WO2014077271A1

WO2014077271A1 - Pneumatic tire

Info

Publication number: WO2014077271A1
Application number: PCT/JP2013/080658
Authority: WO
Inventors: 貴弘山川
Original assignee: 横浜ゴム株式会社
Priority date: 2012-11-15
Filing date: 2013-11-13
Publication date: 2014-05-22
Also published as: JP5786964B2; CA2877642C; CA2877642A1; JPWO2014077271A1

Abstract

The tread pattern of a pneumatic tire has circumferential shallow grooves provided in the regions of two intermediate land sections and extending in the circumferential directions of the tire. The direction of tilt of lug grooves provided in the region of one of the intermediate land sections and tilted in a first direction of the circumferential directions of the tire is the same as the direction of tilt of lug grooves provided in the region of the other intermediate land section and tilted in a second direction of the circumferential directions of the tire, the second direction being opposite the first direction. The lug grooves provided in the regions of the intermediate land sections are bent at the positions where the lug grooves intersect the circumferential shallow grooves, the bending being such that the directions of the lug grooves approach the circumferential directions of the tire. Lug grooves provided in an inner land section extend in the direction tilted relative to the circumferential direction of the tire and oriented in the direction different from the direction in which the lug grooves provided in the regions of the intermediate land sections extend.

Description

Pneumatic tire

The present invention relates to a pneumatic tire provided with a tread pattern.

All-season tires used throughout the year: four circumferential main grooves, inner land area defined by two inner circumferential main grooves, outer circumferential main groove and inner circumferential direction A tire having two intermediate land areas defined by a main groove is conventionally known (see Patent Document 1). In the tire of Patent Document 1, lug grooves are provided in the region of the inner land portion and the region of the intermediate land portion, and the lug grooves in the two intermediate land portions extend inclining in the same direction with respect to the tire circumferential direction. At the same time, the lug groove in the region of the inner land portion extends in a different direction from the lug groove in the region of the intermediate land portion with respect to the tire circumferential direction. According to the tire of Patent Document 1, the dry performance can be improved while maintaining the snow performance.

JP 2010-168006 A

The all-season tire is desirably provided with tire performance that can cope with various road surface conditions such as dry, wet, and snow. However, in the tire of Patent Document 1, the balance between the wear resistance performance on the dry road surface, the wet performance and the snow performance is not sufficient. Specifically, if the wet turning performance and the snow handling stability performance are to be improved, the wear resistance performance on the dry road surface is lowered.
The present invention provides a pneumatic tire having an excellent balance between wear resistance on a dry road surface, wet turning performance and snow handling stability.

One embodiment of the present invention is a pneumatic tire including a bead, a sidewall, a belt layer, a carcass layer, and a tread portion having a tread pattern.
The tread pattern is
Four circumferential main grooves parallel to the tire circumferential direction, two outer circumferential main grooves arranged on the outer side in the tire width direction, and two inner sides sandwiched between the outer circumferential main grooves A circumferential main groove, a tire center line passes between the inner circumferential main grooves, and a circumferential main groove group;
A region of an inner land portion defined by the two inner circumferential main grooves and through which the tire center line passes, and two intermediate lands defined by the outer circumferential main groove and the inner circumferential main groove A plurality of lug grooves that form a plurality of land portion blocks in the inner land portion and the intermediate land portion across a region of a portion;
A circumferential shallow groove having a shallower groove depth than the circumferential main groove, which is provided in each of the regions of the intermediate land portion and extends in the tire circumferential direction.
When the lug groove provided in each region of the intermediate land portion advances from the outer side in the tire width direction to the inner side in the tire width direction, the tire of the lug groove provided in the region of one intermediate land portion of the two intermediate land portions The direction of the groove inclination inclined with respect to the first direction in the circumferential direction is the first of the lug grooves provided in the region of the other intermediate land portion of the two intermediate land portions in the tire circumferential direction. The lug groove provided in each of the regions of the intermediate land portion has the same direction as the groove inclination inclined with respect to the second direction opposite to the direction at a position intersecting the circumferential shallow groove. Bending so that the groove slope approaches the tire circumferential direction.
When the lug groove provided in the inner land portion proceeds from the outer side in the tire width direction to the inner side in the tire width direction, the lug groove provided in each region of the intermediate land portion has a different groove inclination direction with respect to the tire circumferential direction. It extends to.

Each of the intermediate land portions has a sipe extending in parallel with a lug groove provided in each of the intermediate land portions, and the sipe is connected to the inner circumferential main groove. It is preferable to block within the intermediate land portion without.

The sipe extends in a zigzag shape while being displaced in a direction orthogonal to the extending direction of the sipe in a region inside the tire width direction with respect to the circumferential shallow groove, and the sipe extends from the tread surface of the sipe. It preferably extends in a zigzag shape toward the bottom while displacing in a direction orthogonal to the sipe depth direction toward the bottom of the sipe.

The sipe extends linearly in a region outside in the tire width direction with respect to the circumferential shallow groove, and extends in a planar shape in a sipe depth direction from the tread surface of the sipe toward the bottom of the sipe. preferable.

Furthermore, in the area outside the tire width direction of the circumferential main groove group, there is a shoulder land portion,
In the region of the shoulder land portion, a shoulder lug groove extending from the outer side in the tire width direction toward the outer circumferential main groove is provided, and the shoulder lug groove is not connected to the outer circumferential main groove. It is preferable that the shoulder land portion forms a continuous land portion that extends continuously in the tire circumferential direction by closing in the middle.

Furthermore, in the area outside the tire width direction of the circumferential main groove group, there is a shoulder land portion,
In the region of the shoulder land portion, a shoulder lug groove extending from the outer side in the tire width direction toward the outer circumferential main groove is provided,
It is preferable that the maximum groove width of the shoulder lug groove is wider than the maximum groove width of the lug groove provided in the region of the inner land portion and the intermediate land portion.

