Patent Application
20220063342
The present technology relates to a pneumatic tire suitable as a tire for driving on unpaved roads and particularly relates to a pneumatic tire that can exert excellent running performance regardless of road surface conditions of unpaved roads.
As a pneumatic tire used for running on unpaved roads such as uneven ground, muddy ground, snowy roads, sandy ground, and rocky ground surfaces, a tire that includes a tread pattern mainly including a lug groove or a block including a large number of edge components and that has a large groove area is generally adopted. Additionally, a side block is provided in a side region disposed further on an outer side in a tire width direction than a shoulder block located on an outermost side in the tire width direction of a tread portion. In such a tire, while traction performance is obtained by the above-described lug groove or block biting mud, snow, sand, stones, rocks, or the like on a road surface, clogging of a groove with mud, snow, sand, stones, rocks, or the like on a road surface is prevented by the large groove area, and running performance on unpaved roads is improved (for example, see Japan Unexamined Patent Publication Nos. 2016-007861 and 2013-119277).
Now, since there are various types of unpaved roads as described above, and road surface conditions of unpaved roads are not necessarily identical, the performance required of a tire may differ depending on the types of unpaved roads. For example, in a case where a road surface is covered with a relatively soft mud, snow, sand, or the like (hereinafter referred to as mud or the like) such as muddy ground, snowy roads, and sandy ground (hereinafter referred to as muddy ground or the like), it is required to ensure traction performance in a state where a tire is buried in mud or the like (hereinafter referred to as “mud performance”). On the other hand, in a case where a road surface is hard and includes severe unevenness such as rocky ground surfaces, since the posture of a vehicle is not stable, it is required to ensure traction performance in a state where the posture of the vehicle is lost (hereinafter referred to as “rock performance”). In general, it is known that, to enhance mud performance, a pattern that includes a large number of groove components (block volume is small) and that includes grooves sufficiently biting mud or the like while a block road contact surface treads mud or the like is effective. In contrast, it is known that, to enhance rock performance, a pattern that has high block rigidity (block volume is large) and that can exert an edge effect even in a state where the posture of the vehicle is lost is effective. Thus, it is not easy to provide mud performance and rock performance in a compatible manner, and further improvement is required for obtaining a tire that provides mud performance and rock performance in a compatible manner and that can correspond to various types of unpaved roads.
The present technology provides a pneumatic tire that can exert excellent running performance (mud performance and rock performance) regardless of road surface conditions of unpaved roads.
A pneumatic tire of an embodiment of the present technology includes: a tread portion extending in a tire circumferential direction and having an annular shape; a pair of sidewall portions respectively disposed on both sides of the tread portion; and a pair of bead portions each disposed on an inner side of the pair of sidewall portions in a tire radial direction, the pneumatic tire having a designated mounting direction with respect to a vehicle; a plurality of side blocks being arranged along the tire circumferential direction in each of side regions adjacent to an outer side in a tire width direction of an outermost end portion in the tire width direction of the tread portion, the side blocks rising from outer surfaces of the sidewall portions and defined by a segmentation element, the segmentation element being a combination of elements selected from the outermost end portion in the tire width direction of the tread portion, a groove extending in the tire circumferential direction or the tire width direction, and a sipe extending in the tire circumferential direction or the tire width direction, and assuming that, among the side regions, a side that is an inner side with respect to the vehicle when the pneumatic tire is mounted on the vehicle is an inner side region, and a side that is an outer side with respect to the vehicle when the pneumatic tire is mounted on the vehicle is an outer side region, the number Nout of the side blocks provided in the outer side region being smaller than the number Nin of the side blocks provided in the inner side region.
In an embodiment of the present technology, as described above, a plurality of side blocks are provided in side regions that come into contact with the ground when a tire is buried in mud or the like, or when a vehicle body is tilted, and the number Nout of the side blocks in an outer side region where a load is likely to be applied when the vehicle body is tilted is relatively small (that is, the individual blocks are large), and thus block rigidity is ensured and rock performance is improved, and the number Nin of the side blocks in an inner side region where an effect of a posture of a vehicle is small is relatively large (that is, the individual blocks are small), and thus a large groove component is ensured and mud performance is improved. Functions are shared on a vehicle inner side and a vehicle outer side, and thus mud performance and rock performance can be provided in a well-balanced manner.
