WO2023105877A1

WO2023105877A1 - Tire

Info

Publication number: WO2023105877A1
Application number: PCT/JP2022/034634
Authority: WO
Inventors: 圭吾齋藤; 眞由子唐澤; 徹林
Original assignee: 株式会社ブリヂストン
Priority date: 2021-12-10
Filing date: 2022-09-15
Publication date: 2023-06-15

Abstract

A tire according to the present invention comprises a circumferential groove extending along the tire circumferential direction in the tread surface and a tread ridge section demarcated on one side in the tire width direction by the circumferential groove. A resonator is arranged in the tread ridge section. The resonator opens at the surface of the tread ridge section and comprises an air chamber groove terminating within the tread ridge section and a neck groove that is narrower than the air chamber groove and whereby the air chamber groove and the circumferential groove communicate. The opening angle formed in a developed view of the tread surface by a first wall of the air chamber groove having one side wall of the neck groove connected thereto and a second wall of the air chamber groove having the other side wall of the neck groove connected thereto is 170º-200º. The air chamber groove is inclined with respect to the tire width direction and the tire circumferential direction. The length of extension of the air chamber groove in the tire circumferential direction is longer than the length of extension of the air chamber groove in the tire width direction.

Description

tire

The present invention relates to tires.

Conventionally, noise caused by tires has been known as noise generated by automobiles while driving. Noise caused by tires includes, for example, air column resonance. It is known that, in a tire, columnar resonance noise is generated by resonance of air in a pipe surrounded by circumferential grooves extending in the tire circumferential direction on the tread surface and the road surface.

The frequency of this air column resonance is often around 1000Hz in a typical passenger car. In general, human hearing is particularly sensitive in a frequency band around 1000 Hz, so reduction of columnar resonance noise is also effective in improving the quietness of a running automobile.

Patent Document 1 discloses a tire equipped with a Helmholtz resonator that reduces columnar resonance noise. A tread land portion of the tire disclosed in Patent Document 1 is provided with a Helmholtz resonator having an air chamber opening to the surface and a narrow neck connecting the air chamber to a circumferential groove.

WO2014/174813

In the Helmholtz resonator, the volume of the air chamber, the length of the constricted neck, etc. are set according to the frequency of the air column resonance to be reduced. At this time, when the frequency of the air column resonance to be reduced is set low, it is necessary to increase the volume of the air chamber. If the volume of the air chamber is increased, the rigidity of the tread land portion is lowered, possibly deteriorating the dynamic performance of the tire.

An object of the present invention is to provide a tire capable of achieving both quiet performance and dynamic performance.

A tire as a first aspect of the present invention includes, on the tread surface, circumferential grooves extending along the tire circumferential direction, and tread land portions defined on one side in the tire width direction by the circumferential grooves. In the tire, a resonator is disposed in the tread land portion, and the resonator includes an air chamber groove that opens to the surface of the tread land portion and terminates within the tread land portion; a neck groove narrower than the air chamber groove communicating the chamber groove and the circumferential groove, wherein one side wall of the neck groove is connected to the first wall of the air chamber groove and the other side of the neck groove; The opening angle formed by the second wall of the air chamber groove in the developed view of the tread surface is 170 to 200°, and the air chamber groove is oriented with respect to the tire width direction and the tire circumferential direction. It extends obliquely, and the extending length of the air chamber groove in the tire circumferential direction is longer than the extending length of the air chamber groove in the tire width direction.

According to the present invention, it is possible to provide a tire capable of achieving both quiet performance and dynamic performance.

1 is a cross-sectional view in the tire width direction of a tire as an embodiment of the present invention; FIG. FIG. 2 is an exploded view of a portion of the tread surface of the tire shown in FIG. 1; 3 is an enlarged view of the first resonator shown in FIG. 2; FIG. FIG. 2 schematically shows a Helmholtz resonator with one constricted neck; 3 is a cross-sectional view showing a cross section perpendicular to the extending direction of the communication groove shown in FIG. 2; FIG. FIG. 2 is a developed view of part of the tread surface of a tire as a modified example of the tire shown in FIG. 1;

Hereinafter, embodiments of the tire according to the present invention will be described by way of example with reference to the drawings. The same reference numerals are given to the configurations that are common in each figure. As used herein, the tire width direction refers to a direction parallel to the rotation axis of the tire. The term "tire radial direction" refers to the radial direction of a circle around the rotation axis of the tire. The term "tire circumferential direction" refers to the direction in which the tire rotates about its rotation axis.

As used herein, the term "tread surface" refers to a tire that is mounted on a rim and filled with a specified internal pressure, and is loaded with a maximum load (hereinafter also referred to as "maximum load state"). , means the outer circumferential surface of the tire that is in contact with the road surface. In addition, the term "tread edge" means an outer edge of the tread surface in the tire width direction. Furthermore, in this specification, the term "contact length" means the maximum length in the tire circumferential direction of the contact area of the tread surface placed on the road surface.

As used herein, the term "rim" refers to an industrial standard valid for the region in which tires are produced and used. and Rim Technical Organization) STANDARDS MANUAL, TRA (The Tire and Rim Association, Inc.) YEAR BOOK, etc. in the United States or will be described in the future. Measuring Rim, Design Rim in TRA YEAR BOOK). If the size is not listed in the above industrial standards, it refers to a rim with a width corresponding to the bead width of the tire. "Rim" includes current sizes as well as sizes that may be included in the above industry standards in the future. An example of a "size to be described in the future" is the size described as "FUTURE DEVELOPMENTS" in the 2013 edition of ETRTO's STANDARDS MANUAL.

As used herein, the term "specified internal pressure" refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity of a single wheel in the applicable size and ply rating, as described in the industrial standards such as the JATMA YEAR BOOK. In the case of sizes not listed in the above industrial standards, the air pressure corresponding to the maximum load capacity specified for each vehicle on which the tire is mounted (maximum air pressure). Further, in this specification, the "maximum load" refers to the load corresponding to the maximum load capacity of a tire of the applicable size described in the above industrial standard, and in the case of a size not described in the above industrial standard. means the load corresponding to the maximum load capacity specified for each vehicle on which the tires are fitted.

A pneumatic tire 1 (hereinafter simply referred to as "tire 1") as one embodiment of the tire according to the present invention will be exemplified below with reference to the drawings. In the present embodiment, a radial tire for a passenger car is exemplified as the tire 1, but other types of tires may be used.