The shoulder land portion is provided with a shoulder sipe extending from the outer side in the tire width direction toward the outer circumferential main groove,
The shoulder sipe extends linearly in the extending direction of the shoulder sipe, and extends in a planar shape in a sipe depth direction from the tread surface of the shoulder sipe toward the bottom of the shoulder sipe; Displaced in a direction perpendicular to the sipe depth direction from the tread surface of the shoulder sipe toward the bottom of the shoulder sipe while displacing in a direction perpendicular to the extending direction of the shoulder sipe. A second portion extending in a zigzag shape toward the bottom, and the shoulder sipe moves from the first portion toward the outer circumferential main groove from the outer side in the tire width direction. It is preferable to end the process in place of

It is preferable that chamfering is performed on a part of the edge portion in contact with the circumferential main groove of the inner land portion and the intermediate land portion.

Of the intermediate land portion, the width of the land portion in the region on the inner side in the tire width direction with respect to the circumferential shallow groove is equal to that in the region on the outer side in the tire width direction with respect to the circumferential shallow groove in the intermediate land portion. It is preferable that it is wider than the width of the land portion.

The tire of the present invention has an excellent balance between wear resistance on a dry road surface, wet turning performance, and snow handling stability. In other words, the wet turning performance and the snow handling stability performance are excellent while maintaining the wear resistance performance on the dry road surface.

1 is an external view illustrating an entire tire according to an embodiment of the present invention. FIG. 2 is a half sectional view showing a part of the tire of FIG. 1. It is the figure which carried out the plane development view so that the tread pattern of the tire of an embodiment was easy to understand. It is a figure which expands and shows the tread pattern shown in FIG. 3 paying attention to an inner land part and a middle land part. (A) is a cross-sectional view of the tread surface of the tire according to the embodiment as seen in the direction of the Va-Va line shown in FIG. (B) is a cross-sectional view of the tread surface of the tire of the embodiment as seen in the direction of the Vb-Vb line shown in FIG. (A) is an enlarged view of the region A shown in FIG. 4, (b) is an enlarged view of the region B shown in FIG. 4, and (c) is an enlarged view of the region C shown in FIG. FIG.

Hereinafter, the pneumatic tire of the present invention will be described in detail.
In FIG. 1, the external appearance of the pneumatic tire 1 which is one Embodiment of this invention is shown.
A pneumatic tire (hereinafter referred to as a tire) 1 is a tire for a passenger car.
As the structure and rubber member of the tire 1 of the present invention, known ones may be used, or new ones may be used, and there is no particular limitation in the present invention.

As shown in FIG. 2, the tire 1 includes a tread portion 2, sidewalls 3, beads 4, a carcass layer 5, and a belt layer 6. FIG. 2 is a half sectional view showing a part of the tire 1. In addition, although not shown, the tire 1 has an inner liner layer and the like. The sidewall 3 and the bead 4 are disposed on both sides in the tire width direction so as to sandwich the tread portion 2 and form a pair.
As the tread portion 2, the bead 4, the belt layer 6, the inner liner layer and the like, known ones may be used, or new ones may be used, and there is no particular limitation in the present invention.

As shown in FIG. 3, the tire 1 of the present invention has a tread pattern 10 that is a feature of the present invention formed in the tread portion. FIG. 3 is a plan development view of the tread pattern 10 of the tire 1 of the present invention in an easy-to-understand manner. The tire 1 having the tread pattern 10 can be suitably used for a passenger car tire. The dimensions of the circumferential main groove, lug groove, sipe, ground contact width, chamfer, circumferential direction shallow groove, shoulder lug groove, and land block, which will be described later, are numerical examples of passenger car tires.

In the tire 1 of the present invention, the mounting direction of the tire to be mounted toward the outside of the vehicle is predetermined. In FIG. 3, the symbol CL indicates the tire equator line. In the tire 1, the region of the tread pattern 10 on the left side in FIG. 3 from the tire equator line CL is mounted on the vehicle inner side, and the region of the tread pattern 10 on the right side in FIG. However, conversely, the vehicle inner side and the vehicle outer side may be reversed and attached to the vehicle.

The tread pattern 10 contacts the road surface in a tire width direction region indicated by a contact width 11w in a state where the tire 1 is mounted on the vehicle. In addition, the area | region shown with a diagonal line in the tread pattern 10 is an area | region outside a tire peripheral direction from a contact end.
Here, the grounding end is determined as follows. The tire width direction end portion of the contact surface when the tire 10 is assembled to a normal rim, filled with a normal internal pressure of 180 kPa, and brought into contact with a horizontal plane under the condition that the load is 88% of the normal load. The regular rim here refers to an “applied rim” defined in JATMA, a “Design Rim” defined in TRA, or a “Measuring Rim” defined in ETRTO. In addition, the normal internal pressure means “maximum air pressure” defined in JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined in TRA, or “INFLATION PRESSURES” defined in ETRTO. 180 kPa when the tire is for a passenger car. The normal load means “maximum load capacity” defined in JATMA, the maximum value of “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined in TRA, or “LOAD CAPACITY” defined in ETRTO.

In the present invention, the tire width direction refers to the rotation center axis direction of the tire 1, and the tire circumferential direction refers to the rotation direction of the rotation surface of the tread surface formed when the tire 1 is rotated around the tire rotation center axis. Say. FIG. 3 shows these directions. In the tread pattern 10 of the present invention, the rotation direction of the tire is not particularly limited.
The tire 1 of the present invention may be one in which pitches having the same dimensions in the tire circumferential direction are aligned with the tread pattern 10 shown in FIG. 3 in the tire circumferential direction. May be a plurality of pitches having different dimensions in the tire circumferential direction arranged in the tire circumferential direction.

The tread pattern 10 includes a circumferential main groove group including four circumferential

main grooves

11, 13, 15, 17 parallel to the tire circumferential direction, lug

grooves

31, 33, 35, and circumferential

shallow grooves

41, 43. And.

