WO2021130879A1 - Bande de roulement pour performances équilibrées - Google Patents

Bande de roulement pour performances équilibrées Download PDF

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Publication number
WO2021130879A1
WO2021130879A1 PCT/JP2019/050743 JP2019050743W WO2021130879A1 WO 2021130879 A1 WO2021130879 A1 WO 2021130879A1 JP 2019050743 W JP2019050743 W JP 2019050743W WO 2021130879 A1 WO2021130879 A1 WO 2021130879A1
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WO
WIPO (PCT)
Prior art keywords
contact element
sub
tread
contact
depth
Prior art date
Application number
PCT/JP2019/050743
Other languages
English (en)
Inventor
Kiyoteru Ando
Original Assignee
Compagnie Generale Des Etablissements Michelin
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 Compagnie Generale Des Etablissements Michelin filed Critical Compagnie Generale Des Etablissements Michelin
Priority to PCT/JP2019/050743 priority Critical patent/WO2021130879A1/fr
Publication of WO2021130879A1 publication Critical patent/WO2021130879A1/fr

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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
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B60C11/124—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern inclined with regard to a plane normal to the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1209—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe straight at the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C2011/133—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising recesses

Definitions

  • the present invention relates to a tread for a tire, in particular to a tread for a tire for compromising better among on snow, on ice and on wet performances.
  • WO2014102039 discloses a tire having a depression (a concavity) delimited by a cover layer made of a material having an elastic modulus higher than an elastic modulus of a rubber material of which the tread being made.
  • JP2012-106707 discloses a tire having a concave section being arranged on a wall face at one lug groove side as to open to both wall faces to a circumferential main groove.
  • JP2005-255097 discloses a tire having a fine groove provided on a wall face of a block extending along a lateral groove for improving hear-toe wear by absorbing contact pressure of the block via the fine groove.
  • JP2011-218831 discloses a tire having a block divided into a first block responsible for increasing ground contact area and a second block responsible for increasing edge pressure for improving ice performance.
  • a “radial direction/orientation” is a direction/orientation perpendicular to axis of rotation of the tire. This direction/orientation corresponds to thickness orientation of the tread.
  • An “axial direction/orientation” is a direction/orientation parallel to axis of rotation of the tire.
  • a “circumferential direction/orientation” is a direction/orientation which is tangential to any circle centered on axis of rotation. This direction/orientation is perpendicular to both the axial direction/orientation and the radial direction/orientation.
  • a “tire” means all types of elastic tire whether or not subjected to an internal pressure.
  • a “tread” of a tire means a quantity of rubber material bounded by lateral surfaces and by two main surfaces one of which is intended to come into contact with ground when the tire is rolling.
  • a “groove” is a space between two rubber faces/sidewalls which do not contact between themselves under usual rolling condition connected by another rubber face/ bottom.
  • a groove has a width and a depth.
  • An “incision”, also referred to as a “sipe” is a narrow cutout formed toward radially inwardly from a surface of a tread made by, for example a thin blade having a shape like a knife blade.
  • a width of the incision at the surface of the tread is narrower than a groove, for example less than or equal to 2.0mm. this incision may, different from the groove, be partly or completely closed when such the incision is in a contact patch and under usual rolling condition.
  • a “contact patch” is a footprint of a tire mounted onto its standard rim as identified in tire standards such as ETRTO, JATMA or TRA, and inflated at its nominal pressure and under its nominal load.
  • a “width TW” of a contact face is a maximum contact width of the contact patch along with an axis of rotation of the tire.
  • the present invention provides a tread for a tire having a contact face intended to come into contact with ground during rolling, the tread being provided with a plurality of grooves of a depth D extending in an orientation having a non-zero angle A with circumferential orientation (absolute value) and opening to the contact face, at least two circumferentially adjacent grooves of the plurality of grooves delimiting a contact element, the contact element having one incision of a depth Dl opening to the contact face and extending in an orientation substantially parallel to the orientation in which the closest plurality of grooves being extending and radially inward orientation, the contact element being delimited into two sub-contact elements, a first sub-contact element and a second sub-contact element via the incision, on a plane perpendicular to the orientation in which the plurality of grooves being extending and to the contact face, the contact element having a length L, the second sub-contact element comprising a recessed portion of a depth d facing to the groove and recessed toward an interior of the second sub-contact element
  • This arrangement provides a better compromise among on snow, on ice and on wet performances.
