JP7375443B2 - tire - Google Patents

Description

The present invention relates to tires.

Conventionally, various tires have been proposed in which the arrangement of grooves and sipes provided on the land area is improved in order to improve steering stability on paved roads and performance on snow (see, for example, Patent Document 1 below).

JP 2019-6318 Publication

In recent years, as the performance of vehicles has improved, there has been a demand for tires that exhibit better performance on snow. On the other hand, depending on the arrangement of the grooves and sipes, handling stability may be impaired while improving on-snow performance.

The present invention was devised in view of the above-mentioned problems, and its main object is to provide a tire that can exhibit excellent on-snow performance while maintaining steering stability.

The present invention provides a tire having a tread portion, wherein the tread portion is divided into a first tread end, a second tread end, a plurality of circumferential grooves extending continuously in the circumferential direction of the tire, and the circumferential groove. The circumferential groove includes a first shoulder circumferential groove disposed closest to the first tread end side, and a first shoulder circumferential groove disposed closest to the second tread end side of the first shoulder circumferential groove. an adjacent crown circumferential groove, the land portion includes a first middle land portion between the first shoulder circumferential groove and the crown circumferential groove, and the first middle land portion includes a first middle land portion; A plurality of curved grooves having a first end and a second end and a plurality of sipes are provided, and each of the first ends of the plurality of curved grooves communicates with the first shoulder circumferential groove. Each of the second ends of the plurality of curved grooves communicates with another curved groove adjacent to the tire circumferential direction, and the sipe extends from the crown circumferential groove and communicates with the curved groove. It includes an inner discontinuous sipe that discontinues within the first middle land portion without being interrupted.

In the tire of the present invention, it is desirable that the inner interrupted sipe is inclined with respect to the tire axial direction.

In the tire of the present invention, it is preferable that the inner interrupted sipe includes a first inner interrupted sipe and a second inner interrupted sipe that is interrupted closer to the curved groove than the first inner interrupted sipe.

In the tire of the present invention, it is preferable that the first inner interrupted sipe and the second inner interrupted sipe are inclined at an angle of 30 to 40 degrees with respect to the tire axial direction.

In the tire of the present invention, it is desirable that the first inner interrupted sipe and the second inner interrupted sipe extend parallel to each other.

In the tire of the present invention, it is desirable that the first middle land portion be provided on the tire equator, and that the first inner interrupted sipe be interrupted closer to the crown circumferential groove than the tire equator.

In the tire of the present invention, it is desirable that the first middle land portion be provided on the tire equator, and that the second inner discontinuous sipe cross the tire equator.

In the tire of the present invention, it is preferable that the sipe includes a penetrating sipe extending from the crown circumferential groove to the curved groove.

In the tire of the present invention, it is preferable that the first middle land portion is provided with an inner side sub-groove that extends from the curved groove toward the crown circumferential groove side and ends within the first middle land portion.

In the tire of the present invention, it is preferable that the tread portion is oriented in a direction in which it is mounted on a vehicle such that the first tread end is positioned on the outside of the vehicle when the tire is mounted on the vehicle.

The first middle land portion of the tire of the present invention is provided with a plurality of curved grooves having a first end and a second end, and a plurality of sipes. Each of the first ends of the plurality of curved grooves communicates with the first shoulder circumferential groove, and each of the second ends communicates with another of the curved grooves adjacent in the tire circumferential direction. There is. The plurality of curved grooves communicate with each other to provide non-linear grooves that continuously extend in the circumferential direction of the tire. Such grooves exhibit excellent performance on snow by forming hard snow pillars inside the grooves and shearing them when driving on snow.

In the tire of the present invention, the sipe includes an inner interrupted sipe that extends from the crown circumferential groove and is interrupted within the first middle land portion without communicating with the curved groove. The inner interrupted sipe provides frictional force through its edges, further improving on-snow performance on relatively hard packed snow roads. Further, since the inner discontinuous sipe is discontinued within the first middle land portion, a land portion having relatively high rigidity in the tire circumferential direction is provided in a region between the plurality of curved grooves and the crown circumferential groove. It is possible to maintain steering stability on paved roads.

FIG. 1 is a developed view of a tread portion of a tire according to an embodiment of the present invention. FIG. 2 is an enlarged view of the first middle land portion in FIG. 1. FIG. FIG. 3 is an enlarged view showing the outline of the curved groove in FIG. 2; 3 is a sectional view taken along line AA in FIG. 2. FIG. FIG. 3 is an enlarged view showing the contours of the curved groove and sub-groove of FIG. 2; FIG. 2 is an enlarged view of the second middle land portion of FIG. 1. FIG. 7 is a sectional view taken along the line BB in FIG. 6. FIG. 7 is a sectional view taken along line CC in FIG. 6. FIG. It is an enlarged perspective view showing the sipe wall of the 1st middle sipe. FIG. 2 is an enlarged view of the first shoulder land portion of FIG. 1. FIG. FIG. 2 is an enlarged view of the second shoulder land portion of FIG. 1; FIG. 3 is an enlarged view of a first middle land portion of a comparative example.

