tire

Abstract

To provide a tire improved in on-ice / snow performance while suppressing deterioration in steering stability on a dry road surface.SOLUTION: The tire has a tread part. The tread part includes circumferential grooves and land parts 7. On a stepping face 7s of the land part 7 are provided a first terminated groove 33, a second terminated groove 34, a first communicated sipe 37, a second communicated sipe 38 and a transverse sipe 40. The transverse sipe 40 includes a first part 41, a second part 42 and a third part 43. In a planar view of the tread, the first part 41 overlaps with a projection region where the first communicated sipe 37 or the second communicated sipe 38 is extended in parallel to a tire axial direction.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a tire. [Background technology]

[0002] The following Patent Document 1 proposes a pneumatic radial tire in which longitudinal sipes and lateral sipes provided on land portions are connected in a substantially L-shape. The tire is expected to improve cornering performance and braking performance on snow by the longitudinal sipes and lateral sipes. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2006-160055 A Summary of the Invention [Problem to be solved by the invention]

[0004] While lateral grooves and sipes on the land portion of a tire are useful for improving performance on ice and snow, they also tend to reduce the rigidity of the land portion and reduce steering stability on dry roads.

[0005] The present invention has been devised in consideration of the above-mentioned circumstances, and has as its main object to provide a tire that has improved performance on ice and snow while suppressing a decrease in steering stability on dry road surfaces. [Means for solving the problem]

[0006] The present invention relates to a tire having a tread portion, the tread portion including a plurality of circumferential grooves extending continuously in a tire circumferential direction and at least one land portion divided into the circumferential grooves, the land portion including a first circumferential edge, a second circumferential edge, and a tread surface therebetween, the tread surface including a first interrupted groove extending from the first circumferential edge and having an interrupted end within the tread surface, a second interrupted groove extending from the second circumferential edge and having an interrupted end within the tread surface, a first communicating sipe extending from the interrupted end of the first interrupted groove to the second circumferential edge, and a second communicating sipe extending from the interrupted end of the second interrupted groove to the second circumferential edge. A second communicating sipe extends from the cut end to the first circumferential edge, and a transverse sipe extends from the first circumferential edge to the second circumferential edge, and the transverse sipe includes a first portion extending obliquely from the first circumferential edge, a second portion extending from the second circumferential edge obliquely in the same direction as the first portion, and a third portion inclined at an angle different from the first portion and the second portion and connected to the first portion and the second portion, and in a plan view of the tread, the first portion overlaps with a projected area obtained by extending the first communicating sipe or the second communicating sipe parallel to the tire axial direction.

[0007] In the tire of the present invention, it is preferable that the third portion is inclined in a direction opposite to the first portion and the second portion.

[0008] In the tire of the present invention, it is preferable that the second portion overlaps with a projected area of ​​the first communicating sipe or the second communicating sipe extended parallel to the tire axial direction.

[0009] In the tire of the present invention, it is preferable that the tread surface is provided with a first interrupted sipe extending from the first circumferential edge and having an interrupted end within the tread surface.

[0010] In the tire of the present invention, in a plan view of the tread, the first interrupted sipe preferably overlaps with a projected area of ​​the first portion extended parallel to the tire axial direction.

[0011] In the tire of the present invention, it is preferable that the tread surface is provided with a second interrupted sipe extending from the second circumferential edge and having an interrupted end within the tread surface.

[0012] In the tire of the present invention, in a plan view of the tread, the second interrupted sipe preferably overlaps with a projected area of ​​the second portion extended parallel to the tire axial direction.

[0013] In the tire of the present invention, the angle of the first portion with respect to the tire axial direction is desirably 40 to 50°.

[0014] In the tire of the present invention, it is desirable that the angle between the first portion and the third portion is 90 to 110°.

[0015] In the tire of the present invention, it is desirable that the maximum depth of the first portion is greater than the maximum depth of the first communicating sipe. Effect of the Invention

[0016] By adopting the above-mentioned configuration, the tire of the present invention can improve performance on ice and snow while suppressing a decrease in steering stability on dry road surfaces. [Brief description of the drawings]

[0017] [Figure 1] 1 is a development view of a tread portion of a tire according to one embodiment of the present invention. [Diagram 2] FIG. 2 is an enlarged view of a second land portion in FIG. [Diagram 3] FIG. 3 is an enlarged view of the transverse sipe of FIG. 2. [Figure 4] FIG. 3 is a cross-sectional view taken along line DD in FIG. [Diagram 5] FIG. 2 is an enlarged view of a first land portion in FIG. [Figure 6] 6 is a cross-sectional view taken along line AA in FIG. 5. [Figure 7] 6 is a cross-sectional view taken along line BB in FIG. 5. [Figure 8]6 is an enlarged plan view of the first inclined sipe and the second inclined sipe of FIG. 5. [Figure 9] 6 is a cross-sectional view taken along line CC in FIG. 5. [Figure 10] FIG. 2 is an enlarged view of a third land portion of FIG. [Figure 11] FIG. 4 is an enlarged view of a second land portion of a tire of a comparative example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Fig. 1 is a development view of a tread portion 2 of a tire 1 showing one embodiment of the present invention. The tire 1 of this embodiment is suitably used, for example, as an all-season pneumatic tire for passenger cars. However, the present invention is not limited to such an embodiment, and may be applied, for example, to a winter tire.

