JP2014069587A - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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JP2014069587A
JP2014069587A JP2012214550A JP2012214550A JP2014069587A JP 2014069587 A JP2014069587 A JP 2014069587A JP 2012214550 A JP2012214550 A JP 2012214550A JP 2012214550 A JP2012214550 A JP 2012214550A JP 2014069587 A JP2014069587 A JP 2014069587A
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rib
tire
vehicle
radial direction
center
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JP6056330B2 (en
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Yuta Uchida
裕太 内田
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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Abstract

PROBLEM TO BE SOLVED: To satisfy both of steering stability in high speed traveling and durability in high speed traveling with a camber.SOLUTION: In a pneumatic tire 1, at least four ribs 23 extended along a tire circumferential direction are formed on a tread surface 21 by at least three main grooves 22 extended along the tire circumferential direction, and inside and outside directions of a vehicle when being attached to the vehicle are designated. At least one rib 23 in a region outside the vehicle from a tire equatorial plane CL is protruded outside in a tire radial direction from a contour line L of the tread surface 21 and at least one rib 23 inside the vehicle from the tire equatorial plane CL is recessed inward in the tire radial direction from the contour line L, and the center of the radius of curvature of the line of the recess is positioned outside in the tire radial direction from the tread surface 21.

Description

本発明は、空気入りタイヤに関し、さらに詳しくは、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を改善する空気入りタイヤに関するものである。   The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire that improves steering stability at high speed running and durability at high speed running with a camber.

従来、例えば、特許文献１では、少なくとも１つのカーカスおよびベルト層と、前記ベルト層のタイヤ径方向外側に有機繊維コードからなる補強コードがタイヤ周方向に沿って螺旋状に巻き付けられたベルトカバー層と、タイヤ赤道面を挟んで溝面積比率が異なるトレッド面を有するトレッド部とを備える空気入りタイヤにおいて、前記トレッド面は、子午断面においてタイヤ赤道面を挟んで溝面積比率の小さい側にタイヤ径方向最外位置を配置したトレッドプロファイルを有し、かつ各タイヤ幅方向最外端でのタイヤ径方向最外位置からタイヤ径方向への前記トレッドプロファイルの落ち込み量を等しく形成した空気入りタイヤが記載されている。   Conventionally, for example, in Patent Document 1, at least one carcass and belt layer, and a belt cover layer in which a reinforcing cord made of an organic fiber cord is spirally wound around the tire radial direction outside the belt layer in the tire radial direction. And a tread portion having a tread surface having a different tread surface ratio across the tire equatorial plane, wherein the tread surface has a tire diameter on a side having a smaller groove area ratio across the tire equatorial plane in the meridional section. A pneumatic tire having a tread profile in which the outermost position in the direction is arranged and the amount of depression of the tread profile from the outermost position in the tire radial direction to the tire radial direction at each outermost end in the tire width direction is equally described. Has been.

この特許文献１に記載の空気入りタイヤは、タイヤ赤道面を挟んで溝面積比率が異なるトレッド面を有するトレッド部を備えたことにより、溝面積比率の大きい側（すなわち溝が多い側）で排水性能が得られると共に、溝面積比率の小さい側（すなわち溝が少なく剛性が高い側）で乾燥路面での操縦安定性が得られるため、排水性能と操縦安定性とを両立することができる。しかも、この空気入りタイヤによれば、トレッド面が、子午断面においてタイヤ赤道面を挟んで溝面積比率の小さい側、すなわちトレッド部の剛性の高い側にタイヤ径方向最外位置を配置したトレッドプロファイルを有することにより、剛性の高い側で接地圧を高くして接地領域全体として接地圧を均一化させるので、高速走行での耐久性の悪化を伴うことなく、タイヤ赤道面を挟むトレッド部の剛性差が起因となるコニシティの悪化を抑制することができる。   The pneumatic tire described in Patent Document 1 includes a tread portion having a tread surface having a different groove area ratio across the tire equator plane, so that drainage is performed on the side having a larger groove area ratio (that is, the side having more grooves). Performance can be obtained, and steering stability on a dry road surface can be obtained on the side having a small groove area ratio (that is, a side having few grooves and high rigidity), so that both drainage performance and steering stability can be achieved. Moreover, according to this pneumatic tire, the tread surface has a tread profile in which the outermost position in the tire radial direction is arranged on the side where the groove area ratio is small across the tire equatorial plane in the meridional section, that is, the side where the rigidity of the tread portion is high. Since the contact pressure is increased on the high-rigidity side to make the contact pressure uniform throughout the contact area, the rigidity of the tread part that sandwiches the tire equator surface without deteriorating durability at high speeds The deterioration of conicity caused by the difference can be suppressed.

特開２０１１−２３０６９９号公報JP 2011-230699 A

近年、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する要望がある。ここで、操縦安定性の確保は、トレッド部に形成されるリブの接地性を高めるようにトレッド面の輪郭よりもリブの輪郭をタイヤ径方向外側に突出させることが有効である。一方、キャンバー付き車両への適用の場合、車両装着時でのタイヤ赤道面より内側のリブが外側のリブと比較して接地長が長くなることから高速走行での耐久性が低下する傾向となる。このため、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立することは難しい課題がある。   In recent years, there has been a demand for both handling stability at high speed and durability at high speed with camber. Here, in order to ensure steering stability, it is effective to project the rib contour outward in the tire radial direction from the tread surface contour so as to improve the ground contact property of the rib formed in the tread portion. On the other hand, in the case of application to a vehicle with a camber, since the contact length becomes longer on the inner rib than the outer rib on the tire equator when the vehicle is mounted, durability at high speed tends to decrease. . For this reason, it is difficult to achieve both steering stability at high speed and durability at high speed with camber.

この発明は、上記に鑑みてなされたものであって、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立することのできる空気入りタイヤを提供することを目的とする。   The present invention has been made in view of the above, and an object of the present invention is to provide a pneumatic tire that can achieve both steering stability at high speed running and durability at high speed running with a camber.

上述した課題を解決し、目的を達成するために、第１の発明の空気入りタイヤは、トレッド面にタイヤ周方向に沿って延在する少なくとも３本の主溝により、タイヤ周方向に沿って延在する少なくとも４本のリブが形成され、かつ車両装着時での車両内外の向きが指定される空気入りタイヤにおいて、タイヤ赤道面よりも車両外側の領域の少なくとも１つの前記リブが前記トレッド面の輪郭線よりもタイヤ径方向外側に突出し、かつタイヤ赤道面よりも車両内側の少なくとも１つの前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする。   In order to solve the above-described problems and achieve the object, the pneumatic tire of the first invention is provided along the tire circumferential direction by at least three main grooves extending along the tire circumferential direction on the tread surface. In a pneumatic tire in which at least four extending ribs are formed and a direction inside and outside the vehicle is specified when the vehicle is mounted, at least one of the ribs in a region outside the vehicle from the tire equator plane is the tread surface. Projecting outward in the tire radial direction from the contour line, and at least one of the ribs inside the vehicle from the tire equatorial plane is recessed in the tire radial direction from the contour line, and the center of the radius of curvature of the line of the recess is It is located outside the tread surface in the tire radial direction.

この空気入りタイヤによれば、車両外側において、リブの少なくとも１つを輪郭線よりもタイヤ径方向外側に突出させることで、リブの接地性が向上するため、高速走行時の操縦安定性を向上することができる。しかも、車両内側において、リブの少なくとも１つを輪郭線よりもタイヤ径方向内側に凹ませることで、リブの過度の接地が緩和するため、各リブ間で接地長が均一化され、キャンバー付き高速走行での耐久性を向上することができる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立することができる。   According to this pneumatic tire, since at least one of the ribs protrudes outward in the tire radial direction from the contour line on the outside of the vehicle, the grounding property of the ribs is improved, so that the steering stability during high speed driving is improved. can do. In addition, at least one of the ribs on the inner side of the vehicle is recessed inward in the tire radial direction from the contour line, so that excessive grounding of the ribs is mitigated, so that the ground contact length is uniform between the ribs and high speed with camber Durability in running can be improved. As a result, it is possible to achieve both handling stability at high speed and durability at high speed with camber.

また、第２の発明の空気入りタイヤは、第１の発明において、タイヤ赤道面よりも車両外側の領域であって前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向外側に突出し、かつタイヤ赤道面よりも車両内側の領域であって前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする。   The pneumatic tire according to a second aspect of the present invention is the pneumatic tire according to the first aspect, wherein the rib arranged in the region outside the vehicle from the tire equatorial plane and sandwiched between the main grooves is in the tire radial direction from the contour line. The rib that protrudes outward and is located in the vehicle inner side than the tire equator plane and is sandwiched between the main grooves is recessed inward in the tire radial direction from the contour line, and the radius of curvature of the line of the recess is The center is located outside the tread surface in the tire radial direction.

この空気入りタイヤによれば、車両外側において、リブの少なくとも１つを輪郭線よりもタイヤ径方向外側に突出させることで、リブの接地性が向上するため、高速走行時の操縦安定性を向上することができる。主溝に挟んで配置されるリブは、リブの接地性が向上することに最も起因するため、高速走行時の操縦安定性をより向上することができる。しかも、車両内側において、リブの少なくとも１つを輪郭線よりもタイヤ径方向内側に凹ませることで、リブの過度の接地が緩和するため、各リブ間で接地長が均一化され、キャンバー付き高速走行での耐久性を向上することができる。主溝に挟んで配置されるリブは、過度の接地を緩和することに最も起因するため、各リブ間で接地長がより均一化され、キャンバー付き高速走行での耐久性をより向上することができる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることができる。   According to this pneumatic tire, since at least one of the ribs protrudes outward in the tire radial direction from the contour line on the outside of the vehicle, the grounding property of the ribs is improved, so that the steering stability during high speed driving is improved. can do. Since the ribs disposed between the main grooves are caused most by the improvement of the ground contact property of the ribs, it is possible to further improve the steering stability during high speed traveling. In addition, at least one of the ribs on the inner side of the vehicle is recessed inward in the tire radial direction from the contour line, so that excessive grounding of the ribs is mitigated, so that the ground contact length is uniform between the ribs and high speed with camber Durability in running can be improved. Since the ribs placed between the main grooves are the most attributable to alleviating excessive ground contact, the contact length between the ribs is made more uniform, and the durability at high speed running with a camber can be further improved. it can. As a result, it is possible to remarkably obtain the effect of achieving both handling stability at high speed and durability at high speed with camber.

また、第３の発明の空気入りタイヤは、第１の発明において、３本の前記主溝により、４本の前記リブが形成され、前記タイヤ赤道面上にタイヤ幅方向中央の前記センター主溝が配置されている場合、前記センター主溝の車両外側で前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向外側に突出し、かつ前記センター主溝の車両内側で前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする。   Further, in the pneumatic tire according to a third aspect, in the first aspect, the four main ribs are formed by the three main grooves, and the center main groove at the center in the tire width direction on the tire equator plane. Is disposed, the rib disposed between the main grooves on the vehicle outer side of the center main groove protrudes outward in the tire radial direction from the contour line, and the main groove on the vehicle inner side of the center main groove. The rib disposed between the grooves is recessed inward in the tire radial direction with respect to the contour line, and the center of the radius of curvature of the line of the recess is positioned on the outer side in the tire radial direction with respect to the tread surface.

この空気入りタイヤによれば、３本の主溝により、４本のリブが形成され、タイヤ赤道面上にタイヤ幅方向中央のセンター主溝が配置されている場合は、センター主溝の車両外側で主溝に挟んで配置されるリブを輪郭線よりもタイヤ径方向外側に突出させることで、リブの接地性が向上するため、高速走行時の操縦安定性を向上することができる。主溝に挟んで配置されるリブは、リブの接地性が向上することに最も起因するため、高速走行時の操縦安定性をより向上することができる。しかも、センター主溝の車両内側で主溝に挟んで配置されるリブを輪郭線よりもタイヤ径方向内側に凹ませることで、リブの過度の接地が緩和するため、各リブ間で接地長が均一化され、キャンバー付き高速走行での耐久性を向上することができる。主溝に挟んで配置されるリブは、過度の接地を緩和することに最も起因するため、各リブ間で接地長がより均一化され、キャンバー付き高速走行での耐久性をより向上することができる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることができる。   According to this pneumatic tire, when the four main ribs are formed by the three main grooves and the center main groove in the center in the tire width direction is arranged on the tire equator plane, Since the rib disposed between the main grooves protrudes outward in the tire radial direction with respect to the contour line, the ground contact property of the rib is improved, so that the steering stability during high speed running can be improved. Since the ribs disposed between the main grooves are caused most by the improvement of the ground contact property of the ribs, it is possible to further improve the steering stability during high speed traveling. Moreover, since the ribs that are sandwiched between the main grooves on the vehicle inner side of the center main groove are dented inward in the tire radial direction from the contour line, excessive grounding of the ribs is alleviated, so that the ground contact length between each rib is reduced. It is made uniform and the durability in high-speed traveling with a camber can be improved. Since the ribs placed between the main grooves are the most attributable to alleviating excessive ground contact, the contact length between the ribs is made more uniform, and the durability at high speed running with a camber can be further improved. it can. As a result, it is possible to remarkably obtain the effect of achieving both handling stability at high speed and durability at high speed with camber.

また、第４の発明の空気入りタイヤは、第１の発明において、４本の前記主溝により、５本の前記リブが形成され、前記タイヤ赤道面上にタイヤ幅方向中央のセンターリブが配置されている場合、前記センターリブの車両外側に隣接して前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向外側に突出し、かつ前記センターリブの車両内側に隣接して前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする。   In the pneumatic tire according to a fourth aspect of the present invention, in the first aspect, the five ribs are formed by the four main grooves, and a center rib in the center in the tire width direction is disposed on the tire equatorial plane. The rib disposed between the main grooves adjacent to the vehicle outer side of the center rib protrudes outward in the tire radial direction from the contour line, and adjacent to the vehicle inner side of the center rib. The rib disposed between the main grooves is recessed inward in the tire radial direction from the contour line, and the center of the radius of curvature of the line of the recess is positioned on the outer side in the tire radial direction from the tread surface. To do.

