Tire

Abstract

To provide a tire which can improve design property of a side wall part and perceptibility of an ensign part.SOLUTION: In a tire 1 a raised portion 10 is arranged at a side wall part 3. The raised portion 10 includes: an outside design part 11; an ensign part 12; and an inside design part 13. The outside design part 11 includes an inward contour part 14 which has a plurality of inward peaks 15 protruding to an inner side in a tire radial direction. The inside design part 13 is positioned apart from the ensign part 12 in the tire circumferential direction. The inside design part 13 includes an outward contour part 20 which has a plurality of outward peaks 21 protruding to an outer side in the tire radial direction. Each of the plurality of inward peaks 15 is arranged at a different position from each of the plurality of outward peaks 21 in the tire radial direction.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a tire. [Background technology]

[0002] Patent Document 1 below describes a pneumatic tire provided with a mark protruding from a side surface. The pneumatic tire further includes a protector protruding outward from the side surface. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-156213 A Summary of the Invention [Problem to be solved by the invention]

[0004] For example, when the size of the protector is increased in order to improve the design of the side surface, the mark becomes smaller, which causes a problem of poor visibility of the mark.

[0005] The present invention has been devised in view of the above problems, and has as its main object to provide a tire which can improve the design of the sidewall portion and the visibility of the markings. [Means for solving the problem]

[0006] A tire including a pair of sidewall portions, at least one of the pair of sidewall portions being provided with a raised portion that protrudes outward in the tire axial direction from a reference plane, the raised portion including an outer design portion consisting of a figure located radially outward of the sidewall portion, a marking portion consisting of letters located radially inward of the outer design portion, and an inner design portion located radially inward of the outer design portion, the outer design portion including an inward contour portion having a plurality of inward vertices protruding radially inward, the inner design portion being located away from the marking portion in the tire circumferential direction, the inner design portion including an outward contour portion having a plurality of outward vertices protruding radially outward, each of the plurality of inward vertices being located at a different position in the tire radial direction from each of the plurality of outward vertices. Effect of the Invention

[0007] By adopting the above-mentioned configuration, the tire of the present invention can improve the design of the sidewall portion and the visibility of the marking portion. [Brief description of the drawings]

[0008] [Figure 1] 1 is a tire meridian cross-sectional view of the left half of a tire according to one embodiment of the present invention. [Diagram 2] FIG. [Diagram 3] FIG. 3 is an enlarged view of FIG. [Figure 4] FIG. [Diagram 5] 3. FIG. 4(a) is a cross-sectional view taken along line AA in FIG. 3, FIG. 4(b) is a cross-sectional view taken along line BB in FIG. 3, and FIG. 4(c) is a cross-sectional view taken along line CC in FIG. [Figure 6] FIG. 3 is an enlarged view of FIG. [Figure 7] FIG. 3 is an enlarged view of FIG. [Figure 8] FIG. [Figure 9] FIG. 3 is an enlarged view of FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The drawings include exaggerated expressions and expressions different from the dimensional ratio of the actual structure in order to facilitate understanding of the present invention. In addition, when there are multiple embodiments, the same or common elements are given the same reference numerals throughout the specification, and duplicated explanations are omitted.

[0010] Fig. 1 is a tire meridian cross-sectional view of the left half including the tire rotation axis Co (shown in Fig. 2) of a tire 1 showing one embodiment of the present invention. Fig. 1 shows a passenger car pneumatic tire for an SUV (Sport Utility Vehicle) as a preferred embodiment. However, the present invention may also be applied to pneumatic tires for light trucks and heavy loads, and non-pneumatic tires that are not filled with pressurized air inside the tire.

[0011] In this specification, unless otherwise specified, the dimensions of each part of the tire 1 are values ​​measured in a normal state. In the case of a pneumatic tire, the "normal state" refers to an unloaded state in which the tire 1 is mounted on a normal rim (not shown) and inflated to a normal internal pressure.

[0012] A "genuine rim" is a rim that is defined for each tire by a standard system that includes the standard on which tire 1 is based, such as a "standard rim" in the case of JATMA, a "Design Rim" in the case of TRA, and a "Measuring Rim" in the case of ETRTO.

[0013] "Normal internal pressure" is the air pressure set for each tire by each standard in the standard system including the standard on which tire 1 is based, and is the "maximum air pressure" in the case of JATMA, the maximum value listed in the table "TIRE LOAD LIMITSAT VARIOUS COLD INFLATION PRESSURES" in the case of TRA, and the "INFLATION PRESSURE" in the case of ETRTO.

[0014] The tire 1 includes a pair of sidewall portions 3 (one of the sidewall portions 3 is shown in FIG. 1). The tire 1 further includes a pair of bead portions 4 (one of the bead portions 4 is shown in FIG. 1) located on the radially inner side of each of the pair of sidewall portions 3, and a tread portion 2 connecting the pair of sidewall portions 3 to each other.

