WO2011111331A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2011111331A1 WO2011111331A1 PCT/JP2011/001161 JP2011001161W WO2011111331A1 WO 2011111331 A1 WO2011111331 A1 WO 2011111331A1 JP 2011001161 W JP2011001161 W JP 2011001161W WO 2011111331 A1 WO2011111331 A1 WO 2011111331A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- block
- polygon
- tire
- polygonal
- groove
- Prior art date
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0304—Asymmetric patterns
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0327—Tread patterns characterised by special properties of the tread pattern
- B60C11/033—Tread patterns characterised by special properties of the tread pattern by the void or net-to-gross ratios of the patterns
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0327—Tread patterns characterised by special properties of the tread pattern
- B60C11/0332—Tread patterns characterised by special properties of the tread pattern by the footprint-ground contacting area of the tyre tread
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0381—Blind or isolated grooves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1209—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe straight at the tread surface
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1227—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe having different shape within the pattern
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
- B60C2011/1338—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising protrusions
Definitions
- the present invention relates to a pneumatic tire provided with a number of blocks partitioned by grooves in a tread portion, and relates to a tire that improves on-ice performance and is compatible with other performance. More specifically, the present invention relates to a pneumatic tire and a tread portion that achieves a high level of performance on ice and performance on snow by increasing the pattern edge while maintaining block rigidity by optimizing the block arrangement. In addition, the present invention relates to a pneumatic tire provided with a block partitioned by a longitudinal groove extending in the tire circumferential direction and a transverse groove intersecting the longitudinal groove, and achieving quiet improvement while achieving a significant improvement in performance on ice. is there.
- a block pattern is mainly used as a pattern of a tread portion, and the performance on snow is improved by a snow column shearing force or the like by a groove between each block.
- a sipe is carved on the tread to improve the performance on ice (see Patent Document 1).
- an object of the present invention is to provide a pneumatic tire that solves the above-described problems and optimizes the block arrangement to achieve both on-ice performance and on-snow performance at a high level.
- the other objects of the present invention are as follows. That is, as described above, increasing the sipe can also be expected to increase the effect of removing the water film and the effect of scratching the ice surface, but if the sipe is increased too much, the rigidity of the block will decrease and the collapse will increase. The ground contact area is reduced. Such a decrease in the contact area decreases the performance on ice.
- Another object of the present invention is to provide a pneumatic tire that achieves a quiet improvement while achieving a significant improvement in performance on ice as compared with the prior art.
- a pneumatic tire according to a first aspect of the present invention is a pneumatic tire including a plurality of polygonal blocks that are divided by grooves in a tread portion and whose tread shape is a polygon that is a pentagon or more, and the polygonal block is disposed in the tread portion.
- the polygonal block rows are provided with two or more polygonal block rows arranged at intervals in the tire circumferential direction, and the polygonal block belonging to the polygonal block row adjacent in the tire width direction is set as one of the polygonal block rows.
- a position in the tire circumferential direction of the polygon block belonging to the polygon block is located between the polygon blocks adjacent to each other in the tire circumferential direction, and belongs to the one polygon block row.
- the polygon block and the polygon block belonging to the other polygon block row are both in the tire circumferential direction view and the tire width direction view. And arranged in a zigzag pattern so as to partially overlap, forming a block group in which the polygonal blocks are densely arranged, and between the polygonal blocks adjacent to each other in the tire circumferential direction of the grooves defining the polygonal blocks
- the groove width of the groove part sandwiched between the polygonal blocks is larger than the groove width of the groove part sandwiched between the polygonal blocks in a staggered relationship of the groove that divides the polygonal block. It is.
- two or more polygon block rows in which polygon blocks are arranged at intervals in the tire circumferential direction are provided, and the polygon block rows adjacent in the tire width direction are provided.
- the polygon block belonging to the polygon block belonging to one polygon block row is positioned between the polygon blocks adjacent to each other in the tire circumferential direction belonging to the other polygon block row.
- the groove width of the groove portion sandwiched between the polygon blocks adjacent in the tire circumferential direction of the groove defining the polygon block is set between the polygon blocks having the staggered relationship between the grooves defining the polygon block.
- the performance on ice and the performance on snow can be achieved at a high level.
- the block number density which is the number of the polygonal blocks per unit actual contact area of the block group, is 0.003 to 0.04 (pieces / mm 2 ) Is preferable.
- the “unit contact area” here refers to the maximum load capacity (placing bold in the internal pressure-load capacity correspondence table) for the applicable size and ply rating of JATMA YEAR BOOK when a pneumatic tire is mounted on the standard rim specified in JATMYEAR BOOK.
- the internal pressure is 100% of the air pressure (maximum air pressure) corresponding to the load) and the maximum load capacity is applied.
- the groove width of the groove portion sandwiched between the polygonal blocks adjacent to each other in the tire circumferential direction of the groove defining the polygonal block 2.5 to 10.0 mm
- the groove width between the polygon blocks having a staggered relationship between the grooves defining the polygonal blocks is 0.4 to 3.0 mm. preferable.
- the tread portion is provided with a circumferential groove extending along the tire circumferential direction, and the groove depth of the groove defining the polygonal block in the block group is set.
- the groove depth is preferably smaller than the groove depth of the circumferential groove.
- the contact area of the tread surface of the polygonal block belonging to the block group is 50 to 250 mm 2 .
- the "contact area” here refers to the maximum load capacity (applied to the internal pressure-load capacity correspondence table) for the applicable size and ply rating of JATMA YEAR BOOK when a pneumatic tire is mounted on a standard rim prescribed in JAMATYEAR BOOK. This refers to the case where 100% of the air pressure (maximum air pressure) corresponding to the bold load is filled and the maximum load capacity is applied.
- a polygonal block having a polygonal tread shape of a pentagon or more is defined in the tread portion by a longitudinal groove extending in the tire circumferential direction and a transverse groove intersecting the longitudinal groove.
- the polygon blocks are densely arranged in the tire circumferential direction to form a polygon block row, and the pitch length of the polygon blocks constituting the polygon block row is changed to two or more types, and the maximum pitch length
- the ratio to the minimum pitch length is in the range of 1: 0.8 to 0.9.
- “extending in the tire circumferential direction” includes not only the case of extending linearly along the tire circumferential direction but also the case of extending in the tire circumferential direction as a whole longitudinal groove while being curved or bent.