この空気入りタイヤによれば、４本の主溝により、５本のリブが形成され、タイヤ赤道面上にタイヤ幅方向中央のセンターリブが配置されている場合は、センターリブの車両外側に隣接して主溝に挟んで配置されるリブを輪郭線よりもタイヤ径方向外側に突出させることで、リブの接地性が向上するため、高速走行時の操縦安定性を向上することができる。センターリブの車両外側に隣接して主溝に挟んで配置されるリブは、リブの接地性が向上することに最も起因するため、高速走行時の操縦安定性をより向上することができる。しかも、センターリブの車両内側に隣接して主溝に挟んで配置されるリブを輪郭線よりもタイヤ径方向内側に凹ませることで、リブの過度の接地が緩和するため、各リブ間で接地長が均一化され、キャンバー付き高速走行での耐久性を向上することができる。センターリブの車両内側に隣接して主溝に挟んで配置されるリブは、過度の接地を緩和することに最も起因するため、各リブ間で接地長がより均一化され、キャンバー付き高速走行での耐久性をより向上することができる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることができる。   According to this pneumatic tire, when five ribs are formed by the four main grooves and the center rib in the tire width direction center is arranged on the tire equator plane, the center rib is adjacent to the vehicle outer side. Then, by projecting the ribs disposed between the main grooves to the outer side in the tire radial direction from the contour line, the ground contact property of the ribs is improved, so that the steering stability during high speed traveling can be improved. Since the rib disposed adjacent to the outer side of the center rib and sandwiched between the main grooves is caused most by the improved grounding property of the rib, the steering stability during high speed traveling can be further improved. In addition, the ribs that are arranged adjacent to the inner side of the center rib and sandwiched between the main grooves are recessed inwardly in the tire radial direction from the contour line, so that excessive grounding of the ribs is alleviated. The length is made uniform, and the durability in high-speed traveling with a camber can be improved. The ribs placed between the main ribs adjacent to the inner side of the center rib are caused by alleviating excessive grounding, so the grounding length is more uniform between the ribs, and the camber can be operated at high speed. The durability can be further improved. As a result, it is possible to remarkably obtain the effect of achieving both handling stability at high speed and durability at high speed with camber.

また、第５の発明の空気入りタイヤは、第１の発明において、５本の前記主溝により、６本の前記リブが形成され、前記タイヤ赤道面上にタイヤ幅方向中央の前記センター主溝が配置されている場合、前記センター主溝の車両外側で前記主溝に挟んで配置される少なくとも１つの前記リブが前記輪郭線よりもタイヤ径方向外側に突出し、かつ前記センター主溝の車両内側で前記主溝に挟んで配置される少なくとも１つの前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする。   In the pneumatic tire according to a fifth aspect of the present invention, in the first aspect, the six main ribs are formed by the five main grooves, and the center main groove at the center in the tire width direction on the tire equator plane. Is disposed, the at least one rib disposed on the outer side of the center main groove and sandwiched between the main grooves protrudes outward in the tire radial direction from the contour line, and the inner side of the center main groove in the vehicle The at least one rib disposed between the main grooves is recessed inward in the tire radial direction with respect to the contour line, and the center of the radius of curvature of the recessed line is positioned on the outer side in the tire radial direction with respect to the tread surface. It is characterized by that.

この空気入りタイヤによれば、５本の主溝により、６本のリブが形成され、タイヤ赤道面上にタイヤ幅方向中央のセンター主溝が配置されている場合は、センター主溝の車両外側で主溝に挟んで配置されるリブを輪郭線よりもタイヤ径方向外側に突出させることで、リブの接地性が向上するため、高速走行時の操縦安定性を向上することができる。主溝に挟んで配置されるリブは、リブの接地性が向上することに最も起因するため、高速走行時の操縦安定性をより向上することができる。しかも、センター主溝の車両内側で主溝に挟んで配置されるリブを輪郭線よりもタイヤ径方向内側に凹ませることで、リブの過度の接地が緩和するため、各リブ間で接地長が均一化され、キャンバー付き高速走行での耐久性を向上することができる。主溝に挟んで配置されるリブは、過度の接地を緩和することに最も起因するため、各リブ間で接地長がより均一化され、キャンバー付き高速走行での耐久性をより向上することができる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることができる。   According to this pneumatic tire, when six ribs are formed by five main grooves, and the center main groove in the center in the tire width direction is arranged on the tire equator surface, the vehicle outer side of the center main groove Since the rib disposed between the main grooves protrudes outward in the tire radial direction with respect to the contour line, the ground contact property of the rib is improved, so that the steering stability during high speed running can be improved. Since the ribs disposed between the main grooves are caused most by the improvement of the ground contact property of the ribs, it is possible to further improve the steering stability during high speed traveling. Moreover, since the ribs that are sandwiched between the main grooves on the vehicle inner side of the center main groove are dented inward in the tire radial direction from the contour line, excessive grounding of the ribs is alleviated, so that the ground contact length between each rib is reduced. It is made uniform and the durability in high-speed traveling with a camber can be improved. Since the ribs placed between the main grooves are the most attributable to alleviating excessive ground contact, the contact length between the ribs is made more uniform, and the durability at high speed running with a camber can be further improved. it can. As a result, it is possible to remarkably obtain the effect of achieving both handling stability at high speed and durability at high speed with camber.

また、第６の発明の空気入りタイヤは、第２〜第５の何れか１つの発明において、車両最内側の前記主溝よりも車両内側のショルダーリブに接地端を有し、当該接地端をＰ１とし、車両最内側の前記主溝の車両内側寄りの開口端をＰ２とし、車両最内側の前記主溝の車両外側寄りの開口端をＰ３としたとき、前記ショルダーリブのＰ１−Ｐ２間が、Ｐ１，Ｐ２，Ｐ３を通る曲率半径の輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする。   The pneumatic tire according to a sixth aspect of the present invention is the pneumatic tire according to any one of the second to fifth aspects, further comprising a ground end on a shoulder rib on the vehicle inner side than the main groove on the innermost side of the vehicle. When P1 is set, P2 is an opening end of the main groove on the innermost side of the vehicle closer to the vehicle inner side, and P3 is an opening end of the main groove on the innermost side of the vehicle closer to the outer side of the vehicle. , P1, P2, and P3 are recessed inward in the tire radial direction from the contour line of the curvature radius passing through P1, P2, and P3, and the center of the curvature radius of the line of the recess is located on the outer side in the tire radial direction from the tread surface.

この空気入りタイヤによれば、ショルダーリブの接地領域を、輪郭線よりもタイヤ径方向内側に凹ませることで、車両内側のリブの過度の接地を緩和する効果に相乗するため、キャンバー付き高速走行での耐久性をより向上すことができる。   According to this pneumatic tire, the ground contact area of the shoulder rib is recessed inward in the tire radial direction from the contour line, so that it synergizes with the effect of mitigating excessive ground contact of the rib inside the vehicle. It is possible to further improve durability.

また、第７の発明の空気入りタイヤは、第４の発明において、前記センターリブが前記輪郭線よりもタイヤ径方向外側に突出することを特徴とする。   The pneumatic tire according to a seventh aspect is characterized in that, in the fourth aspect, the center rib protrudes outward in the tire radial direction from the contour line.

この空気入りタイヤによれば、センターリブを輪郭線よりもタイヤ径方向外側に突出させることで、車両外側のリブの接地性の向上効果に相乗するため、高速走行時の操縦安定性をより向上することができる。   According to this pneumatic tire, by projecting the center rib outward in the tire radial direction from the contour line, it synergizes with the effect of improving the ground contact property of the rib on the outside of the vehicle, so the handling stability at high speeds is further improved. can do.

また、第８の発明の空気入りタイヤは、第７の発明において、車両最内側の前記主溝よりも車両内側のショルダーリブに接地端を有し、当該接地端をＰ１とし、車両最内側の前記主溝の車両内側寄りの開口端をＰ２とし、車両最内側の前記主溝の車両外側寄りの開口端をＰ３としたとき、前記ショルダーリブのＰ１−Ｐ２間が、Ｐ１，Ｐ２，Ｐ３を通る曲率半径の輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする。   The pneumatic tire according to an eighth aspect of the present invention is the pneumatic tire according to the seventh aspect, wherein the pneumatic tire has a grounding end on a shoulder rib on the inner side of the vehicle with respect to the main groove on the innermost side of the vehicle. When the opening end near the vehicle inner side of the main groove is P2, and the opening end of the main groove near the vehicle outer side is P3, the distance between P1 and P2 of the shoulder rib is P1, P2, P3. It is characterized in that it is recessed inward in the tire radial direction from the contour line of the radius of curvature that passes, and the center of the radius of curvature of the line of the recess is located on the outer side in the tire radial direction from the tread surface.

この空気入りタイヤによれば、センターリブを輪郭線よりもタイヤ径方向外側に突出させて車両外側のリブによる接地性の向上効果に相乗するため、高速走行時の操縦安定性をより向上することができる。しかも、ショルダーリブの接地領域を、輪郭線よりもタイヤ径方向内側に凹ませることで、車両内側のリブの過度の接地を緩和する効果に相乗するため、キャンバー付き高速走行での耐久性をより向上すことができる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることができる。   According to this pneumatic tire, the center rib protrudes outward in the tire radial direction from the contour line, and synergizes with the effect of improving the ground contact property by the rib on the outer side of the vehicle, so that the driving stability during high speed driving is further improved. Can do. In addition, by denting the ground contact area of the shoulder rib to the inside in the tire radial direction than the outline, it synergizes with the effect of mitigating excessive ground contact of the rib on the inside of the vehicle, so the durability at high speed with camber is further improved Can be improved. As a result, it is possible to remarkably obtain the effect of achieving both handling stability at high speed and durability at high speed with camber.

また、第９の発明の空気入りタイヤは、第２〜第８の何れか１つの発明において、タイヤ赤道面よりも車両外側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向外側に突出した前記リブにおいて、その突出量が当該リブの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面よりも車両内側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向内側に凹んだ前記リブにおいて、その凹み量が当該リブの幅の０．７［％］以上２．０［％］以下であることを特徴とする。   A pneumatic tire according to a ninth aspect of the present invention is the pneumatic tire according to any one of the second to eighth aspects, wherein the pneumatic tire is disposed between the main groove in a region outside the vehicle from the tire equatorial plane and is positioned more than the contour line. In the rib protruding outward in the radial direction, the protruding amount is 0.7 [%] or more and 2.0 [%] or less of the width of the rib, and the main groove in a region inside the vehicle from the tire equatorial plane In the rib that is disposed between the ribs and is recessed inward in the tire radial direction from the contour line, the amount of the recess is 0.7% or more and 2.0% or less of the width of the rib. And

この空気入りタイヤによれば、リブの突出量およびリブの凹み量をそれぞれの幅に対して規定することで、高速走行での操縦安定性とキャンバー付き高速走行での耐久性との両立性を高度に維持することができる。   According to this pneumatic tire, by defining the protruding amount of the rib and the recessed amount of the rib with respect to each width, it is possible to achieve compatibility between handling stability at high speed and durability at high speed with a camber. Highly maintainable.

また、第１０の発明の空気入りタイヤは、第６または第８の発明において、タイヤ赤道面よりも車両外側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向外側に突出した前記リブにおいて、その突出量が当該リブの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面よりも車両内側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向内側に凹んだ前記リブにおいて、その凹み量が当該リブの幅の０．７［％］以上２．０［％］以下であり、さらに前記ショルダーリブの凹み量がＰ１−Ｐ２間の幅に対して１．０［％］以上３．０［％］以下であることを特徴とする。   The pneumatic tire according to a tenth aspect of the invention is the sixth or eighth aspect of the invention, wherein the pneumatic tire is disposed between the main grooves in a region outside the vehicle from the tire equator plane, and is located on the outer side in the tire radial direction from the contour line. In the protruding rib, the protruding amount is 0.7 [%] or more and 2.0 [%] or less of the width of the rib, and is disposed between the main groove in a region inside the vehicle from the tire equatorial plane. In the rib that is recessed in the tire radial direction from the contour line, the amount of the recess is 0.7% or more and 2.0% or less of the width of the rib, and the shoulder rib is further recessed. The amount is 1.0 [%] or more and 3.0 [%] or less with respect to the width between P1 and P2.

この空気入りタイヤによれば、リブの突出量、リブの凹み量、およびショルダーリブの凹み量をそれぞれの幅に対して規定することで、高速走行での操縦安定性とキャンバー付き高速走行での耐久性との両立性を高度に維持することができる。   According to this pneumatic tire, by defining the protruding amount of the rib, the recessed amount of the rib, and the recessed amount of the shoulder rib with respect to the respective widths, the handling stability at the high speed traveling and the high speed traveling with the camber are performed. High compatibility with durability can be maintained.

また、第１１の発明の空気入りタイヤは、第７の発明において、タイヤ赤道面よりも車両外側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向外側に突出した前記リブにおいて、その突出量が当該リブの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面よりも車両内側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向内側に凹んだ前記リブにおいて、その凹み量が当該リブの幅の０．７［％］以上２．０［％］以下であり、さらに前記センターリブの突出量が当該センターリブの幅の１．０［％］以上２．５［％］以下であることを特徴とする。   The pneumatic tire according to an eleventh aspect is the pneumatic tire according to the seventh aspect, wherein the pneumatic tire is disposed between the main grooves in a region outside the vehicle from the tire equator plane and protrudes outward in the tire radial direction from the contour line. In the rib, the protruding amount is 0.7 [%] or more and 2.0 [%] or less of the width of the rib, and the rib is disposed between the main groove in a region on the vehicle inner side than the tire equator plane. In the rib recessed inward in the tire radial direction from the contour line, the amount of the recess is 0.7 [%] or more and 2.0 [%] or less of the width of the rib, and the protruding amount of the center rib is It is characterized by being 1.0 [%] or more and 2.5 [%] or less of the width of the center rib.

この空気入りタイヤによれば、リブの突出量、リブの凹み量、およびセンターリブの突出量をそれぞれの幅に対して規定することで、高速走行での操縦安定性とキャンバー付き高速走行での耐久性との両立性を高度に維持することができる。   According to this pneumatic tire, by defining the protruding amount of the rib, the recessed amount of the rib, and the protruding amount of the center rib with respect to each width, the handling stability at high speed driving and the high speed driving with camber are achieved. High compatibility with durability can be maintained.

