tire

Abstract

To provide a tire which achieves improvement of on-snow performance and noise performance.SOLUTION: A tire has a tread part 2. Each middle land part 7 of the tread part 2 is provided with first middle lateral grooves 11. Each first middle lateral groove 11 includes: a first groove part 31; a second groove part 32 inclining in the same direction as the first groove part 31; and a third groove part 33 which is located between the first groove part 31 and the second groove part 32 and inclines in an opposite direction of the first groove part 31 with respect to a tire axial direction. In the first groove part 31, a groove width becomes larger from the third groove part 33 to the outer side as seen in the tire axial direction. In the second groove part 32, a groove width becomes larger from the third groove part 33 to the inner side as seen in the tire axial direction.SELECTED DRAWING: Figure 1

Description

[Technical field]

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

[0002] Patent Document 1 below proposes a tire in which a plurality of first lateral grooves are provided in a first land portion of a tread portion. This tire can exert a large traction when traveling on ice and snow by compacting snow and ice within the grooves of the first lateral grooves and shearing it. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2018-203117 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned tire, the first lateral grooves tend to generate large noise, and improvement was required.

[0005] The present invention has been devised in view of the above circumstances, and has as its main object to provide a tire with improved on-snow performance and noise performance. [Means for solving the problem]

[0006] The present invention is a tire having a tread portion, the tread portion including a plurality of circumferential grooves extending continuously in the tire circumferential direction between a first tread edge and a second tread edge, and a plurality of land portions divided into the plurality of circumferential grooves, the plurality of land portions including one middle land portion arranged between the first tread edge and the tire equator, the middle land portion being provided with at least one first middle lateral groove completely crossing the middle land portion in the tire axial direction, the first middle lateral groove including a first groove portion inclined with respect to the tire axial direction from a first end on the outer side of the tire axial direction, a second groove portion inclined with respect to the tire axial direction in the same direction as the first groove portion from a second end on the inner side of the tire axial direction, and a third groove portion located between the first groove portion and the second groove portion and inclined with respect to the tire axial direction in the opposite direction to the first groove portion, the first groove portion having a groove width increasing from the third groove portion side toward the outer side of the tire axial direction, and the second groove portion having a groove width increasing from the third groove portion side toward the inner side of the tire axial direction.

[0007] In the tire of the present invention, it is preferable that the maximum groove width of the first middle lateral grooves is 120% to 200% of the groove width of the third groove portion.

[0008] In the tire of the present invention, it is preferable that the first middle lateral groove includes a first middle tie bar with a raised groove bottom on the first end side, and a second middle tie bar with a raised groove bottom on the second end side.

[0009] In the tire of the present invention, it is desirable that the middle land portion has at least one second middle lateral groove that completely crosses the middle land portion in the tire axial direction, and that the second middle lateral groove is inclined in the same direction as the first groove portion with respect to the tire axial direction.

[0010] In the tire of the present invention, the middle land portion is provided with a first recess connected to the axially outer end of the second middle lateral groove and a second recess connected to the axially inner end of the second middle lateral groove, and it is preferable that each of the first recess and the second recess is open at the contact surface and the axial side of the middle land portion.

[0011] In the tire of the present invention, it is preferable that the first recess extends from an axially outer end of the second middle lateral groove to one circumferential side of the tire, and the second recess extends from an axially inner end of the second middle lateral groove to the other circumferential side of the tire.

[0012] In the tire of the present invention, it is desirable that the middle land portion has at least one first interrupted groove extending in the tire axial direction, and that the axially outer end of the first interrupted groove is connected to the first recess and the axially inner end of the first interrupted groove is interrupted within the contact patch of the middle land portion.

[0013] In the tire of the present invention, it is desirable that the middle land portion has at least one second interrupted groove extending in the tire axial direction, and that the second interrupted groove has an axially inner end connected to the second recess and an axially outer end interrupted within the contact patch of the middle land portion. Effect of the Invention

[0014] By adopting the above-mentioned configuration, the tire of the present invention can improve the on-snow performance and noise performance. [Brief description of the drawings]