- the polygon blocks constituting the polygon block row are arranged densely with each other and the tread shape of the polygon block is a pentagon or more polygon so that an appropriate block rigidity is obtained. Since the edge formed by the periphery of the polygonal block is increased, the pattern edge can be increased while preventing the contact area from being reduced due to the collapse of the block, and excellent performance on ice is demonstrated. Can be made.
- the pitch lengths of the polygon blocks constituting the polygon block row are changed to two or more types, and the ratio of the maximum pitch length to the minimum pitch length is set within the range of 1: 0.8 to 0.9.
- the unit ground contact area of the polygon block group is in the range of 0.003 to 0.04 (pieces / mm 2 ).
- the “unit contact area” here refers to the maximum load capacity (placing bold in the internal pressure-load capacity correspondence table) for the applicable size and ply rating of JATMA YEAR BOOK when a pneumatic tire is mounted on the standard rim specified in JATMYEAR BOOK.
- the internal pressure is 100% of the air pressure (maximum air pressure) corresponding to the load) and the maximum load capacity is applied.
- the area of the tread surface of each polygonal block constituting the polygonal block row is 50 to 250 mm 2 .
- circumferential grooves having a groove depth deeper than the longitudinal grooves and the lateral grooves extending along the tire circumferential direction and defining the polygonal block are formed in the tread portion. It is preferable to provide it.
- the present invention it is possible to achieve both on-ice performance and other performance. That is, according to the first aspect of the invention, it is possible to provide a pneumatic tire that balances performance on ice and performance on snow at a high level. Moreover, according to 2nd invention, quietness can be improved, implement
- FIG. 2 is a cross-sectional view taken along line AA in FIG.
- FIG. 2 is an expanded view of the tread pattern of the pneumatic tire (tire of the prior art 1) according to a prior art.
- FIG. 4 It is a development view of the tread pattern of the pneumatic tire of the embodiment according to the second invention. It is the figure which extracted and showed only the polygonal block row
- FIG. 5 is a cross-sectional view taken along line AA in FIG. 4. It is an expanded view of the tread pattern of the pneumatic tire (tire of the prior art example 2) according to a prior art.
- FIG. 1 is a development view of a tread pattern of a pneumatic tire according to an embodiment of the first invention.
- E indicates a tire equator plane
- TE indicates a tread ground contact end.
- the pneumatic tire has a pair of bead portions, a pair of sidewall portions, and a tread portion in accordance with a customary practice, and reinforces each portion between bead cores embedded in each bead portion.
- the carcass may be either radial ply or bias ply. In the case of radial ply, a belt that reinforces the tread portion on the outer periphery of the carcass is provided.
- the tread portion 1 is provided with at least one circumferential groove 2a, 2b, 2c extending in the tire circumferential direction, and in the illustrated example, the circumferential groove 2a, 2c on the outer side in the tire width direction.
- a horizontally long block row 6 is provided in which a large number of horizontally long blocks 5 that are long in the tire width direction are arranged in the tire circumferential direction.
- a sipe 7 is formed according to the rigidity of the block.
- lug grooves 8 extending in the tire width direction are formed between the shoulder blocks 3 adjacent in the tire circumferential direction and between the horizontally long blocks 5 adjacent in the tire circumferential direction.
- a large number of polygonal blocks 10 are provided between the circumferential groove 2a and the circumferential groove 2b.
- the tread shape of the polygonal block 10 is not limited to an octagon, but may be another polygon such as a pentagon or a hexagon, but is preferably an octagon.
- the edges extending in the tire width direction can be reliably arranged, and the polygonal blocks 10 can be easily arranged in a staggered manner and densely as described later.
- two sipes 7 are formed according to the rigidity of the blocks, but sipes need not be provided.
- the polygon blocks 10 are arranged at intervals in the tire circumferential direction, whereby two or more polygon block rows 11 in the illustrated example are formed in the tread portion 1.
- the polygon block 10 belonging to the polygon block row 11 adjacent in the tire width direction is a tire in which the tire circumferential direction position of the polygon block 10 belonging to one polygon block row 11 belongs to the other polygon block row 11.
- a polygonal block 10 belonging to one polygonal block row 11 and a polygonal block 10 belonging to the other polygonal block row 11 are positioned between the neighboring polygonal blocks 10 in the circumferential direction, and the tire circumferential direction
- the blocks G are arranged in a staggered manner so as to partially overlap in both the view and the tire width direction view, thereby forming a block group G in which the polygon blocks 10 are densely arranged in the tread portion 1.
- the grooves 9 defining the polygonal blocks 10 are groove portions (hereinafter referred to as “first groove portions”) 9 a sandwiched between the polygonal blocks 10 adjacent in the tire circumferential direction. And a groove portion (hereinafter referred to as “second groove portion”) 9b sandwiched between the polygonal blocks 10 having a staggered relationship.
- the groove depth of the grooves 9 (the first groove portion 9a and the second groove portion 9b) that define the polygonal block 10 in the block group G is smaller than the groove depths of the circumferential grooves 2a, 2b, and 2c. Further, the groove width W9a of the first groove portion 9a of the groove 9 is larger than the groove width W9b of the second groove portion 9b.
- the groove widths W9a and W9b of the first groove portion 9a and the second groove portion 9b of the groove 9 are both in the tire ground contact state, that is, when a pneumatic tire is mounted on a standard rim defined in JATMAYEAR BOOK,
- the grounding surface is filled with 100% of the air pressure (maximum air pressure) corresponding to the maximum load capacity (bold load in the internal pressure-load capacity correspondence table) and the maximum load capacity is applied.
- the groove width is set so as not to be closed.
- the groove width W9a of the first groove portion 9a is preferably 2.5 to 10.0 mm
- the groove width W9b of the second groove portion 9b is preferably 0.4 to 3.0 mm.
- the groove width W9a of the first groove portion 9a is less than 2.5 mm, the snow column shear force is reduced as a result of not being able to sufficiently take in snow into the first groove portion 9a when traveling on the snow. However, there is a possibility that sufficient performance on snow may not be obtained. If the groove width W9a of the first groove portion 9a exceeds 10.0 mm, the number of polygonal blocks 10 that can be arranged in the tire circumferential direction is reduced. This is because the edge component due to 10 decreases and sufficient on-ice performance cannot be obtained.