Hereinafter, one embodiment of the present invention will be described based on the drawings. FIG. 1 is a developed view of a tread portion 2 of a tire 1 showing one embodiment of the present invention. The tire 1 of this embodiment is suitably used, for example, as a pneumatic tire for a passenger car. However, the present invention is not limited to such an embodiment, and may be used in a pneumatic tire for heavy loads or a non-pneumatic tire in which the inside of the tire is not filled with pressurized air.

As shown in FIG. 1, the tire 1 of this embodiment has a tread portion 2 whose mounting direction on a vehicle is specified. The tread portion 2 has a first tread end Te1 located on the outside of the vehicle when the tire 1 is mounted on the vehicle, and a second tread end Te2 located on the inside of the vehicle when the tire 1 is mounted on the vehicle. The direction of attachment to the vehicle is displayed, for example, on the sidewall portion (not shown) with letters or symbols.

In the case of a pneumatic tire, the first tread end Te1 and the second tread end Te2 are the outermost ground contact positions in the tire axial direction when the tire 1 in a normal state is loaded with a normal load and touches the ground on a flat surface with a camber angle of 0°. be. The normal state is a state in which the tire is mounted on a normal rim, filled with the normal internal pressure, and is under no load. In this specification, unless otherwise specified, the dimensions of each part of the tire are values measured under the normal conditions.

A "regular rim" is a rim specified for each tire by the standard in the standard system that includes the standard on which the tire is based.For example, it is a "standard rim" for JATMA, "Design Rim" for TRA, and a "design rim" for ETRTO. If so, it is "Measuring Rim".

"Regular internal pressure" is the air pressure specified for each tire by each standard in the standard system including the standard on which the tire is based, and for JATMA it is the "maximum air pressure", and for TRA it is the air pressure specified in the table "TIRE LOAD LIMITS AT". The maximum value listed in "VARIOUS COLD INFLATION PRESSURES" is "INFLATION PRESSURE" for ETRTO.

"Regular load" is the load specified for each tire by each standard in the standard system including the standard on which the tire is based, and for JATMA it is "maximum load capacity", and for TRA it is the load specified in the table "TIRE LOAD LIMITS". The maximum value listed in "AT VARIOUS COLD INFLATION PRESSURES" is "LOAD CAPACITY" for ETRTO.

The tread portion 2 includes a plurality of circumferential grooves 3 that continuously extend in the tire circumferential direction between a first tread end Te1 and a second tread end Te2, and a plurality of land portions divided into these circumferential grooves 3. It consists of 4. The tread portion 2 of this embodiment is divided into four land portions 4 by three circumferential grooves 3. However, the present invention is not limited to this embodiment, and the tread portion 2 may be divided into five land portions 4 by, for example, four circumferential grooves 3.

The circumferential groove 3 includes, for example, a first shoulder circumferential groove 5, a second shoulder circumferential groove 6, and a crown circumferential groove 7. The first shoulder circumferential groove 5 is arranged between the first tread end Te1 and the tire equator C, and is arranged closest to the first tread end Te1. The second shoulder circumferential groove 6 is arranged between the second tread end Te2 and the tire equator C, and is arranged closest to the second tread end Te2. The crown circumferential groove 7 is arranged between the first shoulder circumferential groove 5 and the second shoulder circumferential groove 6.

The distance La in the tire axial direction from the tire equator C to the groove center line of the first shoulder circumferential groove 5 or the second shoulder circumferential groove 6 is, for example, 0.20 to 0.35 times the tread width TW. is desirable. It is desirable that the distance Lb in the tire axial direction from the tire equator C to the groove center line of the crown circumferential groove 7 is, for example, 0.15 times or less the tread width TW. The tread width TW is the distance in the tire axial direction from the first tread end Te1 to the second tread end Te2 in the normal state.

The crown circumferential groove 7 of this embodiment is provided, for example, between the tire equator C and the second tread end Te2. However, the position of the crown circumferential groove 7 is not limited to this manner.

Each circumferential groove 3 of this embodiment extends linearly in parallel to the tire circumferential direction, for example. For example, each circumferential groove 3 may extend in a wave shape.

The groove width Wa of each circumferential groove 3 is at least 3.0 mm or more, and is preferably, for example, 4.0% to 7.0% of the tread width TW. The groove width is the distance between groove edges in a direction perpendicular to the groove center line. The depth of each circumferential groove 3 is preferably, for example, 5 to 10 mm in the case of a pneumatic tire for a passenger car.

The land portion 4 includes a first middle land portion 11 , a second middle land portion 12 , a first shoulder land portion 13 , and a second shoulder land portion 14 . The first middle land portion 11 is divided between the first shoulder circumferential groove 5 and the crown circumferential groove 7. In this embodiment, the first middle land portion 11 is provided on the tire equator C due to the arrangement of the circumferential grooves 3 described above. The second middle land portion 12 is divided between the second shoulder circumferential groove 6 and the crown circumferential groove 7. The first shoulder land portion 13 is divided between the first shoulder circumferential groove 5 and the first tread end Te1. The second shoulder land portion 14 is divided between the second shoulder circumferential groove 6 and the second tread end Te2.

