JP4648113B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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Publication number
JP4648113B2
JP4648113B2 JP2005195450A JP2005195450A JP4648113B2 JP 4648113 B2 JP4648113 B2 JP 4648113B2 JP 2005195450 A JP2005195450 A JP 2005195450A JP 2005195450 A JP2005195450 A JP 2005195450A JP 4648113 B2 JP4648113 B2 JP 4648113B2
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tire
land portion
land
width direction
kicking end
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JP2007008427A (en
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壮人 中山
冨田　　新
弘之 勝野
正敏 桃津
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Bridgestone Corp
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Bridgestone Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour

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

Description

本発明は、空気入りタイヤに関し、特に装着車両の制動性能を向上させる（制動距離を短縮させる）空気入りタイヤに関する。   The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire that improves the braking performance of a mounted vehicle (shortens the braking distance).

近年、ブレーキ装置の制動力を高める手段としてアンチロックブレーキシステム（以下、「ＡＢＳ」という。）を備えた車両が普及している。ＡＢＳには様々な方式が存在するが、いずれも制動中に車輪速度を計測し、タイヤがロックする前にブレーキを緩和し、再度ブレーキをかけるという動作を、繰り返し制御することにより、制動距離の短縮、制動中の車両挙動を安定させるシステムである。このＡＢＳの制動性能を向上させるために、従来は、トレッドゴムを変更したり、パターン剛性を高めるといった手法が用いられていた（例えば、特許文献１参照）。
特開２００２−２４８９０４号公報 In recent years, vehicles equipped with an anti-lock brake system (hereinafter referred to as “ABS”) have become widespread as means for increasing the braking force of a brake device. There are various types of ABS, but all of them measure the wheel speed during braking, relax the brake before the tire locks, and repeat the operation of applying the brake again. This system stabilizes vehicle behavior during shortening and braking. In order to improve the braking performance of the ABS, conventionally, techniques such as changing the tread rubber or increasing the pattern rigidity have been used (for example, see Patent Document 1).
JP 2002-248904 A

しかしながら、制動性能を向上させようとしてトレッドゴムを変更した場合には、転がり抵抗の増大を招く等の問題を招くことが多かった。また、制動性能を向上させようとして、単に陸部剛性を高めた場合には、一般にタイヤ軸方向のエッジ成分が減少したり、ネガティブ（溝部）面積が減少したりして、湿潤路面での操縦安定性が悪化する等の問題があった。   However, when the tread rubber is changed in order to improve the braking performance, problems such as an increase in rolling resistance are often caused. In addition, when simply improving the rigidity of the land to improve the braking performance, the edge component in the tire axial direction generally decreases or the negative (groove) area decreases, so that the maneuvering on the wet road surface is reduced. There were problems such as deterioration of stability.

なお、上記した従来例は、湿潤路面での操縦安定性を悪化させることなく制動性能を向上させようとする技術であるが、これはパターン剛性が大きいタイヤを前輪に用い、パターン剛性が小さいタイヤを後輪に用いているものである。
本発明は、上記事実を考慮して、操縦安定性を悪化させることなく、乾燥路面及び湿潤路面での制動性能を向上させることを目的とする。 The above-described conventional example is a technique for improving the braking performance without deteriorating the steering stability on the wet road surface. This is a tire using a tire having a high pattern rigidity as a front wheel and a low pattern rigidity. Is used for the rear wheel.
In view of the above facts, the present invention aims to improve braking performance on dry and wet road surfaces without deteriorating steering stability.

車両制動時のタイヤのブロックには、車輪と路面との速度差により制動力が発生し、ブロックの蹴り出し側（後に接地する側）から踏み込み側（先に接地する側）へ向かう力が作用するため、ブロックは剪断変形と曲げ変形をする。
発明者が種々の実験を行った結果、以下のような事実が判明した。
即ち、乾燥路面のような高μ（摩擦係数が高い）路面では、ブロックの剪断と曲げが大きいため、図１３に示すように、ブレーキ時、ブロック１００の踏面側に路面から入力ＢＦが入ると、蹴り出し側付近で局所的に大変形し、倒れこみが発生するため、接地性が悪化し制動力が減少、即ちμ（摩擦係数）が低下してしまう問題がある。なお、図中の符号１０２は、蹴出端であり、蹴出端１０２が陸部下側へ巻き込まれている。また、図１３（Ｂ）に示すように、蹴出端１０２は、幅方向中央部分が特に大きく巻き込まれていることが分かる。」 A braking force is generated on the tire block during vehicle braking due to the speed difference between the wheel and the road surface, and a force from the kicking side of the block (the side that contacts the ground later) to the stepping side (the side that contacts the ground first) acts Therefore, the block undergoes shear deformation and bending deformation.
As a result of the inventor's various experiments, the following facts were found.
That is, on a high μ road surface (having a high friction coefficient) such as a dry road surface, the shear and bending of the block are large. Therefore, as shown in FIG. 13, when the input BF enters the tread side of the block 100 from the road surface during braking. In the vicinity of the kicking-out side, large deformation occurs locally and collapse occurs, so that there is a problem that the ground contact property is deteriorated and the braking force is reduced, that is, μ (friction coefficient) is lowered. In addition, the code | symbol 102 in a figure is a kicking end, and the kicking end 102 is wound in the land part lower side. Further, as shown in FIG. 13 (B), it can be seen that the kicking end 102 is particularly greatly engulfed in the central portion in the width direction. "

請求項１に記載の発明は、上記事実に鑑みてなされたものであって、トレッドに周方向主溝及び横主溝によって区画された複数の陸部を備えた空気入りタイヤであって、前記陸部は、蹴出端側に蹴出端に向けて高さが漸減する陸部容積低減部が設けられており、かつ蹴出端の高さがタイヤ幅方向両端部からタイヤ幅方向中央部に向けて漸減している、ことを特徴としている。   Invention of Claim 1 was made | formed in view of the said fact, Comprising: It is a pneumatic tire provided with the several land part divided by the circumferential direction main groove and the horizontal main groove in the tread, The land portion is provided with a land portion volume reducing portion whose height gradually decreases toward the kicking end on the kicking end side, and the height of the kicking end is from the tire width direction both ends to the tire width direction center portion. It is characterized by a gradual decrease toward the.

次に、請求項１に記載の空気入りタイヤの作用を説明する。
請求項１に記載の空気入りタイヤのように、蹴出端側に蹴出端に向けて高さが漸減する陸部容積低減部を設けることにより、蹴出端付近のゴム量が減り、ブレーキ時の蹴出端部分の巻き込み量を抑制することができ、その結果、接地性が向上して制動力の低下が抑制される。 Next, the operation of the pneumatic tire according to claim 1 will be described.
As in the pneumatic tire according to claim 1, by providing a land volume reducing portion whose height gradually decreases toward the kicking end on the kicking end side, the amount of rubber near the kicking end is reduced, and the brake It is possible to suppress the amount of winding of the kicking end portion at the time, and as a result, the ground contact property is improved and the reduction of the braking force is suppressed.

また、蹴出端の中でも、ブレーキ時の巻き込み量の最も大きな部分は、蹴出端のうちの中央付近であるため、陸部容積低減部において、少なくとも蹴出端の高さをタイヤ幅方向両端部からタイヤ幅方向中央部に向けて漸減させることで、ブレーキ時の巻き込み量の最も大きな部分の巻き込み量を更に抑制することができ、その結果、接地性が向上して制動力の低下が更に抑制される。   Further, among the kicking ends, the portion with the largest amount of engulfment at the time of braking is near the center of the kicking ends, so at least the height of the kicking end is set at both ends in the tire width direction in the land volume reduction part. By gradually decreasing from the center toward the center in the tire width direction, it is possible to further suppress the amount of entrainment at the portion where the entrainment amount at the time of braking is the largest, and as a result, the ground contact property is improved and the braking force is further reduced. It is suppressed.

