阅读说明：本技术 重载轮胎 (Heavy load tire ) 是由 中里玲王 佐藤大晖 于 2018-07-20 设计创作，主要内容包括：该重载轮胎包括：形成在胎肩加强部、朝向轮胎的外部打开并具有底部的凹部；以及促进空气进/出底部并具有距轮胎表面的深度从底部朝向轮胎表面逐渐减小的斜面的第一空气进/出促进部。第一空气进/出促进部在凹部侧的宽度尺寸被设置为小于其在凹部侧的相对侧的宽度尺寸。(The heavy duty tire includes: a recess formed in the buttress portion, open to the outside of the tire, and having a bottom; and a first air inlet/outlet facilitating portion that facilitates air inlet/outlet from the bottom portion and has a slope whose depth from the tire surface gradually decreases from the bottom portion toward the tire surface. The width dimension of the first air inlet/outlet facilitating portion on the recess side is set smaller than the width dimension thereof on the opposite side of the recess side.)

1. A heavy duty tire, comprising:

a recess formed in the buttress portion, open to the outside of the tire, and including a bottom; and

an air inlet/outlet facilitating portion configured to facilitate entry and exit of air into and out of the bottom portion, the air inlet/outlet facilitating portion including a slope extending from the bottom portion toward a tire surface such that a depth of the slope from the tire surface gradually decreases,

wherein a width dimension of the air inlet/outlet facilitating portion on the recess side is smaller than a width dimension of the air inlet/outlet facilitating portion on the opposite side of the recess side.

2. The heavy-duty tire according to claim 1, wherein the air inlet/outlet facilitating portion is formed on one side in the tire circumferential direction of the recessed portion or one side in the tire radial direction of the recessed portion.

3. The heavy-duty tire according to claim 1 or 2, wherein the air inlet/outlet facilitating portion is formed at least on one side of the recessed portion in the tire rotation direction.

4. The heavy-duty tire according to claim 3, wherein the air inlet/outlet facilitating portion is formed at least two positions including a front side in the tire rotation direction of the recessed portion and a different side from the front side in the tire rotation direction of the recessed portion.

5. The heavy-duty tire of any one of claims 1 to 4, wherein the average inclination angle of the chamfer with respect to the tire surface is from 5 ° to 45 °.

6. The heavy-duty tire according to any one of claims 1 to 5, wherein the inclined surface is connected to the entire side of the bottom of the recess to which the inclined surface is connected at an end of the recess side.

7. The heavy-duty tire according to any one of claims 1 to 6, wherein a width dimension of the slope on the tire surface side is larger than a maximum width dimension of the recessed portion.

8. The heavy-duty tire according to any one of claims 1 to 7, wherein a tire width direction end of a maximum width belt ply constituting a belt is positioned on the tire width direction inner side of the bottom of the recess.

9. The heavy-duty tire according to claim 8, wherein the tire width direction end portions of the maximum width belt ply are positioned at a center portion in the tire radial direction of the bottom portion and on the inner side in the tire width direction of the bottom portion.

10. The heavy-duty tire according to any one of claims 1 to 9, wherein a tire width direction end of a belt ply, which is located on the outermost side in the tire radial direction and constitutes a belt, is positioned on the tire width direction inner side of the bottom of the recess.

11. The heavy-duty tire according to any one of claims 1 to 10, wherein a total surface area of the air entry/exit promoting portion as viewed in a plan view is larger than a surface area of the recessed portion as viewed in a plan view.

Technical Field

The present invention relates to a heavy duty tire.

Background

Due to the load-bearing capacity and size of a heavy duty tire, it is susceptible to elevated temperatures near the buttress portion. As the buttress portion repeatedly contacts and separates from the road surface during running, the buttress portion undergoes repeated deformation, resulting in heat generation in the buttress portion. Therefore, it has been considered to form a recess in such a buttress portion to cause air to flow into the recess and cool the buttress portion. The tire disclosed in japanese national phase No. 2009-542528 is an example of a tire having a recessed portion formed in a buttress portion.

Disclosure of Invention

Technical problem

Forming the concave portion in the buttress portion can cool the buttress portion to some extent. However, a larger load leads to a larger deformation and thus to an increased amount of heat generated, and thus an improved cooling capacity is required.

In view of the above, it is an object of the present invention to provide a heavy duty tire having improved buttress cooling capability.