[0015] [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 the middle land area of ​​FIG. [Diagram 3] 3 is a cross-sectional view taken along line AA in FIG. 2. [Figure 4] FIG. 3 is an enlarged view of a middle block and a middle lateral groove of FIG. 2. [Diagram 5] FIG. 3 is a cross-sectional view taken along line BB in FIG. [Figure 6] 3 is a cross-sectional view taken along line CC in FIG. 2. [Figure 7] FIG. 2 is an enlarged view of the crown land portion of FIG. [Figure 8] 8 is a cross-sectional view taken along line DD in FIG. 7. [Figure 9] FIG. 8 is an enlarged view of the crown block and the crown lateral groove of FIG. 7. [Figure 10] 8 is a cross-sectional view taken along line EE in FIG. 7. [Figure 11] FIG. 2 is an enlarged view of a shoulder land portion in FIG. [Figure 12] FIG. 2 is a development view of a tread portion of a tire of a comparative example. [Figure 13] FIG. 2 is a development view of a tread portion of a standard tire for comparing noise performance. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] 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 a winter tire that is also intended for driving on snow and ice, and is preferably used as a pneumatic tire for SUVs and light trucks, for example. However, the present invention is not limited to such an embodiment, and may be applied to a pneumatic tire for heavy loads and a non-pneumatic tire that is not filled with pressurized air inside the tire.

[0017] As shown in Fig. 1, a tread portion 2 of the present invention includes a plurality of circumferential grooves 3 extending continuously in the tire circumferential direction between a first tread edge T1 and a second tread edge T2, and a plurality of land portions 4 divided by these circumferential grooves 3. The tire 1 of the present embodiment is configured as a so-called five-rib tire in which the tread portion 2 is configured by four circumferential grooves 3 and five land portions 4. However, the present invention is not limited to this embodiment.

[0018] The first tread edge T1 and the second tread edge T2 each correspond to the edge of the contact patch when a normal load is applied to the tire 1 in a normal state and the tread portion 2 is brought into contact with a flat surface at a camber angle of 0°.

[0019] "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 unloaded. 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, in which the tire is not mounted on a vehicle and is unloaded. In this specification, unless otherwise specified, the dimensions of each part of the tire are values ​​measured in the normal condition.

[0020] 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."

[0021] "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."

[0022] In the case of pneumatic tires for which various standards are established, the "normal load" is the load that each standard specifies for each tire in the standard system that includes the standard on which the tire is based, and is the "maximum load capacity" for JATMA, the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" for TRA, and "LOAD CAPACITY" for ETRTO. In addition, in the case of tires for which various standards are not established, the "normal load" refers to the maximum load that can be applied when using the tire in accordance with the above standards.

[0023] The circumferential grooves 3 include two shoulder circumferential grooves 5 and two crown circumferential grooves 6. One shoulder circumferential groove 5 is provided between the first tread edge T1 and the tire equator C, and one shoulder circumferential groove 5 is provided between the second tread edge T2 and the tire equator C. The two crown circumferential grooves 6 are provided so as to sandwich the tire equator C. As a result, one crown circumferential groove 6 is provided between one shoulder circumferential groove 5 and the tire equator C, and one crown circumferential groove 6 is provided between the other shoulder circumferential groove 5 and the tire equator C.

[0024] The axial distance L1 from the tire equator C to the groove center line of the shoulder circumferential groove 5 is preferably, for example, 25% to 35% of the tread width TW. The axial distance L2 from the tire equator C to the groove center line of the crown circumferential groove 6 is preferably, for example, 5% to 15% of the tread width TW. The tread width TW is the axial distance from the first tread edge T1 to the second tread edge T2 in the normal state.

[0025] Each of the circumferential grooves 3 in this embodiment extends, for example, linearly in parallel to the tire circumferential direction. Each of the circumferential grooves 3 may extend, for example, in a wavy manner.

[0026] It is desirable that the groove width W1 of each circumferential groove 3 is at least 3 mm or more. Also, it is desirable that the groove width W1 of each circumferential groove 3 is, for example, 3.0% to 7.0% of the tread width TW.

[0027] The land portions 4 include two middle land portions 7, one crown land portion 8, and two shoulder land portions 9. The middle land portion 7 is located between the first tread edge T1 and the tire equator C, and between the second tread edge T2 and Tire equator C and As a result, the middle land portion 7 is divided between the shoulder circumferential groove 5 and the crown circumferential groove 6.

[0028] The crown land portion 8 is adjacent to the axially inner side of the middle land portion 7 via the circumferential groove 3. The crown land portion 8 is partitioned between the two crown circumferential grooves 6. The shoulder land portion 9 is adjacent to the axially outer side of the middle land portion 7 via the circumferential groove 3. The shoulder land portion 9 is partitioned to the axially outer side of the shoulder circumferential groove 5, and includes the first tread edge T1 or the second tread edge T2.

[0029] In this embodiment, the two middle land portions 7 have the same configuration. In the following, one of the middle land portions 7 will be described, but it goes without saying that the other middle land portion 7 has the same configuration. In addition, the two shoulder land portions 9 also have the same configuration, and the configuration of one shoulder land portion 9 described in this specification can be applied to the other shoulder land portion 9.

