JP7415156B2 - tire - Google Patents

Description

The present invention relates to tires.

Tires installed on vehicles have multiple grooves and sipes formed on the surface of the tread for the purpose of draining water between the tread surface and the road surface when driving on wet roads. Some of these devices are designed to improve performance in various ways by devising the shape and arrangement of these grooves. For example, in the tire described in Patent Document 1, sipes whose orientation changes periodically in the longitudinal direction of the sipe and the tire radial direction are formed in blocks arranged in the tread portion, and the periodicity of the sipe in the tire radial direction is changed. By adjusting the wavelength, tire life and wet performance are improved. In addition, in the heavy-duty pneumatic tire described in Patent Document 2, the block is divided into three parts: a first outer piece, a second outer piece, and a center piece by forming two split sipes in the block. By providing the outer piece and the second outer piece with protrusions that protrude in opposite directions in the axial direction of the tire, both wet performance and on-snow performance are achieved.

JP 2018-76038 Publication Patent No. 6360587

In recent years, there has been an increasing demand for snow performance, which is driving performance on snowy roads, for tires mounted on trailers. To improve on-snow performance, increase the groove volume to increase the amount of snow that can enter the groove, and increase the so-called snow column shear force, which is the shear force that acts on the snow in the groove. There are several possible methods. However, if the groove volume is increased, when driving on an unpaved road, stones on the road surface will enter the groove, and the stones will dig into the groove bottom, causing damage to the groove bottom, which is more likely to occur. , there is a possibility that the stone drilling resistance is likely to deteriorate. For this reason, it has been extremely difficult to improve on-snow performance while suppressing deterioration in stone drilling resistance.

The present invention has been made in view of the above, and an object of the present invention is to provide a tire that can improve on-snow performance while suppressing deterioration in stondriving resistance.

In order to solve the above-mentioned problems and achieve the objects, a tire according to the present invention includes a plurality of circumferential main grooves extending in the tire circumferential direction, and a plurality of circumferential main grooves extending in the tire width direction and having both ends open to the circumferential main grooves. a lug groove, and a land portion defined by the circumferential main groove and the lug groove, and the land portion has long portions and short portions connected to each other alternately, and at least one end thereof is connected in the circumferential direction. A narrow shallow groove opening into the main groove is formed, and the groove depth Dn of the narrow shallow groove is 0.1≦(Dn/Dm)≦0 with respect to the groove depth Dm of the circumferential main groove. It is characterized by being within the range of 4.

Further, in the tire described above, it is preferable that one of the thin and shallow grooves is disposed between the lug grooves adjacent to each other in the tire circumferential direction.

In the above tire, the thin and shallow grooves have a length L1 of the long portion in the tire width direction, and a length L0 in the tire width direction that is the sum of the long portion and the short portion that are connected to each other. It is preferable that the relationship is within the range of 0.5<(L1/L0)≦0.9.

Further, in the above tire, the thin and shallow grooves each have a plurality of the long portions and the short portions, and the plurality of long portions and the short portions have a constant size (L1/L0). It is preferable that

Further, in the above tire, the thin and shallow grooves each have a plurality of the long portions and the short portions, and the plurality of long portions and the short portions have a plurality of sizes (L1/L0). Preferably, it is formed of.

Further, in the above tire, it is preferable that the offset amount AL between the long parts adjacent to each other via the short part of the thin and shallow grooves is within a range of 1.0 mm≦AL≦3.0 mm.

Further, in the tire, the thin and shallow grooves have an offset amount AL between the long portions adjacent to each other via the short portion, which is 0.01≦( It is preferable that the ratio is within the range of AL/LC)≦0.05.

Further, in the above tire, the thin and shallow grooves each have a plurality of the long portions and the short portions, and the plurality of long portions have an offset between the long portions adjacent to each other with the short portions interposed therebetween. Preferably, the amount AL has a constant magnitude.

Further, in the above tire, the thin and shallow grooves each have a plurality of the long portions and the short portions, and the plurality of long portions have an offset between the long portions adjacent to each other with the short portions interposed therebetween. Preferably, the amount AL is formed in a plurality of sizes.

Further, in the above tire, it is preferable that the angle β of the thin and shallow grooves with respect to the tire circumferential direction of a straight line connecting the ends on both sides in the length direction is within the range of 60°≦β≦120°.

Further, in the above tire, the thin and shallow grooves are connected to the thin and shallow groove notches that are notches that open in the circumferential main groove, so that the thin and shallow grooves are connected to the circumferential direction through the thin and shallow groove notches. It is preferable that the thin shallow groove notch opens into the main groove, and is formed such that the width becomes wider and the depth becomes deeper as it goes from the thin shallow groove side toward the circumferential main groove side.

Further, in the above tire, the thin shallow groove notch portion has a length LB in the tire circumferential direction of an edge formed by the circumferential main groove in which the thin shallow groove notch portion opens in the land portion; The relationship between the length Le in the tire circumferential direction from the position of the width center of the opening of the thin shallow groove notch relative to the circumferential main groove to the end of the edge in the tire circumferential direction is 0.3≦(Le /LB)≦0.7.

Further, in the above tire, a plurality of auxiliary notches are formed in the land portion, and the auxiliary notches are notches opening in the circumferential main groove, and the auxiliary notches are arranged in the circumferential direction in the auxiliary notch. A perpendicular line passing through the end opposite to the side opening into the direction main groove and perpendicular to a straight line along the edge formed by the circumferential main groove in which the auxiliary notch in the land portion opens, It is preferable to pass through an opening in the auxiliary notch with respect to the circumferential main groove.

Further, in the above tire, the circumferential main groove has a cross-sectional area in a cross-sectional view when viewed in the extending direction of the circumferential main groove, with a boundary at a position that is 1/2 of the groove depth of the circumferential main groove. It is preferable that the cross-sectional area SL on the groove bottom side of the circumferential main groove and the cross-sectional area SU on the tread surface side satisfy the relationship (SL/SU)<0.5.

The tire according to the present invention has the effect of being able to improve on-snow performance while suppressing deterioration in stonking resistance.

FIG. 1 is a meridional cross-sectional view showing essential parts of a pneumatic tire according to an embodiment. FIG. 2 is a view taken along the line AA in FIG. FIG. 3 is a detailed view of part B in FIG. 2. FIG. 4 is a detailed view of section C in FIG. 3. FIG. 5 is a sectional view taken along line FF in FIG. FIG. 6 is a detailed view of section G in FIG. 4. FIG. 7 is a detailed view of section J in FIG. 6. FIG. 8 is a sectional view taken along the line KK in FIG. FIG. 9 is a detailed view of the M section in FIG. 2. FIG. 10 is a detailed view of section Q in FIG. 9. FIG. 11 is a sectional view taken along the line RR in FIG. FIG. 12 is a sectional view taken along line U-U in FIG. FIG. 13 is a view taken along the line AA in FIG. 1, and is an explanatory diagram of the groove area ratio. FIG. 14 is a modification of the pneumatic tire according to the embodiment, and is an explanatory diagram in which the thin and shallow grooves are formed in an oscillating manner. FIG. 15A is a chart showing the results of a tire performance evaluation test. FIG. 15B is a chart showing the results of the tire performance evaluation test.

EMBODIMENT OF THE INVENTION Below, embodiment of the tire based on this invention is described in detail based on drawing. Note that the present invention is not limited to this embodiment. Further, the constituent elements in the embodiments described below include those that can be replaced and easily conceived by those skilled in the art, or those that are substantially the same.

[Embodiment]
In the following description, a pneumatic tire 1 will be used as an example of a tire according to the present invention. A pneumatic tire 1, which is an example of a tire, can be filled with air, an inert gas such as nitrogen, and other gases.

In addition, in the following explanation, the tire radial direction refers to a direction perpendicular to the rotation axis (not shown) of the pneumatic tire 1, and the tire radial inner side refers to the side facing the rotation axis in the tire radial direction. The outer side refers to the side away from the rotation axis in the tire radial direction. Further, the tire circumferential direction refers to a direction around the rotation axis as the central axis. In addition, the tire width direction refers to a direction parallel to the rotational axis, the inside in the tire width direction is the side facing the tire equatorial plane (tire equator line) CL in the tire width direction, and the outside in the tire width direction is the side in the tire width direction. Refers to the side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane that is perpendicular to the rotation axis of the pneumatic tire 1 and passes through the center of the tire width of the pneumatic tire 1. The center line in the tire width direction, which is the position, and the position in the tire width direction match. The tire width is the width in the tire width direction between the outermost parts in the tire width direction, that is, the distance between the parts furthest from the tire equatorial plane CL in the tire width direction. The tire equator line refers to a line located on the tire equatorial plane CL and along the tire circumferential direction of the pneumatic tire 1.

FIG. 1 is a meridional cross-sectional view showing essential parts of a pneumatic tire 1 according to an embodiment. The pneumatic tire 1 according to the present embodiment has a tread portion 2 disposed at the outermost side in the tire radial direction when viewed in a meridional section of the tire, and the pneumatic tire 1 is mounted on the surface of the tread portion 2. The portion that comes into contact with the road surface when a vehicle (not shown) is running is formed as a tread surface 3. A plurality of circumferential main grooves 30 extending in the tire circumferential direction are formed in the tread surface 3, and the plurality of circumferential main grooves 30 are arranged in line in the tire width direction. In this embodiment, three circumferential main grooves 30 are arranged side by side in the tire width direction. Further, the tread surface 3 is divided into a plurality of land portions 20 by circumferential main grooves 30 arranged in the width direction of the tire. Note that the circumferential main groove 30 herein is a vertical groove extending in the circumferential direction of the tire, and has a wear indicator (slip sign) therein that indicates the end of wear.

Both ends of the tread portion 2 in the tire width direction are formed as shoulder portions 4, and a sidewall portion 5 is arranged from the shoulder portion 4 to a predetermined position on the inside in the tire radial direction. That is, the sidewall portions 5 are provided at two locations on both sides of the pneumatic tire 1 in the tire width direction.

Furthermore, bead portions 10 are arranged on the inside of each sidewall portion 5 in the tire radial direction, and like the sidewall portions 5, the bead portions 10 are provided at two locations on both sides of the tire equatorial plane CL. There is. That is, a pair of bead portions 10 are arranged on both sides of the tire equatorial plane CL in the tire width direction. A bead core 11 is disposed in each of the pair of bead portions 10, and a bead filler 15 is disposed on the outer side of each bead core 11 in the tire radial direction. The bead core 11 is formed by winding a bead wire, which is a steel wire, into a ring shape. The bead filler 15 is a rubber material disposed in a space formed by folding an end portion of a carcass 6 in the tire width direction outward at the position of the bead core 11, which will be described later.

