pneumatic tires

Abstract

The pneumatic tire includes two or more main grooves (3) and a pair of intermediate tread blocks (22) on its tread surface (1). The pair of intermediate tread blocks (22) are arranged as an outermost pair of two or more main grooves (31) in the tire width direction adjacent to the inner side of the tire width direction. Each intermediate tread block has a plurality of intermediate tread blocks (220) arranged along the tire circumference. At least one of the plurality of intermediate tread blocks has a first intermediate tread block with an inclined sidewall (223) facing the outer main groove and becoming increasingly inclined toward the radially inner side of the tire as the distance toward the radially outer side of the tire increases. The angle (θ223) of the acute angle of the inclined sidewall of the intermediate tread block relative to the normal of the tread surface at the inner end of the inclined sidewall of the intermediate tread block in the tire width direction is 30°–50°.

Description

Technical Field

[0001] This disclosure relates to an inflatable tire.

[0002] This application claims priority to Japanese Patent Application No. 2021-032170, filed on March 1, 2021, the entire contents of which are incorporated herein by reference. Background Technology

[0003] A conventional pneumatic tire includes a tread surface having a tread block array positioned adjacent to and located inside the tire width direction of the outermost of the four main grooves (e.g., Patent Document 1).

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2001-138713 Summary of the Invention

[0007] The problem the invention aims to solve

[0008] However, based on traditional technology, there is still room for improvement in traction performance.

[0009] Providing a pneumatic tire that can improve traction performance would be helpful.

[0010] Solution for solving the problem

[0011] According to this disclosure, a pneumatic tire is a pneumatic tire comprising:

[0012] The tread surface includes:

[0013] Two or more main slots; and

[0014] A pair of intermediate tread blocks are positioned adjacent to, and located within the tire width direction of, the outermost pair of main grooves in the tire width direction of the two or more main grooves.

[0015] Each of the pair of intermediate tread block rows includes a plurality of intermediate tread blocks arranged along the tire circumference.

[0016] One or more of the plurality of intermediate tread blocks each have an inclined sidewall surface, the inclined sidewall surface of which faces the outer main groove of the pair of outer main grooves and gradually inclines towards the radially inward side of the tire as it extends outward in the tire width direction.

[0017] The inclined sidewall of the intermediate tread block forms an acute angle of 30° to 50° relative to the normal of the tread surface at the inner end of the inclined sidewall of the intermediate tread block in the tire width direction.

[0018] The effects of the invention

[0019] According to this disclosure, a pneumatic tire that can improve traction performance is provided. Attached Figure Description

[0020] In the attached diagram:

[0021] Figure 1 This is a schematic diagram illustrating the unfolded plan view of the tread surface of a pneumatic tire according to an embodiment of the present disclosure.

[0022] Figure 2 It is shown by dotted shadows Figure 1 A plan view of a portion of a pneumatic tire that is concave inward from the tread surface along the radial direction of the tire.

[0023] Figure 3 It is a schematic diagram. Figure 1 A partial plan view of the tire tread surface;

[0024] Figure 4 The illustration is in an enlarged format. Figure 3 A three-dimensional view of part of the tire tread surface;

[0025] Figure 5 It is a schematic diagram. Figure 1 Another plan view of part of the tire tread surface; and

[0026] Figure 6 The illustration is in an enlarged format. Figure 5 A three-dimensional view of part of the tire tread surface. Detailed Implementation

[0027] The pneumatic tire disclosed herein can be used as any type of pneumatic tire, and can be suitably used as a pneumatic tire for passenger cars, and more suitably as a pneumatic tire for all-season passenger cars.

[0028] Hereinafter, embodiments of the pneumatic tire according to the present disclosure will be described with reference to the accompanying drawings.

[0029] Figures 1 to 6The tread surface 1 of a pneumatic tire according to an embodiment of the present disclosure is shown. Apart from the tread surface 1, Figure 1 and Figures 3 to 6 The diagram also shows the portion (groove wall surface, groove bottom surface, etc.) that is recessed inward from the tread surface 1 along the radial direction of the tire. Figure 2 Only the tread surface 1 is shown, and the dotted shading indicates some portions (groove wall surfaces, groove bottom surfaces, etc.) that are recessed inward from the tread surface 1 along the radial direction of the tire.

[0030] In this article, pneumatic tires are also referred to simply as "tire".

[0031] In this article, “tread surface (1)” refers to the outer circumference of the tire that is in contact with the road surface when the tire is rolling under maximum load after the tire has been mounted on the rim and filled to a predetermined internal pressure.

[0032] In this article, “grounding end (TE1, TE2)” refers to the tire width direction end of the tread surface (1).

[0033] In this paper, “ground width” refers to the width-direction distance between a pair of ground terminals on the tread surface (1).

[0034] In this document, "rim" refers to a standard rim of applicable size (referred to as a measuring rim in the standards manual of the European Tyre and Rim Technology Organization [ETRTO] and a design rim in the yearbook of the Tire and Rim Association [TRA]), examples of which include the JATMA yearbook of the Japan Automobile Tire Manufacturers Association (JATMA) of Japan, the standards manual of ETRTO in Europe, and the yearbook of TRA in the United States (i.e., "rim" includes any size currently included in the industry standard and any size that may be included in the future. Examples of "sizes to be recorded" include sizes described as "Future Developments" in the 2013 edition of the ETRTO standards manual). As for sizes not recorded in the aforementioned industry standards, "rim" refers to a rim having a width corresponding to the width of the tire's bead.

[0035] Additionally, "predetermined internal pressure" refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity of a single wheel for the applicable size / ply rating specified in the JATMA Yearbook, etc. For sizes not described in the aforementioned industry standards, "predetermined internal pressure" refers to the air pressure (maximum air pressure) corresponding to the maximum load capacity determined based on the vehicle on which the tire is mounted.

[0036] "Maximum load" refers to the load corresponding to the maximum load capacity mentioned above.

[0037] Furthermore, the air mentioned in this article can be replaced by inert gases such as nitrogen or other types of gases.

[0038] In this document, unless otherwise specified, the dimensions of elements such as grooves, sipes, or tread blocks are measured under the “reference condition” described below. The “reference condition” refers to the tire mounted on a rim, inflated to a predetermined internal pressure, and subjected to no load. In this document, the dimensions of elements such as grooves, sipes, or tread blocks on the tread surface are measured in a unfolded view of the tread surface. In this document, the “unfolded view of the tread surface” refers to a planar view of the tread surface with the tread surface unfolded into a flat plane.

[0039] In this document, "groove" refers to a groove on the tread surface having a width of 1.3 mm or more under the aforementioned reference condition. In this embodiment, the main groove 3, the central transverse groove 41, and the protrusion grooves 42 to 44 are configured as grooves. The groove preferably has a groove width of 1.5 mm or more. "Groove width" is the distance between a pair of opposing groove wall surfaces when measured perpendicular to the extension direction of the groove, and can be constant or non-constant in the radial direction of the tire. Each "groove" is preferably configured such that when the tire is mounted on the rim, inflated to a predetermined internal pressure, and subjected to maximum load, the pair of opposing groove wall surfaces under load do not contact each other. The groove has a groove depth of preferably 3 to 20 mm, more preferably 3 to 11 mm.

