JP7127396B2 - pneumatic tire - Google Patents

Description

The present invention relates to pneumatic tires.

In a pneumatic tire, grooves are formed on the tread surface for the purpose of ensuring drainage, etc., but the grooves lead to a decrease in the rigidity of the land portion. As in Patent Document 2, by providing a bottom portion in a groove, there is one in which the rigidity of the land portion is ensured while providing the groove in a desired form. Further, among conventional pneumatic tires, as in Patent Document 3, there is a tire in which a bottom portion is provided in the groove for the purpose of making the driver aware of the wear limit.

Japanese Patent No. 4665626 Japanese Patent No. 5421135 JP-A-2005-67407

Here, when driving a vehicle equipped with summer tires or all-season tires, which are mainly used on roads other than snow and ice roads and off-road roads, it is recommended to attach tire chains to the pneumatic tires. There is Since tire chains are often attached to the driving wheels of a vehicle, when a vehicle with tire chains attached to the driving wheels is driven on snow and ice, the pneumatic tires on the wheels other than the driving wheels must be left without tire chains. It will roll on the snow and ice road surface. For this reason, conventional summer tires and all-season tires are sometimes designed with a tread pattern that takes snow performance, which is steering stability when driving on a snowy and icy road surface, into consideration to some extent.

For example, as grooves formed on the tread surface, circumferential narrow grooves extending in the tire circumferential direction are provided, and the lug grooves extending in the tire width direction are communicated with the circumferential narrow grooves, thereby minimizing the reduction in rigidity of the land portion. while increasing the number of edge components. As a result, snow performance can be ensured while minimizing deterioration in dry performance, which is steering stability when driving on a dry road surface. Further, in order to further suppress the deterioration of the rigidity of the land portion due to the provision of the circumferential narrow groove, it is conceivable to provide the bottom portion in the circumferential narrow groove as in Patent Documents 1 to 3.

However, when the bottom part is provided in the circumferential narrow groove, the groove volume of the circumferential narrow groove decreases, making it difficult to ensure drainage performance. However, it is difficult to improve wet performance, which is steering stability when driving on a wet road surface. For this reason, it has been very difficult to secure snow performance while suppressing the deterioration of dry performance and further improve wet performance.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a pneumatic tire capable of improving wet performance while ensuring snow performance and dry performance.

In order to solve the above-described problems and achieve the object, a pneumatic tire according to one aspect of the present invention includes a circumferential narrow groove formed on a tread surface and extending in the tire circumferential direction, and a groove formed on the tread surface. A lug groove extending in the tire width direction and communicating with the circumferential narrow groove, an intersection bottom upper portion formed at an intersection where the circumferential narrow groove and the lug groove intersect, and provided in the lug groove. A width direction bottom portion connected to the cross bottom top portion, and a circumferential bottom portion provided in the circumferential narrow groove and connected to the cross bottom top portion, wherein the groove bottom of the circumferential direction thin groove is used as a reference. and the height Ha of the upper portion of the bottom in the width direction and the height Hr of the upper portion of the intersecting bottom satisfy the relationship of Hr<Ha, and the height Hb of the upper portion of the bottom in the circumferential direction and the height Hr of the upper portion of the intersecting bottom satisfy satisfies the relationship Hr<Hb.

Further, in the pneumatic tire according to the aspect of the present invention, the height Ha of the widthwise bottom upper portion and the height Hr of the crossing bottom upper portion satisfy (0.2×Ha)≦Hr≦(0.5). xHa) is preferably satisfied.

Further, in the pneumatic tire according to one aspect of the present invention, the height Hb of the circumferential bottom upper portion and the height Hr of the intersecting bottom upper portion satisfy (0.2×Hb)≦Hr≦(0.5). xHb) is preferably satisfied.

Further, in the pneumatic tire according to one aspect of the present invention, the groove width Wg1 of the lug groove and the length La of the widthwise bottom portion in the tire width direction are such that (0.5×Wg1)≦La≦( It is preferable to satisfy the relationship 1.5×Wg1).

Further, in the pneumatic tire according to one aspect of the present invention, the groove width Wg2 of the circumferential narrow groove and the tire circumferential length Lb of the circumferential bottom portion are such that (0.5×Wg2)≦Lb. It is preferable to satisfy the relationship ≦(1.5×Wg2).

Further, in the pneumatic tire according to one aspect of the present invention, the groove depth Dg1 of the circumferential narrow groove and the height Ha of the widthwise bottom portion are (0.3×Dg1)≦Ha≦(0 .7×Dg1) is preferably satisfied.

Further, in the pneumatic tire according to one aspect of the present invention, the groove depth Dg1 of the circumferential narrow groove and the height Hb of the circumferential bottom portion are (0.3×Dg1)≦Hb≦(0 .7×Dg1) is preferably satisfied.

Further, in the pneumatic tire according to one aspect of the present invention, the height Ha of the upper bottom portion in the width direction and the height Hb of the upper portion in the circumferential direction satisfy a relationship of 0.75≦Ha/Hb≦1.25. is preferably satisfied.

Further, in the pneumatic tire according to one aspect of the present invention, the height Hr of the upper portion of the crossing bottom, the height Ha of the upper portion of the bottom in the width direction, and the height Hb of the upper portion of the bottom in the circumferential direction are [0. It is preferable to satisfy the relationship 2×{(Ha+Hb)/2}]≦Hr≦[0.5×{(Ha+Hb)/2}].

According to the present invention, at the connecting portion where the lug groove and the circumferential thin groove intersect, the lug groove is formed with the widthwise bottom portion, the circumferential thin groove is formed with the circumferential bottom portion, and the lug groove and the circumferential thin groove are formed. At the intersection with the directional narrow grooves, the cross bottom upper portion connecting the width direction bottom portion and the circumferential direction bottom portion is formed. can be secured. As a result, it is possible to suppress a decrease in dry performance, which is steering stability when traveling on a dry road surface, due to a decrease in the rigidity of the land portion. Therefore, it is possible to secure dry performance by securing the rigidity of the land portion where the circumferential fine groove is formed by each bottom portion while securing the snow performance by the edge effect by forming the circumferential fine groove. can. Moreover, according to the present invention, the height Hr of the top of the intersecting bottom with respect to the bottom of the circumferential narrow groove is formed lower than the height Ha of the top of the bottom in the width direction and the height Hb of the top of the bottom in the circumferential direction. ing. Therefore, it is possible to secure the flowability of water in the circumferential narrow grooves, and to drain the water flowing in the circumferential narrow grooves to the lug grooves. As a result, even if each bottom part is provided for the purpose of suppressing a decrease in the rigidity of the land part, drainage performance can be improved, and wet performance, which is steering stability when traveling on a wet road surface, can be improved. As a result, wet performance can be improved while ensuring snow performance and dry performance.

