヤ平面視において、正六角形状をなしており、前記一方向Ｄ１に隣り合う微小凹部６１、および前記他方向Ｄ２に隣り合う微小凹部６１はいずれも、当該微小凹部６１の側面部同士が並設されるように配置されている。なお、微小凹部６１の内径Ｌ３である対角径は、前述のように例えば０．１μｍ以上１００μｍ未満となっていてもよい。 In the present embodiment, the minute recess 61 is recessed in a columnar shape, but is not limited thereto.
For example, like the pneumatic tire 70 shown in FIG. 9, the minute recess 61 may be recessed in a hemispherical shape.
Further, for example, like the pneumatic tire 80 shown in FIG. 10, the minute recess 61 may be recessed in a hexagonal column shape. In the illustrated example, the micro concave portion 61 has a regular hexagonal shape in the tire plan view, and the micro concave portion 61 adjacent to the one direction D1 and the micro concave portion 61 adjacent to the other direction D2 are both It arrange | positions so that the side parts of the said micro recessed part 61 may be arranged in parallel. In addition, the diagonal diameter which is the internal diameter L3 of the micro recessed part 61 may be 0.1 micrometer or more and less than 100 micrometers as mentioned above.

なお、本発明の技術的範囲は前記実施形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲において種々の変更を加えることが可能である。
例えば、前記実施形態では、隣り合う微小凸部２３間のピッチＰ、または隣り合う微小凹部６１間のピッチＰが、０．１μｍ以上１０００μｍ未満、好ましくは０．３μｍ以上１００μｍ未満となっているものとしたが、これに限られない。 The technical scope of the present invention is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention.
For example, in the above embodiment, the pitch P between the adjacent minute convex portions 23 or the pitch P between the adjacent minute concave portions 61 is not less than 0.1 μm and less than 1000 μm, preferably not less than 0.3 μm and less than 100 μm. However, it is not limited to this.

また、サイプ２１は、前記実施形態に示したものに限られず、例えば、サイプ２１のタイヤ幅方向Ｗの両端部が、一対の周溝１９に各別に開口していなくてもよい。さらに例えば、サイプ２１は、前記タイヤ平面視において湾曲したり屈曲したり等していてもよい。さらにまた、サイプ２１はなくてもよい。   Further, the sipe 21 is not limited to the one shown in the above embodiment, and for example, both end portions of the sipe 21 in the tire width direction W may not be opened individually in the pair of circumferential grooves 19. Further, for example, the sipe 21 may be curved or bent in the tire plan view. Furthermore, the sipe 21 may not be provided.

また陸部１８は、前記実施形態に示したものに限られず、例えば、陸部が、タイヤ周方向の全長にわたって連続して延在するように周溝により区画されていて、横溝がなくてもよい。   The land portion 18 is not limited to that shown in the above embodiment. For example, the land portion is partitioned by a circumferential groove so as to continuously extend over the entire length in the tire circumferential direction, and there is no lateral groove. Good.

その他、本発明の趣旨に逸脱しない範囲で、前記実施形態における構成要素を周知の構成要素に置き換えることは適宜可能であり、また、前記した変形例を適宜組み合わせてもよい。   In addition, it is possible to appropriately replace the constituent elements in the embodiment with known constituent elements without departing from the spirit of the present invention, and the above-described modified examples may be appropriately combined.

次に、以上説明した作用効果についての第１から第４の検証試験を実施した。   Next, first to fourth verification tests on the above-described operational effects were performed.

第１の検証試験では、微小凸部の高さについて検証した。該第１の検証試験では、実施例１から３、および比較例１、２の５つの空気入りタイヤを準備した。
実施例１から３の各空気入りタイヤは、第１実施形態に示した空気入りタイヤと同様の構成を共通に採用し、微小凸部の高さを、０．１μｍ以上５μｍ未満の範囲内で、下記表１に示すように互いに異ならせた。そして比較例１、２の各空気入りタイヤは、微小凸部の高さを、０．１μｍ以上５μｍ未満の範囲外で、下記表１に示すように互いに異ならせた。なお各空気入りタイヤのサイズは、１９５／６５Ｒ１５とした。 In the first verification test, the height of the minute convex portion was verified. In the first verification test, five pneumatic tires of Examples 1 to 3 and Comparative Examples 1 and 2 were prepared.
The pneumatic tires of Examples 1 to 3 commonly adopt the same configuration as the pneumatic tire shown in the first embodiment, and the height of the minute protrusions is within a range of 0.1 μm or more and less than 5 μm. These were made different from each other as shown in Table 1 below. In each of the pneumatic tires of Comparative Examples 1 and 2, the height of the minute protrusions was different from each other as shown in Table 1 below, outside the range of 0.1 μm or more and less than 5 μm. The size of each pneumatic tire was 195 / 65R15.

