JP2016002990A - Pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a pneumatic tire which can simultaneously improve noise performance and stability on a dry road when adopting pitch variations for a tread pattern.SOLUTION: In a pneumatic tire, a plurality of repetition elements including lateral grooves 51, 61 at an inner vehicle area Ain and an outer vehicle area Aout are repeatedly formed in a circumferential direction of the tire. These repetition elements are constituted by pitch variations including at least three sorts of pitches. When the number of the pitch variation is N, a groove area ratio of each repetition element at the inner vehicle region is Si(1)-Si(N) in order from longer pitches, Si(1)≤Si(2)≤...≤Si(N-1)≤Si(N) and Si(1)<Si(N) are satisfied. When a groove area ratio of each repetition element at the outer vehicle region is So(1)-So(N) in order from longer pitches, So(1)≥So(2)≥...≥So(N-1)≥So(N) and So(1)>So(N) are satisfied.

Description

  The present invention relates to a pneumatic tire that employs a pitch variation in a tread pattern, and more particularly to a pneumatic tire that can simultaneously improve noise performance and driving stability on a dry road surface.

  Various pneumatic tires that employ pitch variations in the tread pattern have been proposed (see, for example, Patent Documents 1 to 5). More specifically, a plurality of repeating elements including lateral grooves in the tread portion are repeatedly formed along the tire circumferential direction, and a plurality of types of pitches are set for these repeating elements. When such a pitch variation is employed, the noise performance of the pneumatic tire can be improved by dispersing the frequency of pattern noise generated during traveling.

  However, when the pitch variation is adopted, there is a problem that the driving stability on the dry road surface is deteriorated because the rigidity of the plurality of repeating elements including the lateral grooves becomes nonuniform on the tire circumference. Further, when the rigidity of the repeated elements is made uniform in order to improve the steering stability on the dry road surface, the effect of dispersing the frequency of the pattern noise is reduced and the noise performance is deteriorated. Therefore, it is extremely difficult to simultaneously improve the handling stability and noise performance on the dry road surface within the framework of pitch variation.

JP 2012-56464 A JP 2010-76561 A JP 2007-168572 A Japanese Patent Application Laid-Open No. 2004-299652 JP 2004-210133 A

  An object of the present invention is to provide a pneumatic tire that can simultaneously improve noise performance and driving stability on a dry road surface when adopting pitch variations in a tread pattern.

In order to achieve the above object, a pneumatic tire according to the present invention includes a tread portion that extends in the tire circumferential direction to form an annular shape, a pair of sidewall portions disposed on both sides of the tread portion, and the sidewall portions. In a pneumatic tire provided with a pair of bead portions arranged on the inner side in the tire radial direction of the tire, and a mounting direction for the vehicle is designated,
When the vehicle inner region is from the ground contact edge of the tread portion inside the vehicle to the tire equator, and the vehicle outer region is from the ground contact end of the tread portion outside the vehicle to the tire equator, the vehicle inner region and the vehicle outer region A plurality of repeating elements including lateral grooves are repeatedly formed along the tire circumferential direction, and these repeating elements are constituted by pitch variations including at least three types of pitches, where the number of pitch variations is N, and the vehicle inner region When the groove area ratio of each repeating element is Si (1), Si (2),..., Si (N-1), Si (N) in order from the longer pitch, Si (1) ≦ Si (2) ≦ ・ ・ ・ ≦ Si (N−1) ≦ Si (N) and the relationship of Si (1) <Si (N) is satisfied, and the groove surface of each repeating element in the vehicle outer region When the ratio is set to So (1), So (2),..., So (N-1), So (N) in order from the longer pitch, So (1) ≧ So (2) ≧ ·. ... ≧ So (N−1) ≧ So (N) and satisfy the relationship of So (1)> So (N).

