Patent Application
20100243120
The present invention relates to a pneumatic tire and, in particular, a pneumatic tire capable of ensuring good braking performance by an edge effect.
A conventional pneumatic tire has a structure in which plural blocks are formed by arranging plural circumferential main grooves, as well as lug grooves extending substantially in the width direction, in a tread to generate an edge effect to ensure good braking performance (for example, see JP 09-328003).
However, in a pneumatic tire employing such an arrangement of grooves as described above, there is a problem that, although block edges thereof effectively work to demonstrate sufficient braking performance on a what is called “low μ road” having a relatively small friction coefficient such as a wet road surface, lug-groove edge portions on the trailing side of blocks are deformed upward or toward the radially inner direction (such deformation of edge portions will be referred to “upward deformation” hereinafter) due to frictions between the edge portions and a road surface when a relatively high force is inputted or on a dry road, whereby braking performance cannot be ensured in a satisfactory manner.
The present invention has been contrived to solve the aforementioned problem. An object of the present invention is to provide a pneumatic tire capable of ensuring good braking performance by making an edge effect be fully demonstrated by suppressing upward deformation of edge portions of a block. Another object of the present invention is to provide a pneumatic tire capable of decreasing rolling resistance.
In a first aspect of the present invention, a pneumatic tire including in a tread plural circumferential main grooves extending in the tire circumferential direction and plural lug grooves provided in a land portion row between two adjacent circumferential main grooves and a land portion row between each outermost circumferential main groove and a corresponding ground contact end of the tread, each lug groove extending in a direction intersecting the circumferential main grooves, comprises: a circumferential shallow groove provided within one land portion row so as to be proximate to one circumferential main groove and shallower than the one circumferential main groove; a rib formed in the one land portion between the one circumferential main groove and the circumferential shallow groove and extending in the tire circumferential direction, wherein the remaining portion of the one land portion row other than the rib is structured as block rows constituted of plural blocks.
According to the pneumatic tire of the first aspect of the present invention, edges of the lug grooves on the trailing side the blocks effectively work in a low μ road such as a wet road surface as in a conventional pneumatic tire, whereby satisfactory braking performance can be demonstrated when a force is imputed in the tire circumferential direction, e.g. when brake is operated.
On the other hand, when a relatively high force is inputted or on a dry road, there may be cases where edge portions of the blocks on the lug groove side are deformed upward due to frictions between the edge portions and the road surface. However, since the ribs extending in the tire circumferential direction are provided each adjacent to the block rows constituted of plural block rows by way of the circumferential shallow grooves which are shallower than the circumferential main groove and these ribs work to suppress deformation of the blocks, it is possible to suppress upward deformation of the edge portions of the blocks on the lug groove side and make satisfactory braking performance be demonstrated when a relatively high force is inputted or on a dry road.
Further, when a force in the tire widthwise direction is inputted with respect to the tread, the blocks tend to deform in the tire widthwise direction. However, the ribs each adjacent to the blocks suppress such deformation in the tire widthwise direction of the blocks as described above. Accordingly, heat generation due to inner friction of rubber constituting the blocks is reduced and rolling resistance of the tire can be decreased, well contributing to lower fuel consumption rate of a vehicle.
According to the pneumatic tire of the first aspect of the present invention, it is possible to suppress upward deformation of edge portions of the blocks on the lug groove side even in quick acceleration.
In a second aspect of the present invention, a pneumatic tire including in a tread plural circumferential main grooves extending in the tire circumferential direction and plural lug grooves provided in a land portion row between two adjacent circumferential main grooves and a land portion row between each outermost circumferential main groove and a corresponding ground contact end of the tread, each lug groove extending in a direction intersecting the circumferential main grooves, comprises: a circumferential fine groove provided within one land portion row so as to be proximate to one circumferential main groove and narrower than the one circumferential main groove; a rib formed within the one land portion between the one circumferential main groove and the circumferential fine groove and extending in the tire circumferential direction, wherein the remaining portion of the one land portion row other than the rib is structured as block rows constituted of plural blocks, and a groove width of the circumferential fine groove is set such that a side face of each block of the block rows is brought into contact with a side face of the rim in a state where the block and the rib are in contact with the ground and compression-deformed.