FIG. 2 shows an enlarged view of the first middle land portion 11. As shown in FIG. 2, the first middle land portion 11 has, for example, the largest width W1 in the tire axial direction among the four land portions 4. The first middle land portion 11 has high rigidity and is useful for improving steering stability on paved roads. The width W1 of the first middle land portion 11 is preferably, for example, 0.25 to 0.35 times the tread width TW (shown in FIG. 1, and the same applies hereinafter).

The first middle land portion 11 is provided with a plurality of curved grooves 15 having a first end 15a and a second end 15b, and a plurality of sipes 34. Each of the first ends 15a of the plurality of curved grooves 15 communicates with the first shoulder circumferential groove 5. Further, each of the second ends 15b of the plurality of curved grooves 15 communicates with the other curved grooves 15 adjacent to each other in the tire circumferential direction. The plurality of curved grooves 15 communicate with each other to provide non-linear grooves that continuously extend in the tire circumferential direction. Such grooves exhibit excellent performance on snow by forming and shearing hard snow pillars inside the grooves when driving on snow.

The sipe 34 includes an inner interrupted sipe 35 that extends from the crown circumferential groove 7 and is interrupted within the first middle land portion 11 without communicating with the curved groove 15. In addition, in this specification, a "sipe" is a cut with a width of 1.5 mm or less.

The inner interrupted sipe 35 provides frictional force by its edge, further improving on-snow performance on relatively hard and compacted snow roads. Moreover, since the inner discontinuous sipe 35 is discontinued within the first middle land portion 11, a land portion having relatively high rigidity in the tire circumferential direction is provided in the region between the plurality of curved grooves 15 and the crown circumferential groove 7. It is possible to maintain steering stability on paved roads.

FIG. 3 shows an enlarged view showing the outline of the curved groove 15. As shown in FIG. 3, in this embodiment, the angle θ1 of the first bent portion 16 on the first end 15a side of the bent groove 15 is larger than the angle θ2 of the second bent portion 17 on the second end 15b side. is desirable. As a result, water in the groove can move more easily in the first bent portion 16 than in the second bent portion 17. Therefore, during wet driving, the water in the curved groove 15 tends to move from the second curved portion 17 side toward the first curved portion 16 side, and as a result, the water moves toward the first shoulder circumferential groove 5 side. It becomes easier to be excreted. In this embodiment, by exhibiting such a drainage mechanism, wet performance can be improved while maintaining steering stability and wear resistance performance.

The angle θ1 is, for example, an obtuse angle, preferably 120° or more, more preferably 130° or more, and preferably 150° or less, more preferably 140° or less. The first curved portion 16 serves to improve wear resistance and wet performance in a well-balanced manner.

From the same viewpoint, the angle θ2 is, for example, an obtuse angle, preferably 100° or more, more preferably 110° or more, and preferably 160° or less, more preferably 140° or less.

It is desirable that the radius of curvature R2 of the second bent portion 17 is larger than the radius of curvature R1 of the first bent portion 16. Such second curved portion 17 can prevent snow from clogging inside when driving on snow, and can continuously exhibit excellent performance on snow.

The bent groove 15 has a first portion 21 from the first end 15a to the apex 16t of the first bent portion 16, and a second portion 22 from the apex 16t of the first bent portion 16 to the apex 17t of the second bent portion 17. , and a third portion 23 from the apex 17t of the second bent portion 17 to the second end 15b. The apex of each bend means the point at which the curvature of the groove center line of each bend is the maximum, and if the bend is curved with a constant radius of curvature, the apex of each bend means the point at which the curvature of the groove center line of each bend is the maximum. corresponds to

The length L1 of the first portion 21 (corresponds to the so-called periphery length along the first portion 21, and the same applies hereinafter) is, for example, the width W1 of the first middle land portion 11 in the tire axial direction (Fig. 2, and the same applies hereinafter) is 0.30 to 0.60 times. Moreover, it is desirable that the first portion 21 extends with a constant groove width.

The first portion 21 is inclined, for example, at an angle of 20 to 30 degrees with respect to the tire axial direction. Such a first portion 21 easily guides internal water toward the first shoulder circumferential groove 5 during wet driving.

The length L2 of the second portion 22 is longer than the length L1 of the first portion 21, for example. Specifically, the length L2 of the second portion 22 is 2.5 to 3.5 times the length L1 of the first portion 21. Further, it is desirable that the groove width of the second portion 22 gradually increases toward the first portion 21 side. During wet driving, the second portion 22 guides internal water toward the first portion 21 by using rotation of the tire, thereby improving wet performance.

The second portion 22 is inclined in the same direction as the first portion 21 with respect to the tire axial direction. The angle of the second portion 22 with respect to the tire axial direction is larger than the angle of the first portion 21 with respect to the tire axial direction. Specifically, the angle of the second portion 22 with respect to the tire axial direction is 70 to 90 degrees.

FIG. 4 shows a cross section of a portion of the second portion 22 along its length. FIG. 4 corresponds to a cross-sectional view taken along line AA of the second portion 22 in FIG. As shown in FIG. 4, the second portion 22 is preferably provided with a tie bar 24 having a raised groove bottom. The depth d2 of the tie bar 24 is 0.60 to 0.80 times the maximum depth d1 of the second portion 22. Such a tie bar 24 suppresses excessive opening of the second portion 22 when the first middle land portion 11 touches the ground, and is useful for improving steering stability and wear resistance.

