Patent

TEPZZ¥ Z 59 B_T
(19)
(11) EP 3 202 592 B1

(12) EUROPEAN PATENT SPECIFICATION
(45) Date of publication and mention (51) Int Cl.:

of the grant of the patent: B60C 11/03 (2006.01) B60C 3/04 (2006.01)
23.01.2019 Bulletin 2019/04 B60C 11/04 (2006.01)
(21) Application number: 17160842.5
(22) Date of filing: 02.11.2012
(54) PNEUMATIC RADIAL TIRE FOR PASSENGER VEHICLE

RADIALLUFTREIFEN FÜR EIN PASSAGIERFAHRZEUG
PNEU RADIAL POUR VÉHICULE DE TOURISME
(84) Designated Contracting States: (72) Inventors:

AL AT BE BG CH CY CZ DE DK EE ES FI FR GB • HATANAKA, Shintaro
GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO Kodaira-shi, Tokyo 187-8531 (JP)
PL PT RO RS SE SI SK SM TR • MATSUMOTO, Hiroyuki
Kodaira-shi, Tokyo 187-8531 (JP)
(30) Priority: 02.11.2011 JP 2011241564 • KUWAYAMA, Isao
Kodaira-shi, Tokyo 187-8531 (JP)
(43) Date of publication of application:
09.08.2017 Bulletin 2017/32 (74) Representative: Oxley, Robin John George
Marks & Clerk LLP
(62) Document number(s) of the earlier application(s) in 90 Long Acre
accordance with Art. 76 EPC: London WC2E 9RA (GB)
12844866.9 / 2 781 372
(56) References cited:
(73) Proprietor: Bridgestone Corporation EP-A2- 1 010 551 JP-A- 2000 190 706
Tokyo 104-8340 (JP)
EP 3 202 592 B1
Note: Within nine months of the publication of the mention of the grant of the European patent in the European Patent
Bulletin, any person may give notice to the European Patent Office of opposition to that patent, in accordance with the
Implementing Regulations. Notice of opposition shall not be deemed to have been filed until the opposition fee has been
paid. (Art. 99(1) European Patent Convention).
Printed by Jouve, 75001 PARIS (FR)

EP 3 202 592 B1
Description
TECHNICAL FIELD
5 [0001] The present invention relates to a pneumatic radial tire for a passenger vehicle and a method for using the
pneumatic radial tire.
BACKGROUND ART
10 [0002] Bias tires having relatively narrow cross sectional widths were predominantly used in vehicles up to around
1960 because vehicles in those days were relatively lightweight, had relatively low cruising speed required thereof and
thus did not put so much stress on the tires. However, radial tires having wide and flat structures are predominant these
days because good driving stability in high speed running, as well as good wear resistance, is required of tires as highway
networks are developed and vehicle speed increases (e.g. PTL 1).
15 [0003] However, increasing widths of tires decreases free space in a vehicle and deteriorates comfortablility therein.
Further, wider widths of tires increase air resistance and cause another problem of poor fuel efficiency. There has been
increasingly a demand for a better fuel efficiency in recent years as people are more concerned about environmental
issues.
[0004] Electric vehicles which are being developed for use in future, in particular, must have sufficient space for
20 accommodating driving units such as a motor for controlling torque of rotating tires around drive shafts. Ensuring sufficient
space in vicinities of tires is becoming increasing important in this connection.
[0005] Further, such a wide and flat tire as described above exhibits relatively poor drainage performance because
the tire has a relatively wide (ground contact) leading surface and thus water is not smoothly drained on respective sides
of the tire in running in a wet condition, as schematically shown by arrows representing water flow lines in FIG. 1A. Yet
25 further, the wide and flat tire is susceptible to what is called hydroplaning phenomenon because the tire, having a relatively
short ground contact length L, allows a water film entering from the leading surface to float a ground contact surface up,
so that an actual ground contact area and thus gripping force decrease, as shown in FIG. 1A. In short, the wide and flat
tire has a problem of deteriorated wet performance, as well.
[0006] In view of the deteriorated wet performance, a conventional radial tire having a wide and flat structure in particular
30 must have a main groove extending in the tread circumferential direction and/or a lug groove extending in the tread
width direction each formed in a ground contact 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 lug groove having wide groove widths are provided in a
tread, there arises a problem in that a negative ratio of the tread increases to decrease a ground contact area and
35 gripping force, thereby deteriorating driving stability and braking performance on a dry road surface and also reducing
wear resistance and worsening noise. Further, in a case where grooves having deep groove depths are provided in a
tread, tread rubber must be thick accordingly, which increases tire weight and thus deteriorates running performance of
the tire.
[0008] It is conventionally known that use of tread rubber having relatively low hysteresis loss for a wide and flat radial
40 tire is effective in terms of reducing rolling resistance and thus improving fuel efficiency of the tire. However, use of
rubber having relatively low hysteresis loss for a tire then causes a problem in that gripping performance of the tire on
a wet road surface deteriorates.
[0009] JP 2000 190706 discloses a tire with a main and an auxiliary groove.
45 CITATION LIST
Patent Literature
[0010] PTL 1: JP-A 07-040706