[0015] At least one of the pair of sidewall portions 3 is provided with a raised portion 10 that protrudes from the reference plane 3s outward in the tire axial direction. In the tire 1 of the present embodiment, the raised portion 10 of the present invention is provided on one of the sidewall portions 3. Note that the tire 1 may be provided with the raised portions 10 on both sidewall portions 3.

[0016] FIG. 2 is an overall side view of the tire 1. FIG. 3 is an enlarged view of FIG. 2. FIG. 4 is a partial perspective view of the tire 1. As shown in FIG. 1 to FIG. 4, the raised portion 10 includes an outer design portion 11, a marking portion 12, and an inner design portion 13. The marking portion 12 is formed as a letter. The outer design portion 11 and the inner design portion 13 are formed as a figure. In this specification, the "letters" include European letters, numbers, and symbols, and represent the tire manufacturer name, brand name, size, etc. Also, in this specification, the "figures" include patterns and drawings excluding the "letters".

[0017] The outer design portion 11 is located on the outer side of the sidewall portion 3 in the tire radial direction. The outer design portion 11 includes an inward contour portion 14 having multiple inward apexes 15 protruding inward in the tire radial direction. The inner design portion 13 is located on the inner side of the outer design portion 11 in the tire radial direction. The inner design portion 13 includes an outward contour portion 20 having multiple outward apexes 21 protruding outward in the tire radial direction. Such a tire 1 enhances the design of the sidewall portion 3.

[0018] Additionally, the marking portion 12 is located radially inward of the outer design portion 11. The inner design portion 13 is located away from the marking portion 12 in the tire circumferential direction. This allows the marking portion 12 to be clearly distinguished from the outer design portion 11 and the inner design portion 13, and provides high visibility.

[0019] Each of the multiple inward vertices 15 is provided at a different position in the tire radial direction from each of the multiple outward vertices 21. This prevents the inner design portion 13 and the outer design portion 11 from giving a flat impression, improving the design. Also, the visibility of the marking portion 12, which is differentiated from such inner design portion 13 and outer design portion 11, is further improved. The minimum distance Lx (shown in FIG. 9) in the tire radial direction between any of the inward vertices 15 and any of the outward vertices 21 is preferably 1 mm or more.

[0020] The tread portion 2 of the present embodiment is provided with a plurality of shoulder blocks 5 including the tread end Te, and shoulder lateral grooves 6 adjacent to the shoulder blocks 5 and extending from the inside to the outside of the tread end Te in the axial direction of the tire.

[0021] In the case of a pneumatic tire, the tread edge Te is the axially outermost position of the tire 1 in a normal load state where the tire 1 touches a flat surface. The normal load state is a state where the tire 1 in the normal state is loaded with a normal load and is in contact with the flat surface at a camber angle of 0°. The "normal load" is a load determined for each tire by each standard in a standard system including the standard on which the tire 1 is based, and is "maximum load capacity" for JATMA, the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" for TRA, and "LOAD CAPACITY" for ETRTO.

[0022] The sidewall portion 3 of this embodiment includes an annular portion 9 that extends continuously in the tire circumferential direction around the tire rotation axis Co. The annular portion 9 is formed, for example, by protruding from a reference plane 3s to the outside in the tire axial direction. The annular portion 9 includes a first annular portion 9A located on the tread portion 2 side and a second annular portion 9B located on the tire radial direction inner side of the first annular portion 9A. In this embodiment, a protuberance 10 is formed between the first annular portion 9A and the second annular portion 9B. In addition, the shoulder lateral groove 6 extends to be connected to the first annular portion 9A.

[0023] Although not particularly limited, the inner end 9i (shown in FIG. 4) in the tire radial direction of the first annular portion 9A is located 75% to 85% of the tire cross-sectional height H (shown in FIG. 1) outward in the tire radial direction from the bead base line BL. The outer end 9e (shown in FIG. 4) in the tire radial direction of the second annular portion 9B is located 30% to 40% of the tire cross-sectional height H outward in the tire radial direction from the bead base line BL. The "tire cross-sectional height H" is the distance in the tire radial direction from the bead base line BL to the outermost position in the tire radial direction of the tire 1. The "bead base line BL" is the tire axial line that passes through the rim diameter position.

[0024] The reference surface 3s is formed by a hidden surface located axially inward from the surface of the sidewall portion 3 by partial irregularities such as the annular portion 9, the raised portion 10, and a protective rib for preventing rim separation, and an outer surface which is a part of the surface and smoothly connects to the hidden surface. The reference surface 3s in this embodiment is formed so as to smoothly connect the groove bottom 6s of the shoulder lateral groove 6 and the outer surface 4s of the bead portion 4 in the tire meridian cross section.

