Pneumatic tire

Abstract

To provide a pneumatic tire capable of maintaining high traction performance by suppressing chipping of a side block.SOLUTION: A pneumatic tire comprising a tread, a sidewall 3, and a bead, wherein the sidewall 3 includes a side block 20 protruding outward in a tire axial direction, and the side block 20 includes at least a main block 30 extending in a tire radial direction, the main block 30 includes the protruding region 31 having the highest protruding height in the main block 30, and the inner inclined region 32 which is connected to the inner end of the protruding region 31 in the tire radial direction and of which the protruding height gradually decreases as the distance from the protruding region 31 increases, and the maximum tire circumferential length of the protruding region 31 is larger than the tire circumferential length of the inner end of the inner inclined region 32 in the tire radial direction.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] Conventionally, pneumatic tires that have a tread, sidewalls, and beads and that have a plurality of side blocks that protrude axially outward from the sidewalls have been widely known as off-road tires used on muddy roads, rocky areas, etc. (See, for example, Patent Document 1.) Providing side blocks on the sidewalls can achieve high traction performance. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-3948 Summary of the Invention [Problem to be solved by the invention]

[0004] As a result of the inventors' investigations, it became clear that chipping of the side blocks may occur when a large load is applied to the side blocks during driving. This chipping is particularly pronounced when the side blocks protrude significantly. Chipping of the side blocks is undesirable because it reduces the traction performance of the tire.

[0005] An object of the present invention is to provide a pneumatic tire that can suppress chipping of side blocks and maintain high traction performance. [Means for solving the problem]

[0006] One example of an embodiment of a pneumatic tire of the present invention is a pneumatic tire including a tread, sidewalls, and beads, wherein the sidewalls have side blocks that protrude axially outward, and the side blocks include at least main blocks that extend radially of the tire, and the main blocks have a protruding region that has the highest protruding height among the main blocks, and an inner inclined region that is connected to the radially inner end of the protruding region and whose protruding height gradually decreases with increasing distance from the protruding region, and wherein the maximum circumferential length of the protruding region is greater than the circumferential length of the radially inner end of the inner inclined region. [Effects of the Invention]

[0007] According to the pneumatic tire of the present invention, chipping of the side blocks can be suppressed, and as a result, a pneumatic tire that can maintain high traction performance can be provided. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating a schematic axial cross section of a pneumatic tire as an example of an embodiment. [Figure 2] 1 is a perspective view of a pneumatic tire as an example of an embodiment. [Figure 3] 1 is a side view of a pneumatic tire as an example of an embodiment. [Figure 4] 1 is a projection view of a pneumatic tire as an example of an embodiment, on the outer side in the tire axial direction. [Figure 5] FIG. 5 is a cross-sectional view taken along line AA in FIG. 4. [Figure 6] FIG. 5 is a cross-sectional view taken along line BB in FIG. 4. [Figure 7] FIG. 5 is a cross-sectional view taken along line CC in FIG. 4. [Figure 8] DD line cross section of FIG. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, an example of an embodiment of a pneumatic tire according to the present invention will be described in detail with reference to the drawings. The embodiment described below is merely an example, and the present invention is not limited to the following embodiment. Furthermore, the present invention includes configurations that are formed by selectively combining the respective components of the multiple embodiments and modified examples described below.

[0010] FIG. 1 is a schematic diagram showing an axial cross section of a pneumatic tire 1 according to this embodiment. As shown in FIG. 1, the pneumatic tire 1 includes a tread 2, which is the portion that comes into contact with the road surface, a sidewall 3 that forms the tire's side surface, and a bead 4, which is the portion that is fixed to the wheel rim. The pneumatic tire 1 is suitable as a mud terrain tire (MT tire) or a rugged terrain tire (RT tire) that is suitable for off-road driving on muddy roads, rocky areas, etc. The pneumatic tire 1 is mounted on, for example, light trucks such as pickup trucks and sport utility vehicles (SUVs).

[0011] The pneumatic tire 1 is a point-symmetric tire, for example, with no specified mounting direction on a vehicle, and the tread pattern and tire side surface shape remain unchanged regardless of the mounting direction on the vehicle. The tread pattern and tire side surface shape of the pneumatic tire 1 are rotated 180° on either side of the tire equator CL. The tire equator CL is an imaginary line that runs along the tire circumferential direction and passes through the center of the tread 2 in the axial direction.

[0012] A plurality of blocks and grooves separating the blocks are formed in the tread 2. The tread 2 has a plurality of circumferential grooves 2A, 2B, and 2C extending along the tire circumferential direction. The tread 2 also has shoulder blocks 11 on both axial sides of the tire, which are positioned axially outward of the circumferential grooves 2A and 2C.

[0013] The sidewalls 3 are disposed on both axial sides of the tread 2 and are provided in an annular shape along the circumferential direction of the tire. The sidewalls 3 are the parts of the pneumatic tire 1 that protrude most axially outward, and are gently curved so as to be convex axially outward. In other words, the sidewalls 3 have a position on their outer surface that is the widest part of the tire.

[0014] The pneumatic tire 1 has a side rib 5 formed near the tread 2 on the side of the tire. The side rib 5 is a convex portion that protrudes axially outward and is formed in a ring shape along the tire circumferential direction. In this embodiment, the portion from the axially outer end of the surface of the shoulder block 11 facing radially outward to the side rib 5 is defined as a buttress region, and the portion from the bead 4 to the side rib 5 is defined as a sidewall 3.

[0015] The tread 2 and the sidewall 3 are generally made of different types of rubber. The buttress region may be made of the same rubber as the tread 2 or a different rubber than the tread 2.

[0016] The bead 4 is disposed on the radially inner side of the sidewall 3 and is fixed to the wheel rim. The bead 4 has a bead core 4A and a bead filler 4B. The bead core 4A is an annular member made of a steel bead wire that extends around the entire circumference of the tire and is embedded in the bead 4. The bead filler 4B is an annular hard rubber member that has a tapered tip that extends outward in the radial direction of the tire and extends around the entire circumference of the tire.

[0017] The pneumatic tire 1 further includes a carcass 6 that is bridged between the pair of beads 4, and an inner liner 7 that is arranged inside the carcass 6 in the tire radial direction.

[0018] The carcass 6 is laid between a pair of beads 4 and is secured by being folded back around the bead core 4A. The carcass 6 is made up of at least one carcass ply. The carcass ply is made up of carcass cords made of organic fibers that are covered with coating rubber.

[0019] The inner liner 7 covers the inner surface of the tire between the pair of beads 4. The inner liner 7 is made of air-permeable resistant rubber and has the function of maintaining the air pressure of the pneumatic tire 1.

[0020] The pneumatic tire 1 further includes a belt 8 disposed on the outer side of the carcass 6 in the tire radial direction, and a cap ply 9 covering the outer side of the belt 8 in the tire radial direction. The cap ply 9 has a function of reinforcing the belt 8.

