JP4040751B2

JP4040751B2 - Pneumatic radial tire

Info

Publication number: JP4040751B2
Application number: JP14764798A
Authority: JP
Inventors: 浩幸松本
Original assignee: Bridgestone Corp
Current assignee: Bridgestone Corp
Priority date: 1998-05-28
Filing date: 1998-05-28
Publication date: 2008-01-30
Anticipated expiration: 2018-05-28
Also published as: JPH11334321A

Description

【０００１】
【発明の属する技術分野】
この発明は、車両の直進安定性を、タイヤの静粛性、排水性等の他の性能の犠牲なしに大きく向上させた空気入りラジアルタイヤに関するものである。
【０００２】
【従来の技術】
静粛性や、雨天走行時の排水性を高めることを目的に、タイヤのトレッド部に、タイヤ赤道線とほぼ平行に延びる周方向溝と、タイヤ赤道線に対し、２０〜８０度の平均角度で一方向に傾斜して延びる傾斜溝とで区画した陸部を設けることが最近のトレッドパターン設計の主流となっている。
【０００３】
【発明が解決しようとする課題】
しかるに、かかるタイヤにあっては、傾斜溝がトレッド部の全体にわたって一方向に傾斜して延在することから、トレッドパターンがタイヤ赤道線に対して左右非対称となり、それ故に、車両の走行中にタイヤそれ自体に横方向の力が発生して車両の直進安定性が損われる傾向が強く、このことは、車両が高速で走行する場合にとくに重大であった。
【０００４】
これがため、トレッドパターンがタイヤ赤道線に対して左右対称に近付くように、傾斜溝の、タイヤ赤道線に対する傾斜角度を大きくしたり、傾斜溝をジグザグ状に延在させたりすることが提案されているも、これによれば、直進安定性の若干の改善はみれても、高い排水性、静粛性等の性能を確保することが実質的に困難であつた。
【０００５】
そこで、発明者は、上記従来タイヤの、トレッド陸部と路面との接触状態についての綿密な調査を行って、車両直進安定性が損われる原因を見い出し、その結果として、直進安定性の向上を実現し得る技術的手段を想到するに至った。
【０００６】
すなわち、タイヤのトレッド部は一般に、それの幅方向断面内では、接地面輪郭形状が路面側へ凸となる曲線形状をなしており、そのタイヤが接地状態の下で重荷を受けると、トレッド部が接地面内で、前記曲線形状を直線状にする方向の変形を受け、これにより、そのトレッド部は図９に示すような一定の領域をもって接地することになる。この場合、トレッド接地面、とくにそれの側部域には幅方向外向きの剪断力Ｓ_Wが発生し、この剪断力Ｓ_Wは、タイヤが受ける荷重が大きいほど大きくなり、その荷重は路面のうねり等によって変動する。
【０００７】
ここで、前記従来タイヤにあっては、とくには一方向に傾斜する傾斜溝の存在の故に、各陸部はほぼ平行四辺形状の輪郭を有し、トレッド部は、主には平行四辺形状をなす陸部によって構成されることなるので、接地面内に存在するトレッド陸部、すなわち、路面側からみた陸部が図９に示すように右上がりである場合には、該陸部を片持梁としてみた場合の主軸もまた右上がりとなり、従って、荷重の増加によって陸部の表面に作用する前記剪断力Ｓ_Wによって、トレッド部の、図の右半部に位置する陸部は、中立軸の周りで図の右下方向に曲がり変形しようとし、その結果として、左上方向の剪断反力を発生することになり、その剪断反力の、トレッド周方向の分力Ｓ_X1は図の上方に向くことになる。
【０００８】
これに対し、トレッド部の、図の左半部に位置する陸部には、図の下方に向くトレッド周方向分力Ｓ_X2が生じることになり、それらの両分力Ｓ_X1，Ｓ_X2は、タイヤ接地中心Ｏの周りに、トレッド接地面を反時計回りに回転させようとするモーメントＭ_Zを発生することになり、このモーメントＭ_Zが車両の直進安定性の阻害原因となる。
なお、トレッド陸部が左上がりである場合には、それぞれの分力Ｓ_X1，Ｓ_X2の発生方向が、上述したところとは逆になり、従って、発生するモーメントＭ_Zもまた逆向きとなる。
【０００９】
以上の知見を下に、発明者は、タイヤの負荷転動に際して、トレッド接地面に、上記モーメントＭ_Zの一部もしくは全部を相殺し得る向きのモーメントを発生させるべく、陸部の形状と、発生する剪断力との関係を調査し、トレッド陸部の接地下で、そこに作用する接地圧に基いてその陸部に発生する剪断力を有効に利用することによって、トレッド接地面の上記モーメントＭ_Zに対抗するモーメントを発生させ得ることを見い出してこの発明を完成した。
【００１０】
従って、この発明は、静粛性、排水性等の性能を低下させることなしに、直進安定性を大きく向上させた空気入りラジアルタイヤを提供することを目的とするものである。
【００１１】
【課題を解決するための手段】
この発明の空気入りラジアルタイヤは、トレッド周方向に延在するタイヤ赤道線とほぼ平行な少なくとも二本の周方向溝およびトレッド接地端と、タイヤ赤道線に対し、２０〜８０度の平均角度で一方向に傾斜する傾斜溝とで区画した陸部をトレッド部に具えるものであって、少なくともトレッド側方域の陸部の、少なくとも、鈍角側隅部の近傍部分で、トレッド周方向に位置するそれぞれの傾斜縁に面取部分を設け、この面取部分の幅を陸部の幅方向端縁で最大としたものである。
【００１２】
ここで、タイヤ赤道線に対する平均角度とは、図１０に示すように、片側のトレッド接地端から、もう片側の接地端までの各陸部での傾斜溝の端部どうしを直線で結んだ時のトレッド幅方向長さａ_iとトレッド周方向長さｂ_iとを用い、次式で表わされる
【数１】

