WO2009142127A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2009142127A1 WO2009142127A1 PCT/JP2009/058851 JP2009058851W WO2009142127A1 WO 2009142127 A1 WO2009142127 A1 WO 2009142127A1 JP 2009058851 W JP2009058851 W JP 2009058851W WO 2009142127 A1 WO2009142127 A1 WO 2009142127A1
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- WIPO (PCT)
- Prior art keywords
- tire
- radial
- protrusion
- protrusion portion
- low
- Prior art date
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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
- B60C13/00—Tyre sidewalls; Protecting, decorating, marking, or the like, thereof
- B60C13/02—Arrangement of grooves or ribs
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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
- B60C17/00—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor
- B60C17/0009—Tyres characterised by means enabling restricted operation in damaged or deflated condition; Accessories therefor comprising sidewall rubber inserts, e.g. crescent shaped inserts
Definitions
- the present invention relates to a pneumatic tire provided with a plurality of radial protrusions extending along the tire radial direction on the tire surface.
- an increase in the temperature of a pneumatic tire promotes a change with time of materials constituting the pneumatic tire.
- changes over time of materials include changes in physical properties.
- the temperature rise of the pneumatic tire may cause damage to the tread portion during high speed running. Therefore, the temperature rise of the pneumatic tire is not preferable from the viewpoint of durability of the pneumatic tire.
- a run-flat tire is provided with a sidewall reinforcing layer that reinforces the tire side portion.
- the sidewall reinforcing layer has a crescent shape in a cross section along the tire width direction.
- deformation in the tire radial direction concentrates on the sidewall reinforcement layer.
- the sidewall reinforcing layer becomes high temperature and the durability of the run flat tire is deteriorated.
- a technique in which a reinforcing member that suppresses distortion of a pneumatic tire is provided in a carcass layer or a bead portion has been proposed (for example, Patent Document 1).
- a reinforcing member that suppresses the distortion of the tire side portion is provided in the carcass layer and the bead portion constituting the tire side portion.
- a technique for providing a rim guard having a large number of ridges on the outer side in the tire width direction of the bead portion in contact with the rim (hereinafter referred to as a second technique) is known.
- the surface area of the pneumatic tire is increased by the large number of ridges provided on the rim guard. Therefore, the heat dissipation of heat generated in the pneumatic tire is improved.
- separation of the reinforcing member may occur due to the load applied to the pneumatic tire.
- the reinforcing member may cause a new failure.
- the rigidity of the tire side portion is improved by providing the reinforcing member on the tire side portion, the pneumatic tire is likely to bounce. Therefore, there is a risk that steering stability, ride comfort, and the like will deteriorate. In particular, in run-flat tires, the rigidity of the tire side portion is even higher, so that ride comfort and the like may be deteriorated.
- the second technology described above intends to improve heat dissipation by increasing the surface area of the pneumatic tire.
- the outer surface of the pneumatic tire is preferably made of a rubber material having low thermal conductivity in order to suppress conduction of frictional heat generated between the pneumatic tire and the road surface. Therefore, even if the surface area of the pneumatic tire is simply increased, the temperature rise of the tire side portion cannot be sufficiently suppressed.
- the present invention has been made to solve the above-described problems. It is an object of the present invention to provide a pneumatic tire that can sufficiently suppress a temperature rise in a tire side portion.
- the present invention has the following characteristics.
- the first feature is that a plurality of radial protrusions (radial protrusions) extending along the tire radial direction on the tire surface (tire surface 31) and projecting outward from the tire surface in the tire width direction. 60), and a plurality of radial protrusions are provided radially about the tire rotation axis, and each of the plurality of radial protrusions includes a low protrusion portion (low protrusion portion 63) and a high protrusion portion (high protrusion).
- the height of the low protrusion portion in the tire width direction (low protrusion height hs) is lower than the maximum height of the high protrusion portion in the tire width direction (high protrusion height h). Is the gist.
- the pneumatic tire includes a plurality of radial protrusions protruding outward in the tire width direction from the tire surface.
- the air flow passes over the radial protrusion and flows in a direction substantially perpendicular to the tire surface on the rear side of the radial protrusion with respect to the tire rotation direction.
- the air flow that flows in a direction substantially perpendicular to the tire surface strikes the tire surface violently. Therefore, since the air flow and the tire surface actively exchange heat, the temperature rise of the tire side portion (tire surface) is sufficiently suppressed. As a result, tire durability is improved.
- the outer circumference in the tire radial direction is longer than the inner circumference in the tire radial direction. For this reason, in the tire side portion, the velocity of the air flow (inner air flow) that flows inside the tire in the tire radial direction from the position of the maximum tire width is the air flow (outside air) that flows outside of the tire maximum width in the tire radial direction. Slower than the flow).
- the inner airflow is pulled by the outer airflow and is directed outward in the tire radial direction by centrifugal force.
- the closer to the tire rotation axis the greater the inclination angle of the air flow with respect to the tangent to the tire circumference. That is, the inner air flow has a larger radial component in the tire radial direction and a smaller circumferential component in the tire circumferential direction than the outer air flow.
- the pneumatic tire has a shape with a curvature in the cross section in the tire width direction. For this reason, the inner air flow having a large radial component tends to be separated from the tire surface in the radial direction of the tire (easily separated from the tire surface).
- the radial protrusion includes a low protrusion portion and a high protrusion portion. According to this, the inner air flow having a large radial component can easily get over the low protrusion portion as compared with the case where all the radial protrusions have the same height.
- the air flow over the low protrusion portion flows in a direction substantially perpendicular to the tire surface on the rear side (downstream side) of the low protrusion portion with respect to the tire rotation direction.
- the inner air flow having a large radial component is difficult to peel off from the tire surface.
- the air flow and the tire surface can actively exchange heat without letting the air flow escape from the tire surface.
- the low protrusion portion is provided in the tire maximum width (tire maximum width TW) portion (maximum width portion T) in the tire width direction on the tire surface.
- features further include a circumferential protrusion (circumferential protrusion 100) that extends along the circumference around the tire rotation axis and has a shape that protrudes outward from the tire surface in the tire width direction.
- the gist of the invention is that a part of the circumferential protrusion constitutes a low protrusion portion provided on each of the plurality of radial protrusions.
- the height of the low protrusion portion in the tire width direction is 0.2 to 0.8 times the maximum height of the high protrusion portion in the tire width direction.
- the length of the low protrusion portion in the tire radial direction (low protrusion length B) is 2 mm or more and 22 mm or less.
- each of the plurality of radial protrusions has an inclined surface (inclined surface 65) connected to the upper surface of the high protrusion portion and the upper surface of the low protrusion portion.
- the gist is that the angle formed by is obtuse.
