pneumatic tires
Patent Information
- Authority / Receiving Office
- DE · DE
- Patent Type
- Patents
- Current Assignee / Owner
- THE YOKOHAMA RUBBER CO LTD
- Filing Date
- 2020-06-18
- Publication Date
- 2026-07-09
Abstract
Description
Technical field
[0001] The present invention relates to a pneumatic tire. State of the art
[0002] All-season tires must deliver high performance in both dry and snowy road conditions. Prior art includes tires designed to provide compatible performance on snow and steering stability on dry surfaces (Patent Document 1). In the tire described in Patent Document 1, five circumferential rib sections are formed in the tread surface of a tread section by four circumferential main circumferential grooves. These rib sections include a central rib section, center rib sections, and shoulder rib sections. Patent document 1 includes stud grooves and lamellae formed in each of the web sections and aligned with the The tire's circumferential direction overlaps, thus exhibiting good drainage and snow-shedding properties and enabling performance on snow. Furthermore, the tire of patent document 1 independently incorporates in each of the central rib sections first undergrooves, including lug grooves, each opening at one end into a main circumferential groove and terminating at the other end within the central rib section; and second undergrooves, including lug grooves, each opening at one end into a main circumferential groove and terminating blindly at the other end within the central rib section; and sipes, each opening at one end at the blind-terminating end of the lug groove and terminating blindly at the other end within the central rib section.Thus, the central rib section is designed as a continuous rib extending around the circumference of the tire and exhibits increased stiffness, thereby providing steering stability performance on dry road surfaces. As a result, performance on snow and steering stability performance on dry road surfaces can be provided in a compatible manner. List of oppositions patent literature
[0003] Patent document 1: JP 5765492 B Brief description of the invention: Technical problem
[0004] Tires with lug grooves in the tread area generate a snow column shear force when ejecting snow from the road surface, resulting in good snow performance. However, this design also produces significant noise, negatively impacting noise performance. While removing the lug grooves from the tread area to improve noise performance does improve noise reduction, it also reduces snow performance.
[0005] One object of the present invention is to improve the noise performance of a pneumatic tire while maintaining at least the performance on snow. Solution to the problem
[0006] One aspect of the present invention is a pneumatic tire that includes a tread pattern in a tread section, wherein the tread pattern includes: a plurality of circumferential grooves extending in the circumferential direction of the tire;and a plurality of sipes arranged at intervals in the circumferential direction of the tire in each of a plurality of rib section areas in contact with the circumferential grooves, wherein the sipes extend in the tire width direction, wherein at least one of the rib section areas includes a sipe area comprising a first sipe and a second sipe arranged such that they adjoin the first sipe in the circumferential direction of the tire, wherein the sipe area is provided in at least one sub-area in the tire width direction, a sipe width of the second sipe is wider than a sipe width of the first sipe, and the sipe area is not provided with a lug groove having a wider groove width than the sipe width of the second sipe, the lug groove extending in the tire width direction. A plurality of the second sipes are arranged at intervals in the tire circumferential direction.
[0007] Preferably, a first rib section area, which is arranged sandwich-like between two circumferential grooves adjacent in the tire width direction, encloses the sipe area below the rib section areas, and the sipe in the sipe area is connected to the two circumferential grooves.
[0008] Preferably, in the lamella region of the first web section area, the lamella includes a raised bottom section with a shallower lamella depth than a lamella depth in a central area of the lamella between connection areas, wherein the raised bottom section is provided in each of the connection areas of the lamellas extending in an extension direction of the lamella from a connection end connected to the circumferential groove connected to the lamella, and the depth of the raised bottom section of the second lamella is deeper than the depth of the raised bottom section of the first lamella.
[0009] wherein at least one of two second rib section areas, which are sandwich-like between two outer circumferential grooves arranged on an outside in the tire width direction of the two circumferential grooves, which preferably arrange the first rib section area sandwich-like between the plurality of circumferential grooves and two inner circumferential grooves arranged such that they adjoin the outer circumferential grooves on an inside in the tire width direction of the outer circumferential grooves, includes the sipe area, and the sipe in the sipe area is connected to the outer circumferential groove or the inner circumferential groove.
[0010] Preferably, the rib section area further includes two shoulder rib section areas arranged on the outside in the tire width direction of the outer circumferential grooves, the tread pattern further includes a plurality of shoulder lug grooves arranged at intervals in the tire circumferential direction in the shoulder rib section area and extending in the tire width direction, and the shoulder lug groove is connected to the second sipe in the sipe area of the second rib section area via the outer circumferential groove.
[0011] Preferably, the second lamella in the lamella area of the second web section area has a constant lamella depth over one extension direction of the second lamella.
[0012] Preferably, the groove width of the outer circumferential groove is narrower than the groove width of the inner circumferential groove.
[0013] Preferably, a tire centerline runs through the first rib section area, the tread pattern further includes a plurality of first lug grooves arranged at intervals in the tire circumferential direction in a third rib section area located between two circumferential grooves, one of which is different from the two circumferential grooves enclosing the first rib section area between the multiple circumferential grooves, the first lug grooves extending in the tire width direction, the first lug groove bending at two points to project on both sides in the tire circumferential direction as the first lug groove extends, and an arrangement position of a section of the first lug groove between two bending positions is located near a circumferential groove that is furthest from the tire centerline of the two circumferential grooves that sandwich the third rib section area.
[0014] Preferably, the first lug groove includes a raised ground section with a shallower groove depth than a region of the first lug groove, which differs from a connection region of the first lug groove, wherein the raised ground section is provided in the connection region of the first lug groove, which extends in a direction of extension of the first lug groove from a connection end that is connected to a circumferential groove that is located furthest from the tire centerline of the two circumferential grooves that sandwich the third rib section region.
[0015] Preferably, the tread pattern specifies a vehicle mounting orientation, and the third rib section area is arranged in a tread half-area facing a vehicle exterior under tread half-areas on both sides in the tire width direction with respect to the tire centerline.
[0016] Preferably, the tire centerline runs through the first rib section area, wherein a fourth rib section area, which is sandwiched between two circumferential grooves, one of which differs from the two circumferential grooves that sandwich the first rib section area between the plurality of circumferential grooves, encloses the sipe area, the fourth rib section area encloses the sipe area in a region in the tire width direction in contact with one of the two circumferential grooves, the tread pattern further including a plurality of second lug grooves which are spaced at intervals in the tire circumferential direction, wherein the second lug grooves extend from a circumferential groove which differs from the one circumferential groove below the two circumferential grooves to the inside of the fourth rib section area in the tire width direction, wherein the second lug grooves are closed on an outside of the sipe area.a closed end of the second cleat groove is connected to the second lamella in the lamella area and the second lamella has a constant lamella depth over one extension direction of the second lamella.
[0017] Preferably, the tread pattern specifies a vehicle mounting orientation, and the fourth rib section area is arranged in a tread half-area facing an inside of the vehicle under tread half-areas on both sides in the tire width direction with respect to the tire centerline.
