• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    ENHANCED PNEUMATIC. A reinforced tire is provided in the tread portion with six portions of contact with the ground (rope, median and shoulder) divided axially by five main notches. Each portion of contact with the ground is divided into blocks by axial notches (rope, median and shoulder). Each axial notch is provided with a tie rod. The tie rod on the axial notch of the shoulder is larger at the height of the projection. The maximum widths Wcr, Wmi and Wsh of the contact portions of the rope with the ground, median and shoulder satisfy the relationship: 0.9 = Wmi / Wcr = 0.98 and 1.1 = Wsh / Wcr = 1.22.
    公开号:BR102012008374B1
    申请号:R102012008374-4
    申请日:2012-03-26
    公开日:2020-11-17
    发明作者:Atsushi Maehara
    申请人:Sumitomo Rubber Industries, Ltd；
    IPC主号:
    专利说明:

    HISTORY OF THE INVENTION
    [001] The present invention relates to a tire, more specifically to a reinforced tire having a tread pattern capable of improving irregular wear, such as central wear and extremity wear.
    [002] In reinforced tires for trucks, buses and the like, as well as tires for use in all seasons and suitable for use in wet and dry pavements as well as for use in light snow conditions, the tread pattern of the Block-type is widely used to increase traction in wet conditions and snow conditions. Such reinforced tires are often used under very high pneumatic pressure and very heavy pneumatic loads. As a result, due to the variation of the pneumatic load, the so-called central wear (crown blocks in the crown portion of the tread wear more than the shoulder blocks in the shoulder regions of the tread) and wear at the ends of the tread blocks. shoulder are likely to occur. These types of irregular wear can occur in tires more on the drive shaft than on the steering shaft.
    [003] If the crown blocks have their stiffness increased, since the shoulder blocks have their stiffness relatively decreased, the wear of the ends will increase. Conversely, if the shoulder blocks have their stiffness increased, since the crown blocks have their stiffness relatively reduced, the central wear will increase. SUMMARY OF THE INVENTION
    [004] Therefore, it is an objective of the present invention to provide a reinforced tire, in which both the central wear in the crown region of the tread and the wear of the ends of the shoulder blocks can be improved to higher levels.
    [005] According to the present invention, a reinforced tire comprises: a portion of tread provided with main notches extending circumferentially and continuously including a central main notch over the tire equator, a pair of median main notches one in each side of the central main notch, and a pair of main shoulder notches, one on the axial outer side of each median main notch, in order to define a pair of portions of crown contact with the ground between the central main notch and the median main notches, a pair of median ground contact portions between the median main notches and the main shoulder notches, and a pair of shoulder to ground contact portions between the main shoulder notches and tread edges , the crown contact portions with the ground, the middle contact portions with the ground and the shoulder contact portions with the ground are divided into crown blocks, me blocks dianos and shoulder blocks, respectively, by axial crown notches, median axial notches and axial shoulder notches, respectively, axial crown notches, median axial notches and axial shoulder notches are provided with crown connecting bars, middle tie bars and shoulder tie bars, respectively, where each mooring rod protrudes from the bottom of the notch to connect the adjacent blocks, circumferentially the shoulder tie bars are larger at the height of the protrusion, and the maximum width Wcr of the crown contact portion with the ground, the maximum width Wmi of the median ground contact portion, and the maximum width Wsh of the shoulder contact portion with the ground satisfy the following conditions: 0.9 = <Wmi / Wcr = <0.98 and 1.1 = <Wsh / Wcr = <1.22.
    [006] The reinforced tire according to the present invention can be additionally provided with the following optional characteristics: the ratio Wsh / Wmi is from 1.12 to 1.36; the central point of the maximum axial length of the crown connecting bar is positioned in an axial central part of the axial notch of the crown, the central point of the maximum axial length of the median lashing rod is positioned in an axial central part of the medial axial notch, and the central point of the maximum axial length of the shoulder lashing rod is positioned on an axial external part of the axial shoulder notch; the maximum projection height of the shoulder tie bar is 70 to 85% of the maximum notch depth of the main shoulder notch; the crown blocks, the middle blocks and the shoulder blocks are each provided in a central circumferential region of them with a lamella extending axially; the difference between the depth of the side shoulder notch on the shoulder connecting bar and the maximum depth of the shoulder block sipe is not less than 30% of the maximum notch depth of the main shoulder notch.