FIG. 1 is a meridional cross-sectional view of a pneumatic tire according to an embodiment of the invention. FIG. 2 is a plan view of the tread portion of the pneumatic tire according to the embodiment of the invention. FIG. 3 is a detailed view of part A in FIG. 4 is a perspective view showing a connecting portion between the outer circumferential narrow groove and the first lug groove shown in FIG. 3. FIG. 5 is a cross-sectional view taken along line BB of FIG. 3. FIG. FIG. 6 is a CC arrow view of FIG. FIG. 7 is a detailed view of the portion D in FIG. FIG. 8 is a cross-sectional view taken along line EE of FIG. FIG. 9 is a detailed view of another example of part D of FIG. FIG. 10 is a detailed view of another example of part D in FIG. FIG. 11 is a table showing results of performance evaluation tests of pneumatic tires according to examples of the present invention. FIG. 12 is a chart showing the results of performance evaluation tests of pneumatic tires according to examples of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION Below, embodiments of the present invention will be described in detail based on the drawings. In addition, this invention is not limited by this embodiment. Also, the constituent elements of this embodiment include those that can be easily replaced by those skilled in the art, or those that are substantially the same. In addition, the multiple modifications described in this embodiment can be arbitrarily combined within the scope obvious to those skilled in the art.

FIG. 1 is a meridional cross-sectional view of a pneumatic tire according to this embodiment. FIG. 2 is a plan view of the tread portion of the pneumatic tire according to this embodiment.

In the following description, the tire radial direction refers to a direction orthogonal to the rotation axis (not shown) of the pneumatic tire 1, the tire radial direction inner side refers to the side facing the rotation axis in the tire radial direction, and the tire radial direction outer side. means the side away from the rotation axis in the tire radial direction. Moreover, the tire circumferential direction refers to the circumferential direction with the rotation axis as the central axis. In addition, the tire width direction refers to a direction parallel to the rotation axis, the tire width direction inner side refers to the side facing the tire equatorial plane (tire equator line) CL in the tire width direction, and the tire width direction outer side refers to the direction in the tire width direction. The side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane perpendicular to the rotation axis of the pneumatic tire 1 and passing through the center of the tire width of the pneumatic tire 1. The tire equatorial plane CL is the center of the pneumatic tire 1 in the tire width direction. The tire width direction centerline, which is the position, coincides with the position in the tire width direction. The tire equatorial line refers to a line along the tire circumferential direction of the pneumatic tire 1 on the tire equatorial plane CL, and in the present embodiment, is given the same symbol "CL" as the tire equatorial plane.

As shown in FIG. 1, the pneumatic tire 1 of this embodiment has a tread portion 2, shoulder portions 3 on both sides of the tread portion, and sidewall portions 4 and bead portions 5 successively continuing from each shoulder portion 3. ing. The pneumatic tire 1 also includes a carcass layer 6 , a belt layer 7 and a belt reinforcing layer 8 .

The tread portion 2 is made of a rubber material (tread rubber), is exposed at the outermost portion in the tire radial direction of the pneumatic tire 1 , and its outer peripheral surface forms the contour of the pneumatic tire 1 . The outer peripheral surface of the tread portion 2 is configured as a tread surface 10, which is a surface that can come into contact with the road surface mainly during running.

The shoulder portions 3 are portions on both outer sides of the tread portion 2 in the tire width direction. Moreover, the sidewall portion 4 is exposed to the outermost side in the tire width direction of the pneumatic tire 1 . Moreover, the bead portion 5 has a bead core 15 and a bead filler 16 . The bead core 15 is formed by winding a bead wire, which is a steel wire, into a ring shape. The bead filler 16 is a rubber material arranged in a space formed by folding back the end of the carcass layer 6 in the tire width direction at the position of the bead core 15 .

Each end of the carcass layer 6 in the tire width direction is folded back from the inside in the width direction of the tire to the outside in the width direction of the tire by a pair of bead cores 15, and the carcass layer 6 is wound around in the tire circumferential direction in a toroidal shape to form a frame of the tire. It is. The carcass layer 6 is formed by coating a plurality of carcass cords (not shown) arranged side by side with a certain angle in the tire circumferential direction along the tire meridian direction with respect to the tire circumferential direction. Carcass cords are made of, for example, organic fibers such as polyester, rayon, and nylon. At least one carcass layer 6 is provided.

The belt layer 7 has a multi-layered structure in which at least two layers of belts 7a and 7b are laminated, is arranged outside in the tire radial direction which is the outer circumference of the carcass layer 6 in the tread portion 2, and covers the carcass layer 6 in the tire circumferential direction. is. The belts 7a and 7b are formed by coating a plurality of cords (not shown) arranged side by side at a predetermined angle (for example, 20° to 30°) with respect to the tire circumferential direction with a coating rubber. The cord is made of, for example, steel or an organic fiber such as polyester, rayon, or nylon. The overlapping belts 7a and 7b are arranged so that their cords intersect each other.

The belt reinforcing layer 8 is arranged outside in the tire radial direction, which is the outer circumference of the belt layer 7, and covers the belt layer 7 in the tire circumferential direction. The belt reinforcing layer 8 is formed by coating a plurality of cords (not shown) arranged side by side in the tire width direction substantially parallel to the tire circumferential direction with a coat rubber. The cord is made of, for example, steel or organic fibers such as polyester, rayon, or nylon, and the angle of the cord is within a range of ±5° with respect to the tire circumferential direction. The belt reinforcing layer 8 shown in FIG. 1 is arranged so as to cover the tire width direction end of the belt layer 7 . The configuration of the belt reinforcing layer 8 is not limited to the above, and although it is not shown in the drawings, it may be configured to cover the entire belt layer 7, or may have, for example, two reinforcing layers, and may be positioned inside the tire radial direction. The reinforcing layer is formed to be larger in the tire width direction than the belt layer 7 and is arranged to cover the entire belt layer 7, and the reinforcing layer on the tire radial direction outer side is arranged to cover only the end portion of the belt layer 7 in the tire width direction. Alternatively, for example, two reinforcing layers may be provided, and each reinforcing layer may be arranged so as to cover only the end portion of the belt layer 7 in the tire width direction. That is, the belt reinforcing layer 8 overlaps at least the end portion of the belt layer 7 in the tire width direction. Further, the belt reinforcing layer 8 is provided by winding a belt-shaped strip material having a width of about 10 mm, for example, in the tire circumferential direction.

In addition, although the internal structure of the pneumatic tire 1 described above shows a typical example of the pneumatic tire 1, the internal structure is not limited to this.

As shown in FIG. 2, the tread surface 10 of the tread portion 2 is formed with a plurality of circumferential main grooves 30 extending in the tire circumferential direction. are formed in the same direction. Of the three circumferential main grooves 30, the two circumferential main grooves 30 that are arranged on the outermost side in the tire width direction, that is, are arranged on both ends of the three circumferential main grooves 30 in the tire width direction. The two circumferential main grooves 30 provided are outermost main grooves 32 . Also, of the three circumferential main grooves 30 , the circumferential main groove 30 disposed between the two outermost main grooves 32 in the tire width direction is a center main groove 31 . Among them, the center main groove 31 is positioned on the tire equatorial plane CL. Further, of the two outermost main grooves 32, the outermost main groove 32 arranged on one side of the center main groove 31 in the tire width direction is the first outermost main groove 33. The outermost main groove 32 disposed on the other side of the center main groove 31 in , is a second outermost main groove 34 .

