JP2011063077A - Tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tire which suppresses uneven wear of a ground contact end of a tread while preventing deterioration in durability due to extension of cracks. <P>SOLUTION: In the tire, a plurality of shoulder grooves 200 are formed in a tread shoulder section 120. The shoulder grooves 200 are formed outside in a tread width direction rather than the ground contact end TRe of the tread when regular load is applied to the tire which is set to have regular inner pressure. The depth of the shoulder grooves 200 at the outside end in the tread width direction of the shoulder grooves 200 is deeper than the depth of the shoulder grooves 200 at the inner end in the tread width direction of the shoulder grooves 200. Parts of the shoulder grooves 200 are overlapped with the adjacent shoulder grooves 200 in the tread width direction. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a tire in which a plurality of groove portions that suppress uneven wear are formed in a tread shoulder portion.

  2. Description of the Related Art Conventionally, in a tire mounted on a vehicle such as an automobile, a structure is known in which a plurality of thin groove portions inclined with respect to the tire circumferential direction are formed in a tread shoulder portion on the outer side in the tread width direction than the tread contact end. (For example, patent document 1). According to such a tire, the lateral force input to the contact end of the tread is reduced, and uneven wear near the contact end can be suppressed.

JP 2001-225609 A (page 3-4, Fig. 1-2)

  However, if a thin groove as described above is formed in a tread shoulder that can be bent greatly by lateral force, there is a concern that cracks starting from the groove will easily extend. And when such a crack extends, there is a problem that the durability of the tire decreases.

  Therefore, an object of the present invention is to provide a tire that suppresses uneven wear at the contact end of a tread while preventing a decrease in durability due to elongation of a crack.

  In order to solve the above-described problems, the present invention has the following features. First, a first feature of the present invention is a tire (pneumatic tire 10) in which a plurality of groove portions (shoulder grooves 200) are formed in a tread shoulder portion (tread shoulder portion 120), and the groove portion is at a normal internal pressure. The tread (tread TR) is formed on the outer side in the tread width direction of the tread (tread TR) when a normal load is applied to the set tire. The depth (depth D2) is deeper than the depth (depth D1) of the groove at the inner end in the tread width direction of the groove, and a part of the groove overlaps with the adjacent groove in the tread width direction. This is the gist.

  The second feature of the present invention relates to the first feature of the present invention, and is summarized in that the depth of the groove portion becomes deeper toward the outside in the tread width direction.

  A third feature of the present invention relates to the first or second feature of the present invention, wherein the groove width (groove width W1) at the outer end in the tread width direction of the groove portion is a groove at the inner end in the tread width direction of the groove portion. The gist is that it is wider than the width (groove width W2).

  A fourth feature of the present invention relates to the first to third features of the present invention, and is summarized in that the groove portion is inclined with respect to a tire circumferential direction in a side view of the tire.

  A fifth feature of the present invention relates to the first to fourth features of the present invention, wherein the groove portion includes a grounding end of the tread and a maximum width portion (the outermost portion of the tire in a tire side portion (tire side portion 60)). The gist is that it is formed between the large portion 60a).

  A sixth feature of the present invention relates to the first to fifth features of the present invention, and is summarized in that the groove width in the short direction of the groove portion becomes wider toward the outer side in the tread width direction.

A seventh feature of the present invention relates to the first to sixth features of the present invention, wherein the groove portion includes a first groove portion (first groove portion 210) and a second groove portion (second groove portion 260), The depth (depth D4) of the second groove is deeper than the depth (depth D3) of the first groove, and the depth of the first groove is wide in the width direction of the groove. In summary, the first groove portion and the second groove portion are formed at least in a portion where the groove width is maximum (maximum width portion W _MAX ).

  An eighth feature of the present invention relates to the seventh feature of the present invention, and is summarized in that the second groove portion is formed on the outer side in the tread width direction than the first groove portion.

  A ninth feature of the present invention relates to the first to eighth features of the present invention, and is summarized in that the groove is located outside when the vehicle is mounted.

  According to the features of the present invention, it is possible to provide a tire that suppresses uneven wear at the contact end of the tread while preventing a decrease in durability due to the extension of cracks.

