RELATED APPLICATIONS
This application claims the benefit of foreign priority to Japanese Patent Application No. JP2022-187526, filed Nov. 24, 2022, which is incorporated by reference in its entirety.
FIELD OF THE DISCLOSURE
The present disclosure is related to a tire.
BACKGROUND OF THE DISCLOSURE
Patent Document 1 below discloses a pneumatic tire intended for use in winter. The outer shoulder land portion of this tire is formed into a plurality of outer shoulder blocks divided by a plurality of outer shoulder lateral grooves extending in the tire axial direction. At least one of the outer shoulder blocks is divided into a first block piece on the outer tread edge side and a second block piece on the inner tread edge side by a first narrow longitudinal groove extending in the tire circumferential direction. Also, the first block piece is provided with a plurality of first sipes, and the second block piece is provided with a plurality of second sipes. Furthermore, the total number of the second sipes in the second block piece is greater than the total number of the first sipes in the first blocks piece.
PATENT DOCUMENT
- [Patent Document 1] Japanese Unexamined Patent Application Publication 2021-195051
SUMMARY OF THE DISCLOSURE
In recent years, tires with sipes in the tread portion designed for winter use have been required to perform even better on ice. On the other hand, in these tires, due to the deformation of the land portions caused by the ground load received when the tires come into contact with the ground, the strain tends to concentrate on the bottoms of the sipes, and cracks tend to occur starting from the bottoms. For this reason, these tires have been required to improve the durability of the bottoms of the sipes against the ground load (hereinafter referred to as “load durability”).
In addition, with the spread of hybrid vehicles that use both an engine and a motor and EV vehicles that run only with a motor, the noise generated during vehicle operation has been remarkably reduced. Therefore, there is a need to reduce the noise caused by the sipes in the above-mentioned tires as well.
The present disclosure has been made in view of the above circumstances and has a main object to provide a tire capable of improving on-ice performance, load durability, and noise performance.
In one aspect of the present disclosure, a tire includes a tread portion being provided with a plurality of circumferential grooves continuously extending in a tire circumferential direction, a plurality of lateral grooves extending in a tire axial direction, and a plurality of first blocks, wherein each of the plurality of first blocks is provided with at least one first sipe, in each first block, the at least one first sipe extends in a zigzag shape in both of a cross-section perpendicular to a sipe length direction and a cross-section parallel to a ground contact surface of the first block, in each first block, the at least one first sipe includes a sipe bottom, and a tie-bar locally raising outwardly in a tire radial direction from the sipe bottom and terminating without reaching the ground contact surface of the first block to divide the at least one first sipe into a first portion and a second portion in the sipe length direction, in each first block, the sipe bottom of the first portion and the sipe bottom of the second portion extend in a zigzag shape in a cross-section parallel to the ground contact surface of the first block, the sipe bottom of the first portion communicates with a first widening portion having a circular shape in a cross-section perpendicular to the sipe length direction, the first widening portion has a groove width greater than a width of the first portion, the first widening portion extends in a zigzag shape along the sipe bottom of the first portion, the sipe bottom of the second portion communicates with a second widening portion having a circular shape in a cross-section perpendicular to the sipe length direction, the second widening portion has a groove width greater than a width of the second portion, the second widening portion extends in a zigzag shape along the sipe bottom of the second portion, and the first widening portion does not communicate with the second widening portion.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a development view of a tread portion of a tire according to an embodiment of the present disclosure;
FIG. 2 is a cross-sectional view of the tread portion of FIG. 1:
FIG. 3 is an enlarged view of first blocks of FIG. 1;
FIG. 4 is an enlarged perspective view conceptually showing the space defined by a first sipe;
FIG. 5 is a cross-sectional view taken along line A-A of FIG. 3;
FIG. 6 is a partial cross-sectional view of first sipes in FIG. 3 parallel to the ground contact surface of the first block; and
FIG. 7 is a cross-sectional view taken along line B-B of FIG. 3.
