JP5444487B2 - Pneumatic tire - Google Patents

Description

  The present invention relates to a pneumatic tire capable of improving performance on ice and snow.

  As shown in FIG. 7, a pneumatic tire (also referred to as an all-season tire) a having improved traveling performance on not only a paved road but also an icy and snowy road is known. In this type of tire a, a block row in which blocks g divided by shoulder lateral grooves u are arranged in the tire circumferential direction is provided in the shoulder region of the tread portion b. The block g is formed with a sipe s extending in the tire axial direction.

  Such a block g can dig into a snowy road to obtain traction, and on an icy road, a large frictional force can be obtained by the edge of the sipe s. Related technologies include the following.

JP 2001-219718 A

  By the way, in the pneumatic tire, a so-called pitch variation method is adopted in which a plurality of types of blocks g having different sizes are randomly arranged in a block row in order to suppress noise during traveling.

  However, in the conventional tire a, since the same number of sipes s are provided in each block g regardless of the size of the block g, the rigidity of the small block g is excessively reduced and wear tends to concentrate. There was a problem.

  The present invention has been devised in view of the actual situation as described above, and includes a slot extending in the inner middle land portion so as to be inclined substantially parallel to the inner middle lateral groove, and an inner middle sipe extending in a direction opposite to the inner middle lateral groove. The main object is to provide a pneumatic tire capable of improving the performance on ice and snow.

  Among the present inventions, the invention according to claim 1 is characterized in that the tread portion has a center longitudinal groove extending continuously in the tire circumferential direction on the tire equator or on both sides of the tire equator, and the tire circumferential direction on both outer sides of the center longitudinal groove. A pneumatic tire having a middle land portion divided by the center longitudinal groove and the shoulder longitudinal groove and having a designated orientation for mounting on the vehicle by providing a shoulder longitudinal groove extending continuously The middle land portion includes an outer middle land portion located outside the vehicle when the vehicle is mounted and an inner middle land portion located inside the vehicle, and the inner middle land portion includes a tire axial direction. The inner middle lateral grooves extending at an angle of 20 to 60 degrees are spaced apart in the tire circumferential direction, so that the inner middle blocks separated by the inner middle lateral grooves are spaced apart in the tire circumferential direction. The block is provided with a slot extending substantially in parallel with the inner middle lateral groove and an inner middle sipe extending in a direction opposite to the inner middle lateral groove, and the slot is on the vehicle inner side of the inner middle land portion. The inner middle sipe extends from the inner edge and does not reach the outer edge which is the outer side of the vehicle, and the inner middle sipe is located on the outer side of the inner middle lateral groove adjacent to the inner edge of the inner middle lateral groove in the tire circumferential direction. A central sipe extending in the vicinity of the outer end, an outer sipe that connects the inner middle lateral groove and the center vertical groove on one side in the tire circumferential direction of the central sipe, and the slot on the other side in the tire circumferential direction of the central sipe And an inner sipe that connects the inner middle lateral groove.

  In the invention according to claim 2, the outer middle land portion includes an outer middle sub-groove extending continuously in the tire circumferential direction at the center in the width direction of the outer middle land portion, and the tire shaft of the outer middle land portion. A cutout portion formed by cutting out both side edges in the direction and an outer middle sipe that intersects the outer middle subgroove, the cutout portion being spaced apart in the tire circumferential direction, and the vehicle outer side of the outer middle land portion An outer notch formed by cutting out the outer edge and an inner notch formed by cutting out an inner edge of the outer middle land portion that is the inner side of the vehicle, and the outer middle sipe is located outside the vehicle with respect to the outer middle sub-groove. An outer sipe disposed on the inside of the vehicle, and the outer sipe communicates with the outer notch, and the inner sipe communicates with the inner notch. Inner sipes and The pneumatic tire according to claim 1, further comprising a second inner sipe extending in parallel with the first inner sipe and communicating with the center longitudinal groove between the first inner sipe adjacent in the circumferential direction. is there.

  The invention according to claim 3 is the pneumatic tire according to claim 1 or 2, wherein both side edges of the inner middle land portion in the tire axial direction extend linearly.

  In the present specification, unless otherwise specified, the size of each part of the tire is a value specified in a normal state with no load loaded with a normal rim and filled with a normal internal pressure.

  The “regular rim” is a rim determined for each tire in a standard system including a standard on which a tire is based. For example, JAMMA is a standard rim, TRA is “Design Rim”, or ETRTO. Then means "Measuring Rim".

  The “regular internal pressure” is the air pressure defined by the standard for each tire. If JATMA, the maximum air pressure, if TRA, the maximum value described in the table “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” If so, “INFLATION PRESSURE” is set, but if the tire is for a passenger car, the pressure is set to 180 kPa.

  The pneumatic tire of the present invention includes a center longitudinal groove extending continuously in the tire circumferential direction on the tire equator or on both sides of the tire equator on the tread portion, and a shoulder extending continuously in the tire circumferential direction on both sides of the center longitudinal groove. By providing the vertical groove, the middle land portion divided by the center vertical groove and the shoulder vertical groove is provided.