  In the present invention, in the pneumatic tire in which the mounting direction with respect to the vehicle is specified, the groove area ratio of the repeating element is increased from the longest pitch to the shortest pitch in the vehicle inner region based on the above relational expression, and the pitch is relatively By relatively increasing the groove area ratio of the small repeating elements, the noise performance can be improved by effectively dispersing the pattern noise frequency. Further, by reducing the groove area ratio of the repeating elements from the longest pitch to the shortest pitch in the vehicle outer region, and reducing the groove area ratio of the repeating elements having a relatively small pitch, the rigidity of the repeating elements is reduced. It can be made uniform on the tire circumference and the driving stability on the dry road surface can be improved. As a result, it is possible to simultaneously improve the noise performance and the driving stability on the dry road surface in the framework of pitch variation. In addition, according to such a method, a desired effect can be obtained by specifying the groove area ratio of the repetitive elements. Therefore, in order to achieve both noise performance and driving stability on a dry road surface, the vehicle inner region and the vehicle There is no need to use a different number of pitches or arrangement for the outer area. As a result, the time required for pitch design can be shortened, and the complexity of the mold manufacturing process can be avoided. is there.

  Si (2) −Si (1) ≦ Si (3) −Si (2) ≦ ・ ・ ・ ≦ Si (N) −Si () regarding the amount of change in the groove area ratio of the repeating elements in the vehicle inner region and the vehicle outer region. N-1) and So (2) -So (1) ≥So (3) -So (2) ≥ ... ≥So (N) -So (N-1) Since the amount of change in the groove area ratio increases as the repetitive element has a relatively small pitch, the noise performance can be improved by effectively dispersing the frequency of the pattern noise.

  Further, regarding the amount of change in the groove area ratio of the repeating elements in the vehicle inner region and the vehicle outer region, Si (2) −Si (1) ≧ Si (3) −Si (2) ≧ ・ ・ ・ ≧ Si (N) − The relationship of Si (N-1) and So (2) -So (1) ≤So (3) -So (2) ≤ ... ≤So (N) -So (N-1) is satisfied. In this case, since the change amount of the groove area ratio becomes smaller as the repetitive element has a relatively small pitch, the rigidity of the repetitive element can be made uniform on the tire circumference and the rolling resistance can be improved.

  Here, the groove area ratio of each repeating element is the ratio (%) of the area of the negative element to the sum of the area of the negative element and the area of the positive element included in the repeating element. The negative element means the groove part, and the positive element means the land part.

  Difference between the groove area ratio Si (N) of the repeating element having the shortest pitch in the vehicle inner region and the groove area ratio Si (1) of the repeating element having the longest pitch in the vehicle inner region [Si (N) −Si (1) ], The maximum difference in the groove area ratio in the vehicle inner region is preferably 1% to 4%. Thereby, noise performance and steering stability on a dry road surface can be effectively improved.

  Further, the difference between the groove area ratio So (N) of the repeating element having the shortest pitch in the vehicle outer region and the groove area ratio So (1) of the repeating element having the longest pitch in the vehicle outer region [So (N) −So ( 1)], the maximum difference in the groove area ratio in the vehicle outer region is preferably -1% to -4%. Thereby, the noise performance and the steering stability on the dry road surface can be effectively improved without deteriorating the steering stability on the wet road surface.

  On the tire circumference, the number of repeating elements having the longest pitch is preferably smaller than the number of repeating elements having the shortest pitch. In the present invention, in order to adjust the groove area ratio of repeating elements having a relatively small pitch, when the above-described configuration is applied in an arrangement in which the number of repeating elements having the shortest pitch is larger than the number of repeating elements having the longest pitch. A remarkable effect is obtained.

  The repeating elements are preferably arranged so that the pitch length periodically increases and decreases along the tire circumferential direction. In such a periodic array, repetitive elements having a relatively small pitch are locally gathered, so that a remarkable effect can be obtained when the above-described configuration is applied to the periodic array.

  In the present invention, the contact area of the tread portion is the contact width in the tire axial direction measured when a normal load is applied by placing the tire on a regular rim and filling the regular internal pressure vertically on a plane. Specified based on. The ground contact edge is the outermost position in the tire axial direction of the ground contact region. The “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire is based, for example, a standard rim for JATMA, “Design Rim” for TRA, or ETRTO. Then, “Measuring Rim” is set. “Regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based. The maximum air pressure is JATMA, and the table “TIRE ROAD LIMITS AT VARIOUSIOLD” is TRA. The maximum value described in "INFLATION PRESOURS", "INFLATION PRESOURE" for ETRTO, but 180 kPa when the tire is a passenger car. “Regular load” is a load determined by each standard for each tire in the standard system including the standard on which the tire is based. The maximum load capacity is JATMA, and the table “TIRE ROAD LIMITS AT VARIOUSIOLD is TRA”. In the case of ETRTO, the maximum value described in “INFLATION PRESOURES” is “LOAD CAPACITY”. However, when the tire is a passenger car, the load corresponds to 88% of the load.

