• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    a tire. a tire comprises a tread portion provided with an inwardly bead main groove, an outwardly bead main groove, and a central central main groove provided therebetween to form an outwardly beaded portion, an outward beading portion. inward rim, a middle portion inward, and a middle portion outward, the middle inward and outward portions being formed as ribs respectively, which are provided with only lamellas having widths of less than 2.0 mm, wherein the coverslips provided in the middle portion inward include a fully open coverslip, the coverslips fitted in the middle portion outward consisting of outer semi-open slides and inner semi-open slides, wherein the number of inner semi-open slides is less than the number of outer semi-open slides .
    公开号:BR102013023042B1
    申请号:R102013023042-1
    申请日:2013-09-09
    公开日:2021-08-10
    发明作者:Seiji Inoue
    申请人:Sumitomo Rubber Industries, Ltd.；
    IPC主号:
    专利说明:

    Fundamentals of Invention Field of Invention
    [001] The present invention relates to a tire having improved steering stability and steering comfort. Description of Related Art
    [002] In order to improve the driving stability of a vehicle having tires, the tires must offer improved initial response and improved steering effort, when cornering.
    [003] The initial response in corners means an amount of time period until the vehicle reaches in constant turn from when a driver starts to drive. As for the initial answer, the time period mentioned above is related; the shorter the better. In order to improve the initial response of the tires in corners, the lateral force of the tires must be generated as soon as possible since steering is started.
    [004] On the other hand, steering effort means an amount of power or muscle energy from the driver that he requires to turn or steer the wheels. In order to maintain a tire's stability during the turn, steering effort is related to having a moderate weight. In order to adequately increase the steering effort, sufficient standard rigidity must be provided in the portion of the tire's tread that contacts the road when traveling in a straight stretch.
    [005] However, the tire having an improved tread portion with high standard stiffness tends to deteriorate not only braking performance on wet roads, but also driving comfort. SUMMARY OF THE INVENTION
    [006] The present invention was worked in view of the circumstances described above, and has a main objective of providing a tire in which the steering stability and steering comfort can be improved.
    [007] According to the present invention, there is provided a tire comprising a tread portion having a designated installation direction for a vehicle to define a tread edge inwards and a tread edge outwards, the tread portion is provided with a plurality of circumferentially and continuously extending main grooves, said main grooves comprising an inward shoulder main groove, an outward shoulder main groove, and a central main groove provided between they, to form an outward shoulder portion shoulder portion outside the main shoulder out groove, an inward shoulder portion axially disposed outside the main shoulder in groove, a middle inward portion between the central main groove and the main shoulder groove inwards, and a middle portion outwards between the main central main groove and the main shoulder groove outwards, said middle portion stops from inside and outward middle portion forming ribs respectively which are provided with only lamellas having widths in a range of less than 2.0 mm, said lamellas provided in the inward middle portion including a fully open lamella having an end connected with the shoulder main groove inwards and the other end connected with the central main groove, said lamellas provided in the middle outward portion consisting of a plurality of outer semi-open lamellas and a plurality of inner semi-open lamellas, each said outer semi-open lamella having one end connected with the main outward shoulder groove and the other end ending inside the outward middle portion, and each said inner half-open lamella having one end connected with the central main groove and the other end ending inside the outward middle portion, wherein the number of said internal semi-open lamellae is less than the number of said lamella without external open doors.
    [008] Preferably, said outer semi-open lamellas comprise a plurality of outer semi-open first lamellas and a plurality of outer semi-open second lamellae, wherein each outer semi-open first lamella is provided in an extension line of one of said inner semi-open lamellas, and each second outer half-open lamella is provided between said adjacent first outer half-open lamellas.
    [009] Preferably, said lamellas provided in said inward middle portion further include a plurality of outer semi-open lamellas each having one end connected with the main shoulder groove inwards and the other end ending within the inward middle portion and a a plurality of internal semi-open lamellae each having one end connected with the central main groove and the other end terminating within the inward middle portion.
    [0010] Preferably, said outer semi-open lamellas in said middle inward portion consist of first outer semi-open lamellas each of which is provided in an extension line of each of said inner semi-open lamella in the middle inward portion.
    [0011] Preferably, each said fully open lamella is provided between adjacent outer semi-open first lamellas.
    [0012] Preferably, each said fully open slide is provided in a central region between adjacent outer first semi-open slides.
