Patent Application
20170120690
This application claims priority of Japanese Patent Application No.: 2015-214912 filed on Oct. 30, 2015, the content of which is incorporated herein by reference.
Technical Field
The present invention relates to a pneumatic tire.
Related Art
Conventionally, as a pneumatic tire, there has been known a pneumatic tire configured such that a width size of inclined grooves inclined with respect to a tread circumferential direction is gradually increased toward a side portion side (see JP 2007-112218 A, for example).
However, in such a conventional pneumatic tire, circumferential grooves exist in a center region of a tread portion or a width of an inclined wall portion is increased toward a center side. Accordingly, the pneumatic tire cannot acquire sufficient rigidity so that road surface followability and braking performance are less than optimal. Further, an inclined surface extends only to one side of a side portion and hence, sufficient drain property cannot be acquired. However, in such a conventional pneumatic tire, circumferential grooves exist in a center region of a tread portion or a width of an inclined wall portion is increased toward a center side. Accordingly, the pneumatic tire cannot acquire sufficient rigidity so that road surface followability and braking performance are less than optimal. Further, an inclined surface extends only to one side of a side portion and hence, sufficient drain property cannot be acquired.
It is an object of the present invention to provide a pneumatic tire which exhibits excellent drain property besides high rigidity in a center region of a tread portion and excellent road surface followability and braking performance.
To overcome the above-mentioned drawback, an aspect of the present invention provides a pneumatic tire, comprising a rib formed in a center region of a tread portion and extending continuously in a tire circumferential direction, wherein the rib has a plurality of respective recessed portions disposed along the tire circumferential direction at a center portion thereof, wherein a bottom surface of each of the plurality of recessed portions is formed of a pair of inclined surfaces respectively deepened toward both sides, and wherein a groove portion extending in a tire width direction toward a kicking-out side in the tire circumferential direction is configured to communicate with one side of the recessed portion.
With such a configuration, the rib in the center region of the tread portion is continuously formed in the tire circumferential direction and hence, the pneumatic tire exhibits high rigidity, and also exhibits excellent road surface followability and braking performance. Further, the bottom surface of the recessed portion is formed of a pair of inclined surfaces respectively deepened toward both sides and hence, the flow of water in the recessed portion becomes smooth whereby the drain property can be enhanced.
It is preferable that the groove portion is configured to communicate with a main groove formed on the tread portion and extending in the tire circumferential direction.
With such a configuration, water which enters the recessed portion flows out to the main groove and hence, the drain property can be enhanced.
It is preferable that the recessed portion is formed such that a width of the recessed portion is gradually increased in the tire circumferential direction toward a kicking-out side from a stepping-in side.
With such a configuration, flow resistance of water which enters the recessed portion is gradually decreased toward a flow direction and hence, drain property can be further enhanced.
It is preferable that the rib has a distal end portion which is formed such that a width of the distal end portion is gradually increased in the tire circumferential direction toward a kicking-out side from a stepping-in side by the respective recessed portions disposed in a row in the tire circumferential direction.
With such a configuration, water on a tread surface is made to flow toward both sides of the recessed portion and hence, the smooth flow of water can be acquired whereby drain property can be enhanced.
It is preferable the groove portion is configured to extend alternately toward one side and the other side in a tire width direction in the tire circumferential direction.
With such a configuration, water can be drained toward both sides in the tire width direction in a well-balanced manner.
According to the present invention, the rib is formed in the center region of the tread portion and hence, road surface followability and braking performance is increased while increasing rigidity. Further, each of the bottom surfaces of the plurality of recessed portions formed on the rib is formed of a pair of inclined surfaces and hence, drain property can be enhanced.
The foregoing and the other features of the present invention will become apparent from the following description and drawings of an illustrative embodiment of the invention in which:
Hereinafter, an embodiment of the present invention is described with reference to the attached drawings. The description made hereinafter is provided substantially for merely exemplifying the present invention, and the description does not intend to limit the present invention, a product to which the present invention is applied or applications of the present invention.