- each of the plurality of radial protrusions has an inclined surface that is continuous with the upper surface of the high protrusion portion and the upper surface of the low protrusion portion, and the boundary between the upper surface of the high protrusion portion and the inclined surface is rounded. It is summarized as having.
- each of the plurality of radial protrusions has an inclined surface that is continuous with the upper surface of the high protrusion portion and the upper surface of the low protrusion portion, and the boundary between the upper surface of the low protrusion portion and the inclined surface is rounded. It is summarized as having.
- each of the plurality of radial protrusions has a wall surface that is continuous with the upper surface of the high protrusion portion and the upper surface of the low protrusion portion, and the wall surfaces are the upper surface of the high protrusion portion and the upper surface of the low protrusion portion.
- the gist is to form a substantially right angle.
- the maximum height of the high protrusion portion is “h”
- the width of the radial protrusion perpendicular to the tire radial direction is “w”
- the pitch of the adjacent radial protrusions 60 is “p”.
- the gist is to satisfy the relationship of 1.0 ⁇ p / h ⁇ 50.0 and 1.0 ⁇ (p ⁇ w) /w ⁇ 100.0.
- FIG. 1 is a side view showing the pneumatic tire according to the first embodiment.
- FIG. 2 is a partial cross-sectional perspective view showing the pneumatic tire according to the first embodiment.
- FIG. 3 is a cross-sectional view in the tire width direction showing the pneumatic tire according to the first embodiment.
- FIG. 4 is a perspective view showing a radial protrusion according to the first embodiment.
- FIG. 5 is a diagram illustrating radial protrusions according to the first embodiment.
- FIG. 6 is an enlarged side view showing the radial protrusion according to the first embodiment.
- FIG. 7 is a perspective view showing a part of the radial protrusion according to the first embodiment.
- FIG. 8 is a cross-sectional view (cross-sectional view taken along the line CC of FIG.
- FIG. 9 is a view for explaining the flow of air over the radial protrusion 60 according to the first embodiment.
- FIG. 10 is an enlarged side view showing the radial protrusion according to the first modification of the first embodiment.
- FIG. 11 is an enlarged side view illustrating radial protrusions according to the second modification of the first embodiment.
- FIG. 12 is an enlarged side view showing a radial protrusion according to Modification 3 of the first embodiment.
- FIG. 13 is an enlarged side view showing a radial protrusion according to Modification 4 of the first embodiment.
- FIG. 14 is a side view showing a pneumatic tire according to Modification 5 of the first embodiment.
- FIG. 15 is a side view showing a pneumatic tire according to Modification 6 of the first embodiment.
- FIG. 16 is a side view showing a part of the pneumatic tire according to the second embodiment.
- FIG. 17 is a diagram illustrating radial protrusions according to the second embodiment.
- FIG. 18 is a view for explaining the flow of air over the radial protrusion 60 according to the second embodiment.
- FIG. 19 is an enlarged side view showing a circumferential protrusion (low protrusion portion) according to Modification 1 of the second embodiment.
- FIG. 20 is a side view showing a pneumatic tire according to Modification 2 of the second embodiment.
- FIG. 21 is a side view showing a pneumatic tire according to Modification 3 of the second embodiment.
- FIG. 22 is a graph showing the heat transfer coefficient of the pneumatic tire in the example (part 1).
- FIG. 23 is a graph showing the heat transfer coefficient of the pneumatic tire in the example (part 2).
- FIG. 24 is a graph showing the heat transfer coefficient of the pneumatic tire in the example (No. 3).
- FIG. 1 is a side view showing the pneumatic tire according to the first embodiment.
- FIG. 2 is a partial cross-sectional perspective view showing the pneumatic tire according to the first embodiment.
- FIG. 3 is a cross-sectional view in the tire width direction showing the pneumatic tire according to the first embodiment.
- the pneumatic tire 1 includes a pair of bead portions 10 and a carcass layer 20.
- the pair of bead portions 10 includes at least a bead core 10a and a bead filler 10b.
- the carcass layer 20 is provided in a toroidal shape between the pair of bead cores 10a in the tire width direction, and is folded back from the tire width direction inner side to the tire width direction outer side along the outer periphery of the bead core 10a.
- a side reinforcing layer 40 made of a crescent-shaped rubber stock for reinforcing the tire side portion 30 is provided in the cross section in the tire width direction. It should be noted that the tire side portion 30 is provided from the tread shoulder 81 which is an end portion of the tread portion 80 described later to the bead portion 10.
- An inner liner 50 that is a highly airtight rubber layer corresponding to a tube is provided inside the side reinforcing layer 40 in the tire width direction.
- radial protrusions 60 are provided that extend linearly along the tire radial direction.
- the radial protrusion 60 has a shape that protrudes outward from the tire surface 31 in the tire width direction.
- the plurality of radial protrusions 60 are provided radially about the tire rotation axis S. The details of the radial protrusion 60 will be described later.
- a rim guard 70 having a shape protruding from the tire surface 31 outward in the tire width direction is provided on the outer side in the tire width direction of the carcass layer 20 in the bead portion 10.
- a tread portion 80 that is in contact with the road surface is provided on the outer side in the tire radial direction of the carcass layer 20.
- a first belt layer 90A and a second belt layer 90B are provided from the inner side in the tire radial direction toward the outer side in the tire radial direction.
- FIG. 4 is a perspective view showing a radial protrusion according to the first embodiment.
- FIG. 5 is a diagram illustrating radial protrusions according to the first embodiment.
- FIG. 5A is a view in the direction of arrow A in FIG. 4 showing the radial protrusions according to the first embodiment.
- FIG. 5B is an enlarged side view showing the low protrusion portion according to the first embodiment.
- FIG.5 (c) is a B direction arrow directional view of FIG. 4 which shows the radial direction protrusion which concerns on 1st Embodiment.
- the plurality of radial protrusions 60 have a substantially quadrangular cross-sectional shape substantially perpendicular to the tire radial direction (that is, the protrusion extending direction).
- Each of the plurality of radial protrusions 60 includes an inner end 61 that is an end on the inner side in the tire radial direction and an outer end 62 that is an end on the outer side in the tire radial direction.
- the inner end 61 is smoothly connected to the surface of the rim guard 70.
- the outer end portion 62 is inclined and smoothly connected to the tire surface 31.
- the outer end 62 has an end face 62A on the outer side in the tire radial direction. This end face 62A is inclined ( ⁇ 1) with respect to the tire surface 31.
- the boundary between the upper surface 60A and the end surface 62A of the radial protrusion 60 is rounded.
- each of the plurality of radial protrusions 60 includes a low protrusion part 63 and a high protrusion part 64.
- the low protrusion portion 63 is provided on the tire surface 31 in the tire maximum width TW portion (hereinafter, the maximum width portion T) in the tire width direction.