(Circumferential groove group)
The circumferential main groove group includes two outer circumferential

main grooves

11 and 13 and two inner circumferential

main grooves

15 and 17. The outer circumferential

main grooves

11 and 13 are arranged on the outer side in the tire width direction with respect to the inner circumferential

main grooves

15 and 17. The two inner circumferential

main grooves

15 and 17 are disposed between the outer circumferential

main grooves

11 and 13. A tire center line CL passes between the inner circumferential main groove 15 and the inner circumferential main groove 17 in the tire width direction. The groove depths of the outer circumferential

main grooves

11 and 13 and the inner circumferential

main grooves

15 and 17 are equal to each other, but may be different in other embodiments. The total amount of the groove widths of the outer circumferential

main grooves

11 and 13 and the inner circumferential

main grooves

15 and 17 is preferably 15 to 25% of the ground contact width 11w in terms of wet performance.

(Lug groove)
The

lug grooves

31, 33, and 35 are grooves that cross the region of the inner land portion 21 and the region of the

intermediate land portions

23 and 25, and a plurality of lug grooves are provided at intervals in the tire circumferential direction. Each of the lug groove 31 and the

lug grooves

33 and 35 may extend linearly or may be curved and extended gently. The

groove widths

31w, 33w, and 35w of the

lug grooves

31, 33, and 35 are all equal in the tire width direction, and are, for example, 2 to 7 mm.

Here, the inner land portion 21 and the

intermediate land portions

23 and 25 will be described.
The inner land portion 21 is a portion formed by being defined by the two inner circumferential

main grooves

15 and 17. The tire center line CL passes through the region of the inner land portion 21. The lug groove 31 forms a plurality of land portion blocks 22 in the tire circumferential direction in the region of the inner land portion 21. As shown in FIG. 4, the lug groove 31 extends at an inclination angle θce with respect to the X2 direction in the tire circumferential direction. FIG. 4 is a partially enlarged view of the tread pattern 10. The inclination angle θce is, for example, 60 to 85 degrees. Thus, since the inclination angle θce has an inclination angle closer to the tire width direction than the tire circumferential direction, high block rigidity of the land block 22 is ensured, and a small rudder during vehicle traveling is ensured. Wet turning performance at corners and snow handling stability are improved. It should be noted that the inclination angle θce when the lug groove 31 is gently curved and extends is the width direction of the lug groove 31 at a portion where the lug groove 31 is connected to the inner circumferential main groove 15 and the inner circumferential main groove 17 respectively. The inclination with respect to the tire circumferential direction of the straight line which connects two points in the center position of a connection is represented.

The intermediate land portion 23 is a portion formed by the outer circumferential main groove 11 and the inner circumferential main groove 15. The lug grooves 33 form a plurality of land portion blocks 24 in the tire circumferential direction in the region of the intermediate land portion 23. Further, the intermediate land portion 25 is defined by the outer circumferential main groove 13 and the inner circumferential main groove 17, and is a portion formed between the outer circumferential main groove 13 and the inner circumferential main groove 17. is there. The lug groove 35 forms a plurality of land portion blocks 26 in the tire circumferential direction in the intermediate land portion 25.

The lug groove 33 and the lug groove 35 are respectively directed to the X2 direction (the first direction in the tire circumferential direction) of one lug groove 33 when viewed from the outer side in the tire width direction toward the inner side in the tire width direction. The direction of the slanted groove is the same as the direction of the slanted groove with respect to the X1 direction (second direction opposite to the first direction in the tire circumferential direction) of the other lug groove 35. . In other words, the lug groove 33 and the lug groove 35 are inclined in the same direction with respect to the X1 direction or the X2 direction in the tire circumferential direction. The groove inclination direction is in the range of −90 degrees (90 degrees counterclockwise) to 90 degrees (90 degrees clockwise) with respect to the X1 direction or X2 direction of the tire circumferential direction. Represents the distinction between tilting in the range of 90 to 0 degrees or tilting in the range of 0 to 90 degrees, and grooves tilting in the same range have the same groove tilt direction and are different The grooves inclined in the angle range have different groove inclination directions.
On the other hand, the above-mentioned lug groove 31 extends in a direction of groove inclination different from the

lug grooves

33 and 35 with respect to the tire circumferential direction. Such a groove inclination direction ensures steering performance when turning left and right.

When the lug groove 33 is further viewed from the outer side in the tire width direction to the inner side in the tire width direction, the groove inclination is in the tire circumferential direction at a position P (see FIG. 4) where the lug groove 33 intersects the circumferential shallow groove 41. It is bent to approach. Specifically, as shown in FIG. 4, the lug groove 33 is inclined at the inclination angle θm1 with respect to the X2 direction at the outer side in the tire width direction from the position P, and is inclined at the inclination angle θm2 with respect to the X1 direction at the inner side in the tire width direction from the position P. Inclined. The inclination angle θm2 is smaller than the inclination angle θm1. Thereby, the lug groove 33 is bent so that the groove inclination approaches the tire circumferential direction when viewed from the tire width direction outer side to the tire width direction inner side. The inclination angle θm1 of the groove inclination is, for example, 60 to 85 degrees. The inclination angle θm2 is, for example, 30 to 50 degrees. Thus, the lug groove 33 has two kinds of inclination angles, so that the turning is excellent even when turning from a small rudder angle to a medium rudder angle while the vehicle is traveling on a dry road surface, a wet road surface, and a snowy road surface. Performance and stable performance are obtained. Note that the inclination angle θm1 when the inner portion of the lug groove 33 from the circumferential shallow groove 41 is gently curved and extended is the portion where the lug groove 33 is connected to the outer circumferential main groove 11 and the circumferential shallow groove 41, respectively. The inclination with respect to the tire circumferential direction of the straight line which connects the two points in the center position of the groove width direction of the lug groove 33 is represented. In addition, the inclination angle θm2 when the lug groove 33 is gently curved and extended is in the groove width direction of the lug groove 33 where the lug groove 33 is connected to each of the inner circumferential main groove 15 and the circumferential shallow groove 41. The inclination with respect to the tire circumferential direction of a straight line connecting two points at the center position is represented.

