阅读说明：本技术 充气轮胎 (Pneumatic tire ) 是由 信国真吾 于 2019-07-24 设计创作，主要内容包括：提供充气轮胎,充气轮胎(2)的泥地牵引性能和耐久性优异。充气轮胎(2)在侧面具有多个保护肋(50)。各个保护肋(50)从轮胎(2)的轮廓突出。该保护肋(50)具有外端(52)和内端(54)。外端(52)的剖面的形状向轴向内侧凸起。外端(52)的优选的剖面的形状为圆弧。内端(54)的剖面的形状向轴向内侧凸起。内端(54)的优选的剖面的形状为圆弧。轮胎(2)还具有横槽(58)。该横槽的轴向外侧端(60)与轮廓交叉的交叉角度为100°以上且140°以下。(Provided is a pneumatic tire (2) having excellent mud traction performance and durability. The pneumatic tire (2) has a plurality of protective ribs (50) on the side surface. Each protective rib (50) protrudes from the outline of the tire (2). The protective rib (50) has an outer end (52) and an inner end (54). The outer end (52) has a cross-sectional shape that is convex toward the axial inner side. The outer end (52) preferably has a cross-sectional shape of a circular arc. The cross-sectional shape of the inner end (54) is convex toward the axial inner side. The preferred cross-sectional shape of the inner end (54) is a circular arc. The tire (2) also has a transverse groove (58). The crossing angle of the axial outer end (60) of the transverse groove and the outline is more than 100 degrees and less than 140 degrees.)

1. A pneumatic tire, which is a pneumatic tire having a tread and sidewalls, wherein,

the pneumatic tire also has a protective rib protruding from the outline of the pneumatic tire,

the shape of the cross section of the end of the protective rib along the meridian of the pneumatic tire is convex inward in the axial direction.

2. The pneumatic tire of claim 1,

the intersection angle of the end portion and the contour is 10 DEG or less.

3. The pneumatic tire according to claim 1 or 2,

the shape of the cross section is a curve.

4. The pneumatic tire of claim 3,

the cross section is in the shape of a circular arc.

5. The pneumatic tire of claim 4,

the radius of the arc is 20mm to 200 mm.

6. The pneumatic tire according to any one of claims 1 to 5,

the pneumatic tire further has transverse grooves formed mainly in the tread,

the crossing angle of the axial outer end of the transverse groove and the outline is more than 100 degrees and less than 140 degrees.

7. The pneumatic tire of claim 6,

the sum of the maximum height Hi of the protective rib and the depth De of the transverse groove (Hi + De) is 4.5mm to 6.5 mm.

Technical Field

The present invention relates to a pneumatic tire. More particularly, the present invention relates to an improvement in a protective rib of a pneumatic tire.

Background

Tires mounted on four-wheel-drive vehicles such as SUVs frequently run on a rough road. The tire is required to have cut resistance. The tire is further required to have traction performance on a muddy road (muddy traction performance).

Japanese patent application laid-open No. 2017-128267 discloses a tire having a protector at a sidewall. The protector protrudes from the sidewall. The protector can prevent a sharp stone or the like from coming into contact with the sidewall. Therefore, the tire is excellent in cut resistance. In addition, the protector can also shear soil. Therefore, the tire is excellent in mud traction performance.

Patent document 1: japanese patent laid-open publication No. 2017-128267

When the tire runs on a rough road, a large force is applied to the protector. Stress is concentrated at the end of the protection portion. The stress may cause cracks in the vicinity of the end portion. Tires with a large number of cracks are not durable. The cracks impair the durability of the tire.

The tire having the protector portion largely protruding from the sidewall is extremely excellent in mud traction performance. However, in this tire, a large stress is concentrated at the end of the protection portion. The protection portion may seriously deteriorate the durability of the tire.

Disclosure of Invention

The purpose of the present invention is to provide a pneumatic tire having excellent mud traction performance and durability.

The pneumatic tire of the present invention has a tread and sidewalls. The tire also has a protective rib protruding from the contour of the tire. The end of the protective rib has a cross-sectional shape along the meridian of the tire that is convex inward in the axial direction.

Preferably, the end portion intersects the contour at an intersection angle of 10 ° or less.

