JP6937216B2 - Pneumatic tires - Google Patents

Pneumatic tires Download PDF

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Publication number
JP6937216B2
JP6937216B2 JP2017199829A JP2017199829A JP6937216B2 JP 6937216 B2 JP6937216 B2 JP 6937216B2 JP 2017199829 A JP2017199829 A JP 2017199829A JP 2017199829 A JP2017199829 A JP 2017199829A JP 6937216 B2 JP6937216 B2 JP 6937216B2
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groove
tire
main groove
circumferential direction
tapered surface
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JP2019073130A (en
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智一 安永
智一 安永
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Toyo Tire Corp
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Toyo Tire Corp
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Priority to JP2017199829A priority Critical patent/JP6937216B2/en
Priority to CN201811105478.5A priority patent/CN109664686B/en
Priority to DE102018216403.7A priority patent/DE102018216403B4/en
Publication of JP2019073130A publication Critical patent/JP2019073130A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1272—Width of the sipe
    • B60C11/1281—Width of the sipe different within the same sipe, i.e. enlarged width portion at sipe bottom or along its length
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C11/1323—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls asymmetric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
    • B60C11/1392—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block edges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0344—Circumferential grooves provided at the equatorial plane
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0346—Circumferential grooves with zigzag shape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
    • B60C2011/0365—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
    • B60C2011/0372—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane with particular inclination angles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0381—Blind or isolated grooves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0381—Blind or isolated grooves
    • B60C2011/0383—Blind or isolated grooves at the centre of the tread
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1209—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe straight at the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface

Description

本発明は空気入りタイヤに関する。 The present invention relates to a pneumatic tire.

例えば特許文献１及び特許文献２に記載されているように、タイヤ周方向へ延びる主溝と、主溝の両側のリブとを備える空気入りタイヤが知られている。このような空気入りタイヤでは、リブが分断されずにタイヤ周方向へ延びているため、縦剛性（タイヤ周方向の剛性）が高い。 For example, as described in Patent Document 1 and Patent Document 2, a pneumatic tire having a main groove extending in the tire circumferential direction and ribs on both sides of the main groove is known. In such a pneumatic tire, the ribs are not divided and extend in the tire circumferential direction, so that the vertical rigidity (rigidity in the tire circumferential direction) is high.

また、特許文献３には、タイヤ周方向へ延びる主溝と、主溝の両側の陸部とを備える空気入りタイヤにおいて、陸部の主溝側の端部にテーパー面が形成されたものが開示されている。 Further, in Patent Document 3, in a pneumatic tire having a main groove extending in the tire circumferential direction and land portions on both sides of the main groove, a tapered surface is formed at an end portion of the land portion on the main groove side. It is disclosed.

特許第５７８１５６６号公報Japanese Patent No. 5781566 国際公開第２０１４／０３７１６５号International Publication No. 2014/037165 米国特許第９０７９４５９号明細書U.S. Pat. No. 9,079,459

ところで、空気入りタイヤには、縦剛性だけでなく横剛性（タイヤ幅方向の剛性）や排水性も求められる。一般的に排水性を良くするためには溝の数を多くしたり溝の幅を広くしたりするが、その結果として縦剛性や横剛性が低下してしまう。このように、従来は縦剛性、横剛性、及び排水性をバランス良く確保することが困難であった。 By the way, a pneumatic tire is required to have not only vertical rigidity but also lateral rigidity (rigidity in the tire width direction) and drainage property. Generally, in order to improve drainage, the number of grooves is increased or the width of the grooves is widened, but as a result, the vertical rigidity and the lateral rigidity are lowered. As described above, conventionally, it has been difficult to secure the vertical rigidity, the lateral rigidity, and the drainage property in a well-balanced manner.

そこで本発明は、縦剛性、横剛性、及び排水性がバランス良く確保された空気入りタイヤを提供することを課題とする。 Therefore, it is an object of the present invention to provide a pneumatic tire in which vertical rigidity, lateral rigidity, and drainage property are ensured in a well-balanced manner.

実施形態の空気入りタイヤは、タイヤ周方向へ延びる主溝とタイヤ周方向へ延びるリブとを備える空気入りタイヤにおいて、前記主溝として、タイヤ幅方向中央においてタイヤ周方向へ延びるセンター主溝と、タイヤ幅方向両側においてタイヤ周方向へ延びるショルダー主溝とを備え、前記センター主溝はジグザグ状に延びる主溝であり、前記センター主溝の幅方向両側に接地面への開口端の幅を広げるテーパー面が設けられ、前記テーパー面は、前記センター主溝の溝底に到達せず、前記センター主溝の深さ方向の途中の位置より前記接地面側の場所に設けられ、前記センター主溝が、タイヤ周方向に対して異なる方向へ延びる長い溝部と短い溝部との繰り返しからなり、前記長い溝部及び前記短い溝部はそれぞれ直線状であり、前記長い溝部及び前記短い溝部のそれぞれの全体において、接地面への開口端のタイヤ周方向に対する角度が、溝底のタイヤ周方向に対する角度よりも小さく、前記センター主溝の幅方向両側に、ジグザグ状であることに起因する溝内への凸部と、前記凸部と対向する凹部とが設けられ、前記センター主溝のタイヤ幅方向両側に前記リブが設けられ、前記センター主溝の前記凹部から延びて前記リブ内で閉塞する細溝が設けられ、前記細溝の幅方向片側に接地面への開口端の幅を広げるテーパー面が設けられ、前記細溝の前記テーパー面は、前記細溝の溝底に到達せず、前記細溝の深さ方向の途中の位置より前記接地面側の場所に設けられたことを特徴とする。
The pneumatic tire of the embodiment is a pneumatic tire having a main groove extending in the tire circumferential direction and ribs extending in the tire circumferential direction, and the main groove is a center main groove extending in the tire circumferential direction in the center of the tire width direction. The center main groove is provided with shoulder main grooves extending in the tire circumferential direction on both sides in the tire width direction, and the center main groove is a main groove extending in a zigzag shape, and the width of the opening end to the ground contact surface is widened on both sides in the width direction of the center main groove. A tapered surface is provided, and the tapered surface does not reach the groove bottom of the center main groove and is provided at a position on the ground contact surface side from a position in the middle of the depth direction of the center main groove. However, the long groove portion and the short groove portion extending in different directions with respect to the tire circumferential direction are repeated, and the long groove portion and the short groove portion are linear, respectively. The angle of the opening end to the ground contact surface with respect to the tire circumferential direction is smaller than the angle of the groove bottom with respect to the tire circumferential direction, and the convex portions in the groove due to the zigzag shape on both sides of the center main groove in the width direction. And a concave portion facing the convex portion is provided, the rib is provided on both sides of the center main groove in the tire width direction, and a narrow groove extending from the concave portion of the center main groove and closing in the rib is provided. A tapered surface is provided on one side of the narrow groove in the width direction to widen the width of the opening end to the ground contact surface, and the tapered surface of the fine groove does not reach the groove bottom of the fine groove. It is characterized in that it is provided at a position on the ground contact surface side from a position in the middle in the depth direction.

実施形態の空気入りタイヤでは、上記の特徴によって、縦剛性、横剛性、及び排水性がバランス良く確保されている。 In the pneumatic tire of the embodiment, the vertical rigidity, the lateral rigidity, and the drainage property are ensured in a well-balanced manner due to the above-mentioned characteristics.

