JP2017193203A - tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a tire that can exert satisfactory braking/driving performance and cornering performance even in a state where longitudinal force and lateral force of a given value or more are generated, when using a tread pattern in which blocks with comparatively small grounding areas are densely arranged.SOLUTION: In a pneumatic tire 10, a plurality of blocks 100 having a step face coming into contact with a road surface are provided adjacently in a tread face view. Peripheral edge parts 100f of the blocks 100 are partitioned from blocks 100B adjacent to blocks 100A by sipes 200.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a tire provided with a plurality of adjacent blocks each having a polygonal shape in a tread surface view.

  Conventionally, a pneumatic tire (hereinafter referred to as a tire) using a tread pattern in which blocks having a relatively small ground contact area are densely arranged is known (for example, Patent Document 1).

  Specifically, by using a tread pattern in which octagonal blocks having a length in the tire circumferential direction and the tire width direction of about 20 mm or less are densely provided in a zigzag pattern, the grounding property of each block is improved. .

  In particular, by adopting a block having a small contact area, the contact property of each block is increased, and as a result, the contact length of the tire is increased. Thereby, braking / driving performance (braking, traction) and cornering performance are enhanced.

International Publication No. 2010/032606

  However, the conventional tire described above has the following problems. In other words, when the size of each block is small, the rigidity of the block itself is low, and the longitudinal force (Fx) or lateral force (Fy) exceeds a certain level, the block collapses and rises from the road surface. . For this reason, the substantial ground contact area is reduced, and there is room for improvement in braking / driving performance and cornering performance.

  Therefore, the present invention has been made in view of such a situation, and when using a tread pattern in which blocks having a relatively small ground contact area are densely arranged, a longitudinal force and a lateral force exceeding a certain level are generated. An object of the present invention is to provide a tire capable of exhibiting sufficient braking / driving performance and cornering performance even under the condition of

  One aspect of the present invention is a tire (pneumatic tire 10) in which a plurality of blocks (block 100) having a tread surface in contact with a road surface are provided adjacent to each other in a tread surface view. In the tread surface view, the peripheral portion (peripheral portion 100f) of the block is partitioned from the adjacent block adjacent to the block by a sipe (sipe 200).

  According to the above-described tire, when using a tread pattern in which blocks having a relatively small contact area are arranged densely, sufficient braking / driving performance and cornering can be achieved even in a state where a predetermined longitudinal force or lateral force is generated. Performance can be demonstrated.

FIG. 1 is a partial front view of a pneumatic tire 10 according to the first embodiment. FIG. 2 is a partial plan development view of the tread surface of the pneumatic tire 10. FIG. 3 is a partially enlarged view of the tread surface of the pneumatic tire 10. 4 is a cross-sectional view of the tread portion 15 taken along the line F4-F4 shown in FIG. FIG. 5 is a cross-sectional view of the tread portion 15 along the line F5-F5 shown in FIG. FIG. 6 is a partial plan view of the tread surface of the pneumatic tire 10A according to the second embodiment. FIG. 7 is a cross-sectional view of the tread portion 15A along the line F7-F7 shown in FIG. FIGS. 8A and 8B are explanatory views of the action of the pneumatic tire 10 by the block 100. FIG. FIG. 9 is a partial plan development view of a tread surface of a pneumatic tire 10B according to another embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. The same functions and configurations are denoted by the same or similar reference numerals, and description thereof is omitted as appropriate.

[First Embodiment]
(1) Overall Schematic Configuration of Pneumatic Tire FIG. 1 is a partial front view of a pneumatic tire 10 according to this embodiment. The pneumatic tire 10 is a tire for a passenger car (including an SUV and a minivan), and includes a tread portion 15, a sidewall portion 16, a bead portion (not shown) and the like, as in a general tire.

  The pneumatic tire 10 is a so-called winter tire capable of traveling on an icy road surface and a snowy road surface (icy and snowy road), and is also called a studless tire. The pneumatic tire 10 may be an all-season tire capable of traveling on a non-ice / snow road (wet road surface and dry road surface) and an icy / snow road. Alternatively, the pneumatic tire 10 may be a general summer tire, not a winter tire or an all-season tire.

  A predetermined tread pattern is formed on the tread portion 15 of the pneumatic tire 10. As shown in FIG. 1, the tread portion 15 of the pneumatic tire 10 employs a tread pattern in which a large number of small blocks are provided adjacent to each other.