[0030] 2 shows an enlarged view of the middle land portion 7. The middle land portion 7 is provided with a plurality of middle lateral grooves 10. The middle lateral grooves 10 include a first middle lateral groove 11 and a second middle lateral groove 12, which have different shapes in a tread plan view. The first middle lateral groove 11 and the second middle lateral groove 12 completely cross the middle land portion 7 in the tire axial direction.

[0031] The first middle lateral groove 11 of the present invention includes a first groove portion 31, a second groove portion 32, and a third groove portion 33. The first groove portion 31 is inclined with respect to the tire axial direction from a first end 11a on the axially outer side of the first middle lateral groove 11. The second groove portion 32 is inclined with respect to the tire axial direction in the same direction as the first groove portion 31 from a second end 11b on the axially inner side of the first middle lateral groove 11. The third groove portion 33 is located between the first groove portion 31 and the second groove portion 32, and is inclined with respect to the tire axial direction in the opposite direction to the first groove portion 31.

[0032] In the present invention, the first groove portion 31 has a groove width that increases from the third groove portion 33 side toward the axially outer side of the tire. The second groove portion 32 has a groove width that increases from the third groove portion 33 side toward the axially inner side of the tire. By adopting the above-mentioned configuration, the present invention can improve on-snow performance and noise performance. The following mechanism is presumed to be the reason for this.

[0033] In the present invention, since the first middle lateral groove 11 includes the above-mentioned third groove portion 33, the movement of air inside the first middle lateral groove 11 is hindered, the pumping noise is reduced, and the noise performance is improved.

[0034] In addition, in the present invention, the groove width of the first groove portion 31 and the second groove portion 32 is larger from the third groove portion 33 side, so that air turbulence is less likely to occur at the junction of the first middle lateral groove 11 and the circumferential groove 3, and the effect of reducing noise can be expected. In addition, the first middle lateral groove 11 including the above-mentioned first groove portion 31 and second groove portion 32 can strongly compact snow inside during driving on snow, providing a large snow column shear force. It is believed that such a mechanism in the present invention can improve on-snow performance and noise performance.

[0035] 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.

[0036] In this embodiment, the middle land portion 7 includes a plurality of middle blocks 15 separated by a plurality of middle lateral grooves 10 that completely cross the middle land portion 7 in the tire axial direction.

[0037] Fig. 3 shows a cross-sectional view taken along line AA in Fig. 2. As shown in Fig. 3, at least one of the middle lateral grooves 10 includes a first middle tie bar 16 having a groove bottom raised at an axially outer end and a second middle tie bar 17 having a groove bottom raised at an axially inner end. In this embodiment, each middle lateral groove 10 includes the first middle tie bar 16 and the second middle tie bar 17. This effectively maintains the rigidity of the middle land portion 7, improving steering stability on dry roads (hereinafter sometimes simply referred to as "steering stability").

[0038] As shown in FIG. 2, the multiple middle blocks 15 include a ground contact surface 15s, a first middle longitudinal edge 15a extending circumferentially of the tire on the axially outer side of the ground contact surface 15s, and a second middle longitudinal edge 15b extending circumferentially of the tire on the axially inner side of the ground contact surface 15s.

[0039] FIG. 4 shows an enlarged view of the middle block 15 and the middle lateral groove 10. In FIG. 4, the first middle tie bar 16 and the second middle tie bar 17 are dotted. As shown in FIG. 4, at least one first middle sipe 21 and at least one second middle sipe 22 are provided on the ground contact surface 15s of at least one middle block 15. The first middle sipe 21 extends from the first middle longitudinal edge 15a and includes an interrupted end 21a in the ground contact surface 15s. The second middle sipe 22 extends from the second middle longitudinal edge 15b and includes an interrupted end 22a in the ground contact surface 15s.

[0040] In this specification, the term "sipe" refers to a cut element having a small width, in which the width between two inner walls that face each other and extend substantially parallel to each other is 1.5 mm or less. Moreover, "substantially parallel" refers to an embodiment in which the angle between the two inner walls is 10° or less. The width of the sipe is preferably 0.5 to 1.5 mm, and more preferably 0.4 to 1.0 mm. In another embodiment of the sipe, at least one of the sipe edges on both sides may be configured as a chamfered portion. Moreover, the bottom of the sipe may be connected to a flask bottom having a width exceeding 1.5 mm.

[0041] The interrupted end 21a of the first middle sipe 21 is located axially inward of the first middle tie bar 16. The interrupted end 22a of the second middle sipe 22 is located axially outward of the second middle tie bar 17, and is also axially inward of the interrupted end 21a of the first middle sipe 21. This ensures that the first middle sipe 21 and the second middle sipe 22 are of sufficient length, and on-snow performance is maintained.

