JP7519186B2

JP7519186B2 - Pneumatic tires

Info

Publication number: JP7519186B2
Application number: JP2020023844A
Authority: JP
Inventors: 伸悟佐野
Original assignee: Toyo Tire Corp
Current assignee: Toyo Tire Corp
Priority date: 2020-02-14
Filing date: 2020-02-14
Publication date: 2024-07-19
Anticipated expiration: 2040-02-14
Also published as: JP2021127047A

Description

本開示は、空気入りタイヤに関する。 This disclosure relates to pneumatic tires.

従来、空気入りタイヤは、タイヤ径方向に延びるサイドウォールを備え、サイドウォールは、外表面に装飾部が形成されている。例えば、下記特許文献１には、サイドウォールは、タイヤ径方向の一定領域に、外表面に凸のリッジがタイヤ周方向に隣接して配置されたセレーションが形成された第１装飾部と、第１装飾部のタイヤ周方向の端部に隣接して配置され、外表面に凸のリッジがタイヤ周方向に隣接して配置されたセレーションが形成された第２装飾部と、第２装飾部に隣接して配置され、第２装飾部よりもタイヤ幅方向内側に凹んだ凹部と、を有する空気入りタイヤが開示されている。 Conventionally, pneumatic tires have sidewalls extending in the tire radial direction, and the sidewalls have decorative parts formed on their outer surfaces. For example, the following Patent Document 1 discloses a pneumatic tire in which the sidewalls have a first decorative part in a certain region in the tire radial direction, the first decorative part having serrations formed on the outer surface with convex ridges arranged adjacent to each other in the tire circumferential direction, a second decorative part arranged adjacent to the end of the first decorative part in the tire circumferential direction, the second decorative part having serrations formed on the outer surface with convex ridges arranged adjacent to each other in the tire circumferential direction, and a recessed part arranged adjacent to the second decorative part and recessed inward in the tire width direction from the second decorative part.

ところで、空気入りタイヤは、荷重がかかることで、サイドウォールが繰り返し撓む。繰り返して撓むことにより、サイドウォールにクラックが発生することがある。特許文献１では、凹部によって、第１装飾部のタイヤ周方向端部で発生したクラックが成長することを抑制しているが、凹部が第１装飾部よりもタイヤ幅方向内側に凹んだ形状であるため、凹部によるクラックの成長を抑制する効果が不十分であった。 However, when a load is applied to a pneumatic tire, the sidewall repeatedly flexes. This repeated flexing can cause cracks to form in the sidewall. In Patent Document 1, the recess prevents the growth of cracks that have occurred at the circumferential end of the first decorative part, but because the recess is recessed inward in the tire width direction from the first decorative part, the recess is insufficient in preventing the growth of cracks.

特開２０１７－２１０１３２号公報JP 2017-210132 A

本開示の目的は、サイドウォールの撓みを抑えてクラックの発生を抑制することができる空気入りタイヤを提供することである。 The objective of this disclosure is to provide a pneumatic tire that can reduce sidewall deflection and inhibit the occurrence of cracks.

本開示の空気入りタイヤは、タイヤ径方向に延びるサイドウォールを備え、
前記サイドウォールは、外表面であってタイヤ最大幅位置を含むタイヤ径方向の一定領域に装飾部を備え、
前記装飾部は、タイヤ周方向に延びる線状突起と、間隔をあけて並列される複数のリッジを有する装飾領域と、を備え、
前記線状突起は、タイヤ径方向外側へ凸となる第１凸部と、タイヤ径方向内側へ凸となる第２凸部と、を有し、
前記第１凸部と前記第２凸部は、タイヤ径方向に見て、タイヤ周方向に連なる又は部分的に重なる。 The pneumatic tire of the present disclosure includes a sidewall extending in a tire radial direction,
The sidewall has a decorative portion on an outer surface of a tire in a certain radial area including a maximum tire width position,
the decorative portion includes a linear protrusion extending in a tire circumferential direction and a decorative region having a plurality of ridges arranged in parallel at intervals,
The linear projection has a first convex portion that is convex outward in the tire radial direction and a second convex portion that is convex inward in the tire radial direction,
The first convex portion and the second convex portion are continuous with each other in the tire circumferential direction or partially overlap each other when viewed in the tire radial direction.

本実施形態に係る空気入りタイヤのタイヤ子午面における要部断面図FIG. 1 is a cross-sectional view of a main portion of a pneumatic tire according to an embodiment of the present invention taken along a tire meridian plane. 本実施形態に係る空気入りタイヤの正面図FIG. 1 is a front view of a pneumatic tire according to an embodiment of the present invention; 図２のIII領域拡大図Enlarged view of area III in Figure 2 図３のIV－IV線の要部拡大断面図4 is an enlarged cross-sectional view of a main portion taken along line IV-IV in FIG. 他の実施形態に係る空気入りタイヤの要部拡大断面図FIG. 13 is an enlarged cross-sectional view of a main portion of a pneumatic tire according to another embodiment. 他の実施形態に係る空気入りタイヤの要部拡大断面図FIG. 13 is an enlarged cross-sectional view of a main portion of a pneumatic tire according to another embodiment. 他の実施形態に係る空気入りタイヤの線状突起の模式図Schematic diagram of linear protrusions of a pneumatic tire according to another embodiment. 他の実施形態に係る空気入りタイヤの線状突起の模式図Schematic diagram of linear protrusions of a pneumatic tire according to another embodiment.

以下、空気入りタイヤにおける一実施形態について、図１～図４を参照しながら説明する。なお、各図（図５Ａ、図５Ｂ、図６、及び図７も同様）において、図面の寸法比と実際の寸法比とは、必ずしも一致しておらず、また、各図面の間での寸法比も、必ずしも一致していない。 One embodiment of a pneumatic tire will be described below with reference to Figures 1 to 4. Note that in each figure (including Figures 5A, 5B, 6, and 7), the dimensional ratios in the figures do not necessarily match the actual dimensional ratios, and the dimensional ratios between the figures do not necessarily match.

図１に示すように、本実施形態に係る空気入りタイヤ１は、ビードコア１ａを有する一対のビード１ｂ，１ｂと、各ビード１ｂからタイヤ径方向Ｄ２の外側に延びる一対のサイドウォール２，２とを備えている。また、空気入りタイヤ１は、一対のサイドウォール２，２のタイヤ径方向Ｄ２の外端部に連接されるトレッド１ｃを備えている。 As shown in FIG. 1, the pneumatic tire 1 according to this embodiment includes a pair of beads 1b, 1b each having a bead core 1a, and a pair of sidewalls 2, 2 extending outward in the tire radial direction D2 from each bead 1b. The pneumatic tire 1 also includes a tread 1c connected to the outer ends of the pair of sidewalls 2, 2 in the tire radial direction D2.

