CN116648360A

CN116648360A - pneumatic tire

Info

Publication number: CN116648360A
Application number: CN202180086219.6A
Authority: CN
Inventors: 国中瑞
Original assignee: Yokohama Rubber Co Ltd
Current assignee: Yokohama Rubber Co Ltd
Priority date: 2020-12-28
Filing date: 2021-12-07
Publication date: 2023-08-25

Abstract

The present disclosure provides a pneumatic tire that combines wet steering stability and dry steering stability. The pneumatic tire of the present disclosure is specified with respect to a mounting direction of a vehicle and is provided with a plurality of circumferential main grooves on a tread surface of a tread portion, characterized in that a groove center line of the circumferential main grooves is periodically shifted in a tire width direction as advancing in a tire circumferential direction in a tire plan view, and a vehicle-mounted inside chamfer portion having a constant chamfer width is formed at an edge portion of a vehicle-mounted inside of the circumferential main grooves.

Description

Pneumatic tire

Technical Field

The present disclosure relates to a pneumatic tire that improves wet steering stability and dry steering stability.

Background

Patent document 1 discloses a pneumatic tire having 4 main grooves extending in the tire circumferential direction on the tread surface of a tread portion. In this document, the main groove is formed in a wave shape whose groove width is constant in the tire circumferential direction and periodically has an amplitude.

Further, according to patent document 1, since each main groove is formed in a wave shape having an amplitude periodically, the main groove is widened as a whole, and drainage becomes good, and braking performance on a wet road surface can be maintained. In addition, since the groove width of each main groove is constant in the tire circumferential direction, the rigidity in the vicinity of the main groove of each land portion formed by each main groove is uniformized, and therefore the wear resistance can be improved.

Prior art literature

Patent literature

Patent document 1: japanese patent laid-open No. 2017-24657

Disclosure of Invention

Problems to be solved by the invention

As in the pneumatic tire disclosed in patent document 1, the pneumatic tire having a main groove having a wavy shape with an amplitude periodically has both wet steering stability such as drainage and dry steering stability such as abrasion resistance.

However, a pneumatic tire having both higher wet steering stability and dry steering stability has been demanded.

An object of the present disclosure is to provide a pneumatic tire that combines wet steering stability and dry steering stability.

Means for solving the problems

The present inventors found that the above-described problems can be achieved by:

scheme 1

A pneumatic tire which is assigned to a mounting direction with respect to a vehicle and which is provided with a plurality of circumferential main grooves on a tread surface of a tread portion,

in a plan view of the tyre, in a plane view,

the groove center line of the circumferential main groove is periodically displaced in the tire width direction as advancing in the tire circumferential direction, and,

a vehicle-mounted inner chamfer portion having a constant chamfer width is formed at an edge portion of the vehicle-mounted inner side of the circumferential main groove.

Scheme 2

According to the pneumatic tire of claim 1, the vehicle-mounted outer chamfer portion having a constant chamfer width is formed at the vehicle-mounted outer edge portion of at least the circumferential main groove disposed at the position closest to the vehicle-mounted inner side among the plurality of circumferential main grooves.

Scheme 3

In the pneumatic tire according to claim 2, a chamfer width of the vehicle-mounted inner chamfer portion is set to W _AI And the chamfer width of the vehicle-mounted outside chamfer part is set to W _AO In this case, the following expression (1) is satisfied.

W _AO ＜W _AI (1)

Scheme 4

The pneumatic tire according to any one of claims 1 to 3, wherein a total groove area of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane is S _SI And the total groove area of the circumferential main groove on the vehicle mounting outer side based on the tire equatorial plane is set as S _SO In this case, the following expression (2) is satisfied.

S _SO ＜S _SI (2)

Scheme 5

The pneumatic tire according to any one of claims 1 to 4, wherein an average groove width of the circumferential main grooves on the vehicle-mounted inner side is larger than an average groove width of the circumferential main grooves on the vehicle-mounted outer side with respect to the adjacent two circumferential main grooves.

Scheme 6

The pneumatic tire according to any one of claims 1 to 5, wherein in all combinations of two adjacent circumferential main grooves, an average groove width of the circumferential main groove on the vehicle-mounted inner side is larger than an average groove width of the circumferential main groove on the vehicle-mounted outer side.

Scheme 7

The pneumatic tire according to any one of aspects 1 to 6,

in the radial cross-sectional view of the tire,

the maximum value of the tire radial length from the tire surface profile without the circumferential main groove to the groove bottom of the circumferential main groove is set as d _G And a maximum value of a tire radial length of the tire surface profile to a tire radial innermost position of the vehicle-mounted inside chamfer portion is set to d _CI In this case, the following expression (3) is satisfied.

0.05＜d _CI /d _G ＜0.40 (3)

Scheme 8

The pneumatic tire according to any one of aspects 1 to 7,

in the radial cross-sectional view of the tire,

regarding at least the circumferential main groove disposed at a position nearest to the vehicle mounting inner side among the plurality of circumferential main grooves,

an inclination angle of the vehicle-mounted inner side groove wall of the circumferential main groove with respect to the tire radial direction is set to be θ _GI And an inclination angle of the vehicle-mounted outer side groove wall of the circumferential main groove with respect to the tire radial direction is set to θ _GO In this case, the following expression (4) is satisfied.

θ _GI ＜θ _GO (4)

Scheme 9

The pneumatic tire according to any one of aspects 1 to 8,

the pneumatic tire further has a 1 st inclined groove, a 2 nd inclined groove, a 3 rd inclined groove, and a 4 th inclined groove,

the 1 st inclined groove extends from the circumferential main groove of the plurality of circumferential main grooves, which is located at the position closest to the vehicle mounting inner side, to each side of the vehicle mounting, the terminal portion in the vehicle mounting outer side direction ends in a land portion adjacent to the vehicle mounting outer side of the circumferential main groove of the plurality of circumferential main grooves, which is located at the position closest to the vehicle mounting inner side, and the terminal portion in the vehicle mounting inner side direction ends in a land portion adjacent to the vehicle mounting inner side of the circumferential main groove of the plurality of circumferential main grooves, which is located at the position closest to the vehicle mounting inner side,

The 2 nd inclined groove extends to the vehicle-mounted outside from the circumferential main groove disposed at the position closest to the vehicle-mounted outside among the plurality of circumferential main grooves, a terminal portion in the vehicle-mounted outside direction ends in a land portion adjacent to the vehicle-mounted outside of the circumferential main groove disposed at the position closest to the vehicle-mounted outside among the plurality of circumferential main grooves, and a terminal portion in the vehicle-mounted inside direction communicates with and ends with the circumferential main groove disposed at the position closest to the vehicle-mounted outside among the plurality of circumferential main grooves,

the 3 rd inclined groove is disposed such that both ends thereof terminate in land portions adjacent to the vehicle-mounting inner side of the circumferential main groove disposed at a position nearest to the vehicle-mounting inner side among the plurality of circumferential main grooves,

the 4 th inclined groove is disposed such that both ends thereof terminate in land portions adjacent to the vehicle-mounted outside of the circumferential main groove disposed at a position closest to the vehicle-mounted outside among the plurality of circumferential main grooves.

Scheme 10

The pneumatic tire according to claim 9, further having a 5 th inclined groove, the 5 th inclined groove being disposed such that both ends thereof terminate in land portions adjacent to a vehicle-mounted outside of the circumferential main groove disposed at a position most outside of the vehicle mounting among the plurality of circumferential main grooves, and a groove length of the 5 th inclined groove being shorter than a groove length of the 4 th inclined groove.

Scheme 11

The pneumatic tire according to claim 10, wherein the 3 rd inclined groove and the 4 th inclined groove extend across the ground contact end in the tire width direction, and the 5 th inclined groove terminates at a position on the tire equatorial plane side from the ground contact end.

Scheme 12

The pneumatic tire according to claim 10 or 11, wherein the orientation of the acute angle formed by each of the 2 nd inclined groove, the 3 rd inclined groove, and the 4 th inclined groove with respect to the tire width direction is equal to the orientation of the acute angle formed by the 1 st inclined groove with respect to the tire width direction, and the orientation of the acute angle formed by the 5 th inclined groove with respect to the tire width direction is different from the orientation of the acute angle formed by the 1 st inclined groove with respect to the tire width direction.

Scheme 13

The pneumatic tire according to any one of claims 9 to 11, wherein the direction of the acute angle formed by each of the 2 nd inclined groove and the 4 th inclined groove with respect to the tire width direction is equal to the direction of the acute angle formed by each of the 1 st inclined groove with respect to the tire width direction, and the direction of the acute angle formed by each of the 3 rd inclined groove with respect to the tire width direction is different from the direction of the acute angle formed by each of the 1 st inclined groove with respect to the tire width direction.

Scheme 14

The pneumatic tire according to any one of aspects 9 to 13,

In the circumferential direction of the tire,

the vehicle-mounted outside terminal portion of the 3 rd inclined groove terminates between the vehicle-mounted inside end portions of the two 1 st inclined grooves adjacent to each other, and/or

The terminal portion on the vehicle-mounting-side of the 4 th inclined groove terminates between the vehicle-mounting-side end portions of the two 2 nd inclined grooves adjacent to each other.

Scheme 15

The pneumatic tire according to any one of aspects 9 to 14,

the 1 st inclined groove extends to each side of the vehicle mounting so as to communicate with a portion protruding toward the vehicle mounting inside and a portion recessed toward the vehicle mounting outside in the circumferential main groove disposed at a position closest to the vehicle mounting inside among the plurality of circumferential main grooves.

Scheme 16

The pneumatic tire according to any one of aspects 9 to 15,

the terminal portion on the vehicle-mounted side of the 2 nd inclined groove communicates with a portion of the plurality of circumferential main grooves that protrudes toward the vehicle-mounted side, among the circumferential main grooves that are disposed at positions closest to the vehicle-mounted side.

Scheme 17

The pneumatic tire according to any one of aspects 9 to 16,

in the 1 st inclined groove, a length in the tire width direction of a portion extending from the circumferential main groove located at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves to the vehicle mounting outer side is L _IG1 And a length in the tire width direction of a land portion adjacent to the vehicle mounting outside of the circumferential main groove disposed at the position closest to the vehicle mounting inside among the plurality of circumferential main grooves is set to L _L In this case, the following expression (5) is satisfied.

0.20＜L _IG1 /L _L ＜0.60 (5)

Scheme 18

The pneumatic tire according to any one of aspects 9 to 17,

the terminal portion of the 2 nd inclined groove in the vehicle-mounting outer side direction terminates between two 4 th inclined grooves adjacent in the tire circumferential direction, and a length in the tire circumferential direction from one to the other of the two adjacent 4 th inclined grooves is set to L _G4G4 And a length in the tire circumferential direction from one of the two adjacent 4 th inclined grooves to a terminal end portion of the 2 nd inclined groove is set to L _G2G4 In this case, the following expression (6) is satisfied.

0.40＜L _G2G4 /L _G4G4 ＜0.60 (6)

Scheme 19

The pneumatic tire according to any one of aspects 9 to 18,

in the tire radial cross section, the maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove without the circumferential main groove and each inclined groove is d _G And the tire surface profile is set to the maximum value of the tire radial length of the groove bottoms of the 1 st inclined groove, the 2 nd inclined groove, the 3 rd inclined groove and the 4 th inclined groove respectively Is d _IG1 、d _IG2 、d _IG3 D _IG4 In this case, the following equations (7) to (10) are satisfied.

0.05＜d _IG1 /d _G ＜0.85 (7)

0.05＜d _IG2 /d _G ＜0.85 (8)

0.05＜d _IG3 /d _G ＜0.85 (9)

0.05＜d _IG4 /d _G ＜0.85 (10)

Scheme 20

The pneumatic tire according to any one of aspects 9 to 19,

in the tire meridian cross section, the maximum value of the tire radial length from the tire surface profile in the case where the circumferential main groove and each inclined groove are not present to the groove bottom of the circumferential main groove disposed at the position closest to the vehicle mounting side among the plurality of circumferential main grooves is set as d _G1 And a maximum value of a tire radial length from the tire surface profile to a groove bottom at a portion on the vehicle mounting outer side starting from the circumferential main groove disposed at a position on the vehicle mounting inner side most among the plurality of circumferential main grooves in the 1 st inclined groove is set to d _IG1’ The maximum value of the tire radial length from the tire surface profile to the groove bottom at the vehicle-mounted-side portion starting from the circumferential main groove of the plurality of circumferential main grooves, which is positioned at the most vehicle-mounted-side position, in the 1 st inclined groove is set to d _IG1” In this case, the following expression (11) is satisfied.

d _IG1’ ＜d _IG1” ＜d _G1 (11)

Scheme 21

The pneumatic tire according to any one of aspects 9 to 20,

a length in the tire width direction of a portion of the 1 st inclined groove extending outward from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves is L _IG1 And in the 1 st inclined grooveThe length in the tire width direction of a portion extending from the circumferential main groove located closest to the vehicle mounting inner side among the plurality of circumferential main grooves is L _IG2 In this case, the following expression (12) is satisfied.

L _IG1 ＜L _IG2 (12)

Scheme 22

A pneumatic tire which is assigned to a mounting direction with respect to a vehicle and which is provided with a plurality of circumferential main grooves, a 1 st inclined groove, and a 2 nd inclined groove on a tread surface of a tread portion,

in a plan view of the tyre, in a plane view,

the groove center line of the circumferential main groove is periodically shifted in the tire width direction as advancing in the tire circumferential direction,

the 1 st inclined groove extends from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves to each side of the vehicle mounting,

the 2 nd inclined groove extends to the vehicle mounting outside from the circumferential main groove disposed at a position closest to the vehicle mounting outside among the plurality of circumferential main grooves.

Scheme 23

According to the pneumatic tire of claim 22,

with regard to the 1 st inclined groove, the terminal portion in the vehicle-installation-outside direction ends in a land portion adjacent to the vehicle-installation-outside of the circumferential main groove disposed at the position closest to the vehicle installation inside among the plurality of circumferential main grooves, and the terminal portion in the vehicle-installation-inside direction ends in a land portion adjacent to the vehicle installation inside of the circumferential main groove disposed at the position closest to the vehicle installation inside among the plurality of circumferential main grooves.

Scheme 24

According to the pneumatic tire of claim 22 or 23,

with regard to the 2 nd inclined groove, a terminal portion in a vehicle-installation outside direction ends in a land portion adjacent to a vehicle-installation outside of the circumferential main groove disposed at a position closest to the vehicle-installation outside among the plurality of circumferential main grooves, and a terminal portion in a vehicle-installation inside direction communicates with and ends with the circumferential main groove disposed at a position closest to the vehicle-installation outside among the plurality of circumferential main grooves.

Scheme 25

The pneumatic tire according to any one of aspects 22 to 24,

a length in the tire width direction of a portion of the 1 st inclined groove extending outward from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves is L _IG1 And a length in the tire width direction of a portion of the 1 st inclined groove extending from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves to the vehicle mounting inner side is L _IG2 In this case, the following expression (13) is satisfied.

L _IG1 ＜L _IG2 (13)

Scheme 26

The pneumatic tire according to any one of aspects 22 to 25,

Scheme 27

The pneumatic tire according to any one of aspects 22 to 26,

a length in the tire width direction of a portion of the 1 st inclined groove extending outward from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves is L _IG1 And a length in the tire width direction of a land portion adjacent to the vehicle mounting outside of the circumferential main groove disposed at the position closest to the vehicle mounting inside among the plurality of circumferential main grooves is set to L _L In this case, the following expression (14) is satisfied.