When the lug groove 35 is further viewed from the outer side in the tire width direction toward the inner side in the tire width direction, the groove inclination is in the tire circumferential direction at a position Q (see FIG. 4) where the lug groove 35 intersects the circumferential shallow groove 43. It is bent to approach. Specifically, as shown in FIG. 4, the lug groove 35 is inclined at the inclination angle θm1 with respect to the X1 direction on the outer side in the tire width direction from the position Q, and is inclined with respect to the X2 direction at the inner side in the tire width direction from the position Q. The angle θm2 is inclined. In addition, the inclination angle θm1 when the inner portion of the lug groove 35 from the circumferential shallow groove 43 extends while being gently curved is connected to each of the inner circumferential main groove 17 and the circumferential shallow groove 43 with the lug groove 35. The inclination with respect to the tire circumferential direction of the straight line which connects two points in the center position of the groove width direction of the partial lug groove 35 is represented. In addition, the inclination angle θm2 when the lug groove 35 is gently curved and extended is in the groove width direction of the lug groove 35 where the lug groove 35 is connected to each of the inner circumferential main groove 17 and the circumferential shallow groove 43. The inclination with respect to the tire circumferential direction of a straight line connecting two points at the center position is represented. In another embodiment of the lug groove 35, the inclination angle on the outer side in the tire width direction from the position Q may be larger than the inclination angle on the inner side in the tire width direction from the position Q, and the inclination angle on the inner side in the tire width direction from the position Q. May be smaller than the inclination angle outside the position Q in the tire width direction.

From the viewpoint of securing block rigidity, a region of the intermediate land portion 23 on the inner side in the tire width direction from the circumferential shallow groove 41 is wider in the tire width direction than the region on the outer side in the tire width direction from the circumferential shallow groove 41. It is preferable. From the same viewpoint, it is preferable that the region on the inner land portion 25 on the inner side in the tire width direction with respect to the circumferential shallow groove 43 is wider in the tire width direction than the region on the outer side in the tire width direction with respect to the circumferential shallow groove 43. .

(Circumferential shallow groove)
The circumferential

shallow grooves

41 and 43 are provided in the regions of the

intermediate land portions

23 and 25, respectively, and extend in the tire circumferential direction. The circumferential

shallow grooves

41, 43 are shallower than the circumferential

main grooves

11, 13, 15, 17 and are raised to the bottom. Thereby, the wet turning performance is improved while ensuring the block rigidity in the

intermediate land portions

23 and 25 and the wear resistance on the dry road surface. The groove depth of the circumferential

shallow grooves

41, 43 is preferably within 70% of the groove depth of the circumferential

main grooves

11, 13, 15, 17 from the viewpoint of ensuring wear resistance. % Is preferred.
The groove widths of the circumferential

shallow grooves

41 and 43 are preferably 5 to 15% of the length in the tire width direction of the

intermediate land portions

23 and 25, respectively. The length in the tire width direction of the

intermediate land portions

23 and 25 indicates the maximum length in the tire width direction of the land portion blocks 22 and 24 on the tread surface. Moreover, the circumferential

shallow grooves

41 and 43 are directed from the outer end in the tire width direction toward the inner end in the tire width direction, out of the entire area in the tire width direction of each of the

intermediate land portions

23 and 25, for reasons of wear resistance. It is preferable to be provided at a position in the tire width direction when traveling along the tire width direction by 40% or more and less than 50% of the width of the

intermediate land portions

23 and 25. That is, in the

intermediate land portions

23 and 25, the width of the land portion in the inner region in the tire width direction with respect to the circumferential

shallow grooves

41 and 43 is the circumferential

shallow groove

41 and 43 in the

intermediate land portions

23 and 25. On the other hand, it is preferable that it is wider than the width of the land portion in the outer region in the tire width direction.
In addition, it is preferable that the circumferential direction shallow groove is not provided in the area | region of the inner land part 21, and the area | region of the

shoulder land parts

51 and 53 mentioned later. These

land portions

21, 51, and 53 contribute greatly to wet turning performance during braking and driving stability on snow, and providing a shallow circumferential groove provides both wet turning performance and wear resistance on dry road surfaces. This is because it cannot be achieved.

(Sipe)
The tread pattern 10 further includes

sipes

34 and 36.
In the present invention, a sipe has a width of less than 1.5 mm and a groove depth of less than 5 mm. The lug groove refers to a groove having a groove width of 1.5 mm or more and a groove depth of 5 mm or more.
The

sipes

34 and 36 are grooves extending in parallel with the

lug grooves

33 and 35 in the regions of the

intermediate land portions

23 and 25, respectively. Two

sipes

34 and 36 are provided for each

land block

24 and 26, respectively. In other embodiments, the number of

sipes

34, 36 in one

land block

24, 26 may be one or three or more.

The

sipes

34 and 36 are closed within the

intermediate land portions

23 and 25 without being connected to the inner circumferential

main grooves

15 and 17, respectively. Thereby, the abrasion resistance on the dry road surface becomes high. The

sipes

34 and 36 extend in a zigzag shape while displacing in a direction orthogonal to the extending direction of the

sipes

34 and 36 in the inner region in the tire width direction from the circumferential

shallow grooves

41 and 43, respectively. As shown in FIG. 5 (a), the zigzag is displaced while being displaced in a direction (left and right direction in FIG. 5) perpendicular to the sipe depth direction from the tread surface to the bottom (direction from the lower side to the upper side in FIG. 5). Extending toward the bottom. Such a shape in the region inside the tire width direction of the

sipes

34 and 36 is hereinafter also referred to as a three-dimensional shape. FIG. 5A is a view taken along the line Va-Va shown in FIG. 3, and shows a state where the tread portion 2 is in contact with the horizontal plane. In FIG. 5, reference numerals shown in parentheses are reference numerals indicating elements in the area of the intermediate land portion 25 for convenience.
The regions on the inner side in the tire width direction from the circumferential

shallow grooves

41 and 43 of the land blocks 24 and 26 are compared with the outer side in the tire width direction from the circumferential

shallow grooves

41 and 43, respectively, with respect to the tire circumferential direction of the

lug grooves

33 and 35. The inclination angle is small and the rigidity is low. For this reason, the area inside the tire width direction with respect to the circumferential shallow groove 43 of the

sipes

34, 36 is made to have the above three-dimensional shape, so that the block rigidity at the time of braking and driving is reinforced.