各図において、タイヤ幅方向Ｄ１とは、空気入りタイヤ１の回転中心であるタイヤ回転軸１ｄと平行な方向であり、タイヤ径方向Ｄ２とは、空気入りタイヤ１の直径方向であり、タイヤ周方向Ｄ３とは、タイヤ回転軸１ｄ周りの方向である。また、タイヤ赤道面Ｓ１とは、タイヤ回転軸１ｄに直交する面であって、空気入りタイヤ１のタイヤ幅方向Ｄ１の中心に位置する面のことであり、タイヤ子午面とは、タイヤ回転軸１ｄを含む面であり、タイヤ赤道面Ｓ１と直交する面である。なお、タイヤ周方向Ｄ３の一方向は、第１周方向Ｄ３１といい、他方向は、第２周方向Ｄ３２という。 In each figure, the tire width direction D1 is a direction parallel to the tire rotation axis 1d, which is the center of rotation of the pneumatic tire 1, the tire radial direction D2 is the diameter direction of the pneumatic tire 1, and the tire circumferential direction D3 is a direction around the tire rotation axis 1d. The tire equatorial plane S1 is a plane perpendicular to the tire rotation axis 1d and located at the center of the tire width direction D1 of the pneumatic tire 1, and the tire meridian plane is a plane that includes the tire rotation axis 1d and is perpendicular to the tire equatorial plane S1. One direction of the tire circumferential direction D3 is called the first circumferential direction D31, and the other direction is called the second circumferential direction D32.

なお、タイヤ幅方向Ｄ１において、内側とは、タイヤ赤道面Ｓ１に近い側のことであり、外側とは、タイヤ赤道面Ｓ１から遠い側のことである。また、タイヤ径方向Ｄ２において、内側とは、タイヤ回転軸１ｄに近い側のことであり、外側とは、タイヤ回転軸１ｄから遠い側のことである。 In the tire width direction D1, the inner side refers to the side closer to the tire equatorial plane S1, and the outer side refers to the side farther from the tire equatorial plane S1. In the tire radial direction D2, the inner side refers to the side closer to the tire rotation axis 1d, and the outer side refers to the side farther from the tire rotation axis 1d.

空気入りタイヤ１は、一対のビードコア１ａ，１ａの間に架け渡されるカーカス１ｅと、カーカス１ｅの内側に配置され、空気圧を保持するために、気体の透過を阻止する機能に優れるインナーライナー１ｆとを備えている。カーカス１ｅ及びインナーライナー１ｆは、ビード１ｂ、サイドウォール２及びトレッド１ｃに亘って、タイヤ内周に沿って配置されている。 The pneumatic tire 1 is equipped with a carcass 1e that is stretched between a pair of bead cores 1a, 1a, and an inner liner 1f that is disposed inside the carcass 1e and has excellent gas permeability prevention properties to maintain air pressure. The carcass 1e and the inner liner 1f are disposed along the inner circumference of the tire, spanning the beads 1b, sidewalls 2, and tread 1c.

サイドウォール２は、カーカス１ｅのタイヤ幅方向Ｄ１の外側に配置されるサイドウォールゴム２ａを備えている。図２に示すように、サイドウォールゴム２ａは、外表面２ｂの一部の領域に配置される装飾部３を備えている。装飾部３は、サイドウォール２の外表面２ｂであってタイヤ最大幅位置２ｃを含むタイヤ径方向Ｄ２の一定領域に形成されている。 The sidewall 2 includes a sidewall rubber 2a that is disposed on the outer side of the carcass 1e in the tire width direction D1. As shown in FIG. 2, the sidewall rubber 2a includes a decorative portion 3 that is disposed in a partial area of the outer surface 2b. The decorative portion 3 is formed in a certain area in the tire radial direction D2 that is the outer surface 2b of the sidewall 2 and includes the tire maximum width position 2c.

本実施形態においては、装飾部３は、タイヤ周方向Ｄ３に沿って延びる円弧状をしている。これにより、装飾部３は、タイヤ周方向Ｄ３に延びる内周縁３ａ及び外周縁３ｂと、内周縁３ａ及び外周縁３ｂの端部同士を接続する第１側端縁３ｃ及び第２側端縁３ｄとを備えている。なお、本実施形態では、第１側端縁３ｃ及び第２側端縁３ｄが曲線状となっているが、第１側端縁３ｃ及び第２側端縁３ｄの形状は、特に限定されず、例えば、直線状でもよい。 In this embodiment, the decorative portion 3 has an arc shape extending along the tire circumferential direction D3. As a result, the decorative portion 3 has an inner peripheral edge 3a and an outer peripheral edge 3b extending in the tire circumferential direction D3, and a first side edge 3c and a second side edge 3d connecting the ends of the inner peripheral edge 3a and the outer peripheral edge 3b. Note that in this embodiment, the first side edge 3c and the second side edge 3d are curved, but the shapes of the first side edge 3c and the second side edge 3d are not particularly limited and may be, for example, linear.

また、装飾部３は、図２のようにサイドウォール２のタイヤ周方向Ｄ３の一部のみに形成されてもよく、サイドウォール２のタイヤ周方向Ｄ３の全周に亘って形成されてもよい。また、装飾部３は、サイドウォール２のタイヤ周方向Ｄ３に沿って複数形成されてもよい。複数の装飾部３を形成する場合、装飾部３をタイヤ周方向Ｄ３に等間隔で配置するのが好ましい。本実施形態では、２つの装飾部３がタイヤ回転軸１ｄを挟んで対向する位置に配置されている。 The decorative portion 3 may be formed only on a portion of the sidewall 2 in the tire circumferential direction D3 as shown in FIG. 2, or may be formed around the entire circumference of the sidewall 2 in the tire circumferential direction D3. A plurality of decorative portions 3 may be formed along the sidewall 2 in the tire circumferential direction D3. When a plurality of decorative portions 3 are formed, it is preferable to arrange the decorative portions 3 at equal intervals in the tire circumferential direction D3. In this embodiment, two decorative portions 3 are arranged in opposing positions across the tire rotation axis 1d.

タイヤ子午面断面において、装飾部３は、タイヤ最大幅位置２ｃを中央としてタイヤ断面高さＨの２０％となるタイヤ径方向Ｄ２の範囲内に位置するのが好ましい。また、装飾部３のタイヤ径方向Ｄ２の中央位置がタイヤ最大幅位置２ｃとなるのが好ましい。すなわち、装飾部３の内周縁３ａ及び外周縁３ｂが、タイヤ最大幅位置２ｃからタイヤ径方向Ｄ２に同じ距離にそれぞれ位置するのが好ましい。 In the tire meridian cross section, the decorative portion 3 is preferably located within a range in the tire radial direction D2 that is 20% of the tire cross-sectional height H, with the tire maximum width position 2c as the center. It is also preferable that the center position of the decorative portion 3 in the tire radial direction D2 is the tire maximum width position 2c. In other words, it is preferable that the inner peripheral edge 3a and the outer peripheral edge 3b of the decorative portion 3 are each located at the same distance in the tire radial direction D2 from the tire maximum width position 2c.

装飾部３は、外表面２ｂの基準面（基準プロファイルとも称される）から凹む凹部４を備えている。凹部４は、装飾部３の全体に形成されている。凹部４の深さは、例えば、０．３～１．５ｍｍである。 The decorative portion 3 has a recess 4 recessed from a reference surface (also called a reference profile) of the outer surface 2b. The recess 4 is formed throughout the entire decorative portion 3. The depth of the recess 4 is, for example, 0.3 to 1.5 mm.