  The tread portion 15 is provided with a block row 20, a block row 30, and a block row 40. The block row 20, the block row 30 and the block row 40 each extend along the tire circumferential direction, and the surface of each block row (hereinafter referred to as “tread” as appropriate) is caused by the pneumatic tire 10 rolling. , Make contact with the road surface.

  The block row 20 is provided in the center region including the tire equator line CL. The block row 20 may be called a center block row.

  The block row 30 and the block row 40 are provided outside the block row 20 in the tire width direction. That is, the block row 30 and the block row 40 are provided in the shoulder region of the tread portion 15. The block row 30 and the block row 40 may be referred to as shoulder block rows.

  A circumferential groove 50 is formed between the block row 20 and the block row 30. The circumferential groove 50 defines the block row 20 and the block row 30 and extends in the tire circumferential direction.

  Similarly, a circumferential groove 60 is formed between the block row 20 and the block row 40. The circumferential groove 60 defines the block row 20 and the block row 40 and extends in the tire circumferential direction.

  The number of block rows provided in the tread portion 15 and the number of circumferential grooves formed in the tread portion 15 are not limited to the numbers shown in FIG.

(2) Configuration of the tread portion 15 Next, a specific configuration of the tread portion 15 will be described. FIG. 2 is a partial plan development view of the tread surface of the pneumatic tire 10. As shown in FIG. 2, the block row 20 is formed by providing a large number of blocks 100 adjacent to each other. Similarly, the block row 30 and the block row 40 are also formed by providing a large number of blocks 100 adjacent to each other. In other words, the pneumatic tire 10 is provided with a plurality of adjacent blocks 100 each having a tread surface in contact with the road surface in the tread surface view.

  In the block row 20, 4 to 5 blocks 100 are provided adjacent to each other in the tire width direction (including a block in which a part of the circumferential grooves 50 and 60 is cut out). In the block row 30 and the block row 40, three blocks 100 are provided adjacent to each other in the tire width direction (including a block in which a part in contact with the circumferential grooves 50 and 60 is cut out).

  In the block row 20 in which both ends in the tire width direction are partitioned by the circumferential groove 50 and the circumferential groove 60, from the viewpoint of ensuring the rigidity of the block row, the tire width direction or through the sipes 200 (see FIG. 3) It is preferable that at least two or more blocks 100 are provided adjacent to each other in the tire circumferential direction. If two or more blocks 100 are provided adjacent to each other, the four blocks in the oblique front-rear direction come into contact with each other to support each other, so that sufficient rigidity can be ensured.

  The dimension along the tire circumferential direction of the block 100 is 3.3% or more and 20.4% or less of the contact length L of the pneumatic tire 10 set to the normal internal pressure at the normal load. The dimension is preferably 4.3% or more and 13.6% or less of the contact length L, and more preferably 5.3% or more and 6.8% or less.

  Further, the dimension along the tire width direction of the block 100 is 2.8% or more and 35.2% or less of the contact width W at the normal load of the pneumatic tire 10 set to the normal internal pressure. The dimensions are preferably 3.7% or more and 23.5% or less of the ground contact width W, and more preferably 4.6% or more and 11.7% or less.

  In Japan, the normal internal pressure is the air pressure corresponding to the maximum load capacity of the JATMA (Japan Automobile Tire Association) YearBook, and the normal load is the maximum load capacity (maximum load) corresponding to the maximum load capacity of the JATMA YearBook. It is. In Europe, ETRTO, TRA in the US, and other tire standards are supported.

  Further, the contact surface (contact area) means a portion (area) of the tread that contacts the road surface when a normal load is applied to the pneumatic tire set to the normal internal pressure. The contact length L is a dimension in the tire circumferential direction at a predetermined position in the tire width direction of a tread that contacts the road surface when a normal load is applied to a pneumatic tire set to a normal internal pressure. The ground contact width W is a dimension in the tire width direction of a tread that contacts the road surface when a normal load is applied to a pneumatic tire set to a normal internal pressure.

  The peripheral edge portion 100f of the block 100 (not shown in FIG. 2, refer to FIG. 3) is partitioned from the adjacent block 100 by a sipe 200. In the present embodiment, the peripheral edge portion 100f of the block 100 means an edge (side wall) portion of the block 100 along the square outer peripheral portion in the tread surface view. However, in this embodiment, the block 100 has a substantially octagonal shape by cutting out the vertices of the rectangle by a hole groove 300 described later. Further, the peripheral portion 100f does not include a portion where the hole groove 300 is formed.

  Further, the sipe means a groove that closes when the side wall of the adjacent block 100 contacts when the tread portion 15 contacts the road surface. On the other hand, when the name of a groove, such as a circumferential groove or a lug groove, is used, it means a groove that does not close even when the tread portion 15 contacts the road surface.

