JP5532696B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP5532696B2
JP5532696B2 JP2009146569A JP2009146569A JP5532696B2 JP 5532696 B2 JP5532696 B2 JP 5532696B2 JP 2009146569 A JP2009146569 A JP 2009146569A JP 2009146569 A JP2009146569 A JP 2009146569A JP 5532696 B2 JP5532696 B2 JP 5532696B2
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sipe
tire
circumferential direction
pneumatic tire
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JP2011000991A (en
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博功 丸山
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0344—Circumferential grooves provided at the equatorial plane

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Description

本発明は、重荷重用空気入りタイヤなどの空気入りタイヤに関し、さらに詳しくは、氷雪上性、耐偏摩耗性および操縦安定性を備える重荷重用空気入りタイヤに関するものである。   The present invention relates to a pneumatic tire such as a heavy-duty pneumatic tire, and more particularly to a heavy-duty pneumatic tire having snow and snow resistance, uneven wear resistance, and steering stability.

空気入りタイヤとして、例えば、トラック・バスなどに用いられる重荷重用空気入りタイヤであって、特にスタッドレスタイヤでは、氷雪上路面での制駆動性である氷雪上性を向上するため、ブロック状の陸部に溝やサイプを多く配置することで踏面と路面との間の水や雪を溝内に受け入れる排水効果および排雪効果やエッジ効果を向上させることが一般的である。その反面、溝やサイプを多く配置すると、陸部の剛性が低下し、乾燥路面での耐偏摩耗性および操縦安定性が低下する。このため、陸部の形状、サイプおよび溝を最適な組み合わせで配置して、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる課題がある。   As pneumatic tires, for example, heavy duty pneumatic tires used for trucks, buses, etc., especially for studless tires, a block-shaped land is used in order to improve the snow / ice performance on the snow / snow road surface. It is common to improve the drainage effect, the snow drainage effect, and the edge effect of receiving water and snow between the tread and the road surface in the groove by arranging a lot of grooves and sipes in the section. On the other hand, if a large number of grooves and sipes are arranged, the rigidity of the land portion decreases, and uneven wear resistance and steering stability on a dry road surface decrease. For this reason, there exists a subject which arrange | positions the shape of a land part, a sipe, and a groove | channel in the optimal combination, and makes ice-and-snow topability, uneven wear resistance, and steering stability compatible.

例えば、特許文献１に記載の空気入りタイヤでは、陸部に３本以上のタイヤ幅方向のサイプをタイヤ周方向に配列し、これらのサイプにより陸部を複数の小陸部に区分した空気入りタイヤにおいて、陸部のタイヤ周方向両端部のサイプの切り込み面を立体状にし、陸部のタイヤ周方向中間部のサイプの切り込み面を平面状にしている。   For example, in the pneumatic tire described in Patent Document 1, three or more tire width direction sipes are arranged in the tire circumferential direction in the land portion, and the land portion is divided into a plurality of small land portions by these sipes. In the tire, the sipe cut surfaces at both ends in the tire circumferential direction of the land portion are made into a three-dimensional shape, and the sipe cut surfaces at the intermediate portion in the tire circumferential direction of the land portion are made flat.

また、例えば、特許文献２に記載の空気入りタイヤ（空気入りラジアルタイヤ）では、トレッド部のショルダー域の陸部に配置した立体状のサイプの数を、トレッド部のセンター域の陸部に配置した立体状のサイプの数よりも多くしている。   Further, for example, in the pneumatic tire (pneumatic radial tire) described in Patent Document 2, the number of three-dimensional sipes arranged in the land portion of the shoulder region of the tread portion is arranged in the land portion of the center region of the tread portion. There are more than the number of three-dimensional sipes.

また、例えば、特許文献３に記載の空気入りタイヤでは、タイヤ幅方向端部からタイヤ赤道に向かって所定領域にある陸部のサイプが三次元の立体状に形成され、所定領域よりタイヤ赤道側の領域の陸部に、屈曲面状や平面状のサイプ、または屈曲面状および平面状のサイプが形成されている。   Further, for example, in the pneumatic tire described in Patent Document 3, land sipe in a predetermined region from the end in the tire width direction toward the tire equator is formed in a three-dimensional shape, and the tire equator side from the predetermined region. In the land portion of the region, a bent surface or a plane sipe, or a bent surface and a plane sipe are formed.

特開２００５−４１３３９号公報JP 2005-41339 A 特開２００５−２０５９８８号公報JP 2005-205988 A 国際公開第２００６／０２２１２０号パンフレットInternational Publication No. 2006/022120 Pamphlet

上述した特許文献１〜特許文献３に記載の空気入りタイヤのように、立体状のサイプを用いることで、陸部の剛性の低下を抑え耐偏摩耗性および操縦安定性の改善を図ろうとすることは周知である。しかし、特許文献１および特許文献２に記載の空気入りタイヤは、ショルダー域で耐偏摩耗性および操縦安定性を得、センター域で氷雪上性を得るように領域で機能分けしており、ショルダー域では氷雪上性が低下し、センター域では耐偏摩耗性および操縦安定性が低下することになるので、ショルダー域とセンター域とで効果を打ち消し合うおそれがある。また、特許文献１に記載の空気入りタイヤは、立体状のサイプと平面状のサイプとを陸部に混在させることで、陸部単位で耐偏摩耗性および操縦安定性の改善を図れるものの、全てのサイプが陸部のタイヤ幅方向に貫通して設けられているため、陸部の剛性の低下を抑制する効果が得られ難くなるおそれがある。   Like the pneumatic tires described in Patent Document 1 to Patent Document 3 described above, by using a three-dimensional sipe, it is attempted to improve uneven wear resistance and steering stability by suppressing a decrease in rigidity of the land portion. This is well known. However, the pneumatic tires described in Patent Document 1 and Patent Document 2 are divided into functions so as to obtain uneven wear resistance and steering stability in the shoulder region and to obtain snow and snowiness in the center region. In the region, the snow and snowiness is lowered, and in the center region, uneven wear resistance and steering stability are lowered, so there is a possibility that the effects may be canceled out in the shoulder region and the center region. Moreover, although the pneumatic tire of patent document 1 can aim at the improvement of uneven wear resistance and steering stability per land part by mixing a three-dimensional sipe and a plane sipe in a land part, Since all the sipes are provided so as to penetrate in the tire width direction of the land portion, there is a possibility that it is difficult to obtain an effect of suppressing a decrease in rigidity of the land portion.

本発明は、上記に鑑みてなされたものであって、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させることのできる空気入りタイヤを提供することを目的とする。   The present invention has been made in view of the above, and an object of the present invention is to provide a pneumatic tire that can achieve both snow and snow resistance, uneven wear resistance, and steering stability.

上述した課題を解決し、目的を達成するために、本発明の空気入りタイヤでは、トレッド部に溝によって複数のブロック状の陸部が形成された空気入りタイヤにおいて、前記陸部の踏面にて主にタイヤ幅方向に延在して溝状に切り込まれ、タイヤ周方向で対向する各切り込み面が立体状で相互に噛み合う立体サイプをなす主サイプ部と、前記陸部の踏面の前記主サイプ部のタイヤ周方向両側にて少なくとも１つ設けられ、タイヤ幅方向に延在して溝状に切り込まれつつ前記主サイプ部よりも延在方向の長さが短く形成され、かつ延在方向の両端が閉口する閉口サイプをなす副サイプ部と、を備えたことを特徴とする。   In order to solve the above-described problems and achieve the object, in the pneumatic tire of the present invention, in the pneumatic tire in which a plurality of block-shaped land portions are formed by grooves in the tread portion, A main sipe portion that forms a three-dimensional sipe that extends in the tire width direction and is cut into a groove shape, and each of the cut surfaces facing each other in the tire circumferential direction mesh with each other, and the main sipe portion of the tread surface of the land portion At least one sipe portion is provided on both sides of the tire in the circumferential direction, and extends in the tire width direction and is cut into a groove shape so that the length in the extending direction is shorter than that of the main sipe portion and extends. And a secondary sipe portion that forms a closed sipe in which both ends of the direction are closed.

この空気入りタイヤによれば、主サイプ部および副サイプ部により、踏面と路面との間の水や雪を溝内に受け入れる排水効果および排雪効果やエッジ効果を向上させ、氷雪上路面での制駆動性である氷雪上性を有する。さらに、主サイプ部を立体サイプとし、副サイプ部を閉口サイプとしたことにより、ブロック状の陸部の剛性の低下を抑え、乾燥路面での耐偏摩耗性および操縦安定性を有する。この結果、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させることができる。しかも、この空気入りタイヤによれば、主サイプ部および副サイプ部が１つの陸部に設けられていることから、陸部単位で、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させることができる。   According to this pneumatic tire, the main sipe portion and the sub sipe portion improve the drainage effect, the snow drainage effect and the edge effect of receiving water and snow between the tread surface and the road surface in the groove, It has ice and snow characteristics that are braking / driving. Furthermore, the main sipe part is a three-dimensional sipe and the sub-sipe part is a closed sipe, so that a decrease in rigidity of the block-shaped land part is suppressed, and uneven wear resistance and steering stability on a dry road surface are provided. As a result, it is possible to achieve both ice and snow resistance, uneven wear resistance and steering stability. Moreover, according to this pneumatic tire, since the main sipe part and the sub sipe part are provided on one land part, the snow and snow resistance, the uneven wear resistance and the steering stability can be obtained for each land part. Both can be achieved.

また、本発明の空気入りタイヤでは、前記主サイプ部は、延在方向の両端が前記陸部のタイヤ幅方向側面に開口して設けられていることを特徴とする。   Moreover, in the pneumatic tire of the present invention, the main sipe portion is provided with both ends in the extending direction opened to the side surface in the tire width direction of the land portion.

この空気入りタイヤによれば、立体サイプをなす主サイプ部における排水効果および排雪効果やエッジ効果が向上するので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、氷雪上性を向上させる場合に適している。   According to this pneumatic tire, the drainage effect, the snow drainage effect and the edge effect in the main sipe part forming the three-dimensional sipe are improved. Suitable for improving the superiority.

また、本発明の空気入りタイヤでは、前記主サイプ部は、延在方向の両端が閉口して設けられていることを特徴とする。   In the pneumatic tire according to the present invention, the main sipe portion is provided with both ends in the extending direction being closed.

この空気入りタイヤによれば、閉口サイプをなす主サイプ部により、陸部の剛性が向上するので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、乾燥路面での耐偏摩耗性および操縦安定性を向上させる場合に適している。   According to this pneumatic tire, the rigidity of the land portion is improved by the main sipe portion that forms a closed sipe, so that the resistance to ice and snow, uneven wear resistance, and steering stability are compatible, and resistance to dry road surfaces is achieved. Suitable for improving uneven wear and handling stability.