    [0013] Preferably, said each lamella in the middle portion inwards extends in an arc shape having its radius center located on a first side of the lamella with respect to a circumferential direction of the tire, and said each lamella in the middle portion to outside it extends in the form of an arc having its center of radius located on a second side of the sipe with respect to the circumferential direction of the tyre, the second side being opposite the first side.
    [0014] Preferably, said outward shoulder portion is provided with a plurality of outward shoulder claw grooves having groove widths in a range of not less than 2 mm, wherein each outward shoulder claw groove extends from the outwardly tread edge to its axially inner end ending within the outward shoulder portion.
    [0015] Preferably, said inward shoulder portion is provided with a plurality of inward shoulder claw grooves having groove widths in a range of not less than 2 mm, and a plurality of inward shoulder sipes, wherein each inward shoulder claw groove extends from the inwardly tread edge to its axially inner end ending within the inward shoulder portion, and said inward shoulder sipes comprise a plurality of sipes shoulder grooves each extending between the axially inner end of the shoulder inward claw groove and the main shoulder inward groove.
    [0016] Preferably, each said outward shoulder claw groove comprises an axially outer portion that extends along an axial direction of the tire and an axially inner portion that slopes with respect to the axial direction of the tire.
    [0017] Preferably, each inward shoulder claw groove comprises an axially outer portion that extends along an axial direction of the tire and an axially inner portion that slopes with respect to the axial direction of the tire.
    [0018] Preferably, said inward shoulder lamella is inclined in the same direction as the axially inner portion of the inwardly shoulder claw groove. BRIEF DESCRIPTION OF THE DRAWINGS
    [0019] Fig. 1 is a developmental view of a tread portion of a tire showing an embodiment of the present invention.
    [0020] Fig. 2 is an enlarged view of a middle portion into Fig. 1.
    [0021] Fig. 3 is an enlarged view of a middle portion outward from Fig. 1.
    [0022] Fig. 4 is an enlarged view of a shoulder portion into Fig. 1.
    [0023] Fig. 5 is a development view showing a tread portion of a reference.
    [0024] Fig. 6A is a developing view of a tread portion according to another embodiment of the present invention, and Fig. 6B is a developing view of a tread portion according to another reference .
    [0025] Fig. 7A is a developing view of a tread portion according to the additional embodiment of the present invention, and Fig. 7B is a developing view of a tread portion according to reference additional.
    [0026] Fig. 8A is a developing view of a tread portion according to a further reference, and Fig. 8B is a developing view of a tread portion according to the additional embodiment of present invention.
    [0027] Figs. 9A and 9B are views of development of tread portions in accordance with further embodiments of the present invention.
    [0028] Figs. 10A and 10B are views of development of tread portions in accordance with further embodiments of the present invention. DETAILED DESCRIPTION
    [0029] An embodiment of the present invention will be explained below with reference to the accompanying drawings. Before the present invention is described in detail, it should be noted that like elements are denoted by the same reference numerals throughout the disclosure.
    [0030] With reference to Fig. 1, a tire (hereafter it may simply be referred to as "the tire") 1 according to the present invention, which is suitably used for a passenger car, has a tread portion 2 having an asymmetric pattern with a designated installation direction for a vehicle to define an inward tread edge (Tei) and an outward tread edge (Teo). The projected direction is identified using characters or a mark on its sidewall portion (not shown), for example.
    [0031] The inward tread edge (Tei) refers to one of the two tread edges which is intended to be positioned towards the center of the vehicle body. The outward tread edge (Teo) refers to the other tread edge which is intended to be positioned away from the center of the vehicle body. Accordingly, in this order, the terms "outward" and "inward" are used towards the outward tread edge (Teo) and inward tread edge (Tei), respectively, to refer to relative positions in the axial tire direction. The terms "axially inward", "axially inward" and the like are used towards the equator of the tire, and the terms "axially outward", "axially outwardly" and the like are used towards the tread in order to refer to relative positions in the axial tire direction.
    [0032] Here, treads are the axial outermost edges of the ground contact portion of the tread portion 2 that occurs under a loaded normally inflated condition when the bend angle of the tire is zero. The normally inflated loaded condition is such that the tire is mounted on a standard wheel rim and inflated to a standard pressure and loaded with a standard tire load.