  The width of the sipe means the shortest distance between the side wall surfaces of the blocks adjacent to each other by the sipe, and the width of the groove means the shortest distance between the side wall surfaces of the blocks adjacent to the groove (land portion in contact with the road surface). Means.

  A hole groove 300 is formed at the boundary between adjacent blocks 100. Specifically, in the tread surface view, the hole groove 300 is a sipe 200 along any side of the polygonal block 100, which is either the other side of the block 100 or an adjacent block adjacent to the block 100. It is formed in a communication area that communicates with the sipe 200 along the side. The communication area includes a position where adjacent sipes 200 intersect, and is configured by a part of a plurality of adjacent blocks 100.

  In the present embodiment, the hole groove 300 has a quadrangular shape in the tread surface view and extends in the tire radial direction. Specifically, the hole groove 300 extends inward in the tire radial direction from the tread surface.

  A lug groove 70 is formed on the outer side of the block row 30 in the tire width direction. Similarly, lug grooves 80 are formed on the outer side of the block row 40 in the tire width direction. The lug grooves 70 and 80 are lateral grooves extending in the tire width direction. The groove widths of the lug grooves 70 and 80 are narrower than the groove widths of the circumferential grooves 50 and 60. As shown in FIG. 2 and the like, the lug grooves 70 and 80 do not necessarily have to be parallel to the tire width direction, and may be formed at an angle of ± 45 degrees or less in the tread surface view with respect to the tire width direction. That's fine.

  An inclined groove 35 is formed on the outer side (shoulder side) of the block row 30 in the tire width direction. The inclined groove 35 communicates with the lug groove 70. Similarly, an inclined groove 45 is formed on the outer side (shoulder side) of the block row 40 in the tire width direction. The groove widths of the inclined grooves 35 and 45 are narrower than the groove widths of the lug grooves 70 and 80. The inclined grooves 35 and 45 are inclined about 45 degrees with respect to the tire equator line CL.

(3) Configuration of Block Row Next, the block row provided in the tread portion 15, specifically, the configuration of the block row 20 will be further described.

  FIG. 3 is a partially enlarged view of the tread surface of the pneumatic tire 10. 4 is a cross-sectional view of the tread portion 15 taken along the line F4-F4 shown in FIG. FIG. 5 is a cross-sectional view of the tread portion 15 along the line F5-F5 shown in FIG.

  As described above, in this embodiment, the block 100 has a polygonal shape, specifically, a quadrangular shape. However, since the apex of the rectangle is cut out by the hole groove 300, the shape is substantially an octagon. The peripheral edge portion 100f of the block 100 is partitioned from the adjacent block 100 by the sipe 200. For example, the block 100A is partitioned from the adjacent block 100B (adjacent block) or the like by the sipes 210 to 240 formed on the peripheral edge portion 100f of the block 100A. As described above, the peripheral edge portion 100f does not include a portion where the hole groove 300 is formed.

  In the block row 20, a plurality of blocks 100 are provided via sipes 200 so as to be adjacent to each other. That is, the block 100 having the same shape and the same dimensions as the block 100A is provided at the peripheral edge portion 100f of the predetermined block 100 (for example, the block 100A). Note that at least one of the shapes or dimensions of the adjacent blocks 100 is not necessarily the same and may be different. Such a shape is the same for the block row 30 and the block row 40.

  The block 100 is a lump with no sipes or grooves. That is, the block 100 is not formed with sipes or grooves that divide the block 100 in order to ensure rigidity. In addition, as long as it is a fine hole groove or a short sipe that terminates in the block 100 that hardly affects the rigidity like a so-called pinhole sipe, it may be formed in the block 100.

The size of the block 100 is considerably smaller than that of a block provided in a general tire. Specifically, in the tread surface view, the area of the block alone is 30 mm ² or more and 200 mm ² or less. The area is preferably 40 mm ² or more and 100 mm ² or less, more preferably 48 mm ² or more and 81 mm ² or less. Further, as a tire for a passenger car, 55 mm ² or more and 70 mm ² or less are more preferable.

The pneumatic tire 10 is an example of a tire for passenger cars, but in the case of a tire for trucks and buses, the area of a single block is preferably 45 mm ² or more and 300 mm ² or less, and 72 mm ² or more and 162 mm ² or less. Is more preferable. Furthermore, in the case of a large construction vehicle tire, the area of the block alone is preferably 600 mm ² or more and 6,600 mm ² or less, more preferably 1,500 mm ² or more and 2,700 mm ² or less.