In addition, the two outermost main grooves 32 are disposed on the inner side in the tire width direction of the ground contact edges T, which are the outermost ends of the ground contact areas in the tire width direction. In FIG. 2, the ground contact edge T is shown continuously in the tire circumferential direction. In the contact area, the tread surface 10 of the tread portion 2 of the pneumatic tire 1 dries when the pneumatic tire 1 is mounted on the specified rim, filled with the specified internal pressure, and 70% of the specified load is applied. It is a flat road surface and the grounding area. The specified rim in this case is a "standard rim" specified by JATMA, a "design rim" specified by TRA, or a "measuring rim" specified by ETRTO. The specified internal pressure is the maximum air pressure specified by JATMA, the maximum value specified by TRA "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES", or the "INFLATION PRESSURES" specified by ETRTO. The specified load is the maximum load capacity specified by JATMA, the maximum value specified by TRA "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES", or the LOAD CAPACITY specified by ETRTO.

Moreover, the circumferential main groove 30 is a vertical groove at least partially extending in the tire circumferential direction. In general, the circumferential main groove 30 has a groove width of 5.0 mm or more, a groove depth of 5.0 mm or more, and has a tread wear indicator (slip sign) inside to indicate the end of wear. In this embodiment, the circumferential main groove 30 has a groove width of 5.0 mm or more and 12.0 mm or less and a groove depth of 5.0 mm or more and 9.0 mm or less. equator) substantially parallel to CL. The circumferential main groove 30 may extend linearly in the tire circumferential direction, or may be provided in a wavy or zigzag shape.

Four rows of land portions 20 are defined on the tread surface 10 by the three circumferential main grooves 30 . The four rows of land portions 20 are arranged outside the two rows of center land portions 21 and 22 arranged on both sides in the tire width direction of the center main groove 31 and the two rows of the outermost main grooves 32 in the tire width direction. It has two rows of shoulder land portions 23 and 24 provided.

In addition, the center land portion 21 and the shoulder land portion 23 disposed on both sides in the tire width direction of the first outermost main groove 33 extend in the tire circumferential direction and have a groove width equal to that of the circumferential main groove 30 . Circumferential direction fine grooves 40 formed with a narrower groove width are formed respectively. Among the circumferential narrow grooves 40 formed in the center land portion 21 and the shoulder land portion 23 , the circumferential narrow grooves formed in the center land portion 21 are arranged inside the first outermost main groove 33 in the tire width direction. The groove 40 is an inner circumferential narrow groove 41, and the circumferential narrow groove 40 formed in the shoulder land portion 23 and disposed outside the first outermost main groove 33 in the tire width direction is formed in the outer circumferential direction. A narrow groove 42 is formed.

Circumferential narrow groove 40 is such that, in land portion 20 (center land portion 21 or shoulder land portion 23) in which circumferential narrow groove 40 is formed, distance W2 in the tire width direction from the end of the ground contact area is a circumferential narrow width. It is arranged within a range of 20% or more and 80% or less of the ground contact width W1 of the land portion 20 (the center land portion 21 or the shoulder land portion 23) in which the groove 40 is formed. The contact area of the land portion 20 is an area where the tread surface 10 of the land portion 20 contacts the ground under the same conditions as the conditions of the contact edge T described above. Therefore, the ground contact width W1 of the center land portion 21 is defined between the edges (opening ends) of the center main groove 31 and the first outermost main groove 33 that define the center land portion 21 and sandwich the center land portion 21 therebetween. is the distance in the tire width direction. Further, the ground contact width W1 of the shoulder land portion 23 is located on the shoulder land portion 23 side edge (opening end) of the first outermost main groove 33 defining the shoulder land portion 23 and on the shoulder land portion 23 . It is the distance in the tire width direction between the ground contact edge T.

Therefore, in the inner circumferential narrow groove 41, the distance W2 in the tire width direction from the edge of the center main groove 31 or the first outermost main groove 33 that defines the center land portion 21 is the contact width W1 of the center land portion 21. It is disposed at a position within a range of 20% or more and 80% or less with respect to Further, the outer circumferential narrow groove 42 has a distance W2 in the tire width direction from the edge of the first outermost main groove 33 defining the shoulder land portion 23 or the ground contact edge T located on the shoulder land portion 23. It is arranged at a position within a range of 20% or more and 80% or less of the contact width W1 of the land portion 23 . The circumferential narrow grooves 40 formed in this way have a groove width in the range of 1.5 mm or more and 4.5 mm or less, and a groove depth in the range of 2.0 mm or more and 5.0 mm or less. ing.

In addition, the shoulder land portion 23 arranged on the outer side in the tire width direction of the first outermost main groove 33 and the shoulder land portion 24 arranged on the outer side of the second outermost main groove 34 in the tire width direction are provided respectively. A plurality of lug grooves 50 extending in the tire width direction are provided. Of these, the first lug groove 51, which is the lug groove 50 formed in the shoulder land portion 23 in which the outer circumferential narrow groove 42 is formed, communicates with the outer circumferential narrow groove 42 at the inner end in the tire width direction. , the outer end in the tire width direction is open at the design end E beyond the ground contact edge T. In addition, the second lug groove 52, which is the lug groove 50 formed in the other shoulder land portion 24, terminates at the inner end in the width direction of the tire within the shoulder land portion 24, and the outer end in the width direction of the tire terminates in the shoulder land portion 24. It is open at the design end E beyond the end T. These lug grooves 50 each extend in the tire width direction and are inclined in the tire circumferential direction.

The lug grooves 50 thus formed have a groove width in the range of 3.0 mm or more and 10.0 mm or less and a groove depth in the range of 4.0 mm or more and 8.0 mm or less. Further, the design end E is located on the outer side of the ground contact edge T in the tire width direction, refers to the outermost end in the tire width direction of the tread surface 10 of the tread portion 2, and is the outermost end in the tire width direction where grooves are formed in the tread portion 2. is the edge. FIG. 2 shows the design end E continuously in the tire circumferential direction. That is, the tread portion 2 normally does not contact the road surface in the area closer to the design end E than the ground contact edge T on a dry and flat road surface.

A plurality of auxiliary grooves 60 are formed in the land portion 20 . The auxiliary groove 60 here is a groove having a groove width within a range of 0.4 mm or more and 1.2 mm or less and a groove depth within a range of 2.0 mm or more and 5.0 mm or less. The auxiliary grooves 60 include a first outermost main groove penetrating auxiliary groove 61 , a second outermost main groove penetrating auxiliary groove 62 , and a center auxiliary groove 63 .

