WO2013141261A1 - 空気入りタイヤ - Google Patents
空気入りタイヤ Download PDFInfo
- Publication number
- WO2013141261A1 WO2013141261A1 PCT/JP2013/057899 JP2013057899W WO2013141261A1 WO 2013141261 A1 WO2013141261 A1 WO 2013141261A1 JP 2013057899 W JP2013057899 W JP 2013057899W WO 2013141261 A1 WO2013141261 A1 WO 2013141261A1
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- WO
- WIPO (PCT)
- Prior art keywords
- groove
- land portion
- circumferential main
- tire
- main groove
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/01—Shape of the shoulders between tread and sidewall, e.g. rounded, stepped or cantilevered
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0304—Asymmetric patterns
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0327—Tread patterns characterised by special properties of the tread pattern
- B60C11/033—Tread patterns characterised by special properties of the tread pattern by the void or net-to-gross ratios of the patterns
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
- B60C11/1323—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls asymmetric
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
- B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
- B60C11/1392—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block edges
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
- B60C2011/0348—Narrow grooves, i.e. having a width of less than 4 mm
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
- B60C2011/0353—Circumferential grooves characterised by width
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
- B60C2011/0365—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by width
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0358—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane
- B60C2011/0367—Lateral grooves, i.e. having an angle of 45 to 90 degees to the equatorial plane characterised by depth
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0381—Blind or isolated grooves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0386—Continuous ribs
- B60C2011/0388—Continuous ribs provided at the equatorial plane
Definitions
- the present invention relates to a pneumatic tire.
- a pneumatic tire in which steering stability on a dry road surface and steering stability on a wet road surface are compatible at a high level (Patent Document 1).
- the pneumatic tire has four main grooves that extend straight in the tire circumferential direction in the ground contact area of the tread surface, and has five land portions defined by the main grooves on the tread surface.
- the groove width of the main groove located on one side in the tire width direction is formed narrower than any of the other three main grooves, and the three main grooves
- the ratio Wmax / Wout between the maximum groove width Wmax of the main groove and the groove width Wout of the main groove located closest to one side in the tire width direction is set to 2.0 to 3.0.
- the land portion located on one side in the tire width direction is partitioned into inclined grooves arranged at a predetermined interval in the tire circumferential direction and formed into block rows.
- the other four land portions are formed as ribs continuous in the tire circumferential direction.
- the ratio Sin / Sout of the groove area ratio Sin on the other side in the tire width direction around the tire equator in the ground contact region to the groove area ratio Sout on one side in the tire width direction is 1.25 to 1.35.
- the groove area ratio in the ground contact area of the three land portions excluding the other side in the tire width direction and the one side in the tire width direction among the five land portions is set to the center of the land portion. It is larger than one side in the tire width direction on the other side in the tire width direction with respect to the line.
- an object of the present invention is to provide a pneumatic tire that maintains at least one of the steering stability on a dry road surface and the steering stability on a wet road surface while at least improving the other and improving uneven wear resistance. To do.
- the first side in the tire width direction is the vehicle outer side
- the second side opposite to the first side in the tire width direction is the vehicle inner side. This is a pneumatic tire to be mounted on the vehicle.
- the area of the tread surface of the pneumatic tire is Four circumferential main grooves extending in the tire circumferential direction; Five land portions defined by the circumferential main grooves, Of the land portion, a first shoulder inclined groove formed in a region of the first side shoulder land portion located on the outermost side in the tire width direction on the first side and extending in the tire width direction; A second side shoulder inclined groove formed in a region of the second side shoulder land portion located on the outermost side in the tire width direction on the second side, and extending in the tire width direction;
- the first side shoulder land portion is formed on the entire circumference of the edge portion in contact with the first side shoulder inclined groove
- the second side shoulder land portion is formed on the entire periphery of the edge portion in contact with the second side shoulder inclined groove.
- the ratio W 2 / W 1 representing the ratio of the groove width W 2 of the second circumferential main groove which is the second circumferential main groove is 4 to 5 when W 2 is in the range of 16 to 20 mm.
- the groove area in the region on the second side as viewed from the tire center line with respect to the groove area ratio S out in the region on the first side as viewed from the tire center line in the region of the tread surface is 1.1 to 1.2 when the S in is in the range of 35.2 to 38.4%.
- the pneumatic tire of the above-described form can improve at least the other while improving one-side wear resistance while maintaining one of the steering stability on the dry road surface and the steering stability on the wet road surface.
- FIG. 2 is a plan development view showing an example of a tread pattern of the pneumatic tire shown in FIG. 1. It is a figure explaining the chamfering shown in FIG.
- the pneumatic tire of this embodiment will be described.
- the pneumatic tire of the embodiment described below is applied to, for example, a passenger car tire defined in Chapter A of JATMA YEAR BOOK 2011 (Japan Automobile Tire Association Standard). It can also be applied to tires for buses and trucks specified in the chapter.
- the pneumatic tire of this embodiment described below is a passenger tire.
- the tire width direction is a direction parallel to the rotation axis of the pneumatic tire.
- the outer side in the tire width direction is a direction away from the tire center line CL in the tire width direction.
- the inner side in the tire width direction is a direction approaching the tire center line CL in the tire width direction.
