tire

Abstract

To provide a tire capable of exerting excellent wet performance and noise performance.SOLUTION: A tire has a tread portion 2. A crown land part 15 is provided with a plurality of first crown sipes 36 communicating with a first vertical edge 15a and having an interrupted end 36a in a crown land part 15. At least one of the first crown sipes 36 includes a chamfering area 31 opening to a tread surface through the chamfering portion 38, and a non-chamfering area 32 opening to the tread surface without interposing the chamfering portion 38. The non-chamfering area 32 starts from the interrupted end and is formed within a range of 5% to 20% of a length in a tire axial direction of the first crown sipe 36. The chamfering area 31 is formed within a range of 80% to 95% of a length in the tire axial direction of the first crown sipe 36.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to tires. [Background technology]

[0002] Patent Document 1 below proposes a tire in which semi-open crown sipes are provided in the crown land portion, and it is expected that the crown sipes will improve ride comfort and quietness. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-104800 Summary of the Invention [Problem to be solved by the invention]

[0004] In recent years, vehicles have become quieter, and so there is a demand for tires to have even better noise performance. At the same time, there is also a demand for improved wet performance.

[0005] The present disclosure has been devised in view of the above circumstances, and has as its main object to provide a tire that can exhibit excellent wet performance and noise performance. [Means for solving the problem]

[0006] The present disclosure relates to 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 by the plurality of circumferential grooves, the plurality of land portions including a crown land portion disposed on the tire equator, the crown land portion including a first longitudinal edge extending in the tire circumferential direction on the first tread edge side, a second longitudinal edge extending in the tire circumferential direction on the second tread edge side, and a tread surface between the first longitudinal edge and the second longitudinal edge, and the crown land portion includes a first longitudinal edge extending in the tire circumferential direction on the first tread edge side, a second longitudinal edge extending in the tire circumferential direction on the second tread edge side, and a tread surface between the first longitudinal edge and the second longitudinal edge, a plurality of first crown sipes are provided in the crown land portion, the first crown sipes communicating with the tread surface and having discontinued ends within the crown land portion, at least one of the first crown sipes includes a chamfered region that opens onto the tread surface via a chamfered portion and a non-chamfered region that opens onto the tread surface without passing through a chamfered portion, the non-chamfered region starting from the discontinued end and extending over a range of 5% to 20% of the axial length of the first crown sipe, and the chamfered region is extended over a range of 80% to 95% of the axial length of the first crown sipe. [Effects of the Invention]

[0007] By adopting the above-described configuration, the tire of the present disclosure can exhibit excellent wet performance and noise performance. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a development view of a tread portion of a tire according to one embodiment of the present disclosure. [Figure 2] FIG. 2 is an enlarged view of the crown land portion of FIG. [Figure 3] 3 is an enlarged view of the first crown sipe and the second crown sipe of FIG. 2. [Figure 4] FIG. 3 is a cross-sectional view taken along line AA in FIG. 2. [Figure 5] FIG. 3 is a cross-sectional view taken along line BB in FIG. 2. [Figure 6] 2 is an enlarged view of a first middle land portion, a second middle land portion, and a crown land portion in FIG. 1. [Figure 7]FIG. 7 is an enlarged view of the first middle sipe of FIG. 6. [Figure 8] FIG. 7 is an enlarged view of the second middle sipe of FIG. 6. [Figure 9] FIG. 3 is a cross-sectional view taken along line CC in FIG. 2. [Figure 10] FIG. 3 is a cross-sectional view taken along line DD in FIG. 2. [Figure 11] FIG. 2 is an enlarged view of the first shoulder land portion of FIG. 1. [Figure 12] FIG. 9 is a cross-sectional view taken along the line EE in FIG. 8. [Figure 13] FIG. 2 is an enlarged view of the second shoulder land portion of FIG. 1. [Figure 14] FIG. 2 is a development view of a tread portion of a reference tire. [Figure 15] FIG. 4 is an enlarged view of a crown land portion of a comparative example. DETAILED DESCRIPTION OF THE INVENTION

[0009] An embodiment of the present disclosure will be described below with reference to the drawings. Fig. 1 is a development view of a tread portion 2 of a tire 1 showing an embodiment of the present disclosure. The tire 1 of this embodiment is suitably used, for example, as a pneumatic tire for passenger cars. However, the present disclosure is not limited to such an embodiment and may also be applied to pneumatic tires for heavy loads and non-pneumatic tires that are not filled with pressurized air inside the tire.

[0010] 1, the tread portion 2 of the tire 1 of this embodiment has a specified orientation for mounting on a vehicle. As a result, the tread portion 2 includes a first tread edge T1 intended to be on the outer side of the vehicle when mounted on the vehicle, and a second tread edge T2 intended to be on the inner side of the vehicle when mounted on the vehicle. However, the present disclosure is not limited to this embodiment.

[0011] The first tread edge T1 and the second tread edge T2 each correspond to the edge of the contact patch when 70% of the normal load is applied to the tire 1 in its normal state and the tread portion 2 is brought into contact with a flat surface at a camber angle of 0°.