を意味し、また、ここでいう面取部分は、平坦面のみからなるもの、平坦面と曲面とからなるものおよび、複数種類の曲面からなるもののいずれをも含むものとし、この面取部分は、それの、陸部頂面および周方向陸部壁のそれぞれへの連続部分ならびに、面取部分内でのそれぞれの面の相互連続部分の少なくとも一方に稜線を有するものとする。
尚、このような面取り部を設けるとタイヤ製造時の加硫成型工程において、タイヤ型枠（モールド）と生タイヤの間の該面取り部でエアだまりが生じ易い。そこで上記のような稜線を設けると稜線に沿ってエアが流れ陸部端縁部に相当する位置でモールドに設けたアエ抜き穴より排出される。
【００１３】
さらに、ここにおける面取部分の幅とは、陸部の、タイヤ赤道面と平行な断面内で、それの一側縁から他側縁まで、面取部分と平行に、または面取部分に沿ってそれの中央位置での接線方向に測った直線距離を意味する。
【００１４】
ところで、この種の従来の空気入りラジアルタイヤにおいて、トレッド接地面に接地圧が作用した場合には、トレッド陸部が、図１にその一つを例にとって、タイヤ赤道面と平行な面内での略線断面図で示すように、二点鎖線で示す原形状から実線で示すような形状に潰れ変形する。ところで、トレッドゴムは体積の膨縮を伴う圧縮性を有しないとから、陸部１の上記潰れ変形は、その陸部１の接地面２の拡張傾向をもたらし、この拡張傾向は陸部１の縁部３においてとくに顕著になるところ、実際には、陸部接地面２は路面４との摩擦力によってそれの拡張変形を拘束されることになるため、陸部１は、とくにその縁部近傍部分で、路面４から、陸部１の内側方向に向かう、相互に逆向きの同じ大きさの剪断力Ｓ_Cを受けることになる。
しかるに、陸部１に、この発明に従う面取部分５を設けた場合には、陸部１の潰れ変形に際し、その面取部分５が陸部１の接地圧力を積極的に減少させて、接地面２の拡張傾向を低減すべく機能するので、面取部分５の近傍部分で陸部１が路面４から受ける、図に破線で示す剪断力Ｓ_Cは、面取部分を設けない陸部縁近傍部分に発生する反対向きの剪断力Ｓ_Cより小さくなり、この結果として、陸部１への面取部分５の形成個所では、その面取部分側に向くトータル剪断力ΔＦ_xdが発生することになる。そしてこのトータル剪断力ΔＦ_xdは、面取部分５の幅が広くなって、陸部１の潰れ変形時の拡張傾向が低減するほどに大きくなる。
【００１５】
従って、図２に略線傾斜図で示すように、輪郭形状が右上がりのほぼ平行四辺形をなす陸部１の、それぞれの鈍角側隅部６の近傍部分で、トレッド周方向に位置するそれぞれの傾斜縁７に、図に斜線を施して示すような面取部分５を設け、各面取部分５の幅を、陸部の幅方向端縁で最大として、陸部１のそれぞれの幅方向端縁に近づくほどに、発生するトータル剪断力ΔＦ_xdを次第に高めることにより、各陸部１内に、車両の直進安定性を阻害するモーメントＭ_Zとは逆向きで、十分有効な大きさのモーメントＭ_Xを発生させることができ、それらの両モーメントＭ_Z，Ｍ_Xの相殺下で、車両の直進安定性を大きく向上させることができる。
【００１６】
なおここにおいては、面取部分５の、陸部頂面に対する平均傾き角度を３０〜６０度の範囲とし、また、その面取部分の最大幅を０．５〜３．０mmの範囲とすることが好ましい。
すなわち、平均傾き角度が３０度未満では、面取部分５の接地を確実に阻止することができず、タイヤへの荷重の負荷時における、接地面２の拡張傾向を有効に低減し得ないうれいがあり、６０度を越えると、面取り部分が接地せず、陸部接地面積が減少するおそれがある。
また、最大幅が０．５mm未満では、面取部分５を設けることの実効に乏しく、３．０mmを越えると、陸部１の接地面積の減少に起因する操縦安定性の低下、微小舵応答性の低下等が発生するおそれがある。
【００１７】
またここで、面取部分５のトレッド幅方向の長さｌは、同方向の陸部幅ｗの０．１倍以上とすることが好ましい。
これは、陸部幅ｗの０．１倍未満では、面取部分５がそれ本来の機能を十分に発揮することができないからで、従って、面取部分５の長さｌは、陸部幅ｗまで延長可能であり、この場合にあっても、面取部分５の幅を、鈍角隅部側の幅方向端縁で最大とすることで、所期した通りの作用効果を実現することができる。
【００１８】
この発明の他の空気入りラジアルタイヤは、とくに、少なくともトレッド側方域の陸部の、少なくとも、鈍角側隅部の近傍部分で、トレッド周方向に向く陸部壁と陸部頂面とのなす角度を鈍角とし、その角度を陸部の幅方向端縁で最大としたものである。
【００１９】
このようなタイヤでは、タイヤ赤道面と平行な断面内で陸部１をみた場合、図３に二点鎖線で示すように、陸部１の一方の陸部壁１ａは、前述したように、その頂面、ひいては、陸部接地面２に対して鈍角をなし、この一方で、その陸部壁１ａとは反対側の陸部壁１ｂは接地面２に対して鋭角もしくはそれに近似した角度をなす。
【００２０】
ここで、タイヤのトレッド接地面に、タイヤへの荷重の負荷に起因する接地圧が作用すると、陸部１はそれの形状に基いて、図に実線で示すように、そのほぼ全体にわたって、たとえば鋭角側の陸部壁１ｂの方向へ倒れ込み変形しようとする傾向を示すも、この倒れ込み変形は、接地面２と路面４との摩擦力によって抑制され、このときの抑制力は、鈍角側陸部壁１ａの近傍ほど大きくなる。これがため、陸部１は、とくに接地面２の近傍部分で、鋭角側陸部壁１ｂ側から鈍角側陸部壁１ａ側に向く剪断力Ｓ_bを路面４から受けることになる。
【００２１】
なおここにおけるこの剪断力Ｓ_bの大きさは、鈍角側および鋭角側のそれぞれの陸部壁１ａ，１ｂの、陸部接地面２に対する角度の相対関係によって特定されることになり、鋭角側陸部壁１ｂのそれを一定とした場合には、鈍角側陸部壁１ａの角度を大きくするにつれて大きくなる。
【００２２】
従って、図４に示すように、ほぼ平行四辺形の輪郭形状を有する陸部１において、その平行四辺形のそれぞれの鈍角側隅部６の近傍部分で、トレッド周方向に向く陸部壁８と、陸部頂面、すなわち陸部接地面２とのなす角度を鈍角とし、その角度を、陸部１の幅方向端縁で最大とすることで、陸部１の両側域部分に、先に述べたと同様の剪断力Ｓ_bを相互に逆向きに発生させることができ、これによってもまた、各陸部内に、車両の直進安定性を妨げるモーメントＭ_Zとは逆向きで、有効な大きさをもつモーメトンＭ_Yを発生させることができる。従って、それらの両モーメントＭ_Z，Ｍ_Yを相殺させることで、車両の直進安定性を向上させることが可能となる。
【００２３】
ここで、鈍角側陸部壁１ａの、接地面２に対する角度は、陸部１の幅方向で漸次変化させることが好ましく、その陸部壁１ａの、陸部幅ｗに対する形成長さは、前述の面取部分５のそれと同様とすることができる。
【００２４】
そして、より好ましくは、陸部１に、面取部分５と鈍角側陸部壁１ａとの両者を設けることで、モーメントＭ_Zに対抗する向きのモーメントの絶対値を十分大ならしめる。
【００２５】
この発明のさらに他のタイヤは、とくに、少なくともトレッド側方域の陸部の、少なくとも、鋭角側隅部の近傍部分で、トレッド周方向に向く陸部壁と陸部頂面とのなす角度を鋭角として、その角度を陸部の幅方向端縁で最小としたものである。