The cross-sectional shape of the end portion is preferably a curve. Preferably, the cross-section is in the shape of a circular arc. The radius of the arc is preferably 20mm to 200 mm.

The tire may also have transverse grooves formed primarily in the tread. The crossing angle of the outer end of the transverse groove in the axial direction and the outline is more than 100 degrees and less than 140 degrees.

The sum of the maximum height Hi of the protective rib and the depth De of the lateral groove (Hi + De) is preferably 4.5mm to 6.5 mm.

In the pneumatic tire of the present invention, the protective rib shears earth. Since the shape of the end portion of the protective rib is convex toward the axial inner side, stress concentration at the end portion is suppressed. Cracks are less likely to occur in the vicinity of the end portion. The tire is excellent in mud traction performance and durability.

Drawings

Fig. 1 is a cross-sectional view along a meridian showing a portion of a pneumatic tire of one embodiment of the present invention.

Fig. 2 is a perspective view showing a part of the tire of fig. 1.

Fig. 3 is an enlarged view showing a portion of a side surface of the tire of fig. 1.

Fig. 4 is an enlarged sectional view showing a portion of the tire of fig. 1.

Fig. 5 is an enlarged sectional view showing a portion of the tire of fig. 1.

Fig. 6 is an enlarged sectional view showing a portion of the tire of fig. 1.

Description of the reference symbols

2: a pneumatic tire; 4: a tread; 6: a sidewall; 8: a side opening; 10: a bead; 12: a carcass; 14: a belt; 16: a crown band; 18: an inner liner layer; 28: tire shoulders; 50: a protective rib; 52: an outer end; 54: an inner end; 56: a pattern; 58: a transverse groove; 60: and an end portion.

Detailed Description

Hereinafter, the present invention will be described in detail based on preferred embodiments with reference to the accompanying drawings as appropriate.

A cross section of the pneumatic tire 2 along the meridian is shown in fig. 1. In fig. 1, the vertical direction is the radial direction of the tire 2, the horizontal direction is the axial direction of the tire 2, and the direction perpendicular to the paper plane is the circumferential direction of the tire 2. In fig. 1, a chain line CL indicates an equatorial plane of the tire 2. The shape of this tire 2 is symmetrical about the equatorial plane CL, except for the tread pattern. In fig. 1, a solid line BBL is a bead base line. The bead base line BBL is a line that defines a rim diameter (see JATMA) of a rim (not shown) on which the tire 2 is mounted. The bead base line BBL extends in the axial direction. Indicated by an arrow H in fig. 1 is the height of the tire 2 from the bead base line BBL.

The tire 2 has a tread 4, a pair of sidewalls 6, a pair of beads 8, a pair of beads 10, a carcass 12, a belt 14, a crown band 16, an inner liner 18, and a pair of chafers 20. The tire 2 is of the tubeless type. The tire 2 is mounted on, for example, a Sport Utility Vehicle (SUV).

The tread 4 is convex outward in the radial direction. The tread 4 forms a tread surface 22 that contacts the road surface. A first main groove 24 and a second main groove 26 are engraved on the tread 4. The tread 4 is provided with a shoulder 28 at a position axially outward of the second main groove 26.

The tread 4 has a base layer 30 and a cap layer 32. The cap layer 32 is located radially outward of the base layer 30. The cap layer 32 is laminated to the base layer 30. The base layer 30 is made of a crosslinked rubber having excellent adhesiveness, and the cover layer 32 is made of a crosslinked rubber having excellent abrasion resistance, heat resistance, and grip properties.

Each sidewall 6 extends from an end of the tread 4 substantially radially inward. The sidewall 6 is made of a crosslinked rubber excellent in cut resistance and weather resistance. The sidewall 6 prevents damage to the carcass 12.

Each bead 8 is located substantially radially inward of the sidewall 6. The bead 8 is joined to the radially inner end of the sidewall 6. The bead 8 extends from the inner end of the sidewall 6 substantially radially inward. The lip 8 is made of a crosslinked rubber having excellent abrasion resistance. The rim lip 8 abuts the rim flange.

