pneumatic tires

Abstract

Pneumatic tire (T) which has the following features: - a plurality of main grooves (3a, 3b) running in a tire circumferential direction (D3); and - a multitude of survey areas (4 to 6) separated by at least one contact surface end (2b, 2c) and the multitude of main grooves (3a, 3b); wherein at least one of the raised areas (5) has a projecting area (52) extending from a tread profile (S2), a chamfered area (53) arranged at an end of the at least one raised area (5) located in a tire width direction (D1), and a connecting surface (54) connecting a surface (52a) of the projecting area (52) and a surface (53a) of the chamfered area (53) and arranged parallel to a line drawn perpendicular to the tread profile (S2); and wherein the dimension (W54) of the connecting surface (54) in a direction of the line drawn perpendicular to the tread profile (S2) is less than the maximum value of an amount (W52) by which the projecting area (52) protrudes from the tread profile (S2).

Description

TECHNICAL AREA

[0001] The present invention relates to a pneumatic tire. BACKGROUND OF THE INVENTION

[0002] A pneumatic tire typically has, for example, a plurality of main grooves running along the tire's circumference, as well as a plurality of raised areas partitioned or separated by contact surface ends and the plurality of main grooves. Furthermore, a raised area may possibly have a protruding portion extending from the tread profile, as well as a chamfered portion located at one end of the raised area in the tire's width direction (e.g., JP 2012-106608A).

[0003] In recent years, for example, there has been a demand for tires that can be used in all seasons. More precisely, there is a need for a tire that not only excels in handling stability in dry conditions, but also in handling stability in snow.

[0004] DE 698 09 305 T2 discloses a pneumatic tire for trucks designed to stop uneven wear along the edges of shoulder grooves.

[0005] DE 11 2005 002 487 T5 describes a pneumatic tire that increases steering stability at high speeds.

[0006] The DE 60 2004 004 004 T2 reveals a pneumatic tire with a tread surface offering improved performance in snow and ice as well as under normal driving conditions.

[0007] The JP 2001-187 520 A describes a pneumatic tire designed to reduce the decreasing traction on snow due to wear, without sacrificing performance on ice. BRIEF DESCRIPTION OF THE INVENTIONAL TECHNICAL TASK

[0008] The object of the present invention is therefore to create a pneumatic tire with suitable properties that enable an improvement of the tire not only with regard to stability when handling during cornering under dry conditions, but also with regard to stability when handling during cornering in snow. SOLUTION TO THE TASK

[0009] The problem is solved according to the invention with a pneumatic tire according to claim 1. Advantageous further developments of the pneumatic tire according to the invention are specified in claims 2 to 7.

[0010] The tire is described as having the following features: - a multitude of main grooves running in one direction around the circumference of the tire; and - a multitude of survey areas separated by at least one contact surface end and the multitude of main grooves; wherein at least one of the raised areas comprises a projecting area extending from a tread profile, a chamfered area located at an end of the at least one raised area situated in a tire width direction, and a connecting surface that joins a surface of the projecting area and a surface of the chamfered area and that is arranged parallel to a line drawn perpendicular to the tread profile. The pneumatic tire has a configuration in which the dimension of the connecting surface in one direction of a line drawn perpendicular to the tread profile is less than the maximum value of the amount by which the projecting area extends from the tread profile.

[0011] Furthermore, the pneumatic tire may have a configuration in which the chamfered area is one of two chamfered areas arranged in the tire width direction at respective outer ends of a pair of raised areas that are arranged in the tire width direction in a nearest outermost position or in a position closest to the outermost position.

[0012] Furthermore, the pneumatic tire may have a configuration in which the pneumatic tire is a pneumatic tire for which a vehicle mounting orientation is specified and which has an indicator area that shows an orientation in which the pneumatic tire is to be mounted on the vehicle; and in which the chamfered area is arranged at an outer end of the raised area that is located in the next outermost position of the plurality of raised areas when the pneumatic tire is mounted on the vehicle.

[0013] Furthermore, the pneumatic tire can have a configuration in which the surface of the chamfered area is designed in such a way that it is curved in such a way that it has an outwardly convex appearance in a tire radial direction.

[0014] Furthermore, the pneumatic tire can have a configuration in which the surface of the chamfered area is flat.

[0015] Furthermore, the pneumatic tire may have a configuration in which the dimension of the contact surface in a direction of the line drawn perpendicular to the tread profile is less than the maximum value of an amount by which the chamfered area is recessed relative to the tread profile.