- the tire circumferential direction is a direction that rotates around the rotation axis of the pneumatic tire as the center of rotation.
- the tire radial direction is a direction orthogonal to the rotation axis of the pneumatic tire.
- the outer side in the tire radial direction refers to a direction away from the rotation axis.
- the inner side in the tire radial direction refers to a direction approaching the rotation axis.
- the tire contact width described below is a load corresponding to 80% of the maximum load capacity when the tire is filled with air pressure corresponding to the maximum load capacity of JATMA (Automobile Tire Association) and placed on a flat plate in a stationary state. Is the maximum linear distance in the tire width direction on the ground contact surface formed on the flat plate when a load is applied.
- the groove area ratio described below refers to the ratio of the area of the groove opening portion that opens to the ground contact region to the area of a predetermined range of the ground contact region within the ground contact width range in the tire width direction.
- FIG. 1 shows a profile cross-sectional view of a tire 10 of the present embodiment.
- the tire 10 includes a carcass ply layer 12, a belt layer 14, and a bead core 16 as a skeleton material.
- a rim cushion rubber member 24 and an inner liner rubber member 26 are included in the present embodiment.
- the carcass ply layer 12 is made of a carcass ply material in which organic fibers are covered with rubber, which is wound between a pair of annular bead cores 16 to form a toroidal shape.
- the carcass ply material is wound around the bead core 16 and extends inward in the tire radial direction of the shoulder region of the tread rubber member 18.
- a belt layer 14 composed of two belt members 14a and 14b is provided outside the carcass ply layer 12 in the tire radial direction.
- the belt layer 14 is a member in which a steel cord disposed with a predetermined angle, for example, 20 to 30 degrees inclined with respect to the tire circumferential direction, is covered with rubber, and the lower belt material 14a becomes the upper belt material 14b.
- the width in the tire width direction is longer than that.
- the inclination directions of the steel cords of the two-layer belt materials 14a and 14b are opposite to each other. For this reason, belt material 14a, 14b is a crossing layer, and controls expansion of carcass ply layer 12 by the filled air pressure.
- a tread rubber member 18 is provided outside the belt layer 14 in the tire radial direction, and side rubber members 20 are connected to both ends of the tread rubber member 18 to form side portions.
- a rim cushion rubber member 24 is provided at the inner end of the side rubber member 20 in the tire radial direction, and comes into contact with a rim on which the tire 10 is mounted.
- the bead core 16 is sandwiched between the portion of the carcass ply layer 12 before being wound around the bead core 16 and the portion of the carcass ply layer 12 that has been wound around the bead core 16 on the outer side in the tire radial direction.
- a bead filler rubber member 22 is provided.
- An inner liner rubber member 26 is provided on the inner surface of the tire 10 facing the tire cavity region filled with air surrounded by the tire 10 and the rim.
- the tire 10 includes a bead reinforcing material 28 between the carcass layer 12 wound around the bead core 16 and the bead filler rubber member 22, and further the belt layer 14 from the outer side in the tire radial direction of the belt layer 14. 14, a three-layer belt cover layer 30 in which organic fibers are covered with rubber is provided.
- the tire structure of the pneumatic tire of the present invention is not limited to the tire structure shown in FIG.
- FIG. 2 is a pattern development view of an example in which a part of the tread pattern 50 formed in the tread surface region of the tire 10 shown in FIG.
- the tread pattern 50 includes five land portions 60, 62, 64 partitioned by four circumferential main grooves 52, 54, 56, 58 extending in the tire circumferential direction and the circumferential main grooves 52, 54, 56, 58. , 66, 68.
- the circumferential main grooves 58, 54, 52, and 56 are the first, second, third, and fourth circumferential main grooves, respectively, in order from the first side.
- the tire center line CL passes through the region of the land portion 60.
- Land portions 64 and 68 are provided on the first side (vehicle outer side) of the first side and the second side across the tire center line CL of the tread surface, and on the second side (vehicle inner side).
- the land portions 62 and 66 are provided.
- the land portions 68, 64, 60, 62, and 66 are the first, second, third, fourth, and fifth land portions in order as viewed from the first side.
- the first circumferential main groove 58 is referred to as a first circumferential main groove 58
- the second circumferential main groove 54 is referred to as a second circumferential main groove 54.
- the third circumferential main groove 52 is called a third circumferential main groove 52
- the fourth circumferential main groove 56 is called a fourth circumferential main groove 56.
- the first land portion 68 is referred to as a first land portion (first side shoulder land portion) 68
- the second land portion 64 is referred to as a second land portion (intermediate land portion).
- the third land part 60 is called the third land part 60
- the fourth land part 62 is called the fourth land part (middle land part) 62
- the fifth land part 66 is The fifth land portion (second-side shoulder land portion) 66 is referred to.
- the groove centers of the second circumferential main groove 54 and the third circumferential main groove 52 are positioned so as to be within a range of 10 to 13% of the tire ground contact width on both sides in the tire width direction from the tire center line CL.
- the circumferential main groove 54 and the third circumferential main groove 52 are formed.
- the first circumferential main groove 58 and the fourth circumferential main groove 56 are separated from the tire center line CL by 20 to 35% of the tire ground contact width W at the centers of the first circumferential main groove 58 and the fourth circumferential main groove 56. It is formed so that it may be located in the range.
