JP6107243B2 - Pneumatic tire - Google Patents

Description

  The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire that can improve braking performance on ice while maintaining snow handling stability performance.

  In recent studless tires, a large number of sipes are arranged on the tread surface of the block, thereby causing a water film removal action on the ice surface and improving the on-ice braking performance of the tire. As conventional pneumatic tires employing such a configuration, techniques described in Patent Documents 1 to 4 are known.

JP 2008-132809 A JP 2005-329793 A Japanese Patent Laid-Open No. 2002-187412 JP2011-218830A

  On the other hand, with pneumatic tires, there is also a problem that should maintain the steering stability performance of the tires on the snow.

  Therefore, the present invention has been made in view of the above, and an object thereof is to provide a pneumatic tire capable of improving the braking performance on ice while maintaining the on-snow steering stability performance.

In order to achieve the above object, a pneumatic tire according to the present invention is a pneumatic tire including a plurality of blocks on a tread surface, and each of the blocks extends in the tire width direction and extends in the tire circumferential direction. The main sipe includes at least three main sipes arranged at a predetermined interval, and the main sipe has a three-dimensional sipe wall surface and a two-dimensional sipe wall surface and an uneven portion meshing with each other. A second sipe portion on the sipe wall surface, and when defining a first direction and a second direction that are opposite to each other in the tire circumferential direction, the first of the blocks of the two main sipes The sipe length L1h of the first sipe portion of the main sipe on the direction side and the sipe length L1t of the first sipe portion of the main sipe on the second direction side of the block But, L1H <have a relationship L1t, and the first direction of the main sipes in side the the second sipe portion the uneven portion of the average depth position Hh of the second side of the block of the block The average depth position Ht of the uneven portion of the second sipe portion of the main sipe has a relationship of Ht <Hh .
The pneumatic tire according to the present invention is a pneumatic tire including a plurality of blocks on a tread surface, and each of the blocks extends in the tire width direction and is arranged at a predetermined interval in the tire circumferential direction. A first sipe portion having a three-dimensional shape sipe wall surface, and a sipe wall surface having a two-dimensional shape sipe wall surface and an uneven portion engaging with each other. The main sipe that is on the first direction side of the block of the two main sipes when defining a first direction and a second direction that are opposite to each other in the tire circumferential direction. The sipe length L1h of the first sipe portion and the sipe length L1t of the first sipe portion of the main sipe on the second direction side of the block satisfy the relationship of L1h <L1t. And the main sipe is located at the first sipe portion, the second sipe portion disposed at one end portion of the first sipe portion, and the other end portion of the first sipe portion. A third sipe portion disposed and having a bottom upper portion.
The pneumatic tire according to the present invention is a pneumatic tire including a plurality of blocks on a tread surface, and each of the blocks extends in the tire width direction and is arranged at a predetermined interval in the tire circumferential direction. A first sipe portion having a three-dimensional shape sipe wall surface, and a sipe wall surface having a two-dimensional shape sipe wall surface and an uneven portion engaging with each other. The main sipe that is on the first direction side of the block of the two main sipes when defining a first direction and a second direction that are opposite to each other in the tire circumferential direction. The sipe length L1h of the first sipe portion and the sipe length L1t of the first sipe portion of the main sipe on the second direction side of the block satisfy the relationship of L1h <L1t. The center region and the shoulder region of the tread portion are provided with the blocks, and the block in the center region and the block in the shoulder region change the direction of the arrangement pattern of the first sipe portion in the tire circumference. They are arranged so as to be reversed with respect to each other.

  In the pneumatic tire according to the present invention, a main sipe having a first sipe portion that is short and easy to fall is disposed on the first direction side of the block, and a main sipe having a first sipe portion that is long and difficult to fall on the second direction side of the block. Sipes are placed. As a result, when the pneumatic tire is mounted on the vehicle with the first direction side of the block as the kicking side applied in the tire rotation direction, the amount of sipe collapse during braking is reduced between the kicking side and the stepping side of the block. There is an advantage that the stability of the tire on the snow is maintained by being uniformized.

FIG. 1 is a sectional view in the tire meridian direction showing a pneumatic tire according to an embodiment of the present invention. FIG. 2 is a plan view showing a tread surface of the pneumatic tire depicted in FIG. 1. FIG. 3 is a plan view showing a block of the pneumatic tire depicted in FIG. 2. FIG. 4 is a cross-sectional view taken along line A showing the main sipes of the block shown in FIG. FIG. 5 is a cross-sectional view taken along the line B showing the main sipe of the block illustrated in FIG. 3. 6 is a cross-sectional view taken along line C showing the main sipe shown in FIG. 7 is a cross-sectional view of the main sipe shown in FIG. FIG. 8 is an explanatory view showing a three-dimensional sipe wall surface. FIG. 9 is an explanatory view showing a three-dimensional sipe wall surface. FIG. 10 is an explanatory diagram showing a main sipe of the block shown in FIG. FIG. 11 is an explanatory diagram showing a main sipe of the block shown in FIG. FIG. 12 is an explanatory diagram illustrating a modification of the main sipe described in FIG. 11. FIG. 13 is a plan view illustrating a block of the pneumatic tire illustrated in FIG. 2. 14 is a cross-sectional view taken along line E showing a main sipe of the block shown in FIG. FIG. 15 is an explanatory view showing a modification of the tread pattern shown in FIG. FIG. 16 is a chart showing the results of the performance test of the pneumatic tire according to the embodiment of the present invention.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. Further, the constituent elements of this embodiment include those that can be replaced while maintaining the identity of the invention and that are obvious for replacement. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

[Pneumatic tire]
FIG. 1 is a sectional view in the tire meridian direction showing a pneumatic tire according to an embodiment of the present invention. The figure shows a radial tire for a passenger car as an example of the pneumatic tire 1. In the figure, the symbol CL is the tire equator plane. The tire width direction means a direction parallel to a tire rotation axis (not shown), and the tire radial direction means a direction perpendicular to the tire rotation axis.

  The pneumatic tire 1 has an annular structure centered on the tire rotation axis, and includes a pair of bead cores 11, a pair of bead fillers 12, 12, a carcass layer 13, a belt layer 14, and a tread rubber 15. And a pair of sidewall rubbers 16 and 16 and a pair of rim cushion rubbers 17 and 17 (see FIG. 1).

  The pair of bead cores 11 and 11 is an annular member formed by bundling a plurality of bead wires, and constitutes the core of the left and right bead portions. The pair of bead fillers 12 and 12 are disposed on the outer periphery in the tire radial direction of the pair of bead cores 11 and 11 to reinforce the bead portion.