As shown in FIG. 3, the tie bar 24 is preferably disposed closer to the first portion 21 than the longitudinal center position of the second portion 22, for example. In a more desirable embodiment, the tie bar 24 is provided at the end of the second portion 22 on the first bent portion 16 side.

The length L3 of the third portion 23 is smaller than the length L1 of the first portion 21 and the length L2 of the second portion 22, for example. The length L3 of the third portion 23 is, for example, 0.30 to 0.60 times the length L1 of the first portion 21.

For example, the third portion 23 is inclined in the opposite direction to the first portion 21 and the second portion 22 with respect to the tire axial direction. The angle of the third portion 23 with respect to the tire axial direction is preferably larger than the angle of the first portion 21 with respect to the tire axial direction and smaller than the angle of the second portion 22 with respect to the tire axial direction, for example, 40 to 50. °. As a result, during wet driving, water in the curved groove 15 is easily guided from the third portion 23 side toward the first portion 21 side, resulting in excellent wet performance.

It is desirable that the end of the third portion 23, that is, the second end 15b of the curved groove 15, communicates with the second portion 22 of the curved groove 15 adjacent in the tire circumferential direction. More desirably, the second end 15b communicates with the first curved portion 16 from the center position of the second portion 22 in the length direction. In this embodiment, the above-described tie bar 24 is disposed between the communication portion of the second end 15b and the first bent portion 16. This further improves wear resistance and handling stability.

The angle θ3 between the third portion 23 and the second portion 22 of the curved groove 15 with which the second end 15b communicates (hereinafter sometimes referred to as “the angle of the connecting portion”) is the angle θ1 and the angle θ2. It is desirable that it be smaller than . The angle θ3 of the connecting portion is preferably 90° or less, more preferably 80° or less, preferably 45° or more, and even more preferably 65° or more. As a result, when driving on snow, a hard column of snow is formed at the connecting portion of the two curved grooves 15, and performance on snow is improved.

FIG. 5 shows an enlarged view showing the contours of the curved groove 15 and the sub-groove 25. As shown in FIG. 5 , the minor groove 25 includes an inner minor groove 26 that extends from the curved groove 15 toward the crown circumferential groove 7 and ends within the first middle land portion 11 . The inner sub-groove 26 cooperates with the curved groove 15 to form a hard snow column. Furthermore, since the inner side sub-groove 26 is interrupted within the first middle land portion 11, there is a land portion with relatively high rigidity in the tire circumferential direction in the region between the plurality of curved grooves 15 and the crown circumferential groove 7. It is possible to maintain steering stability on paved roads.

It is desirable that the inner side minor groove 26 crosses the tire equator C. Further, it is desirable that the groove width of the inner side minor groove 26 gradually decreases toward the crown circumferential groove 7 side. Such inner sub-grooves 26 facilitate the formation of hard snow pillars.

The maximum depth of the inner sub-groove 26 is, for example, 0.80 to 0.90 times the maximum depth of the curved groove 15. Further, it is desirable that the depth of the inner sub-groove 26 gradually decreases from the curved groove 15 side toward the discontinuous end side of the inner sub-groove 26. Such an inner side sub-groove 26 is useful for improving steering stability and on-snow performance in a well-balanced manner.

The inner sub-groove 26 includes a first inner sub-groove 27 and a second inner sub-groove 28 that is discontinued closer to the first shoulder circumferential groove 5 than the first inner sub-groove 27 . The first inner side sub-groove 27 communicates with the second bent portion 17 of the bent groove 15, for example. The second inner side sub-groove 28 communicates between the first bent portion 16 and the second bent portion 17, that is, the second portion 22 of the bent groove 15.

The length L4 of the first inner side sub-groove 27 in the tire axial direction and the length L5 of the second inner side sub-groove 28 in the tire axial direction are, for example, 0 of the width W1 of the first middle land portion 11 in the tire axial direction. It is .20 to 0.35 times.

The first inner sub-groove 27 and the second inner sub-groove 28 are inclined in the same direction with respect to the tire axial direction. In this embodiment, the first inner sub-groove 27 and the second inner sub-groove 28 are inclined in the same direction as the first portion 21 of the curved groove 15.

The first inner sub-groove 27 and the second inner sub-groove 28 are inclined at an angle of 20 to 50 degrees with respect to the tire axial direction, for example. In a more desirable aspect, the angle of the second inner side sub-groove 28 with respect to the tire axial direction is larger than the angle of the first inner side sub-groove 27 with respect to the tire axial direction. The difference in angle between the first inner sub-groove 27 and the second inner sub-groove 28 with respect to the tire axial direction is, for example, 15 degrees or less. The first inner sub-groove 27 and the second inner sub-groove 28 serve to suppress uneven wear of the first middle land portion 11.