Solution to the problem

The heavy-duty tire according to the first aspect includes: a recess formed in the buttress portion, open to the outside of the tire, and including a bottom; and an air inlet/outlet facilitating portion configured to facilitate entry and exit of air into and out of the bottom portion, the air inlet/outlet facilitating portion including a slope extending from the bottom portion toward the tire surface such that a depth of the slope from the tire surface gradually decreases. The width dimension of the air inlet/outlet facilitating portion on the recess side is smaller than the width dimension of the air inlet/outlet facilitating portion on the opposite side to the recess side.

As the heavy-duty tire rotates, a speed difference occurs between the tire surface and the ambient air, causing air to flow into the recesses formed in the buttress portions. The air inlet/outlet facilitating portion includes a slope extending from the bottom portion toward the tire surface such that a depth of the slope from the tire surface gradually decreases, and is configured to facilitate air inlet and outlet to the bottom portion. Therefore, the air flowing near the recess easily flows toward the bottom of the recess along the slope, and the air cooling effect of the bottom of the recess can be improved by the air flowing along the bottom of the recess. Providing the buttress portion with the recess in this manner enables the buttress portion to be effectively cooled as the heavy-duty tire rotates.

Further, in the heavy-duty tire according to the first aspect, a width dimension of the air inlet/outlet facilitating portion on the side of the recessed portion is smaller than a width dimension of the air inlet/outlet facilitating portion on the opposite side of the recessed portion. Thereby, the air inlet/outlet facilitating portion can increase the speed at which the air is discharged into the recess to a speed greater than the speed at which the air is sucked from the tire surface side. This can increase the speed at which air flows along the bottom of the recess, thereby further promoting the inflow of air and further enhancing the cooling effect. Therefore, the buttress portion can be cooled more effectively than in the case where the air inlet/outlet facilitating portion is not provided in the recess.

Advantageous effects of the invention

As described above, the heavy duty tire of the present invention exhibits an excellent advantageous effect capable of improving the cooling capability at the buttress portion.

Drawings

Fig. 1 is a cross section showing a buttress vicinity of a heavy duty tire according to an exemplary embodiment of the present invention.

Fig. 2 is a side view showing a buttress vicinity of a heavy-duty tire according to an exemplary embodiment of the present invention.

Fig. 3 is a perspective view illustrating a buttress vicinity of a heavy duty tire according to an exemplary embodiment of the present invention.

Fig. 4 is a plan view showing the air-cooling portion provided at the buttress portion.

FIG. 5A is a cross-section of the air cooling section shown in FIG. 4 taken along line 5A-5A.

FIG. 5B is a cross-section of the air cooling section shown in FIG. 4 taken along line 5B-5B.

FIG. 5C is a cross-section of the air cooling section shown in FIG. 4 taken along line 5C-5C.

Fig. 6A is a plan view showing a modification of the air cooling unit.

Fig. 6B is a plan view showing a modification of the air cooling portion.

Fig. 7A is a plan view showing a modification of the air cooling unit.

Fig. 7B is a plan view showing a modification of the air cooling unit.

FIG. 8 is a cross-sectional view illustrating a buttress vicinity of a heavy-duty tire according to another exemplary embodiment.

Fig. 9 is a plan view showing a modification of the air cooling unit.

Fig. 10 is a plan view showing a modification of the air cooling unit.

Detailed Description

Next, a heavy duty tire 10 according to an exemplary embodiment of the present invention will be explained with reference to fig. 1 to 5. The structure of the heavy duty tire 10 of the present exemplary embodiment is configured similarly to a typical heavy duty pneumatic tire, except for the air cooling portion 32 described later.

As shown in fig. 1, a heavy duty tire 10 includes a carcass 12 spanning between a pair of bead cores (not shown).

Belt structure

A belt 14 is provided on the outer side of the carcass 12 in the tire radial direction. The belt 14 includes a plurality of belt layers. Specifically, the heavy duty tire 10 according to the first exemplary embodiment includes a protective belt layer 16 composed of two protective belts 16A, 16B, a main intersecting belt layer 18 composed of two main intersecting belts 18A, 18B, and a small intersecting belt layer 20 composed of two small intersecting belts 20A, 20B. Note that the protection belts 16A, 16B, the main cross belts 18A, 18B, and the small cross belts 20A, 20B each have a typical structure in which a plurality of cords arranged in parallel with each other are covered with a covering rubber.

The main cross belt layer 18 is disposed on the outer side of the small cross belt layer 20 in the tire radial direction, and the protection belt layer 16 is disposed on the outer side of the main cross belt layer 18 in the tire radial direction.