[0012] "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 is in an unloaded state. 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 state 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.

[0013] 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."

[0014] "Normal internal pressure" is the air pressure specified for each tire by each standard in the standard system, including the standard on which the tire is based. For JATMA, it is the "maximum air pressure," 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 "INFLATION PRESSURE."

[0015] For pneumatic tires for which various standards are established, "normal load" refers to the load specified for each tire in the standard system including the standard on which the tire is based. For JATMA, this is "maximum load capacity," for TRA, this is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES," and for ETRTO, this is "LOAD CAPACITY." For tires for which various standards are not established, "normal load" refers to the maximum load that can be applied when using the tire in accordance with the above standards.

[0016] The tread portion 2 includes a plurality of circumferential grooves 3 extending continuously in the tire circumferential direction between the first tread edge T1 and the second tread edge T2, and a plurality of land portions 4 separated by the plurality of circumferential grooves 3. The tire 1 of this embodiment is a so-called five-rib tire in which the tread portion 2 is configured with four circumferential grooves 3 and five land portions 4. However, the present disclosure is not limited to this embodiment.

[0017] The circumferential grooves 3 include a first shoulder circumferential groove 5 and a second shoulder circumferential groove 6, as well as a first crown circumferential groove 7 and a second crown circumferential groove 8. Of the multiple circumferential grooves 3, the first shoulder circumferential groove 5 is arranged closest to the first tread edge T1. Of the multiple circumferential grooves 3, the second shoulder circumferential groove 6 is arranged closest to the second tread edge T2. The first crown circumferential groove 7 is provided between the first shoulder circumferential groove 5 and the tire equator C. The second crown circumferential groove 8 is provided between the second shoulder circumferential groove 6 and the tire equator C.

[0018] The axial distance L1 from the tire equator C to the groove center line of the first shoulder circumferential groove 5 or the second shoulder circumferential groove 6 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 first crown circumferential groove 7 or the second crown circumferential groove 8 is preferably, for example, 5% to 20% 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.

[0019] Each circumferential groove 3 of this embodiment extends, for example, linearly in parallel to the tire circumferential direction. Each circumferential groove 3 may extend, for example, in a wavy shape.

[0020] The groove width W1 of each circumferential groove 3 is preferably at least 3 mm or more. Furthermore, the groove width W1 of each circumferential groove 3 is preferably 3.0% to 8.0% of the tread width TW. As a more preferable aspect, in this embodiment, among the multiple circumferential grooves 3, the first shoulder circumferential groove 5 has the smallest groove width. However, the present disclosure is not limited to this aspect.

[0021] The multiple land portions 4 include a crown land portion 15. The crown land portion 15 is defined between the first crown circumferential groove 7 and the second crown circumferential groove 8 and is disposed on the tire equator C. The multiple land portions 4 in this embodiment include a first middle land portion 11, a second middle land portion 12, a first shoulder land portion 13, and a second shoulder land portion 14. The first middle land portion 11 is defined between the first shoulder circumferential groove 5 and the first crown circumferential groove 7. The second middle land portion 12 is defined between the second shoulder circumferential groove 6 and the second crown circumferential groove 8. The first shoulder land portion 13 is defined axially outward of the first shoulder circumferential groove 5 and includes the first tread edge T1. The second shoulder land portion 14 is defined axially outward of the second shoulder circumferential groove 6 and includes the second tread edge T2.

[0022] Fig. 2 shows an enlarged view of the crown land portion 15. As shown in Fig. 2, the crown land portion 15 includes a first longitudinal edge 15a extending in the tire circumferential direction on the first tread end T1 side, a second longitudinal edge 15b extending in the tire circumferential direction on the second tread end T2 side, and a tread surface 15s between the first longitudinal edge 15a and the second longitudinal edge 15b.

[0023] The crown land portion 15 is provided with a plurality of first crown sipes 36. The first crown sipes 36 communicate with the first longitudinal edge 15a and have discontinuous ends 36a within the crown land portion 15. As a desirable aspect, the crown land portion 15 of this embodiment is provided with a plurality of second crown sipes 37. The second crown sipes 37 communicate with the second longitudinal edge 15b and have discontinuous ends 37a within the crown land portion 15.

[0024] In this specification, the term "sipe" refers to a small cut in the sipe body, where the width between two sipe walls is 1.5 mm or less. The term "sipe body" also refers to a portion where two sipe walls extend substantially parallel to each other in the tire radial direction. "Substantially parallel" refers to an aspect where the angle between the two sipe walls is 10° or less. As described below, the sipe may include a chamfered portion. The sipe may also have a so-called flask bottom, where the width is expanded at the bottom.

[0025] 3 shows an enlarged view of the first crown sipes 36 and the second crown sipes 37. As shown in FIG. 3, at least one of the first crown sipes 36 includes a chamfered region 31 and a non-chamfered region 32.