Each bead 10 is positioned axially inward of the rim 8. The bead 10 has a core 36 and an apex 38. The core 36 is annular and comprises a wound, non-stretch thread. A typical material of the wire is steel. The apex 38 extends radially outward from the core 36. The apex 38 tapers radially outward. The apex 38 is composed of a crosslinked rubber of high hardness.

The carcass 12 is constituted by a carcass ply 40. The carcass ply 40 is laid between the beads 10 on both sides along the tread 4 and sidewalls 6. The carcass ply 40 is folded back around the core 36 from the axially inner side toward the outer side. By this turn-up, a main portion 42 and a turn-up portion 44 are formed in the carcass ply 40.

The carcass ply 40 is composed of a plurality of cords and topping rubber arranged in parallel. The absolute value of the angle that each cord makes with respect to the equatorial plane is 75 ° to 90 °. In other words, the carcass 12 has a radial configuration. The cord is composed of organic fibers. Examples of preferable organic fibers include polyester fibers, polyamide fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers. The carcass 12 may be formed from more than two plies.

The belt 14 is located radially inward of the tread 4. The belt 14 is laminated with the carcass 12. The belt 14 reinforces the carcass 12. The belt 14 is composed of an inner layer 46 and an outer layer 48. As can be seen from fig. 1, the width of the inner layer 46 is slightly greater than the width of the outer layer 48 in the axial direction. Although not shown, the inner layer 46 and the outer layer 48 are each composed of a plurality of cords and a topping rubber arranged in parallel. Each cord is inclined with respect to the equatorial plane. The normal absolute value of the inclination angle is 10 ° or more and 35 ° or less. The cords of the inner layer 46 are inclined in a direction opposite to the equatorial plane as the cords of the outer layer 48. A preferred material for the cord is steel. The cord may use organic fiber. The axial width of the belt 14 is preferably 0.7 times or more the maximum width of the tire 2. The belt 14 may have 3 or more layers.

The crown strip 16 is located radially outwardly of the belt 14. The crown band 16 has a width greater than the width of the belt 14 in the axial direction. Although not shown, the cap band 16 is composed of a cord and a topping rubber. The cord is wound in a spiral. The crown band 16 has a so-called jointless construction. The cords extend practically in the circumferential direction. The angle of the cord with respect to the circumferential direction is 5 DEG or less. Preferably, the angle is 2 ° or less. Since the belt 14 is restrained by the cord, the lifting of the belt 14 is suppressed. The cord is composed of organic fibers. Examples of preferable organic fibers include polyamide fibers, polyester fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers.

The belt 14 and the crown band 16 constitute a reinforcing layer. The reinforcing layer reinforces the carcass 12. The reinforcing layer may consist of the belt 14 only. The reinforcing layer may also consist of the crown band 16 only.

An inner liner 18 is positioned inside the carcass 12. The inner liner 18 engages the inner surface of the carcass 12. The inner liner 18 is made of a crosslinked rubber excellent in air barrier properties. Typical base rubber for the inner liner 18 is butyl rubber or halogenated butyl rubber. The inner liner 18 maintains the internal pressure of the tire 2.

Fig. 2 is a perspective view showing a part of the tire 2 of fig. 1. The vicinity of the shoulder buttress (buttons) is shown in FIG. 2. In this specification, the shoulder buttress is the boundary of the tread 4 and the sidewall 6.

As shown in fig. 1 and 2, the tire 2 has a plurality of protective ribs 50 on the side. The side surface means a surface of the tire 2 as viewed from an infinite point on the axis of the tire 2. These protective ribs 50 are arranged in the circumferential direction. Each protective rib 50 is made of a crosslinked rubber. The protective rib 50 is separated from the adjacent protective rib 50. The protective rib 50 protrudes from the profile. In the present invention, the contour is the outer shape of the outer surface of the tire 2. The tire 2 having projections, depressions, and other irregularities on its outer surface is assumed to have a contour without such irregularities.

The protective rib 50 suppresses contact of stones and the like with the sidewall 6 when the tire 2 is running. The protective rib 50 contributes to the cut resistance of the tire 2. The protective ribs 50 shear the mud when the tire 2 is driven on a muddy road. In which traction is applied to the tyre 2. The tire 2 is excellent in traction performance on mud.