実施形態の空気入りタイヤ１の幅方向断面図。FIG. 3 is a cross-sectional view in the width direction of the pneumatic tire 1 of the embodiment. 実施形態のトレッドパターン。The tread pattern of the embodiment. センター主溝１０をタイヤ径方向外側から見た図（ただし簡略化のため第３細溝２８を省略した）。The view of the center main groove 10 seen from the outside in the tire radial direction (however, the third narrow groove 28 is omitted for simplification). センター主溝１０をタイヤ赤道Ｅの接線方向から見た図（ただし簡略化のため第３細溝２８を省略した）。The center main groove 10 is seen from the tangential direction of the tire equator E (however, the third narrow groove 28 is omitted for simplification). 図３のＡ−Ａ線でのセンター主溝１０の断面図。FIG. 3 is a cross-sectional view of the center main groove 10 along the line AA of FIG. 第１細溝３０及び第２細溝４０をタイヤ径方向外側から見た図。The view which saw the 1st groove 30 and the 2nd groove 40 from the outside in the tire radial direction. （ａ）図６のＢ−Ｂ線での第１細溝３０のスリット部３２の断面図。（ｂ）図６のＣ−Ｃ線での第１細溝３０のサイプ部３３の断面図。(A) A cross-sectional view of the slit portion 32 of the first narrow groove 30 along the line BB of FIG. (B) Cross-sectional view of the sipe portion 33 of the first narrow groove 30 along the CC line of FIG. （ａ）図６のＤ−Ｄ線での第２細溝４０のスリット部４２の断面図。（ｂ）図６のＥ−Ｅ線での第２細溝４０のサイプ部４３の断面図。(A) A cross-sectional view of the slit portion 42 of the second narrow groove 40 along the DD line of FIG. (B) FIG. 6 is a cross-sectional view of a sipe portion 43 of the second narrow groove 40 along the line EE of FIG. ショルダーリブ２６をタイヤ径方向外側から見た図。The view which saw the shoulder rib 26 from the outside in the tire radial direction. 図９のＦ−Ｆ線での第４細溝５０の断面図。FIG. 9 is a cross-sectional view of the fourth narrow groove 50 along the FF line of FIG. ３次元サイプ５５を示す図。（ａ）は第４細溝５０をタイヤ表面から見た図。（ｂ）は第４細溝５０の一方の壁面を示す図。（ｃ）は（ｂ）のＧ−Ｇ線の位置での接地面に平行な面での第４細溝５０の断面図。The figure which shows the 3D sipe 55. (A) is a view of the fourth fine groove 50 as viewed from the tire surface. (B) is a diagram showing one wall surface of the fourth narrow groove 50. (C) is a cross-sectional view of the fourth narrow groove 50 on a plane parallel to the ground plane at the position of the GG line in (b).

実施形態について図面に基づき説明する。なお、以下の実施形態は例示であり、発明の範囲はこれに限定されない。 The embodiment will be described with reference to the drawings. The following embodiments are examples, and the scope of the invention is not limited thereto.

以下の説明において、溝及びその溝に設けられているテーパー面の幅とは、タイヤ接地面に平行な面内においてその溝の溝底の中心線の延長方向に直交する方向の長さのことである。また、負荷状態とは、空気入りタイヤが正規リムにリム組みされ正規内圧とされ正規荷重が負荷された状態のことである。ここで正規リムとはＪＡＴＭＡ、ＴＲＡ、ＥＴＲＴＯ等の規格に定められている標準リムのことである。また正規荷重とは前記規格に定められている最大荷重のことである。また正規内圧とは前記最大荷重に対応した内圧のことである。 In the following description, the width of the groove and the tapered surface provided in the groove is the length in the plane parallel to the tire contact patch in the direction orthogonal to the extension direction of the center line of the groove bottom of the groove. Is. Further, the load state is a state in which the pneumatic tire is rim-assembled on the regular rim to obtain the regular internal pressure and the regular load is applied. Here, the regular rim is a standard rim defined in standards such as JATMA, TRA, and ETRTO. The normal load is the maximum load defined in the above standard. The normal internal pressure is the internal pressure corresponding to the maximum load.

１．空気入りタイヤ１の断面構造
図１に例示するように、空気入りタイヤ１のタイヤ幅方向両側にビード部２が設けられている。ビード部２は、円形に巻かれた鋼線からなるビードコア２ａと、ビードコア２ａの径方向外側に設けられたゴム製のビードフィラー２ｂとからなる。タイヤ幅方向両側のビード部２にはカーカスプライ５が架け渡されている。カーカスプライ５はタイヤ周方向に直交する方向に並べられた多数のプライコードがゴムで被覆されたシート状の部材である。カーカスプライ５は、タイヤ幅方向両側のビード部２の間で空気入りタイヤ１の骨格形状を形成するとともに、ビード部２の周りでタイヤ幅方向内側から外側に折り返されることによりビード部２を包んでいる。カーカスプライ５の内側には空気の透過性の低いゴムからなるシート状のインナーライナー６が貼り付けられている。 1. 1. Cross-sectional structure of the pneumatic tire 1 As illustrated in FIG. 1, bead portions 2 are provided on both sides of the pneumatic tire 1 in the tire width direction. The bead portion 2 is composed of a bead core 2a made of a steel wire wound in a circular shape and a rubber bead filler 2b provided on the radial outer side of the bead core 2a. Carcass ply 5 is bridged over the bead portions 2 on both sides in the tire width direction. The carcass ply 5 is a sheet-like member in which a large number of ply cords arranged in a direction orthogonal to the tire circumferential direction are covered with rubber. The carcass ply 5 forms the skeleton shape of the pneumatic tire 1 between the bead portions 2 on both sides in the tire width direction, and wraps the bead portion 2 by being folded back from the inside to the outside in the tire width direction around the bead portion 2. I'm tired. A sheet-shaped inner liner 6 made of rubber having low air permeability is attached to the inside of the carcass ply 5.

カーカスプライ５のタイヤ径方向外側には１枚又は複数枚のベルト７が設けられている。ベルト７はスチール製の多数のコードがゴムで被覆されて出来た部材である。ベルト７のタイヤ径方向外側には路面との接地面（以下「接地面」とする）を有するトレッドゴム３が設けられている。また、カーカスプライ５のタイヤ幅方向両側にはサイドウォールゴム４が設けられている。これらの部材の他にも、空気入りタイヤ１の機能上の必要に応じて、ベルト下パッドやチェーハー等の部材が設けられている。 One or a plurality of belts 7 are provided on the outer side of the carcass ply 5 in the tire radial direction. The belt 7 is a member made of a large number of steel cords coated with rubber. A tread rubber 3 having a contact patch with the road surface (hereinafter referred to as a "contact patch") is provided on the outer side of the belt 7 in the tire radial direction. In addition, sidewall rubbers 4 are provided on both sides of the carcass ply 5 in the tire width direction. In addition to these members, members such as a pad under the belt and a checker are provided as required for the function of the pneumatic tire 1.

