WO2014171353A1 - Pneumatique - Google Patents

Pneumatique Download PDF

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Publication number
WO2014171353A1
WO2014171353A1 PCT/JP2014/059995 JP2014059995W WO2014171353A1 WO 2014171353 A1 WO2014171353 A1 WO 2014171353A1 JP 2014059995 W JP2014059995 W JP 2014059995W WO 2014171353 A1 WO2014171353 A1 WO 2014171353A1
Authority
WO
WIPO (PCT)
Prior art keywords
groove
tire
region
tread
circumferential
Prior art date
Application number
PCT/JP2014/059995
Other languages
English (en)
Japanese (ja)
Inventor
直人 蒲
Original Assignee
横浜ゴム株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 横浜ゴム株式会社 filed Critical 横浜ゴム株式会社
Priority to JP2014515946A priority Critical patent/JP6292117B2/ja
Publication of WO2014171353A1 publication Critical patent/WO2014171353A1/fr

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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
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • 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
    • B60C11/032—Patterns comprising isolated recesses
    • 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
    • B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
    • B60C11/1392—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block edges
    • 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
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0348—Narrow grooves, i.e. having a width of less than 4 mm
    • 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
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0381—Blind or isolated grooves
    • B60C2011/0383—Blind or isolated grooves at the centre of the 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
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0386—Continuous ribs
    • B60C2011/0388—Continuous ribs provided at the equatorial plane
    • 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
    • B60C2011/0386—Continuous ribs
    • B60C2011/039—Continuous ribs provided at the shoulder portion

Definitions

  • the present invention relates to a pneumatic tire.
  • a pneumatic tire for competition with a tread pattern specifically, a high-performance tire that can run at high speed and has excellent handling stability is allowed to run on public roads without changing the tire after the competition.
  • Pneumatic tires (S tires) that are used are being sought among competitors.
  • the pneumatic tire for competition emphasizes handling stability, particularly dry handling stability, and therefore has a large noise outside the vehicle.
  • One example of such a pneumatic tire is characterized by a low flatness (for example, 35% or less) and a large rim diameter (for example, 18 inches or more) to be mounted.
  • the tire speed range is the Y range.
  • a cornering limit performance and a convergence tire after the tire starts to slide after exceeding the cornering limit are fully exhibited, and a pneumatic tire excellent in handling stability is known (patent) Reference 1).
  • this pneumatic tire is mounted on a standard rim described in JATMA and filled with air pressure of 90 kPa to make it unloaded, the position of the tread surface that intersects the tire center line in the tire meridian cross-sectional shape is A, If the position of the tread surface intersecting with the straight line P orthogonal to the tire axis from the edge of the innermost belt layer is B, a straight line X connecting the positions A and B and a straight line Y drawn perpendicularly to the tire center line from the position A Is set to 8 ° to 15 °.
  • the pneumatic tire described above is a slick tire that is not provided with a tread pattern, even if a tread pattern is provided on the tire, wet steering stability is not necessarily improved. Furthermore, if the circumferential main grooves and lug grooves that have been conventionally used as tread patterns are provided without any ingenuity, the passing noise outside the vehicle due to the rolling of the pneumatic tire increases, and it cannot be used on public roads. . Further, even when the pneumatic tire described above is applied to a tire having a low flatness ratio of 55% or less and a rim diameter to be mounted of 16 inches or more, sufficient wet steering stability cannot be obtained. Specifically, the height of the lateral acceleration of the vehicle running on a wet road surface and the ease of controlling the vehicle behavior at the start of slipping on the road surface of the tire are not sufficient.
  • the present invention is a high-performance pneumatic tire such as a pneumatic tire with a tread pattern in which a rim diameter of a rim to be mounted is 16 inches or more with a low flatness of 55% or less, and wet steering stability.
  • An object of the present invention is to provide a pneumatic tire that is excellent in reducing the passing noise outside the vehicle.
  • One embodiment of the present invention is a pneumatic tire.
  • the pneumatic tire A first half-tread region of a tread pattern disposed on the first side in the tire width direction with the tire center line as a boundary, and a tread pattern disposed on the second side in the tire width direction with the tire center line as a boundary.
  • the first half tread region and the second half tread region of the tread portion are: In a tire profile under a no-load condition with a regular rim and an air pressure of 180 kPa, the position A on the surface of the tread portion on the tire center line and the edge of the belt layer are parallel to the tire radial direction.
  • a first lug groove and a second land portion extending from the second circumferential main groove and in contact with a second side of the second circumferential main groove and closing in a tire circumferential direction.
  • the tread profile line crosses the tire center line and is connected to a first profile region having a first radius of curvature and both ends of the first profile region, each having a second radius of curvature.
  • Two second profile regions The ratio TW1 of the tire width direction length TW from the tire center line to the position B and the tire width direction length TW1 from the tire center line to the connection position of the first profile region and the second profile region / TW is preferably 0.5 to 0.65.
  • an angle formed between the straight line Y connecting the position A and the connection position and the straight line Y is 0.5 to 2.0 degrees.
  • the profile line crosses the tire center line and is connected to a first profile region having a first radius of curvature and both ends of the first profile region, and each of the second second regions having a second radius of curvature.
  • Profile area The circumferential main groove group of the tread pattern is further provided on the second side of the third circumferential main groove, extends in the tire circumferential direction, and has a groove width of the three circumferential main grooves. It has a circumferential narrow groove with a narrower groove width,
  • the connection positions of the first profile region and the second profile region are the edge of the first circumferential main groove or the first circumferential main groove, and the circumferential narrow groove or the circumferential narrow groove. It is preferably located at the edge of the groove.
  • the tread pattern further includes a plurality of third lug grooves provided at intervals in the tire circumferential direction, intersecting with the circumferential narrow grooves, The both ends of the third lug groove in the tire width direction are not connected to the groove extending in the tire circumferential direction, and the third lug groove is formed between the land portions on both sides of the circumferential narrow groove in the tire width direction. It is preferable to occlude in the region.
