Patent Application
20200247188
The present invention relates to a tire for a vehicle which is used for an automobile or the like.
Japanese Patent No. 6321458 discloses a pneumatic tire that has first tilted grooves and first sipes in a first land portion. Each first sipe includes a first sipe portion to an n-th sipe portion which extend at different angles relative to the tire circumferential direction, and connect with each other sequentially from one end side of the first sipe.
It is important to improve drainage performance, and traction and braking performance on a wet road surface (hereinafter, collectively referred to simply as “wet performance”), and steering stability on a dry road surface (hereinafter, simply referred to as “steering stability”) in a tire for a vehicle at a high level. However, for example, a problem arises that uneven wear originating from a connection portion between a lateral groove and a sipe is likely to occur at a crown land portion on which high contact pressure tends to constantly act during running.
The present invention is made in view of the aforementioned problem, and a main object of the present invention is to provide a tire that allows improvement of steering stability and wet performance while uneven wear is inhibited from occurring.
The present invention is directed to a tire that includes a tread portion. The tread portion has land portions defined by main grooves. The land portions include a crown land portion disposed on a tire equator. The crown land portion includes: a first crown edge that extends in a tire circumferential direction on one side of the tire equator; a second crown edge that extends in the tire circumferential direction on the other side of the tire equator; a plurality of crown lateral grooves that extend from the first crown edge beyond the tire equator and terminate in the crown land portion; and crown sipes that include first sipe elements extending from the crown lateral grooves toward the second crown edge. The first sipe elements intersect the crown lateral grooves at an obtuse angle.
In another aspect of the present invention, the tread portion may have an asymmetric pattern for which a mounting direction to a vehicle is designated, and, in the mounting direction, when the tire has been mounted to the vehicle, the first crown edge may be disposed on an outer side of the vehicle and the second crown edge may be disposed on an inner side of the vehicle.
In another aspect of the present invention, the crown sipes may further include second sipe elements that extend so as to be bent relative to the first sipe elements.
In another aspect of the present invention, the second sipe elements may intersect the first sipe elements at an obtuse angle.
In another aspect of the present invention, an absolute value |α−β| of a difference between an angle α at which the crown lateral grooves and the first sipe elements intersect each other and an angle β at which the first sipe elements and the second sipe elements intersect each other may not be greater than 30 degrees.
In another aspect of the present invention, the first sipe elements and the crown lateral grooves may intersect each other at an angle that is greater than 90 degrees and not greater than 145 degrees.
In another aspect of the present invention, a length of each crown lateral groove may be 51% to 70% of a width, in a tire axial direction, of the crown land portion.
In another aspect of the present invention, the land portions may include a first middle land portion that is adjacent to the first crown edge side of the crown land portion across a first crown main groove. The first middle land portion may include first middle sipes that extend from the first crown main groove and terminate in the first middle land portion, and second middle sipes each extending from the first crown main groove and having a length, in a tire axial direction, which is less than each first middle sipe.
In another aspect of the present invention, the first middle sipes and the second middle sipes may be tilted relative to the tire axial direction in the same direction.
In another aspect of the present invention, the first middle land portion may be defined between the first crown main groove and a first shoulder main groove disposed outward of the first crown main groove in the tire axial direction. The first middle land portion may have a plurality of first middle lateral grooves that extend from the first shoulder main groove and terminate in the first middle land portion.
In another aspect of the present invention, each first middle lateral groove may have a groove width greater than each crown lateral groove.
In another aspect of the present invention, the land portions may include a second middle land portion that is adjacent to the second crown edge side of the crown land portion across a second crown main groove. The second middle land portion may include a plurality of third middle sipes that transversely extend fully across the second middle land portion. The second middle land portion may include a plurality of second middle lateral grooves that extend outward from the second crown main groove in a tire axial direction and terminate in the second middle land portion.
In another aspect of the present invention, the third middle sipes and the second middle lateral grooves may be tilted relative to the tire axial direction in the same direction.
In another aspect of the present invention, each second middle lateral groove may have a groove width greater than each crown lateral groove.
In another aspect of the present invention, each of the main grooves may have a groove width of not less than 3.0 mm. The total number of the main grooves disposed in the thread portion may be four. The number of the land portions that are defined in the tread portion may be five.
The tire of the present invention includes the crown lateral grooves and the crown sipes in the crown land portion, and, therefore, steering stability and wet performance can be improved.