[0021] The belt 8 is disposed on the outer side of the top of the carcass 6 in the tire radial direction, and is provided overlapping the outer peripheral surface of the carcass 6. The belt 8 is formed of a belt ply in which cords arranged in a direction inclined with respect to the tire circumferential direction are coated with rubber. There are no particular limitations on the material of the cords of the belt 8, and examples include organic fibers such as polyester, rayon, nylon, and aramid, and metals such as steel. In this embodiment, the belt 8 is formed of two belt plies 8A and 8B. The number of belt plies is not particularly limited, and may be one, or three or more.

[0022] The shoulder blocks 11, buttress regions, and sidewalls 3 of the pneumatic tire 1 will be described in detail below with reference to FIGS. 2 and 3. FIG. 2 is a perspective view of the pneumatic tire 1, and FIG. 3 is a left side view of the pneumatic tire 1. Note that FIGS. 2 and 3 show enlarged views of the shoulder blocks 11, buttress regions, and sidewalls 3. In the following, as shown in FIGS. 2 and 3, a first direction in the tire circumferential direction may be referred to as the "X1 direction," and a second direction may be referred to as the "X2 direction." Furthermore, a direction facing outward in the tire radial direction may be referred to as the "Y1 direction," and a direction facing inward in the tire radial direction may be referred to as the "Y2 direction."

[0023] [Shoulder Block] As shown in Figures 2 and 3, shoulder blocks 11 are blocks arranged on the axially outer side of the tread 2 (see Figure 1). The shoulder blocks 11 include first shoulder blocks 12 and second shoulder blocks 13, which have different shapes. The first shoulder blocks 12 and second shoulder blocks 13 are separated by lateral grooves 14, 15 and are arranged alternately around the tire circumferential direction. However, the configuration of the shoulder blocks 11 is not limited to this, and one type of block may be arranged at intervals around the tire circumferential direction.

[0024] In this embodiment, on the surface of the tread 2, the axially outer ends of the first shoulder blocks 12 are positioned axially outward of the axially outer ends of the second shoulder blocks 13. In other words, the axially outer ends of the surface of the tread 2 are defined by corners 12X formed at the axially outer ends of the first shoulder blocks 12.

[0025] Buttress Area The buttress region includes first buttress blocks 16 and second buttress blocks 17 that protrude axially outward from the side surfaces 12A, 13A of the first shoulder blocks 12 and second shoulder blocks 13, respectively. The first buttress blocks 16 and second buttress blocks 17 are located radially outward of the side ribs 5 and refer to the regions that protrude axially outward from the profile line 10 (see FIG. 1) among the blocks that protrude axially outward. Here, the profile line 10 is a contour line that smoothly connects the corners 12X of the first shoulder blocks 12, which are the axially outer ends of the surface of the tread 2, to the bead 4 (see FIG. 1) in an axial cross section of the pneumatic tire 1. The profile line 10 is composed of a single or multiple arcs and is defined excluding partial irregularities.

[0026] By providing the first buttress blocks 16 and the second buttress blocks 17 on the side surfaces 12A, 13A of the first shoulder blocks 12 and the second shoulder blocks 13, respectively, unevenness is formed in the buttress region in the circumferential direction of the tire. When traveling on muddy or sandy ground, mud and stones are caught in these unevenness, achieving high traction performance. The first buttress blocks 16 and the second buttress blocks 17 do not come into contact with the ground during normal traveling on flat roads.

[0027] In this embodiment, the tire radially inner ends (Y2 direction ends) of the first buttress block 16 and the second buttress block 17 are connected to the side rib 5. Note that the Y2 direction ends of the first buttress block 16 and the second buttress block 17 do not necessarily have to be connected to the side rib 5.

[0028] The tire radially outer ends (Y1 direction ends) of the first buttress blocks 16 are disposed radially outward (on the Y1 direction side) of the tire radially outer ends of the second buttress blocks 17. In other words, the tire radial length of the first buttress blocks 16 is greater than the tire radial length of the second buttress blocks 17. In this case, it is easy to achieve high traction performance. The tire radial length of the first buttress blocks 16 is, for example, 1.2 times or more, and may be 1.5 times or more, the tire radial length of the second buttress blocks 17.

[0029] The first buttress block 16 has a recess 16A in a portion located on the inner side in the tire radial direction (Y2 direction side). The recess 16A is provided at the X2 direction end of the first buttress block 16 and is a depression formed toward the X1 direction. When traveling on muddy roads, sandy ground, etc., mud and sand are trapped in the recess 16A. This makes it easier to achieve high traction performance.

[0030] The recessed portion 16A has a shape in which the tire radial length gradually decreases toward the X1 direction. The tire radial length of the recessed portion 16A at the X1 direction end of the recessed portion 16A is, for example, 10% to 60% of the tire radial length of the first buttress block 16, and the tire radial length of the X2 direction end of the recessed portion 16A is 30% to 80% of the tire radial length of the first buttress block 16. The tire circumferential length of the recessed portion 16A is, for example, 20% to 80% of the tire circumferential length of the first buttress block 16.

[0031] Like the first buttress block 16, the second buttress block 17 has a recess 17A in a portion located on the inner side (Y2 side) in the tire radial direction. The recess 17A is provided at the X2 end of the second buttress block 17 and is a depression formed toward the X1 side. When traveling on muddy roads, sandy ground, etc., the recess 17A, like the recess 16A, traps mud and sand. This makes it easier to achieve high traction performance.

[0032] The recessed portion 17A has a shape similar to that of the recessed portion 16A, but is smaller than the recessed portion 16A. The tire radial length of the recessed portion 17A at the X1 direction end is, for example, 10% to 70% of the tire radial length of the second buttress block 17, and the tire radial length of the X2 direction end of the recessed portion 17A is 30% to 95% of the tire radial length of the second buttress block 17. The tire circumferential length of the recessed portion 17A is, for example, 10% to 70% of the tire circumferential length of the second buttress block 17.

[0033] [Sidewall] As shown in Figures 2 and 3, the sidewall 3 is provided with a plurality of side blocks 20 that protrude axially outward. The side blocks 20 refer to the blocks that protrude axially outward, and are arranged radially inward of the side rib 5 and protrude axially outward from the profile line 10 (see Figure 1). The side blocks 20 include first side blocks 21 and second side blocks 22 that have different shapes. The first side blocks 21 and second side blocks 22 are arranged alternately around the tire circumference.

