JPH07276924A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH07276924A JPH07276924A JP6098032A JP9803294A JPH07276924A JP H07276924 A JPH07276924 A JP H07276924A JP 6098032 A JP6098032 A JP 6098032A JP 9803294 A JP9803294 A JP 9803294A JP H07276924 A JPH07276924 A JP H07276924A
- Authority
- JP
- Japan
- Prior art keywords
- lateral
- groove
- tire
- ratio
- area
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、氷雪上性能及びウエッ
ト性能を高めつつ通過騒音性能の向上を計りうる空気入
りタイヤに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire capable of improving passing noise performance while improving ice and snow performance and wet performance.
【０００２】[0002]
【従来の技術】氷雪路面を走行しうるタイヤとして、近
年、スタッドレスタイヤが多用されている。このもの
は、一般に、氷雪上性能を高めるために、縦溝及び横溝
等のトレッド溝を用いた海面積比の高いブロックパター
ンを採用するとともに、ブロック面には細溝状のサイプ
を形成している。これは、トレッド溝により雪面を噛み
込む効果、並びに横溝とサイプとのエッジにおけるタイ
ヤ軸方向（ラテラル方向）成分が氷雪面を引掻き掘起こ
す効果によって氷雪路面でのグリップ力を発揮すること
による。2. Description of the Related Art In recent years, studless tires have been widely used as tires that can run on ice and snow roads. This product generally adopts a block pattern with a high sea area ratio using tread grooves such as vertical grooves and horizontal grooves in order to improve the performance on ice and snow, and forms narrow groove-shaped sipes on the block surface. There is. This is because the tread groove has an effect of biting the snow surface, and the tire axial direction (lateral direction) component at the edge between the lateral groove and the sipe has an effect of scratching and digging the ice and snow surface, thereby exerting a grip force on the ice and snow road surface.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、氷雪上
性能を向上させるために、前記海面積比を高めること
は、ウエット性能の向上ももたらす反面、トレッド溝と
路面とがなす気柱内で空気が共鳴振動を起こすなど耳障
りな１０００Ｈｚ前後の気柱共鳴音を発生し、さらには
ポンピング音及びインパクト音等の増大を招くなど通過
騒音性能を著しく阻害する。However, in order to improve the performance on ice and snow, increasing the sea area ratio also improves the wet performance, but on the other hand, the air in the air column formed by the tread groove and the road surface is Air column resonance sound of around 1000 Hz which is offensive to the ear such as causing resonance vibration is generated, and further, the pumping sound and the impact sound are increased, which significantly impairs the passing noise performance.
【０００４】このように氷雪上性能及びウエット性能と
通過騒音性能との間には、相反する関係があり、従来、
これらを十分に満足させることは極めて困難なことであ
った。As described above, there is a contradictory relationship between the performance on ice and snow and the wet performance and the passing noise performance.
It has been extremely difficult to satisfy these requirements.
【０００５】従って本発明者は、前記海面積のうち縦主
溝の面積と横溝の面積との割合、及び横溝のエッジ成分
とサイプのエッジ成分との割合等に着目して研究を重ね
た。Therefore, the present inventor has conducted repeated studies focusing on the ratio of the area of the vertical main groove to the area of the lateral groove, and the ratio of the edge component of the lateral groove and the edge component of the sipe in the sea area.
【０００６】その結果、限られた海面積比の中でも、前
記割合によっては、氷雪上性能及びウエット性能を高め
つつ通過騒音性能を改善しうることを見出し得た。As a result, it has been found that, even in the limited sea area ratio, the passing noise performance can be improved while improving the performance on ice and snow and the wet performance depending on the ratio.
【０００７】なお氷雪走行性能を効果的に高めるものと
して、特開平３−３８４１３号公報及び特開平４−３３
４６０７号公報のものがある。It should be noted that Japanese Patent Laid-Open No. 3-38413 and Japanese Patent Laid-Open No. 4-33 are known to effectively improve the snow and snow running performance.
There is one disclosed in Japanese Patent No. 4607.
【０００８】これらは、いずれも接地面の長さに対す
る、接地面内に配されるサイプのラテラル方向の成分長
さの総和の比を規制し、ブロック剛性の適正化を計って
いる。すなわちサイプによる路面引掻き、堀り起こし効
果を最も有効に発揮させることを意図したものであり、
横溝をも含めたタイヤ全体の氷雪上性能について考察し
たものではなく、又通過騒音性能との両立については何
らふれられていない。In all of these, the ratio of the sum of the component lengths in the lateral direction of the sipes arranged in the ground plane to the length of the ground plane is regulated to optimize the block rigidity. That is, it is intended to exert the most effective road scratching and dug up effect by sipe,
It does not discuss the performance of the tire as a whole, including the lateral grooves, on ice and snow, and does not mention compatibility with the passing noise performance.
【０００９】本発明は、縦溝と横溝との面積の割合及び
横溝ラテラル密度とサイプラテラル密度との和及びその
割合等を特定することを基本として、優れた氷雪上性能
を維持しつつウエット性能を向上できしかも通過騒音の
低減を計りうる空気入りタイヤの提供を目的としてい
る。The present invention is based on specifying the ratio of the area of the vertical groove and the lateral groove, the sum of the lateral groove lateral density and the lateral density and the ratio thereof, and the like, while maintaining excellent performance on ice and snow, and wet performance. It is an object of the present invention to provide a pneumatic tire capable of improving the noise and reducing the passing noise.
