JP5308780B2 - Heavy duty pneumatic radial tire - Google Patents
Heavy duty pneumatic radial tire Download PDFInfo
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- JP5308780B2 JP5308780B2 JP2008291087A JP2008291087A JP5308780B2 JP 5308780 B2 JP5308780 B2 JP 5308780B2 JP 2008291087 A JP2008291087 A JP 2008291087A JP 2008291087 A JP2008291087 A JP 2008291087A JP 5308780 B2 JP5308780 B2 JP 5308780B2
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- land
- concave portion
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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
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
- B60C11/0309—Patterns comprising block rows or discontinuous ribs further characterised by the groove cross-section
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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
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
- B60C11/042—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag further characterised by the groove cross-section
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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
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
- B60C11/1323—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls asymmetric
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Description
本発明は、特に、トラック・バス等の重荷重車両用の空気入りラジアルタイヤの、トレッド部での偏摩耗を低減できる重荷重用空気入りラジアルタイヤに関するものである。 In particular, the present invention relates to a heavy-duty pneumatic radial tire that can reduce uneven wear at a tread portion of a pneumatic radial tire for heavy-duty vehicles such as trucks and buses.
重荷重用空気入りラジアルタイヤでは、タイヤの負荷転動に当って、接地面内で、荷重による、圧縮力を受けた陸部が、圧縮方向と直角となる鉛直方向(トレッド周方向および/または幅方向)歪に起因して溝壁が膨出変形し、その後、陸部が路面を離れる時に、その変形が戻ることで、その陸部の、路面に対する滑りが生じる(ワイピング)現象が起こる。
特に、トレッド踏面の、周溝等によって区画された陸部の縁部は、ワイピング現象や、タイヤ幅方向のサイドフォースの入力により、他の領域より変形が大きくなり、その陸部の縁部に偏摩耗が発生して、その摩耗が陸部内に進展する。このような摩耗は、タイヤの摩耗寿命を損ねるばかりか、操縦安定性にも大きな影響を及ぼすことになる。
In heavy-duty pneumatic radial tires, the land that receives the compressive force due to the load within the contact surface during rolling rolling of the tire is perpendicular to the compression direction (tread circumferential direction and / or width). (Direction) The groove wall bulges and deforms due to strain, and then, when the land part leaves the road surface, the deformation is returned to cause a slip of the land part with respect to the road surface (wiping).
In particular, the land edge of the tread tread divided by circumferential grooves etc. is deformed more than other areas due to the wiping phenomenon and the input of side force in the tire width direction, and the land edge Uneven wear occurs and the wear develops in the land. Such wear not only impairs the wear life of the tire, but also greatly affects steering stability.
このような陸部の縁部近傍に発生する偏摩耗に対して、例えば、陸部の縁部付近にタイヤ幅方向に延在するサイプを設けて、その領域の陸部剛性を低減することで、その領域の変形量を大きくして偏摩耗を助長する制動力の剪断力成分を、サイプ形成した領域に負担させて、陸部内への偏摩耗の進展を低減させる技術が提案されている。 For example, by providing a sipe extending in the tire width direction in the vicinity of the edge of the land to reduce the unevenness of the land in the vicinity of the edge of the land. A technique has been proposed in which the shear force component of the braking force that promotes uneven wear is increased by increasing the amount of deformation in the region, and the progress of uneven wear in the land portion is reduced by causing the sipe-formed region to bear.
しかるに、陸部縁部に、このようなサイプを設けることで、偏摩耗の進展は低減できるものの、そのサイプを設けた領域の剛性が低くなって、サイプテアーを発生したり、陸部の一部が欠けたりするおそれがあった。 However, by providing such a sipe at the edge of the land, the progress of uneven wear can be reduced, but the rigidity of the area where the sipe is provided becomes low, and a sipe tear is generated or a part of the land is formed. There was a risk of missing.
そこで、本発明の目的は、ワイピング現象やサイドフォースの入力等に起因する陸部の縁部の偏摩耗の発生を低減するとともに、陸部内への偏摩耗の進展を十分に抑制できる重荷重用空気入りラジアルタイヤを提供することにある。 Accordingly, an object of the present invention is to reduce the occurrence of uneven wear at the edge of the land due to the wiping phenomenon, side force input, etc. The purpose is to provide a radial tire.