[0034] The first side blocks 21 are positioned so as to overlap the first buttress blocks 16 in the tire radial direction. The Y2-side portions of the first side blocks 21 are positioned so as to overlap not only the first buttress blocks 16 but also the lateral grooves 14 and the second buttress blocks 17 in the tire radial direction. In other words, the Y2-side portions of the first side blocks 21 protrude toward the X1 direction, and the tire circumferential length of the Y2-side portions of the first side blocks 21 is greater than the tire circumferential length of the Y1-side portions of the first side blocks 21. The tire circumferential length of the Y1-side ends of the first side blocks 21 is, for example, substantially the same as the tire circumferential length of the first buttress blocks 16 at their inner ends in the Y1 direction.

[0035] The block end of the first side block 21 may be formed perpendicular to the profile line 10, or may be inclined so that the height of the block gradually decreases. In this embodiment, the block end of the first side block 21 has an inclined slope 21A so that the height of the block gradually decreases, and the inclined slope 21A is formed so as to be curved near the boundary with the profile line 10.

[0036] Each first side block 21 is an integrated block formed by connecting one first main block 30 extending in the tire radial direction and one first sub-block 40 extending in the tire radial direction. The first main block 30 is the block that protrudes the most among the side blocks 20, and the maximum protruding height of the first main block 30 is greater than the maximum protruding height of a second main block 50 (described later). The first sub-block 40 is, for example, a block located on the X2 direction side of the first main block 30 and has a smaller protruding height than the first main block 30. In other words, a step extending in the tire radial direction is formed at the boundary between the first main block 30 and the first sub-block 40. The first sub-block 40 serves to reinforce the strength of the first main block 30. The provision of the first sub-block 40 improves the strength and durability of the first main block 30, thereby more significantly demonstrating the effects of the first main block 30 (described later).

[0037] The Y1-direction end of the first main block 30 is connected to the side rib 5. The first main block 30 is disposed opposite the first buttress block 16 across the side rib 5. The tire circumferential length of the Y1-direction end of the first main block 30 is the same as the tire circumferential length of the Y2-direction end of the first buttress block 16 at a portion where the recessed portion 16A is not formed.

[0038] The Y1-direction end of the first sub-block 40 is connected to the side rib 5. The first sub-block 40 is disposed opposite a recess 16A provided in the first buttress block 16, with the side rib 5 interposed therebetween.

[0039] The second side blocks 22 are provided at positions overlapping with the second buttress blocks 17 in the tire radial direction. The second side blocks 22 are not provided at positions overlapping with the first buttress blocks 16 and the lateral grooves 14, 15 in the tire radial direction. The tire circumferential length of the Y2 direction portion of the second side blocks 22 decreases as it goes toward the Y2 direction. The tire circumferential length of the Y1 direction end of the second side blocks 22 is, for example, approximately the same as the tire circumferential length of the second buttress blocks 17 at their inner ends in the Y1 direction.

[0040] The block end of the second side block 22 may be formed perpendicular to the profile line 10, similar to the block end of the first side block 21, or may be inclined so that the height of the block gradually decreases. In this embodiment, the block end of the second side block 22 has an inclined slope 22A so that the height of the block gradually decreases, and the inclined slope 22A is formed so as to be curved near the boundary with the profile line 10.

[0041] Each second side block 22 is an integrated block formed by connecting one second main block 50 extending in the tire radial direction and one second sub-block 60 extending in the tire radial direction. The second sub-block 60 is, for example, located on the X2 direction side of the second main block 50 and has a smaller protruding height than the second main block 50. That is, a step extending in the tire radial direction is formed at the boundary between the second main block 50 and the second sub-block 60. Like the first sub-block 40, the second sub-block 60 serves to reinforce the strength of the second main block 50. The provision of the second sub-block 60 improves the strength and durability of the second main block 50, thereby more significantly demonstrating the effects of the second main block 50 described below. As will be described in detail later, the maximum protruding height of the second main block 50 is smaller than that of the first main block 30.

[0042] The Y1-direction end of the second main block 50 is connected to the side rib 5. The second main block 50 is disposed opposite the second buttress block 17 across the side rib 5. The tire circumferential length of the Y1-direction end of the second main block 50 is the same as the tire circumferential length of the Y2-direction end of the second buttress block 17 where the recessed portion 17A is not formed.

[0043] The Y1-direction end of the second sub-block 60 is connected to the side rib 5. The second sub-block 60 is disposed opposite a recess 17A provided in the second buttress block 17, with the side rib 5 interposed therebetween.

[0044] Here, the length of the first main block 30 in the tire radial direction is greater than the length of the second main block 50 in the tire radial direction. That is, the Y2 end of the first main block 30 is disposed on the Y2 side of the Y2 end of the second main block 50. As a result, in the Y2-side portion of the first main block 30, an area where no second main block 50 is provided is formed between adjacent first main blocks 30 in the tire circumferential direction. As described above, the maximum protruding height of the first main block 30 is greater than the maximum protruding height of the second main block 50. Therefore, rocks are likely to get caught in this area when traveling on rocky terrain. As a result, high traction performance can be achieved when traveling on rocky terrain.

[0045] The radial length of the first main blocks 30 is preferably at least 1.2 times, and more preferably at least 1.5 times, the radial length of the second main blocks 50. In this case, more areas where no second main blocks 50 are provided are formed between circumferentially adjacent first main blocks 30, making it easier for rocks to get caught in these areas when traveling on rocky terrain. As a result, better traction performance can be achieved.

[0046] Furthermore, the length in the tire radial direction of the first main blocks 30 is preferably 3.0 times or less, and more preferably 2.5 times or less, the length in the tire radial direction of the second main blocks 50. In this case, the area of ​​the sidewall 3 covered by the side blocks 20 increases, improving the cut resistance of the sidewall 3. Therefore, the length in the tire radial direction of the first main blocks 30 is preferably 1.2 times or more and 3.0 times or less, and more preferably 1.5 times or less, or 2.5 times or less, the length of the second main blocks 50 in the tire radial direction.

[0047] As described above, the Y2-side portion of the first main block 30 protrudes toward the X1-side. Preferably, the first main block 30 is disposed so as not to overlap with the second main block 50 in the tire radial direction. In this case, a larger area where no second main block 50 is provided is formed between adjacent first main blocks 30 in the tire circumferential direction, making it easier for rocks to get caught in this area. As a result, higher traction performance can be achieved when traveling on rocky terrain. In other words, if the first main block 30 and the second main block 50 are disposed so as to overlap in the tire radial direction, rocks may be less likely to get caught between the first main blocks 30.

[0048] The first side block 21 and the second side block 22 will be described in detail below with reference to Fig. 4 to Fig. 8. Fig. 4 is a projection view of the pneumatic tire 1 on the axially outer side, Fig. 5 is a cross-sectional view taken along line AA in Fig. 4, Fig. 6 is a cross-sectional view taken along line BB in Fig. 4, Fig. 7 is a cross-sectional view taken along line CC in Fig. 4, and Fig. 8 is a cross-sectional view taken along line DD in Fig. 4.