[0018] Preferably, the rib section area includes a first rib section area arranged sandwich-like between two circumferential grooves adjacent in the tire width direction from the plurality of circumferential grooves, a third rib section area arranged between two circumferential grooves, one of which is different from the other two circumferential grooves, and a fourth rib section area arranged between two circumferential grooves, one of which is different from the other two circumferential grooves that sandwich-like arrange the first rib section area, wherein the two circumferential grooves that are different from the other two circumferential grooves sandwich-like arrange the third rib section area, and in a profile cross-section of the tread section along the tire width direction, if a reference profile line is an arc passing through points of two rib section edges,where a tread surface of a rib section of the first rib section area is connected to groove wall surfaces of the two circumferential grooves, which define the first rib section area, and points of two rib section edges where tread surfaces of a rib section of the third rib section area and a rib section of the fourth rib section area are connected to groove wall surfaces of the two circumferential grooves, and wherein a center point is located on a tire centerline, a profile line generated by the tread surfaces of the rib section of the first rib section area, the rib section of the third rib section area, and the rib section of the fourth rib section area is a cambered profile line projecting to an outside in the tire radial direction with respect to the reference profile line.
[0019] Preferably, at least one of the tread section areas includes a plurality of lug grooves arranged at intervals in the circumferential direction of the tire and extending in the width direction of the tire, the ratio of the area of the circumferential groove and the lug groove to the ground contact surface of the tread section is 25 to 30%, the ratio of the area of the circumferential groove to the ground contact surface of the tread section is 16 to 22%, and the snow traction index (STI) is 115 to 140, wherein STI is represented by formula (1): STI=−6.8+2202⋅ρg+672⋅ρs+7.6⋅Dg
[0020] (In formula (1) ρ ga value obtained by dividing the total length (mm) of the lengths in the tire width direction of all lug grooves provided in the rib section area, when the lug grooves are projected in the tire circumference direction, by (ground contact width of the rib section area) × (circumference length of the rib section area) (mm 2 ) is obtained, ρ s is a value obtained by dividing the total length (mm) of the lengths in the tire width direction of all sipes provided in the rib section area, when the sipes are projected in the tire circumference direction, by (ground contact width of the rib section area) × (circumference length of the rib section area) (mm 2 ) is obtained, and D g is an average depth (mm) of the tunnel grooves provided in the bridge section area).
[0021] Preferably, the ratio of the lamella width of the second lamella to the lamella width of the first lamella is 1.4 or more.
[0022] Preferably, the sipe area does not include the first sipe, which is not adjacent to the second sipe in the direction of the tire circumference. Advantageous effects of the invention
[0023] According to the present invention, it is possible to improve the noise performance of an air-filled tire while maintaining at least the performance on snow. List of characters Fig. Figure 1 is a diagram illustrating an example of the profile cross-section of a pneumatic tire. Fig. Figure 2 is a diagram illustrating an example of a tread pattern of a pneumatic tire. Fig. 3(a) is a diagram illustrating an example of a profile cross-section of a second lamella, and Fig.3(b) is a diagram illustrating an example of a profile cross-section of a first lamella. Fig. Figure 4 is a diagram illustrating an example of a profile cross-section of the first tunnel groove. Fig. 5 is a diagram showing the profile cross-section of Fig. Figure 1 illustrates, which focuses on a leading section. Description of embodiments; Overall description of the tire
[0024] A pneumatic tire according to an embodiment of the present invention is described below. A pneumatic tire according to an embodiment of the present invention can be filled with air in a cavity area surrounded by a pneumatic tire and a rim, and can also be filled with a gas other than air (e.g. an inert gas such as nitrogen). Fig.Figure 1 is a tire cross-sectional view illustrating a cross-section of a pneumatic tire (hereinafter referred to as the tire) 10 according to the present embodiment. The present embodiment includes various embodiments described below. For example, tire number 10 is a passenger car tire. A "passenger car tire" refers to a tire specified in Chapter A of the 2012 JATMA Yearbook (Standards of the Japan Automobile Tyre Manufacturers Association, Inc.). Tire number 10 can also be applied to a light truck tire specified in Chapter B and a truck and bus tire specified in Chapter C.
[0025] A tire width direction (W) is a direction parallel to the tire's axis of rotation. An outside side in the tire width direction is a side furthest from the tire centerline (CL), which represents the tire's equatorial plane in the tire width direction (W). An inside side in the tire width direction is a side closer to the tire centerline (CL) in the tire width direction (W). The tire circumference direction (C) (see Fig. 2) is the direction of rotation around the tire's axis of rotation. A tire radial direction R is a direction perpendicular to the tire's axis of rotation. An outside in the tire radial direction refers to a side away from the axis of rotation. Furthermore, an inside in the tire radial direction refers to a side closer to the axis of rotation. Tire structure
[0026] The tire 10 includes a tread section 10T including a tread pattern, a pair of bead sections 10B, and a pair of side sections 10S provided on both sides of the tread section 10T, connecting the pair of bead sections 10B to the tread section 10T. The tire 10 includes a carcass ply 12, a belt 14, and a bead core 16 as frame links and mainly comprises a tread rubber link 18, side rubber links 20, bead filler rubber links 22, rim pad rubber links 24, and an inner liner rubber link 26 around the frame links.
[0027] The carcass ply 12 is formed from a carcass ply link made of rubber-coated organic fibers, wound into a ring shape between a pair of annular bead cores 16. The carcass ply 12 is wound around the bead cores 16 and extends to an outer side in the tire radial direction. The belt 14 is provided on an outer side of the carcass ply 12 in the tire radial direction and includes two belt links 14a and 14b. The belt 14 includes a link made of a steel cord coated with rubber and arranged at a predetermined angle of inclination, for example, 20 to 30 degrees with respect to the tire circumferential direction. Belt link 14a, which is a lower layer, has a width in the tire width direction that is greater than the width of belt link 14b, which is an upper layer. The steel cords of the two belt links 14a and 14b are inclined in opposite directions.As such, the belt links 14a and 14b are intersecting layers that serve to suppress expansion of the carcass layer 12 due to the pressure of the air in the tire.
[0028] The tread rubber link 18 is provided on an outer side of the belt 14 in the tire radial direction. The side rubber links 20 are connected to both end sections of the tread rubber link 18 and form the side sections 10S. The rim pad rubber links 24 are each provided at their ends on the inner sides of the side rubber links 20 in the tire radial direction and come into contact with a rim on which the tire 10 can be mounted. Each of the bead filler rubber links 22 is provided on an outer side of each of the bead cores 16 in the tire radial direction and is arranged between a section of the carcass layer 12 before it is wound around the bead core 16 and a section of the carcass layer 12 wound around the bead core 16. The inner liner rubber link 26 is provided on the inner surface of the tire 10, which faces a tire cavity area that is filled with air and surrounded by the tire 10 and the rim.Furthermore, two belt covers 30, made of rubber-coated organic fiber, are provided between the belt link 14b and the tread rubber link 18, and the two belt covers 30 cover the belt 14 from the outside of the belt 14 in the tire radial direction. Tread pattern
[0029] Fig. Figure 2 is a diagram showing an example of a tread pattern of tire 10. Fig. Figure 1 illustrates. The tire 10 with the in Fig. The tread pattern shown in the two illustrations is mounted so that one side (right side in) Fig. 2) in the direction of tire width, facing the inside of the vehicle (INSIDE) with respect to the tire centerline CL, and the other side (left in Fig.2) facing the outside of the vehicle (OUTSIDE). However, the tire 10 can be mounted so that one side faces the outside of the vehicle (OUTSIDE) and the other side faces the inside of the vehicle (INSIDE).