[0026] Fig. 4 shows a cross-sectional view taken along line AA in Fig. 2, illustrating the chamfered region 31. As shown in Fig. 4, the chamfered region 31 is an area that opens to the tread surface 15s via a chamfered portion 38. Fig. 5 shows a cross-sectional view taken along line BB in Fig. 2, illustrating the non-chamfered region 32. As shown in Fig. 4, the non-chamfered region 32 is an area that opens to the tread surface 15s without passing through a chamfered portion.

[0027] As shown in Fig. 3, the non-chamfered region 32 starts from the discontinuous end 36a of the first crown sipe 36 and is formed in a range of 5% to 20% of the axial length L5 (shown in Fig. 2) of the first crown sipe 36. The chamfered region 31 is formed in a range of 80% to 95% of the axial length L5 of the first crown sipe 36. By adopting the above-described configuration, the tire 1 of the present disclosure can exhibit excellent wet performance and noise performance. The following mechanism is presumed to be the reason for this.

[0028] The first crown sipes 36 can provide frictional force during wet driving. On the other hand, since the first crown sipes 36 have the discontinuous ends 36a within the crown land portion 15, pitch noise can be expected to be reduced compared to full-open sipes.

[0029] As described above, the first crown sipe 36 includes a chamfered region 31 and a non-chamfered region 32. The chamfered region 31 helps reduce noise when the tread surface 15s makes contact with the ground. On the other hand, the non-chamfered region 32 allows the sipe edge to provide greater friction, helping to improve wet performance. The developers also discovered that by positioning the non-chamfered region 32 so that it begins at the end of the sipe, wet performance can be significantly improved even if the length of the non-chamfered region 32 is relatively short. This is thought to be because the amount of deformation of the sipe is small near the end, and greater friction is generated when the non-chamfered region 32 is located.

[0030] Based on the above findings, in the present disclosure, the non-chamfered region 32 is formed in a range of 5% to 20% of the length L5 of the first crown sipe 36, and the chamfered region 31 is formed in a range of 80% to 95% of the length L5 of the first crown sipe 36. This makes it possible to improve wet performance and noise performance in a well-balanced manner. It is believed that this mechanism enables the present disclosure to exhibit excellent wet performance and noise performance.

[0031] The following describes the configuration of this embodiment in more detail. Note that each configuration described below represents a specific aspect of this embodiment. Therefore, it goes without saying that the present disclosure can achieve the above-described effects even if it does not include the configurations described below. Furthermore, even if any one of the configurations described below is applied alone to a tire of the present disclosure having the above-described characteristics, performance improvement corresponding to each configuration can be expected. Furthermore, when several of the configurations described below are applied in combination, combined performance improvement corresponding to each configuration can be expected.

[0032] As shown in FIG. 2, the crown land portion 15 of this embodiment is provided with a plurality of the above-described first crown sipes 36. The first crown sipes 36 are inclined, for example, at an angle of 10 to 20 degrees relative to the tire axial direction. This reliably improves wet performance and noise performance. The first crown sipes 36 cross the axial center position of the crown land portion 15 and, in a preferred embodiment, also cross the tire equator C. The axial length L5 of the first crown sipes 36 is, for example, 55% to 70% of the axial width W8 of the crown land portion 15. This ensures that the first crown sipes 36 have a sufficient length, thereby improving wet performance.

[0033] As shown in Fig. 5, in the non-chamfered region 32, a sipe main body 40 having a constant width W12 extends along the tire radial direction and opens at the tread surface 15s. In this embodiment, the sipe main body 40 extends parallel to the tire radial direction, but may extend in the tire radial direction while oscillating. The width W12 of the sipe main body 40 is, for example, 0.2 to 1.2 mm, and preferably 0.4 to 0.8 mm.

[0034] 3, the axial length L11 of the non-chamfered region 32 is preferably 5% to 15% of the length L5 (shown in FIG. 2) of the first crown sipe 36, and more preferably 6% to 10% of the length L5. This improves wet performance and noise performance in a balanced manner.

[0035] As shown in Fig. 4, the chamfered region 31 includes a sipe main body 40 extending in the tire radial direction and a chamfered portion 38 that opens onto the tread surface 15s with a width greater than the width of the sipe main body 40. The chamfered portion 38 includes an inclined surface 39 between the sipe main body 40 and the tread surface 15s. In the chamfered portion 38 of this embodiment, the inclined surface 39 is configured on only one side of each of the two sipe edges. In the chamfered portion 38, for example, the inclined surface 39 may be configured on both sides of each of the two sipe edges.

[0036] The first crown sipe 36 includes a first sipe wall 23 and a second sipe wall 24. The first sipe wall 23 is a sipe wall that is continuous with the groove wall of the first crown circumferential groove 7 and forms an obtuse corner portion in a tread plan view. The second sipe wall 24 is a sipe wall that is continuous with the groove wall of the first crown circumferential groove 7 and forms an acute corner portion in a tread plan view.