そして、実施例１から３、および比較例１、２の各空気入りタイヤについて、氷雪路面における制動性能と、微小凸部が消滅するまでの期間と、について評価した。   The pneumatic tires of Examples 1 to 3 and Comparative Examples 1 and 2 were evaluated for the braking performance on the icy and snowy road surface and the period until the minute convex portion disappeared.

氷雪路面における制動性能についての評価では、まず、正規リムに装着して内圧を２００ｋＰａとした各空気入りタイヤを、乗用車に取り付けて正規荷重を負荷した状態で、氷雪路面上を実車走行させ、初速度３５ｋｍ／ｈとしてフルブレーキをかけて静止状態になるまでの制動距離を測定し、初速度と制動距離から平均減速度を算出した。なお「正規リム」とは、「ＪＡＴＭＡ Ｙｅａｒ Ｂｏｏｋ」（２０１１年版）に定められた適用サイズにおける標準リムを指し、「正規荷重」とは、「ＪＡＴＭＡ Ｙｅａｒ Ｂｏｏｋ」（２０１１年版）に定められた適用サイズ・プライレーティングにおける最大荷重を指す。
そして、比較例１の空気入りタイヤの平均減速度に基づく評価指標を１００とし、各空気入りタイヤの氷雪路面における制動性能について相対的に指数により評価した。 In the evaluation of braking performance on a snowy and snowy road surface, first, each pneumatic tire attached to a regular rim and having an internal pressure of 200 kPa was mounted on a passenger car and a regular load was applied, and the vehicle was actually run on a snowy and snowy road surface. A braking distance until a stationary state was reached after applying a full brake at a speed of 35 km / h was measured, and an average deceleration was calculated from the initial speed and the braking distance. “Regular rim” refers to the standard rim in the applicable size specified in “JATMA Year Book” (2011 version), and “Regular load” refers to the application specified in “JATMA Year Book” (2011 version) The maximum load in size and ply rating.
Then, the evaluation index based on the average deceleration of the pneumatic tire of Comparative Example 1 was set to 100, and the braking performance on the icy and snowy road surface of each pneumatic tire was evaluated by a relative index.

また、微小凸部が消滅するまでの期間についての評価では、まず、正規リムに装着して規定内圧とした各空気入りタイヤを、乗用車に取り付けて正規荷重を負荷した状態で氷雪路面上を実車走行させ、微小凸部が消滅するまでの期間を測定した。
そして、比較例１の空気入りタイヤにおける微小凸部が消滅するまでの期間を１００とし、各空気入りタイヤの前記期間について相対的に指数により評価した。 Also, in the evaluation of the period until the minute protrusion disappears, first, each pneumatic tire attached to a regular rim and having a specified internal pressure was mounted on a passenger car and loaded on the icy and snowy road surface with a regular load applied. It was made to run and the period until a micro convex part disappeared was measured.
And the period until the micro convex part in the pneumatic tire of the comparative example 1 disappeared was set to 100, and the period of each pneumatic tire was evaluated by a relative index.

結果を下記表１に示す。   The results are shown in Table 1 below.

Figure 2013169807
Figure 2013169807

以上より、実施例１から３の各空気入りタイヤは、比較例２に比べて氷雪路面における制動性能が高く、かつ比較例１に比べて微小凸部が長期間にわたって存在することが確認された。   From the above, it was confirmed that each of the pneumatic tires of Examples 1 to 3 has a higher braking performance on the icy and snowy road surface than Comparative Example 2 and has minute protrusions over a long period of time compared to Comparative Example 1. .