[0030] The in Fig. The illustrated tread pattern includes: a first narrow groove 31, a first shoulder-side main groove 32, a first mid-side main groove 34, a second mid-side main groove 36, a second shoulder-side main groove 38, and a second narrow groove 39, arranged in this order from left to right. Fig. 2 are arranged as a plurality of circumferential grooves extending in the direction of the tire's circumference. The narrow grooves 31 and 39 have a narrower groove width than the main grooves 32, 34, 36 and 38. Furthermore, the narrow grooves Grooves 31 and 39 have a shallower groove depth than the main grooves 32, 34, 36 and 38.
[0031] The first narrow groove 31, the first shoulder main groove 32, and the first center main groove 34 are arranged at intervals on the opposite side (OUTSIDE) in the tire width direction with respect to the tire centerline CL. The first narrow groove 31 is located furthest from the tire centerline CL on the opposite side in the tire width direction. The second narrow groove 39, the second shoulder main groove 38, and the second center main groove 36 are spaced apart on one side (INSIDE) in the tire width direction with respect to the tire centerline CL. The second narrow groove 39 is located furthest from the tire centerline CL on one side in the tire width direction.
[0032] The in Fig. The illustrated tread pattern includes the following web section area in contact with the circumferential groove. A first shoulder rib section area 42 is arranged on an outside of the first narrow groove 31 in the direction of tire width. A first narrow section of the bridge (second The bridge section area) 43 is located in an area situated between the first narrow groove 31 and the first shoulder side main groove 32. A first intermediate rib section area (third rib section area) 44 is located in an area situated between the first shoulder side main groove 32 and the first center side main groove 34. A central rib section area (first rib section area) 46 is located in an area sandwiched between the first center side main groove 34 and the second center side main groove 36. The tire centerline CL passes through the central rib section area 46. A second middle bridge section area (fourth The bridge section area) 48 is located in an area situated between the second central side main groove 36 and the second shoulder side main groove 38. A second narrow bridge section area (second The bridge section area) 49 is located in an area situated between the second shoulder side main groove 38 and the second narrow groove 39. A second shoulder rib section area 50 is arranged on the outside in the tire width direction of the second shoulder side main groove 38.
[0033] The in Fig. 2 tread pattern illustration includes a plurality of sipes arranged at intervals in the circumferential direction of the tire and extending in the width direction of the tire in each of the seven rib section areas 42, 43, 44, 46, 48, 49 and 50. Of these, the web section areas 43, 46, 48 and 49 are lamella areas (areas surrounded by a dashed reference line 70, hereinafter referred to as (Lamellar area 70 described) with a first lamella 71 and a second lamella 72 as a lamella. Two of the second lamellae 72, which are arranged at the division spacing length of each of the web section areas 43, 46, 48 and 49 in each of the lamella areas 70, are in the dashed line of the Fig. 2 illustrated ellipses. A majority of the first sipes 71 and a majority of the second sipes 72 are arranged at intervals in the circumferential direction of the tire. The first sipe 71 and the second sipe 72 are arranged such that they are adjacent to each other in the circumferential direction of the tire. In the Fig.In the illustrated example 2, the sipes of the rib section areas 43, 46, 48 and 49 run at an inclination with respect to the tire width direction, and for the sipes of the rib section areas 42, 50, the areas thereof run on the inside of the tire width direction at an inclination with respect to the tire width direction.
[0034] The lamella width of the second lamella 72 is greater than the lamella width of the first lamella 71. The lamella width of the second lamella 72 is, for example, 0.6 mm or more and less than 1.5 mm, and the lamella width of the first lamella is, for example, 0.3 to 1.2 mm. Preferably, the lamella width of the second lamella 72 is 0.8 to 1.4 mm, and the lamella width of the first lamella 71 is 0.4 mm or more and less than 0.8 mm.
[0035] The lamella width of the second lamella 72 is smaller than the groove width of the lug grooves 52, 54, 56 and 58. The lamella width of the second lamella 72 is narrower than the groove width of the narrow grooves 31 and 39.
[0036] The slats in the area other than slat area 70 are the first slat 71 or a slat in which the first slat 51 in slat area 70 is extended. The first lamella 71 of the second middle web section area 48 is extended and extends within the area other than the lamella area. The lamellae in the shoulder rib sections 42 and 50 are oriented such that the first lamellae 71 of the narrow rib sections 43 and 49 intersect the narrow grooves 31 and 39. The first lamella 71 in the first middle rib section 44 bends and extends along the first lug groove 54, which will be described later.
[0037] In the first shoulder rib section 42, a plurality of the first shoulder lug grooves 52 are arranged, spaced at intervals in the tire's circumferential direction and extending in the tire's width direction. The first shoulder lug groove 52 terminates by connecting with the first narrow groove 31. The first shoulder lug groove 52 bends in the middle of its extension direction. In the first central rib section 44, a plurality of the first lug grooves 54 are arranged, spaced at intervals in the circumferential direction of the tire and extending in the tire width direction. The first lug groove 54 is connected to the main grooves 32 and 34 and extends through the first central rib section 44 in the tire width direction. The first lug groove 54 bends at two points to project to both sides in the circumferential direction of the tire, while extending along its length. In the second central rib section area 48, a majority of the second lug grooves 56, which are arranged at intervals in the tire circumferential direction, extend from the second shoulder side main groove 38 to the inside of the second central rib section area 48 in the tire width direction and are closed on an outside of the sipe area 70. In the second shoulder rib section 50, a plurality of the second shoulder lug grooves 58 are arranged, spaced at intervals in the circumferential direction of the tire and extending in the tire width direction. The second shoulder lug groove 58 terminates at the junction with the second narrow groove 39. The second shoulder lug groove 58 bends in the middle of its direction of extension. In this description, a cleat groove means a groove with a width of 1.5 mm or more. The groove width of the cleat groove is, for example, 2 to 4 mm.
[0038] The first narrow rib section area 43, the central rib section area 46 and the second narrow rib section area 49 are not provided with lug grooves extending in the direction of the tire width.