また、本発明では、陸部の形状を最適化することで制動性能を向上させており、トレッドのネガティブ率や、タイヤ幅方向のエッジ成分、溝体積等を変更することもないので、ドライ路面のみならず、ウエット路面走行時の操縦安定性を低下させることが無い。   Further, in the present invention, the braking performance is improved by optimizing the shape of the land portion, and the negative rate of the tread, the edge component in the tire width direction, the groove volume, etc. are not changed, so the dry road surface In addition, the steering stability when traveling on a wet road surface is not lowered.

請求項２に記載の発明は、請求項１に記載の空気入りタイヤにおいて、前記陸部容積低減部のタイヤ周方向長さは、前記陸部のタイヤ周方向長さの７〜１５％の範囲内に設定されている、ことを特徴としている。   Invention of Claim 2 is a pneumatic tire of Claim 1, The tire circumferential direction length of the said land part volume reduction part is the range of 7 to 15% of the tire circumferential direction length of the said land part. It is characterized by being set in.

次に、請求項２に記載の空気入りタイヤの作用を説明する。
陸部容積低減部のタイヤ周方向長さが陸部のタイヤ周方向長さの７％未満では、ブレーキ時の巻き込み量を抑制することが出来なくなる。
一方、陸部容積低減部のタイヤ周方向長さが陸部のタイヤ周方向長さの１５％を超えると、巻き込み変形に関係しない領域の陸部剛性が低下して制動性能が悪化する虞がある。 Next, the operation of the pneumatic tire according to claim 2 will be described.
If the length in the tire circumferential direction of the land volume reducing portion is less than 7% of the length in the tire circumferential direction of the land portion, the amount of entrainment during braking cannot be suppressed.
On the other hand, if the tire circumferential direction length of the land portion volume reducing portion exceeds 15% of the tire circumferential direction length of the land portion, the land portion rigidity in a region not related to the entanglement deformation may be lowered and the braking performance may be deteriorated. is there.

請求項３に記載の発明は、請求項１または請求項２に記載の空気入りタイヤにおいて、前記陸部の蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している場合、前記蹴出端の最も低い部分が、前記陸部のタイヤ幅方向中心線よりも陸部踏面を平面視したときの前記陸部の鋭角側に位置している、ことを特徴としている。   Invention of Claim 3 WHEREIN: In the pneumatic tire of Claim 1 or Claim 2, when the kicking end of the said land part inclines at angle (theta) (degree) with respect to the tire axial direction, The lowest part of the kicking end is located on an acute angle side of the land portion when the land portion tread is viewed in plan from the center line in the tire width direction of the land portion.

次に、請求項３に記載の空気入りタイヤの作用を説明する。
陸部の蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している場合、陸部の蹴り出し側では、鋭角部分と鈍角部分とが形成されることになる。
鋭角部分は、鈍角部分に比較して剛性が低いため、ブレーキ時の巻き込み量としては、鈍角側よりも大きくなってしまう。したがって、本発明のように、ブレーキ時の巻き込み量が大きくなってしまう鋭角側に、蹴出端の最も低い部分を変位させることで、蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している陸部のブレーキ時の鋭角側の巻き込み量を効果的に抑えることが出来る。 Next, the operation of the pneumatic tire according to claim 3 will be described.
When the kicking end of the land portion is inclined at an angle θ (°) with respect to the tire axial direction, an acute angle portion and an obtuse angle portion are formed on the kicking side of the land portion.
Since the acute angle portion has lower rigidity than the obtuse angle portion, the amount of entrainment during braking becomes larger than the obtuse angle side. Therefore, as in the present invention, the kicking end has an angle θ (°) with respect to the tire axial direction by displacing the lowest part of the kicking end to the acute angle side where the amount of entrainment during braking increases. It is possible to effectively suppress the amount of entrainment on the acute angle side during braking of the land portion inclined at.

請求項４に記載の発明は、請求項３に記載の空気入りタイヤにおいて、前記陸部のタイヤ幅方向の幅寸法をｄ0（ｍｍ）、前記陸部のタイヤ幅方向中心線から蹴出端の最も低い部分までのタイヤ幅方向距離をＬ0（ｍｍ）としたときに、（ｄ0／１３）×（θ／９０°）＜Ｌ0＜（ｄ0／４）×（θ／９０°）を満たす、ことを特徴としている。 According to a fourth aspect of the present invention, in the pneumatic tire according to the third aspect, the width dimension in the tire width direction of the land portion is d 0 (mm), and the kicking end from the tire width direction center line of the land portion. the lowest tire width direction distance to the portion of when the L 0 (mm), (d 0/13) × (θ / 90 °) <L 0 <(d 0/4) × (θ / 90 ° ) Is satisfied.

次に、請求項４に記載の空気入りタイヤの作用を説明する。
陸部のタイヤ幅方向の幅寸法をｄ0（ｍｍ）、陸部のタイヤ幅方向中心線から蹴出端の最も低い部分までのタイヤ幅方向距離をＬ0（ｍｍ）としたときに、（ｄ0／１３）×（θ／９０°）＜Ｌ0＜（ｄ0／４）×（θ／９０°）を満たすことで、蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している陸部のブレーキ時の巻き込み量を抑える効果が最も高くなる。 Next, the operation of the pneumatic tire according to claim 4 will be described.
When the width dimension in the tire width direction of the land portion is d 0 (mm) and the distance in the tire width direction from the tire width direction center line of the land portion to the lowest portion of the kicking end is L 0 (mm), d 0/13) in × (θ / 90 °) < L 0 <(d 0/4) × (θ / 90 °) by satisfying, trailing edge angle theta (° with respect to the tire axial direction) The effect of suppressing the amount of entrainment at the time of braking on the inclined land portion is the highest.

請求項５に記載の発明は、請求項１乃至請求項４の何れか１項に記載の空気入りタイヤにおいて、前記陸部をタイヤ周方向断面で見たときの最も高い位置と最も低い位置との高低差が０．１〜０．８ｍｍの範囲内に設定されている、ことを特徴としている。   According to a fifth aspect of the present invention, in the pneumatic tire according to any one of the first to fourth aspects, the highest position and the lowest position when the land portion is seen in a cross section in the tire circumferential direction. The height difference is set within a range of 0.1 to 0.8 mm.

次に、請求項５に記載の空気入りタイヤの作用を説明する。
上記高低差が０．１ｍｍ未満では、ゴム量の減少が十分でないため、巻き込み変形を抑制して制動性能を向上させる効果が十分に得られなくなる。
一方、上記高低差が０．８ｍｍを超えると、陸部の剛性が低下し過ぎて、ブレーキ時の陸部の変形が大きくなり、接地性が低下して制動性能が低下する。 Next, the operation of the pneumatic tire according to claim 5 will be described.
If the height difference is less than 0.1 mm, the amount of rubber is not sufficiently reduced, so that the effect of suppressing the entanglement deformation and improving the braking performance cannot be obtained sufficiently.
On the other hand, if the height difference exceeds 0.8 mm, the rigidity of the land portion is excessively lowered, the deformation of the land portion during braking is increased, the ground contact property is lowered, and the braking performance is lowered.

請求項６に記載の発明は、請求項１乃至請求項５の何れか１項に記載の空気入りタイヤにおいて、前記陸部の蹴出端の最も高い位置と最も低い位置との高低差が０．１〜０．８ｍｍの範囲内に設定されている、ことを特徴としている。   According to a sixth aspect of the present invention, in the pneumatic tire according to any one of the first to fifth aspects, a difference in height between the highest position and the lowest position of the kicking end of the land portion is zero. .. is set within a range of 1 to 0.8 mm.

次に、請求項６に記載の空気入りタイヤの作用を説明する。
上記高低差が０．１ｍｍ未満では、ゴム量の減少が十分でないため、巻き込み変形を抑制して制動性能を向上させる効果が十分に得られなくなる。
一方、上記高低差が０．８ｍｍを超えると、陸部の剛性が低下し過ぎて、ブレーキ時の陸部の変形が大きくなり、接地性が低下して制動性能が低下する。 Next, the operation of the pneumatic tire according to claim 6 will be described.
If the height difference is less than 0.1 mm, the amount of rubber is not sufficiently reduced, so that the effect of suppressing the entanglement deformation and improving the braking performance cannot be obtained sufficiently.
On the other hand, if the height difference exceeds 0.8 mm, the rigidity of the land portion is excessively lowered, the deformation of the land portion during braking is increased, the ground contact property is lowered, and the braking performance is lowered.