50
SUMMARY OF THE INVENTION
Technical Problems
55 [0011] A radial tire having a wide and flat structure has problems in fuel efficiency, comfortablility (free space in a
vehicle) and running performance on a wet road surface (including suppression of hydroplaning phenomenon) and it is
in general difficult to improve running performance on a wet road surface in particular with maintaining good running
performance on a dry road surface (driving stability, braking performance on a dry road surface), as described above.
2
EP 3 202 592 B1
A technique of fundamentally improving these performances in a compatible manner has therefore been demanded.
[0012] The present invention aims at solving the problems described above and an object thereof is to provide: a
pneumatic radial tire for a passenger vehicle where good running performance on a wet road surface and good running
performance on a dry road surface are attained in a compatible manner with ensuring high fuel efficiency and wide free
5 space in a vehicle; and a method of using the pneumatic radial tire.
Solution to the Problems
[0013] The inventors of the present invention keenly studied to solve the problems described above.
10 [0014] As a result, the inventors first discovered that reducing a tire width and increasing a tire diameter or, more
specifically, controlling a cross sectional width SW and an outer diameter OD of a radial tire under an appropriate SW-
OD relationship is very effective in terms of ensuring good fuel efficiency and wide free space of a vehicle using the
radial tire.
[0015] Further, the inventors newly discovered that i) providing a radial tire having small width and large diameter with
15 a tread pattern essentially having a main groove extending in the circumferential direction of a tread and ii) setting an
appropriate negative ratio of the main groove in the tread are effective in terms of improving running performance on a
wet road surface with ensuring good running performance on a dry road surface of the tire.
[0016] The present invention has been contrived based on the aforementioned discoveries and main structural features
are as follows.
20 [0017] Herein disclosed is a pneumatic radial tire for a passenger vehicle of the present invention, having a carcass
constituted of plies as radially-disposed cords and provided in a toroidal shape across a pair of bead portions, and a
tread. A ground contact surface of the tread of the tire is provided with either, as a groove, only at least one main groove
extending in the tread circumferential direction or, as grooves, only the main groove and at least one auxiliary groove
other than the main groove, the auxiliary groove having a groove width ≤ 2 mm in a tread widthwise region having the
25 center aligned with the tire equatorial plane and a width corresponding to 80% of the tread width of the ground contact
surface. A negative ratio of the main groove is in the range of 12% to 20% (inclusive of 12% and 20%). Provided that
SW and OD represent cross sectional width and outer diameter of
the tire, respectively, SW/OD ≤ 0.26 when SW < 165 (mm); and
SW and OD satisfy a formula shown below when SW ≥ 165 (mm).
30
[0018] A pneumatic radial tire for a passenger vehicle of the present invention, having a carcass constituted of plies
35 as radially-disposed cords and provided in a toroidal shape across a pair of bead portions, and a tread, characterized
in that:
a ground contact surface of the tread of the tire is provided with either, as a groove, only at least one main groove
extending in the tread circumferential direction or, as grooves, only the main groove and at least one auxiliary groove
40 other than the main groove, the auxiliary groove having a groove width ≤ 2 mm in a tread widthwise region having
the center aligned with the tire equatorial plane and a width corresponding to 80% of a tread width of the ground
contact surface;
a negative ratio of the main groove is in the range of 12% to 20% (inclusive of 12% and 20%);
provided that SW and OD represent cross sectional width and outer diameter of the tire, respectively, SW and OD
45 satisfy a formula shown below.
50
[0019] In the present invention, a ground contact surface" of a tread represents a region over the entire periphery in
the tire circumferential direction of a tread rubber surface of a tire in contact with a flat plate when the tire is placed
upright with respect to the flat plate in a standard state where the tire is assembled with a rim and inflated at the maximum
air pressure under the maximum load prescribed for each vehicle on which the tire is to be mounted. A "tread
55 width" represents the maximum width in the tire width direction of a ground contact surface of a tire in the aforementioned
standard state. "The maximum load prescribed for each passenger vehicle" represents the largest load value among
respective four load values exerted on four tires of the passenger vehicle when the prescribed upper limit number of
3
EP 3 202 592 B1
occupants ride in the passenger vehicle. An "auxiliary groove having a groove width ≤ 2 mm" may include a hole-like
recess having diameter ≤ 2 mm as shown in FIG. 7A.
[0020] Further, a "main groove extending in the tread circumferential direction" represents a groove continuously
extending in the tread circumferential direction over the entire periphery of a tire and may include e.g. a zigzag extending
5 groove, as well as a groove linearly extending in complete parallel with the tread circumferential direction.
[0021] Yet further, a "negative ratio of the main groove" represents a ratio of the total area of all the main grooves
provided in a ground contact surface of a tread with respect 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.
10 Advantageous Effect of the Invention
[0022] According to the present invention, it is possible to provide a pneumatic radial tire for a passenger vehicle where
good running performance on a wet road surface and good running performance on a dry road surface are attained in
a compatible manner with ensuring high fuel efficiency and wide free space in a vehicle.
15
BRIEF DESCRIPTION OF THE DRAWINGS
[0023]
20 FIG. 1A is a view for explaining wet performance of a radial tire having a wide width. FIG. 1B is a view for explaining
wet performance of a radial tire having a narrow width.
FIG. 2 is a view showing a cross sectional width SW and an outer diameter OD of a tire.
FIG. 3A is a view showing a vehicle having the tires of the present invention with large diameters and narrow widths
mounted thereon. FIG. 3B is a view showing a vehicle having the conventional tires mounted thereon.
25 FIG. 4A is a graph showing relationships between SW and OD observed in the test tires of the present invention
and the conventional test tires.
FIG. 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.
FIG. 5 is a graph showing a relationship between rolling resistance value and air resistance value in each of the
30 test tires.
FIGS. 6A to 6F are developed views each showing a tread pattern of a tire according to one embodiment of the
present invention.
FIGS. 7A to 7C are developed views each showing a tread pattern of a tire according to another embodiment of the
present invention.
35 FIG. 8A and FIG. 8B are developed views each showing a tread pattern of a tire according to one embodiment of
the present invention.
FIGS. 9A to 9C are developed views each showing a tread pattern of a tire according to a Comparative Example.
FIGS. 10A to 10C are developed views each showing a tread pattern of a tire according to a Comparative Example.
FIG. 10D and FIG. 10E are developed views each showing a tread pattern of a tire according to the present invention.
40
DESCRIPTION OF THE EMBODIMENTS
[0024] How a pneumatic radial tire for a passenger vehicle of the present invention (which tire will be referred to simply
as a "tire" hereinafter) has been realized will be described below.
45 [0025] First, the inventors of the present invention paid attention to a fact that a tire cross sectional width SW (see
FIG. 2) of a radial tire smaller than that of the conventional radial tire ensures a wide free space in a vehicle, a wide
space for accommodating a driving member in vicinities on the vehicle-inner side of the tire in particular (see FIG. 3A).
[0026] A tire cross sectional width SW of a radial tire smaller than that of the conventional radial tire also causes a
good effect of reducing an air resistance value (Cd value) of a vehicle because an area of the tire viewed from the front
50 thereof decreases.
[0027] However, there is a demerit in this case in that a rolling resistance value (RR value) of the tire increases due
to an increase in magnitude of deformation of a ground contact portion of a tread when the internal air pressure of the
tire remains the same.
[0028] The inventors of the present invention, in view of the aforementioned situation, discovered that the problem
55 can be solved by utilizing the characteristics inherent to a radial tire. Specifically, the inventors of the present invention
realized that, in the case of a radial tire having a smaller magnitude of tread deformation than a bias tire, it is possible
to make the radial tire be less affected by a rough road surface and thus reduce a rolling resistance value (RR value)
thereof when the internal air pressure remains the same by increasing the outer diameter OD (see FIG. 2) of the radial
4
EP 3 202 592 B1
tire as compared with the conventional radial tire. Further, the inventors of the present invention also realized that an
increase in outer diameter OD of a radial tire enhances the loading capacity of the tire. Yet further, an increase in outer
diameter of a radial tire increases height of drive shafts to enlarge an under-chassis space, thereby allowing the vehicle
to keep wide spaces for a car boot, driving units and the like.
5 [0029] In short, reducing width and increasing outer diameter of a tire effectively ensure a wide space in a vehicle,
respectively, although they are in a trade-off 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.
[0030] In view of this, the inventors of the present invention keenly studied optimizing a relationship between a tire
cross sectional width and an outer diameter of a tire such that an air resistance value (Cd value) and a rolling resistance
10 value (RR value) of a vehicle improve than the conventional radial tire.
[0031] Specifically, the inventors of the present invention, paying their attention to a relationship between a tire cross
sectional width SW and an outer diameter OD of a tire, carried out a test including mounting test tires of various tire
sizes (some of them were non-standard products) on a vehicle and measuring an air resistance value (Cd value) and
a rolling resistance value (RR value) for each type or size of the test tires. A condition satisfied by SW and OD when
15 both of an air resistance value and a rolling resistance value were superior to those of the conventional radial tire was
empirically deduced based on the measurement results.
[0032] The experiment results from which the optimum relationship between SW and OD was obtained will be described
in detail hereinafter.
[0033] First, there was prepared as Reference tire 1 a tire having tire size: 195/65R15, which tire size is used in vehicles
20 of the most common types and thus suitable for comparison of tire performances. There was also prepared as Reference
tire 2 a tire having tire size: 225/45R17, which is what is called an "inch-up" version of Reference tire 1.
[0034] Further, there were prepared other test tires (test tires 1 to 52 and conventional test tires 1 to 9) of various tire
sizes, as well.
[0035] Each of these test tires was assembled with a rim and subjected to following tests.
25 [0036] Table 1, FIG. 4A and FIG. 4B show relevant specific characteristics of the respective test tires. Other charac-
teristics of each test tire than those shown in Table 1 (e.g. internal structures thereof) were the same as those of a tire
commonly in use. Each of the test tires included a carcass constituted of plies as radially-disposed cords and provided
in a toroidal shape across a pair of bead portions, and a tread.
[0037] With regard to tire sizes, a variety of tire sizes including the conventional sizes prescribed in JATMA (The Japan
30 Automobile Tyre Manufacturers Association, Inc.) in Japan, TRA (THE TIRE and RIM ASSOCIATION INC.) in the United
States, ETRTO (European Tyre and Rim Technical Organisation) in Europe and the like and those beyond these con-
ventional sizes were widely studied.
Table 1-1
35
Tire size SW (mm) OD (mm) SW/OD
Conventional tire 1 145/70R12 145 507.8 0.29
40 Conventional tire 3 165/60R14 165 553.6 0.30

Conventional tire 5 185/60R15 185 603 0.31
45
50 Reference tire 1 195/65R15 195 634.5 0.31

Reference tire 2 225/45R17 225 634.3 0.35
Test tire 1 155/55R21 155 704.5 0.22
Test tire 2 165/55R21 165 717.4 0.23
55
Test tire 3 155/55R19 155 653.1 0.24
Test tire 4 155/70R17 155 645.8 0.24
5
EP 3 202 592 B1
(continued)

Test tire 5 165/55R20 165 689.5 0.24
5
Test tire 6 165/65R19 165 697.1 0.24
Test tire 7 165/70R18 165 687.5 0.24
Test tire 8 165/55R16 165 589.3 0.28
10 Test tire 9 175/65R15 175 625.0 0.28
Test tire 10 185/60R17 185 660.7 0.28
Test tire 11 195/65R17 195 696.4 0.28
Test tire 12 205/60R18 205 732.1 0.28
15
Test tire 13 185/50R16 185 596.8 0.31
Test tire 14 205/60R16 205 661.3 0.31
Test tire 15 215/60R17 215 693.5 0.31
20 Test tire 16 225/65R17 225 725.8 0.31
Test tire 17 155/45R21 155 672.9 0.23
Test tire 18 205/55R16 205 631.9 0.32
Test tire 19 165/65R19 165 697.1 0.24
25
Test tire 20 155/65R18 155 658.7 0.24
Table 1-2
30
Test tire 21 145/65R19 145 671.1 0.22
Test tire 22 135/65R19 135 658.1 0.21
35 Test tire 23 125/65R19 125 645.1 0.19
Test tire 24 175/55R22 175 751.3 0.23
Test tire 25 165/55R20 165 689.5 0.24
Test tire 26 155/55R19 155 653.1 0.24
40
Test tire 27 145/55R20 145 667.5 0.22
Test tire 28 135/55R20 135 656.5 0.21
Test tire 29 125/55R20 125 645.5 0.19
45 Test tire 30 175/45R23 175 741.7 0.24
Test tire 31 165/45R22 165 707.3 0.23
Test tire 32 155/45R21 155 672.9 0.23
Test tire 33 145/45R21 145 663.9 0.22
50
Test tire 34 135/45R21 135 654.9 0.21
Test tire 35 145/60R16 145 580.4 0.25
Test tire 36 155/60R17 155 617.8 0.25
55 Test tire 37 165/55R19 165 664.1 0.25
Test tire 38 155/45R18 155 596.7 0.26
6
EP 3 202 592 B1
(continued)