２．トレッドパターンの概略
トレッドゴム３の表面には図２に例示するトレッドパターンが形成されている。このトレッドパターンには、タイヤ周方向に延びる幅広の溝である主溝として、タイヤ幅方向中央のセンター主溝１０と、タイヤ幅方向両側のショルダー主溝２０とが設けられている。そして、センター主溝１０とショルダー主溝２０とに挟まれたセンターリブ２４と、ショルダー主溝２０と接地端２２とに挟まれたショルダーリブ２６とが設けられている。なおリブとはタイヤ周方向に連続する陸部のことである。ここで陸部とは、溝によって区画されて形成された部分であって、接地面を有する部分のことである。また接地端２２とは負荷状態における接地面のタイヤ幅方向端部のことである。 2. Outline of Tread Pattern The tread pattern illustrated in FIG. 2 is formed on the surface of the tread rubber 3. The tread pattern is provided with a center main groove 10 at the center in the tire width direction and shoulder main grooves 20 on both sides in the tire width direction as main grooves that are wide grooves extending in the tire circumferential direction. A center rib 24 sandwiched between the center main groove 10 and the shoulder main groove 20 and a shoulder rib 26 sandwiched between the shoulder main groove 20 and the ground contact end 22 are provided. The rib is a land portion that is continuous in the tire circumferential direction. Here, the land portion is a portion formed by being partitioned by a groove and has a ground contact surface. The ground contact end 22 is an end portion of the ground contact surface in the tire width direction under load.

また、ショルダー主溝２０のタイヤ赤道Ｅ側には第１細溝３０が設けられ、ショルダー主溝２０の接地端２２側には第２細溝４０が設けられている。また、センター主溝１０の幅方向両側にはそれぞれ第３細溝２８が設けられている。また、ショルダーリブ２６には第４細溝５０が設けられている。これらの細溝２０、３０、４０、５０はそれぞれタイヤ周方向に等間隔又は略等間隔で並んでいる。これらの細溝２０、３０、４０、５０の構造については後述する。 Further, a first narrow groove 30 is provided on the tire equator E side of the shoulder main groove 20, and a second fine groove 40 is provided on the ground contact end 22 side of the shoulder main groove 20. Further, third narrow grooves 28 are provided on both sides of the center main groove 10 in the width direction. Further, the shoulder rib 26 is provided with a fourth narrow groove 50. These narrow grooves 20, 30, 40, and 50 are arranged at equal intervals or substantially equal intervals in the tire circumferential direction, respectively. The structures of these fine grooves 20, 30, 40 and 50 will be described later.

３．主溝の構造
図２〜図４に示すようにセンター主溝１０はタイヤ周方向へジグザグ状に延びている。すなわちセンター主溝１０はタイヤ径方向外側から見てジグザグ状である。より具体的には、センター主溝１０は、タイヤ周方向に対して傾斜して延びる長い溝部１１と、タイヤ周方向に対して傾斜し、かつ、長い溝部１１とは別の方向へ延びる短い溝部１２とからなる。センター主溝１０は、長い溝部１１と短い溝部１２とが交互に配置されることによって形成されている。 3. 3. Structure of main groove As shown in FIGS. 2 to 4, the center main groove 10 extends in a zigzag shape in the tire circumferential direction. That is, the center main groove 10 has a zigzag shape when viewed from the outside in the tire radial direction. More specifically, the center main groove 10 has a long groove portion 11 extending in an inclined direction with respect to the tire circumferential direction and a short groove portion extending in a direction different from the long groove portion 11 having an inclination with respect to the tire circumferential direction. It consists of twelve. The center main groove 10 is formed by alternately arranging long groove portions 11 and short groove portions 12.

このようにセンター主溝１０がジグザグ状であるため、センター主溝１０における長い溝部１１と短い溝部１２との境界となる場所に、センター主溝１０内に突出した凸部１４と、センター主溝１０を挟んで凸部１４と対向する凹部１５とが形成されている。 Since the center main groove 10 has a zigzag shape in this way, the convex portion 14 protruding into the center main groove 10 and the center main groove are located at the boundary between the long groove portion 11 and the short groove portion 12 in the center main groove 10. A concave portion 15 facing the convex portion 14 with the 10 interposed therebetween is formed.

本実施形態では、図４に示すように、センター主溝１０の中心線に対して右側の凸部１４ａと左側の凸部１４ｂとはタイヤ周方向に重なりを有さず、右側の凸部１４ａと左側の凸部１４ｂとの間にタイヤ幅方向の隙間Ｌが空いている。なお隙間Ｌの有無は溝底１３において判断するものとする。 In the present embodiment, as shown in FIG. 4, the convex portion 14a on the right side and the convex portion 14b on the left side do not overlap with each other in the tire circumferential direction with respect to the center line of the center main groove 10, and the convex portion 14a on the right side does not overlap. There is a gap L in the tire width direction between and the convex portion 14b on the left side. The presence or absence of the gap L shall be determined at the groove bottom 13.

ただし、右側の凸部１４ａの溝内への突出の頂部と左側の凸部１４ｂの溝内への突出の頂部とがタイヤ幅方向に同じ位置にあり、これらの頂部がタイヤ周方向の１つの円上に並んでいても良い。また、右側の凸部１４ａと左側の凸部１４ｂとがタイヤ周方向に重なりを有していても良い（換言すれば、タイヤ周方向から見て右側の凸部１４ａと左側の凸部１４ｂとがオーバーラップしていても良い）。 However, the top of the protrusion of the convex portion 14a on the right side into the groove and the top of the protrusion of the convex portion 14b on the left side into the groove are at the same position in the tire width direction, and these tops are one in the tire circumferential direction. They may be lined up on a circle. Further, the convex portion 14a on the right side and the convex portion 14b on the left side may overlap in the tire circumferential direction (in other words, the convex portion 14a on the right side and the convex portion 14b on the left side when viewed from the tire peripheral direction). May overlap).

図３〜５に示すように、センター主溝１０の幅方向両側にはテーパー面１６が設けられている。テーパー面１６は、接地面からセンター主溝１０の奥側にかけて連続する面であり、図４に示すようにセンターリブ２４のセンター主溝１０側の角部を面取りする形状の面である。このテーパー面１６はセンター主溝１０の接地面への開口端の幅を広げている。なお、テーパー面１６が接地面に到達していても良いが、図５に示すようにテーパー面１６と接地面との間に僅かな高さ（例えば０．５ｍｍ程度）の壁部１７が形成されていても良い。テーパー面１６が設けられている部分では、センター主溝１０の幅が接地面に近づくにつれ徐々に広がっている。テーパー面１６の接地面に対する角度は例えば４０°以上５０°以下である。 As shown in FIGS. 3 to 5, tapered surfaces 16 are provided on both sides of the center main groove 10 in the width direction. The tapered surface 16 is a surface that is continuous from the ground contact surface to the inner side of the center main groove 10, and is a surface that chamfers the corner portion of the center rib 24 on the center main groove 10 side as shown in FIG. The tapered surface 16 widens the width of the opening end of the center main groove 10 to the ground plane. The tapered surface 16 may reach the ground contact surface, but as shown in FIG. 5, a wall portion 17 having a slight height (for example, about 0.5 mm) is formed between the tapered surface 16 and the ground contact surface. It may have been done. In the portion where the tapered surface 16 is provided, the width of the center main groove 10 gradually widens as it approaches the ground contact surface. The angle of the tapered surface 16 with respect to the ground plane is, for example, 40 ° or more and 50 ° or less.