Sipes

34 and 36 are connected to the outer circumferential

main grooves

11 and 13, respectively. The

sipes

34 and 36 extend linearly in regions outside the circumferential

shallow grooves

41 and 43 in the tire width direction, respectively, and as shown in FIG. 5B, the sipe depths from the tread surface toward the bottom. It is preferable to extend planarly in the direction. Such a shape in the region outside the

sipe

34, 36 in the tire width direction is hereinafter also referred to as a two-dimensional shape. FIG. 5B is a view taken along the line Vb-Vb shown in FIG. 3, and shows a state where the tread portion 2 is in contact with the horizontal plane. In addition, when the

sipes

34 and 36 extend linearly, they do not include a zigzag extending shape, but include extending along a straight line, for example, gently curving and extending in a curved line. From this, when the

sipes

34 and 36 extend in a planar shape, they include, for example, extending along a gently curved curved surface in addition to extending along a flat surface.

The tread pattern 10 further has a sipe 32.
The sipe 32 is a groove extending in parallel with the lug groove 31 in the region of the inner land portion 21. Two sipes 32 are provided for each land block 22. In other embodiments, one land block 22 or three or more may be provided per land block 22. The sipe 32 has a three-dimensional shape, which reinforces the block rigidity of the inner land portion 21 during braking / driving. The sipe 32 is connected to the inner circumferential

main grooves

15 and 17. In another embodiment, the sipe 32 may have a two-dimensional shape, and may be blocked within the inner land portion 21 without being connected to the inner circumferential

main grooves

15 and 17.

(Shoulder land)
The tread pattern 10 further has a shoulder land portion 51 in a region outside the outer circumferential main groove 11 in the tire width direction. Further, a shoulder land portion 53 is provided in a region on the outer side in the tire width direction of the outer circumferential main groove 13.
In the regions of the

shoulder land portions

51 and 53,

shoulder lug grooves

61 and 63 extending from the outer side in the tire width direction toward the outer circumferential

main grooves

11 and 13, respectively, are provided. The

shoulder lug grooves

61 and 63 are closed on the way without being connected to the outer circumferential

main grooves

11 and 13, respectively. Thereby, the

shoulder land parts

51 and 53 form the continuous land part extended continuously in a tire peripheral direction. Since the

shoulder land portions

51 and 53 have a high contribution to the braking performance and the turning performance, by forming such a continuous land portion, a decrease in the block rigidity of the

shoulder land portions

51 and 53 can be suppressed, and dryness can be achieved. Abrasion resistance on the road surface is improved. The

shoulder land portions

51 and 53 preferably form continuous land portions on the side in contact with the outer circumferential

main grooves

11 and 13 in terms of securing wet turning performance and snow handling stability performance.
In the region of the shoulder land portion 51, the distance between the shoulder lug groove 61 and the outer circumferential main groove 11, that is, the width of the portion that connects two blocks adjacent in the tire circumferential direction to form a continuous land portion (connection width) ) Is preferably 5 to 20% of the length in the tire width direction between the outer circumferential main groove 11 and the ground contact end. In this embodiment, it is 15%, for example. Similarly, in the region of the shoulder land portion 53, the distance (connection width) between the shoulder lug groove 63 and the outer circumferential main groove 13 is 5 to 5 times the tire width direction length between the outer circumferential main groove 13 and the ground contact end. It is preferably 20%. In this embodiment, it is 15%, for example.

The

shoulder lug grooves

61 and 63 are tapered at the inner end in the tire width direction. The maximum groove widths 61w and 62w of the

shoulder lug grooves

61 and 63 are wider than the groove widths (maximum groove widths) 31w, 33w and 35w of the

lug grooves

31, 33 and 35, for example, 4 to 8 mm. As described above, the wide width of the

shoulder land portions

51 and 53 having a high contribution during braking and driving improves wet turning performance and on-snow handling stability. The maximum groove width 61w of the shoulder lug groove 61 and the maximum groove width 63w of the shoulder lug groove 63 may be the same or different.
The shoulder lug groove 61 extends with an inclination of θsh, for example, 75 to 90 degrees with respect to the X1 direction of the tire circumferential direction. The shoulder lug groove 63 extends with an inclination of θsh, for example, 75 to 90 degrees with respect to the X2 direction of the tire circumferential direction. As described above, the

shoulder lug grooves

61 and 63 have an inclination angle close to the tire width direction with respect to the tire circumferential direction, so that high block rigidity is secured in the

shoulder land portions

51 and 53 and a small steering angle. The wet turning performance and the stable operation performance on snow are improved. As shown in FIG. 4, the inclination angle θsh of the

shoulder lug grooves

61, 63 is different from the point of the middle position of the width of the shoulder lug groove 61, the groove 63 in the tire circumferential direction at the contact end, and the outer circumferential main groove 11, It represents with the inclination with respect to the tire circumferential direction of the straight line which connects the point of the intermediate position of the tire circumferential direction in the edge part of 13 side. Note that the inclination angles of the

shoulder lug grooves

61 and 63 may be the same or different.