請求項７に記載の発明は、トレッドに周方向主溝及び横主溝によって区画された複数の陸部を備えた空気入りタイヤであって、前記陸部は、タイヤ幅方向に横断する１本以上のサイプによって複数の小陸部に分割されており、各々の前記小陸部は、蹴出端側に蹴出端に向けて高さが漸減する陸部容積低減部が設けられていると共に、かつ蹴出端の高さがタイヤ幅方向両端部からタイヤ幅方向中央部に向けて漸減しており、前記小陸部の前記サイプに隣接している蹴出端の高さは、前記小陸部の前記横主溝に隣接する蹴出端よりも低く設定されている、ことを特徴としている。   The invention according to claim 7 is a pneumatic tire provided with a plurality of land portions defined on the tread by a circumferential main groove and a horizontal main groove, the land portion being one traversing in the tire width direction. The sipe is divided into a plurality of small land portions, and each of the small land portions is provided with a land portion volume reducing portion whose height gradually decreases toward the kicking end on the kicking end side. And the height of the kicking end is gradually reduced from both ends in the tire width direction toward the center in the tire width direction, and the height of the kicking end adjacent to the sipe of the small land portion is small. It is characterized by being set lower than the kicking end adjacent to the horizontal main groove of the land portion.

次に、請求項５に記載の空気入りタイヤの作用を説明する。
陸部をタイヤ幅方向に横断するサイプにより複数の小陸部に分割した場合、小陸部の蹴出端端に蹴出端に向けて高さが漸減する陸部容積低減部を設けることにより、蹴出端付近のゴム量が減り、ブレーキ時の蹴出端部分の巻き込み量を抑制することができ、その結果、接地性が向上して制動力の低下が抑制される。 Next, the operation of the pneumatic tire according to claim 5 will be described.
When the land part is divided into a plurality of small land parts by sipe traversing the tire width direction, by providing a land part volume reducing part that gradually decreases in height toward the kicking end at the kicking end of the small land part As a result, the amount of rubber near the kicking end is reduced, and the amount of winding of the kicking end portion during braking can be suppressed. As a result, the ground contact property is improved and the reduction in braking force is suppressed.

また、小陸部の蹴出端の中でも、ブレーキ時の巻き込み量の最も大きな部分は、蹴出端のうちのタイヤ幅方向中央付近であるため、本発明の小陸部のように、少なくとも蹴出端の高さをタイヤ幅方向両端部からタイヤ幅方向中央部に向けて漸減させることで、ブレーキ時の巻き込み量の最も大きな部分の巻き込み量を更に抑制することができ、その結果、接地性が向上して制動力の低下が更に抑制される。   Further, among the kicking ends of the small land portion, the portion with the largest amount of entrainment at the time of braking is near the center in the tire width direction of the kicking end, so that at least the kicking portion as in the small land portion of the present invention. By gradually reducing the height of the protruding end from both ends in the tire width direction toward the center in the tire width direction, it is possible to further suppress the amount of entrainment in the portion where the amount of entrainment during braking is the largest. Is improved, and a decrease in braking force is further suppressed.

ここで、陸部をタイヤ周方向に分割して形成された小陸部は陸部剛性が低いために、ブレーキ時、陸部の中では、車両進行方向最前側に位置する小陸部よりも、車両進行方向後ろ側に位置する小陸部は変形し易い。
したがって、変形し易い方の小陸部の蹴出端、即ち、サイプに隣接している側の蹴出端の高さを、車両進行方向最前側に位置する小陸部の蹴出端（即ち、小陸部の横主溝に隣接する蹴出端）の高さよりも低く設定することで、変形し易い小陸部でのブレーキ時の巻き込み量を効果的に抑えることが出来る。 Here, because the small land portion formed by dividing the land portion in the tire circumferential direction has low land portion rigidity, at the time of braking, in the land portion, than the small land portion located on the foremost side in the vehicle traveling direction The small land portion located on the rear side in the vehicle traveling direction is easily deformed.
Accordingly, the height of the kicking end of the small land portion that is more easily deformed, that is, the height of the kicking end adjacent to the sipe, is set to the kicking end of the small land portion that is located on the foremost side in the vehicle traveling direction (that is By setting the height lower than the height of the kicking end adjacent to the horizontal main groove of the small land portion, it is possible to effectively suppress the amount of entrainment during braking in the small land portion that is easily deformed.

また、本発明では、小陸部の形状を最適化することで制動性能を向上させており、トレッドのネガティブ率や、タイヤ幅方向のエッジ成分、溝体積等を変更することもないので、ドライ路面のみならず、ウエット路面走行時の操縦安定性を低下させることが無い。   Further, in the present invention, the braking performance is improved by optimizing the shape of the small land portion, and the negative rate of the tread, the edge component in the tire width direction, the groove volume, and the like are not changed. There is no reduction in steering stability not only on the road surface but also on a wet road surface.

請求項８に記載の発明は、請求項７に記載の空気入りタイヤにおいて、前記陸部容積低減部のタイヤ周方向長さは、前記小陸部のタイヤ周方向長さの７〜１５％の範囲内に設定されている、ことを特徴としている。   The invention according to claim 8 is the pneumatic tire according to claim 7, wherein a tire circumferential direction length of the land portion volume reducing portion is 7 to 15% of a tire circumferential direction length of the small land portion. It is characterized by being set within the range.

次に、請求項８に記載の空気入りタイヤの作用を説明する。
陸部容積低減部のタイヤ周方向長さが小陸部のタイヤ周方向長さの７％未満では、ブレーキ時の巻き込み量を抑制することが出来なくなる。
一方、陸部容積低減部のタイヤ周方向長さが小陸部のタイヤ周方向長さの１５％を超えると、巻き込み変形に関係しない領域の陸部剛性が低下して制動性能が悪化する虞がある。 Next, the operation of the pneumatic tire according to claim 8 will be described.
If the length in the tire circumferential direction of the land volume reducing portion is less than 7% of the length in the tire circumferential direction of the small land portion, the amount of entrainment during braking cannot be suppressed.
On the other hand, if the tire circumferential direction length of the land portion volume reduction part exceeds 15% of the tire circumferential direction length of the small land part, the land part rigidity in a region not related to the entanglement deformation is lowered, and the braking performance may be deteriorated. There is.

請求項９に記載の発明は、請求項７または請求項８に記載の空気入りタイヤにおいて、前記小陸部の蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している場合、前記蹴出端の最も低い部分が、前記小陸部のタイヤ幅方向中心線よりも陸部踏面を平面視したときの前記小陸部の鋭角側に位置している、ことを特徴としている。   The invention according to claim 9 is the pneumatic tire according to claim 7 or 8, wherein the kicking end of the small land portion is inclined at an angle θ (°) with respect to the tire axial direction. The lowest portion of the kicking end is located on the acute angle side of the small land portion when the land portion tread is viewed in plan with respect to the tire width direction center line of the small land portion. .

次に、請求項９に記載の空気入りタイヤの作用を説明する。
小陸部の蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している場合、小陸部の蹴り出し側では、鋭角部分と鈍角部分とが形成されることになる。 Next, the operation of the pneumatic tire according to claim 9 will be described.
When the kicking end of the small land portion is inclined at an angle θ (°) with respect to the tire axial direction, an acute angle portion and an obtuse angle portion are formed on the kicking side of the small land portion.

鋭角部分は、鈍角部分に比較して剛性が低いため、ブレーキ時の巻き込み量としては、鈍角側よりも大きくなってしまう。したがって、本発明のように、ブレーキ時の巻き込み量が大きくなってしまう鋭角側に蹴出端の最も低い部分を位置させることで、蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している小陸部のブレーキ時の鋭角側の巻き込み量を効果的に抑えることが出来る。   Since the acute angle portion has lower rigidity than the obtuse angle portion, the amount of entrainment during braking becomes larger than the obtuse angle side. Therefore, as in the present invention, by positioning the lowest part of the kicking end on the acute angle side where the amount of engulfment during braking becomes large, the kicking end is at an angle θ (°) with respect to the tire axial direction. The amount of entrainment on the acute angle side during braking of the inclined small land can be effectively suppressed.

