tire

Abstract

We provide tires that achieve a high level of balance between wet performance and wear resistance. [Solution] The present invention relates to a tire 1 having a tread portion 2. The tread portion 2 has a plurality of circumferential grooves 3 extending in the circumferential direction of the tire, and a plurality of land portions 4 divided by the plurality of circumferential grooves 3. The plurality of circumferential grooves 3 include a first circumferential groove 3A having a narrow groove portion 3a that opens to the contact surface 2a with a small groove width w1, and a widened portion 3b that is inward in the tire radial direction from the narrow groove portion 3a and has a groove width w2 larger. The plurality of land portions 4 adjacent to the first circumferential groove 3A have a plurality of lateral components 5 that include at least one of a lateral groove and a lateral sipe that communicate with the narrow groove portion 3a. The narrow groove portion 3a has a plurality of connecting portions 3c through which the plurality of lateral components 5 communicate. At least one of the plurality of connecting portions 3c is provided with a vertical hole 6 that opens to the contact surface 2a with a width in the tire axial direction that is larger than the groove width w1 of the narrow groove portion 3a.

Description

Technical Field

[0001] The present invention relates to a tire having a tread portion.

Background Art

[0002] Conventionally, a tire having a tread portion that can achieve both wet performance and wear resistance has been known. For example, Patent Document 1 below proposes a heavy-duty tire provided with main grooves extending in a zigzag shape and inclined sipes.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in recent years, expectations for wet performance and wear resistance have been increasing, and even in the tire of Patent Document 1, further improvement has been expected.

[0005] The present invention has been devised in view of the above actual situation, and the main object thereof is to provide a tire that can achieve both wet performance and wear resistance in a high dimension.

Means for Solving the Problems

[0006] The present invention relates to a tire having a tread portion, wherein the tread portion has a plurality of circumferential grooves extending in the circumferential direction of the tire and a plurality of land portions separated by the plurality of circumferential grooves, the plurality of circumferential grooves include at least one first circumferential groove having a narrow groove portion that opens to the contact surface with a small groove width and a widened portion that is inward from the narrow groove portion in the tire radial direction and has a larger groove width, at least one of the plurality of land portions adjacent to the first circumferential groove has a plurality of lateral components including at least one of a lateral groove and a lateral sipe that communicates with the narrow groove portion, the narrow groove portion has a plurality of communicating portions to which at least one of the plurality of lateral components communicate, and at least one of the plurality of communicating portions is provided with a vertical hole that opens to the contact surface with a width in the tire axial direction that is larger than the groove width of the narrow groove portion. [Effects of the Invention]

[0007] By having the above-described configuration, the tire of the present invention can achieve a high level of balance between wet performance and wear resistance. [Brief explanation of the drawing]

[0008] [Figure 1] This is an exploded view showing one embodiment of the tire tread portion of the present invention. [Figure 2] This is a cross-sectional view of line AA in Figure 1. [Figure 3] This is an enlarged view of section B in Figure 1. [Modes for carrying out the invention]

[0009] One embodiment of the present invention will be described in detail below with reference to the drawings. Figure 1 is a tread unfolded view showing the tread portion 2 of the tire 1 of this embodiment. As shown in Figure 1, the tire 1 of this embodiment has a tread portion 2. A suitable example of the tire 1 is a pneumatic tire for heavy loads. The tire 1 is not limited to this embodiment, and can be applied to various types of tires 1, such as pneumatic tires for passenger cars, airless tires, and tires for industrial machinery.

[0010] The tread portion 2 of this embodiment has a plurality of circumferential grooves 3 extending in the circumferential direction of the tire, and a plurality of land portions 4 separated by the plurality of circumferential grooves 3. Such a tread portion 2 can suppress deformation of the land portions 4 when in contact with the ground, and helps to improve the rolling resistance performance and wear resistance performance of the tire 1.

