JP2004009772A - Pneumatic tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pneumatic tire wherein both an effect of reducing low-frequency road noise and an effect of improving vehicle handling stability are realized at the same time. <P>SOLUTION: This pneumatic tire includes a pair of annular beads 1a and a carcass layer consisting of two layers in which both ends are rewound by the beads 1a. At least, one of the carcass layers includes slopes in which a part disposed along a bead filler among rewound parts 15 is constant or changes in angle within 30 to 85° of a cord angle θ<SB>3</SB>of the cord to a tire peripheral direction, respectively. The angle of a cord 16b of the other rewound part 16 adjacent to the slope to a code 15b of the slope is 5° or more. <P>COPYRIGHT: (C)2004,JPO

Description

表１の結果が示すように、本発明によると、低周波ロードノイズの低減効果と操縦安定性の改善効果とを両立させることができる。これに対し、コード角が小さく角度差がない比較例２では、低周波ロードノイズの低減効果が若干得られるものの、操縦安定性の改善効果が全く得られなかった。
【図面の簡単な説明】
【図１】本発明の空気入りタイヤの一例を示す部分断面図
【図２】図１の空気入りタイヤの要部を示す図であり、（ａ）はカーカス層を模式的に示す側面図、（ｂ）はそのコードの配置を模式的に示す説明図
【図３】本発明の空気入りタイヤの他の例の要部を示す図であり、（ａ）はカーカス層を模式的に示す側面図、（ｂ）はそのコードの配置を模式的に示す説明図
【図４】カーカス用プライの作製に用いられる装置の概略斜視図
【符号の説明】
１ａ　　　　ビード
１ｂ　　　　ビードフィラー
１０　　　　カーカス層
１３　　　　内側カーカス層の本体部
１４　　　　外側カーカス層の本体部
１５　　　　内側カーカス層の巻き返し部
１５Ａ　　　先端側の部分
１５Ｂ　　　ビードフィラーに隣接配置された部分（傾斜部）
１５ａ　　　先端側のコード
１５ｂ　　　ビードフィラーに隣接配置された部分のコード
１６　　　　外側カーカス層の巻き返し部
１６ａ　　　巻き返し部のコード
Ｈ　　　　　タイヤ断面高さ
ＰＤ　　　　タイヤ周方向
ＲＤ　　　　タイヤ半径方向
θ_１〜θ_３　コード角
θ_４　　　　コード角の差[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a pneumatic tire including a pair of annular beads and a carcass layer including two layers whose both ends are wrapped around the beads.
[0002]
[Prior art]
Currently, radial tires, which are the mainstream of pneumatic tires, have a carcass layer in which a plurality of cords are arranged in a tire radial direction (meridian direction) by reinforcing a space between a pair of annular beads, and a carcass layer located below a tread. In general, a structure is provided in which a layer is reinforced by a tag effect and a plurality of belt layers whose cords are inclined with respect to the tire circumferential direction. In addition, both ends of the carcass layer are wrapped outward with beads, and the cords of the wrapped portion are usually arranged in the tire radial direction.
[0003]
Various types of pneumatic tires having a reinforcing layer reinforced with long fibers or short fibers in addition to a carcass layer around the beads for the purpose of increasing the rigidity of the bead portion and improving the steering stability and the like have been known. ing. There is also known a pneumatic tire in which the rigidity of a bead portion is increased by inclining a cord of a rewinding portion of a carcass layer from a tire radial direction without providing such a reinforcing layer (Japanese Patent Laid-Open No. 11-170807). JP-A-8-324213 and the like. Further, there is a carcass layer in which the rigidity of the sidewall portion is increased by increasing the tip of the winding portion of the carcass layer.
[0004]
On the other hand, when a vehicle travels on a relatively rough road surface, noise called road noise is generated in the vehicle interior. This road noise is one of the noises related to the tire, and the unevenness of the road surface becomes an input to the tire, and the tire vibrates. This vibration is transmitted along a propagation path such as an axle, a suspension, and a vehicle body. Cause noise in the cabin. Among the vehicle interior noises, low-frequency road noise generated near 125 Hz is close to the primary resonance frequency of the tire and coincides with that frequency to become a peak of the road noise. Therefore, reduction of noise is required.