FIG. 1 is a cross-sectional view of the tire 1 in the tire width direction. As shown in FIG. 1 , the tire 1 includes a pair of bead portions 11 , a pair of sidewall portions 12 and a tread portion 13 . The sidewall portion 12 continues to the outside of the bead portion 11 in the tire radial direction A. As shown in FIG. The tread portion 13 continues to the pair of sidewall portions 12 . Both ends of the tread portion 13 in the tire width direction B are connected to the sidewall portions 12 .

Each bead portion 11 includes a bead core 11a and a bead filler 11b arranged outside the bead core 11a in the tire radial direction A. The tire 1 includes a carcass 14 spanning between a pair of bead cores 11a. The carcass 14 includes carcass plies in which carcass cords such as organic fiber cords and steel cords are arranged. Furthermore, the tire 1 includes a belt 15 arranged outside the crown portion of the carcass 14 in the tire radial direction A. As shown in FIG. The belt 15 includes, for example, a belt ply in which belt cords such as organic fiber cords and steel cords are arranged. The belt ply of the belt 15 may include an inclined belt layer in which the belt cords are inclined with respect to the tire circumferential direction C by 10° or more. Further, the belt ply of the belt 15 may include a circumferential belt layer in which belt cords extend along the tire circumferential direction C. As shown in FIG. “The belt cord extends along the tire circumferential direction” means that the belt cord has an inclination angle of 0° or more and less than 10° with respect to the tire circumferential direction C. Further, the belt 15 may include a plurality of belt plies laminated in the tire radial direction A, including at least one layer each of the above-described inclined belt layer and circumferential belt layer.

The tire 1 also includes a tread rubber 17 arranged on the outer side of the belt 15 in the tire radial direction A, and a side rubber 18 arranged on the outer side of the carcass 14 in the tire width direction B. A plurality of circumferential grooves 2 and tread land portions 3 are formed in the tread surface T. As shown in FIG. Details of this will be described later (see FIG. 2). Furthermore, the tire 1 comprises an inner liner 16 laminated to the inner surface of the carcass 14 .

Although the tire 1 of the present embodiment has the internal structure described above, the internal structure is not particularly limited, and the tire may have other internal structures. Further, the tire 1 of the present embodiment has a configuration in which the tread pattern formed on the tread surface T has an asymmetrical pattern with respect to the tire equatorial plane CL. It may be a symmetrical configuration.

FIG. 2 is a developed view showing part of the tread surface T of the tread portion 13 of the tire 1. FIG. The tire 1 includes, on a tread surface T, circumferential grooves 2 extending along the tire circumferential direction C, and tread land portions 3 having one side in the tire width direction B defined by the circumferential grooves 2. . The circumferential groove 2 of this embodiment is an annular groove that extends endlessly in the tire circumferential direction C. As shown in FIG. Although the circumferential grooves 2 of the present embodiment extend linearly in the tire circumferential direction C in a developed view of the tread surface T (see FIG. 2), the configuration is not limited to this. The circumferential grooves 2 may extend in a zigzag or wavy shape in a developed view of the tread surface T (see FIG. 2).

Specifically, the tire 1 of this embodiment has four circumferential grooves 2 on the tread surface T. Five tread land portions 3 are defined between the four circumferential grooves 2 and between the outermost circumferential groove 2 in the tire width direction B and the tread edge.

More specifically, in this embodiment, the tread surface T is formed with two inner circumferential grooves 2a and two outer circumferential grooves 2b. Between the two inner circumferential grooves 2a in the tire width direction B, a rib-shaped central land portion 3a as the tread land portion 3 is defined. The central land portion 3a intersects the tire equatorial plane CL. The two outer circumferential grooves 2b are positioned outside in the tire width direction B of the two inner circumferential grooves 2a. The inner circumferential grooves 2a and the outer circumferential grooves 2b define rib-like intermediate land portions 3b as the tread land portions 3 between them in the tire width direction B. As shown in FIG. In addition, the outer circumferential groove 2b and the tread edge TE define a shoulder land portion 3c as the tread land portion 3 between them in the tire width direction B. As shown in FIG. The intermediate land portion 3b is located between the central land portion 3a and the shoulder land portion 3c in the tire width direction B.

In this embodiment, the two inner circumferential grooves 2a and the two outer circumferential grooves 2b are provided as the circumferential grooves 2, but the number of the circumferential grooves 2 and the position in the tire width direction B are not particularly limited. . Therefore, the tread surface T may be formed with, for example, three or less or five or more circumferential grooves 2 .

As shown in FIG. 2, in the central land portion 3a of the present embodiment, one end communicates with the inner circumferential groove 2a located on one side in the tire width direction B, and the other end terminates within the central land portion 3a. , sipes 4 are formed. The sipe 4 is a narrow groove with a maximum width of 1 mm or less. The maximum width of sipe 4 is narrower than the minimum width of circumferential groove 2 . The sipe 4 of the present embodiment extends obliquely with respect to the tire width direction B and the tire circumferential direction C, but may extend along the tire width direction B, for example. The sipes 4 are arranged over the entire tire circumferential direction C at regular intervals in the tire circumferential direction C. As shown in FIG. When the sipe 4 is in contact with the road surface, the side walls on both sides come into contact with each other and are closed.

As shown in FIG. 2, a resonator 5 is arranged in the intermediate land portion 3b of this embodiment. The resonator 5 is a Helmholtz resonator with an air chamber 6 and a constricted neck 7 .

The resonator ₅ as a Helmholtz resonator can be modeled as a shape as shown in FIG _. , where V is the volume of the air chamber 6 and c is the speed of sound, it can be expressed by the following equation (1).

However, the length _l0 of the constricted neck 7 is not the measured value, but the open end is corrected in consideration of the additional vibration of the air around the opening in addition to the air inside the resonator 5. It is preferable to use the actual value.

Therefore, the resonance frequency f ₀ of the resonator 5 can be changed as required by selecting the cross-sectional area S of the constricted neck 7, the length l ₀ of the constricted neck 7, the volume V of the air chamber 6, and the like. can. In addition, when there are a plurality of constricted necks 7 connected to one air chamber 6, the cross-sectional area is the sum of the cross-sectional areas of the plurality of constricted necks 7, and the average length of the plurality of constricted necks 7 is the extension length. It has been found that there is no practical problem if the calculation is performed assuming that it is equivalent to one constricted neck 7 with

A first resonator 5a as the resonator 5 is arranged in one intermediate land portion 3b1 of the two intermediate land portions 3b of the present embodiment. A second resonator 5b as the resonator 5 is arranged in the other intermediate land portion 3b2 of the two intermediate land portions 3b of the present embodiment. Hereinafter, for convenience of explanation, one intermediate land portion 3b1 in which the first resonator 5a is arranged is referred to as "first intermediate land portion 3b1", and the other intermediate land portion in which the second resonator 5b is arranged. 3b2 is described as "second intermediate land portion 3b2".