A belt layer 7 is arranged inside the tread portion 2 in the tire radial direction. The belt layer 7 has, for example, a multilayer structure in which four layers of belts 7a, 7b, 7c, and 7d are laminated, and a plurality of belt cords made of steel or an organic fiber material such as polyester, rayon, or nylon are coated with rubber. It is constructed by rolling. Furthermore, the belts 7a, 7b, 7c, and 7d have different belt angles defined as the inclination angle of the belt cord in the tire width direction with respect to the tire circumferential direction, and are stacked with the inclination directions of the belt cords crossing each other. It is constructed as a so-called cross-ply structure.

A carcass 6 containing a radial ply cord is continuously provided on the inner side of the belt layer 7 in the tire radial direction and on the tire equatorial plane CL side of the sidewall portion 5. The carcass 6 has a single-layer structure consisting of one carcass ply or a multi-layer structure consisting of a plurality of carcass plies laminated, and is stretched in a toroidal shape between bead cores 11 arranged on both sides in the tire width direction. and make up the frame of the tire. Specifically, the carcass 6 is arranged from one bead part 10 to the other bead part 10 of a pair of bead parts 10 located on both sides in the tire width direction, and is arranged so as to wrap around the bead core 11 and the bead filler 15. The tire is wound back outward in the tire width direction along the bead core 11 at the bead portion 10. The carcass plies of the carcass 6 arranged in this manner are constructed by rolling a plurality of carcass cords made of steel or an organic fiber material such as polyester, rayon, or nylon, coated with rubber.

Further, an inner liner 8 is formed along the carcass 6 on the inside of the carcass 6 or on the inside of the carcass 6 in the pneumatic tire 1 .

FIG. 2 is a view taken along the line AA in FIG. The three circumferential main grooves 30 formed on the tread surface 3 include a circumferential main groove 30 arranged at the center in the tire width direction, a center main groove 31, and a center main groove 31 arranged on both sides of the center main groove 31 in the tire width direction. It has a circumferential main groove 30 and a shoulder main groove 32. Among these, the center main groove 31 is arranged on the tire equatorial plane CL, and thus the two shoulder main grooves 32 arranged on both sides of the center main groove 31 in the tire width direction are arranged on the tire equatorial plane CL. They are arranged on both sides in the tire width direction. Moreover, the center main groove 31 and the shoulder main groove 32 both extend in the tire circumferential direction and are repeatedly bent in the tire width direction. That is, the center main groove 31 and the shoulder main groove 32 are formed in a zigzag shape by extending in the tire circumferential direction and oscillating in the tire width direction.

These circumferential main grooves 30 have a groove width within a range of 10 mm or more and 25 mm or less, and a groove depth within a range of 10 mm or more and 20 mm or less.

In addition to the circumferential main groove 30, the tread surface 3 is provided with a plurality of lug grooves 40 that extend in the tire width direction and have at least one end open to the circumferential main groove 30. A plurality of land portions 20 are defined in the tread surface 3 by these plurality of circumferential main grooves 30 and lug grooves 40 .

Among the plurality of lug grooves 40 , the lug groove 40 that is disposed between the center main groove 31 and the shoulder main groove 32 and has both ends open to the circumferential main groove 30 is the center lug groove 41 . That is, the center lug groove 41 is formed to extend in the tire width direction and open at both ends to the circumferential main groove 30. Furthermore, among the plurality of lug grooves 40 , the lug grooves 40 that are disposed outside the shoulder main groove 32 in the tire width direction and have one end open to the shoulder main groove 32 are shoulder lug grooves 42 . The shoulder lug groove 42 is formed from the shoulder main groove 32 to the end (shoulder portion 4) of the tread portion 2 in the tire width direction.

Among these lug grooves 40, the center lug groove 41 has a substantially constant groove width. On the other hand, the shoulder lug groove 42 has a widened part 43 in which the groove width is widened at a position near the end of the tread part 2 in the tire width direction. The groove width is wider than the portion opening into the shoulder main groove 32. The groove width of the shoulder lug groove 42 other than the widened portion 43 is narrower than the groove width of the center lug groove 41. In other words, the minimum groove width of the center lug groove 41 is wider than the minimum groove width of the shoulder lug groove 42. Specifically, the minimum groove width of the center lug groove 41 is within the range of 5 mm or more and 13 mm or less, and the minimum groove width of the shoulder lug groove 42 is within the range of 3 mm or more and 7 mm or less.

Furthermore, among the plurality of land portions 20, the land portion 20 disposed on the inside of the shoulder main groove 32 in the tire width direction becomes the center land portion 21, and the land portion 20 disposed on the outside of the shoulder main groove 32 in the tire width direction. The land portion 20 is a shoulder land portion 22. Specifically, the center land portion 21 is disposed between the center main groove 31 and the shoulder main groove 32, and is partitioned on both sides in the tire width direction by the center main groove 31 and the shoulder main groove 32, and on both sides in the tire circumferential direction. are divided by center lug grooves 41 adjacent to each other in the tire circumferential direction. Further, the shoulder land portion 22 is partitioned on the inside in the tire width direction by the shoulder main groove 32, on the outside in the tire width direction by the end of the tread portion 2 in the tire width direction, and on both sides in the tire circumferential direction. , and are divided by shoulder lug grooves 42 adjacent to each other in the tire circumferential direction. The center land portion 21 and the shoulder land portions 22 are so-called block-shaped land portions 20 that are partitioned by lug grooves 40 on both sides in the tire circumferential direction.

In addition, a thin and shallow groove 50 is formed in the land portion 20 and extends in the tire width direction and has at least one end opening into the circumferential main groove 30 , and a center thin and shallow groove 50 is formed in the center land portion 21 as a thin and shallow groove 50 . A groove 51 is formed, and a shallow shoulder groove 52 is formed in the shoulder land portion 22 as a shallow groove 50 . Among these, the center thin and shallow groove 51 is a thin and shallow groove 50 that extends in the tire width direction and opens into the circumferential main groove 30 at both ends. The shoulder narrow groove 52 extends in the tire width direction, and has one end opening into the shoulder main groove 32 and the other end terminating within the shoulder land portion 22.

One of these thin and shallow grooves 50 is arranged between the lug grooves 40 adjacent to each other in the tire circumferential direction. That is, one center thin shallow groove 51 is arranged between the center lug grooves 41 adjacent to each other in the tire circumferential direction, and one shoulder thin shallow groove 52 is arranged between the shoulder lug grooves 42 adjacent to each other in the tire circumferential direction. One is placed between them. For this reason, the center lug grooves 41 and the center thin shallow grooves 51 are arranged alternately in the tire circumferential direction, and the shoulder lug grooves 42 and the shoulder thin shallow grooves 52 are arranged alternately in the tire circumferential direction. . Further, the narrow and shallow grooves 50 have a groove width within a range of 1.0 mm to 3.0 mm, and each narrow and shallow groove 50 has a zigzag shape that extends in the width direction of the tire and is bent at three or more points. It is formed. Note that the thin and shallow grooves 50 are preferably bent at three or more places and at most ten places.

FIG. 3 is a detailed view of part B in FIG. 2. The center lug grooves 41 arranged on both sides of the center main groove 31 in the tire width direction are arranged at different positions in the tire circumferential direction. That is, the center lug grooves 41 are arranged on both sides of the center main groove 31 in the tire width direction, and are arranged offset from each other in the tire circumferential direction. Specifically, the center lug groove 41 is connected to the center main groove 31, which extends in the tire circumferential direction while repeatedly bending in the tire width direction, on the dominant angle side of the bend in the bending portion. Therefore, the center lug groove 41 extends outward in the tire width direction from a bent position in the center main groove 31 that is bent in the tire width direction in a convex bending direction in the tire width direction. As a result, when viewed along the tire circumferential direction, the center lug grooves 41 disposed on both sides of the center main groove 31 in the tire width direction extend in the tire circumferential direction and repeatedly bend in the tire width direction. The tires are arranged alternately on both sides in the tire width direction in accordance with the bending direction of the plurality of bending portions.

Moreover, the center lug groove 41 is connected to the shoulder main groove 32 at the dominant angle side of the bend in the bend part of the shoulder main groove 32 that extends in the tire circumferential direction while repeatedly bending in the tire width direction. . For this reason, the center lug groove 41 extends inward in the tire width direction from the bent position in the shoulder main groove 32 that is bent in the tire width direction in a direction in which the bend is convex in the tire width direction.

In this way, the center main groove 31 and the shoulder main groove 32, to which the center lug groove 41 is connected to the bent portions, are such that the dominant angle sides and the inferior angle sides of the respective bent portions face each other in the tire width direction. It is formed at a location close to the location. Specifically, the center main groove 31 and the shoulder main groove 32 have approximately the same pitch of bending in the circumferential direction of the tire, that is, a pitch of amplitude in the circumferential direction of the tire, and the phase of the amplitude is different from that of each bending groove. The dominant angle sides and the inferior angle sides of the parts are slightly offset from each other in the tire circumferential direction from the positions where they face each other in the tire width direction. Further, in the shoulder main grooves 32 located on both sides of the center main groove 31 in the tire width direction, the directions in which the phase of the amplitude shifts in the tire circumferential direction with respect to the center main groove 31 are opposite to each other in the tire circumferential direction. There is.

Because the phase of the amplitude of the center main groove 31 and the phase of the amplitude of the shoulder main groove 32 are shifted in the tire circumferential direction, one end is connected to the dominant angle side of the bend of the center main groove 31, and the other end is connected to the shoulder main groove. The center lug groove 41 connected to the dominant bending angle side of the groove 32 extends in the tire width direction and is inclined in the tire circumferential direction with respect to the tire width direction. In addition, since the directions in which the amplitudes of the shoulder main grooves 32 on both sides of the center main groove 31 in the tire width direction are out of phase with respect to the center main groove 31 are opposite to each other, the tire circumferential direction with respect to the tire width direction The direction of inclination of the center lug grooves 41 is the same for the center lug grooves 41 disposed on both sides of the center main groove 31 in the tire width direction.