Further,

sipes

62 and 64 are provided in the regions of the

shoulder land portions

51 and 53, respectively. Two

sipes

62 and 64 are provided between two

shoulder lug grooves

61 and 63 adjacent in the tire circumferential direction. In another embodiment, the number of

sipes

62 and 64 provided in the

shoulder land portions

51 and 53 between the two adjacent

shoulder lug grooves

61 and 63 may be one or three or more. The

sipes

62 and 64 preferably have a three-dimensional shape on the inner side in the tire width direction from the ground contact end, and have a two-dimensional shape on the outer side in the tire width direction from the ground contact end. Since the

sipes

62 and 64 have a three-dimensional shape on the inner side in the tire width direction from the ground contact end, the rigidity at the time of braking / driving of the

shoulder land portions

51 and 53 can be increased.
Alternatively, the

sipes

62 and 64 extend linearly in the extending direction of the

shoulder sipes

62 and 64, and extend in a planar shape in the sipe depth direction from the tread surface of the

sipes

62 and 64 toward the bottom of the

sipes

62 and 64. A two-dimensionally shaped portion (first portion) and a zigzag extending while displacing in a direction orthogonal to the extending direction of the

sipes

62 and 64, and from the tread surface of the

sipes

62 and 64, 64, a three-dimensional portion (second portion) extending in a zigzag shape while displacing in a direction orthogonal to the sipe depth direction toward the bottom portion of the

sipe

62, 64. When proceeding from the outer side in the width direction toward the outer circumferential

main grooves

11 and 13, it is preferable that the two-dimensional shape part is changed to a three-dimensional shape part and the process ends. Since the

sipes

62 and 64 have a three-dimensional shape on the side close to the outer circumferential

main grooves

11 and 13, the rigidity during braking / driving of the

shoulder land portions

51 and 53 can be increased.

(chamfer)
The tread pattern 10 further includes

chamfers

21a, 23a, 25a, 51a, and 53a.
As shown in FIG. 4, a chamfer 21 a is applied to a part of the edge portion in contact with the inner circumferential

main grooves

15, 17 of the inner land portion 21. Thereby, the edge amount of the inner land portion 21 is increased, and the wet turning performance and the snow handling stability performance are improved. On the other hand, the chamfer 21a is applied to a part of the edge portion, so that the block rigidity is not excessively lowered and the wear resistance on the dry road surface is ensured.
As shown in FIG. 6B, the chamfers 21a are provided on both sides of each land portion block 22 in the tire width direction, and are processed so that the chamfering depth becomes larger toward the both sides in the tire circumferential direction. FIG. 6B is a diagram for explaining the chamfer 21a by enlarging a region surrounded by B shown in FIG. The depth of the chamfer 21a is preferably within 50% of the groove depth of the inner circumferential

main grooves

15 and 17, and more preferably 10 to 30%, for reasons of wear resistance.

As shown in FIG. 4, a chamfer 23 a is applied to a part of the edge in contact with the outer circumferential main groove 11 of the intermediate land portion 23. Further, a chamfer 25 a is provided on a part of the edge portion that contacts the outer circumferential main groove 13 of the intermediate land portion 25. With such a configuration, the edge amounts of the

intermediate land portions

23 and 25 are increased, and wet turning performance and on-snow maneuvering stability performance are improved. Further, since chamfering 23a, 25a is performed on a part of the edge portion, the block rigidity is not excessively reduced, and wear resistance is ensured. FIG. 6C is a diagram for explaining the chamfer 25a by enlarging a region surrounded by C shown in FIG. In FIG. 6C, the reference numerals in parentheses indicate the elements in the region of the intermediate land portion 23 for convenience of explanation. The chamfer 23 a may be applied to an edge portion in contact with the inner circumferential main groove 15 of the intermediate land portion 23. Further, the chamfer 25 a may be applied to an edge portion that contacts the inner circumferential main groove 17 of the intermediate land portion 25. The depth of the

chamfers

23a, 25a is preferably within 50% of the groove depth of the circumferential

main grooves

11, 13, 15, 17 for wear resistance reasons, and preferably 10-30%. .

As shown in FIG. 4, chamfers 51 a and 53 a are provided on part of the edges of the

shoulder land portions

51 and 53 that are in contact with the outer circumferential

main grooves

11 and 13, respectively. Thereby, the edge amounts of the

shoulder land portions

51 and 53 are increased, and the wet turning performance and the snow handling stability performance are improved. Further, since chamfering 51a and 53a is performed on a part of the edge portion, the block rigidity is not excessively reduced, and wear resistance on the dry road surface is ensured. As shown in FIG. 4 and FIG. 6A, the

chamfers

51a and 53a each have two surfaces with different inclinations adjacent to each other in the tire circumferential direction. FIG. 6A is a diagram for explaining the chamfer 51a by enlarging the area surrounded by A shown in FIG. In FIG. 6A, reference numerals in parentheses indicate elements in the region of the shoulder land portion 53 for convenience of explanation. The depth of the

chamfers

51a and 53a is preferably within 50% of the groove depth of the circumferential

main grooves

11 and 13, and is preferably 10 to 30%.

The groove depths of the outer circumferential

main grooves

11, 13, 15, 17 may be equal to or different from each other.
The maximum depth of the

chamfers

21a, 23a, 25a, 51a, 53a may be equal or different from each other.
The groove depths of the circumferential

shallow grooves

41 and 43 may be equal to or different from each other.
The maximum widths of the land blocks 24, 26 may be equal or different from each other.

In the pneumatic tire 1 described above, the tread pattern 10 has four circumferential

main grooves

11, 13, 15, 17, a lug groove 31 and a sipe 32 in the region of the inner land portion 21, By having the

lug grooves

33 and 35 and the

sipes

34 and 36 in the region of the

intermediate land portions

23 and 25, basic wet turning performance and snow handling stability to be provided as tire performance are ensured.
The

lug grooves

33 and 35 provided in the regions of the

intermediate land portions

23 and 25 are inclined in the same direction with respect to one side in the tire circumferential direction, and the

lug grooves

33 and 35 are formed on the inner land portion. The lug grooves 31 provided in the region 21 are inclined in the opposite direction to the tire circumferential direction, and the

lug grooves

33 and 35 are at positions P and Q where they intersect the circumferential

shallow grooves

41 and 43, respectively. Since the groove slope is bent so as to approach the tire circumferential direction, wet turning performance and snow handling stability performance are improved.
Further, when the configuration of the

shoulder lug grooves

61, 63 is added to the configuration of the

lug grooves

31, 33, 35, the tread pattern 10 has grooves of various orientations and inclination angles. Steering stability is further improved.
Further, since the circumferential land

shallow grooves

41 and 43 having a shallower groove depth than the circumferential

main grooves

11, 13, 15, and 17 are provided in the regions of the

intermediate land portions

23 and 25, wear resistance is increased. Sex is secured.