また、本発明の空気入りタイヤでは、前記副サイプ部は、前記主サイプ部のタイヤ周方向両側にて少なくとも２つタイヤ周方向に並設され、延在方向の長さが前記主サイプ部から離隔するほど短く形成されていることを特徴とする。   Further, in the pneumatic tire of the present invention, the sub sipe portion is arranged in parallel in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion, and the length in the extending direction is from the main sipe portion. It is characterized by being formed short enough to be separated.

この空気入りタイヤによれば、陸部の踏み込み側および蹴り出し側での剛性の低下を抑えるので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、耐偏摩耗性および操縦安定性を向上させる場合に適している。   According to this pneumatic tire, since the decrease in rigidity on the stepping-in side and the kicking-out side of the land portion is suppressed, the anti-wearing and anti-wear properties and Suitable for improving handling stability.

また、本発明の空気入りタイヤでは、前記副サイプ部は、少なくとも１つが前記立体サイプをなすことを特徴とする。   In the pneumatic tire of the present invention, at least one of the auxiliary sipe portions forms the three-dimensional sipe.

この空気入りタイヤによれば、副サイプ部の少なくとも１つが立体サイプをなすことで、陸部の剛性の低下を抑えるので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、耐偏摩耗性および操縦安定性を向上させる場合に適している。   According to this pneumatic tire, since at least one of the sub-sipe parts forms a three-dimensional sipe, a decrease in rigidity of the land part is suppressed, so that both snow and snow resistance, uneven wear resistance, and steering stability are compatible. Suitable for improving uneven wear resistance and steering stability.

また、本発明の空気入りタイヤでは、前記立体サイプは、前記陸部の踏面側のジグザグ状と溝底側のジグザグ状とがタイヤ径方向で相互の凹屈曲点と凸屈曲点とを対向して設けられ、対向する前記凹屈曲点および前記凸屈曲点を基準直線で繋ぎ、かつ前記基準直線間で前記凹屈曲点同士を凹接直線で繋いでなる複数の三角形の面が組み合わされた一方の切り込み面と、前記陸部の踏面側のジグザグ状と、溝底側のジグザグ状とがタイヤ径方向で相互の凹屈曲点と凸屈曲点とを対向して設けられ、対向する前記凹屈曲点および前記凸屈曲点を基準直線で繋ぎ、かつ前記基準直線間で前記凸屈曲点同士を凸接直線で繋いでなる複数の三角形の面が組み合わされた他方の切り込み面と、がタイヤ周方向で対向して形成されていることを特徴とする。   Further, in the pneumatic tire of the present invention, the three-dimensional sipe has a zigzag shape on the tread surface side and a zigzag shape on the groove bottom side of the land portion facing each other in the tire radial direction. A plurality of triangular surfaces, which are provided by connecting the opposing concave bending points and the convex bending points with a reference straight line, and connecting the concave bending points with the concave tangent straight line between the reference straight lines. The indented surface, the zigzag shape on the tread surface side of the land portion, and the zigzag shape on the groove bottom side are provided so as to face each other in the tire radial direction with the concave bending point and the convex bending point facing each other. And the other incision surface formed by connecting a plurality of triangular surfaces connecting the points and the convex bending points with a reference straight line and connecting the convex bending points with the convex tangent straight line between the reference straight lines. It is characterized by being formed facing each other.

この空気入りタイヤによれば、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる立体サイプを適用できる。   According to this pneumatic tire, it is possible to apply a three-dimensional sipe that achieves both snow and snow superiority, uneven wear resistance, and steering stability.

また、本発明の空気入りタイヤでは、前記立体サイプは、タイヤ周方向で対向する各切り込み面がタイヤ径方向で複数屈曲して形成されていることを特徴とする。   In the pneumatic tire of the present invention, the three-dimensional sipe is characterized in that a plurality of cut surfaces facing each other in the tire circumferential direction are formed by being bent in the tire radial direction.

この空気入りタイヤによれば、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる立体サイプを適用できる。   According to this pneumatic tire, it is possible to apply a three-dimensional sipe that achieves both snow and snow superiority, uneven wear resistance, and steering stability.

また、本発明の空気入りタイヤでは、前記立体サイプは、タイヤ周方向で対向する各切り込み面がタイヤ径方向で複数湾曲して形成されていることを特徴とする。   In the pneumatic tire according to the present invention, the three-dimensional sipe is characterized in that a plurality of cut surfaces facing each other in the tire circumferential direction are formed by being curved in the tire radial direction.

この空気入りタイヤによれば、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる立体サイプを適用できる。   According to this pneumatic tire, it is possible to apply a three-dimensional sipe that achieves both snow and snow superiority, uneven wear resistance, and steering stability.

また、本発明の空気入りタイヤでは、前記立体サイプは、タイヤ周方向で対向する各切り込み面がタイヤ径方向およびタイヤ幅方向で複数屈曲または複数湾曲して形成されていることを特徴とする。   In the pneumatic tire of the present invention, the three-dimensional sipe is characterized in that each incision surface facing in the tire circumferential direction is formed by being bent or curved in the tire radial direction and the tire width direction.

この空気入りタイヤによれば、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる立体サイプを適用できる。   According to this pneumatic tire, it is possible to apply a three-dimensional sipe that achieves both snow and snow superiority, uneven wear resistance, and steering stability.

また、本発明の空気入りタイヤでは、重荷重用空気入りタイヤに適用されることを特徴とする。   The pneumatic tire of the present invention is characterized by being applied to a heavy duty pneumatic tire.

この空気入りタイヤによれば、重荷重用空気入りタイヤは、特に溝深さが深いため、ブロック剛性が低下し易い傾向にある。したがって、重荷重用空気入りタイヤを適用対象とすることにより、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる効果がより顕著に得られる利点がある。   According to this pneumatic tire, since the heavy duty pneumatic tire has a particularly deep groove, the block rigidity tends to decrease. Therefore, by using the heavy-duty pneumatic tire as an application target, there is an advantage that the effect of achieving both snow and snow resistance, uneven wear resistance, and steering stability can be obtained more remarkably.

本発明の空気入りタイヤは、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させることができる。   The pneumatic tire of the present invention can achieve both snow and snow resistance, uneven wear resistance, and steering stability.

図１は、本発明の実施の形態１に係る空気入りタイヤのトレッド部の一部を示す平面図である。FIG. 1 is a plan view showing a part of a tread portion of a pneumatic tire according to Embodiment 1 of the present invention. 図２は、実施の形態１に係る陸部の拡大平面図である。FIG. 2 is an enlarged plan view of a land portion according to the first embodiment. 図３は、実施の形態１に係る立体サイプの展開斜視図である。FIG. 3 is a developed perspective view of the three-dimensional sipe according to the first embodiment. 図４は、実施の形態１に係る立体サイプの他の形態を示す展開斜視図である。FIG. 4 is a developed perspective view showing another form of the three-dimensional sipe according to the first embodiment. 図５は、実施の形態１に係る立体サイプの他の形態を示す展開斜視図である。FIG. 5 is a developed perspective view showing another form of the three-dimensional sipe according to the first embodiment. 図６は、実施の形態１に係る立体サイプの他の形態を示す展開斜視図である。FIG. 6 is an exploded perspective view showing another form of the three-dimensional sipe according to the first embodiment. 図７は、実施の形態１に係る立体サイプの他の形態を示す展開斜視図である。FIG. 7 is an exploded perspective view showing another form of the three-dimensional sipe according to the first embodiment. 図８は、実施の形態１に係る陸部の他の形態を示す拡大平面図である。FIG. 8 is an enlarged plan view showing another form of the land portion according to the first embodiment. 図９は、実施の形態１に係る陸部の他の形態を示す拡大平面図である。FIG. 9 is an enlarged plan view showing another form of the land portion according to the first embodiment. 図１０は、実施の形態１に係る陸部の他の形態を示す拡大平面図である。FIG. 10 is an enlarged plan view showing another form of the land portion according to the first embodiment. 図１１は、実施の形態１に係る陸部の他の形態を示す拡大平面図である。FIG. 11 is an enlarged plan view showing another form of the land portion according to the first embodiment. 図１２は、実施の形態１に係る陸部の他の形態を示す拡大平面図である。FIG. 12 is an enlarged plan view showing another form of the land portion according to the first embodiment. 図１３は、実施の形態１に係る陸部の他の形態を示す拡大平面図である。FIG. 13 is an enlarged plan view showing another form of the land portion according to the first embodiment. 図１４は、実施の形態１に係る陸部の他の形態を示す拡大平面図である。FIG. 14 is an enlarged plan view showing another form of the land portion according to the first embodiment. 図１５は、本発明の実施の形態２に係る空気入りタイヤのトレッド部の一部を示す平面図である。FIG. 15 is a plan view showing a part of a tread portion of a pneumatic tire according to Embodiment 2 of the present invention. 図１６は、実施の形態２に係る陸部の拡大平面図である。FIG. 16 is an enlarged plan view of a land portion according to the second embodiment. 図１７は、実施の形態２に係る陸部の他の形態を示す拡大平面図である。FIG. 17 is an enlarged plan view showing another form of the land portion according to the second embodiment. 図１８は、実施の形態２に係る陸部の他の形態を示す拡大平面図である。FIG. 18 is an enlarged plan view showing another form of the land portion according to the second embodiment. 図１９は、実施の形態２に係る陸部の他の形態を示す拡大平面図である。FIG. 19 is an enlarged plan view showing another form of the land portion according to the second embodiment. 図２０は、実施の形態２に係る陸部の他の形態を示す拡大平面図である。FIG. 20 is an enlarged plan view showing another form of the land portion according to the second embodiment. 図２１は、実施の形態２に係る陸部の他の形態を示す拡大平面図である。FIG. 21 is an enlarged plan view showing another form of the land portion according to the second embodiment. 図２２は、実施の形態２に係る陸部の他の形態を示す拡大平面図である。FIG. 22 is an enlarged plan view showing another form of the land portion according to the second embodiment. 図２３は、実施の形態２に係る陸部の他の形態を示す拡大平面図である。FIG. 23 is an enlarged plan view showing another form of the land portion according to the second embodiment. 図２４は、本発明の実施例に係る空気入りタイヤの性能試験の結果を示す図表である。FIG. 24 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention. 図２５は、本発明の実施例に係る空気入りタイヤの性能試験の結果を示す図表である。FIG. 25 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention.

