JP2011168221A - Tire - Google Patents

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JP2011168221A
JP2011168221A JP2010035309A JP2010035309A JP2011168221A JP 2011168221 A JP2011168221 A JP 2011168221A JP 2010035309 A JP2010035309 A JP 2010035309A JP 2010035309 A JP2010035309 A JP 2010035309A JP 2011168221 A JP2011168221 A JP 2011168221A
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groove
lug
tire
lug groove
width
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JP5529578B2 (en
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Koyo Kiwaki
幸洋 木脇
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Bridgestone Corp
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Bridgestone Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire capable of compatibly achieving driving performance and drainage property, when a lug groove is formed. <P>SOLUTION: This pneumatic tire 1 includes at least a land part 10 formed by the lug groove 100A extending toward the tread width direction TW outside. The land part 10 includes a first land part including a groove wall 10a to form the lug groove 100A, and a second land part including a groove wall 10b to form the lug groove 100A. The groove walls 10a and 10b meander along the tread width direction TW in a tread surface view. A groove width of the lug groove 100A is changed at a prescribed repeated period along an extended direction S of the lug groove 100A. The lug groove 100A includes a wide groove part 110 where the groove width orthogonal to the extended direction S of the lug groove 100A is a prescribed width, and a narrow groove part 120 continuous to the wide groove part 110 and narrower than the prescribed width. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

本発明は、トレッド幅方向外側に向かって延びるラグ溝によって形成された陸部を少なくとも備えたタイヤに関する。   The present invention relates to a tire including at least a land portion formed by a lug groove extending outward in the tread width direction.

従来、乗用自動車などに装着される空気入りタイヤ（以下、タイヤ）では、駆動性能を向上させるため、タイヤが路面を引っ掻く効果（いわゆる、エッジ効果）を増大させる様々な方法が用いられている。   2. Description of the Related Art Conventionally, in a pneumatic tire (hereinafter referred to as a tire) mounted on a passenger car or the like, various methods for increasing the effect of the tire scratching the road surface (so-called edge effect) are used in order to improve driving performance.

例えば、タイヤ周方向に沿って延びる主溝に交差するラグ溝が設けられたタイヤが知られている（例えば、特許文献１参照）。このタイヤでは、ラグ溝により区画された陸部の踏込側溝壁及び蹴出側溝壁をトレッド踏面に対してそれぞれ異なる角度で傾斜させている。これにより、駆動時におけるエッジ効果をそれぞれ確保し、駆動性能を向上できる。   For example, a tire provided with a lug groove that intersects with a main groove extending along the tire circumferential direction is known (see, for example, Patent Document 1). In this tire, the step-side groove wall and the kick-side groove wall of the land section defined by the lug grooves are inclined at different angles with respect to the tread surface. Thereby, the edge effect at the time of driving can be ensured and driving performance can be improved.

特開平１１−９１３１３号公報（第１，２頁、第２図）Japanese Patent Laid-Open No. 11-91313 (pages 1, 2 and 2)

しかしながら、上述した従来のタイヤには、次のような問題があった。すなわち、エッジ効果を増大させるために、トレッド面視においてラグ溝がタイヤ赤道線に直交する直交線に沿っている場合、ウエット路面において、路面とトレッドとの間に入り込んだ水が流れにくく、排水性が低下する問題がある。   However, the conventional tire described above has the following problems. That is, in order to increase the edge effect, when the lug groove is along the orthogonal line orthogonal to the tire equator line in the tread surface view, the water entering between the road surface and the tread is difficult to flow on the wet road surface. There is a problem that the performance decreases.

一方、排水性を確保するために、ラグ溝を直交線に対して傾斜させた場合、エッジ効果が低減し、駆動性能が低下する別の問題が惹起する。   On the other hand, when the lug groove is inclined with respect to the orthogonal line in order to ensure drainage, another problem arises that the edge effect is reduced and the driving performance is lowered.

そこで、本発明は、ラグ溝が形成される場合において、駆動性能及び排水性を両立できるタイヤの提供を目的とする。   Therefore, an object of the present invention is to provide a tire that can achieve both driving performance and drainage when a lug groove is formed.

上述した課題を解決するため、本発明は、次のような特徴を有している。まず、本発明の第１の特徴は、トレッド幅方向（トレッド幅方向ＴＷ）外側に向かって延びるラグ溝（例えば、ラグ溝１００Ａ，１００Ｂ）によって形成された陸部（例えば、陸部１０）を少なくとも備え、前記陸部は、前記ラグ溝を形成する第１溝壁（溝壁１０ａ）を有する第１陸部と、前記ラグ溝を形成する第２溝壁（溝壁１０ｂ）を有する第２陸部とを備えたタイヤ（例えば、空気入りタイヤ１）であって、前記第１溝壁及び前記第２溝壁は、トレッド面視において、前記ラグ溝の延在方向（延在方向Ｓ）に沿って蛇行し、前記ラグ溝の溝幅は、前記ラグ溝の延在方向に沿って所定の繰り返し周期で変化し、前記ラグ溝は、前記ラグ溝の延在方向に直交する溝幅が所定の幅である幅広溝部（幅広溝部１１０）と、前記幅広溝部に連続し、前記所定の幅よりも狭い幅狭溝部（幅狭溝部１２０）とを含むことを要旨とする。   In order to solve the above-described problems, the present invention has the following features. First, the first feature of the present invention is that a land portion (for example, land portion 10) formed by lug grooves (for example, lug grooves 100A and 100B) extending outward in the tread width direction (tread width direction TW) is used. The land portion includes at least a first land portion having a first groove wall (groove wall 10a) forming the lug groove and a second groove wall (groove wall 10b) forming the lug groove. The tire includes a land portion (for example, a pneumatic tire 1), and the first groove wall and the second groove wall are extending in the lug groove (extending direction S) in a tread surface view. The groove width of the lug groove changes at a predetermined repetition cycle along the extending direction of the lug groove, and the lug groove has a groove width orthogonal to the extending direction of the lug groove. A wide groove portion (wide groove portion 110) having a predetermined width and the wide groove portion. And summarized in that comprises a narrow width narrower groove than the predetermined width (narrow groove 120).

かかる特徴によれば、第１溝壁及び第２溝壁は、トレッド面視において、ラグ溝の延在方向に沿って蛇行する。つまり、ラグ溝は、幅広溝部と幅狭溝部とを含む。これによれば、ラグ溝内では、第１溝壁及び第２溝壁の蛇行に沿った水の流れが発生する。すなわち、ラグ溝内では、第１溝壁及び第２溝壁に沿った水の流れが発生する。   According to this feature, the first groove wall and the second groove wall meander along the extending direction of the lug groove in the tread surface view. That is, the lug groove includes a wide groove portion and a narrow groove portion. According to this, in the lug groove, the flow of water along the meandering of the first groove wall and the second groove wall is generated. That is, the flow of water along the first groove wall and the second groove wall is generated in the lug groove.

具体的には、ラグ溝内を流れる水は、所定の周期で脈動し、幅広溝部を通過後、ラグ溝の溝幅の減少に伴い、幅広溝部から幅狭溝部に向かって第１溝壁及び第２溝壁に沿った流線の延長線方向へ排水される。従って、路面とトレッドとの間に入り込んだ水を排水する排水性を向上できる。   Specifically, the water flowing in the lug groove pulsates at a predetermined cycle, and after passing through the wide groove portion, the first groove wall and the narrow groove portion from the wide groove portion toward the narrow groove portion as the groove width of the lug groove decreases. It drains in the direction of the extension of the streamline along the second groove wall. Therefore, the drainage property which drains the water which entered between the road surface and the tread can be improved.

また、第１溝壁及び第２溝壁は、ラグ溝の延在方向に沿って蛇行することに伴い、タイヤ赤道線に対する角度が大きくなる部分が形成される。このため、積雪路面での駆動時及び制動時において、ラグ溝に入り込んだ雪がラグ溝内で滑りにくくなり、当該雪がラグ溝内で滑ってしまうことによる駆動性能（駆動力）及び制動性能（制動力）の低下を抑制できる。また、上記角度が大きくなる部分において、駆動時及び制動時におけるエッジ効果をも確保できる。   In addition, the first groove wall and the second groove wall are formed with a portion where the angle with respect to the tire equator line increases as the meandering along the extending direction of the lug groove. For this reason, during driving and braking on a snowy road surface, the snow that has entered the lug groove is less likely to slip in the lug groove, and the driving performance (driving force) and braking performance (control) due to the snow sliding in the lug groove. Power) can be suppressed. Further, the edge effect at the time of driving and braking can be ensured in the portion where the angle becomes large.

本発明の第２の特徴は、本発明の第１の特徴に係り、前記ラグ溝は、トレッド面視において、タイヤ赤道線（タイヤ赤道線ＣＬ）に対して所定角度で傾斜することを要旨とする。   The second feature of the present invention is related to the first feature of the present invention, wherein the lug groove is inclined at a predetermined angle with respect to a tire equator line (tire equator line CL) in a tread surface view. To do.

本発明の第３の特徴は、本発明の第１または２の特徴に係り、前記ラグ溝は、タイヤ赤道線側に位置する赤道側端（赤道側端１０２）と、トレッド幅方向外側に位置する外側端（外側端１０３）とを含み、前記赤道側端は、前記幅狭溝部によって構成されることを要旨とする。   A third feature of the present invention relates to the first or second feature of the present invention, wherein the lug groove is positioned on the equator side end (equator side end 102) on the tire equator line side and on the outer side in the tread width direction. The outer end (outer end 103) is included, and the equator side end is constituted by the narrow groove portion.