Sipes

34 and 36 are provided in the regions of the

intermediate land portions

23 and 25, respectively, and these

sipes

34 and 36 are closed in the

intermediate land portions

23 and 25 without being connected to the inner circumferential

main grooves

15 and 17, respectively. This ensures wear resistance on the dry road surface.
Since the

sipes

34 and 36 have a three-dimensional shape in the inner region in the tire width direction with respect to the circumferential

shallow grooves

41 and 43, the block rigidity at the time of braking and driving becomes higher.

By forming the continuous land portion extending continuously in the tire circumferential direction in the region of the

shoulder land portions

51 and 53, the block rigidity of the

shoulder land portions

51 and 53 can be secured, and the wear resistance on the dry road surface Will improve. Moreover, while preventing the block rigidity of the

shoulder land portions

51 and 53 from being lowered, wear resistance on the dry road surface is ensured.
Since the maximum groove width of the

shoulder lug grooves

61, 63 is wider than the groove width of the

lug grooves

31, 33, 35, wet turning performance and on-snow handling stability performance are improved.
Since chamfering is performed on a part of the edge portions in the tire width direction of the inner land portion 21 and the

intermediate land portions

23 and 25, the edge amount increases, and wet turning performance and on-snow maneuvering stability performance are improved.

(Other embodiments)
The

sipes

34 and 36 may not be parallel to the

lug grooves

33 and 35. The

sipes

34 and 36 may be connected to the outer circumferential

main grooves

11 and 13. The

sipes

34 and 36 may be closed in the

intermediate land portions

23 and 25 without being connected to the inner circumferential

main grooves

15 and 17. The tread pattern 10 may not have the

sipes

34 and 36.
The

sipes

34 and 36 may have a two-dimensional shape on the inner side and a three-dimensional shape on the outer side with respect to the circumferential

shallow grooves

41 and 43, respectively, or three-dimensional shapes on both the inner and outer sides. Alternatively, it may be a two-dimensional shape, or may be a shape obtained by combining a two-dimensional shape and a three-dimensional shape on at least one side. The

sipes

34 and 36 may be provided only on one side with respect to the circumferential

shallow grooves

41 and 43.
The

shoulder lug grooves

61 and 63 may be connected to the outer circumferential

main grooves

11 and 13, and a plurality of land blocks may be formed in the tire circumferential direction. The tread pattern 10 may not have the

shoulder land portions

61 and 63.
The width of the

shoulder lug grooves

61, 63 may be equal to or smaller than the width of the

lug grooves

31, 33, 35.
The number of circumferential main grooves is not limited to four, and may be five or more. In this case, three or more inner circumferential main grooves may be included.

(Example)
In order to investigate the effect of the tread pattern 10 of the tire 1 of the present invention, a tire was manufactured as a prototype.
The tire size was P265 / 70R17 113T. The rim was 17 × 7.5 J, and a tire provided with a tread pattern having the specifications shown in Table 1 and Table 2 below was produced. In order to examine the tire performance, an FF vehicle having an engine displacement of 2 liters was used as a test vehicle. The internal pressure condition was 230 (kPa) for both the front and rear wheels.
As tire performance of the prototype tire, wet turning performance and snow handling stability performance were evaluated as follows.

For wet turning performance, on a wet road surface with a water film with a water depth of 1 mm at an outdoor tire test site, the test vehicle was run on a turning circuit of R30 (radius 30 m) at the limit speed for 5 laps, and the average lateral acceleration at that time was It was measured. The evaluation was performed by using the reciprocal of the measured value, and indicated by an index with the reciprocal of the measured value of the conventional tire as 100. The larger the index value, the better the wet turning performance.
The on-snow maneuvering stability performance was measured in the same manner as the above-described wet turning performance measurement except that the on-snow road surface was replaced with a wet road surface having a water film having a water depth of 1 mm and the road surface was traveled on the snow. The evaluation was performed by using the reciprocal of the measured value, and indicated by an index with the reciprocal of the measured value of the conventional tire as 100. The larger the index value, the better the steering stability performance on snow.
As for the wear resistance, the amount of wear was measured after traveling 2000 km on a public road. The evaluation was performed by using the reciprocal of the measured value, and indicated by an index with the reciprocal of the measured value of the conventional tire as 100. The larger the index value, the better the wear resistance performance.

The evaluation results are shown in Tables 1 and 2.
In Tables 1 and 2, “non-parallel” means that the direction in which the sipe extends is opposite to the direction in which the lug groove in the same intermediate land region extends and the tire width direction. “Parallel” means that the direction in which the sipe extends is the same direction as the direction in which the lug groove extends in the region of the same intermediate land and the tire width direction. The groove depth of the circumferential shallow groove means a ratio (%) to the groove depth of the circumferential main groove. Whether or not the shoulder lug groove is closed is whether the

shoulder lug grooves

61 and 63 are blocked in the middle without being connected to the outer circumferential

main grooves

11 and 13 or are connected to the outer circumferential

main grooves

11 and 13. Say. In Example 3, all the sipes in the middle land portion have a two-dimensional shape.

As is clear from Table 1 and Table 2, when the lug groove is bent in the region of the intermediate land and the groove depth of the circumferential shallow groove is shallower than the groove depth of the circumferential main groove ( Compared to Examples 1 to 5) and other cases (Comparative Examples 1 to 3), the wear resistance performance on the dry road surface, wet turning performance and snow handling stability performance were excellent. That is, while maintaining wear resistance performance on a dry road surface (index 100 or more), it was excellent in wet turning performance and snow handling stability performance (index 102 or more).
Particularly, in the tires of Examples 1 to 5 in which the groove depth of the circumferential shallow groove is 30% of the groove depth of the circumferential main groove, the circumferential shallow groove while the lug groove is bent in the region of the intermediate land portion. Compared with the tire of Comparative Example 2 in which the groove depth is equal to the groove depth of the circumferential main groove (100%), the balance between the on-snow driving stability performance, the wet turning performance and the wear resistance performance was excellent.