[0049] [First side block] As shown in FIG. 4, the first main block 30 constituting the first side block 21 extends along the tire radial direction, and has a shape in which the portion on the Y2 side protrudes toward the X1 side.

[0050] The block end of each first main block 30 on the X1 side is generally linear in a front view along the tire radial direction on the Y1 side. The block end of each first main block 30 on the X1 side has a bending point at the tire radial middle portion of the first main block 30. The block end of each first main block 30 on the X1 side is generally linear in a front view along a direction inclined toward the X1 direction with respect to the tire radial direction on the Y2 side of the bending point. The angle of inclination of the block end of each first main block 30 on the X1 side with respect to the tire radial direction is, for example, 20° to 70°, or may be 30° to 60°. By forming the block end of each first main block 30 on the X1 side so that it is inclined toward the X1 direction with respect to the tire radial direction, mud and stones are more likely to be caught by the first main block 30 when traveling on muddy or sandy ground. This allows for better traction performance.

[0051] Furthermore, the block end of the first main block 30 on the X1 direction side is formed in a substantially linear shape in a front view along the tire radial direction near the Y2 direction end of the first main block 30. Note that the shape of the first main block 30 is not limited to the above-described shape.

[0052] The block end of the first main block 30 on the X2 direction side is formed so that a middle portion of the first main block 30 in the tire radial direction protrudes toward the X2 direction in front view. In other words, the X2 direction end of the first main block 30 is located at a middle portion of the first main block 30 in the tire radial direction.

[0053] As shown in FIGS. 4 and 5 , the first main block 30 has a protruding region 31 in the tire radial middle portion, which has the highest protruding height of the first main block 30. The first main block 30 also has an inner inclined region 32 on the Y2 side of the protruding region 31, whose protruding height gradually decreases with increasing distance from the protruding region 31 in the tire radial direction. The first main block 30 also has an outer inclined region 33 on the Y1 side of the protruding region 31, whose protruding height gradually decreases with increasing distance from the protruding region 31 in the tire radial direction, and an outer uniform region 34 whose protruding height is approximately uniform. That is, the first main block 30 has, in order from the Y1 end of the first main block 30 toward the Y2 side, the outer uniform region 34, the outer inclined region 33, the protruding region 31, and the inner inclined region 32. In this specification, the "protruding height" of a block refers to the length from the profile line 10 along the normal direction to the profile line 10.

[0054] The protruding region 31 is the part of the first main block 30 that has the substantially highest protruding height. The protruding height of the protruding region 31 is approximately uniform throughout the entire protruding region 31. Because the protruding region 31 has the substantially highest protruding height of the first main block 30, it is a part that is prone to getting caught in mud and stones when traveling on muddy or sandy ground, and sometimes rocks when traveling on rocky ground. In other words, providing the protruding region 31 can achieve high traction performance.

[0055] Furthermore, the protruding height of the protruding region 31 is greater than the maximum protruding height of the first buttress block 16. In other words, the maximum protruding height of the first main block 30 is greater than the maximum protruding height of the first buttress block 16. By making the protruding height of the protruding region 31 greater than the maximum protruding height of the first buttress block 16, high traction performance can be achieved. In this embodiment, the first buttress block 16 has a shape whose protruding height increases toward the Y2 direction, and reaches its maximum protruding height at the Y2 end.

[0056] The protruding height of the protruding region 31 is, for example, 5 mm or more, and preferably 7 mm or more. In this case, mud, stones, and rocks are more likely to be caught in the protruding region 31, making it easier to achieve higher traction performance. Furthermore, the protruding height of the protruding region 31 is, for example, 20 mm or less, and preferably 18 mm or less. In this case, it becomes easier to reduce the air resistance of the tire. Therefore, the protruding height of the protruding region 31 is, for example, 5 mm or more and 20 mm or less, and preferably 7 mm or more and 18 mm or less.

[0057] The inner inclined region 32 is contiguous with the Y2-direction end of the protruding region 31. In the inner inclined region 32, for example, the protruding height decreases linearly with increasing distance from the protruding region 31. By providing the inner inclined region 32 on the Y2-direction side of the protruding region 31, the vicinity of the Y2-direction end of the protruding region 31 is reinforced, and chipping near the Y2-direction end of the protruding region 31 can be suppressed.

[0058] The outer inclined region 33 is connected to the Y1-direction end of the protruding region 31. In the outer inclined region 33, similar to the inner inclined region 32, for example, the protruding height decreases linearly with increasing distance from the protruding region 31.

[0059] The outer uniform region 34 is contiguous to the Y1-direction end of the outer inclined region 33. The Y1-direction end of the outer uniform region 34 constitutes the Y1-direction end of the first main block 30 and is contiguous to the side rib 5. The protruding height of the outer uniform region 34 is, for example, 80% or less, or may be 60% or less, of the protruding height of the protruding region 31. The radial length of the outer uniform region 34 is, for example, 5% or more and 30% or less, or may be 5% or more and 20% or less, of the radial length of the first main block 30. Note that the first main block 30 does not necessarily have an outer uniform region 34. In this case, the Y1-direction end of the outer inclined region 33 is contiguous to the side rib 5.

[0060] As shown in FIG. 4 , the maximum tire circumferential length (D31) of the protruding region 31 is greater than the tire circumferential length (D32) of the inner inclined region 32 at the Y2 end. As described above, the protruding region 31 is the most protruding of the first main blocks 30, and is the portion where rocks are likely to get caught when traveling on rocky terrain. This allows for high traction performance when traveling on rocky terrain. However, since rocks are likely to get caught in the protruding region 31, chipping is likely to occur. If chipping occurs in the protruding region 31, rocks will not easily get caught in the protruding region 31, which undesirably reduces traction performance. Chipping tends to occur particularly easily near the Y2 end of the protruding region 31.

[0061] Therefore, by making the maximum circumferential length (D31) of the protruding region 31 greater than the circumferential length (D32) of the inner inclined region 32 at the Y2-direction end, the strength of the protruding region 31 can be increased. This can further suppress chipping of the protruding region 31. As a result, high traction performance can be maintained.

[0062] In this embodiment, the tire circumferential length of the protruding region 31 increases toward the Y2 direction, and is maximum at the Y2 end of the protruding region 31. In other words, the maximum tire circumferential length (D31) of the protruding region 31 is the same as the tire circumferential length of the protruding region 31 at the Y2 end. Chipping is more likely to occur in the Y2 side of the protruding region 31 than in the Y1 side of the protruding region 31. Therefore, by increasing the tire circumferential length of the protruding region 31 toward the Y2 side, chipping on the Y2 side of the protruding region 31 can be further suppressed. As a result, high traction performance can be maintained.