[0040] In this document, "sipe" refers to a sipe on the tread surface having a sipe width of less than 1.3 mm under the aforementioned reference condition. In this embodiment, the central tread block sipe 210S, the intermediate tread block sipe 220S, and the shoulder tread block sipe 230S are configured as sipes. The sipe has a sipe width preferably less than 1.0 mm, more preferably less than 0.8 mm. "Sipe width" is the distance between a pair of opposing sipe wall surfaces when measured perpendicular to the extension direction of the sipe. Each "sipe" is preferably configured such that when the tire is mounted on the rim, inflated to a predetermined internal pressure, and subjected to maximum load, the pair of opposing sipe wall surfaces under load are at least partially in contact with each other. The sipe has a sipe depth preferably 3 to 20 mm, more preferably 3 to 11 mm.

[0041] In this article, for convenience, the tire circumferential side will be referred to as one side. Figure 1 The upper side of the tire is called "the first circumferential side CD1", and the other circumferential side of the tire ( Figure 1 The lower side of the tire is called the "second circumferential side CD2".

[0042] Similarly, for convenience, this article will refer to one side of the tire width direction ( Figure 1 The right side is referred to as "WD1, the first side in the tire width direction", and the other side in the tire width direction ( Figure 1The left side) is called "Tire Width Direction Second Side WD2".

[0043] like Figure 1 and Figure 2 As shown, the tire according to this embodiment includes two or more main grooves 3 on the tread surface 1. Each main groove 3 extends continuously along the tire circumference. The two or more main grooves 3 include a pair of outer main grooves 31 located on the outermost side in the tire width direction and a pair of inner main grooves 32 located on the inner side of the outer main grooves 31 in the tire width direction. The pair of inner main grooves 32 are not located on the tire equatorial plane CL, but are located on both sides of the tire equatorial plane CL. However, any one of the inner main grooves 32 may be located on the tire equatorial plane CL.

[0044] The number of main slots 3 is preferably four or more, as in this embodiment (four in this embodiment), but it can also be two or three.

[0045] The depth of the main groove 3 is preferably 6 to 20 mm, and more preferably 7 to 11 mm.

[0046] The tire according to this embodiment includes a central tread block row 21, a pair of intermediate tread block rows 22, and a pair of shoulder tread block rows 23 on the tread surface 1. These tread block rows will be described in sequence below.

[0047] First, refer to Figures 1 to 4 The central patterned block will be explained in column 21. Figure 3 and Figure 4 The central patterned block column 21 is shown in magnified view.

[0048] The central pattern block row 21 is located in the central area of ​​the tread surface 1.

[0049] The “central area” refers to the area on the tread surface 1 centered on the tire equatorial plane CL and having a width in the tire width direction equal to 50% of the ground contact width. On the other hand, the “shoulder area” refers to a pair of areas on the tread surface 1 located on the outer side of the central area in the tire width direction.

[0050] For the central pattern block array 21, it is sufficient to locate it at least partially within the central area, but preferably, the entire central pattern block array 21 is located within the central area, such as in... Figure 1 and Figure 2 As in this embodiment. In addition, as in this embodiment, the central tread block row 21 is preferably positioned on the tire equatorial plane CL, but it is not necessary to position it on the tire equatorial plane CL.

[0051] The central patterned block 21 is confined between a pair of inner main slots 32.

[0052] Each inner main channel 32 extends in a zigzag shape. This improves traction and drainage performance.

[0053] The central tread block row 21 has a plurality of central tread blocks 210 arranged along the tire circumference. The plurality of central tread blocks 210 are divided by central transverse grooves 41. The plurality of central transverse grooves 41 are arranged along the tire circumference. In this embodiment, although the central transverse grooves 41 are located on the tire equatorial plane CL, the central transverse grooves 41 are not necessarily located on the tire equatorial plane CL. Each central transverse groove 41 extends relative to the tire width direction and the tire radial direction, specifically, the more the central transverse groove 41 extends towards the first side WD1 in the tire width direction, the more it extends towards the first side CD1 in the tire circumferential direction.

[0054] The plurality of central patterned blocks 210 constituting the central patterned block array 21 include various types of central patterned blocks 210, specifically including a plurality of first central patterned blocks 211 and a plurality of second central patterned blocks 212. More specifically, in this embodiment, the plurality of central patterned blocks 210 constituting the central patterned block array 21 includes only two types of central patterned blocks 210, namely, first central patterned blocks 211 and second central patterned blocks 212. However, the plurality of central patterned blocks 210 constituting the central patterned block array 21 may include three or more types of central patterned blocks 210.

[0055] like Figure 2 As shown, the first central tread block 211 and the second central tread block 212 have polygonal shapes on the tread surface 1. In this document, the shape formed by each central tread block 210 (each first central tread block 211, each second central tread block 212, etc.) on the tread surface 1 refers to the shape formed by the outermost radial surface of the central tread block 210 in the unfolded view of the tread surface 1.

[0056] On the tread surface 1, the polygonal shape formed by each second central tread block 212 has the same number of sides as the polygonal shape formed by each first central tread block 211, but the shapes are different. More specifically, the polygonal shape formed by any second central tread block 212 has the same number of sides as the polygonal shape formed by any first central tread block 211, but the shapes are different. In this document, having "different shapes" means that they are inconsistent and dissimilar.

[0057] The polygonal shapes formed by the individual first central tread blocks 211 on the tread surface 1 can be uniform or substantially uniform. Similarly, the polygonal shapes formed by the individual second central tread blocks 212 on the tread surface 1 can be uniform or substantially uniform.

[0058] Therefore, according to this embodiment, since the shape of each first central tread block 211 and the shape of each second central tread block 212 have the same number of sides, they have similar shapes compared to cases where they have different numbers of sides. This allows for equalization of the ground pressure along the tire circumference during tire rolling, thereby improving wear resistance.

[0059] Furthermore, according to this embodiment, since the shape of each first central tread block 211 and the shape of each second central tread block 212 are different, the noise frequencies generated during tire rolling can be offset from each other compared to the case where their shapes are the same, thereby improving noise reduction performance.

[0060] Furthermore, according to this embodiment, because the first central tread block 211 and the second central tread block 212 have polygonal shapes, it is easier to arrange the central tread blocks 210 in the central tread block row 21 with equal spacing compared to cases where they have non-polygonal shapes such as circles. This can even out the ground pressure during tire rolling, thereby improving wear resistance.

[0061] like Figure 3 and Figure 4 As shown, each central pattern block 210 (and therefore each first central pattern block 211 and each second central pattern block 212) includes one or more central pattern block grooves (grooves) 210S. In this document, the central pattern block groove 210S included in the first central pattern block 211 is referred to as "first central pattern block groove 211S", and the central pattern block groove 210S included in the second central pattern block 212 is referred to as "second central pattern block groove 212S".

[0062] The number n of second central patterned block grooves 212S contained in each second central patterned block 212 is greater than the number m of first central patterned block grooves 211S contained in each first central patterned block 211. Furthermore, each first central patterned block 211 has the same number m of first central patterned block grooves 211S. Similarly, each second central patterned block 212 has the same number n of second central patterned block grooves 212S.