- the maximum width portion T is a range of 10 mm from the position TWP of the tire maximum width TW toward the inner side in the tire radial direction and the outer side in the tire radial direction (see FIG. 3).
- the height of the low protrusion portion 63 in the tire width direction (hereinafter, low protrusion height hs) is higher than the maximum height of the high protrusion portion 64 in the tire width direction (hereinafter, high protrusion height h).
- the low protrusion height hs is preferably 0.2 to 0.8 times the high protrusion height h.
- the air flow flowing through the maximum width portion T gets over the low protrusion portion.
- the airflow overcoming flows in a direction substantially perpendicular to the tire surface on the rear side (downstream side) of the low protrusion portion with respect to the tire rotation direction. Therefore, the air flow flowing through the maximum width portion T is prevented from being separated from the tire surface 31. Thereby, the temperature rise of the tire side part 30 is fully suppressed.
- the low protrusion height hs is 0.8 times or less than the high protrusion height h, the low protrusion height hs does not become higher than the high protrusion height h. That is, the airflow flowing through the maximum width portion T is easier to get over the low protrusion portion than the high protrusion portion. Therefore, peeling from the airflow tire surface 31 flowing through the maximum width portion T is suppressed.
- Each of the plurality of radial protrusions 60 has an inclined surface 65 that is continuous with the upper surface 64A of the high protrusion portion 64 and the upper surface 63A of the low protrusion portion 63.
- the angle formed by the inclined surface 65 and the upper surface 63A of the low protrusion portion 63 is an obtuse angle ( ⁇ 2).
- the length of the low protrusion portion 63 in the tire radial direction (hereinafter, low protrusion length B) is preferably 2 mm or more and 22 mm or less.
- the low projection length B is a portion excluding the high projection portion 64. That is, the low protrusion length B includes the length of the inclined surface 65 in the tire radial direction.
- the high protrusion height h is preferably 0.5 mm or more and 7 mm or less.
- the high protrusion height h is preferably 0.5 mm or more and 3 mm or less.
- the air flow passes over the radial protrusion 60 and flows in a direction substantially perpendicular to the tire surface 31.
- An air flow (so-called downward flow) flowing in a direction substantially perpendicular to the tire surface 31 violently hits the tire surface 31 between the radial protrusions 60, and the air flow and the tire surface 31 actively exchange heat. it can. Thereby, the temperature rise of the tire side part 30 can be suppressed efficiently.
- the high protrusion height h is 7 mm or less, the strength of the radial protrusion 60 can be ensured. Thereby, the durability of the radial protrusion 60 itself is further improved.
- the width of the radial protrusion 60 (hereinafter referred to as protrusion width w) substantially orthogonal to the tire radial direction (protrusion extending direction) is constant toward the tire radial direction.
- the protrusion width w is preferably 0.3 mm or more and 4 mm or less.
- the protrusion width w is preferably 0.5 mm or more and 3 mm or less.
- the strength of the radial projection 60 can be ensured when the projection width w is 0.3 mm or more. Thereby, the durability of the radial protrusion 60 itself is further improved. On the other hand, when the protrusion width w is 4 mm or less, the internal temperature (heat storage temperature) of the radial protrusion 60 is further reduced, whereby the temperature increase of the tire side portion 30 can be efficiently suppressed.
- FIG. 6 is an enlarged side view showing the radial protrusion according to the first embodiment.
- the extending direction angle ( ⁇ ) of the radial protrusion 60 with respect to the tire radial direction is preferably set in a range of ⁇ 70 ° ⁇ ⁇ ⁇ 70 °.
- the outer circumference in the tire radial direction is longer than the inner circumference in the tire radial direction. For this reason, the speed of the airflow (inner airflow) flowing inside the tire radial direction is slower than the speed of the airflow (outer airflow) flowing outside the tire radial direction. Therefore, the inner air flow is pulled by the outer air flow and is directed radially outward by centrifugal force.
- the extending direction angle ( ⁇ ) is set in the above range, an air flow (so-called downward flow) that flows in a direction substantially perpendicular to the tire surface 31 on the rear side (downstream side) of the low protrusion portion 63 with respect to the tire rotation direction. ) Occurs. As a result, the temperature rise of the tire side portion 30 can be efficiently suppressed.
- FIG. 7 is a perspective view showing a part of the radial protrusion according to the first embodiment.
- FIG. 8 is a cross-sectional view (cross-sectional view taken along the line CC of FIG. 7) showing the radial protrusions according to the first embodiment.
- the maximum height of the high protrusion portion is “h”
- the width of the radial protrusion 60 orthogonal to the tire radial direction is “w”
- the pitch of the adjacent radial protrusions 60 is When “p”, the radial protrusion 60 is provided so as to satisfy the relationship of 1.0 ⁇ p / h ⁇ 50.0 and 1.0 ⁇ (p ⁇ w) /w ⁇ 100.0. It is preferred that The pitch p indicates the distance from the center of the protrusion width w of the low protrusion portion 63 to the center of the protrusion width w of the adjacent low protrusion portion 63 at the position TWP of the tire maximum width TW.
- the radial protrusion 60 is preferably provided so as to satisfy the relationship of 2.0 ⁇ p / h ⁇ 24.0 and 4.0 ⁇ (p ⁇ w) /w ⁇ 39.0. More preferably, the radial protrusion 60 is provided so as to satisfy the relationship of 10.0 ⁇ p / h ⁇ 20.0 and 4.0 ⁇ (p ⁇ w) /w ⁇ 39.0.
- the ratio value (p / h) between the pitch p and the high protrusion height h is larger than 1.0, so that air that flows over the radial protrusion 60 in a direction substantially perpendicular to the tire surface 31 (so-called descent) Is likely to strike the tire surface 31 between the radial protrusions 60 violently. As a result, the temperature rise of the tire side portion 30 is further suppressed.
- the value (p / h) of the ratio between the pitch p and the high protrusion height h is smaller than 20.0, so that the air flows over the radial protrusion 60 in a direction substantially perpendicular to the tire surface 31 (so-called , Downward flow) increases with respect to the heat radiation area. As a result, the temperature rise of the tire side portion 30 is further suppressed.
- the heat dissipation area is the surface area of the radial protrusion 60 (upper surface 60A). Become bigger. As a result, the temperature rise of the tire side part 30 is suppressed.
- the value ((p ⁇ w) / w) of the difference between the pitch p and the protrusion width w and the protrusion width w is smaller than 100.0, ((p ⁇ w) / w) is 100.
- the ratio of the air flow (so-called downward flow) that moves over the radial protrusion 60 and flows in a direction substantially perpendicular to the tire surface 31 increases. As a result, the temperature rise of the tire side portion 30 is further suppressed.
