• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    RADIAL TIRE FOR PASSENGER VEHICLE AND METHOD FOR USING THE SAME. An object of the present invention is to properly control the relationship between a cross-sectional width SW and an outer diameter OD of a radial tire for a passenger vehicle. Specifically, a ground contact surface 1 of the radial tire tread for a passenger car of the present invention is provided, as a groove, with only at least one main groove 2a extending in the circumferential direction of the tread or, as grooves, only from the main groove 2a and at least one auxiliary groove 2b different from the main groove, wherein the auxiliary groove has a groove width (Smallest) 2 mm in a tread width region and a negative ratio of the main slot (2a) is in the range 12 to 20 (inclusive of 12 and 20).
    公开号:BR112014010473B1
    申请号:R112014010473-5
    申请日:2012-11-02
    公开日:2021-08-10
    发明作者:Isao Kuwayama；Shintaro Hatanaka；Hiroyuki Matsumoto
    申请人:Bridgestone Corporation；
    IPC主号:
    专利说明:

    FIELD OF TECHNIQUE
    [0001] The present invention relates to a radial tire for a passenger vehicle and a method for using the radial tire. BACKGROUND
    [0002] Diagonal tires that have relatively narrow cross widths were predominantly used on vehicles until about 1960 due to the fact that vehicles at that time were relatively light in weight, had a relatively low cruising speed required of it, and therefore didn't cause much strain on the tires. However, radial tires that have broad, flat structures are prevalent today due to the fact that good driving stability at high speed operation, as well as good wear resistance, is required of tires as road networks are developed. and vehicle speed increases (eg PTL 1).
    [0003] However, increasing tire widths decreases free space in a vehicle and deteriorates comfort in the vehicle. Additionally, wider tire widths increase air resistance and cause another problem of poor fuel efficiency. There has been a growing demand for better fuel efficiency in recent years as people are more concerned about environmental issues.
    [0004] Electric vehicles that are being developed for future use, in particular, need to have sufficient space to accommodate drive units such as an engine to control the torque of tires that rotate around drive shafts. Ensuring sufficient space around tires is becoming increasingly important in this regard.
    [0005] Additionally, such a wide and flat tire as described above exhibits relatively poor drainage performance due to the fact that the tire has a relatively wide main (ground contacting) surface and thus water is not smoothly drained into the respective sides of the tire operating in a wet condition, as shown schematically by arrows representing water flow lines in Figure 1A. Still further, the wide flat tire is susceptible to what is called a hydroplaning phenomenon due to the fact that the tire, having a relatively short ground contact length L, allows a film of water to enter the main surface to float in a ground contact surface upwards, so that an area of actual ground contact and thus an increase in grip strength, as shown in Figure 1A. In short, the flat and wide tire has a performance problem in water, too.
    [0006] In view of deteriorated water performance, a conventional radial tire having a wide, flat structure, in particular, needs to have a main groove that extends in the circumferential direction of the tread and/or a shoulder block groove that extends in the direction of the width of the tread, each of which is formed into a ground-contacting surface of a tread to have a relatively large cross-sectional area, in order to ensure good drainage performance.
    [0007] However, in a case where a main groove and/or a shoulder block groove having wide groove widths are provided in a tread, there arises a problem where a negative ratio of the tread band arises. roll-in increases to decrease an area of ground contact and a grip force, thereby deteriorating driving stability and braking performance on a dry road surface and also reducing wear resistance and worsening noise. Additionally, in a case where grooves having deep groove depths are provided in a tread, the tread rubber needs to be thick, consequently, which increases the weight of the tire and thus deteriorates the running performance. of the tire.
    [0008] It is conventionally known that the use of tread rubber having relatively low hysteresis loss for a wide, flat radial tire is effective in terms of reducing rolling resistance and thus improving the fuel efficiency of the tire. However, the use of rubber having relatively low hysteresis loss for a tire then causes a problem where the tire's grip performance on a wet road surface deteriorates. Patent Literature Citation List
    [0009] PTL 1: JP-A 07-040706 SUMMARY OF THE INVENTION Technical problems
    [0010] A radial tire having a wide, flat structure has problems in fuel efficiency, comfort (free space in a vehicle) and running performance on a wet road surface (which includes suppression of the hydroplaning phenomenon) and is in in general, difficult to improve running performance on a wet road surface, in particular by maintaining good running performance on a dry road surface (driving stability, braking performance on a dry road surface) as described above . A set of procedures to fundamentally improve these performances in a compatible way has therefore become a demand.
    [0011] The present invention aims to solve the problems described above and an aim thereof is to provide: a radial tire for a passenger vehicle in which good operating performance on a wet road surface and good operating performance on a dry road surfaces are achieved in a manner compatible with ensuring high fuel efficiency and ample free space in a vehicle; and a method of using the radial tire. Solution to Problems
    [0012] The inventors of the present invention have studied in depth to solve the problems described above.
    [0013] As a result, the inventors first found that to reduce a tire width and increase a tire diameter or, more specifically, to control a cross section width SW and an outside diameter OD of a radial tire in a SW-OD relationship Appropriate is very effective in terms of ensuring good fuel efficiency and ample free space of a vehicle with radial tire use.
    [0014] Additionally, the inventors have recently discovered that i) provide a radial tire having a large diameter and small width common tread pattern having essentially a main groove extending in the circumferential direction of a tread and ii) adjusting a Proper negative ratio of the main groove in the tread are effective in terms of improving the running performance on a wet road surface with the guarantee of good running performance on a dry tire road surface.
    [0015] The present invention was devised based on the observations and main structural features mentioned above are as follows. (1) A radial tire for a passenger vehicle of the present invention, having a carcass consisting of plies such as radially arranged cords and provided in a toroidal shape along a pair of rim parts and a tread, characterized in that: a tire tread ground contact surface is provided with either, as a groove, only at least one main groove extending in the circumferential direction of the tread or, as grooves, only the main groove and at least an auxiliary groove other than the main groove, wherein the auxiliary groove has a groove width <2 mm in a region in the direction of the tread width having the center aligned with the tire's equatorial plane and a width corresponding to 80% tread width of the ground contact surface; a negative main groove ratio is in the range of 12% to 20% (including 12% and 20%); provided that SW and OD represent tire cross-sectional width and outside diameter, respectively, SW/OD <0.26 when SW <165 (mm); and SW and OD satisfy a formula shown below when SW >165 (mm). OD >2.135x SW + 282.3
    [0016] Also stated is a radial tire for a passenger vehicle of the present invention, having a carcass consisting of plies as radially arranged cords and provided in a toroidal shape along a pair of rim parts, and a tread, characterized in that: a tire tread ground contact surface is provided with, or with, a groove, only at least one main groove extending in the circumferential direction of the tread or, the grooves, only the main groove and at least one auxiliary groove other than the main groove, wherein the auxiliary groove has a groove width <2 mm in a region in the direction of the tread width having the center aligned with the tire's equatorial plane and a width corresponding to 80% of a tread width of the ground contact surface; a negative main groove ratio is in the range of 12% to 20% (including 12% and 20%); provided that SW and OD represent the tire's cross-sectional width and outside diameter, respectively, SW and OD satisfy a formula shown below. OD >-0.0187x SW2+ 9.15x SW - 380
    [0017] In the present invention, a "ground contact surface" of a tread represents a region across the periphery in the circumferential direction of the tire of a rubber tread surface of a tire in contact with a plate flat when the tire is placed vertically relative to the flat plate in a standard state where the tire is mounted with a rim and inflated to the maximum air pressure at the maximum prescribed load for each vehicle the tire is to be mounted on. A “tread width” represents the maximum width in the tire width direction of a ground contacting surface of a tire in the aforementioned standard state. “The maximum prescribed load for each passenger vehicle” represents the largest load value out of four respective load values exerted on the four passenger vehicle tires when the prescribed upper limit of occupants rides the passenger vehicle.