[0063] The maximum tire circumferential length (D31) of the protruding region 31 is preferably at least 1.05 times, and more preferably at least 1.1 times, the tire circumferential length (D32) of the inner inclined region 32 at the Y2 direction end. In this case, the strength of the protruding region 31 can be further increased. The upper limit of the maximum tire circumferential length (D31) of the protruding region 31 is, for example, twice the tire circumferential length (D32) of the inner inclined region 32 at the Y2 direction end.

[0064] Furthermore, the maximum tire circumferential length (D31) of the protruding region 31 is preferably greater than the maximum tire circumferential length (D33) of the outer inclined region 33. By making the maximum tire circumferential length (D31) of the protruding region 31 greater than the maximum tire circumferential length (D33) of the outer inclined region 33, chipping of the protruding region 31 can be suppressed. As a result, high traction performance can be maintained. In this embodiment, the tire circumferential length of the outer inclined region 33 increases toward the Y2 direction and is maximum at the Y2 end of the outer inclined region 33. In other words, the maximum tire circumferential length (D33) of the outer inclined region 33 matches the tire circumferential length at the Y2 end of the outer inclined region 33.

[0065] The maximum circumferential length (D31) of the protruding region 31 is preferably at least 1.1 times, and more preferably at least 1.2 times, the maximum circumferential length (D33) of the outer inclined region 33. In this case, the strength of the protruding region 31 can be further increased. The upper limit of the maximum circumferential length (D31) of the protruding region 31 is, for example, three times the maximum circumferential length (D33) of the outer inclined region 33.

[0066] Furthermore, the radial length of the protruding region 31 is preferably equal to or greater than the radial length of the inner inclined region 32. In this specification, unless otherwise specified, the radial length of each region (the same applies to blocks, etc.) means the length along the radial direction of the tire from the Y1 end to the Y2 end of the region in front view.

[0067] By making the radial length of the protruding region 31 equal to or greater than the radial length of the inner inclined region 32, stones and rocks tend to get caught in the protruding region 31 when traveling on sandy or rocky ground, etc. As a result, high traction performance can be achieved.

[0068] The radial length of the protruding region 31 is preferably 1.1 to 3.0 times, and more preferably 1.2 to 2.5 times, the radial length of the inner inclined region 32. In this case, high traction performance is easily achieved.

[0069] The length of the protruding region 31 in the tire radial direction is, for example, 20% to 80% and preferably 30% to 70% of the length of the first main block 30 in the tire radial direction. In this case, high traction performance is more easily achieved.

[0070] The length of the inner inclined region 32 in the tire radial direction is, for example, 10% to 40% and preferably 15% to 35% of the length of the first main block 30 in the tire radial direction. In this case, chipping on the Y2 direction side of the protruding region 31 can be further suppressed.

[0071] Furthermore, the radial length of the protruding region 31 is preferably equal to or greater than the radial length of the outer inclined region 33. By making the radial length of the protruding region 31 equal to or greater than the radial length of the outer inclined region 33, stones and rocks are more likely to get caught in the protruding region 31 when traveling on sandy or rocky ground. As a result, high traction performance can be achieved. The radial length of the outer inclined region 33 is, for example, 10% to 40% of the radial length of the first main block 30, and preferably 15% to 35%. In this case, chipping of the protruding region 31 can be further suppressed.

[0072] 4, the first sub-block 40 constituting the first side block 21 is provided on the X2 direction side of the first main block 30, and has a maximum protruding height smaller than that of the first main block 30. The first sub-block 40 extends along the tire radial direction and has a shape in which its tire circumferential length decreases toward the Y2 direction. The tire circumferential length of the first sub-block 40 at the Y2 direction end of the first sub-block 40 is, for example, 10% to 50% of the tire circumferential length (D32) of the first main block 30 at the Y2 direction end of the first main block 30, and may be 20% to 40%.

[0073] The Y2 end of the first sub-block 40 is preferably disposed on the Y2 side of the Y2 end of the protruding region 31 of the first main block 30. In other words, the first sub-block 40 is preferably disposed so as to overlap the entire area of ​​the protruding region 31 of the first main block 30 in the tire circumferential direction. As described above, the Y2 end of the protruding region 31 is a portion where chipping is likely to occur during running. Therefore, by disposing the Y2 end of the first sub-block 40 on the Y2 side of the Y2 end of the protruding region 31, it is possible to further suppress the occurrence of chipping at the Y2 end of the protruding region 31. As a result, it is possible to further maintain high traction performance.

[0074] In the present embodiment, the Y2 end of the first sub-block 40 is located on the Y1 side of the Y2 end of the inner inclined region 32 of the first main block 30. In other words, the tire radial length of the first sub-block 40 is shorter than the tire radial length of the first main block 30. Note that the Y2 end of the first sub-block 40 may be located at a position overlapping the Y2 end of the inner inclined region 32 in the tire circumferential direction, or may be located on the Y2 side of the Y2 end of the inner inclined region 32.

[0075] As shown in FIGS. 4 and 6 , in this embodiment, the first sub-block 40 has a protruding region 41 in the tire radial middle portion, the protruding region 41 having the highest protruding height within the first sub-block 40. The first sub-block 40 also has, on the Y2 side of the protruding region 41, an inner inclined region 42 whose protruding height gradually decreases with increasing distance from the protruding region 41, and an inner uniform region 43 whose protruding height is generally uniform. The first sub-block 40 also has, on the Y1 side of the protruding region 41, an outer inclined region 44 whose protruding height gradually decreases with increasing distance from the protruding region 41, and an outer uniform region 45 whose protruding height is generally uniform. That is, the first sub-block 40 has, in order from the Y1 end of the first sub-block 40 toward the Y2 side, the outer uniform region 45, the outer inclined region 44, the protruding region 41, the inner inclined region 42, and the inner uniform region 43.

[0076] The shape of the first sub-block 40 is not limited to this. For example, the first sub-block 40 may have a substantially uniform thickness in the tire radial direction. When the first sub-block 40 has the protruding region 41, the inner inclined region 42, and the outer inclined region 44, chipping of the first sub-block 40 tends to be suppressed, and the strength and durability of the first main block 30 can be easily improved.

[0077] The protruding region 41 is the portion of the first sub-block 40 that has substantially the highest protruding height. The protruding height of the protruding region 41 is approximately uniform throughout the entire protruding region 41. The protruding height of the protruding region 41 is, for example, 20% to 70% of the protruding height of the protruding region 31 of the first main block 30, and preferably 30% to 60%.

[0078] The protruding region 41 is provided at a position overlapping the protruding region 31 of the first main block 30 in the tire circumferential direction. In this case, chipping of the protruding region 31 of the first main block 30 can be further suppressed, making it possible to maintain high traction performance. In this embodiment, the Y1 end of the protruding region 41 is provided at a position overlapping the Y1 end of the protruding region 31 of the first main block 30 in the tire circumferential direction. In addition, the Y2 end of the protruding region 41 is provided on the Y1 side of the Y2 end of the protruding region 31 of the first main block 30. In other words, the tire radial length of the protruding region 41 is shorter than the tire radial length of the protruding region 31 of the first main block 30.