[0037] The first sipe wall 23 includes a main body surface 23a that constitutes the sipe main body portion 20c and an inclined surface 39 that constitutes a chamfered portion 38. The angle θ3 of the inclined surface 39 with respect to the tire normal is, for example, 55 to 65°. The second sipe wall 24 is connected to the tread surface 15s of the crown land portion 15 without being chamfered. The first crown sipe 36 having such a chamfered portion 38 can improve wet performance and wear resistance in a well-balanced manner.

[0038] 3, it is desirable that the chamfer width of the chamfered portion 38 of the first crown sipe 36 continuously increases toward the first tread edge T1 side, so that when the first crown sipe 36 comes into contact with a wet road surface, a water film can be actively guided to the first crown circumferential groove 7.

[0039] The length L12 of the chamfered region 31 of the first crown sipe 36 in the tire axial direction is preferably 85% to 95% of the length L5 (shown in FIG. 2) of the first crown sipe 36, and more preferably 90% to 94%.

[0040] The second crown sipes 37 cross the axial center of the tread surface 15s of the crown land portion 15, and in a preferred embodiment, cross the tire equator C. Furthermore, the discontinuous ends 37a of the second crown sipes 37 are located closer to the first tread edge T1 than the discontinuous ends 36a of the first crown sipes 36. This allows the first crown sipes 36 and the second crown sipes 37 to provide a large frictional force when driving on wet roads.

[0041] As shown in Fig. 2, the axial length L6 of the second crown sipes 37 is 55% to 70% of the width W8 of the tread surface 15s of the crown land portion 15. In a more preferred embodiment, the axial length L6 of the second crown sipes 37 is greater than the axial length L5 of the first crown sipes 36. The length L6 is preferably 103% to 130% of the length L5, and more preferably 103% to 115%. This improves wet performance and noise performance in a well-balanced manner.

[0042] Except for the above-described configuration, the second crown sipes 37 have substantially the same configuration as the first crown sipes 36. Therefore, the above-described configuration of the first crown sipes 36 can be applied to the second crown sipes 37.

[0043] Fig. 6 shows an enlarged view of the first middle land portion 11, the second middle land portion 12, and the crown land portion 15. As shown in Fig. 6, the first middle land portion 11 is provided with a plurality of first middle sipes 16 that completely traverse the first middle land portion 11 in the tire axial direction. The second middle land portion 12 is provided with a plurality of second middle sipes 17 that completely traverse the second middle land portion 12 in the tire axial direction.

[0044] Fig. 7 shows an enlarged view of the first middle sipe 16. Fig. 8 shows an enlarged view of the second middle sipe 17. Fig. 9 shows a cross-sectional view of the first middle sipe 16 or the second middle sipe 17 taken along line CC in Fig. 6. As shown in Figs. 7 to 9, the first middle sipe 16 and the second middle sipe 17 each include a sipe main body 20 extending in the tire radial direction and a chamfered portion 21 that opens to the tread surface of the tread portion 2 and has a width greater than the width of the sipe main body 20.

[0045] As shown in Fig. 7, the chamfered portion 21a of the first middle sipe 16 extends in the tire axial direction with a constant chamfer width W2. Also, as shown in Fig. 8, the chamfered portion 21b of the second middle sipe 17 has a chamfer width that increases from its minimum chamfer width toward both sides in the tire axial direction. Such first middle sipes 16 and second middle sipes 17 help improve wet performance and noise performance.

[0046] 9, in the first middle sipe 16 and the second middle sipe 17, the sipe main body 20 extends along the tire radial direction with a constant width, and in a preferred embodiment, extends parallel to the tire radial direction. The width W3 of the sipe main body 20 is, for example, 0.2 to 1.2 mm, and preferably 0.4 to 0.8 mm. The sipe main body 20 may extend in the tire radial direction while oscillating.

[0047] The chamfered portion 21 includes an inclined surface 25 that is inclined between the sipe main body 20 and the tread surface of the tread portion 2. In this embodiment, the chamfered portion 21 includes a pair of inclined surfaces 25 formed on both sipe edges, but the inclined surface 25 may be formed on only one of the sipe edges. The angle θ1 of the inclined surface 25 with respect to the tire normal is, for example, 55 to 80°, and preferably 65 to 75°. In this specification, the chamfer width refers to the opening width of the sipe on the tread surface of the tread portion 2, where the chamfered portion 21 is provided, and corresponds to the sum of the width of the inclined surface 25 and the width of the sipe main body 20 in a plan view of the tread.

[0048] As shown in FIG. 6 , the first middle sipes 16 and the second middle sipes 17 are inclined in the same direction relative to the tire axial direction. In a more preferred embodiment, the first middle sipes 16 and the second middle sipes 17 are inclined in the same direction relative to the tire axial direction as the first crown sipes 36 and the second crown sipes 37, and in a preferred embodiment, are inclined at a slightly smaller angle relative to the tire axial direction than the first crown sipes 36 and the second crown sipes 37. This sipe arrangement helps to turn the impact sound made when the sipe edges contact the ground into white noise. The angle of the first middle sipes 16 and the second middle sipes 17 relative to the tire axial direction is, for example, 5 to 15 degrees. In a preferred embodiment, the first middle sipes 16 and the second middle sipes 17 are inclined at the same angle relative to the tire axial direction. Such first middle sipes 16 and the second middle sipes 17 can improve wet performance while maintaining wear resistance.