[0019] As shown in FIG. 1, the tread portion 2 includes a plurality of circumferential grooves 3 extending continuously in the tire circumferential direction between two tread ends Te, and a plurality of land portions separated by the circumferential grooves 3.

[0020] The two tread ends Te each correspond to the axially outermost contact positions when the tire 1 in a normal state is loaded with a normal load and contacts a flat surface with a camber angle of 0°.

[0021] "Normal condition" means, in the case of a pneumatic tire for which various standards are established, that the tire is mounted on a normal rim, inflated to the normal internal pressure, and no load is applied. In the case of a tire for which various standards are not established or a non-pneumatic tire, the normal condition means a standard use condition according to the intended use of the tire, and a state in which no load is applied. In this specification, unless otherwise specified, the dimensions of each part of the tire are values ​​measured in the normal condition.

[0022] A "genuine rim" is a rim that is defined for each tire by the standard system that includes the standard on which the tire is based. For example, in the case of JATMA, it is called a "standard rim," in the case of TRA, it is called a "Design Rim," and in the case of ETRTO, it is called a "Measuring Rim."

[0023] "Normal internal pressure" is the air pressure set for each tire by each standard in the standard system on which the tire is based. In the case of JATMA, it is the "maximum air pressure." In the case of TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES." In the case of ETRTO, it is the "INFLATION PRESSURE."

[0024] In the case of a pneumatic tire for which various standards are established, the "normal load" is the load that each standard specifies for each tire in the standard system including the standard on which the tire is based. For JATMA, it is the "maximum load capacity", for TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES", and for ETRTO, it is the "LOAD CAPACITY". In addition, in the case of a tire for which various standards are not established or a non-pneumatic tire, the "normal load" refers to the load acting on one tire in the standard mounting state of the tire. The "standard mounting state" refers to a state in which the tire is mounted on a standard vehicle according to the intended use of the tire, and the vehicle is stationary on a flat road surface in a drivable state.

[0025] The circumferential grooves 3 include, for example, two crown circumferential grooves 4 and two shoulder circumferential grooves 5 .

[0026] The two crown circumferential grooves 4 are provided so as to sandwich the tire equator C. The two shoulder circumferential grooves 5 are provided so as to sandwich the two crown circumferential grooves 4. The axial distance L1 from the groove center line of the crown circumferential groove 4 to the tire equator C is, for example, 5% to 15% of the tread width TW. The axial distance L2 from the groove center line of the shoulder circumferential groove 5 to the tire equator C is, for example, 20% to 35% of the tread width TW. The tread width TW is the axial distance from one tread end Te to the other tread end Te.

[0027] Each circumferential groove 3 extends, for example, linearly in parallel to the tire circumferential direction. Each circumferential groove 3 may extend in a zigzag or wavy pattern in the tire circumferential direction.

[0028] The groove width W1 of the circumferential groove 3 is preferably, for example, 3.0% to 6.0% of the tread width TW. The depth (not shown) of the circumferential groove 3 is preferably, for example, 5.0 to 15.0 mm. However, the circumferential groove 3 is not limited to this embodiment.

[0029] The land portion of this embodiment includes a first land portion 6, a second land portion 7, and a third land portion 8. The first land portion 6 is partitioned between two crown circumferential grooves 4, and is provided on the tire equator C. The second land portion 7 is partitioned between the crown circumferential groove 4 and the shoulder circumferential groove 5. In this embodiment, the two second land portions 7 sandwich the first land portion 6. The third land portion 8 includes the tread edge Te, and is partitioned on the axially outer side of the shoulder circumferential groove 5. In this embodiment, the two third land portions 8 sandwich one first land portion 6 and two second land portions 7.

[0030] Fig. 2 shows an enlarged view of the second land portion 7. As shown in Fig. 2, the second land portion 7 includes a first circumferential edge 7a, a second circumferential edge 7b, and a tread surface 7s therebetween.

[0031] The tread surface 7s of the second land portion 7 is provided with a first interrupted groove 33, a second interrupted groove 34, a first communicating sipe 37, a second communicating sipe 38, and a transverse sipe 40. The first interrupted groove 33 extends from the first circumferential edge 7a and has an interrupted end 33a in the tread surface 7s. The second interrupted groove 34 extends from the second circumferential edge 7b and has an interrupted end 34a in the tread surface 7s. The first communicating sipe 37 extends from the interrupted end 33a of the first interrupted groove 33 to the second circumferential edge 7b. The second communicating sipe 38 extends from the interrupted end 34a of the second interrupted groove 34 to the first circumferential edge 7a. The transverse sipe 40 extends from the first circumferential edge 7a to the second circumferential edge 7b.

