JP6077407B2 - Pneumatic tire - Google Patents

Description

  The present invention relates to a pneumatic tire in which cracks generated in a groove disposed on a contact surface are reduced.

  In many cases, a plurality of grooves extending in the tire circumferential direction are arranged on the contact surface of the pneumatic tire. The tread rubber forming the ground contact surface is deformed at the time of ground contact, and the strain tends to concentrate on the groove bottom, and a crack may occur on the groove bottom. Cracks are likely to occur in the groove in the shoulder portion, that is, the outermost groove in the tire width direction.

  Patent Document 1 discloses a pneumatic tire in which the entire wall surface of a groove is formed of rubber that is more elastic than tread rubber that forms a contact surface in order to improve high-speed durability performance and the like. Patent Document 1 does not seem to mention groove cracks.

JP 60-124507 A

  In conventional tires including the tire disclosed in Patent Document 1, distortion tends to concentrate on the groove bottom, and groove cracks are likely to occur.

  The present invention has been made paying attention to such problems, and an object of the present invention is to provide a pneumatic tire with improved groove crack resistance.

  In order to achieve the above object, the present invention takes the following measures.

  That is, the pneumatic tire of the present invention includes a tread rubber that forms a contact surface on which a groove extending in the tire circumferential direction is disposed, and a groove peripheral region that is on both sides in the tire width direction and the tire radial direction inside the groove in a tire meridian cross section. A mesh-like rubber disposed on the tread rubber, and a mesh-like rubber formed of a rubber having a hardness higher than that of the tread rubber, and the entire wall surface of the groove is not formed of the mesh-like rubber, and at least a part thereof The groove wall surface is formed of the tread rubber.

  Thus, in the tire meridian cross section, the mesh rubber formed of rubber having a hardness higher than that of the tread rubber is disposed in the groove peripheral region on both sides in the tire width direction and on the inner side in the tire radial direction of the groove. The acting strain can be dispersed, and the groove crack resistance can be improved. Since the strain concentrated on the groove can be reduced, the rolling resistance can also be reduced. Nevertheless, since the entire wall surface of the groove is not formed of mesh-like rubber, and at least a part of the wall surface of the groove is formed of tread rubber, the groove wall is formed in comparison with the case where the entire wall surface of the groove is formed of high-hardness rubber. The acting strain can be dispersed, and the groove crack resistance can be improved.

  In order to appropriately arrange the mesh rubber, the tread rubber and the mesh rubber are formed by ribbon rubber wound around the tire rotation axis while moving in the tire width direction, and at least in the groove peripheral region, It is preferable that there is a portion where two layers of ribbon rubber are laminated.

  In order to make it easier to dispose the mesh rubber so as to surround the groove, it is preferable that a region where at least three layers of ribbon rubber are laminated exists in the groove peripheral region.

  In order to improve the high-speed durability performance, it is preferable that the winding start end and winding end of the ribbon rubber are arranged directly below the groove.

  In order to improve the groove crack resistance, the ribbon rubber includes a first rubber to be the tread rubber and a second rubber to be the mesh rubber, and the second rubber in a cross-sectional area of the ribbon rubber. The ratio of the cross-sectional area is preferably increased from the outer side in the tire radial direction toward the inner side.

  In order to improve the groove crack resistance, it is preferable that the length in the tire width direction of the region where the mesh rubber is disposed becomes wider from the outer side toward the inner side in the tire radial direction.

  In order to appropriately secure a conductive path, it is preferable that the mesh rubber is a conductive rubber, and the mesh rubber is exposed at the grounding surface.

The tire meridian cross-sectional view showing an example of the pneumatic tire according to the present invention. The enlarged view which shows a tread part typically. The figure which shows the manufacturing equipment used at the formation process of a tread rubber. A typical sectional view of ribbon rubber. A typical sectional view of ribbon rubber. The top view which shows the winding process of ribbon rubber. The figure which shows an example of the lamination | stacking range of mesh-like rubber. The figure which shows an example of the lamination | stacking range of mesh-like rubber. The figure which shows an example of the lamination | stacking range of mesh-like rubber. The tire meridian cross-sectional view schematically showing the periphery of a groove of a conventional pneumatic tire.

  Hereinafter, a pneumatic tire according to an embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the pneumatic tire T includes a pair of bead portions 1, sidewall portions 2 that extend outward from the respective bead portions 1 in the tire radial direction RD, and outer sides in the tire radial direction RD of both sidewall portions 2. A tread portion 3 connected to the end. The bead portion 1 is provided with an annular bead core 1a formed by covering a converging body such as a steel wire with rubber and a bead filler 1b made of hard rubber.