[0079] The inner inclined region 42 is contiguous with the Y2-direction end of the protruding region 41. For example, the protruding height of the inner inclined region 42 decreases linearly with increasing distance from the protruding region 41. In the present embodiment, the Y2-direction end of the inner inclined region 42 is provided at a position overlapping in the tire circumferential direction with the Y2-direction end of the protruding region 31 of the first main block 30. In other words, the sum of the tire radial length of the protruding region 41 and the tire radial length of the inner inclined region 42 is approximately the same as the tire radial length of the protruding region 31 of the first main block 30.

[0080] The inner uniform region 43 is contiguous with the Y2-direction end of the inner inclined region 42. The protruding height of the inner uniform region 43 is, for example, 80% or less, or may be 60% or less, of the protruding height of the protruding region 41. As described above, the Y2-direction end of the inner uniform region 43 is located on the Y1-direction side of the Y2-direction end of the inner inclined region 32 of the first main block 30.

[0081] The outer inclined region 44 is contiguous with the Y1-direction end of the protruding region 41. In the outer inclined region 44, the protruding height linearly decreases with increasing distance from the protruding region 41, similar to, for example, the inner inclined region 42. In this embodiment, the Y1-direction end of the outer inclined region 44 is located closer to the Y2-direction side than the Y1-direction end of the outer inclined region 33 of the first main block 30.

[0082] The outer uniform region 45 is contiguous with the Y1-direction end of the outer inclined region 44. The protruding height of the outer uniform region 45 is, for example, 80% or less of the protruding height of the protruding region 41, and may be 60% or less. The protruding height of the outer uniform region 45 may be the same as or different from the protruding height of the inner uniform region 43. In this embodiment, the protruding height of the outer uniform region 45 is greater than the protruding height of the inner uniform region 43.

[0083] Here, the length in the tire radial direction of the protruding region 41 is preferably greater than the length in the tire radial direction of the inner inclined region 42 and the length in the tire radial direction of the outer inclined region 44. In this case, it becomes easier to improve the strength and durability of the first main block 30.

[0084] The tire radial length of the protruding region 41 may be, for example, 5% to 50%, or 10% to 40%, of the tire radial length of the first sub-block 40. Furthermore, the tire radial length of the protruding region 41 may be, for example, 1.1 to 3.0 times, or 1.2 to 2.5 times, the tire radial length of the inner inclined region 42 and the tire radial length of the outer inclined region 44.

[0085] The tire radial direction length of the inner inclined region 42 and the tire radial direction length of the outer inclined region 44 are, for example, 10% to 40% of the tire radial direction length of the first sub-block 40, and preferably 15% to 35%. In this case, chipping of the protruding region 41 can be further suppressed.

[0086] [Second side block] As shown in FIG. 4, the second main block 50 constituting the second side block 22 extends along the tire radial direction, and has a shape in which the length in the tire circumferential direction decreases toward the Y2 direction side.

[0087] As shown in FIG. 4 , the projected area of ​​the second main blocks 50 is smaller than that of the first main blocks 30. That is, the projected area of ​​the first main blocks 30 is larger than that of the second main blocks 50. Increasing the projected area of ​​the first main blocks 30 makes it easier for stones and rocks to get caught on the first main blocks 30 when driving on sandy or rocky ground. As a result, high traction performance can be achieved. In addition, reducing the projected area of ​​the second main blocks 50 creates more areas between circumferentially adjacent first main blocks 30 where no second main blocks 50 are provided, making it easier for rocks to get caught in these areas. As a result, higher traction performance can be achieved when driving on rocky ground. Note that in this specification, the projected areas of the first main blocks 30 and the second main blocks 50 refer to the areas inside the contour lines of the surfaces of the first main blocks 30 and the second main blocks 50 when viewed from the front.

[0088] The block end of the second main block 50 on the X1 side is formed in a generally straight line in a front view along the tire radial direction. The block end of the second main block 50 on the X2 side is formed in a generally straight line in a front view along a direction inclined toward the X1 side with respect to the tire radial direction. The inclination angle of the block end of the second main block 50 on the X2 side with respect to the tire radial direction is, for example, 10° to 60°, or may be 20° to 50°.

[0089] 4 and 7 , like the first main block 30, the second main block 50 has a protruding region 51 in the tire radial middle portion, which has the highest protruding height among the second main blocks 50. The second main block 50 also has an inner inclined region 52 on the Y2 side of the protruding region 51, whose protruding height gradually decreases with increasing distance from the protruding region 51 in the tire radial direction. The second main block 50 also has an outer inclined region 53 on the Y1 side of the protruding region 51, whose protruding height gradually decreases with increasing distance from the protruding region 51 in the tire radial direction, and an outer uniform region 54 whose protruding height is approximately uniform. That is, the second main block 50 has, in order from the Y1 end of the second main block 50 toward the Y2 side, the outer uniform region 54, the outer inclined region 53, the protruding region 51, and the inner inclined region 52.

[0090] The protruding region 51 is the portion of the second main block 50 that has substantially the highest protruding height. The protruding height of the protruding region 51 of the second main block 50 is smaller than the protruding height of the protruding region 31 of the first main block 30. The protruding height of the protruding region 51 is approximately uniform throughout the entire protruding region 51. Like the protruding region 31 of the first main block 30, the protruding region 51 is prone to trapping mud and stones when traveling on muddy or sandy ground, and sometimes rocks when traveling on rocky ground. Therefore, providing the protruding region 51 can achieve high traction performance.

[0091] The protruding height of the protruding region 51 is, for example, 4 mm or more, and preferably 6 mm or more. In this case, mud, stones, and rocks are more easily caught, making it easier to achieve higher traction performance. Furthermore, the protruding height of the protruding region 51 is, for example, 20 mm or less, and preferably 18 mm or less. In this case, it is easier to reduce the air resistance of the tire. Therefore, the protruding height of the protruding region 51 is, for example, 4 mm or more and 20 mm or less, and preferably 6 mm or more and 18 mm or less.

[0092] The inner inclined region 52 is connected to the Y2-direction end of the protruding region 51. In the inner inclined region 52, for example, the protruding height decreases linearly with increasing distance from the protruding region 51.

[0093] The outer inclined region 53 is connected to the Y1-direction end of the protruding region 51. In the outer inclined region 53, similar to the inner inclined region 52, for example, the protruding height decreases linearly with increasing distance from the protruding region 51.