  The middle land portion includes an outer middle land portion located outside the vehicle when the vehicle is mounted, and an inner middle land portion located inside the vehicle. In the inner middle land portion, inner middle lateral grooves extending at an angle of 20 to 60 degrees with respect to the tire axial direction are provided in the tire circumferential direction. Such an inner middle horizontal groove can smoothly drain the water film interposed between the inner middle land portion and the road surface, and can engulf snow to obtain snow column shear force, drainage performance, and Can improve performance on snow.

  The inner middle block sectioned by the inner middle lateral groove is provided with a slot extending incline substantially parallel to the inner middle lateral groove. The slot extends from the inner edge of the inner middle land portion, which is the inner side of the vehicle, and ends without reaching the outer edge of the outer side of the vehicle. Such a slot can discharge a water film between the road surface to the inner shoulder flutes and obtain a snow column shear force, thereby improving drainage performance and on-snow performance.

  The inner middle block is provided with an inner middle sipe extending in the direction opposite to the inner middle lateral groove. The inner middle sipe is a central sipe extending from the inner side of the inner middle lateral groove near the inner edge of the inner side of the vehicle to the vicinity of the outer side of the outer side of the inner middle horizontal groove adjacent to the tire circumferential direction. And an outer sipe that connects the central longitudinal groove and an inner sipe that connects the slot and the inner middle lateral groove on the other side of the central sipe in the tire circumferential direction. Such an inner middle sipe can exhibit edge components uniformly in the tire circumferential direction and the tire axial direction over a wide range of the inner middle block. Therefore, traction can be effectively obtained and the performance on ice can be more effectively enhanced on the icy road during straight running and turning.

It is a tread development view of the pneumatic tire of this embodiment. It is AA sectional drawing of FIG. It is an enlarged view of a center land part and an outer middle land part. It is an enlarged view of an inner middle land part. It is an enlarged view of an outer side shoulder land part. It is an enlarged view of an inner side shoulder land part. It is an expanded view which shows the conventional pneumatic tire.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the pneumatic tire (hereinafter sometimes simply referred to as “tire”) 1 according to the present embodiment is a so-called all-wheel that has improved running performance not only on paved roads but also on icy and snowy roads. Configured as a season tire.

  The tread portion 2 of the tire 1 has a pair of center longitudinal grooves 3 extending continuously in the tire circumferential direction on both sides of the tire equator C, and a pair of tires extending continuously in the tire circumferential direction on both sides of the center longitudinal groove 3. A shoulder longitudinal groove 4 is provided.

  Accordingly, the tread portion 2 includes a center land portion 5 divided by a pair of center longitudinal grooves 3 and 3, a middle land portion 6 divided by the center longitudinal groove 3 and the shoulder longitudinal groove 4, and the shoulder longitudinal groove 4. A shoulder land portion 7 divided by the tread grounding end 2t is provided. In addition, although the center vertical groove 3 of this embodiment is distribute | arranged on the both sides of the tire equator C, it may extend on the tire equator C, for example.

  The “tread ground contact 2t” is an edge when it can be identified by a clear edge in appearance, but when it cannot be identified, a normal load is applied to the tire 1 in the normal state and the camber angle is 0 degree. Thus, the tread contact end 2t is defined as the tread contact end 2t that contacts the plane on the outermost side in the tire axial direction when the tread portion 2 is grounded to the plane.

  The “regular load” is a load determined by each standard for each tire in the standard system including the standard on which the tire is based. The maximum load capacity is specified for JATMA, and the table “TIRE LOAD LIMITS” is set for TRA. The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, “LOAD CAPACITY” if it is ETRTO, but if the tire is for a passenger car, the load is equivalent to 88% of the above load.

  The tread portion 2 of this embodiment includes a left-right asymmetric pattern in which the direction of mounting on the vehicle is specified. The direction of mounting on the vehicle is clearly indicated by letters (for example, “INSIDE” and / or “OUTSIDE”) on the sidewall portion of the tire 1 (not shown).

  The center vertical groove 3 includes an outer center vertical groove 3A positioned on the vehicle outer side when the vehicle is mounted and an inner center vertical groove 3B positioned on the vehicle inner side. These outer and inner center longitudinal grooves 3A and 3B are both straight grooves extending linearly along the tire circumferential direction.

  Such a straight groove can discharge a water film or snow interposed between the tread surface 2S (shown in FIG. 2) of the tread portion 2 and the road surface to the rear, and can improve drainage performance and on-snow performance. Preferably, the center vertical groove 3 has a groove width W1 of about 2 to 7% of the tread width TW and a groove depth D1 (shown in FIG. 2) of about 6 to 10 mm. The tread width TW is a tire axial distance between the tread ground contact ends 2t and 2t in the normal state.

