Motorcycle tire for running on rough terrain

A motorcycle tire for running on rough terrain has a block pattern that includes major groups arranged circumferentially of the tire at intervals, and minor groups arranged between the major groups. The major group consists of four blocks arranged axially of the tire and each connected to the next with a tie bar, wherein each is defined as having the centroid of its top surface within a tread center region having a developed width of 60% of a developed tread width, and angles (θ1a) of straight lines drawn between axially adjacent centroids are not more than 10 degrees with respect to the tire axial direction. The minor group consists of two or three blocks connected with a tie bar, and angles of straight lines drawn between axially adjacent centroids of top surfaces of the blocks are 15 to 80 degrees with respect to the tire axial direction.

BACKGROUND OF THE INVENTION

The present invention relates to a pneumatic tire, more particularly to a tread pattern of a motorcycle tire for running on rough terrain capable of improving the contact with the ground, braking performance and cornering performance.

In general, a motorcycle tire for running on rough terrain for example used in a motocross race is provided in the tread portion with a block pattern formed by a number of independent blocks so that the blocks dig into soft grounds such as sand and mud and increase the road grip to improve the cornering performance, braking performance and the like.

The cornering performance may be improved by increasing the effectual circumferential component of the edges of blocks existing in the ground contacting patch of the tire. The effectual circumferential component can be increased by circumferentially shifting the blocks from one another. But, such circumferential shifting can not increase the effectual axial component of the block edges. Instead, there is a possible of reducing the effectual axial component existing in the ground contacting patch.

The braking performance may be improved by adopting a block whose axial dimension is increased to increase the axial component of the block edges. In this case, if the circumferential dimension is also increased to increase the circumferential component of the block edges, then as the block size increase, the block becomes difficult to dig into soft grounds. Therefore, the circumferential dimension is not to be increased.

Thus, it is difficult to effectively improve the cornering performance and the braking performance at the same time.

SUMMARY OF THE INVENTION

It is therefore, an object of the present invention to provide a motorcycle tire for running on rough terrain in which the cornering performance and the braking performance can be improved at the same time.

According to the present invention, a motorcycle tire for running on rough terrain comprises

a tread portion provided with a block pattern defined by blocks, the blocks including major groups arranged circumferentially of the tire at intervals and minor groups disposed between the major groups,

each of the major groups consisting of four of the blocks arranged axially of the tire and each connected to the next with a tie bar having a radial height lower than those of the blocks, wherein the four blocks are each defined as having the centroid of its top surface within a center region of the tread portion defined as being centered on the tire equator and having a developed width of 60% of a developed tread width, and angles (θ1a) of straight lines drawn between the axially adjacent centroids are not more than 10 degrees with respect to the tire axial direction, and

each of the minor groups consisting of two or three of the blocks connected with each other with a tie bar having a radial height lower than those of the blocks, and

angles of straight lines drawn between axially adjacent centroids of the top surfaces of the blocks of the minor groups are 15 to 80 degrees with respect to the tire axial direction.

Therefore, when running on soft grounds, in addition to the four blocks of the major group, the three tie bars therebetween also reach to the ground, and the edges of the three tie bars and the four blocks function to improve the road grip. Especially, by the increased axial component of the edges, the braking performance can be effectively improved. Further, the edges of the four blocks are not decreased by the tie bars, therefore, the circumferential component thereof fully functions to improve the cornering performance.

Meanwhile, in the minor group, the axially adjacent blocks are circumferentially shifted from each other, therefore, the circumferential component of the edges of such blocks is increased and thereby the cornering performance can be improved. As the major groups and minor groups are alternately arranged, both of the braking performance and cornering performance can be improved well balancedly.
Further, the blocks are connected with the tie bars and thereby increased in the stiffness, therefore, the improvement in the braking performance, cornering performance and the like can be furthered.