  The tire T includes a toroidal carcass layer 4 that extends from the tread portion 3 through the sidewall portion 2 to the bead portion 1. The carcass layer 4 is provided between a pair of bead portions 1 and is constituted by at least one carcass ply, and its end is locked in a state of being wound up via a bead core 1a. The carcass ply is formed by covering a cord extending substantially perpendicular to the tire equator CL with a topping rubber. Inside the carcass layer 4 is disposed an inner liner rubber 4a for maintaining air pressure.

  Sidewall rubber 6 is provided outside the carcass layer 4 in the sidewall portion 2. A rim strip rubber 7 is provided outside the carcass layer 4 in the bead portion 1 so as to come into contact with a rim (not shown) when the rim is mounted. In the present embodiment, the topping rubber, the rim strip rubber 7 and the side wall rubber 6 of the carcass layer 4 are made of conductive rubber.

  On the outer side of the carcass layer 4 in the tread portion 3, a belt 4b for reinforcing the carcass layer 4, a belt reinforcing material 4c, and a tread rubber 5 are provided in order from the inner side to the outer side. The belt 4b is composed of a plurality of belt plies. The belt reinforcing member 4c is configured by covering a cord extending in the tire circumferential direction with a topping rubber. The belt reinforcing material 4c may be omitted as necessary.

  FIG. 2 is an enlarged view schematically showing the tread portion. A plurality of grooves 5 a extending along the tire circumferential direction are formed on the surface of the tread rubber 5. In this embodiment, four grooves 5a are provided, but at least two grooves 5a are sufficient. As shown in FIGS. 1 and 2, the tread rubber 5 includes a cap rubber 50 constituting a ground contact surface and a base rubber 51 provided on the inner side in the tire radial direction of the cap rubber 50. In the above, the ground contact surface is a surface that is assembled to a regular rim and filled with regular internal pressure, and the tire is placed vertically on a flat road surface and contacted to the road surface when a predetermined regular load is applied. The outermost position in the direction WD is the ground contact E. The normal load and the normal internal pressure are the maximum load (design normal load in the case of passenger car tires) specified in JIS D4202 (the origin of automobile tires) and the air pressure corresponding to this, and the normal rim is As a rule, the standard rim specified in JIS D4202 etc. shall be used.

  As shown in FIG. 2, mesh rubber 52 is disposed in the groove peripheral region Ar on both sides of the tire width direction WD and the inside of the tire radial direction RD of the groove 5 a in the tire meridian cross section. The mesh rubber 52 is formed of a rubber having a higher hardness than the tread rubber 5. By providing the mesh rubber 52, the low hardness rubber (tread rubber 5) and the high hardness rubber (mesh rubber 52) are alternately arranged. In this embodiment, the mesh rubber 52 is made of conductive rubber, and the cap rubber 50 and the base rubber 51 are made of non-conductive rubber. The mesh rubber 52 is exposed to the outside at the ground contact surface. Thereby, it is possible to appropriately secure the conductive path. In the present embodiment, the mesh rubber 52 is disposed on both the cap rubber 50 and the base rubber 51, but may not be disposed on the base rubber 51 as long as it is disposed on at least the cap rubber 50. When the width of the groove peripheral region Ar is W1 and the width of the groove 5a is W0, it is preferable that W1 ≧ W0 × 2.

  The hardness of the tread rubber 5 (cap rubber 50, base rubber 51) is preferably 40 to 80 °, and particularly preferably 55 to 75 °. The net-like rubber 52 may have a higher hardness than the tread rubber 5, but preferably has a hardness difference of at least 3 degrees. A preferable altitude difference is 3 ° to 10 °. The rubber hardness here means the hardness measured according to JISK6253 durometer hardness test (type A). It shows that it is so hard that rubber hardness is high, and that it is soft, so that rubber hardness is low.

  As shown in FIG. 2, the entire wall surface of the groove is not formed of the mesh rubber 52, and at least a part of the wall surface is formed of the tread rubber 5. In the present embodiment, a part of the wall surface of the groove is formed of the tread rubber 5, and the mesh rubber 52 is exposed on the wall surface of the groove 5a. Of course, the entire wall surface of the groove may be formed of the tread rubber 5 and the mesh rubber 52 may not be exposed on the groove wall surface. The entire wall surface of the groove 5a may not be formed of high hardness rubber.