1 is a partial perspective view of a pneumatic tire 10 according to an embodiment of the present invention. It is sectional drawing along the tread width direction and tire radial direction of the pneumatic tire 10 which concerns on embodiment of this invention. It is an expansion perspective view of the tread shoulder part 120 which concerns on embodiment of this invention. It is a plane expanded view of the tread shoulder part 120 which concerns on embodiment of this invention. It is sectional drawing of the tread shoulder part 120 along the F5-F5 line | wire shown in FIG. It is sectional drawing of the tread shoulder part 120 along the F6-F6 line | wire shown in FIG. It is sectional drawing of the tread shoulder part 120 along the F7-F7 line | wire shown in FIG. It is sectional drawing of the tread shoulder part 120 along the F8-F8 line | wire shown in FIG.

  Next, an embodiment of a tire according to the present invention will be described with reference to the drawings. Specifically, (1) schematic configuration of tire, (2) configuration of tread shoulder portion, (3) shape of shoulder groove 200, (4) comparative evaluation, (5) action / effect, and (6) other Embodiments will be described.

  In the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals. However, it should be noted that the drawings are schematic and ratios of dimensions and the like are different from actual ones.

  Accordingly, specific dimensions and the like should be determined in consideration of the following description. Moreover, the part from which the relationship and ratio of a mutual dimension differ also in between drawings may be contained.

(1) Schematic Configuration of Tire FIG. 1 is a partial perspective view of a pneumatic tire 10 according to this embodiment. FIG. 2 is a cross-sectional view of the pneumatic tire 10 according to the present embodiment along the tread width direction and the tire radial direction.

  The pneumatic tire 10 is used by being assembled to a rim wheel (not shown). The pneumatic tire 10 may be filled with an inert gas such as nitrogen gas. The pneumatic tire 10 includes a pair of beads 20 and a carcass 30 that is locked to the pair of beads 20 and forms a skeleton of the pneumatic tire 10.

  A plurality of belt layers 40 having steel cords (not shown) are provided outside the carcass 30 in the tire radial direction. In addition, caps and layers 50 that reinforce the belt layer 40 are provided at both ends of the belt layer 40. Note that the cap & layer 50 may not be provided.

  A tread TR that can contact the road surface is formed on the outer side of the belt layer 40 in the tire radial direction. A plurality of block rows 110 are provided in the tread TR. Specifically, the plurality of block rows 110 are provided in a region including the tire equator line CL. Further, a tread shoulder portion 120 is provided outside the block row 110 in the tread width direction. The block row 110 and the tread shoulder portion 120 are divided by a circumferential groove 115 extending along the tire circumferential direction.

  A plurality of shoulder grooves 200 are formed in the tread shoulder portion 120 along the tire circumferential direction. In the present embodiment, the shoulder groove 200 constitutes a groove portion.

(2) Configuration of Tread Shoulder Part FIG. 3 is an enlarged perspective view of the tread shoulder part 120. As shown in FIG. 3, a plurality of lateral grooves 121 extending in the tread width direction are formed in the tread shoulder portion 120 at a predetermined interval. Similarly, a plurality of lateral grooves 124 extending in the tread width direction are formed in the tread shoulder portion 120 at a predetermined interval. The tread shoulder portion 120 is partitioned by the lateral grooves 121 and the lateral grooves 124, and a plurality of shoulder blocks 120A are formed.

  The lateral groove 121 includes a narrow groove part 122 and a thick groove part 123. The thick groove portion 123 continues to the narrow groove portion 122 and has a wider groove width than the narrow groove portion 122. Further, the thick groove portion 123 is located on the outer side in the tread width direction than the narrow groove portion 122.

The shoulder groove 200 includes a first groove part 210 and a second groove part 260. Specific shapes of the first groove portion 210 and the second groove portion 260 will be described later. The shoulder groove 200 is formed on the outer side in the tread width direction from the ground contact end TRe of the tread TR when a normal load is applied to the pneumatic tire 10 set to a normal internal pressure. Furthermore, the shoulder groove 200 is formed between the ground terminal TRe, the widest part 60a of the width _{W T} of the pneumatic tire 10 in the tire side portion 60 (see FIG. 2) is maximized.

  The pneumatic tire 10 is mounted on a vehicle such as a passenger car so that the shoulder groove 200 is positioned on the outside of the vehicle. That is, the shoulder groove 200 does not necessarily have to be formed in both tread shoulder portions 120, and may be formed in any one tread shoulder portion 120 of the pneumatic tire 10.