For example, in the heavy duty tire 10 of the present exemplary embodiment, the angle formed by the cords constituting the small cross belt layer 20 with respect to the tire circumferential direction is 4 ° to 10 °, the angle formed by the cords constituting the main cross belt layer 18 with respect to the tire circumferential direction is 18 ° to 35 °, and the angle formed by the cords constituting the protection belt layer 16 with respect to the tire circumferential direction is 22 ° to 33 °.

Next, the width of each belt layer constituting the belt 14 of the present exemplary embodiment will be explained.

The width of the small intersecting belt 20A is formed to be slightly narrower than the width of the small intersecting belt 20B, the small intersecting belt 20A is located on the outer side in the tire radial direction of the small intersecting belt 20B and adjacent to the small intersecting belt 20B, and the small intersecting belt 20B is located on the innermost side in the tire radial direction.

The width of the main intersecting belt 18B is formed wider than the width of each of the small intersecting belts 20A, 20B, and the main intersecting belt 18B is located outside the small intersecting belt 20A in the tire radial direction and adjacent to the small intersecting belt 20A.

The width of the main intersecting belt 18A is formed wider than the width of each of the small intersecting belts 20A, 20B and narrower than the width of the main intersecting belt 18B, the main intersecting belt 18A being located outside the main intersecting belt 18B in the tire radial direction and adjacent to the main intersecting belt 18B.

The width of the protection belt 16B is formed to be wider than the width of each of the small intersecting belts 20A, 20B and the main intersecting belt 18A, the protection belt 16B being located outside the main intersecting belt 18A in the tire radial direction and adjacent to the main intersecting belt 18A.

The width of the protection belt 16A is formed narrower than the width of each of the protection belt 16B and the main intersecting belt 18B and wider than the respective widths of the small intersecting belts 20A, 20B and the main intersecting belt 18A, and the protection belt 16A is located outside the protection belt 16B in the tire radial direction and adjacent to the protection belt 16B and is positioned on the outermost side of the belt 14. The protection belt 16A is disposed at the outermost side in the tire radial direction of the plurality of belt layers. Note that the protection belt 16A is an example of the outermost belt ply in the tire radial direction.

The protection belt 16B constituting the fifth belt from the inner side in the tire radial direction is formed to have the maximum width in the belt 14. The tire width direction end portion 16Be of the protection belt 16B is disposed on the outermost side in the tire width direction. The protective belt 16B is an example of a maximum width belt ply.

The tread rubber 24 constituting the tread 22 is disposed on the outer side of the belt 14 in the tire radial direction. The tread rubber 24 extends along the carcass 12 toward the outer side of the belt 14 in the tire width direction, and a portion of the tread rubber 24 disposed on the outer side of the belt 14 in the tire width direction constitutes a portion of the buttress portion 26.

The buttress portion 26 of the present exemplary embodiment refers to the tire outer region spanning from the position 1/2 × H from the tire maximum width Wmax to the ground-contact edge 22E, H being the dimension in the tire radial direction between the tire maximum width Wmax and the ground-contact edge 22E of the tread 22.

The ground-engaging edge 22E of the tread 22 is defined under the following conditions: the heavy-duty tire 10 was fitted onto a standard rim specified in the year 2017 Japan Automobile Tire Manufacturers Association (JATMA) yearbook and inflated to an air pressure of 100% internal pressure (maximum pressure) corresponding to the maximum load capacity (load given in bold in the internal pressure/load capacity correspondence table) of the applicable size and ply rating specified in the JATMA yearbook so that the heavy-duty tire 10 was at its maximum load-carrying capacity. Note that if the TRA or ETRTO standards are applicable in the area of use or manufacture, the applicable standards are followed.

A plurality of lateral grooves 28 are formed around the tire circumferential direction at the tread 22 of the heavy duty tire 10. The lateral groove 28 formed at the tread 22 extends further toward the tire width direction outer side than the ground contact edge 22E of the tread 22. As shown in fig. 2, the ends of the lateral grooves 28 open at the buttress portion 26 of the heavy duty tire 10. Note that, in the present exemplary embodiment, the land portion formed between one and the other lateral grooves 28 adjacent in the tire circumferential direction is referred to as a lateral block 30.

As shown in fig. 1 to 3, a concave air-cooling portion 32 is formed in the buttress portion 26. In the present exemplary embodiment, air cooling portions 32 are formed on the side surfaces of the respective lugs 30 divided by the lug grooves 28.