    [0018] An "auxiliary groove having a groove width <2mm" may include a recess similar to a hole having a diameter <2mm as shown in Figure 7A.
    [0019] Additionally, a "main groove extending in the circumferential direction of the tread" represents a groove that continuously extends in the circumferential direction of the tread across the periphery of a tire and may include, for example, a groove that extends in a zigzag pattern, as well as a groove that extends linearly completely parallel to the circumferential direction of the tread.
    [0020] Still further, a "main groove negative ratio" represents a ratio of the total area of all main grooves provided in a ground contact surface of a tread to the area of the ground contact surface of the tread. An area of each main groove is calculated as an area of an opening portion of the main groove. Advantageous Effects of the Invention
    [0021] According to the present invention, it is possible to provide a radial tire for a passenger vehicle in which good operating performance on a wet road surface and good operating performance on a dry road surface are obtained in a manner compatible with the guarantee of high fuel efficiency and ample free space in a vehicle. BRIEF DESCRIPTION OF THE DRAWINGS
    [0022] Figure 1A is a view to explain a water performance of a radial tire having a wide width. Figure 1B is a view for explaining a water performance of a radial tire having a narrow width.
    [0023] Figure 2 is a view showing a cross-sectional width SW and an outside diameter OD of a tire.
    [0024] Figure 3A is a view showing a vehicle having the tires of the present invention with large diameters and narrow widths mounted thereon. Figure 3B is a view showing a vehicle having conventional tires mounted on it.
    [0025] Figure 4A is a graph showing relationships between SW and OD observed in the test tires of the present invention and the conventional test tires.
    [0026] Figure 4B is a graph showing a relationship between SW and OD observed in the test tires of the present invention and the conventional test tires.
    [0027] Figure 5 is a graph showing a relationship between rolling resistance value and air resistance value of each of the test tires.
    [0028] Figures 6A to 6F are developed views each showing a tread pattern of a tire according to an embodiment of the present invention.
    [0029] Figures 7A to 7C are developed views that each show a tread pattern of a tire according to another embodiment of the present invention.
    [0030] Figure 8A and Figure 8B are developed views that each show a tread pattern of a tire according to an embodiment of the present invention.
    [0031] Figures 9A to 9C are developed views each showing a tread pattern of a tire according to a Comparative Example.
    [0032] Figures 10A to 10C are developed views each showing a tread pattern of a tire according to a Comparative Example. Figure 10D and Figure 10E are developed views each showing a tread pattern of a tire in accordance with the present invention. DESCRIPTION OF MODALITIES
    [0033] How a radial tire for a passenger vehicle of the present invention (which tire will be referred to simply as a "tire" hereinafter) was realized will be described below.
    [0034] First, the inventors of the present invention paid attention to a fact that a transverse tire width SW (see Figure 2) of a radial tire smaller than that of a conventional radial tire ensures ample free space in a vehicle, a space wide to accommodate an adjacent driving member on the inner side of the vehicle of the particular tire (see Figure 3A).
    [0035] A transverse tire width SW of a radial tire smaller than that of a conventional radial tire also causes a good effect of reducing an air resistance value (Cd value) of a vehicle due to the fact that an area of the tire view from the front of it decreases.
    [0036] However, there is a demerit in this chaos in which a rolling resistance value (RR value) of the tire increases due to an increase in the magnitude of deformation of a portion in contact with the ground of a tread when the internal tire air pressure remains the same.
    [0037] The inventors of the present invention, in view of the situation mentioned above, observed that the problem can be solved using the inherent characteristics of a radial tire. Specifically, the inventors of the present invention have found that, in the case where a radial tire has a smaller magnitude of tread deformation than a diagonal tire, it is possible to make the radial tire less affected by a rough and rough road surface. thus reduces a rolling resistance value (RR value) thereof when the inner air pressure remains the same by increasing the outer diameter OD (see Figure 2) of the radial tire compared to a conventional radial tyre. Additionally, the inventors of the present invention have also found that an increase in the outer diameter OD of a radial tire improves the tire's loading capacity. Still further, an increase in the outer diameter of a radial tire increases the height of the drive axles to widen space under the chassis, thereby allowing the vehicle to maintain ample spaces for a trunk, drive units and the like.
    [0038] In short, reducing the width and increasing the outer diameter of a tire effectively ensures ample space on a vehicle, respectively, despite the fact that they are in a balanced relationship in terms of a rolling resistance value (RR value ). Reducing tire width also successfully decreases an air resistance value (Cd value) of a vehicle.
    [0039] In view of this, the inventors of the present invention have deeply studied the optimization of a relationship between a transverse tire width and an outside diameter of a tire so that an air resistance value (Cd value) and a resistance value the bearing (RR value) of a vehicle improves over a conventional radial tyre.
    [0040] Specifically, the inventors of the present invention, turning their attention to a relationship between a transverse tire width SW and an OD outside diameter of a tire, performed a test that included assembling test tires of various tire sizes (some of the they were not standard products) on a vehicle and measure an air resistance value (Cd value) and a rolling resistance value (RR value) for each type or size of test tires. A condition satisfied by SW and OD when both an air resistance value and a rolling resistance value were higher than those of the conventional radial tire was empirically deduced based on the measurement results.
    [0041] The results of the experiment from which the ideal relationship between SW and OD was obtained will be described in detail hereinafter.
    [0042] Firstly, a Reference 1 tire was prepared as a tire having tire size: 195/65R15, whose tire size is used in vehicles of the most common types and therefore suitable for comparing tire performances. A Reference 2 tire was also prepared as a tire having tire size: 225/45R17, which is what is called an “inch-up” version of the Reference 1 tire. .
    [0043] Additionally, other test tires (test tires 1 to 52 and conventional test tires 1 to 9) of various tire sizes were prepared as well.
    [0044] Each of these test tires was mounted with a rim and subjected to the following tests.
    [0045] Table 1, Figure 4A and Figure 4B show relevant specific characteristics of the respective test tires. Characteristics of each test tire other than those shown in Table 1 (eg, internal structures of the test tire) were the same as those of a commonly used tire. Each of the test tires included a carcass consisting of radially arranged cord-like plies and provided in a toroidal shape along a pair of bead parts and a tread.
    [0046] Regarding tire sizes, a variety of tire sizes that includes the conventional sizes prescribed by JATMA (The Association of Automobile Tire Manufacturers of Japan, Inc.) in Japan, TRA (The Tire and Rim Association, INC.) in the United States, ETRTO (Tyre and Rim Technical Organization) in Europe and the like, and those beyond these conventional sizes have been extensively studied. Table 1-1

    Table 1-2

    <Rolling resistance (RR value)>
    [0047] Rolling resistance was measured by: mounting each of the test tires described above with a rim to obtain an internally inflated tire-rim mounting as shown in Tables 2-1 and 2-2; exerting in the tire-rim assembly the maximum prescribed load for a vehicle on which the tire is mounted; and rotating the tire at a drum rotation speed of 100 km/hour to measure a rolling resistance of the tire.