- FIG. 9 is a view for explaining the flow of air over the radial protrusion 60 according to the first embodiment.
- the velocity of the air flow (inner air flow) flowing in the tire radial direction inner side than the position TWP of the tire maximum width TW is higher than the position TWP of the tire maximum width TW.
- the inner air flow is pulled by the outer air flow and is directed outward in the tire radial direction by centrifugal force.
- the closer to the tire rotation axis S the larger the inclination angle ⁇ of the air flow with respect to the tangent to the tire circumference. That is, the inner air flow has a larger radial component in the tire radial direction and a smaller circumferential component in the tire circumferential direction than the outer air flow.
- the pneumatic tire 1 has a shape having a curvature in a cross section in the tire width direction. Therefore, the inner air flow having a large radial component is easily separated from the tire surface 31 in the radial direction of the tire (easily separated from the tire surface 31).
- the radial protrusion 60 includes a low protrusion portion 63 and a high protrusion portion 64.
- a low protrusion 63 is provided in the maximum width portion T. According to this, the inner air flow having a large radial component is more likely to get over the low protrusion portion 63 as compared to the case where all the radial protrusions 60 have the same height.
- the air flow over the low protrusion portion 63 flows in a direction substantially perpendicular to the tire surface 31 on the rear side (downstream side) of the low protrusion portion 63 with respect to the tire rotation direction (so-called downward flow).
- the inner air flow having a large radial component is hardly separated from the tire surface 31. That is, the airflow flowing through the maximum width portion T is likely to adhere to the tire surface 31 in the vicinity of the maximum tire width TW.
- the air flow having the circumferential component gets over the plurality of radial protrusions 60.
- the air flow S ⁇ b> 1 generated with the rotation of the pneumatic tire 1 is separated from the tire surface 31 by the radial protrusion 60.
- the air flow S1 peeled off from the tire surface 31 gets over the edge portion E on the front side of the radial protrusion 60 with respect to the tire rotation direction.
- the air flow S1 over the radial protrusion 60 flows in a direction substantially perpendicular to the tire surface 31 on the rear side of the radial protrusion 60 with respect to the tire rotation direction (so-called downward flow). Then, the air flow S1 violently hits the tire surface 31 and moves toward the adjacent radial protrusion 60.
- the fluid S2 staying on the rear side of the radial protrusion 60 with respect to the tire rotation direction takes the heat staying on the rear side and joins the air flow S1.
- the fluid S3 staying on the front side of the adjacent radial protrusion 60 with respect to the tire rotation direction takes the heat staying on the front side and rejoins the air flow S1.
- the air flow S1 flows in a direction substantially perpendicular to the tire surface 31 on the rear side of the radial protrusion 60 with respect to the tire rotation direction, and strikes the tire surface 31 violently. Further, the fluids S2 and S3 that have deprived of heat join the air flow S1. Therefore, since the air flow S1 and the tire surface 31 actively exchange heat, the temperature rise of the tire side portion 30 is reduced in a wide range.
- the pneumatic tire 1 includes a plurality of radial protrusions 60 protruding outward from the tire surface 31 in the tire width direction. According to this, the air flow S1 passes over the radial protrusion 60 and flows in a direction substantially perpendicular to the tire surface 31 on the rear side of the radial protrusion 60 with respect to the tire rotation direction. Thereafter, the air flow S1 strikes the tire surface 31 violently. Therefore, since the air flow S1 and the tire surface 31 actively exchange heat, an increase in temperature of the tire side portion 30 (tire surface 31) is sufficiently suppressed. Thereby, tire durability improves.
- the outer circumference in the tire radial direction is longer than the inner circumference in the tire radial direction. For this reason, in the tire side portion 30, the speed of the air flow (inner air flow) flowing inside the tire radial direction from the position TWP of the tire maximum width TW flows outside the position TWP of the tire maximum width TW. Slower than the speed of the air flow (outside air flow).
- the inner airflow is pulled by the outer airflow and is directed outward in the tire radial direction by centrifugal force.
- the closer to the tire rotation axis S the larger the inclination angle ⁇ of the air flow with respect to the tangent to the tire circumference. That is, the inner air flow has a larger radial component in the tire radial direction and a smaller circumferential component in the tire circumferential direction than the outer air flow.
- the pneumatic tire 1 has a shape with a curvature in the cross section in the tire width direction. Therefore, the inner air flow having a large radial component is easily separated from the tire surface 31 in the radial direction of the tire (easily separated from the tire surface 31).
- the radial protrusion 60 includes a low protrusion portion 63 and a high protrusion portion 64. According to this, the inner air flow having a large radial component is more likely to get over the low protrusion portion 63 as compared to the case where all the radial protrusions 60 have the same height.
- the airflow over the low protrusion portion 63 flows in a direction substantially perpendicular to the tire surface 31 on the rear side (downstream side) of the low protrusion portion 63 with respect to the tire rotation direction.
- the inner air flow having a large radial component is hardly separated from the tire surface 31.
- the air flow does not escape from the tire surface 31. Therefore, the air flow S1 and the tire surface 31 can positively exchange heat.
- the inner air flow having a large radial component (that is, the air flow flowing through the maximum width portion) is most likely to be separated from the tire surface (easily separated from the tire surface).
- the low protrusion portion is provided in the tire maximum width (tire maximum width TW) portion (maximum width portion T) in the tire width direction on the tire surface.
- the inner air flow having a large radial component (that is, the air flow flowing through the maximum width portion) is easier to get over the low protrusion portion than the high protrusion portion.
- the air flow over the low protrusion portion flows in a direction substantially perpendicular to the tire surface on the rear side (downstream side) of the low protrusion portion with respect to the tire rotation direction. Therefore, the inner air flow having a large radial component is less likely to peel from the tire surface. That is, the airflow flowing through the maximum width portion tends to adhere to the tire surface in the vicinity of the maximum tire width. As a result, the air flow and the tire surface can actively exchange heat without letting the air flow flowing through the maximum width portion escape from the tire surface.
- the low protrusion height hs is not less than 0.2 times and not more than 0.8 times the high protrusion height h.
- the low protrusion length B is 2 mm or more and 22 mm or less. Therefore, the air flow S ⁇ b> 1 flowing through the maximum width portion T does not escape from the tire surface 31. Therefore, the air flow S1 and the tire surface 31 can positively exchange heat.
- the high protrusion height h is not less than 0.5 mm and not more than 7 mm
- the protrusion width w is not less than 0.3 mm and not more than 3 mm.
- the extending direction angle ( ⁇ ) is set in a range of ⁇ 70 ° ⁇ ⁇ ⁇ 70 °. According to this, the air flow S ⁇ b> 1 having a circumferential component can easily get over the plurality of radial protrusions 60. Therefore, since the air flow S1 and the tire surface 31 actively exchange heat, the temperature rise of the tire side portion 30 is further suppressed.
