JP2018144770A - Solid tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a solid tire that is still excellent in ride-comfort after being abraded.SOLUTION: A tire 2 is a solid tire. On an outer peripheral surface 2a of the tire 2 are formed a plurality of lugs 30 and 32 arranged in a circumferential direction. On sides 2b of the tire 2 are formed a plurality of lateral holes 14. Inside in a radial direction of the lugs 30 and 32 are positioned the lateral holes 14. On the side surfaces 2b of the tire are formed communication grooves 16 through which the lateral holes 14 adjacent to each other in the circumferential direction are communicated. Preferably a ratio of a depth Dg of the communication groove 16 to a depth Dh of the lateral hole 14 is 0.2 or more and 0.8 or less. Preferably a ratio of twice the depth Dh of the lateral hole 14 to a width W of the tire is 0.2 or more and 0.7 or less.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a solid tire.

  For example, solid tires are mounted on industrial vehicles such as forklifts and crane trucks. A pneumatic tire has a structure that holds air therein, whereas a solid tire has a structure made of rubber. In other words, a solid tire is a solid tire. The solid tire can travel without puncture even on rough roads such as road surfaces where unevenness is scattered and road surfaces where foreign objects such as metal pieces are scattered.

  Solid tires are more rigid than pneumatic tires. Solid tires tend to vibrate due to road surface irregularities. The riding comfort of solid tires is inferior to that of pneumatic tires. In vehicles equipped with solid tires, the burden on the driving operator is large. In order to reduce the burden on the operator, various improvements have been proposed.

  Japanese Patent Application Laid-Open No. 2012-35815 discloses a solid tire in which a plurality of S-shaped holes are formed on the side surface in the axial direction. In this solid tire, an S-shaped hole is formed on the inner side in the radial direction of the contact surface that contacts the road surface. This S-shaped hole reduces vibration during traveling. With this solid tire, ride comfort is improved. Japanese Patent Application Laid-Open No. 2006-117296 also discloses a solid tire having a plurality of holes formed on the side surface. Even in this solid tire, riding comfort is improved by the plurality of holes.

JP 2012-35815 A JP, 2006-117296, A

  In the solid tire in which the hole is formed on the side surface in the axial direction, the rigidity is reduced at the radially inner portion of the ground contact surface. This ground plane is worn by use. Due to the wear of the ground plane, the rigidity further decreases at the radially inner portion of the ground plane. This further reduction in stiffness causes a circumferential stiffness difference. The progress of the wear on the ground contact surface further increases the difference in rigidity in the circumferential direction. This large difference in rigidity generates vibrations during traveling. This vibration impairs the ride comfort.

  An object of the present invention is to provide a solid tire that is excellent in ride comfort even after wear.

  In the tire according to the present invention, a plurality of lugs arranged in the circumferential direction are formed on the outer peripheral surface thereof. A plurality of lateral holes are formed on the side surface. The lateral holes are located radially inward of each lug. On the side surface, a communication groove is formed for communicating lateral holes adjacent in the circumferential direction.

  In the axial direction, the depth of the lateral hole is Dh, and the depth of the communication groove is Dg. At this time, the ratio of the depth Dg to the depth Dh is preferably 0.2 or more and 0.8 or less.

  In the axial direction, the depth of the lateral hole is Dh, and the width of the tire is W. At this time, the ratio of the depth Dh to the width W is preferably not less than 0.2 and not more than 0.7.

  In the radial direction, the opening height of the horizontal hole is Hh, and the opening height of the communication groove is Hg. At this time, the ratio of the opening height Hg to the opening height Hh is preferably 0.2 or more and 0.7 or less.

  In the radial direction, the opening height of the lateral hole is Hh, and the cross-sectional height of the tire is H. At this time, the ratio of the opening height Hh to the height H is preferably 0.05 or more and 0.35 or less.