  The carcass layer 13 is bridged in a toroidal shape between the left and right bead cores 11 and 11 to form a tire skeleton. Further, both end portions of the carcass layer 13 are wound and locked outward in the tire width direction so as to wrap the bead core 11 and the bead filler 12. The carcass layer 13 is formed by rolling a plurality of carcass cords made of steel or an organic fiber material (for example, aramid, nylon, polyester, rayon, etc.) with a coat rubber, and has an absolute value of 80 [deg]. A carcass angle of 95 [deg] or less (inclination angle in the fiber direction of the carcass cord with respect to the tire circumferential direction).

  The belt layer 14 is formed by laminating a pair of cross belts 141 and 142 and a belt cover 143, and is arranged around the outer periphery of the carcass layer 13. The pair of cross belts 141 and 142 is formed by rolling a plurality of belt cords made of steel or organic fiber material with a coating rubber, and has an absolute value of a belt angle of 20 [deg] or more and 40 [deg] or less. Have. Further, the pair of cross belts 141 and 142 have belt angles with different signs from each other (inclination angle of the fiber direction of the belt cord with respect to the tire circumferential direction), and are laminated so that the fiber directions of the belt cords cross each other. (Cross ply structure). The belt cover 143 is formed by rolling a plurality of belt cords made of steel or organic fiber material coated with a coat rubber, and has a belt angle of 45 [deg] or more and 70 [deg] or less in absolute value. Further, the belt cover 143 is disposed so as to be laminated on the outer side in the tire radial direction of the cross belts 141 and 142.

  The tread rubber 15 is disposed on the outer circumference in the tire radial direction of the carcass layer 13 and the belt layer 14 to constitute a tread portion of the tire. The pair of side wall rubbers 16 and 16 are respectively arranged on the outer side in the tire width direction of the carcass layer 13 to constitute left and right side wall portions. The pair of rim cushion rubbers 17 and 17 are arranged on the outer sides in the tire width direction of the left and right bead cores 11 and 11 and the bead fillers 12 and 12, respectively, and constitute left and right bead portions.

[Tread pattern]
FIG. 2 is a plan view showing a tread surface of the pneumatic tire depicted in FIG. 1. The figure shows a tread pattern of a studless tire. In the figure, the tire circumferential direction refers to the direction around the tire rotation axis. Moreover, the code | symbol T is a tire grounding end.

  The pneumatic tire 1 includes a plurality of circumferential main grooves 21 and 22 extending in the tire circumferential direction, a plurality of land portions 31 to 33 partitioned into the circumferential main grooves 21 and 22, and the land The tread portion includes a plurality of lug grooves 41 and 42 arranged in the portions 31 to 33 (see FIG. 2).

  The circumferential main groove refers to a circumferential groove having a groove width of 3.5 [mm] or more. The lug groove refers to a lateral groove having a groove width of 2.0 [mm] or more. These groove widths are measured excluding notches and chamfers formed in the groove openings on the tread surface. The sipe described later is a cut formed in the land portion, and has a sipe width of less than 1.0 [mm].

  For example, in the configuration of FIG. 2, four circumferential main grooves 21 and 22 having a straight shape are arranged symmetrically about the tire equatorial plane CL. The circumferential main grooves 21 and 22 define a row of center land portions 31, a pair of left and right second land portions 32 and 32, and a pair of left and right shoulder land portions 33 and 33. The pneumatic tire 1 includes a first lug groove 41 and a second lug groove 42. The first lug groove 41 extends continuously in the tire width direction, crosses the tread portion, and opens at the left and right tread end portions. The second lug groove 42 extends continuously from one of the tread ends in the tire width direction and terminates inside the second land portion 32. A plurality of first lug grooves 41 are arranged at predetermined intervals in the tire circumferential direction, and a pair of left and right second lug grooves 42 that open between the adjacent first lug grooves 41 and 41 at the left and right tread ends, respectively. , 42 are arranged. For this reason, the center land portion 31 and the second land portion 32 are divided in the tire circumferential direction only by the first lug groove 41 to form a block row composed of long blocks. Further, the shoulder land portion 33 is alternately divided in the tire circumferential direction by the first lug groove 41 and the second lug groove 42 to form a block row composed of short blocks. Further, the first land portion 42 and the second lug groove 42 are partially inclined in the tire circumferential direction, and as a whole, a point-symmetric tread pattern centered on a point on the tire equatorial plane CL is formed. .

  In addition, not only said structure but the circumferential main grooves 21 and 22 are arrange | positioned non-right-and-left symmetrically centering on the tire equator surface CL, and a left-right asymmetric tread pattern may be formed (illustration omitted). Further, the circumferential main grooves 21 and 22 may have a zigzag shape or a wave shape, so that the block 5 may have a zigzag shape or a wave shape edge portion (not shown). Further, at least one row of land portions 31 to 33 may be a block row, and the other land portions may be ribs (not shown).

  In the configuration of FIG. 2, the pneumatic tire 1 includes a tread pattern in which the circumferential main grooves 21 and 22 and the lug grooves 41 and 42 are arranged in a lattice pattern. However, the present invention is not limited to this, and the pneumatic tire 1 may include a mesh-like tread pattern including a plurality of inclined lug grooves (not shown).

[Specify rotation direction]
Moreover, this pneumatic tire 1 has designation | designated of a tire rotation direction (refer FIG. 2). The tire rotation direction refers to a rotation direction that is frequently used when the tire is used, for example, a rotation direction when the vehicle moves forward. The designation of the rotation direction is displayed by, for example, marks or irregularities attached to the sidewall portion of the tire. In this embodiment, on the basis of the designation of the rotation direction, the stepping side of the block 5 (the side that comes in contact first when the tire rolls in the designated rotation direction) and the kicking side (the opposite side to the stepping side) ) Is defined.

[Block sipe structure]
In recent studless tires, a large number of sipes are arranged on the tread surface of the block, thereby causing a water film removal action on the ice surface and improving the on-ice braking performance of the tire. In recent years, studless tires maintain a stable operation performance on snow by adopting long blocks in the tire circumferential direction.

  Here, during vehicle braking, a large ground external force acts from the stepping-in side of the block toward the kicking-out side. For this reason, at the time of vehicle braking, the amount of sipe falling on the block depression side is increased, and the amount of sipe falling on the block kicking side is relatively reduced. Then, the amount of sipe collapse in the entire block becomes non-uniform, and there is a problem that the edge effect of the block is lowered and the on-snow steering stability performance is lowered.

  Therefore, in this pneumatic tire 1, the following configuration is adopted in order to improve the braking performance on ice while maintaining the steering stability performance on snow.

  FIG. 3 is a plan view showing a block of the pneumatic tire depicted in FIG. 2. 4 and 5 are a cross-sectional view as viewed in A (FIG. 4) and a cross-sectional view as viewed in B (FIG. 5) showing the main sipes of the block shown in FIG. 6 and 7 are a cross-sectional view as viewed in C (FIG. 6) and a cross-sectional view as viewed in D (FIG. 7) showing the main sipe described in FIG. 8 and 9 are explanatory views showing a three-dimensional sipe wall surface.