DETAILED DESCRIPTION OF THE DISCLOSURE
One or more embodiments of the present disclosure will be described below with reference to the drawings.
FIG. 1 is a development view of a tread portion 2 of a tire 1 according to an embodiment. As illustrated in FIG. 1, the tire 1 according to the present disclosure is designed for use in winter. The tire 1 according to the present embodiment is used, for example, as a pneumatic tire for passenger cars. However, the present invention is not limited to such an aspect, and may be applied, for example, to heavy-duty tires.
The tread portion 2 includes a pair of tread edges Te, a plurality of circumferential grooves 3 continuously extending in the tire circumferential direction between the tread edges Te, and a plurality of land portions 4 divided by the plurality of circumferential grooves 3.
The tread edges Te are the axial outermost edges of the ground contacting patch of the tire 1 which occur under the condition such that the tire 1 under a normal state is grounded on a plane with 70% of a standard tire load at zero camber angles.
As used herein, when a tire is a pneumatic tire based on a standard, the “normal state” is such that the tire 1 is mounted onto a standard wheel rim with a standard pressure but loaded with no tire load. If a tire is not based on the standards, or if a tire is a non-pneumatic tire, the normal state is a standard state of use according to the purpose of use of the tire and means a state of no load. As used herein, unless otherwise noted, dimensions of portions of the tire are values measured under the normal state. Furthermore, unless otherwise noted, any of the known methods can be applied to the measurement of the aforementioned dimensions.
As used herein, the “standard wheel rim” is a wheel rim officially approved for each tire by the standard organization on which the tire is based. For example, the standard wheel rim is the “standard rim” specified in JATMA, the “Design Rim” in TRA, and the “Measuring Rim” in ETRTO.
As used herein, the “standard pressure” is a standard pressure officially approved for each tire by the standard organization on which the tire is based. For example, the standard pressure is the “maximum air pressure” in JATMA, the maximum pressure given in the “Tire Load Limits at Various Cold Inflation Pressures” table in TRA, and the “Inflation Pressure” in ETRTO.
As used herein, when a tire is a pneumatic tire based on a standard, the “standard tire load” is a tire load officially approved for each tire by the standard organization on which the tire is based. For example, the standard tire load is the “maximum load capacity” in JATMA, the maximum value given in the above-mentioned table in TRA, and the “Load Capacity” in ETRTO. If a tire is not based on the standards, the “standard tire load” refers to the maximum load that can be applied to the tire in accordance with the above-mentioned standards.
In the present embodiment, the tread portion 2 is provided with four circumferential grooves 3. These circumferential grooves 3 include two crown circumferential grooves 5 and two shoulder circumferential grooves 6. The crown circumferential grooves 5 are arranged such that the tire equator C is located therebetween. The shoulder circumferential grooves 6 are arranged such that the crown circumferential grooves 5 are located therebetween. However, the present disclosure is not limited to such an aspect.
The circumferential grooves 3 may extend linearly or in a zigzag shape in the tire circumferential direction.
FIG. 2 illustrates a cross-sectional view of the tread portion 2. FIG. 2 shows a conceptual cross-section of the tread portion 2, and the cross sections of the sipes and lateral grooves observed in the plan view of the tread portion 2 are omitted in FIG. 2. As illustrated in FIG. 2, a groove width of the circumferential grooves 3 is preferably equal to or more than 3 mm. The maximum groove width W1 of the circumferential grooves 3 is, for example, in a range from 2.0% to 5.0% of the tread width TW (shown in FIG. 1). Further, the maximum groove depth dl of the circumferential grooves 3 is, for example, in a range from 5 to 15 mm. Note that the tread width TW corresponds to the distance in the tire axial direction from one of the tread edges Te to the other tread edge Te in the normal state described above.