  • the contact element is delimited into two sub-contact elements, the first sub-contact element and the second sub-contact element via the incision, and the length L2 of the second sub-contact element is longer than the length L1 of the first sub-contact element, the second sub-contact element is able to withstand a force generated to deform the second sub-contact element, thus it is possible to maintain a contact area with ground resulting maintenance on ice and on wet performance.
  • the first sub-contact element is able to deform more smoothly to dig into snow, thus it is possible to improve snow performance at the same time.
  • the second sub-contact element comprises the recessed portion of a depth d facing to the groove and recessed toward the interior of the second sub-contact element, the second sub-contact element retains appropriate deformation against the force generated while securing deformation necessary for snow performance improvement, thus it is possible to improve on snow performance while maintaining on ice and on wet performance.
  • the tread has an intended direction of rotation
  • the first sub-contact element is facing to a trailing side of the contact element with respect to the intended direction of rotation of the tread.
  • the contact element it is possible for the contact element to improve efficiently on snow performance while maintaining on ice and on wet performance, as the second sub-contact element placed on a leading side of the contact element with respect to the intended direction of rotation of the tread is possible to limit excessive deformation of the first sub-contact element.
  • a ratio between the length L1 of the first sub-contact element and the length L2 of the second sub-contact element (L1/L2) in the same contact element is between 0.40 and 0.90.
  • the ratio between the length L1 of the first sub-contact element and the length L2 of the second sub-contact element (L1/L2) in the same contact element is smaller than 0.40, there is a risk of underdeformation of the second sub-contact element and/or of excessive deformation of the first sub-contact element. If the ratio between the length L1 of the first sub-contact element and the length L2 of the second sub-contact element (L1/L2) in the same contact element is greater than 0.90, there is a risk that deformation of both the first sub-contact element and the second sub-contact element becomes inappropriate.
  • This ratio between the length L1 of the first sub-contact element and the length L2 of the second sub-contact element (L1/L2) in the same contact element is preferably between 0.50 and 0.85, more preferably between 0.60 and 0.85.
  • the depth D of the plurality of grooves is equal to the depth Dl of the incision.
  • the depth d of the recessed portion is at most equal to 30% of the depth D of the plurality of grooves.
  • the depth d of the recessed portion is more than 30% of the depth D of the plurality of grooves, there is a risk of excessive deformation of the second sub-contact element resulting degradation of on ice and on wet performance.
  • this depth d of the recessed portion is more than 30% of the depth D of the plurality of grooves, it is possible to improve snow performance while maintaining on ice and on wet performance.
  • the second sub-contact element further comprises a second recessed portion of a depth b facing to the incision and recessed toward the interior of the second sub-contact element.
  • a distance p of a center of the second recessed portion on a face facing to the incision from the contact face is from 65% to 91% of the depth D.
  • this distance p of the center of the second recessed portion on the face facing to the incision from the contact face is less than 65% of the depth D, there is a risk of performance degradation at a middle of tread life. If this distance p of the center of the second recessed portion on the face facing to the incision from the contact face is more than 91% of the depth D, there is a risk of excessive deformation of the second sub-contact element.
  • the non-zero angle A with circumferential orientation is greater than or equal to 30°.
  • non-zero angle A with circumferential orientation (absolute value) is smaller than 30°, there is a risk of insufficient snow performance improvement because an area generating increased contact pressure in a contact patch decreases due to the non-zero angle A which is equal or similar to an angle extending the contact element.