    [007] Therefore, the connecting bars in each portion of soil decrease the variation of stiffness in the portion of soil along the circumferential direction of the tire and the wear resistance of the extremities can be improved. In addition, since the shoulder connecting bars have the highest protrusion height, wear on the extremities and wear on the shoulder is likely to occur in the shoulder contact portions with the ground can be effectively avoided. Since the Wmi / Wcr and Wsh / Wcr ratios satisfy the specific conditions, the shoulder blocks subject to relatively high ground pressure have their rigidity increased and, in this way, the resistance to central wear can be improved. In addition, the shoulder blocks are also provided with rigidity capable of preventing wear of the extremities.
    [008] As a result, in the reinforced tire according to the invention, both central wear and end wear can be improved to high levels.
    [009] In this application, including specification and claims, the various dimensions, positions and the like of the tire refer to those under an unloaded condition, normally inflated from the tire unless otherwise indicated.
    [0010] The normally unloaded condition inflated is such that the tire is mounted on a standard wheel rim and inflates at a standard pressure, but loaded without pneumatic load.
    [0011] The normally loaded inflated condition mentioned below is such that the tire is mounted on the standard wheel rim and inflated to standard pressure and loaded with standard pneumatic load.
    [0012] The standard wheel rim is an officially approved or recommended tire rim by official organizations, ie JATMA (Japan and Asia), T&RA (North America), ETRTO (Europe), TRAA (Australia) , STRO (Scandinavia), ALAPA (Latin America), ITTAC (India) and the like that are effective in the area where the tire is manufactured, sold or used. The standard tire pressure and load are the maximum air pressure and maximum tire load specified by the same organization in the Air Pressure / Maximum Load Table or similar list. For example, the standard wheel rim is the "standard rim" specified in JATMA, the "rim measurement" in ETRTO, the "rim design" in TRA or similar. The standard pressure is the "maximum air pressure" in JATMA, the "Inflation Pressure" in ETRTO, the maximum pressure provided in the "Tire Load Limits at Various Cold Inflation Pressures" in TRA or similar. The standard load is the "Maximum Load Capacity" in JATMA, the "Load Capacity" in ETRO, the maximum value provided in the Table mentioned above in TRA or similar.
    [0013] The edges of the tread 2t are the most extreme edges of the pad that contact the ground (angle of curvature = 0) in the normally inflated loaded condition. BRIEF DESCRIPTION OF THE DRAWINGS
    [0014] Figure 1 is a partial developed view of the tread portion of a reinforced tire in accordance with an embodiment of the present invention.
    [0015] Figure 2 is a cross-sectional view of the tread portion taken along line A-A of figure 1.
    [0016] Figure 3 is a partial top view of its portion of the crown's contact with the ground.
    [0017] Figure 4 is a partial top view of its median ground contact portion.
    [0018] Figure 5 is a partial top view of its shoulder contact portion.
    [0019] Figure 6 is an enlarged sectional view taken along line B-B in figure 1. DESCRIPTION OF THE PREFERRED EMBODIMENTS
    [0020] The modalities of the present invention will be described in detail, together with the attached drawings.
    [0021] In the drawings, the reinforced tire 1, according to the present invention is a truck / bus tire presenting a tread pattern based on a block as illustrated in figure 1.
    [0022] Reinforced tire 1 comprises a tread portion 2, a pair of side portions, a pair of axially spaced bead portions, each with a bead core therein, a carcass extending between the portions of bead, through the tread portion and side portions and attached to the bead core, and the tread reinforcement strap arranged radially out of the housing in the tread portion as usual.
    [0023] In this embodiment, five main notches extending circumferentially 3A, 3B and 3C are arranged in the tread portion 2, which includes a central main notch 3A arranged at the equator of tire C, a median main notch 3B arranged in each side of the central main notch 3A and a main shoulder notch 3C arranged axially outward from each median main notch 3B. Consequently, the tread portion 2 is axially divided into a pair of ground contact portions of the crown 4A between the central main notch 3A and the median main notches 3B, a pair of median ground contact portions 4B between the median main notches 3B and the main notches of the shoulder 3C, and a pair of ground contact portions of the shoulder 4C between the main notches of the shoulder 3C and the edges of the tread 2t.
    [0024] In this embodiment, the central main notch 3A, median main notches 3B and main notches of the shoulder 3C are each formed as a zigzag notch to improve traction by increasing the axial component of the edges of the notch.
    [0025] Preferably, the notch widths Wla, Wlb and Wlc of the main notch 3A, 3B and 3C, respectively, are adjusted in the range of about 6 to 9 mm, and the maximum notch depths Dia, Dlb and Die of the main notch 3A , 3B and 3C, respectively, are adjusted in the range of about 14 to 22 mm.