装飾部３は、タイヤ周方向Ｄ３に延びる線状突起５を備えている。本実施形態では、線状突起５は、タイヤ周方向Ｄ３に並べられた第１の線状突起５１と、第２の線状突起５２と、第３の線状突起５３とを備える。 The decorative portion 3 has linear protrusions 5 extending in the tire circumferential direction D3. In this embodiment, the linear protrusions 5 have a first linear protrusion 51, a second linear protrusion 52, and a third linear protrusion 53 arranged in the tire circumferential direction D3.

線状突起５は、凹部４の底部から突出して形成されている。なお、図４において、破線は、外表面２ｂの基準面Ｓ２を示している。本実施形態において、外表面２ｂの基準面Ｓ２は、装飾部３が形成されていない部分のサイドウォール２の外表面２ｂとタイヤ幅方向Ｄ１に同じ位置である。 The linear protrusions 5 are formed to protrude from the bottom of the recess 4. In FIG. 4, the dashed line indicates the reference plane S2 of the outer surface 2b. In this embodiment, the reference plane S2 of the outer surface 2b is at the same position in the tire width direction D1 as the outer surface 2b of the sidewall 2 in the portion where the decorative portion 3 is not formed.

線状突起５は、断面略台形状である。線状突起５の頂部５ａの位置は、外表面２ｂの基準面Ｓ２に対して同じ位置であっても、異なる位置であってもよい。図４は、線状突起５の頂部５ａの位置が、外表面２ｂの基準面Ｓ２から突出する位置である例を示す。 The linear protrusion 5 has a generally trapezoidal cross section. The position of the apex 5a of the linear protrusion 5 may be the same or different relative to the reference plane S2 of the outer surface 2b. Figure 4 shows an example in which the position of the apex 5a of the linear protrusion 5 protrudes from the reference plane S2 of the outer surface 2b.

線状突起５は、タイヤ径方向Ｄ２外側へ凸となる第１凸部と、タイヤ径方向Ｄ２内側へ凸となる第２凸部と、を有している。具体的には、第１の線状突起５１は、タイヤ径方向Ｄ２外側へ凸となる第１凸部５１ａと、タイヤ径方向Ｄ２内側へ凸となる第２凸部５１ｂと、を有している。また、第２の線状突起５２は、タイヤ径方向Ｄ２外側へ凸となる第１凸部５２ａを有している。また、第３の線状突起５３は、タイヤ径方向Ｄ２内側へ凸となる第２凸部５３ｂを有している。線状突起５を装飾部３内に形成することで、タイヤ最大幅位置２ｃ付近を線状突起５により補強することができるため、サイドウォール２の撓みを抑えてクラックの発生を抑制することができる。また、線状突起５が第１凸部と第２凸部を有することで、例えば直線状の線状突起に比べ、補強効果が高く、さらに後述するカモフラージュ効果が高い。 The linear protrusion 5 has a first protrusion that protrudes outward in the tire radial direction D2 and a second protrusion that protrudes inward in the tire radial direction D2. Specifically, the first linear protrusion 51 has a first protrusion 51a that protrudes outward in the tire radial direction D2 and a second protrusion 51b that protrudes inward in the tire radial direction D2. The second linear protrusion 52 has a first protrusion 52a that protrudes outward in the tire radial direction D2. The third linear protrusion 53 has a second protrusion 53b that protrudes inward in the tire radial direction D2. By forming the linear protrusion 5 within the decorative portion 3, the linear protrusion 5 can reinforce the vicinity of the tire maximum width position 2c, thereby suppressing the deflection of the sidewall 2 and suppressing the occurrence of cracks. In addition, the linear protrusion 5 has a first protrusion and a second protrusion, and therefore has a higher reinforcing effect than, for example, a straight linear protrusion, and further has a higher camouflage effect, which will be described later.

線状突起５の第１凸部と第２凸部は、タイヤ径方向Ｄ２に見て、タイヤ周方向Ｄ３に連なる又は部分的に重なるように構成されている。具体的には、第１の線状突起５１において、第１凸部５１ａと第２凸部５１ｂは、タイヤ径方向Ｄ２に見て、タイヤ周方向Ｄ３に連なっている。また、第１の線状突起５１の第２凸部５１ｂと第２の線状突起５２の第１凸部５２ａは、タイヤ径方向Ｄ２に見て、タイヤ周方向Ｄ３に部分的に重なっている。また、第２の線状突起５２の第１凸部５２ａと第３の線状突起５３の第２凸部５３ｂは、タイヤ径方向Ｄ２に見て、タイヤ周方向Ｄ３に部分的に重なっている。第１凸部と第２凸部がタイヤ周方向Ｄ３に連なる又は部分的に重なるようにすることで、第１凸部のみ又は第２凸部のみの場合に比べ、タイヤ径方向Ｄ２内側からの力、及びタイヤ径方向Ｄ２外側からの力に対してバランスよく補強することができる。 The first and second convex portions of the linear protrusions 5 are configured to be continuous or partially overlap in the tire circumferential direction D3 when viewed in the tire radial direction D2. Specifically, in the first linear protrusion 51, the first convex portion 51a and the second convex portion 51b are continuous in the tire circumferential direction D3 when viewed in the tire radial direction D2. In addition, the second convex portion 51b of the first linear protrusion 51 and the first convex portion 52a of the second linear protrusion 52 partially overlap in the tire circumferential direction D3 when viewed in the tire radial direction D2. In addition, the first convex portion 52a of the second linear protrusion 52 and the second convex portion 53b of the third linear protrusion 53 partially overlap in the tire circumferential direction D3 when viewed in the tire radial direction D2. By making the first and second convex portions continuous or partially overlapping in the tire circumferential direction D3, it is possible to provide balanced reinforcement against forces from the inside in the tire radial direction D2 and forces from the outside in the tire radial direction D2, compared to when only the first convex portion or only the second convex portion is used.

第１の線状突起５１は、第１凸部５１ａと第２凸部５１ｂが連なって全体として波形状をしている。また、第１の線状突起５１は、装飾部３の内周縁３ａから外周縁３ｂまで延びている。すなわち、第１の線状突起５１の一方の端部５１ｃは、装飾部３の内周縁３ａに接続され、第１の線状突起５１の他方の端部５１ｄは、装飾部３の外周縁３ｂに接続されている。これにより、第１の線状突起５１は、タイヤ最大幅位置２ｃを横切って延びるため、タイヤ最大幅位置２ｃ付近の撓みを効果的に抑えることができる。 The first linear protrusion 51 has a wave shape as a whole, with the first convex portion 51a and the second convex portion 51b connected together. The first linear protrusion 51 also extends from the inner peripheral edge 3a to the outer peripheral edge 3b of the decorative part 3. That is, one end 51c of the first linear protrusion 51 is connected to the inner peripheral edge 3a of the decorative part 3, and the other end 51d of the first linear protrusion 51 is connected to the outer peripheral edge 3b of the decorative part 3. As a result, the first linear protrusion 51 extends across the tire maximum width position 2c, so that deflection near the tire maximum width position 2c can be effectively suppressed.

