WO2018163273A1 - 空気入りタイヤ - Google Patents

空気入りタイヤ Download PDF

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Publication number
WO2018163273A1
WO2018163273A1 PCT/JP2017/008941 JP2017008941W WO2018163273A1 WO 2018163273 A1 WO2018163273 A1 WO 2018163273A1 JP 2017008941 W JP2017008941 W JP 2017008941W WO 2018163273 A1 WO2018163273 A1 WO 2018163273A1
Authority
WO
WIPO (PCT)
Prior art keywords
groove
tire
main groove
width direction
land portion
Prior art date
Application number
PCT/JP2017/008941
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
雅也 三田
Original Assignee
横浜ゴム株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 横浜ゴム株式会社 filed Critical 横浜ゴム株式会社
Priority to KR1020187034507A priority Critical patent/KR102205523B1/ko
Priority to CN201780035132.XA priority patent/CN109311351B/zh
Priority to RU2018144132A priority patent/RU2699511C1/ru
Priority to PCT/JP2017/008941 priority patent/WO2018163273A1/ja
Priority to JP2017513168A priority patent/JP6256658B1/ja
Priority to AU2017402111A priority patent/AU2017402111B2/en
Priority to DE112017007194.1T priority patent/DE112017007194B4/de
Publication of WO2018163273A1 publication Critical patent/WO2018163273A1/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
    • B60C11/1392—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block edges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0306—Patterns comprising block rows or discontinuous ribs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0346—Circumferential grooves with zigzag shape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0348—Narrow grooves, i.e. having a width of less than 4 mm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0351—Shallow grooves, i.e. having a depth of less than 50% of other grooves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0353—Circumferential grooves characterised by width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0355—Circumferential grooves characterised by depth
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
    • B60C2011/0367—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by depth
    • B60C2011/0369—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by depth with varying depth of the groove
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0381—Blind or isolated grooves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0386—Continuous ribs
    • B60C2011/0388—Continuous ribs provided at the equatorial plane

Definitions

  • the present invention relates to a pneumatic tire capable of preventing poor appearance and improving uneven wear resistance while ensuring braking performance on a wet road surface.
  • a pneumatic tire described in Patent Document 1 includes at least four circumferential main grooves extending in the tire circumferential direction, and rib-shaped and plural land portions defined by the circumferential main grooves.
  • the tread portion and the second land portion defined on the inner side in the tire width direction of the circumferential main groove by the circumferential main groove at the outermost side in the tire width direction extends in the tire circumferential direction and has a zigzag shape.
  • a zigzag narrow groove that divides the second land portion in the tire width direction is provided.
  • the zigzag narrow groove has a bent portion, there is a possibility that the land portion may be damaged when the tire is molded and the appearance may be deteriorated.
  • the zigzag narrow groove has a bent portion, there is a risk that uneven wear may occur due to a difference in rigidity in the vicinity.
  • the present invention has been made in view of the above, and an object of the present invention is to provide a pneumatic tire capable of preventing appearance defects and improving uneven wear resistance while ensuring braking performance on a wet road surface. To do.
  • a pneumatic tire according to the present invention includes a first main groove provided in a contact center portion of a tread portion extending along a tire circumferential direction, and the first main groove.
  • a second main groove extending along the tire circumferential direction on the outer side in the tire width direction of the one main groove and the first main groove and the second main groove are partitioned to be continuous in the tire circumferential direction.
  • a plurality of chamfers arranged along the tire circumferential direction that are provided at the opening edge on the land portion side of the first main groove and change the position of the opening edge obliquely with respect to the tire circumferential direction.
  • the chamfered portion of the chamfered portion extending along the tire circumferential direction provided along the tire width direction of the opening edge provided in the land portion and having the chamfered portion of the first main groove.
  • a bent groove provided by bending according to the shape of the chamfer, and the second main groove in the land portion A sub-groove provided between the bending groove, extending in the tire circumferential direction and extending toward the bending groove, and having an end facing the bending groove terminating in the land portion.
  • the edge component of the tire contact surface is secured by the bent groove, and the braking performance on the wet road surface, which is the wet performance of the tire, is secured.
  • a bent groove is provided to be bent in accordance with the chamfered shape of the chamfered portion provided at the opening edge of the first main groove, and a sub-groove having one end facing the bent groove terminating in the land portion is provided.
  • a bent groove is provided that is bent in accordance with the shape of the chamfered portion of the chamfered portion provided at the opening edge of the first main groove, and a sub-groove is provided in which one end facing the bent groove terminates in the land portion.
  • the bent groove has a groove width Wa formed in a range of 4% to 8% with respect to the width W of the land portion in the tire width direction. To do.
  • the groove width Wa of the bent groove is in the range of 4% or more and 8% or less with respect to the tire width direction dimension W of the land portion in order to improve the uneven wear resistance performance while ensuring the braking performance on the wet road surface.
  • it is formed.
  • the bending groove has a tire width direction dimension Wb up to an edge at the land portion of the chamfered portion at a center line thereof with respect to a tire width direction dimension W of the land portion. , 20% to 45%.
  • the tire width direction dimension Wb to the edge of the chamfered portion of the chamfered portion at the center line of the bent groove exceeds 45% with respect to the tire width direction size W of the land portion, the range in which the auxiliary groove is disposed Since it becomes narrow and it becomes difficult to ensure the length of the sub-groove, the drainage performance of the sub-groove is reduced and the contribution to the braking performance on the wet road surface is reduced. Therefore, in order to improve uneven wear resistance while ensuring braking performance on a wet road surface, the tire width direction dimension Wb to the edge at the land portion of the chamfered portion at the center line of the bent groove is the tire of the land portion. It is preferably formed in the range of 20% to 45% with respect to the width direction dimension W.
  • the bent groove has a groove depth Ha that is formed in a range of 30% to 55% with respect to the groove depth H of the first main groove.
  • the groove depth Ha of the bent groove is less than 30% with respect to the groove depth H of the first main groove, the drainage of the bent groove is lowered and the contribution to the braking performance on wet road surfaces is reduced.
  • the groove depth Ha of the bent groove exceeds 55% with respect to the groove depth H of the first main groove, the groove depth Ha of the bent groove approaches the groove depth H of the first main groove.
  • the groove depth Ha of the bent groove is formed in the range of 30% or more and 55% or less with respect to the groove depth H of the first main groove in order to prevent poor appearance while ensuring braking performance on a wet road surface. It is preferable.
  • the chamfered portion has a long side and a short side where the chamfer is inclined with respect to the tire circumferential direction, and is formed in a triangular shape at the opening edge of the first main groove.
  • the bent groove includes a long first inclined portion inclined in the tire circumferential direction along the chamfered long side and a short second inclined inclined in the tire circumferential direction along the chamfered short side.
  • the angle ⁇ of the first inclined portion with respect to the tire circumferential direction is in the range of 2 ° or more and 7 ° or less, and the angle ⁇ of the second inclined portion with respect to the tire circumferential direction is formed. Is formed in a range of 20 ° to 60 °.
  • the bent groove approaches the tire circumferential direction and the edge effect This reduces the contribution to braking performance on wet road surfaces.
  • the angle ⁇ of the first inclined portion with respect to the tire circumferential direction exceeds 7 ° or the angle ⁇ of the second inclined portion with respect to the tire circumferential direction exceeds 60 °, the bending groove is excessively bent and the corner portion Since the rigidity of the land portion is reduced, the effect of improving uneven wear resistance is reduced, and the land portion is easily damaged when the mold is removed from the bent groove during tire molding.
  • the angle ⁇ with respect to the tire circumferential direction of the first inclined portion is in the range of 2 ° or more and 7 ° or less in order to prevent poor appearance and improve uneven wear resistance while ensuring braking performance on a wet road surface.
  • the angle ⁇ of the second inclined portion with respect to the tire circumferential direction is preferably formed in a range of 20 ° to 60 °.
  • the chamfered portion has a tire width direction dimension Wc of 4% to 15% with respect to the land width direction dimension W of the land portion. It is characterized by.
  • the tire width direction dimension Wc of the chamfered portion is 4% or more and 15% or less with respect to the tire width direction dimension W of the land portion. It is preferable to form in the range.
  • the chamfered portion is formed such that the tire radial dimension Hb is in a range of 30% to 60% with respect to the groove depth H of the first main groove. It is characterized by that.
  • the tire radial direction dimension Hb of the chamfered portion is less than 30% with respect to the groove depth H of the first main groove, the drainage of the first main groove is reduced, which contributes to braking performance on wet road surfaces. Get smaller.
  • the tire radial direction dimension Hb of the chamfered portion exceeds 60% with respect to the groove depth H of the first main groove, the rigidity of the land portion is lowered and the effect of improving the uneven wear resistance performance is reduced. Therefore, the tire radial direction dimension Hb of the chamfered portion is 30% or more and 60% or less with respect to the groove depth H of the first main groove in order to improve uneven wear resistance while ensuring braking performance on a wet road surface. It is preferable that it is formed in the range.
  • the chamfered portion in the tire width direction dimension Wc of the chamfer and the chamfered portion in the portion where the chamfered portion and the bent groove face in the tire width direction, the chamfered portion in the tire width direction dimension Wc of the chamfer and the chamfered portion.
  • the bending range Wd in the tire width direction at the bent groove portions facing each other in the tire width direction is equal, and the tire circumferential direction dimension La of one of the chamfers in the chamfered portion and the tire width with respect to the chamfering
  • the tire circumferential direction dimension Lb of one bending unit at the bent groove portions facing in the direction is formed to be equal.
  • the tire width direction dimension Wc of the chamfer is equal to the bending range Wd in the tire width direction at the portion of the bending groove facing the chamfer in the tire width direction, and the chamfering is performed.
  • the tire circumferential direction dimension La and the tire circumferential direction dimension Lb of one bending unit at the portion of the bending groove facing the chamfering in the tire width direction are formed to be equal to each other so that the edge shape of the chamfering
  • the bent grooves are parallel to each other, and the difference in rigidity in the tire circumferential direction in the land portion therebetween can be made uniform, and the effect of improving the uneven wear resistance can be significantly obtained.
  • the sub-groove is formed such that the tire width direction dimension We thereof is in a range of 40% to 50% with respect to the tire width direction dimension W of the land portion.
  • the tire width direction dimension We of the minor groove is less than 40% with respect to the tire width direction dimension W of the land portion, the drainability of the minor groove is lowered and the contribution to the braking performance on a wet road surface is reduced.