  The tire includes a tread in which the lug is formed, and a base layer positioned on the inner side in the radial direction of the tread. The base layer is made of a crosslinked rubber. The hardness of the crosslinked rubber is preferably 60 or more and 85 or less. The lateral hole is formed in the tread.

  The tire includes a tread in which the lug is formed, and a base layer positioned on the inner side in the radial direction of the tread. The base layer is preferably composed of a crosslinked rubber and fibers dispersed in the crosslinked rubber. The lateral hole is formed in the tread.

  Preferably, this tire includes a plurality of core materials of two or more. Each core member has a ring shape extending in the circumferential direction. These core materials are arranged in the axial direction.

  In the solid tire according to the present invention, the rigidity of the inner portion of the lug is lowered by the lateral hole. Moreover, the rigidity of the inner part between lugs is also made low by the communicating groove. In this tire, even after the contact surface is worn, the difference between the rigidity of the inner portion of the lug and the rigidity of the inner portion between the lugs is small. Since the difference in rigidity in the circumferential direction is small, vibration due to running can be suppressed even after the contact surface is worn. This solid tire has excellent ride comfort even after wear.

FIG. 1 is a cross-sectional view showing a solid tire according to an embodiment of the present invention together with a rim. FIG. 2 is a side view of the solid tire and rim of FIG. FIG. 3 is an explanatory view showing a part of the tread pattern of the tire of FIG. 1. FIG. 4 is a partially enlarged view of FIG. FIG. 5 is a sectional view taken along line VV in FIG.

  Hereinafter, the present invention will be described in detail based on preferred embodiments with appropriate reference to the drawings.

  1 and 2 show a solid tire 2 according to an embodiment of the present invention together with a rim 4. FIG. 1 shows a cross-sectional view of the tire 2. FIG. 1 is a cross-sectional view taken along line II in FIG.

  The tire 2 is incorporated in the rim 4. The rim 4 is a regular rim. The regular rim means a rim defined in a standard on which the tire 2 depends. “Standard rim” in the JATMA standard, “Design Rim” in the TRA standard, and “Measuring Rim” in the ETRTO standard are regular rims.

  In FIG. 1, the vertical direction is the radial direction of the tire 2, the horizontal direction is the axial direction of the tire 2, and the direction perpendicular to the paper surface is the circumferential direction of the tire 2. In FIG. 1, an alternate long and short dash line CL represents the equator plane of the tire 2. A solid line BL represents a bead base line. The bead base line is a line that defines the rim diameter of the rim 4 (regular rim) on which the tire 2 is mounted.

  The tire 2 includes a tread 6, a base layer 8, and a plurality of core members 10. The tire 2 includes an outer peripheral surface 2a and a pair of axial side surfaces 2b.

  The tread 6 has a shape protruding outward in the radial direction in FIG. The tread 4 forms a tread surface 12 that contacts the road surface. The tread 6 is made of a crosslinked rubber having excellent wear resistance and grip properties. In this embodiment, the tread 6 is formed from a single crosslinked rubber. The tread 6 may be formed from two or more crosslinked rubbers.

  The base layer 8 is located on the inner side in the radial direction of the tread 6. The base layer 8 is made of a highly hard crosslinked rubber. In the tire 2, the rubber hardness of the base layer 8 is higher than the hardness of the tread 6.

  Each core material 10 is embedded in the base layer 8. The core material 10 extends in the circumferential direction. The core material 10 has a ring shape. The core material 10 is made by twisting one steel cord or a plurality of steel cords. In the tire 2, four core members 10 are arranged in the axial direction. In the axial direction, the core members 10 are arranged at regular intervals. The tire 2 includes four core members 10, but is not limited thereto. The number of the core members 10 is preferably two or more.