Fig. 3 is an enlarged view showing a part of a side surface of the tire 2 of fig. 1. The protective rib 50 is shown in fig. 3. The protective rib 50 has an outer end 52 and an inner end 54. As can be seen in fig. 1 and 3, the outer end 52 is the radially outer end and the inner end 54 is the radially inner end.

Fig. 4 is an enlarged sectional view showing a part of the tire 2 of fig. 1. A cross section along a meridian of the tire 2 is shown in fig. 4. In fig. 4, the vertical direction is the radial direction of the tire 2, and the horizontal direction is the axial direction of the tire 2. The portion near the outer end 52 is shown in fig. 4. The reference T1 denotes a tangent of the outer end 52 at the boundary B1 of the profile Pr with the protective rib 50. The reference number θ 1 is the intersection angle of the tangent T1 with respect to the profile Pr. The crossing angle θ 1 is measured counterclockwise in fig. 4.

As can be seen from fig. 4, the cross-sectional shape of the outer end 52 is convex toward the axially inner side (to the left in fig. 4). Therefore, the outer end 52 intersects the profile Pr at a smaller intersection angle θ 1. In the tire 2 having a small crossing angle θ 1, even if a large force is applied to the protective rib 50, the stress is not concentrated in the vicinity of the boundary B1. Therefore, the tire 2 is less likely to crack in the vicinity of the boundary B1. The tire 2 is excellent in durability.

From the viewpoint of durability, the intersection angle θ 1 is preferably 10 ° or less, more preferably 7 ° or less, and particularly preferably 5 ° or less. The crossing angle θ 1 is preferably 0 ° or more. The ideal crossing angle θ 1 is 0 °. At a cross angle θ 1 of 0 °, the outer end 52 is tangent to the profile Pr.

In the present embodiment, the cross-sectional shape of the outer end 52 is a circular arc. Stress concentration is less likely to occur in the tire 2 having the outer end 52 whose sectional shape is a circular arc. The tire 2 is excellent in durability. From the viewpoint of durability, the radius R1 of the circular arc is preferably 20mm or more and 200mm or less. The radius R1 is more preferably 40mm or more, and particularly preferably 50mm or more. The radius R1 is more preferably 150mm or less, and particularly preferably 100mm or less.

The cross-sectional shape of the outer end 52 may be convex inward in the axial direction. Therefore, the cross-sectional shape may be a curve other than a circular arc. The cross-sectional shape may be a combination of a plurality of circular arcs, a combination of a plurality of straight lines, a combination of a circular arc and a straight line, or the like.

In fig. 4, an arrow Hi indicates the maximum height of the protective rib 50. From the viewpoint of the mud traction performance, the maximum height Hi is preferably 1.5mm or more, and particularly preferably 2.0mm or more. From the viewpoint of durability, the maximum height Hi is preferably 4.5mm or less, and particularly preferably 4.0mm or less.

Fig. 5 is an enlarged sectional view showing a part of the tire 2 of fig. 1. In fig. 5, a cross section along a meridian of the tire 2 is shown. In fig. 5, the vertical direction is the radial direction of the tire 2, and the horizontal direction is the axial direction of the tire 2. In fig. 5, the vicinity of the inner end 54 is shown. The reference T2 denotes a tangent to the inner end 54 at the boundary B2 of the profile Pr with the protective rib 50. Reference θ 2 is the intersection angle of the tangent T2 with respect to the profile Pr. The crossing angle θ 2 is measured counterclockwise in fig. 4.

As can be seen from fig. 5, the cross-sectional shape of the inner end 54 is convex toward the axially inner side (to the left in fig. 5). Therefore, the intersection angle θ 2 at which the inner end 54 intersects the profile Pr is small. In the tire 2 having a small crossing angle θ 2, even if a large force is applied to the protective rib 50, the stress is not concentrated in the vicinity of the boundary B2. Therefore, the tire 2 is less likely to crack in the vicinity of the boundary B2. The tire 2 is excellent in durability.