本発明の第４の特徴は、本発明の第３の特徴に係り、前記赤道側端寄りに位置する前記幅広溝部（例えば、幅広溝部１１０Ａ）は、前記外側端寄りに位置する前記幅広溝部よりも狭く、前記赤道側端寄りに位置する前記幅狭溝部（例えば、幅狭溝部１２０Ａ）は、前記外側端寄りに位置する前記幅狭溝部よりも狭いことを要旨とする。   A fourth feature of the present invention relates to the third feature of the present invention, wherein the wide groove portion (for example, the wide groove portion 110A) located near the equator side end is more than the wide groove portion located near the outer end. The narrow groove portion (for example, the narrow groove portion 120A) located near the equator side end is narrower than the narrow groove portion located near the outer end.

本発明の第５の特徴は、本発明の第１乃至４の特徴に係り、前記ラグ溝は、タイヤ赤道線に対して非対称に配置されることを要旨とする。   A fifth feature of the present invention relates to the first to fourth features of the present invention, and is summarized in that the lug groove is disposed asymmetrically with respect to the tire equator line.

本発明の第６の特徴は、本発明の第１乃至５の特徴に係り、タイヤ周方向に沿って延びる主溝（例えば、主溝５０）がさらに形成され、前記ラグ溝は、前記主溝から離れた位置からトレッド幅方向外側に延びることを要旨とする。   A sixth feature of the present invention relates to the first to fifth features of the present invention, wherein a main groove (for example, a main groove 50) extending along the tire circumferential direction is further formed, and the lug groove is formed of the main groove. It extends from the position away from the outer side in the tread width direction.

本発明の第７の特徴は、本発明の第１乃至５の特徴に係り、タイヤ周方向に沿って延びる主溝がさらに形成され、前記ラグ溝は、前記主溝に開口することを要旨とする。   A seventh feature of the present invention relates to the first to fifth features of the present invention, in which a main groove extending along the tire circumferential direction is further formed, and the lug groove opens into the main groove. To do.

本発明の第８の特徴は、本発明の第１乃至７の特徴に係り、前記幅広溝部及び前記幅狭溝部は、トレッド面視において、連続した曲線によって構成されることを要旨とする。   An eighth feature of the present invention relates to the first to seventh features of the present invention, and is summarized in that the wide groove portion and the narrow groove portion are configured by continuous curves in a tread surface view.

本発明の第９の特徴は、本発明の第１乃至８の特徴に係り、前記幅広溝部の溝幅をＬ１とし、前記幅狭溝部の溝幅をＬ２とした場合、０．３Ｌ１≦Ｌ２≦０．８Ｌ１の関係を満たすことを要旨とする。   A ninth feature of the present invention relates to the first to eighth features of the present invention. When the groove width of the wide groove portion is L1, and the groove width of the narrow groove portion is L2, 0.3L1 ≦ L2 ≦ The gist is to satisfy the relationship of 0.8L1.

本発明の第１０の特徴は、本発明の第１乃至９の特徴に係り、トレッド面視において、前記タイヤに形成される溝の総面積をＳ１とし、前記ラグ溝のみの総面積をＳ２とした場合、０．６≦Ｓ２／Ｓ１≦１の関係を満たすことを要旨とする。   A tenth feature of the present invention is related to the first to ninth features of the present invention, wherein in the tread surface view, the total area of grooves formed in the tire is S1, and the total area of only the lug grooves is S2. In this case, the gist is to satisfy the relationship of 0.6 ≦ S2 / S1 ≦ 1.

本発明の特徴によれば、ラグ溝が形成される場合において、駆動性能及び排水性を両立できるタイヤを提供することができる。   According to the characteristics of the present invention, when a lug groove is formed, it is possible to provide a tire that can achieve both driving performance and drainage.

図１は、第１実施形態に係る空気入りタイヤ１の一部を示す斜視図である。FIG. 1 is a perspective view showing a part of a pneumatic tire 1 according to the first embodiment. 図２は、第１実施形態に係る空気入りタイヤ１のトレッドパターンを示す展開図である。FIG. 2 is a development view showing a tread pattern of the pneumatic tire 1 according to the first embodiment. 図３は、第１実施形態に係る空気入りタイヤ１に形成されたラグ溝１００Ａを示す拡大展開図である。FIG. 3 is an enlarged development view showing a lug groove 100A formed in the pneumatic tire 1 according to the first embodiment. 図４は、第２実施形態に係る空気入りタイヤ２のトレッドパターンを示す展開図である。FIG. 4 is a development view showing a tread pattern of the pneumatic tire 2 according to the second embodiment. 図５は、第２実施形態に係る空気入りタイヤ２に形成されたラグ溝２００Ａを示す拡大展開図である。FIG. 5 is an enlarged development view showing a lug groove 200A formed in the pneumatic tire 2 according to the second embodiment. 図６は、第３実施形態に係る空気入りタイヤ３の一部を示す斜視図である。FIG. 6 is a perspective view showing a part of the pneumatic tire 3 according to the third embodiment. 図７は、第３実施形態に係る空気入りタイヤ３の一部を示す断面図（図６のＡ−Ａ’断面図）である。FIG. 7 is a cross-sectional view (a cross-sectional view taken along line A-A ′ in FIG. 6) showing a part of the pneumatic tire 3 according to the third embodiment. 図８（ａ）は、比較例１に係る空気入りタイヤ５００Ａのトレッドパターンを示す展開図である。図８（ｂ）は、比較例２に係る空気入りタイヤ５００Ｂのトレッドパターンを示す展開図である。FIG. 8A is a development view showing a tread pattern of a pneumatic tire 500A according to Comparative Example 1. FIG. FIG. 8B is a development view showing a tread pattern of the pneumatic tire 500B according to Comparative Example 2.

次に、本発明に係る空気入りタイヤの実施形態について、図面を参照しながら説明する。具体的には、（１）第１実施形態、（２）第２実施形態、（３）第３実施形態、（４）比較評価、（５）その他の実施形態について説明する。   Next, an embodiment of a pneumatic tire according to the present invention will be described with reference to the drawings. Specifically, (1) the first embodiment, (2) the second embodiment, (3) the third embodiment, (4) comparative evaluation, and (5) other embodiments will be described.

なお、以下の図面の記載において、同一または類似の部分には、同一または類似の符号を付している。ただし、図面は模式的なものであり、各寸法の比率などは現実のものとは異なることに留意すべきである。   In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals. However, it should be noted that the drawings are schematic and ratios of dimensions and the like are different from actual ones.

したがって、具体的な寸法などは以下の説明を参酌して判断すべきものである。また、図面相互間においても互いの寸法の関係や比率が異なる部分が含まれていることは勿論である。   Accordingly, specific dimensions and the like should be determined in consideration of the following description. Moreover, it is a matter of course that portions having different dimensional relationships and ratios are included between the drawings.

（１）第１実施形態
以下において、（１．１）空気入りタイヤの構成、（１．２）ラグ溝の詳細構成、（１．３）作用・効果について順に説明する。 (1) First Embodiment Hereinafter, (1.1) a configuration of a pneumatic tire, (1.2) a detailed configuration of a lug groove, and (1.3) actions and effects will be described in order.

（１．１）空気入りタイヤの構成
まず、第１実施形態に係る空気入りタイヤ１について、図面を参照しながら説明する。図１は、第１実施形態に係る空気入りタイヤ１の一部を示す斜視図である。図２は、第１実施形態に係る空気入りタイヤ１のトレッドパターンを示す展開図である。 (1.1) Configuration of Pneumatic Tire First, the pneumatic tire 1 according to the first embodiment will be described with reference to the drawings. FIG. 1 is a perspective view showing a part of a pneumatic tire 1 according to the first embodiment. FIG. 2 is a development view showing a tread pattern of the pneumatic tire 1 according to the first embodiment.

図１及び図２に示すように、空気入りタイヤ１は、路面と接する陸部１０及び陸部２０を備える。また、空気入りタイヤ１は、陸部１０と陸部２０との間にタイヤ周方向ＴＣに沿って延び、タイヤ赤道線ＣＬに位置する主溝５０を備える。すなわち、陸部１０，２０は、主溝５０によってタイヤ赤道線ＣＬに対して左右両側に形成されている。   As shown in FIG.1 and FIG.2, the pneumatic tire 1 is provided with the land part 10 and the land part 20 which contact | connect a road surface. The pneumatic tire 1 includes a main groove 50 that extends along the tire circumferential direction TC between the land portion 10 and the land portion 20 and is positioned on the tire equator line CL. That is, the land portions 10 and 20 are formed on the left and right sides of the tire equator line CL by the main groove 50.

陸部１０には、トレッド幅方向ＴＷ外側に向かって延びるラグ溝１００Ａが複数形成される。なお、ラグ溝１００Ａは、主溝５０から離れた位置からトレッド幅方向ＴＷ外側に延びている。すなわち、ラグ溝１００Ａ（後述する赤道側端１０２）は、陸部１０内で終端している。   A plurality of lug grooves 100A extending toward the outer side of the tread width direction TW are formed in the land portion 10. Note that the lug groove 100 </ b> A extends outward from the position away from the main groove 50 in the tread width direction TW. That is, the lug groove 100 </ b> A (an equatorial side end 102 to be described later) terminates in the land portion 10.

陸部１０は、ラグ溝１００Ａの一方の壁面（図面では下方）を形成する溝壁１０ａと、溝壁１０ａに対向し、ラグ溝１００Ａの他方の壁面（図面では上方）を形成する溝壁１０ｂとを有する。   The land portion 10 includes a groove wall 10a that forms one wall surface (downward in the drawing) of the lug groove 100A, and a groove wall 10b that faces the groove wall 10a and forms the other wall surface (upward in the drawing) of the lug groove 100A. And have.

一方、陸部２０には、ラグ溝１００Ａと同様に、トレッド幅方向ＴＷ外側に向かって延びるラグ溝１００Ｂが複数形成される。陸部２０は、ラグ溝１００Ｂの一方の壁面（図面では下方）を形成する溝壁２０ａと、ラグ溝１００Ｂの他方の壁面（図面では上方）を形成する溝壁２０ｂとを有する。   On the other hand, a plurality of lug grooves 100B extending toward the outer side in the tread width direction TW are formed in the land portion 20 similarly to the lug grooves 100A. The land portion 20 has a groove wall 20a that forms one wall surface (downward in the drawing) of the lug groove 100B and a groove wall 20b that forms the other wall surface (upward in the drawing) of the lug groove 100B.