【００２６】
このタイヤは、図３について前述したところにおいて、鈍角側陸部壁１ａを積極的に鈍角とすることに代えて、鋭角側陸部壁１ｂを積極的に鋭角としたものであり、これによってもまた、陸部１は、それの、先に述べたと同様の変形挙動に基いて、接地面２の近傍部分に、鋭角側陸部壁１ｂ側から反対の陸部壁側に向く、前述したと同様の剪断力Ｓ_bを路面から受けることになる。
【００２７】
これがため、図５に示すように、平行四辺形状をなす陸部１の、鋭角隅部の近傍部分で、トレッド周方向に向く陸部壁８と、陸部頂面、いいかえれば陸部接地面２とのなす角度を鋭角とし、その角度を陸部１の幅方向端縁で最小とすることにより、図４に示す陸部１と同様、陸部１の両側域部分に、相互に逆向きの剪断力Ｓ_bを発生させることができる。従って、これらの剪断力Ｓ_bにて各陸部１に発生されるモーメントＭ_Yもまた、車両の直進安定性を妨げるモーメントＭ_Zの相殺のために有効に機能することができる。なお、この図５に示す構成は、図２および図３の少なくとも一方に示す構成と組合わせることも可能であり、それによればモーメントＭ_Zの相殺を一層実効あるものとすることができる。
【００２８】
この発明のさらに他のタイヤは、とくに、少なくともトレッド側方域の陸部の、少なくとも鋭角側隅部の近傍部分で、トレッド幅方向に位置するそれぞれの周方向縁に面取部分を設け、この面取部分の幅をトレッド周方向に位置する傾斜縁で最大としたものである。
【００２９】
より具体的には、ほぼ平行四辺形状をなす陸部１において、図６に示すように、それの、それぞれの鋭角側隅部の近傍部分で、トレッド幅方向に位置するそれぞれの周方向縁９に面取部分１０を設けるとともに、各面取部分１０の幅を、トレッド周方向に位置する傾斜縁７で最大としたものである。
【００３０】
このタイヤによれば、図１および２について述べた場合と同様の理由により、それぞれの傾斜縁７に沿って、陸部１の、それぞれの鈍角側隅部からそれぞれの面取部分１０に向く、相互に逆向きの大きな剪断力Ｓ_C1を発生させることができ、それらの剪断力Ｓ_C1をもって、モーメントＭ_Zの相殺に有効に寄与するモーメントＭ_X1を生じさせることができる。
そしてこのことは、この図６に示す構成を、図２、図４および図５に示す構成の少なくとも一つと組合わせた場合にとくに効果的である。
【００３１】
ところで、面取部分１０の長さは、陸部１のトレッド周方向長さの０．５倍以下、０．５mm以上とすることが好ましい。
すなわち、０．５倍を越えると、面取り部が該縁部のほぼ全域に亘ることになり、該縁部の一部に面取りを施し剪断力の発生量に偏りをもたらし、モーメントを発生させるという目的を達成できず、０．５mm未満では、所要の剪断力Ｓ_C1を所期したほどには高めることができない。
【００３２】
【発明の実施の形態】
以下にこの発明の実施の形態を図面に示すところに基いて説明する。
図７は、この発明の実施の形態を、図２，４，５，６および９に示すところと同じ方向から見て示すトレッドパターン展開図である。
【００３３】
ここでは、トレッド部２１に、タイヤ赤道線とほぼ平行にトレッド周方向へ延びる少なくとも二本、図では四本の周方向溝２２，２３を設けるとともに、タイヤ赤道線に対して２０〜８０度の平均角度で一方向に傾斜して延びる傾斜溝２４を設けて、周方向溝の相互間および、周方向溝２３とトレッド接地端２５との間に、全体として右上がりのほぼ平行四辺形状をなす陸部からなる五列のブロック列２６，２７，２８を形成する。
【００３４】
またここでは、中央ブロック列２６のブロック２６ａおよび中間ブロック列２７のブロック２７ａのそれぞれに、傾向的にそれらの各ブロック２６ａ、２７ａの傾き方向に延びて、一端が、相互に隣接する周方向溝２２，２３のそれぞれに開口するも、他端はブロック内で終了する一対の細溝２６ｂ，２７ｂを形成して、各ブロック２６ａ，２７ａを右上がりのほぼ「工」字状の輪郭形状とし、また、ショルダーブロック列２８のブロック２８ａには、周方向溝２３から、傾向的にブロック２８ａの傾き方向に直線状に延びてブロック内で終了する一本の細溝２８ｂを形成する。
【００３５】
このようなトレッドパターンを有するタイヤの、少なくとも、ショルダーブロック列２８の各ブロック２８ａ、図に示すところでは、中間ブロック列２７およびショルダーブロック列２８のそれぞれのブロック２７ａ，２８ａの、鈍角側隅部の近傍部分で、トレッド周方向に位置するそれぞれの傾斜縁７に、図２で述べたような構成の平坦な面取部分５を設ける。
【００３６】
ここで、この面取部分５は、好ましくは、図２に関連して述べた長さｌを有するものとし、また、図８にブロック２７ａを例として面取部分の長さ方向と直交する方向の断面で示すように、ブロック頂面、いいかえればブロック接地面２に対する３０〜６０度の平均傾き角および、０．５〜３．０mmの最大幅を有するものとする。
【００３７】
このように構成してなるタイヤによれば、面取部分５を設けない場合には、タイヤの負荷転動に当って、パターン構成に由来してトレッド部に発生する、図９に示すような、直進安定性を妨げるモーメントＭ_Zを、面取部分５の存在に基いて各ブロック２７ａ，２８ａに発生する、図２で述べたようなモーメントＭ_Xをもって有効に相殺することができるので、それぞれの溝２２，２３および２４の配設態様を、すぐれた静粛性、排水性等の性能を確保するに十分なものとしてなお、車両の直進安定性を大きく向上させることができる。
【００３８】
なおここで、上記面取部分５を、中央ブロック列２６のブロック２６ａにも同様にして形成することができ、また、その面取部分５は、一の曲面により、または、複数の平坦面もしくは複数の曲面の組合わせにより構成することもでき、少なくとも一の平坦面と、少なくとも一の曲面との組合わせによって構成することもできる。
【００３９】
ところで、上述したところと同様の効果は、図４、図５もしくは図６に示すいずれかのブロック構成を図示のトレッドパターンに適用した場合にももたらすことができ、このことは、図２、図４、図５および図６に示すブロック構成の二種以上を組合わせ適用した場合にとくに顕著である。
【００４０】
【実施例】
図７に示すトレッドパターンを有し、内部補強構造等は一般的なラジアルタイヤのそれと同様である、サイズが１９５／６５Ｒ１４の乗用車用タイヤにおいて、図７で左から第１，２，４および第５列のブロック列に、図２、図４、図５および図６に示すそれぞれのブロック構成を表１に示すように適用した実施例タイヤ１〜５のそれぞれを、２．０ kgf／cm²の空気圧の充填下で、国産の２０００ｃｃクラスのＦ．Ｆ．車に装着し、前席に２名が乗車した荷重条件で、平坦な乾燥アスファルト路面上を１００km／ｈで走行したときの車両の直進安定性を、ドライバーのフィーリングをもって１０段階評価したところ、表１に示す結果が得られた。
なお評価は、数値が大きいほどすぐれた結果を示すものとした。
【００４１】
【表１】