From the viewpoint of durability, the intersection angle θ 2 is preferably 10 ° or less, more preferably 7 ° or less, and particularly preferably 5 ° or less. The crossing angle θ 2 is preferably 0 ° or more. The ideal crossing angle θ 2 is 0 °. At a cross angle θ 2 of 0 °, the inner end 54 is tangent to the profile Pr.

In the present embodiment, the cross-sectional shape of the inner end 54 is a circular arc. Stress concentration is less likely to occur in the tire 2 having the inner end 54 whose sectional shape is a circular arc. The tire 2 is excellent in durability. From the viewpoint of durability, the radius R2 of the circular arc is preferably 20mm or more and 200mm or less. The radius R2 is more preferably 40mm or more, and particularly preferably 50mm or more. The radius R2 is more preferably 150mm or less, and particularly preferably 100mm or less.

The cross-sectional shape of the inner end 54 may be convex inward in the axial direction. Therefore, the cross-sectional shape may be a curve other than a circular arc. The cross-sectional shape may be a combination of a plurality of circular arcs, a combination of a plurality of straight lines, a combination of a circular arc and a straight line, or the like.

The tire 2 may also have a protective rib 50 with an outer end 52 projecting axially inward and an inner end 54 not projecting axially inward. Tire 2 may also have a protective rib 50 with an outer end 52 that does not project axially inward and an inner end 54 that projects axially inward.

Also shown in fig. 2 are the shoulders 28 of the tread 4. The shoulder 28 has a plurality of sipes 56 and a plurality of cross grooves 58. The sipes 56 and the transverse grooves 58 are alternately arranged in the circumferential direction. Each tread band 56 is sandwiched by two transverse grooves 58. Each transverse groove 58 is sandwiched by two sipes 56. As is apparent from fig. 1, the lateral grooves 58 extend substantially in the axial direction at positions axially inward of the corner portions C of the tread 4. The lateral groove 58 extends in an oblique direction at a position axially outward of the corner portion C. Specifically, the lateral groove 58 extends radially inward toward the outside in the axial direction at a position axially outward of the corner C. Designated by reference numeral 60 in fig. 1 is the end of the transverse slot 58. The end portion 60 is located axially outermost of the transverse slot 58.

Fig. 6 is an enlarged sectional view showing a part of the tire 2 of fig. 1. A cross section along a meridian of the tire 2 is shown in fig. 6. In fig. 6, the vertical direction is the radial direction of the tire 2, and the horizontal direction is the axial direction of the tire 2. The vicinity of the end 60 is shown in fig. 6. The reference T3 indicates the tangent of the end 60 at the boundary B3 of the profile Pr with the transverse slot 58.

In fig. 6, reference symbol θ 3 is the intersection angle of the tangent T3 with respect to the profile Pr. The crossing angle θ 3 is measured counterclockwise in fig. 6. The crossing angle θ 3 is preferably 100 ° or more. In the tire 2 having the crossing angle θ 3 of 100 ° or more, even if a large force is applied to the protective rib 50, the stress is not concentrated in the vicinity of the boundary B1 (see fig. 4). Therefore, the tire 2 is less likely to crack in the vicinity of the boundary B1. The tire 2 is excellent in durability. From the viewpoint of durability, the intersection angle θ 3 is more preferably 105 ° or more, and particularly preferably 110 ° or less. The intersection angle θ 3 is preferably 140 ° or less, more preferably 135 ° or less, and particularly preferably 130 ° or less.

In the present embodiment, the cross-sectional shape of the end portion 60 is a circular arc. The radius R3 of the arc is preferably 20mm or more and 200mm or less. The cross-sectional shape may be a curve other than a circular arc. The cross-sectional shape may be a combination of a plurality of circular arcs, a combination of a plurality of straight lines, a combination of a circular arc and a straight line, or the like.

In fig. 6, an arrow De indicates the depth of the lateral groove 58. The depth De is measured at a point 5mm from the boundary B3. From the viewpoint of the mud traction performance, the depth De is preferably 1.5mm or more, more preferably 2.0mm or more. From the viewpoint of durability, the depth De is preferably 4.5mm or less, and particularly preferably 4.0mm or less.