The angle θ4 between the first inner sub-groove 27 and the second portion 22 of the bent groove 15 is preferably 100° or more, more preferably 120° or more, and preferably 160° or less, more preferably 140° or less. It is. The angle θ5 between the second inner side minor groove 28 and the second portion 22 of the curved groove 15 is preferably 25° or more, more preferably 35° or more, and preferably 55° or less, more preferably 45°. ° or less. As a result, a hard snow column is formed at the communication portion between the curved groove 15 and the inner side sub-groove 26, and excellent performance on snow is exhibited.

The sub-groove 25 of this embodiment includes, for example, an outer sub-groove 30. For example, the outer minor groove 30 extends from the curved groove 15 toward the first shoulder circumferential groove 5 and is interrupted within the first middle land portion 11 . Such outer sub-grooves 30 can provide a land portion with relatively high rigidity in the tire circumferential direction within the first middle land portion 11, and improve on-snow performance while maintaining steering stability on paved roads. can be increased.

The outer minor groove 30 of this embodiment communicates with the second portion 22 of the curved groove 15, for example. In a desirable embodiment, the end of the outer sub-groove 30 on the bent groove 15 side connects to the end of the inner sub-groove 26 (in this embodiment, the second inner sub-groove 28 ) on the bent groove 15 side via the bent groove 15 . It faces the tire in the axial direction. Such inner sub-grooves 26 and outer sub-grooves 30 can form a harder snow pillar in the portion communicating with the curved groove 15, and can further improve on-snow performance.

The expression that the two ends face each other in the axial direction of the tire means that one end overlaps at least a portion of a region obtained by extending the other end in parallel to the tire axial direction. Therefore, the end of the outer sub-groove 30 on the curved groove 15 side overlaps at least a portion of a region obtained by extending the end of the inner sub-groove 26 on the curved groove 15 side in parallel to the tire axial direction.

The outer sub-groove 30 includes a lateral groove portion 31 extending from the curved groove 15 in the tire axial direction, and a vertical groove portion 32 continuing from the lateral groove portion 31 and extending in the tire circumferential direction. Such outer minor grooves 30 are useful for improving turning performance on snowy roads.

The inner side sub-groove 26 and the lateral groove portion 31 are inclined in the same direction with respect to the tire axial direction. It is desirable that the angle θ6 of the lateral groove portion 31 with respect to the tire axial direction is smaller than the angle of the inner side sub-groove 26 with respect to the tire axial direction, for example. The angle θ6 of the lateral groove portion 31 is, for example, 20 to 30°. Further, the angle θ7 between the lateral groove portion 31 and the second portion 22 of the curved groove 15 is, for example, 120 to 140°. Such a lateral groove portion 31, together with the inner side sub-groove 26, provides traction on snowy roads.

The length L6 of the lateral groove portion 31 in the tire axial direction is, for example, 0.25 to 0.35 times the width W1 of the first middle land portion 11 in the tire axial direction. It is desirable that the length L6 of the lateral groove portion 31 is larger than the length of the inner side sub-groove 26 in the tire axial direction. Such a lateral groove portion 31 improves steering stability and on-snow performance in a well-balanced manner.

From the same viewpoint, the total length L7 of the lateral groove portion 31 and the second inner side sub-groove 28 (the length in the tire axial direction from the end of the lateral groove portion 31 to the end of the second inner side sub-groove 28) is It is 0.60 to 0.70 times the width W1 of the first middle land portion 11 in the tire axial direction.

The vertical groove portion 32 is inclined in the same direction as the horizontal groove portion 31 with respect to the tire axial direction. As a result, the angle θ8 between the horizontal groove portion 31 and the vertical groove portion 32 is an acute angle, for example, 40 to 55°. The vertical groove portion 32 of this embodiment extends along the second portion 22 of the curved groove 15 . The angular difference between the longitudinal groove portion 32 and the second portion 22 with respect to the tire circumferential direction is 5° or less. Such a vertical groove portion 32 improves turning performance on snowy roads while maintaining wear resistance.

The maximum depth of the outer minor groove 30 is, for example, 0.80 to 0.90 times the maximum depth of the curved groove 15. It is desirable that the depth of the outer sub-groove 30 gradually decreases from the curved groove 15 toward the discontinuous end of the longitudinal groove portion 32. Such outer minor grooves 30 help maintain steering stability and wear resistance.

As shown in FIG. 2, the inner discontinuous sipe 35 is inclined with respect to the tire axial direction, for example. The inner discontinuous sipe 35 of this embodiment is inclined in the same direction as the inner sub-groove 26 with respect to the tire axial direction.

The inner interrupted sipe 35 includes, for example, a first inner interrupted sipe 36 and a second inner interrupted sipe 37 that is interrupted closer to the curved groove 15 than the first inner interrupted sipe 36. The first inner interrupted sipe 36 of this embodiment is interrupted closer to the crown circumferential groove 7 than the tire equator C, and the second inner interrupted sipe 37 crosses the tire equator C, for example. The first inner interrupted sipe 36 and the second inner interrupted sipe 37 exhibit excellent edge effects while maintaining wear resistance.

The length of the second inner interrupted sipe 37 in the tire axial direction is, for example, 1.5 to 2.5 times the length of the first inner interrupted sipe 36 in the tire axial direction.