【００１０】[0010]
【課題を解決するための手段】前記目的を達成するため
に本発明の空気入りタイヤは、トレッド部にタイヤ円周
方向にのびる複数の縦主溝を含む縦溝と、この縦溝に交
わる向きにのびる横溝とサイプとを設けるとともに、前
記横溝は、標準リムにリム組しかつ標準内圧を充填する
とともに標準荷重を負荷した標準状態において、前記ト
レッド部が接地する接地領域のタイヤ周方向の接地長さ
Ｌの０．０１０倍以上の溝巾とし、かつサイプは０．０
１０倍よりも小の溝巾とするとともに、タイヤ全周に亘
る前記接地領域に含まれる前記横溝の中心線がタイヤ軸
方向線に投影された長さの合計長さである横溝ラテラル
長さ和Ａと、前記タイヤ全周に亘る接地領域の面積Ｓと
の比Ａ／Ｓである横溝ラテラル密度α、及び前記サイプ
の中心線をタイヤ軸方向線に投影した長さの合計長さで
あるサイプラテラル長さ和Ｂと、前記タイヤ全周に亘る
接地領域の面積Ｓとの比Ｂ／Ｓであるサイプラテラル密
度βの和α＋βを９．０×１０-2〜１１．０×１０
-2（単位mm／mm2 ）とし、しかも前記横溝ラテラル密度
αとサイプラテラル密度βとの比α／βを１．９〜２．
１とするとともに、前記縦溝の全面積Ｓ１と横溝の全面
積Ｓ２との比Ｓ１／Ｓ２を０．９〜１．１としている。In order to achieve the above object, the pneumatic tire of the present invention has a vertical groove including a plurality of vertical main grooves extending in the tire circumferential direction in a tread portion, and a direction intersecting with the vertical groove. In addition to providing a lateral groove and a sipe, the lateral groove, in a standard state in which a standard rim is assembled into a rim and filled with a standard internal pressure, and a standard load is applied, the tread portion is grounded in the tire circumferential direction in a tire circumferential direction. The groove width is 0.010 times the length L or more, and the sipe is 0.0
The groove width is less than 10 times, and the lateral groove lateral length sum, which is the total length of the center lines of the lateral grooves included in the ground contact area over the entire circumference of the tire and projected on the tire axial direction line. Lateral groove lateral density α, which is the ratio A / S of A and the area S of the ground contact area over the entire circumference of the tire, and the sipe that is the total length of the length of the center line of the sipe projected on the tire axial direction line. The sum α + β of the lateral density β, which is the ratio B / S of the sum B of the lateral lengths and the area S of the ground contact area over the entire circumference of the tire, is 9.0 × 10 −2 to 11.0 × 10.
-2 (unit: mm / mm 2 ), and the ratio α / β of the lateral groove lateral density α and the cyber lateral density β is 1.9 to 2.
1, and the ratio S1 / S2 of the total area S1 of the vertical grooves and the total area S2 of the lateral grooves is 0.9 to 1.1.
【００１１】又前記横溝の溝巾は、前記接地長さＬの
０．０１３倍以下とすることがこのましく、又前記縦主
溝は、中心線がタイヤ赤道上をのびる中央の縦主溝と、
中心線がタイヤ赤道から前記接地領域の接地巾の０．２
倍以上かつ０．２５倍以下の距離を隔てた外の縦主溝と
で形成するのがよい。The width of the lateral groove is preferably 0.013 times or less of the ground contact length L, and the longitudinal main groove is a central longitudinal main groove whose center line extends on the tire equator. When,
The center line is from the tire equator to 0.2 of the contact width of the contact area.
It is preferable to form them with the outer vertical main grooves separated by a distance of not less than twice and not more than 0.25 times.
【００１２】[0012]
【作用】横溝ラテラル密度αとサイプラテラル密度βの
和α＋βの値を９．０×１０-2以上に増大し、路面引掻
き・堀起こし効果を高めているため氷雪上性能を向上し
うる。又その中で横溝ラテラル密度αをサイプラテラル
密度βの略２倍として横溝による比率を高めているた
め、排水能力が増し、前記高い氷雪上性能を維持しなが
らウエット性能を向上できる。[Function] The value of the sum α + β of the lateral groove lateral density α and the cyclic lateral density β is increased to 9.0 × 10 -2 or more to enhance the scratching / digging effect on the road surface, so that the performance on ice and snow can be improved. Further, since the lateral groove lateral density α is set to be approximately twice the lateral density β to increase the ratio of the lateral grooves, the drainage capacity is increased, and the wet performance can be improved while maintaining the high performance on ice and snow.
【００１３】又限られた海面積比の中で、横溝に比して
排水効果に優れる縦溝の全面積Ｓ１を横溝の全面積Ｓ２
の略１倍に高めているため、さらにウエット性能を向上
できる。又前記横溝の全面積Ｓ２の比率の低下と横溝ラ
テラル密度αの比率の増大は、実質的な横溝巾の低下を
招来し、横溝に基づくパターンノイズを減じ通過騒音性
能を向上しうる。Further, in the limited sea area ratio, the total area S1 of the vertical groove which is more excellent in drainage effect than the horizontal groove is changed to the total area S2 of the horizontal groove.
The wet performance can be further improved because it is increased to about 1 time. Further, a decrease in the ratio of the total area S2 of the lateral groove and an increase in the ratio of the lateral groove lateral density α lead to a substantial decrease in the lateral groove width, and pattern noise due to the lateral groove can be reduced to improve the passing noise performance.
【００１４】[0014]
【実施例】以下本発明の一実施例を図面に基づき説明す
る。図において、空気入りタイヤ１は、ビードコア２を
有する一対のビード部３と、各ビード部３からタイヤ半
径方向外方にのびるサイドウォール部４と、このサイド
ウォール部４の外端間を継ぐトレッド部５とを有する。
なお空気入りタイヤ１は、本例では、タイヤ最大巾に対
するタイヤ断面高さの比である偏平率を０．８０以下、
例えばタイヤサイズが１６５／７０Ｒ１３の乗用車用の
偏平ラジアルタイヤとして形成され、タイヤには、トレ
ッド部５からサイドウォール部４をへてビードコア２の
廻りで内から外に折返されるカーカス６が架け渡される
とともに、このカーカス６の外側かつトレッド部５の内
方に強靭なベルト層７が巻装される。DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. In the figure, a pneumatic tire 1 includes a pair of bead portions 3 each having a bead core 2, sidewall portions 4 extending outward from each of the bead portions 3 in the tire radial direction, and a tread that connects between outer ends of the sidewall portions 4. And part 5.
In this example, the pneumatic tire 1 has an aspect ratio of 0.80 or less, which is the ratio of the tire cross-sectional height to the maximum tire width.
For example, it is formed as a flat radial tire for a passenger car having a tire size of 165 / 70R13, and a carcass 6 which is folded back from inside to outside around the bead core 2 is passed from the tread portion 5 to the sidewall portion 4 to the tire. At the same time, the tough belt layer 7 is wound around the outside of the carcass 6 and the inside of the tread portion 5.
【００１５】カーカス６は、カーカスコードをタイヤ赤
道Ｃに対して７５〜９０度の角度で配列した１以上、本
例では１枚のカーカスプライからなり、カーカスコード
として、ナイロン、レーヨン、ポリエステル等の有機繊
維コードが好適に採用される。The carcass 6 is composed of one or more carcass cords in which carcass cords are arranged at an angle of 75 to 90 degrees with respect to the tire equator C. In this example, one carcass ply is used. As the carcass cord, nylon, rayon, polyester or the like is used. An organic fiber cord is preferably adopted.