    [0033] The tread width TW is defined as the width measured under the normally inflated unloaded condition, as the axial distance between the inward and outward tread edges Tei, Teo determined as above. The normally inflated unloaded condition is such that the tire is mounted on the standard wheel rim and is inflated to standard pressure, but loaded without a tire load.
    [0034] In this application including the specification and claims, various dimensions, positions and the like of the tire refer to those under the normally inflated, unloaded condition of the tire unless otherwise noted.
    [0035] The standard wheel rim is a wheel rim officially approved or recommended for the tire by standard organizations, i.e., JATMA, TRA, ETRTO, and the like which are effective in the area where the tire is manufactured, sold or used . For example, the default wheel rim is "Standard rim" specified in JATMA, "Measuring rim" in ETRTO, and "Design rim" in TRA or the like.
    [0036] The standard pressure and standard tire load are the maximum air pressure and the maximum tire load for the tire specified by the same organization in the Maximum Air Pressure/Load Table or similar list.
    [0037] The standard pressure is the "maximum air pressure" in JATMA, the "inflation pressure" in ETRTO, and the maximum pressure given in the table of "Tyre Load Limits at Various Cold Inflation Pressures" in TRA or similar.
    [0038] The standard load is the "maximum load capacity" in JATMA, the "load capacity" in ETRTO, and the maximum value given in the table mentioned above in TRA or the like.
    [0039] In the case of passenger car tires, however, the standard pressure and standard tire load are uniformly defined by 180 kPa and 88% of the maximum tire load, respectively.
    The tread portion 2 is provided with a plurality of circumferentially and continuously extending main grooves comprising an inward shoulder main groove 3, an outward shoulder main groove 4, and a main shoulder groove central 5 fitted between them. Thus, the tread portion 2 is formed a plurality of ground portions which include an outward shoulder portion 6 disposed between the outward shoulder main groove 4 and the outward treadband edge Teo, a middle portion. outward 7 between the central main groove 5 and the main outward shoulder groove 4, a middle inward portion 8 between the central main groove 5 and the main inward shoulder groove 3, and an inward shoulder portion 9 between the main shoulder groove inwards 3 and the tread edge inwards Tei.
    [0041] Each of the main grooves 3, 4, 5 according to the present embodiment straightly extends in the circumferential direction of the tire to effectively drain water from under the tread to the rear while optimizing the circumferential stiffness of every piece of land. Appropriately, steering ability and braking performance on wet roads can be improved.
    [0042] In order to further improve steering stability and braking performance on wet roads, groove widths W1 to W3 of main grooves 3 to 5, for example, are preferably in a range of from 2% to 10 % of tread width TW, and groove depths of main grooves 3 to 5, for example, are preferably in a range of from 4.0 to 8.5 mm.
    [0043] In order to maintain the lateral stiffness of the land portions 6 to 9, an axial distance L1 between a centerline of the main inward shoulder groove 3 and the tire equator C is preferably in a range of from 15 % to 30% of TW bandwidth. An axial distance L2 between a centerline of the main outward shoulder groove 4 and the tire equator C is preferably in a range of from 15% to 30% of the tread width TW. An axial distance L3 between a centerline of the central main groove 5 and the tire equator C is preferably in a range of no more than 5% of the tread width TW.
    [0044] Fig. 2 shows an enlarged view of the middle inward portion 8 of Fig. 1. Referring to Fig. 2, the middle inward portion 8 is provided with only lamellae so as to form a rib having high standard stiffness . The middle portion inward 8 mainly comes into contact with a road during forward travel.
    [0045] The lamella mentioned above is defined as a thin slit or the like having a width in a range of less than 2 mm. A groove is defined as a groove having a width in a range of not less than 2 mm.
    [0046] Blades provided in the middle inward portion 8 include a plurality of fully open flaps 10 each of which has one end 13b connected with the main inward shoulder groove 3 and the other end 13a connected with the central main groove 5, a a plurality of outer semi-open lamellas 11 each of which has one end 11i connected with the main inward shoulder groove 3 and the other end 11e ending within the middle inward portion 8, and a plurality of inner semi-open lamellas 12 each of which it has one end 12i connected with the central main groove 5 and the other end 12e terminating within the middle inward portion 8. The outer and inner semi-open lamellas 11, 12 help maintain standard stiffness of the middle inward portion 8.