[0011] Figure 2 is a cross-sectional view along line AA in Figure 1. As shown in Figures 1 and 2, the plurality of circumferential grooves 3 include at least one, and in this embodiment two, first circumferential grooves 3A, each having a narrow groove portion 3a that opens to the contact surface 2a with a small groove width w1. The first circumferential grooves 3A in this embodiment have a widened portion 3b that is wider in the radial direction of the tire than the narrow groove portion 3a, with a groove width w2.

[0012] Such first circumferential grooves 3A allow the land portion 4 adjacent to the narrow groove portion 3a to come into contact with each other when a load is applied, thereby suppressing deformation of the land portion 4 when in contact with the ground and improving the rolling resistance and wear resistance of the tire 1. In addition, the widened portion 3b widens the groove width in the later stages of wear, which helps to suppress the decrease in drainage performance in the later stages of wear and improves the wet performance of the tire 1.

[0013] In this specification, unless otherwise specified, the dimensions of each part of tire 1 are values ​​measured under normal conditions. Here, "normal conditions" refers to the unloaded state in which tire 1, if it is a pneumatic tire, is mounted on a normal rim and adjusted to the normal internal pressure. Hereafter, unless otherwise specified, the dimensions of each part of tire 1 are values ​​measured under these normal conditions.

[0014] A "standard rim" is the rim specified by each tire standard when there is a standard system on which the tire 1 is based; for example, it is a "standard rim" for JATMA, a "design rim" for TRA, and a "measuring rim" for ETRTO. When there is no standard system on which the tire 1 is based, a "standard rim" is the rim with the smallest rim diameter and the smallest rim width among rims that can be mounted on and do not cause air leaks.

[0015] "Regular internal pressure" refers to the air pressure specified for each tire by the standard, if there is a standard system that the tire 1 is based on. For example, it is the "maximum air pressure" for JATMA, the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" for TRA, and the "INFLATION PRESSURE" for ETRTO. If there is no standard system that the tire 1 is based on, "regular internal pressure" refers to the air pressure specified for each tire by the manufacturer, etc.

[0016] In this embodiment, at least one of the multiple land portions 4 adjacent to the first circumferential groove 3A has multiple lateral components 5 that communicate with the narrow groove portion 3a. Such lateral components 5 can work in cooperation with the first circumferential groove 3A to improve drainage and help improve the wet performance of the tire 1.

[0017] Figure 1 illustrates a lateral component 5 consisting of transverse sipes, but the lateral component 5 is not limited to this embodiment. The lateral component 5 may consist of at least one of a transverse groove and a transverse sipe, for example, it may consist of a transverse groove, or it may consist of a transverse groove and a transverse sipe. Here, a transverse sipe is a cut with a width w4 in the direction perpendicular to the longitudinal direction of less than 1.0 mm, and is clearly distinguished from a transverse groove with a groove width of 1.0 mm or more.

[0018] When the lateral component 5 is a lateral rib, the rigidity of the tread portion 2 in the tire circumferential direction can be increased, and the wear resistance performance of the tire 1 can be improved. Further, when the lateral component 5 is a lateral groove, it has excellent drainage performance, and the wet performance of the tire 1 can be improved.

[0019] FIG. 3 is an enlarged view of part B in FIG. 1. As shown in FIGS. 1 to 3, the fine groove portion 3a of the present embodiment has a plurality of communication portions 3c through which at least one of the plurality of lateral components 5 communicates. In FIG. 3, for the sake of explanation, the communication portion 3c is shown by a two-dot chain line. Such a communication portion 3c helps to improve the drainage performance by the cooperation of the first circumferential groove 3A and the lateral component 5.

[0020] It is desirable that at least one of the plurality of communication portions 3c is provided with a vertical hole 6 that opens to the ground contact surface 2a with a width w3 in the tire axial direction that is larger than the groove width w1 of the fine groove portion 3a. Such a vertical hole 6 can cooperate with the first circumferential groove 3A and the lateral component 5 to improve the drainage performance while maintaining the high rigidity of the tread portion 2. Therefore, the tire 1 of the present embodiment can achieve both wet performance and wear resistance performance in a high dimension.