  In these drawings, FIG. 3 shows a single block 5 in the center land portion 31 as an example. Moreover, in the same figure, the circular broken line has shown the installation number ratio of the uneven | corrugated | grooved part in the 2nd sipe part 612 mentioned later. 4 and 5 show sipe wall surfaces of the main sipe 61 when the block 5 is cut along the main sipe 61, respectively. FIG. 6 is a cross-sectional view of the first sipe portion 611 of the main sipe 61, and FIG. 7 is a cross-sectional view of the second sipe portion 612 of the main sipe 61.

  As shown in FIG. 3, in the pneumatic tire 1, the block 5 includes a plurality of main sipes 61.

  The main sipe 61 is a sipe extending in the tire width direction. At this time, if the angle between the extending direction of the main sipe 61 and the tire rotation axis is less than 45 [deg], it can be said that the main sipe 61 extends in the tire width direction. Further, at least three or more main sipes 61 are arranged at predetermined intervals in the tire circumferential direction. At this time, the interval between the adjacent main sipes 61, 61 can be set as appropriate.

  The main sipe 61 includes a first sipe part 611 and a second sipe part 612.

  The first sipe portion 611 has a three-dimensional sipe wall surface. As shown in FIGS. 4 and 6, the three-dimensional sipe wall surface has a shape that is bent in the sipe width direction in a cross-sectional view perpendicular to the sipe length direction (C cross-sectional view in FIG. 4). Say. Such a three-dimensional sipe wall surface has a stronger meshing force of the sipe wall surface at the time of tire contact than a sipe portion having a planar sipe wall surface. For this reason, it does not easily fall down when the block is grounded, and has an effect of reinforcing the rigidity of the block.

  Specific examples of such a three-dimensional sipe wall surface include the following (see FIGS. 8 and 9).

  In the configuration of FIG. 8, the sipe wall surface has a structure in which a triangular pyramid and an inverted triangular pyramid are connected in the sipe length direction. In other words, the sipe wall surface has a zigzag shape on the tread surface side and a zigzag shape on the bottom side that are shifted in pitch in the tire width direction, and unevenness that faces each other between the zigzag shapes on the tread surface side and the bottom side. Have Further, the sipe wall surface is an unevenness when viewed in the tire rotation direction among these unevennesses, between the convex bending point on the tread surface side and the concave bending point on the bottom side, the concave bending point on the tread surface side and the bottom side Between the convex bend points of the tread surface and the convex bend points on the tread surface side, and adjacent convex bend points that are adjacent to each other with ridge lines, and the ridge lines between the ridge lines in order in the tire width direction. It is formed by connecting in a plane. In addition, one sipe wall surface has an uneven surface in which convex triangular pyramids and inverted triangular pyramids are arranged alternately in the tire width direction, and the other sipe wall surface alternates between concave triangular pyramids and inverted triangular pyramids. Have uneven surfaces arranged in the tire width direction. And the sipe wall surface has the uneven | corrugated surface arrange | positioned at least at the outermost both ends of the sipe toward the outside of the block. As a sipe having such a sipe wall surface, for example, a technique described in Japanese Patent No. 3894743 is known.

  In the configuration of FIG. 9, the sipe wall surface has a structure in which a plurality of rectangular columns having a block shape are connected in the sipe depth direction and the sipe length direction while being inclined with respect to the sipe depth direction. In other words, the sipe wall surface has a zigzag shape on the tread surface. Further, the sipe wall surface has a bent portion that is bent in the tire circumferential direction at two or more locations in the tire radial direction inside the block and continues in the tire width direction, and has an amplitude in the tire radial direction at the bent portion. It has a zigzag shape. In addition, while the sipe wall surface makes the tire circumferential amplitude constant, the inclination angle in the tire circumferential direction with respect to the normal direction of the tread surface is made smaller at the sipe bottom side part than the tread surface side part and bent. The amplitude of the tire in the tire radial direction is made larger at the sipe bottom side than at the tread surface side. As a sipe having such a sipe wall surface, for example, a technique described in Japanese Patent No. 4316452 is known.

  The second sipe portion 612 has a two-dimensional sipe wall surface, and also has concave and convex portions (a concave portion 6121 and a convex portion 6122 in FIG. 7) that mesh with each other. Therefore, as shown in FIG. 4, the second sipe part 612 is a first sipe part having a sipe wall surface having a uniform three-dimensional shape in that the sipe wall surface having a uniform three-dimensional shape is partially provided with an uneven part based on the sipe wall surface having a two-dimensional shape. 611 is different.

  As shown in FIGS. 4 and 7, the two-dimensional sipe wall surface refers to a sipe wall surface having a linear shape in a cross-sectional view perpendicular to the sipe length direction (D cross-sectional view in FIG. 4). The two-dimensional sipe wall surface is preferably composed of a single plane as shown in FIG. However, the present invention is not limited to this, and the two-dimensional sipe wall surface may be refracted in the sipe width direction on the assumption that it has a linear shape in a cross-sectional view perpendicular to the sipe length direction (not shown). Accordingly, the two-dimensional sipe wall surface includes a sipe having a zigzag shape in a tread plan view and a uniform cross-sectional shape in the sipe depth direction.

  As shown in FIG. 4 and FIG. 7, the concavo-convex portion is composed of a concave portion 6121 disposed on one wall surface and a convex portion 6122 disposed on the other wall surface, and is disposed opposite to each other. The uneven portions have a function of reinforcing the rigidity of the block 5 by engaging with each other when the second sipe portion 612 is closed when the tire contacts the ground. Such irregularities can have, for example, a hemispherical shape, a truncated cone shape, and the like.

  For example, in the configuration of FIG. 3, one main sipe 61 has one first sipe portion 611 and a pair of second sipe portions 612 and 612, and the second sipe portion 611 has second ends at both ends. The sipes 612 and 612 are connected to each other. Further, the first sipe portion 611 and the pair of second sipe portions 612 and 612 are linearly connected to constitute the first sipe portion 611.

  Further, as shown in FIG. 3, the main sipe 61 extends in the tire width direction and opens at the left and right edge portions of the block 5 in the tire width direction. Therefore, the first sipe portion 611 is located at the center portion of the block 5 in the tire width direction, and the pair of second sipe portions 612 and 612 are located at the left and right edge portions of the block 5 in the tire width direction. Yes. In such a configuration, the first sipe portion 611 that has a strong meshing force on the sipe wall surface and is difficult to fall down is positioned at the center of the block 5, so that the rigidity of the block 5 at the time of tire contact is ensured and the braking performance of the tire on ice is improved. To do. In addition, the second sipe portion 612, which has a relatively weak meshing force on the sipe wall surface, is positioned at the edge portion of the block 5 so that the edge portion of the block 5 stands at the time of tire contact, and the traction is improved. Improves the stability of tire handling on snow.