この発明にかかる空気入りタイヤは、トレッド踏面に、タイヤ周方向に延びる複数本の周溝を配設し、相互に隣り合う二本の周溝の間に陸部を区画したものであって、タイヤ幅方向断面内での、周溝の、少なくとも一方の溝壁の上端からの凹部を形成し、この凹部をタイヤ周方向に不連続に設けてなることを特徴とするものである。 A pneumatic tire according to the present invention has a plurality of circumferential grooves extending in a tire circumferential direction on a tread surface, and a land portion is defined between two circumferential grooves adjacent to each other. A recess is formed from the upper end of at least one groove wall of the circumferential groove in the cross section in the tire width direction, and the recess is provided discontinuously in the tire circumferential direction.
ここで、周溝は、直線状の延在形態のみならず、ジグザグ状、波形状、クランク状等の形態で延在させることもできる。 Here, the circumferential groove can be extended not only in a linear extension form but also in a zigzag form, a wave form, a crank form, or the like.
このような重荷重用空気入りラジアルタイヤにおいてより好ましくは、タイヤ幅方向断面内で、周溝の溝壁の上端および溝底点を結ぶ仮想線分からの凹部の最大深さtと、この仮想線分と凹部の陸部頂面での接線とのなす角度αと、周溝の最大溝深さDとが、0<t≦2×D×tanα(ただし、α=0のとき、0<t<D/8)の関係を満たす。
ここで、溝壁の溝底点とは、溝壁と溝底曲線との接合点をいうものとする。
More preferably, in such a heavy-duty pneumatic radial tire, the maximum depth t of the concave portion from the imaginary line segment connecting the upper end and the groove bottom point of the groove wall of the circumferential groove in the cross section of the tire width direction, and the imaginary line segment And the maximum groove depth D of the circumferential groove is 0 <t ≦ 2 × D × tan α (when α = 0, 0 <t < D / 8) is satisfied.
Here, the groove bottom point of the groove wall refers to a junction point between the groove wall and the groove bottom curve.
また好ましくは、凹部を、タイヤ周方向に5〜L/10mm(ただし、Lは、凹部を設けた各溝の、タイヤ接地面の凹部のタイヤ周方向長さであり、50<Lのとき、5〜10mm)のピッチで設ける。 Preferably, the concave portion is 5 to L / 10 mm in the tire circumferential direction (where L is the tire circumferential direction length of the concave portion of the tire ground contact surface of each groove provided with the concave portion, and when 50 <L, 5-10 mm).
本発明の空気入りタイヤでは、タイヤ幅方向断面内での、周溝の、少なくとも一方の溝壁の上端からの凹部を形成することで、荷重時の膨出するゴム量を減らすことにより、溝壁が膨出して戻るワイピング変形の際に発生する陸部縁部の変形を抑制することができる。その結果、陸部縁部に発生する偏摩耗を抑制することができる。 In the pneumatic tire of the present invention, by forming a recess from the upper end of at least one groove wall of the circumferential groove in the cross section in the tire width direction, the groove amount is reduced by reducing the amount of rubber that bulges under load. It is possible to suppress the deformation of the land edge that occurs during the wiping deformation in which the wall expands and returns. As a result, uneven wear that occurs at the land edge can be suppressed.
また、周溝の溝壁に凹部を形成することで、ワイビング現象やサイドフォースの入力時の陸部縁部の接地圧を低下させて、変形を抑制することができ、その結果として偏摩耗を抑制することができる。 In addition, by forming a recess in the groove wall of the circumferential groove, it is possible to reduce the ground pressure at the edge of the land portion when inputting the wibbing phenomenon or side force, thereby suppressing deformation, resulting in uneven wear. Can be suppressed.
そしてまた、凹部をタイヤ周方向に不連続に設けることで、トレッド部のゴム体積を減らすことに起因する摩耗寿命の低下や、陸部剛性の低下による陸部縁部の欠けを抑制することができる。 In addition, by providing the recesses in the tire circumferential direction discontinuously, it is possible to suppress a decrease in wear life due to a decrease in the rubber volume of the tread portion, and chipping of a land edge due to a decrease in land rigidity. it can.