以下に、本発明に係る空気入りタイヤの実施の形態を図面に基づいて詳細に説明する。なお、この実施の形態によりこの発明が限定されるものではない。また、この実施の形態の構成要素には、当業者が置換可能かつ容易なもの、あるいは実質的同一のものが含まれる。また、この実施の形態に記載された複数の変形例は、当業者自明の範囲内にて任意に組み合わせが可能である。   Hereinafter, an embodiment of a pneumatic tire according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. The constituent elements of this embodiment include those that can be easily replaced by those skilled in the art or those that are substantially the same. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

以下の説明において、タイヤ径方向とは、空気入りタイヤ１の回転軸（図示せず）と直交する方向をいい、タイヤ径方向内側とはタイヤ径方向において回転軸に向かう側、タイヤ径方向外側とはタイヤ径方向において回転軸から離れる側をいう。また、タイヤ周方向とは、前記回転軸を中心軸とする周り方向をいう。また、タイヤ幅方向とは、前記回転軸と平行な方向をいい、タイヤ幅方向内側とはタイヤ幅方向においてタイヤ赤道面Ｃに向かう側、タイヤ幅方向外側とはタイヤ幅方向においてタイヤ赤道面Ｃから離れる側をいう。   In the following description, the tire radial direction refers to a direction orthogonal to the rotation axis (not shown) of the pneumatic tire 1, and the tire radial direction inner side refers to the side toward the rotation axis in the tire radial direction, the tire radial direction outer side. Means the side away from the rotation axis in the tire radial direction. Further, the tire circumferential direction refers to a direction around the rotation axis as a central axis. Further, the tire width direction means a direction parallel to the rotation axis, the inner side in the tire width direction is the side toward the tire equatorial plane C in the tire width direction, and the outer side in the tire width direction is the tire equatorial plane C in the tire width direction. The side away from.

［実施の形態１］
実施の形態１の空気入りタイヤ１は、図１に示すように、タイヤ径方向の最も外側に、弾力性を有するゴム部材からなり空気入りタイヤ１の外郭をなすトレッド部２が形成されている。トレッド部２の表面、すなわち空気入りタイヤ１を装着する車両（図示せず）が走行した場合に路面と接触する踏面２１には、タイヤ周方向に延在する複数（本実施の形態では４本）の周方向主溝３が設けられている。そして、トレッド部２には、この周方向主溝３により、タイヤ周方向に延びる複数（本実施の形態では５本）の陸部列４が形成されている。 [Embodiment 1]
As shown in FIG. 1, the pneumatic tire 1 according to the first embodiment is formed with a tread portion 2 that is formed of an elastic rubber member and forms an outline of the pneumatic tire 1 on the outermost side in the tire radial direction. . The tread portion 2, that is, a tread surface 21 that comes into contact with the road surface when a vehicle (not shown) equipped with the pneumatic tire 1 travels, has a plurality of (four in this embodiment) extending in the tire circumferential direction. ) Circumferential main grooves 3 are provided. The tread portion 2 is formed with a plurality of (five in the present embodiment) land portion rows 4 extending in the tire circumferential direction by the circumferential main grooves 3.

陸部列４には、該陸部列４をタイヤ幅方向に２分割するようにタイヤ周方向に延在する周方向細溝５が設けられている。そして、陸部列４には、この周方向細溝５により細陸部列４１が形成されている。周方向細溝５は、周方向主溝３よりも溝深さが浅く、その溝幅が０．５［ｍｍ］以上５［ｍｍ］以下の範囲に設定されている。   The land portion row 4 is provided with circumferential narrow grooves 5 extending in the tire circumferential direction so as to divide the land portion row 4 into two in the tire width direction. In the land portion row 4, a narrow land portion row 41 is formed by the circumferential narrow groove 5. The circumferential narrow groove 5 has a groove depth shallower than that of the circumferential main groove 3, and the groove width is set in a range of 0.5 [mm] or more and 5 [mm] or less.

また、細陸部列４１には、該細陸部列４１をタイヤ周方向で複数に分割する直線状の副溝６が設けられている。この副溝６は、タイヤ幅方向に対して０度以上１５度以下の角度で延在して周方向主溝３と周方向細溝５とを繋いで設けられている。このため、トレッド部２には、周方向主溝３、周方向細溝５および副溝６によりブロック状の陸部４１１が形成されている。また、副溝６は、陸部列４が周方向細溝５により２分割された各細陸部列４１において、タイヤ周方向で陸部４１１をなすピッチが半分ずれて形成されている。   Further, the narrow land portion row 41 is provided with a linear sub-groove 6 that divides the narrow land portion row 41 into a plurality of pieces in the tire circumferential direction. The sub-groove 6 extends at an angle of 0 ° to 15 ° with respect to the tire width direction and is provided to connect the circumferential main groove 3 and the circumferential narrow groove 5. For this reason, a block-shaped land portion 411 is formed in the tread portion 2 by the circumferential main groove 3, the circumferential narrow groove 5 and the sub-groove 6. Further, the sub-groove 6 is formed so that the land portion 411 is divided by half in the tire circumferential direction in each narrow land portion row 41 in which the land portion row 4 is divided into two by the circumferential narrow groove 5.

ここで、周方向主溝３は、タイヤ周方向に対して５度以下（実質０度）の角度を有して設けられている。具体的に５度以下の角度は、周方向主溝３に面する陸部４１１のタイヤ幅方向側面におけるタイヤ周方向に対する角度となる。また、周方向細溝５は、タイヤ周方向に対して８度以下の角度を有して設けられている。具体的に８度以下の角度は、周方向細溝５に面する陸部４１１のタイヤ幅方向側面におけるタイヤ周方向に対する角度となる。本実施の形態では、周方向細溝５に面する陸部４１１のタイヤ幅方向側面が、タイヤ周方向の中央を副溝６の端部に向けつつ突出するように屈曲して形成されており、この屈曲した部分でのタイヤ周方向に対する角度が８度以下とされている。   Here, the circumferential main groove 3 is provided with an angle of 5 degrees or less (substantially 0 degrees) with respect to the tire circumferential direction. Specifically, the angle of 5 degrees or less is an angle with respect to the tire circumferential direction on the side surface in the tire width direction of the land portion 411 facing the circumferential main groove 3. The circumferential narrow groove 5 is provided with an angle of 8 degrees or less with respect to the tire circumferential direction. Specifically, the angle of 8 degrees or less is an angle with respect to the tire circumferential direction on the side surface in the tire width direction of the land portion 411 facing the circumferential narrow groove 5. In the present embodiment, the side surface in the tire width direction of the land portion 411 facing the circumferential narrow groove 5 is formed to be bent so as to protrude while the center in the tire circumferential direction faces the end of the sub-groove 6. The angle with respect to the tire circumferential direction at the bent portion is 8 degrees or less.

このように、トレッド部２に周方向主溝３、周方向細溝５および副溝６により分割形成された陸部４１１は、陸部列４にて周方向細溝５により２分割された各細陸部列４１において、踏面２１が、タイヤ幅方向で反転させた形状とされている。   As described above, the land portion 411 divided and formed in the tread portion 2 by the circumferential main groove 3, the circumferential narrow groove 5 and the sub-groove 6 is divided into two in the land portion row 4 by the circumferential narrow groove 5. In the narrow land portion row 41, the tread surface 21 has a shape inverted in the tire width direction.

陸部４１１の踏面２１には、図２に示すように、主サイプ部７１および副サイプ部７２が形成されている。主サイプ部７１は、陸部４１１のタイヤ周方向の中央部にて、主にタイヤ幅方向に延在して溝状に切り込まれたもので、図３〜図７に示すように、タイヤ周方向で対向する各切り込み面８１，８２が立体状で相互に噛み合う立体サイプ８として形成されている。また、図２で示す陸部４１１では、主サイプ部７１は、延在方向の両端が、タイヤ幅方向の側面（周方向主溝３側および周方向細溝５側の面）に開口する開口サイプとして形成されている。一方、副サイプ部７２は、主サイプ部７１のタイヤ周方向両側にて少なくとも１つずつ設けられ、タイヤ幅方向に延在して溝状に切り込まれつつ主サイプ部７１よりも延在方向の長さが短く形成され、かつ延在方向の両端がタイヤ幅方向の側面に開口せずに閉口する閉口サイプとして形成されている。また、図２で示す陸部４１１では、副サイプ部７２は、タイヤ周方向で対向する各切り込み面が平面状に形成されている。   As shown in FIG. 2, a main sipe portion 71 and a sub sipe portion 72 are formed on the tread surface 21 of the land portion 411. The main sipe portion 71 extends mainly in the tire width direction and is cut into a groove shape at the center portion in the tire circumferential direction of the land portion 411. As shown in FIGS. The incised surfaces 81 and 82 facing each other in the circumferential direction are formed as a three-dimensional sipe 8 that is three-dimensionally meshed with each other. Moreover, in the land part 411 shown in FIG. 2, the main sipe part 71 is an opening in which both ends in the extending direction open to side surfaces in the tire width direction (surfaces on the circumferential main groove 3 side and the circumferential narrow groove 5 side). It is formed as a sipe. On the other hand, at least one sub sipe part 72 is provided on both sides in the tire circumferential direction of the main sipe part 71, and extends in the tire width direction and is cut into a groove shape in the extending direction from the main sipe part 71. Is formed as a closed sipe in which both ends in the extending direction are closed without opening on the side surfaces in the tire width direction. Moreover, in the land part 411 shown in FIG. 2, as for the sub sipe part 72, each cut surface which opposes in a tire circumferential direction is formed in planar shape.

立体サイプ８は、例えば、図３に示す形態がある。図３に示す立体サイプ８は、陸部４１１の踏面２１側および溝底側がジグザグ状とされており、各ジグザグ状がタイヤ径方向で相互の凹屈曲点８ａと凸屈曲点８ｂとを対向して設けられ、対向する凹屈曲点８ａおよび凸屈曲点８ｂを基準直線８ｃで繋ぎ、かつ基準直線８ｃ間で凹屈曲点８ａ同士を凹接直線８ｄで繋いでなる複数の三角形の面が組み合わされた一方の切り込み面８１が形成されている。さらに、図３に示す立体サイプ８は、陸部４１１の踏面２１側および溝底側がジグザグ状とされており、各ジグザグ状がタイヤ径方向で相互の凹屈曲点８ａと凸屈曲点８ｂとを対向して設けられ、対向する凹屈曲点８ａおよび凸屈曲点８ｂを基準直線８ｃで繋ぎ、かつ基準直線８ｃ間で凸屈曲点８ｂ同士を凸接直線８ｅで繋いでなる複数の三角形の面が組み合わされた他方の切り込み面８２が形成されている。   The three-dimensional sipe 8 has a form shown in FIG. 3, for example. The three-dimensional sipe 8 shown in FIG. 3 has a zigzag shape on the tread surface 21 side and the groove bottom side of the land portion 411, and each zigzag shape faces the concave bending point 8a and the convex bending point 8b in the tire radial direction. A plurality of triangular surfaces, which are formed by connecting the opposing concave bending points 8a and convex bending points 8b with a reference straight line 8c and connecting the concave bending points 8a with each other with a concave tangent straight line 8d between the reference straight lines 8c, are combined. One notch surface 81 is formed. Further, the three-dimensional sipe 8 shown in FIG. 3 has a zigzag shape on the tread surface 21 side and the groove bottom side of the land portion 411, and each zigzag shape has a concave bending point 8a and a convex bending point 8b in the tire radial direction. A plurality of triangular surfaces, which are provided to face each other, connect the opposing concave bending points 8a and the convex bending points 8b with the reference straight line 8c, and connect the convex bending points 8b with the convex contact line 8e between the reference straight lines 8c. The other combined cut surface 82 is formed.