第１凸部５１ａは、突出端５１ｅから内周縁３ａへ近づくように第１周方向Ｄ３１に向かって延びる部分と、突出端５１ｅから内周縁３ａへ近づくように第２周方向Ｄ３２に向かって延びる部分とを備える。第１凸部５１ａの突出端５１ｅは、タイヤ最大幅位置２ｃよりタイヤ径方向Ｄ２内側に位置している。ただし、第１凸部５１ａの突出端５１ｅをタイヤ最大幅位置２ｃよりタイヤ径方向Ｄ２外側に配置し、第１凸部５１ａがタイヤ最大幅位置２ｃを横切るようにして補強効果を高めてもよい。 The first protrusion 51a has a portion extending from the protruding end 51e in the first circumferential direction D31 so as to approach the inner circumferential edge 3a, and a portion extending from the protruding end 51e in the second circumferential direction D32 so as to approach the inner circumferential edge 3a. The protruding end 51e of the first protrusion 51a is located inside the tire maximum width position 2c in the tire radial direction D2. However, the protruding end 51e of the first protrusion 51a may be located outside the tire maximum width position 2c in the tire radial direction D2 so that the first protrusion 51a crosses the tire maximum width position 2c to enhance the reinforcing effect.

第２凸部５１ｂは、突出端５１ｆから外周縁３ｂへ近づくように第１周方向Ｄ３１に向かって延びる部分と、突出端５１ｆから外周縁３ｂへ近づくように第２周方向Ｄ３２に向かって延びる部分とを備える。なお、本実施形態では、第２凸部５１ｂの突出端５１ｆは、装飾部３の内周縁３ａに接続されているが、これに限定されない。第２凸部５１ｂの突出端５１ｆが装飾部３の内周縁３ａに接続されないようにしてもよい。 The second convex portion 51b has a portion that extends from the protruding end 51f in the first circumferential direction D31 so as to approach the outer peripheral edge 3b, and a portion that extends from the protruding end 51f in the second circumferential direction D32 so as to approach the outer peripheral edge 3b. In this embodiment, the protruding end 51f of the second convex portion 51b is connected to the inner peripheral edge 3a of the decorative portion 3, but is not limited to this. The protruding end 51f of the second convex portion 51b may not be connected to the inner peripheral edge 3a of the decorative portion 3.

第２の線状突起５２の両方の端部５２ｃ，５２ｄは、装飾部３の内周縁３ａに接続されている。第１凸部５２ａは、突出端５２ｅから内周縁３ａへ近づくように第１周方向Ｄ３１に向かって延びる部分と、突出端５２ｅから内周縁３ａへ近づくように第２周方向Ｄ３２に向かって延びる部分とを備える。第１凸部５２ａの突出端５２ｅは、タイヤ最大幅位置２ｃよりタイヤ径方向Ｄ２内側に位置している。ただし、第１凸部５２ａの突出端５２ｅをタイヤ最大幅位置２ｃよりタイヤ径方向Ｄ２外側に配置し、第１凸部５２ａがタイヤ最大幅位置２ｃを横切るようにして補強効果を高めてもよい。 Both ends 52c, 52d of the second linear projection 52 are connected to the inner peripheral edge 3a of the decorative part 3. The first projection 52a has a portion extending from the protruding end 52e in the first circumferential direction D31 so as to approach the inner peripheral edge 3a, and a portion extending from the protruding end 52e in the second circumferential direction D32 so as to approach the inner peripheral edge 3a. The protruding end 52e of the first projection 52a is located inside the tire radial direction D2 from the tire maximum width position 2c. However, the protruding end 52e of the first projection 52a may be located outside the tire radial direction D2 from the tire maximum width position 2c, and the first projection 52a may cross the tire maximum width position 2c to enhance the reinforcing effect.

第３の線状突起５３の両方の端部５３ｃ，５３ｄは、装飾部３の外周縁３ｂに接続されている。第２凸部５３ｂは、突出端５３ｆから外周縁３ｂへ近づくように第１周方向Ｄ３１に向かって延びる部分と、突出端５３ｆから外周縁３ｂへ近づくように第２周方向Ｄ３２に向かって延びる部分とを備える。第２凸部５３ｂの突出端５３ｆは、タイヤ最大幅位置２ｃよりタイヤ径方向Ｄ２外側に位置している。ただし、第２凸部５３ｂの突出端５３ｆをタイヤ最大幅位置２ｃよりタイヤ径方向Ｄ２内側に配置し、第２凸部５３ｂがタイヤ最大幅位置２ｃを横切るようにして補強効果を高めてもよい。 Both ends 53c, 53d of the third linear projection 53 are connected to the outer peripheral edge 3b of the decorative part 3. The second projection 53b has a portion extending from the protruding end 53f in the first circumferential direction D31 so as to approach the outer peripheral edge 3b, and a portion extending from the protruding end 53f in the second circumferential direction D32 so as to approach the outer peripheral edge 3b. The protruding end 53f of the second projection 53b is located outside the tire maximum width position 2c in the tire radial direction D2. However, the protruding end 53f of the second projection 53b may be located inside the tire maximum width position 2c in the tire radial direction D2 so that the second projection 53b crosses the tire maximum width position 2c to enhance the reinforcing effect.

線状突起５の幅５ｗは、例えば、１～１０ｍｍである。線状突起５の幅５ｗは、線状突起５の延びる方向に直交する方向の頂部５ａの幅である。また、線状突起５の幅５ｗは一定であることが好ましい。なお、幅５ｗが一定とは、幅が完全に一定値となる形態のみならず、幅の最大値が最小値の８５％以内で変動する形態も含む。本実施形態では、線状突起５の幅５ｗは３ｍｍである。また、凹部４の底部からの線状突起５の突出高さ５ｈは、例えば、０．３～３．５ｍｍである。線状突起５の幅５ｗは、線状突起５の突出高さ５ｈの０．２８～３３倍である。線状突起５において、補強効果を高める観点から、幅５ｗが突出高さ５ｈよりも大きいことが好ましい。 The width 5w of the linear protrusion 5 is, for example, 1 to 10 mm. The width 5w of the linear protrusion 5 is the width of the top 5a in a direction perpendicular to the extension direction of the linear protrusion 5. It is preferable that the width 5w of the linear protrusion 5 is constant. The width 5w being constant includes not only a form in which the width is completely constant, but also a form in which the maximum value of the width varies within 85% of the minimum value. In this embodiment, the width 5w of the linear protrusion 5 is 3 mm. The protruding height 5h of the linear protrusion 5 from the bottom of the recess 4 is, for example, 0.3 to 3.5 mm. The width 5w of the linear protrusion 5 is 0.28 to 33 times the protruding height 5h of the linear protrusion 5. In the linear protrusion 5, from the viewpoint of enhancing the reinforcing effect, it is preferable that the width 5w is larger than the protruding height 5h.

装飾部３は、間隔をあけて並列される複数のリッジ６を有する装飾領域７を備えている。装飾領域７は、装飾部３のうち線状突起５以外の領域である。本実施形態では、装飾領域７は、第１～第５の装飾領域７１～７５を備える。 The decorative portion 3 includes a decorative region 7 having a plurality of ridges 6 arranged in parallel at intervals. The decorative region 7 is the region of the decorative portion 3 other than the linear protrusions 5. In this embodiment, the decorative region 7 includes first to fifth decorative regions 71 to 75.