- the second groove portion 9b may be closed during rolling of the tire load and the snow and snow performance may be deteriorated. This is because if the width W9b exceeds 3.0 mm, the polygon blocks 10 cannot be densely arranged in the block group G. As a result, the block rigidity is lowered and the ground contact property may be deteriorated.
- the block number density D which is the number of polygonal blocks 10 per unit actual ground area in the block group G, is in the range of 0.003 to 0.04 / mm 2 , and the number of blocks
- the width of the block group G is W (mm)
- the reference pitch length of the polygon block 10 in any polygon block row 11 in the block group G is PL (mm)
- the width W of the block group G And the number of polygon blocks 10 existing in the reference area Z (area shown by hatching in FIG.
- each block group G is the distance measured along the tire width direction of the block group G
- the block number density D is the actual ground contact area (area excluding the groove) of each block group G.
- the number of polygonal blocks 10 per unit area is expressed as a density. Incidentally, for example, in the case of a normal studless tire, this density D is approximately 0.002 or less.
- the multiple blocks straddling the reference area Z Counting is performed using the ratio of the remaining area of the polygonal block 10 remaining in the reference area to the surface area of the rectangular block 10. For example, in the case of the polygonal block 10 straddling the inside and outside of the reference area Z and having only half of it in the reference area Z, it can be counted as 1/2.
- the block number density D in each block group G is less than 0.003 / mm 2 , the size of the polygonal block 10 may increase, resulting in a shortage of pattern edges. If it exceeds 0.04 / mm 2 , the size of the polygonal block 10 becomes too small. As a result, the block rigidity is lowered, the ground contact property is deteriorated, and the performance on ice may be lowered. Further, if the block number density D is in the range of 0.0035 to 0.03 / mm 2 , it is possible to achieve a higher level of both ensuring block rigidity and increasing pattern edges.
- the negative rate N in the block group G is preferably 5% to 50%.
- the negative rate N in the block group G is less than 5%, the groove volume becomes too small and drainage becomes insufficient, and the size of the polygonal block 10 becomes too large to increase the pattern edge.
- it exceeds 50% the ground contact area becomes too small and the block rigidity is lowered.
- Further contact area of the tread of polygonal blocks 10 belonging to the block group G is a 50 ⁇ 250mm 2, it is preferred that the polygonal block 10 is relatively small. Thereby, it is possible to ensure a good grip force with an appropriate block rigidity, and to reduce the distance from the center area to the peripheral edge of the tread surface of the polygonal block 10, so that the road surface when the polygonal block 10 contacts the ground. Even when a water film is present in the water film, the water film can be efficiently removed. If the contact area of the tread surface of the polygonal block 10 is less than 50 mm 2 , the block rigidity is insufficient, and the polygonal block 10 may fall down at the time of grounding, which is not preferable. Further, if the contact area of the tread surface of the polygonal block 10 is larger than 250 mm 2 , the polygonal block 10 becomes too large to increase the pattern edge, which is not preferable.
- Block rows 13a and 13b are provided.
- the polygon block 10 described above may be provided, and the number of polygon block rows 11 belonging to the block group G may be four or more.
- the tire circumferential direction length of the side blocks 12a and 12b belonging to the side block rows 13a and 13b is larger than the tire circumferential direction length of the polygonal block 10 belonging to the block group G, and two rows of side blocks.
- each side block 12a, 12b is formed with 2 to 6 sipes 7 depending on the rigidity of the block, and between the side blocks 12a, 12b adjacent in the tire circumferential direction, A lug groove 8 is provided. As shown in FIG.
- the circumferential groove 2 b is provided with a bottom raised portion 14 that partially reduces the groove depth and is connected to the side block 13 b, and the bottom raised portion 14 has a pocket extending substantially in the tire width direction. (Groove) 14a is formed.
- the tread portion 1 is provided with two or more polygon block rows 11 in which polygon blocks 10 are arranged at intervals in the tire circumferential direction, and the polygon blocks 10 belonging to the polygon block row 11 adjacent in the tire width direction.
- the tire circumferential direction position of the polygon block 10 belonging to one polygon block row 11 is positioned between the polygon blocks 10 adjacent to each other in the tire circumferential direction belonging to the other polygon block row 11.
- the polygon block 10 belonging to one polygon block row 11 and the polygon block 10 belonging to the other polygon block row 11 are staggered so as to partially overlap in both the tire circumferential direction view and the tire width direction view.
- each polygonal block 10 is reduced in size and sufficiently densely arranged, so that the pattern edges (all polygons) are secured while ensuring block rigidity.
- the total edge length of the block 10) can be significantly increased. Therefore, the performance on ice can be remarkably improved.
- the groove width W9a of the first groove portion 9a sandwiched between the polygonal blocks 10 adjacent to each other in the tire circumferential direction of the groove 9 that partitions the polygonal block 10 is defined as the groove width W9a of the groove 9 that partitions the polygonal block 10;
- the groove depths of the grooves 9 are the groove depths of the circumferential grooves 2a, 2b, and 2c.
- the circumferential grooves 2a, 2b and 2c can secure good drainage and hydroplaning resistance, while improving the rigidity of the polygonal block 10 to obtain good grounding performance. This can further improve the performance on ice.
- only the groove depth of the second groove portion 9b may be smaller than the groove depths of the circumferential grooves 2a, 2b, and 2c, and according to this, a sufficient amount of snow is taken into the first groove portion 9a. Snow column shear force can be increased.
- the bottom raised portion 14 is provided in the circumferential groove 2b, and the pocket 14a extending in the substantially tire width direction is formed in the raised bottom portion 14, thereby further achieving both on-ice performance and on-snow performance. Can do.
- FIG. 4 is a development view of the tread pattern of the pneumatic tire according to the present invention.
- E indicates a tire equator plane
- TE indicates a tread ground contact end.
- the pneumatic tire has a pair of bead portions, a pair of sidewall portions, and a tread portion in accordance with a customary practice, and reinforces each portion between bead cores embedded in each bead portion.
- the carcass may be either a radial ply or a bias ply.
- a belt that reinforces the tread portion on the outer periphery of the carcass is provided.
- the tread portion 1 is provided with at least one circumferential groove 2a, 2b, 2c extending in the tire circumferential direction, and in the illustrated example, the circumferential groove 2a, 2c outside the tire width direction.
- a horizontally long block row 6 is provided in which a large number of horizontally long blocks 5 that are long in the tire width direction are arranged in the tire circumferential direction.