    [0048] The evaluation results are shown as index values relative to “100” of the Reference tire 1. The lowest index value represents the lowest rolling resistance. <Vehicle air resistance value (Cd)>
    [0049] Air resistance was determined by: mounting each of the test tires described above with a rim to obtain an internally inflated tire-rim mount as shown in Tables 2-1 and 2-2; mounting the tire-rim mount on a 1,500 cc displacement vehicle; and injecting air into the tire at a speed corresponding to 100 km/hour and measuring an air pressure value experienced by the tire by a balance installed in the tread under the tire. The results have been converted to index values relative to “100” of the Reference 1 tire for evaluation. The lowest index value represents the lowest air resistance.
    [0050] The results of the evaluation are shown in Tables 2-1, 2-2 and in Figures 4A, 4B. Table 2-1


    Table 2-2



    [0051] It has been revealed from the test results shown in Tables 2-1 and 2-2, in Figure 4A and in Figure 5, that a radial tire exhibits an air resistance value (Cd value) and a value of relatively low rolling resistance (RR value) in a compatible manner in a state where the tire is mounted on a vehicle, compared to a Reference 1 tire having a tire size: 195/65R15 as the conventional tire when the tire has a tire size that satisfies the following formulas (whose formulas will be referred to as “ratio formulas (1)” hereinafter), provided that SW and OD represent tire transverse width and outside diameter of the tire, respectively. SW/OD <0.26 when SW <165 (mm); and OD >2.135x SW + 282.3 when SW >165 (mm)
    [0052] Figure 4A shows limits (limits according to linear equations) that differentiate the test tires, in which each one exhibits a good effect of reducing both the rolling resistance value (RR value) and the resistance value to air (Cd value) thereof in a compatible manner, from the test tires that do not cause the effect in a satisfactory manner. Specifically, one of the limits is constituted by a line that expresses OD = (1/0.26) x SW when SW <165 (mm) and a line that expresses OD = 2.135x SW + 282.3 when SW >165 (mm) ) .
    [0053] It was revealed from the test results shown in Tables 2-1 and 2-2, in Figure 4B and in Figure 5 that a radial tire exhibits an air resistance value (Cd value) and a resistance value bearing (RR value) relatively low in a compatible manner in a state where the tire is mounted on a vehicle, compared to a Reference 1 tire having a tire size: 195/65R15 as the conventional tire when the tire is inflated at internal pressure>250 kPa, it has a tire size that satisfies the following formula (which formula will be referred to as “relation formula (2)” hereinafter), provided that SW and OD represent tire cross-sectional width and outside diameter of the tire, respectively OD >-0.0187x SW2+ 9.15x SW - 380.
    [0054] Figure 4B shows a threshold (a threshold according to a quadratic equation) that differentiates the test tires, each exhibiting a good effect of reducing both rolling resistance value (RR value) and value of air resistance (Cd value) thereof in a compatible manner, of test tires that do not cause the effect in a satisfactory manner. Specifically, the limit is constituted by a quadratic curve that expresses OD = -0.0187x SW2+ 9.15x SW - 380.
    [0055] Additionally, the inventors of the present invention have observed that test tires 1 to 7 and 17, each of which satisfies SW/OD < 0.24, more reliably obtains a good effect than other test tires, as per shown in Tables 2-1, 2-2 and Figures 4A and 5.
    [0056] Next, the following tests were run for each of test tires 1 to 18 in order to assess fuel efficiency and comfort (degree of free space) of a vehicle on which the tire was mounted. <Fuel saving during use>
    [0057] A test was performed based on the JOC 8 test cycle prescribed by the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) of Japan. The evaluation results are shown as index values relative to “100” of the tire Reference 1. The highest index value represents the best fuel efficiency. <Comfort>
    [0058] Each of the test tires was mounted on a vehicle being 1.7 m wide and the resulting width of the rear trunk was measured. The evaluation results are shown as index values relative to “100” of the Benchmark 1 tire. The highest index value represents the best comfort.
    [0059] The test results so obtained are shown in Table 3 below. Table 3



    [0060] It is understood from Table 3 that some of the test tires that do not satisfy either the ratio formula (1) or the ratio formula (2) (see Figures 4A and 4B) exhibited worse results than the Reference tire 1 in at least one of fuel efficiency and comfort. In contrast, test tires 1 to 7, 12 and 17 (see Figures 4A and 4B) that satisfied at least one of the ratio formulas (1) and ratio formula (2) unanimously exhibited better results than the Reference tire 1 in both fuel efficiency and comfort.
    [0061] The inventors of the present invention revealed from the observations described above that it is possible to reduce both the air resistance value and the rolling resistance value of a radial tire in a state where the tire is mounted on a vehicle and also improve fuel efficiency and vehicle comfort by adjusting the width of the cross section SW and the outer diameter OD of the tire to satisfy the ratio formulas mentioned above (1) and/or the ratio formula (2).
    [0062] Next, a tread pattern g in required for the radial tire for a passenger vehicle of which SW and OD satisfy ratio formulas (1) and/or ratio formula (2), to achieve good performance of running on a wet road surface and good running performance on a dry road surface in a compatible manner will be described.
    [0063] Figures 6A to 6F are developed views that each show a tread pattern of a radial tire for a passenger vehicle that satisfies the ratio formulas (1) and/or the ratio formula (2 ) according to an embodiment of the present invention.
    [0064] Figure 6A and Figure 6B show developed views of tire treads according to first and second embodiments of the present invention, respectively.
    [0065] These tires of the present invention each have at least one groove that includes at least one main groove 2a extending in the circumferential direction of the tread formed on a ground contact surface 1 of the tread, as shown in Figure 6A and Figure 6B, respectively. A ground contact surface 1 of the tire tread is provided with, or with, grooves, only three main grooves 2a which extend in the circumferential direction of the tread in the example shown in Figure 6A. A ground contact surface 1 of the tire tread is provided with, or with grooves, only two main grooves 2a which extend in the circumferential direction of the tread in the example shown in Figure 6B.
    [0066] It is critically important that a negative main groove ratio on each of the first and second embodiment tires of the present invention is in the range of 12% to 20% (including 12% and 20%).
    [0067] An effect caused by the tires of the first and second embodiments of the present invention will be described below.
    [0068] According to each of the tires of the first and second embodiments of the present invention, water is easily drained in the direction of the respective sides in the direction of the tire width and the entry of water into a surface in contact with the ground is suppressed on a wet road surface, as schematically indicated by the arrows in Figure 1B, due to the fact that the tire, which satisfies ratio formulas (1) and/or ratio formula (2), has a relatively narrow tire width , that is, a relatively narrow width of a main surface (ground contact).
    [0069] Additionally, in relation to draining water that has entered a tire's ground contact surface, each of the first and second mode tires can effectively drain the water by providing the main grooves 2a in the same. extend in the circumferential direction of the tread as shown in Figures 6A and 6B, due to the fact that the tire, which satisfies the ratio formulas (1) and/or the ratio formula (2) and therefore has a diameter relatively large, it has a relatively long ground contact span L in the circumferential direction of the tire as shown in Figure 1B. Consequently, even a groove pattern provided with only the main grooves 2a extending in the circumferential direction of the tread (i.e. a groove pattern without groove opening for TE tread ends) as shown in Figures 6A and 6B can reliably exhibit satisfactorily good drainage properties.