【００１６】ベルト層７は、ベルトコードをタイヤ赤道
Ｃに対して３０度以下、例えば２０度の角度で配列した
１以上、本例では内外２枚のベルトプライ７Ａ、７Ｂか
ら形成され、各プライ７Ａ、７Ｂはベルトコードがプラ
イ間相互で交差するように向きを違えて重置している。
なおベルトコードとしては、本例ではスチール等の金属
コードが用いられ、前記カーカス６をタガ締めしかつト
レッド部５を補強する。The belt layer 7 is formed by two or more belt plies 7A and 7B in this example, one or more in which belt cords are arranged at an angle of 30 degrees or less, for example, 20 degrees with respect to the tire equator C. The belt cords 7A and 7B are piled up in different directions so that the belt cords cross each other.
In this example, a metal cord such as steel is used as the belt cord, and the carcass 6 is tightened with a hook and the tread portion 5 is reinforced.
【００１７】又トレッド面５Ｓには、タイヤ円周方向に
のびる複数本の縦主溝ＧＭを含む縦溝Ｇとこの縦溝Ｇに
交わる向きにのびる横溝ＹとサイプＫとを形成してい
る。Further, the tread surface 5S is formed with a vertical groove G including a plurality of vertical main grooves GM extending in the tire circumferential direction, and a lateral groove Y and a sipe K extending in a direction intersecting with the vertical groove G.
【００１８】本実施例では前記縦溝Ｇは、タイヤ赤道Ｃ
上をのびる中央の縦主溝ＧＭ１とその外側に位置する外
の縦主溝ＧＭ２、ＧＭ２との３本の縦主溝ＧＭ、及び前
記外の縦主溝ＧＭ２のさらに外側に配される２本の縦副
溝ｇとを具える。縦主溝ＧＭは、縦溝のうち溝深さが最
も大な溝体であって、本例では例えば６．５mm程度の溝
深さＨＧを有する。又縦副溝ｇは、溝深さ及び溝巾が前
記縦主溝ＧＭより小な溝体であって、前記溝深さＨＧの
０．５〜０．８倍程度例えば５．０mm程度の溝深さｈｇ
に設定される。なお各縦溝Ｇは、本例のごとく直線状に
のびるストレート溝として形成することが好ましいが、
ジグザグ溝として形成してもよい。In this embodiment, the vertical groove G has a tire equator C.
Three vertical main grooves GM1 including a central vertical main groove GM1 extending upward and outer vertical main grooves GM2 and GM2 located on the outer side of the central vertical main groove GM2, and two vertical outer main grooves GM2 arranged further outside. And a vertical sub-groove g. The vertical main groove GM is a groove body having the largest groove depth among the vertical grooves, and has a groove depth HG of, for example, about 6.5 mm in this example. The vertical sub-groove g is a groove body having a groove depth and a groove width smaller than that of the vertical main groove GM, and is about 0.5 to 0.8 times the groove depth HG, for example, a groove of about 5.0 mm. Depth hg
Is set to. It should be noted that each vertical groove G is preferably formed as a straight groove extending linearly as in this example.
You may form as a zigzag groove.
【００１９】前記横溝Ｙは、本例では、前記縦主溝ＧＭ
１、ＧＭ２間の内のリブ状体Ｒａに配される内の横溝Ｙ
ａ、前記縦主溝ＧＭ２と縦副溝ｇとの間の中のリブ状体
Ｒｂに配される中の横溝Ｙｂ、及び前記縦副溝ｇとトレ
ッド縁との間の外のリブ状体Ｒｃに配される外の横溝Ｙ
ｃからなる。又前記内の横溝Ｙａは、本例では前記内の
リブ状体Ｒａを横切ることによりリブ状体Ｒａをブロッ
クＢａに区分する第１の横溝Ｙａ１と、一端がこのブロ
ックＢａ内で途切れる第２の横溝Ｙａ２とから構成され
る。中の横溝Ｙｂは、本例では前記中のリブ状体Ｒｂを
横切ることによりリブ状体ＲｂをブロックＢｂに区分す
る。又外の横溝Ｙｃは、本例では前記外のリブ状体Ｒｃ
を横切りかつ外端がバットレス面ＳＢで開口することに
よりリブ状体ＲｃをブロックＢｃに区分する第１の横溝
Ｙｃ１と外端がブロックＢｃ内で途切れる第２の縦主溝
Ｙｃ２とから構成される。本例では横溝Ｙは５．０mmの
溝深さＹｈを有する。The lateral groove Y is, in this example, the vertical main groove GM.
Inside lateral groove Y arranged in rib-like body Ra inside 1 and GM2
a, an inner lateral groove Yb arranged in the rib-shaped body Rb between the vertical main groove GM2 and the vertical sub-groove g, and an outer rib-shaped body Rc between the vertical sub-groove g and the tread edge. Outer lateral groove Y
It consists of c. Further, the inner lateral groove Ya in this example is a first lateral groove Ya1 which divides the rib-shaped body Ra into blocks Ba by traversing the inner rib-shaped body Ra, and a second lateral groove Ya1 which is cut off at one end in the block Ba. It is composed of a lateral groove Ya2. In this example, the inner lateral groove Yb crosses the inner rib-shaped body Rb to divide the rib-shaped body Rb into blocks Bb. Further, the outer lateral groove Yc is, in this example, the outer rib-like body Rc.
And a second lateral main groove Yc2 whose outer end is interrupted within the block Bc. The first lateral groove Yc1 divides the rib-like body Rc into blocks Bc by opening the outer end at the buttress surface SB. . In this example, the lateral groove Y has a groove depth Yh of 5.0 mm.
【００２０】又前記サイプＫは、本例では、一端がブロ
ックＢａ内で途切れる内のサイプＫａと、一端がブロッ
クＢｂ内で途切れる中のサイプＫｂと、一端がブロック
Ｂｃ内で途切れる外のサイプＫｃとから構成される。本
例ではサイプＫは５．０mmのサイプ深さＫｈを有する。In this example, the sipe K has a sipe Ka whose one end is interrupted in the block Ba, a sipe Kb whose one end is interrupted in the block Bb, and an outside sipe Kc whose one end is interrupted in the block Bc. Composed of and. In this example, the sipe K has a sipe depth Kh of 5.0 mm.