In an embodiment of the present technology, preferably, the side blocks adjacent in the tire circumferential direction at least partially overlap as viewed along a tire radial direction. The side blocks are disposed in this manner, and thus the side blocks are present over the entire circumference of the tire, and this becomes advantageous in improving running performance on unpaved roads.
In an embodiment of the present technology, preferably, the number Nout of the side blocks provided in the outer side region is not less than 25, and a ratio Nin/Nout of the number Nin of the side blocks provided in the inner side region to the number Nout of the side blocks provided in the outer side region is not less than 1.5 and not greater than 3.5. Accordingly, a balance of the number and the size of the side blocks on each of the sides becomes good, and this becomes advantageous in providing mud performance and rock performance in a compatible manner.
In an embodiment of the present technology, preferably, a ratio L/SH of a vertical distance L from the outermost end portion in the tire width direction of the tread portion to an innermost point in the tire radial direction of the side region to a tire cross-sectional height SH is from 0.10 to 0.30. The range of the side regions provided with the side blocks is set in this manner, and thus the side blocks appropriately come into contact with a road surface (mud or the like or rocks) during running on unpaved roads, and this becomes advantageous in effectively exerting mud performance and rock performance.
In an embodiment of the present technology, preferably, a rising height H of the side blocks from the outer surfaces of the sidewall portions is from 5 mm to 13 mm. Accordingly, the side blocks sufficiently rise and have an appropriate size, and thus this becomes advantageous in improving running performance on unpaved roads.
In an embodiment of the present technology, preferably, the segmentation element partially includes a shallow grooved region having a relatively small groove depth, the groove depth of the shallow grooved region is from 40% to 45% of the rising height H of the side blocks from the outer surfaces of the sidewall portions, and a total length of the shallow grooved region along a contour line of a road contact surface of the side blocks is from 15% to 35% of an entire length of the contour line of the road contact surface of the side blocks. Accordingly, groove volume and block rigidity can be ensured in a well-balanced manner, and this becomes advantageous in providing mud performance and rock performance in a compatible manner.
In an embodiment of the present technology, preferably, the total area of the side blocks provided in the inner side region is from 85% to 115% of the total area of the side blocks provided in the outer side region. In this manner, the total area of the side blocks is set to be an identical extent on the vehicle inner side and the vehicle outer side, and thus a balance between groove volume and block rigidity can be enhanced effectively by the relationship between the number of the side blocks on the vehicle inner side and the number of the side blocks on the vehicle outer side, and this becomes advantageous in providing mud performance and rock performance in a compatible manner.
In an embodiment of the present technology, preferably, in each of the inner side region and the outer side region, a percentage of the total area of the side blocks provided in each of the side regions with respect to the area of each of the side regions is from 15% to 70%. Accordingly, since the side blocks can be ensured sufficiently in each of the side regions, this becomes advantageous in providing mud performance and rock performance in a compatible manner.
In an embodiment of the present technology, “ground contact edge” refers to both end portions in a tire axial direction of a ground contact region formed when a tire is vertically placed on a flat surface in a state where the tire is mounted on a regular rim and inflated to regular internal pressure, and a regular load is applied to the tire. “Regular rim” refers to a rim defined by a standard for each tire according to a system of standards that includes standards with which tires comply, and is a “standard rim” defined by the Japan Automobile Tyre Manufacturers Association Inc. (JATMA), a “Design Rim” defined by the Tire and Rim Association, Inc. (TRA), or a “Measuring Rim” defined by the European Tyre and Rim Technical Organisation (ETRTO). In the system of standards including standards with which tires comply, “regular internal pressure” refers to air pressure defined by each of the standards for each tire and is “maximum air pressure” defined by JATMA, a maximum value indicated in the table “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “INFLATION PRESSURE” defined by ETRTO. However, in a case where a tire is a tire for a passenger vehicle, “regular internal pressure” is 180 kPa. “Regular load” is a load defined by a standard for each tire according to a system of standards that includes standards with which tires comply, and is “maximum load capacity” defined by JATMA, a maximum value indicated in the table of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “LOAD CAPACITY” defined by ETRTO. However, in a case where a tire is a tire for a passenger vehicle, “regular load” corresponds to 88% of the load described above.