  • Fig. 1 is a schematic plan view of a tread according to a first embodiment of the present invention
  • Fig. 2 is a schematic cross sectional view taken along line II-II in Fig. 1
  • Fig. 3 is a schematic cross sectional view of a tread according to a second embodiment of the present invention
  • Fig. 4 is a schematic plan view of a tread according to a third embodiment of the present invention
  • Fig. 1 is a schematic plan view of a tread according to a first embodiment of the present invention.
  • Fig. 2 is a schematic cross sectional view taken along line II-II in Fig. 1.
  • the tread 1 is a tread for a tire having dimension 225/45R17 and comprises a contact face 2 intended to come into contact with the ground during rolling, and a plurality of grooves 3 of a depth D (shown in Fig. 2) extending in an orientation having a non-zero angle A (absolute value) with circumferential orientation as indicated by line XX’ and opening to the contact face 2.
  • the tread 1 also comprising 2 circumferential grooves 31 opening to the contact face 2 and extending along circumferential orientation.
  • the tread 1 comprising a contact element 4 being delimited via at least two circumferentially adjacent grooves 3 of the plurality of grooves 3 and the circumferential groove 31 and/or an axial extremity of the tread 1.
  • the depth D is 8.0 mm
  • the non-zero angle A is 90° which is equal to axial orientation as indicated by line YY’.
  • the contact element 4 having one incision 5 of a depth Dl (shown in Fig. 2) opening to the contact face 2 and extending in an orientation substantially parallel to the orientation in which the closest plurality of grooves 3 being extending and radially inward orientation, the contact element 4 being delimited into two sub-contact elements, a first sub-contact element 41 and a second sub-contact element 42 via the incision 5.
  • the one incision 5 is extending in the orientation substantially parallel to the orientation in which the closest plurality of grooves 3 being extending, means that the one incision 5 is extending in the orientation within 20° (absolute value) relative to the orientation in which the closest plurality of grooves 3 being extending.
  • the second sub-contact element 42 comprises a recessed portion 43 of a depth d facing to the groove 3 and recessed toward an interior of the second sub-contact element 42, a length L2 of the second sub-contact element 42 is longer than a length L1 of the first sub-contact element 41.
  • a ratio between the length L1 of the first sub-contact element 41 and the length L2 of the second sub-contact element 42 (L1/L2) in the same contact element 4 is between 0.40 and 0.90.
  • the depth D of the plurality of grooves 3 is equal to the depth Dl of the incision 5.
  • the depth d of the recessed portion 43 is at most equal to 30% of the depth D of the plurality of grooves 3.
  • the length L of the contact element 4 is 16.4 mm
  • the length L1 of the first sub-contact element 41 is 6.0 mm
  • the length L2 of the second sub-contact element 42 is 10.0 mm thus the ratio between the length L1 of the first sub-contact element 41 and the length L2 of the second sub-contact element 42 (L1/L2) in the same contact element 4 is 0.60
  • the depth d of the recessed portion 43 is 1.6 mm thus 20% of the depth D of the plurality of grooves 3.
  • the contact element 4 is delimited into two sub-contact elements, the first sub-contact element 41 and the second sub-contact element 42 via the incision 5, and the length L2 of the second sub-contact element 42 is longer than the length L1 of the first sub-contact element 41, the second sub-contact element 42 is able to withstand a force generated to deform the second sub-contact element 42, thus it is possible to maintain a contact area with ground resulting maintenance on ice and on wet performance.
  • the first sub-contact element 41 is able to deform more smoothly to dig into snow, thus it is possible to improve snow performance at the same time.
  • the second sub-contact element 42 comprises the recessed portion 43 of a depth d facing to the groove 3 and recessed toward the interior of the second sub-contact element 42, the second sub-contact element 42 retains appropriate deformation against the force generated while securing deformation necessary for snow performance improvement, thus it is possible to improve on snow performance while maintaining on ice and on wet performance.
  • the ratio between the length L1 of the first sub-contact element 41 and the length L2 of the second sub-contact element 42 (L1/L2) in the same contact element 4 is between 0.40 and 0.90, it is possible to improve on snow performance while maintaining on ice and on wet performance.