As illustrated in FIG. 1, in the present embodiment, the tread portion 2 is divided into five land portions 4 by the circumferential grooves 3. These land portions 4 include a crown land portion 7, two middle land portions 8, and two shoulder land portions 9. The crown land portion 7 is defined between the crown circumferential grooves 5. In each side of the tire equator C, the middle land portion 8 is defined between the crown circumferential groove 5 and the shoulder circumferential groove 6. In each side of the tire equator C, the shoulder land portion 9 is located outwardly in the tire axial direction of the shoulder circumferential groove 6 and include the respective tread edge Te.
In the present disclosure, the tread portion 2 is further provided with a plurality of lateral grooves 10. Thus, the land portions 4 are formed into block rows each including a plurality of blocks 11 divided by the lateral grooves 10. Further, the tread portion 2 includes a plurality of first blocks 13. In the present embodiment, the plurality of first blocks 13 is included in the pair of shoulder land portions 9. Accordingly, each block rows of the plurality of first block 13 constitutes the respective tread edges Te.
FIG. 3 illustrates an enlarged plan view of two first blocks 13. The first blocks 13 shown in FIG. 3 are those included in the left side shoulder land portion 9 shown in FIG. 1. As illustrated in FIG. 3, each first block 13 is provided with at least one the first sipe 15. As a preferred embodiment, each first block 13 according to the present embodiment is provided with a plurality of first sipes 15.
As used herein, “sipe” refers to an incision with a narrow width, where the width between the two inner walls facing each other is equal to or less than 1.5 mm. The opening of a sipe may be provided with a chamfer. In addition, as described below, a widened portion is connected to the bottom of each first sipe 15.
FIG. 4 is an enlarged perspective view conceptually showing the space defined by one of the first sipes 15. In FIG. 4, the above space is thinly dotted. FIG. 5 is a cross-sectional view perpendicular to the sipe length direction. FIG. 5 is a cross-sectional view including a first widening portion 21, which is described later, and corresponds to the A-A cross section of FIG. 3. FIG. 6 is a cross-sectional view of one first sipe in FIG. 3 parallel to the ground contact surface of one of the first blocks 13. As illustrated in FIGS. 4 to 6, each first sipe 15 according to the present disclosure extends in a zigzag shape in both of a cross-section perpendicular to the sipe length direction and a cross-section parallel to the ground contact surface of the respective first block 13.
FIG. 7 illustrates a cross-sectional view along the sipe length direction of one of the first sipes 15. FIG. 7 corresponds to the B-B cross section of FIG. 3. Note that in FIG. 7, the ridgelines 20 that demarcate the unevenness of the sipe wall are shown conceptually as two dotted lines. As illustrated in FIG. 7, each first sipe 15 is divided into, at least, a first portion 16 and a second portion 17 in the sipe length direction by at least one tie-bar 18. The tie-bar 18 locally raises outwardly in the tire radial direction from the sipe bottom and terminates without reaching the ground contact surface 13s of the first block 13. Note that in the area between the tie-bar 18 and the ground contact surface 13s of the first block 13, an imaginary line (not shown) that extends the center line in the width direction of the tie-bar 18 to the outside in the tire radial direction is the boundary between the first portion 16 and the second portion 17.
As illustrated in FIG. 4, the sipe bottoms 16d and 17d of the first portion 16 and the second portion 17, respectively, extend in a zigzag shape in a cross section parallel to the ground contact surface 13s (shown in FIG. 5) of the first block 13. In addition, as illustrated in FIG. 4 and FIG. 5, the sipe bottom 16d of the first portion 16 communicates with a first widening portion 21 having a circular shape in a cross-section. Further, the first widening portion 21 has a groove width greater than a width of the first portion 16. Furthermore, as illustrated in FIG. 4 and FIG. 5, the first widening portion 21 extends in a zigzag shape along the sipe bottom 16d of the first portion 16.