以下に、図面を参照しながら本発明の空気入りタイヤを詳細に説明する。
図1は、本発明の空気入りタイヤの一の実施形態を示すトレッドパターンの部分展開図であり、図2は、図1の周溝の、タイヤ幅方向断面内を示す要部拡大端面図である。
タイヤ内部の補強構造は、一般的なラジアルタイヤのそれと同様であるので、図示を省略する。
Hereinafter, the pneumatic tire of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a partial development view of a tread pattern showing an embodiment of a pneumatic tire according to the present invention, and FIG. 2 is an enlarged end view of a main part showing the inside of a tire width direction cross section of the circumferential groove of FIG. is there.
Since the reinforcing structure inside the tire is the same as that of a general radial tire, the illustration is omitted.
図中1はトレッド踏面を示し、このトレッド踏面1にはトレッド周方向に延在する複数本の周溝、図では、タイヤ赤道面からともに等しい間隔をおいた位置でトレッド周方向に直線状に連続して延びる二本のセンター周溝2と、このセンター周溝2のそれぞれの側部に隣接するショルダー周溝3とを配設する。 In the figure, reference numeral 1 denotes a tread surface, and the tread surface 1 has a plurality of circumferential grooves extending in the tread circumferential direction. In the figure, the tread surface 1 is linearly arranged in the tread circumferential direction at equal intervals from the tire equator surface. Two center circumferential grooves 2 extending continuously, and shoulder circumferential grooves 3 adjacent to the respective side portions of the center circumferential groove 2 are disposed.
そして、図では二本のセンター周溝2の間に中央陸部4を、センター周溝2とショルダー周溝3との間に中間陸部5を、また、ショルダー周溝3とトレッド側縁との間にショルダー陸部6をそれぞれ区画する。 In the figure, the central land portion 4 is disposed between the two center circumferential grooves 2, the intermediate land portion 5 is disposed between the center circumferential groove 2 and the shoulder circumferential groove 3, and the shoulder circumferential groove 3 and the tread side edge. Each of the shoulder land portions 6 is partitioned between the two.
中央陸部4および中間陸部5には、タイヤ周方向に傾斜して図では左下がりに延びて、両端が各陸部4,5内で終了する、それぞれの周溝2,3に開口しないサイプ7,8を、タイヤ周方向に等間隔で設ける。
The central land portion 4 and the intermediate land portion 5 are inclined in the tire circumferential direction and extend to the left in the figure, and both ends do not open in the respective circumferential grooves 2 and 3 ending in the land portions 4 and 5.
ここで、それぞれの周溝2,3は、例えば、溝幅を10.0〜19.0mmの範囲とし、溝深さを7.0〜25.0mmの範囲とすることができる。 Here, each of the circumferential grooves 2 and 3 can have a groove width in the range of 10.0 to 19.0 mm and a groove depth in the range of 7.0 to 25.0 mm, for example.
そしてこの空気入りタイヤでは、周溝の、少なくとも一方の溝壁、図では両方の溝壁の上端から、例えば単一円弧で凹部9を形成し、この凹部9をタイヤ周方向に不連続に、好ましくは5〜L/10mm(ただし、Lは、凹部を設けた各溝の、タイヤ接地面の凹部のタイヤ周方向長さであり、50<Lのとき、5〜10mm)のピッチで設ける。 In this pneumatic tire, at least one groove wall of the circumferential groove, in the figure, from the upper end of both groove walls, for example, a recess 9 is formed with a single arc, and the recess 9 is discontinuous in the tire circumferential direction. Preferably, the pitch is 5 to 10 mm (where L is the length in the tire circumferential direction of the recess on the tire ground contact surface of each groove provided with a recess, and 5 to 10 mm when 50 <L).