[0016] Furthermore, the pneumatic tire may have a configuration in which the maximum value of an amount by which the chamfered area is recessed relative to the tread profile is greater than the maximum value of an amount by which the protruding area protrudes from the tread profile. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings show: Fig. 1 a sectional view of the main components of a pneumatic tire according to one embodiment, shown along a tire meridional plane; Fig. 2 a representation of a tread of a pneumatic tire according to the same embodiment as it would appear unfolded lying in a single plane; Fig. 3 a schematic sectional view of the main components of a pneumatic tire of the same embodiment, shown along a tire meridional plane; Fig. 4. A representation of a running surface in a modified example, showing how it would appear unfolded and lying in a single plane; Fig. 5 a cross-sectional view of the main components in a tread area shown along a tire meridional plane in another modified example; Fig. 6 a sectional view of the main components in a tread area of ​​the same embodiment, shown along a tire meridional plane; Fig. 7 a sectional view of the main components in a tread area of ​​the same embodiment, shown along a tire meridional plane; Fig. 8 a sectional view of the main components in a tread area of ​​the same embodiment, shown along a tire meridional plane, to illustrate a situation that might occur when driving straight ahead on a dry road surface; Fig. 9 a sectional view of the main components in a tread area of ​​the same embodiment, shown along a tire meridional plane, to illustrate a situation that might occur when cornering on a dry road surface; Fig. 10 a sectional view of the main components in a tread area of ​​the same embodiment shown along a tire meridional plane, to illustrate a situation that could occur when cornering on a road surface with snow; Fig. 11 a sectional view of the main components in a tread area, shown along a tire meridional plane in a further embodiment; and Fig. 12 a sectional view of the main components in a tread area along a tire meridional plane in yet another embodiment. DESCRIPTION OF THE EXECUTION FORMS

[0018] The following describes an embodiment of a pneumatic tire with reference to the Fig. 1 to Fig. 10 described. It should be mentioned that in the respective drawings (and the same applies to Fig. 11 and Fig. 12) Dimensional relationships in the drawings and actual dimensional relationships are not necessarily consistent, and furthermore, dimensional relationships from drawing to drawing are not necessarily consistent.

[0019] In the respective drawings, a first direction D1 is the tire width direction D1, which runs parallel to the tire rotation axis, which is the center of rotation of the pneumatic tire 1 (hereinafter also simply referred to as "tire"), a second direction D2 denotes the tire radial direction D2, which is the direction of the diameter of the tire 1, and a third direction D3 is the tire circumferential direction D3, which runs circumferentially with respect to the rotation axis of the tire.

[0020] The tire equatorial plane S1 refers to a plane that is centrally located in the tire width direction D1 of the tire 1 and that runs perpendicular to the axis of rotation of the tire; the term tire meridional planes refers to planes that are perpendicular to the tire equatorial plane S1 and that contain the axis of rotation of the tire.

[0021] Furthermore, the tire equator is the curve formed by the intersection of the tire equatorial plane S1 and the outer surface (the tread 2a, as will be described below) of the tire 1 in the tire radial direction D2.

[0022] As in Fig. As shown in Figure 1, the tire 1 according to the present embodiment has a pair of bead areas 11 on which beads are present; sidewall areas 12 which extend outwards from the respective bead areas 11 in the tire radial direction D2; and a tread area 2, the outer surface of which in the tire radial direction D2 comes into contact with the road surface and which adjoins the outer ends in the tire radial direction D2 of the pair of sidewall areas 12.

[0023] According to the present embodiment, the tire 1 is a pneumatic tire 1, the interior of which can be filled with air and which can be mounted on a rim 20.

[0024] Furthermore, the tire 1 has a carcass layer 13 which is guided around the pair of beads, and also has an inner lining layer 14 which is arranged at a point towards the interior of the carcass layer 13 and which has a greater functionality in that it can suppress the passage of gas through it, so that the air pressure can be maintained.

[0025] The carcass layer 13 and the inner lining layer 14 are arranged parallel to each other with respect to the inner circumferential surface of the tire over an area of ​​the same which includes the bead areas 11, the sidewall areas 12 and the tread area 2.

[0026] The tread area 2 comprises tread rubber material 21 with a tread surface 2a that contacts the road surface, and a belt area 22 located between the tread rubber material 21 and the carcass layer 13. The contact area, which actually comes into contact with the road surface, is located on the tread surface 2a, and the areas within the contact area that are present at the outer ends in the tire width direction D1 are referred to as contact surface ends 2b, 2c.

[0027] It should be noted that the contact area refers to the area of ​​the tread 2a that comes into contact with the road surface when a normal load is applied to a tire 1 mounted on a normal rim 20 and the tire 1 is inflated to a normal internal pressure and is arranged in a vertical orientation on a flat road surface.