[0039] The sipe area 70 is not provided with lug grooves that have a groove width greater than the sipe width of the second sipe 72 and that extend in the direction of the tire width. As described above, removing the lug groove from the rib section area improves noise performance, but the snow column shear force is not achieved, and performance on snow deteriorates. Here, a sipe can be provided in the rib section area instead of the lug groove to supplement performance on snow with the effect (edge effect) of the edges of a rib section scratching the road surface. However, it is likely that the sipes in the ground contact area are closed, and the supplementary effect on snow performance is insufficient.Since, in the tire 10 of the present embodiment, the second sipe 72 in the sipe area 70 has a wider sipe width than the first sipe 71, the second sipe 72 is not easily closed at the ground contact surface, and the edge effect is easily maintained. When a block or a section of the rib section, which has become a block-shaped section, is provided with lug grooves, it can generally move in such a way that each part of the block contracts towards the center of the block when it contacts the ground. Therefore, sipes arranged between the lug grooves adjacent in the circumferential direction of the tire are likely to be closed at the ground contact surface. Therefore, it is difficult to maintain the edge effect of sipes.However, in the tire 10 of the present embodiment, the second sipe 72 is arranged instead of the lug groove such that it adjoins the first sipe 71 in the sipe area 70 in the circumferential direction of the tire. Therefore, the movement of the block, which contracts when it contacts the ground, is suppressed compared to the case where the lug groove is provided, and the first sipe 71 does not close as easily compared to the case where the sipe 71 is arranged between the lug grooves. Therefore, the edge effect of the first sipe 71 is easily maintained. As described above, in the lamella area 70 the edge effect of the second lamella 72 and the first lamella 71 is easily maintained, and at least the performance on snow (steering stability on snow-covered road surfaces) is maintained compared to the case in which the lug groove is provided instead of the second lamella 72. Since the second sipe 72 has little influence on the pattern noise, the noise performance can be improved compared to the lug groove. That is, according to tire 10, the noise performance can be improved while at least maintaining the performance on snow.
[0040] According to one embodiment, the ratio of the lamella width of the second lamella 72 to the lamella width of the first lamella 71 is preferably 1.2 to 3.0, more preferably 1.4 to 2.5. As a result, the edge effect of the second lamella 72 and the first lamella 71 is sufficiently maintained, and the performance on snow is improved.
[0041] According to one embodiment, as in the in Fig.In the illustrated example 2, the central rib section area 46 preferably comprises the sipe area 70. It is preferred that the sipe area 70 is arranged in all areas in the tire width direction of the central rib section area 46 and that the sipe in the sipe area 70 is connected to the main grooves 34 and 36. Since the central rib section area 46 has a high ground pressure and a significant influence on snow performance and noise performance, providing the sipe area 70 in the central rib section area 46 increases the effect of improving noise performance while at least maintaining the same level of snow performance.
[0042] Fig. Figure 3(a) is a diagram illustrating an example of a profile cross-section of the second lamella 72, and Fig.Figure 3(b) is a diagram illustrating an example of the profile cross-section of the first lamella 71. According to an embodiment as shown in Fig. As illustrated in Figure 3, the lamellae 71 and 72 in the lamella region 70 of the central web section region 46 preferably each include a raised bottom section whose lamella depth is shallower than the lamella depth of the central regions 71b and 72b of the lamellae 71 and 72 between connection regions 71a and 72a, wherein the raised bottom section provided in each of the two connection regions 71a and 72a of the lamellae 71 and 72 is located in the The sipe extends from the connecting ends, which are linked to the main grooves 34 and 36. The height of the raised base section is lower than the tread surface and is located on the inside in the tire radial direction. This ensures the stiffness of the sipe area 70. Furthermore, according to one embodiment, the depth of the raised base section of the second sipe 72 is preferably deeper than the depth of the raised base section of the first sipe 71. This improves performance on snow as the tire 10 wears. The depth of the raised base section of the sipes 71 and 72 is preferably 50 to 80% of the groove depth of the main groove 34 or the main groove 36. According to one embodiment, it is preferred that the sipe depth of the central area 72b of the second sipe 72 is equal to the sipe depth of the central area 71b of the first sipe 71. The difference in the extent of the collapse of a section of the rib between sipes adjacent in the circumferential direction of the tire is reduced, and the edge effect of the first sipes 71 and the second sipes 72 is likely to be maintained as they wear.
[0043] According to one embodiment, it is preferred that the narrow web section areas 43 and 49 each enclose the slat area 70. Furthermore, according to one embodiment, it is preferred that the entire area of the narrow web section areas 43 and 49 is the slat area 70 and that the slats 71 and 72 are located within it. The lamella area 70 of the narrow web section area 43 is connected to the main groove 32 and the narrow groove 31, and the lamellae 71 and 72 in the lamella area 70 of the narrow web section area 49 are connected to the main groove 38 and the narrow The groove 39 is connected. Since the narrow rib sections 43 and 49 are subjected to loads during cornering, it is preferred that these narrow rib sections do not have a lug groove extending in the tire width direction to ensure stiffness against lateral forces. Because the sipe area 70 is provided in the narrow rib sections 43 and 49, stiffness against lateral forces is ensured and performance on snow, particularly during cornering, is improved.
[0044] According to one embodiment, as described above, the shoulder lug sections 42 and 50 preferably have shoulder lug grooves 52 and 58. Performance on snow is improved by the snow column shear force due to the shoulder lug grooves 52 and 58. Furthermore, according to one embodiment, it is preferred that the ends in the extension direction of the shoulder lug grooves 52 and 58 are connected to the second sipes 72 in the narrow lug section areas 43 and 49 via the narrow grooves 31 and 39. Since a section of the lug sections on both sides of the second sipe 72 moves in the circumferential direction of the tire such that it is displaced in the tire width direction, the snow columns in the shoulder lug grooves 52 and 58 are slightly compacted, and the snow column shear force due to the shoulder lug grooves 52 and 58 is improved.Since the shoulder grooves 52 and 58 are not connected to the main grooves 32 and 38 and end on the outer sides of the main grooves 32 and 38 in the direction of the tire width, the noise performance of the tire 10 is improved.
[0045] According to one embodiment, the second sipe 72 in the sipe area 70 of the narrow rib sections 43 and 49 preferably has a constant sipe depth along its entire length. Since the narrow rib sections 43 and 49 have a short length in the tire width direction, the edge effect of the sipes 71 and 72 may not be sufficiently maintained if a raised bottom section is provided in the second sipe 72. The length in the tire width direction of the narrow rib sections 43 and 49 is shorter than the length in the tire width direction of the rib sections 46, 44, 48, 42, and 50.
[0046] According to one embodiment, the groove widths of the narrow grooves (outer circumferential grooves) 31 and 39 are preferably narrower than the groove widths of the main grooves (inner circumferential grooves) 32 and 38, as described above. If the groove widths of the narrow grooves 31 and 39 are wide, the blocks of the shoulder rib sections 42 and 50 can collapse and slide against snow-covered road surfaces, since the tread surface area of the shoulder rib section areas 42 and 50 is small and the stiffness is reduced. Therefore, the noise performance is likely to deteriorate due to sliding noise.