The first sipe elements of the crown sipes intersect the crown lateral grooves at an obtuse angle. Therefore, stiffness is inhibited from being locally reduced at the connection portions between the crown lateral grooves and the crown sipes, so that uneven wear originating from the connection portion is inhibited from occurring in the crown land portion.
One embodiment of the present invention will be described below with reference to the drawings.
In the tread portion 2, land portions 10 to 14 are formed so as to be defined by a plurality of main grooves 3 to 6. The main grooves 3 to 6 are, for example, grooves that continuously extend in the tire circumferential direction and can make a sufficient contribution to drainage performance.
For example, a groove width of each of the main grooves 3 to 6 is not less than 5.0 mm, preferably not less than 6.0 mm, and more preferably not less than 8.0 mm. The main grooves 3 to 6 may have the same groove width or may have groove widths different from each other. In the present embodiment, in
In the description herein and claims, unless otherwise specified, dimensions of components of the tire 1, and the like are represented as values measured in a “normal state” in which the tire 1 is mounted on a normal rim and is inflated with air to a normal internal pressure, and no load is applied to the tire 1.
The “normal rim” represents a rim that is defined by a standard, in a standard system including the standard with which the tire 1 complies, for each tire, and is, for example, the “standard rim” in the JATMA standard, the “Design Rim” in the TRA standard, or the “Measuring Rim” in the ETRTO standard.
The “normal internal pressure” represents an air pressure that is defined by a standard, in a standard system including the standard with which the tire 1 complies, for each tire, and is the “maximum air pressure” in the JATMA standard, the maximum value recited in the table “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” in the TRA standard, or the “INFLATION PRESSURE” in the ETRTO standard.
[Crown Land Portion]
The land portions include a crown land portion 10. The crown land portion 10 is disposed on the tire equator C, and a heavy load acts on the crown land portion 10 not only in straight running but also in turning.
The crown land portion 10 has a contact surface. The contact surface is defined by a first crown edge 7 that extends in the tire circumferential direction on one side of the tire equator C and a second crown edge 8 that extends in the tire circumferential direction on the other side of the tire equator C. In the present embodiment, the tire equator C is positioned at the center in the tire axial direction between the first crown edge 7 and the second crown edge 8.
The first crown edge 7 is defined by the first crown main groove 3 and the second crown edge 8 is defined by the second crown main groove 4. It is to be understood that the first crown edge 7 and the second crown edge 8 do not necessarily have sharp corners and merely specify “end edges” of the contact surface of the crown land portion 10.
The first crown edge 7 extends, for example, linearly along the tire circumferential direction. The second crown edge 8 includes, for example, portions 8A that extend linearly along the tire circumferential direction, and recesses 8B that are recessed toward the center in the width direction of the crown land portion 10. Each recess 8B is, for example, a lateral-V-shaped when the tread is seen in a planar view. However, the first crown edge 7 and the second crown edge 8 are not limited thereto.
The crown land portion 10 includes a plurality of crown lateral grooves 20 and a plurality of crown sipes 22.
Each crown sipe 22 includes a first sipe element 23 that extends from a corresponding crown lateral groove 20 toward the second crown edge 8. That is, one end of the crown sipe 22 is connected to the crown lateral groove 20. In the description herein, the “sipe” such as the crown sipe 22 represents a narrow cut having a width of less than 1.5 mm and preferably having a width of not greater than 1.0 mm. More preferably, the sipe has such a cut width that the opposing sipe wall surfaces at least partially contact with each other when the tire contacts with the ground, to improve apparent stiffness of the land portion. The “groove” is a cut having a width greater than the sipe, and has a groove width of not less than 1.5 mm.
The crown sipes 22 exhibit an edge effect of sweeping a road surface by the edge that appears on the contact surface and a so-called wiping effect of wiping a water film on the road surface by the edge while inhibiting reduction of stiffness of the crown land portion 10. Furthermore, the crown sipes 22 are expected to exhibit a drainage effect of sending, toward the second crown edge 8, water to be drained from the crown lateral grooves 20 while a space between the sipe walls slightly opens.
As described above, the crown land portion 10 of the present embodiment allows the tire 1 to improve steering stability and wet performance, in particular, wet braking performance.