Test tire 39 165/55R18 165 638.7 0.26
5
Test tire 40 175/55R19 175 675.1 0.26
Test tire 41 115/50R17 115 546.8 0.21
Test tire 42 105/50R16 105 511.4 0.21
10 Test tire 43 135/60R17 135 593.8 0.23
Test tire 44 185/60R20 185 730 0.25
Test tire 45 185/50R20 185 693.0 0.27
Test tire 46 195/60R19 195 716.6 0.27
15
Test tire 47 175/60R18 175 667.2 0.26
Test tire 48 195/55R20 195 722.5 0.27
Test tire 49 215/50R21 215 748.4 0.29
20 Test tire 50 205/55R20 205 733.5 0.28
Test tire 51 185/45R22 185 716.3 0.26
Test tire 52 155/65R13 155 634.3 0.29
25
<Rolling resistance (RR value)>
[0038] Rolling resistance was measured by: assembling each of the test tires described above with a rim to obtain a
tire-rim assembly inflated at internal pressure as shown in Tables 2-1 and 2-2; exerting on the tire-rim assembly the
maximum load prescribed for a vehicle on which the tire is mounted; and running the tire at drum rotation speed of 100
30
km/hour to measure a rolling resistance thereof.
[0039] The evaluation results are shown as index values relative to "100" of Reference tire 1. The smaller index value
represents the smaller rolling resistance.
<Air resistance (Cd) value of vehicle>

35
[0040] Air resistance was determined by: assembling each of the test tires described above with a rim to obtain a tire-
rim assembly inflated at internal pressure as shown in Tables 2-1 and 2-2; mounting the tire-rim assembly on a vehicle
of 1500 cc displacement; and blasting air on the tire at speed corresponding to 100 km/hour and measuring an air
pressure value experienced by the tire by a balance installed on the floor under the tire. The results were converted to
40
index values relative to "100" of Reference tire 1 for evaluation. The smaller index value represents the smaller air
resistance.
[0041] The evaluation results are shown in Tables 2-1, 2-2 and FIGS. 4A, 4B.
Table 2-1
45
Tire size Internal pressure (kPa) RR value (INDEX) Cd value (INDEX)
Conventional tire 1 145/70R12 295 108 94
Conventional tire 2 155/55R14 275 111.3 91
50 Conventional tire 3 165/60R14 260 108.6 93
55
7
EP 3 202 592 B1
(continued)

5
Reference tire 1 195/65R15 220 100 100
Reference tire 2 225/45R17 220 83 106
Test tire 1 155/55R21 220 60 90
10 Test tire 2 165/55R21 220 55 94
Test tire 3 155/55R19 220 90 90
T est tire 4 155/70R17 220 85 95
Test tire 5 165/55R20 220 72 97
15
Test tire 6 165/65R19 220 65 97
Test tire 7 165/70R18 220 61 98
Test tire 8 165/55R16 220 102 92
20 Test tire 9 175/65R15 220 98 97
Test tire 10 185/60R17 220 85 99
Test tire 11 195/65R17 220 78 100
Test tire 12 205/60R18 220 69 102
25
Test tire 13 185/50R16 220 108 97
Test tire 14 205/60R16 220 98 102
Test tire 15 215/60R17 220 91 103
30
Test tire 16 225/65R17 220 85 105
Test tire 17 155/45R21 220 70 90
Test tire 18 205/55R16 220 99 102
35
Test tire 19 165/65R19 260 92.2 98
Test tire 20 155/65R18 275 96 91
Table 2-2
40
Test tire 21 145/65R19 295 92.4 89
Test tire 22 135/65R19 315 91.6 87
45 Test tire 23 125/65R19 340 88.2 85
Test tire 24 175/55R22 345 84.8 96
Test tire 25 165/55R20 260 92.6 93
Test tire 26 155/55R19 275 96.2 91
50
Test tire 27 145/55R20 290 92.3 89
Test tire 28 135/55R20 310 92.4 87
Test tire 29 125/55R20 340 87.7 85
55 Test tire 30 175/45R23 250 85.5 96
Test tire 31 165/45R22 255 89.7 93
8
EP 3 202 592 B1
(continued)

Test tire 32 155/45R21 270 93.2 91
5
Test tire 33 145/45R21 290 92.2 89
Test tire 34 135/45R21 310 92.1 87
Test tire 35 145/60R16 290 93.9 89
10 Test tire 36 155/60R17 270 92.1 91
Test tire 37 165/55R19 255 89.4 93
Test tire 38 155/45R18 270 92.1 91
Test tire 39 165/55R18 255 89.4 93
15
Test tire 40 175/55R19 250 88.7 96
Test tire 41 115/50R17 350 86.7 83
Test tire 42 105/50R16 350 94.1 80
20 Test tire 43 135/60R17 300 85.6 87
Test tire 44 185/60R20 270 73.0 98
Test tire 45 185/50R20 270 80.0 98
Test tire 46 195/60R19 258 81.3 100
25
Test tire 47 175/60R18 286 84.7 96
Test tire 48 195/55R20 277 83.3 100
Test tire 49 215/50R21 250 75.0 104
30
Test tire 50 205/55R20 263 78.7 102
Test tire 51 185/45R22 285 86.7 98
Test tire 52 155/65R13 220 90 91
35
[0042] It has been revealed from the test results shown in Tables 2-1 and 2-2, FIG. 4A and FIG. 5 that a radial tire
exhibits satisfactorily low air resistance value (Cd value) and rolling resistance value (RR value) in a compatible manner
in a state where the tire is mounted on a vehicle, as compared with Reference tire 1 having tire size: 195/65R15 as the
conventional tire, when the tire has a tire size satisfying the following formulae (which formulae will be referred to as
"relationship formulae (1)" hereinafter), provided that SW and OD represent cross sectional width and outer diameter
40
of the tire, respectively.
45
and
50
FIG. 4A shows borderlines (borderlines according to linear equations) differentiating the test tires each exhibiting a good
effect of reducing both rolling resistance value (RR value) and air resistance value (Cd value) thereof in a compatible
manner from the test tires not causing the effect in a satisfactory manner. Specifically, one of the borderlines is constituted
of a line expressing OD = (1/0.26) 3 SW when SW < 165 (mm) and a line expressing OD = 2.135 3 SW + 282.3 when
55 SW ≥ 165 (mm).
[0043] It has been revealed from the test results shown in Tables 2-1 and 2-2, FIG. 4B and FIG. 5 that a radial tire
exhibits satisfactorily low air resistance value (Cd value) and rolling resistance value (RR value) in a compatible manner
in a state where the tire is mounted on a vehicle, as compared with Reference tire 1 having tire size: 195/65R15 as the
9
EP 3 202 592 B1
conventional tire, when the tire, inflated at internal pressure ≥ 250 kPa, has a tire size satisfying the following formula
(which formula will be referred to as "relationship formula (2)" hereinafter), provided that SW and OD represent cross
sectional width and outer diameter of the tire, respectively.
FIG. 4B shows a borderline (a borderline according to a quadratic equation) differentiating the test tires each exhibiting
a good effect of reducing both rolling resistance value (RR value) and air resistance value (Cd value) thereof in a
10 compatible manner from the test tires not causing the effect in a satisfactory manner. Specifically, the borderline is
constituted of a quadratic curve expressing OD = - 0.0187 3 SW2 + 9.15 3 SW - 380.
[0044] Further, the inventors of the present invention discovered that test tires 1 to 7 and 17, each satisfying SW/OD
≤ 0.24, more reliably obtain the aforementioned good effect than other test tires, as shown in Tables 2-1, 2-2 and FIGS.
4A and 5.
15 [0045] Next, the following tests were carried out for each of test tires 1 to 18 in order to evaluate fuel efficiency and
comfortability (degree of free space) of a vehicle on which the tire was mounted.
<In-use fuel economy>
20 [0046] A test was carried out based on the JOC 8 test cycle prescribed by Ministry of Land, Infrastructure, Transport
and Tourism (MLIT) of Japan. The evaluation results are shown as index values relative to "100" of Reference tire 1.
The larger index value represents the better fuel efficiency.
<Comfortability>
25
[0047] Each of the test tires was mounted on a vehicle having 1.7 m width and the resulting width of the rear trunk
was measured. The evaluation results are shown as index values relative to "100" of Reference tire 1. The larger index
value represents the better comfortability.
[0048] The test results thus obtained are shown in Table 3 below.
30
Table 3
Relationship formula (1) Relationship formula (2) In-use fuel economy Comfortability
Test tire 1 Satisfied Satisfied 117 105
35
40
Test tire 8 Not satisfied Not satisfied 100 104
45
Test tire 11 Not satisfied Satisfied 109 100
50 Test tire 12 Satisfied Satisfied 112 99