A rib 5 (indicated by a solid hatched lines in
With further reference to
Opening end edge portions of the recessed portion 6 on the kicking-out side gradually extend in the tire width direction respectively from the center line toward the kicking-out side in the tire circumferential direction so as to form an approximately V shape. With such a configuration, a distal end portion 8 which is pointed toward an apex side of the neighboring recessed portion 6 in the tire circumferential direction is formed. That is, the distal end portion 8 which increases a width thereof from a stepping-in side to a kicking-out side in the tire circumferential direction is formed. The distal end portion 8 plays a role of enhancing drain property by forcibly dividing water on a road surface in left and right directions at the time when the tire is brought into contact with a road surface.
A groove portion (sub main groove 9) is formed along one inclined portion of each recessed portion 6. The sub main groove 9 extends obliquely toward a kicking-out side in the tire circumferential direction and in the tire width direction while extending beyond the recessed portion 6. The extending direction of the sub main groove 9 from the recessed portion 6 is set just opposite with respect to the tire center line between the recessed portions 6 arranged adjacently to each other in the tire circumferential direction. That is, with respect to the sub main grooves 9 which extend from the respective recessed portions 6 sequentially arranged in a row in the tire circumferential direction, the extending directions of the sub main grooves 9 alternately change between one side (right side) and the other side (left side) in the tire width direction. Further, a width size of each sub main groove 9 is gradually increased in the extending direction of the sub main groove 9. With such a configuration, water which flows into the sub main groove 9 minimally receives a flow resistance so that the water smoothly flows to a kicking-out side from a stepping-in side.
A first lateral groove 10 which extends toward a tire lateral side communicates with each sub main groove 9 in the vicinity of the recessed portion 6, and a terminal end portion of each sub main groove 9 is connected to a main groove 24 described later.
As described later, each first lateral groove 10 is defined by a first inclined surface 16 of the mediate block 18 and a side surface on a rib side. The first lateral groove 10 is formed such that a width size of the first lateral groove 10 is gradually decreased as the first lateral groove 10 extends to a distal end thereof. The first lateral groove 10 communicates with a terminal end part of the sub main groove 9 which is arranged adjacently to the first lateral groove 10 in the circumferential direction through a first narrow width portion 11 having the smallest width size. By forming the first lateral grooves 10 branched from the sub main grooves 9, drain property can be enhanced compared to a case where only the sub main grooves 9 are formed on the tread portion 1. Further, by gradually decreasing a width size of the first lateral groove 10, a flow speed of water when water passes through the first narrow width portion 11 can be increased so that an outflow speed of water to a sub main groove side can be increased. Accordingly, it is possible to allow water to flow into each second lateral groove 25 while compensating for the lowering of a flow speed of water which flows through the sub main groove 9 having a gradually increased width size.
In the same manner as the first lateral groove 10, a width size of a rear end portion of each sub main groove 9 is gradually decreased as the rear end portion of each sub main groove 9 extends toward the distal end thereof. The rear end portion of each sub main groove 9 communicates with the main groove 24 through a second narrow width portion 12 having the smallest width size. By gradually decreasing the width size of the rear end portion of the sub main groove 9, it is possible to allow water to flow into the main groove 24 at a high speed. With such a configuration, drain property can be enhanced by accelerating the flow of water in the main groove 24. Further, the position where the rear end portion of the sub main groove 9 and the main groove 24 communicate with each other and the position where the first lateral groove 10 and the sub main groove 9 communicate with each other are disposed substantially on the same straight line. With such a configuration, drain property can be enhanced by further effectively increasing a flow speed.
In this manner, by forming the recessed portions 6, the sub main grooves 9 and the first lateral grooves 10, the rib 5 includes first inclined rib portions 13 and second inclined rib portions 14 which extend toward both sides. The first inclined rib portion 13 includes a triangular portion 15 which has a distal end thereof pointed in a triangular shape by the first lateral groove 10 and the sub main groove 9. The triangular portion 15 includes a second inclined surface 17 disposed on the main groove 24 side. With such a configuration, rigidity of each triangular portion 15 can be enhanced.