[0032] In this specification, the term "sipe" refers to a cut element having a minute width, and the width between two opposing sipe walls is 1.5 mm or less. The width of the sipe is preferably 0.3 to 1.2 mm, and more preferably 0.5 to 1.0 mm. The sipe of this embodiment has the width in the above-mentioned range over its entire depth. The sipe may be connected to a chamfered opening or a flask bottom having a width larger than the above-mentioned range.

[0033] FIG. 3 shows an enlarged view of the transverse sipe 40. As shown in FIG. 3, the transverse sipe 40 includes a first portion 41 extending from the first circumferential edge 7a at an angle, a second portion 42 extending from the second circumferential edge 7b at an angle in the same direction as the first portion 41, and a third portion 43 inclined at an angle different from the first portion 41 and the second portion 42 and continuing to the first portion 41 and the second portion 42. As a preferred embodiment, the third portion 43 of this embodiment is inclined in the opposite direction to the first portion 431 and the second portion. Hereinafter, in this specification, the inclination direction of the third portion 43 (upward to the right) is referred to as "inclined in the first direction with respect to the tire axial direction," and the inclination direction of the first portion 41 and the second portion 42 (downward to the right) is referred to as "inclined in the second direction with respect to the tire axial direction." In this embodiment, the first interrupted grooves 33, the second interrupted grooves 34, the first communicating sipes 37, and the second communicating sipes 38 are inclined in a second direction with respect to the tire axial direction.

[0034] In a plan view of the tread, the first portion 41 overlaps with a projected region 55 (colored in FIG. 3 ) that is an extension of the first communicating sipe 37 or the second communicating sipe 38 parallel to the tire axial direction. By adopting the above-mentioned configuration, the present invention can improve performance on snow and ice while suppressing a decrease in steering stability on dry roads. The following mechanism is presumed to be the reason for this.

[0035] In the present invention, the first interrupted grooves 33 and the first communicating sipes 37, as well as the second interrupted grooves 34 and the second communicating sipes 38, provide edge components while suppressing a decrease in rigidity of the second land portion 7. This improves performance on snow and ice while suppressing a decrease in steering stability on dry road surfaces.

[0036] The above-mentioned transverse sipes 40 provide friction in multiple directions by their edge components, and maintain performance on snow and ice. In addition, the third portion 43 of the transverse sipes 40 is inclined at an angle different from that of the first portion 41 and the second portion 42, so that shear deformation along the length of the transverse sipes 40 is prevented when the sipe walls come into contact, and braking performance on dry roads is improved.

[0037] Moreover, in the present invention, since the first portion 41 of the transverse sipe 40 overlaps with the projected area 55, the sipes cooperate to provide a large frictional force in the axial direction of the tire, improving cornering performance on snow and ice. It is presumed that this action enables the present invention to improve performance on snow and ice while suppressing a decrease in steering stability on dry roads.

[0038] As a more preferable aspect, in this embodiment, the third portion 43 is inclined in the opposite direction to the first portion 41 and the second portion 42. Also, the second portion 42 overlaps with a projected region 55 (colored in FIG. 3 ) that is an extension of the first communicating sipe 37 or the second communicating sipe 38 parallel to the tire axial direction. This further enhances the above-mentioned effects.

[0039] A more detailed configuration of this embodiment will be described below. Each configuration described below shows a specific aspect of this embodiment. Therefore, it goes without saying that the present invention can achieve the above-mentioned effects even if it does not have the configuration described below. In addition, even if any one of the configurations described below is applied alone to the tire of the present invention having the above-mentioned characteristics, an improvement in performance according to each configuration can be expected. Furthermore, when some of the configurations described below are applied in combination, a composite improvement in performance according to each configuration can be expected.

[0040] 2, the angle of the first intermittent grooves 33 and the first communicating sipes 37 with respect to the tire axial direction is, for example, 15 to 55°, and preferably 30 to 50°. Such first intermittent grooves 33 and first communicating sipes 37 improve braking performance and cornering performance on ice and snow in a well-balanced manner.

[0041] The first discontinuous groove 33 is discontinued without intersecting, for example, the axial center position of the second land portion 7. The axial length of the first discontinuous groove 33 is smaller than the axial length of the first portion 41 of the transverse sipe 40. The axial length L9 of the first discontinuous groove 33 is, for example, 25% to 45% of the axial width W3 of the second land portion 7, and preferably 30% to 40%. Such a first discontinuous groove 33 is useful for improving the braking performance on dry roads and the performance on snow and ice in a well-balanced manner.

[0042] The depth of the first discontinuous groove 33 is, for example, 60% to 80% of the depth of the crown circumferential groove 4. This provides a well-balanced improvement in steering stability on dry roads (hereinafter sometimes simply referred to as "steering stability") and performance on snow and ice.

[0043] From the same viewpoint, it is desirable that the depth of the first communicating sipes 37 is smaller than the depth of the first discontinuous grooves 33. The depth of the first communicating sipes 37 is, for example, 40% to 55% of the depth of the crown circumferential groove 4.