It is meridian sectional drawing which shows the pneumatic tire which consists of embodiment of this invention. FIG. 2 is a development view showing a tread pattern of the pneumatic tire of FIG. 1. It is a top view which shows the vehicle inner side area | region of a tread part. It is a top view which shows the vehicle outer side area | region of a tread part.

  Hereinafter, the configuration of the present invention will be described in detail with reference to the accompanying drawings. 1 to 4 show a pneumatic tire according to an embodiment of the present invention. This pneumatic tire is a tire in which the mounting direction of the tire front and back when the vehicle is mounted is designated. 1 to 4, IN is the inside of the vehicle when the vehicle is mounted, and OUT is the outside of the vehicle when the vehicle is mounted.

  As shown in FIG. 1, the pneumatic tire of the present embodiment includes a tread portion 1 that extends in the tire circumferential direction and has an annular shape, and a pair of sidewall portions 2, 2 disposed on both sides of the tread portion 1. And a pair of bead portions 3 and 3 disposed inside the sidewall portion 2 in the tire radial direction.

  A carcass layer 4 is mounted between the pair of bead portions 3 and 3. The carcass layer 4 includes a plurality of reinforcing cords extending in the tire radial direction, and is folded from the inside of the tire to the outside around the bead core 5 disposed in each bead portion 3. A bead filler 6 made of a rubber composition having a triangular cross-section is disposed on the outer periphery of the bead core 5.

  On the other hand, a plurality of belt layers 7 are embedded on the outer peripheral side of the carcass layer 4 in the tread portion 1. These belt layers 7 include a plurality of reinforcing cords inclined with respect to the tire circumferential direction, and are arranged so that the reinforcing cords cross each other between the layers. In the belt layer 7, the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set in a range of, for example, 10 ° to 40 °. A steel cord is preferably used as the reinforcing cord of the belt layer 7. For the purpose of improving high-speed durability, at least one belt cover layer 8 in which reinforcing cords are arranged at an angle of, for example, 5 ° or less with respect to the tire circumferential direction is disposed on the outer peripheral side of the belt layer 7. Yes. As the reinforcing cord of the belt cover layer 8, an organic fiber cord such as nylon or aramid is preferably used.

  In addition, although the tire internal structure mentioned above shows the typical example in a pneumatic tire, it is not limited to this.

  As shown in FIG. 2, four main grooves 11 extending in the tire circumferential direction are formed in the tread portion 1. The main groove 11 includes main grooves 11A and 11B located on the vehicle inner side than the tire equator CL and main grooves 11C and 11D located on the vehicle outer side than the tire equator CL. The main groove 11A near the tire equator CL has a zigzag shape, but the other main grooves 11B, 11C, and 11D have a linear shape. Due to these four main grooves 11, the tread portion 1 has a center land portion 20 located on the tire equator CL, an inner intermediate land portion 30 located on the vehicle inner side than the center land portion 20, and a center land portion 20. The outer middle land portion 40 located on the outer side of the vehicle, the inner shoulder land portion 50 located on the inner side of the vehicle with respect to the inner middle land portion 30, and the outer shoulder land portion 60 located on the outer side of the vehicle with respect to the outer middle land portion 40. And is partitioned.

  The center land portion 20 is formed with a plurality of sipes 25 extending in the tire width direction and having one end communicating with the main groove 11C and the other end closed in the center land portion 20 at intervals in the tire circumferential direction. Has been.