また、第１２の発明の空気入りタイヤは、第８の発明において、タイヤ赤道面よりも車両外側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向外側に突出した前記リブにおいて、その突出量が当該リブの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面よりも車両内側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向内側に凹んだ前記リブにおいて、その凹み量が当該リブの幅の０．７［％］以上２．０［％］以下であり、さらに前記センターリブの突出量が当該センターリブの幅の１．０［％］以上２．５［％］以下であり、さらに前記ショルダーリブの凹み量がＰ１−Ｐ２間の幅に対して１．０［％］以上３．０［％］以下であることを特徴とする。   The pneumatic tire according to a twelfth aspect is the pneumatic tire according to the eighth aspect, wherein the pneumatic tire is disposed between the main grooves in a region outside the vehicle from the tire equator plane and protrudes outward in the tire radial direction from the contour line. In the rib, the protruding amount is 0.7 [%] or more and 2.0 [%] or less of the width of the rib, and the rib is disposed between the main groove in a region on the vehicle inner side than the tire equator plane. In the rib recessed inward in the tire radial direction from the contour line, the amount of the recess is 0.7 [%] or more and 2.0 [%] or less of the width of the rib, and the protruding amount of the center rib is The width of the center rib is 1.0 [%] or more and 2.5 [%] or less, and the shoulder rib has a dent amount of 1.0 [%] or more and 3.0 [%] with respect to the width between P1 and P2. %] Or less.

この空気入りタイヤによれば、リブの突出量、リブの凹み量、ショルダーリブの凹み量、およびセンターリブの突出量をそれぞれの幅に対して規定することで、高速走行での操縦安定性とキャンバー付き高速走行での耐久性との両立性を高度に維持することができる。   According to this pneumatic tire, by defining the rib protrusion amount, the rib recess amount, the shoulder rib recess amount, and the center rib protrusion amount with respect to the respective widths, the steering stability in high-speed running and High compatibility with durability at high speed with camber can be maintained.

本発明に係る空気入りタイヤは、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立することができる。   The pneumatic tire according to the present invention can achieve both steering stability at high speed and durability at high speed with camber.

図１は、本発明の実施形態に係る空気入りタイヤの子午断面図である。FIG. 1 is a meridional sectional view of a pneumatic tire according to an embodiment of the present invention. 図２は、本発明の実施形態に係る空気入りタイヤの他の例のトレッド部の子午断面図である。FIG. 2 is a meridional sectional view of a tread portion of another example of the pneumatic tire according to the embodiment of the present invention. 図３は、本発明の実施形態に係る空気入りタイヤの他の例のトレッド部の子午断面図である。FIG. 3 is a meridional sectional view of a tread portion of another example of the pneumatic tire according to the embodiment of the present invention. 図４は、本発明の実施形態に係る空気入りタイヤの他の例のトレッド部の子午断面図である。FIG. 4 is a meridional sectional view of a tread portion of another example of the pneumatic tire according to the embodiment of the present invention. 図５は、本発明の実施形態に係る空気入りタイヤの他の例のトレッド部の子午断面図である。FIG. 5 is a meridional sectional view of a tread portion of another example of the pneumatic tire according to the embodiment of the present invention. 図６は、本発明の実施形態に係る空気入りタイヤの他の例のトレッド部の子午断面図である。FIG. 6 is a meridional sectional view of a tread portion of another example of the pneumatic tire according to the embodiment of the present invention. 図７は、本発明の実施形態に係る空気入りタイヤのトレッド部の子午断面拡大図である。FIG. 7 is an enlarged meridian cross-sectional view of the tread portion of the pneumatic tire according to the embodiment of the present invention. 図８は、本発明の実施形態に係る空気入りタイヤのトレッド部の子午断面拡大図である。FIG. 8 is a meridional cross-sectional enlarged view of the tread portion of the pneumatic tire according to the embodiment of the present invention. 図９は、本発明の実施形態に係る空気入りタイヤのトレッド部の子午断面拡大図である。FIG. 9 is an enlarged meridian cross-sectional view of the tread portion of the pneumatic tire according to the embodiment of the present invention. 図１０は、本発明の実施形態に係る空気入りタイヤのトレッド部の子午断面拡大図である。FIG. 10 is an enlarged meridian cross-sectional view of the tread portion of the pneumatic tire according to the embodiment of the present invention. 図１１は、本発明の実施例に係る空気入りタイヤの性能試験の結果を示す図表である。FIG. 11 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention. 図１２は、本発明の実施例に係る空気入りタイヤの性能試験の結果を示す図表である。FIG. 12 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention. 図１３は、本発明の実施例に係る空気入りタイヤの性能試験の結果を示す図表である。FIG. 13 is a chart showing the results of the performance test of the pneumatic tire according to the example of the present invention.

以下に、本発明の実施形態を図面に基づいて詳細に説明する。なお、この実施形態によりこの発明が限定されるものではない。また、この実施形態の構成要素には、当業者が置換可能かつ容易なもの、あるいは実質的に同一のものが含まれる。また、この実施形態に記載された複数の変形例は、当業者自明の範囲内にて任意に組み合わせが可能である。   Embodiments of the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. The constituent elements of this embodiment include those that can be easily replaced by those skilled in the art or those that are substantially the same. Further, a plurality of modifications described in this embodiment can be arbitrarily combined within the scope obvious to those skilled in the art.

図１は、本実施形態に係る空気入りタイヤの子午断面図であり、図２〜図６は、本実施形態に係る空気入りタイヤの他の例のトレッド部の子午断面図であり、図７〜図１０は、本実施形態に係る空気入りタイヤのトレッド部の子午断面拡大図である。   1 is a meridional sectional view of a pneumatic tire according to the present embodiment, and FIGS. 2 to 6 are meridional sectional views of tread portions of other examples of the pneumatic tire according to the present embodiment. FIG. 10 is an enlarged meridian cross-sectional view of the tread portion of the pneumatic tire according to the present embodiment.

以下の説明において、タイヤ径方向とは、空気入りタイヤ１の回転軸（図示せず）と直交する方向をいい、タイヤ径方向内側とはタイヤ径方向において回転軸に向かう側、タイヤ径方向外側とはタイヤ径方向において回転軸から離れる側をいう。また、タイヤ周方向とは、前記回転軸を中心軸とする周り方向をいう。また、タイヤ幅方向とは、前記回転軸と平行な方向をいい、タイヤ幅方向内側とはタイヤ幅方向においてタイヤ赤道面（タイヤ赤道線）ＣＬに向かう側、タイヤ幅方向外側とはタイヤ幅方向においてタイヤ赤道面ＣＬから離れる側をいう。タイヤ赤道面ＣＬとは、空気入りタイヤ１の回転軸に直交するとともに、空気入りタイヤ１のタイヤ幅の中心を通る平面である。タイヤ幅は、タイヤ幅方向の外側に位置する部分同士のタイヤ幅方向における幅、つまり、タイヤ幅方向においてタイヤ赤道面ＣＬから最も離れている部分間の距離である。タイヤ赤道線とは、タイヤ赤道面ＣＬ上にあって空気入りタイヤ１のタイヤ周方向に沿う線をいう。本実施形態では、タイヤ赤道線にタイヤ赤道面と同じ符号「ＣＬ」を付す。   In the following description, the tire radial direction refers to a direction orthogonal to the rotation axis (not shown) of the pneumatic tire 1, and the tire radial direction inner side refers to the side toward the rotation axis in the tire radial direction, the tire radial direction outer side. Means the side away from the rotation axis in the tire radial direction. Further, the tire circumferential direction refers to a direction around the rotation axis as a central axis. Further, the tire width direction means a direction parallel to the rotation axis, the inner side in the tire width direction means the side toward the tire equator plane (tire equator line) CL in the tire width direction, and the outer side in the tire width direction means the tire width direction. Is the side away from the tire equatorial plane CL. The tire equatorial plane CL is a plane that is orthogonal to the rotation axis of the pneumatic tire 1 and passes through the center of the tire width of the pneumatic tire 1. The tire width is the width in the tire width direction between the portions located outside in the tire width direction, that is, the distance between the portions farthest from the tire equatorial plane CL in the tire width direction. The tire equator line is a line along the tire circumferential direction of the pneumatic tire 1 on the tire equator plane CL. In the present embodiment, the same sign “CL” as that of the tire equator plane is attached to the tire equator line.

本実施形態の空気入りタイヤ１は、図１に示すようにトレッド部２と、その両側のショルダー部３と、各ショルダー部３から順次連続するサイドウォール部４およびビード部５とを有している。また、この空気入りタイヤ１は、カーカス層６と、ベルト層７と、ベルト補強層８とを備えている。   As shown in FIG. 1, the pneumatic tire 1 according to the present embodiment includes a tread portion 2, shoulder portions 3 on both sides thereof, and a sidewall portion 4 and a bead portion 5 that are sequentially continuous from the shoulder portions 3. Yes. The pneumatic tire 1 includes a carcass layer 6, a belt layer 7, and a belt reinforcing layer 8.

トレッド部２は、ゴム材（トレッドゴム）からなり、空気入りタイヤ１のタイヤ径方向の最も外側で露出し、その表面が空気入りタイヤ１の輪郭となる。トレッド部２の外周表面、つまり、走行時に路面と接触する踏面には、トレッド面２１が形成されている。トレッド面２１は、タイヤ周方向に沿って延び、タイヤ赤道線ＣＬと平行なストレート主溝である３本以上（図１では３本であり、図２では４本であり、図３では５本である）の主溝２２が設けられている。そして、トレッド面２１は、これら複数の主溝２２により、タイヤ周方向に沿って延び、タイヤ赤道線ＣＬと平行なリブ２３が４本以上（図１では４本であり、図２では５本であり、図３では６本である）形成されている。また、図には明示しないが、トレッド面２１は、各リブ２３において、主溝２２よりも溝深さが浅く形成されて主溝２２に交差するラグ溝が設けられている。リブ２３は、ラグ溝によってタイヤ周方向で複数に分割される。また、ラグ溝は、トレッド部２のタイヤ幅方向最外側でタイヤ幅方向外側に開口して形成されている。なお、ラグ溝は、主溝２２に連通している形態、または主溝２２に連通していない形態の何れであってもよい。   The tread portion 2 is made of a rubber material (tread rubber), is exposed at the outermost side in the tire radial direction of the pneumatic tire 1, and the surface thereof is the contour of the pneumatic tire 1. A tread surface 21 is formed on the outer peripheral surface of the tread portion 2, that is, on the tread surface that contacts the road surface during traveling. The tread surface 21 extends in the tire circumferential direction and has three or more straight main grooves parallel to the tire equator line CL (three in FIG. 1, four in FIG. 2, and five in FIG. 3). The main groove 22 is provided. The tread surface 21 extends along the tire circumferential direction by the plurality of main grooves 22 and has four or more ribs 23 parallel to the tire equator line CL (four in FIG. 1 and five in FIG. 2). (In FIG. 3, the number is 6). Although not clearly shown in the drawing, the tread surface 21 is provided with a lug groove that is formed with a groove depth shallower than the main groove 22 and intersects the main groove 22 in each rib 23. The rib 23 is divided into a plurality in the tire circumferential direction by lug grooves. Further, the lug groove is formed to open to the outer side in the tire width direction on the outermost side in the tire width direction of the tread portion 2. Note that the lug groove may have either a form communicating with the main groove 22 or a form not communicating with the main groove 22.

ショルダー部３は、トレッド部２のタイヤ幅方向両外側の部位である。また、サイドウォール部４は、空気入りタイヤ１におけるタイヤ幅方向の最も外側に露出したものである。また、ビード部５は、ビードコア５１とビードフィラー５２とを有する。ビードコア５１は、スチールワイヤであるビードワイヤをリング状に巻くことにより形成されている。ビードフィラー５２は、カーカス層６のタイヤ幅方向端部がビードコア５１の位置で折り返されることにより形成された空間に配置されるゴム材である。   The shoulder portion 3 is a portion on both outer sides in the tire width direction of the tread portion 2. Further, the sidewall portion 4 is exposed at the outermost side in the tire width direction of the pneumatic tire 1. The bead unit 5 includes a bead core 51 and a bead filler 52. The bead core 51 is formed by winding a bead wire, which is a steel wire, in a ring shape. The bead filler 52 is a rubber material disposed in a space formed by folding the end portion in the tire width direction of the carcass layer 6 at the position of the bead core 51.

カーカス層６は、各タイヤ幅方向端部が、一対のビードコア５１でタイヤ幅方向内側からタイヤ幅方向外側に折り返され、かつタイヤ周方向にトロイド状に掛け回されてタイヤの骨格を構成するものである。このカーカス層６は、タイヤ周方向に対する角度がタイヤ子午線方向に沿いつつタイヤ周方向にある角度を持って複数並設されたカーカスコード（図示せず）が、コートゴムで被覆されたものである。カーカスコードは、有機繊維（ポリエステルやレーヨンやナイロンなど）からなる。このカーカス層６は、少なくとも１層で設けられている。   The carcass layer 6 is configured such that each tire width direction end portion is folded back from the tire width direction inner side to the tire width direction outer side by a pair of bead cores 51 and is wound around in a toroidal shape in the tire circumferential direction. It is. The carcass layer 6 is formed by coating a plurality of carcass cords (not shown) arranged in parallel at an angle in the tire circumferential direction with an angle with respect to the tire circumferential direction being along the tire meridian direction. The carcass cord is made of organic fibers (polyester, rayon, nylon, etc.). The carcass layer 6 is provided as at least one layer.

ベルト層７は、少なくとも２層のベルト７１，７２を積層した多層構造をなし、トレッド部２においてカーカス層６の外周であるタイヤ径方向外側に配置され、カーカス層６をタイヤ周方向に覆うものである。ベルト７１，７２は、タイヤ周方向に対して所定の角度（例えば、２０度〜３０度）で複数並設されたコード（図示せず）が、コートゴムで被覆されたものである。コードは、スチールまたは有機繊維（ポリエステルやレーヨンやナイロンなど）からなる。また、重なり合うベルト７１，７２は、互いのコードが交差するように配置されている。   The belt layer 7 has a multilayer structure in which at least two belts 71 and 72 are laminated, and is disposed on the outer side in the tire radial direction which is the outer periphery of the carcass layer 6 in the tread portion 2 and covers the carcass layer 6 in the tire circumferential direction. It is. The belts 71 and 72 are made by coating a plurality of cords (not shown) arranged in parallel at a predetermined angle (for example, 20 degrees to 30 degrees) with a coat rubber with respect to the tire circumferential direction. The cord is made of steel or organic fiber (polyester, rayon, nylon, etc.). Further, the overlapping belts 71 and 72 are arranged so that the cords intersect each other.