その他、立体サイプ８には、図４〜図７に示す形態もある。図４に示す立体サイプ８は、各切り込み面８１，８２が、タイヤ径方向で複数屈曲して形成されている。   In addition, the three-dimensional sipe 8 has a form shown in FIGS. The three-dimensional sipe 8 shown in FIG. 4 is formed by bending a plurality of cut surfaces 81 and 82 in the tire radial direction.

図５に示す立体サイプ８は、各切り込み面８１，８２が、タイヤ径方向で複数湾曲して形成されている。   The three-dimensional sipe 8 shown in FIG. 5 has a plurality of cut surfaces 81 and 82 that are curved in the tire radial direction.

図６に示す立体サイプ８は、各切り込み面８１，８２が、タイヤ径方向およびタイヤ幅方向で複数屈曲して形成されている。   The three-dimensional sipe 8 shown in FIG. 6 is formed by bending a plurality of cut surfaces 81 and 82 in the tire radial direction and the tire width direction.

図７に示す立体サイプ８は、各切り込み面８１，８２が、タイヤ径方向およびタイヤ幅方向で湾曲して形成されている。   In the three-dimensional sipe 8 shown in FIG. 7, the cut surfaces 81 and 82 are curved in the tire radial direction and the tire width direction.

これら、図３〜図７に示す立体サイプ８は、タイヤ周方向で対向する各切り込み面８１，８２が立体状で相互に噛み合うように構成されているので、空気入りタイヤ１の踏面２１が接地したとき、各切り込み面８１，８２が相互に噛み合うことで陸部４１１（および実施の形態２の陸部４１２）の剛性の低下を抑制する。なお、立体サイプ８は、タイヤ周方向で対向する各切り込み面８１，８２が立体状で相互に噛み合う形態であればよく、図３〜図７に示す形態に限らない。   The three-dimensional sipe 8 shown in FIGS. 3 to 7 is configured such that the cut surfaces 81 and 82 facing each other in the tire circumferential direction are three-dimensionally meshed with each other, so that the tread 21 of the pneumatic tire 1 is grounded. When this is done, the cut surfaces 81 and 82 mesh with each other, thereby suppressing a decrease in rigidity of the land portion 411 (and the land portion 412 of the second embodiment). The three-dimensional sipe 8 is not limited to the one shown in FIGS. 3 to 7 as long as the cut surfaces 81 and 82 facing each other in the tire circumferential direction are three-dimensional and mesh with each other.

このように構成された実施の形態１の空気入りタイヤ１では、トレッド部２に溝（周方向主溝３、周方向細溝５および副溝６）によって複数のブロック状の陸部４１１が分割形成され、陸部４１１の踏面２１にて主にタイヤ幅方向に延在して溝状に切り込まれ、タイヤ周方向で対向する各切り込み面８１，８２が立体状で相互に噛み合う立体サイプ８をなす主サイプ部７１と、陸部４１１の踏面２１の主サイプ部７１のタイヤ周方向両側にて少なくとも１つ設けられ、タイヤ幅方向に延在して溝状に切り込まれつつ主サイプ部７１よりも延在方向の長さが短く形成され、かつ延在方向の両端が閉口する閉口サイプをなす副サイプ部７２とを備えている。   In the pneumatic tire 1 according to the first embodiment configured as described above, a plurality of block-shaped land portions 411 are divided into the tread portion 2 by grooves (circumferential main grooves 3, peripheral narrow grooves 5, and sub-grooves 6). The three-dimensional sipe 8 that is formed and extends mainly in the tire width direction on the tread surface 21 of the land portion 411 and is cut into a groove shape, and the cut surfaces 81 and 82 facing each other in the tire circumferential direction mesh with each other. Main sipe portion 71 and at least one main sipe portion 71 on both sides in the tire circumferential direction of the main sipe portion 71 of the tread surface 21 of the land portion 411 and extending in the tire width direction while being cut into a groove shape. And a sub-sipe part 72 having a closed sipe whose both ends in the extending direction are closed.

この空気入りタイヤ１によれば、主サイプ部７１および副サイプ部７２により、踏面２１と路面との間の水や雪を溝内に受け入れる排水効果および排雪効果やエッジ効果を向上させ、氷雪上路面での制駆動性である氷雪上性を有する。さらに、主サイプ部７１を立体サイプ８とし、副サイプ部７２を閉口サイプとしたことにより、ブロック状の陸部４１１の剛性の低下を抑え、乾燥路面での耐偏摩耗性および操縦安定性を有する。この結果、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させることが可能になる。しかも、この空気入りタイヤ１によれば、主サイプ部７１および副サイプ部７２が１つの陸部４１１に設けられていることから、陸部４１１単位で、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させることが可能になる。   According to this pneumatic tire 1, the main sipe portion 71 and the sub sipe portion 72 improve the drainage effect, the snow drainage effect, and the edge effect of receiving water and snow between the tread surface 21 and the road surface into the groove. It has ice and snowiness, which is braking / driving on the upper road surface. Furthermore, the main sipe portion 71 is a three-dimensional sipe 8 and the secondary sipe portion 72 is a closed sipe, thereby suppressing a decrease in rigidity of the block-shaped land portion 411 and improving uneven wear resistance and steering stability on a dry road surface. Have. As a result, it is possible to achieve both ice and snow resistance, uneven wear resistance, and steering stability. Moreover, according to the pneumatic tire 1, since the main sipe portion 71 and the sub sipe portion 72 are provided in one land portion 411, the snow and snow resistance, uneven wear resistance, and It is possible to achieve both handling stability.

また、実施の形態１の空気入りタイヤ１では、主サイプ部７１は、延在方向の両端が陸部４１１のタイヤ幅方向側面（周方向主溝３側および周方向細溝５側の面）に開口して設けられている。   In the pneumatic tire 1 according to the first embodiment, the main sipe portion 71 has both ends in the extending direction at the side surfaces in the tire width direction of the land portion 411 (surfaces on the circumferential main groove 3 side and the circumferential narrow groove 5 side). The opening is provided.

この空気入りタイヤ１によれば、立体サイプ８をなす主サイプ部７１における排水効果および排雪効果やエッジ効果が向上するので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、氷雪上性を向上させる場合に適している。   According to the pneumatic tire 1, the drainage effect, the snow drainage effect, and the edge effect in the main sipe portion 71 that forms the three-dimensional sipe 8 are improved, so that both snow and snow resistance, uneven wear resistance, and steering stability can be achieved. On the other hand, it is suitable for improving ice and snowiness.

また、実施の形態１の空気入りタイヤ１では、図８に示すように、主サイプ部７１は、延在方向の両端が閉口して設けられていてもよい。   Moreover, in the pneumatic tire 1 of Embodiment 1, as shown in FIG. 8, the main sipe part 71 may be provided with both ends in the extending direction closed.

この空気入りタイヤ１によれば、閉口サイプをなす主サイプ部７１により、陸部４１１の剛性が向上するので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、乾燥路面での耐偏摩耗性および操縦安定性を向上させる場合に適している。   According to the pneumatic tire 1, the rigidity of the land portion 411 is improved by the main sipe portion 71 that forms a closed sipe, so that the dry road surface can be achieved while achieving both snow and snow resistance, uneven wear resistance, and steering stability. Suitable for improving uneven wear resistance and steering stability.

また、実施の形態１の空気入りタイヤ１では、図９および図１０に示すように、副サイプ部７２は、主サイプ部７１のタイヤ周方向両側にて少なくとも２つタイヤ周方向に並設され、延在方向の長さが主サイプ部７１から離隔するほど短く形成されていることが好ましい。図９では、主サイプ部７１が開口サイプをなす形態を示し、図１０では、主サイプ部７１が閉口サイプをなす形態を示している。   Further, in the pneumatic tire 1 of the first embodiment, as shown in FIGS. 9 and 10, at least two auxiliary sipe portions 72 are juxtaposed in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion 71. The length in the extending direction is preferably shorter as the distance from the main sipe portion 71 increases. 9 shows a form in which the main sipe part 71 forms an open sipe, and FIG. 10 shows a form in which the main sipe part 71 forms a closed sipe.

この空気入りタイヤ１によれば、陸部４１１の踏み込み側および蹴り出し側での剛性の低下を抑えるので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、耐偏摩耗性および操縦安定性を向上させる場合に適している。   According to this pneumatic tire 1, since the decrease in rigidity on the step-in side and the kick-out side of the land portion 411 is suppressed, the anti-wear resistance is achieved while achieving both snow and snow resistance, uneven wear resistance and steering stability. Suitable for improving performance and handling stability.

また、実施の形態１の空気入りタイヤ１では、図１１〜図１４に示すように、副サイプ部７２の少なくとも１つが立体サイプ８をなすことが好ましい。図１１では、主サイプ部７１が開口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、かつ延在方向の長さが主サイプ部７１から離隔するほど短く形成されており、主サイプ部７１のタイヤ周方向両側でタイヤ周方向外側のそれぞれが立体サイプ８をなす形態を示している。   In the pneumatic tire 1 of the first embodiment, it is preferable that at least one of the auxiliary sipe portions 72 forms a three-dimensional sipe 8 as shown in FIGS. In FIG. 11, the main sipe portion 71 forms an open sipe, and the auxiliary sipe portions 72 are arranged in parallel in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion 71 and extend in the extending direction. The length is formed shorter as the distance from the main sipe portion 71 increases, and the outer side in the tire circumferential direction on both sides of the main sipe portion 71 in the tire circumferential direction forms a three-dimensional sipe 8.

図１２では、主サイプ部７１が閉口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、かつ延在方向の長さが主サイプ部７１から離隔するほど短く形成されており、主サイプ部７１のタイヤ周方向両側でタイヤ周方向外側のそれぞれが立体サイプ８をなす形態を示している。   In FIG. 12, the main sipe portion 71 forms a closed sipe, and the auxiliary sipe portions 72 are arranged in parallel in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion 71 and extend in the extending direction. The length is formed shorter as the distance from the main sipe portion 71 increases, and the outer side in the tire circumferential direction on both sides of the main sipe portion 71 in the tire circumferential direction forms a three-dimensional sipe 8.

なお、図には明示しないが、主サイプ部７１が開口サイプまたは閉口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、主サイプ部７１のタイヤ周方向両側でタイヤ周方向内側のそれぞれが立体サイプ８をなす形態であってもよい。   Although not clearly shown in the figure, the main sipe portion 71 has an opening sipe or a closed sipe, and two auxiliary sipe portions 72 are arranged in the tire circumferential direction on both sides of the main sipe portion 71 in the tire circumferential direction. It is also possible that the main sipe portion 71 has a three-dimensional sipe 8 on both sides of the main sipe portion 71 in the tire circumferential direction.