[0042] As a desirable aspect, in this embodiment, in the ground contact surface 15s of at least one middle block 15, a first region 23 that is axially inward of the end 21a of the first middle sipe 21 and axially outward of the end 22a of the second middle sipe 22 is provided with no grooves or sipes. This ensures sufficient rigidity and ground contact area of ​​the middle block 15. Therefore, even if the slip angle increases during turning on a dry road surface, the turning characteristics do not change suddenly, and excellent steering stability is exhibited. The first region 23 is a region between a virtual line 21b that passes through the end 21a of the first middle sipe 21 and extends parallel to the tire circumferential direction, and a virtual line 22b that passes through the end 22a of the second middle sipe 22 and extends parallel to the tire circumferential direction, in the ground contact surface 15s of the middle block 15.

[0043] 2, the middle block 15 of this embodiment is provided with two first middle sipes 21 and two second middle sipes 22. The first middle sipes 21 and the second middle sipes 22 each extend in a zigzag shape. Such first middle sipes 21 and second middle sipes 22 can improve on-snow performance while maintaining the rigidity of the middle block 15.

[0044] The axial length L3 of the first middle sipes 21 and the axial length L4 of the second middle sipes 22 are, for example, 25% to 40% of the axial width W2 of the middle block 15. The length L3 of the first middle sipes 21 is 150% to 300% of the axial length L5 (shown in FIG. 3) of the first middle tie bar 16. Similarly, the length L4 of the second middle sipes 22 is 1.5 to 3.0 times the axial length L6 (shown in FIG. 3) of the second middle tie bar 17. Such first middle sipes 21 and second middle sipes 22 improve on-snow performance and noise performance in a well-balanced manner.

[0045] The first middle sipes 21 and the second middle sipes 22 are inclined in the same direction relative to the tire axial direction. The angle of the first middle sipes 21 and the second middle sipes 22 relative to the tire axial direction is, for example, 20 to 35 degrees. When these sipes extend in a zigzag pattern, the angle is measured at the center line of the zigzag amplitude. Such first middle sipes 21 and second middle sipes 22 can also provide friction in the tire axial direction when traveling on snow.

[0046] FIG. 5 shows a cross-sectional view of line BB in FIG. 2. It is considered that the zigzag folded portion of the sipe appears as a ridge line on the inner wall of the actual first middle sipe 21, but is omitted in FIG. 5. As shown in FIG. 5, the first middle sipe 21 has a greater depth at a center portion 25 in the tire axial direction than at both ends 26 in the tire axial direction. As a result, the maximum depth d2 of the first middle sipe 21 is formed at the center portion 25. The maximum depth d2 of the first middle sipe 21 is, for example, 65% to 85% of the depth d1 of the shoulder circumferential groove 5. In addition, the depth d3 of the end portion 26 of the first middle sipe 21 is, for example, 50% to 70% of the maximum depth d2. In such a first middle sipe 21, the center portion 25 is easily opened appropriately, and a large friction force can be provided on snow or ice. In addition, since the second middle sipes 22 have a cross-sectional shape similar to that of the first middle sipes 21, the configuration of the first middle sipes 21 described above can be applied to the second middle sipes 22.

[0047] As shown in FIG. 4, the first region 23 is not only free of grooves and sipes, but also free of other minute recesses. As a result, a flat ground contact surface is formed in the first region 23. The axial length L7 of the first region 23 is 20% to 40% of the axial width W2 of the middle block 15 (as shown in FIG. 2, and the same applies below). This ensures the rigidity of the middle block 15 and provides excellent driving stability. Note that when multiple first middle sipes 21 of different lengths are arranged and when multiple second middle sipes 22 of different lengths are arranged, the first region 23 is specified so that the axial length of the first region 23 is the shortest.

[0048] As shown in Fig. 3, the axial length L5 of the first middle tie bar 16 and the length L6 of the second middle tie bar 17 are each preferably 10% to 20% of the width W2 of the middle block 15. In addition, when the axial lengths of the first middle tie bar 16 and the second middle tie bar 17 vary in the radial direction of the tire, the lengths L5 and L6 are measured at the center positions in the radial direction of the tire. As a more preferable aspect, in this embodiment, the first middle tie bar 16 and the second middle tie bar 17 are configured to have substantially the same shape.

[0049] The depth d5 ​​from the ground contact surface of the middle block 15 to the outer surface of the first middle tie bar 16 and the depth d6 from the ground contact surface of the middle block 15 to the outer surface of the second middle tie bar 17 are each 65% to 85% of the maximum depth d4 of the middle lateral groove 10. In a more preferable embodiment, the depths d5 and d6 are each smaller than the maximum depth d2 of the first middle sipe 21 (shown in FIG. 5, and the same applies below) and larger than the depth d3 of the axial end 26 of the first middle sipe 21 (shown in FIG. 5, and the same applies below). Such a depth arrangement is useful for suppressing uneven wear of the middle block 15 while exerting the above-mentioned effects.