In the present embodiment, the first sipe element 23 of the crown sipe 22 intersects the crown lateral groove 20 at an obtuse angle (that is, an angle α that is greater than 90 degrees and less than 180 degrees). The angle α is obtained as an intersection angle between the groove center line of the crown lateral groove 20 and the center line of the first sipe element 23.
It has been found as a result of various experiments that, in the crown land portion 10 on which a high contact pressure tends to constantly act during running, a connection portion 16 at which the crown lateral groove 20 and the crown sipe 22 connect with each other is a weak point in wear, and uneven wear originating from the connection portion 16 is likely to occur. Such uneven wear is developed into crown wear to reduce steering stability by further running.
Meanwhile, it has been found that, when the crown lateral grooves 20 and the crown sipes 22 (first sipe elements 23) intersect each other at an obtuse angle at the connection portion 16, stiffness can be inhibited from being locally reduced at the connection portion 16, so that uneven wear originating from the connection portion 16 can be reduced to be very small. Therefore, the tire 1 of the present embodiment can allow improvement of steering stability and wet performance while reducing uneven wear at the connection portion 16 between the crown lateral groove 20 and the crown sipe 22 in the crown land portion 10.
The angle α at which the first sipe element 23 intersects the crown lateral groove 20 is greater than 90 degrees. The angle α is preferably not less than 100 degrees, more preferably not less than 110 degrees, and even more preferably not less than 120 degrees, and preferably not greater than 145 degrees. Thus, uneven wear at the connection portion 16 between the crown lateral groove 20 and the crown sipe 22 can be more effectively reduced.
In a preferable mode, a mounting direction to a vehicle is designated for the tread portion 2 such that the first crown edge 7 is disposed on the outer side of the vehicle and the second crown edge 8 is disposed on the inner side of the vehicle when the tire is mounted to the vehicle. The mounting direction is indicated on a sidewall portion (not shown) of the tire 1. In such a manner, since the crown lateral grooves 20 are disposed on the outer side of the vehicle in the crown land portion 10, drainage of water toward the outside of the vehicle is facilitated. Since the crown sipes 22 are disposed on the inner side of the vehicle in the crown land portion 10, stiffness of the crown land portion 10 on the inner side of the vehicle can be maintained relatively high. It can be understood that the tire 1 having such a structure can exhibit excellent steering stability when the tire 1 is mounted to the vehicle at a negative camber at which a high contact pressure acts on the inner side of the vehicle in the tread portion 2.
For example, the crown sipe 22 connects with the crown lateral groove 20 on one end 20a side. In a preferable mode, the crown sipe 22 connects with the crown lateral groove 20 in a portion closer to the second crown edge 8 than the tire equator C is. Therefore, the connection portion 16 between the crown lateral groove 20 and the crown sipe 22 is deviated from the tire equator C toward the second crown edge 8. This reduces contact pressure that acts on the connection portion 16 and serves to further inhibit occurrence of uneven wear at the connection portion 16.
For example, each crown lateral groove 20 is preferably tilted relative to the tire axial direction but is not particularly limited thereto. In order to improve drainage performance while deterioration of steering stability is minimized, the crown lateral groove 20 is preferably tilted relative to the tire axial direction, for example, at an angle of 10 to 50 degrees and more preferably at an angle of 20 to 40 degrees.
For example, each crown lateral groove 20 preferably extends linearly or extends so as to be arc-shaped but is not particularly limited thereto. In such a manner, drainage performance at the crown lateral grooves 20 is improved. In order to further improve drainage performance, when the crown lateral groove 20 is curved so as to be arc-shaped, the curvature radius of the arc is preferably not less than 100 mm.
Since the crown lateral grooves 20 are disposed in the crown land portion 10 at which contact pressure is high, the crown lateral grooves 20 exert an influence on drainage performance and steering stability. Therefore, in order to further improve steering stability and wet performance, the groove width of the crown lateral groove 20 is preferably not less than 2.0 mm, more preferably not less than 2.5 mm, and even more preferably not less than 3.0 mm, and preferably not greater than 10.0 mm, more preferably not greater than 8.0 mm, and even more preferably not greater than 6.0 mm. The groove width of the crown lateral groove 20 is defined as an average groove width obtained by an opening area, at the contact surface, of the crown lateral groove 20 being divided by the length of the groove center line, and the opening area does not include a chamfered portion such as a so-called diamond cut which is disposed at the end portion, in the length direction, of the groove.