55
10
EP 3 202 592 B1
(continued)
Relationship formula (1) Relationship formula (2) In-use fuel economy Comfortability
5
Reference tire 1 - - 100 100
[0049] It is understood from Table 3 that some of the test tires satisfying neither relationship formulae (1) nor relationship
formula (2) (see FIGS. 4A and 4B) exhibited poorer results than Reference tire 1 in at least one of fuel efficiency and
10 comfortability. In contrast, test tires 1 to 7, 12 and 17 (see FIGS. 4A and 4B) satisfying at least one of relationship
formulae (1) and relationship formula (2) unanimously exhibited better results than Reference tire 1 in both fuel efficiency
and comfortability.
The inventors of the present invention revealed from the findings described above that it is possible to reduce both air
resistance value and rolling resistance value of a pneumatic radial tire in a state where the tire is mounted on a vehicle
15 and also enhance fuel efficiency and comfortability of the vehicle by setting cross sectional width SW and outer diameter
OD of the tire to satisfy the aforementioned relationship formulae (1) and/or relationship formula (2).
[0050] Next, a tread pattern required for the pneumatic radial tire for a passenger vehicle of which SW and OD satisfy
relationship formulae (1) and/or relationship formula (2), to achieve good running performance on a wet road surface
and good running performance on a dry road surface in a compatible manner, will be described.
20 [0051] FIGS. 6A to 6F are developed views each showing a tread pattern of a pneumatic radial tire for a passenger
vehicle satisfying relationship formulae (1) and/or relationship formula (2) according to one embodiment of the present
invention.
[0052] FIG. 6A and FIG. 6B show developed views of treads of tires according to first and second embodiments of
the present invention, respectively.
25 These tires of the present invention each have at least one groove including at least one main groove 2a extending in
the tread circumferential direction formed in a ground contact surface 1 of the tread, as shown in FIG. 6A and FIG. 6B,
respectively. A ground contact surface 1 of the tread of the tire is provided with, as grooves, only three main grooves
2a extending in the tread circumferential direction in the example shown in FIG. 6A. A ground contact surface 1 of the
tread of the tire is provided with, as grooves, only two main grooves 2a extending in the tread circumferential direction
30 in the example shown in FIG. 6B.
It is critically important that a negative ratio of the main groove in each of the tires of the first and second embodiments
of the present invention is in the range of 12% to 20% (inclusive of 12% and 20%).
An effect caused by the tires of the first and second embodiments of the present invention will be described hereinafter.
[0053] According to each of the tires of the first and second embodiments of the present invention, water is easily
35 drained toward respective sides in the tire width direction and entry of water within a ground contact surface is suppressed
on a wet road surface, as schematically indicated by the arrows in FIG. 1B, because the tire, satisfying relationship
formulae (1) and/or relationship formula (2), has a relatively narrow tire width, i.e. a relatively narrow width of a (ground
contact) leading surface.
Further, with regard to drainage of water which has been entered within a ground contact surface of the tire, each of the
40 tires of the first and second embodiments can effectively drain the water by provision of the main grooves 2a therein to
extend in the tread circumferential direction as shown in FIGS. 6A and 6B, because the tire, satisfying relationship
formulae (1) and/or relationship formula (2) and thus having a relatively large diameter, has a relatively long ground
contact length L in the tire circumferential direction as shown in FIG. 1B. Accordingly, even a groove pattern provided
with only the main grooves 2a extending in the tread circumferential direction (i.e. a groove pattern lacking grooves
45 opening to tread ends TE) as shown in FIGS. 6A and 6B can reliably exhibit satisfactorily good drainage properties.
Further, according to each of the tires of the first and second embodiments, it is possible to ensure satisfactory drainage
and improve running performance of the tire on a wet road surface even at a significantly low negative ratio ≤ 20% of
the main groove.
With regard to running on a dry road surface, each of the tires of the first and second embodiments can ensure a
50 satisfactory large area of land portions due to the low negative ratio of the main grooves thereof (≤ 20%). Further, a
ground contact surface of the tread is provided with, as grooves, only the main grooves extending in the tread circum-
ferential direction, whereby the land portions of the tire extend continuously in the circumferential direction and have
relatively high rigidities to well suppress collapse of the land portions. 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
55 resistance.
In the present invention, satisfactory drainage performance cannot be ensured when a negative ratio of the main groove
is less than 12% because then the total area of the main grooves is too small. On the other hand, satisfactory running
11
EP 3 202 592 B1
performance on a dry road surface cannot be ensured when a negative ratio exceeds 20% because then the total area
of the land portions is too small.
As described above, according to each of the tires of the first and second embodiments 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
5 surface in a compatible manner with ensuring high fuel efficiency and wide free space in a vehicle.
The tires of the first and second embodiments of the present invention each have no grooves other than the main grooves
in a ground contact surface of the tread thereof. Accordingly, these tires have higher rigidities of the land portions and
thus better running performance on a dry road surface in particular than tires of third to sixth embodiments described below.
[0054] FIGS. 6C to 6F are developed views of treads of tires according to third to sixth embodiments of the present
10 invention, each showing a case where the tread has grooves (auxiliary grooves) other than the main grooves extending
in the tread circumferential direction.
[0055] The tire of the third embodiment has at least one groove including at least one main groove 2a extending in
the tread circumferential direction formed in a ground contact surface 1 of the tread, as shown in FIG. 6C.
Specifically, the tire of the third embodiment has three main grooves 2a extending in the tread circumferential direction
15 and auxiliary grooves 2b (two auxiliary grooves in the area shown in FIG. 6C) extending in the tread width direction
formed in the ground contact surface 1 of the tread, as shown in FIG. 6C.
In the present embodiment, each of the auxiliary grooves 2b as the grooves other than the main grooves 2a extending
in the tread circumferential direction has a groove width ≤ 2 mm in a tread widthwise region C (a region between two
borderlines m in FIG. 6C) having the center aligned with the tire equatorial plane and a width corresponding to 80% of
20 the tread width of the ground contact surface.
It is critically important that a negative ratio of the main groove in the tire of the third embodiment is in the range of 12%
to 20% (inclusive of 12% and 20%) as in the foregoing embodiments.
An effect caused by the tire of the third embodiment of the present invention will be described hereinafter.
[0056] According to the tire of the third embodiment, first of all, entry of water into a ground contact surface can be
25 suppressed on a wet road surface because the leading surface width is narrow as in the tires of the first and second
embodiments.
Further, water can be effectively drained by provision of the main grooves 2a extending in the tread circumferential
direction therein, as shown in FIG. 6C, because the tire of the present embodiment has a relatively large diameter as
in the first embodiment. Yet further, good drainage for good wet performance is more reliably ensured in the tire of the
30 present embodiment by provision of the auxiliary grooves 2b opening to tread ends TE therein.
Yet further, according to the tire of the third embodiment, it is possible to ensure satisfactory drainage and improve
running performance of the tire on a wet road surface at a significantly low negative ratio ≤ 20% of the main groove.
With regard to running on a dry road surface, the tire of the third embodiment can ensure a satisfactory large area of
land portions due to the low negative ratio of the main grooves thereof (≤ 20%). Further, the land portions of the tire
35 have relatively high rigidity to well suppress collapse of the land portions because a ground contact surface of the tread
is provided with only the auxiliary grooves 2b each having a groove width ≤ 2 mm other than the main grooves 2a
extending in the tread circumferential direction. 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. Satisfactory
drainage performance cannot be ensured when a negative ratio of the main groove is less than 12% because then the
40 total area of the main grooves is too small in the present embodiment as in the first and second embodiments. On the
other hand, satisfactory running performance on a dry road surface cannot be ensured when a negative ratio exceeds
20% because then the total area of the land portions is too small. Further, rigidities of the land portions decrease and
good running performance on a dry road surface cannot be ensured when the groove width of the auxiliary groove 2b
exceeds 2 mm.
45 Accordingly, the groove width of the auxiliary groove is preferably ≤ 1 mm in order to ensure satisfactorily high rigidities
of the land portions.
As described above, according to the tire of the third 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 in a compatible manner
with ensuring high fuel efficiency and wide free space in a vehicle.
50 The tire of the third of the present invention exhibits better drainage and better wet performance in particular than the
tires of the first and second embodiments because the former has the auxiliary grooves 2b, as well, other than the main
grooves 2a extending in the tread circumferential direction in the ground contact surface 1 of the tread thereof.
[0057] FIG. 6D is a developed view of a tread of a tire according to a fourth embodiment of the present invention.
The tire of the fourth embodiment shown in FIG. 6D is different from the tire of the third embodiment shown in FIG. 6C
55 only in that the auxiliary grooves 2b other than the main grooves 2a extending in the tread circumferential direction of
the former extend to be inclined with respect to the tread width direction.
According to the tire of the fourth embodiment, drainage properties thereof improve than the tire of the third embodiment
because the auxiliary grooves 2b of the former extend to be inclined with respect to the tread width direction such that
12
EP 3 202 592 B1
the former can ensure longer water passages than the latter.
An inclination angle of each of the auxiliary grooves 2b with respect to the tread width direction is preferably in the range
of 20° to 60° in the present embodiment. The inclination angle ≥ 20° can ensure a satisfactorily long groove length to
enhance a drainage effect of the auxiliary groove because the larger inclination angle results in the longer groove length.
5 The inclination angle ≤ 60° prevents corner portions of the land portions demarcated by the auxiliary grooves 2b from
being too sharp, i.e. block rigidities from decreasing too low, thereby successfully ensuring good running performance
on a dry road surface.
[0058] FIG. 6E is a developed view of a tread of a tire according to a fifth embodiment of the present invention.
In the tire of the fifth embodiment shown in FIG. 6E, the auxiliary grooves 2b other than the main grooves 2a extending
10 in the tread circumferential direction each extend from the tire equatorial plane CL toward the outer side in the tread
width direction in each half portion in the tread width direction of the tread such that the inclination angle of each auxiliary
groove 2b with respect to the tread width direction gradually increases from the tire equatorial plane CL toward the outer
side in the tread width direction. In the example shown in FIG. 6E, each of the auxiliary grooves 2b is provided to be
point-symmetrical around the intersection thereof with the tire equatorial plane CL.
15 According to the tire of the fifth embodiment shown in FIG. 6E, rigidities of the land portions increase because close
contact of groove walls facing each other of each of the auxiliary grooves 2b is facilitated due to the curved configurations
of the auxiliary grooves 2b. That is, rigidities of the land portions can be increased, while ensuring good drainage
performance equivalent to the tire of the fourth embodiment, in the tire of the fifth embodiment so that running performance
thereof on a dry road surface in particular improves. Further, a satisfactorily large ground contact area is ensured due
20 to the increase in rigidities of the land portions, while maintaining good drainage performance by the main grooves 2a,
in the tire of the fifth embodiment so that running performance thereof on a wet road surface also improves.
[0059] FIG. 6F is a developed view of a tread of a tire according to a sixth embodiment of the present invention.
The tire of the sixth embodiment shown in FIG. 6F is different from the tire of the fourth embodiment shown in FIG. 6D
only in that the auxiliary grooves 2b extending to be inclined with respect to the tread width direction, other than the main
25 grooves 2a extending in the tread circumferential direction, are provided only each outermost land portion 3a in the tread
width direction defined by a corresponding tread end TE and the corresponding main groove 2a extending in the tread
circumferential direction and adjacent to the tread end TE.
According to the tire of the sixth embodiment, it is possible to improve running performance on a wet road surface by
good drainage in the respective outermost land portions in the tread width direction having the auxiliary grooves 2b
30 therein, while suppressing deterioration of running performance on a dry road surface to the minimum by high rigidities
of the land portions on the inner side in the tread width direction.
[0060] In the present invention, in a case where a ground contact surface of the tread has the auxiliary grooves as
described above therein, the total length L of the auxiliary grooves per unit area of the ground contact surface of the
tread is preferably 0 (mm/mm2) < L ≤ 0.05 (mm/mm 2).
35 Drainage properties can be improved by provision of the auxiliary grooves. In this connection, it is possible to reliably
obtain high rigidities of the land portions to ensure good running performance on a dry road by setting the aforementioned