[0021] As a more preferable aspect, the vertical holes 6 are provided in all of the plurality of communication portions 3c. Such vertical holes 6 have a high arrangement density and can further improve the drainage performance.

[0022] The vertical hole 6 is formed, for example, in a polygonal shape in plan view. The vertical hole 6 of the present embodiment is formed in a rectangular shape in plan view. Such a vertical hole 6 can exhibit a large edge effect and helps to improve the wet performance of the tire 1. Note that the vertical hole 6 is not limited to such a form, and may include, for example, a curved portion.

[0023] As shown in Figure 2, the vertical hole 6 has a wall surface 6a that extends in the radial direction of the tire. The angle θ of the wall surface 6a with respect to the radial direction of the tire is preferably 20° or less. By having an angle θ of 20° or less of the wall surface 6a, it is possible to improve drainage while maintaining the high rigidity of the tread portion 2, which helps to achieve a high level of balance between the wet performance and wear resistance of the tire 1. From this viewpoint, the angle θ of the wall surface 6a is more preferably 15° or less.

[0024] In this embodiment, the vertical hole 6 extends to the widened section 3b in the radial direction of the tire. It is desirable that the vertical hole 6 smoothly connects to the widened section 3b. Such a vertical hole 6 can work in cooperation with the widened section 3b to further improve drainage.

[0025] The maximum width w3 of the vertical hole 6 is preferably greater than or equal to the groove width w2 of the widened section 3b. If the vertical hole 6 extends to the widened section 3b, it is desirable that the width of the connection portion of the vertical hole 6 with the widened section 3b is equal to the groove width w2 of the widened section 3b. Such a vertical hole 6 can work in cooperation with the widened section 3b to drain water efficiently, which helps to achieve both rigidity and drainage performance of the tread section 2.

[0026] The radial depth d1 of the vertical hole 6 is preferably 90% or more of the radial groove depth d2 of the first circumferential groove 3A. By having a vertical hole 6 depth d1 of 90% or more of the groove depth d2 of the first circumferential groove 3A, the vertical hole 6 can be maintained until the later stages of wear, thereby improving drainage. From this viewpoint, the vertical hole 6 depth d1 is more preferably 93% or more of the groove depth d2 of the first circumferential groove 3A.

[0027] The depth d1 of the vertical holes 6 is preferably 100% or less of the groove depth d2 of the first circumferential groove 3A. By keeping the depth d1 of the vertical holes 6 at 100% or less of the groove depth d2 of the first circumferential groove 3A, the high rigidity of the tread portion 2 can be maintained, which also helps prevent misjudging the wear limit. From this viewpoint, the depth d1 of the vertical holes 6 is more preferably 97% or less of the groove depth d2 of the first circumferential groove 3A.

[0028] Based on these considerations, the depth d1 of the vertical hole 6 is preferably 90% to 100% of the groove depth d2 of the first circumferential groove 3A, and more preferably 93% to 97%. The combination of the upper and lower limits within these numerical ranges can be arbitrarily selected.

[0029] As shown in Figures 1 and 3, the maximum length L1 in the tire circumferential direction at the contact surface 2a of the vertical hole 6 in this embodiment is greater than the maximum width w3 in the tire axial direction at the contact surface 2a of the vertical hole 6. The vertical hole 6 is, for example, rectangular in shape with its long side aligned along the tire circumferential direction. Such a vertical hole 6 can increase the volume of the tread portion 2 while maintaining its rigidity in the tire axial direction, thereby achieving both lateral rigidity and drainage performance of the tread portion 2.

[0030] The maximum length L1 of the vertical holes 6 is preferably 5% or more of the tread width TW. Having a maximum length L1 of 5% or more of the tread width TW ensures a certain minimum opening area relative to the contact surface 2a, thereby improving drainage. From this perspective, the maximum length L1 of the vertical holes 6 is more preferably 7% or more of the tread width TW.