[0047] According to one embodiment, as described above, the first central rib section (third rib section) 44 preferably includes the first lug groove 54. Performance on snow is improved by the snow column shear force due to the first lug groove 54. In this case, according to one embodiment, it is preferred that the arrangement position of the first lug groove 54 section is located between the two bending positions on the main groove side 32 of the main grooves 32 and 34, that is, closest to the main groove 32. Since the curved first lug groove 54 can secure the groove area without being strongly inclined with respect to the tire width direction, it is possible to suppress a decrease in the block stiffness of the first central rib section 44.Therefore, high performance on snow can be maintained, and a deterioration in noise performance due to the block collapsing and sliding on snow-covered road surfaces can be suppressed. According to one embodiment, the first central rib section 44 preferably does not include another lug groove extending in the tire width direction in order to avoid deteriorating noise performance. Furthermore, according to one embodiment, it is preferred that the first central rib section 44 does not include the second sipe 72, since the snow column shear force is maintained due to the first lug groove 54.
[0048] Fig. Figure 4 is a diagram illustrating an example of a profile cross-section of the first tunnel groove 54. According to one embodiment, as in Fig.Figure 4 illustrates that the first lug groove 54 preferably includes a raised ground section whose groove depth is shallower than that of the area 54b of the first lug groove 54, wherein the area 54b differs from the connecting area 54a, and the raised ground section provided in the connecting area 54a of the first lug groove 54 extends along the direction of extension of the first lug groove 54 from the connecting end connected to the main groove 32. In particular, if the tire 10 is mounted such that the first central rib section area 44 faces the OUTSIDE, the groove volume in the connecting area 54a, which is located on the outside in the tire width direction, is reduced, the tread noise can be reduced and the noise performance further improved.The connection area 54a is located below the two bending positions, preferably up to the bending position that is on the outside in the tire width direction. Therefore, according to one embodiment, it is preferred that the tread pattern designates a vehicle mounting orientation and that the first central rib section area 44 is located in a tread half-area facing the outside of the vehicle, below the tread half-areas on both sides in the tire width direction with respect to the tire centerline CL. Since, according to this embodiment, the first central rib section area 44, in which stiffness is ensured, is located on the OUTSIDE, performance on snow during cornering is improved.
[0049] According to one embodiment, as described above, the second central rib section (fourth rib section) 48 preferably includes the second lug groove 56. The snow column shear force due to the second lug groove 56 is maintained, and performance on snow is improved. Furthermore, according to one embodiment, it is preferred that the second central rib section 48 includes the sipe area 70 in the area in the tire width direction in contact with the main groove 36, and that the closed end of the second lug groove 56 is connected to the second sipe 72 in the sipe area 70, and that the second sipe 72 has a constant sipe depth along its length. The snow column shear force due to the main groove contributes to improved performance on snow when cornering.The lateral force exerted on the tread block area during cornering is greater because it is located closer to an area on the outside in the tire width direction, where the load is high during cornering. Since the second lug groove 56 is connected to the main groove 38 as described above, the effect of reinforcing the snow column formed by the main groove 38 is maintained, thus improving performance on snow during cornering. Because the second lug groove 56 is closed in the second central tread block area 48, noise performance can be improved. The closed second lug groove 56 contributes to increasing the contact patch near the tire centerline CL and improving steering stability due to static friction. According to one embodiment, the first central rib section area 44 preferably does not include any other lug groove that extends in the tire width direction for the purpose of improving noise performance.
[0050] According to one embodiment, it is preferred that the tread pattern designates the vehicle mounting orientation and that the second central rib section 48 is arranged in a tread half-area facing the inside of the vehicle. Since the second central rib section 48 is arranged on the inside with the second lug groove 56, the effect of improving noise performance is increased.
[0051] According to one embodiment, a profile line formed by the respective tread surfaces of the rib section of the central rib section area 46, the rib section of the first central rib section area 44, and the rib section of the second central rib section area 48 is preferably a curved profile line projecting outwards in the tire radial direction with respect to a reference profile line illustrated below. Fig. Figure 5 is a diagram illustrating a curved profile line. A reference profile line PL0, which is in Fig.As illustrated in Figure 5, in a profile cross-section of the tread section 10T along the tire width direction, there is an arc line passing through: the points of two rib section edges where the tread surface of the rib section of the middle rib section area 46 is connected to groove wall surfaces of the main grooves 34 and 36; and the points of two rib section edges where the tread surfaces of the rib section of the first middle rib section area 44 and the rib section of the second middle rib section area 48 are connected to groove wall surfaces of the main grooves 34 and 36, with the midpoint located on the tire centerline CL.The arc line preferably also passes through the points of two web section edges where the running surface surfaces of the web section of the first middle web section area 44 and the web section of the second middle web section area 48 are each connected to groove wall surfaces of the main grooves 32 and 38. Since the arc is uniquely determined by the three points through which it passes, the arc may not pass exactly through the points of the four web section edges or the points of the six web section edges. In this case, an arc line in which the sum of the separation distances of the point from the arc lies within a predetermined range can be defined as the reference profile line PLO, and an arc line in which the sum of the distances from the points of the web section edges to the arc line is minimized is preferably defined as the reference profile line PLO. A curved profile line PL1 projects to the outside in the tire radial direction with respect to the reference profile line PLO, while passing through the points of the rib section edges of the rib section of the central rib section area 46, the rib section of the first middle rib section area 44 and the rib section of the second middle rib section area 48. By providing the camber profile line PL1 in this way, the ground contact pressure of the central sections in the tire width direction of the central rib section area 46, the first middle rib section area 44, and the second middle The area of the rib section 48 can be effectively increased, and the ground contact pressure can be shifted in a direction where the distribution of the ground contact pressure is uniform. This allows the edge action of the lamellae 71 and 72, which are provided in the area of the central rib section 46, in the area of the first central rib section 44, and in the area of the second central rib section 48, to be efficiently improved. Therefore, performance on snow can be improved. The maximum projection value of the curved profile line PL1 relative to the reference profile line PLO is, for example, preferably 0.1 to 1.0 mm.
[0052] According to one embodiment, the ratio (groove area ratio) of the area of the circumferential groove and the lug groove to the ground contact surface of the tread section 10T is preferably 25 to 30%, the ratio (main groove area ratio) of the area of the circumferential groove to the ground contact surface of the tread section 10T is 16 to 22%, and the snow traction index (STI) is 115 to 140. The ground contact surface is defined as the surface the tire 10 is in contact with a horizontal surface under the condition that the tire is mounted on a regular rim, inflated to normal internal pressure, and loaded with 88% of the normal load."Conventional rim" refers to a "measurement rim" as defined by the Japan Automobile Tyre Manufacturers Association (JATMA), a "design rim" as defined by the Tire and Rim Association (TRA), or a "measuring rim" as defined by the European Tyre and Rim Technical Organisation (ETRTO). "Normal inflation pressure" refers to a "maximum air pressure" as defined by JATMA, a maximum value in "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" as defined by the TRA, or "INFLATION PRESSURES" as defined by the ETRTO. "Normal load" refers to a "maximum load capacity" as defined by JATMA, the maximum value in "TIRE. LOAD LIMITS AT VARIOUS COLD INFLATION “PRESSURES” (tire load limits for various tires) Cold filling pressures) as defined by the TRA or “LOAD CAPACITY” as defined by the ETRTO. STI is represented by formula (1): STI=−6.8+2202⋅ρg+672⋅ρs+7.6⋅Dg
[0053] (In formula (1) ρ g a value obtained by dividing the total length (mm) of the lengths in the tire width direction of all lug grooves provided in the rib section area, when the lug grooves are projected in the tire circumference direction, by (ground contact width of the rib section area) × (circumference length of the rib section area) (mm 2 ) is obtained, ps is a value obtained by dividing the total length (mm) of the lengths in the tire width direction of all sipes provided in the rib section area, when the sipes are projected in the tire circumference direction, by (ground contact width of the rib section area) × (circumference length of the rib section area) (mm 2 ) is obtained, and Dg STI is the average depth (mm) of the grooves provided in the footbridge section area. The STI is a well-known index and is described, for example, in JP 2824675 B.