As mentioned above, although the pneumatic tire of this invention was demonstrated in detail, this invention is not limited to the said embodiment, Of course, in the range which does not deviate from the main point of this invention, you may make a various improvement and change. is there.

DESCRIPTION OF SYMBOLS 1 Pneumatic tire 2 Tread part 10

Tread pattern

11, 13 Outer circumferential direction

main groove

15, 17 Inner circumferential direction main groove 21

Inner land part

21a, 23a, 25a, 51a,

53a Chamfer

23, 25

Intermediate land part

22, 24, 26

Land block

31, 33, 35

Lug groove

31w, 33w, 35w Maximum groove width of

lug groove

34, 36

Sipe

41, 43

Shallow groove

51, 53

Shoulder land part

61, 63 Shoulder lug groove 61w, 62w Shoulder lug Maximum groove width θm1, θm2 Groove inclination CL of lug groove Center line P, Q Position where lug groove intersects circumferentially shallow groove X1 First direction in tire circumferential direction X2 Second direction in tire circumferential direction

Claims

A pneumatic tire,
With beads,
Side walls,
Belt layer,
The carcass layer,
Including a tread portion having a tread pattern,
The tread pattern is
Four circumferential main grooves parallel to the tire circumferential direction, two outer circumferential main grooves arranged on the outer side in the tire width direction, and two inner sides sandwiched between the outer circumferential main grooves A circumferential main groove, a tire center line passes between the inner circumferential main grooves, and a circumferential main groove group;
A region of an inner land portion defined by the two inner circumferential main grooves and through which the tire center line passes, and two intermediate lands defined by the outer circumferential main groove and the inner circumferential main groove A plurality of lug grooves that form a plurality of land portion blocks in the inner land portion and the intermediate land portion across a region of a portion;
A circumferential shallow groove having a shallower groove depth than the circumferential main groove, provided in each of the regions of the intermediate land portion and extending in the tire circumferential direction;
When the lug groove provided in each region of the intermediate land portion advances from the outer side in the tire width direction to the inner side in the tire width direction, the tire of the lug groove provided in the region of one intermediate land portion of the two intermediate land portions The direction of the groove inclination inclined with respect to the first direction in the circumferential direction is the first of the lug grooves provided in the region of the other intermediate land portion of the two intermediate land portions in the tire circumferential direction. The lug groove provided in each of the regions of the intermediate land portion has the same direction as the groove inclination inclined with respect to the second direction opposite to the direction at a position intersecting the circumferential shallow groove. Bent so that the groove slope approaches the tire circumferential direction,
When the lug groove provided in the inner land portion proceeds from the outer side in the tire width direction to the inner side in the tire width direction, the lug groove provided in each region of the intermediate land portion has a different groove inclination direction with respect to the tire circumferential direction. A pneumatic tire characterized by extending in the direction.
Each of the intermediate land portions has a sipe extending in parallel with a lug groove provided in each of the intermediate land portions, and the sipe is connected to the inner circumferential main groove. The pneumatic tire according to claim 1, wherein the pneumatic tire is blocked within the intermediate land portion without any problems.
The sipe extends in a zigzag shape while being displaced in a direction orthogonal to the extending direction of the sipe in a region inside the tire width direction with respect to the circumferential shallow groove, and the sipe extends from the tread surface of the sipe. The pneumatic tire according to claim 2, wherein the pneumatic tire extends in a zigzag shape toward the bottom while being displaced in a direction orthogonal to a sipe depth direction toward the bottom of the sipe.
The sipe extends linearly in a region outside in the tire width direction with respect to the circumferential shallow groove, and extends in a planar shape in a sipe depth direction from the tread surface of the sipe toward the bottom of the sipe. Item 4. The pneumatic tire according to Item 2 or 3.
Furthermore, in the area outside the tire width direction of the circumferential main groove group, there is a shoulder land portion,
In the region of the shoulder land portion, a shoulder lug groove extending from the outer side in the tire width direction toward the outer circumferential main groove is provided, and the shoulder lug groove is not connected to the outer circumferential main groove. The pneumatic tire according to any one of claims 1 to 4, wherein the shoulder land portion forms a continuous land portion that continuously extends in a tire circumferential direction by being blocked in the middle.
Furthermore, in the area outside the tire width direction of the circumferential main groove group, there is a shoulder land portion,
In the region of the shoulder land portion, a shoulder lug groove extending from the outer side in the tire width direction toward the outer circumferential main groove is provided,
The pneumatic groove according to any one of claims 1 to 5, wherein a maximum groove width of the shoulder lug groove is wider than a maximum groove width of lug grooves provided in regions of the inner land portion and the intermediate land portion. tire.
The shoulder land portion is provided with a shoulder sipe extending from the outer side in the tire width direction toward the outer circumferential main groove,
The shoulder sipe extends linearly in the extending direction of the shoulder sipe, and extends in a planar shape in a sipe depth direction from the tread surface of the shoulder sipe toward the bottom of the shoulder sipe; Displaced in a direction perpendicular to the sipe depth direction from the tread surface of the shoulder sipe toward the bottom of the shoulder sipe while displacing in a direction perpendicular to the extending direction of the shoulder sipe. A second portion extending in a zigzag shape toward the bottom, and the shoulder sipe moves from the first portion toward the outer circumferential main groove from the outer side in the tire width direction. The pneumatic tire according to claim 6, wherein the pneumatic tire ends and changes.
The pneumatic tire according to any one of claims 1 to 7, wherein a part of an edge portion in contact with the circumferential main groove of the inner land portion and the intermediate land portion is chamfered.
Of the intermediate land portion, the width of the land portion in the region on the inner side in the tire width direction with respect to the circumferential shallow groove is equal to that in the region on the outer side in the tire width direction with respect to the circumferential shallow groove in the intermediate land portion. The pneumatic tire according to any one of claims 1 to 8, wherein the pneumatic tire is wider than a width of a land portion.