WO2014196409A1 - タイヤ - Google Patents
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- WO2014196409A1 WO2014196409A1 PCT/JP2014/063915 JP2014063915W WO2014196409A1 WO 2014196409 A1 WO2014196409 A1 WO 2014196409A1 JP 2014063915 W JP2014063915 W JP 2014063915W WO 2014196409 A1 WO2014196409 A1 WO 2014196409A1
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- WIPO (PCT)
- Prior art keywords
- land portion
- tire
- width direction
- depth
- center
- Prior art date
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Classifications
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- 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
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
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- 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
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- 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
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- 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
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- 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
- B60C2011/0334—Stiffness
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- 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
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- 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
- B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
- B60C2011/0367—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by depth
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- 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
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- 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
- B60C2011/129—Sipe density, i.e. the distance between the sipes within the pattern
- B60C2011/1295—Sipe density, i.e. the distance between the sipes within the pattern variable
Definitions
- the present invention relates to a tire.
- the contact area of the tire is increased.
- a method for increasing the contact area of the tire there are known a method of increasing the length in the width direction of the tread surface, a method of reducing the area of the groove portion, and a method of increasing the depth of the groove provided on the tread surface of the tire. It has been.
- a method for improving the wear performance of a tire a method of increasing the rigidity of a land portion (block) formed on a tread surface of the tire is known.
- the “tread volume” is calculated by the product of the above-mentioned ground contact area and the above-mentioned groove depth.
- the rigidity of the land portion formed on the tire tread is required to increase the rigidity of the land portion formed on the tire tread.
- the rigidity of the land portion can be increased, but as a result, the ICE performance decreases.
- rolling performance can be improved by reducing the “tread volume”, but as a result, both ICE performance and wear performance are reduced.
- the present invention has been made in view of the above-described problems, and an object thereof is to provide a tire that improves wear performance and rolling performance while maintaining ICE performance.
- a first feature of the present invention is a tire having a plurality of land portions partitioned by a circumferential groove extending in a tire circumferential direction and a width direction groove extending in a tire width direction in a tread portion, As a portion, a center land portion disposed at a position closest to the tire equator line, and a shoulder land portion disposed at a position farthest from the tire equator line outside the center land portion in the tire width direction.
- the length of the tread portion in the tire width direction is configured to be 60% to 95% of the length of the tire in the tire width direction
- the sipe density in the center land portion Is summarized as being configured to be larger than the sipe density in the shoulder land portion.
- the tire further includes a second land portion that is adjacent to the center land portion on the outer side in the tire width direction and is located closer to the center land portion than the shoulder land portion.
- the sipe density in the land portion may be configured to be larger than the sipe density in the shoulder land portion.
- the sipe density in the center land portion may be configured to be larger than the sipe density in the second land portion.
- channel in the said center land part may be comprised so that it may become larger than the depth of the said width direction groove
- channel in the said 2nd land part may be comprised so that it may become larger than the depth of the said width direction groove
- 1 is a plan view of a part of a tread surface in a tire according to a first embodiment of the present invention.
- 1 is a plan view of a part of a tread surface in a tire according to a first embodiment of the present invention.
- FIG. 1 shows a sectional view in the tire radial direction of a tire 1 according to the present embodiment
- FIG. 2 shows a plan view of a part of a tread surface in the tire 1 according to the present embodiment.
- a winter tire that needs to maintain ICE performance will be described as the tire 1, but the present invention is not limited to a winter tire and can also be applied to a summer tire.
- the length of the tread portion 2 in the tire width direction W is configured to be 60% to 95% of the length of the tire 1 in the tire width direction W. May be. According to such a configuration, it is possible to improve wear performance and rolling performance at low cost.
- the length of the tread portion 2 in the tire width direction W is smaller than 60% of the length of the tire 1 in the tire width direction W, a sufficient contact area of the tire 1 cannot be ensured, and the wear performance. And ICE performance will be degraded. If the length of the tread portion 2 in the tire width direction W is greater than 95% of the length of the tire 1 in the tire width direction W, sufficient rolling performance cannot be ensured.
- the tread portion 2 has tread rubbers 21 and 22.