[0050] As shown in FIG. 4, the first middle lateral groove 11 has at least one bent portion 27. In this embodiment, the first middle lateral groove 11 includes two bent portions 27. The second middle lateral groove 12 does not include any bent portions. In this embodiment, the first middle lateral grooves 11 and the second middle lateral grooves 12 are alternately arranged in the tire circumferential direction in the middle land portion 7. Both the first middle lateral groove 11 and the second middle lateral groove 12 have the cross-sectional shape shown in FIG. 3.

[0051] It is desirable that the bent portion 27 is located, in the tire axial direction, between the end 21a of the first middle sipe 21 and the end 22a of the second middle sipe 22. This makes it difficult for local deformation to occur in the middle block 15, thereby achieving excellent driving stability.

[0052] As shown in FIG. 2, the first middle lateral groove 11 has a first end 11a or a second end 11b The maximum groove width is formed at W3 of the first middle lateral groove 11. The third groove portion 33 extends with a constant groove width. The maximum groove width W3 of the first middle lateral groove 11 is preferably 120% to 200% of the groove width W4 of the third groove portion 33. This improves noise performance and on-snow performance in a well-balanced manner.

[0053] 4, the axial length L8 of the first groove portion 31 and the axial length L9 of the second groove portion 32 are, for example, 35% to 45% of the axial width W2 of the ground contact surface of the middle block 15. Also, the axial length L10 of the third groove portion 33 is, for example, 10% to 30% of the width W2 of the middle block 15.

[0054] The angle of the first groove portion 31 or the second groove portion 32 relative to the tire axial direction is, for example, 25 to 45°. The angle of the third groove portion 33 relative to the tire axial direction is, for example, 50 to 65°. The angle between the first groove portion 31 and the third groove portion 33 and the angle between the second groove portion 32 and the third groove portion 33 are, for example, 80 to 110°, and preferably 90 to 110°. Such an arrangement of the grooves can generate solid snow columns in the grooves during driving on snow, providing a large snow column shear force and preventing snow from clogging the grooves.

[0055] The second middle lateral grooves 12 are inclined, for example, in the same direction as the first groove portions 31 of the first middle lateral grooves 11 with respect to the tire axial direction. The second middle lateral grooves 12 of this embodiment are inclined at an angle of, for example, 10 to 30°.

[0056] 2, the middle land portion 7 is provided with a first recess 41 and a second recess 42. The first recess 41 extends from an axially outer end of the second middle lateral groove 12 to one circumferential side (upper side in each drawing in this specification) in the tire circumferential direction. The second recess 42 extends from an axially inner end of the second middle lateral groove 12 to the other circumferential side (lower side in each drawing in this specification) in the tire circumferential direction.

[0057] Fig. 6 shows a cross section of the first recess 41 and the second recess 42 taken along line CC in Fig. 2. As shown in Fig. 6, the first recess 41 and the second recess 42 are each open at the ground contact surface of the middle land portion 7 and at the side surface in the tire axial direction. As a result, the first recess 41 and the second recess 42 include an inner wall surface 40a extending parallel to the tire radial direction and a bottom surface 40b extending parallel to the ground contact surface of the middle land portion 7. The axial length L11 of the first recess 41 and the second recess 42 at the ground contact surface of the middle land portion 7 is, for example, 5% to 15% of the width W2 of the ground contact surface 15s of the middle block 15.

[0058] The depth d7 of the first recess 41 and the second recess 42 is, for example, 60% to 75% of the depth d1 of the shoulder circumferential groove 5. In a more preferable embodiment, as shown in Fig. 4, the bottom surface of the first recess 41 is flush with the outer surface of the first middle tie bar 16 (shown in Fig. 2). Also, the bottom surface of the second recess 42 is flush with the outer surface of the second middle tie bar 17 (shown in Fig. 2). As a result, when traveling on snow, the second middle lateral groove 12, the first recess 41, and the second recess 42 work together to form a large snow column, which can provide a large snow column shear force.

[0059] As shown in Fig. 2, the middle land portion 7 is provided with at least one first interrupted groove 43 extending in the tire axial direction. The first interrupted groove 43 has an axially outer end connected to the first recessed portion 41 and an axially inner end disconnected within the contact patch of the middle land portion 7. In a preferred embodiment, the first interrupted groove 43 is connected to the circumferential end of the first recessed portion 41. Such a first interrupted groove 43 reduces pumping noise and can improve on-snow performance while maintaining noise performance.