  As shown in FIG. 2, a plurality of lateral holes 14 and a plurality of communication grooves 16 are formed on the side surface 2 b of the tire 2. These lateral holes 14 are arranged at regular intervals in the circumferential direction. These communication grooves 16 are located between the lateral holes 14 adjacent in the circumferential direction. The communication hole 16 allows the lateral holes 14 adjacent in the circumferential direction to communicate with each other. The communication groove 16 extends along the circumferential direction in which the lateral holes 14 are arranged. The plurality of lateral holes 14 and the plurality of communication grooves 16 communicate with each other in the circumferential direction. The plurality of lateral holes 14 and the plurality of communication grooves 16 form a circumferential groove 17 that makes one round in the circumferential direction on the side surface 2b.

  As shown in FIGS. 1 and 2, the lateral hole 14 opens on the side surface 2 b of the tire 2. The lateral hole 14 is a bottomed hole formed with the axial direction as the depth direction. Here, one side surface 2b of the pair of side surfaces 2b of the tire 2 has been described, but the lateral hole 14 and the communication groove 16 are similarly formed on the other side surface 2b. The lateral hole 14 and the communication groove 16 formed on the one side surface 2b and the lateral hole 14 and the communication groove 16 formed on the other side surface 2b are formed so as to be displaced from each other in the circumferential direction.

  A double arrow Dh in FIG. 1 represents the depth of the lateral hole 14. A double arrow Hh represents the opening height of the horizontal hole 14. A double-headed arrow Dg represents the depth of the communication groove 16. A double-headed arrow Hg represents the opening height of the communication groove 16. The depth Dh and the depth Dg are measured as a linear distance in the axial direction. The opening height Hh and the opening height Hg are measured as a linear distance in the radial direction.

  A double-headed arrow W represents the axial width of the tire 2. The width W is measured as an axial distance from one side surface 2b to the other side surface 2b at a position where the lateral hole 14 is formed. A symbol Pc represents an intersection between the equator plane and the tread surface 12. A double-headed arrow H represents the cross-sectional height of the tire 2. This cross-sectional height H is measured as a radial distance from the bead base line to the intersection Pc.

  As shown in FIG. 3, the tread surface 12 has a plurality of transverse grooves 18, a plurality of transverse grooves 20, a plurality of inclined grooves 22, a plurality of inclined grooves 24, a plurality of inclined grooves 26, and a plurality of inclined grooves 28. ing. The plurality of lateral grooves 18 are formed at regular intervals in the circumferential direction. Each lateral groove 18 extends from one axial end of the tread surface 12 toward the axial center. The plurality of lateral grooves 20 are formed at regular intervals in the circumferential direction. Each lateral groove 20 extends from the other axial end of the tread surface 12 toward the axial center. The lateral grooves 18 and the lateral grooves 20 are formed with their positions shifted in the circumferential direction.

  Each inclined groove 22 is located in the center of the tread surface 12 in the axial direction. The inclined groove 22 extends while being inclined with respect to the axial direction. The inclined groove 22 makes the horizontal groove 18 and the horizontal groove 20 communicate with each other. The plurality of inclined grooves 22 are formed at regular intervals in the circumferential direction. Each inclined groove 24 is located in the center of the tread surface 12 in the axial direction. The inclined groove 24 extends in an inclined direction opposite to the inclined groove 22 with respect to the axial direction. The inclined groove 24 is in communication with the lateral groove 18 and the lateral groove 20. The plurality of inclined grooves 24 are formed at regular intervals in the circumferential direction.

  A plurality of lugs 30 are formed on the outer peripheral surface 2 a of the tire 2. The plurality of lugs 30 are arranged at regular intervals in the circumferential direction. Each lug 30 is formed by being partitioned into a lateral groove 18, a lateral groove 20, an inclined groove 22, and an inclined groove 24. The lug 30 extends from one end to the center in the axial direction. Similar to the lugs 30, a plurality of lugs 32 are formed on the outer peripheral surface 2 a of the tire 2. The plurality of lugs 32 are arranged at regular intervals in the circumferential direction. Each lug 32 is formed by being divided into a lateral groove 18, a lateral groove 20, an inclined groove 22 and an inclined groove 24. The lug 32 extends from the other end to the center in the axial direction. In the tire 2, 31 lugs 30 are arranged in the circumferential direction and 31 lugs 32 are arranged in the circumferential direction, but the number of lugs 30 and 32 is not limited thereto.