【００４２】
表１によれば、実施例タイヤ１〜５はいずれも、比較タイヤに比して直進安定性が大きく向上することが明らかであり、なかでも、図示のブロック構成の全てを適用した実施例タイヤ５においてこのことはとくに顕著である。
【００４３】
ちなみに、排水性、騒音および振動乗り心地のそれぞれについても性能評価したところ、比較タイヤと実施例タイヤ１〜５との間に大きな差異は認められなかった。
【００４４】
【発明の効果】
以上に述べたところから明らかなように、この発明によれば、静粛性、排水性等の他の性能を犠牲にすることなしに、直進安定性を大きく向上させることができる。
【図面の簡単な説明】
【図１】所要の剪断力の発生態様を示すタイヤ赤道面と平行な断面図である。
【図２】ブロックの構成形態を示す略線斜視図である。
【図３】所要の剪断力の他の発生態様を示すタイヤ赤道面と平行な断面図である。
【図４】ブロックの他の構成形態を示す略線斜視図である。
【図５】ブロックの他の構成形態を示す略線斜視図である。
【図６】ブロックのさらに他の構成形態を示す略線斜視図である。
【図７】この発明の実施の形態を示すトレッドパターン展開図である。
【図８】面取部分の角度および幅を示す断面図である。
【図９】直進安定性を損ねるモーメントの発生態様を示すトレッド接地域略線図である。
【図１０】傾斜溝の平均傾斜角度に関する説明図である。
【符号の説明】
１陸部
1a 鈍角側陸部壁
1b 鋭角側陸部壁
２接地面
３縁部
４路面
５面取部分
６鈍角側隅部
７傾斜溝
８陸部壁
９周方向縁
10 面取部分
21 トレッド部
22，23 周方向溝
24 傾斜溝
25 トレッド接地端
26，27，28 ブロック列
26ａ，27ａ，28ａブロック
26ｂ，27ｂ，28ｂ細溝
Ｓ_b,Ｓ_c,Ｓ_c1 剪断力
ΔＦ_xa トータル剪断力
Ｍ_x,Ｍ_x1,Ｍ_Y モーメント[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a pneumatic radial tire in which the straight running stability of a vehicle is greatly improved without sacrificing other performance such as silence and drainage of the tire.
[0002]
[Prior art]
For the purpose of improving quietness and drainage performance in rainy weather, the tire tread part has a circumferential groove extending substantially parallel to the tire equator line and an average angle of 20 to 80 degrees with respect to the tire equator line. Providing a land portion partitioned by an inclined groove extending in an inclined direction is the mainstream of recent tread pattern designs.
[0003]
[Problems to be solved by the invention]
However, in such a tire, since the inclined groove extends in one direction over the entire tread portion, the tread pattern is asymmetrical with respect to the tire equator line, and therefore, during running of the vehicle. There is a strong tendency for the lateral force of the tire itself to be generated and the straight running stability of the vehicle to be impaired, and this is particularly serious when the vehicle is traveling at high speed.
[0004]
For this reason, it has been proposed to increase the inclination angle of the inclined groove with respect to the tire equator line or to extend the inclined groove in a zigzag shape so that the tread pattern approaches the left-right symmetry with respect to the tire equator line. However, according to this, it was practically difficult to ensure the performance such as high drainage and quietness even though the straight running stability was slightly improved.
[0005]
Therefore, the inventor conducted a thorough investigation on the contact state between the tread land portion and the road surface of the conventional tire to find the cause of the deterioration of the vehicle straight-line stability, and as a result, improved the straight-line stability. I came up with the technical means that could be realized.
[0006]
In other words, the tread portion of the tire generally has a curved shape in which the contact surface contour shape is convex toward the road surface side in the cross section in the width direction, and when the tire receives a heavy load under the contact state, the tread portion Is subjected to deformation in a direction in which the curved shape becomes a straight line in the ground plane, whereby the tread portion is grounded with a certain region as shown in FIG. In this case, the tread grounding surface, particularly shearing force S _W in the width direction outwardly is generated in its side region, the shearing force S _W becomes larger as the load tire is subjected is greater, the load of the road surface It fluctuates depending on the swell.
[0007]
Here, in the conventional tire, each land portion has a substantially parallelogram-shaped contour, and the tread portion mainly has a parallelogram shape, particularly because of the presence of an inclined groove inclined in one direction. Since the tread land portion existing in the ground contact surface, that is, the land portion viewed from the road surface is rising to the right as shown in FIG. 9, the land portion is cantilevered. also becomes upward-sloping main shaft when viewed as a beam, therefore, by the shearing force S _W acting on the surface of the land portion by increasing the load of the tread portion, the land portion positioned on the right half of the figure, the neutral axis As a result, a shear reaction force in the upper left direction is generated, and the component force S _{X1 in the} tread circumferential direction of the shear reaction force is in the upper part of the figure. It will turn.
[0008]
On the other hand, in the land portion of the tread located in the left half of the figure, a tread circumferential component force S _X2 is generated which is directed downward in the figure, and both of these component forces S _X1 and S _X2 are A moment M _Z that attempts to rotate the tread ground contact surface counterclockwise is generated around the tire ground contact center O, and this moment M _Z becomes an obstacle to the straight-line stability of the vehicle.
When the tread land portion is going up to the left, the direction in which the component forces S _X1 and S _X2 are generated is opposite to that described above, and therefore the generated moment M _Z is also in the opposite direction. .
[0009]
Based on the above knowledge, the inventor, in the load rolling of the tire, in order to generate a moment in a direction that can cancel a part or all of the moment M _{Z on} the tread contact surface, By investigating the relationship with the generated shear force and effectively utilizing the shear force generated in the land based on the contact pressure acting on the land of the tread land, the above moment of the tread contact surface The present invention was completed by discovering that a moment against M _Z can be generated.
[0010]
Accordingly, an object of the present invention is to provide a pneumatic radial tire having greatly improved straight running stability without deteriorating performance such as quietness and drainage.
[0011]
[Means for Solving the Problems]
The pneumatic radial tire according to the present invention has an average angle of 20 to 80 degrees with respect to the tire equator line and at least two circumferential grooves and a tread grounding end substantially parallel to the tire equator line extending in the tread circumferential direction. The tread portion is provided with a land portion partitioned by an inclined groove inclined in one direction, and at least in the vicinity of the obtuse angle side corner portion of the land portion in the tread side region, is positioned in the tread circumferential direction. Each chamfered portion is provided with a chamfered portion, and the width of the chamfered portion is maximized at the edge in the width direction of the land portion.
[0012]
Here, the average angle with respect to the tire equator line, as shown in FIG. 10, is when the ends of the inclined grooves in each land portion from the tread grounding end on one side to the grounding end on the other side are connected with a straight line. The tread width direction length a _i and the tread circumferential direction length b _i are used to express the following equation:

In addition, the chamfered portion here includes both a flat surface, a flat surface and a curved surface, and a plurality of types of curved surfaces. It is assumed that at least one of the continuous part to each of the land top surface and the circumferential land wall and the mutual continuous part of each surface in the chamfered part has a ridge line.
When such a chamfered portion is provided, air clogging is likely to occur at the chamfered portion between the tire formwork (mold) and the green tire in the vulcanization molding process during tire manufacture. Therefore, when the ridgeline as described above is provided, air flows along the ridgeline and is discharged from an air hole provided in the mold at a position corresponding to the edge portion of the land portion.
[0013]
In addition, the width of the chamfered portion here refers to the land portion in a cross section parallel to the tire equatorial plane, from one side edge to the other side edge thereof, parallel to the chamfered portion, or along the chamfered portion. It means the linear distance measured in the tangential direction at the center position.
[0014]
By the way, in this type of conventional pneumatic radial tire, when the contact pressure is applied to the tread contact surface, the tread land portion is in a plane parallel to the tire equator surface, for example, as shown in FIG. As shown in the schematic cross-sectional view, the original shape indicated by the two-dot chain line is crushed and deformed to the shape indicated by the solid line. By the way, since the tread rubber does not have compressibility with expansion and contraction of the volume, the above-described crushing deformation of the land portion 1 causes an expansion tendency of the ground contact surface 2 of the land portion 1, and this expansion tendency is Where the edge 3 is particularly prominent, in fact, the land contact surface 2 is restrained from expanding and deforming by the frictional force with the road surface 4, so that the land 1 is particularly near its edge. part, from the road surface 4, towards the inside direction of the land portion 1 will experience a shear force S _C of the same magnitude in the opposite direction to each other.
However, when the land portion 1 is provided with the chamfered portion 5 according to the present invention, when the land portion 1 is crushed and deformed, the chamfered portion 5 positively reduces the ground pressure of the land portion 1 to make contact. Since it functions to reduce the expansion tendency of the ground 2, the land portion 1 receives from the road surface 4 in the vicinity of the chamfered portion 5, and the shearing force S _C indicated by a broken line in the figure is the land edge where the chamfered portion is not provided. It becomes smaller than the shearing force S _C in the opposite direction generated in the vicinity of, as a result, the formation positions of the chamfered portion 5 to the land portion 1, the total shear force [Delta] F _xd facing the chamfered portion side occurs become. The total shearing force ΔF _xd increases as the width of the chamfered portion 5 increases and the expansion tendency of the land portion 1 during crushing deformation decreases.
[0015]
Accordingly, as shown in FIG. 2 as a schematic line inclination diagram, each of the land portions 1 that form a substantially parallelogram whose contour shape rises to the right, in the vicinity of the respective obtuse angle side corners 6, each positioned in the tread circumferential direction. A chamfered portion 5 as shown by hatching in the figure is provided on the inclined edge 7 of the land, and the width of each chamfered portion 5 is maximized at the edge in the width direction of the land portion. By gradually increasing the total shearing force ΔF _xd that is generated as it approaches the edge, in each land portion 1, the moment M _Z that impedes the straight running stability of the vehicle is reversed and sufficiently effective. Moment M _X can be generated, and the straight running stability of the vehicle can be greatly improved under the cancellation of both moments M _Z and M _X.
[0016]
In this case, the average inclination angle of the chamfered portion 5 with respect to the land top surface is in the range of 30 to 60 degrees, and the maximum width of the chamfered portion is in the range of 0.5 to 3.0 mm. Is preferred.
That is, when the average inclination angle is less than 30 degrees, the ground contact of the chamfered portion 5 cannot be reliably prevented, and the expansion tendency of the ground contact surface 2 when a load is applied to the tire cannot be effectively reduced. If it exceeds 60 degrees, the chamfered portion does not come into contact with the ground, and the land contact area may decrease.
Moreover, if the maximum width is less than 0.5 mm, it is not effective to provide the chamfered portion 5, and if it exceeds 3.0 mm, the steering stability is lowered due to the reduction of the ground contact area of the land portion 1 and the micro rudder response. There is a risk that deterioration of properties will occur.
[0017]
Here, the length 1 of the chamfered portion 5 in the tread width direction is preferably 0.1 times or more the land width w in the same direction.
This is because the chamfered part 5 cannot sufficiently perform its original function if the land part width w is less than 0.1 times the land part width w. Therefore, the length 1 of the chamfered part 5 is equal to the land part width. Even in this case, it is possible to achieve the expected effect by making the width of the chamfered portion 5 maximum at the edge in the width direction on the obtuse corner portion side. it can.
[0018]
Another pneumatic radial tire according to the present invention is formed by a land wall facing the tread circumferential direction and a land top surface, particularly at least in the vicinity of the obtuse angle corner at the land portion in the tread side area. The angle is obtuse and the angle is maximized at the edge in the width direction of the land.
[0019]
In such a tire, when the land portion 1 is viewed in a cross section parallel to the tire equator plane, as shown by a two-dot chain line in FIG. 3, one land portion wall 1a of the land portion 1 is, as described above, The top surface, and thus the obtuse angle with respect to the land contact surface 2, while the land wall 1 b opposite to the land wall 1 a has an acute angle or an angle approximated to the contact surface 2. Eggplant.
[0020]