- a sipe 7 is formed according to the rigidity of the block.
- lug grooves 8 extending in the tire width direction are formed between the shoulder blocks 3 adjacent in the tire circumferential direction and between the horizontally long blocks 5 adjacent in the tire circumferential direction.
- a polygon more than a pentagon is defined by a longitudinal groove 9b extending in the tire circumferential direction and a lateral groove 9a intersecting the longitudinal groove 9b, and an octagon in the illustrated example.
- a large number of polygonal blocks 10 (octagonal blocks) having a tread surface shape are provided.
- the tread shape of the polygonal block 10 is not limited to an octagon, but may be another polygon such as a pentagon or a hexagon, but is preferably an octagon.
- the edges extending in the tire width direction can be reliably arranged, and the polygonal blocks 10 can be easily arranged in a staggered manner and densely as described later.
- the polygonal blocks 10 In each polygonal block 10, two sipes 7 are formed according to the rigidity of the blocks, but sipes need not be provided.
- Each polygonal block 10 is densely arranged with a predetermined interval in the tire circumferential direction, whereby at least one polygon block row 11 in the illustrated example is formed in the tread portion 1.
- the polygon block 10 belonging to the polygon block row 11 adjacent in the tire width direction is a tire in which the tire circumferential direction position of the polygon block 10 belonging to one polygon block row 11 belongs to the other polygon block row 11.
- a polygonal block 10 belonging to one polygonal block row 11 and a polygonal block 10 belonging to the other polygonal block row 11 are positioned between the neighboring polygonal blocks 10 in the circumferential direction, and the tire circumferential direction They are arranged in a staggered manner so as to partially overlap in both the view and the tire width direction view.
- each polygon block 10 of the polygon block row 11 and one lateral groove 9a adjacent to the polygon block 10 are arranged at two or more types of pitches having different pitch lengths P1, P2, and P3.
- the relationship between the pitch lengths P1, P2, and P3 of each pitch is P1 ⁇ P2 ⁇ P3, but is not limited thereto, and may be P2 ⁇ P1 ⁇ P3 or P1> P2> P3.
- the pitch types may be four or more different pitch lengths.
- the circumferential lengths L1 to L3 of the polygonal block 10 are made substantially constant while adjacent to the polygonal block 10 as shown in FIG.
- the circumferential lengths W1 to W3 of one lateral groove 9a may be changed as W1 ⁇ W2 ⁇ W3.
- the circumferential lengths L1 to L3 of the polygonal block 10 are set to L1 ⁇ L2. ⁇ L3, while the circumferential lengths W1 to W3 of one lateral groove 9a adjacent to the polygonal block 10 may be substantially constant.
- the former is particularly advantageous in terms of on-ice performance because the rigidity of the polygonal block 10 is substantially the same in the tire circumferential direction, and the latter is capable of securing a certain volume or more of the lateral groove 9a and sufficient snow column shear. Since it is possible to obtain a force, it is a particularly advantageous form for performance on snow.
- the circumferential length of the lateral groove 9a is changed while changing the circumferential length of the polygonal block 10 such that L1 ⁇ L2 ⁇ L3, L2 ⁇ L1 ⁇ L3, L3 ⁇ L1 ⁇ L2. Is changed to W1 ⁇ W2 ⁇ W3, W2 ⁇ W1 ⁇ W3, W3 ⁇ W1 ⁇ W2, that is, when the polygon block 10 is made smaller, the circumference of the lateral groove 9a adjacent to the polygon block 10 is changed.
- the length in the direction is also reduced and the polygon block 10 is enlarged, the length in the circumferential direction of the lateral groove 9a adjacent to the polygon block 10 is also increased, so that the size of the polygon block 10 is increased over the tire circumferential direction.
- the desired pitch variation can be realized while keeping the change small. As will be described later, this is a preferable form for making the rigidity of the polygonal block 10 uniform in the circumferential direction.
- the size of the entire block is changed, but only the circumferential length is maintained while keeping the width of the polygonal block 10 constant. May be changed (not shown). If it does in this way, it can prevent that the block rigidity of a tire width direction changes over a tire peripheral direction, and good steering stability etc. can be secured.
- Pmin / Pmax is less than 0.8, the difference in rigidity and edge amount between the largest polygon block and the smallest polygon block becomes large, or the edge arrangement in the tire circumferential direction becomes uneven. In other words, the effect of improving performance on ice due to the dense arrangement of small polygonal blocks is reduced.
- Pmin / Pmax exceeds 0.9, the effect of white noise reduction by pitch variation is reduced. Further, as shown in FIG.
- a group of polygon blocks 10 included in the polygon block row 11 of at least one row is a polygon block group.
- the polygon block number density D which is the number of polygon blocks 10 per unit actual ground area of the polygon block group G, is within the range of 0.003 to 0.04 / mm 2. It is preferable.
- the polygon block number density D is set such that the width of the polygon block group G is W (mm), and the arbitrary pitch length of the polygon blocks 10 in the arbitrary polygon block row 11 in the polygon block group G is PL (here In any one of P1 to P3) (mm), it exists in the reference zone Z (the area indicated by hatching in FIG. 4) virtually divided by the width W of the polygon block group G and the pitch length PL.
- the number of polygon blocks 10 to be performed is a (pieces) and the negative rate in the reference zone Z is N (%), It can be calculated from However, the width W of the polygon block group G is a distance from one end to the other end of the polygon block group G in the tire width direction.
- the polygon block number density D represents the number of polygon blocks 10 per unit ground contact area in the polygon block group G as a density. Incidentally, for example, in the case of a normal studless tire, the density D is approximately 0.002 or less.
- the multiple blocks straddling the reference area Z Counting is performed using the ratio of the remaining area of the polygonal block 10 remaining in the reference area to the surface area of the rectangular block 10. For example, in the case of the polygonal block 10 straddling the inside and outside of the reference area Z and having only half of it in the reference area Z, it can be counted as 1/2.
- the polygon block number density D in the polygon block group G is less than 0.003 / mm 2 , the polygon block 10 becomes too large, and the pattern edges are increased due to the dense arrangement of the polygon blocks 10.
- the polygon block number density D exceeds 0.04 / mm 2 , the polygon block 10 becomes too small, and the ground contact area is caused by the collapse of the polygon block 10 due to the decrease in rigidity. May decrease and the performance on ice may be reduced.