  In this embodiment, as shown in FIG. 1, a mesh rubber 52 is disposed in the peripheral region of the two left and right grooves located on the outermost side in the tire width direction, and the periphery of the other groove between the two grooves. No mesh rubber is placed in the area. Between the two grooves, there is a region where the mesh rubber is not disposed, and the mesh rubber is not disposed over the entire tread rubber.

  The tread rubber 5 (cap rubber 50 and base rubber 51) is formed by a so-called ribbon winding method. As shown in FIG. 3, the ribbon winding method includes a step of winding the ribbon rubber 20 supplied from the ribbon rubber molding apparatus 30 around the rotary support 31 while rotating the rotary support 31. The rubber ribbon 20 to be used includes two types of ribbon rubber 20 as shown in FIGS. 4A and 4B. The ribbon rubber 20 shown in FIG. 4A is formed of only the first rubber 20a that is formed of non-conductive rubber and becomes the tread rubber 5. The ribbon rubber 20 shown in FIG. 4B includes the first rubber 20a and a second rubber 20b formed of a conductive rubber and serving as the mesh rubber 52. The second rubber 20b covers one side of the first rubber 20a. It is covered. By switching whether or not the second rubber 20b is supplied, two types of ribbon rubber can be switched.

  As shown in FIG. 3, the ribbon rubber molding apparatus 30 is configured to extrude rubber and mold the ribbon rubber 20. The rotary support 31 is configured to be capable of rotating in the R direction around the shaft 31a and moving in the axial direction. The control device 32 controls the operation of the ribbon rubber molding device 30 and the rotary support 31. In the present embodiment, the cross section of the ribbon rubber 20 is triangular, but is not limited thereto, and may be another shape such as an ellipse or a quadrangle. Further, although the rotary support 31 is configured to be movable in the axial direction, the ribbon rubber molding device 30 may be moved relative to the rotary support 31. That is, it is only necessary that the rotary support 31 is configured to be relatively movable along the axial direction with respect to the ribbon rubber molding apparatus 30. As shown in FIG. 5, the winding pitch P <b> 20 of the ribbon rubber 20 is set smaller than the ribbon width W <b> 20 of the ribbon rubber 20. As a result, the adjacent ribbon rubbers 20 and 20 are wound spirally in a state where they are in contact with each other. An arrow D indicates a moving direction of the ribbon winding position, and adjacent ribbon rubbers 20 overlap each other along this direction.

  FIG. 2 conceptually shows the movement path of the winding position of the ribbon rubber 20. For convenience of explanation, one side (left side in the figure) of the tire width direction WD in the tire meridian section is WD1, and the other side is WD2 (right side in the figure). The base rubber 51 has the one tread end P2 as the start end S1, the ribbon rubber 20 is wound around the other tread end P1, and the tread end P1 is the end E1. In the groove peripheral region Ar, the mesh rubber 52 is formed by switching from the ribbon rubber 20 shown in FIG. 4A to the ribbon rubber 20 shown in FIG. 4B. The cap rubber 50 has a starting edge S2 immediately below the groove 5a on the outer side in the tire width direction WD, and moves the ribbon rubber 20 along a moving path that draws a figure 8 as shown in FIG. The end is E2. The winding start end S2 and the winding end E2 of the ribbon rubber 20 are arranged inside the groove 5a in the tire radial direction RD and at positions overlapping with the groove 5a when viewed along the tire radial direction RD. In the present embodiment, the moving path of the ribbon rubber 20 is symmetrical with respect to the tire equator CL, and the uniformity is improved. Of course, the arrangement position of the winding start end S2 and the winding end E2 of the ribbon rubber 20 can be changed as appropriate.

  In the present embodiment, as shown in FIG. 2, a region where three layers of ribbon rubber 20 are laminated exists in the groove peripheral region Ar. Of course, the ribbon rubber 20 may have four layers, five layers or more. Thus, by making the layer of the ribbon rubber 20 into three or more layers, the mesh rubber 52 can be sufficiently disposed below the groove 5a, and the crack resistance performance can be improved. Of course, at least two layers of ribbon rubber 20 may be laminated in the groove peripheral region Ar. This is because the net-like rubber 52 can be appropriately disposed even when the ribbon rubber 20 has two layers.