According to the pneumatic tire of the second aspect of the present invention, edges of the blocks on the lug groove side effectively work in a low μ road such as a wet road surface as in a conventional pneumatic tire, whereby satisfactory braking performance can be demonstrated when a force is imputed in the tire circumferential direction, e.g. when brake is operated.
On the other hand, when a relatively high force is inputted or on a dry road, there may be cases where edge portions of the blocks on the lug groove side are deformed upwardly due to frictions between the edge portions and the road surface. However, when the blocks and the ribs are brought into contact with the ground, the blocks and the ribs are compression-deformed such that a side face of the block and a side face of the rib are in contact with each other, whereby the rib works to suppress deformation of the block. As a result, it is possible to suppress upward deformation of the edge portions of the blocks on the lug groove side and making satisfactory braking performance be demonstrated when a relatively high force is inputted or on a dry road.
Further, when a force in the tire widthwise direction is inputted with respect to the tread, the blocks tend to deform in the tire widthwise direction. However, the ribs each adjacent to the blocks suppress such deformation in the tire widthwise direction of the blocks as described above. Accordingly, heat generation due to inner friction of rubber constituting the blocks is reduced and rolling resistance of the tire can be decreased, well contributing to lower fuel consumption rate of a vehicle. According to the pneumatic tire of the second aspect of the present invention, it is possible to suppress upward deformation of edge portions of the blocks on the lug groove side even in quick acceleration.
In a third aspect of the present invention, the pneumatic tire of the first or second aspect is characterized in that an angle formed by each lug groove with respect to the tire widthwise direction, in a plan view of the tread, is not smaller than 45 degrees.
According to the tire of the third aspect, since an angle formed by each lug groove with respect to the tire widthwise direction, in a plan view of the tread, is set to be not smaller than 45 degrees, a force orthogonal to the edges, on the lug groove side, of the blocks demarcated by the lug grooves, exerted on the edges at braking or the like (e.g. an input force at braking), is made relatively small. As a result, it is possible to further suppress upward deformation of the edge portions of the blocks on the lug groove side and thus improve braking performance.
The upper limit of the angle formed by each lug groove with respect to the tire widthwise direction is preferably 70 degrees. In a case where the angle formed by each lug groove with respect to the tire widthwise direction exceeds 70 degrees, block rigidity decreases and thus deterioration in driving stability, partial wear and the like are resulted.
The pneumatic tire of the first or second aspect of the present invention having the aforementioned structure causes a superior effect of suppressing upward deformation of edge portions of blocks and making an edge effect be fully demonstrated to ensure good braking performance, as described above.
Further, the pneumatic tire of the first or second aspect has a superior effect of suppressing deformation of the blocks, thereby enabling to decrease rolling resistance of a tire and thus contributing to lower fuel consumption rate of a vehicle.
The pneumatic tire of the third aspect of the present invention, having the aforementioned structure, has a superior effect of further improving braking performance.
Hereinafter, an example of one embodiment of the present invention will be described in detail with reference to the drawings.
As shown in
Reference number 12E in
The ground contact end 12E represents a ground contact end in a case where the pneumatic tire 10 is assembled with a standard rim prescribed in JATMA YEAR BOOK (the standards by The Japan Automobile Tyre Manufacturers Association, Inc., 2007 edition) and the maximum load capacity is applied on the tire by inflating the tire at an internal pressure as 100% of the air pressure (the maximum air pressure) corresponding to the maximum load capacity (the load printed by bold letter in the internal pressure-load capacity correspondence table) in the application size ply rating in JATMA YEAR BOOK.
In a case where TRA standards or ETRTO standards are applied in a place where the tire is used or produced, appropriate standards should be used accordingly.