  The shoulder groove 200 is inclined with respect to the tire circumferential direction in a side view of the pneumatic tire 10. That is, the shoulder groove 200 is not parallel to the tire circumferential direction, and the extending direction of the shoulder groove 200 intersects the tire circumferential direction. A plurality of shoulder grooves 200 are formed in the tire circumferential direction. A portion of the shoulder groove 200 overlaps the adjacent shoulder groove 200 in the tread width direction. Further, the shoulder groove 200 is located outside the shoulder block 120A in the tread width direction and is provided so as to straddle the plurality of shoulder blocks 120A. That is, the length of the shoulder groove 200 in the tire circumferential direction is longer than the length of the shoulder block 120A along the tire circumferential direction, and a plurality of shoulder blocks 120A are formed between one end and the other end of the shoulder groove 200. Is done.

  The shoulder groove 200 is preferably provided over the entire circumference of the pneumatic tire 10, but this is not essential. For example, a groove portion having a shape different from that of the shoulder groove 200 may be formed in a partial region of the tread shoulder portion 120 in the tire circumferential direction.

(3) Shape of Shoulder Groove 200 FIG. 4 is a plan development view of the tread shoulder portion 120. As described above, the shoulder groove 200 formed in the tread shoulder portion 120 includes the first groove portion 210 and the second groove portion 260.

The shoulder groove 200 has a wedge shape. That is, the groove width in the short direction of the shoulder groove 200 increases from the inner side in the tread width direction toward the outer side in the tread width direction. Specifically, the groove width W1 at the outer end in the tread width direction of the shoulder groove 200 is wider than the groove width W2 at the inner end in the tread width direction of the shoulder groove 200. Further, the first groove portion 210 and the second groove portion 260 are formed at least in the maximum width portion W _MAX where the groove width of the shoulder groove 200 is maximum.

  The first groove portion 210 includes a shallow groove 211 and a shallow groove 212. Further, the second groove portion 260 is constituted by a horizontal groove portion 261, a vertical groove portion 262, and a horizontal groove portion 263. The second groove portion 260, specifically, the vertical groove portion 262 is formed outside the first groove portion 210 in the tread width direction. The second groove 260 is formed at the outer end of the shoulder groove 200 in the tread width direction.

  The shallow groove 211 and the shallow groove 212 are divided by the shallow groove 211 and the lateral groove portion 263 deeper than the shallow groove 212. The lateral groove portion 263 is continuous with the rear end of the longitudinal groove portion 262 and is formed at the same position as the thick groove portion 123 in the tire circumferential direction. On the other hand, the lateral groove portion 261 continues to the front end of the vertical groove portion 262. The horizontal groove portion 261 and the horizontal groove portion 263 are continuous so as to be bent with respect to the vertical groove portion 262. Further, the rear end portion 212 a of the shallow groove 212 is continuous with the thick groove portion 123 so as to be bent.

  FIG. 5 is a cross-sectional view of the tread shoulder 120 along the line F5-F5 shown in FIG. 6 is a cross-sectional view of the tread shoulder portion 120 taken along line F6-F6 shown in FIG. FIG. 7 is a cross-sectional view of the tread shoulder 120 along the line F7-F7 shown in FIG. FIG. 8 is a cross-sectional view of the tread shoulder portion 120 taken along the line F8-F8 shown in FIG.

  As shown in FIGS. 5 to 8, the depth D2 of the shoulder groove 200 at the outer end portion in the tread width direction of the shoulder groove 200 is greater than the depth D1 of the shoulder groove 200 at the inner end portion in the tread width direction of the shoulder groove 200. deep. Further, the depth of the shoulder groove 200 increases as it goes outward in the tread width direction. Specifically, the depth D3 of the first groove portion 210 becomes deeper toward the outer side in the tread width direction. The depth of the shoulder groove 200 described above indicates a length along a vertical line from the tread shoulder portion 120 to the inside of the tire in a cross section along the tread width direction and the tire radial direction. Further, when the tread shoulder portion 120 in the cross section along the tread width direction and the tire radial direction is not a straight line, for example, is a curve, the depth of the shoulder groove 200 is determined from the tangent line of the tread shoulder portion 120 in the cross section. The length along a vertical line with respect to the inside of the tire is shown.