[0049] As shown in FIG. 7, the chamfered portion 21a of the first middle sipe 16 is disposed over the entire length of the first middle sipe 16. The chamfered portion 21a of the first middle sipe 16 includes a first inclined surface 26a that connects to one sipe wall of the sipe main body 20a and a second inclined surface 27a that connects to the other sipe wall of the sipe main body 20a. In this embodiment, the first inclined surface 26a and the second inclined surface 27a of the first middle sipe 16 have the same size. The chamfered width W2 of the chamfered portion 21a of the first middle sipe 16 is, for example, 1.0 to 2.0 mm.

[0050] 8, the chamfered portion 21b of the second middle sipe 17 is disposed over the entire length of the second middle sipe 17. The chamfered width of the second middle sipe 17 changes continuously. Such second middle sipes 17 are useful for suppressing uneven wear of the land portion.

[0051] The position where the chamfer width of the second middle sipe 17 is smallest is preferably located in the central region when the second middle land portion 12 is divided into three equal parts in the axial direction of the tire. Such second middle sipes 17 can guide the water film toward the second shoulder circumferential groove 6 and the second crown circumferential groove 8 in a balanced manner during wet driving.

[0052] The minimum chamfer width W4a of the chamfered portion 21b of the second middle sipe 17 is, for example, 1.0 to 2.0 mm. In this embodiment, the chamfer width W4a is the same as the chamfer width W2 of the first middle sipe 16. The maximum chamfer width W4b of the chamfered portion 21b of the second middle sipe 17 is preferably 1.5 times or more, more preferably 2.0 times or more, and preferably 3.0 times or less, more preferably 2.5 times or less, of the chamfer width W4a. This improves wet performance and noise performance in a balanced manner.

[0053] The chamfered portion 21b of the second middle sipe 17 includes a first inclined surface 26b that connects to one sipe wall of the sipe main body 20b and a second inclined surface 27b that connects to the other sipe wall of the sipe main body 20b. In this embodiment, at an end 17b of the chamfered portion 21b of the second middle sipe 17 on the second tread edge T2 side, the width of the first inclined surface 26b is smaller than the width of the second inclined surface 27b. Furthermore, at an end 17a of the chamfered portion 21b of the second middle sipe 17 on the tire equator C side, the width of the first inclined surface 26b is larger than the width of the second inclined surface 27b. In a more preferable embodiment, the width of the inclined surface at a location where the groove wall of the circumferential groove 3 and the sipe wall of the second middle sipe 17 join to form an obtuse-angled corner is larger than the width of the inclined surface at a location where the groove wall and the sipe wall join to form an acute-angled corner. As a result, uneven wear at the end of the second middle sipe 17 is suppressed.

[0054] The first middle sipes 16 and the second middle sipes 17 each extend in the tire axial direction at a constant depth. In this embodiment, the first middle sipes 16 and the second middle sipes 17 have the same depth. Furthermore, the depth of these sipes is preferably, for example, 60% to 80% of the depth of the circumferential grooves 3. This improves wet performance and noise performance in a balanced manner.

[0055] As shown in FIG. 6 , it is desirable that the first middle land portion 11 be provided with, for example, a plurality of middle shallow grooves 30. In this embodiment, the first middle sipes 16 and the middle shallow grooves 30 are provided alternately in the tire circumferential direction. The middle shallow grooves 30 extend, for example, from the first shoulder circumferential grooves 5 and terminate within the first middle land portion 11. The middle shallow grooves 30 terminate closer to the first tread edge T1 than the axial center of the first middle land portion 11. The axial length L3 of the middle shallow grooves 30 is, for example, 35% to 50% of the axial width W5 of the first middle land portion 11. Such middle shallow grooves 30 improve wet performance and handling stability on dry roads (hereinafter sometimes simply referred to as "handling stability") in a well-balanced manner.

[0056] The middle shallow grooves 30 are inclined, for example, in the same direction as the first middle sipes 16 relative to the tire axial direction. The angle of the middle shallow grooves 30 relative to the tire axial direction is, for example, 5 to 15 degrees. In a more desirable embodiment, the difference in angle between the first middle sipes 16 and the middle shallow grooves 30 is 5 degrees or less. This improves wet performance and noise performance while maintaining wear resistance.

[0057] FIG. 10 shows a cross section taken along line DD in FIG. 6. As shown in FIG. 10, the groove depth d1 of the middle shallow groove 30 is, for example, 0.5 to 1.5 mm. The groove width W6 of the middle shallow groove 30 is, for example, 1.5 to 2.5 mm. In a more desirable embodiment, the middle shallow groove 30 has a V-shaped cross section formed by two groove walls 30a that are inclined relative to the tire radial direction. The angle θ2 of the groove wall 30a relative to the tire normal is, for example, 30 to 50°. When cornering on a wet road, for example, the groove wall 30a comes into contact with the ground as the land portion deforms due to increased ground pressure, thereby improving wet performance.