- the tread rubber 21 may be a foam rubber having a low loss and a low foaming rate
- the tread rubber 22 may be a rubber having a low loss.
- tread rubber 21 By using the tread rubber 21, wear performance and rolling performance can be improved. Moreover, rolling performance can be improved by using this tread rubber 22.
- the tread rubbers 21 and 22 may be rubbers having the same properties. That is, both the tread rubbers 21 and 22 may be foamed rubber.
- the tire 1 according to the present embodiment is partitioned in the tread portion 2 by a circumferential groove 50 extending in the tire circumferential direction L and a widthwise groove 60 extending in the tire width direction W.
- a plurality of land portions 70A to 70C are provided.
- the tire circumferential direction L is a circumferential direction centered on the tire rotation axis
- the tire width direction W is a direction parallel to the tire rotation axis.
- the depth of the width direction groove 60 is preferably 75% to 100% of the thickness of the tread portion 2, and 85% of the thickness of the tread portion 2. % To 95% is more preferable. According to such a configuration, the wear performance can be improved.
- the land portion 70 ⁇ / b> A is a land portion (center land portion) in the center rib disposed at a position closest to the tire equator line CL, and the land portion 70 ⁇ / b> B has a tire width direction W It is a land portion (second land portion) in a second rib adjacent to the land portion 70A on the outside, and the land portion 70C is disposed at a position farthest from the tire equator line CL outside the land portion 70A in the tire width direction W. It is a land portion (shoulder land portion) in the shoulder rib.
- the land portion 70 ⁇ / b> C is adjacent to the land portion 70 ⁇ / b> B on the outer side in the tire width direction W.
- the tire 1 according to the present embodiment includes a plurality of land portions 70A, a plurality of land portions 70B, and a plurality of land portions 70C along the tire circumferential direction L. It has been.
- one center rib, two second ribs, and two shoulder ribs are formed (example in FIG. 2), and two center ribs, two second ribs, and two shoulder ribs are formed.
- An example in which is formed is described.
- the present invention is not limited to these examples, and can be applied to tires having other rib configurations.
- the land portions 70A to 70C viewed along the direction perpendicular to the tread surface may be rectangular as shown in FIGS. 2 and 3, or may be parallelograms, arrow feathers, etc. Other shapes may be used.
- a plurality of sipes 80 are formed in the land portions 70A to 70C.
- the plurality of sipes 80 are grooves designed to close when the tire 1 contacts the ground.
- the depth of the width direction groove 60 in the central region CEN in the tire width direction W is such that the width direction groove 60 in the shoulder region SHO on the outer side in the tire width direction W than the central region CEN. It is configured to be larger than the depth.
- land portions 70A and 70B are disposed in the central region CEN, and the land portion 70C is disposed in the shoulder region SHO. Has been placed.
- the depth of the width direction groove 60 in the land portion 70A may be configured to be larger than the depth of the width direction groove 60 in the land portion 70B.
- the depth of the width direction groove 60 in the land portion 70B may be configured to be larger than the depth of the width direction groove 60 in the land portion 70C.
- the depth of the width direction groove 60 in the central region CEN and the depth of the width direction groove 60 in the shoulder region SHO may be configured to fall within a range of 7.0 mm to 8.9 mm. .
- the rigidity in the shoulder region SHO can be increased by increasing the distance between the sipes 80 in the tire circumferential direction L or decreasing the depth of the widthwise groove 60. .
- the sipe density in the land portion 70A may be configured to be larger than the sipe density in the land portions 70B and 70C disposed outside the land portion 70A in the tire width direction W.
- the sipe density in the land portion 70B may be configured to be larger than the sipe density in the land portion 70C arranged outside the land portion 70A and the land portion B in the tire width direction W.
- the sipe density is obtained by dividing the sum of the lengths of the sipes 80 in the land portions 70A to 70C (the length of a straight line in the case of a curve or the like) by the area of the treads of the land portions 70A to 70C. It is the value.
- the sipe density in the land portion 70A may be configured to be 110% to 500% of the sipe density in the land portion 70C.
- the sipe density in the land portion 70B may be configured to be 100% to 130% of the edge component per unit length in the tire circumferential direction L in the land portion 70C.