FIG. 3 is an enlarged view of the first resonator 5a in FIG. As shown in FIGS. 2 and 3, the first resonator 5a of the first intermediate land portion 3b1 includes an air chamber groove 6a as the air chamber 6 and a neck groove 7a as the constricted neck 7. As shown in FIGS. The air chamber groove 6a opens to the surface of the first intermediate land portion 3b1 as the tread land portion 3 and terminates within the first intermediate land portion 3b1. More specifically, both ends of the air chamber groove 6a terminate within the first intermediate land portion 3b1. The neck groove 7 a communicates the air chamber groove 6 a with the inner circumferential groove 2 a as the circumferential groove 2 . More specifically, one end of the neck groove 7a communicates with the inner circumferential groove 2a. The other end of the neck groove 7a communicates with the air chamber groove 6a.

Furthermore, in this embodiment, the air chamber groove 6a and the neck groove 7a extend obliquely with respect to the tire width direction B and the tire circumferential direction C. Further, the air chamber groove 6a and the neck groove 7a of the present embodiment are inclined to the same side with respect to the tire circumferential direction C. As shown in FIG. However, as shown in FIG. 3, the inclination angle .theta.1 of the air chamber groove 6a with respect to the tire circumferential direction C in this embodiment is smaller than the inclination angle .theta.2 of the neck groove 7a with respect to the tire circumferential direction C. As shown in FIG. The inclination angle θ1 of the air chamber groove 6a with respect to the tire circumferential direction C is determined by a straight line L1 ( 3) with respect to the tire circumferential direction C. When the end of the air chamber groove 6a in the tire circumferential direction C is not fixed at one point, the end of the air chamber groove 6a in the tire circumferential direction C means the middle point in the tire width direction B. Further, the inclination angle θ2 of the neck groove 7a with respect to the tire circumferential direction C is a straight line L2 (Fig. 3 ) with respect to the tire circumferential direction C. When the end of the neck groove 7a in the tire circumferential direction C is not fixed at one point, the end of the neck groove 7a in the tire circumferential direction C means the middle point in the tire width direction B.

By extending the air chamber groove 6a obliquely with respect to the tire width direction B and the tire circumferential direction C, the ground contact length is reduced compared to a configuration extending along the tire width direction B or the tire circumferential direction C In this range, it is easy to secure the extension length of the air chamber groove 6a. Therefore, it becomes easy to secure the volume of the air chamber groove 6a, and even when the frequency of the air columnar resonance noise to be reduced is low, it is easy to cope (see the above formula (1)).

Further, as shown in FIG. 3, an extension length D1 of the air chamber groove 6a in the tire circumferential direction C is longer than an extension length D2 of the air chamber groove 6a in the tire width direction B. This makes it easier to secure the extension length of the air chamber groove 6a within the range of the ground contact length, compared to the structure extending along the tire width direction B or the tire circumferential direction C. Therefore, it becomes easy to secure the volume of the air chamber groove 6a, and even when the frequency of the air columnar resonance noise to be reduced is low, it is easy to cope (see the above formula (1)).

Furthermore, since the air chamber groove 6a extends obliquely with respect to the tire width direction B and the tire circumferential direction C, the air chamber groove 6a is larger than the configuration in which the air chamber groove 6a extends along the tire circumferential direction C. Within the range in the tire circumferential direction C, local rigidity reduction in the tire width direction B of the first intermediate land portion 3b1 as the tread land portion 3 is less likely to occur. Furthermore, since the air chamber groove 6a extends obliquely with respect to the tire width direction B and the tire circumferential direction C, compared to a configuration in which it extends along the tire width direction B, It is possible to suppress a local decrease in rigidity at the position where the air chamber groove 6a is provided. In this manner, the air chamber groove 6a extends obliquely with respect to the tire width direction B and the tire circumferential direction C, thereby suppressing a local decrease in rigidity at the position of the air chamber groove 6a. .

That is, the air chamber groove 6a extends obliquely with respect to the tire width direction B and the tire circumferential direction C, and the extension length D1 of the air chamber groove 6a in the tire circumferential direction C is in the tire width direction B. By making the configuration longer than the extension length D2 of the tire 1, it becomes easier to achieve both quiet performance and dynamic performance of the tire 1.

In the present embodiment, as described above, the neck groove 7a is also inclined with respect to the tire width direction B and the tire circumferential direction C, but is not limited to this configuration. The neck groove 7a may extend along the tire width direction B, for example. However, it is preferable that the neck groove 7a extends obliquely with respect to the tire width direction B and the tire circumferential direction C as in the present embodiment. By doing so, it is easy to secure the extension length of the neck groove 7a within the range of the grounding length, and it is easy to cope with even the case where the frequency of the air column resonance to be reduced is low. (See formula (1) above).

The inclination angle θ2 of the neck groove 7a with respect to the tire circumferential direction C is preferably 30 to 70°, more preferably 40 to 55°. By setting the inclination angle θ2 to 30° or more, in the range in the tire circumferential direction C where the neck groove 7a is provided, the first intermediate land portion 3b1 as the tread land portion 3 is localized in the tire width direction B. It is easy to suppress rigidity deterioration. Further, by setting the inclination angle θ2 to 70° or less, it is easy to secure the desired extension length of the neck groove 7a.

Further, as described above, the neck groove 7a of the present embodiment is slanted on the same side as the air chamber groove 6a with respect to the tire circumferential direction C, but is slanted on the opposite side with respect to the tire circumferential direction C. may However, it is preferable that the neck groove 7a is inclined on the same side as the air chamber groove 6a with respect to the tire circumferential direction C, as in the present embodiment. By doing so, the air chamber groove 6a and the neck groove 7a are concentrated in a part of the tire width direction B or the tire circumferential direction C in the first intermediate land portion 3b1 as the tread land portion 3. can be suppressed.

As shown in FIG. 2, the neck groove 7a of the present embodiment extends so as to overlap with the extending line of the sipe 4 of the central land portion 3a in the extending direction. By doing so, the designability can be enhanced.

As shown in FIG. 3, in this embodiment, the extension length D3 of the neck groove 7a in the tire circumferential direction C is shorter than the extension length D4 of the neck groove 7a in the tire width direction B. However, the extension length D3 of the neck groove 7a in the tire circumferential direction C may be longer than or equal to the extension length D4 of the neck groove 7a in the tire width direction B.