Similarly, as illustrated in FIG. 4, the sipe bottom 17d of the second portion 17 communicates with a second widening portion 22 having a circular shape in a cross-section. The second widening portion 22 has a groove width greater than a width of the second portion 17. In addition, as illustrated in FIG. 4 and FIG. 5, the second widening portion 22 extends in a zigzag shape along the sipe bottom 17d of the second portion 17. Furthermore, the first widening portion 21 does not communicate with the second widening portion 22. The tire 1 according to the present disclosure employs the configuration described above, and this makes it possible to improve the on-ice performance, the load durability and the noise performance. The reasons are as follows.
Each first sipe 15 of the tire 1 according to the present disclosure extends in a zigzag shape as described above. In addition, each first sipe 15 is divided into the first portion 16 and the second portion 17 by the tie-bar 18. In such a first sipe 15, when the ground load is applied to the first block 13, the sipe walls of each first sipe 15 facing each other are tightly engaged to maintain the rigidity of the first block 13. Furthermore, each tie-bar 18 also helps maintain the rigidity of the first block 13. As a result, the deformation of the first block 13 can be effectively suppressed, and the strain at the bottom of each first sipe 15 can be suppressed, improving the load durability.
In addition, as illustrated in FIG. 4, each first sipe 15 according to the present disclosure communicates with the first widening portion 21 and the second widening portion 22 each having a circular cross section, and the first widening portion 21 and the second widening portion 22 do not communicate with each other. Thus, even if the first blocks 13 deform, the strain can be dispersed at the sipe bottom of each first sipe 15, and the damage thereto can be suppressed.
Further, due to the above-mentioned mechanism, the deformation of each first block 13 can be suppressed, ensuring a large contact area when driving on ice, and the edge effect of the first sipes 15 can provide a large frictional force. Furthermore, since each first sipe 15 includes the first widening portion 21 and the second widening portion 22, each first sipe 15 exhibits excellent water absorption performance and can further enhance the on-ice performance.
Moreover, since the first widening portion 21 and the second widening portion 22 extend in a zigzag shape in the present disclosure, air movement within these widening portions can be inhibited, and thus the noise associated with the opening and closing of the sipe can be reduced. For the reasons described above, the tire 1 according to the present disclosure can improve the on-ice performance, load durability and noise performance.
Hereinafter, a more detailed configuration of the present embodiment will be described. Note that each configuration described below shows a specific aspect of the present embodiment. Thus, the present disclosure can exert the above-mentioned effects even if the tire does not include the configuration described below. Further, if any one of the configurations described below is applied independently to the tire of the present disclosure having the above-mentioned characteristics, the performance improvement according to each additional configuration can be expected. Furthermore, when some of the configurations described below are applied in combination, it is expected that the performance of the additional configurations will be improved.
As illustrated in FIG. 1, the tread portion 2 is divided into five regions in the tire axial direction including two outer regions 2A on the respective tread edge Te side, and three inner regions 2B therebetween. It is preferable that the first blocks 13 are included in the outer regions 2A. In the present embodiment, the first blocks 13 are included in the shoulder land portions 9, and the plurality of first blocks 13 constitute the respective tread edges Te. As a result, since each first sipe 15 is arranged in the shoulder land portions 9 where ground contact pressure tends to increase, the load durability can reliably be improved.
As illustrated in FIG. 3, it is preferable that each first block 13 is provided with a plurality of first sipes 15. In the present embodiment, each first block 13 is provided with four first sipes 15, and each first sipe 15 traverses the first blocks 13 in the tire axial direction. In addition, each first block 13 is not provided with any sipes or grooves other than the first sipes 15. However, the present disclosure is not limited to such an aspect. For example, one or some first blocks 13 may be provided with a circumferential narrow groove extending in the tire circumferential direction. Note that although each figure herein describes the configuration of a single first sipe 15, these configurations can be expanded to each of the first sipes 15 described above.
A distance ta between two adjacent first sipes 15 in the tire circumferential direction (corresponding to the circumferential distance between the sipe centerlines) is, for example, in a range from 3.0 to 7.0 mm, preferably 4.0 to 6.0 mm. This allows for excellent on-ice performance w % bile suppressing the uneven wear of the first blocks 13.