図１３では、主サイプ部７１が開口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、かつ延在方向の長さが主サイプ部７１から離隔するほど短く形成されており、全てが立体サイプ８をなす形態を示している。なお、図１では、この図１３で示す形態の主サイプ部７１および副サイプ部７２を有する陸部４１１を示している。   In FIG. 13, the main sipe portion 71 forms an open sipe, and the auxiliary sipe portions 72 are arranged in parallel in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion 71 and extend in the extending direction. The length is formed so as to be farther from the main sipe portion 71, and all of them form a three-dimensional sipe 8. FIG. 1 shows a land portion 411 having a main sipe portion 71 and a sub sipe portion 72 in the form shown in FIG.

図１４では、主サイプ部７１が閉口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、かつ延在方向の長さが主サイプ部７１から離隔するほど短く形成されており、全てが立体サイプ８をなす形態を示している。   In FIG. 14, the main sipe portion 71 forms a closed sipe, and the auxiliary sipe portions 72 are arranged in parallel in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion 71 and extend in the extending direction. The length is formed so as to be farther from the main sipe portion 71, and all of them form a three-dimensional sipe 8.

なお、図には明示しないが、図２や図８に示す空気入りタイヤ１のように、副サイプ部７２が主サイプ部７１のタイヤ周方向側に１つずつ設けられた形態において、少なくとも１つの副サイプ部７２が立体サイプ８をなす形態であってもよい。   Although not clearly shown in the drawings, at least one sub sipe portion 72 is provided on the tire circumferential direction side of the main sipe portion 71 as in the pneumatic tire 1 shown in FIGS. 2 and 8. One sub sipe part 72 may form a three-dimensional sipe 8.

この空気入りタイヤ１によれば、上述したように、副サイプ部７２の少なくとも１つが立体サイプ８をなすことで、陸部４１１の剛性の低下を抑えるので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、耐偏摩耗性および操縦安定性を向上させる場合に適している。   According to this pneumatic tire 1, as described above, since at least one of the secondary sipe portions 72 forms the three-dimensional sipe 8, the decrease in rigidity of the land portion 411 is suppressed. In addition, it is suitable for improving uneven wear resistance and steering stability while achieving both steering stability.

また、実施の形態１の空気入りタイヤ１では、立体サイプ８として、図４〜図７に示す形態が適用される。この空気入りタイヤ１によれば、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる立体サイプ８を適用できる。   Moreover, in the pneumatic tire 1 of Embodiment 1, the form shown in FIGS. 4-7 is applied as the three-dimensional sipe 8. FIG. According to the pneumatic tire 1, the three-dimensional sipe 8 that achieves both snow and snow superiority, uneven wear resistance, and steering stability can be applied.

また、実施の形態１の空気入りタイヤ１では、重荷重用空気入りタイヤを適用対象とすることが好ましい。重荷重用空気入りタイヤは、特に溝深さが深いため、ブロック剛性が低下し易い傾向にある。したがって、重荷重用空気入りタイヤを適用対象とすることにより、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる効果がより顕著に得られる利点がある。   Moreover, in the pneumatic tire 1 of Embodiment 1, it is preferable to use a heavy-duty pneumatic tire as an application target. The heavy duty pneumatic tire has a particularly deep groove depth, so that the block rigidity tends to decrease. Therefore, by using the heavy-duty pneumatic tire as an application target, there is an advantage that the effect of achieving both snow and snow resistance, uneven wear resistance, and steering stability can be obtained more remarkably.

なお、実施の形態１の空気入りタイヤ１では、図１において、タイヤ幅方向外側（ショルダー側）の、陸部列４の陸部４１１の踏面２１に主サイプ部７１および副サイプ部７２を設けていない形態を示しているが、タイヤ幅方向外側の陸部列４の陸部４１１の踏面２１に主サイプ部７１および副サイプ部７２を設けてもよい。   In the pneumatic tire 1 of the first embodiment, in FIG. 1, the main sipe portion 71 and the sub sipe portion 72 are provided on the tread surface 21 of the land portion 411 of the land portion row 4 on the outer side (shoulder side) in the tire width direction. Although not shown, the main sipe portion 71 and the sub sipe portion 72 may be provided on the tread surface 21 of the land portion 411 of the land portion row 4 on the outer side in the tire width direction.

［実施の形態２］
以下に説明する実施の形態２の空気入りタイヤ１において、上述した実施の形態１と同一構成には同一符号を付してその説明を省略する。 [Embodiment 2]
In the pneumatic tire 1 of the second embodiment described below, the same components as those of the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.

図１５に示すように、タイヤ幅方向外側（ショルダー側）の陸部列４を除くタイヤ赤道面Ｃ寄りの陸部列４には、該陸部列４をタイヤ周方向で分割する複数の屈曲副溝５’が設けられている。そして、陸部列４には、この屈曲副溝５’により陸部４１２が形成されている。屈曲副溝５’は、タイヤ幅方向で隣接する周方向主溝３を繋ぎつつ途中で曲がって設けられている。具体的に屈曲副溝５’は、タイヤ幅方向に対して０度以上１５度以下の角度で延在して周方向主溝３に一端が開口する幅方向溝５１と、タイヤ周方向に対して０度以上１０度以下の角度で延在しつつ各幅方向溝５１の他端を繋ぐ周方向溝５２とで構成され、全体としてほぼＺ字形状に曲がって設けられている。これにより、タイヤ周方向で２つの小陸部４１２ａ，４１２ａがずれて繋がった形態で、全体としてほぼＺ字形状の陸部４１２が形成される。また、屈曲副溝５’は、タイヤ周方向で同じ形状で設けられているので、タイヤ周方向に隣接する陸部４１２が同じ形状で形成されている。なお、図１５で示す屈曲副溝５’は、幅方向溝５１と周方向溝５２との繋がりが屈曲して設けられているが、幅方向溝５１と周方向溝５２との繋がりが湾曲してほぼＳ字形状に曲がって設けられていてもよい。また、図１５で示す陸部４１２は、タイヤ赤道面Ｃ寄り（周方向主溝３の間）の３本の陸部列４に形成されているが、タイヤ幅方向外側の陸部列４に形成されていてもよい。   As shown in FIG. 15, the land portion row 4 near the tire equatorial plane C excluding the land portion row 4 on the outer side (shoulder side) in the tire width direction has a plurality of bends that divide the land portion row 4 in the tire circumferential direction. A sub-groove 5 'is provided. In the land portion row 4, land portions 412 are formed by the bent subgrooves 5 ′. The bent sub-groove 5 ′ is provided to bend in the middle while connecting the circumferential main grooves 3 adjacent in the tire width direction. Specifically, the bent sub-groove 5 ′ extends at an angle of 0 ° or more and 15 ° or less with respect to the tire width direction, and has a width-direction groove 51 having one end opened in the circumferential main groove 3, and the tire circumferential direction. And a circumferential groove 52 that connects the other ends of the respective widthwise grooves 51 while extending at an angle of not less than 0 degrees and not more than 10 degrees, and is bent substantially in a Z-shape as a whole. As a result, a substantially Z-shaped land portion 412 is formed as a whole in a form in which the two small land portions 412a and 412a are shifted and connected in the tire circumferential direction. Further, since the bent sub-groove 5 ′ is provided in the same shape in the tire circumferential direction, the land portion 412 adjacent in the tire circumferential direction is formed in the same shape. 15 is provided with a bent connection between the width direction groove 51 and the circumferential groove 52, the connection between the width direction groove 51 and the circumferential groove 52 is curved. It may be bent substantially in an S shape. Moreover, although the land part 412 shown in FIG. 15 is formed in the three land part row | line | columns 4 near the tire equatorial plane C (between the circumferential main grooves 3), it is in the land part row | line | column 4 of the tire width direction outer side. It may be formed.

陸部４１２の踏面２１には、図１６に示すように、主サイプ部７１および副サイプ部７２が形成されている。主サイプ部７１は、陸部４１２にて繋がった２つの小陸部４１２ａ，４１２ａのタイヤ周方向の中央部にて、主にタイヤ幅方向に延在して溝状に切り込まれたもので、図３または図４〜図７に示すように、タイヤ周方向で対向する各切り込み面８１，８２が立体状で相互に噛み合う立体サイプ８として形成されている。また、図１６で示す陸部４１２では、主サイプ部７１は、延在方向の両端が、タイヤ幅方向の側面（周方向主溝３側および屈曲副溝５’における周方向溝５２側の面）に開口する開口サイプとして形成されている。一方、副サイプ部７２は、主サイプ部７１のタイヤ周方向両側にて少なくとも１つずつ設けられ、タイヤ幅方向に延在して溝状に切り込まれつつ主サイプ部７１よりも延在方向の長さが短く形成され、かつ延在方向の両端がタイヤ幅方向の側面に開口せずに閉口する閉口サイプとして形成されている。また、図１６で示す陸部４１２では、副サイプ部７２は、タイヤ周方向で対向する各切り込み面が平面状に形成されている。   As shown in FIG. 16, a main sipe portion 71 and a sub sipe portion 72 are formed on the tread surface 21 of the land portion 412. The main sipe part 71 extends in the tire width direction and is cut into a groove shape at the center in the tire circumferential direction of the two small land parts 412a and 412a connected by the land part 412. As shown in FIG. 3 or FIGS. 4 to 7, the cut surfaces 81 and 82 facing each other in the tire circumferential direction are formed as a three-dimensional sipe 8 that meshes with each other. Further, in the land portion 412 shown in FIG. 16, the main sipe portion 71 has both ends in the extending direction at the side surfaces in the tire width direction (surfaces in the circumferential groove 52 side in the circumferential main groove 3 side and the bent sub-groove 5 ′. ) Is formed as an opening sipe. On the other hand, at least one sub sipe part 72 is provided on both sides in the tire circumferential direction of the main sipe part 71, and extends in the tire width direction and is cut into a groove shape in the extending direction from the main sipe part 71. Is formed as a closed sipe in which both ends in the extending direction are closed without opening on the side surfaces in the tire width direction. Moreover, in the land part 412 shown in FIG. 16, as for the sub sipe part 72, each cut surface which opposes in a tire circumferential direction is formed in planar shape.

このように構成された実施の形態２の空気入りタイヤ１では、トレッド部２に溝（周方向主溝３および屈曲副溝５’）によって複数のブロック状の陸部４１２が分割形成され、陸部４１２の踏面２１にて主にタイヤ幅方向に延在して溝状に切り込まれ、タイヤ周方向で対向する各切り込み面８１，８２が立体状で相互に噛み合う立体サイプ８をなす主サイプ部７１と、陸部４１２の踏面２１の主サイプ部７１のタイヤ周方向両側にて少なくとも１つ設けられ、タイヤ幅方向に延在して溝状に切り込まれつつ主サイプ部７１よりも延在方向の長さが短く形成され、かつ延在方向の両端が閉口する閉口サイプをなす副サイプ部７２とを備えている。   In the pneumatic tire 1 according to the second embodiment configured as described above, a plurality of block-shaped land portions 412 are dividedly formed in the tread portion 2 by grooves (circumferential main groove 3 and bent sub-groove 5 ′). A main sipe that forms a three-dimensional sipe 8 that extends in the tire width direction on the tread surface 21 of the portion 412 and is cut into a groove shape, and each of the cut surfaces 81 and 82 facing each other in the tire circumferential direction mesh with each other. At least one portion is provided on both sides in the tire circumferential direction of the main sipe portion 71 of the tread surface 21 of the land portion 412 and the land portion 412, and extends in the tire width direction and extends more than the main sipe portion 71 while being cut into a groove shape. And a sub-sipe portion 72 having a closed sipe whose both ends in the extending direction are closed and both ends in the extending direction are closed.