また図３に示すように、センター主溝１０の幅方向両側において、テーパー面１６の幅が、センター主溝１０の凹部１５の位置から凸部１４の位置へ向かうにつれて徐々に広くなっている。その結果、センター主溝１０の接地面への開口端のタイヤ周方向に対する角度θ１が、センター主溝１０の溝底１３のタイヤ周方向に対する角度θ２よりも小さくなっている。 Further, as shown in FIG. 3, the width of the tapered surface 16 gradually increases from the position of the concave portion 15 of the center main groove 10 toward the position of the convex portion 14 on both sides of the center main groove 10 in the width direction. As a result, the angle θ1 of the opening end of the center main groove 10 with respect to the ground contact surface with respect to the tire circumferential direction is smaller than the angle θ2 of the groove bottom 13 of the center main groove 10 with respect to the tire circumferential direction.

また、テーパー面１６は、幅が広い所ほど溝底１３に向かって深くなっている。そのため、テーパー面１６の深さが、センター主溝１０の凹部１５の位置から凸部１４の位置へ向かうにつれて徐々に深くなっている。テーパー面１６の一番深い位置での深さは、例えば、センター主溝１０の溝底１３までの深さの半分である。 Further, the wider the tapered surface 16, the deeper the tapered surface 16 toward the groove bottom 13. Therefore, the depth of the tapered surface 16 gradually increases from the position of the concave portion 15 of the center main groove 10 toward the position of the convex portion 14. The depth of the tapered surface 16 at the deepest position is, for example, half the depth of the center main groove 10 to the groove bottom 13.

本実施形態では、以上のようなテーパー面１６が、長い溝部１１と短い溝部１２との両方に設けられている。 In the present embodiment, the tapered surface 16 as described above is provided in both the long groove portion 11 and the short groove portion 12.

一方、ショルダー主溝２０は、ジグザグ状ではなく、タイヤ周方向にストレート状に延びている。 On the other hand, the shoulder main groove 20 does not have a zigzag shape, but extends straight in the tire circumferential direction.

４．細溝の構造
図２に示すように、第１細溝３０はストレート状のショルダー主溝２０からタイヤ赤道Ｅの方向へ延びている。第１細溝３０の一端はショルダー主溝２０に開口し、他端はセンターリブ２４内で閉塞している。 4. Structure of the narrow groove As shown in FIG. 2, the first fine groove 30 extends from the straight shoulder main groove 20 in the direction of the tire equator E. One end of the first narrow groove 30 opens in the shoulder main groove 20, and the other end is closed in the center rib 24.

第１細溝３０はタイヤ径方向外側から見て屈曲している。屈曲部３１は鈍角を形成している。図６に示すように、第１細溝３０の屈曲部３１よりもショルダー主溝２０側の部分は、比較的幅の広いスリット部３２である。一方、第１細溝３０の屈曲部３１よりも先端側の部分は、幅の狭いサイプ部３３である。負荷状態においてスリット部３２は閉じないがサイプ部３３は閉じる。スリット部３２の幅は例えば１．９ｍｍ以上２．１ｍｍ以下であり、サイプ部３３の幅は例えば０．７ｍｍ以上０．９ｍｍ以下である。 The first narrow groove 30 is bent when viewed from the outside in the tire radial direction. The bent portion 31 forms an obtuse angle. As shown in FIG. 6, the portion of the first narrow groove 30 on the shoulder main groove 20 side of the bent portion 31 is a slit portion 32 having a relatively wide width. On the other hand, the portion of the first narrow groove 30 on the tip side of the bent portion 31 is a narrow sipe portion 33. The slit portion 32 does not close but the sipe portion 33 closes under the load state. The width of the slit portion 32 is, for example, 1.9 mm or more and 2.1 mm or less, and the width of the sipe portion 33 is, for example, 0.7 mm or more and 0.9 mm or less.

図６及び図７に示すように、サイプ部３３は、第１細溝３０の屈曲の内側（鈍角を形成する側）となる場所に、テーパー面３４を有する。テーパー面３４はサイプ部３３の接地面への開口端の幅を広げている。テーパー面３４は、接地面近傍において、接地面からサイプ部３３の奥側にかけて連続する面である。なお、テーパー面３４が接地面に到達していても良いが、図７（ｂ）に示すようにテーパー面３４と接地面との間に僅かな高さ（例えば０．５ｍｍ程度）の壁部３５が形成されていても良い。またテーパー面３４はサイプ部３３の底には到達していない。テーパー面３４が設けられることにより、サイプ部３３の幅が接地面に近づくにつれ徐々に広がっている。テーパー面３４の接地面に対する角度は例えば４０°以上５０°以下である。テーパー面３４の幅は、第１細溝３０の先端から屈曲部３１へ向かうにつれて徐々に広くなっており、屈曲部３１で最も広くなっている。図７（ａ）に示すように、このようなテーパー面はスリット部３２には設けられていない。従ってテーパー面３４は第１細溝３０のうちサイプ部３３にのみ設けられている。 As shown in FIGS. 6 and 7, the sipe portion 33 has a tapered surface 34 at a position inside the bending of the first narrow groove 30 (the side forming an obtuse angle). The tapered surface 34 widens the width of the opening end of the sipe portion 33 to the ground plane. The tapered surface 34 is a surface that is continuous from the ground contact surface to the inner side of the sipe portion 33 in the vicinity of the ground contact surface. The tapered surface 34 may reach the ground contact surface, but as shown in FIG. 7B, a wall portion having a slight height (for example, about 0.5 mm) between the tapered surface 34 and the ground contact surface. 35 may be formed. Further, the tapered surface 34 does not reach the bottom of the sipe portion 33. By providing the tapered surface 34, the width of the sipe portion 33 gradually increases as it approaches the ground contact surface. The angle of the tapered surface 34 with respect to the ground plane is, for example, 40 ° or more and 50 ° or less. The width of the tapered surface 34 gradually increases from the tip of the first narrow groove 30 toward the bent portion 31, and is the widest at the bent portion 31. As shown in FIG. 7A, such a tapered surface is not provided in the slit portion 32. Therefore, the tapered surface 34 is provided only in the sipe portion 33 of the first narrow groove 30.

また、図２に示すように、第２細溝４０はストレート状のショルダー主溝２０から接地端２２の方向へ延びている。第２細溝４０の一端はショルダー主溝２０に開口し、他端はショルダーリブ２６内で閉塞している。 Further, as shown in FIG. 2, the second narrow groove 40 extends from the straight shoulder main groove 20 toward the ground contact end 22. One end of the second narrow groove 40 is opened in the shoulder main groove 20, and the other end is closed in the shoulder rib 26.

第２細溝４０はタイヤ径方向外側から見て屈曲している。屈曲部４１は鈍角を形成している。図６に示すように、第２細溝４０の屈曲部４１よりもショルダー主溝２０側の部分は、比較的幅の広いスリット部４２である。一方、第２細溝４０の屈曲部４１よりも先端側の部分は、幅の狭いサイプ部４３である。負荷状態においてスリット部４２は閉じないがサイプ部４３は閉じる。スリット部４２の幅は例えば１．９ｍｍ以上２．１ｍｍ以下であり、サイプ部４３の幅は例えば０．７ｍｍ以上０．９ｍｍ以下である。 The second narrow groove 40 is bent when viewed from the outside in the tire radial direction. The bent portion 41 forms an obtuse angle. As shown in FIG. 6, the portion of the second narrow groove 40 on the shoulder main groove 20 side of the bent portion 41 is a slit portion 42 having a relatively wide width. On the other hand, the portion of the second narrow groove 40 on the tip side of the bent portion 41 is a narrow sipe portion 43. The slit portion 42 does not close but the sipe portion 43 closes under load. The width of the slit portion 42 is, for example, 1.9 mm or more and 2.1 mm or less, and the width of the sipe portion 43 is, for example, 0.7 mm or more and 0.9 mm or less.