[0060] The length L12 of the first discontinuous grooves 43 in the tire axial direction is, for example, 25% to 35% of the width W2 of the middle block 15. Such first discontinuous grooves 43 can improve on-snow performance and noise performance in a well-balanced manner.

[0061] The middle land portion 7 is provided with at least one second interrupted groove 44 extending in the tire axial direction. Second Intermittent Groove 44 The axially inner end of the groove is connected to the second recess 42, and the axially outer end of the groove is terminated within the contact patch of the middle land portion 7.

[0062] The length of the second discontinuous grooves 44 in the tire axial direction can be the length L12 of the first discontinuous grooves 43 described above.

[0063] The bottom surface of the first interrupted groove 43 is flush with and continuous with the bottom surface of the first recess 41. The bottom surface of the second interrupted groove 44 is flush with and continuous with the bottom surface of the second recess 42. Such first interrupted groove 43 and second interrupted groove 44 can suppress local deformation of the middle block 15, and are useful for improving driving stability.

[0064] Fig. 7 shows an enlarged view of the crown land portion 8 of Fig. 1. As shown in Fig. 7, the crown land portion 8 includes a plurality of crown blocks 55 separated by a plurality of crown lateral grooves 50 that completely cross the crown land portion 8 in the tire axial direction.

[0065] The crown lateral grooves 50 are inclined in the opposite direction to the middle lateral grooves 10 (shown in FIG. 2) with respect to the tire axial direction. This makes it easier for the pumping noise generated by the middle lateral grooves 10 and the crown lateral grooves 50 to become white noise, improving noise performance.

[0066] The crown lateral grooves 50 include, for example, first crown lateral grooves 51 and second crown lateral grooves 52 having different shapes in a tread plan view. In this embodiment, the first crown lateral grooves 51 and the second crown lateral grooves 52 are alternately provided in the tire circumferential direction.

[0067] The first crown lateral groove 51 extends in the tire axial direction with a constant groove width, for example. The first crown lateral groove 51 includes a steeply inclined portion 51a disposed in the center of the tire axial direction, and gently inclined portions 51b continuing to both sides of the steeply inclined portion 51a. The angle of the steeply inclined portion 51a with respect to the tire axial direction is, for example, 40 to 60°. The gently inclined portion 51b is inclined in the same direction as the steeply inclined portion 51a with respect to the tire axial direction. The gently inclined portion 51b is disposed at an angle smaller than that of the steeply inclined portion 51a with respect to the tire axial direction. The angle of the gently inclined portion 51b with respect to the tire axial direction is, for example, 20 to 30°. The axial length of one gently inclined portion 51b is 40% to 50% of the entire length of the crown lateral groove 50. These angles and lengths are measured at the groove center line. The crown lateral groove 50 including such a steeply inclined portion 51a and a gently inclined portion 51b makes it difficult for air to move inside the groove, and the pumping noise can be reduced.

[0068] The second crown lateral groove 52 includes, for example, a central portion 52a in the tire axial direction and a widened portion 52b continuing to the central portion 52a. The widened portion 52b has, for example, a groove width larger than that of the central portion 52a. The groove width of the widened portion 52b is, for example, 150% to 250% of the groove width of the central portion 52a. In this embodiment, the widened portion 52b is provided with a chamfered portion 53, so that the widened portion 52b has a large groove width. Such a second crown lateral groove 52 can improve on-snow performance and steering stability in a well-balanced manner.

[0069] Fig. 8 shows a cross-sectional view taken along line DD in Fig. 7. As shown in Fig. 8, the crown lateral groove 50 includes a first crown tie bar 61 having a groove bottom raised at an end portion on the first tread end T1 side, and a second crown tie bar 62 having a groove bottom raised at an end portion on the second tread end T2 side. Such first crown tie bar 61 and second crown tie bar 62 are useful for improving steering stability.

[0070] The axial length L13 of the first crown tie bar 61 and the axial length L14 of the second crown tie bar 62 are 25% to 35% of the axial width W5 (shown in FIG. 7) of the ground contact surface 55s of the crown block 55. In a more preferable embodiment, the length L13 of the first crown tie bar 61 is greater than the length L5 (shown in FIG. 3) of the first middle tie bar 16. Similarly, the length L14 of the second crown tie bar 62 is greater than the length L6 (shown in FIG. 3) of the second middle tie bar 17. This optimizes the rigidity balance of the crown land portion 8 and the middle land portion 7, and further improves the steering stability. In this embodiment, the first crown lateral groove 51 and the second crown lateral groove 52 include the first crown tie bar 61 and the second crown tie bar 62, respectively.