[0058] 6, for example, a plurality of semi-open middle sipes 33 are provided in the second middle land portion 12. One end of each semi-open middle sipe 33 is connected to the second shoulder circumferential groove 6, and the other end is terminated within the second middle land portion 12. In the second middle land portion 12 of this embodiment, the second middle sipes 17 and the semi-open middle sipes 33 are provided alternately in the tire circumferential direction.

[0059] The semi-open middle sipes 33 desirably terminate closer to the second tread edge T2 than the axial center of the second middle sipes 17. The axial length L4 of the semi-open middle sipes 33 is, for example, 35% to 45% of the axial width W7 of the second middle land portion 12. Such semi-open middle sipes 33 can improve wet performance while maintaining steering stability.

[0060] The semi-open middle sipes 33 are inclined, for example, in the same direction as the second middle sipes 17 relative to the tire axial direction. The angle of the semi-open middle sipes 33 relative to the tire axial direction is, for example, 5 to 15 degrees. In a more desirable embodiment, the difference in angle between the second middle sipes 17 and the semi-open middle sipes 33 is 5 degrees or less. This improves wet performance and noise performance while maintaining wear resistance.

[0061] The semi-open middle sipes 33 extend, for example, with a constant width from the tread surface to the bottom of the tread portion 2. The depth of the semi-open middle sipes 33 is desirably smaller than the depth of the second middle sipes 17. The depth of the semi-open middle sipes 33 is 20% or less of the maximum depth of the second middle sipes 17, and specifically, is 0.5 to 1.5 mm. Such semi-open middle sipes 33 can provide friction on wet road surfaces while maintaining wear resistance and steering stability.

[0062] Fig. 11 shows an enlarged view of the first shoulder land portion 13. As shown in Fig. 11, the first shoulder land portion 13 is provided with, for example, a plurality of first shoulder lateral grooves 41 and a plurality of shoulder shallow grooves 45.

[0063] For example, the first shoulder lateral grooves 41 extend axially inward from at least the first tread edge T1 and terminate within the first shoulder land portion 13. In this embodiment, the first shoulder lateral grooves 41 extend across the first tread edge T1. The angle of the first shoulder lateral grooves 41 relative to the tire axial direction preferably increases axially inward. The axial distance L7 from the terminated end 41a of the first shoulder lateral groove 41 to the first shoulder circumferential groove 5 is 3% to 10% of the tread width W9 of the first shoulder land portion 13. Such first shoulder lateral grooves 41 are useful for improving steering stability and wet performance in a well-balanced manner.

[0064] FIG. 12 shows a cross section taken along line EE in FIG. 11. As shown in FIG. 12, the first shoulder lateral groove 41 is provided with a chamfered portion 42. The chamfered portion 42 includes an inclined surface 43 between the tread surface of the first shoulder land portion 13 and the groove wall 41w of the first shoulder lateral groove 41. The angle θ4 of the inclined surface 43 with respect to the tire normal is, for example, 35 to 55°. The width W10 and depth d2 of the inclined surface 43 are preferably 0.2 to 0.7 mm. The first shoulder lateral groove 41 having such a chamfered portion 42 can exhibit excellent wear resistance.

[0065] As shown in Fig. 11, it is desirable that the width W10 (shown in Fig. 12) of the inclined surface 43 of the chamfered portion 42 of the first shoulder lateral groove 41 increases axially outward around the first tread edge T1. Specifically, at the first tread edge T1, the width W10 of the inclined surface 43 is 20% to 30% of the width of the region excluding the inclined surface 43 of the first shoulder lateral groove 41. Furthermore, at the axially outer end 41b of the first shoulder lateral groove 41, the width W10 of the inclined surface 43 is 45% to 55% of the width of the region excluding the inclined surface 43 of the first shoulder lateral groove 41. As a result, when a large load is applied to the tire during cornering, the inclined surface 43 comes into contact with the ground, providing a large grip.

[0066] The shoulder shallow groove 45 extends, for example, from the first shoulder circumferential groove 5 and terminates within the first shoulder land portion 13. In this embodiment, the shoulder shallow groove 45 extends, for example, further toward the first tread edge T1 than the terminated end 41a of the first shoulder lateral groove 41. The axial length L8 of the shoulder shallow groove 45 is preferably shorter than the axial length L3 (shown in FIG. 6 ) of the middle shallow groove 30. Specifically, the length L8 of the shoulder shallow groove 45 is 50% to 80% of the length L3 of the middle shallow groove 30. Such a shoulder shallow groove 45 helps to improve noise performance and wet performance in a well-balanced manner.

[0067] At the end of the shoulder shallow groove 45 on the side of the first shoulder circumferential groove 5, the shoulder shallow groove 45 has substantially the same cross-sectional shape as the above-described middle shallow groove 30. Therefore, the cross-sectional configuration of the above-described middle shallow groove 30 can be applied to the shoulder shallow groove 45. Furthermore, the width and depth of the shoulder shallow groove 45 become smaller toward the first tread edge T1. This improves wear resistance and steering stability.