  The area is an average area of all the blocks 100 provided in a predetermined region of the tread portion 15. Further, the predetermined area may be the entire tread portion 15 or a ground contact surface at a normal internal pressure and a normal load. Blocks that are formed adjacent to the circumferential grooves 50 and 60 and are not square-shaped are excluded.

  The number of rows of the block 100 per unit width direction length along the tire width direction is preferably 0.10 row / mm or more and 0.25 row / mm or less, more preferably 0.15 row / mm or more and 0.20 row / mm or less. The number of rows of blocks 100 per unit circumferential length along the tire circumferential direction is preferably 0.09 rows / mm or more and 0.22 rows / mm or less, more preferably 0.13 rows / mm or more and 0.18 rows / mm or less. preferable.

  When the block 100 has a quadrangular shape, each side of the block 100 is inclined with respect to the tire circumferential direction and the tire width direction in the tread surface view. For example, each side of the block 100A, in other words, the sipe 200 (sipe 210 to 240) is not parallel to the tire circumferential direction and the tire width direction, but is inclined. Specifically, the sipes 210 to 240 are inclined by about 45 degrees with respect to the tire circumferential direction and the tire width direction in the tread surface view.

  The length of one side of the block 100 is not less than 2.7 mm and not more than 24.6 mm. The length is preferably 4.6 mm or more and 17.2 mm or less, and more preferably 6.5 mm or more and 9.8 mm or less. Furthermore, the length of the block 100 along the tire circumferential direction is preferably 4.5 mm or more and 23.2 mm or less, and more preferably 6.7 mm or more and 17.4 mm or less. Similarly, the length of the block 100 along the tire width direction is preferably 4.5 mm or more and 23.2 mm or less, more preferably 6.7 mm or more and 17.4 mm or less.

  The corner of the block 100 may be round (tapered), but the ratio (b / a) of the round portion (b) to the length (a) of one side of the block 100 described above is 11.25. % Or more and 33.75% or less is preferable, and 18.0% or more and 27.0% or less is more preferable.

  Since such rectangular blocks 100 are provided adjacent to each other, and the sipe 200 is inclined with respect to the tire circumferential direction and the tire width direction, in the block row 20, a plurality of blocks 100 are arranged in a grid. More specifically, the plurality of blocks 100 are provided in a lattice shape inclined with respect to the tire circumferential direction and the tire width direction.

  Further, as described above, the block row 20 is defined by the circumferential grooves 50 and 60, but the lug groove 55 communicates with the circumferential groove 50. Similarly, a lug narrow groove 65 communicates with the circumferential groove 60. The lug narrow groove 55 and the lug narrow groove 65 communicate with the sipe 200.

  As shown in FIG. 4, an inner groove 400 is formed inside the sipe 200 in the tire radial direction. The inner groove 400 communicates with the sipe 200.

  The sipe 200 and the inner groove 400 may not necessarily communicate with each other in the tread surface view. In some areas, the sipe 200 and the inner groove 400 may be connected by a connecting portion such as a tie bar that connects adjacent blocks 100. The sipe 200 and the inner groove 400 may be divided. That is, it is sufficient that at least a part of the inner groove 400 communicates with the sipe 200 to such an extent that the drainage is not hindered.

  Since the inner groove 400 is formed on the inner side in the tire radial direction of the sipe 200 having a groove width (sipe width) narrower than that of the inner groove 400, the inner groove 400 cannot be easily recognized in a tread surface view. In consideration of the characteristics of the inner groove 400, the inner groove 400 may be referred to as a tunnel groove or a hidden groove.

  Further, as shown in FIG. 4, the block 100 includes a radially outer portion 101 and a radially inner portion 102. The radially outer portion 101 is provided on the tread side. Further, the radially inner portion 102 is provided on the radially inner side of the tire with respect to the radially outer portion 101. The boundary between the radially outer portion 101 and the radially inner portion 102 is not particularly limited, but about half the depth from the tread surface to the bottom of the inner groove 400, specifically, from the tread surface to the bottom of the inner groove 400. When the depth is 1.0, it is preferably about 0.4 to 0.6.

  As shown in FIG. 4, the sipe 200 is formed in the radially outer portion 101, and the inner groove 400 is formed in the radially inner portion 102.

  That is, in the radially outer portion 101, the peripheral edge portion 100f of the block 100 is partitioned from the block 100 (adjacent block) adjacent to the block by the sipe 200. In the radially inner portion 102, the peripheral edge portion 100f is partitioned from the adjacent block by the inner groove 400.