  • the tire width direction dimension We of the sub-groove exceeds 50% with respect to the tire width direction dimension W of the land portion, the rigidity of the land portion is lowered and the effect of improving the uneven wear resistance performance is reduced. Therefore, in order to improve the uneven wear resistance while ensuring the braking performance on the wet road surface, the tire width direction dimension We of the sub-groove is in the range of 40% to 50% with respect to the tire width direction dimension W of the land portion. It is preferable to be formed.
  • the second main groove is provided on both sides of the first main groove in the tire width direction, and the land portion is on the both sides of the first main groove in the tire width direction.
  • a groove and each of the second main grooves, the chamfered portion is provided at both opening edges of the first main groove, the bent groove is provided in each land portion, and each land portion is provided.
  • the sub-groove is provided, and when the rim is assembled to a normal rim, filled with a normal internal pressure and 70% of the normal load is applied, the chamfered portion is placed in a state where the tread portion is in contact with the flat surface.
  • the groove opening area of the first main groove excluding the chamfered portion is larger than 15% and 20% or less.
  • the groove opening area of the first main groove including the chamfered portion is larger than 15% with respect to the groove opening area of the first main groove excluding the chamfered portion, the edge effect of the chamfering is reduced, so the wet road surface The contribution to braking performance is reduced.
  • the groove opening area of the first main groove including the chamfered portion is larger than 20% with respect to the groove opening area of the first main groove excluding the chamfered portion, is the chamfered notch large in the land portion? Therefore, the rigidity of the land portion is lowered and the effect of improving uneven wear resistance is reduced.
  • the groove opening area of the first main groove including the chamfered portion is the groove opening area of the first main groove excluding the chamfered portion in order to improve the uneven wear resistance performance while ensuring the braking performance on the wet road surface.
  • the second main groove is provided on both sides of the first main groove in the tire width direction, and the land portion is on the both sides of the first main groove in the tire width direction.
  • a groove and each of the second main grooves, the chamfered portion is provided at both opening edges of the first main groove, the bent groove is provided in each land portion, and each land portion is provided.
  • the sub-grooves are provided, and the chamfered portions of the both opening edges of the first main groove are the boundary portions where the chamfers are continuously provided in the tire circumferential direction, and the chamfers are continuous. Is provided so as to be shifted in the tire circumferential direction at each opening edge of the first main groove.
  • the chamfered boundary is always provided in the tire circumferential direction by providing the chamfered boundary at the opening edge of the first main groove so that the braking performance on the wet road surface is ensured. can do.
  • the second main groove is provided on the outer side in the tire width direction of each of the two first main grooves, and the land portion is on the outer side in the tire width direction of the first main groove.
  • the chamfered portion is provided only at the opening edge on the outer side in the tire width direction of the first main groove, the bent groove is provided in the land portion, And the sub-groove is provided in the land portion, and when the rim is assembled to the normal rim, the normal internal pressure is filled and 70% of the normal load is applied, the tread portion is in contact with the flat surface,
  • a groove opening area of the first main groove including the chamfered portion is formed to be large in a range of 8% to 13% with respect to a groove opening area of the first main groove excluding the chamfered portion. It is characterized by.
  • the groove opening area of the first main groove including the chamfered portion is less than 8% and larger than the groove opening area of the first main groove excluding the chamfered portion, the edge effect of chamfering is reduced, so that the wet road surface The contribution to braking performance is reduced.
  • the groove opening area of the first main groove including the chamfered portion is larger than 13% with respect to the groove opening area of the first main groove excluding the chamfered portion, is the chamfering greatly cut out in the land portion? Therefore, the rigidity of the land portion is lowered and the effect of improving uneven wear resistance is reduced.
  • the groove opening area of the first main groove including the chamfered portion is the groove opening area of the first main groove excluding the chamfered portion in order to improve the uneven wear resistance performance while ensuring the braking performance on the wet road surface.
  • the rubber material forming the tread surface in the tread portion has a rubber hardness in a range of 62 to 68 at 20 ° C.
  • the rubber hardness of the rubber material forming the tread surface is preferably in the range of 62 to 68.
  • the rubber material forming the tread surface of the tread has a tan ⁇ at 0 ° C. in the range of 0.60 to 0.80.
  • the WET performance that is, the braking performance on a wet road surface tends to decrease.
  • the tan ⁇ exceeds 0.80, the rubber strength is lowered, and the land portion is liable to be damaged due to die-cutting during tire molding.
  • the tan ⁇ at 0 ° C. of the rubber material forming the tread surface is preferably in the range of 0.60 or more and 0.80 or less.
  • the edge end in the tire width direction in contact with the tread surface in the second main groove and the tread surface in the first main groove adjacent to the second main groove on the edge end in the tire width direction in contact with the tread surface in the second main groove and the tread surface in the first main groove adjacent to the second main groove.
  • the actual profile line in the land portion defined by the first main groove and the second main groove protrudes outward in the tire radial direction with respect to the virtual profile line passing through each edge end on both sides in the tire width direction in contact with the tire. It is formed.
  • the contact length in the tire circumferential direction in the contact region is compared with the virtual profile line. Can be increased. That is, the contact area can be increased in the tire circumferential direction. As a result, the ground contact property is improved and the braking performance on a wet road surface can be improved. Moreover, the uneven wear resistance performance can be improved by improving the grounding property.
  • the pneumatic tire according to the present invention can prevent poor appearance and improve uneven wear resistance while ensuring braking performance on a wet road surface.
  • FIG. 1 is a plan view of a tread portion of a pneumatic tire according to Embodiment 1 of the present invention.
  • FIG. 2 is a partially enlarged plan view (FIG. 2A) and a cross-sectional view (FIG. 2B) of the tread portion of the pneumatic tire according to the first embodiment of the present invention.
  • FIG. 3 is a partially enlarged plan view of a tread portion of another example of the pneumatic tire according to the first embodiment of the present invention.
  • FIG. 4 is a partially enlarged cross-sectional view of the tread portion of the pneumatic tire according to the first embodiment of the present invention.
  • FIG. 5 is an explanatory diagram of a virtual profile line of the tread portion of the pneumatic tire according to the first embodiment of the present invention.
  • FIG. 6 is a plan view of the tread portion of the pneumatic tire according to the second embodiment of the present invention.
  • FIG. 7 is a partially enlarged plan view (FIG. 7A) and a cross-sectional view (FIG. 7B) of a tread portion of a pneumatic tire according to Embodiment 2 of the present invention.
  • FIG. 8 is a partially enlarged plan view of a tread portion of another example of a pneumatic tire according to Embodiment 2 of the present invention.
  • FIG. 9 is a partially enlarged cross-sectional view of a tread portion of a pneumatic tire according to Embodiment 2 of the present invention.
  • FIG. 10 is an explanatory diagram of a virtual profile line of the tread portion of the pneumatic tire according to the second embodiment of the present invention.
  • FIG. 11 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention.
  • FIG. 12 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention.
  • FIG. 13 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention.
  • FIG. 14 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention.
  • FIG. 15 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention.
  • FIG. 16 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention.
  • FIG. 1 is a plan view of a tread portion of a pneumatic tire according to the present embodiment.
  • FIG. 2 is a partially enlarged plan view (FIG. 2A) and a cross-sectional view (FIG. 2B) of the tread portion of the pneumatic tire according to the present embodiment.
  • FIG. 3 is a partially enlarged plan view of a tread portion of another example of the pneumatic tire according to the present embodiment.
  • FIG. 4 is a partially enlarged cross-sectional view of the tread portion of the pneumatic tire according to the present embodiment.
  • FIG. 5 is an explanatory diagram of a virtual profile line of the tread portion of the pneumatic tire according to the present embodiment.
  • the tire circumferential direction refers to a circumferential direction having a rotation axis (not shown) of the pneumatic tire 1 as a central axis.
  • the tire width direction means a direction parallel to the rotation axis
  • the inner side in the tire width direction means the side toward the tire equator plane (tire equator line) CL in the tire width direction
  • the outer side in the tire width direction means the tire width direction. Is the side away from the tire equatorial plane CL.
  • the tire radial direction refers to a direction orthogonal to the rotation axis
  • the inner side in the tire radial direction refers to the side toward the rotation axis in the tire radial direction
  • the outer side in the tire radial direction refers to the side away from the rotation axis in the tire radial direction.
  • the tire equatorial plane CL is a plane that is orthogonal to the rotational axis and passes through the center of the tire width of the pneumatic tire 1.
  • the tire equator line is a line along the tire circumferential direction of the pneumatic tire 1 on the tire equator plane CL. In the present embodiment, the same sign “CL” as that of the tire equator plane is attached to the tire equator line.
  • the pneumatic tire 1 of the present embodiment has a tread portion 2 as shown in FIG.
  • the tread portion 2 is made of a rubber material, exposed at the outermost side in the tire radial direction of the pneumatic tire 1, and the surface thereof becomes the contour of the pneumatic tire 1 as a tread surface 2 a.
  • the tread portion 2 is provided with a plurality (three in this embodiment) of circumferential main grooves (main grooves) 3 extending in the tire circumferential direction side by side on the tread surface 2a.
  • the circumferential main groove 3 at the center in the tire width direction is a center main groove (first main groove) 3A, and the circumferential main grooves 3 on both outer sides in the tire width direction of the center main groove 3A are shoulders.
  • the main groove (second main groove) is 3B.
  • the circumferential main groove 3 has a groove width of 5 mm or more and 20 mm or less and a groove depth (a dimension from the opening position of the tread surface 2a to the groove bottom) of 5 mm or more and 15 mm or less.
  • the center main groove 3A of the circumferential main groove 3 is disposed in the grounding central portion in the grounding region.
  • the contact center portion is a region near the tire equator plane CL
  • the center main groove 3A which is the circumferential main groove 3 disposed in the contact center portion in the present embodiment, is disposed closest to the tire equator surface CL.
  • the circumferential main grooves 3 are arranged on the tire equatorial plane CL.
  • the tread surface 2a of the tread portion 2 of the pneumatic tire 1 is dried when the pneumatic tire 1 is assembled on a regular rim and filled with a regular internal pressure and 70% of the regular load is applied.
  • the regular rim is “standard rim” defined by JATMA, “Design Rim” defined by TRA, or “Measuring Rim” defined by ETRTO.
  • the normal internal pressure is “maximum air pressure” specified by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” specified by TRA, or “INFLATION PRESSURES” specified by ETRTO.
  • the normal load is “maximum load capacity” defined by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “LOAD CAPACITY” defined by ETRTO.