The motorcycle tire according to the present invention may be further provided with the following optional features:

the minor groups include

minor central groups whose blocks each having the centroid of its top surface within the center region of the tread portion, and

minor shoulder groups whose blocks each having the centroid of its top surface within a shoulder region of the tread portion outside the center region;

the minor central group consists of two of the blocks whose centroids are disposed on each side of the tire equator and shifted from each other in the tire circumferential direction;

the two blocks of the minor central group are

an inside center block of which centroid is positioned at an axial distance L3afrom the tire equator, and

an outside center block of which centroid is positioned at an axial distance L3bfrom the tire equator which is more than the axial distance L3a;

the minor shoulder groups include

double-block minor shoulder groups, each consisting of two of the blocks, and arranged staggeredly on both sides of the tire equator, and

triple-block minor shoulder groups, each consisting of three of the blocks, and arranged staggeredly on both sides of the tire equator;

an angle (θ1c) of a straight line drawn between the centroids of the two blocks of the double-block minor shoulder group is 30 to 50 degrees with respect to the tire axial direction, and

the two blocks of the double-block minor shoulder group are a shoulder block disposed at the tread edge and a middle block disposed axially inside the shoulder block;

an angle (θ1d) of a straight line drawn between the centroid of the middle block and the axially adjacent centroid of the outside center block of one of the minor central groups is 25 to 45 degrees with respect to the tire axial direction;

the three blocks of the triple-block minor shoulder group are tow shoulder blocks disposed at the tread edge and one middle block disposed at a position axially inside the tow shoulder blocks and circumferentially between the tow shoulder blocks, and

angles (θ1e) of straight lines drawn between the centroid of the middle block and the two centroids of the two shoulder blocks are 30 to 50 degrees with respect to the tire axial direction;

an angle (θ1f) of a straight line drawn between the centroid of the middle block of the triple-block minor shoulder group and the axially adjacent centroid of the inside center block of one of the minor central groups is not more than 10 degrees with respect to the tire axial direction;

the top surfaces of the blocks are each provided with an independent indentation; and

the major groups are staggered with respect to the tire equator so that the axial shift between the groups shifted rightward and the groups shifted leftward is 1 to 8% of the developed tread width.

In this application including specification and claims, various dimensions, positions and the like of the tire refer to those under a normally inflated unloaded condition of the tire unless otherwise noted.

The normally inflated unloaded condition is such that the tire is mounted on a standard wheel rim and inflate to a standard pressure but loaded with no tire load.

The undermentioned normally inflated loaded condition is such that the tire is mounted on the standard wheel rim and inflate to the standard pressure and loaded with the standard tire load.

The standard wheel rim is a wheel rim officially approved or recommended for the tire by standards organizations, i.e. JATMA (Japan and Asia), T&RA (North America), ETRTO (Europe), TRAA (Australia), STRO (Scandinavia), ALAPA (Latin America), ITTAC (India) and the like which are effective in the area where the tire is manufactured, sold or used. The standard pressure is the maximum air pressure specified by the same organization in the Air-pressure/Maximum-load Table or similar list. For example, the standard wheel rim is the “standard rim” specified in JATMA, the “Measuring Rim” in ETRTO, the “Design Rim” in TRA or the like. The standard pressure is the “maximum air pressure” in JATMA, the “Inflation Pressure” in ETRTO, the maximum pressure given in the “Tire Load Limits at various cold Inflation Pressures” table in TRA or the like. If no standard is available, a wheel rim recommended by the tire manufacturer and a maximum air pressure specified by the tire manufacturer are used.

The developed tread width TWe means a distance measured perpendicularly to the tire equator from one of the tread edges2tto the other along the tread surface.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Embodiments of the present invention will now be described in detail in conjunction with accompanying drawings.

According to the present invention, as shown inFIG. 1, a motorcycle tire1comprises a tread portion2, a pair of sidewall portions3, a pair of bead portions4each with a bead core5therein, a carcass6extending between the bead portions4through the tread portion2and sidewall portions3, and a tread reinforcing layer7disposed radially outside the carcass6in the tread portion2.

As a characteristic of a motorcycle tire, the tread portion2is convexly curved so that the tread face between the tread edges2tis curved like an arc swelling radially outwardly, and the maximum cross sectional width of the tire1occurs between the tread edges2t, namely, equals to the axial tread width TW.

In this embodiment, the motorcycle tire1is designed to exert its excellent performance when running on soft grounds such as sand and mud and thus it is suitable for used in a motocross race.

The carcass6is composed of at least one carcass ply6A, in this embodiment only one carcass ply6A, extending between the bead portions4through the tread portion2and sidewall portions3, and turned up around the bead core5in each of the bead portions4so as to form a pair of turned up portions6band a main portion6atherebetween. For the carcass cords, organic fiber cords such as nylon, polyester, rayon and the like can be used.