- the radial protrusion 60 is provided so as to satisfy the relationship of 1.0 ⁇ p / h ⁇ 50.0 and 1.0 ⁇ (p ⁇ w) /w ⁇ 100.0. Therefore, since the air flow S1 and the tire surface 31 actively exchange heat, the temperature rise of the tire side portion 30 is reduced in a wide range.
- FIG. 10 is an enlarged side view showing radial protrusions according to the first modification.
- each of the plurality of radial protrusions 60 has an inclined surface 65 that is continuous with the upper surface 64A of the high protrusion portion 64 and the upper surface 63A of the low protrusion portion 63.
- the boundary between the upper surface 64A of the high protrusion portion 64 and the inclined surface 65 has a roundness.
- the boundary between the upper surface 63A of the low protrusion portion 63 and the inclined surface 65 has a roundness.
- the boundary between the upper surface 64A of the high protrusion portion 64 and the inclined surface 65 and the boundary between the upper surface 63A of the low protrusion portion 63 and the inclined surface 65 are not necessarily rounded.
- FIG. 10B only the boundary between the upper surface 64A of the high protrusion portion 64 and the inclined surface 65 may be rounded.
- FIG. 10C only the boundary between the upper surface 63A of the low protrusion portion 63 and the inclined surface 65 may be rounded.
- FIG. 11 is an enlarged side view showing radial protrusions according to the second modification.
- each of the plurality of radial protrusions 60 has a wall surface 66 that is continuous with the upper surface 64 ⁇ / b> A of the high protrusion portion 64 and the upper surface 63 ⁇ / b> A of the low protrusion portion 63.
- the wall surface 66 forms a substantially right angle with the upper surface 64A of the high protrusion portion 64 and the upper surface 63A of the low protrusion portion 63.
- FIG. 12 is an enlarged side view showing radial protrusions according to the third modification.
- the outer end 62 has an end face 62A on the outer side in the tire radial direction. This end face 62A is inclined ( ⁇ 1) with respect to the tire surface 31.
- the boundary between the upper surface 60A and the end surface 62A of the radial protrusion 60 is not rounded.
- FIG. 13 is an enlarged side view showing radial protrusions according to the fourth modification.
- the outer end 62 has an end face 62A on the outer side in the tire radial direction.
- the end surface 62A is perpendicular to the tire surface 31 ( ⁇ 3).
- FIG. 14 is a side view showing a pneumatic tire according to Modification 5. As shown in FIG. 14, the protrusion width w is not constant in the tire radial direction.
- the width of the inner end portion 61 that is substantially orthogonal to the tire radial direction (projection extending direction) is wider than the radial projection width w of the radial projection 60 located at the center portion in the tire radial direction.
- the width of the outer end portion 62 substantially orthogonal to the tire radial direction (projection extending direction) is wider than the radial projection width w of the radial projection 60 positioned at the tire radial direction central portion.
- the width of the low protrusion portion 63 substantially orthogonal to the tire radial direction may not be constant toward the tire radial direction.
- FIG. 15 is a side view showing a pneumatic tire according to Modification 6.
- the radial protrusion 60 is curved toward the tire radial direction. That is, the extending direction angle ( ⁇ ) changes greatly from the inner side in the tire radial direction to the outer side in the tire radial direction.
- the extending direction angle ( ⁇ ) does not necessarily change greatly from the inner side in the tire radial direction to the outer side in the tire radial direction.
- the extending direction angle ( ⁇ ) may change slightly from the inner side in the tire radial direction toward the outer side in the tire radial direction.
- FIG. 16 is a side view showing a part of the pneumatic tire according to the second embodiment.
- FIG. 17 is a diagram illustrating radial protrusions according to the second embodiment.
- the same parts as those of the pneumatic tire 1 according to the first embodiment described above are denoted by the same reference numerals. Differences will be mainly described.
- the pneumatic tire 1 further includes a circumferential protrusion 100 in addition to the radial protrusion 60.
- the circumferential protrusion 100 extends along a circumference centered on the tire rotation axis S and has a shape protruding from the tire surface 31 outward in the tire width direction.
- a part of the circumferential protrusion 100 constitutes a low protrusion 63 provided on each of the plurality of radial protrusions.
- the height (hs ′) of the circumferential protrusion 100 in the tire width direction is substantially equal to the low protrusion height hs.
- the width ws in the tire circumferential direction of the circumferential projection substantially orthogonal to the tire circumferential direction (projection extending direction) is the length of the upper surface of the low projection portion 63 in the tire radial direction (excluding the inclined surface 65). It is approximately equal to the low protrusion length B).
- the circumferential protrusion 100 has a substantially quadrangular cross-sectional shape substantially perpendicular to the tire circumferential direction (that is, the protrusion extending direction). Specifically, the circumferential protrusion 100 has an inner surface 101 on the inner side in the tire radial direction and an outer side surface 102 on the outer side in the tire radial direction.
- the inner side surface 101 forms an angle of 90 ° (right angle surface) with respect to the tire surface 31. That is, the inner side surface 101 is connected to the radial protrusion 60 and the tire surface at a right angle.
- the outer side surface 102 forms an angle of 90 ° (right angle surface) with respect to the tire surface 31. That is, the outer surface 102 is continuous at a right angle to the radial protrusion 60 and the tire surface.
- FIG. 18 is a view for explaining the flow of air over the radial protrusion 60 according to the second embodiment.
- the inner air is pulled by the outer air and is directed radially outward by centrifugal force.
- the air flow over the radial protrusion 60 and the circumferential protrusion 100 flows in a direction substantially perpendicular to the tire surface 31 on the tire radial outer side (downstream side) of the radial protrusion 60 and the circumferential protrusion 100 ( Down flow).
- the inner air flow having a large radial component that is, the air flow flowing through the maximum width portion T
- the airflow flowing through the maximum width portion T is likely to adhere to the tire surface 31 in the vicinity of the maximum tire width TW.
- the pneumatic tire 1 further includes a circumferential protrusion 100 extending along the circumferential direction.
- a part of the circumferential protrusion 100 constitutes a low protrusion 63.
- the inner air flow having a large radial component causes the circumferential protrusion 100 to be compared with the case where all the radial protrusions 60 have the same height. It will be easier to get over.
- the air flow over the circumferential protrusion 100 flows in a direction substantially perpendicular to the tire surface 31 on the outer side (downstream side) of the circumferential protrusion 100 in the tire radial direction (downflow).
- the inner air flow having a large radial component is hardly separated from the tire surface 31. That is, the airflow flowing through the maximum width portion T is likely to adhere to the tire surface 31 in the vicinity of the maximum tire width TW.