  As shown in FIG. 3, the first sipe portion 611 has a zigzag shape in a plan view of the tread portion, and extends in the tire width direction while having an amplitude in the tire circumferential direction. As shown in FIGS. 4 and 6, the first sipe portion 611 has a wall shape extending in the sipe length direction and the sipe depth direction while being bent in the sipe width direction. Moreover, as shown in FIG. 6, the sipe wall surface which the 1st sipe part 611 opposes is bent so that a phase might mutually be arrange | positioned. For this reason, when the main sipe 61 is closed at the time of tire contact, the opposite sipe wall surfaces have a shape that meshes with each other.

  Moreover, as shown in FIG. 3, the 2nd sipe part 612 has a linear shape by planar view of a tread part. As shown in FIGS. 4 and 7, the second sipe portion 612 is configured by arranging a plurality of sets of concave portions 6121 and convex portions 6122 having a spherical shape on a sipe wall surface having a planar shape. Further, as shown in FIG. 6, when the concave portion 6121 and the convex portion 6122 are arranged at the same position on the opposite sipe wall surface, when the main sipe 61 is closed at the time of tire contact, the concave portion 6121 and the convex portion 6122 Have a structure that meshes with each other.

  Thus, the first sipe portion 611 and the second sipe portion 612 have different wall surface shapes, so that the meshing force of the sipe wall surface of the first sipe portion 611 at the time of tire contact and the second sipe portion 612 There is a difference between the meshing force of the sipe wall surface.

  Further, in the configuration of FIG. 3, one block 5 includes eight main sipes 61, and these main sipes 61 are aligned in the tire circumferential direction with a predetermined interval therebetween and extend in the tire width direction. Exist. These main sipes 61 are arranged over the entire area of the block 5 in the tire circumferential direction.

  Here, in this pneumatic tire 1, of the two main sipes 61h and 61t arranged in the same block 5, the sipe length of the first sipe portion 611 of the main sipe 61h on the kicking side of the block 5 is further increased. L1h (see FIG. 5) and the sipe length L1t (see FIG. 4) of the first sipe portion 611 of the main sipe 61t further on the stepping side of the block 5 have a relationship of L1h <L1t.

  The sipe length is the length of a line segment that connects both ends of the sipe in a plan view of the tread portion. As shown in FIG. 3, in the configuration in which the first sipe portion 611 has a zigzag shape, the length of the sipe portion is measured as the length of the center line of the zigzag swing width.

  As shown in FIG. 3, the grounding external force acting on the block 5 during vehicle braking is stronger on the stepping side and weaker on the kicking side. On the other hand, in the above configuration, the main sipe 61h having the short first sipe portion 611 is disposed on the kicking side of the block 5 (see FIG. 5), and the long first sipe portion is disposed on the stepping side of the block 5. A main sipe 61t having 611 is disposed (see FIG. 4). Further, the main sipe 61h having the short first sipe portion 611 is easy to fall because the meshing force of the sipe wall surface is weak, and the main sipe 61t having the long first sipe portion 611 is difficult to fall because the meshing force of the sipe wall surface is strong. For this reason, when the tire is in contact with the ground, the amount of sipe collapse is equalized between the kicking side and the stepping side of the block 5. Thereby, the edge effect of the block 5 is ensured, and the on-snow steering stability performance of the tire is maintained.

  Moreover, in this pneumatic tire 1, of the two main sipes 61h and 61t arranged in the same block 5, the sipe length L2h of the second sipe portion 612 of the main sipe 61h on the kicking side of the block 5 is further increased. (See FIG. 5) and the sipe length L2t (see FIG. 4) of the second sipe portion 612 of the main sipe 61t on the further depression side of the block 5 have a relationship of L2t <L2h.

  As shown in FIG. 3, in the configuration in which one main sipe 61 includes a plurality of second sipe portions 612, the sum of the sipe lengths of these second sipe portions 612 is the sipe length of the second sipe portion 612. Used as L2h and L2t. For example, in FIGS. 4 and 5, the sipe lengths L2h and L2t of the second sipe portion 612 are L2t = L2t_1 + L2t_2 and L2h = L2h_1 + L2h_2.

  In such a configuration, a main sipe 61h having a long second sipe portion 612 is disposed on the kicking side of the block 5 (see FIG. 5), and a main sipe 61t having a short second sipe portion 612 on the stepping side of the block 5 is provided. Is arranged (see FIG. 4). In addition, these second sipe portions 612 are more likely to fall down when the tire contacts the ground than the first sipe portion 611 having a three-dimensional sipe wall surface. Therefore, the main sipe 61h having the long second sipe portion 612 is disposed on the kicking side of the block 5 that receives a relatively small grounding external force during braking, so that the edge amount of the block 5 is effectively ensured. . Thereby, the edge amount of the block 5 after progress of wear is ensured by the second sipe part 612, and the braking performance on ice of the tire is maintained.

  For example, in the configuration of FIG. 3, since the block 5 has a rectangular shape and the main sipe 61 penetrates the block 5 in the tire width direction, all the main sipes 61 have the same sipe length La (FIGS. 4 and 5). See). Further, the main sipe 61 is composed of only the first sipe portion 611 and the second sipe portion 612, and the overall length La of the main sipe 61, the sipe length L1 of the first sipe portion 611, and the sipe length of the second sipe portion 612. L2 has a relationship of La = L1 + L2. For this reason, in one main sipe 61, the sipe length L1 of the second sipe portion 612 is shorter (longer) as the sipe length L1 of the first sipe portion 611 is longer (shorter).

  Further, the block 5 includes eight main sipes 61, and these main sipes 61 are arranged over the entire region from the kicking side to the stepping side of the block 5. Further, the sipe length L1 of the first sipe portion 611 in the main sipe 61 increases stepwise and the sipe length L2 of the second sipe portion 612 increases stepwise as the block 5 moves from the kicking side toward the stepping side. Is set to a small value. As a result, the amount of sipe collapse during braking is made uniform throughout the block, and the edge amount of the block 5 after the progress of wear is ensured appropriately.

  In the configuration of FIG. 3, the block 5 includes an auxiliary sipe 62.

  The auxiliary sipe 62 is a sipe having a three-dimensional sipe wall surface, and is disposed further on the outer side in the tire circumferential direction than the main sipe 61 located on the outermost side in the tire circumferential direction. The auxiliary sipe 62 does not have a portion (a portion corresponding to the second sipe portion 612 of the main sipe 61) composed of a two-dimensional sipe wall surface and an uneven portion. Such a sipe having a two-dimensional sipe wall surface and an uneven portion is classified as a main sipe 61.

  For example, in the configuration of FIG. 3, the block 5 includes eight main sipes 61 and a pair of auxiliary sipes 62 and 62, and these sipes 61 and 62 connect the pair of auxiliary sipes 62 and 62 in the tire circumferential direction. The outermost tires are arranged at predetermined intervals in the tire circumferential direction. Moreover, a pair of auxiliary sipes 62 and 62 have a closed structure, and are terminated inside the block 5 at both ends thereof. In such a configuration, the edge component of the block 5 is increased by the pair of auxiliary sipes 62 and 62, and the auxiliary sipes 62 and 62 have three-dimensional shaped sipe wall surfaces, so that the stepping side end portions of the block 5 Further, the rigidity of the kick-out side end portion is ensured appropriately.