In the case of the solo carcass ply6A as in this embodiment, a radial ply made of organic fiber cords arranged at an angle of from 75 to 90 degrees with respect to the tire circumferential direction can be used.

However, it is also possible to use a bias ply carcass composed of two or more carcass plies each made of carcass cords arranged at an angle of from 15 to 45 degrees with respect to the tire circumferential direction.

In each of the bead portions4, between the carcass ply main portion6aand turned up portion6b, there is disposed a bead apex8made of hard rubber extending radially outwardly in a tapered manner from the bead core.

The tread reinforcing layer7is composed of at least one ply, in this embodiment only one ply7A, of organic fiber cords laid at an angle of 15 to 45 degrees with respect to the tire circumferential direction.

The tread portion2is provided with a plurality of blocks11arranged sparsely as shown inFIG. 2, and in this embodiment, the land ratio (SL/S) is set in a range of from 10 to 30% in order to increase the digging of the blocks into the soft ground and thereby to produce a large drive power, but not to trap the mud and the like between the blocks.

Incidentally, the land ratio (SL/S) is as well known in the art, a ratio of the ground contacting area SL (or the total area of the top surfaces11vof the blocks11) to the gross area of the tread portion2.

If the land ratio (SL/S) is less than 10%, the drive power on the hard or medium grounds decreases. If the land ratio (SL/S) is more than 30%, the road grip on the soft grounds decreases and thereby the braking performance, the traction performance and the like deteriorate.

As shown inFIG. 1, the bottom12bof the sea area of the tread portion2has a profile which is curved similarly to the profile of the outer surface of the carcass6.

Here, the sea area means the area surrounding the blocks11and corresponding to the grooved area of the tread portion of a tire for passenger cars, truck/bus and the like.

In this embodiment, the depth D1of the sea bottom12bfrom the tread surface is set in a range of from about 6 to 19 mm.

The block11protrudes from the sea bottom12band has a top surface11vhaving a centroid G and defining a part of the tread surface. The block11has a sidewall surface11wextending from the peripheral edge of the top surface11vtoward the sea bottom12b.

a plurality of major groups21which are arranged circumferentially of the tire at intervals in the tire circumferential direction; and

a plurality of minor groups22which are arranged circumferentially of the tire at intervals in the tire circumferential direction so as to alternate with the major groups21, wherein

the major groups21each consist of four blocks11(center blocks11a) whose centroids G are within the center region CR of the tread portion2and which are arranged axially of the tire and in which every two axially adjacent blocks11are connected with a tie bar15(tie bar15a); and

the minor groups22each consist of two or three blocks11which are connected with a tie bar15.

Here, the center region CR is defined as being centered on the tire equator C and having a developed width of 60% of the developed tread width TWe, and a pair of shoulder regions SH are defined as regions between the center region CR and the tread edges2t.

The tie bar15protrudes radially outwardly from the bottom of the sea area12. Therefore, the four center blocks11aof each of the major groups21become stiff, and it is possible to remarkably improve the braking performance by their axial edges and the cornering performance by their circumferential edges.

The four center blocks11aof each major group21are arranged substantially in line in order to effectively bring out the above explained advantage of improving the braking performance. More specifically, the angle θ1aof each of straight lines Sa drawn between the axially adjacent centroids G is not more than 10 degrees, preferably not more than 5 degrees, most preferably 0 degrees with respect to the tire axial direction.

The major groups21in this embodiment are, as shown inFIG. 2, slightly staggered with respect to the tire equator C, therefore, the major groups21A shifted rightward and the major groups21B shifted leftward are alternately arranged in the tire circumferential direction, otherwise all of the major groups21have identical structures. In this case, the axial shift L2between the major group21A and the major group21B is preferably set in a range of from 1 to 8% of the developed tread width TWe. By the stagger arrangement, the axial component of the stiff blocks' edges spreads wide in the tire axial direction, which helps to further improve the braking performance.

If the length L2is less than 1% of the developed tread width TWe, the above-mentioned advantageous effect can not be obtained. If the length L2exceeds 8% of the developed tread width TWe, it becomes difficult to increase the contact of the blocks with the road surface and thereby improve the traction during straight running.