  The depth D4 of the second groove portion 260 (the horizontal groove portion 261, the vertical groove portion 262, and the horizontal groove portion 263) is deeper than the depth D3 of the first groove portion 210 (the shallow groove 211 and the shallow groove 212). For example, comparing FIG. 5 with FIG. 6, the depth of the shoulder groove 200 at the position of FIG. 5 is shallower than the depth of the shoulder groove 200 at the position of FIG. Further, as shown in FIG. 6, the depth of the thick groove portion 123 is deeper than the depth of the shallow groove 212. The depth D3 of the first groove portion 210 increases as the groove width in the short direction of the shoulder groove 200 increases. The depth D4 of the second groove 260 becomes shallower as the groove width in the short direction of the shoulder groove 200 becomes wider. The depth D5 of the lateral groove portion 261 is deeper than the depth D6 of the shallow groove 211.

  In the present embodiment, the depth of the deepest portion of the first groove portion 210 is set to 0.3 mm, and the depth of the deepest portion of the second groove portion 260 is set to 0.7 mm.

(4) Comparative Evaluation Next, a test method for comparative evaluation between the pneumatic tire according to the present embodiment described above and the pneumatic tire according to the comparative example and the results thereof will be described.

(4.1) Test method The conditions of the comparative evaluation test are as follows.

・ Tire size: 215 / 55R17
・ Rim size: 7J × 17
・ Test vehicle type: Sedan type passenger car (domestic car)
・ Loading conditions: Driver's weight + 600N
-Set internal pressure: Designated internal pressure of test vehicle A tire that traveled 5,000 km and was worn by a certain amount using a test vehicle was evaluated under the above-described conditions. Specifically, the following items were evaluated.

(A) Feeling evaluation of road noise by a test driver (b) Number of cracks generated in the tread shoulder (entire tire circumference)
(C) Wear level difference in tread shoulder after feeling evaluation by test vehicle Table 1 shows types of evaluated pneumatic tires and evaluation results thereof.

  In the pneumatic tire according to the comparative example, the width and depth of the shoulder groove are uniform. In the pneumatic tire according to Example 1, the depth of the shoulder groove increases toward the outer side in the tread width direction, but the width is uniform. The pneumatic tire according to the second embodiment includes the shoulder groove 200 described above, that is, the pneumatic tire according to the second embodiment changes the width and depth of the shoulder groove.

  As shown in Table 1, the road noise feeling evaluation by the test driver shows an index when the comparative example is 100, and the larger the value, the better the feeling. In both Example 1 and Example 2, the evaluation is significantly higher than the comparative example.

  Further, the number of cracks generated in the tread shoulder portion is greatly reduced in Example 2. Furthermore, the wear step in the tread shoulder portion is effectively suppressed in both the first and second embodiments.

(5) Action / Effect In the pneumatic tire 10 described above, the shoulder groove 200 is formed between the ground contact end TRe of the tread TR and the maximum width portion 60a of the tire side portion 60, and the shoulder groove 200 has a tread width direction. The depth D2 of the shoulder groove 200 at the outer end is deeper than the depth D1 of the shoulder groove 200 at the inner end of the shoulder groove 200 in the tread width direction. For this reason, the lateral force input to the tread width direction outer side end of the tread shoulder portion 120 can be effectively reduced. That is, uneven wear of the tread shoulder portion 120 can be effectively suppressed. Further, by making the depth D1 of the shoulder groove 200 at the inner end in the tread width direction of the shoulder groove 200 smaller than the depth D2 of the shoulder groove 200 at the outer end in the tread width direction, the inner end of the shoulder groove 200 in the tread width direction. The deformation amount of the tread shoulder portion 120 adjacent to is suppressed. That is, it is possible to reduce the occurrence of uneven wear and cracks at the ground contact end TRe of the tread TR.

  Furthermore, a part of the shoulder groove 200 overlaps with the adjacent shoulder groove 200 in the tread width direction. For this reason, the lateral force input to the tread shoulder portion 120 can be effectively reduced regardless of the position in the tire circumferential direction. If the shoulder groove 200 does not have a portion overlapping the adjacent shoulder groove 200 in the tread width direction, the lateral force input from the portion to the tread shoulder portion 120 cannot be effectively suppressed.