[0068] Fig. 13 shows an enlarged view of the second shoulder land portion 14. As shown in Fig. 13, the second shoulder land portion 14 is provided with, for example, a plurality of second shoulder lateral grooves 51 and a plurality of shoulder sipes 52.

[0069] The second shoulder lateral grooves 51 extend axially inward from at least the second tread edge T2 and terminate within the second shoulder land portion 14. In this embodiment, the second shoulder lateral grooves 51 extend across the second tread edge T2. The axial distance L9 from the end 51a of the second shoulder lateral grooves 51 to the second shoulder circumferential groove 6 is, for example, 10% to 20% of the tread width W11 of the second shoulder land portion 14. In a more preferred embodiment, the distance L9 is greater than the axial distance L7 (shown in FIG. 11 ) from the end 41a of the first shoulder lateral groove 41 to the first shoulder circumferential groove 5. This achieves a balanced improvement in handling stability and wet performance, while also converting pitch noise from the first shoulder lateral grooves 41 and second shoulder lateral grooves 51 into white noise, which is expected to improve noise performance.

[0070] The second shoulder lateral groove 51 has a chamfered portion 53 similar to that of the first shoulder lateral groove 41. Therefore, the configuration of the chamfered portion 42 of the first shoulder lateral groove 41 can be applied to the second shoulder lateral groove 51, and therefore a description thereof will be omitted here.

[0071] The shoulder sipes 52 extend, for example, from the second shoulder circumferential groove 6 to a position beyond the second tread edge T2. The shoulder sipes 52 extend, for example, with a constant width from the tread surface to the bottom of the tread portion 2. The depth of the shoulder sipes 52 is, for example, 0.5 to 1.5 mm. In a more desirable embodiment, the shoulder sipes 52 and the semi-open middle sipes 33 (shown in FIG. 6) have the same depth. Such shoulder sipes 52 can provide friction on wet roads while maintaining steering stability and wear resistance.

[0072] In order to improve noise performance and wet performance in a well-balanced manner, the land ratio of the tread portion 2 of this embodiment is preferably, for example, 60% to 70%, as shown in Fig. 1. In this specification, the "land ratio" refers to the ratio Sb / Sa of the actual total contact area Sb to the total area Sa of the virtual contact area in which all grooves and sipes are filled.

[0073] Although a tire according to one embodiment of the present disclosure has been described in detail above, the present disclosure is not limited to the above-described specific embodiment and can be modified and implemented in various aspects. [Example]

[0074] A pneumatic tire of size 245 / 45R18 having the basic pattern of Fig. 1 was prototyped based on the specifications in Table 1. In addition, a tire having the pattern shown in Fig. 14 was prototyped as a reference tire (reference tire) for comparing noise performance. As shown in Fig. 14, this reference tire, compared to the pattern shown in Fig. 1, has first shoulder lateral grooves a and second shoulder lateral grooves b that communicate with circumferential grooves, does not have middle shallow grooves and shoulder shallow grooves, and each sipe does not have a chamfered portion.

[0075] Furthermore, as Comparative Example 1, a prototype tire was manufactured having the crown land portion c shown in FIG. 15. As shown in FIG. 15, in the tire of Comparative Example 1, the first crown sipe d and the second crown sipe e are each entirely configured with a chamfered region. Furthermore, the chamfered portion of each sipe extends with a constant width. As Comparative Examples 2 and 3, prototype tires were manufactured in which the range of the non-chamfered region was outside the range of the present disclosure. Except for the above-mentioned points, the tires of Comparative Examples 1 to 3 were substantially the same as the tires of the Examples. Furthermore, these test tires were tested for wet performance and noise performance. The common specifications and test methods for each test tire are as follows. Rim: 18 x 8.0J Tire pressure: 230kPa on all wheels Test vehicle: 2000cc, rear-wheel drive Tire mounting position: All wheels

[0076] <Wet performance> The wet performance of the test vehicle when driven on a wet road surface was evaluated by the driver. The results are rated based on the wet performance of the comparative example being 100, with a higher score indicating better wet performance.

[0077] <Noise performance> The test vehicle was driven on a dry road at a speed of 40 to 100 km / h, and the maximum sound pressure of noise inside the vehicle was measured. The results are expressed as an index where 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 tire as 100. The larger this index, the smaller the maximum sound pressure of the noise, indicating excellent noise performance. The test results are shown in Table 1.

[0078] [Table 1]

[0079] As shown in Table 1, it can be seen that Examples 1 to 7 have better wet performance and noise performance than the Comparative Examples. Furthermore, in Examples 1 to 7, the wet performance was 106 to 112 points, and the noise performance was 110 to 115 points, meaning that the wet performance and noise performance were significantly improved. In contrast, in Comparative Examples 2 and 3, either the wet performance or the noise performance was impaired. As described above, the test results confirmed that the tires of the Examples exhibited excellent wet performance and noise performance.