[0071] As shown in FIG. 7, the crown blocks 55 each include a ground contact surface 55s, a first crown vertical edge 55a extending in the tire circumferential direction on the first tread edge T1 side of the ground contact surface 55s, and a first crown vertical edge 55b extending in the tire circumferential direction on the ground contact surface 55s. 55s and a second crown vertical edge 55b extending in the tire circumferential direction on the second tread end T2 side.

[0072] 9 shows an enlarged view of the crown block 55 and the crown lateral groove 50. In FIG. 9, the above-mentioned first crown tie bar 61 and second crown tie bar 62 are dotted. As shown in FIG. 9, at least one first crown sipe 63 and at least one second crown sipe 64 are provided on the ground contact surface 55s of at least one crown block 55. The first crown sipe 63 extends from the first crown longitudinal edge 55a and is aligned with the ground contact surface 55s. 55s The second crown sipe 64 extends from the second crown longitudinal edge 55b and has an interrupted end 63a within the ground contact surface 55s. 64a Such first crown sipes 63 and second crown sipes 64 can improve on-snow performance while maintaining the rigidity of the crown block 55.

[0073] The interrupted end 64a of the second crown sipe 64 is located closer to the first crown vertical edge 55a than the interrupted end 63a of the first crown sipe 63. In a more preferable embodiment, in a plan view of the tread, the interrupted end 63a of the first crown sipe 63 is provided at a position overlapping with a region of the second crown tie bar 62 extending parallel to the tire circumferential direction. Similarly, in a plan view of the tread, the interrupted end 64a of the second crown sipe 64 is provided at a position overlapping with a region of the first crown tie bar 61 extending parallel to the tire circumferential direction. This suppresses uneven wear of the crown land portion 8.

[0074] FIG. 10 shows a cross-sectional view of line EE in FIG. 7. It is considered that the zigzag folded portion of the sipe appears as a ridge line on the inner wall of the actual first crown sipe 63, but is omitted in FIG. 10. As shown in FIG. 10, the first crown sipe 63 includes a first portion 66 communicating with the crown circumferential groove 6, a second portion 67 including a discontinuous end 63a, and a third portion 68 between the first portion 66 and the second portion 67. The first portion 66 has a smaller depth than the third portion 68. The depth d8 of the first portion 66 is 50% to 70% of the depth d10 of the third portion 68. The second portion 67 has a smaller depth than the first portion 66. The depth d9 of the second portion 67 is 20% to 35% of the depth d10 of the third portion 68. The third portion 68 constitutes the maximum depth of the first crown sipe 63. Such first crown sipes 63 are useful for improving the snow performance and the steering stability in a well-balanced manner. The second crown sipes 64 have a cross-sectional shape similar to that of the first crown sipes 63. Therefore, the configuration of the first crown sipes 63 described above can be applied to the second crown sipes 64.

[0075] As shown in FIG. 7, the crown block 55 is provided with a crown longitudinal sipe 70 extending in the tire circumferential direction between the first crown sipe 63 and the second crown sipe 64. The crown longitudinal sipe 70 of this embodiment is continuous with the first crown sipe 63 and the second crown sipe 64. However, the crown longitudinal sipe 70 may not be continuous with these sipes. The crown longitudinal sipe 70 has a smaller depth than the first crown sipe 63 and the second crown sipe 64, for example. The maximum depth of the crown longitudinal sipe 70 is 20% to 35% of the maximum depth of the first crown sipe 63. In a preferred embodiment, the crown longitudinal sipe 70 is configured to have the same depth as the second portion 67 of the first crown sipe 63. Such a crown longitudinal sipe 70 can improve cornering performance on snow or ice while suppressing uneven wear of the crown block 55.

[0076] The crown block 55 includes a first crown block 56 and a second crown block 57 in which the arrangement of the crown longitudinal sipes 70 is different. The first crown block 56 is provided with the crown longitudinal sipes 70 on the first crown longitudinal edge 55a side from the center position of the tire axial direction of the ground contact surface of the first crown block 56. The second crown block 57 is provided with the crown longitudinal sipes 70 on the second crown longitudinal edge 55b side from the center position of the tire axial direction of the ground contact surface of the second crown block 57. In a preferred embodiment, the first crown block 56 and the second crown block 57 are alternately provided in the tire circumferential direction. This suppresses local deformation of the first crown block 56 and the second crown block 57, thereby exhibiting excellent driving stability.

[0077] Fig. 11 shows an enlarged view of the shoulder land portion 9 in Fig. 1. As shown in Fig. 11, the shoulder land portion 9 includes a plurality of shoulder blocks 76 separated by a plurality of shoulder lateral grooves 75 that completely cross the shoulder land portion 9 in the tire axial direction.