0.20＜L _IG1 /L _L ＜0.60 (14)

Scheme 28

The pneumatic tire according to any one of aspects 22 to 27,

in the tire meridian cross section, the maximum value of the tire radial length from the tire surface profile without the circumferential main groove and each inclined groove to the groove bottom of the circumferential main groove disposed at the position nearest to the vehicle mounting inner side among the plurality of circumferential main grooves is set as d _G1 And a maximum value of a tire radial length from the tire surface profile to a groove bottom at a portion on the vehicle mounting outer side starting from the circumferential main groove disposed at a position on the vehicle mounting inner side most among the plurality of circumferential main grooves in the 1 st inclined groove is set to d _IG1’ The maximum value of the tire radial length from the tire surface profile to the groove bottom at the vehicle-mounted-side portion starting from the circumferential main groove of the plurality of circumferential main grooves, which is positioned at the most vehicle-mounted-side position, in the 1 st inclined groove is set to d _IG1” In this case, the following expression (15) is satisfied.

d _IG1’ ＜d _IG1” ＜d _G1 (15)

Scheme 29

The pneumatic tire according to any one of aspects 22 to 28,

Scheme 30

The pneumatic tire according to any one of aspects 22 to 29,

the pneumatic tire further has a 3 rd inclined groove and a 4 th inclined groove,

Scheme 31

According to the pneumatic tire of claim 30,

the pneumatic tire further has a 5 th inclined groove, the 5 th inclined groove is disposed such that both ends thereof terminate in land portions adjacent to a vehicle-mounted outside of the circumferential main groove disposed at a position most outside of a vehicle mounting among the plurality of circumferential main grooves, and a groove length of the 5 th inclined groove is shorter than a groove length of the 4 th inclined groove.

Scheme 32

According to the pneumatic tire of claim 31,

in the tire width direction, the 3 rd inclined groove and the 4 th inclined groove extend across the ground contact end, and the 5 th inclined groove ends at a position on the tire equatorial plane side from the ground contact end.

Scheme 33

According to the pneumatic tire of claim 31 or 32,

the orientation of the acute angle formed by each of the 2 nd inclined groove, the 3 rd inclined groove and the 4 th inclined groove with respect to the tire width direction is equal to the orientation of the acute angle formed by the 1 st inclined groove with respect to the tire width direction, and the orientation of the acute angle formed by the 5 th inclined groove with respect to the tire width direction is different from the orientation of the acute angle formed by the 1 st inclined groove with respect to the tire width direction.

Scheme 34

The pneumatic tire according to any one of aspects 30 to 32,

The direction of the acute angle formed by the 2 nd inclined groove and the 4 th inclined groove respectively with the tire width direction is equal to the direction of the acute angle formed by the 1 st inclined groove with the tire width direction, and the direction of the acute angle formed by the 3 rd inclined groove with the tire width direction is different from the direction of the acute angle formed by the 1 st inclined groove with the tire width direction.

Scheme 35

The pneumatic tire according to any one of claims 30 to 34,

in the circumferential direction of the tire,

Scheme 36

The pneumatic tire according to any one of aspects 30 to 35,

the terminal portion of the 2 nd inclined groove in the vehicle-mounting outer side direction terminates between two 4 th inclined grooves adjacent in the tire circumferential direction, and a length in the tire circumferential direction from one to the other of the two adjacent 4 th inclined grooves is set to L _G4G4 And a length in the tire circumferential direction from one of the two adjacent 4 th inclined grooves to a terminal end portion of the 2 nd inclined groove is set to L _G2G4 In this case, the following expression (16) is satisfied.

0.40＜L _G2G4 /L _G4G4 ＜0.60 (16)

Scheme 37

The pneumatic tire according to any one of claims 30 to 36,

in the tire radial cross section, the maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove without the circumferential main groove and each inclined groove is d _G And maximum values of tire radial lengths from the tire surface profile to the bottoms of the 1 st inclined groove, the 2 nd inclined groove, the 3 rd inclined groove, and the 4 th inclined groove are respectively set to d _IG1 、d _IG2 、d _IG3 D _IG4 In this case, the following equations (17) to (20) are satisfied.

0.05＜d _IG1 /d _G ＜0.85 (17)

0.05＜d _IG2 /d _G ＜0.85 (18)

0.05＜d _IG3 /d _G ＜0.85 (19)

0.05＜d _IG4 /d _G ＜0.85 (20)

Scheme 38

The pneumatic tire according to any one of aspects 22 to 37,

the total groove area of the circumferential main groove on the vehicle mounting inner side based on the tire equatorial plane is set as S _SI And the total groove area of the circumferential main groove on the vehicle mounting outer side based on the tire equatorial plane is set as S _SO In this case, the following expression (21) is satisfied.

S _SO ＜S _SI (21)

Scheme 39

The pneumatic tire of any one of claims 22 to 38,

with respect to any one of the adjacent two circumferential main grooves, the average groove width of the circumferential main groove on the vehicle-mounted inner side is larger than the average groove width of the circumferential main groove on the vehicle-mounted outer side.

Scheme 40

The pneumatic tire according to any one of aspects 22 to 39,

in all combinations of the adjacent two circumferential main grooves, an average groove width of the circumferential main groove on the vehicle-mounted inner side is larger than an average groove width of the circumferential main groove on the vehicle-mounted outer side.

Scheme 41

The pneumatic tire according to any one of aspects 22 to 40,

in the radial cross-sectional view of the tire,

an inclination angle of the vehicle-mounted inner side groove wall of the circumferential main groove with respect to the tire radial direction is set to be θ _GI And an inclination angle of the vehicle-mounted outer side groove wall of the circumferential main groove with respect to the tire radial direction is set to θ _GO When the following is satisfiedFormula (22) of (2).

θ _GI ＜θ _GO (22)

Effects of the invention

According to the present disclosure, a pneumatic tire that combines wet steering stability and dry steering stability can be provided.

Drawings

Fig. 1 is a plan view of a tread surface 100 of a tread portion in an example of a pneumatic tire of a basic embodiment of the present disclosure.

Fig. 2 is a plan view of a tread surface 200 of a tread portion in other examples of a pneumatic tire of the basic mode of the present disclosure.

Fig. 3 is an enlarged view of a portion shown by X in fig. 1.

FIG. 4 is A of the 1 st circumferential main groove 110 of FIG. 1 ₁₁ －A ₁₂ A cross-sectional view.

FIG. 5 is A of the 1 st circumferential main groove 210 of FIG. 2 ₂₁ －A ₂₂ A cross-sectional view.

FIG. 6 is a B of the 2 nd circumferential main groove 220 of FIG. 2 ₂₁ －B ₂₂ A cross-sectional view.

FIG. 7 is C of the 3 rd circumferential main groove 230 of FIG. 2 ₂₁ －C ₂₂ A cross-sectional view.

FIG. 8 is a D of the 4 th inclined slot 270 of FIG. 2 ₂₁ －D ₂₂ A cross-sectional view.

Detailed Description

Hereinafter, embodiments of the pneumatic tire according to the present invention will be described in detail with reference to the drawings. The embodiments and drawings do not limit the present invention. The constituent elements of the present embodiment include elements that can be replaced by a person skilled in the art and are easily replaced, or substantially the same elements. Moreover, the various modes included in this embodiment can be arbitrarily combined within the scope obvious to those skilled in the art.

In the present disclosure, "tire radial direction" refers to a direction orthogonal to the rotation axis of the tire.

In the present disclosure, "tire circumferential direction" refers to a circumferential direction about a rotation axis of a tire as a central axis. In the present disclosure, the "tire width direction" refers to a direction parallel to the rotation axis of the tire. Further, "tire equatorial plane" refers to a plane orthogonal to the rotation axis of the tire and passing through the center of the tire width of the tire.

In the present disclosure, the "vehicle-mounted inside" refers to a side closer to the vehicle with reference to a certain position on the pneumatic tire in a state where the pneumatic tire of the present disclosure is mounted on the vehicle. The "vehicle-mounted outside" refers to a side away from the vehicle with reference to a certain position on the pneumatic tire in a state where the pneumatic tire of the present disclosure is mounted on the vehicle.

In the following description, the normal Rim refers to "Design Rim" defined by JATMA, "Design Rim" defined by TRA, or "Measuring Rim" defined by ETRTO. The normal internal pressure is "highest air pressure" defined by JATMA, a maximum value of "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES (tire load limit at various cold inflation pressures)" defined by TRA, or "INFLATION PRESSURES (inflation pressure) defined by ETRTO. The predetermined LOAD is "maximum LOAD CAPACITY" defined by JATMA, a maximum value described by "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES (tire LOAD limit at various cold inflation pressures)" defined by TRA, or "LOAD CAPACITY" defined by ETRTO.

Basic mode 1

Fig. 1 is a plan view of a tread surface 100 of a tread portion in an example of a pneumatic tire of a basic embodiment of the present disclosure. In fig. 1, "W" represents the tire width direction, and "C" represents the tire circumferential direction. In addition, "W _I "means the inside of the vehicle installation," W _O "means the vehicle-mounted outside.

As shown in fig. 1, the pneumatic tire of the basic mode of the present disclosure is specified with respect to the mounting direction of the vehicle. The tread surface 100 of the tread portion includes a plurality of circumferential main grooves 110, 120. In fig. 1, the vehicle is mounted from the inside W _I The first circumferential main groove 110 and the second circumferential main groove 120 are provided in this order. Circumferential directionThe groove width of the main grooves 110, 120 may be constant.

In the tire plan view, the groove center lines of the circumferential main grooves 110, 120 are periodically shifted in the tire width direction W as advancing in the tire circumferential direction C.

Vehicle-mounted inside chamfer portions 111, 121 having a constant chamfer width are formed at the edges of the vehicle-mounted inside of these circumferential main grooves 110, 120.

Here, the constant groove width means that the ratio of the minimum value of the groove width to the maximum value of the groove width is 0.90 or more. The ratio of the minimum value of the groove width to the maximum value of the groove width may be 0.90 or more, 0.92 or more, 0.95 or more, or 0.99 or more. The ratio of the minimum value of the groove width to the maximum value of the groove width is 1.00 or less. Here, the "groove width" of the circumferential main groove refers to the length of the circumferential main groove in the tire width direction. The average groove width of the circumferential main groove is an average value of groove widths of the circumferential main groove of the entire circumferential direction of the pneumatic tire, and in short, for example, the circumferential main groove can be calculated as an arithmetic average of groove widths at arbitrary 100 points different in the circumferential direction.

The "groove center line" refers to a line connecting center points in the width direction of the groove in the tire circumferential direction. In addition, "the groove center line is periodically shifted in the tire width direction as it proceeds in the tire circumferential direction C" means that the groove center line is directed toward the vehicle-mounted inner side W as it proceeds in the tire circumferential direction C _I And a vehicle-mounted outside W _O Periodically shifted. The periodic displacement may be, for example, a shape in which irregularities are alternately repeated in the tire width direction W, and more specifically, a waveform or a zigzag shape having an amplitude in the tire width direction W. Here, the waveform may be, for example, a rectangular wave, a triangular wave, a sine wave, or the like, but is not limited thereto. Furthermore, the period of the periodic displacement of each circumferential main groove is preferably the same. In particular, when the periodic shift is a waveform, the wavelengths and/or amplitudes of the circumferential main grooves are preferably equal.

The constant chamfer width means that the ratio of the minimum value of the chamfer width to the maximum value of the chamfer width is 0.90 or more. The ratio of the minimum value of the chamfer width to the maximum value of the chamfer width may be 0.90 or more, 0.92 or more, 0.95 or more, or 0.99 or more. The ratio of the minimum value of the chamfer width to the maximum value of the chamfer width is 1.00 or less. Here, the "chamfer width" is the length of the chamfer portion in the tire width direction.

Fig. 1 is not intended to limit the gist of a pneumatic tire according to the basic aspect of the present disclosure. In particular, in fig. 1, the number of circumferential main grooves formed on the tread surface is 2, but in the basic aspect of the present disclosure, the number of circumferential main grooves is not limited to 2, but may be 3, 4, or more.

However, considering the length of the tread portion of the tire in the tire width direction, the number of circumferential main grooves is preferably 2 or more and 5 or less. The number of the circumferential main grooves may be 2 or more, 3 or more, or 4 or more, and may be 5 or less, 4 or less, or 3 or less.

Accordingly, as the pneumatic tire of the basic embodiment of the present disclosure, an example such as that shown in fig. 2 may be cited in addition to the example shown in fig. 1.

The pneumatic tire shown in fig. 2 is assigned to the mounting direction with respect to the vehicle. On the tread surface 200 of the tread portion, an inner side W is mounted from the vehicle _I The first circumferential main groove 210, the second circumferential main groove 220, and the third circumferential main groove 230 are provided in this order. Here, the respective groove widths of the 3 circumferential main grooves 210, 220, 230 may be constant. In addition, the groove center lines of these circumferential main grooves 210, 220, 230 are periodically shifted in the tire width direction W as they progress in the tire circumferential direction C. More specifically, the groove center line has a waveform having an amplitude in the tire width direction W. Further, vehicle-mounted inside chamfer portions 211, 221, 231 having a constant chamfer width are formed at the vehicle-mounted inside edge portions of these circumferential main grooves 210, 220, 230, respectively.

Although not limited by the principle, in the pneumatic tire of the basic embodiment of the present disclosure, the principle that both wet steering stability and dry steering stability can be achieved is as follows.

The pneumatic tire of the basic aspect of the present disclosure is provided with a plurality of circumferential main grooves on a tread surface of a tread portion. Also, in the tire plan view, the groove center lines of the plurality of circumferential main grooves are periodically shifted in the tire width direction as they progress in the tire circumferential direction.

The pneumatic tire according to the basic aspect of the present disclosure can increase the groove area with respect to a linear circumferential main groove having the same groove width by such a shape of the circumferential main groove, and thus can obtain higher drainage.

In addition, by the shape of such a circumferential main groove, the so-called edge portion of the land portion divided by the circumferential main groove includes not only the tire circumferential direction component but also the tire width direction component. Therefore, the land portion formed by the circumferential main groove division according to the present embodiment can exhibit excellent rigidity not only for forces from the tire width direction but also for forces from the tire circumferential direction, and can achieve excellent dry steering stability during the road running in which particularly severe load conditions are expected.

Further, in the pneumatic tire of the basic aspect of the present disclosure, a vehicle-mounting-inner chamfer portion having a constant chamfer width is formed at the vehicle-mounting-inner edge portion of the circumferential main groove. Therefore, by making the inclination angle of the side wall on the vehicle mounting side, which is prone to chipping of the blocks due to abrasion in particular, of the side walls of the circumferential main groove gentle with respect to the tire radial direction, the rigidity of the land portion including the side wall can be improved. Further, by providing the chamfer portion, the groove area can be further increased, and the drainage can be improved. Therefore, excellent wet steering stability can be achieved during the loop running in which particularly severe load conditions are expected.

In view of the above, the pneumatic tire according to the basic aspect of the present disclosure can achieve both wet steering stability and dry steering stability due to the improvement of the land rigidity and the improvement of the drainage property. As described above, the pneumatic tire according to the present embodiment is a tire suitable for road-around running in which particularly severe load conditions are expected.

Additional modes 1-1

As shown in fig. 1 and 2, in the pneumatic tire according to additional aspect 1-1 of the present disclosure, in basic aspect 1, vehicle-mounted outside chamfer portions 112, 212 having a constant chamfer width are formed in at least a circumferential main groove disposed at a position nearest to a vehicle-mounted inside, that is, a rim portion on a vehicle-mounted outside of 1 st circumferential main grooves 110, 210 in each of the drawings, among the plurality of circumferential main grooves.

In fig. 1, a vehicle-mounted outside chamfer 122 having a constant chamfer width is also formed at the vehicle-mounted outside edge of the 2 nd circumferential main groove 120.

In fig. 2, vehicle-mounted outside chamfer portions 212 and 222 having a constant chamfer width are formed in the vehicle-mounted outside edge portions of the 1 st and 2 nd circumferential main grooves 210 and 220, respectively, of the 3 circumferential main grooves 210, 220, and 230. In addition, no chamfer is formed at the edge portion of the 3 rd circumferential main groove 230 on the vehicle mounting outer side.

In general, drainage is preferentially improved on the vehicle-mounted inner side, and rigidity is preferentially improved on the vehicle-mounted outer side, so that dry steering stability and wet steering stability are efficiently improved. This is because the ground pressure tends to be relatively high on the vehicle-mounted outside and relatively low on the vehicle-mounted inside.

In the pneumatic tire according to additional aspect 1-1 of the present disclosure, in the circumferential main groove disposed at least at the position closest to the vehicle mounting inner side among the plurality of circumferential main grooves, a chamfer portion having a constant chamfer width is formed in the vehicle mounting outer side edge portion in addition to the vehicle mounting inner side edge portion of the circumferential main groove.

In this way, the pneumatic tire according to additional aspect 1-1 of the present disclosure can suppress a decrease in rigidity and can efficiently improve drainage when viewed as a tread surface as a whole, by providing the circumferential main groove, of the plurality of circumferential main grooves, in which the chamfer portions are formed on both sides of the vehicle mounting, as the circumferential main groove that is preferentially disposed at the position nearest to the vehicle mounting.