    [0026] The central main notch 3A is as shown in figure 3, consisting of gently inclined segments 5A inclined at an angle of about 5 to 15 degrees with respect to the circumferential direction of the tire and steeply inclined segments 6A inclined at an angle of about 30 to 50 degrees with respect to the circumferential direction of the tire, which are alternately arranged in the circumferential direction of the tire. Preferably the circumferential length Lia of the gently inclined segment 5A is more than once, preferably adjusted more than 5 times, but not more than 10 times the circumferential length Llb of the steep inclined segment 6A. Therefore, drainage in the circumferential direction and traction can be obtained by long, slightly inclined segments 5A and the increased axial edge component due to steeply inclined segments 6A, respectively.
    [0027] The median main notch 3B is as shown in figure 4, consisting of the first oblique segments 5B inclined with respect to the circumferential direction of the tire in the direction of an axial direction and second oblique segments 6B inclined with respect to the circumferential direction of the tire in the direction from the other axial direction which are alternately arranged in the circumferential direction of the tire. The circumferential length L2a and angle α2a with respect to the circumferential direction of the tire of the first oblique segment 5B are equal to the circumferential length L2b and angle a2b with respect to the circumferential direction of the tire of the second oblique segment 6B. In order to obtain drainage and traction in a well-balanced way, it is preferred that the angles α2a and a2b are about 5 to 15 degrees, and the circumferential lengths L2a and L2b are about 40 to 60% of (Lla + Llb) / 2 (half the sum of the lengths mentioned above Lia and Llb).
    [0028] The main notch of shoulder 3C is as shown in figure 5, consisting of the first oblique segments 5C inclined with respect to the circumferential direction of the tire in the direction of an axial direction, and second oblique segments 6C inclined with respect to the circumferential direction of the tire in the direction of the other axial direction, which are alternately arranged in the circumferential direction of the tire.
    [0029] The circumferential length L3a and angle α3a with respect to the circumferential direction of the tire of the first oblique segment 5C are equal to the circumferential length L3b and angle α3b with respect to the circumferential direction of the tire of the second oblique segment 6C.
    [0030] In order to obtain drainage and traction in a well balanced way, it is preferable that the angles α3a and a3b are about 5 to 15 degrees, and the circumferential lengths L3a and L3b are 40 to 60% of ( Lla + Llb) / 2.
    [0031] In order to further improve drainage and traction, the zigzag phase of the main notch of the shoulder 3C is removed from that of the median main notch 3B in about half of the zigzag step.
    [0032] The contact portion of the crown with the ground 4A is as shown in figure 1, provided with axial notches of the crown 7A. The axial notches of the crown 7A are arranged circumferentially at intervals and extend from the central main notch 3A to the median main notch 3B, so the contact portion of the crown with the ground 4A is divided into a row of circumferentially arranged crown blocks 8A . The axial notch of the crown 7A extends at an inclination angle a7a of about 5 to 15 degrees with respect to the axial direction, so as to connect between one of the vertices axially inward 3Bi of the zigzag of the main median notch 3B and one of the smoothly inclined segments 5A of the central central notch 3A as shown in figure 3.
    [0033] In view of drainage and traction, it is preferable that the axial notch of the crown 7A has a notch width W7a of about 14 to 17 mm and a maximum notch depth D7a of about 15 to 25 mm.
    [0034] The edge 8As of the crown block 8A that abuts the central main notch 3A is a zigzag edge defined by the edges of two gently inclined segments 5A and an steep inclined segment 6A between them. The edge 8At of the crown block 8A leaning against the median main notch 3B is a V-shaped edge protruding axially outwardly defined by the edges of a first oblique segment 5B and a second oblique segment 6B.
    [0035] Therefore, the axial width W4a of the upper face of the crown block 8A gradually increases from a block edge 8Aa in the circumferential direction of the tire towards the center of the block, considering that the axial width W4a is substantially constant from from the opposite block edge 8Ab in the circumferential direction of the tire towards the center of the block. As a result, the crown block 8A can employ its circumferential and axial edge components to optimize traction and steering stability.
    [0036] The crown block 8A is provided in its central region 14a in the circumferential direction of the tire with an SI lamella extending circumferentially. The SI lamella reduces the stiffness of the crown block 8A and it is possible to decrease the stiffness variation of the crown contact portion with the ground 4a, along the circumferential direction of the tire, therefore, the occurrence of central wear can be effectively avoided.
    [0037] Here, the central region T4a of the crown block 8A is one such region that presents, in any axial position, a circumferential length of 35% of the maximum circumferential length L4a of the crown block 8A, and in any axial position, the midpoint of the circumferential length (35% of L4a) of the central region T4a coincides with the midpoint of the circumferential length of the crown block 8A.
    [0038] In order to increase the length of the edge and thereby increase traction, while preventing central wear, the SI lamella is shaped in Z and consists of a pair of larger parts 13A that are arranged in a zigzag and extend from the block edges 8As and 8At in the axial direction of the tire towards the center of the block in parallel with each other, and a smaller part 14A extending between the inner ends of the larger parts 13A.