In the mediate region 3, a plurality of mediate blocks 18 are arranged in a row in the tire circumferential direction. Each mediate block 18 is defined by the sub main grooves 9, the first lateral grooves 10 and the main groove 24.
A first tapered portion 19 and a second tapered portion 20 branched from the sub main groove 9 are formed in the mediate block 18. The first tapered portion 19 and the second tapered portion 20 are formed such that a width and a depth are gradually decreased in a direction away from the sub main groove 9. Further, the first tapered portion 19 and the second tapered portion 20 are formed such that a length of the first tapered portion 19 and a length of the second tapered portion 20 in the tire width direction are set to 30% or more of a length of the mediate block 18 in the tire width direction, and a distal end of the first tapered portion 19 and a distal end of the second tapered portion 20 terminate in the mediate block 18. By forming the first tapered portion 19 and the second tapered portion 20 in this manner, the generation of heat from the mediate block 18 at the time of traveling can be suppressed by suppressing the increase of a volume of the mediate block 18 while realizing the large-sizing of the mediate block 18. By making the mediate block 18 large-sized, cornering performance (cornering power: CP) of the tire can be enhanced. Further, with the formation of the first tapered portion 19 and the second tapered portion 20, a surface area of the mediate block 18 is increased so that heat dissipation property of the tire can be also enhanced.
In the mediate block 18, a distal end of the first tapered portion 19 and a distal end of the second tapered portion 20 are connected to each other through a third tapered portion 21. With the formation of the third tapered portion 21, it is possible to minimally generate heat by suppressing a volume of the mediate block 18 while increasing rigidity of the mediate block 18. At the same time, with the formation of the third tapered portion 21, it is also possible to facilitate heat dissipation by increasing a surface area of the mediate block 18. That is, endurance of the tire at a high speed can be enhanced.
Further, a sipe 22 is also formed in the mediate block 18 such that the sipe 22 intersects with the third tapered portion 21. In this embodiment, the sipe 22 means a groove having a width size of 1.5 mm or less. The sipe 22 makes the sub main groove 9 and the main groove 24 communicate with each other, and divides the mediate block 18 into two parts in the tire circumferential direction. With the function of the sipe 22, it is possible to suppress the generation of a pattern noise without lowering rigidity of the mediate block 18. That is, in the case where the sipe 22 is not formed in the mediate block 18, although a noise is generated only at the time when an edge of the mediate block 18 on a stepping-in side is brought into contact with a road surface, such a noise is influenced by the whole mediate block 18 thus generating a noise of a low frequency which is uncomfortable for a person. However, with the formation of the sipe 22, the mediate block 18 can be divided into two parts in the tire circumferential direction and hence, a noise generated at the time when the mediate block 18 is brought into contact with a road surface is divided into a plurality of (two) small noises of a relatively high frequency per a block unit. Accordingly, a person does not feel so uncomfortable even when he or she hears the noise.
In the shoulder region 4, a plurality of shoulder blocks 23 are arranged in a row in the tire circumferential direction. Each shoulder block 23 is defined by the main groove 24 extending in the tire circumferential direction and having a zigzag shape on both sides, and second lateral grooves 25 which extend in the tire width direction so as to intersect with the main groove 24. A narrow groove 26 extending in the tire width direction is formed in a center portion of a front surface of the shoulder block 23.