  Therefore, according to the pneumatic tire 10, uneven wear of the ground contact end TRe of the tread TR can be suppressed while preventing a decrease in durability due to extension of cracks.

  In the present embodiment, the depth of the shoulder groove 200 increases as it goes outward in the tread width direction. Specifically, the depth D4 of the second groove 260 is deeper than the depth D3 of the first groove 210. Similarly, in the first groove portion 210, the depth D3 is deeper than the depth D1. For this reason, the deformation amount of the tread shoulder portion 120 is suppressed as it goes inward in the tread width direction of the shoulder groove 200. Thereby, as the tread shoulder portion 120 goes inward in the tread width direction, the occurrence of uneven wear and cracks in the vicinity of the portion can be effectively reduced. Further, the lateral force input to the tread shoulder portion 120 can be effectively reduced as the shoulder groove 200 goes outward in the tread width direction. For this reason, as the tread shoulder portion 120 goes outward in the tread width direction, uneven wear in the vicinity of the portion can be effectively suppressed.

  In the present embodiment, the groove width W1 at the outer end in the tread width direction of the shoulder groove 200 is wider than the groove width W2 at the inner end in the tread width direction of the shoulder groove 200. For this reason, the lateral force input to the tread width direction outer side end of the tread shoulder portion 120 can be effectively reduced. That is, uneven wear of the tread shoulder portion 120 can be effectively suppressed. Further, by making the groove width at the inner end in the tread width direction of the shoulder groove 200 narrower than the outer end in the tread width direction, the deformation amount of the tread shoulder portion 120 adjacent to the inner end in the tread width direction of the shoulder groove 200 is suppressed. The occurrence of uneven wear and cracks at the ground contact end TRe of the tread TR can be further reduced.

  In the present embodiment, the shoulder groove 200 is inclined with respect to the tire circumferential direction in a side view of the pneumatic tire 10. For this reason, even when a crack occurs in the vicinity of the shoulder groove 200, it is possible to prevent the crack from extending along the tire circumferential direction or a plurality of cracks from continuing.

  In the present embodiment, the groove width in the short direction of the shoulder groove 200 gradually increases as going outward in the tread width direction. For this reason, it can avoid that lateral force concentrates on the specific location of the shoulder groove 200 vicinity, and can suppress generation | occurrence | production and expansion | extension of a crack more effectively.

In the present embodiment, the depth D4 of the second groove 260 is deeper than the depth D3 of the first groove 210. Further, the second groove portion 260 is formed on the outer side in the tread width direction than the first groove portion 210. Further, the first groove portion 210 and the second groove portion 260 are formed at least in the maximum width portion W _MAX where the groove width is maximum.

  That is, the shoulder groove 200 at the outer end portion in the tread width direction having a relatively low probability of occurrence of cracks is deepened, and the tread shoulder portion 120 is provided with a multi-step depth by the first groove portion 210 and the second groove portion 260. The input lateral force can be effectively suppressed. Further, by making the shoulder groove 200 at the inner end portion in the tread width direction having a relatively high probability of occurrence of cracks, the occurrence and extension of cracks can be more reliably suppressed.

  In addition, the depth D3 of the first groove portion 210 increases as the groove width in the short direction of the shoulder groove 200 increases. For this reason, it is possible to reduce the occurrence of uneven wear and cracks in the vicinity of the portion by suppressing the lateral force in the portion where the groove width is wide and suppressing the deformation amount of the tread shoulder portion 120 in the portion where the groove width is narrow.

  In the present embodiment, the shoulder groove 200 is located outside when the vehicle is mounted. Noise due to uneven wear of the tread shoulder portion 120 is directly transmitted to the outside from the vehicle equipped with the pneumatic tire 10. For this reason, the shoulder groove 200 can effectively suppress this noise.

  In the present embodiment, a portion of the shoulder groove 200 overlaps with the adjacent shoulder groove 200 in the tread width direction, and each of the shoulder grooves 200 is located on the outer side of the shoulder block 120A in the tread width direction, and a plurality of shoulder blocks It is provided so as to straddle 120A. For this reason, the lateral force input to the tread shoulder portion 120 can be more effectively suppressed.