[0028] A normal rim 20 is the special rim that is specified for use with a particular tire 1 in the context of the system of standards which contains the standard applicable to the tire 1 in question, being referred to as a standard rim in the case of JATMA, as a design rim in the case of TRA, or as a measuring rim in the case of ETRTO.

[0029] The normal internal pressure is the air pressure specified for use with a particular tire 1 in the context of the system of standards that contains the standard applicable to the tire 1 in question, where in the case of JATMA it is the “maximum air pressure”, in the case of TRA it is the maximum value listed in the table entitled “Tire load limits at various cold tire inflation pressures”, or in the case of ETRTO it is the “tire inflation pressure”, where an internal pressure of 180 kPa is assumed when using the tire 1 for a passenger car.

[0030] The normal load is a load specified for use with a particular tire 1 in the context of the system of standards that includes the standard applicable to the tire 1 in question, where in the case of JATMA it is the “maximum load capacity”, in the case of TRA it is the maximum value listed in the aforementioned table, or in the case of ETRTO it is the “load capacity”; if the tire 1 is to be used on a passenger vehicle, a value of 85% of the load corresponding to an internal pressure of 180 kPa is used for the normal load.

[0031] As in Fig. 1 and Fig. As shown in Figure 2, the tread rubber material 21 has a plurality of main grooves 3a, 3b extending in the circumferential direction D3 of the tire. The main grooves 3a, 3b each extend continuously in the circumferential direction D3 of the tire. Although the main grooves 3a, 3b can extend straight in the circumferential direction D3 in the present embodiment, there is no restriction to such a configuration, and a configuration can also be used in which they are, for example, repeatedly bent so that they extend in a zigzag pattern (see Figure 2). Fig. 4) extend, or a formation in which they are repeatedly curved, for example, so that they extend in a wave-like manner.

[0032] The main groove 3a, 3b can be provided with one or more so-called tread wear indicators (not shown), which are areas where the groove depth is reduced, so that the extent to which wear has occurred can be determined as a result of the exposure of the grooves as a side effect of the wear.

[0033] Furthermore, the main groove 3a, 3b can, for example, have a width that is not less than 3% of the distance (dimension in the tire width direction D1) between the contact surface ends 2b, 2c. Additionally, the main groove 3a, 3b can, for example, have a width that is not less than 5 mm.

[0034] All main grooves 3a, 3b are arranged separately from the tire equatorial plane S1. Furthermore, with regard to the plurality of main grooves 3a, 3b, the pair of main grooves 3a, 3a that are arranged across the tire equatorial plane S1, which is centrally located in the tire width direction D1 of the tire 1, is referred to as central main grooves 3a, 3a, and one or more main grooves 3b that are arranged outside the central main groove(s) 3a in the tire width direction D1 are referred to as shoulder main groove(s) 3b.

[0035] The tread rubber material 21 has a plurality of raised areas 4 to 6, which are partitioned or separated by the main grooves 3a, 3b and the contact surface ends 2b, 2c. With regard to the plurality of raised areas 4 to 6, the raised area 4, which includes the tire equatorial plane S1 arranged centrally in the tire width direction D1, is referred to as the central raised area 4; the raised areas 5, 5, which are arranged as a pair and are adjacent to the central raised area 4 in the tire width direction D1, are referred to as intermediate raised areas 5, 5; and the raised areas 6, 6, which are arranged as a pair and are arranged at the outermost points in the tire width direction D1, are referred to as shoulder raised areas 6, 6.

[0036] The central raised area 4 is separated by the pair of central main grooves 3a, 3a, which are arranged across the tire equatorial plane S1 located in the center in the tire width direction D1. An intermediate raised area 5 is separated by a central main groove 3a and a shoulder main groove 3b. A shoulder raised area 6 is separated by a shoulder main groove 3b and a contact surface end 2b, 2c.

[0037] According to the present embodiment, the design is such that the number of main grooves 3a, 3b is four and the number of raised areas 4 to 6 is five. However, there are no special restrictions with regard to the number of main grooves 3a, 3b or the number of raised areas 4 to 6.

[0038] The raising areas 4 to 6 have a plurality of raising area grooves 41, 51, 61. According to the present embodiment, the raising area grooves 41, 51, 61 are grooves (also referred to as "width grooves") that extend in an intersecting manner in the circumferential direction D3 of the tire.

[0039] It should be noted that the raised area groove(s) may have one or more grooves (also referred to as "circumferential groove(s)") that are narrower than the main groove(s) 3a, 3b and extend continuously along the tire circumferential direction D3, and / or may have one or more grooves that extend intermittently along the tire circumferential direction D3.