  The outer center longitudinal groove 3A of the present embodiment is disposed closer to the tire equator C side than the inner center longitudinal groove 3B. Further, the groove width W1a of the outer center vertical groove 3A is set larger than the groove width W1b of the inner center vertical groove 3B. Such outer center longitudinal groove 3A can effectively improve drainage performance and on-snow performance from straight running to turning. Preferably, the distance L1a in the tire axial direction between the groove center line 3Ac of the outer center longitudinal groove 3A and the tire equator C is the distance L1b in the tire axial direction between the groove center line 3Bc of the inner center longitudinal groove 3B and the tire equator C. About 30 to 70%, the groove width W1a of the outer center vertical groove 3A is preferably about 110 to 140% of the groove width W1b of the inner center vertical groove 3B.

  The shoulder vertical groove 4 includes an outer shoulder vertical groove 4A positioned on the vehicle outer side and an inner shoulder vertical groove 4B positioned on the vehicle inner side when the vehicle is mounted. These outer and inner shoulder longitudinal grooves 4A and 4B are also formed of straight grooves extending linearly along the tire circumferential direction, like the center longitudinal groove 3, and can improve drainage performance and on-snow performance. Preferably, the shoulder width groove W2 is about 2 to 7% of the tread width TW and the groove depth D2 (shown in FIG. 2) is about 6 to 10 mm.

  The outer shoulder vertical groove 4A is disposed on the tire equator C side with respect to the inner shoulder vertical groove 4B. Such an outer shoulder vertical groove 4A can increase the land ratio on the tread grounding end 2t side on the outer side of the vehicle, and can effectively increase the rigidity of the tread portion 2 at the time of turning, and can improve the steering stability performance. . Preferably, the distance L2a in the tire axial direction between the groove center line 4Ac of the outer shoulder vertical groove 4A and the tire equator C is the distance in the tire axial direction between the groove center line 4Bc of the inner shoulder vertical groove 4B and the tire equator C. About 60 to 90% of L2b is desirable.

  The center land portion 5 is composed of straight ribs extending linearly on the tire equator C in the tire circumferential direction. Such a center land portion 5 can increase its rigidity and improve straight running stability performance.

  As shown in FIG. 3 in an enlarged manner, the center land portion 5 has a center sub-groove 11 extending continuously in the tire circumferential direction, a notch portion 12 in which both side edges 5o and 5i in the tire axial direction are notched, and a center. A center sipe 13 extending between the sub-groove 11 and the notch 12 is formed.

  The center sub-groove 11 continuously extends in the tire circumferential direction at the center in the width direction of the center land portion 5 (that is, the position on the vehicle inner side than the tire equator C in this example). Such a center sub-groove 11 can smoothly drain a water film between the road surface and the drainage performance. Preferably, the center sub-groove 11 has a groove width W3a of about 3 to 7% of the maximum width W4a of the center land portion 5 and a groove depth D3a (shown in FIG. 2) of about 1.5 to 3.5 mm. .

  The notch portion 12 includes an outer notch portion 12A in which an outer edge 5o which is the vehicle outer side of the center land portion 5 is notched, and an inner notch portion 12B in which an inner edge 12i which is an inner side of the vehicle is notched. Staggered with the phase shifted in the tire circumferential direction. Further, the outer and inner cutout portions 12A and 12B are each formed in a substantially trapezoidal shape in which the length L6 in the tire circumferential direction is reduced inward in the width direction from both side edges 5o and 5i of the center land portion 5 in plan view. The

  Such outer cutout portion 12A and inner cutout portion 12B can dig into the snow and effectively obtain a snow column shear force, thereby improving performance on snow. In addition, since the outer and inner notches 12A and 12B are staggered with the phases shifted as described above, a snow column shear force can be obtained uniformly in the tire circumferential direction. Preferably, the maximum length L6a in the tire circumferential direction of the outer and inner notches 12A and 12B is about 6 to 10 mm, and the depth (not shown) is about 6 to 9 mm.

  The center sipe 13 includes an outer sipe 13A disposed on the vehicle outer side with respect to the center sub-groove 11 and an inner sipe 13B disposed on the vehicle inner side. These outer and inner sipes 13A and 13B communicate between the center sub-groove 11 and the inner ends of the outer and inner notches 12A and 12B, and are approximately 50 to 80 degrees with respect to the tire circumferential direction. Inclined and extend in the same direction at an angle α5a.

  Furthermore, the outer sipe 13A and the inner sipe 13B are arranged with a phase shift in the tire circumferential direction together with the outer notch 12A and the inner notch 12B. In other words, the outer sipe 13A and the inner sipe 13B are arranged so as not to be continuous in a straight line via the center sub-groove 11. Such outer and inner sipes 13A and 13B increase the edge component of the center land portion 5, and can effectively obtain traction on the ice road, and prevent the formation of groove intersections with reduced rigidity. This helps to prevent uneven wear.

  As shown in FIG. 1, the middle land portion 6 includes an outer middle land portion 6A located on the vehicle outer side and an inner middle land portion 6B located on the vehicle inner side.