- the block number density D is in the range of 0.0035 to 0.03 / mm 2 , it is possible to achieve a higher level of both ensuring block rigidity and increasing pattern edges.
- the negative rate N in the polygon block group G is preferably 5% to 50%.
- the negative rate N in the polygonal block group G is less than 5%, the groove volume becomes too small and the drainage becomes insufficient, and the polygonal block 10 becomes too large and the polygonal blocks 10 are densely packed. It becomes difficult to increase the pattern edge due to the arrangement.
- the ground contact area becomes too small. Therefore, in any case, the desired performance on ice may not be maintained.
- the area of the tread surface of each polygon block 10 constituting the polygon block row 11 is 50 to 250 mm 2 and the polygon block 10 is relatively small.
- the area of the tread surface of each polygon block 10 is less than 50 mm 2 , the bending rigidity of the block is reduced due to the ratio of the tread area of the polygon block 10 to the height of the polygon block 10 being reduced.
- the side blocks 12a and 12b are arranged in the tire circumferential direction so as to sandwich the polygonal block group G on the outer side in the tire width direction of the polygonal block group G composed of two rows of the polygonal block row 11.
- Side block rows 13a and 13b arranged in large numbers are provided.
- the polygon block 10 described above may be provided to form four or more polygon block rows 11 belonging to the polygon block group G.
- the tire circumferential direction lengths of the side blocks 12a and 12b belonging to the side block rows 13a and 13b are larger than the tire circumferential direction lengths L1 to L3 of the polygonal blocks 10 belonging to the polygonal block group G, and
- the length in the tire circumferential direction of the side block 12a belonging to one side block row 13a (side block row located on the left side in FIG. 4) of the two side block rows 13a and 13b is the other side block row 13b ( This is larger than the length in the tire circumferential direction of the side block 12b belonging to the side block row located on the right side in FIG.
- each side block 12a, 12b is formed with 2 to 6 sipes 7 depending on the rigidity of the block, and between the side blocks 12a, 12b adjacent in the tire circumferential direction, A lug groove 8 is provided.
- the circumferential groove 2 b is provided with a bottom raised portion 14 that partially reduces the groove depth and is connected to the side block 13 b, and the bottom raised portion 14 has a pocket extending substantially in the tire width direction. (Groove) 14a is formed.
- the pitch lengths of the polygon blocks constituting the polygon block row are changed to two or more types, and the ratio of the maximum pitch length to the minimum pitch length is set within the range of 1: 0.8 to 0.9.
- the polygon block block density in the polygon block group is in the range of 0.003 to 0.04 / mm 2 , so that the polygon blocks are densely arranged. The effect of improving the performance on ice by can be obtained with certainty.
- the area of the tread surface of each polygonal block constituting the polygonal block row is set to 50 to 250 mm 2 , thereby ensuring a good grip force with an appropriate block rigidity.
- the distance from the center area to the peripheral edge of the tread surface of the polygonal block 10 is reduced, and even when a water film exists on the road surface when the polygonal block 10 is grounded, the water film can be efficiently removed. Therefore, the performance on ice can be further improved.
- the polygon blocks are alternately arranged in a staggered manner, that is, the polygon blocks adjacent in the tire width direction. Since they are shifted from each other in the tire circumferential direction, noise energy can be dispersed by shifting the contact timing between the polygonal blocks adjacent to each other in the tire width direction, so that silence can be further improved.
- the tread portion is provided with circumferential grooves that extend along the tire circumferential direction and have deeper groove depths than the vertical and horizontal grooves that define the polygonal blocks.
- the water removed by the polygonal block can be surely discharged to the outside of the ground surface to further improve the performance on ice, and the resistance to hydroplaning can be improved.
- the bottom raised portion 14 is provided in the circumferential groove 2b, and the pocket 14a extending substantially in the tire width direction is formed in the bottom raised portion 14, so that the performance on snow is improved. be able to.
- a pneumatic tire including a plurality of polygonal blocks each having a polygonal shape with a tread portion partitioned by a groove and having a tread shape of a pentagon or more, wherein the polygonal blocks are spaced apart in the tire circumferential direction in the tread portion.
- Two or more polygonal block rows arranged side by side, and the polygonal block belonging to the polygonal block row adjacent in the tire width direction is connected to the tire circumference of the polygonal block belonging to one of the polygonal block rows.
- a direction position is located between the polygon blocks adjacent to each other in the tire circumferential direction belonging to the other polygon block row, and the polygon block belonging to the one polygon block row and the other polygon block row.
- the polygon block belonging to the polygon block row partially overlaps both in the tire circumferential direction view and the tire width direction view.
- the groove width of the groove defining the polygonal block is larger than the groove width of the groove portion sandwiched between the polygonal blocks in a staggered relationship, and at least in one polygonal block row,
- the pitch length of the polygon blocks constituting the polygon block row is made to be different from two or more types, and the ratio of the maximum pitch length to the minimum pitch length is in the range of 1: 0.8 to 0.9. Can do. If it does in this way, while improving performance on ice, performance on snow and quietness can be improved.
- the pneumatic tire (the tire of Example 1) included in the scope of the first invention, the pneumatic tire as a comparison (the tire of Comparative Examples 1 and 2), and the conventional Pneumatic tires according to the technology (tires of Conventional Example 1) were prepared, and the performance on ice and the performance on snow were evaluated for each.
- Each tire is a radial ply tire for passenger cars, and the tire size is 205 / 55R16.
- the tire of Example 1 has the tread pattern shown in FIG. 1 in the tread portion 1, and the groove widths of the circumferential grooves 2a, 2b, and 2c are 7.5 mm, 18 mm, and 4 mm in this order, and the groove depth. Both are 8.9 mm. Further, the groove width W9a of the first groove portion 9a of the groove 9 defining the polygonal block 10 is larger than the groove width W9b of the second groove portion 9b.
- Example 1 in that the groove width W9a of the first groove portion 9a and the groove width W9b of the second groove portion 9b of the grooves 9 that define the polygonal block 10 are substantially the same. Different from the tires.
- the tire of Comparative Example 2 is the tire of Example 1 in that the groove width W9a of the first groove portion 9a of the groove 9 that defines the polygonal block 10 is smaller than the groove width W9b of the second groove portion 9b. Is different.
- the tire of Conventional Example 1 has a tread pattern shown in FIG.