    [0070] Additionally, according to each of the tires of the first and second modalities, it is possible to ensure satisfactory drainage and improve tire running performance on a wet road surface even at a significantly low negative ratio <20% of the main groove .
    [0071] In relation to running on a dry road surface, each of the tires of the first and second modality can guarantee a satisfactorily large area of filled parts due to the low negative ratio of the main grooves of the same (<20%). Additionally, a ground contact surface of the tread is provided with, the grooves, only the main grooves which extend in the circumferential direction of the tread, whereby the inflated parts of the tires and continuously extend in the circumferential direction and have relatively high rigidities to well suppress full part collapse. As a result, the tire can reliably have a satisfactorily large ground contact area, good driving stability, good braking performance on a dry road surface, and good wear resistance.
    [0072] In the present invention, satisfactory drainage performance cannot be guaranteed when a negative main groove ratio is less than 12% due to the fact that the total area of the main grooves is too small. On the other hand, satisfactory running performance on a dry road surface cannot be guaranteed when a negative ratio exceeds 20% due, then, to the fact that the total area of the filled parts would be too small.
    [0073] As described above, according to each of the tires of the first and second embodiment of the present invention, it is possible to achieve good running performance on a wet road surface and good running performance on a dry road surface of a Compatible way with ensuring high fuel efficiency and ample free space in a vehicle.
    [0074] The tires of the first and second embodiments of the present invention each have no grooves other than the main grooves on a tread surface of the same. Consequently, these tires have higher solids stiffnesses and thus better running performance on a dry road surface, in particular, than third to sixth mode tires described below.
    [0075] Figures 6C to 6F are developed views of tire treads according to the third to sixth embodiments of the present invention, each showing a case in which the tread has grooves (auxiliary grooves) that do not be the main grooves extending in the circumferential direction of the tread.
    [0076] The third mode tire has at least one groove that includes at least one main groove 2a extending in the circumferential direction of the tread formed on a ground contact surface 1 of the tread, as shown in Figure 6C.
    [0077] Specifically, the third mode tire has three main grooves 2a that extend in the circumferential direction of the tread and auxiliary grooves 2b (two auxiliary grooves in the area shown in Figure 6C) that extend in the direction of the tread width. tread formed on the ground contact surface 1 of the tread, as shown in Figure 6C.
    [0078] In the present embodiment, each of the auxiliary grooves 2b as the grooves other than the main grooves 2a extending in the circumferential direction of the tread have a groove width <2 mm in a region in the direction of the tread width C (a region between two dividing lines m in Figure 6C) having the center aligned with the equatorial plane of the tire and a width corresponding to 80% of the tread width of the ground contact surface.
    [0079] It is critically important that a negative main groove ratio in the third-modal tire is in the range of 12% to 20% (including 12% and 20%) as in previous modes.
    [0080] An effect caused by the tire of the third embodiment of the present invention will be described hereinafter.
    [0081] According to the tire of the third modality, firstly, the entry of water on a surface in contact with the ground can be suppressed on a wet road surface because the front surface width is narrow as in the first tires. and of the second modalities.
    [0082] Furthermore, the water can be effectively drained by the provision of the main grooves 2a that extend in the circumferential direction of the tread therein, as shown in Figure 6C, because the tire of the present modality has a relatively large diameter as in the first modality. Furthermore, good drainage for good wet performance is more reliably ensured in the tire of the present embodiment by the provision of auxiliary grooves 2b which open to the TE tread ends therein.
    [0083] Furthermore, according to the third modality tyre, it is possible to ensure satisfactory drainage and improve the tire's running performance on a wet road surface at a significantly low negative ratio <20% of the main groove.
    [0084] In relation to running on a dry road surface, the third modality tire can guarantee a satisfactory large area of full parts due to the low negative ratio of the main grooves of the same (<20%). Furthermore, the inflated parts of the tire have a relatively high stiffness to well suppress the collapse of the inflated parts because a tread tread ground contact surface is provided with only auxiliary grooves 2b each having a different groove width <2 mm of the main grooves 2a which extend in the circumferential direction of the tread. As a result, the tire can reliably have a satisfactorily large ground contact area, good driving stability, good braking performance on a dry road surface, and good wear resistance.
    [0085] Satisfactory drainage performance cannot be guaranteed when a negative ratio of the main groove is less than 12% because, then, the total area of the main grooves is very small in the present modality as in the first and second modality. On the other hand, satisfactory running performance on a dry road surface cannot be guaranteed when a negative ratio exceeds 20% because then the total area of the filled parts is very small.
    [0086] Furthermore, the rigidities of the solid parts decrease and good running performance on a dry road surface cannot be guaranteed when the furrow width of the auxiliary furrow 2b exceeds 2mm.
    [0087] Consequently, the groove width of the auxiliary groove is preferably <1 mm in order to satisfactorily guarantee high rigidities of the solid parts.
    [0088] As described above, according to the third modality tire of the present invention, it is possible to achieve a good rolling performance on a wet road surface and a good rolling performance on a dry road surface in a compatible manner ensuring the high fuel efficiency and ample free space in a vehicle.
    [0089] The third mode tire of the present invention exhibits better drainage and better wet performance particularly than the first and second mode tires because the first one has auxiliary grooves 2b also different from the main grooves 2a that extend into the circumferential direction of the tread on the ground contact surface 1 of the tread on it.
    [0090] Figure 6D is a developed view of a tire tread according to a fourth embodiment of the present invention.
    [0091] The fourth mode tire shown in Figure 6D is different from the third mode tire shown in Figure 6C only in that auxiliary grooves 2b other than the main grooves 2a extending in the circumferential direction of the tread of the former extend to be inclined in relation to the direction of the width of the tread.
    [0092] According to the fourth mode tire, the drainage properties thereof improve compared to the third mode tire because the auxiliary grooves 2b of the first extend to be inclined in relation to the direction of the tread width so that the former can guarantee longer water passages than the latter.
    [0093] An angle of inclination of each of the auxiliary grooves 2b in relation to the direction of the width of the tread is preferably in the range of 20° to 60° in the present modality. Slope angle >20° can ensure a satisfyingly long furrow length to improve an auxiliary furrow draining effect because the larger slope angle results in the longer furrow length. The inclination angle <60° prevents the corner parts of the solid parts demarcated by the auxiliary grooves 2b from being too sharp, i.e. the block stiffnesses from decreasing too much, thus successfully ensuring a good running performance on a surface of dry track.
    [0094] Figure 6E is a developed view of a tread of a tire according to a fifth embodiment of the present invention.
    [0095] In the fifth mode tire shown in Figure 6E, the auxiliary grooves 2b other than the main grooves 2a extending in the circumferential direction of the tread each extend from the equatorial plane of the CL tire towards the outer side in the direction of the tread width in each half portion in the direction of the tread width of the tread so that the angle of inclination of each auxiliary groove 2b with respect to the direction of the tread width gradually increases from the equatorial plane of the CL tire towards the outside in the direction of the tread width. In the example shown in Figure 6E, each of the auxiliary grooves 2b is provided to be point symmetrical around their intersection with the equatorial plane of the tire CL.
    [0096] According to the fifth mode tire shown in Figure 6E, the rigidities of the solid parts increase because the close contact of the facing groove walls of each of the auxiliary grooves 2b is facilitated due to the curved configurations of the grooves auxiliaries 2b. That is, the stiffnesses of the full parts can be increased, while guaranteeing a good drainage performance equivalent to the fourth mode tyre, in the fifth mode tire so that the running performance of the same on a dry road surface is particularly improved. Furthermore, a satisfactorily large ground contact area is ensured due to the increase in stiffness of the solid parts, while maintaining a good drainage performance by the main grooves 2a, in the fifth mode tire so that the running performance of the same in a wet track surface also improves.