Furthermore, the first resonator 5a of this embodiment has only one neck groove 7a. By doing so, in the first intermediate land portion 3b1 as the tread land portion 3, reduction in rigidity due to the first resonator 5a can be suppressed compared to the case where there are a plurality of neck grooves 7a.

In addition, in the first resonator 5a, the neck groove 7a is narrower than the air chamber groove 6a. Here, "the neck groove 7a is narrower than the air chamber groove 6a" means that the maximum width W2max of the neck groove 7a is narrower than the maximum width W1max of the air chamber groove 6a. The width W2 of the neck groove 7a means the length of the tread surface T in a developed view (see FIGS. 2 and 3) in a direction perpendicular to the straight line L2. Therefore, the maximum width W2max of the neck groove 7a is the maximum value of the width W2 of the neck groove 7a. Further, the width W1 of the air chamber groove 6a means the length in the direction orthogonal to the above-described straight line L1 in the developed view of the tread surface T (see FIGS. 2 and 3). Therefore, the maximum width W1max of the air chamber groove 6a is the maximum value of the width W1 of the air chamber groove 6a.

The minimum width of the neck groove 7a is the sipe 4 described above, the first sipe 8 and the second sipe 9 described later, the narrow portion 51a of the communication groove 51, the circumferential sipe 52, and the

widthwise sipes

53a and 53b ( Hereinafter, it may be described as "sipe 4, etc.").

Further, the neck groove 7a of the present embodiment may include a widened portion where the width W2 is widened on the groove bottom side inside in the tire radial direction A from the tread surface T side.

Furthermore, as shown in FIG. 3, the opening angle θ3 at the position where the neck groove 7a continues to the air chamber groove 6a is 170-200°. The opening angle θ3 is an angle formed by the first wall 21 of the air chamber groove 6a and the second wall 22 of the air chamber groove 6a when the tread surface T is viewed in a developed view. The first wall 21 of the air chamber groove 6a is the wall of the air chamber groove 6a to which one side wall 23 of the neck groove 7a is connected. The second wall 22 of the air chamber groove 6a is the wall of the air chamber groove 6a to which the other side wall 24 of the neck groove 7a is connected. When the first wall 21 and the second wall 22 of the air chamber groove 6a are curved in a developed view of the tread surface T, the opening angle θ3 and the tangent line at the position where the second wall 22 connects with the other side wall 24 of the neck groove 7a.

As shown in FIG. 3, the first wall 21 and the second wall 22 of the air chamber groove 6a of the present embodiment extend obliquely with respect to the tire width direction B and the tire circumferential direction C. is one inclined side wall 6a1. In other words, the neck groove 7a of this embodiment communicates with the air chamber groove 6a at an intermediate portion other than the end portion of the inclined side wall 6a1 of the air chamber groove 6a. In this way, by making the walls of the air chamber grooves 6a connected to the neck grooves 7a as the inclined side walls 6a1, it becomes easier to secure the opening angle θ3 of 170 to 200°.

More specifically, the air chamber groove 6a of the present embodiment includes one inclined side wall 6a1 to which the neck groove 7a is connected, and one inclined side wall 6a1 facing the one inclined side wall 6a1 with respect to the tire circumferential direction C. and the other inclined side wall 6a2 inclined to the same side.

The air chamber groove 6a of this embodiment includes a gradually increasing portion 31, a maximum width portion 32, and a gradually decreasing portion 33 in one direction in the tire circumferential direction C (upward in FIGS. 2 and 3). The maximum width portion 32 is a portion where the width W1 between one inclined side wall 6a1 and the other inclined side wall 6a2 is the maximum width W1max. Here, the width W1 between one inclined side wall 6a1 and the other inclined side wall 6a2 has the same meaning as the width W1 of the air chamber groove 6a described above. The gradually increasing portion 31 is a portion where the width W1 gradually increases to the maximum width portion 32 in one direction in the tire circumferential direction C (upward in FIGS. 2 and 3). The gradually decreasing portion 33 extends from the maximum width portion 32 in one direction in the tire circumferential direction C (upward in FIGS. 2 and 3), and the width W1 gradually decreases.

As shown in FIG. 3, in this embodiment, the length D1a of the gradually increasing portion 31 in the tire circumferential direction C is longer than the length D1b of the gradually decreasing portion 33 in the tire circumferential direction C. Further, the neck groove 7a continues to one inclined side wall 6a1 at the gradually increasing portion 31 of the air chamber groove 6a.

The first resonators 5a are arranged over the entire tire circumferential direction C at regular intervals in the tire circumferential direction C. The arrangement interval in the tire circumferential direction C of the first resonators 5a is wider than the arrangement interval in the tire circumferential direction C of the sipes 4 of the central land portion 3a.

As shown in FIG. 2, the first intermediate land portion 3b1 of the present embodiment has one end connected to the outer circumferential groove 2b located outside in the tire width direction B, and the other end within the first intermediate land portion 3b1. A terminating first sipe 8 is formed. The first sipe 8 is a narrow groove with a maximum width of 1 mm or less, like the sipe 4 described above. The maximum width of the first sipe 8 is narrower than the minimum width of the circumferential groove 2 . The first sipe 8 of the present embodiment extends obliquely with respect to the tire width direction B and the tire circumferential direction C. As shown in FIG. The first sipes 8 of the present embodiment are inclined with respect to the tire circumferential direction C on the same side as the sipes 4 of the central land portion 3a described above. Further, the first sipe 8 of the present embodiment is inclined with respect to the tire circumferential direction C on the same side as the above-described air chamber groove 6a and neck groove 7a. The first sipes 8 are arranged over the entire tire circumferential direction C at regular intervals in the tire circumferential direction C. As shown in FIG. The arrangement interval of the first sipes 8 in the tire circumferential direction C is wider than the arrangement interval of the sipes 4 of the central land portion 3a in the tire circumferential direction C described above. The arrangement interval of the first sipes 8 in the tire circumferential direction C is substantially equal to the arrangement interval of the first resonators 5a in the tire circumferential direction C described above. In the present embodiment, the end of the first sipe 8 on one side in the tire circumferential direction C (lower side in FIG. 2) and the end of the first resonator 5a on one side in the tire circumferential direction C (lower side in FIG. 2) The first sipe 8 and the first resonator 5a are arranged so that (in this embodiment, one end of the air chamber groove 6a) are at the same position in the tire circumferential direction C. As shown in FIG. The side walls on both sides of the first sipe 8 come into contact with the road surface and are closed.