- the details of the tire of Example 1, the tires of Comparative Examples 1 and 2 and the tire of Conventional Example 1 are shown in Table 1. Note that the tire of Example 1, the tires of Comparative Examples 1 and 2, and the tire of Conventional Example 1 all have substantially the same negative rate of the tread.
- Each of the above test tires was assembled on a rim having a size of 16 ⁇ 6.8 J, mounted on a vehicle with an internal pressure of 200 kPa (relative pressure), and the performance was evaluated by performing the following tests.
- Example 1 has improved on-ice performance and on-snow performance compared with the tire of Conventional Example 1 and the tires of Comparative Examples 1 and 2, and the acceleration HP performance equivalent to the conventional one can be obtained. I understand.
- a pneumatic tire (tires of Examples 2 to 4) included in the scope of the present invention, a pneumatic tire as a comparison (tires of Comparative Examples 3 to 5), a conventional tire Pneumatic tires according to the technology (tires of Conventional Example 2) were prepared, and performance on ice and quietness were evaluated for each.
- Each tire is a radial ply tire for passenger cars, and the tire size is 195 / 65R15.
- the tire of Example 2 has the tread pattern shown in FIG. 4 in the tread portion 1, and has four types of pitches having different pitch lengths in each polygonal block row, and the maximum pitch length and the minimum pitch length.
- the ratio to the pitch length is 1: 0.8.
- the tire of Example 3 has the tread pattern shown in FIG. 4 in the tread portion 1 and has four types of pitches having different pitch lengths in each polygonal block row, and the maximum pitch length and the minimum pitch length.
- the ratio to the pitch length is 1: 0.9.
- the tire of Example 4 has the tread pattern shown in FIG. 4 in the tread portion 1 and has four types of pitches having different pitch lengths in each polygonal block row, and the maximum pitch length and the minimum pitch length.
- the ratio to the pitch length is 1: 0.85.
- the tire of Comparative Example 3 differs from the tire of Example 2 in that each polygonal block row is configured by only one type of pitch. That is, the ratio between the maximum pitch length and the minimum pitch length is 1: 1.
- the tire of Comparative Example 4 differs from the tire of Example 2 in that the ratio of the maximum pitch length to the minimum pitch length is 1: 0.7.
- the tire of Comparative Example 5 differs from the tire of Example 2 in that the ratio of the maximum pitch length to the minimum pitch length is 1: 0.95.
- the tire of Conventional Example 2 has a tread pattern shown in FIG. Table 3 shows the details of the tires of Examples 2 to 4 and the tires of Comparative Examples 3 to 5.
- the tires of Examples 2 to 4, the tires of Comparative Examples 3 to 5, and the tire of Conventional Example 2 all have substantially the same negative rate of the tread.
- Each of the above test tires was assembled on a rim having a size of 15 ⁇ 6 J, mounted on a vehicle with an internal pressure of 240 kPa (relative pressure), and the performance was evaluated by performing the following tests.
- the application of the present invention makes it possible to achieve both on-ice performance and other performance, and in particular, by optimizing the block arrangement, it is possible to achieve both on-ice performance and on-snow performance at a high level.
- optimizing the size of each polygonal block and by optimizing the pitch length of the polygonal block it has become possible to improve quietness while significantly improving the performance on ice as compared with the prior art.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
Abstract
Description
から算出することができる。ただし、各ブロック群Gの幅Wは、ブロック群Gをタイヤ幅方向に沿って計測した距離であり、ブロック個数密度Dは、各ブロック群Gの実接地面積(溝分を除いた面積)の単位面積当りに何個の多角形ブロック10が存在するかということを密度として表現したものである。ちなみに、例えば通常のスタッドレスタイヤの場合には、この密度Dは概ね0.002以下となる。なお、基準区域Z内の多角形ブロック10の個数aをカウントするに際して、多角形ブロック10が基準区域Zの内外に跨って存在し、一個として数えることができない場合は、基準区域Zを跨る多角形ブロック10の表面積に対する、基準区域内に残った同多角形ブロック10の残存面積の比率を用いて数えることとする。例えば、基準区域Zの内外に跨り、基準区域Z内にその半分しか存在しない多角形ブロック10の場合は、1/2個と数えることができる。