    [0097] Figure 6F is a developed view of a tire tread according to a sixth embodiment of the present invention.
    [0098] The sixth mode tire shown in Figure 6F is different from the fourth mode tire shown in Figure 6D only in that the auxiliary grooves 2b that extend to be inclined relative to the direction of the tread width, different from the grooves mains 2a which extend in the circumferential direction of the tread are provided only with each outermost filled part 3a in the direction of the width of the tread defined by one end of the corresponding tread TE and the corresponding main groove 2a which extends in the circumferential direction of the tread and adjacent to the end of the tread TE.
    [0099] According to the tire of the sixth modality, it is possible to improve the running performance on a wet road surface by good drainage in the respective outer filled parts in the direction of the width of the tread having the auxiliary grooves 2b in them, while suppressing the deterioration of running performance on a dry road surface to a minimum by high rigidities of the filled parts on the inner side in the direction of the tread width.
    [00100] In the present invention, in a case where a tread tread ground contact surface has the auxiliary grooves as described above in it, the total length L of the auxiliary grooves per unit area of the contact surface with the tread ground is preferably 0 (mm/mm2) <L < 0.05 (mm/mm2).
    [00101] The drainage properties can be improved by the provision of auxiliary grooves. In this connection, it is possible to reliably obtain high stiffness of the solid parts to ensure good running-in performance on a dry road by establishing that the aforementioned total length L does not exceed 0.05 (mm/mm2).
    [00102] In the present invention, "the total length of the auxiliary grooves per unit area of a tread surface contact with the ground" represents a quotient obtained by dividing the sum of the extension lengths (an extension length is a length along the direction of extension) of all auxiliary grooves provided in the tread ground contacting surface by the area of the tread ground contacting surface.
    [00103] The number of main grooves is preferably three or less in terms of ensuring high rigidities of the solid parts.
    [00104] The groove width of the main groove is preferably in the range of 4 mm to 30 mm and the groove depth of the main groove is preferably in the range of 5 mm to 8 mm in terms of achieving good wet performance and dry performance good in a compatible way.
    [00105] It is preferred in the third to sixth modalities that the furrow depth of the auxiliary groove 2b is at least 4 mm and does not exceed the depth of the main groove 2a. In this connection, the term “groove depth” represents the maximum depth in a case where a groove has a variable groove depth distribution in the direction of its extension.
    [00106] The groove depth of the auxiliary groove 2b is preferably at least 4 mm because then the auxiliary groove can function effectively as a water passage and good drainage properties of the same can be guaranteed even after the tread is worn out .
    [00107] A spacing (interval) between the auxiliary grooves 2b in the circumferential direction of the tread is preferably in the range of 20 mm to 60 mm.
    [00108] The clearance >20 mm successfully guarantees high rigidities of the filled parts and the clearance < 60 mm successfully guarantees good drainage properties of the tyre.
    [00109] In the present invention, the ground contact surface 1 of the tread preferably has: respective outermost filled parts 3a in the direction of the tread width each defined by the end of the corresponding TE tread and by the corresponding main groove 2a closest to the end of the tread TE; and at least one inner tread width direction pad 3b defined on the inner side in the tread width direction of the outermost pad 3a between the main grooves 2a, so that the width in the width direction of the the tread of each outermost filled part 3a is at least 1/5 of the width of the tread surface in contact with the ground.
    [00110] The width in the direction of the tread width of each outermost filled part 3a is preferably at least 1/5 of the width of the tread ground contact surface because, then, the stiffnesses of the filled parts more Externals 3a are guaranteed and the cleaning deformation and crushing deformation that occur in the outermost filled parts 3a at the ground contact surface are suppressed, so that the conduction stability improves.
    [00111] On the other hand, the width in the direction of the tread width of each outermost filled part 3a is equal to or less than 1/3 of the width of the tread ground contact surface in terms of suppressing the deterioration of the lateral friction force caused by warping.
    [00112] In the present invention, "the width in the direction of the width of the tread of each outermost filled part" 3a represents, in a case where the width varies depending on the positions in the circumferential direction of the tread, for example, in a case where the main groove defining the solid part extends zigzag, the average of the width in the direction of the tread width of the outermost solid part along the entire periphery of the tread.
    [00113] Furthermore, "the width of a tread ground contact surface" represents a distance (the maximum distance) in the direction of the tread width between the respective ends of a tread ground contact surface. tread in contact with a flat plate when the tire is placed perpendicular to the flat plate in a state where the tire is mounted with a rim and inflated to the maximum air pressure under the maximum load prescribed for each vehicle on which the tire must be fitted.
    [00114] The width in the tread width direction of the inner full part of the tread width direction 3b is preferably at least 23 mm. In a case where a ground-contacting surface of the tread has a plurality of the inner filled part 3b thereon, it is preferred that each of the inner filled parts 3b has a width >23 mm in the direction of the width of the tread. shooting.
    [00115] The width in the direction of the tread width of each inner solid part 3b is preferably at least 23 mm because, then, the high rigidities of the inner solid parts 3b are guaranteed to improve the driving stability.
    [00116] The width in the tread width direction of the inner full part of the tread width direction 3b can be set to be 50mm or less.
    [00117] In the present invention, "the width in the direction of the tread width of the inner full part of the tread width direction" represents, in a case where the width varies depending on the positions in the circumferential direction of the tread tread, for example, in a case where at least one of the main grooves defining the solid part extends in a zigzag pattern, the average of the width in the direction of the tread width of the inner filled part along the entire periphery of the strip. shooting.
    [00118] Figures 7A to 7C are developed views showing tire tread patterns according to other embodiments of the present invention.
    [00119] The tires shown in Figures 7A to 7C each have: a plurality (two or three in the examples shown in the drawings) of main grooves 2a extending in the circumferential direction of the tread; the respective filled parts 3a each defined by the corresponding main groove 2a and the end of the corresponding tread band TE; at least one solid part 3b defined between the main grooves 2a; and a plurality of auxiliary grooves 2b provided in the solid parts 3a, 3b. In the present embodiment, each of the auxiliary grooves 2b has a groove width <2 mm in a region in the direction of the tread width C (a region between two dividing lines in Figures 7A to 7C) having the center aligned with the plane tire equatorial and a width corresponding to 80% of the tread width of the ground contact surface 1. It should be noted that the groove width of the auxiliary groove 2b exceeds 2 mm in the outer regions in the direction of the tread width. tread with respect to the region in the width direction of tread C in Figure 7A.
    [00120] The respective solid parts 3a, 3b each have a cyclic pattern in which the auxiliary grooves 2b of each type are provided in the circumferential direction of the tread at a constant spacing (interval).
    [00121] In the example shown in Figure 7A, the outermost full part of the width direction of the tread 3a1 in a half portion of the tread width direction thereof is provided with: i) auxiliary grooves 2b extending , each towards the inner side in the direction of the tread width of the corresponding TE tread end and having a groove width <2 mm; ii) auxiliary grooves 2b which each extend towards the inner side in the direction of the tread width of the corresponding TE tread end and which have a groove width >2 mm in a region on the outer side in the direction of the tread width in relation to the C region and a groove width < 2 mm in the C region; and iii) auxiliary grooves 2b each opening into the corresponding main groove 2a and extending from the main groove 2a towards the outer side in the direction of the width of the tread, so that the auxiliary grooves 2b of the type i) and the auxiliary grooves 2b of type ii) are arranged alternately in the circumferential direction of the tread band.