For example, a length L1, in the tire axial direction, of the crown lateral groove 20 is, but is not particularly limited to, not less than 51% of a width W1, in the tire axial direction, of the crown land portion 10 and more preferably not less than 55% thereof, and preferably not greater than 70% thereof and more preferably not greater than 65% thereof. Thus, the crown lateral grooves 20 can sufficiently provide drainage performance without reducing stiffness of the crown land portion 10.
For example, the greatest groove depth D of the first crown main groove 3 is, but is not particularly limited to, not less than 6.0 mm, preferably not less than 7.0 mm, and more preferably not less than 8.0 mm. For example, the other main grooves 4 to 6 have similar depths.
As shown in
In a preferable mode, the first sipe element 23 is preferably tilted in the same direction as the crown lateral groove 20. Thus, drainage performance at the crown land portion 10 is further improved. In the present embodiment, the first sipe element 23 and the crown lateral groove 20 are each tilted in the upper right direction.
In the present embodiment, the first sipe element 23 linearly extends. In another mode, the first sipe element 23 may be, for example, curved so as to be arc-shaped. In this case, the edge length of the crown sipe 22 is increased to further improve an edge effect.
In a preferable mode, the crown sipes 22 may further include second sipe elements 24. The second sipe elements 24 are disposed on the second crown edge 8 side so as to be closer to the second crown edge 8 than the first sipe elements 23 are. The second sipe elements 24 extend, for example, so as to be bent relative to the first sipe elements 23. By the second sipe elements 24 being disposed, the crown sipes 22 can exhibit the edge effect and wiping effect in multiple directions to further improve wet performance of the tire 1.
The second sipe elements 24 are preferably tilted relative to the tire axial direction in the same direction as the crown lateral grooves 20. In such a manner, the crown lateral grooves 20, the first sipe elements 23 of the crown sipes 22, and the second sipe elements 24 of the crown sipes 22 are tilted relative to the tire axial direction in the same direction to further improve drainage performance.
For example, each second sipe element 24 preferably intersects the first sipe element 23 at an obtuse angle (that is, an angle β that is greater than 90 degrees and less than 180 degrees). Thus, a low-stiffness portion can be inhibited from being locally formed at a connection portion 18 between the first sipe element 23 and the second sipe element 24, and occurrence of uneven wear at the connection portion 18 can be inhibited.
In a preferable mode, the angle β at which the first sipe element 23 intersects the second sipe element 24 is greater than the angle α at which the first sipe element 23 intersects the crown lateral groove 20 (α<β). Thus, the above-described effect can be more effectively exhibited. For example, the angle β may be 120 to 160 degrees.
In another preferable mode, an absolute value |α−β| of difference between the angles α and β is restricted so as to be within a predetermined range. Thus, difference in stiffness between the two connection portions 16 and 18 in each of which stiffness tends to be low, can be reduced, and concentration of wear on one of the connection portion 16 or 18 can be effectively inhibited. For example, the absolute value |α−β| of the difference between the angles is preferably not greater than 30 degrees and more preferably not greater than 20 degrees. It is to be understood that the difference between the angles may be specified for any of three modes of α<β, α>β, and α=β
As shown in
In a preferable mode, in the crown sipe 22, a depth D3 of the second sipe element 24 is greater than the depth D2 of the first sipe element 23. When the second sipe element 24 having such a structure leaves a contact surface, the second sipe element 24 is more likely to be opened than the first sipe element 23. Therefore, the second sipe element 24 can exhibit an effect of drainage toward the second crown main groove 4 to improve wet performance of the tire 1. The depth D2 of the first sipe element 23 is preferably about 20 to 80% of the depth D3 of the second sipe element 24.
As shown in
In another mode of the crown sipes 22, third sipe elements may be connected to the second crown edge 8 side of the second sipe element 24. In this case, the third sipe elements preferably intersect the second sipe elements 24 at an obtuse angle.
In the present embodiment, the crown land portion 10 has the crown lateral grooves 20 only as grooves. Thus, preferably, other than the crown lateral grooves 20, no grooves and sipes are connected to the first crown edge 7. Thus, reduction of stiffness in the crown land portion 10 is inhibited and steering stability at dry road surfaces is improved. In the present embodiment, preferably, other than the crown sipes 22, no grooves and sipes are connected to the second crown edge 8 of the crown land portion 10.