[0054] The circumferential grooves for calculating the groove area ratio and the main groove area ratio include the main grooves 32, 34, 36, and 38 and the narrow grooves 31 and 39. The groove area ratio in the aforementioned range is smaller than that of a general winter tire, and the noise performance of the tire 10 is favorable. If the groove area ratio, the main groove area ratio, and the STI meet the aforementioned requirements, the effect of improving noise performance is effectively maintained while at least maintaining the performance on snow. The groove area ratio is preferably 26 to 29%. The main groove area ratio is preferably 17 to 21%. The STI is preferably 120 to 135.
[0055] According to one embodiment, the second lamellae 72 are preferably arranged at pitch intervals of the web section areas 43, 46, 48 and 49. Since the second lamella 72 is located in the lamella area 70 that does not have a lug groove at each pitch interval length, the steering stability is achieved close to that achieved when a lug groove is provided instead of the second lamella 72.
[0056] According to one embodiment, the ends of the second lamella 72 and the first lamella 71 are preferably connected to the circumferential groove or the lug groove in the direction of extension. This effectively maintains the edge effect due to the second lamella 72 and the edge effect due to the first lamella 71 by suppressing the movement of a section of the web between the second lamellae 72, and effectively enhances performance on snow. Since such a shape has little influence on the pattern noise, the noise performance is favorable.
[0057] According to one embodiment, the number of first sipes 71 between the second sipes 72 adjacent in the circumferential direction of the tire is preferably 1 to 4, and more preferably 1 or 2. According to another embodiment, the sipe area 70 preferably does not include a first sipe that is not adjacent to the second sipe 72 in the circumferential direction of the tire. That is, it is preferred that all first sipes 71 in the sipe area 70 are adjacent to the second sipe 72 in the circumferential direction of the tire. The aforementioned effect of suppressing the movement of the block, which contracts when it contacts the ground, is easily maintained, and the edge effect of both the first sipe 71 and the second sipe 72 can be efficiently preserved. Furthermore, according to one embodiment, the number of first sipes 71 adjacent in the circumferential direction of the tire between the second sipes 72 is preferably different, and in the Fig.In the illustrated example 2, one and two of the first sipes 71 are arranged alternately in the circumferential direction of the tire. In this case, with regard to the spacing of the sipes adjacent in the circumferential direction of the tire, the spacing of the smaller number of first sipes 71 between the second sipes 72 adjacent in the circumferential direction of the tire is preferably wider than the spacing of the larger number of first sipes 71.
[0058] According to one embodiment, the sipe area 70 can be provided in all rib section areas of the tread pattern. However, as described above, it is preferred that the sipe area 70 be provided in some of the rib section areas, so that a lug groove is provided in some of the rib section areas to obtain performance on snow due to the snow column shear force. Comparative examples and examples
[0059] To investigate the effects of the pneumatic tire of the present embodiment, the tire's tread pattern was varied, and its performance on snow and noise levels were examined. The prototype tires each had a tire size of 235 / 60R18 and the following specifications: Fig. Figure 1 illustrated the cross-sectional shape and was based on the one in Fig. 2 illustrated tread patterns, with the exception of the configurations shown in Table 1 and Table 2 and the configurations described below.
[0060] In Table 1 and Table 2, “first lamella width” indicates the lamella width of the first lamella, and “second lamella width” indicates the lamella width of the second lamella. Within an identical web section, the lamella depths in the central areas of the first and second lamellas were the same. “Connected” indicates that the shoulder grooves 52 and 58 extend through the narrow grooves 31 and 39 and are connected to the main grooves 32 and 38, and “Not connected” indicates that, as in Fig. Figure 2 illustrates that the shoulder grooves 52 and 58 terminate by connecting to the narrow grooves 31 and 39, and not to the main grooves 32 and 38. "Sh-side" means the shoulder side (outer side in the direction of tire width) and "Ce-side" means the side of the tire centerline.
[0061] In comparative example 1, the second lamella was installed in the central web section area. Fig.2 replaced by a tunnel groove with a closed end connected to the main groove 36 and not connected to the main groove 34, and a first lamella extending from a closed end of the tunnel groove and connected to the main groove 34. In comparative examples 1 and 2 and examples 1 to 6, the second lamella and the one in the second middle web section area (fourth web section area) were Fig. In Figure 2, the second tunnel groove was replaced by a first lamella. Furthermore, in Comparative Examples 1 and 2 and Examples 1 to 4, the raised soil section was not provided in the first tunnel groove. The groove depth of the first tunnel groove was set to a depth between that of the raised soil section in Examples 5 to 8 and the groove depth of the portion of the first tunnel groove that differs from the raised soil section. In comparative example 2, the tunnel groove in the central bridge section area in comparative example 1 was replaced by the first lamella. In example 1, the first lamella, located in the central web section area, was compared to example 2, where it is positioned at the location of the second lamella. Fig. The second lamella, which is provided, is replaced by the second lamella. In comparative examples 1 and 2, a shoulder stud groove was used in the narrow bridge section area instead of the one in Fig. 2 illustrated second lamella arranged. Examples 2 to 8 were identical to those of Example 1, except for the points illustrated in Table 1 and Table 2. In example 7, the second middle bridge section area was in Example 6 is provided with: a second groove connected to the main groove on the "Ce side" and not connected to the main groove on the "Sh side"; and a second lamella extending from a closed end of the second groove and connected to the main groove on the "Sh side". That is, in Example 7, in the second middle rib section area, the Fig. The positions of the sipe area and the second lug groove shown in the illustration are reversed in the direction of tire width. The lamella width of the first lamella is 0.6 mm, excluding those illustrated in Table 1 and Table 2. The lamella width of the second lamella in the second middle web section was 1.0 mm, excluding those illustrated in Table 1 and Table 2.
[0062] The lamella depth of the second lamella in the narrow web section was constant. In Example 8, the groove area ratio was 27%, the main groove area ratio was 19%, and the STI was 133.