Further, as shown in FIG. 2, the first intermediate land portion 3b1 of the present embodiment has one end connected to the inner circumferential groove 2a located inside in the tire width direction B, and the other end connected to the first intermediate land portion 3b1. A second sipe 9 is formed, terminating within. The second sipe 9 is a narrow groove with a maximum width of 1 mm or less, like the sipe 4 and the first sipe 8 described above. The maximum width of the second sipe 9 is narrower than the minimum width of the circumferential groove 2 . The second sipe 9 of the present embodiment includes a base end portion 9a extending obliquely with respect to the tire width direction B and the tire circumferential direction C, and a tip end having a smaller inclination angle with respect to the tire circumferential direction C than the base end portion 9a. It has a portion 9b and a curved portion 9c connecting the proximal end portion 9a and the distal end portion 9b. One end of the base end portion 9a communicates with the inner circumferential groove 2a. The other end of the base end portion 9a continues to the curved portion 9c. One end of the tip portion 9b terminates within the first intermediate land portion 3b1. The other end of the tip portion 9b continues to the curved portion 9c.

As shown in FIG. 2, the base end portion 9a of the second sipe 9 extends so as to overlap with the extending line of the sipe 4 of the central land portion 3a in the extending direction.

As shown in FIG. 2, the tip portion 9b of the second sipe 9 extends so as to overlap with the extending line of the air chamber groove 6a of the first resonator 5a in the extending direction.

The second sipes 9 are arranged over the entire tire circumferential direction C at regular intervals in the tire circumferential direction C. The arrangement interval of the second sipes 9 in the tire circumferential direction C is wider than the arrangement interval of the sipes 4 of the central land portion 3a in the tire circumferential direction C described above. Moreover, the arrangement interval of the second sipes 9 in the tire circumferential direction C is substantially equal to the arrangement interval of the first sipes 8 and the first resonators 5a in the tire circumferential direction C described above. However, the first sipe 8 and the second sipe 9 are arranged at different positions in the tire circumferential direction C. As shown in FIG. When the second sipe 9 contacts the road surface, the side walls on both sides come into contact with each other and are closed.

As shown in FIG. 2, the second resonator 5b of the second intermediate land portion 3b2 includes an air chamber groove 6b as the air chamber 6 and a neck groove 7b as the constricted neck 7. The air chamber groove 6b opens to the surface of the second intermediate land portion 3b2 as the tread land portion 3 and terminates within the second intermediate land portion 3b2. More specifically, both ends of the air chamber groove 6b terminate within the second intermediate land portion 3b2. The neck groove 7 b communicates the air chamber groove 6 b with the inner circumferential groove 2 a as the circumferential groove 2 . More specifically, one end of the neck groove 7b communicates with the inner circumferential groove 2a. The other end of the neck groove 7b communicates with the air chamber groove 6b.

Furthermore, in the present embodiment, the air chamber groove 6b and the neck groove 7b extend obliquely with respect to the tire width direction B and the tire circumferential direction C. Further, the air chamber groove 6b and the neck groove 7b of the present embodiment are inclined to the same side with respect to the tire circumferential direction C. As shown in FIG. However, as shown in FIG. 2, the inclination angle .theta.4 of the air chamber groove 6b with respect to the tire circumferential direction C in this embodiment is smaller than the inclination angle .theta.5 of the neck groove 7b with respect to the tire circumferential direction C. As shown in FIG. The inclination angle θ4 of the air chamber groove 6b with respect to the tire circumferential direction C is determined by a straight line L3 (see FIG. ) with respect to the tire circumferential direction C. If the end of the air chamber groove 6b in the tire circumferential direction C is not fixed at one point, the end of the air chamber groove 6b in the tire circumferential direction C means the middle point in the tire width direction B. In addition, the inclination angle θ5 of the neck groove 7b with respect to the tire circumferential direction C is the angle of a straight line L4 (see FIG. 2) passing through both ends of the neck groove 7b in the tire circumferential direction C in a developed view of the tread surface T (see FIG. 2). It is an inclination angle with respect to the tire circumferential direction C. When the end of the neck groove 7b in the tire circumferential direction C is not fixed at one point, the end of the neck groove 7b in the tire circumferential direction C means the middle point in the tire width direction B.

Here, the air chamber groove 6b and the neck groove 7b of the second resonator 5b of the present embodiment are on the same side with respect to the tire circumferential direction C as the air chamber groove 6a and the neck groove 7a of the first resonator 5a. inclined to

Further, as shown in FIG. 2, an extension length D5 of the air chamber groove 6b in the tire circumferential direction C is longer than an extension length D6 of the air chamber groove 6b in the tire width direction B. However, the extension length D5 of the air chamber groove 6b in the tire circumferential direction C is shorter than the extension length D1 of the first resonator 5a in the tire circumferential direction C described above.

As described above, the neck groove 7b of the present embodiment is inclined with respect to the tire width direction B and the tire circumferential direction C, but is not limited to this configuration. The neck groove 7b may extend along the tire width direction B, for example.

Further, as described above, the neck groove 7b of the present embodiment is inclined on the same side as the air chamber groove 6b with respect to the tire circumferential direction C, but is inclined on the opposite side with respect to the tire circumferential direction C. may However, it is preferable that the neck groove 7b is inclined on the same side as the air chamber groove 6b with respect to the tire circumferential direction C, as in the present embodiment. By doing so, the air chamber groove 6b and the neck groove 7b are concentrated in a part of the tire width direction B or the tire circumferential direction C in the second intermediate land portion 3b2 as the tread land portion 3. can be suppressed.

As shown in FIG. 2, the neck groove 7b of the present embodiment extends so as to overlap with the extending line of the central land portion 3a in the direction in which the sipe 4 extends. By doing so, the designability can be enhanced.

Furthermore, although the second resonator 5b of the present embodiment has only one neck groove 7b, it may have a plurality of neck grooves 7b.

In addition, in the second resonator 5b, the neck groove 7b is narrower than the air chamber groove 6b. Here, "the neck groove 7b is narrower than the air chamber groove 6b" means that the maximum width W4max of the neck groove 7b is narrower than the maximum width W3max of the air chamber groove 6b. The width W4 of the neck groove 7b means the length of the tread surface T in a developed view (see FIG. 2) in a direction perpendicular to the straight line L4. Therefore, the maximum width W4max of the neck groove 7b is the maximum value of the width W4 of the neck groove 7b. Further, the width W3 of the air chamber groove 6b means the length in the direction orthogonal to the above-described straight line L3 in the developed view of the tread surface T (see FIG. 2). Therefore, the maximum width W3max of the air chamber groove 6b is the maximum value of the width W3 of the air chamber groove 6b.

Further, the neck groove 7b of the present embodiment may include a widened portion where the width W4 is widened on the groove bottom side inside in the tire radial direction A from the tread surface T side.