Specifically, the center lug groove 41 has bent portions 41a at two locations near both ends in the tire width direction, and between the bent portions 41a, the center lug groove 41 is bent in the tire circumferential direction with respect to the tire width direction. It is formed at an angle. On the other hand, the center lug groove 41 is formed to extend substantially in the tire width direction between the bent portion 41a and the end of the center lug groove 41. That is, in the center lug groove 41, in the part between the bent part 41a closer to the center main groove 31 and the center main groove 31, and in the part between the bent part 41a closer to the shoulder main groove 32 and the shoulder main groove 32, It is formed to extend substantially in the tire width direction.

In addition, the center land portion 21 is arranged on both sides of the center main groove 31 in the tire width direction as the center lug grooves 41 are arranged offset from each other on both sides of the center main groove 31 in the tire width direction. 21 are also arranged offset from each other in the tire circumferential direction. As a result, the center thin shallow groove 51 formed in the center land portion 21 has a position where it opens with respect to the center main groove 31, and a center lug groove 41 located on the opposite side with the center main groove 31 in between. The opening position to the groove 31 is approximately the same position in the tire circumferential direction.

Specifically, the center narrow shallow groove 51 formed in the center land portion 21 is open at both ends to the circumferential main groove 30, and the center main groove 31 is free from bending at the bent portion of the center main groove 31. Connected to the inferior angle side. In other words, the center thin shallow groove 51 is connected to the center main groove 31 on the dominant angle side of the bent portion of the center main groove 31, whereas the center lug groove 41 is connected to the center main groove 31 on the dominant angle side of the bent portion of the center main groove 31. It is connected to the inferior angle side of the bend in the center main groove 31. Therefore, the center lug groove 41 and the center thin shallow groove 51 that open in the center main groove 31 both open in the zigzag bent part of the center main groove 31, and are connected to the same bent part of the center main groove 31. The center lug groove 41 and the center narrow shallow groove 51 are open at positions facing each other in the groove width direction of the center main groove 31.

Further, the center narrow shallow groove 51 whose both ends are open to the circumferential main groove 30 is also connected to the shoulder main groove 32 on the inferior angle side of the bent portion of the shoulder main groove 32 . Therefore, the center thin and shallow groove 51 is formed substantially parallel to the center lug groove 41 that partitions both sides of the center land portion 21 in the tire circumferential direction. That is, the center thin and shallow groove 51 is formed so as to be inclined in the tire circumferential direction with respect to the tire width direction, and the center thin and shallow groove 51 is formed in the direction in which the center thin and shallow groove 51 is inclined in the tire circumferential direction with respect to the tire width direction. The direction is the same as the inclination direction of the center lug groove 41 that partitions the center land portion 21 in the tire circumferential direction with respect to the tire width direction.

FIG. 4 is a detailed view of section C in FIG. 3. The thin shallow groove 50 opens into the circumferential main groove 30 via the thin shallow groove notch 60 by being connected to the thin shallow groove notch 60 which is a notch that opens into the circumferential main groove 30. ing. That is, in the land portion 20, a shallow groove notch 60 that opens into the circumferential main groove 30 is formed near the end of the narrow shallow groove 50 in the tire width direction. In this direction, the thin shallow groove notch 60 is connected to the thin shallow groove notch 60 from the side opposite to the side that is open to the circumferential main groove 30 . Thereby, the thin shallow groove 50 opens into the circumferential main groove 30 via the thin shallow groove notch 60 which opens into the circumferential main groove 30 .

For example, in the center land portion 21, a thin shallow groove notch 60 that opens into the center main groove 31 is formed near the end of the center thin groove 51 on the center main groove 31 side in the tire width direction. A thin shallow groove notch 60 that opens into the shoulder main groove 32 is formed near the end on the shoulder main groove 32 side in the tire width direction. With respect to the center main groove 31, the center narrow shallow groove 51 is narrowed from the opposite side in the tire width direction from the side opening to the center main groove 31 in the narrow shallow groove notch 60 opening to the center main groove 31. By being connected to the shallow groove notch 60, it opens into the center main groove 31 via the shallow groove notch 60. Similarly, the center narrow shallow groove 51 is opposite to the shoulder main groove 32 in the tire width direction on the side opening to the shoulder main groove 32 in the narrow shallow groove notch 60 that opens to the shoulder main groove 32. By being connected to the shallow groove notch 60 from the side, it opens into the shoulder main groove 32 via the shallow groove notch 60 .

The width of the shallow groove notch 60 formed in this way is wider than the width of the shallow groove 50 in most parts, and the width of the shallow groove notch 60 is larger than the width of the shallow groove 50 from the side of the shallow groove 50. It becomes wider toward the circumferential main groove 30 side. In other words, in the vicinity of the end of the thin and shallow groove notch 60 on the side where the thin and shallow groove 50 is connected in the tire width direction, the width of the thin and shallow groove 50 in the groove width direction or the tire circumferential direction is narrow and shallow. The width of the thin and shallow grooves 50 in the groove width direction or the tire circumferential direction increases toward the side where the circumferential main groove 30 is located.

The thin shallow groove notch 60 has a length LB of the edge 25 of the land portion 20 in the tire circumferential direction, and a distance from the width center P of the opening 61 of the thin shallow groove notch 60 to the edge 25 in the tire circumferential direction. The relationship with the length Le in the tire circumferential direction up to the end portion 25a is within the range of 0.3≦(Le/LB)≦0.7.

The edge 25 of the land portion 20 in this case is the edge 25 formed by the circumferential main groove 30 in the land portion 20 into which the thin shallow groove notch 60 opens. In other words, in the thin shallow groove notch 60 on the center main groove 31 side, the target edge 25 is the circumferential main groove in which the thin shallow groove notch 60 on the center main groove 31 side in the center land portion 21 opens. 30, the edge 25 is formed by the center main groove 31. Similarly, in the thin shallow groove notch 60 on the shoulder main groove 32 side, the target edge 25 is the main circumferential direction in which the thin shallow groove notch 60 on the shoulder main groove 32 side in the center land portion 21 opens. The edge 25 is formed by the shoulder main groove 32 which is the groove 30. Further, the position of the width center P of the opening 61 of the thin shallow groove notch 60 is the position of the width center P of the opening 61 with respect to the circumferential main groove 30 in the thin shallow groove notch 60 .

The center thin shallow groove 51 formed in the center land portion 21 is formed so that the angle β of the straight line Ln connecting the end portions 51a on both sides in the length direction with respect to the tire circumferential direction is within the range of 60°≦β≦120°. It has become. The straight line Ln in this case is an imaginary straight line Ln connecting the groove width centers at both end portions 51a of the center narrow shallow groove 51 in the length direction. The center narrow shallow groove 51 formed to be inclined in the tire circumferential direction with respect to the tire width direction is formed so that the inclination angle β of this straight line Ln in the tire width direction with respect to the tire circumferential direction is 60°≦β≦120°. It's within range.

FIG. 5 is a sectional view taken along line FF in FIG. The center shallow groove 51 has a groove depth Dn within a range of 1.0 mm or more and 3.0 mm or less. Further, the center thin and shallow groove 51 has a groove depth Dn that is significantly shallower than the groove depth Dm of the circumferential main groove 30, and the center thin and shallow groove 51 has a groove depth Dn that is much smaller than the circumferential main groove The groove depth Dm of the groove 30 is within the range of 0.1≦(Dn/Dm)≦0.4.

Further, the shallow and thin groove notch portion 60 is formed so that the depth becomes deeper from the side of the thin and shallow groove 50 toward the circumferential main groove 30 side. In other words, the depth of the shallow groove notch 60 from the tread surface 3 is approximately the same as that of the shallow groove 50 in the tire width direction near the end on the side where the shallow groove 50 is connected. The depth from the tread surface 3 increases toward the side where the circumferential main groove 30 is located.

FIG. 6 is a detailed view of section G in FIG. 4. The center shallow groove 51 has a plurality of long portions 55 and short portions 56 each having different lengths, and the long portions 55 and short portions 56 are alternately connected. It is formed in a zigzag shape that bends while extending in the width direction of the tire. The long portion 55 and the short portion 56 have different relative lengths, and the long portion 55 is longer than the short portion 56. Further, the long portion 55 and the short portion 56 are arranged with their extending directions different from each other. In the center thin shallow groove 51, long portions 55 and short portions 56 having different lengths and different extending directions are alternately connected. The connecting portion with the portion 56 is a bent portion 57 . The center thin shallow groove 51 has a plurality of bending portions 57 that form the connecting portion between the long portion 55 and the short portion 56 within a range of 3 to 10 places. It has a zigzag shape that is bent at a bending portion 57.

In this embodiment, the long part 55 extends in the tire width direction, and the short part 56 extends in the tire circumferential direction and is inclined in the tire width direction with respect to the tire circumferential direction. Furthermore, the two short parts 56 connected to both ends of one long part 55 extend in opposite directions from the long part 55 in the tire circumferential direction. In other words, the two long parts 55 connected to both ends of one short part 56 extend in opposite directions from the short part 56 in the tire width direction. As a result, the center thin and shallow groove 51 extends in the tire width direction as a whole and is formed to be inclined in the tire circumferential direction with respect to the tire width direction. In this embodiment, the elongated portions 55 are arranged at both ends in the length direction of the center shallow groove 51, and the thin shallow groove notch 60 to which the center shallow groove 51 is connected has a center The elongated portions 55 located at both ends in the length direction of the thin and shallow groove 51 are connected.

FIG. 7 is a detailed view of section J in FIG. 6. The center narrow shallow groove 51 has a relationship between the length L1 of the long portion 55 in the tire width direction and the length L0 of the long portion 55 and the short portion 56 connected to each other in the tire width direction. It is within the range of .5<(L1/L0)≦0.9. In this case, the combined length L0 of the long part 55 and the short part 56 in the tire width direction is the length L1 of the long part 55 in the tire width direction, and the short part connected to the long part 55. 56 in the tire width direction, and the length is calculated by L0=L1+L2.

Furthermore, the length L1 of the long portion 55 in the tire width direction and the length L2 of the short portion 56 in the tire width direction are both equal to the center line 51c of the groove width of the center thin and shallow groove 51. There is. That is, the length L1 of the long portion 55 in the tire width direction and the length L2 of the short portion 56 in the tire width direction are both equal to the center line 51c of the groove width of the long portion 55 and the groove width of the short portion 56. This is the length in the tire width direction of the portions where the center lines 51c intersect with each other.

The plurality of long parts 55 and short parts 56 of the center shallow groove 51 have a constant size, which is calculated by (L1/L0). That is, in the center shallow groove 51, the lengths L1 of the plurality of long parts 55 are each constant, and the lengths L2 of the plurality of short parts 56 are each constant. Therefore, the value calculated by (L1/L0) of the center narrow shallow groove 51 is also a constant size.