- the airflow flowing through the maximum width portion T is not further escaped from the tire surface 31. Furthermore, the air flow (downflow) flowing in a substantially perpendicular direction is increased by the circumferential protrusion 100. As a result, the air flow S1 and the tire surface 31 can actively exchange heat.
- FIG. 19 is an enlarged side view showing radial protrusions according to the first modification.
- the circumferential protrusion 100 has a substantially trapezoidal cross-sectional shape that is substantially orthogonal to the tire circumferential direction (that is, the protrusion extending direction).
- the inner side surface 101 forms an angle (inclined surface) with respect to the tire surface 31 that is larger than 0 ° and smaller than 90 °. That is, the inner side surface 101 is connected to the radial protrusion 60 in an inclined manner with respect to the tire surface.
- the outer side surface 102 forms an angle (inclined surface) greater than 0 ° and smaller than 90 ° with respect to the tire surface 31. In other words, the outer surface 102 is connected to the radial protrusion 60 in an inclined manner with respect to the tire surface.
- the inner surface 101 and the outer surface 102 are not necessarily inclined surfaces.
- only the inner surface 101 may be inclined with respect to the tire surface 31.
- only the outer surface 102 may be inclined with respect to the tire surface 31.
- FIG. 20 is a side view showing the pneumatic tire according to the second modification. As shown in FIG. 20, the radial protrusion width w is not constant in the tire radial direction.
- the width of the inner end 61 that is substantially orthogonal to the tire radial direction is the diameter of the radial protrusion 60 located at the intermediate portion from the inner end 61 to the maximum width portion T. It is wider than the direction protrusion width w. That is, the inner end 61 is connected to the rim guard 70 with a wide width.
- the width of the outer end portion 62 that is substantially orthogonal to the tire radial direction (projection extending direction) is greater than the radial projection width w of the radial projection 60 located at the intermediate portion from the inner end portion 61 to the maximum width portion T. Is also wide. That is, the outer end 62 is connected to the tire surface 31 with a wide width.
- the width of the low protrusion portion 63 substantially orthogonal to the tire radial direction may be connected to the circumferential protrusion 100 with a wide width.
- FIG. 21 is a side view showing a pneumatic tire according to Modification 3.
- the radial protrusion 60 is curved toward the tire radial direction. That is, the extending direction angle ( ⁇ ) changes greatly from the inner side in the tire radial direction to the outer side in the tire radial direction.
- the extending direction angle ( ⁇ ) does not necessarily change greatly from the inner side in the tire radial direction to the outer side in the tire radial direction.
- the extending direction angle ( ⁇ ) may change slightly from the inner side in the tire radial direction toward the outer side in the tire radial direction.
- the inner end portions 61 of the plurality of radial protrusions 60 have been described as being smoothly connected to the rim guard 70, but are not limited thereto.
- the inner ends 61 of the plurality of radial protrusions 60 may be separated from the rim guard 70. That is, the rim guard 70 is not necessarily provided on the tire surface 31.
- the angle formed by the upper surface 63A of the low protrusion portion 63 is not limited to this.
- the angle formed between the inclined surface 65 and the upper surface 63A of the low protrusion portion 63 may be an acute angle.
- the plurality of radial protrusions 60 have been described as having a substantially quadrangular cross-sectional shape substantially orthogonal to the tire radial direction (protrusion extending direction), but are not limited thereto.
- the plurality of radial protrusions 60 may be formed in a substantially triangular shape or a substantially trapezoidal shape.
- the radial projection 60 (projection height h) and the circumferential projection 100 (circumferential projection height hs) ') Does not necessarily have to be the same height.
- the tire radial direction inner side (inner end 61 and inner side surface 101) and the tire radial direction outer side (outer end 62 and outer side surface 102) may have different heights.
- the pneumatic tire 1 has been described as having a side reinforcing layer 40 (that is, a run-flat tire), the pneumatic tire 1 is not limited to this. Of course, the pneumatic tire 1 may not have the side reinforcing layer 40.
- the pneumatic tire according to Comparative Example 1 does not include protrusions (radial protrusions 60 and circumferential protrusions 100) on the tire surface.
- the pneumatic tire according to Comparative Example 2 is not provided with a low protrusion portion, and includes a radial protrusion including only a high protrusion portion.
- the pneumatic tire according to Comparative Example 3 includes radial protrusions that are divided at the position TWP of the tire maximum width TW.
- the pneumatic tires according to Examples 1 to 5 include the radial protrusions 60 described in the first embodiment.
- the pneumatic tires according to Examples 6 to 11 include the circumferential protrusion 100 described in the second embodiment in addition to the radial protrusion 60.
- the pneumatic tires according to Examples 1 to 11 have a higher heat radiation effect on the temperature of the tire side portion than the pneumatic tires according to Comparative Examples 1 to 3, and thus the durability of the pneumatic tire itself is improved.
- a pneumatic tire whose low protrusion height hs is 0.2 times or more and 0.8 times or less with respect to the high protrusion height h, or a pneumatic tire whose low protrusion length B is 2 mm or more and 22 mm or less, It turned out that the heat dissipation effect of the temperature of a tire side part is excellent. Furthermore, it was also found that the pneumatic tire provided with the circumferential protrusion 100 in addition to the radial protrusion 60 has a further excellent heat dissipation effect on the temperature of the tire side portion.
- the vertical axis of the graphs in FIGS. 22 to 24 represents the heat transfer coefficient.
- the heat transfer coefficient is obtained by applying a constant voltage to the heater to generate a certain amount of heat and measuring the temperature and wind speed of the tire surface when it is sent by a blower. That is, the greater the heat transfer coefficient, the higher the heat dissipation effect of the tire side portion and the better the durability.
- the heat transfer coefficient of the pneumatic tire (Comparative Example 1 described above) in which the radial protrusion 60 and the circumferential protrusion 100 are not provided is set to “100”. This heat transfer coefficient measurement test was performed under the following conditions.
- the extending direction angle ( ⁇ ) is in the range of 0 to 70 °. It is considered that the same heat transfer coefficient is exhibited even when the extending direction angle ( ⁇ ) is set in the range of 0 to ⁇ 70 °.
- the pneumatic tire according to the present invention can sufficiently suppress the temperature rise of the tire side portion, it is useful in the manufacturing technology of pneumatic tires.