Here, when the contact pressure caused by the load applied to the tire acts on the tread contact surface of the tire, the land portion 1 is based on the shape of the land portion 1 as shown by the solid line in the figure, for example, over the entire area, for example, Although it shows a tendency to fall into the direction of the land wall 1b on the acute angle side, the fall deformation is suppressed by the frictional force between the ground surface 2 and the road surface 4, and the suppression force at this time is an obtuse angle side land portion. The vicinity of the wall 1a becomes larger. This because, the land portion 1, in particular in the vicinity of the ground plane 2 will receive a shearing force S _b facing the acute angle side land portion wall 1b side obtuse-side land portion wall 1a side from the road surface 4.
[0021]
Note the size of the shearing force S _b in this case, each land portion wall 1a of the obtuse side and acute side 1b, the will be identified by the angle relative relationship land portion grounding surface 2, an acute angle side land If the part wall 1b is made constant, it becomes larger as the angle of the obtuse angle side land part wall 1a is increased.
[0022]
Therefore, as shown in FIG. 4, in the land portion 1 having a substantially parallelogram outline shape, the land portion wall 8 facing the tread circumferential direction in the vicinity of each obtuse angle side corner portion 6 of the parallelogram, By making the angle between the land top surface, that is, the land contact surface 2 an obtuse angle and maximizing the angle at the edge in the width direction of the land portion 1, similar shearing force S _b and said another can be generated in the opposite direction to, also, in each land portion, in the opposite direction to the moment M _Z prevent the straight running stability of the vehicle, an effective size whereby it can be generated Mometon M _Y with. Therefore, it is possible to improve the straight running stability of the vehicle by canceling these two moments M _Z and M _Y.
[0023]
Here, it is preferable that the angle of the obtuse-side land wall 1a with respect to the ground contact surface 2 is gradually changed in the width direction of the land part 1, and the formation length of the land wall 1a with respect to the land part width w is as described above. It can be the same as that of the chamfered portion 5.
[0024]
More preferably, by providing both the chamfered portion 5 and the obtuse-angled land portion wall 1a in the land portion 1, the absolute value of the moment in the direction opposite to the moment M _Z is sufficiently increased.
[0025]
Still another tire according to the present invention has an angle formed between the land wall facing the tread circumferential direction and the land surface top surface, particularly at least in the vicinity of the acute corner portion of the land portion in the tread side region. The acute angle is minimized at the edge of the land portion in the width direction.
[0026]
In the tire described above with reference to FIG. 3, instead of making the obtuse angle side land portion wall 1 a positively obtuse, the acute angle side land portion wall 1 b is made positive angle. Further, the land portion 1 is directed toward the opposite land portion wall side from the acute-angle side land portion wall 1b side in the vicinity of the ground plane 2 based on the deformation behavior similar to that described above. The same shearing force _Sb is received from the road surface.
[0027]
For this reason, as shown in FIG. 5, in the vicinity of the sharp corners of the land portion 1 having a parallelogram shape, the land portion wall 8 facing the tread circumferential direction and the land portion top surface, in other words, the land portion grounding surface. The angle formed with 2 is an acute angle, and the angle is minimized at the edge in the width direction of the land portion 1, so that the opposite sides of the land portion 1 are opposite to each other in the same manner as the land portion 1 shown in FIG. it is possible to generate a shear force S _b. Therefore, the moment M _Y generated in each land portion 1 by these shear forces S _b can also function effectively for canceling out the moment M _Z that hinders the straight running stability of the vehicle. The configuration shown in FIG. 5 can also be combined with the configuration shown in at least one of FIGS. 2 and 3, whereby the moment M _Z can be canceled more effectively.
[0028]
Still another tire according to the present invention is provided with a chamfered portion at each circumferential edge located in the tread width direction, particularly at least in the vicinity of the corner portion at the acute angle side of the land portion in the tread side region. The width of the chamfered portion is maximized at the inclined edge located in the tread circumferential direction.
[0029]
More specifically, in the land portion 1 having a substantially parallelogram shape, as shown in FIG. 6, each circumferential edge 9 located in the tread width direction in the vicinity of each acute angle side corner thereof. In addition, the chamfered portions 10 are provided, and the width of each chamfered portion 10 is maximized at the inclined edge 7 located in the tread circumferential direction.
[0030]
According to this tire, for the same reason as described in FIGS. 1 and 2, along each inclined edge 7, each land portion 1 faces each chamfered portion 10 from each obtuse angle side corner. Large shear forces S _C1 that are opposite to each other can be generated, and with these shear forces S _C1 , a moment M _X1 that effectively contributes to the cancellation of the moment M _Z can be generated.
This is particularly effective when the configuration shown in FIG. 6 is combined with at least one of the configurations shown in FIGS.
[0031]
By the way, the length of the chamfered portion 10 is preferably 0.5 times or less and 0.5 mm or more of the length of the land portion 1 in the tread circumferential direction.
That is, when it exceeds 0.5 times, the chamfered portion extends over almost the entire area of the edge, and a part of the edge is chamfered to cause a bias in the generation amount of shearing force, generating a moment. If the objective cannot be achieved and the thickness is less than 0.5 mm, the required shearing force S _C1 cannot be increased as expected.
[0032]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 7 is a tread pattern development view showing the embodiment of the present invention viewed from the same direction as shown in FIGS.
[0033]
Here, the tread portion 21 is provided with at least two