Furthermore, as shown in FIG. 2, the opening angle θ6 at the position where the neck groove 7b continues to the air chamber groove 6b is 1 to 45 degrees. The opening angle θ6 is an angle formed by the first wall 41 of the air chamber groove 6b and the second wall 42 of the air chamber groove 6b when the tread surface T is viewed in a developed view. The first wall 41 of the air chamber groove 6b is the wall of the air chamber groove 6b to which one side wall 43 of the neck groove 7b is connected. The second wall 42 of the air chamber groove 6b is the wall of the air chamber groove 6b to which the other side wall 44 of the neck groove 7b is connected. When the first wall 41 and the second wall 42 of the air chamber groove 6b are curved in a developed view of the tread surface T, the opening angle .theta. and a tangent line at a position where the second wall 42 connects with the other side wall 44 of the neck groove 7b.

As shown in FIG. 2, the neck groove 7b of the present embodiment communicates with the air chamber groove 6b at the end in the tire circumferential direction C of the air chamber groove 6b.

The second resonators 5b are arranged over the entire tire circumferential direction C at regular intervals in the tire circumferential direction C. The arrangement interval of the second resonators 5b in the tire circumferential direction C is narrower than the arrangement interval of the first resonators 5a in the tire circumferential direction C described above.

Although the second resonator 5b of the present embodiment has an air chamber groove 6b as the air chamber 6, it is not limited to this configuration, and may be, for example, a non-groove recess.

The tire 1 has two shoulder land portions 3c on the tread surface T. Hereinafter, for convenience of explanation, of the two shoulder land portions 3c, the shoulder land portion 3c1 positioned outside in the tire width direction B with respect to the first intermediate land portion 3b1 in which the first resonator 5a is arranged is referred to as " A first shoulder land portion 3c1”. Further, of the two shoulder land portions 3c, the shoulder land portion 3c2 located outside in the tire width direction B with respect to the second intermediate land portion 3b2 in which the second resonator 5b is arranged is referred to as the "second shoulder land portion." Section 3c2". Hereinafter, when the first shoulder land portion 3c1 and the second shoulder land portion 3c2 are not particularly distinguished, they are simply referred to as "shoulder land portion 3c".

As shown in FIG. 2, a communication groove 51 is formed in the shoulder land portion 3c as the tread land portion 3. As shown in FIG. The communication groove 51 crosses the shoulder land portion 3c in the tire width direction B. As shown in FIG. One end of the communication groove 51 continues to the outer circumferential groove 2 b as the circumferential groove 2 . Further, the other end of the communication groove 51 is positioned outside in the tire width direction B from the tread edge TE. That is, the communication groove 51 extends from the inside to the outside in the tire width direction B with respect to the tread edge TE.

FIG. 5 is a cross-sectional view orthogonal to the extending direction of the communication groove 51. FIG. As shown in FIG. 5, the communication groove 51 has a widened portion 51b on the groove bottom side, the groove width being widened. More specifically, the communication groove 51 of the present embodiment includes a narrow portion 51a extending inward in the tire radial direction A from the tread surface T, and a narrow portion 51a continuing to the inner side in the tire radial direction A of the narrow portion 51a. and a widened portion 51b wider than 51a.

The narrow portion 51a of this embodiment is a narrow groove with a maximum width of 1 mm or less. The maximum width of the narrow width portion 51 a of the present embodiment is narrower than the minimum width of the circumferential groove 2 . When the shoulder land portion 3c contacts the road surface, the narrow width portion 51a is closed by abutting side walls on both sides, but the wide portion 51b is not closed. Therefore, even when the shoulder land portion 3c is in contact with the road surface, the widened portion 51b communicates with the outer circumferential groove 2b and the position outside the tread end TE in the tire width direction B on the outer surface of the tire 1. are doing.

By providing such a communication groove 51 in the shoulder land portion 3c, the air column resonance sound of the outer circumferential groove 2b with which the first resonator 5a and the second resonator 5b are not communicating can be 51b can be reduced.

As shown in FIG. 2, the communication groove 51 of the present embodiment is inclined with respect to the tire width direction B and the tire circumferential direction C, but is not limited to this configuration. The communication groove 51 may extend along the tire width direction B.

The communication grooves 51 of the present embodiment are arranged over the entire tire circumferential direction C at regular intervals in the tire circumferential direction C. The arrangement interval of the communication grooves 51 in the tire circumferential direction C is substantially equal to the arrangement interval of the sipes 4 of the central land portion 3a in the tire circumferential direction C described above. Further, the arrangement interval of the communication grooves 51 in the tire circumferential direction C is narrower than the arrangement interval of the first resonators 5a in the tire circumferential direction C described above.

As shown in FIG. 2, the first sipe 8 of the first intermediate land portion 3b1 described above extends so as to overlap with the extending line of the communication groove 51 of the first shoulder land portion 3c1 in the extending direction. By doing so, the designability can be enhanced.

A circumferential sipe 52 extending along the tire circumferential direction C is formed in the shoulder land portion 3c. The circumferential sipe 52 is an annular sipe that extends over the entire tire circumferential direction C so as to intersect with the communication groove 51 described above. The circumferential sipe 52 is a narrow groove with a maximum width of 1 mm or less. The maximum width of the circumferential sipe 52 of this embodiment is narrower than the minimum width of the circumferential groove 2 . The circumferential sipe 52 is closed by abutting side walls on both sides when the shoulder land portion 3c contacts the road surface.

A width direction sipe 53a positioned between two adjacent communication grooves 51 in the tire circumferential direction C is formed in the first shoulder land portion 3c1. The width direction sipe 53a communicates with the circumferential sipe 52 inside in the tire width direction B. As shown in FIG. Moreover, the width direction sipe 53a extends from the tread end TE to the outside in the tire width direction B. As shown in FIG. The width direction sipe 53a is a narrow groove with a maximum width of 1 mm or less. The maximum width of the width direction sipe 53 a of this embodiment is narrower than the minimum width of the circumferential groove 2 . Width direction sipe 53a is blocked by side walls on both sides coming into contact with each other when first shoulder land portion 3c1 contacts the road surface.

A widthwise sipe 53b located between two adjacent communication grooves 51 in the tire circumferential direction C is formed in the second shoulder land portion 3c2. The width direction sipe 53 b is inside in the tire width direction B and does not communicate with the circumferential sipe 52 . Moreover, the width direction sipe 53b extends from the tread end TE to the outside in the tire width direction B. As shown in FIG. The width direction sipe 53b is a thin groove with a maximum width of 1 mm or less. The maximum width of the width direction sipe 53b of this embodiment is narrower than the minimum width of the circumferential groove 2. As shown in FIG. Width direction sipe 53b is closed by abutting sidewalls on both sides when first shoulder land portion 3c1 contacts the road surface.