    [00122] Furthermore, in the example shown in Figure 7A, each of the inner filled tread width direction parts 3b1, 3b2 is provided with iv) a plurality of auxiliary grooves 2b that each open to the groove main 2a corresponding and extending into the inner solid part 3b1/3b2. The inner filled part 3b1, particularly, is provided with v) auxiliary grooves 2b which are hole-like undercuts having a diameter <2 mm.
    [00123] Furthermore, in the example shown in Figure 7A, the outermost full part of the tread width direction 3a2 in the other half portion of the tread band in the width direction thereof is provided with: vi) auxiliary grooves 2b branched each into two sub-grooves at the end of the corresponding TE tread and extending towards the inner side in the direction of the width of the tread. One of the sub-grooves has a groove width >2 mm and ends within the solid part on the outside in the direction of the tread width relative to the C region. The other sub-groove extends into the C region and has a width of groove >2 mm in a region on the outer side in the direction of the tread width in relation to the C region and a groove width <2 mm within the C region.
    [00124] The examples shown in Figure 7B and Figure 7C have three/two main grooves 2a in them, respectively. In each of these examples shown in Figure 7B and Figure 7C, each solid part 3a is provided with: vii) auxiliary grooves 2b which each extend from the end of the corresponding TE tread towards the inner side in the direction of the width of the tread to terminate within the solid part 3a; and viii) auxiliary grooves 2b each extending from the corresponding main groove 2a towards the outside in the direction of the width of the tread to terminate inside the filled part 3a, so that the auxiliary grooves 2b of the type vii) and the auxiliary grooves 2b of type iii) are arranged alternately in the circumferential direction of the tread band. Furthermore, each filled part 3b is provided with: ix) auxiliary grooves 2b each extending from one of the main grooves 2a defining the filled part 3a towards the inner side in the direction of the tread width to finish inside full part 3b; ex) auxiliary grooves 2b each extending from the other main groove 2a defining the filled part 3 towards the outer side in the direction of the width of the tread to terminate inside the solid part 3b, so that the auxiliary grooves 2b of type ix) and auxiliary grooves 2b of type x) are arranged alternately in the circumferential direction of the tread.
    [00125] In summary, one end of each auxiliary groove 2b opens to the end of the corresponding TE tread/main groove 2a and the other end thereof ends within the filled part in the tread patterns shown in Figures 7A to 7C .
    [00126] In the tread patterns shown in Figures 7A to 7C, provided that a solid part Z is (hypothetically) demarcated by the main groove 2a closest to each end of the tread TE and corresponding dividing line m of the region in the direction of the tread width C having the center aligned with the equatorial plane of the tire CL and a width corresponding to 80% of the tread width of the ground contact surface 1, the following ratio formulas are satisfied at least one of the inner tread width direction solid part 3b (3b1, 3b2) and the solid part Z (in each of the solid parts 3b, Z in the examples shown in Figures 7A to 7C). 1/4 <W1/W2 <3/4 and ∑W1 >W2 where: W1 represents a projected length in the direction of the tread width of each auxiliary groove 2b (a length in the direction of the tread width of each auxiliary groove 2b when the auxiliary groove 2b is projected in the circumferential direction of the tread); W2 represents a width in the direction of the tread width of the solid part having said auxiliary groove 2b, of at least one of the solid parts (Z, 3b); ∑W1 represents the sum of the projected lengths in the direction of the tread width of all the auxiliary grooves 2b arranged within an offset (eg two auxiliary grooves of type iv) and one auxiliary groove of type v) in the solid part 3b1 ) in the circumferential direction of the tread of the auxiliary grooves, i.e. the sum of the lengths in the direction of the width of the tread of these auxiliary grooves 2b when the auxiliary grooves 2b are projected in the circumferential direction of the tread.
    [00127] As described above, in the tire of the present invention, provided that a full part Z is defined by the main groove 2a closest to each end of the tread TE and corresponding dividing line m (the dividing line m closest to said groove main 2a, of the two dividing lines m, m), the following relation formulas are preferably satisfied in at least one of the inner solid part of the tread width direction 3b (3b1, 3b2) and the solid part Z, as shown in Figures 7A to 7C. 1/4 <W1/W2 <3/4 and ∑W1 >W2
    [00128] The aforementioned requirement is based on a disclosure that ensuring rigidity is relatively important in a tire having a narrow width and a large diameter because such a tire experiences relatively high ground contact pressure while achieving good drainage properties relatively easily. It is possible to ensure satisfactory drainage performance by establishing the W1/W2 ratio to be >1/4 and ∑W1 to >W2 and to improve the stiffnesses of the solid parts to further improve the running performance on a particular dry road surface establishing that the W1/W2 ratio is <3/4.
    [00129] Furthermore, the tire of the present invention is preferably used at an internal pressure of 250 kPa or more.
    [00130] Belt tension increases and, as a result, ground contact pressure increases and hydroplaning resistance improves when the tire is used at high internal pressure.
    [00131] The internal pressure in use, however, is preferably 400 kPa or less and more preferably 350 kPa or less. In general, a radial tire for a passenger car can support load and suppress the deterioration of driving comfort due to an increase in the longitudinal spring constant in a satisfactory manner at an internal pressure within the aforementioned range.
    [00132] An air volume of the tire of the present invention is preferably >15,000 cm3 because a tire for a passenger vehicle must have an air volume > 15,000 cm3 in order to reliably have the minimum loading capacity required of a passenger car that runs on public tracks. Examples
    [00133] The test tires of Examples 1 to 21 and the test tires of Comparative Examples 1 to 7 were prepared in order to confirm an effect of the present invention. The detailed characteristics of the respective test tires are shown in Table 4.
    [00134] In Table 4, “Negative ratio” represents a negative ratio of the main groove(s); “Total length” represents the total length of auxiliary grooves per unit area of a tread surface in contact with the ground; “Full part width 3a” represents a width in the direction of the tread width of the outermost solid part in the direction of the tread width; and “Full part width 3b” represents a width in the tread width direction of the inner tread width direction. In the column of "W1/W2", two W1/W2 ratios are shown in the combination, for example, (0.1, 0.8), in a case where an auxiliary groove type extends from a portion of one end of a filled part and another kind of auxiliary groove extends from another end portion of the filled part so that one kind of auxiliary grooves and another kind of auxiliary grooves are alternately arranged in the circumferential direction of the tread.
    [00135] Furthermore, the main groove 2a has a groove depth: 7 mm and extends linearly, i.e. it is inclined at an inclination angle of substantially 0° with respect to the circumferential direction of the tread, in each of the Examples 1 to 21 and Comparative Examples 1 to 7. Still additionally, the auxiliary grooves 2b each have a groove depth: 5 mm and an offset (interval) between them in the circumferential direction of the tread: 30 mm on the tires test tubes that have auxiliary grooves 2b.
    [00136] The following tests were performed to evaluate the performances of these test tires. <Wet braking performance>
    [00137] A braking distance (m) was measured by: mounting the test tires of each type on a vehicle; running the vehicle on a wet road surface at a speed of 60 km/h and then pressing the brake pedal to the floor; and measuring the distance traveled from pressing the brake pedal until the vehicle stops.