Therefore, the pneumatic tire of the additional aspect 1-1 of the present disclosure can further improve the wet handling stability.

Additional modes 1-2

Fig. 3 is an enlarged view of a portion shown by X in fig. 1.

As shown in fig. 3, in the pneumatic tire according to the additional aspect 1-2 of the present disclosure, in the additional aspect 1-1, the chamfer width of the vehicle-mounted inside chamfer portion 111 is set to W _AI And the chamfer width of the vehicle-mounted outside chamfer portion 112 is set to W _AO In this case, the following expression (1) is satisfied.

W _AO ＜W _AI (1)

At the time of vehicle steering or the like, a relatively large stress is applied to the land portion including the side wall on the vehicle mounting side with respect to the land portion including the side wall on the vehicle mounting side of the both side walls of the circumferential main groove. Therefore, it is preferable that the rigidity of the land portion on the vehicle mounting outer side among the land portions on both sides of the circumferential main groove is preferentially increased over the rigidity of the land portion on the vehicle mounting inner side. In the pneumatic tire of the additional aspect 1-2 of the present disclosure, the rigidity of the land portion on the vehicle-mounting outer side of the circumferential main groove is preferentially improved by making the chamfer width of the vehicle-mounting outer side chamfer portion smaller than the chamfer width of the vehicle-mounting inner side chamfer portion.

Therefore, the pneumatic tire of the additional aspect 1-2 of the present disclosure can achieve the effect of the additional aspect 1-1 and efficiently improve the land rigidity, and further can further improve the wet steering stability and the dry steering stability.

Further, it is preferable that the chamfer width W of the vehicle-mounted inside chamfer portion _AI Chamfer width W of the outer chamfer part mounted on the vehicle _AO Ratio W of (2) _AI /W _AO Greater than 1.3 and less than 3.0.W (W) _AI /W _AO May exceed 1.3, be 1.5 or more, 1.7 or more, or 1.9 or more, and may be less than 3.0, be 2.8 or less, 2.6 or less, or 2.4 or less.

Additional modes 1-3

The pneumatic tire of any one of the additional aspects 1 to 3 of the present disclosure is the pneumatic tire of any one of the basic aspect 1, the additional aspects 1 to 1, and the additional aspects 1 to 2, wherein the groove of the circumferential main groove is located on the vehicle mounting inner side with respect to the tire equatorial plane CLThe total area is S _SI And the total groove area of the circumferential main groove on the outer side of the vehicle mounting based on the tire equatorial plane is set as S _SO In this case, the following expression (2) is satisfied.

S _SO ＜S _SI (2)

Here, the total groove area refers to the sum of the groove areas at predetermined areas including the chamfer portions in a plan view of the tread surface of the pneumatic tire. Accordingly, the total groove area of the circumferential main grooves on the vehicle mounting inner side with respect to the tire equatorial plane CL is, for example, the sum of the areas of the circumferential main grooves disposed on the vehicle mounting inner side than the tire equatorial plane CL, and the chamfer portions formed in these circumferential main grooves.

In fig. 1, the 1 st circumferential main groove 110 and the 2 nd circumferential main groove 120 are arranged so as to be spaced apart from each other by the tire equatorial plane CL. Here, the groove width of the 1 st circumferential main groove 110 is larger than the groove width of the 2 nd circumferential main groove 120.

Accordingly, in fig. 1, the groove total area S of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane CL _SI Total groove area S of circumferential main grooves on the outer side of the vehicle mounting with respect to the tire equatorial plane _SO Large.

In fig. 2, the 1 st circumferential main groove 210 and the 3 rd circumferential main groove 230 are arranged with the tire equatorial plane CL therebetween. In addition, the 2 nd circumferential main groove 220 is disposed so as to overlap with the equatorial plane CL. Here, the total groove area S of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane CL _SI Is the sum of the groove area of the 1 st circumferential main groove 210 and the groove area of the portion of the 2 nd circumferential main groove 220 on the vehicle-mounted inner side than the tire equatorial plane CL. In addition, a groove total area S of the circumferential main groove on the vehicle mounting outer side based on the tire equatorial plane CL _SO Is the sum of the groove area of the 3 rd circumferential main groove 230 and the groove area of the portion of the 2 nd circumferential main groove 220 on the vehicle-mounted outer side than the tire equatorial plane CL. Here, the groove width of the 1 st circumferential main groove 210 is larger than the groove width of the 3 rd circumferential main groove 230. In addition, the 2 nd circumferential main groove 22 0 is arranged such that the groove area of the vehicle-mounted inner portion with respect to the tire equatorial plane CL is equal to the groove area of the vehicle-mounted outer portion with respect to the tire equatorial plane CL.

Accordingly, in fig. 2, the groove total area S of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane CL _SI Total groove area S of circumferential main grooves on the outer side of the vehicle mounting with respect to tire equatorial plane CL _SO Large.

As described above, the drainage is preferentially improved on the vehicle-mounted inside, and the rigidity is preferentially improved on the vehicle-mounted outside, so that the dry steering stability and the wet steering stability are efficiently improved.

In the pneumatic tires of additional modes 1 to 3 of the present disclosure, the groove total area S of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane CL is increased _SI While the drainage is efficiently improved, the total groove area S of the circumferential main groove on the outer side of the vehicle mounting with respect to the tire equatorial plane is reduced _SO And the rigidity of the land portion is improved efficiently.

Accordingly, the pneumatic tires of additional modes 1 to 3 of the present disclosure can further improve the wet steering stability and the dry steering stability.

Further, a groove total area S of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane CL _SI Total groove area S of circumferential main grooves on the outer side of the vehicle mounting with respect to the tire equatorial plane _SO Ratio S of (2) _SI /S _SO Preferably greater than 1.1 and less than 1.5.S is S _SI /S _SO May exceed 1.1, be 1.2 or more, 1.3 or more, or 1.4 or more, and may be less than 1.5, 1.4 or less, 1.3 or less, or 1.2 or less.

Additional modes 1-4

As shown in fig. 1 and 2, in the pneumatic tire according to any one of the basic embodiment 1 and the additional embodiments 1-1 to 1-3 of the present disclosure, the average groove width of the circumferential main groove on the vehicle-mounted inner side is larger than the average groove width of the circumferential main groove on the vehicle-mounted outer side with respect to any one of the two adjacent circumferential main grooves.

More specifically, in fig. 1, the groove width of the 1 st circumferential main groove 110 is larger than the groove width of the 2 nd circumferential main groove 120. In fig. 2, the groove widths of the 1 st to 3 rd circumferential main grooves 210, 220, and 230 are in the order of the 1 st circumferential main groove 210, the 2 nd circumferential main groove 220, and the 3 rd circumferential main groove 230.

In the pneumatic tires of additional modes 1 to 4 of the present disclosure, regarding the adjacent two circumferential main grooves, the average groove width of the circumferential main groove on the vehicle-mounting-inner side is increased to efficiently improve the drainage, while on the other hand, the average groove width of the circumferential main groove on the vehicle-mounting-direction-outer side is reduced to efficiently improve the rigidity of the land portion divided around it.

Accordingly, the pneumatic tires of additional modes 1 to 4 of the present disclosure can further improve the wet steering stability and the dry steering stability.

Additional modes 1-5

In the pneumatic tire according to any one of the additional aspects 1 to 5 of the present disclosure, in all combinations of the adjacent two circumferential main grooves, the average groove width of the circumferential main groove on the vehicle-mounted inner side is larger than the average groove width of the circumferential main groove on the vehicle-mounted outer side in the basic aspect 1 and the additional aspects 1 to 4.

That is, the pneumatic tires of additional embodiments 1 to 5 of the present disclosure are configured such that the average groove widths of the plurality of circumferential main grooves become smaller as going from the vehicle-mounted inner side toward the vehicle-mounted outer side.

In the pneumatic tires of additional aspects 1 to 5 of the present disclosure, the average groove width of the circumferential main groove disposed on the vehicle-mounted inner side is increased to efficiently improve the drainage, while the average groove width of the circumferential main groove on the vehicle-mounted outer side is reduced to efficiently improve the rigidity of the land portion divided around it.

Accordingly, the pneumatic tires of additional modes 1 to 5 of the present disclosure can further improve the wet steering stability and the dry steering stability.

Additional modes 1 to 6

FIG. 4 is A of the 1 st circumferential main groove of FIG. 1 ₁₁ －A ₁₂ A cross-sectional view. In fig. 4, "W" represents the tire width direction, and "R" represents the tire radial direction. In addition, "W" in the tire width direction _I "means the inside of the vehicle installation," W _O "means the vehicle-mounted outside.

As shown in fig. 4, in the pneumatic tire of any one of the additional modes 1 to 6 of the present disclosure, in the tire meridian cross-sectional view, the maximum value of the length from the tire surface profile P (a line in which line segments, which are indicated by broken lines in fig. 4 and are obtained by extending the surface profiles of land portions on both sides of the 1 st circumferential main groove 110, are smoothly connected to each other) to the tire radial direction R of the groove bottom of the 1 st circumferential main groove 110 in the case where the 1 st circumferential main groove 110 is absent is set as d _G And the maximum value of the length of the tire radial direction R from the tire surface profile P to the tire radial direction innermost position of the vehicle-mounted inside chamfer portion 111 is set to d _CI In this case, the following expression (3) is satisfied.

0.05＜d _CI /d _G ＜0.40 (3)

In the pneumatic tires of additional modes 1 to 6 of the present disclosure, d _CI /d _G Less than 0.30. Therefore, the land portion located at the vehicle-mounted inner side of the circumferential main groove can further secure the volume, and therefore, with respect to the land portion, more excellent rigidity can be achieved. On the other hand, d _CI /d _G Greater than 0.05. Therefore, the chamfer is not excessively reduced, and the drainage is reliably improved.

Accordingly, the pneumatic tires of additional modes 1 to 6 of the present disclosure can further improve the wet steering stability and the dry steering stability.

In addition, d _CI /d _G Can be more than 0.05, more than 0.08, more than 0.10, more than 0.15, more than 0.20, more than 0.25, more than 0.28, or more than 0.30, and can be less than 0.40,Is 0.35 or less, 0.30 or less, 0.27 or less, 0.26 or less, 0.25 or less, 0.23 or less, 0.20 or less, or 0.18 or less. d, d _CI /d _G Particularly preferably more than 0.05 and less than 0.25.

In addition, although not shown, in an example of the pneumatic tire according to the basic embodiment of the present disclosure shown in fig. 1, the formula (3) is satisfied also with respect to the 2 nd circumferential main groove.

Additional modes 7 ]

As shown in fig. 5, in the pneumatic tire according to any one of the basic mode 1 and the additional modes 1 to 6 of the present disclosure, in the tire meridian cross-sectional view, an inclination angle of the vehicle-mounted inner side groove wall 210a of the 1 st circumferential main groove 210 with respect to the tire radial direction R is set to θ with respect to at least a circumferential main groove (1 st circumferential main groove 210 in fig. 5) disposed at a position most inside the vehicle mounting among the plurality of circumferential main grooves _GI And the inclination angle of the vehicle-mounted outside groove wall 210b of the circumferential main groove 210 with respect to the tire radial direction is set to θ _GO In this case, the following expression (4) is satisfied.

θ _GI ＜θ _GO (4)

In the pneumatic tires of additional modes 1 to 7 of the present disclosure, the vehicle-mounted inner side groove wall 210a of the 1 st circumferential main groove 210 is inclined at an angle θ with respect to the tire radial direction _GI An inclination angle θ of the vehicle-mounted outside groove wall 210b with respect to the tire radial direction smaller than the 1 st circumferential direction main groove 210 _GO 。

Here, when the contour lines from the land portion surfaces located on both sides of the 1 st circumferential main groove 210 to the groove bottom are compared on both sides of the groove 210 where the vehicle is mounted, the vehicle is mounted inside W _I The change in angle when moving from the surface profile of the chamfer 211 to the profile of the groove is relatively small, and is on the vehicle-mounted outside W _O The angular change when moving from the surface profile of the chamfer 212 to the profile of the groove is relatively large. That is, when it is assumed that the same tire width direction opposite direction and the same degree of stress is applied to Liu Bushi located on both sides of the groove 210,it can be said that the land portions located on the vehicle-mounted outer side with respect to the groove 210 are more difficult to wear from the shape of both land portions, and have higher rigidity. That is, this configuration corresponds to the above-described knowledge that the rigidity is preferably improved on the vehicle-mounted outer side.

In addition, when the groove center line of the 1 st circumferential main groove 210 is taken as a reference, the groove volume on the vehicle installation inner side is larger than the groove volume on the vehicle installation outer side. This configuration also corresponds to the above-described knowledge that it is preferable to improve drainage on the vehicle-mounted inner side.

Accordingly, the pneumatic tires of additional modes 1 to 7 of the present disclosure can further improve the wet steering stability and the dry steering stability.

FIG. 6 is a B of the 2 nd circumferential main groove 220 of FIG. 2 ₂₁ －B ₂₂ A cross-sectional view. In addition, FIG. 7 is C of the 3 rd circumferential main groove 230 in FIG. 2 ₂₁ －C ₂₂ A cross-sectional view. In addition, FIG. 8 is a D of the 4 th inclined groove 270 of FIG. 2 ₂₁ －D ₂₂ A cross-sectional view.

As shown in fig. 6 and 7, in other examples of the pneumatic tires according to additional aspects 1 to 7 of the present disclosure, θ can be satisfied even in the 2 nd and 3 rd main circumferential grooves 220 and 230 _GI ＜θ _GO . On the other hand, as shown in FIG. 8, regarding the 4 th inclined groove 270, the inclination angle θ of the groove wall ₁ 、θ ₂ May be the same.

As shown in fig. 5 to 7, θ _GI θ _GO It is preferable to sequentially increase the number of the 1 st circumferential main groove 210, the 2 nd circumferential main groove 220, and the 3 rd circumferential main groove 230, respectively. This is because the inner side is particularly required to have improved drainage properties as compared with the outer side of the tire mounted on the vehicle.

Inclination angle θ of the vehicle-mounted outer side groove wall of the circumferential main groove with respect to the tire radial direction _GO Inclination angle θ of vehicle-mounted inner side groove wall with respect to tire radial direction with respect to circumferential main groove _GI Ratio theta of (2) _GO /θ _GI Preferably greater than 2.0 and less than 5.0.

θ _GO /θ _GI May exceed 2.0, be 2.5 or more, 3.0 or more, or 3.5 or more, and may be less than 5.0, 4.5 or less, 4.0 or less3.5 or less.

θ _GI May exceed 0 ° and be 30 ° or less. θ _GI It may be more than 0 °, 1 ° or more, 5 ° or more, 10 ° or more, or 15 ° or more, and may be 30 ° or less, 25 ° or less, 20 ° or less, 15 ° or less, or 10 ° or less.

Additional modes 1 to 8

As shown in fig. 1 and 2, the pneumatic tire of the present disclosure of additional embodiments 1 to 8 has, in any one of basic embodiment 1 and additional embodiments 1 to 7, a 1 st inclined groove 130 (reference numeral 230 in fig. 2), a 2 nd inclined groove 140 (reference numeral 240 in fig. 2), a 3 rd inclined groove 150 (reference numeral 250 in fig. 2), a 4 th inclined groove 160 (reference numeral 260 in fig. 2), and a 5 th inclined groove 170 (reference numeral 270 in fig. 2).

As representatively illustrated in fig. 1, the 1 st inclined groove 130 extends from the 1 st circumferential main groove 110, which is a circumferential main groove disposed at a position closest to the vehicle mounting inner side, among the plurality of circumferential main grooves, to each side of the vehicle mounting, and extends in the vehicle mounting outer side direction W _O The terminal end portion of (2) terminates in a land portion adjacent to the vehicle-mounting outside of the 1 st circumferential main groove 110, and the vehicle-mounting inside direction W _I The terminal end portion of (c) terminates in a land portion adjacent to the vehicle-mounting inner side of the 1 st circumferential main groove 110.