【００２１】なお前記横溝Ｙ、サイプＫは、本例では略
直線状にのび、又前記第１の横溝Ｙａ１は、本例では円
周方向で隣り合う各横溝Ｙａ１の傾斜方向が交互に異な
るジグザグ状をなし、このことにより前記ブロックＢａ
は三角形状に形成される。なお横溝Ｙｂ、Ｙｃは、夫々
略平行に隔設され、このことにより前記ブロックＢｂ、
Ｂｃは矩形形状をなす。The lateral groove Y and the sipe K extend in a substantially straight line in this example, and the first lateral groove Ya1 in this example is a zigzag in which the inclination directions of the lateral grooves Ya1 adjacent in the circumferential direction are alternately different. In the shape of the block Ba.
Is formed in a triangular shape. The lateral grooves Yb and Yc are separated from each other substantially parallel to each other, whereby the blocks Bb and
Bc has a rectangular shape.
【００２２】ここで前記横溝Ｙは、タイヤの標準状態に
おいて、トレッド部５が接地する接地領域Ｑのタイヤ周
方向の接地長さＬの０．０１０倍以上の溝巾ＷＹを有す
る溝体として、又前記サイプＫは、その溝巾が０．０１
０Ｌより小の溝体として定義され、このことにより双方
を区別する。なお前記サイプＫは、実質的には、切り込
み状をなし、接地の際、溝巾を閉じることによってブロ
ック剛性を維持する。Here, the lateral groove Y is a groove body having a groove width WY which is 0.010 times or more of the contact length L in the tire circumferential direction of the contact area Q where the tread portion 5 contacts in the standard condition of the tire. The groove width of the sipe K is 0.01
It is defined as a groove smaller than 0L, which distinguishes both. The sipe K is substantially in the form of a notch, and maintains the block rigidity by closing the groove width at the time of grounding.
【００２３】なお前記標準状態とは、ＪＩＳ等の規格で
定まる標準リムにリム組しかつ標準内圧を充填するとと
もに標準荷重を負荷した時のタイヤの状態として定義す
る。The standard condition is defined as the condition of the tire when the standard rim defined by JIS or the like is assembled into a rim, the standard internal pressure is filled, and the standard load is applied.
【００２４】そしてこのようなトレッドパターンのタイ
ヤの氷雪上性能を高めるために、前記接地領域Ｑのタイ
ヤ全周に亘る領域、すなわち接地巾ＷＱを有して円周方
向にのびるタイヤ全周に亘る帯状の全接地領域Ｑ０にお
いて、前記横溝Ｙがなす横溝ラテラル密度αと前記サイ
プＫがなすサイプラテラル密度βとの和α＋βを９．０
＋１０-2〜１１．０×１０-2（単位mm／mm2 ）の範囲に
高めるとともに、この横溝ラテラル密度αとサイプラテ
ラル密度βとの比α／βを１．９〜２．１に設定してい
る。In order to improve the performance on the ice and snow of the tire having such a tread pattern, the area of the ground contact area Q over the entire circumference of the tire, that is, the entire circumference of the tire having the ground contact width WQ and extending in the circumferential direction. In the entire belt-shaped ground contact area Q0, the sum α + β of the lateral groove lateral density α formed by the lateral groove Y and the cyper lateral density β formed by the sipe K is 9.0.
Increase the range to +10 -2 to 11.0 x 10 -2 (unit mm / mm 2 ) and set the ratio α / β of the lateral groove lateral density α and the cyber lateral density β to 1.9 to 2.1. is doing.
【００２５】なお前記横溝ラテラル密度αとは、図３に
示すように、前記横溝Ｙの各中心線がタイヤ軸方向線に
投影された長さａの、前記全接地領域ＱＯにおける合計
長さΣａである横溝ラテラル長さ和Ａと、前記全接地領
域ＱＯの面積Ｓとの比Ａ／Ｓを意味する。Note that the lateral groove lateral density α is, as shown in FIG. 3, the total length Σa of the length a in which each center line of the lateral groove Y is projected on the tire axial direction line in the entire ground contact area QO. Means the ratio A / S of the sum A of lateral groove lateral lengths and the area S of the entire ground area QO.
【００２６】又前記サイプラテラル密度βは、図４に示
すように、前記サイプＫの各中心線がタイヤ軸方向線に
投影された長さｂの全接地領域ＱＯにおける合計長さΣ
ｂであるサイプラテラル長さ和Ｂと、前記全接地領域Ｑ
Ｏの面積Ｓとの比Ｂ／Ｓを意味する。As shown in FIG. 4, the cycloidal density β is a total length Σ of all the ground contact areas QO having a length b in which each center line of the sipe K is projected on the tire axial direction line.
and the total sum B of the cyper lateral length b and the total ground area Q
It means the ratio B / S with the area S of O.
【００２７】又前記横溝ラテラル長さ和Ａ及びサイプラ
テラル長さ和Ｂは、実質的には前記横溝Ｙ及びサイプＫ
がタイヤ転動の際に氷雪面を引掻き掘起こしうるエッジ
のタイヤ軸方向（ラテラル方向）の成分長さの総和であ
って、これらの前記面積Ｓに対する各比Ａ／Ｓ、Ｂ／Ｓ
である横溝ラテラル密度α及びサイプラテラル密度βの
和α＋βを増大することによって、前記引掻き掘起こし
効果を高め、図５に示すように、氷雪路面でのグリップ
力を向上しうる。Further, the lateral groove lateral length sum A and the cyper lateral length sum B are substantially the lateral groove Y and the sipe K.
Is the sum of the component lengths in the tire axial direction (lateral direction) of the edge that can scratch and dig up the ice and snow surface during tire rolling, and the respective ratios A / S, B / S to the area S are
By increasing the sum α + β of the lateral groove lateral density α and the cyclic lateral density β that is, the scratch excavation effect can be enhanced, and as shown in FIG. 5, the grip force on the snowy and snowy road surface can be improved.
【００２８】従って前記和α＋βが９．０×１０-2より
小の時、氷雪上性能が不十分となる。又１１．０×１０
-2より大の時、同図に示すように、トレッドパターンの
周方向の剛性が過度に低下しドライ路面での操縦安定性
を損ねることとなる。Therefore, when the sum α + β is smaller than 9.0 × 10 -2 , the performance on ice and snow becomes insufficient. Also 11.0 × 10
When it is larger than -2 , as shown in the figure, the rigidity of the tread pattern in the circumferential direction is excessively reduced, which impairs the steering stability on a dry road surface.
【００２９】又横溝ラテラル密度αとサイプラテラル密
度βとの比α／βを１．９〜２．１に設定して横溝の含
める割合を高めているため、図６に示すように、横溝に
よる排水能力が増大し、前記氷雪上性能を維持しながら
ウエット性能を向上できる。従って前記比α／βが１．
９より小の時ウエット性能が不十分となる。逆に２．１
より大の時、同図に示すように、横溝Ｙに基づく車内騒
音性能が悪化する。Further, since the ratio α / β of the lateral groove lateral density α and the lateral density β is set to 1.9 to 2.1 to increase the lateral groove inclusion ratio, as shown in FIG. The drainage capacity is increased, and the wet performance can be improved while maintaining the performance on ice and snow. Therefore, the ratio α / β is 1.