    [0039] The maximum depth of the SI lamella is preferably adjusted in a range of about 1 to 4 mm.
    [0040] The median ground contact portion 4B is as shown in figure 1, provided with median axial notches 7B. The median axial notches 7B are arranged circumferentially at intervals and extend from the median main notch 3B to the main notch of the shoulder 3C.
    [0041] Consequently, the median ground contact portion 4B is divided into a row of median blocks 8B arranged circumferentially.
    [0042] The median axial notch 7B connects between one of the vertices axially outward 3B of the zigzag of the median main notch 3B and one of the vertically axial inwards 3Ci of the zigzag of the main notch of the shoulder 3C as shown in figure 4 .
    [0043] As shown in figure 1, the median axial notches 7B are displaced circumferentially from the axially adjacent axial notches of the crown 7A substantially by half a step.
    [0044] The median axial notches 7B are inclined opposite the axial notches of the axially adjacent crown 7A.
    [0045] Preferably, the median axial notch 7B has a notch width W7b of about 5 to 20 mm, a maximum notch depth D7b of about 18 to 22 mm, and a tilt angle a7b of 5 to 15 degrees with relation to the axial direction. The median axial notches 7B help to improve traction, steering stability and drainage.
    [0046] The edge 8Bs of the median block 8B that abuts the median main notch 3B is a V-shaped edge protruding axially inwardly defined by the edges of a first oblique segment 5B and a second oblique segment 6B of the median main notch 3B. The edge 8Bt of the middle block 8B against the main notch of the shoulder 3C is a V-shaped edge protruding axially outwardly defined by the edges of a first oblique segment 5C and a second oblique segment 6C of the main notch of the shoulder 3C.
    [0047] Therefore, the axial width W4b of the upper face of the middle block 8B gradually increases towards the center of the block from both edges of the block 8Ba and 8B in the circumferential direction of the tire. As a result, the middle block 8B can employ its axial and circumferential edge components to improve traction and steering stability.
    [0048] The middle block 8B is provided at the apex 17s that protrudes axially into the edge of the block 8Bs with an indentation 18 of circumferential length, by removing a certain volume of rubber.
    [0049] Indentation 18 reduces the stiffness of the middle block 8B in its axially inward part subjected to relatively high ground pressure, in order to prevent wear of the ends.
    [0050] The median block 8B is provided in its circumferential central region T4b with an S2 lamella extending axially.
    [0051] In order to increase the traction while preventing the wear of the ends, the S2 lamella is shaped in Z and consists of a pair of larger parts 13B that are arranged in a zigzag and extend from the block edges 8Bs and 8Bt in the axial direction of the tire, towards the center of the block in parallel with each other, and the smaller part 14B extending between the inner edges of the main parts 13B.
    [0052] The maximum depth of the S2 lamella is preferably adjusted in a range of about 1 to 4 mm.
    [0053] Here, the central region T4B of the median block 8B is a region that has, in any axial position, a circumferential length of 35% of the maximum circumferential length L4b of the median block 8B and in any axial position, the central point of the length circumferential (35% L4a) of the central region T4b coincides with the central point of the circumferential length of the median block 8B.
    [0054] The ground contact portion of shoulder 4C is as shown in figure 1, provided with axial notches of shoulder 7C. The axial shoulder notches 7C are arranged circumferentially at intervals so as to extend from the main notch of the shoulder 3C to the edge of the adjacent tread 2t. Consequently, the ground contact portion of shoulder 4C is divided into a row of shoulder blocks 8c arranged circumferentially. As shown in figure 5, the axial notch of shoulder 7C extends from one of the vertices protruding axially 3Co from the zigzag of the main notch of shoulder 3C to the edge of the tread 2t, while tilting in the same direction of the median axial notches 7B. As shown in figure 1, the axial shoulder notches 7C are circumferentially displaced from the axially adjacent median axial notches 7B substantially in a half step.
    [0055] The 7C shoulder axial notches help to improve traction, steering stability and drainage.
    [0056] The maximum notch depth D7c of the axial shoulder notches 7C is less than that of the crown axial notches 7A and median axial notches 7B as shown in figure 2.
    [0057] This can reduce the variation in stiffness along the circumferential direction of the tire in the ground contact portion of the 4C shoulder where wear of the extremities may occur in comparison to other ground contact portions.
    [0058] Preferably, the axial notch of shoulder 7C has a width of notch W7c of about 5 to 20 mm, the maximum depth of notch D7c of about 14 to 17 mm, and an angle a7c of about 5 to 15 degrees with respect to the axial direction.