- the third land portion 60 is a portion that contacts the ground formed between the second circumferential main groove 54 and the third circumferential main groove 52.
- an inclined groove (center inclined groove) 60a extending in the tire width direction from the third circumferential main groove 52 located on the second side toward the first side in the tire circumferential direction.
- a plurality are provided at predetermined intervals.
- the inclined groove 60 a extends from the circumferential main groove 52 in a direction inclined with respect to the tire width direction, and is blocked in the middle of the third land portion 60 without communicating with the second circumferential main groove 54. is doing.
- the inclination angle of the inclined groove 60a with respect to the tire width direction is, for example, 20 to 50 degrees.
- the third land portion 60 forms a continuous land portion in which the land portions are continuously connected so as to make a round in the tire circumferential direction.
- the tire center line CL passes between the second circumferential main groove 54 and the third circumferential main groove 52, but in the region of the third land portion 60 that is a continuous land portion.
- the provided inclined groove (center inclined groove) 60a is preferably closed halfway without reaching the tire center line CL.
- the inclined groove 60a closes in the middle without reaching the tire center line CL, thereby improving the initial response during steering in the steering stability on the dry road surface.
- the fourth land portion 62 is a portion that comes into contact with the ground formed between the third circumferential main groove 52 and the fourth circumferential main groove 56.
- a plurality of inclined grooves 62a extending in the tire width direction from the fourth circumferential main groove 56 located on the second side toward the first side are provided at predetermined intervals in the tire circumferential direction. Is provided.
- the inclined groove 62a extends from the fourth circumferential main groove 56 in a direction inclined with respect to the tire width direction (the same direction as the inclined direction of the inclined groove 60a) and does not communicate with the third circumferential main groove 52. In the region of the fourth land portion 62, the blockage is made on the way.
- the inclination angle of the inclined groove 62a with respect to the tire width direction is, for example, 20 to 50 degrees. Therefore, the fourth land portion 62 forms a continuous land portion in which the land portions are continuously connected so as to make one round in the tire circumferential direction.
- the second land portion 64 is a portion that comes into contact with the ground formed between the first circumferential main groove 58 and the second circumferential main groove 54.
- a direction inclined from the second circumferential main groove 54 located on the second side toward the first side with respect to the tire width direction (the same as the inclination direction of the inclined groove 60a)
- a plurality of inclined grooves 64a extending in the circumferential direction are provided at predetermined intervals in the tire circumferential direction.
- the inclined groove 64 a is closed in the middle of the second land portion 64 without communicating from the circumferential main groove 54 to the circumferential main groove 58.
- a direction inclined from the first circumferential main groove 58 located on the first side toward the second side with respect to the tire width direction (inclination direction of the inclined groove 60a).
- a plurality of inclined grooves 64b extending in the tire circumferential direction are provided at predetermined intervals.
- the inclined groove 64b is closed midway in the region of the second land portion 64 without communicating from the first circumferential main groove 58 to the second circumferential main groove 54.
- the inclination angle of the inclined grooves 64a and 64b with respect to the tire width direction is, for example, 20 to 55 degrees. Therefore, the second land portion 64 forms a continuous land portion in which the land portions are continuously connected so as to make a round in the tire circumferential direction.
- the closed end of the inclined groove 64b in the region of the second land portion 64 is provided on an extension line extending the closed end of the inclined groove 64a in the region of the second land portion 64 in the inclination direction of the inclined groove 64a.
- Fifth land portion (second side shoulder land portion) 66 is provided between the fourth circumferential-direction main grooves 56 and the pattern end E 2.
- a plurality of second side shoulder inclined grooves 66a are provided at predetermined intervals in the tire circumferential direction.
- the first land portion (first side shoulder land portion) 68 is provided between the first circumferential main groove 58 and the pattern end E 1 .
- a plurality of first side shoulder inclined grooves 68a are provided at predetermined intervals in the tire circumferential direction.
- Each of the first side shoulder inclined groove 68a, from the pattern end E 1, are opened to connect to the first circumferential direction main grooves 58 extending in the tire width direction toward the second side. Therefore, the first land portion 68 is partitioned in the tire circumferential direction by the first side shoulder inclined groove 68a, and forms a block row in which the land portions are intermittently formed in the tire circumferential direction.
- the groove width of the first circumferential main groove 58 is W 1
- the groove width of the second circumferential main groove 54 is W 2
- the groove width of the third circumferential main groove 52 is W 3
- the width of the fourth circumferential main groove 56 is
- the groove width W 4 is the groove width W 1 is the smallest and the groove width W 2 is the largest of the groove widths W 1 to W 4 .
- the ratio W 2 / W 1 representing the ratio of the groove width W 2 relative to the groove width W 1 is 4-5.
- the groove area ratio in the region on the first side of the first side and the second side in the tire width direction across the tire center line CL is S out
- the second side when the groove area ratio was S in the region the ratio S in / S out representing the ratio of the groove area ratio S in respect groove area ratio S out
- the groove width W 2 is in the range of 16 to 20 mm.
- the groove area ratio S in is in the range of 35.2 to 38.4%.
- the groove width W 1 is preferably in the range of 3.2 to 5 mm.