[First Middle Land Portion]
Returning to
The first middle land portion 11 includes, for example, first middle sipes 31 and second middle sipes 32.
The first middle sipes 31 and the second middle sipes 32 preferably alternate in the tire circumferential direction. Each of the first middle sipes 31 and the second middle sipes 32 preferably extends linearly.
In order to exhibit excellent edge effect while reduction of stiffness of the first middle land portion 11 is inhibited, the length L2, in the tire axial direction, of the first middle sipe 31 is, for example, 30% to 70% of a width W2, in the tire axial direction, of the first middle land portion 11 and is preferably 40% to 60% thereof. In the present embodiment, the length L2 is 50% of the width W2. Similarly, the length L3, in the tire axial direction, of the second middle sipe 32 is, for example, 30% to 70% of the length L2, in the tire axial direction, of the first middle sipe 31 and is preferably 40% to 60% thereof.
In a preferable mode, the first middle sipes 31 and the second middle sipes 32 may be alternately disposed in the tire circumferential direction at a pitch P1 that is 45 to 55% of one pitch of the crown lateral grooves 20. When semi-open sipes are densely disposed on the first crown main groove 3 side of the first middle land portion 11, excellent edge effect and quietness during running can be provided while lateral stiffness of the first middle land portion 11 is maintained. One pitch of the crown lateral grooves 20 is an interval between the crown lateral grooves 20 disposed in the tire circumferential direction. When the crown lateral grooves 20 are disposed at variable pitches, the one pitch is a value (average interval) obtained by a tire circumferential length at the first crown edge 7 being divided by the total number of the crown lateral grooves 20 for convenience sake. The above-described definition is also applied to pitches of other lateral grooves and sipes described below.
The first middle sipes 31 and the second middle sipes 32 may be tilted relative to the tire axial direction. In a preferable mode, the first middle sipes 31 and the second middle sipes 32 are tilted in the same direction. In the present embodiment, the first middle sipes 31 and the second middle sipes 32 are tilted relative to the tire axial direction in the same direction as the crown lateral grooves 20. In a particularly preferable mode, the first middle sipes 31 and the second middle sipes 32 are disposed parallel to each other. Such a sipe layout serves to prevent a weak point in wear from being generated in the first middle land portion 11.
In a preferable mode, the first middle land portion 11 has a plurality of first middle lateral grooves 40 formed therein. Each first middle lateral groove 40 extends from the first shoulder main groove 5 and terminates in the first middle land portion 11. That is, each first middle lateral groove 40 does not extend fully across the first middle land portion 11 and has one end 40a on the first middle land portion 11. The first middle lateral groove 40 extends, for example, linearly so as to exhibit preferable drainage performance. The first middle lateral groove 40 inhibits reduction of stiffness of the first middle land portion 11 and consequently improves steering stability provided by the tire 1. Meanwhile, the other end of the first middle lateral groove 40 is connected to the first shoulder main groove 5, and, therefore, excellent drainage performance is provided so that wet performance of the tire 1 can be improved.
For example, a length L4, in the tire axial direction, of the first middle lateral groove 40 is, but is not particularly limited to, not less than 30% of the width W2, in the tire axial direction, of the first middle land portion 11 and more preferably not less than 40% thereof, and preferably not greater than 70% thereof and more preferably not greater than 60% thereof. In the present embodiment, the length L4 of the first middle lateral groove 40 is 50% of the width W2 of the first middle land portion 11. The first middle lateral groove 40 having such a structure can sufficiently provide drainage performance without reducing stiffness of the first middle land portion 11.
In a preferable mode, the first middle lateral grooves 40 are disposed in the tire circumferential direction at a pitch P2 that is 95% to 105% of one pitch of the crown lateral grooves. Thus, in the first middle land portion 11, drainage performance can be sufficiently obtained.
The first middle lateral grooves 40 do not intersect the first middle sipes 31 and the second middle sipes 32. Thus, the first middle land portion 11 does not have connection portions between lateral grooves and sipes at which stiffness is locally reduced, so that occurrence of uneven wear is inhibited.
In a preferable mode, the first middle lateral grooves 40 are tiled in the same direction as the first middle sipes 31. In a particularly preferable mode, difference between an angle at which the first middle lateral grooves 40 are tilted relative to the tire axial direction and an angle at which the first middle sipes 31 are tiled relative to the tire axial direction is not greater than 10 degrees. This prevents a weak point in wear from being generated in the first middle land portion 11.