から算出することができる。ただし、多角形ブロック群Gの幅Wは、多角形ブロック群Gのタイヤ幅方向の一端から他端までの距離である。多角形ブロック個数密度Dは、多角形ブロック群Gにおいて単位接地面積当りに何個の多角形ブロック10が存在するかということを密度として表現したものである。ちなみに、例えば通常のスタッドレスタイヤの場合には、この密度Dは概ね0.002以下となる。なお、基準区域Z内の多角形ブロック10の個数aをカウントするに際して、多角形ブロック10が基準区域Zの内外に跨って存在し、一個として数えることができない場合は、基準区域Zを跨る多角形ブロック10の表面積に対する、基準区域内に残った同多角形ブロック10の残存面積の比率を用いて数えることとする。例えば、基準区域Zの内外に跨り、基準区域Z内にその半分しか存在しない多角形ブロック10の場合は、1/2個と数えることができる。
氷上でのブレーキ性能は、氷板路面上を時速20km/hからフル制動したときの制動距離を測定し、その測定した距離から評価した。その評価結果を表2に示す。表2中の評価は、従来例1の結果を100とし実施例1のタイヤおよび比較例1、2のタイヤについて指数で表したものであり、数値が大きいほど氷上でのブレーキ性能が良好であることを示す。
氷上でのトラクション性能は、氷上路面上をフル加速し、20mの距離に達するまでの時間を測定し、その測定した時間から評価した。その評価結果を表2に示す。表2中の評価は、従来例1の結果を100とし実施例1のタイヤおよび比較例1、2のタイヤについて指数で表したものであり、数値が大きいほど氷上でのトラクション性能が良好であることを示す。
雪上でのブレーキ性能は、圧雪路面のテストコースにて時速40km/hからフル制動したときの制動距離を測定し、その測定した距離から評価した。その評価結果を表2に示す。表2中の評価は、従来例1の結果を100とし実施例1タイヤおよび比較例1、2のタイヤについて指数で表したものであり、数値が大きいほど雪上でのブレーキ性能が良好であることを示す。
雪上でのトラクション性能は、圧雪路面のテストコースにて初速時速10km/hから45km/hまで加速した際の区間タイムを測定し、その測定したタイムから評価した。その評価結果を表2に示す。表2中の評価は、従来例1の結果を100とし実施例1のタイヤおよび比較例1、2のタイヤについて指数で表したものであり、数値が大きいほど雪上でのトラクション性能が良好であることを示す。
加速HP性能は、湿潤路面を加速走行し、車両走行速度とタイヤの回転数を測定し、タイヤの回転数が上昇した速度(駆動側のタイヤがスリップしてタイヤの周速が車両走行速度よりも上昇した場合)をハイドロプレーニング発生速度とする。表2中の評価は、従来例1におけるハイドロプレーニング発生速度を100とし、実施例1のタイヤおよび比較例1、2のタイヤについて指数で表したものであり、数値が大きいほどハイドロプレーニングが発生し難いことを示す。
氷上性能は、氷板路面上を時速20km/hからフル制動したときの制動距離を測定し、その測定した距離から評価した。その評価結果を表4に示す。表4中の評価は、従来例2の結果を100とし実施例2~4のタイヤおよび比較例3~5のタイヤについて指数で表したものであり、数値が大きいほど氷上性能が良好であることを示す。
各タイヤを排気量2000ccの車両に装着し、走行時の静粛性について官能評価を実施した。表4中の評価は、比較例3の結果を100とし実施例2~4のタイヤおよび比較例4、5のタイヤについて指数で表したものであり、数値が大きいほど静粛性が高いことを示す。
2a、2b、2c 周方向溝
3 ショルダーブロック
4 ショルダーブロック列
5 横長ブロック
6 横長ブロック列
7 サイプ
8 ラグ溝
9 溝
9a 第一溝部分(横溝)
9b 第二溝部分(縦溝)
10 多角形ブロック(八角形ブロック)
11 多角形ブロック列
12a、12b サイドブロック
13a、13b サイドブロック列
14 底上げ部
14a ポケット
G ブロック群
P1、P2、P3 ピッチ長さ
Claims (5)
- トレッド部に、溝によって区画され踏面形状が五角形以上の多角形である多角形ブロックを複数備える空気入りタイヤであって、
前記トレッド部に、前記多角形ブロックがタイヤ周方向に間隔を置いて並べられた多角形ブロック列を二列以上設けるとともに、タイヤ幅方向で隣合う前記多角形ブロック列に属する前記多角形ブロックを、一方の前記多角形ブロック列に属する前記多角形ブロックのタイヤ周方向位置が、他方の前記多角形ブロック列に属する、タイヤ周方向で隣り合う前記多角形ブロック同士の間に位置されるとともに、前記一方の多角形ブロック列に属する前記多角形ブロックと前記他方の多角形ブロック列に属する前記多角形ブロックとがタイヤ周方向視およびタイヤ幅方向視の双方において部分的に重なるよう千鳥状に配列することにより、前記多角形ブロックが密集配置されたブロック群を形成し、
前記多角形ブロックを区画する溝の、タイヤ周方向に隣り合う前記多角形ブロック間に挟まれた溝部分の溝幅を、前記多角形ブロックを区画する溝の、千鳥関係にある前記多角形ブロック間に挟まれた溝部分の溝幅よりも大としたことを特徴とする空気入りタイヤ。 - 前記ブロック群の単位実接地面積当たりの前記多角形ブロックの個数であるブロック個数密度を、0.003~0.04(個/mm2)の範囲内とした、請求項1に記載の空気入りタイヤ。
- 前記ブロック群において、前記多角形ブロックを区画する溝の、タイヤ周方向に隣り合う前記多角形ブロック間に挟まれた溝部分の溝幅を2.5~10.0mmとし、前記多角形ブロックを区画する溝の、千鳥関係にある前記多角形ブロック間に挟まれた溝部分の溝幅を0.4~3.0mmとした、請求項1または2に記載の空気入りタイヤ。
- 前記トレッド部に、タイヤ周方向に沿って延びる周方向溝を設け、前記ブロック群における前記多角形ブロックを区画する溝の溝深さを、前記周方向溝の溝深さよりも小とした、請求項1~3のいずれか一項に記載の空気入りタイヤ。
- 前記ブロック群に属する前記多角形ブロックの踏面の接地面積を50~250mm2とした、請求項1~4のいずれか一項に記載の空気入りタイヤ。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
RU2012143621/11A RU2506170C1 (ru) | 2010-03-12 | 2011-02-28 | Пневматическая шина |
US13/634,122 US9446629B2 (en) | 2010-03-12 | 2011-02-28 | Pneumatic tire |
CN201180023659.3A CN102892594B (zh) | 2010-03-12 | 2011-02-28 | 充气轮胎 |
EP11752997.4A EP2546077B1 (en) | 2010-03-12 | 2011-02-28 | Pneumatic tire |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010-056626 | 2010-03-12 | ||
JP2010056626A JP5519343B2 (ja) | 2010-03-12 | 2010-03-12 | 空気入りタイヤ |
JP2010063351A JP5595763B2 (ja) | 2010-03-18 | 2010-03-18 | 空気入りタイヤ |
JP2010-063351 | 2010-03-18 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011111331A1 true WO2011111331A1 (ja) | 2011-09-15 |
Family
ID=44563167
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2011/001161 WO2011111331A1 (ja) | 2010-03-12 | 2011-02-28 | 空気入りタイヤ |
Country Status (5)
Country | Link |
---|---|
US (1) | US9446629B2 (ja) |
EP (1) | EP2546077B1 (ja) |
CN (1) | CN102892594B (ja) |
RU (1) | RU2506170C1 (ja) |
WO (1) | WO2011111331A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2605219C2 (ru) * | 2012-07-05 | 2016-12-20 | Бриджстоун Корпорейшн | Пневматическая шина |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11465448B2 (en) * | 2016-07-19 | 2022-10-11 | The Yokohama Rubber Co., Ltd. | Pneumatic tire |
CN109703081B (zh) * | 2019-01-03 | 2021-06-11 | 凯丰集团有限公司 | 一种多边形实心轮胎的制造方法 |
JP7371429B2 (ja) * | 2019-10-08 | 2023-10-31 | 住友ゴム工業株式会社 | タイヤ |
CN116039296B (zh) * | 2022-12-26 | 2024-05-07 | 湖北奥莱斯轮胎股份有限公司 | 一种抗湿滑子午线轮胎胎面结构 |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH082215A (ja) * | 1994-06-27 | 1996-01-09 | Yokohama Rubber Co Ltd:The | 空気入りタイヤ |