  In the present embodiment, the horizontal groove portion 261 and the horizontal groove portion 263 are continuous so as to be bent with respect to the vertical groove portion 262. Further, the rear end portion 212 a of the shallow groove 212 is continuous with the thick groove portion 123 so as to be bent. For this reason, a deformation | transformation of the tread shoulder part 120 can be effectively suppressed by such a bending part.

(6) Other Embodiments As described above, the contents of the present invention have been disclosed through the embodiments of the present invention. However, it is understood that the description and drawings constituting a part of this disclosure limit the present invention. Should not. From this disclosure, various alternative embodiments, examples, and operational techniques will be apparent to those skilled in the art.

  For example, in the pneumatic tire 10, the first groove portion 210 and the second groove portion 260 are formed, but the shoulder groove 200 may not necessarily include the second groove portion 260. Further, the depth of the shoulder groove 200 does not have to become deeper as it goes outward in the tread width direction. Similarly, the groove width in the short direction of the shoulder groove 200 may not be widened toward the outer side in the tread width direction. Furthermore, the extending direction of the shoulder groove 200 may not necessarily be inclined with respect to the tire circumferential direction.

  In the second groove 260, the depth D2 may be deeper than the depth D4. Further, the depth D4 of the second groove portion 260 may be increased as the groove width in the short direction of the shoulder groove 200 is increased.

  The second groove 260 is formed along the extending direction of the shoulder groove 200 through the center of the groove in the short direction of the shoulder groove 200, and the first groove 210 is formed at both ends of the second groove 260 in the short direction. It does not matter even if it is a shape.

  Further, the application range of the present invention is not limited to a pneumatic tire, but can be applied to a solid tire or the like.

  As described above, the present invention naturally includes various embodiments that are not described herein. Therefore, the technical scope of the present invention is determined only by the invention specifying matters according to the scope of claims reasonable from the above description.

CL: tire equator line, TR: tread, TRe: ground contact edge, W1, W2: groove width, WMAX: maximum width portion, WT: width, 10: pneumatic tire, 20: bead, 30 ... carcass, 40 ... belt layer 50 ... layer, 60 ... tire side part, 60a ... maximum width part, 110 ... block row, 115 ... circumferential groove, 120 ... tread shoulder part, 120A ... shoulder block, 121 ... lateral groove, 122 ... narrow groove part, 123 ... Thick groove portion, 124 ... transverse groove, 200 ... shoulder groove, 210 ... first groove portion, 211, 212 ... shallow groove, 212a ... rear end portion, 260 ... second groove portion, 262 ... vertical groove portion, 261,263 ... lateral groove portion

Claims (9)

A tire having a plurality of groove portions formed in a tread shoulder portion,
The groove is formed on the outer side in the tread width direction than the ground contact end of the tread when a normal load is applied to the tire set to a normal internal pressure,
The depth of the groove portion at the outer end portion in the tread width direction of the groove portion is deeper than the depth of the groove portion at the inner end portion in the tread width direction of the groove portion,
A part of the groove portion overlaps the adjacent groove portion in the tread width direction.   The tire according to claim 1, wherein the depth of the groove portion becomes deeper as it goes outward in the tread width direction.   The tire according to claim 1 or 2, wherein the groove width at the outer end in the tread width direction of the groove portion is wider than the groove width at the inner end in the tread width direction of the groove portion.   The tire according to any one of claims 1 to 3, wherein the groove portion is inclined with respect to a tire circumferential direction in a side view of the tire.   The tire according to any one of claims 1 to 4, wherein the groove portion is formed between a ground contact end of the tread and a maximum width portion of the tire in a tire side portion.   The tire according to any one of claims 1 to 5, wherein a groove width in a short direction of the groove portion becomes wider toward an outer side in the tread width direction. The groove part includes a first groove part and a second groove part,
The depth of the second groove is deeper than the depth of the first groove,
The depth of the first groove portion increases as the groove width in the short direction of the groove portion increases, and the first groove portion and the second groove portion are formed at least at a portion where the groove width is maximum. The tire according to any one of claims 1 to 6.   The tire according to claim 7, wherein the second groove portion is formed on the outer side in the tread width direction than the first groove portion.   The tire according to any one of claims 1 to 8, wherein the groove portion is located outside when the vehicle is mounted.

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