In addition, among the plurality of long parts 55 that the center shallow groove 51 has, the long parts 55 that are arranged at both ends in the length direction of the center shallow groove 51 and connected to the thin shallow groove notches 60 are as follows: The length L1 in the tire width direction is different from the other elongated portions 55. As a result, the value of (L1/L0) regarding the long portions 55 located at both ends of the center thin shallow groove 51 is also different from the value of (L1/L0) regarding the long portions 55 other than both ends of the center thin shallow groove 51. It's different. Therefore, in the center thin shallow groove 51, the value calculated by (L1/L0) of the long part 55 other than the long part 55 at both ends in the length direction and the short part 56 is a constant size. It has become. Specifically, the center thin shallow groove 51 has the smallest value among the values calculated by (L1/L0) between the long part 55 other than the long part 55 at both ends in the length direction and the short part 56. The value is within the range of 10% or more and 100% or less of the largest value.

Further, in the center thin shallow groove 51, the offset amount AL between the long portions 55 adjacent to each other with the short portion 56 in between is within the range of 1.0 mm≦AL≦3.0 mm. That is, in the present embodiment, since the long portions 55 of the center shallow groove 51 are formed to extend in the tire width direction, the offset amount AL between the long portions 55 adjacent to each other with the short portions 56 interposed is as follows. This is the distance in the tire circumferential direction between the long portions 55 that are adjacent to each other with the short portion 56 in between. Further, the offset amount AL between the elongated portions 55 in this case is, for example, the offset amount AL between the center lines 51c of both elongated portions 55. Further, in the plurality of long portions 55 of the center thin and shallow groove 51, the offset amount AL between the long portions 55 adjacent to each other with the short portion 56 interposed therebetween is a constant value. Specifically, in the center shallow groove 51, the minimum value of the offset amount AL between the long portions 55 adjacent to each other via the short portion 56 is 10% or more and 100% or less with respect to the maximum value of the offset amount AL. is within the range.

Further, the center thin and shallow groove 51 has an offset amount AL between the long portions 55 adjacent to each other with the short portion 56 in between in the tire circumferential direction of the center land portion 21 where the center thin and shallow groove 51 is formed. The length LC (see FIG. 4) is within the range of 0.01≦(AL/LC)≦0.05.

Furthermore, a plurality of auxiliary notches 65 (see FIG. 4), which are notches that open into the circumferential main groove 30, are formed in the center land portion 21. The auxiliary notch portion 65 includes an auxiliary notch portion 65 that opens into the center main groove 31 on the edge 25 side formed by the center main groove 31 in the center land portion 21 , and an auxiliary notch portion 65 that opens into the center main groove 31 on the edge 25 side formed by the shoulder main groove 32 . An auxiliary notch 65 opening into the shoulder main groove 32 is formed.

Further, the auxiliary notches 65 are formed on both sides of the center thin groove 51 in the tire circumferential direction of the edge 25 formed by the circumferential main groove 30 in the center land portion 21 . Therefore, two auxiliary notches 65 are formed in each center land portion 21 on each of the edges 25 on both sides in the tire width direction. , a total of four auxiliary notches 65 are formed. Each auxiliary notch 65 has an opening to the circumferential main groove 30 in the center lug groove 41 that partitions the end of the center land portion 21 in the tire circumferential direction, and an opening to the circumferential main groove 30 in the center thin and shallow groove 51. It is located near the center between the opening of the

In this way, the auxiliary notch 65 formed in the center land portion 21 is opened from the side of the opening 66 in the auxiliary notch 65 that opens with respect to the circumferential main groove 30 . The width becomes narrower toward the end 67 located on the opposite side. In other words, the auxiliary notch 65 is formed in a substantially triangular shape whose width increases from the end 67 side toward the opening 66 side in plan view.

Further, the auxiliary notch portion 65 is formed in a direction perpendicular to the edge 25 formed by the circumferential main groove 30 in the center land portion 21 . Specifically, in the auxiliary notch 65, a perpendicular line 65c passing through the end 67 of the auxiliary notch 65 and perpendicular to the straight line 25b along the edge 25 of the center land portion 21 is the opening of the auxiliary notch 65. It is formed in a shape that passes through the portion 66. The edge 25 of the center land portion 21 in this case is an edge 25 formed by the circumferential main groove 30 in which the auxiliary notch 65 in the center land portion 21 opens, and the straight line 25b is along the edge 25. This is an imaginary straight line extending within the opening 66 of the auxiliary notch 65.

Each of the four auxiliary notches 65 formed in one center land portion 21 has a straight line 25 b passing through the end 67 of the auxiliary notch portion 65 and along the edge 25 of the center land portion 21 . A perpendicular line 65c perpendicular to the opening 66 is formed to pass through the opening 66. The center main groove 31 that forms the edge 25 of the center land portion 21 is formed in a zigzag shape that extends in the tire circumferential direction and oscillates in the tire width direction. The openings of the notches 65 all extend in different directions. For this reason, the four auxiliary notches 65 are cut out in a direction perpendicular to the edge 25 of the center land portion 21, and the four auxiliary notches 65 are cut out in different directions.

FIG. 8 is a sectional view taken along the line KK in FIG. The auxiliary notch 65 is formed so that the depth from the tread surface 3 increases from the end 67 side toward the opening 66 side. That is, the auxiliary notch 65 is formed so that the width becomes wider and the depth becomes deeper from the end 67 side toward the opening 66 side. In this way, the maximum depth Da of the auxiliary notch 65 formed by changing the depth from the tread surface 3 is within the range of 2 mm or more and 5 mm or less. Further, the maximum depth Da of the auxiliary notch 65 is within the range of 0.1≦(Da/Dm)≦0.4 with respect to the groove depth Dm of the circumferential main groove 30.

The center land portion 21, which is partitioned on both sides in the tire width direction by the center main groove 31 and the shoulder main groove 32 and partitioned on both sides in the tire circumferential direction by the center lug groove 41, has a width Wc in the tire width direction (see FIG. 4). ) is within the range of 15% or more and 20% or less of the developed width TW of the tread portion 2 (see FIG. 2). In this case, the width Wc of the center land portion 21 in the tire width direction is the maximum width in the tire width direction of the center land portion 21 in which the center narrow groove 51 is formed.

The developed width TW of the tread portion 2 is the width of the two shoulder land portions 22 located on both sides in the width direction of the tire when the pneumatic tire 1 is mounted on a regular rim, filled with the regular internal pressure, and under no load. This refers to the straight-line distance in the tire width direction between the outer ends of the tread surface 3 in the tire width direction. The regular rim is a "standard rim" defined by JATMA, a "design rim" defined by TRA, or a "Measuring Rim" defined by ETRTO. Further, the normal internal pressure is the "maximum air pressure" specified by JATMA, the maximum value specified in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified by TRA, or "INFLATION PRESSURES" specified by ETRTO.

FIG. 9 is a detailed view of the M section in FIG. 2. One end of the shoulder shallow groove 52, which is a narrow shallow groove 50 formed in the shoulder land portion 22, opens into the circumferential main groove 30, and the other end terminates within the shoulder land portion 22. Specifically, the shoulder narrow groove 52 formed in the shoulder land portion 22 has an inner end in the tire width direction that opens into the shoulder main groove 32, and an inferior angle side of the bend in the bent portion of the shoulder main groove 32. It is connected to the.

On the other hand, the center lug groove 41 connected to the shoulder main groove 32 from the side opposite to the side to which the shoulder thin shallow groove 52 is connected in the groove width direction of the shoulder main groove 32 is It is connected to the dominant angle side of the bent portion of the groove 32. Therefore, the center lug groove 41 and the shoulder thin shallow groove 52 that open in the shoulder main groove 32 both open in the zigzag bent part of the shoulder main groove 32, and are connected to the same bent part of the shoulder main groove 32. The center lug groove 41 and the shoulder narrow shallow groove 52 are open at positions facing each other in the groove width direction of the shoulder main groove 32.

Further, the shoulder lug groove 42 that partitions the end of the shoulder land portion 22 in the tire circumferential direction has an inner end in the tire width direction connected to the dominant angle side of the bend in the bend of the shoulder main groove 32. . The center narrow shallow groove 51 connected to the shoulder main groove 32 from the side opposite to the side to which the shoulder lug groove 42 is connected in the groove width direction of the shoulder main groove 32 is connected to the shoulder main groove 32 . Connected to the inferior angle side of the bend in the bend. Therefore, the shoulder lug groove 42 and the center shallow groove 51 that open in the shoulder main groove 32 both open in the zigzag bent part of the shoulder main groove 32, and are connected to the same bent part of the shoulder main groove 32. The shoulder lug groove 42 and the center narrow shallow groove 51 are open at positions facing each other in the groove width direction of the shoulder main groove 32.

Further, the thin and shallow grooves 50 formed in the center land portion 21 and the shoulder land portion 22 that are adjacent to each other via the shoulder main groove 32 do not have portions that are located at the same position in the tire circumferential direction. They are placed offset in the direction. In other words, the center shallow groove 51 and the shoulder shallow groove 52 that are connected to the inferior angle side of the bend of the shoulder main groove 32 from opposite sides in the groove width direction of the shoulder main groove 32 are arranged in the tire circumferential direction. They are placed offset from each other. Therefore, the center thin shallow groove 51 formed in the center land portion 21 and the shoulder thin shallow groove 52 formed in the shoulder land portion 22 do not have a portion at the same position in the tire circumferential direction. They are arranged offset from each other in the tire circumferential direction.

Note that the center thin shallow groove 51 formed in the center land portion 21 and the shoulder thin shallow groove 52 formed in the shoulder land portion 22 are defined as the pitch in the tire circumferential direction between the center land portions 21 adjacent to each other in the tire circumferential direction. Alternatively, it is preferable that the shoulder land portions 22 adjacent to each other in the tire circumferential direction be shifted in the tire circumferential direction by 1/2 of the pitch in the tire circumferential direction.