  A plurality of sipes 35 extending in the tire width direction and crossing the intermediate land portion 30 are formed in the inner intermediate land portion 30 at intervals in the tire circumferential direction. The outer intermediate land portion 40 is formed with a circumferential auxiliary groove 48 extending in a zigzag shape along the tire circumferential direction. The outer intermediate land portion 40 includes a plurality of sipes 45 extending in the tire width direction and crossing the intermediate land portion 40, and one end communicating with the main groove 11D extending in the tire width direction. A plurality of sipes 46 whose ends communicate with the circumferential auxiliary groove 48 are formed at intervals in the tire circumferential direction. The sipes 45 and sipes 46 are alternately arranged along the tire circumferential direction.

  The inner shoulder land portion 50 includes a plurality of lateral grooves 51 that extend in the tire circumferential direction so as to cross the ground contact edge Ein on the inner side of the vehicle and are not communicated with the main groove 11B, and one end that extends in the tire width direction. Are connected to the main groove 11B, and a plurality of sipes 55 whose other ends are closed in the inner shoulder land portion 50 are formed at intervals in the tire circumferential direction. The lateral grooves 51 and the sipes 55 are alternately arranged along the tire circumferential direction. The outer shoulder land portion 60 is formed with a plurality of lateral grooves 61 that extend in the tire circumferential direction so as to cross the ground contact edge Eout on the outer side of the vehicle and are not communicated with the main groove 11D at intervals in the tire circumferential direction. Has been.

  The vehicle inner region Ain is defined as the vehicle inner region Ain from the vehicle inner grounding edge Ein of the tread portion 1 to the tire equator CL, and the vehicle outer region Aout from the vehicle outer grounding end Eout of the tread portion 1 to the tire equator CL. The groove pattern at and the groove pattern at the vehicle outer side area Aout are asymmetric with each other.

  As shown in FIG. 3, a plurality of repetitive elements Ri including lateral grooves 51 are formed in the vehicle inner side area Ain. Here, each repetitive element Ri is composed of a negative element composed of a lateral groove 51, sipes 35 and 55, and main grooves 11A and 11B, and a positive element composed of other land portions. These repeating elements Ri are constituted by pitch variations including at least three types of pitches Pi (1) to Pi (N). That is, the number of pitch variations of the repeating element Ri is N. The pitches Pi (1) to Pi (N) satisfy the relationship Pi (1)> Pi (2)>...> Pi (N). The pitches Pi (1) to Pi (N) are measured on the basis of the same position in the tire circumferential direction in each repeating element Ri. In FIG. 3, the pitches Pi (1) to Pi (N) are specified based on the specific position of the lateral groove 51 of the inner shoulder land portion 50, but the reference position can be arbitrarily determined.

  When the groove area ratio of each repeating element Ri in the vehicle inner side area Ain is set to Si (1), Si (2),..., Si (N-1), Si (N) in order from the longer pitch. , Si (1) ≦ Si (2) ≦... ≦ Si (N−1) ≦ Si (N) and Si (1) <Si (N). More preferably, the relationship of Si (1) <Si (2) <... <Si (N-1) <Si (N) is satisfied.

  As shown in FIG. 4, a plurality of repetitive elements Ro including the lateral grooves 61 are formed in the vehicle outside region Aout. Here, each repetitive element Ro is composed of a negative element composed of a lateral groove 61, sipes 25, 45, 46, a circumferential auxiliary groove 48, and main grooves 11C, 11D, and a positive element composed of other land portions. . These repeating elements Ro are composed of pitch variations including at least three types of pitches Po (1) to Po (N). That is, the number of pitch variations of the repeating element Ro is N. The pitches Po (1) to Po (N) satisfy the relationship Po (1)> Po (2)>...> Po (N). The pitches Po (1) to Po (N) are measured with reference to the same position in the tire circumferential direction in each repeating element Ro. In FIG. 4, the pitches Po (1) to Po (N) are specified based on the specific position of the lateral groove 61 of the outer shoulder land portion 60, but the reference position can be arbitrarily determined.

  When the groove area ratio of each repeating element Ro in the vehicle outside region Aout is set to So (1), So (2),..., So (N-1), So (N) in order from the longer pitch. , So (1) ≧ So (2) ≧... ≧ So (N−1) ≧ So (N) and the relationship of So (1)> So (N) is satisfied. More preferably, the relationship of So (1)> So (2)>...> So (N-1)> So (N) is satisfied.