[0040] The tread rubber material 21 has a tread pattern or profile pattern formed by the main grooves 3a, 3b and the raised area grooves 41, 51, 61. According to the present embodiment, the tire 1 uses a symmetrical tread pattern for which no orientation for mounting on a vehicle is indicated.

[0041] The tread pattern in Fig. 2 is a tread pattern that is point-symmetrical with respect to any point on the tire equator. As a symmetrical tread pattern for which no orientation for mounting on a vehicle is indicated, tire 1 can also use a line-symmetrical tread pattern that is symmetrical around the tire equator.

[0042] The training for survey areas 4 to 6 is described below with reference to the Fig. 3 to Fig. 7 described.

[0043] As in Fig. Figure 3 shows a tread profile S2, which serves as a tire reference outline, extending in the tire radial direction D2 towards the outer surface of the tread area 2. When viewed in a tire meridional section, the tread profile S2 is curved such that it presents an outwardly convex appearance in the tire radial direction D2.

[0044] The tread profile S2 can be defined as a single circular arc which, when the tire 1 is mounted on a normal rim 20 and inflated to a normal internal pressure under no load, and when viewed in a tire meridional section (section along the tire radial direction D2), contains the three points formed by the pair of contact surface ends 2b, 2c and a reference end edge 4a (4b) of the central raised area 4.

[0045] It should be noted that the reference end edge 4a (4b) of the central end area 4 is the end edge 4a (4b) for which, of the pair of end edges 4a, 4b in the tire width direction D1 of the central raised area 4, the distance W1, W2 between the respective end edge and the center (tire equatorial plane S1) in the tire width direction D1 is less than the distance for the other end edge. Furthermore, if the distances W1, W2 are equal, the reference end edge 4a (4b) of the central raised area 4 is the end edge 4a (4b) for which the tire outer diameter R1, R2 is smaller than for the other end edge.

[0046] As in Fig. As shown in Figure 4, in the context of a configuration where the central main groove 3a extends in a zigzag pattern, the reference end edge 4c (4d) of the central raised area 4 is the equivalent end edge 4c (4d). It should be noted that the equivalent end edge 4c, 4d can be determined based on the average position of the end edge 4a, 4b in the tire width direction D1.

[0047] As in Fig. As shown in Figure 5, in the context of a configuration where the central elevation area 4 has one or more notches 4e at its ends, the reference end edge 4f (4g) of the central elevation area 4 is the equivalent end edge 4f (4g). It should be noted that the equivalent end edge 4f, 4g can be determined based on the intersection of the imaginary line (in Fig. 5 shown in a dashed line), which is the extension of the running surface 2a of the central elevation area 4, and the imaginary line (in Fig. 5 shown in a dashed line), which is the extension of the end surface 4h of the central elevation area 4 to one side (or to the other side) in the tire width direction D1.

[0048] As in Fig. As shown in Figure 6, the tread surfaces 2a of all raised areas 4 to 6 are located on the outside of the tread profile S2 in the tire radial direction D2. That is, each raised area 4 to 6 has a projecting section 42, 52, 62 (which will occasionally be referred to as "42 to 62" in the following) that projects outwards from the tread profile S2 in the tire radial direction D2. It should be noted that the projecting sections 42 to 62 are exaggerated in the respective drawings.

[0049] It is preferred, for example, that the maximum values ​​of the projections W42 to W62 of the respective projecting areas 42 to 62 have values ​​of 0.1 mm to 0.5 mm. Here, the projections W42 to W62 denote the extent of the projection from the tread profile S2 in a direction perpendicular to the tread profile S2.

[0050] Furthermore, when viewed in the tire meridional section, surfaces 42a to 62a of each protruding area 42 to 62 are curved in such a way that an outwardly convex appearance results in the tire radial direction D2.

[0051] Due to this design, locations on the surfaces 42a to 62a, where the overhangs W42 to W62 of the aforementioned areas or overhang areas 42 to 62 have their maximum, i.e., vertices 42b to 62b of the aforementioned areas 42 to 62, are arranged at intermediate or central positions within the survey areas 4 to 6 in the tire width direction D1.

[0052] Furthermore, the projections W42 to W62 of the protruding areas 42 to 62 progressively decrease from the apexes 42b to 62b to the ends of the raised areas 4 to 6 located in the tire width direction D1. As can be seen in a tire meridional section, it is preferred, for example, that the radii of curvature of the surfaces 42a to 62a of the raised areas 4 to 6 are 100 mm to 5000 mm.

[0053] As in Fig. As shown in Figure 7, the intermediate raised area 5 has a chamfered area 53, which is arranged at an outer end in the tire width direction D1. Furthermore, the intermediate raised area 5 has a connecting surface 54, which connects the surface 52a of the projecting area 52 and the surface 53a of the chamfered area 53.