    [0047] The other end 11e of the outer semi-open lamellas 11 is located axially further outward than the other end 12e of the inwardly semi-open lamellas 12 to maintain standard rigidity of the middle inward portion 8. In this embodiment, the outer semi-open lamellas 11 consist of first outer half-open lamellas 11A each of which is provided on an extension line 12a of one of the inner semi-open lamellas 12. The extension line 12a of the inner semi-open lamella 12 is defined as a single arc passing through three points including both ends and a center on a centerline of the inner half-open lamellae 12. Here, the first outer semi-open lamella 11A is defined as a lamella in which at least a part of it passes on the extension line 12a.
    [0048] In order to maintain steering comfort, an axial length L4 between the other end 11e of the outer semi-open lamellas 11 and the other end 12e of the inner semi-open lamellas 12 is preferably in a range from 0.20 to 0.30 times of an axial width Wm from the middle portion inwards 8.
    [0049] In this embodiment, a fully open sipe 10 is provided between two adjacent outer semi-open sipes 11A, 11A in the circumferential direction of the tire. Preferably, each fully open slide 10 is provided in a central region between adjacent outer semi-open first slides 11A, 11A. Here, the central region above is a region of 20% of the P1 step of the first semi-open outer lamella 11A, where the 20% region has a center that corresponds to the center of the P1 step.
    [0050] The fully open flaps 10, the outer semi-open flaps 11 and the inner semi-open flaps 12 are curved in an arc manner, respectively. As these sipes effectively disperse multidirectional tire load so as to avoid deformation of the middle portion inward 8, steering stability can be improved.
    [0051] Each sipe 10 to 12 has its radius center located on a first side of each sipe with respect to a circumferential direction of the tire. The first side in this embodiment corresponds to the upper side in Fig. 2. Thus, each lamella 10 to 12 is protruding in the same direction such that the rigidity of the inward middle portion 8 is kept well balanced.
    [0052] In order to maintain standard inward stiffness of the middle portion 8, the radius of curvature R1 of each lamella 10 to 12 is preferably in a range of from 30 to 100 mm, more preferably in a range of from 40 to 80 mm. Preferably, each lamella 10 to 12 has the same radius of curvature R1 to further improve the stiffness of the middle inward portion 8.
    [0053] Each sipe 10 to 12 has an angle θ1 with respect to the axial direction of the tire, which is decreasing in an axially outward direction of the tire. Thus, the lateral stiffness of the axially outer middle inward portion 8 can be improved. Additionally, the circumferential stiffness of the axially inner middle inward portion 8 can be improved.
    [0054] In order to further improve the above advantage, each sipe 10 to 12 preferably has the angle θ1a in a range of from 30 to 60 degrees with respect to the axial direction of the tire at the junction of the central main groove 5. similarly, each sipe 10 to 12 preferably has the angle θ1b in a range of from 5 to 25 degrees with respect to the axial direction of the tire at the junction of the middle main inward groove 3.
    [0055] In this mode, the lamellas 10 to 12 are arranged in parallel to each other to maintain the rigidity of the middle portion inwards 8.
    [0056] Preferably, each lamella 10 to 12 provided in the middle inward portion 8 has a width W4 in a range of from 0.2 to 1.5 mm. Preferably, each lamella 10 to 12 provided in the middle inward portion 8 has a depth in a range of from 25% to 90% with respect to the depth of the central main groove 5.
    [0057] Fig. 3 shows an enlarged view of the middle outward portion 7 of Fig. 1. Referring to Fig. 3, the middle outward portion 7 is provided with only lamellae so as to form a rib having high standard stiffness . The middle portion outward 7 mostly comes into contact with a road during a straight-line journey.
    [0058] The middle outward portion 7 is provided with only lamellas consisting of a plurality of outer semi-open lamellas 15 and a plurality of inner semi-open lamellas 16. Each outer semi-open lamella 15 has an end 15i connected with the main outward shoulder groove 4 and the other end 15e ending within the outward middle portion 7. Each inner semi-open lamella 16 has one end 16i connected with the central main groove 5 and the other end 16e ending within the outward middle portion 7. In this mode, as the middle outward portion 7 has relatively greater stiffness than that of the middle inward portion 8, the tire's initial cornering response can be improved by smoothly shifting the tread contact stretch in an outward direction of the tyre.