[0025] FIG. 5(A) is a cross-sectional view taken along line AA in FIG. 3. FIG. 5(A) shows a cross-section of the outer design portion 11. FIG. 5(B) is a cross-sectional view taken along line BB in FIG. 3. FIG. 5(B) shows a cross-section of the marking portion 12. FIG. 5(C) is a cross-sectional view taken along line CC in FIG. 3. FIG. 5(C) shows a cross-section of the inner design portion 13. As shown in FIG. 5, the maximum protruding length L of the raised portion 10 in the tire axial direction from the reference plane 3s is preferably 2 mm or more. This allows the raised portion 10 to be clearly identified, ensuring a high level of design for the sidewall portion 3. If the maximum protruding length L of the raised portion 10 is excessively large, the mass balance will differ greatly depending on whether the raised portion 10 is present or not, and there is a risk of RFV (radial force variation) deteriorating. For this reason, the maximum protruding length L of the raised portion 10 is more preferably 3 mm or more, more preferably 5 mm or less, and more preferably 4 mm or less. In this embodiment, the maximum protruding length L of each of the outer design portion 11, the symbol portion 12, and the inner design portion 13 is 2 mm or more. In this specification, the protruding length is the length in the normal direction to the reference surface 3s.

[0026] The absolute values ​​|L1-L2|, |L2-L3|, and |L3-L1| of the differences between the maximum protruding length L1 of the outer design portion 11, the maximum protruding length L3 of the inner design portion 13, and the maximum protruding length L2 of the logo portion 12 are desirably 2 mm or less. This equalizes the mass balance of the outer design portion 11, the logo portion 12, and the inner design portion 13, and enables the RFV to be maintained high.

[0027] In this embodiment, the maximum protruding length L3 of the inner design portion 13 is greater than the maximum protruding length L1 of the outer design portion 11. The difference (L3-L1) between the maximum protruding length L3 of the inner design portion 13 and the maximum protruding length L1 of the outer design portion 11 is, for example, 0.5 to 1.0 mm. In this embodiment, the maximum protruding length L2 of the marking portion 12 is greater than the maximum protruding length L1 of the outer design portion 11. The difference (L2-L1) between the maximum protruding length L2 of the marking portion 12 and the maximum protruding length L1 of the outer design portion 11 is, for example, 0.5 to 1.0 mm. This can improve the visibility of the marking portion 12 and the inner design portion 13 located away from the marking portion 12 in the tire circumferential direction.

[0028] 3, in this embodiment, the marking portion 12 crosses (longitudinally) the tire maximum width position M in the tire radial direction. In this manner, the marking portion 12 in this embodiment is provided at the tire maximum width position M, which is the most visible position, thereby improving the visibility of the marking portion 12. In this embodiment, the tire maximum width position M is located at the midpoint of the characters (marking portion 12) in the tire radial direction. In this specification, the tire maximum width position M is the position at which the reference surface 3s protrudes furthest outward in the tire axial direction.

[0029] In this embodiment, the marking portion 12 is formed by arranging a plurality of characters in the tire circumferential direction. Adjacent characters in the tire circumferential direction are separated by, for example, a reference surface 3s. Thus, the marking portion 12 in this embodiment is formed by a plurality of characters and a reference surface 3s located between adjacent characters in the tire circumferential direction. The minimum length Lh in the tire circumferential direction of the reference surface 3s located between adjacent characters in the tire circumferential direction is 150% or less of the length Ha of the characters (marking portion 12) in the tire radial direction. As shown in FIG. 3, the minimum length Lh is the length at the same height position in the tire radial direction.

[0030] The mark portion 12 includes a first mark portion 12A and a second mark portion 12B spaced apart from the first mark portion 12A in the tire circumferential direction. The first mark portion 12A and the second mark portion 12B are spaced apart such that an angle α1 about the tire rotation axis Co is 150 to 210 degrees. In this specification, the angle α1 is the angle between a midpoint c1 of the first mark portion 12A in the tire circumferential direction and a midpoint c2 of the second mark portion 12B in the tire circumferential direction. Such a mark portion 12 can equalize the mass balance of the tire 1 in the tire circumferential direction and suppress deterioration of the RFV.

[0031] Additionally, each of the angle θ1a of the first mark portion 12A and the angle θ1b of the second mark portion 12B is preferably 50 degrees or more, more preferably 60 degrees or more, and more preferably 120 degrees or less, and even more preferably 110 degrees or less. This allows the mark portion 12 to be easily recognized (read) and enhances the design. The angle θ1a is an angle centered on the tire rotation axis Co between both ends of the first mark portion 12A in the tire circumferential direction. The angle θ1b is an angle centered on the tire rotation axis Co between both ends of the second mark portion 12B in the tire circumferential direction.

[0032] In order to suppress deterioration of the RFV, the absolute value of the difference |θ1a-θ1b| between the angle θ1a of the first mark portion 12A and the angle θ1b of the second mark portion 12B is preferably 60 degrees or less, and more preferably 50 degrees or less.

[0033] The length H1 (shown in FIG. 2) of the marking portion 12 in the tire radial direction is desirably 10% or more of the tire cross-sectional height H, desirably 30% or less, more desirably 20% or less, and even more desirably 15% or less. Since the length H1 of the marking portion 12 is 10% or more of the tire cross-sectional height H, the visibility of the marking portion 12 is increased. Since the length H1 of the marking portion 12 is 20% or less of the tire cross-sectional height H, the size (area) of the outer design portion 11 can be ensured, and the design of the sidewall portion 3 can be highly ensured.