As shown in FIG. 2, the outer ends in the tire width direction B of the communication groove 51 and the widthwise sipe 53a of the first shoulder land portion 3c1 and the communication groove 51 and the widthwise sipe 53b of the second shoulder land portion 3c2 are For example, it may continue to a recessed portion 1a formed in the outer surface of the tire 1 .

As described above, the tire 1 of the present embodiment has, on the tread surface T, the tread land portions 3, the central land portion 3a, the first intermediate land portion 3b1, the second intermediate land portion 3b2, the first shoulder land portion 3c1, and a second shoulder land portion 3c2. In the tire 1 of this embodiment, the first resonator 5a is arranged in the first intermediate land portion 3a1. However, the tread land portion 3 on which the first resonators 5a are arranged is not limited to the first intermediate land portion 3b1. The first resonator 5a may be arranged in the central land portion 3a. Also, the first resonator 5a may be arranged on the first shoulder land portion 3c1 or the second shoulder land portion 3c2.

However, as in the present embodiment, the first resonator 5a is preferably arranged in the intermediate land portion 3b adjacent to the shoulder land portion 3c with the circumferential groove 2 interposed therebetween. That is, the tread land portion 3 on which the first resonators 5a are arranged is referred to as a "first tread land portion" (first intermediate land portion 3b1 in the present embodiment), and the first tread land portion is arranged in the tire width direction. When the circumferential groove 2 adjacent on one side of B and communicating with the neck groove 7a of the first resonator 5a is defined as a "first circumferential groove" (inner circumferential groove 2a in this embodiment), the tire 1 Preferably, the tread surface T is provided with a second circumferential groove (outer circumferential groove 2b in this embodiment) that defines the other side of the first tread land portion in the tire width direction B. Moreover, the tire 1 preferably has a second tread land portion (in the present embodiment, the first shoulder land portion 3c1) defined between the second circumferential groove and the tread edge TE on the tread surface T. Further, it is preferable to provide the above-described communication groove 51 in the second tread land portion.

By doing so, the first circumferential groove (in this embodiment, the inner circumferential groove 2a ) can be reduced by the first resonator 5a. Air column resonance of the second circumferential groove (outer circumferential groove 2b in this embodiment) located on the other side in the tire width direction B of the first tread land portion (first intermediate land portion 3b1 in this embodiment) Sound can be reduced through the widened portion 51 b of the communication groove 51 . That is, the first resonator 5a of the first tread land portion (in this embodiment, the first intermediate land portion 3b1) communicates only with the first circumferential groove (in this embodiment, the inner circumferential groove 2a). Even if there is, air column resonance of the second circumferential groove (outer circumferential groove 2b in this embodiment) can be prevented by utilizing the communication groove 51 of the second tread land portion (first shoulder land portion 3c1 in this embodiment). Sound can also be reduced.

Also, as shown in FIG. 2, the tread pattern formed on the tread surface T of the present embodiment is not a symmetrical pattern that is point-symmetrical with respect to one point on the tire equatorial plane CL. That is, the tread pattern formed on the tread surface T of this embodiment is an asymmetric pattern. In such a case, it is preferable that the first resonator 5a be arranged at a position inside the vehicle when the tire is mounted on the vehicle with respect to the tire equatorial plane CL. As described above, according to the first resonator 5a of the present embodiment, it is possible to suppress a local decrease in rigidity at the position of the air chamber groove 6a. Therefore, the first resonator 5a can be easily arranged on the inner side of the vehicle, which is more affected by the decrease in rigidity than on the outer side of the vehicle when mounted on the vehicle, and both quiet performance and dynamic performance can be achieved.

The tire according to the present invention is not limited to the specific configurations shown in the above-described embodiments, and various modifications, changes, and combinations are possible as long as they do not deviate from the claims.

In the above-described embodiment, the size relationship of the widths in the tire width direction B of the central land portion 3a, the intermediate land portion 3b, and the shoulder land portion 3c is not particularly limited, but as shown in FIG. , is preferably larger than the width of the shoulder land portion 3c. By doing so, it is possible to increase the rigidity of the central land portion 3a and improve the steering stability. Moreover, as shown in FIGS. 2 and 6, the width of the central land portion 3a is preferably smaller than the width of the intermediate land portion 3b.

Further, as described above, the neck groove 7a of the first resonator 5a and the neck groove 7b of the second resonator 5b are widened from the tread surface T side toward the groove bottom side inside in the tire radial direction A. A widened portion may be provided. However, in the case where at least one of the neck groove 7a of the first resonator 5a and the neck groove 7b of the second resonator 5b is provided with a widened portion, the second resonator, which is the outer side of the vehicle with respect to the tire equatorial plane CL, is mounted on the vehicle. The widened portion is provided only in the neck groove 7b of the second resonator 5b, and the widened portion is not provided in the neck groove 7a of the first resonator 5a, which is located on the vehicle inner side with respect to the tire equatorial plane CL when the tire is mounted on the vehicle. Especially preferred. As described above, the first intermediate land portion 3b1, which is located inside the vehicle when mounted on the vehicle, is greatly affected by the decrease in rigidity compared to the second intermediate land portion 3b2, which is located outside the vehicle when mounted on the vehicle. Therefore, even if a widened portion is provided in the neck groove 7b of the second resonator 5b of the second intermediate land portion 3b2, which is located outside the vehicle when mounted on the vehicle, the first resonance of the first intermediate land portion 3b1, which is located inside the vehicle when mounted on the vehicle, does not occur. Compared to the configuration in which a widened portion is provided in the neck groove 7a of the container 5a, it is possible to reduce the effect of reduction in rigidity due to the provision of the widened portion. In this way, by providing the widened portion only in the neck groove 7b of the second resonator 5b, which is located on the vehicle outer side with respect to the tire equatorial plane CL, it is possible to reduce the influence of the rigidity reduction due to the widened portion. By adjusting the cross-sectional area of the neck groove 7b by means of , it is possible to adjust the silencing performance of the tire 1 as a whole.

In addition, if the amount of sipes formed in the second intermediate land portion 3b2 is made smaller than the amount of sipes formed in the first intermediate land portion 3b1, the effect of reduction in rigidity caused by providing the widened portion can be further reduced. The sipe amount is the total length of the sipes. In the embodiment described above, an example in which no sipe is formed in the second intermediate land portion 3b2 is shown (see FIG. 2).