  • the third lug groove is preferably a first curved groove that is convex in the tire circumferential direction and curved in the tread surface.
  • the first lug groove is inclined in the tire circumferential direction from the tire width direction, It is preferable that the convex direction of the first curved groove is opposite to the inclination direction of the first lug groove with respect to the tire width direction.
  • the ratio TW / (SW / 2) of half of the total width SW of the pneumatic tire and the length TW in the tire width direction from the tire center line to the position B is preferably 0.75 to 0.95. .
  • the pneumatic tire is mounted on a regular rim and the air pressure is 180 kPa, and the pneumatic tire is obtained under no-load conditions.
  • the pneumatic tire is mounted on a regular rim and the air pressure is 180 kPa, and 55% of the maximum load load.
  • the ratio CP / SW between the road surface obtained under load conditions and the ground contact width CP to be grounded is preferably 0.75 to 0.85.
  • the groove area ratio Sin of the first half-tread region is preferably 24 to 28%, and the groove area ratio Sout of the second half-tread region is preferably 12 to 16%.
  • the tread pattern further has one end opened at the tire ground contact end and the other end on the second side in the region of the first shoulder land portion located on the first side of the first circumferential main groove.
  • a plurality of first shoulder lug grooves provided at intervals in the tire circumferential direction, extending in the region of the first shoulder land portion, The first lug groove and the second lug groove are more inclined with respect to the tire width direction than the first shoulder lug groove, and are inclined toward the same side in the tire circumferential direction from the tire width direction.
  • the second lug groove has a larger inclination angle with respect to the tire width direction than the first lug groove.
  • the tread pattern further includes a plurality of fourth lug grooves provided at intervals in the tire circumferential direction, intersecting the third circumferential main groove, The both ends of the fourth lug groove in the tire width direction are not connected to the groove extending in the tire circumferential direction, and the fourth lug groove is land on both sides in the tire width direction of the third circumferential narrow groove. It is preferable to block within the region of the part.
  • the fourth lug groove is a second curved groove that is convex in the tire circumferential direction and curved in the tread surface.
  • the first lug groove is inclined in the tire circumferential direction from the tire width direction, It is preferable that the convex direction of the second curved groove is the same as the inclination direction of the first lug groove with the tire width direction as a boundary.
  • the groove wall facing the groove wall having the opening of the first lug groove does not have an opening, and is linear over the entire circumference in the tire circumferential direction.
  • the groove wall facing the groove wall having the opening of the second lug groove does not have an opening, and is linear over the entire circumference in the tire circumferential direction. Preferably it extends.
  • the pneumatic tire of the above aspect is excellent in wet steering stability and can reduce vehicle outside noise.
  • the tire width direction is a direction parallel to the rotation axis of the pneumatic tire.
  • the outer side in the tire width direction is a direction away from the tire center line representing the tire equatorial plane in the tire width direction.
  • the inner side in the tire width direction is the side closer to the tire center line in the tire width direction.
  • the tire circumferential direction is a direction that rotates around the rotation axis of the pneumatic tire as the center of rotation.
  • the tire radial direction is a direction orthogonal to the rotation axis of the pneumatic tire.
  • the outer side in the tire radial direction refers to the side away from the rotation axis.
  • the inner side in the tire radial direction refers to the side approaching the rotation axis.
  • the regular rim described below refers to a “standard rim” defined in JATMA, a “Design Rim” defined in TRA, or a “Measuring Rim” defined in ETRTO.
  • the normal internal pressure is a “maximum air pressure” defined by JATMA. Alternatively, it may be the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined in TRA or “INFLATION PRESSURES” defined in ETRTO.
  • the maximum load is defined with respect to the normal internal pressure, and is defined in ETRTO.
  • the contact width described below refers to the maximum value of the linear distance in the tire width direction on the contact surface formed on the flat plate.
  • FIG. 1 shows a pneumatic tire (hereinafter simply referred to as a tire) 1 of the present embodiment.
  • the tire 1 is a competition pneumatic tire (S tire) having a tread pattern 2, and has a low flatness ratio of 55% or less and a rim diameter (tire inner diameter) of a rim to be mounted is 16 inches or more.
  • the numerical value (tire size) described on a tire as a tire width is 195 or more.
  • the tan ⁇ of the tread rubber is 0.30 or more at a temperature of 20 ° C.
  • FIG. 2 is a diagram of the profile of the tire 1 when the tire 1 is cut at a cut surface including the tire rotation axis of the tire 1 of the present embodiment.
  • the tire 1 has a carcass ply layer 3, a belt layer 4, and a pair of bead cores 5 as a skeleton material, and a tread rubber 6, a side rubber 7, and a bead filler rubber 8 around these skeleton materials.
  • the inner liner rubber 9 is mainly included.
  • the tire 1 includes a belt cover layer 10.
  • the first shoulder lug groove 41, the first lug groove 45, the second lug groove 47, the curved groove 51, the third lug groove 49, Two shoulder lug grooves 43 are shown in a state in which each includes them.
  • the carcass ply layer 3 is composed of two layers of an inner ply layer 3a and an outer ply layer 3b in which organic fibers are covered with rubber, which are wound between a pair of annular bead cores 5 to form a toroidal shape.
  • the organic fibers disposed on the inner ply layer 3a and the outer ply layer 3b extend in a different direction with respect to the tire width direction, and the inclination angle of the organic fibers is set so as to intersect between the two layers. Yes. This inclination angle is within a range of ⁇ 30 degrees with respect to the tire width direction.
  • an inner ply layer 3a disposed on the inner side in the tire radial direction on the tire center line CL and an outer ply layer 3b disposed on the outer side in the tire radial direction extend toward the inner side in the tire radial direction. It is wound around the bead core 5 and extends outward in the tire radial direction.
  • the inner ply layer 3a has an end portion at a position in the tire radial direction that is the same as the position in the tire radial direction at the front end of the bead filler 5 in the tire radial direction.