  • the tread portion 2 has a plurality of land portions 4 (four in the present embodiment) partitioned in the tire width direction by the circumferential main grooves 3 on the tread surface 2a.
  • the two rib-like land portions 4 defined by the center main groove 3A and the shoulder main grooves 3B on both outer sides in the tire width direction are defined as the center land portion 4A.
  • the center main groove 3A has a chamfer 5A that changes the position of the opening edge obliquely with respect to the tire circumferential direction at the opening edge of the center land portion 4A on the shoulder main groove 3B side.
  • a plurality of chamfered portions 5 are provided along the tire circumferential direction.
  • the center main groove 3A of the present embodiment is provided with shoulder main grooves 3B on both outer sides in the tire width direction and center land portions 4A on both outer sides in the tire width direction. Part 5 is provided.
  • the chamfer 5A has a corner portion of the opening edge of the center main groove 3A cut out in a triangular shape on the tread surface 2a of the center land portion 4A. As shown in FIG.
  • the chamfer 5A has a long side 5a and a short side 5b having different lengths inclined with respect to the tire circumferential direction, and is formed in a triangular shape at the opening edge of the center main groove 3A.
  • the chamfer 5A may have two sides having the same length inclined with respect to the tire circumferential direction and may be formed in a triangular shape at the opening edge of the center main groove 3A. Therefore, the center main groove 3 ⁇ / b> A has an edge portion that is inclined with respect to the tire circumferential direction by the chamfered portion 5.
  • the center main groove 3A is formed by reversing the chamfers 5A provided on the opening edges on both sides in the tire width direction, so that the opening of the center main groove 3A is It is formed in a zigzag shape with a continuous lightning bolt that bends a straight line many times along the tire circumferential direction. Further, as shown in FIG. 2A, the chamfer 5A may be provided continuously in the tire circumferential direction, and as shown in FIG. 3, the chamfer 5A is provided at an interval 5B in the tire circumferential direction. May be.
  • the bent groove 6 and the auxiliary groove 7 are formed in the center land portion 4A defined by the center main groove 3A and the shoulder main groove 3B.
  • the bent groove 6 is provided along the tire width direction of the opening edge having the chamfered portion 5 of the center main groove 3A, and extends along the tire circumferential direction.
  • the bending groove 6 is formed to be bent by inclining in accordance with the shape of the chamfer 5A of the chamfered portion 5.
  • the bending groove 6 includes a long first inclined portion 6a inclined in the tire circumferential direction along the long side 5a of the chamfer 5A, and a chamfer.
  • a short second inclined portion 6b that is inclined in the tire circumferential direction along the short side 5b of 5A is formed and bent.
  • the bending groove 6 is provided along the tire circumferential direction according to the shape of the triangular chamfer 5A, the lightning bolt shape in which a straight line is bent many times along the tire circumferential direction has a zigzag shape. Is formed.
  • the chamfer 5A is provided with the opening edge of the center main groove 3A extending in the tire circumferential direction at an interval 5B in the tire circumferential direction.
  • the bent land 6 divides the center land portion 4A into a first center land portion 4Aa on the center main groove 3A side and a second center land portion 4Ab on the shoulder main groove 3B side.
  • the bent groove 6 has a groove width of 1.5 mm or more and less than the circumferential main groove 3 and less than the circumferential main groove 3.
  • the secondary groove 7 is provided between the shoulder main groove 3B and the bent groove 6 and is formed so as to intersect the tire circumferential direction.
  • the sub-groove 7 has a center land portion 4 ⁇ / b> A (second) so that one end 7 a extends toward the bending groove 6 and is spaced from the bending groove 6. It is provided to terminate in the center land portion 4Ab).
  • the sub-groove 7 is provided with the one end 7 a facing the short second inclined portion 6 b where the bending groove 6 is large. Further, the sub-groove 7 is provided such that the other end 7b extends toward the shoulder main groove 3B and communicates with the shoulder main groove 3B.
  • the sub-groove 7 is provided to terminate in the center land portion 4A (second center land portion 4Ab) so that the other end 7b is spaced from the shoulder main groove 3B. It may be.
  • the sub-groove 7 has a groove width of 1.5 mm or more and less than the circumferential main groove 3 and less than the circumferential main groove 3.
  • the pneumatic tire 1 of the present embodiment includes the center main groove (first main groove) 3A provided in the ground contact central portion of the tread portion 2 so as to extend along the tire circumferential direction, and the center main groove.
  • the tire main circumferential direction is defined by a shoulder main groove (second main groove) 3B that extends along the tire circumferential direction on the outer side in the tire width direction of 3A, a center main groove 3A, and a shoulder main groove 3B.
  • a chamfer 5A that is provided at an opening edge on the center land portion 4A side in the center main groove 3A and changes the position of the opening edge obliquely with respect to the tire circumferential direction.
  • the bent groove 6 that is bent and provided between the shoulder main groove 3B and the bent groove 6 in the center land portion 4A and extends toward the bent groove 6 across the tire circumferential direction,
  • One end 7a facing the bent groove 6 is provided with a sub groove 7 that terminates in the center land portion 4A.
  • the edge component of the tire contact surface is secured by the bent groove 6, and the braking performance on the wet road surface, which is the wet performance of the tire, is secured.
  • the bent groove 6 is bent according to the shape of the chamfer 5A of the chamfered portion 5 provided at the opening edge of the center main groove 3A, and one end 7a facing the bent groove 6 is provided in the center land portion 4A.
  • the bent groove 6 is bent in accordance with the shape of the chamfer 5A of the chamfer 5 provided at the opening edge of the center main groove 3A, and one end 7a facing the bent groove 6 is provided in the center land portion 4A. Since the sub-groove 7 that terminates at is provided, the difference in rigidity of the center land portion 4A having the bent groove 6 is suppressed and the contact pressure is made uniform, so that the uneven wear resistance can be improved.
  • the bending groove 6 has a groove width (opening width) Wa that is a dimension W in the tire width direction of the center land portion 4A.
  • it is preferably formed in the range of 4% or more and 8% or less.
  • the groove width Wa of the bent groove 6 is less than 4% with respect to the dimension W in the tire width direction of the center land portion 4A, the drainage of the bent groove 6 is reduced and the contribution to braking performance on wet road surfaces is reduced. .
  • the groove width Wa of the bent groove 6 exceeds 8% with respect to the dimension W in the tire width direction of the center land portion 4A, the rigidity of the center land portion 4A is reduced and the effect of improving the uneven wear resistance is reduced. Therefore, the groove width Wa of the bent groove 6 is 4% or more and 8% or less with respect to the tire width direction dimension W of the center land portion 4A in order to improve the uneven wear resistance performance while ensuring the braking performance on the wet road surface.
  • the groove width Wa of the bent groove 6 is 5 with respect to the tire width direction dimension W of the center land portion 4A in order to obtain the effect of improving the uneven wear resistance performance while ensuring the braking performance on the wet road surface. It is preferable that it is formed in the range of not less than 7% and not more than 7%.
  • the bending groove 6 is to the edge 5c in the center land part 4A of the chamfering part 5 in the centerline S. It is preferable that the tire width direction dimension Wb is formed in a range of 20% to 45% with respect to the tire width direction dimension W of the center land portion 4A.
  • the center line S of the bent groove 6 is a straight line passing through the center of the groove width Wa of the bent groove 6.
  • An edge 5c at the center land portion 4A of the chamfered portion 5 is an edge of a portion where the chamfer 5A of the chamfered portion 5 is most greatly cut out on the tread surface 2a of the center land portion 4A.
  • the tire width direction dimension Wb to the edge 5c at the center land portion 4A of the chamfered portion 5 at the center line S of the bent groove 6 is improved.
  • it is preferably formed in a range of 20% to 45% with respect to the dimension W in the tire width direction of the center land portion 4A.
  • the distance from the center land portion 4A of the chamfered portion 5 to the edge 5c in the center line S of the bent groove 6 is as follows. It is preferable that the tire width direction dimension Wb is formed in a range of 25% to 35% with respect to the tire width direction dimension W of the center land portion 4A.
  • the groove depth Ha of the bent groove 6 is 30% or more 55 with respect to the groove depth H of the center main groove 3A. % Or less is preferable.
  • the groove depth Ha of the bent groove 6 is less than 30% with respect to the groove depth H of the center main groove 3A, the drainage of the bent groove 6 is reduced and the contribution to the braking performance on wet road surfaces is reduced.
  • the groove depth Ha of the bent groove 6 exceeds 55% with respect to the groove depth H of the center main groove 3A, the groove depth Ha of the bent groove 6 approaches the groove depth H of the center main groove 3A.
  • the groove depth Ha of the bent groove 6 is formed in the range of 30% or more and 55% or less with respect to the groove depth H of the center main groove 3A in order to prevent the appearance defect while ensuring the braking performance on the wet road surface. It is preferable that Note that the groove depth Ha of the bent groove 6 is not less than 35% and not more than 50% of the groove depth H of the center main groove 3A in order to obtain the effect of preventing poor appearance while ensuring braking performance on a wet road surface. It is preferably formed in the following range.
  • the chamfered portion 5 includes a long side 5a and a short side 5b where the chamfer 5A is inclined with respect to the tire circumferential direction.
  • the bent groove 6 has a long first inclined portion 6a and a surface inclined in the tire circumferential direction along the long side 5a of the chamfer 5A.
  • It has a short second inclined portion 6b that is inclined in the tire circumferential direction along the short side 5b of the handle 5A and is bent, and the angle ⁇ of the first inclined portion 6a with respect to the tire circumferential direction is 2 ° or more.
  • the angle ⁇ with respect to the tire circumferential direction of the second inclined portion 6b is in a range of 20 ° or more and 60 ° or less in a range of 7 ° or less.
  • the bent groove 6 approaches the tire circumferential direction. As a result, the edge effect is reduced, and the contribution to braking performance on wet road surfaces is reduced. On the other hand, if the angle ⁇ of the first inclined portion 6a with respect to the tire circumferential direction exceeds 7 ° or the angle ⁇ of the second inclined portion 6b with respect to the tire circumferential direction exceeds 60 °, the bending groove 6 is excessively bent.
  • the angle ⁇ with respect to the tire circumferential direction of the first inclined portion 6a is in the range of 2 ° or more and 7 ° or less in order to prevent poor appearance and improve uneven wear resistance while ensuring braking performance on a wet road surface.
  • the angle ⁇ of the second inclined portion 6b with respect to the tire circumferential direction is preferably formed in a range of 20 ° to 60 °.