The 2 nd inclined groove 140 extends outward from the vehicle-mounted side from the 2 nd circumferential main groove 120, which is arranged at the position closest to the vehicle-mounted side, among the plurality of circumferential main grooves, in the vehicle-mounted side direction W _O The terminal end portion of (2) terminates in a land portion adjacent to the vehicle-mounting outside of the 2 nd circumferential main groove 120, and the vehicle-mounting inside direction W _I Is in communication with and terminates in the 2 nd circumferential main groove 120.

The 3 rd inclined groove 150 is disposed such that both ends thereof terminate in land portions adjacent to the vehicle-mounting inner side of the 1 st circumferential main groove 110.

The 4 th inclined groove 160 is disposed such that both ends thereof terminate in land portions adjacent to the vehicle-mounted outer side of the 2 nd circumferential main groove 120.

As described above, the pneumatic tires of the present disclosure according to additional embodiments 1 to 8 have 2 inclined grooves on the vehicle-mounted inner side and the vehicle-mounted outer side, respectively, and thus have high water drainage properties. In particular, since the 1 st inclined groove and the 2 nd inclined groove are connected to the circumferential main groove, it is easy to drain the water flowing into the circumferential main groove to the inside and outside of the vehicle installation, respectively. The vehicle-mounted inner side and outer side discharged through the 1 st inclined groove and the 2 nd inclined groove further flow into the 3 rd inclined groove and the 4 th inclined groove, respectively, and are easily discharged to the outer side of the tire along these inclined grooves. Therefore, the pneumatic tire of the present disclosure of additional aspect 8 has higher drainage property.

Additional modes 1 to 9

As shown in fig. 1, the pneumatic tire of the present disclosure of additional embodiments 1 to 9 has, in additional embodiments 1 to 8, a 5 th inclined groove 170, the 5 th inclined groove 170 being disposed such that both ends thereof terminate in land portions adjacent to the vehicle mounting outer side of a 2 nd circumferential main groove 120 disposed at a position closest to the vehicle mounting outer side among a plurality of circumferential main grooves (2 in fig. 1), and the length of the 5 th inclined groove 170 being shorter than the length of the 4 th inclined groove 160.

In this way, the pneumatic tires of the present disclosure according to additional embodiments 1 to 9 further improve the drainage performance with respect to additional embodiment 8 by having the 5 th inclined groove 170 described above. Further, since the length of the 5 th inclined groove 170 is shorter than the length of the 4 th inclined groove 160, the drop in the block rigidity of the land portion due to the arrangement of the 5 th inclined groove 170 is small.

Therefore, the pneumatic tires of the present disclosure of additional modes 1 to 9 suppress a decrease in block rigidity and have higher drainage properties than those of additional modes 1 to 8.

Additional modes 1 to 10

As shown in fig. 1, in the pneumatic tires of the present disclosure of additional embodiments 1 to 10, in additional embodiments 1 to 9, the 3 rd inclined groove 150 and the 4 th inclined groove 160 respectively span the ground contact end E in the tire width direction W _I E and E _O Extends to ground and the 5 th inclined groove 170 is at a position lower than the ground E _O Terminating at a position on the tire equatorial plane CL side.

In the pneumatic tires of the present disclosure of additional modes 1 to 10, the 3 rd inclined groove 150 and the 4 th inclined groove 160 respectively span the ground contact end E _I E and E _O Extending in the ground, thereby making it easier to drain water from the inner side direction to the outer side direction of the tire. Therefore, the pneumatic tire of the present disclosure according to the additional aspect 9 has higher drainage performance. In addition, since the 5 th inclined groove 170 is at the specific ground E _O Since the tire ends at the tire equatorial plane CL side, the drop in the block rigidity of the land portion due to the arrangement of the 5 th inclined groove 170 can be further suppressed.

Accordingly, the pneumatic tires of the present disclosure of additional modes 1 to 10 suppress a decrease in block rigidity and have higher drainage properties relative to additional modes 1 to 9.

Additional modes 1 to 11

As shown in fig. 1, in the pneumatic tire of the present disclosure of the additional embodiments 1 to 11, in the additional embodiments 1 to 9 or 1 to 10, the orientation of the acute angle formed by each of the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 with respect to the tire width direction W is equal to the orientation of the acute angle formed by the 1 st inclined groove 130 with respect to the tire width direction W. The direction of the acute angle formed by the 5 th inclined groove 170 and the tire width direction W is different from the direction of the acute angle formed by the 1 st inclined groove 130 and the tire width direction W.

In the pneumatic tires of the present disclosure of additional modes 1 to 11, the orientation of the acute angle formed by the 5 th inclined groove 170 and the tire width direction W is different from the orientation of the acute angle formed by each of the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 and the tire width direction W, and therefore, in one rotational direction of the pneumatic tire, the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 can be utilized to particularly improve the water discharge property, and in the other rotational direction of the pneumatic tire, some of the water discharge property can be improved by utilizing the 5 th inclined groove having a small length.

In general, when a vehicle is traveling forward, a particularly high drainage property is required for a pneumatic tire because the traveling speed of the vehicle is high. On the other hand, when the vehicle is backing up, the running speed of the vehicle is generally not high, and therefore the drainage property required for the pneumatic tire is smaller than when the vehicle is advancing.

The pneumatic tires of the present disclosure of additional embodiments 1 to 11 also depend on the mounting orientation of the tire with respect to the traveling direction of the vehicle, but the drainage is improved by the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160, for example, when the vehicle is advancing, and the drainage can also be improved by the 5 th inclined groove 170 when the rotation direction of the tire becomes opposite, that is, when the vehicle is backing, for example. Further, since the length of the 5 th inclined groove 170 is shorter than the length of the 4 th inclined groove 160, the drainage is smaller than the 4 th inclined groove 160, but the degree of decrease in the block rigidity of the land portion due to the installation of the 5 th inclined groove 170 is small. Therefore, both the drainage and the block rigidity at the time of forward and backward movement of the vehicle can be achieved.

Additional modes 1-12

As shown in fig. 2, in the pneumatic tire of the present disclosure according to any one of additional embodiments 1 to 12, in any one of additional embodiments 1 to 8 to 1 to 10, the orientation of the acute angle formed by each of the 2 nd inclined groove 140 and the 4 th inclined groove 160 with respect to the tire width direction W is equal to the orientation of the acute angle formed by each of the 1 st inclined groove 130 with respect to the tire width direction W, and the orientation of the acute angle formed by each of the 3 rd inclined groove 150 with respect to the tire width direction W is different from the orientation of the acute angle formed by each of the 1 st inclined groove 130 with respect to the tire width direction W.

The pneumatic tires of the present disclosure of additional modes 1 to 12 also depend on the mounting orientation of the tire with respect to the traveling direction of the vehicle, but the drainage is improved by the 1 st inclined groove 130, the 2 nd inclined groove 140, and the 4 th inclined groove 160, for example, when the vehicle is advancing, and the drainage is improved by the 3 rd inclined groove 150, for example, when the rotation direction of the tire becomes opposite, that is, when the vehicle is backing, for example. Since the 3 rd inclined groove 150 is disposed on the vehicle-mounted inner side, particularly, drainage of the vehicle-mounted inner side during the reverse operation can be improved.

When the tire is mounted on the vehicle and the equatorial direction of the tire is inclined from the direction perpendicular to the ground toward the vehicle inside, the ground contact area of the tire is slightly larger on the vehicle-mounted inside than on the vehicle-direction outside. Therefore, in such a case, by applying the pneumatic tire of the present disclosure of the additional aspect 12, the wet steering stability at the time of, for example, the backward movement can be particularly improved.

Additional modes 1-13

As shown in fig. 1, the pneumatic tire of the present disclosure of additional modes 1 to 13 is any one of additional modes 1 to 8 to 1 to 12, in the tire circumferential direction, the terminal portion on the vehicle-mounting outside of the 3 rd inclined groove 150 terminates between the vehicle-mounting inside ends of the two 1 st inclined grooves 130 adjacent to each other, and/or the terminal portion on the vehicle-mounting inside of the 4 th inclined groove 160 terminates between the vehicle-mounting outside ends of the two 2 nd inclined grooves 140 adjacent to each other.

The pneumatic tires of the present disclosure according to additional embodiments 1 to 13 are configured as described above, and thus the pneumatic tires flowing from the 1 st circumferential main groove 110 and the 2 nd circumferential main groove 120 into the 1 st inclined groove 130 and the 2 nd inclined groove 120 are efficiently collected by the 3 rd inclined groove 150 and the 4 th inclined groove 160, respectively, and are easily discharged to the outside of the tire. From such a viewpoint, in the tire width direction W, it is more preferable that the vehicle-mounted outside terminal portion of the 3 rd inclined groove 150 ends between the vehicle-mounted inside terminal portions of the two 1 st inclined grooves 130 adjacent to each other. Likewise, in the tire width direction W, it is more preferable that the terminal end portion on the vehicle mounting inner side of the 4 th inclined groove 160 ends between the terminal end portions on the vehicle mounting outer sides of the two 2 nd inclined grooves 140 adjacent to each other.

Additional modes 1 to 14

As shown in fig. 1, in the pneumatic tire of the present disclosure according to any one of the additional modes 1 to 14, the 1 st inclined groove 130 extends toward each side of the vehicle mounting so as to connect a portion protruding toward the vehicle mounting inside and a portion recessed toward the vehicle mounting outside in the 1 st circumferential main groove 110 disposed at a position closest to the vehicle mounting inside among the plurality of circumferential main grooves.

In the pneumatic tires of the present disclosure of additional modes 1 to 14, the 1 st inclined groove 130 extends from a portion of the 1 st circumferential main groove 110 that protrudes toward the vehicle-mounted inner side. Therefore, the length of the portion of the 1 st inclined groove 130 on the vehicle-mounted inner side than the 1 st circumferential main groove 110 can be made shorter than that of the portion extending from the portion recessed toward the vehicle-mounted inner side. Thus, the drainage of the 1 st inclined groove 130 can be improved at the portion on the vehicle-mounted inner side than the 1 st circumferential main groove 120, and the drop in the block rigidity of the land portion at the portion on the vehicle-mounted inner side than the 1 st circumferential main groove 120 can be suppressed. On the other hand, since the 1 st inclined groove 130 extends from the portion of the 1 st circumferential main groove 120 recessed toward the vehicle mounting outside, the portion of the 1 st inclined groove 120 on the vehicle mounting outside than the 1 st circumferential main groove 110 can be made larger in length and the terminal end portion can be made farther from the tire equatorial plane CL than the case of extending from the portion recessed toward the vehicle mounting outside. This can suppress a decrease in the block rigidity of the land portion in the vicinity of the tire equatorial plane CL and improve the drainage. Further, the portion protruding toward the vehicle-mounted inside need not be a convex apex, but a convex apex is particularly preferred. Likewise, the portion recessed toward the vehicle-mounting inner side need not be a concave bottom point, but is particularly preferably a concave bottom point.

Additional modes 1 to 15

As shown in fig. 1, in the pneumatic tire of the present disclosure according to any one of the additional modes 1 to 15, the terminal portion on the vehicle mounting inner side of the 2 nd inclined groove 140 communicates with a portion protruding toward the vehicle mounting outer side in the 2 nd circumferential main groove 120 arranged at the position closest to the vehicle mounting outer side among the plurality of circumferential main grooves, in any one of the additional modes 1 to 8 to 1 to 14.

The pneumatic tires of the present disclosure according to additional embodiments 1 to 15 are configured as described above, so that the length of the groove of the portion of the 2 nd inclined groove 140 on the vehicle-mounted outer side than the 2 nd circumferential main groove 140 is shorter than that of the portion extending from the portion recessed toward the vehicle-mounted inner side. Further, by extending the 2 nd inclined groove 140 from a portion of the 2 nd circumferential main groove 140 that protrudes to the vehicle mounting outside, the water flowing in the 2 nd circumferential main groove 120 easily flows into the 2 nd inclined groove 140. Thus, the drainage of the 2 nd inclined groove 140 can be improved at the portion outside the 2 nd circumferential main groove 120 where the vehicle is mounted, and the drop in the block rigidity of the land portion at the portion outside the 2 nd circumferential main groove 120 where the vehicle is mounted can be suppressed. Further, the portion protruding to the vehicle-mounted outside need not be a convex apex, but a convex apex is particularly preferable.

Additional modes 1 to 16

As shown in fig. 1, in the pneumatic tire of the present disclosure according to any one of the additional modes 1 to 16, in any one of the additional modes 1 to 8 to 1 to 15, a length in the tire width direction W of a portion of the 1 st inclined groove 130 extending outward from the 1 st circumferential main groove 110 disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves is L _IG1 And the length in the tire width direction W of the land portion adjacent to the vehicle-mounted outside of the 1 st circumferential main groove 110, which is arranged at the position closest to the vehicle-mounted inside, of the plurality of circumferential main grooves is set to L _L When the following formula (5) is satisfied:

0.20＜L _IG1 /L _L ＜0.60 (5)。

when L _IG1 /L _L If the water drainage is greater than 0.20, the water drainage can be particularly improved at the land portion adjacent to the vehicle-mounted outer side of the 1 st circumferential main groove 110, that is, the land portion in the vicinity of the tire equatorial plane CL. On the other hand, when L _IG1 /L _L When the amount is less than 0.60, the drop in block rigidity of the land portion in the vicinity of the tire equatorial plane CL can be suppressed. That is, the pneumatic tire of the present disclosure according to additional aspect 16 can satisfy the above formula (5) to achieve both of the drainage property and the block rigidity particularly in the vicinity of the tire equatorial plane CL.

Here, L _IG1 /L _L May be more than 0.20, 0.25 or more or 0.30 or more, and may be less than 0.60, 0.55 or less, 0.50 or less, 0.45 or less, 0.40 or less, 0.35 or less, or 0.30 or less.

Additional modes 1 to 17

As shown in fig. 1, the pneumatic tire of the present disclosure of additional modes 1 to 17 is in any one of additional modes 1 to 8 to 1 to 16, the vehicle-mounting outside direction W of the 2 nd inclined groove 140 _O The terminal end portion of (2) terminates between two 4 th inclined grooves 160 adjacent in the tire circumferential direction. Here, it is preferable that the length in the tire circumferential direction of one to the other of the adjacent two 4 th inclined grooves 160 is L _G4G4 And the length in the tire circumferential direction from one of the two adjacent 4 th inclined grooves 160 to the terminal end portion of the 2 nd inclined groove 140 is L _G2G4 When the following formula (6) is satisfied:

0.40＜L _G2G4 /L _G4G4 ＜0.60 (6)。

in the case where the above formula (6) is satisfied, the vehicle-mounting outside direction W of the 2 nd inclined groove 140 _O The terminal end portions of (2) terminate near the center of the two 4 th inclined grooves 160 adjacent in the tire circumferential direction. This allows water to be more efficiently transferred between the 2 nd inclined groove 140 and the 4 th inclined groove 160.

Here, L _G2G4 /L _G4G4 May be more than 0.40, 0.43 or more than 0.45, or less than 0.60, 0.58 or less than 0.55.

Additional modes 1-18

In the pneumatic tire of the present disclosure according to any one of the additional modes 1 to 18, in any one of the additional modes 1 to 8 to 1 to 17, in the tire meridian cross-sectional view, a maximum value of the tire radial length from the tire surface profile to the groove bottoms of the 1 st and 2 nd circumferential main grooves 110 and 120 in the case where the circumferential main grooves and the inclined grooves are not provided is set as d _G And the maximum value of the tire radial length from the tire surface profile to the groove bottoms of the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 is set as d, respectively _IG1 、d _IG2 、d _IG3 D _IG4 When the following formulas (7) to (10) are satisfied:

0.05＜d _IG1 /d _G ＜0.85 (7)

0.05＜d _IG2 /d _G ＜0.85 (8)

0.05＜d _IG3 /d _G ＜0.85 (9)

0.05＜d _IG4 /d _G ＜0.85 (10)。

in the pneumatic tires of the present disclosure of additional modes 1 to 18, the tire surface profile is set to the maximum value (d) of the tire radial length of the groove bottoms of the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 _IG1 、d _IG2 、d _IG3 D _IG4 ) A maximum value d of the tire radial length from the tire surface profile to the groove bottoms of the 1 st and 2 nd circumferential main grooves 110 and 120 _G Is small. Thus, it is possible toThe drop in block rigidity of the tire caused by each inclined groove 130, 140, 150, and 160 is suppressed, and the drainage is improved. Here, when 0.05 < d _IG1 (or d) _IG2 、d _IG3 、d _IG4 )/d _G In this case, the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 have sufficiently large depths, and thus, particularly, the drainage property is improved. On the other hand, when d _IG1 (or d) _IG2 、d _IG3 、d _IG4 )/d _G When the depth of the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 is less than 0.85, the reduction in the block rigidity can be suppressed.