  • the outer ply layer 3 b is wound around the bead core 5, extends toward the outer side in the tire radial direction with respect to the end portion of the inner ply layer 3 a, and ends near the end of the belt layer 4.
  • a belt layer 4 including an inner belt layer 4a and an outer belt layer 4b is provided outside the carcass ply layer 3 in the tire radial direction.
  • the inner belt layer 4a and the outer belt layer 4b are coated with rubber on steel cords that are disposed at a predetermined angle, for example, 20 to 30 degrees, within the surface in which the belt layer 4 extends with respect to the tire circumferential direction. It is a member.
  • the width of the inner belt layer 4a in the tire width direction is wider than the width of the outer belt layer 4b in the tire width direction.
  • the inclination directions of the steel cords of the inner belt layer 4a and the outer belt layer 4b with respect to the tire circumferential direction are opposite to each other.
  • the inner side belt layer material 4a and the outer side belt layer 4b are crossing layers, and suppress the expansion of the carcass ply layer 3 due to the filled air pressure.
  • the inclination direction of the steel cord of the inner belt layer 4a with respect to the tire width direction is the same as the inclination direction of the organic fibers of the outer ply layer 3b adjacent to the inner belt layer 4a.
  • the belt cover layers 10 On the outer side in the tire radial direction of the belt layer 4, there are provided three belt cover layers 10 that cover the belt layer 4 from the outer side in the tire radial direction of the belt layer 4 and are coated with rubber on organic fibers extending in the tire circumferential direction. .
  • the two belt cover layers on the inner side in the tire radial direction are provided so as to cover the entire width of the outer belt layer 4b along the tire width direction.
  • the outermost layer located on the outer side in the tire radial direction is provided so as to cover the shoulder region including the end portion of the belt layer 4 in the tire width direction, and in the center region including the tire center line CL. Is not provided.
  • a tread rubber 6 is provided on the outer side of the belt cover layer 10 in the tire radial direction.
  • a portion where the tread rubber 6 of the tire 1 is provided is a tread portion.
  • Side rubber 7 is connected to both ends of the tread rubber 6 in the tire width direction to form side portions.
  • a rim cushion rubber member is provided at the inner end in the tire radial direction of the side rubber 7 and is in contact with a rim on which the tire 1 is mounted.
  • the bead core 5 is sandwiched between the portion of the carcass ply layer 3 before being wound around the bead core 5 and the portion of the carcass ply layer 5 after being wound around the bead core 5 on the outer side in the tire radial direction of the bead core 5.
  • a bead filler rubber 8 is provided.
  • An inner liner rubber 9 is provided on the inner surface of the tire 1 facing the tire cavity region filled with air surrounded by the tire 1 and the rim.
  • the tire 1 includes an inner bead reinforcing material 11 a sandwiched between the carcass ply layer 3 wound around the bead core 5 and the bead filler rubber 8, and a carcass ply layer 3 wound around the bead core 5.
  • the outer bead reinforcement 11b is provided.
  • the structure of the tire 1 shown in FIG. 2 is an example, and the tire 1 of the present embodiment may have a structure other than the structure shown in FIG.
  • the maximum thickness of the tread rubber 6 of the tire 1 which is the S tire of the present embodiment is preferably 3.5 to 8.5 mm, more preferably 4.5 to 6.5 mm.
  • FIG. 3 is a plan development view of the tread pattern 2 of the tire 1 of the present embodiment in an easy-to-understand manner.
  • the tire 1 having the tread pattern 2 can be suitably used as a competition tire.
  • the tire 1 of the present embodiment has the tread pattern 2 shown in FIG. 3 arranged in the tire circumferential direction.
  • a pitch variation may be applied to the tread pattern.
  • the tire 1 having the tread pattern 20 is designated in the tire width direction when the vehicle is mounted.
  • a portion of the tread pattern 2 arranged on the first side (indicated by IN in FIG. 3) inside the vehicle with the tire center line CL as a boundary is referred to as an inner region (first half-tread region) 20a.
  • a portion of the tread pattern 2 arranged on the second side (the side indicated by OUT in FIG. 3) that is the vehicle outer side is referred to as an outer region (second half-tread region) 20b.
  • the first side is simply referred to as the inner side
  • the second side is also referred to as the outer side.
  • the tire according to the present embodiment has an asymmetric position with respect to the tire center line CL in the tire width direction of the circumferential main groove.
  • Information on the direction of the direction that is, information on whether the first half-tread region faces inward or outward is preferably displayed, for example, by letters, symbols, or the like on the tire surface or the sidewall surface.
  • the tire 1 shown in FIG. 3 is mounted on the right wheel of the vehicle.
  • the tread pattern of the tire mounted on the left wheel of the vehicle has a mirror image relationship with the tread pattern 2 shown in FIG.
  • the tread pattern 2 mainly includes a circumferential main groove group, a first shoulder lug groove 41 and a second shoulder lug groove 43, and a plurality of first lug grooves 45 and a plurality of second lug grooves 47.
  • a circumferential main groove group mainly includes a circumferential main groove group, a first shoulder lug groove 41 and a second shoulder lug groove 43, and a plurality of first lug grooves 45 and a plurality of second lug grooves 47.
  • the circumferential main groove group includes three circumferential main grooves extending in the tire circumferential direction, that is, a first circumferential main groove 21, a second circumferential main groove 23, and a third circumferential main groove 25 ( Hereinafter, it simply includes the main groove 21, the main groove 23, and the main groove 25).
  • the first circumferential main groove 21 is provided in the inner region 20a
  • the second circumferential main groove 23 is located on the second side in the tire width direction with respect to the first circumferential main groove 21,
  • the inner circumferential region 20a or the tire center line CL is provided in the region
  • the third circumferential main groove 25 is provided in the outer region 20b.
  • the number of the circumferential grooves arranged in the outer region 20b is equal to or less than the number of the circumferential main grooves arranged in the inner region 20a, thereby suppressing outside-passing noise.