請求項１０に記載の発明は、請求項９に記載の空気入りタイヤにおいて、前記小陸部のタイヤ幅方向の幅寸法をｄ0（ｍｍ）、前記小陸部のタイヤ幅方向中心線から蹴出端の最も低い部分までのタイヤ幅方向距離をＬ0（ｍｍ）としたときに、（ｄ1／１３）×（θ／９０°）０＜Ｌ1＜（ｄ1／４）×（θ／９０°）を満たす、ことを特徴としている。 According to a tenth aspect of the present invention, in the pneumatic tire according to the ninth aspect, the width dimension of the small land portion in the tire width direction is d 0 (mm), and the small land portion is kicked from the tire width direction center line. the tire width direction distance to the lowest portion of the Extension end when the L 0 (mm), (d 1/13) × (θ / 90 °) 0 <L 1 <(d 1/4) × (θ / 90 °).

次に、請求項１０に記載の空気入りタイヤの作用を説明する。
小陸部のタイヤ幅方向の幅寸法をｄ1（ｍｍ）、小陸部のタイヤ幅方向中心線から蹴出端の最も低い部分までのタイヤ幅方向距離をＬ1（ｍｍ）としたときに、（ｄ1／１３）×（θ／９０°）０＜Ｌ1＜（ｄ1／４）×（θ／９０°）を満たすことで、蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している小陸部のブレーキ時の巻き込み量を抑える効果が最も高くなる。 Next, the operation of the pneumatic tire according to claim 10 will be described.
When the width dimension in the tire width direction of the small land portion is d 1 (mm) and the distance in the tire width direction from the tire width direction center line of the small land portion to the lowest portion of the kicking end is L 1 (mm) , (d 1/13) × (θ / 90 °) 0 <L 1 <(d 1/4) × (θ / 90 °) by satisfying the angular trailing edge is relative to the tire axial direction theta ( The effect of suppressing the amount of entrainment at the time of braking in the small land part inclined at °) is the highest.

請求項１１に記載の発明は、請求項７乃至請求項１０の何れか１項に記載の空気入りタイヤ前記小陸部をタイヤ周方向断面で見たときの最も高い位置と最も低い位置との高低差が０．１〜０．８ｍｍの範囲内に設定されている、ことを特徴とする。   The invention described in claim 11 includes the highest position and the lowest position when the pneumatic tire according to any one of claims 7 to 10 is viewed in a cross section in the tire circumferential direction. The height difference is set within a range of 0.1 to 0.8 mm.

次に、請求項１１に記載の空気入りタイヤの作用を説明する。
上記高低差が０．１ｍｍ未満では、ゴム量の減少が十分でないため、巻き込み変形を抑制して制動性能を向上させる効果が十分に得られなくなる。
一方、上記高低差が０．８ｍｍを超えると、陸部の剛性が低下し過ぎて、ブレーキ時の陸部の変形が大きくなり、接地性が低下して制動性能が低下する。 Next, the operation of the pneumatic tire according to claim 11 will be described.
If the height difference is less than 0.1 mm, the amount of rubber is not sufficiently reduced, so that the effect of suppressing the entanglement deformation and improving the braking performance cannot be obtained sufficiently.
On the other hand, if the height difference exceeds 0.8 mm, the rigidity of the land portion is excessively lowered, the deformation of the land portion during braking is increased, the ground contact property is lowered, and the braking performance is lowered.

請求項１２に記載の発明は、請求項７乃至請求項１１の何れか１項に記載の空気入りタイヤにおいて、前記小陸部の蹴出端の最も高い位置と最も低い位置との高低差が０．１〜０．８ｍｍの範囲内に設定されている、ことを特徴としている。   According to a twelfth aspect of the present invention, in the pneumatic tire according to any one of the seventh to eleventh aspects, there is a difference in height between the highest position and the lowest position of the kicking end of the small land portion. It is characterized by being set within a range of 0.1 to 0.8 mm.

次に、請求項１２に記載の空気入りタイヤの作用を説明する。
上記高低差が０．１ｍｍ未満では、ゴム量の減少が十分でないため、巻き込み変形を抑制して制動性能を向上させる効果が十分に得られなくなる。
一方、上記高低差が０．８ｍｍを超えると、陸部の剛性が低下し過ぎて、ブレーキ時の陸部の変形が大きくなり、接地性が低下して制動性能が低下する。 Next, the operation of the pneumatic tire according to claim 12 will be described.
If the height difference is less than 0.1 mm, the amount of rubber is not sufficiently reduced, so that the effect of suppressing the entanglement deformation and improving the braking performance cannot be obtained sufficiently.
On the other hand, if the height difference exceeds 0.8 mm, the rigidity of the land portion is excessively lowered, the deformation of the land portion during braking is increased, the ground contact property is lowered, and the braking performance is lowered.

以上説明したように本発明の空気入りタイヤによれば、操縦安定性を悪化させることなく、乾燥路面及び湿潤路面での制動性能を向上できる、という効果がある。   As described above, according to the pneumatic tire of the present invention, there is an effect that the braking performance on the dry road surface and the wet road surface can be improved without deteriorating the steering stability.

以下、本発明の実施の形態を図面に基づき説明する。
［第１の実施形態］
図１に示すように、第１の実施形態に係る空気入りタイヤ１０は、トレッド１２に周方向主溝１４及び横主溝１６により区画された複数の陸部１８（図１では、１つの陸部１８のみ図示している。）を有している。なお、図１において、Ｘはタイヤ周方向、Ｙはタイヤ軸方向、Ｚはタイヤ半径方向を夫々示しており、本実施形態の横主溝１６はタイヤ軸方向Ｙと平行に形成されている。
陸部１８は、タイヤ周方向両側（蹴り出し側（図１の矢印Ｒ方向側）、及び踏み込み側（図１の矢印Ｒ方向とは反対側））の踏面端部分に、陸部端に向けて高さが漸減する陸部容積低減部２０が形成されている。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
As shown in FIG. 1, the pneumatic tire 10 according to the first embodiment includes a plurality of land portions 18 (one land in FIG. 1) partitioned in a tread 12 by a circumferential main groove 14 and a lateral main groove 16. Only the portion 18 is shown.). In FIG. 1, X indicates the tire circumferential direction, Y indicates the tire axial direction, and Z indicates the tire radial direction, and the lateral main groove 16 of the present embodiment is formed in parallel with the tire axial direction Y.
The land portion 18 is directed toward the end of the land portion on the tread end portion on both sides in the tire circumferential direction (the kicking side (the arrow R direction in FIG. 1) and the stepping side (the opposite side to the arrow R direction in FIG. 1)). Thus, a land volume reduction unit 20 whose height gradually decreases is formed.

図１（Ａ）、（Ｂ）に示すように、この陸部容積低減部２０は、陸部端（及びタイヤ軸方向に沿った断面部分も同様）において、タイヤ幅方向両端部からタイヤ幅方向中央部に向けて高さが漸減している。陸部容積低減部２０のタイヤ周方向長さＡは、陸部１８のタイヤ周方向長さＢの７〜１５％の範囲内に設定することが好ましい。
図１（Ｃ）に示すように、陸部１８をタイヤ周方向断面で見たときの最も高い位置と最も低い位置との高低差ｈａは、０．１〜０．８ｍｍの範囲内に設定されていることが好ましい。 As shown in FIGS. 1 (A) and 1 (B), the land portion volume reducing unit 20 is configured so that, at the land portion end (and the cross-sectional portion along the tire axial direction), from the tire width direction both ends to the tire width direction. The height gradually decreases toward the center. The tire circumferential direction length A of the land portion volume reducing unit 20 is preferably set within a range of 7 to 15% of the tire circumferential direction length B of the land portion 18.
As shown in FIG. 1C, the height difference ha between the highest position and the lowest position when the land portion 18 is viewed in the tire circumferential cross section is set within a range of 0.1 to 0.8 mm. It is preferable.