    [0059] In the middle portion outward 7, the number of inner semi-open lamellae 16 is less than the number of outer semi-open lamella 15. Thus, since the outer middle portion 7 may have its axially inner stiffness greater than its axially stiffness Outside, Tire 1 offers a satisfactory steering effort for a driver.
    [0060] In this embodiment, outer semi-open sipes 15 consist of a plurality of outer semi-open first sipes 17 and a plurality of outer semi-open second sipes 18. The first semi-open sipes 17 and the second semi-open sipes 18 are alternatively arranged in the circumferential direction of the tire.
    [0061] The first outer semi-open lamella 17 is provided on an extension line 16a of one of the inner semi-open lamellas 16. The other end 17e of the first outer semi-open lamella 17 is positioned axially outward than the other end 16e of the inner semi-open lamella 16 to maintain the stiffness of the middle portion outward 7. Extension line 16a of inner half-open lamella 16 is defined in the same way as extension 12a of inner semi-open lamella 12 as mentioned above.
    [0062] In order to maintain steering comfort, an axial length L5 between the other end 17e of the outer semi-open lamellas 17 and the other end 16e of the inner semi-open lamellas 16 is preferably in a range from 0.20 to 0.30 times with respect to an axial width Wn from the middle portion outward 7.
    [0063] In order to effectively improve steering stability, steering comfort and noise performance by offering improved standard stiffness from the middle portion outward 7, the axial length L6 of the second outer half-open sipe 18 is preferably in a range from 0.40 to 0.60 times with respect to the axial width Wn from the middle portion outward 7.
    [0064] In this embodiment, a second outer semi-open lamella 18 is provided in a central region between adjacent outer semi-open lamellas 17, 17 to maintain standard stiffness of the middle portion outward 7. Here, the central region above is a region of 20% of step P2 of the first outer semi-open lamellas 17, wherein the 20% region has a center that corresponds to the center of step P2.
    [0065] In this mode, the first outer semi-open lamellas 17 and the second outer semi-open lamella 18 are arranged in parallel to each other to maintain the stiffness of the middle portion outward 7.
    [0066] The outer half-open lamellas 15 and inner semi-open lamellas 16 are curved in an arc manner, respectively. These sipes effectively disperse multidirectional tire load so as to avoid deformation of the middle portion outward 7.
    [0067] Each sipe 15, 16 has its radius center located on a second side of each sipe with respect to a circumferential direction of the tire. The second side in this mode corresponds to the underside in Fig. 2. Namely, the second side is opposite the first side mentioned above. Thus, each lamella 15, 16 is protruding in the same direction such that the stiffness of the outward middle portion 7 is kept in good balance.
    [0068] In order to maintain standard stiffness of the middle portion outward 7, the radius of curvature R2 of each lamella 15, 16 is preferably in a range of from 30 to 100 mm, more preferably in a range of from 40 to 80 mm.
    [0069] Each sipe 15, 16 has an angle θ2 with respect to the axial direction of the tire, which is decreasing towards the outward tread edge. Thus, lateral stiffness of the axially outer middle portion 7 can be improved. Additionally, the circumferential stiffness of the axially internal outward middle portion 8 can be improved.
    [0070] In order to further improve the above advantage, each sipe 15, 16 preferably has the angle θ2a in a range of from 30 to 60 degrees with respect to the axial direction of the tire at the junction of the central main groove 5. similarly, each sipe 15, 16 preferably has the angle θ2b in a range of from 5 to 25 degrees with respect to the axial direction of the tire at the junction of the middle main groove outward 4.
    [0071] Preferably, each lamella 15, 16 provided in the middle outward portion 7 has a width W5 in a range of from 0.2 to 1.5 mm. Preferably, each lamella 15, 16 provided in the middle outward portion 7 has a depth in a range of from 25% to 90% with respect to the depth of the central main groove 5.
    [0072] Fig. 4 shows an enlarged view of the inward shoulder portion 9. Referring to Fig. 4, the inward shoulder portion 9 is provided with a plurality of inward shoulder claw grooves 19 and a plurality of of inward shoulder sipes 20, 21. Thus, the inward shoulder portion 9 also forms a rib having high standard rigidity.
    [0073] Each inward shoulder claw groove 19 extends from the inward tread edge Tei to its axially inner end 19i ending within the inward shoulder portion 9. Such inward shoulder claw groove. 19 can improve braking performance on wet roads.