（１．２）ラグ溝の詳細構成
次に、上述したラグ溝１００Ａ，１００Ｂの詳細構成について、図１〜図３を参照しながら説明する。図３は、第１実施形態に係る空気入りタイヤ１に形成されたラグ溝１００Ａを示す拡大展開図である。なお、ラグ溝１００Ａ，１００Ｂの構成はほぼ同様の構成であるため、ラグ溝１００Ａを主に説明する。 (1.2) Detailed Configuration of Lug Groove Next, the detailed configuration of the lug grooves 100A and 100B described above will be described with reference to FIGS. FIG. 3 is an enlarged development view showing a lug groove 100A formed in the pneumatic tire 1 according to the first embodiment. Since the lug grooves 100A and 100B have substantially the same configuration, the lug groove 100A will be mainly described.

図１〜図３に示すように、ラグ溝１００Ａは、トレッド面視において、タイヤ赤道線ＣＬに対して傾斜する。具体的には、トレッドセンター部Ｃにおけるラグ溝１００Ａ（後述する幅狭溝部１２０Ａ）の中心線ＤＣＬは、タイヤ赤道線ＣＬ（平行線Ｌ）に対して所定角度（図２のθ１、例えば４５度）で傾斜する。また、トレッドショルダー部Ｓにおけるラグ溝１００Ａ（後述する幅狭溝部１２０Ｂ）の中心線ＤＣＬは、タイヤ赤道線ＣＬ（平行線Ｌ）に対して所定角度（θ１）よりも大きい角度（図２のθ２、例えば８０度）で傾斜する。なお、中心線ＤＣＬとは、ラグ溝１００Ａの延在方向Ｓに沿うとともに、ラグ溝１００Ａの延在方向Ｓに直交する幅の中心を通る線である。   As shown in FIGS. 1 to 3, the lug groove 100 </ b> A is inclined with respect to the tire equator line CL in the tread surface view. Specifically, the center line DCL of the lug groove 100A (the narrow groove part 120A described later) in the tread center part C is a predetermined angle (θ1 in FIG. 2, for example, 45 degrees) with respect to the tire equator line CL (parallel line L). ) To tilt. Further, the center line DCL of the lug groove 100A (the narrow groove part 120B described later) in the tread shoulder part S is an angle larger than a predetermined angle (θ1) with respect to the tire equator line CL (parallel line L) (θ2 in FIG. 2). , For example, 80 degrees). The center line DCL is a line along the extending direction S of the lug groove 100A and passing through the center of the width orthogonal to the extending direction S of the lug groove 100A.

ラグ溝１００Ａは、陸部１０の溝壁１０ａ，１０ｂにより形成される。溝壁１０ａ，１０ｂは、トレッド面視において、ラグ溝１００Ａの延在方向Ｓ（トレッド幅方向ＴＷ）に沿って蛇行する。溝壁１０ａ，１０ｂは、ラグ溝１００Ａの延在方向Ｓに沿って振幅を有する。   The lug groove 100 </ b> A is formed by the groove walls 10 a and 10 b of the land portion 10. The groove walls 10a and 10b meander along the extending direction S (tread width direction TW) of the lug groove 100A in the tread surface view. The groove walls 10a and 10b have an amplitude along the extending direction S of the lug groove 100A.

つまり、ラグ溝１００Ａは、トレッド幅方向ＴＷ外側に向かって所定の繰り返し周期で変化する溝幅を有する。なお、ラグ溝１００Ａの溝幅は、ラグ溝１００Ａの延在方向Ｓに直交し、かつ溝壁１０ａ上の任意の点から溝壁１０ｂまでの距離を示す。   That is, the lug groove 100A has a groove width that changes at a predetermined repetition period toward the outer side of the tread width direction TW. The groove width of the lug groove 100A is perpendicular to the extending direction S of the lug groove 100A and indicates the distance from an arbitrary point on the groove wall 10a to the groove wall 10b.

ラグ溝１００Ａの溝幅が所定周期で変化することにより、溝壁１０ａ，１０ｂは、トレッド面視において、延在方向Ｓに沿って周期で変化する。なお、溝壁１０ａ，１０ｂは、延在方向Ｓに対してずれている。   When the groove width of the lug groove 100A changes at a predetermined period, the groove walls 10a and 10b change at a period along the extending direction S in the tread surface view. In addition, the groove walls 10a and 10b are shifted with respect to the extending direction S.

ラグ溝１００Ａは、底部１０１と、赤道側端１０２と、外側端１０３とを含む。底部１０１は、平滑状に形成される。赤道側端１０２は、ラグ溝１００Ａのうち、タイヤ赤道線ＣＬ側に位置する端部である。赤道側端１０２は、主溝５０に開口せずに、陸部１０，２０内で終結する。外側端１０３は、ラグ溝１００Ａのうち、トレッド幅方向ＴＷ外側に位置する端部である。   The lug groove 100 </ b> A includes a bottom portion 101, an equator side end 102, and an outer end 103. The bottom 101 is formed in a smooth shape. The equator-side end 102 is an end portion of the lug groove 100A that is located on the tire equator line CL side. The equator-side end 102 does not open in the main groove 50 and ends in the land portions 10 and 20. The outer end 103 is an end located on the outer side of the tread width direction TW in the lug groove 100A.

図３に示すように、ラグ溝１００Ａは、幅広溝部１１０と、幅狭溝部１２０とを含む。幅広溝部１１０は、ラグ溝１００Ａの溝幅が所定の幅である。第１実施形態では、幅広溝部１１０は、幅狭溝部１２０よりも広い。一方、幅狭溝部１２０は、幅広溝部１１０に連続し、ラグ溝１００Ａの溝幅が所定の幅よりも狭い、すなわち、幅広溝部１１０よりも狭い。   As shown in FIG. 3, the lug groove 100 </ b> A includes a wide groove part 110 and a narrow groove part 120. In the wide groove portion 110, the groove width of the lug groove 100A is a predetermined width. In the first embodiment, the wide groove portion 110 is wider than the narrow groove portion 120. On the other hand, the narrow groove portion 120 is continuous with the wide groove portion 110, and the groove width of the lug groove 100A is narrower than a predetermined width, that is, narrower than the wide groove portion 110.

幅広溝部１１０及び幅狭溝部１２０は、ラグ溝１００Ａの延在方向Ｓに対して交互に設けられる。また、幅広溝部１１０及び幅狭溝部１２０は、トレッド面視において、連続した曲線によって構成される。   The wide groove portions 110 and the narrow groove portions 120 are alternately provided in the extending direction S of the lug groove 100A. Moreover, the wide groove part 110 and the narrow groove part 120 are comprised by the continuous curve in the tread surface view.

上述した赤道側端１０２は、幅狭溝部１２０によって構成される。赤道側端１０２は、トレッド面視において、タイヤ赤道線ＣＬに向かうに連れて細くなる。一方、外側端１０３は、幅広溝部１１０によって構成される。外側端１０３は、ほぼ一定の幅でトレッド幅方向ＴＷ外側に向かう。   The equator-side end 102 described above is constituted by a narrow groove 120. The equator side end 102 becomes thinner as it goes toward the tire equator line CL in the tread surface view. On the other hand, the outer end 103 is constituted by the wide groove portion 110. The outer end 103 has a substantially constant width and faces outward in the tread width direction TW.

赤道側端１０２寄りに位置する幅広溝部１１０Ａは、外側端１０３寄りに位置する幅広溝部１１０Ｂよりも狭い。一方、赤道側端１０２寄りに位置する幅狭溝部１２０Ａは、外側端１０３寄りに位置する幅狭溝部１２０Ｂよりも狭い。   The wide groove portion 110 </ b> A located near the equator side end 102 is narrower than the wide groove portion 110 </ b> B located near the outer end 103. On the other hand, the narrow groove portion 120A located near the equator-side end 102 is narrower than the narrow groove portion 120B located near the outer end 103.

ここで、幅広溝部１１０の最大幅部分をWMAXとし、幅狭溝部１２０の最小幅部分をWMINとし、ラグ溝１００Ａの溝幅に平均長さをＡとした場合、（WMAX−WMIN）／Ａ≦０．２５の関係を満たすことが好ましい。また、幅狭溝部１２０の最小幅部分WMINと、幅広溝部１１０の最大幅部分WMAXとの比WMIN/ＷMAXは、３５％〜８５％の範囲であることが好ましい。 Here, when the maximum width portion of the wide groove portion 110 is W MAX , the minimum width portion of the narrow groove portion 120 is W MIN, and the average length is A as the groove width of the lug groove 100A, (W MAX −W MIN ) /A≦0.25 is preferably satisfied. Further, the ratio W MIN / W MAX between the minimum width portion W MIN of the narrow groove portion 120 and the maximum width portion W MAX of the wide groove portion 110 is preferably in the range of 35% to 85%.

このような幅広溝部１１０（例えば、幅広溝部１１０Ｂ）の溝幅をＬ１とし、幅狭溝部１２０（例えば、幅狭溝部１２０Ｂ）の溝幅をＬ２とした場合、０．３Ｌ１≦Ｌ２≦０．８Ｌ１の関係を満たす。また、トレッド面視において、空気入りタイヤ１に形成される溝（主溝５０及びラグ溝１００Ａ，１００Ｂ）の総面積をＳ１とし、ラグ溝１００Ａ，１００Ｂのみの総面積をＳ２とした場合、０．６≦Ｓ２／Ｓ１≦１の関係を満たす。   When the groove width of such a wide groove portion 110 (for example, the wide groove portion 110B) is L1, and the groove width of the narrow groove portion 120 (for example, the narrow groove portion 120B) is L2, 0.3L1 ≦ L2 ≦ 0.8L1. Satisfy the relationship. In addition, when the total area of the grooves (the main groove 50 and the lug grooves 100A and 100B) formed in the pneumatic tire 1 is S1, and the total area of only the lug grooves 100A and 100B is S2, the tread surface view is 0. .6 ≦ S2 / S1 ≦ 1 is satisfied.