図１（Ｂ）に示すように、陸部１８の蹴出端の最も高い位置と最も低い位置との高低差ｈｂは、０．１〜０．８ｍｍの範囲内に設定されていることが好ましい。
なお、陸部１８の踏面は、陸部容積低減部２０の形成されている部分以外では、実質平面状（但し、トレッド１２のタイヤ周方向及びタイヤ幅方向の曲率は含む）に形成されている。 As shown in FIG. 1B, the height difference hb between the highest position and the lowest position of the kicking end of the land portion 18 is preferably set within a range of 0.1 to 0.8 mm. .
The tread surface of the land portion 18 is formed in a substantially planar shape (however, the curvature of the tread 12 in the tire circumferential direction and the tire width direction is included) except for the portion where the land volume reducing portion 20 is formed. .

（作用）
本実施形態の空気入りタイヤ１０のように、タイヤ周方向端部に向けて高さが漸減する陸部容積低減部２０を設けることにより、蹴出端付近のゴム量が減り、ブレーキ時の蹴出端部分の巻き込み量を抑制することができ、その結果、接地性が向上して制動力の低下が抑制される。 (Function)
Like the pneumatic tire 10 of the present embodiment, by providing the land portion volume reducing portion 20 whose height gradually decreases toward the end in the tire circumferential direction, the amount of rubber near the kicking end is reduced, and the kicking at the time of braking is reduced. The amount of entanglement at the extended end portion can be suppressed, and as a result, the ground contact property is improved and the reduction in braking force is suppressed.

また、蹴出端の中でも、ブレーキ時の巻き込み量の最も大きな部分は、蹴出端のうちの中央付近であるため、本発明の陸部１８のように、陸部容積低減部２０においてタイヤ幅方向両端部からタイヤ幅方向中央部に向けて高さを漸減させることで、ブレーキ時の巻き込み量の最も大きな部分の巻き込み量を更に抑制することができ、その結果、接地性が向上して制動力の低下が更に抑制される。   Further, among the kicking ends, the portion with the largest amount of entrainment at the time of braking is near the center of the kicking ends. By gradually reducing the height from the both ends in the tire direction toward the center in the tire width direction, the amount of entrainment at the largest amount of entrainment during braking can be further suppressed, resulting in improved ground contact and control. A decrease in power is further suppressed.

この空気入りタイヤ１０では、陸部１８の形状を最適化することで制動性能を向上させており、トレッド１２のネガティブ率や、タイヤ幅方向のエッジ成分、溝体積等を変更することもないので、ドライ路面のみならず、ウエット路面走行時の操縦安定性を低下させることが無い。   In the pneumatic tire 10, the braking performance is improved by optimizing the shape of the land portion 18, and the negative rate of the tread 12, the edge component in the tire width direction, the groove volume, and the like are not changed. Further, not only the dry road surface but also the steering stability when traveling on the wet road surface is not lowered.

なお、陸部容積低減部２０のタイヤ周方向長さＡが陸部１８のタイヤ周方向長さＢの７％未満では、ブレーキ時の巻き込み量を抑制することが出来なくなる。
一方、陸部容積低減部２０のタイヤ周方向長さＡが陸部１８のタイヤ周方向長さＢの１５％を超えると、巻き込み変形に関係しない領域の陸部剛性が低下して制動性能が悪化する虞がある。 In addition, if the tire circumferential direction length A of the land portion volume reducing unit 20 is less than 7% of the tire circumferential direction length B of the land portion 18, the amount of entrainment during braking cannot be suppressed.
On the other hand, when the tire circumferential direction length A of the land portion volume reducing unit 20 exceeds 15% of the tire circumferential direction length B of the land portion 18, the land portion rigidity in a region not related to the entanglement deformation is lowered and the braking performance is reduced. There is a risk of getting worse.

また、陸部１８をタイヤ周方向断面で見たときの最も高い位置と最も低い位置との高低差ｈａが０．１ｍｍ未満では、ゴム量の減少が十分でないため、巻き込み変形を抑制して制動性能を向上させる効果が十分に得られなくなる。
一方、陸部１８をタイヤ周方向断面で見たときの最も高い位置と最も低い位置との高低差ｈａが０．８ｍｍを超えると、陸部１８の剛性が低下し過ぎて、ブレーキ時の陸部１８の変形が大きくなり、接地性が低下して制動性能が低下する。 Further, if the difference in height ha between the highest position and the lowest position when the land portion 18 is seen in the tire circumferential cross section is less than 0.1 mm, the amount of rubber is not sufficiently reduced. The effect of improving performance cannot be obtained sufficiently.
On the other hand, if the height difference ha between the highest position and the lowest position when the land portion 18 is viewed in the tire circumferential cross section exceeds 0.8 mm, the rigidity of the land portion 18 is too low, and the land at the time of braking is reduced. The deformation of the portion 18 is increased, the ground contact property is lowered, and the braking performance is lowered.

また、陸部１８の蹴出端の最も高い位置と最も低い位置との高低差ｈｂが０．１ｍｍ未満では、ゴム量の減少が十分でないため、巻き込み変形を抑制して制動性能を向上させる効果が十分に得られなくなる。
一方、陸部１８の蹴出端の最も高い位置と最も低い位置との高低差ｈｂが０．８ｍｍを超えると、陸部１８の剛性が低下し過ぎて、ブレーキ時の陸部１８の変形が大きくなり、接地性が低下して制動性能が低下する。 In addition, when the difference in height hb between the highest position and the lowest position of the kicking end of the land portion 18 is less than 0.1 mm, the amount of rubber is not sufficiently reduced, and therefore the effect of suppressing the entanglement deformation and improving the braking performance. Cannot be obtained sufficiently.
On the other hand, when the height difference hb between the highest position and the lowest position of the kicking end of the land portion 18 exceeds 0.8 mm, the rigidity of the land portion 18 is excessively lowered, and the deformation of the land portion 18 during braking occurs. As a result, the ground contact performance is lowered and the braking performance is lowered.

なお、本実施形態では、陸部容積低減部２０が陸部１８のタイヤ周方向両側に設けられているが、少なくとも車両装着時に、蹴出端側に設けられていれば良い。本実施形態において陸部容積低減部２０をタイヤ周方向両側に設けている理由は、ローテーション等によってタイヤの取り付け向きが変わっても良いようにしているためである。したがって、回転方向の指定されている場合には、陸部容積低減部２０は蹴出端側のみでも良い。   In the present embodiment, the land volume reducing portions 20 are provided on both sides of the land portion 18 in the tire circumferential direction. The reason why the land volume reducing portions 20 are provided on both sides in the tire circumferential direction in the present embodiment is that the mounting direction of the tire may be changed by rotation or the like. Therefore, when the rotation direction is designated, the land volume reducing unit 20 may be only on the kicking end side.

［第２の実施形態］
次に、本発明の第２の実施形態に係る空気入りタイヤ１０を説明する。なお、第１の実施形態と同一構成には同一符号を付し、その説明は省略する。
図２に示すように、本実施形態の陸部１８は、周方向に隣接する横主溝１６がタイヤ幅方向に対して角度θで同一方向に傾斜することで、トレッド平面視形状が菱形を呈している。 [Second Embodiment]
Next, a pneumatic tire 10 according to a second embodiment of the present invention will be described. In addition, the same code | symbol is attached | subjected to the same structure as 1st Embodiment, and the description is abbreviate | omitted.
As shown in FIG. 2, the land portion 18 of the present embodiment is such that the lateral main groove 16 adjacent in the circumferential direction is inclined in the same direction at an angle θ with respect to the tire width direction, so that the tread plan view shape has a rhombus shape. Presents.