JPH08318710A (ja) * | 1995-05-25 | 1996-12-03 | Yokohama Rubber Co Ltd:The | スタッドレスタイヤ |
JP2002192914A (ja) | 2000-12-25 | 2002-07-10 | Yokohama Rubber Co Ltd:The | 氷雪路用空気入りタイヤ |
JP2008236342A (ja) | 2007-03-20 | 2008-10-02 | Kddi Corp | ソフトウェア無線端末および端末管理装置 |
WO2009157268A1 (ja) * | 2008-06-25 | 2009-12-30 | 株式会社ブリヂストン | タイヤ |
WO2010032606A1 (ja) | 2008-09-16 | 2010-03-25 | 株式会社ブリヂストン | 空気入りタイヤ |
JP2010247558A (ja) * | 2009-04-10 | 2010-11-04 | Bridgestone Corp | 空気入りタイヤ |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS63130410A (ja) * | 1986-11-17 | 1988-06-02 | Sumitomo Rubber Ind Ltd | 低騒音タイヤ |
JPH10278509A (ja) | 1997-04-07 | 1998-10-20 | Bridgestone Corp | 建設車両用空気入りタイヤ |
WO2008146851A1 (ja) * | 2007-05-28 | 2008-12-04 | Bridgestone Corporation | タイヤ |
JP4506869B2 (ja) | 2008-04-28 | 2010-07-21 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP5193768B2 (ja) * | 2008-09-19 | 2013-05-08 | 株式会社ブリヂストン | 空気入りタイヤ |
JP5241422B2 (ja) * | 2008-10-16 | 2013-07-17 | 株式会社ブリヂストン | 空気入りタイヤ |
JP5368786B2 (ja) * | 2008-12-26 | 2013-12-18 | 株式会社ブリヂストン | 空気入りタイヤ |
JP2010155478A (ja) * | 2008-12-26 | 2010-07-15 | Bridgestone Corp | 空気入りタイヤ |
JP5292124B2 (ja) * | 2009-02-13 | 2013-09-18 | 株式会社ブリヂストン | 空気入りタイヤ |
JP2011037392A (ja) * | 2009-08-13 | 2011-02-24 | Bridgestone Corp | 空気入りタイヤ |
JP5384402B2 (ja) * | 2010-03-08 | 2014-01-08 | 株式会社ブリヂストン | 空気入りタイヤ |
-
2011
- 2011-02-28 US US13/634,122 patent/US9446629B2/en active Active
- 2011-02-28 WO PCT/JP2011/001161 patent/WO2011111331A1/ja active Application Filing
- 2011-02-28 EP EP11752997.4A patent/EP2546077B1/en active Active
- 2011-02-28 CN CN201180023659.3A patent/CN102892594B/zh active Active
- 2011-02-28 RU RU2012143621/11A patent/RU2506170C1/ru active
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH082215A (ja) * | 1994-06-27 | 1996-01-09 | Yokohama Rubber Co Ltd:The | 空気入りタイヤ |
JPH08318710A (ja) * | 1995-05-25 | 1996-12-03 | Yokohama Rubber Co Ltd:The | スタッドレスタイヤ |
JP2002192914A (ja) | 2000-12-25 | 2002-07-10 | Yokohama Rubber Co Ltd:The | 氷雪路用空気入りタイヤ |
JP2008236342A (ja) | 2007-03-20 | 2008-10-02 | Kddi Corp | ソフトウェア無線端末および端末管理装置 |
WO2009157268A1 (ja) * | 2008-06-25 | 2009-12-30 | 株式会社ブリヂストン | タイヤ |
WO2010032606A1 (ja) | 2008-09-16 | 2010-03-25 | 株式会社ブリヂストン | 空気入りタイヤ |
JP2010247558A (ja) * | 2009-04-10 | 2010-11-04 | Bridgestone Corp | 空気入りタイヤ |
Non-Patent Citations (1)
Title |
---|
See also references of EP2546077A4 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2605219C2 (ru) * | 2012-07-05 | 2016-12-20 | Бриджстоун Корпорейшн | Пневматическая шина |
US9707804B2 (en) | 2012-07-05 | 2017-07-18 | Bridgestone Corporation | Pneumatic tire |
Also Published As
Publication number | Publication date |
---|---|
US9446629B2 (en) | 2016-09-20 |
CN102892594A (zh) | 2013-01-23 |
RU2506170C1 (ru) | 2014-02-10 |
EP2546077A4 (en) | 2013-11-13 |
EP2546077A1 (en) | 2013-01-16 |
US20130061991A1 (en) | 2013-03-14 |
CN102892594B (zh) | 2015-09-23 |
EP2546077B1 (en) | 2014-12-31 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5922688B2 (ja) | 空気入りタイヤ | |
WO2010116710A1 (ja) | 空気入りタイヤ | |
JP5384402B2 (ja) | 空気入りタイヤ | |
JP5331433B2 (ja) | 空気入りタイヤ | |
WO2011111331A1 (ja) | 空気入りタイヤ | |
JP5351905B2 (ja) | 空気入りタイヤ | |
JP5292124B2 (ja) | 空気入りタイヤ | |
JP5394698B2 (ja) | 空気入りタイヤ | |
JP5506463B2 (ja) | 空気入りタイヤ | |
JP5308858B2 (ja) | 空気入りタイヤ | |
WO2011111352A1 (ja) | 空気入りタイヤ | |
JP5193768B2 (ja) | 空気入りタイヤ | |
JP5489523B2 (ja) | 空気入りタイヤ | |
JP5595763B2 (ja) | 空気入りタイヤ | |
JP5519343B2 (ja) | 空気入りタイヤ | |
JP5368786B2 (ja) | 空気入りタイヤ | |
JP5506462B2 (ja) | 空気入りタイヤ | |
JP5489661B2 (ja) | 空気入りタイヤ | |
JP5150470B2 (ja) | 空気入りタイヤ | |
JP5497486B2 (ja) | 空気入りタイヤ | |
JP5675454B2 (ja) | 空気入りタイヤ | |
JP5193776B2 (ja) | 空気入りタイヤ | |
JP5390219B2 (ja) | 空気入りタイヤ | |
WO2010092743A1 (ja) | 空気入りタイヤ |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201180023659.3 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 11752997 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011752997 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13634122 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2012143621 Country of ref document: RU |