ここで、ラグ溝１００Ａ，１００Ｂは、タイヤ赤道線ＣＬに対して非対称に配置される。つまり、ラグ溝１００Ａの構成は、ラグ溝１００Ｂの構成と同様であるが、ラグ溝１００Ａの周期と、ラグ溝１００Ｂの周期とは、半周期ずれている。   Here, the lug grooves 100A and 100B are disposed asymmetrically with respect to the tire equator line CL. That is, the configuration of the lug groove 100A is similar to the configuration of the lug groove 100B, but the cycle of the lug groove 100A and the cycle of the lug groove 100B are shifted by a half cycle.

（１．３）作用・効果
以下において、第１実施形態に係る空気入りタイヤ１の作用・効果について説明する。なお、陸部１０，２０（ラグ溝１００Ａ，１００Ｂ）の構成はほぼ同様であるため、陸部１０（ラグ溝１００Ａ）を例に説明する。 (1.3) Actions / Effects Hereinafter, actions / effects of the pneumatic tire 1 according to the first embodiment will be described. In addition, since the structure of the land parts 10 and 20 (lug groove 100A, 100B) is substantially the same, the land part 10 (lug groove 100A) is demonstrated to an example.

第１実施形態では、陸部１０の溝壁１０ａ，１０ｂは、トレッド面視において、ラグ溝１００Ａの延在方向Ｓに沿って蛇行する。つまり、ラグ溝１００Ａは、幅広溝部１１０と幅狭溝部１２０とを含む。これによれば、ラグ溝１００Ａ内では、溝壁１０ａ，１０ｂの蛇行に沿った水の流れが発生する。すなわち、ラグ溝１００Ａ内では、溝壁１０ａ，１０ｂに沿った水の流れである流線Ｓ10a及び流線S20aが発生する（図３参照）。 In the first embodiment, the groove walls 10a and 10b of the land portion 10 meander along the extending direction S of the lug groove 100A in the tread surface view. That is, the lug groove 100 </ b> A includes the wide groove portion 110 and the narrow groove portion 120. According to this, in the lug groove 100A, the flow of water along the meandering of the groove walls 10a and 10b is generated. That is, in the lug grooves 100A, the groove wall 10a, streamline S 10a and streamline S 20a is a flow of water along the 10b is generated (see FIG. 3).

具体的には、ラグ溝１００Ａ内を流れる水は、所定の周期で脈動し、幅広溝部１１０を通過後、ラグ溝１００Ａの溝幅の減少に伴い、幅広溝部１１０から幅狭溝部１２０に向かって溝壁１０ａ，１０ｂに沿った流線（流線Ｓ10a及び流線S20a）の延長線方向へ排水される。従って、路面とトレッドとの間に入り込んだ水を排水する排水性を向上できる。 Specifically, the water flowing in the lug groove 100A pulsates at a predetermined cycle, and after passing through the wide groove part 110, as the groove width of the lug groove 100A decreases, from the wide groove part 110 toward the narrow groove part 120. The water is drained in the direction of the extension of the streamlines (streamline S10a and streamline S20a ) along the groove walls 10a, 10b. Therefore, the drainage property which drains the water which entered between the road surface and the tread can be improved.

また、陸部１０の溝壁１０ａ，１０ｂは、トレッド幅方向ＴＷに沿って蛇行することに伴い、タイヤ赤道線ＣＬに対する角度が大きくなる部分（図３の二点鎖線ＴＬ内）が形成される。このため、積雪路面での駆動時及び制動時において、ラグ溝１００Ａに入り込んだ雪がラグ溝１００Ａ内で滑りにくくなり、当該雪がラグ溝１００Ａ内で滑ってしまうことによる駆動性能（駆動力）及び制動性能（制動力）の低下を抑制できる。また、上記角度が大きくなる部分（図３の二点鎖線ＴＬ内）において、駆動時及び制動時におけるエッジ効果をも確保できる。   Further, the groove walls 10a and 10b of the land portion 10 are formed with portions (inside the two-dot chain line TL in FIG. 3) where the angle with respect to the tire equator line CL increases as the meandering along the tread width direction TW occurs. . For this reason, during driving and braking on a snowy road surface, the snow that has entered the lug groove 100A is less likely to slip within the lug groove 100A, and the driving performance (driving force) and braking due to the snow slipping within the lug groove 100A. A decrease in performance (braking force) can be suppressed. Further, the edge effect at the time of driving and braking can be ensured in the portion where the angle becomes large (within the two-dot chain line TL in FIG. 3).

特に、ラグ溝１００Ａの溝幅は、ラグ溝１００Ａの延在方向Ｓに沿って所定の繰り返し周期で変化する、すなわち、ラグ溝１００Ａに含まれる幅広溝部１１０及び幅狭溝部１２０がラグ溝１００Ａの延在方向Ｓに対して交互に設けられることによって、駆動性能及び排水性を両立しやすくなる。   In particular, the groove width of the lug groove 100A changes at a predetermined repetition period along the extending direction S of the lug groove 100A, that is, the wide groove part 110 and the narrow groove part 120 included in the lug groove 100A are the same as the lug groove 100A. By providing alternately with respect to the extending direction S, it becomes easy to achieve both driving performance and drainage.

第１実施形態では、ラグ溝１００Ａは、トレッド面視において、タイヤ赤道線ＣＬに対して傾斜する。これによれば、ラグ溝１００Ａがタイヤ赤道線ＣＬに対して直交する場合と比べて、排水性の低下を抑制できる。また、タイヤ赤道線ＣＬに対する角度が大きくなる部分（図３の二点鎖線ＴＬ内）の面積が増大し、駆動性能が向上しやすくなる。つまり、駆動性能及び排水性を確実に両立できる。   In the first embodiment, the lug groove 100A is inclined with respect to the tire equator line CL in the tread surface view. According to this, compared with the case where the lug groove 100A is orthogonal to the tire equator line CL, it is possible to suppress a decrease in drainage. Further, the area of the portion (inside the two-dot chain line TL in FIG. 3) where the angle with respect to the tire equator line CL becomes large increases, and the driving performance is easily improved. That is, it is possible to reliably achieve both driving performance and drainage.

第１実施形態では、赤道側端１０２は、幅狭溝部１２０によって構成される。これによれば、赤道側端１０２が幅広溝部１１０によって構成される場合と比べて、タイヤ赤道線ＣＬ近傍の陸部１０の剛性を確保できる。このため、駆動性能及び排水性の両立に加えて、操縦安定性やバックリング（トレッドがタイヤ径方向内側に反り返る）の抑制にも寄与する。   In the first embodiment, the equator side end 102 is constituted by the narrow groove 120. According to this, the rigidity of the land portion 10 in the vicinity of the tire equator line CL can be ensured as compared with the case where the equator side end 102 is configured by the wide groove portion 110. For this reason, in addition to compatibility between driving performance and drainage, it also contributes to suppression of steering stability and buckling (the tread warps inward in the tire radial direction).

第１実施形態では、赤道側端１０２寄りに位置する幅広溝部１１０Ａは、外側端１０３寄りに位置する幅広溝部１１０Ｂよりも狭い。また、赤道側端１０２寄りに位置する幅狭溝部１２０Ａは、外側端１０３寄りに位置する幅狭溝部１２０Ｂよりも狭い。つまり、ラグ溝１００Ａの溝幅は、赤道側端１０２寄りから外側端１０３に向かって広がる。これによれば、幅広溝部１１０Ａ及び幅狭溝部１２０Ａにより排出する水を、さらに外側端１０３に向けて排出しやすくなる。   In the first embodiment, the wide groove portion 110 </ b> A located near the equator side end 102 is narrower than the wide groove portion 110 </ b> B located near the outer end 103. Further, the narrow groove portion 120 </ b> A located near the equator-side end 102 is narrower than the narrow groove portion 120 </ b> B located near the outer end 103. That is, the groove width of the lug groove 100 </ b> A increases from the equator side end 102 toward the outer end 103. According to this, the water discharged by the wide groove portion 110 </ b> A and the narrow groove portion 120 </ b> A can be easily discharged toward the outer end 103.

第１実施形態では、ラグ溝１００Ａは、タイヤ赤道線ＣＬに対して非対称に配置される。これによれば、ラグ溝１００Ａは、タイヤ赤道線ＣＬに対して対称である場合と比べて、空気入りタイヤ１の路面への踏込時及び蹴出時における陸部１０の剛性を確保できる。このため、駆動性能及び排水性の両立に加えて、操縦安定性やバックリング（トレッドがタイヤ径方向内側に反り返る）の抑制にも寄与する。   In the first embodiment, the lug groove 100A is disposed asymmetrically with respect to the tire equator line CL. According to this, compared with the case where the lug groove 100A is symmetrical with respect to the tire equator line CL, the rigidity of the land portion 10 can be ensured when the pneumatic tire 1 is stepped on the road surface and when it is kicked out. For this reason, in addition to compatibility between driving performance and drainage, it also contributes to suppression of steering stability and buckling (the tread warps inward in the tire radial direction).

第１実施形態では、陸部１０，２０との間に主溝５０が形成される。これによれば、路面とトレッドとの間に入り込んだ水を、タイヤ回転方向前方から後方にかけて排出しやすくなり、排水性が確実に向上する。   In the first embodiment, the main groove 50 is formed between the land portions 10 and 20. According to this, it becomes easy to discharge | release the water which entered between the road surface and the tread from the tire rotation direction front to back, and drainage performance improves reliably.