図６及び図８に示すように、サイプ部４３は、第２細溝４０の屈曲の内側（鈍角を形成する側）となる場所に、テーパー面４４を有する。テーパー面４４はサイプ部４３の接地面への開口端の幅を広げている。テーパー面４４は、接地面近傍において、接地面からサイプ部４３の奥側にかけて連続する面である。なお、テーパー面４４が接地面に到達していても良いが、図８（ｂ）に示すようにテーパー面４４と接地面との間に僅かな高さ（例えば０．５ｍｍ程度）の壁部４５が形成されていても良い。またテーパー面４４はサイプ部４３の底には到達していない。テーパー面４４が設けられることにより、サイプ部４３の幅が接地面に近づくにつれ徐々に広がっている。テーパー面４４の接地面に対する角度は例えば４０°以上５０°以下である。テーパー面４４の幅は、第２細溝４０の先端から屈曲部４１へ向かうにつれて徐々に広くなっており、屈曲部４１で最も広くなっている。このようなテーパー面はスリット部４２には設けられていない。従ってテーパー面４４は第１細溝３０のうちサイプ部３３にのみ設けられている。 As shown in FIGS. 6 and 8, the sipe portion 43 has a tapered surface 44 at a position inside the bending of the second narrow groove 40 (the side forming an obtuse angle). The tapered surface 44 widens the width of the opening end of the sipe portion 43 to the ground plane. The tapered surface 44 is a surface that is continuous from the ground contact surface to the inner side of the sipe portion 43 in the vicinity of the ground contact surface. The tapered surface 44 may reach the ground contact surface, but as shown in FIG. 8 (b), a wall portion having a slight height (for example, about 0.5 mm) between the tapered surface 44 and the ground contact surface. 45 may be formed. Further, the tapered surface 44 does not reach the bottom of the sipe portion 43. By providing the tapered surface 44, the width of the sipe portion 43 gradually increases as it approaches the ground contact surface. The angle of the tapered surface 44 with respect to the ground plane is, for example, 40 ° or more and 50 ° or less. The width of the tapered surface 44 gradually increases from the tip of the second narrow groove 40 toward the bent portion 41, and is the widest at the bent portion 41. Such a tapered surface is not provided in the slit portion 42. Therefore, the tapered surface 44 is provided only in the sipe portion 33 of the first narrow groove 30.

図６に示すように、第１細溝３０のスリット部３２と第２細溝４０のスリット部４２とはタイヤ周方向に対して同一方向へ傾斜して延びている。さらに、第１細溝３０のスリット部３２と第２細溝４０のスリット部４２とは同一直線上にある。 As shown in FIG. 6, the slit portion 32 of the first narrow groove 30 and the slit portion 42 of the second fine groove 40 extend in an inclined direction in the same direction with respect to the tire circumferential direction. Further, the slit portion 32 of the first narrow groove 30 and the slit portion 42 of the second narrow groove 40 are on the same straight line.

また、第１細溝３０と第２細溝４０とはタイヤ周方向の同じ方向へ屈曲している。すなわち、それぞれのサイプ部３３、４３は、それぞれの細溝３０、４０の屈曲部３１、４１から、タイヤ周方向の同じ方向へ向かって延びている。また、第２細溝４０のサイプ部４３は、第１細溝３０のサイプ部３３よりも、タイヤ周方向を向いている。すなわち、第２細溝４０のサイプ部４３は、第１細溝３０のサイプ部３３よりも、タイヤ周方向に対する傾斜角度が小さい。なおこのサイプ部４３は副溝の一種である。副溝とは、主溝よりも幅が狭い溝であって、タイヤ周方向に連続して１周しているか、又はサイプ部４３のようにタイヤ周方向に断続的に延びる溝のことである。 Further, the first narrow groove 30 and the second fine groove 40 are bent in the same direction in the tire circumferential direction. That is, the sipe portions 33 and 43 extend from the bent portions 31 and 41 of the narrow grooves 30 and 40 in the same direction in the tire circumferential direction. Further, the sipe portion 43 of the second narrow groove 40 faces the tire circumferential direction more than the sipe portion 33 of the first narrow groove 30. That is, the sipe portion 43 of the second narrow groove 40 has a smaller inclination angle with respect to the tire circumferential direction than the sipe portion 33 of the first narrow groove 30. The sipe portion 43 is a kind of auxiliary groove. The sub-groove is a groove narrower than the main groove, and is a groove that makes one continuous rotation in the tire circumferential direction or intermittently extends in the tire circumferential direction like the sipe portion 43. ..

図２に示すように、第１細溝３０及び第２細溝４０は、それぞれタイヤ幅方向両側に設けられている。ただし、第１細溝３０及び第２細溝４０は、タイヤ幅方向の一方側と他方側とでタイヤ周方向に反対向きに配置されている。また、第１細溝３０及び第２細溝４０は、タイヤ幅方向の一方側と他方側とで、タイヤ周方向にずれている。すなわち、タイヤ幅方向の一方側の第１細溝３０の位置と、タイヤ幅方向の他方側の第１細溝３０の位置とが、タイヤ幅方向に一致せず、また、タイヤ幅方向の一方側の第２細溝４０の位置と、タイヤ幅方向の他方側の第２細溝４０の位置とが、タイヤ幅方向に完全には一致しない。 As shown in FIG. 2, the first narrow groove 30 and the second fine groove 40 are provided on both sides in the tire width direction, respectively. However, the first narrow groove 30 and the second fine groove 40 are arranged on one side and the other side in the tire width direction in opposite directions in the tire circumferential direction. Further, the first narrow groove 30 and the second fine groove 40 are deviated in the tire circumferential direction on one side and the other side in the tire width direction. That is, the position of the first fine groove 30 on one side in the tire width direction and the position of the first fine groove 30 on the other side in the tire width direction do not match in the tire width direction, and one of the tire width directions. The position of the second groove 40 on the side and the position of the second groove 40 on the other side in the tire width direction do not completely match in the tire width direction.

また、第３細溝２８はジグザグ状のセンター主溝１０から接地端２２の方向へ延びている。第３細溝２８の一端はセンター主溝１０に開口し、他端はセンターリブ２４内で閉塞している。第３細溝２８は屈曲せずストレート状に延びている。 Further, the third narrow groove 28 extends from the zigzag-shaped center main groove 10 toward the ground contact end 22. One end of the third narrow groove 28 opens into the center main groove 10, and the other end is closed in the center rib 24. The third narrow groove 28 does not bend and extends straight.