    [0059] The edge 8Cs of the shoulder block 8A leaning against the median main notch 3C is a V-shaped edge protruding axially inwardly defined by the edges of a first oblique segment 5C and a second oblique segment 6C of the main notch of the shoulder 3C as shown in figure 5. The opposite edge 8Ct of the shoulder block 8C extends parallel to the circumferential direction of the tire, defining a part of the edge of the tread 2t.
    [0060] Consequently, the axial width W4c of the upper face of the shoulder block 8C gradually increases towards the center of the block from both block edges 8Ca and 8Cb in the circumferential direction of the tire and the traction and steering stability can be improved.
    [0061] The shoulder block 8C is provided in its central circumferential region T4c with a lamella S3 extending axially.
    [0062] In order to increase traction while preventing wear of the ends, the S3 lamella is shaped in Z and consists of a pair of main parts 13C which are arranged in a zigzag and extend from the block edges 8Cs and 8Ct in the axial direction of the tire, towards the center of the block in parallel with each other, and the smaller part 14C extending between the inner edges of the main parts 13C.
    [0063] The maximum depth D2c of the S3 lamella is preferably established in a range of about 1 to 4 mm.
    [0064] Here, the central region T4c of the shoulder block 8C is a region that has, in any axial position, a circumferential length of 35% of the maximum circumferential length L4c of the shoulder block 8C and in any axial position, the central point the circumferential length (35% of L4a) of the central region T4c coincides with the central point of the circumferential length of block 8C.
    [0065] According to the present invention, as shown in figure 1, the axial notch of the crown 7A, median axial notch 7B and axial notch of the shoulder 7C are provided with a tie bar 16A, axial notch of the crown 7A, notch medial axial 7B and axial shoulder notch 7C are provided with a crown link bar 16A, median crown link bar 16B and shoulder link bar 16C, respectively.
    [0066] The "projection height" of a connecting rod used in this application refers to the difference between the (minimum) depth of the axial notch measured at the position of the connecting rod and the (maximum) depth of the main projection adjacent to the axial notch . If the axial projection is adjacent to the two main notches and one is deeper than the other, the depth of the deepest projection will be used.
    [0067] The crown connection bar 16A protrudes from the bottom of the axial notch of the crown 7A and connects the crown blocks 8A circumferentially adjacent as shown in figure 3.
    [0068] The maximum projection height Hl is preferably set in a range of not less than 30%, more preferably not less than 40%, but not more than 70%, more preferably not more than 60% of the maximum notch depth Dlb the median main notch 3B.
    [0069] The maximum axial length L6a of the crown link bar 16A is preferably set in a range of not less than 30%, more preferably not less than 40%, but not more than 70%, more preferably not more than 60% the maximum axial length L7a of the axial notch of the crown 7A.
    [0070] Therefore, crown connection bars 16A increase the circumferential stiffness of the ground contact portion of crown 4A, which helps to increase traction and prevent central wear. If the maximum height of the protrusion Hl is greater than 70%, the drainage performance is impaired.
    [0071] In this embodiment, the maximum height of the protrusion H1 is the difference between the depth Dlb of the median main notch 3B and the depth D3a of the axial notch of the crown 7A measured at the position of the crown connection bar 16A.
    [0072] In the contact portion of the crown with the ground 4A, there is a tendency for the central wear and the wear of the ends to be accelerated in their central axial region than in the lateral regions, therefore, it is preferable that the central point 16Ac of length axial maximum of the crown tie rod 16A is positioned in a central axial part T7a of the axial notch of crown 7A.
    [0073] Here, the central axial part T7a of the axial notch of the crown 7A is defined as having an axial length of 35% of the maximum axial length L7a of the axial notch of the crown 7A and centered on the central point of the maximum axial length L7a.
    [0074] Therefore, crown connection bars 16A reduce the variation in stiffness along the circumferential direction of the tire in the central axial region of the ground contact portion of crown 4A and central wear is prevented.
    [0075] The median connecting bar 16B protrudes from the bottom of the medial axial notch 7B and connects the median blocks 8B circumferentially adjacent, as shown in figure 4.
    [0076] The maximum height of the projection H2 is preferably set in a range of not less than 30%, more preferably not less than 40%, but not more than 70%, more preferably not more than 60% of the maximum notch depth Dlb the median main notch 3B.
    [0077] The maximum axial length L6b of the median mooring rod 16B is preferably set in a range of not less than 30%, more preferably not less than 40%, but not more than 70%, more preferably not more than 60% of maximum axial length L7b of median axial notch 7B as shown in figure 4.
    [0078] The median connecting bars 16B help to improve traction, while preventing wear of the ends.