また、ラグ溝１００Ａは、主溝５０から離れた位置からトレッド幅方向ＴＷ外側に延びている。これによれば、タイヤ赤道線ＣＬ近傍の陸部１０の剛性がより確実に向上する。   Further, the lug groove 100 </ b> A extends outward from the position away from the main groove 50 in the tread width direction TW. According to this, the rigidity of the land portion 10 near the tire equator line CL is more reliably improved.

第１実施形態では、幅広溝部１１０及び幅狭溝部１２０は、トレッド面視において、連続した曲線によって構成される。これによれば、タイヤ赤道線ＣＬに対する角度が大きくなる部分（図３の二点鎖線ＴＬ内）を形成しやすくなり、駆動時におけるエッジ効果をより確実に確保できる。   In 1st Embodiment, the wide groove part 110 and the narrow groove part 120 are comprised by the continuous curve in the tread surface view. According to this, it becomes easy to form a portion (within the two-dot chain line TL in FIG. 3) where the angle with respect to the tire equator line CL is large, and the edge effect during driving can be ensured more reliably.

第１実施形態では、幅広溝部１１０（例えば、幅広溝部１１０Ａ）の溝幅をＬ１とし、幅狭溝部１２０（例えば、幅狭溝部１２０Ａ）の溝幅をＬ２とした場合、０．３Ｌ１≦Ｌ２≦０．８Ｌ１の関係を満たす。なお、Ｌ２が０．３Ｌ１よりも小さいと、ラグ溝１００Ａ内を流れる水が幅狭溝部１２０を通過しにくく、排水性を向上しにくくなる場合がある。一方、Ｌ２が０．８Ｌ１よりも大きいと、溝壁１０ａ，１０ｂの振幅が小さくなり過ぎ、ラグ溝１００Ａ内の水の流れを変化させにくくなる場合がある。   In the first embodiment, when the groove width of the wide groove portion 110 (for example, the wide groove portion 110A) is L1, and the groove width of the narrow groove portion 120 (for example, the narrow groove portion 120A) is L2, 0.3L1 ≦ L2 ≦ The relationship of 0.8L1 is satisfied. In addition, when L2 is smaller than 0.3L1, the water flowing through the lug groove 100A may not easily pass through the narrow groove portion 120, and it may be difficult to improve drainage. On the other hand, if L2 is larger than 0.8L1, the amplitude of the groove walls 10a and 10b becomes too small, and it may be difficult to change the flow of water in the lug groove 100A.

第１実施形態では、トレッド面視において、空気入りタイヤ１に形成される溝（主溝５０及びラグ溝１００Ａ，１００Ｂ）の総面積をＳ１とし、ラグ溝１００Ａ，１００Ｂのみの総面積をＳ２とした場合、０．６≦Ｓ２／Ｓ１≦１の関係を満たす。なお、Ｓ２／Ｓ１が０．６よりも小さいと、主溝５０に対するラグ溝１００Ａ，１００Ｂが多くなり過ぎ、陸部１０の剛性を確保しにくくなる場合がある。一方、Ｓ２／Ｓ１が１よりも小さいと、ラグ溝１００Ａ，１００Ｂに対する主溝５０が多くなり過ぎ、陸部１０の剛性を確保しにくくなる場合がある。   In the first embodiment, the total area of the grooves (main groove 50 and lug grooves 100A and 100B) formed in the pneumatic tire 1 in the tread surface view is S1, and the total area of only the lug grooves 100A and 100B is S2. In this case, the relationship of 0.6 ≦ S2 / S1 ≦ 1 is satisfied. If S2 / S1 is smaller than 0.6, there are too many lug grooves 100A and 100B with respect to the main groove 50, and it may be difficult to ensure the rigidity of the land portion 10. On the other hand, if S2 / S1 is smaller than 1, there are too many main grooves 50 for the lug grooves 100A and 100B, and it may be difficult to ensure the rigidity of the land portion 10.

第１実施形態では、（WMAX−WMIN）／ａ≦０．２５の関係を満たすことが好ましい。これによれば、（WMAX−WMIN）／ａ＞０．２５の場合と比べて、陸部１０の剛性を確保でき、駆動時におけるエッジ効果をより確実に確保できる。 In the first embodiment, it is preferable to satisfy the relationship (W MAX −W MIN ) /a≦0.25. According to this, as compared with the case of (W MAX −W MIN ) / a> 0.25, the rigidity of the land portion 10 can be ensured, and the edge effect during driving can be ensured more reliably.

第１実施形態では、幅狭溝部１２０の最小幅部分WMINと、幅広溝部１１０の最大幅部分WMAXとの比WMIN/ＷMAXは、３５％〜８５％の範囲であることが好ましい。これによれば、溝壁１０ａ，１０ｂに沿って流れる水は、最大幅部分WMAXを通過後、ラグ溝１００Ａの溝幅の減少に伴い、最小幅部分WMINで溝壁１０ａ，１０ｂに沿った流線の延長線方向へさらに排水されやすくなる。つまり、ラグ溝１００Ａ内を流れる水は、トレッド幅方向ＴＷ外側に向かいやすくなる。従って、排水性をより確実に向上できる。 In the first embodiment, the ratio W MIN / W MAX between the minimum width portion W MIN of the narrow groove portion 120 and the maximum width portion W MAX of the wide groove portion 110 is preferably in the range of 35% to 85%. According to this, the water flowing along the groove walls 10a, 10b after passing through the widest part W MAX, with decreasing the groove width of the lug grooves 100A, the groove wall 10a, along 10b by a minimum-width portion W MIN It becomes easier to drain in the direction of the extended line. That is, the water flowing in the lug groove 100A is likely to go outward in the tread width direction TW. Therefore, drainage can be improved more reliably.

なお、比WMIN/WMAXが３５％よりも小さいと、最小幅部分WMINで溝壁１０ａ，１０ｂに沿った水の流れと、タイヤ周方向ＴＣに沿った水の流れが過剰に集中してしまい、排水性の低下を抑制できない場合がある。一方、比WMIN/WMAXが８５％よりも大きいと、ラグ溝１００Ａ内の水は、脈動しにくく、排水性を向上しにくく場合がある。 When the ratio W MIN / W MAX is smaller than 35%, the water flow along the groove walls 10a and 10b and the water flow along the tire circumferential direction TC are excessively concentrated at the minimum width portion W MIN. In other words, the decline in drainage may not be suppressed. On the other hand, if the ratio W MIN / W MAX is greater than 85%, the water in the lug groove 100A is unlikely to pulsate and it may be difficult to improve drainage.

（２）第２実施形態
以下において、本発明に係る第２実施形態に係る空気入りタイヤ２について、図面を参照しながら説明する。なお、上述した第１実施形態に係る空気入りタイヤ１と同一部分には同一の符号を付して、相違する部分を主として説明する。具体的には、第２実施形態では、（２．１）ラグ溝の詳細構成、（２．２）作用・効果について説明する。 (2) Second Embodiment Hereinafter, a pneumatic tire 2 according to a second embodiment of the present invention will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected to the same part as the pneumatic tire 1 which concerns on 1st Embodiment mentioned above, and a different part is mainly demonstrated. Specifically, in the second embodiment, (2.1) Detailed configuration of lug groove and (2.2) operation / effect will be described.

ここで、上述した第１実施形態では、ラグ溝１００Ａ，１００Ｂは、主溝５０から離れた位置からトレッド幅方向ＴＷ外側に延びている。また、溝壁１０ａ，１０ｂは、延在方向Ｓに対してずれている。これに対して、第２実施形態では、空気入りタイヤ２のラグ溝２００Ａ，２００Ｂは、以下の構成である。   Here, in the first embodiment described above, the lug grooves 100 </ b> A and 100 </ b> B extend outward from the position away from the main groove 50 in the tread width direction TW. Further, the groove walls 10 a and 10 b are shifted with respect to the extending direction S. On the other hand, in 2nd Embodiment, the lug grooves 200A and 200B of the pneumatic tire 2 are the following structures.

（２．１）ラグ溝の詳細構成
まず、第２実施形態に係る空気入りタイヤ２に形成されたラグ溝２００Ａの詳細構成について、図面を参照しながら説明する。図４は、第２実施形態に係る空気入りタイヤ２のトレッドパターンを示す展開図である。図５は、第２実施形態に係る空気入りタイヤ２に形成されたラグ溝２００Ａを示す拡大展開図である。なお、ラグ溝２００Ａ，２００Ｂの構成はほぼ同様の構成であるため、ラグ溝２００Ａを主に説明する。 (2.1) Detailed Configuration of Lug Groove First, the detailed configuration of the lug groove 200A formed in the pneumatic tire 2 according to the second embodiment will be described with reference to the drawings. FIG. 4 is a development view showing a tread pattern of the pneumatic tire 2 according to the second embodiment. FIG. 5 is an enlarged development view showing a lug groove 200A formed in the pneumatic tire 2 according to the second embodiment. Note that the lug grooves 200A and 200B have almost the same configuration, so the lug groove 200A will be mainly described.

図４に示すように、ラグ溝２００Ａは、主溝５０に開口する。この場合であっても、赤道側端１０２は、幅狭溝部１２０によって構成される。また、溝壁１０ａ，１０ｂは、延在方向Ｓに対してほぼ同一に設けられている（ずれていない）。   As shown in FIG. 4, the lug groove 200 </ b> A opens into the main groove 50. Even in this case, the equator-side end 102 is constituted by the narrow groove 120. Moreover, the groove walls 10a and 10b are provided substantially the same in the extending direction S (not shifted).

ここで、上述した第１実施形態では、空気入りタイヤ１は、タイヤ赤道線ＣＬに位置する主溝５０を備えている。これに対して、第１実施形態では、空気入りタイヤ２は、タイヤ赤道線ＣＬに位置する主溝５０Ａに加えて、主溝５０Ａよりも細い主溝５０Ｂ，５０Ｃを備える。   Here, in 1st Embodiment mentioned above, the pneumatic tire 1 is provided with the main groove 50 located in the tire equator line CL. On the other hand, in the first embodiment, the pneumatic tire 2 includes main grooves 50B and 50C that are narrower than the main groove 50A in addition to the main groove 50A located on the tire equator line CL.