  In the pneumatic tire 1, the sipe length L 1 of the first sipe portion 611 of the main sipe 61 that is the closest to the stepping side of the block 5 among the plurality of main sipe 61 arranged in one block 5, and this The total length La of the main sipe 61 preferably has a relationship of 0.70 ≦ L1 / La. Thereby, the sipe length L1 of the first sipe portion 611 at the stepped side end portion of the block 5 is appropriately secured.

  The upper limit of the ratio L1 / La in the main sipe 61 is restricted by the fact that the main sipe 61 necessarily has the second sipe portion 612.

  Further, in the pneumatic tire 1, the sipe length L1 of the first sipe portion 611 of the main sipe 61 that is closest to the kicking side of the block 5 among the plurality of main sipe 61 arranged in one block 5, and the main sipe 61 The total length La of the sipe 61 preferably has a relationship of L1 / La ≦ 0.40. Thereby, the sipe length L1 of the 1st sipe part 611 in the kicking side edge part of the block 5 is ensured appropriately.

  The lower limit of the ratio L1 / La in the main sipe 61 is restricted by the fact that the main sipe 61 always has the first sipe portion 611.

  FIG. 10 is an explanatory diagram showing a main sipe of the block shown in FIG. This figure shows the second sipe portion 612 of the two main sipes 61 and 61 arranged in one block 5. Further, in the figure, a circular broken line indicates a position in the sipe depth direction of the concave and convex portions (the concave portions 6121 and the convex portions 6122 in FIG. 4) of the second sipe portion 612.

  As shown in FIG. 10, in the pneumatic tire 1, of the two main sipes 61 h and 61 t arranged in one block 5, the second sipe portion 612 of the main sipe 61 h on the kicking side of the block 5. The average depth position Hh of the uneven portions and the average depth position Ht of the uneven portions of the second sipe portion 612 of the main sipe 61t on the step-down side of the block 5 have a relationship of Ht <Hh.

  The average depth positions Ht and Hh of the concavo-convex portions are average values of distances from the tread surface of the block 5 to the engagement centers of the plurality of concavo-convex portions of the second sipe portion 612, and are measured for each main sipe 61.

  On the kicking side of the block 5, since the ground external force acting at the time of braking is relatively small, the main sipe 61h is difficult to fall down. Therefore, the main sipe 61h on the kick-out side of the block 5 has the uneven portion of the second sipe portion 612 at a deep position, so that the amount of collapse of the main sipe 61h increases. On the other hand, the main sipe 61t is likely to fall on the stepping side of the block 5 because the grounding external force acting during braking is large. Therefore, the main sipe 61t on the step-down side of the block 5 has the concave and convex portions of the second sipe portion 612 at a shallow position, so that the amount of collapse of the main sipe 61t is suppressed. Thereby, the amount of fall of the main sipe 61 in the whole block 5 is equalized.

  FIG. 11 is an explanatory diagram showing a main sipe of the block shown in FIG. FIG. 12 is an explanatory diagram illustrating a modification of the main sipe described in FIG. 11. These drawings show the operation of the single main sipe 61.

  As shown in FIG. 11, the first sipe portion 611 has a W shape formed by connecting a plurality of V-shaped portions. The W-shape refers to a shape in which the V-shaped portion is arranged so as to be biased toward the virtual line L when a virtual line L connecting the start point and the end point of the first sipe portion 611 is drawn. Such a W-shaped first sipe portion 611 has a sipe collapse when the grounding external force acts in the direction from the top of the V-shaped portion toward the virtual line L, compared to the case where the grounding external force acts in the opposite direction. The amount becomes smaller. Therefore, the W-shaped first sipe portion 611 has directionality in the amount of sipe collapse.

  For example, in the configuration of FIG. 11, one main sipe 61 is connected to one first sipe portion 611 and a pair of second sipe portions 612 and 612 in a row. Further, in a plan view of the tread portion, the first sipe portion 611 has a zigzag shape, and the second sipe portion 612 has a linear shape. Further, all the V-shaped portions of the first sipe portion 611 are arranged with the direction of the apex aligned in one direction, and both ends are arranged on the virtual line L.

  Further, as shown in FIG. 3, the first sipe portion 611 is arranged with the top of the V-shaped portion directed from the kicking side of the block 5 toward the stepping side. That is, the 1st sipe part 611 is arrange | positioned toward the stepping side from the kicking side in the biasing direction of a V-shaped part. Moreover, all the 1st sipe parts 611 of the block 5 are arrange | positioned with the direction of the top part of a V-shaped part facing the stepping side. In such a configuration, when a grounding external force is applied from the stepping side to the kicking side of the block 5 during braking, the amount of the first sipe portion 611 that falls is suppressed. As a result, the rigidity of the block 5 is ensured, and the on-snow steering stability performance of the tire is maintained.

  In the configuration of FIG. 11, as described above, all the V-shaped portions of the first sipe portion 611 are arranged on the imaginary line L with their end portions aligned. For this reason, the first sipe portion 611 is disposed only on one side of the virtual line L.

  However, the present invention is not limited to this, and the V-shaped portion of the first sipe portion 611 may be disposed so as to intersect the virtual line L as shown in FIG. However, the first sipe portion 611 needs to have directionality in the amount of collapse of the sipe by arranging the V-shaped portion so as to be biased to one side with respect to the virtual line L.

  FIG. 13 is a plan view illustrating a block of the pneumatic tire illustrated in FIG. 2. 14 is a cross-sectional view taken along line E showing a main sipe of the block shown in FIG. In these drawings, FIG. 13 shows a single block 5 in the shoulder land portion 33. FIG. 14 shows a sipe wall surface of the main sipe 61 when the block 5 is cut along the main sipe 61.

  In the configuration shown in FIG. 3, the block 5 has a rectangular shape that is partitioned into a pair of circumferential main grooves 21, 21 and a pair of lug grooves 41, 41. Further, one block 5 includes a plurality of main sipes 61, and these main sipes 61 are arranged at predetermined intervals in the tire circumferential direction while aligning the sipe length direction in the tire width direction. It penetrates in the direction. Further, the first sipe portion 611 of the main sipe 61 is disposed at the center portion in the tire width direction of the block 5, and the pair of left and right second sipe portions 612 and 612 are provided at the left and right edge portions in the tire width direction of the block 5. Each is open. For this reason, as shown in FIGS. 4 and 5, the second sipe portions 612 having the concavo-convex portions (the concave portions 6121 and the convex portions 6122) are arranged at the left and right edge portions of the block 5 in the tire width direction, respectively.