    [0079] Preferably, the central point 16Bc of the maximum axial length of the median connecting bar 16B is positioned in an axial central part T7b of the median axial notch 7B.
    [0080] Here, the central axial part T7b of the median axial notch 7B is defined as having an axial length of 35% of the maximum axial length L7b of the median axial notch 7B and centered on the central point of the maximum axial length L7b.
    [0081] Therefore, the median connecting bars 16B can prevent wear of the ends.
    [0082] The shoulder link bar 16C protrudes from the bottom of the groove in the axial notch of the shoulder 7C and connects the shoulder blocks 8C circumferentially adjacent, as shown in figure 5. This helps to improve traction, while preventing wear the ends. In comparison with the crown lashing rod 16A and lashing rod 16B, the maximum height H3 of the protrusion of the shoulder lashing rod 16C is greater.
    [0083] The maximum height H3 of the overhang is preferably set in a range of not less than 70%, more preferably not less than 75%, but not more than 85%, more preferably not more than 80% of the maximum notch depth. of the axial notch of the shoulder 7C.
    [0084] The maximum axial length L6c of the shoulder link bar 16C is preferably set in a range of not less than 30%, more preferably not less than 40%, but not more than 70%, more preferably not more than 60% the maximum axial length L7c of the axial notch of the shoulder 7C.
    [0085] Therefore, the 16C shoulder connecting bars can effectively increase the stiffness of the shoulder contact portion of the 4C shoulder, where extremity wear and shoulder wear are more likely to happen than any other. If the maximum height of the H3 overhang is greater than 85%, the drainage performance will be impaired.
    [0086] In the ground contact portion of the 4C shoulder, there is a tendency for the wear of the extremities and shoulder wear to be accelerated in their outer axial region than in the inner region, therefore, it is preferable that the central point 16Cc of the length maximum axial length of the shoulder anchoring rod 16C is positioned in the outer axial region T7c of the axial notch of the shoulder 7C.
    [0087] Here, the outer region T7c of the axial notch of the shoulder 7C is defined as having an axial length of 40% of the maximum axial length L7c of the axial notch of the shoulder 7C and extending from the tread 2t in the axially internal direction.
    [0088] In order to decrease the variation of stiffness in the shoulder ground contact portion along the circumferential direction of the tire and, thus, effectively reduce the wear of the extremities, the difference (D3c- D2c) of the depth of the notch axial shoulder D3c on shoulder tie rod 16C from the maximum depth D2c of the lamella S3 of the shoulder block 8C is preferably set in a range of not more than 30%, more preferably not more than 20%, but not less than 10% of the maximum depth of the Die notch of the main notch of the 3C shoulder as shown in figure 6.
    [0089] If the ratio ((D3c-D2c) / Die) is greater than 30%, reducing the wear on the extremities becomes difficult. If the ratio (D3c-D2c) / Die) is less than 10%, the mutual support between the shoulder blocks 8C decreases and there is a possibility that the ends will wear out.
    [0090] Additionally, the maximum width Wcr of the portion of the crown contact with the ground 4A (crown block 8A), the maximum width Wmi of the middle contact portion with the ground 4B (middle block 8B), and the maximum width Wsh of the ground contact portion of shoulder 4C (shoulder block 8C) are adjusted to satisfy the following conditions: 0.9 = <Wmi / Wcr = <0.98 and 1.1 = <Wsh / Wcr = <1.22.
    [0091] Therefore, the rigidity of the crown blocks 8A whose pressure on the ground is relatively high is relatively increased and in this way the central wear is effectively reduced. Once the rigidity of the 3C shoulder blocks is maintained, wear on the ends and wear on the shoulder can be prevented.
    [0092] Since a shoulder contact portion of the 4C shoulder is formed in a relatively narrow width while maintaining rigidity, the variation of the ground pressure in the axial direction of the tire can be reduced.
    [0093] Since the shoulder lashing rod 16C is manufactured larger than any other, while decreasing in relation to the width of the ground contact portion of the shoulder 4C, the difference in stiffness between the part supported by the tie bar and the unsupported part is decreased, and the variation in the amount of wear in the direction of the width of the shoulder contact portion of the 4C shoulder is reduced, therefore, the occurrence of irregular wear can be effectively controlled.
    [0094] As a result, central wear and edge wear are improved at high levels.
    [0095] If the ratio (Wmi / Wcr) is greater than 0.98, the rigidity of the crown blocks 8A decreases, and it becomes difficult to effectively prevent central wear. If the ratio (Wmi / Wcr) is less than 0.9, the stiffness of the middle blocks 8B decreases, and it becomes difficult to fully prevent wear of the extremities. From this point of view, the ratio (Wmi / Wcr) is preferably set in a range of not more than 0.98, more preferably not more than 0.96, but not less than 0.9, more preferably not less than 0, 92.