Hereinafter, configurations of embodiments of the present technology will be described in detail with reference to the accompanying drawings.
As illustrated in
The pneumatic tire of an embodiment of the present technology has a designated mounting direction with respect to a vehicle. Specifically, an IN side in the diagram is a side (hereinafter referred to as a vehicle inner side) designated to be an inner side with respect to the vehicle when the pneumatic tire is mounted on the vehicle, and an OUT side in the diagram is a side (hereinafter referred to as a vehicle outer side) designated to be an outer side with respect to the vehicle when the pneumatic tire is mounted on the vehicle. Such a mounting direction can be identified by looking at an indication provided at a discretionary site in a tire outer surface, for example.
A carcass layer 4 is mounted between the left-right pair of bead portions 3. The carcass layer 4 includes a plurality of lines of reinforcing cord extending in the tire radial direction, and is folded back around a bead core 5 disposed in each of the bead portions 3 from the vehicle inner side to the vehicle outer side. Additionally, a bead filler 6 is disposed on the periphery of the bead core 5, and is enveloped by a body portion and a folded back portion of the carcass layer 4. On the other hand, a plurality of belt layers 7 (two layers in
An embodiment of the present technology is applied to such a pneumatic tire including a general cross-sectional structure; however, a basic structure of the pneumatic tire is not limited to the structure described above.
In the pneumatic tire illustrated in
The center blocks 10 are arranged in pairs (block pairs 10′) and inclined grooves 11 extending at an incline with respect to the tire circumferential direction are interposed between the pairs of center blocks 10. Then, the center blocks 10 on one side of the block pairs 10′ (a left side of the tire equator in the diagram) extend from one side (the left side of the tire equator in the diagram) to the other side (a right side of the tire equator in the diagram) of the tire equator across the tire equator. The center blocks 10 on the other side (the right side of the tire equator in the diagram) extend from the other side (the right side of the tire equator in the diagram) to the one side (the left side of the tire equator in the diagram) of the tire equator across the tire equator. Additionally, a notch 12 including two wall surfaces connected in a V-shape in a tread contact surface is provided in a wall surface (wall surface opposite to an inclined groove 30) on the outer side of each of the center blocks 10 in the tire width direction.
As described above, the shoulder blocks 20 are blocks disposed on the outer side of the center blocks 10 in the tire width direction. In the illustrated example, the plurality of shoulder blocks 20 extending from the outer side of the center blocks 10 in the tire width direction to the ground contact edge E are arranged at intervals in the tire circumferential direction. A shoulder groove 21 extending in the tire width direction is formed between the plurality of shoulder blocks 20. Note that in the following description, an outermost end portion in the tire width direction in the meridian cross-section of the shoulder blocks 20 is considered to be an outermost end portion in the tire width direction of the tread portion 1, and a region adjacent to the end portion is assumed to be a side region (a region where a side block 30 described below is formed). In the illustrated example, a protrusion 22 continuously extending over the entire circumference of the tire is provided in the outermost end portion in the tire width direction in the meridian cross-section of the shoulder blocks 20.
In the illustrated example, a sipe 40 is formed in each of the center blocks 10 and the shoulder blocks 20 as described above. Additionally, shallow grooves 41 extending while bending along the tire width direction are provided in side surfaces on an outer side of the shoulder blocks 20 in the tire width direction.
An embodiment of the present technology relates to a structure of the side block 30 described below provided in the side region that comes into contact with a road surface when a tire is buried in mud or the like, and when a vehicle body is tilted. Thus, a structure of grooves and blocks formed between the outermost end portions in the tire width direction of the tread portion 1 is not particularly limited as long as a tread pattern mainly includes blocks and is suitable for running performance on unpaved roads as in the illustrated example.