The first inner interrupted sipe 36 and the second inner interrupted sipe 37 are inclined at an angle of 30 to 40 degrees with respect to the tire axial direction, for example. Further, the first inner interrupted sipe 36 and the second inner interrupted sipe 37 extend parallel to each other. The first inner interrupted sipe 36 and the second inner interrupted sipe 37 serve to suppress uneven wear of the first middle land portion 11.

The sipe 34 includes, for example, a penetrating sipe 38 extending from the crown circumferential groove 7 to the bent groove 15. For example, the penetrating sipe 38 is inclined in the same direction as the inner interrupted sipe 35 with respect to the tire axial direction. In a more desirable embodiment, the penetrating sipe 38 and the inner interrupted sipe 35 are arranged parallel to each other. The penetrating sipes 38 can further improve on-snow performance.

Sipe 34 includes a plurality of outer interrupted sipes 40, for example. The outer interrupted sipe 40 is disposed between the curved groove 15 and the first shoulder circumferential groove 5, and has one end interrupted within the first middle land portion 11.

For example, the outer interrupted sipe 40 is inclined in the same direction as the inner interrupted sipe 35 with respect to the tire axial direction. The angle of the outer interrupted sipe 40 with respect to the tire axial direction is, for example, 30 to 40 degrees.

The outer interrupted sipe 40 includes, for example, a first outer interrupted sipe 41 and a second outer interrupted sipe 42 that extend from the curved groove 15 and are interrupted within the first middle land portion 11 . The second outer interrupted sipe 42 is interrupted closer to the first shoulder circumferential groove 5 than the first outer interrupted sipe 41. Further, the length of the second outer discontinuous sipe 42 in the tire axial direction is smaller than the length of the lateral groove portion 31 of the outer sub-groove 30 in the tire axial direction. The first outer interrupted sipe 41 and the second outer interrupted sipe 42 are useful for improving steering stability and on-snow performance in a well-balanced manner.

The outer interrupted sipe 40 includes, for example, a third outer interrupted sipe 43 and a fourth outer interrupted sipe 44 that extend from the first shoulder circumferential groove 5 and are interrupted within the first middle land portion 11. The fourth outer interrupted sipe 44 is interrupted closer to the curved groove 15 than the third outer interrupted sipe 43. Further, the length of the fourth outer interrupted sipe 44 in the tire axial direction is the longest among the outer interrupted sipes 40.

The sipe 34 of this embodiment includes, for example, a connection sipe 45 extending from the first shoulder circumferential groove 5 to the outer minor groove 30. Such a connecting sipe 45 can prevent snow from clogging the outer sub-groove 30, and is useful for exhibiting excellent on-snow performance over a long period of time.

FIG. 6 shows an enlarged view of the second middle land portion 12. As shown in FIG. 6, the width W2 of the second middle land portion 12 in the tire axial direction is, for example, 0.10 to 0.20 times the tread width TW.

The second middle land portion 12 includes a plurality of middle lateral grooves 47 completely crossing the second middle land portion 12 and a plurality of middle blocks 48 divided into the plurality of middle lateral grooves 47.

The middle lateral groove 47 is inclined, for example, at an angle θ9 of 30 to 60° with respect to the tire axial direction. However, the middle lateral groove 47 is not limited to such a form.

The middle block 48 includes two first middle sipes 51 communicating with the second shoulder circumferential groove 6 and a second middle sipe 52 disposed between the two first middle sipes 51. The first middle sipe 51 extends, for example, in a zigzag shape when the tread is viewed from above. The second middle sipe 52, for example, extends linearly in a tread plan view. These sipes provide traction through their edges and help improve on-snow performance.

FIG. 7 shows a cross-sectional view of the first middle sipe 51 taken along line BB. As shown in FIG. 7, in this embodiment, the first middle sipe 51 extends in the depth direction in a wavy manner. In the first middle sipe 51, the sipe walls facing each other engage with each other during driving and braking to increase the apparent rigidity of the middle block 48 and help maintain wear resistance.

FIG. 8 shows a cross-sectional view of the second middle sipe 52 taken along line CC. As shown in FIG. 8, in this embodiment, the second middle sipe 52 extends linearly in the depth direction. Since the second middle sipe 52 is easier to open than the first middle sipe 51, a large ground pressure is easily applied to the second middle sipe 52, and the second middle sipe 52 can scratch the road surface with a stronger force.

As shown in FIG. 6, the second middle sipe 52 of this embodiment extends from the second shoulder circumferential groove 6 and is interrupted within the second middle land portion 12, so that the middle block 48 has rigidity in the tire circumferential direction. provides a relatively high land area and can maintain wear resistance performance.

FIG. 9 shows an enlarged perspective view of the sipe wall 51a of the first middle sipe 51. As shown in FIG. 9, the first middle sipe 51 is configured as a so-called 3D sipe that extends in a wavy manner in the depth direction and length direction of the sipe. In such a sipe, the sipe walls facing each other can be firmly interlocked, and the above-mentioned effect can be further enhanced.