[0063] The snow performance and noise performance of these test tires were evaluated according to the following test procedures, and the results are illustrated in Table 1. For the evaluations, the test tires were mounted on wheels with a rim size of 18 × 7.5 J, on a front-wheel-drive vehicle with an engine displacement of 2400 cm³. 3 The tires were mounted, and the air pressure after warming was set to 230 kPa. The vehicle mounting orientation of the test tires was as described in... Fig. 2 illustrated. Performance on snow in new condition
[0064] A sensory evaluation of steering characteristics, straightness, and similar aspects was conducted while a test driver drove at speeds between 0 and 80 km / h on a test track with a snow-covered road surface. The results were expressed as index values, with comparison example 1 assigned a value of 100. Higher index values indicate excellent performance on new snow. Performance on snow in worn condition
[0065] Tires where the average wear value of the four main grooves on the four wheels was 50% of a predefined maximum wear depth were fitted to the vehicle, and a sensory evaluation was performed in the same manner as for snow performance when new. The results were expressed as index values, with 100 assigned to comparison example 1. Higher index values indicate excellent snow performance in a worn condition. The average wear value is the average value of the degree of wear measured at a plurality of points in the circumferential direction for each main groove. noise level
[0066] To assess noise performance, new tires were mounted on a vehicle in conditions similar to their performance on snow when new, and a sensory evaluation of tire noise was conducted by a test driver on dry road surfaces at speeds ranging from 40 km / h to 120 km / h. The results were expressed as index values, with 100 assigned to the benchmark tire 1. Higher index values indicate excellent noise performance.
[0067] The case in which the sum of the index values for performance on snow in new condition and performance on snow in worn condition is 200 or more, and in which the noise performance index exceeds 100, was assessed as being able to improve noise performance while at least maintaining performance on snow. [Table 1] Comparative example 1 Comparative example 2 Example 1 Example 2 Example 3 Presence of tunnel grooves in the middle section of the bridge Yes No No No No First slat width in the central web section (mm) 0,6 0,6 0,6 0,6 0,6 Second slat width in the central web section (mm) - - 1,0 1,0 1,0 Increased bottom depth of the first lamella in the central web section (mm) 3,0 3,0 3,0 3,0 3,0 Increased bottom depth of the second lamella in the central web section (mm) 3,0 3,0 3,0 4,0 4,0 Shoulder stud groove connected to the main groove Tied together Tied together Tied together Tied together Not connected Second slat width in the narrow web section (mm) - - - - 0,8 Position of the raised floor section of the first tunnel groove - - - - - Main groove, which is connected to the second cleat groove - - - - - Performance on snow in new condition 100 97 100 100 97 Performance on snow in worn condition 100 100 100 103 103 noise level 100 103 103 103 105 [Table 2] Example 4 Example 5 Example 6 Example 7 Example 8 Presence of tunnel grooves in the middle section of the bridge No No No No No First slat width in the central web section (mm) 0,6 0,6 0,6 0,6 0,6 Second slat width in the central web section (mm) 1,0 1,0 1,0 1,0 1,0 Increased bottom depth of the first lamella in the central web section (mm) 3,0 3,0 3,0 3,0 3,0 Increased bottom depth of the second lamella in the central web section (mm) 4,0 4,0 4,0 4,0 4,0 Shoulder stud groove connected to the main groove Not connected Not connected Not connected Not connected Not connected Second slat width in the narrow web section (mm) 1,0 1,0 1,0 1,0 1,0 Position of the raised ground section in the first tunnel groove - Ce-side Sh-page Sh-page Sh-page Main groove, which is connected to the second cleat groove - - - Ce-side Sh-page Performance on snow in new condition 100 100 100 102 103 Performance on snow in worn condition 103 103 103 105 106 noise level 105 105 107 105 106
[0068] From the comparison between examples 1 to 8 and comparison examples 1 and 2, it can be seen that the noise performance can be improved while the performance on snow is at least maintained if at least one web section area includes a lamella area. From the comparison between Example 1 and Example 2, it can be seen that the performance on snow in a worn state is improved if the depth of the raised bottom section of the second blade is deeper than the depth of the raised bottom section of the first blade. The comparison between Example 2 and Example 3 shows that noise performance can be improved while maintaining performance on snow if the narrow rib section area includes the slat area. From the comparison between Example 3 and Example 4, it can be seen that the performance on snow in new condition is improved when the ratio of the lamella width of the second lamella 72 to the lamella width of the first lamella 71 is 1.4 to 3.0. From the comparison between Example 5 and Example 6, it can be seen that the noise performance is improved when the raised bottom section of the first lug groove is located on the shoulder side (main groove 32 side). From the comparison between Example 6 and Example 7, it can be seen that the performance on snow in new condition and the performance on snow in worn condition are improved if the second middle rib section area includes a lamella area and if a second lug groove connected to the second lamella in the lamella area is provided. The comparison between Example 7 and Example 8 shows that the performance on new snow is improved and the noise performance is improved when the second lug groove is connected to the main groove 38 on the shoulder side.
[0069] The pneumatic tire according to one embodiment of the present invention has been described in detail above. However, the pneumatic tire according to one embodiment of the present invention is not limited to the embodiments or examples described above and can, of course, be improved or modified in various ways without deviating from the scope of protection of the present invention. The aforementioned features of the pneumatic tire of the present invention can also be applied to tires other than pneumatic tires, such as solid tires and run-flat tires. Reference symbol list 10 tires 10T tread section 31 First narrow groove (outer circumferential groove) 32 First lateral shoulder groove (inner circumferential groove) 34 First medial main groove 36 Second mid-side main groove 38 Second shoulder lateral main groove (inner circumferential groove) 39 Second narrow groove (outer circumferential groove) 41 First narrow section of the bridge (second section of the bridge) 42 First shoulder bridge section area 44 First middle section of the jetty (third section of the jetty) 46 Central bridge section area (first bridge section area) 48 Second middle section of the jetty (fourth section of the jetty) 49 Second narrow section of the jetty (second section of the jetty) 50 Second shoulder bridge section area 52 First shoulder stud groove 54 First tunnel groove 54a Connection area 54b area, which differs from the connection area 56 Second tread groove 58 Shoulder stud groove 70 slat area 71 First lamella 71a Connection area 71b Central Area 72 Second lamella 72a Connection area 72b Central Area QUOTES INCLUDED IN THE DESCRIPTION
[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature
[0000] JP 5765492 B
[0003] JP 2824675 B
[0053]
Claims
[1] Pneumatic tire comprising a tread pattern in a tread section, the tread pattern includes: a plurality of circumferential grooves extending in one direction around the circumference of the tire; and a plurality of sipes arranged at intervals in the circumferential direction of the tire in each of a plurality of rib section areas in contact with the circumferential grooves, wherein the sipes extend in the tire width direction, wherein at least one of the rib section areas comprises a sipe area comprising a first sipe and a second sipe arranged such that it adjoins the first sipe in the tire circumferential direction as a sipe, wherein the sipe area is provided in at least one sub-area in the tire width direction, where the width of the second lamella is wider than the width of the first lamella, and wherein the sipe area is not provided with a lug groove which has a wider groove width than the sipe width of the second sipe, the lug groove extending in the tire width direction. [2] Pneumatic tires according to claim 1, wherein of the bridge section areas, a first one includes The rib section area, which is located between two circumferential grooves adjacent in the direction of tire width, the sipe area, and The lamella in the lamella area is connected to the two circumferential grooves. [3] Pneumatic tires according to claim 2, wherein