In each of the major groups21, two center blocks11aare disposed on each side of the tire equator C in order to relatively decrease the rigidity of the mass of the tied blocks near the tire equator C so that the mass is bent at the tire equator C and all of the blocks come into contact with the ground and thereby the braking performance can be further improved.

In this embodiment, as shown inFIG. 3, the center blocks11aare each formed in a substantially rectangular shape such that the maximum circumferential length ala is slightly larger than the maximum axial width W1a.

Preferably, the aspect ratio (L1a/W1a) is about 110 to 140% in order to provide the edges of the top surface with an axial component and a circumferential component well balancedly. In order to increase the lateral stiffness of the center block11a, it is preferable that the circumferential length of the center block11ais gradually increased toward the axially outside.

The tie bar15aextends from the block to block with a radial height H2aof about 10 to 30% of the depth D1of the sea area12, and a circumferential width W2aof about 70 to 90% of the maximum circumferential length ala of the center block11a. Therefore, the center blocks11asupport each other through the tie bars15ato increase their stiffness to improve the braking performance.

The minor groups22in this embodiment are minor central groups22A and minor shoulder groups22B.

The minor central groups22A in this embodiment are double-block minor central groups each consist of two center blocks11bwhose centroids G are within the center region CR and are disposed one on each side of the tire equator C as shown inFIG. 3. And the two center blocks11bare connected with the tie bar15bin order to improve the braking performance. Further, the two center blocks11bare circumferentially shifted from each other in order to improve the cornering performance.

In order to effectively bring out the above explained advantageous effects, the angle θ1bof a straight line Sb drawn between the centroids G of the two center blocks11bis preferably set in a range of not less than 15 degrees, more preferably not less than 20 degrees, but not more than 35 degrees, more preferably not more than 30 degrees with respect to the tire axial direction.

If the angle θ1bis less than 15 degrees, it becomes difficult to improve the cornering performance. If the angle θ1bis more than 35 degrees, it becomes difficult to improve the braking performance.

Further, the two center blocks11bare

an inside center block11bi, the centroid Gb of which is at a smaller axial distance L3afrom the tire equator C, and an outside center block11bo, the centroid Gb of which is at a larger axial distance L3bfrom the tire equator C which distance is more than the axial distance L3a.
Preferably, the axial distance L3ais about 1 to 4% of the developed tread width TWe, and the axial distance L3bis 5 to 15% of the developed tread width TWe.
As a result, the inside center blocks11bishow ability to improve the braking performance during straight running, and the outside center blocks11boshow ability to improve performance during cornering, therefore, the braking performance and cornering performance can be improved in a well balanced manner.
Due to such arrangement, it can be said that the minor central groups22A are staggered with respect to the tire equator C, therefore the minor central groups22Aa shifted rightward and the minor central groups22Ab shifted leftward are alternately arranged in the tire circumferential direction.

In this embodiment, as shown inFIG. 3, the inside center block11biand the outside center block11boare each formed in a rectangular shape similar to the center block11aof the major group21, and the maximum circumferential length L1bis slightly larger than the maximum axial width W1b.

Preferably, the aspect ratio (L1b/W1b) is about 110 to 140% in order to provide the edges of the top surface with an axial component and a circumferential component well balancedly. In this embodiment, as shown inFIG. 2, the circumferential width W2bof the tie bar15bconnecting between the inside center block11biand the outside center block11bois smaller than that of the tie bar15ain the major group21in order that the mass of the tied blocks11bican be bent in some degree to effectively improve the braking performance and cornering performance and to enhance self ejection of mud entered between the blocks11bi.
For that propose, it is preferable that the radial height of the tie bar15bis about 10 to 30% of the depth D1of the sea area12, and the circumferential width W2bof the tie bar15bis about 30 to 50% of the maximum circumferential length L1bof the center block11b.

The above-mentioned minor shoulder groups22B each consist of blocks11whose centroid G is within one of the shoulder regions SH.

In this embodiment, the minor shoulder groups22B are

double-block minor shoulder groups25consisting of two blocks11and

triple-block minor shoulder groups26consisting of three blocks11.

with respect to the tire equator C,

the double-block minor shoulder groups25are staggered and also the triple-block minor shoulder groups26are staggered.

As a result, on each side of the tire equator C, the double-block minor shoulder groups25and the triple-block minor shoulder groups26are alternately arranged in the circumferential direction.