この空気入りタイヤ１によれば、主サイプ部７１および副サイプ部７２により、踏面２１と路面との間の水や雪を溝内に受け入れる排水効果および排雪効果やエッジ効果を向上させ、氷雪上路面での制駆動性である氷雪上性を有する。さらに、主サイプ部７１を立体サイプ８とし、副サイプ部７２を閉口サイプとしたことにより、ブロック状の陸部４１２（小陸部４１２ａ，４１２ａ）の剛性の低下を抑え、乾燥路面での耐偏摩耗性および操縦安定性を有する。この結果、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させることが可能になる。しかも、この空気入りタイヤ１によれば、主サイプ部７１および副サイプ部７２が１つの陸部４１２（それぞれの小陸部４１２ａ，４１２ａ）に設けられていることから、陸部４１２単位で、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させることが可能になる。   According to this pneumatic tire 1, the main sipe portion 71 and the sub sipe portion 72 improve the drainage effect, the snow drainage effect, and the edge effect of receiving water and snow between the tread surface 21 and the road surface into the groove. It has ice and snowiness, which is braking / driving on the upper road surface. Furthermore, the main sipe portion 71 is a three-dimensional sipe 8 and the secondary sipe portion 72 is a closed sipe, thereby suppressing a decrease in rigidity of the block-shaped land portion 412 (small land portions 412a, 412a) and resistance to dry road surfaces. It has uneven wear and handling stability. As a result, it is possible to achieve both ice and snow resistance, uneven wear resistance, and steering stability. Moreover, according to this pneumatic tire 1, since the main sipe part 71 and the sub sipe part 72 are provided in one land part 412 (each small land part 412a, 412a), in the land part 412 unit, It is possible to achieve both ice and snow resistance, uneven wear resistance and steering stability.

また、実施の形態２の空気入りタイヤ１では、主サイプ部７１は、延在方向の両端が陸部４１２のタイヤ幅方向側面（周方向主溝３側および周方向細溝５側の面）に開口して設けられている。   Further, in the pneumatic tire 1 of the second embodiment, the main sipe portion 71 has both ends in the extending direction at the side surfaces in the tire width direction of the land portion 412 (surfaces on the circumferential main groove 3 side and the circumferential narrow groove 5 side). The opening is provided.

この空気入りタイヤ１によれば、立体サイプ８をなす主サイプ部７１における排水効果および排雪効果やエッジ効果が向上するので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、氷雪上性を向上させる場合に適している。   According to the pneumatic tire 1, the drainage effect, the snow drainage effect, and the edge effect in the main sipe portion 71 that forms the three-dimensional sipe 8 are improved, so that both snow and snow resistance, uneven wear resistance, and steering stability can be achieved. On the other hand, it is suitable for improving ice and snowiness.

また、実施の形態２の空気入りタイヤ１では、図１７に示すように、主サイプ部７１は、延在方向の両端が閉口して設けられていてもよい。   Moreover, in the pneumatic tire 1 of Embodiment 2, as shown in FIG. 17, the main sipe part 71 may be provided with both ends in the extending direction closed.

この空気入りタイヤ１によれば、閉口サイプをなす主サイプ部７１により、陸部４１２（小陸部４１２ａ，４１２ａ）の剛性が向上するので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、乾燥路面での耐偏摩耗性および操縦安定性を向上させる場合に適している。   According to this pneumatic tire 1, the rigidity of the land portion 412 (the small land portions 412a and 412a) is improved by the main sipe portion 71 that forms a closed sipe, so that the snow and snow resistance, uneven wear resistance, and steering stability are improved. It is suitable for improving uneven wear resistance and steering stability on a dry road surface.

また、実施の形態２の空気入りタイヤ１では、図１８および図１９に示すように、副サイプ部７２は、各小陸部４１２ａにおいて、主サイプ部７１のタイヤ周方向両側にて少なくとも２つタイヤ周方向に並設され、延在方向の長さが主サイプ部７１から離隔するほど短く形成されていることが好ましい。図１８では、主サイプ部７１が開口サイプをなす形態を示し、図１９では、主サイプ部７１が閉口サイプをなす形態を示している。   In the pneumatic tire 1 of the second embodiment, as shown in FIGS. 18 and 19, at least two sub sipe portions 72 are provided on both sides of the main sipe portion 71 in the tire circumferential direction in each small land portion 412 a. It is preferable that the tires are juxtaposed in the tire circumferential direction, and the length in the extending direction is shorter as the distance from the main sipe portion 71 increases. 18 shows a form in which the main sipe part 71 forms an open sipe, and FIG. 19 shows a form in which the main sipe part 71 forms a closed sipe.

この空気入りタイヤ１によれば、陸部４１２（小陸部４１２ａ，４１２ａ）の踏み込み側および蹴り出し側での剛性の低下を抑えるので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、耐偏摩耗性および操縦安定性を向上させる場合に適している。   According to this pneumatic tire 1, since the decrease in rigidity on the stepping side and the kicking side of the land portion 412 (small land portions 412 a, 412 a) is suppressed, it is possible to improve snow and snow resistance, uneven wear resistance, and steering stability. It is suitable for improving uneven wear resistance and steering stability while achieving both.

また、実施の形態２の空気入りタイヤ１では、図２０〜図２３に示すように、副サイプ部７２の少なくとも１つが立体サイプ８をなすことが好ましい。図２０では、各小陸部４１２ａにおいて、主サイプ部７１が開口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、かつ延在方向の長さが主サイプ部７１から離隔するほど短く形成されており、主サイプ部７１のタイヤ周方向両側でタイヤ周方向外側のそれぞれが立体サイプ８をなす形態を示している。   In the pneumatic tire 1 of the second embodiment, it is preferable that at least one of the auxiliary sipe portions 72 forms a three-dimensional sipe 8 as shown in FIGS. 20 to 23. In FIG. 20, in each small land portion 412a, the main sipe portion 71 forms an open sipe, and two auxiliary sipe portions 72 are juxtaposed in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion 71. And the length in the extending direction is formed so as to be separated from the main sipe portion 71, and the outer side in the tire circumferential direction on both sides of the main sipe portion 71 in the tire circumferential direction forms a three-dimensional sipe 8. Yes.

図２１では、各小陸部４１２ａにおいて、主サイプ部７１が閉口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、かつ延在方向の長さが主サイプ部７１から離隔するほど短く形成されており、主サイプ部７１のタイヤ周方向両側でタイヤ周方向外側のそれぞれが立体サイプ８をなす形態を示している。   In FIG. 21, in each small land portion 412a, the main sipe portion 71 forms a closed sipe, and two auxiliary sipe portions 72 are juxtaposed in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion 71. And the length in the extending direction is formed so as to be separated from the main sipe portion 71, and the outer side in the tire circumferential direction on both sides of the main sipe portion 71 in the tire circumferential direction forms a three-dimensional sipe 8. Yes.

なお、図には明示しないが、各小陸部４１２ａにおいて、主サイプ部７１が開口サイプまたは閉口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、主サイプ部７１のタイヤ周方向両側でタイヤ周方向内側のそれぞれが立体サイプ８をなす形態であってもよい。   Although not clearly shown in the drawing, in each small land portion 412a, the main sipe portion 71 has an opening sipe or a closed sipe, and the auxiliary sipe portions 72 are on both sides in the tire circumferential direction of the main sipe portion 71. Two of the tires may be arranged side by side in the tire circumferential direction, and the inner side of the tire sipe 8 on both sides in the tire circumferential direction of the main sipe portion 71 may form a three-dimensional sipe 8.

図２２では、各小陸部４１２ａにおいて、主サイプ部７１が開口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、かつ延在方向の長さが主サイプ部７１から離隔するほど短く形成されており、全てが立体サイプ８をなす形態を示している。なお、図１５では、この図２２で示す形態の主サイプ部７１および副サイプ部７２を有する陸部４１２（小陸部４１２ａ，４１２ａ）を示している。   In FIG. 22, in each small land portion 412a, the main sipe portion 71 forms an opening sipe, and two auxiliary sipe portions 72 are juxtaposed in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion 71. In addition, the length in the extending direction is formed so as to be separated from the main sipe portion 71, and all of them form a three-dimensional sipe 8. FIG. 15 shows a land portion 412 (small land portions 412a and 412a) having the main sipe portion 71 and the sub sipe portion 72 in the form shown in FIG.

図２３では、各小陸部４１２ａにおいて、主サイプ部７１が閉口サイプをなす形態であって、副サイプ部７２が、主サイプ部７１のタイヤ周方向両側にて２つタイヤ周方向に並設され、かつ延在方向の長さが主サイプ部７１から離隔するほど短く形成されており、全てが立体サイプ８をなす形態を示している。   In FIG. 23, in each small land portion 412a, the main sipe portion 71 forms a closed sipe, and two auxiliary sipe portions 72 are juxtaposed in the tire circumferential direction on both sides in the tire circumferential direction of the main sipe portion 71. In addition, the length in the extending direction is formed so as to be separated from the main sipe portion 71, and all of them form a three-dimensional sipe 8.

なお、図には明示しないが、図１６や図１７に示す空気入りタイヤ１のように、副サイプ部７２が主サイプ部７１のタイヤ周方向側に１つずつ設けられた形態において、少なくとも１つの副サイプ部７２が立体サイプ８をなす形態であってもよい。   Although not clearly shown in the drawings, at least one sub sipe portion 72 is provided on the tire circumferential direction side of the main sipe portion 71 as in the pneumatic tire 1 shown in FIGS. 16 and 17. One sub sipe part 72 may form a three-dimensional sipe 8.

この空気入りタイヤ１によれば、上述したように、副サイプ部７２の少なくとも１つが立体サイプ８をなすことで、陸部４１２（小陸部４１２ａ，４１２ａ）の剛性の低下を抑えるので、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させつつ、耐偏摩耗性および操縦安定性を向上させる場合に適している。   According to this pneumatic tire 1, as described above, since at least one of the secondary sipe portions 72 forms the three-dimensional sipe 8, it is possible to suppress a decrease in rigidity of the land portion 412 (small land portions 412a and 412a). It is suitable for improving uneven wear resistance and steering stability while achieving both superiority, uneven wear resistance and steering stability.