  • the angle ⁇ of the first inclined portion 6a with respect to the tire circumferential direction is 3 ° or more and 5 ° in order to remarkably obtain the effect of preventing poor appearance and improving uneven wear resistance while ensuring braking performance on a wet road surface.
  • the angle ⁇ of the second inclined portion 6b with respect to the tire circumferential direction is preferably in the range of 30 ° to 45 °.
  • the chamfered portion 5 has a tire width direction dimension Wc equal to a tire width direction dimension W of the center land portion 4 ⁇ / b> A.
  • Wc tire width direction dimension
  • W of the center land portion 4 ⁇ / b> A it is preferably formed in a range of 4% to 15%.
  • the tire width direction dimension Wc of the chamfered portion 5 is less than 4% with respect to the tire width direction dimension W of the center land portion 4A, the drainage of the center main groove 3A is reduced and the braking performance on the wet road surface is improved. The contribution is reduced.
  • the tire width direction dimension Wc of the chamfered portion 5 exceeds 15% with respect to the tire width direction dimension W of the center land portion 4A, the chamfer 5A is greatly cut out in the center land portion 4A. The rigidity of the portion 4A is reduced and the effect of improving the uneven wear resistance performance is reduced.
  • the tire width direction dimension Wc of the chamfered portion 5 is 4% or more to the tire width direction dimension W of the center land portion 4A in order to improve uneven wear resistance while ensuring braking performance on a wet road surface. % Or less is preferable. Note that.
  • the tire width direction dimension Wc of the chamfered portion 5 is 6 to the tire width direction dimension W of the center land portion 4A in order to obtain the effect of improving the uneven wear resistance performance while ensuring the braking performance on the wet road surface. It is preferable to be formed in the range of not less than% and not more than 8%.
  • the chamfered portion 5 has a tire radial direction dimension Hb of 30% with respect to the groove depth H of the center main groove 3A. It is preferably formed in the range of 60% or less.
  • the tire radial direction dimension Hb of the chamfered portion 5 is less than 30% with respect to the groove depth H of the center main groove 3A, the drainage of the center main groove 3A is reduced, contributing to braking performance on wet road surfaces. Becomes smaller.
  • the tire radial direction dimension Hb of the chamfered portion 5 exceeds 60% with respect to the groove depth H of the center main groove 3A, the rigidity of the center land portion 4A is lowered and the effect of improving the uneven wear resistance performance is small. Become.
  • the tire radial direction dimension Hb of the chamfered portion 5 is 30% or more and 60% with respect to the groove depth H of the center main groove 3A in order to improve uneven wear resistance while ensuring braking performance on a wet road surface. It is preferably formed in the following range. In order to obtain the effect of improving the uneven wear resistance performance while ensuring the braking performance on the wet road surface, the tire radial dimension Hb of the chamfered portion 5 is larger than the groove depth H of the center main groove 3A. It is preferably formed in the range of 40% to 55%.
  • the chamfered portion 5 is chamfered at the portion where the chamfered portion 5 and the bent groove 6 face each other in the tire width direction.
  • the tire width direction dimension Wc of 5A and the bending range Wd in the tire width direction at the portion of the bending groove 6 facing the chamfer 5A in the tire width direction are equal, and one chamfer 5A in the chamfer 5
  • the tire circumferential direction dimension La and the tire circumferential direction dimension Lb of one bending unit at the portion of the bending groove 6 facing the chamfer 5A in the tire width direction are equal.
  • the tire width direction dimension Wc of the chamfer 5A is equal to the bending range Wd in the tire width direction at the portion of the bending groove 6 facing the chamfer 5A in the tire width direction, And the tire circumferential direction dimension La of the chamfer 5A and the tire circumferential direction dimension Lb of one bending unit at the portion of the bending groove 6 facing the chamfering 5A in the tire width direction are formed to be equal.
  • the edge shape of the chamfer 5A and the bend of the bent groove 6 are parallel, and the difference in rigidity in the tire circumferential direction in the center land portion 4A therebetween is made uniform, and the effect of improving the uneven wear resistance performance can be obtained remarkably. it can.
  • the auxiliary groove 7 has a tire width direction dimension We with respect to the tire width direction dimension W of the center land portion 4 ⁇ / b> A. , Preferably in the range of 40% to 50%.
  • the tire width direction dimension We of the minor groove 7 is a dimension in the tire width direction when the minor groove 7 is projected in the tire circumferential direction.
  • the tire width direction dimension We of the minor groove 7 is less than 40% with respect to the tire width direction dimension W of the center land portion 4A, the drainage performance of the minor groove 7 is reduced, which contributes to braking performance on wet road surfaces. Get smaller.
  • the tire width direction dimension We of the sub-groove 7 exceeds 50% with respect to the tire width direction dimension W of the center land portion 4A, the rigidity of the center land portion 4A decreases and the effect of improving uneven wear resistance is small. Become. Therefore, in order to improve uneven wear resistance while ensuring braking performance on a wet road surface, the tire width direction dimension We of the auxiliary groove 7 is 40% or more and 50% with respect to the tire width direction dimension W of the center land portion 4A.
  • the tire width direction dimension We of the sub-groove 7 is larger than the tire width direction dimension W of the center land portion 4A. It is preferably formed in the range of 43% or more and 46% or less.
  • the sub-groove 7 has a shortest dimension Wf between the end facing the bent groove 6 and the bent groove 6, so that the center land It is preferably formed in the range of 7% to 20% with respect to the dimension W in the tire width direction of the portion 4A.
  • the rigidity of the center land portion 4A decreases. Thus, the effect of improving uneven wear resistance is reduced.
  • the shortest dimension Wf between the end of the secondary groove 7 facing the bent groove 6 and the bent groove 6 exceeds 20% with respect to the dimension W in the tire width direction of the center land portion 4A, the rigidity of the center land portion 4A increases.
  • the center land portion 4A is easily damaged and the effect of preventing the appearance defect is reduced.
  • the shortest dimension Wf between the end of the secondary groove 7 facing the bent groove 6 and the bent groove 6 is smaller than the dimension W in the tire width direction of the center land portion 4A. It is preferably formed in the range of 7% to 20%. In order to prevent the appearance defect and improve the uneven wear resistance performance remarkably, the shortest dimension Wf between the end of the secondary groove 7 facing the bent groove 6 and the bent groove 6 is the tire width of the center land portion 4A. It is preferably formed in the range of 10% to 15% with respect to the directional dimension W.
  • the shortest dimension Wf between the end portion of the sub-groove 7 facing the bent groove 6 and the bent groove 6 is formed in the range of 2 mm or more and 5 mm or less. It is more preferable to form in this range.
  • shoulder main grooves 3B are respectively provided on both outer sides in the tire width direction of the center main groove 3A, and the center land portion 4A is the center main groove.
  • a center main groove 3A and a shoulder main groove 3B are defined on both outer sides in the tire width direction of 3A, chamfered portions 5 are provided at both opening edges of the center main groove 3A, and a bent groove 6 is formed in each center land portion 4A.
  • Each center land portion 4A is provided with a sub-groove 7, and when the rim is assembled to a normal rim, the normal internal pressure is filled and 70% of the normal load is applied, the tread portion 2 is a flat surface.
  • the groove opening area of the center main groove 3A including the chamfered portion 5 is formed to be large in a range of 15% to 20% with respect to the groove opening area of the center main groove 3A excluding the chamfered portion 5. Good to be Arbitrariness.
  • the edge effect of the chamfered 5A is reduced.
  • the contribution to braking performance on wet road surfaces is reduced.
  • the chamfered 5A is the center land portion. Since it is greatly cut out within 4A, the rigidity of the center land portion 4A is reduced, and the effect of improving the uneven wear resistance is reduced.
  • the groove opening area of the center main groove 3A including the chamfered portion 5 is the groove opening of the center main groove 3A excluding the chamfered portion 5 in order to improve the uneven wear resistance performance while ensuring the braking performance on the wet road surface. It is preferable to form large in the range of 15% or more and 20% or less with respect to the area. In addition, in order to obtain the effect of improving uneven wear resistance while ensuring braking performance on a wet road surface, the groove opening area of the center main groove 3A including the chamfered portion 5 is the center main except for the chamfered portion 5. It is preferable that it is formed large in the range of 17% to 19% with respect to the groove opening area of the groove 3A.
  • shoulder main grooves 3B are provided on both outer sides in the tire width direction of the center main groove 3A, and the center land portion 4A is the center main groove.
  • a center main groove 3A and a shoulder main groove 3B are defined on both outer sides in the tire width direction of 3A, chamfered portions 5 are provided at both opening edges of the center main groove 3A, and a bent groove 6 is formed in each center land portion 4A.
  • Each center land portion 4A is provided with a secondary groove 7, and each chamfered portion 5 at both opening edges of the center main groove 3A has a chamfer 5A continuously provided in the tire circumferential direction.
  • the boundary portion A where the chamfer 5A continues is preferably provided so as to be shifted in the tire circumferential direction at each opening edge of the center main groove 3A.
  • the chamfer 5A When the boundary portion A where the chamfer 5A is continuous coincides with each other at the opening edge of the center main groove 3A in the tire circumferential direction, the chamfer 5A does not exist in the tire circumferential direction at the coincident portion. As a result, the contribution to braking performance on wet road surfaces is reduced, and the hydroplaning resistance is also reduced. Therefore, since the boundary portion A where the chamfer 5A is continuous is provided by being shifted in the tire circumferential direction at each opening edge of the center main groove 3A, the chamfer 5A is always present in the tire circumferential direction. Performance can be ensured.
  • each shoulder land portion 4B is formed with a circumferential narrow groove 8 extending in the tire circumferential direction along the shoulder main groove 3B.
  • Each circumferential shoulder groove 4B divides each shoulder land portion 4B into a first shoulder land portion 4Ba on the shoulder main groove 3B side and a second shoulder land portion 4Bb on the outermost side in the tire width direction.
  • the circumferential narrow groove 8 has a groove width of 1.5 mm or more and less than the circumferential main groove 3 and less than the circumferential main groove 3.
  • Each shoulder land portion 4B has a shoulder sub-groove 9 that intersects the tire circumferential direction in the second shoulder land portion 4Bb.
  • One end of the shoulder sub-groove 9 passes through the circumferential narrow groove 8 and terminates in the first shoulder land portion 4Ba, and the other end extends to the outer side in the tire width direction of the tread surface 2a.
  • the shoulder sub-groove 9 has a groove width of 1.5 mm or more and less than the circumferential main groove 3 and a depth less than the circumferential main groove 3.