  • the second circumferential main groove 23 is provided in the inner region 20a, and the number of circumferential main grooves in the outer region 20b is smaller than the number of circumferential main grooves in the inner region 20a.
  • region 20b is equal to the number of the circumferential direction main grooves of the inner side area
  • the second circumferential main groove 23 being provided in the region of the tire center line CL means that the tire center line CL is on the region of the second circumferential main groove 23 or the second circumferential main groove 23. It means passing through the edge of the groove 23.
  • the groove wall facing the groove wall having the opening of the first lug groove 45 described later has an opening. It does not have and extends linearly over the entire circumference in the tire circumferential direction, and is opposed to a groove wall having an opening of a second lug groove 47 described later, out of a pair of groove walls of the second circumferential main groove 23. It is preferable that the groove wall to be formed does not have an opening and extends linearly over the entire circumference in the tire circumferential direction.
  • an average groove width Win that is an average of the groove widths W21 and W23 of the first circumferential main groove 21 and the second circumferential main groove 23, and a groove width Wout of the third circumferential main groove 25.
  • the ratio Wout / Win is 0.45 to 0.75.
  • the groove width of the circumferential groove is the length of the circumferential groove on the tread surface in the tire width direction, and is the groove width when the tire is new. When the ratio Wout / Win is less than 0.45, the drainage performance of the tire on the outer wheel side during wet turning is lowered, and wet steering stability is lowered.
  • the outer wheel tire is a tire mounted on the right side of the vehicle when the vehicle turns left, for example. Further, when the ratio Wout / Win exceeds 0.75, the vehicle outside noise becomes worse.
  • the ratio Wout / Win is preferably 0.5 to 0.7, particularly preferably 0.6.
  • the groove width W21 of the first circumferential main groove 21 and the groove width W23 of the second circumferential main groove 23 may be equal to or different from each other.
  • the groove depths in the first circumferential main groove 21, the second circumferential direction 23, and the third circumferential direction 25 are each preferably 3.0 to 6.5 mm.
  • the groove depth is less than 3.0 mm, the block rigidity of the tread rubber becomes excessively high, the sound generated when the tread rubber contacts the ground is increased, and the wet handling stability is further deteriorated.
  • the groove depth exceeds 6.5 mm, the block rigidity of the tread rubber is lowered, and the dry steering stability and the wet steering stability are lowered.
  • the groove depths in the first circumferential main groove 21, the second circumferential direction 23, and the third circumferential direction 25 are more preferably 3.5 to 6.5 mm, for example, 5.5 mm.
  • the groove widths W21 and W23 are 7.0 to 12.0 mm, and the groove width W25 is 3.8 to 8.0 mm.
  • the first circumferential main groove 21, the second circumferential direction with respect to the groove widths W21, W23, W25 of the first circumferential main groove 21, the second circumferential main groove 23, and the third circumferential main groove 25 The ratio of the groove depth of each of the main groove 23 and the third circumferential main groove 25 (groove width groove depth ratio) is preferably 70 to 130%, more preferably 90 to 110%. .
  • the circumferential main groove group preferably further includes a circumferential narrow groove 27 as shown in FIG.
  • the circumferential narrow groove 27 is located on the second side with respect to the third circumferential main groove 25 and is provided on the outer side in the tire width direction with respect to the third circumferential main groove 25. It extends in the circumferential direction.
  • the groove width W27 of the circumferential narrow groove 27 is narrower than the respective groove widths of the first circumferential main groove 21, the second circumferential main groove 23, and the third circumferential main groove 25, and is 2.5 mm or less. is there.
  • the outer region 20b may have a narrower groove width extending in the tire circumferential direction and a smaller number of grooves extending in the tire circumferential direction, and the groove area ratio may be smaller than the inner region 20a. For this reason, block rigidity tends to be high.
  • the circumferential narrow groove 27 is positioned in the region on the second side with respect to the third circumferential main groove 25, so that the block rigidity of the outer region 20b is optimized, and the inner region 20a and the outer region 20 The difference in block rigidity from the region 20b is kept small.
  • the groove width of the circumferential narrow groove 27 is preferably 3.0 mm or less, for example, 1.5 mm, from the viewpoint of improving tire noise performance. Further, the groove width of the circumferential narrow groove 27 is preferably 1.0 mm or more, for example, 1.5 mm, from the viewpoint of reducing the difference from the block rigidity of the inner region 20b.
  • W25, W27 are smaller in order of the first circumferential main groove 21 or the second circumferential main groove 23, the third circumferential main groove 25, and the circumferential narrow groove 27 from the viewpoint of improving tire noise performance. It is preferable.
  • the groove widths W21 and W23 are 7.0 to 12.0 mm
  • the groove width W25 is 3.8 to 8.0 mm
  • the groove width W27 is 2.0 to 3.0 mm.
  • the first shoulder land portion is provided on the first side with respect to the first circumferential main groove 21.
  • the plurality of first shoulder lug grooves 41 are provided at intervals in the tire circumferential direction.
  • the first shoulder lug groove 41 has one end 41a in the first shoulder land portion region 31 located on the first side which is the vehicle inner side with respect to the first circumferential main groove 21 in the inner region 20a. Opens at the tire ground contact end 22a, and the other end 41b extends toward the tire center line CL, that is, toward the second side, and closes in the region 31 of the first shoulder land portion.
  • the region 31 of the first shoulder land portion is a region extending in the tire circumferential direction defined by the first circumferential main groove 21 and the ground contact end 22a in the tire width direction in the tread pattern 2.
  • the second shoulder land portion is provided on the second side with respect to the third circumferential main groove 25.
  • the plurality of second shoulder lug grooves 43 are provided at intervals in the tire circumferential direction.
  • the second shoulder lug groove 43 is a tire on the one end 43b side in the region 33 of the second shoulder land portion located on the second side with respect to the third circumferential main groove 25 in the outer region 20b. It opens at the ground contact end 22b and extends toward the center line CL, that is, the first side on the other end 43a side, and closes in the region 33 of the second shoulder land portion.