As shown in FIG. 6, the amplitude amount A1 (peak-to-peak amplitude amount, and the same applies hereinafter) of the first middle sipe 51 in a tread planar view is, for example, 1.0 to 3.5 mm. , preferably 1.5 to 3.0 mm. As a result, molding defects during tire vulcanization are suppressed, and sipe opening is suppressed.

As shown in FIG. 7, the amplitude A2 of the first middle sipe 51 in a cross section perpendicular to the length direction of the sipe is, for example, 0.5 to 2.5 mm, preferably 1.0 to 2.0 mm. be.

As shown in FIG. 6, the first middle sipe 51 and the second middle sipe 52 are inclined with respect to the tire axial direction. In this embodiment, the first middle sipe 51 and the second middle sipe 52 are inclined in the same direction as the middle lateral groove 47 with respect to the tire axial direction. The angle of the first middle sipe 51 and the second middle sipe 52 with respect to the tire axial direction is, for example, 30 to 60 degrees, preferably 35 to 50 degrees.

The middle block 48 of this embodiment is provided with a plurality of short middle grooves 53 that extend from the crown circumferential groove 7 and are interrupted within the middle block 48 . Further, the first middle sipe 51 communicates with the middle short groove 53. The length L8 of the first middle sipe 51 in the tire axial direction is 0.70 to 0.90 times the width W2 of the second middle land portion 12 in the tire axial direction.

The second middle sipe 52 is discontinued closer to the crown circumferential groove 7 than the center position of the second middle land portion 12 in the tire axial direction. The length L9 of the second middle sipe 52 in the tire axial direction is smaller than the length L8 of the first middle sipe 51 in the tire axial direction. The length L9 of the second middle sipe 52 is 0.50 to 0.70 times the width W2 of the second middle land portion 12 in the tire axial direction. The second middle sipe 52 improves wear resistance and on-snow performance in a well-balanced manner.

FIG. 10 shows an enlarged view of the first shoulder land portion 13. As shown in FIG. 10, the first shoulder land portion 13 is provided with a plurality of first shoulder lateral grooves 55. The first shoulder lateral groove 55 extends from the first tread end Te1 to the first shoulder circumferential groove 5. Thereby, the first shoulder lateral groove 55 includes a communicating portion 55a with the first shoulder circumferential groove 5.

For example, the first shoulder lateral groove 55 is inclined in the opposite direction to the first portion 21 of the curved groove 15 with respect to the tire axial direction. The angle of the first shoulder lateral groove 55 with respect to the tire axial direction is, for example, 5 to 15 degrees. Such first shoulder lateral grooves 55 improve traction performance when driving on snow.

For at least one of the first shoulder lateral grooves 55, a region where the communicating portion 55a with the first shoulder circumferential groove 5 is extended parallel to the tire axial direction toward the tire equator C side overlaps with the first end 15a of the curved groove 15. It is desirable to do so. As a result, when traveling on snow, a hard snow column is formed by the first shoulder circumferential groove 5, the first portion 21 of the curved groove 15, and the communication portion 55a, and excellent performance on snow is exhibited.

The angle θ10 between the first shoulder lateral groove 55 and the first portion 21 of the curved groove 15 is desirably larger than the angle θ1 of the first curved portion 16 and the angle θ2 of the second curved portion 17. The angle θ10 is preferably 140° or more, more preferably 145° or more, and preferably 165° or less, more preferably 155° or less. This improves not only traction performance but also turning performance when driving on snow.

The first shoulder land portion 13 is provided with, for example, a plurality of shoulder sipes 56 extending in a zigzag shape in the tire axial direction. Such shoulder sipes 56 can improve wet performance and on-snow performance while maintaining the rigidity of the first shoulder land portion 13.

FIG. 11 shows an enlarged view of the second shoulder land portion 14. As shown in FIG. 11, the second shoulder land portion 14 is provided with a plurality of second shoulder lateral grooves 58 extending from the second shoulder circumferential groove 6 to the second tread end Te2.

The second shoulder lateral groove 58 includes a communicating portion 58a with the second shoulder circumferential groove 6. For at least one of the second shoulder lateral grooves 58, a region where the communication portion 58a is extended toward the tire equator in parallel to the tire axial direction overlaps with the end of the middle lateral groove 47 on the second shoulder circumferential groove 6 side. This arrangement of the second shoulder lateral grooves 58 helps improve on-snow performance.

The angle θ11 between the second shoulder lateral groove 58 and the middle lateral groove 47 is desirably smaller than the angle θ9 between the first shoulder lateral groove 55 and the first portion 21 of the curved groove 15, for example. Specifically, the angle θ11 is 130 to 150°. As a result, the second shoulder circumferential groove 6 is less likely to become clogged with snow, and excellent on-snow performance is maintained.

The second shoulder land portion 14 is provided with, for example, a first shoulder sipe 61, a second shoulder sipe 62, and a third shoulder sipe 63. The first shoulder sipe 61 extends from the second shoulder circumferential groove 6 to the second tread end Te2. The second shoulder sipe 62 extends from the second shoulder circumferential groove 6 and is interrupted within the second shoulder land portion 14 . The third shoulder sipe 63 extends from the second tread end Te2 and is interrupted within the second shoulder land portion 14. It is desirable that the discontinuous ends of the second shoulder sipes 62 and the discontinuous ends of the third shoulder sipes 63 face each other via the first shoulder sipes 61. Such second shoulder sipes 62 improve wet performance and on-snow performance.