Here, d _IG1 (or d) _IG2 、d _IG3 、d _IG4 )/d _G May exceed 0.05, be 0.1 or more, 0.2 or more, or 0.3 or more, and may be less than 0.85, be 0.80 or less, 0.70 or less, or 0.60 or less.

Additional modes 1 to 19

In the pneumatic tire of the present disclosure according to any one of the additional modes 1 to 19, in any one of the additional modes 1 to 8 to 1 to 18, in the tire meridian cross-sectional view, a maximum value of the tire radial length from the tire surface profile without the circumferential main groove and each inclined groove to the groove bottom of the 1 st circumferential main groove 110, which is arranged at the position most inward of the vehicle mounting, among the plurality of circumferential main grooves is set as d _G1 And the tire surface is contoured to a vehicle-mounted outside direction W from the 1 st circumferential main groove 110, of the 1 st inclined grooves 130, which is disposed at a position closest to the vehicle-mounted inside, among the plurality of circumferential main grooves _O The maximum value of the tire radial length of the groove bottom at the part of (2) is d _IG1’ The tire surface contour is set to the vehicle-mounted inside direction W from the 1 st circumferential main groove 110, which is disposed at the position closest to the vehicle-mounted inside, among the plurality of circumferential main grooves, among the 1 st inclined grooves 130 _I The maximum value of the tire radial length of the groove bottom at the part of (2) is d _IG1” When the following formula (11) is satisfied:

d _IG1’ ＜d _IG1” ＜d _G1 (11)。

additional modes 1 to 19The disclosed pneumatic tire is formed by setting d _IG1’ ＜d _IG1” The drainage of the 1 st inclined groove 130 can be improved, and the inclined groove can be made shallower in the land portion in the vicinity of the tire equatorial plane CL, whereby the drop in the block rigidity of the land portion in the vicinity of the tire equatorial plane CL can be suppressed in particular.

Additional modes 1-20

As shown in fig. 1 (and fig. 2), in the pneumatic tire of the present disclosure of the additional embodiments 1 to 20, in any one of the additional embodiments 1 to 8 to 1 to 19, a length in the tire width direction of a portion extending to the vehicle mounting outside from the circumferential main groove 110 (210 in fig. 2) located closest to the vehicle mounting inside among the plurality of circumferential main grooves in the 1 st inclined groove 130 (240 in fig. 2) is set to L _IG1 And the length in the tire width direction of the portion extending to the vehicle mounting inner side from the circumferential main groove 110 (210 in fig. 2) disposed at the position nearest to the vehicle mounting inner side among the plurality of circumferential main grooves in the 1 st inclined groove 130 (240 in fig. 2) is set to L _IG2 In this case, the following expression (12) is satisfied.

L _IG1 ＜L _IG2 (12)

Referring to fig. 1, in the pneumatic tire of the present disclosure of additional modes 1 to 20, the 1 st inclined groove 130 satisfies L _IG1 ＜L _IG2 Therefore, the drainage property from the circumferential main groove 110 to both sides in the tire width direction of the circumferential main groove via the 1 st inclined groove can be made in the tire mounting inner direction W _I I.e., toward the widthwise outer side of the tire. As a result, the drainage from the circumferential main groove 110 to the outer side in the tire width direction can be particularly improved when viewed as a tire as a whole, and the rigidity to the inner side in the tire width direction can be improved.

Here, L _IG1 /L _IG2 Particularly preferably from 0.20 to 0.40. L (L) _IG1 /L _IG2 May be 0.20 or more, 0.25 or more, or 0.30 or more, and may be 0.40 or less, 0.35 or less, or 0.30 or less.

Basic mode 2

As shown in fig. 1 (and fig. 2), the pneumatic tire of the present disclosure of basic mode 2 is a pneumatic tire as follows: is assigned to the mounting direction with respect to the vehicle, and is provided with a plurality of circumferential main grooves 110 and 120 (210, 220, and 230 in fig. 2), a 1 st inclined groove 130 (240 in fig. 2), and a 2 nd inclined groove 140 (250 in fig. 2) on the tread surface of the tread portion.

In addition, in the tire plan view, the groove center lines of the circumferential main grooves 110 and 120 (210, 220, and 230 in fig. 2) are periodically shifted in the tire width direction as they progress in the tire circumferential direction. Further, the 1 st inclined groove 130 (240 in fig. 2) extends from the circumferential main groove 110 (210 in fig. 2) located at the position closest to the vehicle mounting inner side among the plurality of circumferential main grooves to each side of the vehicle mounting, and the 2 nd inclined groove 140 (250 in fig. 2) extends from the circumferential main groove 120 (230 in fig. 2) located at the position closest to the vehicle mounting outer side among the plurality of circumferential main grooves to the vehicle mounting outer side.

As described with reference to fig. 1, in the pneumatic tire of the present disclosure of basic mode 2, since the 1 st inclined groove 130 extends from the circumferential main groove 110 to each side where the vehicle is mounted, there is an inclined groove in the land portions adjacent to both sides in the tire width direction of the circumferential main groove 110. This provides high drainage on the vehicle-mounted inner side. On the other hand, since the 2 nd inclined groove 140 extends to the vehicle mounting outside from the circumferential main groove 120, there is an inclined groove in the land portion adjacent to the tire mounting outside of the circumferential main groove 120. Thus, the rigidity of the land portion on the inner side in the tire width direction adjacent to the circumferential main groove 120 is high. Accordingly, the pneumatic tire of the present disclosure of the basic mode 2 has high drainage property on the inner side in the tire width direction and high rigidity on the outer side in the tire width direction, and therefore can ensure high drainage property and can improve the rigidity of the tire. The same applies to fig. 2.

Unlike the pneumatic tire of the present disclosure of the basic mode 1 and the additional modes thereof described above, the pneumatic tire of the present disclosure of the basic mode 2 is not necessarily configured to have a chamfer of the circumferential main groove. However, the chamfer angle possessed by the pneumatic tire of the present disclosure having the above-described basic mode 1 and its additional modes can bring about further improvement in the wet steering stability and dry steering stability of the pneumatic tire of the present disclosure of the basic mode 2.

Additional modes 2-1

As shown in fig. 1 (and fig. 2), in the pneumatic tire of the present disclosure of additional mode 2-1, in basic mode 2, the 1 st inclined groove 130 (240 in fig. 2) is oriented in the vehicle-mounting outer direction W _O The terminal end portion of (a) terminates in a land portion adjacent to the vehicle-mounted outside of the circumferential main groove 110 (210 in fig. 2) disposed at the position nearest to the vehicle-mounted inside among the plurality of circumferential main grooves, and the 1 st inclined groove 130 (240 in fig. 2) is the vehicle-mounted inside direction W _I The terminal end portion of (a) is terminated in a land portion adjacent to the vehicle-mounted inner side of the circumferential main groove 110 (210 in fig. 2) disposed at the position nearest to the vehicle-mounted inner side among the plurality of circumferential main grooves.

As described with reference to fig. 1, in the pneumatic tire of the present disclosure of additional embodiment 2-1, the 1 st inclined groove 130 ends in land portions adjacent to both sides in the tire direction of the circumferential main groove 110, and therefore, it is possible to maintain drainage and improve rigidity of the land portions. The same applies to fig. 2.

Additional modes 2-2

As shown in fig. 1 (and fig. 2), in the pneumatic tire of the present disclosure of the additional aspect 2-2, in the basic aspect 2 and the additional aspect 2-2, the terminal end portion in the vehicle-mounting outside direction of the 2 nd inclined groove 140 (250 in fig. 2) is terminated in the land portion adjacent to the vehicle-mounting outside of the circumferential main groove 120 (230 in fig. 2) disposed at the position closest to the vehicle-mounting outside among the plurality of circumferential main grooves, and the terminal end portion in the vehicle-mounting inside direction of the 2 nd inclined groove 140 (250 in fig. 2) is communicated with and terminated by the circumferential main groove 120 (230 in fig. 2) disposed at the position closest to the vehicle-mounting outside among the plurality of circumferential main grooves. Further, the communication and termination means that the end of the 2 nd inclined groove 140 (250 in fig. 2) merges with and terminates with the circumferential main groove 120 (230 in fig. 2), and there is no land portion extending to the opposite side of the circumferential main groove 120 (230 in fig. 2).

As described with reference to fig. 1, in the pneumatic tire of the present disclosure of additional aspect 2-2, the 2 nd inclined groove 140 terminates in the land portion adjacent to the vehicle-mounted outside of the circumferential main groove 120 at one end portion and communicates with and terminates in the circumferential main groove 120 at the other end portion, so that it is possible to maintain the drainage property and improve the rigidity of the land portion. The same applies to fig. 2.

Additional modes 2-3

As shown in fig. 1 (and fig. 2), in the pneumatic tire of the present disclosure of the additional aspect 2-3, in any one of the basic aspect 2, the additional aspects 2-1, and 2-2, a length in the tire width direction of a portion extending to the vehicle mounting outside from the circumferential main groove 110 (210 in fig. 2) located closest to the vehicle mounting inside among the plurality of circumferential main grooves out of the 1 st inclined groove 130 (240 in fig. 2) is set to L _IG1 And the length in the tire width direction of the portion extending to the vehicle mounting inner side from the circumferential main groove 110 (210 in fig. 2) disposed at the position nearest to the vehicle mounting inner side among the plurality of circumferential main grooves in the 1 st inclined groove 130 (240 in fig. 2) is set to L _IG2 In this case, the following expression (13) is satisfied.

L _IG1 ＜L _IG2 (13)

Referring to fig. 1, description is made of the 1 st inclined groove 130 satisfying L in the pneumatic tire of the present disclosure of additional modes 2 to 3 _IG1 ＜L _IG2 Therefore, the drainage property from the circumferential main groove 110 to both sides in the tire width direction of the circumferential main groove via the 1 st inclined groove can be made in the tire mounting inner direction W _I I.e., toward the widthwise outer side of the tire. As a result, the drainage from the circumferential main groove 110 to the outer side in the tire width direction can be particularly improved when viewed as a tire as a whole, and the rigidity to the inner side in the tire width direction can be improved.

Additional modes 2-4

As shown in fig. 1 (and fig. 2), the pneumatic tire of the present disclosure of the additional aspect 2-4 extends to each side of the vehicle mounting in such a manner that the 1 st inclined groove 130 (240 in fig. 2) communicates with the portion protruding toward the inside of the vehicle mounting and the portion recessed toward the outside of the vehicle mounting in the 1 st circumferential main groove 110 (210 in fig. 2) of the plurality of circumferential main grooves, which is arranged at the position most inside the vehicle mounting, in any one of the basic aspect 2 and the additional aspects 2-1 to 2-3.

Referring to fig. 1, in the pneumatic tire of the present disclosure of the additional aspect 25, the 1 st inclined groove 130 extends from a portion of the 1 st circumferential main groove 110 protruding toward the vehicle-mounted inner side. Therefore, the length of the portion of the 1 st inclined groove 130 on the vehicle-mounted inner side than the 1 st circumferential main groove 110 can be made shorter than that of the portion extending from the portion recessed toward the vehicle-mounted inner side. Thus, the drainage of the 1 st inclined groove 130 can be improved at the portion on the vehicle-mounted inner side than the 1 st circumferential main groove 120, and the drop in the block rigidity of the land portion at the portion on the vehicle-mounted inner side than the 1 st circumferential main groove 120 can be suppressed. On the other hand, since the 1 st inclined groove 130 extends from the portion of the 1 st circumferential main groove 120 recessed toward the vehicle mounting outside, the portion of the 1 st inclined groove 120 on the vehicle mounting outside than the 1 st circumferential main groove 110 can be made larger in length and the terminal end portion can be made farther from the tire equatorial plane CL than the case of extending from the portion recessed toward the vehicle mounting outside. This can suppress a decrease in the block rigidity of the land portion in the vicinity of the tire equatorial plane CL and improve the drainage. The same applies to fig. 2. Further, the portion protruding toward the vehicle-mounted inside need not be a convex apex, but a convex apex is particularly preferred. Likewise, the portion recessed toward the vehicle-mounting inner side need not be a concave bottom point, but is particularly preferably a concave bottom point.

Additional modes 2-5

As shown in fig. 1 (and fig. 2), in the pneumatic tire of the present disclosure of the additional aspect 2-5, in any one of the basic aspect 2 and the additional aspects 2-1 to 2-4, the 1 st circumferential main groove 110 (210 in fig. 2) from among the plurality of circumferential main grooves, which is arranged at a position closest to the vehicle mounting inner side, among the 1 st inclined groove 130 (240 in fig. 2) is directed toward the vehicleThe length of the portion extending outside in the tire width direction W is set as L _IG1 And the length in the tire width direction W of the land portion adjacent to the vehicle-mounted outside of the 1 st circumferential main groove 110 (210 in fig. 2) of the plurality of circumferential main grooves that is disposed at the position nearest to the vehicle-mounted inside is set to L _L When the following formula (14) is satisfied:

0.20＜L _IG1 /L _L ＜0.60 (14)。

according to FIG. 1, when L _IG1 /L _L If the water drainage is greater than 0.20, the water drainage can be particularly improved at the land portion adjacent to the vehicle-mounted outer side of the 1 st circumferential main groove 110, that is, the land portion in the vicinity of the tire equatorial plane CL. On the other hand, when L _IG1 /L _L When the amount is less than 0.60, the drop in block rigidity of the land portion in the vicinity of the tire equatorial plane CL can be suppressed. That is, the pneumatic tires of the present disclosure according to additional embodiments 2 to 5 can satisfy the above formula (13) to achieve both of the drainage property and the block rigidity in the vicinity of the tire equatorial plane CL. The same applies to fig. 2.

Additional modes 2-6

As shown in fig. 1 (and fig. 2), in any one of the basic mode 2 and the additional modes 2-1 to 2-5, in the tire meridian cross-sectional view, the maximum value of the tire radial length from the tire surface profile to the 1 st circumferential main groove 110 (210 in fig. 2) of the plurality of circumferential main grooves, which is arranged at the position nearest to the vehicle mounting inner side, of the groove bottom of the 1 st circumferential main groove 110 (210 in fig. 2) in the plurality of circumferential main grooves without the circumferential main grooves 110, 120 (210, 220, and 230 in fig. 2) and the respective inclined grooves 130, 140, 150, 160, and 170 (240, 250, 260, and 270 in fig. 2) is set as d _G1 And the tire surface is contoured to the vehicle-mounted outside direction W from the 1 st circumferential main groove 110 (210 in fig. 2) of the 1 st inclined groove 130 (240 in fig. 2) that is disposed at the position most inward of the vehicle mounting among the plurality of circumferential main grooves _O Part of (2)The maximum value of the radial length of the tire at the groove bottom at the position is d _IG1’ The tire surface is contoured to a vehicle-mounted inside direction W from the 1 st circumferential main groove 110 (210 in fig. 2) of the 1 st inclined groove 130 (240 in fig. 2) that is disposed at a position closest to the vehicle-mounted inside among the plurality of circumferential main grooves _I The maximum value of the tire radial length of the groove bottom at the part of (2) is d _IG1” When the following formula (15) is satisfied:

d _IG1’ ＜d _IG1” ＜d _G1 (15)

the pneumatic tire of the present disclosure of additional modes 2 to 6 is explained with reference to fig. 1 by setting d _IG1’ ＜d _IG1” The drainage of the 1 st inclined groove 130 can be improved, and the land portion near the tire equatorial plane CL can be made shallower, so that the drop in the block rigidity of the land portion near the tire equatorial plane CL can be suppressed in particular. The same applies to fig. 2.

Additional modes 2-7

As shown in fig. 1 (and fig. 2), in the pneumatic tire of the present disclosure of the additional aspect 2-7, in any one of the basic aspect 2 and the additional aspects 2-1 to 2-6, the terminal portion on the vehicle mounting inner side of the 2 nd inclined groove 140 (250 in fig. 2) communicates with the portion protruding toward the vehicle mounting outer side of the 2 nd circumferential main groove 120 (220 in fig. 2) arranged at the position closest to the vehicle mounting outer side among the plurality of circumferential main grooves.