ベルト補強層８は、ベルト層７の外周であるタイヤ径方向外側に配置されてベルト層７をタイヤ周方向に覆うものである。ベルト補強層８は、タイヤ周方向に略平行（±５度）でタイヤ幅方向に複数並設されたコード（図示せず）がコートゴムで被覆されたものである。コードは、スチールまたは有機繊維（ポリエステルやレーヨンやナイロンなど）からなる。図１で示すベルト補強層８は、ベルト層７のタイヤ幅方向端部を覆うように配置されている。ベルト補強層８の構成は、上記に限らず、図には明示しないが、ベルト層７全体を覆うように配置された構成、または、例えば２層の補強層を有し、タイヤ径方向内側の補強層がベルト層７よりもタイヤ幅方向で大きく形成されてベルト層７全体を覆うように配置され、タイヤ径方向外側の補強層がベルト層７のタイヤ幅方向端部のみを覆うように配置されている構成、あるいは、例えば２層の補強層を有し、各補強層がベルト層７のタイヤ幅方向端部のみを覆うように配置されている構成であってもよい。すなわち、ベルト補強層８は、ベルト層７の少なくともタイヤ幅方向端部に重なるものである。また、ベルト補強層８は、帯状（例えば幅１０［ｍｍ］）のストリップ材をタイヤ周方向に巻き付けて設けられている。   The belt reinforcing layer 8 is disposed on the outer side in the tire radial direction which is the outer periphery of the belt layer 7 and covers the belt layer 7 in the tire circumferential direction. The belt reinforcing layer 8 is formed by coating a plurality of cords (not shown) arranged substantially parallel (± 5 degrees) in the tire circumferential direction and in the tire width direction with a coat rubber. The cord is made of steel or organic fiber (polyester, rayon, nylon, etc.). The belt reinforcing layer 8 shown in FIG. 1 is disposed so as to cover the end of the belt layer 7 in the tire width direction. The configuration of the belt reinforcing layer 8 is not limited to the above, and is not clearly shown in the figure. However, the belt reinforcing layer 8 is configured to cover the entire belt layer 7 or has two reinforcing layers, for example, on the inner side in the tire radial direction. The reinforcing layer is formed so as to be larger in the tire width direction than the belt layer 7 and is disposed so as to cover the entire belt layer 7, and the reinforcing layer on the outer side in the tire radial direction is disposed so as to cover only the end portion in the tire width direction of the belt layer 7. Alternatively, for example, a configuration in which two reinforcing layers are provided and each reinforcing layer is disposed so as to cover only the end portion in the tire width direction of the belt layer 7 may be employed. That is, the belt reinforcing layer 8 overlaps at least the end portion in the tire width direction of the belt layer 7. The belt reinforcing layer 8 is provided by winding a strip-shaped strip material (for example, a width of 10 [mm]) in the tire circumferential direction.

また、本実施形態の空気入りタイヤ１は、車両装着時での車両内外の向きが指定されている。そして、トレッド部２において、タイヤ赤道面ＣＬを基準に車両の内側寄りを車両内側といい、車両の外側寄りを車両外側という。車両内側および車両外側に対する向きの指定は、図には明示しないが、例えば、サイドウォール部４に設けられた指標により示される。なお、車両内側および車両外側の指定は、車両に装着した場合に限らない。例えば、リム組みした場合に、タイヤ幅方向において、車両の内側および外側に対するリムの向きが決まっている。このため、空気入りタイヤ１は、リム組みした場合、タイヤ幅方向において、車両内側および車両外側に対する向きが指定される。   In the pneumatic tire 1 of the present embodiment, the direction inside and outside the vehicle is specified when the vehicle is mounted. In the tread portion 2, the inner side of the vehicle is referred to as the vehicle inner side and the outer side of the vehicle is referred to as the outer side of the vehicle with reference to the tire equatorial plane CL. The designation of the direction with respect to the vehicle inner side and the vehicle outer side is not clearly shown in the drawing, but is indicated by, for example, an index provided on the sidewall portion 4. The designation of the vehicle inner side and the vehicle outer side is not limited to the case where the vehicle is mounted on the vehicle. For example, when the rim is assembled, the direction of the rim with respect to the inside and outside of the vehicle is determined in the tire width direction. For this reason, when the pneumatic tire 1 is assembled with a rim, the orientation with respect to the vehicle inner side and the vehicle outer side is designated in the tire width direction.

また、車両装着時での車両内外の向きが指定されていることで、上述したトレッド部２のリブ２３を、図１〜図６に示すように、タイヤ赤道面ＣＬよりも車両外側の領域のリブ２３ｏｕｔとし、車両内側の領域のリブ２３ｉｎとする。さらに細かくは、図１〜図６に示すように、車両最外側の主溝２２よりも車両外側のリブ２３ｏｕｔを車両外側ショルダーリブ２３ｏｕｔ−ｓｈとし、車両最内側の主溝２２よりも車両内側のリブ２３ｉｎを車両内側ショルダーリブ２３ｉｎ−ｓｈとする。また、図２および図６に示すように、タイヤ赤道面ＣＬ上にタイヤ幅方向中央が配置されるリブ２３をセンターリブ２３ｃｅとする。また、図４に示すように、タイヤ赤道面ＣＬ上に配置されていてもタイヤ赤道面ＣＬ上にタイヤ幅方向中央が配置されておらず、車両外側の領域に５０［％］を超えて配置されているリブ２３を、車両外側の領域のリブ２３ｏｕｔとする。また、図には明示しないが、タイヤ赤道面ＣＬ上に配置されていてもタイヤ赤道面ＣＬ上にタイヤ幅方向中央が配置されておらず、車両内側の領域に５０［％］を超えて配置されているリブ２３を、車両内側の領域のリブ２３ｉｎとする。また、図１、図３、図５に示すように、タイヤ赤道面ＣＬ上に配置される主溝２２をセンター主溝２２ｃｅとする。   In addition, by designating the inside / outside direction of the vehicle when the vehicle is mounted, the rib 23 of the tread portion 2 described above is located in a region outside the vehicle from the tire equatorial plane CL as shown in FIGS. Let it be rib 23out, and let it be rib 23in in the area inside the vehicle. More specifically, as shown in FIGS. 1 to 6, a rib 23out on the vehicle outer side than the main groove 22 on the outermost side of the vehicle is a vehicle outer shoulder rib 23out-sh, and the inner groove 22 on the vehicle inner side of the main groove 22 on the innermost side of the vehicle. The rib 23in is referred to as a vehicle inner shoulder rib 23in-sh. As shown in FIGS. 2 and 6, the rib 23 whose center in the tire width direction is disposed on the tire equatorial plane CL is defined as a center rib 23ce. Further, as shown in FIG. 4, even if the tire is arranged on the tire equatorial plane CL, the center in the tire width direction is not arranged on the tire equatorial plane CL, and the area outside the vehicle exceeds 50%. Let the rib 23 currently made be the rib 23out of the area | region outside a vehicle. Although not shown in the figure, the center in the tire width direction is not arranged on the tire equator plane CL even if it is arranged on the tire equator plane CL, and it is arranged in an area inside the vehicle exceeding 50%. Let the rib 23 currently done be the rib 23in of the area | region inside a vehicle. Further, as shown in FIGS. 1, 3, and 5, the main groove 22 disposed on the tire equatorial plane CL is defined as a center main groove 22ce.

このような空気入りタイヤ１において、新品時、タイヤ赤道面ＣＬよりも車両外側の領域の少なくとも１つのリブ２３ｏｕｔ，２３ｏｕｔ−ｓｈがトレッド面２１の輪郭線Ｌよりもタイヤ径方向外側に突出し、タイヤ赤道面ＣＬよりも車両内側の少なくとも１つのリブ２３ｉｎ，２３ｉｎ−ｓｈが前記輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置する。   In such a pneumatic tire 1, when new, at least one rib 23out, 23out-sh in a region outside the vehicle from the tire equatorial plane CL protrudes outward in the tire radial direction from the contour line L of the tread surface 21. At least one rib 23in, 23in-sh inside the vehicle from the equator plane CL is recessed inward in the tire radial direction from the contour line L, and the center S of the radius of curvature of the recessed line is the tire diameter from the tread surface 21. Located outside in the direction.

ここで、輪郭線Ｌとは、図７に示すように、主溝２２に挟んで配置されるリブ２３ｏｕｔやリブ２３ｉｎの場合、子午断面において、リブ２３ｏｕｔ，２３ｉｎのタイヤ幅方向の両側に隣接する２つの主溝２２における４つの開口端Ｐのうちの少なくとも３つを通り、トレッド面２１のタイヤ径方向内側に中心を持って最大曲率半径で描ける円弧をいう。また、輪郭線Ｌとは、図８に示すように、ショルダーリブ２３ｏｕｔ−ｓｈやショルダーリブ２３ｉｎ−ｓｈ（図８では、ショルダーリブ２３ｉｎ−ｓｈを示す）の場合、子午断面において、ショルダーリブ２３ｉｎ−ｓｈ（２３ｏｕｔ−ｓｈ）に接地端Ｔを有し、当該接地端ＴをＰ１とし、車両最内側（車両最外側）の主溝２２の車両内側（車両外側）寄りの開口端をＰ２とし、車両最内側（車両最外側）の主溝２２の車両外側（車両内側）寄りの開口端をＰ３としたとき、Ｐ１，Ｐ２，Ｐ３を通り、トレッド面２１のタイヤ径方向内側に中心を持つ曲率半径の円弧をいう。そして、ショルダーリブ２３ｉｎ−ｓｈは、Ｐ１−Ｐ２間が、輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置する。また、ショルダーリブ２３ｏｕｔ−ｓｈは、Ｐ１−Ｐ２間が、輪郭線Ｌよりもタイヤ径方向外側に突出する。   Here, the contour line L is adjacent to both sides of the ribs 23out and 23in in the tire width direction in the meridional section in the case of the ribs 23out and the ribs 23in disposed between the main grooves 22 as shown in FIG. An arc that passes through at least three of the four open ends P in the two main grooves 22 and can be drawn with the maximum curvature radius with the center on the inner side in the tire radial direction of the tread surface 21. In addition, as shown in FIG. 8, the contour line L is a shoulder rib 23in-sh or shoulder rib 23in-sh (in FIG. 8, the shoulder rib 23in-sh is shown). sh (23out-sh) has a grounding end T, the grounding end T is P1, and an opening end near the vehicle inner side (vehicle outer side) of the main groove 22 on the vehicle innermost side (vehicle outermost side) is P2. When the opening end of the innermost (vehicle outermost) main groove 22 near the vehicle outer side (vehicle inner side) is P3, it passes through P1, P2, P3 and has a radius of curvature having a center on the inner side in the tire radial direction of the tread surface 21. The arc. The shoulder rib 23in-sh is recessed inward in the tire radial direction from the contour line L between P1 and P2, and the center S of the radius of curvature of the line of the recess is positioned on the outer side in the tire radial direction from the tread surface 21. To do. Further, the shoulder rib 23out-sh protrudes outward in the tire radial direction from the contour line L between P1 and P2.

なお、図９に示すように（図９では、リブ２３ｏｕｔを示す）、主溝２２の開口端に面取Ｃが施されている場合、タイヤ径方向最外側に位置する端点を開口端として輪郭線Ｌを規定する。   In addition, as shown in FIG. 9 (in FIG. 9, rib 23out is shown), when chamfering C is given to the opening end of the main groove 22, the end point located on the outermost side in the tire radial direction is defined as the opening end. A line L is defined.

なお、接地端Ｔとは、空気入りタイヤ１を正規リムにリム組みし、かつ正規内圧を充填するとともに正規荷重をかけたとき、この空気入りタイヤ１のトレッド部２のトレッド面２１が路面と接地する領域において、タイヤ幅方向の両最外端をいい、タイヤ周方向に連続する。   Note that the ground contact edge T means that the tread surface 21 of the tread portion 2 of the pneumatic tire 1 is a road surface when the pneumatic tire 1 is assembled on a regular rim, filled with a regular internal pressure and a regular load is applied. In the contact area, both outermost ends in the tire width direction are continuous in the tire circumferential direction.

そして、正規リムとは、ＪＡＴＭＡで規定する「標準リム」、ＴＲＡで規定する「Design Rim」、あるいは、ＥＴＲＴＯで規定する「Measuring Rim」である。また、正規内圧とは、ＪＡＴＭＡで規定する「最高空気圧」、ＴＲＡで規定する「TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES」に記載の最大値、あるいはＥＴＲＴＯで規定する「INFLATION PRESSURES」である。また、正規荷重とは、ＪＡＴＭＡで規定する「最大負荷能力」、ＴＲＡで規定する「TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES」に記載の最大値、あるいはＥＴＲＴＯで規定する「LOAD CAPACITY」である。   The regular rim is “standard rim” defined by JATMA, “Design Rim” defined by TRA, or “Measuring Rim” defined by ETRTO. The normal internal pressure is “maximum air pressure” defined by JATMA, the maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “INFLATION PRESSURES” defined by ETRTO. The normal load is “maximum load capacity” defined by JATMA, a maximum value described in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” defined by TRA, or “LOAD CAPACITY” defined by ETRTO.

このように、本実施形態の空気入りタイヤ１は、タイヤ赤道面ＣＬよりも車両外側の領域の少なくとも１つのリブ２３ｏｕｔ，２３ｏｕｔ−ｓｈがトレッド面２１の輪郭線Ｌよりもタイヤ径方向外側に突出し、タイヤ赤道面ＣＬよりも車両内側の少なくとも１つのリブ２３ｉｎ，２３ｉｎ−ｓｈが前記輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置する。   Thus, in the pneumatic tire 1 of the present embodiment, at least one rib 23out, 23out-sh in the region outside the vehicle from the tire equatorial plane CL protrudes outward in the tire radial direction from the contour line L of the tread surface 21. The at least one rib 23in, 23in-sh inside the vehicle from the tire equatorial plane CL is recessed inward in the tire radial direction from the contour line L, and the center S of the radius of curvature of the line of the recess is from the tread surface 21. Located on the outside in the tire radial direction.

この空気入りタイヤ１によれば、車両外側において、リブ２３ｏｕｔ，２３ｏｕｔ−ｓｈの少なくとも１つを輪郭線Ｌよりもタイヤ径方向外側に突出させることで、リブ２３ｏｕｔ，２３ｏｕｔ−ｓｈの接地性が向上するため、高速走行時の操縦安定性を向上することが可能になる。しかも、車両内側において、リブ２３ｉｎ，２３ｉｎ−ｓｈの少なくとも１つを、凹みのラインの曲率半径の中心Ｓをトレッド面２１よりもタイヤ径方向外側に位置させるように、輪郭線Ｌよりもタイヤ径方向内側に凹ませることで、リブ２３ｉｎ，２３ｉｎ−ｓｈの過度の接地が緩和するため、各リブ２３間で接地長（トレッド面２１が路面と接地する領域におけるタイヤ周方向の長さ）が均一化され、キャンバー付き高速走行での耐久性を向上することが可能になる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立することが可能になる。   According to the pneumatic tire 1, at least one of the ribs 23out and 23out-sh protrudes outward in the tire radial direction from the contour line L on the outer side of the vehicle, thereby improving the ground contact property of the ribs 23out and 23out-sh. Therefore, it is possible to improve the steering stability during high speed traveling. Moreover, at least one of the ribs 23in and 23in-sh is located on the inner side of the vehicle so that the center S of the radius of curvature of the recessed line is positioned on the outer side in the tire radial direction than the tread surface 21. Since the excessive contact of the ribs 23in and 23in-sh is eased by indenting in the direction inner side, the contact length between the ribs 23 (the length in the tire circumferential direction in the region where the tread surface 21 contacts the road surface) is uniform. It becomes possible to improve durability at high speed traveling with a camber. As a result, it is possible to achieve both steering stability at high speed running and durability at high speed running with a camber.