  • Each shoulder land portion 4B is formed with a shoulder narrow groove 10 that intersects the tire circumferential direction in the second shoulder land portion 4Bb.
  • the shoulder narrow groove 10 is provided with one end communicating with the circumferential narrow groove 8 and the other end extending outward in the tire width direction of the tread surface 2a.
  • the shoulder narrow groove 10 has a range of 0.4 mm to 1.2 mm and is formed as a so-called sipe.
  • the edge end 3Ba on the inner side in the tire width direction in contact with the tread surface 2a in the shoulder main groove 3B, and the shoulder main groove A center main groove 3A and a shoulder main groove 3B are defined with respect to a virtual profile line LA passing through the edge ends 3Aa and 3Aa on both sides in the tire width direction in contact with the tread surface 2a in the center main groove 3A adjacent to 3B.
  • the actual profile line LB in the center land portion 4A is preferably formed so as to protrude outward in the tire radial direction.
  • the virtual profile line LA has, in the meridian section, the edge end 3Ba on the inner side in the tire width direction in contact with the tread surface 2a in the shoulder main groove 3B, and the tread surface in the center main groove 3A adjacent to the shoulder main groove 3B.
  • 2a refers to an arc of curvature radius having a center point on the inner side in the tire radial direction of the tread surface 2a through the edge ends 3Aa and 3Aa on both sides in the tire width direction in contact with 2a.
  • the virtual profile line LA may have a center point on the tire equatorial plane CL.
  • the actual profile line LB is in contact with the tread surface 2a of the center main groove 3A adjacent to the shoulder main groove 3B and the edge end 3Ba on the inner side in the tire width direction in contact with the tread surface 2a of the shoulder main groove 3B in the meridional section.
  • the actual profile line LB in the center land portion 4 ⁇ / b> A protrudes outward in the tire radial direction from the virtual profile line LA. It can be increased compared to the case of line LA. That is, the contact area can be increased in the tire circumferential direction. As a result, the ground contact property is improved and the braking performance on a wet road surface can be improved. Moreover, the uneven wear resistance performance can be improved by improving the grounding property. Further, in the center land portions 4A on both sides in the tire width direction across the tire equatorial plane CL, the actual profile line LB is formed so as to protrude outward in the tire radial direction with respect to the virtual profile line LA. be able to.
  • the protrusion amount Ga is preferably 0.1 mm or more and 0.5 mm or less.
  • the maximum protrusion amount Ga in the center land portion 4A is less than 0.1 mm, the protrusion amount of the center land portion 4A is reduced, and it is difficult to improve the ground contact.
  • the maximum protrusion amount Ga of the center land portion 4A exceeds 0.5 mm, the protrusion amount of the center land portion 4A becomes excessive, and the contact length at the center portion of the land portion increases too much. It causes uneven wear in a form that wears out early. For this reason, in order to improve the braking performance and uneven wear resistance performance on a wet road surface, it is preferable that the maximum protrusion amount Ga to the outer side in the tire radial direction in the center land portion 4A is 0.1 mm or more and 0.5 mm or less.
  • the profile line in the shoulder land portion 4B on the outer side in the tire width direction of the shoulder main groove 3B is preferably formed on the virtual profile line LA ′ that passes through the virtual profile line LA. That is, the land portion protruding outward in the tire radial direction from the virtual profile line LA is only the center land portion 4A on the tire equatorial plane CL side with respect to the shoulder main groove 3B.
  • the center land portion 4A defined by the center main groove 3A and the shoulder main groove 3B is provided with the circumferentially bent groove 6, the ground contact property near the center of the center land portion 4A tends to deteriorate, and the tire Since the center land portion 4A near the equator line CL tends to have a lower ground pressure than the shoulder land portion 4B, the land portion protruding outward in the tire radial direction from the virtual profile line LA is more than the shoulder main groove 3B. Also, it is desirable that only the center land portion 4A on the tire equatorial plane CL side.
  • the tread surface 2a of the tread portion 2 of the pneumatic tire 1 is a road surface.
  • the two outermost ends in the tire width direction are continuous and continuous in the tire circumferential direction.
  • the rubber material forming the tread surface 2a in the tread portion 2 has a rubber hardness (JIS-A hardness in accordance with JIS-K6253 under the condition of 20 ° C.) in the range of 62 to 68. It is preferable. If the rubber hardness is less than 62, the rubber strength tends to decrease and the uneven wear resistance tends to decrease. On the other hand, when the rubber hardness exceeds 68, the flexibility of the rubber becomes low and the braking performance on a wet road surface tends to be lowered. For this reason, the rubber hardness of the rubber material forming the tread surface 2a is preferably in the range of 62 to 68.
  • the rubber material forming the tread surface 2a in the tread portion 2 preferably has a tan ⁇ (tangent loss) at 0 ° C. in the range of 0.60 or more and 0.80 or less.
  • tan ⁇ tangent loss
  • the WET performance that is, the braking performance on a wet road surface tends to decrease.
  • tan ⁇ exceeds 0.80, the rubber strength is lowered, and the land portion is liable to be damaged due to die-cutting during tire molding.
  • the tan ⁇ at 0 ° C. of the rubber material forming the tread surface 2a is preferably in the range of 0.60 to 0.80.
  • FIG. 6 is a plan view of the tread portion of the pneumatic tire according to the present embodiment.
  • FIG. 7 is a partially enlarged plan view (FIG. 7A) and a cross-sectional view (FIG. 7B) of the tread portion of the pneumatic tire according to the present embodiment.
  • FIG. 8 is a partially enlarged plan view of a tread portion of another example of the pneumatic tire according to the present embodiment.
  • FIG. 9 is a partially enlarged cross-sectional view of the tread portion of the pneumatic tire according to the present embodiment.
  • FIG. 10 is an explanatory diagram of a virtual profile line of the tread portion of the pneumatic tire according to the present embodiment.
  • the tire circumferential direction refers to a circumferential direction having a rotation axis (not shown) of the pneumatic tire 11 as a central axis.
  • the tire width direction means a direction parallel to the rotation axis
  • the inner side in the tire width direction means the side toward the tire equator plane (tire equator line) CL in the tire width direction
  • the outer side in the tire width direction means the tire width direction. Is the side away from the tire equatorial plane CL.
  • the tire radial direction refers to a direction orthogonal to the rotation axis
  • the inner side in the tire radial direction refers to the side toward the rotation axis in the tire radial direction
  • the outer side in the tire radial direction refers to the side away from the rotation axis in the tire radial direction.
  • the tire equatorial plane CL is a plane that is orthogonal to the rotation axis and passes through the center of the tire width of the pneumatic tire 11.
  • the tire equator line is a line along the tire circumferential direction of the pneumatic tire 11 on the tire equator plane CL. In the present embodiment, the same sign “CL” as that of the tire equator plane is attached to the tire equator line.
  • the pneumatic tire 11 of the present embodiment has a tread portion 2 as shown in FIG.
  • the tread portion 2 is made of a rubber material, and is exposed at the outermost side in the tire radial direction of the pneumatic tire 11, and the surface thereof becomes the contour of the pneumatic tire 11 as a tread surface 2 a.
  • the tread portion 2 is provided with a plurality of circumferential main grooves (main grooves) 3 extending along the tire circumferential direction on the tread surface 2a in a row in the tire width direction (four in this embodiment).
  • the two circumferential main grooves 3 in the center in the tire width direction across the tire equatorial plane CL are defined as center main grooves (first main grooves) 3A, and the center main grooves 3A are outside in the tire width direction.
  • the circumferential main grooves 3 are referred to as shoulder main grooves (second main grooves) 3B.
  • the circumferential main groove 3 has a groove width of 5 mm or more and 20 mm or less and a groove depth (a dimension from the opening position of the tread surface 2a to the groove bottom) of 5 mm or more and 15 mm or less.
  • Each center main groove 3 ⁇ / b> A of the circumferential main groove 3 is disposed at the center of the ground contact in the ground contact region.
  • the contact center portion is a region near the tire equator plane CL, and the center main groove 3A, which is the circumferential main groove 3 disposed in the contact center portion in the present embodiment, is disposed adjacent to the tire equator surface CL. It is the circumferential main groove 3 made.
  • the regular rim is “standard rim” defined by JATMA, “Design Rim” defined by TRA, or “Measuring Rim” defined by ETRTO.
  • the normal internal pressure is “maximum air pressure” specified by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” specified by TRA, or “INFLATION PRESSURES” specified by ETRTO.
  • the normal load is “maximum load capacity” defined by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “LOAD CAPACITY” defined by ETRTO.
  • the tread portion 2 has a plurality of land portions 41 (five in the present embodiment) partitioned in the tire width direction by the circumferential main grooves 3 on the tread surface 2a.
  • one rib-shaped land portion 41 defined between the center main grooves 3A is defined as the center land portion 41A.
  • Two rib-shaped land portions 41 defined by the center main groove 3A and the shoulder main grooves 3B on the outer side in the tire width direction are referred to as middle land portions 41B.
  • the center main groove 3A has a chamfer 5A that changes the position of the opening edge obliquely with respect to the tire circumferential direction at the opening edge of the middle land portion 41B on the shoulder main groove 3B side.
  • a plurality of chamfered portions 5 are provided along the tire circumferential direction.
  • the center main groove 3A of the present embodiment is provided with a shoulder main groove 3B on the outer side in the tire width direction and a middle land portion 41B on the outer side in the tire width direction, so that only the opening edge on the outer side in the tire width direction.
  • a chamfer 5 is provided. As shown in FIG.
  • the chamfer 5A has a triangular shape in which the corner of the opening edge of the center main groove 3A is cut out in a triangular shape on the tread surface 2a of the middle land portion 41B. As shown in FIG. 8, it is formed as a triangular recess in plan view. Specifically, the chamfer 5A has a long side 5a and a short side 5b having different lengths inclined with respect to the tire circumferential direction, and is formed in a triangular shape at the opening edge of the center main groove 3A. Although not clearly shown in the drawing, the chamfer 5A may have two sides having the same length inclined with respect to the tire circumferential direction and may be formed in a triangular shape at the opening edge of the center main groove 3A.
  • the center main groove 3 ⁇ / b> A has an edge portion that is inclined with respect to the tire circumferential direction by the chamfered portion 5. Further, the chamfer 5A may be provided continuously in the tire circumferential direction as shown in FIG. 7A, and is provided at an interval 5B in the tire circumferential direction as shown in FIG. May be.
  • the bent groove 6 and the sub-groove 7 are formed in the middle land portion 41B defined by the center main groove 3A and the shoulder main groove 3B.