Detailed structure of air cooling part

As shown in fig. 4, each air cooling portion 32 is configured to include a recess 34, a first air inlet/outlet facilitating portion 36 and a second air inlet/outlet facilitating portion 38 provided adjacent to the recess 34. The first air inlet/outlet facilitating portion 36 and the second air inlet/outlet facilitating portion 38 are examples of the inlet/outlet facilitating portion.

Detailed structure of recess

First, the recess 34 will be explained.

As shown in fig. 4, the recessed portion 34 includes, in a plan view viewed along the tire axial direction, a bottom portion 40 having a trapezoidal shape in which the width of a bottom side 40A on the outer side (arrow a direction side) in the tire radial direction is larger than the width of an upper side 40B on the inner side in the tire radial direction. Note that the bottom side 40A and the upper side 40B are parallel to the tangential direction of the tire circumferential direction (arrow B direction), and the side 40C of the bottom portion 40 on the tire rotation direction front side (arrow B direction side) and the side 40D of the bottom portion 40 on the opposite side to the tire rotation direction front side are inclined with respect to the tire radial direction (arrow a direction).

Note that although the bottom 40 is a trapezoidal shape in the present exemplary embodiment, the bottom 40 may be another polygonal shape such as a square, a rectangle, or a triangle, or may be a circular or elliptical shape.

Although the depth of the bottom portion 40 is uniform along the tire rotation direction as shown in fig. 5A, the bottom portion 40 is inclined such that the depth thereof becomes gradually shallower from the inner side to the outer side (the arrow a direction side) in the tire radial direction as shown in fig. 5B. Note that the bottom portion 40 may also be inclined with respect to a direction extending along the tire rotation direction. Alternatively, the bottom portion 40 may have a uniform depth in a direction extending along the tire radial direction (arrow a).

As shown in fig. 1, in the recessed portion 34 of the present exemplary embodiment, the bottom portion 40 is disposed outside in the tire width direction of the end portion 16Be of the protection belt 16B (which is formed to have the maximum width in the belt 14). In the present exemplary embodiment, the tire width direction end portion 16Be of the protection belt 16B is positioned on the inner side in the tire width direction of the center portion in the tire radial direction of the recessed portion 34. More specifically, the end portion 16Be is disposed between the bottom edge 40A and the upper edge 40B (see fig. 4) of the bottom portion 40 closer to the upper edge 40B.

As shown in fig. 4, a recess side wall 42 constituting a part of the recess 34 is formed on the side of the bottom portion 40 opposite to the tire rotation direction front side (arrow B direction side). A recess sidewall 44 constituting another part of the recess 34 is formed on the inner side (the opposite side to the arrow a direction) of the bottom portion 40 in the tire radial direction.

As shown in FIG. 5A, the recess sidewall 42 is inclined with respect to a normal line H L perpendicular to the surface of the buttress portion 26. As shown in FIG. 5B, the recess sidewall 44 is also inclined with respect to a normal line H L perpendicular to the surface of the buttress portion 26. thus, the recess 34 is formed to gradually widen from the bottom portion 40 toward the tire outer side.

First air inlet/outlet promoting part

Next, the first air inlet/outlet facilitating portion 36 will be described.

As shown in fig. 4 and 5A, the first air inlet/outlet facilitating portion 36 is provided on the front side (arrow B direction side) of the recessed portion 34 in the tire rotation direction. The first air inlet/outlet promoting portion 36 has a trapezoidal shape in a plan view, and is a concave portion including a slope 46, the slope 46 being inclined from a surface of the buttress portion 26 on the tire rotation direction front side (arrow B direction side) toward the bottom 40 of the concave portion 34. Note that the slope 46 is smoothly connected to the bottom 40. The chamfer 46 is an inclined surface that extends from the base 40 toward the tire surface such that the depth of the chamfer 46 from the tire surface gradually decreases.

Note that although in the present exemplary embodiment, an example is given in which the slope 46 has a trapezoidal shape in plan view, the slope 46 may be formed to have another polygonal shape in plan view according to the inclination direction of the bottom portion 40 (the extending direction of the side 40C) and the surface profile of the buttress portion 26.

A side wall 48 that is steeper than the inclination of the inclined surface 46 is formed on the outer side (arrow a direction side) of the inclined surface 46 in the tire radial direction, and a side wall 50 that is steeper than the inclination of the inclined surface 46 is formed on the inner side of the inclined surface 46 in the tire radial direction.