[0044] The second discontinuous grooves 34 have substantially the same configuration as the first discontinuous grooves 33, and the above-mentioned configuration of the first discontinuous grooves 33 can be applied to the second discontinuous grooves 34. The second communicating sipes 38 have substantially the same configuration as the first communicating sipes 37, and the above-mentioned configuration of the first communicating sipes 37 can be applied to the second communicating sipes 38.

[0045] The transverse sipe 40 is located between the first interrupted groove 33 and the second interrupted groove 34. More specifically, the transverse sipe 40 is provided between a first cut element 28 consisting of the first interrupted groove 33 and the first communicating sipe 37, and a second cut element 29 consisting of the second interrupted groove 34 and the second communicating sipe 38.

[0046] The transverse sipe 40 has, for example, a virtual straight line connecting both ends thereof inclined in the second direction with respect to the tire axial direction. The angle of the first portion 41 and the second portion 42 with respect to the tire axial direction is, for example, 15 to 55°, and preferably 40 to 50°. In this embodiment, the angle difference between the first portion 41 and the first interrupted groove 33 is set to 5° or less, and the angle difference between the second portion 42 and the second interrupted groove 34 is set to 5° or less. This suppresses uneven wear of the second land portion 7.

[0047] The third portion 43 intersects, for example, with the axial center position of the second land portion 7. The axial length L10 of the third portion 43 is 10% to 25% of the axial width W3 of the second land portion 7. The angle of the third portion 43 with respect to the axial direction of the tire is, for example, 40 to 60°, and preferably 45 to 55°.

[0048] The angle between the first portion 41 and the third portion 43 and the angle between the second portion 42 and the third portion 43 are each preferably 80° or more, more preferably 90° or more, and preferably 120° or less, more preferably 110° or less. Such a transverse sipe 40 can effectively suppress deformation of the second land portion 7 when the sipe walls come into contact with each other while suppressing uneven wear of the second land portion 7.

[0049] Fig. 4 shows a cross-sectional view of line DD in Fig. 2. As shown in Fig. 4, the third portion 43 of the transverse sipe 40 has a depth smaller than those of the first portion 41 and the second portion 42. The depth d6 of the third portion 43 is, for example, 55% to 75% of the maximum depth d5 ​​of the transverse sipe 40, and preferably 60% to 70%. Such a third portion 43 can suppress excessive opening of the transverse sipe 40 and improve driving stability and performance on ice and snow while suppressing uneven wear of the second land portion 7.

[0050] In a more desirable embodiment, the maximum depth d7 of the first portion 41 is greater than the maximum depth of the first communicating sipes 37. The maximum depth d7 of the first portion 41 is 140% to 160% of the maximum depth of the first communicating sipes 37. Similarly, the maximum depth d8 of the second portion 42 is greater than the maximum depth of the second communicating sipes 38. The maximum depth d8 of the second portion 42 is 140% to 160% of the maximum depth of the second communicating sipes 38. This allows the edges of the first portion 41 and the second portion 42 to provide a large frictional force, improving performance on ice and snow.

[0051] 2 and 3, the transverse sipes 40 include first transverse sipes 40A and second transverse sipes 40B alternately arranged in the tire circumferential direction. The first transverse sipes 40A overlap with the projected area 55 over 50% or more of the length of the first portion 41, and overlap with the projected area 55 over 50% or more of the length of the second portion 42. The second transverse sipes 40B overlap with the projected area 55 over less than 50% of the length of the first portion 41, and overlap with the projected area 55 over less than 50% of the length of the second portion 42. This improves the driving stability and the performance on snow and ice in a well-balanced manner.

[0052] In order to ensure the above-mentioned effects, in this embodiment, the first transverse sipe 40A overlaps with the projected area 55 over preferably 60% or more, more preferably 80% or more of the length of the first portion 41. The same applies to the second portion 42 of the first transverse sipe 40A. Moreover, the second transverse sipe 40B overlaps with the projected area 55 over preferably 40% or less, more preferably 30% or less of the length of the first portion 41. The same applies to the second portion 42 of the second transverse sipe 40B.

[0053] As shown in Fig. 2, a first interrupted sipe 46 and a second interrupted sipe 47 are provided between the first cut element 28 and the second cut element 29 of this embodiment. The first interrupted sipe 46 extends from the first circumferential edge 7a and has an interrupted end 46a in the tread surface 7s. The second interrupted sipe 47 extends from the second circumferential edge 7b and has an interrupted end 47a in the tread surface 7s. Such first interrupted sipe 46 and second interrupted sipe 47 are useful for improving performance on snow and ice while maintaining driving stability.