[0034] In this embodiment, the outer design portion 11 does not cross the tire maximum width position M in the tire radial direction, and is separated from the inner design portion 13 by the reference surface 3s. In this way, the outer design portion 11 is located radially outboard of the tire maximum width position M, and is not connected to the inner design portion 13, which gives a sharp appearance to the sidewall portion 3 and improves its design.

[0035] In this embodiment, the outer design portion 11 is formed so as to extend continuously in the tire circumferential direction. In other words, the inward contour portion 14 in this embodiment extends continuously in an annular shape in the tire circumferential direction. The outer design portion 11 is disposed so as to face the marking portion 12 and the inner design portion 13 in the tire radial direction. The outer design portion 11 is connected to the first annular portion 9A, for example, and extends inward in the tire radial direction.

[0036] FIG. 6 is an enlarged view of FIG. 3. For convenience, the inner design portion 13 is omitted in FIG. 6. As shown in FIG. 6, the outer design portion 11 is formed by arranging a plurality of first designs 17 in the tire circumferential direction. In this embodiment, the first design 17 includes a main portion 18 and a pair of sub-portions 19, 19 adjacent to both sides of the main portion 18 in the tire circumferential direction. The main portion 18 has, for example, a pair of main side edges 18e, 18e extending in a convex tapered shape from the first annular portion 9A toward the inside in the tire radial direction. In this embodiment, each sub-portion 19 has a pair of sub-side edges 19e, 19e extending in a convex tapered shape toward the inside in the tire radial direction. In this embodiment, one of the sub-side edges 19e is connected to the main side edge 18e, and the other sub-side edge 19e is connected to the sub-side edge 19e of the first design 17 adjacent in the tire circumferential direction. An intersection of a pair of major side edges 18e and an intersection of a pair of minor side edges 19e each form an inward vertex 15. The outer design portion 11 may be formed by alternating, in the tire circumferential direction, the first design 17 and a shape that is symmetrical to the first design 17 with the tire radial line as the axis of symmetry (not shown).

[0037] The inward contour portion 14 of this embodiment extends in a zigzag shape in the tire circumferential direction. For example, the inward contour portion 14 extends continuously in the tire circumferential direction. The inward contour portion 14 includes a plurality of inward vertices 15 and an outward bottom point 16 that is adjacent to the inward vertices 15 in the tire circumferential direction and is concave toward the outside in the tire radial direction. In this embodiment, the inward vertices 15 of the first design 17 are offset from each other in the tire radial direction. In this embodiment, the outward bottom points 16 of the first design 17 are offset from each other in the tire radial direction. Each of the inward vertices 15 and each of the outward bottom points 16 are offset from each other in the tire radial direction. Such an inward contour portion 14 enhances the design of the sidewall portion 3.

[0038] As shown in FIG. 5(A), in this embodiment, the protruding length L1a of the main portion 18 from the reference plane 3s in the tire axial direction is formed to be greater than the protruding length L1b of the secondary portion 19 from the reference plane 3s in the tire axial direction. Such a first design 17 can change the appearance of the outer design portion 11 and further enhance its design. The protruding length L1a of the main portion 18 is, for example, the same as the protruding length L5 (shown in FIG. 1) of the first annular portion 9A from the reference plane 3s in the tire axial direction. Although not particularly limited, the protruding length L1b of the secondary portion 19 is preferably 50% or more of the protruding length L1a of the main portion 18, more preferably 55% or more, more preferably 95% or less, and even more preferably 93% or less.

[0039] As shown in Fig. 6, the maximum length H2a in the tire radial direction of the main portion 18 is formed to be greater than the maximum length H2b in the tire radial direction of the secondary portion 19. In other words, the inward apex 15a of the main portion 18 is located more inward in the tire radial direction than the inward apex 15b of the secondary portion 19. Such a first design 17 can further improve the design of the sidewall portion 3. Although not particularly limited, the maximum length H2a in the tire radial direction of the main portion 18 is preferably 80% or more of the length H1 in the tire radial direction of the marking portion 12 (shown in Fig. 2), more preferably 90% or more, more preferably 125% or less, and even more preferably 110% or less.

[0040] In a side view of the tire 1, the shortest distance Lc (shown in FIG. 3) between the inward apex 15 and the marking portion 12 is preferably 5% or more of the maximum length H2a of the main portion 18, more preferably 10% or more, more preferably 30% or less, and even more preferably 25% or less. Since the shortest distance Lc is 5% or more of the maximum length H2a of the main portion 18, high visibility of the marking portion 12 is maintained. Since the shortest distance Lc is 30% or less of the maximum length H2a of the main portion 18, the impression that the marking portion 12 and the outer design portion 11 are flat can be prevented.