A plurality of the side blocks 30 rising from an outer surface of the sidewall portion 2 are formed in the side region located on an outer side of the shoulder region in the tire width direction. A rising height H of the side blocks 30 is preferably from 5 mm to 13 mm. The plurality of side blocks 30 are arranged over the entire circumference of the tire along the tire circumferential direction. Particularly, in the illustrated example, the side blocks 30 are disposed at extension positions on the outer side of the shoulder blocks 20 in the tire width direction, and a groove between the side blocks 30 adjacent in the tire circumferential direction is substantially continuous with the shoulder groove 21 between the shoulder blocks 20 adjacent in the tire circumferential direction. A shape of an individual block of the side blocks 30 is not particularly limited, but preferably, the side blocks 30 adjacent in the tire circumferential direction at least partially overlap as viewed along the tire radial direction. For example, the side blocks 30 illustrated have a substantially L-shape in which a portion extending in the tire width direction and a portion extending in the tire circumferential direction are combined, and thus the side blocks 30 adjacent at least partially overlap.
The individual side block of the side blocks 30 is constituted by defining at least three directions by segmentation elements 31. In other words, a land portion rising from the outer surface of the sidewall portion 2 is defined by a plurality of the segmentation elements 31, and the side blocks 30 are formed. Segmentation elements 31 refer to any of the outermost end portion in the tire width direction of the tread portion 1, a groove extending in the tire circumferential direction or the tire width direction, and a sipe extending in the tire circumferential direction or the tire width direction. Additionally, in a case where the segmentation elements 31 are elements (a groove or a sipe) having a depth, the segmentation elements 31 have a depth that is not less than 40% of the rising height H of the side blocks 30. In other words, a groove or a sipe having a groove depth of less than 40% of the rising height of the side blocks 30 is not considered as the segmentation elements 31 that define the side blocks 30. A plurality of types of the segmentation elements 31 can be combined in a discretionary manner. For example, in the illustrated example, a side block 30a in which the outermost end portion in the tire width direction of the tread portion 1 and a pair of grooves extending in the tire width direction are formed as the segmentation elements 31 is formed in the side region on the vehicle outer side (hereinafter, referred to as an outer side region). Additionally, a side block 30b in which the outermost end portion in the tire width direction of the tread portion 1, a groove extending in the tire circumferential direction, and a pair of grooves extending in the tire width direction are formed as the segmentation elements 31, and a side block 30c in which a groove extending in the tire circumferential direction and a pair of grooves extending in the tire width direction are formed as the segmentation elements 31 are formed in the side region on the vehicle inner side (hereinafter, referred to as an inner side region). Note that regarding the segmentation elements 31, the outermost end portion in the tire width direction of the tread portion 1 does not have a depth unlike the grooves or the sipes, but in an embodiment of the present technology, the outermost end portion in the tire width direction of the tread portion 1 is considered as an element that defines the side blocks 30. For example, even in a case where the protrusion 22 continuously extending in the tire circumferential direction is present in the outermost end in the tire width direction of the tread portion 1, and the side blocks 30 are connected by the protrusion 22, the outermost end (that is, the protrusion 22) in the tire width direction of the tread portion 1 in an embodiment of the present technology is considered as the segmentation elements 31 that define the side blocks 30. Thus, individual portions excluding the protrusion 22 become the side blocks 30 that are separate.
In an embodiment of the present technology, the side blocks 30 are provided in each of the outer side region and the inner side region, and the number of the side blocks 30 provided in the outer side region differs from the number of the side blocks 30 provided in the inner side region. That is, assuming that the number of the side blocks 30 provided in the outer side region is Nout and the number of the side blocks 30 provided in the inner side region is Nin, the number Nout and the number Nin satisfy the relationship Nout<Nin. For example, in the illustrated example, since the side blocks 30 provided in the inner side region are more finely defined than the side blocks 30 provided in the outer side region, the number Nout is smaller than the number Nin.