    [0096] The ratio (Wsh / Wcr) is preferably set in a range of not more than 1.22, more preferably not more than 1.18, but not less than 1.10, more preferably not less than 1.14.
    [0097] Additionally, it is preferable that, within the ranges mentioned above, the ratio (Wmi / Wcr) and the ratio (Wsh / Wcr) satisfy the limitation (A) that follows or alternatively (B): (A) the ratio (Wmi / Wcr) is greater than 0.94 and the ratio (Wsh / Wcr) is greater than 1.16; (B) the ratio (Wmi / Wcr) is less than 0.94 and the ratio (Wsh / Wcr) is less than 1.16.
    [0098] This improves the stiffness balance between the middle blocks 8B and the shoulder blocks 8C, which helps to further improve the wear of the ends.
    [0099] If the ratio (Wmi / Wcr) is greater than 0.94 and the ratio (Wsh / Wcr) is less than 1.16, then the difference in stiffness between the middle blocks 8B and the shoulder blocks 8C is decreased and it becomes difficult to avoid wearing the ends of the 8C shoulder blocks. If the ratio (Wmi / Wcr) is less than 0.94 and the ratio (Wsh / Wcr) is greater than 1.16, then the difference in stiffness between the middle blocks 8B and the shoulder blocks 8C is increased and it becomes difficult to prevent wear of the ends of the middle blocks 8B. Comparison Tests
    [00100] Based on the tread pattern shown in figure 1, the test tires of size 11.00R20 (rim size: 20 X 8.00) presenting the specifications shown in Table 1 were prepared and tested as follows.
    [00101] Common specifications are as follows: Main, center, median and shoulder notches: notch width Wla, Wlb, Wlc: 6 to 9 mm maximum notch depth Dia, Dlb, Dlc: 20.4 mm inclined segments steeply: angle angle: 10 degrees Lia length: 45 mm slanted segments smoothly: angle alb: 40 degrees length Llb: 5 mm first and second oblique segments: angle α2a, α2b, α3a, a3b: 10 degrees length L2a, L2b, L3a, L3b: 22 mm Axial notches of the crown, median and shoulder: angle α7a, α7b, a7c: 10 degrees notch width W7a, W7b, W7c: 5 to 20 mm maximum notch depth D7a, D7b, D7c: 15.4 to 20.4 mm maximum length L7a, L7b, L7c: 20 to 50 mm Crown block: maximum length L4a: 40 mm central region T4a: 14 mm (35% of L4a) Median block: maximum length L4b: 42 mm T4b central region: 14.7 mm (35% L4b) Shoulder block: maximum length L4c: 40 mm T4c central region: 14 mm (35% L4c) Crown tie rod: depth m maximum notch D3a: 10.2 mm maximum height of the protrusion Hl: 10.2 mm (50% of Dia) maximum length L6a: 16 mm (50% of L7a) central region T7a: 11.2 mm (35% of L7a ) Median mooring rod: maximum depth of the groove D3b: 10.2 mm maximum height of the projection H2: 10.2 mm (50% of Dlb) maximum length L6b: 16 mm (50% of L7b) T7b central region: 11, 2 mm (35% L7b) Shoulder lashing rod: maximum length L6c: 20 mm (50% L7c) outer region T7c: 16 mm (40% L7c) SI lamellae, S2: maximum depth: 2.5 mm Irregular wear test
    [00102] Test tires were installed on all wheels of an 8 ton 2-2D truck, and the truck ran 80,000 km on public highways including expressways and motorways under full load condition (tire pressure 7 80 kPa) . Then, the amount of wear was measured in several positions.
    [00103] As the central wear, the ratio of maximum wear on the crown blocks to the maximum wear on the shoulder blocks was obtained from the measured values. Thus, the lower the value, the better the central wear.
    [00104] As the wear on the ends of the shoulder block, the ratio of the difference between the wear on the side edge of the heel and the wear on the side edge of the shoulder block nail to the maximum notch depth of the main shoulder notch was obtained . Thus, the lower the value, the better the wear on the ends.
    [00105] As the wear of the ends of the median block, the ratio of the difference between the wear on the side edge and heel and the wear on the side edge and nail of the median block for the maximum notch depth of the median main notch was obtained. Thus, the lower the value, the better the wear on the ends.
    [00106] The results are shown in Table 1. Performance test on wet track
    [00107] Before being subjected to the irregular wear test mentioned above, the truck ran on a wet asphalt road on a pneumatic test course covered with about 1.4-1.6 mm of water depth at a speed 60 km, and in order to measure the distance traveled to the stop, full braking was applied under such condition, so that the anti-lock braking system was activated.