As shown in fig. 4, the width dimension of the first air inlet/outlet facilitating portion 36 on the side of the recessed portion 34 (the dimension in the direction intersecting the direction of inclination of the inclined surface 46) is formed shorter than the width dimension of the first air inlet/outlet facilitating portion 36 on the front side in the tire rotation direction (the arrow B direction side; the opposite side of the recessed portion 34), so that the width of the first air inlet/outlet facilitating portion 36 gradually decreases from the front side in the tire rotation direction toward the recessed portion 34. Note that the width dimension of the inclined surface 46 on the recessed portion 34 side is also formed smaller than the width dimension of the inclined surface 46 on the front side in the tire rotation direction.

Further, in the present exemplary embodiment, the width W3 of the first air inlet/outlet facilitating portion 36 on the side of the recessed portion 34 (the width of the portion connected to the recessed portion 34 measured in the tire radial direction) measured at the tire surface is set to be the same as the (tire radial direction) width dimension W2 of the recessed portion 34 at the tire surface. Note that the two-dot chain line (imaginary line) in fig. 4 indicates a range in which the openings of the concave portions 34 of the first and second air inlet/outlet facilitating portions 36 and 38 are not formed.

As shown in fig. 5A and 5B, the slope 46 is gentler than the recess side wall 42 and the recess side wall 44 of the recess 34. The inclination angle θ 1 of the slope 46 with respect to the surface of the buttress portion 26 is preferably in the range of 5 ° to 45 °. If the inclination angle θ 1 is greater than 45 °, it will be difficult to redirect the air flowing along the tire surface to follow the slope 46. However, if the average inclination angle of the inclined surface 46 with respect to the tire surface is less than 5 °, the cooling effect will be reduced. Note that the inclination angle θ 1 is more preferably set in the range of 5 ° to 30 °, and still more preferably set in the range of 15 ° to 25 °. Note that, in cross section, the chamfer 46 forms a straight line extending from the side edge 40C to the surface of the buttress portion 26. Since the straight line is formed in this manner, the inclined surface 46 has a uniform inclination angle, so that the direction of the air flow can be easily made to follow the inclined surface 46.

Second air inlet/outlet facilitating portion

Next, the second air inlet/outlet facilitating portion 38 will be described.

As shown in fig. 4, the second air inlet/outlet facilitating portion 38 is provided outside the recess 34 in the tire radial direction (the direction of arrow a). As shown in fig. 5B, in cross section, the second air inlet/outlet facilitating portion 38 is a concave portion including a slope 52 that slopes from the surface of the buttress portion 26 toward the bottom 40 of the recess 34. Note that the slope 52 has a substantially square shape in plan view, and is smoothly connected to the bottom 40 of the recess 34. The inclined surface 52 is an inclined surface extending from the bottom portion 40 toward the tire surface so as to gradually decrease in depth from the tire surface.

Note that although the slope 52 has a substantially square shape in the present exemplary embodiment, the slope 52 may be another polygonal shape, such as a rectangular or trapezoidal shape.

The shortest distance along the ramp 52 from the base 40A to the buttress 26 surface is longer than the shortest distance along the recess sidewall 44 from the upper edge 40B to the buttress 26 surface.

As shown in fig. 4, a side wall 54 having a steeper inclination than that of the inclined surface 52 is formed on the tire rotation direction front side (arrow B direction side) of the inclined surface 52, and a side wall 56 having a steeper inclination than that of the inclined surface 52 is formed on the side opposite to the tire rotation direction front side of the inclined surface 52. The angles formed by the sidewalls 54, 56 relative to the ramp 52 are substantially the same as one another. In the second air inlet/outlet facilitating portion 38 of the present exemplary embodiment, the width dimension of the tire radial direction outer side (the dimension in the direction intersecting the direction of inclination of the inclined surface 52) is formed smaller than the width dimension of the recessed portion 34 side.

The shortest distance along the ramp 52 from the base 40A to the buttress 26 surface is longer than the shortest distance along the recess sidewall 44 from the upper edge 40B to the buttress 26 surface.

Note that the width of the inclined surface 52 is uniform from the bottom 40 of the recess 34 toward the tire radial direction outer side.

Note that the end of the side wall 54 of the second air inlet/outlet facilitating portion 38 and the end of the side wall 48 of the first air inlet/outlet facilitating portion 36 described previously are connected to each other. In addition, the end of the side wall 50 of the first air inlet/outlet facilitating portion 36 and the recess side wall 44 of the recess 34 are also connected to each other.