The first outermost main groove penetrating auxiliary groove 61 extends in the tire width direction while being inclined in the tire circumferential direction, and serves as an auxiliary groove 60 formed across the first outermost main groove 33 . In other words, the first outermost main groove penetrating auxiliary groove 61 extends from a position on the inner side in the tire width direction of the outer circumferential narrow groove 42 in the shoulder land portion 23 defined by the first outermost main groove 33 to the center land portion. 21 , the first outermost main groove 33 is formed to extend to a position on the outer side of the inner circumferential narrow groove 41 in the tire width direction.

The second outermost main groove penetrating auxiliary groove 62 extends in the tire width direction while being inclined in the tire circumferential direction, and serves as the auxiliary groove 60 formed across the second outermost main groove 34 . Specifically, the second outermost main groove penetrating auxiliary groove 62 is a center land located on the opposite side of the center main groove 31 from the center land portion 21 side in which the inner circumferential narrow groove 41 is formed in the tire width direction. From the position of the inner end in the tire width direction of the portion 22 to the position near the second outermost main groove 34 of the shoulder land portion 24 adjacent to the center land portion 22 via the second outermost main groove 34, the second It is formed through the two outermost main grooves 34 . The second outermost main groove penetrating auxiliary groove 62 is formed in the center land portion 22 so that both end portions are connected to the center main groove 31 and the second outermost main groove 34 that divide and form the center land portion 22. While communicating with each other, they are bent in the tire circumferential direction within the center land portion 22 . One end of the second outermost main groove penetrating auxiliary groove 62 formed in the shoulder land portion 24 communicates with the second outermost main groove 34 and the other end terminates within the shoulder land portion 24 . .

The center auxiliary groove 63 is formed in the region between the inner circumferential narrow groove 41 and the center main groove 31 in the center land portion 21 where the inner circumferential narrow groove 41 is formed, and extends in the tire width direction while being inclined in the tire circumferential direction. One end communicates with the center main groove 31 and the other end terminates within the center land portion 21 .

A plurality of sipes 65 are formed in the land portion 20 . The sipe 65 referred to here is formed in the shape of a narrow groove on the tread surface 10. The wall surface forming the narrow groove when the pneumatic tire 1 is mounted on a specified rim and the internal pressure is the specified internal pressure and no load is applied. Although they do not come into contact with each other, when the thin grooves are positioned on the ground contact surface formed on the flat plate when a load is applied in the vertical direction on the flat plate, or when the land portion 20 on which the thin grooves are formed collapses, the The wall surfaces forming the narrow groove, or at least part of the portions provided on the wall surfaces, are in contact with each other due to the deformation of the land portion 20 . The sipes 65 include a first shoulder sipe 66 and a second shoulder sipe 67 .

The first shoulder sipe 66 extends in the tire width direction while being inclined in the tire circumferential direction in a region outside the outer circumferential narrow groove 42 in the shoulder land portion 23 defined by the first outermost main groove 33 . , and both ends terminate within the shoulder land portion 23 . The first shoulder sipes 66 formed in the shoulder land portion 23 are arranged alternately with the first lug grooves 51 similarly formed in the shoulder land portion 23 in the tire circumferential direction.

The second shoulder sipe 67 is formed in the shoulder land portion 24 defined by the second outermost main groove 34 and extends in the tire width direction while being inclined in the tire circumferential direction. is terminated with The second shoulder sipes 67 formed in the shoulder land portion 24 are arranged alternately with the second lug grooves 52 similarly formed in the shoulder land portion 24 in the tire circumferential direction.

FIG. 3 is a detailed view of part A in FIG. FIG. 4 is a perspective view showing a connecting portion 48 between the outer circumferential narrow groove 42 and the first lug groove 51 shown in FIG. 5 is a cross-sectional view taken along line BB of FIG. 3. FIG. FIG. 6 is a CC arrow view of FIG. FIG. 7 is a detailed view of the portion D in FIG. FIG. 8 is a cross-sectional view taken along line EE of FIG.

As shown in FIGS. 3 to 8, a connecting portion 48 is a portion where the circumferential narrow groove 40 and the lug groove 50 are connected. In the present embodiment, the connecting portion 48 is a portion where the outer opening end portion of the outer circumferential narrow groove 42 in the tire width direction and the inner end portion of the first lug groove 51 in the tire width direction are connected. The connecting portion 48 includes an intersection portion 48A where the outer circumferential thin groove 42 and the first lug groove 51 intersect, a lug groove side connecting portion 48B in the first lug groove 51, and a thin groove in the outer circumferential thin groove 42. and a groove side connection portion 48C. 3, the intersection portion 48A is a portion where the first lug groove 51 extends from the inner end in the tire width direction to the inner side in the tire width direction and overlaps in the outer circumferential narrow groove 42. Say. The lug groove side connecting portion 48B is a portion that continues to the intersection portion 48A within the first lug groove 51 in plan view shown in FIG. The narrow groove side connecting portion 48C is a portion that continues to the intersecting portion 48A within the outer circumferential narrow groove 42 in plan view shown in FIG. A bottom portion 70 is formed in such a connecting portion 48 .

The bottom portion 70 has a cross bottom portion 71 , a widthwise bottom portion 72 and a circumferential bottom portion 73 . The intersection bottom upper portion 71 is formed in the intersection portion 48A. The widthwise bottom upper portion 72 is formed in the lug groove side connecting portion 48</b>B within the first lug groove 51 and is connected to the intersecting bottom upper portion 71 . The circumferential bottom upper portion 73 is formed in the narrow groove side connecting portion 48</b>C within the outer circumferential narrow groove 42 and is connected to the intersecting bottom upper portion 71 .

The cross bottom upper portion 71 is formed in the outer circumferential narrow groove 42 and is raised from the groove bottom 42a of the outer circumferential narrow groove 42 so as to protrude outward in the tire radial direction. The cross bottom upper portion 71 is formed integrally with a part of one groove wall 42b of the outer circumferential narrow groove 42 . As shown in FIGS. 6 to 8, the cross bottom upper portion 71 has a top surface 71a positioned farthest outward in the tire radial direction from the groove bottom 42a. The top surface 71a is arranged in the intersecting portion 48A and is a flat surface formed substantially parallel to the groove bottom 42a. In addition, the cross bottom portion 71 has an end face 71b facing one side in the tire circumferential direction within the outer circumferential narrow groove 42 . The end surface 71b is a surface provided between the top surface 71a and the groove bottom 42a. In this embodiment, the end surface 71b is inclined with respect to the groove depth direction of the outer circumferential narrow groove 42 so as to expand in the tire circumferential direction from the top surface 71a toward the groove bottom 42a. In this embodiment, the end surface 71b is slanted so as to deviate from the intersection 48A in the tire circumferential direction. Although not shown in the drawings, the end surface 71b may be formed as an upright wall surface extending in the tire radial direction from the top surface 71a toward the groove bottom 42a and disposed within the intersection portion 48A.