    [00138] The braking distances thus measured are expressed as index values with respect to “100” from Comparative Example 4 for evaluation. The larger index value represents the best wet braking performance. <Driving stability>
    [00139] Driving stability was determined by: mounting the test tire of each type on a vehicle; running the vehicle on a test course consisting of a circuit that includes a long, straight road, a handling evaluation course that includes many smooth and similar turns at relatively low speed range to about 150 km/h; and have a driver assess driving stability (steering response) based on how he/she felt (10 points for the total score). The higher index value represents the best driving stability. <Dry braking performance>
    [00140] A braking distance (m) was measured by: mounting the test tires of each type on a vehicle; running the vehicle on a dry road surface at a speed of 40 km/h and then pressing the brake pedal to the floor; and measuring the distance traveled from pressing the brake pedal until the vehicle stops.
    [00141] The braking distances thus measured are expressed as index values with respect to “100” from Comparative Example 4 for evaluation. The higher index value represents the best dry braking performance. <Wear resistance>
    [00142] Wear resistance was determined by subjecting the test tire of each type to a drum testing machine test, measuring the depths of grooves remaining after running 100,000 km and calculating a wear amount based on in the same.
    The wear resistance values thus measured are expressed as index values with respect to “100” from Comparative Example 4 for evaluation. The higher index value represents the best wear resistance. <Fuel saving in use>
    [00144] A fuel efficiency test was performed as described above and the result values so measured are expressed as index values with respect to "100" of Comparative Example 4 for evaluation. Larger index value represents better fuel efficiency.
    [00145] The respective evaluation results are shown in Table 5. Table 4
    Table 5



    [00146] It is understood from Table 5 that the tires of Examples 1 to 21 unanimously exhibited high fuel efficiency and could achieve a good running performance on a wet road surface and a good running performance on a road surface. dry track in a compatible manner.
    [00147] Furthermore, it is understood from the comparison of Example 7 with Example 8 shown in Table 5 that Example 7 in which "the total length of the auxiliary grooves per unit of tread surface ground contact area area ” was optimized exhibited better results (including better running performance on a dry road surface) than Example 8.
    [00148] Furthermore, it is understood from the comparison of Example 9 with Example 10 shown in Table 5 that Example 9 in which the width in the direction of the tread width of the full part 3a was optimized exhibited better results (including better driving stability) than Example 10.
    [00149] Furthermore, it is understood from the comparison of Example 11 with Example 12 shown in Table 5 that Example 12 where the width in the direction of the tread width of the full part 3b was optimized exhibited better results (including better driving stability) than Example 11.
    [00150] Furthermore, it is understood from the comparison of Example 13 with Example 14 shown in Table 5 that Example 14 where the tire was used at a high internal pressure exhibited better fuel efficiency and dry performance than Example 13.
    [00151] Furthermore, it is understood from the comparison of Example 17 with Examples 4, 19 shown in Table 5 that Example 17 where W1/W2 and ∑W1/W2 were optimized generally exhibited wet braking performance, stability better driving performance, dry braking performance and wear resistance than Examples 4, 19. LIST OF NUMERICAL REFERENCES 1 Tread ground contact surface 2a Main groove 2b Auxiliary groove 3a Outer full part in width direction tread width 3b Tread width inner full steering part CL Equatorial plane of tire TE Tread end.
    权利要求:
    Claims (7)
    [0001]
    1. Radial tire for a passenger vehicle, having a carcass consisting of plies such as radially arranged cords, and provided in a toroidal shape through a pair of bead parts and a tread, and since SW and OD represent the cross-sectional width and outside diameter of the tire, respectively, SW/OD < 0.2 6 when SW < 165 mm, characterized by the fact that: a tire tread ground contact surface is provided as a groove, at least one main groove (2a) only, which extends in the circumferential direction of the tread, or as grooves, only the main groove (2a) and at least one auxiliary groove (2b) different from the main groove, the groove auxiliary having a groove width < 2 mm in a region in the direction of the tread width, having the center aligned with the equatorial plane of the tire and a width corresponding to 80% of the tread width of the contact surface with the ground; a negative main sulcus ratio is in the range of >12% to <20%; and SW and OD satisfy a formula shown below, when SW >165 mm OD >2.135 x SW + 282.3.
    [0002]
    2. Radial tire for a passenger vehicle, according to claim 1, characterized in that SW/OD < 0.24.
    [0003]
    3. Radial tire for a passenger vehicle, according to claim 1 or 2, characterized in that the total length of the auxiliary grooves (2b) per unit surface area of the tread ground contact surface is <0 .05 mm/mm2.
    [0004]
    4. Radial tire for a passenger vehicle, according to any one of claims 1 to 3, characterized in that the tread surface has: at least two main grooves (2a) extending in the circumferential direction of the tread; respective outermost filled parts (3a) in the direction of the width of the tread, each defined by the end of the corresponding tread and the corresponding main groove (2a) closest to the end of the tread; and at least one inner filled part (3a) in the direction of the width of the tread defined on the inner side in the direction of the width of the tread of the outermost filled parts (3a) between the main grooves (2a), such that the width in the direction of the tread width of each outermost solid part (3a) is at least 1/5 of the width of the tread surface contacting surface.
    [0005]
    5. Radial tire for a passenger vehicle according to claim 4, characterized in that a width in the tire width direction of each inner filled part (3a) in the direction of the tread width is at least 23 mm.
    [0006]
    6. Radial tire for a passenger vehicle, according to any one of claims 1 to 5, characterized in that once a full part Z is demarcated by the main groove (2a) closest to each end of the tread , by the boundary line between the main groove (2a) and the end of the tread, from the region in the direction of the width of the tread which has the center aligned with the equatorial plane of the tire and a width corresponding to 80% of the width of the tread of the ground contact surface, following relationship formulas are satisfied in at least one of the inner solid parts in the direction of the tread width and the solid part Z; 1/4 <W1/W2 <3/4 and ∑ W1 >W2 where: W1 (mm) represents a projected length in the direction of the tread width of each auxiliary groove (2b); W2 (mm) represents a width in the direction of the tread width of the solid part having the auxiliary groove (2b), of at least one of the solid parts; and ∑ W1 represents the sum of the projected lengths in the direction of the tread width of all the auxiliary grooves (2b) arranged within one step in the circumferential direction of the tread of the auxiliary grooves (2b)
    [0007]
    7. Radial tire for a passenger vehicle, according to claim 1, characterized in that it is used at an internal pressure of 250 kPa or greater.