[0031] The maximum length L1 of the vertical holes 6 is preferably 15% or less of the tread width TW. Having the maximum length L1 of the vertical holes 6 be 15% or less of the tread width TW helps maintain high rigidity of the tread portion 2 and also helps suppress uneven wear and tread chipping. From this viewpoint, the maximum length L1 of the vertical holes 6 is more preferably 10% or less of the tread width TW.

[0032] Based on these considerations, the maximum length L1 of the vertical hole 6 is preferably 5% to 15% of the tread width TW, and more preferably 7% to 10%. The combination of the upper and lower limits within these numerical ranges can be arbitrarily selected.

[0033] The maximum length L1 of the vertical hole 6 is preferably three times or more the width w4 of the lateral component 5 perpendicular to the longitudinal direction. By having the maximum length L1 of the vertical hole 6 be three times or more the width w4 of the lateral component 5, a certain minimum opening area relative to the ground surface 2a can be secured, thereby improving drainage. From this viewpoint, the maximum length L1 of the vertical hole 6 is more preferably four times or more the width w4 of the lateral component 5.

[0034] The maximum length L1 of the vertical hole 6 is preferably 10 times or less the width w4 of the lateral component 5. By keeping the maximum length L1 of the vertical hole 6 10 times or less the width w4 of the lateral component 5, the high rigidity of the tread portion 2 can be maintained, which also helps to suppress uneven wear and tread chipping. From this viewpoint, the maximum length L1 of the vertical hole 6 is more preferably 7 times or less the width w4 of the lateral component 5.

[0035] Based on these considerations, the maximum length L1 of the vertical hole 6 is preferably 3 to 10 times the width w4 of the horizontal component 5, and more preferably 4 to 7 times. The combination of the upper and lower limits within these numerical ranges can be arbitrarily selected.

[0036] The maximum width w3 of the vertical holes 6 is preferably 3% or more of the tread width TW. Having a maximum width w3 of 3% or more of the tread width TW ensures a certain minimum opening area relative to the contact surface 2a, thereby improving drainage. From this perspective, the maximum width w3 of the vertical holes 6 is more preferably 4% or more of the tread width TW.

[0037] The maximum width w3 of the vertical holes 6 is preferably 6% or less of the tread width TW. Having the maximum width w3 of the vertical holes 6 be 6% or less of the tread width TW helps maintain high rigidity of the tread portion 2 and also helps suppress uneven wear and tread chipping. From this viewpoint, the maximum width w3 of the vertical holes 6 is more preferably 5% or less of the tread width TW.

[0038] Based on these considerations, the maximum width w3 of the vertical hole 6 is preferably 3% to 6% of the tread width TW, and more preferably 4% to 5%. Note that any combination of the upper and lower limits within these numerical ranges can be arbitrarily selected.

[0039] The groove width w1 of the narrow groove portion 3a of the first circumferential groove 3A is preferably 2% or less of the tread width TW. By having a groove width w1 of the narrow groove portion 3a of 2% or less of the tread width TW, adjacent land portions 4 come into contact with each other when a load is applied, which suppresses deformation of the land portions 4 when in contact with the ground, and improves the rolling resistance performance and wear resistance performance of the tire 1.

[0040] The groove width w2 of the widened portion 3b of the first circumferential groove 3A is preferably 3% or more of the tread width TW. By having a groove width w2 of the widened portion 3b of 3% or more of the tread width TW, the decrease in drainage performance in the later stages of wear can be suppressed and the wet performance of the tire 1 can be improved.

[0041] As shown in Figure 2, the groove depth d3 in the tire radial direction of the narrow groove section 3a is preferably 40% or more of the groove depth d2 of the first circumferential groove 3A. By having a groove depth d3 of the narrow groove section 3a that is 40% or more of the groove depth d2 of the first circumferential groove 3A, deformation of the ground portion 4 during contact can be reliably suppressed. From this viewpoint, the groove depth d3 of the narrow groove section 3a is more preferably 50% or more of the groove depth d2 of the first circumferential groove 3A.