As described with reference to fig. 1, the pneumatic tire of the present disclosure according to additional embodiments 2 to 7 can be configured as described above, so that the length of the groove in the portion of the 2 nd inclined groove 140 on the vehicle-mounted outer side than the 2 nd circumferential main groove 140 can be made shorter than in the case of extending from the portion recessed toward the vehicle-mounted inner side. Further, by extending the 2 nd inclined groove 140 from a portion of the 2 nd circumferential main groove 140 that protrudes to the vehicle mounting outside, the water flowing in the 2 nd circumferential main groove 120 easily flows into the 2 nd inclined groove 140. Thus, the drainage of the 2 nd inclined groove 140 can be improved at the portion outside the 2 nd circumferential main groove 120 where the vehicle is mounted, and the drop in the block rigidity of the land portion at the portion outside the 2 nd circumferential main groove 120 where the vehicle is mounted can be suppressed. The same applies to fig. 2. Further, the portion protruding toward the vehicle-mounted inside need not be a convex apex, but a convex apex is particularly preferred.

Additional modes 2-8

As shown in fig. 1 (and fig. 2), the pneumatic tire of the present disclosure of additional modes 2 to 8 has, in any one of basic mode 2 and additional modes 2-1 to 2-7, a 1 st inclined groove 130 (reference numeral 230 in fig. 2), a 2 nd inclined groove 140 (reference numeral 240 in fig. 2), a 3 rd inclined groove 150 (reference numeral 250 in fig. 2), a 4 th inclined groove 160 (reference numeral 260 in fig. 2), and a 5 th inclined groove 170 (reference numeral 270 in fig. 2).

Referring to fig. 1, the 1 st inclined groove 130 extends from the 1 st circumferential main groove 110, which is the circumferential main groove disposed at the position closest to the vehicle mounting inner side, out of the plurality of circumferential main grooves, to each side of the vehicle mounting, and extends in the vehicle mounting outer side direction W _O The terminal end portion of (2) terminates in a land portion adjacent to the vehicle-mounting outside of the 1 st circumferential main groove 110, and the vehicle-mounting inside direction W _I The terminal end portion of (c) terminates in a land portion adjacent to the vehicle-mounting inner side of the 1 st circumferential main groove 110.

As described above, the pneumatic tires of the present disclosure according to additional embodiments 2 to 8 have 2 inclined grooves on the vehicle-mounted inner side and the vehicle-mounted outer side, respectively, and thus have high water drainage properties. In particular, since the 1 st inclined groove and the 2 nd inclined groove are connected to the circumferential main groove, it is easy to drain the water flowing into the circumferential main groove to the inside and outside of the vehicle installation, respectively. The 3 rd inclined groove and the 4 th inclined groove, which are respectively discharged to the inside and the outside of the vehicle installation through the 1 st inclined groove and the 2 nd inclined groove, are further flown into the tire, and are easily discharged to the outside of the tire along these inclined grooves. Accordingly, the pneumatic tires of the present disclosure of additional modes 2 to 8 have higher drainage properties.

Additional modes 2-9

As shown in fig. 1, the pneumatic tire of the present disclosure of additional embodiments 2 to 9 has, in additional embodiments 2 to 8, a 5 th inclined groove 170, the 5 th inclined groove 170 being disposed such that both ends thereof terminate in land portions adjacent to the vehicle mounting outer side of a 2 nd circumferential main groove 120 disposed at a position closest to the vehicle mounting outer side among a plurality of circumferential main grooves (2 in fig. 1), and the length of the 5 th inclined groove 170 being shorter than the length of the 4 th inclined groove 160.

In this way, the pneumatic tires of the present disclosure according to additional embodiments 2 to 9 further improve the drainage performance with respect to the additional embodiment 8 by having the 5 th inclined groove 170 described above. Further, since the length of the 5 th inclined groove 170 is shorter than the length of the 4 th inclined groove 160, the drop in the block rigidity of the land portion due to the arrangement of the 5 th inclined groove 170 is small.

Therefore, the pneumatic tire of the present disclosure of additional modes 2 to 9 suppresses a decrease in block rigidity, and has higher drainage properties than those of additional modes 2 to 8.

Additional modes 2-10

As shown in fig. 1, in the pneumatic tires of the present disclosure of additional embodiments 2 to 10, in additional embodiments 2 to 9, the 3 rd inclined groove 150 and the 4 th inclined groove 160 respectively span the ground contact end E in the tire width direction W _I E and E _O Extends to ground and the 5 th inclined groove 170 is at a position lower than the ground E _O Terminating at a position on the tire equatorial plane CL side.

The pneumatic tires of the present disclosure of additional modes 2 to 10 are manufactured by crossing the 3 rd inclined groove 150 and the 4 th inclined groove 160 respectively over the ground contact end E _I E and E _O Extending so as to drain water more easily from the inner side direction to the outer side direction of the tire. Accordingly, the present disclosure is charged with respect to the additional mode 9Pneumatic tires have higher drainage properties. In addition, since the 5 th inclined groove 170 is at the specific ground E _O Since the tire ends at the tire equatorial plane CL side, the drop in the block rigidity of the land portion due to the arrangement of the 5 th inclined groove 170 can be further suppressed.

Accordingly, the pneumatic tires of the present disclosure of additional modes 2 to 10 suppress a decrease in block rigidity and have higher drainage properties relative to additional modes 2 to 9.

Additional modes 2-11

As shown in fig. 1, in the pneumatic tire of the present disclosure of the additional embodiment 2 to 11, in the additional embodiment 2 to 9 or 2 to 10, the orientation of the acute angle formed by each of the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 with respect to the tire width direction W is equal to the orientation of the acute angle formed by the 1 st inclined groove 130 with respect to the tire width direction W. The direction of the acute angle formed by the 5 th inclined groove 170 and the tire width direction W is different from the direction of the acute angle formed by the 1 st inclined groove 130 and the tire width direction W.

In the pneumatic tires of the present disclosure of additional modes 2 to 11, the orientation of the acute angle formed by the 5 th inclined groove 170 and the tire width direction W is different from the orientation of the acute angle formed by each of the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 and the tire width direction W, and therefore, in one rotational direction of the pneumatic tire, the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 can be utilized to particularly improve the water discharge property, and in the other rotational direction of the pneumatic tire, some of the water discharge property can be improved by utilizing the 5 th inclined groove having a small length.

Although the pneumatic tires of the present disclosure of additional modes 2 to 11 also depend on the mounting orientation of the tire with respect to the traveling direction of the vehicle, for example, the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 are utilized to improve the drainage property when the vehicle is advancing, and the 5 th inclined groove 170 is also utilized to improve the drainage property when the rotation direction of the tire becomes opposite, that is, when the vehicle is backing, for example. Further, since the length of the 5 th inclined groove 170 is shorter than the length of the 4 th inclined groove 160, the drainage of the 5 th inclined groove 170 is smaller than that of the 4 th inclined groove 160, but the degree of decrease in the block rigidity of the land portion due to the provision of the 5 th inclined groove 170 is small. Therefore, both the drainage and the block rigidity at the time of forward and backward movement of the vehicle can be achieved.

Additional modes 2-12

As shown in fig. 2, in the pneumatic tire of the present disclosure according to any one of additional embodiments 2 to 12, 2-8 to 2-10, the orientation of the acute angle formed by each of the 2 nd inclined groove 140 and the 4 th inclined groove 160 with respect to the tire width direction W is equal to the orientation of the acute angle formed by each of the 1 st inclined groove 130 with respect to the tire width direction W, and the orientation of the acute angle formed by each of the 3 rd inclined groove 150 with respect to the tire width direction W is different from the orientation of the acute angle formed by each of the 1 st inclined groove 130 with respect to the tire width direction W.

The pneumatic tires of the present disclosure of additional modes 2 to 12 also depend on the mounting orientation of the tire with respect to the traveling direction of the vehicle, but the drainage can be improved by the 1 st inclined groove 130, the 2 nd inclined groove 140, and the 4 th inclined groove 160, for example, when the vehicle is advancing, and the drainage can be improved by the 3 rd inclined groove 150, for example, when the rotation direction of the tire becomes opposite, that is, when the vehicle is backing, for example. Since the 3 rd inclined groove 150 is disposed on the vehicle-mounted inner side, particularly, drainage of the vehicle-mounted inner side during the reverse operation can be improved.

When the equatorial direction of the tire is inclined from the direction perpendicular to the ground to the vehicle inside direction in a state where the tire is mounted on the vehicle, the ground contact area of the tire is slightly larger on the vehicle mounting inside than on the vehicle direction outside. Therefore, in such a case, by applying the pneumatic tire of the present disclosure of the additional aspect 12, the wet steering stability at the time of, for example, the backward movement can be particularly improved.

Additional modes 2-13

As shown in fig. 1 (and fig. 2), the pneumatic tire of the present disclosure of additional modes 2-13 is in any one of additional modes 2-8 to 2-12, in the tire circumferential direction, the terminal portion on the vehicle-mounting outside of the 3 rd inclined groove 150 (260 in fig. 2) terminates between the vehicle-mounting inside ends of the two 1 st inclined grooves 130 (140 in fig. 2) adjacent to each other, and/or the terminal portion on the vehicle-mounting inside of the 4 th inclined groove 160 (270 in fig. 2) terminates between the vehicle-mounting outside ends of the two 2 nd inclined grooves 140 (250 in fig. 2) adjacent to each other.

As described with reference to fig. 1, the pneumatic tire of the present disclosure according to additional embodiments 2 to 13 is configured as described above, and the pneumatic tire having been introduced from the 1 st circumferential main groove 110 and the 2 nd circumferential main groove 120 into the 1 st inclined groove 130 and the 2 nd inclined groove 120, respectively, is efficiently collected by the 3 rd inclined groove 150 and the 4 th inclined groove 160, respectively, and is easily discharged to the outside of the tire. From such a viewpoint, in the tire width direction W, it is more preferable that the vehicle-mounted outside terminal portion of the 3 rd inclined groove 150 ends between the vehicle-mounted inside terminal portions of the two 1 st inclined grooves 130 adjacent to each other. Likewise, in the tire width direction W, it is more preferable that the terminal end portion on the vehicle mounting inner side of the 4 th inclined groove 160 ends between the terminal end portions on the vehicle mounting outer sides of the two 2 nd inclined grooves 140 adjacent to each other.

Additional modes 2-14

As shown in fig. 1, the pneumatic tire of the present disclosure of additional modes 2-14 is in any one of additional modes 2-8 to 2-13, the vehicle-mounting outside direction W of the 2 nd inclined groove 140 _O The terminal end portion of (2) terminates between two 4 th inclined grooves 160 adjacent in the tire circumferential direction. Here, the length in the tire circumferential direction from one of the two adjacent 4 th inclined grooves 160 to the other is L _G4G4 And the length in the tire circumferential direction from one of the two adjacent 4 th inclined grooves 160 to the terminal end portion of the 2 nd inclined groove 140 is L _G2G4 When the following formula (16) is satisfied:

0.40＜L _G2G4 /L _G4G4 ＜0.60 (16)。

in the case where the above formula (15) is satisfied, the vehicle-mounting outside direction W of the 2 nd inclined groove 140 _O Two adjacent terminal portions in the tire circumferential directionThe 4 th inclined groove 160 terminates near the center. This allows water to be more efficiently transferred between the 2 nd inclined groove 140 and the 4 th inclined groove 160. Furthermore, although L is not shown in FIG. 2 _G4G4 L and L _G2G4 But the same is true.

Here, L _G2G4 /L _G4G4 May be more than 0.40, 0.43 or more than 0.45, and may be less than 0.60, 0.58 or less than 0.55.

Additional modes 2-15

In the pneumatic tire of the present disclosure according to any one of additional modes 2 to 15, in any one of additional modes 2 to 8 to 2 to 14, in the tire meridian cross-sectional view, a maximum value of the tire radial length from the tire surface profile to the groove bottoms of the 1 st and 2 nd circumferential main grooves 110 and 120 in the case where there are no circumferential main grooves and each inclined groove is set as d _G And the maximum value of the tire radial length from the tire surface profile to the groove bottoms of the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 is set as d, respectively _IG1 、d _IG2 、d _IG3 D _IG4 When the following formulas (17) to (20) are satisfied:

0.05＜d _IG1 /d _G ＜0.85 (17)

0.05＜d _IG2 /d _G ＜0.85 (18)

0.05＜d _IG3 /d _G ＜0.85 (19)

0.05＜d _IG4 /d _G ＜0.85 (20)。

in the pneumatic tires of the present disclosure of additional modes 2 to 15, the tire surface profile is set to the maximum value (d _IG1 、d _IG2 、d _IG3 D _IG4 ) A maximum value d of the tire radial length from the tire surface profile to the groove bottoms of the 1 st and 2 nd circumferential main grooves 110 and 120 _G Is small. Accordingly, it is possible to suppress a decrease in the block rigidity of the tire caused by the respective inclined grooves 130, 140, 150, and 160 and to improve the drainage. Here, when 0.05 < d _IG1 (or d) _IG2 、d _IG3 、d _IG4 )/d _G In this case, the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 have sufficiently large depths, and thus, particularly, the drainage property is improved. On the other hand, when d _IG1 (or d) _IG2 、d _IG3 、d _IG4 )/d _G When the depth of the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160 is less than 0.85, the reduction in the block rigidity can be suppressed.

Here, d _IG1 (or d) _IG2 、d _IG3 、d _IG4 )/d _G May exceed 0.05, be 0.1 or more, 0.2 or more, or 0.3 or more, and may be less than 0.85, be 0.80 or less, be 0.70 or less, or be 0.60 or less.

Additional modes 2-16

The pneumatic tire of any one of additional aspects 2 to 16 of the present disclosure in the basic aspect 2 and additional aspects 2 to 1 to 2 to 15 has a groove total area of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane CL as S _SI And the total groove area of the circumferential main groove on the outer side of the vehicle mounting based on the tire equatorial plane is set as S _SO In this case, the following expression (21) is satisfied.

S _SO ＜S _SI (21)

Thus, in FIG. 1Total groove area S of circumferential main grooves on the vehicle mounting inner side with reference to tire equatorial plane CL _SI Total groove area S of circumferential main grooves on the outer side of the vehicle mounting with respect to the tire equatorial plane _SO Large.

In fig. 2, the 1 st circumferential main groove 210 and the 3 rd circumferential main groove 230 are arranged with the tire equatorial plane CL therebetween. In addition, the 2 nd circumferential main groove 220 is disposed so as to overlap with the equatorial plane CL. Here, the total groove area S of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane CL _SI Is the sum of the groove area of the 1 st circumferential main groove 210 and the groove area of the portion of the 2 nd circumferential main groove 220 on the vehicle-mounted inner side than the tire equatorial plane CL. In addition, a groove total area S of the circumferential main groove on the vehicle mounting outer side based on the tire equatorial plane CL _SO Is the sum of the groove area of the 3 rd circumferential main groove 230 and the groove area of the portion of the 2 nd circumferential main groove 220 on the vehicle-mounted outer side than the tire equatorial plane CL. Here, the groove width of the 1 st circumferential main groove 210 is larger than the groove width of the 3 rd circumferential main groove 230. The 2 nd main circumferential groove 220 is disposed so that the groove area of the vehicle-mounted inner portion with respect to the tire equatorial plane CL is equal to the groove area of the vehicle-mounted outer portion with respect to the tire equatorial plane CL.

In the pneumatic tires of additional modes 2 to 16 of the present disclosure, the groove total area S of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane CL is increased _SI While the drainage is efficiently improved, the total groove area S of the circumferential main groove on the outer side of the vehicle mounting with respect to the tire equatorial plane is reduced _SO And the rigidity of the land portion is improved efficiently.

Accordingly, the pneumatic tires of additional modes 2 to 16 of the present disclosure can further improve the wet steering stability and the dry steering stability.

Additional modes 2-17

As shown in fig. 1 and 2, in the pneumatic tire according to any one of the additional modes 2 to 17 of the present disclosure, regarding any one of the adjacent two circumferential main grooves, the average groove width of the circumferential main groove on the vehicle mounting inner side is larger than the average groove width of the circumferential main groove on the vehicle mounting outer side in the basic mode 2 and any one of the additional modes 2 to 1 to 2 to 16.