また、凹部9の形状は、屈曲点および変局点等を有さない連続形状とすることが好ましく、この形状とすることで、荷重時、非荷重時の屈曲変形による、周溝の歪集中を緩和して、周溝のクラック等を防ぐことができる。 Moreover, it is preferable that the shape of the concave portion 9 is a continuous shape that does not have a bending point, an inflection point, or the like. By using this shape, strain concentration in the circumferential groove due to bending deformation at the time of loading or non-loading is achieved. Can be mitigated and cracks in the circumferential groove can be prevented.
このようなタイヤにおいてより好ましくは、凹部9が、周溝の溝壁の上端および溝底点を結ぶ仮想線分からの凹部9の最大深さtと、この仮想線分と凹部9の陸部頂面での接線とのなす角度αと、周溝の最大溝深さDとが、0<t≦2×D×tanα(ただし、α=0のとき、0<t<D/8)の関係を満たす。 In such a tire, more preferably, the concave portion 9 has a maximum depth t of the concave portion 9 from an imaginary line segment connecting the upper end and the groove bottom point of the groove wall of the circumferential groove, and the imaginary line segment and the land top of the concave portion 9. The relationship between the angle α formed with the tangent to the surface and the maximum groove depth D of the circumferential groove is 0 <t ≦ 2 × D × tan α (where 0 <t <D / 8 when α = 0) Meet.
この構成とすることで、トレッド部1のゴム量を大きく損なうことなく耐偏摩耗性を向上させて、タイヤの摩耗寿命を伸ばすことができる。 By adopting this configuration, it is possible to improve the uneven wear resistance without greatly impairing the rubber amount of the tread portion 1 and extend the wear life of the tire.
すなわち、tが2×D×tanα(α=0のとき、D/8)を超える場合には、耐偏摩耗性を向上させることはできるものの、凹部形状をもたない従来の溝壁形状に対して、ゴム量が減少する形状となるため、タイヤの寿命が低下する傾向がある。 That is, if t exceeds 2 × D × tan α (D / 8 when α = 0), the uneven wear resistance can be improved, but the conventional groove wall shape having no recess shape is obtained. On the other hand, since the rubber amount decreases, the tire life tends to decrease.
また好ましくは、凹部9を、タイヤ周方向に5〜L/10mm(ただし、Lは、凹部9を設けた各溝の、タイヤ接地面の凹部9のタイヤ周方向長さであり、50<Lのとき、5〜10mm)のピッチで設けることで、陸部剛性およびゴム量を大きく減少することなく、陸部縁部の偏摩耗を抑制することができる。 Preferably, the recess 9 is 5 to L / 10 mm in the tire circumferential direction (where L is the length in the tire circumferential direction of the recess 9 on the tire ground contact surface of each groove provided with the recess 9 and 50 <L In this case, by providing at a pitch of 5 to 10 mm, uneven wear of the land edge can be suppressed without greatly reducing the land rigidity and the rubber amount.
次に、図1に示すような構造を有し、サイズが295/75R22.5のタイヤの実施例タイヤ1,2、比較例タイヤ1〜3のタイヤを試作して、表1に示すように、それぞれの諸元を変化させて、耐偏摩耗性を評価した。 Next, tires of Example tires 1 and 2 and comparative tires 1 to 3 having a structure as shown in FIG. 1 and having a size of 295 / 75R22.5 are manufactured as shown in Table 1. Each item was changed to evaluate uneven wear resistance.
なお、この評価は、実施例タイヤ1,2および、比較例タイヤ1〜3のそれぞれ車両12台の計48台の操舵輪(前輪)に、リムサイズ8.25×22.5のリムに装着し、内圧を690kPaとし、負荷質量2800kgの下で走行し、陸部端の偏摩耗初期核の発生の有無、その後の偏摩耗進展性についての総合評価で行った。
なお、耐偏摩耗性は、トレッド縁部を除く各陸部縁部の偏摩耗面積の平均で評価した。
In this evaluation, the tires 1 and 2 and the tires 1 to 3 of the comparative example are mounted on a rim having a rim size of 8.25 × 22.5 on a total of 48 steering wheels (front wheels) of 12 vehicles. The inner pressure was set to 690 kPa, the vehicle was run under a load mass of 2800 kg, and a comprehensive evaluation was performed on the presence or absence of uneven wear initial nuclei at the land end and subsequent uneven wear progress.