[0063] In this embodiment, a plurality of first central tread block grooves 211S are arranged along the tire circumference in each first central tread block 211. The number m of the first central tread block grooves 211S in each first central tread block 211 is 2. Similarly, a plurality of second central tread block grooves 212S are arranged along the tire circumference in each second central tread block 212. The number n of the second central tread block grooves 212S in each second central tread block 212 is 3.

[0064] According to this embodiment, since each central tread block 210 (and therefore each first central tread block 211 and each second central tread block 212) includes one or more central tread block grooves (grooves) 210S, the edges can be increased compared to the case without grooves, thereby achieving both traction performance and handling stability performance on dry roads.

[0065] Furthermore, according to this embodiment, since the number n of the second central tread block grooves 212S contained in each second central tread block 212 is greater than the number m of the first central tread block grooves 211S contained in each first central tread block 211, i.e. they are different, the frequencies of the noise generated during tire rolling can be staggered compared to the case where they are the same, thereby improving the noise reduction performance.

[0066] As described above, the pneumatic tire according to this embodiment can better achieve both noise reduction performance and wear resistance performance.

[0067] On the tread surface 1, each central tread block 210 (and therefore each first central tread block 211 and each second central tread block 212) preferably has a hexagonal shape, as in this embodiment.

[0068] This improves the durability of the central pattern block 210.

[0069] However, on the tread surface 1, each central tread block 210 (and therefore each first central tread block 211 and each second central tread block 212) can have any polygonal shape, such as a triangular shape or a quadrilateral shape.

[0070] On the tread surface 1, each central tread block 210 (and therefore each first central tread block 211 and each second central tread block 212) preferably has a polygonal shape without recesses (a convex polygonal shape), as in this embodiment. This can improve the durability of the central tread blocks 210.

[0071] The number of central pattern block grooves (grooves) 210S contained in each central pattern block 210 (and therefore each first central pattern block 211 and each second central pattern block 212) is preferably 1 to 5.

[0072] Compared to the case where the number of central pattern block grooves 210S contained in each central pattern block 210 (and therefore each first central pattern block 211 and each second central pattern block 212) is more than 6, this ensures the rigidity of the central pattern block 210 and improves the drainage characteristics.

[0073] From the same perspective, the number of central pattern block grooves 210S contained in each central pattern block 210 (and therefore each first central pattern block 211 and each second central pattern block 212) is preferably 1 to 4.

[0074] From the perspective of improving drainage characteristics, the number of central patterned block grooves 210S contained in each central patterned block 210 (and therefore each first central patterned block 211 and each second central patterned block 212) is preferably two or more.

[0075] The number m of first central patterned block grooves 211S contained in each first central patterned block 211 and the number n of second central patterned block grooves 212S contained in each second central patterned block 212 preferably satisfy the following conditions:

[0076] 1.3≤n / m≤4.0.

[0077] This allows for a better balance between noise reduction and abrasion resistance.

[0078] On the tread surface 1, the total length of the central tread block groove 210S per unit area in each central tread block 210 (and therefore each first central tread block 211 and each second central tread block 212) is preferably 0.02 to 0.20 mm / mm. 2 .

[0079] This allows for a better balance between traction performance and handling stability on dry surfaces.

[0080] The area of ​​each central tread block 210 on the tread surface 1 refers to the area of ​​the outermost radial surface of the central tread block 210 in the unfolded view of the tread surface 1. The total length of the central tread block sipes 210S refers to the total length of all the central tread block sipes 210S provided on the central tread block 210.

[0081] On the tread surface 1, the area of ​​each central tread block 210 (and thus the area S1 of each first central tread block 211 and the area S2 of each second central tread block 212) is preferably 300 to 3000 mm². 2 More preferably 450 to 2500 mm 2 .

[0082] This allows for a better balance between noise reduction and abrasion resistance.

[0083] On the tread surface 1, the area S1 of each first central tread block 211 and the area S2 of each second central tread block 212 preferably satisfy the following conditions:

[0084] 0.80≤S2 / S1≤1.25

[0085] More preferably satisfy

[0086] 0.83≤S2 / S1≤1.20, and

[0087] Even better to satisfy

[0088] 0.90≤S2 / S1≤1.10.

[0089] By making the area S1 of each first central tread block 211 and the area S2 of each second central tread block 212 close to each other, the ground pressure during tire rolling can be balanced, thereby further improving wear resistance.

[0090] Furthermore, on the tread surface 1, the areas S1 of each first central tread block 211 and S2 of each second central tread block 212 are preferably different from each other. This allows the noise frequencies generated during tire rolling to be staggered, thereby further improving noise reduction performance. Additionally, on the tread surface 1, the area S2 of each second central tread block 212 is preferably larger than the area S1 of each first central tread block 211 (i.e., preferably 1.0). <S2 / S1)。

[0091] On the tread surface 1, each central tread block 210 (and thus each first central tread block 211 and each second central tread block 212) preferably has an aspect ratio of 20% to 50%.

[0092] This allows for a better balance between noise reduction and abrasion resistance.

[0093] In this paper, the "aspect ratio" of a shape refers to the ratio of its length LS in the horizontal direction perpendicular to the longitudinal direction to its length LL in the vertical direction. Figure 3 The diagram illustrates the longitudinal length LL and transverse length LS of the hexagon formed by the central patterned block 210 for reference. Figure 3 As shown, the longitudinal direction of the hexagon formed by the central patterned block 210 is the extension direction of the longest diagonal D of the hexagon.

[0094] Viewed from the same angle, on the tread surface 1, each central tread block 210 (and therefore each first central tread block 211 and each second central tread block 212) preferably has a tire circumferential length (the tire circumferential distance between the pair of outermost ends of the central tread block 210 in the tire circumferential direction) that is greater than the tire width direction length (the tire width direction distance between the pair of outermost ends of the central tread block 210 in the tire width direction).

[0095] like Figure 3As shown, on the tread surface 1, each central tread block 210 (and therefore each first central tread block 211 and each second central tread block 212) preferably forms a polygonal shape that is longitudinally inclined relative to the tire width direction and the tire circumferential direction. Specifically, the more the longitudinal direction of the polygonal shape extends toward the first side WD1 in the tire width direction, the more it is inclined toward the first side CD1 in the tire circumferential direction.

[0096] On the tread surface 1, the tire circumferential length of each second central tread block 212 is preferably greater than the tire circumferential length of each first central tread block 211.

[0097] This can further improve noise reduction performance.

[0098] Furthermore, on the tread surface 1, the tire width direction length of each second central tread block 212 is preferably approximately the same as the tire width direction length of each first central tread block 211.

[0099] The number of the first central patterned block 211 is A, and the number of the second central patterned block 212 is B.

[0100] Preferably satisfy

[0101] 0.80≤B / A≤1.25

[0102] More preferably satisfy

[0103] 0.83≤B / A≤1.20, and

[0104] Even better to satisfy

[0105] 0.90≤B / A≤1.10.

[0106] This allows the noise frequencies generated during tire rolling to be staggered, thereby improving noise reduction performance.

[0107] Furthermore, it is preferable that the first central tread block 211 and the second central tread block 212 are alternately arranged along the tire circumference, as in this embodiment. In this case, the number A of the first central tread blocks 211 and the number B of the second central tread blocks 212 satisfy the following condition:

[0108] B / A = 1.00.