Circumferential line grooves 18 extending along the tire circumferential direction are formed on the respective outer sides in the tire widthwise direction of the center rib 16. Further, second circumferential main grooves 20 extending in the tire circumferential direction are formed on the respective outer sides in the tire widthwise direction of the fine grooves 18.
A block row constituted of plural center blocks 24 is formed between each circumferential fine groove 18 and the corresponding second circumferential main groove 20 by providing plural center lug grooves 22 opening to both of the circumferential fine groove 18 and the second circumferential main groove 20 such that the center lug grooves extend slanted with respect to the tire widthwise direction. The first circumferential main groove 14, the second circumferential main groove 20 and the center lug groove 22 have deepest depths in the tread 12 in order to ensure good drainage properties and the groove widths thereof are set, respectively, such that these grooves can avoid being closed when the tread is brought into contact with the ground.
The circumferential fine groove 18 has a narrower groove width than the first circumferential main groove 14 and the second circumferential main groove 20. The groove width of the circumferential line groove 18 is set such that a side face of the center rib 16 is in contact with a side face of the center block 24 in a state where the tread 12 is in contact with the ground and the center rib 16 and the center block 24 are compression-deformed, respectively, as the tire is rotated with load exerted thereon. The groove width of the fine groove 18 of the present embodiment is substantially constant from the groove bottom to the groove opening portion thereof on the tread surface side. The groove width of the fine groove 18 is preferably not larger than 1.0 mm. The depth of the fine groove 18 is preferably set within the range of 50 to 100 of the groove depths of the first circumferential main groove 14 and the second circumferential main groove 20.
The inclination angle θ of the center lug groove 22 with respect to the tire widthwise direction is preferably set within the range of 45 to 70 degrees.
Shoulder ribs 26 continuously extending along the tire circumferential direction are provided in the land portion rows on the respective outer sides in the tire widthwise direction of the second circumferential main grooves 20. Circumferential shallow grooves 28 extending in the tire circumferential direction are formed on the respective outer sides in the tire widthwise direction of the shoulder ribs 26.
As shown in
As shown in
As shown in
Sipes 34 are formed in the middle portion in the circumferential direction of each center block 24 such that the sipes 34 extend full across the block 24 with inclination in the same direction as the center lug grooves 22. Further, sipes 36 shallower than the first circumferential main groove 14 and the second circumferential main groove 20 are formed in each shoulder rib 26 with spaces therebetween in the tire circumferential direction such that the sipes 36 extend full across the shoulder rib 26. Yet further, sipes 38 substantially in parallel with the shoulder lug grooves 30 are formed in each shoulder block 32 in the intermediate portion thereof in the tire circumferential direction, e.g. the center portion thereof.
In the present invention, a “sipe” represents a groove which closes and the groove width thereof becomes zero when a tread is brought into contact with the ground.
(Effect)
Next, an effect of the pneumatic tire 10 of the present embodiment will be described. According to the pneumatic tire 10 of the present embodiment, edges of the center blocks 24 on the lug groove side and edges of the shoulder blocks 32 on the lug groove side effectively work on a low μ road such as a wet road surface as in a conventional pneumatic tire, whereby satisfactory braking performance can be demonstrated.
On the other hand, when a relatively high force is inputted or on a dry road, there may be cases where edge portions of the blocks on the lug groove side are deformed upwardly due to frictions between the edge portions and the road surface. However, in these cases, the center block 24 is adjacent to the corresponding center rib 16 and the shoulder blocks 32 are adjacent to the corresponding shoulder rib 26, so that the center rib 16 works to suppress deformation of the corresponding center block 24 and the shoulder rib 26 works to suppress deformation of the shoulder block 32, whereby it is possible to suppress upward deformation of the edge portions of the blocks on the lug groove side and make satisfactory braking performance be demonstrated when a relatively high force is inputted or on a dry road.