The double-block minor shoulder group25consists of a shoulder block11cdisposed at the tread edge and a middle block11ddisposed axially inside the shoulder block11c. The shoulder block11cand the middle block11dare connected with the tie bar15c.

In this example, as shown inFIG. 4, the shoulder block11cis formed in a substantially rectangular shape in which the maximum circumferential length L1cis more than the maximum axial width W1c.

Preferably, the aspect ratio (L1c/W1c) is about 150 to 170% in order to improve the cornering performance.

Further, in order to increase the lateral stiffness of the shoulder block11c, it is preferable that the circumferential length of the shoulder block11cis gradually increased toward the axially outside.

As shown inFIG. 3, the middle block11dis formed in a substantially rectangular shape and in this example, the maximum circumferential length L1dis slightly larger than the maximum axial width W1d.

Preferably, the aspect ratio (L1d/W1d) is about 110 to 140% in order to improve the cornering performance and traction performance in a well balanced manner.

Further, in order to increase the lateral stiffness of the middle block11d, it is preferable that the circumferential length of the middle block11dis gradually increased toward the axially outside.

In this embodiment, as shown inFIG. 4, the middle block11dis circumferentially shifted from the shoulder block11cso that the effective circumferential component of the edges of the shoulder block11cand the middle block11dis increased, and thereby the cornering performance can be improved.

In order to effectively derive the above explained advantageous effect, the angle θ1cof a straight line Sc drawn between the centroids G of the shoulder block11cand the middle block11dis preferably set in a range of not less than 30 degrees, more preferably not less than 35 degrees, but not more than 50 degrees, more preferably not more than 45 degrees with respect to the tire axial direction.
If the angle θ1cis less than 30 degrees, it becomes difficult to improve the cornering performance. If the angle θ1cexceeds 50 degrees, it becomes difficult to improve the braking performance.

It is preferable that the middle block11dof the double-block minor shoulder group25is arranged axially adjacently to and circumferentially shifted from the outside center block11boof one of the minor central groups22A, and the angle θ1dof a straight line Sd drawn between the centroids G of the middle block11dand the outside center block11bois set in a range of not less than 25 degrees, more preferably not less than 30 degrees, but not more than 45 degrees, more preferably not more than 40 degrees with respect to the tire axial direction in order to improve the cornering performance. If the angle θ1dis less than 25 degrees or the angle θ1dexceeds 45 degrees, it becomes difficult to improve the cornering performance.

Preferably, the radial height of the tie bar15cis about 10 to 30% of the depth D1of the sea area12and

the circumferential width W2cthereof is about 45 to 65% of the maximum circumferential length L1cof the shoulder block11cin order to increase the stiffness of the double-block minor shoulder group25and thereby improve the cornering performance.

The triple-block minor shoulder group26consists of two circumferentially adjacent shoulder blocks11edisposed at the tread edge and one middle block11fdisposed axially inside the two shoulder blocks11e, and the tree blocks11eare connected with a single tie bar15d.

The two shoulder blocks11eare each formed in a rectangular shape similar to the shoulder block11cin the double-block minor shoulder group25and the maximum circumferential length file is more than the maximum axial width w/e.

Preferably, the aspect ratio (L1e/W1e) is about 150 to 170% in order to improve the cornering performance and traction performance well balancedly.

As shown inFIG. 3, the middle block11fis formed in a substantially rectangle, and the maximum circumferential length L1fis slightly larger than the maximum axial width W1f. Preferably, the aspect ratio (L1f/W1f) is about 110 to 140% in order to improve the cornering performance and the traction performance during cornering well balancedly.

As shown inFIG. 4, the middle block11fis disposed between the two shoulder blocks11e.

The angle θ1eof a straight line Se drawn from the centroid G of the middle block11fto the centroid G of each shoulder block11eis preferably set in a range of not less than 30 degrees, more preferably not less than 35 degrees, but not more than 50 degrees, more preferably not more than 45 degrees with respect to the tire axial direction.
Therefore, in cooperation with the two shoulder blocks11e, the middle block11fcan improve the cornering performance.
If the angle θ1eis less than 30 degrees or the angle θ1eexceeds 50 degrees, it becomes difficult to improve the cornering performance.