The widthwise bottom upper portion 72 is formed in the first lug groove 51 and is raised from the groove bottom 51a of the first lug groove 51 so as to protrude outward in the tire radial direction. The widthwise bottom upper portion 72 is formed integrally with a portion of both groove walls 51 b of the first lug groove 51 . The width direction bottom top portion 72 is connected to the cross bottom top portion 71 on the tire width direction outer side of the cross bottom top portion 71 . As shown in FIGS. 6 to 8, the widthwise bottom portion 72 has a top surface 72a positioned farthest outward in the tire radial direction from the groove bottom 51a. The top surface 72a is arranged in the lug groove side connecting portion 48B and is a plane substantially parallel to the groove bottom 51a. Further, the widthwise bottom portion 72 has an end surface 72b facing outward in the tire widthwise direction within the first lug groove 51 . The end surface 72b is a surface provided between the top surface 72a and the groove bottom 51a. In this embodiment, the end surface 72b is inclined with respect to the groove depth direction of the first lug groove 51 so as to expand in the tire circumferential direction from the top surface 72a toward the groove bottom 51a. In the present embodiment, the end surface 72b is provided so as to deviate from the lug groove side connecting portion 48B in the tire circumferential direction. Although not shown in the drawing, the end surface 72b is formed as an upright wall surface extending in the tire radial direction from the top surface 72a toward the groove bottom 51a and disposed within the lug groove side connecting portion 48B. good too.

The circumferential bottom portion 73 is formed in the outer circumferential narrow groove 42 and is raised from the groove bottom 42a of the outer circumferential narrow groove 42 so as to protrude outward in the tire radial direction. The circumferential bottom portion 73 is formed integrally with both groove walls 42 b of the outer circumferential narrow groove 42 . The circumferential bottom top portion 73 is connected to the cross bottom top portion 71 at one side of the cross bottom top portion 71 in the tire circumferential direction. Circumferential bottom top 73 may be connected to cross bottom top 71 in both tire circumferential directions of cross bottom top 71 , although not shown in the drawings. As shown in FIGS. 6 to 8, the circumferential bottom portion 73 has a top surface 73a located farthest outward in the tire radial direction from the groove bottom 42a. The top surface 73a is arranged in the narrow groove side connecting portion 48C and is a plane substantially parallel to the groove bottom 42a. In addition, the circumferential bottom portion 73 has an end surface 73b facing the other side of the tire circumferential direction (opposite direction to which the end surface 71b of the intersecting bottom portion 71 faces) in the outer circumferential narrow groove 42 . The end surface 73b is a surface provided between the top surface 73a and the groove bottom 42a. In this embodiment, the end surface 73b is inclined with respect to the groove depth direction of the outer circumferential narrow groove 42 so as to expand in the tire circumferential direction from the top surface 73a toward the groove bottom 42a. In the present embodiment, the end surface 73b is provided so as to be slanted away from the narrow groove side connecting portion 48C in the tire circumferential direction. The end surface 73b, although not shown in the drawings, is formed as an upright wall surface extending in the tire radial direction from the top surface 73a toward the groove bottom 42a and disposed within the narrow groove side connecting portion 48C. good too.

In the pneumatic tire 1 of the present embodiment, in the bottom portion 70 formed in the connecting portion 48, as shown in FIG. The height Hr of the crossing bottom portion 71 up to, the height Ha of the width direction bottom portion 72 from the groove bottom 42a (the position where the position of the groove bottom 42a is extended in the tire width direction) to the top surface 72a, and the groove bottom 42a and the height Hb of the circumferential bottom portion 73 from the top surface 73a to the top surface 73a.

Specifically, the height Ha of the widthwise bottom upper portion 72 and the height Hr of the crossing bottom portion 71 satisfy the relationship Hr<Ha, and the height Hb of the circumferential bottom portion 73 and the height of the crossing bottom portion 71 are satisfied. and Hr satisfy the relationship of Hr<Hb.

When the pneumatic tire 1 according to the present embodiment is mounted on a vehicle, the pneumatic tire 1 is fitted to the rim wheel by fitting the rim wheel to the bead portion 5, and the interior is filled with air to install the tire. Attached to the vehicle in a flattened state. When the vehicle runs, the pneumatic tire 1 rotates while the lower tread surface 10 of the tread surface 10 is in contact with the road surface. The vehicle runs by transmitting driving force and braking force to the road surface and generating turning force by the frictional force between the tread surface 10 and the road surface.

For example, when a vehicle equipped with the pneumatic tire 1 travels on a dry road surface, the frictional force between the tread surface 10 and the road surface is mainly used to transmit driving force and braking force to the road surface, and to turn turning force. It runs by generating Also, when driving on a wet road surface, water between the tread surface 10 and the road surface enters the circumferential main grooves 30, the lug grooves 50, etc., and these grooves allow the water to flow between the tread surface 10 and the road surface. Drain while driving. This makes it easier for the tread surface 10 to contact the road surface, and the frictional force between the tread surface 10 and the road surface enables the vehicle to run as desired.

Further, when traveling on a snowy road surface, the pneumatic tire 1 compacts the snow on the road surface with the tread surface 10, and the snow on the road surface enters the circumferential main groove 30 and the lug grooves 50, thereby reducing the amount of snow. is also pressed and hardened in the groove. In this state, driving force or braking force acts on the pneumatic tire 1, or force acts in the width direction of the tire due to turning of the vehicle. , a so-called snow shear force is generated, and resistance is generated between the pneumatic tire 1 and the road surface by the snow shear force, so that driving force and braking force can be transmitted to the snow road surface, and the vehicle can move on the snow surface. It is possible to drive on the road.

When traveling on a snowy road surface, the edge effect of the circumferential main groove 30, the lug grooves 50, the auxiliary grooves 60, and the sipes 65 is also used for traveling. In other words, when traveling on a snowy road surface, the vehicle travels using the resistance caused by the edges of the circumferential main grooves 30 and lug grooves 50 and the edges of the auxiliary grooves 60 and sipes 65 catching on the snow surface. As a result, the tread surface 10 has increased resistance to the snow-covered road surface due to the frictional force and edge effect, and the running performance of the vehicle fitted with the pneumatic tire 1 can be ensured. Furthermore, since the tread surface 10 is provided with the circumferential narrow grooves 40 in addition to the circumferential main grooves 30 as grooves extending in the tire circumferential direction, the edge effect can be further enhanced. As a result, it is possible to more reliably improve snow performance, which is steering stability when traveling on a snowy road surface.