[0054] What is referred to here as the chamfered region 53 is a region with a surface 53a that forms a non-zero angle with an end surface (see, for example, the end surface 4h in Fig. 5) forms a survey area 4 to 6.

[0055] According to the present embodiment, a chamfered area 53 is arranged at the outer end in the tire width direction D1 of each of the pair of intermediate raised areas 5 (see Fig. 3) Furthermore, the surface 53a of the chamfered region 53 is planar. Although the surface 53a of the chamfered region 53 is planar in the present embodiment, there is no particular restriction in this respect, and it suffices that a non-zero angle exists between the surface 53a and an end surface (see, for example, the end surface 4h in Fig. 5) a raised area 4 to 6 is formed; in some embodiments the surface 53a of the chamfered area 53 may be curved, for example.

[0056] When viewed in the tire's meridional section, the connecting surface 54 is arranged parallel to a line drawn perpendicular to the tread profile S2. In this case, a line drawn perpendicular to the tread profile S2 is understood to be a line perpendicular to the tread profile S2 at the point where the tread profile S2 intersects the connecting surface 54.

[0057] It should be noted that the point where the connecting surface 54 is separated from the tread profile S2 is to be understood as a line that is drawn perpendicular to the tread profile S2 and passes through the endpoint of the connecting surface 54 which, when viewed in the tire meridional section, is closer to the tread profile S2.

[0058] Furthermore, when considering the tire in a meridional section, it is preferred, for example, that the angle at which the connecting surface 54 intersects a line drawn perpendicular to the tread profile S2 is no greater than 10° and, in a further preferred embodiment, no greater than 5°. Moreover, the connecting surface 54 is arranged such that it points outwards in the tire width direction D1.

[0059] It should be noted that there are no special restrictions regarding the maximum value of the amount W2 by which the projecting area 52 protrudes, or regarding the maximum value of the amount W53 by which the chamfered area 53 is recessed, or regarding the dimension W54 of the connecting surface 54 in the direction of a line drawn perpendicular to the tread profile S2. It should be noted that the recession amount W53 of the chamfered area 53 is the amount by which this area is recessed in a direction perpendicular to the tread profile S2.

[0060] For example, it is preferred that the dimension W54 of the connecting surface 54, in the direction of a line drawn perpendicular to the running surface profile S2, is smaller than the maximum value of the amount W52 by which the projecting area 52 protrudes, and is also smaller than the maximum value of the amount W53 by which the chamfered area 53 is recessed. For example, it is preferred that the dimension W54 of the connecting surface 54 has values ​​from 0.05 mm to 0.2 mm.

[0061] Furthermore, it is preferred, for example, that the maximum value of the amount W53 by which the chamfered area 53 is recessed is greater than the maximum value of the amount W52 by which the projecting area 52 protrudes. For example, it is preferred that the maximum value of the amount W53 by which the chamfered area 53 is recessed is 1 mm to 3 mm.

[0062] The design of tire 1 according to the present embodiment is provided as described above; the mode of operation of tire 1 according to the present embodiment is described below with reference to the Fig. 8 to Fig. 10 described.

[0063] When tire 1 comes into contact with the ground, there is usually an increasing tendency for deformation in the tread areas 4 to 6, causing them to be progressively compressed towards the midpoints D1 in the tire's width direction. Because of this, there is a tendency for compression to occur at the midpoints D1 of tread areas 4 to 6, and consequently, there is a tendency for midpoints (e.g., central points) of tread areas 4 to 6 not to make contact with the ground.

[0064] For this reason, in the tire 1 according to the present embodiment, the projections W42 to W62 of the protruding areas 42 to 62 are designed such that they progressively decrease from the apex points 42b to 62b, which are arranged in intermediate or central positions in the tire width direction D1, towards the ends of the raised areas 4 to 6 arranged in the tire width direction D1.

[0065] For example, in Fig. As shown in Figure 8, intermediate positions can therefore be reached at the aforementioned areas 42 to 62 when the vehicle is traveling straight ahead on a dry road surface G1 in the tire width direction D1 (it should be mentioned that in Fig. 8 only the preceding area 52 of the intermediate survey area 5 is shown) is caused to definitely come into contact with the ground.

[0066] When the vehicle is cornering on a dry road surface G1 around a center of rotation towards the inside of the vehicle (i.e., inwards when the tire is mounted on the vehicle), a force F1 acts on the raised area 5 towards the outside of the vehicle (i.e., outwards when the tire is mounted on the vehicle), as shown in Fig. 9 is shown, to such a deformation of the survey area 5 that it collapses in the tire width direction D1.

[0067] At such a time, the survey area 5 deforms in such a way that it collapses towards the outside of the vehicle, while the surface 52a of the protruding area 52 remains in contact with the ground.