  The lug 30 forms a grounding surface 34 that contacts the road surface. In the ground contact surface 34, an inclined groove 26 extending from the one end in the axial direction so as to be inclined with respect to the axial direction is formed. The lug 32 forms a grounding surface 36 that contacts the road surface. In the ground contact surface 36, an inclined groove 28 extending from the other end in the axial direction inclining with respect to the axial direction is formed.

  The lugs 30 and lugs 32 are formed with their positions shifted in the circumferential direction. The ground plane 34 and the ground plane 36 are formed with their positions shifted in the circumferential direction.

  FIG. 4 shows an enlarged view of a part of FIG. FIG. 5 shows a cross section taken along line VV in FIG. A one-dot chain line Lb in FIG. 4 represents a straight line extending in the radial direction through the center position in the circumferential direction of the lug 30 at one end in the axial direction. A double arrow θb represents the pitch angle of the lug 30. The pitch angle θb is obtained as an angle formed by the straight line Lb between the adjacent lugs 30.

  An alternate long and short dash line Lh represents a straight line extending in the radial direction through the center of the lateral hole 14 on the side surface 2b. A double arrow θh represents the pitch angle of the horizontal holes 14. This pitch angle θh is obtained as an angle formed by a straight line Lh passing through the center of the adjacent horizontal hole 14. In the tire 2, the center of the lateral hole 14 is at the circumferential center position of the lug 30 in the circumferential direction. In the tire 2, the straight line Lb and the straight line Lh extend in an overlapping manner when viewed in the axial direction.

  The manufacturing method of the tire 2 includes a preforming step and a vulcanizing step. In the preforming step, a tread member that forms the tread 6, a base layer member that forms the base layer 8, and a core member 10 are prepared. These are combined to form a raw cover. In the vulcanization process, the raw cover is pressurized and heated in the mold. By this pressurization and heating, the tire 2 is formed from the raw cover.

  In the tire 2, the lateral hole 14 is formed on the radially inner side of the lug 30 and the lug 32. The lateral hole 14 has reduced rigidity on the inner side in the radial direction of the ground surface 34 and on the inner side in the radial direction of the ground surface 36. When the ground surface 34 and the ground surface 36 are in contact with the road surface, the tire 2 can be appropriately deformed.

  In the tire 2, the rigidity on the radially inner side of the lug 30 is suppressed from being excessively higher than the rigidity of the lateral groove 18 on the radially inner side. The lateral hole 14 reduces the difference between the rigidity on the radially inner side of the lug 30 and the rigidity on the radially inner side of the lateral groove 18. Similarly, the lateral hole 14 reduces the difference between the rigidity on the radially inner side of the lug 32 and the rigidity on the radially inner side of the lateral groove 20. In the tire 2, the rigidity is uniform in the circumferential direction. The tire 2 relieves vibration when it contacts the road surface. In the tire 2, the ride comfort is improved.

  In the tire 2, the communication groove 16 is formed on the inner side in the radial direction of the lateral groove 18 and the lateral groove 20. The communication groove 16 has reduced rigidity on the inner side in the radial direction of the lateral groove 18 and the inner side in the radial direction of the lateral groove 20. The tire 2 can be appropriately deformed even in the radial inner side of the lateral groove 18 and the radial inner side of the lateral groove 20 with respect to the load in the radial direction.

  In the tire 2, a circumferential groove 17 that is continuous in the circumferential direction is formed by the plurality of lateral holes 14 and the plurality of communication grooves 16. The circumferential groove 17 suppresses local deformation in the circumferential direction. The circumferential groove 17 suppresses a sudden change in rigidity in the circumferential direction of the tire 2. The circumferential groove 17 contributes to uniform circumferential rigidity.