In addition, the shoulder lug groove 42 and the shoulder thin shallow groove 52 that open in the shoulder main groove 32 are arranged so that the shoulder lug groove 42 is located on the dominant angle side of the bend in the bent portion with respect to the shoulder main groove 32 that is formed in a zigzag shape. The shoulder thin and shallow grooves 52 are connected to the inferior angle side of the bend in the bent portion, so that they are arranged alternately in the tire circumferential direction. Furthermore, these shoulder lug grooves 42 and shoulder thin shallow grooves 52 are arranged in the tire width direction in the opposite direction to the direction in which the center lug grooves 41 and the center thin shallow grooves 51 are inclined in the tire circumferential direction with respect to the tire width direction. It is inclined in the circumferential direction of the tire. In other words, the shoulder thin and shallow grooves 52 are defined by the tire width of the shoulder lug grooves 42 that partition the shoulder land portion 22 in which the direction of inclination toward the tire circumferential direction with respect to the tire width direction is the land portion 20 in which the shoulder thin and shallow grooves 52 are formed. This direction is the same as the direction of inclination toward the tire circumferential direction.

Specifically, the shoulder lug groove 42 has a bent part 42a near the inner end in the tire width direction, and in the part between the bent part 42a and the widened part 43, the shoulder lug groove 42 has a bent part 42a in the vicinity of the inner end in the tire width direction. In contrast, it is formed to be inclined in the tire circumferential direction. On the other hand, the shoulder lug groove 42 is formed to extend substantially in the tire width direction between the bent portion 42a and the end of the shoulder lug groove 42. That is, the shoulder lug groove 42 is formed to substantially extend in the tire width direction in a portion between the bent portion 42a and the shoulder main groove 32. The shoulder thin and shallow grooves 52 are formed in the direction of inclination of a portion of the shoulder lug groove 42 between the bent portion 42a and the widened portion 43 that is inclined in the tire circumferential direction with respect to the tire width direction, and The directions of inclination toward the tire circumferential direction are the same.

FIG. 10 is a detailed view of section Q in FIG. 9. The shoulder thin shallow groove 52 formed in the shoulder land portion 22 is also connected to the thin shallow groove notch 60 in the same way as the center thin shallow groove 51, so that the shoulder thin shallow groove 52 formed in the shoulder land portion 22 is connected to the thin shallow groove notch 60 in the circumferential direction. It opens into the main groove 30. That is, in the shoulder land portion 22, a thin shallow groove notch 60 that opens into the shoulder main groove 32 is formed near the end of the shoulder thin groove 52 on the shoulder main groove 32 side in the tire width direction. A thin shallow groove notch 60 that opens into the shoulder main groove 32 is formed near the end on the shoulder main groove 32 side in the tire width direction. The shoulder narrow shallow groove 52 is formed from the opposite side in the tire width direction from the side opening to the shoulder main groove 32 in the narrow shallow groove notch 60 opening to the shoulder main groove 32. By being connected to the shallow groove notch 60, it opens into the shoulder main groove 32 via the thin shallow groove notch 60.

Similarly to the shallow groove notch 60 formed in the center land portion 21, the shallow groove notch 60 formed in the shoulder land portion 22 also extends from the shallow groove 50 side toward the circumferential main groove 30 side. The width is wide and the depth is deep. Further, the thin shallow groove cutout portion 60 formed in the shoulder land portion 22 is also similar to the thin shallow groove cutout portion 60 formed in the center land portion 21, in the tire circumferential direction of the edge 25 of the shoulder land portion 22. The relationship between the length LB and the length Le in the tire circumferential direction from the position of the width center P of the opening 61 of the thin shallow groove notch 60 to the end 25a of the edge 25 is 0.3≦(Le/ LB)≦0.7. Furthermore, similarly to the center shallow groove 51, the shoulder shallow groove 52 also has a groove depth within a range of 1.0 mm or more and 3.0 mm or less.

Further, similarly to the center shallow and shallow groove 51, the shoulder thin and shallow grooves 52 each have a plurality of long parts 55 and short parts 56 that are formed with different lengths. are connected alternately to form a zigzag shape that bends while extending in the width direction of the tire. That is, the shoulder thin shallow groove 52 has a range in which the long portions 55 and the short portions 56 are alternately connected, and the bent portions 57 forming the connecting portions between the long portions 55 and the short portions 56 are in the range of 3 to 10 places. It is formed with an inner zigzag shape.

Further, the shoulder thin and shallow groove 52 also has a length L1 (see FIG. 7) of the long portion 55 in the tire width direction, and a length in the tire width direction that is the sum of the long portion 55 and the short portion 56 that are connected to each other. The relationship with L0 (see FIG. 7) is within the range of 0.5<(L1/L0)≦0.9, and the lengths other than the long portion 55 connected to the shallow groove cutout 60 are The value calculated by (L1/L0) of the length portion 55 and the short portion 56 is a constant size. Further, in the shoulder thin shallow groove 52, the offset amount AL (see FIG. 7) between the long parts 55 adjacent to each other with the short part 56 in between is within the range of 1.0 mm≦AL≦3.0 mm, In the plurality of elongated portions 55, the offset amount AL between adjacent elongated portions 55 with the short portions 56 interposed therebetween is a constant value.

Further, the shoulder thin groove 52 formed in the shoulder land portion 22 has a length Ls in the tire width direction within a range of 40% or more and 70% or less of the width Ws of the shoulder land portion 22 in the tire width direction. There is. Further, the width Ws of the shoulder land portion 22 in the tire width direction is within a range of 20% or more and 25% or less of the developed width TW of the tread portion 2 (see FIG. 2).

In this case, the length Ls of the shoulder thin and shallow groove 52 in the tire width direction is a length that also includes the thin and shallow groove notch 60 to which the shoulder thin and shallow groove 52 is connected. 52 and the thin shallow groove cutout portion 60 in the tire width direction. In other words, the length Ls of the shoulder thin and shallow groove 52 in the tire width direction is determined by the opening to the shoulder main groove 32 in the thin and shallow groove notch 60 to which the shoulder thin and shallow groove 52 is connected, and the length Ls in the tire width direction of the shoulder thin and shallow groove 52 This is the distance in the tire width direction from the end on the side that terminates within the shoulder land portion 22. Further, the width Ws of the shoulder land portion 22 in the tire width direction is the maximum width in the tire width direction of the shoulder land portion 22 in which the shoulder thin and shallow grooves 52 are formed. Further, the length Ls of the shoulder narrow groove 52 in the tire width direction is preferably within the range of 50% or more and 60% or less of the width Ws of the shoulder land portion 22 in the tire width direction.

FIG. 11 is a sectional view taken along the line RR in FIG. FIG. 12 is a sectional view taken along line U-U in FIG. Regarding the center lug groove 41 and the shoulder lug groove 42, the shoulder lug groove 42 has a shallower groove depth than the center lug groove 41, and compared to the circumferential main groove 30, the center lug groove 41 has a shallower groove depth than the center lug groove 41. The depth Dc is within the range of 0.50≦(Dc/Dm)≦0.90 with respect to the groove depth Dm of the circumferential main groove 30. On the other hand, the shoulder lug groove 42 has a groove depth Ds within a range of 0.05≦(Ds/Dm)≦0.15 with respect to the groove depth Dm of the circumferential main groove 30. Specifically, the groove depth Dc of the center lug groove 41 is within the range of 6 mm or more and 11 mm or less, and the groove depth Ds of the shoulder lug groove 42 is within the range of 2 mm or more and 5 mm or less. .

In addition, in the circumferential main groove 30, both the center main groove 31 and the shoulder main groove 32 have a groove width narrower on the groove bottom 37 side than on the opening 35 side to the tread tread surface 3. The groove width generally becomes narrower from the portion 35 side toward the groove bottom 37 side. Specifically, the center main groove 31 has a stepped portion 31a formed in a portion of the groove wall 36 located between the opening 35 and the groove bottom 37, and the groove width of the center main groove 31 is equal to the width of the stepped portion 31a. It changes rapidly in position. That is, the groove width of the center main groove 31 is almost constant in the range from the groove bottom 37 to the step 31a, and the groove width suddenly increases at the step 31a. The groove width gradually increases from the position 31a toward the opening 35 side. Further, in the shoulder main groove 32, a bent portion 32a is formed in a portion of the groove wall 36 located between the opening 35 and the groove bottom 37, and the inclination angle of the groove wall 36 changes at the position of the bent portion 32a. As a result, the groove width of the shoulder main groove 32 also changes at the position of the bent portion 32a. That is, the groove width of the shoulder main groove 32 is almost constant in the range from the groove bottom 37 to the position of the bent part 32a, and the groove width gradually increases from the position of the bent part 32a toward the opening 35 side. It's getting bigger.

Both the center main groove 31 and the shoulder main groove 32 have groove widths narrower on the groove bottom 37 side than on the opening 35 side, so when viewed in the extending direction of the respective circumferential main grooves 30. In cross-sectional view, the cross-sectional area SL on the groove bottom 37 side with the boundary at position H, which is 1/2 of the groove depth, is smaller than the cross-sectional area SU on the tread surface 3 side. Specifically, the circumferential main groove 30 has a cross-sectional area in a cross-sectional view seen in the extending direction of the circumferential main groove 30, with a boundary at a position H that is 1/2 of the groove depth of the circumferential main groove 30. The cross-sectional area SL on the groove bottom 37 side of the circumferential main groove 30 and the cross-sectional area SU on the tread surface 3 side satisfy the relationship (SL/SU)<0.5.

FIG. 13 is a view taken along the line AA in FIG. 1, and is an explanatory diagram of the groove area ratio. In the tread portion 2, the groove area ratio is different between the outer side and the inner side of the shoulder main groove 32 in the tire width direction. The groove area ratio is larger on the inside. Specifically, in the tread portion 2, the groove area ratio of the range Ac between the center lines CS of the shoulder main grooves 32 on both sides in the tire width direction is greater than the range As of the center line CS of the shoulder main grooves 32 on the outside in the tire width direction. This is more than twice the groove area ratio. The center line CS of the shoulder main groove 32 in this case is the center line of the shoulder main groove 32 in the groove width direction, and the center line of the shoulder main groove 32 is The CS also has a zigzag shape. Furthermore, the range As on the outside in the tire width direction of the center line CS of the shoulder main groove 32 is the range from the center line CS of the shoulder main groove 32 to the position of the shoulder portion 4.

Further, the groove area ratio is defined by the percentage of groove area/(groove area + ground contact area). The groove area is the total opening area of the grooves on the ground plane (ground contact area) that is the subject of calculation. The ground contact area is the pneumatic tire when the pneumatic tire 1 is assembled on a regular rim, filled with the regular internal pressure, placed perpendicular to a flat plate in a stationary state, and a load corresponding to the regular load is applied. Measured at the contact surface between 1 and the flat plate. The regular load here is the "maximum load capacity" specified by JATMA, the maximum value of "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" specified by TRA, or "LOAD CAPACITY" specified by ETRTO.