  The outer middle land portion 6 </ b> A includes the same straight rib as the center land portion 5. Such outer middle land portion 6A can increase its lateral rigidity, and can improve the steering stability performance.

  As shown in an enlarged view in FIG. 3, the outer middle land portion 6A is formed by cutting the outer middle sub-groove 15 extending continuously in the tire circumferential direction and both side edges 6Ao, 6Ai in the tire axial direction of the outer middle land portion 6A. An outer middle sipe 17 that intersects the notched portion 16 and the outer middle sub-groove 15 is formed.

  The outer middle sub-groove 15 continuously extends the center in the width direction of the outer middle land portion 6A in the tire circumferential direction, and can improve drainage performance. Preferably, the groove width W3b of the outer middle subgroove 15 is about 3 to 7% of the maximum width W4b of the outer middle land portion 6A, and the groove depth D3b (shown in FIG. 2) is about 1.5 to 3.5 mm. desirable.

  The notch portion 16 includes an outer notch portion 16A in which an outer edge 6Ao that is the vehicle outer side of the outer middle land portion 6A is notched, and an inner notch portion 16B in which the inner edge 6Ai that is an inner side of the vehicle is notched. Staggered with the phase shifted in the tire circumferential direction. These outer and inner notches 16A and 16B are also formed in a substantially trapezoidal shape in plan view, and are useful for improving the performance on snow.

  The outer middle sipe 17 includes an outer sipe 17A disposed on the vehicle outer side with respect to the outer middle sub-groove 15, and an inner sipe 17B disposed on the vehicle inner side, both of which are 50 to 80 degrees with respect to the tire circumferential direction. It is inclined in the same direction at an angle α5b.

  The outer sipe 17A extends between the outer middle sub-groove 15 and each outer notch 16A. On the other hand, the inner sipe 17B is between the first inner sipe 17Ba extending between the outer middle sub-groove 15 and the inner notch 16B and the first inner sipe 17Ba adjacent in the tire circumferential direction. A second inner sipe 17Bb extending in parallel with the second inner sipe 17Bb.

  These outer and inner sipes 17A and 17B can increase the edge component of the outer middle land portion 6A, and can effectively obtain traction on the icy road. Moreover, the second inner sipe 17Bb can increase the edge component on the vehicle inner side of the outer middle land portion 6A, and can improve the performance on ice during straight traveling.

  As shown in FIG. 4 in an enlarged manner, the inner middle land portion 6B has inner middle lateral grooves 19 extending in the tire circumferential direction extending at an angle α7a of 20 to 60 degrees with respect to the tire axial direction. Thereby, the inner middle block 20 divided by the inner middle lateral groove 19 is provided in the inner middle land portion 6B in the tire circumferential direction.

  The inner middle lateral groove 19 has an angle α7a, a groove width W7a, and a groove depth D7a with respect to the tire circumferential direction from the inner edge 6Bi on the inner side of the inner middle land portion 6B toward the outer edge 6Bo on the outer side of the vehicle. (Shown in Fig. 2) and gradually curves and stretches.

  Such an inner middle horizontal groove 19 can smoothly discharge a water film interposed between the inner middle land portion 6B and the road surface, and can intrude snow to obtain a snow column shearing force. And on-snow performance can be improved. Moreover, the inner middle lateral groove 19 gradually decreases the angle α7a, the groove width W7a, and the groove depth D7a from the inner edge 6Bi of the inner middle land portion 6B toward the outer edge 6Bo. The rigidity on the equator C side can be secured, and uneven wear resistance can be improved. Preferably, the groove width W7a of the inner middle lateral groove 19 is about 1 to 6% of the tread width TW (shown in FIG. 1), and the groove depth D7a (shown in FIG. 2) is about 6 to 9 mm.

  In the present embodiment, the inner middle block 20 is formed in a vertically long and parallelogram shape in which the length L4c in the tire circumferential direction is larger than the width W4c in the tire axial direction. Such an inner middle block 20 can increase the longitudinal rigidity and exhibit a grip, and can dig in snow to obtain traction, thereby improving steering stability performance and on-snow performance. Preferably, the width W4c of the inner middle block 20 is, for example, about 10 to 15% of the tread width TW (shown in FIG. 1), and the length L4c is, for example, about 150 to 250% of the width W4c.

  In addition, the inner middle block 20 is provided with a slot 21 that is inclined substantially parallel to the inner middle lateral groove 19 and an inner middle sipe 22 that extends in the opposite direction to the inner middle lateral groove 19.

  The slot 21 is inclined substantially in parallel to the inner middle lateral groove 19 from the inner edge 6Bi of the inner middle land portion 6B and ends without reaching the outer edge 6Bo. Such a slot 21 can also discharge a water film between the road surface to the inner shoulder longitudinal groove 4B, obtain a snow column shear force, and improve drainage performance and on-snow performance. Preferably, the slot 21 has a groove width W7d of about 1 to 4 mm and a groove depth (not shown) of about 1 to 4 mm.