    类似技术:
    公开号 | 公开日 | 专利标题
    BR112014010473B1|2021-08-10|RADIAL TIRE FOR PASSENGER VEHICLE AND METHOD TO USE THE SAME
    JP5629283B2|2014-11-19|Pneumatic tire
    US9764596B2|2017-09-19|Pneumatic tire
    US8640750B2|2014-02-04|Pneumatic tire with tread having shoulder blocks and crown blocks
    KR101509318B1|2015-04-07|Pneumatic tire
    JP5265554B2|2013-08-14|Pneumatic tire
    RU2608550C2|2017-01-19|Pneumatic tyre
    US9085201B2|2015-07-21|Pneumatic tire
    US8474498B2|2013-07-02|Pneumatic tire
    JP5781610B2|2015-09-24|Pneumatic radial tire for passenger cars and method of using the same
    US10005322B2|2018-06-26|Pneumatic tire
    BR102014008260A2|2015-03-24|Pneumatic
    KR20120098423A|2012-09-05|Pneumatic tire
    KR20170016274A|2017-02-13|Pneumatic tire
    BRPI0822869B1|2020-03-10|MOTORCYCLE TIRE
    US11059328B2|2021-07-13|Tire
    BR112014015931B1|2020-10-13|pneumatic
    JP5759549B2|2015-08-05|Pneumatic radial tire for passenger cars and method of using the same
    JP2014240204A|2014-12-25|Pneumatic tire
    CN104118279A|2014-10-29|Inflation tire
    JP6294603B2|2018-03-14|Pneumatic tire
    JP6575254B2|2019-09-18|Pneumatic tire
    JP2017196974A|2017-11-02|Pneumatic tire
    JP6421652B2|2018-11-14|Pneumatic tire
    US20200282775A1|2020-09-10|Tyre
    同族专利:
    公开号 | 公开日
    EP2781372A1|2014-09-24|
    JP2017019494A|2017-01-26|
    JP6105480B2|2017-03-29|
    WO2013065319A1|2013-05-10|
    EP3202592A1|2017-08-09|
    EP2781372A4|2015-09-16|
    US20140290820A1|2014-10-02|
    US9511630B2|2016-12-06|
    EP2781372B1|2017-04-26|
    RU2568521C1|2015-11-20|
    BR112014010473A2|2017-06-13|
    CN104010836B|2016-06-15|
    EP3202592B1|2019-01-23|
    CN104010836A|2014-08-27|
    JP6408520B2|2018-10-17|
    JPWO2013065319A1|2015-04-02|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2094636A|1934-11-24|1937-10-05|Us Rubber Co|Tire|
    JPS5654091Y2|1977-04-26|1981-12-17|
    JPS5715005B2|1978-08-04|1982-03-27|
    FR2463687B1|1979-08-20|1983-02-04|Uniroyal Englebert Pneu|
    JP2901244B2|1988-01-22|1999-06-07|株式会社ブリヂストン|Combination of car and tire|
    JPH0558109A|1991-08-30|1993-03-09|Yokohama Rubber Co Ltd:The|Pneumatic radial tire|
    JP3426289B2|1993-07-28|2003-07-14|株式会社ブリヂストン|High performance flat pneumatic radial tire|
    US5599409A|1995-07-14|1997-02-04|Bridgestone/Firestone, Inc.|Radial tire/wheel assembly for high brake heat generated service|
    DE69708510T2|1996-06-11|2002-05-16|Bridgestone Corp|Radial pneumatic tires|
    JP4267735B2|1998-12-14|2009-05-27|株式会社ブリヂストン|Pneumatic tire|
    JP4266053B2|1998-12-28|2009-05-20|株式会社ブリヂストン|Pneumatic tire|
    JP2010076561A|2008-09-25|2010-04-08|Yokohama Rubber Co Ltd:The|Pneumatic tire|
    JP5321093B2|2009-01-26|2013-10-23|横浜ゴム株式会社|Pneumatic tire|
    JP5714832B2|2010-03-29|2015-05-07|株式会社ブリヂストン|tire|
    EP2781372B1|2011-11-02|2017-04-26|Bridgestone Corporation|Pneumatic radial tire for passenger car and method for use thereof|EP2781372B1|2011-11-02|2017-04-26|Bridgestone Corporation|Pneumatic radial tire for passenger car and method for use thereof|
    JP6494156B2|2013-06-24|2019-04-03|横浜ゴム株式会社|Pneumatic tire|
    JP6152741B2|2013-08-12|2017-06-28|横浜ゴム株式会社|Pneumatic tires for passenger cars|
    JP6138663B2|2013-10-29|2017-05-31|株式会社ブリヂストン|tire|
    FR3012768B1|2013-11-05|2016-12-23|Michelin & Cie|ROLLER BAND COMPRISING A BLOCK HAVING A PLURALITY OF INCISIONS|
    JP6291965B2|2014-03-28|2018-03-14|横浜ゴム株式会社|Tire unit and vehicle equipped with the same|
    EP3115227B1|2014-04-09|2019-02-20|Bridgestone Corporation|Pneumatic tire|
    JP6006745B2|2014-04-30|2016-10-12|住友ゴム工業株式会社|Pneumatic tire|
    JP5928525B2|2014-05-20|2016-06-01|横浜ゴム株式会社|Pneumatic tire|
    JP5928524B2|2014-05-20|2016-06-01|横浜ゴム株式会社|Pneumatic tire|
    EP3130483B1|2014-05-29|2018-08-01|Bridgestone Corporation|Pneumatic tire|
    WO2015182152A1|2014-05-30|2015-12-03|株式会社ブリヂストン|Pneumatic radial tire for use on passenger vehicle|
    WO2015182153A1|2014-05-30|2015-12-03|株式会社ブリヂストン|Pneumatic radial tire for use on passenger vehicle|
    JP6412764B2|2014-10-03|2018-10-24|株式会社ブリヂストン|Run flat tire|
    JP6480699B2|2014-10-03|2019-03-13|株式会社ブリヂストン|Run flat tire|
    JP6480698B2|2014-10-03|2019-03-13|株式会社ブリヂストン|Run flat tire|
    JP5810204B1|2014-10-08|2015-11-11|株式会社ブリヂストン|Pneumatic radial tire for passenger cars|
    JP6405273B2|2015-03-18|2018-10-17|住友ゴム工業株式会社|Pneumatic tire|
    JP6445915B2|2015-04-01|2018-12-26|株式会社ブリヂストン|tire|
    FR3035821A1|2015-05-07|2016-11-11|Michelin & Cie|ROLLING STRIP COMPRISING A BLOCK PRESENTING A PLURALITY OF CUTTINGS|
    JP6393658B2|2015-05-25|2018-09-19|株式会社ブリヂストン|Pneumatic tire|
    JP6346125B2|2015-06-18|2018-06-20|株式会社ブリヂストン|Pneumatic radial tire for passenger cars|
    JP2017052330A|2015-09-07|2017-03-16|株式会社ブリヂストン|Pneumatic tire|
    JP2017052329A|2015-09-07|2017-03-16|株式会社ブリヂストン|Pneumatic tire for passenger car|
    JP6649724B2|2015-09-08|2020-02-19|株式会社ブリヂストン|Pneumatic tire|
    JP6185610B2|2016-01-08|2017-08-23|株式会社ブリヂストン|tire|
    JP6880868B2|2017-03-16|2021-06-02|住友ゴム工業株式会社|tire|
    US10780743B2|2017-03-16|2020-09-22|Sumitomo Rubber Industries, Ltd.|Tire|
    FR3064211A1|2017-03-23|2018-09-28|Compagnie Generale Des Etablissements Michelin|PNEUMATIC FOR TOURISM VEHICLE|
    JP6900758B2|2017-04-14|2021-07-07|住友ゴム工業株式会社|tire|
    JP2019194051A|2018-05-02|2019-11-07|住友ゴム工業株式会社|tire|
    JP2021187411A|2020-06-04|2021-12-13|住友ゴム工業株式会社|Pneumatic tire|
    法律状态:
    2019-07-16| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-11-05| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-11-17| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2021-06-08| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-08-10| 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 02/11/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2011241564|2011-11-02|
    JP2011-241564|2011-11-02|
    PCT/JP2012/007044|WO2013065319A1|2011-11-02|2012-11-02|Pneumatic radial tire for passenger car and method for use thereof|
    [返回顶部]