On the other hand, the connecting portion 48 between the first lug groove 51, which is the lug groove 50, and the outer circumferential narrow groove 42, which is the circumferential narrow groove 40, is formed with the bottom portion 70, so that the outer circumferential narrow groove The lowering of the rigidity of the land portion 20 due to the formation of the bottom portion 70 can be suppressed. That is, the bottom portion 70 includes a widthwise bottom portion 72 formed in the first lug groove 51, a circumferential bottom portion 73 formed in the outer circumferential narrow groove 42, the first lug groove 51 and the outer circumferential portion. Since there is an intersecting bottom portion 71 where the width direction bottom portion 72 and the circumferential direction bottom portion 73 are connected at the intersection portion 48A with the direction thin groove 42, the first lug groove 51 and the outer circumferential direction thin groove 42 It is possible to secure the rigidity of the land portion 20 in the vicinity of the connection portion 48 with. As a result, it is possible to suppress a decrease in dry performance, which is steering stability when traveling on a dry road surface, due to a decrease in rigidity of the land portion 20 . Therefore, while snow performance is ensured by forming the outer circumferential narrow grooves 42, dry performance is ensured by ensuring the rigidity of the shoulder land portion 23 in which the outer circumferential narrow grooves 42 are formed by the bottom portion 70. can do.

Further, the bottom portion 70 has an intersection bottom portion 48A where the outer peripheral narrow groove 42 and the first lug groove 51 intersect with each other. The height Hr of the intersecting bottom portion 71 is lower than the height Ha of the widthwise top portion 72 and the height Hb of the circumferential bottom portion 73 with reference to the groove bottom 42a of the outer circumferential narrow groove 42. ing. Therefore, it is possible to ensure that the water in the outer circumferential narrow grooves 42 can easily flow, and it is possible to improve drainage performance during running on a wet road surface. That is, when running on a wet road surface, water between the tread surface 10 and the road surface also enters the outer circumferential fine grooves 42, and the water flows through the outer circumferential fine grooves 42, thereby to the first lug groove 51. At this time, the height Hr of the cross bottom upper portion 71 formed at the crossing portion 48A where the outer circumferential narrow groove 42 and the first lug groove 51 cross is equal to the width Since it is formed lower than the height Ha of the upper bottom portion 72 and the height Hb of the upper portion 73 in the circumferential direction, it is possible to prevent the flow of water flowing through the outer circumferential narrow groove 42 from being obstructed. . That is, the intersecting bottom portion 71 is lower than the widthwise bottom portion 72 and the circumferential bottom portion 73 and is close to the groove bottom 42 a of the outer circumferential fine groove 42 . Flowing water can be drained to the first lug groove 51 . As a result, it is possible to ensure the ease of water flow from the outer circumferential narrow groove 42 to the first lug groove 51, so even if the bottom portion 70 is provided for the purpose of suppressing a decrease in the rigidity of the land portion 20, drainage is possible. It is possible to improve wet performance, which is steering stability when traveling on a wet road surface. As a result, wet performance can be improved while ensuring snow performance and dry performance.

In addition, since the outer circumferential narrow groove 42, which is the circumferential narrow groove 40 in which the circumferential bottom portion 73 is formed, is disposed outside the outermost main groove 32 in the tire width direction, snow performance and dryness are more reliably achieved. It is possible to improve wet performance while ensuring performance. That is, the shoulder land portion 23 disposed on the outer side of the outermost main groove 32 in the tire width direction tends to contact the ground with a large load when the vehicle is turning, and thus becomes more important in ensuring steering stability during turning. However, in this embodiment, an outer circumferential narrow groove 42 is formed in the shoulder land portion 23 as the circumferential narrow groove 40 . Therefore, it is possible to enhance the edge effect in the shoulder land portion 23, which is likely to touch the ground with a large load when the vehicle is turning, and to ensure snow performance more reliably. In addition, since the bottom portion 70 is formed in the connection portion 48 between the outer circumferential narrow groove 42 formed in the shoulder land portion 23 and the first lug groove 51, the rigidity of the shoulder land portion 23 can be secured. , the dry performance can be ensured more reliably. Further, the height Hr of the cross bottom top portion 71 formed at the crossing portion 48A where the outer circumferential narrow groove 42 and the first lug groove 51 cross each other is the height Ha of the width direction bottom top portion 72 and the circumferential bottom top portion 73. Since it is formed lower than the height Hb, it is possible to secure drainage from the outer circumferential narrow grooves 42 to the first lug grooves 51, thereby improving drainage in the vicinity of the shoulder land portion 23, which is important during turning. It is possible to improve the wet performance more reliably. As a result, wet performance can be improved while ensuring snow performance and dry performance more reliably.

In addition, in the pneumatic tire 1 of the present embodiment, as shown in FIG. 8, the height Ha of the widthwise bottom upper portion 72 and the height Hr of the intersecting bottom portion 71 are (0.2×Ha)≦Hr. It is preferable to satisfy the relationship ≦(0.5×Ha).

According to the pneumatic tire 1, by satisfying (0.2×Ha)≦Hr, the rigidity of the shoulder land portion 23 can be sufficiently ensured, and the dry performance can be reliably ensured. On the other hand, by setting Hr≦(0.5×Ha), it is possible to reliably obtain the effect of improving the drainage property, and to reliably improve the wet performance.

Further, in the pneumatic tire 1 of the present embodiment, as shown in FIG. 8, the height Hb of the circumferential bottom upper portion 73 and the height Hr of the intersecting bottom upper portion 71 satisfy (0.2×Hb)≦Hr. It is preferable to satisfy the relationship ≦(0.5×Hb).

According to this pneumatic tire 1, by satisfying (0.2×Hb)≦Hr, the rigidity of the shoulder land portion 23 can be sufficiently ensured, and the dry performance can be reliably ensured. On the other hand, by setting Hr≦(0.5×Hb), it is possible to reliably obtain the effect of improving the drainage property, and to reliably improve the wet performance.

Further, in the pneumatic tire 1 of the present embodiment, as shown in FIG. 7, the groove width Wg1 of the first lug groove 51 and the tire width direction of the top surface 72a excluding the inclined end surface 72b of the widthwise bottom upper portion 72 are The length La preferably satisfies the relationship of (0.5×Wg1)≦La≦(1.5×Wg1).

According to this pneumatic tire 1, by setting (0.5×Wg1)≦La, the rigidity of the shoulder land portion 23 can be sufficiently ensured, and the dry performance can be more reliably ensured. On the other hand, by setting La≦(1.5×Wg1), it is possible to reliably obtain the effect of improving drainage performance, and to reliably improve wet performance.

Further, in the pneumatic tire 1 of the present embodiment, as shown in FIG. 7, the groove width Wg2 of the outer circumferential narrow groove 42 and the tire circumferential direction of the top surface 73a excluding the inclined end surface 73b of the circumferential bottom portion 73 and the length Lb preferably satisfy the relationship of (0.5×Wg2)≦Lb≦(1.5×Wg2).

According to the pneumatic tire 1, by setting (0.5×Wg2)≦Lb, the rigidity of the shoulder land portion 23 can be sufficiently ensured, and the dry performance can be more reliably ensured. On the other hand, by setting Lb≦(1.5×Wg2), the effect of improving the drainage performance can be reliably obtained, and the wet performance can be reliably improved.