[0054] The first interrupted sipes 46 are arranged on one side of the first portion 41 of the transverse sipes 40 in the tire circumferential direction, and the second interrupted sipes 47 are arranged on the other side of the second portion of the transverse sipes 40 in the tire circumferential direction. The first interrupted sipes 46 and the second interrupted sipes 47 are inclined in a second direction with respect to the tire axial direction, for example. The angle of the first interrupted sipes 46 and the second interrupted sipes 47 with respect to the tire axial direction is, for example, 15 to 55°. The angle difference between the first interrupted sipes 46 and the first portion 41 of the transverse sipes 40 is 5° or less, and in this embodiment, they extend parallel to each other. The angle difference between the second interrupted sipes 47 and the second portion 42 of the transverse sipes 40 is 5° or less, and in this embodiment, they extend parallel to each other. Such first interrupted sipes 46 and second interrupted sipes 47 can improve traction performance and cornering performance on ice and snow in a well-balanced manner while suppressing uneven wear of the second land portion 7.

[0055] In a plan view of the tread, the first interrupted sipes 46 overlap with a projected area of ​​the first portion 41 extending parallel to the tire axial direction. The second interrupted sipes 47 overlap with a projected area of ​​the second portion 42 extending parallel to the tire axial direction. On the other hand, the second interrupted sipes 47 do not overlap with a projected area of ​​the first interrupted sipes 46 extending parallel to the tire axial direction. This allows the sipes to work together to provide a large frictional force on ice and snow while maintaining the rigidity of the second land portion 7.

[0056] The axial length of the first interrupted sipes 46 is, for example, smaller than the axial length of the first portion 41 of the transverse sipes 40, and preferably smaller than the axial length of the first interrupted grooves 33. Similarly, the axial length of the second interrupted sipes 47 is, for example, smaller than the axial length of the second portion 42 of the transverse sipes 40, and preferably smaller than the axial length of the second interrupted grooves 34. Specifically, the axial length L13 of the first interrupted sipes 46 or the second interrupted sipes 47 is 20% to 35% of the axial width W3 of the second land portion 7. Such first interrupted sipes 46 and second interrupted sipes 47 can effectively maintain the rigidity of the second land portion 7, and in particular, can effectively maintain the braking performance on a dry road surface.

[0057] In order to improve performance on snow and ice while maintaining steering stability, the maximum depth of the first interrupted sipes 46 is greater than the depth of the third portions 43 of the transverse sipes 40 and is 90% to 110% of the maximum depth of the transverse sipes 40. In addition, the maximum depth of the first interrupted sipes 46 is smaller than the maximum depth of the first communicating sipes 37 and the maximum depth of the second communicating sipes 38.

[0058] Similarly, the maximum depth of the second interrupted sipes 47 is greater than the depth of the third portions 43 of the transverse sipes 40, and is 90% to 110% of the maximum depth of the transverse sipes 40. In addition, the maximum depth of the second interrupted sipes 47 is smaller than the maximum depth of the first communicating sipes 37 and the maximum depth of the second communicating sipes 38.

[0059] Fig. 5 shows an enlarged view of the first land portion 6. As shown in Fig. 5, the first land portion 6 includes a first circumferential edge 6a, a second circumferential edge 6b, and a tread surface 6s therebetween.

[0060] A plurality of inclined sipes 10 inclined in a first direction with respect to the tire axial direction are provided in the tire circumferential direction on the tread surface 6s of the first land portion 6. The inclined sipes 10 include a first inclined sipe 11 and a second inclined sipe 12 adjacent to each other in the tire circumferential direction.

[0061] FIG. 6 shows a cross-sectional view of the first inclined sipe 11 taken along line AA in FIG. 5. FIG. 7 shows a cross-sectional view of the second inclined sipe 12 taken along line BB in FIG. 5. As shown in FIG. 6, the first inclined sipe 11 includes a first deep bottom portion 16 disposed on the first circumferential edge 6a side, and a first shallow bottom portion 17 disposed on the second circumferential edge 6b side and having a smaller depth than the first deep bottom portion 16. As shown in FIG. 7, the second inclined sipe 12 includes a second deep bottom portion 21 disposed on the second circumferential edge 6b side, and a second shallow bottom portion 22 disposed on the first circumferential edge 6a side and having a smaller depth than the second deep bottom portion 21.

[0062] 8 shows an enlarged plan view of the first inclined sipe 11 and the second inclined sipe 12. In FIG. 8, the first deep bottom portion 16 and the second deep bottom portion 21 are colored to facilitate understanding of the features of this embodiment. As shown in FIG. 8, the second deep bottom portion 21 is disposed at a position overlapping with a projected area of ​​the first deep bottom portion 16 extended parallel to the tire axial direction.

[0063] The above-mentioned first inclined sipes 11 and second inclined sipes 12 exert frictional forces in the tire circumferential direction and tire axial direction on snowy and icy road surfaces, improving braking and cornering performance on snowy and icy roads. On the other hand, the arrangement of the first deep bottom portion 16 and the first shallow bottom portion 17 of the first inclined sipes 11 and the arrangement of the second deep bottom portion 21 and the second shallow bottom portion 22 of the second inclined sipes 12 are useful for uniforming the rigidity balance in the tire circumferential direction to improve straight-line stability, and the presence of high and low rigidity portions makes it easier to create a slip angle, which in turn allows for smoother cornering. Such an action is useful for improving steering stability on dry road surfaces.