  • the ratio between the length L1 of the first sub-contact element 41 and the length L2 of the second sub-contact element 42 (L1/L2) in the same contact element 4 is smaller than 0.40, there is a risk of underdeformation of the second sub-contact element 42 and/or of excessive deformation of the first sub-contact element 41. If the ratio between the length L1 of the first sub-contact element 41 and the length L2 of the second sub-contact element 42 (L1/L2) in the same contact element 4 is greater than 0.90, there is a risk that deformation of both the first sub-contact element 41 and the second sub-contact element 42 becomes inappropriate.
  • This ratio between the length L1 of the first sub-contact element 41 and the length L2 of the second sub-contact 42 element (L1/L2) in the same contact element 4 is preferably between 0.50 and 0.85, more preferably between 0.60 and 0.85.
  • the depth D of the plurality of grooves 3 is equal to the depth Dl of the incision 5, it is possible to maintain performances until close to end of life of the tread.
  • the depth d of the recessed portion 43 is at most equal to 30% of the depth D of the plurality of grooves 3, it is possible to improve snow performance while maintaining on ice and on wet performance.
  • the depth d of the recessed portion 43 is more than 30% of the depth D of the plurality of grooves, there is a risk of excessive deformation of the second sub-contact element 42 resulting degradation of on ice and on wet performance.
  • the non-zero angle A with circumferential orientation is greater than or equal to 30°, it is possible to improve snow performance while maintaining wet performance.
  • non-zero angle A with circumferential orientation (absolute value) is smaller than 30°, there is a risk of insufficient snow performance improvement because an area generating increased contact pressure in a contact patch decreases due to the non-zero angle A which is equal or similar to an angle extending the contact element.
  • the recessed portion 43 in this first embodiment is provided in a form of an incision.
  • the recessed portion 43 may be provided in a various form, for example triangular, circular, rectangular, polygonal or combination of these forms.
  • the recessed portion 43 in this first embodiment is provided in a full width of the second sub-contact element 42.
  • the recessed portion 43 may be provided partially in a width of the second sub-contact element 42 or may be provided as a group of a plurality of recessed portions 43.
  • Fig. 3 is a schematic cross sectional view of a tread according to a second embodiment of the present invention.
  • the construction of this second embodiment is similar to that of the first embodiment other than the arrangement shown in Fig. 3, thus description will be made referring to Fig. 3.
  • the tread 21 comprises a contact face 22 intended to come into contact with the ground during rolling, and a plurality of grooves 23 of a depth D.
  • the tread 21 comprising a contact element 24 being delimited via two circumferentially adjacent grooves 23 of the plurality of grooves 23.
  • the contact element 24 having one incision 25 opening to the contact face 22 and extending in radially inward orientation, the contact element 24 being delimited into two sub-contact elements, a first sub-contact element 241 and a second sub-contact element 242 via the one incision 25.
  • the second sub-contact element 242 comprises a recessed portion 243 of a depth d facing to the groove 23 and recessed toward an interior of the second sub-contact element 242, a length L2 of the second sub-contact element 242 is longer than a length L1 of the first sub-contact element 241.
  • a ratio between the length L1 of the first sub-contact element 241 and the length L2 of the second sub-contact element 242 (L1/L2) in the same contact element 24 is between 0.40 and 0.90.
  • the depth Dl of the incision 25 is shallower than the depth D of the plurality of grooves 23.
  • the depth d of the recessed portion 243 is at most equal to 30% of the depth D of the plurality of grooves 23.
  • the length L of the contact element 24 is 18.4 mm
  • the length L1 of the first sub-contact element 241 is 8.0 mm
  • the length L2 of the second sub-contact element 242 is 10.0 mm thus the ratio between the length L1 of the first sub-contact element 241 and the length L2 of the second sub-contact element 242 (L1/L2) in the same contact element 24 is 0.80
  • the depth d of the recessed portion 243 is 1.0 mm thus 12.5% of the depth D of the plurality of grooves 23.