The groove width of the first middle lateral groove 40 is preferably not less than 2.5 mm, more preferably not less than 3.0 mm, and preferably not greater than 10.0 mm, more preferably not greater than 8.0 mm, and even more preferably not greater than 6.0 mm. In a preferable mode, the first middle lateral groove 40 has a groove width that is greater than the crown lateral groove 20. The groove width of the first middle lateral groove 40 is defined as an average groove width obtained by an opening area, at a contact surface, of the first middle lateral groove 40 being divided by the length of the groove center line, and the opening area does not include so-called chamfered portion and diamond cut, and the like disposed at the end portion, in the length direction, of the groove.
For example, the groove depth of the first middle lateral groove 40 is, but is not particularly limited to, preferably in a range of 50% to 90% of the greatest groove depth D (shown in
The first middle lateral grooves 40 may have a constant groove depth. However, in order to further inhibit reduction of stiffness of the first middle land portion 11, shallow bottom portions 42 having a small depth are preferably provided on the first shoulder main groove 5 side. Acute angle portions between the first middle lateral grooves 40 and the first shoulder main groove 5 are preferably formed as chamfered portions 44 (so-called diamond cut) that are tilted inward in the tire radial direction toward the end portion.
In the present embodiment, only the first middle lateral grooves 40 are disposed as grooves at the edge on the outer side, in the tire axial direction, of the first middle land portion 11. Thus, preferably, other than the first middle lateral grooves 40, no grooves and sipes are connected to the edge on the outer side, in the tire axial direction, of the first middle land portion 11. Thus, reduction of stiffness of the first middle land portion 11 is inhibited and steering stability on a dry road surface is improved. Similarly, preferably other than the first middle sipes 31 and the second middle sipes 32, no grooves and sipes are connected to the edge on the inner side, in the tire axial direction, of the first middle land portion 11.
[Second Middle Land Portion]
Returning to
As shown in
Each second middle lateral groove 50 extends outward from the second crown main groove 4 in the tire axial direction and has one end 50a at which the second middle lateral groove 50 terminates in the second middle land portion 12. The second middle lateral grooves 50 can allow drainage of water under the second middle land portion 12 through the second crown main groove 4 to provide excellent drainage performance. The second middle lateral grooves 50 do not extend fully across the second middle land portion 12, and, therefore, reduction of stiffness of the second middle land portion 12 is inhibited and steering stability provided by the tire 1 is improved. In this viewpoint, a length L5, in the tire axial direction, of the second middle lateral groove 50 is preferably 40% to 60% of a width W3, in the tire axial direction, of the second middle land portion 12. In the present embodiment, the length L5 is 50% of the width W3.
As shown in
The groove bottom sipe 60 has, for example, substantially the same length as the second middle lateral groove 50. For example, the groove bottom sipe 60 is formed at the center position, in the groove width direction, of the second middle lateral groove 50. However, the groove bottom sipe 60 may be disposed closer to one of the sides in the groove width direction.
As shown in
As shown in
The sipe depth of the inner side portion 34 is less than the sipe depth of the outer side portion 35. For example, the inner side portion 34 is preferably formed such that the length thereof is in a range of 40% to 60% of the length, in the tire axial direction, of the third middle sipe 33. The inner side portion 34 of the third middle sipe 33 overlaps the second middle lateral groove 50 as viewed in the tire circumferential direction. Therefore, when the inner side portion 34 of the third middle sipe 33 is formed to be shallow, reduction of stiffness on the inner side, in the tire axial direction, of the second middle land portion 12 can be inhibited, and steering stability provided by the tire 1 can be improved. In order to further improve such an effect, for example, a depth D6 of the inner side portion 34 of the third middle sipe 33 is preferably about 10 to 40% of the greatest groove depth D4 of the second middle lateral groove 50.
In order to improve drainage performance on the outer side, in the tire axial direction, of the second middle land portion 12, for example, a sipe depth D7 of the outer side portion 35 of the third middle sipe 33 is preferably about 60 to 105% of the greatest groove depth D4 of the second middle lateral groove 50.