In this manner, the number of the side blocks 30 on the vehicle inner side and the number of the side blocks 30 on the vehicle outer side differ. Since the number Nout of the side blocks 30 in the outer side region where a load is likely to be applied when the vehicle body is tilted is relatively small (that is, the individual blocks are large), block rigidity is ensured and rock performance is improved. Since the number Nin of the side blocks 30 in the inner side region where an effect of the posture of the vehicle is small is relatively large (that is, the individual blocks are small), a large groove component is ensured and mud performance is improved. Since functions are shared on the vehicle inner side and the vehicle outer side, mud performance and rock performance can be provided in a well-balanced manner.
As described above, the number of the side blocks 30 on the vehicle inner side and the number of the side blocks 30 on the vehicle outer side differ, and total area of the side blocks 30 provided in the inner side region is preferably from 85% to 115% of total area of the side blocks 30 provided in the outer side region. The total area of the side blocks 30 is set to be an identical extent on the vehicle inner side and the vehicle outer side in this manner, and thus the individual block of the side blocks 30 can be made large reliably by making the number Nout relatively small and rock performance can be improved, and the individual block of the side blocks 30 can be made small reliably by making the number Nin relatively large and mud performance can be improved. In this case, when the relationship between the total area of the side blocks 30 on the vehicle inner side and the total area of the side blocks 30 on the vehicle outer side is outside the range described above, it becomes difficult to set the shapes (sizes) of the side blocks 30 on the vehicle inner side and the vehicle outer side in appropriate relationship by adjusting the number of the side blocks 30 alone. Note that in an embodiment of the present technology, total area of side blocks 30 refers to a sum of area of top surfaces of the side blocks 30.
The side blocks 30 are provided, and a percentage of the total area of the side blocks 30 provided in each of the inner side region and the outer side region with respect to the area of each of the side regions may preferably be set to be from 15% to 70% in each of the inner side region and the outer side region, and thus the side blocks 30 effectively act on running performance on unpaved roads. In this manner, the side blocks 30 occupy a sufficient range of the side regions, and thus running performance on unpaved roads can be exerted effectively. When the percentage of the total area of the side blocks 30 is less than 15%, since the side blocks 30 are sparsely scattered, it becomes difficult to sufficiently improve running performance on unpaved roads. When the percentage of the total area of the side blocks 30 exceeds 70%, since area of the grooves and the sipes between the side blocks 30 decreases and an edge effect is difficult to obtain, it becomes difficult to sufficiently improve running performance on unpaved roads. Additionally, when the individual block of the side blocks 30 is too small, since it becomes difficult to obtain an edge effect sufficient for exerting running performance on an unpaved road surface, the area of the individual block of the side blocks 30 is preferably, for example, not less than 4% of the area of the side region. Note that in an embodiment of the present technology, the area of side region refers to the area of a region between the outermost end portion in the tire width direction of the tread portion 1 and an outermost end in the tire width direction of the side blocks 30.
In an embodiment of the present technology, the side blocks 30 are defined by the segmentation elements 31, but the entire circumference of the side blocks 30 is not required to be completely defined (segmented). For example, in two types of the side blocks 30 schematically illustrated in
The number Nout of the side blocks 30 provided in the outer side region is preferably not less than 25, and more preferably not less than 30 and not greater than 45. Additionally, a ratio Nin/Nout of the number Nin of the side blocks 30 provided in the inner side region to the number Nout of the side blocks 30 provided in the outer side region is preferably not less than 1.5 and not greater than 3.5. The number of the side blocks 30 is set in this manner, and thus a balance of the number and the size of the side blocks 30 on each of the sides becomes good, and this becomes advantageous in providing mud performance and rock performance in a compatible manner. When the number Nout of the side blocks 30 is less than 25, since the number of the side blocks 30 is too small, it becomes difficult to sufficiently improve rock performance. When the ratio Nin/Nout is less than 1.5, a difference in the number of the side blocks 30 on the vehicle inner side and the number of the side blocks 30 on the vehicle outer side becomes small, and an effect of making the number of the side blocks 30 differ on the vehicle inner side and the vehicle outer side is not sufficiently obtained. When the ratio Nin/Nout exceeds 3.5, since the number of the side blocks is too large or too small on any of the vehicle inner side or the vehicle outer side, it becomes difficult to exert mud performance and rock performance in a well-balanced manner.