Although the tire of one embodiment of the present invention has been described in detail above, the present invention is not limited to the above-described specific embodiment, and can be implemented by changing various aspects.

A tire of size 215/60R16 having the basic pattern shown in FIG. 1 was manufactured. As a comparative example, a tire having a first middle land portion a shown in FIG. 12 was prototyped. In the tire of the comparative example, the first middle land portion a is provided with the sipe b extending from the curved groove to the crown circumferential groove, and the inner discontinuous sipe of the present invention is not provided. Note that the tire of the comparative example has substantially the same pattern as that shown in FIG. 1, except for the above matters. The snow performance and handling stability of each test tire were tested. The common specifications and test methods for each test tire are as follows.
Mounted rim: 16 x 6.5
Tire internal pressure: 240kPa
Test vehicle: Displacement 2500cc, front wheel drive Tire mounting position: All wheels

<Snow performance>
The performance of the above test vehicle when driving on a snowy road was evaluated by the driver's senses. The results are scores, with the comparative example being 100, and the larger the value, the better the on-snow performance.

<Driving stability>
The steering stability of the above test vehicle when driving on a paved road was evaluated by the driver's senses. The results are scores with the comparative example being 100, and the larger the value, the better the steering stability is.
The test results are shown in Table 1.

As a result of the test, it was confirmed that the tire of the example had improved steering stability and performance on snow compared to the tire of the comparative example.

2 Tread portion 3 Circumferential groove 4 Land portion 5 First shoulder circumferential groove 7 Crown circumferential groove 11 First middle land portion 15 Curved groove 15a First end 15b Second end 34 Sipe 35 Inner interrupted sipe Te1 First tread end Te2 2nd tread end

Claims (9)

A tire having a tread portion,
The tread portion includes a first tread end and a second tread end, a plurality of circumferential grooves extending continuously in the circumferential direction of the tire, and a plurality of land portions divided by the circumferential grooves,
The circumferential groove includes a first shoulder circumferential groove disposed closest to the first tread end side, and a crown circumferential groove adjacent to the second tread end side of the first shoulder circumferential groove,
The land portion includes a first middle land portion between the first shoulder circumferential groove and the crown circumferential groove,
The first middle land portion is provided with a plurality of curved grooves having a first end and a second end, and a plurality of sipes,
Each of the first ends of the plurality of bent grooves communicates with the first shoulder circumferential groove,
Each of the second ends of the plurality of curved grooves communicates with another curved groove adjacent to the tire circumferential direction,
The sipe includes an inner interrupted sipe that extends from the crown circumferential groove and is interrupted within the first middle land portion without communicating with the curved groove,
The tread portion is oriented in a mounting direction on a vehicle such that the first tread end is located on the outside of the vehicle when the tread portion is mounted on the vehicle.
tire. A tire having a tread portion,
The tread portion includes a first tread end and a second tread end, a plurality of circumferential grooves extending continuously in the circumferential direction of the tire, and a plurality of land portions divided by the circumferential grooves,
The circumferential groove includes a first shoulder circumferential groove disposed closest to the first tread end side, and a crown circumferential groove adjacent to the second tread end side of the first shoulder circumferential groove,
The land portion includes a first middle land portion between the first shoulder circumferential groove and the crown circumferential groove,
The first middle land portion is provided with a plurality of curved grooves having a first end and a second end, and a plurality of sipes,
Each of the first ends of the plurality of bent grooves communicates with the first shoulder circumferential groove,
Each of the second ends of the plurality of curved grooves communicates with another curved groove adjacent to the tire circumferential direction,
The sipe includes an inner interrupted sipe that extends from the crown circumferential groove and is interrupted within the first middle land portion without communicating with the curved groove,
The inner interrupted sipe includes a first inner interrupted sipe and a second inner interrupted sipe that is interrupted closer to the curved groove than the first inner interrupted sipe.
tire. The tire according to claim 2, wherein the first inner interrupted sipe and the second inner interrupted sipe are inclined at an angle of 30 to 40 degrees with respect to the tire axial direction. The tire according to claim 2 or 3, wherein the first inner interrupted sipe and the second inner interrupted sipe extend parallel to each other. The first middle land portion is provided on the tire equator,
The tire according to any one of claims 2 to 4, wherein the first inner interrupted sipe is interrupted closer to the crown circumferential groove than the tire equator. The first middle land portion is provided on the tire equator,
The tire according to any one of claims 2 to 5, wherein the second inner interrupted sipe crosses the tire equator. The tire according to any one of claims 1 to 6, wherein the inner interrupted sipe is inclined with respect to the tire axial direction. The tire according to any one of claims 1 to 7, wherein the sipe includes a penetrating sipe extending from the crown circumferential groove to the curved groove. 9. The first middle land portion is provided with an inner side minor groove that extends from the curved groove toward the crown circumferential groove and is interrupted within the first middle land portion. tire.

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