[0078] The shoulder block 76 is provided with a plurality of shoulder sipes 77 extending, for example, in a zigzag pattern. In a more preferable embodiment, both ends of the shoulder sipes 77 are interrupted within the shoulder block 76. Such shoulder sipes 77 are useful for improving on-snow performance and driving stability in a well-balanced manner.

[0079] Although the tire according to one embodiment of the present invention has been described in detail above, the present invention is not limited to the above specific embodiment and can be modified and carried out in various aspects. EXAMPLES

[0080] A tire of size 265 / 70R17 having the basic pattern of Fig. 1 was prototyped based on the specifications of Table 1. In addition, as a comparative example, a tire was prototyped in which the first groove portion b and the second groove portion c of the first middle lateral groove a had a constant groove width as shown in Fig. 12. The comparative tire was substantially the same as the tire shown in Fig. 1, except for the above-mentioned points.

[0081] In addition, as a standard tire (reference tire) for comparing noise performance, a prototype tire was produced in which first middle lateral grooves d extend with a constant groove width and inclined in a constant direction, as shown in Figure 13.

[0082] Each test tire was tested for snow performance and noise performance. The common specifications and test methods for each test tire are as follows: Rim: 17×8J Tire pressure: 410kPa Test vehicle: 4000cc, four-wheel drive Tire mounting position: All wheels

[0083] <Snow performance> The driving performance of the test vehicle on snow was evaluated by the driver. The results are rated based on the snow performance of the comparative example being 100, with the higher the value, the better the snow performance.

[0084] <Noise performance> The maximum sound pressure of the external noise was measured when the test vehicle was driven on a dry road at a speed of 70 km / h. The results are shown as an index in which the reduction in sound pressure, which is the difference from the sound pressure of the reference tire, is set to the reduction in sound pressure of the comparative example as 100. The larger the index, the smaller the maximum sound pressure of the noise, indicating excellent noise performance.

[0085] [Table 1]

[0086] As a result of the test, the tire of the embodiment has excellent performance on snow. and noise performance It was confirmed that the results were improved. [Explanation of symbols]

[0087] 2 Tread section 3 Circumferential groove 4 Land 7 Middle Land Section 11 First Middle Yokomizo 31 First Groove 32 Second groove 33 Third Groove T1 First tread edge T2 Second tread edge

Claims

1. A tire having a tread portion, The tread portion includes a plurality of circumferential grooves extending continuously in a tire circumferential direction between a first tread edge and a second tread edge, and a plurality of land portions divided by the plurality of circumferential grooves, The plurality of land portions include one middle land portion disposed between the first tread edge and a tire equator, At least one first middle lateral groove is provided in the middle land portion so as to completely cross the middle land portion in the tire axial direction, the first middle lateral groove includes a first groove portion inclined with respect to the tire axial direction from a first end on the axially outer side, a second groove portion inclined with respect to the tire axial direction in the same direction as the first groove portion from a second end on the axially inner side, and a third groove portion located between the first groove portion and the second groove portion and inclined with respect to the tire axial direction in an opposite direction to the first groove portion, The first groove portion has a groove width that increases from the third groove portion side toward an outer side in the tire axial direction, The second groove portion has a groove width that increases from the third groove portion side toward the axially inner side of the tire, At least one second middle lateral groove is provided in the middle land portion so as to completely cross the middle land portion in the tire axial direction, The second middle lateral grooves are inclined in the same direction as the first groove portions with respect to the tire axial direction, the middle land portion is provided with a first recess connected to an axially outer end of the second middle lateral groove and a second recess connected to an axially inner end of the second middle lateral groove, Each of the first recess and the second recess is open to a ground contact surface of the middle land portion and to a side surface in the tire axial direction. tire.

2. 2. The tire according to claim 1, wherein a maximum groove width of the first middle lateral groove is 120% to 200% of a groove width of the third groove portion.

3. 3. The tire according to claim 1, wherein the first middle lateral groove includes a first middle tie bar having a raised groove bottom on the first end side, and a second middle tie bar having a raised groove bottom on the second end side.

4. The first recess extends from an axially outer end of the second middle lateral groove to one side in a circumferential direction of the tire, The tire according to claim 1 , wherein the second recessed portion extends from an axially inner end of the second middle lateral groove to the other side in the tire circumferential direction.

5. The middle land portion is provided with at least one first interrupted groove extending in the tire axial direction, 5. The tire according to claim 1, wherein an axially outer end of the first interrupted groove is connected to the first recess, and an axially inner end of the first interrupted groove is interrupted within the contact patch of the middle land portion.

6. The middle land portion is provided with at least one second interrupted groove extending in the tire axial direction, 6. The tire according to claim 1, wherein an axially inner end of the second interrupted groove is connected to the second recess, and an axially outer end of the second interrupted groove is interrupted within the ground contact patch of the middle land portion.

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