  The ground contact surface 34 of the tire 2 is worn by running. This wear reduces the rigidity of the radially inner portion of the lug 30. Since the communication groove 16 is provided, the rigidity of the radially inner portion of the lateral groove 18 is also reduced. Thereby, when the rigidity inside the radial direction of the lug 30 falls, it is suppressed that the difference of this reduced rigidity and the rigidity inside the radial direction of the horizontal groove 18 becomes large. Similarly, an increase in the difference between the rigidity on the radially inner side of the lug 32 and the rigidity on the radially inner side of the lateral groove 20 is suppressed. The tire 2 is suppressed from having a large difference in rigidity in the circumferential direction even after the wear has progressed. The tire 2 is prevented from deteriorating in ride comfort after wear.

  In the tire 2 in which the depth Dh of the lateral hole 14 is deep, the rigidity inside the lugs 30 and 32 decreases. The riding comfort of the tire 2 is improved by the reduction in rigidity. From the viewpoint of this riding comfort, the ratio of the depth Dh to the width W of the tire 2 (2 · Dh / W) is preferably 0.2 or more, and more preferably 0.3 or more. On the other hand, in the tire 2 having the shallow depth Dh, the local concentration of strain in the lateral hole 14 is suppressed. The tire 2 can suppress a decrease in durability. From the viewpoint of durability, the ratio (2 · Dh / W) is preferably 0.7 or less, and more preferably 0.6 or less.

  In the tire 2 in which the depth Dg of the communication groove 16 is deep, an increase in rigidity difference in the circumferential direction can be suppressed even after the ground contact surfaces 34 and 36 are worn. In the tire 2, it is suppressed that the riding comfort deteriorates after the contact surfaces 34 and 36 are worn. From this viewpoint, the ratio (Dg / Dh) of the depth Dg to the depth Dh of the lateral hole 14 is preferably 0.2 or more, and more preferably 0.4 or more. On the other hand, in the tire 2 in which the depth Dg of the communication groove 16 is shallower than the depth Dh of the lateral hole 14, the local concentration of strain is suppressed. The tire 2 can suppress a decrease in durability due to the communication groove 16. From this viewpoint of durability, the ratio (Dg / Dh) is preferably 0.8 or less, and more preferably 0.6 or less.

  In the tire 2 in which the opening height Hh of the lateral hole 14 is large, the rigidity is reduced at the inner portions of the lugs 30 and 32. Thereby, the riding comfort of the tire 2 is improved. From the viewpoint of riding comfort, the ratio of the opening height Hh to the cross-sectional height H (Hh / H) is preferably 0.05 or more, and more preferably 0.10 or more. On the other hand, in the tire 2 in which the opening height Hh of the lateral hole 14 is small, the height of the base layer 8 can be sufficiently ensured. In the tire 2, occurrence of slip (also referred to as rim slip) between the tire 2 and the rim 4 is suppressed. From this viewpoint, the ratio (Hh / H) is preferably 0.35 or less, and more preferably 0.25 or less.

  In the tire 2 in which the opening height Hg of the communication groove 16 is large, an increase in rigidity difference in the circumferential direction can be suppressed even after wear. In the tire 2, it is suppressed that the riding comfort deteriorates after the contact surfaces 34 and 36 are worn. From this viewpoint, the ratio (Hg / Hh) of the opening height Hg to the opening height Hh of the lateral hole 14 is preferably 0.2 or more, and more preferably 0.3 or more. On the other hand, in the tire 2 in which the opening height Hg of the communication groove 16 is smaller than the opening height Hh of the lateral hole 14, the local concentration of strain is suppressed. The tire 2 can suppress a decrease in durability due to the communication groove 16. From this viewpoint of durability, the ratio (Hg / Hh) is preferably 0.7 or less, and more preferably 0.6 or less.