- the sipe density in the land portion 70A may be configured to be 100% to 500% of the sipe density in the land portion 70B.
- the total number of edges per unit length U in the tire circumferential direction L in the land portions 70A and 70B is the tire circumference in the land portion 70C disposed outside the land portions 70A and 70B in the tire width direction W. It may be configured to be larger than the total number of edges per unit length U in the direction L.
- the total number of edges per unit length U in the tire circumferential direction L in the land portion 70A is the unit length in the tire circumferential direction L in the land portion 70B disposed outside the land portion 70A in the tire width direction W. You may be comprised so that it may become more than the sum total of the number of edges per U.
- the total number of edges per unit length U in the tire circumferential direction L in the land portion 70A is 110% to 500% of the total number of edges per unit length in the tire circumferential direction L in the land portion 70C. It may be configured.
- the total number of edges per unit length U in the tire circumferential direction L in the land portion 70B is 100% to 300% of the total number of edges per unit length in the tire circumferential direction L in the land portion 70C. It is configured.
- the sipe amount is gradually reduced from the land portion 70B in the second rib toward the land portion 70C in the shoulder rib without reducing the sipe amount in the land portion 70A in the center rib. Yes.
- ICE performance can be maintained, suppressing uneven wear and improving wear performance.
- the depth of the widthwise groove 60 between the land portions 70B in the second is smaller than the depth of the widthwise groove 60 between the land portions 70A in the center rib. . Therefore, uneven wear can be suppressed in the entire region from the land portion 70A in the center rib to the land portion 70B in the second rib without significantly reducing the tread volume. Therefore, in the region from the land portion 70A in the center rib to the land portion 70B in the second rib, the wear performance can be improved while maintaining the ICE performance.
- the depth of the widthwise groove 60 between the land portions 70C in the shoulder rib is smaller than the depth of the widthwise groove 60 between the land portions 70B in the second rib. Therefore, uneven wear can be suppressed in the entire region from the land portion 70B in the second rib to the land portion 70C in the shoulder rib without significantly reducing the tread volume. Accordingly, the wear performance can be improved while maintaining the ICE performance in the region from the land portion 70B in the second rib to the land portion 70C in the shoulder rib.
- the depth of the widthwise groove 60 gradually decreases from the land portion 70A in the center rib toward the land portion 70C in the shoulder rib. Therefore, uneven wear can be suppressed in the entire region of the tread portion without significantly reducing the tread volume. Therefore, the wear performance can be improved while maintaining the ICE performance in the entire region from the land portion 70A in the center rib to the land portion 70C in the shoulder rib.
- the wear amount in the land portion 70A in the center rib tends to be larger than the wear amount in the land portion 70C in the shoulder rib.
- the rigidity of the land portion 70C in the shoulder rib is made higher than the rigidity of the land portion 70A in the center rib.
- the wear amount in the land portion 70A in the center rib tends to be larger than the wear amount in the land portion 70B in the second rib.
- the sipe density of the land portion 70B in the second rib is smaller than the land portion 70A in the center rib, or the width direction groove 60 The depth is getting smaller.
- the rigidity of the land portion 70B in the second rib can be made higher than the rigidity of the land portion 70A in the center rib.
- the sipe density of the land portion 70 in the second rib may be smaller and the depth of the width direction groove 60 may be smaller than the land portion 70A in the center rib.
- the wear amount in the land portion 70B in the second rib tends to be larger than the wear amount in the land portion 70C in the shoulder rib.
- the sipe density of the land portion 70C in the shoulder rib is smaller than the land portion 70B in the second rib, or the depth of the width direction groove 60 is increased. Is getting smaller.
- the rigidity of the land portion 70C in the shoulder rib can be made higher than the rigidity of the land portion 70B in the second rib.
- the degree to which the amount of wear at the land portion 70B in the second rib becomes larger than the amount of wear at the land portion 70C in the shoulder rib can be reduced.
- the sipe density of the land portion 70C in the shoulder rib may be smaller and the depth of the width direction groove 60 may be smaller than the land portion 70B in the second rib.
- the sipe density is gradually reduced from the land portion 70A in the center rib toward the land portion 70C in the shoulder rib, or the depth of the width direction groove 60 is decreased.