  Further, as shown by a dotted line in FIG. 3, for example, the inner groove 400A formed on the inner side in the tire radial direction of the sipe 220 that divides the block 100A is a sipe that divides the block 100B (adjacent block) adjacent to the block 100A. It communicates with the inner groove 400B formed on the inner side in the tire radial direction of 200. That is, the inner groove 400 communicates with at least one of the inner grooves 400 formed on the inner side in the tire radial direction of the sipe 200 that partitions the adjacent block.

  The hole groove 300 extends radially inward to the radially inner portion 102 and communicates with the sipe 200 and the inner groove 400. The depth of the hole groove 300 is substantially the same as the depth of the inner groove 400.

  Further, as shown in FIGS. 3 and 5, the inner groove 400 communicates with the circumferential groove 60 through the lug narrow groove 65. Similarly, the inner groove 400 communicates with the circumferential groove 50 via the lug narrow groove 55.

  The inner groove 400 has a wider groove width as it goes inward in the tire radial direction. As shown in FIG. 4, in the present embodiment, the inner groove 400 is a flask type in which the groove width gradually increases toward the inner side in the tire radial direction. That is, the groove width of the inner groove 400 is wider than the width of the sipe 200. The cross-sectional shape along the groove width direction of the inner groove 400 may not necessarily be a flask shape, but may be a triangle, a trapezoid, or a circle, but the groove width of the inner groove 400 increases toward the inner side in the tire radial direction. A widened shape is preferred. Further, the tread surface side of the sipe 200 may be tapered so that the sipe width is widened.

[Second Embodiment]
FIG. 6 is a partial plan view of the tread surface of the pneumatic tire 10A according to the present embodiment. FIG. 7 is a cross-sectional view of the tread portion 15A along the line F7-F7 shown in FIG. Hereinafter, a description will be mainly given of portions different from the pneumatic tire 10 according to the first embodiment described above.

  As shown in FIGS. 6 and 7, an introduction groove 500 having a convex shape, specifically a V shape in the tread surface view, is formed in the block row 20A provided in the tread portion 15A of the pneumatic tire 10A. .

  The introduction groove portion 500 is formed adjacent to the block 110A, the block 110B, and the block 110C having a quadrangular shape (however, as described above, substantially the octagonal shape by the hole groove 300) as in the case of the block 100. The introduction groove portions 500 are formed at predetermined intervals in the tire circumferential direction.

  The introduction groove portion 500 is formed by a plurality of introduction grooves 250 communicating with each other. The introduction groove 250 is formed in place of the sipe 200 that partitions the block 100. That is, in some of the plurality of blocks 100, specifically, the blocks 110A to 110C (and the blocks adjacent to the block with the introduction groove 250 therebetween), a part of the peripheral edge portion 100f of the block 100 Is defined by the introduction groove 250 instead of the sipe 200 (and the inner groove 400).

  The introduction groove 250 has a groove width substantially the same as that of the inner groove 400 and communicates with the inner groove 400 that partitions the adjacent blocks 100.

  The introduction groove portion 500 has a convex shape that is convex toward one side in the tire circumferential direction in the tread surface view. Specifically, the introduction groove 500 is convex toward the direction opposite to the rotational direction Ro of the pneumatic tire 10A. That is, the rotational direction Ro is specified when the pneumatic tire 10A is mounted on the vehicle.

  On the tread surface of the block 110B corresponding to the protrusion of the introduction groove portion 500, an inclined portion 120 that is inclined inward in the tire radial direction about one side in the tire circumferential direction (the direction opposite to the rotational direction Ro) is formed. The inclined portion 120 is gradually inclined toward one side in the tire circumferential direction.

  The ratio (S2 / S1) of the area (S2) of the tread surface of the block 110B having the inclined portion 120 to the area (S1) of the block 100 not having the inclined portion 120 is 45% or more and 85% or less. The ratio is preferably 55% or more and 75% or less, and more preferably 60% or more and 70% or less.

[Action / Effect]
Next, functions and effects of the above-described pneumatic tires 10 and 10A will be described. Table 1 shows the results of evaluation tests including pneumatic tires 10 and 10A.

  The vehicle and tire size used for the evaluation test are as follows.

・ Tire size: 195 / 65R15
-Vehicles used: Toyota Prius In the evaluation test, the braking performance and acceleration performance on ice surfaces with different road surface temperatures were evaluated. For braking performance, the stopping distance from a predetermined speed was measured, and for acceleration performance, the arrival time from the stopped state to the predetermined speed was measured. The numerical value is an index obtained by dividing the value of each example of the conventional example and the example by the value of the comparative example and setting the value of the comparative example to 100.