  • the bent groove 6 is provided along the tire width direction of the opening edge having the chamfered portion 5 of the center main groove 3A, and extends along the tire circumferential direction.
  • the bending groove 6 is formed to be bent by inclining in accordance with the shape of the chamfer 5A of the chamfered portion 5.
  • the bending groove 6 includes a long first inclined portion 6a inclined in the tire circumferential direction along the chamfered long side 5a, and a chamfer 5A. It has a short second inclined portion 6b that is inclined in the tire circumferential direction along the short side 5b and is formed to be bent.
  • the bending groove 6 is provided along the tire circumferential direction according to the shape of the triangular chamfer 5A, the lightning bolt shape in which a straight line is bent many times along the tire circumferential direction has a zigzag shape. Is formed.
  • the bent groove 6 is provided in the pneumatic tire 11 shown in FIG. 8, since the chamfer 5A is provided with the opening edge of the center main groove 3A extending in the tire circumferential direction at an interval 5B in the tire circumferential direction, the bent groove 6 is provided. Has an intermediate portion 6c extending in the tire circumferential direction and not inclined.
  • the bent groove 6 divides the middle land portion 41B into a first middle land portion 41Ba on the center main groove 3A side and a second middle land portion 41Bb on the shoulder main groove 3B side.
  • the bent groove 6 has a groove width of 1.5 mm or more and less than the circumferential main groove 3 and less than the circumferential main groove 3.
  • the secondary groove 7 is provided between the shoulder main groove 3B and the bent groove 6 and is formed so as to intersect the tire circumferential direction.
  • the sub-groove 7 has a middle land portion 41 ⁇ / b> B (the second land portion 41 ⁇ / b> B) such that one end 7 a extends toward the bending groove 6 and is spaced from the bending groove 6. It is provided to terminate in the middle land portion 41Bb).
  • the sub-groove 7 is provided with the one end 7 a facing the short second inclined portion 6 b where the bending groove 6 is large. Further, the sub-groove 7 is provided such that the other end 7b extends toward the shoulder main groove 3B and communicates with the shoulder main groove 3B.
  • the sub-groove 7 is provided to terminate in the middle land portion 41B (second middle land portion 41Bb) so that the other end 7b is spaced from the shoulder main groove 3B. It may be.
  • the sub-groove 7 has a groove width of 1.5 mm or more and less than the circumferential main groove 3 and less than the circumferential main groove 3.
  • the pneumatic tire 11 of the present embodiment includes the center main groove (first main groove) 3A provided in the ground contact central portion of the tread portion 2 so as to extend along the tire circumferential direction, and the center main groove.
  • the tire main circumferential direction is defined by a shoulder main groove (second main groove) 3B that extends along the tire circumferential direction on the outer side in the tire width direction of 3A, a center main groove 3A, and a shoulder main groove 3B.
  • a chamfer 5A that is provided at an opening edge on the middle land portion 41B side in the center main groove 3A and that changes the position of the opening edge obliquely with respect to the tire circumferential direction.
  • a plurality of chamfered portions 5 arranged along the middle land portion 41B and the chamfered portions 5 of the center main groove 3A are provided along the tire width direction of the opening edge and extending along the tire circumferential direction.
  • Shape of chamfer 5A of chamfer 5 A bent groove 6 that is bent together, and is provided between the shoulder main groove 3B and the bent groove 6 in the middle land portion 41B and extends toward the bent groove 6 across the tire circumferential direction,
  • One end 7a facing the bent groove 6 is provided with a sub groove 7 that terminates in the middle land portion 41B.
  • the edge component of the tire contact surface is secured by the bent groove 6, and the braking performance on the wet road surface, which is the wet performance of the tire, is secured.
  • the bent groove 6 is provided to be bent in accordance with the shape of the chamfer 5A of the chamfered portion 5 provided at the opening edge of the center main groove 3A, and one end 7a facing the bent groove 6 is provided in the middle land portion 41B.
  • the middle land portion 41B first middle land portion 41Ba, second middle land portion having the bent groove 6 is provided.
  • the bent groove 6 is bent according to the shape of the chamfer 5A of the chamfered portion 5 provided at the opening edge of the center main groove 3A, and one end 7a facing the bent groove 6 is in the middle land portion 41B. Since the sub-groove 7 that terminates at is provided, the difference in rigidity of the middle land portion 41B having the bent groove 6 is suppressed and the ground contact pressure is made uniform, so that uneven wear resistance can be improved.
  • the bent groove 6 has a groove width (opening width) Wa that is a dimension W in the tire width direction of the middle land portion 41B.
  • it is preferably formed in the range of 4% or more and 8% or less.
  • the groove width Wa of the bent groove 6 is less than 4% with respect to the tire width direction dimension W of the middle land portion 41B, the drainage of the bent groove 6 is lowered and the contribution to the braking performance on the wet road surface is reduced. .
  • the groove width Wa of the bent groove 6 exceeds 8% with respect to the tire width direction dimension W of the middle land portion 41B, the rigidity of the middle land portion 41B is lowered and the effect of improving the uneven wear resistance is reduced. Therefore, the groove width Wa of the bent groove 6 is 4% or more and 8% or less with respect to the dimension W in the tire width direction of the middle land portion 41B in order to improve uneven wear resistance while ensuring braking performance on a wet road surface.
  • the groove width Wa of the bent groove 6 is 5 with respect to the tire width direction dimension W of the middle land portion 41B. It is preferable that it is formed in the range of not less than 7% and not more than 7%.
  • the bending groove 6 is the edge 5c in the middle land part 41B of the chamfering part 5 in the centerline S. It is preferable that the tire width direction dimension Wb is formed in a range of 20% to 45% with respect to the tire width direction dimension W of the middle land portion 41B.
  • the center line S of the bent groove 6 is a straight line passing through the center of the groove width Wa of the bent groove 6.
  • the edge 5c at the middle land portion 41B of the chamfered portion 5 is an edge of a portion where the chamfered portion 5A of the chamfered portion 5 is cut most greatly on the tread surface 2a of the middle land portion 41B.
  • the tire width direction dimension Wb to the edge 5c at the middle land portion 41B of the chamfered portion 5 at the center line S of the bent groove 6 is obtained.
  • it is preferably formed in a range of 20% to 45% with respect to the dimension W in the tire width direction of the middle land portion 41B.
  • the tire width direction dimension Wb is formed in a range of 25% or more and 35% or less with respect to the tire width direction dimension W of the middle land portion 41B.
  • the groove depth Ha of the bent groove 6 is 30% or more 55 with respect to the groove depth H of the center main groove 3A. % Or less is preferable.
  • the groove depth Ha of the bent groove 6 is less than 30% with respect to the groove depth H of the center main groove 3A, the drainage of the bent groove 6 is reduced and the contribution to the braking performance on wet road surfaces is reduced.
  • the groove depth Ha of the bent groove 6 exceeds 55% with respect to the groove depth H of the center main groove 3A, the groove depth Ha of the bent groove 6 approaches the groove depth H of the center main groove 3A.
  • the groove depth Ha of the bent groove 6 is formed in the range of 30% or more and 55% or less with respect to the groove depth H of the center main groove 3A in order to prevent the appearance defect while ensuring the braking performance on the wet road surface. It is preferable that Note that the groove depth Ha of the bent groove 6 is not less than 35% and not more than 50% of the groove depth H of the center main groove 3A in order to obtain the effect of preventing poor appearance while ensuring braking performance on a wet road surface. It is preferably formed in the following range.
  • the chamfered portion 5 includes a long side 5a and a short side 5b in which the chamfer 5A is inclined with respect to the tire circumferential direction.
  • the bent groove 6 has a long first inclined portion 6a and a surface inclined in the tire circumferential direction along the long side 5a of the chamfer 5A.
  • It has a short second inclined portion 6b that is inclined in the tire circumferential direction along the short side 5b of the handle 5A and is bent, and the angle ⁇ of the first inclined portion 6a with respect to the tire circumferential direction is 2 ° or more. It is preferable that the angle ⁇ with respect to the tire circumferential direction of the second inclined portion 6b is in a range of 20 ° or more and 60 ° or less in a range of 7 ° or less.
  • the bent groove 6 approaches the tire circumferential direction. Therefore, since the edge effect is reduced, the contribution to the braking performance on a wet road surface is reduced. On the other hand, if the angle ⁇ of the first inclined portion 6a with respect to the tire circumferential direction exceeds 7 ° or the angle ⁇ of the second inclined portion 6b with respect to the tire circumferential direction exceeds 60 °, the bending groove 6 is excessively bent.
  • the angle ⁇ with respect to the tire circumferential direction of the first inclined portion 6a is in the range of 2 ° or more and 7 ° or less in order to prevent poor appearance and improve uneven wear resistance while ensuring braking performance on a wet road surface.
  • the angle ⁇ of the second inclined portion 6b with respect to the tire circumferential direction is preferably formed in a range of 20 ° to 60 °.
  • the angle ⁇ of the first inclined portion 6a with respect to the tire circumferential direction is 3 ° or more and 5 ° in order to remarkably obtain the effect of preventing poor appearance and improving uneven wear resistance while ensuring braking performance on a wet road surface.
  • the angle ⁇ of the second inclined portion 6b with respect to the tire circumferential direction is preferably in the range of 30 ° to 45 °.
  • the chamfered portion 5 has a tire width direction dimension Wc equal to a tire width direction dimension W of the middle land portion 41B. On the other hand, it is preferably formed in a range of 4% to 15%.
  • the tire width direction dimension Wc of the chamfered portion 5 is less than 4% with respect to the tire width direction dimension W of the middle land portion 41B, the drainage of the center main groove 3A is reduced, and the braking performance on the wet road surface is improved. The contribution is reduced.
  • the tire width direction dimension Wc of the chamfered portion 5 exceeds 15% with respect to the tire width direction dimension W of the middle land portion 41B, the chamfer 5A is greatly cut out in the middle land portion 41B. The rigidity of the portion 41B is lowered and the effect of improving the uneven wear resistance is reduced.
  • the tire width direction dimension Wc of the chamfered portion 5 is 4% or more to the tire width direction dimension W of the middle land portion 41B in order to improve uneven wear resistance while ensuring braking performance on a wet road surface. % Or less is preferable. Note that. In order to obtain the effect of improving uneven wear resistance while ensuring braking performance on a wet road surface, the tire width direction dimension Wc of the chamfered portion 5 is 6 with respect to the tire width direction dimension W of the middle land portion 41B. It is preferable to be formed in the range of not less than% and not more than 8%.