- the rigidity of the land portion 70B in the second rib is made higher than the land portion 70A in the center rib
- the rigidity of the land portion 70C in the shoulder rib is made higher than the land portion 70B in the second rib. it can.
- occurrence of uneven wear of the tire 1 can be suppressed. Therefore, the wear performance of the entire tire 1 can be improved.
- the sipe density may be gradually reduced from the land portion 70A in the center rib toward the land portion 70C in the shoulder rib, and the depth of the width direction groove 60 may be reduced.
- the rigidity of the land portion 70C in the shoulder rib is increased. Therefore, the edge pressure and the ground contact area in the land portion 70C in the shoulder rib can be increased. As a result, the ICE performance (braking performance on ice and snow) that decreases by reducing the edge component of the land portion 70C in the shoulder rib can be complemented. In general, a large force is applied to the land portion 70 ⁇ / b> C in the shoulder rib at the time of braking, and the collapse is likely to occur. Therefore, it can be said that the tire 1 of the present embodiment described above is a suitable form in order to achieve the effect of complementing the decrease in ICE performance.
- the sipe density gradually decreases from the land portion 70A in the center rib toward the land portion 70C in the shoulder rib, or the width direction groove.
- the depth of 60 becomes smaller.
- the rigidity of the land portion 70B in the second rib is made higher than the land portion 70A in the center rib
- the rigidity of the land portion 70C in the shoulder rib is made higher than the land portion 70B in the second rib. it can.
- the edge pressure and the ground contact area in the land portion 70C in the second rib are larger than the land portion 70A in the center rib, and the land portion 70B in the second rib.
- the edge pressure and the ground contact area in the land portion 70C in the shredder rib are large.
- a larger force is applied to the land portion 70B in the second rib than the land portion 70A in the center rib during braking, and the land in the shoulder rib is larger than the land portion 70B in the second rib.
- a large force is applied to the portion 70C during braking. That is, the land portion 70A, the land portion 70B, and the land portion 70C are subjected to a large force in this order, and are likely to fall over. Therefore, according to the configuration of the land portion 70A, the land portion 70B, and the land portion 70C according to the above-described embodiment, as described above, the tire 1 as a whole can improve the wear performance while maintaining the ICE performance. The effect of being able to be produced.
- the length of the tread portion 2 in the tire width direction W is reduced while the sipe amount in each land portion 70A to 70C is adjusted, that is, for each portion. It is different. Therefore, although the ground contact area of the tire 1 is reduced, by increasing the rigidity of the land portion, it is possible to prevent the land portion from falling down and prevent a decrease in the ground contact area, and to increase the edge pressure of the land portion. Can do. Therefore, ICE performance can be maintained.
- the length of the tread portion 2 in the tire width direction W is reduced, while the depth of the width direction groove in each land portion 70A to 70C is adjusted. , Different parts. Therefore, although the ground contact area of the tire 1 is reduced, the edge pressure can be increased, so that the ICE performance can be maintained.
- the ICE performance can be improved, but the wear performance and the rolling performance are somewhat deteriorated.
- the rigidity of the land portions 70A to 70C can be partially increased. Performance degradation can be compensated.
- the rigidity of the land portions 70A to 70C is partially increased by adjusting the depth of the width direction groove 60 in each of the land portions 70A to 70C, that is, by changing the depth for each portion. Therefore, the deterioration of the wear performance and rolling performance described above can be compensated.
- the sipe density is increased from the land portion 70A in the center rib to the land portion 70C in the shoulder rib via the land portion 70B in the second rib. It is getting smaller gradually. Therefore, the rigidity of the land portion 70B in the second rib is higher than that of the land portion 70A in the center rib, and the rigidity of the land portion 70C in the shoulder rib is higher than that of the land portion 70B in the second rib.
- the ICE performance (brake performance on ice and snow) is deteriorated due to the decrease of the edge component. Further, since a larger force is applied during braking, the rigidity of the blocks constituting the land portion is still insufficient only by reducing the sipe density.
- the reduction of sipes means that the part where the sipes were located is replaced with the land part, the contact area between the land part and the ground can be increased.
- the ICE performance that decreases due to the reduction of the edge component due to the sipes of the land portion 70B in the second rib and the land portion 70C in the shredder rib is complemented by the increased edge pressure by the land portion. can do.