circumferential grooves

22 and 23 extending in the tread circumferential direction substantially parallel to the tire equator line, and in the figure, four

circumferential grooves

22 and 23, and 20 to 80 degrees with respect to the tire equator line. Inclined grooves 24 that are inclined in one direction at an average angle are provided to form a substantially parallelogram that rises to the right as a whole between the circumferential grooves and between the circumferential groove 23 and the tread grounding end 25. Five rows of

block rows

26, 27, and 28 formed of land are formed.
[0034]
Further, here, circumferential blocks each of which is extended in the inclination direction of each of the

blocks

26a and 27a tending to each of the block 26a of the central block row 26 and the block 27a of the intermediate block row 27 are adjacent to each other. 22 and 23, each of the other ends is formed with a pair of narrow grooves 26b and 27b ending in the block, and each

block

26a and 27a is formed to have a substantially "work" -shaped outline shape that rises to the right. In addition, a single narrow groove 28b is formed in the block 28a of the shoulder block row 28, which extends from the circumferential groove 23 in a straight line in the inclination direction of the block 28a and ends within the block.
[0035]
In the tire having such a tread pattern, at least each block 28a of the shoulder block row 28, and in the drawing, the obtuse angle side corner of each of the

blocks

27a and 28a of the intermediate block row 27 and the shoulder block row 28 is shown. A flat chamfered portion 5 having the structure described in FIG. 2 is provided on each inclined edge 7 located in the tread circumferential direction in the vicinity.
[0036]
Here, the chamfered portion 5 preferably has the length l described in relation to FIG. 2, and the direction perpendicular to the length direction of the chamfered portion is exemplified by the block 27a in FIG. As shown in the cross section, it is assumed that it has an average inclination angle of 30 to 60 degrees with respect to the block top surface, in other words, the block ground surface 2 and a maximum width of 0.5 to 3.0 mm.
[0037]
According to the tire configured as described above, when the chamfered portion 5 is not provided, the load rolling of the tire occurs in the tread portion due to the pattern configuration as shown in FIG. The moment M _Z hindering the straight-line stability can be effectively canceled by the moment M _X generated in each of the

blocks

27a and 28a based on the presence of the chamfered portion 5 as described in FIG. However, it is possible to greatly improve the straight running stability of the vehicle by ensuring that the

grooves

22, 23 and 24 are sufficiently arranged to ensure excellent performance such as quietness and drainage.
[0038]
Here, the chamfered portion 5 can be formed on the block 26a of the central block row 26 in the same manner, and the chamfered portion 5 is formed by one curved surface or a plurality of flat surfaces or It can also be configured by a combination of a plurality of curved surfaces, or can be configured by a combination of at least one flat surface and at least one curved surface.
[0039]
By the way, the same effect as described above can also be brought about when any of the block configurations shown in FIG. 4, FIG. 5 or FIG. 6 is applied to the tread pattern shown in the figure. 4, particularly when two or more of the block configurations shown in FIGS. 5 and 6 are applied in combination.
[0040]
【Example】
In a passenger car tire having a tread pattern shown in FIG. 7 and having an internal reinforcing structure similar to that of a general radial tire and having a size of 195 / 65R14, the first, second, fourth and first from the left in FIG. Example tires 1 to 5 in which the respective block configurations shown in FIGS. 2, 4, 5 and 6 are applied to five block rows as shown in Table 1 are each 2.0 kgf / cm ^2. The domestically produced 2000cc class F.F. F. When driving on a flat dry asphalt road surface at 100km / h under the load condition with two people on the front seats, the vehicle's straight running stability was evaluated in 10 stages with the feeling of the driver. The results shown in Table 1 were obtained.
In addition, evaluation showed the result which was excellent, so that the numerical value was large.
[0041]
[Table 1]