また、本実施形態の空気入りタイヤ１は、タイヤ赤道面ＣＬよりも車両外側の領域であって主溝２２に挟んで配置されるリブ２３ｏｕｔが輪郭線Ｌよりもタイヤ径方向外側に突出し、かつタイヤ赤道面ＣＬよりも車両内側の領域であって主溝２２に挟んで配置されるリブ２３ｉｎが輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置することが好ましい。   Further, in the pneumatic tire 1 of the present embodiment, the ribs 23out arranged in the region outside the vehicle from the tire equatorial plane CL and sandwiched between the main grooves 22 protrude outward in the tire radial direction from the contour line L, and A rib 23in disposed in the vehicle inner side of the tire equatorial plane CL and sandwiched between the main grooves 22 is recessed inward in the tire radial direction from the contour line L, and the center S of the curvature radius of the line of the recess is the tread. It is preferable to be located on the outer side in the tire radial direction from the surface 21.

この空気入りタイヤ１によれば、車両外側において、リブ２３ｏｕｔを輪郭線Ｌよりもタイヤ径方向外側に突出させることで、リブ２３ｏｕｔの接地性が向上するため、高速走行時の操縦安定性を向上することが可能になる。主溝２２に挟んで配置されるリブ２３ｏｕｔは、リブ２３ｏｕｔの接地性が向上することに最も起因するため、高速走行時の操縦安定性をより向上することが可能になる。しかも、車両内側において、リブ２３ｉｎの少なくとも１つを、凹みのラインの曲率半径の中心Ｓをトレッド面２１よりもタイヤ径方向外側に位置させるように、輪郭線Ｌよりもタイヤ径方向内側に凹ませることで、リブ２３ｉｎの過度の接地が緩和するため、各リブ２３間で接地長が均一化され、キャンバー付き高速走行での耐久性を向上することが可能になる。主溝２２に挟んで配置されるリブ２３ｉｎは、過度の接地を緩和することに最も起因するため、各リブ２３間で接地長がより均一化され、キャンバー付き高速走行での耐久性をより向上することが可能になる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることが可能になる。   According to the pneumatic tire 1, the grounding property of the rib 23out is improved by causing the rib 23out to protrude outward in the tire radial direction from the contour line L on the outer side of the vehicle, so that the steering stability during high speed traveling is improved. It becomes possible to do. The ribs 23out disposed between the main grooves 22 are most likely due to the improved grounding performance of the ribs 23out, so that it is possible to further improve the steering stability during high-speed traveling. In addition, at least one of the ribs 23in is recessed inward in the tire radial direction from the contour line L so that the center S of the radius of curvature of the recessed line is positioned on the outer side in the tire radial direction from the tread surface 21 on the vehicle inner side. As a result, excessive grounding of the ribs 23in is alleviated, so that the grounding length is made uniform between the ribs 23, and durability at high speed traveling with a camber can be improved. The ribs 23in disposed between the main grooves 22 are most attributable to alleviating excessive grounding, so that the grounding length is more uniform between the ribs 23 and the durability at high speed traveling with a camber is further improved. It becomes possible to do. As a result, it is possible to obtain a remarkable effect of achieving both steering stability at high speed running and durability at high speed running with a camber.

また、本実施形態の空気入りタイヤ１は、３本の主溝２２により、４本のリブ２３が形成され、タイヤ赤道面ＣＬ上にタイヤ幅方向中央のセンター主溝２２ｃｅが配置されている場合、センター主溝２２ｃｅの車両外側で主溝２２に挟んで配置されるリブ２３ｏｕｔが輪郭線Ｌよりもタイヤ径方向外側に突出し、かつセンター主溝２２ｃｅの車両内側で主溝２２に挟んで配置されるリブ２３ｉｎが輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置することが好ましい。   In the pneumatic tire 1 of the present embodiment, four ribs 23 are formed by the three main grooves 22, and the center main groove 22ce at the center in the tire width direction is disposed on the tire equatorial plane CL. A rib 23out disposed between the main groove 22 and the center main groove 22ce on the vehicle outer side protrudes outward in the tire radial direction from the contour line L, and is disposed between the center main groove 22ce and the main groove 22 on the vehicle inner side. It is preferable that the rib 23in is recessed inward in the tire radial direction with respect to the contour line L, and the center S of the radius of curvature of the line of the recess is positioned on the outer side in the tire radial direction with respect to the tread surface 21.

この空気入りタイヤ１によれば、３本の主溝２２により、４本のリブ２３が形成され、タイヤ赤道面ＣＬ上にタイヤ幅方向中央のセンター主溝２２ｃｅが配置されている場合は、センター主溝２２ｃｅの車両外側で主溝２２に挟んで配置されるリブ２３ｏｕｔを輪郭線Ｌよりもタイヤ径方向外側に突出させることで、リブ２３ｏｕｔの接地性が向上するため、高速走行時の操縦安定性を向上することが可能になる。主溝２２に挟んで配置されるリブ２３ｏｕｔは、リブ２３ｏｕｔの接地性が向上することに最も起因するため、高速走行時の操縦安定性をより向上することが可能になる。しかも、センター主溝２２ｃｅの車両内側で主溝２２に挟んで配置されるリブ２３ｉｎを輪郭線Ｌよりもタイヤ径方向内側に凹ませることで、リブ２３ｉｎの過度の接地が緩和するため、各リブ２３間で接地長が均一化され、キャンバー付き高速走行での耐久性を向上することが可能になる。主溝２２に挟んで配置されるリブ２３ｉｎは、過度の接地を緩和することに最も起因するため、各リブ２３間で接地長がより均一化され、キャンバー付き高速走行での耐久性をより向上することが可能になる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることが可能になる。   According to this pneumatic tire 1, when four ribs 23 are formed by the three main grooves 22, and the center main groove 22ce at the center in the tire width direction is disposed on the tire equatorial plane CL, Since the rib 23out disposed between the main groove 22 and the main groove 22ce on the outer side of the main groove 22ce protrudes outward in the tire radial direction from the contour line L, the grounding property of the rib 23out is improved. It becomes possible to improve the property. The ribs 23out disposed between the main grooves 22 are most likely due to the improved grounding performance of the ribs 23out, so that it is possible to further improve the steering stability during high-speed traveling. Moreover, since the rib 23in disposed between the main groove 22 and the inner side of the center main groove 22ce is recessed inward in the tire radial direction from the contour line L, excessive grounding of the rib 23in is alleviated. It is possible to make the ground contact length uniform between 23 and improve the durability in high-speed traveling with a camber. The ribs 23in disposed between the main grooves 22 are most attributable to alleviating excessive grounding, so that the grounding length is more uniform between the ribs 23 and the durability at high speed traveling with a camber is further improved. It becomes possible to do. As a result, it is possible to obtain a remarkable effect of achieving both steering stability at high speed running and durability at high speed running with a camber.

また、本実施形態の空気入りタイヤ１は、４本の主溝２２により、５本のリブ２３が形成され、タイヤ赤道面ＣＬ上にタイヤ幅方向中央のセンターリブ２３ｃｅが配置されている場合、センターリブ２３ｃｅの車両外側に隣接して主溝２２に挟んで配置されるリブ２３ｏｕｔが輪郭線Ｌよりもタイヤ径方向外側に突出し、かつセンターリブ２３ｃｅの車両内側に隣接して主溝２２に挟んで配置されるリブ２３ｉｎが輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置することが好ましい。   Further, in the pneumatic tire 1 of the present embodiment, when the five ribs 23 are formed by the four main grooves 22 and the center rib 23ce at the center in the tire width direction is disposed on the tire equatorial plane CL, A rib 23out disposed adjacent to the outer side of the center rib 23ce and sandwiched between the main grooves 22 protrudes outward in the tire radial direction from the contour line L, and is sandwiched between the center ribs 23ce and adjacent to the inner side of the vehicle. It is preferable that the rib 23in disposed in the step is recessed inward in the tire radial direction with respect to the contour line L, and the center S of the curvature radius of the concave line is positioned on the outer side in the tire radial direction with respect to the tread surface 21.

この空気入りタイヤ１によれば、４本の主溝２２により、５本のリブ２３が形成され、タイヤ赤道面ＣＬ上にタイヤ幅方向中央のセンターリブ２３ｃｅが配置されている場合は、センターリブ２３ｃｅの車両外側に隣接して主溝２２に挟んで配置されるリブ２３ｏｕｔを輪郭線Ｌよりもタイヤ径方向外側に突出させることで、リブ２３ｏｕｔの接地性が向上するため、高速走行時の操縦安定性を向上することが可能になる。センターリブ２３ｃｅの車両外側に隣接して主溝２２に挟んで配置されるリブ２３ｏｕｔは、リブ２３ｏｕｔの接地性が向上することに最も起因するため、高速走行時の操縦安定性をより向上することが可能になる。しかも、センターリブ２３ｃｅの車両内側に隣接して主溝２２に挟んで配置されるリブ２３ｉｎを輪郭線Ｌよりもタイヤ径方向内側に凹ませることで、リブ２３ｉｎの過度の接地が緩和するため、各リブ２３間で接地長が均一化され、キャンバー付き高速走行での耐久性を向上することが可能になる。センターリブ２３ｃｅの車両内側に隣接して主溝２２に挟んで配置されるリブ２３ｉｎは、過度の接地を緩和することに最も起因するため、各リブ２３間で接地長がより均一化され、キャンバー付き高速走行での耐久性をより向上することが可能になる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることが可能になる。   According to this pneumatic tire 1, when five ribs 23 are formed by the four main grooves 22, and the center rib 23ce at the center in the tire width direction is arranged on the tire equatorial plane CL, the center rib Since the rib 23out, which is disposed adjacent to the outer side of the 23ce vehicle and sandwiched between the main grooves 22, protrudes outward in the tire radial direction from the contour line L, the grounding property of the rib 23out is improved. Stability can be improved. The rib 23out disposed between the center rib 23ce and the main groove 22 adjacent to the vehicle outer side of the center rib 23ce is most attributable to the improvement of the ground contact property of the rib 23out, so that the steering stability during high speed traveling is further improved. Is possible. In addition, since the rib 23in disposed adjacent to the inner side of the main groove 22 adjacent to the vehicle inner side of the center rib 23ce is recessed inward in the tire radial direction from the contour line L, excessive grounding of the rib 23in is alleviated. The ground contact length is made uniform between the ribs 23, and it becomes possible to improve the durability in high-speed traveling with a camber. The ribs 23in disposed between the center ribs 23ce and the main grooves 22 adjacent to the inner side of the vehicle are most likely to alleviate excessive grounding. Therefore, the grounding length is more uniform between the ribs 23, and the camber It is possible to further improve the durability at high speed running. As a result, it is possible to obtain a remarkable effect of achieving both steering stability at high speed running and durability at high speed running with a camber.

また、本実施形態の空気入りタイヤ１は、４本の主溝２２により、５本のリブ２３が形成され、タイヤ赤道面ＣＬ上にタイヤ幅方向中央のセンターリブ２３ｃｅが配置されている場合は、センターリブ２３ｃｅの車両外側に隣接して主溝２２に挟んで配置されるリブ２３ｏｕｔとともに、センターリブ２３ｃｅが輪郭線Ｌよりもタイヤ径方向外側に突出することが好ましい。   In the pneumatic tire 1 of the present embodiment, when the five ribs 23 are formed by the four main grooves 22 and the center rib 23ce at the center in the tire width direction is disposed on the tire equatorial plane CL. The center rib 23ce preferably protrudes outward in the tire radial direction from the contour line L together with the rib 23out disposed between the main groove 22 and adjacent to the vehicle outer side of the center rib 23ce.

この空気入りタイヤ１によれば、センターリブ２３ｃｅを輪郭線Ｌよりもタイヤ径方向外側に突出させることで、車両外側のリブ２３ｏｕｔの接地性の向上効果に相乗するため、高速走行時の操縦安定性をより向上することが可能になる。   According to this pneumatic tire 1, since the center rib 23ce protrudes outward in the tire radial direction from the contour line L, it synergizes with the effect of improving the ground contact of the rib 23out on the outside of the vehicle. It becomes possible to improve the property.

また、本実施形態の空気入りタイヤ１は、５本の主溝２２により、６本のリブ２３が形成され、タイヤ赤道面ＣＬ上にタイヤ幅方向中央のセンター主溝２２ｃｅが配置されている場合、センター主溝２２ｃｅの車両外側で主溝２２に挟んで配置される少なくとも１つのリブ２３ｏｕｔが輪郭線Ｌよりもタイヤ径方向外側に突出し、かつセンター主溝２２ｃｅの車両内側で主溝２２に挟んで配置される少なくとも１つのリブ２３ｉｎが輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置することが好ましい。   Further, in the pneumatic tire 1 of the present embodiment, six ribs 23 are formed by the five main grooves 22, and the center main groove 22ce in the tire width direction center is disposed on the tire equatorial plane CL. In addition, at least one rib 23out disposed between the main groove 22 and the center main groove 22ce on the vehicle outer side protrudes outward in the tire radial direction from the contour line L, and is sandwiched between the main groove 22 and the center main groove 22ce on the vehicle inner side. It is preferable that at least one of the ribs 23in is recessed inward in the tire radial direction with respect to the contour line L, and the center S of the radius of curvature of the concave line is positioned on the outer side in the tire radial direction with respect to the tread surface 21.