また、実施の形態２の空気入りタイヤ１では、立体サイプ８として、図４〜図７に示す形態が適用される。この空気入りタイヤ１によれば、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる立体サイプ８を適用できる。   Moreover, in the pneumatic tire 1 of Embodiment 2, the form shown in FIGS. 4-7 is applied as the three-dimensional sipe 8. According to the pneumatic tire 1, the three-dimensional sipe 8 that achieves both snow and snow superiority, uneven wear resistance, and steering stability can be applied.

また、実施の形態２の空気入りタイヤ１では、重荷重用空気入りタイヤを適用対象とすることが好ましい。重荷重用空気入りタイヤは、特に溝深さが深いため、ブロック剛性が低下し易い傾向にある。したがって、重荷重用空気入りタイヤを適用対象とすることにより、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させる効果がより顕著に得られる利点がある。   Moreover, in the pneumatic tire 1 of Embodiment 2, it is preferable to use a heavy-duty pneumatic tire as an application target. The heavy duty pneumatic tire has a particularly deep groove depth, so that the block rigidity tends to decrease. Therefore, by using the heavy-duty pneumatic tire as an application target, there is an advantage that the effect of achieving both snow and snow resistance, uneven wear resistance, and steering stability can be obtained more remarkably.

なお、実施の形態２の空気入りタイヤ１では、図１５において、タイヤ幅方向外側（ショルダー側）の、陸部列４の陸部４１１の踏面２１に主サイプ部７１および副サイプ部７２を設けていない形態を示しているが、タイヤ幅方向外側の陸部列４の陸部４１１の踏面２１に主サイプ部７１および副サイプ部７２を設けてもよい。   In the pneumatic tire 1 of the second embodiment, in FIG. 15, the main sipe portion 71 and the sub sipe portion 72 are provided on the tread surface 21 of the land portion 411 of the land portion row 4 on the outer side (shoulder side) in the tire width direction. Although not shown, the main sipe portion 71 and the sub sipe portion 72 may be provided on the tread surface 21 of the land portion 411 of the land portion row 4 on the outer side in the tire width direction.

本実施例では、条件が異なる複数種類の空気入りタイヤについて、接地性（耐偏摩耗性：ヒールアンドトウ摩耗）および氷雪上性に関する性能試験が行われた（図２４および図２５参照）。   In this example, performance tests on ground contact properties (uneven wear resistance: heel and toe wear) and ice / snow on the snow were performed on a plurality of types of pneumatic tires having different conditions (see FIGS. 24 and 25).

この性能試験では、氷板インサイドドラム上で、ブロック状の陸部サンプルに５ｋｇｆ／ｃｍ２の荷重を掛け、時速１０ｋｍ／ｈで滑らせたときの接地面積と摩擦力とを測定した。評価結果は、従来例の評価結果を１００とする指数で示し、指数１０５以上で指数が大きいほど接地性および氷雪上性が優れていることを示している。 In this performance test, a contact area and a frictional force were measured when a load of 5 kgf / cm 2 was applied to the block-shaped land portion sample and slid at a speed of 10 km / h on the ice plate inside drum. The evaluation result is indicated by an index with the evaluation result of the conventional example as 100, and the larger the index is 105 or more, the better the ground contact property and the ice / snowiness are.

ここで、図２４は、上述した実施の形態１の空気入りタイヤに対応した性能試験の結果を示し、図２５は、上述した実施の形態２の空気入りタイヤに対応した性能試験の結果を示す。   Here, FIG. 24 shows the result of the performance test corresponding to the pneumatic tire of the first embodiment described above, and FIG. 25 shows the result of the performance test corresponding to the pneumatic tire of the second embodiment described above. .

図２４において、従来例１および比較例１〜比較例３の空気入りタイヤは、上述した実施の形態１の空気入りタイヤにおける陸部形状である。そして、従来例１は、踏面のタイヤ周方向の中央部に、切り込み面が平面状でタイヤ幅方向に延在する開口サイプをなす第一サイプ部を設け、さらに第一サイプ部のタイヤ周方向両側に、切り込み面が平面状でタイヤ幅方向に延在する長さが第一サイプ部から離隔するほど短く形成された閉口サイプをなす２つの第二サイプ部を設けたものである。比較例１は、踏面のタイヤ周方向の中央部に、切り込み面が平面状でタイヤ幅方向に延在する開口サイプをなす第一サイプ部を設け、さらに第一サイプ部のタイヤ周方向両側に、切り込み面が平面状に形成されたタイヤ幅方向に延在する開口サイプをなす１つの第二サイプ部を設けたものである。比較例２は、踏面のタイヤ周方向の中央部に、立体サイプであってタイヤ幅方向に延在する開口サイプをなす第一サイプ部を設け、さらに第一サイプ部のタイヤ周方向両側に、立体サイプであってタイヤ幅方向に延在する開口サイプをなす１つの第二サイプ部を設けたものである。比較例３は、踏面のタイヤ周方向の中央部に、切り込み面が平面状でタイヤ幅方向に延在する開口サイプをなす第一サイプ部を設け、さらに第一サイプ部のタイヤ周方向両側に、立体サイプであってタイヤ幅方向に延在する長さが第一サイプ部から離隔するほど短く形成された閉口サイプをなす２つの第二サイプ部を設けたものである。   In FIG. 24, the pneumatic tires of Conventional Example 1 and Comparative Examples 1 to 3 have the land portion shape in the pneumatic tire of the first embodiment described above. And the prior art example 1 provides the 1st sipe part which makes the opening sipe in which the cutting surface is planar and extends in the tire width direction in the center part of the tire circumferential direction of a tread, and also the tire circumferential direction of a 1st sipe part On both sides, two second sipe portions that form a closed sipe formed such that the cut surface is planar and the length extending in the tire width direction becomes shorter as the distance from the first sipe portion increases. In Comparative Example 1, a first sipe portion having an opening sipe extending in the tire width direction is provided at the center portion of the tread surface in the tire circumferential direction, and is further provided on both sides of the first sipe portion in the tire circumferential direction. One second sipe portion that forms an opening sipe extending in the tire width direction and having a cut surface formed in a flat shape is provided. Comparative Example 2 is provided with a first sipe portion that forms a three-dimensional sipe and an opening sipe extending in the tire width direction at the center portion of the tread surface in the tire circumferential direction, and further on both sides in the tire circumferential direction of the first sipe portion, This is a three-dimensional sipe and is provided with one second sipe portion that forms an open sipe extending in the tire width direction. In Comparative Example 3, a first sipe portion having an opening sipe extending in the tire width direction is provided at the center portion of the tread surface in the tire circumferential direction, and is further provided on both sides of the first sipe portion in the tire circumferential direction. Two sipe portions are provided that form a closed sipe that is a three-dimensional sipe and has a length that extends in the tire width direction so as to be separated from the first sipe portion.

一方、図２４において、実施例１の空気入りタイヤは、上述した実施の形態１の空気入りタイヤの図２に示すものである。実施例２は、上述した実施の形態１の空気入りタイヤの図８に示すものである。実施例３は、上述した実施の形態１の空気入りタイヤの図９に示すものである。実施例４は、上述した実施の形態１の空気入りタイヤの図１０に示すものである。実施例５は、上述した実施の形態１の空気入りタイヤの図１１に示すものである。実施例６は、上述した実施の形態１の空気入りタイヤの図１２に示すものである。実施例７は、上述した実施の形態１の空気入りタイヤの図１３に示すものである。実施例８は、上述した実施の形態１の空気入りタイヤの図１４に示すものである。   On the other hand, in FIG. 24, the pneumatic tire of Example 1 is shown in FIG. 2 of the pneumatic tire of Embodiment 1 described above. Example 2 is shown in FIG. 8 of the pneumatic tire of the first embodiment described above. Example 3 is shown in FIG. 9 of the pneumatic tire of the first embodiment described above. Example 4 is shown in FIG. 10 of the pneumatic tire of the first embodiment described above. Example 5 is shown in FIG. 11 of the pneumatic tire of the first embodiment described above. Example 6 is shown in FIG. 12 of the pneumatic tire of the first embodiment described above. Example 7 is shown in FIG. 13 of the pneumatic tire of the first embodiment described above. Example 8 is shown in FIG. 14 of the pneumatic tire of the first embodiment described above.

図２５において、従来例２および比較例４〜比較例６の空気入りタイヤは、上述した実施の形態２の空気入りタイヤにおける陸部形状である。そして、従来例２は、小陸部の踏面のタイヤ周方向の中央部に、切り込み面が平面状でタイヤ幅方向に延在する開口サイプをなす第一サイプ部を設け、さらに第一サイプ部のタイヤ周方向両側に、切り込み面が平面状でタイヤ幅方向に延在する長さが第一サイプ部から離隔するほど短く形成された閉口サイプをなす２つの第二サイプ部を設けたものである。比較例４は、踏面のタイヤ周方向の中央部に、切り込み面が平面状でタイヤ幅方向に延在する開口サイプをなす第一サイプ部を設け、さらに第一サイプ部のタイヤ周方向両側に、切り込み面が平面状に形成されたタイヤ幅方向に延在する開口サイプをなす２つの第二サイプ部を設けたものである。比較例５は、踏面のタイヤ周方向の中央部に、立体サイプであってタイヤ幅方向に延在する開口サイプをなす第一サイプ部を設け、さらに第一サイプ部のタイヤ周方向両側に、立体サイプであってタイヤ幅方向に延在する開口サイプをなす２つの第二サイプ部を設けたものである。比較例６は、小陸部の踏面のタイヤ周方向の中央部に、切り込み面が平面状でタイヤ幅方向に延在する開口サイプをなす第一サイプ部を設け、さらに第一サイプ部のタイヤ周方向両側に、立体サイプであってタイヤ幅方向に延在する長さが第一サイプ部から離隔するほど短く形成された閉口サイプをなす２つの第二サイプ部を設けたものである。   In FIG. 25, the pneumatic tires of Conventional Example 2 and Comparative Examples 4 to 6 have a land portion shape in the pneumatic tire of Embodiment 2 described above. And the prior art example 2 is provided with a first sipe portion that forms an opening sipe extending in the tire width direction with a flat cut surface at the center of the tread surface of the small land portion in the tire circumferential direction. On both sides of the tire circumferential direction, two second sipe portions forming a closed sipe formed so that the length of the cut surface is flat and the length extending in the tire width direction is separated from the first sipe portion are provided. is there. In Comparative Example 4, a first sipe portion having an opening sipe extending in the tire width direction is provided at the center portion of the tread surface in the tire circumferential direction, and is further provided on both sides of the first sipe portion in the tire circumferential direction. In addition, two second sipe portions that form an open sipe extending in the tire width direction and having a cut surface formed in a flat shape are provided. Comparative Example 5 is provided with a first sipe portion that forms a three-dimensional sipe and an opening sipe extending in the tire width direction at the center portion of the tread surface in the tire circumferential direction, and further on both sides in the tire circumferential direction of the first sipe portion, It is a three-dimensional sipe and is provided with two second sipe portions that form an open sipe extending in the tire width direction. In Comparative Example 6, a first sipe portion having an opening sipe that has a flat cut surface and extends in the tire width direction is provided at the center of the tread surface of the small land portion in the tire circumferential direction, and the tire of the first sipe portion Two second sipe portions that form a closed sipe that is formed as a three-dimensional sipe that extends in the tire width direction so as to be separated from the first sipe portion are provided on both sides in the circumferential direction.