  • the region 33 of the second shoulder land portion is a region extending in the tire circumferential direction defined by the third circumferential main groove 25 and the tire ground contact edge 22b in the tire width direction in the tread pattern 2. .
  • the first shoulder lug groove 41 and the second shoulder lug groove 43 at the end portions 41b and 43a opposite to the grounding ends 22a and 22b of the first shoulder lug groove 41 and the second shoulder lug groove 43, The sound emitted by the discharge of air in the first circumferential main groove 21 and the circumferential narrow groove 27 by being blocked in the first shoulder land region 31 and the second shoulder land region 33.
  • the grounding terminals 22a and 22b are determined as follows.
  • the ground contact ends 22a and 22b are end portions in the tire width direction of the ground contact surface when the tire 1 is assembled to a regular rim, filled with a regular internal pressure, and grounded on a horizontal plane under the condition that 88% of the regular load is a load load.
  • the normal load means “maximum load capacity” defined in JATMA, “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined in TRA, or “LOAD CAPACITY” defined in ETRTO.
  • the plurality of first lug grooves 45 are provided at intervals in the tire circumferential direction.
  • a lug groove including a shoulder lug groove refers to a groove having a groove width of 3.5 to 9.0 mm and a groove depth of 2.5 to 5.0 mm.
  • the first lug groove 45 has one end 45 a in the first circumferential main groove 21 in the first land portion region 35 defined by the first circumferential main groove 21 and the second circumferential main groove 23. It opens and the other end 45b is located in the area
  • first lug groove 45 extends from the first circumferential main groove 21 toward the second circumferential main groove 23 without being connected to the second circumferential main groove 23.
  • the plurality of second lug grooves 47 are provided at intervals in the tire circumferential direction.
  • the second lug groove 47 has one end 47 a at the second circumferential main groove 23 in the second land portion region 37 defined by the second circumferential main groove 23 and the third circumferential main groove 25.
  • the other end 47b is located in the region 37 of the second land portion. That is, the second lug groove 47 extends from the second circumferential main groove 23 toward the third circumferential main groove 25 without being connected to the third circumferential main groove 25. Blocks in the land region 37.
  • 23 and the second circumferential main groove 25 are not connected to the first land portion region 35 and the second land portion region 37, so that the first land portion region 35, the second land portion region 35, and the second land portion region 35.
  • a continuous land portion (rib) continuous in the tire circumferential direction is formed. Since the first lug groove 45 and the second lug groove 47 are not lug grooves that connect adjacent main grooves, the air column that causes the generation of sound formed in the lug grooves that connect adjacent main grooves. In comparison, the air column is shorter and the sound pressure is reduced, so that the noise of passing tires outside the vehicle is reduced.
  • the plurality of first lug grooves 45 and the plurality of second lug grooves 47 are provided so as to extend from one edge of the circumferential main groove edge to the land portion area on one side as described above. However, it may be provided so as to extend from both edges of the edge of the circumferential main groove to the region of the land portion on both sides.
  • a lug groove extending into the first land region 35 is provided in addition to the second lug groove 47 extending from the second circumferential main groove 23 into the second land region 37.
  • the lug groove may be provided so as to intersect with the second circumferential main groove 23 and both ends thereof are located in the first land portion region 35 and the second land portion region 37.
  • these aspects may be combined.
  • the lug grooves provided in the region of the land portion on the same side with respect to the circumferential main groove are preferably provided so as to be inclined in the same direction with respect to the tire width direction.
  • the lug groove is preferably curved or bent on either side in the tire circumferential direction.
  • it is preferable to determine the curved shape of the lug groove so as not to cause a so-called line contact state in which the entire edge of the lug groove contacts the road surface simultaneously when turning left and right.
  • the 1st lug groove 45 and the 2nd lug groove 47 incline largely with respect to a tire width direction rather than the 1st shoulder lug groove 41, and incline toward the same side of a tire peripheral direction from a tire width direction.
  • the second lug groove 47 preferably has a larger inclination angle (acute angle) with respect to the tire width direction than the first lug groove 45. That is, the direction of the second lug groove 47 is closer to the tire circumferential direction than the direction of the first lug groove 45.
  • the inclination angle of the first shoulder lug groove 41 is such that the center point of the portion where the first shoulder lug groove 41 intersects the ground contact end 22a and the outer side (second side) of the first shoulder lug groove 41.
  • the first shoulder lug groove 41 may be inclined with respect to the tire width direction or may not be inclined.
  • the inclination angle of the first lug groove 45 and the second lug groove 47 is an angle formed by a straight line connecting the center points of both ends in the extending direction of each groove and the tire width direction.
  • the pitch of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 is such that the inclination angle increases as the distance (pitch length) between the lug grooves adjacent in the tire circumferential direction increases. It is determined according to the length.
  • the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 may each be inclined clockwise or counterclockwise with respect to the tire width direction. .
  • the lug grooves adjacent in the tire width direction are preferably formed to have different inclination angles.
  • a steering angle may be generated such that the lug grooves are simultaneously in line contact with the road surface.
  • the inclining direction is the same between the lug grooves adjacent to each other in the tire width direction, that is, either the clockwise direction or the counterclockwise direction with respect to the tire width direction.
  • the inclination angle of the first shoulder lug groove 41 is preferably 0 to 7 degrees with respect to the tire width direction, and the inclination angle of the first lug groove 45 is preferably 15 to 50 degrees, respectively.
  • the inclination angles of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 are the same as those of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47. Smaller in order is preferred.
  • the inclination angle of the first shoulder lug groove 41 is the smallest and the inclination angle of the second lug groove 47 is the largest.
  • the slope angle is steeper as the lug groove is closer to the ground contact end, and the drainage performance is deteriorated.
  • the inclination angle of the second lug groove 47 is preferably 30 to 60 degrees. Thereby, wet steering stability improves.
  • the direction in which the first shoulder lug groove 41 is inclined may be different from the first lug groove 45 and the second lug groove 47.