  On the other hand, in the configuration of FIG. 13, the block 5 is in the shoulder land portion 33 and is divided into the outermost circumferential main groove 22, a tread end (not shown), and a pair of lug grooves 41 and 42. It has a rectangular shape. Further, one block 5 includes a plurality of main sipes 61, and these main sipes 61 are arranged at predetermined intervals in the tire circumferential direction while aligning the sipe length direction in the tire width direction. These main sipes 61 open at one end to the edge portion on the outermost circumferential main groove 22 side of the block 5, and inside the block 5 and in the vicinity of the grounding end T at the other end. It ends with. Thus, the main sipe 61 may have a semi-closed structure that opens to the edge portion of the block 5 only at one end portion.

  In the configuration of FIG. 13, as shown in FIG. 14, the main sipe 61 has a first sipe part 611, a second sipe part 612, a two-dimensional sipe wall surface, and a third sipe having a bottom upper part. Part 613. The second sipe part 612 and the third sipe part 613 are connected to the left and right ends of the first sipe part 611, respectively. Further, the main sipe 61 opens at the second sipe portion 612 at the edge portion of the block 5 on the outermost circumferential main groove 22 side. Thereby, the edge amount of the block 5 after progress of wear is ensured, and the on-snow steering stability performance of the tire is ensured.

  Further, the main sipe 61 terminates in the vicinity of the ground end T at the third sipe portion 613. At this time, as shown in FIG. 14, the sipe depth of the main sipe 61 is gradually reduced by the bottom upper portion of the third sipe portion 613. Thus, the main sipe 61 may include the second sipe portion 612 only at one end portion. Further, the main sipe 61 may include a third sipe portion 613 having a bottom upper portion as described above at one end portion. In such a configuration, the rigidity of the block 5 in the shoulder land portion 33 is increased, and the on-snow steering stability performance of the tire is maintained.

  13 and 14, the main sipe 61 having the third sipe portion 613 is arranged in the block 5 of the shoulder land portion 33 as described above.

  However, the present invention is not limited to this, and the main sipe 61 having the third sipe portion 613 may be disposed in the block 5 of the center land portion 31 or the second land portion 32 (not shown). In such a case, the main sipe 61 opens at one edge portion of the block 5 at the second sipe portion 612, and opens at the other edge portion of the block 5 at the third sipe portion 613.

  FIG. 15 is an explanatory view showing a modification of the tread pattern shown in FIG.

  In the configuration of FIG. 2, all the blocks 5 in the center region and the shoulder region of the tread portion are arranged with the positional relationship of the sipe lengths L1h and L1t of the first sipe portion 611 aligned in the same direction in the tire circumferential direction. Yes. For this reason, in the block 5 in any region, the sipe length L1 of the first sipe portion 611 is smaller and the sipe length L2 of the second sipe portion 612 is larger in the main sipe 61 on the kicking side. As shown (see FIG. 3), the orientation of the arrangement pattern of the first sipe portion 611 is set. Such a configuration is preferable in that the fall of the main sipe 61 during braking is suppressed in the entire tread portion and the on-ice braking performance of the tire is effectively improved.

  On the other hand, in the configuration of FIG. 15, the block 5 in the center region and the block 5 in the shoulder region are arranged by reversing the orientation of the arrangement pattern of the first sipe portion 611 in the tire circumferential direction. The That is, in the block 5 in the center region, the main sipe 61 on the step-in side is set so that the sipe length L1 of the first sipe portion 611 is large and the sipe length L2 of the second sipe portion 612 is small. (See FIG. 3). On the other hand, in the block 5 in the shoulder region, the sipe length L1 of the first sipe portion 611 is larger and the sipe length L2 of the second sipe portion 612 is smaller in the main sipe 61 on the kicking side. It is set (not shown in the figure. The left-right symmetrical pattern in FIG. 3).

  When the tire rolls, the block 5 in the tread shoulder region greatly contributes to the braking performance of the tire, and the block 5 in the center region of the tread greatly contributes to the tire traction performance (startability, acceleration, etc.).

  In this regard, in the configuration of FIG. 15, the block 5 in the shoulder region is provided with the main sipe 61 having the long first sipe portion 611 on the stepping side, so that the main sipe 61 is prevented from falling during braking. The braking performance on ice is improved. On the other hand, the traction performance of the tire is improved by providing the main sipe 61 having the long first sipe portion 611 in the center region on the kicking side. As a result, both the braking performance on ice and the traction performance of the tire can be efficiently achieved.

  In addition, the center area | region of a tread part means the area | region inside the tire width direction centering on the outermost circumferential direction main grooves 22 and 22 on either side. The shoulder region is a region on the outer side in the tire width direction with the left and right outermost circumferential main grooves 22 and 22 as boundaries.

[effect]
As described above, the pneumatic tire 1 includes a plurality of blocks 5 on the tread surface (see FIG. 2). One block 5 includes at least three main sipes 61 that extend in the tire width direction and are arranged at predetermined intervals in the tire circumferential direction (see FIG. 3). The main sipe 61 includes a first sipe portion 611 having a three-dimensional shape sipe wall surface, and a second sipe portion 612 having a two-dimensional shape sipe wall surface and an uneven portion engaging each other on the sipe wall surface ( 3 to 7). Moreover, the sipe length L1h of the first sipe portion 611 of the main sipe 61 on the first direction side (kick-out side) of the block 5 out of the two main sipe 61 and the second direction side (stepping side) of the block 5 ) And the sipe length L1t of the first sipe portion 611 of the main sipe 61 has a relationship of L1h <L1t (see FIGS. 4 and 5).

  In such a configuration, the main sipe 61h having the first sipe portion 611 that is short and easily falls is disposed on the first direction side (the kicking side) of the block 5 (see FIG. 5), and the second direction side (the depression side) of the block 5 ), A main sipe 61t having a first sipe portion 611 that is long and difficult to fall down is disposed (see FIG. 4). Thereby, when the pneumatic tire 1 is mounted on the vehicle with the first direction side of the block 5 as the kicking side applied in the tire rotation direction (see FIG. 2), the kicking side and the stepping side of the block 5 There is an advantage that the amount of sipe falling during braking is made uniform, and the stability of the steering performance on the snow of the tire is maintained.

  Further, in the pneumatic tire 1, the sipe length L2h of the second sipe portion 612 of the main sipe 61h on the first direction side (the kicking side) of the block 5 among the two main sipe 61h and 61t, and the block 5 and the sipe length L2t of the second sipe part 612 of the main sipe 61t on the second direction side (stepping side) have a relationship of L2t <L2h (see FIGS. 4 and 5). As described above, in the configuration in which one main sipe 61 has a plurality of second sipe portions 612, the total sipe length of these second sipe portions 612 is the sipe length L2h of the second sipe portion 612. , L2t.