[0041] 3, in this embodiment, the inner design portion 13 crosses (longitudinally) the tire maximum width position M in the tire radial direction. In this way, the inner design portion 13 is also provided at the tire maximum width position M, which is the most visible position, thereby improving the visibility of the inner design portion 13. The inner design portion 13 is formed, for example, separated from the second annular portion 9B in the tire radial direction.

[0042] The circumferential distance D1 between the inner design portion 13 and the marking portion 12 is preferably 20 mm or more, more preferably 60 mm or less, and even more preferably 40 mm or less. Since the distance D1 is 20 mm or more, the inner design portion 13 and the marking portion 12 are clearly distinguished from each other, ensuring high visibility of the marking portion 12. Since the distance D1 is 60 mm or less, the area in which the marking portion 12 and the inner design portion 13 are not formed is small, ensuring balance of the tire mass in the circumferential direction of the tire, and maintaining a high RFV. The distance D1 is determined by the length of the tire circumferential line Y passing through the radial midpoint 12c of the letter (marking portion 12) (shown in FIG. 2).

[0043] The radially outer end 13e of the inner design portion 13 is located radially outward of the radially outer end 12e of the marking portion 12. The radially inner end 13i of the inner design portion 13 is located radially inward of the radially inner end 12i of the marking portion 12. Such an inner design portion 13 can further increase the visibility of the marking portion 12 by enhancing the sense of unity with the radially adjacent outer design portion 11.

[0044] The inner design portion 13 is formed by arranging a plurality of second designs 22 in the tire circumferential direction. The second designs 22 are formed, for example, in a tapered shape in which the length in the tire circumferential direction decreases toward the outside in the tire radial direction.

[0045] FIG. 7 is an enlarged view of FIG. 3. For convenience, FIG. 7 shows the outer design portion 11 removed. As shown in FIG. 7, the outward contour portion 20 of this embodiment extends in a zigzag shape in the tire circumferential direction. In other words, the outward contour portion 20 includes a plurality of outward vertices 21, an inward bottom point 24 adjacent to the outward vertices 21 in the tire circumferential direction and concave toward the inside in the tire radial direction, and two side edges 25 extending inward in the tire radial direction from each outward vertex 21. In this embodiment, the outward vertices 21 are mutually offset in the tire radial direction. In this embodiment, the inward bottom points 24 are mutually offset in the tire radial direction. Each outward vertex 21 and each inward bottom point 24 are mutually offset in the tire radial direction. Such an outward contour portion 20 enhances the design of the sidewall portion 3.

[0046] FIG. 8 is a side view of the tire 1. As shown in FIG. 8, the inner design portion 13 includes, for example, a first group 13A in which a plurality of second designs 22 (shown in FIG. 7) are arranged in the tire circumferential direction, and a second group 13B in which a plurality of second designs 22 are arranged in the tire circumferential direction and spaced apart from the first group 13A in the tire circumferential direction. The first group 13A and the second group 13B are spaced apart from each other by an angle α2 of 150 to 210 degrees about the tire rotation axis Co. The angle α2 is an angle between a midpoint c3 of the first group 13A in the tire circumferential direction and a midpoint c4 of the second group 13B in the tire circumferential direction. Such an inner design portion 13 can suppress deterioration of the RFV. In the sidewall portion 3 of this embodiment, the first marking portion 12A or the second marking portion 12B is arranged between the first group 13A and the second group 13B, so that deterioration of the RFV is further suppressed. In each of the first group 13A and the second group 13B, the reference surface 3s is disposed between the second designs 22, 22 adjacent in the tire circumferential direction. Note that the second group 13B may be formed by arranging a plurality of shapes that are line-symmetric to the second design 22 with respect to a tire radial line as an axis of symmetry in the tire circumferential direction (not shown).

[0047] Each of the angle θ3a of the first group 13A and the angle θ3b of the second group 13B is preferably 50 degrees or more, more preferably 60 degrees or more, more preferably 90 degrees or less, and even more preferably 80 degrees or less. This equalizes the tire circumferential lengths of the first group 13A and the second group 13B, and therefore the tire circumferential lengths of the first mark portion 12A and the second mark portion 12B, and can suppress deterioration of RFV. The angle θ1a is an angle about the tire rotation axis Co between both ends of the first mark portion 12A in the tire circumferential direction. The angle θ1b is an angle about the tire rotation axis Co between both ends of the second mark portion 12B in the tire circumferential direction. The absolute value |θ3a-θ3b| of the difference between the angle θ3a of the first group 13A and the angle θ3b of the second group 13B is preferably 50 degrees or less, and even more preferably 30 degrees or less. In this embodiment, the absolute value of the difference |θ3a−θ3b| is 0 degrees.