As illustrated in FIG. 5, each first sipe 15, in a cross-sectional view perpendicular to the sipe length direction, extends in the tire radial direction with a constant width W2. In addition, as illustrated in FIG. 6, each first sipe 15 extends in the sipe length direction while maintaining the constant width W2. That is, each first sipe 15 according to the present embodiment extends with a constant width W2 over the entire length and depth thereof. The width W2, for example is preferably equal to or less than 1.0 mm, more preferably in a range from 0.2 to 0.7 mm. Thus, both the load durability and the on-ice performance can be improved in a well-balanced manner. However, the present disclosure is not limited to such an aspect, and the inevitable errors in rubber products such as tires can be tolerated. Therefore, the width of each first sipe 15 may vary depending on its measurement position. In this case, the ratio W2M/W2m between the maximum value W2M and the minimum value W2m (not shown) of the widths of each first sipe 15 is preferably equal to or less than 2.0. The maximum value of W2M is preferably in a range from 0.4 to 0.7 mm. The minimum value of W2m is preferably in a range from 0.2 to 0.4 mm.
As illustrated in FIG. 7, in each first block 13, a maximum depth d3 from the ground contact surface 13s of the first block 13 to a bottom of the first widening portion 21 is in a range from 4.0 to 9.0 mm. Similarly, in each first block 13, a maximum depth d4 from the ground contact surface 13s of the first block 13 to a bottom of the second widening portion 22 is in a range from 4.0 to 9.0 mm. This structure can improve both the load durability and the on-ice performance in a well-balanced manner. As a preferred aspect, in this embodiment, the depth d3 and d4 are the same.
Each tie-bar 18 is located, for example, in the central region of the respective first sipe 15 when the first sipe 15 is divided into three equal parts in the sipe length direction. In some more preferred aspects, each tie-bar 18 in this embodiment is preferably arranged to include the central position of the respective first sipe 15 in the sipe length direction. This can prevent local deformation of the respective first sipe 15 and can provide excellent load durability.
In the present embodiment, each tie-bar 18 extends in the tire radial direction with a constant width, for example. The outermost end 18a in the tire radial direction of each tie-bar 18 has an arcuate outer surface convex toward the ground contact surface 13s. The maximum width W5 of each tie-bar 18 in the section along the sipe length direction of the first sipe 15 is, for example, in a range from 0.5 to 5.0 mm.
In at least one of the first sipes 15, a height h1 from a bottom of the first widening portion 21 to the outermost end of the tie-bar 18 in the tire radial direction is preferably equal to or more than 30% of the maximum depth d3 from the ground contact surface 13s of the first block 13 to the bottom of the first widening portion 21, more preferably equal to or more than 40%, but preferably equal to or less than 80%, more preferably equal to or less than 70%. The tie-bar 18 like this can help to balance the load durability and the on-ice performance.
As illustrated in FIG. 4, the first widening portion 21 extends in a zigzag shape in the sipe length direction of the first sipe 15 while maintaining a circular cross-sectional shape. Further the first widening portion 21 extends in the zigzag shape over the entire length. As a result, each first widening portion 21 has a cylindrical shape extending in the zigzag shape, except for the portion that is connected to the first sipe 15. In addition, the set of circular centers in the cross section of the first widening portion 21 becomes the central axis of the first widening portion 21, and this central axis extends in the zigzag shape. The same applies to the second widening portion 22.
As illustrated in FIG. 6, the first widening portion 21 includes zigzag corners 28 in a cross-section parallel to the ground contact surface 13s of the first block 13. Each zigzag corner 28 has an obtuse angle. However, the present disclosure is not limited to such an aspect, but the zigzag shapes of the first widening portion 21 and the second widening portion 22 may include arc-shaped zigzag corners. Such first widening portion 21 and second widening portion 22 make it difficult for the zigzag corner to become a starting point for cracks and further improve the load durability.