この空気入りタイヤ１によれば、５本の主溝２２により、６本のリブ２３が形成され、タイヤ赤道面ＣＬ上にタイヤ幅方向中央のセンター主溝２２ｃｅが配置されている場合は、センター主溝２２ｃｅの車両外側で主溝２２に挟んで配置される少なくとも１つのリブ２３ｏｕｔを輪郭線Ｌよりもタイヤ径方向外側に突出させることで、リブ２３ｏｕｔの接地性が向上するため、高速走行時の操縦安定性を向上することが可能になる。主溝２２に挟んで配置されるリブ２３ｏｕｔは、リブ２３ｏｕｔの接地性が向上することに最も起因するため、高速走行時の操縦安定性をより向上することが可能になる。しかも、センター主溝２２ｃｅの車両内側で主溝２２に挟んで配置される少なくとも１つのリブ２３ｉｎを輪郭線Ｌよりもタイヤ径方向内側に凹ませることで、リブ２３ｉｎの過度の接地が緩和するため、各リブ２３間で接地長が均一化され、キャンバー付き高速走行での耐久性を向上することが可能になる。主溝２２に挟んで配置されるリブ２３ｉｎは、過度の接地を緩和することに最も起因するため、各リブ２３間で接地長がより均一化され、キャンバー付き高速走行での耐久性をより向上することが可能になる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることが可能になる。   According to this pneumatic tire 1, when five ribs 23 are formed by the five main grooves 22, and the center main groove 22ce at the center in the tire width direction is disposed on the tire equatorial plane CL, By projecting at least one rib 23out arranged outside the main groove 22ce between the main grooves 22 to the outside in the tire radial direction from the contour line L, the grounding property of the rib 23out is improved. It is possible to improve the steering stability of the vehicle. The ribs 23out disposed between the main grooves 22 are most likely due to the improved grounding performance of the ribs 23out, so that it is possible to further improve the steering stability during high-speed traveling. In addition, since the at least one rib 23in disposed on the inner side of the center main groove 22ce and sandwiched between the main grooves 22 is recessed inward in the tire radial direction from the contour line L, excessive grounding of the rib 23in is alleviated. The ground contact length is made uniform between the ribs 23, and it is possible to improve the durability in high-speed traveling with a camber. The ribs 23in disposed between the main grooves 22 are most attributable to alleviating excessive grounding, so that the grounding length is more uniform between the ribs 23 and the durability at high speed traveling with a camber is further improved. It becomes possible to do. As a result, it is possible to obtain a remarkable effect of achieving both steering stability at high speed running and durability at high speed running with a camber.

なお、５本の主溝２２により、６本のリブ２３が形成され、タイヤ赤道面ＣＬ上にタイヤ幅方向中央のセンター主溝２２ｃｅが配置されている場合は、センター主溝２２ｃｅの車両外側で主溝２２に挟んで配置される少なくとも１つのリブ２３ｏｕｔが輪郭線Ｌよりもタイヤ径方向外側に突出し、かつセンター主溝２２ｃｅの車両内側で主溝２２に挟んで配置される車両最内側のリブ２３ｉｎが輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置することが、上記効果を顕著に得るうえで好ましい。   In the case where six ribs 23 are formed by the five main grooves 22 and the center main groove 22ce at the center in the tire width direction is disposed on the tire equatorial plane CL, the center main groove 22ce is located outside the vehicle. At least one rib 23out disposed between the main grooves 22 protrudes outward in the tire radial direction from the contour line L, and the innermost rib on the vehicle disposed between the main grooves 22 inside the center main groove 22ce. It is preferable in order to obtain the above effect remarkably that 23 in is recessed inward in the tire radial direction from the contour line L, and the center S of the radius of curvature of the line of the recess is positioned in the outer side of the tread surface 21 in the tire radial direction. .

また、本実施形態の空気入りタイヤ１は、車両外側で主溝２２に挟んで配置されるリブ２３ｏｕｔを輪郭線Ｌよりもタイヤ径方向外側に突出させ、かつ車両内側で主溝２２に挟んで配置されるリブ２３ｉｎを輪郭線Ｌよりもタイヤ径方向内側に凹ませたうえで、車両最内側の主溝２２よりも車両内側のショルダーリブ２３ｉｎ−ｓｈに接地端Ｔを有し、当該接地端ＴをＰ１とし、車両最内側の主溝２２の車両内側寄りの開口端をＰ２とし、車両最内側の主溝２２の車両外側寄りの開口端をＰ３としたとき、ショルダーリブ２３ｉｎ−ｓｈのＰ１−Ｐ２間が、Ｐ１，Ｐ２，Ｐ３を通る曲率半径の輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置することが好ましい。   Further, in the pneumatic tire 1 of the present embodiment, the ribs 23out arranged to be sandwiched between the main grooves 22 on the vehicle outer side are protruded outward in the tire radial direction from the contour line L, and are sandwiched between the main grooves 22 on the vehicle inner side. After the rib 23in to be arranged is recessed inward in the tire radial direction from the contour line L, the shoulder rib 23in-sh on the vehicle inner side than the main groove 22 on the innermost side of the vehicle has a grounding end T. When T is P1, the opening end of the innermost main groove 22 on the inner side of the vehicle is P2, and the opening end of the innermost main groove 22 on the outer side of the vehicle is P3, P1 of the shoulder rib 23in-sh -P2 is recessed inward in the tire radial direction from the contour line L of the radius of curvature passing through P1, P2 and P3, and the center S of the radius of curvature of the concave line is located on the outer side in the tire radial direction from the tread surface 21. Preferably to .

この空気入りタイヤ１によれば、ショルダーリブ２３ｉｎ−ｓｈの接地領域を、輪郭線Ｌよりもタイヤ径方向内側に凹ませることで、車両内側のリブ２３ｉｎの過度の接地を緩和する効果に相乗するため、キャンバー付き高速走行での耐久性をより向上すことが可能になる。   According to the pneumatic tire 1, the ground contact area of the shoulder rib 23 in-sh is recessed inward in the tire radial direction from the contour line L, thereby synergistic with the effect of mitigating excessive ground contact of the rib 23 in on the vehicle inner side. Therefore, it is possible to further improve the durability at high speed traveling with a camber.

また、本実施形態の空気入りタイヤ１は、車両外側で主溝２２に挟んで配置されるリブ２３ｏｕｔを輪郭線Ｌよりもタイヤ径方向外側に突出させ、かつ車両内側で主溝２２に挟んで配置されるリブ２３ｉｎを輪郭線Ｌよりもタイヤ径方向内側に凹ませ、さらにセンターリブ２３ｃｅを輪郭線Ｌよりもタイヤ径方向外側に突出させたうえで、車両最内側の主溝２２よりも車両内側のショルダーリブ２３ｉｎ−ｓｈに接地端Ｔを有し、当該接地端ＴをＰ１とし、車両最内側の主溝２２の車両内側寄りの開口端をＰ２とし、車両最内側の主溝２２の車両外側寄りの開口端をＰ３としたとき、ショルダーリブ２３ｉｎ−ｓｈのＰ１−Ｐ２間が、Ｐ１，Ｐ２，Ｐ３を通る曲率半径の輪郭線Ｌよりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心Ｓがトレッド面２１よりもタイヤ径方向外側に位置することが好ましい。   Further, in the pneumatic tire 1 of the present embodiment, the ribs 23out arranged to be sandwiched between the main grooves 22 on the vehicle outer side are protruded outward in the tire radial direction from the contour line L, and are sandwiched between the main grooves 22 on the vehicle inner side. The rib 23in to be disposed is recessed inward in the tire radial direction from the contour line L, and the center rib 23ce is further protruded outward in the tire radial direction from the contour line L. The inner shoulder rib 23in-sh has a grounding end T, the grounding end T is P1, the opening end closer to the vehicle inner side of the innermost main groove 22 is P2, and the vehicle in the innermost main groove 22 of the vehicle When the opening end on the outer side is P3, the distance between P1 and P2 of the shoulder rib 23in-sh is recessed inward in the tire radial direction from the contour line L of the radius of curvature passing through P1, P2, and P3. Half curvature It is preferable that the center S of is located in the tire radial direction outer side than the tread surface 21.

この空気入りタイヤ１によれば、センターリブ２３ｃｅを輪郭線Ｌよりもタイヤ径方向外側に突出させることで、車両外側のリブ２３ｏｕｔによる接地性の向上効果に相乗するため、高速走行時の操縦安定性をより向上することが可能になる。しかも、ショルダーリブ２３ｉｎ−ｓｈの接地領域を、輪郭線Ｌよりもタイヤ径方向内側に凹ませることで、車両内側のリブ２３ｉｎの過度の接地を緩和する効果に相乗するため、キャンバー付き高速走行での耐久性をより向上すことが可能になる。この結果、高速走行での操縦安定性およびキャンバー付き高速走行での耐久性を両立する効果を顕著に得ることが可能になる。   According to this pneumatic tire 1, since the center rib 23ce protrudes outward in the tire radial direction from the contour line L, it synergizes with the effect of improving the ground contact by the rib 23out on the outside of the vehicle. It becomes possible to improve the property. Moreover, since the ground contact area of the shoulder rib 23in-sh is recessed inward in the tire radial direction with respect to the contour line L, it synergizes with the effect of mitigating excessive ground contact of the rib 23in inside the vehicle. It becomes possible to further improve the durability. As a result, it is possible to obtain a remarkable effect of achieving both steering stability at high speed running and durability at high speed running with a camber.

また、本実施形態の空気入りタイヤ１は、図７に示すように、タイヤ赤道面ＣＬよりも車両外側の領域で主溝２２に挟んで配置されて輪郭線Ｌよりも突出したリブ２３ｏｕｔにおいて、その突出量（最大突出量）Ｇ１が当該リブ２３ｏｕｔの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面ＣＬよりも車両内側の領域で主溝２２に挟んで配置されて輪郭線Ｌよりもタイヤ径方向内側に凹んだリブ２３ｉｎにおいて、その凹み量（最大凹み量）Ｄ１が当該リブ２３ｉｎの幅の０．７［％］以上２．０［％］以下であることが好ましい。   Further, as shown in FIG. 7, the pneumatic tire 1 of the present embodiment is arranged in a rib 23out that is disposed between the main grooves 22 in a region outside the vehicle from the tire equatorial plane CL and protrudes from the contour line L. The protrusion amount (maximum protrusion amount) G1 is not less than 0.7% and not more than 2.0% of the width of the rib 23out, and is sandwiched in the main groove 22 in a region on the vehicle inner side than the tire equatorial plane CL. In the rib 23in that is disposed at the inner side in the tire radial direction with respect to the contour line L, the dent amount (maximum dent amount) D1 is 0.7 [%] or more and 2.0 [%] or less of the width of the rib 23in. It is preferable that

なお、リブ２３ｏｕｔ，２３ｉｎの幅とは、図７に示すように、リブ２３ｏｕｔ，２３ｉｎを挟む各主溝２２の開口端Ｐ−Ｐ間の輪郭線Ｌの弧長をいう。   The width of the ribs 23out and 23in refers to the arc length of the contour line L between the open ends PP of the main grooves 22 sandwiching the ribs 23out and 23in as shown in FIG.

この空気入りタイヤ１によれば、リブ２３ｏｕｔの突出量Ｇ１およびリブ２３ｉｎの凹み量Ｄ１をそれぞれの幅に対して規定することで、高速走行での操縦安定性とキャンバー付き高速走行での耐久性との両立性を高度に維持することが可能になる。   According to this pneumatic tire 1, by defining the protruding amount G1 of the rib 23out and the recessed amount D1 of the rib 23in with respect to the respective widths, the handling stability at high speed and the durability at high speed with camber are achieved. It is possible to maintain a high level of compatibility.

また、本実施形態の空気入りタイヤ１は、図７に示すように、タイヤ赤道面ＣＬよりも車両外側の領域で主溝２２に挟んで配置されて輪郭線Ｌよりも突出したリブ２３ｏｕｔにおいて、その突出量（最大突出量）Ｇ１が当該リブ２３ｏｕｔの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面ＣＬよりも車両内側の領域で主溝２２に挟んで配置されて輪郭線Ｌよりもタイヤ径方向内側に凹んだリブ２３ｉｎにおいて、その凹み量（最大凹み量）Ｄ１が当該リブ２３ｉｎの幅の０．７［％］以上２．０［％］以下であり、さらに、図８に示すように、車両内側のショルダーリブ２３ｉｎ−ｓｈの凹み量Ｄ２がＰ１−Ｐ２間の幅に対して１．０［％］以上３．０［％］以下であることが好ましい。   Further, as shown in FIG. 7, the pneumatic tire 1 of the present embodiment is arranged in a rib 23out that is disposed between the main grooves 22 in a region outside the vehicle from the tire equatorial plane CL and protrudes from the contour line L. The protrusion amount (maximum protrusion amount) G1 is not less than 0.7% and not more than 2.0% of the width of the rib 23out, and is sandwiched in the main groove 22 in a region on the vehicle inner side than the tire equatorial plane CL. In the rib 23in that is disposed at the inner side in the tire radial direction with respect to the contour line L, the dent amount (maximum dent amount) D1 is 0.7 [%] or more and 2.0 [%] or less of the width of the rib 23in. Further, as shown in FIG. 8, the recess amount D2 of the shoulder rib 23in-sh inside the vehicle is 1.0 [%] or more and 3.0 [%] or less with respect to the width between P1 and P2. It is preferable.

なお、ショルダーリブ２３ｉｎ−ｓｈの幅とは、図８に示すように、Ｐ１−Ｐ２間の輪郭線Ｌの弧長をいう。   In addition, the width | variety of the shoulder rib 23in-sh means the arc length of the outline L between P1-P2, as shown in FIG.

この空気入りタイヤ１によれば、リブ２３ｏｕｔの突出量Ｇ１、リブ２３ｉｎの凹み量Ｄ１、およびショルダーリブ２３ｉｎ−ｓｈの凹み量Ｄ２をそれぞれの幅に対して規定することで、高速走行での操縦安定性とキャンバー付き高速走行での耐久性との両立性を高度に維持することが可能になる。   According to this pneumatic tire 1, by controlling the protrusion amount G1 of the ribs 23out, the recess amount D1 of the ribs 23in, and the recess amount D2 of the shoulder ribs 23in-sh with respect to the respective widths, the steering at high speed running is performed. It is possible to maintain a high degree of compatibility between stability and durability in high-speed driving with a camber.