[0048] The area Sb of the second design 22 is, for example, larger than the area Sa of the first design 17. Also, the arrangement pitch Pb of the second design 22 in the tire circumferential direction is, for example, larger than the arrangement pitch Pa of the first design 17 in the tire circumferential direction. In this way, by relatively increasing the area Sb and arrangement pitch Pb of the second design 22 located at the tire maximum width position M, which has good visibility, the design of the sidewall portion 3 can be further improved. In FIG. 8, the areas Sa and Sb are clearly indicated by hatching. In this specification, the arrangement pitches Pa and Pb are the maximum lengths in the tire circumferential direction of the first design 17 and the second design 22 at the same height position in the tire radial direction.

[0049] As shown in FIG. 7 and FIG. 8, in this embodiment, each of the first group 13A and the second group 13B includes a third design 23 between the second designs 22 adjacent in the tire circumferential direction, connecting them. The protruding length L4 (shown in FIG. 5(C)) of the third design 23 in the tire axial direction from the reference plane 3s is formed to be smaller than the maximum protruding length L3 of the inner design portion 13. In addition, the maximum length H4 of the third design 23 in the tire radial direction is formed to be smaller than the length H3 of the second design 22 in the tire radial direction. Furthermore, the third design 23 does not cross (longitudinally cross) the tire maximum width position M in the tire radial direction. Such a third design 23 suppresses an excessive increase in the mass of the tire 1. In addition, the third design 23 is useful for improving the design of the sidewall portion 3.

[0050] The second design 22 includes an outward surface 28 that faces outward in the tire axial direction. The outward surface 28 includes a first portion 31 that has a first protruding length Le (shown in FIG. 5(C)) from the reference plane 3s in the tire axial direction, and a second portion 32 that has a second protruding length Lf from the reference plane 3s in the tire axial direction. The first portion 31 includes an outward contour portion 20. The first portion 31 includes a second outward contour portion 26 that is substantially parallel to the outward contour portion 20. The second outward contour portion 26 includes a plurality of second outward apexes 36 that protrude outward in the tire radial direction, and second inward bottom points 37 that are adjacent to the second outward apexes 36 in the tire circumferential direction and are concave toward the inside in the tire radial direction. "Substantially parallel" not only has the meaning of parallel as described in the dictionary, but also includes an embodiment in which the number of the second outward apexes 36 and the second inward bottom points 37 is the same as the number of the outward apexes 21 or the inward bottom points 24. Furthermore, "substantially parallel" includes a mode in which each of the second outward apexes 36 and each of the second inward nadirs 37 are arranged in the same order as the outward apexes 21 or the inward nadirs 24 in the tire circumferential direction.

[0051] The second protrusion length Lf is smaller than the first protrusion length Le. The second portion 32 having such a second protrusion length Lf suppresses an excessive increase in the mass of the tire 1. In order to effectively exert such an effect, it is desirable that the second protrusion length Lf is smaller than 50% of the first protrusion length Le. Although not particularly limited, it is desirable that the second protrusion length Lf is 20% or more of the first protrusion length Le.

[0052] The outward surface 28 includes a third portion 33 having a third protruding length Lg (shown in FIG. 5(C)) that is greater than the second protruding length Lf. The third portion 33 includes a third outward contour portion 27 that is located radially inward of the second portion 32 and is substantially parallel to the outward contour portion 20. The third outward contour portion 27 includes a plurality of third outward vertices 38 that protrude outward in the tire radial direction, and third inward bottom points 39 that are adjacent to the third outward vertices 38 in the tire circumferential direction and are concave toward the inner side in the tire radial direction. "Substantially parallel" not only has the meaning of parallel as described in the dictionary, but also includes a mode in which the number of the third outward vertices 38 and the third inward bottom points 39 is the same as the number of the outward vertices 21 or the inward bottom points 24. Furthermore, "substantially parallel" includes a mode in which each of the third outward vertices 38 and each of the third inward bottom points 39 are arranged in the same order as the outward vertices 21 or the inward bottom points 24 in the tire circumferential direction.

[0053] The third protruding length Lg is, for example, the same as the first protruding length Le. Such an outward surface 28 enlarges the edge of the inner design portion 13 and enhances the impression of the design, thereby improving the design of the sidewall portion 3.

[0054] In the second design 22, at least one of the inward bottom points 24a is located, for example, radially inward of at least one of the second outward vertices 36a. In the present embodiment, at least one of the inward bottom points 24a is located radially inward of all of the second outward vertices 36a. In the second design 22, at least one of the second inward bottom points 37a is located, for example, radially inward of at least one of the third outward vertices 38a. In the present embodiment, at least one of the second inward bottom points 37a is located radially inward of one of the third outward vertices 38a.

[0055] FIG. 9 is an enlarged view of FIG. 3. As shown in FIG. 9, in the outer design portion 11 and the inner design portion 13, at least one of the multiple inward vertices 15 is located radially inward of at least one of the multiple outward vertices 21. As a result, in the area where the outer design portion 11 and the inner design portion 13 are adjacent to each other in the tire radial direction, the boundary between the inward contour portion 14 and the outward contour portion 20 becomes difficult to see, and the outer design portion 11 and the inner design portion 13 appear as a unit, improving the design. In addition, such outer design portion 11 and inner design portion 13 clarify the mark portion 12. In addition, when the outer design portion 11 and the inner design portion 13 are disposed at the same position in the tire circumferential direction, the change in mass in the tire radial direction is small, improving the RFV. In this embodiment, the inward vertex 15a of the main portion 18 is located radially inward of any of the outward vertices 21. Moreover, the inward apex 15b of one of the sub-portions 19 is also located more inward in the tire radial direction than any of the outward apexes 21.