[0064] Moreover, in this embodiment, the second deep bottom portion 21 is arranged at a position overlapping with a projected area of ​​the first deep bottom portion 16 extended parallel to the tire axial direction, so that when the first inclined sipe 11 and the second inclined sipe 12 contact the ground, the first deep bottom portion 16 and the second deep bottom portion 21 open together, and these edges provide a large frictional force. This further improves the performance on snow and ice.

[0065] 5, the inclined sipes 10 of this embodiment extend from the first circumferential edge 6a to the second circumferential edge 6b, and cross the first land portion 6. However, the present invention is not limited to this embodiment, and the inclined sipes 10 may be interrupted within the first land portion 6.

[0066] The inclined sipes 10 extend, for example, linearly. As a result, when the sipe walls of the inclined sipes 10 facing each other come into contact with each other, the first land portion 6 is easily deformed by shear in the length direction of the inclined sipes 10. Such deformation can suppress snow from getting stuck inside the crown circumferential groove 4 and the inclined sipes 10.

[0067] The angle of the inclined sipes 10 with respect to the tire axial direction is, for example, 15 to 55°, and preferably 30 to 50°. When the angle of the inclined sipes 10 is small, the interval between the inclined sipes 10 arranged in the tire circumferential direction becomes small, so that the above-mentioned second deep bottom portion 21 is preferably arranged at a position overlapping the projected area of ​​the first deep bottom portion 16. In addition, it is preferable that the first inclined sipes 11 and the second inclined sipes 12 are inclined at angles close to each other. The angle difference between the first inclined sipes 11 and the second inclined sipes 12 is preferably 10° or less, more preferably 5° or less. As a more preferable aspect, in this embodiment, the first inclined sipes 11 and the second inclined sipes 12 are arranged parallel to each other. This improves the braking performance and cornering performance on ice and snow in a well-balanced manner.

[0068] The maximum distance L3 in the tire circumferential direction between the first inclined sipes 11 and the second inclined sipes 12 adjacent in the tire circumferential direction is, for example, 50% or less, desirably 20% to 45%, and more desirably 30% to 40% of the width W2 in the tire axial direction of the first land portion 6. Such an arrangement of the first inclined sipes 11 and the second inclined sipes 12 improves driving stability and performance on snow and ice in a well-balanced manner.

[0069] 6, the first inclined sipe 11 includes a first variable depth portion 18 whose depth changes in the length direction of the sipe between a first deep bottom portion 16 and a first shallow bottom portion 17. As a result, the first deep bottom portion 16 and the first shallow bottom portion 17 each extend at a constant depth.

[0070] The depth d1 of the first deep bottom portion 16 is, for example, 60% to 80% of the depth of the crown circumferential groove 4. The length L4 of the first deep bottom portion 16 in the tire axial direction is 35% to 55% of the width W2 of the first land portion 6 in the tire axial direction (shown in FIG. 5, and the same applies below).

[0071] The depth d2 of the first shallow portion 17 is, for example, 50% or more, preferably 55% to 75%, and more preferably 60% to 70% of the depth d1 of the first deep portion 16. Such a first shallow portion 17 can improve the performance on ice and snow while maintaining the rigidity of the first land portion 6.

[0072] The axial length L5 of the first shallow bottom portion 17 is, for example, preferably 80% or more, more preferably 90% or more, and preferably 120% or less, more preferably 110% or less of the axial length L4 of the first deep bottom portion 16. Such first deep bottom portion 16 and first shallow bottom portion 17 can improve the driving stability and the performance on ice and snow while suppressing uneven wear of the first land portion 6.

[0073] As shown in Fig. 7, the second inclined sipe 12 includes a second variable depth portion 23, the depth of which changes in the length direction of the sipe, between the second deep bottom portion 21 and the second shallow bottom portion 22. As a result, the second deep bottom portion 21 and the second shallow bottom portion 22 each extend at a constant depth. The second deep bottom portion 21, the second shallow bottom portion 22 and the second variable depth portion 23 can respectively be configured with the first deep bottom portion 16, the first shallow bottom portion 17 and the first variable depth portion 18 described above, and the description thereof will be omitted here.

[0074] 8, the circumferential length L12 of the overlapping region between the first deep bottom portion 16 and the second deep bottom portion 21 is preferably 30% or more, more preferably 50% or more, and in this embodiment, 60% to 80% of the circumferential length L11 of the first deep bottom portion 16. This ensures that the above-mentioned effects are achieved.

[0075] 5, in this embodiment, a plurality of sipe pairs 14 each consisting of a first inclined sipe 11 and a second inclined sipe 12 are arranged in the tire circumferential direction, and a third inclined sipe 13 is provided between these sipe pairs 14. The configuration of the third inclined sipe 13 in a plan view of the tread can be the same as that of the first inclined sipe 11 or the second inclined sipe 12.