  • the inclination angles of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 are, for example, 5 degrees and 45 degrees in the counterclockwise direction with respect to the tire width direction, respectively. Degree, 50 degrees.
  • the tread pattern 2 further includes a plurality of third lug grooves 49.
  • the plurality of third lug grooves 49 intersect with the circumferential narrow grooves 27 and are provided at intervals in the tire circumferential direction.
  • the maximum groove width Rin among the groove widths R41, R45, and R47 of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 is the third lug groove 49 and the second lug groove 49. It is preferable that it is larger than or equal to the maximum groove width Rout of the groove widths R49 and R43 of the shoulder lug grooves.
  • the groove widths R41, R43, R45, R47, and R49 are the lengths on the tread surface in the direction orthogonal to the extending direction of the lug grooves 41, 43, 45, 47, and 49. Say.
  • the groove widths R41, R45, and R47 may be equal to each other or different from each other.
  • the groove widths R49 and R43 may be equal to or different from each other.
  • the third lug groove 49 intersects the circumferential narrow groove 27, and both ends 49a and 49b are located in the third land region 39 and the second shoulder land region 33, respectively.
  • the third lug groove 49 is not connected to the groove extending in the tire circumferential direction at each end 49a, 49b in the tire width direction of the third lug groove 49. Block in the land area on both sides.
  • the third land region 39 is a region extending in the tire circumferential direction defined by the third circumferential main groove 25 and the circumferential narrow groove 27. More specifically, the third lug groove 49 is a curved groove that is convexly curved toward one side in the tire circumferential direction with respect to both ends thereof at a portion intersecting with the circumferential narrow groove 27.
  • the convex direction of the third lug groove (first curved groove) 49 is the inclination of the first lug groove 45 inclined from the tire width direction to the tire circumferential direction with the tire width direction as a boundary. This is the opposite direction. That is, the 3rd lug groove 49 is curving so that it may become convex toward the paper surface lower side of FIG. This prevents a so-called line contact state in which the entire edge of the lug groove contacts the road surface at the same time when turning left and right.
  • the groove depth of the third lug groove 49 may be different from or equal to the groove depth of the circumferential narrow groove 27.
  • the tread pattern 2 further has a plurality of fourth lug grooves 51.
  • the plurality of fourth lug grooves 51 are provided at intervals in the tire circumferential direction and intersect with the third circumferential main groove 25. Both ends of the fourth lug groove 51 in the tire width direction are not connected to the grooves extending in the tire circumferential direction, and the fourth lug groove 51 is located on both sides of the third circumferential main groove 25 in the tire width direction. It is preferable to block in the regions 37 and 39 of the part.
  • the fourth lug groove 51 is a curved groove (second curved groove) that is convex in the tire circumferential direction and is curved in the tread surface, but may not be a curved groove.
  • the convex direction of the second curved groove is the first lug groove inclined from the tire width direction to the tire circumferential direction with the tire width direction as a boundary. It is preferable that the direction of the inclination of 45 is the same. This makes it difficult for a so-called line contact state in which the entire edge of the lug groove simultaneously contacts the road surface when turning left and right. Note that only one of the third lug groove (first curved groove) 49 and the fourth lug groove (second curved groove) 51 may be curved and the other may not be curved.
  • the third lug groove (first curved groove) 49 and the fourth lug groove (second curved groove) 51 may not be provided in the tread pattern 2.
  • the third lug groove (first curved groove) 49 and the fourth lug groove (second curved groove) 51 are respectively connected at both ends 49a, 49b and both ends 51a, 51b with other adjacent circumferential grooves. It is preferable that it is located in the area
  • both ends 51 a and 51 b of the fourth lug groove (second curved groove) 51 are not connected to the second circumferential main groove 23 and the circumferential narrow groove 27, respectively, and the region of the second land portion 37, preferably located in the region 33 of the second shoulder land portion, and the fourth lug groove (second curved groove) is closed in the region of the land portion.
  • the third lug groove (first curved groove) 49 and the fourth lug groove (second curved groove) 51 have the same groove depth as the third circumferential main groove 25 and the circumferential narrow groove 27, respectively. It is preferable. Further, the groove widths R49 and R51 of the third lug groove (first curved groove) 49 and the fourth lug groove (second curved groove) 51 are the third circumferential main groove 25 and the circumferential thin line, respectively.
  • the groove 27 is preferably wider than the groove widths W25 and W27.
  • the groove area ratio Sin of the inner region 22a of the tread pattern 2 is 24 to 28%
  • the groove area ratio Sout of the outer region 20b is 12 to 16%, and preferably Sin> Sout.
  • the groove area ratios Sout and Sin are different when the pitch length, which is the distance between the lug grooves adjacent in the tire circumferential direction in the tread pattern 2, is different on the tire circumference, that is, in the tread pattern 2.
  • pitch variation it is represented by a groove area ratio in the entire circumference of the tire.
  • the groove area ratio refers to the ratio of the area of all the grooves included in the inner region 20a or the outer region 20b in the area of the inner region 20a or the outer region 20b when the tire is new.
  • the groove here includes a circumferential main groove, a circumferential narrow groove, a shoulder lug groove, and a lug groove, and is provided in a recessed region other than the groove (for example, in the shoulder land portion where the ground contact ends 20a and 20b are located). For example, a plurality of holes such as dimple holes).
  • the first circumferential main groove 21 and the second circumferential main groove 23 may be chamfered at the edge to which the first lug groove 45 and the second lug groove 47 are connected. In the case of chamfering, the groove area ratios Sin and Sout are calculated by including the chamfered tread surface region in the groove region.
  • ⁇ Passage outside noise can be suppressed because the groove area ratio Sout is smaller than Sin.
  • the groove area ratio Sin is less than 24% or the groove area ratio Sout is less than 12%, the wet steering stability is deteriorated and the hydroplaning performance is also deteriorated.
  • the groove area ratio Sin exceeds 28% or the groove area ratio Sout exceeds 16%, the cornering force on the dry road surface cannot be obtained, and the steering stability on the dry road surface is sufficiently improved. Can not.