また、本実施形態の空気入りタイヤ１は、図７に示すように、タイヤ赤道面ＣＬよりも車両外側の領域で主溝２２に挟んで配置されて輪郭線Ｌよりも突出したリブ２３ｏｕｔにおいて、その突出量（最大突出量）Ｇ１が当該リブ２３ｏｕｔの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面ＣＬよりも車両内側の領域で主溝２２に挟んで配置されて輪郭線Ｌよりもタイヤ径方向内側に凹んだリブ２３ｉｎにおいて、その凹み量（最大凹み量）Ｄ１が当該リブ２３ｉｎの幅の０．７［％］以上２．０［％］以下であり、さらに、図１０に示すように、センターリブ２３ｃｅの突出量Ｇ２が当該センターリブ２３ｃｅの幅の１．０［％］以上２．５［％］以下であることが好ましい。   Further, as shown in FIG. 7, the pneumatic tire 1 of the present embodiment is arranged in a rib 23out that is disposed between the main grooves 22 in a region outside the vehicle from the tire equatorial plane CL and protrudes from the contour line L. The protrusion amount (maximum protrusion amount) G1 is not less than 0.7% and not more than 2.0% of the width of the rib 23out, and is sandwiched in the main groove 22 in a region on the vehicle inner side than the tire equatorial plane CL. In the rib 23in that is disposed at the inner side in the tire radial direction with respect to the contour line L, the dent amount (maximum dent amount) D1 is 0.7 [%] or more and 2.0 [%] or less of the width of the rib 23in. Further, as shown in FIG. 10, it is preferable that the protruding amount G2 of the center rib 23ce is 1.0 [%] or more and 2.5 [%] or less of the width of the center rib 23ce.

なお、センターリブ２３ｃｅの幅とは、図１０に示すように、センターリブ２３ｃｅを挟む各主溝２２の開口端Ｐ−Ｐ間の輪郭線Ｌの弧長をいう。   As shown in FIG. 10, the width of the center rib 23ce refers to the arc length of the contour line L between the open ends PP of the main grooves 22 sandwiching the center rib 23ce.

この空気入りタイヤ１によれば、リブ２３ｏｕｔの突出量Ｇ１、リブ２３ｉｎの凹み量Ｄ１、およびセンターリブ２３ｃｅの突出量Ｇ２をそれぞれの幅に対して規定することで、高速走行での操縦安定性とキャンバー付き高速走行での耐久性との両立性を高度に維持することが可能になる。   According to this pneumatic tire 1, by defining the protrusion amount G1 of the rib 23out, the recess amount D1 of the rib 23in, and the protrusion amount G2 of the center rib 23ce with respect to the respective widths, steering stability at high speed running is achieved. It is possible to maintain a high degree of compatibility with durability at high speed with a camber.

また、本実施形態の空気入りタイヤ１は、図７に示すように、タイヤ赤道面ＣＬよりも車両外側の領域で主溝２２に挟んで配置されて輪郭線Ｌよりも突出したリブ２３ｏｕｔにおいて、その突出量（最大突出量）Ｇ１が当該リブ２３ｏｕｔの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面ＣＬよりも車両内側の領域で主溝２２に挟んで配置されて輪郭線Ｌよりもタイヤ径方向内側に凹んだリブ２３ｉｎにおいて、その凹み量（最大凹み量）Ｄ１が当該リブ２３ｉｎの幅の０．７［％］以上２．０［％］以下であり、さらに、図８に示すように、車両内側のショルダーリブ２３ｉｎ−ｓｈの凹み量Ｄ２がＰ１−Ｐ２間の幅に対して１．０［％］以上３．０［％］以下であり、さらに、図１０に示すように、センターリブ２３ｃｅの突出量Ｇ２が当該センターリブ２３ｃｅの幅の１．０［％］以上２．５［％］以下であることが好ましい。   Further, as shown in FIG. 7, the pneumatic tire 1 of the present embodiment is arranged in a rib 23out that is disposed between the main grooves 22 in a region outside the vehicle from the tire equatorial plane CL and protrudes from the contour line L. The protrusion amount (maximum protrusion amount) G1 is not less than 0.7% and not more than 2.0% of the width of the rib 23out, and is sandwiched in the main groove 22 in a region on the vehicle inner side than the tire equatorial plane CL. In the rib 23in that is disposed at the inner side in the tire radial direction with respect to the contour line L, the dent amount (maximum dent amount) D1 is 0.7 [%] or more and 2.0 [%] or less of the width of the rib 23in. Further, as shown in FIG. 8, the recess amount D2 of the shoulder rib 23in-sh inside the vehicle is 1.0% or more and 3.0% or less with respect to the width between P1 and P2. Furthermore, as shown in FIG. It is preferable protrusion amount G2 of e is 1.0 [%] of the width of the center rib 23ce than 2.5 [%] or less.

この空気入りタイヤ１によれば、リブ２３ｏｕｔの突出量Ｇ１、リブ２３ｉｎの凹み量Ｄ１、ショルダーリブ２３ｉｎ−ｓｈの凹み量Ｄ２、およびセンターリブ２３ｃｅの突出量Ｇ２をそれぞれの幅に対して規定することで、高速走行での操縦安定性とキャンバー付き高速走行での耐久性との両立性を高度に維持することが可能になる。   According to this pneumatic tire 1, the protrusion amount G1 of the rib 23out, the recess amount D1 of the rib 23in, the recess amount D2 of the shoulder rib 23in-sh, and the protrusion amount G2 of the center rib 23ce are defined for each width. This makes it possible to maintain a high degree of compatibility between handling stability at high speed and durability at high speed with camber.

図１１〜図１３は、本実施例に係る空気入りタイヤの性能試験の結果を示す図表である。本実施例では、条件が異なる複数種類の空気入りタイヤについて、高速操安性（高速走行時の操縦安定性）やキャンバー付き高速耐久性（キャンバー付き高速走行での耐久性）に関する性能試験が行われた。   11 to 13 are charts showing the results of the performance test of the pneumatic tire according to this example. In this example, performance tests on high speed maneuverability (steering stability during high speed driving) and high speed durability with camber (durability during high speed driving with camber) are performed for multiple types of pneumatic tires with different conditions. It was broken.

この試験では、タイヤサイズ２９５／３５Ｒ２１の空気入りタイヤを試験タイヤとした。   In this test, a pneumatic tire having a tire size of 295 / 35R21 was used as a test tire.

高速操安性の評価方法は、上記試験タイヤを２１×１０Ｊのリムにリム組みし、空気圧２６０［ｋＰａ］を充填し、試験車両（排気量４８００［ｃｃ］の乗用車）に装着して、乾燥路面のテストコースを走行し、レーンチェンジ時およびコーナリング時における操舵性ならびに直進時における安定性について、熟練のテストドライバー１名による官能評価によって行う。この官能評価は、従来例の空気入りタイヤを基準（１００）とした指数で示し、この指数が高いほど操縦安定性が優れていることを示している。   The method for evaluating high-speed maneuverability is as follows. The test tire is assembled on a rim of 21 × 10 J, filled with air pressure 260 [kPa], mounted on a test vehicle (passenger vehicle with displacement of 4800 [cc]), and dried. It runs on a road test course, and it is evaluated by a sensory evaluation by one skilled test driver regarding steering performance during lane change and cornering and stability during straight travel. This sensory evaluation is indicated by an index based on a conventional pneumatic tire as a reference (100), and the higher this index is, the better the steering stability is.

キャンバー付き高速耐久性の評価方法は、上記試験タイヤを２１×１０Ｊのリムにリム組みし、空気圧３４０［ｋＰａ］を充填し、荷重を７．６５［ｋＮ］を加え、キャンバー角−２．７［度］とし、ドラム耐久試験機で下記速度ｓｔｅｐに乗っ取って走行させ、試験機がタイヤの故障を検知したときの速度を測定した。そして、従来例の空気入りタイヤを基準とし、何ｓｔｅｐ向上できたか、もしくは何ｓｔｅｐ低下したかを評価した。ここで、＋１ｓｔｅｐとは、＋１０［ｋｍ／ｈ］で２０［ｍｉｎ］走行できたこと、＋０．５ｓｔｅｐとは、＋１０［ｋｍ／ｈ］で１０［ｍｉｎ］走行できたことを示す。   The high-speed durability evaluation method with camber is as follows. The test tire is assembled on a rim of 21 × 10 J, filled with air pressure of 340 [kPa], applied with a load of 7.65 [kN], and a camber angle of −2.7. [Degree], the drum endurance tester took over and traveled at the following speed step, and the speed when the tester detected a tire failure was measured. Then, using the conventional pneumatic tire as a reference, it was evaluated how many steps were improved or how many steps were reduced. Here, +1 step indicates that the vehicle can travel for 20 [min] at +10 [km / h], and +0.5 step indicates that the vehicle can travel for 10 [min] at +10 [km / h].

・ｓｔｅｐ０…走行時間０［ｍｉｎ］…速度０［ｋｍ／ｈ］
・ｓｔｅｐ１…走行時間１［ｍｉｎ］…速度０〜１９０［ｋｍ／ｈ］
・ｓｔｅｐ２…走行時間５［ｍｉｎ］…速度１９０［ｋｍ／ｈ］
・ｓｔｅｐ３…走行時間５［ｍｉｎ］…速度２４０［ｋｍ／ｈ］
・ｓｔｅｐ４…走行時間１０［ｍｉｎ］…速度２５０［ｋｍ／ｈ］
・ｓｔｅｐ５…走行時間１０［ｍｉｎ］…速度２６０［ｋｍ／ｈ］
・ｓｔｅｐ６…走行時間１０［ｍｉｎ］…速度２７０［ｋｍ／ｈ］
・ｓｔｅｐ７…走行時間２０［ｍｉｎ］…速度２８０［ｋｍ／ｈ］
・ｓｔｅｐ８…走行時間２０［ｍｉｎ］…速度２９０［ｋｍ／ｈ］
・ｓｔｅｐ９…走行時間２０［ｍｉｎ］…速度３００［ｋｍ／ｈ］
・ｓｔｅｐ１０…走行時間２０［ｍｉｎ］…速度３１０［ｋｍ／ｈ］
以下、故障まで＋１ｓｔｅｐ（＋１０［ｋｍ／ｈ］、２０［ｍｉｎ］走行）ずつ速度アップ Step 0: Travel time 0 [min] ... Speed 0 [km / h]
Step 1 ... Running time 1 [min] ... Speed 0 to 190 [km / h]
Step2: Travel time 5 [min] ... Speed 190 [km / h]
Step3: Travel time 5 [min] ... Speed 240 [km / h]
Step 4: Travel time 10 [min] ... Speed 250 [km / h]
Step 5: Travel time 10 [min] ... Speed 260 [km / h]
Step 6: Travel time 10 [min] ... Speed 270 [km / h]
Step 7: Travel time 20 [min] ... Speed 280 [km / h]
Step 8: Travel time 20 [min] ... Speed 290 [km / h]
Step 9: Travel time 20 [min] ... Speed 300 [km / h]
Step 10: Travel time 20 [min] ... Speed 310 [km / h]
Thereafter, the speed is increased by +1 step (+10 [km / h], 20 [min] travel) until failure.

図１１は、図１のリブ構造である。図１１において、従来例１の空気入りタイヤは、各リブが突出せず凹んでいない。比較例１の空気入りタイヤは、車両外側リブが突出しているが、その他のリブは突出せず凹んでいない。比較例２の空気入りタイヤは、車両内側に配置されるリブが凹んでいるが、その他のリブは突出せず凹んでいない。比較例３の空気入りタイヤは、車両外側リブおよび車両内側に配置されるリブが突出している。比較例４の空気入りタイヤは、車両内側リブおよび車両外側リブが凹んでいる。   FIG. 11 shows the rib structure of FIG. In FIG. 11, in the pneumatic tire of Conventional Example 1, each rib does not protrude and is not recessed. In the pneumatic tire of Comparative Example 1, the outer ribs of the vehicle protrude, but the other ribs do not protrude and are not recessed. In the pneumatic tire of Comparative Example 2, the ribs arranged inside the vehicle are recessed, but the other ribs do not protrude and are not recessed. In the pneumatic tire of Comparative Example 3, the vehicle outer rib and the rib arranged on the vehicle inner side protrude. In the pneumatic tire of Comparative Example 4, the vehicle inner rib and the vehicle outer rib are recessed.

図１１において、実施例１〜実施例１４の空気入りタイヤは、車両外側に配置されるリブが突出し、車両内側に配置されるリブが凹んでいる。実施例３〜実施例７、実施例１０〜実施例１４の空気入りタイヤは、リブの突出量およびリブの凹み量が規定の範囲である。   In FIG. 11, in the pneumatic tires of Examples 1 to 14, the ribs arranged on the vehicle outer side protrude, and the ribs arranged on the vehicle inner side are recessed. In the pneumatic tires of Examples 3 to 7 and Examples 10 to 14, the protruding amount of the ribs and the recessed amount of the ribs are within the specified ranges.

図１２は、図２のリブ構造である。図１２において、従来例２の空気入りタイヤは、各リブが突出せず凹んでいない。比較例５の空気入りタイヤは、車両外側リブおよびセンターリブが突出しているが、その他のリブは突出せず凹んでいない。比較例６の空気入りタイヤは、センターリブを除き車両内側に配置されるリブが凹んでいるが、その他のリブは突出せず凹んでいない。比較例７の空気入りタイヤは、車両外側リブおよび車両内側に配置されるリブが突出している。比較例８の空気入りタイヤは、車両外側リブおよび車両内側に配置されるリブが凹んでいる。   FIG. 12 shows the rib structure of FIG. In FIG. 12, in the pneumatic tire of Conventional Example 2, each rib does not protrude and is not recessed. In the pneumatic tire of Comparative Example 5, the vehicle outer rib and the center rib protrude, but the other ribs do not protrude and are not recessed. In the pneumatic tire of Comparative Example 6, the ribs arranged inside the vehicle except the center rib are recessed, but the other ribs do not protrude and are not recessed. In the pneumatic tire of Comparative Example 7, the vehicle outer rib and the rib arranged on the vehicle inner side protrude. In the pneumatic tire of Comparative Example 8, the vehicle outer rib and the rib disposed on the vehicle inner side are recessed.

図１２において、実施例１５〜実施例２８の空気入りタイヤは、車両外側に配置されるリブが突出し、車両内側に配置されるリブが凹んでいる。実施例１７〜実施例２１、実施例２４〜実施例２８の空気入りタイヤは、リブの突出量およびリブの凹み量が規定の範囲である。   In FIG. 12, in the pneumatic tires of Examples 15 to 28, the ribs arranged on the vehicle outer side protrude, and the ribs arranged on the vehicle inner side are recessed. In the pneumatic tires of Examples 17 to 21 and Examples 24 to 28, the protruding amount of the ribs and the recessed amount of the ribs are within the specified ranges.