  Table 1 shows specific examples of the pitches and groove area ratios of the repeating elements Ri and Ro in the vehicle inner region Ain and the vehicle outer region Aout.

  In the pneumatic tire described above, the groove area ratio of the repeating element Ri is increased from the longest pitch Pi (1) to the shortest pitch Pi (N) in the vehicle inner region Ain based on the above relational expression, and the pitch is relatively By increasing the groove area ratio [for example, Si (N)] of the repetitive element Ri that is relatively small, it is possible to effectively disperse the frequency of the pattern noise and improve the noise performance. Further, in the vehicle outside region Aout, the groove area ratio of the repeating element Ro is decreased from the longest pitch pitch Po (1) to the shortest pitch pitch Po (N), and the groove area ratio of the repeating element Ro having a relatively small pitch [ For example, by relatively reducing So (N)], the rigidity of the repetitive element Ro can be made uniform on the tire circumference and the steering stability on the dry road surface can be improved. As a result, it is possible to simultaneously improve the noise performance and the driving stability on the dry road surface in the framework of pitch variation.

  Although the change amount of the groove area ratio in the vehicle inner region Ain and the vehicle outer region Aout can be constant, the change amount of the groove area ratio in each region can be varied for each pitch.

  Si (2) -Si (1) ≤Si (3) -Si (2) ≤ ... ≤Si (N) -Si (N-1) and So (2) -So (1) ≥So (3) -So (2) ≥ ... ≥So (N) -So (N-1), more preferably Si (2) -Si (1) <Si (3) -Si (2) <. .. <Si (N) -Si (N-1) and So (2) -So (1)> So (3) -So (2)> ...> So (N) -So (N-1) In the case, the repetitive elements Ri and Ro having a relatively small pitch have a change amount of the groove area ratio [for example, the absolute value of Si (N) -Si (N-1), So (N) -So (N-1 Since the absolute value of) increases, the noise performance can be improved by effectively dispersing the pattern noise frequency.

  Table 2 shows Si (2) -Si (1) <Si (3) -Si (2) <... <Si (N) -Si (N-1) and So (2) -So (1). > So (3) -So (2)> ...> Pitch and groove area of repetitive elements Ri, Ro in the vehicle inner area Ain and the vehicle outer area Aout in the case of So (N) -So (N-1). The specific example of a ratio is shown.

  Further, Si (2) -Si (1) ≥Si (3) -Si (2) ≥ ... ≥Si (N) -Si (N-1) and So (2) -So (1) ≤So ( 3) -So (2) ≤ ... ≤So (N) -So (N-1), more preferably Si (2) -Si (1)> Si (3) -Si (2) > ...> Si (N) -Si (N-1) and So (2) -So (1) <So (3) -So (2) <... <So (N) -So (N- In the case of 1), the repetitive elements Ri and Ro having a relatively small pitch have a change amount of the groove area ratio [for example, the absolute value of Si (N) -Si (N-1), So (N) -So (N Since the absolute value of -1)] becomes smaller, the rigidity of the repeating elements can be made uniform on the tire circumference and the rolling resistance can be improved.

  Table 3 shows Si (2) -Si (1)> Si (3) -Si (2)> ...> Si (N) -Si (N-1) and So (2) -So (1). <So (3) -So (2) <... <Pitch and groove area of repetitive elements Ri, Ro in the vehicle inner area Ain and the vehicle outer area Aout in the case of So (N) -So (N-1). The specific example of a ratio is shown.

  In the pneumatic tire, the difference between the groove area ratio Si (N) of the repeating element Ri having the shortest pitch in the vehicle inner area Ain and the groove area ratio Si (1) of the repeating element Ri having the longest pitch in the vehicle inner area Ain. The maximum difference in the groove area ratio in the vehicle inner side area Ain obtained from [Si (N) -Si (1)] is preferably 1% to 4%. Thereby, noise performance and steering stability on a dry road surface can be effectively improved. Here, if the maximum difference in the groove area ratio in the vehicle inner side area Ain is less than 1%, the effect of improving the noise performance is reduced, and conversely if it exceeds 4%, the rigidity of the repetitive element Ri having a relatively small pitch. Is insufficient, and the effect of improving the driving stability on the dry road surface is reduced.