- the rigidity of the land portion 70B in the second rib and the land portion 70C in the shredder rib is greatly increased. Therefore, even if a large force is applied to the land portion 70B in the second rib and the land portion 70C in the shoulder rib at the time of braking, it is possible to suppress the occurrence of collapse of each block constituting the land portion.
- the ICE performance is improved by at least one of partially reducing the sipe density and partially reducing the depth of the width direction groove. While maintaining, wear performance and rolling performance can be improved.
- Example 1 a tire configured such that the sipe density in the land portion 70A is larger than that in the land portion 70B / 70C was used.
- Example 2 uses a tire configured such that the sipe density in the land portion 70A is larger than the land portion 70B / 70C and the sipe density in the land portion 70B is larger than the sipe density in the land portion 70C. It was.
- Example 3 a tire configured such that the depth of the widthwise groove in the land portion 70A is larger than that of the land portion 70B / 70C was used. Moreover, as Example 4, the depth of the width direction groove
- Example 6 the sipe density in the land portion 70A is larger than that in the land portion 70B / 70C, the depth of the width direction groove in the land portion 70A is larger than that in the land portion 70B / 70C, and the sipe in the land portion 70B is used.
- a tire is used in which the density is larger than the sipe density in the land portion 70C and the depth of the widthwise groove in the land portion 70B is larger than the depth of the widthwise groove in the land portion 70C.
- Tables 1 and 2 show the results of the above test.
- the evaluation results of ICE performance, wear performance, and rolling performance are each displayed as an index. The larger the index, the better the ICE performance, wear performance and rolling performance.
- the present invention can be applied to tires that improve wear performance and rolling performance while maintaining ICE performance.
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Abstract
Description
図1乃至図3を参照して、本発明の第1の実施形態に係るタイヤ1について説明する。
Claims (14)
- トレッド部において、タイヤ周方向に延びる周方向溝及びタイヤ幅方向に延びる幅方向溝によって区画化された複数の陸部を有するタイヤであって、
前記複数の陸部として、タイヤ赤道線に最も近い位置に配置されているセンター陸部と、前記センター陸部よりも前記タイヤ幅方向外側において前記タイヤ赤道線に最も遠い位置に配置されているショルダー陸部とを具備しており、
前記タイヤ幅方向における前記トレッド部の長さは、前記タイヤ幅方向における前記タイヤの長さの60%~95%となるように構成されており、
前記センター陸部内におけるサイプ密度は、前記ショルダー陸部内におけるサイプ密度よりも大きくなるように構成されていることを特徴とするタイヤ。 - 前記タイヤ幅方向外側において前記センター陸部に隣接すると共に、前記ショルダー陸部よりも前記センター陸部側に位置するセカンド陸部を更に有しており、
前記セカンド陸部内におけるサイプ密度は、前記ショルダー陸部内におけるサイプ密度よりも大きくなるように構成されていることを特徴とする請求項1に記載のタイヤ。 - 前記タイヤ幅方向外側において前記センター陸部に隣接すると共に、前記ショルダー陸部よりも前記センター陸部側に位置するセカンド陸部を更に有しており、
前記センター陸部内におけるサイプ密度は、前記セカンド陸部内におけるサイプ密度よりも大きくなるように構成されていることを特徴とする請求項1に記載のタイヤ。 - 前記センター陸部内におけるサイプ密度は、前記セカンド陸部内におけるサイプ密度よりも大きくなるように構成されていることを特徴とする請求項2に記載のタイヤ。
- 前記タイヤ幅方向の中央領域における前記幅方向溝の深さは、前記中央領域よりも前記タイヤ幅方向の外側のショルダー領域における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項1に記載のタイヤ。