図１３は、図３のリブ構造である。図１３において、従来例３の空気入りタイヤは、各リブが突出せず凹んでいない。比較例９の空気入りタイヤは、ショルダー側車両外側リブが突出しているが、その他のリブは突出せず凹んでいない。比較例１０の空気入りタイヤは、ショルダー側車両内側リブおよび車両内側ショルダーリブが凹んでいるが、その他のリブは突出せず凹んでいない。比較例１１の空気入りタイヤは、ショルダー側車両外側リブ、ショルダー側車両内側リブおよび車両内側ショルダーリブが突出している。比較例１２の空気入りタイヤは、ショルダー側車両外側リブ、ショルダー側車両内側リブおよび車両内側ショルダーリブが凹んでいる。   FIG. 13 shows the rib structure of FIG. In FIG. 13, in the pneumatic tire of Conventional Example 3, each rib does not protrude and is not recessed. In the pneumatic tire of Comparative Example 9, the shoulder-side vehicle outer rib protrudes, but the other ribs do not protrude and are not recessed. In the pneumatic tire of Comparative Example 10, the shoulder side vehicle inner rib and the vehicle inner shoulder rib are recessed, but the other ribs do not protrude and are not recessed. In the pneumatic tire of Comparative Example 11, the shoulder side vehicle outer rib, the shoulder side vehicle inner rib, and the vehicle inner shoulder rib protrude. In the pneumatic tire of Comparative Example 12, the shoulder side vehicle outer rib, the shoulder side vehicle inner rib, and the vehicle inner shoulder rib are recessed.

図１２において、実施例２９〜実施例４５の空気入りタイヤは、車両外側に配置されるリブが突出し、車両内側に配置されるリブが凹んでいる。実施例３１〜実施例３７、実施例４０〜実施例４５の空気入りタイヤは、リブの突出量およびリブの凹み量が規定の範囲である。   In FIG. 12, in the pneumatic tires of Examples 29 to 45, the ribs arranged on the vehicle outer side protrude, and the ribs arranged on the vehicle inner side are recessed. In the pneumatic tires of Examples 31 to 37 and Examples 40 to 45, the protruding amount of the ribs and the recessed amount of the ribs are within the specified ranges.

そして、図１１〜図１３の試験結果に示すように、実施例１〜実施例４５の空気入りタイヤは、高速操安性およびキャンバー付き高速耐久性がともに改善されていることが分かる。   And as shown to the test result of FIGS. 11-13, it turns out that the high-speed stability and the high-speed durability with a camber are improved in the pneumatic tire of Example 1- Example 45.

１ 空気入りタイヤ
２ トレッド部
２１ トレッド面
２２ 主溝
２２ｃｅ センター主溝
２３ リブ
２３ｏｕｔ 車両外側のリブ
２３ｏｕｔ−ｓｈ 車両外側のショルダーリブ
２３ｉｎ 車両内側のリブ
２３ｉｎ−ｓｈ 車両内側のショルダーリブ
２３ｃｅ センターリブ
ＣＬ タイヤ赤道面
Ｌ 輪郭線
Ｐ，Ｐ２，Ｐ３ 主溝の開口端
Ｓ 曲率半径の中心
Ｔ（Ｐ１） 接地端 DESCRIPTION OF SYMBOLS 1 Pneumatic tire 2 Tread part 21 Tread surface 22 Main groove 22ce Center main groove 23 Rib 23out Vehicle outer side rib 23out-sh Vehicle outer side shoulder rib 23in Vehicle inner side rib 23in-sh Vehicle inner side shoulder rib 23ce Center rib CL tire Equatorial plane L Contour line P, P2, P3 Open end of main groove S Center of radius of curvature T (P1) Grounding end

Claims (12)

トレッド面にタイヤ周方向に沿って延在する少なくとも３本の主溝により、タイヤ周方向に沿って延在する少なくとも４本のリブが形成され、かつ車両装着時での車両内外の向きが指定される空気入りタイヤにおいて、
タイヤ赤道面よりも車両外側の領域の少なくとも１つの前記リブが前記トレッド面の輪郭線よりもタイヤ径方向外側に突出し、かつタイヤ赤道面よりも車両内側の少なくとも１つの前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする空気入りタイヤ。 At least four ribs extending along the tire circumferential direction are formed by at least three main grooves extending along the tire circumferential direction on the tread surface, and the direction inside and outside the vehicle when the vehicle is mounted is designated. In pneumatic tires,
At least one rib in a region outside the vehicle from the tire equator plane protrudes outward in the tire radial direction from the contour line of the tread surface, and at least one rib inside the vehicle from the tire equator plane from the contour line A pneumatic tire characterized in that the center of the radius of curvature of the dent line is located on the outer side in the tire radial direction than the tread surface. タイヤ赤道面よりも車両外側の領域であって前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向外側に突出し、かつタイヤ赤道面よりも車両内側の領域であって前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする請求項１に記載の空気入りタイヤ。   The rib disposed on the outer side of the vehicle from the tire equator plane and sandwiched between the main grooves protrudes outward in the tire radial direction from the contour line, and is a region on the inner side of the vehicle from the tire equator plane. The rib disposed between the main grooves is recessed inward in the tire radial direction from the contour line, and the center of the radius of curvature of the line of the recess is positioned on the outer side in the tire radial direction from the tread surface. The pneumatic tire according to claim 1. ３本の前記主溝により、４本の前記リブが形成され、前記タイヤ赤道面上にタイヤ幅方向中央の前記センター主溝が配置されている場合、前記センター主溝の車両外側で前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向外側に突出し、かつ前記センター主溝の車両内側で前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする請求項１に記載の空気入りタイヤ。   When the four main ribs are formed by the three main grooves, and the center main groove at the center in the tire width direction is arranged on the tire equator plane, the main grooves are formed outside the center main groove on the vehicle. The ribs disposed between the main line and the rib protrude outside the contour line in the tire radial direction, and the rib disposed between the main grooves on the vehicle inner side of the center main groove is in the tire radial direction from the contour line. 2. The pneumatic tire according to claim 1, wherein the pneumatic tire is recessed inwardly, and a center of a radius of curvature of the line of the recess is positioned on an outer side in a tire radial direction from the tread surface. ４本の前記主溝により、５本の前記リブが形成され、前記タイヤ赤道面上にタイヤ幅方向中央のセンターリブが配置されている場合、前記センターリブの車両外側に隣接して前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向外側に突出し、かつ前記センターリブの車両内側に隣接して前記主溝に挟んで配置される前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする請求項１に記載の空気入りタイヤ。   When the five ribs are formed by the four main grooves, and the center rib in the tire width direction center is disposed on the tire equator plane, the main groove is adjacent to the vehicle outer side of the center rib. The ribs disposed between the center ribs protrude outward in the tire radial direction from the contour line, and the ribs disposed between the main grooves adjacent to the vehicle inner side of the center rib are tired from the contour line. 2. The pneumatic tire according to claim 1, wherein the pneumatic tire is recessed inward in the radial direction, and a center of a radius of curvature of the line of the recess is positioned on an outer side in the tire radial direction from the tread surface. ５本の前記主溝により、６本の前記リブが形成され、前記タイヤ赤道面上にタイヤ幅方向中央の前記センター主溝が配置されている場合、前記センター主溝の車両外側で前記主溝に挟んで配置される少なくとも１つの前記リブが前記輪郭線よりもタイヤ径方向外側に突出し、かつ前記センター主溝の車両内側で前記主溝に挟んで配置される少なくとも１つの前記リブが前記輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする請求項１に記載の空気入りタイヤ。   When the five main grooves form the six ribs and the center main groove in the tire width direction center is disposed on the tire equator plane, the main groove on the vehicle outer side of the center main groove. The at least one rib disposed between the main line protrudes outward in the tire radial direction from the contour line, and the at least one rib disposed between the main groove on the vehicle inner side of the center main groove is the contour. 2. The pneumatic tire according to claim 1, wherein the pneumatic tire is recessed inward in the tire radial direction from the line, and the center of the radius of curvature of the line of the recess is located on the outer side in the tire radial direction from the tread surface. 車両最内側の前記主溝よりも車両内側のショルダーリブに接地端を有し、当該接地端をＰ１とし、車両最内側の前記主溝の車両内側寄りの開口端をＰ２とし、車両最内側の前記主溝の車両外側寄りの開口端をＰ３としたとき、前記ショルダーリブのＰ１−Ｐ２間が、Ｐ１，Ｐ２，Ｐ３を通る曲率半径の輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする請求項２〜５の何れか１つに記載の空気入りタイヤ。   The shoulder rib on the vehicle inner side of the main groove on the innermost side of the vehicle has a grounding end, the grounding end is P1, the opening end closer to the vehicle inner side of the main groove on the innermost side of the vehicle is P2, and the innermost side of the vehicle When the opening end near the vehicle outer side of the main groove is P3, the interval between the shoulder ribs P1 and P2 is recessed inward in the tire radial direction from the contour line of the radius of curvature passing through P1, P2 and P3. The pneumatic tire according to any one of claims 2 to 5, wherein the center of the curvature radius of the line is located on the outer side in the tire radial direction from the tread surface. 前記センターリブが前記輪郭線よりもタイヤ径方向外側に突出することを特徴とする請求項４に記載の空気入りタイヤ。   The pneumatic tire according to claim 4, wherein the center rib protrudes outward in the tire radial direction from the contour line. 車両最内側の前記主溝よりも車両内側のショルダーリブに接地端を有し、当該接地端をＰ１とし、車両最内側の前記主溝の車両内側寄りの開口端をＰ２とし、車両最内側の前記主溝の車両外側寄りの開口端をＰ３としたとき、前記ショルダーリブのＰ１−Ｐ２間が、Ｐ１，Ｐ２，Ｐ３を通る曲率半径の輪郭線よりもタイヤ径方向内側に凹んで、当該凹みのラインの曲率半径の中心がトレッド面よりもタイヤ径方向外側に位置することを特徴とする請求項７に記載の空気入りタイヤ。   The shoulder rib on the vehicle inner side of the main groove on the innermost side of the vehicle has a grounding end, the grounding end is P1, the opening end closer to the vehicle inner side of the main groove on the innermost side of the vehicle is P2, and the innermost side of the vehicle When the opening end near the vehicle outer side of the main groove is P3, the interval between the shoulder ribs P1 and P2 is recessed inward in the tire radial direction from the contour line of the radius of curvature passing through P1, P2 and P3. The pneumatic tire according to claim 7, wherein the center of the curvature radius of the line is located on the outer side in the tire radial direction from the tread surface. タイヤ赤道面よりも車両外側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向外側に突出した前記リブにおいて、その突出量が当該リブの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面よりも車両内側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向内側に凹んだ前記リブにおいて、その凹み量が当該リブの幅の０．７［％］以上２．０［％］以下であることを特徴とする請求項２〜８の何れか１つに記載の空気入りタイヤ。   In the rib that is arranged between the main groove in the region outside the vehicle from the tire equator plane and protrudes outward in the tire radial direction from the contour line, the protruding amount is 0.7 [%] of the width of the rib. The amount of dents in the rib that is 2.0% or less and that is disposed between the main grooves in the vehicle inner side area than the tire equator plane and is recessed inward in the tire radial direction from the contour line. It is 0.7 [%] or more and 2.0 [%] or less of the width | variety of the said rib, The pneumatic tire as described in any one of Claims 2-8 characterized by the above-mentioned. タイヤ赤道面よりも車両外側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向外側に突出した前記リブにおいて、その突出量が当該リブの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面よりも車両内側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向内側に凹んだ前記リブにおいて、その凹み量が当該リブの幅の０．７［％］以上２．０［％］以下であり、さらに前記ショルダーリブの凹み量がＰ１−Ｐ２間の幅に対して１．０［％］以上３．０［％］以下であることを特徴とする請求項６または８に記載の空気入りタイヤ。   In the rib that is arranged between the main groove in the region outside the vehicle from the tire equator plane and protrudes outward in the tire radial direction from the contour line, the protruding amount is 0.7 [%] of the width of the rib. The amount of dents in the rib that is 2.0% or less and that is disposed between the main grooves in the vehicle inner side area than the tire equator plane and is recessed inward in the tire radial direction from the contour line. Is not less than 0.7 [%] and not more than 2.0 [%] of the width of the rib, and the recess amount of the shoulder rib is not less than 1.0 [%] and not less than 3.0 with respect to the width between P1 and P2. The pneumatic tire according to claim 6 or 8, wherein the pneumatic tire is [%] or less. タイヤ赤道面よりも車両外側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向外側に突出した前記リブにおいて、その突出量が当該リブの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面よりも車両内側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向内側に凹んだ前記リブにおいて、その凹み量が当該リブの幅の０．７［％］以上２．０［％］以下であり、さらに前記センターリブの突出量が当該センターリブの幅の１．０［％］以上２．５［％］以下であることを特徴とする請求項７に記載の空気入りタイヤ。   In the rib that is arranged between the main groove in the region outside the vehicle from the tire equator plane and protrudes outward in the tire radial direction from the contour line, the protruding amount is 0.7 [%] of the width of the rib. The amount of dents in the rib that is 2.0% or less and that is disposed between the main grooves in the vehicle inner side area than the tire equator plane and is recessed inward in the tire radial direction from the contour line. Is not less than 0.7% and not more than 2.0% of the width of the rib, and the protrusion amount of the center rib is not less than 1.0% and not less than 2.5% of the width of the center rib. The pneumatic tire according to claim 7, wherein: タイヤ赤道面よりも車両外側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向外側に突出した前記リブにおいて、その突出量が当該リブの幅の０．７［％］以上２．０［％］以下であり、かつタイヤ赤道面よりも車両内側の領域で前記主溝に挟んで配置されて前記輪郭線よりもタイヤ径方向内側に凹んだ前記リブにおいて、その凹み量が当該リブの幅の０．７［％］以上２．０［％］以下であり、さらに前記センターリブの突出量が当該センターリブの幅の１．０［％］以上２．５［％］以下であり、さらに前記ショルダーリブの凹み量がＰ１−Ｐ２間の幅に対して１．０［％］以上３．０［％］以下であることを特徴とする請求項８に記載の空気入りタイヤ。   In the rib that is arranged between the main groove in the region outside the vehicle from the tire equator plane and protrudes outward in the tire radial direction from the contour line, the protruding amount is 0.7 [%] of the width of the rib. The amount of dents in the rib that is 2.0% or less and that is disposed between the main grooves in the vehicle inner side area than the tire equator plane and is recessed inward in the tire radial direction from the contour line. Is not less than 0.7% and not more than 2.0% of the width of the rib, and the protrusion amount of the center rib is not less than 1.0% and not less than 2.5% of the width of the center rib. The indentation of the shoulder rib according to claim 8, wherein the shoulder rib has a dent amount of 1.0% to 3.0% with respect to the width between P1 and P2. tire.
JP2012214550A 2012-09-27 2012-09-27 Pneumatic tire Expired - Fee Related JP6056330B2 (en)

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