    [0074] A chamfer portion 19d is formed in at least one corner between the groove wall of the shoulder claw inward groove 19 and the contact surface of the shoulder inward portion 9. The chamfer portion 19d is connected with the top edge 19f of the groove wall.
    [0075] Each shoulder claw inward groove 19 comprises an axially outer portion 19a extending along the axial direction of the tire and an axially inner portion 19b leans with respect to the axial direction of the tire to drain water from below from the inward shoulder portion 9 to the inward tread edge (Tei) by using lateral force during the turn. Additionally, the axially inner portion 19b can drain water from under the inward shoulder portion 9 to the inward tread edge (Tei) through the use of tire rotation during forward travel. Thus, tire 1 can improve braking performance on wet roads.
    [0076] In this embodiment, the axially outer portion 19a and the axially inner portion 19b are smoothly connected to each other to maintain the rigidity of the shoulder portion inward 9.
    [0077] In order to maintain the rigidity of the inward shoulder portion 9, the axially inner portion 19b preferably has an angle θ3 in a range of more than 0 degrees, but no more than 40 degrees with respect to the axial direction of the tire. The angle θ3 of the axially inner portion 19b is measured at its groove centerline 19c being a location or path from a center point of the circumferential length of the axially inner portion 19b.
    [0078] The lamella in the inward shoulder portion 9 comprises a plurality of inner shoulder lamellaes 20 extending between the axially inner end 19i of the inward shoulder claw groove 19 and the main inward shoulder groove 3, and a plurality of closed lamellas 21 having both ends terminating within the inward shoulder portion 9.
    [0079] Each inner shoulder lamella 20 is angled in the same direction with the axially inner portion 19b to maintain the rigidity of the shoulder portion inward 9. In this embodiment, the inner shoulder lamella 20 has an edge that is smoothly connected with the upper edge 19f of shoulder claw groove inward 19.
    [0080] Each closed sipes 21 is provided between two adjacent inward shoulder grip grooves 19, 19. The closed sipes 21 offer flexibility in the inward shoulder portion 9 so that steering comfort is improved without deteriorating the stability of direction.
    [0081] In order to maintain a proper balance between steering stability and steering comfort, the shoulder grip inward groove 19 preferably has a groove width W6 measured along the circumferential direction of the tire in a strip of steel. from 5% to 20% with respect to a pitch P3 of the inward shoulder claw grooves 19. The lamellas 20, 21 in the inward shoulder portion 9 preferably have widths W7 in a range of from 0.2 to 1.5 mm. Similarly, the inward shoulder claw grooves 19 preferably have depths (not shown) in a range of from 4.0 to 8.5 mm. The lamellas 20, 21 in the inward shoulder portion 9 preferably have depths (not shown) in a range of from 25% to 90% with respect to the depth of the main inward shoulder groove 3. Additionally, the claw grooves inward shoulder widths 19 preferably have axial lengths L7 in a range of from 50% to 80% with respect to the axial width Ws of the inward shoulder portion 9.
    [0082] Referring to Fig. 1, the outward shoulder portion 6 is provided with a plurality of outward shoulder gripper grooves 23 extending from the outwardly tread Teo edge to its end axially internal 23i ending within the outward shoulder portion 6, and a plurality of closed lamellas 24 each having both ends ending within the outward shoulder portion 6. The outward shoulder portion 6 does not have any other grooves or lamellae, which extend between the main outward shoulder groove 4 and the outward shoulder claw grooves 23. Thus, the outward shoulder portion 6 may have standard stiffness greater than that of the inward shoulder portion 9, while the Initial cornering response can be further improved.
    [0083] In this mode, the outward shoulder claw groove 23 comprises an axially outer portion 23a that extends along the axial direction of the tire and an axially inner portion 23b inclined at an angle to the axial direction of the tire.
    [0084] Each closed coverslip 24 is provided between two adjacent outward shoulder claw grooves 23, 23.
    [0085] In order to maintain a proper balance between driving stability and driving comfort, the outward shoulder portion 6 has the symmetrically designed pattern with the inward shoulder portion 9 around a point on the tire equator C except for the inner shoulder lamella 20.