- 前記タイヤ幅方向の中央領域における前記幅方向溝の深さは、前記中央領域よりも前記タイヤ幅方向の外側のショルダー領域における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項2に記載のタイヤ。
- 前記タイヤ幅方向の中央領域における前記幅方向溝の深さは、前記中央領域よりも前記タイヤ幅方向の外側のショルダー領域における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項3に記載のタイヤ。
- 前記タイヤ幅方向外側において前記センター陸部に隣接すると共に、前記ショルダー陸部よりも前記センター陸部側に位置するセカンド陸部を更に有しており、
前記センター陸部内における前記幅方向溝の深さは、前記セカンド陸部内における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項1に記載のタイヤ。 - 前記センター陸部内における前記幅方向溝の深さは、前記セカンド陸部内における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項2に記載のタイヤ。
- 前記センター陸部内における前記幅方向溝の深さは、前記セカンド陸部内における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項3に記載のタイヤ。
- 前記タイヤ幅方向外側において前記センター陸部に隣接すると共に、前記ショルダー陸部よりも前記センター陸部側に位置するセカンド陸部を更に有しており、
前記セカンド陸部内における前記幅方向溝の深さは、前記ショルダー陸部内における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項1に記載のタイヤ。 - 前記セカンド陸部内における前記幅方向溝の深さは、前記ショルダー陸部内における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項2に記載のタイヤ。
- 前記セカンド陸部内における前記幅方向溝の深さは、前記ショルダー陸部内における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項3に記載のタイヤ。
- 前記セカンド陸部内における前記幅方向溝の深さは、前記ショルダー陸部内における前記幅方向溝の深さよりも大きくなるように構成されていることを特徴とする請求項5に記載のタイヤ。
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US14/895,971 US20160114629A1 (en) | 2013-06-05 | 2014-05-27 | Tire |
RU2015156220A RU2626446C2 (ru) | 2013-06-05 | 2014-05-27 | Шина |
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US (1) | US20160114629A1 (ja) |
EP (1) | EP3006233B1 (ja) |
JP (1) | JP5690375B2 (ja) |
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EP3375640A4 (en) * | 2015-11-12 | 2018-10-31 | Bridgestone Corporation | Tire |
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WO2022254751A1 (ja) | 2021-05-31 | 2022-12-08 | 株式会社ブリヂストン | ゴム組成物及びタイヤ |
WO2022254750A1 (ja) | 2021-05-31 | 2022-12-08 | 株式会社ブリヂストン | ゴム組成物及びタイヤ |
WO2022254749A1 (ja) | 2021-05-31 | 2022-12-08 | 株式会社ブリヂストン | 加硫ゴム組成物及びタイヤ |
WO2022270122A1 (ja) | 2021-06-22 | 2022-12-29 | 株式会社ブリヂストン | 加硫ゴム組成物及びタイヤ |
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EP3157764B1 (en) | 2014-06-19 | 2019-08-28 | Pirelli Tyre S.p.A. | Car tyre |
CN107428206B (zh) * | 2015-03-23 | 2019-08-02 | 株式会社普利司通 | 轮胎 |
JP6834190B2 (ja) * | 2016-06-27 | 2021-02-24 | 住友ゴム工業株式会社 | タイヤ |
JP6299823B2 (ja) * | 2016-08-31 | 2018-03-28 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP6428872B1 (ja) * | 2017-08-02 | 2018-11-28 | 横浜ゴム株式会社 | 空気入りタイヤ |
WO2019145656A1 (fr) * | 2018-01-28 | 2019-08-01 | Compagnie Generale Des Etablissements Michelin | Pneumatique |
JP7031348B2 (ja) * | 2018-02-14 | 2022-03-08 | 横浜ゴム株式会社 | 空気入りタイヤ |
JP2021059312A (ja) * | 2019-10-09 | 2021-04-15 | 株式会社ブリヂストン | タイヤ・ホイール組立体 |
DE202019106882U1 (de) * | 2019-12-10 | 2020-03-09 | Apollo Tyres Global R&D B.V. | Reifenlauffläche |
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EP3006233A4 (en) | 2016-06-29 |
CN105263727B (zh) | 2017-09-26 |
RU2015156220A (ru) | 2017-07-17 |
CN105263727A (zh) | 2016-01-20 |
US20160114629A1 (en) | 2016-04-28 |
EP3006233A1 (en) | 2016-04-13 |
JP2015006807A (ja) | 2015-01-15 |
EP3006233B1 (en) | 2019-07-24 |
RU2626446C2 (ru) | 2017-07-27 |
JP5690375B2 (ja) | 2015-03-25 |
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