  The inner middle sipe 22 of this embodiment extends in the opposite direction to the inner middle lateral groove 19 and at an angle α5c of 30 to 70 degrees with respect to the tire axial direction. The inner middle sipe 22 can effectively obtain traction on an icy road during straight running and turning. Moreover, the inner middle sipe 22 can exhibit an edge component opposite to the inner middle lateral groove 19 and the slot 21, and can effectively improve the performance on ice.

  In order to effectively exhibit the above action, it is desirable that two to four inner middle sipes 22 are provided in the inner middle block 20. Note that if the number of the inner middle sipes 22 is less than 2, the performance on ice may not be sufficiently improved. Conversely, if the number exceeds 4, the rigidity of the inner middle block 20 may be excessively reduced.

  The inner middle sipe 22 of the present embodiment includes a central sipe 22A and an inner middle horizontal groove 19 extending from the vicinity of the inner end 19i of the inner middle lateral groove 19 in the vehicle inner side to the vicinity of the outer end 19o of the inner middle lateral groove 19 adjacent in the tire circumferential direction. The outer sipe 22B extends from the vicinity of the middle point 19c in the tire axial direction to the vicinity of the middle point 20oc in the tire circumferential direction of the outer edge 20o of the inner middle block 20, and the inner middle lateral groove 19 from the vicinity of the inner end 21i inside the vehicle of the slot 21 And the inner sipe 22C that communicates with the vicinity of the midpoint 19c in the tire axial direction, and three are formed in the inner middle block 20.

  These inner middle sipes 22A, 22B, and 22C can exert edge components uniformly in the tire circumferential direction and the tire axial direction over a wide range of the inner middle block 20.

  As shown in FIG. 1, the shoulder land portion 7 includes an outer shoulder land portion 7A located on the vehicle outer side and an inner shoulder land portion 7B located on the vehicle inner side. In these outer and inner shoulder land portions 7A and 7B, shoulder lateral grooves 26 extending in the direction intersecting with the respective shoulder longitudinal grooves 4 are spaced apart in the tire circumferential direction. As a result, the outer and inner shoulder land portions 7A and 7B are divided into block-shaped elements 27 sandwiched between the shoulder lateral grooves 26, respectively.

  As shown in FIG. 5 in an enlarged manner, the outer shoulder land portion 7A has an outer end 26Ao on the vehicle outer side communicating with the tread grounding end 2t, and an inner end 26Ai ends without reaching the outer shoulder vertical groove 4A. The outer shoulder lateral grooves 26A are spaced apart in the tire circumferential direction. Accordingly, the outer shoulder land portion 7A is connected to the outer block-like element 27A sandwiched by the outer shoulder lateral groove 26A and the outer block-like element 27A on the inner side of the vehicle and continuously extending in the tire circumferential direction. A shaped portion 28 is formed.

  The outer shoulder lateral groove 26A extends smoothly from the inner end 26Ai to the outer end 26Ao while gradually decreasing at an angle α7b of 30 degrees or less with respect to the tire axial direction.

  Such an outer shoulder lateral groove 26A can smoothly discharge a water film between the outer shoulder land portion 7A and the road surface, and can obtain a shear force in snow. Accordingly, the outer shoulder lateral groove 26A can achieve a high level of handling stability performance, drainage performance, and performance on snow. Preferably, the outer shoulder lateral groove 26A has a groove width W7b of about 1 to 6% of the tread width TW (shown in FIG. 1) and a groove depth D7b (shown in FIG. 2) of about 6 to 9 mm.

  Furthermore, the outer end 26Ao of the outer shoulder lateral groove 26A is provided with a wide portion 29 in which the groove width is locally increased. Such a wide portion 29 can obtain a large snow column shear force during cornering, and can improve performance on snow.

  The outer block-shaped element 27A is formed in a substantially parallelogram shape in which the width W8 in the tire axial direction is substantially the same as the length L8 in the tire circumferential direction or larger than the length L8. Such an outer block-shaped element 27A can effectively increase the lateral rigidity, and can improve the steering stability performance and the performance on snow. Preferably, the width W8 of the outer block-shaped element 27A is, for example, about 20-30% of the tread width TW (shown in FIG. 1), and the length L8 is, for example, about 90-110% of the width W8.

  Further, the outer block-shaped element 27A of the present embodiment includes at least a small element 31S having the smallest tire circumferential length L8 (L8s) and a large element 31L having the largest tire circumferential length L8 (L8l). It includes a plurality of types including these, and these are randomly arranged on the outer shoulder land portion 7A. As a result, the outer block-shaped element 27A can form a pitch variation in the outer shoulder land portion 7A, and can disperse traveling noise to make white noise.

  Each outer block-shaped element 27A is provided with an outer shoulder sipe 32A that curves and extends at an angle α5d of 30 degrees or less with respect to the tire axial direction. The outer shoulder sipe 32A is terminated without the outer end 32Ao in the tire axial direction communicating with the tread grounding end 2t, and the inner end 32Ai is terminated without reaching the outer shoulder longitudinal groove 4A and the rib-shaped portion 28. To do.