- SYMBOLS 1 Pneumatic tire, 10 ... Bead part, 10a ... Bead core, 10b ... Bead filler, 20 ... Carcass layer, 30 ... Tire side part, 31 ... Tire surface, 40 ... Side reinforcement layer, 50 ... Inner liner, 60 ... Diameter Direction projection, 61 ... inner end, 62 ... outer end, 62A ... end face, 63 ... low projection portion, 63A ... upper surface of low projection portion, 64 ... high projection portion, 64A ... upper surface of high projection portion, 65 ... inclined Surface, 66 ... wall surface, 70 ... rim guard, 80 ... tread part, 81 ... Tread shoulder, 90A ... first belt layer, 90B ... second belt layer, 100 ... circumferential protrusion, 101 ... inner surface, 102 ... outer surface
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Abstract
Description
(空気入りタイヤの構成)
第1実施形態に係る空気入りタイヤの構成について、図面を参照しながら説明する。図1は、第1実施形態に係る空気入りタイヤを示す側面図である。図2は、第1実施形態に係る空気入りタイヤを示す一部断面斜視図である。図3は、第1実施形態に係る空気入りタイヤを示すタイヤ幅方向断面図である。
次に、上述した径方向突起60の構成について、図面を参照しながら説明する。図4は、第1実施形態に係る径方向突起を示す斜視図である。図5は、第1実施形態に係る径方向突起を示す図である。
次に、第1実施形態に係る径方向突起60を乗り越える空気の流れについて、図面を参照しながら説明する。図9は、第1実施形態に係る径方向突起60を乗り越える空気の流れを説明するための図である。
第1実施形態では、空気入りタイヤ1は、タイヤ表面31からタイヤ幅方向外側に突出する複数の径方向突起60を備える。これによれば、空気流S1は、径方向突起60を乗り超えて、径方向突起60のタイヤ回転方向に対する後側でタイヤ表面31に対して略直角方向に流れる。その後、空気流S1は、タイヤ表面31に激しく突き当たる。従って、空気流S1とタイヤ表面31とが積極的に熱交換を行うため、タイヤサイド部30(タイヤ表面31)の温度上昇が十分に抑制される。これにより、タイヤ耐久性が向上する。
上述した第1実施形態に係る高突起部分64の上面64Aと低突起部分63の上面63Aとは、傾斜面65により連なるものとして説明したが、以下のように変更してもよい。上述した第1実施形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
上述した第1実施形態に係る高突起部分64の上面64Aと低突起部分63の上面63Aとは、傾斜面65により連なるものとして説明したが、以下のように変更してもよい。上述した第1実施形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
上述した第1実施形態に係る径方向突起60の上面60Aと端面62Aとの境目は、丸みを有しているものとして説明したが、以下のように変更してもよい。上述した第1実施形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
上述した第1実施形態に係る外側端部62の端面62Aは、タイヤ表面31に対して傾斜(α1)するものとして説明したが、以下のように変更してもよい。上述した第1実施形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
上述した第1実施形態に係る突起幅wは、タイヤ径方向に向けて一定であるものとして説明したが、以下のように変更してもよい。上述した第1実施形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
上述した第1実施形態に係る径方向突起60は、タイヤ径方向に沿って直線状で延在するものとして説明したが、以下のように変更してもよい。上述した第1実施形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
以下において、第2実施形態に係る空気入りタイヤの構成について、図面を参照しながら説明する。図16は、第2実施形態に係る空気入りタイヤの一部を示す側面図である。図17は、第2実施形態に係る径方向突起を示す図である。上述した第1の実施の形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
次に、第2実施形態に係る径方向突起60を乗り越える空気の流れについて、図面を参照しながら説明する。図18は、第2実施形態に係る径方向突起60を乗り越える空気の流れを説明するための図である。
第2実施形態では、空気入りタイヤ1は、円周方向に沿って延在する円周方向突起100をさらに備える。円周方向突起100の一部が低突起部分63を構成する。これによれば、第1実施形態と同様に、径方向成分が大きい内側空気流は、径方向突起60がすべて同一の高さを有している場合と比較して、円周方向突起100を乗り越えやすくなる。円周方向突起100を乗り越えた空気流は、円周方向突起100のタイヤ径方向外側(下流側)でタイヤ表面31に対して略直角方向に流れる(下降流となる)。
上述した第2実施形態に係る円周方向突起100は、タイヤ周方向(すなわち、突起延在方向)に略直交する断面形状が略四角形で形成されているものとして説明したが、以下のように変更してもよい。上述した第2実施形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
上述した第2実施形態に係る径方向突起幅wは、タイヤ周方向に向けて一定であるものとして説明したが、以下のように変更してもよい。上述した第2実施形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
上述した第2実施形態に係る径方向突起60は、タイヤ径方向に沿って直線状で延在するものとして説明したが、以下のように変更してもよい。上述した第2実施形態に係る空気入りタイヤ1と同一部分には同一の符号を付している。相違する部分を主として説明する。
上述したように、本発明の実施の形態を通じて本発明の内容を開示したが、この開示の一部をなす論述及び図面は、本発明を限定するものであると理解すべきではない。
’)は、必ずしも同一の高さである必要はない。例えば、タイヤ径方向内側(内側端部61や内側面101)とタイヤ径方向外側(外側端部62や外側面102)とが異なる高さであってもよい。
・ ホイールサイズ : 8JJ×20
・ 内圧条件 : 0kPa(パンク状態)
・ 荷重条件 : 9.8kN
・ 速度条件 : 90km/h
各空気入りタイヤの構成及び試験結果(耐久性)について、表1~表3を参照しながら説明する。
各空気入りタイヤを試験ドラムに装着し、空気入りタイヤが故障するまで(例えば、サイド補強層近傍に発生するセパレーションが発生するまで)の耐久距離を指数化した。比較例2に係る空気入りタイヤの耐久性を100とし、その他の空気入りタイヤの耐
久性を評価した。数値が大きいほど、耐久性に優れている。
・ ホイールサイズ : 8JJ×20
・ 内圧条件 : 0kPa(パンク状態)
・ 荷重条件 : 0.5kN
・ 速度条件 : 90km/h
図22に示すように、径方向突起のピッチpと高突起高さhの比の値(p/h)と、熱伝達率との関係は、p/hが1.0以上で、かつ50.0以下で熱伝達率が高まっている。p/hは、2.0から24.0の範囲において、さらに熱伝達率が良くなっている。このため、1.0≦p/h≦50.0の関係を満たすような径方向突起を設けることがよいことが分かる。特に、2.0≦p/h≦24.0の関係を満たすような径方向突起を設ける範囲に設ことが好ましいことが分かる。10.0≦p/h≦20.0の関係を満たすような径方向突起を設けることがさらに好ましいことが分かる。
…トレッドショルダー、90A…第1ベルト層、90B…第2ベルト層、100…円周方向突起、101…内側面、102…外側面
Claims (10)
- タイヤ表面においてタイヤ径方向に沿って延在しており、前記タイヤ表面からタイヤ幅方向外側に突出する形状を有する複数の径方向突起を備え、
前記複数の径方向突起は、タイヤ回転軸を中心として放射状に設けられており、
前記複数の径方向突起のそれぞれは、低突起部分及び高突起部分を有しており、