[0005]
[Problems to be solved by the invention]
However, it has been found that when the rigidity of the bead portion or the sidewall portion is increased as described above, the low-frequency road noise generally increases, and this is caused by a change in the primary resonance frequency of the tire. Further, in the above-described tire in which the cord of the rewinding portion of the carcass layer is inclined from the radial direction, the effect of improving rigidity against longitudinal force at that portion is obtained, but the primary resonance frequency of the tire is appropriately controlled. Rather, it was hard to say that the effect of reducing low-frequency road noise was sufficient. In other words, improving the steering stability by increasing the rigidity of the bead portion and reducing low-frequency road noise are conflicting phenomena. It did not exist before.
[0006]
Therefore, an object of the present invention is to provide a pneumatic tire that can achieve both the effect of reducing low-frequency road noise and the effect of improving steering stability.
[0007]
[Means for Solving the Problems]
The present inventors have conducted intensive studies on a method of lowering the primary resonance frequency while increasing the steering stability in order to achieve the above-described object, and, while tilting the cord of the winding portion of at least one of the carcass layers from the radial direction, It has been found that by making the angle formed by the cords of both rewinding portions at a certain angle or more, it is possible to achieve both the effect of reducing low-frequency road noise and the effect of improving steering stability, and have completed the present invention.
[0008]
That is, in the pneumatic tire according to the present invention, in a pneumatic tire including a pair of annular beads and a carcass layer including two layers whose both ends are wrapped around the bead, at least one of the carcass layers has a winding portion. Of the portions arranged along the bead filler, the cord angle between the cord and the tire circumferential direction has a slope portion that is constant or changes in angle within a range of 30 to 85 °, and the other portion adjacent to the slope portion The angle of the cord of the rewinding part with the cord of the inclined part is 5 ° or more.
[0009]
In the above, both of the carcass layers have a portion where the rewinding portion is arranged along the bead filler, and the cord angle between the cord and the tire circumferential direction is constant or changes in angle within a range of 30 to 85 °. It is preferable that the cord of one inclined portion has an angle of 5 ° or more with the cord of the other inclined portion.
[0010]
Further, it is preferable that the cords of the inclined portion and the other rewinding portion adjacent to the inclined portion are inclined on the same side in the tire radial direction.
[0011]
[Effects]
According to the present invention, since a portion of the rewinding portion of at least one of the carcass layers disposed adjacent to the bead filler has an inclined portion where the cord is inclined, rigidity (longitudinal rigidity) with respect to longitudinal force (vertical force) is reduced. The primary resonance frequency of the tire can be reduced. At this time, since the angle between the cords of the inclined portion and the other rewinding portion adjacent to the inclined portion is equal to or larger than a certain value, a sufficient reinforcing effect due to the intersection of the cords can be obtained, and the bead circumference against lateral force and longitudinal force can be obtained. (Lateral rigidity and longitudinal rigidity) can be increased. As a result, it is possible to provide a pneumatic tire that can achieve both the effect of reducing low-frequency road noise and the effect of improving steering stability.
[0012]
Both carcass layers have an inclined portion, and the cord of one inclined portion has an angle of 5 ° or more with the cord of the other inclined portion, compared to the case where only one has an inclined portion. The effect of reducing the vertical rigidity and the effect of improving the lateral rigidity are further increased, and it is easier to achieve both the effect of reducing the low-frequency road noise and the effect of improving the steering stability.
[0013]
When the cord is inclined to the same side with respect to the tire radial direction, the reinforcement with the cord becomes directional, and the inclined part and the other rewinding part adjacent to the inclined part become directional. Since the effect is reduced, the longitudinal stiffness can be further reduced as compared with the case where the tire is inclined to the opposite side, whereby the primary resonance frequency of the tire can be reduced.
[0014]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a partial cross-sectional view showing an example of the pneumatic tire of the present invention. FIG. 2A is a side view schematically showing the carcass layer, and FIG. 2B is a schematic view showing the arrangement of cords of the carcass layer. FIG.
[0015]
As shown in FIG. 1, the pneumatic tire of the present invention includes a pair of annular beads 1a, and two carcass layers 10 whose both ends are wrapped around the annular beads 1a. The inner carcass layer is composed of the main body 13 and the rewinding part 15, and the outer carcass layer is composed of the main body 14 and the rewinding part 16. Note that the pneumatic tire has a cross-sectional structure that is symmetric or substantially symmetric with respect to the equator line CL.