Further, since the inclination angle θ of each center lug groove 22 with respect to the tire widthwise direction is set in the range of 45 to 70 degrees, a force orthogonal to the edges on the lug groove side of the center blocks 24 demarcated by the lug grooves 22, which force is exerted on these edges at braking or the like (e.g. an input force at braking), is made relatively small, whereby it is possible to further suppress upward deformation of the edge portions of the blocks on the lug groove side and improve braking performance.
In a case where the inclination angle θ formed by each center lug groove 22 with respect to the tire widthwise direction is smaller than 45 degrees, it is difficult to improve braking performance.
In a case where the inclination angle θ formed by each center lug groove 22 with respect to the tire widthwise direction exceeds 70 degrees, rigidity of the center blocks 24 decreases and thus deterioration in driving stability, partial wear and the like may be resulted.
Further, when a force in the tire widthwise direction is inputted with respect to the tread 12, for example, in a cornering situation, an input of force is largest at the shoulder block 32 on the outer side in the cornering-radial direction of a vehicle and thus this shoulder block 32 tends to deform on the inner side in the tire widthwise direction (i.e. on the side of the tire equatorial plane). However, the shoulder rib 26 adjacent, on the inner side in the tire widthwise direction, to the shoulder block 32 suppresses deformation of the shoulder block 32 toward the inner side in the tire widthwise direction, whereby heat generation due to inner friction of rubber constituting the shoulder blocks 32 is reduced and rolling resistance of the tire can be decreased, well contributing to lower fuel consumption rate of the vehicle.
Yet further, in the center blocks 24 disposed on the sides near to the tread center, the center rib 16 suppresses deformation of the center blocks 24 in the tire widthwise direction, whereby heat generation of the center block 24 can be reduced, contributing to lower fuel consumption rate of the vehicle.
Yet further, according to the pneumatic tire 10 of the present embodiment, it is possible to suppress upward deformation of the lug groove-side edge portions of the center blocks 24 and the shoulder blocks 32, on the leading side, in quick acceleration, as well.
Although the section of the circumferential shallow groove 28 has a substantially V-like shape in the foregoing embodiment, the sectional shape of the shallow groove 28 may be other than a V-like shape, as long as the shoulder rib 26 can suppress deformation of the shoulder block 32.
In order to confirm an effect of the present invention, there were prepared as test tires a conventional pneumatic tire and a pneumatic tire according to the aforementioned embodiment of the present invention, to which the present invention was applied. Braking performance on a wet road surface, braking performance on a dry road surface and rolling resistance were tested/measurement for the respective test tires. The results of the tests/measurement are shown in Table 1.
Pneumatic tire according to the embodiment of the present invention (which will be referred to as an “embodiment tire” hereinafter): a pneumatic tire having such a tread pattern as described in the aforementioned embodiment
Conventional pneumatic tire: a pneumatic tire having a tread pattern as shown in
In
The respective test tires were summer tires each having size of 195/65R15. Each of the test tires was assembled with a rim having a rim width 6J-15, mounted on a Japanese sedan-type passenger car, inflated to reach the internal pressure specified for the vehicle under a load condition of (driver's weight+600N), and subjected to the tests.
In the braking test, deceleration from 100 km/h was measured in a state in which the ABS function was in operation. For evaluation, deceleration of each test tire is expressed as an index value relative to the deceleration in a case where the conventional pneumatic tire was mounted on the vehicle, which is expressed as 100. The larger index value represents the larger deceleration and thus the better braking performance.
Further, rolling resistance was measured by a tester as rolling resistance when each test tire was rotated in the same conditions as described above. For evaluation, the reciprocal of the rolling resistance value of each test tire was expressed as an index value relative to the reciprocal of the rolling resistance of the conventional pneumatic tire, which reciprocal is expressed as 100. The larger index value represents the smaller rolling resistance.
From the results of the tests, it is understood that the embodiment tire to which the present invention is applied exhibits significantly improved braking performance on a dry road surface and significantly reduced rolling resistance, as compared with the conventional pneumatic tire.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2007-272938 | Oct 2007 | JP | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP2008/065687 | 9/1/2008 | WO | 00 | 4/16/2010 |