    [0086] The outward shoulder grip grooves 19 preferably have groove widths W8 measured along the circumferential direction of the tire in a range of in a range of from not less than 2 mm, preferably in a range of steel. from 5% to 20% with respect to a pitch P4 of outward shoulder claw grooves 23. The closed lamellas 24 preferably have widths W9 in a range of from 0.2 to 1.5 mm. Similarly, the outward shoulder grip grooves 23 preferably have depressions (not shown) in a range of from 4.0 to 8.5 mm. The closed sipes 24 preferably have depressions (not shown) in a range of from 25% to 90% with respect to the depth of the main shoulder-out groove 4. Additionally, the shoulder-out claw grooves 23 preferably have lengths. axial widths L8 in a range from 50% to 80% with respect to the axial width Wt of the outward shoulder portion 9.
    [0087] The present invention is more specifically described and explained by means of the following Examples and References. It should be understood that the present invention is not limited to these Examples and embodiments described above. Comparison Test
    [0088] Tires having a size of 175/65R14 with the basic tread pattern of Fig. 1 except for details shown in Table 1 were made and tested. Main common specifications and test method are as follows. Common Main Specifications: TW Tread Width: 123mm Center Main Groove Depth: 7.5mm Main Shoulder Groove Depths In and Out: 7.5mm Shoulder Grapple Groove Depths Inwards and Out outside: 5.8 mm Shoulder claw groove widths in and out: 3.5 mm Coverslip depths in medium portions in and out: 3.5 mm Closed coverslip depths: 3.5 mm Widths of closed coverslip: 0.6 mm Driving stability and driving comfort test:
    [0089] The test tires were installed on a vehicle with a displacement of 1,200 cc as four wheels under the following conditions. Then, every five test drivers drove the test car on a test course having a dry asphalt surface, and rated driving ability such as initial response and driving effort, and driving comfort based on hardness for each. pilot feeling. Results are shown using a score based on Ex. 1 being 100. The higher the value, the better the performance. Rim size: 14 x 5.0 J Internal pressure (front): 230 kPa Internal pressure (rear): 200 kPa Tire load: 9.0KN Braking performance test on wet ground:
    [0090] The above test vehicle was driven on an asphalt road with a wet surface having a depth of 5 mm of water and was suddenly braked at a speed of 100 km/h. The braking distance of each tire was measured. The results are shown as a reciprocal number of the braking distance using an index based on Ex. 1 being 100. The higher the value, the better the braking performance. Race Noise Test:
    [0091] According to the current idling car test specified in JASO/C/606, the above test vehicle was allowed to run in neutral for a distance of 50 meters on an asphalt road surface on a course of straight test at a speed of 80 km/h. Then, the maximum level in dB(A) of pass-by noise was measured with an NL-15 sound level meter microphone produced by RION Co., LTD., which is fixed at a position 7.5 meters to the side a from the running course centerline and 1.2 meter from the road surface in the middle of the course. The lower the value, the better the performance. Table 1




    [0092] From the test results, it was confirmed that example tires in accordance with the present invention offered improved steering stability, riding comfort, wet braking performance and noise performance compared to the references.
    权利要求:
    Claims (12)
    [0001]
    1. A tire comprising: a tread portion (2) having an installation direction designed for a vehicle to define a tread edge inwards and a tread edge outwards, the tread portion ( 2) provided with a plurality of circumferentially and continuously extending main grooves, said main grooves comprising an inward shoulder main groove (3), an outward shoulder main groove (4), and a central main groove (5) provided between them to form an outward shoulder portion (6) axially disposed axially outside the main outward shoulder groove (4), an inward shoulder portion (9) axially disposed axially outwardly of the main shoulder groove inward (3), an inward middle portion (7) between the central main groove (5) and the inward shoulder main groove (3), and an outward middle portion (7) between the central main groove (5 ) and the main outward shoulder groove (4), said p inward middle portion (8) forms a rib which is provided with only lamellas having widths in a range of less than 2.0 mm and said outward middle portion (7) forms a rib which is provided with only lamellas having widths in a range of less than 2.0 mm, said lamellas provided in the middle inward portion (8) including a fully open lamella (10) having an end (13b) connected with the main inward shoulder groove (3 ) and the other end (13a) connected with the main central groove (5), characterized by the fact that said lamellae provided in the middle outward portion (7) consisting of a plurality of external semi-open lamellae (15) and a plurality of inner semi-open lamellas (16), each said outer semi-open lamella (15) having one end (15i) connected with the main outward shoulder groove (4) and the other end ending within the outward middle portion (7), and each said internal semi-open lamella (16) having an extr. emity (16i) connected with the central main groove (5) and the other end ending within the middle outward portion (7), wherein the number of said inner semi-open lamellas (16) is less than the number of said semi-open lamellas external (15).