第１の装飾領域７１は、装飾部３の内周縁３ａ、外周縁３ｂ、第１側端縁３ｃ、及び第１の線状突起５１で囲まれる領域である。第２の装飾領域７２は、装飾部３の内周縁３ａ、外周縁３ｂ、第２側端縁３ｄ、第１の線状突起５１、第２の線状突起５２、及び第３の線状突起５３で囲まれる領域である。第３の装飾領域７３は、装飾部３の内周縁３ａ及び第１の線状突起５１で囲まれる領域である。第４の装飾領域７４は、装飾部３の内周縁３ａ及び第２の線状突起５２で囲まれる領域である。第５の装飾領域７５は、装飾部３の外周縁３ｂ及び第３の線状突起５３で囲まれる領域である。 The first decorative region 71 is a region surrounded by the inner peripheral edge 3a, outer peripheral edge 3b, first side edge 3c, and first linear protrusion 51 of the decorative part 3. The second decorative region 72 is a region surrounded by the inner peripheral edge 3a, outer peripheral edge 3b, second side edge 3d, first linear protrusion 51, second linear protrusion 52, and third linear protrusion 53 of the decorative part 3. The third decorative region 73 is a region surrounded by the inner peripheral edge 3a and first linear protrusion 51 of the decorative part 3. The fourth decorative region 74 is a region surrounded by the inner peripheral edge 3a and second linear protrusion 52 of the decorative part 3. The fifth decorative region 75 is a region surrounded by the outer peripheral edge 3b and third linear protrusion 53 of the decorative part 3.

リッジ６の端部は、線状突起５、又は装飾部３の外縁に接続される。装飾部３の外縁とは、内周縁３ａ、外周縁３ｂ、第１側端縁３ｃ、及び第２側端縁３ｄである。すなわち、装飾領域７のすべての領域にリッジ６が形成されている。これにより、装飾領域７で発生したクラックの成長を線状突起５及び装飾部３の外縁（内周縁３ａ、外周縁３ｂ、第１側端縁３ｃ、及び第２側端縁３ｄ）によって抑制することができる。また、タイヤ最大幅位置２ｃを横切って延びるリッジ６は、少なくとも一方の端部が線状突起５に接続されるように構成されている。なお、第１の装飾領域７１及び第２の装飾領域７２において、両端部の何れもが線状突起５に接続されないリッジ６も存在するが、これらのリッジ６は、タイヤ最大幅位置２ｃを横切らないため、この付近でのクラックの発生は少なく、仮にクラックが発生しても成長しにくい。 The end of the ridge 6 is connected to the linear protrusion 5 or the outer edge of the decorative part 3. The outer edge of the decorative part 3 is the inner peripheral edge 3a, the outer peripheral edge 3b, the first side edge 3c, and the second side edge 3d. That is, the ridge 6 is formed in all areas of the decorative area 7. As a result, the growth of cracks that occur in the decorative area 7 can be suppressed by the linear protrusion 5 and the outer edges of the decorative part 3 (the inner peripheral edge 3a, the outer peripheral edge 3b, the first side edge 3c, and the second side edge 3d). In addition, the ridge 6 extending across the tire maximum width position 2c is configured so that at least one end is connected to the linear protrusion 5. Note that in the first decorative area 71 and the second decorative area 72, there are also ridges 6 whose both ends are not connected to the linear protrusion 5, but these ridges 6 do not cross the tire maximum width position 2c, so cracks are unlikely to occur in this vicinity, and even if they do occur, they are unlikely to grow.

複数のリッジ６は、第１～第５の装飾領域７１～７５でそれぞれ所定の方向へ延びている。リッジ６の延びる方向は、特に限定されないが、サイドウォール２を補強する観点からタイヤ径方向Ｄ２を含むことが好ましい。 The multiple ridges 6 extend in a predetermined direction in each of the first to fifth decorative regions 71 to 75. The direction in which the ridges 6 extend is not particularly limited, but preferably includes the tire radial direction D2 from the viewpoint of reinforcing the sidewall 2.

リッジ６の延びる方向は、それぞれの装飾領域７１～７５で異なってもよい。本実施形態では、第１の装飾領域７１及び第２の装飾領域７２において、リッジ６はタイヤ径方向Ｄ２に延びており、第３～第５の装飾領域７３～７５において、リッジ６はタイヤ周方向Ｄ３に延びている。このように複数の方向に延びるリッジ６を設けることにより、単一の方向のみに延びるリッジ６を設ける場合に比べ、カーカスプライ１ｅ等の部材によるサイドウォール２の凹凸形状をカモフラージュする効果がある。また、タイヤ径方向Ｄ２とタイヤ周方向Ｄ３のように互いに直交する方向に延びるリッジ６を設けることにより、前述のカモフラージュ効果が高まる。なお、第１の装飾領域７１及び第２の装飾領域７２において、リッジ６がタイヤ径方向Ｄ２に傾斜する第１の方向に延び、第３～第５の装飾領域７３～７５において、リッジ６が第１の方向に直交する第２の方向に延びるようにしてもよい。 The direction in which the ridge 6 extends may be different in each of the decorative regions 71 to 75. In this embodiment, in the first decorative region 71 and the second decorative region 72, the ridge 6 extends in the tire radial direction D2, and in the third to fifth decorative regions 73 to 75, the ridge 6 extends in the tire circumferential direction D3. By providing the ridge 6 extending in multiple directions in this manner, compared to the case in which the ridge 6 extends in only a single direction, it is possible to camouflage the uneven shape of the sidewall 2 due to the member such as the carcass ply 1e. In addition, by providing the ridge 6 extending in directions perpendicular to each other, such as the tire radial direction D2 and the tire circumferential direction D3, the above-mentioned camouflage effect is enhanced. Note that in the first decorative region 71 and the second decorative region 72, the ridge 6 may extend in a first direction inclined to the tire radial direction D2, and in the third to fifth decorative regions 73 to 75, the ridge 6 may extend in a second direction perpendicular to the first direction.