  • the tire 1 of the present embodiment is attached to the vehicle while the tire 1 is inclined toward the vehicle side when the ground camber angle when the vehicle is stationary is in the range of ⁇ 1.5 to ⁇ 4.5 degrees.
  • the contact length in the tire circumferential direction at the edge of the circumferential main groove closer to the tire center line CL in the second circumferential main groove 23 and the third circumferential main groove 25 is the maximum contact length L. Is preferably 90% or more, more preferably 95% or more.
  • a rubber material is selected that has a high coefficient of friction with respect to the road surface because the tire 1 generates heat during traveling.
  • the exothermic property is evaluated using, for example, tan ⁇ of 60 ° C. by dynamic viscoelasticity measurement.
  • tan ⁇ at 60 ° C. is preferably 0.2 or more.
  • FIG. 4 is a diagram for explaining the details of the tire profile of the tire 1.
  • the tire profile is a tire cross section when the tire 1 is cut along a plane including the tire rotation axis.
  • the position of the tread surface that intersects the tire center line CL that is, the position of the tread surface on the tire center line CL, in the tire profile in a no-load condition where the tire 1 is mounted on a regular rim and the air pressure is 180 kPa is A.
  • B is the position of the tread surface that passes through the end (edge) of the belt layer 4, more specifically, the end of the inner belt layer 4a having a long belt width and intersects with the straight line P parallel to the tire radial direction.
  • the tire profile in the first half tread region and the second half tread region of the tread portion is formed by a straight line X connecting the positions A and B and a straight line Y drawn parallel to the tire width direction from the position A.
  • the tread profile line has an angle ⁇ of 3 degrees or more and 7 degrees or less.
  • the angle ⁇ is smaller than 3 degrees, the amount of depression of the tread profile of the shoulder region including the position B from the straight line Y, for example, the distance D in FIG. 4 at the position B becomes excessively small. The change is likely to increase with respect to the change in the slip angle.
  • the angle ⁇ exceeds 7 degrees, the amount of depression of the tread profile of the shoulder region including the position B from the straight line Y, for example, the distance D in FIG.
  • the angle formed between the straight line Y connecting the position A and the connection position C and the straight line Y is preferably 0.5 to 2.0 degrees.
  • the tire 1 is connected to the first profile region having the first curvature radius R1 across the tire center line CL on the tread surface and both ends of the first profile region. , Two second profile regions each having a second radius of curvature R2.
  • the tire width direction length TW from the tire center line CL to the position B, and the tire width direction length TW1 from the tire center line CL to the connection position C between the first profile area and the second profile area is preferably 0.5 to 0.65.
  • the first profile region and the second profile region are smoothly connected.
  • the first radius of curvature R1 is, for example, 1000 to 3000 mm
  • the second radius of curvature R2 is, for example, 100 to 350 mm.
  • the first radius of curvature R1 is larger than the second radius of curvature R2.
  • the first radius of curvature R1 is preferably 5.0 to 10.0 times the second radius of curvature R2. .
  • the boundary position C between the first profile region and the second profile region in the tread profile line is on the edge of the first circumferential main groove 21 or the first circumferential main groove 21; It is preferable to be on the circumferential narrow groove 27 or on the edge of the circumferential narrow groove 27.
  • the connection position C by arranging the connection position C, the change in the contact shape changes smoothly instead of abruptly at the connection position C where the radius of curvature on the tread surface changes. It can contribute to improvement of property.
  • a ratio TW / (SW / 2) between half of the total width SW of the tire 1 and the length TW in the tire width direction from the tire center line CL to the position B is 0.75 to 0.95.
  • the total width SW is the total width of the tire 1 that is attached to a regular rim and has an air pressure of 180 kPa under no-load conditions.
  • SW / 2 which is half of the total width SW is shown.
  • the ratio CP / SW between the road surface obtained by mounting on a regular rim, the air pressure of 180 kPa, and the load condition of 55% of the maximum load load and the ground contact width CP is 0.75 to 0.85.
  • the ratio CP / SW is smaller than 0.75, the wet steering stability is lowered, and when the ratio CP / SW is larger than 0.85, the vehicle outside noise increases.
  • the tire 1 has the tread pattern 2 and has an excellent wet handling stability as can be seen from the examples described later by setting the angle ⁇ shown in FIG. 4 to 3 degrees or more and 7 degrees or less. Passing noise can be reduced.
  • the ground contact width is widened to increase the dry maneuvering stability and the wet maneuvering stability, but on the other hand, the vehicle outside noise is extremely large.
  • the present applicant increases the angle ⁇ in order to reduce the vehicle outside noise in a racing tire having a low flatness ratio of 55% or less and a rim diameter to be mounted of 16 inches or more.
  • the inventors have found that by making the ground contact width relatively narrow, it is possible to reduce outside-passage noise and improve wet steering stability, and have conceived the pneumatic tire of the present invention.
  • Example ⁇ In order to confirm the effect of the tire 1 of this embodiment, various tires were produced.
  • the tire size of the produced tire is 325 / 30ZR20 102Y, and the used rim is 20 ⁇ 11.5JJ.
  • the air pressure was 180 kPa.
  • the rim-assembled tire was mounted on a vehicle with a high road index that can run on public roads and the following test was conducted.
  • As the manufactured tire structure the structure shown in FIG. 2 was used. The evaluation was made based on the magnitude of sound passing through the vehicle measured according to the tire noise test method defined in ECE R117-02 (ECE Regulation No. 117 Revision 2).
  • the maximum noise value (dB) (frequency range of 800 to 1200 Hz) in the noise measurement section when the test vehicle is run sufficiently before the noise measurement section, the engine is stopped in front of the section and coasting is performed.
  • dB the maximum noise value
  • the maximum noise value dB is the sound measured through the A characteristic frequency correction circuit using a stationary microphone installed at a height of 7.5 m laterally from the running center line and 1.2 m from the road surface at the midpoint in the noise measurement section. Pressure [dB (A)].