- the groove area ratio S out is preferably in the range of 31 to 33%.
- the ratio W 2 / W 1 and the ratio S in / S out of the tread pattern 50 are set within the above ranges, as described later, one of the steering stability on the dry road surface and the steering stability on the wet road surface is obtained. While maintaining the other, at least the other can be improved and the uneven wear resistance can be improved.
- the value of the ratio W 2 / W 1 is increased, and the value of the ratio S in / S out is decreased to improve the uneven wear resistance.
- the uneven wear resistance here refers to the amount of wear of the tread rubber in the first side region and the second amount in the region on the first side and the second side in the tire width direction across the tire center line CL.
- the average groove interval of the first side shoulder inclined grooves 68a that divide the first land portion 68 that is the shoulder land portion in the tire circumferential direction is the same as that of the fifth land portion 66 that is the second shoulder land portion. Longer than the average groove interval of the second side shoulder inclined grooves 66a partitioned in the direction is preferable in terms of achieving both the steering stability of the tire 10 on the dry road surface and the wet road surface.
- the ground pressure of the first land portion 68 increases, and the first land portion 68 receives a large lateral force from the ground.
- the block rigidity of the first land portion 68 is maintained high by making the average groove interval longer than that of the fifth land portion 66 so that the first land portion 68 can withstand this large lateral force. Can do. Since the fifth land portion 66 is attached to the inside of the vehicle with respect to the vehicle, it does not receive a large lateral force from the ground as compared with the first land portion 68.
- the average groove interval of the inclined grooves means a length obtained by dividing the tire circumferential length in the first land portion 68 and the fifth land portion 66 by the total number of the first side shoulder inclined grooves 68a and the second side shoulder inclined grooves 66a.
- the average groove interval of the first side shoulder inclined grooves 68a is preferably 1.15 to 1.25 times the average groove interval of the second side shoulder inclined grooves 66a.
- FIG. 2 is a diagram illustrating a chamfer 68c around the first side shoulder inclined groove 68a.
- the ground pressure is uniformly distributed throughout the first land portion 66 and the fifth land portion 68, As a result, the lateral force generated in response to the contact pressure that is uniformly uniform also becomes nearly uniform. For this reason, the steering stability of the tire 10 on a dry road surface and a wet road surface can be enhanced.
- the chamfered surfaces of the chamfers 66b and 68c are, for example, flat surfaces or curved surfaces. In particular, when the chamfered surfaces of the chamfers 66b and 68c are flat, the chamfering depth D chamfer (see FIG. 3) and the width W chamfer (see FIG. 3) are 0.5 to 2 mm on the dry road surface. This is preferable in terms of improving the handling stability.
- the ratio W 4 / W 3 of the groove width W 3 and the groove width W 4 is to be 0.95 to 1.0, and preferably from the viewpoint of achieving both the steering stability in dry pavement and wet road surface.
- the groove depth of the circumferential main groove 58 is D 1
- the groove depth of the circumferential main groove 54 is D 2
- the groove depth of the circumferential main groove 52 is D 3
- the groove depth of the circumferential main groove 56 is when was the D 4 is
- the ratio D 4 / D 3 representing the ratio D 3 ratio D 1 / D 2 and D 4 which represents the ratio D 2 of D 1 is less than 1 both are dry road surface
- the ratio D 1 / D 2 and the ratio D 4 / D 3 are preferably 0.9 to 0.95.
- the wear life is decreased, which is not preferable.
- the groove depths D 2 and D 3 are so deep that the ratio D 1 / D 2 and the ratio D 4 / D 3 exceed 0.95, the belt layer 14 (see FIG. 1) is corrugated by the deep grooves. It is not preferable because the high-speed durability is likely to be lowered due to deformation.
- the second land portion 64 is longer than the fourth land portion 62. It is preferable in terms of achieving both steering stability on the road surface and wet road surface.
- the tire 10 corners such that a slip angle is formed between the tire 10 and the ground and the first side region of the tread region is outside the cornering, the first side region receives a large lateral force.
- the block rigidity of the 2nd land part 64 is maintained high by lengthening an average groove space
- the average groove interval of the inclined grooves 64a provided in the region of the fourth land portion 64 is 1.15 to 1.25 times the average groove interval of the inclined grooves 62a provided in the region of the fourth land portion 62. Is preferred.
- tires are provided on the edges facing the second side of the first land portion 68, the second land portion 64, the third land portion 60, and the fourth land portion 62.
- Chamfers 60b, 62b, 64c, and 68b whose chamfer width smoothly changes along the tire circumferential direction are provided between grooves adjacent in the circumferential direction.
- the chamfers 60b, 62b, 64c, and 68b have the widest chamfering width at the portion of the second side edge of each of the land portions 60, 62, 64, and 68 where the inclined groove and the circumferential main groove form an acute angle.
- the edge on the first side of each land portion is lateral.
- the chamfers 60b, 62b, 64c, and 68b can suppress the ground contact surface from being lifted by the action of lateral force, and can improve steering stability on a dry road surface.
- Groove width W 1 of the first circumferential main groove 58, the second circumferential main groove 54, the third circumferential main groove 52, and the fourth circumferential main groove 56 when the chamfers 60b, 62b, 64c, 68b are provided.