前記タイヤ幅方向における前記低突起部分の高さは、前記タイヤ幅方向における前記高突起部分の最大高さよりも低いことを特徴とする空気入りタイヤ。 - 前記低突起部分は、前記タイヤ表面のうち、前記タイヤ幅方向におけるタイヤ最大幅部分に設けら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。
- 前記タイヤ回転軸を中心とする円周に沿って延在しており、前記タイヤ表面から前記タイヤ幅方向外側に突出する形状を有する円周方向突起をさらに備え、
前記円周方向突起の一部は、前記複数の径方向突起のそれぞれに設けられた前記低突起部分を構成することを特徴とする請求項2に記載の空気入りタイヤ。 - 前記タイヤ幅方向における前記低突起部分の高さは、前記タイヤ幅方向における前記高突起部分の最大高さに対して0.2倍以上0.8倍以下であることを特徴とする請求項2に記載の空気入りタイヤ。
- 前記タイヤ径方向における前記低突起部分の長さは、2mm以上22mm以下であることを特徴とする請求項2に記載の空気入りタイヤ。
- 前記複数の径方向突起のそれぞれは、前記高突起部分の上面と前記低突起部分の上面とに連なる傾斜面を有しており、
前記傾斜面と前記低突起部分の上面とがなす角度は、鈍角であることを特徴とする請求項2に記載の空気入りタイヤ。 - 前記複数の径方向突起のそれぞれは、前記高突起部分の上面と前記低突起部分の上面とに連なる傾斜面を有しており、
前記高突起部分の上面と前記傾斜面との境目は丸みを有することを特徴とする請求項6に記載の空気入りタイヤ。 - 前記複数の径方向突起のそれぞれは、前記高突起部分の上面と前記低突起部分の上面とに連なる傾斜面を有しており、
前記低突起部分の上面と前記傾斜面との境目は丸みを有することを特徴とする請求項6に記載の空気入りタイヤ。 - 前記複数の径方向突起のそれぞれは、前記高突起部分の上面と前記低突起部分の上面とに連なる壁面を有しており、
前記壁面は、前記高突起部分の上面及び前記低突起部分の上面と略直角を形成することを特徴とする請求項2に記載の空気入りタイヤ。 - 前記高突起部分の最大高さを“h”、前記タイヤ径方向に対して直交する前記径方向突起の幅を“w”、隣接する前記径方向突起のピッチを“p”としたときに、1.0≦p/h≦50.0、かつ、1.0≦(p-w)/w≦100.0の関係を満たすことを特徴とする請求項2に記載の空気入りタイヤ。
Priority Applications (4)
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JP2010512991A JP5285698B2 (ja) | 2008-05-20 | 2009-05-12 | 空気入りタイヤ |
EP09750489.8A EP2287017B1 (en) | 2008-05-20 | 2009-05-12 | Pneumatic tire |
US12/992,655 US8689847B2 (en) | 2008-05-20 | 2009-05-12 | Pneumatic tire |
CN2009801169832A CN102026830B (zh) | 2008-05-20 | 2009-05-12 | 充气轮胎 |
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PCT/JP2009/058851 WO2009142127A1 (ja) | 2008-05-20 | 2009-05-12 | 空気入りタイヤ |
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US (1) | US8689847B2 (ja) |
EP (1) | EP2287017B1 (ja) |
JP (1) | JP5285698B2 (ja) |
KR (1) | KR20110000584A (ja) |
CN (1) | CN102026830B (ja) |
WO (1) | WO2009142127A1 (ja) |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2011168219A (ja) * | 2010-02-19 | 2011-09-01 | Bridgestone Corp | 重荷重用タイヤ |
JP2013001135A (ja) * | 2011-06-10 | 2013-01-07 | Bridgestone Corp | タイヤ |
JP2014012485A (ja) * | 2012-07-04 | 2014-01-23 | Bridgestone Corp | タイヤ |
WO2016181941A1 (ja) * | 2015-05-14 | 2016-11-17 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP2018095042A (ja) * | 2016-12-12 | 2018-06-21 | 住友ゴム工業株式会社 | 空気入りタイヤ |
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- 2009-05-12 JP JP2010512991A patent/JP5285698B2/ja active Active
- 2009-05-12 EP EP09750489.8A patent/EP2287017B1/en active Active
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Cited By (15)
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JP2011168219A (ja) * | 2010-02-19 | 2011-09-01 | Bridgestone Corp | 重荷重用タイヤ |
JP2013001135A (ja) * | 2011-06-10 | 2013-01-07 | Bridgestone Corp | タイヤ |
JP2014012485A (ja) * | 2012-07-04 | 2014-01-23 | Bridgestone Corp | タイヤ |
US10518591B2 (en) | 2012-10-16 | 2019-12-31 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
WO2016181941A1 (ja) * | 2015-05-14 | 2016-11-17 | 横浜ゴム株式会社 | 空気入りタイヤ |
JPWO2016181941A1 (ja) * | 2015-05-14 | 2018-03-01 | 横浜ゴム株式会社 | 空気入りタイヤ |
US10864779B2 (en) | 2015-05-14 | 2020-12-15 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
US11155124B2 (en) | 2015-05-14 | 2021-10-26 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
JP2018095042A (ja) * | 2016-12-12 | 2018-06-21 | 住友ゴム工業株式会社 | 空気入りタイヤ |
WO2020008699A1 (ja) * | 2018-07-02 | 2020-01-09 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP2020001658A (ja) * | 2018-07-02 | 2020-01-09 | 横浜ゴム株式会社 | 空気入りタイヤ |
CN112313092A (zh) * | 2018-07-02 | 2021-02-02 | 横滨橡胶株式会社 | 充气轮胎 |
JP7115074B2 (ja) | 2018-07-02 | 2022-08-09 | 横浜ゴム株式会社 | 空気入りタイヤ |
CN112313092B (zh) * | 2018-07-02 | 2022-08-23 | 横滨橡胶株式会社 | 充气轮胎 |
CN111854345A (zh) * | 2020-08-18 | 2020-10-30 | 广东依明机械科技有限公司 | 一种利用多层反射膜降低辐射漏热的烤房装置 |
Also Published As
Publication number | Publication date |
---|---|
EP2287017A4 (en) | 2011-06-08 |
US8689847B2 (en) | 2014-04-08 |
US20110088826A1 (en) | 2011-04-21 |
JPWO2009142127A1 (ja) | 2011-09-29 |
CN102026830A (zh) | 2011-04-20 |
JP5285698B2 (ja) | 2013-09-11 |
EP2287017A1 (en) | 2011-02-23 |
EP2287017B1 (en) | 2014-01-22 |
KR20110000584A (ko) | 2011-01-03 |
CN102026830B (zh) | 2013-10-09 |
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