[0016]
As shown in FIG. 2, it is preferable that the cord angle between the cord and the tire circumferential direction PD of the main body portions 13 and 14 between the beads 1a of the carcass layer 10 is 85 to 90 °. This point is the same as that of a normal radial tire, and in combination with the belt layer 6, the riding comfort, durability, exercise performance, and the like of the radial tire can be suitably exhibited. Examples of the cord that forms the carcass layer 10 include organic fibers such as rayon, polyester, polyamide, and aromatic polyamide, and steel.
[0017]
The belt layer 6 may have a two-layer configuration of an upper layer 6b and a lower layer 6a, but the angle of the cord constituting each layer with respect to the tire equator line CL is preferably 10 to 35 °. Further, a fiber reinforcing layer in which cords are further arranged in the circumferential direction may be provided on the upper surface of the upper layer 6b. As the cord material constituting the belt layer 6, any material conventionally used for the belt layer 6, such as organic fibers such as steel and aromatic polyamide, can be used.
[0018]
In the present invention, as shown in FIG. 2, the rewinding portion 15 of the inner carcass layer is divided into a portion 15B (a region having a height H1) disposed adjacent to the bead filler 1b and a portion 15A on the tip side thereof. Is done. In the present invention, the portion 15B has an inclined portion that is constant or changes in angle within the range of the code angle θ ₃ = 30 to 85 °. In the present embodiment, the inclined portion coincides with the portion 15B, and shows an example which is inclined at a portion 15A also part 15B and the same code angle theta _2.
[0019]
If this way is an inclined portion cord angle theta ₃ of constant code 15b code angle theta ₃ of it is preferably constant within a range of 45 to 85 ° (or angle change things). This is also the case where the code angle theta ₃ is angular change. Incidentally, the code angle theta ₂ of the code 15a in the portion 15A is preferably 30 to 90 °.
[0020]
The height H1 of the portion 15B of the rewinding portion 15 is 20 to 50% of the tire section height H in order to achieve both the effect of reducing low-frequency road noise and the effect of improving steering stability. Is preferable, and it is more preferable that the height is 40 to 50%. The width of the inclined portion is preferably 70% or more of the portion 15B, more preferably 90% or more. Note that the position of the tip of the rewinding portion 15 may be higher or lower than the position PW of the tire maximum width W, but a higher position is more preferable because the effect of the inclined portion is greater.
[0021]
In the present invention, at least one of the carcass layers may have the above-described inclined portion, but it is preferable that both carcass layers have the above-described inclined portion. In the present embodiment, the latter example is shown.
[0022]
That is, as shown in FIG. 2, the rewinding portion 16 of the outer carcass layer also has the inclined portion 16B that is constant or changes in angle within the range of the code angle θ ₁ = 30 to 85 °. In the present invention, the angle between the cord 16b of the inclined portion 16B and the cord 15b of the inclined portion of the rewinding portion 15 is 5 ° or more, preferably 10 ° or more. If this angle is less than 5 °, shear stress is unlikely to occur between the inclined portion 16B and the portion 15B due to shear strain, and the reinforcing effect of both layers is insufficient.
[0023]
It is preferable that the cords 15b and 16b of the inclined portion of the rewinding portion 15 and the other rewinding portion 16 adjacent to the inclined portion are inclined on the same side in the tire radial direction RD.
[0024]
The height H2 of the rewinding portion 16 is preferably 45 to 55% of the tire section height H in order to enhance the effect of improving the steering stability by improving the lateral rigidity. The relationship between the height of the tip of the rewinding portion 15 and the height H2 of the rewinding portion 16 is such that the height H2 is lower from the viewpoint of preventing separation of the tip of the rewinding portion 16 and increasing the durability of the tire. Is preferred.
[0025]
In the pneumatic tire of the present invention, it is preferable that a primary resonance frequency measured from a vertical axial force response by a hammer vibration applied to a tire loaded with a load in an air-filled state is 120 Hz or less.