[0068] As a result, not only the surface 52a of the projecting area 52, but also the surface 53a of the beveled area 53 is in contact with the ground. Since the area in contact with the road surface thus increases at the raised area 5, it is possible to improve stability when handling during cornering under dry conditions.

[0069] If, on the other hand, the vehicle 10 travels on a snow-covered road surface G2 around a center of rotation towards the inside of the vehicle, the connecting surface 54 can, for example, be in the Fig. As shown in Figure 10, a force F2 is exerted towards the outside of the vehicle in such a way that this force is directed towards the snow, so that the plane of this force presses against the snow and / or the snow is supported by this plane. Furthermore, the edge of the connecting surface 54 can, for example, exert a shearing effect on the snow. This improves stability during cornering in snow.

[0070] As should be clear from the above mode of operation, by arranging the beveled area 53 at an end that is located towards the outside of the vehicle from the ends of the raised areas 4 to 6, and by arranging the beveled area 53 as far as possible towards the outside of the vehicle, an effective improvement in stability during handling while cornering under dry conditions can be achieved.

[0071] As should be clear from the above mode of operation, by arranging the connecting surface 54 in such a way that it points towards the outside of the vehicle, and by arranging the connecting surface 54 as far as possible towards the outside of the vehicle, an effective improvement in stability during handling while cornering in snow can be achieved.

[0072] However, since the end on the outer side of the raised area 6, which is the outermost raised area, is a contact surface end 2b (2c), the chamfered area 53 cannot be arranged at this end (nor can the connecting surface 54 be arranged there).

[0073] To effectively improve stability with regard to handling during cornering under dry conditions as well as stability with regard to handling during cornering in snow, it is therefore preferred that the chamfered area 53 (and the connecting surface 54) is arranged at the end of the raised area 5 that is located towards the outside of the vehicle and that is the next outermost of the raised areas or the raised area closest to the outermost raised area.

[0074] In the pneumatic tire 1 according to the present embodiment, beveled areas 53 are therefore arranged at the respective ends of the pair of intermediate raised areas 5 located towards the outside in the tire width direction D1.

[0075] Regardless of the orientation in which the tire 1 is mounted on the vehicle, the chamfered area 53 at the end located towards the outside of the vehicle is thus arranged on the raised area 5 which is the next outermost of the raised areas, and the connecting surface 54 is arranged such that it points towards the outside of the vehicle.

[0076] This makes it possible to effectively improve stability with regard to handling during cornering in dry conditions as well as stability with regard to handling during cornering in snow, regardless of the orientation in which the tire 1 is mounted on the vehicle.

[0077] As described above, the pneumatic tire 1 according to the embodiment has the following: a plurality of main grooves 3a, 3b extending in a tire circumferential direction D3; and a plurality of raised areas 4 to 6, which are separated by at least one contact surface end 2b, 2c and the plurality of main grooves 3a, 3b; wherein at least one of the raised areas 5 has a projecting area 52 that protrudes from a tread profile S2, a chamfered area 53 that is arranged at an end located in the tire width direction D1 of the at least one raised area 5, and a connecting surface 54 that connects a surface 52a of the projecting area 52 and a surface 53 of the chamfered area 53a and that is arranged parallel to a line drawn perpendicular to the tread profile S2.

[0078] When a vehicle with this design travels around a curve on a dry road surface G1, the raised areas 4 to 6 deform in such a way that they collapse in the tire width direction D1. Since the chamfered area 53 is located at an end of the raised area 5 that lies in the tire width direction D1, not only the surface 52a of the projecting area 52, but also the surface 53a of the chamfered area 53 is in contact with the ground.

[0079] Since the area in contact with the road surface at survey area 5 is thus increased, this can improve stability with regard to handling during cornering under dry conditions.

[0080] On the other hand, the connecting surface 54 is arranged parallel to a line drawn perpendicular to the tread profile S2. Consequently, when the vehicle is cornering on a snow-covered road surface G2, the connecting surface 54 is designed such that its edge exerts a shearing effect on the snow and its plane presses against the snow and / or the snow is carried by its plane, thus improving stability with regard to handling during cornering in snow.

[0081] In the pneumatic tire 1 according to the embodiment, the chamfered area 53 is one of two chamfered areas 53, 53 which are provided in the tire width direction D1 at respective outer ends of a pair of raised areas 5, 5 (the intermediate raised areas 5, 5 in the present embodiment) which are arranged in the tire width direction D1 as the nearest outermost raised areas.