[0056] In this embodiment, at least one of the outward bottom points 16 is located radially outward of any of the multiple outward vertices 21. In this embodiment, an outward bottom point 16a formed between first designs 17 adjacent in the tire circumferential direction is located radially outward of any of the multiple outward vertices 21.

[0057] Each of the shortest pitches p1 of the zigzags of the inward contour portion 14 is preferably 0.5 or more of any of the shortest pitches p2 of the zigzags of the outward contour portion 20, more preferably 0.7 or more, more preferably 2 or less, and even more preferably 1.8 or less. Since each of the shortest pitches p1 of the inward contour portion 14 is 0.5 or more and 2 or less of any of the shortest pitches p2 of the outward contour portion 20, the design of the outer design portion 11 and the inner design portion 13 is unified, and the design is further improved. In addition, when the outer design portion 11 and the inner design portion 13 are unified, it becomes easier to distinguish them from the mark portion 12, and the visibility of the mark portion 12 is improved. The shortest pitch p1 of the inward contour portion 14 is the shortest distance between the outward bottom point 16s closest to the inward apex 15s and the intersection point K. The intersection point K is a point where a perfect circle s centered at the inward vertex 15s and passing through the outward bottom point 16s intersects with the main side edge 18e or the sub-side edge 19e connected to the inward vertex 15. The shortest pitch p2 of the outward contour portion 20 can be obtained in the same manner as the shortest pitch p1.

[0058] Although a particularly preferred embodiment of the present invention has been described in detail above, the present invention is not limited to the illustrated embodiment and can be modified and carried out in various forms.

[0059] [Note] The present invention includes the following aspects.

[0060] [Invention 1] 1. A tire including a pair of sidewall portions, At least one of the pair of sidewall portions is provided with a raised portion that protrudes from a reference plane toward an outer side in the tire axial direction, the raised portion includes an outer design portion consisting of a graphic located on the radially outer side of the sidewall portion, a marking portion consisting of letters located on the radially inner side of the outer design portion, and an inner design portion located on the radially inner side of the outer design portion, The outer design portion includes an inward contour portion having a plurality of inward apexes protruding inward in a radial direction of the tire, the inner design portion is located away from the marking portion in the tire circumferential direction, The inner design portion includes an outward contour portion having a plurality of outward apexes protruding outward in a radial direction of the tire, Each of the plurality of inward vertices is provided at a different position in the tire radial direction from each of the plurality of outward vertices. tire. [Invention 2] The tire according to the first aspect of the present invention, wherein the marking portion crosses the maximum width position of the tire in the radial direction of the tire. [Invention 3] 3. The tire according to claim 1 or 2, wherein the inner design portion crosses the maximum tire width position in the tire radial direction. [Invention 4] 4. The tire according to any one of claims 1 to 3, wherein the outer design portion does not cross the maximum tire width position in the tire radial direction and is separated from the inner design portion by the reference surface. [Invention 5] The tire according to any one of claims 1 to 4, wherein at least one of the plurality of inward vertices is located radially inward of at least one of the plurality of outward vertices. [Invention 6] The tire according to any one of claims 1 to 5, wherein the outward contour portion and the inward contour portion extend in a zigzag shape in the tire circumferential direction. [Invention 7] The tire according to any one of claims 1 to 6, wherein the outer design portion is formed by arranging a plurality of first designs in the tire circumferential direction. [Invention 8] The tire according to invention 7, wherein the inner design portion is formed by arranging a plurality of second designs in the tire circumferential direction. [The present invention 9] The area of ​​the second design is greater than the area of ​​the first design; and The tire according to invention 8, wherein the arrangement pitch of the second design in the tire circumferential direction is greater than the arrangement pitch of the first design in the tire circumferential direction. [The present invention 10] The tire according to claim 8 or 9, wherein the inner design portion includes a first group in which a plurality of the second designs are arranged in the tire circumferential direction, and a second group in which a plurality of the second designs are arranged in the tire circumferential direction and spaced 150 to 210 degrees from the first group around the tire rotation axis. [The present invention 11] 7. The tire according to claim 6, wherein each of the shortest pitches of the zigzags of the inward contour portion is 0.5 to 2 times any one of the shortest pitches of the zigzags of the outward contour portion. [The present invention 12] A tire as described in any one of claims 1 to 11, wherein the radially outer end of the inner design portion is located radially outward of the radially outer end of the marking portion, and the radially inner end of the inner design portion is located radially inward of the radially inner end of the marking portion. [The present invention 13] 13. The tire according to any one of claims 1 to 12, wherein the raised portion has a maximum protruding length in the tire axial direction from the reference surface of 2 mm or more. [Invention 14] 14. The tire according to claim 13, wherein the absolute values ​​of the differences between the maximum protruding length of the outer design portion, the maximum protruding length of the inner design portion, and the maximum protruding length of the marking portion are 2 mm or less. [The present invention 15] The second design includes an outwardly facing surface that faces outward in the tire axial direction, the outward surface includes a first portion having a first protruding length from the reference surface in the tire axial direction and a second portion having a second protruding length from the reference surface in the tire axial direction, 9. The tire according to claim 8, wherein the first portion includes the outward contour portion and a second outward contour portion substantially parallel to the outward contour portion. [The present invention 16] 16. The tire according to claim 15, wherein the second protruding length is smaller than the first protruding length. [The present invention 17] the outward surface of the internal design portion includes a third portion having a third protruding length greater than the second protruding length; 17. The tire according to claim 16, wherein the third portion is located axially inward of the second portion and includes a third outward contour portion substantially parallel to the outward contour portion. [Explanation of symbols]