the lamella in the lamella area of the first web section area comprises a raised bottom section with a shallower lamella depth than a lamella depth in a central area of the lamella between connection areas, wherein the raised bottom section is provided in each of the connection areas of the lamellae extending in an extension direction of the lamella from a connection end that is connected to the circumferential groove connected to the lamella, and The depth of the raised soil section of the second lamella is deeper than the depth of the raised soil section of the first lamella. [4] Pneumatic tires according to claim 2 or 3, wherein at least one of two second rib section areas arranged between two outer circumferential grooves located on an outside in the tire width direction of the two circumferential grooves, the first rib section area between the plurality of circumferential grooves and two inner circumferential grooves arranged so that they adjoin the outer circumferential grooves in the tire width direction on an inside in the tire width direction of the outer circumferential grooves, comprising the sipe area, and the lamella is connected to the outer circumferential groove or the inner circumferential groove in the lamella area. [5] Pneumatic tires according to claim 4, wherein the rib section area further comprises two shoulder rib section areas, which are arranged on the outside in the tire width direction of the outer circumferential grooves, the tread pattern further comprises a plurality of shoulder lug grooves arranged at intervals in the circumferential direction of the tire in the shoulder rib section area and extending in the tire width direction, and The shoulder stud groove is connected to the second lamella in the lamella area of the second rib section via the outer circumferential groove. [6] Pneumatic tires according to claim 4 or 5, wherein the second lamella in the lamella area of the second The web section area has a constant lamella depth over one extension direction of the second lamella. [7] Pneumatic tire according to any one of claims 4 to 6, wherein a groove width of the outer circumferential groove is narrower than a groove width of the inner circumferential groove. [8] Pneumatic tires according to claim 2 or 3, wherein a tire centerline runs through the first rib section area, the tread pattern further comprises a plurality of first lug grooves arranged at intervals in the circumferential direction of the tire in a third rib section area, which is sandwiched between two circumferential grooves, one of which differs from the two circumferential grooves that sandwich the first rib section area between the multiple circumferential grooves, the first lug grooves extending in the width direction of the tire, the first tread groove bends at two points to protrude on both sides in the direction of the tire's circumference, while the first tread groove extends, and an arrangement position of a section of the first lug groove between two bending positions near a circumferential groove, which is located furthest from the tire centerline of the two circumferential grooves that sandwich the third rib section area. [9] Pneumatic tire according to claim 8, wherein the first lug groove comprises a raised ground section with a shallower groove depth than a region of the first lug groove, which differs from a connection region of the first lug groove, wherein the raised ground section is provided in the connection region of the first lug groove, which extends in an extension direction of the first lug groove from a connection end that is connected to a circumferential groove that is located furthest from the tire centerline under two circumferential grooves that sandwich the third rib section region. [10] Pneumatic tires according to claim 8 or 9, wherein The tread pattern specifies a vehicle assembly orientation, and the third tread section area is arranged in a running surface half-area that is on the outside of a vehicle under The tread half-areas on both sides face the tire width direction in relation to the tire centerline. [11] Pneumatic tires according to claim 2 or 3, wherein the tire centerline runs through the first rib section area, a fourth web section area, sandwiched between two circumferential grooves, one of which differs from the two circumferential grooves that enclose the first web section area under the plurality of circumferential grooves, comprising the lamella area, the fourth rib section area includes the sipe area in a region in the tire width direction in contact with one of the two circumferential grooves, the tread pattern further comprises a plurality of second lug grooves arranged at intervals in the circumferential direction of the tire, wherein the second lug grooves extend from a circumferential groove, which differs from the one circumferential groove below the two circumferential grooves, to the inside of the fourth rib section area in the tire width direction, wherein the second lug grooves are closed on an outside of the sipe area, a closed end of the second cleat groove is connected to the second lamella in the lamella area, and the second lamella has a constant lamella depth over one extension direction of the second lamella. [12] Pneumatic tires according to claim 11, wherein The tread pattern specifies a vehicle assembly orientation, and the fourth tread section area is arranged in a running surface half-area that is under a vehicle interior The tread half-areas on both sides face the tire width direction in relation to the tire centerline. [13] Pneumatic tire according to any one of claims 1 to 12, wherein the rib section comprises a first rib section arranged sandwich-like between two circumferential grooves adjacent in the tire width direction from the plurality of circumferential grooves, a third rib section arranged between two circumferential grooves, one of which is different from the two circumferential grooves, and a fourth rib section arranged sandwich-like between two circumferential grooves, one of which is different from the two circumferential grooves that sandwich-like arrange the first rib section, wherein the two circumferential grooves differ from the two circumferential grooves that sandwich-like arrange the third rib section, and in a profile cross-section of the tread section along the tire width direction, where a reference profile line is an arc passing through points of two rib section edges where a tread surface of a rib section of the first rib section area is connected to groove wall surfaces of the two circumferential grooves that sandwich the first rib section area, and points of two rib section edges where tread surfaces of a rib section of the third rib section area and a rib section of the fourth rib section area are connected to groove wall surfaces of the two circumferential grooves, and wherein a center point is located on a tire centerline, A profile line generated by the tread surfaces of the rib section of the first rib section area, the rib section of the third rib section area, and the rib section of the fourth rib section area is a curved profile line that projects to an outside in the tire radial direction with respect to the reference profile line. [14] Pneumatic tire according to any one of claims 1 to 13, wherein at least one of the rib section areas comprises a plurality of lug grooves arranged at intervals in the circumferential direction of the tire and extending in the width direction of the tire, a ratio of the area of the circumferential groove and the lug groove to the ground contact surface of the tread section is 25 to 30%, a ratio of the area of the circumferential groove to the ground contact surface of the tread section is 16 to 22%, and a snow traction index STI 115 to 140, where STI is represented by formula (1): STI=−6.8+2202⋅ρg+672⋅ρs+7.6⋅Dg (in formula (1) ρ g a value obtained by dividing the total length (mm) of lengths in the tire width direction of all lug grooves provided in the rib section area, when the lug grooves are projected in the tire circumference direction, by (ground contact width of the rib section area) × (circumference length of the rib section area) (mm 2 ) is received, ρ s a value obtained by dividing the total length (mm) of lengths in the tire width direction of all sipes provided in the rib section area, when the sipes are projected in the tire circumference direction, by (ground contact width of the rib section area) × (circumference length of the rib section area) (mm 2) is obtained, and Dg is an average depth (mm) of the tunnel grooves provided in the bridge section area). [15] Pneumatic tire according to any one of claims 1 to 14, wherein the ratio of a sipe width of the second sipe to a sipe width of the first sipe is 1.4 or more. [16] Pneumatic tire according to any one of claims 1 to 15, wherein the sipe area does not include the first sipe which is not adjacent to the second sipe in the circumferential direction of the tire.