[0109] This can further improve noise reduction performance.

[0110] In each central tread block 210 (and thus each first central tread block 211 and each second central tread block 212), a central tread block groove 210S is preferably formed over the entire width of the central tread block 210 in the tire width direction. In other words, the central tread block groove 210S preferably opens toward a pair of inner main grooves 32 positioned adjacent to and located on both sides of the central tread block 210 in the tire width direction.

[0111] This increases the edge, thus allowing for better performance in both traction and handling stability on dry surfaces.

[0112] like Figure 3 As shown, in this embodiment, the central tread block groove 210S of each central tread block 210 (and therefore each first central tread block 211 and each second central tread block 212) includes a central tread block first groove portion 210Sp, a central tread block second groove portion 210Sq, and a central tread block third groove portion 210Sr. The central tread block first groove portion 210Sp is positioned adjacent to the second side WD2 in the tire width direction of the central tread block 210 and located in the opening of the inner main groove 32 of the second side WD2 and extending towards... The central tread block second sipe portion 210Sq extends towards the first tire width side WD1 and then towards the first tire circumferential side CD1. It is positioned adjacent to the central tread block 210 on the first tire width side WD1 and located within the opening of the inner main groove 32 of that first side WD1. The central tread block third sipe portion 210Sr connects the central tread block first sipe portion 210Sp and the central tread block second sipe portion 210Sq. The central tread block first sipe portion 210Sp and the central tread block second sipe portion 210Sq are substantially parallel to each other. The more the third groove portion 210Sr of the central tread block extends toward the first side WD1 in the tire width direction, the more it extends toward the first side CD1 in the tire circumferential direction, and the acute angle formed by the third groove portion 210Sr of the central tread block relative to the tire width direction is greater than the acute angle formed by the first groove portion 210Sp and the second groove portion 210Sq of the central tread block relative to the tire width direction.

[0113] In this way, the first sipe portion 210Sp and the second sipe portion 210Sq of the central tread block are inclined relative to the tire width direction and the tire radial direction, so that the first sipe portion 210Sp and the second sipe portion 210Sq of the central tread block are not substantially parallel to the outer edge of the contact patch. This can improve noise reduction performance.

[0114] In addition, since the central pattern block groove 210S has a zigzag shape due to the third groove portion 210Sr of the central pattern block, it can effectively prevent the pattern block portion divided by the central pattern block groove 210S in the central pattern block 210 from collapsing, thereby improving the handling stability performance.

[0115] like Figure 3 and Figure 4 As shown, in this embodiment, the groove depth of the two first central tread block grooves 211S included in the first central tread block 211 gradually increases as they extend further apart in the tire width direction. More specifically, the groove depth of one of the two first central tread block grooves 211S located on the first circumferential side CD1 of the first central tread block 211 gradually increases as it extends toward the first circumferential side WD1 of the tire width direction. The groove depth of the other of the two first central tread block grooves 211S located on the second circumferential side CD2 of the first central tread block 211 gradually increases as it extends toward the second circumferential side WD2 of the tire width direction. Therefore, it is possible to prevent the tread block portion of the first central tread block 211 divided by the first central tread block grooves 211S from being too tightly connected to the road surface, thereby improving wear resistance.

[0116] like Figure 3 and Figure 4 As shown, in this embodiment, the groove depths of the two outermost second central tread block grooves 212Sa and 212Sc, which are located in the tire circumferential direction among the three second central tread block grooves 212S included in the second central tread block 212, gradually increase as they extend further apart in the tire width direction. More specifically, the groove depth of the second central tread block groove 212Sa, located closest to the first tire circumferential side CD1, gradually increases as it extends toward the first tire width side WD1. The groove depth of the other second central tread block groove 212Sc, located closest to the second tire circumferential side CD2, gradually increases as it extends toward the second tire width side WD2.

[0117] In addition, in this embodiment, the groove depth of the other second central tread block groove 212Sb located in the middle in the tire circumferential direction among the three second central tread block grooves 212S included in the second central tread block 212 gradually increases as it extends outwards in the tire width direction.

[0118] like Figure 3 and Figure 4As shown, in this embodiment, in the first central tread block sipe 211Sa located on the first circumferential side CD1 of the two first central tread block sipes 211S included in the first central tread block 211, the third central tread block sipe portion 210Sr is located closer to the first WD1 in the tire width direction than the third central tread block sipe portion 210Sr of the first central tread block sipe 211Sb located on the second circumferential side CD2 of the tire.

[0119] like Figure 3 and Figure 4 As shown, in this embodiment, the third groove portion 210Sr of the central tread block among the three second central tread block grooves 212S included in the second central tread block 212 is located closer to the first side CD1 in the tire circumferential direction and closer to the first side WD1 in the tire width direction.

[0120] like Figure 4 As shown, in this embodiment, each first central patterned block 211 has a pair of central patterned block stepped sidewalls 213, and each central patterned block stepped sidewall 213 faces the inner main groove 32 and is provided with multiple steps. Figure 3 As shown, on the tread surface 1, the more the stepped sidewall 213 of each central tread block extends toward the first side CD1 in the tire width direction, the more it extends toward the second side CD2 in the tire circumferential direction.

[0121] The stepped sidewalls 213 with central patterned blocks can improve resistance to stone bites.

[0122] Furthermore, in this embodiment, each sidewall of each first central patterned block 211, except for the pair of central patterned block stepped sidewalls 213, is flat and without steps.

[0123] In addition, in this embodiment, each sidewall of each second central patterned block 212 is flat and without steps.

[0124] Next, we will refer to Figure 1 and Figure 2 as well as Figure 5 and Figure 6 Explanation of the middle patterned block column 22. Figure 5 and Figure 6 The central patterned block column 22 is shown in magnified view.

[0125] The intermediate tread block rows 22 are located on the outer side of the central tread block row 21 in the tire width direction and on the inner side of the shoulder tread block row 23 in the tire width direction. Each intermediate tread block row 22 includes a plurality of intermediate tread blocks 220 arranged along the tire circumference. The plurality of intermediate tread blocks 220 are divided by intermediate bump grooves 42.

[0126] In this embodiment, the intermediate tread block array 22 is defined between the inner main groove 32 and the outer main groove 31. That is, the intermediate tread block array 22 is positioned adjacent to the inner side of the outer main groove 31 in the tire width direction and located inside the outer main groove 31 in the tire width direction.

[0127] like Figure 5 and Figure 6 As shown, one or more (in this embodiment, multiple) of the plurality of intermediate tread blocks 220 constituting the intermediate tread block row 22 include an inclined sidewall 223. The inclined sidewall 223 faces the outer main groove 31 and gradually slopes radially inward as it extends outward in the tire width direction. Preferably, the inclined sidewall 223 forms an acute angle θ223 of 30° to 50° relative to the normal of the tread surface 1 at the inner end of the inclined sidewall 223 in the tire width direction. Figure 6 ). For example from Figure 1 and Figure 2 As can be seen from the comparison, the inclined sidewall 223 of the intermediate tread block is located on the radial inner side of the tire tread surface 1. It can be said that the inclined sidewall 223 of the intermediate tread block extends into the outer main groove 31.