When it is less than 9, the wet performance is insufficient. On the contrary, 2.1
When it is larger, as shown in the figure, the in-vehicle noise performance due to the lateral groove Y deteriorates.
【００３０】横溝Ｙは、雪の噛込み性を確実化し、雪上
性能をうるために、横溝Ｙの溝深さＹｈと、前記縦主溝
ＧＭの溝深さＨＧとの差ＨＧ−Ｙｈを２mm以下とするの
が好ましく、本例では、ＨＧ−Ｙｈを１．５mmとしてい
る。The lateral groove Y has a difference HG-Yh of 2 mm between the groove depth Yh of the lateral groove Y and the groove depth HG of the vertical main groove GM in order to ensure the snow biting property and obtain the snow performance. The following is preferable, and in this example, HG-Yh is set to 1.5 mm.
【００３１】又本発明では、さらに、図７に示すよう
に、前記縦溝Ｇの全面積Ｓ１と横溝Ｙの全面積Ｓ２との
比Ｓ１／Ｓ２を０．９〜１．１に設定する。このように
横溝Ｙに比して排水能力に優れる縦主溝Ｇの全面積Ｓ１
を比較的高め、排水のバランス化を計っているため、排
水効果を最も有効に発揮できウエット性能をさらに向上
している。なお図８に、本発明者が実験によって見出し
得た、前記面積の比Ｓ１／Ｓ２と、ウエット性能との関
係を示す。同図のように比Ｓ１／Ｓ２が０．９〜１．１
に高まることによって縦横の排水バランスが適正化し、
排水能力を最も効果的に発揮する。Further, in the present invention, as shown in FIG. 7, the ratio S1 / S2 of the total area S1 of the vertical groove G and the total area S2 of the lateral groove Y is set to 0.9 to 1.1. In this way, the total area S1 of the vertical main groove G, which is superior in drainage capacity to the horizontal groove Y,
The water drainage effect is most effectively exerted and the wet performance is further improved because the water drainage is balanced and the water drainage is relatively high. Note that FIG. 8 shows the relationship between the area ratio S1 / S2 and the wet performance, which the present inventor has found through experiments. As shown in the figure, the ratio S1 / S2 is 0.9 to 1.1.
The vertical and horizontal drainage balance is optimized by increasing
Deliver drainage capacity most effectively.
【００３２】なお比Ｓ１／Ｓ２が１．１より大の時、縦
溝内への水の流入性に劣りウエット性能が逆に低下する
こととなる。又前記縦溝Ｇの全面積Ｓ１の比率の増加と
前記横溝ラテラル密度αの比率の増加との結合は、実質
的に、横溝Ｙの溝巾ＷＹの低下を招来し、横溝Ｙに基づ
く気柱共鳴、ポンピング音等のパターンノイズを減じて
通過騒音性能を向上する効果も奏しうる。従って前記比
Ｓ１／Ｓ２が０．９より小の時には、ウエット性能の低
下に加えて、前記溝巾ＷＹを逆に増加し通過騒音性能を
低下することとなる。なおこのような通過騒音性能の向
上効果の維持のためには、図９に示すように、前記溝巾
ＷＹを接地長さＬの０．０１３倍以下とすることが好ま
しい。When the ratio S1 / S2 is larger than 1.1, the wettability deteriorates due to the poor water inflow property into the vertical groove. Further, the combination of the increase of the ratio of the total area S1 of the vertical groove G and the increase of the ratio of the lateral groove lateral density α substantially causes the decrease of the groove width WY of the lateral groove Y, and the air column based on the lateral groove Y is formed. The effect of reducing pattern noise such as resonance and pumping noise to improve the passing noise performance can also be obtained. Therefore, when the ratio S1 / S2 is smaller than 0.9, the groove performance WY is inversely increased and the passing noise performance is deteriorated in addition to the deterioration of the wet performance. In order to maintain such an effect of improving the passing noise performance, it is preferable that the groove width WY is 0.013 times or less of the ground contact length L as shown in FIG.
【００３３】又本願においては、前記全接地領域ＱＯの
面積Ｓに対する、前記縦溝の全面積Ｓ１と横溝の全面積
Ｓ２との和Ｓ１＋Ｓ２の比である海面積比（Ｓ１＋Ｓ
２）／Ｓを０．２４〜０．２７の範囲に減じた場合に
も、必要な氷雪上性能とウエット性能との維持が可能で
あり、この時、前記低い海面積比の採用によって通過騒
音性能をさらに向上できる。In the present application, the sea area ratio (S1 + S), which is the ratio of the sum S1 + S2 of the total area S1 of the vertical grooves and the total area S2 of the lateral grooves to the area S of the total ground area QO.
2) Even if the / S is reduced to a range of 0.24 to 0.27, it is possible to maintain the required performance on ice and snow and the wet performance, and at this time, by adopting the low sea area ratio, passing noise The performance can be further improved.
【００３４】又本例では、前記ウエット性能、車内騒音
性能、及び操縦安定性とのバランス化を計るために、前
記外の縦主溝ＧＭ２の中心線とタイヤ赤道Ｃとの距離Ｌ
Ｏを前記接地領域Ｑのタイヤ軸方向の接地巾ＷＱの０．
２〜０．２５倍としている。これは、本発明者が行った
図１０に示す実験結果に基づくものであり、距離ＬＯが
０．２ＷＱより小の時、車内騒音性能が悪化し、又０．
２５ＷＱより大の時、ウエット性能及び操縦安定性能が
低下する。Further, in this example, in order to balance the wet performance, the in-vehicle noise performance, and the steering stability, the distance L between the center line of the outer longitudinal main groove GM2 and the tire equator C is set.
O is 0. of the contact width WQ of the contact area Q in the tire axial direction.
It is set to 2 to 0.25 times. This is based on the result of the experiment conducted by the present inventor shown in FIG. 10, and when the distance LO is less than 0.2 WQ, the in-vehicle noise performance deteriorates, and the noise level of 0.
When it is more than 25 WQ, wet performance and steering stability performance are deteriorated.