In the present embodiment, the first widening portion 21 and the second widening portion 22 have substantially the same configuration. For this reason, the zigzag pitch of the first widening portion 21 is equal to the zigzag pitch of the second widening portion 22. However, when the zigzag pitch of the first portion 16 is different from that of the second portion 17, the zigzag pitch of the first widening portion 21 may be different from the zigzag pitch of the second widening portion 22. In this way, the water absorption and the degree of engagement of the two sipe walls can be different in the first portion 16 and the second portion 17, allowing a fine-tuning of the balance between the on-ice performance and the load endurance.
As illustrated in FIG. 5, in a cross-section perpendicular to the sipe length direction of each first sipe 15, a diameter L 1 of the first widening portion 21 is preferably equal to or more than 2.0 times a width of the first sipe 15, more preferably equal to or more than 3.0 times, but preferably equal to or less than 6.0 times, more preferably equal to or less than 5.0 times. As a result, the above-mentioned effects can be obtained while demonstrating excellent demoldability during tire production. The above-mentioned “the width of the first sipe 15” means a constant width W2 in this embodiment, and if the width varies depending on the measurement position, it means the maximum width.
In the same point of view, in a cross-section perpendicular to the sipe length direction of each first sipe 15, a diameter of the second widening portion 22 is preferably equal to or more than 2.0 times a width of the first sipe 15, more preferably equal to or more than 3.0 times, but preferably equal to or less than 6.0 times, more preferably equal to or less than 5.0 times.
As illustrated in FIG. 4, in each first sipe 15, it is preferable that the ratio V1/V2 between the volume V1 of the first widening portion 21 and the volume V2 of the second widening portion 22 is in a range from about 0.8 to 1.2, and in this embodiment, these volumes are substantially the same.
In another embodiment, in at least one of the first sipes 15, the first widening portion 21 may be arranged on the tread edge Te side with respect to the second widening portion 22, and the volume V1 of the first widening portion 21 may be greater than the volume V2 of the second widening portion 22. In this case, the volume V1 is preferably in a range from 120% to 150% of the volume V2. In this embodiment, since each first widening portion 21 near the tread edge Te can exhibit excellent water absorption, the on-ice performance can be improved, and an improvement in wandering performance can also be expected.
In yet another embodiment, in at least one of the first sipes 15, the first widening portion 21 may be arranged on the tread edge Te side with respect to the second widening portion 22, and the volume V1 of the first widening portion 21 may be smaller than the volume V2 of the second widening portion 22. In this case, the volume V1 is preferably in a range from 50% to 80% of the volume V2. In this embodiment, since each first widening portion 21 near the tread edge Te has relatively small volume, the uneven wear around the tread edge Te can be suppressed.
As illustrated in FIG. 2, the tread portion 2 of the present embodiment includes a cap rubber layer Cg and a base rubber layer Bg. The cap rubber layer Cg constitutes the ground contact surface of the tread portion 2. The base rubber layer Bg is disposed inwardly in the tire radial direction of the cap rubber layer Cg. A rubber hardness of the cap rubber layer Cg is, for example, in a range from 40 to 65 degrees. The base rubber layer Bg has a rubber hardness greater than that of the cap rubber layer Cg. The rubber hardiness of the base rubber layer Bg is, for example, in a range from 50 to 75 degrees. As used herein, rubber hardness is the hardness measured by durometer type A in an environment of 23 degrees C. in accordance with JIS-K6253.
In the present embodiment, a distance t2 from the ground contact surface of the tread portion 2 to the boundary 25 between the cap rubber layer Cg and the base rubber layer Bg is in a range from 30% to 70% of the total thickness t1 of the tread rubber. On the other hand, as illustrated in FIG. 5, the minimum distance t3 in the tire radial direction from the boundary 25 to the bottom of the first widening portions 21 and the second widening portions 22 is preferably equal to or more than 0.5 mm, more preferably in a range from 1.0 to 4.0 mm. This effectively suppresses the peeling of the rubber at the boundary 25 caused by the deformation of the first widening portions 21 and the second widening portions 22.