本実施形態において、装飾領域７は、リッジ６がタイヤ径方向Ｄ２に延びる径方向リッジ領域と、リッジ６がタイヤ周方向Ｄ３に延びる周方向リッジ領域と、を備え、径方向リッジ領域の面積が、周方向リッジ領域の面積よりも大きいことが好ましい。径方向リッジ領域の面積を周方向リッジ領域の面積よりも大きくすることで、サイドウォール２の撓みを効果的に抑制できる。ここで、径方向リッジ領域とは、タイヤ径方向Ｄ２±３０度の方向に延びるリッジ６が形成される装飾領域であり、例えば、本実施形態においては第１の装飾領域７１及び第２の装飾領域７２が該当する。また、周方向リッジ領域とは、タイヤ周方向Ｄ３±３０度の方向に延びるリッジ６が形成される装飾領域であり、例えば、本実施形態においては第３～第５の装飾領域７３～７５が該当する。なお、周方向リッジ領域では、タイヤ周方向Ｄ３に延びる曲線状のリッジ６もあり得るが、この場合、タイヤ径方向Ｄ２との交点におけるリッジ６の接線がタイヤ周方向Ｄ３±３０度の方向に延びている。 In this embodiment, the decorative region 7 includes a radial ridge region in which the ridge 6 extends in the tire radial direction D2, and a circumferential ridge region in which the ridge 6 extends in the tire circumferential direction D3, and it is preferable that the area of the radial ridge region is larger than that of the circumferential ridge region. By making the area of the radial ridge region larger than that of the circumferential ridge region, the deflection of the sidewall 2 can be effectively suppressed. Here, the radial ridge region is a decorative region in which a ridge 6 extending in the tire radial direction D2 ± 30 degrees is formed, and for example, in this embodiment, the first decorative region 71 and the second decorative region 72 correspond to this. In addition, the circumferential ridge region is a decorative region in which a ridge 6 extending in the tire circumferential direction D3 ± 30 degrees is formed, and for example, in this embodiment, the third to fifth decorative regions 73 to 75 correspond to this. Note that in the circumferential ridge region, there may also be a curved ridge 6 extending in the tire circumferential direction D3, but in this case, the tangent of the ridge 6 at the intersection with the tire radial direction D2 extends in the tire circumferential direction D3 ± 30 degrees.

リッジ６は、凹部４の底部から突出して形成されている。リッジ６は、断面略三角形状である。ただし、リッジ６は、先端が平坦となった断面略台形状であってもよい。リッジ６の頂部６ａの位置は、外表面２ｂの基準面Ｓ２に対して同じ位置であっても、異なる位置であってもよい。図４は、リッジ６の頂部６ａの位置が、外表面２ｂの基準面Ｓ２から凹む位置である例を示す。 The ridge 6 is formed to protrude from the bottom of the recess 4. The ridge 6 has a generally triangular cross section. However, the ridge 6 may have a generally trapezoidal cross section with a flat tip. The position of the apex 6a of the ridge 6 may be the same or different relative to the reference plane S2 of the outer surface 2b. Figure 4 shows an example in which the position of the apex 6a of the ridge 6 is recessed from the reference plane S2 of the outer surface 2b.

凹部４の底部からのリッジ６の突出高さ６ｈは、例えば、０．３～０．６ｍｍである。線状突起５の突出高さ５ｈは、リッジ６の突出高さ６ｈ以上であるのが好ましい。また、線状突起５の突出高さ５ｈは、リッジ６の突出高さ６ｈより高いのがより好ましい。 The protruding height 6h of the ridge 6 from the bottom of the recess 4 is, for example, 0.3 to 0.6 mm. The protruding height 5h of the linear protrusion 5 is preferably equal to or greater than the protruding height 6h of the ridge 6. Furthermore, it is more preferable that the protruding height 5h of the linear protrusion 5 is greater than the protruding height 6h of the ridge 6.

本実施形態では、リッジ６の頂部６ａの位置が、外表面２ｂの基準面Ｓ２から凹む位置であり、且つ線状突起５の頂部５ａの位置が、外表面２ｂの基準面Ｓ２から突出する位置であり、線状突起５の突出高さ５ｈが、リッジ６の突出高さ６ｈよりも高くなっている。これにより、線状突起５は、装飾領域７で発生したクラックの成長を効果的に抑制することができる。 In this embodiment, the position of the apex 6a of the ridge 6 is recessed from the reference plane S2 of the outer surface 2b, and the position of the apex 5a of the linear protrusion 5 is protruding from the reference plane S2 of the outer surface 2b, and the protruding height 5h of the linear protrusion 5 is higher than the protruding height 6h of the ridge 6. This allows the linear protrusion 5 to effectively suppress the growth of cracks that occur in the decorative region 7.

並列されるリッジ６のピッチ６ｐは、例えば、０．８～１．２ｍｍである。本実施形態では、リッジ６のピッチ６ｐは１．０ｍｍである。リッジ６のピッチ６ｐは、線状突起５の幅５ｗよりも小さいのが好ましい。 The pitch 6p of the parallel ridges 6 is, for example, 0.8 to 1.2 mm. In this embodiment, the pitch 6p of the ridges 6 is 1.0 mm. It is preferable that the pitch 6p of the ridges 6 is smaller than the width 5w of the linear protrusions 5.

以上のように、本実施形態に係る空気入りタイヤ１は、タイヤ径方向Ｄ２に延びるサイドウォール２を備え、
サイドウォール２は、外表面２ｂであってタイヤ最大幅位置２ｃを含むタイヤ径方向の一定領域に装飾部３を備え、
装飾部３は、タイヤ周方向Ｄ３に延びる線状突起５と、間隔をあけて並列される複数のリッジ６を有する装飾領域７と、を備え、
線状突起５は、タイヤ径方向Ｄ２外側へ凸となる第１凸部５１ａ，５２ａと、タイヤ径方向Ｄ２内側へ凸となる第２凸部５１ｂ，５３ｂと、を有し、
第１凸部５１ａ，５２ａと第２凸部５１ｂ，５３ｂは、タイヤ径方向Ｄ２に見て、タイヤ周方向Ｄ３に連なる又は部分的に重なるものである。 As described above, the pneumatic tire 1 according to this embodiment includes the sidewall 2 extending in the tire radial direction D2,
The sidewall 2 has an outer surface 2b and a decorative portion 3 in a certain region in the tire radial direction including a maximum tire width position 2c.
The decorative portion 3 includes a linear projection 5 extending in the tire circumferential direction D3 and a decorative region 7 having a plurality of ridges 6 arranged in parallel at intervals,
The linear projections 5 have first convex portions 51 a, 52 a that convex outward in the tire radial direction D2 and second convex portions 51 b, 53 b that convex inward in the tire radial direction D2,
The first convex portions 51a, 52a and the second convex portions 51b, 53b are continuous with or partially overlap each other in the tire circumferential direction D3 when viewed in the tire radial direction D2.

この空気入りタイヤ１によれば、第１凸部と第２凸部を有する線状突起５を装飾部３内に設けることで、タイヤ最大幅位置２ｃ付近を線状突起５により補強することができるため、サイドウォール２の撓みを抑えてクラックの発生を抑制することができる。 With this pneumatic tire 1, the linear protrusions 5 having the first and second protrusions are provided within the decorative portion 3, and the linear protrusions 5 can reinforce the area near the maximum tire width position 2c, thereby suppressing the deflection of the sidewall 2 and preventing the occurrence of cracks.

また、本実施形態に係る空気入りタイヤ１において、リッジ６の端部は、線状突起５、又は装飾部３の外縁に接続されるものでもよい。この構成によれば、装飾領域７で発生したクラックの成長を線状突起５、又は装飾部３の外縁によって抑制することができる。 In addition, in the pneumatic tire 1 according to this embodiment, the end of the ridge 6 may be connected to the outer edge of the linear protrusion 5 or the decorative portion 3. With this configuration, the growth of cracks that occur in the decorative region 7 can be suppressed by the linear protrusion 5 or the outer edge of the decorative portion 3.

また、本実施形態に係る空気入りタイヤ１において、線状突起５は、タイヤ最大幅位置２ｃを横切って延びるものでもよい。この構成によれば、タイヤ最大幅位置２ｃ付近の撓みを効果的に抑えることができる。 In addition, in the pneumatic tire 1 according to this embodiment, the linear protrusions 5 may extend across the tire's maximum width position 2c. This configuration can effectively suppress deflection near the tire's maximum width position 2c.