  The base layer 8 of the tire 2 is made of a highly hard crosslinked rubber. The base layer 8 suppresses the occurrence of rim slip. From the viewpoint of suppressing the occurrence of rim slip, the hardness of the base layer 8 is preferably 60 or more. The tire 2 having a low hardness of the base layer 8 is excellent in ride comfort. From this viewpoint, the hardness of the base layer is preferably 85 or less.

  In the present invention, the hardness is JIS-A hardness. This hardness is measured with a type A durometer in an environment of 23 ° C. in accordance with the provisions of “JIS-K6253”. This hardness is measured by pressing a type A durometer against the cross section of the tire 2.

  In the tire 2, the lateral hole 14 is formed in the tread 6. The lateral hole 14 is formed radially outward from the base layer 8. Since the lateral holes 14 are not formed in the base layer 8, the lateral holes 14 suppress the occurrence of rim slip.

  In the tire 2, the base layer 8 is formed of a crosslinked rubber having high hardness, but the present invention is not limited to this. The base layer 8 may be made of a crosslinked rubber and a fiber as long as the occurrence of rim slip can be suppressed. The crosslinked rubber forming the base layer 8 includes, for example, 10% by mass to 60% by mass of fibers. This fiber is dispersed in the crosslinked rubber. This fiber is obtained by cutting a fiber cord from a length of 1 (mm) to 300 (mm). Examples of such fibers include organic fibers and inorganic fibers. Examples of preferable organic fibers include polyester fibers, nylon fibers, rayon fibers, polyethylene naphthalate fibers, and aramid fibers. Examples of preferable inorganic fibers include steel fibers and glass fibers. A mixture of these plural types of fibers may be used.

  In the tire 2 including the core member 10, the occurrence of rim slip is further suppressed. Even if the lateral hole 14 and the communication groove 16 are formed, the occurrence of rim slip is suppressed. In the tire 2, even if a part of the lateral hole 14 is formed in the base layer 8, the occurrence of rim slip can be suppressed. From the viewpoint of stably suppressing rim slip, it is preferable that two or more core members 10 are arranged in the axial direction.

  Since the tire 2 is a solid tire, it easily generates heat as compared with a pneumatic tire. The communication groove 16 contributes to heat dissipation of the tire 2. The tire 2 is excellent in heat dissipation as compared with a solid tire that does not include the communication groove 16. The communication groove 16 contributes to improving the durability of the tire 2.

  Although not shown, in the vulcanization process, the tire 2 is formed in a mold. The mold is formed with convex portions that form the shapes of the lateral holes 14 and the communication grooves 16. This convex part contributes to uniform heating of the raw cover. The lateral holes 14 and the communication grooves 16 contribute to improving the quality of the tire 2. Moreover, this convex part contributes to shortening of heating time. The lateral holes 14 and the communication grooves 16 contribute to the improvement of the productivity of the tire 2.

  Hereinafter, the effects of the present invention will be clarified by examples. However, the present invention should not be construed in a limited manner based on the description of the examples.

[Example 1]
The tire shown in FIG. 1 was obtained. The tire size was “7.00-12 / 5.00”. Table 1 shows the depth Dh and opening height Hh of the lateral hole of the tire, the depth Dg and opening height Hg of the communication groove, the width W and the cross-sectional height H of the tire, and the like.

[Comparative Example 1]
A tire was obtained in the same manner as in Example 1 except that the lateral hole and the communication groove were not formed.

[Comparative Example 2]
A tire was obtained in the same manner as in Example 1 except that the communication groove was not formed.

[Example 2-5]
A tire was obtained in the same manner as in Example 1 except that the depth Dh of the lateral hole and the depth Dg of the communication groove were as shown in Table 1.