[0080] [Note] The present disclosure includes the following aspects.

[0081] [Disclosure 1] A tire having a tread portion, the tread portion includes 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 by the plurality of circumferential grooves, the plurality of land portions include a crown land portion disposed on the tire equator, the crown land portion includes a first longitudinal edge extending in the tire circumferential direction on the first tread end side, a second longitudinal edge extending in the tire circumferential direction on the second tread end side, and a tread surface between the first longitudinal edge and the second longitudinal edge, The crown land portion is provided with a plurality of first crown sipes that communicate with the first vertical edge and have discontinuous ends within the crown land portion, At least one of the first crown sipes includes a chamfered region that opens to the tread surface via a chamfered portion and a non-chamfered region that opens to the tread surface without passing through a chamfered portion, The non-chamfered region starts from the discontinuous end and is formed in a range of 5% to 20% of the length of the first crown sipe in the tire axial direction, The chamfered region is formed in a range of 80% to 95% of the length of the first crown sipe in the tire axial direction. tire. [Disclosure 2] The tire according to Disclosure 1, wherein the non-chamfered region is formed in a range of 6% to 10% of the length of the first crown sipe. [Disclosure 3] The tread portion has a specified orientation for installation on a vehicle, The tire according to Disclosure 1 or 2, wherein the first tread edge is located on an outer side of the vehicle when mounted on the vehicle. [Disclosure 4] The tire according to any one of Disclosures 1 to 3, wherein the chamfer width of the chamfered portion increases continuously toward the first tread edge side. [Disclosure 5] The tire according to any one of Disclosures 1 to 4, wherein the first crown sipe crosses the tire equator. [Disclosure 6] The crown land portion is provided with a plurality of second crown sipes that communicate with the second vertical edge and have discontinuous ends within the crown land portion, The tire according to any one of disclosures 1 to 5, wherein the axial length of the second crown sipes is greater than the axial length of the first crown sipes. [Disclosure 7] The tire of Disclosure 6, wherein the second crown sipe intersects the tire equator. [Disclosure 8] The tire according to Disclosure 6 or 7, wherein the discontinued end of the second crown sipe is located closer to the first tread edge than the discontinued end of the first crown sipe. [Explanation of symbols]

[0082] 2 Tread section 3 Circumferential groove 4 Land 15 Crown Land Division 31 Chamfer area 32 Non-chamfered area 36 First crown sipe 38 Chamfered part 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 the tire circumferential direction between a first tread edge and a second tread edge, and a plurality of land portions separated by the plurality of circumferential grooves, the plurality of land portions include a crown land portion disposed on the tire equator, the crown land portion includes a first longitudinal edge extending in the tire circumferential direction on the first tread end side, a second longitudinal edge extending in the tire circumferential direction on the second tread end side, and a tread surface between the first longitudinal edge and the second longitudinal edge, a plurality of first crown sipes are provided in the crown land portion, the first sipes being connected to the first longitudinal edge and having discontinuous ends within the crown land portion; At least one of the first crown sipes includes a chamfered region that opens to the tread surface via a chamfered portion and a non-chamfered region that opens to the tread surface without passing through a chamfered portion, the non-chamfered region starts from the interrupted end and is formed in a range of 5% to 20% of the length of the first crown sipe in the tire axial direction, the chamfered region is formed in a range of 80% to 95% of the length of the first crown sipe in the tire axial direction, a plurality of second crown sipes are provided in the crown land portion, the second crown sipes being connected to the second longitudinal edge and having discontinuous ends within the crown land portion; The length of the second crown sipe in the tire axial direction is greater than the length of the first crown sipe in the tire axial direction, The second crown sipe crosses the tire equator. tire.

2. A tire as described in claim 1, wherein the interrupted end of the second crown sipe is located closer to the first tread edge than the interrupted end of the first crown sipe.

3. A tire as described in claim 1 or 2, wherein the non-chamfered area is formed in a range of 6% to 10% of the length of the first crown sipe.

4. The tread portion has a specified orientation for installation on a vehicle, The tire according to claim 1 , wherein the first tread edge is located on an outer side of the vehicle when mounted on the vehicle.

5. A tire described in any one of claims 1 to 4, wherein the chamfer width of the chamfered portion increases continuously toward the first tread end side.

6. A tire as described in any one of claims 1 to 5, wherein the first crown sipe crosses the tire equator.

7. The crown land portion is divided between a first crown circumferential groove and a second crown circumferential groove, the first crown sipe includes a first sipe wall and a second sipe wall, the first sipe wall is a sipe wall that is continuous with a groove wall of the first crown circumferential groove and forms an obtuse angled corner portion in a tread plan view, the second sipe wall is a sipe wall that is continuous with a groove wall of the first crown circumferential groove and forms an acute corner portion in a tread plan view, The first sipe wall includes an inclined surface that constitutes the chamfered portion, The tire according to claim 1 , wherein the second sipe wall is connected to the tread surface of the crown land portion without being chamfered.

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