[0042]
According to Table 1, it is clear that all of the example tires 1 to 5 have greatly improved straight running stability as compared with the comparative tire, and in particular, the example tires to which all of the illustrated block configurations are applied. This is particularly noticeable in FIG.
[0043]
By the way, when the performance of each of drainage, noise and vibration riding comfort was evaluated, no significant difference was found between the comparative tire and the example tires 1 to 5.
[0044]
【The invention's effect】
As is apparent from the above description, according to the present invention, straight running stability can be greatly improved without sacrificing other performance such as quietness and drainage.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view parallel to a tire equatorial plane showing how a required shear force is generated.
FIG. 2 is a schematic perspective view showing a configuration form of a block.
FIG. 3 is a cross-sectional view parallel to the tire equatorial plane showing another embodiment of the required shear force.
FIG. 4 is a schematic perspective view showing another configuration form of the block.
FIG. 5 is a schematic perspective view showing another configuration form of the block.
FIG. 6 is a schematic perspective view showing still another configuration form of the block.
FIG. 7 is a development view of a tread pattern showing an embodiment of the present invention.
FIG. 8 is a cross-sectional view showing the angle and width of a chamfered portion.
FIG. 9 is a schematic diagram of a tread tangent region showing a mode of generation of moments that impair straight running stability.
FIG. 10 is an explanatory diagram relating to the average inclination angle of the inclined grooves.
[Explanation of symbols]
1 Land
1a Obtuse side land wall
1b Acute angle side land wall 2 Grounding surface 3 Edge 4 Road surface 5 Chamfered part 6 Obtuse angle side corner 7 Inclined groove 8 Land wall 9 Circumferential edge
10 Chamfer
21 Tread
22, 23 Circumferential groove
24 inclined grooves
25 Tread ground end
26, 27, 28 block sequence
26a, 27a, 28a blocks
26b, 27b, 28b narrow groove S _b, S _c, S _c1 shear [Delta] F _xa total shear force M _x, M _x1, M _Y Moment

Claims

A land section defined by a circumferential groove and a tread ground contact end substantially parallel to the tire equator line extending in the tread circumferential direction, and an inclined groove inclined in one direction at an average angle of 20 to 80 degrees with respect to the tire equator line. A pneumatic radial tire with a tread part,
A chamfered portion is provided at each inclined edge located in the circumferential direction of the tread at least in the vicinity of the obtuse angle side corner of the land portion in the tread side area, and the width of the chamfered portion is set in the width direction of the land portion. Pneumatic radial tire with maximum edge.

A land section defined by a circumferential groove and a tread ground contact end substantially parallel to the tire equator line extending in the tread circumferential direction, and an inclined groove inclined in one direction at an average angle of 20 to 80 degrees with respect to the tire equator line. A pneumatic radial tire with a tread part,
The angle between the land wall facing the tread circumferential direction and the top surface of the land is defined as an obtuse angle at least in the vicinity of the obtuse angle side corner at least in the land part of the tread side region, and the angle is the width of the land part. Pneumatic radial tire with maximum edge at the direction.

The angle between the land wall facing the tread circumferential direction and the top surface of the land is defined as an obtuse angle at least in the vicinity of the obtuse angle side corner at least in the land part of the tread side region, and the angle is the width of the land part. The pneumatic radial tire according to claim 1, wherein the pneumatic radial tire is maximum at a direction edge.

A land section defined by a circumferential groove and a tread ground contact end substantially parallel to the tire equator line extending in the tread circumferential direction, and an inclined groove inclined in one direction at an average angle of 20 to 80 degrees with respect to the tire equator line. A pneumatic radial tire with a tread part,
The angle between the land wall facing the circumferential direction of the tread and the top surface of the land is defined as an acute angle at least in the vicinity of the corner on the acute angle side at least in the land portion in the tread side area, and the angle is the width direction of the land portion. Pneumatic radial tire with the smallest edge.

The angle between the land wall facing the circumferential direction of the tread and the top surface of the land is defined as an acute angle at least in the vicinity of the corner on the acute angle side at least in the land portion in the tread side area, and the angle is the width direction of the land portion. The pneumatic radial tire according to any one of claims 1 to 3, wherein the pneumatic tire is minimized at an edge.

A land section defined by a circumferential groove and a tread ground contact end substantially parallel to the tire equator line extending in the tread circumferential direction, and an inclined groove inclined in one direction at an average angle of 20 to 80 degrees with respect to the tire equator line. A pneumatic radial tire with a tread part,
A chamfered portion is provided at each circumferential edge located in the tread width direction at least in the vicinity of the corner on the acute angle side at least in the land portion of the tread side region, and the width of this chamfered portion is set in the tread circumferential direction. A pneumatic radial tire with the largest sloped edge.

A chamfered portion is provided at each circumferential edge located in the tread width direction at least in the vicinity of the corner on the acute angle side at least in the land portion of the tread side region, and the width of this chamfered portion is set in the tread circumferential direction. The pneumatic radial tire according to any one of claims 1 to 5, wherein the pneumatic radial tire is a maximum at an inclined edge located.

The pneumatic radial tire according to claim 6 or 7, wherein a tread circumferential length of a chamfered portion provided at a circumferential edge is 0.1 times or less and 0.5 mm or more of a tread circumferential length of a land portion. .

The average chamfered portion of the chamfered portion provided on the inclined edge with respect to the land top surface is set to 30 to 60 degrees, and the maximum width of the chamfered portion is set to 0.5 to 3.0 mm. The pneumatic radial tire according to 5 or 7.

The length in the tread width direction of the chamfered portion provided on the inclined edge is set to be not less than 0.1 times the land width in the same direction, and is longer than the tread circumferential length of the chamfered portion provided in the circumferential edge. The pneumatic radial tire according to any one of claims 7 to 9.