このように、陸部１８の蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している場合、蹴出端の高さの最も低い部分Ｐを、陸部１８のタイヤ幅方向中心線ＢＣＬよりも陸部踏面を平面視したときの陸部１８の鋭角側に位置させることが好ましく、陸部１８のタイヤ幅方向の幅寸法をｄ（ｍｍ）、陸部１８のタイヤ幅方向中心線ＢＣＬから蹴出端の高さの最も低い部分Ｐまでのタイヤ幅方向距離をＬ（ｍｍ）としたときに、（ｄ／１３）×（θ／９０°）０＜Ｌ＜（ｄ／４）×（θ／９０°）を満たすことが好ましい。   Thus, when the kicking end of the land portion 18 is inclined at an angle θ (°) with respect to the tire axial direction, the portion P having the lowest height of the kicking end is defined as the tire width direction of the land portion 18. It is preferable that the land portion tread is positioned at an acute angle side when the land portion tread is viewed in plan from the center line BCL. The width dimension in the tire width direction of the land portion 18 is d (mm), and the tire width direction of the land portion 18 is When the distance in the tire width direction from the center line BCL to the portion P having the lowest height of the kicking end is L (mm), (d / 13) × (θ / 90 °) 0 <L <(d / 4) It is preferable to satisfy x (θ / 90 °).

（作用）
次に、本実施形態の作用を説明する。
陸部１８の鋭角部分は、鈍角部分に比較して剛性が低いため、ブレーキ時の巻き込み量としては、鈍角側よりも大きくなってしまう。したがって、本実施形態の空気入りタイヤ１０のように、ブレーキ時の巻き込み量が大きくなってしまう鋭角側に陸部１８の高さの最も低い部分を位置させることで、蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している陸部１８のブレーキ時の鋭角側の巻き込み量を効果的に抑えることが出来る。 (Function)
Next, the operation of this embodiment will be described.
Since the acute angle portion of the land portion 18 is less rigid than the obtuse angle portion, the amount of entrainment during braking is larger than the obtuse angle side. Therefore, like the pneumatic tire 10 of the present embodiment, the kicking end is positioned in the tire axial direction by positioning the lowest portion of the land portion 18 on the acute angle side where the amount of entrainment during braking increases. In contrast, the amount of entrainment on the acute angle side during braking of the land portion 18 inclined at an angle θ (°) can be effectively suppressed.

なお、（ｄ／１３）×（θ／９０°）＜Ｌ＜（ｄ／４）×（θ／９０°）を満たすことで、蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している陸部１８のブレーキ時の巻き込み量を抑える効果が最も高くなる。   In addition, by satisfying (d / 13) × (θ / 90 °) <L <(d / 4) × (θ / 90 °), the kicking end is at an angle θ (°) with respect to the tire axial direction. The effect of suppressing the amount of entrainment during braking of the inclined land portion 18 is the highest.

［第３の実施形態］
次に、本発明の第３の実施形態に係る空気入りタイヤ１０を説明する。なお、前述した実施形態と同一構成には同一符号を付し、その説明は省略する。
図３に示すように、本実施形態では、陸部１８のタイヤ周方向中央部分に、タイヤ軸方向に横断するサイプ２２が形成され、陸部１８は、周方向に２つの小陸部１８Ａに分割されている。 [Third Embodiment]
Next, a pneumatic tire 10 according to a third embodiment of the present invention will be described. In addition, the same code | symbol is attached | subjected to the same structure as embodiment mentioned above, and the description is abbreviate | omitted.
As shown in FIG. 3, in the present embodiment, a sipe 22 that traverses in the tire axial direction is formed at the tire circumferential direction center portion of the land portion 18, and the land portion 18 is divided into two small land portions 18 </ b> A in the circumferential direction. It is divided.

このように、陸部１８をタイヤ周方向に複数の小陸部１８Ａに分割した場合も、各小陸部１８Ａにおいても、ブレーキ時の巻き込みの懸念があるので、各小陸部１８Ａにおいても、タイヤ周方向両側に陸部容積低減部２０を設けている。
なお、陸部１８をタイヤ周方向に複数の小陸部１８Ａに分割した場合、小陸部１８Ａのサイプ２２に隣接する蹴出端の高さは、小陸部１８Ａの横主溝１６に隣接する蹴出端の高さよりも低く設定される。また、小陸部１８Ａに対する陸部容積低減部２０のサイズ、位置、形状等の規定は、陸部１８と陸部容積低減部２０との関係と同様である。 Thus, even when the land portion 18 is divided into a plurality of small land portions 18A in the tire circumferential direction, each small land portion 18A also has a concern of being caught during braking, so in each small land portion 18A, Land portion volume reduction portions 20 are provided on both sides in the tire circumferential direction.
When the land portion 18 is divided into a plurality of small land portions 18A in the tire circumferential direction, the height of the kicking end adjacent to the sipe 22 of the small land portion 18A is adjacent to the horizontal main groove 16 of the small land portion 18A. It is set lower than the height of the kicking end. Further, the size, position, shape, and the like of the land portion volume reducing unit 20 with respect to the small land portion 18 </ b> A are the same as the relationship between the land portion 18 and the land portion volume reducing unit 20.

（作用）
次に、本実施形態の作用を説明する。
陸部１８をタイヤ周方向に複数の小陸部１８Ａに分割した場合、各小陸部１８Ａにおいても、ブレーキ時の巻き込みの懸念があるので、本実施形態のように各小陸部１８Ａにおいても、蹴出端側に陸部容積低減部２０を設けることで、小陸部１８Ａにおいてブレーキ時の巻き込み量を抑えることが出来る。 (Function)
Next, the operation of this embodiment will be described.
When the land portion 18 is divided into a plurality of small land portions 18A in the tire circumferential direction, each small land portion 18A also has a concern of being caught at the time of braking. Therefore, also in each small land portion 18A as in the present embodiment. By providing the land portion volume reducing portion 20 on the kicking end side, the amount of entrainment during braking can be suppressed in the small land portion 18A.

また、陸部１８をタイヤ周方向に分割して形成された小陸部１８Ａは陸部剛性が低いために、ブレーキ時、陸部１８の中では、車両進行方向最前側に位置する小陸部１８Ａよりも、車両進行方向後ろ側に位置する小陸部１８Ａは変形し易い（ブレーキ時、車両進行方向前側の小陸部１８Ａは、車両進行方向後ろ側の小陸部１８Ａによって支えられるので、変形し難い。）。   Further, since the small land portion 18A formed by dividing the land portion 18 in the tire circumferential direction has low land portion rigidity, the small land portion located on the foremost side in the vehicle traveling direction in the land portion 18 during braking. The small land portion 18A located on the rear side in the vehicle traveling direction is more easily deformed than the 18A in the vehicle traveling direction (because the small land portion 18A on the front side in the vehicle traveling direction is supported by the small land portion 18A on the rear side in the vehicle traveling direction. Difficult to deform.)

したがって、変形し易い方の小陸部１８Ａの蹴出端、即ち、サイプ２２に隣接している側の蹴出端の高さを、車両進行方向最前側に位置する小陸部１８Ａの蹴出端（即ち、小陸部１８Ａの横主溝１６に隣接する蹴出端）の高さよりも低く設定することで、変形し易い小陸部１８Ａでのブレーキ時の巻き込み量を効果的に抑えることが出来る。
なお、サイプ２２はひとつの陸部１８に２本以上形成されていても良い。 Therefore, the height of the kicking end of the small land portion 18A, which is more easily deformed, that is, the height of the kicking end adjacent to the sipe 22, is the kicking of the small land portion 18A located on the front side in the vehicle traveling direction. By setting it lower than the height of the end (that is, the kicking end adjacent to the horizontal main groove 16 of the small land portion 18A), the amount of entrainment during braking at the easily deformable small land portion 18A can be effectively suppressed. I can do it.
Two or more sipes 22 may be formed in one land portion 18.

（試験例）
本発明の効果を確かめるために、本発明の適用された実施例の空気入りタイヤ、従来例に係る空気入りタイヤ、及び比較例に係る空気入りタイヤを用意し、実車に装着して制動試験を行った。
・試験タイヤ：形状、寸法等は、以下の表１〜３に示した通りである。なお、タイヤサイズは１９５／６５Ｒ１４であり、トレッドの幅方向にブロックが６列。パターンは左右対称である。また、各陸部は、全て踏面の面積を一定に設定しており、陸部の高さは８ｍｍ、サイプの溝深さは８ｍｍである。 (Test example)
In order to confirm the effect of the present invention, a pneumatic tire according to an embodiment to which the present invention is applied, a pneumatic tire according to a conventional example, and a pneumatic tire according to a comparative example are prepared and mounted on an actual vehicle to perform a braking test. went.
Test tire: The shape, dimensions, etc. are as shown in Tables 1 to 3 below. The tire size is 195 / 65R14, and there are 6 rows of blocks in the tread width direction. The pattern is symmetrical. Each land portion has a constant tread area, the land portion height is 8 mm, and the sipe groove depth is 8 mm.