[Ride comfort]
The tire was assembled in a regular rim “12X5.00S” and mounted on a 2.5-ton forklift. The forklift was driven by an operator on a paved road surface in which steps of 5 (mm) to 10 (mm) were scattered. This operator had a sensory evaluation of ride comfort. The results are shown in Table 1 below as an index with Comparative Example 1 as 100. The lower the value, the better the ride quality. The smaller this index, the better.

[Heat generation temperature]
The tire was assembled in a regular rim “12 × 5.00S”, and this tire was mounted on a drum type running test machine. A vertical load of 3 kN was applied to the tire. With this drum type running tester, the tire was run at a speed of 15 km / h for 1 hour. Immediately after running, the temperature inside the tire was measured. This measurement position was a position at a radial depth of 50 (mm) at the tread center. The results are shown in Table 1 below as an index with Comparative Example 1 as 100. This index is more preferable as the numerical value is smaller.

[durability]
The tire was assembled in a regular rim “12X5.00S” and mounted on a 2.5-ton forklift. This forklift was used for handling a heavy load of 1.5 tons. After six months of use, tire damage was confirmed. The results are shown in Table 1 below as an index with Comparative Example 1 as 100. An index of 100 represents no damage. This index has less damage as the value increases. The larger this index, the better. In Examples 3 and 4, damage that caused no problem in use was confirmed.

  As shown in Table 1, the tire of the example has a higher evaluation than the tire of the comparative example. From this evaluation result, the superiority of the present invention is clear.

  The tire described above can be widely applied to solid tires.

DESCRIPTION OF SYMBOLS 2 ... Tire 2a ... Outer peripheral surface 2b ... Side surface 4 ... Rim 6 ... Tread 8 ... Base layer 10 ... Core material 12 ... Tread surface 14 ... Side hole 16 ... Communication groove 17 ... Circumferential groove 18, 20 ... Lateral groove 22, 24, 26, 28 ... Inclined groove 30, 32 ... Lugs 34, 36 ... Grounding surface

Claims (8)

A plurality of lugs arranged in the circumferential direction are formed on the outer peripheral surface,
A plurality of lateral holes are formed on the side surface,
The lateral holes are located radially inside each lug,
A solid tire having a communication groove formed on its side surface that allows communication between adjacent lateral holes in the circumferential direction. In the axial direction, when the depth of the lateral hole is Dh and the depth of the communication groove is Dg,
The tire according to claim 1, wherein a ratio of the depth Dg to the depth Dh is 0.2 or more and 0.8 or less. In the axial direction, when the depth of the lateral hole is Dh and the width of the tire is W,
3. The tire according to claim 1, wherein a ratio of twice the depth Dh to the width W is 0.2 or more and 0.7 or less. In the radial direction, when the opening height of the lateral hole is Hh and the opening height of the communication groove is Hg,
The tire according to any one of claims 1 to 3, wherein a ratio of the opening height Hg to the opening height Hh is not less than 0.2 and not more than 0.7. In the radial direction, when the opening height of the horizontal hole is Hh and the cross-sectional height of the tire is H,
The tire according to any one of claims 1 to 4, wherein a ratio of the opening height Hh to the height H is 0.05 or more and 0.35 or less. A tread on which the lug is formed, and a base layer located on the inner side in the radial direction of the tread;
The base layer is made of a crosslinked rubber, and the hardness of the crosslinked rubber is 60 or more and 85 or less,
The tire according to any one of claims 1 to 5, wherein the lateral hole is formed in the tread. A tread on which the lug is formed, and a base layer located on the inner side in the radial direction of the tread;
The base layer is composed of a crosslinked rubber and fibers dispersed in the crosslinked rubber,
The tire according to any one of claims 1 to 5, wherein the lateral hole is formed in the tread. It has two or more core materials,
Each core has a ring shape that extends in the circumferential direction,
The tire according to any one of claims 1 to 7, wherein these core members are arranged in an axial direction.

Images