Further, in the pneumatic tire 1 of the present embodiment, as shown in FIG. preferably satisfies the relationship (0.3×Dg1)≦Ha≦(0.7×Dg1).

According to this pneumatic tire 1, by satisfying (0.3×Dg1)≦Ha, the rigidity of the shoulder land portion 23 can be sufficiently ensured, and the dry performance can be more reliably ensured. On the other hand, by setting Ha≦(0.7×Dg1), the effect of improving drainage properties can be reliably obtained, and wet performance can be reliably improved.

Further, in the pneumatic tire 1 of the present embodiment, as shown in FIG. preferably satisfies the relationship (0.3×Dg1)≦Hb≦(0.7×Dg1).

According to this pneumatic tire 1, by satisfying (0.3×Dg1)≦Hb, the rigidity of the shoulder land portion 23 can be sufficiently ensured, and the dry performance can be ensured more reliably. On the other hand, by satisfying Hb≦(0.7×Dg1), it is possible to reliably obtain the effect of improving the drainage property, and to reliably improve the wet performance.

In addition, in the pneumatic tire 1 of the present embodiment, as shown in FIG. 8, the height Ha of the widthwise bottom top portion 72 and the height Hb of the circumferential bottom top portion 73 are such that 0.75≦Ha/Hb≦0.75≦Ha/Hb≦ It is preferable to satisfy the relationship of 1.25.

In the pneumatic tire 1, the difference between the height Ha of the widthwise bottom portion 72 and the height Hb of the circumferential bottom portion 73 is set within a specified range, thereby sufficiently ensuring the rigidity of the shoulder land portion 23. It is possible to ensure dry performance more reliably.

Moreover, in the pneumatic tire 1 of the present embodiment, as shown in FIG. preferably satisfies the relationship [0.2×{(Ha+Hb)/2}]≦Hr≦[0.5×{(Ha+Hb)/2}].

According to this pneumatic tire 1, by satisfying [0.2×{(Ha+Hb)/2}]≦Hr, the rigidity of the shoulder land portion 23 can be sufficiently ensured, and the dry performance can be reliably ensured. can do. On the other hand, by setting Hr≦[0.5×{(Ha+Hb)/2}], it is possible to reliably obtain the effect of improving drainage properties, and to reliably improve wet performance.

[Modification]
FIG. 9 is a detailed view of another example of part D of FIG. FIG. 10 is a detailed view of another example of part D of FIG.

In the embodiment shown in FIG. 7, the shape of the top surface 71a of the cross bottom upper portion 71 is a square shape (rectangular shape) that is the planar shape of the intersection portion 48A where the outer circumferential narrow groove 42 and the first lug groove 51 intersect. ).

In addition, as shown in FIG. 9, the shape of the top surface 71a of the intersecting bottom portion 71 is formed in a triangular shape within the intersecting portion 48A where the outer circumferential narrow groove 42 and the first lug groove 51 intersect. good too. Specifically, the height Ha of the widthwise bottom top portion 72 and the height Hr of the cross bottom top portion 71 satisfy the relationship Hr<Ha, and the height Hb of the circumferential bottom bottom portion 73 and the height of the cross bottom top portion 71 are satisfied. Hr satisfies the relationship of Hr<Hb. Therefore, the crossing bottom portion 71 has a triangular top surface 71 a at a position lower than the top surface 72 a of the widthwise bottom portion 72 and the top surface 73 a of the circumferential bottom portion 73 . Furthermore, since the crossing bottom portion 71 is connected to the widthwise bottom portion 72 and the circumferential bottom portion 73 , each side of the triangular top surface 71 a is connected to the widthwise bottom portion 72 and the circumferential bottom portion 73 . Concatenated. Further, the crossing bottom portion 71 extends radially inward toward the groove bottom 42a of the outer circumferential narrow groove 42 from the side of the triangular top surface 71a not facing the widthwise bottom portion 72 and the circumferential bottom portion 73. The inclined end surface 71b is connected.

Moreover, as shown in FIG. 10, the shape of the top surface 71a of the intersecting bottom portion 71 is circular (elliptical) in the intersecting portion 48A where the outer circumferential narrow groove 42 and the first lug groove 51 intersect. may be formed. Specifically, the height Ha of the widthwise bottom top portion 72 and the height Hr of the cross bottom top portion 71 satisfy the relationship Hr<Ha, and the height Hb of the circumferential bottom bottom portion 73 and the height of the cross bottom top portion 71 are satisfied. Hr satisfies the relationship of Hr<Hb. Therefore, the crossing bottom portion 71 has a circular (elliptical) top surface 71 a at a position lower than the top surface 72 a of the widthwise bottom portion 72 and the top surface 73 a of the circumferential bottom portion 73 . Furthermore, since the crossing bottom portion 71 is connected to the widthwise bottom portion 72 and the circumferential bottom portion 73, the widthwise bottom portion 72 and the circumferential bottom portion extend from the edge of the circular (elliptical) top surface 71a. A connecting surface 71c inclined outward in the tire radial direction toward the upper portion 73 is connected. Further, the crossing bottom portion 71 extends from the edge of the circular (elliptical) top surface 71a of the top surface 71a not facing the width direction bottom portion 72 and the circumferential direction bottom portion 73 to the groove bottom 42a of the outer circumferential narrow groove 42. The end surface 71b inclined toward is connected.

In the above-described embodiment, the bottom portion 70 is formed in the connection portion 48 between the outer circumferential narrow groove 42 and the first lug groove 51, but the bottom portion 70 is formed in the connection portion 48 other than this. may have been That is, the intersecting bottom portion 71 of the bottom portion 70 may be formed at the intersection of the circumferential thin groove 40 and the lug groove 50 other than the outer circumferential thin groove 42 and the first lug groove 51. The bottom portion 72 may be formed in the lug groove 50 other than the first lug groove 51, and the circumferential bottom portion 73 may be formed in the circumferential thin groove 40 other than the outer circumferential thin groove 42. .

In the above-described embodiment, three circumferential main grooves 30 are formed, and the circumferential narrow grooves 40 are formed on both sides of the first outermost main groove 33 in the tire width direction. Anything other than The tread pattern formed on the tread surface 10 is not limited to the pattern in the embodiment described above.

In this embodiment, snow performance (steering stability, which is the steering stability when driving on a snowy road surface) and dry performance (steering stability when driving on a dry road surface) are tested for a plurality of types of pneumatic tires under different conditions. Performance tests were conducted on dry braking performance, which is stability) and wet performance (wet braking performance, which is steering stability when driving on a wet road surface) (see FIGS. 11 and 12).

In the performance evaluation test, a pneumatic tire 1 with a tire nominal size specified by JATMA of 185/65R15 was mounted on a JATMA standard rim wheel with a rim size of 15 x 6J and mounted on a front-wheel drive vehicle, and the air pressure was adjusted. It was carried out by adjusting the front wheel to 220 kPa and the rear wheel to 210 kPa and carrying out a test run with one person on board.