第３細溝２８は上記のスリット部３２、４２と同程度の幅を有する。また、図２に示すように、第３細溝２８は、その接地面への開口端の幅を広げるテーパー面２９を有する。テーパー面２９は、接地面近傍において、接地面から第３細溝２８の奥側にかけて連続する面である。なお、テーパー面２９が接地面に到達していても良いが、第１細溝３０の場合と同様にテーパー面２９と接地面との間に僅かな高さ（例えば０．５ｍｍ程度）の壁部が形成されていても良い。またテーパー面２９は第３細溝２８の底には到達していない。テーパー面２９が設けられることにより、第３細溝２８の幅が接地面に近づくにつれ徐々に広がっている。テーパー面２９の接地面に対する角度は例えば４０°以上５０°以下である。テーパー面２９の幅は、センター主溝１０から接地端２２の方向へ向かうにつれて徐々に狭くなっている。 The third narrow groove 28 has a width similar to that of the slit portions 32 and 42 described above. Further, as shown in FIG. 2, the third narrow groove 28 has a tapered surface 29 that widens the width of the opening end to the ground contact surface. The tapered surface 29 is a surface that is continuous from the ground contact surface to the inner side of the third narrow groove 28 in the vicinity of the ground contact surface. The tapered surface 29 may reach the ground contact surface, but as in the case of the first fine groove 30, a wall having a slight height (for example, about 0.5 mm) between the tapered surface 29 and the ground contact surface. The portion may be formed. Further, the tapered surface 29 does not reach the bottom of the third narrow groove 28. By providing the tapered surface 29, the width of the third narrow groove 28 gradually widens as it approaches the ground contact surface. The angle of the tapered surface 29 with respect to the ground plane is, for example, 40 ° or more and 50 ° or less. The width of the tapered surface 29 gradually narrows from the center main groove 10 toward the ground contact end 22.

また、図２及び図９に示すように、第４細溝５０はショルダーリブ２６においてタイヤ幅方向へ延びている。第４細溝５０の一端はショルダーリブ２６内で閉塞し、他端は接地端２２からタイヤ幅方向外側へ開口している。 Further, as shown in FIGS. 2 and 9, the fourth fine groove 50 extends in the tire width direction at the shoulder rib 26. One end of the fourth narrow groove 50 is closed in the shoulder rib 26, and the other end is open from the ground contact end 22 to the outside in the tire width direction.

第４細溝５０は、タイヤ径方向外側から見て、タイヤ赤道Ｅ側となる前記一端側の場所において屈曲している。その屈曲部５１の具体的な位置は、例えば、第４細溝５０のタイヤ幅方向の長さ（前記一端から接地端２２までのタイヤ幅方向の長さ）の１／４以内の長さだけ、第４細溝５０の前記一端から接地端２２側へタイヤ幅方向へ向かった位置である。屈曲部５１は例えば１４０°以上１６０°以下の鈍角を形成している。 The fourth narrow groove 50 is bent at a position on the one end side on the tire equator E side when viewed from the outside in the tire radial direction. The specific position of the bent portion 51 is, for example, only a length within 1/4 of the length of the fourth narrow groove 50 in the tire width direction (the length in the tire width direction from the one end to the ground contact end 22). , It is a position toward the ground contact end 22 side from the one end of the fourth narrow groove 50 in the tire width direction. The bent portion 51 forms an obtuse angle of, for example, 140 ° or more and 160 ° or less.

図１０に示すように、第４細溝５０は負荷状態において閉じるサイプとして形成されている。第４細溝５０の幅は例えば０．７ｍｍ以上０．９ｍｍ以下である。第４細溝５０の深さは、屈曲部５１から前記一端側にかけて徐々に浅くなっている。 As shown in FIG. 10, the fourth groove 50 is formed as a sipe that closes under load. The width of the fourth fine groove 50 is, for example, 0.7 mm or more and 0.9 mm or less. The depth of the fourth fine groove 50 gradually becomes shallower from the bent portion 51 to the one end side.

図９及び図１０に示すように、第４細溝５０の屈曲の内側の場所にはテーパー面５４が設けられている。テーパー面５４は第４細溝５０の接地面への開口端の幅を広げている。テーパー面５４は、接地面近傍において、接地面から第４細溝５０の奥側にかけて連続する面である。なお、テーパー面５４が接地面に到達していても良いが、図１０に示すようにテーパー面５４と接地面との間に僅かな高さ（例えば０．５ｍｍ程度）の壁部５６が形成されていても良い。またテーパー面５４は第４細溝５０の底には到達していない。テーパー面５４が設けられることにより、第４細溝５０の幅が接地面に近づくにつれ徐々に広がっている。テーパー面５４の接地面に対する角度は例えば３５°以上４５°以下である。テーパー面５４の幅は、接地端２２から屈曲部５１に向かうにつれて徐々に広くなっており、屈曲部５１において最も広くなっている。第４細溝５０の屈曲部５１よりもタイヤ赤道Ｅ側の場所にも屈曲部５１から連続してテーパー面５４が設けられている。 As shown in FIGS. 9 and 10, a tapered surface 54 is provided at a position inside the bending of the fourth narrow groove 50. The tapered surface 54 widens the width of the opening end of the fourth narrow groove 50 to the ground plane. The tapered surface 54 is a surface that is continuous from the ground contact surface to the inner side of the fourth narrow groove 50 in the vicinity of the ground contact surface. The tapered surface 54 may reach the ground contact surface, but as shown in FIG. 10, a wall portion 56 having a slight height (for example, about 0.5 mm) is formed between the tapered surface 54 and the ground contact surface. It may have been done. Further, the tapered surface 54 does not reach the bottom of the fourth narrow groove 50. By providing the tapered surface 54, the width of the fourth fine groove 50 gradually widens as it approaches the ground contact surface. The angle of the tapered surface 54 with respect to the ground plane is, for example, 35 ° or more and 45 ° or less. The width of the tapered surface 54 gradually increases from the ground contact end 22 toward the bent portion 51, and is the widest at the bent portion 51. A tapered surface 54 is provided continuously from the bent portion 51 at a position on the tire equator E side of the bent portion 51 of the fourth narrow groove 50.

第４細溝５０における屈曲部５１よりも接地端２２側の部分は図１１に例示するような３次元サイプ５５になっている。３次元サイプ５５とはその深さ方向に形状が変化するサイプである。図１１（ｃ）に示すように、実施形態の３次元サイプ５５は、接地面よりも深い場所において、接地面に平行な面での断面上で山部５７と谷部５８とからなる波状になっている。そして図１１（ｂ）に示すように、山部５７と谷部５８とが、３次元サイプ５５の深さ方向にジグザグ状に延びている。 The portion of the fourth narrow groove 50 on the ground contact end 22 side of the bent portion 51 is a three-dimensional sipe 55 as illustrated in FIG. The three-dimensional sipe 55 is a sipe whose shape changes in the depth direction. As shown in FIG. 11 (c), the three-dimensional sipe 55 of the embodiment has a wavy shape consisting of a mountain portion 57 and a valley portion 58 on a cross section in a plane parallel to the ground plane at a place deeper than the ground plane. It has become. Then, as shown in FIG. 11B, the mountain portion 57 and the valley portion 58 extend in a zigzag shape in the depth direction of the three-dimensional sipe 55.

図２に示すように第４細溝５０はタイヤ幅方向両側に設けられている。第４細溝５０は、タイヤ幅方向の両側でタイヤ周方向に反対向きに配置されている。ただし、第４細溝５０は、タイヤ幅方向のいずれか一方側にのみ設けられていても良く、その場合は車両装着時のＯＵＴ側（車両外側）に設けられていることが望ましい。 As shown in FIG. 2, the fourth narrow groove 50 is provided on both sides in the tire width direction. The fourth narrow groove 50 is arranged on both sides in the tire width direction in opposite directions in the tire circumferential direction. However, the fourth narrow groove 50 may be provided only on either one side in the tire width direction, and in that case, it is desirable that the fourth narrow groove 50 is provided on the OUT side (outside the vehicle) when the vehicle is mounted.