[0042] The groove depth d3 of the narrow groove section 3a is preferably 80% or less of the groove depth d2 of the first circumferential groove 3A. By having the groove depth d3 of the narrow groove section 3a be 80% or less of the groove depth d2 of the first circumferential groove 3A, the volume of the widened section 3b can be increased, and the decrease in drainage performance in the later stages of wear can be reliably suppressed. From this viewpoint, the groove depth d3 of the narrow groove section 3a is more preferably 70% or less of the groove depth d2 of the first circumferential groove 3A.

[0043] Based on these considerations, the groove depth d3 of the narrow groove 3a is preferably 40% to 80% of the groove depth d2 of the first circumferential groove 3A, and more preferably 50% to 70%. The combination of the upper and lower limits within these numerical ranges can be arbitrarily selected.

[0044] As shown in Figure 1, the multiple circumferential grooves 3 include, for example, a second circumferential groove 3B with a groove width w5 that is larger than the groove width w1 of the narrow groove portion 3a of the first circumferential groove 3A. In this embodiment, the first circumferential groove 3A is located inside the second circumferential groove 3B in the tire axial direction.

[0045] In this first circumferential groove 3A, the narrow groove section 3a is positioned in the area on the inner side of the tire axial direction where high loads are applied, thereby effectively improving the wear resistance of the tire 1. On the other hand, in this second circumferential groove 3B, the large groove width w5 helps to improve drainage. Furthermore, in the first circumferential groove 3A, vertical holes 6 are provided in the area on the inner side of the tire axial direction where the contact length is long, thereby more effectively improving drainage.

[0046] The groove width w5 of the second circumferential groove 3B is preferably 3% or more of the tread width TW. By having a groove width w5 of the second circumferential groove 3B of 3% or more of the tread width TW, drainage can be improved and the wet performance of the tire 1 can be improved.

[0047] The first circumferential groove 3A and the second circumferential groove 3B each extend, for example, in a zigzag pattern in the circumferential direction of the tire. The first circumferential groove 3A and the second circumferential groove 3B are not limited to this configuration and may, for example, extend linearly in the circumferential direction of the tire. In this embodiment, the first circumferential groove 3A has a narrow groove portion 3a that extends in a zigzag pattern in the circumferential direction of the tire, and a widened portion 3b that extends linearly in the circumferential direction of the tire. Such first circumferential groove 3A and second circumferential groove 3B are suitable for achieving a high level of balance between the wet performance and wear resistance of the tire 1. It is suitable for achieving a high level of balance between performance and wear resistance.

[0048] Figure 1 illustrates a pair of first circumferential grooves 3A and a pair of second circumferential grooves 3B as examples of multiple circumferential grooves 3. That is, the multiple circumferential grooves 3 in this embodiment include one first circumferential groove 3A and the other first circumferential groove 3A, which are arranged adjacent to each other in the tire axial direction.

[0049] The first circumferential groove 3A on one side and the first circumferential groove 3A on the other side are, for example, arranged on both sides of the tire equator C. The first circumferential groove 3A are not limited to this configuration; for example, a pair of first circumferential grooves 3A may be arranged on one side of the tire equator C, and each of three or more pairs of first circumferential grooves 3A may have the relationship of a pair of first circumferential grooves 3A as shown below.

[0050] Here, "tire equator C" is the axial center position of the tire between a pair of tread edges Te on the contact surface 2a. "Tread edge Te" is the outermost contact point in the axial direction of the tire when tire 1 is a pneumatic tire for heavy loads, with a normal load applied to tire 1 in its normal state, and the tire is in contact with a plane at a camber angle of 0°.

[0051] "Regular load" refers to the load specified for each tire by each standard, if there is a standard system on which tire 1 is based. For example, it is the "maximum load capacity" for JATMA, the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES" for TRA, and the "LOAD CAPACITY" for ETRTO. If there is no standard system on which tire 1 is based, "Regular load" refers to the maximum load applicable when using tire 1, as specified by the manufacturer for each tire.

[0052] In this embodiment, the vertical holes 6 of the first circumferential groove 3A on one side and the vertical holes 6 of the first circumferential groove 3A on the other side are located at different positions in the circumferential direction of the tire. Because the phases of the vertical holes 6 are different in such first circumferential grooves 3A, the generation of pattern noise can be suppressed, and the noise performance of the tire 1 can be improved.