[0026]
Such a primary resonance frequency can be adjusted by the cord angle and width of the inclined portion, the cord material, the thickness, the number of shots, the number of carcass layers 10, the hardness, shape, size, and the like of the bead filler 1b. . By adjusting these to reduce the lateral rigidity, the primary resonance frequency can be reduced. The hardness (after vulcanization) of the bead filler 1b is preferably 80 to 98 [deg.] In JISA hardness.
[0027]
Further, in this embodiment, as shown in FIG. 1, a chafer 21 for reinforcing the outside of the carcass layer 10 around the bead is provided. As the chaher 21, a rubber having a higher hardness or a rubber reinforced with a long fiber or a short fiber can be used.
[0028]
Except for the above points, it has a structure substantially the same as that of a normal radial tire. That is, as shown in FIG. 1, both ends of the carcass layer 10 are folded back with beads 1 a, and bead fillers 1 b having a high rubber hardness are provided between the winding portions 15, 16 of the carcass layer 10 and the main bodies 13, 14. The bead portion 1 is formed. Further, similarly to a normal tire, the side wall rubber 2a is disposed outside the carcass layer 10, the inner liner rubber 3 is disposed inside the carcass layer 10, the tread rubber 4 and the like are disposed outside the belt layer 6, and the tread rubber 4 is formed. A predetermined pattern is formed on the outer peripheral surface.
[0029]
Examples of the raw rubber for the rubber layer and the like include natural rubber, styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IR), butyl rubber (IIR), and the like. These rubbers are reinforced with fillers such as carbon black and silica, and are appropriately compounded with a vulcanizing agent, a vulcanization accelerator, a plasticizer, an antioxidant and the like. Further, a steel wire or the like is used as the bead wire, and a surface treatment, an adhesive treatment, or the like is usually performed to enhance the adhesiveness with rubber.
[0030]
The pneumatic tire of the present invention can be manufactured by the same manufacturing method as that of a normal pneumatic tire, except that a carcass ply in which the cord angle of the winding portion of the carcass layer is partially changed from the tire radial direction is used. The above-mentioned carcass ply is molded into a cylindrical shape. For example, after disposing a bead, a tubular airbag is inserted and shaped into a donut shape by internal pressure, and a belt layer is formed by a conventional method.
[0031]
For the carcass ply, for example, a device that attaches the leading end of a cord to a tray through a desired path by a driving attaching roller while supplying a rubber-coated cord, or a method disclosed in JP-A-8-244135 is used. In the manufacturing method described in Japanese Patent Application Laid-Open Publication No. H10-208, it can be manufactured by changing the cord angle of the carcass ply.
[0032]
The method of forming a carcass ply using the former device will be further described as follows. That is, by using a device as shown in FIG. 4, the cord material 40 is taken out by the roller group 43, and the cord material 40 is fed from the bobbin 41 while passing through the base 42a of the extruder 42 of the coated rubber. The cord covered with the vulcanized rubber and covered with the rubber is sent between the buffer rollers 44a of the buffer section 44 to be in a loose state. The tip of the rubber-coated cord is attached to the tray 47 by a sticking roller 46c provided in a driving section 46b of a driving mechanism 46 along a desired path. From the roller through the guide roller 45. The control of the sticking path is performed by controlling the position of the movement of the tray 47 in the longitudinal direction (Y direction) and the position of the movement of the driving section 46b that reciprocates (X direction) the support section 46a of the driving mechanism 46. Can be. Thereby, the carcass ply 48 can be manufactured on the tray 47. It is convenient to perform the pasting without cutting the cord. In this case, two pasting rollers 46c having the same axis and the same height are used.
[0033]
In order to obtain a desired tire shape and a desired cord angle at each part, it is preferable to appropriately adjust the cord angle when producing the carcass ply. In the bias tire, the relationship between the cord angle in the ply state and the cord angle after tire molding can be calculated by the following well-known relational expression (approximate expression). In the present invention, the relational expression can be similarly applied, and A can be obtained by determining R of the corresponding part by using
[0034]
Rd cosA = R cosAd
Here, Rd is the radius of the drum, Ad is the cord angle with respect to the circumferential direction on the drum, R is the radius corresponding to the position of the cord after tire molding, and A is the cord angle with respect to the circumferential direction after tire molding. In the present invention, the carcass plies produced in this manner are used by laminating two layers.
[0035]
[Other embodiments]
Hereinafter, another embodiment of the present invention will be described.