In a buttress portion 27 of the shoulder block 23, a circumferential groove 28 is formed such that the circumferential groove 28 extends between and over a pair of second lateral grooves 25 adjacently arranged to each other in the tire circumferential direction and makes such pair of second lateral grooves 25 communicate with each other. In this embodiment, the buttress portion 27 means a region from a ground contact end of the tire to a tire maximum width position. A projecting ridge 29 which projects in a crest shape having a triangular shape in cross section is formed on a bottom surface of each circumferential groove 28. A portion of each projecting ridge 29 positioned on the center line and having the largest height is disposed at the same position as a surface of the buttress portion 27. Further, a boundary portion between a bottom surface and a side surface of the recessed portion 6, and boundary portions between the bottom surface of the recessed portion 6 and the inclined surfaces 7a, 7b of the projecting ridge 29 are chamfered. In this manner, the circumferential groove 28 extends between and over the second lateral grooves 25 adjacently arranged to each other in the tire circumferential direction, and the second lateral grooves 25 adjacently arranged to each other in the tire circumferential direction are connected to each other through the circumferential groove 28 on which the projecting ridge 29 is formed. Accordingly, it is possible to increase rigidity of a portion between the shoulder blocks 23 adjacently arranged to each other in the tire circumferential direction.
The circumferential groove 28 are formed in an inclined manner with respect to the tire circumferential direction. Further, the circumferential grooves 28 are formed such that a width of each circumferential groove 28 is gradually decreased as the circumferential groove 28 extends in the inclined direction. In this manner, the circumferential grooves 28 are not positioned on the same circumference in the tire circumferential direction and hence, it is possible to prevent the stress concentration whereby occurrence of cracks or the like can be prevented.
The circumferential grooves arranged adjacently to each other in the tire circumferential direction are arranged so as not to overlap with each other as viewed in the tire width direction. When the circumferential grooves 28 partially overlap with each other, a change in rigidity is increased. To prevent such a change in rigidity, the circumferential grooves are arranged adjacently to each other in the tire circumferential direction.
When a pneumatic tire provided with the tread portion 1 having the above-mentioned constitution travels a road surface, a range where the tire is brought into contact with a ground at a certain moment is a range surrounded by a dotted line in
Further, the bottom surface of the recessed portion 6 is formed of a pair of inclined surfaces 7 each of which has a depth gradually increased toward a lateral side with respect to the center line of the rib 5 and hence, drain property can be enhanced. Water which enters the center region 2 are made to flow in the left and right directions with certainty by the inclined surfaces 7. Accordingly, it is possible to lead water to the main grooves 24 with certainty by the sub main grooves 9.
Vehicles were made to travel on a road surface with a water depth of 8 mm, and a speed at which aquaplaning (hydroplaning) occurs was measured. A result of a pneumatic tire having a tread pattern of a comparison example 2 was set as 100 in terms of index, and results of other pneumatic tires were shown in terms of index. In Table 1, the larger the numerical value is, the higher anti-aquaplaning performance the vehicle has.
A comparison example 1 is a pneumatic tire having a tread pattern shown in
A comparison example 2 is a pneumatic tire having a tread pattern shown in
A comparison example 3 is a pneumatic tire having a tread pattern shown in
An example 1 is a pneumatic tire having a tread pattern shown in
As can be clearly understood from Table 1, by forming a bottom surface of a recessed portion using two inclined surfaces 7, favorable drain property can be ensured and hence, it becomes possible to sufficiently increase anti-aquaplaning performance.
The present invention is not limited to the configuration described in the embodiment, and various modifications are conceivable.
In the embodiment, the distal end of the recessed portion 6 is formed into a pointed shape with an acute angle. However, the distal end portion of the recessed portion 6 may be formed into various shapes such as an arcuate shape. In short, it is sufficient that the recessed portion 6 has a shape where a width size is gradually increased toward a kicking-out side from a stepping-in side.
In the embodiment, the configuration is adopted where the sub main grooves 9 alternately extend to a right side and a left side from the respective recessed portions 6 arranged in a row in the tire circumferential direction. However, the configuration may be adopted where the sub main grooves 9 which extend in the same direction are formed in a row. For example, the configuration may be adopted where three sub main grooves 9 which extend to a right side are formed continuously in a row and, thereafter, three sub grooves which extend to a left side are formed continuously.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2015-214912 | Oct 2015 | JP | national |