  As shown in FIGS. 6A to 6C, the lamination range of the mesh rubber 52 made of high hardness rubber can be changed as appropriate. 6A to 6C, the stacking range is schematically shown by a two-dot chain line. FIG. 6A shows a moving path of the ribbon rubber 20 using a dotted line. FIG. 6A shows an example in which the length in the tire width direction of the region where the mesh rubber 52 is arranged becomes wider from the outer side toward the inner side in the tire radial direction. FIG. 6B shows an example in which the length hardly changes in the tire radial direction. FIG. 6C shows an example in which the length becomes narrower from the outside in the tire radial direction toward the inside.

  In the cross section of the ribbon rubber shown in FIG. 4B, the ratio Q% of the cross sectional area of the second rubber 20b in the cross sectional area of the ribbon rubber 20 may be changed according to the tire radial direction. That is, when the ratio of the cross-sectional area of the second rubber 20b in the cross-sectional area of the ribbon rubber on the outer side in the tire radial direction is X% and the above ratio on the inner side in the tire radial direction is Y%, the following three patterns are given: It is done. One is X> Y. The second is X = Y. Three are X <Y. In the present embodiment, since the area of the second rubber 20b is not changed, X = Y. When the difference in hardness between the tread rubber 5 and the mesh rubber 52 is 3 ° or more and 10 ° or less, the ratio Q% is required to be at least 2% in order to sufficiently dispose the mesh rubber 52. Each of the above ratios is preferably within the following range. 2 ≦ X ≦ 50, 3 ≦ Y ≦ 50. When the net-like rubber 52 is also arranged in the base rubber 51, 5 ≦ Z ≦ 80 is preferable if the ratio of the cross-sectional area of the second rubber 20b in the ribbon rubber 20 in the portion is Z%.

The conductive rubber is exemplified by a rubber having a volume resistivity of less than 10 ⁸ Ω · cm. For example, the conductive rubber is produced by blending carbon black as a reinforcing agent in a high ratio with raw material rubber. In addition to carbon black, carbon fibers such as carbon fiber and graphite, and metal-based known conductivity imparting materials such as metal powders, metal oxides, metal flakes, and metal fibers can also be blended.

Further, the non-conductive rubber is exemplified by a rubber having a volume resistivity of 10 ⁸ Ω · cm or more, and a rubber blended with a raw material rubber in a high ratio as a reinforcing agent is exemplified. For example, the silica is blended in an amount of 30 to 100 parts by weight with respect to 100 parts by weight of the raw rubber component. As silica, wet silica is preferably used, but those commonly used as reinforcing materials can be used without limitation. The nonconductive rubber may be prepared by blending calcined clay, hard clay, calcium carbonate, or the like, in addition to silicas such as precipitated silica and anhydrous silicic acid.

  Examples of the raw rubber include natural rubber, styrene butadiene rubber (SBR), butadiene rubber (BR), isoprene rubber (IR), and butyl rubber (IIR). These may be used alone or in combination of two or more. Used. A vulcanizing agent, a vulcanization accelerator, a plasticizer, an anti-aging agent and the like are appropriately blended with the raw rubber.

The conductive rubber has a nitrogen adsorption non-surface area: N ₂ SA (m ² / g) × carbon black content (mass%) of 1900 or more, preferably 2000 or more, from the viewpoint of improving durability and improving current carrying performance. In addition, it is desirable that the blending amount of the dibutyl phthalate oil absorption: DBP (ml / 100 g) × carbon black is 1500 or more, preferably 1700 or more. N ₂ SA is determined according to ASTM D3037-89, and DBP is determined according to ASTM D2414-90.

  As described above, the pneumatic tire of the present embodiment includes the tread rubber 5 that forms the contact surface on which the groove 5a extending in the tire circumferential direction is disposed, the tire width direction WD both sides of the groove 5a in the tire meridian section, and the tire diameter. A mesh-like rubber 52 disposed in the groove peripheral region Ar on the inner side in the direction RD, and the mesh-like rubber 52 formed of a rubber having a hardness higher than that of the tread rubber 5. The entire wall surface of the groove 5 a is not formed of the mesh rubber 52, and at least a part of the groove wall surface is formed of the tread rubber 5.

  As described above, the net-like rubber 52 made of rubber having a hardness higher than that of the tread rubber 5 is disposed on the tire meridian cross section in the groove peripheral region Ar that is on both sides in the tire width direction of the groove 5a and on the inner side in the tire radial direction. Therefore, the strain acting on the groove 5a can be dispersed, and the groove crack resistance can be improved. Since the strain concentrated on the groove 5a can be reduced, the rolling resistance can also be reduced. Nevertheless, since the entire wall surface of the groove 5a is not formed of a mesh-like rubber and at least a part of the groove wall surface is formed of tread rubber, the entire wall surface of the groove 5a is formed of high-hardness rubber. Distortion acting on the groove can be dispersed, and the groove crack resistance can be improved.