【００３５】なお本願では、４本以上の縦主溝ＧＭを設
けうるが、この時必要なパターン剛性を確保することが
難しく操縦安定性を損ねるとともに耐摩耗性能を低下す
る。従ってウエット性能等の観点からも縦主溝ＧＭは、
好ましくは３本である。In the present application, four or more vertical main grooves GM can be provided, but at this time it is difficult to secure the required pattern rigidity, which impairs steering stability and reduces wear resistance. Therefore, the vertical main groove GM is
It is preferably three.
【００３６】（具体例）図１及び図２の構造を具えるタ
イヤサイズが１６５／７０Ｒ１３のタイヤにおいて、前
記ラテラル密度の和（α＋β）、ラテラル密度の比（α
／β）、溝面積比（Ｓ１／Ｓ２）、横溝の溝巾（Ｗ
Ｙ）、距離（ＬＯ）をそれぞれ変化させたものを試作
し、各試供タイヤの氷雪上性能、ウエット性能、通過騒
音性能、車内騒音性能、操縦安定性能（ドライ路面）、
耐摩耗性能についてテストを行いその結果を図５〜図１
０に記載している。(Specific example) In a tire having a tire size of 165 / 70R13 and having the structure of FIGS. 1 and 2, the sum of the lateral densities (α + β) and the ratio of the lateral densities (α
/ Β), groove area ratio (S1 / S2), lateral groove width (W
Y) and the distance (LO) were changed and prototyped, and the on-snow performance, wet performance, passing noise performance, vehicle interior noise performance, steering stability performance (dry road surface) of each sample tire,
Tested for wear resistance performance and the results are shown in Figs.
It is described in 0.
【００３７】なおテストは、前記タイヤを標準リム（５
Ｊ×１３）、標準内圧（２．２ｋｓｃ）のもとで乗用車
両（１６００ｃｃ；ＦＦ）に装着して実車走行したもの
であり； ・氷雪上性能は、圧雪路面上を走行した時のドライバー
のフィーリングによって評価； ・ウエット性能は、ウエットな舗装路面上を走行した時
のドライバーのフィーリングによって評価； ・操縦安定性能は、ドライな舗装路面上を走行した時の
ドライバーのフィーリングによって評価； ・通過騒音性能は、ＪＡＳＯ規格Ｃ６０６に基づき１名
乗者、空積状態かつエンジンオフで走行する（５５km／
ｈ）する車両から側方に７．５ｍ離れた位置にマイクセ
ットしてノイズを測定； ・車内騒音性能は、２名乗車、空積状態で走行（６０km
／ｈ）した時の右ドア側での車内ノイズをマイクにて測
定；In the test, the above tire was mounted on a standard rim (5
J × 13), mounted on a passenger vehicle (1600 cc; FF) under standard internal pressure (2.2 ksc), and was actually driven by a vehicle; ・ The performance on ice and snow is that of a driver when traveling on a compressed snow road surface. Evaluation by the feeling; -Wet performance is evaluated by the driver's feeling when traveling on a wet paved road surface; -Operating stability performance is evaluated by the driver's feeling when traveling on a dry paved road surface;・ Passing noise performance is based on JASO standard C606, one occupant, empty condition and running with engine off (55km /
h) Noise is measured by setting a microphone at a position 7.5 m laterally from the vehicle; ・ In-vehicle noise performance is 2 passengers, running in empty condition (60 km
/ H) measured the in-vehicle noise on the right door side with a microphone;
【００３８】なお図５においては、α／β＝２．０，Ｓ
１／Ｓ２＝１．０，ＬＯ＝０．２２５ＷＱ，ＷＹ＝１．
２％Ｌ、（Ｓ１＋Ｓ２）／Ｓ＝０．２５、ＨＧ＝６．５
mm、ｈｇ＝５．０mm、Ｙｈ＝５．０mm，Ｋｈ＝５．０mm
で各値一定としている。In FIG. 5, α / β = 2.0, S
1 / S2 = 1.0, LO = 0.225 WQ, WY = 1.
2% L, (S1 + S2) /S=0.25, HG = 6.5
mm, hg = 5.0 mm, Yh = 5.0 mm, Kh = 5.0 mm
Each value is constant.
【００３９】又図６においては、α＋β＝１０．０，Ｓ
１／Ｓ２＝１．０，ＬＯ＝０．２２５ＷＱ，ＷＹ＝１．
１５％Ｌ、（Ｓ１＋Ｓ２）／Ｓ＝０．２５、ＨＧ＝６．
５mm、ｈｇ＝５．０mm、Ｙｈ＝５．０mm、Ｋｈ＝５．０
mmで各値一定としている。Further, in FIG. 6, α + β = 10.0, S
1 / S2 = 1.0, LO = 0.225 WQ, WY = 1.
15% L, (S1 + S2) /S=0.25, HG = 6.
5mm, hg = 5.0mm, Yh = 5.0mm, Kh = 5.0
Each value is constant in mm.
【００４０】又図８においては、α＋β＝１０．０，α
／β＝２．０，ＬＯ＝０．２２５ＷＱ，ＷＹ＝１．２％
Ｌ、（Ｓ１＋Ｓ２）／Ｓ＝０．２５、ＨＧ＝６．５mm、
ｈｇ＝５．０mm、Ｙｈ＝５．０mm，Ｋｈ＝５．０mmで各
値一定としている。Further, in FIG. 8, α + β = 10.0, α
/Β=2.0, LO = 0.225 WQ, WY = 1.2%
L, (S1 + S2) /S=0.25, HG = 6.5 mm,
The values are fixed at hg = 5.0 mm, Yh = 5.0 mm, and Kh = 5.0 mm.
【００４１】又図９においては、α＋β＝１０．０，α
／β＝２．０，ＬＯ＝０．２２５ＷＱ，（Ｓ１＋Ｓ２）
／Ｓ＝０．２５、Ｓ１／Ｓ２＝１．０、ＨＧ＝６．５m
m、ｈｇ＝５．０mm、Ｙｈ＝５．０mm、Ｋｈ＝５．０mm
で各値一定としている。Further, in FIG. 9, α + β = 10.0, α
/Β=2.0, LO = 0.225WQ, (S1 + S2)
/S=0.25, S1 / S2 = 1.0, HG = 6.5m
m, hg = 5.0mm, Yh = 5.0mm, Kh = 5.0mm
Each value is constant.
【００４２】又図１０においては、α＋β＝１０．０，
α／β＝２．０，ＷＹ＝１．２％Ｌ、（Ｓ１＋Ｓ２）／
Ｓ＝０．２５、Ｓ１／Ｓ２＝１．０、ＨＧ＝６．５mm、
ｈｇ＝５．０mm、Ｙｈ＝５．０mm、Ｋｈ＝５．０mmで各
値一定としている。Further, in FIG. 10, α + β = 10.0,
α / β = 2.0, WY = 1.2% L, (S1 + S2) /
S = 0.25, S1 / S2 = 1.0, HG = 6.5 mm,
The values are fixed at hg = 5.0 mm, Yh = 5.0 mm, and Kh = 5.0 mm.