[0076] Fig. 9 shows a cross-sectional view of line CC in Fig. 5. As shown in Fig. 9, the third oblique sipe 13 of this embodiment includes a central shallow bottom portion 26 provided in the center of its length direction, and an outer deep bottom portion 27 provided between the central shallow bottom portion 26 and the crown circumferential groove 4.

[0077] The central shallow bottom portion 26 is disposed, for example, in a central region when the third inclined sipe 13 is divided into three equal parts in the length direction, and includes the central position of the third inclined sipe 13 in the tire axial direction. The length L7 of the central shallow bottom portion 26 in the tire axial direction is, for example, 30% to 45% of the width W2 of the first land portion 6 in the tire axial direction. Such a central shallow bottom portion 26 can suppress the third inclined sipe 13 from opening excessively, thereby suppressing uneven wear of the first land portion 6 and improving driving stability. The length L7 of the central shallow bottom portion 26 is measured, for example, at the center position in the height direction.

[0078] The depth d3 of the central shallow portion 26 is, for example, 40% to 55% of the depth of the crown circumferential groove 4. In this embodiment, the central shallow portion 26, the first shallow portion 17, and the second shallow portion 22 are configured to have the same depth. This provides the above-mentioned effects while further suppressing uneven wear of the first land portion 6.

[0079] In a plan view of the tread, the central shallow bottom portion 26 is desirably disposed at a position overlapping with a projected area of ​​the first shallow bottom portion 17 or the second shallow bottom portion 22 extended parallel to the tire axial direction.

[0080] The depth d4 of the outer deep bottom portion 27 is, for example, 60% to 80% of the depth of the crown circumferential groove 4. In this embodiment, the outer deep bottom portion 27, the first deep bottom portion 16 and the second deep bottom portion 21 are configured to have the same depth.

[0081] As shown in FIG. 5, in the first land portion 6 of this embodiment, a plurality of inclined sipe groups 15 each consisting of five inclined sipes 10 are provided in the tire circumferential direction. The inclined sipe group 15 includes two sipe pairs 14 each consisting of a first inclined sipe 11 and a second inclined sipe 12, and includes one third inclined sipe 13 disposed between them. In addition, between two inclined sipe groups 15 adjacent to each other in the tire circumferential direction, a first short groove 31 extending from the first circumferential edge 6a and interrupted in the first land portion 6, and a second short groove 32 extending from the second circumferential edge and interrupted in the first land portion 6 are provided. In addition, a connecting sipe 30 extending from the first short groove 31 to the second short groove 32 is provided in the first land portion 6.

[0082] The first short groove 31 and the second short groove 32 are inclined in a second direction with respect to the tire axial direction. The angle of the first short groove 31 and the second short groove 32 with respect to the tire axial direction is, for example, 15 to 55 degrees, and preferably 30 to 50 degrees. This allows a large frictional force to be exerted in a direction different from the inclined sipes 10 on ice and snow, improving cornering performance and braking performance on ice and snow.

[0083] The first short groove 31 and the second short groove 32 are, for example, discontinued without intersecting the axial center position of the first land portion 6. The axial length L8 of the first short groove 31 and the second short groove 32 is, for example, 15% to 35% of the axial width W2 of the first land portion 6, and preferably 20% to 30%. Such first short groove 31 and second short groove 32 improve driving stability and performance on snow and ice in a well-balanced manner.

[0084] The depth of the first short groove 31 and the second short groove 32 is, for example, 60% to 80% of the depth of the crown circumferential groove 4. The first short groove 31 and the second short groove 32 in this embodiment have the same depth as the first deep bottom portion 16.

[0085] The connecting sipes 30 are inclined in a first direction with respect to the tire axial direction, for example. The angle of the connecting sipes 30 with respect to the tire axial direction is, for example, 15 to 55°, and preferably 30 to 50°. The connecting sipes 30 of this embodiment have an angle difference with the inclined sipes 10 of 5° or less, and in a more preferable embodiment extend parallel to the inclined sipes 10. Such connecting sipes 30, together with the inclined sipes 10, improve braking performance and cornering performance on ice and snow.

[0086] The maximum depth of the connecting sipes 30 is smaller than the maximum depth of the first deep bottom portion 16 and the maximum depth of the second deep bottom portion 21. The depth of the connecting sipes 30 is, for example, 40% to 55% of the depth of the crown circumferential groove 4, and in this embodiment, is the same as the depth of the first shallow bottom portion 17 and the second shallow bottom portion 22. This suppresses uneven wear of the first land portion 6.

[0087] Fig. 10 shows an enlarged view of the third land portion 8. As shown in Fig. 10, the third land portion 8 is provided with a plurality of lateral grooves 49 crossing the third land portion 8 and a plurality of zigzag sipes 50 extending in a zigzag pattern.