It is preferable that, in the tire axial direction, the middle block11fof the triple-block minor shoulder group26is arranged in line with the inside center block11biof one of the minor central groups22A, and

the angle θ1fof a straight line Sf drawn between the centroids G of the middle block11fand the inside center block11biis not more than 10 degrees, more preferably not more than 5 degrees, most preferably 0 degrees with respect to the tire axial direction in order to improve the braking performance.

In the case of the triple-block minor shoulder group26, the tie bar15dis, in its plan view, formed in a substantially triangular shape to connect two shoulder blocks11eand one middle block11fby one tie bar15d.

Preferably, the radial height of the tie bar15dis about 10 to 30% of the depth D1of the sea area12in order to increase the stiffness of the triple-block minor shoulder group26and thereby improve the cornering performance and traction performance.

In this embodiment, as shown inFIG. 2, the blocks11further include solo blocks28in addition to the above-mentioned various groups of the tied blocks.

For example, on each side of the tire equator, the solo blocks28are each disposed between a combination of circumferentially adjacent one double-block minor shoulder group25and one triple-block minor shoulder group26, and the next combination so as to come close to the inside center blocks11biof one of the minor central groups22A in order to improve the cornering performance.

In this embodiment, as shown inFIG. 1andFIG. 2, the top surface11vof each block11is provided with an independent indentation13so as to include the centroid G therein. In the plan view of the block11, the area of the indentation13is preferably set in a range of about 8 to 18% of the gross area of the top surface, and the depth D2of the indentation13is preferably set in a range of about 1 to 3 mm in order to increase the edges and the suppleness of the block11and thereby improve the road grip performance.

In this embodiment, in order to increase the contact of the blocks11with the road surface, the sea bottom12bis provided with grooves14to enable the tread portion2to be deformed locally when coming into contact with the road surface. In this embodiment, as shown inFIG. 2, the grooves14are disposed near the quad-block major groups21and the triple-block minor groups26so as to prolong the ground contacting time of each of the major groups and the relatively large triple-block groups, in other words, to enable the tied blocks in each group to be contact with the ground together for a long time as far as possible. InFIG. 2, the groove14having a relatively larger axial dimension and centered on the tire equator is disposed adjacently to each of the main groups on one side thereof in the tire circumferential direction, and the groove14having a relatively smaller axial dimension is disposed off-center and adjacently to the main group on the other side thereof in the tire circumferential direction.

In this embodiment, the sizes of the blocks11whose centroids are disposed in the shoulder regions SH are formed slightly larger than the sizes of the blocks11whose centroids are disposed in the center region CR, but the variation of the size is limited under 50%. More specifically, the top surface's gross area TAmax of the largest block and the top surface's gross area TAmin of the smallest block are: (TAmax−Tamin)/Tamin<0.5

Further, each of the major groups21as an assemblage of the four blocks and tie bars15aextends across the entire width of the center region CR, and

each of the triple-block minor groups26as an assemblage of the three blocks and single triangular tie bar15dextends across the entire width of the shoulder region SH.

The solo blocks28are disposed in only the shoulder regions SH. The center region CR is not provided with a solo block but the tied blocks.

FIG. 5(a)show another embodiment of the present invention. In this embodiment, the blocks11include the major groups21arranged in the same way as the former embodiment. Between every two of the major groups21, two triple-block minor shoulder groups26are respectively disposed at the tread edges and further, one independent block is disposed on the tire equator. The two triple-block minor shoulder groups26and the one independent block are disposed at the substantially same circumferential position which is the midpoint between the two adjacent major groups21. The independent block has such a shape that the above-mentioned two center blocks11bof the minor central group22A are directly connected with each other into one.

Comparison Tests

Test tires having the internal structure shown inFIG. 1and blocks whose specifications are shown in Table 1 were experimentally manufactured and tested.

In the test, 450 cc motorcycle provided on the front and rear wheels with test tires (tire pressure: front=rear=80 kPa) was run on a rough terrain for tire testing, and the test rider evaluated the contact of the blocks with the road surface, braking performance and cornering performance (cornering grip, slide controllability).

The test results are shown in Table 1 by an index based on Embodiment tire Ex.1 being 100, wherein the larger the index number, the better the performance.

common specifications are as follows.

From the test results, it was confirmed that, according to the invention, the cornering performance and braking performance can be improved effectively.