図９に示すように、ショルダーリブ２６内には第４細溝５０の他に上記の第２細溝４０が存在する。第４細溝５０は第２細溝４０のサイプ部４３とタイヤ幅方向に重なりを有する。第４細溝５０の前記一端は、第２細溝４０のサイプ部４３に近接しているが、サイプ部４３の手前で閉塞しサイプ部４３に連通していない。 As shown in FIG. 9, the second narrow groove 40 is present in the shoulder rib 26 in addition to the fourth fine groove 50. The fourth narrow groove 50 has an overlap with the sipe portion 43 of the second fine groove 40 in the tire width direction. The one end of the fourth narrow groove 50 is close to the sipe portion 43 of the second narrow groove 40, but is blocked in front of the sipe portion 43 and does not communicate with the sipe portion 43.

５．実施形態の効果
実施形態の空気入りタイヤ１では、センターリブ２４及びショルダーリブ２６がタイヤ周方向へ延びているため縦剛性（タイヤ周方向の剛性）が高い。また、センター主溝１０がジグザグ状に延びているため縦剛性（タイヤ幅方向の剛性）も高い。また、ジグザグ状のセンター主溝１０の幅方向両側に接地面への開口端の幅を広げるテーパー面１６が設けられているため、センター主溝１０の溝内の体積が増えて排水性が良くなっており、しかもセンター主溝１０の幅方向両側のセンターリブ２４の角部が取れてセンターリブ２４の剛性が高くなっている。 5. Effect of the Embodiment In the pneumatic tire 1 of the embodiment, since the center rib 24 and the shoulder rib 26 extend in the tire circumferential direction, the vertical rigidity (rigidity in the tire circumferential direction) is high. Further, since the center main groove 10 extends in a zigzag shape, the vertical rigidity (rigidity in the tire width direction) is also high. Further, since the tapered surfaces 16 for widening the width of the opening end to the ground contact surface are provided on both sides of the zigzag-shaped center main groove 10 in the width direction, the volume in the groove of the center main groove 10 increases and the drainage property is good. Moreover, the corners of the center ribs 24 on both sides of the center main groove 10 in the width direction are removed, and the rigidity of the center ribs 24 is increased.

さらに、テーパー面１６が設けられることによって、センター主溝１０の接地面への開口端のタイヤ周方向に対する角度θ１が、溝底１３のタイヤ周方向に対する角度θ２よりも小さくなっているため、センター主溝１０の開口端近傍においてタイヤ周方向へ水が流れやすくなり、排水性が良くなっている。以上の結果、実施形態の空気入りタイヤ１では、縦剛性、横剛性、及び排水性がバランス良く確保されている。 Further, since the tapered surface 16 is provided, the angle θ1 of the opening end of the center main groove 10 with respect to the ground contact surface with respect to the tire circumferential direction is smaller than the angle θ2 of the groove bottom 13 with respect to the tire circumferential direction. Water easily flows in the tire circumferential direction in the vicinity of the opening end of the main groove 10, and the drainage property is improved. As a result, in the pneumatic tire 1 of the embodiment, the vertical rigidity, the lateral rigidity, and the drainage property are ensured in a well-balanced manner.

また、上記のようにセンター主溝１０内に凸となった凸部１４が形成されているため、凸部１４がセンター主溝１０内の水の流れを阻害するおそれがある。しかし、実施形態の空気入りタイヤ１では、凸部１４の場所へ向かってテーパー面１６の幅が徐々に広がっているため、凸部１４と路面との間を多くの水が流れることができ、排水性が確保されている。 Further, since the convex portion 14 is formed in the center main groove 10 as described above, the convex portion 14 may obstruct the flow of water in the center main groove 10. However, in the pneumatic tire 1 of the embodiment, since the width of the tapered surface 16 gradually widens toward the location of the convex portion 14, a large amount of water can flow between the convex portion 14 and the road surface. Drainage is ensured.

なお、上記の特徴を有するテーパー面１６は、ジグザグ状のセンター主溝１０の少なくとも一部に設けられていれば効果がある。ただし、長い溝部１１と短い溝部１２との繰り返しからなるセンター主溝１０において、少なくとも長い溝部１１に上記の特徴を有するテーパー面１６が設けられていれば、効果が大きい。もちろん、長い溝部１１と短い溝部１２との両方に上記の特徴を有するテーパー面１６が設けられていれば、効果が顕著である。 The tapered surface 16 having the above characteristics is effective if it is provided in at least a part of the zigzag-shaped center main groove 10. However, in the center main groove 10 formed by repeating the long groove portion 11 and the short groove portion 12, the effect is large if at least the long groove portion 11 is provided with the tapered surface 16 having the above characteristics. Of course, if both the long groove portion 11 and the short groove portion 12 are provided with the tapered surface 16 having the above-mentioned characteristics, the effect is remarkable.

また、センター主溝１０において右側の凸部１４ａと左側の凸部１４ｂとの間にタイヤ幅方向の隙間が空いていれば、水がセンター主溝１０内を容易にタイヤ周方向に流れることができるため、排水性が良くなる。 Further, if there is a gap in the tire width direction between the convex portion 14a on the right side and the convex portion 14b on the left side in the center main groove 10, water can easily flow in the center main groove 10 in the tire circumferential direction. Because it can be done, drainage is improved.

また、空気入りタイヤ１の操安性にはタイヤ幅方向中央における剛性が大きく影響する。実施形態の空気入りタイヤ１では、センター主溝１０がジグザグ状でテーパー面１６を有するため、タイヤ幅方向中央における剛性が確保されており、操安性が良い。また、実施形態の空気入りタイヤ１では、ショルダー主溝２０がタイヤ周方向へストレート状に延びているため特に排水性が良い。 Further, the rigidity in the center in the tire width direction has a great influence on the maneuverability of the pneumatic tire 1. In the pneumatic tire 1 of the embodiment, since the center main groove 10 has a zigzag shape and has a tapered surface 16, rigidity is secured in the center in the tire width direction, and maneuverability is good. Further, in the pneumatic tire 1 of the embodiment, the shoulder main groove 20 extends straight in the tire circumferential direction, so that the drainage property is particularly good.

さらに、上記の第１、第２細溝３０、４０は、屈曲することによってセンターリブ２４及びショルダーリブ２６の剛性を確保している。そのため、センター主溝１０と第１、第２細溝３０、４０との組み合わせによって、タイヤ全体としての剛性が確保されている。また、上記の第４細溝５０は、屈曲することによってショルダーリブ２６の剛性を確保し、タイヤ幅方向外側へ開口することによって排水性を確保している。そのため、センター主溝１０と第４細溝５０との組み合わせによって、タイヤ全体としての剛性及び排水性が確保されている。 Further, the first and second narrow grooves 30 and 40 are bent to ensure the rigidity of the center rib 24 and the shoulder rib 26. Therefore, the rigidity of the tire as a whole is ensured by the combination of the center main groove 10 and the first and second fine grooves 30 and 40. Further, the fourth narrow groove 50 secures the rigidity of the shoulder rib 26 by bending, and secures drainage by opening outward in the tire width direction. Therefore, the rigidity and drainage of the tire as a whole are ensured by the combination of the center main groove 10 and the fourth narrow groove 50.