    [00108] The measured distance is indicated in Table 1 by an index based on the tire of Example 1 being 100, where the lower the value, the better the performance on wet track.
    [00109] From the test results it has been confirmed that, according to the present invention, central wear and end wear can be improved to higher levels. Table 1

    权利要求:
    Claims (6)
    [0001]
    1. Reinforced tire (1) characterized by the fact that it comprises: a portion of tread provided with main notches that extend circumferentially and continuously (3A, 3B, 3C), which includes a central main notch (3A) at the equator of the pneumatic C, a pair of median main notches (3B) one on each side of the central main notch (3A), and a pair of main shoulder notches (3C), one on the axial outer side of each median main notch (3B) , in order to define a pair of crown contact portions with the ground (4A) between the central main notch (3A) and the middle main notches (3B), a pair of median ground contact portions (4B) between the middle main notches (3B) and the main shoulder notches (3C), and a pair of shoulder contact portions with the ground (4C) between the main shoulder notches (3C) and tread edges (2t) , where the pair of median main notches (3B) comprises first oblique segments in clinched with respect to the circumferential direction of the tire for one axial direction, and second slanted oblique segments with respect to the circumferential direction of the tire for the other axial direction, which are alternately arranged in the circumferential direction, in order to provide vertices axially into the zig -zag, the crown contact portions with the ground (4A), the middle contact portions with the ground (4B) and the shoulder contact portions with the ground (4C) are divided into crown blocks (8A), middle blocks (8B) and shoulder blocks (8C), respectively, by axial notches of the crown (7A), middle axial notches (7B) and axial shoulder notches (7C), respectively, the middle blocks (8B) being supplied with indentations (18) by removing a certain volume of rubber at the vertices axially into the zigzag of the pair of median main notches (3B), the axial notches of the crown (7A), the median axial notches (7B) and the notches om axials bro (7C) are provided with crown tie bars (16A), middle tie bars (16B) and shoulder tie bars (16C), respectively, where each tie bar protrudes from the bottom of the notch to connect the circumferentially adjacent blocks, the shoulder connecting bars (16C) are larger at the height of the protrusion, and the maximum width Wcr of the crown contact portion with the ground (4A), the maximum width Wmi of the median ground contact portion (4B), and the maximum width Wsh of the shoulder contact portion with the ground (4C) satisfy the following conditions: 0.9 = <Wmi / Wcr = <0.98 and 1.1 = <Wsh / Wcr = <1.22.
    [0002]
    2. Reinforced tire (1), according to claim 1, characterized by the fact that the Wsh / Wmi ratio is 1.12 to 1.36.
    [0003]
    3. Reinforced tire (1) according to claim 1 or 2, characterized in that the central point (16Ac) of the maximum axial length of the crown link bar (16A) is positioned in an axial central part (T7A ) of the axial notch of the crown (7A), the central point (16Bc) of the maximum axial length of the median connection bar (16B) is positioned in an axial central part (T7b) of the median axial notch (7B), and the central point (16Cc) of the maximum axial length of the shoulder connecting bar (16C) is positioned on an axial outer part (T7c) of the axial shoulder notch (7C).
    [0004]
    Reinforced tire (1) according to any one of claims 1 to 3, characterized by the fact that the maximum projection height of the shoulder link bar (16C) is 70 to 85% of the maximum notch depth of the main shoulder notch (3C).
    [0005]
    5. Reinforced tire (1) according to any one of claims 1 to 4, characterized in that the crown blocks (8A), the middle blocks (8B) and the shoulder blocks (8C) are each provided in a circumferential central direction with a lamella extending axially.
    [0006]
    6. Reinforced tire (1), according to claim 5, characterized by the fact that the difference (D3c-D2c) between the depth of the lateral shoulder notch (D3c) in the shoulder connection bar (16C) and the maximum depth (D2c) of the shoulder block lamella (8C) is less than or equal to 30% of the maximum notch depth (Die) of the main shoulder notch (3C).
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    同族专利:
    公开号 | 公开日
    JP2012201253A|2012-10-22|
    KR20120109320A|2012-10-08|
    JP5342586B2|2013-11-13|
    KR101747981B1|2017-06-15|
    BR102012008374A2|2013-06-04|
    CN102689568B|2015-12-16|
    CN102689568A|2012-09-26|
    US20120241061A1|2012-09-27|
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    法律状态:
    2013-06-04| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-22| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-04-07| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2020-08-04| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-11-17| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 26/03/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2011068391A|JP5342586B2|2011-03-25|2011-03-25|Heavy duty pneumatic tire|
    JP2011-068391|2011-03-25|
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