total length L not to exceed 0.05 (mm/mm2).
In the present invention, "the total length of the auxiliary grooves per unit area of a ground contact surface of the tread"
represents a quotient obtained by dividing the sum of the extension lengths (an extension length is a length along the
40 extending direction) of all of the auxiliary grooves provided in the ground contact surface of the tread by the area of the
ground contact surface of the tread.
[0061] The number of the main grooves is preferably three or less in terms of ensuring high rigidities of the land portions.
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 good dry performance
45 in a compatible manner.
[0062] It is preferable in the third to sixth embodiments that the groove depth of the auxiliary groove 2b is at least 4
mm and does not to 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 varying groove depth distribution in the extending direction thereof.
The groove depth of the auxiliary groove 2b is preferably at least 4 mm because then the auxiliary groove can function
50 effectively as a water passage and good drainage properties thereof can be ensured even after the tread is worn.
A pitch (interval) between the auxiliary grooves 2b in the tread circumferential direction is preferably in the range of 20
mm to 60 mm.
The pitch ≥ 20 mm successfully ensures high rigidities of the land portions and the pitch ≤ 60 mm successfully ensures
good drainage properties of the tire.
55 [0063] In the present invention, the ground contact surface 1 of the tread preferably has: the respective outermost
land portions 3a in the tread width direction each defined by the corresponding tread end TE and the corresponding
main groove 2a closest to the tread end TE; and at least one tread-width-direction inner land portion 3b defined on the
inner side in the tread width direction of the outermost land portions 3a between the main grooves 2a, such that the
13
EP 3 202 592 B1
width in the tread width direction of each outermost land portion 3a is at least 1/5 of the width of the ground contact
surface of the tread.
The width in the tread width direction of each outermost land portion 3a is preferably at least 1/5 of the width of the
ground contact surface of the tread because then rigidities of the outermost land portions 3a are ensured and wiping
5 deformation and crushing deformation occurring in the outermost land portions 3a in the ground contact surface are
suppressed, so that driving stability improves.
On the other hand, the width in the tread width direction of each outermost land portion 3a is equal to or less than 1/3
of the width of the ground contact surface of the tread in terms of suppressing deterioration of cornering power caused
by buckling.
10 In the present invention, "the width in the tread width direction of each outermost land portion" 3a represents, in a case
where the width varies depending on positions in the tread circumferential direction, e.g. in a case where the main groove
defining the land portion extends zigzag, the average of the width in the tread width direction of the outermost land
portion over the entire periphery of the tread.
Further, "the width of a ground contact surface of the tread" represents a distance (the maximum distance) in the tread
15 width direction between respective ends of a ground contact surface of the tread in contact with a flat plate when the
tire is placed upright with respect to the flat plate in a state where the tire is assembled with a rim and inflated at the
maximum air pressure under the maximum load prescribed for each vehicle on which the tire is to be mounted.
[0064] The width in the tread width direction of the tread-width-direction inner land portion 3b is preferably at least 23
mm. In a case where a ground contact surface of the tread has a plurality of the inner land portion 3b therein, it is
20 preferable that each of the inner land portions 3b has a width ≥ 23 mm in the tread width direction.
The width in the tread width direction of each inner land portion 3b is preferably at least 23 mm because then high
rigidities of the inner land portions 3b are ensured to improve driving stability.
The width in the tread width direction of the tread-width-direction inner land portion 3b may be set to be 50 mm or less.
In the present invention, "the width in the tread width direction of the tread-width-direction inner land portion" represents,
25 in a case where the width varies depending on positions in the tread circumferential direction, e.g. in a case where at
least one of the main grooves defining the land portion extends zigzag, the average of the width in the tread width
direction of the inner land portion over the entire periphery of the tread.
[0065] FIGS. 7A to 7C are developed views showing tread patterns of tires according to other embodiments of the
present invention.
30 The tires shown in FIGS. 7A to 7C each have: a plurality (two or three in the examples shown in the drawings) of the
main grooves 2a extending in the tread circumferential direction; respective land portions 3a each defined by the cor-
responding main groove 2a and the corresponding tread end TE; at least one land portion 3b defined between the main
grooves 2a; and a plurality of the auxiliary grooves 2b provided in the land portions 3a, 3b. In the present embodiment,
each of the auxiliary grooves 2b has a groove width ≤ 2 mm in a tread widthwise region C (a region between two
35 borderlines m in FIGS. 7A to 7C) having the center aligned with the tire equatorial plane 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 on the outer regions in the tread width direction than the tread widthwise region C in FIG. 7A.
The respective land portions 3a, 3b each have a cyclic pattern in which the auxiliary grooves 2b of each type are provided
in the tread circumferential direction at a constant pitch (interval).
40 [0066] In the example shown in FIG. 7A, the tread-width-direction outermost land portion 3al in one half portion of the
tread in the width direction thereof is provided with: i) auxiliary grooves 2b each extending toward the inner side in the
tread width direction from the corresponding tread end TE and having a groove width ≤ 2 mm; ii) auxiliary grooves 2b
each extending toward the inner side in the tread width direction from the corresponding tread end TE and having a
groove width > 2 mm in a region on the outer side in the tread width direction than the region C and a groove width ≤ 2
45 mm in the region C; and iii) auxiliary grooves 2b each opening to the corresponding main groove 2a and extending from
the main groove 2a toward the outer side in the tread width direction, such that the auxiliary grooves 2b of type i) and
the auxiliary grooves 2b of type ii) are disposed alternately in the tread circumferential direction.
Further, in the example shown in FIG. 7A, each of the tread-width-direction inner land portions 3b1, 3b2 is provided with
iv) a plurality of auxiliary grooves 2b each opening to the corresponding main groove 2a and extending within the inner
50 land portion 3b1/3b2. The inner land portion 3b1, in particular, is provided with v) auxiliary grooves 2b which are hole-
like recesses having diameter ≤ 2 mm.
Yet further, in the example shown in FIG. 7A, the tread-width-direction outermost land portion 3a2 in the other half portion
of the tread in the width direction thereof is provided with: vi) auxiliary grooves 2b each branched into two sub-grooves
at the corresponding tread end TE and extending toward the inner side in the tread width direction. One of the sub-
55 grooves has a groove width > 2 mm and terminates within the land portion on the outer side in the tread width direction
than the region C. The other of the sub-grooves extends to the inside of the region C and having a groove width > 2 mm
in a region on the outer side in the tread width direction than the region C and a groove width ≤ 2 mm inside the region C.
[0067] The examples shown in FIG. 7B and FIG. 7C have three/two main grooves 2a therein, respectively. In each of
14
EP 3 202 592 B1
these examples shown in FIG. 7B and FIG. 7C, each land portion 3a is provided with: vii) auxiliary grooves 2b each
extending from the corresponding tread end TE toward the inner side in the tread width direction to terminate within the
land portion 3a; and viii) auxiliary grooves 2b each extending from the corresponding main groove 2a toward the outer
side in the tread width direction to terminate within the land portion 3a, such that the auxiliary grooves 2b of type vii) and
5 the auxiliary grooves 2b of type iii) are disposed alternately in the tread circumferential direction. Further, each land
portion 3b is provided with: ix) auxiliary grooves 2b each extending from one of the main grooves 2a defining the land
portion 3a toward the inner side in the tread width direction to terminate within the land portion 3b; and x) auxiliary
grooves 2b each extending from the other main groove 2a defining the land portion 3 toward the outer side in the tread
width direction to terminate within the land portion 3b, such that the auxiliary grooves 2b of type ix) and the auxiliary
10 grooves 2b of type x) are disposed alternately in the tread circumferential direction.
In short, one end of each auxiliary groove 2b opens to the corresponding tread end TE/main groove 2a and the other
end thereof terminates within the land portion in the tread patterns shown in FIGS. 7A to 7C.
In the tread patterns shown in FIGS. 7A to 7C, provided that a land portion Z is (hypothetically) demarcated by the main
groove 2a closest to each tread end TE and the corresponding borderline m of the tread widthwise region C having the
15 center aligned with the tire equatorial plane CL and a width corresponding to 80% of the tread width of the ground contact
surface 1, the following relationship formulae are satisfied in at least one of the tread-width-direction inner land portion
3b (3b1, 3b2) and the land portion Z (in each of the land portions 3b, Z in the examples shown in FIGS. 7A to 7C).
20
and
25
wherein: W1 represents a projected length in the tread width direction of each auxiliary groove 2b (a length in the tread
width direction of each auxiliary groove 2b when the auxiliary groove 2b is projected in the tread circumferential direction);
W2 represents a width in the tread width direction of the land portion having said auxiliary groove 2b, of at least one of
30 the land portions (Z, 3b); ∑W1 represents the sum of projected lengths in the tread width direction of all auxiliary grooves
2b disposed within one pitch (e.g. two auxiliary grooves of type iv) and one auxiliary groove of type v) in the land portion
3b1) in the tread circumferential direction of the auxiliary grooves, i.e. the sum of lengths in the tread width direction of
these auxiliary grooves 2b when the auxiliary grooves 2b are projected in the tread circumferential direction.
[0068] As described above, in the tire of the present invention, provided that a land portion Z is defined by the main
35 groove 2a closest to each tread end TE and the corresponding borderline m (the borderline m closer to said main groove
2a, of the two borderlines m, m), the following relationship formulae are preferably satisfied in at least one of the tread-
width-direction inner land portion 3b (3b1, 3b2) and the land portion Z, as shown in FIGS. 7A to 7C.
40
and
45
The aforementioned requirement is based on a discovery that ensuring rigidity is relatively important in a tire having
narrow width and 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 setting the ratio
50
W1/W2 to be ≥ 1/4 and ∑W1 to be ≥ W2 and enhance rigidities of the land portions to further improve running performance
on a dry road surface in particular by setting the ratio W1/W2 to be ≤ 3/4.
[0069] Further, the tire of the present invention is preferably used at internal pressure of 250 kPa or higher.
Belt tension increases and, as a result, ground-contact pressure increases and resistance to hydroplaning improves
when tire is used at high internal pressure.
55
The internal pressure in use, however, is preferably 400 kPa or less and more preferably 350 kPa or less. In general, a
pneumatic radial tire for a passenger car can bear load and suppress deterioration of riding comfort due to an increase
in the longitudinal spring constant in a satisfactory manner at internal pressure within the aforementioned range. An air
15
EP 3 202 592 B1
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 running
on public roads.
5 Examples
[0070] Test tires of Examples 1 to 21 and 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.
In Table 4, "Negative ratio" represents a negative ratio of the main groove(s); "Total length" represents the total length
10 of the auxiliary grooves per unit area of a ground contact surface of the tread; "Width of land portion 3a" represents a
width in the tread width direction of the outermost land portion in the tread width direction; and "Width of land portion
3b" represents a width in the tread width direction of the tread-width-direction inner land portion. In the column of "W1/W2",
two W1/W2 ratios are shown in combination e.g. (0.1, 0.8), in a case where one type of auxiliary groove extends from
one end portion of a land portion and another type of auxiliary groove extends from the other end portion of the land
15 portion such that the one type of auxiliary grooves and another type of auxiliary grooves are disposed alternately in the
tread circumferential direction.
Further, the main groove 2a has a groove depth: 7 mm and linearly extends, i.e. is inclined at an inclination angle of
substantially 0° with respect to the tread circumferential direction, in each of Examples 1 to 21 and Comp. Examples 1
to 7. Yet further, the auxiliary grooves 2b each have a groove depth: 5 mm and a pitch (interval) therebetween in the
20 tread circumferential direction: 30 mm in the test tires having the auxiliary grooves 2b.
The following tests were carried out for evaluating performances of these test tires.
<Wet braking performance>
25 [0071] 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 speed of 60 km/hour and then pushing the brake pedal to the floor; and measuring the distance
travelled from pushing the brake pedal until the vehicle stopped.
The braking distances thus measured are expressed as index values relative to "100" of Comp. Example 4 for evaluation.
The larger index value represents the better wet braking performance.
30
<Driving stability>
[0072] Driving stability was determined by: mounting the test tire of each type on a vehicle; running the vehicle on a
test course constituted of a circuit including a long, straight road, a handling-evaluation course including lots of gentle
35 curves, and the like at speed in the range of relatively low to about 150 km/hour; and making a driver evaluate driving
stability (steering response) based on how he/she felt (10 points for the full score). The larger index value represents
the better driving stability.
<Dry braking performance>