[0128] This improves traction performance on muddy surfaces and other terrains.

[0129] In addition, because the inclined sidewall 223 of the middle tread block gradually tilts towards the radial inward side of the tire as it extends outward in the tire width direction, the outer main groove 31 can have a straighter shape compared to the case where the outer main groove 31 is parallel to the tread surface 1 in a manner included in the tread surface 1, thereby improving drainage performance.

[0130] From the same angle, the acute angle θ223 formed by the inclined sidewall 223 of the intermediate tread block with respect to the normal of the tread surface 1 at the inner end of the inclined sidewall 223 of the intermediate tread block in the tire width direction is ( Figure 6 More preferably, it is 33° to 47°.

[0131] like Figure 2 As shown, each outer main groove 31 extends in a substantially straight shape.

[0132] like Figure 5 and Figure 6 As shown, one or more (in this embodiment, multiple) second intermediate pattern blocks 222 of the plurality of intermediate pattern blocks 220 constituting the intermediate pattern block column 22 include an intermediate pattern block vertical sidewall surface 224 facing the outer main groove 31.

[0133] The acute angle θ223 formed by the inclined sidewall 223 of the intermediate tread block at the inner end of the inclined sidewall 223 in the tire width direction with respect to the normal of the tread surface 1. Figure 6 The acute angle θ224 formed by the inner end of the vertical sidewall 224 of the intermediate tread block in the tire width direction relative to the normal of the tread surface 1 is greater than that formed by the vertical sidewall 224 of the intermediate tread block. Figure 6 ).

[0134] Thus, because the intermediate pattern block row 22 includes first intermediate pattern blocks 221, each having an inclined sidewall 223, and second intermediate pattern blocks 222, each having a vertical sidewall 224, the portion of the intermediate pattern block row 22 facing the outer main groove 31 is uneven. This improves traction performance and also enhances the durability of the intermediate pattern block row 22.

[0135] like Figure 5 and Figure 6 As shown, the outer end of the inclined sidewall 223 of the intermediate tread block in the tire width direction is preferably positioned outside the outer end of the vertical sidewall 224 of the intermediate tread block in the tire width direction. This allows the inclined sidewall 223 of the intermediate tread block to extend further into the outer main groove 31. This can further improve traction performance. In addition, since the outer main groove 31 is basically divided by the inclined sidewall 223 of the intermediate tread block, air column resonance can be reduced, thereby improving noise reduction performance.

[0136] The acute angle θ224 formed by the inner end of the vertical sidewall 224 of the intermediate tread block in the tire width direction with respect to the normal of the tread surface 1. Figure 6 Preferably, the angle is 5° to 25°, more preferably 10° to 20°.

[0137] This improves drainage characteristics while ensuring the rigidity of the second intermediate patterned block 222.

[0138] like Figure 5 and Figure 6 As shown, the inclined sidewall 223 of the intermediate patterned block preferably has an intermediate patterned block recess 225. The intermediate patterned block recess 225 opens into the inclined sidewall 223 of the intermediate patterned block, thereby connecting to the outer main groove 31.

[0139] The recessed part 225 in the middle pattern block makes it easier to grip snow and mud, thereby further improving traction performance when driving on snow or mud.

[0140] The unfolded diagram of tread surface 1 ( Figure 5 In this configuration, the circumferential length of the tire circumferentially extending from the recessed portion 225 of the central tread block is preferably 3 to 10 mm. This further improves traction performance when driving on snow or mud.

[0141] Viewed from the same angle, the unfolded diagram of tread surface 1 ( Figure 5 In the tire width direction, the length of the recessed part 225 of the middle pattern block is preferably 3 to 10 mm.

[0142] From the same perspective, the radial depth of the tire at the deepest part of the middle tread block recess 225 is preferably 3.4 mm or more.

[0143] Furthermore, the radial depth of the tire at the deepest part of the middle tread block recess 225 is preferably less than or equal to the groove depth of the outer main groove 31.

[0144] like Figure 5 and Figure 6 As shown, the inclined sidewall 223 of the intermediate tread block preferably has a curved sipe 226. The curved sipe 226 has a bend 226a on the inclined sidewall 223 of the intermediate tread block during its extension. (Developed view of tread surface 1) Figure 1 and Figure 5 In this configuration, each curved groove 226 is curved in a manner that protrudes toward either side of the tire's circumference. For example... Figure 1 As shown, in this embodiment, the curved sipe 226 located on the first side WD1 in the tire width direction relative to the tire equatorial plane CL is curved in a manner that protrudes toward the second side CD2 in the tire circumferential direction, while the curved sipe 226 located on the second side WD2 in the tire width direction relative to the tire equatorial plane CL is curved in a manner that protrudes toward the first side CD1 in the tire circumferential direction. The curved sipe 226 is formed on the inclined sidewall 223 of the intermediate tread block located radially inside the tire tread surface 1, such that when the tire wears, the curved sipe 226 and the inclined sidewall 223 of the intermediate tread block appear together on the contact surface.

[0145] The curved groove 226 increases the number of grooves appearing on the ground surface during wear, thereby improving snow and wet performance during wear.

[0146] The unfolded diagram of tread surface 1 ( Figure 1 and Figure 5 In the curved sipe 226, the portion 226c of the curved sipe 226 extending from the curved portion 226a to the outer end of the curved sipe 226 in the tire width direction is preferably substantially parallel to the adjacent bump groove 44, which is the bump groove closest to the curved sipe 226.

[0147] This improves performance in snow and wet conditions during wear.

[0148] Adjacent bump grooves 44 are defined between the inclined sidewall 223 of the intermediate tread block and the inclined sidewall 233 of the shoulder tread block, described later. Each adjacent bump groove 44 is positioned adjacent to and located on either side of the curved sipe 226 in the tire circumferential direction. More specifically, on the second side WD2 in the tire width direction relative to the tire equatorial plane CL, the adjacent bump groove 44 is positioned adjacent to and located on the first side CD1 in the tire circumferential direction of the curved sipe 226. Additionally, on the first side WD1 in the tire width direction relative to the tire equatorial plane CL, the adjacent bump groove 44 is positioned adjacent to and located on the second side CD2 in the tire circumferential direction of the curved sipe 226.

[0149] Each adjacent bump groove 44 extends continuously from the outer end of the corresponding intermediate bump groove 42 in the tire width direction outward.

[0150] The unfolded diagram of tread surface 1 ( Figure 5 In the curved groove 226, the center angle θ226 is preferably 100° to 160°, more preferably 114° to 141°.

[0151] This improves performance in snow and wet conditions during wear.

[0152] The unfolded diagram of tread surface 1 ( Figure 5 In the process, the width of the adjacent bump groove 44 is preferably less than 3.5 mm.

[0153] By narrowing the adjacent bump groove 44, noise reduction performance can be improved, as well as anti-stone and desliming performance.

[0154] Furthermore, the unfolded diagram of tread surface 1 ( Figure 5 In the process, the width of the adjacent bump groove 44 is preferably 2.0 mm or more.

[0155] As in this embodiment, the adjacent bump groove 44 preferably extends towards the first side WD1 in the tire width direction as much as it extends towards the first side CD1 in the tire circumferential direction.

[0156] This can improve resistance to stone bites and noise reduction performance.