[0088] The zigzag sipes 50 include a first zigzag sipe 51 extending from the shoulder circumferential groove 5 and terminated within the third land portion 8, and a second zigzag sipe 52 extending from the tread end Te and terminated within the third land portion. Such first zigzag sipes 51 and second zigzag sipes 52 increase the apparent rigidity of the third land portion 8 when the sipe walls facing each other come into contact with each other, and are useful for improving the steering stability and the performance on ice and snow in a well-balanced manner.

[0089] Although the pneumatic tire according to one embodiment of the present invention has been described in detail above, the present invention is not limited to the above-mentioned specific embodiment and can be modified and implemented in various aspects. EXAMPLES

[0090] A pneumatic tire of size 215 / 60R16 having the basic pattern of FIG. 1 was prototyped. As a comparative example, a tire having a second land portion a shown in FIG. 11 in the tread portion was prototyped. The second land portion a of the comparative example has a transverse sipe d inclined in the same direction as the tire axial direction as a whole between the first interrupted groove b1 and the first connecting sipe c1 and the second interrupted groove b2 and the second connecting sipe c2. The tread portion of the comparative example tire is the same as that shown in FIG. 1 except for the above-mentioned points. The steering stability on dry roads, the braking performance on dry roads, and the performance on snow and ice conditions were tested for each test tire. The common specifications and test methods of each test tire are as follows. Rim: 16×6J Tire pressure: 240kPa Test vehicle: 2400cc, front-wheel drive Tire mounting position: All wheels

[0091] <Steering stability and braking performance on dry roads> The driving stability and braking performance of the test vehicle when it was driven on a dry road surface were evaluated by the driver. The results are expressed as a score based on the driving stability or braking performance of the comparative example being 100, with a higher score indicating better driving stability or braking performance on a dry road surface.

[0092] <Performance on snow and ice> The test vehicle was driven on snow and ice and the performance on snow and ice was evaluated by the driver. The results are given as a score based on the comparative example being 100, with a higher score indicating better performance on snow and ice. The test results are shown in Table 1.

[0093] [Table 1]

[0094] As a result of the test, it was confirmed that the tires of the examples suppressed the deterioration of steering stability on dry road surfaces while improving performance on ice and snow. [Explanation of symbols]

[0095] 2 Tread section 3 Circumferential groove 7 Land 7a First circumferential edge 7b Second circumferential edge 7s tread 33 First Interrupted Groove 34 Second Intermittent Groove 37 1st Interconnecting Sipe 38 2nd Interconnecting Sipe 40 Transverse sipes 41 Part 1 42 Part 2 43 Part 3

Claims

1. A tire having a tread portion, The tread portion includes a plurality of circumferential grooves extending continuously in a tire circumferential direction and at least one land portion divided by the circumferential grooves, The land portion includes a first circumferential edge, a second circumferential edge, and a tread surface therebetween, The tread surface has: a first interrupted groove extending from the first circumferential edge and having an interrupted end within the tread surface; a second interrupted groove extending from the second circumferential edge and having an interrupted end within the tread surface; a first communicating sipe extending from the interrupted end of the first interrupted groove to the second circumferential edge; a second communicating sipe extending from the interrupted end of the second interrupted groove to the first circumferential edge; a transverse sipe extending from the first circumferential edge to the second circumferential edge; The transverse sipe includes a first portion extending obliquely from the first circumferential edge, a second portion extending obliquely from the second circumferential edge in the same direction as the first portion, and a third portion inclined at an angle different from the first portion and the second portion and continuing to the first portion and the second portion, In plan view of the tread, the first portion overlaps with a projected area of ​​the first communicating sipe or the second communicating sipe extended parallel to the tire axial direction, and the third portion overlaps with a projected area of ​​the first communicating sipe or the second communicating sipe extended parallel to the tire axial direction, tire.

2. The tire of claim 1 , wherein said third portion is angled oppositely from said first and second portions.

3. The tire according to claim 1 , wherein the second portion overlaps with a projected area of ​​the first communicating sipe or the second communicating sipe that is extended in parallel to the tire axial direction.

4. The tire according to claim 1 , wherein the tread surface is provided with a first interrupted sipe extending from the first circumferential edge and having an interrupted end within the tread surface.

5. The tire according to claim 4 , wherein, in a plan view of the tread, the first interrupted sipe overlaps with a projected area of ​​the first portion extended parallel to the tire axial direction.

6. The tire according to claim 1 , wherein the tread surface is provided with a second interrupted sipe extending from the second circumferential edge and having an interrupted end within the tread surface.

7. The tire according to claim 6 , wherein, in a plan view of the tread, the second interrupted sipe overlaps with a projected area of ​​the second portion extending parallel to the tire axial direction.

8. The tire according to any one of claims 1 to 7, wherein an angle of the first portion with respect to the tire axial direction is 40 to 50 degrees.

9. A tire according to any one of the preceding claims, wherein the angle between the first and third portions is between 90 and 110 degrees.

10. The tire according to claim 1 , wherein a maximum depth of the first portion is greater than a maximum depth of the first communicating sipe.

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