  Further, the difference between the groove area ratio So (N) of the repeating element Ro having the shortest pitch in the vehicle outside area Aout and the groove area ratio So (1) of the repeating element Ro having the longest pitch in the vehicle outside area Aout [So (N ) -So (1)], the maximum difference in the groove area ratio in the vehicle outer area Aout is preferably -1% to -4%. Thereby, the noise performance and the steering stability on the dry road surface can be effectively improved without deteriorating the steering stability on the wet road surface. Here, when the maximum difference of the groove area ratio in the vehicle outer area Aout is more than -1%, the improvement effect of the steering stability on the dry road surface is lowered, and conversely, when it is less than -4%, the noise performance is improved. The effect is reduced, the groove area of the repetitive element Ro having a relatively small pitch is insufficient, the drainage performance is deteriorated, and the steering stability on the wet road surface is deteriorated.

  In the pneumatic tire, the number of repeating elements Ri and Ro having the longest pitch [ie, Pi (1), Po (1)] on the tire circumference is the shortest pitch [ie, Pi (N), Po (N). It is desirable that the number is less than the number of repeating elements Ri and Ro having That is, by adjusting the groove area ratio of the repetitive elements Ri, Ro having a relatively small pitch, an effect of improving the noise performance and the steering stability on the dry road surface is obtained. Therefore, the repetitive elements Ri, A remarkable effect is obtained when the above-described configuration is applied to an arrangement in which the number of Ro is larger than the number of repeating elements Ri and Ro having the longest pitch.

  The repeating elements Ri and Ro are preferably arranged so that the pitch length periodically increases and decreases along the tire circumferential direction. For example, an arrangement in which the lengths of the pitches Pi (1) to Pi (N) and Po (1) to Po (N) repeatedly increase and decrease 3 to 5 times on the tire circumference is preferable. At that time, it is not always required that the pitch length be uniformly increased or decreased along the tire circumferential direction, and a case where pitches of the same length are arranged may be included. In such a periodic array, repetitive elements having a relatively small pitch are locally gathered, so that a remarkable effect can be obtained when the above-described configuration is applied to the periodic array.

  In the pneumatic tire described above, the groove area ratio of each of the repetitive elements Ri and Ro in the vehicle inner region Ain and the vehicle outer region Aout is not particularly limited, but is preferably in the range of 20% to 40%, for example. It is desirable to set it in the range of 25% to 35%. Thereby, the noise performance and the effect of improving the driving stability on the dry road surface can be sufficiently ensured.

  Further, in the above-described pneumatic tire, the value of the pitch Pi (1) to Pi (N) of the repeating element Ri in the vehicle inner area Ain and the pitch Po (1) to Po (N) of the repeating element Ro in the vehicle outer area Aout. The values of are consistent with each other and the array is the same. However, the arrangement of the repetitive elements Ri and Ro is different in the vehicle inner area Ain and the vehicle outer area Aout, or the pitch Pi (1) to Pi (N) of the vehicle inner area Ain and the pitch Po ( It is possible to vary the values of 1) to Po (N). In any case, Pi (1) / Pi (N) and Po (1) / Po (N) are in the range of 1.2 to 2.0, more preferably in the range of 1.3 to 1.6. It is desirable to set.

  A pneumatic tire having a tire size of 215 / 45R17 and including a tread portion, a pair of sidewall portions, and a pair of bead portions, and a plurality of lateral grooves in a vehicle inner region and a vehicle outer region in a mounting direction designated for the vehicle. The repeating elements are repeatedly formed along the tire circumferential direction, and the repeating elements are configured by pitch variations including five types of pitches, and the groove area ratio of each repeating element in the vehicle inner region is longer than the pitch. Si (1), Si (2), Si (3), Si (4), and Si (5) are set in order, and the groove area ratio of each repeating element in the vehicle outer region is set to So ( 1), So (2), So (3), So (4), So (5), the relationship between Si (1) to Si (5) and So (1) to So (5). It was manufactured tires of the set prior art and Examples 1-7 as shown in Table 4.