  In the present embodiment, the tread rubber 5 and the mesh rubber 52 are formed of the ribbon rubber 20 wound around the tire rotation axis while being moved in the tire width direction WD. In the groove peripheral region Ar, there is a portion where at least two layers of ribbon rubber 20 are laminated.

  According to this configuration, the net-like rubber can be arranged simply by properly using a ribbon formed of a kind of rubber and a ribbon rubber formed of two kinds of rubbers having different hardnesses, and therefore it is easy to manufacture. Nevertheless, since there is a portion where at least two layers of the ribbon rubber 20 are laminated in the groove peripheral region Ar, it is possible to appropriately arrange the mesh rubber.

  In the present embodiment, the groove peripheral region Ar includes a portion where at least three layers of ribbon rubber are laminated. According to this structure, it becomes easy to arrange | position the mesh-like rubber | gum 52 so that the groove | channel 5a may be surrounded in a tire meridian cross section.

  In the present embodiment, the winding start end S2 and the winding end E2 of the ribbon rubber 20 are arranged directly below the groove 5a. According to this configuration, the thickness of the rubber immediately below the groove 5a is reduced, and accordingly heat generation during high-speed rotation can be suppressed, so that failure due to heat generation can be suppressed and high-speed durability performance can be improved. Become.

  In the present embodiment, the ribbon rubber 20 includes a first rubber 20 a that becomes the tread rubber 5 and a second rubber 20 b that becomes the mesh rubber 52. The ratio Q% of the cross-sectional area of the second rubber 20b in the cross-sectional area of the ribbon rubber 20 increases from the outer side toward the inner side in the tire radial direction RD. According to this configuration, since the net-like rubber disposed on the inner side (or directly below) of the groove in the tire radial direction is increased, the groove crack resistance can be improved.

  In the present embodiment, the tire width direction WD length of the region where the mesh rubber 52 is arranged becomes wider from the outer side toward the inner side in the tire radial direction RD. According to this configuration, since the net-like rubber disposed inside the tire radial direction RD of the groove 5a increases, it becomes possible to improve the groove crack resistance.

  In the present embodiment, the mesh rubber 52 is a conductive rubber, and the mesh rubber 52 is exposed on the ground surface. According to this configuration, it is possible to appropriately secure the conductive path at any timing of the initial stage of wear, the middle period, and the last stage.

  In order to specifically show the configuration and effects of the present invention, the following evaluations were performed on the following examples. The rubber hardness referred to below is a value obtained by vulcanizing a rubber composition at 150 ° C. for 30 minutes and measuring the rubber hardness of the vulcanized rubber at 23 ° C. in accordance with JISK6253.

(1) Groove crack resistance (groove bottom strain evaluation)
Tire models of size 195 / 65R15 were generated for the Finite Element Method (FEM), and the level of distortion at the groove bottom in a state where a predetermined load was applied was compared. The comparative example 1 was set to 100 and evaluated by an index. The larger the index, the higher the groove crack resistance and the better.

(2) Rolling resistance Rolling resistance measured in a drum running test by assembling a prototype tire of size 195 / 65R15 to a rim of size 15 × 6.0J, filling with an internal pressure of 250 kPa, applying a load of 440 kgf which is an actual vehicle Fr condition. Was indexed. The comparative example 1 was set to 100 and evaluated by an index. The smaller the index, the smaller the rolling resistance.

Comparative Example 1
Ribbon rubber was wound around the movement path shown in FIG. 2 to produce a tire. The hardness of the cap rubber 50 is 65 °, and the hardness of the base rubber 51 is 59 °. However, the mesh rubber 52 is not disposed.

Comparative Example 2
As shown in FIG. 7, the entire wall surface of the groove 5 a is formed of a high hardness rubber 152 that is harder than the tread rubber 5 (cap rubber 50). There is no reticulated rubber. The hardness of the high hardness rubber 152 was 70 °. The rest is the same as Comparative Example 1.