また、本実施形態に係る空気入りタイヤ１において、第１の線状突起５１は、第１凸部５１ａと第２凸部５１ｂが互いに連なって構成され、装飾部３の内周縁３ａから装飾部３の外周縁３ｂまで延びるものでもよい。この構成によれば、タイヤ最大幅位置２ｃ付近の撓みを効果的に抑えることができる。 In addition, in the pneumatic tire 1 according to this embodiment, the first linear protrusion 51 may be configured such that the first protrusion 51a and the second protrusion 51b are connected to each other and extend from the inner peripheral edge 3a of the decorative part 3 to the outer peripheral edge 3b of the decorative part 3. With this configuration, it is possible to effectively suppress deflection near the maximum tire width position 2c.

また、本実施形態に係る空気入りタイヤ１において、装飾領域７は、リッジ６がタイヤ径方向Ｄ２に延びる径方向リッジ領域と、リッジ６がタイヤ周方向Ｄ３に延びる周方向リッジ領域と、を備え、前記径方向リッジ領域の面積は、前記周方向リッジ領域の面積よりも大きいものでもよい。この構成によれば、径方向リッジ領域の面積を周方向リッジ領域の面積よりも大きくすることで、サイドウォール２の撓みを効果的に抑制できる。 In addition, in the pneumatic tire 1 according to this embodiment, the decorative region 7 may include a radial ridge region in which the ridge 6 extends in the tire radial direction D2, and a circumferential ridge region in which the ridge 6 extends in the tire circumferential direction D3, and the area of the radial ridge region may be larger than the area of the circumferential ridge region. With this configuration, by making the area of the radial ridge region larger than the area of the circumferential ridge region, deflection of the sidewall 2 can be effectively suppressed.

なお、上述した各寸法値、位置関係及び大小関係等は、空気入りタイヤ１を正規リムに装着して正規内圧を充填した無負荷の正規状態で測定したものである。例えば、タイヤ最大幅位置２ｃは、空気入りタイヤ１を正規リムに装着し、正規内圧を充填した無負荷状態のときの、サイドウォール２の外表面２ｂから突出する模様や文字等の構造物を除いたタイヤ幅方向Ｄ１における寸法が最大となる位置のタイヤ径方向Ｄ２における位置である。正規リムは、空気入りタイヤ１が基づいている規格を含む規格体系において、当該規格が空気入りタイヤ１ごとに定めるリムであり、例えば、ＪＡＴＭＡであれば標準リム、ＴＲＡ及びＥＴＲＴＯであれば「ＭｅａｓｕｒｉｎｇＲｉｍ」となる。 The above-mentioned dimensional values, positional relationships, and size relationships are measured when the pneumatic tire 1 is mounted on a standard rim, inflated to standard internal pressure, and in a standard, unloaded state. For example, the tire maximum width position 2c is the position in the tire radial direction D2 of the position where the dimension in the tire width direction D1, excluding structures such as patterns and letters protruding from the outer surface 2b of the sidewall 2, is maximum when the pneumatic tire 1 is mounted on a standard rim, inflated to standard internal pressure, and in a unloaded state. A standard rim is a rim that is determined for each pneumatic tire 1 by the standard in the standard system that includes the standard on which the pneumatic tire 1 is based, and is, for example, a standard rim for JATMA, and a "Measuring Rim" for TRA and ETRTO.

また、正規内圧は、空気入りタイヤ１が基づいている規格を含む規格体系において、各規格が空気入りタイヤ１ごとに定めている空気圧であり、ＪＡＴＭＡであれば最高空気圧、ＴＲＡであれば表「ＴＩＲＥＬＯＡＤＬＩＭＩＴＳＡＴＶＡＲＩＯＵＳＣＯＬＤＩＮＦＬＡＴＩＯＮＰＲＥＳＳＵＲＥＳ」に記載の最大値、ＥＴＲＴＯであれば「ＩＮＦＬＡＴＩＯＮＰＲＥＳＳＵＲＥ」である。 The normal internal pressure is the air pressure set for each pneumatic tire 1 by each standard in the standard system including the standard on which the pneumatic tire 1 is based, and is the maximum air pressure in the case of JATMA, the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" in the case of TRA, and "INFLATION PRESSURE" in the case of ETRTO.

なお、空気入りタイヤ１は、上記した実施形態の構成に限定されるものではなく、また、上記した作用効果に限定されるものではない。また、空気入りタイヤ１は、本発明の要旨を逸脱しない範囲内において種々変更を加え得ることは勿論である。例えば、上記した複数の実施形態の各構成や各方法等を任意に採用して組み合わせてもよく、さらに、下記する各種の変更例に係る構成や方法等を任意に一つ又は複数選択して、上記した実施形態に係る構成や方法等に採用してもよいことは勿論である。 The pneumatic tire 1 is not limited to the configuration of the above-mentioned embodiment, nor is it limited to the above-mentioned effects. Furthermore, the pneumatic tire 1 can of course be modified in various ways without departing from the spirit of the present invention. For example, the configurations and methods of the above-mentioned embodiments may be arbitrarily adopted and combined, and further, one or more of the configurations and methods of the various modified examples described below may be arbitrarily selected and adopted in the configurations and methods of the above-mentioned embodiment.

（１）上記実施形態に係る空気入りタイヤ１においては、線状突起５の頂部５ａの位置が、外表面２ｂの基準面Ｓ２から突出する位置であるが、これに限定されない。図５Ａは、線状突起５の頂部５ａの位置が、外表面２ｂの基準面Ｓ２と同じ位置である例を示す。補強効果を確保する観点から、線状突起５の頂部５ａの位置は、外表面２ｂの基準面Ｓ２と同じ位置または突出する位置であるのが好ましい。
また、図５Ｂは、線状突起５の頂部５ａの位置が、外表面２ｂの基準面Ｓ２から凹む位置である例を示す。なお、図５Ｂに示す例では、線状突起５の頂部５ａの位置が、リッジ６の頂部６ａの位置と同じとなっている。 (1) In the pneumatic tire 1 according to the above embodiment, the position of the apex 5a of the linear protrusion 5 is a position that protrudes from the reference plane S2 of the outer surface 2b, but is not limited to this. Fig. 5A shows an example in which the position of the apex 5a of the linear protrusion 5 is the same as the reference plane S2 of the outer surface 2b. From the viewpoint of ensuring a reinforcing effect, it is preferable that the position of the apex 5a of the linear protrusion 5 is the same as or protrudes from the reference plane S2 of the outer surface 2b.
5B shows an example in which the position of the apex 5a of the linear protrusion 5 is recessed from the reference plane S2 of the outer surface 2b. In the example shown in FIG. 5B, the position of the apex 5a of the linear protrusion 5 is the same as the position of the apex 6a of the ridge 6.