・制動試験：試験タイヤを５．５Ｊのリムに装着して内圧２００ｋＰａを充填した。試験条件は以下の通りである。
車両：ＦＦ車
装着位置：全輪
前輪荷重：３．８２Ｎ
後輪荷重：２．６Ｎ
２名乗車相当
初速：８０ｋｍ／ｈ
路面：ドライアスファルト路面
ＡＢＳ作動
比較評価は、上記条件下で実施した制動距離（ブレーキ作動開始から停止までに走った距離）で、従来例１のタイヤを１００として指数表示した。数値は小さいほど制動距離が短く、制動性能が良好であることを示している。
結果は、以下の表１〜３に示す通りであった。 Brake test: A test tire was mounted on a 5.5 J rim and filled with an internal pressure of 200 kPa. The test conditions are as follows.
Vehicle: FF vehicle mounting position: Front wheel load on all wheels: 3.82N
Rear wheel load: 2.6N
Two-seater equivalent initial speed: 80km / h
Road surface: Dry asphalt road surface ABS operation The comparative evaluation was a braking distance (a distance traveled from the start of braking operation to the stop) performed under the above conditions, and the index of the tire of Conventional Example 1 was indicated as 100. The smaller the value, the shorter the braking distance and the better the braking performance.
The results were as shown in Tables 1 to 3 below.

Figure 0004648113
Figure 0004648113
Figure 0004648113
 踏面を平面視した際の同じブロック形状同士（例えば、従来例１、比較例１、実施例１同士）で比較すると、実施例のタイヤは、従来例、及び比較例のタイヤに比較して高い制動性能を有していることが分かる。
Figure 0004648113
Figure 0004648113
Figure 0004648113
 When compared with the same block shape (for example, Conventional Example 1, Comparative Example 1, and Example 1) when the tread is viewed in plan, the tire of the example is higher than the tires of the conventional example and the comparative example. It turns out that it has braking performance.

（Ａ）は第１の実施形態（実施例１）に係る空気入りタイヤの陸部の斜視図であり、（Ｂ）は陸部を蹴出端側から見た側面図であり、（Ｃ）は陸部のタイヤ軸方向中央部分のタイヤ周方向に沿った断面図である。(A) is the perspective view of the land part of the pneumatic tire which concerns on 1st Embodiment (Example 1), (B) is the side view which looked at the land part from the kicking end side, (C) These are sectional drawings along the tire peripheral direction of the tire axial direction center part of a land part. （Ａ）は第２の実施形態（実施例２）に係る空気入りタイヤの陸部の平面図であり、（Ｂ）は陸部を蹴出端側から見た側面図であり、（Ｃ）は陸部のタイヤ軸方向中央部分のタイヤ周方向に沿った断面図である。(A) is a top view of the land part of the pneumatic tire which concerns on 2nd Embodiment (Example 2), (B) is the side view which looked at the land part from the kicking end side, (C) These are sectional drawings along the tire peripheral direction of the tire axial direction center part of a land part. （Ａ）は第３の実施形態（実施例３）に係る空気入りタイヤの陸部の斜視図であり、（Ｂ）は陸部を蹴出端側から見た側面図であり、（Ｃ）は陸部のタイヤ軸方向中央部分のタイヤ周方向に沿った断面図である。(A) is the perspective view of the land part of the pneumatic tire which concerns on 3rd Embodiment (Example 3), (B) is the side view which looked at the land part from the kicking end side, (C) These are sectional drawings along the tire peripheral direction of the tire axial direction center part of a land part. （Ａ）は実施例４に係る空気入りタイヤの陸部の平面図であり、（Ｂ）は陸部を蹴出端側から見た側面図であり、（Ｃ）は陸部のタイヤ軸方向中央部分のタイヤ周方向に沿った断面図である。(A) is a top view of the land part of the pneumatic tire which concerns on Example 4, (B) is the side view which looked at the land part from the kicking end side, (C) is the tire axial direction of a land part It is sectional drawing along the tire peripheral direction of the center part. （Ａ）は比較例１に係る空気入りタイヤの陸部の斜視図であり、（Ｂ）は陸部を蹴出端側から見た側面図であり、（Ｃ）は陸部のタイヤ軸方向中央部分のタイヤ周方向に沿った断面図である。(A) is the perspective view of the land part of the pneumatic tire which concerns on the comparative example 1, (B) is the side view which looked at the land part from the kicking end side, (C) is the tire axial direction of a land part It is sectional drawing along the tire peripheral direction of the center part. （Ａ）は比較例２に係る空気入りタイヤの陸部の平面図であり、（Ｂ）は陸部を蹴出端側から見た側面図であり、（Ｃ）は陸部のタイヤ軸方向中央部分のタイヤ周方向に沿った断面図である。(A) is a top view of the land part of the pneumatic tire which concerns on the comparative example 2, (B) is the side view which looked at the land part from the kicking end side, (C) is the tire axial direction of a land part It is sectional drawing along the tire peripheral direction of the center part. （Ａ）は比較例３に係る空気入りタイヤの陸部の斜視図であり、（Ｂ）は陸部を蹴出端側から見た側面図であり、（Ｃ）は陸部のタイヤ軸方向中央部分のタイヤ周方向に沿った断面図である。(A) is the perspective view of the land part of the pneumatic tire which concerns on the comparative example 3, (B) is the side view which looked at the land part from the kicking end side, (C) is the tire axial direction of a land part It is sectional drawing along the tire peripheral direction of the center part. （Ａ）は比較例４に係る空気入りタイヤの陸部の平面図であり、（Ｂ）は陸部を蹴出端側から見た側面図であり、（Ｃ）は陸部のタイヤ軸方向中央部分のタイヤ周方向に沿った断面図である。(A) is a top view of the land part of the pneumatic tire which concerns on the comparative example 4, (B) is the side view which looked at the land part from the kicking end side, (C) is the tire axial direction of a land part It is sectional drawing along the tire peripheral direction of the center part. 従来例１に係る空気入りタイヤの陸部の斜視図である。It is a perspective view of the land part of the pneumatic tire which concerns on the prior art example 1. FIG. 従来例２に係る空気入りタイヤの陸部の平面図である。It is a top view of the land part of the pneumatic tire which concerns on the prior art example 2. 従来例３に係る空気入りタイヤの陸部の斜視図である。It is a perspective view of the land part of the pneumatic tire which concerns on the prior art example 3. FIG. 従来例４に係る空気入りタイヤの陸部の平面図である。It is a top view of the land part of the pneumatic tire which concerns on the prior art example 4. （Ａ）はブレーキ時のブロックの変形状態を示すブロックの側面図であり、（Ｂ）はブレーキ時のブロックの変形状態を示すブロックの踏面側から見た斜視図ある。(A) is the side view of the block which shows the deformation | transformation state of the block at the time of a brake, (B) is the perspective view seen from the tread side of the block which shows the deformation | transformation state of the block at the time of a brake.