  Such an outer shoulder sipe 32A can increase the edge component of the outer block-shaped element 27A while suppressing an excessive decrease in the rigidity of the outer block-shaped element 27A. Stability performance can be improved in a well-balanced manner.

  When the angle α5d of the outer shoulder sipe 32A exceeds 30 degrees, the rigidity of the outer block-shaped element 27A is excessively lowered, and there is a risk that uneven wear tends to occur. Conversely, even if the angle α5d is excessively small, the edge component may not be sufficiently large. From such a viewpoint, the angle α5d is more preferably 30 degrees or less, preferably 10 degrees or more, and more preferably 15 degrees or more.

  In order to effectively exhibit the edge component of the outer block-shaped element 27A, it is desirable that the distance L5d in the tire axial direction between the outer end 32Ao of the outer shoulder sipe 32A and the tread ground contact end 2t is small.

  If the distance L5d is large, the edge component may not be increased sufficiently. On the other hand, if the distance L5d is excessively small, the rigidity of the outer block-shaped element 27A is lowered, and there is a possibility that uneven wear occurs. From this point of view, the distance L5d is preferably 10 mm or less, more preferably 5 mm or less, and preferably 0 mm or more, more preferably 2 mm or more.

  In this embodiment, the number of outer shoulder sipes 32A provided in the small element 31S (one in this embodiment) is equal to the number of outer shoulder sipes 32A provided in the large element 31L (in this embodiment, 2). It is set to be smaller than this. As a result, the outer shoulder land portion 7A can reduce the rigidity difference between the small element 31S and the large element 31L while forming a pitch variation as described above, and can effectively prevent uneven wear.

  Note that if the number of the outer shoulder sipes 32A of the small element 31S is large, there is a possibility that the above-described operation cannot be exhibited effectively. Conversely, even if the number is small, there is a possibility that sufficient traction cannot be obtained on an icy road. From such a viewpoint, the difference between the number of the outer shoulder sipes 32A of the large element 31L and the number of the small elements 31S is preferably 1 or more, and preferably 2 or less.

  Further, in order to further reduce the rigidity difference in the tire circumferential direction of the outer shoulder land portion 7A and effectively improve the uneven wear resistance, the tire is 67% or less of the length L81 of the large element 31L in the tire circumferential direction. It is desirable to reduce the number of outer shoulder sipes 32A with respect to the outer block-shaped element 27A having the circumferential length L8.

  The rib-like portion 28 is provided with a notch portion 35 formed by notching the inner edge 7Ai on the vehicle inner side of the outer shoulder land portion 7A, and an inner sipe 36 extending between the outer shoulder vertical groove 4A and the outer shoulder lateral groove 26A. . In the present embodiment, the notches 35 and the inner sipes 36 are alternately arranged in the tire circumferential direction.

  The notch 35 is formed in a substantially trapezoidal shape, like the notches 12A, 12B, etc. of the center land portion 5 described above, and helps to improve the performance on snow.

  Further, the inner sipe 36 is inclined with respect to the outer shoulder sipe 32A in a direction opposite to the tire axial direction and at an angle α5e of about 10 to 30 degrees with respect to the tire axial direction. Such an inner sipe 36 can increase the edge component without excessively reducing the rigidity of the rib-like portion 28, and can effectively obtain traction on an ice road.

  Furthermore, a shoulder sub-groove 33 extending in the tire circumferential direction is provided between the outer block-shaped element 27A and the rib-shaped portion 28 of the present embodiment. The shoulder sub-groove 33 is useful for enhancing the drainage performance that tends to decrease in the outer shoulder land portion 7A.

As shown in FIG. 6, the inner shoulder land portion 7B has an inner shoulder lateral groove 26B in which an outer end 26Bo on the outer side of the vehicle communicates with the inner shoulder longitudinal groove 4B and an inner end 26Bi communicates with the tread grounding end 2t. Provided. As a result, the inner shoulder land portion 7B is provided with inner block-like elements 27B that are sandwiched and divided by the inner shoulder lateral grooves 26B in the tire circumferential direction.

  The inner shoulder lateral groove 26B smoothly curves and extends from the outer end 26Bo to the inner end 26Bi while gradually decreasing at an angle α7c of 30 degrees or less with respect to the tire axial direction. Such an inner shoulder lateral groove 26B can smoothly discharge a water film between the road surface and a snow shear force in snow, and can improve drainage performance and on-snow performance. The groove width W7c and groove depth D7c (shown in FIG. 2) of the inner shoulder lateral groove 26B are preferably in the same range as the outer shoulder lateral groove 26A.

  A tie bar 37 with a reduced groove depth is provided on the outer side of the inner shoulder lateral groove 26B outside the vehicle. The tie bar 37 can reduce the rigidity step in the tire circumferential direction of the inner shoulder land portion 7B, and can suppress the occurrence of uneven wear.