[0036]
(1) In the above-described embodiment, an example in which the front end portion of the rewinding portion of the inner carcass layer has the same cord angle as the inclined portion has been described. It may be a corner. In addition, although the example in which the cord is inclined at the outer part around the bead is shown, the cord at the part around the bead may be radially arranged.
[0037]
(2) In the above-described embodiment, an example was given in which the winding portions of both carcass layers had a constant cord angle. However, in the present invention, the winding portions of either or both carcass layers changed in angle. You may. For example, as shown in FIG. 3, the code angle theta ₁ of the rewinding portion 16 of the carcass layer may be a code angle theta ₃ rewinding portion 15 of the carcass layer is not changed. In that case, the portions 15B and 16B of the carcass layer rewinding portions 15 and 16 which are arranged adjacent to the bead filler 1b gradually decrease toward the tip end in an angle range where the cord angle θ3 is in the range of ₃₀ to 85 °. It is preferable to have an inclined portion. The code angle when the code angles θ ₃ and θ ₁ change in this way is determined by the code angle between the tangent of the code and the tire circumferential direction PD. Further, the angle of both codes, the code is determined by the tangent of the angle theta ₄ of the intersection.
[0038]
(3) Further, in the aforementioned embodiment, the code angle theta ₁ is the code angle theta ₃ greater example, the code angle of the cord angle theta ₁ code 16b rewinding portion 16 of the outer carcass layer is inclined portion theta _It may be smaller than ₃ . Also in this case, the difference between the code angle θ ₁ and the code angle θ ₃ is 5 ° or more, and when the code angle θ ₃ changes as shown in FIG. It is preferable that the difference between the angle θ ₁ and the code angle θ ₃ is 5 ° or more.
[0039]
(4) In the above-described embodiment, an example has been described in which the portion of the rewind portion adjacent to the bead filler coincides with the inclined portion. However, in the present invention, the rewind portion has a portion other than the inclined portion, that is, a cord. It may include a part having an angle of 85 to 90 ° or a part of less than 30 °.
[0040]
【Example】
Hereinafter, examples and the like specifically illustrating the configuration and effects of the present invention will be described. In addition, the measurement of physical properties and the performance evaluation in Examples and the like were performed as follows.
[0041]
(1) Under the condition that the lateral rigid tire has an air pressure of 210 KPa and a load of 510 Kg, a lateral force is applied, and a load (510 Kg) is obtained based on a graph in which a lateral force-lateral deflection relationship is measured. Was calculated by dividing the lateral force equivalent to 0.3 times of the above by the lateral deflection when the force was applied.
[0042]
(2) Primary resonance frequency With the tire pressure set at the specified pressure (210 KPa) and load (510 Kg), a hammer is applied to the center of the tread on the upper surface of the tire in the vertical direction. The vertical response generated on the shaft was displayed at each frequency at the vibration transmission level. Of the plurality of natural vibration peaks generated at that time, the frequency of the first peak that appears first from the lowest frequency was defined as the primary resonance frequency (primary elastic mode frequency).
[0043]
(3) Steering stability The pneumatic tire having a size of 205 / 55R16 89V obtained in Examples and the like was assembled on a rim (rim: 6.5 J) at an air pressure of 220 kPa and mounted on an actual vehicle (2000cc class domestic sedan). Using the actual vehicle, an actual vehicle feeling test (straight running, lane change, handling running stability) was carried out by a panelist on a dry test course, and the result was evaluated using an index with the conventional product being 100. The greater this value, the better the maneuverability.
[0044]
Example 1
The cord is rayon (1840 dtex / 2, stress of 44N / line at 2% elongation of 2%), two layers of carcass ply of 48 lines / 5cm, and a bead filler forming member (JISA hardness 92 ° after vulcanization, Using a triangular cross section with a base of 8 mm and a height of 45 mm), the main body portion has a cord angle of 90 °, and the rewinding portion (filler side inclined portion) gradually increases from a cord angle of 30 ° to 85 °, and the rewinding portion (outwardly inclined portion). Part 2) forms two carcass layers which are wrapped outward by beads so that the cord angle gradually increases from 20 ° to 75 °, and the other parts are the same as in a normal radial tire, as shown in FIG. A pneumatic tire having a tire size of 205 / 55R16 89V was prototyped.