  “Feeling” is an overall evaluation of feelings such as maneuverability and stability of each tire by a test driver. The higher the value, the better the feeling.

  The “conventional example” is a general studless tire widely used in the market in which a large number of sipes are formed in a block. The “comparative example” is a tire having a tread pattern disclosed in Japanese Patent Laid-Open No. 2014-104768.

  “Example 1” is a tire having the same tread pattern as the pneumatic tire 10, and “Example 2” is a tire having the same tread pattern as the pneumatic tire 10A. “Example 3” is a tire having a tread pattern in which the hole groove 300 is excluded from the pneumatic tire 10.

  As shown in Table 1, in Examples 1 to 3, both the braking performance and the acceleration performance are improved in a well-balanced manner. In particular, the improvement in braking performance is remarkable. Moreover, in Example 1 and Example 2, the acceleration performance is greatly improved as compared with the conventional example.

  Table 2 shows the measurement results of fluctuations in the contact area during braking and acceleration (when 0.2 G deceleration G or acceleration G occurs) when the contact area when the vehicle is stationary is 1.0.

  As shown in Table 2, in the case of Example 2 (pneumatic tire 10A), the reduction of the contact area during braking is suppressed and the improvement of the contact area during acceleration is remarkable. That is, in Example 2, it can be seen that the block 100 is effectively prevented from being lifted off the road surface due to the block 100 falling during braking and acceleration.

  FIGS. 8A and 8B are explanatory views of the action of the pneumatic tire 10 by the block 100 described above. FIG. 8A shows how the tire block according to the comparative example is deformed during braking. FIG. 8B shows how the block 100 of the pneumatic tire 10 according to the embodiment is deformed during braking.

  As shown in FIG. 8A, in the case of the comparative example, the adjacent blocks 100P are not sipe but are formed with narrow grooves. When a longitudinal force is input in the direction of the arrow in the middle, the block falls down and tends to rise from the road surface R.

  On the other hand, as shown in FIG. 8B, in the case of the embodiment, since the peripheral portion of the block 100 is partitioned by the sipe 200, the adjacent blocks 100 can support each other at the time of braking. The falling of the block 100 is suppressed. This makes it difficult for the block 100 to lift from the road surface R, and it is easy to secure a ground contact area during braking. Such an action is the same during acceleration as shown in Table 2.

  Further, according to the embodiment, it is easy to secure a contact area during braking or acceleration, so that the braking performance and acceleration performance can be similarly improved not only on the road surface on ice but also on the dry road surface. Furthermore, the shape as in the embodiment in which the adjacent blocks 100 support each other also contributes to suppression of the collapse of the block 100 when a lateral force is input, and thus contributes to improvement of cornering performance and steering stability.

  As described above, according to the pneumatic tire 10, the peripheral edge portion 100f of the block 100 is partitioned from the adjacent block 100 by the sipe 200 and the inner groove 400. Further, an inner groove 400 is formed inside the sipe 200 in the tire radial direction. The inner groove 400 communicates with the sipe 200.

  For this reason, as described above, since the adjacent blocks 100 can support each other, the collapse of the blocks 100 is suppressed, and as a result, it is easy to ensure a ground contact area during braking or the like. More specifically, while maintaining the increase in the contact length L, which is a merit of a relatively small block such as the block 100, the contact area during braking and acceleration is increased.

  Further, since the inner groove 400 communicates with the inside of the sipe 200 in the tire radial direction, a water film is formed from the tread surface of the block 100 to the sipe 200 and the inner groove 400 in a block row in which a plurality of blocks 100 are adjacently provided. Can be promptly induced and the water film can be effectively removed.

  More specifically, even when the block 100 is in contact with the road surface and the sipe 200 is closed on the tread surface, the water film is easily sucked into the inner groove 400, and the water film that causes μ decrease on the road surface on ice is removed. easy.

  As a result, when using a tread pattern in which blocks 100 having a relatively small ground contact area are densely arranged, sufficient on-ice performance can be exhibited even when a braking force or driving force exceeding a certain level is generated.

  In addition, since a large number of sipes 200 are formed in the block row, a sufficient edge effect that scratches the road surface particularly on a snowy road surface (pressed snow road surface) can be exhibited. Thereby, it is possible to ensure not only the road surface on ice but also the necessary and sufficient performance on the snowy road surface as compared with the conventional example and the comparative example.