[0082] According to such a design, regardless of the orientation in which the tire 1 is mounted on the vehicle, the chamfered area 53 is arranged at an end on the outside of the lifting area 5 when the tire is mounted on the vehicle, which is the next outermost of the lifting areas when the tire is mounted on the vehicle; and the connecting surface 54 is arranged such that it points to the outside when the tire is mounted on the vehicle.

[0083] Through this design, the beveled area 53 enables an effective improvement in stability during handling while cornering under dry conditions, and the connecting surface 54 enables an effective improvement in stability during handling while cornering in snow.

[0084] The pneumatic tire 1 is not limited to the configuration of the embodiment described above, nor are its effects limited to those described above. It is understood that the pneumatic tire 1 can be modified in various ways without departing from the scope of the present invention.

[0085] For example, the components, procedures and the like of various modified examples described below can of course be selected and used in any way as components, procedures and the like of the embodiments described above.

[0086] (1) The design of the pneumatic tire 1 according to the embodiment described above is such that the surface 53a of the chamfered area 53 is planar. However, the pneumatic tire 1 is not limited to such a design. As in Fig. As shown in Figure 11, for example, a design can also be used in which the surface 53a of the chamfered area 53 is designed as a surface that is curved in such a way that it shows an outwardly curved appearance in the tire radial direction D2.

[0087] If during training according to Fig. 11. When the vehicle is driving around a curve on a dry road surface G1 and the surface 53a of the chamfered area 53 is in contact with the ground, the occurrence of compressions at points of the surface 53a of the chamfered area 53 that are intermediately stored in the tire width direction D1 can be suppressed.

[0088] This makes it possible to bring the entire surface 53a of the beveled area 53 into contact with the ground. Since the area in contact with the road surface at the raised area 5 is thus even larger, the stability with regard to handling during cornering under dry conditions can be improved even further.

[0089] (2) Furthermore, the pneumatic tire 1 is designed according to the embodiment described above such that two chamfered areas 53 are provided, these being arranged at the outer ends of the intermediate raised areas 5 in the tire width direction D1. However, the pneumatic tire 1 is not limited to such a design.

[0090] For example, it is also possible to adopt a design in which one chamfered area 53 or three or more chamfered areas 53 are present. Furthermore, a design can also be adopted in which one or more chamfered areas 53 are arranged at the ends of the central raised area 4 located in the tire width direction D1; a design can also be used in which one or more chamfered areas 53 are arranged at the ends of one or more intermediate raised areas 5 located on the inside in the tire width direction D1; and a design can also be used in which one or more chamfered areas 53 are arranged at the ends of one or more shoulder raised areas 6 located on the inside in the tire width direction D1.

[0091] (3) Furthermore, the design of the pneumatic tire 1 according to the present embodiment is such that it is a tire 1 for which no orientation for mounting on a vehicle is indicated. However, the pneumatic tire 1 is not limited to such a design. As in Fig. As shown in Figure 12, for example, a training can also be used in which the pneumatic tire 1 is a tire 1 for which a vehicle mounting direction is specified.

[0092] The orientation in which the tire is to be mounted on the vehicle can be indicated, for example, on the sidewall area 12. More specifically, the sidewall area 12 can have an indicator area (not shown). Furthermore, one sidewall area 12, i.e., the one to be positioned on the inside of the vehicle, can be marked (e.g., with the word "INSIDE" or similar) to indicate that it is intended for the inside of the vehicle; while the other sidewall area 12, i.e., the one to be positioned on the outside of the vehicle, can be marked (e.g., with the word "OUTSIDE" or similar) to indicate that it is intended for the outside of the vehicle.

[0093] Furthermore, the formation of the pneumatic tire 1 is in accordance with Fig. 12 around a pneumatic tire 1 for which a vehicle mounting direction is specified; this includes an indicator area that shows an orientation in which the pneumatic tire 1 is to be mounted on the vehicle; furthermore, the chamfered area 53 is arranged at an outer end of the raised area 5 which is located in the next outermost position of the plurality of raised areas 4 to 6 when the pneumatic tire 1 is mounted on the vehicle.

[0094] Since during the training according to Fig. 12 the orientation in which the tire 1 is to be mounted on the vehicle is indicated, the chamfered area 53 is arranged at an outer end of the raised area 5 which is in the nearest outermost position to the raised areas when the tire 1 is fitted to the vehicle.

[0095] This allows the beveled area 53 to effectively improve stability with regard to handling during cornering under dry conditions, and the connecting surface 54 enables an effective improvement in stability with regard to handling during cornering in snow.

[0096] (4) Furthermore, the pneumatic tire 1 is designed according to the embodiment described above such that the projections W42 to W62 of the aforementioned areas 42 to 62 progressively decrease from an intermediate point in the tire width direction D1 of each of the raised areas 4 to 6 towards the respective ends of the respective raised areas 4 to 6 in the tire width direction D1. Although such a design is preferred, the pneumatic tire 1 is not limited to such a design.