In the pneumatic tires of additional modes 2 to 17 of the present disclosure, regarding the adjacent two circumferential main grooves, the average groove width of the circumferential main groove on the vehicle-mounting-inner side is increased to efficiently improve the drainage, while on the other hand, the average groove width of the circumferential main groove on the vehicle-mounting-direction-outer side is reduced to efficiently improve the rigidity of the land portion divided around it.

Accordingly, the pneumatic tires of additional modes 2 to 17 of the present disclosure can further improve the wet steering stability and the dry steering stability.

Additional modes 2-18

In the pneumatic tire according to any one of the additional aspects 2 to 18 of the present disclosure, in all combinations of the adjacent two circumferential main grooves, the average groove width of the circumferential main groove on the vehicle-mounted inner side is larger than the average groove width of the circumferential main groove on the vehicle-mounted outer side in the basic aspect 2 and the additional aspects 2 to 1 to 2 to 17.

That is, the pneumatic tires of additional aspects 2 to 18 of the present disclosure are configured such that the average groove widths of the plurality of circumferential main grooves become smaller as going from the vehicle-mounted inner side toward the vehicle-mounted outer side.

In the pneumatic tires of additional aspects 2 to 18 of the present disclosure, the average groove width of the circumferential main groove disposed on the vehicle-mounted inner side is increased to efficiently improve the drainage, while the average groove width of the circumferential main groove on the vehicle-mounted outer side is reduced to efficiently improve the rigidity of the land portion divided around it.

Accordingly, the pneumatic tires of additional modes 2 to 18 of the present disclosure can further improve the wet steering stability and the dry steering stability.

Additional modes 2-19

As shown in fig. 5, in the pneumatic tire according to any one of the basic mode 2 and the additional modes 2-1 to 2-18 of the present disclosure, in the tire meridian cross-sectional view, an inclination angle of the vehicle-mounted inner side groove wall 210a of the 1 st circumferential main groove 210 with respect to the tire radial direction R is set to θ with respect to at least a circumferential main groove (1 st circumferential main groove 210 in fig. 5) that is arranged at a position most inside the vehicle mounting among the plurality of circumferential main grooves _GI And the inclination angle of the vehicle-mounted outside groove wall 210b of the circumferential main groove 210 with respect to the tire radial direction is set to θ _GO In this case, the following expression (22) is satisfied.

θ _GI ＜θ _GO (22)

In the pneumatic tires of additional modes 2 to 19 of the present disclosure, the vehicle-mounted inner side groove wall 210a of the 1 st circumferential main groove 210 has an inclination angle θ with respect to the tire radial direction _GI Inclination angle θ of vehicle-mounted outer side groove wall 210b of 1 st circumferential main groove 210 with respect to the tire radial direction _GO Is small.

Here, when the contour lines from the land portion surfaces located on both sides of the 1 st circumferential main groove 210 to the groove bottom are compared on both sides of the groove 210 where the vehicle is mounted, the vehicle is mounted inside W _I The change in angle when moving from the surface profile of the chamfer 211 to the profile of the groove is relatively small, and is on the vehicle-mounted outside W _O The angular change when moving from the surface profile of the chamfer 212 to the profile of the groove is relatively large. That is, assuming that the same tire width direction stress is applied to the Liu Bushi located on both sides of the groove 210 in the opposite directions and to the same extent, it can be said that the land portions located on the vehicle-mounted outer side with respect to the groove 210 are more difficult to wear from the shape of both land portions, and the rigidity is high. That is, this configuration corresponds to the above-described knowledge that the rigidity is preferably improved on the vehicle-mounted outer side.

Accordingly, the pneumatic tires of additional modes 2 to 19 of the present disclosure can further improve the wet steering stability and the dry steering stability.

As shown in fig. 6 and 7, the pneumatic tires of additional modes 2 to 19 of the present disclosure can further satisfy θ in the 2 nd and 3 rd circumferential main grooves 220 and 230 _GI ＜θ _GO . On the other hand, as shown in FIG. 8, regarding the 4 th inclined groove 270, the inclination angle θ of the groove wall ₁ 、θ ₂ May be the same.

θ _GO /θ _GI May exceed 2.0, be 2.5 or more, 3.0 or more, or 3.5 or more, and may be less than 5.0, 4.5 or less, 4.0 or less, or 3.5 or less.

Examples

(inventive examples 1 to 6 and pneumatic tire of conventional example 1)

Pneumatic tires of invention examples 1 to 6 and conventional example 1 were produced as indicated by the "conditions" shown in table 1 below. The tire size of the pneumatic tires of each example was 255/35R19 (specified by JATMA).

In table 1, the "shape of the circumferential main groove" is "wavy" meaning that the groove center line of the circumferential main groove is wavy having an amplitude in the tire width direction as it progresses in the tire circumferential direction.

In table 1, the "vehicle-mounting-inner chamfer portion" is a chamfer provided at an edge portion of the circumferential main groove on the vehicle-mounting inner side. In some example, "vehicle-mounted inside chamfer" is "there" means that the "vehicle-mounted inside chamfer" is provided in all the circumferential main grooves in this example. In addition, in some example, the "vehicle-mounted inside chamfer" being "none" means that in all the circumferential main grooves in this example, there is no "vehicle-mounted inside chamfer".

In table 1, the "vehicle-mounted outside chamfer portion" is a chamfer provided at the edge portion of the circumferential main groove on the vehicle-mounted outside. In some example, "vehicle-mounted outside chamfer" is "there" means that the "vehicle-mounted outside chamfer" is provided in all the circumferential main grooves in this example. In addition, in some example, the "vehicle-mounted outside chamfer" being "none" means that in all the circumferential main grooves in this example, there is no "vehicle-mounted outside chamfer".

In Table 1, "W _AI "is the chamfer width of the vehicle-mounted inside chamfer portion," W _AO "is the chamfer width of the vehicle-mounted outside chamfer portion. In addition, "S _SI "is the total groove area of the circumferential main groove on the vehicle mounting inner side with respect to the tire equatorial plane," S _SO "is the groove total area of the circumferential main groove on the vehicle-mounted outer side with reference to the tire equatorial plane. In addition, "d _CI "is the maximum value of the tire radial length from the tire surface profile to the tire radial innermost position of the vehicle-mounted inside chamfer," d _G "is the maximum value of the tire radial length from the tire surface profile without the circumferential main groove to the groove bottom of the circumferential main groove. In addition, "θ _GI "inclination angle of the vehicle-mounted inner side groove wall with respect to the tire radial direction," θ _GO "is the inclination angle of the vehicle-mounted outer side groove wall of the circumferential main groove with respect to the tire radial direction.

Examples 7 to 12 and conventional example 2 pneumatic tire

Pneumatic tires of invention examples 7 to 12 and conventional example 2 were produced as indicated by the "conditions" shown in table 2 below. The tire size of the pneumatic tires of each example was 255/35R19 (specified by JATMA).

In table 2, the "vehicle-mounted outside chamfer" means that the "vehicle-mounted outside chamfer" is provided only in the circumferential main grooves other than the outermost circumferential main groove of the vehicle mounting, that is, in the 2 circumferential main grooves on the vehicle mounting inner side, out of the 3 circumferential main grooves. In addition, in some example, the "vehicle-mounted outside chamfer" being "none" means that in all the circumferential main grooves in this example, there is no "vehicle-mounted outside chamfer".

The conditions were defined in the same manner as in Table 1.

(evaluation of Dry handling stability)

The tire rims of the examples were assembled to rim wheels having rim sizes of 19×9.0J, which were JATMA standard rims, and the tire rims were mounted on all wheels of an FR vehicle having a 2.0L engine as a test vehicle, with air pressure adjusted to 240 kPa.

Then, the test driver performed sensory evaluation regarding steering performance at the time of lane change and steering, and stability at the time of straight run by testing that the vehicle traveled from 10km/h to 180km/h on a test route of a dry road surface having a flat surrounding road. The dry steering stability is represented by a score of 100 in the conventional example, and the larger the value is, the more excellent the value is. The results are shown in tables 1 and 2.

(evaluation of wetland steering stability)

Then, the reciprocal of the travel distance was calculated by decelerating the test vehicle from 180km/h on a test route having a wet road surface of a flat surrounding road until the test vehicle stopped. The wet steering stability is represented by a score of 100 in the conventional example, and the larger the value, the more excellent the wet steering stability. The results are shown in tables 1 and 2.

TABLE 1

TABLE 2

As is clear from tables 1 and 2, the pneumatic tires of invention examples 1 to 12, which fall within the technical scope of the present invention, are improved in dry steering stability and wet steering stability in a well-balanced manner as compared with the pneumatic tires of conventional examples 1 and 2, which do not fall within the technical scope of the present invention.

(pneumatic tires of invention examples 1-1, 1-2, 7-1 and 7-2)

Regarding invention example 1, a pneumatic tire having an average groove width of the 1 st circumferential main groove 110 equal to an average groove width of the 2 nd circumferential main groove 120 was produced as invention example 1-1, and a pneumatic tire having an average groove width of the 1 st circumferential main groove 110 larger than an average groove width of the 2 nd circumferential main groove 120 was produced as invention example 1-2. The tire size of the pneumatic tires of each example was 255/35R19 (specified by JATMA).

In addition, regarding invention example 7, a pneumatic tire having the same average groove width of the 1 st circumferential main groove 210, the 2 nd circumferential main groove 220, and the 3 rd circumferential main groove 230 was manufactured as invention example 7-1, and a pneumatic tire having an average groove width which was sequentially increased in the order of the 3 rd circumferential main groove 230, the 2 nd circumferential main groove 220, and the 1 st circumferential main groove 210 was manufactured as invention example 7-2. The tire size of the pneumatic tires of each example was 255/35R19 (specified by JATMA).

The above-described "evaluation about dry steering stability" and "evaluation about wet steering stability" were performed for the pneumatic tires of invention examples 1-1, 1-2, 7-1 and 7-2. In these invention examples, the wet steering stability was evaluated both during forward travel and during backward travel of the vehicle.

The evaluation of the dry handling stability and the wet handling stability in invention examples 1-2 was 99 and 101, respectively, when the evaluation of the dry handling stability and the wet handling stability in invention examples 1-1 was 100, respectively. Further, when the evaluation of the dry handling stability and the wet handling stability in invention example 7-1 was 100, the evaluation of the dry handling stability and the wet handling stability in invention example 7-2 was 99 and 101, respectively.

(pneumatic tires of invention examples 13 to 29)

Based on the groove shape shown in fig. 1, pneumatic tires of invention examples 13 to 21 were produced as in the "condition" shown in table 3 below. Based on the groove shape shown in fig. 2, pneumatic tires of invention examples 22 to 30 were produced as shown in the following "conditions" in table 4. The tire size of the pneumatic tires of each example was 255/35R19 (specified by JATMA). The pneumatic tires of each of invention examples 13 to 21 had the conditions shown in table 3 in addition to the structure of invention example 1. The pneumatic tires of each of invention examples 22 to 30 had the conditions shown in table 4 in addition to the constitution of invention example 7.

When described using FIG. 1, in Table 3, "L _IG1 "is the length in the tire width direction W of the portion of the 1 st inclined groove 130 extending from the 1 st circumferential main groove 110 to the vehicle-mounted outside," L _L "is the length in the tire width direction of the land portion adjacent to the vehicle-mounted outside of the 1 st circumferential main groove 110. In addition, "L _G4G4 "is the length in the tire circumferential direction of one to the other of the two 4 th inclined grooves 160 adjacent in the tire circumferential direction," L _G2G4 "is the length in the tire circumferential direction from one of the two adjacent 4 th inclined grooves to the terminal end portion of the 2 nd inclined groove. In addition, "d _G "is the maximum value of the tire radial length from the tire surface profile (hereinafter, simply referred to as" tire surface profile ") to the groove bottom of the circumferential main grooves 110, 120 in the tire radial cross-sectional view without the circumferential main grooves 110, 120 and the respective inclined grooves 130 to 170," d " _IG1 ”、“d _IG2 ”、“d _IG3 "and" d _IG4 "maximum tire radial length from the tire surface profile to the groove bottoms of the 1 st inclined groove 130, the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160, respectively. Finally, "d _G1 "is the maximum value of the tire radial length from the tire surface profile to the groove bottom of the 1 st circumferential main groove 110," d _IG1’ "is the maximum value of the tire radial length from the tire surface profile to the groove bottom at the portion on the vehicle mounting outer side starting from the 1 st circumferential main groove 110 in the 1 st inclined groove 130," d _IG1” "is the tire surface contour to the vehicle-mounted inner side starting from the 1 st circumferential main groove 110 in the 1 st inclined groove 130Maximum value of the radial length of the tire at the groove bottom at the portion.

In addition, regarding the shape of the 1 st inclined groove 130, "starting point" refers to the starting point of the 1 st inclined groove 130 from the 1 st circumferential groove 110, and "inside starting point" refers to the starting point of the 1 st circumferential groove 110 located inside in the tire width direction, that is, the starting point on the tire equator line CL side when viewed from the 1 st circumferential groove 110. On the other hand, the "outer starting point" is a starting point located on the outer side in the tire width direction with respect to the 1 st circumferential groove 110, that is, a starting point located on the opposite side of the tire equator line CL when viewed from the 1 st circumferential groove 110. Similarly, regarding the shape of the 2 nd inclined groove 140, "starting point" refers to the starting point of the 2 nd inclined groove 140 from the 2 nd circumferential groove 120, and "outside starting point" refers to the starting point of the 2 nd circumferential groove 120 located outside in the tire width direction, that is, the starting point on the side opposite to the tire equator line CL when viewed from the 2 nd circumferential groove 120. The "concave" start point means a case where the start point of the inclined groove is located at a concave portion of the circumferential main groove, and the "convex" start point means a case where the start point of the inclined groove is located at a convex portion of the circumferential main groove. The same applies to table 4, using fig. 2.

The 1 st inclined groove 130 (240 in fig. 2) is a groove extending from the circumferential main groove 110 (210 in fig. 2) of the plurality of circumferential main grooves, which is disposed at the position closest to the vehicle mounting inner side, to each side of the vehicle mounting. The 2 nd inclined groove 140 (250 in fig. 2) is a groove extending to the vehicle mounting outside from the circumferential main groove 120 (230 in fig. 2) disposed at the position closest to the vehicle mounting outside among the plurality of circumferential main grooves. The 3 rd inclined groove 150 (260 in fig. 2) is a groove arranged such that both ends thereof terminate in land portions adjacent to the vehicle-mounted inner side of the 1 st circumferential main groove 110 (210 in fig. 2). The 4 th inclined groove 160 (270 in fig. 2) is a groove arranged such that both ends thereof terminate in land portions adjacent to the vehicle-mounted outer side of the 2 nd circumferential main groove 120 (250 in fig. 2). The 5 th inclined groove 170 is a groove that is disposed so that both ends thereof terminate in land portions adjacent to the vehicle-mounted outside of the 2 nd circumferential main groove 120 disposed at the position closest to the vehicle-mounted outside among the plurality of circumferential main grooves (2 pieces in fig. 1), and has a groove length shorter than that of the 4 th inclined groove 160.

The above-described "evaluation on dry steering stability" and "evaluation on wet steering stability" were performed for the pneumatic tires of invention examples 13 to 29. In these invention examples, the wet steering stability was evaluated both during forward travel and during backward travel of the vehicle.

The results are shown in tables 3 and 4.

TABLE 3

TABLE 4

As is clear from tables 3 and 4, the pneumatic tires of invention examples 13 to 29, which fall within the technical scope of the present invention, all achieved improvement in dry run stability and wet run stability in a well-balanced manner. In tables 3 and 4, the numerical ranges "to" do not include the end points. That is, "0.2 to 0.6" means more than 0.2 and less than 0.6. Similarly, "0.4 to 0.6" means more than 0.4 and less than 0.6.

(pneumatic tires of invention examples 30 and 31)

Regarding the constitution of the pneumatic tires of invention examples 30 and 31 related to the 1 st inclined groove 110, except that L is set in invention example 30 _IG1 ＝L _IG2 And in invention example 31, L _IG1 ＜L _IG2 Except for that, the manufacturing was performed based on the shape of the groove shown in fig. 1. The tire size of the pneumatic tires of each example was 255/35R19 (specified by JATMA).