符号の説明Explanation of symbols

１０ 空気入りタイヤ
１８ 陸部
２０ 陸部容積低減部 10 Pneumatic tire 18 Land part 20 Land part volume reduction part

Claims (12)

トレッドに周方向主溝及び横主溝によって区画された複数の陸部を備えた空気入りタイヤであって、
前記陸部は、蹴出端側に蹴出端に向けて高さが漸減する陸部容積低減部が設けられており、かつ蹴出端の高さがタイヤ幅方向両端部からタイヤ幅方向中央部に向けて漸減している、ことを特徴とする空気入りタイヤ。 A pneumatic tire provided with a plurality of land portions partitioned by a circumferential main groove and a horizontal main groove on a tread,
The land portion is provided with a land volume reduction portion whose height gradually decreases toward the kicking end on the kicking end side, and the height of the kicking end is from the tire width direction both ends to the center in the tire width direction. A pneumatic tire characterized by gradually decreasing toward the part. 前記陸部容積低減部のタイヤ周方向長さは、前記陸部のタイヤ周方向長さの７〜１５％の範囲内に設定されている、ことを特徴とする請求項１に記載の空気入りタイヤ。 2. The pneumatic according to claim 1, wherein a tire circumferential direction length of the land portion volume reducing portion is set within a range of 7 to 15% of a tire circumferential direction length of the land portion. tire. 前記陸部の蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している場合、前記蹴出端の最も低い部分が、前記陸部のタイヤ幅方向中心線よりも陸部踏面を平面視したときの前記陸部の鋭角側に位置している、ことを特徴とする請求項１または請求項２に記載の空気入りタイヤ。 When the kicking end of the land portion is inclined at an angle θ (°) with respect to the tire axial direction, the lowest portion of the kicking end is a land tread surface than the center line in the tire width direction of the land portion. The pneumatic tire according to claim 1, wherein the pneumatic tire is located on an acute angle side of the land portion when viewed in a plan view. 前記陸部のタイヤ幅方向の幅寸法をｄ0（ｍｍ）、前記陸部のタイヤ幅方向中心線から蹴出端の最も低い部分までのタイヤ幅方向距離をＬ0（ｍｍ）としたときに、（ｄ0／１３）×（θ／９０°）＜Ｌ0＜（ｄ0／４）×（θ／９０°）を満たす、ことを特徴とする請求項３に記載の空気入りタイヤ。 When the width dimension in the tire width direction of the land portion is d 0 (mm) and the distance in the tire width direction from the tire width direction center line of the land portion to the lowest portion of the kicking end is L 0 (mm) The pneumatic tire according to claim 3, wherein (d 0/13 ) × (θ / 90 °) <L 0 <(d 0/4 ) × (θ / 90 °) is satisfied. 前記陸部をタイヤ周方向断面で見たときの最も高い位置と最も低い位置との高低差が０．１〜０．８ｍｍの範囲内に設定されている、ことを特徴とする請求項１乃至請求項４の何れか１項に記載の空気入りタイヤ。 The height difference between the highest position and the lowest position when the land portion is seen in a tire circumferential cross section is set in a range of 0.1 to 0.8 mm. The pneumatic tire according to claim 4. 前記陸部の蹴出端の最も高い位置と最も低い位置との高低差が０．１〜０．８ｍｍの範囲内に設定されている、ことを特徴とする請求項１乃至請求項５の何れか１項に記載の空気入りタイヤ。   The height difference between the highest position and the lowest position of the kicking end of the land portion is set within a range of 0.1 to 0.8 mm. The pneumatic tire according to claim 1. トレッドに周方向主溝及び横主溝によって区画された複数の陸部を備えた空気入りタイヤであって、
前記陸部は、タイヤ幅方向に横断する１本以上のサイプによって複数の小陸部に分割されており、
各々の前記小陸部は、蹴出端側に蹴出端に向けて高さが漸減する陸部容積低減部が設けられていると共に、かつ蹴出端の高さがタイヤ幅方向両端部からタイヤ幅方向中央部に向けて漸減しており、
前記小陸部の前記サイプに隣接している蹴出端の高さは、前記小陸部の前記横主溝に隣接する蹴出端よりも低く設定されている、ことを特徴とする空気入りタイヤ。 A pneumatic tire provided with a plurality of land portions partitioned by a circumferential main groove and a horizontal main groove on a tread,
The land portion is divided into a plurality of small land portions by one or more sipes crossing in the tire width direction,
Each of the small land portions is provided with a land volume reducing portion whose height gradually decreases toward the kicking end on the kicking end side, and the height of the kicking end is from both ends in the tire width direction. It gradually decreases toward the center in the tire width direction.
The height of the kicking end adjacent to the sipe of the small land part is set lower than the kicking end adjacent to the horizontal main groove of the small land part, tire. 前記陸部容積低減部のタイヤ周方向長さは、前記小陸部のタイヤ周方向長さの７〜１５％の範囲内に設定されている、ことを特徴とする請求項７に記載の空気入りタイヤ。 The air according to claim 7, wherein a tire circumferential direction length of the land portion volume reducing unit is set within a range of 7 to 15% of a tire circumferential direction length of the small land portion. Enter tire. 前記小陸部の蹴出端がタイヤ軸方向に対して角度θ（°）で傾斜している場合、前記蹴出端の最も低い部分が、前記小陸部のタイヤ幅方向中心線よりも陸部踏面を平面視したときの前記小陸部の鋭角側に位置している、ことを特徴とする請求項６または請求項８に記載の空気入りタイヤ。 When the kicking end of the small land portion is inclined at an angle θ (°) with respect to the tire axial direction, the lowest portion of the kicking end is located on the land more than the center line in the tire width direction of the small land portion. The pneumatic tire according to claim 6 or 8, wherein the pneumatic tire is located on an acute angle side of the small land portion when the tread surface is viewed in plan. 前記小陸部のタイヤ幅方向の幅寸法をｄ1（ｍｍ）、前記小陸部のタイヤ幅方向中心線から前記小陸部の最も低い部分までのタイヤ幅方向距離をＬ1（ｍｍ）としたときに、（ｄ1／１３）×（θ／９０°）０＜Ｌ1＜（ｄ1／４）×（θ／９０°）を満たす、ことを特徴とする請求項９に記載の空気入りタイヤ。 The width dimension in the tire width direction of the small land portion is d 1 (mm), and the tire width direction distance from the tire width direction center line of the small land portion to the lowest portion of the small land portion is L 1 (mm). when air according to claim 9, characterized in that, satisfying the (d 1/13) × ( θ / 90 °) 0 <L 1 <(d 1/4) × (θ / 90 °) Enter tire. 前記小陸部をタイヤ周方向断面で見たときの最も高い位置と最も低い位置との高低差が０．１〜０．８ｍｍの範囲内に設定されている、ことを特徴とする請求項７乃至請求項１０の何れか１項に記載の空気入りタイヤ。 The height difference between the highest position and the lowest position when the small land portion is seen in a tire circumferential cross section is set in a range of 0.1 to 0.8 mm. The pneumatic tire according to any one of claims 10 to 10. 前記小陸部の蹴出端の最も高い位置と最も低い位置との高低差が０．１〜０．８ｍｍの範囲内に設定されている、ことを特徴とする請求項７乃至請求項１１の何れか１項に記載の空気入りタイヤ。 The height difference between the highest position and the lowest position of the kicking end of the small land portion is set within a range of 0.1 to 0.8 mm. A pneumatic tire given in any 1 paragraph.
JP2005195450A 2005-07-04 2005-07-04 Pneumatic tire Expired - Fee Related JP4648113B2 (en)

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JP5174095B2 (en) * 2010-07-29 2013-04-03 住友ゴム工業株式会社 Motorcycle tires for running on rough terrain
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JP6130710B2 (en) * 2013-04-16 2017-05-17 株式会社ブリヂストン tire
DE102015223535A1 (en) * 2015-11-27 2017-06-01 Continental Reifen Deutschland Gmbh Vehicle tires

Citations (4)

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Publication number Priority date Publication date Assignee Title
JPH07186630A (en) * 1993-12-28 1995-07-25 Bridgestone Corp Pneumatic tire
WO2000050252A1 (en) * 1999-02-22 2000-08-31 Bridgestone Corporation Pneumatic tire
JP2002046424A (en) * 2000-08-02 2002-02-12 Bridgestone Corp Pneumatic tire
JP2003191718A (en) * 2001-12-27 2003-07-09 Bridgestone Corp Pneumatic tire

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07186630A (en) * 1993-12-28 1995-07-25 Bridgestone Corp Pneumatic tire
WO2000050252A1 (en) * 1999-02-22 2000-08-31 Bridgestone Corporation Pneumatic tire
JP2002046424A (en) * 2000-08-02 2002-02-12 Bridgestone Corp Pneumatic tire
JP2003191718A (en) * 2001-12-27 2003-07-09 Bridgestone Corp Pneumatic tire

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