[0061] 1 Tire 3 Sidewall 10 Ridges 11 Exterior Design Department 12 Emblems 13. Inner Design Section 14 Inward contour section 15 Inward Vertex 20 Outward contour section 21 Outward Vertex

Claims

1. 1. A tire including a pair of sidewall portions, At least one of the pair of sidewall portions is provided with a raised portion that protrudes from a reference plane toward an outer side in the tire axial direction, the raised portion includes an outer design portion consisting of a graphic located on the radially outer side of the sidewall portion, a marking portion consisting of letters located on the radially inner side of the outer design portion, and an inner design portion located on the radially inner side of the outer design portion, The outer design portion includes an inward contour portion having a plurality of inward apexes protruding inward in a radial direction of the tire, the inner design portion is located away from the marking portion in the tire circumferential direction, The inner design portion includes an outward contour portion having a plurality of outward apexes protruding outward in a radial direction of the tire, Each of the plurality of inward vertices is provided at a different position in the tire radial direction from each of the plurality of outward vertices. tire.

2. The tire according to claim 1 , wherein the indicia portion is disposed radially across a maximum tire width position.

3. The tire of claim 2 , wherein the inner design portion is radially transverse to a maximum tire width location.

4. 4. The tire of claim 3, wherein the exterior design portion does not radially intersect a maximum tire width location and is separated from the interior design portion by the reference surface.

5. The tire according to claim 1 , wherein at least one of the plurality of inward vertices is located radially inward of at least one of the plurality of outward vertices.

6. The tire according to claim 1 , wherein the outward contour portion and the inward contour portion extend in a zigzag shape in the tire circumferential direction.

7. The tire according to claim 1 , wherein the outer design portion is formed by arranging a plurality of first designs in the tire circumferential direction.

8. The tire according to claim 7 , wherein the inner design portion is formed by arranging a plurality of second designs in the tire circumferential direction.

9. The area of ​​the second design is greater than the area of ​​the first design; and The tire according to claim 8 , wherein an arrangement pitch of the second design in the tire circumferential direction is greater than an arrangement pitch of the first design in the tire circumferential direction.

10. 9. The tire of claim 8, wherein the inner design portion includes a first group in which a plurality of the second designs are arranged in the tire circumferential direction, and a second group in which a plurality of the second designs are arranged in the tire circumferential direction and spaced 150 to 210 degrees from the first group about the tire rotation axis.

11. 7. The tire according to claim 6, wherein each of the shortest pitches of the zigzags of the inwardly directed profile portion is 0.5 to 2 times the shortest pitch of any of the zigzags of the outwardly directed profile portion.

12. 5. The tire according to claim 1, wherein a radially outer end of the inner design portion is located radially outward of a radially outer end of the marking portion, and a radially inner end of the inner design portion is located radially inward of a radially inner end of the marking portion.

13. 5. The tire according to claim 1, wherein the raised portion has a maximum protruding length in the tire axial direction from the reference surface of 2 mm or more.

14. 14. The tire of claim 13, wherein an absolute value of each difference between the maximum protruding length of the exterior design portion, the maximum protruding length of the interior design portion, and the maximum protruding length of the insignia portion is 2 mm or less.

15. The second design includes an outwardly facing surface that faces outward in the tire axial direction, the outward surface includes a first portion having a first protruding length from the reference surface in the tire axial direction and a second portion having a second protruding length from the reference surface in the tire axial direction, 9. The tire of claim 8, wherein said first portion includes said outboard contour and a second outboard contour substantially parallel to said outboard contour.

16. 16. The tire of claim 15, wherein the second projection length is less than the first projection length.

17. the outwardly facing surface of the internal design portion includes a third portion having a third protruding length greater than the second protruding length; The tire of claim 16 , wherein the third portion is located axially inward of the second portion and includes a third outward contour portion substantially parallel to the outward contour portion.

Images