Example 1
Ribbon rubber was wound around the movement path shown in FIG. 2 to produce a tire. The hardness of the cap rubber 50 is 65 °, and the hardness of the base rubber 51 is 59 °. As shown in FIG. 2, a mesh rubber 52 is disposed. The hardness of the mesh rubber 52 in the cap portion is 70 °, and the hardness difference from the cap rubber 50 is 5 °. The hardness of the net-like rubber 52 of the base portion is 64 °. The ratio Q (X = Y = Z) of the cross-sectional area of the second rubber 20b to the cross-sectional area of the ribbon rubber 20 was 10%. As shown in FIG. 6C, the tire width direction WD length of the laminated range of the mesh rubber 52 is made narrower from the outer side toward the inner side in the tire radial direction RD.

Example 2
The tire width direction WD length in the lamination range of the reticulated rubber 52 was not substantially changed according to the tire radial direction RD as shown in FIG. 6B. Otherwise, it was the same as Example 1.

Example 3
As shown in FIG. 6A, the tire width direction WD length in the stacking range of the reticulated rubber 52 is made wider from the outer side toward the inner side in the tire radial direction RD. Otherwise, it was the same as Example 1.

Example 4
The ratio of the cross-sectional area of the second rubber 20b in the ribbon rubber 20 was set to X <Y <Z. That is, the ratio of the cross-sectional area of the second rubber 20b in the cross-sectional area of the ribbon rubber 20 increases from the outer side toward the inner side in the tire radial direction RD. Otherwise, it was the same as Example 2.

Example 5
The ratio of the cross-sectional area of the second rubber 20b in the ribbon rubber 20 was set as X>Y> Z. That is, the ratio of the cross-sectional area of the second rubber 20b in the cross-sectional area of the ribbon rubber 20 decreases as it goes from the outer side to the inner side in the tire radial direction RD. Otherwise, it was the same as Example 2.

  From Table 1, Examples 1-5 have improved groove crack resistance and rolling resistance compared to Comparative Examples 1 and 2. This is presumably because the strain is dispersed by the mesh rubber 52 formed of high hardness rubber.

  Regarding the lamination range of the mesh rubber 52, Example 2 is superior to Example 1, and further, Example 3 is superior to Example 2. Therefore, the mesh rubber 52 is more directly below the groove 5a. The reason is that many are arranged.

  Example 4 is superior to Example 2 and Example 5 is inferior to Example 2 in terms of the proportion of the high hardness rubber in the ribbon rubber 20. From this, it can be understood that the amount of the mesh rubber 52 disposed immediately below the groove 5a affects both performances, and the amount of the mesh rubber 52 changes depending on the ratio of the high hardness rubber.

  The structure employed in each of the above embodiments can be employed in any other embodiment. The specific configuration of each unit is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

5 Tread rubber (cap rubber)
5a Groove Ar Groove peripheral region 52 Mesh rubber 20 Ribbon rubber 20a First rubber 20b Second rubber S2 Winding start end E2 Winding end WD Tire width direction RD Tire radial direction

Claims (7)

A tread rubber forming a contact surface on which grooves extending in the tire circumferential direction are disposed;
A mesh-like rubber that is disposed in a groove peripheral region on both sides of the tire in the tire width direction and in the tire radial direction in the tire meridian cross section, and is formed of a rubber having a hardness higher than that of the tread rubber, and With
The pneumatic tire is characterized in that the entire wall surface of the groove is not formed of the mesh rubber, and at least a part of the groove wall surface is formed of the tread rubber.   The tread rubber and the mesh rubber are formed of ribbon rubber wound around the tire rotation axis while moving in the tire width direction, and a region where at least two layers of ribbon rubber are laminated exists in the groove peripheral region. The pneumatic tire according to claim 1.   The pneumatic tire according to claim 2, wherein a region where at least three layers of ribbon rubber are laminated exists in the groove peripheral region.   The pneumatic tire according to claim 2 or 3, wherein a winding start end and a winding end end of the ribbon rubber are arranged immediately below the groove. The ribbon rubber includes a first rubber to be the tread rubber and a second rubber to be the mesh rubber,
The pneumatic tire according to any one of claims 2 to 4, wherein a ratio of a cross-sectional area of the second rubber to a cross-sectional area of the ribbon rubber increases from the outer side in the tire radial direction toward the inner side.   The pneumatic tire according to any one of claims 1 to 5, wherein a length in a tire width direction of a region where the mesh rubber is arranged becomes wider from an outer side in a tire radial direction toward an inner side.   The pneumatic tire according to any one of claims 1 to 6, wherein the mesh rubber is a conductive rubber, and the mesh rubber is exposed at the ground contact surface.

Images