The uneven wear resistance was evaluated by the average uneven wear area of each land edge except for the tread edge.
表2の結果から、実施例タイヤ1,2は、比較例タイヤ1〜3に対して、陸部縁部での耐偏摩耗性、ならびに耐摩耗性および耐久性が両立して良好な結果となった。
なお、比較例タイヤ2は257495km(16万mile)走行時に、約1/3のタイヤで摩耗が進行していたため取り外し、比較例タイヤ3は128748km(8万mile)走行時に、ほぼ全数のタイヤで屈曲点付近に皺や、重度のものはクラックが発生していたため、試験を中止した。
From the results of Table 2, the Example tires 1 and 2 have good results in comparison with the comparative example tires 1 to 3 in that both uneven wear resistance at the land edge and wear resistance and durability are compatible. became.
The comparative example tire 2 was removed because about 1/3 of the tire was worn when running 257495 km (160,000 miles), and the comparative example tire 3 was almost all tires when running 128748 km (80,000 miles). The test was stopped because cracks occurred in the vicinity of the bending point and cracks were severe.
1 トレッド踏面
2 センター周溝
3 ショルダー周溝
4 中央陸部
5 中間陸部
6 ショルダー陸部
7,8 サイプ
9 凹部
DESCRIPTION OF SYMBOLS 1 Tread tread 2 Center circumferential groove 3 Shoulder circumferential groove 4 Central land part 5 Middle land part 6
Claims (2)
タイヤ幅方向断面内での、周溝の、少なくとも一方の溝壁の上端からの凹部を形成し、この凹部をタイヤ周方向に不連続に設け、
タイヤ幅方向断面内で、周溝の溝壁の上端および溝底点を結ぶ仮想線分からの凹部の最大深さtと、この仮想線分と凹部の陸部頂面での接線とのなす角度αと、周溝の最大溝深さDとが、0<t≦2×D×tanα(ただし、α=0のとき、0<t<D/8)の関係を満たし、
凹部の形状は、屈曲点及び変曲点を有さない連続形状としてなることを特徴とする重荷重用空気入りラジアルタイヤ。 In a pneumatic tire in which a plurality of circumferential grooves extending in the tire circumferential direction are arranged on the tread surface, and a land portion is defined between two circumferential grooves adjacent to each other,
In the tire width direction cross section, forming a recess from the upper end of at least one groove wall of the circumferential groove, discontinuously providing this recess in the tire circumferential direction ,
In the tire width direction cross section, the angle formed between the maximum depth t of the concave portion from the imaginary line segment connecting the upper end of the groove wall and the groove bottom point of the circumferential groove and the tangent line at the land top surface of the concave portion α and the maximum groove depth D of the circumferential groove satisfy the relationship 0 <t ≦ 2 × D × tan α (where α <0, 0 <t <D / 8),
A heavy-duty pneumatic radial tire characterized in that the shape of the recess is a continuous shape having no bending point and inflection point .
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JP2008291087A JP5308780B2 (en) | 2008-11-13 | 2008-11-13 | Heavy duty pneumatic radial tire |
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JP2008291087A JP5308780B2 (en) | 2008-11-13 | 2008-11-13 | Heavy duty pneumatic radial tire |
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JP2010116064A JP2010116064A (en) | 2010-05-27 |
JP5308780B2 true JP5308780B2 (en) | 2013-10-09 |
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JP5934597B2 (en) * | 2011-07-29 | 2016-06-15 | 株式会社ブリヂストン | tire |
JP5980548B2 (en) | 2012-04-10 | 2016-08-31 | 東洋ゴム工業株式会社 | Pneumatic tire |
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JPS61108004A (en) * | 1984-10-31 | 1986-05-26 | Yokohama Rubber Co Ltd:The | Pneumatic radial tire |
JPH0234409A (en) * | 1988-07-22 | 1990-02-05 | Toyo Tire & Rubber Co Ltd | Pneumatic tire and its die for vulcanization molding |
JP5129470B2 (en) * | 2006-08-24 | 2013-01-30 | 住友ゴム工業株式会社 | Pneumatic tire |
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