主溝５０Ｂ，５０Ｃは、主溝５０Ａよりもトレッド幅方向ＴＷ外側に位置する。また、主溝５０Ｂ，５０Ｃは、タイヤ周方向ＴＣに隣接した幅狭溝部１２０を繋ぐように、タイヤ周方向ＴＣに沿って延びている。   The main grooves 50B and 50C are located outside the main groove 50A in the tread width direction TW. The main grooves 50B and 50C extend along the tire circumferential direction TC so as to connect the narrow groove portions 120 adjacent to each other in the tire circumferential direction TC.

（２．２）作用・効果
以上説明した第２実施形態では、ラグ溝２００Ａ，２００Ｂは、主溝５０に開口する。これによれば、主溝５０内を流れる水は、タイヤ回転方向前方から後方にかけて排出されるとともに、ラグ溝２００Ａ，２００Ｂに分散する。このため、排水性がより確実に向上する。 (2.2) Action / Effect In the second embodiment described above, the lug grooves 200 </ b> A and 200 </ b> B open to the main groove 50. According to this, the water flowing in the main groove 50 is discharged from the front to the rear in the tire rotation direction and dispersed in the lug grooves 200A and 200B. For this reason, drainage improves more reliably.

第２実施形態では、主溝５０Ｂ，５０Ｃは、タイヤ周方向ＴＣに隣接した幅狭溝部１２０を繋ぐように、タイヤ周方向ＴＣに沿って延びる。これによれば、ラグ溝２００Ａ，２００Ｂ内を流れる水が幅狭溝部１２０を通過する際に、主溝５０Ｂ，５０Ｃに分散する。このため、排水性がより確実に向上する。   In the second embodiment, the main grooves 50B and 50C extend along the tire circumferential direction TC so as to connect the narrow groove portions 120 adjacent to each other in the tire circumferential direction TC. According to this, when the water flowing in the lug grooves 200 </ b> A and 200 </ b> B passes through the narrow groove portion 120, it is dispersed in the main grooves 50 </ b> B and 50 </ b> C. For this reason, drainage improves more reliably.

なお、主溝５０Ｂ，５０Ｃは、主溝５０Ａよりも細いため、陸部１０，２０の剛性低下を抑制できる。従って、駆動時において、陸部１０，２０が倒れ込みにくく、エッジ効果を確実に発揮でき、駆動性能の低下を抑制できる。   In addition, since the main grooves 50B and 50C are thinner than the main groove 50A, the rigidity reduction of the land portions 10 and 20 can be suppressed. Therefore, at the time of driving, the land portions 10 and 20 are unlikely to fall down, the edge effect can be surely exhibited, and a decrease in driving performance can be suppressed.

（３）第３実施形態
以下において、本発明に係る第３実施形態に係る空気入りタイヤ３について、図面を参照しながら説明する。なお、上述した第１実施形態に係る空気入りタイヤ１、及び第２実施形態に係る空気入りタイヤ２と同一部分には同一の符号を付して、相違する部分を主として説明する。具体的には、第３実施形態では、（３．１）ラグ溝の詳細構成、（３．２）作用・効果について説明する。 (3) Third Embodiment Hereinafter, a pneumatic tire 3 according to a third embodiment of the present invention will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected to the same part as the pneumatic tire 1 which concerns on 1st Embodiment mentioned above, and the pneumatic tire 2 which concerns on 2nd Embodiment, and a different part is mainly demonstrated. Specifically, in the third embodiment, (3.1) a detailed configuration of the lug groove and (3.2) operations and effects will be described.

ここで、上述した第１実施形態及び第２実施形態では、ラグ溝１００Ａ，１００Ｂ及びラグ溝２００Ａ，２００Ｂの底部１０１は、平滑状に形成される。これに対して、第３実施形態では、ラグ溝３００の底部３０１は、以下の構成である。   Here, in the first embodiment and the second embodiment described above, the lug grooves 100A and 100B and the bottom portions 101 of the lug grooves 200A and 200B are formed in a smooth shape. On the other hand, in 3rd Embodiment, the bottom part 301 of the lug groove 300 is the following structures.

（３．１）ラグ溝の詳細構成
まず、第３実施形態に係る空気入りタイヤ３に形成されたラグ溝３００の詳細構成について、図面を参照しながら説明する。図６は、第３実施形態に係る空気入りタイヤ３の一部を示す斜視図である。図７は、第３実施形態に係る空気入りタイヤ３の一部を示す断面図（図６のＡ−Ａ’断面図）である。 (3.1) Detailed Configuration of Lug Groove First, the detailed configuration of the lug groove 300 formed in the pneumatic tire 3 according to the third embodiment will be described with reference to the drawings. FIG. 6 is a perspective view showing a part of the pneumatic tire 3 according to the third embodiment. FIG. 7 is a cross-sectional view (a cross-sectional view taken along line AA ′ in FIG. 6) showing a part of the pneumatic tire 3 according to the third embodiment.

図６及び図７に示すように、ラグ溝３００の底部３０１には、タイヤ径方向ＴＲ外側に向かって隆起する隆起部７０が形成される。隆起部７０は、トレッド面視において、ラグ溝３００の延在方向Ｓに沿って、縦長に形成されている。隆起部７０は、幅広溝部１１０に形成され、トレッド面視においてラグ溝３００の中心線を軸に対称に設けられる。   As shown in FIGS. 6 and 7, a raised portion 70 is formed on the bottom portion 301 of the lug groove 300 so as to protrude outward in the tire radial direction TR. The raised portion 70 is formed in a vertically long shape along the extending direction S of the lug groove 300 in the tread surface view. The raised portion 70 is formed in the wide groove portion 110 and is provided symmetrically about the center line of the lug groove 300 in the tread surface view.

隆起部７０は、トレッド面視において、赤道側端１０２寄りに位置する前端７０ｆ、及び、外側端１０３寄りに位置する後端７０ｒに行くに連れて細くなる。また、ラグ溝３００を形成する溝壁１０ａと対向する隆起部７０の側部７０ａは、溝壁１０ａに沿って延びる。同様に、ラグ溝３００を形成する溝壁１０ｂと対向する隆起部７０の側部７０ｂは、溝壁１０ｂに沿って延びる。   In the tread surface view, the raised portion 70 becomes thinner as it goes to the front end 70 f located near the equator side end 102 and the rear end 70 r located near the outer end 103. Further, the side portion 70a of the raised portion 70 facing the groove wall 10a forming the lug groove 300 extends along the groove wall 10a. Similarly, the side portion 70b of the raised portion 70 facing the groove wall 10b forming the lug groove 300 extends along the groove wall 10b.

図６に示すように、隆起高さＨ７０は、ラグ溝３００の深さであるラグ溝深さＨ３００未満である。なお、隆起高さＨ７０は、底部３０１からタイヤ径方向ＴＲに沿った高さを示す。   As shown in FIG. 6, the raised height H <b> 70 is less than the lug groove depth H <b> 300 which is the depth of the lug groove 300. The raised height H70 indicates the height along the tire radial direction TR from the bottom 301.

（３．２）作用・効果
以上説明した第３実施形態では、ラグ溝３００の底部３０１には、タイヤ径方向ＴＲ外側に向かって隆起する隆起部７０が形成される。これによれば、幅広溝部１１０内を流れる水は、隆起部７０によって溝壁１０ａ，１０ｂに沿って流れやすくなる。つまり、幅広溝部１１０内を流れる水は、隆起部７０によりラグ溝３００の外側に排水されやすくなる。このため、幅広溝部１１０内を流れる水を効率的に排水でき、排水性がさらに確実に向上する。 (3.2) Action / Effect In the third embodiment described above, the raised portion 70 is formed at the bottom portion 301 of the lug groove 300 so as to protrude outward in the tire radial direction TR. According to this, the water flowing in the wide groove portion 110 is likely to flow along the groove walls 10 a and 10 b by the raised portion 70. That is, the water flowing in the wide groove portion 110 is easily drained to the outside of the lug groove 300 by the raised portion 70. For this reason, the water which flows in the wide groove part 110 can be drained efficiently, and drainage property improves more reliably.

第２実施形態では、溝壁１０ａと対向する隆起部７０の側部７０ａは、溝壁１０ａに沿って延びるとともに、溝壁１０ｂと対向する隆起部７０の側部７０ｂは、溝壁１０ｂに沿って延びる。これによれば、幅広溝部１１０内を流れる水は、溝壁１０ａ，１０ｂに沿ってさらに流れやすくなり、排水性がさらに確実に向上する。   In the second embodiment, the side portion 70a of the raised portion 70 that faces the groove wall 10a extends along the groove wall 10a, and the side portion 70b of the raised portion 70 that faces the groove wall 10b extends along the groove wall 10b. Extend. According to this, the water flowing in the wide groove part 110 becomes easier to flow along the groove walls 10a and 10b, and the drainage performance is further improved.

第３実施形態では、隆起部７０は、トレッド面視において、赤道側端１０２寄りに位置する前端７０ｆ、及び外側端１０３寄りに位置する後端７０ｒに行くに連れて細くなる。これによれば、幅広溝部１１０内を流れる水は、隆起部７０により急激に流れが変わることなく、効果的に、溝壁１０ａ，１０ｂに沿って流れやすくなる。   In the third embodiment, the raised portion 70 becomes narrower as it goes to the front end 70 f located near the equator side end 102 and the rear end 70 r located near the outer end 103 in the tread surface view. According to this, the water flowing in the wide groove portion 110 is easily flowed along the groove walls 10a and 10b effectively without changing the flow suddenly by the raised portion 70.

第３実施形態では、隆起部７０は、トレッド面視において、ラグ溝３００の中心線を軸に対称に設けられる。このため、幅広溝部１１０内を流れる水は、隆起部７０により溝壁１０ａ，１０ｂに沿って均等に流れやすくなる。   In the third embodiment, the raised portions 70 are provided symmetrically about the center line of the lug groove 300 in the tread surface view. For this reason, the water flowing in the wide groove portion 110 is likely to flow evenly along the groove walls 10 a and 10 b by the raised portion 70.