  • the second sub-contact element 242 further comprises a second recessed portion 46 of a depth b facing to the incision 25 and recessed toward the interior of the second sub-contact element 242.
  • a distance p of a center of the second recessed portion 46 on a face facing to the incision 25 from the contact face 22 is from 65% to 91% of the depth D of the plurality of grooves 23.
  • the depth b of the second recessed portion 46 is 1.0 mm
  • the distance p of the center of the second recessed portion 46 on the face facing to the incision 25 from the contact face 22 is 6.5 mm thus 81.3% of the depth D of the plurality of grooves 23.
  • the second sub-contact element 242 further comprises the second recessed portion 46 of the depth b facing to the incision 25 and recessed toward the interior of the second sub-contact element 242, it is possible to increase freedom to design the second sub-contact element 242 to have appropriate rigidity relative to the first sub-contact element 241.
  • the distance p of the center of the second recessed portion 46 on the face facing to the incision 25 from the contact face 22 is from 65% to 91% of the depth D of the plurality of grooves 23, it is possible to maintain performances until close to end of life of the tread 21.
  • this distance p of the center of the second recessed portion 46 on the face facing to the incision 25 from the contact face 22 is less than 65% of the depth D, there is a risk of performance degradation at a middle of tread life. If this distance p of the center of the second recessed portion 46 on the face facing to the incision 25 from the contact face 22 is more than 91% of the depth D, there is a risk of excessive deformation of the second sub-contact element 242.
  • the second recessed portion 46 in this second embodiment is provided in a form of an incision.
  • the second recessed portion 46 may be provided in a various form, for example triangular, circular, rectangular, polygonal or combination of these forms.
  • the second recessed portion 46 in this second embodiment is provided in a full width of the second sub-contact element 242.
  • the second recessed portion 46 may be provided partially in a width of the second sub-contact element 242, or may be provided as a group of a plurality of second recessed portions 46.
  • Fig. 4 is a schematic plan view of a tread according to a third embodiment of the present invention.
  • the construction of this third embodiment is similar to that of the first and the second embodiments other than the arrangement shown in Fig. 4, thus description will be made referring to Fig. 4.
  • the tread 41 comprises a contact face 42 intended to come into contact with the ground during rolling, and a plurality of grooves 43 of a depth D (not shown) extending in an orientation having a non-zero angle A (absolute value) with circumferential orientation as indicated by line XX’ and opening to the contact face 42.
  • the tread 41 comprising a contact element 44 being delimited via at least two circumferentially adjacent grooves 43 of the plurality of grooves 43.
  • the depth D is 8.0 mm
  • the non-zero angle A varies between 30° to 88° as to make the contact element 44 extending obliquely against circumferential orientation.
  • the contact element 44 having one incision 45 opening to the contact face 42 and extending in an orientation substantially parallel to the orientation in which the closest plurality of grooves 43 being extending and radially inward orientation, the contact element 44 being delimited into two sub-contact elements, a first sub-contact element 441 and a second sub-contact element 442 via the one incision 45.
  • the tread 41 has an intended direction of rotation that is from top to bottom orientation in Fig. 4, and the first sub-contact element 441 is facing to a trailing side of the contact element 44 with respect to the intended direction of rotation of the tread 41.
  • the tread 41 has the intended direction of rotation, and the first sub-contact element 441 is facing to a trailing side of the contact element 44 with respect to the intended direction of rotation of the tread 41, it is possible for the contact element 44 to improve efficiently on snow performance while maintaining on ice and on wet performance, as the second sub-contact element 442 placed on a leading side of the contact element 44 with respect to the intended direction of rotation of the tread 41 is possible to limit excessive deformation of the first sub-contact element 441.
  • the Comparative Example was also block sample having the same configuration as Example 2 but the second sub-contact element was facing to leading side of block sample.
  • the Reference was also a block sample having the same configuration as Examples but the length L1 of the first sub-contact element was the same as the length L2 of the second sub-contact element. All the Examples, Comparative Examples and Reference were made of the same rubber material.