The slope 52 is gentler than the recess side wall 42 and the recess side wall 44 of the recess 34. As shown in fig. 5B, similarly to the inclination angle θ 1 of the slope 46 of the first air inlet/outlet promoting portion 36, the inclination angle θ 2 of the slope 52 with respect to the surface of the buttress portion 26 is preferably set in the range of 5 ° to 45 °, more preferably in the range of 5 ° to 30 °, more preferably in the range of 15 ° to 25 °. Note that, in cross section, the slope 52 forms a straight line extending from the upper edge 40A to the surface of the buttress portion 26. Since the straight line is formed in this manner, the inclined surface 52 has a uniform inclination angle, so that the direction of the air flow can be easily along the inclined surface 52.

As shown in fig. 5A and 5B, the inclination angle θ 1 of the slope 46 and the inclination angle θ 2 of the slope 52 are both smaller than the inclination angle θ 3 of the recess side wall 42 of the recess 34 and the inclination angle θ 4 of the recess side wall 44. Note that θ 3 and θ 4 are preferably both greater than 40 °. Fig. 5C is a cross section of the air cooling portion 32 shown in fig. 4 taken along line 5C-5C.

In cross section, recess sidewall 44 and recess sidewall 42 each have a rounded profile at the boundary with the surface of buttress 26. This can suppress deformation of the buttress portion 26 under a load. The shortest distance along ramp 46 from side 40C to the surface of buttress 26 is longer than the shortest distance along wall 42 from side 40D to the surface of buttress 26.

Operation and beneficial effects

Next, the operation and advantageous effects of the heavy duty tire 10 of the present exemplary embodiment will be explained.

As the heavy duty tire 10 rotates while running, the tread 22 repeatedly contacts and leaves the road surface. As a result, the tread 22 undergoes repeated deformation, generating a large amount of heat, particularly at the buttress 26.

Further, with the rotation of the heavy duty tire 10 while running, a speed difference occurs between the tire surface and the ambient air, so that the air on the tire rotation direction front side of the air cooling portion 32 flows into the concave portion 34 of the corresponding air cooling portion 32 formed at the buttress portion 26 through the rotation direction front side first air inlet/outlet facilitating portion 36 as indicated by the arrow C in fig. 3. The air flowing into the recess 34 then flows along the bottom 40 of the recess 34 to cool the bottom 40.

The inclined surface 46 of the first air inlet/outlet facilitating portion 36 is connected to the bottom portion 40 at a gentler inclination than the recess side wall 42 and the recess side wall 44 of the recess 34. This enables air on the tire rotation direction front side of the recess 34 to be smoothly guided along the slope 46 and enter the recess 34. Further, the air flowing into the recess 34 flows along the bottom 40 of the recess 34, so that the bottom 40 can be cooled effectively. That is, the air cooling portion 32 including the first air inlet/outlet facilitating portion 36 facilitates the inflow of air toward the recessed portion 34, as compared with the case where the first air inlet/outlet facilitating portion 36 is not present, so that the buttress portion 26 can be cooled more effectively.

Further, as shown in fig. 4, the first air inlet/outlet facilitating portion 36 that causes air to flow into the recessed portion 34 is provided such that the width dimension on the recessed portion 34 side is smaller than the width dimension on the tire surface side on the tire rotation direction front side. Thereby, the first air inlet/outlet facilitating portion 36 can increase the speed at which air is discharged into the recessed portion 34 to a speed greater than the speed at which air is sucked from the tire surface side. This can increase the velocity of the air flowing along the bottom 40 of the recess 34, thereby enhancing the cooling effect. Therefore, the first air inlet/outlet promoting portion 36 can cool the buttress portion 26 more effectively than the case where the width dimension of the recessed portion 34 side is not set smaller than the width dimension of the tire surface side on the tire rotation direction front side. .

Then, the air flowing along the bottom portion 40 is discharged to the outside of the tire along the inclined surface 52 of the second air inlet/outlet facilitating portion 38 provided outside the recess portion 34 in the tire radial direction, so that the air flowing in from the front side in the tire rotational direction can be sequentially discharged to the outside of the tire. Therefore, the air cooling portion 32 promotes the inflow of air into the recessed portion 34, and the buttress portion 26 can be cooled more effectively, as compared with the case where the second air inlet/outlet promoting portion 38 is not present.

Note that if the inclination angle θ 1 of the inclined surface 46 of the first air inlet/outlet facilitating portion 36 is larger than 45 °, it will be difficult to redirect the air flowing along the tire surface to follow the inclined surface 46. If the inclination angle θ 1 of the inclined surface 46 of the first air inlet/outlet facilitating portion 36 is smaller than 5 °, the cooling effect will be reduced. Note that the inclination angle θ 1 of the slope 46 with respect to the tire surface is more preferably set in the range of 5 ° to 30 °, and still more preferably set in the range of 15 ° to 25 °.