The pneumatic tire 1 according to this embodiment is used as a trailer axle tire. The trailer axle tire has an indicator (not shown) that indicates that it is a trailer axle tire. configured. When the pneumatic tire 1 according to this embodiment is mounted on a vehicle, the pneumatic tire 1 is assembled to a rim wheel and is mounted in an inflated state. The pneumatic tire 1 assembled on a rim wheel is mainly used by being attached to a trailer axle.

When a vehicle equipped with the pneumatic tire 1 runs, the pneumatic tire 1 rotates while the lower tread surface 3 of the tread surface 3 contacts the road surface. When a vehicle equipped with pneumatic tires 1 runs on a dry road surface, the frictional force between the tread surface 3 and the road surface is used to transmit driving force and braking force to the road surface, and to generate turning force. It runs by letting it run. Furthermore, when driving on a wet road surface, water between the tread surface 3 and the road surface enters the circumferential main groove 30, lug groove 40, etc., and these grooves prevent water between the tread surface 3 and the road surface. Run while draining water. This makes it easier for the tread surface 3 to come into contact with the road surface, and the frictional force between the tread surface 3 and the road surface allows the vehicle to run.

Furthermore, when driving on a snowy road surface, the frictional force between the tread surface 3 and the snowy road surface is improved by using the frictional resistance with the snowy road surface due to the edge components of the grooves formed on the tread surface 3. In the tread surface 3, in addition to the circumferential main groove 30 and the lug grooves 40, thin and shallow grooves 50 are formed in the land portion 20. As a result, the frictional force between the tread surface 3 and the snowy road surface can be improved by using not only the edge components caused by the circumferential main grooves 30 and the lug grooves 40 but also the edge components caused by the thin and shallow grooves 50. It is possible to improve driving performance when driving on snowy roads.

At this time, since at least one end of the thin and shallow grooves 50 opens into the circumferential main groove 30, snow can easily enter into the thin and shallow grooves 50, and the edge component has the effect of improving the frictional force. The edge effect can be easily exhibited. Furthermore, since the long portions 55 and short portions 56 of the shallow groove 50 are alternately connected, the length of the edge can be ensured to increase the edge component, and the direction of the edge component can be changed. Since there are multiple directions, edge effects can be exerted in more directions.

Furthermore, since the shallow and thin grooves 50 have a groove depth Dn within the range of 0.1≦(Dn/Dm)≦0.4 with respect to the groove depth Dm of the circumferential main groove 30, The edge effect can be more reliably exerted when driving. In other words, when the groove depth Dn of the thin shallow groove 50 is (Dn/Dm)<0.1 with respect to the groove depth Dm of the circumferential main groove 30, the groove depth Dn of the thin shallow groove 50 is Since it is too shallow, there is a possibility that it will be difficult to effectively exert the edge effect due to the edge component of the thin shallow groove 50. That is, the edge effect due to the edge component of the shallow groove 50 is such that the snow on the surface layer of the snowy road surface enters the shallow groove 50, and the edge of the shallow groove 50 and the snow intersect with the direction in which the edge extends. This is achieved by generating a frictional force in the direction, but if the groove depth Dn of the shallow grooves 50 is too shallow, it becomes difficult for snow to enter the shallow grooves 50, and there is a possibility that the edge effect will also be difficult to exhibit. Further, when the groove depth Dn of the thin shallow groove 50 is (Dn/Dm)>0.4 with respect to the groove depth Dm of the circumferential main groove 30, the groove depth Dn of the thin shallow groove 50 is is too deep, and when the land portion 20 on which the thin and shallow grooves 50 are formed comes into contact with the ground and the land portion 20 is deformed by the load upon contact with the ground, there is a risk that the thin and shallow grooves 50 may close. In this case, it becomes difficult for snow on the snow-covered road surface to enter the narrow and shallow grooves 50, so there is a possibility that the edge effect due to the edge component of the narrow and shallow grooves 50 will not be exerted.

On the other hand, when the groove depth Dn of the thin shallow groove 50 is within the range of 0.1≦(Dn/Dm)≦0.4 with respect to the groove depth Dm of the circumferential main groove 30, Even when the land portion 20 on which the shallow grooves 50 are formed touches the ground, it is possible to prevent the narrow grooves 50 from closing, and when driving on a snowy road surface, the snow can enter the narrow grooves 50 and prevent the narrow shallow grooves 50 from closing. The edge effect of the edge component can be more reliably exerted. Thereby, the driving performance when driving on a snowy road surface can be improved more reliably.

Here, as a method to improve driving performance when driving on snowy roads, the amount of snow that can enter the grooves is increased by increasing the groove volume, and the effect on the snow in the grooves is increased. One method is to increase the snow column shear force. However, increasing the groove volume makes it easier for stones on the road surface to get inside the groove when driving on an unpaved road, causing so-called stone drilling, where stones dig into the groove bottom and damage the groove bottom. Become. As described above, when the groove volume is increased for the purpose of improving driving performance when driving on a snowy road surface, there is a risk that stone drilling is likely to occur and the stone drilling resistance is likely to be reduced.

In contrast, in the present embodiment, as a method for improving running performance when driving on a snowy road surface, a thin shallow groove 50 is formed in the land portion 20, and an edge effect due to an edge component of the thin shallow groove 50 is used. Therefore, even when driving on an unpaved road, stones on the road surface can be prevented from easily getting into the vehicle. Thereby, it is possible to suppress the occurrence of stone drilling that is likely to occur due to measures taken to improve driving performance when driving on a snowy road surface. As a result, on-snow performance can be improved while suppressing deterioration in stonking resistance.

Moreover, since one of the thin and shallow grooves 50 is arranged between the lug grooves 40 adjacent to each other in the tire circumferential direction, it is possible to improve the running performance on snowy roads while suppressing the occurrence of stone drilling. In other words, the lug grooves 40 can exert snow column shearing force when snow enters the lug grooves 40 when driving on a snowy road surface, making it easier to improve driving performance when driving on a snowy road surface. When driving on an unpaved road, stones on the road surface are likely to get stuck in, and there is a possibility that stone drilling may easily occur when driving on an unpaved road. On the other hand, the thin and shallow grooves 50 can improve the driving performance on snowy roads without causing stone drilling even when driving on unpaved roads, but the thin and shallow grooves 50 are better than the lug grooves 40. Since it is difficult for snow to enter, it is difficult to improve running performance on snowy roads compared to the lug grooves 40. Therefore, when one thin and shallow groove 50 is arranged between the lug grooves 40 adjacent to each other in the tire circumferential direction, the thin and shallow groove 50 suppresses the occurrence of stone drilling and improves the running performance when driving on a snowy road surface. can be improved as much as possible. As a result, on-snow performance can be improved while more reliably suppressing deterioration in stone drilling resistance.

Moreover, the relationship between the length L1 of the long portion 55 in the tire width direction and the length L0 of the long portion 55 and the short portion 56 in the tire width direction is 0.5< Since (L1/L0) is within the range of 0.9, the edge component of the shallow groove 50 can be increased more reliably, and the edge effect can be more reliably exerted in many directions. In other words, when the length L1 of the long part 55 of the shallow groove 50 is (L1/L0)>0.9 with respect to the length L0 of the long part 55 and the short part 56, Since the length L1 of the elongated portion 55 is too long, even if the elongated portion 55 and the short portion 56 are formed in the thin and shallow groove 50, the edge component of the thin and shallow groove 50 will increase, and There is a possibility that it will be difficult to exhibit the edge effect.

On the other hand, the relationship between the length L1 of the long portion 55 of the shallow groove 50 and the length L0, which is the sum of the long portion 55 and the short portion 56, is 0.5<(L1/L0)≦0. If it is within the range of .9, it is possible to prevent the length L1 of the long portion 55 from becoming too long, and by forming the long portion 55 and the short portion 56 in the shallow groove 50, The edge component of the shallow groove 50 can be increased more reliably, and edge effects can be more reliably exerted in many directions. As a result, on-snow performance can be improved more reliably.

Further, the plurality of long parts 55 and short parts 56 that the thin and shallow groove 50 has are calculated from the length L1 of the long part 55 and the length L0 that is the sum of the long part 55 and the short part 56. Since (L1/L0) is a constant size, it is possible to equalize the rigidity of the range in the land portion 20 in which the shallow and narrow grooves 50 are formed. Thereby, it is possible to equalize the ground contact load when the land portion 20 in which the thin and shallow grooves 50 are formed touches the ground, and it is possible to suppress uneven wear caused by uneven ground contact load. As a result, on-snow performance can be improved while ensuring uneven wear resistance.

Further, since the offset amount AL between the long portions 55 adjacent to each other via the short portion 56 is within the range of 1.0 mm≦AL≦3.0 mm, the thin shallow groove 50 is a thin shallow groove in the land portion 20. The edge component of the shallow groove 50 can be increased more reliably while suppressing the rigidity of the range in which the groove 50 is formed from becoming too low. In other words, if the offset amount AL between the long portions 55 adjacent to each other via the short portion 56 is AL<1.0 mm, the offset amount AL between the long portions 55 is too small, and the thin and shallow grooves 50 Even if the long portion 55 and the short portion 56 are formed, there is a risk that the edge component of the shallow groove 50 will increase or that it will be difficult to exhibit edge effects in many directions. In addition, if the offset amount AL between the long portions 55 adjacent to each other via the short portion 56 is AL>3.0 mm, the offset amount AL between the long portions 55 is too large, and the entire thin and shallow groove 50 is If the length becomes too long, there is a possibility that the rigidity of the area in the land portion 20 where the shallow grooves 50 are formed becomes too low. In this case, the grounding load when the land portion 20 touches the ground tends to be uneven, so there is a possibility that uneven wear is likely to occur.

On the other hand, if the offset amount AL between the long portions 55 adjacent to each other via the short portion 56 is within the range of 1.0 mm≦AL≦3.0 mm, the thin and shallow grooves 50 in the land portion 20 are formed. It is possible to more reliably increase the edge component of the thin and shallow grooves 50 while suppressing the rigidity in the range where the grooves are formed from becoming too low, and to more reliably exhibit the edge effect in many directions. As a result, on-snow performance can be improved while ensuring uneven wear resistance more reliably.