[0157] The adjacent bump grooves 44 are preferably formed at an acute angle of 20° to 50° relative to the tire width direction, more preferably 24° to 46°.

[0158] This can improve resistance to stone bites and noise reduction performance.

[0159] As in this embodiment, the first intermediate tread block 221 and the second intermediate tread block 222 preferably have different shapes on the tread surface 1. Hereinafter, the shape formed by each intermediate tread block 220 (each first intermediate tread block 221, each second intermediate tread block 222, etc.) on the tread surface 1 refers to the shape formed by the outermost radial surface of the intermediate tread block 220 in the unfolded view of the tread surface 1. Having “different shapes” means that they are inconsistent and dissimilar.

[0160] The shapes formed by the various first intermediate tread blocks 221 on the tread surface 1 can be identical, or they can differ from each other only in terms of their dimensions in the tire circumferential direction. Similarly, the shapes formed by the various second intermediate tread blocks 222 on the tread surface 1 can be identical, or they can differ from each other only in terms of their dimensions in the tire circumferential direction.

[0161] According to this embodiment, since the first intermediate tread block 221 and the second intermediate tread block 222 have different shapes, the noise frequencies generated during tire rolling can be staggered compared to the case where they have the same shape, thereby improving noise reduction performance.

[0162] On the tread surface 1, the area S3 of each first intermediate tread block and the area S4 of each second intermediate tread block preferably satisfy the following conditions:

[0163] 0.9≤S4 / S3≤1.1.

[0164] By bringing the values ​​of the first intermediate tread block 221 and the second intermediate tread block 222 closer together, the ground pressure during tire rolling can be balanced, thereby further improving wear resistance.

[0165] As in this embodiment, each first intermediate tread block 221 and each second intermediate tread block 222 is preferably polygonal in shape on the tread surface 1. This makes it easier to arrange the intermediate tread blocks 220 at equal intervals in the intermediate tread block rows 22 compared to when they have non-polygonal shapes (such as circles). This allows for equalization of the ground pressure during tire rolling, thereby improving wear resistance.

[0166] In this embodiment, the first intermediate tread block 221 and the second intermediate tread block 222 are alternately arranged along the tire circumference.

[0167] like Figure 1 As shown, the first intermediate tread block 221 and the second intermediate tread block 212 face each other in the tire width direction. The second intermediate tread block 222 and the first intermediate tread block 211 face each other in the tire width direction.

[0168] like Figure 5 and Figure 6 As shown, in this embodiment, each intermediate pattern block 220 (and therefore each first intermediate pattern block 221 and each second intermediate pattern block 222) includes one or more intermediate pattern block grooves (grooves) 220S.

[0169] According to this embodiment, since each intermediate tread block 220 (and therefore each first intermediate tread block 221 and each second intermediate tread block 222) includes one or more intermediate tread block grooves (grooves) 220S, the edges can be increased compared to the case without grooves, thereby achieving better traction performance and handling stability performance on dry roads.

[0170] In this embodiment, a plurality of intermediate tread block grooves 220S are arranged along the tire circumference in each intermediate tread block 220 (and thus each first intermediate tread block 221 and each second intermediate tread block 222). Each intermediate tread block 220 (and thus each first intermediate tread block 221 and each second intermediate tread block 222) has the same number of intermediate tread block grooves 220S. In this embodiment, each intermediate tread block 220 (and thus each first intermediate tread block 221 and each second intermediate tread block 222) contains three intermediate tread block grooves 220S.

[0171] like Figure 5As shown in the figure, in this embodiment, the intermediate tread block groove 220S of each intermediate tread block 220 (therefore each first intermediate tread block 221 and each intermediate second intermediate tread block 222) includes an intermediate tread block first groove portion 220Sp, an intermediate tread block second groove portion 220Sq, and an intermediate tread block third groove portion 220Sr. The intermediate tread block first groove portion 220Sp is positioned adjacent to and located on the outer side of the intermediate tread block 220 in the tire width direction. The groove 31 opens and extends inward in the tire width direction and terminates within the intermediate tread block 220. The second sipe portion 220Sq of the intermediate tread block opens towards the inner main groove 32, which is positioned adjacent to and located inward in the tire width direction of the intermediate tread block 220, and extends outward in the tire width direction and terminates within the intermediate tread block 220. The third sipe portion 220Sr of the intermediate tread block connects the first sipe portion 220Sp and the second sipe portion 220Sq of the intermediate tread block. The first sipe portion 220Sp and the second sipe portion 220Sq of the intermediate tread block are substantially parallel to each other. The closer the first sipe portion 220Sp and the second sipe portion 220Sq of the intermediate tread block extend towards the first side WD1 in the tire width direction, the further they extend towards the second side CD2 in the tire circumferential direction. The more the third groove of the middle tread block 220Sr extends toward the first side WD1 in the tire width direction, the more it extends toward the first side CD1 in the tire circumferential direction.

[0172] In this way, the first sipe portion 220Sp and the second sipe portion 220Sq of the intermediate tread block are inclined relative to the tire width direction and the tire radial direction, so that the first sipe portion 220Sp and the second sipe portion 220Sq of the intermediate tread block are not parallel to the outer edge of the contact patch. This can improve noise reduction performance.

[0173] In addition, since the intermediate pattern block groove 220S has a zigzag shape due to the third groove portion 220Sr of the intermediate pattern block, it can effectively prevent the pattern block portion of the intermediate pattern block 220 divided by the intermediate pattern block groove 220S from collapsing, thereby improving the handling stability performance.

[0174] like Figure 1 and Figure 5As shown, in this embodiment, the intermediate tread block recess 225 in each first intermediate tread block 221 is connected to one of the one or more intermediate tread block grooves 220S included in the first intermediate tread block 221. Specifically, in the first intermediate tread block 221 of the intermediate tread block row 22 located on the second side WD2 in the tire width direction relative to the tire equator CL, the intermediate tread block recess 225 is connected to the intermediate tread block groove 220S located closest to the second side CD2 in the tire circumferential direction among the three intermediate tread block grooves 220S included in the first intermediate tread block 221. In addition, in the first intermediate tread block 221 of the intermediate tread block row 22 located on the first side WD1 in the tire width direction relative to the tire equator CL, the intermediate tread block recess 225 is connected to the intermediate tread block groove 220S located closest to the first side CD1 in the tire circumferential direction among the three intermediate tread block grooves 220S included in the first intermediate tread block 221.

[0175] In this embodiment, the outer end of the recess 225 of each intermediate tread block in the tire width direction is located inside the tire width direction of the outer end of the inclined sidewall 223 of the intermediate tread block in the tire width direction.

[0176] like Figure 1 and Figure 5 As shown, in this embodiment, the curved sipes 226 in each first intermediate tread block 221 are connected to one of the one or more intermediate tread block sipes 220S contained in the first intermediate tread block 221. Specifically, in each first intermediate tread block 221, the curved sipes 226 are connected to the intermediate tread block sipe 220S located in the middle of the tire circumferential direction among the three intermediate tread block sipes 220S contained in the first intermediate tread block 221.