The side blocks 30 are provided in the side regions adjacent to the shoulder regions, and a ratio L/SH of a vertical distance L from the outermost end portion in the tire width direction of the tread portion 1 to an innermost point in the tire radial direction of the side region to a tire cross-sectional height SH may preferably be from 0.10 to 0.30. The range of the side regions provided with the side blocks 30 is set in this manner, and thus the side blocks 30 appropriately come into contact with a road surface (mud or the like or rocks) during running on unpaved roads, and this becomes advantageous in effectively exerting mud performance and rock performance. When the ratio L/SH is less than 0.10, since the range where the side blocks 30 are provided becomes small, an effect of improving running performance (particularly, rock performance) on unpaved roads cannot be obtained sufficiently. When the ratio L/SH exceeds 0.30, since the range where the side blocks 30 are provided becomes large, and an effect of a weight increase due to the side blocks 30 increases, there is concern that mud performance and normal running performance (steering stability performance) may be affected.
The segmentation elements 31 defining the side blocks 30 preferably partially include a shallow grooved region having a relatively small groove depth. The shallow grooved region can be constituted by making at least a portion of the groove or the sipe that is the segmentation element 31 shallow. The groove depth of the shallow grooved region is preferably from 40% to 45% of the rising height H of the side blocks 30. Additionally, a total length of the shallow grooved region along a contour line of a road contact surface of the side blocks 30 is preferably from 15% to 35% of the entire length of the contour line of the road contact surface of the side blocks 30. Accordingly, groove volume and block rigidity can be ensured in a well-balanced manner, and this becomes advantageous in providing mud performance and rock performance in a compatible manner. When the groove depth of the shallow grooved region is less than 40% of the rising height H, the blocks are not sufficiently segmented in the shallow grooved region, and there is concern that the side blocks 30 cannot be defined appropriately. When the groove depth of the shallow grooved region exceeds 45% of the rising height H, the groove depth in the shallow grooved region does not become sufficiently shallow, and an effect of providing the shallow grooved region does not become exerted sufficiently. When the total length of the shallow grooved region is less than 15% of the entire length of the contour line of the road contact surface of the side blocks 30, the shallow grooved region becomes too small, and thus the effect of providing the shallow grooved region does not become exerted sufficiently. When the total length of the shallow grooved region exceeds 35% of the entire length of the contour line of the road contact surface of the side blocks 30, the shallow grooved region becomes too large, and the blocks are not sufficiently segmented and there is concern that the side blocks 30 cannot be defined appropriately.
Nineteen types of pneumatic tires according to Comparative Examples 1 to 3 and according to Examples 1 to 16 were manufactured. The tires have a tire size of LT265/70R17, and include the basic structure illustrated in
As for the pneumatic tires, mud performance and rock performance were evaluated by the following evaluation method, and the results are also indicated in Tables 1 and 2.
The test tires were mounted on wheels having a rim size of 17×7.0 J, inflated to air pressure of 250 kPa, and mounted on a test vehicle (four wheel drive vehicle), and sensory evaluation on traction characteristics was performed by a test driver on a test course including on muddy ground. Evaluation results are expressed as index values with a value of Comparative Example 1 being assigned as the value of 100. The larger index values mean excellent mud performance.
The test tires are mounted on wheels having a rim size of 17×7.0 J, inflated to air pressure of 250 kPa, and mounted on a test vehicle (four wheel drive vehicle), and sensory evaluation on traction characteristics was performed by a test driver on a test course including rocky ground surfaces. Evaluation results are expressed as index values with a value of Comparative Example 1 being assigned as the value of 100. The larger index values mean excellent rock performance.
As can be seen from Tables 1 and 2, as compared with Comparative Example 1, any of Examples 1 to 16 provided effectively improved mud performance and rock performance in a well-balanced manner. On the other hand, in Comparative Example 2, since the number of the side blocks is small on the vehicle inner side and the vehicle outer side, rock performance was obtained, but mud performance was reduced. In Comparative Example 3, since the number of the side blocks is large on the vehicle inner side and the vehicle outer side, mud performance was obtained, but rock performance was reduced.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2018-171727 | Sep 2018 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2019/035720 | 9/11/2019 | WO | 00 |