[0045]
Example 2
Using the same carcass ply and bead filler forming member as in Example 1, the main body portion has a cord angle of 90 °, and the rewind portion (filler-side inclined portion) gradually decreases from a cord angle of 85 ° to 30 °, and the rewind portion. A two-layered carcass layer was formed by winding it outward with a bead so that the (outer inclined portion) gradually decreased from a cord angle of 75 ° to 20 °, and the other portions were the same as in a normal radial tire. A pneumatic tire having a tire size of 205 / 55R16 89V as shown in FIG.
[0046]
Example 3
Using the same carcass ply and bead filler forming member as in Example 1, the main body has a cord angle of 90 °, the rewinding portion (filler-side inclined portion) has a constant cord angle of 60 °, and the rewinding portion (outside inclined portion) has a cord angle of 60 °. A two-layer carcass layer is formed by winding the layer outward with a bead so as to have a constant cord angle of 70 °, and the other portions are the same as a normal radial tire, and have a tire size of 205 / 55R16 89V as shown in FIG. Prototype of a pneumatic tire.
[0047]
Comparative Example 1 (conventional product)
In Example 1, the winding portions of the two carcass layers are all formed at a cord angle of 90 ° (cords are radial at all positions), and the other portions are the same as those of a normal radial tire, and the air of the same tire size is formed. A prototype tire was manufactured.
[0048]
Comparative Example 2
Example 1 The same tire size as in Example 1 except that the cord angle of the winding portion of the two carcass layers was 29 ° and the JISA hardness after vulcanization of the bead filler-forming member was 92 °. Prototype of a pneumatic tire.
[0049]
Table 1 shows the results of the evaluation performed using the above pneumatic tires.
[0050]
[Table 1]

As shown in the results of Table 1, according to the present invention, both the effect of reducing low-frequency road noise and the effect of improving steering stability can be achieved. On the other hand, in Comparative Example 2 in which the cord angle was small and there was no angle difference, although the effect of reducing the low-frequency road noise was slightly obtained, the effect of improving the steering stability was not obtained at all.
[Brief description of the drawings]
FIG. 1 is a partial cross-sectional view showing an example of a pneumatic tire of the present invention. FIG. 2 is a view showing a main part of the pneumatic tire of FIG. 1, (a) is a side view schematically showing a carcass layer, FIG. 3B is an explanatory view schematically showing the arrangement of the cords. FIG. 3 is a view showing a main part of another example of the pneumatic tire of the present invention, and FIG. 3A is a side view schematically showing a carcass layer. FIG. 4B is an explanatory view schematically showing the arrangement of the cords. FIG. 4 is a schematic perspective view of an apparatus used for manufacturing a carcass ply.
1a Bead 1b Bead filler 10 Carcass layer 13 Body part 14 of inner carcass layer Body part 15 of outer carcass layer Rewinding part 15A of inner carcass layer Part on the tip side 15B Part adjacent to bead filler (inclined part)
15a Cord 15b on the tip end side Cord 16 disposed adjacent to bead filler 16 Rewinding portion 16a of outer carcass layer Rewinding portion code H Tire section height PD Tire circumferential direction RD Tire radial direction θ _{1 to} θ ₃ Code angle θ ₄ Cord angle difference

Claims (3)

In a pneumatic tire including a pair of annular beads and a two-layer carcass layer having both ends wrapped around the beads,
At least one of the carcass layers has a portion disposed along the bead filler in the rewinding portion, and a cord angle formed between the cord and the tire circumferential direction has an inclined portion that is constant or changes in angle within a range of 30 to 85 °. A pneumatic tire having the cord of the other rewinding portion adjacent to the inclined portion and having an angle of 5 ° or more with the cord of the inclined portion. Both of the carcass layers have an inclined portion in which a portion arranged along the bead filler in the rewinding portion has a cord angle between the cord and the tire circumferential direction that is constant or changes in angle within a range of 30 to 85 °. 2. The pneumatic tire according to claim 1, wherein an angle between the cord of the one inclined portion and the cord of the other inclined portion is 5 ° or more. 2. The pneumatic tire according to claim 1, wherein the inclined portion and the other rewinding portion adjacent to the inclined portion have cords inclined on the same side in the tire radial direction. 3.

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