  • the friction coefficient measurement on snow were carried out with the above Example and Reference sliding at a given condition (a displacement: 0 to 0.03 m, a speed: 0 to 0.5 m/s, and an acceleration: 5 m/s2) over a hard pack snow track, set at about -10°C with a CTI penetrometer reading of about 88 in accordance with Standard ASTM F1805, with an imposed normal stress (about 300 kPa).
  • the forces generated in a direction of travel (Fx) of each of the Example and Reference and in another direction perpendicular to the travel (Fz) were measured.
  • the Fx/Fz ratio determines the friction coefficient of each of the Examples, Comparative Examples and Reference on the snow.
  • results are shown in table 1.
  • the friction coefficient measurement on ice were carried out with the above Example and Reference sliding at a given condition (a load: for example 3 kg/cm2, a speed: 5 km/h) in a direction of travel of each of the Example and Reference were measured.
  • a force generated during sliding in the direction of sliding (Fx) and a force generated during sliding in the direction perpendicular to the direction of sliding (Fz) were measured, and the friction coefficient was obtained from Fx/Fz.
  • the temperature of the ice surface during measurement was set to -2°C.
  • results are also shown in table 1.
  • the friction coefficient measurement on wet were carried out with the above Example and Reference sliding at a given condition (a load: for example 3 kg/cm2, a speed: 0 to 5 m/s and an acceleration: 100 m/s2) over a road cores made of BBTM type asphalt concrete according to the standard NFP 98-137 covered by 1 mm deep water of 25 °C in a direction of travel of each of the Example and Reference were measured.
  • a maximum friction coefficient detected during sliding while varying a slip ratio from 0 to 50% determines the friction coefficient of each of the Examples, Comparative Examples and Reference on the wet.
  • results are also shown in table 1.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Abstract

La présente invention concerne une bande de roulement (1) pour un pneu comportant une pluralité de rainures (3) s'étendant dans une orientation ayant un angle non nul avec l'orientation circonférentielle, au moins deux rainures adjacentes circonférentielles de la pluralité de rainures (3) délimitant un élément de contact (4) ne comportant qu'une seule incision (5) s'étendant dans une orientation sensiblement parallèle à l'orientation dans laquelle la pluralité la plus proche de rainures (3) s'étend, l'élément de contact (4) étant délimité en deux sous-éléments de contact, un premier sous-élément de contact (41) et un second sous-élément de contact (42) par l'intermédiaire de l'incision (5), sur un plan perpendiculaire à l'orientation dans laquelle la pluralité de rainures (3) s'étendent et vers la face de contact, le second sous-élément de contact (42) comprenant une partie évidée (43) d'une profondeur d tournée vers la rainure (3) et évidée vers un intérieur du second sous-élément de contact (42), une longueur L2 du second sous-élément de contact (42) étant plus longue qu'une longueur LI du premier sous-élément de contact (41).
PCT/JP2019/050743 2019-12-25 2019-12-25 Bande de roulement pour performances équilibrées WO2021130879A1 (fr)

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Citations (13)

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Publication number Priority date Publication date Assignee Title
EP0469815A2 (fr) * 1990-07-31 1992-02-05 Bridgestone Corporation Blocs d'épaulement de pneumatiques et pneumatiques ayant ces blocs d'épaulement dans la bande de roulement
JPH11165510A (ja) * 1997-12-03 1999-06-22 Bridgestone Corp 空気入りタイヤ
JPH11165508A (ja) * 1997-12-04 1999-06-22 Bridgestone Corp 空気入りタイヤ
US5954107A (en) * 1995-12-04 1999-09-21 The Yokohama Rubber Co., Ltd. Pneumatic radial tire
EP1020306A2 (fr) * 1999-01-13 2000-07-19 Bridgestone Corporation Bandage pneumatique excellent en stabilité directionnelle
JP2005255097A (ja) 2004-03-15 2005-09-22 Yokohama Rubber Co Ltd:The 空気入りタイヤ
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