  Furthermore, since the collapse of the block 100 is suppressed, the occurrence of cracks in the block 100 can also be suppressed, which contributes to maintaining performance over a long period of time.

In the present embodiment, the block 100 has a polygonal shape, and a hole groove 300 that communicates with the inner groove 400 is formed in a communication region between adjacent sipes 200. For this reason, the water film is more easily guided to the inner groove 400 formed on the inner side in the tire radial direction via the hole groove 300. Thereby, the on-ice performance can be further improved. Furthermore, since the inner groove 400 communicates with the circumferential grooves 50 and 60, the water film that has entered between the block row 20 and the road surface can be quickly removed.
Moreover, such an effect is the same not only on an ice surface but also on a wet road surface.

  Note that the blades provided in the vulcanization mold used to mold the block row 20 and the like are densely packed with a large number of blocks 100 with small dimensions, so that they are likely to have complicated shapes and it is difficult to ensure durability. However, since the hole groove 300 is formed at the part where the sipe 200 intersects, the blade part forming the hole groove 300 serves as a reinforcing element for the entire blade, so that the durability of the blade (vulcanization mold) From the viewpoint of ensuring the safety.

  In the present embodiment, the inner groove 400 is a flask type in which the groove width of the inner groove 400 becomes wider toward the inner side in the tire radial direction. Therefore, the water film that has entered the sipe 200 is easily sucked smoothly as a laminar flow into the inner groove 400 where the groove width gradually increases. In addition, the shape of the flask-shaped inner groove 400 increases the rigidity of the block 100 gradually toward the outer side in the tire radial direction, so that the rigidity step in the tire radial direction can be reduced.

  Since the inner groove 400 is a flask type, when the blade for forming the inner groove 400 is pulled out from the vulcanized tread portion 15, it is easy to pull out without causing resistance.

  In the present embodiment, each side of the block 100 is inclined with respect to the tire circumferential direction and the tire width direction. For this reason, the block row 20 can exhibit a certain level of rigidity not only in a specific direction but also in all directions. This further contributes to braking performance and acceleration performance by securing the contact area.

  Further, drainage to the circumferential grooves 50 and 60 formed on the outer side of the block row 20 in the tire width direction is not hindered. Thereby, the further performance improvement on the road surface on ice and a wet road surface by the improvement of drainage can be aimed at.

  In the present embodiment, in the block row 20, at least three or more blocks 100 are provided adjacent to each other in the tire width direction. Therefore, the required rigidity can be ensured even in the case of the block row 20 in which the blocks 100 having small dimensions are densely arranged.

  In the present embodiment, the block 100 is a single block in which no sipes or grooves are formed. The tread pattern with sipe and groove in the block, which has been widely used in the past, reduces the rigidity of the block when pursuing water absorption performance, drainage performance, and edge effect, resulting in a trade-off relationship. easy.

  Since no sipes or grooves are formed in each block 100, the rigidity of the block 100 is prevented from further decreasing. Furthermore, since the blocks 100 support each other at the time of ground contact, even if the size of the block 100 is reduced, the substantial rigidity of the block 100 does not decrease.

  In addition, an introduction groove 500 is formed in the pneumatic tire 10A. The introduction groove portion 500 is convex toward one side in the tire circumferential direction, specifically, in the direction opposite to the rotation direction Ro. In addition, an inclined portion 120 is formed on the tread surface of the block 110A corresponding to the protrusion of the introduction groove portion 500.

  For this reason, the water film is promptly and smoothly guided into the inner groove 400 through the introduction groove portion 500. Thereby, the further performance improvement on the road surface on ice and a wet road surface by the improvement of drainage can be aimed at. The introduction groove 500 is V-shaped in a tread surface view, but a normal V-shaped groove is different in that it is convex toward the rotation direction Ro and is opposite to the introduction groove 500. ing. Further, since the block 110A has the inclined portion 120 and the introduction groove portion 500 is formed so as to be orthogonal to any of the sipe 200 and the inner groove 400, the water film can be more effectively guided to the inner groove 400.

[Other Embodiments]
Although the contents of the present invention have been described with reference to the embodiments, the present invention is not limited to these descriptions, and it is obvious to those skilled in the art that various modifications and improvements can be made.

  For example, like the pneumatic tire 10 described above, the blocks 100 may not be formed densely over the entire tread portion 15. FIG. 9 is a partial plan development view of a tread surface of a pneumatic tire 10B according to another embodiment of the present invention.