Further, in the thin and shallow grooves 50, the offset amount AL between the long portions 55 adjacent to each other via the short portions 56 is 0.01≦(AL/LC) with respect to the length LC of the land portion 20 in the tire circumferential direction. Since it is within the range of ≦0.05, the edge component of the shallow groove 50 can be increased more reliably while suppressing the rigidity of the range where the shallow groove 50 is formed in the land portion 20 from becoming too low. I can do it. In other words, if the offset amount AL between the long portions 55 of the shallow groove 50 is (AL/LC)<0.01 with respect to the length LC of the land portion 20, the offset amount between the long portions 55 Because AL is too small, even if the long portion 55 and short portion 56 are formed in the thin shallow groove 50, the edge component of the thin shallow groove 50 will increase or the edge effect will be exerted in many directions. There is a possibility that it will become difficult to do so. Further, if the offset amount AL between the long portions 55 of the shallow groove 50 is (AL/LC)>0.05 with respect to the length LC of the land portion 20, the offset amount between the long portions 55 Since AL is too large, the length of the shallow groove 50 as a whole may become too long, and the rigidity of the area in the land portion 20 where the shallow groove 50 is formed may become too low. In this case, the grounding load when the land portion 20 touches the ground tends to be uneven, so there is a possibility that uneven wear is likely to occur.

On the other hand, if the offset amount AL between the long portions 55 of the shallow groove 50 is within the range of 0.01≦(AL/LC)≦0.05 with respect to the length LC of the land portion 20, , while suppressing the rigidity of the range in which the shallow grooves 50 in the land portion 20 are formed from becoming too low, the edge component of the shallow grooves 50 is increased more reliably, and the edge component of the shallow grooves 50 is more reliably increased in many directions. It can produce an edge effect. As a result, on-snow performance can be improved while ensuring uneven wear resistance more reliably.

Moreover, since the offset amount AL between the long parts 55 adjacent to each other via the short parts 56 is a constant value, the thin and shallow grooves 50 have rigidity within the range in which the thin and shallow grooves 50 are formed in the land part 20. It is possible to suppress non-uniformity in the rigidity of the land portion 20 within the range in which the thin and shallow grooves 50 are formed. Thereby, it is possible to prevent the grounding load from becoming uneven when the land portion 20 touches the ground, and it is possible to suppress the occurrence of uneven wear caused by the unevenness of the grounding load. As a result, uneven wear resistance can be more reliably ensured.

In addition, since the angle β of the straight line Ln connecting the end portions 51a on both sides in the length direction with respect to the tire circumferential direction is within the range of 60°≦β≦120°, the thin and shallow groove 50 is suitable for driving on snowy roads. The thin and shallow grooves 50 can more reliably improve the braking performance and driving performance at the time of the vehicle. In other words, when the angle β of the straight line Ln connecting the ends 51a on both sides of the thin and shallow groove 50 with respect to the tire circumferential direction is β<60° or β>120°, the angle β with respect to the tire width direction is There is a possibility that the inclination angle of the entire thin and shallow grooves 50 in the tire circumferential direction is too large. In this case, there is a possibility that the edge effect due to the edge component of the thin and shallow grooves 50 may be difficult to exert in the tire circumferential direction, and it may be difficult to improve braking performance and driving performance by the thin and shallow grooves 50 when driving on a snowy road surface. There is.

On the other hand, if the angle β of the straight line Ln connecting the ends 51a on both sides of the thin and shallow groove 50 with respect to the tire circumferential direction is within the range of 60°≦β≦120°, the edge of the thin and shallow groove 50 The edge effect of the components can be more reliably exerted in the tire circumferential direction. As a result, the thin and shallow grooves 50 can more reliably improve braking performance and driving performance when driving on a snowy road surface. As a result, on-snow performance can be improved more reliably.

The thin and shallow grooves 50 are formed by opening into the circumferential main groove 30 and becoming wider and deeper as they go from the thin and shallow groove 50 side toward the circumferential main groove 30 side. By being connected to the cutout portion 60, the thin groove cutout portion 60 opens into the circumferential main groove 30, so that the snow column shearing force can be increased. In other words, the thin and shallow grooves 50 have a narrower groove width and shallower groove depth than the lug grooves 40, so the amount of snow that gets into the thin and shallow grooves 50 when driving on a snowy road surface is smaller than the amount of snow that gets into the lug grooves 40. It is less than the quantity. Therefore, it is difficult to generate snow column shearing force in the thin and shallow grooves 50, but by opening the thin and shallow grooves 50 into the circumferential main groove 30 through the thin and shallow groove notches 60, It is possible to increase the amount of snow that enters the opening of the narrow shallow groove 50 relative to the directional main groove 30. As a result, it is possible to increase the shearing force of the snow column at the portion where the thin shallow groove 50 and the circumferential main groove 30 intersect, and when driving on a snowy road surface, the thin shallow groove 50 and the circumferential main groove 30 intersect. It is also possible to run using the shear force of the snow column in some areas. As a result, on-snow performance can be improved more reliably.

Further, the thin shallow groove notch 60 is formed from the length LB of the edge 25 of the land portion 20 in the tire circumferential direction and the width center P of the opening 61 of the thin shallow groove notch 60 from the edge of the land portion 20. 25 to the end 25a in the tire circumferential direction is within the range of 0.3≦(Le/LB)≦0.7, uneven wear due to the difference in rigidity of the land portion 20 The occurrence of can be suppressed. In other words, the relationship between the position of the opening 61 of the shallow groove cutout 60 and the length LB of the edge 25 of the land portion 20 in the tire circumferential direction is (Le/LB)<0.3, or (Le /LB)>0.7, the position of the opening 61 of the shallow groove cutout 60 may be too close to the end 25a of the edge 25 of the land portion 20. In this case, a portion near the edge 25 of the land portion 20 on the side where the shallow groove notch 60 is close to, and a portion near the end 25a on the side where the thin shallow groove notch 60 is far away. There is a possibility that the difference in rigidity between the two parts becomes large, and uneven wear is likely to occur due to the difference in rigidity.

On the other hand, the relationship between the position of the opening 61 of the shallow groove notch 60 and the length LB of the edge 25 of the land portion 20 in the tire circumferential direction is 0.3≦(Le/LB)≦0.7. If it is within the range, the rigidity difference is prevented from becoming too large on both sides of the thin shallow groove notch 60 in the tire circumferential direction near the edge 25 of the land portion 20 where the thin shallow groove notch 60 opens. can do. Thereby, occurrence of uneven wear due to the difference in rigidity of the land portion 20 can be suppressed. As a result, uneven wear resistance can be more reliably ensured.

In addition, since the land portion 20 is formed with a plurality of auxiliary notches 65 that are notches that open into the circumferential main groove 30, stress near the edge 25 of the land portion 20 is reduced when the land portion 20 touches the ground. Stress concentration can be alleviated, and uneven wear caused by stress concentration can be suppressed. Further, since the circumferential main groove 30 is formed in a zigzag shape, the edge 25 of the land portion 20 formed by the circumferential main groove 30 has a different extending direction depending on the position, but the auxiliary notch 65 is formed so as to be cut out perpendicularly to the edge 25 of the land portion 20. Thereby, the auxiliary notch 65 can relieve stress concentration near the edge 25 of the land portion 20 when the land portion 20 touches the ground, regardless of the extending direction of the edge 25 of the land portion 20, and the edge Irrespective of the extending direction of 25, uneven wear caused by stress concentration can be suppressed. As a result, uneven wear resistance can be more reliably ensured.

Further, the circumferential main groove 30 has a cross-sectional area SL on the groove bottom 37 side of the circumferential main groove 30 whose boundary is a position H that is 1/2 of the groove depth of the circumferential main groove 30, and a cross-sectional area SL on the tread surface 3 side. Since the cross-sectional area SU satisfies the relationship (SL/SU) < 0.5, while ensuring that snow can easily enter the circumferential main groove 30, stones that have entered the circumferential main groove 30 can be removed from the groove bottom. 37 can be suppressed. In other words, if the relationship between the cross-sectional area SL on the groove bottom 37 side of the circumferential main groove 30 and the cross-sectional area SU on the tread surface 3 side is (SL/SU)≧0.5, then the cross-sectional area on the groove bottom 37 side is If the area SL is too large, stones that have entered the circumferential main groove 30 may easily reach the groove bottom 37, making it difficult to suppress stone drilling. Alternatively, if the relationship between the cross-sectional area SL on the groove bottom 37 side of the circumferential main groove 30 and the cross-sectional area SU on the tread surface 3 side is (SL/SU)≧0.5, the cross-section on the tread surface 3 side If the area SU is too small, it may be difficult for snow to enter the circumferential main groove 30 when the vehicle is running on a snowy road surface, and it may be difficult to improve the running performance when the vehicle is running on a snowy road surface.

On the other hand, if the cross-sectional area SL on the groove bottom 37 side of the circumferential main groove 30 and the cross-sectional area SU on the tread surface 3 side satisfy the relationship (SL/SU)<0.5, the circumferential main groove 30 While ensuring that snow easily enters the grooves 30, stones that have entered the circumferential main groove 30 can be prevented from reaching the groove bottom 37. As a result, on-snow performance can be improved while more reliably suppressing deterioration in stone drilling resistance.

[Modified example]
In addition, in the embodiment described above, the thin and shallow grooves 50 each having a plurality of long portions 55 and a plurality of short portions 56 have a constant value calculated by (L1/L0). The groove 50 may be formed with a plurality of sizes (L1/L0). In other words, the narrow and shallow grooves 50 are calculated using the length L1 of the long portion 55 in the tire width direction and the length L0 of the long portion 55 and the short portion 56 that are connected to each other in the tire width direction. The value of (L1/L0) may be a shape in which one shallow groove 50 has a plurality of sizes.

Further, in the embodiment described above, the thin and shallow grooves 50 have a constant offset amount AL between the long portions 55 adjacent to each other with the short portions 56 in between. The shape may be such that the offset amount AL between the long portions 55 adjacent to each other via 56 has a plurality of sizes. The thin and shallow grooves 50 may be long or long depending on the shape of the land portion 20 in which the thin and shallow grooves 50 are formed, the arrangement of the land portion 20 in the tread portion 2, the placement position of the thin and shallow grooves 50 within the land portion 20, etc. It is preferable to set the lengths of the portion 55 and the short portion 56 as appropriate. By setting the lengths of the long portions 55 and the short portions 56 to form the thin and shallow grooves 50 in accordance with these, the edge effect when driving on snowy roads can be reduced by adjusting the lengths of the long portions 55 and the short portions 56. The edge components of the narrow and shallow grooves 50 whose thickness has been optimized can be used more reliably, and stress concentration due to the load acting on the narrow and shallow grooves 50 can be appropriately suppressed. As a result, on-snow performance can be improved while ensuring uneven wear resistance.