As shown in
An angle of each of the third middle sipe 33 and the second middle lateral groove 50 relative to the tire axial direction is preferably greater than an angle of the first middle lateral groove 40 relative to the tire axial direction. Thus, excellent drainage performance can be obtained in the second middle land portion 12. Particularly preferably, the angle of each of the third middle sipe 33 and the second middle lateral groove 50 relative to the tire axial direction is greater than the angle of the first middle lateral groove 40 relative to the tire axial direction such that a difference between both the angles is not greater than 10 degrees. Thus, significant reduction of lateral stiffness of the second middle land portion 12 can be inhibited, so that high steering stability can be obtained.
In a preferable mode, the second middle lateral groove 50 has a groove width greater than the crown lateral groove. Thus, excellent drainage performance can be obtained in the second middle land portion 12. The groove width of the second middle lateral groove 50 is defined as an average groove width obtained by an opening area, at the contact surface, of the second middle lateral groove 50 being divided by the length of the groove center line, and the opening area does not include a chamfered portion such as a so-called diamond cut which is disposed at the end portion, in the length direction, of the groove.
The third middle sipes 33 are disposed in the tire circumferential direction at a pitch that is 95 to 105% of one pitch of the crown lateral grooves 20. Similarly, the second middle lateral grooves 50 are also disposed in the tire circumferential direction at a pitch that is 95 to 105% of one pitch of the crown lateral grooves 20. The third middle sipes 33 and the second middle lateral grooves 50 are alternately disposed in the tire circumferential direction at a pitch that is about 45 to 55% of one pitch of the crown lateral grooves 20.
As shown in
The first shoulder land portion 13 is defined between the first shoulder main groove 5 and a first tread end To. The second shoulder land portion 14 is defined between the second shoulder main groove 6 and a second tread end Ti.
The first tread end To and the second tread end Ti represent the outermost positions on both sides, in the tire axial direction, of the contact surface of the tread portion 2 in the tire 1 in a normal load state.
In the description herein, the “normal load state” represents a state in which the tire 1 is mounted on a normal rim at a normal internal pressure, and a normal load is applied to the tire 1 when the camber angle is zero.
The “normal load” represents a load that is defined by a standard, in a standard system including the standard with which the tire 1 complies, for each tire, and is “maximum load capacity” in the JATMA standard, the maximum value recited in the table “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” in the TRA standard, or the “LOAD CAPACITY” in the ETRTO standard.
The first shoulder land portion 13 has a plurality of first shoulder lateral grooves 70 formed therein. Each first shoulder lateral groove 70 transversely extends fully across the first shoulder land portion 13. Thus, the first shoulder land portion 13 is formed as block rows. For example, the first shoulder land portion 13 may have a longitudinal narrow groove 72 having a groove width less than the main groove, preferably having a groove width of not greater than 2.5 mm.
The second shoulder land portion 14 has a plurality of second shoulder lateral grooves 80 formed therein. The second shoulder lateral grooves 80 connect with the second tread end Ti, and the inner ends of the second shoulder lateral grooves 80 in the tire axial direction terminate in the second shoulder land portion 14.
The second shoulder land portion 14 further has a plurality of shoulder sipes 82 formed therein. Each shoulder sipe 82 extends inward in the tire axial direction from a corresponding one of the inner ends in the second shoulder land portion 14 and connects to the second shoulder main groove 6.
Although the embodiments of the present invention have been described above in detail, the present invention is not limited to the specific embodiments described above, and it is needless to say that various modifications can be devised to implement the present invention. It is to be understood that, in the description herein, elements described in some mode and modifications of the elements are intended to be applied to (replace or be added to) corresponding elements in other modes even if no description thereof is provided. A plurality of modifications may be used in combination to implement the present invention even if no description thereof is provided.
In order to confirm the effect of the present invention, a radial tire, for a passenger car, having a size of 245/40R18 and based on the tread pattern shown in
Evaluations were made for (1) wet braking performance for which a braking distance was evaluated in full braking on a wet road, (2) steering stability for which a professional driver made sensory evaluation for handling performance on a dry road surface, and (3) a state where uneven wear occurred in the crown land portion. The evaluations are each indicated as an index with the index of comparative example being 100. The greater the value of the index is, the better the evaluation is.
According to the test results, it was confirmed that, in the tires of examples, as compared with comparative example, resistance to uneven wear in the crown land portion was greatly improved while wet braking performance and steering stability were almost the same as those of comparative example.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2019-019052 | Feb 2019 | JP | national |