40
[0073] 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 speed of 40 km/hour and then pushing the brake pedal to the floor; and measuring the distance
travelled from pushing the brake pedal until the vehicle stopped.
[0074] The braking distances thus measured are expressed as index values relative to "100" of Comp. Example 4 for
45 evaluation. The larger index value represents the better dry braking performance.
<Wear resistance>
[0075] Wear resistance was determined by subjecting the test tire of each type to a drum testing machine test, measuring
50 remaining groove depths after running 100,000 km, and calculating an amount of wear based thereon.
[0076] The wear resistance values thus measured are expressed as index values relative to "100" of Comp. Example
4 for evaluation. The larger index value represents the better wear resistance.
< In-use fuel economy>

55
[0077] A fuel efficiency test was carried out as described above and the resulting values thus measured are expressed
as index values relative to "100" of Comp. Example 4 for evaluation. The larger index value represents the better fuel
efficiency.
16
EP 3 202 592 B1
[0078] The respective evaluation results are shown in Table 5.
Table 4
10
15
20
25
30
35
40
45
50
55
17
5
55
50
45
40
35
30
25
20
15
10
[0079]
Table 4
Auxiliary Ground
Main groove 2a
groove 2b contact Width of Width of
Internal
Relationship Relationship Negative Total length surface land por- land por- ∑W1/W
Drawing SW/OD Groove
formula (1) formula (2) ratio (%) Groove (mm/mm 2) width of tion 3a tion 3b pressure W1/W2 2
Number width width (kPa)
tread (mm) (mm)
(mm) (mm) (mm)
Example
FIG. 6A 0.24 Satisfied Satisfied 18 3 7.1 0 0 118 24.8 23.6 220 0 0
1
Example
FIG. 6B 0.24 Satisfied Satisfied 18 2 10.6 0 0 118 24.8 47.1 220 0 0
2
Comp.
FIG. 6A 0.32 Not satisfied Not satisfied 18 3 9.6 0 0 160 33.6 32.0 220 0 0
Ex. 1
Comp.
Ex.2
Comp.
18
Ex.3
Comp.
EP 3 202 592 B1
FIG. 9C 0.24 Satisfied Satisfied 18 3 7.1 3 0.02 118 24.8 23.6 220 1 1
Ex.4
Example
FIG. 6C 0.24 Satisfied Satisfied 18 3 7.1 1 0.027 118 24.8 23.6 220 1 1
3
Example
FIG. 6D 0.24 Satisfied Satisfied 18 3 7.1 1 0.031 118 24.8 23.6 220 1 1
4
Example
FIG. 6E 0.24 Satisfied Satisfied 18 3 7.1 1 0.035 118 24.8 23.6 220 1 1
5
Example
FIG. 6F 0.24 Satisfied Satisfied 18 3 7.1 1 0.016 118 24.8 23.6 220 1 1
6
Example
FIG. 8A 0.24 Satisfied Satisfied 18 3 7.1 1 0.05 118 24.8 23.6 220 1 1
7
Example
FIG. 8B 0.24 Satisfied Satisfied 18 3 7.1 1 0.06 118 24.8 23.6 220 1 1
8
5
55
50
45
40
35
30
25
20
15
10
(continued)
Auxiliary Ground
Main groove 2a
Internal
tread (mm) (mm)
(mm) (mm) (mm)
Example
9
Example
10
Example
FIG. 6A 0.24 Satisfied Satisfied 18 3 7.1 1 0 118 26.4 22 220 0 0
11
Example
FIG. 6A 0.24 Satisfied Satisfied 18 3 7.1 1 0 118 25.4 23 220 0 0
12
Example
13
19
Example
14
EP 3 202 592 B1
Example
15
Example
16
Example
FIG. 7B 0.24 Satisfied Satisfied 18 3 7.1 1 0.031 118 24.8 23.6 220 0.6,0.6 1.2
17
Example
FIG. 7C 0.24 Satisfied Satisfied 18 2 10.6 1 0.031 118 24.8 47.1 220 0.6,0.6 1.2
18
Comp.
FIG. 10A 0.24 Satisfied Satisfied 25 3 3.9 1 0.031 118 24.8 28.3 220 0.6,0.6 1.2
Ex.5
Comp.
FIG. 10B 0.24 Satisfied Satisfied 10 3 9.8 1 0.031 118 24.8 19.5 220 0.6,0.6 1.2
Ex.6
Comp.
FIG. 10C 0.24 Satisfied Satisfied 18 3 7.1 3 0.031 118 24.8 23.6 220 0.6,0.6 1.2
Ex.7
5
55
50
45
40
35
30
25
20
15
10
(continued)
Auxiliary Ground
Main groove 2a
Internal
tread (mm) (mm)
(mm) (mm) (mm)
Example
FIG. 10D 0.24 Satisfied Satisfied 18 3 7.1 1 0.031 118 24.8 23.6 220 0.2,0.2 0.4
19
Example
FIG. 10E 0.24 Satisfied Satisfied 18 3 7.1 1 0.031 118 24.8 23.6 220 0.1,0.9 0.9
20
Example
FIG. 7A 0.24 Satisfied Satisfied 18 3 7.1 1 0.031 118 24.8 23.6 220 0.5,0.5 1
21
20
EP 3 202 592 B1
EP 3 202 592 B1
Table 5
Wet braking Driving Dry braking Wear In-use fuel
performance stability performance resistance economy
5
Example 103 110 110 110 107
1
Example 101 112 111 112 107
2
10
Comp. 95 98 98 96 93
Ex. 1
Comp. 88 103 101 100 101
Ex. 2
15
Comp. 96 97 95 95 98
Ex. 3
Comp. 100 100 100 100 100
Ex. 4
20
Example 105 105 105 105 105
3
Example 107 105 105 105 105
4
25
Example 107 106 107 106 106
5
Example 106 107 108 108 107
6
30 Example 107 106 107 106 106
7
Example 104 104 104 103 104
8
35 Example 103 109 109 110 107
9
Example 102 108 107 108 105
10
40 Example 102 109 109 108 105
11
Example 103 110 110 110 107
12
45 Example 105 115 114 110 115