The snow performance was evaluated by comparing the steering stability of the above-mentioned test vehicle on a test course with a snowy road surface based on sensory evaluation by a test driver. The snow performance was evaluated by indexing the sensory evaluation of the test driver with the conventional example described later as 100. The higher the index, the higher the steering stability when driving on a snowy road surface, and the better the snow performance. is shown.

The dry performance was evaluated by performing a braking test on a test course with a dry road surface using the test vehicle described above, and expressing the reciprocal of the braking distance as an index with the conventional example described later being 100. The larger the number, the shorter the braking distance and the better the dry performance. Regarding the evaluation of dry performance, it is judged that the performance is secured when the index is in the 90s, and the performance is degraded when the index reaches the 80s.

Wet performance was evaluated by performing a braking test on a test course with a wet road using the test vehicle described above, and by expressing the reciprocal of the braking distance as an index with 100 as the conventional example described later. The higher the number, the shorter the braking distance and the better the wet performance.

In FIG. 11, the conventional pneumatic tire does not have the circumferential narrow grooves 40 and the bottom portion 70 as compared with the pneumatic tire 1 shown in FIGS. The pneumatic tire of Comparative Example 1 has the circumferential narrow grooves 40 but does not have the bottom portion 70 . Although the pneumatic tire of Comparative Example 2 has the circumferential narrow grooves 40 , the bottom portion 70 does not have the circumferential bottom portion 73 and the intersecting bottom portion 71 . The pneumatic tire of Comparative Example 3 has the circumferential narrow grooves 40 , but does not have the widthwise bottom top portion 72 and the cross bottom top portion 71 in the bottom top portion 70 .

On the other hand, in FIGS. 11 and 12, the pneumatic tires of Examples 1 to 24 have circumferential narrow grooves 40 and a bottom portion 70 like the pneumatic tires shown in FIGS. The bottom portion 70 has a widthwise bottom portion 72, a circumferential bottom portion 73 and an intersecting bottom portion 71. With the groove bottom of the circumferential narrow groove 40 as a reference, the widthwise bottom portion 72 has a height Ha and The height Hr of the intersecting bottom portion 71 satisfies the relationship of Hr<Ha, and the height Hb of the circumferential bottom portion 73 and the height Hr of the intersecting bottom portion 71 satisfy the relationship of Hr<Hb.

As shown in the test results of FIGS. 11 and 12, the pneumatic tires of Examples 1 to 24 have improved wet performance while ensuring snow performance and dry performance.

Reference Signs List 1 pneumatic tire 2 tread portion 3 shoulder portion 4 sidewall portion 5 bead portion 6 carcass layer 7 belt layer 7a, 7b belt 8 belt reinforcing layer 10 tread surface 15 bead core 16 bead filler 20 land portion 21, 22 center land portion 23, 24 shoulder land portion 30 circumferential main groove 31 center main groove 32 outermost main groove 33 first outermost main groove 34 second outermost main groove 40 circumferential narrow groove 41 inner circumferential narrow groove 42 outer circumferential narrow groove 42a Groove bottom 42b Groove wall 48 Connecting part 48A Crossing part 48B Lug groove side connecting part 48C Narrow groove side connecting part 50 Lug groove 51 First lag groove 51a Groove bottom 51b Groove wall 52 Second lag groove 60 Auxiliary groove 61 First outermost Main groove penetrating auxiliary groove 62 Second outermost main groove penetrating auxiliary groove 63 Center auxiliary groove 65 Sipe 66 First shoulder sipe 67 Second shoulder sipe 70 Bottom upper portion 71 Intersecting bottom upper portion 71a Top surface 71b End surface 71c Connecting surface 72 Width direction bottom Upper portion 72a Top surface 72b End surface 73 Circumferential direction bottom upper portion 73a Top surface 73b End surface CL Tire equatorial plane E Design end T Ground contact edge W1 Ground contact width W2 Distance Wg1 Groove width of lug groove Wg2 Groove width of circumferential narrow groove Dg1 Circumferential narrow groove Groove depth Ha Width direction bottom top height Hb Circumferential bottom top height Hr Cross bottom top height

Claims (9)

a circumferential fine groove formed on the tread surface and extending in the tire circumferential direction;
lug grooves formed on the tread surface and extending in the tire width direction and communicating with the circumferential narrow grooves;
an intersection bottom upper portion formed at an intersection where the circumferential narrow groove and the lug groove intersect;
a width direction bottom upper portion provided in the lug groove and connected to the cross bottom upper portion;
a circumferential bottom portion provided in the circumferential narrow groove and connected to the intersecting bottom portion;
with
With respect to the groove bottom of the circumferential narrow groove, the height Ha of the upper portion of the bottom in the width direction and the height Hr of the upper portion of the intersecting bottom satisfy the relationship of Hr<Ha, and the height Hb of the upper portion of the bottom in the circumferential direction. and the height Hr of the upper portion of the intersection bottom satisfy the relationship of Hr<Hb. 2. The air according to claim 1, wherein the width direction bottom top height Ha and the cross bottom top height Hr satisfy the relationship of (0.2×Ha)≦Hr≦(0.5×Ha). entered tire. 3. The apparatus according to claim 1, wherein the height Hb of the circumferential bottom top and the height Hr of the intersecting bottom top satisfy a relationship of (0.2×Hb)≦Hr≦(0.5×Hb). pneumatic tires. The groove width Wg1 of the lug groove and the tire width direction length La of the widthwise bottom portion satisfy the relationship of (0.5×Wg1)≦La≦(1.5×Wg1). 4. The pneumatic tire according to any one of 3. A groove width Wg2 of the circumferential narrow groove and a tire circumferential length Lb of the circumferential bottom portion satisfy a relationship of (0.5×Wg2)≦Lb≦(1.5×Wg2). The pneumatic tire according to any one of 1 to 4. 6. Any of claims 1 to 5, wherein the groove depth Dg1 of the circumferential narrow groove and the height Ha of the bottom portion in the width direction satisfy the relationship of (0.3×Dg1)≦Ha≦(0.7×Dg1). The pneumatic tire according to any one of 7. Any of claims 1 to 6, wherein the groove depth Dg1 of the circumferential narrow groove and the height Hb of the circumferential bottom portion satisfy the relationship of (0.3×Dg1)≦Hb≦(0.7×Dg1). The pneumatic tire according to any one of 8. The height Ha of the upper bottom in the width direction and the height Hb of the upper bottom in the circumferential direction satisfy a relationship of 0.75≦Ha/Hb≦1.25 according to any one of claims 1 to 7. pneumatic tires. The cross bottom top height Hr, the width direction bottom top height Ha, and the circumferential bottom top height Hb are [0.2×{(Ha+Hb)/2}]≦Hr≦[ The pneumatic tire according to any one of claims 1 to 8, which satisfies the relationship 0.5×{(Ha+Hb)/2}].

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