The sum (Hi + De) of the maximum height Hi (see fig. 4) of the protective rib 50 and the depth De of the lateral groove 58 is preferably 4.5mm to 6.5 mm. And a tire 2 having a (Hi + De) of 4.5mm or more is excellent in mud traction performance. From this viewpoint, the sum (Hi + De) is particularly preferably 5.0mm or more. And (Hi + De) 6.5mm or less, the rolling resistance of the tire 2 is small. From this viewpoint, the sum (Hi + De) is particularly preferably 6.0mm or less.

Designated by reference numeral C1 in fig. 3 is a circle. For convenience of explanation, a circular arc as a part of the circle C1 is shown in fig. 3. The circle C1 coincides with the boundary B1 of the protective rib 50. The center of the circle C1 coincides with the axis of the tire 2.

Another circle is indicated by reference character C2 in fig. 3. For convenience of explanation, a circular arc as a part of the circle C2 is shown in fig. 3. The circle C2 coincides with the boundary B2 of the protective rib 50. The center of the circle C2 coincides with the axial center of the tire 2.

In the present invention, the ratio Pp is calculated by the following mathematical formula.

Pp＝(Sp/Ss)＊100

In this equation, Ss represents the area of the side surface in the region sandwiched between the circle C1 and the circle C2, and Sp represents the total area of the protective ribs 50 present in this region. The areas Ss and Sp are measured in a state where the side surface is viewed from an infinite point on the axis of the tire 2.

The ratio Pp is preferably 30% or more and 90% or less. The tire 2 having the ratio Pp of 40% or more is excellent in cut resistance. From this viewpoint, the ratio Pp is more preferably 50% or more, and particularly preferably 55% or more. The tire 2 having the ratio Pp of 90% or less has a small rolling resistance. The tire 2 having the ratio Pp of 90% or less is light. From these viewpoints, the ratio Pp is more preferably 80% or less, and particularly preferably 75% or less.

In fig. 3, reference numeral α denotes a center angle of a maximum gap between the protective rib 50 and the protective rib 50 adjacent thereto, in fig. 3, reference numeral β denotes a center pitch angle between the protective rib 50 and the protective rib 50 adjacent thereto, a ratio of the center angle α to the center pitch angle β is preferably 20% or more and 40% or less, a rolling resistance of the tire 2 of 20% or more is small, from this viewpoint, the ratio is particularly preferably 25% or more, the ratio is 40% or less is excellent in cut resistance, from this viewpoint, the ratio is particularly preferably 35% or less, for the tire 2 in which the angle α or the angle β is not fixed, an average value of all center angles located on the side is an angle α, and an average value of all center pitch angles located on the side is an angle β.

The hardness of the protective rib 50 is preferably 50 or more and 90 or less. The protective rib 50 having a hardness of 50 or more may contribute to cut resistance. From this viewpoint, the hardness is more preferably 55 or more, and particularly preferably 60 or more. The tire 2 having the protective rib 50 having a hardness of 90 or less has a small rolling resistance. From this viewpoint, the hardness is more preferably 85 or less, and particularly preferably 80 or less. The hardness was measured by pressing A JIS-A hardness tester against the side shown in FIG. 3. The temperature at the time of measurement was 23 ℃.

In the present invention, the dimensions and angles of the respective components of the tire 2 are measured in a state where the tire 2 is mounted on a standard rim and the tire 2 is filled with air to be at a standard internal pressure, without being particularly described. At the time of measurement, no load is applied to the tire 2. In the present specification, the standard rim refers to a rim determined under the specification with which the tire 2 is compliant. The "standard Rim (float リム)" in the JATMA specification, the "Design Rim (Design Rim)" in the TRA specification, and the "Measuring Rim (Measuring Rim)" in the ETRTO specification are standard rims. In the present specification, the standard internal pressure refers to an internal pressure determined in a specification to which the tire 2 conforms. The "maximum air PRESSURE (highest air PRESSURE)" in JATMA specification, "the" maximum value "described in" TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSUREs (TIRE LOADs drivers AT VARIOUS COLD INFLATION PRESSUREs) "in TRA specification, and the" INFLATION PRESSURE (INFLATION PRESSURE) "in ETRTO specification are standard internal PRESSUREs.

When the tire 2 is for a passenger car, the dimensions and angles are measured with the inner pressure at 180 kPa.