第３実施形態では、隆起高さＨ７０は、ラグ溝深さＨ３００未満である。これによれば、隆起高さＨ７０がラグ溝深さＨ３００以上である場合と比べて、幅広溝部１１０内において、ラグ溝３００の延在方向Ｓに沿った水の流れを充分に確保できる。   In the third embodiment, the raised height H70 is less than the lug groove depth H300. According to this, the flow of water along the extending direction S of the lug groove 300 can be sufficiently secured in the wide groove portion 110 as compared with the case where the raised height H70 is not less than the lug groove depth H300.

（４）比較評価
次に、本発明の効果を更に明確にするために、以下の比較例及び実施例に係る空気入りタイヤを用いて行った比較評価について説明する。具体的には、（４．１）各空気入りタイヤの構成、（４．２）評価結果について、表１を参照しながら説明する。なお、本発明はこれらの例によって何ら限定されるものではない。

Figure 2011168221
(4) Comparative Evaluation Next, in order to further clarify the effect of the present invention, comparative evaluation performed using pneumatic tires according to the following comparative examples and examples will be described. Specifically, (4.1) Configuration of each pneumatic tire and (4.2) Evaluation result will be described with reference to Table 1. In addition, this invention is not limited at all by these examples.
Figure 2011168221

（４．１）各空気入りタイヤの構成
各空気入りタイヤに関するデータは、以下に示す条件において測定された。 (4.1) Configuration of each pneumatic tire Data on each pneumatic tire was measured under the following conditions.

・ タイヤサイズ ：２２５／４５Ｒ１７
・ リム・ホイールサイズ ：１７×７J
・ タイヤの種類 ：ノーマルタイヤ（スタッドレスタイヤ以外のタイヤ）
・ 車種 ：国産車セダン
・ 荷重条件 ：６００Ｎ＋ドライバーの体重
比較例１に係る空気入りタイヤ５００Ａには、図８（ａ）に示すように、タイヤ周方向ＴＣに沿って延びる主溝５１０Ａと、トレッド幅方向ＴＷ外側に向かって均一の幅で延びるラグ溝５２０Ａとが形成される。比較例２に係る空気入りタイヤ５００Ｂには、図８（ｂ）に示すように、タイヤ周方向ＴＣに沿って延びる主溝５１０Ｂと、トレッド幅方向ＴＷ外側に向かって均一の幅で延びるラグ溝５２０Ｂとが形成される。なお、比較例２に係る空気入りタイヤ５００Ｂは、比較例１に係る空気入りタイヤ５００Ａと、タイヤ赤道線ＣＬに対するラグ溝５２０Ｂの中心線ＤＣＬの角度（ラグ溝傾斜角）が異なる。 ・ Tire size: 225 / 45R17
・ Rim wheel size: 17 × 7J
-Tire type: Normal tire (tires other than studless tires)
-Vehicle type: domestic car sedan-Load condition: 600N + driver's weight As shown in FIG. 8 (a), the pneumatic tire 500A according to Comparative Example 1 includes a main groove 510A extending along the tire circumferential direction TC, and a tread. Lug grooves 520A extending with a uniform width toward the outside in the width direction TW are formed. As shown in FIG. 8B, the pneumatic tire 500B according to the comparative example 2 includes a main groove 510B extending along the tire circumferential direction TC and a lug groove extending with a uniform width toward the outer side of the tread width direction TW. 520B is formed. The pneumatic tire 500B according to Comparative Example 2 is different from the pneumatic tire 500A according to Comparative Example 1 in the angle of the center line DCL of the lug groove 520B with respect to the tire equator line CL (lag groove inclination angle).

実施例１に係る空気入りタイヤは、第１実施形態で説明したものである。実施例２に係る空気入りタイヤは、実施例１に係る空気入りタイヤと、タイヤ赤道線ＣＬに対するラグ溝の中心線ＤＣＬの角度が異なる。   The pneumatic tire according to Example 1 has been described in the first embodiment. The pneumatic tire according to the second embodiment is different from the pneumatic tire according to the first embodiment in the angle of the center line DCL of the lug groove with respect to the tire equator line CL.

実施例３に係る空気入りタイヤは、第２実施形態で説明したものである。実施例４に係る空気入りタイヤは、実施例３に係る空気入りタイヤと、タイヤ赤道線ＣＬに対するラグ溝の中心線ＤＣＬの角度が異なる。   The pneumatic tire according to Example 3 has been described in the second embodiment. The pneumatic tire according to the fourth embodiment is different from the pneumatic tire according to the third embodiment in the angle of the center line DCL of the lug groove with respect to the tire equator line CL.

実施例５に係る空気入りタイヤは、第３実施形態で説明したものである。実施例６に係る空気入りタイヤは、実施例５に係る空気入りタイヤと、タイヤ赤道線ＣＬに対するラグ溝の中心線ＤＣＬの角度が異なる。   The pneumatic tire according to Example 5 has been described in the third embodiment. The pneumatic tire according to Example 6 is different from the pneumatic tire according to Example 5 in the angle of the center line DCL of the lug groove with respect to the tire equator line CL.

なお、各空気入りタイヤに係るトレッドセンター部Ｃにおけるラグ溝の中心線ＤＣＬの傾斜角度や、トレッドショルダー部Ｓにおけるラグ溝の中心線ＤＣＬの傾斜角度については、表１に示す通りである。   The inclination angle of the center line DCL of the lug groove in the tread center portion C related to each pneumatic tire and the inclination angle of the center line DCL of the lug groove in the tread shoulder portion S are as shown in Table 1.

（４．２）評価結果
（４．２．１）ハイドロプレーニング試験
各空気入りタイヤが装着された車両を速度８０ｋｍ／ｈで水深１０ｍｍの雨路に進入させて加速し、比較例１に係る空気入りタイヤが装着された車両でハイドロプレーニングが発生した速度を‘１００’として、その他の空気入りタイヤが装着された車両でハイドロプレーニングが発生した速度を指数化した。なお、指数が大きいほど、ハイドロプレーニングが発生しにくい。 (4.2) Evaluation results (4.2.1) Hydroplaning test The vehicle according to Comparative Example 1 was accelerated by making a vehicle equipped with each pneumatic tire enter a rain road with a depth of 10 mm at a speed of 80 km / h. The speed at which hydroplaning occurred in a vehicle equipped with an entering tire was taken as '100', and the speed at which hydroplaning occurred in a vehicle fitted with another pneumatic tire was indexed. In addition, hydroplaning is hard to generate | occur | produce, so that an index | exponent is large.

この結果、表１に示すように、実施例１〜６に係る空気入りタイヤが装着された車両は、比較例１に係る空気入りタイヤが装着された車両と同等以上、すなわち、ハイドロプレーニングが発生しにくく、排水性の低下を抑制することが判った。   As a result, as shown in Table 1, the vehicle equipped with the pneumatic tires according to Examples 1 to 6 is equal to or more than the vehicle equipped with the pneumatic tire according to Comparative Example 1, that is, hydroplaning occurs. It was found that it was difficult to control and the deterioration of drainage was suppressed.

（４．２．２）駆動性能試験
積雪路のテストコースにおいて、比較例１に係る空気入りタイヤが装着された車両の停止状態からアクセルを全開にし、当該車両が５０ｍを走行するのに要した時間（いわゆる、駆動時間）を‘１００’とし、その他の空気入りタイヤが装着された車両の駆動時間を指数化した。なお、指数が大きいほど、駆動性能に優れている。 (4.2.2) Driving performance test In the snowy road test course, the accelerator was fully opened from the stop state of the vehicle equipped with the pneumatic tire according to Comparative Example 1, and it took for the vehicle to travel 50 m. Time (so-called driving time) was set to '100', and the driving time of a vehicle equipped with other pneumatic tires was indexed. The larger the index, the better the driving performance.

この結果、表１に示すように、実施例１〜６に係る空気入りタイヤが装着された車両は、比較例１に係る空気入りタイヤが装着された車両と同等以上であるとともに、比較例２に係る空気入りタイヤが装着された車両よりも駆動性能に優れていることが判った。   As a result, as shown in Table 1, the vehicle equipped with the pneumatic tires according to Examples 1 to 6 is equal to or more than the vehicle equipped with the pneumatic tire according to Comparative Example 1, and Comparative Example 2 It was found that the driving performance was superior to that of the vehicle equipped with the pneumatic tire according to the above.

（５）その他の実施形態
上述したように、本発明の実施形態を通じて本発明の内容を開示したが、この開示の一部をなす論述及び図面は、本発明を限定するものであると理解すべきではない。この開示から当業者には様々な代替実施の形態、実施例及び運用技術が明らかとなろう。 (5) Other Embodiments As described above, the contents of the present invention have been disclosed through the embodiments of the present invention. However, it is understood that the description and drawings constituting a part of this disclosure limit the present invention. Should not. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

例えば、本発明の実施形態は、次のように変更することができる。具体的には、タイヤとして、空気や窒素ガスなどが充填される空気入りタイヤ１であってもよく、空気や窒素ガスなどが充填されないソリッドタイヤでもあってもよい。   For example, the embodiment of the present invention can be modified as follows. Specifically, the tire may be a pneumatic tire 1 filled with air, nitrogen gas, or the like, or may be a solid tire that is not filled with air, nitrogen gas, or the like.

上述した空気入りタイヤに設けられた陸部及び主溝の本数や配置位置については、実施形態で説明したものに限定されるものではなく、目的に応じて適宜選択できることは勿論である。   The number of land portions and main grooves provided in the pneumatic tire described above and the arrangement positions are not limited to those described in the embodiment, and can be appropriately selected according to the purpose.