[0097] For example, a training can also be used in which the overhangs W42 to W62 of the preceding areas 42 to 62 are the same at all points in the tire width direction D1 of the survey areas 4 to 6.

[0098] Furthermore, for example, a training can also be used in which the overhang W42 to W62 of the preceding areas 42 to 62 from the survey areas 4 to 6 progressively decreases from one end in the tire width direction D1 to the other end.

[0099] (5) Furthermore, the design of the pneumatic tire 1 according to the embodiment described above is such that, when the raising areas 4 to 6 are each subdivided into three equal areas in the tire width direction D1, the apex points 42b to 62b of the aforementioned areas 42 to 62 are each arranged at a location that is situated in the central area of ​​the same. However, the pneumatic tire 1 is not limited to such a design.

[0100] For example, a training can also be used in which, when dividing the survey areas 4 to 6 into three equal areas in the tire width direction D1, the vertices 42b to 62b of the preceding areas 42 to 62 are each arranged at a point that is located in the area on the outside in the tire width direction D1. Reference symbol list 1 pneumatic tire 2. Running surface area 2a Running surface 2b End of contact surface 2c Contact surface end 3a central main groove 3b Shoulder main groove 4. Central survey area 4a Endrand 4b Endrand 4c equivalent end edge 4d equivalent end edge 4th notch 4f equivalent end edge 4g equivalent end edge 4h end area 5 intermediate survey area 6 Shoulder elevation area 11. Bead area 12 Side wall area 13 Carcass layer 14 Inner lining layer 20 rim 21 Tread rubber material 22 Belt area 41 Survey area-benefit 42 above area 42a Surface 42b Vertex 51 Survey area-benefit 52 above area 52a Surface 52b Vertex 53 beveled area 53a Surface 54 Connecting surface 61 Survey area-benefit 62 above area 62a Surface 62b Vertex D1 Tire width direction D2 Tire radial direction D3 Tire circumference direction S1 Tire equatorial plane S2 tread profile

Claims

[1] Pneumatic tire (T) which has the following features: - a plurality of main grooves (3a, 3b) running in a tire circumferential direction (D3); and - a multitude of survey areas (4 to 6) separated by at least one contact surface end (2b, 2c) and the multitude of main grooves (3a, 3b); wherein at least one of the raised areas (5) has a projecting area (52) extending from a tread profile (S2), a chamfered area (53) arranged at an end of the at least one raised area (5) located in a tire width direction (D1), and a connecting surface (54) connecting a surface (52a) of the projecting area (52) and a surface (53a) of the chamfered area (53) and arranged parallel to a line drawn perpendicular to the tread profile (S2); and wherein the dimension (W54) of the connecting surface (54) in a direction of the line drawn perpendicular to the tread profile (S2) is less than the maximum value of an amount (W52) by which the projecting area (52) protrudes from the tread profile (S2). [2] Pneumatic tire (1) according to claim 1, wherein the chamfered area (53) is one of two chamfered areas (53, 53) arranged in the tire width direction (D1) at respective outer ends of a pair of raised areas (5, 5) arranged in the tire width direction (D1) in a nearest outermost position. [3] Pneumatic tires (1) according to claim 1, wherein the pneumatic tire (1) is a pneumatic tire (1) for which a vehicle mounting orientation is specified and which has an indicator area that shows an orientation in which the pneumatic tire (1) is to be mounted on the vehicle; and wherein the chamfered area (53) is arranged at an outer end of the raised area (5) which is located in the next outermost position of the plurality of raised areas (4 to 6) when the pneumatic tire (1) is mounted on the vehicle. [4] Pneumatic tire (1) according to one of claims 1 to 3, wherein the surface (53a) of the chamfered area (53) is designed such that it is curved in such a way that it has an outwardly convex appearance in a tire radial direction (D2). [5] Pneumatic tire (1) according to one of claims 1 to 3, wherein the surface (53a) of the chamfered area (53) is planar. [6] Pneumatic tire (1) according to any one of claims 1 to 5, wherein the dimension (W54) of the connecting surface (54) in a direction of the line drawn perpendicular to the tread profile (S2) is less than the maximum value of an amount (W53) by which the chamfered area (53) is recessed relative to the tread profile (S2). [7] Pneumatic tire (1) according to any one of claims 1 to 6, wherein the maximum value of an amount (W53) by which the chamfered area (53) is recessed relative to the tread profile (S2) is greater than the maximum value of an amount (W52) by which the protruding area (52) protrudes from the tread profile (S2).

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