  • the driver performed a sensory evaluation while driving the test vehicle on a wet road surface having a water depth of 1 mm at an outdoor tire test site.
  • a difference from the vehicle exterior noise value of each example was obtained with reference to Comparative Example 1 described later.
  • the wet steering stability was expressed as a relative evaluation with respect to Comparative Example 1, with the evaluation of Comparative Example 1 described later as 100. The higher the value, the better the steering stability.
  • the evaluation items for wet steering stability are the height of lateral acceleration (cornering limit performance) and the ease of control of vehicle behavior at the start of slipping on the road surface of the tire (after the tire starts slipping after exceeding the cornering limit) Special emphasis was placed on convergence.
  • Table 1 below shows the specifications of Comparative Examples 1 to 3 and Examples 1 to 3.
  • Table 2 below shows the specifications of Comparative Examples 4 to 6 and Examples 5 to 7.
  • “the presence or absence of closing of the lug groove end portion” means that the first shoulder lug groove 41, the end portions 41b of the first lug groove 45 and the second lug groove 47, and the end portions 45b and 47b are closed ends. Indicates whether or not. In the case of absence, the end portions 41b, 45b, and 47b are open to the first circumferential groove 21, the second circumferential main groove 23, and the third circumferential main groove 25, respectively.
  • “groove depth (mm)” in Tables 1 and 2 represents the groove depths of the first circumferential main groove 21, the second circumferential main groove 23, and the third circumferential main groove 25. .
  • the first circumferential main groove 21, the second circumferential main groove 23, and the third circumferential main groove 25 have the same groove depth.
  • “Lug groove inclination angle (IN ⁇ OUT)” in Tables 1 and 2 represents the inclination angles of the first shoulder lug groove 41, the first lug groove 45, and the second lug groove 47 with respect to the tire width direction in order. .
  • the ratio Wout / Win is 0.4, which does not correspond to the tire 1 of the present embodiment.
  • the angle ⁇ is 2 degrees and does not correspond to the tire 1 of the present embodiment.
  • the angle ⁇ is 9 degrees and does not correspond to the tire 1 of the present embodiment.
  • the ends of the lug grooves (the first lug groove 45 and the second lug groove 47) are not closed. For this reason, the comparative example 3 does not correspond to the tire 1 of this embodiment.
  • the first shoulder lug groove 41, the first lug groove 45, and the end portions 41 b, the end portions 45 b and the end portions 47 b of the second lug grooves 47 are the first circumferential main groove 21, the second lug groove 47.
  • the circumferential main groove 23 and the third circumferential main groove 25 are opened.
  • the comparative example 4 does not correspond to the tire 1 of this embodiment.
  • Comparative Examples 5 and 6 do not correspond to the tire 1 of the present embodiment because the ratio Wout / Win is 0.4 and 0.8.

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  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

La présente invention concerne un pneumatique doté : d'une ligne de profil de bande de roulement de sorte que, lorsqu'il est monté sur une jante normale et dans un profil de pneu dans un état non chargé à pression d'air de 180 kPa, un angle (β) formé par une ligne (X) reliant une position (A) et une position (B) et une ligne (Y) dessinée à partir de la position (A) parallèlement à la direction de la largeur du pneu est supérieur ou égal à 3 degrés et inférieur ou égal à 7 degrés, la position (A) étant sur une surface de la partie de bande de roulement croisant une ligne centrale du pneu, et la position (B) étant sur la surface de bande de roulement qui traverse un bord de la couche de ceinture et qui croise une ligne (P) parallèle à la direction du rayon de pneu ; et d'un motif de bande de roulement comprenant un groupe de rainures principales circonférentielles comprenant trois rainures principales circonférentielles s'étendant dans une direction circonférentielle de pneu et chacune ayant une profondeur de rainure entre 3 et 6,5 mm, l'orientation de la direction de la largeur de pneu, lorsqu'il est monté sur le véhicule, étant indiquée.
PCT/JP2014/059995 2013-04-18 2014-04-04 Pneumatique WO2014171353A1 (fr)

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WO2016056505A1 (fr) * 2014-10-09 2016-04-14 横浜ゴム株式会社 Pneumatique
JP2017043207A (ja) * 2015-08-26 2017-03-02 住友ゴム工業株式会社 空気入りタイヤ
EP3290235A1 (fr) * 2016-09-01 2018-03-07 Sumitomo Rubber Industries, Ltd. Pneumatique
CN108501622A (zh) * 2018-06-13 2018-09-07 安徽佳通乘用子午线轮胎有限公司 一种提升湿地性能的uhp轮胎
JP2019093760A (ja) * 2017-11-17 2019-06-20 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP2019093759A (ja) * 2017-11-17 2019-06-20 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP2019093757A (ja) * 2017-11-17 2019-06-20 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP2020172152A (ja) * 2019-04-09 2020-10-22 横浜ゴム株式会社 空気入りタイヤ
JP2020196347A (ja) * 2019-06-03 2020-12-10 横浜ゴム株式会社 空気入りタイヤ
CN112078307A (zh) * 2020-07-30 2020-12-15 北京多贝力轮胎有限公司 一种特巨型轮胎预硫化环形胎冠及其制备方法与应用
US20210276370A1 (en) * 2018-07-03 2021-09-09 The Yokohama Rubber Co., Ltd. Pneumatic tire
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WO2016056506A1 (fr) * 2014-10-09 2016-04-14 横浜ゴム株式会社 Bandage pneumatique
JP2017043207A (ja) * 2015-08-26 2017-03-02 住友ゴム工業株式会社 空気入りタイヤ
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EP3290235A1 (fr) * 2016-09-01 2018-03-07 Sumitomo Rubber Industries, Ltd. Pneumatique
JP2019093760A (ja) * 2017-11-17 2019-06-20 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP2019093759A (ja) * 2017-11-17 2019-06-20 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
JP2019093757A (ja) * 2017-11-17 2019-06-20 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
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