Furthermore, in the embodiment described above, the narrow and shallow grooves 50 are such that the directions in which the two short parts 56 connected to both ends of one long part 55 extend from the long part 55 in the tire circumferential direction are opposite to each other. However, the shallow groove 50 may be formed in a shape other than this. FIG. 14 is a modification of the pneumatic tire 1 according to the embodiment, and is an explanatory diagram in which the thin and shallow grooves 50 are formed in an oscillating manner. For example, as shown in FIG. 14, the narrow and shallow grooves 50 have two short parts 56 connected to both ends of one long part 55 extending in the same direction from the long part 55 in the tire circumferential direction. It may be formed as follows. In other words, the thin and shallow groove 50 may be formed in a shape that extends in the direction along the long portion 55 and is bent at the bending portion 57 and vibrates repeatedly through the short portion 56 . The shape of the shallow groove 50 does not matter as long as the long portions 55 and short portions 56 are alternately connected.

Further, the bent portion 57 of the shallow groove 50 may be formed into an angular shape by connecting the long portion 55 and the short portion 56 in a straight line. The bent portion 57 may be formed in an arc shape by being connected to the short portion 56 via a small arc.

Further, in the embodiment described above, three circumferential main grooves 30 are arranged, but the number of circumferential main grooves 30 may be other than three. For example, the number of circumferential main grooves 30 may be four or more. Further, the shallow grooves 50 formed in the land portions 20 may not be formed in all the land portions 20. The thin and shallow grooves 50 are preferably formed in the land portion 20 where they can be expected to be effective in consideration of stone drilling resistance and performance on snow.

Further, in the embodiment described above, the pneumatic tire 1 is used as an example of the tire according to the present invention, but the tire according to the present invention may be other than the pneumatic tire 1. The tire according to the present invention may be, for example, a so-called airless tire that can be used without being filled with gas.

[Example]
15A and 15B are charts showing the results of tire performance evaluation tests. Hereinafter, regarding the above-mentioned tires, performance evaluation tests conducted on a conventional tire, a tire according to the present invention, and a comparative tire compared with the tire according to the present invention will be described. Performance evaluation tests were conducted on snow performance, which is driving performance on snowy roads, and stone drilling resistance, which is the difficulty of causing stone drilling.

Performance evaluation tests were conducted using pneumatic tires filled with air, and tires with a tire size specified by JATMA of 265/70R19.5 were attached to rim wheels with regular rims specified by JATMA. The tests were carried out using the same air pressure that was adjusted to the maximum air pressure specified by JATMA.

Regarding the performance on snow, the evaluation method for each test item is based on ECE R117-02 (ECE Regulation No. 117 Revision 2). The acceleration was measured and calculated, and the calculated acceleration was evaluated by expressing it as an index with the conventional example described below as 100. The higher the number, the better the acceleration performance on snowy roads, indicating the higher the performance on snow.

Regarding stone drilling resistance, after driving a test vehicle equipped with the test tire for more than 30 km on rough roads, we counted the number of stones that had reached the bottom of the groove formed in the tread. The evaluation was made by expressing the reciprocal of the number of stones in an index with the conventional example described below being 100. The larger the number, the fewer stones have reached the bottom of the groove, indicating that the stone drilling resistance is higher.

The performance evaluation test was conducted on a conventional tire which is an example of a conventional tire, Examples 1 and 3 to 20 which are examples of a tire according to the present invention, and a comparison test which is an example of a tire to be compared with a tire according to the present invention. The tests were conducted on 23 types of tires including Examples 1 and 2 and Reference Example 2 . Among these, although the tires of the conventional example and comparative examples 1 and 2 have zigzag-shaped narrow grooves formed in the land portion, the groove depth Dn of the narrow grooves is smaller than the groove depth Dm of the circumferential main groove. It is not within the range of 0.1≦(Dn/Dm)≦0.4.

On the other hand, in Examples 1 and 3 to 20, which are examples of tires according to the present invention, the groove depth Dn of the thin and shallow grooves 50 formed in the land portion 20 is the groove depth Dm of the circumferential main groove. 0.1≦(Dn/Dm)≦0.4. Further, the tires according to Examples 1 , 3 to 20 and Reference Example 2 have different numbers of thin and shallow grooves 50 disposed between the lug grooves 40 adjacent to each other in the tire circumferential direction, and long parts connected to each other. Whether the ratio (L1/L0) of the length L1 of the long part 55 to the combined length L0 of the short part 55 and the short part 56 (L1/L0) is a constant size, The offset amount AL between adjacent elongated portions 55, the ratio (AL/LC) of the offset amount AL between elongated portions 55 to the length LC of the land portion 20, and the offset amount AL between elongated portions 55 are constant. Whether there is a thin shallow groove 50, the angle β of the straight line Ln connecting the ends on both sides in the length direction with respect to the tire circumferential direction, the presence or absence of the thin shallow groove notch 60, the length of the edge 25 of the land portion 20. The ratio of the length Le from the end 25a of the edge 25 to the position of the width center P of the opening 61 of the thin shallow groove notch 60 to the length LB (Le/LB), and the presence or absence of the auxiliary notch 65, respectively. It's different.

As a result of performing a performance evaluation test using these tires, as shown in FIGS. 15A and 15B, the tires according to Examples 1 and 3 to 20 had better stone resistance than the conventional examples and comparative examples 1 and 2. It was found that on-snow performance could be improved without reducing drilling performance. In other words, the tires according to Examples 1 , 3 to 20 can improve on-snow performance while suppressing deterioration in stone drilling resistance.

1 Pneumatic tire 2 Tread portion 3 Tread surface 4 Shoulder portion 5 Sidewall portion 6 Carcass 7 Belt layer 10 Bead portion 20 Land portion 21 Center land portion 22 Shoulder land portion 25 Edge 25a End portion 30 Circumferential main groove 31 Center main groove 32 Shoulder main groove 35 Opening 36 Groove wall 37 Groove bottom 40 Lug groove 41 Center lug groove 42 Shoulder lug groove 50 Shallow and shallow groove 51 Center shallow and shallow groove 51a End portion 52 Shoulder shallow and shallow groove 55 Long portion 56 Short portion 57 Bend Part 60 Thin shallow groove notch 61 Opening 65 Auxiliary notch 65c Perpendicular 66 Opening 67 End

Claims (13)

a plurality of circumferential main grooves extending in the circumferential direction of the tire;
a lug groove extending in the tire width direction and having both ends open to the circumferential main groove;
a land portion defined by the circumferential main groove and the lug groove;
Equipped with
The land portion is formed with a thin shallow groove in which long portions and short portions are alternately connected and at least one end thereof opens into the circumferential main groove;
The thin and shallow groove has a relationship between a length L1 of the long portion in the tire width direction and a length L0 of the long portion and the short portion connected to each other in the tire width direction. 5<(L1/L0)≦0.9,
A tire characterized in that a groove depth Dn of the thin and shallow groove is within a range of 0.1≦(Dn/Dm)≦0.4 with respect to a groove depth Dm of the circumferential main groove. The tire according to claim 1, wherein one of the thin and shallow grooves is arranged between the lug grooves adjacent to each other in the tire circumferential direction. The shallow groove has a plurality of long parts and a plurality of short parts, and each of the plurality of long parts and the short part has a constant size (L1/L0), or 2. The tire described in 2 . The shallow groove has a plurality of long parts and a plurality of short parts, and the plurality of long parts and the short part are formed to have a plurality of sizes (L1/L0). Tire according to item 1 or 2 . In any one of claims 1 to 4 , the thin and shallow groove has an offset amount AL between the long parts adjacent to each other with the short part interposed therebetween, in a range of 1.0 mm≦AL≦3.0 mm. Tires listed. In the thin and shallow grooves, an offset amount AL between the long portions adjacent to each other via the short portion is 0.01≦(AL/LC)≦0 with respect to the length LC of the land portion in the tire circumferential direction. The tire according to any one of claims 1 to 5 , which is within the range of .05. The shallow groove has a plurality of long parts and a plurality of short parts, and the plurality of long parts have a constant offset amount AL between the long parts adjacent to each other with the short part interposed therebetween. The tire according to claim 5 or 6 , which is The thin shallow groove has a plurality of long parts and a plurality of short parts, and the plurality of long parts have a plurality of offset amounts AL between the long parts adjacent to each other with the short part interposed therebetween. 7. The tire according to claim 5 or 6 , which is formed of a. Any one of claims 1 to 8 , wherein the angle β of the thin and shallow groove with respect to the tire circumferential direction of a straight line connecting both ends in the length direction is within the range of 60°≦β≦120°. Tires listed in. The thin shallow groove is connected to a thin shallow groove notch that is a notch that opens into the circumferential main groove, so that the thin shallow groove opens into the circumferential main groove via the thin shallow groove notch. Ori,
The narrow shallow groove cutout portion is formed such that the width becomes wider and the depth becomes deeper from the narrow shallow groove side toward the circumferential main groove side. tires. The thin and shallow groove notch has a length LB in the tire circumferential direction of an edge formed by the circumferential main groove in which the thin and shallow groove notch opens in the land portion, and the thin and shallow groove notch. The relationship between the length Le in the tire circumferential direction from the position of the width center of the opening with respect to the circumferential main groove to the end of the edge in the tire circumferential direction is 0.3≦(Le/LB)≦0. 11. The tire according to claim 10 , which is within the range of 7. A plurality of auxiliary notches are formed in the land portion, and the auxiliary notches are notches that open into the circumferential main groove.
The auxiliary notch is formed by the circumferential main groove that passes through the end of the auxiliary notch opposite to the side that opens to the circumferential main groove, and into which the auxiliary notch in the land portion opens. 12. The tire according to claim 1, wherein a perpendicular line perpendicular to a straight line along the edge passes through an opening of the auxiliary notch with respect to the circumferential main groove. The circumferential main groove has a cross-sectional area in a cross-sectional view seen in the extending direction of the circumferential main groove whose boundary is a position that is 1/2 of the groove depth of the circumferential main groove. The tire according to any one of claims 1 to 12 , wherein the cross-sectional area SL on the groove bottom side and the cross-sectional area SU on the tread surface side satisfy the relationship (SL/SU)<0.5.

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