[0094] The outer uniform region 54 is contiguous to the Y1-direction end of the outer inclined region 53. The Y1-direction end of the outer uniform region 54 constitutes the Y1-direction end of the second main block 50 and is contiguous to the side rib 5. The protruding height of the outer uniform region 54 is, for example, 80% or less, or may be 60% or less, of the protruding height of the protruding region 51. The radial length of the outer uniform region 54 is, for example, 5% or more and 30% or less, or may be 5% or more and 20% or less, of the radial length of the second main block 50. Note that the second main block 50 does not necessarily have an outer uniform region 54. In this case, the Y1-direction end of the outer inclined region 53 is contiguous to the side rib 5.

[0095] Here, the maximum circumferential length (D51) of the protruding region 51 is greater than the circumferential length (D52) of the inner inclined region 52 at the Y2-direction end. As described above, the protruding region 51 is the most protruding region of the second main block 50. Therefore, when traveling on rocky terrain, rocks are likely to get caught in the protruding region 51, and the protruding region 51 is a location where chipping is likely to occur. If chipping occurs in the protruding region 51, rocks will not get caught in the protruding region 51, which undesirably reduces traction performance.

[0096] Therefore, by making the maximum tire circumferential length (D51) of the protruding region 51 greater than the tire circumferential length (D52) of the inner inclined region 52 at the Y2-direction end, the strength of the protruding region 51 can be increased. This makes it possible to suppress chipping of the protruding region 51. As a result, it becomes possible to maintain high traction performance. In this embodiment, the tire circumferential length of the protruding region 51 increases toward the Y1-direction side, and is maximum at the Y1-direction end of the protruding region 51.

[0097] The maximum tire circumferential length (D51) of the protruding region 51 is preferably at least 1.05 times, and more preferably at least 1.1 times, the tire circumferential length (D52) of the inner inclined region 52 at the Y2-direction end. In this case, the strength of the protruding region 51 can be further increased. The upper limit of the maximum tire circumferential length (D51) of the protruding region 51 is, for example, twice the tire circumferential length (D52) of the inner inclined region 52 at the Y2-direction end.

[0098] Furthermore, the radial length of the protruding region 51 is preferably equal to or greater than the radial length of the inner inclined region 52. By making the radial length of the protruding region 51 equal to or greater than the radial length of the inner inclined region 52, stones and rocks tend to get caught in the protruding region 51 when traveling on sandy or rocky ground, etc. As a result, high traction performance can be achieved.

[0099] The length of the protruding region 51 in the tire radial direction is, for example, 20% to 80% and preferably 30% to 70% of the length of the second main block 50 in the tire radial direction. In this case, high traction performance is more easily achieved.

[0100] The length of the inner inclined region 52 in the tire radial direction is, for example, 10% to 40% and preferably 15% to 35% of the length of the second main block 50 in the tire radial direction. In this case, chipping on the Y2 direction side of the protruding region 51 can be further suppressed.

[0101] As shown in FIG. 4, the second sub-block 60 constituting the second side block 22 is provided on the X2 direction side of the second main block 50, and has a smaller protruding height than the second main block 50.

[0102] The Y2 direction end of the second sub-block 60 is disposed on the Y2 direction side of the Y2 direction end of the second main block 50. In other words, the tire radial direction length of the second sub-block 60 is greater than the tire radial direction length of the second main block 50. As a result, the second sub-block 60 is connected to the entire block end of the second main block 50 on the X2 direction side and most of the block end of the second main block 50 on the Y2 direction side.

[0103] Chipping is likely to occur near the Y2 end of the second main block 50 during running. In particular, when the tire radial length of the second main block 50 is smaller than the tire radial length of the first main block 30, as in the present embodiment, rocks are likely to get caught on the Y2 end of the second main block 50 when running on rocky terrain. As a result, chipping is particularly likely to occur near the Y2 end of the second main block 50 when running on rocky terrain. Therefore, by arranging the Y2 end of the second sub-block 60 on the Y2 side of the Y2 end of the second main block 50 and connecting the second sub-block 60 to most of the block end of the second main block 50 on the Y2 side, it is possible to suppress chipping near the Y2 end of the second main block 50.

[0104] 8, in this embodiment, the second sub-block 60 has, on the Y1 side, a protruding region 61 whose protruding height is the highest in the second sub-block 60. The second sub-block 60 also has, on the Y2 side of the protruding region 61, an inner inclined region 62 whose protruding height gradually decreases with increasing distance from the protruding region 61, and an inner uniform region 63 whose protruding height is approximately uniform. In other words, the second sub-block 60 has, in order from the Y1 end of the second sub-block 60 toward the Y2 side, the protruding region 61, the inner inclined region 62, and the inner uniform region 63.

[0105] The shape of the second sub-block 60 is not limited to this. For example, the second sub-block 60 may have a substantially uniform thickness in the tire radial direction. Similarly to the first sub-block 40, the second sub-block 60 may have an outer inclined region on the Y1 direction side of the protruding region 61, whose protruding height gradually decreases with increasing distance from the protruding region 61.

[0106] The protruding region 61 is the part of the second sub-block 60 that has substantially the highest protruding height. The protruding height of the protruding region 61 is approximately uniform throughout the entire protruding region 61. The protruding height of the protruding region 61 is, for example, 20% to 70% of the protruding height of the protruding region 51 of the second main block 50, and preferably 30% to 60%.

[0107] The protruding region 61 is provided at a position overlapping in the tire circumferential direction with the outer uniform region 54 of the second main block 50. The Y1-direction end of the protruding region 61 constitutes the Y1-direction end of the second sub-block 60 and is connected to the side rib 5. Note that a portion of the protruding region 61 may be provided at a position overlapping in the tire circumferential direction with the outer inclined region 53 or the protruding region 51 of the second main block 50.

[0108] The inner inclined region 62 is contiguous with the Y2-direction end of the protruding region 61. For example, the protruding height of the inner inclined region 62 decreases linearly with increasing distance from the protruding region 61. In this embodiment, the inner inclined region 62 is provided at a position overlapping with the outer inclined region 53 of the second main block 50 in the tire circumferential direction. Note that a portion of the inner uniform region 63 may be provided at a position overlapping with the outer uniform region 54 or the protruding region 51 of the second main block 50 in the tire circumferential direction.

[0109] In the present embodiment, the tire radial length of the protruding region 61 is substantially the same as the tire radial length of the inner inclined region 62. Note that the tire radial length of the protruding region 61 may be greater than the tire radial length of the inner inclined region 62. The tire radial length of the protruding region 61 may be, for example, 10% to 50% of the tire radial length of the second sub-block 60, or 15% to 40%.

[0110] The inner uniform region 63 is contiguous with the Y2-direction end of the inner inclined region 62. The protruding height of the inner uniform region 63 is, for example, 80% or less of the protruding height of the protruding region 61, and may be 60% or less.