[0053] The overlapping length L2 in the tire circumferential direction at the contact surface 2a between the vertical hole 6 of the first circumferential groove 3A on one side and the vertical hole 6 of the first circumferential groove 3A on the other side is preferably 70% or less of the maximum length L1 of the vertical hole 6. By keeping the overlapping length L2 at 70% or less of the maximum length L1 of the vertical hole 6, the generation of pattern noise can be reliably suppressed. From this viewpoint, the overlapping length L2 is more preferably 30% or less of the maximum length L1 of the vertical hole 6.

[0054] The multiple land sections 4 include, for example, five land sections 4 separated by four circumferential grooves 3. The multiple land sections 4 in this embodiment include a first land section 4A separated between a pair of first circumferential grooves 3A, a pair of second land sections 4B separated between the first circumferential grooves 3A and the second circumferential groove 3B, and a pair of third land sections separated between the second circumferential grooves 3B and the tread edge Te.

[0055] Each of the multiple lateral components 5 is preferably traversed by one of the multiple land sections 4. In this embodiment, each of the multiple lateral components 5 traverses either the first land section 4A or the second land section 4B. Such lateral components 5 can work in cooperation with the circumferential grooves 3 on both sides in the tire axial direction to further improve drainage.

[0056] The land ratio of the tread portion 2 is preferably 75% or more. A land ratio of 75% or more ensures sufficient rubber volume in the tread portion 2 and increases the rigidity of the tread portion 2. From this viewpoint, the land ratio of the tread portion 2 is more preferably 77% or more.

[0057] The land ratio of the tread portion 2 is preferably 90% or less. A land ratio of 90% or less ensures sufficient drainage and suppresses chipping, breakage, etc., caused by excessively high rigidity of the tread portion 2. From this viewpoint, the land ratio of the tread portion 2 is more preferably 85% or less.

[0058] Based on these considerations, the land ratio of the tread portion 2 is preferably 75% to 90%, and more preferably 77% to 85%. The combination of the upper and lower limits within these numerical ranges can be arbitrarily selected.

[0059] Here, the land ratio of the tread section 2 is the ratio of the actual contact area to the hypothetical contact area where all the grooves and vertical holes 6 provided in the tread section 2 are filled. Note that grooves with a width of 1 mm or less or a depth of 3 mm or less are considered to be substantially in contact with the ground and are included in this actual contact area.

[0060] Although particularly preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the embodiments described above and can be implemented in various modified forms.

[0061] [Note] The present invention is as follows:

[0062] [Invention 1] A tire having a tread portion, The tread portion has a plurality of circumferential grooves extending in the circumferential direction of the tire, and a plurality of land portions separated by the plurality of circumferential grooves. The plurality of circumferential grooves include at least one first circumferential groove having a narrow groove portion that opens to the contact surface with a small groove width and a widened portion that is inward from the narrow groove portion in the tire radial direction and has a larger groove width. At least one of the multiple land portions adjacent to the first circumferential groove has multiple lateral components, including at least one of a lateral groove and a lateral sipe that communicates with the narrow groove portion. The aforementioned narrow groove portion has a plurality of connecting portions in which at least one of the plurality of lateral components are in communication, At least one of the plurality of connecting portions is provided with a vertical hole that opens to the contact surface with a width in the tire axial direction that is greater than the groove width of the narrow groove portion. tire.

[0063] [Invention 2] The tire according to the present invention 1, wherein the vertical holes are provided in all of the plurality of communication portions.

[0064] [Invention 3] The tire according to invention 1 or 2, wherein the maximum length of the vertical hole in the tire circumferential direction at the contact surface is greater than the maximum width of the vertical hole in the tire axial direction at the contact surface.

[0065] [4th Invention] The tire according to the present invention, wherein the maximum length of the vertical hole is 5% to 15% of the tread width.