  In such a configuration, when the pneumatic tire 1 is mounted on the vehicle with the first direction side of the block 5 set as the kicking side applied in the tire rotation direction (see FIG. 2), the main sipe 61h having the long second sipe portion 612. However, the edge amount of the block 5 is effectively ensured by being arranged on the kicking side of the block 5 that receives a relatively small grounding external force during braking (see FIG. 5). Accordingly, there is an advantage that the edge amount of the block 5 after the progress of wear is secured by the second sipe portion 612, and the on-snow steering stability performance of the tire is maintained.

  Moreover, in this pneumatic tire 1, the main sipe 61 opens to the edge part of the tire width direction of the block 5 in the 2nd sipe part 612 (refer FIGS. 3-5). Thereby, there is an advantage that the edge amount of the block 5 is effectively increased by the second sipe portion 612 and the on-snow steering stability performance of the tire is maintained.

  In the pneumatic tire 1, the sipe length L 1 of the first sipe portion 611 of the main sipe 61 that is closest to the second direction (stepping side) of the block 5 among the plurality of main sipe 61, and the The total length La has a relationship of 0.70 ≦ L1 / La (see FIG. 3). Thus, when the pneumatic tire 1 is mounted on the vehicle with the first direction side of the block 5 set as the kicking side applied in the tire rotation direction (see FIG. 2), the first sipe portion at the stepped side end of the block 5 There is an advantage that the sipe length L1 of 611 is appropriately secured and the rigidity of the block 5 is appropriately secured.

  Further, in the pneumatic tire 1, the sipe length L1 of the first sipe portion 611 of the main sipe 61 that is closest to the first direction (the kicking side) of the block 5 among the plurality of main sipe 61, and the main sipe 61. The total length La has a relationship of L1 / La ≦ 0.40 (see FIG. 3). Thereby, when the pneumatic tire 1 is mounted on the vehicle with the first direction side of the block 5 as the kicking side applied in the tire rotation direction (see FIG. 2), the first sipe portion 611 on the kicking side of the block 5. The sipe length L1 is appropriately secured, and there is an advantage that the amount of sipe collapse during braking is made uniform.

  In this pneumatic tire 1, the average depth position Hh of the concave and convex portions of the second sipe portion 612 of the main sipe 61 h on the first direction side (the kicking side) of the block 5 and the second direction side of the block 5. The average depth position Ht of the concave and convex portions of the second sipe portion 612 of the main sipe 61t on the stepping side has a relationship of Ht <Hh (see FIG. 10). In this configuration, when the pneumatic tire 1 is mounted on the vehicle with the first direction side of the block 5 set as the kicking side applied in the tire rotation direction (see FIG. 2), the main sipes 61t on the stepping side of the block 5 are By having the uneven portion of the second sipe portion 612 at a shallow position, the amount of collapse of the main sipe 61t during braking is suppressed. Thereby, there exists an advantage by which the amount of sipe collapse in the whole block 5 is equalized.

  Further, in the pneumatic tire 1, the first sipe portion 611 has a W shape formed by connecting a plurality of V-shaped portions in plan view of the tread portion, and the top of the V-shaped portion is the second portion of the block 5. It arrange | positions toward the 2nd direction side (stepping side) from one direction side (kick-out side) (refer FIG. 3). In such a configuration, the pneumatic tire 1 is mounted on the vehicle with the first direction side of the block 5 as the kicking side applied in the tire rotation direction (see FIG. 2), and is grounded from the stepping side of the block 5 toward the kicking side. When an external force is applied, the amount of collapse of the first sipe portion 611 on the stepping side is reduced. As a result, there is an advantage that the rigidity of the block 5 is ensured and the steering stability performance of the tire on the snow is maintained when the stepping side of the block 5 is grounded during vehicle braking.

  Moreover, in this pneumatic tire 1, the 2nd sipe part 612 has a linear shape in planar view of a tread part (refer FIG. 3). As a result, the second sipe portion 612 easily falls down when the block 5 is grounded, and there is an advantage that the edge amount of the block 5 is appropriately secured.

  Further, in the pneumatic tire 1, the block 5 includes an auxiliary sipe 62 that has a three-dimensional sipe wall surface and is disposed further on the outer side in the tire circumferential direction than the main sipe 61 on the outermost side in the tire circumferential direction (see FIG. 3). Thereby, the edge component of the block 5 is ensured by the auxiliary sipe 62, and there is an advantage that the on-snow steering stability performance of the tire is maintained.

  Moreover, in this pneumatic tire 1, the auxiliary sipe 62 terminates inside the block 5 at at least one end (see FIG. 3). Thereby, the rigidity of the edge part of the block 5 is ensured and there exists an advantage by which the steering stability performance on the snow of a tire is maintained.

  In the pneumatic tire 1, the main sipe 61 includes the first sipe portion 611, the second sipe portion 612 disposed at one end of the first sipe portion 611, and the other of the first sipe portion 611. And a third sipe portion 613 having an upper bottom portion (see FIGS. 13 and 14). Thereby, the rigidity of the block 5 is ensured by the third sipe portion 613, and there is an advantage that the on-snow steering stability performance of the tire is maintained.

  The pneumatic tire 1 includes a block 5 in the center region and a shoulder region of the tread portion, and the block 5 in the center region and the block 5 in the shoulder region are arranged with the first sipe portion 611. It is preferable that the patterns are arranged with their directions reversed in the tire circumferential direction (see FIG. 15). In such a configuration, the pneumatic tire 1 is mounted on the vehicle with the first direction side (the first sipe portion 611 side having the sipe length L1h) of the block 5 in the tread portion center region as the kicking side in the tire rotation direction. The advantage is that both the braking performance on ice and the traction performance of the tire can be achieved.

[Applicable to]
The pneumatic tire 1 is applied to a studless tire. Studless tires have strict requirements regarding on-ice handling stability and on-ice braking performance. Therefore, by using the studless tire as an application target, there is an advantage that the above effects can be obtained remarkably.

  In addition, the pneumatic tire 1 has a designation to be mounted on the vehicle with the second direction side of the block 5 (the “stepping side” described above) as the tire rotation direction. Thereby, there exists an advantage which the braking performance on ice of a tire improves by said effect | action. On the contrary, if the block 5 is mounted on the vehicle with the first direction side of the block 5 (the above-mentioned “kick-out side”) as the tire rotation direction, the tire traction performance (startability, acceleration, etc.) is improved.

  FIG. 16 is a chart showing the results of the performance test of the pneumatic tire according to the embodiment of the present invention.

  In this performance test, evaluations were made regarding (1) snow handling stability performance and (2) ice braking performance for a plurality of pneumatic tires with different conditions (see FIG. 16). In the performance test, a pneumatic tire having a tire size of 195 / 65R15 is assembled to a rim having a rim size of 15 × 6 JJ, and an internal pressure of 210 [kPa] and a maximum load capacity defined by JATMA are given to the pneumatic tire.

  (1) In the evaluation on snow handling stability performance, a test vehicle equipped with pneumatic tires travels on a predetermined icy and snowy road, and a test driver performs sensory evaluation on lane change performance and cornering performance. This evaluation is performed by index evaluation using the conventional example as a reference (100), and the larger the value, the better.