- ⁇ W 4 refers to the groove width when there is no chamfer 60b, 62b, 64c, 68b.
- the chamfers 60b, 62b, 64c, and 68b may not be provided.
- the groove width W 2 is the largest of the groove widths W 1 to W 4 , but the groove width W 2 , the groove width W 3 , and the groove width W 4 may be the same, The width W 3 or the groove width W 4 may be the largest.
- Example, conventional example, comparative example In order to confirm the effect of the tire 10 of the present embodiment, a tire is manufactured and mounted on a vehicle, and a running test for steering stability on a dry road surface and a wet road surface, and a wear test for evaluating uneven wear resistance. And went.
- the tire size of the used tire is 245 / 40ZR18.
- the structure shown in FIG. 1 was used as the tire structure, and the pattern shown in FIG. 2 was used as the basic form for the tread pattern.
- the groove widths W 1 to W 4 , the groove area ratios S out and S in , and the average groove interval of the inclined grooves 62a and 64 were determined as follows.
- the groove width W 2 was variously changed in the range of 14 to 22 mm, and the groove area ratio S in was changed in the range of 32 to 41.6%.
- the tire was manufactured such that the groove width W 2 of the example changed in the range of 16 to 20 mm and the groove area ratio S in changed in the range of 35.2 to 38.4%.
- Example 3 the driving stability on the dry road surface is improved while maintaining the driving stability on the wet road surface as compared with the conventional example, and the uneven wear resistance is improved.
- Comparative Example 3 the handling stability on the dry road surface is inferior to the conventional example.
- the comparative example 4 is inferior to the conventional example in uneven wear resistance.
- Comparative Example 4 Comparative Example 4, Example 4, Example 2 and Example 5, the numerical values up to the second digit of the decimal point of uneven wear resistance (mm) are 0.25 mm, 1.00 mm, 0.28 mm in order. . They were 0.30 mm and 0.34 mm.
- the ratio W 2 / W 1 and the ratio S in / S out of the tread pattern 50 are set to 4 to 5 and 1.1 to 1.2, respectively.
- the evaluation of the dry road surface handling stability is as high as 110.
- the ground contact on the second side of the regions on the first side and the second side in the tire width direction across the center line CL is as follows. As the area decreases, it is assumed that the load movement acts more greatly on the region on the first side while turning the tire, and the ground contact area on the first side is expanded to improve the handling stability.
- Example 2 In Example 2 and Comparative Example 5 shown in Table 4 below, the presence or absence of chamfers 66b and 68c (see FIG. 3) at the edges that contact the shoulder lug grooves 66a and 68a of the land portions 66 and 68 that are shoulder land portions are different.
- Example 2 with chamfers 66b and 68c is superior to Comparative Example 5 without chamfers 66b and 68c, and has excellent steering stability on a dry road surface. From this, it is understood that it is important to chamfer 66b and 68c on the land portions 66 and 68 in order to improve the handling stability on the dry road surface.
- the ratio W 4 / W 3 of 0.95 to 1.0 improves at least the other while maintaining one of the steering stability on the dry road surface and the steering stability on the wet road surface, This is preferable in terms of improving uneven wear resistance.
- Examples 9 to 12 shown in Table 6 below the groove depth D 1 in the first circumferential main groove 58, the second circumferential main groove 54, the third circumferential main groove 52, and the fourth circumferential main groove 56 is shown. , D 2 ratio D 1 / D 2 and groove depths D 4 and D 3 ratio D 4 / D 3 are changed.
- the groove depths D 2 and D 3 were fixed to 8.0 mm, and the groove depths D 1 and D 4 were changed.
- the ratio D 1 / D 2 and the ratio D 4 / D 3 being less than 1 improve the steering stability on the dry road surface while maintaining the steering stability on the wet road surface and also prevent uneven wear. It is preferable at the point which improves property.
- the average groove interval of the inclined grooves 64a and 62a is the average groove of the inclined groove 64a of the second land portion 64 second from the first side of the tread surface.
- the ratio between the interval and the average groove interval of the inclined grooves 62a of the fourth land portion 62 fourth from the first side is changed.
- the average groove interval of the inclined grooves 64a / the average groove interval of the inclined grooves 62a is 1.15 to 1.25, maintaining one of the steering stability on the dry road surface and the steering stability on the wet road surface.
- the chamfer 66b shown in FIG. 3 changing the width W chamfer and depth D chamfer of 68c.
- Chamfer 66b of the second embodiment, the width W chamfer and depth D chamfer of 68c are both 1.5 mm.
- the chamfer 66b, the width W chamfer and depth D chamfer of 68c is 0.5 mm ⁇ 2 mm is, while improving the steering stability in dry road surface, with to maintain the steering stability in the wet road surface, This is preferable in terms of improving uneven wear resistance.