  When the length L10 of the tie bar 37 in the tire axial direction is small, there is a possibility that the above-described action cannot be effectively exhibited. On the other hand, even if the length L10 is too large, the groove volume of the inner shoulder lateral groove 26B becomes excessively small, and there is a possibility that the performance on snow and the drainage performance are deteriorated. From this viewpoint, the length L10 is preferably 5 mm or more, more preferably 10 mm or more, and preferably 20 mm or less, more preferably 15 mm or less.

  From the same viewpoint, the height H10 (shown in FIG. 2) of the tie bar 37 from the inner shoulder lateral groove 26B is preferably 20% or more of the groove depth D7c (shown in FIG. 2) of the inner shoulder lateral groove 26B. More preferably, it is 40% or more, preferably 80% or less, more preferably 60% or less.

  The inner block-like element 27B is formed in a substantially parallelogram shape in which the width W9 in the tire axial direction is substantially the same as or larger than the length L9 in the tire circumferential direction, like the outer block-like element 27A. In addition, steering stability performance and snow performance can be improved. Preferably, the width W9 of the inner block-shaped element 27B is, for example, about 15 to 25% of the tread width TW (shown in FIG. 1), and the length L9 is, for example, about 75 to 100% of the width W9.

  Further, the inner block-shaped element 27B also includes a plurality of types including at least a small element 41S having the smallest tire circumferential length L9 (L9s) and a large element 41L having the largest tire circumferential length L9 (L9l). It is randomly arranged on the inner shoulder land portion 7B. As a result, the inner shoulder land portion 7B can also form pitch variations, which helps to improve noise resistance.

  Further, the inner block-like element 27B has a notch 38 formed on the outer edge 7Ao on the outer side of the vehicle and a substantially trapezoidal shape, and is curved at an angle α5f of 30 degrees or less with respect to the tire axial direction. An extending inner shoulder sipe 32B is provided. The inner shoulder sipe 32B terminates without the outer end 32Bo in the tire axial direction communicating with the tread grounding end 2t, and the inner end 32Bi communicates with the inner shoulder vertical groove 7B.

  Such an inner shoulder sipe 32B can effectively increase the edge component of the inner block-shaped element 27B, and can suppress an excessive decrease in rigidity of the inner block-shaped element 27B. Stability performance can be improved. The angle α5f of the inner shoulder sipe 32B is preferably in the same range as the angle α5d of the outer shoulder sipe 32A.

  In order to effectively exhibit the above-described action, the distance L5f in the tire axial direction between the outer end 32Bo of the inner shoulder sipe 32B and the tread ground contact end 2t is preferably the same as the distance L5d of the outer shoulder sipe 32A.

In this embodiment, the number of inner shoulder sipes 32B provided in the small element 41S (one in this embodiment) is equal to the number of inner shoulder sipes 32B provided in the large element 41L (in this embodiment, 2). It is set to be smaller than this. Such an inner shoulder land portion 7B can also reduce the rigidity difference between the small element 41S and the large element 41L while forming a pitch variation, and can effectively prevent uneven wear.

  The difference between the number of inner shoulder sipes 32B of the large element 41L and the number of inner shoulder sipes 32B of the small element 41S is preferably in the same range as the outer shoulder sipes 32A.

  Further, in order to further reduce the rigidity difference in the tire circumferential direction of the inner shoulder land portion 7B and effectively improve the uneven wear resistance performance, the tire of 67% or less of the tire circumferential direction length L91 of the large element 41L It is desirable to reduce the number of the inner shoulder sipes 32B with respect to the inner block-shaped element 27B having the circumferential length L9.

  As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

Tires having the basic structure shown in FIG. 1 and having block-like elements and shoulder sipes shown in Table 1 were manufactured, and their performance was evaluated. The common specifications are as follows.
Tire size: P235 / 60R18
Rim size: 18 x 7.5
Tread width TW: 198mm
Center longitudinal groove:
Groove depth D1: 8.2 mm
Groove width W1a of outer center longitudinal groove: 8.7 mm, distance L1a: 12.45 mm
Inner center longitudinal groove width W1b: 7.1 mm, distance L1b: 20.85 mm
Shoulder flutes:
Groove width W2: 8.7 mm
Groove depth D2: 8.2 mm
Outer shoulder longitudinal groove distance L2a: 45.85mm
Inner shoulder longitudinal groove distance L2b: 54.7 mm
Center minor groove, outer middle minor groove:
Groove width W3a, W3b: 1.3 mm, groove depth D3a, D3b: 2.5 mm
Outside, inside notch:
Maximum length L6a: 10.5mm, depth: 8.2mm
Center sipe, outer middle sipe:
Angle α5a, α5b: 70 ° inner middle lateral groove:
Angle α7a: 70 degrees, groove width W7a: 4.9 mm, groove depth D7a: 8.2 mm
Inner middle block:
Width W4c: 29.0 mm, length L4c: 58.0 to 66.0 mm
slot:
Groove width W7d: 3.5mm
Groove depth: 5.8mm
Inner middle sipes:
Angle α5c: 60 ° outer shoulder lateral groove:
Angle α7b: 10 degrees, groove width W7b: 6.0 mm, groove depth D7b: 7.2 mm
Outer block element:
Width W8: 56.3 mm, Length L8: 21.4-32.1 mm
Small element length L8s: 21.4mm
Large element length L81: 32.1 mm
Inner sipe:
Angle α5e: 10 ° inner shoulder lateral groove:
Angle α7b: 10 degrees, groove width W7c: 6.0 mm, groove depth D7c: 7.2 mm
Inner block element:
Width W9: 56.3 mm, length L9: 21.4-32.1 mm
Small element length L9s: 21.4mm
Large element length L91: 32.1 mm
The test method is as follows.