  (2) In the performance test relating to the braking performance on ice, a test vehicle equipped with pneumatic tires travels on a frozen road, and a braking distance from a traveling speed of 40 [km / h] is measured and evaluated. Further, a performance test is performed and evaluated for a new tire and 50% wear. This evaluation is performed by index evaluation using the conventional example as a reference (100), and the larger the value, the better.

  The pneumatic tire 1 of Example 1 has the configuration described in FIGS. 1 to 7, 13, and 14. The pneumatic tire 1 of Examples 2 to 7 is a modification of the pneumatic tire 1 of Example 1.

  In the pneumatic tire of Conventional Example 1, each sipe has only a three-dimensional sipe wall surface in the tread pattern of FIG. In the pneumatic tire of Conventional Example 2, each sipe has only a planar sipe wall surface in the tread pattern of FIG.

  As shown in the test results, it can be seen that in the pneumatic tires 1 of Examples 1 to 7, the braking performance on ice can be improved while maintaining the steering stability performance on ice of the tire.

  1: Pneumatic tire, 21, 22: circumferential main groove, 31-33: land portion, 41, 42: lug groove, 5: block, 61, 61h, 61t: main sipe, 611: first sipe portion, 612 : Second sipe part, 6121: concave part, 6122: convex part, 613: third sipe part, 62: auxiliary sipe, 11: bead core, 12: bead filler, 13: carcass layer, 14: belt layer, 141, 142: Cross belt, 143: belt cover, 15: tread rubber, 16: sidewall rubber, 17: rim cushion rubber

Claims (15)

A pneumatic tire having a plurality of blocks on a tread surface,
Each of the blocks includes at least three main sipes extending in the tire width direction and arranged at predetermined intervals in the tire circumferential direction,
The main sipes, e Bei a first sipe portion having a sipe wall surface of the three-dimensional shape, and a second sipe portion having an uneven portion which meshes with each other and having a sipe wall surface of the two-dimensional shape in the sipe wall surface,
When defining the first direction and the second direction that are opposite to each other in the tire circumferential direction,
Of the two main sipes, the sipe length L1h of the first sipe portion of the main sipe on the first direction side of the block, and the first sipe of the main sipe on the second direction side of the block Department and the sipe length L1t of, have a relationship L1H <L1t, and,
The average depth position Hh of the uneven portion of the second sipe portion of the main sipe on the first direction side of the block, and the second sipe portion of the main sipe on the second direction side of the block. A pneumatic tire characterized in that the average depth position Ht of the uneven portions has a relationship of Ht <Hh .   Of the two main sipes, the sipe length L2h of the second sipe portion of the main sipe on the first direction side of the block, and the second sipe of the main sipe on the second direction side of the block The pneumatic tire according to claim 1, wherein the sipe length L2t of the portion has a relationship of L2t <L2h.   The pneumatic tire according to claim 1 or 2, wherein the main sipe opens at an edge portion in a tire width direction of the block at the second sipe portion.   Of the plurality of main sipes, the sipe length L1 of the first sipe portion of the main sipe that is closest to the second direction of the block and the total length La of the main sipe satisfy 0.70 ≦ L1 / La. The pneumatic tire according to any one of claims 1 to 3, having a relationship.   Of the plurality of main sipes, the sipe length L1 of the first sipe portion of the main sipe closest to the first direction of the block and the total length La of the main sipe satisfy L1 / La ≦ 0.40. The pneumatic tire according to claim 1, which has a relationship. In a plan view of the tread portion, the first sipe portion has a W-shape formed by connecting a plurality of V-shaped portions, and the top of the V-shaped portion extends from the first direction side to the second direction side of the block. The pneumatic tire as described in any one of Claims 1-5 arrange | positioned toward. The pneumatic tire according to any one of claims 1 to 6 , wherein the second sipe portion has a linear shape in a plan view of the tread portion. The block, according to any one of claims 1-7 comprising the main sipes auxiliary sipe is further disposed in the tire circumferential direction outside than the most in the tire circumferential direction outside which has a sipe wall surface of the three-dimensional shape Pneumatic tires. The pneumatic tire according to claim 8 , wherein the auxiliary sipe terminates inside the block at at least one end. The main sipe is disposed at the first sipe portion, the second sipe portion disposed at one end of the first sipe portion, and the other top portion of the first sipe portion, and the bottom upper portion A pneumatic tire according to any one of claims 1 to 9 , further comprising a third sipe part having The block is provided in the center region and the shoulder region of the tread portion, and
And said block in the center region, and the said blocks in the shoulder region, claim 1-10 which is arranged mutually inverting the direction of the arrangement pattern of the first sipe portion in the tire circumferential direction Pneumatic tire described in 2. The pneumatic tire according to any one of claims 1 to 11 applied to a studless tire. The pneumatic tire according to any one of claims 1 to 12 , which has a designation to be mounted on a vehicle with a second direction side of the block as a tire rotation direction. A pneumatic tire having a plurality of blocks on a tread surface,
Each of the blocks includes at least three main sipes extending in the tire width direction and arranged at predetermined intervals in the tire circumferential direction,
The main sipes, e Bei a first sipe portion having a sipe wall surface of the three-dimensional shape, and a second sipe portion having an uneven portion which meshes with each other and having a sipe wall surface of the two-dimensional shape in the sipe wall surface,
When defining the first direction and the second direction that are opposite to each other in the tire circumferential direction,
Of the two main sipes, the sipe length L1h of the first sipe portion of the main sipe on the first direction side of the block, and the first sipe of the main sipe on the second direction side of the block Department and the sipe length L1t of, have a relationship L1H <L1t, and,
The main sipe is disposed at the first sipe portion, the second sipe portion disposed at one end of the first sipe portion, and the other top portion of the first sipe portion, and the bottom upper portion A pneumatic tire, comprising: a third sipe portion having A pneumatic tire having a plurality of blocks on a tread surface,
Each of the blocks includes at least three main sipes extending in the tire width direction and arranged at predetermined intervals in the tire circumferential direction,
The main sipes, e Bei a first sipe portion having a sipe wall surface of the three-dimensional shape, and a second sipe portion having an uneven portion which meshes with each other and having a sipe wall surface of the two-dimensional shape in the sipe wall surface,
When defining the first direction and the second direction that are opposite to each other in the tire circumferential direction,
Of the two main sipes, the sipe length L1h of the first sipe portion of the main sipe on the first direction side of the block, and the first sipe of the main sipe on the second direction side of the block sipe parts and length L1t is, have a relationship L1H <L1t,
The block is provided in the center region and the shoulder region of the tread portion, and
The pneumatic tire according to claim 1, wherein the block in the center region and the block in the shoulder region are arranged by mutually inverting the orientation of the arrangement pattern of the first sipe part in the tire circumferential direction .

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