  • the chamfered portion 5 has a tire radial direction dimension Hb of 30% with respect to the groove depth H of the center main groove 3A. It is preferably formed in the range of 60% or less.
  • the tire radial direction dimension Hb of the chamfered portion 5 is less than 30% with respect to the groove depth H of the center main groove 3A, the drainage of the center main groove 3A is reduced, contributing to braking performance on wet road surfaces. Becomes smaller.
  • the tire radial direction dimension Hb of the chamfered portion 5 exceeds 60% with respect to the groove depth H of the center main groove 3A, the rigidity of the middle land portion 41B is reduced and the effect of improving uneven wear resistance is small. Become.
  • the tire radial direction dimension Hb of the chamfered portion 5 is 30% or more and 60% with respect to the groove depth H of the center main groove 3A in order to improve uneven wear resistance while ensuring braking performance on a wet road surface. It is preferably formed in the following range. In order to obtain the effect of improving the uneven wear resistance performance while ensuring the braking performance on the wet road surface, the tire radial dimension Hb of the chamfered portion 5 is larger than the groove depth H of the center main groove 3A. It is preferably formed in the range of 40% to 55%.
  • the chamfered portion 5 is chamfered at the portion where the chamfered portion 5 and the bent groove 6 face each other in the tire width direction.
  • the tire width direction dimension Wc of 5A and the bending range Wd in the tire width direction at the portion of the bending groove 6 facing the chamfer 5A in the tire width direction are equal, and one chamfer 5A in the chamfer 5
  • the tire circumferential direction dimension La and the tire circumferential direction dimension Lb of one bending unit at the portion of the bending groove 6 facing the chamfer 5A in the tire width direction are equal.
  • the tire width direction dimension Wc of the chamfer 5A is equal to the bending range Wd in the tire width direction at the portion of the bending groove 6 facing the chamfer 5A in the tire width direction.
  • the tire circumferential direction dimension La of the chamfer 5A and the tire circumferential direction dimension Lb of one bending unit at the portion of the bending groove 6 facing the chamfering 5A in the tire width direction are formed to be equal.
  • the edge shape of the chamfer 5A and the bend of the bent groove 6 are parallel, and the difference in rigidity in the tire circumferential direction in the middle land portion 41B therebetween is made uniform, and the effect of improving the uneven wear resistance performance can be obtained remarkably. it can.
  • the auxiliary groove 7 has a tire width direction dimension We that is equal to a tire width direction dimension W of the middle land portion 41B. , Preferably in the range of 40% to 50%.
  • the tire width direction dimension We of the minor groove 7 is a dimension in the tire width direction when the minor groove 7 is projected in the tire circumferential direction.
  • the tire width direction dimension We of the minor groove 7 is less than 40% with respect to the tire width direction dimension W of the middle land portion 41B, the drainage performance of the minor groove 7 is reduced, which contributes to braking performance on a wet road surface. Get smaller.
  • the tire width direction dimension We of the sub-groove 7 exceeds 50% with respect to the tire width direction dimension W of the middle land portion 41B, the rigidity of the middle land portion 41B is lowered and the effect of improving the uneven wear resistance performance is small. Become. Therefore, the tire width direction dimension We of the sub-groove 7 is 40% or more and 50% of the tire width direction dimension W of the middle land portion 41B in order to improve uneven wear resistance while ensuring braking performance on a wet road surface.
  • the tire width direction dimension We of the sub-groove 7 is larger than the tire width direction dimension W of the middle land portion 41B in order to obtain the effect of improving the uneven wear resistance performance while ensuring the braking performance on the wet road surface. It is preferably formed in the range of 43% or more and 46% or less.
  • the auxiliary groove 7 has a shortest dimension Wf between the end facing the bent groove 6 and the bent groove 6. It is preferably formed in the range of 7% or more and 20% or less with respect to the tire width direction dimension W of the portion 41B.
  • the rigidity of the middle land portion 41B decreases. Thus, the effect of improving uneven wear resistance is reduced.
  • the shortest dimension Wf between the end of the sub groove 7 facing the bent groove 6 and the bent groove 6 exceeds 20% with respect to the tire width direction dimension W of the middle land portion 41B, the rigidity of the middle land portion 41B increases.
  • the middle land portion 41B is easily damaged and the effect of preventing poor appearance is reduced.
  • the shortest dimension Wf between the end of the secondary groove 7 facing the bent groove 6 and the bent groove 6 is smaller than the dimension W in the tire width direction of the middle land portion 41B. It is preferably formed in the range of 7% to 20%. In order to obtain the effect of preventing the appearance defect and improving the uneven wear resistance performance, the shortest dimension Wf between the end portion of the secondary groove 7 facing the bent groove 6 and the bent groove 6 is the tire width of the middle land portion 41B. It is preferably formed in the range of 10% to 15% with respect to the directional dimension W.
  • the shortest dimension Wf between the end portion of the sub-groove 7 facing the bent groove 6 and the bent groove 6 is formed in the range of 2 mm or more and 5 mm or less. It is more preferable to form in this range.
  • the shoulder main grooves 3B are provided on the outer sides in the tire width direction of the two center main grooves 3A, and the middle land portion 41B is the center.
  • a center main groove 3A and a shoulder main groove 3B are defined on the outer side in the tire width direction of the main groove 3A, and a chamfered portion 5 is provided only at an opening edge on the outer side in the tire width direction of the center main groove 3A.
  • a bent groove 6 is provided in 41B, and a secondary groove 7 is provided in each middle land portion 41B.
  • the groove opening area of the center main groove 3A including the chamfered portion 5 is 8% or more and 13% of the groove opening area of the center main groove 3A excluding the chamfered portion 5 in a state where the portion 2 is in contact with the flat surface. Largely formed in the following range It is preferred that.
  • the edge effect of the chamfered 5A is reduced.
  • the contribution to braking performance on wet road surfaces is reduced.
  • the chamfered 5A is the middle land portion. Since it is greatly cut out in 41B, the rigidity of the middle land portion 41B is lowered, and the effect of improving the uneven wear resistance is reduced.
  • the groove opening area of the center main groove 3A including the chamfered portion 5 is the groove opening of the center main groove 3A excluding the chamfered portion 5 in order to improve the uneven wear resistance performance while ensuring the braking performance on the wet road surface. It is preferable that it is formed large in the range of 8% to 13% with respect to the area. In addition, in order to obtain the effect of improving uneven wear resistance while ensuring braking performance on a wet road surface, the groove opening area of the center main groove 3A including the chamfered portion 5 is the center main except for the chamfered portion 5. It is preferable that it is formed large in the range of 9% to 11% with respect to the groove opening area of the groove 3A.
  • each shoulder land portion 41C is formed with a circumferential narrow groove 8 extending in the tire circumferential direction along the shoulder main groove 3B.
  • each shoulder land portion 41C is divided into a first shoulder land portion 41Ca on the shoulder main groove 3B side and a second shoulder land portion 41Cb on the outermost side in the tire width direction.
  • the circumferential narrow groove 8 has a groove width of 1.5 mm or more and less than the circumferential main groove 3 and less than the circumferential main groove 3.
  • each shoulder land portion 41C is formed with a shoulder sub-groove 9 that intersects the tire circumferential direction at the second shoulder land portion 41Cb.
  • One end of the shoulder sub-groove 9 passes through the circumferential narrow groove 8 and terminates in the first shoulder land portion 41Ca, and the other end extends to the outer side in the tire width direction of the tread surface 2a.
  • the shoulder sub-groove 9 has a groove width of 1.5 mm or more and less than the circumferential main groove 3 and a depth less than the circumferential main groove 3.
  • Each shoulder land portion 41C is formed with a shoulder narrow groove 10 that intersects in the tire circumferential direction at the second shoulder land portion 41Cb.
  • the shoulder narrow groove 10 is provided with one end communicating with the circumferential narrow groove 8 and the other end extending outward in the tire width direction of the tread surface 2a.
  • the shoulder narrow groove 10 has a range of 0.4 mm to 1.2 mm and is formed as a so-called sipe.
  • the edge end 3Ba on the inner side in the tire width direction in contact with the tread surface 2a in the shoulder main groove 3B, and the shoulder main groove A center main groove 3A and a shoulder main groove 3B are defined with respect to a virtual profile line LA passing through the edge ends 3Aa and 3Aa on both sides in the tire width direction in contact with the tread surface 2a in the center main groove 3A adjacent to 3B. It is preferable that the actual profile line LB in the middle land portion 41B is formed to protrude outward in the tire radial direction.
  • the virtual profile line LA has, in the meridian section, the edge end 3Ba on the inner side in the tire width direction in contact with the tread surface 2a in the shoulder main groove 3B, and the tread surface in the center main groove 3A adjacent to the shoulder main groove 3B.
  • 2a refers to an arc of curvature radius having a center point on the inner side in the tire radial direction of the tread surface 2a through the edge ends 3Aa and 3Aa on both sides in the tire width direction in contact with 2a.
  • the virtual profile line LA may have a center point on the tire equatorial plane CL.
  • the actual profile line LB is in contact with the tread surface 2a of the center main groove 3A adjacent to the shoulder main groove 3B and the edge end 3Ba on the inner side in the tire width direction in contact with the tread surface 2a of the shoulder main groove 3B in the meridional section.
  • the actual profile line LB in the middle land portion 41 ⁇ / b> B protrudes outward in the tire radial direction from the virtual profile line LA, so that the contact length in the tire circumferential direction in the contact region is determined as the virtual profile. It can be increased compared to the case of line LA. That is, the contact area can be increased in the tire circumferential direction. As a result, the ground contact property is improved and the braking performance on a wet road surface can be improved. Moreover, the uneven wear resistance performance can be improved by improving the grounding property. Further, in the middle land portions 41B on both sides in the tire width direction across the tire equatorial plane CL, the actual profile line LB is formed to protrude outward in the tire radial direction from the virtual profile line LA. be able to.
  • the protrusion amount Ga is preferably 0.1 mm or more and 0.5 mm or less.
  • the maximum protrusion amount Ga in the middle land portion 41B is less than 0.1 mm, the protrusion amount of the middle land portion 41B is reduced, and it is difficult to improve the ground contact.
  • the maximum protrusion amount Ga of the middle land portion 41B exceeds 0.5 mm, the protrusion amount of the middle land portion 41B becomes excessive, and the contact length at the center portion of the land portion increases too much. It causes uneven wear in a form that wears out early. For this reason, in order to improve the braking performance and uneven wear resistance performance on a wet road surface, it is preferable that the maximum protrusion amount Ga to the outer side in the tire radial direction in the middle land portion 41B is 0.1 mm or more and 0.5 mm or less.