The above-described "evaluation on dry steering stability" and "evaluation on wet steering stability" were performed for the pneumatic tires of invention examples 30 and 31. In these invention examples, the wet steering stability was evaluated both during forward travel and during backward travel of the vehicle.

The evaluation of the dry handling stability and the wet handling stability in invention example 31 was 101 and 101, respectively, when the evaluation of the dry handling stability and the wet handling stability in invention example 30 was 100, respectively.

(pneumatic tires of invention examples 32 to 63)

The pneumatic tires of invention examples 32 to 48 were produced in the following manner as "conditions" shown in table 5, with the condition of the 1 st and 2 nd circumferential main grooves 110, 120 and the presence or absence and condition of the 1 st to 5 th inclined grooves 130 to 170 being different from each other, based on the groove shape shown in fig. 1, without providing a chamfer. Further, the pneumatic tires of invention examples 49 to 63 were produced as shown in the following table 6, with the condition of the 1 st and 3 rd circumferential main grooves 210, 230 and the presence or absence and condition of the 1 st to 4 th inclined grooves 240 to 270 being different from each other, based on the groove shape shown in fig. 2, without providing a chamfer. The tire size of the pneumatic tires of each example was 255/35R19 (specified by JATMA).

When described using FIG. 1, in Table 5, "L _IG1 "is the length in the tire width direction W of the portion of the 1 st inclined groove 130 extending from the 1 st circumferential main groove 110 to the vehicle-mounted outside," L _IG2 "is the length in the tire width direction W of the portion extending from the 1 st circumferential main groove 110 toward the vehicle-mounted inner side," L _L "is the length in the tire width direction of the land portion adjacent to the vehicle-mounted outside of the 1 st circumferential main groove 110. In addition, "L _G4G4 "is the length in the tire circumferential direction of one to the other of the two 4 th inclined grooves 160 adjacent in the tire circumferential direction," L _G2G4 "is the length in the tire circumferential direction from one of the two adjacent 4 th inclined grooves to the terminal end portion of the 2 nd inclined groove. In addition, "d _G "is the maximum value of the tire radial length from the tire surface profile (hereinafter, simply referred to as" tire surface profile ") to the groove bottom of the circumferential main grooves 110, 120 in the tire radial cross-sectional view without the circumferential main grooves 110, 120 and the respective inclined grooves 130 to 170," d " _IG1 ”、“d _IG2 ”、“d _IG3 "and" d _IG4 "tire surface profile to 1 st inclined groove 130, respectivelyMaximum tire radial length of the groove bottoms of the 2 nd inclined groove 140, the 3 rd inclined groove 150, and the 4 th inclined groove 160. Finally, "d _G1 "is the maximum value of the tire radial length from the tire surface profile to the groove bottom of the 1 st circumferential main groove 110," d _IG1’ "is the maximum value of the tire radial length from the tire surface profile to the groove bottom at the portion on the vehicle mounting outer side starting from the 1 st circumferential main groove 110 in the 1 st inclined groove 130," d _IG1” "is the maximum value of the tire radial length from the tire surface profile to the groove bottom at the portion on the vehicle mounting inner side with the 1 st circumferential main groove 110 as the starting point in the 1 st inclined groove 130.

[ Table 5-1]

[ Table 5-2]

[ Table 6-1]

[ Table 6-2]

As is clear from tables 5 and 6, the pneumatic tires of invention examples 32 to 63, which fall within the technical scope of the present invention, all achieved improvement in dry run stability and wet run stability in a well-balanced manner.

(pneumatic tires of invention examples 32-1, 32-2, 49-1 and 49-2)

Regarding invention example 32, a pneumatic tire having an average groove width of the 1 st circumferential main groove 110 equal to an average groove width of the 2 nd circumferential main groove 120 was produced as invention example 32-1, and a pneumatic tire having an average groove width of the 1 st circumferential main groove 110 larger than an average groove width of the 2 nd circumferential main groove 120 was produced as invention example 32-2. The tire size of the pneumatic tires of each example was 255/35R19 (specified by JATMA).

In addition, regarding invention example 49, a pneumatic tire having the same average groove width of the 1 st circumferential main groove 210, the 2 nd circumferential main groove 220, and the 3 rd circumferential main groove 230 was manufactured as invention example 49-1, and a pneumatic tire having the average groove width sequentially increased in the order of the 3 rd circumferential main groove 230, the 2 nd circumferential main groove 220, and the 1 st circumferential main groove 210 was manufactured as invention example 49-2.

The above-described "evaluation about dry steering stability" and "evaluation about wet steering stability" were performed for the pneumatic tires of invention examples 32-1, 32-2, 49-1 and 49-2. In these invention examples, the wet steering stability was evaluated both during forward travel and during backward travel of the vehicle.

The evaluation of the dry handling stability and the wet handling stability in invention example 32-2 was 99 and 101, respectively, when the evaluation of the dry handling stability and the wet handling stability in invention example 32-1 was 100, respectively. Further, when the evaluation of the dry handling stability and the wet handling stability in invention example 49-1 was 100, the evaluation of the dry handling stability and the wet handling stability in invention example 49-2 was 99 and 101, respectively.

Description of the reference numerals

100. 200 tread surface

110. 210 1 st circumferential main groove

111. 211, 221, 231 vehicle-mounted inside chamfer

112. 212, 222 vehicle mounting outboard chamfer

120. 220 nd circumferential main groove

210a, 220a, 230a vehicle mounting inboard slot wall

210b, 220b, 230b vehicle mounting outboard slot wall

230 rd circumferential main groove

Claims

1. A pneumatic tire which is assigned to a mounting direction with respect to a vehicle and which is provided with a plurality of circumferential main grooves on a tread surface of a tread portion,

in a plan view of the tyre, in a plane view,

2. The pneumatic tire according to claim 1,

a vehicle-mounted outside chamfer portion having a constant chamfer width is formed at least at a vehicle-mounted outside edge portion of the circumferential main groove disposed at a position closest to the vehicle-mounted inside among the plurality of circumferential main grooves.

3. The pneumatic tire according to claim 2,

setting the chamfer width of the vehicle-mounted inner chamfer part to W _AI And the chamfer width of the vehicle-mounted outside chamfer part is set to W _AO When the following formula (1) is satisfied,

W _AO ＜W _AI (1)。

4. the pneumatic tire according to claim 1 to 3,

the total groove area of the circumferential main groove on the vehicle mounting inner side based on the tire equatorial plane is set as S _SI And the total groove area of the circumferential main groove on the vehicle mounting outer side based on the tire equatorial plane is set as S _SO When the following formula (2) is satisfied,

S _SO ＜S _SI (2)。

5. the pneumatic tire according to claim 1 to 4,

with respect to any one of the two adjacent circumferential main grooves, the average groove width of the circumferential main groove on the vehicle-mounted inner side is larger than the average groove width of the circumferential main groove on the vehicle-mounted outer side.

6. The pneumatic tire according to any one of claim 1 to 5,

7. The pneumatic tire according to any one of claim 1 to 6,

in the radial cross-sectional view of the tire,

the maximum value of the tire radial length from the tire surface profile without the circumferential main groove to the groove bottom of the circumferential main groove is set as d _G And a maximum value of a tire radial length of the tire surface profile to a tire radial innermost position of the vehicle-mounted inside chamfer portion is set to d _CI When the following formula (3) is satisfied,

0.05＜d _CI /d _G ＜0.40 (3)。

8. the pneumatic tire according to any one of claim 1 to 7,

in the radial cross-sectional view of the tire,

an inclination angle of the vehicle-mounted inner side groove wall of the circumferential main groove with respect to the tire radial direction is set to be θ _GI And an inclination angle of the vehicle-mounted outer side groove wall of the circumferential main groove with respect to the tire radial direction is set to θ _GO When the following formula (4) is satisfied,

θ _GI ＜θ _GO (4)。

9. the pneumatic tire according to any one of claim 1 to 8,

10. The pneumatic tire according to claim 9,

11. The pneumatic tire of claim 10,

12. The pneumatic tire according to claim 10 or 11,

13. The pneumatic tire according to any one of claim 9 to 11,

14. The pneumatic tire according to any one of claim 9 to 13,

in the circumferential direction of the tire,

15. The pneumatic tire according to any one of claim 9 to 14,

16. The pneumatic tire according to any one of claim 9 to 15,

17. The pneumatic tire according to any one of claim 9 to 16,

in the 1 st inclined groove, a length in the tire width direction of a portion extending from the circumferential main groove located at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves to the vehicle mounting outer side is L _IG1 And a length in the tire width direction of a land portion adjacent to the vehicle mounting outside of the circumferential main groove disposed at the position closest to the vehicle mounting inside among the plurality of circumferential main grooves is set to L _L When the following formula (5) is satisfied,

0.20＜L _IG1 /L _L ＜0.60 (5)。

18. The pneumatic tire according to any one of claim 9 to 17,

the terminal portion of the 2 nd inclined groove in the vehicle-mounting outer side direction terminates between two 4 th inclined grooves adjacent in the tire circumferential direction, and a length in the tire circumferential direction from one to the other of the two adjacent 4 th inclined grooves is set to L _G4G4 And one of the two adjacent 4 th inclined grooves is connected to the tire circumferential direction of the terminal end portion of the 2 nd inclined grooveLength of (2) is set to L _G2G4 When the following formula (6) is satisfied,

0.40＜L _G2G4 /L _G4G4 ＜0.60 (6)。

19. the pneumatic tire according to any one of claim 9 to 18,

in the tire radial cross section, the maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove without the circumferential main groove and each inclined groove is d _G And maximum values of tire radial lengths from the tire surface profile to the bottoms of the 1 st inclined groove, the 2 nd inclined groove, the 3 rd inclined groove, and the 4 th inclined groove are respectively set to d _IG1 、d _IG2 、d _IG3 D _IG4 When the following formulas (7) to (10) are satisfied,

0.05＜d _IG1 /d _G ＜0.85 (7)

0.05＜d _IG2 /d _G ＜0.85 (8)

0.05＜d _IG3 /d _G ＜0.85 (9)

0.05＜d _IG4 /d _G ＜0.85 (10)。

20. the pneumatic tire according to any one of claim 9 to 19,

in the tire meridian cross section, the maximum value of the tire radial length from the tire surface profile in the case where the circumferential main groove and each inclined groove are not present to the groove bottom of the circumferential main groove disposed at the position closest to the vehicle mounting side among the plurality of circumferential main grooves is set as d _G1 And a maximum value of a tire radial length from the tire surface profile to a groove bottom at a portion on the vehicle mounting outer side starting from the circumferential main groove disposed at a position on the vehicle mounting inner side most among the plurality of circumferential main grooves in the 1 st inclined groove is set to d _IG1’ The tire surface is contoured to the 1 st inclined groove and arranged in a plurality of the circumferential main groovesThe maximum value of the tire radial length of the groove bottom at the portion on the vehicle mounting inner side from the circumferential main groove at the position on the vehicle mounting inner side is set to d _IG1” When the following formula (11) is satisfied,

d _IG1’ ＜d _IG1” ＜d _G1 (11)。

21. the pneumatic tire according to any one of claim 9 to 20,

a length in the tire width direction of a portion of the 1 st inclined groove extending outward from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves is L _IG1 And a length in the tire width direction of a portion of the 1 st inclined groove extending from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves to the vehicle mounting inner side is L _IG2 When the following formula (12) is satisfied,

L _IG1 ＜L _IG2 (12)。

22. A pneumatic tire which is assigned to a mounting direction with respect to a vehicle and which is provided with a plurality of circumferential main grooves, a 1 st inclined groove, and a 2 nd inclined groove on a tread surface of a tread portion,

in a plan view of the tyre, in a plane view,

23. The pneumatic tire of claim 22,

24. The pneumatic tire of claim 22 or 23,

25. The pneumatic tire of any one of claim 22 to 24,

a length in the tire width direction of a portion of the 1 st inclined groove extending outward from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves is L _IG1 And a length in the tire width direction of a portion of the 1 st inclined groove extending from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves to the vehicle mounting inner side is L _IG2 When the following formula (13) is satisfied,

L _IG1 ＜L _IG2 (13)。

26. the pneumatic tire of any one of claim 22 to 25,

27. The pneumatic tire of any one of claim 22 to 26,

a length in the tire width direction of a portion of the 1 st inclined groove extending outward from the circumferential main groove disposed at a position closest to the vehicle mounting inner side among the plurality of circumferential main grooves is L _IG1 And a length in the tire width direction of a land portion adjacent to the vehicle mounting outside of the circumferential main groove disposed at the position closest to the vehicle mounting inside among the plurality of circumferential main grooves is set to L _L When the following formula (14) is satisfied,

0.20＜L _IG1 /L _L ＜0.60 (14)。

28. the pneumatic tire of any one of claim 22 to 27,

in the tire meridian cross section, the maximum value of the tire radial length from the tire surface profile without the circumferential main groove and each inclined groove to the groove bottom of the circumferential main groove disposed at the position nearest to the vehicle mounting inner side among the plurality of circumferential main grooves is set as d _G1 And a maximum value of a tire radial length from the tire surface profile to a groove bottom at a portion on the vehicle mounting outer side starting from the circumferential main groove disposed at a position on the vehicle mounting inner side most among the plurality of circumferential main grooves in the 1 st inclined groove is set to d _IG1’ The maximum value of the tire radial length from the tire surface profile to the groove bottom at the vehicle-mounted-side portion starting from the circumferential main groove of the plurality of circumferential main grooves, which is positioned at the most vehicle-mounted-side position, in the 1 st inclined groove is set to d _IG1” When the following formula (15) is satisfied,

d _IG1’ ＜d _IG1” ＜d _G1 (15)。

29. the pneumatic tire of any one of claim 22 to 28,

30. The pneumatic tire of any one of claim 22 to 29,

31. The pneumatic tire of claim 30,

32. The pneumatic tire of claim 31,

33. The pneumatic tire of claim 31 or 32,

34. The pneumatic tire of any one of claim 30 to 32,

35. The pneumatic tire of any one of claim 30 to 34,

in the circumferential direction of the tire,

36. The pneumatic tire of any one of claim 30 to 35,

the terminal portion of the 2 nd inclined groove in the vehicle-mounting outer side direction terminates between two 4 th inclined grooves adjacent in the tire circumferential direction, and a length in the tire circumferential direction from one to the other of the two adjacent 4 th inclined grooves is set to L _G4G4 And a length in the tire circumferential direction from one of the two adjacent 4 th inclined grooves to a terminal end portion of the 2 nd inclined groove is set to L _G2G4 When the following formula (16) is satisfied,

0.40＜L _G2G4 /L _G4G4 ＜0.60 (16)。

37. the pneumatic tire of any one of claim 30 to 36,

in the tire radial cross section, the maximum value of the tire radial length from the tire surface profile to the groove bottom of the circumferential main groove without the circumferential main groove and each inclined groove is d _G And maximum values of tire radial lengths from the tire surface profile to the bottoms of the 1 st inclined groove, the 2 nd inclined groove, the 3 rd inclined groove, and the 4 th inclined groove are respectively set to d _IG1 、d _IG2 、d _IG3 D _IG4 When the following formulas (17) to (20) are satisfied,

0.05＜d _IG1 /d _G ＜0.85 (17)

0.05＜d _IG2 /d _G ＜0.85 (18)

0.05＜d _IG3 /d _G ＜0.85 (19)

0.05＜d _IG4 /d _G ＜0.85 (20)。

38. the pneumatic tire of any one of claim 22 to 37,

the total groove area of the circumferential main groove on the vehicle mounting inner side based on the tire equatorial plane is set as S _SI And the total groove area of the circumferential main groove on the vehicle mounting outer side based on the tire equatorial plane is set as S _SO When the following formula (21) is satisfied,

S _SO ＜S _SI (21)。

39. the pneumatic tire of any one of claim 22 to 38,

40. The pneumatic tire of any one of claims 22 to 39,

41. The pneumatic tire of any one of claims 22 to 40,

in the radial cross-sectional view of the tire,

an inclination angle of the vehicle-mounted inner side groove wall of the circumferential main groove with respect to the tire radial direction is set to be θ _GI And an inclination angle of the vehicle-mounted outer side groove wall of the circumferential main groove with respect to the tire radial direction is set to θ _GO When the following expression (22) is satisfied,

θ _GI ＜θ _GO (22)。