次に、第２の検証試験では、隣り合う微小凸部間のピッチについて検証した。該第２の検証試験では、実施例４から６、および比較例３、４の５つの空気入りタイヤを準備した。
実施例４から６の各空気入りタイヤは、第１実施形態に示した空気入りタイヤと同様の構成を共通に採用し、隣り合う微小凸部間のピッチを、０．１μｍ以上１０００μｍ未満の範囲内で、下記表２に示すように互いに異ならせた。そして比較例３、４の各空気入りタイヤは、隣り合う微小凸部間のピッチを、０．１μｍ以上１０００μｍ未満の範囲外で、下記表２に示すように互いに異ならせた。なお各空気入りタイヤのサイズは、１９５／６５Ｒ１５とした。 Next, in the second verification test, the pitch between adjacent minute convex portions was verified. In the second verification test, five pneumatic tires of Examples 4 to 6 and Comparative Examples 3 and 4 were prepared.
The pneumatic tires of Examples 4 to 6 commonly adopt the same configuration as the pneumatic tire shown in the first embodiment, and the pitch between adjacent minute convex portions is in a range of 0.1 μm or more and less than 1000 μm. In Table 2, they were made different from each other. In each of the pneumatic tires of Comparative Examples 3 and 4, the pitch between adjacent minute convex portions was different from each other as shown in Table 2 below, outside the range of 0.1 μm or more and less than 1000 μm. The size of each pneumatic tire was 195 / 65R15.

そして、実施例４から６、および比較例３、４の各空気入りタイヤについて、氷雪路面における制動性能について評価した。なお、氷雪路面における制動性能についての評価は、前記第１の検証試験と同様とした。   And about the pneumatic tires of Examples 4 to 6 and Comparative Examples 3 and 4, the braking performance on icy and snowy road surfaces was evaluated. The evaluation of the braking performance on the icy and snowy road surface was the same as in the first verification test.

結果を下記表２に示す。   The results are shown in Table 2 below.

Figure 2013169807
Figure 2013169807

以上より、実施例４から６の各空気入りタイヤは、比較例３、４に比べて氷雪路面における制動性能が高いことが確認された。   From the above, it was confirmed that the pneumatic tires of Examples 4 to 6 had higher braking performance on the icy and snowy road surfaces than Comparative Examples 3 and 4.

次に、第３の検証試験では、微小凹部の深さについて検証した。該第３の検証試験では、実施例７から９、および比較例５、６の５つの空気入りタイヤを準備した。
実施例７から９の各空気入りタイヤは、第２実施形態に示した空気入りタイヤと同様の構成を共通に採用し、微小凹部の深さを、０．１μｍ以上５μｍ未満の範囲内で、下記表３に示すように互いに異ならせた。そして比較例５、６の各空気入りタイヤは、微小凹部の深さを、０．１μｍ以上５μｍ未満の範囲外で、下記表３に示すように互いに異ならせた。なお各空気入りタイヤのサイズは、１９５／６５Ｒ１５とした。 Next, in the third verification test, the depth of the minute recess was verified. In the third verification test, five pneumatic tires of Examples 7 to 9 and Comparative Examples 5 and 6 were prepared.
Each pneumatic tire of Examples 7 to 9 adopts the same configuration as the pneumatic tire shown in the second embodiment in common, and the depth of the minute recesses is in the range of 0.1 μm or more and less than 5 μm, As shown in Table 3 below, they were different from each other. In the pneumatic tires of Comparative Examples 5 and 6, the depth of the minute recesses was different from each other as shown in Table 3 below, outside the range of 0.1 μm or more and less than 5 μm. The size of each pneumatic tire was 195 / 65R15.

そして、実施例７から９、および比較例５、６の各空気入りタイヤについて、氷雪路面における制動性能と、微小凹部が消滅するまでの期間と、について評価した。なお、氷雪路面における制動性能についての評価、および微小凹部が消滅するまでの期間についての評価は、前記第１の検証試験と同様とした。   The pneumatic tires of Examples 7 to 9 and Comparative Examples 5 and 6 were evaluated for the braking performance on the icy and snowy road surface and the period until the minute recesses disappear. The evaluation on the braking performance on the icy and snowy road surface and the evaluation until the minute recess disappeared were the same as those in the first verification test.

結果を下記表３に示す。   The results are shown in Table 3 below.

Figure 2013169807
Figure 2013169807

以上より、実施例７から９の各空気入りタイヤは、比較例６に比べて氷雪路面における制動性能が高く、かつ比較例５に比べて微小凹部が長期間にわたって存在することが確認された。   From the above, it was confirmed that each of the pneumatic tires of Examples 7 to 9 had higher braking performance on the icy and snowy road surface than Comparative Example 6 and had minute recesses over a long period of time compared to Comparative Example 5.