[0111] The inner uniform region 63 has a shape that is bent toward the X1 direction from the Y2 direction side. The Y1 direction portion of the inner uniform region 63 is connected to the block end of the second main block 50 on the X2 direction side. The Y2 direction portion of the inner uniform region 63 is connected to the block end of the second main block 50 on the Y2 direction side. This makes it possible to prevent chipping from occurring near the Y2 direction end of the second main block 50.

[0112] Here, the second sub-blocks 60 are preferably configured so that the tire circumferential length of the portions that overlap with the protruding regions 51 of the second main blocks 50 in the tire circumferential direction is large. Specifically, the ratio X (D60A / D51) of the tire circumferential length (D60A) of the second sub-blocks 60 to the tire circumferential length (D51) of the protruding regions 51 at the position where the tire circumferential length of the protruding regions 51 is greatest (in this embodiment, the Y1-direction end of the protruding regions 51) is preferably larger than the ratio Y (D60B / D52) of the tire circumferential length (D60B) of the second sub-blocks 60 to the tire circumferential length (D52) of the second main blocks 50 at the Y2-direction end of the second main blocks 50. As a result of studies by the present inventors, it was found that when the ratio X is larger than the ratio Y, chipping of the second main blocks 50 is further suppressed and high traction performance can be maintained.

[0113] The ratio X is preferably 1.1 times or more, and more preferably 1.2 times or more, of the ratio Y. In this case, chipping of the second main block 50 can be further suppressed.

[0114] As described above, the pneumatic tire 1 of this embodiment has the first side blocks 21 and the second side blocks 22 in the sidewall 3. The first side blocks 21 include the first main blocks 30 extending in the tire radial direction, and the second side blocks 22 include the second main blocks 50 extending in the tire radial direction. The first main blocks 30 and the second main blocks 50 each have a protruding region 31, 51 having the highest protruding height among the main blocks, and an inner inclined region 32, 52 that is connected to the Y2-direction end of the protruding region 31 and whose protruding height gradually decreases with increasing distance from the protruding region 31, 51. The maximum tire circumferential length of the protruding region 31, 51 is equal to or greater than the tire circumferential length of the Y2-direction end of the inner inclined region 32, 52, respectively.

[0115] With the above configuration, mud, stones, and rocks are more likely to get caught in the protruding regions 31, 51 when traveling on muddy, sandy, or rocky ground. As a result, high traction performance can be achieved. Furthermore, chipping is likely to occur in the protruding regions 31, 51 of the first main block 30 and the second main block 50, particularly when traveling on rocky ground. With the above configuration, chipping in the protruding regions 31, 51 can be suppressed, making it possible to maintain high traction performance.

[0116] The above-described embodiment can be modified within the scope of the present invention. For example, in the above-described embodiment, the side block 20 includes the first side block 21 and the second side block 22. However, the side block 20 may include only one of the first side block 21 and the second side block 22. In other words, the sidewall 3 may include only one of the first side block 21 and the second side block 22.

[0117] In the above embodiment, the first side block 21 includes the first main block 30 and the first sub-block 40, and the second side block 22 includes the second main block 50 and the second sub-block 60, but the configuration of the first side block 21 and the second side block 22 is not limited to this. For example, the first side block 21 may include only the first main block 30 and not the first side block 21. Similarly, the second side block 22 may include only the second main block 50 and not the second sub-block 60. [Explanation of symbols]

[0118] 1 pneumatic tire, 2 tread, 2A, 2B, 2C circumferential groove, 3 sidewall, 4 bead, 4A bead core, 4B bead filler, 5 side rib, 6 carcass, 7 inner liner, 8 belt, 8A, 8B belt ply, 9 cap ply, 10 profile line, 11 shoulder block, 12 first shoulder block, 12A side, 12X corner, 13 second shoulder block, 13A side, 14, 15 lateral groove, 16 first buttress block, 16A, 17A recess, 17 second buttress block, 20 side block, 21 first side block, 21A, 22A slope, 22 second side block, 30 first main block, 31, 41, 51, 61 protruding area, 32, 42, 52, 62 inner inclined area, 33, 44, 53 Outer inclined region, 34, 45, 54 outer uniform region, 40 first sub-block, 43, 63 inner uniform region, 50 second main block, 60 second sub-block.

Claims

1. A pneumatic tire having a tread, sidewalls, and beads, The sidewall has a side block protruding axially outward, The side blocks include at least a main block extending in the tire radial direction, The main block comprises: a protruding region having the highest protruding height in the main block; an inner inclined region that is connected to an inner end of the protruding region in the tire radial direction and whose protruding height gradually decreases with increasing distance from the protruding region; and a maximum circumferential length of the protruding region is greater than a circumferential length of an inner end of the inner inclined region in the radial direction of the tire.

2. The main block further includes an outer inclined region that is connected to an outer end of the protruding region in the tire radial direction and whose protruding height gradually decreases with increasing distance from the protruding region, The pneumatic tire according to claim 1 , wherein a maximum length of the protruding region in the tire circumferential direction is greater than a maximum length of the outer inclined region in the tire circumferential direction.

3. The side blocks include first side blocks and second side blocks that are alternately arranged in the tire circumferential direction, the first side block includes a first main block, and the second side block includes a second main block; The pneumatic tire according to claim 1 , wherein a length in the tire radial direction of the first main block is greater than a length in the tire radial direction of the second main block.

4. The pneumatic tire according to claim 1 , wherein the side blocks further include sub-blocks connected to one side of the main blocks in the tire circumferential direction and having a maximum protruding height smaller than that of the main blocks.

5. The side block further includes a sub-block connected to one side of the main block in the tire circumferential direction and having a maximum protruding height smaller than that of the main block, 4. The pneumatic tire according to claim 3, wherein the sub-blocks include a first sub-block connected to one side of the first main block in the tire circumferential direction and a second sub-block connected to one side of the second main block in the tire circumferential direction.

6. 6. The pneumatic tire according to claim 5, wherein a ratio X of the tire circumferential length of the second sub-block to the tire circumferential length of the protruding region at a position where the tire circumferential length of the protruding region of the second main block is at its maximum is greater than a ratio Y of the tire circumferential length of the second sub-block to the tire circumferential length of the second main block at a tire radially inner end of the second main block.

7. The pneumatic tire according to claim 6 , wherein the ratio X is equal to or greater than 1.1 times the ratio Y.

8. The pneumatic tire according to claim 5 , wherein an inner end in the tire radial direction of the second sub-block is disposed radially inward of an inner end in the tire radial direction of the second main block.

9. The pneumatic tire according to claim 1 , wherein the length of the protruding region in the tire radial direction is equal to or greater than the length of the inner inclined region in the tire radial direction.

10. The pneumatic tire according to claim 2 , wherein a length in the tire radial direction of the protruding region is equal to or greater than a length in the tire radial direction of the outer inclined region.

Images