[0066] [5th ​​Invention] The tire according to invention 3 or 4, wherein the maximum width of the vertical hole is 3% to 6% of the tread width.

[0067] [Invention 6] The plurality of circumferential grooves include a second circumferential groove having a groove width greater than the groove width of the narrow groove portion of the first circumferential groove, The tire according to any one of inventions 1 to 5, wherein the first circumferential groove is located inside the second circumferential groove in the tire axial direction.

[0068] [7th Invention] The plurality of circumferential grooves include one first circumferential groove and the other first circumferential groove, which are arranged adjacent to each other in the tire axial direction. The tire according to any one of inventions 1 to 6, wherein the vertical holes in the first circumferential groove on one side and the vertical holes in the first circumferential groove on the other side are provided at different positions in the circumferential direction of the tire.

[0069] [8th Invention] The tire according to invention 7, wherein the overlapping length in the tire circumferential direction at the contact surface between the vertical hole of the first circumferential groove on one side and the vertical hole of the first circumferential groove on the other side is 70% or less of the maximum length of the vertical hole in the tire circumferential direction at the contact surface.

[0070] [Invention 9] Each of the aforementioned plurality of lateral components crosses one of the plurality of land areas, the tire according to any one of inventions 1 to 8.

[0071] [Invention 10] The tire according to any one of inventions 1 to 9, wherein the land ratio of the tread portion is 75% to 90%. [Explanation of symbols]

[0072] 1 tire 2 Tread section 2a Ground plane 3 Circumferential groove 3A 1st circumferential groove 3a Narrow groove 3b Widening section 3c Communication part 4 Land 5. Transverse component 6 vertical holes

Claims

1. A tire having a tread portion, The tread portion has a plurality of circumferential grooves extending in the circumferential direction of the tire, and a plurality of land portions separated by the plurality of circumferential grooves. The plurality of circumferential grooves include at least one first circumferential groove having a narrow groove portion that opens to the contact surface with a small groove width and a widened portion that is inward from the narrow groove portion in the tire radial direction and has a larger groove width. At least one of the multiple land portions adjacent to the first circumferential groove has multiple lateral components, including at least one of a lateral groove and a lateral sipe that communicates with the narrow groove portion. The aforementioned narrow groove portion has a plurality of connecting portions in which at least one of the plurality of lateral components are in communication, At least one of the plurality of connecting portions is provided with a vertical hole that opens to the contact surface with a width in the tire axial direction that is greater than the groove width of the narrow groove portion. tire.

2. The tire according to claim 1, wherein the vertical holes are provided in all of the plurality of communication portions.

3. The tire according to claim 1 or 2, wherein the maximum length of the vertical hole in the tire circumferential direction at the contact surface is greater than the maximum width of the vertical hole in the tire axial direction at the contact surface.

4. The tire according to claim 3, wherein the maximum length of the vertical hole is 5% to 15% of the tread width.

5. The tire according to claim 3, wherein the maximum width of the vertical hole is 3% to 6% of the tread width.

6. The plurality of circumferential grooves include a second circumferential groove having a groove width greater than the groove width of the narrow groove portion of the first circumferential groove, The tire according to claim 1 or 2, wherein the first circumferential groove is located inside the second circumferential groove in the tire axial direction.

7. The plurality of circumferential grooves include one first circumferential groove and the other first circumferential groove, which are arranged adjacent to each other in the tire axial direction. The tire according to claim 1 or 2, wherein the vertical holes in the first circumferential groove on one side and the vertical holes in the first circumferential groove on the other side are provided at different positions in the circumferential direction of the tire.

8. The tire according to claim 7, wherein the overlapping length in the tire circumferential direction at the contact surface between the vertical hole of the first circumferential groove on one side and the vertical hole of the first circumferential groove on the other side is 70% or less of the maximum length of the vertical hole in the tire circumferential direction at the contact surface.

9. The tire according to claim 1 or 2, wherein each of the plurality of lateral components crosses any of the plurality of land areas.

10. The tire according to claim 1 or 2, wherein the land ratio of the tread portion is 75% to 90%.

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