As shown in fig. 4, in the air cooling portion 32 of the present exemplary embodiment, the end portion on the recessed portion 34 side of the inclined surface 46 of the first air inlet/outlet facilitating portion 36 is coupled to the entire side edge 40C on the tire rotation direction front side of the bottom portion 40 of the recessed portion 34. Therefore, the air flowing in through the first air inlet/outlet facilitating portion 36 can be made to flow in over the entire width of the bottom portion 40, so that the bottom portion 40 can be cooled effectively.

In the air cooling portion 32 of the present exemplary embodiment, the width dimension W1 of the first air inlet/outlet facilitation portion 36 on the front side in the tire rotation direction (i.e., the air inflow side) is set to be larger than the width dimension W2 of the recessed portion 34. This enables a large amount of air to be introduced, and the speed of the air flowing into the recess 34 to be increased, so that the cooling effect at the bottom 40 of the recess 34 can be improved as compared with the case where the width dimension W1 of the first air inlet/outlet facilitating portion 36 on the tire rotation direction front side is set to be smaller than or equal to the width dimension W2 of the recess 34.

With the rotation of the heavy duty tire 10, the temperature of the tread 22 tends to rise in the vicinity of the belt 14 where the width of the belt 14 is the largest (i.e., in the vicinity of the tire width direction end 16Be of the belt 14 configuration where the width of the protection belt 16B is the largest).

In the present exemplary embodiment, the bottom portion 40 of the recessed portion 34 of the air cooling portion 32 is disposed on the tire width direction outer side of the tire width direction end portion 16Be of the protection belt 16B, and is positioned close to the tire width direction end portion 16Be where the temperature is most likely to rise. This enables the heat generated in the vicinity of the tire width direction end 16Be to Be efficiently dissipated to the outside of the tire through the bottom portion 40 of the recessed portion 34, so that the temperature rise in the vicinity of the tire width direction end 16Be of the maximum width protection belt 16B can Be effectively suppressed.

Further, in the heavy duty tire 10 of the present exemplary embodiment, the tire width direction end portion 16Be of the protection belt 16B is positioned on the inner side in the tire width direction of the tire radial direction central portion of the bottom portion 40 of the recessed portion 34, so that the tire radial direction inner side portion and the tire radial direction outer side portion of the tire width direction end portion 16Be can Be uniformly cooled.

When the load carried by the heavy duty tire 10 increases, the deformation in the vicinity of the belt end portion increases accordingly, and thus the amount of heat generated in the vicinity of the belt end portion also increases. However, in the heavy load tire 10 of the present exemplary embodiment, the first air inlet/outlet facilitating portion 36 and the second air inlet/outlet facilitating portion 38 are connected to the recessed portion 34. Further, the width of the first air inlet/outlet facilitating portion 36 is set so that the width dimension of the recessed portion 34 side is smaller than the width dimension of the tire surface side of the air inflow side, thereby increasing the speed at which air flows into the recessed portion 34. This enables the buttress portion 26 to be cooled effectively, so that the temperature rise near the belt end can be suppressed effectively.

Note that since the surface area of the first air inlet/outlet facilitating portion 36 and the surface area of the second air inlet/outlet facilitating portion 38 when combined are larger than the surface area of the recess 34 when viewed in a plan view, the inflow and outflow of air in the recess 34 can be facilitated as compared with the case where the combined surface area is smaller than or equal to the surface area of the recess 34.

Other exemplary embodiments

Exemplary embodiments of the present invention have been described above. However, the present invention is not limited to the above description, and it is apparent that various other modifications can be implemented without departing from the scope of the present invention.

In the above-described exemplary embodiment, the first air inlet/outlet facilitating portion 36 is provided on the tire rotation direction front side of the recessed portion 34, and the second air inlet/outlet facilitating portion 38 is provided on the outer side of the recessed portion 34 in the tire radial direction. However, the positions at which the first air inlet/outlet facilitating portion 36 and the second air inlet/outlet facilitating portion 38 are provided with respect to the recess 34, the numbers of the first air inlet/outlet facilitating portion 36 and the second air inlet/outlet facilitating portion 38, and the widths of the first air inlet/outlet facilitating portion 36 are not limited to those described in the above-described exemplary embodiments.