  As shown in FIG. 9, the block row 20B in which a plurality of blocks 100 are densely formed may be provided only in a part of the tread portion 15B in the tire width direction. That is, the tread portion 15B is provided with a rib-like block row 30B extending along the tire circumferential direction, and a block row 40B having a larger dimension than the block 100 and a rectangular block in the tread surface view. It may be. The block row combined with the block row 20B may be changed as appropriate according to the performance required for the pneumatic tire 10B.

  In the above-described embodiment, the block 100 has a quadrangular shape (substantially an octagonal shape) in the tread surface view, but the block 100 may have a polygonal shape such as a triangle or a hexagon. Further, the corner portion of the peripheral portion 100f of the block 100 may be chamfered, or the corner portion may be rounded (tapered), so that the shape may be substantially elliptical or nearly circular.

  In the embodiment described above, the hole groove 300 is formed, but the hole groove 300 may not necessarily be formed. Furthermore, the hole groove 300 does not have to have a quadrangular shape in the tread surface view. However, from the viewpoint of ensuring the rigidity and durability of the block 100, the hole groove 300 is preferably shaped so that the corner portion of the peripheral edge portion 100f of the block 100 does not become an acute angle.

  In the above-described embodiment, the sipe 200, specifically, the sipe 210 to 240 is inclined by about 45 degrees with respect to the tire circumferential direction and the tire width direction in the tread surface view. Is not limited to such an angle. For example, the sipes 210 and 230 may extend at an angle close to the tire circumferential direction, and the sipes 220 and 240 may extend at an angle close to the tire width direction.

  In the above-described embodiment, the sipe 200 is formed up to the tread surface of the tread portion 15. However, a groove having a groove width (sipe width) wider than the sipe 200 may be formed on the tread surface side. The sipe closes within the ground plane, but the groove does not close within the ground plane, but when a large external force is applied, the adjacent blocks can come into contact with each other and the blocks can support each other even if they close. For example, the groove can perform the same function as the sipe, and since the sipe is formed on the inner side in the tire radial direction, adjacent blocks can support each other. In other words, if the sipe 200 that allows the blocks 100 to support each other is formed on the radially outer portion 101, a groove having a wider groove width (sipe width) than the sipe 200 is formed on the tread surface side of the sipe 200. It may be formed.

  Furthermore, in the above-described embodiment, the sipe 200 and the inner groove 400 communicate with each other. However, as described above, the sipe 200 and the inner groove 400 do not necessarily communicate with each other in the tread surface view. In some areas, the sipe 200 and the inner groove 400 may be separated by a connecting portion such as a tie bar that connects adjacent blocks 100. Alternatively, different shaped grooves may be formed between the sipe 200 and the inner groove 400.

  Further, the inner groove 400 is not necessarily formed, and the sipe 200 may be formed up to the radially inner portion 102 instead of the inner groove 400.

  Although the embodiments of the present invention have been described as described above, it should not be understood that the descriptions and drawings constituting a part of this disclosure limit the present invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

10, 10A, 10B Pneumatic tire
15, 15A, 15B Tread
16 Side wall
20, 20A, 20B, 30, 30B, 40, 40B Block row
35, 45 inclined grooves
50, 60 circumferential grooves
55, 65 Lug slot
70, 80 lug groove
100, 100A, 100B, 100P, 110A, 110B, 110C block
100f peripheral edge
101 Radial outer side
102 Radial inner part
120 Slope
200, 210, 220, 230, 240 Sipe
250 introduction groove
300 hole groove
400, 400A, 400B Inner groove
500 Introduction groove

Claims (6)

In a tread surface view, a tire having a plurality of blocks adjacent to each other having a tread surface in contact with a road surface,
In the tread surface view, the peripheral edge portion of the block is a tire that is partitioned from adjacent blocks adjacent to the block by sipes. ^2. The tire according to claim 1, wherein an area of the single block is 30 mm ² or more and 200 mm ² or less in a tread surface view. The dimension along the tire circumferential direction of the block is 3.3% or more and 20.4% or less of the contact length of the tire,
The tire according to claim 1, wherein a dimension of the block along a tire width direction is 2.8% or more and 35.2% or less of a contact width of the tire. In the tread surface view, the block has a quadrangular shape,
The tire according to claim 1, wherein each side of the block is inclined with respect to a tire circumferential direction and a tire width direction. The block is divided into a plurality of adjacent block rows, and circumferential grooves extending in the tire circumferential direction are formed.
The tire according to claim 1, wherein at least two or more of the blocks are provided adjacent to each other in the tire row direction or the tire circumferential direction through the sipes in the block row.   The tire according to claim 1, wherein the block has a lump shape in which no sipes or grooves are formed.

Images