<Snow performance>
Each test tire is assembled on the above rim, filled with 220kPa internal pressure and mounted on 4 cars of 3500cc domestic passenger car, running on snowy road tire test course, straight running stability, braking stability, steering wheel response The characteristics related to performance, rigidity, grip, etc. were evaluated by professional driver sensuality. The results are displayed with a score of Comparative Example 1 as 100. The larger the value, the better.

<Evaluation of actual vehicle wear>
Each test tire is assembled to the rim under the above conditions and attached to the passenger car, and travels a total of 10,000 km including the highway, urban area, and mountain road. The wear amount of the small element and the large element in each of the inner shoulder land portions was measured. In the evaluation, the reciprocal of the difference between the average wear amount of the small elements and the average wear amount of the large elements was displayed as an index with Comparative Example 1 being 100. The larger the value, the better.

<Performance on ice>
Each test tire was assembled to the rim under the above conditions and mounted on the passenger car, and the braking distance was measured when sudden braking was applied at a speed of 30 km / h on an icy road surface. The results are expressed as an index with Example 1 being 100, and the larger the value, the shorter the braking distance and the better the performance on ice.
The test results are shown in Table 1.

  As a result of the test, it was confirmed that the tires of the examples could improve the performance on ice and snow.

2 tread portion 3 center longitudinal groove 4 shoulder longitudinal groove 6 middle land portion 6A outer middle land portion 6B inner middle land portion 19 inner middle lateral groove 20 inner middle block 21 slot 22 inner middle sipe 22A central sipe 22B outer sipe 22C inner sipe

Claims (3)

A center longitudinal groove extending continuously in the tire circumferential direction on the tire equator or on both sides of the tire equator and a shoulder longitudinal groove extending continuously in the tire circumferential direction on both outer sides of the center longitudinal groove are provided in the tread portion. by the possess a middle land portion which is partitioned by the shoulder circumferential grooves, a pneumatic tire in which the direction is specified in attachment to the vehicle and the center longitudinal groove,
The middle land portion includes an outer middle land portion located outside the vehicle when mounted on the vehicle, and an inner middle land portion located inside the vehicle,
In the inner middle land portion, inner middle lateral grooves extending at an angle of 20 to 60 degrees with respect to the tire axial direction are spaced apart in the tire circumferential direction,
Inner middle blocks divided by the inner middle lateral grooves are spaced apart in the tire circumferential direction,
The inner middle block is provided with a slot extending substantially parallel to the inner middle lateral groove and an inner middle sipes extending in the opposite direction to the inner middle lateral groove,
The slot extends from the inner edge that is the vehicle inner side of the inner middle land portion and ends without reaching the outer edge that is the vehicle outer side,
The inner middle sipe is a central sipe extending from the inner side of the inner middle lateral groove near the inner end of the vehicle inside to the outer end of the inner middle lateral groove adjacent to the outer side of the vehicle,
An outer sipe that connects the inner middle lateral groove and the center longitudinal groove on one side of the central sipe in the tire circumferential direction, and a slot that connects the slot and the inner middle lateral groove on the other side of the central sipe in the tire circumferential direction. A pneumatic tire comprising an inner sipe. The outer middle land portion includes an outer middle sub-groove extending continuously in the tire circumferential direction at the center in the width direction of the outer middle land portion, and notch portions in which both side edges in the tire axial direction of the outer middle land portion are notched. And an outer middle sipe that intersects the outer middle sub-groove is formed,
The notch is spaced apart in the tire circumferential direction, and has an outer notch formed by notching the outer edge of the outer middle land, which is the vehicle outer side, and an inner edge of the outer middle land, which is the inner side of the vehicle. Including the notched inner notch,
The outer middle sipe includes an outer sipe disposed on the vehicle outer side with respect to the outer middle sub-groove, and an inner sipe disposed on the vehicle inner side,
The outer sipe communicates with the outer notch,
The inner sipe extends in parallel with the first inner sipe between the plurality of first inner sipe communicating with the inner notch and the first inner sipe adjacent in the tire circumferential direction, and the center. The pneumatic tire according to claim 1, further comprising a second inner sipe communicating with the longitudinal groove. The pneumatic tire according to claim 1, wherein both side edges in the tire axial direction of the inner middle land portion extend linearly.

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