６．変更例
上記の実施形態に対し、発明の要旨を逸脱しない範囲で様々な省略、置換、変更を行うことができる。 6. Modification Example Various omissions, substitutions, and modifications can be made to the above-described embodiment without departing from the gist of the invention.

タイヤ周方向にジグザグ状に延び上記のテーパー面１６と同じ特徴のテーパー面を有する主溝は、必ずしもセンター主溝１０である必要はない。タイヤ周方向に延びるいずれかの主溝が、ジグザグ状に延び上記のテーパー面１６と同じ特徴のテーパー面を有していれば、縦剛性、横剛性、及び排水性がバランス良く確保される。 The main groove that extends in a zigzag shape in the tire circumferential direction and has a tapered surface having the same characteristics as the tapered surface 16 is not necessarily the center main groove 10. If any of the main grooves extending in the tire circumferential direction extends in a zigzag shape and has a tapered surface having the same characteristics as the tapered surface 16 described above, vertical rigidity, lateral rigidity, and drainage property are ensured in a well-balanced manner.

Ｅ…タイヤ赤道、１…空気入りタイヤ、２…ビード部、２ａ…ビードコア、２ｂ…ビードフィラー、３…トレッドゴム、４…サイドウォールゴム、５…カーカスプライ、６…インナーライナー、７…ベルト、１０…センター主溝、１１…長い溝部、１２…短い溝部、１３…溝底、１４…凸部、１４ａ…右側の凸部、１４ｂ…左側の凸部、１５…凹部、１６…テーパー面、１７…壁部、２０…ショルダー主溝、２２…接地端、２４…センターリブ、２６…ショルダーリブ、２８…第３細溝、２９…テーパー面、３０…第１細溝、３１…屈曲部、３２…スリット部、３３…サイプ部、３４…テーパー面、３５…壁部、４０…第２細溝、４１…屈曲部、４２…スリット部、４３…サイプ部、４４…テーパー面、４５…壁部、５０…第４細溝、５１…屈曲部、５４…テーパー面、５５…３次元サイプ、５６…壁部、５７…山部、５８…谷部
E ... Tire equatorial line, 1 ... Pneumatic tire, 2 ... Bead part, 2a ... Bead core, 2b ... Bead filler, 3 ... Tread rubber, 4 ... Side wall rubber, 5 ... Carcass ply, 6 ... Inner liner, 7 ... Belt, 10 ... Center main groove, 11 ... Long groove, 12 ... Short groove, 13 ... Groove bottom, 14 ... Convex, 14a ... Right convex, 14b ... Left convex, 15 ... Concave, 16 ... Tapered surface, 17 ... wall part, 20 ... shoulder main groove, 22 ... grounding end, 24 ... center rib, 26 ... shoulder rib, 28 ... third narrow groove, 29 ... tapered surface, 30 ... first fine groove, 31 ... bent part, 32 ... Slit part, 33 ... Sipe part, 34 ... Tapered surface, 35 ... Wall part, 40 ... Second narrow groove, 41 ... Bending part, 42 ... Slit part, 43 ... Sipe part, 44 ... Tapered surface, 45 ... Wall part , 50 ... 4th narrow groove, 51 ... bent part, 54 ... tapered surface, 55 ... 3D sipe, 56 ... wall part, 57 ... mountain part, 58 ... valley part

Claims (4)

タイヤ周方向へ延びる主溝とタイヤ周方向へ延びるリブとを備える空気入りタイヤにおいて、
前記主溝として、タイヤ幅方向中央においてタイヤ周方向へ延びるセンター主溝と、タイヤ幅方向両側においてタイヤ周方向へ延びるショルダー主溝とを備え、前記センター主溝はジグザグ状に延びる主溝であり、前記センター主溝の幅方向両側に接地面への開口端の幅を広げるテーパー面が設けられ、
前記テーパー面は、前記センター主溝の溝底に到達せず、前記センター主溝の深さ方向の途中の位置より前記接地面側の場所に設けられ、
前記センター主溝が、タイヤ周方向に対して異なる方向へ延びる長い溝部と短い溝部との繰り返しからなり、
前記長い溝部及び前記短い溝部はそれぞれ直線状であり、
前記長い溝部及び前記短い溝部のそれぞれの全体において、接地面への開口端のタイヤ周方向に対する角度が、溝底のタイヤ周方向に対する角度よりも小さく、
前記センター主溝の幅方向両側に、ジグザグ状であることに起因する溝内への凸部と、前記凸部と対向する凹部とが設けられ、
前記センター主溝のタイヤ幅方向両側に前記リブが設けられ、前記センター主溝の前記凹部から延びて前記リブ内で閉塞する細溝が設けられ、
前記細溝の幅方向片側に接地面への開口端の幅を広げるテーパー面が設けられ、前記細溝の前記テーパー面は、前記細溝の溝底に到達せず、前記細溝の深さ方向の途中の位置より前記接地面側の場所に設けられたことを特徴とする、空気入りタイヤ。 In a pneumatic tire having a main groove extending in the tire circumferential direction and a rib extending in the tire circumferential direction.
The main groove is provided with a center main groove extending in the tire circumferential direction at the center in the tire width direction and a shoulder main groove extending in the tire circumferential direction on both sides in the tire width direction, and the center main groove is a main groove extending in a zigzag shape. , Tapered surfaces that widen the width of the opening end to the ground plane are provided on both sides of the center main groove in the width direction.
The tapered surface does not reach the groove bottom of the center main groove, and is provided at a position on the ground contact surface side from a position in the middle of the center main groove in the depth direction.
The center main groove consists of repeating a long groove portion and a short groove portion extending in different directions with respect to the tire circumferential direction.
The long groove and the short groove are linear, respectively.
In each of the long groove portion and the short groove portion, the angle of the opening end with respect to the ground contact surface with respect to the tire circumferential direction is smaller than the angle of the groove bottom with respect to the tire circumferential direction.
On both sides of the center main groove in the width direction, a convex portion in the groove due to the zigzag shape and a concave portion facing the convex portion are provided.
The ribs are provided on both sides of the center main groove in the tire width direction, and narrow grooves extending from the recesses of the center main groove and closing in the ribs are provided.
A tapered surface is provided on one side of the narrow groove in the width direction to widen the width of the opening end to the ground plane, and the tapered surface of the fine groove does not reach the groove bottom of the fine groove and the depth of the fine groove. A pneumatic tire characterized in that it is provided at a position on the contact patch side from a position in the middle of the direction. 前記長い溝部及び前記短い溝部のそれぞれにおいて、前記凹部の場所から前記凸部の場所へ向かって、タイヤ径方向外側から見たときの前記テーパー面の幅が徐々に広がっている、請求項１に記載の空気入りタイヤ。 According to claim 1, in each of the long groove portion and the short groove portion, the width of the tapered surface when viewed from the outside in the tire radial direction gradually widens from the location of the concave portion to the location of the convex portion. Pneumatic tires listed. 右側の前記凸部と左側の前記凸部との間にタイヤ幅方向の隙間が空いている、請求項１又は２のいずれか１項に記載の空気入りタイヤ。 Gaps in the tire width direction between the convex portion of the right side and the left side of the convex portion is empty, the pneumatic tire according to any one of claims 1 or 2. 前記ショルダー主溝がタイヤ周方向へストレートに延びる、請求項１〜３のいずれか１項に記載の空気入りタイヤ。 Before SL shoulder main grooves extending straight to the tire circumferential direction, the pneumatic tire according to any one of claims 1-3.
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