While the particularly preferred embodiments of the tire according to the present disclosure have been described in detail, the present disclosure is not limited to the above specific embodiments, but may be modified and implemented in various ways.
[Additional Note]
The present disclosure includes the following aspects.
[Note 1]
A tire comprising:
- a tread portion being provided with a plurality of circumferential grooves continuously extending in a tire circumferential direction, a plurality of lateral grooves extending in a tire axial direction, and a plurality of first blocks, wherein
- each of the plurality of first blocks is provided with at least one first sipe,
- in each first block, the at least one first sipe extends in a zigzag shape in both of a cross-section perpendicular to a sipe length direction and a cross-section parallel to a ground contact surface of the first block,
- in each first block, the at least one first sipe comprises a sipe bottom, and a tie-bar locally raising outwardly in a tire radial direction from the sipe bottom and terminating without reaching the ground contact surface of the first block to divide the at least one first sipe into a first portion and a second portion in the sipe length direction,
- in each first block, the sipe bottom of the first portion and the sipe bottom of the second portion extend in a zigzag shape in a cross-section parallel to the ground contact surface of the first block,
- the sipe bottom of the first portion communicates with a first widening portion having a circular shape in a cross-section perpendicular to the sipe length direction.
- the first widening portion has a groove width greater than a width of the first portion,
- the first widening portion extends in a zigzag shape along the sipe bottom of the first portion,
- the sipe bottom of the second portion communicates with a second widening portion having a circular shape in a cross-section perpendicular to the sipe length direction,
- the second widening portion has a groove width greater than a width of the second portion,
- the second widening portion extends in a zigzag shape along the sipe bottom of the second portion, and
- the first widening portion does not communicate with the second widening portion.
[Note 2]
The tire according to note 1, wherein
- in each first block, the zigzag shapes of the first widening portion and the second widening portion comprise arc-shaped zigzag corners in a cross-section parallel to the ground contact surface of the first block.
[Note 3]
The tire according to note 1 or 2, wherein
- a zigzag pitch of the first widening portion is equal to a zigzag pitch of the second widening portion.
[Note 4]
The tire according to any one of notes 1 or 2, wherein
- a zigzag pitch of the first widening portion is different from a zigzag pitch of the second widening portion.
[Note 5]
The tire according to any one of notes 1 to 4, wherein
- the first widening portion extends in the zigzag shape over an entire length thereof.
[Note 6]
The tire according to any one of notes 1 to 5, wherein
- the tread portion comprises a tread edge, and
- the plurality of first blocks constitutes the tread edge.
[Note 7]
The tire according to any one of notes 1 to 6, wherein
- in at least one of the plurality of first blocks, a height from a bottom of the first widening portion to an outermost end of the tie-bar in the tire radial direction is in a range from 30% to 80% of a maximum depth from the ground contact surface of the first block to the bottom of the first widening portion.
[Note 8]
The tire according to any one of notes 1 to 7, wherein
- the tie-bar has a width in a range from 0.5 to 5.0 mm in a cross-section parallel to the sipe length direction.
[Note 9]
The tire according to any one of notes 1 to 8, wherein
- the tread portion comprises a cap rubber layer forming the ground contact surface, and a base rubber layer disposed inwardly in the tire radial direction of the cap rubber layer and having a hardness greater than that of the cap rubber layer, and
- at least a part of the first widening portion and the second widening portion is located in the base rubber layer.
[Note 10]
The tire according to note 9 wherein
- a minimum distance in the tire radial direction from a boundary between the cap rubber layer and the base rubber layer to a bottom of the first widening portion and a bottom of the second widening portion is equal to or more than 0.5 mm.
Patent Application
20240174027