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Abstract
Description
当該空気入りタイヤは、トレッド面の接地領域にタイヤ周方向にストレート状に延びる4本の主溝を有し、該トレッド面に前記主溝により区画された5本の陸部を有する。
この4本の主溝のうち最もタイヤ幅方向の一方の側に位置する主溝の溝幅を他の3本の主溝の溝幅のいずれよりも狭幅に形成して、該3本の主溝の最大溝幅Wmaxと最もタイヤ幅方向の一方の側に位置する主溝の溝幅Woutとの比Wmax/Woutが2.0~3.0に設定されている。
さらに、前記5本の陸部のうち最もタイヤ幅方向の一方の側に位置する陸部だけが、タイヤ周方向に所定の間隔を隔てて配置した傾斜溝により区画してブロック列に形成されると共に、その他の4本の陸部はタイヤ周方向に連続するリブに形成される。
前記接地領域におけるタイヤ赤道を中心にしたタイヤ幅方向の他方の側の溝面積比率Sinとタイヤ幅方向の一方の側の溝面積比率Soutとの比Sin/Soutが1.25~1.35に設定され、前記5本の陸部のうち最もタイヤ幅方向の他方の側と最もタイヤ幅方向の一方の側とを除く3本の陸部の接地領域における溝面積比率がそれぞれ該陸部の中心線を境にしてタイヤ幅方向他側においてタイヤ幅方向の一方の側よりも大きい。
前記空気入りタイヤのトレッド面の領域は、
タイヤ周方向に延びる4本の周方向主溝と、
前記周方向主溝によって区画された5つの陸部と、
前記陸部のうち、前記第1の側のタイヤ幅方向の最も外側に位置する第1側ショルダー陸部の領域に形成され、タイヤ幅方向に延びる第1ショルダー傾斜溝と、
前記第2の側のタイヤ幅方向の最も外側に位置する第2側ショルダー陸部の領域に形成され、タイヤ幅方向に延びる第2側ショルダー傾斜溝と、
前記第1側ショルダー陸部が前記第1側ショルダー傾斜溝と接する縁部の全周と、前記第2側ショルダー陸部が前記第2側ショルダー傾斜溝と接する縁部の全周に形成される面取りと、を含む。
前記4本の周方向主溝のうち、前記第1の側から見て1番目の周方向主溝である第1周方向主溝の溝幅W1に対する、前記第1の側から見て2番目の周方向主溝である第2周方向主溝の溝幅W2の比を表す比W2/W1は、前記W2が16~20mmの範囲で4~5である。
さらに、前記トレッド面の領域のうち、タイヤセンターラインから見て前記第1の側にある領域における溝面積比率Soutに対する、前記タイヤセンターラインから見て前記第2の側にある領域における溝面積比率Sinの比を表す比Sin/Soutは前記Sinが35.2~38.4%の範囲で1.1~1.2である。
以降で説明するタイヤ接地幅は、JATMA(自動車タイヤ協会)の最大負荷能力に対応する空気圧をタイヤに充填して静止した状態で平板上に垂直に置き、最大負荷能力の80%に相当する荷重を負荷させたときの平板上に形成される接地面におけるタイヤ幅方向の最大直線距離をいう。以降で説明する溝面積比率とは、タイヤ幅方向における上記接地幅の範囲内のうち接地領域の所定の範囲の面積に対する、当該接地領域に開口する溝開口部分の面積の比率をいう。
図1は、本実施形態のタイヤ10のプロファイル断面図を示す。タイヤ10は、骨格材として、カーカスプライ層12と、ベルト層14と、ビードコア16とを有し、これらの骨格材の周りに、トレッドゴム部材18と、サイドゴム部材20と、ビードフィラーゴム部材22と、リムクッションゴム部材24と、インナーライナゴム部材26と、を主に有する。
この他に、タイヤ10は、ビードコア16の周りに巻きまわしたカーカス層12とビードフィラーゴム部材22との間にビード補強材28を備え、さらに、ベルト層14のタイヤ径方向外方からベルト層14を覆う、有機繊維をゴムで被覆した3層のベルトカバー層30を備える。
タイヤ10のトレッド面の領域には、トレッドパターン50が形成されている。図2は、図1に示すタイヤ10のトレッド面の領域に形成されるトレッドパターン50のタイヤ周上の一部分を平面上に展開した一例のパターン展開図である。
第2周方向主溝54及び第3周方向主溝52の溝中心は、タイヤセンターラインCLからタイヤ幅方向の両側にタイヤ接地幅の10~13%離間した範囲に位置するように、第2周方向主溝54及び第3周方向主溝52は形成されている。第1周方向主溝58及び第4周方向主溝56は、第1周方向主溝58及び第4周方向主溝56の中心がタイヤセンターラインCLからタイヤ接地幅Wの20~35%離間した範囲に位置するように、形成されている。
また、図2に示されるように、第2周方向主溝54と第3周方向主溝52との間にタイヤセンターラインCLが通るが、連続陸部である第3陸部60の領域に設けられる傾斜溝(センター傾斜溝)60aは、このタイヤセンターラインCLに達することなく途中で閉塞することが好ましい。傾斜溝60aは、タイヤセンターラインCLに達することなく途中で閉塞することにより、乾燥路面における操縦安定性の中の操舵時の初期応答が向上する。