  • the actual profile line LD in the center land portion 41 ⁇ / b> A protrudes outward in the tire radial direction from the virtual profile line LA, so that the contact length in the tire circumferential direction in the contact region is determined as the virtual profile. It can be increased compared to the case of line LA. That is, the contact area can be increased in the tire circumferential direction. As a result, the ground contact property is improved and the braking performance on a wet road surface can be improved. Moreover, the uneven wear resistance performance can be improved by improving the grounding property.
  • the protrusion amount Gc is preferably 0.1 mm or more and 0.5 mm or less.
  • the protrusion amount Gc in the center land portion 41A is less than 0.1 mm, the protrusion amount of the center land portion 41A is reduced, and it is difficult to improve the ground contact.
  • the maximum protrusion amount Gc of the center land portion 41A exceeds 0.5 mm, the protrusion amount of the center land portion 41A becomes excessive, and the contact length at the center portion of the land portion increases too much. It causes uneven wear in a form that wears out early.
  • the maximum protrusion amount Gc of the center land portion 41A to the outer side in the tire radial direction is 0.1 mm or more and 0.5 mm or less.
  • the profile line in the shoulder land portion 41C on the outer side in the tire width direction of the shoulder main groove 3B is preferably formed on the virtual profile line LA ′ that passes through the virtual profile line LA. That is, the land portion protruding outward in the tire radial direction from the virtual profile line LA is the middle land portion 41B on the tire equatorial plane CL side with respect to the shoulder main groove 3B, or further includes the center land portion 41A.
  • the middle land portion 41B defined by the center main groove 31A and the shoulder main groove 31B is provided with the circumferentially bent groove 6, the ground contact property near the middle of the middle land portion 41B tends to deteriorate, and the tire Since the middle land portion 41B near the equator line CL tends to have a lower contact pressure than the shoulder land portion 41C, the land portion protruding outward in the tire radial direction from the virtual profile line LA is more than the shoulder main groove 3B. Is also the middle land portion 41B on the tire equatorial plane CL side, or further preferably includes the center land portion 41A.
  • the tread surface 2a of the tread portion 2 of the pneumatic tire 11 is a road surface.
  • the two outermost ends in the tire width direction are continuous and continuous in the tire circumferential direction.
  • the rubber material forming the tread surface 2a in the tread portion 2 has a rubber hardness (JIS-A hardness in accordance with JIS-K6253 under the condition of 20 ° C.) in the range of 62 to 68. It is preferable. If the rubber hardness is less than 62, the rubber strength tends to decrease and the uneven wear resistance tends to decrease. On the other hand, when the rubber hardness exceeds 68, the flexibility of the rubber becomes low and the braking performance on a wet road surface tends to be lowered. For this reason, the rubber hardness of the rubber material forming the tread surface 2a is preferably in the range of 62 to 68.
  • the rubber material forming the tread surface 2a in the tread portion 2 preferably has a tan ⁇ (tangent loss) at 0 ° C. in the range of 0.60 or more and 0.80 or less.
  • tan ⁇ tangent loss
  • the WET performance that is, the braking performance on a wet road surface tends to decrease.
  • tan ⁇ exceeds 0.80, the rubber strength is lowered, and the land portion is liable to be damaged due to die-cutting during tire molding.
  • the tan ⁇ at 0 ° C. of the rubber material forming the tread surface 2a is preferably in the range of 0.60 to 0.80.
  • the pneumatic tire of the form shown in FIGS. 1 and 2 corresponding to Embodiment 1 described above and having a tire size of 195 / 65R15 was used as the test tire 1.
  • the test tire 1 is assembled to a regular rim of 15 ⁇ 6 J, filled with a regular internal pressure (200 kPa), and mounted on a test vehicle (1400 cc front engine front drive vehicle).
  • a pneumatic tire having the form shown in FIGS. 6 and 7 corresponding to the above-described second embodiment and having a tire size of 215 / 45R17 was used as the test tire 2.
  • the test tire 2 is assembled to a regular rim of 17 ⁇ 7 J, filled with a regular internal pressure (200 kPa), and mounted on a test vehicle (1400 cc front engine front drive vehicle).
  • the method for evaluating the braking performance on wet roads is to measure the braking distance from a speed of 100 km / h on a test course on a wet road with a depth of 1 mm with the test vehicle. Based on this measurement result, index evaluation is performed with the conventional examples 1 and 2 as a reference (100). This evaluation is preferable as the numerical value increases.
  • the evaluation method of uneven wear resistance performance is to visually check the wear form after traveling 10,000 km at an average speed of 80 km / h on the dry road surface test course on the test vehicle. Then, based on this visual confirmation result, index evaluation is performed with the conventional examples 1 and 2 as a reference (100). This evaluation is preferable as the numerical value increases.
  • the evaluation method for vulcanization failure is to vulcanize 200 test tires 1 and 2 and visually check for defects or cracks in the land. Then, based on this visual confirmation result, index evaluation is performed with the conventional examples 1 and 2 as a reference (100). This evaluation is preferable as the numerical value increases.
  • the test tire 1 based on the pneumatic tire of the form shown in FIGS. 1 and 2 was applied.
  • the pneumatic tire of Conventional Example 1 is not provided with a chamfered portion in the first main groove in the form shown in FIGS. 1 and 2 and extends along the tire circumferential direction instead of the bent groove. A straight groove is provided.
  • the pneumatic tire of Comparative Example 1 is not provided with a chamfered portion in the first main groove in contrast to the configuration shown in FIGS. 1 and 2.
  • the pneumatic tires of Examples 1 to 40 are in the form shown in FIGS. 1 and 2, wherein the first main groove is provided with a chamfered portion, and the bent groove and the auxiliary groove are provided. .
  • the pneumatic tires of Examples 1 to 40 have uneven wear resistance and vulcanization failure (exterior appearance) while ensuring braking performance on wet road surfaces. It turns out that it is improving.
  • the test tire 2 based on the pneumatic tire of the form shown in FIGS. 6 and 7 was applied.
  • the pneumatic tire of Conventional Example 2 is not provided with a chamfered portion in the first main groove, and extends along the tire circumferential direction in place of the bent groove, with respect to the configurations shown in FIGS. 6 and 7. A straight groove is provided.
  • the pneumatic tire of Comparative Example 2 is not provided with a chamfered portion in the first main groove in contrast to the configurations shown in FIGS. 6 and 7.
  • the pneumatic tires of Examples 41 to 79 are in the form shown in FIGS. 6 and 7, wherein the first main groove is provided with a chamfered portion, and the bent groove and the auxiliary groove are provided. .
  • the pneumatic tires of Examples 41 to 79 have uneven wear resistance and vulcanization failure (exterior appearance) while ensuring braking performance on wet road surfaces. It turns out that it is improving.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
PCT/JP2017/008941 2017-03-07 2017-03-07 空気入りタイヤ WO2018163273A1 (ja)

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KR1020187034507A KR102205523B1 (ko) 2017-03-07 2017-03-07 공기입 타이어
CN201780035132.XA CN109311351B (zh) 2017-03-07 2017-03-07 充气轮胎
RU2018144132A RU2699511C1 (ru) 2017-03-07 2017-03-07 Пневматическая шина
PCT/JP2017/008941 WO2018163273A1 (ja) 2017-03-07 2017-03-07 空気入りタイヤ
JP2017513168A JP6256658B1 (ja) 2017-03-07 2017-03-07 空気入りタイヤ
AU2017402111A AU2017402111B2 (en) 2017-03-07 2017-03-07 Pneumatic tire
DE112017007194.1T DE112017007194B4 (de) 2017-03-07 2017-03-07 Luftreifen

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KR (1) KR102205523B1 (ko)
CN (1) CN109311351B (ko)
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DE (1) DE112017007194B4 (ko)
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JP6798620B2 (ja) * 2018-07-02 2020-12-09 横浜ゴム株式会社 空気入りタイヤ

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JP2012228992A (ja) * 2011-04-27 2012-11-22 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2015147545A (ja) * 2014-02-07 2015-08-20 住友ゴム工業株式会社 空気入りタイヤ
JP2015214287A (ja) * 2014-05-12 2015-12-03 横浜ゴム株式会社 更生タイヤ
JP2016074256A (ja) * 2014-10-02 2016-05-12 横浜ゴム株式会社 空気入りタイヤ

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US5206283A (en) * 1989-04-14 1993-04-27 The Yokohama Rubber Co., Ltd. Rubber composition for automobile tires
JP3443400B2 (ja) * 2000-12-06 2003-09-02 住友ゴム工業株式会社 空気入りタイヤ
JP4521405B2 (ja) * 2004-09-24 2010-08-11 株式会社ブリヂストン 空気入りタイヤ
JP4348321B2 (ja) * 2005-06-30 2009-10-21 住友ゴム工業株式会社 空気入りタイヤ
JP5250017B2 (ja) * 2010-11-24 2013-07-31 住友ゴム工業株式会社 重荷重用空気入りタイヤ
WO2016194292A1 (ja) * 2015-06-03 2016-12-08 株式会社ブリヂストン 空気入りタイヤ
CN205930048U (zh) * 2016-08-26 2017-02-08 青岛双星轮胎工业有限公司 一种非对称胎面花纹及轮胎

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JPH02272043A (ja) * 1989-04-14 1990-11-06 Yokohama Rubber Co Ltd:The タイヤトレツド用ゴム組成物
JP2012228992A (ja) * 2011-04-27 2012-11-22 Yokohama Rubber Co Ltd:The 空気入りタイヤ
JP2015147545A (ja) * 2014-02-07 2015-08-20 住友ゴム工業株式会社 空気入りタイヤ
JP2015214287A (ja) * 2014-05-12 2015-12-03 横浜ゴム株式会社 更生タイヤ
JP2016074256A (ja) * 2014-10-02 2016-05-12 横浜ゴム株式会社 空気入りタイヤ

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CN109311351A (zh) 2019-02-05
CN109311351B (zh) 2021-07-30
AU2017402111A1 (en) 2018-10-11
AU2017402111B2 (en) 2020-05-07
JP6256658B1 (ja) 2018-01-10
JPWO2018163273A1 (ja) 2019-03-22
DE112017007194T5 (de) 2019-11-28
RU2699511C1 (ru) 2019-09-05
KR20190003661A (ko) 2019-01-09
KR102205523B1 (ko) 2021-01-20
DE112017007194B4 (de) 2021-04-29

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