一方、図２５において、実施例９の空気入りタイヤは、上述した実施の形態２の空気入りタイヤの図１６に示すものである。実施例１０は、上述した実施の形態２の空気入りタイヤの図１７に示すものである。実施例１１は、上述した実施の形態２の空気入りタイヤの図１８に示すものである。実施例１２は、上述した実施の形態２の空気入りタイヤの図１９に示すものである。実施例１３は、上述した実施の形態２の空気入りタイヤの図２０に示すものである。実施例１４は、上述した実施の形態２の空気入りタイヤの図２１に示すものである。実施例１５は、上述した実施の形態２の空気入りタイヤの図２２に示すものである。実施例１６は、上述した実施の形態２の空気入りタイヤの図２３に示すものである。   On the other hand, in FIG. 25, the pneumatic tire of Example 9 is shown in FIG. 16 of the pneumatic tire of Embodiment 2 described above. Example 10 is shown in FIG. 17 of the pneumatic tire of the second embodiment described above. Example 11 is shown in FIG. 18 of the pneumatic tire of the second embodiment described above. Example 12 is shown in FIG. 19 of the pneumatic tire of the second embodiment described above. Example 13 is shown in FIG. 20 of the pneumatic tire of the second embodiment described above. Example 14 is shown in FIG. 21 of the pneumatic tire of the second embodiment described above. Example 15 is shown in FIG. 22 of the pneumatic tire of the second embodiment described above. Example 16 is shown in FIG. 23 of the pneumatic tire of the second embodiment described above.

図２４および図２５の試験結果に示すように、実施例１〜実施例１６の空気入りタイヤでは、それぞれ接地性（耐偏摩耗性：ヒールアンドトウ摩耗）および氷雪上性が向上し、両立できていることが分かる。   As shown in the test results of FIGS. 24 and 25, in the pneumatic tires of Examples 1 to 16, the ground contact property (uneven wear resistance: heel and toe wear) and the snow / ice topability are improved and compatible. I understand that

以上のように、本発明に係る空気入りタイヤは、氷雪上性と、耐偏摩耗性および操縦安定性とを両立させることに適している。   As described above, the pneumatic tire according to the present invention is suitable for achieving both snow and snow resistance, uneven wear resistance, and steering stability.

１ 空気入りタイヤ
２ トレッド部
２１ 踏面
３ 周方向主溝
４ 陸部列
４１ 細陸部列
４１１ 陸部
４１２ 陸部
４１２ａ，４１２ａ 小陸部
５ 周方向細溝
５’ 屈曲副溝
５１ 幅方向溝
５２ 周方向溝
６ 副溝
７１ 主サイプ部
７２ 副サイプ部
８ 立体サイプ
８１，８２ 切り込み面
８ａ 凹屈曲点
８ｂ 凸屈曲点
８ｃ 基準直線
８ｄ 凹接直線
８ｅ 凸接直線 DESCRIPTION OF SYMBOLS 1 Pneumatic tire 2 Tread part 21 Tread surface 3 Circumferential direction main groove 4 Land part row | line | column 41 Thin land part row | line | column 411 Land part 412 Land part 412a, 412a Small land part 5 Circumferential direction narrow groove 5 'Bending sub groove 51 Width direction groove | channel 52 Circumferential groove 6 Sub groove 71 Main sipe portion 72 Sub sipe portion 8 Solid sipe 81, 82 Cut surface 8a Concave bending point 8b Convex bending point 8c Standard straight line 8d Concave tangential line 8e Convex tangential line

Claims (10)

トレッド部にタイヤ周方向に延在する複数の周方向主溝によりタイヤ周方向に延びる複数の陸部列が形成され、前記陸部列は、タイヤ幅方向に延在して前記周方向主溝に一端が開口する幅方向溝と、タイヤ周方向に延在しつつ各幅方向溝の他端を繋ぐ周方向溝とで構成された複数の屈曲副溝によりタイヤ周方向で分割されたブロック状の陸部を有する空気入りタイヤであり、
前記陸部は、前記タイヤ周方向でずれて繋がった２つの小陸部を備え、
前記小陸部の踏面にて主にタイヤ幅方向に延在して溝状に切り込まれ、タイヤ周方向で対向する各切り込み面が立体状で相互に噛み合う立体サイプをなす主サイプ部と、
前記小陸部の踏面の前記主サイプ部のタイヤ周方向両側にて少なくとも１つ設けられ、タイヤ幅方向に延在して溝状に切り込まれつつ前記主サイプ部よりも延在方向の長さが短く形成され、かつ延在方向の両端が閉口する閉口サイプをなす副サイプ部と、
を備えたことを特徴とする空気入りタイヤ。 A plurality of land portion rows extending in the tire circumferential direction are formed in the tread portion by a plurality of circumferential main grooves extending in the tire circumferential direction, and the land portion row extends in the tire width direction and extends in the tire width direction. A block shape divided in the tire circumferential direction by a plurality of bent sub-grooves composed of a widthwise groove having one end opened in the tire and a circumferential groove extending in the tire circumferential direction and connecting the other end of each widthwise groove A pneumatic tire having a land portion of
The land portion includes two small land portions that are connected in a shifted manner in the tire circumferential direction,
A main sipe portion that forms a three-dimensional sipe that extends in the tire width direction mainly on the tread surface of the small land portion and is cut into a groove shape, and each of the cut surfaces facing each other in the tire circumferential direction mesh with each other in three dimensions.
At least one of the tread surface of the small land portion is provided on both sides in the tire circumferential direction of the main sipe portion, and extends in the tire width direction and is cut into a groove shape in the extending direction than the main sipe portion. A sub-sipe part that forms a closed sipe in which both ends in the extending direction are closed,
A pneumatic tire characterized by comprising: 前記主サイプ部は、延在方向の両端が前記陸部のタイヤ幅方向側面に開口して設けられていることを特徴とする請求項１に記載の空気入りタイヤ。 2. The pneumatic tire according to claim 1 , wherein the main sipe portion is provided so that both ends in the extending direction are open to a side surface in the tire width direction of the land portion. 前記主サイプ部は、延在方向の両端が閉口して設けられていることを特徴とする請求項１に記載の空気入りタイヤ。 The pneumatic tire according to claim 1 , wherein the main sipe portion is provided with both ends in the extending direction closed. 前記副サイプ部は、前記主サイプ部のタイヤ周方向両側にて少なくとも２つタイヤ周方向に並設され、延在方向の長さが前記主サイプ部から離隔するほど短く形成されていることを特徴とする請求項１〜３のいずれか一つに記載の空気入りタイヤ。 The secondary sipe portion is arranged in parallel in at least two tire circumferential directions on both sides of the main sipe portion in the tire circumferential direction, and is formed so that the length in the extending direction is separated from the main sipe portion. The pneumatic tire according to any one of claims 1 to 3 , wherein 前記副サイプ部は、少なくとも１つが前記立体サイプをなすことを特徴とする請求項１〜４のいずれか一つに記載の空気入りタイヤ。 The auxiliary sipe portion, the pneumatic tire according to any one of claims 1-4 wherein at least one, characterized in that forming the three-dimensional sipes. 前記立体サイプは、
前記陸部の踏面側のジグザグ状と溝底側のジグザグ状とがタイヤ径方向で相互の凹屈曲点と凸屈曲点とを対向して設けられ、対向する前記凹屈曲点および前記凸屈曲点を基準直線で繋ぎ、かつ前記基準直線間で前記凹屈曲点同士を凹接直線で繋いでなる複数の三角形の面が組み合わされた一方の切り込み面と、
前記陸部の踏面側のジグザグ状と、溝底側のジグザグ状とがタイヤ径方向で相互の凹屈曲点と凸屈曲点とを対向して設けられ、対向する前記凹屈曲点および前記凸屈曲点を基準直線で繋ぎ、かつ前記基準直線間で前記凸屈曲点同士を凸接直線で繋いでなる複数の三角形の面が組み合わされた他方の切り込み面と、
がタイヤ周方向で対向して形成されていることを特徴とする請求項１〜５のいずれか一つに記載の空気入りタイヤ。 The three-dimensional sipe is
A zigzag shape on the tread surface side and a zigzag shape on the groove bottom side of the land portion are provided so as to oppose each other's concave bending point and convex bending point in the tire radial direction, and the concave bending point and the convex bending point facing each other. And a notch plane in which a plurality of triangular planes formed by connecting the concave bending points between the reference straight lines with a concave tangent straight line are combined.
A zigzag shape on the tread surface side of the land portion and a zigzag shape on the groove bottom side are provided so as to oppose each other's concave bending point and convex bending point in the tire radial direction. The other notch surface in which a plurality of triangular surfaces connecting points with a reference straight line and connecting the convex bending points between the reference straight lines with a convex tangent line are combined;
The pneumatic tire according to any one of claims 1 to 5 but which is characterized in that it is formed to face in the tire circumferential direction. 前記立体サイプは、タイヤ周方向で対向する各切り込み面がタイヤ径方向で複数屈曲して形成されていることを特徴とする請求項１〜５のいずれか一つに記載の空気入りタイヤ。 The pneumatic tire according to any one of claims 1 to 5 , wherein the three-dimensional sipe is formed by bending a plurality of cut surfaces facing each other in the tire circumferential direction in the tire radial direction. 前記立体サイプは、タイヤ周方向で対向する各切り込み面がタイヤ径方向で複数湾曲して形成されていることを特徴とする請求項１〜５のいずれか一つに記載の空気入りタイヤ。 The pneumatic tire according to any one of claims 1 to 5 , wherein the three-dimensional sipe is formed such that a plurality of cut surfaces facing each other in the tire circumferential direction are curved in the tire radial direction. 前記立体サイプは、タイヤ周方向で対向する各切り込み面がタイヤ径方向およびタイヤ幅方向で複数屈曲または複数湾曲して形成されていることを特徴とする請求項１〜５のいずれか一つに記載の空気入りタイヤ。 The solid Sipes to claim 1-5, characterized in that each cut surface opposing in the tire circumferential direction are formed by a plurality bent or curved in the tire radial direction and tire width direction The described pneumatic tire. 重荷重用空気入りタイヤに適用されることを特徴とする請求項１〜９のいずれか一つに記載の空気入りタイヤ。 The pneumatic tire according to any one of claims 1 to 9 , which is applied to a heavy duty pneumatic tire.
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