面取り66b,68cの面取り面は、例えば、平面あるいは曲面である。特に、面取り66b,68cの面取り面は平面であるとき、面取りの深さDchamfer(図3参照)及び幅Wchamfer(図3参照)は、0.5~2mmであることが、乾燥路面における操縦安定性を高める点で好ましい。
周方向主溝58の溝深さをD1とし、周方向主溝54の溝深さをD2とし、周方向主溝52の溝深さをD3とし、周方向主溝56の溝深さをD4としたとき、D1のD2に対する比を表す比D1/D2及びD4のD3に対する比を表す比D4/D3はいずれも1より小さいことが、乾燥路面及び湿潤路面における操縦安定性を両立させる点で好ましい。特に、比D1/D2及び比D4/D3は0.9~0.95であることが好ましい。比D1/D2及び比D4/D3が0.9未満となる程度に溝深さD1、D4が浅い場合、摩耗寿命が低下して好ましくない。一方、比D1/D2及び比D4/D3が0.95を越える程度に溝深さD2、D3が深い場合、この深い溝によってベルト層14(図1参照)が波形状に変形して高速耐久性が低下し易くなるため、好ましくない。
また、本実施形態では、溝幅W1~W4の中で溝幅W2が最も大きいが、溝幅W2、溝幅W3、溝幅W4は同じであってもよいし、溝幅W3あるいは溝幅W4が最も大きくてもよい。
本実施形態のタイヤ10の効果を確認するために、タイヤを作製して車両に装着して、乾燥路面及び湿潤路面における操縦安定性の走行試験と、耐偏摩耗性を評価するための摩耗試験とを行った。使用したタイヤのタイヤサイズは、245/40ZR18である。
以下に示す実施例1~20、従来例及び比較例1~5におけるタイヤの構造は、図1に示す構造を用い、トレッドパターンは図2に示すパターンを基本形態として用いた。
以下、溝幅W1~W4、溝面積比率Sout,Sin、傾斜溝62a,64の平均溝間隔を以下のように定めた。溝幅W2は、14~22mmの範囲で種々変化させ、溝面積比率Sinは、32~41.6%の範囲で変化させた。このとき実施例の溝幅W2は16~20mmの範囲で変化し、溝面積比率Sinは35.2~38.4%の範囲で変化するように、タイヤを作製した。
各タイヤをリム(18×8.5JJ)に装着し、充填空気圧を230kPaにし車両(排気量3200cc)の前後輪に装着して、乾燥したアスファルト路面からなるテストコースを速度0~200km/時の範囲内で変化させながら走行させ、熟練したテストドライバーによる官能評価を行った。官能評価は、従来例を基準(指数100)とした相対評価である。指数が高いほど、操縦安定性が優れていることを示す。
各タイヤをリム(18×8.5JJ)に装着し、充填空気圧を230kPaにしたうえで車両(排気量3200cc)の前後輪に装着して、水深2~3mmのアスファルト路面からなるテストコースのハンドリング試験路で速度120km/時で走行させ、熟練したテストドライバーによる官能評価を行った。官能評価は、従来例を基準(指数100)とした相対評価である。指数が高いほど、操縦安定性が優れていることを示す。
各タイヤをリム(18×8.5JJ)に装着し、充填空気圧を230kPaにしたうえで車両(排気量3200cc)の前後輪に装着して、テストコースの周回路を速度80km/時で10000km走行させた後、前輪の左右輪のタイヤについて、タイヤのタイヤセンターラインCLを挟んだタイヤ幅方向の第1の側及び第2の側のトレッド面の領域の残溝を測定して、10000km走行時の摩耗量を求めた。第1の側の摩耗量と第2の側の摩耗量の差分をとって耐偏摩耗性として評価した。上記差分が小さいほど耐偏摩耗性は優れている。なお、第1の側の摩耗量と第2の側の摩耗量の差分は、小数点2桁目まで求め、四捨五入して小数点1桁目までの数値を算出した。
表2、3の結果より、ショルダー陸部に面取りがあるとき、トレッドパターン50の比W2/W1及び比Sin/Soutをそれぞれ、4~5及び1.1~1.2に定めることにより、乾燥路面における操縦安定性と湿潤路面における操縦安定性の一方を維持しつつ、他方を少なくとも向上させると共に、耐偏摩耗性を向上させることができる、ことがわかる。なお、比較例4において、乾燥路面操縦安定性の評価が110と高いのは、センターラインCLを挟んだタイヤ幅方向の第1の側と第2の側の領域うち、第2の側における接地面積が低下する分、タイヤ旋回中の第1の側の領域に荷重移動がより大きく働き、第1の側の接地面積が広がって操縦安定性を高めたものと想定される。
12 カーカスプライ層
14 ベルト層
16 ビードコア
18 トレッドゴム部材
20 サイドゴム部材
22 ビードフィラーゴム部材
24 リムクッションゴム部材
26 インナーライナゴム部材
28 ビード補強材
30 ベルトカバー層
50 トレッドパターン
52 第3周方向主溝
54 第2周方向主溝
56 第4周方向主溝
58 第1周方向主溝
60 第3陸部
62 第4陸部
64 第2陸部
66 第5陸部
68 第1陸部
60a,62a,64a,64b 傾斜溝
60b,62b,64c,68b,66b,68c 面取り
66a 第2側ショルダー傾斜溝
68a 第1側ショルダー傾斜溝