【００４３】[0043]
【発明の効果】本発明は、叙上のように構成しているた
め、優れた氷雪上性能を維持しつつウエット性能を向上
できしかも通過騒音の低減を計ることができる。Since the present invention is constructed as described above, the wet performance can be improved while the excellent performance on ice and snow is maintained, and the passing noise can be reduced.
【図１】本発明の一実施例を示すタイヤの断面図であ
る。FIG. 1 is a cross-sectional view of a tire showing an embodiment of the present invention.
【図２】トレッドパターンの一例を示すトレッド部の平
面図である。FIG. 2 is a plan view of a tread portion showing an example of a tread pattern.
【図３】横溝ラテラル密度を説明するためのトレッドパ
ターンの一部拡大図である。FIG. 3 is a partially enlarged view of a tread pattern for explaining a lateral groove lateral density.
【図４】サイプラテラル密度を説明するためのトレッド
パターンの一部拡大図である。FIG. 4 is a partially enlarged view of the tread pattern for explaining the cypralateral density.
【図５】横溝ラテラル密度とサイプラテラル密度との和
α＋βと氷雪上性能及び操縦安定性との関係を示す線図
である。FIG. 5 is a diagram showing a relationship between a sum α + β of lateral groove lateral density and cyber lateral density, and performance on snow and snow and steering stability.
【図６】横溝ラテラル密度とサイプラテラル密度との比
α／βとウエット性能及び通過騒音性能との関係を示す
線図である。FIG. 6 is a diagram showing a relationship between a ratio α / β of lateral groove lateral density and a lateral lateral density, and wet performance and passing noise performance.
【図７】縦主溝と横溝の各全面積Ｓ１、Ｓ２を説明する
線図である。FIG. 7 is a diagram for explaining respective total areas S1 and S2 of a vertical main groove and a horizontal groove.
【図８】面積の比Ｓ１／Ｓ２と、ウエット性能及び通過
騒音性能との関係を示す線図である。FIG. 8 is a diagram showing the relationship between the area ratio S1 / S2 and the wet performance and passing noise performance.
【図９】横溝の溝巾とウエット性能及び通過騒音性能と
の関係を示す線図である。FIG. 9 is a diagram showing a relationship between a groove width of a lateral groove and wet performance and passing noise performance.
【図１０】外の縦主溝の距離ＬＯとウエット性能、通過
騒音性能及び操縦安定性との関係を示す線図である。FIG. 10 is a diagram showing the relationship between the distance LO of the outer longitudinal main groove and the wet performance, passing noise performance, and steering stability.
５ トレッド部 Ｇ 縦溝 ＧＭ、ＧＭ１、ＧＭ２ 縦主溝 Ｙ、Ｙａ、Ｙｂ、Ｙｃ 横溝 Ｋ、Ｋａ、Ｋｂ、Ｋｃ サイプ Ｑ 接地領域 5 Tread part G Vertical groove GM, GM1, GM2 Vertical main groove Y, Ya, Yb, Yc Horizontal groove K, Ka, Kb, Kc Sipe Q Ground area
Claims (3)
の縦主溝を含む縦溝と、この縦溝に交わる向きにのびる
横溝とサイプとを設けるとともに、前記横溝は、標準リ
ムにリム組しかつ標準内圧を充填するとともに標準荷重
を負荷した標準状態において、前記トレッド部が接地す
る接地領域のタイヤ周方向の接地長さＬの０．０１０倍
以上の溝巾とし、かつサイプは０．０１０倍よりも小の
溝巾とするとともに、タイヤ全周に亘る前記接地領域に
含まれる前記横溝の中心線がタイヤ軸方向線に投影され
た長さの合計長さである横溝ラテラル長さ和Ａと、前記
タイヤ全周に亘る接地領域の面積Ｓとの比Ａ／Ｓである
横溝ラテラル密度α、及び前記サイプの中心線をタイヤ
軸方向線に投影した長さの合計長さであるサイプラテラ
ル長さ和Ｂと、前記タイヤ全周に亘る接地領域の面積Ｓ
との比Ｂ／Ｓであるサイプラテラル密度βの和α＋βを
９．０×１０-2〜１１．０×１０-2（単位mm／mm2 ）と
し、しかも前記横溝ラテラル密度αとサイプラテラル密
度βとの比α／βを１．９〜２．１とするとともに、前
記縦溝の全面積Ｓ１と横溝の全面積Ｓ２との比Ｓ１／Ｓ
２を０．９〜１．１とした空気入りタイヤ。1. A tread portion is provided with a vertical groove including a plurality of vertical main grooves extending in a tire circumferential direction, and a lateral groove and a sipe extending in a direction intersecting with the vertical groove. The lateral groove is a rim assembly to a standard rim. In the standard state in which the tread portion is in contact with the tire and the tire is in a standard state in which the tread portion is grounded, the groove width is 0.010 times or more the ground contact length L in the tire circumferential direction of the tread portion, and the sipes are 0. The groove width is smaller than 010 times, and the sum of the lateral groove lateral lengths, which is the total length of the center lines of the lateral grooves included in the ground contact area over the entire circumference of the tire and projected on the tire axial direction line. Lateral groove lateral density α, which is the ratio A / S of A and the area S of the ground contact area over the entire circumference of the tire, and the sipe that is the total length of the length of the center line of the sipe projected on the tire axial direction line. Lateral length sum B and before Area of the ground area S over the entire circumference of the tire
The ratio α + β of the cypralateral density β which is the ratio B / S is 9.0 × 10 -2 to 11.0 × 10 -2 (unit: mm / mm 2 ), and the lateral groove lateral density α and the cypralateral density are The ratio α / β to β is set to 1.9 to 2.1, and the ratio S1 / S between the total area S1 of the vertical grooves and the total area S2 of the lateral grooves.
A pneumatic tire in which 2 is 0.9 to 1.1.
さＬの０．０１３倍以下であることを特徴とする請求項
１記載の空気入りタイヤ。2. The pneumatic tire according to claim 1, wherein the groove width of the lateral groove is 0.013 times or less the ground contact length L of the ground contact area.