  For the shortest / longest number of pitches, “shortest> longest” indicates that the number of repeating elements having the longest pitch is less than the number of repeating elements having the shortest pitch, and the number of repeating elements having the longest pitch is the shortest pitch. A case where the number of repeating elements is greater than the number of repeating elements is indicated by “shortest <longest”. In addition, regarding the arrangement, the case where the repeating elements are arranged so that the pitch length periodically increases and decreases along the tire circumferential direction is indicated by “period”, and the repeating elements are indicated by the pitch length along the tire circumferential direction. The case where the arrangement is made to increase or decrease randomly is indicated by “random”.

  These test tires were evaluated for noise performance and handling stability on dry road surfaces by the following test methods, and the results are also shown in Table 4.

Noise performance:
Each test tire is mounted on a wheel with a rim size of 17 x 7 J and mounted on a front-wheel drive vehicle with a displacement of 1800 cc. The air pressure after warm-up (F / R) is 230 kPa / 220 kPa, and the vehicle is on a straight line at a speed of 100 km / h. The sound pressure level in the room was measured. The evaluation results are shown as an index with the conventional example being 100, using the reciprocal of the measured value. A larger index value means better noise performance.

Steering stability on dry roads:
Each test tire is mounted on a wheel with a rim size of 17 × 7J and mounted on a front-wheel drive vehicle with a displacement of 1800 cc. Evaluation was performed. The evaluation results are shown as an index with the conventional example being 100. The larger the index value, the better the steering stability on the dry road surface.

  As can be seen from Table 4, in the tires of Examples 1 to 7, noise performance and driving stability on a dry road surface were simultaneously improved.

DESCRIPTION OF SYMBOLS 1 Tread part 2 Side wall part 3 Bead part 11 Main groove 51,61 Lateral groove Ain Vehicle inside area Aout Vehicle outside area Ri Repeat element of vehicle inside area Ro Repeat element of vehicle outside area

Claims (5)

An annular tread portion extending in the tire circumferential direction, a pair of sidewall portions disposed on both sides of the tread portion, and a pair of bead portions disposed on the inner side in the tire radial direction of the sidewall portions. In a pneumatic tire with a specified mounting direction for the vehicle,
When the vehicle inner region is from the ground contact edge of the tread portion inside the vehicle to the tire equator, and the vehicle outer region is from the ground contact end of the tread portion outside the vehicle to the tire equator, the vehicle inner region and the vehicle outer region A plurality of repeating elements including lateral grooves are repeatedly formed along the tire circumferential direction, and these repeating elements are constituted by pitch variations including at least three types of pitches, where the number of pitch variations is N, and the vehicle inner region When the groove area ratio of each repeating element is Si (1), Si (2),..., Si (N-1), Si (N) in order from the longer pitch, Si (1) ≦ Si (2) ≦ ・ ・ ・ ≦ Si (N−1) ≦ Si (N) and the relationship of Si (1) <Si (N) is satisfied, and the groove surface of each repeating element in the vehicle outer region When the ratio is set to So (1), So (2),..., So (N-1), So (N) in order from the longer pitch, So (1) ≧ So (2) ≧ ·. A pneumatic tire characterized by satisfying a relationship of ≧ So (N−1) ≧ So (N) and So (1)> So (N).   The difference between the groove area ratio Si (N) of the repeating element having the shortest pitch in the vehicle inner region and the groove area ratio Si (1) of the repeating element having the longest pitch in the vehicle inner region [Si (N) −Si ( The pneumatic tire according to claim 1, wherein the maximum difference in the groove area ratio in the vehicle inner region obtained from 1)] is 1% to 4%.   The difference between the groove area ratio So (N) of the repeating element having the shortest pitch in the vehicle outer region and the groove area ratio So (1) of the repeating element having the longest pitch in the vehicle outer region [So (N) −So ( The pneumatic tire according to claim 1 or 2, wherein the maximum difference in the groove area ratio in the vehicle outer region obtained from 1)] is -1% to -4%.   The pneumatic tire according to claim 1, wherein the number of repeating elements having the longest pitch is smaller than the number of repeating elements having the shortest pitch on the tire circumference.   The pneumatic tire according to any one of claims 1 to 4, wherein the repeating elements are arranged so that a pitch length periodically increases and decreases along a tire circumferential direction.

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