次に、第４の検証試験では、隣り合う微小凹部間のピッチについて検証した。該第４の検証試験では、実施例１０から１２、および比較例７、８の５つの空気入りタイヤを準備した。
実施例１０から１２の各空気入りタイヤは、第２実施形態に示した空気入りタイヤと同様の構成を共通に採用し、隣り合う微小凹部間のピッチを、０．１μｍ以上１０００μｍ未満の範囲内で、下記表４に示すように互いに異ならせた。そして比較例７、８の各空気入りタイヤは、隣り合う微小凹部間のピッチを、０．１μｍ以上１０００μｍ未満の範囲外で、下記表４に示すように互いに異ならせた。なお各空気入りタイヤのサイズは、１９５／６５Ｒ１５とした。 Next, in the 4th verification test, it verified about the pitch between adjacent micro recessed parts. In the fourth verification test, five pneumatic tires of Examples 10 to 12 and Comparative Examples 7 and 8 were prepared.
The pneumatic tires of Examples 10 to 12 commonly adopt the same configuration as the pneumatic tire shown in the second embodiment, and the pitch between adjacent minute recesses is within a range of 0.1 μm or more and less than 1000 μm. Thus, they were different from each other as shown in Table 4 below. In each of the pneumatic tires of Comparative Examples 7 and 8, the pitch between adjacent minute recesses was different from each other as shown in Table 4 below, outside the range of 0.1 μm or more and less than 1000 μm. The size of each pneumatic tire was 195 / 65R15.

そして、実施例１０から１２、および比較例７、８の各空気入りタイヤについて、氷雪路面における制動性能について評価した。なお、氷雪路面における制動性能についての評価は、前記第１の検証試験と同様とした。   And about the pneumatic tires of Examples 10 to 12 and Comparative Examples 7 and 8, the braking performance on icy and snowy road surfaces was evaluated. The evaluation of the braking performance on the icy and snowy road surface was the same as in the first verification test.

結果を下記表４に示す。   The results are shown in Table 4 below.

Figure 2013169807
Figure 2013169807

以上より、実施例１０から１２の各空気入りタイヤは、比較例７、８に比べて氷雪路面における制動性能が高いことが確認された。   From the above, it was confirmed that the pneumatic tires of Examples 10 to 12 had higher braking performance on the icy and snowy road surfaces than Comparative Examples 7 and 8.

１０、３０、４０、５０、６０、７０、８０ 空気入りタイヤ
１７ トレッド踏面部
１８ 陸部
２２ 頂面
２３ 微小凸部
６１ 微小凹部
Ｄ 深さ
Ｈ 高さ
Ｐ ピッチ 10, 30, 40, 50, 60, 70, 80 Pneumatic tire 17 Tread tread part 18 Land part 22 Top face 23 Micro convex part 61 Micro concave part D Depth H Height P Pitch

Claims (2)

トレッド踏面部に陸部が配設された空気入りタイヤであって、
前記陸部の頂面には、多数の微小凸部または微小凹部が、隣り合うもの同士の間に隙間をあけて配設され、
前記微小凸部の高さ、または前記微小凹部の深さは、０．１μｍ以上５μｍ未満であることを特徴とする空気入りタイヤ。 A pneumatic tire having a land portion disposed on a tread surface,
On the top surface of the land portion, a large number of minute convex portions or minute concave portions are arranged with a gap between adjacent ones,
The pneumatic tire according to claim 1, wherein a height of the minute convex portion or a depth of the minute concave portion is 0.1 μm or more and less than 5 μm. 請求項１記載の空気入りタイヤであって、
隣り合う前記微小凸部間のピッチ、または隣り合う前記微小凹部間のピッチは、０．１μｍ以上１０００μｍ未満であることを特徴とする空気入りタイヤ。 The pneumatic tire according to claim 1,
A pneumatic tire characterized in that a pitch between adjacent minute convex portions or a pitch between adjacent minute concave portions is 0.1 μm or more and less than 1000 μm.
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WO2011118856A1 (en) * 2010-03-26 2011-09-29 株式会社ブリヂストン Tire, and method for producing die for tire vulcanization
JP2013136281A (en) * 2011-12-28 2013-07-11 Bridgestone Corp Tire and mold for molding tire

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JP2017507077A (en) * 2014-03-10 2017-03-16 コンパニー ゼネラール デ エタブリッスマン ミシュラン Tire with high contrast texture on tread surface
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