Next, a modified example will be described in which the positional relationship and the like of the concave portion 34, the first air inlet/outlet facilitating portion 36, and the second air inlet/outlet facilitating portion 38 are modified. Fig. 6A and 6B and fig. 7A and 7B are schematic views of the air-cooling portion 32, each showing only the bottom thereof and the slope thereof.

As shown in fig. 6A and 6B, in the air cooling portion 32, the width of the first air inlet/outlet facilitating portion 36 on the side of the recess 34 may be narrower than the width of the recess 34. Thereby, a corner portion 58 is formed at the connecting portion between the first air inlet/outlet promoting portion 36 and the recess 34. Due to this corner portion 58, the flow of air is abruptly changed, so that turbulence 60 is generated in the concave portion 34, thereby stirring the air in the concave portion 34, and the cooling efficiency can be further improved.

As shown in fig. 7A, a second air inlet/outlet facilitating portion 38 may be provided on the outer side in the tire radial direction, the inner side in the tire radial direction, and the tire rotation direction rear side of the recessed portion 34 of the air cooling portion 32.

As shown in fig. 7B, the first air inlet/outlet facilitating portion 36 may be provided on both the tire rotation direction front side and the tire rotation direction rear side of the recess 34 of the air cooling portion 32.

Although the bottom 40 of the recessed portion 34 is not positioned on the outer side in the tire width direction of the tire width direction end 16Ae of the protection belt 16A (disposed on the outermost side in the tire radial direction of the belt 14 in the above-described exemplary embodiment), as shown in fig. 8, the bottom 40 may extend toward the outer side in the tire radial direction such that the bottom 40 of the recessed portion 34 is positioned on the outer side in the tire width direction of the tire width direction end 16Ae of the outermost protection belt 16A.

When the heavy duty tire 10 runs along an uneven road or the like, cracks may be generated on the surface of the tread 22. When heat is generated so that the temperature rises near the tire width direction end 16Ae of the protective belt 16A at the outermost side in the tire radial direction, the durability of the tread rubber 24 surrounding the vicinity of the tire width direction end 16Ae is reduced, and cracks generated on the surface of the tread 22 may progress toward the rubber portion having reduced durability.

As shown in fig. 8, disposing the bottom portion 40 of the recessed portion 34 on the outer side in the tire width direction of the tire width direction end 16Ae of the protective belt 16A on the outermost side in the tire radial direction enables the bottom portion 40 to be closer to the tire width direction end 16Ae. This can suppress an increase in temperature near the tire widthwise end 16Ae, so that the durability of the tread rubber 24 near the tire widthwise end 16Ae can be maintained, and cracks on the surface of the tread 22 can be suppressed from advancing toward the tread rubber 24 near the tire widthwise end 16Ae.

Although in the above-described exemplary embodiment, the end of the first air inlet/outlet promoting portion 36 on the opposite side of the recess 34 side is terminated at the surface of the buttress portion 26, as shown in fig. 9, the end of the first air inlet/outlet promoting portion 36 on the opposite side of the recess 34 side may be connected to the lateral groove 28 (open to the lateral groove 28). This enables air in the lateral grooves 28 to flow into the recesses 34 in addition to air from the tire side. Although in the above-described exemplary embodiment, the end of the second air inlet/outlet promoting portion 38 on the opposite side of the recess 34 side is terminated at the surface of the buttress portion 26, as shown in fig. 9, the end of the second air inlet/outlet promoting portion 38 on the opposite side of the recess 34 side may be connected to the lateral groove 28 or the tread end (open to the lateral groove 28 or the tread end). Alternatively, as shown in fig. 10, the second air inlet/outlet facilitating portion 38 connected to the tread end may be formed so as to gradually widen toward the tread end.

The disclosure of japanese patent application No. 2017-237703, filed 12.12.2017, is incorporated in its entirety by reference into the present specification.

All cited documents, patent applications, and technical standards mentioned in this specification are incorporated in the specification by reference to the same extent as if each individual cited document, patent application, or technical standard was specifically and individually indicated to be incorporated by reference.

Description of reference numerals

10.. a heavy-duty tire, 16b.. a protection belt (maximum width belt ply), 16a.. a protection belt (tire radial direction outermost belt ply), 16Ae... a tire width direction end, 16Be... a tire width direction end, 26.. a buttress (tire surface), 34.. a recess, 36.. a first air in/out promoting portion, 38.. a second air in/out promoting portion, 40.. a bottom, 46.. a chamfer, 52.. a chamfer.