上述した第１実施形態では、溝壁１０ａ，１０ｂは、トレッド面視において、ラグ溝１００Ａ，１００Ｂの延在方向Ｓに沿って繰り返し蛇行しているものとして説明したが、これに限定されるものではなく、必ずしも繰り返し蛇行している必要はなく、例えば、一部がラグ溝１００Ａ，１００Ｂの延在方向Ｓに沿って直線状に設けられていてもよい。   In the first embodiment described above, the groove walls 10a and 10b have been described as repeatedly meandering along the extending direction S of the lug grooves 100A and 100B in the tread surface view, but the present invention is not limited to this. However, it is not always necessary to meander repeatedly, and for example, a part may be provided linearly along the extending direction S of the lug grooves 100A and 100B.

上述した第１実施形態では、ラグ溝１００Ａ，１００Ｂは、トレッド面視において、タイヤ赤道線ＣＬに対して所定角度で傾斜するものとして説明したが、これに限定されるものではなく、タイヤ赤道線ＣＬに対して直交していてもよい。   In the first embodiment described above, the lug grooves 100A and 100B are described as being inclined at a predetermined angle with respect to the tire equator line CL in the tread surface view, but the present invention is not limited to this, and the tire equator line is not limited thereto. It may be orthogonal to CL.

上述した第１実施形態では、赤道側端１０２は、幅狭溝部１２０によって構成されるものとして説明したが、これに限定されるものではなく、幅広溝部１１０によって構成されていてもよい。   In the first embodiment described above, the equatorial side end 102 has been described as being configured by the narrow groove portion 120, but is not limited thereto, and may be configured by the wide groove portion 110.

上述した第１実施形態では、赤道側端１０２寄りに位置する幅広溝部１１０Ａは、外側端１０３寄りに位置する幅広溝部１１０Ｂよりも狭いものとして説明したが、これに限定されるものではなく、幅広溝部１１０Ｂと同一であってもよく、幅広溝部１１０Ｂよりも広くてもよい。同様に、赤道側端１０２寄りに位置する幅狭溝部１２０Ａは、必ずしも外側端１０３寄りに位置する幅狭溝部１２０Ｂよりも狭い必要はなく、幅狭溝部１２０Ｂよりもと同一であってもよく、幅狭溝部１２０Ｂよりもよりも広くてもよい。   In the first embodiment described above, the wide groove portion 110A located closer to the equator side end 102 has been described as being narrower than the wide groove portion 110B located closer to the outer end 103. However, the present invention is not limited to this. It may be the same as the groove 110B or may be wider than the wide groove 110B. Similarly, the narrow groove portion 120A located closer to the equator side end 102 does not necessarily need to be narrower than the narrow groove portion 120B located closer to the outer end 103, and may be the same as the narrow groove portion 120B. It may be wider than the narrow groove 120B.

上述した第１実施形態では、ラグ溝１００Ａ，１００Ｂは、タイヤ赤道線ＣＬに対して非対称に配置されるものして説明したが、これに限定されるものではなく、タイヤ赤道線ＣＬに対して対称に配置されていてもよい。   In the first embodiment described above, the lug grooves 100A and 100B are described as being asymmetrically arranged with respect to the tire equator line CL. However, the present invention is not limited to this, and the lug grooves 100A and 100B are not limited to the tire equator line CL. You may arrange | position symmetrically.

上述した第１実施形態では、ラグ溝１００Ａの底部１０１は、平滑状に形成されるものとして説明したが、これに限定されるものではなく、変化していてもよい。例えば、幅広溝部１１０のタイヤ径方向ＴＲに沿った深さは、幅狭溝部１２０のタイヤ径方向ＴＲに沿った深さよりも浅く（または深く）てもよい。   In the first embodiment described above, the bottom portion 101 of the lug groove 100A has been described as being formed in a smooth shape, but is not limited thereto, and may be changed. For example, the depth of the wide groove portion 110 along the tire radial direction TR may be shallower (or deeper) than the depth of the narrow groove portion 120 along the tire radial direction TR.

このように、本発明は、ここでは記載していない様々な実施の形態などを含むことは勿論である。したがって、本発明の技術的範囲は、上述の説明から妥当な特許請求の範囲に係る発明特定事項によってのみ定められるものである。   As described above, the present invention naturally includes various embodiments that are not described herein. Therefore, the technical scope of the present invention is defined only by the invention specifying matters according to the scope of claims reasonable from the above description.

１，２，３…空気入りタイヤ、１０，２０…陸部、１０ａ，１０ｂ，２０ａ，２０ｂ…溝壁、５０（５０Ａ，５０Ｂ，５０Ｃ）…主溝、７０ａ，７０ｂ…側部、７０ｆ…前端、７０ｒ…後端、１００Ａ，１００Ｂ…ラグ溝、１０１…底部、１０２…赤道側端、１０３…外側端、１１０…幅広溝部、１２０…幅狭溝部 1, 2, 3 ... Pneumatic tires, 10, 20 ... Land part, 10a, 10b, 20a, 20b ... Groove wall, 50 (50A, 50B, 50C) ... Main groove, 70a, 70b ... Side part, 70f ... Front end 70r ... rear end, 100A, 100B ... lug groove, 101 ... bottom, 102 ... equatorial side end, 103 ... outer end, 110 ... wide groove, 120 ... narrow groove

Claims (10)

トレッド幅方向外側に向かって延びるラグ溝によって形成された陸部を少なくとも備え、
前記陸部は、
前記ラグ溝を形成する第１溝壁を有する第１陸部と、
前記ラグ溝を形成する第２溝壁を有する第２陸部と
を備えたタイヤであって、
前記第１溝壁及び前記第２溝壁は、トレッド面視において、前記ラグ溝の延在方向に沿って蛇行し、
前記ラグ溝の溝幅は、前記ラグ溝の延在方向に沿って所定の繰り返し周期で変化し、
前記ラグ溝は、
前記ラグ溝の延在方向に直交する溝幅が所定の幅である幅広溝部と、
前記幅広溝部に連続し、前記所定の幅よりも狭い幅狭溝部と
を含むタイヤ。 At least a land portion formed by a lug groove extending outward in the tread width direction;
The land portion is
A first land portion having a first groove wall forming the lug groove;
A tire including a second land portion having a second groove wall forming the lug groove,
The first groove wall and the second groove wall meander along the extending direction of the lug groove in a tread surface view,
The groove width of the lug groove changes at a predetermined repetition period along the extending direction of the lug groove,
The lug groove is
A wide groove portion having a predetermined groove width perpendicular to the extending direction of the lug groove;
A tire including a narrow groove portion that is continuous with the wide groove portion and is narrower than the predetermined width. 前記ラグ溝は、トレッド面視において、タイヤ赤道線に対して所定角度で傾斜する請求項１に記載のタイヤ。   The tire according to claim 1, wherein the lug groove is inclined at a predetermined angle with respect to the tire equator line in a tread surface view. 前記ラグ溝は、
タイヤ赤道線側に位置する赤道側端と、
トレッド幅方向外側に位置する外側端と
を含み、
前記赤道側端は、前記幅狭溝部によって構成される請求項１または２に記載のタイヤ。 The lug groove is
The equator end located on the tire equator line side,
Including an outer end located on the outer side in the tread width direction,
The tire according to claim 1 or 2, wherein the equator side end is constituted by the narrow groove portion. 前記赤道側端寄りに位置する前記幅広溝部は、前記外側端寄りに位置する前記幅広溝部よりも狭く、
前記赤道側端寄りに位置する前記幅狭溝部は、前記外側端寄りに位置する前記幅狭溝部よりも狭い請求項３に記載のタイヤ。 The wide groove portion located near the equator end is narrower than the wide groove portion located near the outer end,
The tire according to claim 3, wherein the narrow groove portion located near the equator end is narrower than the narrow groove portion located near the outer end. 前記ラグ溝は、タイヤ赤道線に対して非対称に配置される請求項１乃至４の何れか一項に記載のタイヤ。   The tire according to any one of claims 1 to 4, wherein the lug groove is disposed asymmetrically with respect to the tire equator line. タイヤ周方向に沿って延びる主溝がさらに形成され、
前記ラグ溝は、前記主溝から離れた位置からトレッド幅方向外側に延びる請求項１乃至５の何れか一項に記載のタイヤ。 A main groove extending along the tire circumferential direction is further formed,
The tire according to any one of claims 1 to 5, wherein the lug groove extends outward in a tread width direction from a position away from the main groove. タイヤ周方向に沿って延びる主溝がさらに形成され、
前記ラグ溝は、前記主溝に開口する請求項１乃至５の何れか一項に記載のタイヤ。 A main groove extending along the tire circumferential direction is further formed,
The tire according to any one of claims 1 to 5, wherein the lug groove opens in the main groove. 前記幅広溝部及び前記幅狭溝部は、トレッド面視において、連続した曲線によって構成される請求項１乃至７の何れか一項に記載のタイヤ。   The tire according to any one of claims 1 to 7, wherein the wide groove portion and the narrow groove portion are configured by continuous curves in a tread surface view. 前記幅広溝部の溝幅をＬ１とし、前記幅狭溝部の溝幅をＬ２とした場合、０．３Ｌ１≦Ｌ２≦０．８Ｌ１の関係を満たす請求項１乃至８の何れか一項に記載のタイヤ。   The tire according to any one of claims 1 to 8, wherein when the groove width of the wide groove portion is L1 and the groove width of the narrow groove portion is L2, the relationship of 0.3L1 ≦ L2 ≦ 0.8L1 is satisfied. . トレッド面視において、前記タイヤに形成される溝の総面積をＳ１とし、前記ラグ溝のみの総面積をＳ２とした場合、０．６≦Ｓ２／Ｓ１≦１の関係を満たす請求項１乃至９の何れか一項に記載のタイヤ。   The tread surface view satisfies a relationship of 0.6 ≦ S2 / S1 ≦ 1, where S1 is a total area of grooves formed in the tire and S2 is a total area of only the lug grooves. The tire according to any one of the above.
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