[0177] like Figure 5 As shown in the unfolded view of the tread surface 1, the portion 226b of the curved sipe 226 extending from the curved portion 226a to the inner end of the curved sipe 226 in the tire width direction is substantially parallel to the first sipe portion 220Sp of the intermediate tread block sipe 220S.

[0178] In this embodiment, the outer end of the curved groove 226 in the tire width direction is located inside the tire width direction of the outer end of the inclined sidewall 223 of the intermediate tread block in the tire width direction.

[0179] Next, we will refer to Figure 1 and Figure 2 as well as Figure 5 and Figure 6 Explanation of tire shoulder tread pattern block column 23. Figure 5 and Figure 6 The shoulder tread pattern row 23 is shown in magnified view.

[0180] The shoulder tread block row 23 is defined between the contact end TE and the outer main groove 31. That is, the shoulder tread block row 23 is positioned adjacent to and located outside the tire width direction of a pair of outer main grooves 31. Each shoulder tread block row 23 includes a plurality of shoulder tread blocks 230 arranged along the tire circumference. The plurality of shoulder tread blocks 230 are divided by shoulder bump grooves 43.

[0181] like Figure 5 and Figure 6 As shown, one or more (in this embodiment, multiple) of the plurality of shoulder tread blocks 230 constituting the shoulder tread block row 23 include a first shoulder tread block 231 with an inclined sidewall 233 facing the outer main groove 31 and gradually inclined toward the radially inward side of the tire as it extends toward the inner side in the tire width direction. Preferably, the inclined sidewall 233 forms an acute angle θ233 of 30° to 50° relative to the normal to the tread surface 1 at the outer end of the inclined sidewall 233 in the tire width direction. Figure 6 ). For example from Figure 1 and Figure 2 As can be seen from the comparison, the inclined sidewall 233 of the shoulder tread block is located on the radial inner side of the tire tread surface 1. It can be said that the inclined sidewall 233 of the shoulder tread block extends into the outer main groove 31.

[0182] This improves traction performance on muddy surfaces and other terrains.

[0183] In addition, because the inclined sidewall 233 of the shoulder tread block gradually tilts toward the radial inside of the tire as it extends toward the inside of the tire width direction, the outer main groove 31 can have a straighter shape compared to the case where it is parallel to the tread surface 1 in a manner included in the tread surface 1, thereby improving drainage performance.

[0184] From the same perspective, the acute angle θ233 formed by the inclined sidewall of the shoulder tread block 233 at the outer end of the shoulder tread block inclined sidewall 233 in the tire width direction relative to the normal of the tread surface 1 is ( Figure 6 More preferably, it is 33° to 47°.

[0185] like Figure 5 and Figure 6 As shown, one or more (in this embodiment, multiple) second shoulder tread blocks 232 of the plurality of shoulder tread blocks 230 constituting the shoulder tread block row 23 include a shoulder tread block vertical sidewall surface 234 facing the outer main groove 31.

[0186] The acute angle θ233 formed by the inclined sidewall of the shoulder tread block 233 at the outer end of the shoulder tread block inclined sidewall 233 in the tire width direction with respect to the normal of the tread surface 1. Figure 6The acute angle θ234 formed by the outer end of the vertical sidewall of the shoulder tread block 234 in the tire width direction relative to the normal of the tread surface 1 is greater than the angle θ234 formed by the vertical sidewall of the shoulder tread block 234. Figure 6 ).

[0187] Thus, because the shoulder tread block row 23 includes first shoulder tread blocks 231, each having an inclined sidewall 233, and second shoulder tread blocks 232, each having a vertical sidewall 234, the portion of the shoulder tread block row 23 facing the outer main groove 31 is uneven. This improves traction performance and also enhances the durability of the shoulder tread block row 23.

[0188] In this embodiment, in addition to the inclined sidewall 233 of the shoulder tread block, each first shoulder tread block 231 has a vertical sidewall 234. The vertical sidewall 234 of each first shoulder tread block 231 faces the corresponding inclined sidewall 223 of the middle tread block in the tire width direction.

[0189] Each second shoulder tread block 232 does not have a sloping sidewall 233.

[0190] like Figure 5 and Figure 6 As shown, the inner end of the inclined sidewall 233 of the shoulder tread block in the tire width direction is preferably located inside the inner end of the vertical sidewall 234 of the shoulder tread block in the tire width direction. This allows the inclined sidewall 233 of the shoulder tread block to extend further into the outer main groove 31. This can further improve traction performance. In addition, since the outer main groove 31 is substantially divided by the inclined sidewall 233 of the shoulder tread block, air column resonance can be reduced, thereby improving noise reduction performance.

[0191] The acute angle θ234 formed by the outer end of the vertical sidewall 234 of the shoulder tread block in the tire width direction with respect to the normal of the tread surface 1. Figure 6 Preferably, the angle is 5° to 25°, more preferably 10° to 20°.

[0192] This improves drainage characteristics while ensuring the rigidity of the shoulder tread blocks 230.

[0193] like Figure 5 and Figure 6 As shown, the inclined sidewall 233 of the tire shoulder tread block preferably has a tire shoulder tread block recess 235. The tire shoulder tread block recess 235 opens into the inclined sidewall 233 of the tire shoulder tread block, thereby connecting to the outer main groove 31.

[0194] The shoulder tread block recess 235 makes it easier to grip snow and mud, thereby further improving traction when driving on snow or mud.

[0195] The unfolded diagram of tread surface 1 ( Figure 5 In this configuration, the circumferential length of the tire shoulder tread block recess 235 is preferably 3 to 10 mm. This further improves traction performance when driving on snow or mud.

[0196] Viewed from the same angle, the unfolded diagram of tread surface 1 ( Figure 5 In the tire shoulder tread block recess 235, the tire width direction length is preferably 3 to 10 mm.

[0197] From the same perspective, the radial depth of the tire at the deepest part of the shoulder tread block recess 235 is preferably 3.4 mm or more.

[0198] Furthermore, the radial depth of the tire at the deepest part of the shoulder tread block recess 235 is preferably less than or equal to the groove depth of the outer main groove 31.

[0199] In this embodiment, the first shoulder tread block 231 and the second shoulder tread block 232 are alternately arranged along the tire circumference.

[0200] The first intermediate tread block 221 and the first shoulder tread block 231 face each other in the tire width direction. The second intermediate tread block 222 and the second shoulder tread block 232 face each other in the tire width direction.

[0201] In this embodiment, each shoulder tread block 230 (and therefore each first shoulder tread block 231 and each second shoulder tread block 232) includes one or more shoulder tread block grooves (grooves) 230S.

[0202] According to this embodiment, since each shoulder tread block 230 (and therefore each first shoulder tread block 231 and each second shoulder tread block 232) includes one or more shoulder tread block grooves (grooves) 230S, the edges can be increased compared to the case without grooves, thereby achieving better traction performance and handling stability performance on dry roads.

[0203] In this embodiment, a plurality of shoulder tread block grooves 230S are arranged along the tire circumference in each shoulder tread block 230 (and thus each first shoulder tread block 231 and each second shoulder tread block 232). Each shoulder tread block 230 (and thus each first shoulder tread block 231 and each second shoulder tread block 232) has the same number of shoulder tread block grooves 230S. In this embodiment, each shoulder tread block 230 (and thus each first shoulder tread block 231 and each second shoulder tread block 232) contains three shoulder tread block grooves 230S.