Claims (12)
- 車両に装着したとき、タイヤ幅方向の第1の側が車両外側となり、タイヤ幅方向の前記第1の側と反対側である第2の側が車両内側となるように車両に装着する空気入りタイヤであって、
前記空気入りタイヤのトレッド面の領域は、
タイヤ周方向に延びる4本の周方向主溝と、
前記周方向主溝によって区画された5つの陸部と、
前記陸部のうち、前記第1の側のタイヤ幅方向の最も外側に位置する第1側ショルダー陸部の領域に形成され、タイヤ幅方向に延びる第1ショルダー傾斜溝と、
前記第2の側のタイヤ幅方向の最も外側に位置する第2側ショルダー陸部の領域に形成され、タイヤ幅方向に延びる第2側ショルダー傾斜溝と、
前記第1側ショルダー陸部が前記第1側ショルダー傾斜溝と接する縁部の全周と、前記第2側ショルダー陸部が前記第2側ショルダー傾斜溝と接する縁部の全周に形成される面取りと、を含み、
前記4本の周方向主溝のうち、前記第1の側から見て1番目の周方向主溝である第1周方向主溝の溝幅W1に対する、前記第1の側から見て2番目の周方向主溝である第2周方向主溝の溝幅W2の比を表す比W2/W1は、前記W2が16~20mmの範囲で4~5であり、
前記トレッド面の領域のうち、タイヤセンターラインから見て前記第1の側にある領域における溝面積比率Soutに対する、前記タイヤセンターラインから見て前記第2の側にある領域における溝面積比率Sinの比を表す比Sin/Soutは前記Sinが35.2~38.4%の範囲で1.1~1.2である、ことを特徴とする空気入りタイヤ。 - 前記第1側ショルダー傾斜溝は、前記第1周方向主溝に接続し、前記第2ショルダー傾斜溝は、前記第2の側から前記第1の側に向かって延び、前記4本の周方向主溝のうち前記第1の側から見て4番目の周方向主溝である第4周方向主溝に接続することなく、前記第2側ショルダー陸部の領域で閉塞する、請求項1に記載の空気入りタイヤ。
- 前記第2周方向主溝と、前記4本の周方向主溝のうち前記第1の側から見て3番目の周方向主溝である第3周方向主溝との間に前記タイヤセンターラインが通り、
前記第2周方向主溝と前記第3周方向主溝の間には、タイヤ周方向に一周するように連続して繋がる連続陸部が形成され、
前記連続陸部の領域には、前記第3周方向主溝から前記第1の側に向かって延び、前記タイヤセンターラインに達することなく途中で閉塞するセンター傾斜溝が設けられている、請求項1または2に記載の空気入りタイヤ。 - 前記第1周方向主溝と前記第2周方向主溝との間に形成される中間陸部と、前記4本の周方向主溝のうち前記第1の側から見て3番目の周方向主溝である第3周方向主溝と前記4本の周方向主溝のうち前記第1の側から見て4番目の周方向主溝である第4周方向主溝との間に形成される中間陸部は、いずれも、タイヤ周方向に一周するように連続して繋がった連続陸部である、請求項1~3のいずれか1項に記載の空気入りタイヤ。
- 前記面取りの面取り面が平面あるいは曲面である、請求項1~4のいずれか1項に記載の空気入りタイヤ。
- 前記面取りは平面であり、
前記面取りが施される深さ及び幅は、0.5~2mmである、請求項1~4のいずれか1項に記載の空気入りタイヤ。 - 前記第1側ショルダー傾斜溝の平均溝間隔は、前記第2ショルダー傾斜溝の平均溝間隔に比べて長い、請求項1~6のいずれか1項に記載の空気入りタイヤ。
- 前記4本の周方向主溝のうち、前記第1の側から見て3番目の第3周方向主溝の溝幅W3に対する、前記第1の側から見て4番目の第4周方向主溝の溝幅W4の比を表す比W4/W3は、0.95~1.0である、請求項1~7のいずれか1項に記載の空気入りタイヤ。
- 前記4本の周方向主溝のうち前記第1周方向主溝の溝深さD1の、前記第2周方向主溝の溝深さD2に対する比を表す比D1/D2、及び、前記4本の周方向主溝のうち前記第1の側から見て4番目の第4周方向主溝の溝深さD4の、前記第1の側から見て3番目の第3周方向主溝の溝深さD3の比を表す比D4/D3はいずれも1より小さい、請求項1~4のいずれか1項に記載の空気入りタイヤ。
- 前記5つの陸部のうち、前記第1の側から見て2番目、3番目及び4番目の陸部の領域には、前記第2の側に位置する縁部からタイヤ幅方向に対して傾斜した方向に延び、途中で閉塞する傾斜溝がタイヤ周方向に沿って複数設けられ、
前記2番目の陸部及び前記4番目の陸部の領域に設けられる傾斜溝の平均溝間隔に関して、前記2番目の陸部の方が前記4番目の陸部に比べて長い、請求項1~9のいずれか1項に記載の空気入りタイヤ。 - 前記2番目の陸部の領域に設けられる傾斜溝の平均溝間隔は、前記第4番目の陸部の領域に設けられる傾斜溝の平均溝間隔の1.15~1.25倍である、請求項10に記載の空気入りタイヤ。
- 前記3番目の陸部及び前記4番目の陸部の前記第1の側の縁部には、前記3番目の陸部及び前記4番目の陸部の領域に延びる傾斜溝の開口端がない、請求項10または11に記載の空気入りタイヤ。
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