びる中央の縦主溝と、中心線がタイヤ赤道から前記接地
領域の接地巾の０．２倍以上かつ０．２５倍以下の距離
を隔てた外の縦主溝とからなることを特徴とした請求項
１記載の空気入りタイヤ。3. The longitudinal main groove has a central longitudinal main groove whose center line extends on the tire equator, and a center line is 0.2 times or more and 0.25 times or less than a ground contact width of the ground contact area from the tire equator. The pneumatic tire according to claim 1, wherein the pneumatic tire is formed of an outer vertical main groove spaced apart from each other.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6098032A JP2899207B2 (en) | 1994-04-11 | 1994-04-11 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6098032A JP2899207B2 (en) | 1994-04-11 | 1994-04-11 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07276924A true JPH07276924A (en) | 1995-10-24 |
| JP2899207B2 JP2899207B2 (en) | 1999-06-02 |
Family
ID=14208679
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6098032A Expired - Lifetime JP2899207B2 (en) | 1994-04-11 | 1994-04-11 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2899207B2 (en) |
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000185527A (en) * | 1998-12-24 | 2000-07-04 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| DE102004042223B4 (en) * | 2004-09-01 | 2012-03-22 | Continental Reifen Deutschland Gmbh | Vehicle tires |
| JP2012091733A (en) * | 2010-10-28 | 2012-05-17 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| JP2013220716A (en) * | 2012-04-16 | 2013-10-28 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US20140230980A1 (en) * | 2011-09-29 | 2014-08-21 | Michelin Recherche Et Technique S.A. | Tire with tread having improved snow and dry traction |
| JP2014205460A (en) * | 2013-04-15 | 2014-10-30 | 住友ゴム工業株式会社 | Pneumatic tire |
| CN104169104A (en) * | 2011-09-29 | 2014-11-26 | 米其林集团总公司 | Tire with tread having improved snow and dry traction |
| JP2015221650A (en) * | 2014-05-23 | 2015-12-10 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP2017114384A (en) * | 2015-12-25 | 2017-06-29 | 東洋ゴム工業株式会社 | Pneumatic tire |
| EP3300925A1 (en) * | 2016-09-30 | 2018-04-04 | Continental Reifen Deutschland GmbH | Pneumatic tyres for a vehicle |
| JP2018138434A (en) * | 2017-02-24 | 2018-09-06 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2018138430A (en) * | 2017-02-24 | 2018-09-06 | 横浜ゴム株式会社 | Pneumatic tire |
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| CN110978894A (en) * | 2019-12-19 | 2020-04-10 | 安徽佳通乘用子午线轮胎有限公司 | Wear-resisting pure electric operation type tire of making an uproar that falls |
| KR20200088902A (en) * | 2017-12-30 | 2020-07-23 | 꽁빠니 제네날 드 에따블리세망 미쉘린 | Improved snow tire performance without dry braking or wear |
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| JP2019026180A (en) * | 2017-08-02 | 2019-02-21 | 東洋ゴム工業株式会社 | Pneumatic tire |
-
1994
- 1994-04-11 JP JP6098032A patent/JP2899207B2/en not_active Expired - Lifetime
Cited By (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000185527A (en) * | 1998-12-24 | 2000-07-04 | Sumitomo Rubber Ind Ltd | Pneumatic tire |
| DE102004042223B4 (en) * | 2004-09-01 | 2012-03-22 | Continental Reifen Deutschland Gmbh | Vehicle tires |
| JP2012091733A (en) * | 2010-10-28 | 2012-05-17 | Yokohama Rubber Co Ltd:The | Pneumatic tire |
| US20140230980A1 (en) * | 2011-09-29 | 2014-08-21 | Michelin Recherche Et Technique S.A. | Tire with tread having improved snow and dry traction |
| CN104169104A (en) * | 2011-09-29 | 2014-11-26 | 米其林集团总公司 | Tire with tread having improved snow and dry traction |
| JP2014531365A (en) * | 2011-09-29 | 2014-11-27 | コンパニー ゼネラール デ エタブリッスマン ミシュラン | Tread tires with improved snow and dry traction |
| CN104169104B (en) * | 2011-09-29 | 2017-08-04 | 米其林集团总公司 | Tyre surface has improved snowfield and the tire drawn dryly |
| JP2013220716A (en) * | 2012-04-16 | 2013-10-28 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| JP2014205460A (en) * | 2013-04-15 | 2014-10-30 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP2015221650A (en) * | 2014-05-23 | 2015-12-10 | 住友ゴム工業株式会社 | Pneumatic tire |
| JP2017114384A (en) * | 2015-12-25 | 2017-06-29 | 東洋ゴム工業株式会社 | Pneumatic tire |
| EP3300925A1 (en) * | 2016-09-30 | 2018-04-04 | Continental Reifen Deutschland GmbH | Pneumatic tyres for a vehicle |
| JP2018138434A (en) * | 2017-02-24 | 2018-09-06 | 横浜ゴム株式会社 | Pneumatic tire |
| JP2018138430A (en) * | 2017-02-24 | 2018-09-06 | 横浜ゴム株式会社 | Pneumatic tire |
| KR20200088902A (en) * | 2017-12-30 | 2020-07-23 | 꽁빠니 제네날 드 에따블리세망 미쉘린 | Improved snow tire performance without dry braking or wear |
| US11498364B2 (en) | 2017-12-30 | 2022-11-15 | Compagnie Generale Des Etablissements Michelin | Tire with improved handling performance and speed durability |
| US11623478B2 (en) | 2017-12-30 | 2023-04-11 | Compagnie Generale Des Etablissments Michelin | Tire with improved snow performance without sacrificing dry braking or wear |
| EP3564048A1 (en) * | 2018-05-02 | 2019-11-06 | Sumitomo Rubber Industries, Ltd. | Tyre |
| JP2019194051A (en) * | 2018-05-02 | 2019-11-07 | 住友ゴム工業株式会社 | tire |
| CN110435363A (en) * | 2018-05-02 | 2019-11-12 | 住友橡胶工业株式会社 | Tire |
| US11535062B2 (en) | 2018-05-02 | 2022-12-27 | Sumitomo Rubber Industries, Ltd. | Tyre |
| CN110978894A (en) * | 2019-12-19 | 2020-04-10 | 安徽佳通乘用子午线轮胎有限公司 | Wear-resisting pure electric operation type tire of making an uproar that falls |
| JP2021095088A (en) * | 2019-12-19 | 2021-06-24 | 株式会社ブリヂストン | tire |
| WO2021124939A1 (en) * | 2019-12-19 | 2021-06-24 | 株式会社ブリヂストン | Tire |
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|---|---|
| JP2899207B2 (en) | 1999-06-02 |
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