13
Example 110 113 115 112 120
14
50 Example 102 112 112 112 105

15
Example 101 112 113 114 105
16
55
Example 106 107 109 107 106
17
21
EP 3 202 592 B1
(continued)
Wet braking Driving Dry braking Wear In-use fuel

performance stability performance resistance economy
5
Example 105 109 110 108 106
18
Comp. 92 101 99 98 100
Ex. 5
10
Comp. 98 95 94 93 98
Ex. 6
Comp. 96 93 92 92 90
Ex. 7
15 Example 104 107 109 109 107
19
Example 104 106 107 107 105
20
20 Example 106 107 108 108 106
21
[0080] It is understood from Table 5 that the tires of Examples 1 to 21 unanimously exhibited high fuel efficiency and
were able to achieve good running performance on a wet road surface and good running performance on a dry road
25
surface in a compatible manner.
[0081] Further, it is understood from comparison of Example 7 with Example 8 shown in Table 5 that Example 7 where
"the total length o the auxiliary grooves per unit area of the ground contact surface of the tread" had been optimized
exhibited better results (including better running performance on a dry road surface) than Example 8. Yet further, it is
understood from comparison of Example 9 with Example 10 shown in Table 5 that Example 9 where the width in the
30
tread width direction of the land portion 3a had been optimized exhibited better results (including better driving stability)
than Example 10.
Yet further, it is understood from comparison of Example 11 with Example 12 shown in Table 5 that Example 12 where
the width in the tread width direction of the land portion 3b had been optimized exhibited better results (including better
driving stability) than Example 11.
35
Yet further, it is understood from comparison of Example 13 with Example 14 shown in Table 5 that Example 14 where
the tire was used at high internal pressure exhibited better fuel efficiency and wet performance than Example 13.
Yet further, it is understood from comparison of Example 17 with Examples 4, 19 shown in Table 5 that Example 17
where W1/W2 and ∑W1/W2 had been optimized generally exhibited better wet braking performance, driving stability,
dry braking performance and wear resistance than Examples 4, 19.
40
REFERENCE SIGNS LIST
[0082]
45
1 Ground contact surface of tread
2a Main groove
2b Auxiliary groove
3a Outermost land portion in tread width direction
3b Tread-width-direction inner land portion
50
CL Tire equatorial plane
TE Tread end
Claims
55
1. A pneumatic radial tire for a passenger vehicle, having a carcass constituted of plies as radially-disposed cords and
provided in a toroidal shape across a pair of bead portions, and a tread, and provided that SW and OD represent
22
EP 3 202 592 B1
cross sectional width and outer diameter of the tire, respectively, characterized in that:
a ground contact surface of the tread of the tire is provided with either, as a groove, only at least one main
groove (2a) extending in the tread circumferential direction or, as grooves, only the main groove (2a) and at
5 least one auxiliary groove (2b) other than the main groove, the auxiliary groove having a groove width ≤ 2 mm
in a tread widthwise region having the center aligned with the tire equatorial plane and a width corresponding
to 80% of the tread width of the ground contact surface;
a negative ratio of the main groove is in the range of ≥ 12 % to ≤ 20 %;
SW and OD, when the tire is inflated at internal pressure ≥ 250 kPa, satisfy a formula shown below:
10
2. The pneumatic radial tire for a passenger vehicle of claim 1, wherein SW/OD ≤ 0.24.
15
3. The pneumatic radial tire for a passenger vehicle of claim 1 or 2, wherein the total length of the auxiliary grooves
(2b) per unit area of the ground contact surface of the tread is ≤ 0.05 (mm/mm2).
4. The pneumatic radial tire for a passenger vehicle of any of claims 1 to 3, wherein the ground contact surface of the
20 tread has:
at least two main grooves (2a) extending in the tread circumferential direction;
respective outermost land portions (3a) in the tread width direction each defined by the corresponding tread
end and the corresponding main groove (2a) closest to the tread end; and at least one tread-width-direction
25 inner land portion (3a) defined on the inner side in the tread width direction of the outermost land portions (3a)
between the main grooves (2a), such that the width in the tread width direction of each outermost land portion
(3a) is at least 1/5 of the width of the ground contact surface of the tread.
5. The pneumatic radial tire for a passenger vehicle of claim 4, wherein a width in the tire width direction of each tread-
30 width-direction inner land portion (3a) is at least 23 mm.
6. The pneumatic radial tire for a passenger vehicle of any of claims 1 to 5, wherein provided that a land portion Z is
demarcated by the main groove (2a) closest to each tread end and the borderline between the main groove (2a)
and the tread end, of the tread widthwise region having the center aligned with the tire equatorial plane and a width
35 corresponding to 80% of the tread width of the ground contact surface, following relationship formulae are satisfied
in at least one of the tread-width-direction inner land portion and the land portion Z.
40
and
45
wherein: W1 (mm) represents a projected length in the tread width direction of each auxiliary groove (2b); W2 (mm)
represents a width in the tread width direction of the land portion having said auxiliary groove (2b), of at least one
of said land portions; and ∑W1 represents the sum of projected lengths in the tread width direction of all auxiliary
grooves (2b) disposed within one pitch in the tread circumferential direction of the auxiliary grooves (2b).
50
7. The pneumatic radial tire for a passenger vehicle of claim 1, wherein a groove depth of the main groove (2a) is in
the range of 4 mm to 30 mm.
8. The pneumatic radial tire for a passenger vehicle of claim 1, wherein a groove depth of the main groove (2a) is in
55
the range of 5 mm to 8 mm.
23
EP 3 202 592 B1
Patentansprüche
1. Radialluftreifen für einen Personenkraftwagen, der eine Karkasse, die aus Lagen als radial angeordnete Kords
besteht und in einer ringförmigen Gestalt über ein Paar von Wulstabschnitten bereitgestellt wird, und eine Lauffläche
5 hat, und vorausgesetzt, dass SW und OD jeweils Querschnittsbreite beziehungsweise Außendurchmesser des
Reifens darstellen, dadurch gekennzeichnet, dass:
eine Bodenkontaktfläche der Lauffläche des Reifens mit entweder, als eine Rille, nur mindestens einer Hauptrille
(2a), die sich in der Laufflächenumfangsrichtung erstreckt, oder als Rillen, nur der Hauptrille (2a) und mindestens
10 einer von der Hauptrille verschiedenen Nebenrille (2b) versehen ist, wobei die Nebenrille eine Rillenbreite ≤ 2
mm in einem Laufflächenbreitenbereich aufweist, der den Mittelpunkt mit der Reifenäquatorialebene ausge-
richtet und eine Breite, die 80 % der Laufflächenbreite der Bodenkontaktfläche entspricht, hat,
ein negatives Verhältnis der Hauptrille in dem Bereich von ≥ 12 % bis ≤ 20 % liegt,
SW und OD, wenn der Reifen mit einem inneren Druck von ≥ 250 kPa gefüllt ist, die unten gezeigte Formel
15 erfüllen,
20 2. Radialluftreifen für einen Personenkraftwagen nach Anspruch 1, wobei SW/OD ≤ 0,24.
3. Radialluftreifen für einen Personenkraftwagen nach Anspruch 1 oder 2, wobei die Gesamtlänge der Nebenrillen
(2b) je Flächeneinheit der Bodenkontaktfläche der Lauffläche ≤ 0,05 (mm/mm2) beträgt.
25 4. Radialluftreifen für einen Personenkraftwagen nach einem der Ansprüche 1 bis 3, wobei die Bodenkontaktfläche
der Lauffläche Folgendes hat:
mindestens zwei Hauptrillen (2a), die sich in der Laufflächenumfangsrichtung erstrecken,