（２）上記実施形態に係る空気入りタイヤ１においては、第１の線状突起５１は、第１凸部５１ａと第２凸部５１ｂが曲線状であり、全体として図６（ａ）に示すような略正弦波状であるが、これに限定されない。第１の線状突起５１は、例えば、図６（ｂ）に示すような矩形波状、図６（ｃ）に示すような三角波状等でもよい。また、第１の線状突起５１は、第１凸部５１ａと第２凸部５１ｂに連なるその他の第１凸部及び第２凸部をさらに備えてもよい。 (2) In the pneumatic tire 1 according to the above embodiment, the first linear protrusion 51 has a curved first protrusion 51a and a curved second protrusion 51b, and is generally sinusoidal as shown in FIG. 6(a), but is not limited thereto. The first linear protrusion 51 may be, for example, rectangular as shown in FIG. 6(b) or triangular as shown in FIG. 6(c). The first linear protrusion 51 may further include other first protrusions and second protrusions connected to the first protrusions 51a and second protrusions 51b.

（３）上記実施形態に係る空気入りタイヤ１においては、リッジ６のすべての端部が線状突起５、又は装飾部３の外縁に接続されているが、これに限定されない。リッジ６の端部が装飾領域７内で終端していてもよい。 (3) In the pneumatic tire 1 according to the above embodiment, all ends of the ridge 6 are connected to the linear protrusion 5 or the outer edge of the decorative portion 3, but this is not limited thereto. The ends of the ridge 6 may terminate within the decorative region 7.

（４）上記実施形態に係る空気入りタイヤ１では、第１の線状突起５１において、第１凸部５１ａと第２凸部５１ｂは、端部同士が接続されるようにしてタイヤ周方向Ｄ３に連なっているが、これに限定されない。「第１凸部と第２凸部が、タイヤ径方向に見て、タイヤ周方向に連なる」とは、図７に示すように、第１凸部５４ａと第２凸部５４ｂが、タイヤ径方向Ｄ２に見たときに、端部同士が一致するようにタイヤ周方向Ｄ３に連なる形態も含む。具体的には、第２凸部５１ｂと第１凸部５２ａが、図７と同様、タイヤ径方向Ｄ２に見て、タイヤ周方向Ｄ３に連なってもよく、或いは第１凸部５２ａと第２凸部５３ｂが、図７と同様、タイヤ径方向Ｄ２に見て、タイヤ周方向Ｄ３に連なってもよい。 (4) In the pneumatic tire 1 according to the above embodiment, the first protrusion 51a and the second protrusion 51b of the first linear protrusion 51 are connected to each other in the tire circumferential direction D3, but this is not limited thereto. "The first protrusion and the second protrusion are connected to each other in the tire circumferential direction when viewed in the tire radial direction" also includes a form in which the first protrusion 54a and the second protrusion 54b are connected to each other in the tire circumferential direction D3 so that their ends match when viewed in the tire radial direction D2, as shown in FIG. 7. Specifically, the second protrusion 51b and the first protrusion 52a may be connected to each other in the tire circumferential direction D3 when viewed in the tire radial direction D2, as in FIG. 7, or the first protrusion 52a and the second protrusion 53b may be connected to each other in the tire circumferential direction D3 when viewed in the tire radial direction D2, as in FIG. 7.

１…空気入りタイヤ、２…サイドウォール、２ａ…サイドウォールゴム、２ｂ…外表面、２ｃ…タイヤ最大幅位置、３…装飾部、３ａ…内周縁、３ｂ…外周縁、４…凹部、５…線状突起、６…リッジ、７…装飾領域、５１…第１の線状突起、５１ａ…第１凸部、５１ｂ…第２凸部、５２…第２の線状突起、５２ａ…第１凸部、５３…第３の線状突起、５３ｂ…第２凸部、７１…第１の装飾領域、７２…第２の装飾領域、７３…第３の装飾領域、７４…第４の装飾領域、７５…第５の装飾領域、Ｄ１…タイヤ幅方向、Ｄ２…タイヤ径方向、Ｄ３…タイヤ周方向、Ｈ…タイヤ断面高さ、Ｓ２…外表面の基準面

Reference Signs List 1...pneumatic tire, 2...sidewall, 2a...sidewall rubber, 2b...outer surface, 2c...maximum tire width position, 3...decorative portion, 3a...inner peripheral edge, 3b...outer peripheral edge, 4...recess, 5...linear projection, 6...ridge, 7...decorative region, 51...first linear projection, 51a...first convex portion, 51b...second convex portion, 52...second linear projection, 52a...first convex portion, 53...third linear projection, 53b...second convex portion, 71...first decorative region, 72...second decorative region, 73...third decorative region, 74...fourth decorative region, 75...fifth decorative region, D1...tire width direction, D2...tire radial direction, D3...tire circumferential direction, H...tire cross-sectional height, S2...reference plane of outer surface

Claims

The tire has a sidewall extending in a radial direction,
The sidewall has a decorative portion on an outer surface of a tire in a certain radial area including a maximum tire width position,
the decorative portion includes a plurality of linear protrusions extending in a tire circumferential direction and a decorative region having a plurality of ridges arranged in parallel at intervals,
the decorative portion has an arc shape extending along the tire circumferential direction, and an end of the linear projection is connected to an inner circumferential edge or an outer circumferential edge of the decorative portion,
The linear protrusion has at least one of a first convex portion that is convex outward in the tire radial direction and a second convex portion that is convex inward in the tire radial direction,
the first convex portion includes a portion extending in a first circumferential direction from an outermost protruding end in the tire radial direction so as to approach the inner peripheral edge of the decorative portion, and a portion extending in a second circumferential direction from the outermost protruding end in the tire radial direction so as to approach the inner peripheral edge of the decorative portion; the second convex portion includes a portion extending in the first circumferential direction from an innermost protruding end in the tire radial direction so as to approach the outer peripheral edge of the decorative portion, and a portion extending in the second circumferential direction from the innermost protruding end in the tire radial direction so as to approach the outer peripheral edge of the decorative portion;
a first convex portion and a second convex portion of one of the linear protrusions are connected in a tire circumferential direction when viewed in the tire radial direction, and the first convex portion of one of the linear protrusions partially overlaps with the second convex portion of the other of the linear protrusions when viewed in the tire radial direction, or the second convex portion of one of the linear protrusions partially overlaps with the first convex portion of the other of the linear protrusions when viewed in the tire radial direction .

The pneumatic tire according to claim 1, wherein the end of the ridge is connected to the outer edge of the linear protrusion or the decorative portion.

The pneumatic tire according to claim 1 or 2, wherein the linear protrusion extends across the maximum tire width position.

The pneumatic tire according to any one of claims 1 to 3, wherein the linear protrusion is formed by connecting the first protrusion and the second protrusion to each other and extends from the inner peripheral edge of the decorative portion to the outer peripheral edge of the decorative portion.

The pneumatic tire according to any one of claims 1 to 4, wherein the decorative region comprises a radial ridge region in which the ridge extends in the tire radial direction and a circumferential ridge region in which the ridge extends in the tire circumferential direction, and the area of the radial ridge region is greater than the area of the circumferential ridge region.

The decorative portion has a recess that is recessed from a reference plane of the outer surface of the sidewall over the entire decorative portion,
The pneumatic tire according to claim 1 , wherein the linear projections and the ridges are formed to protrude from a bottom of the recess.