Furthermore, as described above, if the width of the intermediate land portion 3b (the first intermediate land portion 3b1 and the second intermediate land portion 3b2 in the above-described embodiment) is larger than the width of the central land portion 3a and the shoulder land portion 3c, , the influence of the decrease in rigidity caused by providing the widened portion in the second intermediate land portion 3b2 can be further reduced.

The present invention relates to tires.

1: tire 1a: concave portion 2: circumferential groove 2a: inner circumferential groove (an example of a first circumferential groove) 2b: outer circumferential groove (an example of a second circumferential groove) 3: tread land Section 3a: Central land section 3b: Intermediate land section 3b1: First intermediate land section (an example of first tread land section) 3b2: Second intermediate land section 3c: Shoulder land section 3c1: First shoulder Land portion (an example of second tread land portion), 3c2: second shoulder land portion, 4: sipe, 5: resonator, 5a: first resonator, 5b: second resonator, 6: air chamber, 6a: Air chamber groove of the first resonator, 6a1: one inclined side wall, 6a2: the other inclined side wall, 6b: air chamber groove of the second resonator, 7: constricted neck, 7a: neck groove of the first resonator, 7b : neck groove of the second resonator, 8: first sipe, 9: second sipe, 9a: proximal end, 9b: distal end, 9c: curved portion, 11: bead portion, 11a: bead core, 11b: bead filler, 12: sidewall portion, 13: tread portion, 14: carcass, 15: belt, 16: inner liner, 17: tread rubber, 18: side rubber, 21: first wall of air chamber groove of first resonator, 22: Second wall of the air chamber groove of the first resonator, 23: one side wall of the neck groove of the first resonator, 24: the other side wall of the neck groove of the first resonator, 31: gradually increasing portion, 32: maximum width Section 33: Gradually decreasing section 41: First wall of the air chamber groove of the second resonator 42: Second wall of the air chamber groove of the second resonator 43: One side wall of the neck groove of the second resonator 44: the other side wall of the neck groove of the second resonator, 51: communicating groove, 51a: narrow width portion, 51b: widened width portion, 52: circumferential sipe, 53a: widthwise sipe of the first shoulder land portion, 53b : width direction sipe of second shoulder land portion, A: tire radial direction, B: tire width direction, C: tire circumferential direction, CL: tire equatorial plane, D1: tire circumferential direction of air chamber groove of first resonator D1a: extension length in the tire circumferential direction of the gradually increasing portion of the air chamber groove of the first resonator D1b: extension in the tire circumferential direction of the gradually decreasing portion of the air chamber groove of the first resonator length, D2: extension length of the air chamber groove of the first resonator in the tire width direction, D3: extension length of the neck groove of the first resonator in the tire circumferential direction, D4: first resonance Extension length of the neck groove of the vessel in the tire width direction, D5: Extension length of the air chamber groove of the second resonator in the tire circumferential direction, D6: Tire width direction of the air chamber groove of the second resonator L1: a straight line passing through both ends of the air chamber groove of the first resonator in the tire circumferential direction, L2: a straight line passing through both ends of the neck groove of the first resonator in the tire circumferential direction, L3: A straight line passing through both ends in the tire circumferential direction of the air chamber groove of the second resonator, L4: a straight line passing through both ends in the tire circumferential direction of the neck groove of the second resonator, T: tread surface, TE: tread edge, W1 : Width of the air chamber groove of the first resonator, W2: Width of the neck groove of the first resonator, W3: Width of the air chamber groove of the second resonator, W4: Width of the neck groove of the second resonator, θ1 : tilt angle of the air chamber groove of the first resonator, θ2: tilt angle of the neck groove of the first resonator, θ3: opening angle of the first resonator, θ4: tilt angle of the air chamber groove of the second resonator, θ5: tilt angle of the neck groove of the second resonator, θ6: opening angle of the second resonator

Claims

A tire comprising, on a tread surface, a circumferential groove extending along the tire circumferential direction, and a tread land portion defined on one side in the tire width direction by the circumferential groove,
A resonator is arranged in the tread land portion,
The resonator is
an air chamber groove that opens to the surface of the tread land portion and terminates within the tread land portion;
a neck groove that is thinner than the air chamber groove and that communicates the air chamber groove with the circumferential groove;
An opening formed by a first wall of the air chamber groove, to which one side wall of the neck groove is connected, and a second wall of the air chamber groove, to which the other side wall of the neck groove is connected, in a developed view of the tread surface. The angle is 170-200°,
The air chamber groove extends obliquely with respect to the tire width direction and the tire circumferential direction,
A tire, wherein the length of the air chamber groove extending in the tire circumferential direction is longer than the length of the air chamber groove extending in the tire width direction.
The tire according to claim 1, wherein the neck groove extends obliquely with respect to the tire width direction and the tire circumferential direction.
The tire according to claim 2, wherein the air chamber groove and the neck groove are inclined to the same side with respect to the tire circumferential direction.
The tire according to any one of claims 1 to 3, wherein the resonator has only one neck groove.
5. Said first wall and said second wall of said air chamber groove are one inclined side wall of said air chamber groove extending at an angle with respect to the tire width direction and the tire circumferential direction. A tire according to any one of
The air chamber groove is
said one sloped sidewall;
a second inclined sidewall facing the one inclined sidewall and inclined on the same side as the one inclined sidewall with respect to the tire circumferential direction;
The air chamber groove extends in one direction in the tire circumferential direction,
a gradually increasing portion in which the width gradually increases to a maximum width portion where the width between the one inclined side wall and the other inclined side wall is the maximum width;
a gradually decreasing portion extending from the maximum width portion and gradually decreasing in width;
The length of the gradually increasing portion in the tire circumferential direction is longer than the length of the gradually decreasing portion in the tire circumferential direction,
6. The tire of claim 5, wherein the neck groove continues to the one inclined side wall at the gradually increasing portion of the air chamber groove.
When the circumferential groove is the first circumferential groove and the tread land portion is the first tread land portion,
A second circumferential groove defining the other side in the tire width direction of the first tread land portion, and a second tread land portion defined between the second circumferential groove and a tread edge on the tread surface. , further comprising
a communicating groove that traverses the second tread land portion in the tire width direction, has one end connected to the second circumferential groove, and has the other end located outside the tread end in the tire width direction;
The tire according to any one of claims 1 to 6, wherein the communication groove has a widened portion with a widened groove width on the groove bottom side.
The tread pattern formed on the tread surface is an asymmetric pattern,
The tire according to any one of claims 1 to 7, wherein the resonator is arranged at a position on the inner side of the vehicle when mounted on the vehicle with respect to the tire equatorial plane.