[0204] like Figure 1 and Figure 5 As shown, in this embodiment, the shoulder tread block recess 235 in each first shoulder tread block 231 is connected to one of the one or more shoulder tread block grooves 230S contained in the first shoulder tread block 231. Specifically, in the first shoulder tread block 231 of the shoulder tread block row 23 located on the second side WD2 in the tire width direction relative to the tire equatorial plane CL, the shoulder tread block recess 235 is connected to the shoulder tread block groove 230S located closest to the first side CD1 in the tire circumferential direction among the three shoulder tread block grooves 230S contained in the first shoulder tread block 231. Additionally, in the first shoulder tread block 231 of the shoulder tread block row 23 located on the first side WD1 in the tire width direction relative to the tire equatorial plane CL, the shoulder tread block recess 235 is connected to the shoulder tread block groove 230S located closest to the second side CD2 in the tire circumferential direction among the three shoulder tread block grooves 230S contained in the first shoulder tread block 231.

[0205] In this embodiment, the inner end of the shoulder tread block recess 235 in the tire width direction is located at the inner end of the shoulder tread block inclined sidewall 233 in the tire width direction.

[0206] Industrial availability

[0207] The pneumatic tire disclosed herein can be used as any type of pneumatic tire, and can be suitably used as a pneumatic tire for passenger cars, and more suitably as a pneumatic tire for all-season passenger cars.

[0208] List of reference numerals

[0209] 1. Tread surface

[0210] 21 central patterned blocks

[0211] 210 Central Pattern Block

[0212] 211 First Central Pattern Block

[0213] 212 Second Central Pattern Block

[0214] 213 Central Patterned Block Stepped Side Wall

[0215] 22. Middle patterned blocks

[0216] 220 center patterned blocks

[0217] 221 First central pattern block

[0218] 222 Second Middle Pattern Block

[0219] 223 Sloping sidewall of the central patterned block

[0220] 224 Vertical sidewalls of the central patterned block

[0221] 225 Recessed part of the central patterned block

[0222] 226 Curved Groove

[0223] 226a Bend

[0224] 226b The portion extending from the bend to the inner end in the tire width direction

[0225] 226c The portion extending from the bend to the outer end in the tire width direction

[0226] 23 Tire shoulder tread blocks

[0227] 230 tire shoulder tread blocks

[0228] 231 First shoulder tread block

[0229] 232 Second tire shoulder tread block

[0230] 233 Tire shoulder tread block sloping sidewall

[0231] 234 Shoulder tread block vertical sidewall

[0232] 235 Tire shoulder tread block recess

[0233] 210S Central Pattern Block Groove (Groove)

[0234] 211S First Central Pattern Block Groove

[0235] 212S Second Central Pattern Block Groove

[0236] 210Sp central pattern block, first groove section

[0237] 210Sq Central Pattern Block Second Groove Section

[0238] 210Sr central patterned block, third groove section

[0239] 220S center patterned block groove (groove)

[0240] 220Sp intermediate pattern block first groove section

[0241] 220Sq middle patterned block, second groove section

[0242] 220Sr intermediate pattern block third groove section

[0243] 230S tire shoulder tread block grooves (grooves)

[0244] 3 main slots

[0245] 31 External Main Slot

[0246] 32 Inner Main Slot

[0247] 41 Central transverse slot

[0248] 42. Middle bump groove (bump groove)

[0249] 43 Tire shoulder bump groove (bump groove)

[0250] 44 Adjacent bump slots (bump slots)

[0251] TE ground terminal

[0252] CD1 Tire Circumferential First Side

[0253] CD2 Tire Circumferential Second Side

[0254] CL tire equatorial surface

Claims

1. A pneumatic tire, comprising: The tread surface includes: Two or more main slots; and A pair of intermediate tread blocks are positioned adjacent to, and located within the tire width direction of, the outermost pair of main grooves in the tire width direction of the two or more main grooves. Each of the pair of intermediate tread block rows includes a plurality of intermediate tread blocks arranged along the tire circumference. One or more of the plurality of intermediate tread blocks each have an inclined sidewall surface, which faces the outer main groove of the pair of outer main grooves and gradually inclines toward the radially inward side of the tire as the inclined sidewall surface extends outward in the tire width direction. The inclined sidewall of the intermediate tread block forms an acute angle of 30° to 50° relative to the normal of the tread surface at the inner end of the inclined sidewall of the intermediate tread block in the tire width direction. The inclined sidewall of the intermediate patterned block has a curved groove, and The curved groove has a curved portion in the extension of the curved groove provided on the inclined side wall of the intermediate patterned block.

2. The pneumatic tire according to claim 1, wherein, One or more of the plurality of intermediate pattern blocks each have a vertical sidewall facing the outer main groove of the pair of outer main grooves. The acute angle formed by the inclined sidewall of the intermediate tread block at the inner end of the inclined sidewall of the intermediate tread block in the tire width direction with respect to the normal to the tread surface is greater than the acute angle formed by the vertical sidewall of the intermediate tread block at the inner end of the vertical sidewall of the intermediate tread block in the tire width direction with respect to the normal to the tread surface. The outer end of the inclined sidewall of the intermediate tread block in the tire width direction is located outside the outer end of the vertical sidewall of the intermediate tread block in the tire width direction.

3. The pneumatic tire according to claim 2, wherein, The acute angle formed by the vertical sidewall of the intermediate tread block at the inner end of the vertical sidewall in the tire width direction with respect to the normal of the tread surface is 5° to 25°.

4. The pneumatic tire according to any one of claims 1 to 3, wherein, The inclined sidewall of the intermediate patterned block has a recessed portion of the intermediate patterned block.

5. The pneumatic tire according to any one of claims 1 to 3, wherein, In the unfolded view of the tread surface, the portion of the curved sipe extending from the curved portion to the outer end of the curved sipe in the tire width direction is substantially parallel to the adjacent bump groove, which is the bump groove closest to the curved sipe.

6. The pneumatic tire according to claim 5, wherein, The adjacent bump grooves form an acute angle of 20° to 50° relative to the tire width direction.

7. The pneumatic tire according to claim 3, wherein, On the tread surface, the first intermediate tread block and the second intermediate tread block have different shapes, and The area S3 of each first intermediate pattern block and the area S4 of each second intermediate pattern block both satisfy the following conditions: 0.9≤S4 / S3≤1.

1.

8. The pneumatic tire according to any one of claims 1 to 3, wherein, The tread surface also includes a pair of shoulder tread blocks positioned adjacent to and located outside the outer side of the outer main grooves in the tire width direction. Each of the pair of shoulder tread block rows includes multiple shoulder tread blocks arranged along the tire circumference. One or more of the plurality of shoulder tread blocks have inclined sidewalls, which face the outer main groove of the pair of outer main grooves and gradually incline towards the radially inward side of the tire as they extend inward toward the tire width direction. The inclined sidewall of the shoulder tread block forms an acute angle of 30° to 50° relative to the normal of the tread surface at the outer end of the inclined sidewall of the shoulder tread block in the tire width direction.

9. The pneumatic tire according to claim 8, wherein, The inclined sidewall of the tire shoulder tread block has a tire shoulder tread block recess.

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