    [0002]
    2. Pneumatic (1), according to claim 1, characterized in that said external semi-open lamellas (15) comprise a plurality of first external semi-open lamellas (17) and a plurality of second external semi-open lamellas (18), wherein each first outer semi-open lamella (17) is provided on an extension line (16A) of one of said inner semi-open lamellas (16), and each second outer semi-open lamella (18) is provided between said first adjacent outer semi-open lamellas ( 17).
    [0003]
    3. Pneumatic (1) according to claim 1 or 2, characterized in that said lamellas provided in said middle inward portion (8) additionally include a plurality of outer semi-open lamellas (11) each having an end (11i) connected with the main inward shoulder groove (3) and the other end ending within the inward middle portion (8) and a plurality of internal semi-open lamellae (12) each having an end (12i) connected with the central main groove (5) and the other end ending within the inward middle portion (8).
    [0004]
    4. Pneumatic (1) according to claim 3, characterized in that said outer semi-open lamellas (11) in said middle inward portion (8) consist of first outer semi-open lamellas (11A) each of which is provided in an extension line (12a) of each of said inner semi-open lamella (12) in the middle inward portion (8).
    [0005]
    5. Pneumatic (1), according to claim 4, characterized in that each said completely open lamella (10) is provided between adjacent first outer semi-open lamellas (11A).
    [0006]
    6. Pneumatic (1), according to claim 5, characterized in that each said fully open lamella (10) is provided in a central region between adjacent first outer semi-open lamellas (11A).
    [0007]
    7. Pneumatic (1), according to any one of claims 1 to 6, characterized in that said each lamella in the middle portion inwards (8) extends in the form of an arc having its center of radius located in a first side of the lamella with respect to a circumferential direction of the tire (1), and said each lamella in the middle outward portion (7) extends in an arc shape having its radius center located on a second side of the lamella with respect to the direction tire circumferential, where the second side is opposite the first side.
    [0008]
    8. Tire (1) according to any one of claims 1 to 7, characterized in that said outward shoulder portion (6) is provided with a plurality of outward shoulder claw grooves (23) having groove widths in a range of not less than 2 mm, where each outward shoulder grip groove (23) extends from the outward tread edge (Teo) to its axially inner end (23i ) ending inside the outward shoulder portion (6).
    [0009]
    9. Pneumatic (1) according to any one of claims 1 to 8, characterized in that said inward shoulder portion (9) is provided with a plurality of inward shoulder claw grooves (19) having groove widths in a range of not less than 2 mm, and a plurality of shoulder inward sipes (20, 21), where each shoulder claw inward groove (19) extends from the band edge run-in (Tei) to its axially inner end (19i) ending within the inward shoulder portion (9), and said inward shoulder sipes (20, 21) comprise a plurality of inner shoulder sipes ( 20) each extending between the axially inner end (19) of the shoulder inward grip groove (19) and the main shoulder inward groove (3).
    [0010]
    10. Tire (1) according to claim 8, characterized in that each said outward shoulder claw groove (23) comprises an axially outer portion (23a) extending along an axial direction of the tire (1) and an axially inner portion (23b) that slopes with respect to the axial direction of the tire (1).
    [0011]
    11. Tire (1) according to claim 9, characterized in that each inward shoulder claw groove (19) comprises an axially outer portion (19a) that extends along an axial direction of the tire ( 1) and an axially inner portion (19b) that slopes with respect to the axial direction of the tire (1).
    [0012]
    12. Pneumatic according to claim 11, characterized in that said inward shoulder lamella (20, 21) is inclined in the same direction as the axially internal portion (19b) of the inward shoulder claw groove (19 ).
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    同族专利:
    公开号 | 公开日
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    法律状态:
    2014-11-04| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-11-21| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-11-19| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-01-12| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|
    2021-06-22| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-08-10| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 09/09/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2013-060611|2013-03-22|
    JP2013060611A|JP5715655B2|2013-03-22|2013-03-22|Pneumatic tire|
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