jeweilige äußerste Stegabschnitte (3a) in der Laufflächenbreitenrichtung, die jeweils durch das entsprechende
30 Laufflächenende und die entsprechende dem Laufflächenende nächste Hauptrille (2a) definiert werden, und
mindestens einen in der Laufflächenbreitenrichtung inneren Stegabschnitt (3a), der auf der in der Laufflächen-
breitenrichtung inneren Seite der äußersten Stegabschnitte (3a) zwischen den Hauptrillen (2a) definiert ist, so
dass die Breite jedes äußersten Stegabschnitts (3a) in der Laufflächenbreitenrichtung mindestens 1/5 der Breite
der Bodenkontaktfläche der Lauffläche beträgt.
35
5. Radialluftreifen für einen Personenkraftwagen nach Anspruch 4, wobei eine Breite in der Reifenbreitenrichtung
jedes inneren Stegabschnitts (3a) in der Laufflächenbreitenrichtung mindestens 23 mm beträgt.
6. Radialluftreifen für einen Personenkraftwagen nach einem der Ansprüche 1 bis 5, wobei, vorausgesetzt, dass ein
40 Stegabschnitt Z des Laufflächenbreitenbereichs, der eine mit der Reifenäquatorialebene ausgerichtete Mitte und
eine Breite, die 80 % der Laufflächenbreite der Bodenberührungsfläche entspricht, aufweist, durch die jedem Lauf-
flächenende nächste Hauptrille (2a) und die Begrenzungslinie zwischen der Hauptrille (2a) und dem Laufflächenende
abgegrenzt wird, folgende Beziehungsformeln in mindestens einem von dem in der Laufflächenbreitenrichtung
inneren Stegabschnitt und dem Stegabschnitt Z erfüllt sind:
45
und
50
wobei: W1 (mm) eine projizierte Länge jeder Nebenrille (2b) in der Laufflächenbreitenrichtung darstellt, W2 (mm)
55
eine Breite des Stegabschnitts, der die Nebenrille (2b) hat, von mindestens einem der Stegabschnitte in der Lauf-
flächenbreitenrichtung darstellt und ∑W1 die Summe projizierter Längen aller Nebenrillen (2b), die innerhalb einer
Teilung der Nebenrillen (2b) in der Laufflächenumfangsrichtung angeordnet sind, in der Laufflächenbreitenrichtung
24
EP 3 202 592 B1
darstellt.
7. Radialluftreifen für einen Personenkraftwagen nach Anspruch 1, wobei eine Rillentiefe der Hauptrille (2a) im Bereich
von 4 mm bis 30 mm liegt.
5
8. Radialluftreifen für einen Personenkraftwagen nach Anspruch 1, wobei eine Rillentiefe der Hauptrille (2a) im Bereich
von 5 mm bis 8 mm liegt.
10 Revendications
1. Bandage pneumatique radial pour véhicule automobile, comportant une carcasse composée de nappes sous forme
de câblés à agencement radial et agencée en une forme toroïdale à travers une paire de parties de talon, et une
bande de roulement, et à condition que SW et OD représentent respectivement la largeur de section transversale
15 et un diamètre extérieur du bandage pneumatique, caractérisé en ce que :
une surface de contact au sol de la bande de roulement du bandage pneumatique comporte, comme une
rainure, uniquement au moins une rainure principale (2a) s’étendant dans la direction circonférentielle de la
bande de roulement, ou, comme rainures, uniquement la rainure principale (2a) et au moins une rainure auxiliaire
20 (2b) différente de la rainure principale, la rainure auxiliaire ayant une largeur de rainure ≤ 2 mm, dans une région
dans le sens de la largeur de la bande de roulement ayant le centre aligné avec le plan équatorial du bandage
pneumatique et une largeur correspondant à 80% de la largeur de bande de roulement de la surface de contact
au sol ;
un rapport négatif de la rainure principale est compris dans l’intervalle allant de ≥ 12% à ≤ 20% ; et
25 SW et OD, lorsque le pneu est gonflé à une pression interne ≥ 250 kPa, satisfont une formule représentée ci-
dessous :
30
2. Bandage pneumatique radial pour véhicule automobile selon la revendication 1, dans lequel SW/OD ≤ 0,24.
3. Bandage pneumatique radial pour véhicule automobile selon les revendications 1 ou 2, dans lequel la longueur
totale des rainures auxiliaires (2b) par unité de surface de la surface de contact au sol de la bande de roulement
35 est ≤ 0,05 mm/mm2.
4. Bandage pneumatique radial pour véhicule automobile selon l’une quelconque des revendications 1 à 3, dans lequel
la surface de contact au sol de la bande de roulement comporte :
40 au moins deux rainures principales (2a) s’étendant dans la direction circonférentielle de la bande de roulement ;
des parties d’appui externes extrêmes respectives (3a) dans la direction de la largeur de la bande de roulement,
chacune étant définie par l’extrémité correspondante de la bande de roulement et la rainure principale corres-
pondante (2a) la plus proche de l’extrémité de la bande de roulement ; et au moins une partie d’appui interne
(3a), dans la direction de la largeur de la bande de roulement, définie sur le côté interne, dans la direction de
45 la largeur de la bande de roulement, des parties d’appui externes extrêmes (3a) entre les rainures principales
(2a), de sorte que la largeur, dans la direction de la largeur de la bande de roulement, de chaque partie d’appui
externe extrême (3a) représente au moins 1/5 de la largeur de la surface de contact au sol de la bande de
roulement.
50 5. Bandage pneumatique radial pour véhicule automobile selon la revendication 4, dans lequel une largeur, dans la
direction de la largeur du bandage pneumatique, de chaque partie d’appui interne dans la direction de la largeur
de la bande de roulement, (3a) correspond à au moins 23 mm.
6. Bandage pneumatique radial pour véhicule automobile selon l’une quelconque des revendications 1 à 5, dans lequel,
55 à condition qu’une partie d’appui Z est démarquée par la rainure principale (2a) la plus proche de chaque extrémité
de la bande de roulement et la ligne de bordure entre la rainure principale (2a) et l’extrémité de la bande de roulement,
de la région dans le sens de la largeur de la bande de roulement ayant le centre aligné avec le plan équatorial du
25
EP 3 202 592 B1
bandage pneumatique et une largeur correspondant à 80% de la largeur de la bande de roulement de la surface
de contact au sol, les relations ci-dessous sont satisfaites dans au moins une parmi la partie d’appui interne dans
la direction de la largeur de la bande de roulement et la partie d’appui Z :
et
10
où : W1 (mm) représente une longueur projetée, dans la direction de la largeur de la bande de roulement, de chaque
rainure auxiliaire (2b) ; W2 (mm) représente une largeur, dans la direction de la largeur de la bande de roulement,
15
de la partie d’appui comportant ladite rainure auxiliaire (2b), d’au moins une desdites parties d’appui ; et ∑W1
représente la somme des longueurs projetées, dans la direction de la largeur de la bande de roulement, de toutes
les rainures auxiliaires (2b) agencées dans le cadre d’un pas dans la direction circonférentielle de la bande de
roulement, des rainures auxiliaires (2b).
20 7. Bandage pneumatique radial pour véhicule automobile selon la revendication 1, dans laquelle une profondeur de
rainure de la rainure principale (2a) se situe dans la plage de 4 mm à 30 mm.
8. Bandage pneumatique radial pour véhicule automobile selon la revendication 1, dans lequel une profondeur de
rainure de la rainure principale (2a) se situe dans la plage de 5 mm à 8 mm.
25
30
35
40
45
50
55
26
EP 3 202 592 B1
27
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28
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29
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30
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34
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35
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REFERENCES CITED IN THE DESCRIPTION
This list of references cited by the applicant is for the reader’s convenience only. It does not form part of the European
patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be
excluded and the EPO disclaims all liability in this regard.
Patent documents cited in the description
• JP 2000190706 A [0009] • JP 7040706 A [0010]
36

Patent

Uploaded by

Patent

Uploaded by

TEPZZ¥ Z 59 B_T

(11) EP 3 202 592 B1

(45) Date of publication and mention (51) Int Cl.:

(21) Application number: 17160842.5

(22) Date of filing: 02.11.2012

(54) PNEUMATIC RADIAL TIRE FOR PASSENGER VEHICLE

(84) Designated Contracting States: (72) Inventors:

Printed by Jouve, 75001 PARIS (FR)

[0010] PTL 1: JP-A 07-040706

Solution to the Problems

10 Advantageous Effect of the Invention

40 Conventional tire 3 165/60R14 165 553.6 0.30

50 Reference tire 1 195/65R15 195 634.5 0.31

Tire size SW (mm) OD (mm) SW/OD

Tire size SW (mm) OD (mm) SW/OD

<Air resistance (Cd) value of vehicle>

Tire size Internal pressure (kPa) RR value (INDEX) Cd value (INDEX)

Tire size Internal pressure (kPa) RR value (INDEX) Cd value (INDEX)

<In-use fuel economy>

50 Test tire 12 Satisfied Satisfied 112 99

<Wet braking performance>

<Dry braking performance>

< In-use fuel economy>

[0078] The respective evaluation results are shown in Table 5.

45 Example 105 115 114 110 115

50 Example 102 112 112 112 105

Wet braking Driving Dry braking Wear In-use fuel

REFERENCE SIGNS LIST

20 2. Radialluftreifen für einen Personenkraftwagen nach Anspruch 1, wobei SW/OD ≤ 0,24.

mindestens zwei Hauptrillen (2a), die sich in der Laufflächenumfangsrichtung erstrecken,

REFERENCES CITED IN THE DESCRIPTION

Patent documents cited in the description

• JP 2000190706 A [0009] • JP 7040706 A [0010]

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